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Engine Choices
Summary
Engine Sizing & Arrangement
Introduction
Performance Requirements
Engine Geometric Characteristics &
Placement
Propulsion Integration
Extremely Important
A small shortfall in performance can add
up to millions of dollars in increased fuel
costs
Airframe supplier may have to pay
penalties for shortfalls
Piston Engine
Types
Piston engine with propeller
Turbine engine with prop = Turboprop
Turbojet
Turbofan (low or high bypass ratio)
Pulsejet
Ramjet
Rocket
Piston Engines
Turbojet Engine
Inexpensive
Best fuel economy
Relatively heavy
Vibration issues with intermittent
combustion process
Performance decrease with altitude
Solved with turbocharger or supercharger
Compressor
Afterburners
Nozzle
Burner
Shaft
Inlet Diffuser
Turbine
AKA reheat
Pour fuel into rear of engine and burn it
Get more thrust
Get empty tanks fast (higher SFC)
Low-Pressure
Compressor
Inlet
Burner
High-Pressure
Compressor
Low-Pressure
Turbine
High-Pressure
Turbine
Afterburner Flameholders
Nozzle
Afterburner
Low-Pressure Compressor
Bypass Duct
Low-Pressure Turbine
Burner
High-Pressure
Compressor
High-Pressure
Turbine
Afterburner
Nozzle
Compressor
Low-Pressure Turbine
Nozzle
High-Pressure Turbine
Pulsejet Engine
Rocket-Powered Aircraft
Limitations
8000
7000
7000
6000
6000
Sea Level
5000
5000
Sea Level
Thrust, T, lbs
Thrust, T, lbs
4000
10,000 ft
10,000 ft
4000
20,000 ft
3000
3000
20,000 ft
30,000 ft
2000
2000
30,000 ft
1000
40,000 ft
1000
40,000 ft
50,000 ft
50,000 ft
0
0
0
0.2
0.4
0.6
0.8
1.2
0.2
Mach Number, M
0.6
0.8
1.2
Figures of Merit
0.4
200
Power Available
150
100
Power Required
Vmax
V for minimum
Power Required
50
0
0
20
40
60
80
100
120
140
160
Engine Selection
Criteria:
Cruise speed
Cost
Economy (fuel, maintenance, etc.)
Redundancy
etc.
Engine data on Internet, AV Week Source
issue, Janes, etc.
Engine Selection
Rubber engine
Use an engine deck for performance
prediction (ref: AIAA competition history)
High cost of engine development
Existing engines
Search information sources for off-the-shelf
engines with sufficient performance
No engine development costs
Already in maintenance stores?
Engine Geometric
Characteristics (Raymer)
Non-afterburning and afterburning sizing data
equations 10.4 - 10.15, Raymer
Diameter, engine length,weight, SFC all are
functions of takeoff thrust T and Mach no. M
Other inlets and ducts as needed
Boundary layer diverters
Afterburners?
Add to your aircraft drawing
Upwash
Inlets
Very important to engine performance
Must provide enough air in all conditions
Must diffuse (slow down) air to M = 0.4 ~
0.5
Want as much pressure recovery as
possible (best >90%)
Geometry affects drag of aircraft
Downwash
Inlet Types
NACA duct (for aux air)
Conical (SR-71)
Normal shock or Pitot
(airliners)
2-D Ramp (F-14, F-15)
Inlet applicability
summarized in Raymer
Fig. 10.13
Other Inlets
May be used for subsonic or supersonic
Often use variable geometry
Adjust geometry so shock is swallowed or
minimized
Mechanism must be reliable
Location of Inlets/Nacelles
Many choices (Raymer Fig. 10.14)
Nose, chin, side, over/under wing,
over/under fuselage, wing LE, etc.
Want clean air to be ingested
Minimizing length minimizes losses
CG considerations
OEI control (one engine inoperative)
Inlet Design
Boundary-Layer Air
Nozzle Integration
Nozzle must (or should) expand exhaust
gases and accelerate them
Depends on mass flow: often use variablearea nozzle
Affects drag
Lots of info Raymer pp. 257-8
Cooling also required, Fig. 10.24
One-Bladed Propeller
Propeller
Types
Propellers
Prop
Blade
Angles
Propeller
Efficiency
Chart
Power coefficient
Prop Efficiency
Advance Ratio J
Prop Configurations
Fuel System
Fuel Considerations
CG Travel Diagram
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