DOCSLIB.ORG

Introduction to Airbreathing Propulsion Systems

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Introduction to Airbreathing Propulsion Systems Introduction to airbreathing propulsion systems Integrated project: AIAA aircraft design competition 1er master Aerospace 2020 Koen Hillewaert, Université de Liège Design of Turbomachines, A&M [email protected] Remy Princivalle, Principal Engineer, Safran Aero Boosters [email protected] 1. Balances, thrust and performance Drag / thrust definition 1. Balances, thrust and performance Airbreathing engines: acceleration of (clean) air mass flow ● Thrust = acceleration force of engine mass flow from flight vf to jet velocity vj ● Powers – Propulsive power → airplane acceleration : – Mechanical power → fluid acceleration : – Lost power ● Propulsive efficiency: ● Increasing propulsive efficiency for constant thrust – increase mass flow, decrease jet velocity – Ingest flow at speed lower than flight speed 1. Balances, thrust and performance Airbreathing engines: Boundary Layer Ingestion ● ● 1. Balances, thrust and performance Airbreathing engines: classical performance parameters ● Thermal energy ! = mf Δhf – Fuel mass flow rate: – Fuel to air ratio: – Fuel lower heating value: ● "verall efficiency propulsive power Pp versus thermal energy ! – Propulsive efficiency: – Thermal efficiency: ● Efficiency $ Thrust specific fuel consumption (TSFC) ● Compacity $ Specific thrust 2. Jet engines Generation of high” speed "et through e#pansion over no%%le Snecma/'' (lympus 593 Afterburning ,urbo"et -./ Leap -i$il ,urbofan Snecma /88 Afterburning Turbofan 2. Jet engines Generation of high” speed "et through e#pansion over no%%le ● Ingestion of ma air at flight speed in nacelle – Ram effect: increased total T and p due to relative Mach num!er Mf ● Increase total pressure and temperature – Mechanical : fan – Thermal : gas generator " #rayton – $fter!urning ● #(pansion over e(haust noz)le to ambient pressure – %ho&ed – $dapted 2. Jet engines -ore flow: Brayton thermodynamic cycle ● Thermodynamic cycle – $dia!atic compression ' → ( : – %om!ustion ( → ) : – $dia!atic e*pansion )+, : 2. Jet engines -ore flow : effiency of the non1ideal Brayton cycle ● Parameters affecting efficiency – -veral pressure ratio .-P / : – Tur!ine Inlet Temperature .TIT/" Tur!ine 0ntry Temperature .T0T/ or -veral Temperature ratio: – %ompressor efficiency – Tur!ine efficiency 2. Jet engines -ore flow : effiency of the non1ideal Brayton cycle ● TiT – 1etermines specific wor& – Limited !y material resistance – 2 '345 K 77 ',55 6 .fusion/ – Re8uires film cooling ● ● "P* – 1etermines efficiency – -ptimum 2 TiT 9 efficiencies – )5 : ,5 2. Jet engines -ore flow : Increasing TiT / Te, 2. Jet engines ,urbo"et : high subsonic through supersonic flow ● %ore flow – $M effect : '’ + ' – %ompressor : ' < ( – %om!ustion : ( < ) – Tur!ine e*pansion : ) – , – 0*haust nozzle jet : , < 4 ● +igh specific thrust 2. Jet engines 23) Afterburning turbo"et: dry and wet operation ● Core flow – Ram effect : '’ - ' – %ompressor : ' < ( – %om!ustion : ( < ) – 0*pansion in tur!ine : ) < , – ,et - afterburning : , < ,; – 0*haust !y adjusta!le nozzle : ,; – 4 ● .early double thrust in /wet0 operation 2. Jet engines -ivil turbofan : high subsonic/transonic ● Core mc and bypass mb flow rate – #ypass ratio .#P /: α > m!".m!?mc/ ● Core / primary mech. power – Fan ? compressor : ' - ( – %om!ustion : ( + ) – Tur!ine → fan 9 compressor ) - , – 0*haust jet : , < 4 ● Bypass - secondary flow thrust – %ompression !y fan ' < (; – 0*haust no==le (; - 4 ● +igh propulsive efficiency: small acceleration of high mass flow rate 2. Jet engines -i$il turbofan: multispool turbofans ● "ptimal rotation speed = slightly supersonic at the tip ● 1ifferent spools / shafts $ optimise rotation speed ● LP spool drives fan $ large LP turbine 2. Jet engines -ivil turbofan : geared turbofan (G,.) PW''55A #PR = '(B4 %FM Leap #PR = C B. '' 2. Jet engines Afterburning turbofan: subsonic to supersonic flight ● *am effect 1’ - 1 ● %ore - primary flow – LP + DP %ompressor : 1 – ( – %om!ustion : ( – ) – 0xpansion in tur!ine : ) – , ● Bypass - secondary flow 5below 16 – LP compression – %ooling of core ● 7i(er-Afterburner – Mantle cooled !y perspiration secondary flow – Mixing of primary and secondary flow – .$fter!urning/ ● #(haust by adjustable no))le 93 – ; 2. Jet engines 234 'AM/&cram5et: supersonic flight M > + ● Cycle without machines – %onvert &inetic energy va in pressure Pt !y E $MF effect : ' - ( – %om!ustion : (+) ● *87'ET : subsonic com!ustion ● <upersonic %om!ustion *87'ET – 0*pand in no==le to form jet : ) < , 2. Jet engines -ombined afterburning turbo"et 7 ram"et 2. Jet engines 8o%%le ● 'et engine no))le = de 2aval no))le – Go==le pressure ratio – %ritical pressure ratio 2 cho&ing – %ho&ing mass flow rate ● Thrust for imperfect e(pansion ● 7a(imal thrust if adapted (pj = pa6 ● #ngine operating point = match >> and no))le – AA determines pH and TH upstream of no==le – Go==le limits ma*imum mass flow rate – Thrust can !e optimi=ed !y varying throat .and e*pansion ratio/ – $rea needs to !e varia!le to accommodate large variations in TH 2. Jet engines 8o%%le ● %onverging – Ionic jet (wrt exhaust T/ → lower speeds – %hoked if GP 7 NP J – $dapted if NP < GP J – Fixed for civil tur!ofan .this could change .BB/ – Lariable throat for military/after!urning tur!ofan ● %onverging4diverging – Digher speed range – Lariable throat and e*pansion area to adapt to AA and flight – .thrust vectoring/ – $fter!urning tur!ojet"tur!ofan 3. Propellers Mechanical acceleration by lift forces on propeller blades 3. Propellers Global operation: 'an9ine-Froude theorem ● 8ccelerating / contracting stream tube ● Thrust ● Propeller = actuator dis@ : pressure jump ● .o losses up-down - Bernoulli 3. Propellers Global operation: 'an9ine-Froude theorem : induced velocity ● Induction factor a ● Thrust computed two ways – stream tu!e control volume – pressure difference 3. Propellers Global operation: thrust, power and propulsive efficiency ● Thrust ● Power ● Propulsive efficiency 3. Propellers 2ift and drag forces on an airfoil Blades : airfoil lift/drag polars 2 w 1 β 2 w 1 β 3. Propellers Blades – layout and operating parameters ● >eometry – Tip radius t – . adial distri!ution of/ !lade profile – Radial distri!ution of chord %.r/ " Iolidity σ(r) = N C(r)/2 r) =NC(r)/2)C(r))/2 ● "perating parameters ξ – &tagger or pitch angle ξ – Rotation speed Ω → local blade speed u = Ω r) =NC(r)/2 – Advance ratio M > va"ut > va"Ω r) =NC(r)/2t u v 3. Propellers Propeller forces 5Blade Element 7ethod6 Blades : forces on blade element section ● Induction factor a $ v51Aa) ● *elative velocity w, flow angle β C 2 ● 2ift/drag forces 2 B 1 as a function of T ξ – elative velocity w 1 – Incidence i = ξ - - β ● %ompute thrust T and tangential force C w u β ● *ecompute induction factor a from T v v(1+a) 3. Propellers (peration: performance parameters ● Thrust coefficient ● Power coefficient 3. Propellers Propeller: force balance (perating point % 2 T 1 ξ w u β v(1+a) 3. Propellers (peration point: variation of advance ratio (flight speed or rotation speed) % 2 T 1 ξ w u β v(1+a) 3. Propellers (peration: pitch control % 2 T 1 ξ w u β v(1+a) 3. Propellers -ontrol ● 7eans of control – 0ngine power " rotation speed : T 2 n(, P 2 n) – $dvance speed vs rotation speed : Egear bo*F ● Fine pitch 2 low gear : – high thrust at low advance speed : take+off, taxi, BBB – limited flight speed ● %oarse pitch 2 high gear : – low thrust at ta&e-off – higher air speeds ● Propeller types – Fi*ed pitch " ground adjustable 2 single gear – Lariable pitch propellers ● Inflight adjusta!le: change throttle and pitch angle independently 2 manual gear !ox ● Fixed velocity: governor adjusts pitch to keep constant rotation speed 2 automatic gear!o* 33 3. Propellers =ower generators ● Internal combustion engine ● >as turbine turboprop B %*"* ● Duture of propulsion systems electric or hybrid, distributed ... 34 4. %hoosing the propulsion system ● Typical cruise speed – Propeller : 5B' K Ma K 5BN – Digh #P tur!ofan : 5BN K Ma K ' – Low BP tur!ofan " tur!ojet : Ma 7 ' – $MM0T : Ma 7 ( – I% $MM0T : Ma 7 4 ● #(tension of operating range of propellers to transonic – .Laria!le pitch tur!ofans/ – Transonic open rotors .% - / – 1ucted fan for hy!rid propulsion 4. %hoosing the propulsion system Future: integrated / hybrid / distributed propulsion systems > Nasa .?(.
Load more

Recommended publications
  • Different Types of Rocket Nozzles
    Different Types of Rocket Nozzles 5322- Rocket Propulsion Project Report By Patel Harinkumar Rajendrabhai(1001150586) 1. Introduction 1.1 What is Nozzle and why they are used? A nozzle is a device designed to control the direction or characteristics of a fluid flow (especially to increase velocity) as it exits (or enters) an enclosed chamber or Pipe[9]. Nozzles are frequently used to control the rate of flow, speed, direction, mass, shape, and/or the pressure of the stream that emerges from them. In nozzle velocity of fluid increases on the expense of its pressure energy. A Water Nozzle[9] Rotator Style Pivot Sprinkler[9] 1.2 What is Rocket Nozzle? A rocket engine nozzle is a propelling nozzle (usually of the de Laval type) used in a rocket engine to expand and accelerate the hot gases from combustion so as to produce thrust according to Newton’s law of motion. Combustion gases are produced by burning the propellants in combustor, they exit the nozzle at very high Speed (hypersonic). 1.3 Properties of Rocket Nozzle Nozzle produces thrust. Exhaust gases from combustion are pushed into throat region of nozzle. Throat is smaller cross-sectional area than rest of engine, gases are compressed to high pressure. Nozzle gradually increases in cross-sectional area allowing gases to expand and push against walls creating thrust. Convert thermal energy of hot chamber gases into kinetic energy and direct that energy along nozzle axis.[1] Mathematically, ultimate purpose of nozzle is to expand gases as efficiently as possible so as to maximize exit velocity.[1] Rocket Engine[1] F m eVe Pe Pa Ae Neglecting Pressure losses F m eVe 2 Different types of Rocket Nozzle Configuration(shape) The rocket nozzles can have many shapes configurations.
    [Show full text]
  • Aerospace Engine Data
    AEROSPACE ENGINE DATA Data for some concrete aerospace engines and their craft ................................................................................. 1 Data on rocket-engine types and comparison with large turbofans ................................................................... 1 Data on some large airliner engines ................................................................................................................... 2 Data on other aircraft engines and manufacturers .......................................................................................... 3 In this Appendix common to Aircraft propulsion and Space propulsion, data for thrust, weight, and specific fuel consumption, are presented for some different types of engines (Table 1), with some values of specific impulse and exit speed (Table 2), a plot of Mach number and specific impulse characteristic of different engine types (Fig. 1), and detailed characteristics of some modern turbofan engines, used in large airplanes (Table 3). DATA FOR SOME CONCRETE AEROSPACE ENGINES AND THEIR CRAFT Table 1. Thrust to weight ratio (F/W), for engines and their crafts, at take-off*, specific fuel consumption (TSFC), and initial and final mass of craft (intermediate values appear in [kN] when forces, and in tonnes [t] when masses). Engine Engine TSFC Whole craft Whole craft Whole craft mass, type thrust/weight (g/s)/kN type thrust/weight mini/mfin Trent 900 350/63=5.5 15.5 A380 4×350/5600=0.25 560/330=1.8 cruise 90/63=1.4 cruise 4×90/5000=0.1 CFM56-5A 110/23=4.8 16
    [Show full text]
  • Rocket Nozzles: 75 Years of Research and Development
    Sådhanå Ó (2021) 46:76 Indian Academy of Sciences https://doi.org/10.1007/s12046-021-01584-6Sadhana(0123456789().,-volV)FT3](0123456789().,-volV) Rocket nozzles: 75 years of research and development SHIVANG KHARE1 and UJJWAL K SAHA2,* 1 Department of Energy and Process Engineering, Norwegian University of Science and Technology, 7491 Trondheim, Norway 2 Department of Mechanical Engineering, Indian Institute of Technology Guwahati, Guwahati 781039, India e-mail: [email protected]; [email protected] MS received 28 August 2020; revised 20 December 2020; accepted 28 January 2021 Abstract. The nozzle forms a large segment of the rocket engine structure, and as a whole, the performance of a rocket largely depends upon its aerodynamic design. The principal parameters in this context are the shape of the nozzle contour and the nozzle area expansion ratio. A careful shaping of the nozzle contour can lead to a high gain in its performance. As a consequence of intensive research, the design and the shape of rocket nozzles have undergone a series of development over the last several decades. The notable among them are conical, bell, plug, expansion-deflection and dual bell nozzles, besides the recently developed multi nozzle grid. However, to the best of authors’ knowledge, no article has reviewed the entire group of nozzles in a systematic and comprehensive manner. This paper aims to review and bring all such development in one single frame. The article mainly focuses on the aerodynamic aspects of all the rocket nozzles developed till date and summarizes the major findings covering their design, development, utilization, benefits and limitations.
    [Show full text]
  • Propulsion Systems for Aircraft. Aerospace Education II
    . DOCUMENT RESUME ED 111 621 SE 017 458 AUTHOR Mackin, T. E. TITLE Propulsion Systems for Aircraft. Aerospace Education II. INSTITUTION 'Air Univ., Maxwell AFB, Ala. Junior Reserve Office Training Corps.- PUB.DATE 73 NOTE 136p.; Colored drawings may not reproduce clearly. For the accompanying Instructor Handbook, see SE 017 459. This is a revised text for ED 068 292 EDRS PRICE, -MF-$0.76 HC.I$6.97 Plus' Postage DESCRIPTORS *Aerospace 'Education; *Aerospace Technology;'Aviation technology; Energy; *Engines; *Instructional-. Materials; *Physical. Sciences; Science Education: Secondary Education; Textbooks IDENTIFIERS *Air Force Junior ROTC ABSTRACT This is a revised text used for the Air Force ROTC _:_progralit._The main part of the book centers on the discussion -of the . engines in an airplane. After describing the terms and concepts of power, jets, and4rockets, the author describes reciprocating engines. The description of diesel engines helps to explain why theseare not used in airplanes. The discussion of the carburetor is followed byan explanation of the lubrication system. The chapter on reaction engines describes the operation of,jets, with examples of different types of jet engines.(PS) . 4,,!It********************************************************************* * Documents acquired by, ERIC include many informal unpublished * materials not available from other souxces. ERIC makes every effort * * to obtain the best copravailable. nevertheless, items of marginal * * reproducibility are often encountered and this affects the quality * * of the microfiche and hardcopy reproductions ERIC makes available * * via the ERIC Document" Reproduction Service (EDRS). EDRS is not * responsible for the quality of the original document. Reproductions * * supplied by EDRS are the best that can be made from the original.
    [Show full text]
  • Open LMM MS Thesis.Pdf
    The Pennsylvania State University The Graduate School Department of Aerospace Engineering AERODYNAMIC EXPERIMENTS ON A DUCTED FAN IN HOVER AND EDGEWISE FLIGHT A Thesis in Aerospace Engineering by Leighton Montgomery Myers 2009 Leighton Montgomery Myers Submitted in Partial Fulfillment of the Requirements for the Degree of Master of Science December 2009 The thesis of Leighton Montgomery Myers was reviewed and approved* by the following: Dennis K. McLaughlin Professor of Aerospace Engineering Thesis Advisor Joseph F. Horn Associate Professor of Aerospace Engineering Michael Krane Research Associate PSU Applied Research Laboratory George A. Lesieutre Professor of Aerospace Engineering Head of the Department of Aerospace Engineering *Signatures are on file in the Graduate School ii ABSTRACT Ducted fans and ducted rotors have been integrated into a wide range of aerospace vehicles, including manned and unmanned systems. Ducted fans offer many potential advantages, the most important of which is an ability to operate safely in confined spaces. There is also the potential for lower environmental noise and increased safety in shipboard operations (due to the shrouded blades). However, ducted lift fans in edgewise forward flight are extremely complicated devices and are not well understood. Future development of air vehicles that use ducted fans for lift (and some portion of forward propulsion) is currently handicapped by some fundamental aerodynamic issues. These issues influence the thrust performance, the unsteadiness leading to vehicle instabilities and control, and aerodynamically generated noise. Less than optimum performance in any of these areas can result in the vehicle using the ducted fan remaining a research idea instead of one in active service.
    [Show full text]
  • Modelling a Hypersonic Single Expansion Ramp Nozzle of a Hypersonic Aircraft Through Parametric Studies
    energies Article Modelling a Hypersonic Single Expansion Ramp Nozzle of a Hypersonic Aircraft through Parametric Studies Andrew Ridgway, Ashish Alex Sam * and Apostolos Pesyridis College of Engineering, Design and Physical Sciences, Brunel University London, London UB8 3PH, UK; [email protected] (A.R.); [email protected] (A.P.) * Correspondence: [email protected]; Tel.: +44-1895-267-901 Received: 26 September 2018; Accepted: 7 December 2018; Published: 10 December 2018 Abstract: This paper aims to contribute to developing a potential combined cycle air-breathing engine integrated into an aircraft design, capable of performing flight profiles on a commercial scale. This study specifically focuses on the single expansion ramp nozzle (SERN) and aircraft-engine integration with an emphasis on the combined cycle engine integration into the conceptual aircraft design. A parametric study using computational fluid dynamics (CFD) have been employed to analyze the sensitivity of the SERN’s performance parameters with changing geometry and operating conditions. The SERN adapted to the different operating conditions and was able to retain its performance throughout the altitude simulated. The expansion ramp shape, angle, exit area, and cowl shape influenced the thrust substantially. The internal nozzle expansion and expansion ramp had a significant effect on the lift and moment performance. An optimized SERN was assembled into a scramjet and was subject to various nozzle inflow conditions, to which combustion flow from twin strut injectors produced the best thrust performance. Side fence studies observed longer and diverging side fences to produce extra thrust compared to small and straight fences. Keywords: scramjet; single expansion ramp nozzle; hypersonic aircraft; combined cycle engines 1.
    [Show full text]
  • United States Patent (19) 11 Patent Number: 4,996,839 Wilkinson Et Al
    United States Patent (19) 11 Patent Number: 4,996,839 Wilkinson et al. 45 Date of Patent: Mar. 5, 1991 54 TURBOCHARGED COMPOUND CYCLE FOREIGN PATENT DOCUMENTS DUCTED FAN ENGINE SYSTEM 3330315 3/1985 Fed. Rep. of Germany ........ 60/624 75) Inventors: Ronald Wilkinson; Ralph Benway, 916985 9/1946 France .......................... both of Mobile, Ala. 437018 10/1935 United Kingdom .................. 60/612 Primary Examiner-Michael Koczo 73 Assignee: Teledyne Industries, Inc., Los Attorney, Agent, or Firm-Gifford, Groh, Sprinkle, Angeles, Calif. Patmore and Anderson (21) Appl. No.: 329,661 (57) ABSTRACT A turbocharged, compounded cycle ducted fan engine (22 Filed: Mar. 29, 1989 system includes a conventional internal combustion engine drivingly connected to a fan enclosed in a duct. Related U.S. Application Data The fan provides propulsive thrust by accelerating air 63 Divisional Ser. No. 17,825, Feb. 24, 1987, Pat. No. through the duct and out an exhaust nozzle. A turbo 4,815,282. charger is disposed in the duct and receives a portion of the air compressed by the fan. The turbocharger com 51) Int. Cli................................................ F02K 5/02 pressor further pressurizes the air and directs it to the 52 U.S. Cl. ............ ... 60/247; 60/263; internal combustion engine where it is burned and exits 60/269; 60/605 as exhaust gas to drive the turbine. A power turbine also 58) Field of Search ................. 60/598, 605, 606, 612, driven by exhaust gas is also drivingly connected 60/624, 226.1, 247, 263, 269 through the engine to the fan to provide additional power. The size and weight of the turbocharger are (56) References Cited reduced since the compressor's work is partially U.S.
    [Show full text]
  • 2. Afterburners
    2. AFTERBURNERS 2.1 Introduction The simple gas turbine cycle can be designed to have good performance characteristics at a particular operating or design point. However, a particu­ lar engine does not have the capability of producing a good performance for large ranges of thrust, an inflexibility that can lead to problems when the flight program for a particular vehicle is considered. For example, many airplanes require a larger thrust during takeoff and acceleration than they do at a cruise condition. Thus, if the engine is sized for takeoff and has its design point at this condition, the engine will be too large at cruise. The vehicle performance will be penalized at cruise for the poor off-design point operation of the engine components and for the larger weight of the engine. Similar problems arise when supersonic cruise vehicles are considered. The afterburning gas turbine cycle was an early attempt to avoid some of these problems. Afterburners or augmentation devices were first added to aircraft gas turbine engines to increase their thrust during takeoff or brief periods of acceleration and supersonic flight. The devices make use of the fact that, in a gas turbine engine, the maximum gas temperature at the turbine inlet is limited by structural considerations to values less than half the adiabatic flame temperature at the stoichiometric fuel-air ratio. As a result, the gas leaving the turbine contains most of its original concentration of oxygen. This oxygen can be burned with additional fuel in a secondary combustion chamber located downstream of the turbine where temperature constraints are relaxed.
    [Show full text]
  • Multidisciplinary Design Project Engineering Dictionary Version 0.0.2
    Multidisciplinary Design Project Engineering Dictionary Version 0.0.2 February 15, 2006 . DRAFT Cambridge-MIT Institute Multidisciplinary Design Project This Dictionary/Glossary of Engineering terms has been compiled to compliment the work developed as part of the Multi-disciplinary Design Project (MDP), which is a programme to develop teaching material and kits to aid the running of mechtronics projects in Universities and Schools. The project is being carried out with support from the Cambridge-MIT Institute undergraduate teaching programe. For more information about the project please visit the MDP website at http://www-mdp.eng.cam.ac.uk or contact Dr. Peter Long Prof. Alex Slocum Cambridge University Engineering Department Massachusetts Institute of Technology Trumpington Street, 77 Massachusetts Ave. Cambridge. Cambridge MA 02139-4307 CB2 1PZ. USA e-mail: [email protected] e-mail: [email protected] tel: +44 (0) 1223 332779 tel: +1 617 253 0012 For information about the CMI initiative please see Cambridge-MIT Institute website :- http://www.cambridge-mit.org CMI CMI, University of Cambridge Massachusetts Institute of Technology 10 Miller’s Yard, 77 Massachusetts Ave. Mill Lane, Cambridge MA 02139-4307 Cambridge. CB2 1RQ. USA tel: +44 (0) 1223 327207 tel. +1 617 253 7732 fax: +44 (0) 1223 765891 fax. +1 617 258 8539 . DRAFT 2 CMI-MDP Programme 1 Introduction This dictionary/glossary has not been developed as a definative work but as a useful reference book for engi- neering students to search when looking for the meaning of a word/phrase. It has been compiled from a number of existing glossaries together with a number of local additions.
    [Show full text]
  • A Supersonic Fan Equipped Variable Cycle Engine for a Mach 2.7 Supersonic Transport
    University of New Hampshire University of New Hampshire Scholars' Repository Applied Engineering and Sciences Scholarship Applied Engineering and Sciences 8-22-1985 A Supersonic Fan Equipped Variable Cycle Engine for a Mach 2.7 Supersonic Transport Theodore S. Tavares University of New Hampshire, Manchester, [email protected] Follow this and additional works at: https://scholars.unh.edu/unhmcis_facpub Recommended Citation Tavares, T.S., “A Supersonic Fan Equipped Variable Cycle Engine for a Mach 2.7 Supersonic Transport,” NASA-CR-177141, 1986. This Report is brought to you for free and open access by the Applied Engineering and Sciences at University of New Hampshire Scholars' Repository. It has been accepted for inclusion in Applied Engineering and Sciences Scholarship by an authorized administrator of University of New Hampshire Scholars' Repository. For more information, please contact [email protected]. https://ntrs.nasa.gov/search.jsp?R=19860019474 2018-07-25T19:53:49+00:00Z ^4/>*>?/ GAS TURBINE LABORATORY DEPARTMENT OF AERONAUTICS AND ASTRONAUTICS MASSACHUSETTS INSTITUTE OF TECHNOLOGY CAMBRIDGE, MA 02139 A FINAL REPORT ON NASA GRANT NAG-3-697 entitled A SUPERSONIC FAN EQUIPPED VARIABLE CYCLE ENGINE FOR A MACH 2.7 SUPERSONIC TRANSPORT by T. S. Tavares prepared for NASA Lewis Research Center Cleveland, OH 44135 (NASA-CB-177141) A SDPEBSCNIC FAN EQUIPPED N86-28946 VARIABLE CYCLE ENGINE.JOB A MACH 2.? SDPEESONIC TBANSPOBT Final Report (Massachusetts Inst. of Tech.) 107 p Unclas CSCL 21E G3/07 43461 August 22, 1985 A SUPERSONIC FAN EQUIPPED VARIABLE CYCLE ENGINE FOR A HACK 2.7 SUPERSONIC TRANSPORT by Theodore Sean Tavares A SUPERSONIC FAN EQUIPPED VARIABLE CYCLE ENGINE FOR A MACH 2.7 SUPERSONIC TRANSPORT by THEODORE SEAN TAVARES ABSTRACT A design stud/ was carried out to evaluate the concept of a variable cycle turbofan engine with an axially supersonic fan stage as powerplant for a Mach 2.7 supersonic transport.
    [Show full text]
  • PLUMBING DICTIONARY Sixth Edition
    as to produce smooth threads. 2. An oil or oily preparation used as a cutting fluid espe cially a water-soluble oil (such as a mineral oil containing- a fatty oil) Cut Grooving (cut groov-ing) the process of machining away material, providing a groove into a pipe to allow for a mechani cal coupling to be installed.This process was invented by Victau - lic Corp. in 1925. Cut Grooving is designed for stanard weight- ceives or heavier wall thickness pipe. tetrafluoroethylene (tet-ra-- theseveral lower variouslyterminal, whichshaped re or decalescensecryolite (de-ca-les-cen- ming and flood consisting(cry-o-lite) of sodium-alumi earthfluo-ro-eth-yl-ene) by alternately dam a colorless, thegrooved vapors tools. from 4. anonpressure tool used by se) a decrease in temperaturea mineral nonflammable gas used in mak- metalworkers to shape material thatnum occurs fluoride. while Usedheating for soldermet- ing a stream. See STANK. or the pressure sterilizers, and - spannering heat resistantwrench and(span-ner acid re - conductsto a desired the form vapors. 5. a tooldirectly used al ingthrough copper a rangeand inalloys which when a mixed with phosphoric acid.- wrench)sistant plastics 1. one ofsuch various as teflon. tools to setthe theouter teeth air. of Sometimesaatmosphere circular or exhaust vent. See change in a structure occurs. Also used for soldering alumi forAbbr. tightening, T.F.E. or loosening,chiefly Brit.: orcalled band vapor, saw. steam,6. a tool used to degree of hazard (de-gree stench trap (stench trap) num bronze when mixed with nutsthermal and bolts.expansion 2. (water) straightenLOCAL VENT.
    [Show full text]
  • The Power for Flight: NASA's Contributions To
    The Power Power The forFlight NASA’s Contributions to Aircraft Propulsion for for Flight Jeremy R. Kinney ThePower for NASA’s Contributions to Aircraft Propulsion Flight Jeremy R. Kinney Library of Congress Cataloging-in-Publication Data Names: Kinney, Jeremy R., author. Title: The power for flight : NASA’s contributions to aircraft propulsion / Jeremy R. Kinney. Description: Washington, DC : National Aeronautics and Space Administration, [2017] | Includes bibliographical references and index. Identifiers: LCCN 2017027182 (print) | LCCN 2017028761 (ebook) | ISBN 9781626830387 (Epub) | ISBN 9781626830370 (hardcover) ) | ISBN 9781626830394 (softcover) Subjects: LCSH: United States. National Aeronautics and Space Administration– Research–History. | Airplanes–Jet propulsion–Research–United States– History. | Airplanes–Motors–Research–United States–History. Classification: LCC TL521.312 (ebook) | LCC TL521.312 .K47 2017 (print) | DDC 629.134/35072073–dc23 LC record available at https://lccn.loc.gov/2017027182 Copyright © 2017 by the National Aeronautics and Space Administration. The opinions expressed in this volume are those of the authors and do not necessarily reflect the official positions of the United States Government or of the National Aeronautics and Space Administration. This publication is available as a free download at http://www.nasa.gov/ebooks National Aeronautics and Space Administration Washington, DC Table of Contents Dedication v Acknowledgments vi Foreword vii Chapter 1: The NACA and Aircraft Propulsion, 1915–1958.................................1 Chapter 2: NASA Gets to Work, 1958–1975 ..................................................... 49 Chapter 3: The Shift Toward Commercial Aviation, 1966–1975 ...................... 73 Chapter 4: The Quest for Propulsive Efficiency, 1976–1989 ......................... 103 Chapter 5: Propulsion Control Enters the Computer Era, 1976–1998 ........... 139 Chapter 6: Transiting to a New Century, 1990–2008 ....................................
    [Show full text]