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W
Pt
P
Tt
T
A
M
NPR
m
v
F
CFg
CFn
Cd
R
NOMENCLATURE
Flow rate
Total pressure
Static pressure
Total temperature
Static temperature
Area
Mach number
Nozzle pressure ratio (Pt8/Pamb)
Ratio of specific heats
Flow rate
Velocity
Thrust
Gross thrust coefficient
Net thrust-minus-drag thrust coefficient
Flow coefficient (Wactual/Wideal)
Gas constant
subscripts
exit
nozzle exit
amb
ambient (freestream) condition
actual actual, measured value
ideal
ideal value, based on ideal expansion to Pamb
drag
afterbody drag
8
nozzle throat (minimum A)
9
nozzle divergent section exit
superscripts
*
condition where M=1;
when used with A8, A8*=A8Cd
BACKGROUND
Since the introduction of jet aircraft on August 27,
1939, when test pilot Erich Warsitz first flew the
Heinkel He-178 jet plane (Figure 1), propulsion
systems have steadily grown in thrust capability,
allowing consistently increasing speeds in both
commercial and military aircraft. Coupled with this
increase in speed and capability comes a need for
increasing nozzle complexity.
2
DISCUSSION
Selecting a Nozzle Concept
There are multiple varieties of nozzles to choose
from, such as two-dimensional (2D), axi-symmetric,
plug, ejector, or single expansion ramp nozzle
(SERN). Final nozzle concept selection should be
based on the functional requirements of a particular
program or vehicle.
Each concept should be
evaluated based on its merits as compared to the
important program parameters. Trade studies should
be used to achieve a compromise between weight,
performance, stealth, reliability/maintainability, and
cost. Additionally, critical flight points must be
achieved. The best selection should yield the
simplest nozzle to meet the requirements.
The need for variable convergent throat area will be
primarily determined by the maximum flight Mach
number and whether or not the engine has an
afterburner. Non-afterburning, subsonic aircraft can
use a fixed convergent nozzle without a divergent
section. Afterburning, subsonic aircraft will need a
variable convergent section without a divergent
section. Supersonic vehicles will not only need
variable convergent throat area, but will also need a
variable area divergent section.
Fixed Convergent Nozzles
Fixed convergent nozzles provide the primary
function of backpressure control for the gas turbine
propulsion system.
For subsonic applications,
variation in throat area is not required for optimum
engine performance. Also, the nozzle pressure ratio
is generally less than 2 so that expansion ratio
W Tt
PtA*
M 1
21
(2)
W Tt
PtA*
dry
W Tt
PtA*
(3)
afterburning
A* afterburning
A* dry
Tt afterburning
Tt dry
(4)
Fideal
PtA8
mv9
P9
Pamb A9
PtA8
(5)
Fideal
PtA8
P9 A9 M 9
PtA8
P9
Pt
Pamb A9
(6)
Pt A8 *
A
A*
1
M
1
1
(7)
1
2
Pt
P
1
2
M2
Fideal
PtA8
1
1
2
1
Pamb
Pt
C Fg
Factual
Fideal
(10)
(8)
The required area ratio increases with increasing
nozzle pressure ratio as a function of flight altitude
and Mach number. Ideally, the internal expansion
should be varied continuously as a function of NPR
to provide optimum thrust. However, weight, cost,
-4American Institute of Aeronautics and Astronautics
(9)
C Fn
Factual
Fdrag
Fideal
(11)
REFERENCES
1
FIGURES
Figure 1 - He-178
Bell YP-59A
NPR=3.5
NPR=4
CFg
NPR=5
NPR=6
NPR=8
NPR=10
Figure 9
NPR=20
1.5
2.5
A9/A8
Drag
Pamb
P9
x
30
20
P9 = Pamb
P9 < Pamb
10
Thrust Potential
P9
Pamb
x
Inlet
Freestream
Burner
Afterburner
Fan Compressor
Turbine
Nozzle
P9 > Pamb
P9 = Pamb
0
4 5 6
Fixed Area
Ratio, CFg
Over-expanded
Under-expanded
Figure 16
Nozzle Performance, C Fg
Variable A9
Thrust
Coefficient,
CFg
1
0.95
0.9
A9/A8=1.1
A9/A8=1.3
0.85
A9/A8=1.5
A9/A8=2.0
0.8
0
10
12
NPR
Figure 19
Performance
Opt. A9/A8
(net performance)
CFg
CFn
1.2
1.4
Throat Area, A8
Figure 17
Ratio
1.6
1.8
2.2
2.4
100000
Altitude
High mode
60000
40000
20000
0
0
Float
Mach Number
Figure 21
Low mode
Flight Trajectory
5
Throat Area, A8
Figure 18 Passively Scheduled (Floating) Nozzle
Expansion Ratio
Mach No. - MN
80000
Cruise
Decel
Accel
Accel
Loiter
0
0
20
40
60
Time Step
Figure 22
80
100
Accel
Cruise
Accel
Decel
Cfn (T-D)
Loiter
Variable A9
Two-Position A9
Scheduled A9
10
20
30
40
50
60
70
80
90
Time Step
Figure 26
Thrust-Minus-Drag Performance for
Three Nozzle Concepts over a Notional Mission
Figure 23
Figure 24
Figure 25