Propulsion and Fuel System Integration

Chapter # 10
Aircraft Design: “A Conceptual Approach” by Raymer
1
10.1 Introduction
 We have already selected T/W ratio, knowing the
gross TO weight, TO thrust/HP requirements can be
detrmind.
 We are concerned with the integration and layout of
the propulsion system into the overall vehicle design
 It is necessary to know the actual dimensions and
installation requirements of the engine as well as its
supporting equipment
 Supporting equipment includes fuel system, inlet
ducts, nozzles or propellers, pumps etc
 Fuel system including the fuel tanks must be defined
2
10.2 Propulsion Selection
 The selection of the
type of propulsion
system--piston-prop,
turboprop, turbofan,
turbojet, ramjet—will
usually be obvious
from the design
requirements
3
10.2 Propulsion Selection
 Aircraft maximum speed limits the choices
4
10.3 Jet-Engine Integration
 Jet engine integration into aircraft design is very complicate dprocess
 Lengthy calculation involving
 Thrust
 Inlet size and geometry
 Capture area
 Cooling space requirements
 Access for removal of engine
 Structural requirements at mounts etc etc
 Space for mounting engine accessories
5
 If existing engine is used then dimensions can be abstained from
manufacturer
 If rubber engine is used then it has to be scaled with some hypothetical

rubber engine called nominal engine, whose data is obtained from
 engine companies
 Appendix E provides data for few such hypothetical nominal engines
 Another method of defining nominal engine is to assume that the new

engine will be a scaled version of a existing engine with performance
improvements using newer technologies
 Once nominal engine is selected then you can scale your engine
6
 Scaling can be done as:
 The scale factor “SF” is the ratio between the required thrust and the
actual thrust of the nominal engine
 To accommodate accessories radius on lower surface can further
extend 20-40 % depending upon the equipment and engine.
7
 If no data is available to select nominal engine then
following equations define first order statistical jet
equation models For supersonic M≤ 2.5
For subsonic
8
Inlet Geometry
 Turbojet and turbofan engines are incapable of
efficient operation unless the air entering them is
slowed to a speed of about Mach 0.4-0.5
 Inlet slows the speed of
incoming air
 Req is to achieve reduction in
mach no with minimum losses
 1 % reduction in pressure
recovery causes 1.3 % loss in
thrust
 Inlet external geometry and BL
diverters also effect drag
 There are four basic types of
inlet
9
10
11
• Pressure recovery
Supersonic Inlets improves With increase
in no of oblique shocks
• For example With
Normal shock
• reduction from
mach 2 to subsonic
speed, pressure
recovery is 72 %
•But from 1.1 to
Theoretically subsonic is 99.9 %
isentropic has • Thus by slowing the
the best flow through several
recovery with
oblique and one normal
infinite weak
oblique shocks shock wave improves
the pressure recovery
• The arrangement can be
• External shocks
•Internal shucks
•Mixed 12
13
14
15
Inlet Location
 Has great effect on engine performance
 Should avoid vortex of fuselage or separated wake
from a wing
16
17
Capture-Area Calculation
 Engine is the boss. It detrmines the mass flow rate:
 If more than required it is spilled out extra mass
 If less than required it sucks more mass
 Thus capture area needs to be estimated which can
provide required mass flow rate at engine in let
 Two ways to estimate capture area

 Quick estimation using figure 10.13 (10.16) in book: This
method is adequate for initial layout
 Estimation based on mass flow rate: It gives a better

estimate
18
Capture-Area Calculation
 Given figure gives quick estimation of capture area
19
Fig 10.16
 For subsonic flow fig 10.17 shows the inlet capture
area
Fig 10.17
The area at the inlet front face is both the capture area and the throat area
20
 The area at the inlet front face is both the capture area and the
throat area. This throat area which is also capture area can be
calculated from equations
A typical subsonic aircraft will cruise at 0.8-0.9 and will have mach 0.4 at
engine inlet with external expansion to slow it to 0.6 at intake and internal
compression to slow from 0.6 to 0.8.
Knowing engine inlet diameter we can find the throat or capture area
21
Supersonic capture area
 Shown for
design case
with shock on
cowl
 Capture area
needed to
provide right
amount of air
for
 Engine
 Bleed
 secondary air
22
Supersonic capture area
 Following equation gives Capture area needed to provide right amount of
air for
 Engine
 Bleed
 secondary air
 E and S stand for exhaust and secondary

 B stands for bleed and C for capture
 Bleed area is the required extra capture area for bleed (when bleed is added) as
percent of capture area required to meet engine and secondary airflow ( that is
capture area with out bleed).
 Given two ratios are estimated using table 10.2 and fig10.19
 Off design conditions are discussed in fig 10.20
23
 The secondary airflow requirements are accurately
determined by an evaluation of the aircraft’s
subsystem
24
 Inlet boundary layer bleed should also be
determined analytically and can also be
approximated by using figure
25
 The capture area is therefore determined by using
following table and figure
26
Boundary Layer Diverter
 The four major varieties of boundary-layer diverter
are shown as
27
Nozzle Integration
 The fundamental problem is jet engine design is the
mismatch in desired exit areas at different speeds,
altitudes and thrust settings
28
10.4 Propeller-Engine
Integration
Propeller Sizing
 Actual details of propeller(blade shape & twist) are
not required to lay out a propeller-engine aircraft
 Diameter of propeller, dimensions of engine and
required inlets and exhausts must be determined
 Larger the prop-dia, the more efficient the prop will
be. Rule of thumb, “Keep it as long as possible”
29
Integration
 The limitation on dia is prop tip speed
 Following equations estimates the prop dia
 The prop dia obtained should be compared to the

maximum dia from tip speed consideration and the
smaller of the two values used for initial layout 30
Integration
Propeller Location
31
Integration
Piston and Propeller Engine Size Estimation.
• The required horsepower has previously been
calculated
32
10.4 Propeller-Engine Integration
33
Integration
Piston-Engine Installation
34
10.5 Fuel System
 An aircraft fuel system includes the fuel tanks, fuel
lines, fuel pumps, vents and fuel-management
controls
 There are three types of fuel tank
 Discrete
 Bladder
 Integral
 The required volume of the fuel tanks is based upon
the total required fuel, as calculated during mission
sizing
35
10.5 Fuel System
36

Propulsion and Fuel System Integration

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Propulsion and Fuel System Integration

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Chapter # 10

Aircraft Design: “A Conceptual Approach” by Raymer

 If rubber engine is used then it has to be scaled with some hypothetical

 Appendix E provides data for few such hypothetical nominal engines

 Another method of defining nominal engine is to assume that the new

 Two ways to estimate capture area

 Estimation based on mass flow rate: It gives a better

 E and S stand for exhaust and secondary

 Following equations estimates the prop dia

 The prop dia obtained should be compared to the

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