5.

Efficiencies of combustion chamber and afterburner are constant for all

operations.

6.4 RD-93 Characteristics

General characteristics of RD-93 engine were obtained from its available technical
manuals. For better analytical modelling, the compressor pressure ratio and bypass ratio
of engine were fixed at 21 and 0.49 respectively. The fan pressure ratio was kept for
optimum configuration according to thrust setting. Turbine inlet temperature (TET) was
known from its manual and was kept at a reasonable temperature according to material
limitations. Engine design mass flow rate at different flight conditions is generally not
available in technical manuals. However, for RD-93, engine mass flow operating line in
accordance with flight speeds was available form OEM data. The availability of mass flow
rate significantly enhanced the accuracy of analytical model and reduced the percentage
error in calculated result. Some of the general characteristics used for current research is
tabulated below:-
S No Parameter Value
1 Dry Weight 1055 kg
2 Hi Compressor Pressure Ratio 7:1
3 Low Compressor Pressure Ratio 3:1
4 By Pass Ratio 0.49
5 Turbine Inlet Temperature >1600 K

Table 4: General Characteristics of RD-93 Engine

6.5 Components Characteristics

Details of input considerations for different components of RD-93 engine are

presented below:-

1. Intake: The inlet mass flow rates and diffuser parameters were already known from
OEM data. Hence, a reliable input was obtained for analytical modelling.

36
2. Compressor: Isentropic efficiency of fan under full after burner condition was
considered for analytical model. Pressure ratio for high pressure compressor and low
pressure compressor was also known from OEM data.
3. Combustion Chamber: The annular combustor of RD-93 has specific combustion
efficiency which was already known from OEM data. The maximum temperature inside
combustion chamber depends upon the type of material and type of combustor. A
combustor efficiency of 97% was selected for the analytical model based on the data
available in literature on similar type of combustor in turbo fan engine.
4. Turbine: For high pressure turbine the efficiency was selected as 89% and for low
pressure turbine an efficiency of 91% was selected for analysis. These efficiencies were
based on similar type of engines with similar turbine configuration [44]. Standard cooling
parameters were selected for turbine stages as the cooling air is drawn from high pressure
compressor for this purpose.
5. Afterburner: The performance of afterburner is directly related to the combustion
efficiency, temperature limits and pressure losses inside afterburner section. The
combustion efficiency of afterburner is generally lower than combustor due to presence
of low pressure gases. For this reason, an efficiency of 94% was selected for AB section.
The pressure loss is further divided into cold losses and hot losses. The cold loss across
afterburner is considered as 5% while the hot loss is considered as 10% of inlet total
pressure. The temperature of gases at afterburner exit (nozzle inlet) was cautiously
selected keeping in view the material limitations and other engine limitations. Hence, a
temperature of 2000K to 2200K was selected for different flow conditions.
S No Parameter Value
1 Fan Efficiency 89%
2 High Pressure Compressor 90%
3 Low Pressure Compressor 89%
4 Combustor 97%
5 High Pressure Turbine 89%
6 Low Pressure Turbine 91%
7 Afterburner 94%
8 Fuel Heating Value 41868 KJ/kg
Table 5: RD-93 Engine Components Characteristics

37
6.6 Results and Validation of Data

The extracted values of thrust at full afterburner setting from analytical model was
compared with already available thrust at afterburner. The results were in good
agreement with available data and hence the analytical model was considered feasible
for further utility for research. The boundary conditions for CFD analysis were used in this
research using the same analytical model after verification of results. A comparison of
calculated results with available results is shown in figure below:

AB THRUST COMPARISON
120

100

80
OEM Data
Thrust (KN)

Analytical Model
60

40

20

0
0 0.5 1 1.5 2
Mach No

Figure 15: AB Thrust Comparison of Analytical Model with OEM Data

38
 CHAPTER 7: EXHAUST NOZZLE CHARACTERISTICS

7.1 Introduction

The performance of aircraft exhaust nozzle is critical in overall efficiency of engine

and flow inside and downstream of exhaust is complex in nature. This chapter presents
the exhaust nozzle characteristics under different conditions integrated with aircraft and
intake. Some of the most important parameters which affect the nozzle performance
includes exit Mach No, Nozzle Pressure Ratio (NPR), Engine Pressure Ratio (EPR),
Engine Temperature Ratio (ETR). Other secondary factors include flow turbulence, flow
distortion, exhaust drag, installed effects, and jet plume structure downstream of exhaust.
All the calculated parameters through CFD analysis is presented in subsequent sections.

7.2 Nozzle Pressure Ratio, Engine Pressure Ratio and Engine Temperature
Ratio

The efficiency of the exhaust nozzle and engine is directly dependent upon its NPR,
EPR and ETR. Nozzle pressure ratio (NPR) is the ratio of nozzle exit total pressure to
static pressure. Engine pressure ratio is the ratio of total pressure to total pressure at
compressor face. This parameter is directly dependent on engine performance and
therefore does not depend on free stream pressure. Also, pressure losses in aircraft
intake are not catered in engine pressure ratio. By calculation of inlet losses and engine
temperature ration along with engine pressure ratio, the thrust of engine can easily be
calculated using thrust equation. Engine pressure ratio can also be calculated by the
product of pressure ratio across different components of engine.

7.3 Pressure Distribution

The analysis at subsonic speeds were carried out at two different Mach No, i.e.
M # 0.6 and M # 0.8, whereas the supersonic analysis was carried out at Mach No 1.5.
The calculated values of Nozzle pressure ratio (NPR) and Engine Pressure Ratio at M #
from CFD analysis are shown in figures below. The results are compared with the
analytical values calculated for RD-93 engine at similar conditions.

39
7.3.1 Pressure Distribution at Mach 0.6

Pressure contours at different flow conditions at M # 0.6 are shown in figures

below:

Figure 16: Pressure Distribution at Mach 0.6 MFR 44 AoA 0 (Left) and AoA 4 (Right)

Figure 17: Pressure Distribution at Mach 0.6 MFR 44 AoA 8 (Left) and AoA 12 (Right)

Figure 18: Pressure Distribution at Mach 0.6 MFR 44 AoA -4

40
 Figure 19: Pressure Distribution at Mach 0.6 MFR 30 AoA 0 (Left) and AoA 4 (Right)

Figure 20: Pressure Distribution at Mach 0.6 MFR 30 AoA 8 (Left) and AoA 12 (Right)

Figure 21: Pressure Distribution at Mach 0.6 MFR 30 AoA -4

Pressure contours on aircraft and flow downstream of exhaust nozzle is clearly

visible in the figures above. A large plume section can be observed downstream of
exhaust nozzle in the form of shock waves and expansion waves. From the plume

41
structure, it is clearly evident from plume flow structure that the exhaust is under
expanded at Mach No 0.6 for all flow conditions. Details of exhaust plume structure would
be discussed in next chapter, however, the exhaust performance along with aircraft is
presented below at Mach No 0.6, 0.8 and 1.5 for different flow conditions. From the
pressure distribution contours, it is observed that nozzle flow has no significant effect on
aircraft major surfaces such as fuselage, wing upper and lower surfaces, and nose
section. However, there is a prominent effect of exhaust nozzle flow on horizontal
stabilizers, vertical tail and rear fuselage area of the aircraft. Pressure contours
significantly changes with flow variations such as angle of attack and Mach No. With an
increase in Mach No, the nozzle pressure ratio also increases which shows that the
nozzle is more under expanded with increase in speed. This is due to fact that the
pressure at the exit of nozzle is unable to expand till free stream pressure, hence the exit
pressure is higher than free stream pressure at that particular flow condition.

7.3.2 Pressure Distribution at Mach 0.8

Pressure contours at different flow conditions at M # 0.8 are shown in figures

below:

Figure 22: Pressure Distribution at Mach 0.8 MFR 50 AoA 0 (Left) and AoA 4 (Right)

42
Figure 23: Pressure Distribution at Mach 0.8 MFR 50 AoA 8 (Left) and AoA 12 (Right)

Figure 24: Pressure Distribution at Mach 0.8 MFR 50 AoA -4

Figure 25: Pressure Distribution at Mach 0.8 MFR 20 AoA 0 (Left) and AoA 4 (Right)

43
 Figure 26: Pressure Distribution at Mach 0.8 MFR 20 AoA 8 (Left) and AoA 12 (Right)

Figure 27: Pressure Distribution at Mach 0.8 MFR 20 AoA -4

Pressure contours on aircraft and flow downstream of exhaust nozzle is clearly

visible in the figures above. A large plume section can be observed downstream of
exhaust nozzle in the form of shock waves and expansion waves. From the plume
structure, it is clearly evident from plume flow structure that the exhaust is under
expanded at M 0.8 for all flow conditions. Pressure distribution over aircraft and nozzle
area is similar to flow conditions of Mach No 0.6, however, the length of plume is slightly
longer than that of Mach No 0.6 due to excessive pressure at nozzle exit. From the
pressure distribution contours, it is observed that nozzle flow has no significant effect on
aircraft major surfaces such as fuselage, wing upper and lower surfaces, and nose
section. However, there is a prominent effect of exhaust nozzle flow on horizontal
stabilizers, vertical tail and rear fuselage area of the aircraft. Pressure contours
significantly changes with flow variations such as angle of attack and Mach No. With an

44
increase in Mach No, the nozzle pressure ratio also increases which shows that the
nozzle is more under expanded with increase in speed. This is due to fact that the
pressure at the exit of nozzle is unable to expand till free stream pressure, hence the exit
pressure is higher than free stream pressure at that particular flow condition.

7.3.3 Pressure Distribution at Mach 1.5

Pressure contours at different flow conditions at M # 1.5 are shown in figures

below:

Figure 28: Pressure Distribution at Mach 1.5 MFR 105 AoA 0 (Left) and AoA 4 (Right)

Figure 29: Pressure Distribution at Mach 1.5 MFR 105 AoA 8 (Left) and AoA 12 (Right)

45
 Figure 30: Pressure Distribution at Mach 1.5 MFR 105 AoA -4

Figure 31: Pressure Distribution at Mach 1.5 MFR 90 AoA 0 (Left) and AoA 4 (Right)

Figure 32: Pressure Distribution at Mach 1.5 MFR 90 AoA 8 (Left) and AoA 12 (Right)

46