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  • ACD505 Session 09

    Hochgeladen von

    Karthik Abhi
    13 Ansichten32 Seiten
    Thrust is the force which moves any aircraft through the air. Propulsion system is the machine that produces thrust to push the aircraft forward through air. Different propulsion systems develop thrust in different ways, but all thrust is generated through some application of Newton's third law of motion. A gas (working fluid) is accelerated by the engine, and the reaction to this acceleration produces the thrust force. Further, the type of power plant to be used in the aircraft depends on four important factors, namely: the aircraft mission, over all weight, flying range and endurance and altitude of flight. This assignment work was partitioned into three different parts (A, B and C respectively). In Part-A, a debate was made on the viability of implementation of twin engine propulsion system for long range civil aircrafts. Logical arguments based on literatures collected from various internet and text book sources were made and the conclusion of the usage of twin engine propulsion system for long range civil aircrafts was drawn. In Part-B, for the given mission of the aircraft, suitable power plant was chosen (Turbo fan engine) and corresponding cycle analysis calculations was done. The calculations were repeated for a range of flying altitudes and performance plots drawn were critically examined. Also, for the given Turbo prop engine data, cycle analysis calculations were done. The calculations were repeated for a set of Mach numbers and performance plots drawn were critically examined. The different engine installation techniques for a turboprop engine was also discussed. In Part-C, flow over an axial gas turbine cascade was analysed in Ansys-FLUENT software package. The blade geometry was created in Ansys-BladeGen and then imported to CATIA to create the flow domain. Meshing of the geometry was done in Fluent-ICEMCFD. The total momentum thrust and propulsion efficiency for the selected turbofan engine for the extreme altitudes of 4km & 18km was estimated as 73541N & 9375N and 47% & 40% respectively. The percentage of cold thrust generated at 4km & 18km was 60% & 45% respectively. Both momentum thrust and propulsion efficiency of the engine was observed to decrease with increase in altitude. The propeller thrust and power for the given turboprop engine for flight Mach corresponding to 0.1 & 0.8 was estimated to be 191669N & 25546N and 6074467W & 6477144W respectively. With increasing Mach number of flight, propeller thrust and power was observed to decrease and increase respectively. For the flow analysis over the axial turbine cascade, maximum static pressure value occurs for +150 (2.67*105 Pa) and minimum for 00 (2.5*105 Pa) flow incidence angles respectively. The maximum Mach number value occurs for +150 (1.89) and minimum for -150 (1.57) flow incidence angles respectively. Further the pressure loss was observed to be minimum for -150 (0.1118) flow incidence angle and maximum for +150 (0.2538) flow incidence angle.

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    Thrust is the force which moves any aircraft through the air. Propulsion system is the machine that produces thrust to push the aircraft forward through air. Different propulsion systems develop thrust in different ways, but all thrust is generated through some application of Newton's third law of motion. A gas (working fluid) is accelerated by the engine, and the reaction to this acceleration produces the thrust force. Further, the type of power plant to be used in the aircraft depends on four important factors, namely: the aircraft mission, over all weight, flying range and endurance and altitude of flight. This assignment work was partitioned into three different parts (A, B and C respectively). In Part-A, a debate was made on the viability of implementation of twin engine propulsion system for long range civil aircrafts. Logical arguments based on literatures collected from various internet and text book sources were made and the conclusion of the usage of twin engine propulsion system for long range civil aircrafts was drawn. In Part-B, for the given mission of the aircraft, suitable power plant was chosen (Turbo fan engine) and corresponding cycle analysis calculations was done. The calculations were repeated for a range of flying altitudes and performance plots drawn were critically examined. Also, for the given Turbo prop engine data, cycle analysis calculations were done. The calculations were repeated for a set of Mach numbers and performance plots drawn were critically examined. The different engine installation techniques for a turboprop engine was also discussed. In Part-C, flow over an axial gas turbine cascade was analysed in Ansys-FLUENT software package. The blade geometry was created in Ansys-BladeGen and then imported to CATIA to create the flow domain. Meshing of the geometry was done in Fluent-ICEMCFD. The total momentum thrust and propulsion efficiency for the selected turbofan engine for the extreme altitudes of 4km & 18km was estimated as 73541N & 9375N and 47% & 40% respectively. The percentage of cold thrust generated at 4km & 18km was 60% & 45% respectively. Both momentum thrust and propulsion efficiency of the engine was observed to decrease with increase in altitude. The propeller thrust and power for the given turboprop engine for flight Mach corresponding to 0.1 & 0.8 was estimated to be 191669N & 25546N and 6074467W & 6477144W respectively. With increasing Mach number of flight, propeller thrust and power was observed to decrease and increase respectively. For the flow analysis over the axial turbine cascade, maximum static pressure value occurs for +150 (2.67*105 Pa) and minimum for 00 (2.5*105 Pa) flow incidence angles respectively. The maximum Mach number value occurs for +150 (1.89) and minimum for -150 (1.57) flow incidence angles respectively. Further the pressure loss was observed to be minimum for -150 (0.1118) flow incidence angle and maximum for +150 (0.2538) flow incidence angle.

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    13 Ansichten32 Seiten

    ACD505 Session 09

    Hochgeladen von

    Karthik Abhi
    Thrust is the force which moves any aircraft through the air. Propulsion system is the machine that produces thrust to push the aircraft forward through air. Different propulsion systems develop thrust in different ways, but all thrust is generated through some application of Newton's third law of motion. A gas (working fluid) is accelerated by the engine, and the reaction to this acceleration produces the thrust force. Further, the type of power plant to be used in the aircraft depends on four important factors, namely: the aircraft mission, over all weight, flying range and endurance and altitude of flight. This assignment work was partitioned into three different parts (A, B and C respectively). In Part-A, a debate was made on the viability of implementation of twin engine propulsion system for long range civil aircrafts. Logical arguments based on literatures collected from various internet and text book sources were made and the conclusion of the usage of twin engine propulsion system for long range civil aircrafts was drawn. In Part-B, for the given mission of the aircraft, suitable power plant was chosen (Turbo fan engine) and corresponding cycle analysis calculations was done. The calculations were repeated for a range of flying altitudes and performance plots drawn were critically examined. Also, for the given Turbo prop engine data, cycle analysis calculations were done. The calculations were repeated for a set of Mach numbers and performance plots drawn were critically examined. The different engine installation techniques for a turboprop engine was also discussed. In Part-C, flow over an axial gas turbine cascade was analysed in Ansys-FLUENT software package. The blade geometry was created in Ansys-BladeGen and then imported to CATIA to create the flow domain. Meshing of the geometry was done in Fluent-ICEMCFD. The total momentum thrust and propulsion efficiency for the selected turbofan engine for the extreme altitudes of 4km & 18km was estimated as 73541N & 9375N and 47% & 40% respectively. The percentage of cold thrust generated at 4km & 18km was 60% & 45% respectively. Both momentum thrust and propulsion efficiency of the engine was observed to decrease with increase in altitude. The propeller thrust and power for the given turboprop engine for flight Mach corresponding to 0.1 & 0.8 was estimated to be 191669N & 25546N and 6074467W & 6477144W respectively. With increasing Mach number of flight, propeller thrust and power was observed to decrease and increase respectively. For the flow analysis over the axial turbine cascade, maximum static pressure value occurs for +150 (2.67*105 Pa) and minimum for 00 (2.5*105 Pa) flow incidence angles respectively. The maximum Mach number value occurs for +150 (1.89) and minimum for -150 (1.57) flow incidence angles respectively. Further the pressure loss was observed to be minimum for -150 (0.1118) flow incidence angle and maximum for +150 (0.2538) flow incidence angle.

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    von 32

    Session 09

    Aircraft Flight Dynamics 1

    aculty of Engineering & Technology

    Session Speaker
    Dr. H. K. Narahari

    1
    M. S. Ramaiah University of Applied Sciences

    Session Objectives
    At the end of this session, student will be able to:
    Describe the axes and notation for the analysis of
    dynamic stability of an aircraft
    Derive the generalised set of equations of motion for
    a rigid aircraft
    Construct the linearised form of equations of motion

    aculty of Engineering & Technology

    2
    M. S. Ramaiah University of Applied Sciences

    Dynamics : Trivial Example


    Consider a canon fires mortar 500
    m/s from the edge of the cliff (figure)
    questions we ask are :
    How long will the mortar be in air?
    how far away will it fall?
    Does it depend on the initial height?

    aculty of Engineering & Technology

    3
    M. S. Ramaiah University of Applied Sciences

    Dynamics Example
    Once the mortar leaves the canon, only
    gravitational force is acting (ignoring drag)
    So vertical velocity V and distance P is given by
    Vo is initial velocity =o, and Po is cliff height
    100m

    The mortar will be in air for 4.52 secs, notice P0 is used to get this
    height is important.
    Place your canons as high as possible

    aculty of Engineering & Technology

    4
    M. S. Ramaiah University of Applied Sciences

    Notations and Conventions


    The axes and notation for the
    analysis of dynamic stability of an
    aircraft are given in Figure and follow
    a logical order.
    Once the x, y and z-axes are defined
    we have translation along them.
    Then we have rotations about these
    axis,
    L, the rolling moment about the x-axis,
    M the pitching moment about the y-axis
    N and the yawing moment about the z-axis

    aculty of Engineering & Technology

    M. S. Ramaiah University of Applied Sciences

    Notations and Conventions


    The axis system uses what are
    known as body axes.
    This axis system is not locked in
    position in space, but moves with the
    aircraft.
    The origin of the axis system is at the
    centre of gravity of the aircraft, since
    all rotations take place about the c.g.
    A rigid aircraft has six degrees of
    freedom.
    Three translations

    aculty of Engineering & Technology

    6
    M. S. Ramaiah University of Applied Sciences

    Notations and Conventions


    For computations, these equations
    are simplified when performing
    analysis of the dynamic modes of an
    aircraft.
    These degrees of freedom are
    expressed as perturbation quantities
    in relation to steady straight flight
    i.e. velocity perturbations u, v and w
    and rotational velocities p ,q and r

    aculty of Engineering & Technology

    7
    M. S. Ramaiah University of Applied Sciences

    Notations and Conventions

    aculty of Engineering & Technology

    8
    M. S. Ramaiah University of Applied Sciences

    Equations of Motion

    aculty of Engineering & Technology

    9
    M. S. Ramaiah University of Applied Sciences

    Equations of Motion

    aculty of Engineering & Technology

    10
    M. S. Ramaiah University of Applied Sciences

    Equations of Motion
    The basic rule is apply Newtons
    second law of motion for each of the
    six degrees of freedom which simply
    states that,
    mass acceleration = disturbing force i.e. m*a
    =F

    For the rotary degrees of freedom the


    mass and acceleration become
    moment of inertia and angular
    acceleration respectively whilst the
    disturbing force becomes the
    11
    disturbing moment or torque.

    aculty of Engineering & Technology

    M. S. Ramaiah University of Applied Sciences

    Equations of Motion
    The static stability analysis
    presented earlier is good for the
    preliminary design of aircraft
    Aircraft flight is a dynamic
    phenomenon:
    Excitation internal or external results in a
    dynamic response
    The response may have a single or multiple
    components
    The response may be damped (stable) or
    undamped (unstable)

    The modelling of this dynamic


    12
    response necessitates the derivation

    aculty of Engineering & Technology

    M. S. Ramaiah University of Applied Sciences

    Equations of Motion
    Here is a definition of the degrees of
    freedom of an aircraft and the forces
    and moments acting on it.
    All degrees of freedom are relative to
    the aircrafts centre of gravity and
    use aircraft geometrical axes.

    aculty of Engineering & Technology

    13
    M. S. Ramaiah University of Applied Sciences

    Equations of Motion

    aculty of Engineering & Technology

    14
    M. S. Ramaiah University of Applied Sciences

    Equations of Motion

    aculty of Engineering & Technology

    15
    M. S. Ramaiah University of Applied Sciences

    Equations of Motion

    aculty of Engineering & Technology

    16
    M. S. Ramaiah University of Applied Sciences

    Equations of Motion

    aculty of Engineering & Technology

    17
    M. S. Ramaiah University of Applied Sciences

    EOM : Total Local Velocities

    aculty of Engineering & Technology

    18
    M. S. Ramaiah University of Applied Sciences

    Equations of Motion
    The above equations are generalized
    set of equations and apply to any
    rigid aircraft.
    These EOMs are non-linear and if we
    replace the RHS with respective
    equations, many of the terms are
    difficult to evaluate.
    Hence these are linearised by
    perturbation studies

    aculty of Engineering & Technology

    19
    M. S. Ramaiah University of Applied Sciences

    EOM : Local Accelerations

    aculty of Engineering & Technology

    20
    M. S. Ramaiah University of Applied Sciences

    EOM : Total Accelerations

    aculty of Engineering & Technology

    21
    M. S. Ramaiah University of Applied Sciences

    EOM : Total Local Accelerations

    aculty of Engineering & Technology

    22
    M. S. Ramaiah University of Applied Sciences

    EOM : Total Local Accelerations

    aculty of Engineering & Technology

    23
    M. S. Ramaiah University of Applied Sciences

    EOM Example

    aculty of Engineering & Technology

    24
    M. S. Ramaiah University of Applied Sciences

    EOM : Solution

    aculty of Engineering & Technology

    25
    M. S. Ramaiah University of Applied Sciences

    EOM : Solution

    aculty of Engineering & Technology

    26
    M. S. Ramaiah University of Applied Sciences

    Generalised Force Equations

    aculty of Engineering & Technology

    27
    M. S. Ramaiah University of Applied Sciences

    Generalised Force Equations

    aculty of Engineering & Technology

    28
    M. S. Ramaiah University of Applied Sciences

    Generalised Moment Equations

    aculty of Engineering & Technology

    29
    M. S. Ramaiah University of Applied Sciences

    GME : X Axis

    aculty of Engineering & Technology

    30
    M. S. Ramaiah University of Applied Sciences

    GME : X Axis

    aculty of Engineering & Technology

    31
    M. S. Ramaiah University of Applied Sciences

    Summary
    In this session following topics were discussed:
    Axes and notation for the analysis of dynamic
    stability of an aircraft
    Generalised set of equations of motion for a rigid
    aircraft
    Linearised form of equations of motion

    aculty of Engineering & Technology

    32
    M. S. Ramaiah University of Applied Sciences

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