# In this lecture... Fixed and variable geometry nozzles Functions of nozzles Thrust vector control Thrust reversal Noise control

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2 In this lecture... Nozzle: Fixed and variable geometry nozzles Functions of nozzles Thrust vector control Thrust reversal Noise control 2

3 Exhaust nozzles Nozzles form the exhaust system of gas turbine engines. It provides the thrust force required for all flight conditions. In turboprops, nozzles may generate part of the total thrust. Main components: tail pipe or tail cone and the exhaust duct. Nozzles could be either of fixed geometry or variable geometry configuration. 3

4 Exhaust nozzles Besides generating thrust, nozzles have other functions too. Variable area nozzles are used for adjusting the exit area for different operating conditions of the engine. For thrust reversal: nozzle are deflected so as to generate a part of the thrust component in the forward direction resulting in braking. For thrust vectoring: vectoring the nozzles to carry out complex maneuvers. Exhaust noise control 4

5 Exhaust nozzles: Fixed geometry Subsonic, convergent nozzle Nozzle Tailpipe Nozzle Supersonic, C-D nozzle 5

6 Exhaust nozzles: Variable geometry Subsonic, convergent nozzle Supersonic, C-D nozzle Variable nozzle Tailpipe Afterburner Variable nozzle 6

7 Exhaust nozzles Lect-29 Types of nozzles: Convergent or Converging-diverging Axisymmetric or two-dimensional Fixed geometry or variable geometry Simplest is the fixed geometry convergent nozzle Was used in subsonic commercial aircraft. Other nozzle geometries are complex and require sophisticated control mechanisms. 7

8 Exhaust nozzles Nozzle must fulfill the following: Be matched with other engine components Provide optimum expansion ratio Have minimum losses at design and off-design Permit afterburner operation Provide reversed thrust when necessary Suppress jet noise and IR radiation Provide necessary vectored thrust Have minimal weight, cost and maintenance while satisfying the above. 8

9 Exhaust nozzles Lect-29 Convergent nozzles are normally used in subsonic aircraft. These nozzles operate under choked condition, leading to incomplete expansion. This may lead to a pressure thrust. A C-D nozzle can expand fully to the ambient pressure and develop greater momentum thrust. However due to increased weight, geometric complexity and diameter, it is not used in subsonic transport aircraft. 9

10 Variable geometry nozzles Variable area nozzles or adjustable nozzles are required for matched operation under all operating conditions. Three types of variable area nozzles are: Central plug at nozzle outlet Ejector type Iris nozzle The Central plug is very similar to the spike of an intake. Unlike intake, the central plug causes external expansion fans. 10

11 Central plug nozzles Expansion fan Expansion fan shock Central plug Central plug at nozzle outlet 11

12 Ejector type nozzles Ejector nozzle: creates an effective nozzle through a secondary airflow At subsonic speeds, the airflow constricts the exhaust to a convergent shape. As the speed increases, the two nozzles dilate and the two nozzles form a CD shape. Some configurations may also have a tertiary airflow. SR-71, Concorde, F-111 have used this type of nozzle. 12

13 Ejector type nozzles Secondary air High Mach Low Mach High Mach Low Mach Tail flap positions Dividing streamlines Engine core flow Secondary air Tertiary air Blow in doors for low Mach High Mach Low Mach Engine core flow 13

14 Variable geometry nozzles Iris nozzle: uses overlapping, adjustable petals. More complicated than the ejector type nozzle. Offers significantly higher performance. Used in advanced military aircraft. Some of the modern aircraft also have iris nozzles that can be deflected to achieve vectored thrust. 14

15 Iris type nozzles Lect-29 Iris petals for variable geometry 15

16 Thrust vectoring Directing the thrust in a direction other than that parallel to the vehicles longitudinal axis. This allows the aircraft to undergo maneuvers that conventional control surfaces like ailerons or flaps cannot provide. Used in modern day combat aircraft. Provides exceptional agility and maneuvering capabilities. 16

17 Thrust vectoring Thrust vectoring was originally developed as a means for V/STOL (Vertical or Short Take Off and Landing). Thrust vectored aircraft have better climb rates, besides extreme maneuvers. Most of the modern day combat aircraft have thrust vectoring. Some of the latest aircraft also have axisymmetric nozzle thrust vectoring. 17

18 Thrust vectoring There are two types of thrust vector controls: Mechanical control Fluidic control Mechanical control involves deflecting the engine nozzle and thus physically alter the direction of thrust. Fluidic vectoring involves either injecting fluid or removing it from the boundary layer of the primary jet. 18

19 Thrust vectoring Mechanical vectoring system is heavier and complex. There are two types of mechanical thrust vectoring Internal thrust vectoring External thrust vectoring Internal thrust vectoring permits only pitch control. External thrust vectoring can be used for pitch and yaw controls. 19

20 Internal thrust vectoring Flaps for deflection during thrust vectoring Flaps deflected during pitch down 20

21 External thrust vectoring Flaps or petals to be appropriately deployed to effect vectored thrust 21

22 Thrust vectoring Fluidic thrust vectoring has been demonstrated successfully at a laboratory scale. This method has several advantages over the mechanical control. Main challenge lies in ensuring an effective control with a linear response. Other concepts like Shock thrust vector control, coflow and counter flow thrust vectoring concepts are also being pursued. 22

23 Fluidic thrust vectoring Secondary flow Primary flow Shock vector thrust vectoring Shock Secondary flow Primary flow Co-flow and counter-flow thrust vectoring 23

24 Thrust reversal Lect-29 With increasing size and loads of modern day aircraft, wheel brakes alone cannot brake and aircraft. Deflecting the exhaust stream to produce a component of reverse thrust will provide an additional braking mechanism. Most of the designs of thrust reversers have a discharge angle of about 45 o Therefore a component of the thrust will now have a forward direction and therefore contributes to braking. 24

25 Thrust reversal Lect-29 There are three types of thrust reversal mechanisms that are used Clamshell type External bucket type Blocker doors Clamshell type: is normally pneumatically operated system. When deployed, doors rotate and deflect the primary jet through vanes. These are normally used in nonafterburning engines. 25

26 Thrust reversal Bucket type system uses bucket type doors to deflect the gas stream. In normal operation, the reverser door form part of the convergent divergent nozzle. Blocker doors are normally used in high bypass turbofans. The cold bypass flow is deflected through cascade vanes to achieve the required flow deflection. 26

27 Thrust reversal Lect-29 Bucket type thrust reverser Clamshell type thrust reverser 27

28 Noise control Lect-29 Jet exhaust noise is a major contributor to the overall noise generated by an aircraft. Jet exhaust noise is caused by the turbulent mixing of the exhaust gases with the lower velocity ambient air. Nozzle geometry can significantly influence the exhaust noise characteristics. Better mixing between the jet exhaust and the ambient can be achieved by properly contouring the nozzle exit. Corrugations or lobes (multiple tubes) are some of the methods of achieving lower jet exhaust noise. 28

29 Noise control Lect-29 Noise control using corrugations/serrations at the nozzle exit 29

30 In this lecture... Nozzle: Fixed and variable geometry nozzles Functions of nozzles Thrust vector control Thrust reversal Noise control 30

31 In the next lecture... Subsonic and supersonic nozzles Working of these nozzles Performance parameters for nozzles 31

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