Aircraft Engine Controls

Jaw, Link C.; Mattingly, Jack D.

doi:10.2514/4.867057

Cited by 176 publications

(47 citation statements)

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“…The FADEC system model showed in Fig. 7 is a simplified one, which only consists of the fuel control loop model and the TBV control loop model [14].…”

Section: Turbofan Engine System Dynamic Modelmentioning

confidence: 99%

Dynamic Coupled Systems FHA: A Simulation-aided Approach

Ding

Qiu

Liu

et al. 2014

Procedia Engineering

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It is difficult to apply experience in dynamic coupled systems functional hazard assessment (FHA), for the failure chain of Dynamic coupled systems (DCS) is often long and complex. The aim of this paper is to establish a more detailed process, Simulation-Aided FHA (SAFHA), for DCS safety analysis. This approach makes it possible to conduct FHA with less experience and also makes it possible to reuse more experience learned in earlier SAFHA conducted for similar systems.

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“…The FADEC system model showed in Fig. 7 is a simplified one, which only consists of the fuel control loop model and the TBV control loop model [14].…”

Section: Turbofan Engine System Dynamic Modelmentioning

confidence: 99%

Dynamic Coupled Systems FHA: A Simulation-aided Approach

Ding

Qiu

Liu

et al. 2014

Procedia Engineering

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“…Turbofan engine models, based on a set of ordinary differential equations for each spool dynamic, exists (Jaw & Mattingly, 2009;MacIsaac & Langton, 2011;Walsh & Fletcher, 1998), but inclusion of such time-dependent models would not be appropriate in this study. A conventional way to simulate turbofan thrust at maximum throttle settings is to consider it a function of environmental air density and forward (TAS) speed (Anderson, 1999;Daidzic, 2012;Mair & Birdsall, 1992;McCormick, 1995):…”

Section: Turbofan Thrust and Power Availablementioning

confidence: 99%

“…The actual thrust produced by a turbofan is a product of (maximum rated) thrust available and the TSP # 1 (Thrust/Throttle Setting Parameter). The relationship between the TSP and throttle position is typically nonlinear even for HBPR turbofan engines, but modern FADECs can linearize the curves digitally (Daidzic, 2012;Jaw & Mattingly, 2009;Mattingly, 2005). A TSP is typically related to a low-pressure (fan) N 1 % spool speed (for HBPR and UHBPR engines) or to an Engine Pressure Ratio (EPR) for low-BPR and medium-BPR engines.…”

Section: Turbofan Thrust and Power Availablementioning

confidence: 99%

“…Some functional relationships do exist, but to have faithful analytical descriptions of thrust available for the entire flight envelope of modern engines is almost impossible. Although there are quite sophisticated and complex turbofan simulation models (e.g., Jaw & Mattingly, 2009;Walsh & Fletcher, 1998), they are inappropriate for conceptual-design aircraft performance calculations as performed here.…”

Section: Introductionmentioning

confidence: 99%

“…Characteristics of modern HBPR (high) and UHBPR (ultra-high) BPR (bypass ratio) turbofans are profoundly speed dependent (Anderson, 1999;Hale, 1984;Jaw & Mattingly, 2009;Mair & Birdsall, 1992;Mattingly, 2005;Phillips, 2004). Some functional relationships do exist, but to have faithful analytical descriptions of thrust available for the entire flight envelope of modern engines is almost impossible.…”

Section: Introductionmentioning

confidence: 99%

See 2 more Smart Citations

Estimation of Performance Airspeeds for High-Bypass Turbofans Equipped Transport-Category Airplanes

Daidzic¹

2016

Journal of Aviation Technology and Engineering

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Conventional Mach-independent subsonic drag polar does not replicate the real airplane drag characteristics exactly and especially not in the drag-divergence region due to shock-induced transonic wave drag. High-bypass turbofan thrust is a complicated function of many parameters that eludes accurate predictions for the entire operating envelope and must be experimentally verified. Fuel laws are also complicated functions of many parameters which make optimization and economic analysis difficult and uncertain in the conceptual design phase. Nevertheless, mathematical models and predictions have its important place in aircraft development, design, and optimization. In this work, airspeed-dependent turbofan thrust and the new fuel-law model were used in combination with an airplane polynomial drag model to estimate important performance speeds. Except for the airframe-only dependent control airspeeds, all performance speeds are airframepowerplant dependent. In all analytical considerations one ends up with polynomials of the 4 th order that have no closed-form solutions. A real positive-root seeking numerical procedure based on the family of Newton-Raphson methods was used to extract performance airspeeds for variable in-flight weights and altitudes in the ISA troposphere. Extensive testing of the accuracy and convergence of the Newton-Raphson nonlinear equation solvers was conducted before performance speed calculations. A fictitious long-range wide-body transport-category airplane was modeled in combination with a pair of high-bypass and ultra-high bypass ratio flat-rated turbofans. Procedure employed here can be easily extended to cases when fitted, measured drag and thrust data is given in arbitrary polynomial forms. Sensitivity analysis is performed on minimum-drag airspeed and maximum aerodynamic efficiency. Transonic wave drag considerations are introduced. About the AuthorsDr. Nihad E. Daidzic is president of AAR Aerospace Consulting, LLC. He is also a full professor of aviation, adjunct professor of mechanical engineering, and research graduate faculty at Minnesota State University. He has a PhD in fluid mechanics and ScD in mechanical engineering. He was formerly a staff scientist at the National Center for Microgravity Research and the National Center for Space Exploration and Research at NASA Glenn Research Center in Cleveland, OH. He has also held various faculty appointments at Vanderbilt University, University of Kansas, and Kent State University. His current research interest is in theoretical, experimental, and computational fluid dynamics; micro-and nano-fluidics; aircraft stability, control, and performance; and mechanics of flight, piloting techniques, and aerospace propulsion. Dr. Daidzic is ATP and ''Gold Seal'' CFII/MEI/CFIG certified with flight experience in airplanes, helicopters, and gliders.

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