The influence of engine thrust behaviour on the aerodynamics of engine airframe integration

Hoheisel, H.; Geyr, H. Frhr. von

doi:10.1007/s13272-012-0044-x

Cited by 8 publications

(3 citation statements)

References 7 publications

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“…For example, fuel consumption of turbojet engines has been reduced by approximately 50% since the 1950s. 7,8 If an impact of lighting on temperature and comfort sensation can be found, even a small effect -if systematically applied -could have a measurable impact on energy consumption and costs. Second, if an effect of ambient colour on thermal comfort exists it could easily be induced because nowadays aircraft are (or can be) equipped with LED lighting systems, which allow the creation of various lighting situations.…”

Section: Introductionmentioning

confidence: 99%

In search of evidence for the hue-heat hypothesis in the aircraft cabin

Albers

Maier

Marggraf-Micheel

2014

Lighting Research & Technology

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This paper examines whether the use of coloured light can influence aircraft passengers' temperature sensations and can make the climate be perceived as cooler or warmer ('hue-heat hypothesis'), a phenomenon shown in earlier light laboratory experiments. Experiments with 199 subjects were conducted under realistic conditions, a cabin of a single-aisle aircraft. Two lighting scenarios (yellow and blue) were combined with different temperatures. Results show an effect in the hypothesized direction. The impact of lighting colour on climate perception and evaluation can be observed in the whole sample and in certain subgroups of subjects. The size of the effect agrees with former studies. A largescale application of this effect in the aircraft/aviation industry could lead to energy savings and contribute to cost effectiveness.

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Section: Introductionmentioning

confidence: 99%

In search of evidence for the hue-heat hypothesis in the aircraft cabin

Albers

Maier

Marggraf-Micheel

2014

Lighting Research & Technology

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“…Most of these effects are compressibility and shock wave related and are not expected to show up at low-speed, high angle-of-attack flight. Major research institutions that published about engine integration studies done at their facilities include DLR [11,12], the German-Dutch Wind Tunnels [13,14], Aircraft Research Association (ARA) [15] and ONERA in France [16]. While the integration effects presented by these authors do not exactly match low speed testing effects, the thrust/drag accounting methods are very relevant as a reference for this work.…”

Section: Fig 1 Conceptual Design Of a Flying-v Aircraftmentioning

confidence: 99%

“…This allows all the different acting forces to be specified, including a distinction between fan thrust, turbine thrust and inlet momentum. A schematic of such a thrust drag bookkeeping scheme is depicted in Figure 2 [12,13,15]. General features of aerodynamic interference can then be split up into geometry effects and power effects, which can be measured separately.…”

Section: Fig 1 Conceptual Design Of a Flying-v Aircraftmentioning

confidence: 99%

Effect of Engine Integration on a 4.6%-Scale Flying-V Subsonic Transport

Empelen

Vos

2021

AIAA Scitech 2021 Forum

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The installation and interference effects of an engine and nacelle to a 4.6%-scale half model of a Flying-V subsonic transport airplane are presented. Wind tunnel tests are performed at 20m/s in an open jet facility while balance measurements are taken to record lift, drag and pitching moment. The results show significant interference effects between the wing and engine. Interference drag is observed over the full range of angles of attack above 5 • , with a maximum of 60 drag counts (16.5% of isolated-wing drag) at an angle-of-attack of 10 • . At incidence angles lower than 5 • , the interference effect during engine operation reduces the drag by approximately 20 counts. At high thrust settings and incidence angles between −5 • and 12.5 • the interference effects amplify the lift coefficient. The pitching moment coefficient shows a similar interference effect as the lift coefficient, showing a strong correlation between the two coefficients. The interference effects of thrust and nacelle on lift and pitching moment are of the same order of magnitude as the effect of superpositioning the contributions of the isolated engine and the wing. They can therefore not be neglected. However, further research is needed to study the interaction effects on the local pressure distribution as this could not be derived from the measurements presented in this study. NomenclatureLatin Symbols intake surface area (m 2 ) wing span (m) lift coefficient (-) drag coefficient (-) pitching moment coefficient (-) Propeller thrust coefficient (-) drag (N) or diameter (m) gravitational acceleration (m/s 2 ) Advance ratio (-) reference length (m) lift (N) Mach number (-) rotational velocity (rev/s) wing surface area (m 2 ) thrust (N) velocity (m/s) Greek Symbols angle of attack (deg) Interference change (-) Δ Installation change (-) density (kg/m 3 ) dynamic viscosity (Ns/m 2 ) Subscripts ∞ free-stream w wake

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Engine and Airframe Integration Methods

2019

Modern Aerodynamic Methods for Direct and Inverse Applications

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The influence of engine thrust behaviour on the aerodynamics of engine airframe integration

Cited by 8 publications

References 7 publications

In search of evidence for the hue-heat hypothesis in the aircraft cabin

In search of evidence for the hue-heat hypothesis in the aircraft cabin

Effect of Engine Integration on a 4.6%-Scale Flying-V Subsonic Transport

Engine and Airframe Integration Methods

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