Abstract
Core-mounted target-type thrust reverser (CMTTTR) design was proposed by NASA in the second half of the 90 s. NASA carried out several experiments at static conditions, and their acquired results suggested that the performance characteristics of the CMTTTR design fall short to comply with the mandatory thrust reverser (TR) performance criteria, and were therefore regarded as an infeasible design. However, the authors of this paper believe that the results presented by NASA for the CMTTTR design require further exploration to facilitate the complete understanding of its true performance potential. This part 2 paper is a continuation from Part 1 (reverser stowed configuration) and presents a comprehensive three-dimensional (3D) computational fluid dynamics (CFD) analyses of the CMTTTR in deployed configuration. The acquired results are extensively analyzed for aforementioned TR configuration operating under the static operating conditions at sea level, i.e., sea-level static, International Standard Atmosphere (ISA); the analyses at forward flight conditions will be covered in part 3. The key objectives of this paper are: First, to validate the acquired CFD results with the experimental data provided by NASA; this is achieved by measuring the static pressure values on various surfaces of the deployed CMTTTR model. The second objective is to estimate the performance characteristics of the CMTTTR design and corroborate the results with experimental data. The third objective is to estimate the pressure thrust (i.e., axial thrust generated due to the pressure difference across various reverser surfaces) and discuss its significance for formulating the performance of any TR design. The fourth objective is to investigate the influence of kicker plate installation on overall TR performance. The fifth and final objective is to examine and discuss the overall flow physics associated with the thrust reverse under deployed configuration.
Highlights
The trend of higher Bypass Ratios (BPRs) on civil turbofan engines is likely to continue, and it seems plausible that the future turbofan engines will have BPR values as high as 15 [1]
The results from Computational Fluid Dynamics (CFD) analyses shows a good agreement with experiment data, it is noted from the CFD analyses that the reverser axial component, FX, is producing forward thrust. This is contrary to the results presented by NASA, which may be due to any one or the combination of the following reasons: 1. It is stated in [1] that a six-component strain gauge was used to measure the moment and forces; the actual method used in estimating the reverser force components (i.e. FX,FY,FZ,) is not described in detail; the authors believe that measuring the X, Y and Z velocities at the reverser exit is not practical in the experiment
An extensive assessment of a Core Mounted Target Type Thrust Reverser (CMTTTR) design in deployed configuration at static aircraft conditions is presented in this paper
Summary
The trend of higher Bypass Ratios (BPRs) on civil turbofan engines is likely to continue, and it seems plausible that the future turbofan engines will have BPR values as high as 15 [1]. Other secondary areas to consider are: sealing, locking mechanisms, actuation and control systems, maintainability and ease of access for repair and overhauls. These parameters will benefit airline economics, reduce fuel consumption, improve brake life and offer greater safety of aircraft and passengers
Sign-in/Register to view highlights & summary Talk to us
Join us for a 30 min session where you can share your feedback and ask us any queries you have
Schedule a callDisclaimer: All third-party content on this website/platform is and will remain the property of their respective owners and is provided on "as is" basis without any warranties, express or implied. Use of third-party content does not indicate any affiliation, sponsorship with or endorsement by them. Any references to third-party content is to identify the corresponding services and shall be considered fair use under The CopyrightLaw.
