Results of engine modeling Engines were selected then analyzed for the project. Details on the actual engine selection can be found in the later ‘XI. Propulsion’ section of the report. Some details for the two different engine sizes were identified. The 2000 pound thrust model was not scaled because data is already available for this model. The 2000 pound thrust model has a bypass ratio of 2.9, takeoff thrust of 2050 pounds, and a compressor pressure ratio of 24. In order to calculate the data for the 6800 pound thrust model, an Excel sizing routine was used to scale the engine for the appropriate thrust level. The 6800 pound thrust model has a bypass ratio of 3.2, can produce 6800 pounds of thrust, and has a compressor pressure ratio of 26. In order to scale the engine, several assumptions were made. First, technological improvement factors were taken into consideration to determine what engine performance would be like in the year 2020. Since the 2000 pound model was already the correct size, no efficiencies were needed and the larger engine was simply scaled from the smaller one. Several sources were used to generate thrust available and thrust required for the flight of the final designs. These plots show velocities will be attainable in certain configurations at specific altitudes. In order to calculate the thrust available, a basic cycle analysis with the atmospheric conditions at various altitudes were inputted. The results of the calculations are shown below for takeoff, several altitudes that a typical mission climbs through, and for the cruise condition: Figure VI.9: Thrust vs. velocity at take off. The takeoff diagram shows that thrust available exceeds thrust required up to the takeoff speed of 120 mph. Therefore the propulsion system is sufficient for takeoff. Figure VI.10: Thrust vs. velocity at 15,000 ft segment climb. Figure VI.11: Thrust vs. velocity at 25,000 ft segment climb. Figure VI.12: Thrust vs. velocity at 35,000 ft segment climb. . The above three diagrams are for the climbing configuration at three different altitudes. All show that thrust available exceeds thrust required up to about 480 mph. Therefore, the maximum climb speed is approximately 480 mph. Figure VI.13: Thrust vs. velocity at 45,000 cruise.
Results of engine modeling Engines were selected then analyzed for the project. Details on the actual engine selection can be found in the later ‘XI. Propulsion’ section of the report. Some details for the two different engine sizes were identified. The 2000 pound thrust model was not scaled because data is already available for this model. The 2000 pound thrust model has a bypass ratio of 2.9, takeoff thrust of 2050 pounds, and a compressor pressure ratio of 24. In order to calculate the data for the 6800 pound thrust model, an Excel sizing routine was used to scale the engine for the appropriate thrust level. The 6800 pound thrust model has a bypass ratio of 3.2, can produce 6800 pounds of thrust, and has a compressor pressure ratio of 26. In order to scale the engine, several assumptions were made. First, technological improvement factors were taken into consideration to determine what engine performance would be like in the year 2020. Since the 2000 pound model was already the correct size, no efficiencies were needed and the larger engine was simply scaled from the smaller one. Several sources were used to generate thrust available and thrust required for the flight of the final designs. These plots show velocities will be attainable in certain configurations at specific altitudes. In order to calculate the thrust available, a basic cycle analysis with the atmospheric conditions at various altitudes were inputted. The results of the calculations are shown below for takeoff, several altitudes that a typical mission climbs through, and for the cruise condition: Figure VI.9: Thrust vs. velocity at take off. The takeoff diagram shows that thrust available exceeds thrust required up to the takeoff speed of 120 mph. Therefore the propulsion system is sufficient for takeoff. Figure VI.10: Thrust vs. velocity at 15,000 ft segment climb. Figure VI.11: Thrust vs. velocity at 25,000 ft segment climb. Figure VI.12: Thrust vs. velocity at 35,000 ft segment climb. . The above three diagrams are for the climbing configuration at three different altitudes. All show that thrust available exceeds thrust required up to about 480 mph. Therefore, the maximum climb speed is approximately 480 mph. Figure VI.13: Thrust vs. velocity at 45,000 cruise.
Final%20CoDR%20Report%20Team%203.docx