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NASA NTRS2017

Inlet Acoustic Data from a High Bypass Ratio Turbofan Rotor in an Internal Flow Component Test Facility

In February 2017, aerodynamic and acoustic testing was completed on a scale-model high bypass ratio turbofan rotor, R4, in an internal flow component test facility. The objective of testing was to determine the aerodynamic and acoustic impact of fan casing treatments designed to reduce noise. The baseline configuration consisted of the R4 rotor with a hardwall fan case. Data are presented for a baseline acoustic run with fan exit instrumentation removed to give a clean acoustic configuration.

Turbofan↗
NASA NTRS2017

Development of a Multifidelity Approach to Acoustic Liner Impedance Eduction

The use of acoustic liners has proven to be extremely effective in reducing aircraft engine fan noise transmission/radiation. However, the introduction of advanced fan designs and shorter engine nacelles has highlighted a need for novel acoustic liner designs that provide increased fan noise reduction over a broader frequency range. To achieve aggressive noise reduction goals, advanced broadband liner designs, such as zone liners and variable impedance liners, will likely depart from conventional uniform impedance configurations. Therefore, educing the impedance of these axial- and/or spanwise-variable impedance liners will require models that account for three-dimensional effects, thereby increasing computational expense. Thus, it would seem advantageous to investigate the use of multifidelity modeling approaches to impedance eduction for these advanced designs. This paper describes an extension of the use of the CDUCT-LaRC code to acoustic liner impedance eduction. The proposed approach is applied to a hardwall insert and conventional liner using simulated data. Educed values compare well with those educed using two extensively tested and validated approaches. The results are very promising and provide justification to further pursue the complementary use of CDUCT-LaRC with the currently used finite element codes to increase the efficiency of the eduction process for configurations involving three-dimensional effects.

Nark, Douglas M.↗
NASA NTRS2017

Plateaus and Sinuous Ridges as the Fingerprints of Lava Flow Inflation in the Eastern Tharsis Plains of Mars

The Tharsis Montes rift aprons are composed of outpourings of lava from chaotic terrains to the northeast and southwest flank of each volcano. Sinuous and branching channel networks that are present on the rift aprons suggest the possibility of fluvial processes in their development, or erosion by rapidly emplaced lavas, but the style of lava flow emplacement throughout rift apron development is not clearly understood. To better characterize the style of lava emplacement and role of fluvial processes in rift apron development, we conducted morphological mapping of the Pavonis Mons southwest rift apron and the eastern Tharsis plains using images from the High Resolution Imaging Science Experiment (HiRISE), Mars Orbiter Camera (MOC), Context Camera (CTX), Thermal Emission Imaging System (THEMIS), and High Resolution Stereo Camera (HRSC) along with the Mars Orbiter Laser Altimeter (MOLA) Precision Experiment Data Records (PEDRs) and gridded data. Our approach was to: (1) search for depositional fans at the slope break between the rift apron and adjacent low slope plains; (2) determine if there is evidence that previously formed deposits might have been buried by plains units; (3) characterize the Tharsis plains morphologies east of Pavonis Mons; and (4) assess their relationship to the rift apron units. We have not identified topographically significant depositional fans, nor did we observe evidence to suggest that plains units have buried older rift apron units. Flow features associated with the rift apron are observed to continue across the slope break onto the plains. In this area, the plains are composed of a variety of small fissures and low shield vents around which broad channel-fed and tube-fed flows have been identified. We also find broad, flat-topped plateaus and sinuous ridges mixed among the channels, tubes and vents. Flat-topped plateaus and sinuous ridges are morphologies that are analogous to those observed on the coastal plain of Hawai'i, where lava flows have advanced from the volcano's several degree flank onto the nearly zero degree coastal plain. When local volumetric flow rates are low, flow fronts tend to spread laterally and often thicken via endogenous growth, or inflation, of the sheet-like flow units. If flow advance is restricted by existing topography into narrow pathways, inflation can be focused into sinuous, elongate ridges. The presence of plateaus and ridges-emplaced from the rift zones, across the plains to the east of Pavonis Mons-and a lack of fan-like features, or evidence for their burial, are consistent with rift apron lavas crossing a slope break with low local volumetric flow rates that led to inflation of sheet-like and tube-fed lava flows.

Bleacher, Jacob E.↗
NASA NTRS2018

Measurement of Noise Reduction from Acoustic Casing Treatments Installed over a Subscale High Bypass Ratio Turbofan Rotor

NASA is continuing to develop over-the-rotor acoustic liners for turbofan applications. A series of low Technology Readiness Level experiments were conducted to better understand the acoustic and aerodynamic effects of these acoustic liners. The final experiment included the evaluation of four acoustic casing treatment concepts and two baseline configurations in an internal flow axial compressor facility with a 1.5 pressure-ratio high-bypass turbofan rotor. An inlet in-duct array was utilized to extract sound power levels propagating forward from the turbofan rotor. The effect of a circumferentially grooved relative to a hardwall fan case was found to reduce the in-duct sound power level by about 1.5dB for frequencies less than 2kHz while increasing noise from 4 to 8kHz by as much as 7.5dB at low fan speeds. The four acoustic treatment concepts were incorporated into the bottoms of the circumferential grooves and found to provide an additional 1 to 2dB sound power level reduction under 2kHz. The sound power level reduction was found to be even greater, 2.5 to 3.5dB, when evaluating the reduction on rotor alone duct modes (co-rotating modes). The acoustic treatments also appeared to reduce multiple pure tone noise at transonic fan speeds. Depending on the acoustic treatment concept, the high-frequency noise created by the circumferential grooves was reduced by 1.5 to 5 dB. The total noise reduction from acoustic treatments embedded into the bottoms of circumferential grooves relative to a hardwall baseline was found to be 2.5 to 3.5dB sound power level. The sound power level reduction for rotor alone (co-rotating) modes was found to be 3.5 to 4.5dB. These results show the potential for significant turbofan noise reduction by incorporating acoustic treatments over-the-rotor.

Noise↗
NASA NTRS2018

Measurement of Noise Reduction from Acoustic Casing Treatments Installed Over a Subscale High Bypass Ratio Turbofan Rotor

NASA is continuing to develop over-the-rotor acoustic liners for turbofan applications. A series of low Technology Readiness Level experiments were conducted to better understand the acoustic and aerodynamic effects of these acoustic liners. The final experiment included the evaluation of four acoustic casing treatment concepts and two baseline configurations in an internal flow axial compressor facility with a 1.5 pressure-ratio high-bypass turbofan rotor. An inlet in-duct array was utilized to extract sound power levels propagating forward from the turbofan rotor. The effect of a circumferentially grooved relative to a hardwall fan case was found to reduce the in-duct sound power level by about 1.5dB for frequencies less than 2kHz while increasing noise from 4 to 8kHz by as much as 7.5dB at low fan speeds. The four acoustic treatment concepts were incorporated into the bottoms of the circumferential grooves and found to provide an additional 1 to 2dB sound power level reduction under 2kHz. The sound power level reduction was found to be even greater, 2.5 to 3.5dB, when evaluating the reduction on rotor alone duct modes (co-rotating modes). The acoustic treatments also appeared to reduce multiple pure tone noise at transonic fan speeds. Depending on the acoustic treatment concept, the high-frequency noise created by the circumferential grooves was reduced by 1.5 to 5 dB. The total noise reduction from acoustic treatments embedded into the bottoms of circumferential grooves relative to a hardwall baseline was found to be 2.5 to 3.5dB sound power level. The sound power level reduction for rotor alone (co-rotating) modes was found to be 3.5 to 4.5dB. These results show the potential for significant turbofan noise reduction by incorporating acoustic treatments over-the-rotor.

Aeroacoustics↗
NASA NTRS2018

W8 Test Plans with StreamVanes

This presentation documents the use of the GRC Low Speed Compressor Facility in the Engine Research Building (ERB) W8 to test low pressure ratio fans. Current capabilities are detailed as well as upgrades underway to better understand low pressure ratio fans. Additionally, the use of StreamVanes for studying boundary layer ingestion in to fans is discussed.

Stephens, Julia↗
NASA NTRS2018

Analysis of the Honeywell Uncertified Research Engine (HURE) with Ice Crystal Cloud Ingestion at Simulated Altitudes: Public Version

The Honeywell Uncertified Research Engine (HURE), a research version of a turbofan engine that never entered production, was tested in the NASA Propulsion System Laboratory (PSL), an altitude test facility at the NASA Glenn Research Center. The PSL is a facility that is equipped with water spray bars capable of producing an ice cloud consisting of ice particles, having a controlled particle diameter and concentration in the air flow. In preparation for testing of the HURE, numerical analysis of flow and ice particle thermodynamics was performed on the compression system of the turbofan engine to predict operating conditions that could potentially result in a risk of ice accretion due to ice crystal ingestion. The results of those analyses formed the basis of the test matrix. The goal of the test matrix was to have ice accrete in two regions of the compression system: region one, which consists of the fan-stator through the inlet guide vane (IGV), and region two which is the first stator within the high pressure compressor. The predictive analyses were performed with the mean line compressor flow modeling code (COMDES-MELT) which includes an ice particle model. Together these comprise a one-dimensional icing tool. The HURE engine was tested in PSL with the ice cloud over the range of operating conditions of altitude, ambient temperature, simulated flight Mach number, and fan speed with guidance from the analytical predictions. The engine was fitted with video cameras at strategic locations within the engine compression system flow path where ice was predicted to accrete, in order to visually confirm ice accretion when it occurred. In addition, traditional compressor instrumentation such as total pressure and temperature probes, static pressure taps, and metal temperature thermocouples were installed in targeted areas where the risk of ice accretion was expected. The current research focuses on the analysis of the data that was obtained after testing the HURE engine in PSL with ice crystal ingestion. The computational method was enhanced by computing key parameters through the fan-stator at multiple spanwise locations, in order to increase the fidelity with the current mean-line method. In addition, other sources of heat (non-adiabatic walls) were suspected to be the cause of accretion near the splitter-lip and shroud. Since there were no thermocouples near the splitter, a simple order of magnitude heat transfer model was implemented to estimate the wall temperature. Future analyses will require a higher fidelity thermal analysis of the compression system metal walls to accurately calculate the total heat flux to the ice particle. For many data points analyzed, there were differences between the thermodynamic system model and the measured test data that may partially be responsible for uncertainties with the results of the current analyses.

Turbomachinery↗
NASA NTRS2017

Inlet Acoustic Data from a High Bypass Ratio Turbofan Rotor in an Internal Flow Component Test Facility: Supplemental Data Files

In February 2017, aerodynamic and acoustic testing was completed on a scale-model high bypass ratio turbofan rotor, R4, in an internal flow component test facility. The objective of testing was to determine the aerodynamic and acoustic impact of fan casing treatments designed to reduce noise. The baseline configuration consisted of the R4 rotor with a hardwall fan case. Data are presented for a baseline acoustic run with fan exit instrumentation removed to give a clean acoustic configuration.

Bozak, Richard F.↗
NASA NTRS2019

Perceived Noise Analysis for Offset Jets Applied to Commercial Supersonic Aircraft

A systems analysis was performed with experimental jet noise data, engineaircraft performance codes and aircraft noise prediction codes to assess takeoff noise levels and mission range for conceptual supersonic commercial aircraft. A parametric study was done to identify viable engine cycles that meet NASAs N+2 goals for noise and performance. Model scale data from offset jets was used as input to the aircraft noise prediction code to determine the expected sound levels for the lateral certification point where jet noise dominates over all other noise sources. The noise predictions were used to determine the optimal orientation of the offset nozzles to minimize the noise at the lateral microphone location. An alternative takeoff procedure called programmed lapse rate was evaluated for noise reduction benefits. Results show there are two types of engines that provide acceptable range performance; one is a standard mixed-flow turbofan with a single-stage fan, and the other is a three-stream variable-cycle engine with a multi-stage fan. The engine with a single-stage fan has a lower specific thrust and is 8 to 10 EPNdB quieter for takeoff. Offset nozzles reduce the noise directed toward the thicker side of the outer flow stream, but have less benefit as the core nozzle pressure ratio is reduced and the bypass-to-core area ratio increases. At the systems level for a three-engine N+2 aircraft with full throttle takeoff, there is a 1.4 EPNdB margin to Chapter 3 noise regulations predicted for the lateral certification point (assuming jet noise dominates). With a 10 reduction in thrust just after takeoff rotation, the margin increases to 5.5 EPNdB. Margins to Chapter 4 and Chapter 14 levels will depend on the cumulative split between the three certification points, but it appears that low specific thrust engines with a 10 reduction in thrust (programmed lapse rate) can come close to meeting Chapter 14 noise levels. Further noise reduction is possible with additional reduction in takeoff thrust using programmed lapse rate, but studies are needed to investigate the practical limits for safety and takeoff regulations.

Jet Noise↗
NASA NTRS2018

Aircraft System Noise Assessment of the NASA D8 Subsonic Transport Concept

Avehicle-level noise assessment has been performed for theNASAD8 concept aircraft (ND8) in the NASA Advanced Air Transport Technology Project portfolio. The NASA research-level Aircraft NOise Prediction Program (ANOPP-Research) was used to predict the noise from each source component on the ND8 to build up a noise estimate for the full aircraft. The propulsion airframe aeroacoustic (PAA) effects of the ND8, namely boundary layer ingestion (BLI) with its influence on fan noise, and the noise shielding, reflection, and diffraction mechanisms of the unconventional airframe, were empirically modeled using experimental data. Noise reduction technologies appropriate to the 2025-2035 time frame were included in this study. Including all technologies and PAA effects, the ND8 is predicted to have a cumulative margin to the Stage 4 certification metric of only 7.4 EPNdB. Boundary layer ingestion is predicted to have a detrimental impact on cumulative noise levels on the order of 15 EPNdB. Fan noise is seen to be the primary noise source at all three certification points, even if the BLI noise impact could be entirely suppressed. The impact of engine noise shielding by the airframe is limited by a lack of aft shielding and the presence of horizontal tail reflections in the aft direction. The physical constraint on engine size by the pi-tail is seen as a potential barrier to engine noise reduction through the corresponding limitation on fan bypass ratio. Mildly reduced climb performance (compared to similar reference aircraft) does not provide any benefit through increased noise propagation distance. If the boundary layer ingestion noise penalty could be suppressed such that BLI would have no effect on noise, the cumulative margin to Stage 4 would increase to 22.4 EPNdB, still below the NASA Mid Term goal of 32-42 EPNdB.

Clark, Ian A.↗
NASA NTRS2018

Conceptual Aerodynamic Design of a Tail-Cone Thruster System Under Axi-Symmetric Inlet Distortion

This paper presents a conceptual design of a tail-cone thruster system which is operating under an axisymmetric inlet distortion. An effort to realize the targeted fuel burn saving that was proposed in NASA's STARC_ABL aircraft design is made through a CFD (Computational Fluid Dynamics)-based design approach. This method employs three iterative steps to exploit the CFD tools until the design requirements are met: a quasi-2D through-flow model to design the fan/EGV (Exit Guide Vane), a 3-D RANS (Reynolds Averaging Navier-Stokes) simulation of the single blade row to account for the inlet/fan and the EGV/nozzle interaction, and a 3-D RANS simulation of the airframe with a propulsor installed - propulsion airframe integration (PAI). The design requirements which include the thrust, and shaft power of the propulsor are matched throughout the evaluations coming from two CFD domains, i.e., the turbo-machinery and the PAI. During the switch between these different computational domains, the inlet and exit profiles are matched via the correction factors of the body-force model. The present tail-cone thruster (TCT) aerodynamic design leverages a low-pressure ratio fan (FPR=1.2 to approximately 1.25) of which the camber-line angles are predicted by a quasi-2D through-flow model. The quasi-2D model is derived to analyze the radially distorted flow resulting from the ingested boundary layer at the inlet. It also estimates the appropriate velocity vectors of the metal angles of the fan and EGV which is subjected to different types of vortex at the fan exit. The baseline geometry is revisited and its internal flow-path and exhaust cone are redesigned to illustrate the strong correlation among the components of the propulsor in the PAI domain. The peak efficiency point of the fan/EGV with respect to the blade counts, also known as solidity, and rotational speed is chosen for the cruise condition via parametric studies. The corresponding performance maps are presented. The resulting performance metrics of the new conceptual design of the BLI (Boundary Layer Ingestion) propulsor are analyzed and compared with these of the baseline in the PAI aspect. Finally, ideas of the CFD based design of a BLI propulsor are discussed based on the observations drawn from the numerical results.

Inlet↗
NASA NTRS2019

Scaling Evaluation of Ice-Crystal Icing on a Modern Turbofan Engine in PSL Using the COMDES-MELT Code

This paper presents preliminary ice-crystal icing (ICI) altitude scaling evaluation results of a Honeywell Uncertified Research Engine (HURE) that was tested in the NASA Glenn Research Center Propulsion Systems Laboratory (PSL) during January of 2018. This engine geometry features a hidden core design to keep the core less exposed. The engine was fitted with internal video cameras to observe various ice buildup processes at multiple selected locations within the engine core flow path covering the fan stator, the splitter-lip/shroud/strut, and the high pressure compressor (HPC) variable inlet guide vane (IGV) regions. The potential ice accretion risk was pre-determined to occur by using NASA’s in-house 1D Engine Icing Risk assessment code, COMDES-MELT. The code was successful in predicting the risk of ice accretion in adiabatic regions like the fan-stator of the HURE at specific engine operating points. However at several operating points during the test, liquid water was observed running along the shroud toward the variable IGV of the HPC regions with an air temperature well below freezing, thus no particle melting could have occurred due to heating from the air alone. It was reasoned that other sources of heat were present in that region. To account for these heat sources the inlet total temperature was adjusted to give a wet bulb temperature of 24 F below the standard minimum wet bulb temperature of 492 R to allow ice to accrete in the splitter-lip/shroud/strut region, which was determined from a reference case where hard ice was observed in that region. With that adjustment the COMDES-MELT code was successful in providing operating points where there was a risk of ice accretion during the test campaign. In addition to calculating possible conditions at different selected lower altitudes, simulations were run to determine potential inlet conditions that could lead to ice-crystal accretion along the prescribed stations where the cameras were available. From there, scaled test conditions were determined by best matching the following three icing related parameters of the reference condition: (1) the local air total wet bulb temperature, (2) the local ice crystal cloud melt ratio and (3) the engine fan face ice/water to air mass flux ratio of the ice crystal cloud. Instantaneous images taken from the time-lapsed movies of ice buildup were used along with the relevant thermodynamic data of air, water vapor and local icing condition to help evaluate how closely the proposed altitude scaling method could be used in ground based test facility to duplicate selected reference ICI features observed at specific location inside this engine at different scale altitudes. Discussions on observed limitation for engine icing scaling application from this test campaign and needed improvement are provided. A scaling test procedure to help identify potential ICI risk conditions and possible ice accretion locations of a new turbofan engine is evaluated in PSL.

Engine Testing in PSL↗
NASA NTRS2018

Aerodynamic Shape Optimization of the STARC-ABL Concept for Minimal Inlet Distortion

The NASA single-aisle turboelectric aircraft with an aft boundary layer propulsor (STARC-ABL) concept utilizes a novel electrically driven aft fan that ingests the fuselage boundary-layer for increased propulsive efficiency. In this paper we examine how aerodynamic shaping of the fuselage diffuser and nacelle inlet can reduce the flow distortion at the aft fan. Adjoint-based aerodynamic shape optimization with the ARP1420 distortion metric objective is used to automatically determine the optimal shapes for minimal fan-face distortion. Single and multipoint optimizations are carried out for simplified body-duct and wing-body-duct configurations. These two configurations highlight the importance of including the wing downwash effects when designing the propulsor. The optimizations showed the body-duct configuration can obtain cruise distortion values of approximately 1% while the wing-body-duct configuration can obtain distortion values of just over 2%.

Kenway, Gaetan K. W.↗
NASA NTRSDate not supplied

BENEFIT AND CRITICAL FACTORS FOR THE PERFORMANCE OF THE BOUNDARY LAYER INGESTING PROPULSION

The benefit of the boundary layer ingestion(BLI)is described in the perspective of the propulsion and engine development. A power saving map of the BLI engines is derived based on the correlation of the wake velocity ratio of the ingested boundary layer profile and the propulsive efficiency. The ratio of the mass flow rate between BLI and non-BLI propulsors is introduced to quantify the power saving of the BLI engine relative to a clean inlet flow engine which generates same amount of thrust. The wake recovery factor from the jet flow out of the BLI engine is employed to find an adequate sizing of the BLI engine for the given design requirement. The effects of the fan pressure ratio on the power saving are also investigated to explore the feasible range of the BLI engine design. The derived correlation is validated with CFD analyses. A numerical experiment is carried out by varying the wake velocity ratio through different BLI engines sized with respect to an influencing body. Consequently, the propulsor efficiency is quantified and presented by the saving in the actual shaft power. The efficiency penalty, pressure ratio of the BLI fan stage are correlated with the power saving and the correlation is validated through BLI2DTF and R4 fan stage CFD analyses based on rig test data.

B J Lee↗
NASA NTRSDate not supplied

Rotating Balance Design Methodology

Several upcoming wind tunnel turbofan tests at NASA Glenn Research Center (GRC) require new rotating balances to meet test needs. As the name implies, a rotating balance rotates with the fan providing direct thrust and torque measurements to estimate fan efficiency and performance. One main feature of the new rotating balances requested by GRC, is a more compact design compatible with high bypass fans that are of interest for gains in fuel efficiency. In support of this measurement need, NASA Langley Research Center (LaRC) developed an understanding and methodology for the design of two-component rotating balances. During the development of the methodology, a thorough FEA analysis was conducted, torque analysis of laboratory test specimens, and a study of analytical models were investigated. This presentation will summarize the developed rotating balance design methodology that is detailed in a NASA Technical Memorandum. This TM will detail the analysis required to design, and fabricate a two-component spoke-type rotating balance.

Kenneth Toro↗
NASA NTRS2020

Development of a Photosynthesis Measurement Chamber under Different Airspeeds for Applications in Future Space Crop-Production Facilities

Space crop production systems are being developed to grow fresh produce in-situ to supplement the astronauts’ diet, but the required ventilation rates for crops in different gravity environments remains poorly understood. The reduction or lack of buoyancy-driven convection in reduced gravity environments leads to impaired gas exchange (CO2 absorption, water transpiration and O2 release) at the leaf surface if no extra ventilation is provided, and this could lead to a reduction in biomass production in the long run. To better characterize the influence of different airspeeds on photosynthesis and be able to model this in low gravity, a chamber was designed to interface with a LI-6800 portable photosynthesis system. This paper details the design of this chamber, specifically made to measure whole-plant and small canopy gas exchange at different airspeeds. The fans provide turbulent mixing in the chamber to ensure that it behaves like a continuous stirred tank reactor (CSTR)and that the residence time distribution (RTD) is the same for any fan speed; the computational fluid dynamic (CFD) model of the gas domain (the air in the chamber) hence uses a k-omega turbulence model. An airflow map of the chamber was created using anemometer measurements for the different airspeeds tested, and this was used together with the CFD simulation results to relate the experimentally measured fan outputs to actual airspeeds on top of an artificial plant. Environmental parameters (air temperature, relative humidity, CO2level) are controlled by the LI-6800. This work was funded by NASA Space Biology through the NASA postdoctoral program / USRA.

Lucie Poulet↗
NASA NTRSDate not supplied

Benefit and Critical Factors for the Performance of the Boundary Layer Ingesting Propulsion

The benefit of the boundary layer ingestion (BLI) is described in the perspective of the propulsion and engine development. A power saving map of the BLI engines is derived based on the correlation of the shape factor of the ingested boundary layer and the propulsive efficiency. The ratio of the mass flow rate between BLI and non-BLI propulsors is introduced to quantify the power saving of the BLI engine relative to a corresponding clean inlet flow engine that generates the same amount of net thrust. The wake recovery factor from the jet flow is applied to find the optimum sizing of the engine for the given design requirement. The effects of the fan pressure ratio of the propulsor toward the power saving are also investigated to seek out the feasible range of the BLI propulsor design. The derived correlation is validated with CFD analyses. Simulation models using variously sized engines relative to an influencing body are developed so that a numerical experiment is carried out with the various shape factors. The effect of the propulsion airframe integration toward the aerodynamic forces on the fuselage and nacelle is investigated via parametric study of the engine sizing and fan pressure ratio for the wake ingestion models. The propulsor efficiency is quantified toward the saving in the actual shaft power and correlated with the efficiency penalty of the BLI propulsor. The correlation is also validated via comparison of the turbo-machinery CFD results for BLI2DTF and conventional transonic fan stages.

Boundary Layer Ingestion↗
NASA NTRSDate not supplied

Performance Analysis of Optimized STARC-ABL Designs Across the Entire Mission Profile

Boundary layer ingestion (BLI) offers the potential for significant fuel burn reduction by exploiting strong aeropropulsive interactions. NASA’s STARC–ABL concept uses an electri- cally powered BLI tail cone thruster on what is otherwise a traditional airframe. Despite the traditional airframe of this configuration, aeropropulsive integration is critical to the perfor- mance of the BLI propulsor. Furthermore, due to being electrically powered, the fan pressure ratio and efficiency of the BLI tail cone thruster vary widely across the flight envelope, and this variation in fan performance must be accounted for with the aeropropulsive integration of the BLI system. Thus, accurate performance prediction for this novel propulsion configu- ration requires the use of a coupled aeropropulsive model across the flight envelope. In this work, we analyze the off-design performance of 18 optimized designs using an aeropropulsive model that is built with the OpenMDAO framework to couple 3-D RANS CFD simulations to 1-D thermodynamic cycle analyses. The designs are created via high-fidelity aeropropulsive design optimizations that span a range of fan pressure ratio and thrust values at the cruise conditions for the STARC-ABL concept, which was chosen as the aerodynamic design point for the propulsor. Performance analyses we present herein are then performed at a range of off-design flight conditions that span the flight envelope, including low-speed and low-altitude flight conditions. This study provides the first set of high-fidelity data for the STARC–ABL configuration at off-design conditions, and the results quantify the power savings through BLI compared to a traditional propulsion system across the entire mission profile.

optimization↗