AIRCRAFT

CONCEPTUAL DESIGN
[ENGINE]
ENGINE ANALYSIS
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Group Members
2018380144 CEESAY OUSMAN
2018380198 SHEERE HRIDOY GOSH
2018380034 AJETUNMOBI IFEDOLAPO
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2018380195 MAYAMBA SUSAN IVWANJI

2018380031 PERSIS MUGISHA AINEMBABAZI

Overview
As is known, airplanes require a source of power to keep them in the air, and this comes
from the engines. The engines supply the required power required for the aircraft to
complete a mission, be it civil or military, or any other type of aircraft that is built.

Goals
The goal of this article is:

1. To give an overview of details of the engine for our conceptual aircraft(Engine type).

2. To choose a specific engine required for our aircraft.

3. Number of engines

4. Engine placement
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Aircraft Engines
An aircraft engine is the power component of an aircraft propulsion system. There are
piston engines, gas turbine engines, rocket engines, and recently we’ve even seen the
emergence of electrical engines and motors with electric drive trains.

The history of aircraft engines goes back to when the Wright Brothers set out into the field
of aviation. In 1902, the Wright Brothers together with the aid of Charles Taylor, built an
engine, which was a 12-hp, four-cylinder engine which weighed about 170-lb, including a
radiator, water and fuel tanks. It didn’t have a throttle though.

Fast-forward to today, we can see how the aircraft engines have gone a long way and with
the competition from different companies and corporations, there is enablement for more
innovations in the area of building engines for the aircraft to fly.

Basic Requirements
Aircraft engines are built, and must be built to the safest possible point. The engines as well
must be maintainable from time to time, there should be an ease for technicians to go
through the manual and get to know what is wrong in times it is needed. The engines must
be durable, this goes for the materials, and as well we must make sure to keep the weight
down as much as possible.

The engines also should have well documented scripts, and in absence of strange
conditions, the engines should live up to their use for as long as possible.

Engine Type
The selection of a propulsion system type has many factors to take into consideration.
Arguably the most important factors are the performance and ability to certify. The engine
capabilities must take into account the desired cruise speed, range, altitude, takeoff
distance, among other performance parameters that rely on the engine thrust. We have
therefore taken the following into consideration;

● Required cruise speed : Mach 0.80 - 0.83

● Required max operating altitude : About 43,000-ft
● Required range : 3,200 nm
● Fuel weight : 11,000-lbs
● FAR 36 noise regulations : 70dB during takeoff

Some other factors to be considered are:

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● Installed weight
● Reliability and maintainability
● Fuel cost
● Fuel availability
● Specific customer or market demands
● Timely certification

In this segment of aircraft, medium bypass turbofans are common. They provide low cabin
noise and increased performance, especially speed, compared to turbo-prop aircraft.
Additionally, a turbo-jet cannot offer the same efficiency as a turbofan engine, especially in
terms of fuel consumption, which is needed to reduce costs. Lastly there are numerous
available engines that would provide the capability desired for this aircraft.

Therefore, we propose that our aircraft would make use of two TURBOFAN engines. This is
the same kind of engine found in the Bombardier 350 jet aircraft, a similar aircraft to the
one we put forward.

TURBOFAN ENGINE

Bypass Ratio of Turbofan

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The bypass ratio (BPR) of a turbofan engine is the ratio between the mass flow rate of the
bypass stream to the mass flow rate entering the core. A 10:1 bypass ratio, for example,
means that 10 kg of air passes through the bypass duct for every 1 kg of air passing
through the core.

Medium BPR turbofan

Since our aircraft is a business jet with Mach0.8 we decided to go with a medium bypass
ration turbofan engine. Medium bypass turbofan engines have multiple turbine stages
which work to extract more power to drive the medium diameter fans.

Application:

 Maximum speed: M0.8

 BPR: 2.55

Specific Engine Type

In order to assure the amount of thrust necessary to meet the design point, the Pratt &
Whitney PW535-E will be used for the plane. It will be able to meet the range desired also
at the desired cruise velocity. The choice is to have two engines, which would allow for a
safety factor in case one engine fails, in this situation, the other engine would serve to give
the jet the propulsion needed.

The Pratt & Whitney PW535-E has a wide chord, robust efficient design, which is resistant
to FOD (Foreign Object Damage). It gives low emissions, with high durability. High efficiency
makes so that there is low fuel consumption, and advanced materials and cooling
technologies for long hot-end life are used in its manufacturing. Furthermore, the engine
has a dual channel redundancy, ease of operation, reduced workload, intelligent health
monitoring and diagnostics. Of course, it is designed for efficient integration with aircraft
electronics.

Below is information from Pratt & Whitney Canada on the PW535E engine:
Fan:

 Wide chord, robust and efficient design

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 Resistant to FOD (Foreign Object Damage)

Three-stage high pressure compressor:

 Two-stage axial, single centrifugal – all IBR (Integrally Bladed Rotors)

 Integrally bladed rotors reduce parts count
 Add axial boost stage driven by fan

Reverse-flow combustor:

 Low emissions, high durability

Single-stage High Pressure Turbine:

 High efficiency for low fuel consumption

 Advanced materials and cooling technology for long hot-end life

Two-stage low pressure turbine:

 Free turbine, shrouded blades

 High efficiency mixer for high performance and low noise
 Based on P&WC proven designs

Electronic control (EEC) with hydromechanical backup:

 FADEC (Full Authority Digital Engine Control)

 Dual channel redundancy
 Ease of operation, reduced workload
 Intelligent health monitoring and diagnostics
 Designed for efficient integration with aircraft electronics

How many engines?

Our aircraft will have two engines, which as discussed earlier, will be a method of safety,
and in case of an emergency of one engine failure, the other engine will be able to give the
required thrust for the flight to go through. Twin engines have been proven also to be
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better than four engines which are fuel hungry. The four engines on some jets also serve as
a drawback in noise which would be discussed in the section of the engine placement.

The number of engines is related to probability of failure, fuel burn, and maintenance
requirements. The table below shows the probability of failure for each engine number
choice.
Airplane with: 1 Engine 2 Engines
1 Engine P ----
2 Engines 2P P2

Engine Failure Probability

Engine Placement (Location)

There were numerous options for the location of the engines. There were a number of
trade- offs between noise reduction and structural benefit. Since this is a luxury business
jet, decreasing passenger noise would be extremely beneficial during long flights.

Locating the engines on top of the wings would provide more engine noise, as there would
be less structure shielding the cabin. Placing the engines either under the wing or in the
rear of the aircraft would provide increased sound attenuation. However, a low-wing
design would increase the difficulty of a below-wing engine due to landing gear height and
FOD concerns. As a result, the engines are mounted on the rear of the aircraft.

Some other advantages include:

• less pylon interference (better lift and lesser drag),

• less yaw induced by an engine failure,
• shorter landing gear and ease of disembarking once arrived.

Nevertheless, some drawbacks are also to be taken into account:

 noise and vibration on the fuselage are severer (heavy insulators required and
engines placed far away from passengers and thus from the center of gravity),
 supersonic flow throughout the fuselage-pylon-nacelle system is possible,
 structural advantage in the wing bending moment point of view are lost.
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Table of Info
Here are some other information about our proposed aircraft:

Thrust SFC BPR (-) Length Diamete Dry Manufactur

(lbs) (inch) r (inch) Mass er and
(lbs) model
3,360(*2) 0.44 2.55 66.1 42.6 699 Pratt &
Whitney
PW535-E

The table above is the results shown from mathematical analysis, and also some
preliminary researches from the internet.

Further, Comments About the Chosen Engine

Firstly, Pratt & Whitney is a manufacturer with global service operation. This means they
provide support worldwide very quickly. Moreover, the engines' family of PW500 sums up
12 million flight hours and their reliability is such that their time between overhauls (TBO)
can go beyond 10,000-hours, directly translating into lower operational costs.

Second, even if the PW535-E suits the cruise conditions of the aircraft under study,
additional information on other flying phases implying its use were gathered.

Here are some props, and of course why we have chosen this engine manufacturer:

● The Embraer Phenom 300 embeds 2 PW535-E, while having a comparable MTOW,
and is yet able to take off with a 3,138-ft long runway, which is clearly matching the
RFP requirements.
● In case of trouble for the climb, the PW535_A engine (same family) can provide a
slightly higher thrust without any change relatively to the dry weight mass, BPR and
SFC.
● In case of trouble with the landing field length, the same PW535-A engine is also
certified with thrust reverser (it would however induce some structural changes in
the nacelle’s integration).
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This sums up the proposal for the engine of our aircraft, and we are really confident that
with this engine, and its placement, together with many other considerations we have
made, flying in our concept aircraft will be with maximum luxury, safety, and hospitality.