Results in Physics 19 (2020) 103395

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Results in Physics
journal homepage: www.elsevier.com/locate/rinp

2D exhaust nozzle with multiple composite layers for IR

signature suppression
Sun Je Kim a, Yeong Ryeon Kim b, Yongha Kim a, *, Myung Ho Kim a, MyungSup Lee b
a
The 4th R&D Institute, Agency for Defense Development, Deajeon 34186, Republic of Korea
b
Aerospace Technology Research Institute, Agency for Defense Development, Deajeon 34186, Republic of Korea

A R T I C L E I N F O A B S T R A C T

Keywords: The IR (Infrared) signature generated from hot sections of the aircraft increases potential to be traced by IR
Turbofan engine detection system and severely reduces aircraft survivability during the mission. Main sources of IR signature are
2D exhaust nozzle high temperature parts of the aircraft and the engine such as exhaust nozzle, jet pipe, rear-fuselage, and exhaust
IR signature
gas plume above 400 ◦ C, and they generate detectable 3 to 5 um wavelength IR signature. The novel 2D engine
C-SiC
CFRP
exhaust nozzle with multiple composite layers is proposed to suppress high temperature IR signature from
behind, in this study. The 2D exhaust nozzle with ellipse-shaped cross-sections with high aspect ratios can
disperse high temperature core gas flow, and can enhance mixing performance with bypass air flow. Thus, this
reduces the exhaust gas plume temperature and masks the engine hot sections from behind. In order to suppress
high temperature IR signature from the nozzle surface, this study constructs a ceramic insulator between the
outermost surface layer and the innermost surface layer. The innermost surface layer is constituted by C-SiC
(carbon fiber reinforced silicon carbide composite) with excellent erosion performance for high speed and high
temperature gas above 1400 ◦ C, and the outermost layer is formed of CFRP (Carbon Fiber Reinforced Plastic) that
can maintain structural strength even with the axial thrust and inner pressure. In this study, the 2D-shape C-SiC
nozzle was fabricated through melting Si infiltration process, and the nozzle was completed by stacking ceramic
insulator and CFRP above it. The engine application test confirmed that the outermost temperature of the
proposed exhaust nozzle was kept below 100 ◦ C, and the IR signature was also reduced by 20% compared to the
coaxial exhaust nozzle. The 2D exhaust nozzle proposed in this study can be applied to aircraft that requires
stealth capability through structural optimization in the future works.

Introduction
Military aircraft are designed to have stealth capability by mini­
mizing detectable signatures generated from engines and airframe to
enhance survivability during missions. The signatures are typically vi­
sual, aural, infrared (IR), and radio detection and ranging (RADAR) [1].
Since 1960’s, in particular, as IR signature analysis techniques and
detection systems are widely used in defense systems, many researches
on IR signature suppression have been conducted to improve stealth
capability and survivability of aircraft [2].
The IR signature has the wavelength range of 0.7 to 1000 um, but
only the signature in the wavelength of 3 to 5 um and 8 to 12 um can be
detectable while the aircraft is maneuvered in the air due to absorption
and scattering by atmospheric CO2 and H2O [1,3]. According to Wien’s
displacement law, IR signature in the wavelength range of 3 to 5 um
shows highest level of signature in the hot parts of the aircraft near 450
◦
C (723 K) [4,5]. The main sources of IR signatures are parts with high
temperature such as exhaust nozzle, jet pipe, exhaust plume, rear fuse­
lage, and heated airframe skin. Because the IR detection system iden­
tifies the aircraft using IR signature discrepancy with surrounding
background, a technique is needed to suppress IR signature by lowering
the temperature of the hot parts of the aircraft.
The turbofan engine, which is mainly used as a propulsion system for
the aircraft, is driven by a jet gas, so the exhaust nozzle is heated by the
plume and jet gas and the IR signature of 3 to 5um wavelength generated
from the rear and the bottom side. The researches on engine size
reduction, engine cycle tailoring, changes in nozzle exit area, masking of
exhaust, using IR paints and plume/aerosol mixing have been studied to
reduce IR signature, and the exhaust nozzle has been changed from a
coaxial nozzle to a non-axisymmetric nozzle to reduce the rear IR

* Corresponding author.
E-mail address: yongha_kim@add.re.kr (Y. Kim).

https://doi.org/10.1016/j.rinp.2020.103395
Received 6 July 2020; Received in revised form 26 August 2020; Accepted 7 September 2020
Available online 13 September 2020
2211-3797/© 2020 The Author(s). Published by Elsevier B.V. This is an open access article under the CC BY-NC-ND license
(http://creativecommons.org/licenses/by-nc-nd/4.0/).
S.J. Kim et al. Results in Physics 19 (2020) 103395

Fig. 1. Layout of rear side of the target turbofan engine.

signature without significantly degrading performance of the engine

[6–8]. The non-axisymmetric nozzle, also known as 2D exhaust nozzle
can mask hot parts of the engine behind such as turbine blades, turbine
nozzles [9], and it suppresses IR signature by reducing temperature of
exhaust gas with enhanced mixing efficiency between core gas flow and Fig. 3. Radii distributions of ellipse of the 2D exhaust nozzle cross-section.
bypass air flow as well [10]. The use of a lobed mixer with lobes in the
circumferential direction in the core and bypass mixing zone, together
Inner structure of the 2D exhaust nozzle
with 2D exhaust nozzle, can reduce exposure of engine hot parts, and
enhance mixing performance [11,12]. However, even if the exhaust gas
Nozzle inner flow path design
temperature is lowered, there is a limit to the IR signature reduction
caused by the high outer nozzle surface temperature increased by the
An original coaxial exhaust nozzle of the turbofan engine consists of
gas. In this study, we propose a multiple composite layers 2D exhaust
4 pieces of ducts as shown in Fig. 1. Bypass air flows through Duct #1,
nozzle with an insulator having low thermal conductivity as a way to
and in Duct #2, the bypass air flow and the core gas flow from the
reduce the outermost surface temperature of the nozzle. The innermost
turbine of the engine are mixed by a lobed mixer. The 2D exhaust nozzle
layer of the 2D exhaust nozzle uses a carbon fiber reinforced silicon
is used in place of the Duct #3 and Duct #4 at the rear of mixing zone
carbide composite material, C-SiC, which is widely used in high-
instead of the coaxial exhaust nozzle.
temperature parts of the engine, and the outermost layer consists of
If the coaxial exhaust nozzle of the turbofan engine is changed to the
CFRP composite material that maintains the structural strength of the
2D exhaust nozzle, the engine performance may be changed due to the
nozzle. Surface temperature reduction is achieved by adding ceramic
different nozzle area. Therefore, the internal flow path is designed to
insulator between these two layers.
match the inlet/outlet area ratio of the nozzle with the coaxial exhaust
In the second chapter of this paper, we propose the design of 2D
nozzle to maintain the same engine rear back pressure condition and
exhaust nozzle flow path to increase the mixing efficiency with main­
thrust performance, and to minimize pressure loss in the nozzle inner
taining engine performance, and evaluate the mixing performance of the
flow path. Fig. 2 shows cross-sectional area distributions of the 2D
2D exhaust nozzle with a lobed mixer. In the third chapter, structural
exhaust nozzle normalized by the area of the coaxial exhaust nozzle
design of the 2D exhaust nozzle with multiple composite layers will be
along the longitudinal direction from the fastening plane with the Duct
dealt. Fabrication process of the nozzle will be described in the fourth
#2 as the origin.
chapter, effectiveness of the nozzle will be finally verified through the
The cross-sectional area of the 2D exhaust nozzle(A2D ) is designed to
engine application test in the fifth chapter.
have identical inlet and outlet areas of the coaxial exhaust nozzle as
shown in Fig. 2, and it has sinusoidal distributions as following equation
to minimize pressure loss through the flow path.
dA2D Ainlet − Aoutlet (x )
= − πsin π (1)
dx 2L L

where, Ainlet and Aoutlet represent the inlet and outlet cross-sectional area
of the 2D exhaust nozzle, L represents total longitudinal length of the
nozzle, and x represents longitudinal position.
The cross-sectional area of the 2D exhaust nozzle has an ellipse
shape. Ratio (eellipse ) of major radius (rmajor ) of the ellipse with respect to
√̅̅̅̅̅̅̅̅̅̅̅̅̅
the equivalent radius (req = A2D /π) of nozzle cross-section were
designed as following equations to satisfy the area distribution of Fig. 2.
(x )
eellipse = k1 cos π + k2 (2)
L

rmajor = eellipse req (3)

rminor = req /eellipse (4)

where, k1 and k2 represent coefficients to determine ellipse shape, and

− 0.553, 1.553 are respectively assigned here. Fig. 3 shows radii distri­
butions normalized by nozzle inlet radius (r0 ). The cross-section of the
2D exhaust nozzle gradually flattens toward the nozzle exit as shown in
Fig. 2. Area distributions along the longitudinal direction.

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S.J. Kim et al. Results in Physics 19 (2020) 103395

Fig. 4. Temperature distributions at each stations of nozzles.

Fig. 3, thus it called 2D shape nozzle. These cross-sectional distributions

Table 1
can be further optimized through deepen design study to minimize flow
Calculated mixing performance according to nozzle types.
separation with the pressure loss.
Properties Coaxial 2D Coaxial 2D
exhaust exhaust exhaust exhaust
Mixing efficiency of 2D exhaust nozzle nozzle nozzle nozzle nozzle

Without lobed mixer With lobed mixer

CFD (Computational fluid dynamics) was performed to verify the gas
Normalized Mass 1.000 0.968 0.993 (0.7% 0.970
flow mixing performance by comparing the 2D exhaust nozzle with the
flow rate (ṁf ) (3.2% ↓) ↓) (3.0% ↓)
conventional coaxial exhaust nozzle. Commercial program, Fluent 14.5
Normalized Gross 1.000 0.966 0.996 (0.4% 0.953
was used to perform CFD, and compressible Navier-Stokes equation with thrust (Fg ) (3.4% ↓) ↓) (4.7% ↓)
SST turbulent model was applied to analyze the model. In order to ex­ Normalized 1.000 0.352 3.577 5.563
press the flow dynamics of the exhaust gas realistically, the external Mixing
atmospheric zone was set to 5 m. In this analysis, the outlet temperature efficiency (ηmix )
distributions, flow rate, thrust, and pressure loss of the nozzle were
calculated, and the calculations including the lobed mixer (blue color
structure in Fig. 1) were also performed for the two types of nozzles. and Fg,fullymixed is the ideally calculated thrust when the core and bypass
To investigate effectiveness of the 2D exhaust nozzle in terms of flows are fully mixed.
outlet temperature reductions, the temperature distributions at axial From CFD analysis, we could obtain mass flow rate (ṁf ) through the
stations were calculated from the aforementioned CFD analysis. For nozzle. Assuming control volume at the nozzle, gross thrust also could be
boundary conditions, inlet pressure and temperature of the nozzle and calculated by following equation.
lobed mixer were assigned based on the engine cycle data, and outlet
pressure and temperature were assigned to ambient conditions (1 atm,
288 K). Fig. 4 shows the results of temperature distributions at axial
stations under each case. The shape of the lobed mixer is similar to that
of the temperature distribution at the first station in Fig. 4. The high
temperature core gas, shown in red, is mixed with the blue low tem­
perature bypass air, and temperature of the exhaust gas is reduced. In
the case of using a lobed mixer, the core flow in the center of the nozzle
flows to the wall by the lobes, which facilitates mixing with the bypass
air flow. The 2D exhaust nozzle prevents the formation of high tem­
perature core gas distribution in the center compared to the coaxial
exhaust nozzle. In particular, when the lobed mixer and the 2D exhaust
nozzle are both used, the mixing effect is increased and the hot gas
distribution at the nozzle outlet is weakened.
In order to quantitatively compare the gas mixing performance of the
nozzle, the mixing efficiency is defined as follows.
Fg − Fg,unmix
ηmix = (5)
Fg,fullymixed − Fg,unmix

Fg is the gross thrust in each analysis, Fg,unmix is the sum of the thrust Fig. 5. Structural Layout of the 2D exhaust nozzle with multiple compos­
that occurs in each flow when the core and bypass flows are not mixed, ite layers.

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S.J. Kim et al. Results in Physics 19 (2020) 103395

thrust, and mixing efficiency based on Eq. (5) for the coaxial and 2D
exhaust nozzles (normalized by the results of the coaxial exhaust nozzle
without a lobed mixer). The results with and without the lobed mixer
were also compared.
In case of without the lobed mixer, mixing efficiency of the 2D
exhaust nozzle is not greater than the case of the coaxial exhaust nozzle.
However, by using the lobed mixer, mixing of core flow and bypass flow
is enhanced, and the 2D exhaust nozzle shows 1.5 times higher mixing
efficiency than the coaxial exhaust nozzle with the lobed mixer, and 5.5
times higher mixing efficiency than the case of absence of the lobed
mixer. Thus, we found that the lobed mixer is necessarily used together
to enhance mixing efficiency and decrease gas temperature of the 2D
exhaust nozzle. However, its values of mass flow rate and gross thrust
are degraded (3.0% and 4.7%, respectively) due to heterogeneity of gas
flow. Because the mass flow rate and gross thrust decrease, the operating
point of the engine should be set in consideration of the required engine
performance in the aircraft.

Nozzle with multiple composite layers

In this study, we propose a novel 2D exhaust nozzle structure that

Fig. 6. Visible are of the engine hot section viewed from the rear; (a) Coaxial
exhaust nozzle, (b) 2D exhaust nozzle.
( )
Fg = ṁf vf + pf − pamb Aexit (6)
where, vf , pf , Aexit represent flow velocity, pressure and cross-sectional
area, respectively at the nozzle exit, and pamb represents ambient pres­
sure. Table 1 summarizes the normalized values of mass flow rate, gross
minimizes outermost surface temperature caused by heat transfer from
the inner surface by dividing the nozzle into three layers and placing the
ceramic insulator in the middle layer. As shown in Fig. 5, the inner
surface of the nozzle is composed of C-SiC layer, which is based on
#3327 carbon fabric and phenolic resin (R/C: 40~50%) and the
outermost layer is composed of CFRP, which is based on carbon/epoxy
prepreg to secure the structural strength of the nozzle. Ceramic insulator
is placed between the C-SiC layer and the CFRP layer to prevent heat
conduction.
C-SiC has high temperature capability, erosion resistance, and high
specific strength [13–15]. In the case of metal, the specific strength
drops sharply at high temperature above 800 ◦ C, but in the case of the C-
SiC, the specific strength can be maintained at a temperature higher than

Fig. 7. Manufacturing process for C-SiC layer of the nozzle.

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S.J. Kim et al. Results in Physics 19 (2020) 103395

Fig. 8. Si infiltration process using Boron nitride dam.

Fig. 9. Manufactured 2D exhaust nozzle.

1400 ◦ C, thus it is used for high temperature nozzle flaps, combustor can be typically fabricated by the method of CVI (Chemical Vapor
liner, turbine disk, and etc. And C-SiC is widely used for the engine Infiltration), LSI (Liquid Silicon Infiltration), and PIP (Polymer Infiltra­
nozzle due to its remarkable erosion resistance. tion and Pyrolysis). CVI process can obtain high purity and high crys­
Since CFRP is likely to lose strength at high temperature, the ceramic tallinity by the reaction gas deposition manufacturing process, but there
insulator layer should be designed to maintain surface temperature of are limitations such as residual void, very slow process, and requirement
the CFRP layer below 180 ◦ C. IR suppression is also possible because it of precise control equipment. In the case of PIP process, even if complex
can be maintained below the minimum temperature which can cause
3~5um IR signature. In this study, the C-SiC layer, the ceramic insulator
layer, and the CFRP layer were designed 5 mm, 20 mm, and 5 mm,
respectively. Detailed structural analysis and design will be covered
later through the related paper. This paper omits the detailed design to
focus on the concept of the 2D exhaust nozzle with multiple composite
layers and its effectiveness.
By calculating the visible area of the engine hot section viewed from
the rear, the area of 2D exhaust nozzle is reduced by 37% compared to
that of the coaxial nozzle, and it reduces IR signature that occurs in the
engine’s hot parts as shown in Fig. 6.

Manufacturing process of the nozzle

C-SiC layer
Fig. 10. Thermocouple positions on the 2D exhaust nozzle during the en­
The C-SiC composite constituting the innermost layer of the nozzle gine test.

5
S.J. Kim et al.
shape can be produced at low cost by polymer pyrolysis method, but it is
not suitable for the nozzle fabrication of this study due to void, low
crystallinity, and volume shrinkage problems. In this study, the LSI
process for infiltration of powder and melting Si is used to have the
advantages of crystallinity, full mechanical strength over 1400 ◦ C, and
simple fabrication process [16–18]. The innermost layer consisted of C-
SiC was fabricated through the steps as shown in Fig. 7.
First, phenolic resin (R/C: 40~50%) is applied to #3327 carbon
fabric arranged in the 0◦ direction and 90◦ direction, and then manu­
factured in preform using the autoclave. Afterward, two stepwise car­
bonizations are proceeded to prevent heat shock. Next, after Si is spread
on the nozzle surface, the nozzle is inserted into a mold made of graphite
and Si infiltration is performed in a high temperature chamber. In this
step, Si infiltration is prevented by boron coating on the part where Si is
Fig. 11. Nozzle surface temperature results of the 2D exhaust nozzle.
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Results in Physics 19 (2020) 103395
not needed. The C-SiC composite nozzle after Si infiltration is polished to
ensure a smooth flow path surface. Since the 2D exhaust nozzle is flat
and has cavity inside, it is difficult to mold the whole part in one part.
Thus, upper and lower parts of the C-SiC layer nozzle are individually
fabricated, and then these parts are assembled into the one part by using
ceramic bonding.
However, in case of initial product, Si deficiency occurred at the rear
and Si was excessive at the front as Si flowed down by gravity due to Si
infiltration using the vertical chamber. To solve this problem, boron
nitride dam were placed at regular intervals along the longitudinal di­
rection, and Si could be evenly infiltrated on the nozzle surface with
minimization of Si flowed down (Fig. 8).
S.J. Kim et al. Results in Physics 19 (2020) 103395

the amount of heat transfer from the exhaust gases to the nozzle. The
phenomenon that the nozzle temperature decreases at the maximum
PLA point can be also explained by this cooling amount caused by the
convection (1100 s~1150 s, 1280 s~1350 s). High exhaust gas speed at
high PLA enhances air mixing on the nozzle surface and convection
cooling effect, as well. Of the four nozzle surface temperature mea­
surement points, the highest temperature results can be seen at position
1 and 2 attached to the nozzle tip. This is because the nozzle tip is
located close to the hot exhaust gas and the part of the outermost CFRP
layer is directly exposed to the exhaust gas. In the case of the 2D exhaust
nozzle, the nozzle surface temperature was maintained below 100 ◦ C
during the entire engine test. According to the Wien’s displacement law
(λ = 2893
T μm), the IR signature in this temperature range is 7.7 um
wavelength band, and it is difficult to be detected due to atmospheric
scattering in the air.
The engine performance according to the nozzle type was compared
based on the engine thrust and specific fuel consumption. Fig. 12 is the
engine thrust value for the turbine inlet temperature, and it represents the
amount of energy converted to thrust from the combustion energy by the
nozzle. There is no difference in thrust between the two nozzle types up to
a certain turbine inlet temperature, but at the maximum thrust operating
Fig. 12. Comparisons of the engine thrust performance.
point, the thrust of 2D exhaust nozzle is about 2.5% lower than the one of
the coaxial exhaust nozzle. In case of SFC (specific fuel consumption),
Ceramic insulator layer and CFRP layer
which means fuel consumption versus thrust, the 2D exhaust nozzle is
about 3.0% larger than the coaxial exhaust nozzle as shown in Fig. 13. The
The insulator located on the C-SiC layer was made of block-shaped
thrust and the SFC performance deterioration are due to pressure loss on
pieces of ceramic insulator and bonded onto the C-SiC layer. Carbon/
the rough inner-surface of the 2D exhaust nozzle which is made of com­
Epoxy prepreg was covered on it, and bagging and curing in the auto­
posite material. However, the thrust and SFC deterioration of the 2D
clave were performed. The final geometry and dimensions of the nozzle
exhaust nozzle found in the engine test is not a serious level, so the gain
are adjusted through additional machining. In order to fasten the front
from reducing the nozzle surface temperature is greater.
end of the 2D exhaust nozzle and the duct #2 (Fig. 1), the flange part of
the nozzle which does not pass the hot exhaust gas was manufactured by
IR signature test
using SUS304. Since the ceramic insulator cannot be covered on the
whole C-SiC plane, the ceramic insulator is constructed from the front of
An engine with a 2D exhaust nozzle was applied to the aircraft to
the heating zone which is contacted with the high temperature/high
experimentally verify the IR reduction effect in the rear side of the
speed exhaust gas. Fig. 9 shows finally manufactured 2D exhaust nozzle
aircraft. The IR wavelength signal was measured using the MR304
with multiple composite layers.
model of ABB’s IR spectro-radiometer. The measuring position is 45
degrees to the rear of the aircraft, and it can measure the IR signature
Application test
from the exhaust nozzle and from the plume injected from the rear of the
aircraft. The aircraft was stationary on the ground and IR signature were
Engine test
measured for the engine start, flight idle, 50% PLA and 100% PLA
conditions.
Engine test was performed using the coaxial exhaust nozzle and the
The measured data from IR spectro-radiometer was analyzed to
2D exhaust nozzle under the same test conditions with the same turbo
quantitatively assess IR signature reduction performance of the 2D
engine, and engine performances and the surface temperature of the 2D
exhaust nozzle was measured. During the engine test, turbine inlet
temperature, engine rotor RPM, engine thrust, fuel consumption, and
nozzle surface temperatures were measured. K-type thermocouples,
measuring up to 1250 ◦ C, were attached to a total of four points on the
nozzle surface as shown in Fig. 10. Two points on the upper and bottom
surfaces of the nozzle part where the hot core gas directly hits (numbers
3 and 4 in Fig. 10), and two points of the nozzle tip were measured
(numbers 1 and 2 in Fig. 10).
Engine test sequences include starting condition, maximum thrust
condition, and slam up/down conditions. Temperatures on the 2D
exhaust nozzle surface with respect to PLA (Power lever angle) repre­
senting engine thrust demand level, and turbine inlet temperature are
shown in Fig. 11.
Turbine inlet temperature increases to the same trend as PLA due to
increase of the combustion temperature, but the nozzle surface tem­
perature tends to be different. In the early stage of engine start-up, the
nozzle surface temperature gradually increases due to the warming up of
the nozzle. However, the nozzle surface temperature increases even
though the PLA and turbine inlet temperature decreases (960 s~1000 s,
1150 s~1180 s), due to the reduced cooling effect caused by the con­
vection of the ambient air on the outside of the nozzle as compared to Fig. 13. Comparisons of the engine SFC performance.

7
S.J. Kim et al.
Fig. 14. IR spectral irradiance measurement results (Left: Coaxial exhaust nozzle, Right: 2D exhaust nozzle).
exhaust nozzle. The MR304 IR spectro-radiometer can measure IR
signature in the 2~15um wavelength range, but in order to validate the
IR signature reduction effect due to temperature reduction, the 2~6um
wavelength range IR signature was analyzed. Fig. 14 shows the spectral
irradiance results of the IR signature measured at 45 degrees behind the
aircraft under 100% PLA engine operating condition. Regardless of type
of the nozzle, the IR signature of near 4 um wavelength band is the
highest due to the plume. However, we can see that the overall IR
signature amplitude of the 2D exhaust nozzle is lower than that of the
coaxial exhaust nozzle. Fig. 15 shows the quantitative value of the IR
signature level at each engine operating condition. It can be seen that
the 2D exhaust nozzle can reduce the IR signature by 30% at maximum
thrust condition and 20% at flight idle condition. This reduction in IR
signature level suppression behind the aircraft can increase the stealth
capability and survivability of the aircraft.
Conclusion
In this study, we proposed the 2D exhaust nozzle with multiple
composite layers that can suppress IR signature on high temperature
exhaust nozzle surface and verified its performance by fabricating and
testing it. The proposed 2D exhaust nozzle, which has an insulator layer
in the middle layer of the nozzle, has been shown to maintain surface
temperature below 100 ◦ C without significant degradation in engine
performance in the engine application test. IR signature emitted from
Fig. 15. IR irradiance magnitude comparisons.
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Results in Physics 19 (2020) 103395
the nozzle maintained below 100 ◦ C can be easily scattered by the air,
thus it can reduce the probability of detection behind the aircraft. In the
IR signature measurement test by applying the nozzle to the aircraft, it
was verified that the 2D exhaust nozzle can reduce the IR signature by
20% than the coaxial exhaust nozzle made of steel.
The C-SiC constituting the innermost layer of the 2D exhaust nozzle
has excellent high temperature abrasion resistance, but when manu­
factured by melting Si infiltration method, the Si may not be evenly
applied to the nozzle and thus may not secure high temperature abrasion
resistance. In this study, we use boron nitride to create partitions on the
nozzles and use them to prevent Si flowing down and Si tilting. This
method can be useful for the production of more complex C-SiC
composites.
By changing the thickness of C-SiC layer, insulator layer, ad CFRP
layer constituting 2D exhaust nozzle, nozzle abrasion resistance, struc­
tural strength and heat transfer to nozzle outermost surface can be
controlled. In addition, the weight of the nozzle is determined by the
total layer thickness. Therefore, in the future study, the structural design
study to optimize the nozzle weight and the IR signature suppression
performance will be conducted.
CRediT authorship contribution statement
Sun Je Kim: Conceptualization, Data curation, Investigation,
Writing - original draft. Yeong Ryeon Kim: Conceptualization, Super­
vision, Writing - review & editing. Yongha Kim: Conceptualization,
Investigation, Writing - review & editing. Myung Ho Kim: Data cura­
tion, Investigation. MyungSup Lee: Data curation, Investigation.
Declaration of Competing Interest
The authors declare that they have no known competing financial
interests or personal relationships that could have appeared to influence
the work reported in this paper.
Acknowledgment
This work has been supported by the project “A Study on Core
Technology of Stealth UAV” and “Technology of Turbofan Engine Sys­
tem Integration Development” of Defense Acquisition Program Admin­
istration and Agency for Defense Development.
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