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Thrust Reverse Systems for Military Aircraft

Thibault Denis
Cranfield University, Cranfield, Bedfordshire MK43 0AL, United Kingdom, t.y.denis@cranfield.ac.uk

Abstract

This document is published for the purpose of providing general knowledge and information on Thrust Reverse Systems for
Military Aircraft. The wide configuration of stream deflectors and their applications have been investigated, giving an under-
standing of the working and evolution from simple Turboprop to Turbofan to Turbojets. Thrust reverse systems play an im-
portant role in the design of military aircraft, enabling them to be manoeuvred independently on the ground. The growing
emphasise on STOL requires reliable and effective thrust reverse. This paper explains that difference of Turboprop Turbojet
and Turbofan thrust deflector type. Common mechanism is described like the Cascade, Clamshell or Bucket. Discussing the
different systems, this paper takes into account the distinction between the operation of a Thrust Reverser “on-ground” and
“in-flight”. Also considering innovative concepts, such as wing-mounted thrust reverser system enables to discuss advantages
and disadvantages of thrust revers systems. Giving an understanding of several application and configuration, it can be con-
cluded, that the selection of thrust reverser should be based primarily on the mechanical and structural integration rather than
on performance characteristics.

Keywords: thrust reverse, military aircraft, stream deflection, in-flight thrust reversing, cascade, clamshell, bucket

Nomenclature and abbreviations device, especially for military transport aircrafts, which are
specially designed to land on short and unfinished runways,
DOC Direct Operating Cost where wheel-brake alone is not sufficient enough. Besides,
FT Forward Thrust multi-mission for military airplanes requires enhanced
manoeuvrability, altitude control, survivability, landing
HBP High Bypass approach and ground-roll performance, which can be
RPM Rotation per Minute achieved by on-ground and in-flight use of thrust reversers.
STOL Short Take-Off and Landing The installation of thrust reverse systems implies an in-
TCU Thrust Control Unit crease of engine complexity, weight, cost and bulk, which
are disadvantages. For military combat aircrafts, the use of
TR Thrust reverser
thrust reverse systems usually depends, whether the bene-
2D-CD Two-Dimensional Convergent Divergent fits which can be gained through their use outweigh the
above mentioned disadvantages. Furthermore, emphasis on
the mission profile, increasing requirements in excellent
1. Introduction combat manoeuvrability and wide range capability with
maximum payload gains in importance. Regarding the
Thrust reverse systems are universally common on air- overall mission-profile and their operating time of approx-
planes as a method of deceleration. They use effectively imately 0.8 - 1 percent of the whole mission duration,
the engine power as a decelerating force by deflecting the thrust reversers have a low efficiency. Thus, the majority of
airflow in direction against the plane’s motion. Indeed, the combat aircrafts avoid thrust reverse systems. Therefore,
emphasis on short take-off and landing (STOL) for military focussing on maximum payload, the thrust reverse system
airplanes suggested that thrust reversers are an effective would represent avoidable complexity, weight, bulk and
mean of radical deceleration and hence of reducing ground- cost. Consequently, a longer landing distance is required
roll. Further benefits, such as a reduction of wheel-brakes, due to combat aircraft’s increasingly high landing speed,
which prolongs brake life and reduce tyre wear (1) as well as which is mainly due to the high wing loadings and low
independence on ground manoeuvrability can be gained. drag coefficient. Indeed, the military airbases, from which
Over the time, thrust reversing turned into an inevitable most military airplanes operate, are well constructed for

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T. Denis / Thrust Reverse Systems for Military Aircraft
this purpose and offer long runways. Otherwise, different
methods of deceleration in addition to wheel brakes can be
employed such as the drag chute, which is lighter and
easier to install, but needs supplementary maintenance.
Also the use of arresting hook or the so-called barricade
method which is often used for naval aviation and on some
land based airfields.
Figure 1: Landing distance required using different brak-
ing devices. (2)
The important role of the thrust reverser and its benefits for
on-ground applications is shown in Figure 1. The illustrat-
ed methods consist of wheel-brakes alone, wheel-brakes
plus a drag parachute and wheel-brakes plus 40 and 80
percent thrust reversal. It is assumed that these methods are
deployed immediately after touchdown, and no previous
deceleration was applied until that time. Indeed, the Figure
1 shows that the use of thrust reversers, whether 40 or 80
percent, in addition to wheel-brakes is dominant to other
methods as a means of deceleration. Using a drag parachute
as a means of deceleration can also be applied, but it must
be cut loose in case of a wave-off, resulting in a second
approach without drag-chute.
2. In-flight application
The idea of a thrust reverse system has its origin in the
naval aviation. Decreasing the approach speed by reducing
engine power was a delicate manoeuvre, requiring rapid
engine reactions to augmenting engine power in case of an
undesired wave-off or missed landing. Thrust reversers,
diverging from Thrust Control Units (TCU), were initially
developed to enable naval pilots to obtain a better control
on glide path and velocity during the approach and landing
on a carrier. This concept was based to overcome the slow
responding of the subtle changes in throttle. The TCU
permitted a fast response in changes while a constant en-
gine RPM is maintained. This innovation allowed naval
pilot to performing very steep and rapid descent to follow a
desire flight path.
Advanced technology developed the variable geometry
nozzle, which benefits of a TCU known as thrust vectoring.
As a vital concept in propulsion control, it is responsible
for increasing the pitch and/or yaw moment, enhancing the
aircraft performance during low speed and simplifies
manoeuvring at cruise speed. This concept adds extreme
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complexity to the nozzle design in term of kinematics,
actuation as well as control system and will not be investi-
gate further in this paper. It is to say, that most modern
turbojet propulsion system with a variable geometry nozzle
combines a thrust vectoring concept with a thrust reversal.
3. Evolution of thrust reverse concept
Figure 2: Ring-cascade thrust reverse arrangement by
SNECMA. (3)
Early concept of thrust reverse applied on aircraft was
ONERA of France, which consists of a second forward
facing propulsive nozzle. Engaging the thrust reverse after
landing, the pilot deflects, depending on the trigger posi-
tion, 50 to 80 percent of compressor airflow into a separate
combustion chamber producing a powerful jet ejection into
the second nozzle. This early concept was inefficient not
only due to its complexity, weight, cost and bulk, but most-
ly due to reingestion of the exhaust gas. Changing the
concept, SNECMA presented a first variation of today’s
concept of thrust reverser. The so called ring-cascade thrust
reverse (Figure 2) consist of an exhaust-pipe, which end
was formed by a cascade of channel-section rings. In for-
ward thrust mode, the exhaust gas flow passes straight
through the exhaust-pipe. To divert the flow, a streamline
strut was fitted across the reverser from which, when oper-
ating the thrust reverse mechanism, a discharge of high
pressure compressor bleed blows the exhaust gas into the
ring-cascade. Major drawbacks observed to this concept
were obstructions in the jet as well as escaping gas through
the rings during forward thrust operation. (3)
As a pioneer in its field, this concept sets the baseline for
today’s thrust reverse systems. These early drawbacks are
rectified after significant modification, creating today’s
cascade and clamshell concept.
4. Requirement of thrust reverse systems
Regardless of the selected concept of thrust reverse, the
maximum efficiency is obtained at high airplane speed.
This is simply due the energy balance, which proves, that
kinetic energy is being destroyed at a higher rate at the
higher speeds. Consequently, the most effective decelera-
tion occurs, when the thrust reverse is deployed immediate-
ly after touchdown.
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T. Denis / Thrust Reverse Systems for Military Aircraft
Besides deflecting the hot or cold exhaust flow to generate
deceleration by creating more drag, each concept should
fulfil two requirements:
1) Fail-safe: In case of a failure, the reverser mech-
anism has to return in a forward thrust position
from jet forces alone.
2) The retracted reverser position should not affect
the engine overall performance in order to pro-
vide maximum forward thrust.
The thrust reverse concept used depends on the propulsion
system on which it has to operate. Turbojets spoil or partly
reverse the entire forward thrust, while HBR turbofan, TR
are usually fitted in the fan stream, considering the core
stream relative unimportant. One exception is the military
transport aircraft, the C-17. Thrust reverser adds to the
engine’s installed weight and cost, and is invariably made
as part of the nacelle. These disadvantages are compensate
by their enormous benefits, by reducing significantly the
ground run at landings as well as safe on the use of wheel-
brakes, reducing wear , which pay off in prolonging the life
of the brakes and possibly tyres. Furthermore, they enables
the aircraft to land on contaminates runway such one cov-
ered with water, snow, ice or sand. Indeed, they permit
military aircraft to land in a wide range of location at very
unfavourable runway and site conditions.
Thus, the selection of the thrust revers type is based pri-
marily on installation consideration rather than on perfor-
mance characteristics
5. Turboprop
The propulsion system of many military transport airplanes
still operate with turboprop engine. Since the thrust is
produced by each blade and its pitch angle, by changing the
angle of their controllable pitch propellers above idle re-
sults in a forward thrust direction. This manoeuvre can be
called thrust reversing. As mentioned above, since there is
no international definition in the domain of thrust reverse,
the opinion whether or not changing the pitch to change
thrust direction falls under the title thrust reverse. 60%
reverse thrust can be achieved.
6. Low Bypass Engine, Mixed exhaust and turbojet
The effect of its location makes Thrust reverse a highly
complex system. Being fitted in the hot exhaust gas, they
have to be capable of reliable operation, without lubrica-
tion, at an ambient temperature of about 600°C. (4) To with-
stand such high temperature without significant defor-
mation, thrust reverser doors are usually made out of ni-
monic alloys, capable of reliable operation.
The major and most common mechanism of thrust reverser
used on aircraft fitted with a turbojet propulsion system are
the clamshell, target and bucket concept.
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Figure 3: Low bypass engine fitted with a deployed target
type thrust reverse, forming a pair of buckets. (3)
These concepts are also found on small mixed flow turbo-
fans. Unfortunately, there is now standardized distinction
within the industry which leads to significant confusion.
However, due to an investigation of several papers (5) - (6), (2)
regarding thrust reverse concepts, a statement to differenti-
ate the concept has been made. Researches shows, that the
clamshell concept is incorporates inside the engine design
and forms a part of the exhaust-pipe, while Target and
bucket are part of the airframe, suited on or respectively
partly forming the exhaust nozzle, where the bucket doors
additionally incorporate some reliefs, usually vanes, help-
ing to deflect the exhaust flow.
6.1. Target-bucket
Figure 4: Configuration of Target-type thrust reverser (2)
An alternative system is the target or bucket concept re-
verser. They consist of two segments mounted on the rear
end of the exhaust pipe. As mentioned above, as part of the
airframe, they differentiate by whether the two segments
(partly) formed the nozzle, Bucket-type, or are just situated
on the rear of the nozzle, Target-type. Apart of their inte-
gration Target-Bucket type thrust reversers are defined by
the turning of the thrust by a blocking surface located
behind the exhaust nozzle. This blockage surface is gener-
ated by two segments which are mounted on a pair of
pivoted arms operated by a pneumatic ram fed with com-
pressor bleed. By engaging the thrust reverse, each segment
pivots round, meeting at the centre, forming a large block-
ing surface resembling a pair of buckets (Figure 3). To
increase the flow attachment on the guidance surfaces, thus
increasing the deflection, some application incorporates
inner curved vanes in each bucket. These depend on the
configuration of the target type thrust reverser. An early
1960 investigation (2) defined to general configuration of
target type, the hemisphere and respectively half-cylinder
as illustrated in Figure 4. Beside their reliability this meth-
od is a light concept, suitable on almost all nozzle configu-
rations.
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T. Denis / Thrust Reverse Systems for Military Aircraft
At this concept, not only the shape of the reverser affects
the performances but also its installation space-ratio, thus
the distance between nozzle and reverser divided by the
nozzle diameter. It has a significant impact on the efficien-
cy of the thrust reversal. As illustrated by Povolny et al. (2)
In Figure 5, an efficient operation of this thrust revers
concept occurs when the optimal balance between space-
ratio and engine exhaust nozzle opening is found. The
nozzle opening encounters the over-temperature of the
turbine caused by a low spacing ratio. At close distance, the
blocking surfaces acts like a valve, blocking the exhaust
gas to exit the nozzle properly and thus reducing the mass-
flow through the nozzle. This relationship is plotted in
Figure 5.
Figure 5: Reverse-thrust obtained at different spacing
ratio. (2)
Further effects regarding the mounting complexity, target
shape and size as well as weight define the optimum instal-
lation. Consequently, a functional trade-off for an optimal
thrust reversal taking all aspects in account, shows the
blocking surface design should be located at approximately
one diameter downstream the exhaust of the nozzle.
(2)
Figure 6: Effect of spacing ratio on flow turning angle.
As illustrated in Figure 6, a close operation of the target
results in an excessiv gas-turning angle. The flow is
attached to the fuselage and remained attached for a
considerable distance. (2) Deflecting the flow further away,
having lover turning angle, reults in flow seperation and
induction of secondary flows. Depending on the duration of
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thrust reversal and on the material resistance whether or not
it is deirable to have low or high angle deflection. Figure 7
shows hot flow impingment on fuselage and controll
surfcaes (black spots on the fuselage), which can be
reduced by installing fairings or canting, taking a reduction
of thrust reversal efficiency in count.
Figure 7: Tornado aircraft with deployed target-type thrust
reverser after touchdown. (7)
A practical incorporation of a target-type thrust reverse is
found on both Tornado engines Figure 7. The target type
incorporated on the rear end of the engine deflected behind
the fuselage. It has upper and lower blocking surfaces
slightly canted guiding the flow around the fin to avoid
excessive scrubbing. To control the flow boundaries of the
reverse thrust, a shape similar to (a) from Figure 8 has been
chosen. This enables both thrust reverse to operate without
interacting with each other, creating undesirable side-
effects such as excessive flow separation at the control
surfaces.
Figure 8: reversed flow boundaries obtained by variable
sizing. (2)
6.2. Clamshell
Clamshell door reverser incorporates two or more curved
doors which are joined on the opposite side of the jetpipe
during forward thrust operation, where they seal off large
apertures in the wall. (3) Some variations of the aperture
incorporate transverse cascade, while other uses external
guidance doors to guide the hot exhaust gas. All blocking
doors operate with compressor bleed air and are mechani-
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T. Denis / Thrust Reverse Systems for Military Aircraft
cally linked to insure they move in unison. By selecting the
thrust reversal, the pilot pulls up an auxiliary reverse selec-
tor lever mounted on the throttle which involves the rota-
tion of the pivoting clamshell doors. The doors pivot till
they meet in a closed position, creating a sealed surface of
the inner panel and blocking the flow. The pivoting of the
clamshell doors simultaneously opens the side apertures
through which the jet can escape.(3) Depending on the
system, the jet is deflected and turned diagonally forward
by the cascade vanes arrangement in the apertures other-
wise by the external doors. They both increase the drag
forces acting on the airplane which results in a significant
deceleration.
Figure 9: Clamshell type reverser (left) in forward thrust
position (right) in reverse-thrust position. (3)
For incorporating the Clamshell mechanism inside the
pipe, great engineering perceptiveness is needed to provide
maximum efficiency in both, the closed and open position.
Indeed, the interior surface of the inner deflector doors
have to be substantially concise with the interior surface of
the surrounding pipe during forward thrusts setting, as to
minimize or even eliminate any perturbation of the jet,
which would affect the engine performance. It has to with-
stand high ambient temperature and provide reliability
without lubrication.
Figure 10: Viggen - Ejector Nozzle with halfway deployed
blocker-doors (7)
A speciality of the combat aircraft Viggen (Saab) was its
engine (Figure 10), which installed upstream an ejector
nozzle, leaving three slots round the periphery. These slots
are normally open and served as inlet to retain extra air, but
could be sealed if the Viggen wished to fly supersonic.
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Figure 11: Clamshell-door configuration of TCU. Full
closed (reverse thrust) to fully open (forward thrust). (8)
With its three bucket doors closed, these slots deflected the
expelled jet of the clamshell blocker doors. The Viggen
reverses its jet through three apertures on the sides and
underneath.
7. High bypass engine
The difference in high bypass turbofan engine to turbojet
engines is that the overall forward thrust is divided into two
parts. The bypass flow, a cold flow, generated by the fan
produced 80 to 90 percent of the forward thrust, and the
core flow, hot flow, which contributes the missing 20 to 10
percent of the overall thrust. Indeed, reversing concept had
to be reconsidered to obtain the best possible reverse-
thrust. Furthermore, the nacelle being hung under the wing,
turbofan engines have the enormous benefit of discharging
the reversed fan air all around the engine, except at the very
top, where the nacelle is attached to the wing. Such all-
around deflection cannot be achieved by engines mounted
in the rear fuselage or hung on.
At a mixed exhaust turbofan, integrating the conventional
target, bucket or clamshell concept would require immense
blocking doors, which would result in a significant increase
in weight and comparative reduction in efficiency. Consid-
erably, weight reduction could be achieves by deflecting
the majority of the flow, hence the cold bypass flow. Con-
sequently, neglecting the integrity of cooling systems ena-
bles a wide range of blocking mechanism. The use of mate-
rial could also result in a significant weight reduction.
Deflecting the cold flow enables to use low temperature
resistant materials, commonly used is titanium alloy but
investigation at a NASA research center went so far, to use
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T. Denis / Thrust Reverse Systems for Military Aircraft
composite materials and even specially treated fabrics
Figure 12. (9)
Figure 12: Cold flow thrust deflector using fabric in shown
in deployed position (9)
7.1. Cascade
The universally common concept of thrust reversers is the
Cascade type shown in Figure 13. Similar to the above
mentioned principle of the Clamshell concept, Cascade
type is mounted in to the nacelle system. The outer wall of
the bypass duct incorporates a large number of panels
attached at their rear edges and connected by pivoted links
to the translating envelope, which forms the complete rear
section of the fan-nozzle. By engaging the thrust reverser,
pneumatic ram supplied with high pressure bleed air, drive
the entire cowl backwards engaging the blocking mecha-
nism by pulling all the blocker panels downward. By a
different design, the blocker doors consist of front and rear
parts hinged together, folding inwards to block the duct
when the outer cowl moves aft. This seals-off the duct
entirely and deploys a ring of cascade vanes placed circum-
ferentially around the nacelle.
Figure 13: Cascade concept on top in closes position –
bottom with locked blockage in reverse position. (7)
The fan flow, being blocked in its forward direction es-
capes through the cascade vanes, turning and diffusing the
stream in reverse thrust. Since a perfect deflection by turn-
ing the flow through 180° is not achievable, the usual
angles of deflection are 120-150°. (3) As a result, a thrust
reversal of 70 percent of forward thrust is attainable.
A special case is the C-17 transport aircraft, which uses a
double system of thrust reverser. Its special mission profile
requires STOL capability on random location, where unfin-
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ished runway conditions significantly lower the wheel
brake efficiency. Indeed, the use of thrust reversers enable
the aircraft to land on unfinished or contaminated runways,
such one out of sand or grass or covered with water, snow
and ice.
Figure 14: Speciality of C-17 engine. Cold and hot stream
thrust reversal. (7)
Due to confidentiality, the exact reverse mechanism cannot
be researched. Considering the reverser concepts, it can be
assumed, that the BP flow is deflected by a cascade-type
reverser. Due to the hot core flow and the excessive tem-
perature, such a mechanism cannot be used. Judging from
the Figure 14, it is assumed that a clamshell-type with fixed
cascade box has been used.
8. Mixed individual application
The evolution shows, that the multi-mission of modern
combat aircraft requires STOL capability, as well as in-
creased transonic and supersonic manoeuvrability and
performance. The conventional exhaust nozzles are circular
and their design is mature, however considerable aft drag
penalties have been observed (10) with twin exhaust sys-
tems. Indeed new concept of variable exhaust nozzle ge-
ometries like the single expansion ramp, advanced ax-
isymmetric or two-dimensional convergent-divergent type
have been explored, which requested new thrust reverser
designs. Variable geometry nozzle enables thrust vectoring,
which replaces the excessive need of thrust reverser for
combat manoeuvrability as to reduce field length.
(6)
Figure 15: Variation of variable geometry nozzle.
Study for a thrust reverse system on a Two-Dimensional
Convergent-Divergent nozzle has shown feasible reverse-
thrust level of 50 percent of forward thrust. (6) 2D-CD
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T. Denis / Thrust Reverse Systems for Military Aircraft
describes a square or rectangular nozzle design, with a
constant profile across its width. It has an inner and outer
set of flaps and petals, all in refractory alloy (3) able to
vector up and down during flight or go into full reverse for
violent deceleration.
Open vane-position Close vane-position
Figure 16: Thrust reverse with variable cascade vanes (3)
Figure 17: Thrust reverse with fixed cascade vanes (8)
A suitable thrust reverse for a thrust vectoring nozzle is the
tail-pipe cascade-type. This concept includes an internal
flow blocker when thrust reverse is operated which covers
the cascade during forward thrust and becomes the conver-
gent part of the nozzle, thus the primary nozzle. Two cover
plates at the top and bottom of the exhaust pipe opens
during thrust reverse simultaneously uncover the cascade
box through which the jet can escape. Two cascade boxes
incorporating turning and splay vanes are located aligned to
the rectangular ports exit. Depending on the design, tail-
pipe cascade thrust reverser without variable position cas-
cade vanes, includes additional external doors which help
guide the exhaust flow otherwise seals apertures of the
cascade box on the outer surface. The illustrations Figure
16 and Figure 17 shows an axisymmetric two-dimensional
transition section of the thrust reverse concept of type tail-
pipe cascade with its major components: a flow blocker, a
cascade vane box assembly of variable position and fixed
position vanes, as well as internal and external.
In Figure 17, the turning of the flow occurs from the two
sets of fixed cascade box consisting of turning and splay
vanes. Both, vane and splay are oriented to 90° to each
other to provide flow turning in both direction, forward for
reverse thrust and side for flow splaying. A further distinc-
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tion is made between the cascade boxes of the “Turn-
ing/Splay Vane” box configuration (Figure 18)
Figure 18: Turning/Splay Vane box Configuration (2)
and the “Skewed vanes” box configuration (Figure 19).
Researches shows, that the Skewed configuration is nearly
as efficient as the Splay/Vanes configuration. Indeed, it
reduces mechanical and structural consideration such as
weight, cooling and manufacturing.
Figure 19: Skewed Vanes box configuration (2)
Furthermore, concluding out of tow individual investiga-
tions, one on variable position cascade vanes (8) and the
other on fixed cascade vanes (5), the use of fixed cascade
vanes results in a less complex thrust reverse system which
yields the benefit of lower weight, higher reliability and
maintenance. The variation of reverse thrust needed during
ground-roll can be achieved by reducing the engine RPM
in order to avoid reingestion.
9. Side-effects of Thrust reverser
Unfavourable side effects of thrust revers systems are the
potential reingestion of the hot deflected exhaust gas into
the inlet as well as heating on the airframe due to gas im-
pingement. Indeed, reingestion into the inlet can cause
engine stability issues and lead to undesirable thermal
distortion and even to a shutdown. A shutdown of the
propulsion system during the landing approach can have
fatal consequences, even loss of lives. Thus, the matching
of thrust reverser on the aircraft in matter to provide satis-
factory results regarding the above constraints as well as
loss of stability and directional control during landing,
approach or in-flight is the biggest engineering challenge.
Military transport aircraft, which uses reverse thrust, espe-
cially on unfinished runways, are also confronted with
foreign object damage if ground debris is lifted into the
engine inlet flow. (1) Also due to their large surfaces, flow
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T. Denis / Thrust Reverse Systems for Military Aircraft
characteristics around the aircraft are changed and resulting
in efficiency losses on control surfaces. Indeed, at high
power settings, the reversed flow from the engines mount-
ed on opposite side of the aircraft or at the aft can meet
below the fuselage, forming lift and resulting in severe
control issues. Figure 20 shows this effect on a Viggen
aircraft with reverse thrust mounted on the aft. At high
ground velocity, a zone of low pressure on the upper side of
the wing and a ground vortex are created. Consequently,
the aircraft’s aft tends to lift, causing a nose down pitching
moment. This phenomenon reduces the weight of the air-
craft on the wheels, which compromises the brake action.
The ground speed disperses the reversed gas reasonably to
prevent reingestion with the engine operating at maximal
speed.
Figure 20: Effect on reverse thrust at various ground ve-
locity (3)
At smaller ground velocity, the reduction in reversed flow
dispersion causes the additional lift to decrease. Conflict-
ing, the danger of reingestion increases significantly, espe-
cially for engine with short intake such as wing mounted
HBP Turbofan.
10. Innovative concept exceptional investigation
10.1. Wing mounted
Figure 21: Wing-mounted thrust reverser fully deployed (9)
Some researches (9) where undertaken to study the aerody-
namic performance of a wing mounted thrust reverser
applicable on subsonic aircraft. This concept is only practi-
cable on military transport aircraft, which has the engine
nacelles attached below the wings. The deflection is pro-
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duced by wing mounted flow deflectors. The investigation
was undertaken on a Turbofan engine with a BP ratio of
approximately 9 (11). Two different mountings, parallel to
the wing trailing edge or normal to the engine, shows
effectiveness competitive with or respectively better than a
conventional Cascade thrust reverser. This concept pro-
vides high potential and benefits. Beside an enhancement
of the thrust reversal performance, like the increased design
capability in improving the nacelle aerodynamic and pro-
pulsion airframe integration, a simpler nacelle structure
design can be achieved, which reduces nacelle weight and
improves engine maintenance access. These Factor are
beneficial for the high requirement of military transport
aircraft on time consuming maintenance and payload en-
hancement.
10.2. The Harrier
Figure 22: Pegasus Engine (Harrier) with its movable
nozzles implemented with cascade vanes (photo: privat)
Thrust vectoring can be achieved in several ways. Uses
rotating circular nozzle on the side, in which parallel are
numerous curved deflector vanes. The outer ring of this
nozzle can be rotated to make the emergent jet blow down,
for lift or ahead for breaking. A pioneer system was in the
Pegasus engine (Figure 22) where fan and core flow is
discharge by 4 nozzles mechanically linked together while
moving to ensure unison. A rotation of the nozzles up to an
angle of 100° could be achieved depending on the pilot’s
requirements. Variable geometry exhaust nozzles, having a
single exhaust-pipe only, incorporates rotating wedges
section to direct the flow aft, forwards or downwards.
11. Conclusion
An intense knowledge of the evolution gives a better un-
derstanding of modern thrust reverser performance as well
as their side-effects. There have been significant changes in
material and performance over the time, but more due to
better understanding in flow behaviour than into major
design changes. Further, it has been shown, that each pro-
pulsion system has their own advantages as well as disad-
vantages and by choosing the thrust revers system promis-
ing the best performance, may not necessary be efficient
due to mechanical integration issues. Thus, it can be con-
cluded, that the selection of the thrust reverser system may
be based principally on the installation consideration rather
than on performance characteristics.
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T. Denis / Thrust Reverse Systems for Military Aircraft
Acknowledgments
I wish to thank Dr. Nalianda for having taken the time to
share his knowledge and experience in thrust reverse sys-
tem, which contributes a lot to this paper.
I wish also to thank all my family and friends who sup-
ported and encouraged me during the redaction of this
paper.
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