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Master Thesis Report Literature Review A closer look at the embedded engine concept is shown in figure 2.3. The main advantage of this concept is the lower propulsion system thrust line which implies lower balance requirement and there- fore smaller trim drag. The absence of the pylons also leads to a reduction in both the structural weight as well as the wetted surface area. Finally, embedded engine configuration features shielded intakes which leads to lower noise production. Embedded configurations also give rise to size limitation which impose constraint on the selection of an optimum thermodynamic cycle for a given flight profile. Most importantly, The main drawback of the embedded engine concept is the significant flow distortion into the engine, resulting in both engine stability issues and performance loss. The elevated distortion level also leads to increased maintenance to address possible high cycle fatigue and operability with the compression system. Taken these limitations together, they have a significant impact on the engine subsystem performance. Lastly, the use of an embedded engine design leads to a more complex and integrated design for the aft fuselage section. Figure 2.3: Closer look on the Embedded Engine Concept [1] A mathematical analysis of an embedded engine configuration with BLI versus podded engine by A.Plas [1] has shown that an embedded engine configuration requires lesser power as compared to the podded engine case with no BLI. This analysis is made on the assumption that the total weight of either configuration is the same. This is mainly because the inlet velocity into the propulsion system for the embedded engine concept is lesser than the podded engine concept. In the podded engine concept, the flow entering the engine has a freestream velocity of U∞. The engine then accelerates the flow to a velocity of Uj. For an ideally expanded nozzle, the momentum excess created by the jet balances the momentum deficit created by the drag of the airframe (DA). Fengine = m ̇ (Uj − U∞) = m ̇ (U∞ − Uw) = DA (2.1) The rate of (kinetic) energy added to the flow by the engine is given as follows: PnoBLI = m ̇ (Uj2 −U∞2 ) = m ̇ (Uj −U∞)(Uj +U∞) = Fengine(Uj +U∞) (2.2) 222 In the embedded engine concept, all the fuselage boundary layer is assumed to be ingested by the engine and the engine increases the wake velocity to the far upstream value. The wake velocity, Uw is 5PDF Image | Aerodynamic Design of the NASA Rotor 67 for Non Uniform Inflow
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