@article{d5302571971445b58db1b06aeeb33c79,
title = "Analysis of the aerodynamic benefit from boundary layer ingestion for transport aircraft",
abstract = "Propulsors with boundary layer ingestion (BLI) generate a propulsive force with lower flow power input than conventional engines. This aerodynamic benefit can be traced back to its sources: reductions in jet, surface, and wake dissipation. A framework for BLI analysis is developed based on the power balance method: parametric expressions are derived for the net streamwise force on an aircraft and for the mechanical flow power required, as well as relations for the dissipation components. They illustrate the range of possible comparisons between BLI and non-BLI engine installations, and show how the benefit varies with design choices. Applying the framework to wind tunnel data from powered D8 aircraft model tests, the sources of aerodynamic BLI benefit are quantified for a realistic transport aircraft configuration. With the same propulsors (equal nozzle area) BLI reduces cruise power by 8.2%, of which 5.2% comes from a reduction in jet dissipation, 2.4% from reduced surface dissipation, and 0.6% from reduced wake dissipation. The jet dissipation reduction is equivalent to a 3.4 percentage points increase in propulsive efficiency. If the installations are compared at equal mass flow, the benefit amounts to a 9% lower cruise power.",
author = "Alejandra Uranga and Mark Drela and Hall, {David K.} and Greitzer, {Edward M.}",
note = "Funding Information: This work was partly supported by the NASA Fundamental Aeronautics Program, Fixed Wing Project (now Advanced Air Vehicles Program, Advanced Air Transport Technology Project) through Cooperative Agreement Number NNX11AB35A as part of the MIT N 3 Phase 2 program. The authors are pleased to acknowledge contributions from the rest of the MIT N 3 team and from our partners at Aurora Flight Sciences and Pratt & Whitney, who participated in the design and execution of the D8 wind tunnel tests. We would like to thank in particular Michael Lieu, Nina Siu, Neil Titchener, and C{\'e}cile Casses, who were part of the team's core. We are also most indebted to the contributions from Greg Gatlin and Judith Hannon of NASA Langley who were instrumental to the success of the tests. Funding Information: This work was partly supported by the NASA Fundamental Aeronautics Program, Fixed Wing Project (now Advanced Air Vehicles Program, Advanced Air Transport Technology Project) through Cooperative Agreement Number NNX11AB35A as part of the MIT N 3 Phase 2 program. The authors are pleased to acknowledge contributions from the rest of the MIT N 3 team and from our partners at Aurora Flight Sciences and Pratt & Whitney, who participated in the design and execution of the D8 wind tunnel tests. We would like to thank in particular Michael Lieu, Nina Siu, Neil Titchener, and C{\'e}cile Casses, who were part of the team{\textquoteright}s core. We are also most indebted to the contributions from Greg Gatlin and Judith Hannon of NASA Langley who were instrumental to the success of the tests. Publisher Copyright: {\textcopyright} 2018 by the American Institute of Aeronautics and Astronautics, Inc. All rights reserved.",
year = "2018",
doi = "10.2514/1.J056781",
language = "English (US)",
volume = "56",
pages = "4271--4281",
journal = "AIAA journal",
issn = "0001-1452",
publisher = "American Institute of Aeronautics and Astronautics Inc. (AIAA)",
number = "11",
}