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Inlet Geometry
Slowing down the incoming air to about Mach 0.40.5 is the primary
purpose of an inlet system to keep the tip speed of compressor blades
below sonic.
The installed performance of a jet engine greatly depends upon the airinlet system.
The type and geometry of the inlet and inlet duct determine the
pressure loss and distortion of the air supplied to the engine, which will
affect installed thrust and fuel consumption.
I have selected the spike inlet for my aircraft due to following reasons and
specifications:
N-S: (M0= 2 M1= 0.57, p1/p0 = 72%) (M0= 1.1 M1= 0.91, p1/p0
= 99.9%)
An oblique shock does not reduce the air speed all the way to subsonic.
Final transition from super to subsonic speed occurs through a normal
shock.
Speed reduction and pressure recovery depends on the wedge or cone
angle.
The greater the number of oblique shocks, the better the pressure
recovery.
Turning flow back to freestream direction by outside cowl lip may not
be possible.
INLET DIFFUSER:
Diffuser layout
Inlet Location:
Embedded engines
I have selected the inlet location of Side.
Capture Area
Excess air provided by the inlet must be spilled out the front.
If less air is provided, the engine will try to suck the extra required air.
Inlet capture area must be sized to provide sufficient air at all aircraft
speeds.
A typical subsonic jet inlet is sized for cruise at about Mach 0.80.9
Diffusion takes place about half within and half outside the inlet duct.
The area at the inlet front face is both the capture area and the throat
area.
Nozzle Configuration: