Gas WUT a od) atom a4 lated Air Inlet SectionSUBSONIC AIR INLET REDUCED VELOCITY INCREASED STATIC ‘PRESSURE Sg Fig. 13.2 The ideal air inlet for a turbojet engine, fitted to an aeroplane flying at subsonic or low supersonic speads, is a shor, pitot-type circular inlet that is divergent in shape, therefore changing the ram air velocity into higher static pressure. This type of inlet makes the fullest use of the ramming effect on air due lo forward speed, suffering the minimum loss of ram pressure with changing aeroplane attitude. However, as. sonic speed is approached, the efficiency of this type of inlet ‘starts to fall due to of the formation of shock waves at the intake lip. For a subsonic inlet, airspeed is normally controlled between M 0.4 to M 1.0,SUPERSONIC AIR INLET It is necessary at high Mach numbers to have an air inlet with a variable throat area and spill ‘valves in order to accept and control the changing volume of air (¢.9. Concorde). This type of intake is described later. Airflow velocities in the higher speed range of the aeroplane are much hhigher than the engine can efficiently use, so the air velocity must be decreased between the inlet and the engine air inlet At flight speeds just above the speed of sound, only slight modifications to ordinary subsonic inlet design are required to produce satisfactory performance. To minimise energy loss and temperature rise at supersonic flight speeds, the inlet is required to slow the air with the weakest ‘possible series ar combination of shock waves, ‘One of the least complicated types of inlet is the simple normal shock type diffuser that employs a ‘single normal shock wave at the inlet with a subsequent intemal subsonic compression. Normal ‘shock wave strength at low supersonic Mach numbers is not too high. Therefore, this type of inlet is satisfactory, At higher supersonic Mach numbers, the single normal shack wave is strong and ‘causes a large reduction in the total pressure recovered by tha inlet. It is also necessary to ‘consider that the wasted energy of the airstream produces an additional undesirable temperature: rise af the inlet airflow.The amount of intake requied bya gas turbine engine is approumatelyI0unes that requed by a recproaing eagite, The af entances desed to conduct acon me aio he compressor with miamyum energy ss esuling fom drag or fam pressure loss, hats, the fow of ar io the eompressor shouldbe re of turbulence to achieve rmgximum operating eficieney. Proper design con- {bute mately to aicrahpevfommanes by increasing 8 wnonuet Figure 3-3. Types of Entrance Ducts theratoofcompresor discharge pressure oduct inkt presi The amount of air pasing through the engine depends on he + gelofe amps ‘Forward sped ofthe ara. + Daasiy ofthe ambant a. Inks (Figures 33, 34) are cased as- «+ Noseines located inthe nose ofthe fuselage, power ant Pad, onal. + Wing es ated angi adele the wing usually at the root for single-engine insulation. «Amar ints encilng in whol rin part ike fuselage ot pover plat po or nel. + Soop inks -projeting beyond the immediate sara ofthe segs or mcele + Flush inlets recessed inthe side of the fuslage, powerplant or or nae + Belimouh inlets bell-shaped fannel wih caetly rounded Stood, mooted t et af caine, Figure 3-4, Bellmouth Compressor InletThere are two basic types of air entrances in use single entrance and divided entrance. Generally, iis bes to usea single entrance with an axial-loweagine to obsin maximum am pressure trough stright How. Single entrance is used almost exclusively on wing or external installations where the unobstructed entrance lends itself readily toa single shor, straight duet (Figure 35) Figure 3-5, Alrcraft With Single-Entrance Duct sie memg an em chamber incon taste sof gle staght doc mp: ‘tical Inmost cases the divided entrance permits the usc ticle separator or inlet screens to protect compressors. <3 Figure 3-6. Turboprop Compressor iniete