UNIT - Il - JET ENGINE INTAKES AND EXHAUST NOZZLES 2.1. INTAKE/INLETS All air-breathing engines should provided with an intake manufactured by aircraft manufacturer in co-ordination with engine manufacturer while installing engine in an aircraft. It is also known as Inlets (or) Diffuser. An aircraft may have one (or) more intake depends upon the installation of an engine in the airflame. Fig. 2.1. Aircraft Intake The purpose of an inlet is to * Deliver required amount of air to the compressor at different flight i conditions.ie 4“ Provide good starting characteristics. 8 “ Diffuses air with maximum static pressure rise and minimum total pressure loss. “Provide good uniformity of flow at large angle at attack recovering flow distortion (or) separation. | “ Minimum weight and cost. “ Low external drag. Inlets may be classified as 1. Subsonic or supersonic 2. Fixed geometry or variable geometry 3. Two-dimensional or axisymmetric. 2.1.1, SUBSONIC INLETS Subsonic aircraft inlets are mostly have a divergent shape. It is also known as diffusers. As the air flows into a divergent duct, the air gets decelerated and sonverts some of its kinetic energy into static pressure rise. Subsonic inlets are Jound in turbojet and turbofan engines. eg. JT8, JT9, Trent series etc., The upstream surface of the inlet which is smooth is called as inlet lip. Subsonic nlet has relatively thick lip. : Fig. 2.2. Subsonic aircraft inlet=] “yet Engine ‘Intakes and Exhaust Nozzles [23] le 712. RAM EFFECT The ram effect is the increase in static pressure due to forward “| sireraft in the inlet. The Subsonic Inlets makes use of the ram effect and suffers minimum pressure loss with change in altitude of aircraft. speed of the 21.3. SUBSONIC INLET TYPES ‘The most common type of subsonic inlet is the pilot Intake. The pilot intakes are sified into three major types, namely 1, Podded Intakes clas 2. Integrated Intakes 3. Flush Intakes +» Podded intakes are commonly used in transport aircrafts. eg. Boeing 707, 167,777, 787 and B-52. : Integrated intakes are used in combat aircrafts. The internal flow through integrated intakes have flow problems due to presence of bends, shape changes and surface of aircraft. eg. British Aerospace Harrier. + Flush intake is usually used in missiles. Flush intakes are readily accommodate within the airframe of the missile. . Ca O-—5 ee Fig. 2.3, Podded Intake py ae Fig. 2.4. Integrated IntakeFig. 2.5. Flush Intake 2.1.4. FLOW PATTERNS ®, The subsonic Inlet have to operate with wide range of free stream conditions depends on the flight speed and mass flow. The streamline patterns for low speed and high speed subsonic conditions are shown in figure. ® OO, © (a) High Speed (b) Low Speed Fig. 2.6. Flow patterns of subsonic intets During high-speed (level cruise) operation, the streamline pattent have deceleration of the flow entering external to the inlet plane, During low-speed (take-off and climb) operation, the same engine will demand more mass flow and the streamline pattern have external acceleration of the flow near the inlet. 2.1.5. INTERNAL FLOW AND STALL attached to the boundary of the diffuser. The flow is charact terized by unsteady Zones of stall. If the diffuser area increases rapidly, the flow will separate from the Propulsion} Surface and behave like ajet flow (vortices),s pagine smunes and kxhaust Nozzles \25] | Steady : a stall _—— ——- = Fig. 2.7. Internal flow and stall 22. RELATION BETWEEN MINIMUM AREA RATIO AND EXTERNAL DECELERATION RATIO Fig. 2.8. Control volume for the flow over inlet surface Consider a typical streamline pattern for large external deceleration shown in figure. While flowing over the lip of the inlet, the external flow is accelerated to high velocity as like the flow acceleration over the suction surface of an airfoil. A control surface is shown that it crosses the inlet at its minimum Area (A,) passes Over the inlet surface and extends downstream for enough for the external fluid ght velocity) (u,). The external flow Velocity to reach ‘the upstream velocity (fli ‘lets and leaves the control volume with an velocity (t,) and the internal flow ‘ers the control volume with velocity (u,) and leaves with velocity (u;)[26] Propulsion.) The net momentum flux out of the control volume is given by, > my ty PA, tt) ~ P Anas He (te) > m, ut pul A, - pu Anax +(1) From continuity equation, the side flow rate is given by, : m, = Puy Ang PU, A; ++.(2) Substitute the value ofm, in equation (1), > te Anax PUA), + PUTA, P IE Anas > PU, Anas PH) Uo A; + Pup A\— PU? Anay > pwAa, - pu,u,A, > pA(u — u,u,) -+.(3) The net force in the axial direction on the control volume is given by => Pa Anax ~ P)Ai-F, (4) where, F, - axial component of the force on the control volume due to the forces on the external surface of the inlet, Neglecting friction, we get F,=- [PX-nda inlet Amax F,= fPda, Ay where, P-- Pressure on the surface @ A, - increment of external surface area normal to X Substitute the value of F, in equation (4), Amax => PaAnar — P)A) .f Pd A, -5) Aj SR as ee ee[et Engine Intakes and Exhaust Nozzles PeAner—PiA J PAA, YY Subtracting P, A, on both sides, Amax P,Amax~PaAj—P,A,— f aa, Ea A, mex PaAmar—PoAi~ f Pd A, = M—--—Y Aj i PA (uy —u,u,)-P A, PA (uy —uju,)-P, Ay +P, A, Combining A, ‘max Amax f Pod A,~ fraa, = PAG ~uu,)+@)-P,) A, Ay A, Combining Amax J @o-PYGA, = PAG? -upu)+@/-P,A, (6) Ai By applying Bernoulli’s equation to external deceleration of internal flow, we obtain waa P,-P, =p 2 Substitute tthe value of (P,—P.,) in equation (6), Amex veo J @.-PdA,= PAG wave oe = Ay ; eM lie is = pAjluh -uj met 3-791 = DP Aus +up -2 1, ug) 1 = 9 PA, (4a- uy Amax Fi 2 f@.-Pyda.= 3 pw a(i-=) a Ar W Nie we know that the integral component of thrust Amax AT, = -f @.-P)dA, Aj 1 u,)? AT, = 7pm, a(1-=] (7) ui The equation (7) shows that the smaller the ratio 7, larger the thrust increment la AT,. During external deceleration on the outer surface of the nacelle, the pressure tise from P,,,, to P,. The pressure coefficient is given by, Pa = Pin C= , teu 2 max The average pressure difference is given by,” a Aciag f@.-Paa, 4; = a AeA, =S Pq -Pruin) factor between 0 and 1. n " whereFt Engine Intakes and Exhaust Nozzles - AT, = 1 = S@,—Pau) nar) } a substitute equation (8) in (7), we get, A oe A) = 3p 2 A (at y | eee eine) gP¥a Ar (9) . an L ( Amax ‘on between minimum area ratio | “A and i The equation (9) shows the relati 4; external deceleration ratio (=) aFropulsion ~:]| 0 0.2 04 0.6 08 1.0 uj/ ug Fig. 2.9. Minimum area ratio Vs deceleration ratio for various pressure co-efficients Cp ‘max 2.3. DIFFUSER PERFORMANCE Diffuser performance is characterized by three factors. 1. Stagnation pressure ratio and isentropic efficiency. 2. Air distortion at intake outlet. 3. Inlet spillage drag. Poo 2.3.1. STAGNATION PRESSURE RATIO (#2) oa Stagnation pressure ratio (7-4) is the ratio of total pressure at the exit of the inlet to the free stream ambient total pressure. It is also known as total pressure recovery. Poo r= a Poa The pressure recovery should be high for good inlet.ine Intakes and Exhaust Nozzles tropic Efficiency tropic efficiency j Ise Y is denoted by Ng and is a measure for the losses from the pstream conditions to th iti le or ‘0 the conditions at the i i i i of the inlet is expressed by inlet exit. The isentropic efficiency Na = Na (ot) Fig. 2.10. Streamlines and T-S diagram for a Subsonic Intake 23.2, AIR DISTORTION AT INTAKE OUTLET The air distortion at inlet outlet occurs when the air enters the intake at some degree of angle of attack to the engine nacelle, This increasing in angle of attack of incoming air occurs during take-off, landing and gust encounter situations. Such air distortion at the inlet exit affects the performance of the compressor (or) fan. As the compressor blades encounters distorted flows, the flow conditions will change Tapidly causes compressor stall and other structural problems will damage the Compressor blades and in severe cases will damage the whole engine.2.12 2.3.3. INLET SPILLAGE DRAG. Inlet spillage drag is a drag that occurs when the engine inlet cannot able to handle the flow that approaches the inlet. The airflow through the engine is decideg by the choking conditions in the nozzle. Any excess airflow that approaches the inlet is spilled around the inlet which generates additional drag called inlet Spillage drag. It is denoted by Dypittage: Hl Depitage = Km (V,-Vo) +A, 1 —Pp) where k is a factor Tanges from 0.4 to 0.7. 2.4. MODES OF OPERATION The Operation of external shock diffu: subcritical, critical and supercritical m internal shocks configurations. The po: determined by the downstream flow con ser is divided into low subcritical, high odes which depends on the external and sition of the normal shock at the inlet is ditions rather than by the inlet geometry. ZETTEET eae i A _ 5B e_xZZZZZZZIZZZZI wl =e Low subcritical High subcritical “TTA seZZEZEZZEZELEZI Zi ALIEN Critical Supercritical Fig, 2.11, Modes of Inlet OperationFat Engine Intakes and Exhaust Nozzles 23 241. SUBCRITICAL MODE In subcritical mode of inlet operation, the normal shock stands at the cowl lip of the inlet and spillage occurs. Low and high subcritical modes depends on the amount of spillage occurs at the cowl lip of the inlet. 2.4.2. CRITICAL MODE In critical mode of inlet operation, the normal shock moves downstream and stands just inside the cowl lip. The inlet accepts the mass flow far upstream of the inlet. 2.4.3, SUPERCRITICAL MODE In supercritical mode of inlet operation, the inlet cannot able to capture the mass flow rate of air required by the engine. Thus the normal shock is: sucked into the inlet and stays at the downstream position near the exit. Buzz is an airflow instability caused by the shock waves rapidly being alternatively swallowed and expelled at the inlet and this phenomenon occurs in supersonic inlets at subcritical operation. This internal disturbances affects the engine performance. In a ramjet engine, buzz phenomenon extinguishes combustion. 2.5. SUPERSONIC INLETS Fig, 2.12. Supersonic Inlet= OO — ll Propulsion -}) 2.14 cult to design than subsonic inlets due to the nature of supersonic flows. A typical supersonic inlet is made up of supersonic diffuser in which the flow is decelerated by a combination of shocks (One or more oblique shock followed by normal shock) and a subsonic diffuser which reduces the flow mach number from a high subsonic value to a value acceptable to the The: supersonic inlet is more diffi engine. 2.5.1. CLASSIFICATION OF SUPERSONIC INLETS Based on Geometry Generally supersonic inlets may be classified into two types, namely fixed and variable geometry. Supersonic Inlet REINER | Fixed Geometry Variable Geometry Two dimensional Translating Variable Variable center geometry geometry Axisymmetric body center cowl Chin body Variable lip — angles Variable ramp angles Variable throat area . Fig. 2.13. Classification of supersonic inlets * Fixed geometry inlets can be classified into three types namely two- dimensional, axisymmetric and chin. The shape of inlet does not change based on flow conditions.figure. % Gea Engine Intakes and Exhaust Nozzles Based on Shock Wave Pattern Based on shock waves produced at the inlet, the supersonic inlets are classified into three types, namely, internal, external or mixed compression inlets as shown in 2.15 Two dimensional fixed geometry inlets have rectangular cross sections eg. F14 and F15. Axisymmetric inlets uses axisymmetric central cone to create shock waves to slow down the flow to subsonic speeds. eg. SR-71. Variable geometry inlets are classified into three basic types namely, translating center body, variable geometry center body and variable geometry cowl. In translating center body, the central cone moves forward and backward to adjust the inlet area. eg. general dynamics F-111. For. flight at high mach numbers (M > 1.6), variable geometry inlets achieve high pressure recovery with lower external drag. Fig. 2.14. External compression supersonic inlet ession intakes complete the deceler: or more oblique shocks. hock to decelerate the flow from ation process outside External compr — the inlet using combination of two oblique shock followed by normal s supersonic speed to subsonic speed.~, § oo eee Athroat Fig. 2.15, Internal compression supersonic inlet External Internal compression compression Fig. 2.16. External and internal compression supersonic inlet (mixed) > Internal compression inlet creates all the shocks within the inlet. The terminal normal shock is located at the throat. Here the reflection of shocks from both the wall of the inlet to decelerate the flow. The terminal normal shock decelerate the flow to subsonic speed. “Mixed compression inlet uses a combination of external and internal compression system. Nowadays, all the supersonic inlets are of mixed compression type. . 2.6. STARTING PROBLEM ON SUPERSONIC INLETS + Supersonic deceleration process inside the inlet geometry are difficult to establish.Jet Engine Intakes and Exhaust Nozzles “> Deceleration (or) design conditions can be achieved only with overspeeding the air at the inlet or changing the diffuser geometry. % The difficulty to start the inlet is due to a shock that arises during deceleration process. “+ The shocks present at the inlet are moved downstream using two techniques. 1. Overspeeding 2. Area variation 2.6.1. STARTING PROCEDURE FOR SUPERSONIC INLETS BY OVERSPEEDING The step by step starting procedure for supersonic inlets by overspeeding of a fixed-geometry converging-diverging inlet is illustrated by figure given below. Assume that the propulsion device which is attached to the diffuser exit is capable of ingesting the entire diffuser mass flow. Thus the mass flow rate is limited only by-choking at minimum area (A,). Ag- Capture area A.- inlet area A> throat area (minimum area) Aalm wl soi (1+ 2 we) ] At high subsonic values of Mach number (M), the capture area (A,) must be less than the inlet area (A,), therefore spillage will occur around the inlet. A, — Aa Ai ee eae event — A, ~ At 1) When the inlet reaches the design mach number of the aircraft (M > 1), the mass flow cannot pass through the throat area (A). This shows the choked condition at the throat, thus the inlet air suffers a stagnation pressure loss in moving the shock, comes a normal shock and stays at the inlet, the ratio of capture area to throat A area A is given by Ay (A) _4f 2 “1 gen mG) «aL Fh (145 se) JPropulsion « 2.20 Condition (e) & (e’): M=M,+dM Fig. 2.17. (e’) The Mach number is overspeeded to a mach number M, beyond design mach number Mp. The spillage will stopped at inlet at this mach number. The inlet area (A)) will remain too large, so the inlet is capable of ingesting the entire incident mass flow without spillage. (condition (e)).’ The shock position will be just on the lip of the inlet. A further increase in mach number ™, + dM) will cause the shock to move downstream inside the inlet (convergent section). Since a shock cannot attain a stable position within the Convergent section. So, it will move quickly downstream to the divergent section and positioned in the divergent section at a position determined by downstream conditions, (condition (e’)). Condition (f): M=M, — Design Mach Number The mach number is reduced from M, to Mp (Design Mach Number). The incoming flow is decelerated from inlet (A) to throat (A), and reaccelerated te2.21 Jet Engine Intakes and Exhaust Nozzles supersonically in the divergent sectio! jnlet. At exactly design speed (M = Mp), supersonic to sul flight speed or increase of back pressure n, Thus attains isentropic flow through out the the throat Mach number reaches unity M* = 1) and isentropic deceleration from bsonic flow occurs. This ble, a slight decrease of ge and shock to move rapidly to reestablish condition (d). ¢ condition is unstal would require spilla: Fig. 217. () Thus the acceleration / overspecding of a supersonic Inlet is seen from condition (@ to condition (/). 6 ; \ . Detached shock A, a fe A) (igentropi At 2 a) AUAtp-nneefooo™ NS] 0) A oe) 06 04 04 06 1 Mo Mo Flight Mach Number (M) Fig. 2.18. Acceleration of 1-D supersonic inlet, (for | t OWING BY AREA VARIATION practical, it is possible to swal .d. Let us consid 2.6.2, SHOCK SWALL' If overspeeding is not of inlet geometry at constant flight spee low the shock by a variation ler the inlet is accelerated to2.22 Propulsion -} shock will be swallowed to take up a position downstream of the throat in the divergent section. shown in figure. Thus the isentropic flow is achieved with the convergent section and the throat Mach Number M, is greater than 1 with relatively strong shock wave occuls farther downstream. The complete i isentropic flow throughout the inlet is achieved by changing the area ratio (a) to its original value (# 1 the design Mach Number (M figure. A; If the area ratio (# Az ‘yi is decreased by varying the throat area (A, ) to a value A, ( ra So that inlet can ingest the entire inlet flow behind the shock. Thus the ) with the shock present ahead of inlet as shown in Fig. 2.19. C-D supersonic Inlet with throat area A, Fig. 2.20. C-D Supersonic Inlet with throat area A, Aee Jet Engine Intakes and Exhaust Nozales 2. The mechanism used for varying the throat geometry is difficult and mechanically operated. Sometimes center plug between non parallel walls are used with axial motion using mechanical devices.SOLVED PROBLEMS A Problem 2.1 A two-dimensional supersonic inlet is to be designed to operate at mach 24, Deceleration of the flow is achieved by occurrence of series of two oblique shocks followed by normal shock. Determine the loss of stagnation pressure, Assume the wedge turning angle is 6° each. Given: wedge angle (half) 0 = 6°et Engine Intakes and Exhaust Nozzles . 2.43, Solution : From oblique shock table For M,=24 0=6° wave angle| B = 29.38° A.ANU, KUTTAN, fe. PRO. Min = MysinBy «xgaistant Professt a F int of Aeronautical Es = 2.4 sin 29.38° islam Centro for Higher E09 il, Thuckalay ~ = L177 = 1.18 cad From Normal Shock table For M,, * 1.18 Poo 5 = 0.99 Pot v 1 M, = sin(B - 6) 14 1t+~5 J 2.42 sin? 29.38 ) __1__ = sin(29.38 — 6) 14-1 14 x 2.4 x sin? 29.38 — Cox W 2.1585 M, From oblique shock table for =M,= 2.1585 * 2.16 6=6° B = 32.60° M,, = M,sinB = 2.1585 sin 32.60° = 1.1629 = 1.16 = = 0.996[2.44] Propulsion. lo. M i 14737 M; * sin(B - 0) y M2 sin? B - 2 1+- ct 2.1585? sin? 32.60 1. x 2.15852 x sin? 32.60 -() From Normal shock table, for M; = 1.9344 = 1.94 of p_ = 0.749 Pos Stagnation pressure loss in given by = 0.749 x 0.966 x 0.994 5. = 0.741 Answer: Loss of stagnation pressure = 0.741 [Prootenn2.2 | A supersonic inlet is to be designed to handle air (y= 1.4 R = 287 J/kg-K) at Mach 1.75with static pressure and temperature of 50 KPa and 250 K. Determine the diffuser inlet area AjIf the diffuser is to handle 10 kg/s of air.