INLETS & NOZZLES

UNIT-2
 INLETS

•The main work of Inlet is to provide sufficient amount of air to the

compressor,
•with minimum pressure loss and to decrease the velocity as much as
possible.
•By maintaining less drag and at the entrance.
•Inlet has to provide sufficient amount of air to the compressor then
only required pressure will be developed to the C.C

•Inlet performance is highly depends on the installation losses like

additive drag, fore body (or) cowl drag, bypass air, boundary layer
bleed air etc.
Performance of inlet will depend on the following characteristics.

•High total pressure ratio

•Controllable flow matching requirements

•Good uniformity of flow

•Low installation drag

•Good starting and stability

•Low signatures( acoustics, radar, etc.) with minimum weight

•Low cost while meeting life and reliability goals.

Subsonic Inlets
Subsonic Inlets
Subsonic Inlets Major Design Variables

• Inlet total pressure ratio and drag at cruise

• Engine location on wing or fuselage

• Aircraft attitude envelope

• Inlet total pressure ratio and distortion envelope

• Engine out wind milling airflow and drag

• Integration of diffuser and fan flow path contour

• Integration of external nacelle contour with thrust reverser or accessories

• Flow field interaction with nacelle, pylon or wing

• Noise suppression requirements

 Subsonic Inlets:
Total Pressure Ratio
 Diffusers

Boundary layer development under adverse pressure gradient

types of flows in straight wall diffusers
flow separation limits in straight walled diffusers
Role of vertex generator in boundary layer separation
 Inlet Integration
• Keep ducts as short as possible
– reduces volume, reduces viscous losses
– limits on turning flow without separation
• Keep offset ducts long enough to prevent
separation
• Use the wing and fuselage to shield the inlet,
reduce distortion
• Watch proximity to ground
Supersonic Inlets
 Nozzle functions

• Nozzle serves as a engine back pressure control

• Act as a accelerating device ,converts thermal energy in to K.E.
• Provides thrust reversing & vectoring.
•Matches exit and atmospheric pressures as closely as desired
•Mixes core and bypass streams of turbo fan if necessary
•Suppress jet noise
•Cooling of walls
 Engine back pressure

• Throat area of nozzle is the main means available to control engine back pressure
and fuel consumptions.

•Back pressure is a resistance to the flow of gasses (i.e. mass flow rate)

•Increase in nozzle throat area decreases the engine back pressure,

and increases the mass flow rate.

•So we use variable area nozzles to control the engine back pressure.
THRUST REVERSER SYSTEMS
•The amount of force required for stopping an aircraft at a given distance after
touchdown increases with the gross weight of the aircraft and the square of the
landing speed.

•The size of modern transport aircraft, which results in higher wing loadings and
increased landing speeds, makes the use of wheel brakes alone unsatisfactory

•in the cases of wet, icy, or snow-covered runways, the efficiency of aircraft
brakes may be reduced by the loss of adhesion between aircraft tire and the
runway
•there is a need for additional methods for augmenting the stopping power
provided by the brakes to bring the aircraft to rest within the required distance.

•The reversible pitch propeller has solved the problem for reciprocating-engine
and turboprop-powered
aircraft.
•For military aircraft, parabrake or drag parachutes are in use.

•One or more parachutes may be deployed in some military aircraft as well as

space shuttle after touchdown.
•use of these devices for deceleration is not an attractive alternative for any
type of routine operations
•For civilian transport, reversing the engine thrust is the most simple and effective
way to reduce the aircraft landing run on both dry and slippery runways.

•The direction of the exhaust (gas or air) is reversed; thus the engine power is used
as a deceleration force.

•The landing runs could be reduced by some 500 ft by applying thrust reversal

•Some reversers are suitable for use in flight to reduce airspeed during descent to
slow the aircraft’s rate of descent, allowing it to land at steeper angles.

•Ideally, the gas should be directed in a completely forward direction, which is not
possible due to aerodynamic reasons. Actually, a discharge angle of approximately
45◦ is appropriate.

•On turbojet engines, low-bypass turbofan engines, and mixed turbofan engines, the
thrust reverser is achieved by reversing the exhaust gas flow (hot stream).

•On high-bypass ratio turbofan engines, reverse thrust is achieved by reversing the
fan (cold stream)
•airflow.
majority of the engine thrust is derived from the fan, although some engines use both
systems.

A good thrust reverser must fulfill the following conditions:

1. Must not affect the engine operation whether the thrust reverser is applied or
stowed
2. Withstand high temperature if it is used in the turbine exhaust
3. Mechanically strong
4. Relatively light in weight
5. When stowed should be streamlined into the engine nacelle and should not add
appreciably
to the frontal area of the engine
6. Reliable and fail safe
7. Cause few increased maintenance problems
8. Provide at least 50% of the full forward thrust
 THRUST REVERSER SYSTEMS
The most commonly used reversers are
https://youtu.be/vXZctFouxZE
•clamshell-type,
•external-bucket type doors and
•blocker doors https://youtu.be/wsNi8ecE2VM
 Clamshell door system

preexist thrust reverser

Pneumatically operated system.
the doors rotate to uncover the ducts and close the normal gas stream.
THRUST VECTORING