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while going through my performance notes, I came across something that is not ve
ry clear > A JET A/C ON TAKE-OFF RUN SUFFERS FROM SLIGHT REDUCTION IN THRUST
DUE TO INTAKE MOMENTUM DRAG
I can't figure out how it can be, is it the drag caused by the intakes of the en
gines that cause turbulent airflow and therefore a less efficient compression/co
mbustion/detent ?????
Any help will be well appreciated ! - SF
--------------------------------------------------------------------------------
JF
PS On a personal note do you feel threatened by the increasing use of composites
?
JF
-------------------------------------------------------------------------------BEagle26th May 2001, 18:20
I thought that I understood intake momentum drag and even the Concorde intake ge
ometry.
But quite how 70% of the 'thrust' of the SR71 came from the intakes and only 30%
from the engines themselves still baffles me. Anyone have a simple explanation?
?
-------------------------------------------------------------------------------Bellerophon26th May 2001, 21:50
JF
As you rightly say, on Concorde, at speeds above M1.3, variable position ramps,
situated inside the engine intakes become active and are used to regulate the qu
antity and speed of the intake air arriving at the compressor. They do this by f
ocusing a series of shock waves on the lower lip of the engine intake, through w
hich the (supersonic) intake air is forced to travel, being decelerated and comp
ressed during this process, before arriving at the compressor face at about M0.5
.
Likewise, at the exhaust end, the exhaust gas has to be accelerated to very high
speed to produce the required thrust, which is done by a system of primary and
secondary nozzles forming an efficient convergent/divergent nozzle system.
One significant and rather unusual difference to bear in mind when considering s
upersonic airflow is that a convergent nozzle will slow and compress a supersoni
c airflow whereas a divergent nozzle will slow and compress a subsonic airflow.
The design of the intake and exhaust systems of a supersonic engine is critical,
and plays a major part in the efficiency of the engine. Due to the efficiency o
f the design of the intake and exhaust systems on Concorde, at M2.0, roughly 25%
of total thrust is produced by the intake system, with another 25% being produc
ed by the exhaust system.
This leaves the core engine to produce only 50% of the total thrust required in
cruise, well within its capabilities without requiring the use of reheat (with i
ts attendant high fuel flow) and enables flight at M2.0 at sustainable fuel flow
rates.
-------------------------------------------------------------------------------John Farley26th May 2001, 23:28
Hi Beagle
My copy of AP129 AL5 Dec55 (and even AP3456 at 2-1-3-1 Page 4) breaks down the f
orces produced inside a turbojet into thrust and drag elements. Both references
show the compressor being the major engine contributor to thrust with only small
amounts coming from the combustion cans and the diffuser.
I therefore reason that the amount of compression produced by one of Sir Franks lo
velies is closely related to the thrust of same. Now add an intake on to the fro
nt of the donk and it seems reasonable to apportion the thrust produced by the int
ake and the thrust produced by the engine according to the amount of compression produ
ced by each.
As to the numbers relevant to Concorde and Blackbird, I well remember Brian Trub
shaw quoting a bit more than half the thrust in the cruise comes from the intake. In
crease the speed of the aeroplane from M=2 to M=3.2 and that gives the intake a
chance to really play the star role.
You might be interested in this quote from Paul Crickmores comprehensive article o
n the A12/YF-12/SR71 story as published in Wings of Fame Vol 8.
The inlet system created internal pressures which reached 18 psi when operating at
M 3.2 and 80,000ft, where the ambient pressure is only 0.4psi. This extremely l
arge pressure differential led to a forward thrust vector which resulted in the
forward inlet producing 54 per cent of the total thrust. A further 29 per cent w
as produced by the ejector, while the J58 engine contributed only 17 per cent of
the total thrust
Not quite the same numbers as you were quoting but yours would likely be correct
when going a tad slower.
Regards
JF
-------------------------------------------------------------------------------John Farley26th May 2001, 23:33
Thanks Bellerophon
I saw yours after I wrote mine to Beagle.
I think that between us we may have covered it for him. Only time will tell.....
.....
I much appreciate your reply
JF
edited for sp. again
[This message has been edited by John Farley (edited 26 May 2001).]
-------------------------------------------------------------------------------BEagle27th May 2001, 02:50
JF and Bellerophon - many thanks for your replies! My memory of the SR71 figures
was indeed incorrect - gleaned from an article 25 years ago. The figures I now
have state that at M3.2, over 80% comes from the inlet - consistent with JF's fi
gures. I vaguely remember that you have to 'integrate the total pressure envelop
e around the intake, engine and nozzle' to come up with that result. However, it
still seems like black magic!
Amazing to think that aircraft such as the SR, Concorde (and who knows what else
) have been doing this sort of thing for well over a quarter of a century now!
[This message has been edited by BEagle (edited 26 May 2001).]