MAE 570 Aero Propulsion

Aircraft Inlets
 Aircraft Inlets
• High performance is of importance for all engine components.
• Example: For ramjets and turbojets, a given percentage loss in stagnation
pressure has the same effect on engine performance wherever it occurs
throughout the engine.
• The attainment of high performance is generally more difficult in those regions
requiring a rise in static pressure (e.g. inlets, compressors) than in those
where pressure falls (e.g. nozzles).
 Aircraft Inlet
All turbine engines have an inlet to bring free stream air into the engine.

The inlet sits upstream of the compressor and, while the inlet does no
work on the flow, inlet performance has a strong influence on engine
net thrust and overall performance.

Inlets come in a variety of shapes and sizes with the specifics usually
dictated by the speed of the aircraft.
 Aircraft Inlets
The Lockheed SR-71 "Blackbird" was a long range, Mach 3+ strategic
reconnaissance aircraft that was operated by the United States Air Force.

No turbojet engine compressor is

capable of handling supersonic flow.
The job of the inlet is to slow
incoming air to subsonic speeds
before it passes through the engine.
The SR-71 has an inlet based on a
cone-shaped body, or spike, that
generates an oblique-angled, cone-
shaped shock wave at the inlet’s
entrance and a normal shock wave
just aft of the internal inlet throat.
 Aircraft Inlets
Function of Inlets:
Captures the oncoming propulsive
streamtube and conditions it for entrance
to the engine.
The inlet adjusts the flow from the ambient
flight condition, to that required for entry
into the fan or compressor of the engine.

At take-off (M~0), accelerate flow to 0.4 < M < 0.7

At cruise (M~0.85), slow down flow to 0.4 < M < 0.7
 Aircraft Inlet
Inlet requirements:
• Bring inlet flow to the engine with the highest possible stagnation pressure.
This is measured by the inlet pressure recovery, p02/p01. Stagnation pressure
loss in inlet must be small. A well designed subsonic inlet will produce
stagnation pressure recovery of ~ 0.97 at design condition.
• Provide required engine mass flow. Inlet must provide adequate mass flow
during all other engine operating conditions including takeoff, climbing,
descent, landing, and maneuvering
• The inlet must be designed to prevent boundary layer separation, even when
the axis of the intake is not perfectly aligned with the streamline direction far
upstream of the inlet. Performance of the inlet must not be unduly sensitive to
pitch (up-and-down) and yaw (side-to-side) motions of the aircraft.

• Flow velocity/direction leaving the inlet must be uniform: distortions in the

velocity profile at the compressor inlet can severely upset the compressor
aerodynamics and lead to failure of the blades.
Subsonic Inlet
Careful rounding of the lip region is
required to optimize intake pressure
recovery (and distortion) throughout
the flight envelope.

At around Mach 0.85, shock waves

can occur as the air accelerates
through the intake throat.
 Aircraft Inlets
Inlet Flow Patterns:
Captures the oncoming propulsive streamtube and conditions it for
entrance to the engine. Adjust the flow from the ambient flight condition,
to that required for entry into the fan or compressor of the engine.

• At take-off (M~0), accelerate flow to 0.4 < M < 0.7

• At cruise (M~0.85), slow down flow to 0.4 < M < 0.7
 Subsonic Inlets
Inlet Flow Patterns:

At zero/takeoff airspeed, air approaches the

intake from a many directions: (ahead, radially,
or behind). Streamtube approaching the lip is
larger in cross-section than the lip flow area

At inlet design flight Mach number the area of

streamtube approaching the and the lip flow
area are equal.

At high subsonic flight speeds the streamtube

area is smaller that lip flow area: excess air
spilling over the lip.
 Subsonic Inlets
Inlet design requires compromise
Cruise condition a relatively thin "lip"
aligned with the entering flow is best. This
is to avoid accelerating the flow, (already
at ~ M=0.8), to supersonic speeds, that
will lead to shock losses.
Takeoff condition: A more rounded lip will
better avoid separation, because air must
be captured from a wide range of angles.

Some inlets incorporate blow-in doors to provide additional airflow during high thrust
conditions at takeoff.
A well designed subsonic inlet will produce stagnation pressure recovery of ~ 0.97 at
design condition.
 Subsonic Inlet

During level cruise, the streamline

pattern may include some
deceleration of the entering fluid
external to the inlet plane.

External deceleration requires less

pressure rise (than external
acceleration) and hence less severe
loading of boundary layer.

In both cruise and take/climb, the external

change of state is essentially isentropic
(no walls on which friction may act).
u12 u22
T0  c pT1   c pT2 
2 2
Subsonic Inlet

During low-speed, high-thrust operation

(takeoff, climb), the engine will demand more
mass flow (vs cruise).
There may be external acceleration of the
stream near the inlet. (Streamline patterns are
different from those at cruise.)

For given air velocity at (a) and (2), external

acceleration raises the inlet velocity and
lowers the inlet pressure, thereby increasing
internal pressure rise across the diffuser.

If internal pressure rise is too large, there may

be boundary layer separation, and diffuser may
stall. Stalling reduces stagnation pressure of
the stream as a whole.
 Subsonic Inlet
Inlet Design Consideration
The inlet flow area is often chosen to minimize external acceleration
during takeoff.

The upstream capture area is Aa is chosen to be less that inlet area A1,
and some flow is spilled over the inlet, accelerating it as passes over the
outer surface.

For high-Mach number subsonic flight, this acceleration (and subsequent

deceleration) must not be too large or there would be danger of shock-
induced boundary layer separation on the outer surface, resulting in
excessive nacelle drag.

For supersonic flight, spilling would necessarily be accompanied by a shock system that
reduces the relative velocity at inlet to subsonic values.
 Subsonic Inlet
Energy Equation:

ua2 u12 u22

ha   h1   h2 
2 2 2
ua2 u12 u22
Ta   T1   T2  T01 = T02=T0a
2c p 2c p 2c p

Flow between (a) and (1) is isentropic (Flow is not necessarily

isentropic between (1) and (2).
(  1) (  1)

Aa 1  2    1 2  2 (  1) A1 1  2    1 2  2 (  1)
 1  M a   1  M 1 
A* M a    1  2  A*
M 1    1  2 

(  1) ( 1)
1  2    1 2      1 2   2 ( 1)
2 (  1)
 1  M  1  Ma 
Aa Aa A* M a    1 
a 
2  M1   2 
 *   
A1 A A1 (  1)
M a   1 2  
1  2    1 2  2 ( 1)  1  M1 
 1  M      p01 = p0a
M 1    1  
1 2
2 
 Aa aM M T1
 aua Aa  1u1 A1   1 1 1  1 1
A1  a aa M a  a M a Ta

For isentropic flow:

 1
  1 2  2 (  1)
1 Ma 
Aa M 1  2
   1 
A1 M a 1  M1 
2

 2 

If isentropic flow between points 1 and 2

 1
 1
  1 2  2 (  1)
  1 2  2 (  1)
1 M1  1
A1 M 2  2 Aa M 2 
Ma 
   1   2
 
A2 M 1 1  M2 
2
A2 M a 1    1 M 2 
 2   2
2

If isentropic flow between points 1 and 2
 1
  1 2  2 (  1)
1 Ma 
Aa M 2  2
   1 
A2 M a 1  M2 
2

 2 

This equation relates the capture area to the compressor

entrance area, for a flight Mach number, Ma.

The condition at the compressor entrance are dictated by the

target mass flow rare and corresponding Mach number.
 In typical subsonic aircraft inlets there is a stringent requirement that
the flow entering the compressor be steady and uniform.

In an inlet, separation may take place in any of three zones.

Separation in zone (1) may

result from high local
velocities and subsequent
deceleration over the outer
surfaces.

Separation on the internal surfaces may take place in either zone (2) or (3),
depending on geometry.
Zone (3) may be the scene of quite large pressure gradients, since the flow
accelerates around the nose of the center body, then decelerates as the
curvature decreases.
Losses will result from
• wall friction,
• boundary layer separation, and /or
• shocks.
How would the external acceleration/deceleration affect the flow inside
the inlet, under actual conditions (removing the ideal/isentropic
assumption applied in the above equations)?

If the flow speed increases (external acceleration), then the static

pressure will decrease at (1). For a fixed diffuser with constant p2, lower
p1, means a greater adverse pressure gradient.

A convenient measure of the flow performance of a diffuser is the

pressure-recovery coefficient:

p p The pressure gradient is adverse (p2 > p1), so pressure is

C p  1 2 21
2 1u1
quite sensitive to any increase to the pressure coefficient.

If the adverse pressure gradient is too steep (large Cp), then the flow can
separate and create highly undesirable recirculation within the diffuser.
Thus, external deceleration is highly preferred. By sizing the inlet to
minimize external acceleration at low speeds, while allowing for external
deceleration at high Mach numbers. This oversized inlet area comes at a
cost: increased bulk and aerodynamic drag.
 Figure shows a typical streamline
pattern for external deceleration.
In flowing over lip of the inlet, the
external flow is accelerated to high
velocity.

1. For entire subsonic flow, the low pressure region must be followed by a
region of rising pressure in which the boundary layer may separate.
Hence one might expect a limiting pressure pmin (and a maximum local
velocity, umax) beyond which boundary layer separation can be expected
downstream.
2. For higher flight velocities, partially supersonic velocities can occur. Local
supersonic regions usually end abruptly in a shock, and the shock wall
interaction may cause boundary layer separation. One might expect a
limiting Mach number that should not be exceeded.
On the outer surface of the nacelle, the pressure must rise from some
minimum value pmin (at the point where the local free-stream velocity is
umax) to the ambient pressure pa.

Define a pressure coefficient:

Cp must not be too large or the

boundary layer will separate.

We can show that

where s is a factor between 0 and 1. The value

of s depends on the shape of the nacelle.
The dependence of the size of the external surface to prevent boundary
layer separation is shown in the following figure (for a nacelle with s = 0.5)

The larger the external deceleration (smaller

value of ui/ua), the larger the must be the size of
the nacelle, if one is to prevent excessive drag.

If external deceleration is modest, ui/ua > 0.8,

its effect on minimum nacelle size is small.

Partial internal deceleration is effective: it

permits reduction of Ai and Amax/Ai.

Even in the absence of boundary layer

separation, the larger the nacelle, the
larger the aerodynamic drag on it.
Summary
• The performance of inlets depends on the pressure gradient on
both internal and external surfaces.
• The external pressure rise is fixed by the external compression
and the ratio Amax/Ai of the inlet area.
• The internal pressure rise depends on the reduction of velocity
between entry to the inlet diffuser and entry to the compressor.
• Nacelle size required for low drag can quite strongly depend on
the degree of external deceleration.
With M  0.85, an engine with transonic fan will require little
deceleration of incoming air, since the allowable absolute Mach
number at entry of the fan may be as high as 0.6, or higher. Still the
inlet must be carefully designed.
With M  0.85 the maximum velocity near the external surface could
easily be supersonic, so there is the possibility of shock induced
boundary layer separation..
 Subsonic Inlet Performance
One may characterize the differences between actual and ideal performance of
aircraft engine inlets by a “diffuser efficiency” or by a stagnation pressure ratio.

Isentropic efficiency of a diffuser:

State (2s) is defined as the state that would be reached

by isentropic compression to the actual outlet
stagnation pressure. Since

M=Ma

Stagnation pressure ratio, rd.

Stagnation pressure ratio is widely used as a
measure of diffuser performance.
 Subsonic Inlet Performance
Diffuser efficiency and stagnation pressure ratio are, related.

From before

Hence, we relate inlet efficiency to stagnation pressure ratio:

Subsonic Inlet Performance
 Subsonic Inlet
Example
A turbofan engine during ground operation ingests airflow at the rate of ṁa
=500 kg/s through a subsonic inlet of area (A1) 3.0 m2. If the ambient
conditions (Ta, pa) are 288 K and 100 kPa, respectively, calculate the area
ratio (Aa/A1) for a free stream Mach number of 0.5. What is the value of the
Mach number where the capture area equal to the inlet area?
 Subsonic Inlet
A turbofan engine during ground operation ingests airflow at the rate of ṁa =500
kg/s through a subsonic inlet of area (A1) = 3.0 m2. If the ambient conditions (Ta, pa)
are 288 K and 100 kPa, respectively, calculate the area ratio (Aa/A1) for a free stream
Mach number of 0.5. What is the value of the Mach number where the capture area
equal to the inlet area?

 m a RTa 
p
 
m a   a ua Aa  a M a RTa Aa Aa   
 
RTa  pa M a
Divide both sides by A1 = 3.0 m2:
Aa = Capture area

Aa 1  m a RTa  1  500 287  288 

  



  0.81

A1 A1  pa M a   3.0  100000  0.5 1.4 

Value of the Mach number where the capture area equal to the inlet area:

1  m a RTa  1  m a RTa  1  500 287  288 

  1 Ma    Ma     0.405
A1  pa M a   A1  pa   
3.0  100000 1.4 

Example
A turbofan engine during flight at a Mach number of 0.9 and an altitude of 11
km (Ta = -56.5 oC and pa = 22.632 kPa) ingests airflow at the rate of 235 kg/s
through a subsonic inlet of area (A1) = 3.0 m2. If the diffuser efficiency is 0.9 and
the Mach number at the fan face is 0.45, calculate (a) the capture area, (b) the
static pressure at the inlet and fan face, (c) the air speed at the inlet and fan face,
(d) the diffuser pressure recovery.
 Subsonic Inlet
Example
A turbofan engine during flight at a Mach number of 0.9 and an altitude of
11 km (Ta = - 56.5 oC and pa = 22.632 kPa) ingests airflow at the rate of
235 kg/s through a subsonic inlet of area (A1) 3.0 m2. If the diffuser
efficiency is 0.9 and the Mach number at the fan face is 0.45, calculate (a)
the capture area, (b) the static pressure at the inlet and fan face, (c) the air
speed at the inlet and fan face, (d) the diffuser pressure recovery.

Ta = 216.5 K
ua = 0.9(RTa) = 271.6 m/s
a = pa/(RTa) = 0.3479 kg/m3

Capture Area (Aa)

m a 235
Aa    2.465 m 2
ua 0.3479  271.6
 Subsonic Inlet
Aa aM M T1
 aua Aa  1u1 A1   1 1 1  1 1
A1  a aa M a  a M a Ta

Isentropic flow from (a) to (1):

 1
  1 2  2 (  1)
1 Ma 
Aa M 1  2
   1 
A1 M a 1  M1 
2

 2 

Nonisentropic flow between points 1 and 2:

 /( 1)
( p02 / pa ) ( 1) /   1 p02   1 2 
d   1  d Ma 
(  1) / 2M a2 pa  2 
 Subsonic Inlet
Isentropic Flow:
( 1) / 2 ( 1)
A 1  2    1 2 
  1  M 
A*
M   1  2 

At Ma = 0.9:
Aa A1  A1  Aa  3.0
 1.0089  
 
   (1.0089)  1.217
A* A  Aa  A  2.486
* *

A1
 1.217 M1 = 0.577 p1 /p01= 0.798 T1 /T01= 0.9376
A*

For isentropic flow:

T01 = T0a p01 = p0a
  /( 1)
p0 a    1 2 
pa 
 1  Ma  
 1  0.2(0.902 ) 
3.5
 1.691
2 

p0a = 1.691 x 22.632 kPa = 38.2775 kPa

T0 a    1 2 
 1  M a   1  0.2(0.902 )  1.162
Ta  2 

T0a = 1.162 x 216.5 K = 251.573 K

T01 = T0a p01 = p0a T1 = 0.9376T01 = 246.9 K

p1 = 0.798p01 = 34.547 kPa
u1  M1 RT1  181.7 m / s
Given M2 = 0.45
p2/p02 = 0.87027

 /( 1)
 1 2  1.4  1 2 
3.5
p02  p02 
 1  d Ma   1  0.9 0.9   1.6102
pa  2  pa  2 

p02 = 36.442

 /( 1)
p02    1 2 
 1 
p2 
M2  
 1  0.2(0.452 ) 
3.5
 p2  31.714
2 

T02    1 2 
 1  M 2   1  0.2(0.452 )   T2  253.1 K
T2  2 

u2  M 2 RT2  143.5 m / s
Example
If the stagnation pressure loss is 12% of flight dynamic pressure, p0a – p02
= 0.12(½u2) in an inlet, what are the stagnation pressure ratio p02/p0a
and the diffuser efficiency, d?
Example
The mass flow through an inlet is 115 kg/s at M = 0.8 and A1 = 5m2. The
diffuser efficiency is 0.92, and the Mach number at the diffuser exit is 0.4.
The ambient temperature is 225 K and ambient pressure is 10.5 kPa. Find (a)
the inlet static pressure, p1 and (b) the static pressure at the diffuser exit, p2.
Example
Find the stagnation pressure ratio across a conical diffuser, with the inlet
radius, R1 = 0.75 m, divergence half-angle of 5o, and length of 2.0 m at M of
0.8 at sea level.
M1 = 0.8 a1 = 340 m/s We assume that there is no external
u1 =M1a1 = 272.5 m/s acceleration or deceleration: Ma = M1
1 = 1.225 kg/m3

From Fig. 4.7 (T.W. Lee) with L/R1 = 2

we find Cp = 0.38
1
C p ,ideal  1  2
 0.79
AR
 /( 1)
  1 2   1.4  1 2 
1.4 / 0.4

p01  p1 1  M1   101.325kPa1  0.8   137.636 Pa

 2   1.4 

p02 1
 u 2
0.5(1.225)( 272.5 2
)
 1  2 1 1 (C p ,ideal  C p )  1  (0.79  0.38)  0.864
p01 p01 137626

Poor diffuser
performance
 Supersonic Inlets
As with subsonic inlets, the details of the flow for supersonic flow can
only be determined through computational analyses and experimental
testing.

We can use oblique shock/normal shock relations to find bulk flow

characteristics.

We are usually interested in the basic flow properties, such as static

and stagnation pressures and temperatures.
 Supersonic Inlets

1. Normal-Shock diffuser
2. Oblique - Shock diffusers
3. Diffusers with internal contraction (experimental)
Supersonic Inlets

Normal Shock Diffuser

• Simple divergent section
preceded by a normal shock
• High stagnation pressure loss

Oblique Shock Diffuser

• Oblique shock(s) followed by normal
shock at inlet (or inside inlet) to a
subsonic diffuser
• Lower stagnation pressure loss than
normal shock diffuser
• Suitable for a range of Mach
numbers
 Supersonic Inlets
Normal-Shock Inlet
The inlet of some supersonic aircrafts is designed such that a normal shock
wave at the inlet decelerates the air to subsonic velocities, increasing the
pressure and temperature of the air before it enters the engine.

F-16 Fighting Falcon

is a single-engine
supersonic multirole
fighter aircraft

The F-16, uses a normal shock diffuser.

 Supersonic Inlets
Normal-Shock Inlet
The simplest way to do this is with a Normal Shock.

M2 < 1 is entirely determined by M1, according

to the normal shock relation

(  1) M1  2
M2 
2M12    1
The stagnation and static pressure ratio are determined from M1.
 /( 1) 1 /( 1)
2
p02  (  1) M 02 
 
p01  2  (  1) M 02 
 (  1) 

 2
  

p1
p0
 1
 1
 
M 02  1
 2 M 0 1 

Stagnation pressure loss can be large for normal shock diffuser.

Example: M1 = 1.6, p02/p01 ≈ .91, M1 = 2, p02/p01 ≈ .73, M1 = 3, p02/p01 ≈ 0.32, unacceptable
x: upstream conditions, y: downstream properties

Stagnation pressure loss

can be large for normal
shock diffuser.

Example:
M = 1.6, p02/p0a ≈ .91,
M = 2, p02/p0a ≈ .73, a serious
penalty.
At M = 3, p02/p0a ≈ 0.32,
unacceptable

For low supersonic speeds,

normal shock inlets are
adequate because the
stagnation pressure loss is
small.
 Supersonic Inlets
Oblique-Shock Inlet
The losses due to a normal shock inlet can be greatly reduced by
decelerating the flow through one or more oblique shocks.
The deflection and the pressure rise of each being small enough to be in the
range where the stagnation pressure ratio is close to unity.

Ideally, the oblique shock should intercept the intake lip, thus avoiding air
spillage and pre-entry drag on the outer boundary of the deflected streamtube.

For a fixed geometry intake at zero incidence, this condition can only be
achieved at one particular flight Mach number; the angle of the shock wave (to
the longitudinal direction) becomes more acute with increasing aircraft speed.
 Supersonic Inlets
Inlet Cone: Some supersonic inlets use a central cone to shock the flow
down to subsonic speeds.

Air passing through the conical

shock wave (and subsequent
reflections) slows to a low
supersonic speed.
The air then passes through a strong
normal shock wave, within the
diffuser passage, and exits at a
subsonic velocity.

The SR-71 Blackbird, has an inlet based on a cone-shaped body, or

spike, that generates an oblique-angled shock wave at the inlet’s
entrance and a normal shock wave just aft of the internal inlet throat.
 Supersonic Inlets
Inlet Cone
• The inlet cone is shaped so that the shock wave that forms on its apex is
directed to the lip of the intake; this allows the intake to operate properly in
supersonic flight.
• As speed increases, the shock wave becomes increasingly more oblique
(the cone gets narrower). For higher flight speeds inlet cones are designed
to move axially to control how the capture area varies with the duct internal
throat area. The required area ratio gets bigger with increasing flight Mach
number, hence the large inlet cone movement on the SR-71 which had to
perform well from zero to Mach 3.2.
 Supersonic Inlets
Inlet Ramp
An inlet ramp is a rectangular, plate-like device within the air intake,
designed to generate a shock wave to aid the inlet compression process
at supersonic speeds.
The ramp sits at an acute angle to
deflect the intake air from the
longitudinal direction.
At supersonic flight speeds, the
deflection of the air stream creates an
oblique shock wave at the forward end
of the ramp. Air crossing the shock
wave suddenly slows to a lower Mach
number, increasing pressure.
The F-15, maximum speed of ~ Mach 2.5, Flat hinged plates (variable geometry)
uses an oblique shock diffuser. The engine generate the compression shocks, with
is a Pratt & Whitney F100, which is the resulting inlet geometry having a
an afterburning turbofan engine. rectangular cross section.
Inlet Ramp
At higher supersonic speeds, due to the nature of shock waves, the
best inlet must have a variable geometry.
These often produce one or several oblique shocks, as well as a normal
shock, to reduce the flow to subsonic speed.
Low bypass turbofan
engine
 Supersonic Inlets
Subsonic inlets and supersonic inlets

Subsonic inlet Supersonic inlet

An inlet for a supersonic aircraft, has a relatively sharp lip. The inlet lip is
sharpened to minimize the performance losses from shock waves that occur
during supersonic flight.

Inlets must be designed to prevent internal/external boundary layer separation.

 Supersonic Inlet
Example
A jet aircraft inlet operates at 50,000 ft at M1 = 2.5. If the two-shock inlet has a
wedge angle of 15 degrees such that an oblique shock is established on the
leading edge and normal shock occurs at the inlet (as shown below) find the air
pressure and temperature behind the normal shock.
Assumptions: Flow is uniform with a negligible boundary layer. Given the geometry
we assume the flow must conform to the wedge shown after the oblique shock
and then pass through the normal shock.

Solution: The basic sequence here is to:

1. Determine the shock angle of the oblique shock. a. Using the oblique shock
chart - or - relationships we get 1
2. Use the shock angle to find the Mach number normal to the oblique shock
3. Use the normal shock relations/tables to determine the outlet Mach number
normal to the shock and the pressure (and temperature) ratio(s).
4. Use appropriate relations to find the outlet Mach number
5. For the second shock we only need the normal shock relations .

Recall: an Oblique Shock is just a normal shock standing at an angle to the flow.
M1 = 2.5;  = 15o:
=>  ~ 36.5o
 Oblique Shocks
M1 = 2.5;  = 15o;

 M12 sin 2   1  Solve iteratively for ;

tan   2 cot   2 
 1
M (  cos 2 )  2   = 36.95o

From chart:  ~ 37 deg.

M1n  M1 sin   2.5 sin 37  1.503

(  1) M 12n  2 (1.4  1)1.5032  2

M 2n    0.7
2M 1n    1
2
2(1.4)1.503  1.4  1
2

Mach number for flow along the wedge:

M 2n 0.7
M2    1.873 From chart: M2 = 1.875.
sin(    ) sin( 36.95  15)
 M1 = 2.5;  = 15o:
=> M2 = 1.875

FIGURE 3.12 Exit Mach

number versus inlet Mach
number, with turning angle as
parameter [1]. Curves above
dashed line correspond to small
 and curves below correspond
to large  (From Shapiro [1].)
  /( 1) 1 /( 1)
p02  (  1) M 12n   (  1) 
     0.929
p01  2  (  1) M 12n   2M 2
1n    1 
From chart:
p02/p01 = 0.93

p2 2M 12n    1 2(1.4)1.5032  1.4  1

   2.468
p1  1 1.4  1

2 2M 1n    1
2
T2
 [2  (  1) M 1n ]  1.322
T1 (  1) M 1n
2 2
 M1 = 2.5;  = 15o:
=> p02 /p01= 0.93

FIGURE 3.11 Stagnation pressure ratio versus inlet Mach number, with turning angle as parameter.
Curves above dashed line hold for M2> 1, and curves below hold for M2 < 1. (From Shapiro [1].)
Normal shock

The flow must pass through a normal shock before entering subsonic
diffuser of the engine inlet:

Recall, for a normal shock (y denotes downstream and x denotes upstrean):

M x2 
2 2 2
 1
M 22  1.8732 
M y2   1 1.4  1  0.601
2 M3  
M x2  1 2 2(1.4)
 1 M 22  1 1.8732  1
 1 1.4  1

M3 = 0.601
Static pressure ratio across normal shock:

py 2  1 p3 2   1 2(1.4) 1.4  1
 M x2   M 22   1.873   3.928
px   1  1 p2   1   1 1.4  1 1.4  1
Flow across a normal shock:
 1  1
Ty 1 M x2 1 M 22
2 T3 2
   1.587
Tx  1 2 T2 1    1
1 My M 32
2 2
 /( 1)
  1 2 
p0 y py  1 2 M y 
  
px  1   
M x2 
p0 x 1

 2 

 /( 1)
  1 2 
1
p03 p3 
M3 
  2   0.78
p02 p2  1   
M 22 
1

 2 
Final static temperature and pressure are:
At 50,000 ft: p1 = 243 lb/ft2; T1 = 392 oR

 T3  T2 
T3  T1     T1 1.587 1.322  822.4 o R
 T2  T1 
 p2  p3 
p3  p1     p1 (2.468)3.928  2355.51 lb/ft 2  16.358 psi
 p1  p2 
 /( 1)
  1 2 
Total pressure loss p01  p1 1  M1   28.833 psi
 2 
p03 p03 p02
  (0.78)(0.93)  0.724
p01 p02 p01
p03  p01  0.724  20.879 psi
p03
p03
 e s / R s   R ln  0.022 Btu/(lb.R)
p01 p01
 Oblique Shock Inlet
Disadvantages

Flow separation: p increases across oblique shocks, so flow sees adverse p

gradient. So more or bigger oblique shocks (or longer external ramp), the
greater the chance the boundary layer will separate => major change in flow
field, large losses (p0 and mass flowrate)

Internal Turn Angle

Larger total external turn angle
result in less p0 loss.

Larger external flow turning

requires larger inlet, also
requires larger internal flow
turning to get flow back to
horizontal.
 Supersonic Inlets
Figure shows a schematic of a
supersonic inlet, and approximate
locations of the sequence of
shocks.

For each of the shocks, we can apply

oblique and normal shock relations to
find the ratio of static and stagnation
pressures and other parameters

Depending on the flight condition, the ramps in variable-geometry inlets

can be adjusted to optimize the flow.

In addition, various bleed, bypass or inlet ports are opened or closed to provide
the right mass flow rate into the engine.
 Supersonic Inlets
The ramps turn the flow direction, through the oblique shocks. This determines the
upstream flow capture area, shown in Figure below.

Supercritical operation refers to the normal

shock residing within the inlet. Under these
conditions, the oblique shock angle can be
more acute than the hypothetical extension
line from the wedge tip to the "top" of the
inlet.
This results in so-called "full flow", where
the upstream capture area is equal to the inlet
blockage area (Ao = A1). Although this
provides the most mass flow rate per the inlet
blockage area, acute angles mean weak
oblique shocks, inevitably leading to a
stronger normal shock.
Therefore, the overall stagnation pressure
loss is large.
 Variable Geometry Inlet
Variable geometry is an almost inescapable requirement for an engine inlet
that must operate at both subsonic and supersonic speeds.

The F-15, maximum

speed of ~ Mach 2.5, uses
an oblique shock diffuser.

The F-15 uses a Pratt & Whitney F100, afterburning turbofan engine.
 Variable Geometry Inlets
Inlet for Concorde Aircraft (Design Mach Number = 2)

During take-off, air enters engine with M ~0.5 (no shock waves). The ramp assembly is
raised to allow as much air as possible to the engine. At M = 0.7, auxiliary door closes.
 Concorde Intake Ramp
Inlet for Concorde Aircraft

At M > 1.3, ramps are progressively lowered. The forward ramp controls the position
of the oblique shock waves.
Concorde Inlet

To improve engine performance, the

air flow through the engine area is
changed at different speeds via a
variable geometry intake control
system.
Altering this airflow changes the
amount of air available to the engine
and the amount of air that in itself is
producing thrust.
Supersonic Inlets
Example
A new supersonic passenger aircraft is being designed for flight Mach number 2.5 at an
altitude where the ambient pressure and temperature are 9 kPa and 220 K, respectively.
The engine inlet configuration shown below allows for double oblique shock
deceleration followed by a zone of subsonic deceleration. The Mach number is 0.5 at the
engine inlet plane (i). Losses in the subsonic
diffuser are neglected.

Determine:
a. The Mach numbers M1 and M2 in the
zones (1) and (2) shown on the drawing,
b. the wave angles θ1 and θ2,
c. the stagnation pressure ratio p0i /p0a,
d. the overall static pressure ratio pi/pa,
e. the velocity ratio ui/u2 for the subsonic diffuser, and
f. the cross-sectional area Ai (m2) at the engine inlet plane if the engine mass flow rate
is 500 kg/s.
 Note: Because of lower surface, flow, 1 to 2, is forced to turn 17.5o to be parallel to lower surface. Result:
second shock wave as shown.

For M=2.5, 1 = 17.5o ; Fig. 3.10 => 1 = 40o 1 = 40o – 17.5o =22.5o

For M = 2.5 and 1 = 17.5o ; Fig. 3.12 => M1=1.75

For M1=1.75, Fig. 3.10=> 2 = 17.5o => 2 = 64o 2 = 64o – 17.5o =47.5o

M1=1.75, Fig. 3.12 = > M2 = 0.9 (No normal shock required. Process 2=>a, isentropic)

(b) 1 = 22.5o and 2 = 47.5o

p0i  p0i  p02  p01 

(c)       (1)(0.9)(0.89)  0.80
p0 a  p02  p01  p0 a 
 /( 1)
  1 2 
1 M  3.5
pi  p0 i   1  0.2(2.5) 2 
 0.80
(d)     2  11.5
 2
pa  p0 a  1    1 M 2  1  (0.2)0.9 
 
2
2
   1 2 
0.5

M RTi
0.5 1 M2    0.5
M T  Mi  0.5 1  0.4(0.9 2 ) 
 1  0.58
ui 2 T0i
(e)  i  i  i       
u2 M 2 RT2 M 2  T2  M 2 1    1 M 2   T02  0.9 1  0.4(0.52 ) 
 
i
2

m i pi p  T 
(f) Ai  i  pi   i  pa Ti   i Ta T0i = T0a
 i ui RTi  pa   Ta 

p 
pi   i  pa  11.5(0.9)  103.5 kPa
 pa 

  1 2 
1  2 M  1  0.2(2.5) 2 
Ti  Ta   220  471 K
 1 2  1  ( 0.2) 0.5 2

1  Mi 
 2 
ui  M i RTi  0.5 (1.4)(287)(471)  218 m / s
m i 500
p 103,500 Ai    3 m2
i  i   0.765 kg / m3 i ui (0.765)( 218)
RTi (287)( 471)
M = 2.5;  = 17.5o:

=>  ~ 40o
 M1 = 2.5;  = 15o:
=> M2 = 1.875

FIGURE 3.12 Exit Mach

number versus inlet Mach
number, with turning angle as
parameter [1]. Curves above
dashed line correspond to small
 and curves below correspond
to large  (From Shapiro [1].)
 M = 2.5;  = 17.5o:
=> p01 /p0a= 0.89

M = 1.75;  = 17.5o:
=> p01 /p02= 0.9

FIGURE 3.11 Stagnation pressure ratio versus inlet Mach number, with turning angle as parameter.
Curves above dashed line hold for M2> 1, and curves below hold for M2 < 1. (From Shapiro [1].)
 Supersonic Inlets
Example
Given, you need to pick a diffuser for Mach 2 flight conditions. Your choices are a
normal shock diffuser and 2 different oblique shock diffusers. Fine the stagnation
pressure loss for each. Assume air with  = 1.4, steady, adiabatic, no work, inviscid
except for shock.
Double Oblique Shock Advantages
• For M=2, same total turning angle (10°)
– two oblique shocks slightly better than one (12.7% v. 13.3% p0
loss )
– significant improvement over normal shock alone (28% p0 loss)
• Oblique shock diffuser with two 10° turns (total  of 20°) even better
– only 4.3% po loss (solution shown on next slide)
– so larger overall deflection can give better p0
• Stagnation pressure advantages of using multiple oblique shocks
increase with higher M
Example
Air entering the inlet of a jet engine is turned through an angle of 8°, creating an
oblique shock. If the freestream flow of air is at Mach 4 and 8 psia, what is the
pressure after the oblique shock? What would the pressure be if the flow were
through two separate 4° wedges instead of a single 8° wedge?
 SR-71 Supersonic Inlets
As the SR-71 increases its speed, the inlet varies its exterior and interior
geometry to keep the cone-shaped shock wave and the normal shock wave
optimally positioned.

Inlet geometry is altered when the spike retracts toward the engine. At Mach 3.2,
with the spike fully aft, the air-stream-capture area has increased by 112 percent
and the throat area has shrunk by 54 percent. The cone also incrementally
reduces the speed of the incoming supersonic air without producing a drastic
loss of pressure. The farther back over the cone the air moves, the more speed it
bleeds off. As the slowed, but still supersonic, air continues to move farther into
the inlet, the normal shock wave springs up between the inlet throat and the
engine compressor—exactly where it is supposed to be. Once there, the normal
shock wave slows the air passing through it to subsonic speeds, preparing it to
enter the compressor.

The inlet has an internal pressure sensor, and when it detects that the pressure
has grown too great, it triggers the forward bypass doors to open, expelling
excess air. The inlet also has a set of aft bypass doors, controlled by the pilot.
Example
An airplane is flying at Mach 5 at an altitude of 16,764 m, where T1 = 216.67 K
and p1 = 9.122 kPa. The airplane uses a scramjet engine. Two oblique shocks are
formed in the intake(2) prior to entering the combustion chamber (3) at
supersonic speed. The inlet and exit areas are equal, A1 = A5 = 0.2 m2. Calculate
the stagnation temperature T02/T01, and the Mach number in the intake (2)
Example
Two oblique shocks are formed in a scramjet engine intake prior to entering the
combustion chamber. The inlet Mach number is M1 = 5, the incoming air
temperature T1 = 216.67 K, p1 = 9.122 kPa, and A1 = 0.2 m2. Calculate M3 in the
combustion chamber (3) if M2 = 4.0.
Example
An airplane is flying at Mach 5, where T1 = 216.67 K. Oblique shocks form in the
intake prior to entering the combustion chamber (3). The nozzle expansion ratio
is A5/A4 = 5. The inlet and exit areas are equal, A1 = A5 = 0.2 m2. Assuming
isentropic flow with M2 = 4, M3 = 3.295, and M4 = 1.26, calculate the exit Mach
number and the exhaust jet velocity (5). Hint: Calculate the temperature ratios in
each section.