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Air Intakes : Role, Constraints and Design ICAS 2002 CONGRESS AIR INTAKES: ROLE, CONSTRAINTS AND DESIGN Gérard LARUELLE Vice President, Research EADS Launch Vehicles, Les Mureaux, France Keywords : Air-intake-role-constraints Abstract possible propulsive balance, which is expressed in two The aim of this general paper is to give an overview of the objectives: problems that arise in the design of air intakes, giving many - provide maximum thrust, current examples from around the world. The role of the air - induce minimum drag. intake is first outlined. Subsonic, supersonic and even Maximum thrust will be obtained by designing the air hypersonic air intakes, are described before to explain their intake to transform kinetic energy (i.e., the velocity of the integration on the vehicle. In the past, the only aspects flow as it arrives in front of the air intake) into potential considered in air intake design were aerodynamic and energy (the pressure after the diffuser, at the engine input) structural. Nowadays, Radar Cross-Section is often an with the best possible efficiency. Efficiency is a parameter essential criterion for military applications, so new design that is calculated by taking the ratio of the total pressure in approaches and new locations on the vehicle are being front of the engine to that of the upstream flow. This thrust introduced. This problem is presented. will be maximum if the air intake captures just what the The complexity of the internal flow, especially in the throat engine needs for each flight configuration and provides the area where this flow is transonic, with multiple interactions engine input with a flow of good homogeneity (low between shock waves and boundary layers in the presence distortion) to ensure correct engine operation, which is of internal boundary layer bleeds, called for a large essential for turbojets. number of tests. Some of the set-ups developed for the Minimum drag will be obtained with air intakes that are French ONERA wind tunnels are presented. The author dimensioned to just what the engine needs (critical regime) concludes this general overview of air intakes with three and whatever the Mach number (Shock-on-lip Mach remarks concerning the air intake specifications, the number). Careful attention is paid to the side walls and captured air flow and the internal design. cowls in light of the small variations in angle of attack and yaw angle about the flight configurations. Acknowledgments 3. Constraints (Figure 1) Air intakes have been one of my themes of work for more than thirty years, and are now essentially a permanent 3.1 Flight Envelopes centre of interest. I would like to take the opportunity of Air intake design depends essentially on the flight envelope this summary to give my hearty thanks to Jacky Leynaert of the vehicle considered, and this envelope is very closely and Pierre Carrière who taught this speciality to me at tied to the type of vehicle itself. Sup’Aéro and were then my supervisors when I set out as a The first envelope concerns subsonic flight alone; and thus young engineer at ONERA's Aerodynamics Department. helicopters and subsonic aircraft, the latter of which Without them, the Concorde would not have its air intakes constitute the vast majority of today's air transport vehicles. and this paper would never have seen the light of day. Then come supersonic aircraft, which have to cover the sub-, trans-, and supersonic domains. A compromise has to 1. Introduction be found depending on how long the aircraft stays in each envelope in practice. After many years working on mainly supersonic air intakes, The supersonic transport will call for a high optimisation in it is important to make an overall review and present a few supersonic cruise flight, while air combat in high subsonic documents collected over these last thirty years. The reader cannot be ignored for the Mach 1.5 air-fighters. For ramjet- may acquire some knowledge from this paper, but the propelled supersonic missiles, these are generally boosted author may also get some answers he has been looking for directly to the supersonic envelope by a solid booster phase to understand certain choices that are made in designing during which the air intakes are shut, so they will be and positioning air intakes. designed only for supersonic flight. If reusable air- 2. Role of the air intakes breathing space launchers appear in the coming decades, Any vehicle with air-breathing propulsion needs at least the air intakes used will have to cover an enormous one air intake to feed its engine so it can move. So the role operating envelope ranging from Mach 0 to 10-12, and will of the air intake is to capture the airflow the propulsion certainly have to supply several different types of engines (engines) and conditioning (radiators) systems need. in succession. A number of projects are on the drawing They must do this in such a way as to yield the best boards but nothing has been built yet. Copyright Ó 2002 by Gérard Laruelle Published by the International Council of the Aeronautical Sciences, with permission. 643.1 G. Laruelle FIGURE 1 3.2 Flight Attitudes The first generations of air intakes were always designed in Flight attitudes vary widely from one vehicle to another. accordance with performance objectives, such as thrust, For all aircraft, the take-off phase with maximum thrust at a weight, and cost. For a few years now, it is essential that air standstill has to be considered as well as roll-out on the intakes have a low radar signature for military applications. runway, and without forgetting the possibility of dangerous Actually, if this parameter were not taken into account, the crosswinds. Usually, ascent and descent are considered, and air intake would constitute a very large share of the the cruise configuration is generally the one that is vehicle's overall signature. This problem will be dealt with optimised. All the failure configurations having to do with more precisely in section 8. For certain military the vehicle itself and its propulsion system must not be applications, notably for helicopters, a low infrared forgotten. For helicopters and vertical take-off aircraft, signature is needed. But this problem generally concerns hovering flight has to be considered with possible astern the nozzle more than it does the air intake. and crosswinds, without forgetting the aerodynamic field 3.4 Special Conditions induced by the rotor. For air-fighters and missiles, Air intakes are faced with many special conditions in flight. manoeuvrability is crucial in an extensive flight envelope Bird capture will call for structural reinforcements, and the with high angles of attack, yaw angles, and arbitrary roll- absorption of various debris from the ground can be angle for skid-to turn steering. And do not forget negative countered by a pivoting grid (as in the Su 27) to deviate angles of incidence in steep dives. them and then trap them by closing once in flight. Sand and 3.3 Discretion snow can also be trapped by grids or deflectors (Super The most common form of discretion, which especially Puma). Air intake position should be determined in light of applies to helicopters and transport aircraft, concerns the presence of hot air (from helicopter radiator) or acoustics. The standing international regulations must be combustion gases (aircraft thrust reverses, astern wind in complied with, and these are becoming more and more hovering flight, missile plumes and gun gases). If there is severe. To do this, we can work on the internal profile of gunfire, the possibility of unsteady flows due to the passage the air intake to create a quasi-sonic flow at the entrance, of waves induced by exit gases should be checked. For which will prevent the engine noise from coming out airborne missiles or those boosted by solid boosters, the air through the air intake. Perforated walls equipped with intakes are generally completely or partially shut during acoustic materials complement this treatment. these phases of flight to avoid instabilities and drag. 643.2 AIR INTAKES: ROLE, CONSTRAINTS AND DESIGN FIGURE 2 3.5 Design With all of the constraints, which are generally - first, it deviates the boundary layer, which is the local aerodynamic, air intakes can be designed which will of external flow, to either side of the intake; course have to be as light as possible despite the internal - then, by entraining the vortices, it introduces the higher loads, which may be steady or unsteady (as in buzz), flow into the intake, which has greater energy than the thermal behaviour for vehicles in high supersonic flight, and boundary layer. treatments (ferrites) for radar discretion. Air intake design These intakes have very low drag and excellent Radar and position depend strongly on the vehicle's steering mode Cross-Section and, since they are long, they have low (bank-to-turn or skid-to-turn type). distortion. As disadvantages, they take up much more Insofar as possible, the air intake is to be simple and of fixed internal space and are extremely sensitive to the vehicle's geometry to ensure rustic operation of the propulsion system attitude. They are generally used more for conditioning and minimum design, manufacturing, and maintenance vehicles (Airbus A320, Fig.3) than for supplying aircraft costs. This is what will lead to highly operational vehicles. propulsion systems (XF 93). Their stealth aspects are very Variable geometry will be needed either for high important for new projects. performance or operation over a broad flight envelope. Pilot type air intakes are very simple and more common. Transitory regimes then need to be analysed and, The principle is to place a tube in the wind and capture the technologically, sealing will have to be provided.
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