Propulsion

AENG 463

Dr. James Scire

April 13, 2015

Dr. James Scire Propulsion

Assignment and Upcoming Schedule

Read Chapters 7 and 8 in Sforza.

Assignment 4 is posted.
Quiz 4 will take place on April 27th.
Quiz 5 will take place on May 4th.
The additional snow makeup lecture will be posted around
April 23-24.

Dr. James Scire Propulsion

Outline

Diffusers
Subsonic Diffusers
Supersonic Diffusers
Design Project

Dr. James Scire Propulsion

Subsonic Diffusers

The internal design of subsonic diffusers must prevent

boundary layer separation.
A useful design criterion is to limit the pressure rise in the
diffuser so that the diffuser pressure coefficient,
p
Cp = 1 2
2 u

is limited to Cp < 0.6 [Flack 2005].

In addition, limits on the included angle for 2D planar
diffusers with a length-to-inlet-height ratio L/H are given by
empirical data [Flack 2005].

Dr. James Scire Propulsion

Subsonic Diffusers

For included angles between min and max the flow begins to
separate
ln(min / ) = 3.28 0.46 ln(L/H) 0.031 (ln(L/H))2
ln(max / ) = 3.39 0.38 ln(L/H) 0.020 (ln(L/H))2
Note that the angles are in degrees.
Example: If L/H = 4, separation will begin to initiate
between = 13.2 and = 16.9
Dr. James Scire Propulsion
Example Problem: Subsonic Diffusers

Flow enters an ideal diffuser with a Mach number of 0.8, and inlet
pressure of 13.12 psia, and an inlet diameter of 40 in. If the diffuser
operates with the optimum (limiting) pressure coefficient of 0.6,
what is the resulting exit Mach number and diffuser area ratio?
Assume isentropic flow and = 1.40.

Dr. James Scire Propulsion

Supersonic Diffusers
Normal shock inlets (subsonic diffuser with an upstream
normal shock)
Normal shock inlets can be utilized up to about M0 = 1.5,
above which the stagnation pressure loss is too great.

Internal Compression Inlets

External Compression Inlets
Dr. James Scire Propulsion
Internal Compression Inlets

Internal compression inlets are those in which we attempt to

decelerate the flow in an internal passage before a normal
shock forms.
Since the incoming Mach number for the shock is reduced
versus the normal-shock inlet, the stagnation pressure loss is
reduced.
Our first guess might be to just put in a converging-diverging
passage like a nozzle operated in reverse.
The trouble we encounter is that we need to make provisions
to start the inlet.
Let us look at how a converging-diverging inlet behaves from
low Mach numbers to high Mach numbers.

Dr. James Scire Propulsion

Internal Compression Inlets

Let us suppose that we have a fixed converging-diverging inlet.

We also suppose that the engine (through compressor suction,
for example) maintains a low enough pressure after the inlet
to maintain choked operation:
The Mach number at the throat is always 1 in this discussion.
A useful inlet might be maintained just below the first critical
back pressure, so the exhaust comes out subsonic with minimal
stagnation pressure losses.
For the discussion below we will assume that the inlet area to
throat area ratio is 1.5.

Dr. James Scire Propulsion

Internal Compression Inlets

We start with a flight Mach number of 0.3.

We have isentropic flow throughout (no shocks).
The Mach number at the entrance to the diffuser (station 1)
is M1 = 0.430.
The capture area is A0 = 2.035A3 .
Dr. James Scire Propulsion
Internal Compression Inlets

Now we move up to M0 = 0.5, still with isentropic flow

throughout.
M1 remains at 0.430.
The capture area is reduced to A0 = 1.34A3 , but the mass
flow rate has increased due to the increasing upstream
stagnation pressure.
Dr. James Scire Propulsion
Internal Compression Inlets

Now we move up to M0 = 0.975, still with isentropic flow

throughout.
M1 remains at 0.430.
The capture area is reduced to A0 = 1.0005A3 , but the mass
flow rate has increased further.
Dr. James Scire Propulsion
Internal Compression Inlets

Once we reach supersonic flight Mach numbers, the flow can

only be turned at an upstream location through the formation
of a shock.
As long as the shock remains outside the inlet, M1 remains at
0.430.
The streamtube after the curved shock expands to meet the
nozzle lip, reducing the Mach number to 0.430 there.
For M0 = 1.1 a normal shock would give a downstream Mach
number of M2 = 0.912 (here we neglect curvature).
For that case the capture area would be A0 = 1.0068A3 .
The stagnation pressure loss is now pt3 /pt0 = 0.9989.

Dr. James Scire Propulsion

Internal Compression Inlets

Dr. James Scire Propulsion

Internal Compression Inlets

As we increase the upstream Mach number further, the shock

moves toward the inlet and the capture area increases.
A normal shock sits just at the lip of the inlet when the
upstream Mach number is such that the downstream Mach
number will be 0.430 (for the case we have been considering).
Here we find M0 = 4.186 gives this condition.
For that Mach number, the stagnation pressure ratio is
pt3 /pt0 = 0.1187.

Dr. James Scire Propulsion

Internal Compression Inlets
Shock about to be Swallowed

Dr. James Scire Propulsion

Shock Swallowing
Internal Compression Inlets

If we increase the flight Mach number to just above 4.186, a

shock at the nozzle lip would produce a Mach number at the
diffuser entrance of below 0.430, so the throat would no
longer be choked.
Initially it would seem that if we pushed the flight Mach
number up slightly we would force the shock into the
converging portion of the duct, which was our original
intention with the internal compression inlet.
However, normal shocks in a converging ducts can be shown
to be unstable, and the shock will move past the throat and
sit in the diverging section.
The throat then remains unchoked.
Now let us determine where this shock would relocate in the
diverging section.

Dr. James Scire Propulsion

Shock Swallowing
Internal Compression Inlets

We will assume that the downstream pressure remains fixed

and locate the shock in the diverging section.
Let us suppose that the exit area of this diffuser is 3.0A3 ,
Then the Mach number at the exit (which we will call station
4) for isentropic, subsonic flow throughout the diffuser is
M4 = 0.1975.
The upstream stagnation pressure for the flight Mach number
of 4.186 is 19.40 MPa.
The stagnation pressure ratio for the shock is 0.1187 and
p4 /pt4 = 0.97318.
The static downstream pressure is therefore
pt2 p4
p4 = pt0 = 2.241 MPa
pt1 pt4
Without the shock, M1 = 4.186 and A1 /A1 = 12.638.
Then A1 = A1 /(A1 /A1 ) = (1.5A3 )/12.638 = 0.1187A3 .
Dr. James Scire Propulsion
Shock Swallowing
Internal Compression Inlets

At the throat, A3 /A3 = 1/0.1187 = 8.425

Then M3 = 3.734.
To find the shock location, we use
A4 A3 p4 A4 A3 p4
=
A3 A3 pt0 A3 A4 pt4
A4 p4
=
A4 pt4

The left hand side is known, so we have

p4 A4 2.241 MPa
= 3.0 8.425 = 2.9195
pt4 A4
19.404 MPa

This yields M4 = 0.1975 and A4 /A4 = 3.000.

Dr. James Scire Propulsion

Shock Swallowing
Internal Compression Inlets

Since A4 /A4 = 3.000, we can find the sonic area ratio across
the shock:
A3 A4 /A4 A3
=
A4 A3 /A3 A4
3.000 1
=
8.425 3.0
= 0.1187

The Mach number upstream of the shock is then 4.186, which

occurs at an area ratio of 1.5.
We therefore have the same stagnation pressure loss after the
diffuser starts.

Dr. James Scire Propulsion

Internal Compression Inlets

Once we start the diffuser, we can lower the free-stream Mach

number to allow the shock to work upstream, thereby
reducing the stagnation pressure loss.
We can bring the shock just downstream of the throat before
the diffuser unstarts, ejecting the shock back to a position
upstream of the diffuser.
We can determine this point by assuming that we have
supersonic deceleration to just about Mach 1.0 in the throat,
followed by a shock.
In this case, we simply refer to the isentropic tables for
A/A = 1.5 on the supersonic side, yielding M0 = 1.854 at
unstart.

Dr. James Scire Propulsion

Internal Compression Inlets
Practical Considerations

The fixed diffuser we just considered requires an overspeed to

M0 = 4.2 to support ideal operation at M0 = 1.86.
During the acceleration phase, before the diffuser starts, this
component becomes very lossy and the aircraft must go more
than twice the ideal Mach number.
This overspeed is therefore impractical and fixed
converging-diverging diffusers are not used.
Instead, a variable-area diffuser can be used.
The diffuser throat is opened to swallow the shock, then
closed to move the shock up toward the throat.
Note also that the preceding discussion has assumed that all
turns are gradual enough to prevent oblique shocks in the
inlet.

Dr. James Scire Propulsion

Internal Compression Inlets
Practical Considerations

The text considers an alternate approach, in which the

diffuser is designed for its start Mach number.
Once the diffuser starts, the mass flow through the diffuser is
fixed if the flight Mach number is maintained.
Then the pressure downstream of the diffuser is raised to push
the shock up toward the throat (possibly by closing a bypass).
For the case we considered the shock would occur at
M3 = 3.734 when just at the throat.
This configuration gives a stagnation pressure ratio of 0.174,
versus 0.1187 with the shock just upstream.
With this mode of operation it is possible to extend the
operating range of the diffuser (versus a normal-shock
diffuser) without varying its area.

Dr. James Scire Propulsion

External Compression Inlets

In external compression inlets, we extend ramps upstream of

the inlet to form oblique shocks.
The single normal shock of the normal-shock inlet is replaced
with one or more oblique shocks followed by a single, weaker
normal shock at the beginning of the internal passage.
After the normal shock a diverging inner passage acts as a
subsonic diffuser.
The shock system reduces the stagnation-pressure loss over
that of a single normal shock.
Dr. James Scire Propulsion
External Compression Inlets

All supersonic inlets have additive drag caused by the pressure

differences on surfaces and streamtubes associated with
shocks.
The cowl-lip angle causes an additional oblique shock that
raises the pressure on the front of the engine.
Operation at low internal mass flows causes the normal shock
to become detached, in what is called subcritical operation.
Subcritical operation can cause inlet instability, referred to as
inlet buzz.
Dr. James Scire Propulsion
External Compression Inlet Design

Optimal pressure recovery is obtained if all of the oblique

shocks are of equal strength (i.e. their normal upstream Mach
numbers Mn1 are equal).

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An Axisymmetric External Compression Inlet
M0 = 2, subcritical (left) and supercritical (right) operation.

Dr. James Scire Propulsion

Mixed Compression Inlets

For high flight Mach numbers (above 2.5 or so) the external
compression inlet has to turn the flow a great deal to maintain
an acceptable stagnation pressure ratio.
The large turn causes high drag because of the external
pressure on the cowl lip.
To achieve a good stagnation pressure ratio and a lower cowl
drag, a mixed inlet with an external ramp and a
converging-diverging internal portion is employed.
Internal oblique shocks and their reflections occur in the
converging portion of the duct, with a normal shock located
just past the throat.
Bypass doors and a variable throat area are used to swallow
the shock and maintain its position.
The external compression portion reduces the required area
variation compared to an ordinary internal compression inlet.
Dr. James Scire Propulsion
Aircraft Inlet Examples

Aircraft Maximum Flight Inlet Type

Mach Number
Concorde 2.0 Complex variable internal
SR-71 3+ Axisymmetric mixed
F-15 2.5+ Triple-ramp variable external
F-16 2.0 Normal-shock intake
F/A-18 1.8 Single-ramp fixed external
F-35 (JSF) 1.6 Diverterless intake

Dr. James Scire Propulsion

Design Project

Dr. James Scire Propulsion