SKY COLLEGE OF

AERONAUTICAL ENGINEERING
2019-2020
MODULE-15

PRESENTATION

SUBMITTED BY:-
INSTRUCTED BY:- 1. ARMAN AHMAD
RAKESH SINGH 2. ABHISHEK JENA
3. ANURAG YADAV
4. ASHUTOSH PRAJAPATI
5. ANUSHKA VERMA
6. SANJIT ADVIRKAR
 Module 15
GAS TURBINE ENGINE
 INLET

 The inlet duct is made by the aircraft manufacturer , it becomes very important
to the Overall jet engine performance and will greatly influence jet engine thrust
output.
 Inlet ducts add to the parasitic drag, or aerodynamic resistance drag.
 Inlet ducts must operate from static ground run up to high aircraft Mach numbers
with a high duct efficiency at all altitudes,
 Inlet ducts should be as straight and smooth as possible and should be designed in
such a way that the boundary layer air (a layer of still, dead air lying next to the
surface) will be held to a minimum. The length, shape, and placement of the duct is
determined to a great extend by the location of the engine in the aircraft.
 The inlet contain sound – reducing material that absorb the fan noise and make the
engine quieter, Military a/c can fly at speeds above Mach 1.
 The ratio is the outlet pressure divided by the inlet pressure is know as compressor
ratio pressure,
 Compressor Ratio=outlet pressure/inlet pressure.

 The amount of air passing through the engine is dependent upon three factor:
 The compressor speed (rpm).
 The forward speed of the aircraft .
 The density of ambient (surrounding) air.

 The inlet duct has two engine function:

 The duct must deliver air to the compressor inlet under all flight conditions with as
little turbulence and pressure variation as possible.
 It must be able to recover as much of the total pressure of the free air-stream as
possible and deliver this pressure to the front of the engine with minimum loss.
TURBINE ENGINE INLET SYSTEM:
 The engine inlet of a turbine engine is designed to provide a relatively
distortion-free flow of air, in the required quantity, to the inlet of the
compressor.
 Many engine use inlet guide vanes (IGV) to help straighten the airflow and
direct it into the first stage of the compressor.
 The air-inlet duct is considered an airframe part and not a part of engine.
 The duct is very important to the engine’s overall
performance and the engine’s ability to produce
an optimum amount of thrust.
 Air pressure drop in the engine inlet is caused by
the friction of the air along both sides of the duct
and by the bends in the duct system
 On turbofan engines, the duct must have a
sufficiently straight section to ensure smooth, even
airflow because of the high airflows.
 Many turboprop, auxiliary power units, and turbo-
shaft engines use screens that cover the inlet to
prevent foreign object damage (FOD).
 TYPES OF INLET DUCT:
1. Fuselage mounted inlets.
2. Subsonic inlets.
3. Supersonic inlets.
4. Hypersonic inlets.
5. Bell-mouth compressor inlets.
6. Variable-geometry duct.
7. Divided-entrance duct.
8. Single-entrance duct.

FUSELAGE MOUNTED INLETS:

 Engine mounted inside fuselage typically
used air inlet ducts located near the
front of fuselage.
 Used on many old military and modern
supersonic aircraft.
 Using this type allow the manufacturer
to build more aerodynamic aircraft.
 Some military aircraft use air inlet ducts
mounted on the sides of the fuselage.
 SUBSONIC INLETS:
 The ideal inlet is a “pod” installation, as
seen an most modern jet liners . It’s
makes full use of the “ram effect” and
has minimum size.
 For aircraft that cannot go faster than
the speed of sound like large airliners, a
simple, straight, short inlet works quite
well.
 On a typical subsonic inlet, the surface
of the inlet from outside to inside is a
continuous smooth curve with some
thickness from inside to outside.
 The most upstream portion of the inlet
is called the high light, or the inlet lip. A
subsonic aircraft has an inlet with a
relatively thick lip.
 SUPERSONIC INLETS:
 An inlet for a supersonic aircraft, on the other hand ,has a relatively sharp lip. The
inlet lip is sharpened to minimize the performance losses from shock waves that
occur during supersonic flight.
 For a supersonic aircraft, the inlet must slow
the flow down to subsonic speeds before the
air reaches the compressor .
 Some supersonic inlets, like the one at the
upper right, use a central cone to shock the
flow down to subsonic speeds. Other inlets,
like the one shown at the lower left, use flat
hinged plates to generation the compression
shock, with the resulting inlet geometry having
a rectangular cross section.
 The variable geometry inlet is used on the F-14
and F-15 fighter aircraft. More exotic inlet
shapes are used on some aircraft for a variety
of reasons.
 The inlets of Mach 3+ SR-71 aircraft are
specially designed to allow cruising flight at
high speed.
 HYPERSONIC INLETS:
 Inlet for hypersonic aircraft present the ultimate design challenge. For ramjet-
powered aircraft, the inlet must bring the high speed external flow down to
subsonic conditions in the burner,
 High stagnation temperatures are
present in this speed regime and
variable geometry may not be an option
for the inlet designer because of
possible flow leaks through the hinges.
For scramjet-powered aircraft, the flight
Mach number is higher than that for a
ramjet-powered aircraft.
 On the X-43A, the inlet includes the
entire lower surface of the aircraft
forward of the cowl lip. Thick , hot
boundary layer are usually present on
the compression surface of hypersonic
inlets.
 BELLMOUTH COMPRESSOR INLETS:
 A bell-mouth inlet is usually installed on an engine undergo testing in a test cell.
It is generally equipped with probes , with the use of instruments, can measure
intake temperature and pressure.
 The bell-mouth is attached to the movable part of the test stand and moves with
the engine. The thrust stand is made up of two components, one non-moving
and moving.
 The bell-mouth is designed with the single
objective of obtaining very high
aerodynamic efficiency.
 A form of convergent inlet air duct used to
direct air into the inlet of a gas turbine
engine. The area of duct gets smaller as the
air flows into the engine.
 Bell-mouth inlets are also installed on
engine being calibrated in a ground test
stand to lead the outside static air into the
inlet guide vanes of the compressor.
 The inlet is a bell-shaped funnel having
carefully rounded shoulders which offer
practically on air resistance.
 VARIABLE-GEOMETY DUCT:
 The main function of an inlet duct is to furnish the proper amount of air to the
engine inlet.in a military aircraft using a turbofan or low bypass turbofan engine,
the maximum airflow requirements are such that the Mach number of the airflow
directly ahead of the face of engine is less than Mach 1.
 Inlet duct are designed to function as
diffusers, decreasing the velocity and
increasing the stating pressure of the air
passing through them.
 Inlet ducts for supersonic aircraft follows this
general design only as much as practical,
depending upon the design features of the
aircraft. For very high speed aircraft, the inside
area of configuration of the duct is changed by
a mechanical device as the speed of the
aircraft increases or decreases.
 The device that changes the area of the duct
also set up a shock wave that further reduce the
speed of the incoming air within the duct. The
amount of change in duct area the magnitude
of the shock are varied automatically with the
airspeed of the aircraft.
 DIVIDED-ENTRANCE DUCT:
 Some form of a divided duct, which takes air from either side of the Fuselage, has
become fairly widely used.
 This divided duct can be either a wing-root inlet or a scoop at each side of the
fuselage.
 It is used in high Speed. Single engine
aircraft where pilot sits low in the fuselage
and close to the nose.
 This divided duct can be either a wing root
inlet or a scoop at each side of fuselage.
 This divided duct can be either a wing root
inlet or scoop at each side of fuselage.
 Create huge amount of drag.

SINGLE-ENTRANCE DUCT:
 Duct inlet is located directly
ahead of engine and aircraft in
such a position that it scoops
undisturbed air.
 It is either straight configuration
or with relatively genital
curvatures.
 Due to long shaped there is a chance of pressure lost but that is offset by smooth
airflow characteristic.
 In multi engine installation a short straight duct results minimum pressure drop.

INLET EFFICIENCY:
 An inlet must operate efficiently over the entire flight envelope of aircraft.
 At high speed, a good inlet will allow the aircraft to manoeuvre to high angle of
attack and sideslip without disrupting flow to the compressor.
 The inlet is important to overall aircraft operation.
 It is usually designed and tested by the airframe company, not the engine
manufacturer.
 The ratio of the average total pressure at the compressor face to free stream total
pressure is called the total pressure recovery .
 Pressure recovery is another inlet performance index, the higher the value, the
better the inlet.
END