Subsonic aircraft usually do not cruise at Mach numbers much beyond the critical value. For supersonic flight, however, the aircraft must have sufficient power to overcome the high drag in the transonic speed range and be capable of controlled flight through this variable Mach number range. At transonic range the aircraft experiences a considerable change in the longitudinal trim - usually a nose down pitch. This is accompanied by buffeting; lack of effectiveness of the trimming devices and a considerable increase in the force required moving the controls. 11.8.1 Increasing Critical Mach Number As mentioned earlier, buffeting, loss of lift and control is due to compressibility effect of air flowing at critical Mach number or Mcrit. Increasing the critical Mach number would delay the compressibility effect and thus the controllability of the aircraft in the transonic range. An increase of the critical Mach number or Mcrit on a wing can be achieved by: a decrease in airfoil thickness (increase finesse ratio) a decrease in airfoil camber (slimness) a shift of the location of maximum thickness towards the trailing edge (or a combination of the above measures) the use of swept--back wings. Figure 10: Supercritical Laminar Airfoil Supercritical Laminar Airfoils are specially shaped transonic airfoils with the overall thickness are reduced, its upper camber is less curved and the location of maximum thickness is further aft. As a result, the shock wave on the upper surface forms at a higher speed is further aft and the pressure increase is not as abrupt. This causes the typical compression effects such as the drag increase, high speed buffeting and flow separation to take place at speeds beyond Mach critical which is then called supercritical airspeed. (Refer figure 10) Swept-back wings increase the critical Mach number by dividing the air flow over the wing into speed vectors. The vector that is perpendicular to the wing LE is called the Normal component, the one parallel to the wing LE is spanwise component and the true airspeed component. Only the vector flowing perpendicular to the leading edge is responsible for the formation of shock waves. By sweeping the wing back at an angle, when flying at the speed of sound, e.g. at Mach 1, the air flowing directly across the wing perpendicular to the leading edge is only moving at a speed of Mach 0.7. 2
Malaysian Institute of Aviation Technology
Theory of Flight and Control
Besides the increase of the critical Mach number the sweepback has the additional advantage of reducing the total drag in the transonic speed range. The greater the angle of sweepback the lower the total drag will be. (Refer figure 11)
Figure 11: Airflow over Swept-back Wing
11.8.2 Kinetic or Aerodynamic Heating
Kinetic or Aerodynamic heating is created when the aircraft moves through the air at high speed. The heat comes from three sources; namely skin friction, air compression and shock waves. Skin friction is generated by friction between the air and the surface of the aircraft. When air is compressed, its temperature rises and this form of heating accounts for why the leading edges tend to get hotter than the rest of the aircraft. Shock wave heating tends mostly to heat the air and has only a small effect on the aircraft skin temperature. So the faster the aircraft flies the more acute the problem of kinetic heating becomes. (Refer figure 12) 3
Malaysian Institute of Aviation Technology
Theory of Flight and Control
Figure 11: Kinetic or Aerodynamic Heating In the design of the aircraft, to reduce kinetic heating, it is better to have wave drag than boundary layer drag and to avoid all sharp corners. At supersonic speeds the boundary drag is relatively unimportant compared to its effect at low speed. 11.8.3 Area Rule In an attempt to keep the drag as low as possible during the transonic period the area rule may be applied to the design of the aircraft. This states that the total frontal cross sectional area of the aircraft (including wings, tailplane, and engines) should increase gradually from the front of the aircraft to the middle, then reduce slowly to zero at the rear. Thus where additions are fitted to the fuselage, such as wings and tailplane, the fuselage should be wasted. (Refer figure 12)
Figure 12: Area Rule
11.9 Requirements of Airflow at Engine Inlet Duct The requirements of airflow for the proper operation of a high performance turbine engine are: the provision of airflow as required by the compressor during different aircraft attitudes and airspeeds. the provision of this airflow at a speed corresponding to compressor performance. the establishment of airflow that is undisturbed and uniform in speed and pressure across the compressor diameter. the increase of air pressure with minimum temperature increase. the supply of air with minimum losses of dynamic energy in the inlet duct.
Malaysian Institute of Aviation Technology
Theory of Flight and Control
11.9.1 Supersonic Inlet Ducts
The air approaching a turbine engine compressor must always be at a speed below the speed of sound to prevent a high--speed stall of the compressor blades. When the aircraft is flying at supersonic speed the inlet air must be slowed to subsonic speed before it reaches the compressor. This can be done by using a convergent/divergent (or: CD) inlet duct. Air enters the convergent portion of the duct at supersonic speed, and the velocity decreases until the narrowest part of the duct is reached. At this point, the air velocity has been reduced to the speed of sound and a normal shock wave forms. Beyond this point the duct becomes wider again. The air which passed through the shock wave is now flowing at subsonic speed and is further slowing down as it flows through the divergent portion of the duct. By the time the air reaches the compressor its speed is well below the speed of sound and the pressure has been increased. (Refer figure 13)
Figure 13: Effect of Airflow in Convergent-Divergent Duct.
11.9.2 Variable Air Inlets Aircraft that operate at subsonic and supersonic speed normally have variable inlet ducts that change their shape as the airspeed changes. This is either done by lowering and raising a wedge or by moving a tapered plug in and out of the duct. Variable air inlets are usually controlled automatically by the engine control unit. (Refer figure 14)
Malaysian Institute of Aviation Technology
Theory of Flight and Control
Figure 14: Variable Air Inlet
Below is an example of a variable engine inlet operation of Concorde Aircraft. TAKE-OFF: (Refer figure 15) As the SECONDARY AIR DOORS are all shut, the engine bay is isolated from the intake airflow, and so ALL of the intake air flows into the engine. The intake ramps are fully raised and also the AUXILIARY INLET VANE which is part of the SPILL DOOR assembly is sucked in, to admit extra airflow into the engine. Airflow is admitted into the engine bay via the sprung loaded open GROUND RUNNING FLAP. Figure 15: Variable Inlet during Take-off.
SUPERSONIC CRUISE: (Refer figure 16)
The ramps have automatically lowered to their cruise position (it all starts at Mach 1.28) and the shock system is established. The MACH NUMBER of the air has reduced from MACH 2 to MACH 0.49 at the face of the engine compressor. The SECONDARY AIR DOORS are now open, permitting intake bypass air to flow into the engine bay via the SECONDARY AIR DOORS which are fully open.
Figure 16: Variable Inlet during Cruizing
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Theory of Flight and Control
REVERSE THRUST: (Refer figure 17)
When landed, the SECONDARY NOZZLE buckets have closed up to the reverse position. The SECONDARY AIR DOORS, AUXILIARY INLET VANE and GROUND RUNNING FLAP are all open again. The PRIMARY NOZZLE closes to a minimum position once the buckets have closed up. Figure 17: Variable Inlet in Reverse thrust mode.