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bruce.smith(at)york.com
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 Posted: Wed Aug 09, 2006 4:10 am Post subject: F-16 Inlet, part two |
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Gary,
I read that General Dynamics designed an inlet for the F-16 that had
variable geometry, for customers who may have desired a higher "dash"
speed. Was this ever tested? I know that an F-16 once hit 1,600 mph.
This may be too over the top, but what about a variable geometry inlet
system for Grummans?
Bruce Smith
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jamey
Joined: 10 Jan 2006
Posts: 124
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| Posted: Wed Aug 09, 2006 6:29 am Post subject: F-16 Inlet, part two |
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Wouldn't such a device be more about tuning how pressure waves build up at
high subsonic and supersonic speeds rather than amount of air fed to engine
as presumably at mach# speeds the engine is getting quite a bit of air. One
of the MIGs (21 I think) had a movable cone in the engine (SR71 may have had
this too) to allow some tuning of the supersonic airflow into the engine.
If this is the case, unless you put hang a PT-6 and a JATO you're probably
not going to see a benefit.
Anyway, these are simply the ramblings of a software engineer and not a real
engineer so I look forward to responses by those more knowledgeable:)
Jamey
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GrummanDude
Joined: 15 Jan 2006
Posts: 926
Location: Auburn, CA
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| Posted: Wed Aug 09, 2006 8:44 am Post subject: F-16 Inlet, part two |
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In a message dated 8/9/06 5:11:18 AM, bruce.smith(at)york.com writes:
| Quote: | This may be too over the top, but what about a variable geometry inlet
system for Grummans?
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this isn't too far out of the question. a properly designed exit ramp will self regulate the inlet.
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_________________
Gary
AuCountry Aviation
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flyv35b(at)minetfiber.com
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| Posted: Wed Aug 09, 2006 10:30 am Post subject: F-16 Inlet, part two |
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Cockpit adjustable cowl flaps, just like a Bonanza0 (and others)! Actually any plane that can cruise at 150 kts and needs to0 climb at 100 kts can use adjustable cowl flaps to both increase climb cooling0 and reduce cruise drag. I think closing the cowl flaps on my Bonanza at0 cruise speed increases the speed by about 5 mph. Quite0 significant.
Cliff
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v1rotate(at)verizon.net
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| Posted: Thu Aug 10, 2006 2:10 am Post subject: F-16 Inlet, part two |
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| Quote: | This may be too over the top, but what about a variable geometry inlet
system for Grummans?
Bruce Smith
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Variable geometry inlets are designed to convert supersonic flow to subsonic flow suitable for passage into the compressor of a turbine engine by precisely positioning one or more oblique shock waves and a final normal (or perpedicular) shock wave prior to the airflow meeting the face of the compressor. This must be done because a turbine engine cannot injest supersonic flow. The inlet is variable because, while the aircraft may only cruise at one supersonic speed, the speed range of such an aircraft is typically very broad and no fixed inlet configuration will efficiently satisfy all conditions. Actually, a fixed inlet like the F-16 or old F-100 had will work reasonably well up to about Mach 1.5-1.6, but to fly much faster than that a variable inlet will be more efficient, albeit heavier and more complicated.
Bill Kelly
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jamey
Joined: 10 Jan 2006
Posts: 124
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| Posted: Thu Aug 10, 2006 1:42 pm Post subject: F-16 Inlet, part two |
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That's what I meant to say;)
Jamey
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