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Total pressure distortion levels at the aerodynamic interface plane of a military aircraft

Published online by Cambridge University Press:  27 January 2016

T. Triantafyllou ,
T. Nikolaidis ,
M. Diakostefanis  and
P. Pilidis
T. Triantafyllou*
Affiliation:
Cranfield University, School of Aerospace, Transport and Manufacturing, Propulsion Engineering Centre, Bedford, UK
T. Nikolaidis
Affiliation:
Cranfield University, School of Aerospace, Transport and Manufacturing, Propulsion Engineering Centre, Bedford, UK
M. Diakostefanis
Affiliation:
Cranfield University, School of Aerospace, Transport and Manufacturing, Propulsion Engineering Centre, Bedford, UK
P. Pilidis
Affiliation:
Cranfield University, School of Aerospace, Transport and Manufacturing, Propulsion Engineering Centre, Bedford, UK
*
t.triantafillou@cranfield.ac.uk
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Abstract

Military aircrafts are often subjected to severe flight maneuvers with high Angles-of -Attack (AOA) and Angles of Sideslip (AOSS). These flight attitudes induce non-uniform in flow conditions to their gas turbine engines which may include distortion of inlet total pressure and total temperature at the Aerodynamic Interface Plane (AIP). Operation of the downstream compression system with distorted inflow typically results in reduced aerodynamic performance, reduced stall margin, and increased blade stress levels. In the present study the steady state total pressure distortion induced to the Aerodynamic Interface Plane due to the aircraft’s flight attitude have been estimated in terms of distortion descriptors. The distorted conditions at the interface between the intake and the engine have been predicted by using Computational Fluid Dynamics (CFD), where 33 different aircraft flight attitudes have been tested. Based on the obtained results the effect of Angle-of-Attack (AOA) and Angle of Side Slip (AOSS) on the distortion descriptors have been studied. The results showed that the distortion effect becomes more pronounced whenever this specific airframe configuration is exposed to incoming flow with an AOSS. Among the tested cases, the greatest total pressure defect at the AIP in terms of difference from the average value and of circumferential extent was calculated for the flight attitudes of 0·35M flight with 0° AOA and 8° AOSS and 0·35M fight with 16° AOA and 16° AOSS.

Type
Research Article
Information
The Aeronautical Journal , Volume 119 , Issue 1219 , September 2015 , pp. 1147 - 1166
Copyright
Copyright © Royal Aeronautical Society 2015

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