By Brian J. Cantwell

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**Extra resources for Aircraft and Rocket Propulsion**

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The purpose of the inlet is to reduce the Mach number of the incoming flow to a low subsonic value with as small a stagnation pressure loss as possible. From the entrance to the end of the inlet there is generally an increase in area and so the component is appropriately called a diffuser. 5 - The inlet throat. Station 2 - The fan or compressor face. 51) Generally the flow from the reference state is regarded as adiabatic and isentropic so that T t1 = T t0 P t1 = P t0 . 52) The inlet is usually modeled as an adiabatic flow so the stagnation temperature is approximately constant however the stagnation pressure generally decreases due to the presence of viscous boundary layers and possibly shock waves.

It indicates that for maximum propulsive efficiency we want to generate thrust by moving as much air as possible with a relatively small change in velocity across the engine. We shall see later that this is the basis for the increased efficiency of a turbofan over a turbojet with the same thrust. This is also the basis for comparison of a wide variety of thrusters. For example, the larger the area of a helicopter rotor the more efficient the lift system tends to be. 34) The thermal efficiency directly compares the change in gas kinetic energy across the engine to the energy released through combustion.

Now let’s see if we can produce some thrust. First redesign the inlet so that the throat area is reduced until the throat Mach number is just slightly larger than one. This will only effect the flow in the inlet and all flow variables in the rest of the engine will remain the same. 7 3/21/11 Ramjet flow field With the flow in the engine subsonic and the shock positioned at the end of the diffuser we have a great deal of margin for further heat addition. 5) is still preserved and the exit Mach number remains one.

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