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maneuver conditions. At the same time, it has to accommodate the full range of engine airflow from idle to maximum afterburning power. The inlet designer must also consider the constraints imposed by configuration features, such as nose landing gear, weapon bays, equipment bays and access panels, and forebody shaping. In addition to these general considerations, two key aerodynamic requirements are at the forefront in the design of any supersonic inlet system. The first requirement is for flow compression. The inlet system must reduce the airstream’s speed while increasing its static pressure as airflow approaches the engine. For combat aircraft, this is usually done with a series of external shockwaves and internal flow area expansion. As freestream speeds approach Mach 2, elaborate compression schemes, including movable compression ramps, were historically used to reduce losses and enable high inlet efficiency. The second key issue is boundary layer control (BLC). This is the means by which the inlet system will account for a layer of low-energy air that forms on the surface of the fuselage and compression surfaces. This must be managed at both subsonic and supersonic speeds. The boundary layer can create chaos when disturbed by shockwaves created during flow compression. Shockwave/boundary layer interaction can lead to severe airflow distortion at the engine face, which may subsequently lead to engine stall. Several methods can be used for BLC. The inlet can be physically isolated from the fuselage by a boundary layer diverter, a feature found on most of today’s combat aircraft. Another primary technique is boundary layer bleed. Bleed systems may be fully fixed or involve mechanical variation, such as movable exit louvers, to optimize performance. Many of today’s tactical aircraft use a combination of bleed systems, diverters, and compression ramps. Variable compression and bleed systems can provide the aerodynamic functionality required for a high- performance inlet. However, such features also introduce mechanical and structural complexity, weight, and cost into the system [24]. 2. Diverter-less Supersonic Inlet Conceptual Development In the early 1990s Lockheed Martin began an IRAD project to develop a Mach 2 class combat aircraft inlet concept. The concept would embody traditional aero-performance levels and advanced survivability features. Further, it would improve affordability (reduced cost and weight) compared to state-of-the-art design concepts. To meet these goals, the concept would need to incorporate flow compression and BLC functionality, advanced shaping, high structural efficiency, and minimal or no moving parts. These studies were conducted primarily with computational fluid dynamics (CFD) tools augmented with small-scale wind tunnel testing. The DSI emerged as the preferred concept early in the IRAD program. It is distinguished by two main physical features: a fixed, 3-D compression surface (bump) and an edge-aligned, forward-swept cowl. The bump compression surface derives from the flow field produced by a reference axisymmetric body in supersonic flow. The reference body (virtual cone) may be a simple cone, a double or isentropic cone, or any of these bodies at incidence angle to the oncoming stream. In the latter case, the flow field is 3-D, not axisymmetric. A set of CFD particle traces are released along a locus of points representing the intersection of the shock field and aircraft surface. As the particles travel into the shock field, they are deflected away from the virtual cone by internal flow field pressure gradients. A 3-D contour is then defined by a surface faired through the particle traces. When introduced into an identical supersonic flow field, this contour produces a shock structure identical to that of the virtual cone. The bump surface not only achieves flow compression but also creates a span-wise static pressure gradient that assists with boundary layer diversion (Fig. 13). Fig. 13 CFD simulation of DSI supersonic boundary layer diversion. Approved for public release 5/8/18, JSF18-365 16PDF Image | F-35 Air Vehicle Technology Overview
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