5616 x 3744 px | 47,5 x 31,7 cm | 18,7 x 12,5 inches | 300dpi
Aufnahmedatum:
3. März 2025
Ort:
Brooklands Museum, Weybridge, Surrey, UK
Weitere Informationen:
The Concorde's variable-geometry intake, designed by BAC, like any jet-engine intake, has to deliver the air to the engine at as high a pressure as possible (pressure recovery) and with a variation in pressure distribution (distortion) that can be tolerated by the compressor. Poor pressure recovery is an unacceptable loss for the intake compression process, and excessive distortion causes engine surging (from loss of surge margin). If the engine is a turbojet with reheat, the intake also has to supply cooling air for the hot reheat duct and engine nozzle. Meeting all the above requirements over the full range of the certified operating envelope was required for Concorde to become a viable commercial aircraft. They were met with a variable geometry intake and an intake-control system that compromised neither the operation of the engine nor the control of the aircraft. Supersonic pressure recovery is addressed by the number of shock waves that are generated by the intake: the greater the number, the higher the pressure recovery. Supersonic flow is compressed or slowed by changes in direction. The Concorde intake front ramps changed the flow direction, causing oblique external shocks and isentropic compression in the supersonic flow. The TSR-2 had used a half-cone translating centre-body to change the direction.[20] Subsonic pressure recovery is addressed by removal of the boundary layer (at the ramp bleed slot) and suitable shaping of the subsonic diffuser leading to the engine. The pressure recovery achieved by Concorde's engine intakes at Mach 2 cruise gave an intake pressure ratio of 7.3:1.[21] Shock waves gave rise to excessive boundary-layer growth on the front ramp. The boundary layer was removed through the ramp bleed slot and bypassed the subsonic diffuser and engine, where it would otherwise have caused excessive duct loss and unacceptable distortion at the engine.
