Shock Wave Effect On Performance of External Compression Supersonic Inlet For Mig-23 Aircraft

SHOCK WAVE EFFECT ON PERFORMANCE
OF EXTERNAL COMPRESSION SUPERSONIC

INLET FOR MIG-23 AIRCRAFT.
A Project Report
Submitted by
Getacher Tadeg
Mebrahtu Hailu
Eyasu Aregaw
Habtamu Adis
Yoseph Lire
Under the guidance of
Ahmed Mamo (ph.D)
In partial fulfillment for the award of the degree
of
BACHELOR OF TECHNOLOGY
IN
AERONAUTICAL ENGINEERING
(AIRCRAFT PROPULSION)
At
DEFENCE UNIVERSITY COLLEGE OF

ENGINEERING
BISHOFTU-ETHIOPIA
AUGUST 2020
DECLARATION
We hereby that the thesis project entitle“SHOCK WAVE EFFECT ON PERFORMANCE
OF EXTERNAL COMPRESSION SUPERSONIC INLET.”submitted for B-Tech Degree is
our original work and the thesis project has not formed the basis for the award of any degree,
associate ship, fellowship or any other similar titles.
Signature of the students:
1. ____________________________ (Getacher Tadeg)
2. ____________________________ (Mebrahtu Hailu)
3. _____________________________ (Eyasu Aregawi)
4. ____________________________ (Yoseph Lire)
5. ____________________________ (Hebtamu Adis)
Place: _______________________________
Date: ________________________________
I
CERTIFICATE
This is to certify that the project report entitled“SHOCK WAVE EFFECT ON

PERFORMANCE OF EXTERNAL COMPRESSION SUPERSONIC INLET.” is the work
carried out by Mr. Getacher Tadeg, Mr. Mebrahtu Hailu, Mr. Eyasu Aragaw, Mr. Yosph Lire
and Mr. Habtamu Hidish students of B-Tech, Defense University, College of Engineering,
Bishoftu, during the year 2015-2020. In partial fulfillment of the requirement for the award of
the Degree of B-Tech of Aeronautical Engineering/Technology with focus area of Aircraft
propulsion and that the thesis project has not formed the basis for the award previously of any
degree, diploma, associate ship, fellowship or any other similar rule.
Signature of advisor
1.____________________________
Place: ________________________
Date_________________________
Examiners
Signature
1.___________________________ _____________________
2.___________________________ _____________________
3.___________________________ _____________________
Approved by: - __________________________________
II
ACKNOWLEDGEMENT
First of all, we would like to thank the creator of all things before the beginning and emerging
of all things, the almighty and omnipotent God. Our parents are the root for everything we
had deserved; we have respect for them making us such.
we would like to express our deepest gratitude and offer sincere thanks to our advisor Doctor
Ahmed Mamo for his father hood support, supervision, patient advice, guidance, support and
readiness to work with us throughout the project.
We would like to take this opportunity to express our gratitude to our department and
member of our colleagues and other individuals who have contributed in the preparation of
this project.
Lastly, we have great respect for all Ethiopian soldiers specially, those who are in borders to
keep our lovely mother land Ethiopia with great patriotic feelings, thanks you are the
winners.
III
ABSTRACT
In air-breathing propulsion systems as used in high performance flight vehicles the fuel is
carried on board and the oxygen required for combustion is ingested from the ambient
atmosphere.
The main function of supersonic air inlet is to compress the air from supersonic to subsonic
conditions with as little flow distortion as possible. This operation induces the minimum
possible total pressure losses while ensuring a stable flow regime.
As the amount of air required by the engine decreases below a certain point, the shock system
ahead of the air intake may suffer from large oscillations. This Shock system ahead of the air
intake leads to deceases performance of external compression supersonic inlet and strongly
altering the engine thrust or lead to unacceptable structural loads.
This Paper reports analytical investigation on the effects of shock wave on performance of
external compression supersonic inlet for three different throat position at Mach 2.35 and
11km altitude above sea level for MIG-23 aircraft can be predicted.
This report also presents 2-D geometry modeling by using commercial AUTOCAD and
simulation of external compression supersonic inlet using ANSYIS fluent.
Keywords: External compression supersonic inlet, Shock wave, Inlet performance.
IV
TABLE OF CONTENT
Title Page
Declaration…………………………………………………………………………………i
Certificate………………………………………………………………………………….ii
Acknowledgement……………………………….………………………………………..iii
Abstract…………………………………………………………………………… ……vii
List of tables……………………………………………………………………… …….viii
List of symbols………………………………………………………………………… .ix
List of abbreviations…………………………………………………………………… .xi
List of figures……………………………………………………………………… ……xii
CHEPTER-1……………………………………………………………………….. ……1-5
Introduction ………………………………………….…………………………………...1
1.1 Background…………………………………………………………………….....….1
1.2 Statement of Problem...................................................................................................3
1.3 Objective of the Study…………………………………………………………..........3
1.3.1 General Objective……………………………………………………..…….........3
1.3.2 Specific Objective ……………………………………………….………….........3
1.4 Methodology…………………………………………………………….……….......4
1.5 The Organization of the Project Report…………………………………………..…....4
1.6 Scope and Limitation of the Project……………………………..…………………....5
1.7 Significance of the Project……………………………………………………..……..5
V
CHEPTER -2 …………………………………………………………………………….6-12
LITERATURE REVIEW…………………..…………………………………..…………6
2.1 Introduction ……………….………………………………………………………..6
2.2 Type of Supersonic Inlet.............................................................................….............6
2.2.1 Pitot Inlet……………….……….…………..………….……………….…….…6
2.2.2 Internal Compression Inlet……………………..……..…………………...….....7
2.2.3 Mixed Compression Inlet……………..………….……………………….……..8
2.2.4 External Compression Inlet…………………….…………………….………....8
CHAPTER-3………………..………………………………………………………….13-48
ANALYTICAL CALCULATION AND MODELING ................……...…..................13
3.1 Introduction…………………….………….…..………………………..………....13
3.2 Normal Shock Wave................................…..............…............................................15
3.2.1 Normal Shock Wave Equation……..…..……..………..……..…………….......16
3.3 Oblique Shock Wave ………..……………………………….………….…….........17
3.3.1 Oblique Shock Wave Relation………………………………………………...20
3.4 Performance Characteristics……………………………………………..……....…20
3.4.1 Pressure Recovery…………….……….……………..….…………....…...........20
3.4.2 Mass Flow Ratio…………………………………….….………..…..….….....20
3.4.3 Inlet Drag………………….…...............................…......................................21
3.4.3.1Inlet Drag Component……………………..…………..…………....…..…21
3.4.3.1.1 Spillage Drag………………………………………..……..……....…21
3.4.3.1.2 Per-entry Drag…………………………………..………..……….….22
3.4.3.1.3 Cowl Drag………………………………………………………… ..22
VI
3.4.3.1.4 Bleed Drag……………………………………………………..….…23
3.5 Modeling and Result of Calculation……………………………….………........…..23
3.5.1 Modeling and Pressure Recovery Calculation for
Case One………………………..………………………….………………..24
Case Two…………………………..………………………………......……27
Case Three…………………………..…………………….…………………32
3.5.2 Mass Ratio Calculation for
Case One………………………………………….……………………..…..36
Case Two……………………………………………………………,,,…..,..38
Case Three…………………………………….……………………….....….41
3.5.3 Inlet Drags Calculation for
Case One……………………..………….……………….……..…….……....….44
Case Two………………………………….………………..……............…….…45
Case Three.. …………………………….…….…………..………………....…..47
CHAPTER-4…………………………………………………….…………………….49-70
CFD ANALYSIS…………… …..………………………….……………………….......49
4.1 Geometry Model Meshing for Case One……………………………………...…..…50
4.2 Boundary Condition for Case One……………………………………………….…..50
4.3 Analysis Procedure for Case One……………………………..……………………..51
4.4 Result and Discussion for Case One............................................................................52
4.5 Geometry Model Meshing for Case Two…………………….……………………....57
4.6 Boundary Condition for Case Two …………………………………………..……...58
4.7 Analysis Procedure for Case Two…….……………………………..……………….58
VII
4.8 Result and Discussion for Case Two............................................................................59
4.9 Geometry Model Meshing for Case Three……………………………………...…....63
4.10 Boundary Condition for Case Three……………………………………..….……...64
4.11 Analysis Procedure for Case Three……………………..……………..….…….…,.65
4.12 Result and Discussion for Case Three.....................................................................,..66
CHAPTER-5……………………………………………………………………………71-73
Conclusion and Recommendation ………………………….…………..........................,..71
5.1 Conclusion……………………………….………..…………………..……,,,…,...71
5.2 Recommendation………………….………………………………………...….….72
REFERENCE…………………………..……………………………………….….....73
APPENDEX……………………………………………………………………………..74
VIII
LIST OF SYMBOL
NAME UNIT
Static pressure upstream the shock
Static pressure across the shock
Total pressure upstream the shock
Total pressure across the shock
Static temperature upstream the shock kelvin (K)
Static temperature across the shock kelvin (K)
Total temperature upstream the shock kelvin (K)
Static density upstream the shock
Total density upstream the shock
Total density across the shock
Free stream Mach number unit less
Mach number across the shock unit less
Normal Mach number upstream the shock unit less
Normal Mach number across the oblique shock unit less
Tangential Mach number upstream the oblique shock unit less
Tangential Mach number across the oblique shock unit less
Normal velocity upstream the oblique shock m/s
IX
Tangential velocity upstream the oblique shock m/s
Tangential velocity across the oblique shock m/s
Normal velocity across the oblique shock m/s
Wave angle degree
Specific heat ratio unit lss
Pressure recovery
Stagnation pressure at engine face
Stagnation pressure in free
Mass flow ratio kg/s
Mass flow entering inlet kg/s
Mass flaw at free stream conditions kg/s
Net propulsive thrust
Net trust due to momentum change between free stream and engine exit
External drag forces
Pre-entry drag
Height of first element perpendicular to free stream flow cm
Height of second element perpendicular to free stream flow cm
Cowl pressure drags one due to the first OSW
Cowl pressure drag two due to the second OSW
total wave pressure of drag
Drag of the second element length cm
X
Abbreviation
CFD Computational Fluid Dynamic
SLTEC Stream Line Traced External Compression
OSW Oblique Shock Wave
NSW Normal Shock Wave
SUPIN SUPersonic INlet design and analysis tool (SUPN is being written in Fortran 95.)
XI
LIST OF TABLE
Table 3.1 OSW calculated values in case one……………………………………..26
Table 3.2 NSW calculated values in case one…………………………………….27
Table 3.3 First OSW calculated values in case two……………………………...29
Table 3.4 Second OSW calculated values in case two…………………………...30
Table 3.5 NSW calculated values in case two……………………………………32
Table 3.6 First OSW calculated values in case three……………………………..34
Table 3.7 Second OSW calculated values in case three………………………….35
Table 3.8 NSW calculated values in case three………………………………….36
Table 4.1 Analysis procedure for case one……………………………………….51
Table 4.2 Analysis procedure for case two………………………………………59
Table 4.3 Analysis procedure for case three……………………………………..66
XII
LIST OF FIGURE
Figure 1.1 External compression supersonic inlet MIG23 aircraft……………........2
Figure 2.1 Pilot inlet…………………………………………………...…………...7
Figure 2.2 Internal compression inlets …………………………………….……….7
Figure 2.3 Mixed compression inlet…………………………………………..…....8
Figure 2.4 External compression inlets………………………………………….....8
Figure 3.1: Shock waves………………………………………………………...….14
Figure 3.2 : Sketch of normal shock wave…………………………………………..14
Figure 3.3 : The variation of properties across the normal shock wave………...…..16
Figure 3.4 : Sketch of an oblique shock wave……………………………………...17
Figure 3.5 : Oblique shock wave relations……………………………………....…19
Figure 3.6 : Oblique shock wave properties, = 1.4, the Ɵ-β-M diagram………...19
Figure 3.7 : External compression supersonic inlets at δ=0 degree…………….….24
Figure 3.8: Oblique and normal shock waves geometry at zero wedge angles…….24
Figure 3.9 : External compression supersonic inlet at δ=9 degree…………….….27
Figure 3.10 : Oblique and normal shock waves geometry at δ=9 degree……………28
Figure 3.11: Modeling of external compression inlet at δ=15 degree………………28
Figure 3.12: Oblique and normal shock waves geometry at δ=15 degree………….32
Figure 3.13: Cowl pressure distribution of shock wave for case one ………….……44
Figure 3.14 : Cowl pressure distribution of shock wave for case two ………..…46
Figure 3.15: Cowl pressure distribution of shock wave for case three……………..47
Figure 4.1: Geometry model for case one…………………………………………49
XIII
Figure 4.2 : Face split for case…………………………………………...………...…50
Figure 4.3: Geometry model meshing for case one……………………...………..…50
Figure 4.4: Convergence histories for case one…………………………...………….51
Figure 4.5 : Static tempratur simulation result………………..…………….…….…...53
Figure 4.6: Density simulation result for case one……………………………...……..54
Figure 4.7 Static pressure simulation result for case one………………………..……54
Figure 4.8 Total pressure simulation result for case one………………………..……..55
Figure 4.9 Velocity maginitud simulation result for case one………………………….56
Figure 4.10 Velocity vector simulation result for case one……………………….……..56
Figure 4.11 : Geometry model for case two…………………….………….…………….57
Figure 4.12: Face split for case two…………………………….……………………….57
Figure 4.13: Geometry model meshing for case two………………………...………..58
Figure 4.14: Convergence histories for case two………………………………………60
Figure 4.15: Static tempretur result of fluent simulation for case two………………......60
Figure 4.16 Velocity magnitude simulation result for case two………………………….61
Figure 4.17 Velocity vector simulation result for case two………..……………………...62
Figure 4.18 Density simulation result for case two………………………………….……62
Figure 4.19 Static pressure simulation result for case two………………………………...63
Figure 4.20: Geometry model for case three……………………………………………63
Figure 4.21: Face split for case three…………………………………………………...64
Figure 4.22: Geometry model meshing for case three……………………….…………65
Figure 4.23: Convergence histories for case three…………………………………..….67
Figure 4.24 Pressure simulation result for case three…………………………………..67
XIV
Figure 4.25: Density result of fluent simulation for case three……………..……….68
Figure 4.26 Static temperature simulation resultfor case three………………………69
Figure 4.27 Velocity magnitude simulation result for case three……………………69
XV
CHAPTER ONE
1. Introduction
The role of supersonic air inlet is to decelerate the incoming supersonic air to a low
subsonic flow. This operation induces the minimum possible total pressure losses while
ensuring a stable flow regime. As the amount of air required by the engine decreases below
ascertain point, the shock system ahead of the air intake may suffer from large oscillation. In
supersonic inlet, the main sources of total pressure loss are adverse effect of shock waves.
The extremely thin region in which the transition from the supersonic velocity relatively low
pressure state to the state that involves a relatively low velocity and high pressure is termed a
shock wave. The shock system ahead of the air intake experience leads to decrease
performance of external compression supersonic inlets, here what we have done is
investigating the effect of shock wave on performance of external compression supersonic
inlets.
1.1 Background
Supersonic have been developed since World War II in parallel with the development
of jet engine and supersonic flights. Supersonic inlet is critical components of air breathing
Propulsion system because it converts kinetic energy of supersonic air flow into pressure
energy and delivers it to engine[1].During the deceleration of compression process, series
oblique/conical shock wave occurs in the supersonic part of the inlet. Various supersonic
inlets are classified based on the location of shock system. Most of them can be grouped into
three types, namely;
1. External compression,
2. Internal compression, and
3. A combination of both
In an external compression inlet the oblique shock wave occur externally on a

compression surface ahead of the cowl lip, followed by normal shock near of at the lip [2, 3];
while in internal compression inlet, the oblique shock wave occurs internally after cowl lip,
followed by normal shock at the throat [3].
1
Finally, in the mixed compression inlet, the oblique shock wave occur both externally
upstream of cowl lip and internally after the cowl lip, followed by normal shock at the throat
which is located inside the inlet, followed by subsonic diffuser[4].
The type of inlet selected depends on cruise flight Mach number. For cruise Mach
number 2.0 or smaller, an external compression inlet is more suitable due to high pressure
recovery and stable operating characteristics [5-7].The propulsion system is significantly
affected by the inlet performance. The effect of shock wave in the performance of the
external compression supersonic inlet for each 1% total pressure loss, there is at least 1-1.5%
loss in engine thrust [8].
In supersonic inlet, the main sources of total pressure loss are adverse effect of shock
waves. The aim of this project is to investigate the effect of shock wave on performance of
the external compression supersonic inlet for MIG-23 aircraft.
Figure 1.1 External compression supersonic inlet models of MIG 23 aircraft.
The need for this study arose because no useful figures are available to determine the
effect of shock wave on performance of external compression inlet with variable geometry.
The originality of this work is based on the independent critical discernment of known facts
where information and equations are combined in a unique manner for determining figures of
shock wave effect on performance of external compression inlet.
2
The project was carried out in three phases, namely analytical calculation, Software
analysis, and comparison between the former two.
Analytical calculation takes place in three cases by varying the throat area with zero, medium
and maximum angle of attack. Software analysis for each case one, case two and case three
was done and at the last a comparison between analytical calculation and software analysis
part done for validating the predicted shock wave effect on performance of external
compression inlet.
1.2 Statement of Problem

The role of supersonic air inlet is to decelerate the incoming supersonic air to a low
subsonic flow. This operation induces the minimum possible total pressure losses while
ensuring a stable flow regime.
As the amount of air required by the engine decreases below ascertain point, the shock
system ahead of the air intake may suffer from large oscillation. This phenomenon is strongly
altering the engine thrust or leads to unacceptable structural loads.
The shock system ahead of the air intake experience leads to decrease performance of
external compression supersonic inlets. However it is not investigated and data related to this
problem is too less.
To minimize this limitation and in order to serve as a reference we can look numerically
analytically the effect of shock wave on performance of external compression supersonic
inlet for MIG-23 aircraft.
1.3 Objective of the Study
1.3.1 General Objective
The main study of this study is investigating the effect of shock wave on external
compression supersonic inlet.
The output of this study is expected to give helpful insight and data related to the effect of
shock wave on external compression supersonic inlet performance.
3
1.3.2 Specific Objectives
 Analytical calculation about shock wave on external compression inlet for MIG-23 air
craft.
 2-D geometry modeling and mesh generation of external compression inlet for MIG-
23 aircraft by using commercial AUTOCAD software.
 2-D simulation of external compression supersonic inlet using ANSYIS fluent.
 Analytically analysis numerically calculated with software analysis.
1.4 Methodology
The following methodology is implemented to achieve the desired objective:
 Collecting a detailed survey of published literature which relates to the effect of shock
wave on performance of external compression supersonic inlet.
 Carry out the analytical calculations.
 Doing 2-D geometry modeling and mesh generation of external compression inlet for
MIG -23 aircraft by using commercial AUTOCAD software..
 Doing 2-D simulation of external compression supersonic inlet by using ANSIS
WORKBENCH.
 Discussing the simulation results with the analytical calculations.
 To draw conclusion and recommendation on finding results.
 Report the document and presentation
1.5 The Organization of the Project Report:
The report in this study is divided into five chapters.
 Chapter 1 “introduction” provides the general introduction on the study and it includes
background, problem statement, objective, and project methodology and outlines report of the
study.
 Chapter 2 “literature reviews” deals with details of relevant theory and latest researches that
have been covered by different researchers which helped us to conduct our project.
 Chapter 3 “analytical calculation and modeling” discusses performance calculation of the
external compression supersonic inlet and its modeling.
 Chapter 4“software simulation” deals with ANSYS Fluent simulation based on the result of
chapter 3 calculation.
4
 Chapter 5 “conclusion and recommendation” gives a quick review of the work done in this
project and provides some conclusion and recommendation.
1.6 Scope and Limitation of the Project

1.6.1 Scope of Project
In this project we will develop a 2-D model of external compression supersonic inlet by
measuring the geometry of the external compression supersonic inlet model available in our
aircraft work shop and further investigating the effect of shock wave on the performance of
external compression supersonic inlet for MIG-23 aircraft.
External compression supersonic inlet performance calculation and CFD simulation in
ANSYS fluent is carried out in three throat position.
1.6.2 Limitation of the Project
 There is no more available open source data and previous researches on the
phenomena
 These projects are considering analytical calculation of only shock wave effect
no more other effect and detail calculation on the inlet.
 We cannot get the standard measurement of the inlet since library’s are closed
available in air force, dejen and the basement of MIG -23 aircraft around
Bahirdar. Dimension of the inlet geometry taken from the model of the inlet
available in our aircraft shop by direct measuring using a ruler.
1.8 Significance of the project
The inlet is main component of aircraft studying its performance characteristics and
factors that affect its performance are the first significance of the project.
And also the implementation of this project will help for future research that can be done on
the internal and mixed compression supersonic inlet. This project will help also for learning
purpose because it intends to open window for future research.
5
CHAPTER TWO
LITERATURE REVIEW
2.1 Introduction
The purpose and requirement of air inlet are as follows (Jet Engine 1980:1):
 To compress supersonic air flow to subsonic air flow and diffuse it to condition which
are acceptable for combustion to take place.
 To allow the required amount of air to enter the engine.
 To ensure stable flow.
 To keep the loss in total pressure to minimum.
 To provide air to engine face with uniform velocity across the duct.
 The inlet must have as little sensitivity as possible to angle of attack and yaw.
 The inlet must satisfy the system requirement over arrange of light speed and engine
demands.
 All inlet drug components must be kept to minimum.
In supersonic application inlets are often called inlet diffusers. For better understanding of
terminology it is worth mentioning that the term Intake is used in United State of America
while the term Inlet is used by the British(Seddon 1988)
2.2 Types of Supersonic Inlets

The performance modes of supersonic inlet are four types. Those are,
1. pitot tube
2. Internal compression supersonic inlets
3. Mixed compression supersonic inlet
4. External compression supersonic inlets
2.2.1 Pitot Inlet

This is the simple type of inlet where the air flow is retarded through a single normal shock
to subsonic conditions. This inlet is normally used up to a flight Mach number of M.= 1.8
(surber and numbers 1988).The stagnation pressure recovery of this inlet rapidly deteriorates
6
with higher Mach number and is consequently not suitable for modern high speed, high
performance missile application.
Figure 2.1 Pitot inlet [8].
2.2.2. Internal Compression Inlet
After the supersonic air-stream entered the inlet, it is retarded by an internal contraction in
the inlet duct as shown figure above. this type of inlet has a low drag value because external
deflection and disturbance of entering flow are prevented. A disadvantage of this type of inlet
is that a stable shock with normal shock swallowed (inlet started) is not easily established
because of the instability of Normal shock wave in converging channel (Jet Engine 1980).
It is further more difficult to start this inlet and complex variable geometry inlet is
required to achieve this. A method to start this type of inlet is to raise the air-speed to a value
higher than the design condition (Jet Engine 1980).once a stable shock system is established
the air-speed is lower to the design condition. This is however a very uneconomical method
to start the inlet and a rear danger exits that the inlet become that the inlet can become
unstated during flight as a result of an increase in back pressure from the combustion
chamber.
Figure 2.2 Internal compression inlets[8].
7
2.2.3 Mixed Compression Inlet
This inlet as shown in figure below, delivers the best results with reference to stagnation
pressure recovery (Jet Engine 1980).the advantage of better stagnation pressure recovery by
the need to control Bow separation in the inlet duct. The flow separation is caused by the
interaction of the internal shock system (Oblique and Normal shocks) with the boundary
layer. This instability in bow condition result in normal shock moving upstream, jumping out
of the inlet opening, and causing the inlet to become unstated.
Figure 2.3 Mixed compression inlets[8].
2.2.4 External Compression Inlet
Before the normal shock is encountered as shown in Figure 2.4 the oblique shock(s)
are generated with the aid of wedge shaped surface(s) situated in front of the cowl lip.
Although better stagnation pressure recovery can be achieved by increasing the number of
oblique shocks, it was found (Jet Engine1980) that it is not practical to use to more than two
external wedge surfaces due to complications in the flow. The stagnation pressure recovery of
this two wedge- inlet is less satisfactory than an isentropic compression inlet.
Figure 2.4 External compression inlets[8].
8
The concept of isentropic compression is explained by Seddon (1988:9) where the air-
flow is compressed by a multi-shock system on smoothly countered compression surface
(Oswatitsch 1947).This produces an infinitely large number of weak oblique shock which
compress the supersonic air-stream with theoretically no loss in stagnation pressure. With an
isentropic compression inlet very high drug is encountered due to the big angle through
which the flow is turned on the curved compression surface before it enters the inlet opening.
The advantage of high stagnation pressure recovery achieved with this inlet is to great extent
cancelled out by the much drag encountered on the steeply curved cowl lip (conners & Lovell
1980).
An advantage of a two-wedge external compression inlet is that the construction is

relatively simple and the optimum configuration is normally determined experimentally in a
wind-tunnel.
Now we have listed out some of the latest researches that have been covered by different
researchers which helped us to conduct our project. Our work focuses on the effect of shock
wave on performance of external compression supersonic inlet for MIG-23 aircraft and to do
so earlier work on external compression supersonic inlet have been referred are quoted
bellow:
Jc Esterhuyse march 1997[1], He published a research on aerodynamic drag of the

two dimensional external compression inlet at supersonic speed. Integration of the air inlet
with the total propulsion system results in certain penalties such as in increase in
aerodynamic drug. It is great importance to evaluate and qualify this drag penalty to ensure
that each and every component and inlet system is designed for good flow property with as
little drag as possible.
He was carried out the project over three phases, a theoretical investigation were a
fluid flow; analysis was done of factors influencing drug. The second phase ;a comprehensive
experimental study were intensive wind tunnel tests were conduct of flight Mach number of
M=1.8,M=2.0,M=2.2,M=2.3 & M=2.4.During third phase a comparison, between the
theoretical value and experimental data was done, for validating the predicted aerodynamic
drag figures. He was solved a complex fluid-dynamics problem by applying theoretical
equation to a practical situation were a realistic two-dimensional external compression inlet
was tested over its full operational range during an intensive wind –tunnel test program. And
9
he made the following conclusions. Reasonably he was achieved a good correlation between
the experimental and theoretical value at low subcritical of mode operation:
 A smaller mass flow range ,typically 0.63to 0.98,achieved during the test program
indicates that the inlet can only be operated over much smaller sub critical mode
that which He was expected;
 The mass flow ratio or mode of operation has a significant effect on drag at
M=1.8;M=2.0;M=2.2;M=2.3 and M=2.4;the drag increased by
164%;96%;107%;180% and 64% respectively with an associated reduction in mass
flow rate;
 Variation in Mach number from below to above the design point(M=1.8 to 2.4),
Caused a 50% increase in drag at maximum flow condition;
 The steep slope of the curve for experimental drag coefficient indicates that at sub
critical mode of operation the increase in drag with decreased in captured mass
flow rate is much more severe than expected. This indicates a major drag penalty
associated with spill.
P.Grenson and S.Beneddine 2018[2] they published a research on analysis of

shock oscillations of an external compression supersonic inlet through unsteady numerical
simulations.
They have been investigated the ability of unsteady numerical simulations to predict the
flow behavior in external compression supersonic inlet. They made analysis on the dynamic
characteristics of the flow as the invested mass –flow is progressively reduced from
supercritical condition to the sub critical flow regime that features large oscillations of the
shock system based on experimental data gathered on rectangular inlet at M=1.8.Unsteady
RANS and ZDES simulations have been carried out on a reduced model of an external
compression supersonic inlet which exhibits shock oscillations when mass flow ratio
decreases below a particular threshold.
The result showed that both URANS and ZDES are able to reproduce the big buzz
phenomenon which is associated to the large amplitude shock oscillations. Furthermore, only
the ZDES strategy has permitted to retrieve small amplitude shock oscillations referred a
little buzz and occurring for higher mass flow ratio. For such causes, URANS simulation
quickly covered to steady-state. ZDES has been proven to be valuable tool for a deeper
understanding of both little and big buzz phenomena-buzzed.
10
Hussein K. Halwas and Suresh Aggarwal December2018 [3] they study a
computational investigation on the Effect of Side Gust on Performance of External
Compression Supersonic Inlet at Mach 1.8.They were generated a three –dimensional
structure mesh by using the ICEM computational fluid dynamics software and the detailed
three dimensional simulations are performed using the ANSYS Fluent 18.2 code. They tests
grid independency by using local grid refinements and varying the number of grid point from
2.5 to 9.5 million.
The effect of side gust on the flow field and oblique and normal shock are analyzed
by examining the Mach number and pressure distribution in three zones. They characterized
the inlet performance in terms of total pressure loss, flow distribution and mass flow ratio
parameters for a side gust of 56 m/s and gust angle of 30, 60 and 90 deg. Finally there Results
indicate that the inlet performance is significantly affected by the side gust, especially at
small gust angles.
John W. Slater [4], he has been presented a methodology for the design of the
streamline-traced, external compression (STEX) supersonic inlet for specified free stream
and engine-face condition and a specified set of input design factors. The compression of
shock and Mach wave is altered through modification of leading edge and shoulder of the
compression surface.
His design methodology was implemented into the SUPIN inlet design tool and it uses
specified design factor to design the inlet and computes the inlet performance, which includes
the flow rates, total pressure recovery and wave drag. He was also used CFD simulations to
provide a tool for understanding the flow field of STEX inlet and the improvement of models
with SUPIN by using. The streamline-tracing concept offers flexibility in the shape of capture
cross-section. This offers the flexibility in the integration of the inlet with an aircraft, which
may lead to performance and operation benefits.
Mohammad Reza Soltani,Mohammad Farahani and Javad Sepahi Younsi [5],

They have been studied on performance improvement of a supersonic external compression
inlet by heat source addition. In their study and axisymmetric supersonic inlet was simulated
numerically and the numerical result were compared with the experimental data to ensure the
computational data. After this comparison they were investigated the effect of heat addition
to the flow in two methods. In the first method the front portion of the spike was heated and
the result indicated a reduction in drag coefficient.
11
However, this method of heat addition reduced the inlet mass flow rate thus they were
concluded that the method was not suitable. In the second method, a heat source is placed at
distance away from the body. They were investigated the best heat source location upstream
but not very far from the nose oblique shock and heat it showed that applying an annulus heat
source in the optimum position reduce the drag coefficient by about 22%.
John W. Slater [6], he was published a research on Off-Design performance of the

Stream- Traced, External -Compression Supersonic Inlet.
He was examined the aerodynamic performance of a stream line-traced, external –

compression (STEX) inlet for Off-design condition that included lower supersonic and
subsonic Mach numbers, angle of attack and angle- of sideslip. As his study the degradation
of the inlet performance was of concern at negative angle-of-attack, angle angle-of-side slip
in excess of three degree, and at low speed condition blow M=0.6 and a full understanding of
the performance of the inlet at angle-of- attack and angle -of – side slip needs to consider
how the inlet would be integrated onto the aircraft. Improvement of the inlet performance at
the low speed condition was obtained by reducing the inlet flow ratio or by deforming the
cowl lip to increase the capture and throat cross-sectional areas. The acceptability of
deforming the cowl lip also requires an evaluation of pliable structures or variable-geometry,
segmented inlet surfaces.
Eric Loth and Louis Povinelli [7], they have been studied on Canonical Normal
Shock Wave /Boundary –Layer Interaction Flows Relevant to External Compression Inlets.
The study considered various flow candidates for canonical flow configuration to incorporate
the key fluid physics of a normal –shock boundary layer – interaction present in an external
compression supersonic inlet.
Key Summery
We were understand from the literature review as follow,
 Understand the part of the inlet very well.

 Knowing parameter of performance characteristics of the inlet.
 Understand different factor tha affect the inlet performance.
 Performance of the inlet has a significant direct effect on propulsion system.
12
CHAPTER THREE
3 ANALYTICAL CALCULATION AND MODELING
3.1 Introduction
Shock waves has been found experimentally that, under some circumstances, it is
possible for an almost spontaneous change to occur in a flow, the velocity decreasing and the
pressure increasing through this region of sharp change. The possibility that such a change
can occur actually if the initial flow is supersonic. The extremely thin region in which the
transition from the supersonic velocity relatively low pressure state to the state that involves a
relatively low velocity and high pressure is termed a shock wave.
Shock waves are present in a variety of engineering application environments, such as

transonic gas turbine blade tip gaps, transonic turbine blade passages, scramjet isolator ducts,
supersonic aircraft engine intakes, adjacent to transonic and supersonic flight vehicle
surfaces, and nearby surfaces of rockets, missiles, and reentry vehicles. These different
application environments require consideration of the orientation, position, strength, and
unsteadiness of the associated shock waves. The interactions between such shock waves and
the boundary layers of these devices are of particular interest. This is because such
interactions affect time- and spatially-varying static and stagnation pressure distributions,
boundary layer development and separation, vortex formation, shear stress distributions,
surface convective heat transfer, and flow transition stability. These, in turn, often affect
engineering component performance characteristics, such as the presence and development of
drag, including wave drag on external surfaces, unsteady buffet, aero-propulsion engine
performance, and aero-propulsion engine efficiency. Shock wave control technologies are
thus employed to reduce or minimize the adversarial effects of shock wave interactions as
they affect such performance characteristics. Shock waves may be normal or oblique to the
direction of local flow.
3.2 Normal Shock Wave

It refers to the shock waves perpendicular to the flow direction. The area of the shockwave
relies on the variety in the cross-sectional stream zone of the conduit, and also on the
upstream and downstream limit conditions.
13
Figure 3.1 Sketch of a normal shock wave[2].
Region 1 is a uniform flow upstream of the shock, and region 2 is a different uniform flow
downstream of the shock. The pressure, density, temperature, Mach number, velocity, total
pressure, total enthalpy, total temperature, and entropy in region 1 are p1, ρ1, T1, M1, u1,
p0,1, h0,1, T0,1, and s1, respectively. The corresponding variables in region 2 are denoted by
p2, ρ2, T2, M2, u2, p0,2, h0,2, T0,2, and s2.
The variations of static pressure, temperature, and density increase across the normal shock
wave but Mach number, and total pressure decrease across the shock.
Figure 3.2 The variation of properties across the normal shock wave[5].
14
3.2.1 Normal Shock Wave Equation
Mach wave across the normal shock wave
( )
( )
eqn.1
It state that the Mach number behind the wave M2,is a function only of the Mach number
ahead of the wave M1.if M1=1, then M2=1.this is the case of an infinitely weak normal
shock wave, defined as Mach wave. If M1>1, then M2<1 that is the Mach number behind the
normal shock wave is subsonic. As M1 increase above 1, the normal shock wave becomes
stronger and M2 becomes progressively less than 1.
Static pressure ratio of the shock wave is
eqn.2
Static temperature ratio of the shock is
( )
* ( )+ eqn.3
( )
( )( ) eqn.4
Density ratio of the shock is
eqn.5
Total pressure to free stream static pressure ratio is
( )
( ) eqn.6
Stagnation pressure ratio of the normal shock is
( ) ( ) ( )
,( )
- ( ( )
) eqn.7
15
3.3 Oblique Shock Wave
An oblique shock wave is a shock wave that, unlike a normal shock, is inclined with
respect to the incident upstream flow direction. It will occur when a supersonic flow
encounters a corner that effectively turns the flow into itself and compresses. The upstream
streamlines are uniformly deflected after the shock wave. The most common way to produce
an oblique shock wave is to place a wedge into supersonic, compressible flow. Similar to a
normal shock wave, the oblique shock wave consists of a very thin region across which
nearly discontinuous changes in the thermodynamic properties of a gas occur. While the
upstream and downstream flow directions are unchanged across a normal shock, they are
different for flow across an oblique shock wave.
Figure 3.3 Sketch of an oblique shock wave[5].

The flow at the wall must be tangent to the wall hence the streamline at the wall is also
deflected upward through the angle . In figure 3.4 the streamlines are turned upward in to
the main bulk of the flow. Whenever a supersonic flow is turned into itself as shown in figure
an oblique shock wave will occur. The originally horizontal streamlines ahead of the wave
are parallel to each other and inclined upward at the deflection angle θ, across the wave the
Mach number, discontinuously decrease, and the pressure, density, and temperature
discontinuously increase.
16
3.3.1 Oblique Shock Relation
Figure 3.4 Oblique shock relation geometry[5].

Consider the oblique shock wave in the above figure, the angle between the shock
wave and the upstream flow direction is defined as the wave angle, denoted by β.the
upstream flow (region 1) is horizontal, with a velocity and Mach number M1. The
downstream (region 2) is inclined upward through the deflection angle θ and has velocity V1
and Mach number M2. The upstream velocity is split in to two components tangential and
normal to the shock wave, and respectively with the associated tangential and normal
Mach numbers and respectively.
Similarly the downstream velocity is split in to tangential and normal component, and
respectively with the associated tangential and normal Mach numbers Mt2 and Mn2
respectively.
Note that the equation is involving the normal components only of velocity Vn1 and Vn2; the
tangential component does not change across the shock, so does not appear in this equation.
Hence we deduce that changes across an oblique shock wave are governed only by the
component of velocity normal to the wave.
Mn1=M1 sin β equ.8
Hence an oblique shock wave with Mn1 given by equation 8 we have the following basic
relation
Shock wave across the oblique shock wave
[( ) ]
( )
eqn.9
17
Density ratio of the oblique shock wave
( )
( )
eqn.10
Static pressure ratio of the wave

( ) eqn.11
Static temperature ratio of the shock wave

[ ( )][ ( ) ]
( )
eqn.12
Stagnation pressure ratio of the oblique shock wave
( )
[( )
] [ (
]
)
eqn.13
Note that Mn,2 is the normal Mach number behind the shock wave. The downstream Mach
number itself, M2, can be found from Mn,2 and the geometry of Figure 3.3 as
eqn.14
Equation (13) introduces the deflection angle θ into our oblique shock analysis; we need θ to
be able to calculate M2. However, θ is not an independent, third parameter; rather, θ is a
function of M1 and β, can be calculated using the formula
( )
eqn.15
Equation (14) is an important equation. It is called the θ-β-M relation, and it specifies θ as a
unique function of M1 and β. This relation is vital to the analysis of oblique shock waves, and
results from it are plotted in Figure 3.6 for γ = 1.4.
18
Figure 3.5 Oblique shock properties, γ = 1.4.The θ-β-M diagram. .[4]
Figure 3.6 (continued) .[4]
19
3.4 Performance characteristics
The performance of an inlet is characterized by three important parameters, namely

pressure Recovery, mass flow ratio and boundary layer bleed. Each one of the above-
mentioned has an effect on the overall figure of an inlet.
3.4.1 Pressure Recovery
The inlet total pressure recovery at the engine face for an inlet is a measure of the
amount of losses through the inlet and is defined by Seddon (1988:5) as the ratio of the mean
total pressure at the engine face to the total pressure available in the free stream, infinitely far
upstream of the inlet.
eqn.16
The total pressure recovery is an indication of the maximum pressure available in the
combustion chamber and resultant thrust that can be developed.
With an increase in free stream (flight) Mach numbers, high shock losses and shock wave
boundary layer interactions cause a decrease in total pressure recovery. Methods to remedy
these high shock losses, ego variable compression surface where oblique shocks are
prevented from entering into the inlet, can result in an increase in drag. This is as a result of
the greater angle through which the flow is turned before it enters the inlet opening.
3.4.2 Mass Flow Ratio
The mass flow ratio is defined by Gregoriou (1985:7} as the ratio of air mass flow at
inlet entry to air mass flow at free stream conditions.
̇
̇
eqn.17
This mass flow ratio, , can also be expressed as
̇ eqn.18
3.4.3 Inlet Drag
The inlet drag is defined as the resultant force, opposing the direction of flight, produced
on the aerodynamic duct system by external and internal flow (Seddon & Goldsmith 1985).
20
3.4.3.1 Inlet Drag Components
The external inlet drag is consists mainly of spillage drag (dumping excessive air
overboard), pre-entry drag(with oblique shock: in front of the cowl lip at a Mach number
below design value)cowl drag (wave pressure drag), friction drag and bleed drag. Internal
drag is primarily caused by bleeding off the boundary layer through ramp and throat bleeding
systems. The significance of bleed drag is much less than the drag caused by the external
flow conditions mentioned above. It is therefore important to consider each drag contributing
component separately.
3.4.3.1.1 Spillage Drag
The drag caused by a reduction in the entry flow from a maximum value, defined by
the inlet capture area ~ is called the spillage drag. Great consideration is given to this drag
component because it makes a significant contribution to the total inlet drag. In general the
calculations for spillage drag are based on the pre-entry stream tube force caused by a mass
flow ratio less than unity.
Procedures for determining spillage drag also depend on the inlet geometry such as the shape
of side walls and whether the inlet uses external compression or not.
For the purpose of this report only two-dimensional inlets with external compression at
supersonic speeds are dealt with two types of spillage drag are mentioned below
(Seddon & Goldsmith 1985) namely:
i). Supersonic spillage where the flow remains supersonic up to the inlet opening, which
means that the normal shock falls on or inside the cowl lip. In this case the spillage drag is
equivalent to the pre-entry drag where the inlet is operating critically or super critically below
the design Mach number. When the inlet is operating at or above the design Mach number
with the normal shock at or inside the cowl lip, the additive or pre-entry drag is zero (Hall
1977).
ii). When the mass flow is reduced to a point where the inlet is operating sub critically, i.e.
with the normal shock in front of the inlet entry, the oblique shock is pushed away from the
cowl lip causing the excess flow to spill around the lip. The mass flow ratio is reduced below
the maximum value with subsonic flow behind the normal shock in front of the inlet entry.
21
This condition is called subsonic spillage and the drag component consists of pre-entry as
well as spillage drag.
3.4.3.1.2 Pre-Entry Drag
The terminology for this major drag contributing component is described by Seddon
(1988:13) where it is called pre-entry drag in the United Kingdom and additive drag in the
United States of America. Hall (1977:18) considers the change in momentum between free
stream conditions and the inlet entrance to cause an additional drag force, called pre-entry or
additive drag. It is best represented by the following equation:
Where: eqn.19
= Net propulsive thrust
=Net trust due to momentum change between free stream conditions and engine exit
= External drag forces
= Pre-entry drag
Pre-entry drag is encountered during the following two situations:
(i) Inlet is operating critically or super critically below the design Mach number
(ii) Inlet is operating critically or super critically at the design Mach number.
In the first case the inlet is operating with the oblique shock in front of the cowl lip with the
unbounded stream tube acting over the entrance of the inlet.
In the second case the inlet is operating with the oblique shock at the cowl lip. The flow is
supersonic up to the cowl lip, undisturbed with no loss in momentum. At this operating
condition the pre-entry drag is zero.
3.4.3.1.3 Cowl Drag
One of the main components of inlet drag is the cowl-pressure drag. The cowl forms
the external surface of the inlet duct as depicted in Figure 2.2. The cowl lip turns the
oncoming flow into the inlet opening and divides the flow into an internal and external
component. The external shock system causes a pressure force on the outer cowl surface and
22
lip. The shape of the cowl profile and static pressures behind the various shocks determine
the magnitude of the cowl drag force. The inlet cowl is a component with a significant
contribution (Gregoriou 1985) to the total drag of the inlet. It is therefore important to make
use of cowls with slender profiles (small external angles) for application in "flight vehicles"
with supersonic capabilities to reduce wave pressure drag.
3.4.3.1.4 Bleed Drag
Internal drag is primarily caused by bleeding off the boundary layer through ramp and
throat bleeding systems. The significance of bleed drag is much less than the drag caused by
the external flow.
The main objective in bleeding off internal air is to remove the low-energy boundary
layer air before it is ingested into the inlet diffuser where it can cause separation and flow
instability. The bleed air undergoes a loss in momentum when it is removed from the main
stream and the resulting internal drag associated with this process is called bleed drag.
3.5 Modeling and Result of Calculation
Calculations are carried out in three different throat position of external compression
supersonic inlet for MIG-23 aircraft at maximum speeds and the flow pressure and
temperature are at 11km above sea level.
 Mach = 2.35
 R=287KJ/kg. k
 =1.4
At 11km
 Static pressure,
 Static temperature, =216.78K

 Static density,
23
3.5.1 Modeling and Pressure Recovery Calculation For
Case; 1 at maximum throat position or zero wedge angles of external compression supersonic
inlets.
Figure 3.7 External compression supersonic inlets modeling at zero wedge angle
In an external compression supersonic inlet two oblique shock waves occur externally on a
compression surface ahead of the cowl lip, followed by a normal shock near or at the lip.
But for zero wedge angles in an external compression supersonic inlet one oblique shock
wave occur externally on a compression surface ahead of the cowl lip, followed by a normal
shock near or at the lip.
Figure 3.8 Oblique and normal shock waves geometry at zero wedge angles.
Now we are going to calculate oblique shock wave properties first appear in external
compression supersonic inlets using oblique shock wave relation.
From the θ-β-M diagram, Figure 3.6, for M1 = 2.35 and δ = 17◦,
β1 = 41◦. Hence, (it is the normal Mach number

of the oblique shock wave.)
24
Using this Mach number we can calculate the normal Mach number across the oblique shock
wave.
[( ) ]
( )
(it is the normal Mach number across the oblique shock wave.)
M2= ( ) ( )
Static pressure ratio of the oblique shock wave is
( ) ( )
(is static pressure across the oblique

shock wave.)
Static temperature ratio and temperature across the shock is
[ ( )][ ( ) ] [ ( )][ ( ) ]
( ) ( )
The stagnation pressure ratio is
( )
[( )
] [ (
]
)
( )
*( )
+ * (
+
)
It is the total pressure recovery or also known as efficiency at the outlet of oblique shock
wave for an inlet and is a measure of the amount of losses through the inlet.
 Calculated values (pressure in and temperature in kelvin) are summarized in

table as shown below.
25
Table 3.1 OSW calculated values in case one
Input Calculated values

values
=2.35 Β
δ=17◦
=216.78 41◦ 1.54 0.69 1.7 2.6 59020 1.35 292.65 0.92
=22700
=1.4
After oblique shock wave there is also normal shock wave near or at lip part of external
compression supersonic inlet and its input ( ) is the output of oblique shock wave.
Mach wave across the normal shock wave is
( ) ( )
( ) ( )
Static pressure ratio and the pressure across the normal shock waves is
Static temperature ratio and temperature across the NSW is
( ) ( )
* ( )+ * ( )+
( ) ( )
T3=T2 1.46=292.65k 1.46=426.78k
Stagnation pressure ratio of the normal shock wave is
( ) ( ) ( )
,( )
- ( ( )
)
( )
,( )
- ( ( )
)
It is the pressure recovery or also known as efficiency at the outlet of normal
shock wave for an inlet and is a measure of the amount of losses through the inlet.
26
 The total pressure recovery or efficiency at the outlet of the inlet is
0.86=0.791
It is the total pressure recovery or also knows us efficiency at the engine face for an inlet and
is a measure of the amount of loss through the inlet. So that there is around 20.9% losses of
total pressure at the engine face for an inlet.
 The above calculated values are summarized in table below.

Table 3.2 NSW calculated valves for case one
values
=1.7 PR
=292.65 total
=59020 0.41 3.21 189454.2 1.46 426.78 0.86 0.79
=1.4
Case; 2, at medium throat position of external compression supersonic inlet, (δ=9 degree)
Figure 3.9 External compression supersonic inlets modeling for δ=9 degree.
27
Figure 3.10 Oblique and normal shock waves geometry at δ=9 degree
compression supersonic inlets using oblique shock wave relation.
From the θ-β-M diagram, Figure 3.6, for
= 2.35 and δ = 9◦, β1 = 33◦. Hence, = sinβ1=2.35 sin33=1.28 (it is the normal
Mach number of the first oblique shock wave.)
Using this Mach number we can calculate the normal Mach number across the first oblique
shock wave.
[( ) ]
( )
(It is the normal Mach number across the first oblique shock wave.)
= ( ) ( )
Static pressure ratio of the first oblique shock is
( ) ( )
(is static pressure across the first

oblique shock wave.)
Static temperature ratio and temperature across the first oblique shock is
[ ( )][ ( ) ] [ ( )][ ( ) ]
( ) ( )
28
The stagnation pressure ratio across the first OSW is
( )
[( )
] [ ( )
]
( )
*( )
+ * ( )
+
It is the total pressure recovery or also known as efficiency at the outlet of the first OSW for
an inlet and is a measure of the amount of losses through the inlet.
The above calculated values summarized in table below
Table 3.3 First OSW calculated values in case two

values
=2.35 Β
δ=9◦
=216.78 33◦ 1.28 0.8 1.96 1.75 39,725 1.06 230.21 0.98
=22700
=1.4
Then calculations for the second oblique shock waves are as shown below
The calculated values ( ) the first oblique shock wave are the input of this
calculation. For and δ=17◦, β=50◦ then is
( )
( )
[( ) ]
( )
(It is the normal Mach number across the second oblique shock wave.)
29
M3= ( ) ( )
Static pressure ratio of the second oblique shock wave is
( ) ( )
(is static pressure across the

second oblique shock wave.)
Static temperature ratio and temperature across the second OSW is
[ ( )][ ( ) ] [ ( )][ ( ) ]
( ) ( )
The stagnation pressure ratio for the second OSW is
( )
[( )
] [ ( )
]
( )
*( )
+ * (
+
)
It is the total pressure recovery or also known as efficiency at the outlet of the second OSW
for an inlet and is a measure of the amount of losses through the inlet.
The second OSW calculated values are as shown below.
Table3.4 Second OSW calculated values

values
=1.96 Β
δ=17◦
=230.21 50◦ 1.49 0.71 1.3 2.43 96,271.55 1.31 302.39 0.93
=39,725
=1.4
30
After the second oblique shock wave there is also normal shock wave near or at lip part of
external compression supersonic inlet and its input ( )is the output of the second
oblique shock wave.
( ) ( )
( ) ( )
( ) ( )
* ( )+ * ( )+
( ) ( )
T4=T3 1.19=302.39k 1.19=359.84K
( ) ( ) ( )
,( )
- ( ( )
)
( )
,( )
- ( ( )
)

0.93 =0.90
31
Table 3.5 NSW calculated values for case two
Input values Calculated values

=1.3 PR
=302.39 total
=96,271.55 0.62 1.81 106,826.2 1.19 359.84 0.98 0.90
=1.4
Case, 3 minimum throat position or maximum wedge angle of external compression

supersonic inlets at δ=15 degree.
Figure 3.11 Modeling of external compression inlet at δ=15 degree.
Figure 3.12 Oblique and normal shock waves geometry at δ=15 degree
compression supersonic inlet using oblique shock wave relation.
32
From the θ-β-M diagram, Figure 3.6, for M1 = 2.35 and δ = 15◦, then β1 = 38◦.
(it is the normal Mach number of the first oblique shock
wave.)
Using this normal Mach number we can calculate the normal Mach number across the first
oblique shock wave.
[( ) ]
( )
(it is the normal Mach number across the first oblique shock wave.)
M2= ( ) ( )
Static pressure ratio of the first oblique shock wave is
( ) ( )
(is static pressure across the first

oblique shock wave.)
Static temperature ratio and temperature across the first oblique shock is
[ ( )][ ( ) ] [ ( )][ ( ) ]
( ) ( )
The stagnation pressure ratio of the first OSW is
( )
[( )
] [ (
]
)
( )
*( )
+ * (
+
)
It is the total pressure recovery or also known as efficiency at the outlet of the
first oblique shock wave for an inlet and is a measure of the amount of losses through the
inlet.
33
Table 3.6 First OSW calculated values for case three

values
=2.35 Β
δ=15◦
=216.78 38◦ 1.45 0.72 1.77 2.29 51,983 1.29 279.65 0.945
=22700
=1.4
Then calculations for the second oblique shock waves are as shown below
The calculated values ( ) the first oblique shock wave are the input of this
calculation. For and δ=17◦, β=58◦ then is
( )
( )
[( ) ]
( )
(It is the normal Mach number across the second oblique shock wave.)
M3= ( ) ( )
Mach number across the second OSW.
Static pressure ratio of the second oblique shock wave is
( ) ( )
(is static pressure across the

second oblique shock wave.)
Static temperature ratio and temperature across the second OSW is
[ ( )][ ( ) ] [ ( )][ ( ) ]
( ) ( )
The stagnation pressure ratio for the second OSW is
34
( )
[( )
] [ (
]
)
( )
*( )
+ * (
+
)
It is the total pressure recovery or also known as efficiency at the outlet of the second OSW
for an inlet and is a measure of the amount of losses through the inlet.
Table3.7 Second OSW calculated values for case three

values
=1.77 Β
δ=17◦
=279.65 38◦ 1.5 0.7 1.07 2.46 127,878.18 1.32 369.12 0.93
=51,983
=1.4
external compression supersonic inlet and its input ( )is the output of the second
oblique shock wave.
( ) ( )
( ) ( )
( ) ( )
* ( )+ * ( )+
( ) ( )
35
T4=T3 1.05=369.12k 1.05=387.58K
( ) ( ) ( )
,( )
- ( ( )
)
( )
,( )
- ( (
)
)

0.93 =0.88
Table3.8 NSW calculated values for case three
Input values Calculated values
=1.3 PR
=302.39 total
=96,271.55 0.88 1.13 149,617.47 1.05 387.58 1.00 0.88
=1.4
3.5.2 Mass Flow Ratio Calculation for
Case one, at maximum throat position or zero wedge angle of external compression
supersonic inlet.
The mass flow ratio is defined by Gregoriou (1985:7} as the ratio of air mass flow at inlet
entry to air mass flow at free stream conditions.
36
̇
̇
So mass flow rate at free stream condition is ̇ and
Mass flow entering inlet is ̇ then mass flow ratio is
̇
̇
But the inlet is referred to as operating at full flow with oblique shock on
lip. That Means the ratio of = 1. So that the mass flow ratio is the ratio of density and
velocity of entering inlet to free stream condition.
Calculation are carried out at = 2.35, R=287 KJ/kg.k, =1.4 and At 11km in which at this
altitude Static density, and =216.78K
Velocity at free stream condition or static velocity is
√ √ ⁄
⁄ ⁄
Then mass flow per area upstream the first OSW is
̇
⁄
Input for this mass ratio calculation( ) is the output of the first oblique shock wave
in pressure recovery calculation.
Density ratio and density across the oblique shock wave is
.93
Velocity across oblique shock waves is
Where √ √ ⁄
Then mass flow per area across the first OSW is
37
̇
⁄
Mass flow ratio of the oblique shock wave is
After oblique shock wave there is also normal shock wave near or at lip part of external
compression supersonic inlet. . Input ( )for mass ratio calculation of this NSW
is the output of the first oblique shock wave from pressure recovery calculation.
Density ratio and density across normal shock waves is
=2.20
Velocity across NSW is
Where √ √ 414.1 ⁄
⁄ ⁄
Then mass flow per area across the NSW is
̇
⁄
Mass flow ratio of the NSW is
Case Two at medium throat position of external compression supersonic inlet, (δ=9 degree)
̇
̇
38
Since the inlet is referred to as operating at full flow with oblique shock on lip. That Means
the ratio of = 1. So that the mass flow ratio is the ratio of density and velocity of entering
inlet to free stream condition.
√ √ ⁄
⁄ ⁄
̇
⁄
Density ratio and density upstream the first oblique shock wave is
.48
Velocity across oblique shock waves is
Where √ √ ⁄
̇
⁄
Mass flow ratio of the first oblique shock wave is
39
̇
After the first oblique shock wave there is also second oblique shock wave at lip part of
external compression supersonic inlet. Input for mass ratio calculation of this OSW
is( ) the output of the first and second oblique shock wave from pressure
recovery calculation.
Density ratio and density across the second oblique shock wave is
.44
Velocity across the second oblique shock waves is
Where √ √ ⁄
Then mass flow per area across the second OSW is
̇
⁄
Mass flow ratio of the second oblique shock wave is
external compression supersonic inlet. Input for mass ratio calculation of this
NSW( ) is the output of the second oblique and normal shock wave calculated
from pressure recovery.
=1.52
40
Where √ √ 380.24 ⁄
⁄ ⁄
̇
⁄
Case Three minimum throat position or maximum wedge angle of external compression
supersonic inlets at δ=15 degree.
̇
̇
Since the inlet is referred to as operating at full flow with oblique shock on lip. That Means
the ratio of = 1. So that the mass flow ratio is the ratio of density and velocity of entering
inlet to free stream condition.
√ √ ⁄
⁄ ⁄
41
̇
⁄
Density ratio and density across the first oblique shock wave is
.78
Velocity across the first oblique shock waves is
Where √ √ ⁄
⁄ ⁄
̇
⁄
Mass flow ratio of the first oblique shock wave is
After the first oblique shock wave there is also second oblique shock wave at lip part of
external compression supersonic inlet. Input for mass ratio calculation of this OSW
is( ) the output of the first and second oblique shock wave from pressure
recovery calculation.
Density ratio and density across the second oblique shock wave is
.86
42
Velocity across the second oblique shock waves is
Where √ √ ⁄
⁄ ⁄
Then mass flow per area across the second OSW is
̇
⁄
Mass flow ratio of the second oblique shock wave is
external compression supersonic inlet. Input for mass ratio calculation of this
NSW( ) is the output of the second oblique and normal shock wave calculated
from pressure recovery.
=1.12
Where √ √ 394.63 ⁄
⁄ ⁄
̇
⁄
43
3.5.3 Inlet Drag Calculation for Case One
3.5.3.1 Spillage Drag
The calculation is in case of supersonic spillage where the flow remains supersonic up to the
inlet opening, which means that the normal shock falls on or near the cowl lip. In this case the
spillage drag is equivalent to pre-entry drag where Inlet is operating critically or super
critically at the design Mach number.
When the inlet is operating at or above the design Mach number with the normal shock at or
inside the cowl lip, the additive or pre-entry drag is zero (Hall 1977).
3.5.3.2 Cowl Pressure Drag
One of the main components of inlet drag is the cowl-pressure drag. For the purpose of this
project only two-dimensional external compression supersonic inlets with sharp-lipped cowls
are considered.
The drag of the first element with length, taken from the first inclined section at an angle
to the free stream flow, as shown in Figure 3.13, can be expressed in the form:
=( - )
=( - )
=Static pressure behind first oblique shock of lip.
=Height of first element perpendicular to free stream flow.
=External angle of cowl lip at first section
Figure 3.13 Cowl pressure distribution of shock wave for case one
44
altitude Static density, and =216.78K.
From case one ,
From case one pressure recovery calculation
The cowl lip is divided by one inclined flat surfaces or sections as shown in
Figure 3.9 above for case one (i.e. fully opened or maximum throat position).
Then the total wave pressure drag of the inlet is due to OSW at cowl lip is
=( - ) ( )
( )
Width of lip section is 4.7cm=0.047m, then
( )( )
The inlet is not spilling which means that the normal shock is at the cowl lip or not pushed
out in front of the cowl lip in this case the total wave pressure drag of the inlet is due to only
OSW which is
3.5.3 Inlet Drag Calculation for Case Two
Similarly the spillage drag is equivalent to pre-entry drag where Inlet is operating
critically or super critically at the design Mach number the additive or pre-entry drag is zero
(Hall 1977)..
From case two ,
From case two pressure recovery calculation
The cowl lip is divided into two OSW or inclined flat surfaces as shown in Figure 3.14.
The drag for each section is calculated individually because the flow conditions differ from
the one surface to the other.
45
Figure 3.14 Cowl pressure distribution of shock wave for case two.
Then the total wave pressure drag of the inlet is the sum of individual wave pressure drag.
=( - ) ( )
( )
Width of lip section one is 1.9cm=0.019m, then
( )( )
The drag on the second OSW of the lip can be determined in a similar way where:
=( - )
Is Pressure across the second oblique shock wave and from case two pressure recovery
calculation,
=( - ) ( )
( )
Width of lip section two is 4.7cm=0.047m, then
( )( )
 The inlet is not spilling which means that the normal shock is at the cowl lip or not
pushed out in front of the cowl lip in this case the total wave pressure drag of the
inlet is due to only OSW which is

46
3.5.3 Inlet Drag Calculation for Case Three
Similarly the spillage drag is equivalent to pre-entry drag where Inlet is operating
critically or super critically at the design Mach number the additive or pre-entry drag is zero
(Hall 1977)..
From case three ,
From case three pressure recovery calculation
The cowl lip is divided into two OSW or inclined flat surfaces as shown in Figure 3.15
below.
The drag for each section is calculated individually because the flow conditions differ from
the one surface to the other.
Figure 3.15 Cowl pressure distribution of shock wave for case three
Then the total wave pressure drag of the inlet is the sum of individual wave pressure drag.
=( - ) ( )
( )
Width of lip section one is 1.9cm=0.019m, then
( )( )
47
The drag on the second OSW of the lip can be determined in a similar way where:
=( - )
Is Pressure across the second oblique shock wave and from case three pressure recovery
calculation, and
=( - ) ( )
( )
Width of lip section two is 4.7cm=0.047m, then
( )( )
The inlet is not spilling which means that the normal shock is at the cowl lip or not pushed
out in front of the cowl lip in this case the total wave pressure drag of the inlet is due to only
OSW which is
48
CHAPTER FOUR
4. CFD ANALYSIS
This chapter is dedicated to perform fluent simulation of performance properties on

external compression of supersonic inlet on the three different case studies of throat position
calculated in chapter three.
Case 1 the geometry model of the inlet used for the simulation at zero wedge angles is as
follow,
Figure 4.1 Geometry models for case one
4.1 Geometry Model Meshing
Meshing is the process of formation of small grids to the surface of model in order to covert
infinite domain into finite domain with the help of nodes and elements. Meshing is important
part of simulation since without proper meshing it will not give correct and accurate solution.
For this type of geometry model splitting the geometry face is appropriate for proper
meshing.
49
Figure 4.2 Face split for case one
Structured meshes were implemented for the cells near the walls of the model, in order to
obtain higher numerical accuracy between the shock waves and the boundary layer.
Figure 4.3 Geometry models meshing for case one
4.2 Boundary Conditions for Case One
It is performed with the use of create name selection in the mesh section itself.
1. Inlet (it is the inlet of external compression supersonic inlet).
2. Output one (it is the inlet of compressor or output of the inlet).
50
3. Output two (it is just free stream).
4. Wall one (it is the wedge).
5. Wall two (it is the upper intake of the inlet).
6. Symmetry (it is the axis behind the nose of the wedge).
4.3Analysis Procedure for Case One
The solving of the mesh is done when the command given in the setup feature of fluid fluent
Table 4.1 Analysis procedure for case one.
Procedure Details
Problem setup Type pressure based
General solver Velocity absolute
Time steady
2D space planer
Models Energy on
Viscous realizable k-epsilon , standard
wall functions
Materials Fluids air
Density ideal gas
Viscosity Sutherland
Boundary conditions Inlet pressure inlet
Gauge total pressure(pa) =181600
Outlet pressure outlet
Outlet one static pressure outlet
=189454.2
Outlet two pressure outlet =22700
Reference values Computation from inlet
Reference zone solid surface body
Initialization Standard initialization
Compute from inlet.
51
Solution Run calculation
enter the number of iterations,
Click calculation.
4.4 Result and Discussion for Case One
After checking convergence history of the calculation is well iterate then we are going to take
the result of fluent simulation for comparing different property across the oblique and normal
shock wave with the calculation result in chapter three.
Convergence history
Figure 4.4 Convergence histories for case one.
The modes for case one had converged at 946 iterations.
52
Result of Fluent Simulation for Case One
Figure 4.5 Static temperature result of fluent simulation
As we see clearly the result of static temperature in the above fluent simulation
 There is an oblique and normal shock wave in front of the inlet.

 The values of temperature increase behind oblique and normal shock wave
continuously. We can see that its value is around 220k, 296k, and 418k at the
entrance of the inlet or upstream the oblique shock wave, behind the oblique
shock or inlet of the normal shock wave, and behind the normal shock wave
respectively.
 From our analytical calculation also the value of temperature across the normal
shock wave is around 426.78k and somewhat similar to the simulation result.
 Temperature is maximum around the bounders of upper intake and somewhat
around the wedge behind the normal shock wave due to friction.
53
Figure 4.6 Density result of fluent simulation
Similarly in the above density result of fluent simulation the oblique and normal shock
wave occurred in front of the inlet. And its values increase across the oblique and normal
shock wave from 0.3866 to 0.908 and from 0.908 to 1.95
respectively for the two shock. The value of density after the normal shock wave around the
wedge boundary is minimum compare to the part nearest to the upper intake boundary and it
implies the existence of flow separation and loss around it.
Figure 4.7 Static pressure result of fluent simulation.
54
Clearly from the static pressure simulation there is oblique and normal shock wave in front of
the inlet. The values of static pressure increased across the oblique and normal shock waves.
But after the normal shock wave there is non-uniform increment and decrements and
disturbance flow of static pressure. As a result this leads to total pressure recovery loss.
Figure 4.8 Total pressure result of fluent simulation.
As we see from the simulation there is oblique and normal shock wave in front of the inlet
and its values increase across the oblique and normal shock waves.
Clearly we can see that the values of total pressure after the normal shock around the wedge
boundary is minimum and the flow makes oscillation, thus this leads to total pressure loss
ofthe inlet.
55
Figure 4.9 Velocity magnitude
Similarly oblique and normal shock wave occurred in front of the inlet and its values
decrease across the oblique and normal shock wave respectively. There is high oscillation
formation around the upper and wedge boundary after the normal shock waves. This implies
the speed of flow is quit slowly and it has a chance not to entered to the compressor inlet and
it leads to loss of total pressure recovery.
Figure 4.10 Velocity vector
56
Case 2 the geometry model of the inlet used for the simulation at wedge angles of is
as follow
Figure 4.11 Geometry models for case two
4.5 Geometry Model Meshing for Case Two
Figure 4.12 Face split for case two
57
Figure 4.13 Geometry models meshing for case two
4.6 Boundary Conditions for Case Two
58
4.7 Analysis Procedure for Case Two
The solving of the mesh is done when the command given in the setup feature of fluid fluent.
Table 4.2 analysis procedure for case two
Procedure Details
Time steady
2D space planer
Models Energy on
Viscous realizable k-epsilon, standard wall
functions
Density ideal gas
Gauge total pressure(pa) =181600
Initial gauge pressure(pa) =22700
Outlet one static pressure outlet =106826.2
Compute from inlet.
Click calculation.
59
4.8 Result and Discussion for Case Two
Convergence history
The modes for this case had converged at 456 iterations.
Figure 4.14 Convergence history for case two
Fluent simulation Result for case two
Figure 4.15 Static temperature result of fluent simulation
60
 As we see from the above simulation there are two oblique shock waves in front
of the cowl lip and the Norman shock wave is not clearly shown.
 The values of static temperature increase across the first and the second oblique
shock waves.
Figure 4.16 Velocity
The value of velocity goes to decrease up to the output of the inlet and it look like
minimum around the boundary layer of the sharp cowl lip.
The values of velocity increase in the entire inlet compared to the previous case one and
this is due increasing of the wedge angle from zero to nine or decreasing of throat
position.
61
Figure 4.17 Velocity vector
Here also there are two oblique shocks in front of the cowl lip and the value of the density
is increase across this shock wave when the flow moves forward to the outlet of the inlet.
Its value become maximum at the boundary layer of the sharp cowl lip compare to the
entire flow field of the inlet.
62
Figure 4.19 Static Pressure result of fluent simulation
There are two oblique shock waves in front of the cowl lip and the value of static pressure
increase across the oblique shock respectively when the flow goes to forward to the outlet of
the inlet.
There is maximum value of static pressure behind the normal shock wave nearest to the tip
boundary layer of the sharp cowl lip while it have minimum values at the end of the inlet
around boundary layer of the wedge.
 When compared to case one in this case no more flow disturbance and oscillation,
as a result this case has less total pressure recovery loss than the first case.
63
Case 3 the geometry model of the inlet used for the simulation at wedge angles of is
as follow,
Figure 4.20 Geometry models for case three
4.9 Geometry Model Meshing for Case Three
For Case three turning angle of external compression supersonic inlet, i.e wedge angle is 15
degree. The position of the throat area is minimum.
Figure 4.21 Face split for case three
64
Figure 4.22 Geometry models meshing for case three
4.10 Boundary Conditions for Case Three
65
4.11 Analysis Procedure for Case Three
The solving of the mesh is done when the command given in the setup feature of fluid fluent.
Table 4.3 analysis procedure for case three
Procedure Details
Time steady
2D space planer
Models Energy on
Viscous realizable k-e, standard wall
functions
Density ideal gas
Gauge total pressure(pa) =181,600
Initial gauge pressure(pa) =22700
Outlet one pressure outlet =149,619.47
Compute from inlet.
Click calculation.
66
4.12 Result and Discussion for Case Three
Convergence history
The nodes for this case had converged at 345iteratio
Figure 4.23 Convergence histories for case three
Result of Fluent Simulation for Case Three
Figure 4.24 Pressure result of fluent simulation
67
 For this case, pressure result of fluent simulation in the above figure there are two
oblique and one normal shock wave in front of the inlet.
 There is more spill of flow upstream of the first pressure and it form spillage drag
externally on the inlet and it leads to decrease the amount of mass flow enters to the
inlet and reduction of available thrust.
Similarly there are two oblique and one normal shock wave in front of the inlet and the value
of density increase across the first and second oblique shock and normal shock wave.
Flow variations and oscillation are takes place in the entire flow field part of the inlet as we
see in the above density fluent simulation. This leads to total pressure loss of the inlet.
68
Figure 4.26 Temperature result of fluent simulation
There are two oblique and one normal shock wave in front of the inlet and the value of
temperature increase across the first and second oblique shock and normal shock wave.
There is flow spill upstream of the first oblique shock wave and this leads to decrease the
amount of mass flow enters to the inlet. As a result it affected the performance of the inlet.
Figure 4.27 Velocity vector result of flow simulation
69
The value of velocity decreases when flow moves forward to the outlet of the entire inlets
and its value at the inlet and outlet is 706m/s to 176 m/s respectively. As we see the velocity
vector in the above simulation result the speed of flow at the out let of the inlet is less and
there is flow separation around the boundary of wedge at the tip of the out let. This leads to
decrease the total pressure recovery and performance of the inlet.
Velocity magnitiued simulation result
70
CHAPTER FIVE
5. CONCULSION AND RECCOMENDATION
5.1 CONCLUSION
The effect of shock wave on the performance of external-compression supersonic inlet

for MIG-23 air craft has been numerical investigated for three case of throat position. The
inlet geometry has been modeled by taking the measurement from the inlet model available in
our aircraft work shop. A 2D structural mesh with 371,187 nodes has been generated and
2Dsimulations have been performed for three throat position cases using the ANSYS fluent
16.2 code. The inlet performance has been characterized in three parameters, namely, the
total pressure recovery ratio, mass flow ratio, and inlet drag.
Important observations are as follows:
 The supersonic inlet performance is adversely affected by the shock effect at different
throat position. From the analytical calculation there is significant reduction in total
pressure recovery more than 21%, 10%, and 12%, for maximum throat position (zero
wedge angle) , medium throat position (9 degree) and minimum throat position (15
degree) respectively.
 We are considering the inlet is operating at full flow with oblique and normal shock
wave on cowl lip. This Means the ratio of air mass flow at inlet entry to air mass flow
at free stream or mass flow ratio is equal to one. From the analytical calculation there
is significant reduction in mass flow ratio more than 36%, 21%, and 6% for
maximum, medium and minimum throat position respectively.
 the total wave pressure drag of the inlet increase when the throat position is decreased
or the wedge angle of the supersonic inlet increased. From the analytical calculation
there is increament in inlet drag by 24,5N, 40.47N, and 54.15N for maximum,
medium and minimum throat position respectively.
 For all the throat position cases, simulations the important shock and flow
characteristics both outside and inside the inlet. for case one (zero wedge angle) the
results indicate one oblique shocks originating from the compression surface and
impinging close to the cowl lip, a normal shock at the cowl lip and finally sub sonic
flow in the diffuser section. For the rest two cases the result indicates two oblique
71
shocks originating from the compression surface and impinging in front of the cowl
lip, normal shock wave in front of the cowl lip and finally subsonic flow in the
diffuser section.
 The shock wave and flow characteristics are strongly affected by the variation of
throat position and then the shock wave highly affected the inlet performance. The
effect seems to be the strongest for maximum throat position and progressively
decreases as the wedge angle increased for total pressure recovery and mass flow ratio
and inveres for the inlet drag.
5.2 RECOMMENDATION
After reading these project thoroughly we have recommended you to;
 Produce model of the external compression supersonic inlet and test the effect of
shock wave on performance of the inlet in wind tunnels at different throat position.
 Investigate the effect of shock wave on performance of external compression
supersonic inlet at different Mach number and wedge angle numerically and CFD
simulation by doing a 3D or 2D structural mesh with above millions nodes.
72
REFERENCES
[1] John D. Anderson, Jr Aircraft performance and design.
[2] John D. Anderson, Jr. Fifth Edition, Fundamentals of Aerodynamics.
[3] Seddon, J. and E.L. Goldsmith, Intake Aerodynamics, AIAA Education Series,
New York, 1985.
[4]. Ames Research Staff, “Equations, Tables, and Charts for Compressible Flow,
” NACA Report 1135, 1953.
[5] Anderson, J.D., Jr., Modern Compressible Flow, McGraw-Hill Book Company,
New York, 1982.
[6] Oswatitsch, K., “Pressure Recovery for Missiles with Reaction Propulsion at High
Supersonic Speeds (The Efficiency of Shock Diffusers),” NACA TM 1140, June
1947.
[7] Sanders, B.W., Koncsek, J.L, and Hedges, L.S., “Supersonic External-Compression
Diffuser and Method for Designing Same,” Patent 6793175, September 2004.
[8] J C Esterhuyse Aerodynamic Drag of a Two-Dimensional External Compression Inlet

at Supersonic Speed. Ph.D. thesis, Cape Town, South Africa March 1997.
[9] Hussein K. Halwas∗ and Suresh Aggarwal, Effect of Side Gust on Performance of
External Compression Supersonic Inlet. Journal of Propulsion and Power, Vol. 14,
No. 1, 1998, pp. 90–100.
[10] P.Grenson∗ and S.Beneddine Analysis of shock oscillations of an external

compression supersonic inlet through unsteady numerical simulations DAAA,
Onera, The French Aerospace Lab,8ruedes Vertugadins,92190Meudon,France.
73
APPENDIX
74

Shock Wave Effect On Performance of External Compression Supersonic Inlet For Mig-23 Aircraft

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SHOCK WAVE EFFECT ON PERFORMANCE

OF EXTERNAL COMPRESSION SUPERSONIC

DEFENCE UNIVERSITY COLLEGE OF

Signature of the students:

1. ____________________________ (Getacher Tadeg)

2. ____________________________ (Mebrahtu Hailu)

3. _____________________________ (Eyasu Aregawi)

4. ____________________________ (Yoseph Lire)

5. ____________________________ (Hebtamu Adis)

This is to certify that the project report entitled“SHOCK WAVE EFFECT ON

Approved by: - __________________________________

Keywords: External compression supersonic inlet, Shock wave, Inlet performance.

List of tables……………………………………………………………………… …….viii

List of symbols………………………………………………………………………… .ix

List of abbreviations…………………………………………………………………… .xi

List of figures……………………………………………………………………… ……xii

1.2 Statement of Problem...................................................................................................3

1.3 Objective of the Study…………………………………………………………..........3

1.3.1 General Objective……………………………………………………..…….........3

1.3.2 Specific Objective ……………………………………………….………….........3

1.5 The Organization of the Project Report…………………………………………..…....4

1.6 Scope and Limitation of the Project……………………………..…………………....5

1.7 Significance of the Project……………………………………………………..……..5

2.1 Introduction ……………….………………………………………………………..6

2.2 Type of Supersonic Inlet.............................................................................….............6

2.2.1 Pitot Inlet……………….……….…………..………….……………….…….…6

2.2.2 Internal Compression Inlet……………………..……..…………………...….....7

2.2.3 Mixed Compression Inlet……………..………….……………………….……..8

2.2.4 External Compression Inlet…………………….…………………….………....8

ANALYTICAL CALCULATION AND MODELING ................……...…..................13

3.2 Normal Shock Wave................................…..............…............................................15

3.2.1 Normal Shock Wave Equation……..…..……..………..……..…………….......16

3.3 Oblique Shock Wave ………..……………………………….………….…….........17

3.3.1 Oblique Shock Wave Relation………………………………………………...20

3.4 Performance Characteristics……………………………………………..……....…20

3.4.1 Pressure Recovery…………….……….……………..….…………....…...........20

3.4.2 Mass Flow Ratio…………………………………….….………..…..….….....20

3.4.3 Inlet Drag………………….…...............................…......................................21

3.4.3.1Inlet Drag Component……………………..…………..…………....…..…21

3.4.3.1.1 Spillage Drag………………………………………..……..……....…21

3.4.3.1.2 Per-entry Drag…………………………………..………..……….….22

3.4.3.1.3 Cowl Drag………………………………………………………… ..22

3.5 Modeling and Result of Calculation……………………………….………........…..23

3.5.1 Modeling and Pressure Recovery Calculation for

3.5.2 Mass Ratio Calculation for

3.5.3 Inlet Drags Calculation for

Case Three.. …………………………….…….…………..………………....…..47

CFD ANALYSIS…………… …..………………………….……………………….......49

4.1 Geometry Model Meshing for Case One……………………………………...…..…50

4.2 Boundary Condition for Case One……………………………………………….…..50

4.3 Analysis Procedure for Case One……………………………..……………………..51

4.4 Result and Discussion for Case One............................................................................52

4.5 Geometry Model Meshing for Case Two…………………….……………………....57

4.6 Boundary Condition for Case Two …………………………………………..……...58

4.7 Analysis Procedure for Case Two…….……………………………..……………….58

4.9 Geometry Model Meshing for Case Three……………………………………...…....63

4.10 Boundary Condition for Case Three……………………………………..….……...64

4.11 Analysis Procedure for Case Three……………………..……………..….…….…,.65

4.12 Result and Discussion for Case Three.....................................................................,..66

Conclusion and Recommendation ………………………….…………..........................,..71

Static pressure upstream the shock

Static pressure across the shock