AEROSPACE 410

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AEROSPACE 410 AEROSPACE PROPULSION
ENGINE INTAKE AND NOZZLE SYSTEM FOR A
SUPERSONIC TRANSPORT PLANE CONCORDE SUBSONIC-SONI
C-SUPERSONIC OPERATION

Dr. Cengiz Camci
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The Rolls-Royce/Snecma Olympus engines that
are fitted to Concorde are a highly developed
version of the Bristol-Siddeley Olympus that was
fitted to the Vulcan bomber, which generated
11,000Lbs of thrust.
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The Olympus engines are 2 spool engines. The
inner shaft revolves within the outer shaft. The
engine consists of 14 compressor stages, 7 on
each shaft, driven by their respective turbine
systems. At supersonic speeds when the air
approaches the combustion chamber is is very
hot due to the high level of compression of 801.
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The darker (black areas) are the areas more
susceptible to heat and are thus constructed out
of the nickel-alloy. To protect the later
compression stages the last 4 stages are
constructed of a nickel-bassed alloy, the nickel
alloy is usually reserved only for the turbine
area.
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Concorde is the only civil airliner in service
with a 'military style' afterburner system
installed to produce more power at key stages of
the flight. The reheat system, as it is
officially known, injects fuel into the exhaust,
and provides 6,000Lb of the total available
thrust per engine at take off.
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This hotter faster exhaust that is used on take
off and is what is mainly responsible for the
additional noise that Concorde makes. The reheats
are turned off shortly after take off when
Concorde reaches the noise abatement area.
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MACH 2.0 INLET FOR THE SUPERSONIC TRANSPORT
CONCORDE
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delta vortex forming at low speed high angle of
attack CCW
ramps
spill doors
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AIR FLOW and INTAKES To further improve engine
system performance, the air flow through the
engine area is changed at different speeds via a
variable geometry intake control system. Altering
this airflow changes the amount of air available
to the engine and the amount of air that in
itself is producing thrust via the complex ramp
and nozzle assemblies.
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ramps
ramps
spill doors
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The air intake ramp assemblies main job is to
slow down the air being received at the
engine face to subsonic speeds before it then
enters the engines. At supersonic speeds the
engine would be unstable if the air being feed
to it was also at a supersonic speed so it is
slowed down before it gets there.
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Subsonic Speeds (take off/subsonic cruise) At
take-off the engines need maximum airflow,
therefore the ramps are fully retracted and the
auxiliary inlet vane is wide open. The
auxiliary inlet begins to close as the Mach
number builds and it completely closed by the
time the aircraft reaches Mach 0.93.
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SUBSONIC CRUISE
Secondary Exhaust buckets
At slow speeds all the air into the engine is
primary airflow and the secondary air doors are
kept closed. Keeping them closed also prevents
the engine ingesting any of its own exhaust gas.
At around Mach 0.55 the secondary exhaust
buckets begin to open as a function of Mach
number to be fully open when The aircraft is at
M1.1
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Shortly after take off the aircraft enters the
noise Abatement procedure where the re-heats are
turned off and the power is reduced.
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The secondary nozzles are opened further to
allow more air to enter, therefore quietening
down the exhaust. The secondary air doors also
open at this stage to allow air to by pass the
engine.

The ramps begin move into position at Mach 1.3
which shock wave start to form on the intakes.
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SUPERSONIC SPEEDS At the supersonic cruse
speed of Mach 2.0 the ramps have moved over half
their amount of available travel, slowing down
the air by producing a supersonic
shockwave (yellow lines) at the engine intake
lip.
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SUPERSONIC CRUISE
Some of the inlet fluid from the shock-boundary
layer interaction zone is removed in the ramp area
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Back to low speeds When the throttles are
brought back to start the decent the spill door
is opened to dump out excess air that is no
longer needed by the engine, this allows the ramp
to go down to their maximum level of travel.
As the speed is lowered the spill doors are
closed and the ramps begin to move back so by
M1.3 are again fully retracted.
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ENGINE FAILURE Should an engine fail and need
to be shut down during supersonic cruise, the
ramps move fully down and the spill door opens to
dump out excess air that is no longer required by
the failed engine. The procedure lessens
the chances of surges on the engine.
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ENGINE FAILURE
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THRUST REVERSAL
After touch down the engines move to reverse
power mode. The main effect of this is that the
secondary nozzle buckets move to the closed
position directing airflow forwards to slow the
aircraft down.
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SUBSONIC FLIGHT
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ENGINE 4 ENGINE ROTATING STALL PROBLEM The
main issue is that at slow airspeeds the
engine suffers vibrations on the low pressure
compressor blades from air vortices, that are
created by the wing leading edge sections,
entering it from both the air intake and fully
open Spill door that moving in an anti-clockwise
direction, which is the opposite direction to
the engine's direction of rotation. The effect
is not seen on engine No1, as the vortices travel
in the same direction as the aircraft. The No4
engine is limited on take off to 88 N1 at speeds
below 60 Knots.
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Engine rotational direction is clockwise
VORTICAL STRUCTURES OF FLOW at engine inlet IS IN
COUNTER CLOCKWISE DIRECTION
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If you stand underneath or behind Concorde
during take off it can be clearly seen that the
no4 spill door is not as open as the other
three. The reheat flame on engine 4 is also not
as bright or stable as the other three during the
initial take off roll, until the aircraft is
around 60 knts when it matches the others.
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