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Aviation History
1955
1955 - 1043.PDF
FLIGHT, 29 July 1955 155 JET ENGINE INTAKE DUCTS . . . Discussion Mr. G. Manganiello (assistant director, Lewis Flight Propul-sion Laboratory) stated that the seriousness of the problem had only recently been appreciated. High-pressure-recovery super-sonic inlets had poor flow conditions, even under design condi- tions, but one required a reasonably uniform flow at thecompressor face. There was no simple answer to the question "how far should one compromise engine performance?" Onedid not want to pay too much for a good stall margin. The adverse effects at low Reynolds numbers and at high altitudereduced the stall margins—in some engines, by a great deal. Mr. F. B. Greatrex (chief installation engineer, Rolls-Royce)spoke of the support now being accorded to the achievement of good flow distribution as well as good pressure recovery. It wasnoted that the lecturer used pressure-distortion as a parameter, whereas Rolls-Royce preferred to use velocity-distortion. Using the ratio of maximum to mean velocity, a single number coulddescribe the distortion over the whole operating range. He asked whether radial or circumferential distortion was harder on anengine; Rolls-Royce had found no great difference between the two types. Particular problems were raised by ground-runningof supersonic aircraft, the sharp-lipped intakes of which were nothing like the bell-mouths which engine manufacturers liked. Mr. O'Donnell (Republic) said that there were many possibleinlets for supersonic aircraft. Their design was, as yet, very empirical, and small changes could result in considerable altera-tion in performance. In designing, one had to suggest the dis- tortion to be expected, and then attack the problem both ways,including rig simulation. Mr. Alford, replying, agreed upon the advisability of rig simu-lation, including altitude simulation. Regarding the effect of types of distortion, the radial type had been found more adverse,particularly characterized by high losses at the blade tips. These results were, however, all obtained in tests and calculations on oneparticular type of engine. • LIBYAN DEFENCE MINISTER VISITS ODIHAM ON Tuesday of last week Ibrahim Ben Shaaban, the LibyanMinister of Defence, visited R.A.F. Station Odiham. Accompanied by his Chief of Staff, Lt-Col. Idris Abdulla, hemade a comprehensive tour of the station and watched a flying display put up by Nos. 46, 54 and 247 Squadrons. The two topphotographs show the Minister inspecting the cockpit of a Hunter and having the mysteries of radar explained to him. The Hunterpictures in the centre illustrate No. 247 Squadron taxying out and the aerobatic team of No. 54 Squadron performing. At thebottom, the Minister is seen shaking hands with the 54 Squadron team—left to right, F/Os. C. J. Redhouse, B. J. Noble and P.Hamilton and Capt. R. G. Immig, U.S.A.F. (on exchange posting). In the official group are A.V-M H. L. Patch, G/C. A. K. Gatward,the Libyan Minister, Air Chief Marshal Sir Donald Hardman, Col. P. G. Wreford-Brown, Lt-Col. Idris Abdulla and Capt. R.M. Wade. "Flight" photographs
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