An experimental investigation was conducted in a static ground test facility to determine the flow quality of a serpentine inlet duct incorporating active flow control for several simulated flight conditions. The total pressure distortion at the aerodynamic interface plane (AIP) was then used to predict the resulting stability for a compression system. This study was conducted using a model of a compact, low observable, engine inlet duct developed by Lockheed Martin. A flow control technique using air injection through microjets at 1% of the inlet mass flow rate was developed by Lockheed Martin to improve the quality of the flow exiting the inlet duct. Both the inlet duct and the flow control technique were examined at cruise condition and off-design simulated flight conditions (angle of attack and asymmetric distortion). All of the experimental tests were run at an inlet throat Mach number of 0.55 and a resulting Reynolds number of 1.76*105 based on the hydraulic diameter at the inlet throat. For each of the flight conditions tested, the flow control scheme was found to improve the flow uniformity and reduce the inlet distortion at the AIP. For simulated cruise condition, the total pressure recovery was improved by ~2% with the addition of flow control. For the off-design conditions of angle of attack and asymmetric distortion, the total pressure recovery was improved by 1.5% and 2% respectively. All flight conditions tested showed a reduction in circumferential distortion intensity with flow control. The cruise condition case showed reduced maximum circumferential distortion of 70% with the addition of flow control. A reduction in maximum circumferential distortion of 40% occurred for the angle of attack case with flow control, and 30% for the asymmetric distortion case with flow control. The inlet total pressure distortion was used to predict the changes in stability margin of a compression system due to design and off-design flight conditions and the improvement of the stability margin with the addition of flow control. A parallel compressor model (DYNTECC) was utilized to predict changes in the stability margin of a representative compression system (NASA Stage 35). Without flow control, all three cases show similar reduced stability margins on the order of 30% of the original stability margin for NASA Stage 35 at 70% corrected rotor speed. With the addition of flow control, the cruise condition tested improved the stability margin to 80% of the original value while the off-design conditions recover to 60% of the original margin. Overall, the flow control has been found to be extremely beneficial in improving the operating range of a compression system for the same inlet duct without flow control. / Ph. D.

The inlet buzz phenomenon was investigated experimentally and analytically. An external-compression axisymmetric inlet model, having 74 mm in cowl lip diameter, was tested in the 229x229 sq mm blowdown wind tunnel at Mach 2.4. The test facility has shown potential for the supersonic inlet research. The occurrence of inlet buzz was indicated by the continuous shock oscillation and the static pressure fluctuation. The hypothesis based on internal pressure measurement and shadowgraph pictures during stable operations revealed the substantial influence of the separated flow inside the model. Possible increase in subsonic Mach number at the inlet entrance with decreasing exit throttle area, which could promote an instability, was suggested. A basic theoretical shock-plenum system was developed to simulate the inlet buzz behavior and identify its controlling mechanisms. This nonlinear model was governed by the non-stationary shock wave relation, the plenum chamber mass balance, and the entrance blocking effect, as introduced by the vortex sheet theory. The sustained oscillatory cycle of the resulting solution suggested a possible explanation of the phenomenon by combination of the vortex sheet theory concept and the resonance analysis. / Master of Science

A jet engine operating near the ground at low aircraft speeds, high thrust, and subject to a crosswind, can experience a flow separation region on the windward inlet lip and the formation of a vortex that extends from the ground to the engine fan face, known as the inlet vortex. This structure forms from a single point on the ground and is ingested by the engine. Inlet vortices are often observed during engine power-up at the start of the take-off run. They create considerable stagnation pressure losses and flow distortions at the engine fan face, compromising fan efficiency, thrust, and increasing the potential for compressor surge. Inlet vortices have enough suction power to kick up sand and rocks that are then sucked into the engine when an aircraft is operating near the ground and especially over poorly-maintained tarmac. Thus foreign object damage (FOD) becomes a serious threat for an engine under these conditions, and may lead to compressor blade erosion, deteriorating engine performance and reducing service life. The work presented here used ANSYS FLUENT to model a jet engine under crosswind. The 3-D Navier-Stokes equations were solved for compressible, unsteady flow. The mesh generated contained 5.6 million tetrahedral and wedge elements. The goal of this research was to better understand the inlet vortex formation mechanisms by studying its transient formation process, and to provide new information for future development of vortex prevention techniques. This work has shown multiple smaller inlet vortices coexisting on the ground plane during the first 0.9s of the formation process. After about 1s, these vortices are shown to coalesce and form one single inlet vortex, containing the circulation of all the smaller vortices combined. The smaller vortices were weak enough to not present danger of FOD, but once coalesced could lift up a 16cm diameter chunk of tarmac asphalt. The conclusion of this work is a recommendation for the development of a solution to the inlet vortex problem focused on preventing the coalescing of the vortex during its formation, thus eliminating the threat of FOD.

John’s Pass is a stable mixed-energy inlet located on a microtidal coast in Pinellas County, Florida. It is hydraulically connected to the northern portion of Boca Ciega Bay. Morphological analysis using a time-series of aerial photographs indicated that anthropogenic activities have influenced the evolution of the tidal deltas and adjacent shorelines at John’s Pass. Previous studies have documented the channel dimensions at the location of the existing bridge and calculated the tidal prism. A chronological analysis of these data yielded an increasing trend in the cross-sectional area at John’s Pass from 1873 to 2001. Anthropogenic activities occurring in Boca Ciega Bay impacting this trend begin in the 1920’s when Indian Pass, approximately 7 km north of John’s Pass, was artificially closed. Other significant events causing an increase or decrease in the crosssectional area at John’s Pass include dredging and filling in the bay, channel dredging at John’s Pass, and jetty construction. More recent data collected from a simultaneous current meter deployment at John’s Pass and Blind Pass were used to calculate the bay area serviced by each inlet resulting in an area serviced by John’s Pass being 1.8x104 km2 and 0.33x104 km2 serviced by Blind Pass. In comparison, Blind Pass captures 14 percent of the tidal prism that John’s Pass captures and John’s Pass captures 87 percent of the bay prism while Blind Pass captures 13 percent. Using the discharge equation and assuming the channel area was largely constant the tidal prism at John’s Pass was 1.07x107 m3 during the twenty-one day deployment. Based on a historical analysis of the tidal prism this study is within 40 percent of the tidal prism calculated by Mehta (1976) and Becker and Ross (2001) and within 20 percent of the tidal prism calculated by Jarrett (1976) and Davis and Gibeaut (1990). An analysis of the current meter time-series indicated that flood velocities in the channel were influenced by a frontal system passing through the study area during the deployment increasing the amount of potential sediment being deposited in the channel thalweg. The maximum ebb and flood-tidal velocities during the deployment were 143 cm/s and 115 cm/s, respectively. Morphological analysis of cross-sectional data from 1995 to 2004 indicated that sediment tends to accumulate along the northern portion of the channel. The channel thalweg tends to accumulate more sediment east of the bridge where wave energy is lower and currents are not as strong. An average net accumulation of 0.5 m per year was estimated along all seven cross-sections. Given the length and width of the surveyed channel, 610 m by approximately 150 m, the sediment flux through the inlet is approximately 45,800 m3 /yr along the channel thalweg. A small amount of sediment accumulation has occurred southwest of the bridge in response to channelized flood flows along the newly constructed jetty. An annual sediment budget was estimated for the John’s Pass inlet system using the beach profiles and inlet bathymetry data between 2000 and 2001. Overall, the inlet system has accumulated more sediment than it has lost during this time period.

Numerical modeling systems are very important tools to study tidal inlets. In order to test its capability and accuracy of solving multi-inlet system problems, this study selected two widely used numerical modeling systems: Coastal Modeling System (CMS) and Delft3D Modeling Package. The hydrodynamics modules of the two modeling systems were tested at John's Pass and Blind Pass, Florida, a dual-inlets system, based on a similar modeling scheme. Detailed bathymetric surveys and hydraulic measurements were conducted to collect water depths, tide conditions, wave and current velocities as the input data as well as verification data for the models. A comparison study was conducted by comparing computed hydrodynamic results from both models with the extensive field measurement data. Results show that both of the modeling systems yield better prediction for water levels than for current velocity. Furthermore, under the similar modeling scheme, Delft3D was able to capture the measured tidal phase lag between the ocean boundary and the coastal inlet, therefore gave better water level prediction than the CMS model. However, the CMS yielded current velocities that are closer to the measured values than the DELFT3D model. CMS has a more user-friendly Graphic User's Interface (GUI) for input data preprocessing and plotting and visualization of output data. Delft3D has faster calculation speed.

The dynamics of the unstart process in inlet / isolator models mounted to the floor of a Mach 5 wind tunnel are investigated experimentally. The most extensively studied model has an inlet section that contains a 6-degree compression ramp and the isolator is a rectangular straight duct that is 25.4 mm high by 50.8 mm wide by 242.3 mm long. Unstart is initiated by raising a motor-driven flap that is located at the downstream end of the isolator section. Unstart proceeds with the formation of a shock system that propagates upstream at an average velocity of about 37 m/s (in the lab frame of reference), which is five percent of the freestream velocity. Unstart is seen to be associated with strong shock-induced separation that leads to reverse flow velocities up to about 300 m/s as measured by PIV. Both the schlieren imaging and PIV data suggest the dynamics and flow structure of the unstart process are dependent on inlet geometry. Furthermore, the PIV data indicate the unstart process to be highly three-dimensional. Finally, tripping the ceiling and sidewall boundary layers was seen to result in slower unstart processes. In addition, results are presented for 0-degree (no inlet) and 8-degree inlet / isolator models. In the 0-degree model, the experimental data show that the flow structure and propagation velocities of the unstart shock system are much more constant than those measured in unstart events with an inlet. In addition, an increased inlet compression angle appears to result in an increased unstart propagation velocity in the isolator. This is possibly related to the fact that with an increased compression ramp angle, the unstart shock system propagates against a lower momentum opposing flow. Furthermore, the inlet geometry is also seen to affect the flow that follows the unstart process. Experiments were also conducted with each of the three inlets attached to a shortened isolator. The short-isolator experiments showed it was possible to form a stable high-compression shock system in the isolator by raising the flap. This was not the case in longer isolator tests. / text

ABSTRACT CONCEPTUAL INTERNAL DESIGN AND COMPUTATIONAL FLUID DYNAMICS ANALYSIS OF A SUPERSONIC INLET ALEMDAROgLU, Mine M. S., Department of Aerospace Engineering Supervisor: Prof. Dr. Yusuf &Ouml / ZY&Ouml / R&Uuml / K May 2005, 144 pages In this thesis, the conceptual internal design of the air inlet of a supersonic, high altitude, solid propellant ramjet cruise missile is performed. Inviscid, compressible CFD analysis of the designed inlet is made in order to obtain qualitative and quantitative performance characteristics of the inlet at different operating conditions. The conceptual design of the inlet is realized by using analytical relations and equations, correlations derived from numerous available past experimental data and state-of-the-art design examples. The performance estimation of the designed inlet at different operating conditions is done by using one and two dimensional gas dynamics equations. The results of the performance estimation study are compared with the results of the CFD analysis and these results are discussed in detail. A commercial tool, CFD-FASTRAN&Ograve / , is used for the CFD analysis. Inlet flow phenomena such as, different shock patterns and shock positions, performance degradation at off-design operating conditions and inlet unstart are observed. Keywords: Supersonic Inlet, Ramjet, CFD, Inlet Performance Characteristics, Operating Conditions, Unstart

Inlet-injection was motivated by the possibility for skin-friction reduction in the combustion chamber of a flight style, three-dimensional, scramjet engine. High Mach number flight, where skin friction in the combustion chamber is a significant proportion of the overall drag, is the regime of interest for this type of reduction. This is a result of high Mach number supersonic flow within the combustion chamber, coupled with high densities due to the compression process. The flight condition of interest was chosen to be Mach 8.0 at an altitude of 30km. This choice was dictated by near-term flight-testing capabilities. The approach was to design an inlet with a reduced contraction ratio. This would produce a relatively low-density combustion-chamber flow, that would, in turn, lead to lower viscous drag. Due to low temperatures in the combustion chamber, as a result of the reduced compression, a novel method of ignition was required. This fluid-dynamic ignition technique made use of inlet injection together with flow non-uniformities generated by the inlet. The inlet chosen for this purpose was a rectangular-to-elliptical-shape-transition inlet or REST inlet. The focus of the investigation, was therefore, to determine the potential for performance improvement using inlet injection of fuel. The general approach to the investigation was experimental, using a scramjet model consisting of inlet, combustion chamber and a truncated nozzle. Flow-path thrust-potential was used as the primary performance parameter, where the term `thrust-potential' is used to indicate the lack of full expansion. A secondary performance metric was combustion efficiency, determined by matching one-dimensional analysis to experimental pressure distributions. In addition to inlet-injection, conventional injection into the combustion-chamber was tested as the performance baseline. Based on findings from these tests, two additional methods of injection were investigated both having a combination of inlet and combustion-chamber injection. The general findings showed that inlet injection, in comparison to combustion-chamber injection, produced an increase in performance in terms of thrust-potential and combustion efficiency for supersonic combustion. This occurred over a range of equivalence ratios up to 1.0. However, the maximum thrust developed by inlet injection was limited by engine unstart. In terms of the maximum thrust-potential, combustion-chamber injection exceeded that of inlet injection but significantly higher fuelling was required and poor combustion efficiency persisted. In order to offset the limit in thrust production due to unstart, an alternative fuelling method was implemented. This took the form of partial injection of the fuel in the combustion chamber in combination with inlet injection. An increase in thrust-potential and combustion efficiency as a result of increased fuel coverage in areas of the combustion chamber, which were fuel lean under inlet-injection. A thrust potential level similar to that of combustion-chamber injection was achieved with significantly higher combustion efficiency and consequently a lower fuelling level. This type of combined-injection is an attractive option for fuel delivery at the nominal flight condition. An additional finding for combustion-chamber and combined injection was that very high equivalence ratios led to separated flow in the combustion chamber and isolator. This was a result of excessive heat release producing an adverse pressure gradient in the engine. This mode of operation showed high levels of thrust-potential at equivalence ratios in excess of 1.0. Although interesting, these findings were outside the scope of the investigation since the flow within the combustion chamber is no longer purely supersonic.

No description available.

Thèse ou mémoire avec insertion d'articles / Les gisements aurifères orogéniques, lesquels représentent la principale source d'or au Canada, sont relativement bien documentés, mais la source des fluides hydrothermaux aurifères dans ces gisements reste équivoque. Le district aurifère de Meliadine (MGD), situé dans la province du Churchill occidental au Nunavut, renferme approximativement 9 Moz (~280 tonnes) d'or (production historique, réserves prouvée et probables, et ressources mesurées, indiquées, et inférées), sous la forme d'une série de gisements situés dans la ceinture de roches vertes de Rankin Inlet (Tiriginaq, Wesmeg, Normeg et Pump). Ces gisements sont spatialement associés à la faille Pyke et ses subsidiaires, formant des corridors de veines de quartz-carbonate subparallèles à travers des unités géologiques d'âge archéen. Ces formations incluent des formations de fer, des roches métasédimentaires clastiques et des roches métavolcaniques. Les zones minéralisées sont de style veines et de style remplacement des roches hôtes en bordure des veines. Les zones de remplacement sont encaissées dans les lithologies riches en fer sous la forme d'or associé à de multiples générations de sulfures. La présente étude documente la signature multi-isotopique du soufre (δ$^{34}$SS, Δ$^{33}$SS et Δ$^{36}$S) des sulfures associés à l'or dans les veines d'or orogéniques et les zones de remplacement associées, afin de caractériser la source et tracer l'évolution des fluides aurifères et de mieux comprendre les contrôles sur la précipitation de l'or. La séquence paragénésique établie décrit la génération 1 de sulfures comme correspondant à la pyrrhotite±(pyrite-chalcopyrite) précoce qui n'est pas associée à l'or, alors que la génération 2 est associée à la sulfuration des unités riches en fer et se compose d'arsénopyrite-pyrrhotite±(pyrite-galène-chalcopyrite) associée à l'or, subdivisée en 2a et 2b. L'aspy2a est riche en inclusions, alors que la génération 2b est pauvre en inclusions et est associée à la déformation et à la recristallisation tardive des sulfures 2a le long de fractures riches en Au libre, Pb, Te et Bi, et aux halos de recristallisation enrichis en As et Se et appauvris en Sb. Des analyses multi-isotopiques de soufre ($^{32}$SS, $^{33}$SS, $^{34}$SS et $^{36}$S) montrent que le Δ$^{33}$SS=0.3 ‰ ± 0.2 et le Δ$^{36}$S=-0.7 ± 0.6 ‰ sont homogènes à travers les générations de sulfures. Le δ$^{34}$SS de la génération 1 varie de 1.4 ‰ à 2.4 ‰, de 1.7 ‰ à 5.5 ‰ pour la génération 2a et de -0.5 ‰ à 5.6 ‰ pour la génération 2b. En se basant sur la concentration de l'or le long de fractures de l'aspy2a, leur abondance d'inclusions, ainsi que sur les enrichissements et appauvrissements systématiques en Sb, Se et As, il apparait que les sulfures de génération 2a ont été partiellement dissous par réactions couplées de dissolution-reprécipitation, libérant et transportant l'Au, le Pb, le Bi et le Te sous forme de produits de fusion (« melts ») d'éléments chalcophiles à bas point de fusion et/ou sous forme de colloïdes, pour reprécipiter les sulfures de génération 2b avec l'or libre et les métaux associés le long de fractures et d'auréoles de recristallisation. Le fractionnement indépendant de la masse du soufre (S-MIF) est présent et constant dans tous les échantillons et indique clairement une source unique et une contribution de soufre métasédimentaire archéen aux fluides aurifères responsables de la formation des gisements du MGD au Paléoprotérozoïque, soit environ 800 millions d'années après la formation des roches hôtes. Ce nouvel ensemble de données montre que les réactions fluides-roches, représentées par les multiples épisodes de remobilisation et de reprécipitation ont été importantes pour la formation des zones minéralisées, et que la dévolatilisation des métasédiments et des métavolcanites en profondeur pendant le métamorphisme prograde peut jouer un rôle important dans l'approvisionnement en soufre, élément clé pour le transport de l'or à l'échelle de la croûte terrestre.