ОСОБЛИВОСТІ ПРОЕКТУВАННЯ НОСКА ПОВІТРОЗАБІРНИКА ТУРБОВЕНТИЛЯТОРНОГО ДВИГУНА

Abstract

Optimization of turbofan engine air intake as well as geometry of intake lip, in-let cross-sectional area and its length is a relevant task in optimizing aerodynamic configuration of an aircraft. It is necessary to ensure a smooth entry of air flow into the engine at all modes of its operation and at various aircraft evolutions while minimizing impact on the overall aerodynamic efficiency of the aircraft. Development of engine air intake was once a very long, routine process that could last for months be-fore design completion, followed by expensive tests on determination of air intake performances on the engine test bench and in flight. Today, we can evaluate performances for a large number of air intake options using design software. The use of computational methods does not exclude tests of air intakes but dramatically reduces their quantity, testing costs and allows designers to focus mainly on the best candidates for air intakes avoiding potential surprises such as shock waves or flow separation caused by a shock wave. Optimal design of the air intake includes determining the right balance between the air intake characteristics, structural load and weight. An over-designed air intake will ultimately be overweight and thus more expensive in terms of flight cost. In a well-designed air intake the Mach number should not exceed 1, in order to avoid a sudden change in static pressure, temperature and density, which can lead to potential shock waves and flow separation caused by a shock wave in all areas throughout the flight. The use of computational fluid dynamics al-lows a better understanding of the conditions under which such adverse events occur. Adjacent to this task is the provision of necessary area on the inside of air intake to ensure sufficient noise absorption generated by the engine fan. The article considers evolution of research on the example of air intake of the D-436 engine of the An-148 aircraft.