Russ wrote: I might pop over to Cosford at the weekend to have another look at TSR2 now that I understand more about what I'm looking at.
Being new to this forum I missed all the earlier posts on this thread - including the one above from "russ" - but it's an interesting topic.
Intakes are a big deal, whether it's on an aircraft or a WWSR boat, and designing them right isn't easy - and they have to be built right too, otherwise they trash not only themselves, but the engine too, as occurred with K7.
The TSR2 ... What a plane! I never saw one when we were living in Preston, 1962-67, but my Dad was lucky enough to see one flying at nearby Warton. I was looking at the sole survivor "in the flesh" as recently as this Monday, and although I've seen it loads of times over the years, both at Cosford and at Cranfield where it lived a more private life before, in the College of Aeronautics collection, I never tire of it.
While you were at Cosford looking at the TSR2's intakes, "russ", I hope you took time to look at the examples of opposite extremes in the same hangar - the Hunting 126 and the Sepecat Jaguar. The intake on the Hunting 126 is your classic low-speed one - with a thick lip. This weird and wonderful contraption was the epitome of the low-speed aircraft, as - even though it was a jet - it could fly at speeds as slow as 32mph! The Jaguar, at the opposite end of the scale, exhibits the sharp intake lip associated with the high end of the speed range.
We spent a lot of time on research into WWSR intake design on Quicksilver
, particularly when Ken Norris was leading the design effort. In fact, we built a big (1/5th-scale) model just to test the front half of the boat, with the intake, in the days when the design configurations we were looking at had the cockpit canopy directly in front of the intake.
Mike Bull wrote:I was re-watching the old ITN prog about ThrustSSC the other day, the one that shows pretty much everything the two-part BBC docu didn't - the car being built, first ever runs of the engines, car's first run under power when it burst a tyre, Jordan 1, etc. - and on SSC the engines were struggling at first because they weren't getting enough air in - they redesigned the intakes to incorporate a bell mouth to get them running sweetly.
True, Mike - they did - but what the documentary didn't show was that there was a particularly difficult problem arising during static engine tests on SSC
, due to the close proximity to the ground. A vicious vortex would develop at ground level, rising up vertically, and get sucked straight into the engine and the poor old Spey couldn't breathe. So a clever solution was found. A "grid" of steel mesh was affixed to the ground immediately below the intake lip and this prevented a vortex being generated.