Control of Compressor Face Total Pressure Distortion on a

High Bypass Turbofan Intake using Air-Jet Vortex

Generators

S.D. Erbslöh * and Dr. W.J. Crowther†

The University of Manchester, Manchester, UK, M13 9PL

J.R. Frutos‡
FEMTO-ST Institute, LPMO Department, 25044 Besançon, France

The control of turbofan intake duct flow separation and the subsequent control of
compressor face distortion have the potential to achieve a relaxation of the maximum
crosswind constraint at take off. Wind tunnel tests have been conducted using a 10% axis-
symmetric scale model. Air jets, simulating micro-electrical mechanical actuators, have
been implemented at the intake lip to reenergize the boundary layer locally. Improvements
in distortion of up to 40% could be achieved at a 10% engine bleed.

Nomenclature
at = average speed of sound at the axial position of minimum area , m/s
Ah = duct area at leading edge, m²
At = duct area at the axial position of minimum area, m²
Aw = cross-sectional area of wind tunnel working section, m²
A∞ = area of captured stream tube, m²
Cp = local pressure coefficient at model surface = Pstatic /(1/2ρ(M ta t )²)
CR = contraction ratio = Ah /At
d = radial distance from windward wall along the duct centerline, m
D = diameter of the duct at compressor face, m
Dh = diameter of the intake duct at the leading edge, m
DC(60) = distortion parameter = (P f - Pθ=±30° )/Pf
mjet = mass flow through air-jet vortex generators, kg/s
mengine = mass flow through intake, kg/s
Mj = average Mach number of an individual air jet at the orifice exit
Mt = average Mach number at the axial position of minimum area
Pa = ambient pressure, N/m²
Pf = mean total pressure at the compressor face, N/m²
Po = discrete averaged total pressure reading at the compressor face, N/m²
Pstatic = discrete static pressure measured at the model surface, N/m²
Psup = differential supply pressure for air-jet vortex generators, N/m²
Pθ = mean total pressure at the plane of the compressor face included by the angle theta, N/m²
Re = nacelle Reynolds number = (ρ ∞U ∞ Dh ) µ
s = surface distance from the leading edge along the internal duct, m
smax = surface distance from leading edge to compressor face, m
V∞ = average free stream speed, m/s

*
Postgraduate Research Student, Goldstein Aerodynamics Research Laboratory / School of Engineering, Email:
sascha.d.erbsloeh@stud.man.ac.uk, MAIAA
†
Lecturer, Department of Aerospace En gineering, Email: w.j.crowther@man.ac.uk, MAIAA
‡
Postgraduate Research Student, Institut FEMTO-ST, Laboratoire de Physique et Metrologie des Oscillateurs , jean-
renaud.frutos@lpmo.edu

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Vt = average air speed at the throat, m/s
β = angle of attack of intake model to the free stream, degrees
µ = average viscosity of air, kgm-1s -1
ρ∞ = average free stream air density, kg/m³
θ = angle defined in the plane of the compressor face, degrees

Figure 1: Sketch of diffuser and compressor cone

I. Introduction

T he work presented in this paper is part of the AEROMEMS II research project sponsored by the European
Union and a number of principal European aerospace contractors. It comprises of academic and industrial
partners specialized in a variety of disciplines including, micro machining and micro fabrication, experimental and
computational fluid dynamics, turbo fan manufacture and flight vehicle systems integration. A key attribute of the
present work is the close collaboration between micro manufacturing and systems engineering with wind tunnel
investigation studies. Information flow in both directions ensures that the micro-electrical mechanical systems
(MEMS) being developed are fit for purpose and also that experiments are based on technology that is achievable
within the next year.
This paper focuses on the application of MEMS flow control on a Pitot type intake system for a pod mounted
high bypass turbofan engine typical for a transonic passenger airliner. The target flight condition is take -off with a
high cross wind component. Presently, under these conditions, it is often necessary to limit the engine thrust such
that major separation on the windward intake lip is avoided and the fan face total pressure distortion is kept within
acceptable limits. Clearly, this has an adverse affect on the aircraft take-off performance, with available thrust at
brake release being significantly reduced under high crosswind conditions. The intake design is hence compromised
due to this off design point in the sense that the inlet lip has a larger leading edge nose radius than required at cruise
condition.
The primary goal of the present work is to develop an active system for controlling inlet separation and hence
fan face total pressure distortion. The system needs to be active in the sense that it can be activated on demand on
take-off, however, at all other times has minimal impact on overall intake performance. The implementation of a
flow control system may benefit the inlet design either by relaxing the cross wind at take off constraint, i.e. allowing
a higher cross wind with the same geometry, or to allow a smaller leading edge nose radius with the same critical
cross-wind component.
So far several flow control methods have been considered for intake systems. The effect of inlet lip geometry 1-8
has been studied thoroughly and several fluidic flow control methods have been reported. Many methods explored
are based on mechanical alterations to the lip geometry, e.g. blow in doors as on the Harrier or variable chin inlet lip
deflection as found on the Eurofighter Typhoon.9-11 Another class of methods is based on tangential blowing at the
highlight or in the diffuser.12-15 There is also considerable work at present considering the use of flow control to
manage the flow in ‘S’ ducts typically found on low observable applications and is normally focused on reducing
swirl as well as reducing the total pressure distortion due to flow separation.9,10,16 Renewed interest has been shown
to implement the S-Duct for an immersed inlet system on the blended wing configuration. 17,18 Though fluidic flow
control methods have been proven successful in wind tunnel investigations none have found application on modern
civil turbofan engines operating at present.

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 II. Aim
The goal of the present investigation is to provide a flow control system that enables relaxation of the maximum
cross wind at take off constraint for civil turbofans. The system should be such that there is minimal cruise drag
penalty due to the integration of the MEMS actuators . The flow control system should be reactive in that it can be
turned on when required and ideally part of a closed loop system that actively detects separation and initiates an
appropriate control response automatically.

III. Experimental Setup and Procedure

This study considers an axis -symmetric
intake of approximately 10% scale with a
contraction ratio of CR=1.33 which
corresponds to the side lip geometry of a full
scale intake. The diameter of the duct at the
station of the compressor face was 200mm.
Figure 1 clarifies the definition of parameters
chosen.
Tests were performed in the 2.8 by 2.1
meter subsonic wind tunnel of the Goldstein
Laboratory at the University of Manchester.
This closed return wind tunnel has a
Figure 3: Variation of total pressure distortion with mass
maximum speed of 70m/s and turbulence
levels of around 0.5%. The inlet was tested at flow rate (graph by F. Aimar)
two different mass flow rates corresponding
to M t =0.3, subsonic lip separation, and
Mt =0.6, supersonic lip separation, with a Table 1: Test conditions
constant free stream speed of 18m/s. Figure 3 V∞ V∞ A∞ Aw
illustrates these two operating conditions. Mt Ah A∞
(m/s) Vt
The cross wind of 18m/s was found from 0.3 18 0.18 5.1 18.4
industrial e xperience to be the maximum
0.6 18 0.09 7.9 11.9
allowable free stream speed for the full scale
intake-engine system at β=90°.
The model was connected to a reservoir and operated in suction mode resulting in an effective operating time of
thirty seconds at Mt =0.3 and 15s at Mt =0.6. Two Venturi contractions were used to give the required mass flow
rates. The model was mounted centrally inside the working section and the angle of attack (AOA) to the free stream
could be adjusted from 0°<β<90°. A photograph of the model inside the working section is shown in Fig. 4 and in
Fig. 5 a side view is sketched illustrating the individual components. Table 1 summarizes the fixed parameters at
these two test conditions, which were carried out at a nacelle Reynolds number of approximately 0.4x106 in
comparison to 6x106 for the full scale inlet.
The first flow control device to be implemented was the classical vane vortex generator (VG), used first to serve
as a baseline and guide the placement of fluidic control devices. In the next step steady air jets were employed at
positions identified from the VG tests. Air jets were arranged in a single row extending 220° circumferentially. The
individual orifice was pitched 45° and skewed 90° to the local flow direction. These injection conditions have been
optimized within the AEROMEMS II consortium, but similar conditions have been reported in the past.19-22
The orifices were machined to a diameter of 0.5mm the working material being aluminum. Each orifice was
2.5mm in thickness and hence had a relatively large thickness to diameter ratio of 5. This ratio should be kept to a
minimum as the resulting vorticity of an air jet is dependant on the average velocity of the discharging jet.23 An
undeveloped velocity profile is hence desirable.
A number of different actuator concepts may be used to achieve the required control input and the synthetic jet
has attracted generous attention in recent years.24 Although actuator systems are usually relatively simple in their
general layout, micro machin ing them is still posing a challenge and both aspect are being addressed in the
Aeromems II project.25,26 In addition, special attention has to be given to micro fluid flow, which does not behave
according to ideal flow theory.27,28 A simple example is the flow through small orifices. These experience large
pressure losses if the diameter is smaller than a few hundred micrometers.

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American Institute of Aeronautics and Astronaut ics
 In the AEROMEMS II project significant effort is underway to realize robust MEMS devices with an ongoing
discussion between the demonstration projects and the manufacturing side to ensure realistic actuation and sensing
equipment that will be able to provide the necessary velocity ratios or sensitivity. Fluidic vortex generators were
chosen for the actuator type with a mechanism embedded giving a pulsating flow. Micro fluidic experiments have
also been carried out to measure the jet velocities achievable through various orifice shapes and dimensions for
varying pressure differences 28 and supporting CFD studies and theoretical modeling have been completed. Special
consideration was on developing electrostatic actuation as it offers good scaling properties to small dimensions, high
energy densities and relative ease of fabrication as previous electrostatic actuators were manufactured during the
AEROMEMS I project.29
Operating conditions and dimensions of orifices used in this project are expected to be achievable by MEMS
actuators within the next year.

Figure 4: Intake model inside the working

section, free stream from right to left Figure 5: Sketched assembly of intake model

IV. Characterisation of basenline intake

Surface oil flow visualization was used to
characterize the flow topology inside the diffuser. A
mixture of kerosene and ultra-violet luminescent powder
was applied to the surface evenly in the form of a fine
spray. This method was also used by Hurd (1976)30 who
observed a highly three dimensional flow field as
sketched in Fig. 6. The surface topology in Fig. 7,
obtained by the authors, consisted of a primary
separation line at the leading edge (S1) , two focal points
(F) placed symmetrical on either side of the duct and a
secondary separation line at the top of the reversed flow
region. A saddle point (S’) was positioned downstream
of the focal points.

Figure 7: Flow topology for separated duct flow at

β=90°, Mt=0.6, V∞ =18m/s; S1=primary separation
Figure 6: Sketch of surface shear lines for separated line, F=focal point, S’=saddle point; free stream
duct flow, face on view, after Hurd (1976)30 from top left to bottom right
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To investigate the performance of the baseline intake geometry an area weighted total pressure rake was installed at
the same axial position as the compressor face and could be set at different circumferential angles to obtain a total
pressure map of the compressor face. In addition, 19 static pressure taps were placed around the intake lip. Their
position could also be changed circumferentially by rotating the diffuser. First the focus was on the centerline total
pressure loss at different AOA for θ=0°. The duct flow was attached up to β=30° and fully separated at β=40°.
Surface mounted transition devices were investigated for the test condition at Mt =0.6 and it was decided to place a
roughness strip ahead of the primary separation line. Laminar separation at Mt =0.3 was assumed and the surface
finish kept as clean as possible. The total pressure distortions are given in table 2 in terms of the parameter DC(60).
The static pressure distribution over the windward lip is shown in Fig. 9. For separated duct flow at β=90° the
distribution has a distinct peak just after the leading edge, an abrupt increase in pressure and a flat distribution along
the diffuser. For attached flow, in this case at β=30°, a distinct suction peak is also evident but is followed by a
gradual pressure recovery along the diffuser. The static pressure shown in Fig.10 varied noticeably with
circumferential position inside the diffuser, but the change in the local static pressure at the most upstream
measurement was small. This was the position of the air jets and it hence may be assumed that these have a nearly
constant discharge over their circumferential extent.

Table 2: Distortion coefficients at β=90°

and V∞ =18m/s
Mt DC(60)
0.3 0.022 laminar
0.6 0.058 laminar
0.6 0.023 turbulent

Figure 9: Static pressure distributions for separated (β=90°) and attached duct flow (β=30°) at Mt =0.6
and V ∞=18m/s

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 Figure 10: Static pressure distribution at different circumferential positions; M t=0.6, β=90°,
and V ∞=18m/s

V. Distortion reduction using vane vortex generators

A single array of vane vortex generators31-34 ,
triangular in plan form, was placed 15 vane heights
upstream of the separation line and hence positioned Table 3: Improvements in DC(60) for a counter-
just outside the leading edge over a circumferential rotating array, α=90°
extent of 180°. It should be noted that the position of Mt DC(60) ∆ DC(60) Baseline
the VGs was severely restricted by the surface 0.3 0.012 - 45% laminar
curvature and the dividing stream line on the nacelle. 0.6 0.015 - 74% laminar
The ratio of boundary layer thickness to vane height 0.6 0.015 - 35% turbulent
was not known but can be expected to lie in the range
of 1-5. The vanes were hence not of the sub-boundary
layer type but the smallest realizable dimension.
Industrial CFD calculations have estimated the
boundary layer at the leading edge of the full scale
engine inlet to be about 2mm.
Figure 11 shows a surface flow pattern with a face-
on view onto the leading edge. VGs are glued onto the
nacelle with the direction of flow close to the surface
being from bottom to top. The primary separation line
is indicated by the dashed line. A co-rotating array is
shown. Streaks show the trails of the individual
vortices produced by the generators. At β=90° the
separation line extended θ=±90° circumferentially.
Table 3 shows the effectiveness of the counter-
rotating array in terms of improvements in DC(60) and Figure 11: Lip separation at β=90°, Mt =0.6,
Fig. 12 the contours of averaged total pressure at the V ∞=18m/s; co-rotating VG array shown
compressor face. The region of high distortion at the
windward wall is reduced noticeably in the
circumferential and radial extent.

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 a) b)

Figure 12: Averaged total pressure map at the compressor face; a) turbulent lip separation for
unactuated model, DC(60)=0.023; b) single array of counter-rotating vanes, DC(60)=0.015;
M t=0.6, α=90°, and V∞ =18m/s; compressor hub not shown; free stream from left to right

VI. Distortion reduction using air jets

Air-jet vortex generators were implemented at the same position as the vanes, 30 orifice diameters upstream of
separation. 82 jets, 0.5mm in diameter, were machined over a circumferential extent of 220° at a skew angle of 90°,
a pitch angle of 45°, and a jet spacing of 5mm (10 jet diameters) resulting in a co-rotating array. The jets were
operated with an internal plenum chamber incorporated into the intake lip geometry and could be supplied with a
differential pressure of up to 1 Bar. Special consideration has been given to the machining of these orifices which
will be used solely in this investigation to simulate embedded MEMS actuators. Different methods35 may be used to
successfully machine orifice diameters larger than a few hundred micrometers, but using conventional drilling does
not have any disadvantages with respect to surface finish. The achievable surface finish is of the order of 5µm,
which should have space for improvement through optimization of the machining process.
The jet array gave a marked reduction in centerline total pressure loss for increased blowing pressure. Figure 13
emphasizes that the distortion is close to the windward wall as is also evident in Fig. 12 . The variations in centerline
total pressure loss may be collapsed on a single graph by numerical integration. To obtain a non-dimensional form
of the area Eq. (1) is used and referred to as a 2D distortion coefficient (DC2D ). This parameter is convenient at this
stage of the investigation as it allows the comparison of a large number of different test conditions with only a single
measurement for each test case.

1
d
∫ [P ] d  D 
1
DC 2 D = − o (1)
Pa D
0

The reduction in DC2D is shown in Fig. 14 for two different AOA and the trends displayed are typical for almost
all test cases in the sense that 2D distortion decreases nearly linearly for increased blowing pressure. This linear
behavior most probably indicates that a saturation of control effectiveness is not reached. This saturation seems to be
the case under a reduced free stream of 9 m/s as DC2D shows to have an increasing gradient with higher blowing
pressure. Figure 14 demonstrates that the reduction in distortion for Mt =0.3 is of the same order of magnitude. The
jet spacing was also changed to 20 jet diameters (10 mm) for the test case at β=90° and suggests that the same
control effectiveness may be achieved at half the mass flow rate, i.e. at twice the efficiency. Jet spacing and orifice
diameter are the two geometrical parameters which may be changed with relative ease and within practical
constraints. Figure 15 hence highlights how the efficiency of actuation may be raised through optimizing one of
these parameters. In comparison to a counter-rotating VG array the jet array resulted in a control effectiveness of the
same order of magnitude. A t low AOA the VGs were more effective and produced a lower distortion.

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Figure 13: Change in Centreline Total Pressure loss with increasing supply pressure for M t =0.6, β=90°,
and V∞ =18m/s

Figure 14: Improvement in 2D distor tion with increased differential blowing pressure for Mt =0.6 and
V ∞ =18m/s

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 Figure 15: Improvement in 2D distortion with increased differential blowing pressure for M t =0.3 and
V ∞=18m/s

VII. Future Work

The next phase of this project is to optimize the air jet array and achieve efficient actuation with the lowest
possible bleed air. Following detailed distortion measurements further efforts will look into the design of an
appropriate control system and effective detection of flow separation. CFD calculations will be used to gain further
insight into the flow physics around the leading edge and to be able to scale the physical dimensions of the VGs and
jet array to the boundary layer properties.

VIII. Conclusion
An air jet array in its initial design phase has been able to reduce total pressure distortion by as much as 40% at
the compressor face at 10% engine bleed. Its effectiveness was compared vane vortex generators and the
improvement in distortion was shown to be of the same order of magnitude. This suggests that relaxing the cross
wind at take off constraint is feasible with an air jet array placed at the leading edge.

IX. Acknowledgments
The AEROMEMS II project is a collaboration between BAE SYSTEMS, Dassault, Airbus Deutschland GmbH,
EADS-Military, Snecma, ONERA, DLR, LPMO, Manchester University, LML, Warwick University, TUB,
Cranfield University, NTUA, and Auxitrol. The project is funded by the European Union and the project partners.
The authors would like to acknowledge the dedication and hard work of the technician team at the Goldstein
laboratory of the University of Manchester.

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