Abstract: Systems and methods for secondary suctioning for an aerodynamic body are presented. A primary surface is configured along a leading edge of an aerodynamic body, and at least one secondary suction device comprising an elongated shape is configured at least a first distance from the primary surface. A non-suction surface is configured between the primary surface and the at least one secondary suction device.

Abstract: Systems and methods for secondary suctioning for an aerodynamic body are presented. A primary surface is configured along a leading edge of an aerodynamic body, and at least one secondary suction device comprising an elongated shape is configured at least a first distance from the primary surface. A non-suction surface is configured between the primary surface and the at least one secondary suction device.

Abstract: Passive removal of suction air for producing a laminar flow, and associated systems and methods are disclosed. One such method includes forming a laminar flow region over an external surface of an aircraft by drawing air through the external surface and into a plenum. The method can further include passively directing the air from the plenum overboard the aircraft. For example, the air can be passively directed to a region external to the aircraft having a static pressure lower than a static pressure in the plenum, as a result of the motion of the aircraft. Flows from different sections of the external surface can be combined in a common plenum, and the corresponding massflow rates can be controlled by the local porosity of the external surface.

Abstract: An inlet apparatus and method for use with a cabin air compressor on a high speed, airborne mobile platform, such as a commercial or military aircraft. The apparatus includes a Pitot inlet of a desired shape that is supported outside an exterior surface of a fuselage of the aircraft by a diverter structure. The diverter structure diverts a low energy portion of a boundary layer so that the low energy portion does not enter the Pitot inlet. The Pitot inlet receives the higher energy portion of the boundary layer and channels a ram airflow to an inlet of a cabin air compressor. The apparatus provides a recovery factor (RF) of at least about 0.8 at a cabin air compressor (CAC) inlet face, which keeps the electric power required to drive the CAC within available power limits, while minimizing the drag of the inlet apparatus.

Abstract: Aircraft environmental control systems having a single ram air inlet providing air to both cabin air compressors and associated heat exchangers are disclosed herein. In one embodiment, and environmental control system for use with an aircraft includes a ram air inlet, an air conditioning pack, and an associated heat exchanger. In this embodiment, the ram air inlet provides a first portion of air to the air conditioning pack, and a second portion of air to the associated heat exchanger. The first portion of air flows from the air conditioning pack and through the heat exchanger before flowing into an aircraft cabin. The second portion of air from the ram air inlet cools the first portion of air in the heat exchanger before exiting the aircraft through a ram air outlet. The inlet and outlet can be modulated on an optimized schedule to minimize the net drag of the ram system.

Abstract: A tandem inlet apparatus for use with a high speed mobile platform, for example a commercial or military aircraft. The tandem inlet apparatus includes a Pitot inlet for feeding air to a cabin air compressor (CAC) of an air conditioning pack carried on the mobile platform. A flush heat exchanger inlet is disposed forwardly of the Pitot inlet and longitudinally aligned with the Pitot inlet, for supplying cooling air to a heat exchanger of the air conditioning pack. By locating the heat exchanger inlet forwardly and longitudinally in line with the Pitot inlet, the heat exchanger inlet is able to effectively swallow a large portion of the boundary layer, which results in a thinner boundary layer at the inlet face of the Pitot inlet. This enables a smaller throat area Pitot inlet to be used, as well as a shorter diverter height to be employed with the Pitot inlet, while still realizing an improved recovery factor (RF) performance with the Pitot inlet. The reduced height Pitot inlet also enables drag to be reduced.

Abstract: Ram air inlets for use with aircraft environmental control systems and other aircraft and non-aircraft systems are described herein. In one embodiment, a ram air inlet configured in accordance with the present invention includes an inlet lip spaced apart from an inlet housing. An inlet door is moveably attached to the inlet housing, and includes a first surface portion, a second surface portion, and a transition region extending between the first and second surface portions. The first surface portion is moveably positioned at least approximately forward of the inlet lip. The second surface portion is fixed at an angle relative to the first surface portion, and is moveably positioned at least approximately aft of the inlet lip. The transition region is positioned at least approximately adjacent to the inlet lip to form an inlet opening therebetween. Movement of the inlet door in a first direction reduces the size of the inlet opening to thereby decrease the flow of ram air through the inlet.

Abstract: Passive removal of suction air for producing a laminar flow, and associated systems and methods are disclosed. One such method includes forming a laminar flow region over an external surface of an aircraft by drawing air through the external surface and into a plenum. The method can further include passively directing the air from the plenum overboard the aircraft. For example, the air can be passively directed to a region external to the aircraft having a static pressure lower than a static pressure in the plenum, as a result of the motion of the aircraft. Flows from different sections of the external surface can be combined in a common plenum, and the corresponding massflow rates can be controlled by the local porosity of the external surface.

Abstract: Aircraft environmental control systems having a single ram air inlet providing air to both cabin air compressors and associated heat exchangers are disclosed herein. In one embodiment, and environmental control system for use with an aircraft includes a ram air inlet, an air conditioning pack, and an associated heat exchanger. In this embodiment, the ram air inlet provides a first portion of air to the air conditioning pack, and a second portion of air to the associated heat exchanger. The first portion of air flows from the air conditioning pack and through the heat exchanger before flowing into an aircraft cabin. The second portion of air from the ram air inlet cools the first portion of air in the heat exchanger before exiting the aircraft through a ram air outlet. The inlet and outlet can be modulated on an optimized schedule to minimize the net drag of the ram system.

Abstract: Ram air inlets for use with aircraft environmental control systems and other aircraft and non-aircraft systems are described herein. In one embodiment, a ram air inlet configured in accordance with the present invention includes an inlet lip spaced apart from an inlet housing. An inlet door is moveably attached to the inlet housing, and includes a first surface portion, a second surface portion, and a transition region extending between the first and second surface portions. The first surface portion is moveably positioned at least approximately forward of the inlet lip. The second surface portion is fixed at an angle relative to the first surface portion, and is moveably positioned at least approximately aft of the inlet lip. The transition region is positioned at least approximately adjacent to the inlet lip to form an inlet opening therebetween. Movement of the inlet door in a first direction reduces the size of the inlet opening to thereby decrease the flow of ram air through the inlet.

Abstract: An inlet apparatus and method for use with a cabin air compressor on a high speed, airborne mobile platform, such as a commercial or military aircraft. The apparatus includes a Pitot inlet of a desired shape that is supported outside an exterior surface of a fuselage of the aircraft by a diverter structure. The diverter structure diverts a low energy portion of a boundary layer so that the low energy portion does not enter the Pitot inlet. The Pitot inlet receives the higher energy portion of the boundary layer and channels a ram airflow to an inlet of a cabin air compressor. The apparatus provides a recovery factor (RF) of at least about 0.8 at a cabin air compressor (CAC) inlet face, which keeps the electric power required to drive the CAC within available power limits, while minimizing the drag of the inlet apparatus.

Abstract: A tandem inlet apparatus for use with a high speed mobile platform, for example a commercial or military aircraft. The tandem inlet apparatus includes a Pitot inlet for feeding air to a cabin air compressor (CAC) of an air conditioning pack carried on the mobile platform. A flush heat exchanger inlet is disposed forwardly of the Pitot inlet and longitudinally aligned with the Pitot inlet, for supplying cooling air to a heat exchanger of the air conditioning pack. By locating the heat exchanger inlet forwardly and longitudinally in line with the Pitot inlet, the heat exchanger inlet is able to effectively swallow a large portion of the boundary layer, which results in a thinner boundary layer at the inlet face of the Pitot inlet. This enables a smaller throat area Pitot inlet to be used, as well as a shorter diverter height to be employed with the Pitot inlet, while still realizing an improved recovery factor (RF) performance with the Pitot inlet. The reduced height Pitot inlet also enables drag to be reduced.

Abstract: An improvement to boundary layer control system, including a transpiration panel (58) for transpiring suction air in a distributed manner, is provided. The transpiration panel (58) replaces the discharge nozzle of prior art flow control systems. The transpiration panel (58) is generally a rigid panel having a plurality of small holes (62) extending from an inner panel surface (56) to a smooth outer panel surface (54). The transpiration panel (58) is positioned flush with an external aircraft surface in a region where laminar flow control is not being attempted. Exemplary subsonic and supersonic boundary layer control systems including the transpiration panel (58) are provided. A preferred location of the transpiration panel (58) for the subsonic application is the underside of a wing (80), near the leading edge. A preferred location of the transpiration panel (58) for the supersonic application including on the upper surface of a wing (114) near the fuselage (118), in a turbulent wedge region.

Abstract: A supersonic aircraft having highly swept subsonic leading edge portions of the wings provided with boundary layer control suction slots. When the airplane is operating at high angles of attack under circumstances where noise is objectionable, air is drawn in through the suction strips to alleviate separated air flow and substantially eliminate (or at least alleviate) vortices that would otherwise develop over the upper wing surface. This improves the L/D ratio and permits the engines to be at a lower power setting, thus alleviating noise. There are shown a double delta planform configuration, and an arrow plan form configuration. Also, the boundary layer control suction can be used in conjunction with laminar flow control suction.