Today's Message Index:
----------------------
1. 03:10 AM - Re: F-16 Inlet, part two ()
2. 09:45 AM - Grumman Mechanic Wanted (Stephen Stinis)
3. 02:42 PM - Re: F-16 Inlet, part two (James Courtney)
Message 1
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| Subject: | Re: F-16 Inlet, part two |
--> TeamGrumman-List message posted by: <v1rotate@verizon.net>
>This may be too over the top, but what about a variable geometry inlet
>system for Grummans?
>
>Bruce Smith
Variable geometry inlets are designed to convert supersonic flow to subsonic flow
suitable for passage into the compressor of a turbine engine by precisely positioning
one or more oblique shock waves and a final normal (or perpedicular)
shock wave prior to the airflow meeting the face of the compressor. This must
be done because a turbine engine cannot injest supersonic flow. The inlet
is variable because, while the aircraft may only cruise at one supersonic speed,
the speed range of such an aircraft is typically very broad and no fixed inlet
configuration will efficiently satisfy all conditions. Actually, a fixed
inlet like the F-16 or old F-100 had will work reasonably well up to about Mach
1.5-1.6, but to fly much faster than that a variable inlet will be more efficient,
albeit heavier and more complicated.
Bill Kelly
Message 2
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| Subject: | Grumman Mechanic Wanted |
--> TeamGrumman-List message posted by: "Stephen Stinis" <stinis@cox.net>
Skytypers is looking for an A&P mechanic to work on their fleet of (6)
Grumman AA5-B Tigers. The aircraft are currently located at chino airport,
ca. If anyone is interested or know any mechanic with Tiger experience,
please give me a call or send resume to sstinis@skytypers.com.
Thank you,
Stephen Stinis
President
Skytypers, Inc.
10650 San Sicily Street
Las Vegas, Nevada 89141
Telephone 1-888-SKYTYPE ext. 711
Cell phone: (949) 212-0771
e-mail: sstinis@skytypers.com
Visit our website at:
www.skytypers.com
----- Original Message -----
From: "TeamGrumman-List Digest Server" <teamgrumman-list@matronics.com>
Sent: Wednesday, August 09, 2006 11:58 PM
Subject: TeamGrumman-List Digest: 5 Msgs - 08/09/06
> *
>
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> ----------------------------------------------------------
> TeamGrumman-List Digest Archive
> ---
> Total Messages Posted Wed 08/09/06: 5
> ----------------------------------------------------------
>
>
> Today's Message Index:
> ----------------------
>
> 1. 05:10 AM - F-16 Inlet, part two (Bruce Smith)
> 2. 07:29 AM - Re: F-16 Inlet, part two (James Courtney)
> 3. 09:42 AM - Re: Fw: Aileron AD - Success!!! (TeamGrumman@aol.com)
> 4. 09:44 AM - Re: F-16 Inlet, part two (TeamGrumman@aol.com)
> 5. 11:30 AM - Re: F-16 Inlet, part two (flyv35b)
>
>
> ________________________________ Message 1
> _____________________________________
>
>
> Time: 05:10:30 AM PST US
> From: Bruce Smith <bruce.smith@york.com>
> Subject: TeamGrumman-List: F-16 Inlet, part two
>
> --> TeamGrumman-List message posted by: Bruce Smith <bruce.smith@york.com>
>
> Gary,
>
> I read that General Dynamics designed an inlet for the F-16 that had
> variable geometry, for customers who may have desired a higher "dash"
> speed. Was this ever tested? I know that an F-16 once hit 1,600 mph.
>
> This may be too over the top, but what about a variable geometry inlet
> system for Grummans?
>
> Bruce Smith
>
>
> ________________________________ Message 2
> _____________________________________
>
>
> Time: 07:29:56 AM PST US
> From: "James Courtney" <jamey@jamescourtney.net>
> Subject: RE: TeamGrumman-List: F-16 Inlet, part two
>
> --> TeamGrumman-List message posted by: "James Courtney"
> <jamey@jamescourtney.net>
>
> Wouldn't such a device be more about tuning how pressure waves build up at
> high subsonic and supersonic speeds rather than amount of air fed to
> engine
> as presumably at mach# speeds the engine is getting quite a bit of air.
> One
> of the MIGs (21 I think) had a movable cone in the engine (SR71 may have
> had
> this too) to allow some tuning of the supersonic airflow into the engine.
> If this is the case, unless you put hang a PT-6 and a JATO you're probably
> not going to see a benefit.
>
> Anyway, these are simply the ramblings of a software engineer and not a
> real
> engineer so I look forward to responses by those more knowledgeable:)
>
> Jamey
>
>
> -----Original Message-----
> From: owner-teamgrumman-list-server@matronics.com
> [mailto:owner-teamgrumman-list-server@matronics.com] On Behalf Of Bruce
> Smith
> Sent: Wednesday, August 09, 2006 5:07 AM
> Subject: TeamGrumman-List: F-16 Inlet, part two
>
>
> --> TeamGrumman-List message posted by: Bruce Smith
> --> <bruce.smith@york.com>
>
> Gary,
>
> I read that General Dynamics designed an inlet for the F-16 that had
> variable geometry, for customers who may have desired a higher "dash"
> speed. Was this ever tested? I know that an F-16 once hit 1,600 mph.
>
> This may be too over the top, but what about a variable geometry inlet
> system for Grummans?
>
> Bruce Smith
>
>
> ________________________________ Message 3
> _____________________________________
>
>
> Time: 09:42:43 AM PST US
> From: TeamGrumman@aol.com
> Subject: Re: TeamGrumman-List: Fw: Aileron AD - Success!!!
>
>
> In a message dated 8/5/06 5:44:28 PM, david@carneyaviation.com writes:
>
>
>> I am very pleased to announce that, after years of persistence, we have
>> succeeded in gaining approval for an alternate means of compliance (AMOC)
>> AD
>> 79-22-04 to provide for removal of the recurring aileron inspection!
>>
>>
>
> very cool
>
> ________________________________ Message 4
> _____________________________________
>
>
> Time: 09:44:53 AM PST US
> From: TeamGrumman@aol.com
> Subject: Re: TeamGrumman-List: F-16 Inlet, part two
>
>
> In a message dated 8/9/06 5:11:18 AM, bruce.smith@york.com writes:
>
>
>> This may be too over the top, but what about a variable geometry inlet
>> system for Grummans?
>>
>
> this isn't too far out of the question. a properly designed exit ramp
> will
> self regulate the inlet.
>
> ________________________________ Message 5
> _____________________________________
>
>
> Time: 11:30:51 AM PST US
> From: "flyv35b" <flyv35b@minetfiber.com>
> Subject: Re: TeamGrumman-List: F-16 Inlet, part two
>
> Cockpit adjustable cowl flaps, just like a Bonanza (and others)!
> Actually any plane that can cruise at 150 kts and needs to climb at 100
> kts can use adjustable cowl flaps to both increase climb cooling and
> reduce cruise drag. I think closing the cowl flaps on my Bonanza at
> cruise speed increases the speed by about 5 mph. Quite significant.
>
> Cliff
> ----- Original Message -----
> From: TeamGrumman@aol.com
> To: teamgrumman-list@matronics.com
> Sent: Wednesday, August 09, 2006 9:44 AM
> Subject: Re: TeamGrumman-List: F-16 Inlet, part two
>
>
> In a message dated 8/9/06 5:11:18 AM, bruce.smith@york.com writes:
>
>
> This may be too over the top, but what about a variable geometry
> inlet
> system for Grummans?
>
>
> this isn't too far out of the question. a properly designed exit ramp
> will self regulate the inlet.
>
>
>
Message 3
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| Subject: | F-16 Inlet, part two |
--> TeamGrumman-List message posted by: "James Courtney" <jamey@jamescourtney.net>
That's what I meant to say;)
Jamey
-----Original Message-----
From: owner-teamgrumman-list-server@matronics.com
[mailto:owner-teamgrumman-list-server@matronics.com] On Behalf Of
v1rotate@verizon.net
Sent: Thursday, August 10, 2006 3:10 AM
Subject: Re: TeamGrumman-List: F-16 Inlet, part two
--> TeamGrumman-List message posted by: <v1rotate@verizon.net>
>This may be too over the top, but what about a variable geometry inlet
>system for Grummans?
>
>Bruce Smith
Variable geometry inlets are designed to convert supersonic flow to subsonic
flow suitable for passage into the compressor of a turbine engine by
precisely positioning one or more oblique shock waves and a final normal (or
perpedicular) shock wave prior to the airflow meeting the face of the
compressor. This must be done because a turbine engine cannot injest
supersonic flow. The inlet is variable because, while the aircraft may only
cruise at one supersonic speed, the speed range of such an aircraft is
typically very broad and no fixed inlet configuration will efficiently
satisfy all conditions. Actually, a fixed inlet like the F-16 or old F-100
had will work reasonably well up to about Mach 1.5-1.6, but to fly much
faster than that a variable inlet will be more efficient, albeit heavier and
more complicated.
Bill Kelly
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