Method and apparatus for controlling aircraft inlet air flow

An aircraft propulsion system, comprising:

• a wing portion having wing surfaces including a wing upper surface and a wing lower surface;
• an engine inlet positioned at least proximate to at least one of the wing upper surface and the wing lower surface, the engine inlet having an aperture positioned at least proximate to the at least one wing surface;
• an engine inlet duct extending aft from the aperture to an engine location;
• and
• an auxiliary flow duct positioned proximate to the at least one wing surface to receive air flowing along the at least one wing surface, the auxiliary flow duct extending through the wing portion to the other wing surface, the auxiliary flow duct having a first opening and a second opening spaced. apart from the first opening, wherein flow surfaces of the auxiliary flow duct fixed at the first opening the second opening being at least proximate to the other wing surface, the auxiliary flow duct being configured to direct flow to the engine location during at least a portion of an operating schedule of the propulsion system.

An aircraft propulsion system, comprising:

• an external flow surface having a forward portion;
• an engine inlet positioned at least proximate to the external flow surface, the inlet having an aperture positioned at least proximate to the external flow surface;
• an engine inlet duct extending aft from the aperture to an engine location;
• and
• an auxiliary flow duct positioned at least proximate to external flow surface, the auxiliary flow duct having a leading edge positioned at least approximately flush with the aperture, the auxiliary flow duct having a first opening and a second opening spaced apart from the first opening, the first opening being positioned to receive flow from the external flow surface during at least a first portion of an operating schedule of the propulsion system, the auxiliary flow duct being configured to direct air to the engine location during at least a second portion of the operating schedule of the propulsion system.

An aircraft propulsion system, comprising:

• an external flow surface having a forward portion;
• an engine inlet positioned at least proximate to external flow surface and aft of the forward portion, the engine inlet having an aperture positioned at least proximate to the external flow surface;
• an engine inlet duct extending aft from the aperture to an engine location;
• an auxiliary flow duct positioned proximate to the external flow surface to receive air flowing along the external flow surface during at least a first portion of an operating schedule of the propulsion system, the auxiliary flow duct having a first opening and a second opening spaced apart from the first opening, flow surfaces at the auxiliary flow duct being fixed at the first opening;
• and
• a valve positioned at least proximate to the auxiliary flow duct, the valve being movable between a first position and a second position with the valve directing air passing adjacent to the valve to the engine location when the valve is in the first position, and with the valve directing air passing adjacent to the valve through the auxiliary flow duct when the valve is in the second position.

An aircraft propulsion system, comprising:

• a wing portion having wing surfaces including a wing upper surface and a wing lower surface;
• an engine inlet positioned at least proximate to at least one of the wing upper surface and the wing lower surface, the engine inlet having an aperture positioned at least proximate to the at least one wing surface;
• an engine inlet duct extending aft from the aperture to an engine location;
• an auxiliary flow duct positioned proximate to the at least one wing surface to receive air flowing along the at least one wing surface, the auxiliary flow duct extending through the wing portion to the other wing surface, the auxiliary flow duct having a first opening and a second opening spaced apart from the first opening, flow surfaces of the auxiliary flow duct being fixed at the first opening, the second opening being at least proximate to the other wing surface, the auxiliary flow duct being configured to direct air to the engine location during at least a portion of an operating schedule of the propulsion system;
• and
• at least one valve positioned at least proximate to the second opening of the auxiliary flow duct, the at least one valve being movable between a first position and a second position with the at least one valve at least restricting flow through the second opening when in the first position, the at least one valve allowing flow through the second opening when in the second position.

An aircraft propulsion system, comprising:

• an external flow surface having a forward portion;
• an engine inlet positioned at least proximate to the external flow surface and aft of the forward portion, the engine inlet having an aperture positioned at least proximate to the external flow surface;
• an engine inlet duct extending aft from the aperture to an engine location;
• a first auxiliary flow duct positioned proximate to the external flow surface to receive air flowing along the external flow surface during at least a first portion of an operating schedule of the propulsion system, the first auxiliary flow duct having a first opening with flow surfaces of the auxiliary flow duct fixed at the first opening, and a second opening spaced apart from the first opening;
• and
• a second auxiliary flow duct having a first opening and a second opening spaced apart from the first opening, the first and second auxiliary flow ducts being configured to direct air to the engine location during at least a second portion of the operating schedule.

An aircraft, comprising:

• a fuselage portion;
• a wing portion, with at least one of the fuselage portion and the wing portion having an external flow surface with a forward portion;
• an engine;
• an engine inlet positioned at least proximate to the external flow surface, aft of the forward portion and forward of the engine, the engine inlet having an aperture positioned at least proximate to the external flow surface;
• an engine inlet duct extending aft from the aperture to the engine;
• and
• an auxiliary flow duct positioned at least proximate to the external flow surface, the auxiliary flow duct having a first opening positioned to receive flow from the external flow surface during at least a first portion of an operating schedule of the engine, with flow surfaces of the auxiliary flow duct fixed at the first opening, the auxiliary flow duct further having a second opening spaced apart from the first opening, the auxiliary flow duct being configured to direct air to the engine during at least a second portion of the operating schedule of the engine.

A method for controlling aircraft airflow, comprising:

• directing a first flow of air into an aircraft inlet aperture positioned proximate to an external flow surface of the aircraft and aft of a forward portion of the external flow surface;
• directing the first flow through an engine inlet duct to an aircraft engine;
• receiving a second flow of air including boundary layer air developed over the external flow surface through a first opening of an auxiliary flow duct, the auxiliary flow duct including flow surfaces fixed at the first opening;
• exiting at least a portion of the second flow of air from the auxiliary flow duct through a second opening of the auxiliary flow duct;
• and
• directing a third flow of air into the auxiliary flow duct, then from the auxiliary flow duct to the aircraft engine.

A method for controlling aircraft airflow, comprising:

• directing a first flow of air into an aircraft inlet aperture positioned proximate to one of a lower wing surface and an upper wing surface of the aircraft;
• directing the first flow through an engine inlet duct to an aircraft engine;
• receiving a second flow of air, including boundary layer air developed over the one wing surface, in a first opening of an auxiliary flow duct, the auxiliary flow duct having a leading edge positioned at least approximately flush with the aircraft inlet aperture;
• exiting at least a portion of the second flow of air from the auxiliary flow duct through a duct opening at least proximate to the other wing surface;
• and
• directing a third flow of air into the auxiliary duct, then from the auxiliary flow duct to the aircraft engine.

A method for controlling aircraft airflow, comprising:

• directing a first flow of air into an aircraft inlet aperture positioned proximate to one of a lower wing surface and an upper wing surface of the aircraft;
• directing the first flow through an engine inlet duct to an aircraft engine;
• directing a second flow of air, including boundary layer air developed over the one wing surface, into a first opening of an auxiliary flow duct by placing a valve located at least proximate to the auxiliary flow duct in a first position, the auxiliary flow duct including flow surfaces fixed at the first opening;
• exiting at least a portion of the second flow of air from the auxiliary flow duct through a second opening at least proximate to the other wing surface;
• and
• directing a third flow of air to the aircraft engine by placing the valve in a second position.

A method for controlling aircraft airflow, comprising:

• directing a first flow of air into an aircraft inlet aperture positioned proximate to one of a lower wing surface and an upper wing surface of the aircraft;
• directing the first flow through an engine inlet duct to an aircraft engine;
• receiving in an auxiliary flow duct a second flow of air including boundary layer air developed over the one wing surface, the auxiliary flow duct having a first opening, a second opening proximate to the other wing surface and a third opening between the first and second openings, the auxiliary flow duct including flow surfaces fixed at the the first opening;
• exiting the second flow of air from the auxiliary flow duct through the second opening at least proximate to the other wing surface;
• and
• directing a third flow of air into the auxiliary duct, then from the auxiliary duct into the engine inlet duct through the third opening, and then from the engine inlet duct to the aircraft engine.

A method for controlling aircraft airflow, comprising:

• directing a first flow of air into an aircraft inlet aperture positioned proximate to one of a lower wing surface and an upper wing surface of the aircraft;
• directing the first flow through an engine inlet duct to an aircraft engine;
• receiving a second flow of air including boundary layer air developed over the one wing surface in a first opening of a first auxiliary flow duct, the first auxiliary flow duct having flow surfaces fixed at the first opening;
• exiting at least a portion of the second flow of air from the first auxiliary flow duct through a second opening at least proximate to the other wing surface;
• directing a third flow of air into the first auxiliary duct, then from the first auxiliary duct into the engine inlet duct, and then from the engine inlet duct to the aircraft engine;
• and
• directing a fourth flow of air from the other wing surface into a second auxiliary duct, then from the second auxiliary duct into the engine inlet duct, and then from the engine inlet duct to the aircraft engine.

An aircraft propulsion system, comprising:

• an external flow surface having a forward portion;
• an engine inlet positioned at least proximate to the external flow surface and aft of the forward portion, the engine inlet having an aperture positioned at least proximate to the external flow surface;
• an engine inlet duct extending aft from the aperture to an engine location, the engine inlet duct having an at least approximately fixed cross-sectional area;
• and
• an auxiliary flow duct positioned at least proximate to the external flow surface, the auxiliary flow duct having a first opening positioned to receive flow from the external flow surface during at least a first portion of an operating schedule of the propulsion system, the auxiliary flow duct further having a second opening spaced apart from the first opening, the auxiliary flow duct being configured to direct air to the engine location during at least a second portion of the operating schedule of the propulsion system.