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A diverterless supersonic inlet (DSI) is a type of jet engine air intake used by some modern combat aircraft to control air flow into their engines. It consists of a "bump" and a forward-swept inlet cowl, which work together to divert boundary layer airflow away from the aircraft's engine. This eliminates the need for a splitter plate, while compressing the air to slow it down from supersonic to subsonic speeds. The DSI can be used to replace conventional methods of controlling supersonic and boundary-layer airflow. DSIs can be used to replace the intake ramp and inlet cone, which are more complex, heavy and expensive. == History == Initial development in this area was done by Grumman, who made an alteration to the Grumman F11F-1F Super Tiger inlet, to replace a splitter plate with a bump.They still used bleed air holes on the bump.〔(Fighters 44, F-11F Supertiger pg 37, by Corwin ( Corky ) Meyer )〕 Further research into the DSI was done by Lockheed Martin in the early 1990s. The first Lockheed DSI was flown on 11 December 1996, installed on a F-16 Block 30 fighter and replacing aircraft's original intake diverter. The modified F-16 demonstrated a maximum speed of Mach 2.0 (Mach 2.0 is the F-16's clean certified maximum speed) and handling characteristics similar to a normal F-16. It was also shown that subsonic specific excess power was slightly improved. A DSI was later incorporated into the design of the Lockheed Martin F-35 Lightning II. The DSI concept was introduced into the JAST/JSF program as a trade study item in mid-1994. It was compared with a traditional "caret" style inlet. The trade studies involved additional CFD, testing, and weight and cost analyses. The new inlet earned its way into the JSF design after proving to be thirty percent lighter and showing lower production and maintenance costs over traditional inlets while still meeting all performance requirements. 〔 抄文引用元・出典: フリー百科事典『 ウィキペディア（Wikipedia）』 ■ウィキペディアで「Diverterless supersonic inlet」の詳細全文を読む スポンサード リンク
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