UNCLASSIFIED AD NUMBER AD378480 CLASSIFICATION CHANGES TO: unclassified FROM: confidential LIMITATION CHANGES TO: Approved for public release, distribution unlimited FROM: Distribution authorized to U.S. Gov't. agencies and their contractors; Administrative/Operational Use; 10 DEC 1966. Other requests shall be referred to Federal Aviation Administration, Washington, DC. AUTHORITY FAA ltr, 10 Oct 1972; FAA ltr, 10 Oct 1972 THIS PAGE IS UNCLASSIFIED
120
Embed
AUTHORITY THIS PAGE IS UNCLASSIFIED · 2018-11-09 · n " 1im ia ~f-2213 1 c' dec 1966~ a:z- (unclasc-ified title)
This document is posted to help you gain knowledge. Please leave a comment to let me know what you think about it! Share it to your friends and learn new things together.
Transcript
UNCLASSIFIED
AD NUMBERAD378480
CLASSIFICATION CHANGES
TO: unclassified
FROM: confidential
LIMITATION CHANGES
TO:Approved for public release, distributionunlimited
FROM:
Distribution authorized to U.S. Gov't.agencies and their contractors;Administrative/Operational Use; 10 DEC1966. Other requests shall be referred toFederal Aviation Administration,Washington, DC.
AUTHORITYFAA ltr, 10 Oct 1972; FAA ltr, 10 Oct 1972
THIS PAGE IS UNCLASSIFIED
N " 1IM IA ~F-22131 C' DEC 1966~
A:Z- (UNCLASc-IFIED TITLE)
<ONTHLY PIROGRSS REPOTN.L
DEVELOPMENT OF
A SUPERSONIC TR,%ANSPORT
AIRCRAFT ENGINE
PHASE Il-C
i NOVEMBER THROUGH 30' NOVEMBER 1.966
CONTRACT NO. FA-SS-66-8
(Competit~ive Data)
T tot OOcomENr CONTAINS INFORMA4.TION AFFECCIING THENAT ONAL DEVLNSK 0OF THE UNITED STA-FS WITHIN THfFKIPANING OF THE EPIO1NAGE LAWS. TITLE III U S. C.-SECTIONS 7III ANDj 7WA. ITS TRANgMIPSION OP THCRE V EL-T.014 CF rT CON ENIS IN ANY MANNER TOAN UNAUTHORIZED PEMIIYON is raoi0npiDEP Ov LAW.
N' ,, iA5I -~ DIVISION OF UN-TEIM 4`lRCRAr-T P-0Rr0,YATlfl?.
4'-SA..C AMD DEVELPPME~oT CENTER IlGAF-TER IZ YLFp'I 0oo ,1
1 Testing bf tile prototype configuration high compressor in the high
Scompressor rig has resulted in performance which either meets or exceedsthe airflow,-efficiency, and pressure ratio requirements for the JTFl7A-21 7production rating. This configuration is being assembled into engine FX-163and is ischeduled for sea level maximum thrust calibration testing early inDecember.
0 Engine FX-161 has completed a program at simulated cruise conditionsw -th-inlet distortion representative of the maximum level for the' intended
Sinstallations. The engine did not encounter stall or surge and no measurableeffect on engine performance was noted. Engine disassembly to date hasshown no parts discrepancies and the engine is scheduled to be rassembled_
for sea level testing in December.
I * Testing :of the 0.6-scale fan rig with inlet distortion in excess of
both Boeing and Lockheed cruise distortion has shown no effect on theengine-side surge line aiA only a 3% loss in surge margin on the ductside. The gas generator aid duct sides attenuated the distortion morethan predicted, This rig has been reassembled with redesigned Ist -nd2nd-stage bladee ,%nd is scheduled for testing early in December.
The Source Selection Council vP-ited FRDOC on 10 November for JTF17Iengiae discussions. The FAA Supplementary Engine Evaluation Task Force [visited FRDC on 16 and 17 Novembe to review the SST engine and rigtest results since Lhe SST evaluation team visit the week of 19 September.Numerous meetings were held with Boeing and lockheed personnel in a con--
tinuing effort to keep engine/airframe coordination current.
-- ~ .--.
E u ] CONFIDENTAL Praft&Whitnev Aircraft
,4A FR-2213
jiti The following significant achievements have been made on the JTFI7A-20
if Bexperimental engines:
__---7 i•Total engine time 137.89 hours1 Total duct heating time 26.20 hours*
Time at 2000OF and above 52.15 hours
Time at 2200OF and above 14.27 hoursat cruise (M 2.7, 65,000 ft)I Heated inlet time 32.34 hours
Time at cruise conditions 28.59 hours(Mach 2.7, 65,000 ft)
*This time was erroneously reported as 35.00 hours in the summaryof last month's report.
i1-2
!] ~COHFIDEM'IAL
IT-5 2 E-I-
=aPratt &Whitney AircraftPWA FR-2213
SECTION 11PROBLEM REPORT
Engine FX-161-5 completed 7.52 hours of testing in the altitude test
stand, and subsequent disassembly has shown no further problem in the
areas found after build No. 4 reported in last month's report (NWA FR-2156).
Pevisions incorporated and tested during this build of engine FX-161 wereoo
[ as follows:
i. Harder insert bushing- at the duct heater support bosses
and wear-resistant coating on the support pins
2. Inner duct heater quarter paael supports with heavier tie
strips and rivets replacing spot welds
3. Addition of sharp leading edge extensions to the main
- . !diffusei case struts to reduce individual peak temperatures
171 f!4. Reoperation of the aft end of the film-cooled transition Iduct to provide additional cooling air over the turbine
F ivane ID platform
5. Reoperation of the 1st-stage turbine vane cooling air
I-. tube ID by installing a bleed slot to purge the vane 1ID platform support cavity.
A revision to seal the riveted rear flange of the No. i seal support
was incorporated in engine FX-161-5. This change eliminated the coking
r •problem experienced on engine FX-161-4, resulting from leakage past the
rivetE into the labyrinth seal pressure supply area of the intermediate
case. Disassembly of the engine after 7.52 hours of running indicated iFno leaks at this flange. This revision has been incorporated in both
No. I and No. 2 seal supports on engine FX-163-2.S~ITablocks to replace indented lockwashers for the duct heater Zone II
fuel nozzle covers will be evaluated on the next build of engine FX-161.
•-$II-I
P 1 Pratt& Whitnav •__aKA FR-2213
SECTION IIIDESCRIPTION OF TECHNICAL PROGRESS
A. ENGINE DESIGN
I. Fan
Layouts of a new 0.6-scale fan rig for Phase I1 were completed.
I £ 2. Compressor
The prototype compressor design layouts were completed. This com-
F pressor has the same aerodynamic design as the compressor rig that demon-
strated performance capability above specification requirements in early
November.
Design layout work continues to define the incorporation of this proto-
jjj type compressor into a third compressor rig for use during Phase III
development.
3. Primary Combustor
SThe design of the primary combustor is 907° complete. The design
concept is the same as described in the Phase III proposal.
VI anA convectively cooled transition duct design has been completed and
an alternative film-cooled transition duct design has been initiated. n
The engine diffuser case design is also 907. comnlo.te.
4. Duct Heater
Design layouts of the combuster, duct heater support case, and rear
mount case are complete.
i Design is continuing on the duct diffuser case, inner and outer liners,
and Zones I and II fuel injection systems.
S5. Turbine
An alternative hat-stage blade illustrated in figure III-A-l has
been designed.
The design of the turbine high spool rig for Phase III is continuing.
SThe design layouts for the No. 1 and 2 bearing compartments are com-
plete. The No. 3 compartment design is approximately 90% complete. The
No. 4 compartment is approximately 70% complete.
7. Accessory Drives
Design layouts of the Boeing power takeoff hydraulic pump drive I
gearbox and of the Lockheed engine-driven compressor gearbox were com- .
pleted. Design layout work for the engine accessory gearbox continues.
1 This gearbox housing design is being coordinated with the engiae hydraulic
and fuel pumps and the quick-disconnect feature for the engine unitized fuelS~control.
Accessory and starting drive bevel gear sets located within the No. 1
and 2 bearing compartments have been completely designed.
8. Fuel System
j The design layout for plumbing through the struts, utilizing strut
covers with integral fittings, was completed during this report period.
Revised plumbing layouts were provided in this period for the experi-
mental engine gas generator to accommodate the incorporation of the proto-
type compressor in the experimental engine.
9. Control System
Coordination with vendors on the unitized fuel control, main fuel [pump, and hydraulic pump was continued. A mockup of the revised con- rnection between the fuel control base plate and the accessory drive
gearbox was constructed to evaluate the accessibility of the connection
for easier gearbox replacement. A preliminary layout of the unitized
fuel control-gearbox mounting system, and a stress analysis of this system
were completed in this period.
The design layouts of the combined drain valves and the fuel-oil cooler
were completed in this period. Design work on the aerodynamic brake
_I actuator and the duct nozzle feedback system was continued. Design of the
[A reverser interlock mechanism and the coupling to the unitized fuel control
is progressing.
III-A-2
_77Fli -MfIa0ý
tLl
1A
10. Lubrication System
The design layout of the secondary (oil pump-cabin air c•mprt,U-1 drive gearbox for the JTFITA-21L engine was completed in this period.
11. Reverser-Suppressor
The design layouts of the JTF17A-21 reverser-suppressor and duct
heater variable nozzle are continuing.
I|
I
I -:1•
ROii2 n
UN
IM
itt
AL Dp" &%Afl.*&~- -
%M Wv I l PyALr~r-PWA YR-2213
II+
+
3V
4 4
J58 Blade withI Same Cooling Scheme
S•Figure III-A-I, Alternate Ist-Stage Turbine ED 17094I Blade Cooling Scheme
111 -4
S~~CONFIDNTAL
*.c c . - . .. • = .
'I
aI Prat &Wbltrey Arrf
I B. ENGINE TEST
November Phase I1-CTimey hours Time, hours
Engine FX-161 FX-162 FX-163 PA-161 FX-162 FX-163 Total
2200rV and fulsaloe rig8 has4 5eslte in1 2efr4nehteihr8et
totyp ilutaF byd thev dat presnte in3 fiur I0-.9
Testir g ilusrae the potyecnimprovedn surge chapracessristic e reaige
tor txedshe airlow, hfiighcy compressore ai requirements anfuid o.r
the and 7-2 Nrouc.o 37A0cpressog. This ecollntefigrmatinc is being
assebledintoengieP1-163 and is scheduled for sea level maximum
Uthrust clbaintesting early in December.
WIP ~IWhIWmey AircrartPWA FR-2213
LI Engine FX-161 has completed a program at simulated cruise conditions
with inlet distortion representative of the maximum leve.j for the intended
installations. The inlet distortion was simulated by mounting a gradated
density screen, figure I11-B-3, eight feet ahead of the engine. The over-
U all inlet distortion, (Max PT2 Min PT2 )/Average PT2' was 8.97. with
Kd2 =374, as shown in figure I11-B-4. The engine did not encounter stallflor surge and no measurable effect on engine performance was noted. Engine
disassembly to date has shown no parts discrepancies and the engine is
scheduled to be reassembled for sea level testing in December.
51 AL Testing of the 0.6-scale fan rig with inlet distortion in excess ofI D both Boeing and Lockheed cruise distortion has shown no effect on the
ngn-side surge line and only a 37. loss in surge margin on the duct£1side. See figure I11-B-5. The gas generator and duct sides attenuatedthe distortion more than predicted. Aac~mtc ftets cnfgrto
IUin shown in figure 111-B-6, and the distortion screen used is shown in
figure I11-B-7. This rig has been reassembled with redesigned 1st- and
2nd-stage blades and is scheduled for testing early in December,
1. Engine FX-16
a. Rabuild
fi The fifth build of the engine was completed and it was delivered to the
altitude test facility on 14 November for evaluation of inlet effects and
altitude performanze. The following is a sunmary of features included in
U this build:FAN -Same as build No.* 5 configuration; strain gage instru-
mentation on both stages.
1IMRMHEDIATE CASE -Drooped fan discharge splitter as part of
U the build No. 5 fan; pressure instrumentation added to strutleading edges on main engine side.
I ~H1G1t COHPASSOR -Same as build No.. 5 configuration.
KAIN DIPIUSER -Sharp leading edge extensions on struts;Iinstrunmetation bosses for compre-sor discharge traverses;
heAtvy e4gh% splitter from previous builds.
111-B-2
IWA FR-2213
PRW COMBUSTOR - Original primary combustor with film-cooled
transition duct with the trailing edge of the inner duct modifiedSto provide additional cooling air for the TD platform of the
lst-stage turbine vanes.
STURBINE - Additional cooling airflow to the Ist-stage turbine
vane ID platform support cavity as used on engine FX-163-1. TheSdamper weights were reoperated to assure uniform loading of the
dampef weight on the 1st-stage turbine blade platforms. The
[j round hole in the damper weights was changed to a triangular shape
hole to reduce frictional contact area. The width of the yokes,
which retained the damper weights, was also decreased to reduce
the possibility of binding on the tips of the adjacent dampers.
(See figure III-B- 8.)
T[RBINE EXHAUST SECTION - Primary nozzle resized for speedmatching with the build No. 5 fan.
FAN DIFFUSER - Modified to accommodate the compressor dia-
. charge traverse probes.
DUCT HEATER - Hard sleeves of L-605 material installed in the
support pin holes and tungsten carbide hard faced pins;
octagonas nozzle from previous builds.
SC(PONENTS - Manual control of main engine fuel flow, ductheater fuel flow, duct heater nozzle, and vane angles.
GEARBOXES - Same as build No. 4.
b. Test Program
3 The engine was installed in the altitude test stand with sa inlet
distortion screen to simulate the Boeing distortion pattern. The screen
and the duct for fan strain gage instrumentation are shown in reference
figure 11I-B-3. Two runs were made for evaluation of airflow patterns.
The distortion screen was rotated between the runs to effectively double
the instrumentation. The overall inlet di-stortion, (Max PT2 -
Miin PT2)/Average PT2, was 8.9% with Kd2 = 374, reference figure Ill-B-4.
The inlet distortion screen was removed and a baseline calibration was
run without distortion. For further evaluation of the data, see para-
graph 3-B, Performance. Fan blade strain gage readings were less than
10,000 psi for: all testing.IU-1-3
PWA FR-2213
H ~The altitude program included testing ait cruise conditions with
heated fuel and lubricant. A fuel temperature of 3600 F was measured
at the inlet to the nozzle support. This would result in a maximum fuel
temperature of 370 F at the fuel nozzle. Refer to section TII-iD for
additional information on the fuel nozzles after test and sec~tion III-J
U for the fuel quality. During the engine testing at cruisc conditions,
ri a maximum lubricant temperature of 360*F out of the No. 4 compnrtment
was measured.
The engine was removed from the altitude test stand and delivered to
the assembly floor for inspection and to incorporate changes for a seaIsvel performance program.
c. Disassembly laspection
ii The engine has been disassembled and inspection of all parts is in
progress. No obvious parts discrepancies were seen during disassembly.
II2. Engine FX-163
Engine disassembly was completed on 19 October. All parts wereif inspected and reviewed in preparation for rebuild. Reference October
Progress Report No. 16, NWA FR..2156. Assembly was initiated, replacing
~j.damaged parts-- onlyo but this plan was revised to incorporate the high
U pressure compressor to the configuration that demonstrated performance
capability above sped.fir~ation requirements in the compressor rig. (See
paragraph C, Compressor.'.
A general description of the major features being incorporated in
engine FX-163-2 follows:
FAN -Same as rig build No. 5 configuration with a new, iL~creased
strength outer fan shroud. The increased strength outer shroud,
figure T11-S-9, eliminates the need for dampeaing bands required
II on the original design as shown in figure III-B-10.
1N1TJNEMIA CASE -Same as on engine FX-163-1 which >.,cluded
the drooped splitter as part of the protutype fan rxe!&~
HIGM CC!0ESSOft - Same as prototype configuration featuring
increased chord length vanes and-~blades incorporating new vane
and case assemblies, new inlet guide vanes, steel blades from
ii. _
111-W4
IWA FR-2213
the compressor rig, (AMS 5616 Greek Ascoloy), No. 3 through 6
I disks from the compressor rig, and No. 7 and 8 disks from
' hI engine FX-163-l.
This configuration is three inches longer in overall length
Sbecause of the increased chord length ot the vanes and blades
and includes a 5th-stage starter bleed system.
I The inlet guide vanes are variable and the 3rd- and 7th-stage
vanes are fixed. See section I11-C for a detailed description.
II MAIN DIFFUSER - No changes from engine FX-163-1 that had sharp
j rLE extensions on the diffuser struts. For this build, four
IFI starter bleed valves were mounted on the diffuer outer wall to
provide supplemental bleed air capacity for starting only.iI,-IMARY COMBUSTOR - Same as engine FX-163-1 which included
heavyweight splitter, standard combustor unit, and film-cooledP !transition ducts. The outer transition duct is two-piece,
1 and the inner transition duct provides a flow of cooling air
over the ID platform of the 1st-stage turbine vanes.
TURBINE - Same configuration as on engine FX-163-1. First-stage
blades are of the nongated airfoil type from engine FX-16:-5.
TURBINE EXHAUST SECTION - The OD wall contour on the exhaust
Scase is revised to reduce the back pressure on the turbine,
and the exhaust nozzle contour is revised to reduce base area
drag losses. See figure III-B-ll.
FAN DIVFUSER SECTION - Same as engine FX-163-1, original con-
.0 figuration.
DUCT HEATER - Same as engine FX-163-1, original combustorU section wich round, balanced flap variable nozzle.
CONONENTS - Same &as engine FX-163-1 which included the automaticduct heater control.
GEARBOXES - Same as engine FX-163-1.
III-B-51L~~7111 -~
k __
i F Pratt&Whitney Aircraft
nIMf *OLLL.Jt~
PLUMBING - Same as engine FX-163-1 except for changes necessary
to accommodate the prototype compressor, the starter bleed system,
and the revised turbine exhaust case.
REVERSER-SUPPRESSOR - Unit No. 2, identical to unit No. 1, will
be installed at test after completion of the initial performance
test program.
i Completion of engine assembly and delivery to A-4 sea level test
stand is schrluied for early December. The primary objective of this
tEit is to demonstrate increased sea level static engine performance.
3. Performance
During November, engint FX-161-5 was tested at supersonic cruise
conditions with and without simulated inlet distortion to demonstrate
engine-inlet compatibility. The inlet distortion was simulated by
mounting a g--adated density screen, reference figure III-B-3, eight
feet ahead of the engine. The pressure distortion generated by this
screen,(Max PT2 - Min PT2)/Average PT2 was 3.9% with a distortion factor,
Kd2, of 374, The differences in measured engine parameters, with and
without distortion, are compared in table 11-B-I and show no effect on
performance resulting from the distortion screen. The turbine inlet
temperature radial profile with distortion was uL~chcnged from the profile
without distorticn as shown in figure III-B-12. Peak 1st-stage turbine
vane temperature with distortion was within 150 ol the peak temperature
without distortion.
Table Ill-B-1. Effect of DistortionMach 2.7, 65,000 ft
1 Parameter Change Due toDistortion
N1/JJ + 0.05%
N2<1 3 + 0.4%.
P'T4/PT2 + 1.07.
(PT4 - PT5)/PT4 No change
TT5 . 12 F
SPTT/PT2 + 1.2.W 0T2/6T2 + 0. 1%1
-7:!
* • Pratt &Whitney AircraftMA rR-2213
S4 , iacer~ais and Fabrication
SLong-time stress rupture and creep rz, !ure testing is nearing coin-
pletion on candidate SST materials. Stress rupture testing has been
completed on Hastelloy X Sheet (AMS 5536). This curve was submitted in
prior reports and will not be repeated in this or subsequent reports.
A list of candidate materials, the proposed applications in the SST
design, and the limiting creep and stress design criteria are tabulated
as follows:
Material Application Limiting Design Criteria High TimeCreep, Creep and Stress Specimen,
The conditions of tI~ese specimens are shown in figure III-B-20.
-B-3L
Pratt &Whkmny Aircraft_Rýý7W Egfl-2213
U'Y- in Long-time oxidation-erosion testing of candidate SST materials andi
coatings (also other materials-and coatings.for comparigon) is con~tinuinv at 1800OF specimen-metal temperature- The resul-ts for the following
materkal and coatings being tested a-re: (1) NWA 658 (IN-l_00)- coated withPWA 58, And PWA 664ý coated with NWA 47 showed excellent oxidation-eresion
protection after 1300 hours of -testing; (2) P~A 657 (SH-302) coated with] NA 45 showed excellent protection after 500- hours -of testing; (3) NWA 1035( TD Nickel) coated with NWA 62 showed exceilent-protection after 350 hoursof testing; (4) FWA--664 and NWA 658 boated wdith PWA 64 showed excellentI]protection after- 450 hours of testing. The conditions o~f these specimensafter the- testing time indicated are shown in figure flI-B-21. Graphicpresentation of these data are shown in f'I~gure III-B-22.
J6 -AvneiMtra Deeomn (Rlae Aehooy
Thrie- N'co-Atingor -66iio h8as ubderong of ficiall o-ersionate stN g at8
Cf o a f dCoatedt-es&t bars .look excellent after 504O hours of rig testing.
II-b. Astrolpo Sheet- Program -
In-addition to the production quantity-of-Allvac sheet, which is
being--evaluated, a siaL414r quniyo eaten stainless sheet is being
-evaluated, The weld stu-dies, outlined in last month's pro~gress report,
are con~tinuing. A seconidafterburner duct wilIl be fabricated from the-Eastern 4ta nlss imaterial.--jpc. UX-1500 (Turbine Disk-Alloy)
The L_ý-1500 inigot' has -beden given a se±cond homogenization cycle toclean-up an undesir~able- segre_8#te found-in the -subacale forgings. This
_paeor sgrgate: cbud- not- be reTmovedtrihea treatmdent and negated-Ithe obtaining of ipt -imum- inechdtiical propertieit.. -Additional subscale
51' -forgings Are to -be. made -por t0 or .na 11 -41 e disk.
-J-- 4ai
1W -
Pratt &WhItney 5ircmft
NWAFR21
I LI d. Extrusion Forgings of INi-100 and Modified Mar M-200 Alloys-(Turbine Blade Application)
-A Evaluation of the effect of prior work on the mechanical properties
of iwrought INI-.lO is being made. Further work is being performed to
Sanalyze grain boundary condition and the effect on ductility.
e. Advancee Titanium
b Testing is continuing on forged pancake specimens of Ti 6-21-4-2,
Ti 6-2-4-2- + 1.5 Si, IMI 679 (NWA 1205), and Hylite 60 for comparisonr! with NWA 1202 properties.
7. Engine Accessories
a. Compressor Bleed Valves
The JTFl7A-20 compressor bleed valves are air actuated, springloaded poppet valves that bleed compressor discharge air to the~ cavity
surrounding the gas generator. These valves were used during engineII testing to vary the percent of bleed airflow during starting and operation
of the engines. Operation of the valves during sea level and altitude
running of the engines was flawless.
j ~Calibration and environmental bench tests were performed. The comn-
ponent calibration test consisted of measurements for actuation pressure,
piston ring leakage, and valve seat leakage. The environmental test
consistec1 off cycling the vaive for 5000 cycles in a 1050*F environment.II Two valves were subjected to the environmental test. Pre- and post-test
calibration dat6 of the valv*us were in good agreement, and Within the
limits of the component calibratior schedule as illustrated in table III-B-2.
The detail parts of each valve* were in excellent condition.
'I The total test timie accumulated is as follows:
Engine - 218.19 hours
Calibration - 28.33 hours
Environmental 9 7.32 ho~ura
Total - 333.84 bours
II~~I _ _ _ -_ B-_ 1__
1111Pratt &Wthtney Aircraft
The features of these bleed valves that have demonstrated successful
operation during this phase have been employed in the Phase III design
of the JTFl7 engi"e valves.
Table III-B-2. Xleed Valves-
Parameter Pretest Post-Test
Pressure-to-Actuate':
Open to close 1.5 psi 1.5 psi
Close to open 0.5 psi 0,5 psi
Pistoa Ring Leakage 0 pph 0 pph
Valve Seat Leakage 0 pph 0 pph -
b. Actuators
(~~1 Linear hydraulic actuators wa_.e employed on the JTFi7A-20 engine
for operation of the high ,ompressor variable vanes, the variable area
e duct heater exhatist nozzle, and the reverser-suppressor clamshells.
These actuators employ enaIne fuel as the working fluid and incorporate
design featurus that were developed for actuators used on the high
performance JS8 engine. Operation of the a-etuators durinn engine
testing at sea level and altitude conditions was very satisftctory.
Calibration and environmental bench tests were performed. The corm-
Sponent calibration test consisted of measu.ements for actuation prtssure,
cooling flow rate, length of stroke, and dynamic seal leakage
A The environmental test was a 75-hour decign verification test that
was conducted under the following conditLins:
1. Ambient tei .-rature - 900PF
2. Fuee rnlet tempera, .re - 350°F for 4 hoursr50OF for 1 hour
- cycle repeated every 5 hours:
3. Actuator stroke - 1 in. (nominal full stroke - 4.2 in.)
4. Actuator cycle rate - 90 cycles per ciinute
5. Open to close pressure - 1500 to 2000 psi V
6. Overboard drain leakage - 5 cc/rein (max).
7:_:Ik Zfl4- 1T77
Itt:Jnhnw ur&
S-1
S!WA FR-2213
Mal a Pre- and post-environmental test calibration data were in excellentagreement as illustrated in table III-3-3, and the actuator parts showed
little or no distress.
The total test time accumulated is as follows:
Engine - 1097.14 hoursSCalibration - 89.09 hours
Environmental hours-_ 62 hours
Total - 1282.47 hours
Table III-B-3. Actuators
Parameter CalibrationPretest os-Teut
fl Pressure to Actuate:4Open to close 60 psi- 20 psi*A Close to open 3 5 psi 10 psi*
Overboard Drain Leakage 0 cc/min 1.5 cc/minStroke 4.369 in. 4.352 in.
- Cooling Flow Rate 215 pph 216 pph' **onrmal range after environmental cycling -as determinedSfrom 358 experience.
4c. Lines and Fittings
The JTWI7A-20 lines and fittings that have been used in the Phase 11-C-engine program are fabricated ftrm stainless steel tubing (AIWSIt_ 347)
and Inconel materials. The fittings are either bra.-d and integral tubeAN type that use soft nickel conical gaskets or the threaded or bolted
iflange type that use metal K-Meats.
These lines and fittings, which were designed using the criteriaSand experience from the development of the J58 engine, have provided
excellent service during- engine and rig operation. Only one tubefailure, induced by preload as a result of- impropert component installation,
has occurred during all engine testing.
An investigation using titanium tubing-has been conducted withcomzercially pure tubing, grade A-40, ard the ally tubing1 3&-2.5V.These materials were successfully upst to the standard integral ferrule
lfl-31*1
*F
4
V _
__ ~~Pmat & Whtitey Rivrcrf
___ configuration for AISI type 347 material (PWA 770). Vibratory fatigue
V tests under simulated engine environmental conditions were conductedL i on the integral ferrule and on the welded tube'-connector configurations.In addition, salt water corrosion tests, bend tests, and brazing tests
(for brazing tubing standoff supports to the tubing) have been con-ducted.
From the testing of titanium tubing it is concluded that the tubing
alloy 3Al-2.1 5V is comparable to or better than the AISI type 347 tubing3 material and will provide a suitable tubing material. Because of low
-vibratory fatigue strength, the coummercially pure titanium tubing is
unsatisfactory. The investigation of the titanium alloy is being
November Phase II-C TotalTest Time 103.00 hours 562 hours
j Build No. 11 of the 0,6-scale fan rig completed its overall per-
formance calibration and was tested with inlet distortion during November.
Build No. 11 incorporated the build No. 5 configuration fan with a
7-degree ove-rcamber of the 1st-stage vane root, It was intended thatl~t overcamber of the 1st-stage vane rooc would improve the 1st-stage rootmatch and increase the root stall margin. Although the engine side surge
U line was slig~ntly improved, the overall performance of build No. 11 wasessentially that of build No. 5 with no change resulting from the 1st-stage
- wie-overcamber. The performance of build ýNo. 11 -relative to the build No. 5- -- s urge line is illustrated by, ý.e compressor mapt, of figures Ill-C-I and
7, -A4
A Fan inlet distortion testing was accomplished through the use of
r screerss instaiied in a straight cylindrical-test-section approximately
one duct diamet.er upstream of the 1st-stage blades. A shematic of the
test- conliguration is shown iii reference figure 111-11-6. Twonty-four totallo prsuerksusram -of the fan- i-alet vere -used- to define the inlet pattern.
A similar set of rakes at the fan-discharge wore used to determine thet
ta -atnuation tharacteristles, of the fan.
-The distortior. screen used is shown -in reference figure 111- -7, The dis-I torvriou factor (K ) of the tests was 15%above the maximum anticipated for 4
d.2IMach 2-.7 cruise operation. As shotun in reference figure IIl-'3-5, the surge
H margin on the-engine side was unaffected by the simulated distortion andlowered only 3% on the duct aide. The fan attenuated the distortion in pass-
-Fin& through the two fan atages. No indication of flow inatebility or stallwas encou~ntered. Details cot the distortion test analysis are containedj
Sin Inlet System Compatibility, section I1I-K, >~f this month's report.
'The redesigned 1st- and 2nd-stoige blades scheduled for resting in
December are now assembled in the 0.6'.acale fan rig. The purpose of the
build No. 12 crifiguration is to romatch the compressor stages for peak
92 performance. The 1st-stage blades are a revised version of the buildNo. 10 rotor that failed bec~ause of cracks resultino from rework to
OU-C
%a%%- I[i ItryV-1 1
overc-amber the build No. 7 blades. The 2nd-stage blades inc~orpor-ate a
closed leading edge root and an opened lead-.ng edge from 3"/ span,
Ii relative to the build No. 7. This rotor w'11 match the stages for high
duct pressure ratio and have the capabilicy to operate to lower flows.
Test results from build No. 12 are expccted the 1st week in December.
2. Full-Scale High Compressor Rig
November Phase Il-C Total
Test Time 12.92 hours 114.50 hours
1L1 Rig testing of the prototype JTFl7A-21 compressor was comnpleted early
J in November. The compressor rig, ready for test, is shown in figure III-C-3.
The performance met. or exceeded the airflow, efficiency, and pressure ratio
requirements for the JTFI7A-21 production rating. The excellent performanceH of the prototype compressor is illustrated by the data presented in ref-
erence figure III-B-i. Reference fl'gure III-B-2 illustrates the improved
surge characte5ristica relative to the current Phase 11-C high compressor
requirements and builde No. 3 and No. 5 of the JTFl7A-20 compressor.
if The prototy~pe compressaor is a redesign of the JTF17 high compressor
to improve the -surge margin of the build No. 5 compressor and to meet
- the reauirmaelts of thso JTF17A-.21 engiil The rig tested is aerodynamically
Iidentical to tb-a coinpre~sair p-,zerntfd in cn, 6 September, Phase III proposal
and was tested with :interstiaga bleed and wit!. only the inlet guiee vane
m or chantger, from the eorlier com~pressors. -First,-the camber of blades
and vanes has been modified to flatten the~ star- flow and pressure profiles'ithin -the comxpressor, An exml f h aber change in blades is shown'Cby a comparisou c f the 5th-stage blades of the prototype; compressor and
-of build N4o. 5, as shown in figure, 11l-C" 4 The compressor work has been
rddistributed in the-design to reducee~the loading of rear stages. This
design change is illu-stratod- by plots oi rocor and stator D factor,
j figuire 111-C'-5. -Compressor chords have been selectively increased,
- pimarily in vones. These changes; are showna in figurer III-C- 6 for
rotor and stator..
No further compressor -rig-testing is planned for Phase 11-C The
In major effort will-be directed at engine testing of the compressor.
Although the prototype rig parts vere desigried for rig teating only, the
11i-C-2M_______5i______I
I I ~.Pratt& Whitney Aircraftj NWA FR-2213
disks and blades are adequate for sea level running. As soon as possible,
new vanes and cases will be manufactured to replace the rig 347 stainlessI steel cases with PWA 1010 cases, structurally adequate for engine testing.Engine testing with the improved compressor is expected early in December.
U |jTesting is continuing on this diffuser rig to establish changes to
Sthe prototype diffuser strut and splitter design.
III-D-2
f [j! Pratt &Whitney AircraftPWA FR-2213
5. Fuel Nozzles
-I U Post-test flow checks are in process for the Zone I duct heater
nozzles and they are completed for the primary combustor nozzles from
fri rengine FX-161-5. The pretest and post-test flow checks do not indicate
any flow shifts as shown by the comparison at three flow levels in fig-
ure III-D-6. These nozzles have 87.41 hours of JTF17 engine time and over
3 hours of operation with 370 0F fuel temper. ture at the nozzle. Refer to
"engine section III-B (FX-161 test program). Figure III-D-7 shows the
{j condition, of details from a nozzle and support assembly after test.
j Nozzle tips and seals, from two assemblies that were instrumented to
measure the fuel temperature at the inlet fittings, are shown in fig-
ure III-D-8.
A
°Hii
II1-D-3 '
~ V Pratt &Whitney P~rcraftfPWA IJ
rC
E4~;
UM9.
/ /-
fli 7
loo111D-
50".
Pratt & Whitney AircraftPWA FR-2213
a7
fz
FiueIID2 s-tg TrieVn ihF 39
PrsueIstuettoillD-
Prtt &Whitney Aircraft?WA F&-.2213
mA z A
T- II -
S
r ':2,LI --
Pratt& &Wharvt-v ýQf r,
f2
4-
It
II-D
Ii Pratt & Whitney PlrcraftPWA FR.- 2213
'44
C.)
~44
_ ~41
A'
Pratt &Whittrley AircraftPWA FR- 2213
ItI
UD,
00
4. IE-4
T-,0
III D-
Pratt & Whitney Aicrf
IT
r4) 0
00
04
IMU
0rQ0
zz
It
Zak.
Prt WinyArrfPW F 21
'4
II-D1
Pratt &Whitney AircraftPWA FR-2213
I E. TURBINE
i. Thermodynamic Cascade RigNovember Phase lI-C Total
Test Time, hours 23.91 445.95
The test results from the P&WA two-piece Thermal SkinTH lst-stage
blade (figure Ill-E-l) equaled the predicted values of the integral cast
P&WA Thermal SkinTM blade (figure I11-E-2). Modification of the removable
internal airfoil to reduce thermal gradients across the blade is now in
process and testing will continue next month. The P&WA two-piece Thermal
SkinTH 1st-stage blade is considered to be a significant improvement over
the integral cast P&WA Thermal SkinTM blade with respect to casting, fab-
rication, and inspection.
2. Related Technology
Testing of the impingement leading edge lst-stage blade continued
this month. The test specimen, which was fabricated using production
tooling, incorporated 0.020-inch diameter leading edge impingement holes,
trailing edge exit holes, and tip dump holes (figure III-E-3). Fig-
ure III-E-3 includes a metal temperature profile recorded at 2200OF
TIT and 1100°F cooling air temperature. A change in the design has been
initiate4 to reduce the high leading edge metal temperature and slightly
increase the trailing edge metal temperature, increasing thermal fatigue
life.
A
LI
II
PWA FR-2213
rat&htnyurrf
0 -4cv
E'-4 44II4
. ... - - - -
I q;
f if
ZI
,14
0|
?a
w4
1114 -
Pratt &Whkney AircraftPWA FR-2213
C4
01 0
NI
0 0
U0
v-4
In8 -i~
'.4
iiI ~III-K-3
I1
CONFDENIMAL Praft & Vt'hney Aircraft
444
r4P
I -- E=--
a pa041.
jai _ _
_ _ _ _4
eqrm)
ba
- HE-
Ii 0 0m
II CONFIDENTIA Pratt &V-ttney AIrCraftPIIA FR-2213
t aNovember Phase I1-C Total
SFull-Scala Rig Test Time: 0 hours 44.97 hours
The duct heater has now accumulated 26.20 hovrs of engine testingU (with a maximum fuel/air ratio of 0.057) in addition to the 44.97 hours
previously accumulated on the full-annular rig resulting in a total test
time for Phase II-C of 71.17 hours.
Engine test results obtained to date compare closely to those of
the full-annular rig. The duct heater was successfully operated at
ci-ise conditions in engine FX-161 with the inlet distortion simulating
the maximum level representative of the intended installation. The
operating characteristics and performance of the duct heater were unaltered
• Iby the inlet distortion. All 67 attempts, at sea level and cruise con-
ditions, to light the duct heater in JTP17 engines were successful. Smooth
SI lights have been made with duct diffuser inlet Mach numbers as high as
0.9 (design maximum M - 0.56) and fuel/air ratios as low as 0.00157.
AiII
III--
Pratt &Whitney AircraftPWA FR-2213
SG. EXHAUST SYSTEM
The stat" pressure tap cruise test program has been essentially
completed. The objectives of the tests were to further investigate the
supersonic performance potential of the JTF17 exhaust system and to corm-
I pare measured pressure distributions with theoretical predictions. Com-
plete data for these tests will be available by early December,
The scale model reverser teat program to investigate reverser per-
S* formance, targeting, and flow characteristics was initiated. Checkout
of the flow visualization technique is complete, and photographs of the
reverser flow patterns are being taken.
The Boeing wing model has been received frotu the vendor and is under-
going instrnmentation prior to test (figure III-G-l). Approximately 50
I pressure taps will be installed to establish the wing local flow field
in the vicinity of the exhaust system. These tes-s will be conducted in
!I the United Aircraft Research Laboratory facilities in early Decemberto gain additional exhaust system compatibility data.
Instrumentation of the first reverser-suppressor unit and fabrication
of t'he second unit was completed during November. Engine testing is
scheduled to be resumed during December. Figures III-G-2 anJi III-G-3
show the pressures and temperatures which will be recorded during these
I tests.
II
III-G--
[xat y Elevator
Model- Tertiary
Cutout
Elevator
Control
Ilx
Figure IIl-G-1. Boefi'ig Wing/Nacelle Model GS 4200
III-~G-2
Praii 6 vvriiney H~ircraft
?WA FR-2213
6. 1,
.6-
0Qj00 o
r C.
.- - t- v C
,4..4.
M.-4
III-G-
f *7f
Pratt &Whitne~y AircraftMWA FR-2 713
0 w
100
C04-4
-I-40
*UT~f E -4
,4
Ii f -G0
I Pratt & Whitney AircraftS~ PWA FR-2213
"1 1. Initial Experimental JTl7A-20 Control System
a. Duct Airflow Computer (Breadboard)
The Hamilton Standard S!N 1 breadboard computer unit was bench tested
at FRDC to investigate the overall accuiacy of the unit. The data are
[ b.ing evaluated.
b. Duct Fuel Controls
V! (1) Modified JFC-51 Duct Fuel Controls
The modified JFC-51 control continued to perform satisfactorily on
engine FX-161. The second control is engine ready.
[ (2) AA-MI Duct Heater Fuel and Nozzie Area Control
A T bias cam, a revised fuel flow schedule cam, and a reduced gainT2
Sintegrator cam have been installed in AA-Ml Control S/N D07COO1. The
T bias cam will allow the fuel schedric rate to be varied by mechanicalT2
- •trimming of the TT 2 servo. This bias feature will be used to match the
fuel flow a:,d exhaust nozzle area schedules to provide optimum control
system operation as evidenced by minim,im integrator piston motion. A
[r linear potentiometer has been installed inside the control to produce a
remote indication cf integrator piston travel. This control is under-
going final bench calibration at P&WA.
AA-Ml Control (S/N D07C002) was partially disassembled at P&WA and
the integrator cam was sent to Be-idix for rework to reduce the integrator
gain. Bendix is manufacturing a T bias cam and a revised fuel flow camT2
i I for installation into this control. A linear potentiometer as described
in the preceding paragraph, is also being incorporated during this con-
trol modification.
AA-Ml Control (SIN D07C003) was shipped from Bendix on 17 November.
The schedules in this control are the same as in SiN D07CO01, described
above.
III-H-i
tInPratt & Whitney Aircraft
PWA FR-2213
i c. Ignition
X The JTI2, 4 -joule, low tension, ignition system with the JTF17 type
shunted gap igniters has ignited the gas generator 132 times and the duct
heater 67 times on JTF17 experimental engines. Nineteen of the duct
lights were altitude lights.
ed. Quick-Fill
Bendix has completed a layout and is producing detail drawings forSthe prototype quick-fill kit to be lased with the AA-MI duct heater con-
trrols.
e. Duct Fuel Pump
A bench test was conducted that demonstrated the maximum flow cap-
ability of 86,000 pph using the duct fuel pump that is assigned to
engine FX-163-2.
R • 2. Prototype JTFi7 Engine Control
a. Conceptual Design
Both control vendors have supplied schematics which satisfy the
requirements of the noise abatement mode. Noise abatement is achieved
by allowing the duct heater to be operated below maximum gas generator
power. The noise abatement mode is selected by placing the shutoff
lever in the noise abatement position.
Operation of the system would be as follows:
1. Just prior to or during the takeoff roll the shutoff lever
would be placed in the noise abatement position.
2. Takeoff would be accomplished at part or maximum augmented
power setting. After the takeoff has been completed, the
engine power would be decreased to the part gas generator
power setting necessary to maintain the desired rate of
climb or loiter altitude. The duct heater will remain on
and will supply some augmentation which is matched for
minimum noise level for the thrust level selected.
iI-H-2
Ljj Pratt & Whiney AiroraftPWA FR-2213
3. Acceleration out of noise abatement into normal augmentation.10 is accomplished by power lever motion the same as before
addition of the noise abatement mode.
S4. Nvise abatement can be shut off by moving the shutoff lever
into the normal run position. Noise abatement is also shut
i • offlhen the power lev.r is moved below the minimum noise
abatement power lever position.
b. Digital Electronic Airflow Computer
Both vendors being considered for the unitized fuel and area control
have submitted proposals for an electronic module that would control air-
flow and certain other functions as an alternative approach. The vendors
S are continuing design studies to ascertain that when the module is mounted
[ on the unitized fuel and area control, the allowable engine dimensions will
not be exceeded. Evaluation of proposals is conLinuing.
Sc. EPR Control
Evaluation of the proposal for the optional EPR controls is continuing.
d. FRC Computer Studies of the JTF17 Control System -Dynamic simulations of the proposed JTF17 noise abatement syctem
were conducted on the digital computer. Results of these studies are
presented in figures III-H-2 through III-H-4.
The schedule used in these simulations is a 0.005 duct heater fuel/air
i ratio at minimum thrust setting with a linear decrease in fuel/air ratio
to 0.002 at maximum gas generator power.
Duct heater fuel/air ratios are limited to the noise abatement level
until the high rotor speed exceeds 80/. of maximum during a rapid powerI [1lever transient.
Figure I11-H-i illustrates a transient into minimum noise abatement
and from minimum noise abatement to maximum augmentation.
The operating point was set Just below 80% N2 when noise abatement was
selected. The duct heater lit at a 0.002 fuel/air ratio and increased to
0.005, Three seconds after noise abatement was selected, the PIA was
III -H-3
! -0m
f rPratt &Whitney AircraftPWA FR-2213
advanced to maximum; three seconds after the PIA was moved, the engine
was producing maximum thrust.
ji UFigure III-H-2 shows engine response tu a reduction in power from
maximum augmentation to minimum noise abatement. The transient required
j I U 1.75 seconds to reach a steady-state speed Lrom the time of the PLA
change.
Figure IUI-H-3 illustrates engine response to noise abatement when it
).s turned on and off. The cutoff of noise abatement is shown as a step
- j !| function. During the development program, the cutoff may be revised to
provide a time rate decrease of thrust.IF A dynamic siviulation of the latest Boeing inlet wats recei-ed and isbeing integrated into the system. it will be used to check engine/inlet
compatibility and to ensure optimuo' operation throughout the operationalpi range.
f- If •e. Prototype Duct Heater Fuel Pump
Hamilton Standard has incorporated the oil cooler bypass valve as
an integral part of the duct heater fuel pump. Revised installation
drawings showing this feature have been received at P&WA.
3. Failure Mode and Effect Analysis (FMEA)
The control system FMEA was completed for Phase iU-C with the
issuance of the reliability block diagram as reported in last month's
progress report. Therefore, this item will no longer be included in
f this report.
4. Advance Control System Program (Related Technology) - Exhaust Gasill Temperature (EGT) Control for the J58 Engine
Thirteen production models of the electronic (analog) units have been
-ldelivered, and flight suitability tests have been completed. Preparations
for flight testing of these systems is underway. Engine tests of the
experimental digital breadboard version of this equianent are continuing.
IU 111.,41-
I
CONF M IPrput&whwtne't Aircraft
P' !ýR-22l3
70
THRUST'.Ib 10-4 40-II 30./
1 ---- -----
MKCT DURNUR yUZL no,* "pb 10~
10.
80 ---------
POWE LE N3I
-30 /
30-
---- ----
lIow SIRED COMPRESBR- Wa-3 70 7f4. 0 LO. to U~ 4.0 0.0 I(0 ?0 go *D
Figure 11--.JMP7A-21 Response to PIA Modulation pD 19041$fromýInininRum Noise Abatement to-Maxi.mum Augmentation at Sea Level
111-11-5
I CONFIDENTIAL Pratt &VWhftny AicraftPWA FR-2213
I!0,
TRM lT~b -10-4
:i \
20
DUCT NOUL APXA Wt
2orN
00- ---I -
flflAL CORR3CTD AIUU.Ww so,so%-- -- -- - -- -
POWBs1 LEVI A14OLA
MiS. Mae, AWUat gmatnI .C~•H I Slm ••O
.1•kVIP 9%JRXZ1R MOIL FWLW- pp .10-4
HG 8 OOMP)•N MR- rpm 1** 7 '•
TIMl eec
• I Figure 111-H-2. JTF17A-21 Response to PLA Modulation FD 19042from Maximum Augmented to MinimumNoise Abatement
111-CH -6
CEENTAL
if ~Pratt & W~hIte 141roraft-
PWA FR-2213
II~~ ~ ~~~ DUTBUNa UL LW- ppb - W's 4
20-o to.
0 -----.-.---
DUCT X0OULR AMA. ft
go.TOTAL COURRETD AIRLW 4
I POWIR LEVEL ANGLIR
8"
I HI~h SPEED CYhUUOR. ip.- a* to
I 4 0 1.0 3~E&: .0 LO6.
U Figure I1-1-1*-3. JTP17A'.21 ResPonse to Noise Fl) 19043-Abatement Mode Selector BeingMoved Into and out of Noise.Abatement
Pratt &Whitney Aircraft[1PWA R21
I.BEARINGS AND SEALS
No rig development testing has been accomplished on bearings and
seals during this report period.
I Pratt &Whftey AircraftPWA FR-2213
SJ. FUELS AND LUBRICANTS
-I 1. Fuels
Fuel coker tests on aviation keroaene have continued to confir that
the fuel used in the experimental ITFl7 engines is meeting the purchase
specification requirements. This continued monitoring of the fuel
deliveries disclosed a problem with one of the fuel suppliers storage
taks and prevented the delivery of unacceptable quality fuel.
Testing has been accomplished in the JTFI7 engine aC cruise con-
ditions with fuel temperatures up to 370 0 F. Refer to engine section III-B
(FX-161 Test Program). Refer to section III-D for additional information
on the condition of the fuel nozzles.
2. Lubricants
Laboratory tests were continued on candidate lubricants to ensure
conformance to specification requirements. Testing has been accomplished
in the JTFI7 engine at cruise conditions with the lubricaut temperatures
up to 36G6F. Refer to engine section III-B (FX-161 Test Program).
Distortion tests were conducted on the 0.6-scale fan rig and the
i JTFI7A-20 engine. In both cases the inlet total pressure distortion was
generated with screens located at least one duct diameter ahead of the
fan in order to minimize the influence of the screen on the fan inlet
static pressure profile. V
a. 0.6-Scale Fan Rig
These tests were performed to determine the effect of distortion
en the fan surge line at cruise and to document the capability of the
[ fan to attenuate the distortion.
The surge line on the engine side (reference figure III-B-5) of the
fan was substantially unaffected by the inlet distortion. On the duct
side a slight loss (3%) in surge margin was measured. The distortion
introduced to the fan exceeded both the Boeing and Lockheed cruise dis-
tortion. The values of the distortion index, Kd2, are tabulated below:'=tCruise Distortion Simulation
Test Boeing Lockheed
Kd2 466 153 kCritical) 405
306 (2% Super-critical)
The pressure gradients created at the fan discharge by the inlet
distortion are presented in figure III-K-I together with the inlet
distortion pattern. The excellent capacity of the fan to attenuate
distortion before entering the duct heater is ev; at since the fan
discharge pressure is little affected by the distortion. Small dif-
ferences (- 1%, are noted in only scattered regions comprising a minor
portion of the fan duct discharge area. On the engine side (entering
the compressor) the attenuation is also excellent although not as com-
:1plete as that on the duct side. As shown, the regions in which the
preasure is more than ± 2% different from the average are significantly
reduced in size upon leaving the fan. These fan attenuation data show
that the high pressure compressor will be required to tolerate only a
Ifraction of the inlet distortion.
Ill-K- 1
S|-
Pratt &Whitney Aircraft114 A th{-4'
The attenuation of the circumferential component of the distortion
is depictea in figures III-K-2 and III-K-3. These data show the pres-
suie distributions entering and leaving the fan on the mean striamline
for the engine and duct streams, r_-spectivelv. The difference be:ween
the maximum and minimum pressures at the fan dischar,k- is approxi .'atelyA 3% of average on the engine side and 2% on the ducL side., Entering
PK the fan, this difference is approximately 87- Good attenuation of the
average radial component of distortion is also attained (f7i._re III-K-4).
The change in the average radial discharge profile cue to the inl.t
qdistortion reaches a maximum of about 1/27., or 1/3 of the radial com-
ponent of the inlet distortion.
b. JTF17 Engine FX-161-5
[ The engine was run at simulated cruise conditions in an altitude
test cell with distortion generated by inlet duct screens. Normal
engine operation was attained at a distortion level representative of
tr'e intended installations. (Reference fi.gure III-B-3.) As anticipated
on he besis of the fan rig tests, the engine did not encounter stall
or surge ard no measurable effect on engine performance was noted. These
data are detailed in engine performance section MII-B-3.-i
The attenuation of the distortion on the duct side of the fan was
found to be substantially cot.nplete as in the case of the fan rig tests.
The distortion did not alter any discharge pressure by more than 2%.
The influence of the high pressure compressor on distortion attenuation
was measureu for the first time during these tests. At the compressor
discharge the largest incremental pressure attributable to the inlet
distortion slightly exceeded 2% over a very small region. The effect of
the distortion on turbine inlet te.,nerature was found to be negligible.
2. Engine/Inlet Compatibility
A digital dynamic simulation of the Boeing inlet was received and
Sin,! -porated into the JTFI7 engine simulhtion. Figures III-K-3 through
III-K-7 demonstrate the stability of .he system at cruise for the
following failure transients: duct heater light, duct heater blowout,
and primary combustor blowout. A failure analysis is proceeding with
the Boeing inletiJTFI7 simulation.
II -K-2S°I
Pratt & Whitney AircraftPWA FR-2213
Lockheed is preparing an updated inlet simulation for the engine/inlet
compatibility study. The-estimated completion date is 30 November.
IBM system 360 JTF17 simulations are being prepared for both-airframe
manufacturers. Boeing han requested a formulation of the JTFI7 engine
Fimulation to enable them to begin a hybrid simulation of the propulsion
system. A tape of the Fortran language statements is being prepared for
transmittal to Boeing.
A digital dynamic simulation of the JTF17 engine and control for
transmittal tc. the Air Force Aero-Propulsion Laboratory is being pre-
pared. £
I -II
1II-K- 3
mo Prntt A~ Whitn4tav li(r
X C4
0 04
\ ~ /1/ L+
C~3
C14zz /
7 cm-+ ~ I
_ ___ __-iPratt& Whitney Aircraft
C44
14jI
z Lz
0 Al
I' -n
v 14
0%0
___ _ I _ _ __ >
0 -2
Pratt &Whitney AircraftKW FWA 21
C4.
0rz
14.
AA -00,[1
u0
c _
_ 0
05 0
[4j
Ill-K-6
FPratt & Whitney Hirurart
PWA FR-2213
I ~-4-
C44
, - _ _ - - .0c z a0~ 000-'
41 -N~d 41 *- 0 d-I 0
fl ° *% 4 0c 0VC%-NVdS % NVdS $
.4
0)
C4 -400
0 o> -
II-4___ .... o" LWo o
-- 0 00 0 0,
-%-NVdS00
F-4
Ill-K-7
i 0
I Pratt &Whitney AircraftPWA F.-2213
i •Hach No." 2.7
r
i •• 110#
S• 108 S 1ttu• 6,0o2t
106
Z 101w~~102
S100
1200
r4 110.--0 H
Iii 90
[ 44
E 4
•'• I F~igure III-K-5. llaeJTF17 Estimated~ih Dlynamic Periormance,D~uct DF 52504
HeteaLgh
SIll-K- 8
u
t- tPratt &Whitney Aircraft
�PWA FI -2213
'it
S••.110 Mach No. - 2.7
I ''1 0 0 pAC
h iN u .e 2 O0; 0 0 f t
Igo
:10040
4. 0
pre
.5
i0 L.0 2.0 3.0 4.0 5.0 6.0 7.0
El 2!mZ Ut.,Z 4e1
Fg1•ir• III-K-6. JTFI7 Estimated Dynamic Performance, Duct DF 52505i Heter ~elCdtoff at Climb Thrust
•# III-K-9
9F
HPratt&WhiM Atney fPWA FR-2213
IIdI
Ii~~ -_ ---- -- ----
I2 -- 4. _ _ _- -_ _- --:
Fiur _____-7 _TF1 Esiaeynmc__orac f-may 20
Cobso Fuel_ Cutof at CrieTrs
II-K1
i'lPratt &Whkmny Arcraft ANWA FR-2213
L. NCISE
The single jet noise model test program discussed in NWA FR-2098 and
NWA FR-2156 was completed in the East Hartford anechoic chamber on
22 November 1966. During this test series nine primary nozzle configu-
rations were tested both with and without a blow-in-door ejector. Atotal of 290 runs were made over a range of jet velocities from 1510 ft/sec
to 2270 ftisec to ensure a complete defin-tion of the nozzle performanceof each noise model. Figures III-L-l and IfI-L-2 are photographs of severalfof the mixing nozzles tested. rreliminary results from the initial nozzles
tested indicate from 5 to 6 PNdb attenuation from the base case conical
nozzle for the 4-lobe-50M penetration-short and for the 4-lobe-507,penetration-long, respectively. See figures III-L-3 and III-L-4. The
acoustical performance of the remaining nozzles will be reported next
month.
Construction has begun on a resonant liner test section to be run
in the East Hartford dual reverberation facility. Delivery of the base-
line, nuntreated section is scheduled for I December, w.th the treated
section delivery scheduled for 8 December. Fabrication and assembly
of the associated equipment has begun in East Hartford. This unit was
described in the last progress report, NWA FR-2156.
A review of the acoustic performance of eight study engines wasif initiated. These studies included the evaluatiun of predicted engine
noise level at takeoff, community takeoff, and community approach.
i None of the engines studied offered any appreciable advantage in noise
abatement over the basic JTFl7A-21 cycle engine.
Studies were made of recently available data to reevaluate the
predicted effect of fan duct resonant liners on rearward propagated
fan noise, Data used included absorption coefficient studies measured
with an impedance tube at FRDC and Douglas Aircraft, together with
results of simulated JTF17 fan duct tests in the dual reverberation
chamber at East Hartford. These data substantiate a 15 PWdb attenuation
of rearward propagated fan noise as a result of the current diffuser
design (see figure III-L-5). Increasing the treated area as shown in
figure III-L-6 will provide 24 PNdb attenuation of fan noise.
III-L-1
A
Pratt & Whitney AircraftPWA FR,-2213
71 A study program has been initiated to determine psycho-acoustic
reactions to impressed pure tones on a jet noise background as illustrated
in figure III-L-7. Previous studies by other investigators suggest that
imposed pure tones may be more annoying than the current PNdb scale would
indicate. To date, individual reaction to the various levels of pure
tone noise indicates that a better method of analysis is required. A
suggested approach to - wr,e the validity 'of the psycho-acoustic studyis to evaluate indjv*-:, ceactions through Lhe use of a polygraph which
will monitor the sub -ts reaction to the intensity level of the imposed
pure tone. This approach will be evaluated during the initial studies
which are scheduled to begin in December.
The rig for determining the reflection of reartard propagated fan
noise because of a density gradient in the fan discharge duct has been
constructed. (Reference EWA FR-2156.) Au analytical evaluation program
is being run concurrently with Dr. Ingard as consultant. Testing is
I scheduled to begin in early December.
The outdoor noise test rig, D-33, is approximately 907. complete.
Further delay in the delivery of major parts requires rescheduling of
the 1/8-scale JTFI7 engine erhaust system to December. The first series
i of tests on this rig will evaluate the effect of various primary plug
configurations run in a coannular exhaust system with blow-in-door ejector
I to confirm results obtained on the 0.07-scale model run in the East
Hartford anechoic chamber in August.
I The full-scale, 4-lobe mixing nozzle and blow-in-door ejector
(NWA FR-2098) has been constructed and will be tested on a sea level
static test stand early in December. This particular configuration of
a single jet mixing nozzle has been tested in the anechoic chamber in
East Hartford (4-lobe - 50% penetration - long length). Preliminary
data from this test indicated attenuation of 6 PNdb.
III-L-2
Pratt& Whitney Aircraft
PW FR2z-
ii
Ell
IIIL-
Pratt& &Whitney AircraftINA 1'1(-Z ZI J
ITC
tp,
II@ *-
r Prt3tctviu ic W'hittney
m PWA FR-2213
I3 u
4-4 41
V li'E '-4 4) is-
,± s
-
4 444
043
G- -0
Ai 1 04[C -f-
0 r
-4 .TB -U~ ~
4 'N4
F
RKS-
ItI Pratt &Whltney AircraftPWA FR-22i3
44z
9-CI:- - -44
-- A-si7
_A _V>i-
At----
iff x au(1-41
Q C)
'\ \= .0
E lil -- *z # i
-V A- oor mala
-Pratt _Winy icf
_PWA PR-2213
1 -44
Cq
AmA
g 040 at"
to VA- 'p47z1 Ijil1 -
iI~ ~pa& FR-22L3
r4 4i
IN1I
-40
I 7:Mw- .
ii Pratt & Whitney aircraft
Go
100
1%1
44
eo
Iqfl3Aqauasafa mms "
4-vo,7 M 9-___ --- __-
SPratt &Wh ney Ptrcran
PWA FR-2213
M. MOCKUPS
Revisions to improve the main fuel pump and hydraulic pump
configurations for accessibility and maintenance were accomplished
on the full-scale engineering mockup.
A scheme for quick disconnect of the accessory gearbox from the
unitized fuel control base plate was mocked-up in full scale during
this period.
I!I
II
III
Ii
I,
S• i Pratt&Whitney AircraftPWA FR-2213
N. COORDINATION
I I. General
Messrs. H. T. Luskin, Assistant General Manager, SST Propulsion
I and J. Stroud and E. Bragden, Propulsion Group, LCC, visited FRDC on
4 November, for briefing on JTF17 hardware development progress sinceI 6 September Phase III Proposal submittal.
The following Source Selection Council members visited FRDC on
j 'b' November for SST discussions:
Mr. D. D. Thomas, Associate Administrator, FAAII Mr. A. Dean, Associate Administrator for Administration, FAA
Mr. J. Blatt, Associate Administrator for Development, FAA
Mr. 0. Bakke, Eastern Regional Director, FAA
Mr. N. Goodrich, General Counsel, FAA
Mr. J. H. Hoover, Special Assistant to Associate Administrator, FAA
Mr. E. W. Stimpson, Assistant Administrator, Office of CongressionalLiaison, FAA
Dr. R. Bisplinghoff
The FAA SST Supplementary Engine Evaluation Task Force visited FRDC
on 16 and 17 November to review the SST engine and rig test results since
the SST evaluation team visit during the week of 19 September.
Mr. F. A. Maxam, Chief Engineer, SST Program, The Boeing Company,
visited FRDC on 16 November for SST discussions with Mr. W. L. Gorton,
FRDC General Manager. Other Boeing SST visitors during this report
period included: Messrs. R. S. Neuhart, Chief, Power Plant Design, and
J. J. Hamry, Power Plant Design, on 4 November and Messrs. K. Chun,
D. Swanson, and D. Smith, SST Propulsion Staff Group, on 7 and 8 November.
Dr. N. Golovan, Office of Science and Technology, visited FRDC on
18 November for JTF17 SST engine discussions.
Messrs. W. L. Gorton, FtDC General Manager, B. N. Torell, Chief
Engineer, W. H. Brown, Assistant Chief Engineer, and H. N. Cotter and
P. L. Bosse, Performance Engineering Group, visited Lockheed on
21 November and The Boeing Company on 22 November for engine and airplane
growth discussion.
III-N-1
Wresti K vvrn1Uu my 141t ;F cauitPWA FR-2213
ii FRDC performance engineers visited LCC on 14 November and Boeing
on 15 November for thrust measurement systen discussiuns.
JTF17A-21 noise abatemient study decks were transmitted to both
Lockheed and Boeing. Both IBM 7090 and IBM 360 system decks were
provided.
Data on the JTF17 engine comb'istor relight characteristics were
sen to both Lockheed and Boeing.
2. JTFl7A-21L Engine
A P&Wk-Lockheed installation coordination meeting was held at FRDC
on 27 and 28 October. The meeting covered general, review of both air-plane and engine programs and open items on instnllation design.
As requested by Lockheed, an IBM 360 study performance deck, com-
parable in performance to the specification IBM 7090 deck, was provided
to aid Lockheed in setting up their IBM 360 system.
Studies are in progress concerning relocation of front mount pads,
a revised rear mount lug configuration, and possible engine movement with
respect to airframe in the event of a failed front or rear mount system.
Studies are continuing on control drive motor locations and reverser/
fuel control interlock configurations. A Lockheed drive motor specification
has been requested to aid these studies.
In response to Lockheed's request, a reverser-suppressor outer skin
F temperature profile, from the nacelle/reverser-suppressor mating face to
the tail feather exit plane,was generated and transm'itted to them.
Lockheed was provided with data and drawings to initiate coordination
on the design of their 0.6-scalc . .fuser to the run with the 0.6-scale
fan rig at the Willgoos Laboratory in July 1967.
3. JTF17A-21B Engine
FRDC performance and installation engineering personnel visited
Boeing on 7, 8, and 9 November for discussions on performance, mission
analysis, economics, engine and airplane growth, and engine cycles.
III-N-2
weI~B Pratt &Whitney Aircraft
PWA FR-2213
Boeing SST staff performance personnel visited FRDC on 7 and 8 November
to deliver and review the Boeing dynamic inlet simulation. The study will
be used to investigate engine/inlet compatibility in the flight Mach
number range of 2.2 to 2.7. Boeing and FRDC will periodically meet to
Slcoordinate study results.
During t•,e Boeing visit of 4 November, progress was made in improving
areas of installation compatibility relative to engine mount system,
nacelle/reverser-suppressor mate-up, inlet/engine mate-up, power takeoff
gearbox, power lever and fuel shutoff lever attachments, air bleed and
power extraction requirements, windmill brake a-tuation requirements, fuel
: tank drain installation, ground handling, and engine operating envelope.
The schedule for updating the Boeing JTFI7A-21B mockup engine was reviewed.
II An FRDC acoustic engineer visited Boeing on 21 November to review
F&WA fan rig noise test data and noise calculation methods.
U Data on the JTF17 reverser-suppressor were transmitted to Boeing in
support of their reverser-suppressor design study for the SST.
I
i ITI-N-3
!
jI Pratt & Whitney Aircraft
FWA FR-4`21
0. MAINTAINABILITY
The split primary burner case configuration has been redesigned to
an annular case ,, is translated to gain access to the primary burner
modules. The elimination of the split case reduces the number of bolts
required, thus reducing maintenance man hours. Also the problem of
alignment of distorted case halves at reassembly has been eliminated.
F The translating of the annular burner case can be readily accomplished
as presently done on the P&WA JT3D engine.
The access panels to the gas generator have been redesigned to reduce
the number of bolts required for disassembly by approximately 20%. The
previous design required a large number of bolts in each panel since the
panels were structural members of the outer engine cases. Present access
panels are nonstructural members and therefore require a minimum amount
of fasteners to attach to the engine. This reduce: the elapsed time
_ maintenance man hours required to gain access to the gas generator fuel
nozzles, fuel manifolds, and start bleed valves.
A mockup of the access panel area will be built to permit demon-
stration of maximum accessibility of the gas generator area through the
panel openings, and to determine the size and strategic location of
the panels.
Further studies of the Customer Maintenance or Overhaul Errors,
documented by our Service Records department for the perioa of January 1961to April 1966 have been made. Analysis of the data has assisted the DesignMainLainability group in preventing error-inducing designs from being incor-
porated into the JTF17 engine.II The following design layouts and studies are in process which will
improve the maintainability characteristics of the JTF17 engine.
1. A study and redesign for the attachment of the fan stator
assembly versus the location of the controls. The ultimate
objective is to have the bolts that attach the f:n stator
assembly accessible without having to remove any controls.
1 3. A design for a simplified attachment between the variable
inlet guide vane and the connecting lever.
1 4. A study as to the possibility of incorporating borescope
provisions for inspectivn of compressor disk rims andI weas outside of compressor disk spacers.
!Iaifttainability presentations were made at the ATA conference inI Los Angeles, California by Service and Design personnel. Brochuresealttled l~aintainability and Reliability Trends for the New Generation
I ~of Aircraft Engines" were distributed at this meeting.
A visit was made to American Airlines in Tulsa, Oklahoma, by Service
Department personnel to present films of maintainability and to provide
verbal desci-iption of JTF17 engine configu.ration and maintainability
featares.
Documentation of procedures for the repair of turbine exhaust case I-vanes has. been prepared.j
41
IM
77IO_-:O.I .. M-J
- - -�- -
I _ I Pratt &Whitney Pircraft�wA h-22i.s
9�.I P. VALUE ENGINEERING
Value Engineering proposals completed during the month of November
Uinclude:
1. Value Engineering proposal No. 3.18 revises the anti-Ivortex tubes. Potential savings of $198 per engine
3 2. Value Engineering proposal No. 4.07 proposes a change in
the material of the duct heater case support from a forging
3 to c� casting. Potential savings of $1308 per engine
3. Value Engineeri.ng proposal No. 3.20 proposes a change in
the material of the 6th, 7th, and exit compressor stageIshrouds from INCO 718 to INC0NEL. Potential savings of
$45 per engine.IValue Engineering cc�st studies c.ompleted during this report period
include:
[ 1. Forged versus cast fuel nozzle supports
2. Rear mount case as a �eldment vs single forging
3, Estimated cost of titanium honeycomb noise suppression
liners in the fan exit duct and duct diffuser
4. Cost of cast module tracks for primary and duct burner
1 5. Aerobrake
if 6. Anti-vortex tube
7, "Z11 spacer in high compressor
1 8. Integral versus welded borescope pad on rear mount case9. Proposed material change to Waspaloy on inne�: and outer
- wI transition duct cases.
During this month, Value Engineering adso:
I 1. Revised the contour of the primary combustor case and the
diffuser case to straight c.onical sections, whiuh permits a
I gear shaping process instead of contour milling
Ill-P-I
Pratt & Whitney AircraftPWA FR-22113
1. . nvestiigated possi-bil~itv of casting linkc am~ or-, Akr'hrake
in place of m~achined forging
1 3 Conti-nued liaison with East llartforu Production Enginleeriný
co ensure that the engine design is adaptabi;e to produc-
IF
Pratt & Whitney AircraftPWA FR-2213
.. CONFIGUP!rION MANAGEMENT
Design of the prototype engine is continuing WiLh incorporation of
I coordinated interfaces. Detail changes required on some irteL'face items
are being coordinated with the airframe manufacturers as design of the
engine and airframe progresses. All pioposed changes are being trans-
mitted by Field Survey layouts with a log of dates of transmittal and
acceptance or rejection by the airframe manufacturer. The basic con.-
figuration of the engine is unaffected by these changes.
[ • On 4 November Boeing propulsion system engineers visited FRDC for
installation coordination. The major topics of discussion included