NOTICE

THIS DOCUMENT HAS BEEN REPRODUCED FROM

MICROFICHE. ALTHOUGH IT IS RECOGNIZED THAT
CERTAIN PORTIONS ARE ILLEGIBLE, IT IS BEING RELEASED
IN THE INTEREST OF MAKING AVAILABLE AS MUCH
INFORMATION AS POSSIBLE
 1..^i

c)e i 341-f3 7
a^7k

QUIET CLEAN SHORT-HAUL EXPERIMENTAL ENGINE

(QCSEE)

Preliminary Analyses Gnd Design Report

Volume II
October 1374

by

Advanced Engineering & Technology Program Department

General Electric Company

(NASA-CF-134839) QUIET CLEAN SHORT-ffAlfL NAO-15124

EXPFPIMF.NTAL ENGINE (QCSEE). PRELIMINARY
ANALYSES AND DESIGN PFPORT, 9CL TIMF 2
(General Electric Co.) 330 p HC A 15/MF A01 nnclas
CSCL 21E G 3/07 33508

Prepared For

National Aeronautics and Space Administration

NASA Lewis Research Center

Contract NAS3-18021
 R74AEG479

QUIET CLEAN SHORT-HAUL EXPERIMENTAL ENGINE

(QCSEE)
Preliminary Analyses and Design Report

Volume II
October 1974
 FOREWORD

The Quiet Clean Short-haul Experimental Engine (QCSEE) Program is

currently being conducted by the General Electric Company, Aircraft Engine
Group under NASA Contract NAS3-18021. The preliminary design work was per-
formed under the direction of the NASA Project Manager, Mr. Raymond J. Rulis,
Lewis Research Center.

This report covers the preliminary design effort of under-the-wing (UTW)

and over-the-Laing (OTW) propulsion systems. Preliminary designs of experi-
mental and flight versions of both propulsion s items were completed during
the first six months of the contract, and an oral review of the designs was
conducted at Lewis Research Center on June 25 and 26, 1974.

The preliminary design phase was approved by the NASA Project Manager on
July 3, 1974, permitting the program to proceed through the detail design
phase.

The report is covered in two volumes plus a separate appendix (Appendix

B) containing information for government use only.

PP NOT ILMED
iii

,r

..1
 TABLE OF CONTENTS

VOLUME I

Section Page

1.0 INTRODUCTION 1

2.0 SUMMARY 2
2.1 Program Objectives 2
2.2 Specific Technical Objectives 3
2.2.1 Noise 3
2.2.2 Pollution 3
2.2.3 Thrust-to-Weight 3
2.2.4 Thrust Reversal 4
2.2.5 Engine Bleed 4
2.2.6 Power Extraction 4
2.2.7 Dynamic Thrust Response 5
2.2.8 Distortion Tolerance 5
2.2.9 Oil Consumption 5
2.2.10 Dumping 5
2.2.11 General Design Criteria 5
2.3 Operating Requirements 6
2.3.1 Life and Duty Cycle 7
2.3.2 Flight Maneuvers 9
2.3.3 Flight Attitudes 9
2.4 UTW Experimental Propulsion System 9
2.5 UTW Flight Propulsion System 13
2.6 OTIV Experimental Propulsion System 17
2.7 OTW Flight Propulsion System 20

3.0 ACOUSTIC DESIGN 23

3.1 Summary 23
3.2 Design Requirements 24
3.3 UTW Preliminary Design 30
3.3.1 System Acoustic Design Considerations (UTW) 30
3.3.2 Takeoff Noise Constituents 31
3.3.3 Takeoff Suppression 35
3.3.4 Approach Noise Constituents 58
3.3.5 Approach Suppression 63
3.3.6 Reverse Thrust Noise Constituents 69
3.3.7 Reverse Thrust Suppression 69
3.3.8 Effect of Constituents on System Noise 74
3.4 OTW Preliminary Design 76
3.4.1 System Acoustic Design Considerations (OTW) 76
3.4.2 Takeoff Noise Constituents 76
3.4.3 Takeoff Suppression 80

PAGE BLANK NOT FFL.pD:

DF:
 TABLE OF CONTENTS (Continued)

Section Page

3.4.4 Approach Noise Constituents 85

3.4.5 Approach Suppression 88
3.4.6 Reverse Thrust Noise Constituents 88
3.4.7 Reverse Thrust Suppression 94
3.4.8 Effect of Constituents on System Noise 94
3.5 Effect of Field Length on Engine Design 99

4.0 EMISSIONS CONTROL 108

4.1 Summary 108
4.2 Exhaust Emissions Design Goals 108
4.3 Selected Combustor Design for QCSEE Engines 111
4.4 Predicted UTW and OTW Engines Emissions
Characteristics - With Unmodified F101 MQT
Combustor 115
4.4.1 Smoke Emissions 115
4.4.2 Gaseous Emissions 117
4.5 Pertinent Emissions Reductions Design Technology 122
4.6 Predicted UTtiV and OTW Emissions Characteristics
With Added Emissions Control Features 126

5.0 ENGINE CYCLE & PERFORMANCE 128

5.1 Summary 128
5.2 Cycle Selection Criteria 128
5.3 U11V Experimental Engine and System Performance 131
5.4 UTW Flight Engine and System Performance 141
5.5 OTW Experimental Engine and System Performance 141
5.6 0TW Flight Engine and System Performance 147

6.0 FAN AERODYNAMIC DESIGN 149

6.1 Summary 149
6.2 UTW Fan 149
6.2.1 Operating Requirements 149
6.2.2 Basic Design Features 151
6.2.3 Reverse Flow 153
6.2.4 Performance Representation with Variable
Pitch 154
6.2.5 Detailed Configuration. Design 157
6.2.6 Rotor Blade Design 158
6.2.7 Core OGV Design 165
6.2.8 Transition Duct Strut Design 171
6.2.9 Vane-Frame Design 171

vi
 TABLE OF CONTENTS (Continued)

Section Page

6.3 OTW Fan 183

6.3.1 Operating Requirements 183
6.3.2 Basic Design Features 183
6.3.3 Detailed Configuration Design 188
6.3.4 Rotor Blade Design 194
6.3,5 Core OGV Design 199

7.0 QCSEE VARIABLE-PITCH ACTUATION SYSTEMS 206

7.1 Design Requirements and Criteria 206
7.2 General Electric Actuation System 208
7.2.1 Design Studies 211
7.2.2 Ball Spline Mechanical Design 215
7.2,3 Brake Drive and Differential Gearing 217
7.2.4 Feedback Mechanism 219
7.2.5 Weight 219
7.3 Hamilton Standard Actuation System 220
7.3.1 Blade Trunnion and Roller 223
7.3.2 Cam Drive Harmonic Actuator 223
7.3.3 Cam 225
7.3.4 Harmonic Drive 225
7.3.5 Spring Clutch 231
7.3.6 Differential Gearing 231
7.3.7 Blade Pitch Stops 233
7.3.8 Input Shafting 233
7.3.9 Beta Regulator 233
7.3.10 Hydraulic Motor 235
7.3.11 LVDT and EHV 235
7.3.12 Lubrication 235
7.3.13 Accuracy 235
7.3.14 Test Hardware Consideration 236
7.3.15 Weight 236

8.0 FAN ROTOR MECHANICAL DESIGN 238

8.1 Summary 238
8.2 UTW Fan Rotor 238
8.2.1 Composite Fan Blades 240
8.2.2 Fan Disk 263
8.2.3 Blade Support Bearing 263
8.2.4 Blade Retention Trunnion 269
8.2.5 Fan Spinner 273 i
8.3 OTW Fan Rotor 273
8.3.1 OTW Fan Blade 275
8.3.2 OTW Fan Disk Design 281
8.3.3 OTW Fan Spinner 281

vii

E '
 TABLE OF CONTENTS (Continued)

Section Page

9.0 FAN FRAME MECHANICAL DESIGN 287

9.1 Summary 287
9.2 Design Requirements 291
9.2.1 Loads 291
9.3 Structural Description 291
9.4 Structural Functions 295
9.5 Structural Concept 300
9.6 Design AnalysiE 303
9.6.1 Weight 309
9.7 Supporting Test Data 309
9.8 Differences Between the UTW and OTW Frames 314

10.0 REDUCTION GEAR DESIGN 316

10.1 Summary 316
10.2 Design Requirements 316
10.2.1 Lubrication 319
10.2.2 Envelope 319
10.2.3 Interface 319
10.3 Gear Ratio Selection (UTW and OTW) 319
10.4 Reduction Gear Design for UTW and OTW 320
1.0.4.1 Description of Gear Configuration,
UTW and OTW 320
10.4.2 Design Approach 323
10.4.3 Reduction Gear Design Conditions 323
10.4.4 Materials 328
10.4.5 Reduction Gear Design 328
10.5 Supporting Data 336

VOLUME II

11.0 ENGINE CORE AND LOW PRESSURE TURBINE DESIGN 339

11.1 Summary 339
11.2 Design Requirements 339
11.3 Engine Core Modifications (UTW and OTW) 339
11.3.1 Accessory Drive Gear Mount 340
11.3.2 Compressor IGV Inner Flawpath 340
11.3.3 Compressor Stator Actuator 340
11.3.4 Compressor Stator Feedback 345
11.3.5 Combustor 345
11.3.6 HP Turbine Diaphram Area 345

viii
 M

TABLE OF CONTENTS (Continued)

Section Page

11.3.7 LP Turbine Diaphram Area 347

11.3.8 Low Pressure Turbine No. 2 Blade 347
11.3.9 Turbine Frame 347
11.3.10 Balance Piston 347
11.4 Low Pressure Turbine Frame Aerodynamic Design 350
11.4.1 Introduction 350
11.4.2 Design 350
11.5 Low Pressure Turbine Frame Mechanical Design,
UTW and OTW 354
11.5.1 Summary 354
11.5.2 Design Requirements 359
11.5.3 Design Description 359
11.5.4 Design Analysis 365

12.0 BEARINGS AND SEALS DESIGN 380

12.1 Summary 380
12.2 Design Requirements 381
12.3 -UTW/OTW Lubrication System 382
12.3.1 Oil Supply Subsystem 382
12.3.2 Scavenge Subsystem 384
12.3.3 Seal Pressurization Subsystem 385
12.3.4 Vent Subsystem 385
12.3.5 Thermal Balance 386
12.3.6 Hydraulic System 389
12.4 UTW/OTW Thrust Balance System 389
12.5 Bearings, Seals, and Sump Design 392
12.5.1 Forward Sump Definition 394
12.5.2 Aft Sump Definition 394
12.6 Accessory Drive Design, UTW and OTW 398

13.0 CONTROLS AND ACCESSORIES DESIGN 405

13.1 Summary 405
13.2 Design Requirements, UTW and OTW 406
13.3 Engine Control System, UTW and OTW 407
13.3.1 General Description 407
13.3.2 Automatic Control 407
13.3.3 Manual Control 411
13.3.4 Failure Detection and Correction 412
13.3.5 Hydromechanical Control 412
13.3.6 Digital Control 419
13.4 Fuel Delivery System 430
13.5 Variable Geometry Actuation Systems 434
13.5.1 Hydraulic Supply System 434
13.5.2 QCSEE Fan Nozzle (A18) Actuation 438
13.5.3 Core Stgtor Actuation and Feedback 440

ix

I
 TABLE OF CONTENTS (Continued)

Section Page

13.6 Sensors 441

13.6.1 Low Pressure Turbine (LPT) Speed Sensor 441
13.6.2 Core Engine Speed Sensor 443
13.6.3 Fan Inlet Temperature (T2) Sensor 445
13.6.4 Absolute and Differential Pressure
Sensors 447
13.6.5 Position Feedback Sensors 450
13.7 Advanced Technology Elements 454
13.7.1 Inductive Connector 454
13.7.2 High Reliability Electronic Module 456
13.7.3 Fail-Fixed Servovalve 458
13.7.4 Magnetic Shaft Encoder 460
13.8 Variations for Flight Engines 461

14.0 NACELLE AERODYNAMIC DESIGN 464

14.1 Summary 464
14.2 Design Requirements 464
14.3 'UTW Nacelle Aerodynamic Design 466
14.4 OTW Nacelle Aerodynamic Design 476
14.5 Supporting Data 481

15.0 NACELLE MECHANICAL DESIGN 494

15.1 Summary 494
15.1.1 UTW Flight Propulsion System 494
15.1.2 OTW Flight Propulsion System 496
15.1.3 UAW Experimental Propulsion System 498
15.1.4 OT%V Experimental Propulsion System 501
15.2 Design Requirements 501
15.3 Material Selection 503
15.4 UTW Composite Nacelle Design 504
15.4.1 Inlet 505
15.4.2 Fan Bypass Duct and Fan Nozzle Design 513
15.4.3 Core Cowl Design 525
15.4.4 Core Nozzle Design 530
15.4.5 Mounting System 532
15.4.6 Engine System Dynamics 540
15.4.7 Accessories 546
15.5 OTW and UAW Boiler Plate Nacelle Design 549
15.5.1 Inlet 549
15.5.2 Fan Bypass Duct 553
15.5.3 Core Cowl 553
15.5.4 Core Nozzle 553
15.5.5 Pylon - Boiler Plate and Composite 554

^_ L
 TABLE OF CONTENTS (Concluded)

Section Page

15.5.6 OTW Target Thrust Reverser 554

15.5.7 OTW Containment Ring 554
15.5.8 Mounting System 554
15.5.9 OTW Engine System Dynamics 563
15.5.10 Accessories 568

16.0 WEIGHT 569

16.1 UTW Engine 569
16.2 UTW Propulsion System 569
16.3 OTW Engine 569
16.4 OTW Propulsion System 569

17.0 AIRCRAFT SYSTEMS DESIGN 574

17.1 Summary 574
17.2 Study Objective 574
17.3 Mission Scenario 574
17.4 Preliminary DOC Ground Rules 579
17.5 "UTW Aircraft Characteristics 579
17.6 OTW Baseline Aircraft Characteristics 590

APPENDIX A - Inflight and Reverse Thrust Noise Calculation

Procedure 607

xi
J?.

LIST OF ILLUSTRATIONS

Figure Page

2-1. QCSEE Operating Envelope. 8

2-2. QCSEE Design Loads. 10

2-3. QCSEE Flight Attitudes. 11

2-4. UTP! Experimental Engine System. 12

2-5. UTW Experimental Propulsion System. 14

2-6. UTW Flight Engine System. 15

2-7. 7!'W Flight Propulsion System. 16

2-8. OT%V Experimental Engine System. 18

2-9. O'11V Experimental Propulsion System. 19

2-10. O11V Flight Engine U 2, stem. 21

2-11. O'nV Flight Propulsion System. 22

3-1. QCSEE UT1V Engine. 25

3-2. QCSEE OTW Engine - Preliminary Design. 26

3-3. QCSEE Acoustic Requirements. 27

3-4. Forward Radiated Fan Noise. App B

3-5. Aft Radiated Fan Noise. App B

3-6. UTW Takeoff Noise Constituents. 33

3-7. Suppression clue to Accelerated Inlets. App B

3-8. Design Suppression Curve - Maximum Attenuation Level. App B

3-9. Suppression Spectrum Relative to Maximum Attenuation. 38

3-10. Effect of Duct Curvature on Suppression Bandwidth. 39

3-11. Typical Phased Treatment Test Results. 40

3-12. UTW Unsuppressed Fan Spectra. 42

xii
 LIST OF ILLUSTRATIONS (Continued)

Figure Page

3-13. UTW Fan Exhaust Duct Treatment. 43

3-14. UTW Total and Segmented Fan Exhaust Duct Suppression. 44

3-15. UTW Suppressed and Unsuppressed Fan Spectra. 45

3-16. Normalized Spectrum of Struct Noise. 47

3-17. UTW Suppressed Fan and Flow Generated Noise

Spectra. 49

3-18. UTW Takeoff Unsuppressed Core Spectra. 51

3-19. SDOF Predicted Transmission Loss. j3

3-20. Predicted Transmission Loss of Phased SDOF. 54

3-21. Folded Quarter Wave Predicted Transmission Loss. 55

3-22. Predicted Transmission Loss of Side Branch Resonators

with Phased SDOF. 56

3-23. UTW Core Treatment (Conceptual Design). 59

3-24. QCSEE Compressor Treatment. 60

3-25. Effect of Stagger Angle on Fan Noise. App B

3-26. UTW Approach Noise Constituents. 61

3-27. UTW Inlet Treatment Configuration. 64

3-28. UTW Unsuppressed Fan Spectra. 65

3-29. UTW Inlet Suppression. 66

3-30. UTW Suppressed and Unsuppressed Engine Spectra. 67

3-31. UTW Suppressed and Unsuppressed Fan Spectra. 68

3-32. UTW Reverse Thrust Noise Constituents. 70

3-33. UTW Reverse Thrust Fan Noise. 71

3-34. UTW Fan Inlet Suppression Spectra - Approach and

Reverse Thrust. 73

xiii

1
 LIST OF ILLUSTRATIONS (Continued)

Figure Page

3-35. U'11Y Fan Exhaust Suppression Spectrum - Forward and

Reverse Thrust. 75

3-36. Effect of Constituent Suppression on System Noise - UTW. 77

3-37. OTW Takeoff Noise Constituents. 79

3-38. OTW Unsuppressed Fan Spectra. 82

3-39. OTW Fan Exhaust Duct Treatment. 83

3-40. OT1Y Total and Segmented Fan Exhaust Duct Suppression. 84

3-41. OTW Takeoff Unsuppressed Core Spectra. 86

3-42. OTW Approach Noise Constituents. 87

3-43. OTW Inlet Treatment Configuration. 90

3-44. OTW Fan Inlet Suppression. 91

3-45. OT1Y Suppressed and Unsuppressed Engine Spectra. 92

3-46. O11Y Suppressed and Unsuppressed Fan Spectra. 93

3-47. OTW Jet Noise Increase due to Thrust Reverser. 95

3-48. OTW Reverse Thrust Noise Constituents. 96

3-49. Effect of Constituent Noise Suppression on System

Noise - OT1Y. 98

3-50. UT1Y and OTW Core Noise Suppressor Configuration. 102

4-1. EPA Smoke Emission Standards. 110

4-2. QCSEE E,y ^Jnes Combustor. 112

4-3. F101 Combustor Central Fuel Injection Dome Cutaway -

Side View. App B

4-4. F101 Combustors. App B

4-5. F101 PFRT Engine Combustor. 113

4-6. F101 PFRT Engine Combustor. 114

xiv

,
i
 a

LIST OF ILLUSTRATIONS (Continued)

Figure Page

4-7. F101 Central Fuel Injection Combustor Exit Temperature

Characteristics. 116

4-8. F101 Central Fuel Injection Combustor Altitude Relight

Performance. App B

4-9. Comparison of Typical Commercial and Military Relight

Envelopes. App B

4-10. Peak Smoke Emissions Characteristics of AEG Commercial

Engines (Class T2). App B

4-11. Estimated Gaseous Exhaust Emission Characteristics of

QCSEE Engines, Based on F101 PFRT Engine and Combustor
Test Data. 118

4-12. NO Emissions Characteristics of AEG Commercial

Engines (Class T2). App B

4-13. CXHy Emissions Characteristics of AEG Commercial

Engines (Class T2). App B

4-14. CO Emissions Characteristics of AEG Commercial Engines

(Class T2). App B

4-15. Cxliy and CO Reductions in CF6-6 Engine - with Localized

Fuel Injection. App B

4-16. CxHy and CO Reductions in CF6-6 Engine with Increased

CDP Bleed Air Extraction. App B

4-17. Fuel Staging Methods at Idle in the CF6 Engine. 125

4-18. CxHy amd CO Reductions in a CF6-50 Engine Combustor. App B

5-1. QCSEE Ram Recovery Characteristics. 129

5-2, QCSEE Inlet Characteristics. 130

5-3. UTW Cooling Flow Schematic. 133

5-4. Station Designations - Separated Flow Turbofan Cycle. 137

5-5. UT%V Component Operating Characteristics During

Approach. 139

5-6. OTW Cooling Flow Schematic. 142

xv
 k..

LIST OF ILLUSTRATIONS (Continued)

Figure Page

5-7. Station Designations - Mixed Flow Turbofan Cycle. 146

6-1. UT%Y Variable Pitch Fan. 150

6-2. Cross Section of UTW Variable Pitch Fan. 152

6-3. U11V Blade Geometry at Different Pitch Angle Settings. 155

6-4. U1W Stage Characteristics at 10076 Speed for Various

Pitch Settings. 156

6-5. U11V Radial Distribution of Rotor Total Pressure

Ratio. 159

6-6. UTW Radial Distribution of Rotor Efficiency. 160

6-7. UTW Radial Distribution of Rotor Diffusion Factor. 161

6-8. UMW Radial Distribution of Rotor Relative Mach

Number. 162

6-9. U11V Radial Distribution of Rotor Relative Air Angle. r'3

6-10. UTW Radial Distribution for Core OGV. 164

6-11. U11V Rotor Incidence, Deviation, and Empirical Adjust-

ment Angles. 166

6-12. UTW Rotor, Percent Throat Margin. 167

6-13. U11Y Fan Blade Plane Sections. 168

6-14. UTW Camber and Stagger Angle Radii%I 'Distribution. 169

6-15. UTW Rotor Thickness Distributions. 170

6-16. UTV Core OGV. 172

6-17. QCSEE UMW. 173

6-18. Cylindrical Section of UTW OGV at the Pitch Line Radius. 174

6-19. Transition Duct Flowpath. 175

6-20. Transition Duct Strut. 176

xvi
 Lin OF ILLUSTRATIONS (Continued)

Figure Page

6-21. Vane Frame Aerodynamic Environment. 178

6-22. Vane Frame Nominal Vane Configuration. 179

6-23. Vane Frame Unwrapped Section at I.D. 181

6-24. Vane Frame Unwrapped Section at I.D., 32 Vanes Plus

Pylon L.E. Fairing. 182

6-25. QCSEE Vane Frame. 184

6-26. QCSEE Vane Frame. 185

6-27. Major Operating Requirements for OTW Fan. 186

6-28. Cross Section of OTW Fan. 187

6-29. OTV Radial Distribution of Rotor Total Pressure Ratio. 189

6-30. OT%Y Radial Distribution of Rotor Efficiency. 190

6-31. OTW Radial Distribution of Rotor Diffusion Factor. 191

6-32. 011Y Radial Distribution of Rotor Relative Mach

Number. 192

6-33. OTW Radial Distribution of Rotor Relative Air Angle. 193

6-34. 011V Radial Distribution for Core OGV. 195

6-35. OIIV Rotor Chord Distribution. 196

6-36. OTW Rotor Thickness Distribution. 197

6-37. OT1V Rotor Incidence, Deviation, and Empirical Adjust-

ment Angles. 198

6-38. OTW Rotor, Percent Throat Margin. 200

6-39. OT%V Fan Blade Plane Sections. 201

6-40. OTLV Camber and Stagger Radial Distribution. 202

6-41. OTW Core OGV. 203

xvii

k_
 .4r

LIST OF ILLUSTRATIONS (Continued)

Figure Page

6-42. O11V Core OGV . 204

6-43. Cylindrical Section of 07%V OGV at the Pitch Line

Radius. 205

7-1. UTW Mission Duty Cycle. 207

7-2. UTW Fan Maximum Net Twisting Moment. 210

7-3. Reverse Pitch Fan Cross Section. 212

7-4. GE Ball Spline Actuator System. 213

7-5. UTW Ball Spline Actuator. 216

7-6. Brake Drive and Differential Gearing. 218

7-7. QCSEE Variable Pitch Actuation System, 221

7-8. Hamilton Standard Actuation System Schematic. 222

7-9. Blade Retention and Actuation System. 224

7-10. Cam Output Characteristics Reverse Through Feather. 226

7-11. Cain Output Characteristics Reverse Through Flat

Pitch. 227

7-12. Harmonic Drive Schematic. 228

7-13. Spring Clutch (No-Back) Schematic. 232

7-14. Blade Angle or Beta Regulator. 234

.8-1. UTW Variable Pitch Fan. 239

8-2. QCSEE Stage I Molded Fan Blade. 243

8-3. QCSEE Fan Blade. 244

8-4. QCSEE Composite Blade. 247

8-5. QCSEE Orientation (Design Number 1). 250

8-6. QCSEE UT%V Composite Blade. 252

xviii
 LIST OF ILLUSTRATION (Continued)

Figure Page

8-7. Limit Cycle Boundaries. 253

8-8. QCSEE U11V Composite Blade. 254

8-9. U11V Blade Resultant Radial Stress - 3157 rpm. 255

8-10. Blade Life (Goodman Diagram). 256

8-11. U11V Blade Displacements and Twist - 3157 rpm. 257

8-12. Allowable Stress Range Diagram - Dovetail Normal

Stress. 259

8-13. Allowable Stress Range Diagram - Dovetail Shear

(PRD/Glass/Graphite Epoxy). 260

8-14. Eighteen Blade QCSEE Impacted by a 1.81 kg (4 lb)

Bird. 261

8-15. QCSEE Composite Blade Predicted Gross Impact Capability. 262

8-16. UT1V Fan Rotor Disk. 264

8-17. U11V Bearing and Disk Seat. 265

8-18. Blade Thrust Bearing. 267

8-19. Bearing Test Rig. 268

8-20. UTW Keyhole Blade Attachment. App B

8-21. UT1V Variable Pitch Fan with GE Actuation System. 271

8-22. U11V Variable Pitch Fan with Hamilton Standard Actuation

Arms. 272

8-23. QCSEE OW Fan Rotor. 274

8-24. QCSEE OT1V Fan. 277

8-25. QCSEE OTW Fan Compbell Diagram - First Flexural

Frequency. 278

8-26. QCSEE OTW Fan Blade Campbell Diagram. 279

8-27. Limit Cycle Boundaries. 280

xix

l
 7

LIST OF ILLUSTRATION (Continued)

Figure Page

8-28. OTW Fan Blade. 282

8-29. QCSEE O11V Fan Blade Chord Vs. Span. 284

8-30. OW Fan Blade Maximum Thickness/Chord Vs. Span. 285

8-31. 0T%V Fan Rotor. 286

9-1. QCSEE Fan Frame. 288

9-2. Simulated Composite Frame. 289

9-3. QCSEE Composite Frame. 290

9-4. QCSEE Fan Design Bypass OGV/Frame Aero Design Air

Loads - Closed 20 , Open 2 0 , and Nominal Vanes. 294

9-5. Fan Frame Service Areas. 296

9-6. Fan Frame Service Areas. 297

9-7. Fan Frame Service Areas. 298

9-8. QCSEE Composite Frame. 299

9-9. Fan Frame, Looking Aft. 301

9-10. Fan Frame, Looking Forward. 302

9-11. Fan Blade Containment Ring. 304

9-12. Process for Iterative Structural Computer-Aided Design

(PISCAD). 305

9-13. Computer Analytical Model of Composite Frame. 306

9-14. Finite Element Model - Composite Frame. 307

9-15. Finite Element Model - Composite Frame. 308

9-16 Subcomponent Test Regions. 315

10-1. YT49-W-1 Reduction Gear. 317

10-2. UTW Reduction Gear Assembly. 321

10-3. QCSEE Main Reduction Gear - UTW. 324

xx

LL
 k

LIST OF ILLUSTRATIONS (Continued)

Figure Page

10-4. Preliminary Design, Main Reduction Gear - OTW. 325

10-5. Star Arrangement - UTW. 326

10-6. Star Gear Bearings. 334

Volume II

11-1. Accessory Drive Gear Mount. 341

11-2. Compressor IGV Inner Flowpath. 342

11-3. F101 Compressor- Characteristics (SLS Operating Line). 343

11-4. F101 Compressor Vane Travel. 344

11-5. Compressor Characteristics. 346

11-6. High Pressure Turbine Stator Stage 1 Nozzle Assembly. 348

11-7. Low Pressure Turbine Stator Stage 1 Assembly. 349

11-8. QCSEE OGV/Frame Flowpath. 352

11-9. QCSEE Turbine Frame Axisymmetric Flow Analysis. 353

11-10. QCSEE Vane Modification. 355

11-11. CASC Mach Number Distributions. 356

11-12. CASC Mach Number Distributions. 357

11-13. QCSEE Turbine Frame Modifications. 358

11-14. QCSEE Turbine Exit Gas Profile OTW). 360

11-15. Rear Mounting System. 361

11-16. QCSEE and F101 Mounting System. 362

11-17. Outer Ring Support. 363

11-18. QCSEE Turbine Frame Strut. 364

xxi
 M

LIST OF ILLUSTRATIONS (Continued)

Figure Page

11-19. Turbine Frame Fishmouth Seal. 366

11-20. Turbine Frame Stresses and Loads - Max. Sea Level Steady
State plus 10 G Landing. 368

11-21. Turbine Frame Transient Average Temperatures for Start to

Max. Sea Level. 370

11-22. Turbine Frame Stresses and Loads - 50 sec Transient plus

1 G Load. 371

11-23. QCSEE Frame Stress Range Diagram - Foot/Skin Weld Line. 373

11-24. QCSEE Frame Stress Range Diagram - Hub. 374

12-1. Lube/Hydraulic System Schematic. 383

12-2. Maximum Allowable Lube Supply Temperature of OTW Flight

Engine for 150° C (300° F) Gear Temperature. 387

12-3. OTW Flight Heat Load. 388

12-4. Schematic of Conventional and Geared Drives. .,390

12-5. Low Pressure Turbine Thrust Balance System. 391

12-6. Schematic of Main Shaft Bearing Arrangement. 393

12-7. UTW Foreward Sump. 395

12-8. Aft Sump. 396

12-9. Accessory Drive System. 399

12-10. Accessory Gearbox System. 400

12-11. Inlet Gearbox Assembly. 401

12-12. Comparison of IGB Mounting. 402

12-13. Cross Section of Scavenge Pump Drive. 404

13-1. Control System Schematic. 408

13-2. F101 Fuel System Schematic. 415

13-3. F101 Fuel Pump. 420

xxii
 LIST OF ILLUSTRATIONS (Continued)

Figure Page

13-4. Digital Control Schematic. 421

13-5. Central Processor Unit. 427

13-6. Typical Control Module Cross Section. 429

13-7. Digital Electrical Control. 431

13-8. Fuel Delivery System. 432

13-9. Hydraulic Supply System Schematic. 435

13-10. Hydraulic Pump. 437

13-11. UTW Variable Nozzle. 439

13-12. Low Pressure Turbine (LPT) Shaft Speed Sensor. 442

13-13. Alternating Current Generator. 444

13-14, Fan Inlet Temperature (T2 ) Sensor. 446

13-15. Pressure Sensor. 448

13-16. Variable Differential Transformer Schematic. 451

13-17. Inductive Connector. 455

13-18. High Reliability Electronic Module. 457

13-19. Fail-Fixed Servovalve Schematic. 459

13-20. Magnetic Shaft Encoder. 462

14-1. Flight Placard Airflow Characteristics for QCSEE and

CTOL Aircraft. 467

14-2. Inlet Threat Mach Number Selection. 468

14-3. Definition of Inlet Contraction Ratio to Satisfy

Operational Requirements. 469

14-4. QCSEE Inlet Lip Design. 470

14-5. Cowl Geometries that Satisfy Low-Speed Nose Shape

Requirements. 472

xxiii
 N'

LIST OF ILLUSTRATIONS (Continued)

Fi gu re Page

14-6. UTW and OTW Inlet. 4 73

14-7. UTW Fan Duct Mach Number Distribution. 474

14-8. UTW Fan Duct Mach Number Distribution - Reverse

Thrust/Flow Operation. 475

14-9. QCSEE OTW Fan Duct and Nozzle System. 478

14-10. OTW Exhaust System Parameters. 479

14-11. STOL Aircraft Design Envelope. 482

14-12. QCSEE 30.48 cm (12 in.) Inlet Model in NASA Lewis

2.74 x 4.57 m (9 x 15 ft) Wind Tunnel. 484

14-13. QCSEE 30.48 cm (12 in.) Inlet Test Results from NASA
Lewis 2.74 x 4.57 m (9 x 15 ft) Wind Tunnel. 485

14-14. QCSEE 30.48 cm (12 in.) Inlet Test Results, NASA Lewis
2.74 x 4.57 in (9 x 15 ft) Wind Tunnel - Inlet Separation
Boundaries. 486

14-15. On Line Dynamic Transducer Results from NASA Lewis 2.74

x 4.57 m (9 x 15 ft) Wind Tunnel Tests. 487

14-16. Inlet Flow Separation Bounds - V . = 41.18 m/sec (80 knots)

- Preliminary Data. 489

14-17. QCSEE 13.97 cm (5.5 in.) Exlet Model, Typical Tunnel

Installation. 490

14-18. QCSEE Exlet Test Matrix. 491

14-19. Effect of Nozzle Deflection on Turning Angle. 493

15-1. Under the Wing Flight Propulsion System. 495

15-2. Over the Wing Flight Propulsion System. 497

15-3. OTW Flow Paths. 499

15-4. QCSEE Inlet Physical Properties, 506

15-5. UTW Inlet Design. 507

15-6. Sensitivity of Composite Wall to Local Loads. 512

xxiv

L
 U

LIST OF ILLUSTRATIONS (Continued)

Figure Page

15-7. Outer Cowl Cross Section. 514

15-8. UTW Nacelle Cross Section. 515

15-9. Fan Frame/Outer Cowl Joint. 516

15-10. Outer Cowl Lower Latch and Seal. 519

15-11. Outer Cowl Hinge and Seal. 520

15-12. Flare Nozzle Flap Schematic. 522

15-13. Variable Flap Nozzle. 523

15-14. Flare Nozzle Flap Tradeoff Study. 524

15-15. Nozzle Flap Loads Vs. Flap Length. 526

15-16. Splitter Cross Section. 527

15-17. Splitter End View. 528

15-18. Splitter Joints. 529

15-19. Core Exhaust: Nozzle, UTW Experimental Engine. 533

15-20. Stacked Acoustic Treatment Core Exhaust Nozzle, UTW

Flight Engine. 534

15-21. Side Branch Resonator Type Core Exhaust Nozzle, UTW

Flight Engine. 535

15-22. Engine Change Unit. 537

15-23. Mounting System used for UTW and OTW Experimental Engines
and UTW Flight Engine. 538

15-24. Rear Engine Mount and Thrust Link Assembly. 539

15-25. Load Locations. 541

15-26. QCSEE Vibration Model, Configuration No. 1 (Typical UTW

and OTW). 543

15-27. UTW Experimental Engine Accessories. 547

15-28. Inlet Configuration. 550

xxv
 LIST OF ILLUSTRATIONS (Continued)

F i gu re Page

15-29. Inlet Mounted on Test Stand at Peebles Proving Grounds. 551

15-30. Boller Plate Inlets. 552

15-31. Fan Cowl Door Attachment. 555

15-32. Fan Core Cowl Door Attachment. 556

15-33. OTW Experimental Core Exhaust. 557

15-34. Facility Pylon. 558

15-35. OTW Thrust Reverser Assembly. 559

15-36. OTW Containment Ring. 561

15-37. OTW Engine Change Unit. 562

15-38. OTW Flight Type Mounting System. 564

17-1. Short-Haul Network. 576

17-2. QCSEE Baseline UTW Aircraft. 581

17-3. Engine/Flap Relationship, Inboard Station. 582

17-4. 150 Passenger Interior Arrangement. 584

17-5. Mission Profile Used for Aircraft Sizing. 585

17-6. Baseline Aircraft Sizing Parameters. 586

17-7. Payload Range Performance. 589

17-8. ky; Vs.Stage Length. 591

17-9. QCSEE Baseline OTW Aircraft. 594

17-10. OTW Mission Performance. 597

17-11. OTW Direct Operating Cost. 600

17-12, Operating Cost Sensitivities to Airframe and Engine Price. 601

17-13. Operating Cost Sensitivities to Fuel Price and Aircraft

Utili zation. 602

17-14. Indirect Operating Cost Sensitivities. 605

xxvi
 G

LIST OF ILLUSTRATIONS (Concluded)

Figure Page

A-1. UTW Propulsion System Takeoff Configuration. 621

A-2. UTW Propulsion System Approach Configuration. 622

A-3. OTW Propulsion System Takeoff Configuration. 623

A-4. OTW Propulsion System Approach Configuration. 624

A-5. Doppler Frequency Shift. 625

A-6. Dynamic Effect - Correction Curves. 626

A-7. In-Flight Clean-Up and Upwash Angle Correction. 627

A-8. Correction to OW and UTW Jet/Flap Noise for In-Flight

Effect. 627

A-9. Curve for Adding Constituents PNdB Levels with Similar

Spectra. 628

A-10. Curve for Adding Constituent PNdB with Nonsimilar

Spectra. 629

A-11. PNdB to EPNdB Conversion for Highly Suppressed Engines. 630

xxvii
 k

LIST OF TABLES

Table Page

2-I. Flight Duty Cycle. 7

2-II. Experimental Duty Cycle. 8

3-1. Summary of UTW and 07W Noise Levels. 23

3-II. UTW and OTW Engine and Aircraft Flight Characteristics

for Acoustic Calculations. 28

3-III, Propulsion System Reverse Thrust Static Test Conditions. 29

3-IV. UTW Design Parameters. 32

3- V. QCSEE UTW Status Noise Levels. 34

3-VI. UTW Fan Exhaust Duct Suppression. 41

3-VII. Core Suppression, 52

3-VIII. QCSEE UTW Status Noise Levels. 62

3-IX, UTW Fan Exhaust Duct Suppression, 63

3-X. QCSEE UTW Status Noise Levels. 72

3-XI. 07W Design Parameters. 78

3-XI I . 07W Status Noise Levels. 81

3-XIII. 07W Fan Exhaust Duct Suppression. 85

3-XIV. OTW Status Noise Levels. 89

3-XV. OTW Fan Exhaust Duct Suppression. 94

3-XVI. OTW Engine Status Noise Level, 97

3-X VI I . UTW - Effect of Runway Length on Noise. 100

3-X VIII. OT{V - Effect of Runway Length on Noise. 101

3-XIX, QCSEE UTW Status Noise Levels, 103

3-XX, QCSEE UTW Status Noise Levels. 104

3-XX I . QCSEE OTW Status Noise Levels. 105

3-XXII . QCSEE 07W Status Noise Levels, 106

xxviii
 LIST OF TABLES (Continued)

Table Page

4-1. EPA Gaseous Emissions Standards for Class T2 Engines. 109

4-II. EPA Gaseous Emissions Standards - Turbojets and

Turbofans. 109

4-III. Emissions Calculations Using Prescribed EPA Landing-

Takeoff Cycle. 119

4- IV. Emissions Calculations Using Prescribed EPA Landing-

Takeoff Cycle. 120

4-V. Predicted QCSEE Engines Emissions Characteristics. 121

QCSEE Performance Objectives. 132

5-II. UTW Experimental Engine Performance. 134

5-III. Separated Flow Turbofan Nomenclature. 135

5-IV. UTW Experimental Engine Reverse Mode Performance. 140

5-V. UTW Flight Engine Performance. 140

5-VI. OTW Experimental Engine Performance. 143

5-VII. Mixed Flow Turbofan Nomenclature. 144

5-VIII. OTW Flight Engine Performance. 148

6-1. QCSEE UTW Variable-Pitch Fan. 151

6-11. QCSEE OTW Fan. 183

7-1. Variable Pitch System Design Requirements. 209

7-II. Weight Summary - General Electric Variable-Pitch

Fan System. 220

7-III. Harmonic Drive Application - Design Characteristics. 229

7-IV. Comparison of Harmonic Drives. 230

7-V. Weight Summary - Hamilton Standard Variable Pitch

Fan System. 237

xxix
 U`

LIST OF TABLES (Continued)

Table Page

8-I. QCSEE UTW Composite Blade Preliminary Design Summary. 295

8-fI. PR288/AU Prepreg Properties. 298

8-III. Composite Material Properties,, 299

8-IV. UTW Fan Disk Design Data. 266

8-V. Bearing Load and Life Summary. 270

8-VI. QCSEE OTW Fan Design Criteria. 276

8-VII. QCSEE OTW Fan Blade. 283

9-I. QCSEE Engine Loads 292

9-II. QCSEE Frame Radial Bearing Loads. 293

9-III. Frame Component Stresses. 310

9-IV. Band Shear Stresses. 311

9-V. Geometry and Material Properties of Various Composite

Frame Components. 312
i
9-VI. QCSEE Composite Frame Weight Breakdown. $13

10-1. Design Requirements. 318

10-II. Reduction Gear Requirements for Flight Duty Cycle. 318

10-III. Lubrication Requirements for UTW Reduction Gears. 319

10-IV, Reduction Gear Design Conditions. 327

10-V. Gear Set Materials. 328

10-VI. Gear Data UTW. 329

10-VII. Gear Data OTW. 329

10-VIII. Gear Contact Stress Data, 330

10-IX. Gear Bending Stress Data. 330

10-X. Gear Scoring Index for the Experimental Test Cycle. 332

xxx
 M

LIST OF TABLES (Continued)

Table Page

10-XI. UTW Gear Scoring Index for the Flight Duty Cycle. 332

10-XII. Preliminary Overall UTW Reduction Gear Efficiency

and Losses for Selected Flight Conditions. 333

10-XIII. Preliminary Heat Rejection - OTW. 333

10-XIV. Total Oil Flows for Reduction Gears at Takeoff. 333

10-XV. Bearing Data. 335

10•-XVI. Comparison of YT49, UTW, and OTW Gear Sets. 336

10-XVII. Roller Bearing Comparison. 337

VOLUME II

11-I. Fan Turbine Operating Point Data. 351

11-II. Summary of Design Changes. 354

11-III. Turbine Frame Maneuver Stresses, Maximum Steady

State Plus 10 G Down Landing. 369

11-IV. Turbine Frame Stresses Thermal Loading and 1 G

Engine Loading, Start to Maximum S.L. Thrust. 372

11-V. Reaction Load for Blade-Out Condition. 375

11-VI. UTW Engine Mount Reaction Load Due to Maneuver,

2.54 cm (1 in.) Mount Pin. 376

11-VII. OTW Engine Mount Reaction Load Due to Maneuver,

2.54 cm (1 in.) Mount Pin. 377

11-VIII. Engine Mount Reaction Loads for 2.54 cm (1 in.) Pin. 378

ll-IX. Turbine Frame Flight Weight Design Study. 379

12-I. QCSEE Lune Flows. 384

12-II. Comparison of F101 and QCSEE Engine Heat Loads.. 386

13-I. Digital Control Instrumentation Signals. 423

xxxi
 ;{

LIST OF.TABLES (Continued)

Table Page

13-II. Digital Control Engine Sensor and Transducer Signals. 424

13-III. Alternator and Digital Signals to Digital Control. 424

13-IV. Outputs. 425

13-V. Pump Characteristics (F101 Pump). 433

14-I. Propulsion System Exhaust Area Requirements. 465

14-II. 30.48 cm (12 in.) Inlet Test Matrix. 483

15-1. Inlet Weight Comparison. 508

15-II. Estimated Forces and Moments on QCSEE Inlet Cowl

Based on Potential-Flow Theory, Left-Hand Cowl. 509

15-III. Stresses from Shear, Moment, and Axial Loads. 510

15- IV. Critical Buckling Loads. 511

15-V. Latch Loads. 513

15-VI. Fan Duct Hinge/Skin Stresses. 518

15-VII. UTW Experimental Propulsion System Mount Loads with

Composite Nacelle. 542

15-VIII. Basic Engine Weight and Moment Data, UTW Configuration

No. 1. 544

15- IX. System Critical Speeds, Maximum Response Due to Fan

Rotor. 544

15-X. System Critical Speeds, Maximum Response Due to LP

Turbine Rotor. 545

15-XI. System Critical Speeds, Maximum Response Due to HP

Rotor. 546

15-XII. OTW Flight Engine Mount Reaction Loads. 565

15-XIII. Basic Engine Weight and Moment Data, OTW Configuration

No. 1. 566

xxxi i
 LIST OF TABLES (Continued)

Table Page

15-XIV. System Critical Speeds, Maximum Response Due to

Fan Rotor. 566

15-XV. System Critical Speeds, Maximum Response Due to LP

Turbine Rotor. 567

15-XVI. System Critical Speeds, Maximum Response Due to HP

Rotor. 567

16-I. Engine Detail Weight Breakdown. 570

16-II. UTW Propulsion System Weight Status. 572

16-III. OT{V Propulsion System Weight Status. 573

17-I. QCSEE Preliminary Aircraft System Definition. 575

17-II. QCSEE Preliminary Aircraft System Definition. 577

17-III. Typical Trunk Airline Departures. 578

17-IV. Preliminary Data for Economic Studies. 580

17-V. UTW Aircraft Characteristics. 587

17-VI. Group Weight Statement. 588

17-VII. Direct Operating Cost Breakdown. 592

17-VIII. Engine Trade Factors. 592

17-IX. Design Conditions. 593

17-X. Propulsion System. 593

17-XI. Basic Weights. 596

17-XII. Baseline Aircraft Characteristics. 598

17-XIII. Data for Economic Analysis. 599

17-XIV. Direct Operating Cost Comparison. 603

17-XV. Indirect Operating Cost Comparison. 604

xxxiii
 t

LIST OF TABLES (Concluded)

Table Page

A- I. UTW and OTW Engine and Aircraft Design Flight

Characteristics for Acoustic Calculations. 609

A-II. Propulsion System Reverse Thrust Static Test Conditions. 609

c
 s'',- I DING PAGE, BLANK NOT, Ffl-Wi
SECTION 11.0

ENGINE CORE AND LOW PRESSURE TURBINE DESIGN

11.1 SUMMARY

In order to minimize development risk and expense in the QCSEE program, the
F101 core and low pressure turbine were selected. Moreover, to capitalize on
the advanced state of development of these components, the qualified PFRT, or
YF101, design was specified insofar as practical. Several exceptions to this
approach exists. The following components are different from the PFRT config-
uration.

1. Accessory Drive Gear Mount

2. Compressor IGV Inner Flowpath
3. Compressor Stator Actuator
4. Compressor Stator Feedback
5. Combustor
6. UP Turbine Diaphragm Area
7. LP Turbine Diaphram Area
8. LP Turbine No. 2 Blade
9. Turbine Frame
10. Balance Piston

11.2 DESIGN REQUIREMENTS

The F101 core and low pressure turbine were proposed for the QCSEE engines,
because in addition to providing desirable cycle and thrust size, this core
engine employs suitable advanced technology components.

A major consideration in the detail core selection has been the desire to
retain as much "qualified" hardware as practical. Therefore, the qualified PFRT
configuration has been specified in all areas except those discussed in the
following paragraphs. It is also noted that the UTW and OTW engines incorporate
identical core and LPT hardware, providing future program flexibility for parts
interchange.

11.3 ENGINE CORE MODIFICATIONS (UTW AND OTW)

The following specific deviations from the PFRT configuration are planned
for the QCSEE engines.

339
 11.3.1 Accessory Drive Gear Mount

The F101 internal accessory drive bevel gears are mounted in a 17-4PH steel
casting. This casting is bolted to the aft inner flange of the fan frame.
Because of the higher bypass ratio of the QCSEE engines, the aft ring of the
composite frame interferes with this gear mount casting.

The solution to this problem is to reverse the casting and bolt it to the
forward ring of the frame as shown in Figure 11-1.

In addition, the QCSEE experimental engines will have two radial drive
shafts; one driving the top-mounted accessories and another driving the scav-
enge pump, located in the lower core cowl region. This requirement can be
readily satisfied by using two sets of bevel gears and two support castings in
each engine. (The casting occupies less than 180° of the mounting flange.)
The flight UTW engine would require two sets of bevel gears whereas the OTW
would only require one.

11.3.2 Compressor IGV Inner Flowpath

The F101 inner flowpath in the IGV region is shown as a dashed line in
Figure 11-2. Because of the higher bypass ratio and lower fan exit radius
ratio in the QCSEE engines, difficulty was encountered in fairing into this
flowpath contour from the fan frame with acceptable aerodynamic flow lines.
Therefore, a modification was made to the inner ring of the inlet guide vane
as shown in the figure.

11.3.3 Compressor Stator Actuator

The F101 compressor has been developed to optimize efficiency and flow at
reduced corrected speeds, as required by its higher Mach number mixed mission.
As a result, it produces 27.3 kg/sec (60.3 lb/sec) at 100% corrected speed. For
"e in the QCSEE engines, a higher airflow is desired, consistent with existing
rpm and T4 limits. Operation at greater than 100% corrected speed would result
in a severe compressor efficiency loss.

Fortunately, as a part of the F101 compressor development, various other

stator schedules have been tested. One of the demonstrated schedules delivers
a significant increase in corrected flow at high corrected speeds as indicated
by the dashed line in Figure 11-3. It may also be noted that this "high flow"
schedule met the F101 objective stall margin of 22%.

The means of achieving the higher flow is illustrated in Figure 11-4. The
IGV and Stage 1-3 vane setting angles are varied as a function of compressor
corrected speed within the limits shown. The 6 schedule must be increased at
the open end of travel as shown in the dashed line. The increase amounts to
about 11° of additional IGV rotation and lesser amounts in the other stages.

340
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Figure 11-1. A ccessory Drive Gear Mount.

MMINAI; PAGE PS
of POOR QUALITY
341
 Figure 11-2. Compressor IGV Inner Flowpath.

342
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343
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Figure 11-4. F101 Compressor Vane Travel.

344
 k

In order to achieve the increase in vane travel, several minor modifications

are required in the actuator and linkages.

1. The vane actuator stroke must be increased from 7.747 cm (3.05 in.)
to 9.627 cm (3.79 in.).

2. A new Stage 3 bellcrank must be provided.

3. The rod end of the Stage 3 linkage must be shortened about 0.127 cm
(0.050 in.).

4. Bolts and nuts in the bellcranks must be replaced with flathead pins
and snap rings to permit them to pass between the actuation support
members.

11.3.4 Compressor Stator Feedback

In the F101 engine, compressor stator angle is fed back to the control by
means of a splined shaft, extending from the master bellcrank out through the
bypass duct. This shaft is too short for use in the QCSEE engines and it will
be replaced by a flex-cable leading from the master bellcrank, through the pylon
to the control.

11.3.5 Combustor

The F101 PFRT engine contains a scroll carbureting combustor dome as

illustrated in Figure 4-4 (Appendix B). While this design has been generally
satisfactory, there have been isolated cases of flashback and carbon formation
in the scroll. As a result, the F101 MQT. design and other future engines have
been changed to incorporate a "central injector dome". In this design the fuel
is injected at low pressure through holes in the sides of the injector tubes.
It impinges on the walls of a venturi where it is violently mixed with primary
combustion air. This design eliminates the possibility of flashback by elimi-
nating premixing.

Since a major objective of the QCSEE prograra is the development of low-

emission combustor technology for future engines, it was deemed desirable to
use the latest combustor dome design. Therefore, the MQT dome has been speci-
fied for the QCSEE engines, and the reduced emission effort d scribed in Section
4.0 is based upon this design.

11.3.6 HP Turbine Diaphram Area

Figure 11-5 again shows the "high flowed" compressor characteristic selected
for the QCSEE engines. Because of the reduced pressure ratio compared to the F101
cycle, both the HP and LP turbine effective areas require adjustment. If the
nominal F101 areas were used, the compressor would have to be operated at the
point shown to deliver objective thruot levels. Again this would result in a
severe efficiency penalty.

345

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346
 By increasing the HP turbine effective area by 5% and decreasing the LP
turbine effective area by 5%, the compressor can be made to operate at a much
more favorable point, as shown.

The means for adjusting turbine area is to rotate the vanes slightly to
open or close the throat dimension. Figure 11-6 illustrates the degree of
rotation needed for a 5% increase in HP turbine area. This will be accomplished
by rotating the tool used to EDM the vane slots in the bands. New inspection
fixtures may also be required.

11.3.7 LP Turbine Diaphram Area

In the case of the LP turbine, 5% reduction of area is accomplished by

similar means. In either case the change in throat dimension (Do) is less than
0.05 cm (0.020 in.). Figure 11-7 illustrates this adjustment in the LPT stage
one diaphram.

11.3.8 Low Pressure Turbine No. 2 Blade

Low pressure turbine aft running exit swirl has presented a development
problem in the F101, in that the actual pitch line swirl values were approximately
8 0 greater than the design value of 20°. This has been corrected in development
engines by "decambering" the No. 2 blade. This process consisted of bending the
trailing edge open about 3° at the pitch line with no change at the hub or tip
sections. The MQT blade is currently being redesigned to incorporate this change
in the airfoil castings.

In the QCSEE engines, the increased LP energy extraction results in higher

exit swirl, which will be removed by using longer straightening vanes in the
turbine frame. However, to minimize the required turning in these vanes, and
to provide more predictable angles of attack on the vanes, it was deemed advis-
able to incorporate the MQT No. 2 LPT blade.

11.3.9 Turbine Frame

Modifications to the F101 turbine frame to extract greater swirl and to

adapt the frame structurally to meet QCSEE requirements are described in detail
in Section 11.4 and 11.5.

11.3.10 Balance Piston

Introduction of a reduction gear between the low pressure turbine and the
fan in the QCSEE engines effectively cuts the load path normally used to balance
fan plus LPT low pressure rotor net thrust force. Therefore, the rear sump area
will be modified to incorporate a pneumatic piston to balance part of the turbine
rotor thrust. Without this, the turbine thrust bearing is impractical. The
design of the balance piston is discussed in detail in Section 12.5.

347
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Assembley.

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Figu;^e 11-7. Low Pressure Turbine Stator

Stage I Nozzle Assembly.

349
 11.4 LOW PRESSURE TURBINE FRAME AERODYNAMIC DESIGN

11.4.1 Introduction

The QCSEE low pressure turbine is a slight modification of the F101

low pressure turbine operating at an increased pressure ratio. The increased
turbine exhaust swirl necessitated a modification to the present F101 frame/OGV
aerodynamic geometry. The frame/OGV was redesigned for low noise and low loss
characteristics.

11.4.2 Design

Design Point Selection.

Turbine operating point for the frame/OGV aerodynamic design was selected
to avoid off-design modes where separation and consequent core noise can occur
at critical engine operating points. Turbine off-design vector diagram studies
were made at significant QCSEE operating points using the Multi-Sector NASA
Turbine Computer Program. These studies were based on cycle data contained in
the Technical Requirements published April 1974. A summary of results is shown
in Table 11-I. The Ord takeoff condition was chosen as the design point as
this case represented the highest turbine exhaust swirl and Mach number con-
ditions (excluding maximum cruise points). Subsequent cycle data indicated
somewhat higher swirl points, but the OTW takeoff case shown was still considered
to be a reasonable design condition.

Axisymmetric Analysis and Flowpath Modification

Axisymmetric analysis of the frame/OGV was done using the CAFD computer
program. This calculation accounts for streamline slope and curvature as well
as lean and sweep effects. The analysis was set up with many intrablade calcu-
lation stations in order to analyze endwall Mach number distributions. First,
the F101 frame flowpath with an additional 2.54 cm (1 in.) of axial width in
the OGV was analyzed. While the results of this analysis did not indicate any
particular need to change the flowpath, a modified flowpath was designed which
was considered an aerodynamic improvement (with reduced diffusion) and also
satisfied frame mechanical desigrx and exhaust system requirements. This flowpath
is shown in Figure 11-8.

The results of the axisymmetric analysis are shown in Figure 11-9. Plotted
versus radial height at the OGV inlet are the gas angle, OGV design angle
(compared to the original F101 vane angle) and inlet absolute Mach number. Also
shown is the absolute Mach number distributions on the inner and outer walls
through the OGV.. The NASA diffusion factors associated with this flowpath are:

D Root ' - 0.316

DPitch - 0.440
DTip = 0.183

350
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Figure 11 - 9. QCSEE Turbine Frame Axisymmetric Flow Analysis.

353
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Vane Modification

The vane modification involved adding 2.54 cm (1 in.) of axial width to

the present F101 OGV to remove the additional swirl. The change was m:,de
entirely in the false nose extension with the strut and aft strut extension
remaining unchanged. Three vane sections at approximate root, pitch, and
tip locations were designed and analyzed using both the CASC and CABIS
programs. The CABIS (Cascade Analysis due to Beuckner, Isay, and Schnacker)
program is an i,.zompressible analysis while CASC (Cascade Analysis by Stream-
line Curvature) gives a compressible solution which accounts for radius change
and streamtube thickness variation. The CASC Mach number distribution for the
pitch section is given in Figure 11-10 for two different false nose extensions.
Figure 11-10 shows that if the nose extension was designed to attach to the
strut, as it presently does in the F101, there would be a distinct "bump" on
the pressure surface. A smooth pressure surface was designed as shown and both
configurations were analyzed with CASC. The resulting Mach number distribu-
tions clearly indicate the effect of the bump. Consultation with experienced
OGV designers indicated only a small decrement in performance associated with
this. However, it was decided (with Mechanical Design concurrence) to modify
the OGV smoothly as shown. CASC Mach number distributions for the root and tip
are shown in Figures 11-11 and 11-12. Other intermediate sections were designed
to yield a smooth stack-up.

11.5 LOW PRESSURE TURBINE FRAME MECHANICAL DESIGN, UTW AND OTW

11.5.1 Summary

The turbine frame, used in both the UTW and OTW engines, is a modification
of the F101 turbine frame. Changes are required to accommodate a longer vane/
strut chord and to adapt the f6me to a pylon mounting system. Figure 11-13
illustrates these modifications, which are summarized as follows in Table 11-II:

Table 11-II. Summary of Design Changes.

Item Change Reason

• Vane/Strut Extended forward fairing Remove additional swirl

• Outer ring Larger section Change mounting from 12,

0.792 cm (0.312 in.) diam
pins to 3, 2.54 cm (1.00
in.) diam pins

• Flowpath liners Recontour Improve aero flowpath

• Outer casing New structural part Support_ exhaust nozzle

• Inner ring Thicken and added flanges Support centerbody

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11.5.2 Design Requirements

In addition to the maneuver loads shown in Figure 2-2, the following specific
design criteria were established:

Stress
Max. maneuver loads at operating temperatures < 0.2% Y.S.
1-1/2 times max. maneuver loads at operating temp < UTS
Blade out loads at operating temp < UTS
1-1/2 times Buckling loads at operating temp < 0.2% Y.S.
Transient thermal plus 1 g load < 0.2% Y.S.
4 g vibratory load < Goodman
Diagram

In conjunction with the above limit loads, the primary gas temperature
profile used for frame analysis is shown in Figure 11-14.

11.5.3 Design Description

The QCSEE turbine frame consists of an outer frame casing, 14 aerodynamic

vane/struts, flow path liners, and a hub structure. The outer frame casing
includes the outer ring which contains engine mounting provisions and outer
casing. Figure 11-15 is a schematic of QCSEE and F101 rear engine mounting
systems. In the F101 design, the turbine frame outer casing is supported from
the outer bypass duct by 12 links.as shown. Since the QCSEE pylon and short
bypass duct necessitate a top-mounted frame configuration, a three-link system
has been employed. These links take vertical and side loads and rolling moments.

Since the three-link configuration concentrates the mount reactions at the

top of the frame, the outer ring section properties must be increased. This
results in a larger ring section as shown in Figure 11-16. Details of the
revised outer ring are shown in Figure 11-17.

In addition to engine mounting provisions, the outer frame casing extends

aft from the turbine casing to support the core exhaust nozzle.

In order to straighten the exhaust gas, greater turning must be provided

through the 14 vane/struts. These vane/struts are assemblies consisting of a
central structural section with leading and trailing edge fairings having the
cross section shown in Figure 11-18. The fairings are noaload carrying members,
with the leading edge fairing sawcut at intervals to relieve thermal stress.
Only the leading edge fairings need be modified to accept the higher turbine
exit swirl in the QCSEE engines.

359
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Figure 11-14. QCSEE Turbine Exit Gas Profile (OTW).

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Figure 11-18. QCSEE Turbine Frame Strut.

364
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Bearing loads are transferred through the central structural section of the
struts. The inner ends of the struts are bolted to the hub through foot pad ex-
tensions. The outer ends are assembled to the outer casing through unibal con-
nections designed to carry loads, bu;, not moments, into the casing.

The rear fairings act as vane trailing edges and are attached to the
central strut section by slip joints, providing for thermal expansion. The
outer ends of the rear fairings are riveted to the casing and the inner ends
are supported by pin joints.

A forged hub forms the inner structural member of the frame. It is composed
of forward and aft flanges connected by a shear cylinder. Additional bending
stiffness is provided by gussets. The forward flange mounts the outer and inner
turbine seals, while the aft flange supports the bearing and sump housing, the
balance piston assembly, and the nozzle centerbody.

Inner and outer flowpath liners are contoured to provide a smooth aero-
dynamic passage from the turbine to the exhaust nozzle and centerbody. In
addition, the liners protect the hub from contact with hot gas, allowing better
thermal growth matching with the outer structure.

The inner liner is formed in segments between struts. The liner is supported
at three axial stations as shown in Figure 11-13. The outer liner is segmented
between struts also, but is a separate continuous part behind the struts. The
outer liner is supported from the outer casing. Liners are fabricated from
Hastelloy X material.

Space between the flow path liners and structural struts is purged by turbine
rotor cooling air. In order to minimize losses from purge air reentering the
gas stream, a fish-mouth seal is brazed to the strut along the inner flowpath as
shown in Figure 11-19. The purge air reenters the gas stream aft of the strut
extensions.

11.5.4 Design Analysis

An analytical model depicting the turbine frame was made to represent the
system. The GE computer program "MASS" was used to determine loads, stresses,
and deflections. The model consisted of plates in the form of rectangles,
squares, and trapezoids. These geometric sections were joined to form the
cylindrical and conical surfaces of revolution. The struts were modeled as
beams with variations of section properties along their length. The outer mount
ring was modeled as beams. Variation of physical properties along the circum-
ference was included in the analysis.

The forward and aft hub flanges were modeled as beams and connected to
plates by a shear cylinder. The axial gussets in the hub were connected at joints
in the shear cylinder and flanges. Connections to the strut from the hub were
made through the foot pad. The outer strut ends were connected to the outer
ring mount using a boundary condition that allows rotation with no moment transfer
to the mount. The three locations at the outer mount system connect to ground
through unibals.

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Results of the analysis were as follows:

Steady State Plus lOG Landing at Temperature

Loading and stresses are shown in Figure 11-20. Table 11-III summarizes
the maximum effective stresses for the various components. All parts meet the
design criteria under this loading condition.

Strut Buckling

This condition was based on establishing the transient time under which the
maximum strut compression and bending would occur. This was based on a 50 second
excursion from start to maximum sea level thrust based on Figure 11-21 temper-
atures. The strut skin/weld joint was found to be the most critical element.
Interaction between the strut longitudinal compression and bending determined
the effective buckling stress. The allowable stress in compression and bending
established the margin of safety of 1.56.

Transient plus 1 G Load

Using the 50 second transient condition, the effective stresses and loads
are presented in Figure 11-22. Table 11-IV summarizes the maximum effective
stresses for the components, together with the resulting margins of safety.
Maximum steady state plus 4 g vibratory are the combined loads existing under
normal operating conditions. The Campbell diagrams shown in Figures 11-23 and
11-24 reflect these combined loads for the hub and struts. Maximum combined
loads under temperature for the struts were found to be at the inner strut/weld
line. Stress concentration factors (K T) have been applied to the vibratory
stress.

Pin Reaction and Link Attachment

A 2.54 cm (1 in.) diameter Inco 718 mounting pin has been selected for the
QCSEE mount reactions. Pin load reactions for the UTW and OTW for the blade-
out condition are shown in Table II-V. Tables 11-VI and 11-VII reflect the pin
mount loads due to maneuver. The frame loads shown in Table 11-VIII reflect the
UTW and OTW unit loadings.

Flight Engine Turbine Frame

Although the F101 frame can be modified to meet all requirements of the
QCSEE experimental engines, the result will not be an optimum design. For the
flight engines, it has been assumed that time and cost pressures will be relaxed,
permitting the design of a new optimized frame. This design is visualized as
having eight structural struts and eight additional nonstructural turning vanes.
A welded one piece construction would also be used to achieve a substantial
weight saving over the experimental hardware. Major features of the flight and
experimental designs are compared in Table 11-IX.

367
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 Table 11-IX. Turbine Frame Flight Weight Design Study.

Item Nonflight Weight Flight Weight

Mount Ring Forging Castings/Fabrication

Strut Ends (a) Uniball (outer) Weld Design

(b) Bolted (inner)

Hub Cast Castings/Fabrication

Liners Flowpath Sheet Metal Integral Part of Outer Mount

Inner Flowpath Sheet Metal

Strut Fabricated Fabricated

Extension

Strut Tan. 80 15°

Angle

Service Lines None Yes

No. of Struts 14 8 Structural and 8 Turning

Vanes

379
 SECTION 12.0

BEARINGS AND SEALS DESIGN

12.1 SUMMARY

This section deals with the QCSEE UTW/OTW bearings, seals, and accessory
drives as well as their lubrication, thrust balancing, and cooling. The dis-
cussion details the requirements, shows the approach to the design, and presents
a detailed description of the systems and their components.

Both engines utilize six main shaft bearings to support the rotating turbo-
machinery. A main reduction gearbox located in the front sump reduces the high
speed, low pressure turbine rotation to accommodate a large diameter low lip speed
fan. Most of the hardware associated with the core engine is common to the
General Electric F101.

An accessory gearbox mounted on the engine top vertical centerline is driven

from the core by an F101 internal bevel gearset and a new radial drive shaft.
Another F101 internal bevel gearset located on the bottom drives through a short
shaft to a bevel gearset located in the core cowl area. This gearing drives a
vane-type pump that scavenges oil from both the forward and aft sumps. Since
the top-mounted accessory gearbox drains into the forward sump, this pump also
scavenges the accessory gearbox.

The systems described in this section include the sumps, lube oil supply and
scavenge, engine hydraulics, dynamic oil seals, venting and pressurizing systems,
pump, oil coolers, filters, deaerators, magnetic chip detectors, static leak
check valves, and the lube storage tank.

Lubrication system design is based on the use of current dry sump technology
in which a circulating oil system is used with the bulk of the oil stored in the
tank. Internal engine and gearbox passages are used wherever possible for oil
delivery and return. Venting and pressurization functions also use internal
engine passages when possible. Lubrication and hydraulic systems both use
engine oil. The lube tank and accessories are located in the flight engine pylon
to minimize the required space.

The short, stiff construction of the concentric QCSEE rotors permits a two-
bearing support system for each rotor. The No. 1B and 1R bearings support the
fan rotor. The No. 3 and No. 4 bearings support the high pressure rotor. The
No. 2 and No. 5 bearings support the LP turbine and power shaft. Both the
fan and low pressure turbine shaft are soft coupled to the main reduction gear
to minimize induced loads. The problem of bearing skidding, associated with the
absence of a finite load such as can occur in a three bearing system, is
eliminated.

380

IL
 The thrust bearings have been located in the forward sump in order to
provide precise control of fan and compressor blading clearances. Introduction
of the Tlldin reduction gear requires that the axial "tie" between the fan and LP
turbine be severed. The No. 2 thrust bearing must now handle the full aft loading
of the turbine without any negating forward thrust from the fan. In order to
relieve this load, a thrust balance cavity has been added to the rear sump. This
cavity uses CDP air to pressurize a balance piston that tends to drive the rotor
forward.

Since there is no practical method for thrust balancing the variable-pitch

fan rotor, a high capacity CF6 No. 1 thrust bearing was chosen to handle the
axial loads.

Careful attention has been given to fire-safe design features. Carbon seals
are provided for minimal leakage of pressurization air into the sumps. During
normal operation these seals also eliminate oil leakage from the sump and thus
minimize oil consumption. Oil-slingers or windbacks are provided with the
objective of preventing coke formation in the moving parts of the seals. Each
of the cavities adjacent to the sumps are pressurized with cool air to prevent
the inflow of hot gases into the sumps. Adequate oil drains have been provided
to remove inadvertent oil leakage and prevent fire damage. There are also no
trapped oil pockets within the rotating hardware.

12.2 DESIGN REQUIREMENTS

The components to be used for the sumps and drive system for the QCSEE
engine will meet the following requirements:

• Design loads for sumps and drives components shall be derived

from the duty cycles given in Section 2.0. Design life based
on these loads will meet established life requirements.

• Sumps are designed to scavenge at all steady-state attitudes shown

in Figure 2-3.

• Design will be applicable to future airline use. Where slave hardware

is designed, no compromises will be made that would not allow future
adaptability to the airlines.

• Design will meet maintainability and reliability criteria.

• System will be designed to operate with Mil-L-7808 or Mil-L-23699 oil.

• All gearbox and sumps shall be vented to areas where temperatures are
less than 371° C (700° V).

• No trapped oil will be allowed in rotors.

381
 p

12.3 UTW/OTW LUBRICATION SYSTEM

The UTW/OTW Lubrication System contains the following four subsystems:

• Oil supply

• Oil scavenge

• Seal pressurization air

• Vent air.

A conventional dry suAp system similar to that used on other General

Electric engines is provided. The lube/hydraulic system schematic is shown in
Figure 12-1. The bulk of the system oil supply is retained in the oil tank.
Oil is pressure fed W each engine component requiring lubrication and/or cooling,
and is removed from the gearbox and rear sump by scavenge pump elements for
return to the oil tank.

12.3.1 Oil Supply Subsystem

The oil supply subsystem consists of the oil tank, the gearbox mounted oil
supply pump, the oil supply filters, the static leak check valve, the oil supply
nozzles, and associated piping. Oil is supplied from the modified TF39 oil tank
by gravity to the inlet of the supply pump at all operating conditions. The
3350 cm 3 /sec (53 gpm) oil supply flow is achieved by combining the total scavenge
element capacity of the CF6 lube supply pump and a scavenge pump. All scavenge
elements discharge to a common discharge port to which the oil supply line is
connected.

Mil-L-23699 Oil under pressure from the supply pump flows through the 74
micron nominal oil supply filters which protect the nozzles from contaminants.
Each filter has a pressure relief bypass which opens when the pressure across
the filter reaches 276 kN/cm 2 (40 psi). Thus, if the filter becomes plugged,
full oil flow will be supplied to the engine. An automatic service shutoff valve
is incorporated to allow removal of the filter without excessive loss of oil.

Oil drainage from the tank into the engine, during periods of shutdown,
is prevented by a static leak check valve located downstream from the oil
filter. The valve is set to crack and reseat at 34.5 kN/cm 2 (5 psid.)

.Immediately downstream of the static leak check valve, a port is provided

for sensing oil supply pressure. This pressure is referred to as the engine
gearbox internal pressure, which provides a OP across the oil nozzles and piping.

Conventional nozzles, ranging from 0.089 to 0.216 cm (0.035 to 0.085 inches)

diameter, meter the oil supply to the engine forward sump for lubrication and
cooling of the bearings., seals, and sump walls. The rear sump oil is supplied
into the bore of the low pressure turbine shaft, which distributes the oil

382

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383

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centrifugally through holes in the shaft and bearings to the seals. The oil
supply piping has been sized to provide proper oil distribution throughout the
range of oil supply temperatures. Table 12-1 shows the oil flows to each area
of the engines.

Table 12-1. QCSEE Lube Flows.

UTW OTW
cm sec m) Cm3 /sec ( m)

No. 1B Bearing 126 2.00 126 2.00

No. 1R Bearing 63 1.00 63 1.00
No. 2 and No. 3 Bearings 161 2.56 161 2.56
Accessory GB & Drive 188 2.98 188 2.98
VP Actuator 32 .50 --- ---
Main Reduction Gear 1510 24.00 2270, 36.00
Aft Sump No. 4 and 5 Bearings 164 2.60 164 2.60
Total Flow 2290* 35.64* 2980 47.14*

Note: These are minimum required oil flows.

12.3.2 Scavenge Subsystem

The scavenge subsystem consists of two scavenge pump elements, two scavenge
filters, two oil coolers, the scavenge oil deaerator in the oil tank, and associ-
ated piping.

The oil in the accessory gearbox flows by gravity into the forward sump
through drain pipes where it is combined with the sump scavenge oil. The com-
bined oil is then scavenged by the bottom-mounted scavenge pump. The oil which
drains down the scavenge pump radial drive shaft is scavenged by the speed
reduction spur gears located within the pump. The aft sump scavenge oil is.
piped forward to the bottom-mounted scavenge pump and scavenged by a separate
element.

The OTW flight engine does not have a top-mounted gearbox, hence the oil
in the forward sump is drained by gravity through a pipe to the accessory gearbox
driven scavenge pump. The accessory gearbox is scavenged by a separate element
on the pump The aft sump scavenge oil is piped forward to the accessory gear-
box driven pump and scavenged by a third element.

The scavenge elements are provided with inlet screens and magnetic chip
detectors. The inlet screens are provided to catch any.debris which is larger
than can pass through the pumping element without causing damage or excessive
wear. The magnetic chip detectors collect ferrous particles which provide
information on sump and gearbox component condition through spectrographic
analysis.
384
 The total engine scavenge flow is discharged through a common port and
routed to the 46 micron scavenge filters. Each filter has a pressure relief
bypass which opens when the pressure across the filter reaches 276 kN/cm 2 (40 psi).
The valve allows bypassing flow if the filter element becomes plugged. The
main function of the filter is to remove contaminants generated by the system
components during normal engine operation. The filter incorporates a service
shutoff valve to minimize the oil loss when the filter is removed for servicing.

The scavenge oil is piped through the two CF6 oil coolers which serve to
transfer the heat generated by the main shaft bearings, seals, sump walls,
gearboxes, piping, and other lube system components into the available engine
fuel heat sink. The oil is then returned to the oil tank where a scavenge oil
deaerator removes entrained air and conditions the oil for reuse by the oil
supply subsystem.

12.3.3 Seal Pressurization Subsystem

Oil leakage can potentially contribute to seal coking and contamination of

compressor bleed air, as well as increasing the engine oil consumption. In order
to prevent oil leakage, the main shaft oil seals are pressurized to force air to
flow across the seals into the sumps at all operating conditions.

The compressor stage for extraction of seal pressurization air has been
selec,ted to have adequate pressure to prevent the hot engine cycle air from
entering the sumps and yet low enough in temperature during higher Mach number,
hot day operation to permit the oil seals to meet their required life. Pres-
surization air is extracted at the hub of the third stage compressor rotor and
routed internally within the engine to both the forward and rear sump oil seals.
Air from the hub of the compressor is used because it contains the minimum
contamination.

Oil seal drains are provided in the forward sump oil seals to remove any
seal leakage which could contaminate the compressor. Since . these drains carry
fluid only in the case of a seal failure, the forward sump seal drains are
routed overboard. The aft sump seal drains are routed to the flowpath aft of
the low pressure turbine.

12.3.4 Vent Subsystem

The venting of the oil seal pressurization air from the sump cavities is
accomplished through the gearbox. The rear sump is vented through the low
pressure turbine shaft to the forward sump. The forward sump is vented to the
accessory gearbox. The air in the gearbox is vented overboard through a rotating
air/oil separator. The oil which is separated from the vent air is returned to
the system as scavenge oil.

385
 k

The vent flow areas have been sized to:

• Maintain the sump internal pressure below outside cycle air pressure

• Prevent reverse airflow across the oil seals during rapid power
reductions

• Continue engine operation

- With one seal failed from any cause including coking.

- With the remaining seals at their maximum service leakage limit.

12.3.5 Thermal Balance

The flight engine lube oil is cooled by transferring heat to the engine fuel
as well as the fuel bypass back to the fuel tanks. The engine heat balance study
showed that on a 32° C (90° F) day at 100% rated reduction gear power, the system
will provide the required 82° C (180° F) oil [needed to maintain 149° C (300° F)
max gear temperature] with 27° C (80° F) fuel inlet temperature. The fuel bypass
will absorb the 4.4° C (8° F) pumping temperature rise. If the fuel inlet- tem-
perature is maintained at 22° C (72 a F) or below the engine is self cooling and
no heat must be transferred to the fuel bypass flow. A comparison of engine heat
loads is shown in Table 12-II.

Table 12-II. Comparison of F101 and QCSEE Engine Heat Loads.

F101 UTW OTW

J/sec (Btu/min) J/sec (Btu/min) J/sec Btu/min.

Engine 70,500 4000 67,000 3800 67,000 3800

Red. Gear --- --- 86,000 4890 110,500 6276
Total 70,500 4000 153,000 8690 177,000 10,076

A plot of maximum allowable lube supply temperature for the OTW flight
engine versus engine thrust is shown in Figure 12-2. The OTW flight engine
heat load versus engine thrust is shown in Figure 12-3.

During testing of the UTW/OTW experimental engines for mapping, where it is

planned to operate the reduction gear at 140% rated power, the fuel bypass will
be simulated by means of a water cooler. In addition, an oil/water facility
cooler will be provided for use if needed because of uncertainty in the heat
rejection analysis.

386
 k..

150 300

• Sea Level Static

• 32" C (90° F) Day
• 27" C (80° F) Fuel
250

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200
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100
2 15 20 100
Thrust, percent

Figure 12-2. Maximum Allowable ,Lobe Supply Temperature of OTW Flight Engine
for 150° C (300° F) Gear Temperature.

387
 250
14000
• Sea Level Static
• S2° C (90° F) Day
• 27 0 C (80° F) Fuel

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W Heat Sink 8000
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2000

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Thrust, percent

Figure 12-3. OTW Flight Heat Load.

 U

12.3.6 Hvdraulic System

The hydraulic system uses the same oil tank as the lube system. Oil is
supplied from the oil tank through a boost element on the lube pump to the
hydraulic pump. Case drain oil from the hydraulic pump is routed to the
scavenge return line before the ocavenge oil passes through the heat exchangers.
This arrangement removes heat generated by the hydraulic system.

The hydraulic system will include a 10 micron filter at the pump inlet
and a magnetic chip detector in the hydraulic system discharge line. The F101
hydraulic pump (which had an integral boost element) did not have sufficient
capacity. A 47 gpm (340° psig) pump has been selected.

12.4 UTWIOTW THRUST BALANCE SYSTEM

In addition to the load components resulting from flight maneuver, misalign-

ment, etc., the main shaft bearings are subjected to an axial load component.
It is the result of the blade axial aerodynamic load and pressure forces on the
rotor. A portion of this thrust load can be balanced by adjusting the radial
location of one or more of the labyrinth seals.

The core engine thrust balance system (high pressure compressor and high
pressure turbine) in the F101 uses a conventional method of thrust balancing,
i.e., the forward compressor load and aft turbine load are balanced by radially
adjusting the labyrinth seals to provide the balancing gas loads. The net axial
thrust load is taken at the No. 3 ball bearing.

Figure 12-4 illustrates the difference between the low pressure system
(fan and low pressure turbine) of a conventional engine and a geared drive
engine. The loads shown are typical for a takeoff condition of the UTW engine.
In the conventional engine, the low pressure shaft ties the turbine rotor to the
fan rotor so that the thrust bearing feels only the difference in thrust between
the rotors.

QCSEE engines have a geared drive which axially disconnects the fan
from the LP turbine, therefore, each component is required to have its own
thrust bearing. Both the OTW and UTW fans use a high thrust capacity ball
bearing from the CF6 engine. The OTW engine (fixed-pitch fan blade) has a forward
thrust load at all flight conditions where the UTW engine (variable-pitch fan
blade) will change from forward to aft load as the fan blade is actuated from
forward to reverse pitch.

The low pressure turbine thrust balance system is shown on Figure 12-5.
The LP turbine aft load is balanced by the forward balance cavity load. The
balance piston seal is located in the aft sump cavity, described in Section
12.5.2. Net aft load (aft LP turbine minus forward balance piston) is taken at
the No. 2 ball bearing. Thrust balance air is supplied from the high pressure
compressor 9th stage rotor tip and routed through a 5.09 cm (2 in.) ID pipe to
a manifold connected below the bottom vertical strut, then through the strut in
two 2.54 cm (1 in.) ID pipes to a manifold and forward to the pressure balance
cavity in the aft sump. The amount of CDP air required for thrust balance is

389

..........
 N,

Fan 71 kilo newtons

(16,000 lb)
LPT 58 kilo newtons
4 (13,000 lb)

4
13 kilo newtons
(3,000 lb)
Net
Conventional
+71 to -36 kilo newtons
(+16,800 to -8,000 lb)
58 newtons
(13,000 lb)

rin

45 kilo newtons
(10,000 lb)
Balance Piston

+71 to -36 kilo newtons 13 kilo newtons

(+16,000 to -8,000 lb) (3000 lb)
Net f I Net

Geared Drive
l

Figure 12-4. Schematic of Conventional and Geared Drives.

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0.19 kg/sec (0.43 lb/sec)'for a 0.038 cm (0.015 in.) seal clearance. A 0.152 cm
(0.060 in.) seal clearance requires 0.52 kg/sec (1.15 lb/sec).

Tice No. 2 thrust balance cavity was sized to provide a minimum of 15,000
hours bearing life when subjected to the experimental engine life cycle defined
below.

Net LP Turbine
Time, Load LP Turbine Speed
NF % Fan HP hr % Time kg (lb) rpm

105 100 1 0.04 1580 3483 8359

100 140 1 0.04 2602 5736 7961
100 130 15 0.56 2196 4842 7961
100 110 15 0.56 1504 3315 7961
100 100 150 5.59 1190 2624 7961
90 80 500 18.64 910 2007 7165
75 50 1000 37.29 313 690 5971
30 10 1000 37.29 196 431 2388
2682 100.0

Bearing cubic mean load for this experimental cycle is 8287 N (1863 lb).
Based on a dynamic capacity of 84,200 N (18,930), this bearing has a calculated
B10 life of 17, 495 hours.

12.5 BEARINGS, SEALS, MM SUMP DESIGN

Figure 12-6 shows a schematic of the main shaft bearing arrangement and
position designation.

The QCSEE engine will utili ze the F101 core whose rotor is supported by two
bearings. At the forward end is a ball thrust bearing (No. 3), which reacts the
core unbalanced thrust load, and the radial load component. This bearing is
supported from the aft flange of the fan frame. An intershaft roller bearing
(No. 4) supports the rear of the core rotor on the low pressure turbine rotor
shaft.

A face-type carbon seal is provided just aft of the No. 3 bearing and a
circumferential carbon seal is used forward of the No. 4 bearing. The No. 3 and
4 bearings with their associated parts are identical to F101 hardware. QCSEE
operating requirements are within the capability of this hardware.

The QCSEE low pressure rotor system is supported by four bearings. The low
pressure turbine rotor is supported at the forward end by a ball thrust bearing
(No. 2) and at the aft end by a roller bearing (No. 5). The fan rotor is canti-
levered from a large ball thrust bearing (1B) and a roller bearing (1R). The
low pressure turbine and fan rotors are coupled together through the reduction
gear.

392
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12.5.1 Forward Sump Definition

The forward sump, shown in Figure 12-7, contains the internal accessory
drive bevel gearsets, reduction gears, variable pitch mechanism (for the UTW
engine), and the No. 113, IR, 2, and 3 main shaft bearings and is enclosed by two
carbon seals. A tandem circumferential carbon seal is being designed forward
of the No. 1 bearing. This seal is pressurized by the same source as the other
main shaft seals and cooled by oil flowing against the underside of the runner.
A seal drain will be provided to collect any incipient leakage which will be
directed overboard to prevent core engine contamination.

The balls and cage of the No. 1 bearing will be the same as used in the
CF6. A new outer race, which will provide support over its entire length, will
be designed and fitted to the common CF6 parts. A new inner race to handle thrust
reversals, and slotted for under race lubrication, will be required. The races
and balls are M50 and the cage is AMS 6414 (AISI 4340 Steel).

The No. 1B bearing and its seal are mounted in a 6A1-4V titanium housing
which is bolted to the composite fan frame. Also mounted from this flange is
the 6A1-4V titanium housing which supports the main reduction gear. Titanium
was selected to t;e thermally compatible with the composite frame. The reduction
gear is mounted, to its support cone through a number of body-bound bolts.
Mounting the main reduction gear and No. 1B bearing to a common frame flange allows
modular assembly and disassembly of the fan and reduction gear assembly.

The No. 1R outer race and rollers are mounted in the reduction gear support
cone ana support the aft end of the fan stub shaft. This stub shaf t will be
manufactured from AISI 9310 material and the bearing journal will be case car-
burized to provide a hard contact surface for the No. 1R bearing rollers.

The No. 2 bearing is identical to the F101 bearing and is supported in a

cone housing similar to that used in the F101 engine. For the UTW/OTW demon-
strator engines, the F101 bevel gear assemblies will be mounted to a flange
provided on the aft side of this bearing cone. This cone will be 6A1-4V titanium
and the No. 2 bearing is M50 with a steel cage. The thrust load on this bearing
is determined by the balance piston located in the aft sump.

A lubrication manifold, which is a modification to one used in the F101,

will distribute oil to the No. 3 bearing, the bevel gears, and the No. 2 bearing.
This manifold will provide a jumper tube to feed the reduction gear, the No. 1B
and 111 bearings, and the variable-pitch mechanism.

12.5.2 Aft Sump Definition

The aft sump shown in figure 12-8 contains the intershaft roller bearing
(No. 4) which supports the rear of the high pressure rotor on the low pressure
rotor, and the aft roller bearing (No. 5) which supports the rear of the low
pressure turbine shaft and stub shaft. This cavity is sealed on the forward
side by a carbon piston ring intershaft seal and on the aft side by a single
circumferential carbon oil seal.

394

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The same source air that pressurizes the aft carbon oil seal also
has two other paths; one is inward through rotating holes for a buffer cooling
cavity and out radially through rotating holes, and the second path is across
the three-tooth labyrinth seal which continues outward and mixes with pressure
balance exit air.

The pressurization air supply, oil supply, overboard seal drain, vent flow,
and scavenge line are described in Section 12.3.

The pressure balance air flows across the slanted four-tooth labyrinth
seal, with the majority of air exiting outward through the ejector and mixing
with cooling air. A small percentage flows across the ejector skirt and mixes
with cooling air.

Aft sump redesign includes the addition of a balance piston cavity and the
removal of the F101 metering/scavenge pump. F101 existing hardware is retained
where possible. New hardware and modifications to existing hardware are
identified in figure 12-8 and are described as follows:

1. The rotating LP turbine thrust balance seal is a four-tooth

stepped, labyrinth design 20.4 cm (8 in.) nominal diameter having
slanted teeth tipped nominally 40° into the high pressure air
with a minimum of one-to-one height-to-pitch ratio. Teeth are
hard coated on rubbing surfaces. Axial tooth pitch is determined
by proper axial spacing between rotating teeth and adjacent
stator lands with allowance for tolerance stack-up, thrust
bearing travel, and transient thermal movement. The small tooth
at the discharge end deflects high velocity air radially outward
through the eductor. A damper ring will be used if dictated by
vibratory criteria.

2. The stationary labyrinth seal rub surface is abradable 1/32

hex-cell honeycomb made from 0.076 mm (0.003 in.) thick Hastelloy X
material. The downstream end of the stator has an ejector to
aspirate the pressurization air and prevent backflow into the
sump. This type ejector is used on the CF6 and TF39 engines.

3. A new pressure balance cavity stub shaft is required to support

the rotating pressure balance seal and adjacent hardware. The
shaft is piloted to the low pressure turbine shaft. "0" rings
are used on each side of the oil supply cavity. The stub shaft
is locked to the LP turbine shaft end by a spanner nut.

4. Modifications will be made to the low pressure turbine shaft within

the existing forging. The modifications will be in the area of
the interface to the pressure balance cavity stub shaft.

5. The bearing sump housing is designed to transfer all loads from

the existing No. 5 roller bearing to the LP turbine frame and
accommodate all sump service lines.

397

...yl
 6. The sump seal is a single circumferential carbon type with oil
cooling the underside of the race. This design has been proven
in many other General Electric engine applications.

7. The outer labyrinth seal is a straight three-tooth design with

a height-to-pitch ratio of one-to-one.

8. The lube nozzle provides oil as described in Section 12.3.

Redundant jets are designed in the nozzle.

12.6 ACCESSORY DRIVE DESIGN. UTW AND OTW

Engine accessory power is extracted from the core engine shaft through
right angle bevel gearing, and transmitted through radial drive shafting to a
top-mounted accessory gearbox and to a scavenge pump mounted in the core
cavity area on the bottom vertical centerline. To minimize the frontal area
projection of the engine, the accessory gearbox is configured to fit within the
pylon strut. Mounted to and driven from the accessory gearbox are the following
components:

• Fuel pump and control

• Lube supply pump

• Hydraulic pump

• Control alternator

• Starter drive pad.

The starter is remotely mounted to the engine support structure aft of the
accessory gearbox. A shaft will be provided between starter and gearbox. The
drive system is shown schematically in Figures 12-9 and 12-10.

To minimize program cost, the right angle bevel gearing presently pro-
posed at the main engine shaft will utilize two sets of F101 bevel gears.
Splined to the main engine shaft is a 47-tooth gear which will drive 35-tooth
gears mounted in two individual gear housings. Figure 12-11 shows this gear
housing assembly.. Figure 12-12 compares the QCSEE method of mounting versus
the F101. This configuration permits use of F101 housings without change.
Larger moment loads associated with this system will require a support between
the fan frame aft flange and the bevel gears as shown.

Gears and bearings are AISI 9310 and CEVM-M50, respectively, and the housing
is invesment cast 17-4PH. Lubrication is identical to the F101 and will be
accomplished by modifying the internal lube manifold.

398
 k:

Starter

Control Alt.

19,418 rpm

Support Bearing

Engine 14,460 rpm

19,418 rpm

Scavenge Pump

Figure 12-9. Accessory Drive System.

399
 Control Alt.

24,900 rpm

Fuel Pump & Cont.

Section AA

6,690 rpm

4 Starter
Air/Oil Separator

14,460
rpm

4,,977 rpm

Lube Supply Pump

5,977 rpm

Hydraulic Pump

Figure 12-10. Accessory Gearbox System.

400
 ,dR'IGINAL PAGE IS
DE POOR QUALITY

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Figure 12-11. Inlet Gearbox Assembly.

401
 k

FAN FRAME
RING

QCSEE F101

Figure 12-12. Comparison of IGB Mounting.

402
u9'-
The bevel gears driving the bottom-mounted scavenge pump will be very
lightly loaded in the demonstrator program and the design will require optimi-
zation for the flight design. For the UTW flight design, the 35-tooth gears
driving the top accessory gearbo,,,, and the bottom scavenge pump will be mounted
in a common housing. The flight OTW design will require a single drive to a
bottom-mounted accessory gearbox where the scavenge pump would also be located.

The radial drive shaft between the internal bevel gear and the accessory
gearbox will have a central support bearing located to keep the critical speed
approximately 25% above the shaft operating speed. The location of this bearing
is shown on the main engine cross sectional drawings. The arrangement is similar
to that used on the CF6 and CFM56 engine.

The shaft betwe,..n the internal bevel gears and bottom-mounted scavenge
pump does not requi , e a central support bearing because of its shorter overall
length.

The top accessory gearbox will be designed to use the F101 bevel and spur
gears and bearings. Efforts will be made to util'ze other F101 hardware where
applicable. Minor modifications may be required to this hardware to meet the
requirements of the QCSEE gearbox. It is planned to use a CF6 lube supply pump
which is compatible with the F101 lube pump drive speed and an idler gear will
be relocated to make the direction of rotation compatible. Figure 12-10 shows
the hydraulic pump driven by a separate gear which would be required if an F101
hydraulic pump is used. Another hydraulic pump being considered has opposite
direction of rotation and would be mounted opposite the lube supply pump,
thereby, eliminating a gear.

A new gearbox housing will be required to fit the pylon envelope available
and will be fabricated or cast from aluminum. All gears and bearings are
AISI 9310 and CEVM­M50 material, respectively.

Bevel gear meshes and associated bearings will be jet lubricated, and
spur gears and their bearings will be splash lubricated.

The right angle gearbox provided to drive the bottom-mounted scavenge pump
will require a new set of bevel gears. This bevel gear set will reduce the
radial shaft speed from 19,418 rpm to 6700 rpm. This gearbox, shown in Figure
12-13, is located within the fan frame and provides an external drive for the
scavenge pump. Access to the radial drive shaft is to be provided through the
flowpath liner between adjacent vanes. Oil is scavenged from this gearbox by
utilizing the drive gears in the scavenge pump.

403
 ,enge Pump

6708 RPM

Figure 12-13. Cross Section of Scavenge Pump Drive.

ORIGINAL' PAGE IS
OF POOR QUALITY

404
mss:__ _-

SECTION 13.0

CONTROLS AND ACCESSORIES DESIGN

13.1 SUMMARY

During the preliminary design phase, general requirements have been

established for both the UTW and OTW control systems, and based on these
requirements, basic system designs have been established. Components to be
included in the systems have been identified and their inter-relationships
generally defined.

The designs incorporate two basic control componE_.ts; a modified F101 hydro-
mechanical fuel control and a digital electronic control which is a new design.
The digital electronic control provides the primary control of the engine vari-
ables with the hydromechanical acting as a backup and providing limits.

The systems include both automatic and manual operating modes. The auto-
matic modes will provide control of all engine variables which will allow tran-
sient performance to be determined. The systems can be integrated with a remote
computer simulating a STOL transport aircraft computer, thus allowing STOL
propulsion system investigations to be performed. The manual operating mode is
included since it allows independent manipulation of controlled variables so
that engine characteristics can be completely explored. This is particularly
applicable to the UTW engine with its variable-pitch fan and nozzle.

Studies are underway to define the automatic control modes. Naturally,

more emphasis is on the UTW system because of its earlier timing and because
of the added complexity resulting from the variable pitch fan. The mode studies
are aimed at defining the best thrust control parameter for automatic power
management and at evaluating various methods of interrelating and scheduling
the controlled variables. Consultations have been held with NASA, McDonnell-
Douglas, and Boeing relative to aircraft aspects of the mode studies. One of
the tools being used in the studies is a recently completed hybrid computer
model of the engine.

Detailed design of many system components is complete or nearly complete

because existing designs are being used. Definition of the changes required
in these existing components is proceeding. With regard to the digital
control, the major emphasis has been on preliminary design of circuits. Final
detailed design and programming of the digital control will proceed as control
modes are defined.

Four advanced technology elements have been proposed for demonstration

as a part of the QCSEE controls and accessories program and some preliminary
work has been done on these. The elements are an inductive connector, a high
reliability electronic module, a fail-fixed servovalve, and a magnetic shaft
encoder.

405
 9

Progress has also been made in the area of failure detection and correction
which is another part of the QCSEE controls and accessories program. A survey
has been made on use of Kalman filtering techniques in use in other fields for
detection and correction of failures and, based on this survey, an approach has
been chosen for QCSEE.

13.2 DESIGN REQUIREMENTS, UTW AND OTW

The control system designs are based on a number of requirements, some

contractual and some resulting from the nature of the UTW and OTW engine
aesigns. The major requirements are described below.

Components - General - The system shall utilize existing controls and

accessories components as applicable except it shall utilize digital electronics
to perform functions not now performed by existing hydromechanical controls.

Digital Control General - The digital control shall be mounted on the

engine and shall interface with a remotely located aircraft computer to provide
selectable power management, failure indication, and failure corrective action.

Controlled Variables - UTW - The UTW control system shall control fuel flow,
core compressor stator vanes, fan blade pitch, and fan exhaust nozzle area.

Controlled Variables - OTW - The OTW control system shall control fuel flow,
core compressor stator vanes, fan exhaust nozzle area (flight systems only),
and thrust reverser.

Experimental Engine Flexibility - The systems shall include capability for

independently manipulating variables so that engine characteristics can be com-
pletely explored.

Automatic Control Capability - The systems shall be capable of coordinated

control of variables so that STOL aircraft propulsion test investigations can
be performed with the intent of achieving:

• Thrust control throughout specified flight map with minimum pilot

workload

• Fast thrust response

1.0 sec 62 to 95% forward thrust

1.5 sec Takeoff to maximum reverse thrust

• Specified noise and pollution goals.

Engine Protection - The system shall protect the engine from rotor over-
speeds, turbine overtemperature, and excessive compressor or fan back pressure.

406
13.3 ENGINE CONTROL SYSTEM, UTW AND OTk'

13.3.1 General Description

The control systems for the UTW and OTW are basically quite similar with
the UTW being somewhat more complex because it includes four variables (fuel
flow, fan pitch, core stator angle, and fan nozzle area) which can be manipu-
lated in the forward thrust regime to achieve an optimum balance between
thrust, fuel consumption, noise, and exhaust pollution goals. On the OTW,
only three variables are available for such manipulation (fan pitch not avail-
able). A schematic of the UTW system is shown on Figure 13-1. The OTW system
is the same except variable-pitch actuation is deleted and reverser actuation
added.

Roth systems incorporate two major controlling components, a hydro-

mechanical control and a digital electronic control. The hydromechanical con-
trol provides backup control of fuel flow, controls core compressor stator vane
position, and provides several limits. The basic fuel flow control is provided
by electrical signals from the digital control to a torque motor on the hydro-
mechanical control. The digital control also controls fan nozzle area, fan
pitch angle, core stator reset and the thrust reverser. More details on the
hydromechanical and digital controls are given in subsequent sections of this
report.

The control systems are being designed to be operated in several different

modes. Both systems will have one or more automatic modes in which the system
receives power demand inputs as it would with the engine integrated into a
STOL transport propulsion system. These operating modes are discussed in the
sections which follow. In addition, there will be a manual mode to explore
engine characteristics.

13.3.2 Automatic Control

General

The control systems are being designed for automatic modes in whir., operation
of the controlled variables is integrated to respond to input demand signals
simulating those which would exist in a STOL transport propulsion system. Studies
are currently in process exploring a variety of potential methods for inter-
relating the controlled variables. The majority of this effort currently is
being applied to the UTW system.

As a guideline for automatic mode studies, a list of general principles

was established. This has been modified some on the basis of discussions with
NASA, McDonnell-Douglas, and Boeing and may be further modified as system
design proceeds. The current list is as follows:

1. A mechanical power lever link is assumed from the aircraft to the

engine to be used as an enable and for backup fuel control only.

407
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 2. A digital electrical thrust demand signal is assumed from the aircraft
computer to the engine digital control demanding percent of available
thrust.

3. A digital electrical mode signal is assumed from the aircraft computer

to the engine digital control to select between available operating
modes such as takeoff, climb, cruise, etc.

4. The engine digital control shall compute maximum available thrust at

all flight conditions and shall be capable of setting this thrust or
any portion of it as a function of a single aircraft thrust demand
signal.

5. The engine control system shall -provide selected engine safety limits,
protecting against rotor c^erspeed,s :, i an or compressor stall, turbine
overtemperature, and compressor di-!^Atarge overpressure.

6. Manual control of thrust via the throttle shall be maintainable within

safe limits if the engine digital control and/or aircraft digital control
fails.

7. It is desirable that no throttle or thrust demand changes be required

during takeoff except in the event of an abort.

8. It shall be an objective that fan pitch shall not change if the engine
digital control fails.

9. It shall be an objective that fan nozzle area shall go to the takeoff

position in the event of a failure.

10. Detection of engine failure to produce commanded thrust shall be

achieved through a combined indication from engine parameters in the
engine digital control and a signal shall be transmitted to the
aircraft.

Thrust Control Parameter

One fundamental factor in designing for automatic control is the choice.

of a thrust control and indication parameter or parameters. This parameter
must be an accurate measure of thrust in the takeoff regime, and must be
related to other sensed engine variables in such a manner that the engine
digital control can compute and set maximum available thrust or any portion
thereof anywhere in the flight envelope.

To determine the thrust setting accuracy of various potential thrust con-

trol parameters, preliminary tolerance studies have been prepared. These
studies combine typical control and measurement tolerances, engine component.
tolerances, and engine component deterioration experience with engine cycle
characteristics into matrices which are manipulated by computer to determine
thrust tolerances using the various potential thrust indication parameters.

Initial tolerance studies revealed that the thrust control parameter used
on the CF6 engine, fan rpm corrected with inlet temperature, is not accurate on
the QCSEE/UTW engine because of significant effects of fan pitch setting and
409
 measuring tolerances. The initial studies showed airflow, thrust related pres-
sure ratio parameters, and power indicating parameters to be best from a
tolerance point of view.

Another important thrust parameter consideration is scheduleability over

a wide range of operating conditions. This is evaluated by studying cycle
data. A study of this nature using early cycle data showed that a power
related parameter such as P49/P2 (LP turbine inlet/engine inlet pressure)
which appeared favorable in the tolerance study also proved scheduleable.
These results are currently being checked using cycle data which includes an
improved representation of the variable pitch fan. Scheduleability is also
being investigated using the hybrid computer engine model recently completed.

Accuracy of measurement is another factor to be considered in judging

E thrust control parameters. The previously mentioned parameter, P49/P2, has been
virtually eliminated because P49, the pressure between the high and low pressure
turbines, is difficult to measure in the F101 advanced configuration engine.
Pressure nonuniformity across the flow path in this region requires multitap
probes to achieve accuracy. Such probes create flow path disturbances, degrade
turbine performance, and would be a maintainance problem due to high temperature,
and would be costly to introduce into the hardware. Current studies indicate
that compressor discharge static pressure (PS3) can be substituted for P49.

Still another factor to be considered is control loop stability with the

various potential thrust control parameters. This will be investigated by
means of the hybrid computer model of the engine and control system.

Thrust control parameter selection studies are continuing with emphasis

on computed parameters which basically represent gas generator developed power
or fan absorbed power. Such naturally integrated parameters are advantageous
from a measuring accuracy standpoint. Similar studies on the OTW system,
which will be simpler because fan pitch is not varied, will follow the UTW
studies.

Control Modes

Another task necessary to definition of automatic control modes is the

identification and evaluation _of the modes themselves, that is, the inter-
relationships between manipulated variables and controlled parameters.

Key operational requirements applicable to establishing automatic control

modes at various 'conditions are:

Takeoff • Set guaranteed maximum static thrust or percent thereof

• Set inlet throat Mach number for optimum noise/performance

compromise

Climb • Set guaranteed maximum installed thrust or percent thereof

• Control inlet Mach number for optimum performance

410
Cruise • Attain minimum installed SFC at required thrust level

Descent • Maintain sufficient core speed for air conditioning and

power extraction

Approach • Fast thrust response at readily controlled level up to

guaranteed maximum

• Maximize inlet Mach number and airflow for low noise

Ground Idle • Minimum thrust

• Minimum exhaust pollution

• Low noise

• RPM sufficient for centrifugal anti-icing

Studies are currently underway using UTW engine cycle data and the UTW
hybrid computer model to identify practical modes of control and to evaluate
them. Currently data are being run at takeoff and approach conditions at a
variety of thrust levels, fan pitch angles, and fan nozzle areas. These data
are being analyzed to explore the various ways in which the variables can be
combined and scheduled to achieve the requirements. The options are being
judged relative to noise parameters, accuracy, response rate (particularly at
approach), stability, and schedule practicality.

The above study efforts have not yet resulted in conclusive choice of con-
trol modes. The inherent flexibility of the digital control makes it possible
to investigate experimentally several modes before a final choice is made.

13.3.3 Manual Control

In the manual operating mode, provisions will be made for manipulating the
controlled variables independently. The control room throttle will serve as a
manual input to the hydromechanical control to provide basic control of fuel
flow by the core engine governor and various fuel flow limits in this component.
In addition, potentiometers in the control room will serve as inputs to circuits
and programs in the digital control which, through manipulation of the fuel flow
trim signal to the hydromechanical control, trim fuel flow to provide closed loop
control of such variables as fan speed, core pressure ratio, and calculated
turbine temperature.

Additional potentiometers in the control room will serve as inputs to

circuits and programs in the digital control which control the fan exhaust
nozzle and the fan pitch angle.

Engine safety limits such as max imum rotor speeds, maximum internal tempera-
tures, and maximum internal pressures or pressure ratios will be incorporated in
either the hydromechanical or digital control and will be in effect at all times,
thus protecting the engine during all exploratory testing in the manual control
operating mode.

411
 5

13.3.4 Failure Detection and Correction

In pursuing this nspeet of the QCSEE control design requirement a thorough

survey was made of current applications of Kalman filtering techniques for
automatic failure detection and correction. For example, a detailed review
was made of the NASA-Langley work done in defining Kalman filter techniques
for detecting and compensating for faults in an aircraft flight control system.

Another unique and very impressive use of these techniques was uncovered in
an industrial process control application. Lund University (Sweden) has
developed a Kalman filtering type system for detecting and compensating for
failures in automated machinery in a computer-controlled factory. This was
observed in operation and a demonstration made in which key control elements
were disconnected without noticeable effect on operation.

The Lund approach has tentatively been selected as the simplest for on-
engine control mechanization and some preliminary work has been done on this.
In general, this approach is to compute key engine and control system variables
using engine equations and characteristics. Actual and computed values of the
variables will be compared and any differences used to update the engine
equations and thus correct the computed values of variables. If any of the
directly sensed key variables deviates from the computed value to indicate
a sensing system has failed, the control system will still function using
the computed value of the variable which will be correct except for the
relatively small error resulting from detection of the failed sensing system.

Work is continuing in this area to evaluate the above approach and prepare
refined sets of engine equations for computing variables.

13.3.5 Hydromechanical Control

General Description

The QCSEE hydromechanical control is an F101 main engine control which

will contain appropriate modifications applicable to the unique requirements
of the QCSEE control system and engine. The control is capable of performing
the computation (hydromechanical) and fuel metering necessary to control engine
combustor fuel flow and compressor stator vane positioning. Woodward Governor
Co. is the vendor source for this control.

The modified F101 control will perform the following subsystem functions:

• Modulates core engine fuel flow to govern core speed as a backup to the
digital control

• Schedules acceleration and deceleration fuel flow limits

• Modifies acceleration fuel schedules for compressor discharge bleed

conditions

412
 W

• Schedules variable stator vane position

• Provides positive fuel flow shutoff and 3a_.t s core engine

overspeed

• Limits compressor discharge pressure

• Reduces fuel flow in proportion to electrical signals from the

electronic control as the primary fuel control method

• Provides power lever position intelligence to :he electronic

control

• Provides minimum fuel system pressurization

• Provides fuel flow shutoff to limit fan overspeed in response

to electrical control signals from the digital control

• Provides core stator vane reset in response to electrical

control signals from the digital control

• Provides electrical metering valve position intelligence to the

digital control

Hydromechanical Control Inputs and Outputs

The inputs to and outputs from the hydromechanical control are listed
below.

INPUTS OUTPUTS

• Pump discharge fuel flow • Metered engine fuel flow

• Power lever angle • Bypass fuel flow

• Core engine drive speed • Stator vane actuator control

pressures

• Compressor discharge pressure

• Compressor bleed port pressure • Power level electrical position

signal

• Core inlet air temperature

• Core stator actuator position • Metering valve electrical

position signal

• Electrical fuel flow .limit signal

• Electrical fan overspeed signal

• Electrical stator reset signal

413

E
 1.

Hydromechanical Control Functional Description

The hydromechanical control mechanization arrangement which indicates imple-

mentation of the various Control functions is depicted on Figure 13-2 for the
existing F101 fuel control. QCSEE modifications to the schematic arrangement
are identified in the following functional description which references
Figure 13-2.

Backup engine speed control is accomplished with the same basic governing
components that have been used in .previous Woodward Governor Company units;
a flyweight system that provides isochronous speed governing (zone C-14).
In normal operation, this system is overridden by use of a two-stage torque
motor servovalve to reduce engine speed in response to the electrical signal
from the digital control (zone B-15). Engine speed can only be reduced by
action of the electrical torque motor override system thereby requiring the
throttle to be set at 100% to enable the system. This is important in that,
should any malfunction occur in the electrical subsystem, complete control
of engine speed is still available with the hydromechanical system.

The acceleration and deceleration limiting systems use a conventional

Wf/P3 3-D cam (zone E-12) limiting schedule generated as a function of engine
speed (zone B-9), compressor inlet temperature (zone J-12), and compressor
discharge pressure (zones F, H, J-13, and 14). The opposite side of this same
3-D cam also contains the reference schedule for the core stator vane servo.
Stator servo position reference, a function of core speed and inlet tempera-
ture, is compared to actuator feedback position in a linkage system (zone E-11),
and the error positions the stator servo pilot valve (zone E-11) to port flow
and pressure to the stator actuation pistons.

The fuel metering system is designed to use simple control elements for
multiple functions. The main metering valve is a variable area shoe and rotor
(zone D-10). A constant pressure drop is maintained across the metering valve
by a bypass-type proportional-plus-integral-regulator (zones C, D, and E-10).
The bypass system also provides the pump unloading function during shutdown
(windmilling) conditions (zone B-12). For reliability purposes, the unloading
function is positively locked out during normal engine operation between idle
and maximum speed. The fuel shutoff valve (zone B-12), similar to the fuel
valve rotor, is integral with and actuated by t;^e power lever shaft (zone A-11).
Movement of the power lever to the off position mechanically actuates the
pump unloading function which provides a 1.72 x 106 II/m2 (250 psi) pump discharge
pressure during windmilling conditions for servo system regulation purposes.

A pressurization valve (zone B-12), used to provide minimum back pressure

to ensure adequate servo system pressure during low metered flow conditions,
is provided as part of the control package.

The temperature sensor shown schematically (zone J-12) provides the

control with a hydraulic signal that is proportional to temperature. The
sensor will be located to sense core engine inlet temperature for the QCSEE
engines. To meet the response speed requirements, a high conductivity zircon-
ium alloy (Zircaloy II) is used for the gas-filled coil. The gas-filled coil

414
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senses temperature which expands a bellows inside the sensor body. The bellows
applies a force at one end of the beam balance system which then changes the
area at the variable metering orifice to produce a signal for control usage in
acceleration and stator schedule computation,. The sensor is designed for the
following conditions:

• Temperature Range -53.9° C to 260° C (-65° F to 500° F)

• Response 0.5 sec @ 3.61 x 10 2 kg/sec/m2 (74 pps/ft2)

airflow
• Accuracy +2,07 x 104 N/m2 (+ 3 psi) about a linear
output schedule

• Sensitivity 2.02 x 10-4 °C/N/m2 (2.5° F/psi)

The computation system is comprised of hydromechanical components. The

hydraulic servos (conventional closed loop subsystems) use unique single-diameter,
single-acting pistons. In each of the four sensing and computing subsystems,
the modulated servo pressure is counterbalanced by a case reference pressure,
thus eliminating the need for large double-diameter ser-%Tos. This approach
permits extension of the servo stroke within a given control envelope to
achieve greater accuracy by more effective force multiplication.

The control mechanical design includes the following:

• Pilot Valve Assemblies - Pilot-to-sleeve diameter clearance,

5.08 x 10-b to 20.32 x 10- 6 m (0.0002 to 0.0008 inch). Pilot and
sleeve are matched assemblies and of similar materials.

• Seals - Fluorsilicone for external static seals, Viton A for internal

static seals. Tef-cap dynamic seals are used for the power lever,
core static feedback lever, and metering valve position transducer.

• Position Servos Aluminum pistons and sleeves, not matched,

pressure balancing grooves along the piston. The pistons drive
racks and pinions, made of 410 passivated steel, to perform
computations.

• Cams - The 3-D and 2-D cams are 440 through-hardened steel; three 3-D
cams are used.

• Cam Followers - Tungsten carbide.

• Springs - 17-7PH stainless steel is used except for temperature-

sensitive functions where temperature-compensating material is used.
For reduced cam loading, opposing (equilibrator) springs are used.

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417
 • Bearings - Roller, needle and thrust bearings are through-hardened 440
stainless steel. There are 22 carbon journal bearings. Double ball
bearings are used in the governor and tachometer ball heads..

• Torque Motor - 2 stage, 5.05 x 10 -4 m3 /sec (0.8 gpm) rated output.

• Gears - Through-hardened 410 steel except for two lightly loaded

aluminum gears.

Modifications to the control planned for QCSEE use will include the
following:

3-1) Cams - Cam schedule contours will be changed to match QCSEE

engine requirements (zone C-15 and E-12).

• Compressor Discharge Bleed Compensation - The acceleration schedule

multiplier function of CDP/CBP ratio established by the CDP/CBP
sensor (zone H-14) may have to be altered or extended for the high
bleed flows planned for QCSEE.

• Emergency Fuel Shutoff - An electrical-to-hydromechanical interface

device will need to be added to the control to accomplish shutoff
of engine fuel flow in response to an electrical fan overspeed
signal. It is planned to accomplish this function by switching
pump discharge pressure into the reference chamber of the system
pressurizing valve (zone B-12). A similar action is taken in the
event of core engine overspeed through the action of the existing
overspeed shutoff valve (zone B-10). It is planned to provide a
low-power, torque-motor-operated switching valve to be mounted on
the pressurizing valve cover to accomplish the fan overspeed protec-
tion. The flow gain of the output stage of the shutdown device will
be selected to cause closure of the pressurizing piston within 20
milliseconds after the electrical overspeed signal is sensed. This
shutdown action will temporarily place the fuel pump on pressure
relief during engine coastdown.

• Stator Reset - The existing Block I F101 controls contain provisions

for an electrically operated reset of core stator vane position.
The reset is presently initiated by energizing a solenoid (not shown
on Figure 13-2) which is similar to the idle reset solenoid (zone F-15).
The stator reset solenoid valve switches reference pressures to the
VSV load piston (zone C-11) to reset the stator control valve feedback
linkage. For the QCSEE controls it is planned to substitute a low-
power, torque-motor-operated switching valve for the present solenoid
valve.

• Metering Valve Position Signal - The present controls provide an

electrical rotary rate transducer on the metering valve shaft to
signal metering valve angular velocity (zone E-9). For the QCSEE
units, a position transducer identical to the power lever position
transducer (zone H-17) is planned to be substituted for the metering
valve rate transducer.

418
 w

• Electrical Fuel Override Authority - The present F101 controls

provide a core speed floor limitation on the electrical fuel flow
override through the action of a speed switch valve (zone C-14) which
is actuated by the core speed tachometer (zone B-9). This speed
floor setting will be changed to an engine ground idle speed value
for QCSEE by remachining the actuating linkage detent on the tachom-
eter output rack, thereby providing for full fuel control by the
digital control.

Hydromechanical Control Installation

The hydromechanicai control will be mounted on the F101 fuel pump similar
to Figure 13-3. The pump is V-band flange mounted to an F101 gearbox _pump
drive pad. Through shafting is used to provide core speed input to the control
drive spline.

For the QCSEE system it is desired to route control bypass fuel flow to
the aircraft (or facility) fuel tank, in order to reduce fuel pump temperature
rise and provide the system heat exchangers with a suitably low fuel entrance
temperature for dissipation of oil system heRt loads. Rerouting of bypass flow
will require that a mount adapter sandwiched between the fuel control and pump
interface flanges be provided. The adapter will block off the normal bypass
return to the fuel pump interface and provide an external port to discharge the
bypass flow. An extended-length drive quill shaft will be provided on the
control and carried through the adapter to engage the pump output drive spline.

The core stator vane position mechanical feedback interface will be used
identical to the F101 control installation. All hydraulic and pneumatic piping
interfaces to the control will be identical to the F101 configuration with
the exception of the bypass fuel flow adapter port.

13.3.6 Digital Control

General Description

The digital control accepts operational input demand and engine parameter
information in the form of ac and do analog signals and digital signals and
uses this information to generate engine control signals and engine condition
monitoring data. A simplified block diagram of the control is shown in
Figure 13-4. The analog signals are conditioned to a standard voltage range
and then multiplexed to an analog-to-digital (A/D) converter. The output of
the A/D converter is fed to the central processor unit (CPU) where all necessary
calculations are performed. The CPU output is fed into two circuits. One
circuit is a multiplexer that sends data out to the aircraft. The other
circuit is a digital to analog (D/A) converter circuit. The output of the D/A
converter is fed to sample and hold circuits and subsequently to the output
drive circuits. The drive circuits provide signals to the torque motors that
are used to provide engine control. Power to the control is provided by an
engine-mounted alternator. The alternator ac signal is converted to the
necessary regulated do voltages.

419
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 Digital Control Inputs and Outputs

The QCSEE digital control inputs and outputs listed in Tables 13-I, 13-IT,
13-III, and 13-IV are described below.

Inputs to the digital control consist of four classifications:

(1) instrumentation signals, (2) sensor and transducer signals, (3) power
signals, and (4) digital signals. Table 13-I is a 'list of the instrumentation
signals. These signals are all 0-10 volt levels and the only signal
conditioning required is an isolation amplifier in the digital control.
Presently there are 16 intrumentation signals being used and there are four
spare inputs that tray be used if needed.

The sensor signals are shown in Table 13-II and come from various trans-
ducers and sensors located on the engine. Some signals are ac and some are do
and have various voltage ranges. These signals are conditioned to a standard
0-10 volt level in order to be used by the digital control.

The remaining inputs are the alternator signals that provide the power to
the digital control and the digital signals that feed digital data to the
control. These are listed In Table 13-III.

The QCSEE digital control outputs are of three types: (1) torque motor
drive signals, (2) transducer and sensor excitation signals, and (3) digital
signals. Table 13-IV lists these..

Digital Control Functional Description

Input Signal Conditioners

The input signal conditioning circuits are of two types: (1) isolation
amplifiers and (2) processing amplifiers. The isolation amplifiers isolate
the instrumentation output amplifiers from the control. These amplifiers
prevent loading problems.

The signal processing amplifiers differ in design depending on the type

of input signal. These consist of demodulating circuits, frequency to do
converters, and straight-gain setting amplifiers. These circuits condition
all input signals to a standard 0-10 volt level over the signal range of
interest. The proper gains and offsets to accomplish this are set in these
amplifiers. The outputs of both isolation amplifiers and processing amplifiers
are fed into an analog multiplexer.

Analoy, Multiplexer

The analog multiplexer circuit consists of three 16-channel multiplexer

chips making a total of 48 signals which can be multiplexed. Each channel can
be addressed separately depending on the signal needed by the digital control
at any particular time. The outputs of the three multiplexer chips are connected
together and are fed to a sample and hold circuit. The output of this circuit
goes to an A/D converter circuit.

422
 Table 13-I. Digital Control Instrumentation Signals.

(1) Hydraulic Pump Pressure No. 1

(2) No. 1 Fuel Temperature

(3) Wf Manifold Pressure

(4) EGT

(5) Fuel Flow

(6) Lube Pressure

(7) Lube Scavenge Pressure

(8) Lube Oil Temperature - Cooler In

(9) Lube Oil Temperature - Cooler Out

(10) T25 Sensor AP

(11) Fan Discharge Pressure

(12) P5 Pressure

(13) Bearing Temperature

(14) Horizontal Vib

(15) Vertical Vib

(16) Core Stator Position

(17) Spare

(18) Spare

(19) Spare

(20) Spare

423
 Table 13-11. Digital Control Engine Sensor and Transducer Signals.

(1) Power Lever LVDT (linear variable differential transformer)

(2) Fuel Metering Valve LVDT

(3) Fan Pitch LVDT

(4) Fan Pitch LVDT

(5) Fan Nozzle LVDT

(6) N1T (LP Turbine rpm No. 1)

(7) N1 (LP Turbine rpm No. 2)

(8) T3 (Compressor Discharge Total Temperature)

(9) T2 (Fan Inlet Total Temperature)

(10) Psi (Compressor Discharge Stator Pressure)

(11) P2 (Engine Inlet Total Pressure)

(12) Ps 11 (Inlet Static Pressure)

(13) Ps 14 (Fan Discharge Static Pressure)

(14) P14 (Fan Discharge Total Pressure)

Table 13-111. Alternator and Digital Signals To Digital Control,.

(1) N2 Alternator Winding

(2) N2 Alternator Winding

(3) Data (Digital Signal from Aircraft)

(4) Clock (Digital Signal from Aircraft)

424
 Table 13-IV. Outputs.

(1) Fuel Metering Valve Torque Motor Current (TMC)

(2) Fan Nozzle TMC

(3) Fan Pitch TMC

(4) Fan Pitch LVDT Excitation

(5) Fan Pitch LVDT Excitation

(6) Fuel Metering Valve LVDT Excitation

(7) Power Lever LVDT Excitation

(8) Fan Nozzle LVDT Excitation

(9) Core Stator Reset TMC

(10)Emergency Shutdown TMC

(11) Sync.

(12) Clock

(13)Reset
Digital Signals - 6 Twisted Pair to Control
Room Interconnect Unit
(14)Data

(15) Sync.

(16) Reset

(17) T2 Excitation

425

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 Analog To Digital ( A /D) Converter

The A/D converter is a 12-bit successive approximation type circuit with

a conversion time of 24 microseconds. The input to the A/D converter is a 0-10
volt do signal and is converted to a digital word that corresponds to the
particular voltage at the converter input. For 12 bits, there are 4096 possible
words. The output of the A/D converter is fed to a serial digital multiplexer
and from there to the central processor unit (CPU).

Central Processor Unit (CPU)

The CPU along with the program memory form the digital computer of the
digital control. This circuit contains the arithmetic logic unit, the control
and timing unit, the scratch pad memory, the accumulator, and other logic
circuits necessary to carry out all calculations to generate the engine control
signals and other functions. This unit accepts the A/D converter signals
and the aircraft digital signals via the serial digital multiplexer. A block
diagram of the CPU is seen in Figure 13-5. The output of the CPU is fed to a
digital multiplexer whose output transmits data to the aircraft. The CPU
output also goes to a digital-to-analog converter.

Digital-to-Analog (D/A) Converter

The D/A converter has a 12-bit digital word as an input and the output
is one of 4096 possible voltage levels corresponding to the digital input.
The output of the D/A is bipolar and will be in the -5 volt to +5 volt range.
The D/A output is fed to the output drive circuits.

Output Drive Circuits

The output drive circuits consist of sample and hold circuits and the
output circuits needed to power the valves, torque motors, etc. As the digital
control performs the programmed calculations the output of the D/A converter
is sampled at the proper time and stored in a sample and hold circuit. This
value is held until the next time the program calls for this particular sample
and hold circuit to be pulsed and the next value of the calculation to be stored.
The output of each sample and hold circuit is fed to a driver amplifier. The
ouputs of the driver amplifiers are used to actuate the torque motors, and valves,
that provide engine control.

Other Circuits

Transducer excitation circuits are also provided in the digital control.

A 1.024 mHz clock signal is used to generate a 3011 Hz, 20 v p-p sine wave
signal. This signal is fed to two transducer driver amplifiers whose outputs
are used to provide the excitation voltage for the LVDT's. The 3011 Hz signal
is also used to demodulate the outputs of the LVDT's.

The emergency shutdown and overspeed circuit performs two functions:

(1) detects a failure in the low pressure system through speed rate of change
and (2) detects a low pressure turbine overspeed. If either of these conditions
exist, a fuel valve is closed to shut down the engine. This circuit is self
contained and has its own power supply.
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The QCSEE digital control power supply circuit accepts an AC signal from
an engine-mounted alternator and converts it to the desired regulated voltages.
There are three supplies: (1) a + and -15 volt supply, (2) a + and -11 volt
supply, and (3) a +5 volt supply.

Digital Control

Mechanical Design

The QCSEE digital control is a solid-state, air-cooled, engine-mounted unit.

The unit is made up of a chassis which provides mounting and which contains
electrical connectors for external communications, and a series of individual
modules which contain the electrical components and circuits.

The mechanical design or packaging approach for the digital control will
use designs similar to existing on-engine electrical controls which have been
proven on many military engine applications. To achieve the required reliability
level, the control mechanical design must consider the unique turbine engine
environment. Detail consideration is given to vibratory loads and cyclic
temperature effects with respect to materials, mounting, potting, and inter-
connections. Structural integrity of the electrical components and inter-
connections is provided by installing the components in module cans which are
filled with a soft potting compound. This approach provides vibration damping.
The digital control will be designed to meet 12 g's. Vibration scans will be
made on the complete assembly for the experimental engine. For the experimental
program, life testing the digital control at its resonant frequency points is
not planned.

Heat from the electrical components is dissipated by positive conduction

and' convection. A solid material path transfers component heat to a manifold
which is cooled by fan discharge air. This positive heat transfer concept will
result in a controlled environmental temperature. Details on module and
chassis construction are presented below.

Electrical analog circuits are mounted to printed circuit boards (PCB's).

A typical analog circuit requires two PCB's with copper runs on one side. An
anodized aluminum heat sink, which provides the high conductivity heat path to
the mounting flange, is bonded to the component side of the PCB. The electrical
components are mounted so that they rest on the heat sink and their leads pro-
trude through the plated holes. The board assemblies are wave soldered and then
tested for performance. The two board assemblies are mounted in module cans as
shown in Figure 13-6. The can is filled with a RTV potting material to a level
covering the upper edge of the PCB's. Hookup wires are attached to the exposed
pins at the upper edge of the PCB's and a clear RTV is used to fill the module
can. The above potted assembly is called a module. Each module is a functionally
discrete portion of the control. It is tested as an individual assembly and is
directly interchangeable with a like module should replacement become necessary.

Digital circuits, which use dual in-line package (DIP) components„ are
mounted on wire-wrapped PCB's or multilayer PCB's. Wire-wrapped PCB's have
terminal inserts. Interconnections are made by wire wrapping solid insulated
wire as required for a point-to-point wiring arrangement on the inserts. These

428

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STL Insert to Alum. Plate)

Control
Chassis

Cooling Fins
Module
Mounting
Screw
Cover

Figure 13-6. Typical Control Module Cross Section.

429
wire wraps and the DIP terminal interfaces are soldered to complete the electrical
connections. The DIP's for the Central Processor will be mounted on multilayer
PCB's. Multilayer PCB's are similar to one-sided PCB's except they have several
internal circuit layers. The heat sink approach could be the same also, or,
the outer surfaces may have a relatively thick layer of copper to improve con-
ductivity to the mounting bracket. The DIP's are wave soldered to the plated-
through-holes. The remainder of the module assembly, with either wire-wrapped
or multilayer PCB's, is the same as for analog circuits (see Figure 13-6).

The chassis, which houses and engine mounts the modules, connectors, and
pressure transducers, is a dip-brazed aluminum box (see Figure 13-7). Stiffening
ribs are used both inside and outside the chassis to assure that the various
loads can be safely _arried to the mounting brackets. The connector panel and
transducer mounting surfaces are also reinforced to resist the loads imposed by
the electrical cables and the pressure lines. Surfaces subjected to handling
are anodized while mating surfaces for connectors, modules, transducers, and
grounding lugs are Iridited to maintain minimum electrical resistance and to
provide improved EMI capability. The bottom of the chassis, is finned on the
outside (see Figures 13-6 and 13-7). A cover is placed over the fins to provide
channels through which fan discharge cooling air is directed. Since the modules
are mounted to the inside surface, a minimum temperature drop is required to
transfer the beat.

13.4 FUEL DELIVERY 'SYSTEM

The QCSEE fuel delivery system is primarily based on F101 engine main fuel
system components including the hydromechanical control and temperature sensor
described in Section 13.3.5. The fuel delivery system includes the following
elements:

• Fuel Control (metering section)

• Main Fuel Pump

• Fuel Filter

• Fuel-Oil Heat Exchanger (2)

These elements are interconnected as shown in the schematic of Figure 13-5.

The fuel pump is a standard F101 main fuel pump unmodified. It is a

balanced vane design of fixed displacement and contains an integral centrifugal
booster stage to charge the vane intakes. Sizing of the fuel delivery system
is indicated by the fuel pump characteristics listed in Table 13-V. A
cross section view of the pump is shown on Figure 13-2 (zone F-7).

The lube oil heat exchangers are two standard CF6 engine fuel-oil heat
exchangers connected in series.

430
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13.5 VARIABLE GEOMETRY ACTUATION SYSTEMS

13.5.1 Hydraulic Supply System

Purpose

The hydraulic supply system provides hydraulic motive power to the fan
duct nozzle (A18) actuators and fan blade variable pitch mechanism for UTW,
and thrust reverser actuators for OTW. The system consists of a hydraulic
pump, boost pump element, filter, and magnetic chip detector. These components
are sized for the UTW application which is the most demanding in terms of flow
and pressure. The same components will be used for the OTW engine.

System Description

The system is shown in Figure 13-9. A pressure-compensated hydraulic

piston pump is driven by the accessory gearbox and provides varying flow output
at constant pressure to servovalves which are part of the fan duct nozzle,
variable-pitch, or thrust reverser systems. Pump output flow is determined
by the demand from the servovalves, varying from zero at holding condition
to maximum during the engine thrust reversal transient. The supply system
is sized to provide peak transient flow for simultaneous operation of A18 and
variable pitch at engine idle speed (65% of rated). Although pump maximum
flow capability is proportional to engine speed, the output pressure is
constant and virtually independent of speed or flow.

The hydraulic system receives and uses the same oil as the engine lube
system. Once the hydraulic system is filled, however, it functions very
nearly as an independent closed system. When oil leaves the pump to the servo-
valves at high pressure, oil is at the same time returning at low pressure from
the servovalves. The servovalve incoming flow passes through a 1 x 10- 5 m
(10 micron) filter which provides servovalve protection from hydraulic pump
and engine lube system contaminants.

As the A18 actuators slew from head-end to rod-end position, there is

differential displaced volume equal to the volume represented by the actuator
piston rods. For a one second slew, this amounts to somewhat less than
1.89 x 10-4 m 3/sec (3 gpm) which must be made up from the engine lube system oil.
Also, it is necessary to provide approximately 1.89 x 10- 4 m3 /sec (3 gpm) to the
pump during steady-state holding for pump cooling. Both of these functions,
makeup and pump cooling, are provided by using an element in the engine lube
pump as a makeup and boost pump to the hydraulic pump. A relief valve across
the lube pump element acts as a pressure regulator so that the hydraulic pump
inlet pressure is sufficiently high to avoid cavitation in the pump piston
cavities. Hydraulic pump cooling is provided by virtue of mixing hydraulic oil
with lube oil which passes through the engine oil coolers. Incoming hydraulic
system makeup and cooling flow has been filtered to the 46 micron level in the
engine lube and scavenge oil filters, which minimizes the capacity required of
the fine-micron-rated hydraulic filter. A magnetic chip detector is provided in
the line returning hydraulic makeup and cooling flow to the engine lube system
so that any ferrous metal contaminants generated in the hydraulic system can
be identified.

434

1
 0 -1.89 x 10 4 m3/a 1,58 x 10 4 m3/s
4
( o- 3 gpm) 3.47 x 10 m3/s (2.5 gpm)
(5.5 gpm) Leakage

(2.5 spm)
Scavenger
Filter 1.58 x 10 4 m/s
3
Sery o
(46 m) 3.45 x 10 Pa (500 psid)
4.6 x 10 5 m 3
x 3.22 10 m3/a
(51 gpm)
1074
3,47 x m3 /s (2.5 gpm)
107 4
(5.5 gpm) 1.58 x an3/s
Heat
Exch.

1.99 x 1073 m3/s

Hyd .
Pump (31.5 gpm)
(49 gpm)
Oil Hyd,
3.09 x 10 3 m3/s
Tank Filter
6000 rpm `/
(3500 psid) (10 m) 1 x 107 5 m
7
_ _ _ 2.47. x 10 Pa
Lube 3.45 x 105 Pa
Element (50 psi)
(50 psi)
5 (31,5 gpm) 3
3.45 x 10 Pa 1,99 x 1073 m Is
3
1.14 x 10 m3/si ( Hyd. Makeup (28.5 gpm)
Wo (26 gpm)
( 18 gpm) --J
L _ _ __ (3 gpm) 1.80 x 10 3 m3/s 1.64 x 10 3 m3/s
1074
1.89 x m3/s
Lube Filter (26 gpm)
Servo
(74 m) 1,64 x 10 -3 m 3/s (250 psid) 1.72 x 1 0 Pa
7.4 x105m
A- (26 gpm)
1.64 x 1073 m3/s
Lube Oil Hyd.
Motor
(48 gpm)
3.03 x 1073 m3/s 23,000 rpm
(100 in, lb) 1.75 N/m
(36.4 hp) 2.71 x 104 W
(3000 psid) 2.07 x 107 Pa

Figure 13-9. Hydraulic Supply System Schematic.

435
 Hydraulic Pump

The pump slated for use on the demonstrator engines is an ABEX Model AP12V
pressure-compensated piston pump. This pump is qualified and in production for
the F-111 fighter aircraft and CH53 helicopter applications. The pump, shown
in Figure 13-10, is compact in size and weighs 7.7 kg (17 pounds).

The pump contains a revolving cylinder barrel which contains nine pistons.
By means of a hold-down plate and hydraulically balanced shoes, the pistons are
supported on an inclined cam plate which causes them to reciprocate as the
barrel revolves. The angle of the cam plate is varied by moving the trunnioned
hanger on which is is mounted, thereby changing the displacement of the pump.
The hanger, in turn, is controlled by the pressure compensator. Oil passes
through the main inlet and then through porting in the end of the cylinder
barrel to cylinders from which the pistons are being withdrawn. As the
cylinder barrel revolves, these pistons are forced into their bores and discharge
high pressure oil through porting in the end of the barrel to the outlet port.
The cylinder barrel, supported by a radial bearing, is driven by an internal
shaft that passes through the trunnioned hanger.

The pressure compensator regulates the volume delivered in accordance

with the demand of the system, thereby maintaining a predetermined pressure.
System pressure is directed to a compensating valve with a spool which is
held in the closed position by an adjustable spring load. When system pressure
exceeds the spring load, it moves the spool to admit system oil into a
stroking cylinder. The stroking piston then moves the hanger to a lesser angle,
which reduces the volume pumped sufficiently to maintain the desired pressure.
When system pressure is less than the compensator spring load, the spring
moves the spool to vent oil in the stroking cylinder to the pump case. The
stroking piston then retracts and an inherent .force assisted by the rate
piston spring moves the hanger to a greater angle, increasing the volume
pumped.

DESIGN FEATURES

Hydraulic Pump

Speed 5676 rpm (100%)

Output Flow 3.09 x 10-3m3/sec (49 gpm) at 100% speed

1.99 x 10-3m3/sec (31.5 gpm) at 65% speed

Pressure Rise 2.41 x 10 7 N/m2 (3500 psid)

Overall Efficiency 90%

Rated Shaft HP 5.44 x 10 4 w (73 hp)

(at 1.99x10 -3 m3sec demand)

Inlet Oil Temperature -400 to 123°C (-40° to 250° F) at 100%

speed

436
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Makeup and
Cooling'Flow 1.89 x 10- 4 m3/sec (3 gpm at 50 psid)
at 3.45 x 10 5 N/m2

Heat Rejection 4.13 x 10 3 J/sec (235 Btu/min) steady-state

5.71 x 10 3 J/sec (325 Btu/min) transient

Hydraulic Filter

Rating 1 x 10-5 m (10 p) nominal

2.5 x 10-5 m (25 p) absolute

Capacity 2.5 x 10-3 kg (2.5 gm) of contaminant

Pressure drop at 1.99 x 10- 3 m3 /sec 1.72 x 10 5 N/m2

(31.5 gpm) (25 ps.id) maximum

13.5.2 QCSEE Fan Nozzle (A18) Actuation

Descrip tion. UTW

As shown in Figure 13-11 four interlocking flaps will be driven in a

closed-loop system to provide a fully modulating exhaust nozzle. The inter-
locking flaps require positional synchronization and a linear stroke of 0.128 m
(5.05 inches). Maximum loads are 1.10 x 10 4 N (2462 lb) in tension and
0.51 x 104 N (1150 lb) in compression at each of eight load points.

Several methods of A18 actuation for the UTW application were considered.

METHOD REMARKS

(1) Hydraulic motor/ballscrews Selected for study

(2) Reciprocating fuel motor/ballscrews Rejected - High flow demand

(3) Hydraulic pump/synchronized actuators Selected for study (Final system)

(4) Pneumatic motor/ballscrews Rejected - High temperature

modulating air motor

(5) Electric motor/ballscrews Rejected - Weight and electrical

power.

(6) Mechanical drive/ballscrews Selected for study.

Results of a study of the three preferred systems showed no significant

difference in cost and weight either in development or during production. The
hydraulic pump/synchronized actuators was selected due to its low risk as a
fully modulating, rapid responding system.

438
Figure 13-11. UTW Variable Nozzle.

439
 It

Six actuators, three in each rear-cowling half, will be arranged circum-

ferentially to hydraulically power the flaps through the eight load points. The
center-mounted actuators in each half will each carry the load of two load
points and thus be slightly larger in diameter than the remaining four.
Synchronization in each cowl will be accomplished through the common center.-
mounted actuator and the structural rigidity of the flap-nozzle-flanges. Cross-
synchronization between right and left halves will be by rotary-shaft coupling
between two opposite actuators.

Hydraulic power, approximately 2.21 x 10-4 m 3 /sec (3.5 gpm) at 2.41 x 107
N/m 2 (3500 psi), will be supplied from the hydraulic pump common to the variable-
pitch fan mechanism. Flow control will be by a conventional electrohydraulic
servovalve.

Description, OTW

Due to configuration differences, the OTW variable exhaust nozzle/thrust

reverser will require a different actuating mechanism than for the UTW. It
will actually require two different actuation means, one for varying the side
panels for a fully modulating exhaust nozzle system, and one for a two-position
thrust reverser blocker door. At this preliminary stag, it appears that a
rotary cable system and power-hinge powered by n hydraulic motor will be used
for the fully modulating exhaust nozzle panels. Each panel will require 3.39
x 10 8 N-m (30,000 lb-in.) torque and rotate approximately 0.314 rad (18°).
For thrust reversing, two 0.737 m (29 in.) stroke hydraulic actuators each
working against a load of 3.47 x 10 4 N (7800 lb) are being considered. For
the experimental engine, only the thrust reverser system is planned since
there is no need to vary nozzle area for static testing.

13.5.3 Core Stator Actuation and Feedback

The core stator actuation control pressure output from the hydromechanical
control is connected to a pair of linear hydraulic actuator pistons. A
cross section view of the actuators is shown on Figure 13-2 (zone F-3).

The actuators will be F101 components modified to increase the linear

stroke by 5.08 x 10- 3 m (0.2 in,). The modification will be accomplished by
shortening the piston head axial dimension to allow increased retraction when
bottomed in the cylinder.

An F101-type core stator feedback cable provides the hydromechanical

control with a stator position signal used for closed-loop stator scheduling.
The cable is of the linear stroke type consisting of a fixed-length cable and
a fixed-length conduit. The conduit provides a stroke path and protection for
the cable. Rigging is obtained by adjusting the position of one end of the
conduit.

It will be necessary to procure a cable of greater length, but of identical

construction, for the QCSEE installation. Routing distance from the core
stator feedback crank to the control location in the pylon is longer for the
QCSEE installation. The F101 cable presently has sufficient stroke capability
to accommodate the 5.08 x 10-3 m (0.2 in.) stroke increase for QCSEE.
440

-J. .10.
F, --

13.6 SENSORS,

The engine sensors are the devices which change the parameter to be
measured into a form that can be used as an input signal to the engine digital
or hydromechanical control or , as an input signal to an indicator gage. The
sensors include the following;:

Low Pressure Turbine Speed Sensor

Core Engine Speed Sensor (AC Generator)

Fan Inlet Temperature Sensor

Static Pressure and Pressure Ratio Sensors

Position Feedback Sensors

13.6.1 Low Pressure Turbine (LPT) Speed Sensor

Purpose

The LPT shaft speed sensor produces two electrical signals that represent
the rotational speed of the low pressure turbine shaft. One signal will be
used for engine fan speed governing. The other signal will be used to limit
the rate of speed change and maximum speed in the event of a loss of fan load,
overspeed, or control failure.

Description

The speed sensor is nearly identical to that used on the F101 engine. As
shown in Figure 13-12 the sensor consists of a curved metal tube containing lead
wires, with a magnetic pickup at one end and an electrical connector at the
other. The sensor is mounted on the fan frame outer surface. The pickup head
and supporting tube extend through a fan frame strut to a point aft of the LPT
shaft front bearing. The pickup is fixed in close proximity to a flanged
ferromagnetic disk having equally spaced slots and teeth machined into the
flange.

Operation

The magnetic pickup consists basically of a permanent magnet behind a soft

iron pole piece around which a coil has been wound. The magnetic flux linking
4 the coil is high when a ferrous metal object (tooth) is placed in front of the
IC pole piece and is low with no ferrous metal in front of the pole piece (slot).
The generated voltage is proportional to the rate of change of flux in the pole
piece, and the frequency of the ac signal is proportional to the speed at which
the ferrous material (teeth) passes in front of the pole piece. The wave form
of the electrical signal is nearly sinusoidal depending upon the relative width
of slots and teeth on the rotating disk and also the width of the pole piece
relative to the slots and teeth. Signal output from the speed sensor is routed

441
F.

Figure 13-12. Low Pressure Turbine (LPT)

Shaft Speed Sensor.

442

4
to a conditioner device in the digital control which produces a uniform
voltage amplitude and wave form at varying speed so that ultimately the con-
ditioned signal is interpreted in terms of frequency rather than voltage
amplitude.

Desio Features
Speed range 0 to 9070 rpm (1151) UTW
0 to 8993 rpm (115%) OTW

Shaft speed acceleration + 1200 rpm/sec

Environment temperature -40 to 176.7° C (-40 to 350° F)

Acceleration loads 3.048 m/sec 2(10 G's)

Thermal shock -40 to 93.3° C (-40 to 200° F) in 24 DS

(4 minutes)

Vibration 5.08 x 10 -4 m (0.020 inch) DA maximum

30.48 m/sec 2(100 G's) maximum

Signal frequency 0.2 Hz/rpm

Signal amplitude 0.2 volts peak-to-peak minimum

at 10% LPT shaft speed

Air gap 3.56 x 10- 3 to (0.140 to 0.200 inches)

5.08 x 10 -3 m

13.6.2 Core Engine Speed Sensor

Purpose

An alternating current generator driven by the engine gearbox provides

electrical power to the engine digital control. In addition, a signal source
is generated which represents core engine speed and is used for engine control
and indicating purposes.

Description

The generator is a 12-pule, high-speed, four-winding, alternating current

generator. The generator, shown in Figure 13-13, is identical to that used
on the F101 engine. The generator rotor is mounted to a drive shaft which is
supported by bearings in the accessory gearbox. Each winding on the stator
functions as an independent power source with independent leads and pins in a
single connector.

A shaft seal in the gearbox permits the rotor to run in an essentially dry
environment, reducing heat genc,^ration and avoiding the possibility of metallic
particle pickup on the Alnico-9 magnetic rotor. The rotor is shielded for
retention of the magnetic segments and to provide a smooth, low disk friction
surface.
443
 —, — — 10
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ELECTRICAL SCHEMATIC

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Figure 13-13. Alternating Current Generator.

444
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Operation

The frequency of the sinusoidal wave form signal is used as an indication

of core engine speed.

Design Features

Configuration 4-winding, 6-pole pair assembly

Rotor Speed 24,903 rpm (100%)

28,555 rpm transient

Frequency 6 cycles/rotor revolution

(2490 Hz at 100% speed)

Output: % Speed Volts (rms) Amps

10 5.0 min. 0.002

100 82.5 max. 0
100 50.0 min. 0.020
115 95.0 max. 0
115 0 6.5 max.

Rotor Dynamic Balance 7.06 x 10- 6 Nm (0.001 ounce inch)

Air Gap 7.62 x 10- 4 m (0.030 in.)

13.6.3 Fan Inlet Temperature (T2) Sensor

Purpose

The T2 sensor provides the engine control with an electrical signal

representing the total temperature of the air entering the fan. This signal
will be electrically compared with the T2 schedule for engine control purposes,

Description

The fan inlet temperature sensor shown in Figure 13-14 is identical to

that used on the F101 engine. The sensor is a wire-wound resistance-type device
mounted on and protruding through the front frame into the fan inlet air stream.
The sensor consists of a sensing element and housing. The sensing element
contains a platinum wire wound on a cylindrical platinum mandrel. The wires
are insulated from each other and the mandrel by a ceramic insulant. The
element is hermetically sealed in a capped platinum sheath and the connections
are potted. The housing is a slotted airfoil which controls airflow so that
the sensed temperature is that of the free stream. A series of small holes
bleeds off the boundary layer and turns the stream, but not heavier particles,
inward toward the sensing element. The boundary layer air is exhausted out
the top. Some of the diverted air stream flows through the first slot and
carries the lighter liquid contaminants. The remaining portion of the
diverted flow goes through the second slot and around the sensing element.

445
 HIGH TEMP
POTTING h

^O A A
AIRFLOW I_ I
o a
0 O B s
SECTION A-A SECTION B-B

LEAD WIRES

WINE, 'G JOINT

PLATINUM SHEATH

ELEMENT WIRE TO LEAD WIRE JOINT F101-209+•0.62

Figure 13-14. Fan Inlet Temperature (T 2 ) Sensor.

446
 k•.,

Operation

The T2 sensor operates on the principle that a temperature increase causes

a corresponding increase in electrical resistance of the wound platinum wire.
The sensing element has a large surface area in relation to its mass making it
particularly suited to measuring a large representative air sample and providing
rapid response to small changes in temperature.

Design Features

Temperature Range -40 to 71.1° C (-40 to 160° F)

Resistance Range 168 to 256 ohms

Excitation 12.5 ma do (constant)

Accuracy +1.11° C (+ 2° F) max.

Recovery Error Less than 0.5% at

Mach 0.4

Response Time Less than 5 seconds

(to 63.2% of final value) at 48.8 kg/sec/m2
at 10 pps/ft 2 airflow
13.6.4 Absolute and Differential Pressure Sensors

Purpose

Fan inlet and discharge static pressures (PS11 and PS14) and total
pressures (P2 and P14) are sensed with static pressure taps and total
pressure probes installed in front of and behind the fan. A static pressure
tap is installed downstream of the engine compressor to sense compressor
discharge pressure (PS3). These pressure signals are routed to the engine
digital control which houses the static pressure and total-minus-static pressure
sensors. Electrical signals are generated in these sensors and used to
schedule the engine control functions.

Description

The sensors are thin-film strain gage bridge transducers identical to those
used in the F101 engine. A cross section of the sensor is shown in Figure 13-15.
The sensors receive their electrical excitation from the control and change the
AP and static pressure signals to electrical signals.

In the thin-film resistance strain gage bridge transducer [ below 6.89 x 105
N/m2 (100 psia) ], the strain member is a cantilever beam which provides a metal
substrate on which a ceramic film is deposited for electrical insulation. For
higher pressures, a diaphragm is used instead of the cantilever beam. The four
strain gage resistors are then vacuum deposited on the insulator. The
resistors are electrically connected into a bridge circuit using film-deposited
interconnecting leads.

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Overall accuracy such as +11 of point or +1.72 x 10 3 N/m 2 (+0.25sia), which-

ever is greater, has been demonstrated for pressures to 2.07 x 10 6 N/m3 (300 psia)
over the temperature range of -53.9° to 121.1° C(-65° to 250° F). Response is
dependent on pressure level. For example, a 0-3.45 x 10 5 N/m2 (0-50 psia) trans-
ducer has an approximate natural frequency of 5,000 Hz while a 0-3.45 x 10 6 N/m2
(0-500 psia) transducer has an approximate natural frequency of 18,000 Hz.

For the F101 engine, these sensors (fan pressure ratio) provide a do signal
within +]% of AP/Ps point accuracy in ambient temperatures of -53.9° to 121.1° C
(-65* F t.o 250° F). The sensor is encased and potted in a stainless steel housing.

Operation

The sensors operate on the principle of a mechanical distortion producing

a change in electrical resistance across a strain gage and hence a change in
electrical current output from a bridge circuit. Referring to Figure 13-15,
pressure is ported to the sensing diaphragm which deflects and drives a
linkage pin against the sensing beam. The beam is shaped such that it bends
and causes "stretch" on the surface to which the strain gages are attached.

Design Features

Temperature: -40 to 121.1° C (-40 to 250 F)

Acceleration Loads: 3.048 m/sec2 (10 G's)

Vibration: 12.19 m/sec2 (40 G's) maximum

Pressures:

Fan Inlet Static (PS11) 6.89 x 103 to (1 to 20 psia)

1.38 x 10 5 N/m2

Fan Inlet Total (P2) 6.89 x 10 3 to (1 to 19 psia)

1.31 x 10 5 N/m2

Fan Discharge Static (PS14) 6.89 x 10 3 to (1 to 25 psia)

1.73 x 10 5 N/m2

Fan. Discharge Total (P14) 6.89 x 10 3 to (1 to 25 psia)

1.73 x 10 5 N/m2

Compressor Discharge Static 6.89 x 10 3 (1 to 275 psia)

(PS3) 1.90 x 10 6 N/m2

Maximum Overload 20% of rated range through 3.45 x 10 6 N/m2

(500 psi)

Nominal Bridge Resistance 350 ohms

Excitation 10 VDC

449
 Full-Scale Output (open 3 my/v nominal
circuit)

Resolution Infinitesimal

Nonlinearity Less than +0.3% FS (terminal)

Hysteresis Less than +0.1% FS

Zero Balance Less than +2% FS

Thermal Sensitive Shift Less than 0.0028%/° C (0.005%/° F)

Thermal Zero Shift Less than 0.0028%/° C (0.005%/° F)

13.6.5 Position Feedback Sensors

Purpose

Rotary and linear variable differential transformer transducers will be

used to sense the position of various engine parts and components. These are:

Type

Duct Nozzle A 1 8 Actuators Position LVDT

Throttle Lever Position RVDT

Fuel Metering Valve Position RVDT

Fan Blade Pitch Angle LVDT

Descrip tion and Overation

The variable differential transformer translates the displacement of a

magnetic core into an ac output voltage which is proportional to the displace-
ment. Several different designs are used to obtain specific performance
characteristics, but basically, these transducers are constructed of one
primary coil and two secondary coils as shown in Figures 13-16.

An alternating current is fed through the primary winding. The magnetic

core couples the primary and secondary coils by conducting the alternating
field inside the coils. When the core is in center position, an equal portion
f of the core extends into each of the secondary coils and affects an equal
coupling between the primary and each secondary coil. An alternating voltage
of equal magnitude is induced in the secondary coils. With the secondary coils
connected in series opposed as shown, the output is close to zero. As the probe
is moved to either side, the coupling between the primary and one secondary coil
is increased, while the coupling between the primary and the other secondary
coil is decreased. A larger voltage is then induced in one secondary coil than
in the other, and the output voltage will be the difference between the two
voltages.

450

5
 Yt"

Input put

C1 F

Figure 13-16. Variable Differential Trans-

former Schematic.

451
 Design Features

Voltage Constant 7.07 rms nom

Frequency 3000 + 10 Hz

Wave Form - Sinusoidal

Harmonic Distortion Less than 3%

Duct Nozzle A18 Actuator

The sensed position of the fan duct nozzle actuator (A18) which is pro-
portional to fan duct nozzle area will be provided by the A18 actuator position
transducer.

Frequency 3000 Hz nom.

Wave Form Sinusoidal

Amplitude Linearly proportional to the

actuator stroke: 0 to 0.127 m
(0 to 5 in.)

Null Voltage Position 6.35 x 10- 2 m (2.5 in.)

Gain 0.08 VRMS/IN/VRMS Excitation +0.008

VRMS/IN/VRMS Excitation

Phase Shift from Excitation 0 + 0.087 rad (0 0 + 5 0 ) for in

phase signal. 3.14 + 0.087 rad
(180° + 5°) for out of phase
signal

Polarity Out of phase with excitation at

the retract position ref: 0 meters

Power Lever Position

The rotation of the throttle shaft input to the fuel control will be
supplied by the throttle position transducer.

Frequency 3000 Hz nominal

Wave Form Sinusoidal

Amplitude Linearly proportional to throttle

shaft rotation: 0 to 2.09 rad
(0 0 to 1200)

Null Voltage Position 3.49xx 10 -1 + 5.24 x 10-2 rad

(20 0 + 3 0 ) throttle rotation

452
 4

Gain 0.3667 VRMS/rad /VRMS excitation

+ 0.0344 VRMS /rad /VRMS excitation
(0.0064 VRMS/ * rotation /VRMS
excitation + 0.0006 VRMS/ * rotation/
VRMS excitation)

I Phase Shift from Excitation 0 + 0.087 rad (0 0 + 5°) for in

E
phase signal 3.14 + 0.087 rad
(180° + 5 0 ) for out of phase
signal

Polarity In phase with excitation above

3.49 x 10- 1 rad (20 0 ) throttle rotation

Fuel Metering Valve Position

The position of the fuel metering valve is supplied by the metering valve
position transducer on the fuel control.

Frequency 3000 Hz nominal

Wave Form Sinusoidal

Amplitude Linearly proportional to metering

valve stroke: 0-2.29 x 10 -2 m
(0-0.90 in.)

Null Voltage Position 2.29 x 10 -2 m (0.90 in.) of stroke

-0+ 1.27 x 10- 3 m (0.05 in.)

Gain 6.57 VRMS /m /VRMS excitation + 0.79

VRMS/m /VRMS excitation (0.167 VRMS/
inch/VRMS excitation + 0.02 VRMS/
inch /VRMS excitation)

Phase Shift from Excitation 0 + 8.73 x 10-2 rad (0° + 50)

Fan Blade Pitch Angle

The sensed angle of the fan pitch OF) will be provided by the fan blade
angle transducer.

Frequency 3000 Hz nominal

Wave Form Sinusoidal

Amplitude Linearly proportional to the pitch

angle: 0 to 2.44 rad (0° to 140°)

Null Voltage Position 1.22 rad (70°)

453
 N

Gain 0.327 VRMS/rad 4/VRMS excitation.,

+ 0.0344 VRMS/radOF/VRMS excitation
(0.0057 VRMS/°aF/VRMS excitation
+ 0.0006 VRMS /SF /MIS excitation)

Phase Shift from Excitation 0 + 0.087 rad (0° + 5°) for in

phase signal 3.14 + 0.087 rad
(180° + 5°) for out of phase
signal

Polarity Out of phase with excitation at the

retract position ref: 0 radians

13.7 ADVANCED TECHNOLOGY ELEMENTS

13.7.1 Inductive Connector

Description

An inductive connector transmits electrical signals by transformer action

rather than mechanical friction contacts. (See Figure 13-17). The connector
consists of a multiplicity of inductively coupled sections or air gap trans-
formers. Each half of the transformer consists of a coil housed in a pot core.
The input into the first coil causes a magnetic field which encompasses both
pot cores. The coil in the second pot core picks up the signal. There is a
gap between the two pot cores and coils which will contain an insulating
material. There is no metallic contact between the two transformer halves.
The result is a clamped assembly having no pins, no requirement for wiping
action, and no exposures directly to the elements. This type of connector is
less subject to errors and damage in field assembly and disassembly, corrosion,
open circuits, and grounds.

Development Status

The inductive connector is presently in the early development or bread-

board stage. Some testing has been done and the results showed that the concept
is feasible and promising. The present efforts are in the areas of minimizing
size and material investigations. Early testing was done with 0.11 m (11 mm)
diameter pot cores and the goal is to use 0.05 m (5 mm) diameter pot cores for
signals such as those required for the magnetic shaft encoder. Present plans
include having a bench demonstration model by the end of 1974.

Application on the QCSEE Engine

For a digital control system, most of the signals are ac or a frequency.

This will become more so as other digital sensors and output devices are
developed. One true digital sensor is the magnetic shaft encoder. The
encoder is another advanced technology element so it is presently planned to
use the inductive connector at the digital control end of the cable to the
encoder.

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13.7.2 High R eliability Electronic Module

Description

Conventional digital control packaging involves the mounting of dual, inline

packages to glass reinforced plastic multilayer boards. This approach has poten-
tial problems because the materials used have widely different coefficients of
thermal expansion. A typical board assembly may consist of epoxy/glass or
polyimide/glass laminates, tin-lead solders, Kovar leads, ceramic dual inline
packages, and plastic conformal coatings. During temperature cycling over the
range experienced on jet engines, the above combination of materials causes
stresses which result in "opens" at electrical connections. This approach
also typically requires eight connections in series between two integrated
circuit chips on the same board and each has a potential failure rate.

Hybrid packaging, using large or medium scale integration, offers signifi-

cant advantages for engine-mounted digital control packaging. Present hybrid
packages use materials with much less difference in thermal expansion properties
then the multilayer approach. A typical hybrid assembly uses an alumina board
with gold runs, gold-tin solder, gold fly wires, and Kovar cans and covers.
Expansion differences are significant and the potential stress problem with
temperature cycling still exists. One important advantage with hybrid over
multilayer board is that the number of connections between two integrated
circuit chips is reduced from eight to four.

The goal of the high reliability electronic module effort is to improve

the mechanical design to make the module especially suited for on-engine digital
controls (see Figure 13-18). The major effort includes using materials of
matched thermal expansion properties, improving heat transfer to reduce the
temperature gradient between the electronics and the heat sink, and to make
maximum use of large scale integrated circuits. Materials and interconnection
approaches being considered are alumina boards with runs of moly-manganese,
Kovar, or tungsten; bonded or welded electrical connections; beam leads; and
tungsten heat sinks. To improve heat transfer, approaches being considered are:

1. Mount the chips to tungsten plates and in turn weld the tungsten plates
to a tungsten heat sink which would conduct the heat to a cool chassis.

2. Bond the board to a low thermal expansion metal (or other material
with good thermal conductivity) module can using a ceramic adhesive
and use the module can wall to conduct the heat to the cooled chassis.

3. Reduce the height of the boards to shorten the heat path length.

4. Increase spacing between chips to decrease heat flux density (watts

per square inch)

5. Use a thick alumina (or other ceramic with a high thermal conductivity)
board and use it as the heat transfer path to the chassis.

6. Minimize the use and thickness of low thermal conductivity materials

such as adhesives or potting compounds.

456
 Moly--Manganese Runs
Cover
Alumina Multilayer Board

Aliminum Permanent
Beam Leads and asting
Bonded Joints

Integrated
Circuit Chip

Potting Materi ' C

i)

Objective : Improve MTBF In

Environment 20 Times

56° C
10° F)
Air

Figure 13-18, High Reliability Electronic Mod!.^,le.

457

E Y
 U

The electronic industry is continuously developing more large-scale inte-

grated (LSI) circuits and digital control components such as a central processor
unit. Future digital controls will take advantage of these developments, and
this high reliability module effort will give us the background to package LSI
chips properly.

Development Status

The high reliability effort is presently in the preliminary design stage.

The major design and development effort will occur during 1975.

Application on QCSEE Engine

The advanced hybrid technology will be applied to the program memory

module. This module contains tested LSI chips and this allows meeting the
goals of the program.

13.7.3 Fail-Fixed Servovalve

Description

A concept for a fail-fixed servovalve was defined early in 1972 (see

Figure 13-19). The servovalve is shown in the zero current input condition
and the jet pipe flow is directed toward the divider between the two receivers
so that the pressures at the ends of the spool are essentially equal. Valve
overlap allows for null shift and spool friction effects. The head and rod
ports are blocked holding the servopiston fixed.

The jet pipe moves hard over to the right upon a step input of positive
rated current. The jet pipe flow causes the spool to slew to the left until it
hits the stop. During this stroke, a pulse of flow is ported to the rod end
of the servopiston and, simultaneously, a pulse of flow is vented to return
from the end of the servopiston. If the input is now switched to zero current,
the jet pipe flow is again directed toward the divider between the two receivers.
The spool is returned to the center position. During this stroke, a second
pulse is added to the rod end of the servopiston while the head end is simul-
taneously vented. In other words, if the input is a series of square waves
of current stepping from zero to positive rated current and back to zero, the
servopiston will move to the left in small steps. The size of the step is
determined by the velocity of the second-stage spool, the area of the ports,
and the pressure difference. If the input current is in steps from zero to
negative (opposite direction) rated current, and back to zero, the servopiston
will move to the right in the same manner.

If the input frequency is much greater than the response capability, the
servovalve performs as a proportional device. When the input current is from
zero to rated, the spool goes to mid-stroke or maximum area, and allows a con-
tinuous flow to the servopiston. Pulse width modulation will cause the flow
to be proportional to "on" time. In addition, pulse amplitude could also be
varied as a function of a second parameter. The combination of width and
amplitude modulation provides a flow proportional to the product. In other
words, the valve provides a multipyling capability.

458
 ng

on

Figure 13-19. Fail-Fixed Servovalve Schematic.

459

t
 k

This servovalve concept offers the following advantages or features for

future advanced engine control systems.

1. The servopiston is essentially fixed upon loss of electrical signal

or upon "hard over" signal in either direction. A creep rate, due to
leakage, of less than 0.1% of full stroke per second is expected on
applications such as fuel metering valves.

2. The input signal requirements are compatible with digital control

techniques.

3. The servovalve is a versatile proportional device with "multiplier"

capability.

4. The concept retains the desirable features of conventional servovalves

so past experience and manufacturing techniques are applicable.

5. The servovalve can move a servopiston at a very slow rate without

feedback. The flow to the piston can be blocked a large percentage
of the time so it has the effect of a small orifice. A series of
minute steps is acceptable in most servos because the percentage
change can be tailored to meet requirements.

Development Status

A test block version of the fail-fixed servovalve was tested in 1973. A

flight type version is presently being developed under AFAPL Contract No. F33615-
74C-2007. At the present time we are waiting for quotes from two servovalve
vendors for the design, fabrication, and design assurance testing. We expect to
have servovalves for testing at GE by the first quarter of 1975.

Application o3 QCSEE Engine

The interface between the digital control and the hydromechanical control
is an electrohydraulic servovalve. This servovalve modulates the fuel metering
valve as directed by the digital control. A conventional servovalve is used
on the F101 hydromechanical control. It is presently planned that a fail-fixed
servovalve will be demonstrated on the engine in this application during the
QCSEE program.

13.7.4 Magnetic Shaft Encoder

Description

Shaft encoders are used as digital position transducers. The basic types
are contact, optical, and magnetic. The magnetic shaft encoders appear most
feasible for jet engine control applications. This type has good resistance
to hostile environments, fairly wide temperature operating range, and high
reliability. Because frictional contacts are not used, service life is essen-
tially determined by the bearings. Also, since there are no infrared or visible
light sources to decay or fail, the magnetic sensors cannot be falsely triggered.

460
I
.k .

by heat or rendered inoperable by dust, moisture, or oil mist. Totally immersed

operation in most liquids is also feasible. Both incremental- and absolute-type
magnetic shaft encoders are available. The absolute type is preferred for
engine controls because the proper signal will still exist after an electrical
power interruption.

A magnetic shaft encoder operates on the principle of discretely passing,

or suppressing, a drive signal from input to output (see Figure 13-20). The
input signal is presented to the input windings of bic sensing or read heads
while observing the output winding on each head t^ determine whether the signal
is or is not present. Logical ONE outputs appear only in the absence of dis-
crete saturating magnetic fields located in the code disc. The ZERO signal
condition results when the sensing head is in the immediate vicinity of a
magnetic area in the code and the core is saturated by flux. The coded
magnetic areas are located circumferentially in code tracks with a code track
representing each bit of the output code word. Gray code is preferred because
it requires fewer leads.

Development Status

Magnetic encoders with Gray code and with temperature capability to 204.4° C
(400° F) are being developed under AFAPL Contract No. F33615-74-C-2007. Shaft
encoders with Gray code and 121.1° C (250° F) have been ordered and these are
expected by November 1974. These units will be used to develop the circuit for
excitation and interrogation of the Gray code. Later this year, the 204.4° C
(400° F) encoders will be ordered. These will be designed specifically for the
on-engine environment.

Application on QCSEE Engine

The ruagnetic enccder will be used as a position transducer. Present plans

are to use it for sensing fuel metering valve position. The existing sensor is
a rotary variable differential transformer. An adapter will be required to
mount the encoder because of the size difference. A layout study is planned
to determine mounting requirements.

An alternate application is sensing fan nozzle position. In this applica-

tion, the conventional sensor will be a linear variable differential trans-
former installed inside a hydraulic cylinder. The adapter will include a linear
to rotary motion device and the encoder would be externally mounted to a hydrau-
lic cylinder. A study is planned to determine feasibility and installation
requirements. This study is needed because the fan nozzle doors are thin in
the radial dimension.

13.8 VARIATIONS FOR FLIGHT ENGINES

One of the major changes which would be made in designing for a flight
engine would be to reduce the complexity of the hydromechanical control. The
F101 control being used on the demonstrator for reasons of economics and
expediency has several features which would not be included on a QCSEE flight
engine. In addition, certain functions of the hydromechanical control such as
core stator vane control and accel/decel fuel flow limiting might be switched
into the digital control.
461
 1 2

(2)

Ob,jecti
Magnetic Area

Rc

Connec

1 2 1 2 12 1 2
Drive Return

Common

Outputs

Figure 13-20. Magnetic Shaft Encoder.

462
 N:

Other changes would undoubtedly arise as a result of optimizing for a

specific aircraft. Obviously it is not possible to identify such changes at
this time but they would fall into the categories of control logic, component
sizing, component packaging, and component arrangement.

Relative to component packaging, a major area that would change is the

digital control. The demonstrator approach is to use polymide two-sided
circuit boards for the analog modules and the wire-wrapped digital boards.
Only one digital module will use multilayer molymide boards and one hybrid
module with an alumina board will be demonstrated. The flight version of the
digital control will use predominantly hybrid packaging and large-scale
integrated circuits.
 11

SECTION 14.0

NACELLE AERODYNAMICS DESIGN

14.1 SUMMARY

Preliminary nacelle aerodynamic flowpaths have been established for UTW

and OTW experimental and flight propulsion systems. These designs integrate
aerodynamic and acoustic requirements into high performance nacelle configura-
tions which meet the overall objectives of the QCSEE program for the development
of quiet powered lift engines for short haul transport aircraft. This section
discusses the design status as of the PDR at NASA Lewis on June 25 and 26, 1974.
The UTW and OTW propulsion systems are presented in light of the installation
and cycle requirements. Differences between experimental and flight nacelles
are also discussed. Component aerodynmaic model test programs for new tech-
nology areas such as high throat mach number inlets and reverse flow inlets for
UTW and OTW target reversers are in place to provide the necessary design infor-
mation in these critical areas.

14.2 DESIGN REQUIREMENTS

The QCSEE UTW and OTW propulsion systems must be designed to meet the
powered lift requirements and noise goals at takeoff and landing (approach,
reversal) while providing high performance at altitude cruise conditions.
Therefore, there are both internal and installation design requirements which
must be considered in order to arrive at a balanced, high performance propul-
sion system. Important requirements for the QCSEE engines are discussed in the
following section.

Installation

The UTW and OTW propulsion systems are to be representative of a four-

engine aircraft installation having an unswept, moderately tapered wing plan-
form. Since the wing flowfield for this design is essentially free of cross
flows, engine nacelle and pylon design can be symmetrical about the vertical
centerline. The propulsion systems are to be designed for low drag at 0.72
cruise Mach number. Engine installation must be such as to provide powered
lift jet deflection angles of 30° for takeoff and 60° for landing approach.
The inlet must be capable of operating without separation at 50° angle of attack
at an aircraft speed of 41.18 m/sec (80 knots). 90° crosswind operation must be
separation free up to 18 m/sec (35 knots).

Full-power reverser utilization is required down to 5.15 m/sec (10 knots)

ground speed.

Propulsion Systems

The aerodynamic design of the QCSEE propulsion systems must integrate aero/
acoustics requirements into a high performance nacelle configuration which meets
engine cycle and installation needs.

464
 U.

The inlet is a hybrid design which utilizes high throat. Mach number and
acoustic treatment panels for fan noise suppression. The required throat Mach
number for design level of suppression has been established at 0.79 for takeoff
levels; no acoustic splitters are required.

The fan duct must accommodate extensive acoustic treatment on inner and
outer duct walls and an acoustic splitter for the 609.6 m (2000 ft) runway
experimental nacelle noise goals. Splitter length for the UTW nacelle must be
101.6 cm (40 in.) long; the OTW splitter must be 76.2 cm (30 in.) long. An
average duct Mach number of 0.45 is required over the acoustic splitter region
for noise suppression. The flight propulsion systems do not require acoustic
splitters to meet 914.4 m (3000 ft) runway noise levels.

Separate flow concentric fan and core exhaust nozzles are used on the
UTW engine, while a confluent (partially mixed) nozzle with a single-exit
throat is used on the OTW engine. The exhaust nozzles must be variable to
accommodate engine cycle area requirements in both cases. Table 14-1 shows
the degree of variability required for UTW and OTW propulsion systems.

Additional area variation capability is required to meet reverse thrust

area needs. While not specific requirements, the UTW fan nozzle area flares
open to 33,548 cm 2 (5200 in. 2 ) for reverse flow entry, and the OTW blocker-
type reverser must provide approximately 19,355 cm 2 (3000 in. 2 ) effective area
reverse flow turning losses. (Experimental scale model programs are in place
to establish the real needs of these areas in reverse.)

UTW core nozzle effective area requirements are 3335 cm2 (517 in. 2 ) and
3226 cm2 (500 in. 2 ), respectively, for takeoff and cruise which can be pro-
vided by a fixed physical area of 3558 cm 2 (543 in. 2 ); OTW core effective area
at the mixing plane must be maintained at 3884 cm2 (602 in. 2 ) throughout the
engine operating envelope.

In reverse, the UTW and OTW propulsion systems must provide a minimum of
35% of maximum forward thrust at static conditions.

Table 14-1. Propulsion System Exhaust Area Requirements.

OTW Effective
UTW Effective Fan Combined Nozzle
Power Setting Nozzle Area Area

Takeoff/Approach 15,626 cm 2 (2422 in. 2 ) 17,490 cm2 (2711 in.2)

Cruise 12,013 cm2 (1862 in. 2 ) 14,897 cm2 (2309 in.2)

465

. m'.)J
14.3 UTW NACELLE AERODYNAMIC DESIGN

The UTW experimental propulsion system nacelle aerodynamic design is shown

on Figure 2-5; the flight propulsion system is shown on Figure 2-7. The nacelle
designs shown on these figures reflect the integration of aerodynamic and acoustics
requirements in the inlet, fan and core ducts, and nozzles, to provide a high
performance propulsion system for QCSEE. This section discusses the important
aerodynamic features of the nacelle designs, pointing out differences which exist
between experimental and flight propulsion systems.

Inlet

The inlet contours for the UTW propulsion systems are shown in Figures
2-5 and 2-7. The internal contours for both configurations are identical.

Integration of the QCSEE inlet operating requirements results in some

unusual design features relative to normal CTOL requirements. Figure 14-1
shows the throat Mach number levels that result during typical QCSEE and CTOL
flight placards. Two points are significant:

1. The engine airflow schedule has been designed to provide constant

corrected airflow from takeoff to cruise. This allows the inlet throat
Mach number to be elevated at takeoff to facilitate fan noise suppres-
sion without the use of variable inlet geometry.

2. The QCSEE inlet has been sized to provide relatively higher throat
Mach numbers at takeoff, compared to a conventional inlet.

In selecting the elevated design throat Mach number limit for QCSEE,
the practical upper limit is dictated by consideration of a typical inlet
recovery characteristic such as Figure 14-2. Large degradations in inlet
recovery are encountered at one-dimensional throat Mach numbers on the order
of 0.82, due to effects of radial throat velocity gradient and boundary layer
growth along the inlet lip. Consequently, in order to provide margin for effects
such as engine-to-engine flow variations, flow variation due to operational
effects on engine tolerances, and inlet-to-inlet throat area variations, a
practical upper design limit of 0.79 was selected for the QCSEE inlet throat
Mach number.

The definition of the inlet internal lip contraction ratios needed to

satisfy the QCSEE operational requirements was facilitated by consideration of
separation boundaries expressed in terms of specific corrected airflow versus
inlet angle of attack for several representative contraction ratios (Figure
14-3). The QCSEE maximum inlet upwash angles of approximately 50° at takeoff,
34° at approach, and 30° at flight idle are indicated at the corresponding
specific flows. Due to the different operating conditions imposed on the inlet
(i.e., angle of attack for the bottom lip and crosswind for the side lips),
the inlet will have a symmetric throat and diffuser, but an , asymmetric external
lip shape, which is thickened locally for angle of attack (bottom) and crosswind
(sides). The values indicated in Figure 14 -4 for the local contraction ratio
are those numbers selected prior to substantiation from the 30.48 cm (12 in.)
inlet wind tunnel test program at NASA LeRC.

466
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Figure 14 - 4. QCSEE Inlet Lip Design.

470

_ t
 Selection of the &.Ktorna.1 cowl contour was based upon dual consideration of
low-speed and high­vpeod performance characteristics. The nose shape required
for acceptable low-speed operation, where the combination of high inlet mass-flow
ratio and high inlet flow incidence tends to produce a velocity peak on the
internal surface, was determined by three-dimensional potential flow analysis of
several external shape, diameter, and length ratio variations. Intent was to
select a design that reduced the internal velocity peak, which could otherwise
result in flow separation, and also satisfied the high speed design requirement.
The cowl shape meeting these requirements with the highest diameter ratio,
DHL/DMAX at a given length ratio, X/D max. was selected to minimize Nacelle
diameter. A DHL/DMA { of 0.905 with an X/DMA{ of 0.200 resulted as seen from
Figure 14-5.

The assimilation of all the design requirements and design data results
in the inlet preliminary design contained in Figure 14-6.

Fan Bypass Duct and Nozzle Design

The fan duct shown on Figures 2-5 and 2-7 is designed for extensive use of
acoustic treatment on the inner and outer duct walls. A 101.6 cm (40 in.) long,
3.048 cm (1.2 in.) thick acoustic splitter is installed in the fan duct to meet
610 m (2000 ft) runway, 152.4 m (500 ft) sideline noise goals for the experi-
mental engine. The duct geometry is sized to provide an average duct Mach
number of 0.45 (see Figure 14-7) in the splitter region at takeoff power and
results in a nacelle maximum diameter of 200.15 cm (78.8 in.). Also shown on
Figure 14-7 are duct Mach number characteristics at cruise and the actuator
fairing blockage effects. Similar characteristics for the reverse mode are
shown on Figure 14-8. An evaluation of Mach number distribution in the inlet
section in the reverse mode was not made because of the complexity of the fan
flow field. Velocities in this region will be established from engine tests.
The flight propulsion system, which is designed for 914 m (3000 ft) runway
use requires no acoustic splitter; the fan duct is therefore, 17.78 cm (7 in.)
shorter than the experimental nacelle because axial location of the nozzle hinge
is no longer dictated by the splitter trailing edge position. Both the experi-
mental and flight propulsion system nacelles employ a low leakage four-flap
variable fan nozzle for maintaining area requirements between takeoff and cruise.

Nozzle flap length in both cases is 45.72 cm (18 in.). During thrust re-
versal, the nozzle flz,ps rotate outward to provide a flare inlet (exlet); flap
angle in reverse is 2e.5° with respect to engine centerline. The reverse flow
inlet area at the flap trailing edge is approximately 33,548 cm 2 (5200 in.2).

Nozzle geometry at the 0.72 Mach number cruise condition is characterized

by an external boattail angle of 20°. This angle would normally be considered
too high for a 0.8 Mach number cruise application, but for 0.72 Mach number,
acceptable cruise drag is achieved. Fan flow inclination at the flap exit is 14
degrees inward at cruise to maintain attached flow on the core cowl section
external to the fan nozzle. The core cowl angle ,itself is 13.5° relative to
the engine centerline.

471
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Cowl Length Ratio, X/Dmax

K Figure 14-5. Cowl Geometries that Satisfy Low-Speed Nose Shape

Requirements.

4 72
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Figure 14-6. UTW and OTW Inlet

473
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 Core Nozzle Design

The core nozzle is an annular convergent nozzle having a fixed exit area of
3558 cm2 (543 in. 2 ). The nozzle duct length is established on the basis of
acoustic treatment length requirements and the desired axial separation of fan
and core nozzle exit planes to avoid hot core ingestion during thrust reverseal.
The aerodynamic flowpaths for the experimental and flight nacelles are identical
(see Figures 2-5 and 2-7).

Pylon Design

The internal pylon is integrated into the fan OGV system, the nose being
formed by a fat OGV housing the radial drive shaft. The pylon shape (thickness)
from leading edge to maximum thickness, 40.64 cm (16 in.), over the turbine frame
(station 248) has been determined by fan aerodynamic design considerations to
eliminate fan back pressure in the pylon region. The internal (scrubbed by fan
flow) pylon closes out with a 12° half angle boattail and extends slightly beyond
the core nozzle exit plane.

The external pylon above the nacelle is 50.8 cm (20 in.) wide to accommodate
the controls and accessories (C & A) packaging; the 50.8 cm (20 in.) width is
blended into the internal pylon by undercutting along the C & A pylon and nacelle
interface ahead of the fan nozzle exit plane. Refer to installation drawing shown
on Figure 15-1.

The flight and experimental engine propulsion systems pylons are identical
internally; however the experimental pylon is simplified to better fit the out-
door test facilities. The simplification does not affect the aerodynamic flow
characteristics.

14.4 OTW NACELLE AERODYNAMIC DESIGN

The OTW nacelle aerodynamic design is shown on Figures 2-9 and 2-11. These
two figures represent the experimental propulsion system configuration and the
flight propulsion system,respectively. This section describes the important
aerodynamic design elements of these systems and discusses differences between
flight and experimental nacelles which result from special requirements for
testing and mechanical design implementation for the experimental nacelle.

Inlet Design

The OTW propulsion system utilizes the same inlet as the UTW propulsion
system. Since airflow level is the same for both engines and operational
characteristics, cross wind and inlet angle of attack are nearly identical
(except for small differences in angle of attack attributable to engine location
with respect to wing flow field). Refer to Section 14.3 for inlet aerodynamic
design details.

476

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Fan Bypass Duct and Nozzle Design

The fan duct geometry used in the OTW nacelle is identical to that of
the UTW propulsion system between the OGV exit plane (station 200) and the UTW
flare nozzle hinge ring (station 246). Nacelle maximum diameter is 200.152 cm
(78.8 in.) based on duct Mach number acoustics requirements. For the experimental
engine propulsion system, a 76.2 cm (30 in.) long, 3.048 cm (1.2 in.) thick
acoustic splitter is positioned within the fan duct. An average Mach number over
the splitter region of 0.45 is maintained for acoustics needs. The duct is of
sufficient length to accommodate required acoustic treatment on inner and outer
walls. The flight nacelle meets acoustics goals [ 914.4 m (3000 ft) landing
field length aircraft] without the splitter, and the duct Mach number in this
region drops to about 0.4.

The fan duct inner and outer walls are circular in cross section with a
transition to a "D"-shaped nozzle beginning in the vicinity of the LP turbine
rear frame. The fan and core streams flow confluently through the aft duct aAd
exit through a nozzle having an aspect ratio (width/height) = 3.07 at takeoff.
The nozzle contains side flaps for exhaust area control and a blocker-door-type
reverser. The exhaust system is schematically shown on Figure 14-9.

The overall duct and nozzle system length is increased 25.4 cm (10 in.) for
the experimental engine to satisfy requirements for rotatability of the nozzle
for Peebles (180° rotation) and NASA Lewis testing (90° rotation), and also to
satisfy acoustic treatment requirements in the co pe nozzle. The plane of
rotation has 'been established at station 254, 15.24 cm (6 in.) downstream of
the turbine mounting system.

Important OTW nozzle geometric parameters are schematically shown on Figure

14-10. Proper selection of these parameters is required for obtaining the jet
flap turning required at takeoff and approach flight condition without encounter-
ing large subsonic cruise drag losses.

To achieve jet turning over flap systems having radius r, the jet exhaust
must be spread out over the flap span. This spreading out causes the jet to thin
down making it possible to negotiate the turn via coanda effect. The spreading is
enhanced by the nozzle deflection angle (0) and aspect ratio (width/height, w/h).
These two parameters are interrelated such that any number of combinations would
provide the desired jet turning for a flap of given radius. However, nozzles
having large height/flap radius ratios also require large nozzle deflection
angles, which in turn create steep boattail angles, R, (since A is a function of
S) and high cruise drag. Hence the OTW exhaust system must strike a balance
between each of these parameters to ensure good-turning characteristics during
powered lift flight and low drag at cruise.

In order to achieve maximum jet flow turning (60°) over the wing flaps at
approach conditions a nozzle height/flap radius ratio of 0.3 has been selected.
The exhaust flow is inclined downward toward the wing upper surface 13 0 30' with
respect to the engine centerline. This flow inclination angle results in a
nacelle boattail angle of 28.5° at the top of the nozzle. Considering the low
cruise Mach number 0.72 and the desirability of keeping wing geometry simple (free

477
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479
of ex"ttdrieous deflector devices, for instance), the higher boattail angle and
associated drag are an acceptable trade for a 0.72 cruise Mach number aircraft
design. Flow spreading is further enhanced by the side flap area variation
concept employed. These flaps, open at takeoff and approach power, make it
possible to maintain airflow as high as possible for inlet Mach number control
(Mthroat - 0 .79 at takeoff) for noise abatement. At cruise conditions, the
side flaps close for area control and to minimize jet spreading for high cruise
performance.

Core Nozzle Design

The core nozzle is designed to provide matched cycle conditions at the

point of confluency with the fan flow. The core exit area is matched to the
fan duct flow area at this point so that a stream static pressure balance is
achieved. The core nozzle effective area is 3884 cm 2 (602 in.2).

For the experimental propulsion system, the core nozzle is designed to

utilize the UTW core nozzle centerbody. Core duct length is dictated by acoustic
treatment requirements for the 610 m (2000 ft) runway noise goals. Wing skin
temperature problems related to hot core exhaust scrubbing are eliminated by
utilizing a steel plate simulated wing surface. The flight propulsion system
core nozzle design is shorter, having a less severe noise problem [(914 m (3000
ft) runway], hence less treatment length. Wing temperature problems are allevi-
ated by canting the core nozzle and centerbody upward to provide a greater dis-
placement of hot gases above the wing surface. This same concept is employed
by the Boeing Company on the AMST aircraft program.

Thrust Reverser Design

Thrust reversal is accomplished by deployment of a fixed-pivot blocker door

reverser stowed in the top of the OTW nozzle. The pivot point is located to
position the blocker an appropriate distance aft of the emerging fan and core
streams to avoid fan and core backpressuring. Final reverse flow direction is
accomplished by an articulating lip at the top of the blocker door. The proper
area is achieved by the formation of an aerodynamic throat across the lip of
the reverser.

Pylon Design

The mounting system employed on the OTW flight propulsion system does not
require a structural pylon as on the UTW configuration. However, a small acces-
sories pylon positioned on the bottom of the engine cowling is employed for C & A
packaging and drain systems. The aerodynamic blockage caused by the accessories
pylon causes no real problem in meeting fan duct design objectives.

The OTW experimental propulsion system will employ the same pylon and engine
mounting system used for UTW propulsion system. The pylon shape inside the fan
duct is identical to the UTW system back to the pylon maximum thickness (station
248), beyond which point it closes out into a 15° (half angle) boattail inside the
common exhaust nozzle. Aerodynamic cleanliness is achieved in the 90° and 180°
nozzle rotation positions by appropriate side plate filler pieces which close out
the pylon with the nozzle duct wall.

480
 N _..

14.5 SUPPORTING DATA

Much of the high bypass ratio fan exhaust system design experience obtained
from TF39, CF6, and Quiet Engine programs can be applied to the QCSEE engine
propulsion systems. Experimental programs are in place for new technology areas
critical to successful completion of the QCSEE contract. These programs include
(1) inlet aerodynamic tests for high throat Mach number, high angle of attack
capability required for meeting noise goals, and STOL aircraft takeoff and
landing angles of attack respectively, (2) reverse flow inlet/exlet aero-
dynamic development tests_, and (3) OTW nozzle and target reverser. Each of
these programs is discussed in the following paragraphs.

UTW/OTW Inlet

The inlet development plan uses both 30.48 cm (12 in.) and 50.8 cm (20 in.)
scale model inlet testing to arrive at the design for the boiler plate and com-
posite inlets. The formulation of the inlet plan allows utilization of the 30.48
cm (12 in.) model test results in designing the 50.8 cm (20 in.) model test
hardware.

The QCSEE contract requirement for the inlet must either meet or exceed the
operational requirements of both the YC15 EBF and the YC14 OTW (Figure 14-11).
The fixed demonstration points are an 18 m/sec (35 knot), 90° crosswind and a
50° angle of attack at the 41.18 m/sec (80 knots) conditions. The inlet must
operate satisfactorily at these demonstration points over a range of airflows
from idle thrust to maximum thrust.

Assimilation of the design requirements produced the test matrix described

in Table 14-II. Execution of this matrix during June 1974 resulted in 583 data
points from four inlet configurations. Figure 14-12 shows one of the inlet con-
figurations installed in the NASA LeRC 2.74 m x 4.57 m (9 x 15 ft) wind tunnel.

Representative recovery data from the 30.48 cm (12 in.) scale model wind
tunnel testing (14-13) indicates that it is possible to meet the design goals
of 50° angle of attack with a 0.79 throat Mach number at the 41.18 m/sec (80
knots) takeoff and approach velocity. The excess angle of attack capability
may be utilized as safety margin or to reduce the allowable inlet contraction
ratio. The separation boundaries (Figure 14-14) for the inlet indicate a viable
configuration between the 0.79 takeoff throat Mach number and the approach flight
idle (minimum airflow) range of 0.38-0.46. Slight differences between the
separation boundaries as indicated by the Kulite and steady-state measurements
has been at least partially explained by calibration differences.

To assist in rapid assessment of data and test direction purposes, on-line

indications of recovery and distortion were generated via Kulite high-response
transducers programmed into an analog computer (Figure 14-15). Clear evidence
of separation is manifested by the abrupt decrease in recovery and increase in
distortion. Amplitude fluctuations in the above parameters occur since the
Kulite/analog computer system provides real time, high frequency response
calculations.
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482
 Table 14-II. 30.48 cm (12 in.) Inlet Test Matrix.

Model Variables

`"HL -RL X External

D Forebody
DTH DMAX

1.17 0.905 0.2 DAC

1.21 0.905 0.2 Series 1
1.25 0.905 0.2
1.21 0.935 0.175 NACA 1 - Series

Test Condition Variables

Angles of Attack
0°, 15°, 30°, 40°, 50°, Separation -5°, Separation +5°

Tunnel Velocities
Static, 18 m/sec (35 knots) x Wind, 41.18 m/sec (80 knots),
61.73 m/sec (120 knots)
Inlet Throat Mach Number
Flight Idle, 0.60, 0.70, 0.75, 0.79, 0.82, Max. Flow
Measurements
Inlet Wall Static, Inlet P T , Selected Time Variant P t & PS

483
 ppopp-
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Figure 14-12. QCSEE 30.48 cm (12 in.) Inlet Model in NASA Lewis 2.74 x 4.57 m
(9 x 15 ft) Wind Tunnel.

ORIGINAL PAGE IS
OF POOR QUALITY
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Lewis 2.74 x 4.57 m (9 x 15 ft) Wind Tunnel
Tests.

487
 At each throat Mach number setting, an angle of attack sweep was made from
zero degrees to a point beyond inlet separation. Both steady-state and Kulite
dynamic measurements were employed for this purpose, The steady-state indicators
included lip wall static and diffuser exit total pressures in order to determine
whether each separation originated at the lip or in the diffuer. From Figure
14-16, preliminary data at 41.18 m/sec (80 knots) show that the 1.21 and 1.25
contraction ratio designs provide unseparated inlet capabilities that are
comparable and about 25 0 greater than the 1.17 contraction ratio in the 0.6-0.8
throat Mach number region. Thus, either of the former designs satisfies the
0.79 throat Mach/50° angle of attack requirement, with the 1.25 design being
slightly better near the flight idle power setting (0.38-0.46 MTH as presently
defined).

13.97 cm (5.5 :.n.) Exlet Aerodynamic Development Program

Figure 14-17 shows the QCSEE UTW scale model nacelle and exlet configuration
installed on a 13.97 cm (5.5 in.) fan in the 2.74 m x 4.57 m (9'x 15') wind
tunnel at NASA Lewis Research Center. This test program, scheduled for August
1974, will provide reverse mode airflow and exlet recovery characteristics
expected of the QCSEE UTW propulsion system for a range of ground speeds
between static and 66.91 m/sec (130 knots). Static pressure measurements on
the flare internal and external surfaces and also on the fan inner flow path
will be made for aerodynamic loading information and also for diagnostic infor-
mation during data analysis. Dynamic instrumentation (two 4-element rakes) will
also be used for unsteady flow analysis.

The test matrix shown on Figure 14-18 includes 11 flap length/flare angle
combinations as shown. Mechanical constraints for a reasonable QCSEE configura-
tion limited flare an g le to 36° and flap length to 55.88 cm (22 in.). Reasonable
exlet recovery dictates a lower boundary for area ratio of 1.4. Thus, within the
above design constraints, the test matrix covers the region of interest using a
typical "design-of-experiments" methodology.

Each of theseconfiguration's will be tested at four velocities, 0, 20.58,

41.18, and 66.91 m/sec (0, 40, 80, and 140 knots) including some 18 m/sec (35
knot) crosswind testing, and will simulate an exlet airflow range from 204 to
317 kg/sec (450 to 700 lb/sec) relative to full scale.

OTW Nozzle/Reverser Aerodynamic Development

A 20.32 cm (8 in.) diameter two-flow scale model test is planned for November-
December 1974, at FluiDyne, to establish the aerodynamic flow path and performance
for the OTW nozzle and thrust reverser. These tests will simulate the OTW nozzle
configuration from approximately the LP turbine frame aft. Important takeoff
mode internal performance information on fan and core flow matching characteristics
at the core nozzle exit plane will be derived in addition to the usual nozzle
flow and velocity coefficient data. These flow matching characteristics will
provide a base line for reverse thrust analysis and selection of reverser blocker
door axial position.

Ckne of the important requirements of the OTW nozzle design is achievement of

jet turning over the wing flap surface to provide powered lift during takeoff and

488
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approach. Some experimental results which show some of the critical parameters
for jet turning are presented in Figure 14-19. This figure shows the relation-
ship between jet flap turning angle (6) and nozzle deflection angle (A) for a
range of nozzle height-to-flap radius ratios (h/r) between 0.3 and 0.66. The
QCSEE OTW nozzle design status as of the PDR data (vertical, line at 0 = 13° 30')
indicates that the 60° of required turning at approach power can be met provided
the nozzle height/flap radius ratio, h/r, = 0.3. The reference data was obtained
from NASA Langley data as presented by J. Johnson in SAE Paper 740470, Dallas,
Texas, April/May 1974.

492
 80

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Figure 14-19. Effect of Nozzle Deflection on Turning Angle

(Reference: SAE Paper 740470, Figure 4).

493
 u

SECTION 15.0

NACELLE MECHANICAL DESIGN

15.1 SUMMARY

15.1.1 UTW Flight Propulsion System

The "flight" Under-the-Wing propulsion system installation is shown in

Figure 15-1 and 2-7. The nacelle maximum diameter is 198 cm (78.8 in.), and
the overall length is 414- cm (163.0 in.) to the fan exhaust plane (engine
station 256.5) and 535 cm (210.7 in.) to the tip of the core exhaust nozzle
plug (engine station 304.2).

The short-haul aircraft using the UTW propulsion systems has high wings
with externally blown flaps for powered lift (see Figure 17-2). This con-
figuration results in a height to the bottom of the nacelle of approximately
3.05 m (10 ft). Therefore, a maintenance stand will be required to reach the
engine accessories. A top-mounted accessory gearbox has been selected for the
UTW installation because it yields several significant advantages in combination
with the use of the integrated nacelle concept.

• Reduced Frontal Area - The top gearbox fits in the silhouette of the
aircraft pylon and eliminates the bulge at bottom of the nacelle
required for accessories mounted under the engine (reduced aerody-
namic installation losses).

• Shorter Pipes and Wires - With accessories on top, the result is

shortest "run" from the engine to the accessories and then on to the
aircraft wing. On the DC-10/CF6 type installation, pipes have to be
routed around the fan casing (reduced internal aerodynamic losses).

• Eliminates Bottom Pylon - Because there are no bottom accessories, no

bottom pylon is required (reduced internal aerodynamic losses).

• Permits Integrated Engine/Nacelle Structure - The high Mach inlet

reduces required throat area (smaller diameter throat), with the
throat to highlight diameter ratio required for good crosswind flow
capability. The highlight to maximum diameter ratio consistent with
aircraft Mach number requirements permits nacelle thickness and
maximum diameter to be kept to a minimum. This results in combining
the fan cowl (nacelle component) into the fan frame structure, and
completes the integration of nacelle and engine structure.

• The nacelle component eliminated reduces cost and weight. The

resulting thin walls, 8.9 to 10.2 cm (3.5 to 4.0 in.), uniformly
around the nacelle, compared to 25.4 to 50.8 cm (10 to 20 in.)
thickness on the DC-10/CF6, is ideal for composite construction.

494

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 The accessory cover (see Figure 15-1) for the top gearbox rotates forward
and is supported from the inlet. This permits direct access to install or
remove any component and allows visual inspection of accessories and piping
while the engine is operating.

Since the time of the original QCSEE proposal several changes have been
made to the flight propulsion system:

• Nacelle maximum diameter increased to 2 m (78.8 in.), due to fan

tip diameter increase, required inlet geometry, and reduced Mach
number in the fan exhaust duct.

• Hinged accessory cover - discussed above

• Changed to flare nozzle on fan exhaust in place of inflatable nozzle

and exlet door, to facilitate area modulation.

• Fuel/Oil Heat Exchanger replaces the large air/oil exchanger.

• Front engine mount has been moved to the core cowl cavity to provide
improved access to the accessories and gearbox.

• Hinged inlet was eliminated based on recommendations from Douglas

and American Airlines.

• Acoustic splitter in fan duct deleted since it is not required to

meet noise objective with 914 m (3000 ft) take-off.

15.1.2 OTW F1iQht Prop ulsion Svstem

The flight Over-the-Wing propulsion system installation is shown in Figure

15-2 and 2-11. The nacelle maximum diameter is also 2 m (78.8 in.) and the
overall length is 667 cm (262.8 in.) to the edge of the confluent flow exhaust
nozzle (engine station 356.4). This is 133 cm (52.2 in.) longer than the UTW
nacelle.

The short-haul OTW aircraft has a high wing (see Figure 17-9). Bottom
of nacelle is approximately 4.6 m (15 ft) off ground. A maintenance stand
is required. For many of the same reasons stated for mounting the UTW acces-
sories on top of the nacelle, the OTW accessories and gearbox are on the bottom
of the nacelle:

Reduced frontal area - no top pylon is required.

• Shorter pipes and wires - services follow direct line to wing

• Eliminates top pylon

• Permits integration of engine and nacelle structure with "hybrid"

(High Mach) inlet
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 Since the original QCSEE proposal, major effort on the OTW engine has
been the definition of good aerodynamic/mechanical internal and external flow
lines. The present configuration is shown in Figure 15-3. Flight OTW pro-
pulsion system changes during the preliminary design include:

• Side doors for required exhaust nozzle area control and flow spread-
ing over the wing.

• Nacelle maximum diameter increased to 2 m (78.8 in.) - reasons same

as UTW

• Fuel/oil heat exchangers replace large air/rail exchangers

• Hinged inlet eliminated

• Acoustic splitter in fan duct deleted with 914 m (3000 ft) runaway

15..1.3 UTW Experimental Propulsion System

The Under-the-Wing experimental propulsion system is shown in Figure 2-5.

The nacelle maximum diameter is the same as in the flight installation; however,
the overall length is 17.8 cm (7 in.) greater to house the 101.8 cm (40 in.)
long fan exhaust splitter required to meet acoustic objectives with a 610 m
(2000 ft) runway. The overall length is 432 cm (170.0 in.) to the fan exhaust
plane (engine station 264) and 553 em (217.7 in.) to the core nozzle tip
(engine station 311.2).

Initial testing of the UTW system in the second quarter of 1976 will
incorporate the boiler plate nacelle. Internal flow lines will be the same as the
flight system with the 17.8 cm (7 in.) extension. The external lines will be
approximately 8.9 cm (3.5 in.) on the radius larger than the flight configuration.
This is required for the structure to support the replaceable acoustic panels.
There will be two complete sets of treated panels for noise suppression and one
set of "hard-walls" for the base line noise run. Acoustic fan exhaust splitters
will be replaceable. All boiler plate nacelle hardware is supported from the
test stand to prevent overloading of the composite fan frame. Primary component
attachment joints will be the same as in the flight configuration to assure
normal flange air and noise leakage. Secondary joints will be provided to
"break" the load path between the engine and the test-stand-mounted boiler plate
components (i.e., normal engine thrust and other operating loads will be carried
through the main engine mounts to the test stand).

Upon completion of initial testing, the required acoustic treatment will

be selected and the composite nacelle components constructed. In these parts,
the acoustic treatment is an integral part of the nacelle structure. This UTW
propulsion system, after initial testing at Peebles, will be shipped to NASA
in mid-1977.

The conceptual design of the experimental engine nacelle components and

installation were presented at the preliminary design review. The actual
facility and hardware design will take place during the latter part of 1974 and
498
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Figure 15-3. O7W Flow Paths.

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the preliminary design will be reviewed with NASA in the first quarter of 1975
prior to hardware construction. During this period close coordination with
NASA will be required to assure that the experimental propulsion system instal-
lation is compatible T•ith NASA facilities.

15.1.4 OTW Experimental Pr q^qulsion System

The Over-the-Wing experimental propulsion system shown in Figure 2-9 will

have a nacelle maximum diameter of approximately 2.18 m (86 in.) with the
boiler plate components. The inlets and fan cowls through the flar- nozzle
hinge will be the same hardware that was used on the initial UTW system tests.
An additional set of acoustic panels will be procured that are tailored to the
OTW system noise requirements.

The nacelle length of the OTW experimental propulsion system will be

approximately 25.4 cm (10 in.) longer that the flight installation to give
concentric circular sections aft of the rear main mount to establish a plane
of rotation prior to the transition into the "D"-shaped exhaust system. Except
for the OTW exhaust system and target reverser, which require a special support
system, the installation of the two propulsion systems will be the same.

This propulsion system, complete, with boiler plate nacelle components, will
be shipped to NASA late in 1977.

15.2 Design Requirements

Components will be designed consistent with the requirements specified in

Section 2.0. All items refer to both OTW and UTW flight and experimental
system designs unless otherwise stated.

General

• Flight weight hardware will meet the specified weight object. Devia-
tion from flight weight status will be tabulated on all components
to establish a logical step-by-step progression from scale weight
to projected flight weight.

• Minimum safety factor of 3 for plastic/composite components and 1.5

for metal components for all "limit" load conditions as described in
Section 2.0.

• Flight weight composite nacelle components will include sound sup-

pression treatment as an integral part of the system structure.

• Composite components will withstand an ultimate load equivalent to the

loss of 5 adjacent composite fan airfoils. Metal components
will withstand an ultimate load equivalent to the loss of 2.5 adjacent
composite fan blades.

501
,(;KDING PAGE BLANK NOT FILffir D
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 • All components will meet life/mission requirement as stated in Section
2.0.

Inlet

• Design for experimental engine inlets will be compatible with anti-

icing system requirements, but no anti-icing system components will
be included. (Note: Adder to be included in determining flight
weight.)

• One piece, 6.28 radians (360°) structure with quick connect and dis-
connect type fasteners. Experimental engine composite design will
not include forward extension at external pylon/accessory cover.
(Note: Adder to be included for determining flight weight.)

• Boiler plate hardware will be supported ;om the facility; composite

hardware will be sup;-,)rted from the engine.

Fan Exhaust

• Fan nozzle actuation system is to be submerged within the nacelle

wall with required bulges faired internally on the composite nacelle
and external fairings if required on the boiler plate cowling (UTW
only).

• No cowl power opening devices are included for either flight or

boiler plate propulsion system hardware.

• Flare nozzle must be capable of meeting the system requirement of

35% thrust reversal from maximum forward thrust in 1.5 seconds and
from full reverse thrust position to takeoff power in 1.5 seconds.

• Aft cowl to fan frame attachment will be quick disconnect type similar
to DC-10/CF6 design.

• UTW experimental engine 17.8 cm (7 in.) longer than flight system to

accommodate 102 cm (40 in.) long sound suppression splitter required
to meet noise objective with 610 m (2000 ft) runaway. (UTW only -
Note: Added section and splitter to be subtracted in determining
flight weight.)

• "Boiler plate" fan exhaust ducts are common to both OTW and UTW
systems to the plane of the flare nozzle hinge.

• Flare nozzle and target reverser must be sealed against leakage in

all forward thrust conditions.

• Flare nozzle and target reverser will assume an operable forward

thrust position on actuation system failure.

• Flare nozzle and target reverser must be capable of withstanding

inadvertent deployment to the reverse thrust position under the
following operating conditions:
502
 At speeds up to 154 m/sec (300 knots) from 0 to 3048 m (10,000
ft) altitude at cruise power without damage.

At speeds up to .193 m/sec (375 knots) above 3048 m (10,000 ft)

altitude at maximum power without separation from the aircraft.

• Boiler plate cowling and OTW target reverser will be mounted from
facility. All composite hardware will be mounted from the engine.

• OTW exhaust nozzle and target reverser must be capable of rotation

for tes-zing with a wing in the vertical or horizontal position. In-
ternal pylon fairing trailing edge requires modification to fit
nozzle contour in each position.

Maintainability

• Engines must be capable of removal from aircraft wing and facility:

- Without disconnecting engine-to-engine configuration hardware

and engine components (except for facility-mounted components
and connecting hardware on experimental engine).

- Vertically downward (after uncoupling facility mounted components

on experimental engines).

- Without disassembly of fan exhaust cowl doors and UTW flare

nozzle. OTW target reverser and exhaust nozzle section on
experimental engine must be moved aft prior to engine vertical
removal.

• Propulsion systems must be trimmable on the test stand.

• Access will be provided to boroscope ports without removal of engine

components or disconnecting any configuration hardware.

• Engine accessories shall be located for easy inspection and main-

tenance.

• Accessory cover will be hinged from the inlet on the flight con-
figurations and removable from the experimental propulsion systems.

15.3 Material Selection

Flieht Nacelles

The major portion of the composite nacelle, with exception of the core
cowl, operates at very modest temperatures, less than 355° K (180° F), permitting
use of a wide variety of composite materials. The primary composite material
selected for these areas consists of a woven Kevlar 49 fabric impregnated with
a laminating adhesive system. This material exhibits lightweight, good tensile

503

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 h

strength, moderate stiffness, and excellent impact strength. Its major drawback
is its poor compressive strength, therefore, in areas requiring higher compressive
capabilities, woven glass cloth is substitued for the Kevlar. The use of Kevlar
cloth in conjunction with an epoxy laminating adhesive provides a system that
is easy to handle and does not require an additional adhesive layer when cured
on a honeycomb core. The material provides good fillets to the core and is
easy to work with, even when making perforated acoustic panels. The exact
matrix system has not yet been chosen but a material screening test program
has narrowed the choice down to Ferro CE9000, Ferro CE9040, and Narmco 8517.
Based on the test data obtained to date, the material system will be limited to
uses at temperatures less than 394° K (250° F). Typical properties obtained
at 394° K (250° F) are 27.6 x 10 6 N/cm2 (4000 psi) interlaminar shear and
138 x 10 6 N/cm2 (20,000 psi) edgewise compression x'68.9 x 10 6 11/cm2 (10,000 psi)
was used for the analysis which was done prior to these tests].

Where it is necessary or desirable to use glass instead of the Kevlar

fiber, the standard 7781 weave "E" glass will be used. It will be impregnated
with the same matrix system as finally selected for use with the Kevlar. In
some cases, it may even be necessary to use graphite fibers. In this case, the
selected system will be the same Type AS fiber in Hercule's 3501 resin system
that is used in the fan frame. This material has 449.8° K (350° F) capability
and is a candidate for application to at least the outer skin of the core cowl
doors. Depending on the temperature environment in this area, a polyimide
resin system may be required. This system has not been selected but a leading
candidate would be Kerimid 601.

Erosion protection on the inner flow surfaces of the nacelle will be pro-
vided by a sprayed-on urethane coating similar to that currently used on the
DC-10/CF6 installation. The-exterior surfaces will be protected either by a
good quality epoxy aircraft paint or by a film material such as "Tedlar."

The honeycomb core material will be various cell sizes and densities of
Hexcel's corrosion resistant 5052 aluminum core. The core in the acoustically
treated panels will be slotted to provide drainage.

Secondary bonding will be accomplished using metal bond 328 adhesive.

A number of thermal protective systems are currently under consideration

for use on the inner face of the core cowl to provide a flame barrier but no
selection has been made at this time.

15.4 UTW Composite Nacelle Design

The UTW experimental propulsion system as delivered to NASA in mid-1977

will include flight weight composite nacelle hardware mechanically coupled
to the engine. This section deals with the description of these components.

504
 15.4.1 Inlet

The QCSEE UTW inlet, shown in Figure 15-4, is designed as a flight weight,
acoustic composite structure with integral sound treatment. The internal and
external flow paths were determined by aerodynamic considerations while the
thickness of the inner honeycomb sandwich well was based on acoustical consid-
erations.

The basic structural elements of the inlet design are shown in Figure 15-5a.
The main body is composed of inner and outer honeycomb sandwich walls separated
by circumferential stiffeners. The skins of these walls are all 0.0635 cm
(0.025 in.) thick Kevlar 49. The inner skin of the inner wall is perforated
with hole configurations that suit the acoustical requirements of the inlet.
The inner wall thickness (honeycomb depth) is also tailored to acoustical re-
quirements. The outer wall thickness is 2.54 cm (1 in.) to provide adequate
stiffness. Honeycomb is made of 0.00635 cm (0.0025 in.) thick aluminum uti-
lizing a 0.9525 cm (0.375 in.) cell size. This results in a honeycomb bare
crush strength of 1.86 x 10 6 N /cm2 (270 psi) and density of59.27 kg/m3 (3.7
lb/ft 3 ). Stiffeners are segmented and are constructed of 0.127 cm (0.050 in.)
thick aluminum sheet with flanged weight reduction cutouts and with composite
(Kevlar) flanges to provide bonded attachment to the walls.

The leading edge of the inlet is all metal (aluminum for the experimental
engine, titanium for the flight engine) for resistance to foreign object damage
and erosion and for anti-icing provisions. This section is removable (by un-
bolting) from the main body. The outer skin of the leading edge is 0.1016 cm
(0.040 in.) thick aluminum sheet and is stiffened by a corrugated 0.0813 cm
(0.032 in.) thick backup sheet. The corru,;,ated backup sheet also provides
possible passages for anti-icing airflow. This arrangement has the advantages
of isolating the anti-icing air from the composite materials and of containing
the flow for effective heat transfer and minimum air usage. However, anti-icing
is not a part of the QCSEE program and will not be demonstrated on the experi-
mental engine.

The aft end of the inlet attaches to the forward end of fan frame by means
of 16 rotary latches. Each of these latches is operated by turning a flush
receptical 3.1416 radians (180°) with a 0.635 cm (0.250 in.) square drive wrench.
A pressure and acoustical seal is achieved at this joint by means of a thick (in
the radial direction) elastomer gasket.

Original design concepts for the inlet considered full-depth honeycomb

filler as shown in Figure 15-5b. While this approach is advantageous over
existing state-of-the-art design, it is not as efficient as the double sandwich
wall construction of the selected design described above. The latter design
also has the advantage of easier access to internal piping or wiring. Aluminum
skins for the main body of the inlet were also considered. A substantial weight
penalty is associated with this system. Calculated weights of various design
approaches are compared in Table 15-I.

505
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 Table 15-I. Inlet Weight Comparison.

Design Weight AWt.

k (lb) k (lb
1. Selected QCSEE inlet design 132 (290.9) -
2. Same as No. 1 except with full-depth
honeycomb. 169.2 (373.1) 37.3 (82.2)
3. Same as No. 1 except with aluminum skins 167.5 (369.2) 35.5 (78.3)
4. CF6-6 or -50 scaled to QCSEE size 217.3 (479.0) 85.3 (188.1)

Aerodyamic loading, of the inlet is far more significant than inertia loading.
The primary cause for this is the large transverse loads produced by the inlet as
it turns the entering engine air flow during any flight condition in which the
direction of the free stream air is not parallel to the inlet axis. In contrast,
the lightweight structure of the inlet produces rather low inertia loads. From
Douglas Aircraft Company analysis, the most severe aerodynamic loads occur during
a 3 g stall, sea level, at a flight Mach number of 0.4, and maximum continuous
engine power, as shown in Table 15-II. For preliminary design analysis, the loads
resulting from this conditon were combined with the most severe additive inertia
loads caused by dynamic landing (inertia load factors were also from Douglas
Aircraft Company analysis). In addition, compressive hoop loads were considered
for the sea level static takeoff power operating condition. Resistance to local
load application during maintenance, such as a man standing on the inlet, was also
considered.

Using the above loads, a preliminary structural analysis of the inlet was
performed. Direct stresses due to the applied moment and shear and axial loads
are shown in Table 15-III.

Critical buckling loads were calculated and are summarized in Table 15-IV.
The inlet is subjected to two types of buckling loads. These are:

• Overall beam bending caused by the loads previously discussed.

• Compressive loop loading resulting from internal wall static

pressures at lower levels than the external pressure.

Pressure data from inlet model testing indicates that minimum internal
wall static pressure occurs at or near the inlet throat during sea level static,
maximum power operation. Under these circumstances a maximum compressive load
of 5.9 x 10 4 N/m2 (8.5 psi) is generated. This maximum load is rather localized
at the throat, but for conservative preliminary design purposes it was assumed
that the cavity between the inlet walls might be vented to throat inner wall

508
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 Table 15-III. Stresses From Shear, Moment, and Axial Loads.

Load Allowable Loads Actual Loads

Conditions N m (psi)- N/mZ (Psi F/S

Max. Axial Tension 482.6 x 10 6 (70,000) 18.97 x 10 6 (2752) 25.4

Max. Axial Compression 68.9 x 106 (10,000) 17.3 x 106 (2507) 4.0

Max. Vertical Shear 63.9 x 10 6 (10,000) 2.39 x 106 (347) 28.3

static pressure (this would probably not occur unless the throat inner wall
was damaged). In this case the entire outer wall of the inlet would need to
withstand the compressive load generated by the low static pressure at the
throat. T'lerefore, both the composite outer sandwich wall of the main body
and the stiffened aluminum sheet outer wall of the leading edge were checked
for buckling resistance relative to this load. Since the outer wall buckling
analysis is applicable for a tube stiffened at intervals, the overall structure
without additional stiffening was also checked. In considering the inner wall
it was assumed that the cavity bet-ween walls might alternately be vented to
external pressure. In this 4cse the inner wall would need to withstand the
overall pressure difference. The load would vary axially, depending on internal'
static wall pressure. No analysis was made for the composite sandwich wall,
since the diameter is smaller than for the outer wall and the pressure load is
lower except at the throat. However, the short unstiffened aluminum wall at
the throat (aft) end of the leading edge structure was checked and found to
need the additional thickness afforded by extension of the 0.032 stiffener
material aft to the bolted joint. This was the only buckling consideration
that appeared to have . significance. Since the inlet cross section is thicker
at the bottom than the top, the outer wall is not a surface of revolution.
The preliminary buckling analysis described above was not modified on this
account. The factors of safety indicated by the analysis were so large, how-
ever, that it is believed the outer wall eccentricity can be tolerated. This
will be verified later by further analysis.

The sensitivity of the composite sandwich wall to local loads was investi-
gated by calculating the deflection due to a local area being stressed to the
material allowable as shown in Figure 15-6. The overall vertical deflection
of the inlet under the applied loads was 0.16 cm (0.063 in.).

The stiffener flanges were designed to prevent thebearing load between

the stiffener flange and sandwich wall from exceeding 2.48 x 10 6 N/m2 (360 psi).
This resulted in a flange width of 1.55 cm (0.61 inches). Assuming a 137.9 x 106
N/m2 (20,000 psi) flange bending stress allowable resulted in a flange thickness
of 0.1778 cm (0.07 inches).

Latch loads were calculated for all 16 latches engaged and for one
critical latch disengaged. These loads are shown in Table 15-V.

510
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511
 4

Load Deflection
(923 lb) 4106 N 0.16 cm
(76.9 lb./in) (0.063 in.)
134.6 N/cm

No 30.5 cm
(12 inches)

Single Sandwich Wall

Supporting Local Load at
Center of 33 cm (13 inches)
(Stiffener Spacing) Simple
Beam Distributed Over 30.5
cm (12 inches) Circumferential
Distance. Compressive Load
Limited to 6900 N/cm2 to
(10,000 psi)

Figure 15-6. Sensitivity of Composite Wall to Local Loads.

512
 i

Table 15-V. Latch Loads.

Ultimate Maximum
Stren th Load
Latch Condition Newton (lb) Newton (lb) F/S

All Latches Latched 28,804 (6475) 9617 (2162) 3.00

One Latch Unlatched 28,804 (6475) 10,738 (2414) 2.68

As can be seen from the above preliminary analysis, the inlet is not highly
stressed. The skin gages selected were estimated minimum gages required for
load impact at handling.

15.4.2 Fan Bypass Duct and Fan Nozzle Design

The fan bypass duct and fan nozzle constitute the outer nacelle section
aft of the fan frame (see Figure 15-7). Mounted inside the bypass duct is a
single-ring acoustic splitter. These components are designed to rake full ad-
vantage of the latest advanced type of composite materials in order to provide
a light-weight, thin profile nacelle suitable for advanced air transports.

Fan Bypass Duct

The fan bypass duct is designed as right and left hand sections split on
the vertical center line (see Figure 15-8). Each section is attached at its
upper edge to the aircraft pylon structure by means of a piano-type hinge. The
sections are fastened to each other along the bottom vertical center line split
by a series of cowl latches. This allows the duct to be opened for acceseibi.lity
to the core cowl, and thereby to the core engine. The duct forward "close-out"
ring contains a circumferential, inward facing tongue which engages a corres-
ponding groove in the fan frame when the duct sections are closed and latched
(see Figure 15-9). The tongue and groove are tapered on the forward side (with
corresponding axial free play in the piano hinge) to aid in the engagement when
closing the duct. The aft surface of the joint is vertical for transmittal of
the duct axial loads into the fan frame and hence through the engine mounts into
the pylon.

The duct is of a sandwich-type construction with Kevlar 49 face sheets and

aluminum honeycomb core with stiffening rings and members where required. The
sound suppression treatment is totally integrated in that the sound suppression
honeycomb and perforated face sheets are fully structural. The inner face sheet
provides a continuation of the outer wall of the fan exhaust duct and the outer
face sheet forms the outer surface of the nacelle. The minimum thickness of the
duct is predicted on the acoustical design requirements. Located within the
outer confines of the duct are the six fan nozzle actuators (three per side).
As the actuator diameter exceeds the nacelle thickness, the actuators are
covered by streamlined fairings on the internal duct surface. It was decided

513
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514 ORIGINAL PAGE IS

OF POOR QUAIATY

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Actuators

Outer Cowl Latch

Figure 15-5. UTW Nacelle Cross Section,

515

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516
 to fair on this surface rather than the external surface because of flow
Mach numbers. This approach reduces drag loss and provides a smooth outer
nacelle surface. The actuator cavities are formed by a circumferential ring
forward of the actuators and by side members which bridge this ring and the aft
close-out ring. These members are also the edge close-outs for the honeycomb
structure. Built into the side members are the support tracks for the rod
end clevises of the actuators. These tracks transfer the radial component of
the nozzle flap link load into the adjacent sandwich structure, and guide the
actuator rod end /link joints by means of rollers engaged in the tracks. This
allows the links to pass through the aft close-out ring without interference.
The forward ends of the actuators are mounted in clevises with circumferential
pins and slight side clearances. This allows the actuator to rotate slightly
as the nozzle is translated. The actuators are mounted at a shallow angle to
the engine center line in order to maintain a minimum fairing envelope and to
confine the fairing to one flow surface. The hydraulic fluid lines, and the
seal drain lines are also submerged within the structure of the bypass duct.
These lines will be built-in and will terminate at connector fittings at the
actuator cavity side members. As hydraulic leakage in service generally occurs
at connections, these will be readily accessible for installation and maintenance
by means of access covers at each of the actuator cavities. These covers will be
held in place by mechanical fasteners.

The piano hinge will be built into the upper edge close-out and will be
continuous from the forward close-out ring to the aft close-out ring. The
loads arerelatively small as can be seen in Table 15-VI.

The bottom latch system, shown in Figure 15-10, will have Hartwell Icing
latches at the hard points (forward, mid, and aft rings) and rotary type latches
between. While discussions have been held with the Hartwell Company concerning
the development of latches suitable for mounting into advanced composite structure
without additional housings, the timing of this program necessitates the use of
existing latch configurations with the attendant nacelle design modifications.
With the duct closed and latched, the internal pressure loads will be resisted
by hoop tension stresses, the hinge forces being reacted by the pylon support
structure.

The duct will be sealed against gas and noise leakage along the hinge and
latch joints and around the forward flange (Ref. Figures 15-9 and 15-11). The
gas leakage will be controlled by a chevron-type elastomer seal of the type
presently used on the DC-10/CF6 engine nacelle installation. The acoustic leak-
age barrier will consist of sound absorbent material such as Scots Felt in the
joints, compressed at assembly by cowl closing. Since the forward tongue and
groove joint will have good line contact between the structural components, no
sound absorbent material will be included in this joint.

Fan Nn77la

The fan exhaust nozzle is a fully modulating variable-flap type capable

of not only providing various areas for forward thrust, but also of a flaring
outwards to provide increased area for inlet flow to the variable-pitch

517

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Pylon Interface

Outer Cowl

Figure 15 -11. Outer Cowl Hinge and Seal.

fan in the reverse mode (see Figures 15-12 and 15-13). This design was chosen
on the basis of cost/weight/performance trade studies of several means of
providing the required inlet areain reverse mode.

The nozzle consists of four hinged flaps each 45.72 cm (18 in.) long
and 1.396 radians (80°) wide. Two each of these flaps will be mounted to
the aft close-out ring of each duct section by hinges located 15.24 cm (6 in.)
each side of the flap center line along the flap forward edge close-out. The
flaps are designed such that they can be translated from an angle of about
0.227 radians (13°) down toward the engine center line to an angle outward of
approximately 0.523 radians (30°). From the minimum nozzle area position
(cruise) to an intermediate position, giving a nozzle area somewhat greater than
that required for takeoff thrust, a tongue-and-groove-type seal between the
flaps will be fully engaged. Throughout this same motion, a sliding-type
seal on the inner, forward lip of the flap forward close-out will be in contact
so that the nozzle flaps will always be sealed during normal forward thrust
engine operation. Sealing is not required during reverse thrust, therefore,
the seals begin to disengage as the maximum nozzle area for forward thrust is
exceeded. In the maximum reverse thrust position only a short length of seal is
still engaged. Retaining some engagement in all cases will ensure a smooth
reengagement of the seal when translating the flaps from the reverse to the
forward thrust position.

The means for opening the flaps will be a linkage connection between the
hydraulic actuators and the forward corners of each flap. The mid- actuator in
each half section will be joined to both flaps mounted on that section by a
double linkage (see Figure 15-13). This keeps the number of actuators to a'
minimum (6) and synchronizes the movement of adjacent flaps. Location of the
hinges towards the center of the flaps, and the actuating linkage outboard
ensures that during rotation of the flap, only a small section of the flap will
rotate into the mounting ring, eliminating cut outs to permit passage of the
flaps. This also permits the actuation linkage system to be completely sub-
merged within the duct envelope, and reduces the link passage through the duct
aft close-out ring. The construction of the flap is similar to the rest of the
duct, being a composite bonded assembly with Kevlar 49 skins and 5052 aluminum
honeycomb core. The sound suppression treatment is integral with the structure.

A preliminary load study based on varying the number of flaps was con-
ducted to arrive at the optimum number for the QCSEE design requirements. This
study showed ,large changes in actuation load and stroke with small changes in
the number of flaps (see Figure 15-14). A two-flap system with a small
actuation load but long stroke, would have resulted in an actuation system
which exceeded the physical envelope of the nacelle. Also, the hinge ring radial
loads imposed by the flap hinges would be 52% greater than those imposed by
the four-flap system. The six-flap system, while it has a short actuation
stroke of 3,556 cm (1.4 in.), has an actuation load which would impose
excessive local loads on the nacelle structure. Also, a much larger actuator
would have to be provided with its attendant bulge in the fan duct, increasing
the flow Mach number and noise level. The four-flap system offered the best
compromise. The loads and stroke- were such as to allow the use of existing
actuators 079 nozzle hydraulic actuators) for the demonstrator nacelle. The
loads imposed on the structure are also low enough to be carried by the nacelle
structure without excessive stresses and deflections.
521
 Full Reverse Position

--t— ---I ^ Hinge Location

Hinge

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Takeoff Position

Figure 15 - 12. Flare Nozzle Flap Schematic.

522
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Actuation Stroke, in.

0 2 4 6 8 10 12 14 16
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Figure 15-14. Flare Nozzle Flap Tradeoff Study.

524

-
 An aerodynamic study determined that the most desirable flap length was
about 45.72 cm (18 in.) which resulted in a flap open angle of 0.523 radians
(30°). A 0.523 radian (30°) reverse thrust flap angle appears to be the
practical limit mechanically in order to maintain the linkage system within
the envelope limits of the duct aft close-out ring and also to preclude door
lip interference with the hinges and supporting structure in the maximum reverse
thrust position. The load study showed that the actuation and hinge load
changes were small in the flap length range from 40.6 cm (16 in.) to 50.8 cm
(20 in.), see Figure 15-15, so a flap length of 45.7 cm (18 in.) was permissible
from a mechanical stand point; therefore, this length was chosen.

Acoustic Splitter

The splitter (Figure 15-16) can be considered as the only nonstructural

component in the nacelle, since its only purpose is to provide additional sound
suppression treatment, and the only :toads it transmits is its own aerodynamic
and inertia forces. The demonstrator nacelle splitter is presently contemplated
to be two semiannular rings each mounted on the outer fan duct halves by three
struts (see Figure 15-17). This ring will be 3.05 (1.2 in.) thick and 101.6 cm
(40 in.) long in the sound treatment area with aerodynamically faired leading
and trailing edges. In order to prevent cross flow, the upper axial close-out
supports a formed elastomer seal which will match with and seat against the
pylon side wall. The lower axial joint where the two ring halves come together
will be of the tongue and groove type (see Figure 15-18). This lower joint
will stabilize the ring ends as well as prevent cross flow. Three struts were
chosen as this is the minimum number which will provide a stable support against
overturning moments. These struts will be of a minimum cross section for low
drag losses and therefore will not contain sound suppression treatment.

15.4.3 Core Cowl Design

The core cowl doors define the inner boundary of the fan air flowpath from
the fan frame to the core nozzle. They are also used as sound attenuators.
Maintenance access to the core engine is also provided.

Temperature considerations are of primary importance in determining cowl

door construction materials and configuration. The inner surfaces of the doors
are exposed to radiant and convective heat from eng3.uc casings and may be in-
sulated from cooling effects of the fan air stream if conventional honeycomb
sandwich walls are used. This condition is somewhat alleviated by allowing a
relatively small quantity of fan air to flow between the outside of the engine
casing and the inner surface of the cowl doors. It is 'believed that this
arrangement will satisfactorily control temperatures during most engine operat-
ing conditions so that the use of low-cost, lightweight composite materials
will be allowable. However, widely differing thermal situations may be set up
by operating conditions such as reverse thrust, ground idle, and post shutdown.
The latter conditon may cause the highest normal temperatures in the cowl door
structure. Heat transfer analysis has been started to establish severity of
the problem and to identify the best solution. In addition, the core cowl

525
 Load, lb x 103
0 1 2 3

ho

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Pi
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0 5 10 is
Load, kilonewtons

Flap Moment, lb-in. x 103

0 5 10 15 20 25
55

a M = 0.8 at 9.1 km (30,000 1 ) MCR

9 Four Flap System 000-1
20
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45

16
40

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35 14

12
30

25 10
0 50 100 150 200 250 300
Flap Moment, cm-kn

Figure 15-15. Nozzle Flap Loads Vs. Flap Length.

526
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Figure 15-17. Splitter End View.

528
 ter

• Upper Splitter/Pylon Joint

Vertical

• Splitter Halves Bottom Joint

Figure 15-18. Splitter Joints.

529
 p?

doors must also act as a firewall capable of withstanding 1367° K (2000° F) for
15 minutes. This function can be provided by a number of different coatings
and protective systems applied to the inner facing of the doors. These methods
and concepts are currently being evaluated as to effectiveness, weight, and cost.

As currently conceived, the cowl doors will consist of a composite sand-

wich structure. The resin system has not yet been selected pending completion
of the heat transfer study. The dual, nearly semicyclindircal doors are hinged
at the top adjacent to the pylon to swing outward 0.7.85 radians (45 0 ) for access
to the core engine. They are latched at the bottom with flush latches. At the
forward end, the doors hook into the aft flange of a short nonhinging section
of the cowl that is bolted to the fan frame. This short section cannot be part
of the cowl doors because the cowl doors must clear the fan frame outer casing
aft flange when they are swung outward. The short section is needed, however,
to allow clearance for removal of a core compressor casing half without separation
of the fan frame. The short section is axially split for this reason. The aft
end of the cowl doors have a slip (axial) fit with the core nozzle structure to
accomodate axial differential thermal expansion. Cooling and ventilating air
ports will be provided at the forward and aft end of the core engine cavity under
the doors in accordance with requirements indicated by the heat transfer analysis.

It was assumed that the pressure in the engine space under the cowl doors
is esseatially ambient by virture of venting to the flowpath near the aft end
of the cavity downstream of the fan nozzle. This produces a compressive hoop
load during mostflight cond i tions. The estimated maximum compressive pressure
difference is 39.6 x 10 3 N/m (5.75 psi). This causes a negative hoop load of
approximately 201.4 N/cm (115 lb/in.).

Because of the core cowl and engine contours, it is not practical to pro-
vide a continuous axial hinge line without local discontinuities in flowpath.
The selected axial hinge line involves a maximum gap of 71.1 cm (28 in.) between
hinges in the expected flight version of the engine. Hoop loads between the
hinges were assumed to be supported by the edge of the door acting as a beam
with a distributed load (the hoop loads) supported at the hinges. Analysis
indicated that it would be feasible to design the door edge to support the
loads on this basis.

The cowl door contour is also such that one or more hinges must be located
at a shorter distance from the engine center line than the cowl wall. This
means that the wall hoop load line of action does not pass through the hinge
center. This introduces a torsional load to the door structure. Analysis
indicates that this torsional load may be resisted without unreasonable design
compromise.

15.4.4 Core Nozzle Design

The preliminary mechanical design activity was limited to conceptual designs

that include one nonflight- and two flight-type designs. The main objectives of

530
 the study were to establish the core nozzle interface requirements and to deter-
mine the available envelope for acoustic treatment. The method and sequence of
assembly were also studied and the design layouts were used in the preliminary
weight analysis.

The nonflight UTW exhaust nozzle is shown in Figure 15-19. The design
consists of a spool-type, load-carrying structure with a separate, interchange-
able acoustic treatment assembly that could easily be replaced without the dis-
assembly of the turbine flange connection. This construction permits inter-
change of the acoustic treatment.

The assembly procedure to be used for the nonflight design is as follows:

1. Bolt the inner plug spool to the turbine frame flange.

2. Slide the acoustic treatment assembly over the spool.

3. Bolt the rear cone to the inner spool to mechanically lock the
acoustic assembly in place.

The outer core nozzle is assembled in a similar manner as follows:

1. Bolt the outer spool section to the turbine flange.

2. Slide the acoustic treatment into the spool section.

3.- Bolt the outer core nozzle fairing to the aft spool flange,
mechanically locking the acoustic treatment in place.
i
A streamlined strut is shown in the study to provide an aerodynamic flow
path around the oil-in, oil-drain, and balance piston air lines. Not shown are
instrumentation pads or ports for pressure, temperature, and acoustic measure-
ments that are required for development testing.

For the flight-type UTW engine, a stacked acoustic treatment core nozzle,
as shown in Figure 15-20, and a side branch resonator-type core nozzle, as shown
in Figure 15-21, were designed based on the latest sound suppression test data.

In the flight-type design, the acoustic treatment is welded into the struc-
ture and is an integral part of the load carrying structure. This is essential
to achieve an efficient, lightweight core nozzle design.

The assembly of the inner core plug in the flight weight design is facili-
tated by the reorientation of the inner turbine frame/core nozzle flange from
a radial to an axial configuration. The inner core plug flange can then be slid
over the turbine frame flange and bolted together with countersunk bolts to form
a smooth inlet flow path without the use of a cover plate. The integral outer
core nozzle assembly is then bolted to the turbine frame flange which is easily
accessible.

531

e
 u.

15.4.5 Mounting System

The UTW experimental and flight engines use the same type mounting system.
Figure 15-22 shows a typical engine change unit or neutral engine system.
The change unit will include the inlet and accessory cover, the engine access-
ories and piping, the thrust links and rear mount, and the basic engine and
core exhaust system.

• No disassembly of "engine-to-engine" piping is required on engine removal

• Thrust links and rear mount, which are aircraft system hardware, remain
with engine to limit the mount system disconnect points to two.

• Fan and core cowl doors remain "on-the-wing"

• Disconnect points include:

- Mount System - 2 places (4 to 7 Bolts)

- Bleed air pipe
- Power shaft to aircraft accessories
- Anti-icing air tube
- Aircraft-to-engine services - pipes, lines, cables, wires, etc.

The mounting system is shown in further detail in Figure 15-23. Thrust is

taken at the front frame at two points to minimize core bending due to thrust,
and thereby to improve rotor to stator clearance control. Vertical and side
loads are simply supported. The mount schematic shows vertical, side, and thrust
loads taken at the front mount plane on the aft ring of the fan frame and ver-
tical, side, and torque loads taken at the rear mount plane on the outer ring of
the turbine frame.

The rear engine mount and thrust link assembly in Figure 15-24 shows a
three link arrangement similar to that used on the DC-10/CF6 mount system. Uni-
balls at the ends of each of the links permit axial movement for differential
thermal growth between the engine and the support structure. The thrust links
fit into a double clevis at the rear mount adaptor center pin. This arrangement
provides minimum vertical reactions due to the mount load. An alternate arrange-
ment of the thrust links coming into the forward mount fitting will also be
studied.

When mounted as described, the engine and its mounting structure will with-
stand the flight maneuver forces-described in Figure 2-2. The precession rates
used are consistent with CF6 and GE19 requirements:

One Radian/second in either pitch or yaw combined with the maximum resultant
vertical, fore or aft, and angular acceleration loads (in the shaded area of
the diagram) at zero to maximum thrust combined with normal cycle pressure
and thermal loads.

532
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ORIGINAL PAGE IS
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Except as noted, all loads are applied at the engine center of gravity.
QCSEE propulsion system weight, including all engine mounted equipment such as
the inlet, fan exhaust cowls, thrust reverser and accessories, will be used to
determine mount loads.

Forward thrust load for design purposes is 81,400 N (18,300 lb) for the
UTW system.
Load notations are defined in Figure 15-25.

A summary of typical mount reactions for unit maneuvers and "blade-out"

loads is shown in Table 15-VII.

15.4.6 Engine System A.ynamics

The preliminary engine vibration response analysis for the UTW engine was
carried out using General Electric's VAST computer program. This program per-
forMS 0 linear elastic analysis of an axisymmetric structure. Figure 15-26
shows a schematic of the analytical model. Structural shells and cones are
shown as solid lines, and their appropriate stiffnesses are calculated from
the equation of elasticity. Bearings and frames are shown as springs, and their
stiffnesses are obtained from past experience, coupled with other proven analyt-
ical techniques. Critical speeds are calculated assuming no damping, and then
an estimate of the actual deflections is made at that speed by including damping
coefficients along with possible unbalance locations on the rotor system. The
results from these calculations are shown in the following tables.

In Table 15-VIII are presented the basic engine weights and inertias of
principal components for the UTW Configuration No. 1 (experimental engine minus
inlet and fan exhaust system weight).

Table 15-IX presents the system critical speeds, excluding mount modes,
for the UTW Configuration No. 1. The speed range for which critical speeds
were calculated was 1000 rpm to 5000 rpm.

Table 15-X presents the system critical speeds, excluding mount modes,
for the UTW Configuration No. 1. The speed range for which criticals were
calculated was 1000 rpm to 9000 rpm.

Table 15-XI presents the system critical speeds, excluding mount modes,
for the UTW Configuration No.l. The speed range for which critical speeds were
calculated was 1000 to 15000 rpm.

540

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Right Hand Rule for Forces, Moments, and Maneuvers

Nomenclature
NZ - Weight Acting Down
NY - Weight Acting Right Side
NX - Weight Acting Forward
T Engine Thrust/Drag
8- Angular Pitch Velocity (rad/sec)

8- Angular Pitch Acceleration (rad /sect)

- Angular Yaw Velocity (rad/sec)
- Angular 'Yaw Acceleration (rad;sec2)
- Angular Roll Velocity (rad/sec)
- Angular Roll Acceleration (rad/sect)
PZ - '!ertical Force
PY - Side Force
MZ - Moment About Vertical
MY - Moment About Side
MX - Moment About Engine Axis (Torque)

Figure 15-25. Load Locations.

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 Table 15-VIII. Basic Engine Weight and Moment Data,
UTW Configuration No. 1.

Overall Engine

• Total weight 1806 kg (3982 lb.)

• Transverse moment of inertia about C.G. 1.68 x 10 7 kg-cm2 (5.73 x 10 6 lb -in 2)

• C.G. location 48 cm (18.9 in.) aft of fwd. mount plane

• Distance between mounts 123 cm (48 .5 in.)

Weight Polar Moment

Rotors kg (lb) kg-cm2 (lb-in2)

Fan (including V.P. Actuation System) 237 (523) 258,200 88,245

Lp 105 (232) 41,940 14,332
HP 193 (425) 68,250 23,322

Table 15-IX. System Critical Speeds, Maximum Response

Due to Fan Rotor.

Fan
Speed, Response(1)
Mode Description rpm cm (mils)

LP Rotor Bending 2332 0.0013 (0.5)

Turbine Frame & Exhaust Plug 2748 0.025 (10)

Core Casing 3677 0.018 (7)

(1) Single amplitude response at point of maximum deflection,

in mils, for 100 gm-in. unbalance at fan centerline.

544
 Table 15-X. System Critical Speeds, Maximum Response
Due to LP Turbine Rotor.

LPT
Speed, Response(1)
Mode Description rpm cm (mils)

Fan Rotor & Compressor Case 2517 0.013 (5)

Turbine Frame & Exhaust Plug 3168 0.028 (11)

Fan Rotor & Fan Frame 4146 0.008 (3)

HP and LP Rotors 6092 0.041 (16)

Core Casing 8287 0.005 (2)

(1) Single amplitude response at point of maximum deflection,

in mils, for 100 gm-in. unbalance in LP turbine.

545

-1
 Table 15-XI. System Critical Speeds, Maximum Response
Due to HP Rotor.

Response (1)
HP Rotor Unbalance Unbalance
Speed, At Com r. St g. 1 At HPT
Mode Description rpm cm (mils) cm (mils)

Fan Rotor & Exhaust

Plug 2564 0.020 (8) 0.020 (8)

Fan Rotor & Exhaust

Plug 3236 0.013 (5) 0.020 (8)

Fan Frame & Core Case

Bending 4166 0.005 (2) 0.005 (2)

LP & HP Rotors 5534 0.005 (2) 0.122 (48)

Core Casing 8029 0.023 (9) 0.002 (1)

LP Rotor 9861 0.033 (13) 0.046 (18)

Fan Rotor & Fan Frame 10099 0.028 (11) 0.008 (.3)

LP & HP Rotors 13587 0.097 38 0.002 (1)

(1) Single amplitude response at point of maximum deflection, in mils,

for 100 gm-in unbalance at indicated location.

The results of the VAST computer analysis show that no rotor flexural
criticals exist in the engine operating range for any of the rotors. The
most significant critical occurs at 5534 rpm and indicates an estimated
response of 0.122 cm (48 mils) for 100 gm-in. unbalance in the HP turbine.
However, since a substantial portion of the bending energy is absorbed by
the frames, this critical is not considered hazardous assuming that standard
rotor balancing procedures are followed at HP rotor assembly.

15.4.7 Accessories

The accessory arrangement, for the UTW experimental propulsion system

will be similar to the arrangement planned for the UTW flight system (Figure
15-27) with many of the same maintenance features. To reduce cost, experi-
mental engine components in the accessory area are "off-the-shelf" items.

546
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• Main Fuel Pump and Control - Modified F101

• Fuel Shutoff Valve - Nonflight design
• Fuel/Oil Coolers from the CF6
• Lube Tank from the TF'J9
• Lube Filters from the CF6
• Air/Oil Separator
• Lube and Hydraulic Pumps
• Magnetic Chip Detectors from the F101
• Alternator from the F101
• Digital Control - non flight weight design
• Ignition Box from F101
• Control Cables
• Anti-Icing Valve (Not included on experimental engine)
• Power Take-off (PTO)

The above items optimized to meet flight system requirements will be

mounted on the outer casing of the fan frame in the accessory area. Location
of components will permit removal of the inlet without removing or uncoupling
any of the engine fluid systems. Removal of the engine vertically will be
possible without removing or uncoupling engine to engine piping. The experi-
mental engine gearbox is a "boiler plate" component using gears and bearings
from the F101 gearbox.

Opening fan and core cowl doors will provide access to the core engine
mounted equipment:

• Fuel Manifold, Valves and Tubes from the F101

• Stator Actuators from the F101
• Scavenge Pump
• Ignitors
• Instrumentation
• Speed Sensors
• Vib Sensors
i • Fire Detection and Extinguishing

The scavenge pump with its own inlet gearbox and radial drive is on the
bottom of the engine to provide a gravity drain lube system.

The UTW flight system will include the following items not planned for the
experimental engine.

• Flight Weight Gearbox

• Double Wall Fuel Piping and Manifold
• Improved replaceability of Fuel Injection Tubes
• Flight Radial Drive for Scavenge Pump
• "Hard-wall" titanium piping in place of soft hardware
coupling F10i engine plumbing with accessories

548

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 q
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15.5 UTW AND OTW BOILER PLATE NACELLE DESIGN

This section deals with the conceptual design of the "boiler -plate" nacelle
hardware for the initial testing of the UTW propulsion system and the total OTW
propulsion system as it will be shipped to NASA in 1977. All boiler-plate nacelle
hardware used initially for the UTW will be part of the OTW propulsion system
assembly. The preliminary design review of the boiler-plate nacelle and facility
hardware for the UTW system has been scheduled for March of 1975 and the prelim-
inary review of the OTW system will be in August of 1975.

15.5.1 Inlet

Planned testing of the UTW and OTW engines will require two boiler-plate
inlet configurations. A bellmouth inlet will be utilized for aerodynamic engine
mapping and baseline acoustic evaluation. A hybrid configuration featuring ele-
vated throat Mach number and multiple acoustic suppression designs will be employed
for the flight-type aero and acoustic evaluations. Both inlets will be mechani-
cally decoupled from the engine (Figure 15-28). The boiler plate nacelle com-
ponents are decoupled to prevent overload of the composite fan frame flanges due
to excessive engine motion/vibration. A typical decoupled or "load-break" joint
is shown in Figure 15-28 (View A). The air seal is provided by a closed-cell
foam, such as Scott-Felt, bonded to one-half of the flange and pressed against
the other. The acoustic seal is provided by a lead foil in a vinyl cover. By
nullifying the acoustic and air leakage through these extra joints, the boiler
plate, test, systems can best represent the final composite propulsion system
assembly. A typical inlet to test stand mounting system at the Peebles test
site is shown in Figure 15-29.

The bellmouth inlet package consists of a fiberglass/honeycomb bellmouth

and cylindrical or conical casings that satisfy the aerodynamic requirements
for a low Mach number inlet (Figure 15-30).

The hybrid inlet package (see Figure 15-30, bottom) includes a fiberglass/
honeycomb lip and a structural shell that provides the attachment bosses for
two interchangeable sets of acoustic treatment and one matched set of hardwall
panels for initial UTW system testing. One additional set of acoustic panels
will be procured specifically for OTW testing. Acoustic configurations will
provide three treatment thicknesses in accordance with the current acoustic
design philosophy. A typical acoustic panel fabrication will consist of an
aluminum perforated face plate stretch formed to the correct contour and bonded
to a honeycomb/single degree of freedom panel which in turn is bonded to an
aluminum or fiberglass backing sheet.

For the OTW system testing, additional hardware will be procured for the
inlet to simulate an external flowpath. These external flow lines will not,
however, be identical to a true flight-type configuration. The inclusion of
removable acoustic panels will necessitate the usage of a larger outer cowl
diameter [maximum diameter approximately 218 cm (86 in.)].

549

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Figure 15-29. Inlet Mounted on Test Stand at Peebles Proving; Grounds.

551
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Bellmouth

Baseline
• M 0.45
9 No Suppression

Rotate for Crosswind Effects

Flight Contour

ROTOR 5/l

Hybrid Inlet
& M 0.79
• One Set Hardwalls
• Two Sets Acoustic Treatment
• Three Panel Designs

Figure 15-30. Boiler Plate Inlets.

552
 15.5.2 Fan Bypass Duct

The UTW fan bypass duct is a fabricated structural shell that provides the
attachment capability for two interchangeable sets of acoustic treatment and
one matched set of hardwall panels. Two single-ring splitters will be procured
to match the two acoustic configurations. They will be supported by the duct
through six airfoil-shaped aero/mechanical struts. Core cowl access is accom-
modated by the hinged door construction of the outer ducting. The doors are
supported from the facility through a beam internal to the pylon. (see Figure
15-31). The duct/fan frame interface is a typical Marman-type joint.

The variable UTW fan nozzle will be designed and procured as a component
of the composite nacelle assembly and will be utilized in both the composite
and boilerplate nacelle configurations. It is fully operable and attaches as
an assembly to the fan duct.

The OTW bypass duct is comprised of the UTW duct structural. shell with one
new set of acoustic panels and one acoustically treated, single-ring splitter.
Since the UTW nozzle will be removed at Station 246, new structure and panels
will be procured from this station aft to the thrust reverser. Fairings will
provide smooth aerodynamic, external flowlines from the inlet to the thrust
reverser.

15.5.3 Core Cowl

The UTW core cowl embodies the same design philosophy established for the
fan duct. It is a fabricated structural shell that supports two sets of inter-
changeable acoustic panels and one set of hardwall panels. It has a forward
interface (Marman-type joint) with the fan frame and an aft interfacing slip
joint with the core nozzle. Access to the compressor and turbine is provided
by the hinged door construction of the core ducting which is supported by the
facility beam extending down within the pylon (see Figure 15-32).

The core cowl assembly between the fan frame and station 246 will also use
the UTW boiler-plate core cowl structure and a new set of acoustic panels.
From station 246 aft to the slip joint at the core nozzle both new acoustic
panels and new structure will be the differences between OTW and UTW flowpaths.

15.5.4 Core Nozzle

The mechanical design activity in the OTW core exhaust nozzle was limited
to one nonflight conceptual design as shown in Figure 15-33 with interchange-
able acoustic treatment. The layout was made primarily to show the latest flow
path and to define the envelope available for acoustic treatment.

The design is similar to the UTW as described in Section 15.5.4. The

flight-type OTW core nozzle rasign would also be similar to that previously
described for the UTW flight design with either the stacked core or side branch
resonator acoustic treatment design as determined from scheduled sound suppres-
sion tests.

553
 µ

15.5.5 Pylon - Boiler Plate and Composite

The pylon/box-beam.assembly is the primary structural support system for

the fan exhaust duct assembly. The beam is a welded fabrication that extends
from the overhead facility structure to the engine core through the pylon. It
is pinned to the facility structure at its aft end and soft mounted in rubber
bushings at its forward end. The aft, pinned joint of the beam support system
will be designed to relieve the composite fan frame of a portion of the load
of supporting the boiler plate nacelle (see _Figure 15-34). All thrust loads
applied to the fan ducting are transmitted to the engine mounts through the fan
frame. Aerodynamic contour of the pylon is provided by a nonstructural fairing
bolted to the structural beam.

Two pylon/box-beam assemblies will be procured. The configurations will

be identical for both the UTW and OTW experimental engines.

15.5.6 OTW Target Thrust Reverser

The OTW nacelle assembly will include a target-type, thrust reverser. The
reverser assembly will be decoupled from the engine, as discussed in Section
15.5.1, with separate mounts to the test facility (Figure 15-35) similar to the
inlet support system previously shown in Figure 15-29. Due to the uncertainty
of the aerodynamic requirements, there has been minimal preliminary mechanical
design effort in this area. The flight assembly will require a variable area
exhaust nozzle. The boiler plate nacelle will achieve the desired areas by
adjustable, rotating side doors or fixed position, interchangeable hardware.
Cost, complexity, and maintainability will determine the final configuration
selection.

15.5.7 OTW Containment Ring

Special hardware is required for containment of the large metal blades on

the OTW fan rotor. This will be provided as shown in Figure 15-36. The com-
posite fan frame common to both the OTW and UTW has a casing diameter of 200 cm
(78.8 in.). The containment ring mounts to the boilerplate inlet rear flange,
and its weight is supported through the inlet test stand mounts. The outer
surface of the boiler plate nacelle covers the containment ring at the 218 cm
(86 inch) diameter position, Figure 15-36.

15.5.8 OTW Mounting System

The OTW experimental engine mounting system is identical to the UTW mount-
ing system described in Section 15.4.5.

The OTW flight mounting system will be developed to be compatible with this
unique installation. Figure 15-37 shows a concept of an engine change unit.
The unit would include the inlet, engine accessories, and PTO shaft to the air-
craft accessories, bottom pylon, and the basic engine with the core exhaust system.

554
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Boiler Plated
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everser As
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)TW Thrust Reverser Assembly.

559
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With this arrangement the engine change unit can be removed vertically downward.

• Fan and core cowl doors remain "on-the-wing"

• Engine-to-engine piping is not disassembled

• Disconnect points include:.

- Mount System (4 places - 4 Bolts or Pins)

- Bleed Air Pipe
- Powershaft at aircraft accessory gearbox
- Anti-icing air tube
- Aircraft-to-engine service pipes, lines,
cables, and wires

The flight-type mounting structure, shown in Figure 15-38, can be an inte-

gral part of the wing. The forward section is for the engine mounts; the aft
section provides the mounts for the target reverser. Note that thrust is taken
at the fan frame outer casing at two points on the horizontal center line. These
mounts also take vertical load. The top mount takes side load. Vertical loads
are simply supported and side loads are cantilevered from the front mount plane.
This is a standard-type mount system - with two thrust mounts, either side or
vertical, loads must be cantilevered to have a determinate (not redundant) mount
system. Usually side reactions are cantilevered because required load conditions
are smaller in that direction.

The mount schematic shows vertical, side, thrust, and torque loads taken at
the front mount plane and vertical load only taken at the rear mount plane on
the outer ring of the turbine frame.

The mount design requirements are the same as described in Section 15.4.5.
Both mount systems are designed for "flight" propulsion system loading conditions.
The weight including all engine mounted equipment will be used for determining
mount loads.

Forward thrust load for design purposes is 93,400 N (21,000 lb) for the OTW
system. Load notations are the same as shown in Figure 15-25. A summary of
typical mount reactions for unit maneuver and "blade out" loads are shown in
Table 15-XII. These loads are for a flight propulsion system with composite
fan blades. The experimental engine is designed to loads described in Table
15-VII for both UTW and OTW installations.

15.5.9 OTW Engine System Dynamics

The preliminary engine vibration response analysis for the OTW engine was
carried out using General Electric's VAST computer program. This program per-
forms a linear elastic analysis of an axisymmetric structure. Figure 15-26
shows a schematic of the analytical model. Structural shells and cones are
shown as solid lines, and their appropriate stiffnesses are calculated from the
equation of elasticity. Bearings and frames are shown as springs, and their

563
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565
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stiffnesses are obtained from past experience, coupled with other proven analyt-
ical techniques. Critical speeds are calculated assuming no damping, and then
an estimate of the actual deflections is made at that speed by including damping
coefficients along with possible unbalance locations on the rotor system. The
results from these calculations are shown in the following tables.

Table 15-XIII presents the basic engine weights and inertias of principal
components for the OTW Configuration No. 1.

Table 15-XIII.. Basic Engine Weight and Moment Data, OTW Configuration No. 1.

Overall Engine

• Total weight 1776kg (3916 lb).

• Transverse moment of inertia about C.G. 1.39 x 10 7 kg-cm2 (4.75 x 106
lb-in.2)
• C.G. location - 13.3 in. aft of forward mount plane
• Distance between mounts 123 cm (51.22 in.)

Weight 2 Polar Moment

Rotors (lb) Kg-cm (lb-in. ),

Fan 300 (661) 531,100 (181,483)

LP 105 (232 41,940 ( 14,332)
HP 193 (425) 68,250 ( 23,322)

Table 15-XIV presents the system critical speeds, excluding mount modes,
for the OTW Configuration No. 1. The speed range for which critical speeds were
calculated was 1000 rpm to 5000 rpm.

Table 15-XIV. System Critical Speeds, Maximum Response

Due to Fan Rotor.

Fan
Speed, Response(1)
Mode Description rpm cm (mils)

LP Rotor Bending 2483 0.001 0.5

_ Turbine Frame & Exhaust Plug 3294 0.033 13
Core Casing & Turbine Frame 4230 0.018 7

(1) Single Amplitude response at point of maximum deflection, in mi1c:, fc:

100 gm-in. unbalance at fan centerline.

566

1
 Table 15-XV presents the system critical speeds, excluding mount modes,
for the OTW Configuration No. 1. The speed range for which criticals were calcu-
lated was 1000 to 9000 rpm.

Table 15-XV. System Critical Speeds, Maximum Response

Due to LP Turbine Rotor.

LPT
Speed, Response (l)
Mode Description rpm cm (mils)

Fan Rotor & Compressor Case 2160 0.005 (2)

Turbine Frame & Exhaust Plug 3542 0.025 (10)
Fan Frame & Turbine Frame 4554 0.033 (13)
HP and LP Rotors 6998 0.008 (3)
Core Casing 8234 0.001 (0.4)
(1) Single Amplitude response at point of maximum deflection,
in mils, for 100 gm-in unbalance in the LP turbine.

Table 15-XVI presents the system critical speeds, excluding mount modes,
for the OTW Configuration No. 1. The speed range for which criticals were calcu-
lated was 1000 to 15,000 rpm.

Table XVI. System Critical Speeds, Maximum Response

Due to HP Rotor.

Res onse(1)
HP Rotor Unbalance Unbalance
Speed At Comp. St g. 1 at HPT
Mode Description rpm cm mils cm mils

Fan Rotor & Fan Frame 2296 0.010 (4) 0.001 (0.3)
Turbine Frame & Exhaust
Plug 3561 0.013 (5) 0.030 (12)
PT & HP Rotors, Casing
Bending 4471 0.013 (5) 0.033 (13)
LP & HP Rotors 6202 0.030 (12) 0.096 (38)
Fan Rotor & Fan Frame 8450 0.005 (2) 0.0005 (0.2)
LP Rotor & Casing 9899 0.091 (36) 0.028 (11)
LP Rotor & Casing 10061 0.033 (13) 0.020 (8)
LP & HP Rotors 13547 0.104 (41) 0.003 (1)

(1 ) Single amplitude response at point of maximum deflection, in mils, for

100 gm-in. unbalance at indicated location.

As shown for the UTW system (Section 15.4.6), the most significant response
is due to HP turbine rotor unbalance. This is not considered hazardous with
rotor balance at assembly.

56?

/ i
 w

15..5.10 Accessories

The accessory arrangement for the OTW experimental engine will be the same
as described in Section 15.4.7 with the exception that the hydraulic pump will
be deleted, since the OTW experimental engine will have a movable (not actuated)
target reverser and area control side flaps.

The flight arrangement will have bottom-mounted accessories with a CF6-

type gearbox configuration. For this arrangement the lube scavenge pump is
mounted on the main gearbox in the accessory area. All other components are
positioned as indicated in Section 15.4.7.

568
 SECTION 16.0

WEIGHT

QCSEE propulsion system weight status at the conclusion of the preliminary

'design phase is presented in the following paragraphs. Analyses of the
individual components indicate that the goal thrust-to-weight ratios will be
met by both the UTW and OTW propulsion systems.

Weight tables contain projected weights of the flight propulsion systems

based on design weight of the flight-type components, and equivalent flight
weight of the nonflight components. Estimated weights of the experimental
engines are also shown, with brief explanatory notes to indicate differences
from the flight engine configurations. Because of the many nonflight design
nacelle components, there is no contract goal for the experimental installed
propulsion system weights. Therefore, no attempt has been made to monitor
the weights of boiler plate components..

16.1 UTW ENGINE

Weight breakdowns of the experimental and flight UTW engine components

are presented in Table 16-I. The flight engine total weight of 1338 kg
(2943 lb) meets the goal uninstalled thrust-to-weight ratio of 6.2 with
81,400 N (18,300 lb) thrust.

16.2 UTW PROPULSION SYSTEM

Weight summaries of the installed experimental and flight UTW propulsion

systems are presented in Table 61-II. The flight system total installed
weight of 1920 kg (4015 lb) meets the goal installed thrust-to-weight ratio of
4.3 with 77,400 N (17,400 lb) installed thrust.

16.3 OTW ENGINE

Weight breakdowns of the experimental and flight OTW engine components are
presented in Table 16-I. The flight engine total weight of 1275 kg (2814 1b)
meets the goal uninstalled thrust-to-weight ratio of 7.4 with 93,500 N (21,000 lb)
thrust.

16.4 OTW PROPULSION SYSTEM

Weight summaries of the installed experimental and flight OTW propulsion

systems are presented in Table 16-III. The flight system total installed weight
of 1780 kg (3931 lb) results in an installed thrust-to-weight ratio of 5.1 with
90,300 N (20,300 lb) installed thrust. This value does not include the nacelle
supporting structure (normally an aircraft responsibility), but exceeds the con-
tract goal of 4.7. If 160 kg (353 lb) is allowed for this structure (GE estimate),
the installed thrust-to-weight ratio would be 4.7. Further aircraft integration
studies are required to refine the estimate of the structure.

569

1
 Table 16-1. Engine Detail Weight Breakdown.

July 26, 1974

UTW OTW

Experimental Flight Experimental Flight

k^ (lb) (lb) k (lb) (lb)
F101 442 974 425 936 442 974 425 936(1)
F101 LP Turbine 117 259 117 259 117 259 117 259
F101 LP Shaft 27 60 27 60 27 60 27 60
F101 Core and-LPT Tota l 587 1293 569 1255 587 1293 569 1255

Fan Blades 42 92 42 92 124 273(2) 41 90

Disk and Blade Support 78 171 78 171 100 220(2) 64 142
Fan Shaft 32 70(3) 23 50 32 70(3) 23 50
Spinner 22 48 22 48 22 48 22 48
Fan Total 173 381 164 361 275 606 147 325

Reduction Gear (Curtiss -Wright)

Est.) 96 211(4) 77 170 94 208(4) 77 170

Fan Frame Composite

Structure 120 265 120 265 120 265 120 265
Casing and Flanges 48 106 48 106 48 106 48 106
Sump and Shield 3 6 3 6 3 6 3 6
Containment 21 46 21 46 21 46 21 46
Core OGV's 17 37 17 37 17 37 17 37
Fan Frame Total 209 460 209 460 209 460 209 460

Turbine Frame Total 80 177(5) 48 105 80 177(5) 48 105

(1) Commercialized core, modified for lower pressure,

lower temperature QCSEE engines
(2) Titanium versus composite blades
(3) Steel versus titanium shaft
(4) Steel versus titanium star carrier
(5) Modified F101 frame versus new design

570

t
 w

TAble 16-1. Engine Detail Weight Breakdown (Concluded).

UTW OTW

Experimental Flight Experimental Flight

k& (lb) h& (lb) k& (lb) h (lb)
Bearing Supports 37 81(6) 29 64 37 81 29 64
Bearings, Sumps and Seals 81 179(7) 60 133 81 179(7) 60 133
Accessory Gearbox 56 124(8) 38 83 56 124(8) 38 83
Bearings, Sumps and
Drives Total 174 384 127 280 174 384 127 280

Fuel System 31 68(9) 22 48 31 68(9) 22 48

Elect System 32 70(10)26 58 32 70(10)26 58
Lube and Scay . Syst. 20 43 20 43 20 43 20 43
(11)
Oil Tank 15 32(11)10 22 15 32 10 22
V.P. Mechanism 42 93 42 93 - - - -
(12) (12)
Piping and Wiring 36 80 22 48 36 80 22 48
C&A Total 175 386 142 312 133 293 99 219

Total Engine Weight 1493 3292 1335 2943 1552 3421 1276 2814
Uninstalled Thrust 81400 18300 81400 18300 43500 21000 93500 21000
N (lb) N (lb) N (lb) N (lb)
Uninstalled Thrust/Weight - 6.2 - 7.4

(6) Steel versus Titanium

(7) CF6 No. 1 bearing and available hardware versus optimized design
(8) Fab steel gearcase versus cast aluminum
(9) F101 hydromechanical back-up control
(10) Nonflight packaging
(11) TF39 lube tank
(12) Steel versus titanium piping and flex tubing

571
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 _. - - - _

SECTION 17.0

AIRCRAFT SYSTEM STUDIES

17.1 SUMMARY

During the QCSEE preliminary design phase, the aircraft system studies
defined the operational model or mission scenario upon which the baseline UTW
and OTW aircraft could be designed. Through the team effort of American Air-
lines, Douglas, Boeing, and GE, a set of common economic ground rules were
established with latitude permitted, where reasonable, to reflect individual
aircraft manufacturing background. With baseline aircraft defined by Boeing
for the OTW and Douglas for the UTW, DOC calculations were made. Aircraft sizes
are the result of using the flight configurations of the QCSEE engines. No
attempt has been made to directly compare UTW vs. OTW aircraft since it is not
the intent of the QCSEE program to decide the merit of the aircraft designs.

17.2 STUDY OBJECTIVE

The objectives of the aircraft system studies are to:

1. Provide design guidance for the OTW and UTW experimental-and flight-
type engine designs which are the final product of the QCSEE contract.

2. Provide inputs for the test planning of the hardware, both component
as well as the experimental engines.

3. Based on the experimental engine test results, provide flight, economic,

and acoustic performance of commercial short-haul OTW and UTW aircraft.

4. Provide various trade studies such as DOC versus noise footprint areas.

Overall, then, it is the purpose of the Task 10 effort to "keep alive"

the flight engine configurations with updating information as the four year
experimental program progresses.

17.3 MISSION SCENARIO

The operational scenario for short-haul transportation in the 1980 and

beyond time period is projected to include the spread of congestion at more of
the major hub airports and the inability to obtain the large land areas
necessary for conventional airports. The environmental impact of aircraft in
terms of noise and pollution suggest severe restrictions will be encountered
in siteing new airports and in the initiation or expansion of commercial service
to existing smaller airports. In order to meet these transportation requirements,
shorter takeoff and landing aircraft which have greatly reduced noise and pollu-
tion levels will be required. Continued growth in the short-haul transportation
market is projected based on population and demographic trends. The reduced
availability of automotive gasoline had a strong positive effect on the number
of passengers carried during the recent energy crisis and any recurrence should

574

l
 have similar positive influences. Projected costs for aviation fuels will place
heavy demands on engine and aircraft performance features which reduce the
quantity of fuel required per passenger seat mile. These factors establish the
baseline for a tentative aircraft operational scenario for use in the QCSEE
propulsion system trade studies.

Figure 17-1 shows a typical short-haul aircraft's route network for the 1980
time period. The average trip distance is approximately 462 kilometers (250 nmi)
with longest leg close to the design range point for a typical STOL aircraft.
Table 17-I lists the major aircraft acoustic goals and aircraft independent
variables of size, aircraft design stage length, extended range capability, and
design field length. Table 17-II lists the dependent design characteristics
and objectives for a typical advanced short-haul STOL aircraft. Selection of
flight speed on short-haul flights within the suggested range is not projected
to be as critical as the economic impact of the projected cost of fuel and
results in the requirements to optimize the aircraft to achieve maximum available
seat miles per unit of fuel consumed. The cruise altitudes suggested are those
actually used today in the short-haul flight. market, While they may not represent
optimums they do reflect the effect of air traffic system in the congested area
of the Northeast corridor. The wing loading value listed was selected on the
basis of passenger ride qualities. Uninstalled takeoff thrust to aircraft gross
weight ratio is a representative level for an aircraft that meets the require-
ments set forth previously in Table 17-I.

Table 17-1. QCSEE Preliminary Aircraft System Definition.

I Independent Variables
I
• 95 EPNdB,152 m (500 ft) sideline during takeoff and approach

• 100 PNdB,152 m (500 ft) sideline with reverser at 35% takeoff thrust

• Passenger size 150-170

• Design stage length, 926 km (500 mi)

1390 km (750 mi) increased field length

• Design field length, 914 m (3000 ft) @ 32° C (90 F) sea level

The field length, approach, and climb out gradients are associated with
achieving the noise objectives set forth for the program. Engine response
characteristics have been established on the basis of aircraft handling qualities.
The remaining design objectives are those desired to provide a widely useable
aircraft in commercial service. Table 17-III shows the distribution by segment
range of total number of departures flown by a typical trunk airline. Immediately
below is shown the average city pair demand by number of passengers per day and
the percentage of departures that fall in each category. These data suggest the
strong need to ensure that the aircraft is properly sized to meet the short-haul
market. The aircraft must not be too large as to be uneconomic from a load factor

575
 w

Figure 17-1. Short-Haul Network.

576
i M f

Table 17-II. QCSEE Preliminary Aircraft System Definition.

Dependent Variables

• Aircraft Mach number [fallout from 914 (3000 ft) balanced field length
and maximized ASM/100,000 gallon fuel]

• Cruise altitude 6.9-8.25 km (21-25 kft)

• Wing loading 450 kg/m2 (100 lb/ft2)

• 51.4 m/sec (100 kts) initial

climb-out 100% thrust, 20° Flaps, 12.5 0 Path
• 51.4 m/sec (100 kts) approach 65% thrust, 50° Flaps, 6° Path

• Uninstalled T/GW of A/C 0.5

• Field length calculation QCSEE A/C study rules

• Engine Response Per section 2.2.4 and 2.2.7

• Thrust Reverser 35% Takeoff thrust from touchdown

to 5.2 m/sec (10 kts)

• Bleed and hp Will evaluate

• Engine duty cycle 0.67 Flight hr. per cycle

• Upwash & crosswind Per Table 3-II

• Engine operating envelope Per Figure 2-1

• Accessory replacement 45 min. (30 min. goal)

• Wing cross section at engine To be provided for 914 m (3000 ft) runway

• Four engines 80,300-89,000 N

(18,000-20,000 lb) uninstalled thrust/engine

• Wing span 32.8 m (108 ft)

577
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standpoint or to reduce the frequency of service to an unacceptably low level.

These factors were used along with others in selecting the passenger load size for
a typical advanced short-haul propulsive lift aircraft.

17.4 PRELIMINARY DOC GROUND RULES

The design of the QCSEE propulsion system must consider the impact of the
various propulsion system features on aircraft operating costs and economics.
Short-haul flight profitability is much more sensitive to delays, cancellations,
out-of-service costs, indirect operating expenses and direct operating expense
variations than are long-haul operations. The usual tools for economic assessment,
such as the ATA method for determinining direct operating cost of turbine powered
aircraft, are too crude for technological guidance. In an effort to improve the
usefulness of such tools both Boeing and Douglas have readjusted their cost
equations in an attempt to more truly reflect short-haul economics. This area
will receive additional attention. In addition, the propulsion system economic
method suggested in NASA CR1344645 will be evaluated for possible use with
suitable modification to assess the different cost/benefits for specific design
trade studies undertaken under the QCSEE Program. Table 17-IV provides the
preliminary data for the preliminary economic studies undertaken by Boeing and
Douglas.

17.5 UTW AIRCRAFT CHARACTERISTICS

The primary design requirement for the baseline aircraft is to carry

150 passengers 926 km (500 nmi) from a 914 m (3000 ft) length field. The gen-
eral arrangement of the Douglas Aircraft Company (DAC) UTW aircraft design
which meets these requirements is shown in Figure 17-2.

Four variable pitch fan QCSEE engines of 81,400 N (18,300 lb) rated
thrust are mounted on the 140 m 2 (1507 ft 2 ) wing. The aspect ratio 9 wing
utilizes a supercritical airfoil section and has approximately 0.08 radian
(5°) of sweep at the quarter chord. This low wing sweep limits cruise
Mach number to about 0.75, but this is ample for thr short stage lengths on
which the aircraft will be operated. A 25 % chord, double-slotted
flap in conjunction with full-span leading-edge devices, provide high-lift
performance. Spoilers are used for direct lift control in the approach mode.
The high-lift system does not require engine bleed.

The engines are located inboard to reduce .engine-out asymmetric effects.

The location of the outboard engine at 50% of the wing semispan allows sufficient
spacing to avoid significant interference drag penalties. Figure 17-3 defines
the location of the engine relative to the wing-flap system at the inboard
pylon station. The takeoff and landing flap positions and supercritical air-
foil section are visible. The displacement of the engine relative to the wing
leading edge and wing reference plane are based on DAC low and high speed wind
tunnel test experience.

In order to reduce the dependence of the aircraft on ground support

equipment, airsta_irs have been included in the design. They are located at the
left ;side entrance doors at each end of the passenger compartment. In excess
of 57 m3 (2000 €t 3 ) of cargo volume is available in forward and aft under-
floor compartments.
579
 Table 17-IV. Preliminary Data for Economic Studies.

Number of Engines 4
Aircraft Passenger Capacity 150
Number of Crew/Cabin Attendants 2/4
Average Load Factor (70) 55-65
Average Stage Length, 926
km (nmi) (500)
Flight Time TBD
Block Time TBD
Block Fuel TBD
Fuel Cost (cents/gal) 30
Insurance Rate GO AC Cost) 2 (DAC 170)
Labor Rate ($/hr) 7.20
Utilization (hr/yr) 2555
Airframe Maintenance (Labor & Material) TBD
Engine Maintenace (Labor & Material) Per GE
Fly-away Cost TBD
Airframe Cost TBD
Total Engine Cost TBD
Airframe Spares Factor (70 of AC Cost) 6
Engine Spares Factor (70 of Engine/AC) 30

Residual Value (70 of AC Cost) 2 (DAC 1070)

Depreciation Period (Yrs) 14 (DAC
15 yrs)
Base Year 1974
UTW Engine System Price (Average over $1.26M
1500 Units)
UTW Engine Price 1.03M
OTW Engine System Price 1.3M
OTW Engine Price 0.997M

580
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The 4.5 m (189 in.) diameter wide-body fuselage is designed to accom-

modate 150 passengers in a double aisle, six abreast, single class seating
arrangement with 0.86 m (34 in.) pitch. Seat size is similar to that in a
DC-9, approximately 2.54 cm (1 in.) wider per passenger than DC-8 or B707/727/737
seats. An aisle width of 0.51,m (20 in.) was chosen, consistent with current
wide-body airplanes to minimize passenger loading and unloading times. The
arrangement of the passenger compartment is shown in Figure 17-4. Overhead
baggage compartments are like those in current wide-body aircraft, and coat
racks are located near the exits. Due to the short stage lengths over which
the aircraft will be operated, there are no provisions for hot meal service
galleys; however, buffet-coffee bars are located at each end of the passenger
compartment.

The cockpit area is arranged for operation with two crew members, but
jump seats are provided for an optional third crewman and for an observer.
The third crewman's seat is positioned midway between the pilots' seats behind
the center pedestal so that he can reach all center pedestal controls including
throttles and could monitor systems on the overhead panel. I'n addition, he
could assist in check list procedures and provide a third pair of eyes for
avoidance of mid-air collisions. The observer's seat position is suitable for
observing all crew procedures as would be required by a check pilot.

The parametric aircraft sizing process involves calculating takeoff and

landing performance to determine wing loading (W/S) and thrust--to-weight ratio
(T/W) combinations that meet the 914 m (3000 ft) field length requirement.
Aircraft that meet the payload-range requirement are then sized for each of these
W/S and T/W combinations. The design point is then selected, usually on the
basis of minimum direct operating cost (DOC).

The mission profile used for aircraft sizing is shown in Figure 17-5. A
digital computer program calculates the mission time history by numerical
integration of the flight path. A constant cruise Mach number of 0.70 at 9450 m
(31,000 ft) was selected based on requirements submitted by American Airlines.
The profile accounts for the 129 m/sec (250 knot) speed limit below 3050 m (10,000
ft) altitude and a cabin pressurization rate limited descent. Fuel reserves
include provision for a 185 m (100 nmi) diversion to alternate plus 45 minutes
hold at long-range cruise speed. Mission performance was calculated for stand-
ard day conditions.

The sizing chart for the base line aircraft, shown in Figure 17-6, consists
of plots of direct operating cost, gross weight, rated thrust per engine and
uninstalled thrust-to-weight ratio as a function of wing loading. The plot of
T/W vs W/S shows lines of constant 914 m (3000 ft) takeoff and 914 m (3000 ft)
landing field length. Takeoff and landing performance were calculated for sea
level 32° C (90° F) conditions.

The aircraft was sized on the basis of minimum DOC and gross weight. This
occurs at the W/S and T/W where takeoff and landing field length are both equal
to 914 m (3000 ft); W/S _ 450 kg /m2 (100 lb/ft2) and T/W = 0.486. The resulting
required engine size is 81,400 N (18,300 lb) uninstalled.

583

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* 150 Passengers
• 914 m (3000 ft) Field Length

Wing Loading, lb/ft2

90 95 100 105 110
.50
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Design
4
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0.45 440 460 480 500 520
Sr
Wing Loading, kg/m2

Figure 17-6. Baseline Aircraft Sizing Parameters.

586
 Direct operating cost is relatively insensitive to design wing loading. A
somewhat smaller engine could be used and still meet all design requirements
without significant increase in DOC.

A summary of the basic UTW aircraft characteristics is shown in Table 17-V.

The primary aircraft design requirement is to carry 150 passengers 926 m (500
nmi) from a 914 m (3000 ft) length field. An alternate mission is to carry the
same payload 1389 km (750 nmi) from a longer runway. The 1389 km (750 nmi)
mission requires the fuel load be increased by 2313 kg (5100 lb) which increases
the required field length to 983 m (3225 ft). Both missions are flown at a
cruise Mach number of 0.70 which represents a compromise between the high speed
(M - 0.75) and long range (M = 0.62) cruise speeds.

Table 17-V. UTW Aircraft Characteristics

Design Field Length, m (ft) 914 (3,000)

Payload [150 passengers @ 91 kg (200 lb], kg (lb) 14,600 (30,000)
Design Range, km (nmi) 926 (500)
Max Range with Full Payload, km (nmi) 1,389 (750)
Design Takeoff Gross Weight, kg (lb) 68,300 (150,700)
Max Takeoff Gross Weight, kg (lb) 70,400 (155,700)
Max Landing Weight, kg (lb) 69,300 (150,700)
Wing Area, m 2 (ft 2 ) 140 (1,507)
Rated Thrust per Engine, N(lb) 81,400 (18,300)
W/S, kg/m2(lb/ft 2 ) 450 (100)
T/W Uninstalled 0.486
Cruise Mach Number 0.70
DOC @ 926 km (500 nmi) 2.16 (,%/ASNM

The group weight statement for the airplane is shown in Table-VI. Advanced
construction techniques and materials are incorporated in the aircraft as
follows:

• Composite materials: Control surfaces and a limited amount of

secondary structure.

• Advanced Metallic Structural Concepts: Integrally machined stiffeners,

advanced alloys and honeycomb sandwich used in wing and tail boxes.

• Carbon Brakes.

Payload-range performance for the airplane is shown in Figure 17-7 for three
operational conditions:

587
 k

Table 17-VI. Group Weight Statement.

Weight
kg (lb)

Wing 7,760 17,107

Tail 1,702 3,752

Fuselage 10,386 22,896

Landing Gear 2,697 5,945

Surface Controls 1,609 3,548

Propulsion 9,048 19,946

Auxiliary Power Plant 431 950

Instruments and Navigational Equip. 533 1.175

Hydraulic 583 1,285

Pneumatic 460 1,013

Electrical 1,175 2,590

Electronics 798 1,760

Furnishings 6,210 13,690

Air Conditioning and Anti-Icing

893 1,968
Equipment

Auxiliary Gear 14 30

Manufacturer's Empty Weight 44,296 97,655

Operational Items 1,291 2,845

Operational Empty Weight 45,587 100,500

Payload 133,608 30,000

Fuel 9,163 20,200

Design Takeoff Gross Weight 6,836 1501,700

588

_ i
 Payload, l000 lb
0 o,
M o 0
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589
 • Design takeoff gross weight: M - 0.7 cruise

• Maximum takeoff gross weight: M - 0.7 cruise

• Maximum takeoff gross weight: long range cr.w'se speed

Maximum payload consists of 150 passengers and bags at 91 kg (200 lb) each plus
1588 kg (3500 lb) of cargo. All fuel is carried in the wing outside the fuse-
lage. Maximum fuel capacity is 18,600 kg (41,000 lb).

Figure 17-8 shows how direct operating cost (DOC) varies with stage length.
The airplane reaches the maximum gross weight limit at 1389 km (750 nmi). For
longer stage lengths, payload must be reduced as fuel is increased so that this
weight is not exceeded. The reduction in payload causes DOC to increase.

A breakdown of the direct operating cost for the design point is shown in
Table 17-VII. Fuel cost is the largest single contributor to DOC making up
almost a third of the total. A fuel cost of 7.93/liter (30 cents per gallon)
was used in the calculations.

Trade factors or sensitivity factors in terms of aircraft gross weight,

required engine size, and direct operating cost are presented in Table 17-VIII
for changes in engine weight, cost and SFC. Of these the aircraft is most
sensitive to SFC due to the high fuel price.

17.6 OTW BASELINE AIRCRAFT CHARACTERISTICS

Presented in this section are the preliminary results of the Boeing OTW
baseline aircraft system sizing and economic study. The objectives of the
study are:

1. Determine the size and characteristics of an OTW airplane using the

upper surface blowing propulsive lift technique.

2. Evaluate the resulting airplane operating costs.

The design conditions are shown in Table 17-IX. Thus, the basic design
task was to size the aircraft to the QCSEE OTW engine which is based on the
use of the F101 core.

The propulsion system data was furnished by GE to Boeing as shown on Table

17-X. These data established the basic thrust, fuel consumption, and propulsion
weights used in the study.

The resulting baseline aircraft sized to a takeoff gross weight of 91,500

kg (201,200 lb) with a payload of 195 passengers. The aircraft general arrange-
ment is shown on Figure 17-9. For this size of aircraft, seven abreast seating
with 86 cm (34 in) pitch was used to limit body length for adequate rotation
at takeoff. The overall length is 46 m (154 ft) and the wing span is 37.5 m
(125 ft). The airplane features double-slotted flaps blown by the OTW engines.
During engine operation the flap slots are sealed to provide a smooth Coanda

590
 °-
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DOC, ¢/ASnmi
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r-1 ri r-1 rl '-•I
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 Table 17-VII. Direct Operating Cost Breakdown.

Stage Length - 926 m (500 nmi)

$/Flt. Percent
Component ;..ycle of Total

Crew 229 14

Insurance 48 3

Depreciation 302 19

Fuel 572 35

Airframe Maintenance 212 13

Engine Maintenance 257 16

Total 1620 100

Table 17-VIII. Engine Trade Factors,

• A 10% increase in bare engine weight

will increase TOGW by 1.5%
FNby 1.5%
Req d

D00 by 0.9%
500

• A 10% increase in bare engine cost

will increase by 2.1%
D00500

• A 5% increase in climb and cruise SFC

will increase TOGW by 1.1%
F by 1.1%
NReqd

by 2.2%
D00500

592
 kr

Table 17-IX. Design Conditions.

• Field Length 914 m (3000 ft) 132° C(90° F)Sea Level]

• Stage Length 925 km (500 nmi)

• Cruise Speed 0.72 Mach

• Cruise Altitude 9,100 m (30,000 ft)

• Four GE19/F4E2 Engines 91,000 N (20,500 lb)/engine Rated

• Extended Range (P/L Off Loae) 1389 km (750 nmi)

Table 17-X. Propulsion System,

E

(GE19/F4E2)

• Bupass Ratio 10

• FN (Uninstalled) 91,000 N (20,500 lb(SLS T.O., 32° C(90° F)]

• FN (Installed) 87,200 N (19,700 lbfSLS T.O., 32° C(90° F)]

• SFC (Cruise) 0.00002 kg/sec/N (0.71 lb/hr/lb)

• Weights kg (lbs/engine)

• Engine 1290 (2,850)

• Nacelle and Systems 665 ( 1,470)

Total 1955 (4,320)

593

I
 3

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41

9.

QS

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turning surface and to reduce noise radiated below the aircraft. During engine
out operation, the flap slots behind the inoperative engine are opened and the
flaps further extended. The blown flaps on the opposite engine are partially
retracted. This technique considerably reduces the engine out rolling moment
which allows the lateral control system to trim the airplane with less drag.

A group weight summary is presented on Table 17-XI. With full passenger

payload and fueled for the design range of 926 km (500 nmi) (including reserves),
a takeoff gross weight.of 91,500 kg (201,200 lb) will be reached. A 742 kg
(1,530 lb) weight provision was made for nacelle-to-wing attachment. These
include items such as engine mounts, wing heat shields, nacelle wing fittings,
strut shells, and remote aircraft accessories.

The payload-range performance is shown on Figure 17-10. With a payload of

17,800 kg (39,400 lb), the airplane can be loaded with increasing amounts of
fuel until the maximum takeoff gross weight of 91,500 kg (201,200 lb) is reached.
At this point the takeoff field length is 914 m (3,000 ft) and a 926 km (500 nmi)
range can be achieved. For an extended range of 1390 km (750 nmi), the payload
must be reduced to 15,600 kg (34,400 lb) (170 passengers) to compensate for the
additional fuel needed. The payload-fuel tradeoff can be continued until the wing
tank fuel volume limit is reached corresponding to a 2220 km (1,200 nmi) mission
capability with a 133 passenger payload.

A summary of the OTW baseline aircraft characteristics is shown on Table

17-XII. Takeoff and landing performance is provided for use in community noise
analyses.

An economic analysis was conducted for the baseline QCSEE OTW airplane
using the input data shown on Table 17-XIII. The propulsion system costs were
provided by GE.

The direct operating cost as a function of range is shown on Figure 17-11.

The DOC minimizes at the design range. At this point the DOC is 1.72 cents per
available seat statute mile. Beyond this point the DOC will increase since the
payload off loading reduces the number of available seats. At the extended
range of 390 km (750 nmi) the DOC is 1.96/ASM.

The DOC sensitivity to airframe and engine price is presented in Figure

17-12. The sensitivity to fuel price and aircraft utilization is presented
in Figure 17-13. These sensitivities can be applied to the basic DOC shown
in Figure 17-11 at the 926 km (500 nmi) range condition.

The cost elements for a 926 km (500 nmi) trip is shown in the right hand
column on Table 17-XIV for the QCSEE airplane. The short-haul 1974 costs are
based on the 1967 ATA cost format updated with operational data as reported
by regional carriers. A comparison is also shown for the baseline airplane
when utilizing cost formula based on domestic trunk (CTOL) operating experience.

Similar data is presented on Table 17-XV for the indirect operating costs.
This comparative data reflects short-haul operation from the smaller secondary
airports expected to be in operation in the 1980 time period. IOC cost sensi-
tivities are shown on Figure 17-14.
595
 I

Table 17-XI. Basic Weights.

• Airplane
kg lbs

Structure 36,406 80,260

Propulsion (Engine Starting Control,
and Fuel System) 6,015 13,260
Equipment Systems 16,017 35,310
Manufacturer's Empty Weight 58,437 128,830
Std and Operational Items 2,118 4,670
OEW 60,556 133,500
Payload (195 passengers) 17,872 39,400
Fuel 129836 28,300
Maximum T.O. Gross Weight 91,264 2019200

• Propulsion Installation
kg lbs

Engine and Nacelle 1,950 4,320

Nacelle to Wing Attach 694 1,530
Installed Propulsion 2,654 5,850
Weight Per Engine

596
 Payload, lb

° ° c °
o °
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597

J
 Table 17-XII. Baseline Aircraft Characteristics.

Maximum Takeoff Gross Weight, kg (lb) 89,200 (201,200)

Operating Empty Weight, kg (lb) 61,300 (133,500)

Fuel Capacity, kg (lb) 18,600 (41,300)

Maximum Payload (195 Passengers), kg (lb) 17,750 (39,400)

Range, m (nmi) 926 (500)

Wing Area/Aspect Ratio, m 2 (ft 2 ) 164 (1830)/8.6

Body Length, m (ft) 415 (139)

SLST, N (lb) 91,180 (20,500)

Engine Bypass Ratio 10

Cruise Mach/Alt, m (ft) 0.71/9140(30,000)

Wing Loading, kg/m 2 (lb/f 2 ) 495 (110)

T/W 0.41

TOFL, m (ft) 914 (3000)

Climb Gradient, radians (degrees) 0.15 (9)
Speed @ (35 ft) Obstacle, m/sec (knots) 58.2 (113)
Landing FL, m (ft) 914 (3000)
Approach Speed, m/sec (knots) 48 (93)
Power Settings (y = =6 0 ) 50%

598
 u:

Table 17-XIII. Data for Economic Analysis.

Block Fuel: 1217 lbs + 21.0 lb/st.mi.

Block Time: 18 Min. + 0,123 Min./st.mi.

Utilization: 2555 Block hrs/yr

2 Man Crew

Fuel: 30^ per U.S. gallon

Study Prices: (1974 Dollars)

• Airframe (Including Nacelles and Avionics): $15,200,000

• Engines: $997,000

• Spares: 6 % Airframe: 30% Engines

599
 j

DOC, O/ASnmi
o ^n O
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600
 14

• 926 km (500 nmi)

5

v
bn
a
s 0
U

-5 L
-10 -5 0 5 10
Airframe Price Change, %

Q)
ca 0
U

—5
-10 -5 0 5 10
Engine Price Change,

I
r
Figure 17-12. Operating Cast Sensitivities to Airframe
and Engine Price.

I
I

601
 0 926 km ( 500 nm i

L-0

a)

C
C3 0
U

-5

20 25 30 35 40

Fuel Price, cents. " gallon

U.

-5

0
eo
e
c^

OU
A t0

1D
2500 3000 3500

Utilization, hours/year

Figure 17-13. Operating Cost Sensitivities to Fuel Price

and Aircraft Utilization.

602
 Table 17-XIV. Direct Operating Cost Comparison.

Configuration: Baseline QCSEE OTW, 914 m

(3000 ft)
Base: Trip Cost in Dollars at 926 m
(500 nmi)
Utilization = 2555 hr/yr

Boeing Boeing 1974

No Cost Item 1967 ATA 1974 CTOL Short Haul

1 Flight Crew 162.89 232.18 212.31

2 Fuel 607.43 607.43 594.80

3 Insurance 88.12 88.12 88.12

4 Depreciation 727.01 692.63 690.67

5 Airframe Direct Labor/Cycle 89.11 77.89 24.71

6 Airframe Direct Labor/Hr 37.26

7 Airframe Material/Cycle 56.28 56.86 22.09

8 Airframe Material/Hr 22.80

9 Engine Direct Labor/Cycle 52.28 37.02 4.64

10 Engine Direct Labor/Hr 24.66

11 Engine Material/Cycle 101.20 119.52 26.64

12 Engine Material/Hr 89.82

13 Maintenance Burden 298.85 290.29 126,31

Total DOC 2183.17 2201.96 1964.84

603
 u:

Table 17-XV. Indirect Operating Cost Comparison.

Configuration: Baseline QCSEE OTW, 914 m (3000 ft)

Base: Trip Cost in Dollars at 926 km
(500 Nautical Miles)
Boeing
Boeing Boeing 1974
No. Cost Item Lockheed 1974 CTOL Short Haul

1 Cabin Attendant Pay and Erp. 230.36 268.70 173.68

2 Passenger Food 156.02 272.28 81.60
3 Passenger Liability Insurance 31.57
28.53 15.56
4 Other Passenger Service 42.84

5 Control and Communication 67.00 59.00 3.80

6 Aircraft Servicing 147.72 148.40 17.30

_ 7 Landing Fees 73.97 82.80 84.05

r
8 Passenger Handling 227.58 276.21 241.90

9 Baggage Handling 165.34 114.76 Included in (8)

10 Passenger Reservation 339.43 291.78 92.45

^ 11 Commission (Passenger) 127.72 153.00 75.54
12 Advertising
84.28 90.76 62.01
13 Misc. Promotion.and Sales

14 General and Administration 184.36 198.45 147.60

15 Amortization 52.56
80.00 81.00
r 16 G.E. and F. Depreciation 50.70

17 G.E. and F. Maintenance 8.46

74.56 81.00
18 G.E. and F. Maintenance Burden 3.26

Total IOC 1986.88 2133.71 1169.33

604
 u

926 km (500 rani )

0

L°

c^v -5

UU
O
H

-10' '
3 4 5 6 7

Number of Cabin Attendants

s°
3
bA

U 2
U
O
rr

0
^f55 60 65
t
Load Factor, o

Figure 17-14; Indirect Operating Cost

Sensitivities,

605
 u,

APPENDIX A

INFLIGHT AND REVERSE THRUST NOISE CALCULATION PROCEDURE

1.0 INTRODUCTION

A major technical objective of this contract is to develop quiet propul-

sion systems. Specifically the contract calls for:

The UTW and OTW propulsion systems to be designed with the objective
of achieving and demonstrating the total powered lift system noise
levels delineated below when the installed thrust of either system
is scaled to 90,000 pounds (equivalent to a four engine aircraft
installation):

a. 95 EPNdB 500 ft either side of the flight path during

take-off and approach; and

b. 100 PNdB - 500 ft either side of the aircraft during reverser

operation on the ground with a reverse thrust level equal
to 35 percent of the static take-off thrust.

For other thrust levels the noise levels shall be scaled based on
10 times the logarithm, to the base 10, of the thrust ratio. The
noise' levels given above shall include the noise from the propulsion
system exhaust interacting with the wing and/or flap.

The procedure delineated in the appendix shall be used to calculate the

expected inflight and reverse thrust noise levels of the QCSEE propulsion
systems using measured acoustic data obtained from static ground tests. This
procedure shall also be used in the QCSEE acoustic design program to predict
the inflight and reverse thrust noise. This shall be accomplished by the
substitution of predicted QCSEE acoustic data for the measured data as input
to the calculation procedure. Whenever measured data is made available
(e.g., through model test, component test, or engine test), the measured data
shall be substituted for the calculated data upon recommendation by GE and
approval of the NASA Project Manager.

2.0 SUMHARY OF CALCULATION PROCEDURE

Inflight EPNL values and reverse thrust PNL values for the QCSEE propul-
sion systems shall be computed from the measured maximum forward and maximum
aft total propulsion system spectra obtained from ground tests without wings
and flaps. The maximum forward and aft total spectra shall be obtained
experimentally at the directions in the forward and aft quadrants, respectively,
at which the 500 ft sideline PNL of the total spectrum is maximum. The aft
spectra are obtained by measurements with a massive inlet acoustic suppressor.
Forward spectra are assumed to be the total propulsion system spectra less the
aft spectra.

607
BLANK NOT M&U-.:
4JWC4VIS-9 -eA_oz
 A number of adjustments are made to relate static ground test acoustic
data to inflight or reverse thrust noise levels for a 90,000 lb SLS thrust
EBF airplane equipped with four QCSEE engines.

For inlfight noise levels, the jet noise spectrum is removed from the
total spectrum and replaced by the jet-flap interaction noise spectrum. The
jet-flap noise spectrum is computed from empirical correlations based on scale
model and engine jet-flap noise test results.

The spectra rre extrapolated to a 500 ft sideline with the aircraft at

the altitude at which maximum noise levels occur (200 ft or as otherwise
determined), and are adjusted for atmospheric attenuation, Doppler shift, the
source velocity, and extra ground attention.

The spectra are then converted to perceived noise levels (PNL) and further
corrections for the number and thrust from the engines, shielding, reflection,
acoustic absorption by the ground, inlet clean up, angle of attack, and relative
velocity effects are made.

The differences between the UTW and OTW aircraft are considered in the
shielding corrections.

The calculated jet-flap PNL values are then added to the measured and
corrected maximum forward and maximum aft PNL values to obtain total aircraft
perceived noise levels, which are in turn converted to EPNL values by a
specified correlation.

A similar procedure is specified for acoustic design, differing prim..rily

in that the propulsion system initial spectra are obtained analytically from
correlations of model and full-scale engine data.

Reverse thrust noise calculations from either measured or predicted

source noise spectra require only an abbreviated version of the complete
procedure used for inflight noise calculations. A number of steps associated
with forward velocity are eliminated by the assumption that maximum reverse
thrust noise occurs with the aircraft at static ground conditons.

3.0 AIRCRAFT FLIGHT CHARACTERISTICS. PROPULSION SYSTEM LOCATION, AND

OPERATING CONDITIONS

The calculation procedures for EBF inflight and reverse thrust noise levels
require a definition of the aircraft flight characteristics, propulsion system
location with reference to the wing and flap system, and operating conditions
of the engines at takeoff, approach, and in reverse thrust operations. Aircraft
flight and engine characteristics for takeoff, approach, and reverse thrust to
be used for noise calculations at each condition are given in Tables A-I and
A-II. All engine operating parameters shall be corrected to SLS ambient
conditions of 59° F and 2116 lb/ft2.
 Table A-I. UTW and OTW Engine and Aircraft Design Flight
Characteristics for Acoustic Calculations.

Flight Conditions Takeoff Landing

Aircraft Speed, knots 80 80

Flap Angle, degrees 30 60

Climb or Glide Angle, degrees 12.5 6.0

Angle of Attack, degrees 6.0 2.0

Upwash Angle, degrees 15.0 11.0

Installed Net Thrust, % 100 65

Table A-II. Propulsion System Reverse Thrust

Static Test Conditions.

UTW Provulsion Svstem

Fan blade position - through flat pitch or stall

Thrust - 35 percent of SLS takeoff thrust

Flap Angle - 30 degrees

Aircraft Speed 0 knots

OTW Provulsion Svstem

Thrust - 35 percent of SLS takeoff thrust

Flap Angle - 30 degrees

Aircraft Speed - 0 knots

609
 k

It has been assumed that maximum EPNL values for inflight noise corre-
spond to a 200 ft altitude for the aircraft. In the event that more detailed
analyses from the QCSEE Fly-Over Noise Program (QFONP Computer Program)
determine a significantly different altitude for maximum fly-over noise, such
altitude shall be used in place of the 200 ft value for all inflight 500 ft
sideline noise calculations in Sections 4.0 and 5.0.

The UTW and OTW engine and exhaust arrangements at the inboard position
with respect to the wing flaps and flap geometry are shown in Figures A-1
through A-4 for the UTW and OTW aircraft, respectively. The upper surface
contours of the OTW wing are designed such that flap interfaces form a closed
surface.

4.0 CALCULATION OF IN-FLIGHT NOISE FROM PREDICTED DATA

This procedure shall be used for the QCSEE UTW and OTW propulsion system
acoustic designs. The EPNL for a powered-lift EBF aircraft on takeoff and
approach shall be computed according to the following steps.

Step 1 - Source Noise Spectra. The noise spectra for the following
noise sources at maximum forward and maximum aft conditions shall be estimated
from available test data or QCSEE component tests.

a. Fan inlet noise

b. Fan exhaust noise

C. Turbine noise

d. Combustor noise

e. Gear noise

f. Jet/flap noise

All spectra used in the estimations shall be approved by the NASA Project
Manager.

Step 2 - Sideline Conditions. Correct the maximum forward and maximum

aft individual spectra to a 500 ft sideline, 200 ft altitude basis. The
maximum forward and maximum aft sideline locations are the positions relative
to the flight path at which the total propulsion system perceived noise level
is a maximum with the aircraft at 200 ft altitude.

Step 3 - Jet-Flap Spectra. Calculate 500 ft sideline, 200 ft altitude

maximum forward and maximum aft jet-flap spectra for the aircraft defined in
Table A-I and Figures A-1 through A-4 using the procedure defined in AIAA
Paper 73-1028. For the UTW configuration, the equation
i
K = 83.0 + 0.14

610
 k. !

shall be subtituted for equation (4) in the AIAA Paper. Similarly, for the
OTW configuraiton, the equation

k = 84.5 + 0.01

shall be used in place of equation (6) in the paper. The calculated effective
velocity for the installed propulsion system shall not be adjusted for inflight
relative velocity.

Step_ 4 - Spectrum Adjustments. Adjust the source noise spectra and the
jet-flap spectra for prescribed inflight conditions with the following correc-
tions:

a. Atmospheric Attenuation - Calculate per SAE ARP 866 to acoustic

standard day conditions of 77° F and 70 percent RH.

b. Doppler Shift - A frequency shift that occurs for a moving source

relative to a fixed observer. This shift is calculated using
the equation in Figure A-5.

C. Extra Ground Attenuation - Apply the 0 0-2 0 attenuation curves

of Figure 4, SAE AIR 923, to that portion of the acoustic range
that lies within an assumed 100 ft turbulent boundary layer
above the ground.

d. Dynamic Effect - A change in SPL occurs due to the motion of a

moving source. The correction is computed from the equation
given in Figure A-6. The variables a and M are defined in the
illustration of Figure A-5.

Step 5 - Perceived Noise Levels. Calculate PNL for each spectrum using
SAE ARP 865A.

Step 6 - PNL Adjustments. Correct the Calculated PNL values for the
following:

a. Engine Size - This calculation provides a APNL increment for

adjustment of the calculated acoustic levels to the corresponding
levels for a four-engine airplane with 90,000 lb total installed
thrust. For the UTW propulsion system add

22,500
APNL = 10 log PNdB

where F = 17,400 lb SLS installed thrust or the actual cycle

calculated value.

For the OTW propulsion system, add

22,500
APNL = 10 log PNdB

611
 where F = 20.300 lb SLS installed thrust or the actual cycle
calculated value.

The APNL values shall be added for both takeoff and approach.

b. No. of engines - Add the following

APNL = 10 log 4 = +6 PNdB

C. Fuselage shielding and aircraft reflections:

for 200 ft altitude, 500 ft sidelines, add

APNL = 10 log 3/4 = -1.2 PNdB

d. Dirt/grass ground sound absoprtion, add:

Forward and aft engine noise,

APNL = -1.5 PNdB

Jet-flap noise,

APNL = -0.5 PNdB

or where individual spectra can be defined:

High frequency sources (e.g., fan, turbine)

APNL = -1.5 PNdB

Low frequency sources (e.g., combustor)

APNL = -0.5 PNdB

Step 7 - Inlet Noise Adjustment. Adjust the fan inlet radiated noise for
inlet cleanup effects as determined by forward velocity and engine inlet upwash
angle by adding the values from Figure A-7. Figure A-7 presents an estimate from
CTOL aircraft which shall be used for preliminary calculations. Figure A-7
shall be modified to include upwash angle data obtained from wind tunnel model
tests with high Mach number QCSEE inlets when these data become available.

Step 8 - Relative Velocity. Correct jet-flap noise for inflight, relative

velocity effects using Figure A-8, adding the indicated values.

Step 9 - OTW Wing Shielding. The levels of the following noise sources
shall be adjusted by adding the indicated amounts to correct for OTW wing
shielding:

OTW combustor APNL = -3.5 PNdB

OTW turbine APNL = -5.0 PNdB
OTW fan exhaust APNL = -5.0 PNdB

612
 u

Step 10 - Summation of Sources. The noise sources shall be summed at the

maximum forward and maximum aft angles to obtain maximum forward and aft system
PNdB levels. Noise sources with similar spectra (fan and turbine or core and
jet-flap) shall be summed using Figure A-9. Then the combined spectra shall
in turn be summed using Figure A-10. (Fan and turbine plus core and jet-flap).

Step 11 - Effective Perceived Noise Level. Convert the maximum PNdB level
of Step 10 to EPNdB using Figure A-11.

5.0 CALCULATION OF INLFIGHT NOISE FROM MEASURED DATA

This procedure shall be used in the evaluation of the UTW and OTW propul-
sion system acoustic performance as determined by forward thrust static ground
tests.

The UTW and OTW propulsion systems shall be acoustically tested at con-
ditions representative of takeoff and approach operations as specified in
Table A-I. The approach conditions shall also be compatible with engine
response requirements.

The engine operating points to be used during acoustic testing for Lhe
simulated takeoff and approach acoustic reference conditions must be approved
by the NASA Project Manager. No compromise to the basic engine performance
and operating requirements (i.e., response time, pollution, etc) shall be
used to achieve minimum noise. Engine operating conditions for takeoff and
approach shall be consistent with ordinary aircraft engine operating procedures
compatible with flight safety.
i
For the acquisition of measured propulsion system acoustic data, ground
static acoustic propulsion system tests shall be conducted by the contractor
with the UTW and OTW systems but without EBF wings. Data shall be obtained
on a microphone arc over a hard ground surface (crushed rock). The contractor
shall obtain the approval of the NASA Project Manager on the test setup, data
acquisition systems, and data reduction procedure prior to testing.

Step 1 - Total Aft Noise. The propulsion system aft noise spectra shall
be obtained from propulsion system tests at the required conditions with a
massive inlet acoustic suppressor designed to reduce inlet radiated noise 10 dB
below the aft suppressed radiated noise in the inlet quadrant. Aft noise
shall be defined as the noise measured with the inlet suppressor in place.

Step 2 - Inlet Noise. The inlet radiated noise spectra shall be obtained
from a propulsion system test without a massive inlet suppressor. The aft
noise shall then be subtracted from this data to provide the inlet noise spectra.

Step 3 - Jet Velocity. The fan and core jet velocities shall be calculated
from propulsion system tests at the specified takeoff and approach operating
conditions, using instrumentation and a procedure mutually agreed to by NASA
and the Contractor.

613

t
 4

Step 4 - Jet Noise. The calculation of inflight noise levels for an EBF
propulsion system requires that the jet noise component of the engine noise
system be replaced with the appropriate jet/flap noise spectrum. Jet noise shall
be calculated for the UTW and OTW propulsion systems using the General Electric
Company - Annular Jet Noise Computer Program dated 3/7/74. These jet noise
calcuations shall be modified, as appropriate, in accordance with data obtained
from the OTW Scale Model noise tests.

Step 5 - Aft Fan and Core Noise. The jet-noise-free exhaust spectrum (fan
exhaust and core noise) shall be obtained by subtrael-ing the calculated jet
noise spectrum from the total propuslion system aft noise spectrum. The pro-
cedures used in making these adjustments shall be mutually agreed to by NASA
and the Contractor.

Step 6 - Sideline Conditions. Correct the maximum forward and maximum

aft individual spectra less jet noise to a 500 ft sideline at 200 ft altitude
as prescribed in Step 2, Section 4.0.

Step 7 - Jet-Flap Noise. Calculate the 500 ft sideline, 200 ft altitude,

maximum forward and maximum aft jet-flap spectra using the Aircraft defined in
Table A-I and Figures A-1 through A-4 in accordance with the procedure pre-
scribed in Step 3, Section 4.0.

Step 8 - Spectrum Adjustments. The engine inlet spectra, engine exhaust

spectra and the jet-flap spectra shall be corrected to inflight conditions
using the procedures specified in Step 4 of Section 4.0.

Step 9 - Perceived Noise Levels. Calculate PNL values for each spectrum
using SAE ARP 865A.

Step 10 - PNL Adjustments. Same as Step 6 of Section 4.0 except for the
following modification:

a. Engine size - Add the following corrections for the UTW and OTW
propulsion systems at takeoff and approach:
22500
APNL = 10 log PNdB

Sept 11 - Inlet Noise Adjustment. Same as Step 7, Section 4.0.

Step 12 - Relative Velocity. Same as Step 8, Section 4.0.

Step 13 - OTW Wing Shielding - The level of the engine exhaust shall be
corrected by adding -5 PNdB. If spectrum is low frequency noise dominated, add
-3.5 PNdB to the engine exhaust noise value.

Step 14 - Summation of Sources. The inlet radiated and aft radiated PNL
values shall be added at the maximum forward and maximum aft angles using
Figure A-9. These sums shall then be added to the jet-flap noise at the maximum
forward and aft angles, respectively, using Figure A-10 to obtain maximum forward
and aft total propulsion system PNLIs.

Step 15 - Effective Perceived Noise Levels. Same as Step 11, Section 4.0.

614
 JI

6.0 CALCULATION OF REVERSE THRUST NOISE FROM PROPULSION SYSTEM PREDICTED AREA

The basic calculation procedure of Section 4.0 shall be used for reverse
thrust noise calculation by modifying some steps and omitting others. A basic
difference occurs in that the reverse thrust design condition is ground static
so no inflight corrections are needed. Fundamental differences in reverse
thrust fan flow require separate treatment of the UTW and OTW propulsion systems
for reverse thrust noise calculations. In the reverse thrust mode in static
ground conditions only the maximum PNL is required and the time dependent EPNL
calculations are omitted.

6.1 UTW Reverse Thrust Noise

The maximum 500 ft sideline PNL for the UTW propulsion system in the reverse
thrust mode shall be computed from predicted design source noise spectra in
accordance with the following steps:

Step 1 - Source Noise Spectra. Spectra for the maximum forward and
maximum aft directions for each of the following noise sources shall be esti-
mated from existing experimental reverse flow acoustic data correlations and
from QCSEE component and model fan test data as such data becomes available:

a. Fan inflow noise radiated from the exhaust nozzle or exlet

b. Fan exhaust noise radiated from the fan inlet

c. Fan jet noise radiated from the fan inlet

d. Turbine noise

e. Combustor noise

f. Gear noise

g. Core jet flap impingement noise

The spectra used in the calculations shall be approved by the NASA Project
Manager.

Step 2 - Sideline Conditions. Correct the data to a 500 ft ground

plane sideline. The maximum forward and maximum aft sideline locations are
the positions, respectively, on a 500 ft sideline parallel to the aircraft
heading at which the total propulsion system reverse thrust perceived noise
level is a maximum with the aircraft on the ground.

Step 3 - Core Jet-Flap Spectra. Calculate 500 ft ground plane side-

line, maximum forward, and maximum aft core jet-flap spectra for the reverse
thrust mode with the flap configuration as defined in Figure A-1 using the
procedure prescribed in Step 3, Section 4.0 and the core jet velocity from
design engine cycle data.

615
 N.

Step 4 - Spectrum Adjustments. Adjust the individual spectra and

the jet-flap spectra for reverse thrust conditions with the following correc-
tions:

a. Atmospheric Attenuation - Calculate per SAE ARP 866 to acoustic

standard day conditions of 77° F and 70 percent RH.

b. Extra Ground Attenuation - Use Figure 4, SAE AIR 923.

Step 5 - Perceived Noise Level. Calculate PNL values for each

spectrum using SAE ARP 865A.

Step 6 - PNL era

Adjustments. Adjust the calculated PNL values by adding
the following increments?

a. Engine ,size Same as Step 6(a), Section 4.0.

b. No. of Engines APNL = 10 log 4 = + 6 PNdB

c. Fuselage shielding and aircraft reflections from 500 ft ground plane

sideline

APNL = 10 log 2/4 = -3.0 PNdB

d. Dirt/grass ground absorption:

High frequency sources (fan, turbine) use

APNL = -1.0 PNdB

Low frequency sources (core jet-flap, combustor, gears) use:

APNL = - 0.5 PNdB

Step 7 - Summation of Sources. Same as Step 10, Section 4.0. The

greater of the two values shall be taken as the maximum reverse thrust PNL.

6.2 OTW Rever6e ';`trust Noise

The maximum 500 ft sideline PNL for the OTW propulsion system in the reverse
thrust mode shall be computed from predicted design source noise spectra in
accordance with the following steps:

Step 1 - Source Noise Spectra. Spectra for the maximum forward and
maximum aft directions for each of the following noise sources shall be esti-
mated from existing experimental data on reverse thrust noise and from the
results of QCSEE model and component tests, including the results of the OTW
thrust reverser scale model tests if such data are available.

616
r
r
 a. Fan inlet noise

b. Fan exhaust noise*

c. Jet/Reverser*

d. Turbine noise*

e. Combustor noise*

f. Gear noise*

*redirected by the thrust reverser mechanism

Directivity patterns for the deflected fan and core jet shall be updated
by the results of component noise tests when data become available.

The spectra used in the calculations shall be approved by the NASA Project
Manager.

Step 2 - Sideline Conditions. Correct the data to a 500 ft ground

plane sideline as prescribed in Step 2, Section 6.1.

Step 3 - Spectrum Adjustments. Adjust the individual spectra for

reverse thrust conditions with the following corrections:

a. Atmospheric Attenuation - Calculate per SAE ARP 866 to acoustic standard

day conditions of 77° F and 70 percent RH.

b. Extra Ground Attenuation - Use Figure 4, SAE AIR 923.

Step 4 - Perceived Noise Level. Calculate PNL for each spectrum using
SAE ARP 865A.

Step 5 - PNL Adjustments. Adjust the calculated PNL values by adding

the following increments:

a. Engine Size - Same as Step 6(a), Section 4.0.

b. No. of engines - Same as Step 6(b), Section 4.0.

c. Fuselage shielding and aircraft reflections:

for 500 ft ground plane sideline:

APNL = 10 log 3/4 = - 1.2 PNdB

d. Dirt/grass ground absorption

High frequency sources (fan, turbine) user

APNL = 1.0 PNdB

617
 Low frequency sources (jet noise, combustor) use:

APNL = - 0.5 PNdB

Step 6 - Summation of Sources. Same as Step 10, Section 4.0. The

greater of the two values shall be taken as the maximum reverse thrust PNL.

7.0 CALCULATION OF REVERSE THRUST NOISE FROM PROPULSION SYSTEM TEST DATA

The degree to which the QCSEE propulsion systems meet the reverse thrust
noise objectives shall be determined by extrapolating the single engine reverse
thrust acoustic test data without a wing in place to a four engine aircraft.

This section delineates the procedures to be followed in obtaining the

single engine reverse thrust test data and extrapolating it to an aircraft in
reverse thrust operation at zero velocity on a hard surface runway.

The contractor shall obtain the UTW and OTW propulsion system acoustic
test data using test set ups, data acquisition procedures, and data reduction
procedures which have been approved by the NASA Project Manager. The engines
shall be tested in reverse thrust at the conditions specified in Table A-II.

7.1 UTW Reverse Thrust Noise

The following procedure shall be used to determine the UTW propulsion

system reverse thrust noise:

Noise sources to be accounted for in the UTW procedure are:

r.-
1. The measured total engine noise.

2. Calculated jet flap noise resulting from the interaction of the core
jet and the wing flaps.

Step 1 - Measurement of Total Engine Noise. The propulsion system

total forward and aft noise spectra shall be obtained from reverse thrust tests
at 35 percent of maximum takeoff thrust.

Step 2 - Jet Velocity. The core jet velocity shall be calculated from
propulsion system tests at the conditions specified in Table A-II, using instru-
mentation and a procedure mutually agreed to by NASA and the Contractor.

Step 3 - Core Jet-Flap Noise. The calculation of the core jet flap
noise levels for an EBF propulsion system requires that the core jet noise com-
ponent of the engine noise system be replaced with the appropriate jet-flap
noise spectrum. Core-jet noise shall be calculated for the UTW propulsion
systems using the General Electric Company - Annular Jet Noise Computer Program
dated 3/7/74 and the calculated core jet velocity from Step 2 above.

618
 k

Step 4 - Engine Noise. The engine noise spectrum shall be obtained

by subtracting the calculated core jet noise from the total propulsion system
noise using procedures mutually agreed to by NASA and the Contractor,

Step 5 - Sideline Conditions. Correct the maximum forward and maxi-

mum aft spectra to a 500 ft ground plane sideline as prescribed in Step 2 of
Section 6.1.

Step 6 - Jet-Flap Spectra. Calculate 500 ft ground plane sideline,

maximum forward and maximum aft jet-flap noise due to the core jet impacting
the jet flap system shown in Figure A-2 using the procedure prescribed in
Step 3, Section 4 and the core jet velocities calculated per Step 2.

Step 7 - Spectrum Adjustments. Adjust the engine noise spectra and

the jet-flap spectra !,r reverse thrust conditions with the following correc-
tions:

a. Atmospheric Attenuation - Calculate per SAE ARP 866 to acoustic

standard day conditions of 77° F and 70 percent RH.

b. Extra Ground Attenuation - Use Figure 4, SAE AIR 923.

Step 8 - Perceived Noise Level. Calculate PNL for each spectrum

using SAE ARP 865A.

Step 9 - PNL Adjustments. Adjust the calculated PNL values by

adding the following increments:

a. Engine size -
22,500
APNL = 10 log 0.35 PNdB
F
where F is the measured reverse thrust in pounds.

b. No. of engines - Same as Step 6(b) of Section 4.0.

c. Fuselage shielding and aircraft reflections for 500 ft ground plane

sideline.

APNL = 10 log 2/4 = - 3.0 PndB

d. Dirt/grass ground absorption.

measured engine noise use APNL = - 1.0 PNdB.

calculated jet-flap noise use APNL = - 0.5 PNdB

Step 10 - Summation of Sources. The noise sources shall be summed

at the maximum forward and maximum aft angles to obtain maximum forward and aft
system PNL levels. Noise sources with similar spectra shall be summed using
Figure A-9 and those with dissimilar spectra using Figure A-10.

619
 1

Step 11 - Reverse Thrust Noise. The maximum of the two values from
Step 10, maximum forward or maximum aft noise, shall be selected as the reverse
thrust noise.

7.2 OTW Reverse Thrust Noise

The following procedures shall be used to determine the reverse thrust

noise of the OTW propulsion system:

Step 1 - Measurement of Total Engine Noise. Same as Step 1, Section

7.1.

Step 2 - Ground Impingement Noise. Remove noise due to ground impinge-

ment of the jet from the jet reverser by applying a correction to forward and
aft maximum spectra using data obtained from the scale model thrust reverser
test program. (WBS 2.13) if such data are available.

Step 3 - Sideline Conditions. Adjustment to 500 ft ground plane

sideline. Same as Step 5, Section 7.1.

Step 4 - Spectrum Adjustments. Same as Step 7, Section 7.1.

Step 5 - Perceived Noise Levels. Same as Step 8, Section 7.1.

Step 6 - PNL Adjustments. Same as Step 9 of Section 7.1 except for

the following:

a. Fuselage shielding and aircraft reflections for 500 ft ground plane

sideline

APNL = 10 log 3/4 = - 1.2 PNdB

b. Dirt/Grass ground absorption

APNL = - 0.5 PNdB

If fan noise dominates

APNL - 1.0 PNdB

_St ep 7 - Reverse Thrust Noise. The maximum of the two values from
Step 6, maximum forward or maximum aft total noise, shall be selected as the
reverser thrust noise.

620

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 GROUND
LINE
OBSERVER

f
s
fo 1-M Cos@

f o = OBSERVED FREQUENCY
M = AnCRAFT MACH NUMBER
fs = SOURCE FREQUENCY
@ = ANGLE FROM FLIGHT DIRECTION TO OBSERVER

Figure A-5. Doppler Frequency Shift.

 i

10

1
asm . 40 LOG
1-M COS. 8

8 —M = AIRCRAFT MACH NUMBER

0 = ANGLE FROM FLIGHT DIRECTION
TO OBSERVATION POINT
REF. MORSE, P. AND INGARD,
11 THEORECTICAL ACOUSTIC 11,
e3\ i MCGRAW-HILL, COPY 1968
6

4 2

2 .1`

ai
4

-2

20 40 60 80 100 120 140 160

FLIGHT PATH ANGLE, A, DEGREES

Figure A-6. Dynamic Effect - Correction Curves,.

 0

-2

-6
700 800 900 1000 1100 1200
PAN TIP SPEED, PT/sic.

Figure A-7. In— Flight Clean—Up and Upwash Angle Correction.

—1

—2

-3

4
0 10 20 30 40 50 60 70 80 90 100
AIRCRAFT SPEED, KNOTS

Figure A-8. Correction to OTW and UTW Jet/Flap Noise for

In-Flight Effect.

627
 k_

3.0

2.8

2.6

2.4

2.2

2.0

1.8

1.6
a
* 1.4

4 1.2

1.0

.8

.6
* ADD DELTA PNL TO HIGHER LEVEL
.4

.2

0
0 1 2 3 4 5 6
17 8 9 10 11 12 13
DIFFERENCE BETWEEN PNdB LEVELS

Figure A-9. Curve for Adding Constituent PNdB Levels with Similar
Spectra.

628
 U

cx. 2

a
4

1
* ADD DELTA PNL TO HIGHER LEVEL

0
0 1 2 3 4 5 6 7 8 9 10 11 13 14
'DIF'FERENU BETWEEN PNdB LEVELS

Figure A-10. Curve for Adding Constituent PNdB with Nonsimilar Spectra.

629
 e AIRCRAFT VELOCITY - 80 KNOTS
• FOR AIRCRAFT MACH NUMBER DIFFERENT FROM
80 KNOTS, CORRECT BY & dB - 10 LOG (SPEED RATIO)
• TONE CORRECTION - 0

FRONT MAX - AFT MAX

0
i
aa^

—2

I
AFT MAX HIGHER BY 5 PNdB
-4

`-- FRONT MAX HIGHER BY 5 PNdB

-6

-S
200 500 1000 2000 4000
MINIMUM SEPARATION DISTANeE (OBSERVER TO FLIGHT PATH), FEET

Figure A-11. PNdB to EPNdB Conversion for Highly Suppressed

Engines.

630