Document
RM No. E8E12
RECD MAY 2 419d
Source of Acquisition CALa_i_^L., CAST Acquired
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RESEARCH MEMORANDUM
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PRELIMINARY RESULTS OF NENE II ENGINE ALTITUDE-CHAMBER
I\ PERFORMANCE INVESTIGATION I - ALTITUDE PERFORMANCE USING STANDARD
1.8.75-INCH-DIAMETER JET NOZZLE
^f By Zelmar Barson and H. D. Wilsted
Flight Propulsion Research Laboratory
Cleveland, Ohio
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ADVISORY . OMMITTEE
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S I FI, NACA RM No. ME12 0 '^
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NATIONAL ADVISORY COMA'..ITTEE FOR AERONAUTICS RESEARCH M]MRANDUM aR\-TAsH PRELIMINARY RESULTS OF t 2 M II ENGINE ALTITUDE-CHAMBER
PER F ORMANCE INVESTIGATION
I - ALTITUDE PERFORMANCE USING STANDARD 18.75-INCH-DIAMETER JET NOZZLE By Zelmar Barson and H. D. Wil.sted SUMMARY An investigation is being conded to determine the altitude performance characteristics of the ens II engine and its components.
The present paper presents the preliminary results obtained using a standard het nozzle. The test results presented are for conditions
simulating altitudes from sea level to 60,000 feet and ra g a pressure
ratios from 1.0 to 2.3- These ram pressure ratios correspond to flight Mach numbers between zero and 1.16 assuming a 100 percent ram recovery.
Values of ,het thrust, air consumption, and tail-pipe tempera- ture, corrected to sea-level conditions, were essentially independent of the altitude at which the data were obtained. It is particularly noteworthy that, at the higher engine speeds, changes in simulated altitude had only a small effect on corrected fuel consumption.
INTRODUCTION r-, +Is4i
t 3
The altitude performance of the ^Nene II engine with several sizes of ,het nozzle is being determined in order to investigate the degree of matching of the components and the effects of changes in the characteristics of the various engine components on altitude performance. This investigation is being conducted at the Cleveland laboratory of the NACA.
This paper contains the rn elim^ over-all engine performance results obtained using the standard 18.75-inch-diameter ,het nozzle.
The test results presented are for conditions varying from sea level to approximately 60,000 feet altitude and ram pressure ratios from 1.0 to 2.3. These ram pressure ratios correspond to flight Mach
=
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AS91
itt I CANCELLER
CONFIDENTIAL 2 NACA RM No. E8E12 ram recovery.
numbers between zero and 1.16 assuming a 100 percent The data are so presented as to show the off ects of altitude and ram pressure ratio or. engine performance. The conventional method -level conditions (reference 1) was used of correcting data to sea order that data indicating perf ortnance to generalize the data, in at any altitude can be used to determine performance at various other altitudes. The applicability of this method is briefly discussed.
DESCRIPTION OF POWER PLANT Figure 1 is a cutaway view of the Nene power plant, which is a through-flow turbojet engine having 9 combustion chambers. The engine incorporates a single-stage, double-entry, centrifugal compressor of 28.80 inches diameter driven by a single-stage, reaction turbine of 24.53 inches diameter. The turbine-nozzle area is 126 square inches and the het-nozzle area is 276 square inches.
The dry engine weight is approximately 1720 pounds (starting panel and generator included) and the maximum diameter (cold) is 49.50 inches, giving an effective frontal area of 13.37 square feet.
The standard sea-level engine ratings (reference 2) are as follows: Jet thrust Rotor speed S.F.C.
Rating lbs. rpm lb/hr/lb thrust Take-off 5000 12,300 1.12 Military 5000 12,300 1.12 Normal 4000 11,600 1.09 Cruise 2700 100500 1.11 Cruise 2250 10,000 1.14 Idle 120 2,600 6.5 From these values it can be seen that the rated military thrust per unit weight of engine is 2.91 pounds per pound, and the rated military thrust per unit of frontal area is 374 pounds per square foot.
The engine, obtained from Rolls Royce Ltd., was a Nene series I engine. Parts necessary for converting to a series II engine were CONFI104TIAL NACA RM No. E8E12 CONF=ENTIAL 3 received shortly after arrival of the power plant and modifications affecting altitude performance were made early in the altitude test program. These modifications included; (a) Replacement of engine fuel pumps with bronze-rotor-type pressures and opera- fuel pumps to allow higher fuel-pump tion without the addition of 1 percent of lubricating oil to standard AN-F-32 fuel as required with the earlier type PUMPS (b) Replacement of barometric fuel-flow control with improved unit to allow higher fuel delivery pressures (1300 pounds per square inch at sea-level static conditions) and to provide better altitude metering. The higher fuel pres- allowV simulation of higher flight speeds without sures fuel-flow lsmitations.
(c) Replacement of throttle valve by an improved unit having a lower pressure loes.
TAT APPARATUS AND PROCEDURE Altitude Test Chamber The engine was installed in a 10-foot diameter by 60-foot long altitude test chamber (shwn schematically in figure 2) on a thrust frame connected through linkage to a balanced-pressure-diaphragm type thrust indicator located outside the test chamber.
The engine air consumption was measured by an ASME type sharp- edged plate orifice mounted in a straight run of 42-inch diameter pipe at the approach to the altitude chamber.
However, due to the large variation in atmospheric conditions Investigated, considerable difficulty was experienced with conden- sation in the orifice differential-pressure lines even though traps were installed to collect this moisture. The engine air consumption was therefore calculated from other engine measurements as described in the appendix. The ram air pressure was controlled by pneumatically-operated butterfly valves in the air supply line near the entrance to the altitude chamber. Air was supplied from either a combustion air or refrigerated air system at temperatures near those desired. Final control and adjustment of air temperatures was made by use of electric heaters in the bypass line immediately preceding the entrance to the test chamber. The air enters the CONFIDENTIAL CONFIDENTIAL NACA RM No. ESE12 t,est chamber, passes through straightening vanes, and enters an engine cowl. The engine cowl was installed to prevent circulation of hot air from the region of the tail pipe into the rear inlet of the compressor.
The teat section of the altitude chamber was separated from the exhaust portion by a bulkhead seal. The tail pipe passed floating through the bulkhead through a seal composed of three movement required by transite rings so installed as to allow axial engine expansion and to allow a reasonable amount of lateral motion to prevent binding. Leakage through this seal was calibrated and engine air consumption was corrected by this amount. A similar correction was made for leakage into the test chamber through the main hatch seals and access door seal.
The engine ,jet was discharged into the exhaust portion of the chamber, in which the high velocity gases entered a diffuser located directly downstream of the jet nozzle. The exhaust gases passed from the diffuser into a dry gas cooler and thence through the exhaust-pressure control valves to the system exhausters.
Instrument at i on Total-pressure tubes and iron-constantan thermocouples were equally spaced around the periphery of the compressor-inlet screens, four of each on the front screen and four of each on the rear screen. Control of ram pressure and ram temperature was based on the average readings of these 8 pressure tubes and 8 thermocouples, respectively.
A bayonet-type chromel-alumel thermocouple was installed in each combustor outlet and connected to dial-type indicators in order that flame blowout in any of the combustors could be easily detected.
Engine tail-pipe temperatures were measured by means of 25 chromel-alumel thermocouples located in a 48-inch length of straight tailpipe immediately ahead of the ,jet nozzle. The exhaust pressure was measured by a static pressure tube mounted in the exhaust portion of the chamber near the bulkhead.
Fuel consumption was measured by a calibrated variable-area- orifice flow meter which allowed readings well up on the flow scale for any flow rate by changing the orifice setting.
CONFIDENTIAL NACA RM No. E8E12 C014FIDENrIAL Test Procedure Because rapid inlet-air temperature changes could not be obtained, the method of testing used was that of maintaining constant inlet-air temperature over a wide range of altitude condi- tions. The operation with constant inlet-air temperature results in increasing ram pressure ratio as altitude is increased. At each simulated altitude condition engine speed was varied between 8000 and 12,300 rpm, within operating limits.
PRESENTATION CF DATA Preliminary performance results are presented as corrected in the conventional manner to NACA standard sea-level temperature and pressure conditions. A set cf typical uncorrected altitude data is also presented.
Uncorrected Altitude Perf ormance Sample altitude data are presented for the 30,000 foot altitude test rune. The jet thrust is seen from figure 3 to have increased with an increase in engine speed and an increase in ram pressure ratio. The net thrust (fig. 4) also increases with engine speed and above 10,000 rpm increases with rem pressure ratio. The dis- parities of the two points off the curve result from inaccuracy of the air flow at these two test . points as can be seen in figure 5.
Engine air consumption, cooling air excluded, increases with both engine speed and ram pressure ratio (fig. 5). Fuel consumption (fig. 6) also increased with engine speed and ram pressure ratio.
The specific fuel consumption (fig. 7) increased with decreasing engine speed and with increasing ram pressure ratio. The indicated exhaust gas temperature in the tailpipe (fig. 8) increased rapidly with increasing engine speed but decreased with increasing ram pressure ratio.
Generalized Performance Effect of altitude. - The engine performance was generalized by correcting all data to standard sea-level pressure and tempera- ture conditions. The corrected jet thrust (fig. 9) reduced to constant ram-pressure-ratio curves that were essentially independent of altitude. In general, there appears to be a small decrease in CONFIDENTIAL CONFIDENTIAL 6 NACA RM No. ESE12 corrected jet thrust with increasing altitude, but this trend is of nearly the same magnitude as the disparities in the test data.
An increase in altitude from 30,000 to 60,000 feet (ram-pressure ratio of 2.3) accentuates this trend.
The corrected net thrust curves (fig. 10) were placed on separate plots of constant rasa-pressure ratio because the curves intersect and on a composite plot the spread of the data could not be seen. The corrected net thrust reduced to constant ram-pressure- ratio lines that were independent of altitude.
The corrected.air consumption curves are shown in figure 11 to have reduced to constant ram-pressure-ratio curves that were nearly independent of altitude to altitudes of 30,000 feet. Inasmuch as the air flaw was calculated using the measured jet thrust, it is to be expected that the corrected air consumption would show the same decrease with altitude as was shown by the corrected ,het thr-ast.
This trend was substantiated by calculation of the 2.3 ram-pressure- ratio curves using data from the tailpipe rake only, thus eliminating the influence of the measured jet thrust. The large decrease in air consumption at 60,000 feet altitude appears to be the reason for the comparatively large decrease in corrected jet thrust shown in f i gure 9.
The corrected fuel consumption (figure 12) is seen at the low corrected engine speed to increase rapidly with an increase in altitude above an altitude of 20,000 feet. At the higher engine speeds there is a comparatively small increase in fuel consumption with increasing altitude.
The corrected specific fuel consumption based on corrected net thrust is shown in figure 13. The general trend is for corrected net thrust specific fuel consumption to increase with increasing altitude. The corrected tailpipe indicated temperature (fig. 14) is seen to increase withVincreasing altitude at the higher engine speeds, but at the lower engine speeds the temperature tends to approach a single curve independent of altitude.
Effect of ram pressure ratio. - For the performance character- istics that had to be plotted separately for each ram-pressure ratio, curves are presented showing the effect of ram-pressure ratio on corrected engine performance for an altitude of 3 0, 000 feet. The corrected jet thrust and corrected air consumption plots are not repeated as the effect of rare pressure ratio can be seen on the composite plots of figures 9 and 11. Figures 9 and 11 show that CONFIDENTIAL NACA R4 No. E8E12 CONFIDENTIAL corrected ,jet thrust and corrected air consumption increase rapidly with an increase in ram-pressure ratio. This trend increases in magnitude as the corrected engine speed is increased.
The corrected net thrust is seen from figure 15 to Increase with increasing ram-pressure ratio at the higher corrected engine speeds. The corrected fuel consumption (fig. 16) increaaes rapidly with increasing ran-pressure ratio at the higher corrected engine speeds. The corrected net thrust specific fuel consumption curve (fig. 17) is essentially independent of ram-pressure ratio. The corrected tailpipe indicated gas temperature (fig. 18) is seen to decrease rapidly with increasing ram-pressure ratio at the lower corrected engine speeds, but change in ram-pressure ratio shows a comparatively small effect at the higher engine speeds.
CONCLUDING FMAM The generalizations of ,jet thrust, air consumption, and tail- pipe temperature parameters indicate that performance data obtained at one altitude can be used to predict these performance parameters at other altitudes. It is particularly noteworthy that, at the higher engine speeds, changes in simulated altitude resulted in only small changes in corrected fuel consumption. This fact indicates that the combustion efficiency of the engine is not greatly affected by change in altitude at these engine speeds.
The foregoing presentation of trends of the performance param- eters are necessarily quite general because of the preliminary nature of the analysis made. There were no unusual trends observed that would indicate operational peculiarities or limitations. Low- engine-speed blowout of one burner was occasionally encountered, but at high ram pressure ratios, and only when the tailpipe indicated temperatures were below 350° F. High-engine-speed burner blowout was not encountered at any time in these testa.
Flight Propulsion Research Laboratory, National Advisory Committee for Aeronautics, Cleveland, Ohio, May 12, 1948.
CONFIDENTIAL CONFIDENTIAL NACA RM No. E8XL2 PRELIMINARY RESULTS OF,NENE II ENGINE ALTITUDE-CHAMBER PERFORMA110E INYE`'TIGATION I - ALTMME PERFORMANCE USING STANDARD 18.75-INCH-DIAMXrER JET NOZZLE r^ Ze lmar Bars one Mechanical Engineer.
H. Dean Wilsted, Aeronautical Research Scientist, Approved; John C. Sanders, Aeronautical Research Scientist, 46, John E. Collins, ., Aeronautical Research Scientist.
CONFIDENTIAL e CONFIDENTIAL NACA RM No. E8E12 APPENDIX - CALCULATIONS Symbols The following symbols are used in this report:
p effective area of tailpipe seal, sq ft
S
B thrust scale reading, lb
F^ ,het thrust, lb
F n net thrust, lb
acceleration of gravity, 32.2 ft/sect G
+
J mechanical equivalent of heat, 778 ft-lb/Btu
M o flight Mach number
N engine speed, roan
P absolute total pressure, lb/ft2
p absolute static pressure, lb/ft2
gas constant, 53.3 ft-lb/(lb)(oF) R T indicated temperature, of t static temperature, OR
velocity, ft/sec
V
W a air consumption, lb/sec
W f fuel consumption, lb/sec
gas flow ) lb/sec
w
Wf /F'n specific fuel cons=ption based on net thrust, lb/hr/lb thrust
y ratio of specific heats
S ratio of absolute ambient static pressure to absolute static pressure of NACA standard atmosphere at sea level
CONFIDENTIAL
IR NACA RM No. E8E12 CONFIDENTIAL 9 9 ratio of absolute ambient indicated temperature to absolute static temperature of NACA standard atmosphere at sea level Subscripts: 0 free air stream 2 compressor inlet 7 upstream of ,jet nozzle 8 ,jet-nozzle exit Methods cd Calculation Thrust..- Thrust was determined by means of the altitude chamber thrust indicator with a correction factor added to account for the pressure differential across the tailpipe seal. The relation used was .
F j = B + As ( P2 - P8) Air consumption. - Engine air consumption was calculated from the ,jet thrust and the computed ,jet velocity by use of the following relation: Kg F, KgF^
2 y-1 T 7 1P7
-(PS)
in which y was assumed equal to 1.35 and K is a factor containing
both the ,jet-nozzle velocity coefficient and an instrumentation cor- rection factor. The factor K was determined fxom the ratio of air flows measured by means of orifice (in cases where orifice measure- ments were not rendered inaccurate by instrumentation errors) to flows calculated b y the above equation'. Fuel flow was in each case added to the orifice-measured air flows, as shown in the following relation: CONFIDENTIAL COII' I=IAL 10 NACA RM No. E8E12
F
9F j w^ U.
^ .=1
`"^
( P8Yy W^ 2gR Y T 7 1 - (Wa + 3600 Y I P 7 / rn V K F j = L the air con- where W and Wf are measured values. From W g , sumption, W a' was calculated for all conditions by the relation: Wf
W a
Wg - 3600
Simulated flight speed. - The simulated flight speed at which
the engine operated was determined from the ram-pressure ratio by the following relation: (P2 y = % 2gR-fi
t P2 - 1
° y-1 ° po Net thrust. - Net thrust was calculated from the jet thrust by subtracting the momentum of the free air stream approaching the engine inlet, according to the relation: Wa Vo Fn = F g Flight Mach number. - The flight Mach number was calculated from the compressor-inlet total pressure, assuming complete ram re c over, .
P ,, r L 2 Mo - - 1 -1 I po y-1 COPUIDENTIAL COIFIDENTIAL NACA RM No. E8E12 11 REFERENCES 1. Sanders, Newell D.: Performance Parameters for Jet-Propulsion Engines. NACA TN No. 1106, 1946.
2.
Anon.: Model Specification Engine, Aircraft, Turbo-Jet %J-42-TT-2.
Nene I. Spec. No. M-002, Taylor Turbine Corp., Nov. 15, 1946) and Rev. A. April 2, 1947.
CONFIDENTIAL CONFIDENTIAL NACA RM No. E8E12 v c c F- c m z v- U d L O) LL CONFIDENTIAL Z D n D Z O M OD m N n O n z O z z M z --i D r D r Y Figure 2. - Sketch of altitude chamber showing engine installed in test section.
N',- ' . EPFI2 .'i'1^'i I AI^ 13 am
ress ''e
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i TIO^ L A. 'ISOR OM1 X I T EE OR A' 011A JT I C S 7,000 8 ,.000 90000 10 , 000 11-0000 12,000 13 , 000 Engine speed, N, rpm: Figure 3. - Effect of engine speed and ram-pressure ratio on ,jet thrust at altitude of 30,000 feet.
CONFIDENTIAL O%FIp:FIN TIAL
RPR tic, E8F12
280C
240C
Ram- e
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1.7
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UKN,I TEE FOR PMRCNA 'TICS
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7,00Q 80000/ I(;,000 1] 5 000 120000
9 0 000
Engine speed, N, rpm
Fig-wre 4. - Effect of engine. sreed and ram-pressure ratio on net
thrust at altitude
of 30,000
feet,
CONFIDENTIAL
P14 No. ELF' i C"NFIETNT'i AL 6r R an.-
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pres sur e
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7,000 84 000 90 000 l('.000 11rC100 12e000
13e000 Engine speed, N, rpm
Figure
c Effect of engine speed and ram-pressure ratio on
air
consumption at altitude of 30,000 feet.
CONFIDENTIAL• f' i- xm T T %L' TT MT .% T R 8fi <
Fress -
re rata
p
o
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w
v
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w i .°^ 2000 R.
m - U IIj r , 1600 j I i i N TION L ADVISOR Y O?4M TEE OR A ,RONA 1TICS 7 1 000 8,000 g,C`0 100000 ll,000 12,000 130000 Engine speed. N. rpm
Fi g
ure 6. - Effect of engine speed and ram-pressure ratio on fuel
cons^nption at altitude of 30,000 feet.
P CONFIDENTIAL -9.23 ^ 7 .
li 4.4 +3 4.0 M T-4 Ram ress re rati 3.6 O 1.5 1.7 3.2 v ^ ^ w 2.
a- I 2.8
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U U i rl I I 2.4 w U C.a U m I
a
6O
2.0
P
i.
1.6 z T IO' L AIVISC,
01,11,11 I TEE OR RO NA NJ J
l.2 7,000 8,000 99000 109000 11,000 12,000 13,000 Engine speed, N, rym Figure 7. - Effect of engine speed and rare-pressure ratio on net thrust specific fuel consumption at altitude of 30,000 feet.
COi^'IDENTIAL
RM No. ESE12 ^"PTnF'TTTAr i I r I
I
180 0 Ram I I a pressure 0 rati E - +
FO
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d 1.7 C, v P 2.3
r
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i N L AD TION ISOR I COMM I O R A TEE RO NA' I C S fi i 0^08 0 9x000 10.0000 11,000 12,000 13,000 Enwine speel, N, rpm: Figure S. - Effect of engine speed and ram-pressure ratio on tail- pipe indicated teimperature at altitude of 30,,000 feet.
CONFIDENTIAL RM r'O. EAE12 i- N71 DEN?' IA i rim-p essu e rat io 16 , o00 2.13 Altitude ( ) 14,000 q 10,1000 O 20,000 0 30 000 1.
12,000
v
40 300
a
X00 ^ 1 5 Iri l o', 00')
w
v
1.3 i c^ 8,300 i a^ i b m 6,000 U I ^ I a U 4,300 OI
v
I j i q ^ 2,OOJ TIO L ADJVISORY .:OMY TEE rOR A RON T A -TICS v 6 v 000 8, o00 4,000 10")00 12,000 14,000 Corrected engine speed, N/y"t- 4, rpm Figure 9 s - Effect of altitude on corrected jet thrust at various ram-pressure ratios.
CW FIDBYPIAL RY No. EBE12 CONFID ENTIAL 1.
I Altitude t) 0 0 q 10.000 O 20,000 T { , w 30 00 ' I v s: 2000 v U v c, i ^ I U.
^ I I I I AL ArVISOpy ATI mFE ' 7 C R F:RO N UT I C -1000 4,000 6,000 80000 1n,000 120000 14,000 Corrected engine speed, N// - 9, rpm (a) Ram-pressure ratio, 1.0.
- Effect of corrected erwine speed and rare-pressure Figure 10.
ratio on corrected net thrust.
CONFIDENTIAL W "o . EnF12 CONF IDENTIAL .
o
I Altitude
(ft) i
O q 10,'000 O 2a,G00 30!000 I ^ I w I --- I I I I U a ^ I I y L.
0 `
O U O i PATIO L A ISO C OMMITTEE -OR AERONAUTIC S -1000 4,000 6,000 8,000 10,000 120000 14,000 Corrected engine speed, N/Y-9, rrm (b) Ram-pressure ratio, 1.3 Figure 10. - Continued. Effect of corrected engine speed and rAm- pressure ratio or. ccrrectea net thrust.
COAT DENT IAI.
RY No. E8E12 rXNFIDENTIAL K7 Alt tude t) J (f
i
} q 101000
.0
30,1000
rr
40. 1000
I
to
w
I ^ ^ q I a^ ,.)
1 I ^ q .
I
b
m a^ s, j f
. i
f
'_^Its^
- L A. r I3C r —1?7 3
CMMI rTEE _OCR A _RON UTICS I -1000 4,000 6,000 8,000 10,000 '20000 14,000 Corrected engine speed, Nll^, rpm.
(c) Ram-pressure ratio, 1.5.
Figure 10. - Continued. Effect of corrected en-ine speed anri ram-pressure ratio on corrected net thrust.
C0NmI7E N I T IAL F.}d TIZc . ESE'12 'XNrFIDE TIT IAL A 7.000 l Altitude
(f t)
O
20,000 ,Q 30,1000 v 40,1000 ^o w t i c.
v
"
,.;p
I Ow r.
U O L.
O U 1000 j I " 1 I I i A. NA TIONAL VIsr Y
rOR f?ON COVM I TTEE
UTIC" I -1000 4,000 60000 8,000 10P000 12,000 14,000 Corrected enFine.speed, NIF9.
rpm (d) Ram-pressure ratio, 1.7.
Figure 10. - continued. Effect of corrected engine speed and ray,- pressure ratio on corrected net thrust.
CO "'r TUENTIAL F T, 'v NO. 12 ^()11TFTnrMmTC.T.
i 87^ 0 600C 50100 Altitude t} ( O 20 1 00 "-', < 30„000 C w i a^ b t N I T10N ► L ADlI so. R OMMI TEE OR A PCI NA TICS -1000 4 ^'JU 6P000 8,000 100000 12,000 14,000 Corrected engine speed, N/l;^, rpm (8) Ram-pressure ratio, 2.3.
ric?ure 10. - Concluded. Effect of corrected engine speed and ram-pressure ratio on corrected net thrust.
COTRITENTIAL CONFIDENTIAL RM No. ESP12 Q Ram pressure
r tin
4^ z Al ti t ud e i (ft )
p
O
q 10, OG O 1'^
O 20, C 00 p 0 00 _ q v a 140 4~1 V 4 0, 0 00 p 6o oo A' ^. 120 1-3 / v iz i a p w d .4 V 1 p 1.0 V p I v^ M W 80 IV tL V a s, i U 6o I
g q
O i ;1100r NA I(1, IJAI SrR`_% A -)V C i^ MIT EF 7( ,") AE. ONA T T IB S 12,000
21, 000 6,000 b, 000 10,000 14,000
Corrected engine speed, N/VU, rpm Effect of altitude on corrected air consurjAlon at Fiture 1 ] .
various ram-pressure ratios.
CONFIDENTIAL RM Nn_ F'SF12 (' C,INFTT)F.NTTAT,
h
Alti tude (f } 0 0 ^o
q 10,()00
600c ^d 20, 0C O r-1 a^ C1.
I
Q
i
I
Q i U L+ N TICK '.L AD ISOR 014mi TEE P OR A r RONA FTICS U 0 6,000 8"000 1.0,00G 120000 14 0000 r N%^^Z, Corrected engine speed, rpm (a) Ram-pressure ratio, 1.0.
Figure 12. - Effect of altitude on corrected fuel consumption at various ram-pre y : ire ratios.
CONFIDENT 3 ftL RM Nn. ER i 2 CO vTH'I )i: ' TA:, 10, 000 Alt tulle
t)
( '0 r ♦ 8,000 O 0 o i ,000 i 2C ,000 3 o0 6,000 c CO a.
v, t; 4 , :",!?0 ri V t J-> 2,000 I ^ s.
9.4 U TIOt VISO.
L A 1 F ONW I TTER UT IC OR ,RO NA J 4,000 6,00C 811000 10,J00 12 9000, 14,000 , Corrected engine speed, N/F9, rpm
s
(b) Ram-pressure ratio, 1.3.
Fir-ure 12. - Continued. Effect o° altitude on corrected fuel consumption at various ram-pressure ratios.
CONFIDENTIAL CONFIDENTIAL RM No. E8E12
—T
2.00C
tilts pude
(f) i
10 r ooc
10, 00
p
0PP00 t-- 00 I j v 40, I 8")0C ^ w
r
.4 i 6,000 ^ I i U ,
i
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a
- --
0 2.000 NATION LA. ISOR owMI OR ,RONA TICS TEE ,
4 # 000 6,000 8,000 14,000
10,000 ft",10to f
Corrected engine speed, N,`" 'V, rpm
(c) Ram-pressure ratio, 1.5.
12. = Continued. Effect of altitude on corrected fuel Figure
consumption at various rams-pressure ratios.
CONFIDa TIAL
RM No, E8EI 2 CONFIDENTIAL I 12,00( Alti ude I ' (ft) 10 0 00c 0 10")00
0 20.)00
c 0 30, 00 40, y l 3 00 8,R`)c
I
-H 6, ooc U i i i ^.
4, 00(
w a^ U N I U 2,00C N TION L AD ISOR OTAMI -TEE OR APRON A _'P2CS 4,000
6, J0 o 8*, 00 0 12,000
10 0 00G lit, 000 Corrected engine speed, N1o10, rpm (d) Ram pressure ratio, 1.7.
m Figure 12. Continued. Effect of altitude on corrected fuel cons=ption at various ram-pressure ratios.
CONFIDENTIAL iiI.
RV Noe F8E12 C ON F IDE NT I 12,000 Alt tude t) ( ; 0 20 ' n 30 000 10,000
ari 6o
I ^o
i
8,000
i3
I s O
y
a
-4 - 6,000 O U U I 4,000 I a^ U U O U 2, OOO N TIOIJ ISOR L AD OMMI TEE fOR A RONA TICS d 14 , 000 129000 4 0 000 6,000 8,000 10,000 N .,'4, rpm Corrected engine speed, t (e) Ram-pressure ratio, 2.3.
Figx
1 e9 12. - Concluded. Effect of altitude on corrected fuel
Consmption at various ram-pressure ratios..
CONFIDENTIAL PM Nr. _ FRF t C0NF'I])FNTT iaT.
c^
A
Al ti I ude w
( f
6 3.2
o
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U 2. 4 1 •'1 a; P w .-r 2.0 a^ n.
U, ^ 156 I (U 0 1.2 C, i I
U
N, ICNA ADV SORY C MY-1, EE F R A .QNAI ICS . 8 1,0 6,000 8,000 l o,co0 12,000 14,000 Corrected engine speer?, *I ./ turn (a) Rare-pressure ratio, I.A.
Figure 13.- Effect of correcteO engine speed and ram-pressure ratio on corrected net thrust specific fuel consumption.
CONFIDENTIAL RM No. CONFIDENTIAL.
c.
r1 A w y ^1 w I l^ rl a^ .4 Altitude U I f t')
o
30, 00
v
U 'L0 00
2.0 .r4 W .ri U I CJ CL w i a^ 1.6 x; I v 1.2 U Fr a NA I ONAT ADV S(17 = y U C MMI'^ F.E 70P AE'. 0 "1A'. I CS .Q 1,000 6,000 8,000 10,000 12;000 1bVOOL) Corrected engine speed., N/'jrG, rpm Rare - pressure ratio, 1.1;.
(b) Figure 13.- Continued. Effect of corrected engine speed and ram.
pressure ratio on corrected net thrust specific fuel consumption.
CONFIDENTIAL ^t 4.0 V1 r s.
S1 p
3 6
ude
Itit
(ft)
3.2 E3 1 0,O DO
O 20,0 0
i
30,030 w
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U
2iA ADV ISORY , IONA Fr POP C MMIT AE WTAt. T03 .8 14,000 6,000 8,000 10,000 12,000 1^, 000 I%10, Corrected engine speed, N rpm (c) Ram - prereure ratio, 1.7.
Figure 13.- Continued. Effect of corrected engine speed and ramp pressure ratio on corrected net thrust specific fuel consumption, CONFIDENTIAL RM Nc . E8FI CONFIDENTIAL 4 . C m s; t s, 3•E r, Alt i t. ude
w
(f ) 20,)00
O
n 30, DOO 2.E a.
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U NA IONA L ADV 3ORY C M"IlT EE F R AF ONAL ICS 100,000 12V000 61000 8,000 14,000 141,000 Corrected engine speed, NjV14, rpm (d) Ran -pressurF: ratio, 2.13.
Figure 13.- Concluded. Effect of corrected en ine speed and ran- pressur<- ratio on corrected net thrust speci is f uel consumption.
COTIFIDEN"'IAL CON7I.)EN":"IAI, N,-). F8E12 180(± x .
m
I I '
H
• 1 Cd I c^ I t1.
m 1400 b m U ^ O 01 ei cl 1200) i m a a 3,000 Altitude b a^ 01t) a^ 0 0 E I 10 000 0 800
O
20,000 N TION L AD.IISOR OAS".I TEE 0R A RONAF'PICS 4 1 60000 80000 10,000 12,700 141000 000 Corrected engine speed, N/;—G, rpm (a) Ram-pressure ratio, 1.0.
Figure 14. - Effect of altitude on corrected tailpipe indicated temperature at various ram-pressure ratios.
CONS IDEN I TIAL ^n,TFIng^^, Rtd R t c . F8?12 IAL cz Altitude t) ( A 0 0
H
10 000 v 20 000 '30 z, a^ n.
I I I In - I U t a^ a a .
o' U !H 80u i i T l or L At VISOR Y COIWItrTEE 'OR AERONAU?
IC.
4 t OOO 6tDOO 80000 100000 12 9003 14,000 Corrected engine speed, Nf^— @, rpm (b) Ram-pressure ratio, 1.3.
Ficure 14. - Continued. Effect of-altitude on corrected tailpipe indicated temperature at various ram-pressure ratios.
CONFIDENTIAL CONFIDENTIAL t No. EU12 I
m
C
H
aS a i m qu 1400 I b• s.
i a^ j 0. 1200 H W b m U . 1000 Alt tulle U i q 10, 00 a ^0, X00 _ V 40 VISOR" TIM AL A FOR AfERONOTC 9 COMM TTEE I 600 4,000 69000 81,000 1G,C00 12,000 14,000 Corrected engine speed, N/^G, rpm (c) Ram-pressure ratio, 1.-1.
Fi g ure 14. - ContAued. Effect of altitude on corrected tailpipe Indicated temperature at various ram-pressure ratios.
CONFIDENTIAL COTT7?DFNT7AL R^" Nc ^ F8E12 a Altitude a (f t) m INI t - q 100000 l H
O 20,000
(D 30,000 40 , ..00 m • ro e^ U Sri 'L7 ri t-i Q m J-) U m O
U
TJ TI01 L A?)VISOR 'CIRRI TEE FOR AERONAUTI CS 4 0 000 6,000 80000 10,004 12,000 149000 Corrected engine speed,_ N//9 —, rpr.
(d) Ram-pressure ratio, 1.7.
Figure 14. - Continued. Effect of altitude on ccrrected tailpiFe indicated temperature at various ram.-pressure ratios.
CONFIDENTIAL CONFIDENTIAL . RY No. E8E12 I i M I I Alt1tude r H (ft) P, 20 000 Q v 0 30 000
a
d i I C5 U I I O P4 a. 1000 I ..4 - i i 'U q?
I F+ S O U TIO L A 'ISO Y COMP`1 TEE FOR ATFRON T_7 12,000 4 0 000 6,000 6,000 100G00 14,000 Corrected engine speed, N//—g , rpm (e) Ram-pressure ratio, 2.3.
Figure 14. - Concluded. Effect of altitude on corrected tailpipe Indicated temperature at various ram-pressure ratios.
CO'7F IDENT IAL R?R No. F8FI2 CONFIDENTIAL 100(
v
Ram- OS q e -P atio
600c
o i.3 -
O 1. S
e 1 ,-
.7
0 2. 3 5 p of.
Jo -- fi P
400(
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300(
c a^ y u 200( s, a
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/ C I I ATIO AL ALVISOFVY FORA EROh UTI TTEF LCOM
LI I
©1000 8„000 X0 ,000 12j000 11,000 4,000 6e000 Corrected engine speed, N/^M, rpm Effect of ram-pressure ratio on corrected net Figure 15. - thrust at altitude of 30,000 feet.
CONFIDENTIAL r- r No. For-12 C0 NF I DET I TA 7 12,000 Ft am 'e eas 1.3 O 1.5 10,000
0 1.7
2.3 o i 8,000 I I U
v
► 7.
6,000 O U 4-4 ,a 4,000 a^ I U XZF L.
O C)
2 0 030
i L A IS4 Y TIO OR AERO NJ t^IIr ^ y C OMM .TEE 10,000 14,000 4,000 6,000 B4OJJ 12,000 Corrected engine speed, Nf; — ;4, rpm Figure 16. - Effect of ram-pressure ratio on corrected fuel consumption at altitude of 30,000 feet.
CONFIDENTIAL
.5r
RM Nc i F.8E12 ,CCVPIDENTIAI, R..f 4.0 3.6 'ress4.re z^ati Y o 1.7 3 2 v 2.3 2.8 y ^-1 L, O .4 U rl 4-^ U W U O p, Al I C, t \ 1. 6
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O
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N TIM AL AD ISOF.
024111 TEE 4OR AIRONAr, ICS .8 4,000 6,000 800e0 100000 i2 * 000 14,000 Corrected engine speed o N/ti1U, rpm
a Effect of ram-pressure ratio on corrected . net
Figure 17, thrust specific fuel consumption at altitude of 30,000 feet.
CONFIDENTIAL i R M NO, E8E I 200+ --.
a: 1 P0+ O Ram—
T`^88 y 1 e i
ati
0 1;;c O I 1.5
A 1`7 i
v 2,3 r.
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N' TION L A 'ISOR ONMI ?EP; 'OR A ROK MCS 14,000 8"000 10,000 120000 * 000 6,, 000 engine speed, Nl^,@, rpm
Co e rested
Figure 18. , Effect of ram-pressure ratio on corrected tailpipe indicated temperature at altitude of 30,000 feet.
4^ 1 d