Document
NASA Technical Memorandum 105839 NASA Technical Memorandum 105839
Ov erview of Hi gh Performance Ov erview of Hi gh Performance
Air craft Propulsion Research Air craft Propulsion Research
Thomas J. Biesiadny Thomas J. Biesiadny
Lewis Research Center Lewis Research Center
Cleveland, Ohio Cleveland, Ohio
Prepared for the Prepared for the
Aerotech ' 92 Conference Aerotech ' 92 Conference
Anaheim, California, October 5-8, 1992 Anaheim, California, October 5-8, 1992
NI\S/\ NI\S/\
Overview of High Performance Aircraft Propulsion Research Overview of High Performance Aircraft Propulsion Research Thomas J. Biesiadny Thomas J. Biesiadny National Aeronautics and Space Administration National Aeronautics and Space Administration Lewis Research Center Lewis Research Center Cleveland, OH 44135 Cleveland, OH 44135 is to achieve effective control of supersonic aircraft at low is to achieve effective control of supersonic aircraft at low
Abstract Abstract
subsonic speeds and high angles of attack abOve 60°, thus subsonic speeds and high angles of attack abOve 60°, thus extending the flight regime into the high-altitude, low- extending the flight regime into the high-altitude, low- This paper presents the overall scope of the NASA This paper presents the overall scope of the NASA Mach-number portion of the flight envelope. Mach-number portion of the flight envelope.
Lewis High Performance Aircraft Propulsion Research Lewis High Performance Aircraft Propulsion Research The overall objective of the NASA Inlet Experiments The overall objective of the NASA Inlet Experiments Program. High performance fighter aircraft of interest Program. High performance fighter aircraft of interest portion of the HATP, which NASA Lewis leads, is to portion of the HATP, which NASA Lewis leads, is to include supersonic fighters with such capabilities as short include supersonic fighters with such capabilities as short develop and enhance inlet technology that will ensure high develop and enhance inlet technology that will ensure high takeoff and vertical landing (STOYL) and/or high maneu- takeoff and vertical landing (STOYL) and/or high maneu- performance and stability of the propulsion system during performance and stability of the propulsion system during verability. The NASA Lewis effort involving STOVL verability. The NASA Lewis effort involving STOVL aircraft maneuvers at high angles of attack. The challenge aircraft maneuvers at high angles of attack. The challenge propulsion systems is focused primarily on component-level propulsion systems is focused primarily on component-level is to design an inlet to deliver sufficiently low total is to design an inlet to deliver sufficiently low total experimental and analytical research. The high- experimental and analytical research. The high- pressure distortion and minimum swirl to the engine so it pressure distortion and minimum swirl to the engine so it maneuverability portion of this effort, called the High maneuverability portion of this effort, called the High does not stall. At the same time, adequate inlet recovery does not stall. At the same time, adequate inlet recovery Alpha Technology Program (HATP), is part of a coopera- Alpha Technology Program (HATP), is part of a coopera- (Le., thrust) must be maintained so that in post wing-stall (Le., thrust) must be maintained so that in post wing-stall tive program among NASA's Lewis, Langley, Ames, and tive program among NASA's Lewis, Langley, Ames, and conditions the aircraft is still maneuverable. conditions the aircraft is still maneuverable.
Dryden facilities. The overall objective of the NASA Inlet Dryden facilities. The overall objective of the NASA Inlet The approach for accomplishing this objective in- The approach for accomplishing this objective in- Experiments portion of the HATP, which NASA Lewis Experiments portion of the HATP, which NASA Lewis volves both wind-tunnel and flight experiments to obtain volves both wind-tunnel and flight experiments to obtain leads, is to develop and enhance inlet technology that will leads, is to develop and enhance inlet technology that will steady-state and dynamics data and analyses using CFD steady-state and dynamics data and analyses using CFD ensure high performance and stability of the propulsion ensure high performance and stability of the propulsion codes. This overview of the High Performance Aircraft codes. This overview of the High Performance Aircraft system during aircraft maneuvers at high angles of attack. system during aircraft maneuvers at high angles of attack.
Propulsion effort includes a sampling of the results ob- Propulsion effort includes a sampling of the results ob- To accomplish this objective, both wind-tunnel and flight To accomplish this objective, both wind-tunnel and flight tained thus far and plans for the future. tained thus far and plans for the future.
experiments are used to obtain steady-state and dynamic experiments are used to obtain steady-state and dynamic data, and computational fluid dynamics (CFD) codes are data, and computational fluid dynamics (CFD) codes are used for analyses. This overview of the High Performance used for analyses. This overview of the High Performance
STOVL Aircraft Propulsion STOVL Aircraft Propulsion
Aircraft Propulsion Research Program includes a sampling Aircraft Propulsion Research Program includes a sampling of the results obtained thus far and plans for the future. of the results obtained thus far and plans for the future.
Background Background After the turn of the century, the military is likely to After the turn of the century, the military is likely to
Introduction Introduction
need replacement fighter/attack aircraft. Aircraft with short need replacement fighter/attack aircraft. Aircraft with short takeoff and vertical landing capabilities would offer takeoff and vertical landing capabilities would offer The NASA Lewis High Performance Aircraft Propul- The NASA Lewis High Performance Aircraft Propul- enhanced operational flexibility. Significant work has been enhanced operational flexibility. Significant work has been sion Research Program is concentrated on short takeoff and sion Research Program is concentrated on short takeoff and done to identify and resolve critical technology issues in done to identify and resolve critical technology issues in vertical landing (STOYL) and high maneuverability vertical landing (STOYL) and high maneuverability the military area. the military area.
capabilities. A supersonic STOVL aircraft concept would capabilities. A supersonic STOVL aircraft concept would The highly successful AV -SB Advanced Harrier, a The highly successful AV -SB Advanced Harrier, a offer enhanced mission capability, operational flexibility, offer enhanced mission capability, operational flexibility, subsonic STOVL aircraft, has been operational for a subsonic STOVL aircraft, has been operational for a survivability, and utility over conventional replacement survivability, and utility over conventional replacement number of years with the United States Marines and the number of years with the United States Marines and the aircraft. The work at Lewis on STOVL propulsion systems aircraft. The work at Lewis on STOVL propulsion systems United Kingdom services. The U.S. Navy and Marines are United Kingdom services. The U.S. Navy and Marines are is focused primarily on component-level experimental and is focused primarily on component-level experimental and likely to replace this aircraft, as well as other high- likely to replace this aircraft, as well as other high- analytical research. This research is expected to provide analytical research. This research is expected to provide performance fighter/attack aircraft such as the F/A-IS, after performance fighter/attack aircraft such as the F/A-IS, after data bases for verification of design technology and for data bases for verification of design technology and for the turn of the century, when the aircraft reach the ends of the turn of the century, when the aircraft reach the ends of calibration of the CFD tools available for design use. calibration of the CFD tools available for design use.
their service lives. In this light, a supersonic STOVL their service lives. In this light, a supersonic STOVL Descriptions of key technologies and results of research Descriptions of key technologies and results of research aircraft would offer enhanced mission capability, opera- aircraft would offer enhanced mission capability, opera- efforts involving integrated controls, hot gas ingestion, efforts involving integrated controls, hot gas ingestion, tional flexibility, survivability, and utility over conventional tional flexibility, survivability, and utility over conventional offtake systems, and exhaust systems will be presented. offtake systems, and exhaust systems will be presented.
replacement aircraft. . replacement aircraft. .
The High-maneuverability portion of this effort, called The High-maneuverability portion of this effort, called Many innovative vertical and short takeoff and landing Many innovative vertical and short takeoff and landing the High Alpha Technology Program (HATP), is part of a the High Alpha Technology Program (HATP), is part of a (V/STOL) aircraft configurations have been proposed and (V/STOL) aircraft configurations have been proposed and cooperative program among the NASA's Lewis, Langley, cooperative program among the NASA's Lewis, Langley, some built, particularly during the 1970's, but none have some built, particularly during the 1970's, but none have Ames, and Dryden facilities. The key technology challenge Ames, and Dryden facilities. The key technology challenge resulted in production aircraft. Because of these abortive resulted in production aircraft. Because of these abortive (d) Hybrid Tandem Fan, which uses a variable-cycle (d) Hybrid Tandem Fan, which uses a variable-cycle attempts, a flight demonstrator would be necessary for the engine with fan stages separated. attempts, a flight demonstrator would be necessary for the engine with fan stages separated.
successful introduction of a supersonic STOVL aircraft by successful introduction of a supersonic STOVL aircraft by convincingly demonstrating supersonic as well as STOVL Although there are others, these four single-engine convincingly demonstrating supersonic as well as STOVL Although there are others, these four single-engine capability in a single-engine aircraft. Cost, however, could concepts were believed to represent the best alternatives at capability in a single-engine aircraft. Cost, however, could concepts were believed to represent the best alternatives at be expected to be a major program driver. Given the the time of the studies. These studies did not result in a be expected to be a major program driver. Given the the time of the studies. These studies did not result in a reality of shrinking Department of Defense (DOD) budgets, preference for a specific airframe/propulsion concept, but reality of shrinking Department of Defense (DOD) budgets, preference for a specific airframe/propulsion concept, but this single-engine propulsion system probably would have they eliminated from further consideration the Hybrid this single-engine propulsion system probably would have they eliminated from further consideration the Hybrid to be a derivative of an existing or off-the-shelf engine to Tandem Fan (heavy and complex) and, potentially, the to be a derivative of an existing or off-the-shelf engine to Tandem Fan (heavy and complex) and, potentially, the keep the demonstrator cost down. Remote Augmented Lift System (hot footprint' from the keep the demonstrator cost down. Remote Augmented Lift System (hot footprint' from the Although a specific propulsion concept has not been burner). The studies did, however, narrow the large variety Although a specific propulsion concept has not been burner). The studies did, however, narrow the large variety selected and specific military requirements for the aircraft of possible propulsion system combinations to those that selected and specific military requirements for the aircraft of possible propulsion system combinations to those that have not been identified, propulsion system technology use have not been identified, propulsion system technology use levels have advanced to the stage that a supersonic STOVL levels have advanced to the stage that a supersonic STOVL system appears feasible. Even so, several areas require (a) for wing-borne flight, a mixed flow turbofan system appears feasible. Even so, several areas require (a) for wing-borne flight, a mixed flow turbofan consideration before a supersonic STOVL aircraft and engine whose exhaust is through a single rear nozzle; a.rid consideration before a supersonic STOVL aircraft and engine whose exhaust is through a single rear nozzle; a.rid propulsion system can be considered for operational status. propulsion system can be considered for operational status.
If a STOVL flight demonstrator is to be available in the (b) for jet-borne flight, a vertical lift system separate If a STOVL flight demonstrator is to be available in the (b) for jet-borne flight, a vertical lift system separate late 1990's, the technologies that could impact this type late 1990's, the technologies that could impact this type from the engine. from the engine.
aircraft should be identified. aircraft should be identified.
In recent years, NASA has been heavily involved in In recent years, NASA has been heavily involved in Although a preferred propulsion system was not Although a preferred propulsion system was not the U.S. supersonic STOVL effort, working with research identified, the U.S.IV.K. teams recognized critical tech- the U.S. supersonic STOVL effort, working with research identified, the U.S.IV.K. teams recognized critical tech- organizations of the U.S. Navy and Air Force (although the nologies that will enable STOVL to be an attractive option organizations of the U.S. Navy and Air Force (although the nologies that will enable STOVL to be an attractive option Air Force has discontinued its supersonic STOVL study for the next generation of fighter/attack aircraft systems. Air Force has discontinued its supersonic STOVL study for the next generation of fighter/attack aircraft systems.
activities). However, recent budget cuts have adversely For the propulsion system, critical technologies include activities). However, recent budget cuts have adversely For the propulsion system, critical technologies include affected the scope of the NASA program. Any future high-performance and low-loss exhaust gas offtakes and affected the scope of the NASA program. Any future high-performance and low-loss exhaust gas offtakes and NASA program will depend on greater DOD involvement ducts that deliver the flow to the vertical thrusting systems, NASA program will depend on greater DOD involvement ducts that deliver the flow to the vertical thrusting systems, or support. NASA's program, which is coordinated among hot gas ingestion alleviation and avoidance techniques or or support. NASA's program, which is coordinated among hot gas ingestion alleviation and avoidance techniques or the Lewis, Ames, and Langley Research Centers, has hardware, integrated controls, vertical lift nozzles, and the Lewis, Ames, and Langley Research Centers, has hardware, integrated controls, vertical lift nozzles, and featured design studies, computational fluid dynamics STOVL augmentors. For the aircraft, critical technologies featured design studies, computational fluid dynamics STOVL augmentors. For the aircraft, critical technologies (CFD) work, small- and large-scale wind-tunnel tests, include control quality, handling quality, and airframe (CFD) work, small- and large-scale wind-tunnel tests, include control quality, handling quality, and airframe ground environment experiments, simulation activities, and operation near the ground. Progress continues in these ground environment experiments, simulation activities, and operation near the ground. Progress continues in these flight experiments. Current efforts include studies, small- b~sic research areas, but there is much to be done, and flight experiments. Current efforts include studies, small- b~sic research areas, but there is much to be done, and scale tests, and integrated flight-propulsion controls resources are limited. Still, the propulsion system is the scale tests, and integrated flight-propulsion controls resources are limited. Still, the propulsion system is the programs. programs.
key factor in any STOVL concept. key factor in any STOVL concept.
As part of the STOVL effort, the United States and The objective of the NASA-Lewis STOVL aircraft As part of the STOVL effort, the United States and The objective of the NASA-Lewis STOVL aircraft the United Kingdom entered into a joint program in the propulsion program is to provide data bases for verification the United Kingdom entered into a joint program in the propulsion program is to provide data bases for verification mid-1980's. Under this program, studies were conducted mid-1980's. Under this program, studies were conducted of design technology and for calibration of CFD tools of design technology and for calibration of CFD tools by engine and airframe manufacturers in both countries. available for design use. by engine and airframe manufacturers in both countries. available for design use.
Figure I shows the aircraft studied in the U.S. effort. The The studies have identified critical technology needs Figure I shows the aircraft studied in the U.S. effort. The The studies have identified critical technology needs propulsion system concepts for these configurations for future supersonic STOVL aircraft. The elements in propulsion system concepts for these configurations for future supersonic STOVL aircraft. The elements in included: which Lewis is involved are integrated flight-propulsion included: which Lewis is involved are integrated flight-propulsion controls, hot gas ingestion, exhaust gas offtakes and ducts, controls, hot gas ingestion, exhaust gas offtakes and ducts, (a) Ejector Augmentor, in which engine air is used to vertical lift nozzles, and STOVL augmentors. The (a) Ejector Augmentor, in which engine air is used to vertical lift nozzles, and STOVL augmentors. The approach is to conduct component-level experimental and approach is to conduct component-level experimental and drive an ejector forward of the aircraft center of gravity drive an ejector forward of the aircraft center of gravity (c.g.) for hover analytical research in each of these elements. These efforts (c.g.) for hover analytical research in each of these elements. These efforts will be described more fully. will be described more fully.
(b) Remote Augmented Lift System, which is similar (b) Remote Augmented Lift System, which is similar to the Ejector Augmentor concept except that a burner and Integrated Flight-Propulsion Controls to the Ejector Augmentor concept except that a burner and Integrated Flight-Propulsion Controls nozzle are used for vertical lift nozzle are used for vertical lift Integrated controls concepts and designs are required Integrated controls concepts and designs are required (c) Mixed Flow Vectored Thrust, in which exhaust gas for supersonic STOVL because of the complexity of con- (c) Mixed Flow Vectored Thrust, in which exhaust gas for supersonic STOVL because of the complexity of con- trolling this type of aircraft, particularly in low-speed flight trolling this type of aircraft, particularly in low-speed flight from a mixed flow bypass engine is used for vertical lift from a mixed flow bypass engine is used for vertical lift 2 2 and hover. In these flight regimes, the aircraft depends on model (1O.34-percent scale) is being designed and fabri- and hover. In these flight regimes, the aircraft depends on model (1O.34-percent scale) is being designed and fabri- the propulsion system for lift in addition to flight path lind cated. The configuration will simulate the exhaust of the propulsion system for lift in addition to flight path lind cated. The configuration will simulate the exhaust of attitude control. Therefore, the propulsion system must be attitude control. Therefore, the propulsion system must be able to provide aircraft control in this flight regime while (a) a lift fan of a Shaft Driven Lift Fan (SDLF) con- able to provide aircraft control in this flight regime while (a) a lift fan of a Shaft Driven Lift Fan (SDLF) con- retaining sufficient power to maintain flight. cept in which a dual function, or convertible, engine retaining sufficient power to maintain flight. cept in which a dual function, or convertible, engine The NASA Lewis and NASA Ames Research Centers produces shaft horsepower to drive the lift fan plus provide The NASA Lewis and NASA Ames Research Centers produces shaft horsepower to drive the lift fan plus provide are involved in a program that has as its goal a fixed-base thrust for forward flight; are involved in a program that has as its goal a fixed-base thrust for forward flight; simulation of an Integrated Flight-Propulsion Control simulation of an Integrated Flight-Propulsion Control concept based on the Air Force Design Methods for (b) a lift engine of a Lift Plus Lift Cruise (LPLC) concept based on the Air Force Design Methods for (b) a lift engine of a Lift Plus Lift Cruise (LPLC) Integrated Control Systems (DMICS) design approach concept in which one engine is dedicated to vertical lift and Integrated Control Systems (DMICS) design approach concept in which one engine is dedicated to vertical lift and (fig. 2). Independently, Lewis is pursuing another design another engine provides both lift and cruise thrust; and (fig. 2). Independently, Lewis is pursuing another design another engine provides both lift and cruise thrust; and approach called Integrated Methodology for Propulsion and approach called Integrated Methodology for Propulsion and Aircraft Control (lMPAC). The goal of these methodolo- (c) lift nozzles of a Mixed Flow Vectored Thrust Aircraft Control (lMPAC). The goal of these methodolo- (c) lift nozzles of a Mixed Flow Vectored Thrust gies is a validated design procedure for integrated control (MFVT) concept in which exhaust gas from a mixed flow gies is a validated design procedure for integrated control (MFVT) concept in which exhaust gas from a mixed flow which performs a systematic, top-down design based on the bypass engine is used for vertical lift. which performs a systematic, top-down design based on the bypass engine is used for vertical lift.
mission requirements and the system to be integrated. For mission requirements and the system to be integrated. For supersonic STOVL, the control concepts must be defined, Data to be obtained include those taken with the supersonic STOVL, the control concepts must be defined, Data to be obtained include those taken with the design methods explored, and flying qualities criteria 9.2-percent model plus jet-plume flow fields using a Laser design methods explored, and flying qualities criteria 9.2-percent model plus jet-plume flow fields using a Laser defmed. Then, these concepts and criteria must be investi- Doppler Velocimeter (LOV) and static jet-induced defmed. Then, these concepts and criteria must be investi- Doppler Velocimeter (LOV) and static jet-induced gated in ground-based tests and flight experiments. NASA interactions. gated in ground-based tests and flight experiments. NASA interactions.
Lewis will apply the control methodologies, simulate the As a result of the test program, we are developing an Lewis will apply the control methodologies, simulate the As a result of the test program, we are developing an resulting control logic in software, and evaluate the control extensive data base for an in-depth understanding of hot resulting control logic in software, and evaluate the control extensive data base for an in-depth understanding of hot logic on nonpiloted and piloted simulations, the latter gas ingestion. The data will be used to improve hot gas logic on nonpiloted and piloted simulations, the latter gas ingestion. The data will be used to improve hot gas jointly with NASA Ames. The DMICS approa«h is ingestion empirical prediction techniques for screening jointly with NASA Ames. The DMICS approa«h is ingestion empirical prediction techniques for screening currently scheduled for piloted evaluation on the Ames future STOVL aircraft concepts during the preliminary currently scheduled for piloted evaluation on the Ames future STOVL aircraft concepts during the preliminary fixed base and vertical motion simulators. The IMPAC design phase as well as to evaluate ongoing computational fixed base and vertical motion simulators. The IMPAC design phase as well as to evaluate ongoing computational approach is targeted for a forward flight-to-hover transition prediction methods. approach is targeted for a forward flight-to-hover transition prediction methods.
simulation in the near future; simulation in the near future; OtTtakes and Ducts OtTtakes and Ducts Hot Gas Ingestion and Ground Environment Hot Gas Ingestion and Ground Environment Offtakes and ducts are other areas being investigated. Offtakes and ducts are other areas being investigated.
One of the critical problems associated with the verti- In some of the STOVL concepts that have been studied, air One of the critical problems associated with the verti- In some of the STOVL concepts that have been studied, air cal lift concept is that of hot gas ingestion while the from the engine must be brought forward through devices cal lift concept is that of hot gas ingestion while the from the engine must be brought forward through devices aircraft is near the ground-as in the takeoff, hover, and such as offtakes, valves, and ducts to vertical lift devices aircraft is near the ground-as in the takeoff, hover, and such as offtakes, valves, and ducts to vertical lift devices landing modes. This phenomenon occurs when hot exhaust forward of the engine. landing modes. This phenomenon occurs when hot exhaust forward of the engine.
gas from the engine impinges on the ground and is trans- A generic one-third scale model of a tailpipe offtake gas from the engine impinges on the ground and is trans- A generic one-third scale model of a tailpipe offtake ported forward so that a portion of this gas is ingested by system was tested at Lewis (figs. 5 and 6). The model ported forward so that a portion of this gas is ingested by system was tested at Lewis (figs. 5 and 6). The model the engine inlet (fig. 3). Once this occurs, the hot gas can consisted of a tailpipe with elbows, ducts, and flow control the engine inlet (fig. 3). Once this occurs, the hot gas can consisted of a tailpipe with elbows, ducts, and flow control significantly affect engine stability and performance and, nozzles, a blind flange to simulate a blocked cruise nozzle, significantly affect engine stability and performance and, nozzles, a blind flange to simulate a blocked cruise nozzle, therefore, aircraft control and safety. and a small ventral nozzle. The flow split was 45 percent therefore, aircraft control and safety. and a small ventral nozzle. The flow split was 45 percent In an ongoing NASA Lewis hot gas ingestion pro- to each offtake and 10 percent to the ventral nozzle. The In an ongoing NASA Lewis hot gas ingestion pro- to each offtake and 10 percent to the ventral nozzle. The gram, ground effects were studied at the engine inlet for a main objective was to obtain experimental data for compar- gram, ground effects were studied at the engine inlet for a main objective was to obtain experimental data for compar- 9.2-percent scale STOVL model in the Lewis 9x15 Low- ison with internal flow pattern and performance predictions 9.2-percent scale STOVL model in the Lewis 9x15 Low- ison with internal flow pattern and performance predictions Speed Wind Tunnel. The facility has a sheet laser illumi- from a CFD analysis. Performance tests were made with Speed Wind Tunnel. The facility has a sheet laser illumi- from a CFD analysis. Performance tests were made with nation system to document complex flows associated with ambient air at tailpipe-to-ambient pressure ratios from nation system to document complex flows associated with ambient air at tailpipe-to-ambient pressure ratios from hot gas ingestion (fig. 4). Data were obtained at simulated approximately 2 to 5 at a tailpipe Mach Number of 0.3. hot gas ingestion (fig. 4). Data were obtained at simulated approximately 2 to 5 at a tailpipe Mach Number of 0.3.
The initial comparisons between the experimental data and The initial comparisons between the experimental data and exhaust gas temperatures to 540 °C, and an extensive exhaust gas temperatures to 540 °C, and an extensive those produced by the CFD code revealed some those produced by the CFD code revealed some airflow visualization data base was produced. These data airflow visualization data base was produced. These data shortcomings in the CFD code calculations. The cause of shortcomings in the CFD code calculations. The cause of pertain to near-field and structural acoustics, the effective- pertain to near-field and structural acoustics, the effective- these differences will be investigated further through an these differences will be investigated further through an ness of Lift Improvement Devices (LIDS), thermal foot- ness of Lift Improvement Devices (LIDS), thermal foot- adjustment of the boundary conditions and grid used with adjustment of the boundary conditions and grid used with print and temperature distribution on the undersurface of print and temperature distribution on the undersurface of the model, and propulsion system inlet distortion levels. the CFD code. the model, and propulsion system inlet distortion levels. the CFD code.
A follow-on phase to this program is planned for Since the test hardware is modular, additional research A follow-on phase to this program is planned for Since the test hardware is modular, additional research fiscal year 1993. A modular advanced STOVL concept with variations of the configuration shown in figure 5 was fiscal year 1993. A modular advanced STOVL concept with variations of the configuration shown in figure 5 was 3 3 quite easy. The modified configurations are shown in ventral duct (this has been referred to as a separate flow quite easy. The modified configurations are shown in ventral duct (this has been referred to as a separate flow figure 7. Tests included configurations with the offtakes system). A ventral duct lengili, 'shorter than the baseline figure 7. Tests included configurations with the offtakes system). A ventral duct lengili, 'shorter than the baseline length was also investigated. To examine the flow fields length was also investigated. To examine the flow fields (a) located far enough downstream of the turbine exit during the transition from hover to wing-borne flight, a (a) located far enough downstream of the turbine exit during the transition from hover to wing-borne flight, a that flows are relatively mixed and uniform (fig. 5); configuration with the ventral nozzle and the axial nozzle that flows are relatively mixed and uniform (fig. 5); configuration with the ventral nozzle and the axial nozzle flowing was investigated. flowing was investigated.
(b) near the turbine exit in a mixed flow, low bypass To facilitate transition, vectoring capability is desired (b) near the turbine exit in a mixed flow, low bypass To facilitate transition, vectoring capability is desired ratio configuration (fig. 7(a»; in ventral nozzles. One possible method to provide thrust ratio configuration (fig. 7(a»; in ventral nozzles. One possible method to provide thrust vectoring would be to implement a clam-shell type two- vectoring would be to implement a clam-shell type two- (c) with rounded edges at the upstream edge of the dimensional converging nozzle. The previously described (c) with rounded edges at the upstream edge of the dimensional converging nozzle. The previously described offtake elbows (fig. 7(b»; and ventral nozzle experiment was modified to incorporate this offtake elbows (fig. 7(b»; and ventral nozzle experiment was modified to incorporate this technique (fig. to). Although in a production design each technique (fig. to). Although in a production design each (d) with a blocker, both flat and shaped, just down- of the outer shells could be independently actuated, for this (d) with a blocker, both flat and shaped, just down- of the outer shells could be independently actuated, for this stream of the off takes (figs. 7(c) and (d». experiment the exit area and the two outer shells were stream of the off takes (figs. 7(c) and (d». experiment the exit area and the two outer shells were connected. The shells, however, could be manually rotated connected. The shells, however, could be manually rotated The general objective for this testing was to investi- 20° fore and aft from the vertical. Results of this experi- The general objective for this testing was to investi- 20° fore and aft from the vertical. Results of this experi- gate trends in offtake pressure loss and total pressure ment are shown in figure 11. Of significance are the data gate trends in offtake pressure loss and total pressure ment are shown in figure 11. Of significance are the data distribution for configuration features expected to affect showing the sensitivity of this configuration to severe flow distribution for configuration features expected to affect showing the sensitivity of this configuration to severe flow performance. The tailpipe Mach number was varied from angles that could be associated with STOVL applications. performance. The tailpipe Mach number was varied from angles that could be associated with STOVL applications.
0.2 to 0.4. Data from tests with these configurations are in Here, rounding the leading edge to the ventral nozzle duct 0.2 to 0.4. Data from tests with these configurations are in Here, rounding the leading edge to the ventral nozzle duct the process of being analyzed. resulted in a significant improvement in nozzle the process of being analyzed. resulted in a significant improvement in nozzle Hardware was designed and fabrication was started for performance. Hardware was designed and fabrication was started for performance.
a mixed-flow tailpipe and offtake system to study generic a mixed-flow tailpipe and offtake system to study generic Vane-type ventral nozzles have been tested. The Vane-type ventral nozzles have been tested. The valve and ducting configurations (fig. 8), but the effort was objective with these nozzles was to obtain performance valve and ducting configurations (fig. 8), but the effort was objective with these nozzles was to obtain performance terminated because of funding constraints. The intent here characteristics. These included nozzle flow, thrust, and terminated because of funding constraints. The intent here characteristics. These included nozzle flow, thrust, and was to gather pressure loss and heat transfer data at vectoring up to 45°, plume total pressure profiles, pumping was to gather pressure loss and heat transfer data at vectoring up to 45°, plume total pressure profiles, pumping temperatures up to 540°C for a system that simulated flow capability for engine compartment cooling, and vectoring temperatures up to 540°C for a system that simulated flow capability for engine compartment cooling, and vectoring from a mixed flow turbofan engine. These data would forces near maximum lift. Figure 12 shows the basic from a mixed flow turbofan engine. These data would forces near maximum lift. Figure 12 shows the basic have been used to assist in the design of high-performance, design. Vanes were also added to the swivel nozzle for have been used to assist in the design of high-performance, design. Vanes were also added to the swivel nozzle for low-loss, exhaust-gas off takes and ducts. yaw control (fig. 13). low-loss, exhaust-gas off takes and ducts. yaw control (fig. 13).
Vertical Lift Systems Vertical Lift Systems STOVL Augmentors STOVL Augmentors NASA is also investigating design criteria and devel- We have completed experimental research with ejector NASA is also investigating design criteria and devel- We have completed experimental research with ejector oping a technology base for vertical lift thrust nozzles such augmentors. In the last program, a BoeingideHavilland oping a technology base for vertical lift thrust nozzles such augmentors. In the last program, a BoeingideHavilland as ventral nozzles used for pitch and trim control. One as ventral nozzles used for pitch and trim control. One cooperative effort provided an ejector designed for the cooperative effort provided an ejector designed for the major objective of this effort is to establish aerodynamic major objective of this effort is to establish aerodynamic elevated primary gas temperature expected in a mixed flow elevated primary gas temperature expected in a mixed flow design principles and a data base for vertical lift compo- design principles and a data base for vertical lift compo- turbofan engine (fig. 14). The U.S./U.K. ASTOVL studies turbofan engine (fig. 14). The U.S./U.K. ASTOVL studies nents through experimental testing and CFD analyses. A nents through experimental testing and CFD analyses. A indicated the value of such systems, and therefore the indicated the value of such systems, and therefore the full Navier-Stokes CFD code, P ARC3D, is being used to full Navier-Stokes CFD code, P ARC3D, is being used to interest in a hot primary ejector was continued. Our interest in a hot primary ejector was continued. Our predict the internal flow patterns and overall ventral system conclusions about ejector type STOVL thrust aug mentors predict the internal flow patterns and overall ventral system conclusions about ejector type STOVL thrust aug mentors performance for selected configurations. are that, although they have been successfully demonstrated performance for selected configurations. are that, although they have been successfully demonstrated For the baseline configuration (fig. 9), the PARC3D and the desired performance levels have been achieved, For the baseline configuration (fig. 9), the PARC3D and the desired performance levels have been achieved, code did an excellent job of analytically predicting internal designing them remains an art. Figure 15, a selected result code did an excellent job of analytically predicting internal designing them remains an art. Figure 15, a selected result flow patterns and system performance. The solution from the ejector experimental research, shows a correlation flow patterns and system performance. The solution from the ejector experimental research, shows a correlation produced detailed flow patterns and predicted performance of thrust augmentation ratio with a nondimensional flow produced detailed flow patterns and predicted performance of thrust augmentation ratio with a nondimensional flow parameters, such as thrust and flow coefficients, within parameter. This correlation minimizes temperature depen- parameters, such as thrust and flow coefficients, within parameter. This correlation minimizes temperature depen- 1 percent of the measured values. As a result, this CFD dence. If this were to hold true for other ejector models, 1 percent of the measured values. As a result, this CFD dence. If this were to hold true for other ejector models, analytical tool is considered calibrated for use in the it suggests that cold flow tests can be used to predict hot analytical tool is considered calibrated for use in the it suggests that cold flow tests can be used to predict hot analysis of STOVL propulsion ventral nozzle designs. flow results more quickly and at a lower cost. Even analysis of STOVL propulsion ventral nozzle designs. flow results more quickly and at a lower cost. Even In addition to the baseline configuration, an annular though we have completed our currently planned research In addition to the baseline configuration, an annular though we have completed our currently planned research tailpipe flow path and an annular tailpipe flow path with a on thrust augmenting ejector systems for supersonic tailpipe flow path and an annular tailpipe flow path with a on thrust augmenting ejector systems for supersonic STOVL, more work could be done. Specifically, ejector STOVL, more work could be done. Specifically, ejector tailpipe blocker immediately downstream of the ventral tailpipe blocker immediately downstream of the ventral designs with primary nozzle pressure ratios representative designs with primary nozzle pressure ratios representative duct were investigated. The annular flow tailpipe simulated duct were investigated. The annular flow tailpipe simulated the bypass flow of a turbofan engine being drawn into the the bypass flow of a turbofan engine being drawn into the 4 4 of future advanced military engines need to be investigated, post wing stall control. The HARV is an ideal vehicle of future advanced military engines need to be investigated, post wing stall control. The HARV is an ideal vehicle but this is not currently perceived as a high priority need. because of its high angle-of-attack capability and stable but this is not currently perceived as a high priority need. because of its high angle-of-attack capability and stable propulsion system characteristics. During the Navy propulsion system characteristics. During the Navy Future Work envelope expansion program, the F-18 aircraft experienced Future Work envelope expansion program, the F-18 aircraft experienced some instances of thrust loss, flameout andlor engine stall some instances of thrust loss, flameout andlor engine stall The future for STOVL-related work at Lewis is in part The future for STOVL-related work at Lewis is in part when performing dynamic maneuvers outside the normal when performing dynamic maneuvers outside the normal dependent on the direction taken by the U.S. Navy and the flight envelope. This might be a propUlsion systeml dependent on the direction taken by the U.S. Navy and the flight envelope. This might be a propUlsion systeml Defense Advanced Research Projects Agency (DARPA). Defense Advanced Research Projects Agency (DARPA).
airframe integration problem caused by high angle-of-attack airframe integration problem caused by high angle-of-attack They have shown some interest in technology validation They have shown some interest in technology validation and yaw rates rather than steady state high angle of attack and yaw rates rather than steady state high angle of attack experiments directed toward selection of a powered lift and yaw, odt could be a propulsion-related problem. To experiments directed toward selection of a powered lift and yaw, odt could be a propulsion-related problem. To concept for a STOVL Strike Fighter (SSF). concept for a STOVL Strike Fighter (SSF).
investigate the cause of these anomalies, NASA obtained investigate the cause of these anomalies, NASA obtained the HARV from the Navy, where it was used as the unique the HARV from the Navy, where it was used as the unique high alpha test aircraft during the F-18 development high alpha test aircraft during the F-18 development program. program.
High Maneuverability Propulsion High Maneuverability Propulsion
The approach for accomplishing the High Alpha Inlet The approach for accomplishing the High Alpha Inlet
Research Research
Experiments effort involves both flight and wind-tunnel Experiments effort involves both flight and wind-tunnel experiments, in which steady state and dynamics data will experiments, in which steady state and dynamics data will Background be obtained, and CFD analyses. Background be obtained, and CFD analyses.
High Maneuverability Propulsion Research is directed Experiments High Maneuverability Propulsion Research is directed Experiments at expanding the flight envelope of high performance at expanding the flight envelope of high performance aircraft. The overall objective of the inlet experiments The experimental part of the program consists of aircraft. The overall objective of the inlet experiments The experimental part of the program consists of program is to develop and enhance inlet technology that program is to develop and enhance inlet technology that expanding the data base to increase inlet angle-of-attack expanding the data base to increase inlet angle-of-attack will ensure high performance and stability of the propulsion will ensure high performance and stability of the propulsion capability and to determine the effect of ingesting vortices capability and to determine the effect of ingesting vortices system during aircraft maneuvers at high angles of attack. system during aircraft maneuvers at high angles of attack.
on engine stall. The prior experiments to increase inlet on engine stall. The prior experiments to increase inlet The flight regime being investigated represents an The flight regime being investigated represents an angle-of-attack capability considered only isolated inlets; angle-of-attack capability considered only isolated inlets; especially challenging problem for supersonic inlets the effect of a forebody on inlet performance was not especially challenging problem for supersonic inlets the effect of a forebody on inlet performance was not because of the severe adverse effect sharp lips have on investigated. The HAR V represents an excellent aircraft on because of the severe adverse effect sharp lips have on investigated. The HAR V represents an excellent aircraft on recovery and distortion at these conditions. This results in which to focus research interest because of its well defined recovery and distortion at these conditions. This results in which to focus research interest because of its well defined reduced thrust and stability of the propulsion system. inletlforebody configuration and its high angle-of-attack reduced thrust and stability of the propulsion system. inletlforebody configuration and its high angle-of-attack Other propulsion systemlairframe integration programs have capability. Therefore, experiments will be conducted on Other propulsion systemlairframe integration programs have capability. Therefore, experiments will be conducted on provided an experimental data base applicable to maneuver- the HARV as well as on subscale, and possibly full-scale, provided an experimental data base applicable to maneuver- the HARV as well as on subscale, and possibly full-scale, able supersonic aircraft, but not at low-subsonic-speedlhigh- F-18 models to expand the data base. able supersonic aircraft, but not at low-subsonic-speedlhigh- F-18 models to expand the data base.
angle-of-attack conditions. Both diagnostic and research flights are planned at angle-of-attack conditions. Both diagnostic and research flights are planned at Several different types of distortions must be consi- Dryden as part of the Inlet Experiments Program. The Several different types of distortions must be consi- Dryden as part of the Inlet Experiments Program. The dered in the design of these inlets. One type, total pressure dered in the design of these inlets. One type, total pressure diagnostic flights will attempt to determine whether the loss diagnostic flights will attempt to determine whether the loss distortion, is the most commonly encountered distortion and of thrust, flameout, and engine stall previously encountered distortion, is the most commonly encountered distortion and of thrust, flameout, and engine stall previously encountered has received the greatest attention to date. It can result in Navy F-18 aircraft envelope expansion flights were due has received the greatest attention to date. It can result in Navy F-18 aircraft envelope expansion flights were due when the inlet is at high angle-of-attack andlor angle-of- to inlet-related phenomena or a fuel system anomaly. The when the inlet is at high angle-of-attack andlor angle-of- to inlet-related phenomena or a fuel system anomaly. The sideslip conditions. Total pressure distortion of a quasi- research flights are intended to gather detailed information sideslip conditions. Total pressure distortion of a quasi- research flights are intended to gather detailed information steady type can result from a yaw rate maneuver at high inside, as well as outside, the inlet duct. steady type can result from a yaw rate maneuver at high inside, as well as outside, the inlet duct.
angles of attack. The research portion of the flight program will acquire angles of attack. The research portion of the flight program will acquire Another type of distortion is caused by swirl (vortices , steady state and dynamic data to investigate inlet-related Another type of distortion is caused by swirl (vortices , steady state and dynamic data to investigate inlet-related with an axial velocity component), such as when an inlet problems suggested from diagnostic flights or occurring with an axial velocity component), such as when an inlet problems suggested from diagnostic flights or occurring ingests a vortex shed from the aircraft during maneuvers. during research flights, investigate scale effects, generate a ingests a vortex shed from the aircraft during maneuvers. during research flights, investigate scale effects, generate a Swirl can also be encountered when an inlet is attached to data base for CFD code evaluation, and investigate effects Swirl can also be encountered when an inlet is attached to data base for CFD code evaluation, and investigate effects an S-shaped (offset) duct, and is due to secondary flow of the method used to pump air through the inlet during an S-shaped (offset) duct, and is due to secondary flow of the method used to pump air through the inlet during generation in the duct. generation in the duct.
subscale model tests. subscale model tests.
Any of these types of distortion will adversely affect Steady state tests were conducted in the Ames Any of these types of distortion will adversely affect Steady state tests were conducted in the Ames engine stability. Severe distortion of anyone type can National Full-Scale Aerodynamic Complex (NFAC) using engine stability. Severe distortion of anyone type can National Full-Scale Aerodynamic Complex (NFAC) using cause engine stall. Combining several types of moderated cause engine stall. Combining several types of moderated a full-scale F-18 aircraft model but with engines removed. a full-scale F-18 aircraft model but with engines removed.
distortion can also cause engine stall. distortion can also cause engine stall.
This is a flow-through model with a maximum design This is a flow-through model with a maximum design The HATP utilizes the F-18 High Alpha Research corrected airflow of 85 percent. A study has been The HATP utilizes the F-18 High Alpha Research corrected airflow of 85 percent. A study has been Vehicle (HARV) for full scale validation of the technolo- completed which determined what is required to increased Vehicle (HARV) for full scale validation of the technolo- completed which determined what is required to increased gies associated with high angle-of-attack aerodynamics and the airflow to 100 percent. The instrumentation for this gies associated with high angle-of-attack aerodynamics and the airflow to 100 percent. The instrumentation for this 5 5 phase of the program, if it is done, will be a subset of that over the forebody to determine the flow field at the inlet phase of the program, if it is done, will be a subset of that over the forebody to determine the flow field at the inlet planned for the 20-percent scale model tests. Currently, the entrance. These combined codes will then be evaluated, planned for the 20-percent scale model tests. Currently, the entrance. These combined codes will then be evaluated, lack of funding prevents this from being accomplished. also with the use of data from the expanded data base. lack of funding prevents this from being accomplished. also with the use of data from the expanded data base.
Steady state tests are planned in the. Lewis 9x15Low- Four facilities will be involved in the CFD effort in Steady state tests are planned in the. Lewis 9x15Low- Four facilities will be involved in the CFD effort in Speed Wind Tunnel (LSW1) using a 20-percent model of one way or another. Langley is using the CFL3D code and Speed Wind Tunnel (LSW1) using a 20-percent model of one way or another. Langley is using the CFL3D code and the F-18 HARV (figs. 16 and 17) to investigate effects on Ames the F3D code to model the external aerodynamics of the F-18 HARV (figs. 16 and 17) to investigate effects on Ames the F3D code to model the external aerodynamics of inlet performance of the aircraft fore body and the effect of the F-18 HARV with faired over inlets. Lewis is working inlet performance of the aircraft fore body and the effect of the F-18 HARV with faired over inlets. Lewis is working scale. The model will also be used to investigate the effect with both these centers as the output of their codes will scale. The model will also be used to investigate the effect with both these centers as the output of their codes will of inlet pumping on inlet performance, using either a provide input to the Lewis codes, PARC3D and PEPSIG, of inlet pumping on inlet performance, using either a provide input to the Lewis codes, PARC3D and PEPSIG, vacuum or simulator fans, and forebody with and without which are dedicated to flow in the inlet duct. Dryden will vacuum or simulator fans, and forebody with and without which are dedicated to flow in the inlet duct. Dryden will faired over inlets. Furthermore, a data base will be provide the data from the BARV flights to be used for faired over inlets. Furthermore, a data base will be provide the data from the BARV flights to be used for generated for CPO code calibration. Comparisons will be evaluation of these codes. generated for CPO code calibration. Comparisons will be evaluation of these codes.
made with flightresults from the HARV. A test matrix is made with flightresults from the HARV. A test matrix is shown in figure 18. shown in figure 18.
Concluding Remarks Concluding Remarks
Computational Fluid Drnamics Computational Fluid Drnamics An overview of the NASA Lewis High Performance An overview of the NASA Lewis High Performance The computational part of the Inlet Experiments Pro- The computational part of the Inlet Experiments Pro- Propulsion effort has been presented. The opportunities for Propulsion effort has been presented. The opportunities for gram consists of applying and evaluating computational gram consists of applying and evaluating computational STOVL aircraft have been identified, and the critical STOVL aircraft have been identified, and the critical tools. This will be concerned solely with steady state tools. This will be concerned solely with steady state technologies defined. Whether these aircraft systems will technologies defined. Whether these aircraft systems will conditions since the codes have not matured to the point conditions since the codes have not matured to the point flourish remains to be seen. On the other hand, the HA TP flourish remains to be seen. On the other hand, the HA TP where they can be used for dynamic data. Internal flow where they can be used for dynamic data. Internal flow is a multi-center NASA program that is just reaching the is a multi-center NASA program that is just reaching the codes will be evaluated using data from the expanded data codes will be evaluated using data from the expanded data point where experimental data is being gathered. It appears point where experimental data is being gathered. It appears base. These internal codes will then be combined with base. These internal codes will then be combined with to have a solid future. to have a solid future.
external flow codes, which are necessary to model the flow external flow codes, which are necessary to model the flow 6 6 C-88-12778 C-88-12778 (a) Ejector augmentor. (b) Remote augmented lift system. (a) Ejector augmentor. (b) Remote augmented lift system.
C-88-12779 C-88-12779 (c) Mixed flow vectored thrust. (d)Hybrid tandem fan. (c) Mixed flow vectored thrust. (d)Hybrid tandem fan.
Figure 1.-U .SJU.K. ASTOVL study configurations. Figure 1.-U .SJU.K. ASTOVL study configurations.
,.....-Vectorable 2D/CD main nozzle ,.....-Vectorable 2D/CD main nozzle +/Yaw thrusters +/Yaw thrusters L.=---c13:t:::::rL-~~~ ......- Roll thrusters L.=---c13:t:::::rL-~~~ ......- Roll thrusters
-- --
"-Vectorable ventral nozzle "-Vectorable ventral nozzle '-Pitch '-Pitch thruster thruster Aircraft and Propulsion Aircraft and Propulsion .---------.., .---------.., Design Design Concept Concept Methodologies Methodologies
'" '"
• DMICS • DMICS ·IMPAC ·IMPAC Headwind Headwind Mission Mission ReqUirements ReqUirements • Vertical landing • Vertical landing • Transition • Transition Simulation Simulation
~~~ ~~~
• Hover • Hover Evaluations Evaluations • Short takeoff • Short takeoff
=: GCo: ~:: ~t 1/ ~ --- / =: GCo: ~:: ~t 1/ ~ --- /
• Nonpiloted • Nonpiloted
__ ___ __ :VUJ.JL ___...-' __ ___ __ :VUJ.JL ___...-'
• Maneuver • Maneuver • Piloted • Piloted (Lewis and Ames) (Lewis and Ames) 7777777777777777777777777777777/ 7777777777777777777777777777777/ Figure 3.-Hot-gas Ingestion phenomena Figure 3.-Hot-gas Ingestion phenomena Figure 2.-Integrated flight-propulsion controls approach. Figure 2.-Integrated flight-propulsion controls approach.
7 7 Figure 4.-Sheet laser illumination of complex flows associated with Figure 4.-Sheet laser illumination of complex flows associated with hot gas ingestion. hot gas ingestion.
\ Offtake \ Offtake r Offtake elbow r Offtake elbow I Offtake I Offtake \ nozz le \ nozz le I I / duct / duct \ \ I I / / Blind flange Blind flange (blocked cruise (blocked cruise nozzle) ----... nozzle) ----...
I I L Tailpipe L Tailpipe Uft Uft Top view Top view thrusters --- thrusters --- / / L Ventral L Ventral nozzle nozzle L Ventral L Ventral nozzle nozzle Side view Side view Aircraft Model Tested Aircraft Model Tested Figure 5. -Ta ilpipe offtake experimental model schematic. Figure 5. -Ta ilpipe offtake experimental model schematic.
8 8 Figure 6.- Tailpipe-offtake experimental hardware. Figure 6.- Tailpipe-offtake experimental hardware.
9 9 ~ ~ El bow Inserts ~ ~ El bow Inserts ~ ~ , ~ ~ , , , / ~ Centerbody / ~ Centerbody , , f- Elbows f- Elbows '. (nozzles '. (nozzles \ directed \ directed '. down) '. down) (a) Tailpipe with centerbody. (b) Rounded e dge at offtake (a) Tailpipe with centerbody. (b) Rounded e dge at offtake r- Flat blocker r- Flat blocker r- Shaped blocker r- Shaped blocker \ \ (c) Flat blocker near offtakes. (d) Shaped blocker near offtakes. (c) Flat blocker near offtakes. (d) Shaped blocker near offtakes.
Figure 7.-Schema t ics of offtake systems tes ted. Figure 7.-Schema t ics of offtake systems tes ted.
,rCooling system ,rCooling system Area control .... Area control ....
Bypass flow "' '- Bypass flow "' '- ,r Elbowlvanes ,r Elbowlvanes ,. ,.
, , Bypass ~" , Bypass ~" , flow control ~ , ' " flow control ~ , ' " ... ', \ ... ', \ ..,. - ;1 ::'::':: '::-':'::- ..,. - ;1 ::'::':: '::-':'::- Facility Facility , , , , -,- - -- -,- - -- air .. air ..
.L . :: ; := 1' :::-. -. ::-. .L . :: ; := 1' :::-. -. ::-.
, , Engine , Engine , simulator (burner)"' '~D u ct valve simulator (burner)"' '~D u ct valve Variables Typical Results Variables Typical Results • Engine bypass ratio • Heat transfer data f or cooling • Engine bypass ratio • Heat transfer data f or cooling • Flow offtake configuration system design • Flow offtake configuration system design • Cooling flows • Flow pressure/temperat ure • Cooling flows • Flow pressure/temperat ure • DucUturning vane configuration profiles • DucUturning vane configuration profiles • Ventral nozzle sizel1ocation • Fan and core stream mix i ng • Ventral nozzle sizel1ocation • Fan and core stream mix i ng • Effect of nonsymmetric lift • Effect of nonsymmetric lift nozzle area variation nozzle area variation Figure B.-Mixed-flow tailpipe and offtake model t est rig concept. Figure B.-Mixed-flow tailpipe and offtake model t est rig concept.
10 10
'- " -- ._ .. _---- - '- " -- ._ .. _---- -
~ --. - - - .- - ----- ~ --. - - - .- - ----- Supersonic STOVL Application Supersonic STOVL Application Plane of Symmetry Plane of Symmetry Analysis Analysis Ventral nozzle (typical) ~ Ventral nozzle (typical) ~ Experiment Experiment Flow Flow Flow Flow
-- --
headed headed Ventral duct Ventral duct
Flow ~ Flow ~ Flow ~ Flow ~
Figure g.-Comparison of experimental and CFD analytical results. Figure g.-Comparison of experimental and CFD analytical results.
11 11 ,- Rounded leading- edge ,- Rounded leading- edge I configuration I configuration 1.0 1.0 Outer Outer I I shell shell I I "-- Square leading edge "-- Square leading edge configuration configuration 0.9 L- __ ...J.... __ ---'- ___ L- __ ....J 0.9 L- __ ...J.... __ ---'- ___ L- __ ....J 5 5 Tailpipe pressure ratio Tailpipe pressure ratio Effects of Ventral Effects of Ventral Entrance Geometry Entrance Geometry C-89-08363 Leading edge Overturning, C-89-08363 Leading edge Overturning, degrees degrees Tailpipe Tailpipe Square Square 5 5 Rounded Rounded 2 2 Figure 11.-Results of tests with vectoring ventral Figure 11.-Results of tests with vectoring ventral nozzle. nozzle.
Entrance Entrance 20 ° forward < vector < 45° aft 20 ° forward < vector < 45° aft Rounded ---J' " Rounded ---J' " -Inlet for aspirated air -Inlet for aspirated air , , , , Square ---J Square ---J Clamshell Clamshell ventral ventral nozzle nozzle 70° 70° 90° 90° Area vane L-Vector vane Area vane L-Vector vane figure 10.-Vectorlng ventral nozzle concept Figure1 2. -Details of a vaned ventral nozzle. figure 10.-Vectorlng ventral nozzle concept Figure1 2. -Details of a vaned ventral nozzle.
12 12
I \ ~ \ I \ ~ \
, , , , , I, , I, , l,' , l,' " "
--' --'
C-92-01807 C-92-01807 Figure 13,-$wivel nozzle with internal vanes for side force control. Figure 13,-$wivel nozzle with internal vanes for side force control.
• C-90-09389 • C-90-09389 Figure 14, -Full-sca ie ejector augmentor installed at the Powered Lift Facility. Figure 14, -Full-sca ie ejector augmentor installed at the Powered Lift Facility.
13 13 g g Primary flow temperatures Primary flow temperatures ~ ~ OT =14 °C OT =14 °C tp tp c c 0 0 • Ttp = 593 °C • Ttp = 593 °C ~ ~ 1.6 1.6 c c Q) Q) E E Ol Ol ::::l ::::l 1.4 1.4
'" '"
tl tl 2 2 .r::. .r::.
1.2 I- 1.2 I- 5.0 5.5 6.0 6.5 7.0 5.0 5.5 6.0 6.5 7.0 Nondimensional flow Nondimensional flow Figure 15.-Ejector performance as a function of nondimensiona l Figure 15.-Ejector performance as a function of nondimensiona l flow. flow.
T T . - . - --------:;----- --------:;-----
;_ ... ~.-~i:~ ~ o~~~ -:~ ;_ ... ~.-~i:~ ~ o~~~ -:~
Figure 16.-F-18 aircraft 20-percent model. Figure 16.-F-18 aircraft 20-percent model.
14 14 1/-_- Forebody/inlet 1/-_- Forebody/inlet model model -""'i------ Cold pipe assembly -""'i------ Cold pipe assembly Roll mechanism Roll mechanism hardware hardware Tunnel support Tunnel support hardware hardware ~------ Turntable ~------ Turntable Figure 17 . -F-18 model in 9x15 Low-Speed Wind Tunnel. Figure 17 . -F-18 model in 9x15 Low-Speed Wind Tunnel.
80 AOA = Angle of attack 80 AOA = Angle of attack <I: AOS = Angle of sideslip <I: AOS = Angle of sideslip ~ ~ 60 60 40 40 20 20 Transient Transient Stable Stable 20 20 -20 -10 o 10 -20 -10 o 10 AOS AOS Figure 18.-Preliminary flight envelope for F-18 HARV Inlet Figure 18.-Preliminary flight envelope for F-18 HARV Inlet Experiments Program. Experiments Program.
15 I 15 I
___ J ___ J
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October 1992 Technical Memorandum October 1992 Technical Memorandum 4. TITLE AND SUBTITLE 5. FUNDING NUMBERS 4. TITLE AND SUBTITLE 5. FUNDING NUMBERS Overview of High Performance Aircraft Propulsion Research Overview of High Performance Aircraft Propulsion Research WU-505-68-32 WU-505-68-32 6. AUTHOR(S) 6. AUTHOR(S) Thomas 1. Biesiadny Thomas 1. Biesiadny 7. PERFORMING ORGANIZATION NAME(S) AND ADDRESS(ES) 8. PERFORMING ORGANIZATION 7. PERFORMING ORGANIZATION NAME(S) AND ADDRESS(ES) 8. PERFORMING ORGANIZATION REPORT NUMBER REPORT NUMBER National Aeronautics and Space Administration National Aeronautics and Space Administration Lewis Research Center Lewis Research Center E-7280 E-7280 C le veland, Ohio 44135 - 3191 C le veland, Ohio 44135 - 3191 9. SPONSORING/MONITORING AGENCY NAMES(S) AND ADDRESS(ES) 10. SPONSORING/MONITORING 9. SPONSORING/MONITORING AGENCY NAMES(S) AND ADDRESS(ES) 10. SPONSORING/MONITORING AGENCY REPORT NUMBER AGENCY REPORT NUMBER National Aeronautics and Space Administration National Aeronautics and Space Administration Washington, D.C. 20546-0001 NASA TM - 105839 Washington, D.C. 20546-0001 NASA TM - 105839 11. SUPPLEMENTARY NOTES 11. SUPPLEMENTARY NOTES Prepared for the Aerotech '92 Conference, Anaheim, California, October 5-8,1992. Thomas 1. Biesiadny, NASA Prepared for the Aerotech '92 Conference, Anaheim, California, October 5-8,1992. Thomas 1. Biesiadny, NASA Lewis Research Center. Responsible person, Thomas 1. Biesiadny, (216) 433-3967. Lewis Research Center. Responsible person, Thomas 1. Biesiadny, (216) 433-3967.
DISTRIBUTION CODE DISTRIBUTION CODE 12a. DISTRIBUTION/AVAILABIUTY STATEMENT 12b. 12a. DISTRIBUTION/AVAILABIUTY STATEMENT 12b.
Unclassified - Unlimited Unclassified - Unlimited Subject Category 07 Subject Category 07 13. ABSTRACT (Maximum 200 words) 13. ABSTRACT (Maximum 200 words) This paper presents the overall scope of the NASA Lewis High Performance Aircraft Propulsion Research Program. This paper presents the overall scope of the NASA Lewis High Performance Aircraft Propulsion Research Program.
High performance fighter aircraft of interest include supersonic flights with such capabilities as short take off and High performance fighter aircraft of interest include supersonic flights with such capabilities as short take off and vertical landing (STOVL) and/or high maneuverability. The NASA Lewis effort involving STOVL propulsion vertical landing (STOVL) and/or high maneuverability. The NASA Lewis effort involving STOVL propulsion systems is focused primarily on component-level experimental and analytical research. The high-maneuverability systems is focused primarily on component-level experimental and analytical research. The high-maneuverability portion of this effort, called the High Alpha Technology Program (HATP), is part of a cooperative program among portion of this effort, called the High Alpha Technology Program (HATP), is part of a cooperative program among NASA's Lewis, Langley, Ames, and Dryden facilities. The overall objective of the NASA Inlet Experiments portion NASA's Lewis, Langley, Ames, and Dryden facilities. The overall objective of the NASA Inlet Experiments portion of the HATP, which NASA Lewis leads, is to develop and enhance inlet technology that will ensure high perfor- of the HATP, which NASA Lewis leads, is to develop and enhance inlet technology that will ensure high perfor- mance and stability of the propulsion system during aircraft maneuvers at high angles of attack. To accomplish this mance and stability of the propulsion system during aircraft maneuvers at high angles of attack. To accomplish this objective, both wind-tunnel and flight experiments are used to obtain steady-state and dynamic data, and computa- objective, both wind-tunnel and flight experiments are used to obtain steady-state and dynamic data, and computa- tional fluid dynamics (CFD) codes are used for analyses. This overview of the High Performance Aircraft Propulsion tional fluid dynamics (CFD) codes are used for analyses. This overview of the High Performance Aircraft Propulsion Research Program includes a sampling of the results obtained thus far and plans for the future. Research Program includes a sampling of the results obtained thus far and plans for the future.
15. NUMBER OF PAGES 15. NUMBER OF PAGES 14. SUBJECT TERMS 14. SUBJECT TERMS 17 17 Propulsion; STOVL; Aeronautical propulsion research; Controls Propulsion; STOVL; Aeronautical propulsion research; Controls 16. PRICE CODE 16. PRICE CODE A03 A03 20. LIMITATION OF ABSTRACT 20. LIMITATION OF ABSTRACT 17. SECURITY CLASSIFICATION 17. SECURITY CLASSIFICATION 18. SECURITY CLASSIFICATION 19. SECURITY CLASSIFICATION 18. SECURITY CLASSIFICATION 19. SECURITY CLASSIFICATION OF REPORT OF THIS PAGE OF ABSTRACT OF REPORT OF THIS PAGE OF ABSTRACT Unclassified Unclassified Unclassified Unclassified Unclassified Unclassified Standard Form 298 (Rev . 2 - 89) Standard Form 298 (Rev . 2 - 89) NSN 7540-01 -280-5500 NSN 7540-01 -280-5500 Prescribed by ANSI Std . Z39-18 Prescribed by ANSI Std . Z39-18 298-102 298-102