NASA Research on General Aviation Power Plants

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NASA T hnl al M m r ndum 7903 1 (N - 1\0 1) NA A SEA C N" / 9- 12 0 8 V ~~R P " S ( lAS )

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c s G /01 11841 " NASA RESEARCH ON GENERAL AVIATION POWER PLANTS Warn er L. Stewart, Richard J , W b er , Edward A. WilliS, and Gilbert K. Si v r s \ Lewis R esea rch Center , Cleve land, Ohio 44135 • TECHNICAL PAPER to be pr ese nted at th e F ift een I [" nu a l Meeting and Te chnica l Display s p onsore d by the Am e r ican Institut e 0 1 A ero nautics and Astr o nautics Washington, D. C . , February 6- 8, 1979

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plit'lot! ~:o mu~h to lO"lor rrlr!o tha.t. pol'.1'ormOJlco oui'- f'ori; oxccL;oively (pilint t,!). lloth extl'emoo incrot\.cc, fropulolon nyntamc 0.1'0 U lwy i'a.I.lt:or ~n the rie" l'o.thcr tho.n dccrcacc, nirplane price, cif"11 an,1 pCl'fol'rn:ttlcC 1)£ I~cilcrnl uvia.tion nirplllnoc.

r;AGA roccor!.!ll p!'Jl~rarno tha.t arc Intcndcll tt) jUllP01't 1mproYcmcnto in thone OUt;irl(!11 o.t¢ dencrllJcd. flc- I1A~A lin" trod1t1ono.lly a.copted the rcopo"oi- bUity 1'ot' conductiIUj recclll'ch to oupport improve- dpt'Oallt1ng cndnc:: Ilh.l LJy 1'0.1' tho moot 1I.IlmoroUIJ ltOnt;r: in the lal'l~e commol·cif.\~ u,irplnne catl1fjory. In }l~worpl{l.l1to 1n tile aviation float; uCQ.).· .. tcl'ln c1'- fOl't~ 0.1'0 boll1t~ lil[ldt~ to lower thoil> fuel ~oncwnp rcc~nt yearn thore hO,r. boon II gt'OW1ni~ involvement in Y tic!. nnd em1ooicflll. LOnt 01'-tcrlr1 wor1:. inl.!ludoo ad" \-lOrk rola:Gcd to coneI'al aviation. F'ieW'e 3 outliner.

the major propulolon Urco,r: in which rOfloo.rch it; nOl', vnn~c,l altarnntl'1t:lJ1., cuah n13 l'?tary nnu 11,~ht t~oin(~ on, 'l'ho b'Juy 01' the papor i::: uevotcd to do ..

woil'ht Dleool cnt:1r:lJo, TUl'bopl'opuloion in lieaominl~ oCl'iptiono of thc.:lO u~!tiv:lt1ec.

Inr.:!l'cnoinely important 1\'1' t:cnel'nl o.vintion. Hark is wldol'wny on improved turbofnnt. nml tUl'bopl'opc.

Intormittcnt-CombuJtion RnBino Rer:enrch Introduction It hot already been obcervod that the predomi- Propulnion oyotolr10 rcpreoent a key elemont. in nant concral. aviation pOi'lerplnnt io tho convention- " t.he dooign, perfarm:ll1cc, anI! cl!onomico 01' general al, Gpo.rk-icnit1on f~noo11nc engine. Collectively, thece familial' cnginoo have eotnbliohed an excellent f' avintion o.irOl'nft, juot as they do for the lllrcc commercial nil'HoarD, The p; opol'tion of aircraft record for relinbility, durability, und economy weight, acquioition coot, nnd Innintt:lnnnce coot 0.0- over the yenro, tieverthelcoo, impl'ovemento in thece oocinted with the encine io uoually even hieher anll 1'010."-:.1 aroQ.1l nre not only desirable and poo- sible, out neceos(1l'Y to moet !'utw-e problema in cueh than for the ltU'cer vehiclen.

nreaa 0.0 energy utili~ntlon and environmental con- In termD of the marketplace general aviation cern.'l. The NASA l)roCl'v.m. a.ddrenseD technology for propulsion io definitely a major industry. As current-production aD wall ao next-generation caGo- shown on the loft aide of fiCurc 1 the nwnbOl' of line engineo and alternative I-e engineu (ouch nD engineo built fur genera.l Qviation dwarfG the com- dieoelo or l'otarieo) which cnn bUi'n loao-cmlienoive fucln, mercial market. The vnst preponderance of the en ..

!linea al'e the 10'1l-horoepower) conventional reCip- rocating type. Turboprops and tW'bofana ha.ve cap- Gnsoline pinton En81neo tured the more~exponoive, hiBh-horsepower region.

Due to the much higher cont of the large tUrbine Figure 4 orurunarizea NASA's ncar-term objectivea engines) this picture looko quite llit'fel'ent. if the for improved current-production type engineo. It diDtribution of dollar naleo io conoidered (l'icht 0.100 ohowo a more ambitious set or longer-term goula side of figure). But even on thiD basin the gen- fOl' art advanced, but all-new, engine of the Game General typo.

eral aviation industry io imprenoive: Engine oalen approach 1/2 billion dollaro per yoar, which io The near-tel'm technology proBl'am WaD i.'1itiated about two-thirds no much ao thone or the l~ge com- oeveral yearn aGo 1n recponoe to emioGion otandal'ds mercial enslneo, proposed (but l'ecently withdrn'fm) by the EPA. Sev- As genel'al tlviation has evolved through the eral accomplichmeu"t.1J to date dCllerve mention. Three years, many improvements have been achieved 1n pro- autolt.ated ene;ine teot cells (fig. 5) have been pulsion systems, Il'he most obvious one is pl'obably built-up ~lhich feature }'Cal-time da.ta. readout via the introduction of turbine power. Leso revolu- microproceaDor technology. Using these in-house tionary changes in reoiprocating engines inclUde tacilities and other Lewin renourccs, together with better reliability and the use of tW'bochargin& aml n continuing oarien of industry contracts, Dubst:an- fuel injection. HO\.,evel', fuel ohortageD, the de- tinl progrrunn have been complcted in such areas un: mand for lower noise and pollution, the thrent of baoic engine characterization;l effect or tempera- fOl'eign competition, ete. prevent complacency and ture, humidity and lenn operation on fuel oconomy, crcate a continuing pl'eSDUl'e for further improve- eminoions and cooling requirementsj2 hydrogen en- ments. richment of ruel;~ and theoretical nnalyses of cool- ing fino. Aloo, progreDB has been made toward the The typical purchnner or n general aviation development of advanced analyt:l.ca1 to01s such na airplane is highly flenBitive to IlcquiDition coot.

Otto Cycle and stratified-charge performance and Therefore, engine performt:...nce cMnot be improved at eminoionn prediction computer codes. S the expertse of making the engine ove~ly sophistiM eated and too costly. This is illustrated in fig- An a result of these efforto, it is expected 'ure 2, where point B represents a more efricient that~ by late 1979) the technology will be demon- engine than point A; however, the engine price has strated to achieve a SUbstantial reduct\on in emia- increased so much that the final airplane price is ::;ions. Also, moat of the emissions work involved lean-operation concepts which led to fuel- *Director of Aeronautics; Member, AIAA, conservative accomplishments as well. Aa a result ·I(--lI·Chief, Mission Analysis Branch; Associate Fellow, oi' several test programs, however, it was found that AIM, ·)1,·)(.·)(.Chiei', General. Aviation Branch, and improvements in several areaS were needed to realize ***·)('Chief, QCGAT Project Office, the potential lO-percent fuel economy gain offered

bj' lean u~o"ot!on. 'I'liece include variable cpu,'k qutrc~J in tcrmo of 1mpl'oved component cff1clcnclcc, tililil'l;3', irorrovl1U fuel 1n~iQ()t:tonJ an,.! l!attor ~oD11tl!~. hll~hor turbino tornporllturQ~, an(.( t.I. Var1o.blo-c.rct,l turbine.

!:lt~lU'O ti 1l1untrntco u llYPllthct11.!aJ. l:yUnjor hend Jocit'n thm; iU('ilrr,}l'atoo tho~{J (l!lvanco:r.ontc U,) Allvo.nl!oli matol'iala arc nco,IOll fot picton into Cl ucll-lntcO'ntc!l IPJ."J~bt':o. 'theca ilnlltOVOmonto r1nl~[1 nnt.! Lcnrin!!G.

c"llo.~tiv(>ly arpa'll' ~o.J~.:t.blo ~1.' mct!tirll~ <.\11 01' uur nNw-tel'n; I~0'11D, IUHl po::wiLly of' 1mJl!'iJ'IirJi~ U1'OIi liat,a}'\, },:ndncn. '.1.'110 l.'otUl'Y or \'la-nka} cn,.:illc them. tho \!Or..tJ1ll11tiQII 1l1uotl'a.tOJ. hOl'O !lew beon (.rit~. 0) in of interent l!o('uucc of ito turbine-11ft.a toatl'hi without tho vo.:rinblc (lpo.rlt timing tlnd hall o.ttr1butcc 01~ o1mplidty, lil~Jlt;\~oi(~ht, c:ompoctw)OO, alroaJy dl3l!l.onct.l.'uted fl 1'~' ~ruico fuel CCQnomy im .. low-.trn!! inctallation featurofl, lou vlbra.t:1.on nIlli pl'ove.n:ent \lith o:nir.oton:..~ rOduced oil~n1i'icantly Lo- rctluccil ca.bln noiec. Ite reputed (.tl.Dt1dvant!lt~CD U1' lov the ErA lovolo. hI!?J) fuel conoumption nod cminniono huve Lean at lCllot }'lc.rhinlly ovorCO!ttl by oontinued raDonroh.

'io tr.cot. the lonl~cl' term (,oala, ul.iVancc!.l JOln .. l~or example, variouo modificlltiono of un aircra.ft buotion rcconr~h io coocntinl to obtain fU4~thor im- l'otal'Y cnJ~i:le ha.ve hccn tootod durinti tho paot few provement!] in IH.lt-'t.,! emu to pC!l'mit the UDC of lena yenl'/J undOl.· llAGA contl'ac:t.', By increaoing tho com- cxpcm.1i\!o rtlCOlinCf:. A otuUy iJ proolJntly untlOl,,\>iay prooDian ratio Q.ud otJIC1' rofinemento, tho initially n.t Teledyne Continenta.l I,lotera (TI...-'N) to chru.'o,otcr" disnppo1ntinr, nOI'~ woo improvod by lsi whila tho l~e and ucd'tne tho tecl1nology l'oqui1'omcmtc of 11n engine lnot the 1~orlncr EPA omionion otandardo. It..: ndvnncod (lOB8) Cooolioe pioton ont~ine, upacifie woi~ht of about 1.2b lb/hp-hr in alroady a.t.tl'actiYe, a.nd ito compact onvelope ~~ould rooUlt in oi,~nU'icnnt inotallnt,lon ndvantar.,ctl 1,,£ properly 1n- teGra.ted into an Q,irplo.ne dooien. F~)roccctlblo !In- III the lOn!.:ral' term, -ndva.n('od die pol or pro~cnronto in ouch nroao no variable ir.nitlon tim- ing, timed fuel injection, Md bettor oeal ma.tori- otrtl1.1!'ied-chn"t~a opera.tion 1t aoocntinl to utilit:c chea.per J 1Jl'onuar-opcc1ficnt1on £Uelo. The incen- llln coUld improvQ the ClU'l'Ont tost vetluoo to a cpe- tive 10 tha.t, bnood on cUl'rent fuel pricC!Il, diooo1 cifi. woieht or nbout 1,0 lo/hp nnd n eruioe BBFC fuel (for oxwnple) io lO;~ to lb;l choopar par collon ubout equal to cm'rent recipo by the carly 1980 to.

than Ilvgo.o, yat conta.il:l::i about lO~ n\orc Btu' a pel' Ballon. ThUD t:J. fuol coot navina potential of ~O% To meet tho loncer term soalo, however, will or Inorc io rCtldily nppo.l'cnt, aven if BSFe' 0 nrc not require lnaJor technolocy ndvanceo on ccvcral i'rontG.

improved at nll.

(1) Direct-injected, otmtHied-ch'l'ged (DIS~) DieMl Emdneo. Automotive nnd rnilital.'Y re- operation ic e3centinl to obtain n true multi fuel search l'coUlto indicato that improved combustion or ctlptlbllity. RotalW DICe combuotion rcaenrc:h nuw heavy fualD may roon1 t from use of nn inoulntctl Oi' und(u'Wny ohowc pl'omlcine l'esulto but mUDt be exten- "adiabatic" dieMl combuotion chambol'. Thio devol- ded to the: mucll h1chcr opeeds nnd chamber proollurcs opmcnt coupled with other rolated tcchnology ad- cnvioioncd for the ndvanced nil'crnft enGine. (Re- vanceD, WlderlicB the lone-term goals ahown in fiC- .tIcnrch io curl'ently limitou to 6000 rpm or lCBS by ure 7. II ntatc -of-the-a.r1.;11 dicoel injection equipment,} An initiL\l foaoibility toot pl'ocram Wall con- (2) An overall elcctl'onic control Gyotem is ducted to Dhow that a convcntionQ.l. tUl'bocharced needetl t.o opt1rnfllly coord:J.nate the ignition and eaaoline aircraft cnsine could be converted to di\!- fuol-delivery functions.

sol operation at no penalty in weight, power, or (3) Improved apcx Deal designs nnd mntorinlo fuel conoumption. Theca expcr1mentn at the UniVer- G sity of Michigan 011 /l. dicoalizcd aircl'aft cylin- are needed to provide acceptable durability aud der, late in FY 78, ohowod a cruise-power DSFC that friction .. loDc chnraetcl'iotics with the higher pros- wall actually better 1;hnn the baoeline t~a80line cy- Durca, opeedo, nnd tempel'atures aa800iated with high specific output powero, linder' o. Since the peak firing prl3G~urea wel'e within the baseline cylinder' 0 opacification capa- bility, no increase in the onainels baoic Gtructural (4) To approach the dieoclls BSFe levels, it weight would be expected. Thin pooitive result will be nocessary to docrensc the rotal'Y' Il prellently lendD cl'edibility to the t~ought that an advanced- lnl'!,'O heat 10lloes by inllulQ.ting the rotor and hous- technology dienol, incorpol'Q.tins tho adiabatic com- inga in n. manner nnalogoun to the adiabatic diesol.

bustion chamber and designed cpoci£ically as fin Thia ill n completely unexplored area of technology.

aircraft diesel engine, oould meet the ambitious 10ng- term goals oi' figura 7. (5) TUI'bochnrging and possiblj' turboeompounding will be required ~o meet the npeoi1'ic power and BSFC ThQ progl'nm io now rocuflsed on n. radial, two- gOllls. Because of the rotary's characteristically cycle concept which features the adiabatic combUG- hieh exhauot ens cllnlpel'atures (\"hioh will be even tilon system and a unique, self-powered turbochlU'c;er higher if n solution to the combustion .. chamber- concept. Results to date from the Teledyne-Genoral innulation problem ill found), high tempernture tur- Product Division (TGPD) study indicate thot the b:l..no JIlatel'i~l.tl will be needed. Turbocharger compo- long-term goalo can \:e met, contingent on technol- nont e1'ficiencics will need improvement.

ogy advances in several key lU'eas!

Turbofan Engines (1) Adiabatic combustion and variable- campreDBion piston technologies, now beins devel- At the prescnt time, the major NASA activity in opea :('01' Army four-cycle tank engines, must be re- this area is the Q,COA'f (QUiet, Clean ClQneral Avi.!l.- tion !,urbofan) proSrrun ..... The objective of' this nelll'- fined to lightweight, two-cycle applicQ.tiona.

term project is to demonstrate the applicability of nvailable large turbofwl engine technolov.y to small (2) AdVanced turbocharger technology is re-

D.RlGINAI.: PAGE IS

OE POOR QUALITY

and I'M duct. A relnbively hiSh bypa.o on{;inco in orJCJ' to obtuin ni~~ni!'h:nnt. roductioflu in ratio (S.b), low i'un prccourc rat,10, and low t'an tip nOiDC anu pollutn.nt cmipoionn, whUe rCducitw Dr tlpaod Bl'O Chtll'Clctol"1otica celcotr.!J tu cattery tho nminttl.inlnl~ ruel ~onDUlllptlon lovolo. Followlilt~ in1'" tinl otuJloo, .:~ntl'!U~to waro Ilwa.rdell to AIHccco.rch 1"", noieo roql1iremcnto imJ10r,uu 011 tho Vropuloion l1t1u AVCO .. Ly..::omlnu to ea.ch !leoti!", !'al;ll'lcate, toott o~'otcm. 'thin cycle 10 aleo noa.l'l-y Olltimum for the and deliver to) HAllA n QIJ\lAT ongino. Thana ~ontJ·a.cto oolocted unt~inQ"ulr!'ramo combination.

ware tl.W!ll",lCtl ill ~"i lil'l7 and 1nv~lvb n totul value of .tn.o1 rdlliul1, of wll!!.!l, :tl. 'I mt:.lion in co~t"'l.llmrcd Jrhc AiIle:':ollt',!h f!odno waf, l'c\..'ont..ly dcl1 .... 01'o'J b to Hft:::A"Lewlu 1\01::00.1'..:h ',~cntcr 1'01' furt.her {'e::t.illt' l"y the \!,,:mt.l'Mtol'C, wrdlc the AVCQ-LycominIj ent~lnD 10 oUll in t.ect at.

'rhe ,;cnc l'u1 appl'Jtll!h of the pro[',ram 10 outlined. Otrat!'Ol'I.l, Connecticut, o.rl1j 'Will be uo11vOl'Od to UAUA in Jnld l.t'1~, c'url'cnt cctimatc:; aut! ('tU'ly l,Q,:t, in t'i~'u:ro 1.1. to minImizQ cooto, UOD of odllting l;'c::oulto inl!lf!lltc Loth ohcinca w111 althor ffiCOt Ql' eOl'CD waG cpa~'a'icd unJ C{1otiuc: 10 ;'0 be aiJCOlll" 11l1.ohcLl w1th U 1.101lel'''pl!t.ll! n(lcelle; howQver, tho bent tho otl'1ne;cnt noiec e<1!I.lo cl::tu.Lliohcli Ly rlAJA.

internal aaroJyntl.mie: chal'llctol'!.atictl arc COl'l'cctly 'l'hQt;e I:oa.lc Q.nll the eotimntcd valuoll 1'01' each cndnc oilnulnteJ und 0.11 rotating parte arc fti(!,ht"",orth~r. arc chown bal,ow.

" .. I 1'1 order to provide 0. bnoitl .L'or uUOO:Willl.~ pro .. AVL:O-Lycomin~ AiRetll!llrch puloioll oyctclil {lCl'!\)l'mn.llcc, the cont1'llcto1'O heva ue- (1001 Actud drnc.l hypoth~tic:nl twin"engine cxcc,JUvo"t.ypa nil''' GOlll A!Jtuul crofb arolU1d the1r .ngine. (fig. 10). Although bho 7,'~, ;', ail'craft; llppcbr oimillll', they 0,1'13 conoidera.bly u1f .. TakeOff (1,,5 11. eG,l f~4, 7 73.3 f'orent in c1~e anI! deait:'7l. The AiBcaenrch aircl'art mL fran rWlWD.Y io an upl'atoll vel'oion of a. tetll'jet ~5 weishing thl'Qoho1d) LjJl~;:..; poumlo at tnkco!'t'. Ito ol'uloa ':coit!4 point

s:;. ;~

ill at Mach 0.8 at n 40,OUO"foot ultitude. It. ~p.n Gidclinc (0.25 n~ 79.4 71.8 7".0 carl'Y a 14"pallaene,cr pn.yloa.d including crew 1780 mi. .id.line) nllutical miles.

73 .... 87.3 a3,!.

Approoch (370 ft. B~.4 The AVeO-Lycoming aircraft waa dooigned opeci .. • 1t1tudb 1 n. mi.

fically for tho qCOAT eneinc by the Beech Aircraft i'rom runway end) Company under oubcontract to AVCO. Ito deoign flight charactel'iotica arc oimilar to the ceosna Ci .. E!lrly cn~inf\ teot re.:l~ts inJicate parformancc and tation cl'uioine a.-t approximatoly Mach O.G at 33,000 emission gOD.lll \"ill pI'obnbly aloo be met.

fcct. It haD a takeoff ~rooo weicht of 1800 pounds with a !'layload co.po.bility of nix po.oDefigel.'S includ .. Small TurboproD Engineo inG nreW f1yioe for 0. 1500 .. nuuticll.l~mll\l rance.

Turbo-propull3ion in c,mcrally acknowledced to F1g\U'c 11 shows cutaway views of the two qCGAT be de.!}h'nble for 0. nwnb~r of reasons, c.B'., low encinoo in nn Installed configuration. Acoustic weight nnd vibrntion, lon~ time between overhaUl, treatment and the internal mixer nozzle for perform- multif'uel capability, ctc. Q.O shown in figlu'c 12.

ance improverr~nt and nOise reduction are evIdent. 1-'01' these reasona, turbines have entb'cly cQ.ptured the military and large conuncrcia,l ma.rketo pluD the The AiHecearch Company chose the COl"e and aUlxn'chal'- gel' of' thoir t~odel TFE 731-3 engine for the Q.CQAT higher-powered end of general aviation. Howeve1'J engine. The basic TFE 731-3 is a 3700-pound .. thrust the two det,rimental features of exceooive eneine turbofan with two apools and n geared fan. It io price Wld high fuel conaumption hnve thus far pro" cUl'rently usad in the Duosnu1t Falcon 10, Learjet hibited inroado into the omaller oizell, which repre- 35/36 .nd obhero. A, modified for QCGAT it incor- Dent the great majority of all engineo manufactured (£16. 1).

porates a new reduction gear box, combustor, and power turbine, The engine has 0. moderate bypass ra- tio (4.2)o.nd fan pressure ratio ~ a deaisn that io Starting in 1977 NASA has sponsored studies typical for the high altitude, high-npeed desir~ of aimed at exploring tha poonihility of aehioving 3ub- the aircraft. The mixer nozzle io a key clement in stantlnl improvemcnt~a in cost and performance 1'01' reducing takeoff noiDe and improving pert'ol'mance aa small-size engines of l~J.q than 1000 horsepower~ In model tests have shown. A low fan tip llpeed and thin Bo-called GATE prOt\1.'OID (£,.eneral AViatiof! I,ur" proper fan rotor-atator spacing nre other design bine g,ngine), contracts \YC)'~ let with ,four manufac- featuren for 10'11 noise. turers of small engineo, The main differences be- tween GATE and the juot-descl'lbed QCGAT program nre: The AVeO-Lycoming engine shown on the lower portion of the slide has similar inatallo.tioll fea .. - GATE initiQ.l1y encompassed turbofan, turbo- tures. The AVeO engine uses a modified LTS 101 shaft, and turboprop engines, but tho con- core. The basic LTS 101 core cai"! provide fun en .. tl'Q.ctors' marketing stUdies resulted in the gines having thrust levels in the order of 1000 to principal emphn::lis being placed on tho turbo ..

1300 pounds. The turbos hart version has !'lown in prop as ha.ving the major sales potential.

helicopters of two aircraft companies and was FAA certified in 1975. An improved core was offered for - qCOAT employs currently available technology the QCGA'l' protp'aJn, which inclUdes the addition 01' a while GATE is aimed at advanced engines that new supercharger [Itage on the core cOmpl'eSBOt' and might be feasible in l~ee.

increased turbine inlat temperature requiring an 0.11'cooled turbine. A new fan, reduct:lon gear box~ - Tho Q,caA!f cnainc sizes are representative of combustor, and power turbine make up the unique the high-powered executive jets, whereao the QCGAT engine parts. The installation featuras a GATE market studies directed major emphasis mixer nozzle and acousbic trent,ment in the inlet toward the more populous, 300 to 500 horse- power class,

ORlGINAIJ PAGE 13'

OF. POOR QU.AlJ.T..)!I

- ii.l.\~W Ctirh!LOi:"co noieo an.! cmiooiom" , .. hCl'O- C~·l;,cl'~1a.l o.il'>"l'al't, c>tJlOrlmontc (11'0 l!o1n{~ l)Q)"- n.o ,iJ'\.TF .jelJij~u ,~on~cJlttJ \ioro heavily rlnntod l'Ort'lCti on D,liVUfl<!('d r1',)110110rO tno.t could p~rmit tho t~1 thll I\dlicvirlj~ 01' 10' ... product".vn ~o)et. UCO 01' tu,).'lJOI1l'OP l'l'u!,ulohm at tho cpccdo nod. nlt1- tUrlOU ptoaontly tl!lwJl by lUl'j:O n.il'linOl'o. .F1I:uro l'l OhO'dll uno 01' tlio l~OU dou1,'11Il 1nctnllo\i in CL ,"Iiu!!

·l'lll'l'IJl'I'r)l"J 111'0, ,.H' oJUW';:O, l'l'or:cntly lio1f1,'~ 1'1'1.1- dul..!c!.l 1\'l:' l'c1":01'ut U.VlfJ,tiU:.1 ucco. JIO\-10V01', in tho twmol. l.~u~h l1l';)pollCl'C may 110 oqunlly applico.t..lv • 'r~:~~llcr ,l} .. t": thflt 0.1'0 M' ;'l'onlolJt rronmt intt~rcutt to h!!'1t--:;:r:ccd C;{cl!utlvc .. tyJ1O a.il"oral'\, • {hC,V nrc l"\l'~h ;~\)l'l,) "\.)l:tly tk.ltl t:IO '101 L"m;tr,lllll'hcJ 1 eoncludit'l!~ Jmmnrlw l'c.!il 1· .. Vn.tll1( cllt~1nor. (l'i/', 1:',). 'l'IlI'CO 01' t~l\t l\,-ur ,iJ\'i.'I-: ,',mtl'lhltu1'C 01'0 vl'ojo~tinl~ thO,t thio rIU'l'or- cn~c 111 f,!r.)ut, \'tltl l~e !'l'ontly rci.1uc:ou, uopo~1ul.ly if I'he ,:OIlOl'tU. a.v1ut<t.on 1rHluctry io c\u'rcnl;ly on- hit'h 1,r,'HUJtioti l'altW ~nn lJo ootnbUcho,l. ('Hlo a.;p- \1oyinl~ a !lcrio~ Q1' otl'onr~ I;l:'O'dth. To uoeuro 'Contin" l'l''''~~Gb ,,11' tho l',JU1'th ~ontl'U(:tol' led to l·ou.ul.!od 11fe" uanco af thin ho.Pl)Y o1tuo.t!on, u lonl~ .. tcrm effort to ~ydc lJ"l.1to 1\)l+ hie f1liVilllCod cnt~ino -I.!ofjcept~J ul .. imrrovc tho P¢l'1'Ql'U'.aJlCC, ol:onol1'\l, and ca.'fet,y 01' th(} Ulcu<h thlll 1,; W)t l~vldout. l'rom tho £1t~ur().) a.irplnnoo 10 hii~hly uooiruLlc. The onormouo ,i1ver" oity 01' t~cnel'a.l a.via.ticn a.ppli.ea.tiona lonU!1 tl) an M; rll1ntol\ out in the IntrOJuction, 10'11 initial oquivnl.cll~ val'in~ility in tho appropriate typOG 0" l.!\J;Jt; iu !i[)t;. att.l'U.:!t:lvc if cnJ~inc por!'tJl'mnnco 11.'1 nl .. 1"'1<o,'planto that 1'lnJ une, thin pnpc,' hao doceriL"" l..:Ji·teu t() dOtOl·Lll'o.tc, Ao Dho\1O in fiC:!oU'c 14. 0. 1\\1'- tho l'occa.rch aotivition within HAOA to :;Iupport in- ther I'l'odiction by tho (lATE contra.ctora io thn.t tho duott'y' 0 ofl'Ol't.c to :l.mPl'oVC t.ho vcu'iouo ont~1noo 01' llo.}!·or por1\Jl'tr.a.nl.!(\ that hn.o, in tho pnot, boon ex- the futurc, pcl'ionccll in mnnl1 onL';inoo co.n be nCQ.rly elimin~tc.i throut~h irnpl'\JVcd componont t.ochnolor,loo.

'rho type. of nirplane th.t thon Qeoorr". fonn- 1. Anon; "Ab'craf't Viaton EnGine Exhnuot EmioiJiono ible \'Iith (lA'£E .. typc cnt~inoo 0.);'0 illuotl'o.tcd In fie" Oy;nl'ooiwnJ 10\·tiD ReOQa.l'ch Centol', Soptomber 14-lb, 10'/0," !lAllA CP-200b, Ul'Q lG, Their cont o.nl! fuol ChUl'UCt.Ol'iotiCH al'e conoidcrubly oupcl'iol' to compcu'a.blc nil'planeo em ..

2. gcn,~, p, R.; t:oll~rovc, D.; Skorobuteky1, ~,; and ployinc; cUl'rcnt .. tochnoloGY rccipl'acntint~ onc1noD.

(It ahould 1.;0 l'OIDOJI'lt:Ol'OU, of COUl'OO, that offol'tO Kempke, E. ·E.: IIPor1'orma.nce nnd Emioaiono of al'C undCl'Ha.:y to achiove atlVlUlcoa in llccipl'ocatina an AVL'O-Lyool1lin~ o-;:,O-PIAll Mr-Coolad Licht cnc;ineo, uloo.) Airc:rni't EnCino. II nASA TH X"7So00, Auguot 1916, Fi(;\U'C lt1 incHonteo tho mnrltot il1lpact if tho :5, Cnssidy, J, t.: "Endaoiono o.nd 1Iobn.l. Enol'W' (;00" CJ\TE cxpcctntiollo ma,tol'iulize and the l'cciprocatinc; competition doc/J not advanco, Inotc[1d of the proo" cwnption of n Nultieylindc~ Pinton Engine Run- cut 400/YO(ll' :prouuation l'uto of tUl'bop:top-poworad ning on Oa.aol1ne o.nd a. Hydroc;on Onoo11ne Mix- airplaneo, which 10 limited by an ensine coot bu.r- turc, " HAM TN D-8487, May 1077, r1or, n .~bot{\!l'inl. ponotmtton ~nto tho lG,OOO/yonr l'eolproc:a.tlnc region would tnka plllco. This bccol1les 4, Sicgel, n.; nnd Oraham, R. 11.. "Effoct of Firmod posaiblo thl'ou(',h the varioull tochniquco int.licflted at Pnllaa.ue LenGth all Optimizntion of Cylinder Head the top of tho i'ieuro: coaantinlly n uoupliun of Cooline 1'lno," HAGA TP-1054, in preas, low-coot deoign, improved component technology, cheapor mnnufa.cturinc techniquoD, and high produc- 5. ~olc~nik, I·'. J.; and McBride, D. J.. lI~lodelinB 1I tion l'uteo, the Complete otto Cyelc .. PrcliminOJ.'y VOl'oioll.

SAE Papo,' 770191, l'lnroh 1977, The initilll GATE studieo huve now been comple- ted, und NASA 10 conoi\lcl'!ng l)Oooiblc fol~ow"ol1 1>1'0- 6. KroeGer, R. A.; 13ottl:ell M. S,; Gnynor, '1'. t,; J grams il1. theGn arCUD.

and Duchle, C. F.; "Lia:htweisht Low Compl'co- aion Aircraft Dieael Engino, It University of 1'1'o\'1011e}' 'l'echnolOt!V ~1Jhignn/NASA finnl. ropor. in prosro .. , Along with the prcviouoly deDcribed afforce; to 7, EOrltOwitz, M.; Hermen, W. L.; MOWlt, R. E.; and improve l'cciprocating and turboprop enCihca, NASA Mcyel'o, n.: "Por!'ormu.nce, EmioGiona, and haa initia.tcu Ilctlvltieo aimed at irnprovin(~ the Phyoica.l ChUl'Qctcrinticn of n RotatinG Combus ..

propellero that will be drivon by these engines.

tion Aircrarb Eneino," curtiss-Wright/NASA CR-135119, Dccombe,' 1976, A nwnbar ot' contracts ll.ncl crantn hll.VC been let through the Luna1ey Research conter with Va.riOUD 1.U1iveraitieB. These atudioG encompasfl wOl'k on pl.'O- peller pert'ol'mo.nce, noise, a.iri'l'arne interference, aerodynamic loada, o.nd stl'ucturo.l dynamics. 'rho work involvoll unalysis, wind-tunnel toating (in both university a.nd Langley i'Q.cilities), and airplane flight tesUng, Complementary work at the Lewin Research Center is r.nticiputed, guided by tho rellults of a recently- let contract to McCa.uley that ,"ill annlyticn.lly ex- plore the boneflto of applying various advanced technologies to general aviation propellers. Another program io all'eacly underway at Lewis that is of po- tential upplicability to genera.l avia.tion. An port of the effort to improve the :fuel efficiency of

A SINGLE ENGINE PISTON (100 • :lOO hpl B MULTIENGINE PISTON (200 • 400 hpl TURBOPROPS C 1550 • 850 hpl D TURBOFANfTURBOJET 13500 • 7500 Ib, TH) E TURBOFAN (14 000 • 56 000 Ib, TH) A B z ~g Ii'; ~::! ...J !>: <t :: C ffi z ...., t.O D

o 8

o 800

NUMBER OF ENGINES SOLD RETAIL BILLINGS, MILLIONS OF DOLLARS Figure 1. • U. S. engine production 1977, estimated.

INCREASING ENGINE PRICE

~

. , SPECIFIC FUEL CONSUMPTION Figure 2. - Engine price versus performance.

ASA PROPUL I Rl " lARCH • IERMlnlNT COMBU TlO [G IN E CO Vl TlO AI R£CIPROCATI G A LTERNAII f CO C( IS • TURBI E POIHRI D l GI (S TURBO AN TURBOPR OP • PROP ELLER Figure Are as of ASA propulSion res arch for general ayiallon .

R1G1NAt PAGE IS

OE P.OOR gU.AI.D:Xi

o C URRENT

r3 NEM - TERM IMPROVEMENTS

o ALL - NEW ENG INE

u 50 ffi 0...

O ~ ~~~-- ~~~--~~-L- SPECIFIC COOLING WEI GHT DRAG Figur e 4. - Piston engine re se ar ch.

E - ge Z8 TEST RES ULTS ;;'1'

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FU£ L INJECTOR , PART IMPR OVE D CYUNDER OF IMPROVED FUE L HEAD COOLI~G I NJECTION SYSTEM )., Fm DESIGN

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PUMP FOR AFTER TREA TMEN T OF E/.USSIQ."iS EXHAUST POitT UNERS OR Figure 5. - General aviation reci proc atin g engine tE st facilities .

EXHAUST PORT COATINGS I INTAKE VA L V£ EXHAUST VALVE COMB US nON ' VARIABlf nltllNG IGNnON SYSl[J,' OlAl. ; B£R FOR lEAN RA MIXTlIlE OPlRATION Figure 6. - Advanced cyl i nder h ead concept int "lrat ion.

•

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•

LONG-TERM TECHNOLOGY GOALS t19881

BSFC: 0. n - 0.35

IblBhp - h SP. \'IT: 1.2 - l5 Ibl B hp EMISSIONS: LONG TERM TECHNOlOGY GOALS II MITT EPA '&l BSFC : O . J8 - 0.40 Iblbhp-h FL il: DIESEL 2, JETA S P. IVT : ill. 75 Iblbhp CooLi NG: ZERO EMISSIONS : MITT EPA '&l OR MINIMAL FUEL ~11l.TI-fUEL ;J COOLING: L1OUID . LOIY DRAG INST'L

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Figure 7. - Ughtweig ht diesel engine rese a rcn .

~ Figure 8. - Rotary engine research.

..: ", .

COAL APPLY AVAILABLE LARClt GI [ItCH OLOGY TO OBTAIN LOI' IS[ A D £AIISSIO APPROACH

- -

USE 1ST! G SMALL CORl 10D I FY CO IBUSTOR PLUS ' [' LOW SPOOL rLlCHT · 'ORTH ROflll C PARTS I STALLED I BOIL[R PLAI' • ~ClLLE Figu re 9. - Qui t. cle.Jn , g.neral aViation turbO/an 10CGATI pr rim .

OIUOIN,QJ IfA"GIi1 IS.

Or. POOl{ QU~

I t.l Fi gu rIO. - oe CA T al rplan es .

() I(J GI P £ IS GA RR ETT AlRE £AR CH Ii lXl!J.& • u~ C-76- 4846 / AVCO LYCOM I NG Fi gu re II, - OCG AT englnes ,

E - )3 2. ::: • CURRENT TURBOPRIlPS H ~:l PROOUCTION RATE CURRENT Hm'yr l POTENTIAL U - 10

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1.50 :.E ~ o

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FUEL

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ENGINE COST

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RECIPS ( 25 TURBINE ADVANTAGES O L--,I,-~ 100 200 Dl 400 500 600 100 THERMOOYNAA' " C SHAfT HORSEPOWER . SHP figure 13. • Gate engine cos. foreusts.

TURBINE DISADVANTAGfS Figu re !2. - Current engine selection for lj(j1 t airp l anes.

SE A L[VtL . 50 CU RR E IT \

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T nOI . 46 . ~ G A TE

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. 4 ~ 8 10 0 I 2 3 SHP IlOOO fi gure 1 4 - Ga te SfC Impl'ov men ts .

T URBOPROP POWERED PRESS URI Z ED TWIN AND LIGH T l WIN ~ .. -, .. .

'. . ... .. .-- ....... .. ... ;;:- ..

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. '

.

TURBOPROP POWERED HEAVY AND LI GH T RETRACTAB LE SINGLE ENGINE

10 -I~ LESS GROSS WEIGHT zo- ~

o -I~

LESS fUEL BURNED 10 -I~ 10 -I~ LESS INITIAL COST 15- ~ 7 -I ~ lESS OPERATING COST 30- 8 - l Si< LESS LIfE-CYCLE C OST 25 - 3 ~ HIGHER RELIAB I LITY GREA ITR SAfETY A ND COMFORT OUlmR AND CLEANER MULTIFUEL CAPAB I LITY Figure 15. - Benefits relative to current reciprocatin g engine .

- ') Cl C • SIMPlER DESIG~JS I

• IMPROVED \\ATERIALS I

• HIGH E R COMPON ENT PERFORMA NCE J • CHEAPER MFG . TECH~OLOGY • CORE COMMONALI TY

; ~

-.i • LOWER ENGINE COST IC' • LOWER ENGINE SFC ~ .

• LOWER ENGINE WEIGHT ENGINE COST BARRIER l( XX )(XXl CUR RENT '" TURBOPROP ~ .

u POWERED I400Iyr l c..

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RECIP 500 (XX) ~ POWERED •

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Fi<]ure 16 . - Gate te< hnology could expand domain of sma £..

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tu rb i ne eng ine;. I~ ~

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~ Fi gure 17. - HlgIl - speed p ropeller lest model.

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