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0l
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 NOTICES

When Covernment drawingc, specifications, or other data are used

for any purpose other than in connection with a definitely related
Govertmbaent procurement operation, the United States Covernment
thervby incurs no responsibility nor any obligation whatsoever;
and the fact that the Government may have formulated, furnished,
or in any way supplied the said drawings, specifications, or other
data, is not to be regarded by implication or otherwise as in any
manner licensing the holder or any other person or corporation, or
conveying any rights or permission to manufacture, use, or sell any
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Copies have been placed in the DDC collection. U.S. Government

agencies may obtain copies from DDC. Other qualified DDC users may
request, b- submission of a DDC Form 1, through:

Director of Supersonic Transport Development

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Act of 1949 as amended).
 CONFIDENTIAL
1Report No. PWA-2600 Volume I
Date: 30 June 1965

SUPERSONIC TRANSPORT AIRCRAFT ENGINE

PHASE D-B DEVELOPMENT PROGRAM

1 FINAL REPORT (U)

Prepared Under Contract FAA-SS-65-18

I ,Period Covered I January through 30 June 1965

i
I •PWA-E. H. Document Control
Eng. Sub-Control Station

1 Jull 25 196b
'Number

I.

This document contains information al ectin gthe national defense of the United
States within the meaning of the Er onoge Laws, Title 18 U S C, Sections 793
and 794. Its transmission or the dvelation of its contents in any mainer to an
.. ,,,,4,i~tJ
.t, . 5' UIIu 3i prPo,.iiwjt by iow.

SReproduction, distribution and se of this document are limited as specified in

the contract under which i is prepared. Use for other than U. S. Governmental
purposes is subject to prior approval of United Aircraft Corporation.

Approved by _ _ C. W. Bristol, Jr.

/Project
V Engineer

U
Pratt &Wh itney A irc raft DVISK,- OF AIR

N N -
EAsT
E H AR T Fo r D

t2
COPY NO. oOWNGoAI'
A

CONFIDENTIAL

rI
 F 4

?AGU NOTnIIMRDRA m. PWA-2600

"PRATT & WHITNEY AIRCRAFT

I
FOREWORD
I
rhis repcrt describes the work that was accom-
plished by Pratt & Whitney Aircraft during the
period 1 January 1965 through 30 Juhe 1965 in
accordance with the requiremen t s of (ontract
FA-SS-65-18 entitled "Dev dopment of Super-
conic Transport Engine - Phase IU-B". The re-
port is submitted to fulfill the requirements of
Item 7, Section D of the contract work statement.

This report is classified as CONFIDENTIAL in

compliance with the provisions of DD Form 254
dated I January 1965 provided for this contract.

I[PO
N
Ol

I
 I SCON•vIDIENTIAL
PRATT 4 WHITNEy AiRCRAFT CON WIDENItL
P
P "A-600

TABLE OF CONTENTS

FOREWORD

TABLE OF CONTENTS

LIST OF ILLUSTRATIONS

j INTRODUC TION

Item ] - INSTALLATION COORDINATION

A. installation Coordination Meetings with Air7plane Companies 1-1

1. Installation Coordination with the Boeing Airplane
Company 1-1
2. Installation Coordination with the Lockheed California
I Corporation 1-11

B. Engine Cycle Studies 1--17

1. Introductian 1-1'?
2. Augmentat.ion System Studies 1-21
3. Inflight Performance Measurement System 1-23

i Item 2 - DESIGN

A. STF219 Engine ZA.-I

1. Overall Engine Design 2A- 1
2. Fan ZA-2
3. Intermediate Section 2A-15
4. Aerodynamic Brake ZA-21
5. High Pressure Compressor 2A-23
o. Diffueser uas2A-e
* 7. Main Combustion Chamber 2A-38
8. Turbine Design ZA-46
9. Turbine Cooling Analysis ZA-65
10. Turbine Exhaust ZA.-113
11. Duct Heater Diffuser 2A.-l 15
S12. Duct Heater 2A-.120
ZA- 127
13. Duct Heater Nozzle
14. Ejector-Revers'±r ZA-130
15. Assembly of Major Components 2A-143
16. Critical Speeds 2A-150

I
PAOE NO. V

CONFIDENTIAL-----------------

I7
 LONPIDENTIAL P W A - 2 6 00
PRAl T A WHITNEY AIRCRAFT

TABLE OF CONTENTS (Cont'd)

17. Bearing Design ZA-151

18. 2earing Thrust Balance System 2ZA-162
19. Oil Heat Rejection 2, - 168
20. Tubing System, Design ?A - 171
21. Weight Analysis 2A-176

B. STF227 Turbojet Engine 25 1

I. General Description 2B-1

Il. Aerocynamic Turbojet Studies 2B-3

1. Compressor 2B-3
2. Main Burner 2B-4
3. Turbine ZB-7
4. Afterburner 21-16
5. Ejector-Reverser 2B-19

III. Mechanical Turbojet Studies 2B-25

1. Variable Inlet Gtide Vanes and Case ZB-25

2. Compressor 2B-29
3. Diffuser 2B-39
4. Primary Combustion Chamber 2B-41
5. Turbine ZB-48
6. Turbine Exhaust Section 2B-60
7. Bearing and Seals 2B-61
8. Afterburner and Primary Nozzle 2B-65
9. Octagonal Blow-In-Door Ejector-Reverser 2B-71
IV ktanLted Engine Configurations 2b
11. External Plumbing, Brackets and Hardware 2B-82
12. Main Gearbox Accessory Drive 2B-92
13. Control System 2B-96
14. Engine Mounts ZB-110
15. Bleed and Vent Systems 2B-113
16. Thrust Balance 2B-115
17. Engine Heat Rejection 21-121
18. Secondary Airflow 2B-124
19. Weight Analysis 2B-126
20. Assembly Procedure 2B-127

AOG NO. Vi

Sa
 CONPIDENTIAL
PWA-2600

TABLE OF CONIENTS (Cont'd)

I
Item 3 - COMPRESSOR DEVELOPMENT

i A. Introduction 3-1

B. Development Program 3-1

I. Two-Stage Fan Rig 3-i
2: Aeroelasticity Investigations 3-3
3. Multistage Compressor 3-5

Item 4 - PRIMARY COMBUSTION

A. Introduction 4-1

B. Description of Burner Section 4-3

C. Description of Rigs 4-3

1. Two-Dimensiona.l Annular Segmental Rig 4-3
2. Large-Scale Full-Annular Burner Rig 4-4
3. Ram Induction Primary Burner Rigs 4-4

D. Test Description and Results 4-5

1. Two-Dimensional Annular Segmental Burner Rig
Testing 4-5
2. Large-S-ale Full-Annular Burner Rig Testing 4-7
3. Ram Induction Primary Burner Rigs 4-10

Ttprtm 5 - TrBINEr DEnV• nr•

LM ENTT"

A. Introduction 5-1
1. Investigation of the Heat Transfer Characteristics
of Air Cooled Vanes 5-1
2. Investigation of New Fabrication Techniques 5-2
3. Thermal Fatigue Testing of Air Cooled Vanes in a
Hot Chocked Cascade Rig 5-2
4. Evaluation of Aircooled Turbine Blades and Vanes
in a Full-Scale Turbine Development Engine 5-2
5. Performance Testing of Film Cooled Vanes and
Blades 5-2
6. Laboratory Testing of Advanced Vane and Blade
Materials 5-3
V

[ CPAGE NQ. Vii

CONFIDENTIAL
PRATT & WHITNEY AIRCRAFT CONFIDENTIAL PW A- 2600

TABLE OF CONTENTS (Cont'd)

B. Basic Investigation of the Effectiveness of Film Cooling 5-3

1. Introduction 5-3
2. Description of Test Rig 5-4
3. Description of Parts Tested 5-4
4. Test Procedure 5-5
5. Test Program and Results 5-5

C. Investigation of the Heat Transfer Characteristics of Air

Cooled Vanes in a High Pressure Cascade Rig 5-7
1. Description of Rig 5-7
2. Test Program 5-9
3. Test Results 5-10

D. Development of a Chocked Cascade Thermal Shock Rig for

the Thermal Fatigue Testing of Full-Scale Turbinc Vanes 5-10
1. Description of Test Rig 5-10
2. Test Program 5-11

E. Evaluation of Full-Scale Air Cooled Blades and Vanes in W1e

Turbine Development Engine 5-12
1. Description of Turbine Development Engine 5-13
2. Description of Blades and Vanes Tested in the
Turbine Development Engine 5-13
3. Test Procedure 5-1.1
4. Test Program and Results 5-15

F. Performance Testing of Film Cooled Vanes

I. Description of Test Rig
5-18
5-18
1
2. Description of Parts Tested 5-190
3. Method of Test 5-19

G. Performance Testing of Film Cooled Blades

1.
2.
Description of Test Rig
Description of Parts Tested
5-20
5-20
5-20
I
3. Test Program 5-Zl
4. Test Results 5-22

H. Laboratory Testing of Advanced Vane and Blade Materials 5-23

1. Cyclic Stress Rupture Tests 5-23
2. Low Cycle Fatigue Testing 5-24
3. Testing to Determine Long Term Creep Properties of
PWA 657 Cobalt Base Alloy 5-26

PAGE NO. viii

CONFIDENTIAL
..............................................................
 PRA•TT, WHI TEY AIRCRAFT CONPFDENTIAL PWA-2600

[
TABLE OF CONTENTS (Cont'd)

4. Creep Rupture Tests of PWA 658 Nickel Base Alloy 5-26

S5. Combined Stress Rupture Fatigue Tests on Turbine
Blade Materials 5-27
6. Strain Cycle Fatigue Tests 5-27

I Item 6 - AIUGMEN' ORS

A. Aerodynamic Flameholder Tests in Small-Scale Duct

Heater Rigs 6-1
1. Introduction and Summary 6-1
2. Detailed Program Description 6-2

B. Ram Induction Burner Tests in Small-Scale Duct

Heater Rigs 6-6
1. Introduction 6-6
2. Phase IIB Program Summary 6-7

IC. Full Scale Duct Heater Rig

1. Introduction
6-8
6-8
2. Y'est Results 6-8
I 3. Description of Rig and Test Stand
4. Procedure
6-11
6-13
1 5. Conclusions and Recommendations 6-13

Item 7 - EXHAUST SYSTEM

V
I A. Introduction 7-1

B _ Dis-Ucssion 7-1
I. Forward Flight Investigations 7-2
2. Thrust Reversers 7-4

[ C. Conclusions 7-5

[Item 8 - NOISE REDUCTION

A. Introduction 8-1

B. Inlet Duct Sound Propagation Characteristics 8-2

1. General 8-2
r 2. Conclusions 8-3
3. Recommendations 8-3

PAGE NO. i:

CONFIDENTIAL

I
IVMAIT A W1IITNRV AAItVr#A~rT CONFIDENTIAL PW A- 2600

TABLE Or CONTENTS (Cont'd)

4. Dinc'ummon of Results 8-3

r. Anailymis of Rcmu~ts 8-6

C. Sound A~iurbing Materials 8-7

1, Objinctivcen of Tests 8-7
1,, Deacriptlor of Faocilitiesa 8-7
3. Method of Tiamt 8-7
4, Remulta 8-8
'9. Conclusions B-9

D., Modcl Exhaumt System-f Noise-Tests 8-9

1. LVescription of Facilities 8-9
2.Method of Toat 8-10
3. Desacription of Modal Nozzles 8-10
'. 1,J l tsJ~ 8-11
S. Canchimiong 8-17

FuVtll-Srnle B-low-In-Door Ejector Noise Tests B-17

1. G~eneral 8-18
R, 11 UlfUIt R 8-18
3. Coiiluiiitong 8-20
4,. RecomTmend~ations 8-20
~S Denmeriptlon of Test Equipment, 8-20
6. Msthod of TIent 8-21
7. rYtit Analysis 8-2Z
8. Calibration of Acoumtic Inmtrurnentation 8-22
9, Diccushion 8-23
V.Annlymim of Tojtii 5ST Airplane Noise 8-24
I1. Geineral 8-Z4
2,Difcu~vion 8-?5
3, Concluetonu 8-27
4. Re-coinnwndationo 8-27

Iten 9 - CONTrROLS AND ACCESSORIES

A. Cotitiolmi 9-1
I . Introduction 9-1
2., Engine, Simulation Stuividi 9-2

4. Vefidor Activity 9-14

I-Arit NOI

CONPID11ENTIAL

1#I
 PRATT & WHITNEY AIRCRAFT CONIDENTIAL PWA-2600

TABLE OF CONTENTS (Cont'd)

F
B. Accessories - Ignition System 9-16
1. Introduction 9-16
2. Components 9-16
3. Facilities 9-17
4. Test Procedure 9-18
5. Discussion of Results 9-19
6. Recommendations 9-22

I Item 10 - BEARING AND SEAL DEVELOPMENT

A. Bearing Development 10-1

1. Endurance and Calibration Tests 10-1

1 2. Single-Ball Material Tests

3. Oil Pump and Jet Tests
10-7
10-10
B. Seal Development 10-12
1. Face Seal Tests 10-12
2. Ring Seal Tests 10-16
3. Materials and Design Tests 10-20

Item 11 - FUELS

A. Introduction 11-1

B. Investigation of the Effect of Fuel Oxygen Content on

I Thermal Stability 11-1
I|
Item 1Z - LUBRICANTS

A. Introduction 12-1

B. Lubricant Environment 12-1

1
1. Temperature 12-2
2. Oil Tank Capacity 12-2
3. Air Contacting Oil 12-2
4. Bearings 12-2
5. Alloys in Lubricating System 12-3
6. Gears 12-3
7. Elastomers 12-3
8. Lubricant Volatility
I'
12-3
i
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CONFIDENTIAL .... ..

| | %
PRArT WH1TNYA1F1ArT CONPIDENTIAL PWA-2600

TABLE OF CONTENTS (Cont'd)

C. Gear Pitting Tests 12-3

D. Discussion 12-4

Item 13 - ENGINE-INLET COMPATIBILITY

A. Introduction 13-1

B. Discussion 13-1

C. Conclusions I 3-2

Item 14 - MATERIALS AND MANUFACTURING TECHNIQUES

A. Introduction 14-1

B. Creep Testing of IMI 679 Titanium Alloy 14-1

1. Mechanical Properties - IMI 679 Titanium Alloy 14-Z I
C. Metallographic Study of PWA 1007 (Waspaloy) 14-4

D. Containment Testing 14-5

1. Ballistic Tests 14-5
2. Spin Containment Tests 14-6
3. Analytical Investigation 14-6
4. Discussion of Results 14-6

E. Diffusion Bonding of Titanium Fan Disk 14-7

Ite÷m 15 - oSUPPORT•N• DESIGN CONSIDERATIONS

A. Reliability 15-1
1. Introduction 15-1
Z. Reliability Support of the Design Effort 15-1
3. Numerical Reliability Analysis 15-Z

B. Configuration Management 15-3

1. Objective 15-3
2. Discussion 15-3

PAGE NO. Xii

CONFIDINTIAL
[ PRATT & WHITNEY AIRCRAFT
CONFIDENTIAL PWA-2 600
W- 60

[ TABLE OF CONTENTS (Cont'd)

C. Weight and Center of Gravity Control 15-5

1. Turbofan Engines 15-5
2. Turbojet Engines 15-5

SD. Value Engineering 15-5

E. Maintainability 15-7
1. Introduction 15-7
2. Maintainability Review of Design Layouts 15-7
3. Maintenance A.nalhasis 15-10

I F. Safety 15-12
1. Support of Design for Flight Safety 15-12
2. Design Support for Maintenance Personnel Safety 15-13

Ii
!I
I

I PIAOE ,•O. Xiii

N7.

CONFIDENTIAL ,.. .
 II

& WHITNEY AIRCRAFT CONPIDENTOAL PWA-2600

LIST OF ILLUSTRATIONS

Item 1

3 Figure
No.

1-1 Boeing Installation - SST

1-2 Effect of Moving the Cant Point Aft
1-3 STFZ19B 600 Lbs. /Sec. Turbofan
1-4 STF219B 600 Lbs. /Sec. Turbofan
1-5 STF219B 600 Lbs. /Sec. Turbofan
1-6 STFZ19B Lbs. /Sec. Turbofan
1-7 STF219B 600 Lbs. /Sec. Turbofan
1-8 STFZ19B 600 Lbs. /Sec. Turbofan
1-9 STFZ19B 600 Lbs. /Sec. Turbofan
I.10 STF219B 600 Lbs. /Sec. Turbofan
1-11 STF219 650 Lbs. /Sec. Turbofan
1-12 STF219 650 Lbs. /Sec. Turbofan
1-13 STF219 600 Lbs. /Sec, Turbofan
1-14 Proposed Turbofan Accessory Arrangement
1-15 STJ2Z7 500 Lbs. /Sec. Turbojet
1-16 STJ2Z7 500 Lbs. /Sec. Turbojet
1-17 STJ2Z7 500 Lbs. /Sec. Turbojet
1-18 STJ227 500 LbW. /Sec. Turbojet
1-19 STJZZ7 525 Lbs. /Sec. Turbojet
I-zo STJZ27 525 Lbs. /Sec. Turbojet
1-21 STJZZ7, 525 Lbs. /Sec. (Higyh Flow) Turbojet
1-22 STJ2Z7, 525 Lbs. /Sec. (Base Flow) Turbojet
i-Z3 STR227, 525 Lbs. /Sec. (Low Flow) Turbojet
1-24 STJZ27, 525 Lbs. /Sec. (High Flow) Turbojet
1-25 STJZ27, 5Z5 Lbs. /Sec. (Base Flow) Turbojet
1-26 STJZ2Z7 525 Lbs. /Sec. (Low Flow) Turbojet
1-27 Proposed Turbojet Accessory Arrangement
1-23 Revised Accessory Arrangement Showing Fuel Components
Removed from Bottom of Engine
1-29 Revised Accessory Arrangement Making Room for Mount
Structure at Top of Engine
1-30 Proposed Turbofan Accessory Arrangement
1-31 Schematic of Octagmal Ejector
1-32 STFZ191, 700 Lb/Sec Turbofan Outboard Engine
1-14 STTFZ?9L 700 Lb/Sec Turbofan Inboard En.-ine
1-34 STF219L 650 Lb/Sec Turbofan

SIPAGE NO. XV

CONFIDENTIAL
PRAT" A WHITNFY AIRCrAFT
CONFIDENTIAL PWA-2600 I

LIST OF ILLUSTRATIONS (Cont'd)

Item 1

Figure
No.

1-35 STF2l9L 650 Lb/Sec Turbofan Showing Engine/Ejector

Relationship
1-36 Inlet Pressur, and Temperature Probes for Biasing
Engine Fuel Control
1-37 Arrangement of Flame Arrestors in Secondary AŽ: Passage
1-38 Secondary Airflow Passage General Arrangeinent
1-39 Details of Secondary Airflow Passage
1-40 STJ5Z7 525 Lb/Sec Turbojet
1-41 STJ227 525 Lb/Sec Turbojet
1-42 Typical Turbojet Engine. Full Afterburning.
1-43 Proposed Turbojet Accessory Arrangement
1-44 Typical Turbojet Installation Showing Effect of Increased
Cant Angle
1-45 Estimated Performance of STFZI9 and STJ227 Engines
at Mach 2. 7 at 65, 000 Feet
1-46 Estimated Performance of STFZ19 and STJZ27 Engines at
Mach 0. 9 at 36, 150 Feet
1-47 Estimated Performance of STFZI9 and ST.2Z7 Engines at
Mach 0. 6 at 15, 000 Feet
1-48 Estimated Periormance of STF219 Engine After Phase IIA
and After Phase liB at Mach 2.7 at 65, 000 Feet
1-49 Estimated Performance of STF219 Engine After Phase [LA
and After Phase liB at Mach 0. 9 at 36. 11;0 Fp•t
1-50 Estimated Performance of STFZ29 Engine Alter Phase IIA
and After Phase 111 at Mach 0.6 at 15, 000 Feet
1-51 Estimated Performance of STJ227 Engine After Phase IIA
and After Phase IIB at Mach Z. 7 at 65, 000 Feet
1-52 Estimated Performance of STJ227 Engine After Phase IlA |
and After Phase 11B at Mach 0. 9 at 36, 150 Feet
1-53 Estimated Performance of STJZZ7 Engine After Phase IIA
and After Phase i- at %ach 0. 6 at 15,I000 Feet'
1-54 Loading and Thrust Increment Produced by Lighting Duct ýw
Heater of STFZI9 Engine
1-55 Effect if Turbine Inlet Temperature on Engine Weight and
Maximum Diameter
I
1-56 Effect of Engine Supersonic Cruise fnlet Airflow on Engine

PAG•E NO. XVi

CONFIDENTIAL ... ... . I

 i: PRATT & W.,TNEV ~cRAP¢T CONPIDENTIAL PWA-2600

LIST OF ILLUSTRATIONS (Cont'd)

I
Item ZA

I Figure
No.

I 2A-1 STF219 Fan, Intermediate Case, and High Pressure

Compressor Sections
ZA-2 STFZ19 Fan Aerodynamic Design Rotor One Pressure Ratio
ZA-3 STF219 Fan Aerodynamic Design Rotor Two Pressure Ratio
ZA-4 STFZ19 Fan Aerodynamic Overall Pressure Ratio
ZA-5 STFZJ9 Fan Aerodynamic Design Stage One Rotor Inlet
Mach Number
ZA-6 STF219 Fan Aerodynamic Design Stage One Rotor Relative
Gas Angles
2A-7 STFZI9 Fan Aerodynamic Design Stage One Rotor Meridional
Velocities
2A-8 STF219 Fan Aerodynamic Design Stage One Rotor Aero-
dynamic Loading (AP/q)
ZA-9 STFZ19 Fan Aerodynamic Design Stage One Rotor 'D" Factor
2A-10 STFZl9 Fan Aerodynamic Design Stage One Stator inlet
Mach Number
ZA-Il STFZI9 Fan Aerodynamic Design Stage One Stator Relative
Gas Angles
ZA-l2 STFZl9 Fan Aerodynamic Design Stage One Stator Meridional
Velocities
SZA-13 STFZI9 Fan Aerodynamic Design Stage One Stator Aero-
dynamic Loading (AP/q)
ZA.-I4 STFZ19 Fan Aerodynamic Design Stage One Stator "D" Factor
r A-15 STFZl9 Fan Aerodynamic Design Stage Two Rotor Inlet
Mach Number
2A-16 STF219 Fan Aerodynamic Design Stage Two Rotor Relative
I Gas Angles
2A-lP STF219 Fan Aerodynamic Design Stage Two Rotor Meridional
Velocities
ZA-18 STF219 Fan Aerodynamic Design Stage Two Rotor Aero-
dynamic Loading AP/q
ZA-19 STFZl9 Fan Aerodynamic Design Stage Two Rotor 'D"
Factors
ZA-20 STF219 Fan Aerodynamic Design Stage Two Stator and Degv
Inlet Mach Number
Z A-Zi STF219 Fan Aerodynamic Design Stage Two Stator and Degv
Relative Gas Angles
PAQGE No. xvii

CONFIDENTIAL
PRATT , WHITNEY AIRCRAFT CONPIORNTIAL PWA-2bO0

LIST OF ILLUSTRATIONS (Cont'd)

Item 2A (Cont'd)

Figure
No.

2A-22 STF219 Fan Aerodynamic Design Stage Two Stator and Degv
Meridional Velocities
2A-23 STF219 Fan Aerodynamic Design Stage Two Stator and Degv
Aerodynamic Loading ,
2A-24 STF219 Fan Aerodynamic Design Stage Two Stator and D!gv
"D" Factor
2A-25 STF219 Fan Aerodynamic Design Rotor Los, Coefficient
Vs. Inlet Relative Mach Number
2A-26 STF219 Fan Aerodynamic Design Stator Loss Coefficient LA
Vs. Stator Inlet Mach Number
ZA-Z7 STF219 Fan Aerodynamic Design Rotor Xncidence
ZA-Z8 STF2I9 Fan Aerodynamic Stator One Incidence - Difference -

Between Gas Angle and Minimum Loss Angle

2A-29 STF219 Fan Aerodynamic Deviation in Excess of Carter's
Rule Vs. Blade Camber*
2A-30 STF219 Fan Resonance Diagrams
ZA-31 Blade Ingestion Parameter Vs. Blade Length
2A-32 Inter'mediate Case and Accessory Drive Arrangement
(Looking Aft)
2A-33 No. I and No. 2 Bearing Compartment Oiliag and Scavenge
Schematic
2A-34 Intermediate Case Loading
2A-35 STF219 Windmilling Predicted Fan Speed When Cornpressor
,
Rotates at Constant 2000 RPM
2A-36 STF219 1900'F Turbofan at Mn - 2.7 at 65, 000 Feet -
Estimated Windmilling Speed
2A-37 STF219 1900°F Turbofan Corrected Total Airflow Ratio for
it Compressor Inlet Area Which Varies to Maintain
200U RPM
ZA-38 S •'F2i9 Variable Inlet Guide Vane and Aerodynamic Brake
ZA-39 STF219 High Pressure Comp:ressor Stage Pressure Ratio
Distribution
ZA-.40 STFZI9 High Pressure Compressor Exit Profiles
ZA-41 STF219 Mid-Span Incidences at Part Speed and Full Speed 7

2A-42 STF219 Mid-Span Incidences at Part Speed and Full Speed AM

PO NO XViii

CON Wl )IENT IA L ,?..,./:''[:[i.. ,i .:

-!:•:,[ :...

I
.. . . . . . . . . . ..........

I II I I I I l II I I
I ,PRATT& WHITNEY AIRCRAFT CONPIDILNTBAL PW.A.-2 600

LIST OF ILLUSTRATIONS (Cont'd)

I Item 2A (Cont'd)
I Figure

No.

ZA-43 STFZI9 Compressor Final Cord Selector

2A-44 STFZ19 Stage Reaction Distribution
ZA-45 STFZI9 High Pressure Compressor Choke Parameters
ZA-46 STFZ19 High Pressure Compressor Flow Path
ZA-47 STFZI9 High Pressure Compressor Aerodynamic Loading
(AP/q)
IA-48
2A-49
S0'1"20? High Pressure Compressor "D" Factor
STFZI9 High Pressure Compressor Rotor Streses
ZA-50 STFZ19 High Pressure Compressor Stator Stresses
ZA-51 STFZ19 High Pressure Compressor Stage One Bladed Disk
Frequency at 6400 RPM
ZA-52 STF219 High Pressure Compressor Stage Three Coupled
Blade-Disk Frequency
ZA-53 STF219 High Pressure Compressor Stage Five Coupled
Blade-Disk Frequency
ZA-54 STF219 High Pressure Compressor Stage Seven Coupled
Blade-Disk Frequency
2A-55 STFZ19 High Pressure Compressor Stage Four Average
Tangential Stress Level Vs. Disk Thickneis
ZA-56 STFZl9 Initial Design Study - Compressor Case and Stator
Construction
ZA-57 STFZ19 Initial Design Study - High Pressure Compressor

ZA-58 STFZ19 Initial Design Study - Diffuser Case Strut Location

2A-59 STFZ19 Diffuser Cahe Fabrication Techniques Considcred in
Early Design Studies
ZA-60 STFZ19 Diffuser Case Fabrication Techniqus'5 Considered
in Early Design Studies
ZA-61 ST"219 Main Combustion Chamber Section
ZA-6Z STFZl9 Main Combustion Chamber Section - Detailed
Section of Scoop with Filhn-Cooled Louvers
ZA-63 Seals Studied for Use in STFZ19 Annular Conbuatitio,
Chamber
2A-64 STrFZI9 Estimated Pressure Through Combustion Chamber -
SeA Level Take-off

ZA-65 STFZ19 Estimated Pressur•m 'T'hrough Cornbutition Ghai•h(;r -

Altitude Cruise

LI PAW rou, KXI

I
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CONF•IDUINTIAL t-W A- Z600

PRATT & W)-ITNFIYV AIR AFT NA"

LIST OF ILLUSTRATIONS (Cont'd)

Item ZA (Cont'd)

Figure
No.

2A-66 STFŽ19 Estimated Combustion Chamber Mach Numbers and

Flow Areas
2A-67 STF219 Turbine Flowpath
ZA-68 Turbine Mean Line Aerodynamics at 19000F Cruise
Condition
ZA-69 STFZ19 Turbine Blade Cooling Scheme
2A-70 STF2l9 Turbine Blade Cooling Scheme Evolved from J58
Engine Experience
2A-71 STF219 First Stage Vane Attachment and Cooling Scheme 71
ZA-72 STF219 First Stage Blade and Disik Coupled Vibrations Mode
ZA-73 STF219 Second Stage Disk Blade Coupled Frequencies
ZA-74 STF219 Third Stage Dis]k Blade Coupled Frequencies 4
ZA-,75 Burner Temperature Profiles Vs Average Radial Profile
2A-?6 Vane Design - Initial (20000)) Rating -
ZA-77 Spanwise Gradient for the Initial Engine i
2.A-78 Grovwth Capability for the Initial Engine1
ZA,7j) Vane Design - Basic (23000F) Rating4
ZA-80 Spanwise Gradient for the Basic Rating
ZA-81 Growth Capability for the B-sic Rating 4
2A-32 Alternate Basic Rating Engine Vane Design M

ZA-83 Spanwise Gradient for the Alternate Vane

ZA-84 Basic Rating Capability for the Alternate Vane
A-Or Blade Design for the Initial Rating
ZA-86 Basic Rating Engine Blade Design
ZA-87 Spanwise Gradient First STG Blade - Initial Rating
ZA-88 Growth Capability of the Initial Rating Configuration - I
First Stage Blade&
ZA-89 Alternate Intlal Rating Engine Blade Design - 1t Stage
ZA-90 Spanwise Gradient for the Initial Rating Engine = First
Stage Blade
ZA-91 Growth Capability for the Inilial Rating Engine - First
Stage Blade
ZA-9Z
ZA-93 Chordwise forthe
Gradientfor
Spanwis* Gradient Rating- -First
BasicRating
theBasic StageBlade
FirstStage Blade

ZA-94 Transient Thermial Gradients on the Turbine Development -

Engine

'l. .. .,......

coNpIorPITI . .....
 AyT WHITNEYAIRCRAPT CONFIDENTIAL PWA-z 600

LIST OF ILLUSTRATIONS (Cont'd)

!
Item 2A (Cont'd)

Figure
No.

ZA-95 This page intentionally blank

ZA-96 This page intentionally blank
ZA-97 Comparison of Radial Temperature Profiles
- ZA-98 First Blade Stress Distribution - Initial Rating
2A-99 Second Blade Stress Distribution - Initial Rating
ZA-100 Third Blade Stress Distribution - Initial Rating
ZA-101 First Stage Vane Stress Distribution - Lnitial Rating
ZA-io0 Second Stage Vane Stress Distribution - Initial Rating
SA.-103 eThird Stage Vane Stress Distribution - Initial Rating
2A-104 Super Alloy Relaxation Curve
ZA-105 Goodman Diagram, Typical Turbine Blade MNcerial
2A-106 Goodman Diagram, Unnotched U-700, Showing Teinpcrature
I_ ZA-107
Dependence
Midspan Centrifugal Stress
ZA-108 Comparison of Creep Strength Temperature Margin
SZA-109 Trailing Edge Bow Predictions and Test Values
ZA-II0 Weight Loss Plot for Coated B-1900 Erosion Test
ZA- 11i Temperature Dependence of Rate of Erosion
SZA-112
ZA-113
Erosion Limits for Coated Turbine Materials
First Stage Turbine Bladed-Disk Frequency
ZA-114 Turbine Blade Vibratory Stress
ZA-115 Stress Levels JT3C Shrouded and Unshrouded Blades
ZA-116 Transient Temperatures on Convectively Cooled Blades
,Showing Predicted and Actual Values
ZA-117 First Stage Turbine Blade Strain Range
ZA..118 First Stage Turbine Vane Strain Range
ZA-119 Engine Substantiation of Fatigue Strength of Turbine Blade
Alloys
ZA-I20 First Stage Blade Tip Section
ZA-121 First Stage Vane Tip Section
ZA-122
Z First Turbine Vane Geometry - Initial (2000°F) Rating
ZA-123 First Turbine Vane Spanwise Temperature Distribution
ZA-124 First Turbine Vane Spanwise Temperature Distribution
ZA-125 First Turbine Vane Midspan Local Metal Temperature
ZA-126 First Vane Typical Transient Response
ZA-127 First Turbine, Three Cavity Blade Section - Initial
(20000 F) Design.

',OU, NO. XXi

CONFIDENTIAL
 CONIPIDENTIAL PW A -2Z600
PRATT A WHITNEY AIRCRAFT

LIST OF ILLUSTRATIONS (Cont'd)

Item 2A (Cont'd)

Figure
No.

ZA-128 First Turbine, Three Cavity Blade Spanwise Temperature

Distribution
2A-129 First Turbine, Three Cavity Blade Spanwise Temperature
Distribution
2A-130 First Turbine, Three Cavity Blade Spanwise Temperature
Distribution
ZA-131 Convectively Cooled First Turbine Blade - Transient
Response
ZA-132 Eleven Hole Blade Midspan Cross Section 3
2A-133 0. 020 Sawtooth Blade
ZA-134 0. 030 Sawtooth Blade
2A-135 Typical Cycling Test Data - High Temp. Turbine Develop-
ment Test Engine-
2A-136 Instrumented Blade
?A-137 Eleven Hole Blade Test Data
2A-138 0.020 Sawtooth Blade Test Data
ZA-139 0. 030 Sawtooth Blade Test Data
ZA- 140 Convectively Cooled Blades Life Limits
ZA-141 Mar M200 Stress Rupture Data
2A- 142 Creep Limit Temperature Margin, First Stage Vane
ZA-143 Creep Limit Temperature Margin, First Stage Blade
ZA-144
-3 A IA Creep Limit Temperature Margin, Second Stage Vane
ZA-1-45 Creep Limit Temperature Margin, Second Stage Blade
ZA-146 Creep Limit Temperature Margin, Third Stage Vane
ZA- 147 Creep Limit Temperature Margin, Third Stage Blade3!
ZA-148 Transient Response First Stage Vane, 2300°'b TIT
ZA- 149 This page intentionally blank
ZA-150
ZA-15]
ZA-152
Transient Response First Stage Blade, 23000F TITi
Strain S-N Curve for Turbine Super Alloys
Runout Fatigue Strengths of Notched and Smooth Turbine
4
Materials
,-A-153 JT4 Vibration Surveys
ZA- 154 First Stage Basic Engine Vane Geometry
ZA-155 Average Vane Temperature
ZA-156 Local Metal Temperature (7-1 Span)
ZA-157 First Stage Vane Transient Temperature, Z300'F TIT-SLTO

PAGE t XXii

CONFIDENTIAL .....
 L!
44

;.... V . ,,1,,,9 RflCAIF CONPIDENTIAL PWA-2600

LIST OF ILLUSTRATIONS (Cont'd)

Item ZA (Cont'd)
I: I'~iiir+'

No,

zA - IH
v lInnt Stage Bauic Engine Vane Geometry
9A-Mi5 Av-rage Vane Temperature
ZA- 1',0 It
Local Mtal Temperatures (75% Span) - MN 2. 7
IA- 161 Vane 'Tt nperature Reaponae - Transient Accell. SLTO-
Z3W,"F Rating
IAA 16' First Stage Blade Geometry - 2300' F Rating
ZA-16,3 Average 1loatdla Tamparatures - Firat Stage Blade
Ai'4
IA- LU'cal lilade Taemparaturee (50% Span) - First Stage Blade
I A-165 Mflade Temperature Reuponbe Transient Accell. SLTO -
23100 F
ZA- 166 Second Turbine Vane Geometry - 2300' F Rating
,A-16? Average 5acond 5tage Vane Temporatures
IA-t164 .mncond Staga Vane Maximurrn Metal Temperature
4A- 169 Typical T.ansiont Gradients, Second Stage Vane - Accell.
SLTO - Z300"F
,A- 170 Vnne DaiiAgn, Irnptngnment CooI,,d Leading Edge and Con-
vewctiv-ly Cooled 'Irailia~g Edge
ZA-1Pl Vane Deaign, Radial Hole Convectively Cooled Leading
Edge and Convectively Cooled Trailing Edge
AA= 17 Vnn- Ptiagn, Showorhoad Leading Edge and Film Cooled
I railing Edge
/IA-173 Vann Design, Detached Loading Edge arid Film Cooled

F'A- 174 Vainn DJaigni, Film Cooled Trailing Edge

IA-5 'l-lypkic 'T'harmocoupled Vane
ZA-I /6 CTII D-Z0 Fivat Turbine Vane Metal Temperature
4A-176A Pedetital T. E, Vane Data - 2300"F Gas Temp
1A•7 Showearhlad Vane Metal Temperature Va Chord - Z300' F
Ga.• Te mp
('A- 17II Filio Cooled Airfoil Test Results
IA-179 Filoi Cuolod Ai rfil Teat Remiulta, Vane Trailing Edge
ck~mn (;oling
,'A lilt) Flat Plate 'fTat Rig - Schematic
ZA.n lI) ;o-npar loon of Metal 'l'emperatmrea Be3atn Film Cooling Rig
/A- i, ,' !.1 • C , ,ld ar!e, .00H! Diatretir l!ole.
A/A-I M lioi (g,1o(j lslaelo, 013 Diameter Holes, 30'

GOtUPIDUNTIAL -.. . . .
 CONPýD2ENTIAL PWA-2600
ORATT & WHITNE!Y AIRCRAFT

LIST OF ILLUSTRATIONS (Cont'd)

Item ZA (Cont'd)

Figure
No.

ZA-184 Film Cooled Blade, 013 Diameter Holes, 900

ZA-185 Film Cooled Blade, .030 Diameter Holes, 30'
2A-186 JT4 Turbine Inlet Temperature Variation - High -

Temperature Development Engine

ZA-187 Convectively Cooled Turbine Blade Test Results - High
Temp Development Engine
ZA-188 Film Cooled Turbine Blade Test Results -- High Temp
Development Engine
2A-189 Film Cooled Blade Test Results - High Temp Development
Engine
2A- 190 Turbine Exhaust Section
2A-191 Duct Heater Diffuser Schematic
2A-192 Duct Heater Access Panel
2A-193 Duct Heater Schematic
2A-194 Fuel-Air Ratio Vs. Power Lever Angle
2A- 195 Balanced Flap System Schematic
2A-196 Secondary Air to Primary Nozzle Schematic
ZA-197 Bellcrank Flap Synchronization Schematic
2A-198 Hinged Flap Seal Arrangement Looking Forward
2A-199 Sixteen Sided Nozzle Flap Arrangement Looking Forward
2A- 200 Duct Heater Nozzle Linkage Longitudinal Section
ZA-201 Duct Heater Nozzle Assembly Looking Forward
ZA-202 Octagonal Ejector For Boeing
A Octagonal P-jector-Translating Shroud
2A-204 Cascade Ejector- Translating Shroud
2A- 205 Rack and Pinion Details-Translating Shroud
2A-206 Actuation System Details-Translating Shroud
?A-207 Model of Translating Cascade - Cruise Position
2A- 208 Model of Translating Cascade - Loiter Position
2A- 209 Model of Translating Cascade - Reverse Position
2A-210 Model of Translating Cascade - Reverse Position
2A-211 Assembly of Major Components
2A-212 Stiff Bearing -First Mode 124% of Rotor Speed
2A-213 Stiff Bearing - First Mode - 120% of Rotor Speed
2A- 214 Number 3 Bearing Compartment
2A-215 Compartment Air Cooling - Number 3 Bearing
2A-216 Compartment Oil Flow - Number 3 Bearing

PAGE NO. XXiV

----.'., - = .=

........
CONPIDENTIAL
[ PRATT & WHITNEY AIRCRArT CONFIDUNTIAL PWA- 2600

SLIST OF ILLUSTRATIONS (Cont'd)

[I Item 2A (Cont'd)

I Figure
No.

2A- 217 Number 4 Bearing Compartment

ZA- 218 Hydrostatic Seal Schematic
ZA-219 Summary of Proposed Thrust Balance Systems
ZA- ZZO Secondary Flow Schematic - System E
2A-221 Thrust Balance Schematic - System E
ZA- 222 High Rotor Thrust Vs. Bias Pressure - System E
2A-223 Low Rotor Thrust Vs. Bias Pressure - Sys:em E
UA- 24 High Rotor Bearing Thrust Vs. Mission Time
ZA-225 Low Rotor Bearing Thrust Vs. Mission Time
ZA-226 Fundamental Thrust Vs. Climb Characteristic
2A- 227 Thrust Balance and Flow Schematic - System A
ZA- 228 Thrust Balance and Flow Schematic - Systemn B
2A-229 Thrust Balance and Flow Schematic - Syste- C
ZA-230 Thrust Balance and Flow Schematic - Systemn D
2A- 231 Flow System Schematic - Fan Duct Diffuser Struts
ZA-232 Air Bleed From Diffuser Case to Outer Case
2A-233 Typical Strut Connections for Lines
ZA- 234 Typical Fuel Manifold Quadrant

Item 2B
i Compressor Porytropic .fticiency Vs. Specific Flow
2B- Z Compressor Preliminary Design Loading Estimate
2B-3 Ideal Work Coefficient vs. Flow Coefficient
2B-4 STJ227 Nine Stage Compressor
2B-5 STJ227 Eight Stage Compressor
2B-6 Primary Combustion Chamber
2B-7 Burner System Pressure Loss Estimates
21-8 Compressor Exit Velocity Profile
2B-9 Compressor Exit Velocity Profile
2B-10 Effect of Inlet Velocity on Outlet Temperature
2B- 11 Average Combustor Exit Temperature Profile
2B- 12 Combustor Exit Temperature Profile
2B=13 Scelected Combustor Air Distribution
2B- 14 Total Turbine Cooling Air Requirements

PAGF NO. XXV

COGNFIDENTIAL
 M
PRATT &WHIUTNJEYAIRCRAFT CONFIDENTIAL PWA- 2600

LIST OF ILLUSTRATIONS (Cont'd)

Itern 2B (Coot'd)

Figure
No.

2B-15 First Stage Turbine Vane Heat Balance Results

?B-16 First Stage Turbine Vane Configuration
2-17 Static Heat Transfer Results
2B-18 First Stage Estimated Metal Temperatures
2B-19 Baffle Blade Flow Characteristics
2B-20 Advanced Cooling Blade Scheme (Fraenkl Surface)
2B-21 Effect of Vortex Design on Turbine Efficiency
2B-22 Afterburner Cold Flow Pressure Losses
21-23 Effect of Fuel/Air Ratio on Afterburner Efficiency
2B-24 STJZ27 Cross-Section Drawing
2B-25 Typical Full Afterburning Turbojet Ejector
2B-26 Comparison of Scale Model Blow-in Door Ejector With
Goal Values
2B-27 Comparison of Scale Model Blow-in Door Ejector With
Goal Values
2B-28 Effect of Primary Nozzle Spacing on Ejector Performance
2B-Z9 Effect of Primary Nozzle Spacing on Ejector Performance
2B-30 Effect of Reduced Tertiary Airflow
ZB-31 Variable Inlet Guide Diagram
28-32 General Inlet Case Construction and Assembly
2B-33 Anti-Icing Air Flow Through Inlet Guide Vane
2B-34 STJ227 Compressor Section Assembly
2B-35 Extended Root Blade With Mechanical Damping
2B-36 First Rotor Resonance Diagram
2B-37 Third Rotor Resonance fihygram?
4B- 38 STJ227 Rotor Stiff Bearing Mode Shape

I
28-39 JTI ID-20 Rotor Stiff Bearing Mode Shape
2B-40 Typical J'ILD-20 Descent Disk Temperatures
21-41 Typical JTl1D-20 Ascent Disk Temperatures
2B-42 Effect of Thermal Gradients on LCF Life
ZB-43 Typical Compressor Disk Thermal Gradient (250*F AT)
2B-44 Typical Compressor Disk Thermal Gradient (130°F AT)
2B-45 Diffuser Case Construction
ZB-46 Front Combustor Section
2B-47 Spark Ignitors
28-48 Second Stage Turbine Vane

rAGE NO. XXVI .

CONFIDENTIAL I
4%
PMAAT & WHITNEY AIRCRAFr CONFIDENTIAL PWA- 2600

LIST OF ILLUSTRATIONS (Cont'd)

Item 2B (Cont'd)

Figure
No.

2B-49 First Stage Blade and Disk Cooling Passages

2B-50 First Stage Blade Cooling Scheme
2B-51 JTl1iD-20 First Stage Blade Airfoil Stress vs. Damper Force
2B-52 STJ227 First Stage Bladed-Disk Coupled Mode
2B-53 Turbine Exhaust Section
2B-54 Turbine Exit Guide Vane Outer Attachment
2B-55 Turbine Exit Guide Vane Attachment to Inner Case
2B-56 Number I Bearing Compartment Seal
2B-57 Number 2 Bearing Compartment Seal
2B-58 Number 3 Bearing Compartment Seal
2B-59 Bearing Compartments
2B-60 Hydrostatic Seal Arrangement
2B-61 Primary Nozzle Actuation System
2$-62, 3TJ227 Afterbvrner Syste:n
2B-63 Flap Load Calculation
2B-64 Octagonal Blow-In Door Ejector-Reverser
2B-65 Cross Section Through Reverser
2B-66 Ejector Actuation System
2B-67 Reverser Targeting Patterns
2B-68 Exhaust Nozzle Configurations
23-69 Exhaust Nozzle Hydraulic Analogy
ZB-70 Sliding Bracket Assembly
S ixed Dracket Attsebly
2B-72 Hydraulic System
2B-73 Boss-to-Adapter Joint
2B-74 Integral Ferrule Joint With Sealing Gasket
2B-75 Afterburner Fuel System
ZB-76 Main Fuel System
ZB-77 Metallic Static Seal for Joints Subject to Moderate
Thermal Shock
2B-78 Metallic Static Seal for Joints Subject to High
Thermal Shock
2B-79 STJ227 Fuel, Hydraulic, and Lubrication
System Schematic
2B-80 Bellows Expansion Joint
2B-81 Tube Support Clamp Stand-Off

PAGE NO. XXVii

CONPIDENTIAL
PRATT & WrITNEY AIRCRAFT CONCI1DENTIAL PWA- 2600
I

LIST OF ILLUSTRATIONS (Cont'd)

Item 2B (Cont'd)

Figure
No.

2B-82 STJ227 Main Gearbox

ZB-83 Power Lever Operation
2B-84 Main Burner Fuel Schedule
2B-85 Afterburner Fuel Schedule
2B-86 Main Fuel Pump Flow Passages
2B-87 Main Fuel Control
2B-88 Afterburner Fuel Control and Pump
2B-89 Hydraulic Pump Characteristic a
2B-90 STJ227L Engine Installation
(Lockheed)
21-91 STJ227B Engine Installation
(Boeing)
2B-92 Lockheed Engine Mounting System
2B-93 Boeing Engine Mounting System
2B-94 Engine Mounting System
(Lockheed)
25-95 Engine Mounting Systemi
(Boeing)•

21-96 Overhung Front Mount System

(Boeing) 4
2B-97 STJ227 Bleed System Requirements
2B-98 Airframe Bleed Flow Requirements i
21-99 Engine Diced PClow Requirements
2B-100 Typical Forces Acting on a
Turbojet Rotor
2B-101 Load Action on a Bearing
2B-102 STJ227 Flow Schematic for Engine Thrust Balance
and Cooling
2B-103 STJ227 Oil Flows
2B-104 Characteristic Heat Flux Trends
2B-105 Heat Transfer Calculations
2B-I06 Metal Temperature Heat Transfer Resultsautn
2B-107 STJ227 Weight Breakdown
25-108 Specific Installation Weight

PtGF NO. X >Viii

CONFIDENTIAL.
PRATT & WHITNEYAIPCPAFT CONFIDENTIAL PWA-Z600

LIST OF ILLUSTRATIONS (Cont'd)

Item 3

Figure
No.

3-1 Two-Stage Fan Design Specifications

3-2 Design Layout of Two-Stage Fan Rig
3-3 Detail of Single-Stage Fan Rotor Assembly with Welded
Mid-Span Shrouds (Phase II-A)
3-4 Rubber Model of Typical Shrouded Compressor Rotor
Operating in Severe Resonance
3-5 Test of Rubber Model of Compressor Rotor Incorporating
Segmented Shroud
3-6 Detail of Single-Stage Fan Rotor Assembly with Paired-
Welded Mid-Span Shrouds (Phase II-B)
3-7 Performance Comparison of Third and Fourth Builds of the
Multistage Compressor
3-8 Performance Comparison of Fourth and Fifth Builds of the
Multistage Compressors

Item 4

4-1 Sketu of Annular Burner Configuration

4-2 Two-Dimensional Annular Segmental Burner Rig Assembly
4-3 SST Two-Dimensional Annular Burner Rig
4-4 Large-Scale Full-Annular Burne:- Rig Mounted in Test Stand
4-5 Large-Scale Full-Annular Burner Rig with Exit Duct
Removed
4-6 Large-Scale Full-Annular Burner Rig
4-7 Schematic of Large-Scale Full-Annular Burner Rig

4-8 Typical Burner for Ram Induction 72' Straight Sector

Burner Rig
4-9 72-Degree Straight Sector Test Rig Mounted in Test Stand
4-10 Minimum Lighting Curve for the 2-D Burner
4-11 Partial Annular Burner Schematic
4-12 Partial Annular Burner
4-13 Cross-Section of Hot-Cone Burner
4-14 Location of Inlet Trips on Full-Annular Burner Rig
4-15 Diffuser inlet Pressure Profile on Full-Annular Burner Rig
4-16 Effect of Inlet Profile on a TVR
4-17 Variation of Burner Exit Temperature Profile with
Temperature Profile with Temnerature Rise

PACy NO. XXiX -

CONPIDENlIIAL . . . .
ORATT & WHITNEY AIRCRAPFT CONIDENTIAL PWA-2600

LIST OF ILLUSTRATIONS (Cont'd)

Item 4

Figure
No.

4-19 Effect of Inlet Pressure Profile on Buiner Exit Temperature

Profile
4-19 Full-Annular Burner Rig Igniter Location
4-20 Rich and Lean Operating Limits
4-21 Minimum Lighting Curve - JP-5 Fuel
4-22 Model 2-1 Ram Induction Burner
4-2a Burner Outlet Temperature Distribution of the Model 2-7
RPM Induction Burner
4-24 Temperature Profile of the Model 2-7 Ram Induction Burner
4-25 Burner Outlet Temperature Distribution of the Model 2-7
-
Ram Induction Burner
4-26 Temperature Profile of the Model Z-7 Ram Induction Burner
4-27 Burner Outlet Temperature D strlbution of the Model 2-7 1
Ram Induction Burner I
4-28 Temperature Profile of the Model 2-7 Ram Induction Burner
4-29 Percent of Average 'Velocity Head at Burner Diffuser Inlet
Versus Distance from I. D. Wall
4-30 Effect of Inlet Velocity Profile on Outlet Temperature
Profile of Model 2-7 Burner 4
4-31 Model 3-1 Ram Induction Burner
4-32 Model 3-2 Ram Induction Burner 4
4-33 Test Stand for Model 4 120-Degree Segment Ram Induction
Burner
4-34 Model 4 1?0-Degree Scgmcnt
. Rax
.d.uciio B.urner
4-35 Model 4 120-Degree Segment Ram Induction Burner

Item 5

5-1 Overall View of Basic Flow Riq Test Installation

5-2 Schematic Diagram of Basic I low Rig
5-3 Basic Flow Rig - Test Plate Holder and Test Plate
5-.4 Film Cooled Plates Tested in Basic Flow Rig-
5-5 Cooling Effectiveness Test Results Obtained in Basic Flow
Rig Using Wooden Plate - Low Temp, I
PAt' ! NEI XXX

co i rAL .......

'1
 PI.ATT L WTN I'( A.ICRnAVT
S CONFIDENTIAL PWA-2t(00

LIST OF ILLUSTRATIONS (Cont'd)

Item 5 (Cont'd)

Figure
No.

j5-6 Comparison of Measured Temperature Distribution with

Analytically Predicted Data - High Temp.
5-7 Metal Temperatures Measured in Typical Tent with Film
Cooled Plate - Uncorrected for Radiation Effects
5-8 Cooling Effectiveness Data for Plate #3
5-9 Cooling Effectivenets Data for Plate #/4
5-10 Cooling Effectivene•s Data for Plate Yr5
5- 11 Overall VV!ew of Nligh Pressuro Cascade Rig Test
I Installation
5-IZ Schematic Diagram of Heat Transfer Cascade Rig
5-13 Instrumented Prcssure Distribution Vano #1 Used for
Measuring Airfoil Pressure Profiles in lHigh Pressur_
Cascade Rig
5.14 Pressure Distribution Vane 02 Used for Measuring Airfoil
Profilea in H~igh Pressure Cascade Rig
5-15 Instrumented Showerhead Vane After Testing in High Pree-
sure Cascade Rig at 30, 45, 175 paia, and 2300' F Main
Gam Streamri Conditiona
5-16 Schematic of Showorhead Vane
5-17 Instrumentmd TD Nickel Vane Tested in High Pressure
Cascade Rig
5-18 Schematic of TD Nickel Vane Tested in High Pressure
Cascade Rig
5-19 Instrumented Wafer #1 Vane Tested in 1-lJgh Pressure
Cascade Rig .
5-20 Front and Rear Views of Segments Used in Assiembly of
Wafer #I]
5-21 Instrumented Pedestal Trailing Edge Vane Tested in High
Pressaure Cascade Rig Ht 30, 45, 175 psia, 2300' _
Gaut:ream Gonditionb
5ýzz S&hematic of Pedestal Trailing Edge Vane
5-23 Wafer l0Z Vane Tested in High Pressure Cascade Rig at
45 pmia, 2300" P Gastroam Conditions
n
5..Z4 Front anid Rear Viewm of Segments used in Wafer Vane #/Z
5-25 Pierced Sheet Leading Edge Vane Tested in l-igh Prestture
Caccade Rig at 30, 45 Pea-, 2300 F (Ganitrenar Conditirins

I-AtI 141 XXX I

CONFIDENTIAL
-r Y WOTNLY A,•¢AVI CONPIDENTIAL PWA-2600

LIST OF ILLUSTRATICNS (Cont'd)

Item 5 (Cont'd)

Figure
No.

5-26 Schrmatic of Pierced Sheet Vane- 'I ,-uted in High Pressuresi

Cascade Rig
5-27 Segyrrents Used in Assembly of Wafer Vaie #3
6-28x Sngmentim Used In Assembly of Wafer Vane #4
5-Z9 Pressure Profile Data Derived from Testsi
5-30 Metal Temperatures Mearsured on Showerhead Vane in Ifigh
Preanurt Cascade Rig. Main Gaftreanm Temp 4300" F
5-11 Metal Temrperaturea Measured on Pedcetal Trailing Edge
Vane in High Presnure Caticade Rig. Main Stre-.m Temp.
2300* r - All Cases
5-32 Metal Temperatures Measured on Wafer #1 Vane in High
Pressure Cascade Rig. Main Stream Temp. 2300'F-
All Cases
5-33 Mntal Temperatures Measured ou Wafer #Z7 Vane in H-ig;h
Premmurr Caacade Rig, Mainstream T1emp. 2300"Y. -
All Cases
5-34 Metal Temperatures Measured on Wafer Vane #3, Main-
stream Temp. 23000F
5-3! Metal Tempetratures Measured on Wafer /,I. Mainstream
Temp. Z300"F
5,.36 Metal Temperatures Measured on Wafer 1/4. Mainstrearn
Temp. 2300"F
b-37 Metal Temperatures Measured on Wafer #4. Mainstream
Temp. Z300F
5-38 Front View of Choked CaRcadio - 'her!rnn Shock Rig S
5-39 Schematic Diagram of Choked Cascade Thermal Shock Rig
5-40 Side View of Test Installation for High Temp. Turbine
Developmrent Engine Showing Hleated bilet
5-41 Schematic Diagram of High Temp. Turbine Development
Engine Installation
ý-41 J'rI12 Engine Used to Supply Blade and Vane Cooling Air to
High Temp Turbine Development Test Engine
5-43 Over'ill 'View of 1-igh Temp. Turbine Development Enigine
Toue ibstnllaiilon {
53-44 Film Coolrd 'Iurbinc Dlade with Three Rows of . 013',
Diameter Holes at 90' to L. E.

,AOF 14-, xxxii

CONFIoDENTIAL
 PRATT WHITNEY AIRCRAFT CONPIDENTIAL PWA- 2600

LIST OF ILLUSTRATIONS (Cont'd)

Item 5 (Cont'd)

Figure
No.

5-45 Film Cooled Turbine Blade with Three Rows of . 013"

Diameter Holes at 30' to L. E.
5-46 Film Cooled Turbine Blade with Three Rows of . 008
Diameter Hole at 90' to L. E.
5-47 Film Cooled Turbine Blade with Five Rows of . 008 Diameter
Holes at 900 to L. E.
5-48 Film Cooled Turbine Blade with Five Rows of . 008 Diameter
Holes at 300 to L. E.
5-49 Film Cooled Turbine Blade with Single Row of . 030 Diameter
Holes at 300 to L. E.
5-50 Film Cooled Turbine Blade with Three Rows of . 030
Diameter Hole at 30° to L. E.
5-51 Cutaway Sections of Convectively-Cooled Blades Showing
Configuration of Cooling Passages Showing Left to Right -
0Z0 Sawtooth Blades, . 030" Sawtooth Blade, Ribbed Core
Blade, and Eleven Hole Blade
5-52 Instrumented Turbine Vane with Shielded Thermocouples
Installed on Leading Edge
5-53 Instrumented Turbine Vane with Mid Chord Leading and
Trailing Edge Thermocouples for Measuring Metal Temp.
5-54 Typical Temperature Readings Recorded on Convectively
Cooled Sawtooth Blade During Cyclic Endurance Test
5-55 Typical Temperature Readings Recorded on Film Cooled
Blade During Cyclic Endurance Test
5-56 Blade Growth Measuremnct Recorded During 200 Hour
Steady State Enducance Test at Z300' F Turbine Inlet
femperaturo and 12000F Cooling Air Temperature
5-57 PWA 663 PRbbed Core Blade with Stress Rupture Cracks
,uilowing 150 Hours of Steady State Endurance Testing
at Z3000F T. I. T.
5-58 Cascade Rig Used for Vane Performance Testing
5-59 Close Up View of Vane Cascade Test Section
5-60 Schematic Diagram of Film Cooled Vane Performance
j Cascade Rig
5-61 Basis Vane Used for Evaluating Performance of Film Cooled
Vanes
3 5-6- Front View of Vane Pack Showing Prenssre Surface Cooling
Air Slots

PAGE NO XXXiii

CONPIDENTIAL
PRATT W
'HITNEY' AIRCRAFT
CONPmIDKENTIAL74
COFDNILPWA-260 I
LIST OF ILLUSTRATIONS (Cont'd)

Item 5 (Centd) A

Figure
No.
1

5-63 Rear View of Vane Pack Showing Pressure Surface Cooling

Air Slots
5-64 Cross-Section of Vanes with Leading Edge Holes Only Open
Used in Vane Performance Tests
5-65 Schematic of Film Cooled Turbine Blade Performance Rig
Installation
5-66 Schemnatic of Turbine Performance Rig Test Section Showing
Path of Main Gastream, Cooling and Leakage Air A
5-67 Schematic of Turbine Performance Rig Instrumentation
5-68 Overa)l View of Turbine Blade Performance Rig
5-69 Cross-Section of Ynitial Blades Tested I>Dring Phase I-B
Performance Tests
5-70 Typical Blade with Leading Edge Slots and Holes Near
Trailing Edge on Suction Surface Tested in Performance
Rig. Holes on Pressure Surface Near T. E. are Plugged
5-71 Typical Blade with Holes Near Trailing Edge on Suction
Surface Tested in Performance Rig. Holes on Pressure
Surface Near T. E. are Plugged
5-72 Typical Blade with Holes Near Trailing Edge on Pressure
Surface Tested in Performance Rig. Holes on Suction
Surfaze Near T. E. are Plugged
5-73 Typical Blade with Leading Edge Slots only Open Tested in
Pernormance Rig. Holes on Both Sides Near T. E. are
Plugged
5-74 CrosE,-Section of Blade with Suction and Pressure Surfare
Slots at Leading and Trailing Edge
5-75 Typical Blade with Suction and Pressure Surface Slots at
.beading and Trailing Edges
5-76 Change in Turbine Efficiency Due to Leakage Only
5-77 Change in Turbine Efficiency with Various Blade Coolinga
Schemes as a Function of Cooling Flow A
5-78 !-ffect of Cooling Hole Area on Cooling Air Flow and Pressure
5-79 Creep Machine Used For Cyclic Stress Rupth e Tests
5-80 Cyclic Stress Rupture Specimen
5-81 Cyclic Stress Rupture Data on PWA 663, PWA 659, and
PWA 657 Alloys t
5-82 Low Cycle Fatigue Specimen

PAGE NO. XXXiV

CONFIDENTIAL........ ............ ,.:."...:

 I~~Aii A ~ CONPIDENTIALPW-20

LIiST OF ILLUJSTRATIONS (Gont'd)

Item 5~ (r~ont'd)

No..

11- C-imiiptirimont of LC:F- Strength of Sm-ooth and Notched. Cast

1410ko1 Unmun Alloy. at 14000 Y
~vFP1 Low Cyca Tiatijgun Toot Data
Croop And Room Tanomprrture Tt'amlle Properties fur
Api-Gnaot PWA t67 Alloy
Urocip ltiipturo PJropo.rfi~~a of Cast 1PWA 65~8 Nickel Base
Alloy - PW A 47 Cuntnrl tnd Aged at 1600'r-
0"Ii
I Mrpp Vornuoi iii to Produce One Percent Creep for
IWA 6514 LJuCon~td and Aged at 1600'r,(12)
11-14 lhiza~a Varssum lltpturcn Life for FWA 658 Jo Coated and
AgaidJAt 1600"Y(1Z)
4-149 Ginbinad Stras#-i1'aiguig Propartioa of PWA 659 and
P-WA 4663 Alloya at 1700"F
111-11) Moudttind Cloodinim Diagram for Smooth PWA 663 Alloy
Tu'aka-d bt 17700"F
I ~irain Cycle lJntn oin PW'A 657, 1VWA 65~9 art'd PW''A 663

11-1 leIttlulancy of ffimill, $caili Duct H-e~aer Bi~g

(~ (It
fCtjld FlwPomile O 0 IU71hrJddCv:SS-
a0)0
lo1t VJim igjqoldi-~dj with l 'riniary anid Secondary Spraybarui

f 1

10-6
Ifiiarit~itic W)1~rairi of' Crtoai
j/..I10-1 by 16-1.111 chlu~tRi
1jjilIl~iki
Jitt Flarneholdoa, Winalhid in

CAimruclI,orj ct ice of ZO -Joula And~ 4-Joule Spa rk

I' / '2t~~it 21'LA~:atltIIof Prli,,a rý, 511rhyl~iR og

On rh o u

6 It F~r of Iy-u'i lt ty Siprayi'lrtJl Mia~riw

4 1 1
ha-t'iolar F ula Lnfaitluio l'attprzis
10t CDIAI tII IsoI
IO i'EfIic-I I Iav V (.Itaiiing,,c MIt f-ve 1 21 See, onhd.i Y- V,'I e

~.xxxv
PRATT & WHITNEY AIRCRAFT CONFIDENTIAL PWA-2600

LIST OF ILLUSTRATIONS (Cont'd)

Item 6 (Cont'd)

FigureI
No. .

6-11 Combustion Efficiency Obtained with the Addition of

Secondary Fuel in Region of Primary System and Uniform
Flameholder Coverage
6-12 Effect of Fuel Mixing Length on Combustion Efficiency
6-13 Effect of Splash Plate Gap Width on Combustion Efficiency
6-14 Effect of Combustion Chamber Length on Combustion
Efficiency
6-15 Effect of Bleed Flow Varied by Changing the Pressure Ratio
on Combustion Efficiency
6-16 Effect of Bleed Flow Varied by Changing Hole Size on
Combustion Efficiency
6-17 Single-Bar Jet Flameholder Perpendicular to Conventional
Vee Gutter
6-18 Perfor' ance of Single-Bar Jet Flameholder with and without
Perp,.ndicular Vee Gutter u
6-19 Porous Cooling Liner Constructed of 0, 120, and 230 SCFM5 i
N-155 Material and Installed in 12-Inch by 16-Inch Rig
6-z0 Combustion System Used for Testing Porous Cooling Liner
6-21 Water Table Used to Determine Jet Flameholder Flow
6-22 Water Table Stream Lines Around Flameholders
6-23 Effect of Trailing Edge Geometry on Combustion Efficiency
6-24 Model E Ram Induction D>act Burner
6-25 Blow-Out Characteristics of Model E Ram Induction Duct
Burner
6-26 Effect of Mach Number on Blow-Out Characteristics of
Model E Ram Induction Duct Burner
6-27 Model D Ram Induction Duct Burner
6-Z8 Blow-Out Characteristics of Model D Ram Induction DuctI
Burner
6-z9 Combustion Efficiency of Rarn Induction Duct Burners
6-30 Cross-Jet Flameho!der Tested in Full-Scale Duct Heater Rig
6-31 Full-Scale Duct Heater Rig Test Results with Primary Fuel
Injection
6-32 Full-Scale Duct Heater Rig Test Results with Primary and
Secondary Fuel Injection
6-33 Cold Pressure Loss of Full-Scale Duct Heater Rig
6-34 Effect of Bleed Flow on Efficiency of Full-Scale Duct Heater
Rig

FA& NO. XXXVi

LCONFIDENTIAL ....

%
 IS 4

j PRATT & WHITNEY AIRCRAFT CONPIDENTIAL PWA- 2600

I LIST OF ILLUSTRATIONS (Cont'd)

I Iter-, 6 (Cont'd)

I Figure
No.

6-35 Duct Heater Test Results Obtained with Full-Scale and

Small-Scale Rigs
6-36 Full-Scale Duct Heater Rig
6-37 Full-Scale Duct Heater Rig Inlet Diffuser Assembly
6-38 Full-Scale Duct Heater Rig Showing Jet Flameholder
6-39 Jet Flameholder and Spray Rings in Full-Scale Duct Heater

I Rig

.tern 7

7-1 STF-219 Engine Operating Conditions Used for Exhaust

Nozzle Models
7-2 Co-Annular Blow-In-Doo.c Ejector
7-3 Effect of Internal Shroud Geometry at Supersonic Cruise
7-4 Effect of Internal Shroud Geometry at Sea Level Static with
Maximum Duct Heat
7-5 Typical Effects cf Shroud Spacing Ratio for Subsonic Conditions
7-6 Effect of Internal Shroud Geometry at Subsonic Cruise
(Mach 0. 9)
7-7 Effect of Blocking Two of Twelve Blow-Ia-Doors
7-8 Effect of Internal Shroud Geometry ac Transonic Acceleration
(Mach 1. 2)
7-9 Scale Model STFZ19 Blow-In-Door Ejector Performance
7-10 Schematic Thrust Reverser
7-11 Thrust Reverser Blow-in-Door Blockage
7-12 Effect of Blow-in-Door Blockage
7-13 Effect of Reverser Bleed Flow
7-14 Typical Effect of Flight Mach Number with Four Doors
Blocked
7-15 Typical Effect of Flight Mach Number with Five Doors
Blocked
7-16 Influence :f Trailing Edge Flap Position on Mach Number
I 7with Spoiled Flow
7-17 Effect of Trailing Edge Flap Position or: Mach Number for
z0% and 30% Bleed
7-18 Simulated Free Flap Nozzle Performance

Ii |PAGE NO. XXXVUi

CONPIDENTIAL ....................

tI
PF1ATT A WIiTrJEVAIRCRAFT CONPIDINTIAL PWA- 2600

LIST OF ILLUSTRATIONS (Cont'd)

Item 8

Figure No.

8-1 Airplane Engine Noise Power (Watts) Generated at Maximum

Static Thrust
3-2 Lockheed Two-Dimensional Inlet
8-3 Boeing Axisyrnmetric Inlet with Partially Expanded Center-
body
8-4 Results ot Noise Tests
8-5 Effect of Duct Flow Mach Number on Inlet Noise for
Axisymmetric Ducts
8-6 Inlet Noise and Throat Mach Number as a Function of Duct
Airflow
8-7 Effect of Duct Flow Mach Number on Inlet Noise for Two-
Dimensional Inlets *.

8-8 Effect of Feltmetal Acoustic Lining Length on Inlet Noise

Reduction
8-9 Effect of Inlet Duct Airflow Mach Number on the Acoustic
Effectiveness of Feltmetal Duct Lining
8-10 Comparison of Inlet Noise Spectra for Feltmetal Liners and
Solid-Walled Liners
8-11 Noise Attenuation vs. Frequency for a Feltmetal Lined Inlet
Duct
8-12 Reverberation Chamber Test Facility
8-13 Fan Discharge Duct Model for Testing Sound Absorption
Materials
8-14 Specifications for Noise Attenuation Treatments Tested in
Fan Discharge Duct Model
8-15 Insertion Loss with Fan Duct Treatments A, B and C
8-16 Insertion Loss with Fan Duct Treatments C, D anC.E
8-17 Overall Diagram of Anechoic Chamber Test Facility
8-18 Blow-In-Door Ejector Nozzle Models for Noise Tests without
Duct Heating
8-19 Blow-In-Door Ejector Nozzle Models for Noise Tests with
Duct HeatingI
8-20 Scalloped Primary Nozzle
8-21 Scalloped Primary Nozzle and Duct Nozzle Assembly
8-22 Tantalum Alloy Turbojet Nozzle Model 3
8-23 Turbojet Nozzle Model with Water-Cooled Jacket Simulating
Blow-In Doors
8-24 Turbojet Nozzle with Model of Ejector Used on YF-lZA
Airc raft

PAGE NO. xxxviii

CONFIDENTIALI
 PRATT & WHITNEY AIRCRAFT CONFIDENTIAL PWA- 2600

LIST OF ILLUSTRATIONS (Cont'd)

Item 8 (Cont'd)

Figure
No.

8-25 Test Stand Installation of Turbojet Nozzle with Model of

Ejector Used on YF-lZA Aircraft
8-26 Test Stand Installation of Turbojet Nozzle with Ejector
Geometrically Similar to STF219 But Scaled to the Turbo-
Jet Model
8-27 Water-Cooled Channel Ejectors
8-28 STF219 Tantalum-Alloy Primary Nozzle Model
8-Z9 STF219 Tantalum-Alloy Duct Nozzle Model
8-30 STFZl9 Nozzle Model with Water Jacket Simulating Blow-In
Doors
8-31 STFZl9 Nozzle Model Assembly with Ejector
8-32 Model Turbofan Nozzle Noise Test Results without Duct
Heating for Configurations (1, 6, 0) and (1, 6, 1)
8-33 Model Turbofan Nozzle Noise Test Results without Duct
Heating for Configurations (1, 6, 1), (1, 6, 3) and (1, 6, 4)
8-34 Model Turbofan Nozzle Noise Test Results without Duct
Heating for Configurations (1, 6, 1), (1, 6, 5) and (1, 6, 6)
8-35 Model Turbofan Nozzle Noise Test Results without Duct
Heating for Configurations (3, 5, 0) and (3, 5, 1)
8-36 Model Turbofan Nozzle Noise Test Results without Duct
Heating for Configurations (1, 6, 0) and (3, 5, 0)
8-37 Model Turbofan Nozzle Noiser Test Results without Duct
Heating for Configurations (1, 6, 1) and (3, 5, 1)
8-38 Model Turbojet Nozzle Noise Test Results for Configurations
[ 8-39
(8, 0, 0), (8, 0, 7) and (8, 0, 8)
Model Turbofan Nozzle Noise Test Results with Duct Heating
for Configurations (2, 3, 0) and (2, 3, 1)
8-40 Model Turbofan Nozzle Noise Test Results with Duct Heating
for Configurations ( 2, 3, 0) , ( 2, 3, 3) and ( 2, 3, 4)
8-41 Model Turbofan Nozzle Noise Test Results with Duct Heating
for Configurations ( 2, 3, 1) , ( 2, 3, 3) and ( 2, 3, 4)
8-42 J 57 Afterburning Engine Used for Baseline Tests
8-43 Results of J 57 Afterburning Engine Noise Tests; Baseline
Versus Predicted Noise Levels
8-44 Full-Scale J57 Afterburning Engine with Basic STFZi9-
Type Blow-In-Door Ejector
8-45 Results of Full-Scale Blow-In-Door Ejector Noise Tests;
Basic STF219-Type Ejector

PAOQ NO. XXXiX

CONFIDENTIAL ='.T•.
,',lb
 CO NPi,|'IniNNTIAtL
PRATT 4, WHITNEY AIRCRAFT PWA- 2600

LIST OF ILLUSTRATIONS (Cont'd)

Item 8 (Cont'd)

Figure
No.

8-46 Full-Scale Blow-In-Door Ejector ,vith Air-Scoops in Ejector

Shroud
8-47 Results of Full-Scale Blow-In-Door Ejector Noise Tests;
Air-Scoops 5n Ejector Shroud
8-48 Full-Scale Blow-In-Door Ejector with Mixers Fully Extendet
8-49 Results of Full-Scale Blow-In-Door Ejector Noise Tests;
Ejector with Mixers Extended
8-50 Full-Scale Blow-In-Door Ejector Relocated Eight Inches
Forward
8-51 Results of Full-Scale Blow-In-Door Ejector Noise Tests;
Ejector Relocated Eight Inches Forward I1
8-52 Results of Full-Scale Blow-In-Door Ejector Noise Tests;
Ejector Relocated Five Inches Forward
8-53 Results of Full-Scale Blow-In-Door Ejector NoiseTests;
Ejector with One-Half Blockage or Blow-In-Door Area
8-54 Full-Scale Blow-In-Door Ejector with One-Quarter Blockage
of Blow-In-Door Area
IA
8-55

8-56
Results of Full-Scale Blow-In-Door Ejector Noise Tests;
Ejector with One-Quarter Blockage of Blow-In-Door Area
J57-P-55 Engine Performance Parameters
3
8-57 Full-Scale Blow-In-Door Ejector Noise Tests; Typical
Exhaust Noise Spectra at Maximum A/B Power
8-58 Blow-In-Door Airflow as a Function of Engine Thrust
8-59 gffect of Blow-In-Door Ejector on Near-Field Noise
8-60 Aerial View of Bradley Field Full-Scale Engine Noise Test
Facility
8-61 Microphone Locations at Bradley Field Full-Scale Engine
Noise Test Facility
8-62 Sound Recording Consoi.e at Bradley Field Full-Scale Engine
Noise Test Facility
8-63 Automatic Sound Spectrum AnpIyzer
8-64 Primary Acoustic Calibration Equipment
8-65 Suppression of Take-Off Noise by Blow-In-Door Ejector;
YF-l 'A Fly-Over Measurements
8-66 "Flapped" Nozzle and Ejector Assembly Tested by NACA
8=67 Cornpari ;on of 1500-Foot Sideline Noise From SST Engines
8-68 Maximum Power Take-Off Noise From SST Airplanes at the
Three-Mile Point Before Power Cut-Back

PAGE NO. xl

L -

C01t-FIDENTIAL

%4
PRATT & WHITNEY AIRCRAFT CONFIDENTIAL PWA-2600

LIST OF ILLUSTRATIONS (Cont'd)

Item 8 (Cont t d)

Figure

No.

8-69 Reduced Power Take-Off Noise From SST Airplanes at the

Three-Mile Point Before Power Cut-Back
8-70 Gurnparison of Take-Off Noise From SST Airplanes and
Subsonic Jets at the Three-Mile Point After Power
Cut- Back
8-71 SST ia:Ading Apnroach Noise Levels by SAE-A-21 Calculation
Proced,'re for 327 Feet Altitude
8-72 Comparison of SST Take-Off and Approach Noise Levels

Item 9

9-1 Airflow Balance Downstream of Shock - Air-raft Inlet

Program
9-2 Calculation of Shock Position - Aircraft inlet Program
9-3 Calculation of Subsonic Mach Number After Shock - Aircraft
Inlet Program
9-4 Calculation of Total Pressure Losses and Bypass Area
Control - Aircraft Inlet Program
9-5 Block Diagram of Boeing Inlet Shock Position Control
9-6 Block Diagram of Lockheed Approach Control Study
9-7 STFZL9 SST Engine Operation with Approach Control
9-8 STF219 SST Engine Approach Control
9-9 Estimated eTa Biasing of Zone I Minimum Fuel Plow Ratio
9-10 Estimated 6 T2 Biasing of Zone I Maximum Fuel Ratio
9-11 Estimated (T2 Biasing of Zoaie II Fuel Flow Ratio
9-12 Estimated Fuel Flow Requirements for the Duct Burner
9-13 Estimated 9 T2 and 6 T2 Biasing of N2 for Maximum Rated
and Cruise Power
9-14 Estimated Control of Tt5 During Aircraft Acceleration
9-15 Percent Thrust Deviation From Desired Normal Rated Value
vs. Altitude at Mn =0
9-16 Percent Thrust Deviation From Desired Normal Rated Value
vs. Altitude at Mn =0.3
9-17 Percent Thrust Deviation From Desired Normal Rated Value
vs. Altitude at Mn =0.6
9-18 Descriptive Explanation of Flat Rating Control During Part
Power

PAG_ NO. xli

ILI CONFIDENTIAL ":::,°:.''..'v;.:;,;;":

PRATT S WHITNEY AIRCRAFT CONPIDENTIAL PWA- 2600

LIST OF ILLUSTRATIONS (Cont'd)

Item 9 (Cont'd)

Figure 1
No.

9-19 'ST Low Tension Spiral Wrapped Cooled Exciter I

9-20 iST Peripherally Cooled Exciter
9-21 SST Hiih Tension Spiral Wrapped Cooled Exciter

Item 10

10-1 Weibull Distribution of Test Data From M-50 CVM Ball

Bearing (125 MM Bore)
10-2 Weibull Distribution of Test Data From M-50 CVM Ball
Bearing (125 MM Bore)
10-3 Weibull Distribution of Test Data From M-50 CVM Ball
Bearing (178 MM Bore) j
10-4 View of 125 MM Bore M-50 CVM Bearing After 150-Hour
Endurance Using PWA-524 Oil at 500 6 F For Cooling
10-5 Speed Vs. Temperature Effects with Various Cage Plating
In Three 178 MM Bore Bearings
I
10-6 Speed Vs. Temperature Effects with Various Cage Plating

10-7
In Three 178 MM Bore Bearings
Load Vs. Temperature Effects With Various Cage Plating
I
In Three 178 MM Bore Bearings
10-8 Oil Flow Vs. Temperature Effects With Three 178 MM Bore I
Bearings Containinv Different Caue Platina Under Two
Load Conditions
10-9 Load, Speed and Oil. Flow Vs. Temperature Effects With
Fafnir 125 MM Bore Bearings
I
10-10 Loads Speed and Oil Flow Bs. Temperature Effects With
SKIF 125 MM Bore Bearings
10-11 View of 178 MM Bore M-50 CVM Ball Bearing Tested in
PWA-524 Oil at 5000F
10-12 Cage From 178 MM Bore M-50 CVM Ball Bearing Tested In
PWA-524 Oil at 500 0 P
10-13 Ball-Fatigue Test Rig Including (A) Lower Race, (B) Upper
Race in Up Position, and (C) Cage Holder
10-14 Schemaýtic of Ball-Fatigue Test Rig
10-15 Half-Inch Diameter M-50 CVM Material Test Balls Showing
'iypical Spall Failure Obtained in Ball-Fatigue Test Rig

"PAGE
NO. xlii I

CONIDENTIAL.... i
I,
r4

PRATT & wHITTNEY AIRCRAFT CONPODENTIAL PWA-2600

LIST OF ILLUSTRATIONS (Cont'd)

Item 10 (Cont'd)

Figure
No.

10-16 Weibull Distribution of Test Data From M-50 CVM Balls In

Humble WS-5251 Oil
10-17 Weibuli Distribution of Teat Data From M-50 CVM Balls In
PWA-524R Oil
10-18 Weibull Distribution of Test Data From M-50 CVM Balls In
Humble 4040E 0:1
10-19 Weibull Distribution of Test Data From M-50 CVM Balls In
Humble 4040 Oil
10-20 Weibull Distribution of Test Data From M-50 CVM Balls In
Cellutherrn 2712C Oil
10-21 Weibull Distribution of Test Data From AISI 52)00 CVM j
Balls in Cellutherm 2712C Oil
10-zz W.ibul]. Distribution of Test Data From AISI 52100 CVM
Balls In MIL-L-7808D (PWA 521A) Oil
10-23 Diagram of Experimental Oil Pump Featuring Roller Bearings
10-24 Oil Jet Test Configuration Showing (A) Pressure Taps (B)
SInlet Jet, (C) O-Ring Seal, and (D) Orifice 4
10-25 Oil Jet Test Rig Showing (A) Scale for Flow Measurement,
(B) Pressure Drop Gauge, (C) Pressure Gauge (D) Accumu-
lator (E) Pump, (F) Motor, (G) Temperature Meter, (H)
Oil Tank, (I) Shield and (J) Oil Jet
10-26 Component Parts of Oil Seal Testing Rig Including (A) Front
Cover, (B) Rig Bearing, (C) Hub, (D) Oil Jet to Seal Plate,
(El~ fpal * e 1... -4..
401R ,~-1 and. (F)~ CIaft

10-Z7 Face Seal High-Temperature Test Rig Installation

10-28 CDJ-83 Material Carbon Run for 57. 5 Hours at 40 PSI, 400*F,
and 12,500 RPM
10-Z9 Dry-Face Seal Plate Run for 57.5 Hours at 40 PSI, 400*F
and 12, 500 RPM
10-30 Time Vs. Leakage Effects with a PO3XHT Carbon (. 2001tLIP)
and Wet-Face Plate Combination
10-31 Time Vs. Leakage Effects with a CDJ-83 Carbon (. 150 LIP)
and Wet-Face Plate Combination
10-32 Time Vs. Leakage Effects with a PO3XHT Carbon (. 200 LIP)
and Wet-Face Plate Combination
10-33 Time Vs. Leakage Effects with a CDJ-83 Carbon (. 150 LIP)
and Wet-Face Piate Combination

PAOE NO. xliii

R : .a-..-.. - . .. ,
 PRATT A WI-,TNEY AICRAFT CONFIDENTIAL PWA- 2600

LIST OF ILLUSTRATIONS (Cont'd)

Item 10 (Cont'd)

Figure
No.

10-34 Wet-.Face Seal Plate Run for 45.5 Hours at 50 PSI, 400*F
and 12,500 RPM
10 -.35 Time Vs. Leakage Effect with a CDJ-83 (. 150 LIP) Carbon
Seal and Wet-. Face Seal Plate Combination at Varied
Pressures
10-36 Wet-Face Seal Plate Run for 89. 75 Hours at 10-50 PSI, 400'F
and 12,500 RPM.
10-37 Tine Vs. Le•' •age Effect with a CDJ-83 (. 150 LIP) Carbon
Seal and Wet-Face Plate Combination
10- 38 Time Vs. Leakage Effect with a CDJ-8 (75% Unbalance)
Carbon Seal and Wet Face Plate Combination
10-39 Time Vs. Leakage Effect with a CDJ-83 (55% Unbalance)
Carbon Seal and Wet-Face Seal Plate Combination
10-40 Wet-Face Seal Plate Run For IZ9 Hours at 10-50 PSI, 400"F,
and 12, 500 RPM
f
10-41 Time Vs. Leakage Effects with a CDJ-83 (.250 LIP) Carbon

10-42
Seal and Wet-Face Plate Combination
Time Vs. Leakage Effects with a CDJ-83 (. 150 LIP) Carbon
Seal and Wet-Face Plate Combination
I
10-43 Time Vs. Leakage Effect with a CDJ-83 (.200 LIP) Carbon
Seal and Wet-Face Plate Combination
10-44 Radial Groove-Type Ring Seal Layout
10-45 Ring Se d Test Shaft and Details. Including (1) Seal Plate,
(Z) 'lest Carbon Ring Seal, (3) Spacer, (4) Back-Up Plate,

10-46
and (5) Spacer
Ring Seal Test Shaft Assembled, Showing (1) Back-Up Plate,
3
(2)Test Carbon Ring Seal, and (3) Seal Plate
10-47 Schematic Diagram of Seal Material Evaluation Rig
10-48 Seal Material Test Rig Installation Showing (A) Hot Air Supply
Line, (B) Rig Breather Line, (C) Breather Settlement
Tank, (D) Bleed Control Valve, (E) Bearing Oil Lines, and
(F) Seal Air Temperature Probe
10-49 Seal Material Test Rig Installation Showing (A) Front Breather
Thermocouple, (B) Rear Breather Thermocouple, (C)
Front Breather Pressure, (D) Rear Breather Pressure,
(E) Front Seal Oil, (F) Rear Seal Oil, (G) Seal Air Pressure,
and (H) Oil Drains

PA P40o xliv. .

C0Nrý k T4A L .. ... ..

,Il l l l l l l l l ll l l l l l l l l l
 CONFIDEINTIAL PWA- 2600

- LIST OF ILLUSTRATIONS (Cont'd)

Item 10 (Cont'd)
Figure
No.

S 10-50 Ring Seal Rig Including (1) Air Heaters, (2) High 1- 2resnure
Air Lines, (3) Stand Breather Line, (4) Thermocouple
Conduit, (5) Rig Breather, (6) Drive Motors (Three 14 OP),
(7) Gearbox Oil Drain, (8) Two-Speed Gearboxes, (9) Rig
Drain, (10) Rig Oil Supply Manifold
10-51 Rig Test Control Stand Including (1) Air Heater, (2) Fire
Control, (3) Power Station tc Control Heater, (4) Lewis
Switch, (5) Potentiometer, (6) Pressure Gauges, (7) Roto-
meters, (8) Pressure Gages, (9) Heater Temperature
Controls
10-52 Air Pressure Vs. Wear Rate of a CDJ-83 Carbon-Stellite 6B
Plate Combination at 500"F
10-53 Air Pressure Vs. Wear Rate with a P-2239 Carbon-Stellite
6B Plate Combination at 500*F
10-54 Air Pressure Vs. Wear Rate of a P-2239 Carbon-Stellite 6B
Plate Combination at 1000°F
10-55 Air Pressure Vs. 'Wear Rate of a Speer 9341 Carbon-Stellite
6K Plate Combination at 5000F
10-56 Air Pressure Vs. Wear Rate of a Speer 9341 Carbon-Stellite
6K Plate Combination at 1000PF
10-57 Air Pressure Vs. Wear Rate of a Speer 9341 Carbon-Stellite I
6B Plate Combination at 1000 0 F
10-58 Air Pressure Vs. Wear Rate of a ,)eer 9341 Carbon-Stellite
6B Plate Combination at 500 0 F
A.0,-:.) Air Pressure Vs. Wear Rate of a PO3XHT Carbon-Linde
LCIC Plate Combination at 1000I F
10-60 Air Pressure Vs. Wear Rate of a PO3XHT Carbon-Linde
LCIC Plate Combination at 500'F
10-61 Air Pressure 7s. Wear Rate of a PO3XHT Carbon-Chrome-
Plate AMS 6323 Plate Combination at 500"F
j 10-62 Air Pressure Vs. Wear Rate of a PO3XHT Carbon-Chrome-
Plated AMS 6323 Plate Combination at 10009F
10-63 Air Pressure Vs. Wear Rate of a PO3XHT Carbon-Stellite
6B Plate Combination at 500OF
10-64 Air Pressure Vs. Wear Rate of a PO3XHT Carbon-Stellite
6B Plate Combination at 10000F
10-65 Air Pressure Vs. Wear Rate of a B-2936 Carbon-Steilite 6K
Plate Combination at 500.F
j
PAGF NO. XlV

CONPIDENTIAL ......

' I
 A

PRATT & WHITNEY AIRCRAFT CONFIDENTIAL PWA- Z600

LIST OF ILLUSTRATIONS (Cont'd)

Item 10 (Cont'd)

Figure
No.

10-66 Air Pressure Vs. Wear Rate of a B-2936 and CDJ-83

Carbon-Stellite 6K Plate Combination at 1000"F
10-67 Air Pressure Vs. Wear Rate of a B-2936 and CDJ-83
Carbon-Stellite 6K Plate Combination at 500*F I
10-68 Air Pressure Vs. Wear Rate of a USG 2800 Carbon-Stellite
6K Plate Combination at 500°F
10-69 Air Pressure Vs. Wear Rate of USG 2800 Carbon-Stellite 6K
Plate Combination at 1000°F
10-70 Air Pressure Vs. Wear Rate of a USG Z803 Carbon-Stellite
6K Plate Combination at 1000*F
10-71 Air Pressure Vs. Wear Rate of USG 2803 Carbon-Stellite 6K
Plate Combination at 500'F
10-72 Air Pressure Vs. Wear Rate of a USG 2777 Carbon-Linde
LCIC Plate Combination at 500*F
10-73 Air Pressure Vs. Wear Rate of a USC 2777 Carbon-Linde
LCIC Plate Combination at 1000*F
10-74 Air Pressure Vs. Wear Rate of a CDJ-83 Carbon-Brush
NiBe Plate Combination at 500°F
10-75 Air Pressure Vs. Wear Rate of a CDJ-83 Carbon-Brush
NiBe Plate Combination at 1000*F
10-76 Air Pressure Vs. Wear Rate of a CDJ-83 Carbon-Brush
NiBe Plate Combination at 1000*F
10-77 Air Pr. V. Wear
.ure -Rate of a C•Dj=83 Carbo- .ru.h
NiBe Plate Combination at 1200°F
10-78 Air Pressure Vs. Wear Rate of a CDJ-83 Carbon-Clevite
300 Plate Combination at 500°F
10-79 Air Pressure Vs. Wear Rate of a CDJ-83 Caz-bon-Clevite
300 Plate Combination at 1000*F
10-80 Air Pressure Vs. Wear Rate of a CDJ-83 Carbon-Haynes
No. 25 Plate Combination at 1000°F
10-81 Air Pressure Vs. Wear Rate of a CDJ-83 Carbon-Haynes
No. 25 Plate Combination at 500°F
I
!I
PAGE NO. xIvi

CONFIDENTIAL-. . . .
 I;I. ~~ ,,* ~ ~,~
P8UNlALPWA - 2600

14-Wr
OF 7.1MTIIN
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Aiminr W ooJse, to t1r.tirm1iriv Thirisipiuld F'allu~rp TIpiytilrti-

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fa I i ll, rdIil #T tfl

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A I
PRATTT WHrITNEV AIRCAFT CONMPREN'IAL PWA-2600

LIST OF ILLUSTRATIONS (Cont'd)

Item 13

Figure
No,

13-1 Typical Boeing SST InIct Model Distortion Plots

13-2 Radial Total Pressure Profiles for Boeing SST Inlet
1H-3 Dittortion Versus Percent Bypass Door Opening and Percent
Supercritical Operation for the Boeing SST Inlet

Item 14

14-1 Grain Structure of IMI 679 Titanium Alloy

14-? 'rime to Creep 0. 1% for IMI 679 Titanium B3ase Alloy
Compared to PWA IZ0 and PWA lZ03
14-3 T'enile Properties of IMI 679 Titanium Base Alloy
Compared to PWA 1202 and PWA 1/-03
14-.14 tremn Required to Prodoe NaCL S'Lit, StreCss-Corrosion
Cracking In 100 Hour0j for IMI 679 Titanium Bape Alloy
141-5 Struem Required to Produce NaCL Salt. Stres-CorrosIt,n
C' raldng In 300 llourm Lor IM! 679 TitaniltmlIase All y
11-(6 Goodmtan Diagramo of F'ntiguc Lif( for IMI 679 Titanium
l3aie Alloy lqotcied ,pl-ctrnenu. "'f t "'emptratirc
70'V"
14-7 Fracturt 'Joug',ium. of IMI 679 Titanium Rante Alloy -
Prac rAckod Notched (Iharpy Impact Specimvenii
It.
,I1. enilla Properthivi of PWA 1007 Nickvi Mine AIlr., DI ,

119
p.rql,. in Machdintd fir - 'repannvd lMingn
(Atruiciirv ol XGC V-6 and .- 7 Wyrnar-("orrhon Tfit I't i
from PWA 1007 Wan 1 .•,i)y 01ithk'
I
1.1-10 Stru :fur1 , i ((iNI(.- I') ant( CI)A.,-M4 1,adifth ' flit klingts
)rom I)WA 1007 Wexpaloy 1flo1h
1 I I ru~ -'1.ro of lilert X(i(C7;'-O ittd Heial X(;ICL;-? Wyllitill-(,IOtivloh
T''iac il4ntu Nuin 1JWA 1007 Wittpaloy Dinkysk
'l,|• •tl'lr t imil'¢ ol ýivl Va .(JNK ý119 mai•l Illpit C3.))A - iH Val. , ),llT'd'.n
0 4il from(r
Iu 1PW•', 10101 W Njptiia jy I010Ithk

1el .1I Ovi t'4 Tod

1 I
iiti l . IE Iv 5p
II i•'| (-Ivh~t'411 *i'dI AJI~~i)i IIr H T ltlihl.f•
I *s'! .i,

415
,I_"i', P'f II:aIgt• ¥ IA t . ..

'I
. .
 PRATT & WHITNEY AIRCRAFT coIrioUNII L PWA-2600

LIST OF ILLUSTRATIONS (Cont'd)

U

Item 14 (Cont'd)

ft Figure
No.

14-16 Ballistic Containment Test Results

14-17 Design and Weight Comparison Between the Conventional
ýolid Disk and the Diffusion-Bonded Disk
14-18 Vacuum Retort Before Furnace Cycle
14-19 Vacuum Retort After Furnace Cycle
14-20 Overall View of Vacuum Pump, Retort, ani Furnace
4 14-21 Opened Retort After Furnace Cycle Showing Bonded Disk
14-22 A 53-Inch Diameter Retort After Furnace Cycle
14-23 Test Specimen Bonding Parameters
14-24 Diffusion..Bonded Titanium (AMS-4928) Tensile rest Pieces.
Bonded at 1650F and at 235, 425, and 650 Psi for 1/2
Hour in Vacuum Furnace
14-25 Metallograpbic Photograph of Specimen No. 12 Showing
Grain Growth Across Bond Joint

Item 15

15-1 Boeing Installation - Weight Summary

15-2 Lockheed Installation - Weight Summary
15.3 Weight Breakdown for STJZZ7 Engine
1 5-4 Weight of Turbojet Engine Configurations
15-5 High-Pressure Turbine Region

I I

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61

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 CONFIDIENTIAL I
,,,,+.,'"," , w ,,'•,'r mC•,,,TPWA-2Z600 -

INTRODUCTION

The overall objectives of the program conducted under contract

FA-SS-65-18 were to continue: the design of the STF 219 duct-heating
turbofan engine, liaison with aircraft manufacturers to ensure optimum
I
engine and ejector-reverser installation, and verification of major
component performance by approximately full-scale component testing.
This program was a continuation of the contractor's design and test
effort on supersonic transport powerplants and was aimed at achieving
further advances in engine design and component state-of-the-art over
those submitted in the Phase Il-A proposal for the supersonic transport
engine.

In accordance with the requirements of contract FA-3S-65- 18, the pro-

gram was divided into 15 major fields of effort corresponding to the
tasks listed in Section B of the contract work statement. These fields
of effort included engine design in addition to research and development
on compressors, primary combustion, turbines, augmentors, inlet
and exhaust systems, noise reduction, controls an6 accessories,
bearings and seals, and fuels and lubricants. Also, investigations were
conducted on installation optimization, materials and manufacturing
techniques, and supporting design considerations such as maintainability,
reliability, and value engineering. A discussion of the work accom-
plished in each of these fields in presented in separate sections of this
report in an order corresponding to the wcrk statement items of the
contract.

II

IA
Ii
I
A

I&
 ii

II
I

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 S¢~ONFIDEiNTIiAL
PWA- Z600
I
PRATT & WiT'NEY AIRCRAFT

5 ITEM 1 - INSTALLATION COORDINATION

I OBJECTIVE

The Contractor continued to work with the

I airframe contractors to ensure )ptimum
installation arrangements for the engine and
ejector reverser in the airframe. Engine
j cycle studies were also included in thi. work.

A. INSTALLATION COORDINiTION MEETINGS

WITH AIRPLANE COMPANIES

1. INSTALLATION COORDL4ATION WITH THE BOEING AIRPLANE

COMPANY

a. Introduction

Six coordination meetings were held between the Contractor and the
Boeing Airplane Company during Phase IIB. The most significant
topics discussed in the course of these meetings are summarized below:

" Performance. IBM pe-forn-ance decks for both turbofan and

turbojet were given to Boeing. Changes were incorporated in
these programs, at Boeing's request, to enable more efficient
use to be made of their computer time.

"* Ejector concepts. Improved mechanical and aerodynamic

ejector conceptb were studied, the most recent of which is
a sliding shroud ejector (a fixed shroud ejector wag used
during Phase IHA).

I * Noise, Information was exchanged several times, and Boeing

witnessed a full-scale noise test in which a J57 afterburning
engine, ur iing a "boiler plate" SST type ejectu r, wIs VU,1.

* F:ngine-to-inlet ( oiptatibility. Various contstant[ for the

SContractor'j aria~ou computer progranm for studying engine-
go-Inlot acto ipr' 0a iloi y weV ro tlu1I lir-i to l••einsj lii hhl tli

lu l'htifiu atd to,'" -jet,fil

,'NPIP" "NTIA)
..

I ONPIICENTIAL. ........

S.... ......

•......
....., ,- I
 CONFIDENTIAL
PRATT & WHITNEY AIRCRAFT PW A- 2600

* Turbine inlet temperature. The Contractor's turbine program

was reriewed several t:mes during Phase 1IB. Data, hardware,
and fuLure planning were discussed.

* Weight. Weights were updated periodically. Weights for a

specific installation were supplied to Boeing with each ins-
tallation drawing. 1
* Engine-to-wing mating. A reduction in the base drag in the
region between the engine ard the wing at the wing trailing
edge was made. Compatibility with Boeing's latest installa- I
tion requirements was achiev id.

The above items, with the ex-,ception of e-,aine-to-wing mating, are

covered in detail elsewhere in this report. This section of the report
will, therefore, be devoted to a discussion of the engine-to-wing mating
work done during Phase 1IB.

b. Summary of Engine-to-Wing MatinWork

A reduction in base drag was at complished by changing the shape of

the ejector from round to octagonal., and by moving the ejector cant
point aft relative to its Phase IIA position.

Figure 1-1 shows a comparison between the Phase ILA and Phase IIB
configurations. Figure 1-. showi the benefits obtained by moving the
ejector cant point aft.

c. Nomt-nrlpfiif- A

The following nomenclature is used in describing the engine-to-wing

mating work.

* Equivalent diameter. An octagonal ejector is used to eliminate

base drag. As it is cumbersome to detscribc the size of an
octagon, i.e., by dimensions across flats and corners, the
terrrinology "equivalent diameter" or "equivalent round" haH
been adopted. This expression refers to thc diameter o1 a 1;
round ejector which haM the Harixi giomnetric area as t},f.
parti, ,lar octagonal ejector under discuHsion. I
;
CaiA Wsiia . Foru-
1 -[ll iiteintm and purpoHe.I, the p{on'Ii through
w 6 thl," ejrctor is canted anter'eI:[N the engin (t(.ner
rtI line I
a! . l,,,Int ,bokilt which the, Cjeci ,, is .1 brry of revo,,i• i,,1
.

S1NPINTI Ai-'i. ()I

 CONFIDENTIAL
PRATT A VHITNEYAIRCRAPI PWA-2600

I the cant point influences the following:

Ejector cant angle
Position of the ejector relative to the wing.

i d. Background

(1) Selection of Cant Point Location

For a given size engine and ejector combination, and for a given ex-
haust gas target point, it is advantageous to move the cant point aft.
As the cant point moves aft, the ejector cant angle decreases while the
ejector stays close to the trailing edge of the wing with very little in-
terruption of internal wing structure. This is illustrated in Figure 1-2
It is desirable to have a decreased cant angle because of ejector inter-
nal aerodynamic and mechanical reasons. It is also desirable to have
the ejector clo' e to the wing because of the consequent reduction in
base drag, and simpler wing mating.

In the course of studying how to obtain these desirable featttres, the

ejector was canted in three different places. In Phase IIA the ejector
I was canted at the rear mount plane. Early in Phase TIB, the cant
point was moved aft to the rear face of the turbofan primary nozzle to
determine the effect on base drag and ejector cant angle. Later in
Phase HIB, the cant point was moved slightly forward to a plane which
passes through the throat of the fan nozzle (or the afterburner nozzle
in a turbojet). I his latter position assured symmetry downstream of
I the nozzle choke point. Boeing selected this cant point as the one which
best saited their installation. In each of the foregoing cases, however,
the canting results in some non-symmetry upstream of the cant point
which will impose additional mechanical and aerodynamic complexity.

(2) Mounts, Tailflaps, and Inlet Extensions

As the installation progressed, the engine (and mounts) were movea

rearward to reduce base drag. Finally, in order to get the variable
exhaust nozzle (tailflaps) entirely out from under the wing where it
could adversly effect base drag, the ejector was positioned relative
to the wing such that the hinge point of the tailiflaps was either in line
with or aft of the wing trailing edge. Since the Boeing inlet position
was fixed relative to the wing, the engine had to fill the space. between
the ejector (as positioned by the tailflap hinge point) and the inlet. The
I horter turbofan required an extension or spacer between the engine
inlet and the Boeing inlet, see Figure -I -I The lor)g•-:r I VuIbojtj ,'With
i ull niterlltiiriC N did ,not i-qUi - ;5in inlet c'xtentioiih and, in .niic caneri
they w-rez long rnongii to ,recetnitlate- ni•v,,ig thif iilfl;ip hi;ige-point
alt of the wing tN.iling edge.

CONFIDENTIAl. T'>L .......

 CONFIDENTIAL
PRATT & WHITNEY AIRCRAFT PWA-2600

(3) Boeing's Installation Requirements

The differences between the installation drawings presented later n

this section reflect the changes in Boeing's installation requirements
as well as changes to the engine. As detailed design studies progressed,
various aspects of the powerplant, including length and diameter, were
revised. Close coordination with Boeing was essential to ensure that
these revisions were compatible with the frequently changing airframe j
requirements.

The installation drawings were based on the latest Boeing requirements

in the following areas:

0 Wing contour. Wing cross section at the outbound nacelle

location was provided by Boeing.

* Inlet position relative to the wing.

function of the inlet flow field.
This was changed as a H
* Exhaust gas target point. This was fixed to be compatible
with good cruise performance and by the location of the hori- Ii
zontal stabilizer.

* Permissible limits of mount locations. These limits were

supplied by Boeing from time-to-time based on the latest
wing configuration.

* Thrust reverser targeting requirements. Reverse thrust

requirements and the possibility of re-ingestion were taken
into consideration.

* Ejector position relative to the wing at the wing trailing edge.

This position was variedfrom time to ti.me depending on its
influence on the favorable interference effect between the
engine and the wing.

As a rule, the inlet, the exhaust gas target point, and the position of
the ejector variable tailflap hinge point were all fixed relative to the
wing. The objective was to fit the engine to these points usino, ex-
tens:ens, canting, etc., in such a manner as to result in the minimum
amount Qf interruption of wing internal st.ructure.

(4) Ejector Concepts

Improved aerodynamic and nmechanical concepts were Htudlied (lII Ping

CAi

COMPIDENTIA
 CONFIDENTIAL
PRATT & VNHITNEY AIRCRAFT PWA- 2600

Phase IIH. These studies resulted i.n the sliding shroud ejector (a
fixed shroud ejector was used in Phase IIA). The sliding shroud
ejector uses more efficiently the energy available from the engine and
secondary air streams, and reduces the minimum wrap of the ejector
around the engine. The sliding shroud ejector also has a higher L/D
than the fixed shroud ejector. Its longer length for a given diameter,
together with the translating shroud capability, has the potential for
more flexibility in accommodating thrust reverser targeting. This
ejector appears on the latest turbojet and turbofan installations.

(5) Afterburner Concepts

The afterburner for the turbojets progressed from a short, partial

(acceleration) type unit with a Mach 2.0 limitation to a longer, full
afterburner with Mach Z. 7 capability (Boeing indicated that they re-
quired a Mach 2.7 or fuli afterburning capability). This primarily
accounts for the increased length of the turbojet engines toward the
latter part of Phase IIB.

(6) Flow Schedules and Turbine Inlet Temperature

Above Mach 2.0 on both the turbofan and the turbojet, the corrected
engine airflow as a function of Mach number may be selected over a
range of values. This flexibility gives Boeing an opportunity to choose
the airflow schedule which results in the best match between engine
and inlet. A 't gh", "base" and "low' flow schedule were offered. In
Phase IIA, Boeing selected a base flow turbofan. In order to provide
an opportunity for comparison of turbojets, all three flow schedules
were offered in the latter part of this Phase. For each flow schedule,
configurations for both the Z00oor and Z300 6 F tLurbine inlet LeLIIPera-
tures wcre presented. Boeing could, therefore, examine the trades
involved in starting initial service at the lower temperature with sub-
sequent growth to the higher temperature within the same external en-
velope.
e. Discussion of STF 219B Turbofan Installations

The study of new ejector and installation concepts began with the Phrtse
HA configuration, (see Figure 1-3 ), which was a 600 lb/sec engine with

I a cylindrical ejector of 76.00 inch diameter. This arrangement Dro-

(uced a base drag area between the ejector and the wing trailing edge
"ofapproximate!y 425 'qq, in.
T'ihe object of the new studies was to, reduce this base drag area, thereby
I ipruoviiLg on the Phas,- ILA i,,stallation. Wing conttO.r, m•o iAtntlocation,

CONFIDIENTIAL
S...... . o . . -' . ..... .....
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PRATT WHITNYv
W AIRCRAFT PWA- 2600

and exhaust gas targeting information, as well as nacelle caitu,'e area

and a 5 0 inlet angle relative to the horizontal reference datu.mn, was
supplied by Boeing and was used as the basis of these studies. An oc-
tagonal ejector was selected to further reduce the base dLrag area at
the wing trailing edge. The flat side on top of the octagonal ejector
offered possibilities of closer coupling to the wing surface than the
I
circular section of the Phase I1A ejector.

A number of new arrangements of the engine and the octagonal ejector

relative to the wing were investigated. These arrangements are
summarized below.
"* Figure 1-3 (Phase I11 configuration) shows how an octagonal
ejector with the same equivalent area as the 76.00 inch dia-
meter ejector of Phase IIA reduces the base drag area to 398
sq. in.

"* As in Figure i-3 , Figure 1-4 shows an arrangement with

the engine and ejector tangent to the wing. The rear engine
mount plane was moved aft 40.00 inches (relative to its
Phase ILA position) which required a 33.50 inch extension
to the engine inlet case. The ejector was canted at an
angle of 5* at the rear mount plane. The base drag area
was red':zed to 337 sq. in. i
" Figure 1-5 shows an arrangement with the rear engine
mount plane moved aft 30.00 inches. The ejector was I
canted 8* at the rear mount plane and the engine/ejector
was inserted 4.00 inches into the wing. A 31.00 inch ex-
tension was required. The base drag area was reduced to
320 sq. in.
4
" Figure 1-6 shows an arrangement identical to Figure 1-5 j
except that the ejector cant point was moved aft to the
primary nozzle plane. The cant angle is 60. A 40.00
inch extension was required for this. The base drag area
was reduced-to 230 sq. in.

"* Figure 1-7 shows an arrangement with the rear mount U

plane moved aft 40.00 inches and the ejector canted at 80
at the primary nozzle plane. The engine/,ujector was in-
serted 4.00 inches into the wing. A 40.00 inch extension
was required. The base drag area was reduced to 150 sq.
in.

FIAOC NU 1-6 - . .

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PRATT & WHITNEY AIRCRAFT PWA- 2600

* Figure 1-8 shows the best arrangement from a base drag

reduction standpoint. The ejector tailflap hinge line was
moved aft to the wing trailing edge and set tangent to it.
The ejector was canted 90 at the primary nozzle plane.
This configuration required a 51.50 inch extension, but
reduced the base drag area to zero.

At this point in the program, Boeing specified a larger ejector diameter.

Their area ruling dictated an ejector area/inlet area ratio = 1.7.
Based on this, the ejector equivalent diameter was increased , 78.00
inches. Figure 1-9 shows an arrangement with this larger ejector
canted 11 * 30' at the rear mount plane. The ejector tailflap hinge
line was aligned with and set tangent to the wing trailing edge. This
configuration required a 44. 00 inch extension. The base drag re-
rmained at zero.

The ejector cant point was moved 10.00 inches forward of the primary
nozzle plane to the throat of the fan n(,zzle. This pres vrved symmetry
downstream of the fan nozzle choke point. Figure 1-10 shows an
arrangement using this new cant point on the new 78.00 inch diameter
equivalent ejector. The ejector tailflap hinge line was aligned and set
tangent to the wing trailing edge. The ejector cant angle was 8' 45'w.
This required a 49. 00 inch extension. Here again the base drag area
was zero.

Figure 1-11 shows an arrangement for a 650 lb/sec engine with an 81.00
inch equivalent diamete) ejector. The ejector is positioned so that the
tailflap hinge line is aligned with the wing trailing edge. The upper
surface of the octagonal ejector is set 3.00 inches above the wing upper
surface at the wing trailing edge as requested by Boeing. The nacelle
inlet capture area center point location of 29.60 inches down from the
horizontal reference line was changed to 28. 30 inches by Boeing. The
ejector cant angle became 80 41.7' and a 17. 4 inch extension was
required.

Figure 1-12 shows a further Boeing revision. The inlet angle was re-
duced to 20 15' from 5*. Figure 1-I is identical to Figure 1-11 except
for the aforementioned inlet angle and the ejector cant angle which was
increased to I11 2. '. A 30.63 inch extension was required.

Figure 1-13 shows an arrangement for a 600 lb/sec engine/ejector

system and is similar to Figure 1-10 except that it was laid out to the
latest Boeing geometry. The latest Boeing inlet centerline location

of 27. 30 inches down from the horizontal reference datum was used.
The ejector was positioned a s before, 3.0 Cinchet a hove the winei with
the tailflap hinge line aligned with the wing trailing edge. The ocl agonalI

P'ACE Hý. 1 - 7
S.
. . ........... . . ., . ,.. ,. . .
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 CONFIDENTIAL
PRLTT a.f!rITNEY AICFRAFT PWA-dA00
I
ejector haL, a 78.00 inch equivalent diameter and was canted 10.00
inches forward of the primary nozzle plane. The ejector cant angle is
l0' 55' and the configuration requiied a 36.98 inch extension.

The previous installation studies all involved fixed shroud ejector de-
signs. A sliding shroud ejector was evolved in Phase IIB. This shroud
makes more effective usc of the energy in the engine and secondary air
streams, reduces the minimum wrap of the ejector around the engine,
and provides greater reverser targeting flexibility. On the turbofan,
the shroud translates to three positions. The cruise position (blow-in
doors closed) is the forward-most position. For take-off and up through
the blow-in-door operating range, the shroud translates somewhat rear-
ward relative to the cruise position. The shroud translates further rear-
ward for reverse. The sliding shroud ejector is described in detail
elsewhere in this report. Figure 1-14 shows a turbofan cunfiguration
which incorporates a sliding shroud ejector. Figure 1-14 also shows
the most recent STF 219B accessory arrangement.

f. Discussion of STJ Z27B Turbojet Installations

A 500 lb/sec afterburning turbojet engine installation was presented to

Boeing for their initial Phase JIB studies. A number of new arrange-
ments of the STJ 227B engine/ejector relative to the wing were investi-
gated. The arrangements are summarized below. Two maximum tur-
bine inlet temperatures were considered: 2000°F and 2300°F.

"* Figure 1-15 shows an arrangement using an octagonal ejector

of 75.00 inch en' ivalent diameter on a 2300'F turl-,iie inlet
temperature engine with partial augmentation. The inlet
cowl was located 27. 00 inches down from the horizontal
reference line. Wing contour, reverser targeting, and the
5* inlet angle were supplied by Boeing and were used as the
basis for these studies. The ejector was positioned so that
the tailflap hinge line %&as aligned to and set tangent with the
wing trailing edge. The ejector was canted at the rear engine j
mount plane with a 100 15' angle required to hit Boeing's
exhaust gas target point. This configuration required a 13.40
inch extension at the engine inlet.

except that the ejector cant point was moved aft to the throat
of the afterburner nozzle, which reduced the cant angle to 70 40'.
This required a 13.80 inch extension.

rACe No. 1- 8

CO-.IDENTIAL ".........

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PRATT A WHITNEV AIRCPAPT PWA- -600

The 2000 0F maximum turbine inlet temperature t ngine incorporated

a full afterburner from its inception and was thus longer than the
23000F engine with partial augmentation. An 81.00 inch equivalent
diameter ejector was used. Figure 1-17 shows an arrangement using
this size octagonal ejector on a 20006?" turbine inlet temperature
"engine. The ejector, canted at the rear engine mount plane, required
a cant angle oi 8' 25'. The overall length of the engine and ejector
Jeliminated the need for an inlet extensi,'n,

fthe F igure 1-18 shows an arrangement identical to Figure 1-17 except that
ejector was canted at the throat of the afterburner nozzle, which re-
duced the required cant angle to 6* 30'.

SAt this point in the program t1- ngine size was increased to 525 lb/sec.
Figure 1-19 shows an arrange 'at of this engine with a partial after-
burner and its required 76. 8 equivalent diameter ejector for tur-
bine inlet temperature of 230( 0 This configuration was positioned
relative to the wing according he latest Boeing data. A capture
diameter of 56. 18 inches locat 27. 75 inches down from the horizontal
I reference line with an inlet an..i of 20 15' was used. The ejector tail-
flap hinge line was aligned w` . e wing trailing edge and with the upper
surface of the octagonal ejec' i.00 inches above the wing upper sur-
4 face at the wing trailing edge The ejector was canted slightly forward
of the afterburner nozzle thi J: at J00 50'. A 21.00 inch inlet exten-
sion was required.

Figure 1-20 shows the corresponding arrangement for a fully augmcnted

2000 'F engine with its required 83.00 inch equivalent diameter ejector.
The engine was positioned relative to the wing similar to that shown in
Figure 1-19 except that the length of the engine moved the ejector tail-
flap hinge linc 315.00 inches aft of the wing trailing edge. The ejector
was canted at a point 2.40 inches forward of the afterburner nozzle
throat at 8*. No extension was required.

The previous installations all had fixed shroud ejectors. Later instal-.
lations used the sliding shroud ejector. On the turbojet, the shroud trans-
lates such that it has one position for forward flight, and another for
reverse. This ejector is described in detail elsewhere in this report.
Six full afterburning turbojet configurations incorporating the sliding
shroud ejector were presented to Boeing. These six configurations
comprised a high, base, and low flow version of the 2000'F and the
2300'F engine. Each configuration was adjusted to its particular flow
schedule and temperature for comparative purposes. As in the case
of the turbofan, once the comparison has been completed and a selection
made, one configuration may then evolve which permits growth from

PAEN -9 - .

CONFIDENTIAL .
 II

CONFIDENTIAL
PflATT & .VMITNEV AiflCRAýT P WA - 26 0 )

2300*F to 2300 0 F within the same external envelope. The six configu-
rations are summarized below:

" Figure 1-21 shows an installation study for a 2.000F tur-

bine inlet temperature, high flow engine. The ejector size
used for this configuration was 78. 00 inch diameter equiva-
lent and was canted 1.50 inches forward of the afterburner
nozzle throat at 7° 55'.

"o Figure 1-22 shows an installation study for a 2000 0 F turbine

inlet temperature, base flow engine. The ejector size used
for this configuration was 75.00 irch diameter equivalent
and was canted 1.80 inches forward of the afterburner nozzle
throat at 8* 35'.

" Figure 1-23 shows an installation study for a 2000'F turbine

inlet temperature, low flow engine. The ejector size used
for this configuration was 72. 00 inch equivalent diameter
and was canted 1. 75 inches forward of the afterburner
nozzle throat at 8 50 1.

" Figure 1-24 shows an installation study for a 2300'F turbine | tt

inlet temperature, high flow engine. The ejector size used

for this configuration was 78.00 inch equivalent diameter
and was canted 1.65 inches forward of the afterburner nozzle
throat at 8 9,

"* Figure 1-a5 shows an installation study for a 2300'F turbine

inlet temperature, base flow engine. The ejector >ize used
tor this configuration was 75.00 inch equivalent diameter
and was canted 1.80 inches forward of the afterburner nozzle
throat at 8V 35'.

Figure 1-26 shows an installation study for a 2300'F turbine

inlet temperature, low flow engine. The ejector size used
for this configuration was 70.00 ir.ch equivalent diameter
and was canted 2.00 inches forward of the afterburner nozzle
throat at 9 ° 45'.

It should be noted that in the above six installation studie- the overall
length of the engine/ejector eliminated the need for an inlet extension.

Figure 1-27 shows the most recent S'IJ 227 accessory arrangement.

PAUE NO I 10....

CONFIDENTIAL -.. ..
 CONFIDENTIAL
PRATt A WHITNEY AIRCRAFT PWA- 2600

i
Z. INSTALLATION COORDINATION WITH THE LOCKHEED
CALIFORNIA CO1 PORATION

a. Introduction

Coordination meetings were held between the Contractor and the Lock-
heed California Corporation during Phase iIB. The most significant
topics discussed in the course of tnese meetings are summarized below:

"* Engine accessories. The Phase IIA arrangement was revised

in order to relocate the accessories away from the bottom of
the engine.

"* Ejector. An octagonal blow-in-door ejector was studied as an

alternative to the lZ-si2Jkd design presented in Phase IIA.

" Engine cant and wing relationship. A study was made to deter-
mine the most desirable location for canting the engine as the
result of Lockheed's request that the engine be canted 4' in a
downward direction.

"* Sonic boom. The size of the engine was changed in the light
of the FAA's reduction in the sonic boom overpressure re-
quire rnents.

"* Turbojet installations. A number of installation sketches was

prepared for various versions of the turbojet, which was rein-
troduced during Phase IIB.

b. AccessoryStudy

I Pratt & Whitney Aircraft restudied the accessory arrangement proposed

inPhase ILA. This arrangement consisted of engine accessories driven
by a gearbox located on the bottom of the engine and a power take-off
gearbox located on top of the engine which supplied power to drive the
airframe accessories. Lockheed requested that all engine accessories
containing combustible fluids be moved from the bottom of the engine
to reduce the danger of fire in the event of a collapsed landing gear or
belly landing.

Figure 1-28 shows a revised arrangement with the engine accessories

split into two groups, Those accesso)ries requi ring a power drive were
nmounted on the gearbox located on the left side of the engitne at the
engine horizontal center line. The remaining accessories were grouped
at the same elevation on the opposite side of the engine. All accessories

... . ,.. ~.. ...

. --

kCONFIDENTIAL
 II

CONFIDENTIAL
PRATT VVW:,TNEV APCRAFT PWA- 2600t,

were removed from the bottom. This arrangement was rejected by

Lockheed because the accessories in the upper quadrants interfered
with their front engine mount structure. The arrangement also pre-
vented ready access to the power take-off gearbox.
I
Continued study rejected the use of two separate towershafts and gear-
boxes for engine accessories because of internal gearing difficulties.
A new arrangement (Figure 1-Z9) was devised with the engine-driven
accessories located on the left side of the engine approximately 450
below the engine horizontal center line. The remaining accessories
were located at the same level on the opl )site side of the engine.
Although this arrangement involved greater difficulty in removing the
accessories from the bottom of the engine, the arrangement was gen-
erally acceptable for the 700 lb/sec engine size. When the size was
reduced to 650 lb/sec this accessory arrangement became less attrac-
tive, as the units were crowded together in the reduced circumferential
space. An alternate arrangement, Figure 1-30 evolved locating the
engine accessory drive shaft on the right horizontal centerline, with
the accessories grouped differently from Figure 1-28.

c. Octagonal Ejector

Early in Phase 1I1 Pratt & Whitney Aircraft studied the use of an
octagonal blow-in-door ejector as an alternate to the circular door 12-
sided design presented in Phase IIA. Figure 1-31 is a schematic draw-
ing of the octagonal ejector sent to Lockheed. The octagonal ejector
dominated studies during Phase lIB. All subsequent installation sketches
J
sent to Lockheed represented some modification to this design. A
detailed description of ejector studies is covered in the Ejector Rever-
sers section of this report.

d. Engine Cant and Wing Relationship

During Phase JIB Lockheed moved both the inboard and outboard en-
gines rearward on the wing approximately 5 to 6 feet. Concurrently,
they requested that the engine be canted 40 downward. A study was
made to determine the mosL desirable location for canting the engine,
and a point just forward of the ejector was chosen. Figure 1-32 (out-
board engine) and Figure 1-33 (inboard engine) show the STFZ19-L-700
engine installed in the Lockheed L-2000-4 wing with a 4V engine cant.
This sketch indicated that the rearward relocation of thu engine allowed
the installation of the engine-ejector to ignificantly reduce wing block-
age of the blow-in doors. During Phase IIA, the forward location of
the engine placed the ejector in the thicker part of the wing and resulted
in blockage of two blow-in doors.

PA, No 1-12 .......- ....

CONFIDENTIAL -.. ..
 CON FIDE NTIAL PVA-Z600 =
PRATTI WHIINEY AIRCRAFT COFDNTA WA -600

e. Reduc:tion of Sonic Boom Overpressure Requirements

The FAA's reduction of the sonic boom overpressure reduced the inaxi-
mum thrust requirement for the engine. The engine iM now sized for
cruise thrust levels instead of the greater thrust levels previously
required for transonic acceleration, In addition, refinement of the
aircraft design with accompanying increases in lift/drag values lowered
thrust requirements. As a result the size of the engine was reduced to
650 lbs/sec airflow size.

Figures 1-34 and 1-35 are installation drawings for the new size of
engine. Critical areas (i.e. accessory arrangement and ejector 0. D.)
were reviewed to assure proper nacelle clearance. These drawings
reflect the chaages in basic engine length derived from the continuing
detailed design of the engine. The most significant change was the
addition of a diffuser section between the third stage turbine blades and
the rear struts. This results in the reduction of the exhaust gas velocity
from the turbine to the desired value. This feature is further explained
in the section of this report on Turbine Design. A revised weight for
the 650 lbs/sec STFZ19 engine was developed.

f. Miscellaneous Studies

Lockheed expressed concern about the area available for passing

secondary airflow between the front mount ring O.D. and the nacelle
wall. Information was then supplied to Lockheed describing the weight
changes in-urred in reducing the front mount ring 0.D. by 0.5 and 1. 0
inches to iL crease the secondary air passage. The design of the ring
had been optimized in Phase IIA.
J
While the detail design of the STFZI9 turbofan continued, a study was
made to position the Pt? and TLz probes, which are necessacy for
biasing the engine fuel control. The probes were located in the engine
front mount ring as shown in Figure 1-36.

At the end of Phase IIA, Lockheed requested a study of flame arrestors

in the secondary airstream. Although spring-loaded flapper valves in
the secondary air stream to prevent a reverse or forward flow of sec-
ondary air were included in the Phase HA design, it was considered
possible that during conditions of very low rearward secondary airflow,
a combustible mixture from a leak in the engine compartment might
ignite when it reached the hot exhaust section. This could propagate
forward through the flapper valve openings irto the engine compartment.

PAUL NO. 1-13 ~ -..

CONFIDENTIAL. ......

I
 [t

CONFIDENTIAL PWA - 600

PRATT & WHITNEY A-RCRArT

L.ockheed provided a sketch of a suggested flame arretstor showing the

general construction, frontal area, and desired pressure drop. The
resulting study is shown on Figure 1-37. Th'i flame a,*restors were
located immediately forward of the flapper valves. Their installation
requires a mounting structure, attachment flanges, and accessibility
for replacement of damaged units. The original study based on the
700'lbs/sec engine showed that the flame arrestors could be installed
without difficulty and still provide the req,'ired area to maintain a
minimum pressure drop.

Continued detail design of the engine and the reduction in engine s e

from 700 lbsisec to 650 lbs/sec resulted in slightly less room for the1
flame arrestors. Similarly, continued ejector studies resulted in a
tighter wrap between the engine and the ejector reducing still further
the area available for the flame arrestors. A study was made of the
entire secondary airflow passage from the engine inlet to the ejector
throat because of these changes and the possible increase in secondary
airflow to nearly 18 percent of the primarr airflow.

Figure 1-38 shows that the minimum area available for secondary air- I
flow occurs at the flame arrestors, flapper vaxves, and rear mount
rings. Figure 1-39 shows more detail of these areas. This minimum
area is now smaller than earlier studies showed. With an increase in
secondary airflow and a corresponding increase in pressure drop, con-
tinued studies will be required in this area to provide a proper installa-
tion.

g. Turbojet Installations

The reintroduction of the turbojet engine during Phase IIB required

updating of the Phase IIA installation. As a result, two preliminary
installation drawings for a partial afterburning and a full afterburning
turbojet were developed for the initial study (Figures 1-40 and 1-41),,
Stbsequently, as the turbojet design evolved, a series of six installa-
tion sketches were prepared each showing the effect of turbine inlet
temperature and airflow schedule selection on the size of the engine
and ejector. Figure 1-42 presents a typical turbojet engine. The
major dimensions and differences between each of the six engines are
summarized on page 1-16, All versions of the turbojet ai e fully
augmented and weights for each of the six engines were quoted.

Figure 1-43 shows external dimensions and a proposed accessory ar-

rangement for the high temperature, base flow engine.J

-AGE NO. 1--14....

CONFIDENTIAL...
CONFIDENTIAL.................. ... .. ':,
',",';:,-;o.'
 CONFIDENTIAL PWA-2600
PRATT & WHITNEY AIRCRAFT

The 4' downward cant of the engine is required for the turbojet engine
as well as the turbofan. Various combinations of engine positions
relative to the L-ZOOO-4 wing shape were tried. The curren)t design
has placed the cant in the turbojet enginle slightly aft of the rear mount
structure. All subsequent installation studies showed the cant at this
location with an octagonal sliding shroud ejector.

3 iThe additional length of the turbojet engine plus the rearward movement
of the engines relative to the wing makes it possible to install the en-

3 gine in the L-2000-4 wing without blockage of any of the ejector blow-
in doors. Reaching this optirnurn position rec,_mires setting the ejector
higher into the wing and increasing the cant angle to approximately 6'
(Figure 1-44). As seen in the figure, the engine rear mount ring
Sappears to be in a favorable position for direct mounting to the wing.

An alternate scheme placed the top of the ejector flush with the top of
I the wing. This allowed full utilization of the blow-in doors and intro-
duced the added feature of reduced cant angle. Unfortunately this
arrangement lowered the engine relative to the wing sufficiently to
elirninate a practical mounting installation.

Continued detail design of the engine will create further areas requiring
coordination and revised installation techniques and procedures.

I
I
A PAGENO. 1-15 ........

I CONFIDENTIAL
 UII ¢ON P|DIUNTIAL
,W~iTN~~y AISVZP~AFT -
PWVA " •IOO0

1u - I Ln n t L n LA t
04•

0 12

dI
,.4) ) . o o o o

0_14• in• fr.1 '• ,-,0. ,. ,.

inIi

Z,
1,-4• A 6 • ,

FF
!= i t"

Lf-•
~ '. [~4 4-4

CD•
I iND.. . .. .. .
 D1 FNGINF CYClE-, STUDFl1E

I. INTR~ODUCTION

flJOW ý'1~w.1J- hoinJg ttirbn~fan, dll'I thp $'lJZ7, -Ili ntfterbutrning. Ioiii'hjot.
[ 'ho domifin parntiuIrintr for' thmme ofyiiiri -tra prouintorI 11) %hIcbl 1 Z.

TABlLE 1-4

-1vluni) trsm.P of Afm-irln irhojot (,qTJ?'7)

'furbitno Inict Tompd

IT~trteiOffcu imLl*9u
t-ind Arva-ermralun
41ltrmur(n
2000I
~o
z~oo
MCI
20001
1900
0~3 0 o
2 oo

I. C~orroui lau Al l~fiw (I hi t'v)

Nominti IF `1 (M~
Cruina (Mn 7) - 372 J72 ]ls #1

Ovar-AII Prommourv Hatu 9. 1 9 is I1 9 1 1.9

Fill"Priivu rao Rallo

LA j , 11 i-IliaP Iiat.

I uhili,
D~~~~nitinn Wmnigh hi clt ;it NI t Oah) I U4d It 10/i' ,1 9 ii (0
1d'

r ~During Phat~io 11A, tho tilpraritmu orwM1~fl~

ts
Whipr-iii id with .im-

puzrformafrica asstrintomu At fill tiinu, bioth eut ravuinia Iliui'a';'IC-tctu

i'
mop
a t"d 010 MITrZ1 ona
nh I unv Juu I i In itIiall o h "prn t- airlr intlultkiT'" Ini
(tits RTI.J217 togll ~ai mt uisiliorifirlutihuu, Wuit Ol~i*- fgIi
w~ith 1P Im% "A( ""d '
ilth huut*LGIIJ a~ftual Ii'hulljnI milvilluiaultil iiwc
limit fl. tylo, It /, hoingij

I Nopachfcal
I fulvluilpif1. r A-luunia trinuiu ,11 Ivurng
ouunitIt, ipolato froit

I I~mulihhI , rullo
t Iiu'tVtIs Abinaii. InMac 11)1
i ~Iug
hunlmit hullbor ma-ieIt

(AJNP114141 1 lAI..
 CONFIDENTIAL

£1AT
Wiii1I'JLWvA~fl~flAF 11WA ./ Of00

limitu wt-re Incr(•-ied ''from 2 0 to 2. 5 pirif for trnwionic: ncceleration &

,ald from I, ri to 1. 7 paf for wi+peiII'fjl iC cruimc. Thiti ohiift ro mItichd ill
thE r.ninnn lIning mI?.v.l for miupnrmonic cruisa r'thar tiari for triineoiic
~ mpnte ih
;ccnI.irIatUlot htidrl inlilo tho -''I',T.227 t;rbrnJ[n: ornipr, wilb fui l mg
,il aill'itchvin powni'phmit, Conr i kinii,,nfly, 1)00lh 1nl•IfI(,N W70• ro41M11,('4 .
-01

Tha parforianciw of thci uninxtnliad onglrin,,s AL uovorn)l critVi-; l fli~ht •u•n-

dt!:1tiri In nhown Ili Tribha 1-3, 7 .xi Lhruot "ltoci fic filoI -r•lgi'mptiollu ow vM
ia widih ia gi-,1of lio 'wor.otthiHn im oibr i tn F'tgiirr!. I-45 lhrriligh 1 4"7.
'Iho rdh'ct of roplimizing Lihu ,TFZI9 voiginp iv nhuwn in 'I tilil, Iý1 i-ind
Figurom I-4HI$ through 1-S., SimitM " (I (01r thc• STNZ2Z7 i,_niirnp i pro-

foirmo tijon 1! pro, mint d iii ,uctltitn Z.

Porfl •Ii n•iinatrlrii

.illsid 4

Afn~ji-in'rjw ii Pl fsTifatiurrma

"lTnlk-gff Meiklitimm Tlhrili~t (11)) 5?000 sqH00ll W.600} 10COOi

Norrhriii Airtluw hiie •

(Ili/ui) NJIbAj0 Q M

(•|r) ~~19li00 / IMH • z)l!

(m)l

'fhiitnia ~
Agutr4ll Aci) , nt • •U0Ft IKI Il~l~ I.1t,

s aui itit 1ru-1•, (Gu 1,iliotll ip , (i111I/ hiu /Il) 1.91 1 .11 I .. 1 1 Ilt

dparutimlit ri4ilp.p Mvji- Z,7-1 t 2((( it 0

W10 t Ti.rtiuit 9MM1( Ill

mlim iIlu I'ua'i Cm

( Ii pt!url (I1d 111, /11i)
I t #u I 1 "I I 4

iLO llia I 1iliii 'I

iI •llJ i M rl,I It0
_1t ) Alit jtjj'3) F{t 'I ziiLU 7•IF l) II,

vllclfIt j I/II) M a1(vIh/

Jiiul CIinltuliptlall 4I 1 AA I0 o(a4 0 91

:Ipuiviic h lFu'l I (C piiieiiililj itit (li Iu/ /11

th ) •:: I rii 1 'ih It 'if

Vii N pion
Cii NIItiI0 I'..

I tit
I mIm mm mUm mmA
 r--

CONV'|IONTIA L
PlATI IL WP'I 1NI!V AIR14'API
WA - 2(a00
PW

3 TA 13LEE -4

t PorXormrnnin of ST,., i9 Engino at Cornp)L, on of Phase 11A

td ;ornple'Otrn
OI,; tf PhaA4I, ii

T aml,- Enghinu Initiail Engine

~, AA•}Il•. hwie hIb PhlLe'A PA 11•3h._I1
Supe'rnortmc Cruiri Turbiu,-
Inlet Tornp'rnturr- ("F) ZOO M)O 1900 190,)
'fIj)(n-Off MaJXIMumr TYhruim. (11) 'S6600 57000 5?.0
M ,t.•ooJ•

Al•'flow ,ilzo (Jl)/•-_c) 650 650 650 650

Magu~intm Dlmrnntor (in) 79,. 7 81 79, 7 1j)

Xnginc, Wn|ighi lnciudrlin hjejctor

(I)9150 9 ý60 9?(oo 9 56b0

TrAmmn~olr Accoltrtiton. M;ich 1, 2 ,ttOO

4Y10 F

Thrurs (Ib) P1970V 1 0 t100

IH
1Hm 1 A400

[up' "'im
fitic, Cril; .)r400 b I. ria mt b
5prairlthe t'ial ¢;onn irriptlor. .

SuhO•wo iI Pi_•'t I _ro_ I

_, tIor- h U, 9 att 36,',0! j hr _i 7' 00l 111

Mpr~c ffic Fr ml Con wi-nptito4

(/b,, hr ?i),97 0. 1 it H9 0,I. mt1,

Slubi i-iotc _Part Throtlo. M eth 0, 6, il Iý 'iO ThriI .1 (,6 U

. 71. lhb1
: ill#-( )i~ t• 1` 14 1 i C'O l hiill llIf ltiti ll

(i/ hr / Ib) 0,9i

T0, 0, 96 __ _) 0.J)

W 4A

I
21C
)
IA
 -q

CONFIDENTIAL
PRATT A. W-1,NFVA•. ,CRAF' PWA-2.(000

TABLE 1-5

Performance of STJ227 Engine at Completion of Phase 11A

and at Completion of Phase lIH

B,,Ric Engine Initial Engine

Phaso 1LA Phase IM Phase IM

Supersonic Cruiso Turbine

Irhnt Temperature (OF) 2200 2200 1900

"T;Ik(-Off Max:mtno rutut (1b) 60600 59800 57000

Airflow Size (lb/sec) 525 52 525

Maxir-num Diameter (in) 78 75 75

E'ngino Woight Including Ejector (Ib) 9850 10455 10470

Trhat,,,;onic AccelerationtM cath

1. 2 at 45000 rt

T'hri~ (Ib) 21400 21400 20600

l(' t f•' Fuecl G~tMumptton•

(W'/ N',/ b) 1.86 1,83 1.91

-,rimnic C r us Match 2. 7 at 65000OL_,t Tit,,t I.Q0 ib1

sipolifit; F'ue l Cons un, 110ootl

(lib/ ill /i pi) 1. .1, A15 ,4

Subticinlc Par, 'Fhrottiv, Matiuh kv 9 at 36150 Fl., 'rh1l al 7Ei00o b

5poci fic 1IIej 1 Col'tiimptioin

(li/ h. /I1) I. 10 1. 06 I 05

Sidtlatmh Part T rotth,, Myth n,i, at 15000 -tL'Jhru t '' 65s0t0 Ib

(ih/ hr /11;) 1.33 i 25 1.

I i0.: -... -. :**--,.- .. . ,**

•IrNPIOU31rNTIAL-' ..."j':
... ; ";
 CONFIDENTIAL
,,RATT wHi rNFY AIRCRAT PWA -2A 00
I
Particular emphasis during Phase LIB was placed on the augmentation
systems, and IBM performance decks were provided to the airframe
manufacturers to permit airframe-powerplant optimization with the
fully augmented tur'iojet engine. In addition, a ,tudy of inflight thruit
measirenment tochniques bas,ed on the STF219 engine, was conducted.

2. AUGMENTATION SYSTEM STUDIES

T'F,.w rela.xation of the sonic boom overpressure limit permitted a re-

optimization of the engine cycles, and, in particular, the augmentation
systems. For the STF219 engine, the effect of reducing the amount of
augmentation and the magnitude of the thrust discontinuity between un-
atuJ;rnent.-cl and minimum augmented operation were .,,tuidied, For the
'STF227ungine, the effects of the turbine inlet temperature and engine
air flow on augmentor performance were studied.

a. S'Ti, 19

Sin.A( the engines are now dized for supersonic c-.uuioe rather than for
transonic acoeluration, the fuel consumption cluring climl- -an be re-
diiced by redticing the duct heater a-mgmontation thrys t anu terrpeeraftlre,
A reduction in the maxirrun augmentation thrust of I to 5 percent cor-
responds to an auigmentation temperature reduction of 100 to 300'F ard
lricrr-a,1n t the aircraft range by 20 to 35 i'tlie..

Tho Pha,. h1A evaluation indicated that the evaluating toam considered
Oth thi•tip-t diii coniuimity betvw,- ,l non-augme ntedl and minimumn aiignie nted
thrl Io hIe toc great. Co-ir lueently, a; titudy WaE; con tlucted to (ht-terminc._
the • loadlinlg appli•d to a ,mfienger when the duct ho; ters on all four
nunginer9 are lit Hirrnultar .ioufly with n,,ovral augrrmentation ration. Thi

for theci pe rformaance d ita pretiented during Phaino 11A for whiich the0 ful--
at, tratio for ]ighti .. a/s 0, 01, For tht (e cordItion,,
1 the g ]o,
Ill(,' WO Id h
130 only ). 05, VlowevOr, rfftuk.lief conducted (luring Phame I11B have indicatede
that thetirnimrun) duct heating fuel-air ratio could he rv.ouend to 0. 008,
;here;-)y -edncwing tho g loadinng t.o (, 04. - ta ho c( hol HLion h.a ii-Inii ,.r, ion -
fit iit((,l sIt lILtuCII loW(-t" fuWI-air ratio , and, witli additlonol elevelopmied I,
Iit would he po:tlh to der'crvame the inl•nmum ,,firi-air ratliio In 0. 003,
cnrroe ponding to a ialniiin) g loading t,i 0,, 0. 1 , probilemn him Ieeti
diicifiui,.r] Withy 'l irl rJ'ltlr-, manul 'ai ctur rti, litwriv(or, aind it wam IV•df l wlettthat
Ipanflio ,ri on pr,•seit conimenr.ial jet /t, I Iaft expa'leii "a AgIuia ing
of about 0. 1, and, ill Wome ('afloC , thley exp o-inc Cl 1gIohditgw 11MhIlglh -Is
0 33, It appo rir1l, Ihi Ft•i(lto ., tk.ilt Hie L, In i,|in-, J l II,.,,,, u, lh, ,.-
11i

CONM RNTIAI .. ......."..-......

COFIEN'A
 CONFIDENTIAL.
PRATT & WHITNEY AIRCRAFT P WA-2600

flight will be significantly lower than that of current jet aircraft and,
therefore, that there is little reason to develop a duct heat"r capable
of ignition with a fuel-air ratio below 0. 008.
1
b. STJ227 1
(1) Effect of Turbine Inlec Tc:nperature

The engines were designed for operation with a turbine inlet temperature of
2200 0 F. However, initially the engines will prolably be operated with a tur-
bine inlet temperature of 1900°F, and, theref, re, the effect of operating
at the lower turbine inlet temperature must be considered. If the augmen-
tation ratio or thrust increase is to be maintained at the lower turbine
inlet temperature, the weight and maximum engine diameter are
significantly increased. If the cycle presrure ratio is to remain un-
changed, thu turbine expansion ratio must be increased to provide
the required compressor power. However, increasJing the exptan'sion
ratio incroi-iee the turbine exit Mach number and the afterbur-noi., corn-
buFtion chamber Mach number. Consequontly, the engine dlanioctor
must be Increased to provide acceptable afterburner Inlet conditionr,.
The eff!ct Uf turbine inlet temnperature on the maximun- engine diameter
is uhown in Figure 1-55.

With a turbine inlet temperature of 1900°F, ulnaugmeinted thrudt at

cruise Ls marginal and the capability for augmentation during cruise
at nonatandard tempe ratures or al; off-deeign altitudesN is desirable.
The IBM decks supplied to the airframe manufacturers, theriefore,
provided performancu, weight, and inLotalltion daLa for engines with
augmentation limited to take.-off and transonie opr.ration; limited to
takl.-off, acceleration, and uotimrson1,, , o-r1,, e• or .... nc 4"it..
-.

thrijughout tie milssion. OptirlnI 'LIA0tiu StUdie9 condduct(,d by the a -

franle IrianUfikctuirer8's and lhiaod on thoti. dat a re•ulted In the relect n
of the fully augmented veroiozn of the STS2Z7 c,'girne

(2.) Effect of Supert sonic Ci•Itihot At eflow

Thei engine corrected airflow ait cruise affects the augmentor design in aF
manne.- mirnilar to thait of the tur))Lne inlet temperature, Inl order to inl T
cirenas the aiH o'w, the p)OWo r outtput of the turbine ment be incre,tried, and,
the refor'tr , the ex.[ll•i lonratio T•riuat; he increitimed.
u Con eqlAc ti,', the rna --
inurn engine diamneter must be Increaaed to satltify the augmentor des0ign
cirIlCA '!In,

Continued reduction of tho suporfiottOc cruloo airflow eventually results

in the turbine power rt.quircirr-nt beving eidalbitilhed at acceeration

,,•, ,
teI i 22
1, .. ..
Zi
..
... ..... i-
:LS......
' '2-•-'I
'2

I
CON L! .., ...,i.:.b,,:M.r,.,IA- -
 PRATT & WHITNEY AIRCRAPI CONFIDENTIAL PWA-.2( 30

conditions rather than at cruise conditions. This effect is shown in

Figure 1-56.

3. INFLIGHT PERFORt AINCE MEASUREMENT SY STEM.

Inflight thrust measurement in supersonic vehicles is considerably

more complicated than in subsonic vehicles. In subs3onic vehicles,
engine pressure ratio, speed, and exhaust temperature have been
used in conjunction with a series of charts to indicate the performancr
and condition of the engine. These parameters provide an accurate
method of determining the performance of engines with fixed nozzle
geometry. For the more sophisticatud engines required for the super.-
sonic transport, however, these parameters are not adequate since
the inlet, the exhaust nozzle, and the interference effects between the -c

Spropulsion system and the airframe significantly affect the actual

applied to thte vehicle. Consenuently, thrust measurement will require
the use of additional parameters in conjunction with a compact, light.
weight (about 30 pounds) computer such as those currently being used
in missile guidance systems. The parameter-s required are list,.d in
Table 1-6 together with the measurement accuracy,,

Table 1-6

Inflight Performance Measurement Parameters

Accu1ra•cy
Parameterrrcen

Paznu free stream static pressure *1 25

PL3, fan discharge total pressure i-".,5
Ps 3 , fan discha4 ge static pressure :.
rrt3, allChar'g
'i total tU!niUer1Lur4L" 0
(Pt 3.I-l*4, /1PH 3' 4!4. 0
PU, gas generator total exhaust preossure :1:A. 0
.A1dduct' duct exha inut nozzle throat area ,.",, &3.0
W1, engine fuel flow :1:0, 5

Notes:
'* This paramu.ter ra y be_ olA a innod froi,, engine cont.()J whi2rc"
it il used for duLCt exhaust nUZzle Jisitiu)Cig.
'1* Direct me:asurcment of Aj duct may not I': i',j,.icd.

The thut'ust and thrust yi'.refic fuel Co H -•ti pitfl t ibt rlor. Iroll
r thI
v o uid
Uticatsu H could be in error by an rnrticl, ai th,, a) 'ithnitctical stun
of
,ie lt; ndivi(•ual (ir.ulr.4, but it iH LnlikJelV that .i1 )(r1 ", wouldip-b'

","CO
NFIDENTIAL
5 ONFIDENTIAL 7•!;'
., i::;:-" '! /" ' •": ;
 CONFIDENTIAL
PF4ATT,' A IITNEV AIRCRAFT P WA -26 00

at a maximum in the same direction. It is most probable that the

error will be that predicted by the root-mean-square method of error
summation. The probable error predicted by this method is shown in
Table 1-7.

Table 1-7

Probable Error in Inflight Performance

Me asure ment

Probable Error (Percent)

Flight Condition Power Setting Total Thrust TSFCG

Sea-Level Take-Off MaximUm Duct

Heating 3.0 3A 1 2

Transonic A.ccele ra- Maximum Duct A

tio (Mach 1.2) Heating 4. Z 4.3 C

Supersonic Cruise Partial Duct Heating 12.3

(Mach Z. 7)

Subsonic Cruise Part Throttle

(Mach 0, 9) 5. 5

PAOE1%
NO. 1-4.

CO........NF.IDENTIA...........
CONFIDENTIAL :t::, ',,.:""",.:;.':.'

4=.
 F'•t,, T• w ' ,CI•rAF.r CONFIDENTIAL
PWA-2600

f6)

H I:

wM LU0
_a
K m

I-. _a

"_• 5,

II 0
"-• I:'ig ur I-l.

INI

CO F DE T A ...
..... ......
PRlATTI-H~WITN~EY~ AIRCRAPT
CONFIDENTIAL

PWA -2 600

co~

2C2

CD .- -,
CL= ca

wO...
w~t
2c C*

La >

1.41

D
M0 I

'a 0Im

L-----
- -

Figure 1-

CONFIDENTIA
PRATT & WHfl NFY ,IRCRAF;T

SFRONT ENG M

A MEN-=

HORIZ REF LINE

I 71.65,

29.60
INLET

- -----

£i IL

3.10

Al
 REAR ENG MT

74.00 -~

*- 300

PFRONT ENO MT

wwý WING CONTOUR

71454 DIA

2lu io, EJECTOR CANt POINT 1 0 E

01,300EI

rl3I
 ITC WINO

CONTOLnl

•r-- - ---- -__ __....___

_E TAIL rLA"- PHASE 1 A

CONFIOURATION

'I
 CONPIDN!IA!L.

421 IN' 30AIN

IAY

W6
~TI'N
rHiA 29E
ff
CONFIGURAT ION ii
LMMGINIM 4 E~JECTORi TANGEMT' TO WING
,JiIrCTQIt CANTIIn AT llA!4 F,,NI MOUNT PLANE
NO!'II,; LFNGINE MOUI'I IPLAN- Alt
,41'-
NON•PAIIAiIIi. b I IN, TAl, V iAP-i
A RtI'
IVWID ,F I1 ; WlNc-
BMAA ,If1l-AC Al(IICA I tJ (I,;'tIIIV IMIINI))
!3A4!; IDIRAa AlItI A .iA'p rllA (C)' )-

9 !19! .r._'I'•IT'L !!. !() AN -'A

.", .,,,,.-,i, .,',

O• N PIID NTIAL

i
*"AI ~1P4
M ft Y A VI V14 A f,

NO MT ,..[

ExT

SWINO IONTON

' -u ",-, - - - - -- I,

U - aa - -- - - -

I
 ~REAR
EGM
114.00
FRONT
NqG
MT R

'5L0
 CONPIIDS!

TE WING

........---- 1 0.00 - - - -S... -= , ---

337 IN2

11.00

TOR CANr POINT

1030 REF
OC TAGONAL

7.6 00 DIA
LQUIVALl N

A RI)IANGCMEMEN•'i SHOWING J1l

MOVEDI) AFT 40, 00
LPN(,INL,, & ElJL-,C'lt AREP, TA
Ed.-I'OH CANTIID AT MI•A
PL.A N !!;
!!;NGNI!E. M-IJN'| IIJANES
13AS1E DIRAG AR1EA 337 Inz

IS.
6 oI ,. IS
 CONPIDONTIAL
PWA- 2600

TE WING

337 IN.Z

--

73.90
I
7,6, U/ 0 IA
\I
,QUIVAL NT
I I

APIRANGJ-MiPNI' SH1OWING REAR 1LNG, MOUN'-

MOVIJ) AFT 40, 00 J,
rNC-;INi; &c!vJiC'FOR ARE TANIGIN'" TO WING
I';JI,!C't-O'l CANTEI) AT REAR ENG. MOUNT
P -ANEN[
NOGNM,. MOUNT PIANESX ARE NONPAI A ELE],
IAS, DR1AG Ait["A }337 Irnt

ITF 19911 600 J,13S, /S E C. '"IlIi I10FAN

["igu r.v .4

I IIII I I I II I 4 I
I.

PRATT e WtiTrNr~
AI•/M

WING CONTOUR /--=,

AT OUTBOARD ENGINE

NAC STA 0,00

60,120 DIA

PLANE OF OUTBOARD
NAC INLET

I
 fPRONT ENG MYT
~ 104-0 REAR ENG

"'ING ASF LINE

HORIZ REF LNF

1 LINLET __LTffi

NA TAoo
60,120 DIANA ENG INLET PA
U12o

IcOr OUTBOARD
IAC INLET

I2 0
 REAR ENG MT
104-00 REAR ENG M'r(ORIG LOC)REF

0 REV -- O 30.00

77.10 --
__.~ENG LENGTH

w WING
CONTOUR

iORIZ REF LINE

L ENG EJECTOR i REF

EJECTOR CANT PT

L1
ENG INLET PLANE
,NAC ATTACHMENT PLANE

"326.00-.-. .

13'
 CON

TE WING

4.30

44.00

St
80,00

EJECTOR CANTED
ARRANGEMENT AT REAR MOUNT
MOVING REAR PLANE
30.00 AFT. ENG. MOUNT
& INSERTING
ENG, 4 00 INTO

STFZI9B 600 1

co
 CONFIDENTIAL
PWA- 2600

WING
44.00
76.00 DIA
"•,• ~~EQU IVA LENT .9
80.00•

;JECTOR CANTED AT REAR MOUNT PLANE

ARRANGEMENT MOVING REAR ENG. MOUNT

30. 00 AFT. & INSERTING ENG. 4. 00 INTO

WING .. ,

STF219B 600 LBS. /SEC. TURBOFAN

Figure 1-5

C;ONFIDENTIAL....
 I'fiAiT 4 WPI1?rgy Aifl-!A F

A03.0

16.0R

5g,72 IO,7R

D,7.7
DA
= _.

.........
........
rl ...

B..
.o

j
MAX q- INLT ENGINE 4-

MIN
CONICAL
NOS CYLINDRICAL
COE NOSE CONE

• t
FRONT MOUJNT RING
C.OF I NLET MUST NOT EXCEED
--- ýFOTMUTRN
,THIS ANGLE AT ENGINE
INLET

EJECTOR CANT POINT

11•' _

i;•
 EJECTOR
THIS DIM
6.0
"K"_ 132.5

40

. ........
.7
/

ENGINE .L EJECTO

E.JETOR CANT POINT R~*~EAR MOUNT RING -\-FRONT HINGE

OF T E FLAP
EJECTOR CANTED AT REAR
MOUNT PLANE
 CONIDIENTIAL

"EJECTOR TRANSLATES REARWARD

THIS DIM DURING REVERSE THRUST

S'-17.2

EJECTOR f3

8..

FRONT HINGE LINE

OF T E FLAPS
EAR

STFZ19B 600 LBS.,/S•r, 'I'UI-TBOFAN

Figure 1-6

CONPULPENTIAL

Qjj
 L1

CONFIDENTIAL
PWA- ?,60o

ATES REARWARD
REVERSE THRUST

17 2

39,4

8. 5R

I
IC,

SrFZ]913 600 LBS, /SFC, TURBJBOFAN

Figure 1-6

CONFIDUNTIAL
 FfjONT MOUN
r

WING CONTOUR
40?~,00-.-- -

q. INL~r
 TE. WING-

E A R MTU i.r
_ -. 4.C _I RER

ORIG LOC.
0-"6,00

3j0-

S.... - HRL - ----

" ~ ~EJECTOR CA NT PT',

 CON FIIDENTiAL

TE. WtNG--

.0 13.50

rt CJCTOR--
0°30' REF

ARRANGEMENT MOVING REAR ENG. MT

40, 00 & INSERTING 1-N14. ,1. 00 INTO WI
EJECTOP CANTE'D AT NI\OZZLE2 PILANE
ENG. MOUNT PIANE-S ARE PARALLEL
BAS,' D)R AG ARI*FA "I 50 in?

S'IF2.19I 600 LBS, /SEc, 'IJRBOFAN

Figure 1-7

CONFIDAINTIAL . * ... , ,,
 CONPIDRNTIAL
PWA-2600

-' : '150 IN.2

3..• o /

DIA 776000
... I VALZ.T

0030 REFD

ARRANGEMENT MOVING RPMAR NG. MT A'rr

40, 00 & INSER'IMNG [NG. 4, 00 INTO WINC,

'4,
FJECTOR CAN'-4J1) AT NOZZ LF! PLANE'
:NG. MOUNI P1,ANE.L; ABE; PAlRAI,L,.L,
BASE' DRAG AREA -- 150 in2

ST.F219D 600 LBS, /SC. T O1FUPlFAN

F'i gur,: I -7I

~ON V*/

:" :;,''..
'.',;." ;';'L :; t,
.". ' : .•7'
,i
PRATT 4 WDDTN•Y AIRCpRAFT

FRONTrENC

-*---- ~ INLET--

WING PIVOT -
PLANE
 114.00 REAR ENGMT

34.00

FRONT ENG MT
ENG INLET PLANE
S.. ..
77.10 • "

10.50

3 .10 EXTENSION

_ _ •
WING

LOWFR CONTOUR

HRL

ENG EJECTOR G
29.r5
4012'

..
3,00

- " =,LE BID

12
 T E WING

34'°° "--•L
-•86.00 "• o -i

34.00
760O

SI HINGE PT
A-41I TAILFLAPS

I.I so 01I2'REF

EJECTOR CANT PT

3.0 A
A0

L E 831

ARRANGEMENT MOVING REAR ENO,

40, 00 AFT & SETTING EJECTOR TAILI
AT T. E. OF WING
EJECTOR CANTED AT NOZZLE PLANE
 CONFIDENTIAL
PWA- 2600

NGE PT
IILFLAPS
_ _ _

76.OODIA
EQUIVALENT

0012' REF 80O0

73.90

SECT A-A

MOVING REAR ENG. MT. STFZ19B 600 LBS. /SEC. TURBOFAN

'TTNG EJECTOR TAIL FLAPS

LD AT NOZZLE PLANE Figure 1-8

.........
,,.,., . i.
CONFIDENTIAL
 LII
PRA TrT& WIFNtir l C IIA p'I"

3.10

________ . _ ___ _. ___

REP

j.- t ... _• _ • .... +550,. INLET ... ....

 REJR ENG MT
REAR MOUNT REGION

114-00 ENOj I- L Nu
II4.OO ,• LNGTH...

FRONT ENG MT
44.00
EXTENSION 111.00_
_ _

3.10

WING CONTOUR

-HRL

*605 ,-'EJECTOR CAN

-J -

ENG INLET PLANE -*-LE BID

,--. AC ATT P1

2ft
 CONPIDel

"T.E. WING

PRIM. NOZ PLANE

78.00
EOUI6V

___ ___
___ ___ ___ ___ _ tE,,ECTOR7

EJECTOR CANT PT

-'4O5.250 REF-"
ý.E50"•o L- 3ra. 750----"

48,345 REF - . 82.00

EJECTOR
.130.345- CG LOCAT
<-*----L E B I D
co"NAC ATT PLANE

STFZ19B 600 LBS. /S

Figure

CC
r

WF
CONPFO01

-
 CONFODENTI.AL
PWA- 2600

NE 8------e
,----31.4
REF

78.00 D[A
EQUIVALENT

00 15' REF .10,

~EJECTOR"

II

45.250 REF I

-82.00
EJECTOR CANTED AT REAR MOUNT PLANE
CG LOCATION DOES NOT INCLUDE INLET

STF219B 600 LBS. /SEC. TURBOFAN

Figure 1-9

... . .. ..
CONFIDENTIAL
 PfATT & W•i-lirK'f AIRCRAPT

3.10

--- .

29.60

INLET

L50

--

F AC STA 0.00 60,120 DIA

PLANE OF OUTB'D NAC INLET NAC STA 112

71-654 01

rI ...
| 4
 U

inei. uin32600O .

12.00
FRONT ENG MT REAR ENG MT

114.O0

l MIN ENG LENGTH

3.1049 0

ao com mo - __ __ _ __ _
CG WI
__ _C

_ _ _ _HRL
_t_

58.680 40," •
INLET DIA

ii-i i i iii i i ii
NAC STA 112.30 • ENG INLET PLANE
71,654 DIA
 •m
"= 12.00
T E WING
=•M NOZ Pl • .. • "------'-- 92.00

\__
CONTouRWtN(• • 0° 15'
S=..-...-'-! '" 8° 45'

/
EJECTOR CANT PT

S--85.65
: . LEBID
NAG A'rT PLANE

'3
' !
 CONFIDENTIAL
PW A - 2 6 0

Q 78.00 DIA

EQUIVALLENT
0 15, 02,2. /76,00

REF

EJECTOR CANTED 10. 00 FWD. OF PRIMARY

NOZZLE PLANE
CG ILOCATION DOES NOT INCLUDE INLET

STF219B 600 LBS. /SEC. TURBOFAN I -m

Figure 1-10

CONFIDENTIAL .............

, !
IPRATT L WHIITNEV A•l• C•AFT

9, FRONT M•UNTr..

17.40 EXTENSION- `--

'-, --, - .- - - -- ,,o-. -T

50
.. . . . . -- . ..-.

\INLET
DIA

NAC STA 0.00 62.15 DIA

PLANE OF OUTBOARD NAC INLET 74

'4!
I JJ JJ I J I J J I J J J J J
 LI

-'• " ~103,98 118.28 ---

MIN ENGINE LENGTH

CLREAR MOUNT -9

88.00

- /
\" WING CONTOUR

40 -- , EJECTOR CANT POINT

.EN INE

6 1.65
\INLET

"•• • --{•i=•_
=''-- iLE 8 1 DOORS

ENGINE INLET PLANE NAC ATTACHMENT

NAC STA 116,90
74.1 DIA

I
 95,36- rCONFIDENTIAL

* T---TE
WING
.PRIMARY NOZZLE
PLANE
I? '85.36---l

- 47.11 - 65.
-3.0

44.0

ONTOUR 00 8.3 REF 81.00 DIA

......... 8 ,-- CLEJECTOR

REQUIVALENT
.... .- •-"' • "8'41.7` REF I

/
:CTOR CANT POINT
CTOR
OINTHORIZONTAL
AN7 REFERENCE LINE

-LE BIDOORS

... NAC ATTACHMENT PLANE

CG LOCATION DOES NOT INCLUDE INLET

EJECTOR CAN
NOZZLE PLY
CG LOCATION

STF219 650 LBS. /SEC. TURI

Figure 1-11

CONFIDENTIAL
I, ,

CONFIDENTIAL
PWA- 2600

-TE WING

- 85.36 -
65.4 REF--j
3 70
43.0

EJECTOREQUIVALEfNT 8 .
C O 8.3 REF

- ___==1=__
84l.7' REF ___-{ .. ---

TAL REFERENCE LINE

,-'
: •--••' tl• •

pI

)
DOES NOT' INCLUDE INLET
CG LOCATION,,.
NOZZLE PLANE

STF219 650 LBS. /SEC. TUJRBOFAN

::i .11
i Figure 1-11
C I T
PtRATT & WHITNLCV AIRCRAIFT

FRONT MOU

EXTENSION

3.00-

- -- -- - - - - - - - -0- -- --- "4 "

-• . - ....
. . .. ........ ... . .

jINLET

20 15
-

DIA

- NAC STA 0.00

62.15 DIA
PLANE OF OUTBOARD NAC INLETr
EN
EN---
-.. .NAC STA

-1
.\
4•r
 f/I I

29 REAR MOUNT
/ FRONT MOUNT
11 oo __ -_-- 39.92

- - MINOF--IO- ------- L9.08

EN E NEENGINE LENGTH

SEXTFNSION 100.00•

"N- STA 16WING C NTOUR

,GN .

LE OF BIDE

-.---. -- NAC ATTACHMENI

-- ENGINE INLET PLANE

._
'----NAC STA 116.90 74J1 kIA
 CONFIDENTIAL

-95.00
- - 85.00
PRIMARY NOZZLETEIN
PLANE EWN

-47 1-- 65.4 REIF

3.00

: --- •- -. _

44.00
81.0
O~EJECTOR EQU I

110 2.1'
0 82=
op ---

CANT POINT HORIZONTAL REF LINE

85.4
78.8 •_

LE OF BIDE EJECTOR CANTED 10.0, FWI,

W ,
NOZZLE PLANE
-- NAC ATTACHMENT PLANE CG LOCATION DOES NOT INCI.

CG LOCATION DOES NOT INCLUDE INLET

STF219 650 LB.1S. /SEC. TURBOFAN

Figure 1-12

ooC0 oIDENTAL
 CONFIDENTIAL
PWA-2600

95.00-
- 85.00 --

ZL.E y TE WING

- 47,11 6.---64 REF-----,

3.00

4400
•.EJECTOR EQUIVLENT

1102. CI1
1
0 \

HORIZONTAL REF LINE

85.4

• ,---:•-- -_2- - -_r2•

1- 89.16 I

EJECTOR CANTED 10.00 FWD. OF PRIMARY

NOZZLE PLANE
CG LOCATION ')OES NOT INCLUDL INLET

CG LOCGT'0N DOES NOT INCLUDE INLET

STF219 650 LBS. /SEC, TURBOFAN

Figutre 1-12

CONPIUENTIAL .:"'.... ::.:-~ ~ ~~..

;-,..-.''--: ,..; :..
. -
Fim~ I-A --.-.
PRATT & WHITNEy AIRCRAFT

FRONT MOUNT

36.98
3.10 EXTENSIý

27.3

59311
INLET

2 015'

NAG STA 000 60-120

DIA
v.EN
""PLANE 0P OUTB'D NAC INLET
S

I
 REAR MOUNT

I14ONTMOUNT .00 38.345 -

106.00

90,225 MIN
36.98 /.ENGINE LENGTH
3.10 EXTENSION
WING CONTOUR

S......, - •EJEC1

59.3 INLET DIA 8*40' ENGINE

-- -
t LE BID

-NAC ATT!

ENG INLET PLANIE

NAC STA 112.30 71654 DIA

 CONIDENTIAL

TE WING
- - 92.00-

8.345 82.00-
PRIME NOZ PLAWE

45.25 3.0

4400
WING CONTOUR

82.26

__________EJECTOR

10055'

EJECTOR CANT PT

- ,85.65

-PARALLEL TO HORI7 REF

rA T CDin
. PANEt
""--NAC ATTACH. PLANE PLANE
'-HORIZONTAL REF PLANE

EJECTOR CANTED 10
NoZZI IE PIANE
CG LOCATION DOE.S

STFZ19 000 LBS. /SEC, TURtI

Figture 1-13

CONPIDENTIAL

AJ !
 CONFIDENTIAL
PWA-2600

WING
92.00 -

-8200
78.00 DIA
45.25-3.0 EQUIVALENT

- -

4400

82 76.00

EJECTOR

-85.6
EJECTORJETO CANTED_______ 10._00_______OFPRIMARY

-PARALLEL TO HORIZ REF"

PLANE

'HORIZONTAL REF PLANE

Fiur 1- 13_

CG LOCATION DOES NOT IN1LCUDE INLEIT ' -•

NOZZLE.•'.7;,'',"
PLAE ZT"
[HOR CONFIDENPLAN L

CNE lJCO
10 lo lD OF PIMARY
PRATT & WHITNEY AIRCRAF.T

El 8. 40((tIS
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AALDDOM~ uiE- 5CLAE~

F e?
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Figure 1,-19

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CONFIDEN'rl
 CONFIDENTIAL
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SCHEMATIC OF OCTAGONAL EJECTOR L

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 PWA-2600
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SUPPLY AND RlETURN LINES
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CONFIDENTIAL

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PRATT & WHITNEY AIRCRAFT

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CONFIDENTIAL .. ....... 1
 aI

Irri%1t A WI-iTNPV AlnClrApT

ESTIMATIQN OF WINGI CONTOUR

AT FS 2 3D93,6

ACCESS DRIVES 23 2ALT

... ... .... - -- •' .2113 -Re (,

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INLET Bi- 217

2150 2200

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22345
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AftIPID
 CONFIDENTIAL
PWA-2600

REAR MT PING

611AFT
EN GINE 00371. EJECTOR

D ENGINE
_____

IL REF
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LINE ..--- h23t3.9
t t -- 23936
- !. . - _" 23300
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2300 2350 2400 2450 2500 M550

17) 2 EJECTOR SHROLVD TRANSLATES AFT

TO EXPOSE FIXED CASCADE
174,22 -- FOR THRUST REVERSING
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FIFECT OF'INCHEASED CANT ANýLE
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Figure 1-44

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j
 PRATT & WHITN•Y ACnAFT CONPIDEN ALPWA-Z600

1US STANDARD ATMOSPHERE-1962 (GFOM)

RAM RECOVERY PER"MIL-E-50088
65,000 FT PHASE II B MN 2.7
BASE AIRFLOW
1• ~~2.2- I --
Q2.2
MAXIMUM AFTERBJRNINU OR DUCTIHEAT ING
6 MINIMUM AFTERBURNING OR DUCT HEATING
0 AFTERBURNER OR DUCT HEATER NOT LIT

2,0- STF2I9
(INITIAL , -19000F)
0
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F219I

_TST27227
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IL

L(
I:3
ii NET THRUST - 1000 LB

AT MACH 2.7 AT 65,000 FEE.;

Figure 1-45..............

CONFIDENTIAL ......-.
 I

CONPIDENTIAL A.
FRAV, a WH~1'NPFYA)RC'?AfT COFDNILPWA-2600

US STANDARD ATMOSPHERE- 1962 (GEOM)

RAM RECOVERY PER MIL-E- 50082
36,150 FT PHASE UI B MN 0.9
1.5

0 MAXIMUM THRUST

z
C.

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1.3
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0 (BASIC-22000F)

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NET THRUST-' 1000 LB A

ESTIMATED PERFORMVLANCE OF STF2I9 AND STJZ.7 ENGINE-

AT MACH 0.9 AT 36,150 FEET

Figure 1-46
NFi De A .........
....
CONFID)ENTIAL
 CONPIDENTIAL
PRATT & WHITNEY AIRCRAFT PWA -2600

[
uS STANDARD ATMOSPHERE-062 (GEOM)
U
RAM RECOVERY PER MIL-E-5008B
115,000 FT PHASE I B MN 0.6
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S~NET THRUST"- 1000 LB

I I

SESTIMATED PERFORMANCE OF Sl FZ 19 AND STJZ27 ENGINES

AT MACH 0.6 AT 15, 000 FEET

I Figure 1-47

SCONFI DENTIAL ;
 CONFI:DUNTiAL
PRATT& WHITNEYAIRCRAFT PWA-2600

US STANDARD ATMOSPHERE- 1962 (GEOM)

RAM RECOVERY PER MIL-E- 5008B
DE31GN TURBINE INLET TEMPERATURE 2200OF
65,000 FT MN 2.7

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Q MAXIMUM DUCT HEATING
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LL 0 DUCT HEATER NOT LIT
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NET THRUST-,Iooo LB

ESTIMATED PERFORMANCE OF STFZ 19 Z NGINE AFTER PHASE IIA

AND AFTER PHASE lIb AT MAC14 2.7 AT 6r-000 FEET

Figure 1-48

CONFIDENTIAL
....... .
 t CONFIDENTIAL
PRATT & VWHITNEY AIRCRAFT PWA-2600

I US STANDARD ATMOSPHERE - 1962 (GEOM)

RAM RECOVERY PER MIL-E-5008 B
DESIGN TURBINE INLET TEMPERATURE 2300OF
36,150 FT MNO.9

130 MAXIMUM THRUST

LZ

z
[ 0
IU).J
z
0

1-)

u- PHASEA I1

i, 0.9

0 .82 4 6 8 10 12

j NET THRUST- 1000 LB

Sc PERFORMANCE OF ,,ESTIMATED
STF219 ENGINE; AFTER PHASE
I A•
L AND AFTER PHASE LIB AT M4ACH 0. 9 AT 36,150 FEET

I. igure 1-49 ....

CONFIDENTIAL
 CONPIDINTIAL
PRATT & WHITNEY AIVIRAFT PWA-2600

US STANDARD ATMOSPHERE- 1962 (GEOM)

RAM RECOVERY PER MIL-E- 5008 B
DESIGN TURBINE INLET TEMPERATURE-2300OF
15,OO0FT MN 0.6

1.3 O'
MAXIMUM THRUST

z
2 .2

o CD -- _ _ _ _

PHASE 11A

0-9 'PHASE

Ca,6

0 5 10 i5 20 25
NET THRUST 1000 LB

ESTIMATED PERFORMANCE OF STrZ219 ENGINE AFTER PHASE 11A

AND AFTER PHASE TIB AT MACH 0. 6 AýT 15, 000 FEET

Figure 1-50 . 1

CO-PI NT8AL
 S~ CONFIDENTIAL-

PRATT WHITNEV AIRCRAFT PWA-2600

L
US STANDARD ATMOSPHERE-1962 (GEOM)
RAM RECOVERY PER MIL-E- 50080
DESIGN TURBINE INLET TEMPERATURE 2200 0 F

2.t 65,000 FT MN 2.7

g[
r MAXIMUM AFTERBURNING
MINIMUM AFTERBURNING
AFTERBURNER NOT LIT
- 20 /PHASE CORRECTED
AIRFFLOW! P
[ /LB/SEC

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z _

[ ~~~~1.6 - _ __ __

[ NETTHR1r.8O0 L
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L
L - 14 *SELECTION OF AIFLOW 1S POSSIBLE BETWE-EN
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II rWAS PROVIDED IN PHASE IIA

15 10 15 20 25 30
NET THRUST' - 1000 LB
II

r ESTIMATED PERFORMANCE OF STJ227 ENGINE AFTER PHASE 11A

AND AFTER PHASE IIB ATr MACH Z. 7 AT 65, 000 FEET

F- CONFIDENTIAL
 I

CONFIDENTIAL
PRATT & WHITNEV AIRCRAFT
PWA-Z600

U S STANDARD ATMOSPHERE- 1962 (GEOM)

RAM RECOVERY PER MIL-E-5008B
DESIGN TUR8INE INLET TEMPERATURE 2300*F
36,150 FT MN 0.9

1.6

"0MAXIMUM THRUST

1.5

z
'I-I- 1.4 - -

1.3-- • -_

.. PHASE IE A

J PHASE 118

I,.C--

I-0

0 5 10 15 20
NET THRUST-'IO00 LB

ESTIMAl ED PERFORMANCE OF STJZ27 ENGINE AFTER PHASE 11A

AND AFTER P14ASE I1B AT MACH 0.9 AT 36,150 FEET

Figure 1-52
.............................................

CONFIDENtTIAL::":,.:,:,':',.o."''",... . . . . . .... . .........

:.. ; .: -. ,
 F
PRATT WHiTNEY AIRCRAFT
CONFIDEN4TIAL
PWA-2600

L US STANDARD ATMOSPHERE -1962(GEOM)

RAM RECOVERY PER MIL-E-5008B
DESIGN TURBINE INLET TEMPERATURE= 2300*F
15,000 FT MN 0.6

z 1.T
o 0 MAXIMUM THRUST
zt
p ,I
8i 14

PHSEII
. 1.2-

Ii 1.0
NET THRUST- 1000 LB

E STIMfATED PE•RFORMANCE OF STJ227 ENGINE AFTER PHASE IIA

AND AFTER PHASE IIB Ar MACH 0.6 AT 15,000 FEET

t Figure 1-53

CONFIDENTIAL
L

CONFIDENTIAL
PRATT & WHITNEY AIRCRAFT PWA -2600

U S STANDARD ATMOSPHERE- 1962 (GEOM)

RAM RECOVERY PER MIL.-- E- 50086
TOGW - 450,000 LBS

.06 DUCT HEATER

FUEL AIR RATIO
t• 0 4 _PHASE 71 A_

gi
b
.4
__ __ _ __ _
..- 0008
_ _

0
I-

1.0 DUCT HEATER

0 FUEL AIR RATIO

0..8

PHS 1 '..'.o0oo

a 04
S•5
Lii .0 1, 202.B,.

FLIGHT MACH NUMBER !

l
m ii Q6
m-m -l - __ __ im___ii

LOADING AND THRUST INCREMENT PRODUCED 13Y

LIGHTING DUCT HEATER OF STFZ 19 ENGINE m-

CONFI'DE-NTIAL ":'..",?.-''"...•..:""
vC 5
ii

Lw

Tz >< =,,T AFTERDURNING

LL
"J • W\-DUCT HEATING

c IJJ TURBOFAN

TURBINE INLET TEMPERATURE

Ii

EFFECT OF TURBINE INLET TEMPERATURE ON ENGINE

WEIGHT AND MAXIMUM DIA.METE',R

I 1-55 re1-5
Figure F|.g .... .... .. ....... .. .... •

CONFIDENTIAL..
PRATT & WHITN'RAAc.RAPT PWA-2600

ctt i

D4

w
21.-

Zz
i Sw
I
ww

LOW BASE HIGH

SUPERSONIC CRUISE
ENGINE INLET CORRECTED AIRFLOW

1EFFECT OF ENGINE SUPERSONIC CRUISE INLET AIRFLOW

ON ENGINE WEIGHT AND MAXIMUM DIAMETER

Figure i-5.;

CoNFUDiNTiAL
COi=I
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