Air Force GE YJ 97 Test
Air Force GE YJ 97 Test
AD NUMBER
AD394356
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directed by Air Force Aero-Propulsion Lab.,
Wright-Patterson AFB, OH 45433, DEC 1968, or
higher DoD authority.
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AEDC-TR-68-244 CONFIDENTIAL
December 1968
:,-<**
i'his material contains inform.ilion affecting the JX
national defense of the I nited Stales within the '!-
meaning of the I'.spionage Laws (litle 18, I .S.L,,
sections 793 and 791) th" transmission or revelation
'n
fry
of which in any manner to an unauthorized person is
prohibited by law. Ut I '-^i -/
CONFIDENTIAL
NOf/CBS
Whe n ll. S. C.overnmc iH d rawi ngs sptr- ific-a tinns . or other data arc usrd f or an y purpost o th .. r than a
rl< finit e l r oda t LJ Gove rnll!fnt pro. unme 11t oporation , the G overnme 11t tlu.:nl.. y inc urs no r espo 11sil..ility
nor .I ll ) ob liga t ion wha t SO<'Vl'r, a nd tlw f.wt that tht Govcrnrn('nt ma y ha v<: formulat ed , furni shPd. or in
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Qualifie d usNs ma y obt ain r opi es of this n port fr o m tlw U<' ftns(' Doc ume ntati on C e nt er.
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CONFIDENTIAL AEDC-TR-6~244
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AEDC - TR-61'1-244
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FOREWORD
(l:) The work reported herein was p e rformed at the request of the
Air Force Aero- Propulsion Laboratory (AFAPL) (A PTP), Air Forc e
Systems Command (AFSC), unde r System 468A, for the General El ectric
Compa ny unde r Contra ct AF 33(657)-16142.
(U) This r e po rt cont a ins clas sifie d information extr a ct e d from the
Mod e l S p e Lifi cation No . E -2054 for YJ97-1 and YJ 9 7-3 eng ines, elated
Augus t 1, 186 6 , a nr1 its revisions elated F e bruary 1967 and January
19 68, Confide ntia l, Gt'oup 1, and from AEDC-TR-68-167, dat e d
O c tober 186 8, Confid e ntia l, Group 1.
ii
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CONFIDENTIAL AED C-T R - 68-244
CONFIDENTIAL ABSTRACT
iii
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The reverse side of this poge is blon~ .
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CONFIDENTIAL AEDC-TR-68-244
CONTENTS
ABSTRACT . . . iii
NOMENCLATURE v ii
I. INTRODUCTION. 1
II . APPARATUS . 1
III. PROCEDURE . . 5
IV. RESULTS AND DISCUSSION 6
V. ~UMMARY OF RESULTS. 15
REFERENCES. . . . . . . 16
APPENDIXES
I. ILLUSTRATIONS
Figure
(U) 1. YJ97-GE-3 Engine Schematic 21
( U) 2. Tailpipe and Exhaust Cone . 22
( U) 3. Installation of the YJ97-GE-3 Turbojet Engine in
Propuls ion Engine Test Cell (T-4) . . . . . . . 23
( U) 4. Instrumentation Station Locations
a. Primary Air Supply System 24
b. Engine Inlet Duct Labyrinth Seal 25
c. Engine. . . . . . . . . . . . 26
d. Primary Exhaust Nozzle Cone . 27
e. Tailpipe and Insulation Blanket. 28
( U) 5. Instrumentation Details
a. Primary Air Supply System 29
b. Engine Inlet Duct . . . . . 30
c. Engine. . . . . . . . . . 31
d . Primary Exh.aust Nozzle Cone 32
e. Tailpipe and Insulation Blanket. 33
( U) 6. Calculated Turbine Inlet Total T e mpe rature during the
Enduranc e Cycle. . . . . . . . . . . . . . . . 34
( U) 7 . Comparison of Airflow of J9 7 Eng ines S /N E44 7007
and E4470 5 2. . . . . . . . . . . . . . . . . . 35
( U) 8. Comparison of Fue l Flow of J 9 7 Eng ines S /N E 44 700 7
and E44 70 5 2 . . . . . . . . . . . . . . . . . . . 36
v
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Figure Pixae
(U) y. Comparison of Pumping Characturislies of J7
Engines S/N E447007 and 1;M47052 37
(U) 10. Comparison of Specific Fuel Consumption of Jy7
Engines S/N E447007 and E447052 38
(C) 11. Specific Fuel Consumption as a Function of Net
Thrust at N + 5000 ft. Mach Number 0.85 39
(U) 12. Ratio of Primary Nozzle Exit Temperature to
Turbine Discharge Temperature for J97 Engine
a. Without Tailpipe Blanket 40
b. With Tailpipe Blanket 41
(U) 13. Effects of Tailpipe Thermal Blanket on Pumping
Characteristics
a. PS7/P2 versus T55/T2 42
b. P52/P2 versus T51/T2 43
VI
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PC.-
11. TABLES
(U) 1. Steady-Stale Mt'asuremt'nl UnciTtainty . . .
(U) 11. Summary of Operation of J7 Kngine
S/N E447052 at AEDC 55
(U) III. Altitude Start Summary 5G
(U) IV. Engine Flameout or Stall Data for ,197 Engine
S/N E447052 57
NOMENCLATURE*
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SUFFIXES
SUBSCRIPTS
eng Engine
i Indicated
o, cell Test cell conditions
X Calculated
STATIONS
ix
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Compi't-'ssur inli't
2V Tost fell pk'iiuin
A Cum press 1)1' dischufge
;u Burner inlet
39 Burner discharge
-I 'Turbine inlet after- WC3 is added to the stream
5 Turbine discharge before WC4 is added to the stream
51 Turbine discharge after WC4 is added to the stream
52 Tailpipe inlet
7 Tailpipe exit
8 Primary nozzle throat
9 Secondary nozzle exit
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SECTION I
INTRODUCTION
(C) The purpose of Hie lest pi'o^ram was to eoiiduet tile engine
performance portion of an official engine Qualification Test, with
Ji)7-Cil';-;-i engine S/N 447007, at all of the guarantee flight conditions
listed in Table II of the ICngine S|XH:ificution (lief. 0). Because of a
second-stage turbine disk failure on this engine during testing at
N 4 5000 ft, the low altitude portion of the test program was not com-
pleted.
(C) The results of the official performance data from the test of
J97-GE-3 engine S/N 447007 were incorporated in a separate report
(Part I, Ref. 7). The analysis of the turbine failure on J97-GE-3
engine S/N E447007 is presented in Ref. 8. Data from both engine
S/N E447007 and engine S/N E447052 are utilized in Section IV of this
report (Part II); however, all of the other sections apply only to engine
S/N E447052 unless otherwise stated. The Apparatus, Procedure, and
Methods of Calculations for engine S/N E447007 are included in Ref. 7.
SECTION II
APPARATUS
(C) The YJ97-GE-3 engine (Fig. 1, Appendix I) used for this in-
vestigation is an axial-flow, nonafterburning, single-rotor turbojet
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AEDC-TR-68-244
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inc oqJotating val'iaule c omptessot st a t o ts, a two -st a g e turbin e , a t a il-
pipe with a 7 -cl eg c;mt e d aft section, and a fix e d -are a con ve tging nozz l e .
The e ng in e nonnally utili zes a second a t'Y a it e j e l'to t nuzz ll' des ig n ed t o
in c t e ase e ng ine thtust. How e v e r, the s ec ond a ty n o z z l e was nP' in-
st a lled for th e e ndura nc e t e st. The e ngine has a thrust-to -w e ig ht r a tio
o f 6 : 1 at a m a ximum thrust ra ting of 4400 lbf at sea-level s tatic condi-
tions. The dry we ig ht of the engin e (including tailpipe and s econda ty
nozz le) is 738 lb, ove tall c old l e ngth is 108. 5 in., and inl e t diam e t er
is 20. 1 in .
(C) The c ompte ssor is a 14 -stage unit with a press ure r a tio of
1 3. 5 : 1 and a n airflow of 70.4 lb/ sec a t 13,650 rpm a t sea -le v e l s t a tic
ope r a tion. The inl e t g uide va n es and fir s t fiv e stator s tages are in-
t e grally vat'iabl e a nd sch e dule d as a fun c tion of c ompre ssor rotor spC' ed
and compressor inle t t e mperatur e . The forward frame a ssembly in-
cludes the inlet guid e vanes, forward bearing and support struts, and a
drive for the engine g earbox. The compressor rear frame assembly
includes the compressor outlet guide vanes, outer combustor casing,
turbine frame, and the number 2 and 3 oil sumps.
(C) The ignition system consists of a power source, le.a ds, and
two ignite r plugs. The sys tem is a noncontinuous capacitor discharge
t y p e with a rating of 4 (min) to 10 (max) joules. The minimum spar k
rate is 2 sparks/sec/plug at an input voltage of 115 volts at 400Hz.
(C) The prim a ry exhaust s ection for the eng ine S/N E447052 test
(Fig. 2) was c omprised of a c a nt e d tailpipe and a 139-in.2 fixed-area
conic al exhaust nozzle. Th e tailpipe and c enterbody at the tu r bine dis-
charge form an annular diffus e r whic h t e rminate s 17. 2 in.. from the
diffus er inle t in a full c y lindrical c ross section. Eleven, long-chord,
a.ntiswirl, airfoil-shaped struts a r e l oc at e d in the diffuser. The c y lin-
drical section is cant e d 7 deg b eginni ng at a point 35 in. from the tail -
pipe inle t.
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(U) Tlu' main fuel pump is mounted un und driven by the engine
gearbox and in turn drives the main fuel control (MFC) wlm-h is tandem
mounted on the pump. The main fuel pump is a two-clement unit con-
taining a centrifugal boost element and a single-stage, vane-type, higli-
pressure element.
(U) The main lube pump is a positive displacement type with engine,
customer, and scavenge units. The lube system incorporates an
auxiliary water-oil cooler in series with the engine-mounted fuel-oil
cooler to maintain the lube oil temperature below the 300oF specification
operating limit.
(U) The horsepower extraction unit and number 3 oil sump insula-
tion blanket, used during previous testing of engine S/N E447007 (Ref. 7),
were not installed. A flight-type generator was mounted on the transfer
gearbox but was not loaded to extract power.
2.2 INSTALLATION
;
;
(U) The engine assembly was mounted on a thrust stand, which in
turn was flexure mounted on a model support cart and installed in Pro-
pulsion Engine Test Cell (T-4) (Fig. 3), A detailed description of the
T-4 test cell is presented in Ref. 9. The engine inlet duct extended
into a zero-leakage, labyrinth-type air seal mounted on the downstream
bulkhead of the engine inlet plenum. The engine inlet plenum contained
two flow-straightening grids with screen overlays and a bellmouth to
ensure a smooth flow of air into the engine inlet. The primary airflow
rate was measured using two critical-flow Venturis located 27. 5 ft up-
stream of the engine inlet plenum.
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(U) The lube oil tank is not engine equipment and ia not engine
mounted; thet'efore, a General Electric-supplied .substitute tank was
mounted on the thrust stand. The discharge from the customer port of
the main lube oil pump was returned directly to the oil tank.
2.3 INSTRUMENTATION
(U) Exhaust gas swirl angle measurements were made with a wedge-
shaped traversing probe which utilized a pressure sensing null-balance
system to determine swirl angle and a strain-gage-type pressure trans-
ducer to measure stream total pressure. The probe actuator contained
two electric motors which provided for probe rotation and radial trans-
lation through the exhaust gas stream. Total pressure, swirl angle,
and radial position were continuously recorded by a null-balance poten-
tiometer system.
(U) Fuel, lube oil, and hydraulic fluid flow rates were measured
by turbine-type flowmeters. The output signal was recorded on mag-
netic tape from frequency-to-analog converters and converted to flow
in pounds per hour by a digital computer. Control room indication was
displayed on digital electronic frequency converters from a frequency-
to-shaped waveform converter. Water flow was measured with a
dynamic weigh-time system utilizing a beam-balance weight-measuring
device.
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2.4 CALIBRATION
(U) After installation of the sensors in the test cell, the data ac-
quisition systems were electrically calibrated. The thrust systems
were electrically calibrated using known resistances in the circuits to
simulate known pressure and force levels. The pressure systems were
pressure calibrated in place with a fused-quartz. Bourdon-tube-sensor,
precision pressure gage, incorporating optical measurement of deflec-
tion and digital presentation. The thermocouple output recording sys-
tems were spanned to cover the thermocouple output voltage range, and
the NBS temperature-millivolt calibration for each type of thermocouple
was used for data reduction. The flowmeter data acquisition system was
calibrated using selected inputs from an NBS secondary standard fre-
quency generator to simulate flowmeter outputs. Calibration of the data
acquisition systems was conducted at sea-level ambient conditions prior
to each run.
SECTION III
PROCEDURE
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(C) For the endurance run, the compressor inlet total tempera-
ture was increased lJ K (from -4 to H50F) at the full-open power lever
position (resulting PCN/HT = 10. 1) at ISM 5000 ft, Mach number 0. 85,
to obtain the maximum rated turbine inlet temperature of 2710 20oR.
This increase in T2 was necessary to obtain the rated turbine inlet tem-
perature at these flight conditions because the power extraction unit was
not installed on engine S/N E447052 as it was on engine S/N E447007.
The engine was operated in this manner at these conditions for 4 hr to
complete the endurance test requirements.
SECTION IV
RESULTS AND DISCUSSION
CONFIDENTIAL
(U) This feport pfusents the reballs of Hie turbint' endui'unce lest
conducted on YJlJ7-Gl']-3 enyiiu1 S/N 1'J44752 and a eomparisun of the
pei't'ormance with engine S/N ['1441001. In addition, the effeety ol' shaft
power extraction, tailpipe thermal insulation, and exhaust gas swirl on
the performance of engine S/N 10447007 are presented. Some informa-
tion on exhaust nozzle total pressure measurement and exhaust nozzle
thrust coefficient is included.
(C) The specified flight conditions for' the endurance lest were
N 4 5000-ft altitude at Mach number 0. 85. Deviations in compressor
inlet total temperature from standard day values for the above flight
conditions were made to obtain the rated turbine inlet temperature with-
out a shaft power extraction system. The specified operating range for
turbine inlet total temperature (T4) was 2710 20oR. During testing on
engine S/N E447007 (Ref. 7) with the power lever at the full-open posi-
tion and with approximately 15 hp extracted, calculated T4 was approxi-
mately 2710oR at N + 5000-ft altitude and Mach number 0. 85. Without
power extraction on engine S/N E447052, the maximum level of T4 at
the same flight conditions was approximately 2660oR. Therefore, to ob-
tain the required turbine inlet gas temperature, compressor inlet total
temperature was increased 90F (from -4 to +50F) with the power lever
in the full-open position. The endurance test was then conducted at the
desired compressor inlet total pressure (P2) and cell pressure (P0)
while compressor inlet temperature (T2) was held at the level required
to give the required T4. The engine was operated at 106. 1-percent cor-
rected engine rotor speed throughout the endurance cycle.
(C) Calculated turbine inlet total temperature (T4) during the en-
durance cycle is shown in Fig. 6. The temperature was within the
specified operating range for 4 hr of continuous operation. The arith-
metic average of the T4 levels for all data points, which were taken at
approximately 10-min intervals, is 2710oR.
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(C) A total nf iiiiu' allitudi' winclinill start attempts was made with
iMi^ine S/N 447052 hrtw IHMI :!(), 000- and oiJ, OOO-t't altitude. A summary
of the starting eundiliiis is presented in Table 111, All start attempts
were sueeessful. It should be noted that a systematic altitude start
investigation was not eondueted.
(C) The engine was shut down after a normal cooldown period after
completion of the endurance test. Posttest inspection of the turbine re-
vealed slight discoloration of the blades and evidence of slight blade tip
rub on the second-stage rotor. No intermediate visual inspection was
made on the turbine between installation and posttest inspection; there-
fore, it is not known if the blade tip rub occurred during earlier testing
(prior to the endurance test period) or during the endurance cycle. The
turbine assembly was returned to the manufacturer for additional post-
test inspections.
f
(C) The measured maximum heat rejection on engine S/N E447052
required to keep oil pump inlet temperature below 300oF was
108 Btu/min; this maximum heat rejection was extracted through the
auxiliary oil-water cooler and was obtained during the 4-hr endurance
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rycLe al N -l 5-l'l allilucle and a flight Mach number ol' 0. U5. Tlic
engiiu1 was opcralctl with B0I'' l'nul al Lhu lurl punip inlet. The engine
apecification heal rejeelion eriteria are based on a fuel inlet tempera-
ture of 100 I1". If fuel inlet leiu|jeralure had been inereased frcjm B
to l0!'', inereased heal fejeetion into tile auxiliary cooler would be
less than 100 Btu/min in order to maintain the oil temperature below
300 lr. 'The specification states that the maximum heat rejection re-
quired at the most severe conditions (N 4 5000-ft altitude) will be
645 Blu/min; therefore, the engine heat rejection requirement at this
condition is approximately 445 Btu/min below the specification limit.
(U) Engine S/N E447007 was tested with a secondary nozzle system
installed, and engine S/N E447052 was tested with a primary nozzle
only; therefore, a direct comparison of measured thrust and SFC can not
be made . The airflow, fuel flow, engine pumping characteristics,
isentropic thrust, and SFC of the two engines are compared in Figs. 7
through 10 with the tailpipe thermal insulating blanket installed and with
no shaft power extraction.
(C) Engine S/N E447052 had 0. 7 percent higher airflow (W2) and
0. 9 percent lower fuel flow (WF) at 106. 6 PCN/RT at N altitude, Mach
number 0. 80 (Figs. 7 and 8). The pumping characteristics of the two
engines are presented for test conditions of Mach number 0. 80 at N alti-
tude in Fig. 9. The gas generator pressure ratio (P52/P2) for engine
S/N E447052 was approximately 1. 3 percent higher than for engine
S/N E447007 at a constant temperature ratio (T51/T2).
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parametci- (WgB vFol/PS'^) must be equal t'ur both engines if the tail-
pipe pressure and temperature lusses and no/zle flow coefficients are
assumed equal. Therefore, the 0. 25- and 0,7-percent increase in P52
and W2, respectively, on engine S/N E447052 should be accompanied
by a 0. 9-percent decrease in T51 ( 0. 45 decrease in N] T51). This is
verified in Fig. 9; T51 for- engine S/N E447052 was 1. 1 percent less
than T51 for engine S/iN 1C447007 at the same conditions.
(C) The isentropic net thrust and S b'C for both engines are com-
pared in Fig. 10 at N altitude, Mach number 0. 80. The isentropic
values were used because of the differences in the exhaust nozzle con-
figurations. Note that the units of SFC were changed from the standard
lbm/hr-lbf to lbm/sec-lbf so that the values of isentropic SFC would not
be inadvertently confused with the actual SFC of the engine. Engine
S/N E447052 had a lower SFC (1. 5 percent) than engine S/N E447007 at
106.6 PCN/RT, as would be expected from the higher cycle efficiency
(Fig. 9) and the lower fuel flow (Fig. 8). The isentropic net thrust of
both engines was equal at these conditions at 106. 6 PCN/RT.
(C) Data were obtained at N -f- 5000-ft altitude at Mach number 0.85
during the previous tests of engines S/N E447051 and E447007 (Refs. 5
and 7). However, during both of thene previous tests, only a very
narrow range of engine rotor speeds was obtained at N + 5000 ft.
During the test of engine S/N E447052, special efforts were made to
operate over a larger range of rotor speeds in order to obtain some in-
formation on the range of engine operating limits at these conditions and
to define more completely the shape of the thrust versus SFC curve at
N + 5000-ft altitude.
10
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AEDC-TR-68.244
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(C) The corrected engine fuel flow is presented in Fig. 14 for the
engine with and without the tailpipe blanket at N altitude. Mach num-
ber 0. 80. At PCN/RT = 107, the corrected fuel flow increased by
0. 3 percent when the tailpipe blanket was installed.
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(U) Swirl angle m e asur ements were normally made f rom t h e noz -
zle centerline vertically to the nozzle outer wall. How ~ver, during one
test period, to check swirl symmetry about the nozzle c ente rline. in
the plane of the primary nozzle, the probe travel was extended approxi-
mately 2 in. Measurements verified that flow symmetry does exist as
shown in Fig. 17.
(C) The methods used to calculate the average swirl angle and to
correlate the swirl angles in the secondary and primary planes are
shown in Appendix III. A comparison of primary and secondary nozzle
exhaust flow angularity at N altitude is presented in Fig. 17. In the
plane of the secondary nozzle. the maximum measur ed swirl angle was
approximately 2. 7 deg, and the average absolute value was 1. 72 deg.
At the prlmary nozzle exit, the maximum measured value was 6. 4 deg,
and the average absolute value was 3 . 95 deg.
(U) The variation in swirl angle at the secondary nozzle exit and
the range of operational levels during which measurements were made
are shown in Fig. 18. The bandwidth was no greater than 1. 1 deg. No
correlation could be established between the swirl angle pattern and
change~ in altitude, Mach number, engine speed, or horsepower ex-
traction.
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(U) The prinuii'y exlmusl nuzzli' inlet tolul pressure (PV) was ob-
tained from an empirically determined curve of lJ7/P5 2 versus UNO
(Fig. III-3), a measured value of tailpipe entrance pressure (1J52)) and
the calculated nozzle throat Ueynolds number (RN8). To verify the
validity of this curve, a 12-probc equal area total pressure rake was
fabricated, which could be inserted into the exhaust nozzle and with-
drawn during testing (Fig. l). This rake was withdrawn for all per-
formance test points and inserted to measure the pressure 0. 5 in. up-
stream of the nozzle exit plane at each test condition where data were
desired.
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SECTION V
SUMMARY OF RESULTS
(C) The results of the altitude endurance test of J97 -GE- 3 engine
S/N 447052 and the sp~cial investigations on engines S/N E447007 and
E447052 are summarized as follows:
(C) 1. The 4-hr engine endurance run at N + 5000-ft altitude,
Mach number 0. 85, and rated turbine inlet temperature
(2710R) was successfully c ompleted on J97-GE-3 engine
S/N 447052.
(C) 2. J97-GE-3 engine S/N 447052 was tested for 19 hr, 18 min,
during which the maximum observed vibration levels were
0. 9 and 2. 1 mils on the c ompr e ssor front and rear frames,
respectively.
(C) 3. The increase in engine heat rejection to the oil-wa ter
cooler, as a result of removing the number 3 b e aring sump
ins ulation bla nke t, was approximately 100 Btu /min a t
N + 5000 ft, M ac h numbe r 0 . 85, 106. 1 PCN / RT.
15
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REFERENCES
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APPENDIXES
I. ILLUSTRATIONS
II. TABLES
III. METHODS OF CALCULATIONS
IV. TABULATED STEADY-STATE DATA
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35,0
47052
\ o
Equal Area Rake) -
&
H
(Average 12-Probe
0
_ u __ u-r
0
H
i
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w I
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itude
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.C
CONFIDENTIAL
r^r f "V s X
r til
40
-^
/ Distance from Vertical Centerline, R2. in.2
H
C3 o
^
(Integrated Average) - 1.85 ps
Equal Area Rake) - 1.87 psia
20
1
1
Ititude, N + 5000 ft
CN/RT, 106.7 percent
u CN
ngine S/N E447052
C
^\
V
in _ 3
tu
1
+ o "-
o .
ach No., 0.85
c
c o U
(Average 12-Probe
r ^
,.*
0
1
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CO
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1
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// n ////7777777777
c c
c
n77 c
51
CONFIDENTIAL
pTPiri'WV.T'WT'^
AEDC- rR.6a-2.N
CONFIDENTIAL
o <
lO
w
Q
M
o
u
m in io
o o o
r-l r-< rH
X r-J X
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00
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+-> p +J
in ca
CD 3 M
00 rH rH o
U U
VI
tfl 3
in [fl
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(N
o o o in ft
o N
t^ 0) 0
^ rH z
o * N
o w N
+J o 0
" & x
o \ tu
rH r/1 P
0) o tfl
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co -o in c
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o cn O) O) a> a> as
(NSSIIM/Sf.*) 'DD
q.u9iaijjaoo ^.snaiti a^zzoN ^snBqxa
52
CONFIDENTIAL
TABLE I
(U) STEADY-STATE MEASUREMENT UNCERTAINTY
Venturi Inle t tO. 27 8. 0 to 10.0 Bonde d Strain -Gage Automatic Mult iple P ressure Scanning l n- P l ac e P ressur e
Total Pressure, psia Pressure rraneducers System into M ilhvolt-to-Digital Converter,
t0 .65 2.0toJ.5
Seque ntial Sampling, and Magn e tic Tape
Compres.so1 Inle t tO. 31 2. 0 to 3. 5 Storage D ata Ac quhition Syst e m
Static Pressure . psia tl. 5 0 . 5 to I. 0
- ,---- - ---,
Estimated Meas ureme nt Uncertainty (2 Sigma)
'
Parameter Steady State Type or Method or II
Range
Designation M caMuring T y pe or Recordir>g Device Sytitem I
or
P e rcent of Units or Device C=-libratton I
Measurement
!leading M easurement
-
Venturi Disc harge 3. 3"F -60 to 40 Coppcr Constantan Millivolt to- Digital Converte r . Scquenllal Millivolt Source an~1
Total Temperatur e -40 to 10 Temperature Traru;;duce rs Sampling, ann Magne t ic Tapt Storace Data i~ BSTen1perature
3. 3"F
Acquisition Table
Oil Cooler Wat er --- ---
n lnlet Temperature t3 . 3"F 80 to 100
c ---
n
z Oil Cooler Wate r -
--- 0
.., O utl et Temperature t3.1"F - 100 to 300 z
C .Ul Compre ssor Inle t t 3 . 3"F -60 to - 30
..,
Total T e mperature
- t3. ;I"~' -30 to < 10
CONFIDENTIAL AE C-TR-68-244
TABLE II
(U) SUMMARY CF OPERATION OF J97 ENGINE S/N E447052 AT AEDC
'J'olai Time
CONFIDENTIAL
CONFIDENTIAL
PP|."WlWWHI".'V<ff".'J'~',1'iW(piWU'TI;I'(r<-|.,.j>!,1.|,;,.,. !
CONFIDENTIAL
At DC-TR-68-244
TABLE III
(U) ALTITUDE START SUMMARY
*The conditions listed are conditions for all start attempts for
J97 engine S/N E447052. Successful starts were made on each start
attempt.
CONFIDENTIAL
56
CONFIDENTIAL
J^HIIIWI ijHP rv'v'mivmfm1hmm^vv*mmm'fPh'm^-\^'^n^f""w-rw^iwi".-""'M-,-'
CONFIDENTIAL AEDC-TR-68-244
TABLE IV
(U) ENGINE FLAMEOUT OR STALL DATA FOR J97 ENGINE S/N E447052
Approximate
Altitude
at which
Flameout
Occurred, ft PCN/RT Remarks
CONFIDENTIAL
57
CONFIDENTIAL
^mi^^miii^i^mm^EMimsmMfiii^iMMiiiiii^u^^k \ -.-SS
y>Mrw"MPiPMW'ww^ii-i,i!MMi^iyir^ "" ""^- --^-^' mwrnrm ".""nm;nwiipwiff^Tffnjff.T)julin',?j^FwrJ.HW^^w^,l^Ai|V^'wtt^
AFDC-TR-68-244
CONFIDENTIAL
APPENDIX III
METHODS OF CALCULATIONS
(LI) The yvnoral methocis and equationa used tu compute the par-am-
eters presented in tliis report are given below. Where applicable, the
arithmetic average of pressure and indicated temperatures was used.
SPECIFIC HEAT
(LI) The specific heat at constant pressure was calculated from the
empirical equation,
(a, I I), T ( r.T2) ( V (u2 ( h2T I Cj'l'2)
Cp.. ___
where aj, b^, and c^ are constants based on the specific heats of the
constituents of air, and a.2, b2, and C2 are constants based on fuel
hydrogen-carbon ratio of 0. 16 and the specific heats of water vapor,
oxygen, and carbon dioxide.
Temperature a a c
Range, R l bl ci 2 b2 2
400 to 1700 0. 2318 0.104 x lO-4 0.7166 x 10-8 0.2655 3.7265 x ID-4 -6.6353 x 10'8
1701 to 4500 0.2214 0.3521 x 10"4 -0.3776 x 10"8 0.3397 2.7182 x 10"4 -2.9044 x 10"8
Air
r
I'no ((.KIN) A1N (CTIN)
V TTIH
M^ i
58
CONFIDENTIAL
This page is Unclassified
UNCLASSIFIED AEDC-TR-68-244
WIUMT i : y2; C'TIN, tlu' ni'ea llicrmal cxiKinsion corlTiciciil, was calcu-
Latt'il from llu' vt'iiluri wall IcmiHTalurf, ;mil C'l-'IN is an rnipirically
iK'trrmiiu'il flow I'ui'l'firii.'iil based on sciilLii'i (.ui'valure and boundai'y-
layi'f di'volopnu'iil (l'f. 11).
whei'o
|{.MA sin,ill vciilmi llirn.il HcMinlds iiilinliiT
Gas Fl
39 - W31 + 'l''/3600
(U) Gas flow at stations 51 and 8 was calculated from the equation,
51 - W8 = W2 4 WI-73600
59
UNCLASSIFIED
AEDC-TR-68-244
UNCLASSIFIED
HEAT RATE
(U) Tlu' heal rait," of llic luhf oil lo water heat rxcliimjMT was c:alcu-
lali'il as follows:
gsw wc.w (ci'woo ciwsci) - iwsci)
1
wlu 1'
WC.W -; cooling wilier flow rail!
C.I'WOC! = uverage i-1, of cooling water 1.020
'I'WSC.l) - cooling Wilier liiscliarge teniperaturc
'I'WSdl - cooling water inlel loiiiperulure
ENTHALPY
" = /
lO"
/P3\0.084 / T3\0-25
ETABM = ^Base [jr-) [JY^J (limited to 0.985)
where
'B HBP
base burner efficiency (Fig. 111-1)
and where the quantity +59. 62 Btu/lbm of fuel is the difference between
the enthalpy of exhaust gas at 540oR and air at 400oR per pound of fuel
burned. The term QSW is the equivalent heat removed by the lube oil
auxiliary cooler and is determined from lube system heat rejection data.
WSJ (1151) - (WCS) 113
50
wso
W2 (113 - 112)
140 = 1150 -t
W4
60
UNCLASSIFIED
CONFIDENTIAL AEDC-TR-68-244
wlu'iv Lurbiiu' energy (.'xl faeliun is assunu-d (.'Cjual to Hie CIIIT^V added
by llu,' (.oinpri'.s.sof.
wu) li to - wci in
11:}')
\\ :(<j
TEMPERATURE
Measured
(U) Total tempei'ature for station 11) was obtained by dividing the
indicated temperature by a em'reetion factor of 0. 9977 per NACA
TN 3766 (Kef. 12).
where
if) )' ., UK
- m'n
KF = 0.9327 (station 2)
(C) The station 2 temperature was also corrected for pressure per
NACA TN 3766 (Ref. 12). The pressure correction for a similar, self-
aspirating thermocouple (configuration 6, Ref. 12) was obtained from
Fig. 7 of Ref. 12. The curve had to be extrapolated from 0. 17 atm
(2. 5 psia) down to approximately 0. 05 atm (0. 75 psia) to obtain correc-
tions for the full range of test conditions (Fig. III-2). At 0. 05 atm, the
extrapolated value of the correction ratio was 3. 4 times the value at
1 atm. No adjustments were made for any differences in probe geom-
etry between the actual probe and configuration 6 in Ref. 12.
Calculated
Cpdt -
/
Kurn
61
CONFIDENTIAL
AEDC-TR-A8-244
CONFIDENTIAL
'li.U
^0^
nvi 4:
1
T2
112 / cp dT
10 0
(U) The total temperature at the primary exhaust nozzle exit (T8)
was determined from the calculated turbine exit temperature (T51) and
a theoretical calculation of the thermal losses in the tailpipe between
stations 51 and 8 as follows:
T8 = T8 T51
T51
(U) To calculate the external heat losses of the engine through the
external skin (Fig. III-4), the following assumptions were made:
(U) 1. The model for net radiation heat transfer between the engine
and cell wall was assumed to be a series of concentric
cylinders.
62
CONFIDENTIAL
This page is Unclassified
UNCLASSIFIED AEDC-TR-68-244
(U) Nrl raiiialion lu-al iranslVr Crom iliu en^inu was calculated as
follows:
Ml _ ' "t
I ,,')
(.1 Hi,, ii
I \
crll
wluuv
i' Hdll/iiuuin imliiil inn iniisl.uil 11.1711 \ I" ' lil\] lu-ff-
A curve of T8/T51 is enclosed for the engine (Fig. III-4). The assump-
tions made in the calculation of the T8/T51 curve are shown on the
curve.
PRESSURE (CALCULATED)
(U) The exhaust nozzle inlet total pressure (P7), used in all calcu-
lations, was not measured but was determined from P52 and empirical
information obtained from Ref. 4 (Fig. III-fi).
(U) Another exhaust nozzle total pressure was calculated, for com-
parison only, as follows:
\S7
:x
m
63
UNCLASSIFIED
,: 300. . -. ' ' '.'.f^m
AEDC-TR-68-244
UNCLASSIFIED
i - i
I'SH - 1
^)
where
y - v.U
THRUST
(U) Jet thrust along the exit nozzle axial centerline was calculated
from the expression,
W2
|.S . _l- vi MOD (l'SI - P )
l-JS
rns i lie
64
UNCLASSIFIED
4
UNCLASSIFIED AEDC-TR-68-244
whei'i-
IS l.niul cell lone, ll)(
A 101) Outside ari'ii nf prinmi'N din I ill IUIJ\ ilnlli seal
(Ll) The isentropic jet thrust was calculated from the equation,
/ U(T[
KJ1SKN WHtKVy)
y
l_!.
AY
KV'J 1 -
)'- l 1'i!
where
y = yl
where
y-l
}
V8 = MB (C\B) yj ygcR(T8) (~) '
where
M8 = 1.0
y = yl
'l'8 = calrulaled primary cxlinust nozzle total temperature
AFJMB - (ACl'G . ACJ-CSW) (F.)ISF.N)
(A(11''G) = correction to the velocity coefficient C,\ 8 for n
Reynolds mimlier effect (l'ig. III-9)
(Adi'fiSW) correction to the inoincntum balance thrust for
exlumst gas swirl (lelenuined from test measureinenls
0.0017 (see Section 1.7)
65
UNCLASSIFIED
m .
AEDC-TR-68-244
UNCLASSIFIED
Thrust Coefficient
CORRECTED PARAMETERS
where
9 = T2/518.7 11
5 = P2/14.696 psia
N* = N/Vi
WF* \VF
8\'d
T5!
T5lH
ADJUSTED THRUST
(U) A jet thrust (FJSADJ) was computed, which was adjusted to the
desired test conditions;
IMS /KV9Anj\
K.ISADj =
l)I':i,2Al),| \ KV9 /
66
UNCLASSIFIED
W :, . m
UNCLASSIFIED AEDC-TR-68-244
U'luTi'
(U) An adjusted ram drag (FDADJ) was computed, which was ad-
justed to the desired test conditions as follows:
(W2)
KDADJ = x \OADJ
gc x i)i:i,2Anj
where
\ OADJ = 109.6 J'I'2AD,I - TOADJ
and where T2ADJ and TOADJ are, respectively, T2 and TO at the de-
sired test condition.
67
UNCLASSIFIED
,
AEDC-TR-68-244
UNCLASSIFIED
5. When comparing P2' with the measured value of P2, if they did
not agree within 0. 0002, a new value was assumed for P0 and
entered into step 1 until | P2' - P2| = 0. 0002.
-0.19026
14.696
T0 = 518.67 p
["(TQ - 518.67)"|
Altitude
I -0.0035662J
- -"ft
lo
Altitude = 36,089 - 8= KTJth)
4.8064 x 10"
-"ft
389.97
Altitude + 65,617
5.4864 x 10 ^
68
UNCLASSIFIED
UNCLASSIFIED AEDC-TR-68-244
u. u B y i y ii
III.
[ ^
i HI..',:
Mlitlld
r
101,w;
i. >:i(,i! - 10'
l (i8(i x ur
Kor PQX - " l,sia'
T IH7.l7"lt
AliiHulc l,r)l.,2()() fl
then
MO
J^ (i. - )
and
1^1 MO^^'-'
'/x
hence
P2' = (-P-2-] x PX x NR
where
NR = 0.99
69
UNCLASSIFIED
iiliii^M^M^r.M.^^.'^^ri^f^^^
AEDC-TR-68-244
UNCLASSIFIED
'A. Ivxluiusl swifl an^k' in tin' mixing region ul' Llic jji'linary and
SLH'oiulai'y slivams is I'mislanl and cciual lo thi' swirl an^lc
nu'asLircd at Liu- beginning ol' the; mixing region. This assurnp-
tiun is mack' to eliminate the elTects ol' tho seeondary stream
on the primary stream.
(U) The swirl angle (p') was measured at station , plotted against
radius squared (using assumption 3 in the mixing region), and the abso-
lute average (p'SJ) was determined with a planimeter.
70
UNCLASSIFIED
^attifliMMM^ ii^mmimmsmimmmmim&mimm^meiimmmmmM^m
CONFIDENTIAL Al. DC-TR-68-244
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CONFIDENTIAL
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AEDC-TR-68.244
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74
CONFIDENTIAL
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CONFIDENTIAL AEDC-TR-68-244
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AEDC-TR-68-244
CONFIDENTIAL
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76
CONFIDENTIAL
IPPfliiSBBSipiBiBRPW^^ :-;MW'OTCTW^ip^w,i|r.^^^
CONFIDENTIAL
AEDC-TR-68.244
0.98
0.97
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APPENDIX IV
TABULATED STEADY-STATE DATA
(U) Values are listed showing the sign, four significant digits, and
the sign and associated power of 10; e. g. ,
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AEDC-TR 68-244
INDEX TO
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172
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(Secuflly clan al llcaltan ot lllltt, bucty ol nfaafr/ic/ and indontn^ annuttition intuit be ontvrod whvn the itvvrull rnpt/ft ..s c ItihiHtod)
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this report)
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o DISTRIBUTION STATEMENT in addition to security requirements which apply to this
document and must be met, it may be further distributed by the holder
only with specific prior approval of Air Force Aero-Propulsion Labora-
tory (APTP), Wright-Patterson AF Base, Ohio 45433.
11 SUPPLEMENTARY NOTES 12. SPONSORING MILITARY ACTIVITY
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DEPARTMENT OF THE AIR FORCE
HEADQUARTERS 88TH AIR BASE WING
WRIGHT-PATTERSON AIR FORCE BASE OHIO
17 June20l4
88 CS/SCOKIF (FOIA)
3810 Communications Blvd
Wright-Patterson AFB OH 45433-7802
AEDC-TR- 68-167, entitled "High Altitude Performance Test of the YJ97-GE-3 Turbojet Engine
(SIN E447007) (Part I) October 1968"
AEDC-TR-68-244, entitled, "High Altitude Performance Test of the YJ97-GE-3 Turbojet Engine
(SINE447052) (Part II) December 1968,
Subsequentto WPAFB FOIA Control Number 2014-03680-F-ST3, the above record has been
cleared for public release.
The review was performed by the following Air Force organization: Air Force Research
Laboratory, Turbine Engine Division, Aerospace Systems Directorate.
Therefore, the above record is now fully releasable to the public. Please let my point of contact
know when the record is available to the public. Email: Teresa. Corbin. [email protected] If you have any
questions, my point of contact is Ms. Teresa Corbin, phone (937) 257-1436.
Sincere I~
KAREN COOK
Freedom of Information Act Manager
Base Information Management Section
Knowledge Operations
3 Attachments
1. FOIA Request
2. Citation & Cover sheets of Technical Report
3. Copy of AFMC Form 559