unclassified ad number classification changes · ~peb ? ev~ ,s. t unclassified +i p. jbz 4 4. ......

UNCLASSIFIED

AD NUMBERAD378635

CLASSIFICATION CHANGES

TO: unclassified

FROM: confidential

LIMITATION CHANGES

TO:Approved for public release, distributionunlimited

FROM:

Distribution authorized to U.S. Gov't.agencies and their contractors;Administrative/Operational Use; 15 NOV1965. Other requests shall be referred toDirector of Supersonic TransportDevelopment, Federal Aviation Agency,Washington, DC 20553.

AUTHORITYFAA ltr, 23 Feb 1972; FAA ltr, 23 Feb 1972

THIS PAGE IS UNCLASSIFIED

'AD

Z'L,~~c~ 3 SS o"Ca

CLASSIFICATION CHANGED

T O : _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _

FROM: Cpnfdef ,p b

AUTHORITY:P'AA 1r', ~Peb ?

ev~ ,s

T UNCLASSIFIED

+I

p.

JbZ

4

4.

"CLASSIFICATION CHANGEDTO UNCLASSIFIE

FROM CONFIDENT IAL

'ER AUTHORITY LISTED INTAB NO. 728 FAA ltr,

A N- 23 Feb 72

)ATE 15 April 1972 -

w

NOTICES

When Covert•nent drawings, specifirations. or other data arm usedfor any purpose other than in connection with a definitely related

Govcnmnt procurement oper'ation, the United States Governmentthereby incurs no responsibility nor any obligation whatsoever;

and the fact that the Governiaent may have formulated, furnished,

or in any way supplied the said drawings, specifications, or otber

data, is not to be regardcd by implication or otherwise as in any

manner licensing the holder or any other person or corporation, or

conveying any rights oc permission to manufacture, use, or sell

any patented invention tnat may in any way be related thereto.

All distribution of this ilocument is controlled. In addition to

security requivemeits which apply to th•i, docw. it and must be set,it may be further distributed by the holder only with specificprior approval of:

Director of Supersonic Transport DevelopmentFederal Aviation AgencyWashington, D, C. 20553

The distribution of this report is limited because it contains

technologM, identifiable with items excluded from export by the

Department of State (U. S,, Export Control Act of 1949, as smended).

UNCLASSIE B

PROPULSION SYSTEM

PERFORMANCE SPECIFICATION

PRATT & WHITNEY AIRCRAFT II .. ..

JTF17A-20B ENGINE INSTALLATION V J 1N3 1 Li

COMMERCIAL [ , •L USUPERSONIC TRAN•SPORT

PROGRAM

PH;A-F II-C

INTERIM AIRCRAFT PERFORMANCE S CON-ROLASSESSMENT REPORT FIA SECUNO. CO'

NOVEMBER IS, 1965CONTRACT -FA-SS-66-$

7HE Efff',,fJG' COMPAWYRENTON, WAStIINGTON. U.S.A.

ISSUE NO.D6-19906-2

., '•,: ..', ,..•..'. :" ;'- :' ,, h .... ...... .. .... .

.'***~~*I .

[ n• U lll nn nn e m ll =i = -A - m u

•lllmm ilm Iro

IIPR3=VCID PAGE BZANLNOT nIXWU'

:0 CONTENTS

1.0 SCOPE 1

2.0 APPLICABLE DOCUVSM 33.0 PROPULSION SYST'. DESRITIM 5

3.1 FlIGNE 53.2 PROPULSION POD 53.3 COlTROL 5

4.0 n•s•ALLM MIGINE PE•ORACB 74.1 CALCULATION PROCEMME 74.2 EIGINE PMFORN.UAE CUiVES (190ooP) 10

5,0 PROPULSION SYSTE4 DRAG 25

5.1 INIT DRAG 255.2 NOZZLE DkG 25

APPENDIX JTFI7A-20B (2200oF) 27

0

'I

U/L~SFE

0

w-, .illII

S.. .... . i . . . . .. . . . . . . . . . . . . . . . . . . . .. . . . . . . .. . ..__ _ _L •

iffW XE PAGAN BLOV.-NOT ?UJW.

S~ i"-.J••RAT!ONS

Fig. No. PagOe

1 Installed Inlet Drag Coefficients 8and Inlet Ram Recovery

2 Thrust Coefficient 9

3 Engine Operatirn Envelope 11

4 Takeoff Net Thrust and SFC - 12Standard Day

5 Takeoff Net Thrust end SFC - 13Standard Day +2rF

6 Takeoff Net Thrust and SFC - 14Standard Day +40°7

7 Climb and Acceleration Net Thrust 15and SFC - Standard Day

8 Climb and Acceleration Net Thrust 16and SFC - Standard Day +159F

9 Cruise Net Thrust and SFC - 17Standard Day

10 Cruise Net Thrust and SFM - 18C) Standard Day +15°F

ii SFC versus Thrust Standard Day, 19Sea Level

12 SFC versus Thrust Standard Day, 2015,000 Feet



15 SFM versus Thrust Standard Day, 2345,000 Feet

16 Normal and Emergency Descent Thrust 24and Fuel Flow - Standard Day

17 Installed Inlet Drag Coefficients - 26Idle Descent

A-i Takeoff Net Thrust and SFC - Standard Day 28

A-2 Takeoff Net Thrust and SFC - Standard Day +2TF 29

A-3 Takeoff Net Thrust and SFC - Standard Day +4O*r 30

A-4 Climb and Acceleration Net Thrust and SFC - 31Standard Day

L. _

4- •I-

ILLUSTRATIONS fC.m.)

Fig. NO*. Pa

A-5 Cliub and Acceleration Net Thrust and SMC - 32Standard Day +15"

A,6 Cruise Net Thrust and SIC - Standard Day 33

A-? Cruise net Thrust and SIC - Standard Day +157F 34

SIC versus Thrust Standard Day, Sea Level 35

A-9 SIC versus Thrust Standard Day, 15,000 Feet 36

A-10 SIC versus Thrust Standard Day, 25,000 Feet 37

A-II SC versus Thrust Standard Day, 36,150 Feet 38

A-12 SFC versus Thrust Standard Day, 45,000 Feet 39

Table Pae

A Horsepower and Bleed Air Extractions 10

v!e

(I~)1.0 SCOPE'"hie specification defines the ivstalled performanct oC tbo

65O-pound-per-second Pratt & Whitney JTFl7Ak-20B engine in the DoeiingModel 733 -39i4 airplane. Performance data are presented for the Initialservice (190(FY) engine and the basic (2200' F) er;,-ne. The estiniiatodinlet drag values used for t~he determlination of uIrplane perforraupscharacteristics are also specified.

System perforrmnce requirements established Inerein are designobjectives to be applied to the prototype airplanes. Application ofthetse requirer'.ents to production airplane debign will be establishedafter pr2,totyp~e flight testing.

0U APPLICABLE I)OCUMETSThe follovwin; documents are to be used In coneuctIon vlth

ths ectlcationtP• itt & Whitney Specifieation 2681 -

lEnfne Model JTF1TA-Z0B, Oetober 30, 19&621Devised November 1, 1965

V Pratt & Whitnmy EngIne Perfonrance Data.1Dec418 5173 Law MT and 5172 High TIT,

September 15, 1965The documents listeo belc• are Boeing publicat.ons:

j D6-19907 P-wer Plant Installation PerforonjeeSpecIfication

D6-199Cq Air Induction System Perfor.znce Spec.ifteation

1)6-19905 Air Induction System Perforrance Spec-ification

D6-19906 Propulsion Control System PerformanceSpecification.

I3

I

I I|. •,04 OL, ,U

N 4t&kt

3.0 PROPULSION SYSTEM DESCRIPIION

3.1 ENGINE71e P&WA JTFl7A-20B engine ic a twin-spool, axial-flv, turbo-

fan engine incorporatirg a ftlU-ler.&th fan duct with d.c-'t heater, avariable-geometry nozzle for tu,, fan duct, a blow-in-door, convergent-divergent ejector nozzle, and a thrust reverser. A detailed enginedescription with special featurev required for Intstaliation is .ontaineiin the Pratt & Whitney _Modcl Speciflcatla,. The airplane engintinstallation is described in Boeing Docunient D6-19907, Power PlantInstallation Perforrance Specification.

3.2 PROPULSION PODThe propulsion pod incorporates a variable centerbody s•ir In-

duction system, an unpressurized nacelle, remotely mounted aircraftaccessories, and an exhaust nozzle system with thrust reverser. Theair induction system is described In Boeing Document D6-19909, AirInduction System Performance Specification.

3.3 CONTROLInstalled performance is based on air induction contrzl system

and engine control system described in Boeing Documents D6-19905, AirInduction Control System Performance Specification and I6-19908, Pro-pulsion Control System Performance Specification, respectively.

C)

2)

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DI.. IIH~m,-$~~i~

SIk,&halA

4.0 INSTALLED ENGINE PERFORMANCE

&I CALCULATION PROCEDtMThe Installed engine x•ezorrance is calculated by the uoe of

Pratt & Wh.itney Da:... -,nee Data Deck (see Section 2.0). The data deckis capable of ac-.irate caiculation cf en•.1ne perfornance, Incluilng tleinstalled effects of Inlet recover, nozzle cte-"lcient, and bleed andpower ,xtrnctlc!i, within tngine l1ndte. For the perfoirance calculationsthe low airflow schedule was used.

a. Perforrance AssumptionsThe encine performance deter-.dnaticn was .7de under the

foMIcwfrng assu5ptio.'S:

* Atmosphere; Performance is based on U.S. Standard Atmosphere, 1962 -Geotmetric Altitude.

e Fuel: PerforVrance is based on fuel upeciflcation AS124 D1655 Jet A orA-i Type Aviation kerosene, conforring to Pratt & Whitney FuelSpecification PA 533, with a lower heating value of , Btu perpound.

b. Inlet Total Pressure RecoveryThe inlet total pressure recovery used to calculate in-

stalled engine performance is shown in Figý 1.

c. Nozzle CoefficientThe nozzle thrust coefficient uced to cel~nlate irstalled

engine performance is shown in FiC. 2. EI.ternal boattail drag is in-cluded in this thrust coefficient. The nozzle thrust coefficients

are based on a secondary corrected :ooline flow V-p

equal to 3 percent for duct-heater temperatures above 2T50"R and asecondary corrected cooling flow of 2 percent for duct heater tempera-tures below 2750"R. The ram drag of the sacondary air is included inthe thrust coefficients shown on Fig. 2.

d. Horcepower ExtraetionTable A lists the horncpower extracted froom the engIne •or

various flight c.-nditions to suppl,' power for aircraft systers.

e. Encine AirbleedTable A lists thU alrlceed extracted fom. the hich-pres-

sure conprccEor for varives flight conditions to rupply Mi&gh-presrsair for aircraft systems.

~. i9 .- a

JT5FI7A-bO8-19OOF/ZOOO'F RATIN6.

a.0

.5 1.o /.5. 202S* MACA? NUMBEED -Meo

.08.

0 20 40) 60 W 100PERCENT MAX. DRY OWF-R:

'P FRONTi LA Y.I!*

0ro MAJ.. bRY AND MAIL..!

.2.4

Fig. I Ins failed Intlt Drag Cooll *.02r and MInle Rom Recovery

De-'939-8

CONPiOENTIA2.

0JT F 17A -205 13007F 2O000 RATINGO

EJEC.TOR C. ROlu Thd'JST 7- ru.uou'ru.o

IDEAL CiAOSCTr(RUST OP EA'6~AVE AMD FAN STREAMS~

1.00*MIN M MAX

AUG I RY AVG. ALUG

LUTER.

o 0.5 1.0 1.5' 2.0 2531MACH NUMBER wl'Ao

(j Fie. 2 Thrust C"Ifkiti~t

CONFIDENTIAL 9 -

r!

Uble A Kfalve sid 35ee4 Air Ea.Rb~fme

SAir-anw Horsepower Bleed AirOperating EtrAct~on (pounds per second per ergine)Conditica 2Lr E~tngine Com.pressor Inlet

Take*o.f 325 -. 1.6

Climb &MAcceleratio 350 -- 1.6

Supersonic Cruise 300 -- 1.3

Holding at Yach 0.4,15,000 feet 300 2.8

Cruise to Alternate atMach 0.8, 36,1,50 feet 300 -- 2.8

Descent 250 1.4 1.2

f. Engine Operating EnvelopeThe standard-iay operating envelope for the ingine to shownin FIg. 3.

4.2 ENGINE PERFORMANCE CURVES (19000F)Installed-engine performance curves for the initial service

(19OOOF) enjine for standard an, nonstandard day are shorkn on Figs,through 16.

I0 [C

10i

4TF )fA-2!O8

* .'.-ou-r \.X~to' ........

40

MPRC-" NUMZER Me*Fig. 31 Engine Opetali-9 C-0eo00

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CONFIDENTIAL

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40

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Fif 4 ToA& ofl ",w ihrust a ni SFC -Seenariod Day

12 CONFIDENTIAL

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Fig. 16 Normal and Emergency Descent hutadFo Flo - Stndr DerC

24 CONFIDENTIAL

5.0 PROPULSION SYSTEM DRAG

i.| INLET DRAGInlet draE Is included in the airplane drag bul14-up for air-

p.larne rperforr.nce calculations. The inlet dr & includes spIllage, cowlc-iction, bypass m..nentum, bypass louver, boudary layer tleed, and air-craft air-coiditioning bleed drags. Table P lists the airbled ex-tracted fror. the inlet for various flight cc dltions to sipply hio-pressure air for sir conditioning.

Fig. 1 showis the inlet drag for naxim= dry ,xd aut--.ented posercettines during starnard and hot-day op-r.tion. The eycess air drag atpartala power when engine airflow de.-and is reduced Is &lso shown on

Fig. 1.

The inlet drag durine norral and emergency descent cperationat Idle power settings is shown in F'.g. 17.

5.2 NOZZLE DRAGNo correction to airylan, drag is made for nozzle external drag

because this drag is included in t.ae nozzle thrust coefficient.

C

0

25

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JTFIT7A-208 - 1900V/ .00F RATIAW

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.40

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.20

10 7... . .... ..

0 .5 1.0 1.5 2.0 2.S

MACH N'LMBER -Me.

Fig. 17 ins talled Inlet Drag coefficients -idle Descenet(

26

j O APPENDIX

JTF17A-200B 2200* F12300 F

The apperaoix (Fig's. A-1 C£ro~ih A-Uý) presen~ts tho, in-stalled en.glne perfz,-rmaw-e da±ta I-or the PWA JTF17A-2ýB turbofazn enginerated at 22(iQF cruise turtine-in-temperature.

The alrrilcw .:chedule and Inlet drags for this engine arn theswrje as for the 19004F tn~ine,

0A

4IF-0I

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fig. A-1 Takeoff Not Tiv,.e and SFC - Standard Day

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30 CON4FIDENTIAL

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