- NO.

67-390
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INSTALLATION CONSIDERATIONS FOR HIGH

BYPASS RATIO TURBOFAN ENGINES
by

H. B. ALLISON and H. R. LESLIE

lockheed-Georgia Company
Marietta, Georgia

AlAA Paper
NO.67-390

Commercial Aircraft Design

and Oneration Meelinn % ..

i' L /J
12%
First publiCation rights reserved b y American lnilitute of Aeronautic; ond A f t r ~ n ~ u t i ~ $ , Avenue of the Americas, Now York, N. Y. lWl9
Abrtroctf moy be published without permislion il credit i s given to w l h o r and to A I A A . ( P r i c e - A I M Member 7% Nonmember $1.501

4.01
 INSTALLATION CONSIDERATIONS FOR HIGH BYPASS RATIO TDflBOFAN ENGINES
3. B. Allison, Manager, Propulsion Sub-systems Department, and
Group Engineer, Advanoed Thermo-Propulsion Group
Lockheed-Georgia Company
Marietta, Georgia
Abstract
General considerations for high bypass ratio
turbofan engines are presented. Induction system,
exhaust system, and thrust reverser configuration
requirements define the general nacelle concepts.
installation requirements including accessories,
fire Drotection and air bleed evstems are discussed.
Comments are directed toward under wing, pylon
mounted installations for subsonic transport cate-
gory airplanes. Maintenance considerations and
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utilization of engine malfunction detection systems
are included in the discussions. The propulsion
installation for the Lockheed 500 cargo transport,
powered by the commercial version of the TFE?-GE-1
engine designated the CTPJ9, is presented.
I. Introduction
The purpose of this paper is to provide comments
relative to installation consideration for present
generation high bypass turbofan engines. General
considerations are discussed and a method of con-
figuration seleotion based on productivity is
presented. Details of the Lockheed 500 commercial
transport propulsion installation are included as
-
a separate section.
11. General Installation Considerations
A growing awareness of the value of proper inte-
gration of engines, aircraft, and mission for
logistics and commercial transport applications
has introduced many variables f o r consideration
in the selection of an "optimum" powerplant in-
stallation. The internal and external aerody-
namics of the engine installation are of more
significance when considering high bypass turbo-
fans, which have a relatively low specific thrust
and, correspondingly, a greater sensitivity to
installation inefficiencies. The lower specific
thrust also implies a proportionately larger power-
plant installation relative to the airplane ana,
therefore, increased aerodynamic interference and
other integration problems.
The associated fabrication requirements, acces-
sory equipment installation, maintainability, and
system weight of high bypass ratio turbofans must
be matched to the aerodynamic configurations to
obtain the most effective engine installation.
The problems associated with maximizing the per-
formance of a flowerplant installation for a single
design mission, while they may be technically dif-
ficult, are readily identifiable. For example,
relative to the performance of an arbitrary base-
line aircraft, the effeot of a change in cruise
specific fuel consumption, take-off or climb thrust,
nacelle drag, or powerplant inatallation weight
may be expressed in terms of the resulting air-
oraft weight vhich is required to acoomplish the
design mission. Just as easily, these changes
could he evaluated in terms of the effect on
~J design mission range. Once having developed these
"sensitivity" factors, alternate power package
1
H. R. Leslie,
concepts and configurations can be evaluated to
determine which is most efficient, i.e., which
configuration performsorthe
the lightest airplane desired mission with
which pro-
duces the most range for a given veight and pay-
load. In the case of a commercial transport or
logistics aircraft such as the L-500 or C-gA, how-
ever, considerably more is involved in a valid
optimization than^ maximizing aerodynamic efficiency
for a single design mission. First, there is more
than one set of design requirements and mission
criteria; second, items such as reliability, main-
tainability, and cost are of considerable impor-
tance but are not easily measurable in terms of
aircraft weight or design mission capability; and
third; the true effectiveness of a single aircraft
o r a fleet of aircraft during its anticipated life-
span cannot be judged solely by how effectively
it satisfies any single mission requirement.
For valid optimization and selection of config-
uration and system characteristics, therefore,
these complexities imply the need for a cost ef-
fectiveness model whioh is characterized by a
single, well defined measure of system effectiveness.
This measure must be:
0 descriptive of the value of the system to the
customer, and
o realistically sensitive to individual para-
meters of system performance having a direct
impact on this effeotiveness.
Also, because some of the system requirements gener-
ally specified by the customer indicate desired
capabilities which are not necessarily consistent
with maximizing cost effectiveness, these design
requirements must be oonsidered as limits on overall
effectiveness. That is, cost effectiveness can be
maximized only to the extent that these required
capabilities are not jeopardized. Each potential
configuration (or system) change should, therefore.
be evaluated in terms of the resulting changes in
both overall cost effectiveness and design mission
( o r system requirement) capability.
Coat Effectiveness Considerations
Without going into detail on the development of
a cost effectiveness model which would be represent-
ative for commercial configuration selection, the
model employed by Lockheed for trade studies and
configuration selection will be offered as an ex-
ample.
o Design parameters were Considered for their
effect on fleet capability with a fixed fleet
size and a defined task.
o The defined task vas the deplopent of a de-
signated military force.,
o The mission was defined with a description of
-
the route structure i.e., the available air-
-
fields and their location and the airlift
-
requirements i.e., the personnel and cargo
which must be transported.
 o The fleet capability (or effectiveness) was These basic parameters include suoh items as
specified in terms of productivity, or the inlet and exhaust duct pressme loss coefficients,
average, steady-state delivery rate of use- nacelle frontal and wetted surface areas, and noz-
ful payload in pounds per day per airoraft zle velocity ooefficient. A change in inlet loss '

for the mission. This delivery rate, or ceofficient, for example, affects three of the basic
productivity, is the product of average -
sensitivity factors take-off thrust, cruise ttirust,
payload and average utilization, divided by and cruise fuel consumption; the algebraic sum of
average flying time per round trip. these three effects is reflected in the power
package sensitivity factor. A table of power
o 10-year fleet oosts resulting from both invest- package sensitivity factors is shown in Figure 2
ment and peacetime operational costs were con- for a typical high bypass engine installation.
sidered, and are expressed in terms of dollars
per aircraft. i l + F L U E h C E PAHAMETER S E N S I T I V I T Y FACTOH'
In summary, the effectiveness model considered
most descriptive of overall system WlUe f o r the I 6 L E T DUCT LOSS C O E F F I C I E N T -.0020
airplane was one which measured the capability I N L E T LIP LOSS C O E F F I C I M T -.om
that could be provided per dollar of Peacetime
cost.
FAh DUCT LOSS C O E F F I C I E N T -.01>
Once having established a baseline aircraft con- FAN NOZZLE VELOCITY C O E F F I C I E N T r1.40
figuration, baseline values far pxoductivity and
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P R I M B Y h O Z Z L E VELOCITY C O E F F I C I E N T +0.40
cost can be established. Sensitivity factors can
then be developed to indicate the effect on pro-
ductivity of relatively small ohanges in any one NACELLE FRONTAL A R F I -.01c
of the following parameters vhioh are fundamental
to the calculation of airoraft performance and FREE A I R WETTED SUHFACE A R u i -.01J
productivity:
o Operating Weight Empty (OWE) SCRUBBED SURFACE ARUL - ,015"
o Cruise Thrust
o Cruise Drag
o Crpise Fuel Flow
* PENCENT CHANGE IN PRODUCTIVITY PEN FENCENT CHANGE I N
o Take-off Thrust
o Take-off Drag INFLUENCE PARRMETIX.
o Maximum Lift Coefficient
o Landing Distance '"ASSIIMES A B R S E L I h E SHORT DUCT SCRUBBED ARFA E W A L T O 144
o Utilization SQUAHE F E E T (I* OF SCRUBBED A R U I )
variations in utilization are a function of L'
changes in reliability and/or ppaintainability, as
FIGURE 2. POWER PACKAGE SENSITIVITY FACTORS
these influence "downtime" or aircraft availability. PRODUCTIVITY ANALYSIS
Any changes in development, production, spares.
AGE, or direct operating costs can be calculated
directly and reflected in a nev productivity-to- Desiun Mission Considerations
cost ratio (or cost effectiveness). Utilization and cast have no direct impact on
F i w e 1 shows a table of basic aircraft sensi- design mission performance capability; the cri-
tivity factors for a typical baseline configuration. teria for maximizing this capability, therefore,
For simplified application to nacelle configura- are not the same as those for maximizing cost
tion trade-offs, additional Sensitivity factors can effectiveness. Furthermore, the relative signi-
be developed, using specific engine characteristics, ficance of the various performance parameters
to relate changes in basic naoelle design and per- reflected in the cost effectiveness model is
formance prometers to corresponding ohanges in characteristic of no single specific design mis-
aircraft productivity. siou but is, rather, Characteristic of a composite
of probable critical mission lege associated
I N P L m C E PAIWN3TEN - UNIT S E N S I T I V I T Y FACTOR' with the overall mission. For these
reaaona, it has been neceaaary to develop, for
CRUISE TEXVST 4s 0.30 the same baseline aircraft. a second set of sen-
CRUISE D U G COUNT -0.11 sitivity factors expressly for the design mission.
CRUISE POEL CONSrmpTIOli % -0.27 For the purposes of this presentation, design
mission range will be used as the effectiveness
TAKE-OFF THRUST % 0.15 measure for aerodynamic performance and weight
TAKE-OFF D M G COUNT -0.20 parameters, while payload and take-off distance
will be held constant. Figure 3 presents these
O m T I N G W I G H T EUPI'X 1wo LB. -0.22
sensitivity factors for the basic aircraft per-
U N D I N C DISTANCE 1w m. -0.25 formance parameters. Figure 4 translates these
sensitivity factors into terms of basic power
UTILIWTION NrnhTBF -1w package installation parameters.

CENT CUANGE IN m o D u c T I v I w m UNIT CIWNGE IN INPLUUICE

PARAneTER

FIGUREI . AIRCMFT SENSITIVITY FACTORSPRODUCTIVIN

ANALYSIS

2
 INFLUENCE PARAmTUI UNIT SLWSITIVITY FACTOR. +
CRUISE THRUST
CRUlSE DRAG
CRUISE FOEL COllSUMlTIOS
%
COUNT
z
1.08
.40
.97 ll
I
I @ I
v
TAKE-OFF THRUST % 1.65

OFER*TINC UT. pLp?r 1000 LB. 0.50

* PERCENT CRINGE I N DESIGN MISSIOX RANGE --DESIGN MISSION$RANGE CHANGE-+

L9 @ = @
FIGURE 3 . AIRCRAFT S E N S I T I V I N FACTORS DESIGN MISSION
ANALYSIS

IV
INFLUENCE PARkWETER SENSlTlVlTi FACTOR'
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INLET DUCT LOSS COEFF. ,006

INLET L I P MSS COEYI. .020

FIGURE 5 . TRADE STUDY TYPICAL RESULTS

'Ah DUCT WSS COWF.
FAX NOZZLE V E W C I W COEFF.
PRIMRY NOZZLE VELOCITY COEFF.
NACELLE FRONTIL A R U
FXEE AIR W T T W SURFACE A R U
SCRUBBED SURFACE ARUL
* PHRCENT CHANCE IN DESIGN MISSION RINGE PER PERCENT CWNCE IW
V.. THE INPLURiCE PARAWTLR.
** mi A WELINE SHORT DUCT SCRUBBED IIRFA EQUAL TO 31.3 PERCEIIT
OF LONG DUCT FREE-AIR WETTED SURFACE.
FIGURE 4 . POWER PACKAGE SENSITIVIN FACTORS DESIGN
MISSION ANALYSIS
Selection Criteria
The tools are now available to relate the effect
of a configuration change to both system cost
effectiveness and design mission capability; all
that remains is to develor, a louical means for
assessing the desirabilit; of incorporating the
change. If the change results in an improvement
in both cost effectiveness and design mission
capability, its desirability is obvious. Con-
versely, if both measures are degraded, rejection
of the change ie obvious. If one effectiveness
measure is improved to the detriment of the other,
however, the choice is not obvious. A graphical
representation of the results of a Series of trade
studies miaht look as shown on Figure 5, for ex-
ample.
.0)8
3.5
1.2 In general, overall cost effectiveness appears
the most valid criterion in judging the worth of
,055 a commercial transport system. Specific design
requirements may be viewed as optional equipment;
the need for and value of these options has, in
.045
essence, been established by the buyer. In this
light, however, it would eeem desirable to proviae
.042*+ no more optional equipment than specified, at
least vhen the overall value of the system can
be improved by avoiding this excess. With respect
to the questionable selection zones (I1 and IV .of
Figure 5), therefore, the first step Y8%ximizing
aircraft cost effectiveness would be to utilize
any excess design mission capability garnered
from sone I selections to compensate the deficien-
cies of zone 11. In addition, judicious acceptance
of combinations of zone 11 and zone IV configur-
ation changes can also result in improved overall
effectiveness at no net penaltr t o the desia,
mission. The criteria employed to provide guidance
for nacelle design and Configuration selection,
therefore, are those which minimize the impact of
the oritical design mimion requirements in def-
erence to optimization of total system cost effec-
tiveness.
Power Packwe Trade Studies
Having established the ground rules by which the
value of any configuration change may be determined,
any desired number Of trade ='
be per-
farmed to assure that maximum attainable power
package effectiveness is
Two trade-etudies are presented to illustrate the
application of the methods outlined. For the pur-
Doaes of these studies. Dower mckaue Derforrnance
1s developed to include the ef?ects-of'basic skin
friction drag, scrubbing drag, afterbody pressure
drag, inlet pressure loss and exhaust duct pres-
sure loss. In addition, "detailed design" items
have been found to have a significant influence on
effective power package performance, particularly
in view of the relatively low values of specific
thrust which are characteristic of high bypass ratio
engines. These items include:

J
 ~

0 The thrust reverser desio and its effect on
surface roughness, exhaust g a s leakage, and
basic exhaust duct geometry.
0 The engine accessory envelope and its effect
on internal duct lines and/or external nacelle
con tour.
0 The various nacelle and compartment cooling
systems and their effective drag ( o r thrust
10%).
simple target type thrust reverser similar to
that on the C-141 is installed at the rear of the
nacelle. The thNust reverser consists of two
sections o f the rear nacelle contour which are
hinged on a four bar linkage and, when extended
by the two actuators, meet together behind the
exhaust to form a target reverser, d

0 The exhaust nozzle design and the relative sen-

sitivity of velocity coefficient to rather
small changes in nozzle contour, exit vector,
and/or entry pressure distribution.
Long Versus Short Fan Exhaust Ducts, ?&WA JTF14E
En#ine - This study was conducted to determine the
merits of a nacelle configuration employing a short
fan-exhaust duct with appropriate fan and primary
thrust reversers, relative to those of a baseline
configuration having long fan-exhaust ducts, a
common n o z z l e , and a target-type thrust reverser.
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Because a wide range of design and cost parameters

8re involved, this study adequately illustrates
the salient features of the evaluation method, and
therefore, is discussed in greater detail than the
subsequent studies. The data presented apply only
to the installation of the Pcatt & Whitney JTF14E FIGURE 6 . LONG DUCT NACELLE
(bypass 4) engine on the C-5A, and the results are
not valid for engines having different bypass and/
or pressure ratio characteristics. All engine accessories are mounted outside of the
fan air duct and are, thus, readily accessible snd
The following assumptions were made for the pur- in a relatively cool environment.
poses of this evaluation:
0 A s a result of previous investigations, the Short Duct ConfiLwration - The short duct engine
optimum compatible thrust reverser f o r the fan installation is shown in Figure 7. The short fan
air on the JTF14E short duct configuration is cowl is terminated in an annular nozzle around the
of the segmented, annular, fan-cowl-mounted compressor section of the g a s generator. The gas
generator and the engine-mounted accessories ape
type, having internal blocker doors and exter- enclosed in a c o w l which extends back to the pri- ii
nal petals. mary exhaust nozzle.
o The long ducts utilized in the study are those
supplied by P&WA with the JTF14E-6L engine.
The internal losses employed for the long ducts
are those developed by ?&WA and included in
their long duct specification perforwnce.
o Bath long and short duct configurations of the
JTFl4E Engine are installed conventionally,
in pylon-mounted nacelles below the wing.
o The inlet and maximum cowl diameter are iden-
tical for both Configurations.
o The win~/pylon/nacelle interference effects are
comparable for both long and short duct con-
figurations. Although interference effects
are difficult to quantify and impossible to
generalize, it should be noted that, in Lock-
heed testing on the C-gA, the long duct con-
figurations generally resulted in three to six
counts less interference drag than the short
duct configurations with proper simulation of
fan pressure ratio. If considered, this ef- 1CCQS C U Z PlaDL
fect would penalize the short duct cost
effectiveness by about 1/2 percent and design
mission range by ahout 1-1/2 percent. FIGURE 7 . SHORT DUCT NACELLE

Long Duct Confi@ration - The long duct engine
installation is shows in Figure 6 . With this in-
stallation, the fan air is ducted around the com-
pressor, burner and turbine sections of the gas
generator and mixed with the primary exhaust. The
two air streams are than discharged through a com-
mon nozzle. Since there is a common exhaust. a
4
The fan thrust reverser, shown in Figure 6, con-
sists of a series of blocker and deflector doors
and is included in t h e fan cowl just forward of
the fan duct exit nozzle. The blocker doors are
sealed to the surrounding structure so as to min-
imize fan air lealcage when the doors are closed.
v
 The primary reverser consists of two sections of
the rear nacelle contour hinged on a four bar
linkage, similar to the long duct reverser.
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FIGURE 8. SHORT DUCT REVERSERS
All engine accessoriee are accessible through
doors in the nacelle aft of the fan air discharge
nozzle. Adjustment of the fuel system is accom-
plished while the engine is running by utilizing
a remote control trimmer.
Since the nacelle outer Contour is, in effect,
a large plug in the nozzle of the fan exhaust, it
is subject to high velocity air. Smoothness
requirements are, therefore, more critical than
-.. those on the long duct version. Closer tolerances
and smaller allowable step and gap criteria for the
short duct will necessitate the use of special
jigging and more stringent quality control in the
manufacture of this nacelle.
Performance Emluation - Variations in exhaust
system performance, nacelle drag, power package
weight, and aircraft utilization are established
for the short duct relative to the long duct ( o r
baseline) configuration.
The total pressure loss of the long fan exhaust
duct with a choked nozzle is 1.5%. A clean short
duct system would have a loss coefficient which
is about 53 percent of this baseline value, giving
a total pressure loss of about 0.8 percent. Be-
Cause of flow blockage caused by a drain mast which
passes through the short duct and by roughness due
to installation of the fan-cowl-mounted reverser,
however, the effective pressure loss coefficient
is increased to about 60 percent of the long duct
loss coefficient, reflecting an improvement over
the baseline of about 40 percent.
Because the short duct nacelle turns the fan flow
around a relatively short radius immediately prior
to discharge, it has a velocity coefficient in-
ferior to that of the conical long-duct nozzle by
an estimated 0.2 percent. This results from poorer
velocity distribution at the nozzle plane and
losses associated with spreading exhaust velocity
vectors.
A reasonable estimate of fan air leakage result-
ing from the duct surface breaks of the short fan
4
duct reverser installation, baaed on available
5
historical data, is 0.3 percent.
The nacelle cooling required for the short duct
system employs fan exhau6t air as a coolant. The
resulting momentum losses can be assumed propor-
tional to fan gross thrust, and are the equivalent
of a lose in nozzle velocity coefficient of about
0.05 percent.
The effeotive change in velocity coefficient
induced by the previous three tiems (nozzle co-
efficient, leakage, and cooling) can be summed
to provide a total effective change which is equiva-
lent to a 0.55 percent reduction in fan nozzle
velocity coefficient.
Nacelle drag for the short duct will change from
.0455
the baseline value ( ' 2 ~ ~ - for a maximum
nacelle frontal area of 7750 square inches) pri-
marily a6 a function of wetted surface area sub-
ject to "free stream" friction (friction drag), and
wetted surface area subject to fan efflux friction
(scrubbing drag). In addition, the drag induced
by the steps and gaps associated with major access
and thrust reverser doors will change and, there-
fore, must be considered. "eee" wetted surface
area is reduced by 56 percent while cowl length
and characteristio Reynolds number are decreased,
inoreasing the friction coefficient; the resulting
effective area reduction is 52.6 percent. Scrubbed
wetted surface area amounts to 144 square feet
vhich, for use with the JTF14E power package
sensitivity factors, is equivalent to a 100 per-
cent change in scrubbed surface. Step and gap
drag increments are higher for the short duct
because of the added reverser roughness on the
fan cowl and higher velocities over the gas gen-
erator cowl. In terms of equivalent increased
surface area, the increased roughness drag amounts
to 0.1 percent to the fan cowl; for the productiv-
ity and design mission analyses, the effective
scrubbed surface drag must be inoreased by 6.6 and
8.0 percent, respectively.
Estimates of total power package weight for th
short duct Configuration show it to be some 650
pounds lighter than the long duct package or 2,600
pounds lighter per aircraft. These power package
weight estimates include allowances for the enginea,
nacelles, thrust reversers, and pylons. The major
difference in the weights of the two configurations
is attributable to the basic engine weight with and
without long ducts.
Predominantly because of the additional complexity
and number of parts in the short duct thrust re-
versal system, the reliability of the short duct
power paclcage is estimated to be less than that
of the long duct configuration. This estimated
reliability difference amounts to 4,456 component
failures per million flight hours. An additional
effect on reliability will probably result from
differences in the accessory compartment environ-
ment, although lack of applicable historical data,
however, makes it impossible to quantify at this
time. Although allowances have been made for
cooling the accessory compartment on the short
duct configurations, the temperature environment
will still be more severe and less uniform than
that for the long duct, where all accessories lie
outside the fan duct.
-
mintainability Based upon airline records on
the JTjD (short duct with fan and primary reversera)
and the JTBD (long duct with common nozzle and
reverser) engines, increaaed maintenance manhours
 are required for the short duct configuration LONC DUCT VS SHORT DUCT ~ JTFl4E
primarily because of the complexity and poor re- ~ -~

-
liability of the annular fan thrust reversers.
LONG SORT
Although the JTBD powered aircraft are relative
newcomers to the airlines, American Airlines' COST ITEM - -
DUCT -
DUCT
service records show 8 significant advantage for
the long duct engines, in spite of 8 more complex
reverser arrangement than is essential.
'ACQUISITION
u
AEROSPACE YEHICLE EQUIPMENT $3,023,160 13,027,728
Lockheed estimates show that the short duct con- AEROSPACE GROUND EQUIPIIENT 105.828 105.687
figuration will require approximately 885 more TECH MRBUALS 84,172 84.826
maintenance manhours per aircraft performed in an
INITIAL SPARES 156,200 167.525
elapsed time of 440 hours over a ten year period.
This estimate reflects differences in inspection
requirements, operational procedures, and total OPERATION
unscheduled replacements associated with aooess
differences and system complexity. Meantime to TRAINING 84.659 84.503
complete a specified maintemnce action on the MRINTENANCE PERSONNEL
short or long duct reverser system is 1.8 hours. REPIACEVENT SPARES 521.523 559,334
-
Cost Effectiveness Evaluation Using the sensitivity FUEL AND OIL 108,542
faaotors developed in Figures 1 and 2, the previous OPEiVITIOLiAL PERSONNEL
performance comparisons can be reflected in air-
C M f t productivity changes. These are shown in
- __
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Figure 9 and, as can be seen, indicate higher TOTAL $3,975,542 f4,130.145

installation losses and lower utilization for
the short duct system; the effect of the reduced
DIPPEWNTUL COST $162,603
short duct weight is overshadowed by these factors.

SHORT DUCT REUTIYE To LONC DUCT - JTF14E WCINE 'INCLUDES D D T E COST PROFATED OVER PRODUCTI06 LOTS A AND B.

CHANCE FOR PRODUCTIVITY CHANGE FIGURE IO. COST EVALUATION

INFLUWCE FAMmTER snom DUCT IN PERCENT

Combining the productivity and cost results, it

can be seen that the overall cost effectiveness
FAN DUCT LOSS COEFF. -4c4 +0.52
of the long duct system is superior to that of the
FAN NOZZLE VELOCITY COEFF. -0.55% -0.71 short duct by some 1.6 percent.
FRE3 AIR WTTD SURFACE -52,s 4.68 -
Design Mission Capability Although de-emphasizing
the importance of tske-off performance with respect
SCRUBBED SURFACE AREZ +lo* -1.62
to cruise performance and aircraft weight, use of '4'
OPERATING WIGHT R4FTY -26W LBS. 4.57 the design mission sensitivity factors from Figures
3 and 4 indicate a range advantage f o r the long
UTILIWTION -0.80% -0.80
duct configuration. This ie shown in Figure 11.
In order to demonstrate hou easily the design
*ET PRODUCTIVITI' CHANCE -1.42 mission advantage could be changed without altering
the cost effectiveness selection, however, consider
FIGURE 9 . PRODUCTIVITY EVALUATION
that there were no differences in effective nozzle
velocity coeffioient. Design mission range now
favors the short duct configuration by 0.6 percent
A breakdown of the Ten-Year Cost Analysis is while cost effeotiveness, although reduced from
shorn in Figure 10. The increased cost for the an advantage of 1.80 percent to 1.05 percent,
short duct is about 0.59 percent. Significant still favors long duct selection by a large margin.
added cost items for the short duct are:
SHORT DUCT REULTIVE TO UlNC DUCT - JTFl4E
o Vehicle acquisition cost - u p almost 115,000
in spite Of a lighter installation, primarily
because of more engine test hours and a more CHANCE IN DESICN
complex thrust reverser. CHANGE IOR lllSSION RANGE
INFLUENCE PAHAQATER SHORT mm in FXRCMT
o Initial and replacement spares cost - up
$49,000 prilnarily because of more complex
reverser and predicted lower reliability. FAN DUCT LOSS COEFF. -4w + l .52

0 -
Operating cost up t108,000 because of the
increase in equivalent fuel consumption in-
FAN NOZZLE YELOCITY COEFF, -0.5% -1.92

FREE AIR YETTED SURFACE -52,s +2.36

duced by larger installation los~es.
SCRUBBED SURFACE 106.6% -4.49
OPEHATIIIC 'VEICHT -26W L E . +1.)0

NET CHANCE -1.50

FIGURE I / . DESIGN MISSION EVALUATION

U

6
 Optimum Fan Cowl Diameter - The fan cowl of a Aocessory Installations
high bypass turbofan having a short fan duct and
a waist-mounted fan reverser can be wrapped very For short duct nacelles, accessory installations
tightly around the engine case, resu+lting in a for high bypass turbofan engines are not reaponsi-
minimum nacelle diameter. m e n this: is done, ble for the maximum nacelle diameter as is the case
however, it is necessary to employ a rather small for long duct installations and/or turbojet and
internal inlet lip contraction ratio in order to low bypass turbofan engines. Although the space
v
avoid forebody drag divergence (additive drag) at available on high bypass engines would seem at
cruise Mach numbers. Even in combination with first glance to be adequate to allow more clearance
auxiliary blow-in doors, this inlet induces a between components, the large size of the accea-
significant pressure loss, distortion, and thrust sories when compared to the gas generator results
loss during the take-off run. The minimum cowl in the usual nacelle space limitation problems.
diameter, of course, results in minimum nacelle Size relationship of a typical engine and gearbox
frontal and wetted surface areas and, therefore, is shown in Figure 13.
nacelle drag. To determine the optimum oowl
diameter/inlet lip contraction ratio, a aeries
of cowl diameters were considered. By permitting
lip contraction ratio to grow with fan oowl dia-
meter while holding inlet throat area and drag
divergence Mach number, the net value of improved
take-off performance at the expense of cruise
drag and structural weight can be established.
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The maximum diameters assumed for the fan cowl

in this instance are 98, 100, 102, and 104 inches.
For these diameters, fan cowl length remains un-
changed. It is assumed furthermore, that auxiliary
inlets (blow-in doors) will be required regardless
of nacelle diameter; within the range of diameters
being investigated, the inlet lip contraction
ratios do not become sufficiently large to produce
satisfactory pressure recmery/distortion character-
istics without their use. There are, therefore,
no changes in reliability, maintainability, or
associated aircraft utilization for the configu-
rations being evalusted. Weight of the fan cowl
is presumed to vary directly with cowl wetted
surface area at a rate of two (2) pounds par
square foot. Froduotion cost differences reflect
the associated cowl weights. Direct operating
.-.~
I
costs for fuel reflect the varying cruise fuel
consumption rate required to maintain a constant
power paclcage thrust-minus-drag.
The effects on aircraft cnst effectiveness and
design mission capability are presented, in graphi-
cal form, in Figure 12. These results indiurte
that fan cowl diameter should be increased to at
least'100 inches, improving both cost effectiveneas
and design mission capability.
+ Combination of two hydraulic pumpa with one CSD/
I1 I I
Y
0 determine the gear ratios required for the drive
COWL DIAMETER z pads. With a 40 to 50 percent speed reduction
*----*--u$,.
104
102
FIGURE 13. GEARBOX - ENGINE RELATIONSHIP
Aircraft power drive pads required on an engine
include a starter, tach generator, generator, and
hydraulic pump. Since only the high pressure com-
pressor must be rotated by the starter, starter
size does not become excessive. A high bypass
ratio engine requires the same starter power as
would a 10w.bypass ratio engine pf about half the
thrust.
A consideration which must be recognized in the
starter design is the possible need for starter
assist during windmilling airstarts. With a small
gas generator and substantial accessory drag torque
on the gearbox during the windmilling condition
light-off speeds for the high pressure spool may
not be available during low Mach number flight.
The individual engine deaign characteristics will
determine the starter assist envelope.
generator or two CSD/generators and .a single hy-
draulic pump can be considered depending on the
number of engines in the aircraft. For generator
and hydraulic pump inatallations, the speed
characteristics of the high pressure rotor will
between the cruise RPM and idle RPM, constant

--
--DESIGN MISSION
Y

$ RANGE
c
,
RANGE?HANGE-+
CHANGE-+
'b98
speed drive regulation and hydraulic pump flow
requirements are established at the idle speed
condition.
Cooling of acoessories can be accomplished utilia-
". ing available fan air or by other supplemental
c systems. A long duct installation minimizes the
accessory cooling requirement by shrouding the
Ill IV accessories from engine case heat.
Accessory drive pads on the engine must be matched
to the accesaories to insure compatibility and re-
liability of the splines, drives and seals. Spline
- lubrication configuration requirements need to be
considered early in the engine gearbox design.
-- FIGURE 12. OPTIMUM COWL DIAMETER

I
 Air Bleed Systems
Air bleed pressures and temperaturea available
at the compressor discharge of bigg brpasa engines
are higher than desirable f o r use in the aircraft
air bleed qetems. The overall compression pres-
eure ratio of 25x1 required to achieve the
thermodynamic cyole efficiency of the high bypass
engine reeults in correspondingly high compressor
discharge temperatures. The pressure ratio tem-
perature relationship is shom.in Figure 14. In
addition to the problem of exceesive temperatures,
using compressor discharge air for the cruise
bleed requirement results in excessive work being
done on the air by the engine above that required
for the aircraft systems.
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_.
Y
6W I I 1 I I continuous attention to design detaile.
4 10 15 20 25
OVERALL PRESSURE RATIO
FIGURE 14. TEMPERATURE -PRESSURE RATIO RELATIONSHIP
In order to alleviate the bleed air high pree-
sure temperature problem and to minimize the
installation loss, a suitable intermediate compres- accessories.
sor stage must be identified for air bleed. 'This
intermediate stage bleed ueage requires that bleed
air from compreesor discharge be supplied on a
demand basis for those power conditione where
insufficient temperature and pressure are pro-
vided at the intermediate stage bleed port. At
idle the system operates completely on compressor
discharge air. Use of direct bleed for cabin
heating and air conditioning dictates an engine
design which provides air bleed from the inner
diameter of the compressor airflow path in order
to minimize contamination of the air bleed system.
The centrifugal action of the compressor will
separate the contamination particles providing
clean air at the bleed port. If a direct drive
compressor is utilized for cabin conditioning, the
above conaiderations may still apply for anti-
icing systems depending on the system selected.
A major consideration in installation design is
the relatively low air flow in a high bypass engine stallation.
compared to the air bleed requirement. The large
diameter of the high bypass fan requires that the
bleed flow for a substantial linear footage of
inlet lip must be added to the cabin air condition- commercial veraion of the C-5A. The L-500-114
ing and wing anti-icing bleed flow requirements.
This matching of the airplane air bleed require-
ments with the engine capability is beat acccm-
plished very early in the engine design.
Fire Protection
Fire protection considerations for high bypass ratio
engines are the same a8 those presently required
for existing turbofan engines. Isolation from the
pylon and wing is necessary and results in the re-
quirement for a horizontal firewall over the upper
90 degree of the installation along with adequate
fluid shutoff provisions. Minimizing the possibility
of fire occurrenoe in the Wcelle cavity is com-
plicated for short duct installations by the engine
case temperatures resulting from the high pressure
ratio compreaaora. As shown Previously in Figure
14 for pressure ratios of 2511, compressor discharge
temperatures result in case temperatures sufficiently
high to cause possible ignition of fuel and oil. In
addition, all lines in the nacelle cavity carrying
compreaeor discharge air can have a surface tem-
perature equivalent to compressor diacharge bleed
air.
Maintenance
Maintainability is a prime consideration for
propulsion installations of any type. For the high
bypass installation, initial maintenance concepts
must be established in conjunction with selection
of the nacelle aerodpyio configuration. Long
duct or short duct installation. thrust reverser
configuration, and a maximum nacelle diameter must
be selected Considering the impact on maintainability.
Attainment of a propulsion inatallation having a
good, sound maintenance capability is a matter of
30 For a long duct installation, access provisions
must be included in the duct in order that gas
generator components such as fuel nozzlee can be
maintained. If variable compreseor geometry is
utilized, sufficient access is required t o allow
for required maintenance. A short duct installation
permits the utilization of full span cowl doors
between the fan exhaust nozzle and primary nozzle
for maximum accees to engine components and airframe
Access panels in the fan exhaust duct
may be necessary for components located forward
on the compressor case or on the forward side of the
gear box. Location of the airframe accessories
and routing of bleed and plumbing linea can be
considered only in conjunction with a specific
engine design.
To facilitate better maintenance practices for
enginee, much effort has been expended over the
past few years for development of some type of
engine malfunction detection system. An engine
health monitoring system is under development for
the TF33-P-7 (JTjII-Bn) engine in the C-141 airplane,
and a system is also being developed for the C-5A
which includes engine component failure and engine
health detection. If an engine malfunction system
is to be utilized, sufficient instrumentation pro-
visions need to be inoluded in the engine to allow
adequate data acquisition from the propulsion in-
111. The Lockheed 500 Propuleion Installation
The Lockheed 500 is the basic designation for a
cargo transport is designed around the commercial
version of the TF39-CE-1 engine designated the CTFJ9.
The engine configmation is shown in Figure 15.
 o.se

0.9,

FIGURE 17. INLET RECOVERY AT TAKE-OFF THEUST

FIGURE 15. CTF39 ENGINE

The L-500-114 nacelle consists of a single slotted

inlet, fan cowl panels, a fixed cascade fan mounted
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reverser, cowl doors, primary exhaust nozzle and

plug as shown in Figure 16.

CORE ENGINE

1NGINE ACCtSS DOOR

FIGURE 18. EFFECT OF CROSSWIND ON INLET DISTORTION

?"LON LNADINT tmre

A U X l i l A ~ "&It

1 TRANSLATING RING MOVE5 A F l

WHEN THRUST RfVERSER I S EXTENDfD
mot CLOItY

/
FIXED CASCADfS EXPOSE0
BY TRANSLATING RING

The inlet 18 designed to obtain nvrximum recovery

at cruise and lift off speeds, and to insure engine
compatibility under all operating conditions includ-
ing cross-wind takeoff. The engine thrust axis is
rotated so that the engine and nacelle are aligned
with the up-tilt of two degrees relative to an
aircraft waterline. The inlet is drooped 4 degrees
to compensate for the 2 degree nacelle uptilt and
for the 2 degree up-wash flow established by the
wing at cruise. Inlet recovery versus Mach number
is shown in Figure 17 and indicates the high level
of recovery achieved in the lift-off speed range.
Inlet distortion is shown in Figure 18 verstm cross-
wind velocity. At the maximum design velocity of
40 knots crosswind, inlet distortion remains below
the allowable limit established by the engine
manufacturer. The inlet forebody is a NACA-1 series
modified in the local area of the inlet lip. The
blow-in door configuration provides 12 equally
spaced panels hinged at the forward edge. Secondary
air flow enters the inlet flow path through a slot
approximately 7 inches forward of the inlet attach
flange as shown in Figure 19.
FIGURE 19. INLET SYSTEM
.-
The thrust reverser installation for the CTFj9
engine reverses only the fan air stream. A t the
bypass ratio of 8 8 1 , sufficient stopping force is
obtained by reversal of only the fan air, and the
problem of high temperature exhaust gas impingement
and ingestion is eliminated. The thrust reverser
is designated to provide 57$ reversal of fan m o a s
thrust at sea level static. The cascades of t h e
reverser are attached to the fan discharge flange
and a translating cowl is utilized to uncover the
cascades in the reverse thrust mode. Internal
blocker panels in the translating cowl are pivoted
to block off the flow as the reverser is translated
aft. Figures 20 and 21 show the reverser in its
stowed and extended positions respectively. In-
cluded in the thrust reverser assembly are the
fan cowl panels over the fan case.

9
 FIGURE 20. THRUST REVERSER STOWED

u
FIGURE 23. ACCESSORY INSTALLATION ARRANGE?lENT
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FIGURE_ 21. THRUST REVEESER EXTENDED

Cowl doors are provided for the ccre engine
from the fan exhaust plane to the primary exhaust
nozzle. A primary exhaust nozzle and plug estab-
lish the core engine exhaust area. The plug is
configured to provide maximum performanoe at
minimum weight.
The engine is mounted from a main mount between
the high and low pressure turbines and a forward
mcunt at the high pressure compressor inlet flange.
A thrust pin is provided at the rear main mount
and mount links stablize the engine at both the 0.2 0.8 0.6 0.8
rear and forward mount. Figure 22 shows the FLIGHT MACH NUMBER

mounting and structural arrangement.

FIGURE 22. MOUNTING AND STRUCTLIRAL ARRANGEMENT
The propulsion installation includes an air
turbine starter, a 60/80 W A CSD and generator,
two hydraulic pumps of three cubio inch capacity
and a high pressure rotor tach generator. The
accessory installation arrangement is shown in
Figure 23. The fan tach generator is furnished
as an integral part of the engine assembly and is
located aft of the low pressure turbine. As dis-
cussed previously, starter assist may be required
for high bypass ratio engines. For the CTF39
engine with the 1-500 accessories installed, the
normal and starter aasiat air atart envelopes
are identified in Figure 24. In general, normal
airstarts can be accomplished at climb speed and
above, with starter assist required f o r lower
Mach number flight.
FIGURE 24. ESTIMBTFTJ AIR START ENVELOPE L
Air bleed is supplied frod the high pressure com-
pressor intermediate stage with flow taken from the
Compressor inner diameter. This intermediate stage
bleed system is sdpplemented by compressor discharge
bleed whenever bleed manifold pressure falls below
a preset level. Temperature sensing provisions are
included in the syetsm to shut off the bleed system
if temperatures exceed design limits.
The bleed system provides air for inlet anti-icing,
flight station and cargo compartment preasuriration
and air conditioning, cargo compartment floor heat,
and wing anti-icing. The use of 8th stage bleed
allows the airplane cruise requirements to be met
with the minimum installation thrust loss.
The fire protection for the nacelle includes fire
proof mterials for the top 90' arc of the nacelle
installation. As shown in Figure 25, a major portion
of the protection consists of steel and titanium
StNCtUre with a portion of the cowl door being
protected by 0.008 inch titanium under 1 inch honey-
comb structure. Titanium straps are provided around
the nacelle from each cowl door hinge to latch.

10

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5K A m " , ENGlNl
F I G S 25. NACELLE PIRE WOTECTION
A vertical vaper barrier is included in the l n -
stallation to preclude fluids in the aocessory
installationpea from traveling aft and ooming
in contact with the hot turbine case.
The vapor barrier concept is shown in Figure 26.
The nacelle and engine designers worked together
to define"thi8 w p o r barrier which partially
encapsulates the compressor to reduce hot surface
temperatur6 exposure. A fire and overheat detector
system 'is provided as shown in Figure 27. Fire ex-
tinguishing systems are provided in both the
forward and aft mcelle compartments with two
charge bottles located in each inboard pylon.
FIGWE 26. NACELLE TAFUR F4BRIW
N O N I U l O l l l i CO*I,*VIyI
<L<Y(N, IlYIOI somnm
ow U((IISIDt Or n,oN
A l l O l l I 1 -cOnllNUOL, l,lUIN,
I l Y I O l *OYNIIIION
FIGURE 27. FIBE DETECTOR S Y S T P I
In addition to reducing exposure in the acoes-
sory area to hot surface temperatures, the vapor
tarrier acts as a heat shield t o reduce the over-
all compartment temperature of the fonard npcelle
area. Cooling of the naoelle cavity forward of
E the vapor tarrier is accomplished by fan bleed air.
Fan air is uaed to provide CSD oil cooling, gen-
erator cooling and compartment oooling. For CSD
cooling the fan air is ducted to a CSD oil cooler
and then exhausted tack into the fan airstream
through a nozzle in the thrust reverser inner panel.
Cooling air is ducted to the end cap of the e n - "
erator and the exhaust air is collected in a
scroll around the generator and is exhausted through
a flush nozzle in the cowl door. Comprtment oool-
ing air is vented through a fireproof duct to a
nozzle at the pylon trailing edge.
In addition to the accessory cooling requirements,
the mcelle incorporates an integrated system for
cooling the engine low pressure turbine. By utiliz-
ing the heat sink: available in the nacelle oowl
doors the engine m?.nufaoturers requirement for tur-
bine cooling can be accommodated in the nacelle
design. The airflow over the oowl doors provides
a continuous mource of heat dissipation when the
engine. are operating and radiation from the engine
case to the aft portion of the cowl doors transfers
the required heat. A special heat exohangsr
utilizing fan a i r is located under the pylon to
preclude circumferential temperature gradients in
the turbine. The cooling system concept is shown
in Figure 28.
",-*-<-,~*..,""
'1
. . ,
/--
~~
FIGUFS 28. NACELLE CWLIAG S Y S T M
11
 Propulsion Controls consist of throttle quadrants
at the flight station for the pilot and copilot
with a cable system terninating at a tension ree-
ulator in the pylon. Throttle angular travel is
shown in F i p e 29.

FIGURE 31. FLIGHT STBTION INSTRUNXNTS

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To facilitate maintenance of the L-500 propulsion

THRUST REVERSER
SYSTEM TRANSITION
FIGURE 29. TBROTTLE LEVES TRAVEL
A seprate cable system runs from the tension
regulator through the mcelle horizontal firewall.
Inside the nacelle pushrods, linkages and flex
cable are utilized a8 show in Figure 30 to provide
s i w l s to the fuel control and thrust reverser
control. W e 1 is electrically shut-off by an aot-
uator at the fuel control. Mechanical shut-off ie
provided by a cable from the fire emergenoy handle
to the fuel vavle at the pylon-ving interaeot.
inetallation, full length cowl doors are provided
over the gas generator for max-mum aocess as shown
in the photograph of the early C-5A MCelle mock
up, Figure 32. Oil tank access is provided by 8
small panel in the cowl aoor. In addition to the
cowl doors, remowble panels in the inner fan
nozzle provide aoceaa to a few equipment item
located forward of the fan nozzle. All airframe
accessories are installed on the aft face of the
gearbox and are aooessible with the cowl door open.
Provisions are included in the design to allow
clear access to six borescope ports f o r engine
interne1 inspaction. Replacement of a built up
power psckage can be aooomplished by utilization
of an overhead hoist as shown in F i p e 32.
Separate ground handling mounta are provided and L
can be used'for transprtation ahd f o r installation
using a teleeooping trailer. As identified in
Figure 32 the cowl doors renvrin with the pylon
during engine ohaogs.

FIGURE 30. M113TRDL SYSTM

Flight station instruments are of the vertical
scale t m e as shown in F i l m 31. Tnese provide
readouts for EFR, TIT, Low and High Rotor Speed
and W e 1 Plov. For the CTF39, TIT i a measured
between the high and lov pressure turbines and
Ew is the ratio of lov pressure turbine inlet
total pressure to engine inlet total pressure.

FIGURE 32. FXGINE ACCESS AND REPIACEPWT

 Installation of high bypass turbofan ensines
v
requires all of the design considerations pre-
vioualy used for other turbofan and turbojet
engine installations. The low specific tbrust
and correspondingly greater sensitivity to in-
stallation losees of the high bypass turbofan
require that additional attention be given to
inlet and erhaust system design point performance.
The lower gas generator airflows of the high bypass
turbofan w~@nesresult in greater sensitivity
Downloaded by IOWA STATE UNIVERSITY on April 11, 2017 | http://arc.aiaa.org | DOI: 10.2514/6.1967-390
to and inoreased performanoe lossea for fixed
wlues of air bleed and horsepower extraction.
Ropulsion system design must include recogniur-
tion of the temperature generated by the engine
cycle pressure ratio and the asaociated effect
on environmental, air bleed and fire protection
systems. Spsce allocation for airframe accesso-
ries of relatively large envelope size must be
included in the installation design.