Air Force GE YJ 97 Test

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AEDC-TR-68-244 CONFIDENTIAL
HIGH ALTITUDE PERFORMANCE TEST OF THE

YJ97-GE-3 TURBOJET ENGINE (S/N E447052)
(PART II) (U)
W. R. Warwick, R. E. Harper, and T. P. Miller

ARO, Inc.
December 1968
In addition to sccnrilv rcquimnenls wliicli .i|iplv lo

this document and must he met, it nun he furil-er dis-
tributed by tholiolder onlv with specific prior ajjproval
of Air horce Aero-Propulsion Laboratory (APT!5),
Wright-Patterson AF Hase, Ohio 45133.
:,-<**
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 '-î -/
ROCKET TEST FACILITY

ARNOLD ENGINEERING DEVELOPMENT CENTER
AIR FORCE SYSTEMS COMMAND
ARNOLD AIR FORCE STATION, TENNESSEE
GROUP 1
Excluded from automatic regradinK;
DOD DIR S200.I0 doc not apply.
CONFIDENTIAL
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CONFIDENTIAL AEDC-TR-6~244
HIGH ALTITUDE PERFORMANCE T EST OF THE

YJ97-GE-3 TURBOJET ENGINE (S /N E447052)
(PART II) ( U)
W. R. Warwick, R. E. Harper, and T. P. Miller

ARO, Inc.
In addition io security requirements whi ch a ppl y to

this document and must be met, it may be further dis
tributed by ~ he holder only with spec ifi c prior approva l
of Air Force Aero-Propulsion Laboratory (APTP),
Wright-Patterson AF Base, Ohio 45433.
Thi s material contains informati on affectin g the

national defense of th e United States within the
meaning of the Es pionage Laws {Title 18, U.S .C. ,
sections i 93 and i 9.J) the transmiss ion or revelation
of which in any mann er to an unauth orized person is
prohibited by law.
CONFIDENTIAL
This page is Unclassified
AEDC - TR-61'1-244
CONFIDENTIAL
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 ) Th e te sults of this t est we r e obtaine d by AHO, Inc . (a s ub-

s idia ty o f ::i ve tdl'up & P a l' cc l a nd Ass o cia te s, Ir.c. ), c ontrac t o p e r a t o r
o f the Atno ld E ng inee ring De v e lopm e nt C e nte r ( A t::DC ), AFSC, Azn o ld
:\it Force St a tion, T e nnes s e e, und e r Contrac t F 4 0600-6 ~ -C-0001. The
t ests we r e c onduc t e d in Propulsion Engine T e st C e ll ( T -4) of the H :>c k e t
T e::; t F ac ility (RTF) from May 16 t o 29, 19 68, und e r ARO Proj e ct
No . HDOSZO, and the m a nusc ript wa s s ubmitt e d for public a tion on
Octob c t -! , 196 8 .
(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.
( U) This technical report has been reviewed and is approved.
Donald W. Ellison Roy R. Croy, Jr.

Lt Colonel, USAF Colonel, USAF
AF Representative, RTF Director of Test
Directorate of Test
ii
CONFIDENTIAL
This r.;ge is Unclassified
L_ --------------~
CONFIDENTIAL AED C-T R - 68-244
CONFIDENTIAL ABSTRACT
(C) A turbine e ndura nce t e st was conduc t e d o n a YJ97-GE-3 e ng ine

as a pe nalty run a ft e r a t urbine failur e during a n offic i a l Qualification
T est. The turbine compl eted the endurance t est without failur e . The
performance of the e ndurance test engine i s compared with the perfo rm -
a nce o f the initial Qualification Test engine that enc ounte red the tUlbine
failur e . In addition, the effects on e ngin e re rformanc e of shaft pow e r
extraction, t a ilpipe the rmal insulation, am. e xhaust gas swirl are pre-
sented along with the e xhaust noz zle is e ntropic gross thru s t coe fficient .
In additi on to security requirements which must be

met, this document is subject to special export con
trols and each transmittal to foreign governments or
foreign nationals may be made only with prior approval
of :\ ir Force Aero-Propulsion Laboratorv (APTP).
Wright-Patterson AF Base . Ohio 4!'1433.
iii
CONFIDENTIAL
The reverse side of this poge is blon~ .
_,
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
CONFIDENTIAL
This page is. Unclassified
AEDC-TR-68-244
CONFIDENTIAL
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
(U) 14. Effect of Tailpipe Blanket on Engine Fuel Flow . . 44
(U) 15. Effects of Power Extraction on Thrust and Specific

Fuel Consumption 45
(U) 16. Swirl Probe and Station 8 Total Pressure Rake

a. Swirl Probe Retracted with P8 Rake
Retracted 46
b. Swirl Probe Retracted with P8 Rake
Inserted 47
(U) 17. Comparison of Primary and Secondary Nozzle

Measured Swirl Angles 48
(U) 18. Secondary Nozzle Exit Swirl Angle Band over a

Range of Altitude, Mach Number, Rotor Speed, and
Power Extraction Loads 49
(U) 19. Comparison of Measured-to-Predicted Primary
Exhaust Nozzle Total Pressure 50
(C) 20. Primary Exhaust Nozzle Total Pressure Profile
a. N + 5000 ft 51
b. N - 35, OOO'ft 51
(U) 21. Primary Exhaust Nozzle Thrust Coefficient.... 52
VI
CONFIDENTIAL
oâi^ttiasl^^
UNCLASSIFIED AEDC-TR-63.244
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
III. METHODS OF CALCULATIONS 58
IV. TABULATED STEADY-STATE DATA 81
NOMENCLATURE*
A Area, in.2 or ft2

AEB Primary exhaust nozzle effective throat area, in.2
ALT Altitude, ft
CF Discharge coefficient
CFG Convergent-divergent equivalent thrust coefficient
CV Velocity coefficient
Cp Specific heat at constant pressure, Btu/lbrn-0R
cv Specific heat at constant volume, Btu/lbm-0R
DTO Off-standard temperature, 0F
ETABM Main burner efficiency, percent
ETAC Compressor efficiency, percent
F Fuel-air ratio, lbm - fuel/lbm-air
FD Ram drag, Ibf
-^The symbols in this nomenclature were made to agree

with the nomenclature in the Engine Specification (E-2054, Ref. 6) as
far as possible. Where there was no guide in Ref. 6, terms were used
that are consistent with current program usage.
Vll
UNCLASSIFIED
AEDC-TR-68-244
UNCLASSIFIED
FNMB Calculated net thrust, momentum balance, Ibf

FNS Measured net thrust, scale force, Ibf
gc Dimensional constant, 32. 174 lbm-ft/lbf-sec^
H Enthalpy, Btu/lbm
HPE Horsepower extracted, hp
hL Lower heating value of fuel, Btu/lbj^
J Mechanical equivalent of heat, 778. 3 ft-lbf/Btu
L Length, ft
M Mach number
N Mechanical rotor speed, rpm
P Total pressure, psia
PCN Percent rotor speed
PCN/RT Percent corrected rotor speed
PR Relative pressure ratio
PS Static pressure, psia
Q Heat rate, Btu/hr
R Gas constant for air, 53. 34 ft-lbf/lbm-0R
RAM Ram recovery factor
RF Thermocouple recovery factor
RN Reynolds number
RNI Reynolds number index
lbm-fuel/hr
SFC Specific fuel consumption,
Ibf-net thrust
T Total temperature, 0F or 0R
TS Static temperature, F or 0R
V Velocity, ft/sec
W Weight flow, lbm/sec or lbm/hr
WF Fuel flow, lbm/hr
Swirl angle, deg
y Ratio of specific heats, Cp/cv
Vlll
UNCLASSIFIED
^.,:M:.A^.y.:;.^:..^\.iJ:.y...>M^^..
UNCLASSIFIED AEDC-TR-68-244
Rela liv e pte ssure , (P2/ 14. 6U6)

Emi::; s ivity r a tio
e Re lativ e t e mpe ratur e , (T2/518 . 67)
Vis cosity, lbm/ft-se c
p De nsity, lbm/ft3
SUFFIXES
ADJ Adjusted to desired test conditions

c Cooling
D Adjuste d to calculated altitude and Mach numbe r c onditions
H Corrected for thermal growth
I Isentropic
0 Ambient conditions at desired test altitude
SP At specification condition
X Calculated
* Corrected to sea -level static conditions
SUBSCRIPTS
eng Engine
i Indicated
o, cell Test cell conditions
X Calculated
STATIONS
00 Airflow measuring venturi inlet

1N Airflow measuring venturi throat
10 Venturi dis charge
LS Labyrinth seal cavity
1 Primary air supply du c t
ix
UNCLASSIFIED
UNCLASSIFIED
AEDC.TR-68.244
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
UNCLASSIFIED
CONFIDENTIAL At DC I R-68.244
SECTION I
INTRODUCTION
(C) Tlii' JUT-CII']-^ jjowrr plant is ,1 siiiÛ'-.s|)(K)l, IIOIKII'I crljuriiiii^,

lurbojt'l t'liîiu' ik'siîu'il for o|)tinuini inTformaiicr ;il vci-y lii^h ;illi-
ILKU'S. h'ive allitudi' tlcvi'lopnu'iil Icsls of Ulis engine liavc IJCCII con-
ducted previously at AKDC (Kid's. 1 thi-ouîi f)), I'lir manui'acturt'r's
identit'ieatiou for this engine was (ll'll heforr it was designated .)1)7.
(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 turbine failure on engine S/N l';447007 made it necessary

to conduct a penalty endurance test on a second engine to verify the
endurance guarantees for the turbine rotor. The endurance test was
successfully conducted on J97-GE-3 engine S/N E447052. This report
presents the results of the turbine endurance +est, conducted on
J7-GE-3 engine S/N E447052, and a comparison of the performance
of engines S/N E447007 and E447052. In addition, the effects of shaft
power extraction and tailpipe thermal insulation on the performance of
engine S/N E447007 and of exhaust gas swirl are presented. Some in-
formation on exhaust nozzle total pressure and nozzle thrust coefficient
is included.
(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
2.1 TEST ARTICLE
(C) The YJ97-GE-3 engine (Fig. 1, Appendix I) used for this in-
vestigation is an axial-flow, nonafterburning, single-rotor turbojet
CONFIDENTIAL
AEDC-TR-68-244
CONFIDENTIAL
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) A two-stage, air-cooled turbine drives the compressor. Cool-

ing air is bled from the compressor discharge and admitted to the
turbine section through ducts and orifices in the turbine first -stage
stator "nd rotor blades.
(C) An annular combustor is attached at the forward end of the

compressor rear frame by bolts through the rear frame. Eighteen fuel
nozzles are flange mounted to the compressor rear frame and extend
into the combustor inlet centered in the combustor inlet swirl cups. The
fuel nozzles contain high- and low-flow spin chambers with an int e gral
scheduling valve which proportions the flow to each spin chamber .
(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.
CONFIDENTIAL
UNCLASSIFIED
AEDC-TR-68-244
(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 fuel control is an isochronous-type hydrumechanical unit

which limits acceleration, steady-state, and deceleration fuel flows;
limits speed as a function of compressor inlet temperature; limits com-
pressor discharge static pressure and maximum exhaust gas tempera-
ture; and controls stator vane position by regulated fuel servopressure
to the fuel-operated, stator vane hydraulic actuators.
(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) A thermal insulating blanket (shredded asbestos sandwiched

between two stainless steel sheets) was installed on this engine
(S/N E447052) and engine S/N E447007. The blanket extended from the
rear frame aft flange on both engines to the upstream end of the second-
ary air plenum chamber on engine S/N E447007 and to the exhaust noz-
zle mounting flange on engine S/N E447052. The turbine rotor assembly
configuration for this engine (S/N E447052) was identical to the turbine
rotor assembly for engine S/N E447007.
(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.
UNCLASSIFIED
AEDC-TR-68.244
UNCLASSIFIED
(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) Aerodynamic pressure and temperature measurements were

made at the stations shown in Fig. 4. Diagrams showing the number
and type of LnstrumenU'tion at each station are shown in Fig. 5.
(U) Pressure and scale force were measured with strain-gage-type

transducers, and temperatures were measured with iron-constantan (IC),
copper constantan (CO, and Chromel*-Alumel (CA) thermocouples.
The millivolt outputs of the transducers were recorded on magnetic tape
from high-speed, analog-to-digital converters and converted to engi-
neering units and calculated performance parameters by a digital com-
puter. Selected channels of pressure, temperature, and vibration
(designated as safety parameters) were displayed in the control room
and were photographically or manually recorded. A flight-type thermo-
couple harness for measuring turbine discharge temperature (station 55,
Fig. 5) was provided with the engine, and the output was registered on
a null-balance potentiometer and recorded both manually and auto-
matically.
(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.
UNCLASSIFIED
(LI) The instrumentation ranges, reeurding methods, and posttest

estimates of measurement uncertainty are presented in Table I
(Appendix II).
2.4 CALIBRATION
(U) All pressure measuring transducer's were laboratory calibrated

with an NBS secondary standard pressure generator1 prior' to usage in
this program. The thrust measuring system was calibrated in place by
applying known force levels to the thrust stand. The calibration forces
applied to the thrust stand were generated by a hydraulic loading system.
Calibration force levels were determined from load cells installed in
the loading system that had been calibrated against a secondary standard.
The fuel flowmeters were calibrated in place with a mass weighing sys-
tem. The fuel flowmeter calibrations were performed at temperatures
and pressures comparable with run conditions.
(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
3.1 SIMULATED FLIGHT CONDITIONS
(U) Conditioned air was supplied to the compressor inlet at the

total pressure and temperature required to simulate the desired flight
condition. Test cell pressure was set at the level corresponding to the
desired altitude based on the geopotential measure (H) of the U. S.
Standard Atmosphere (Ref, 10). One-dimensional, isentropic.
CONFIDENTIAL
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AEDC-TR-68-244
compressible flow functions were used to determine the compressor in-

Let pressure ami temperature for a desired Mach number. An engine
inlet pressure ram recovery factor of 0. lJiJ was used for all flight con-
ditions.
(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.
(C) Engine steady-state performance was determined over a range

of Mach numbers from 0. 60 to 0. 85 and altitudes from N - 35, 000 to
N + 5000 ft.
3.2 FUEL AND OIL
(U) Fuel conforming to MIL-T-5624G, Grade JP-4, and oil con-

forming to MIL-L-7808F were used during this investigation.
3.3 DATA AND CALCULATIONS
(U) The methods used in calculating the steady-state parameters

are presented in Appendix III. The tabulated steady-state test data are
presented in Appendix IV.
SECTION IV
RESULTS AND DISCUSSION
(C) As a result of the turbine section failure (Refs. 7 and 8) experi-

enced on J97 engine S/N E447007, it became necessary to utilize another
engine to complete the performance portion of the J97 Qualification Test.
The failure of the turbine in engine S/N E447007 was attributed to a
deterioration of the number 3 oil sump insulation blanket which permitted
particles from the blanket to restrict the turbine cooling a flow passages
(Ref. 8).
CONFIDENTIAL
. .-..\.i:^-. :-...: ; . iJAlAWtiii;^, -i.,,^.-.. ^-,iiii.:Lii.^,. J,.^ U^VJ ivrfJi'jitfi'fti^,^^ tJ.^^.i^li,,!-.

(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.
4.1 TURBINE ASSEMBLY ENDURANCE TEST (ENGINE S/N E447052)
(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.
4.2 OPERATIONAL EXPERIENCE (ENGINE S/N E447052)
(C) A summary of engine S/N E447052 operating time during the

test reported herein is contained in Table II. Total engine operating
time was 19 hr and 18 min, including 4 hr of operation at the rated
turbine inlet temperature of 2710 20oR at N + 5000-ft altitude. Mach
number 0. 85. The maximum observed vibration levels on the compres-
sor front and rear frames were 0. 9 and 2. 1 mils, respectively (Table II),
which were well below the respective 4- and 6-mil limits.
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.a^!.'JiiiiÎiiUriJ^.a^w*ikri&rt;î^
AEDC-TR-68.244
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(C) A total nf iiiiu' allitudi' winclinill start attempts was made with
iMiîne 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) A summary oi'i'iiîne I'lameout experience with engine

S/N K4470r):i at AIODC is presenti'd in Table' IV. Kour flameouts or
stalls were encountered. The first flameout occurred at relatively low
engine speeil (SKi I'C'N/H'T) during a transition from N - 45, 0 ft to
N altitude. The second flameout occurred at N altitude during compres-
sor inlet pressure fluctuations caused by unstable facility conditions.
The rale of change in inlet pressure was approximately 0. (i to . SJ psia
in loss than 1 min. There was no warning or unusual engine operation
preceding the flameout.
(C) Two conditions which appeared to be compressor stalls were

encountered at N 4 5000-ft altitude wherein fuel and compressor' dis-
charge pressure oscillations, accompanied by an increasing T55, were
observed. The throttle was chopped on both occurrences. However,
the engine was operated at other times during the program at the same
flight conditions and engine speeds with no problems. The labyrinth
seal pressure balance system was known to be unbalanced at the
106 PCN/RT (N 4 5000-ft altitude) condition (Table IV), and it is pos-
sible that this unbalance generated an inlet distortion level that con-
tributed to the stall. It is further possible that the same condition
existed at the 103 PCN/RT (N + 5000-ft) stall point. No flameouts were
encountered with engine S/N E447007 (Ref. 7). A systematic flameout
or stall investigation was not attempted with either engine S/N E447007
or engine S/N E447052.
(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
CONFIDENTIAL
IWWMBMtiMjaiîSiiM!*^^^/,^
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.
(LI) On engine S/N E447007 (w:''h a number1 3 oil sump insulation

blanket installed), the maximum observed oil pump inlet temperature
was 293F with no water How into the oil-water cooler. The increase
in heat rejection rate to the cooling water, as a result of removing the
number 3 bearing sump insulating blanket from engine S/N E447052,
was, therefore, 108 Btu/min.
4.3 COMPARISON OF J97-GE-3 ENGINES S/N E447007 AND E447052
(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).
(C) To increase confidence in the comparison of the pumping char-

acteristics and other parameters utilizing T51 (a calculated parameter
based on an assumed burner efficiency), the following verification of
the consistency of T51 is presented. At a constant corrected rotor
speed of 106. 6 percent at N altitude. Mach number 0. 80, P52 and W2
were 0. 25 and 0. 7 percent greater, respectively, for engine S/N E447052
than for engine S/N E447007. Since the exhaust nozzle throat area (A8)
v/as the same and the exhaust nozzle was choked for both engines, the
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MiMlte^M^^^
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AEDC-TR-68-244
CONFIDENTIAL
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.
4.4 SFC THRUST RELATIONSHIP AT N + 5000-FT ALTITUDE
(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.
(C) Engine S/N E447052 was operated at corrected rotor speeds

(PCN/RT) from a maximum of 106. 7 percent down to a minimum of
101. 8 percent. The adjusted net thrust and SFC are presented for these
data at N + 5000 ft. Mach number 0. 85, in Fig. 11. These thrust and
SFC data are presented here only to define the approximate shape and
slope of the curve at these test conditions. The absolute levels of thrust
and SFC are not comparable with engine S/N E447007 or with the engine
model specifications because the engine was not equipped with a second-
ary nozzle or a hydraulic pump for shaft power extraction.
10
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*^**^^^^
-lUi
CONFIDENTIAL AEDC-TR-68.244
4.5 TAILPIPE INSULATION BLANKET
((.') During the It-sls of Y.iDT-CI'l-.'W'iiniiic S/N lvi-17()()7 ( l^cf. 7),

si^nil'iraiil iliffcii'iu'cs wen' obscrvcil hdwi-cii tlic iiifasun-d and calcu-
laifd i'xhausl âs ti'iii|)n'aUiri' and llicrct'oir, bclwccii llic incasufcd
and ralrulaU'd fiiîiir j.'.rn.s.s llirusl. AI'UT iiivi-sliâlioriH of Ihcsi' dis-
m'piiiirii'S, a tl.< nual iiisulalin^ blanket was iiislallcd on the ciiîiic
lailpipi1 lo i'i'dui'i' llu1 lailpipi.' radiation heal losses. In addition, calcu-
lalions wi'i'i' madr of all of llic unac-oouiitcd for radiation losses as woli
as tlu' ri)ii\,f(.,l ton lossos Irom the tail|)ipc' to the sccundary airstrcam.
I'lu'Si.' calculations were iiuuie for tlu- (jnyinu both with and without the
ihrrmal blanki't installod, and the rosults are iJi'esunted in l''ifj,. 12.
I'licsi' cLirvi'S wcri' also inserted in the data reduction program
(Appendix 111) for engine S/N K4-17U7 to cort'ect the exhaust gas tem-
perature ( I'B) for primary âs stream heat-transfer losses.
(C) A comparison can be made between the predicted and actual

effects of the insulating blanket from the data obtained during the test
of engine S/N K-}47()7. From lug. 12 at RNI2 = 0. 0G3 (N altitude),
values of T8/T51 of 0. 90 and 0.9690 were obtained, respectively, for
the engine with and without the insulating blanket. The difference be-
tween these values is 0. 021B, indicating a 2. 2-percent predicted in-
crease in T8/T51 (in the range from 101 to 107 PCN/RT) Cc ed by
reduced radiation losses when the thermal blanket is installed. Be-
cause the blanket did not extend downstream of station 55, the per-
centage increase in T8, caused by the reduced radiation losses with the
blanket installed, should be the same as the percentage increase in T55.
(C) The engine pumping characteristics with and without the

thermal blanket are compared in Fig. 13. The measured tailpipe static
pressure and gas temperature were utilized in Fig. 13a. Both param-
eters were measutod in the tailpipe near the downstream end of the
thermal blanket (see Figs. 2 and 4c). At a constant conecced rotor
speed of 106. 7 PCN/RT, the measured T55 was 1. 9 percent greater
after the blanket was installed.
(C) The predicted T8 increase caused by reduced radiation losses

was 2.2 percent. In addition. Fig. 13b indicates t'-^t the gas generator
temperature and pressure ratios moved up along v operating line
about 0.5 percent at a constant corrected rotor speed of 106.7 PCN/RT
when the blanket was installed. Therefore, adding the 0. 5-percent in-
crease in cycle temperature to the 2.2-percent predicted increase in
gas temperature caused by reduced radiation losses results in an
estimated 2.7-percent increase in T55 and T8 compared with a measured
1.9-percent increase. The lower than predicted change in T55 can
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AEDC-TR-68.244
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probably he atlfibutud It) th', gcoiTietry uf the T55 thermocouple harness

(Fig. 5c). The T55 tlu'rniocoupli's arc all circumfurenlially located at
a constant radius and, therefore, do not measure the radial profile or
the temperature near the tailpipe wall where the largest increase in
temperature would be expected. The effects of the blanket on tailpipe
total pressure and net thrust can be projected from the estimated T8
increase (2. 7-percent).
(C) Based on continuity, a 2. 7-percent increase in T8 must be

accompanied by a 1. 35-percent increase in the tailpipe total pressure,
I'B. By applying the above estimated changes to the terms in the equa-
tions for calculated thrust (see Appendix III), the effect of the blanket
installation (radiation and cycle changes) is estimated to be a 2.3-percent
increase in net thrust. The scale force thrust data indicated that the
blanket increased net thrust by 3. percent.
(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.
4.6 SHAFT HORSEPOWER EXTRACTION
(U) A piston-type hydraulic pump was mounted on a customer drive

pad of the engine gearbox to provide a means of extracting shaft horse-
power from the engine during the performance test of engine S/N E447007
(Ref. 7). The back pressure on the pump discharge port was controlled
with a throttling valve to obtain the desired horsepower. The horse-
power extracted was calculated according to the equations in Appendix III
of Ref. 7. It was not possii- 'e to reduce the shaft power extraction to
zero with the pump install< Lscause of friction and some inherent back
pressure in the pump discharge line. During run 9 of the test of engine
S/N E447007, the throttling valve was positioned in the full-open posi-
tion for several conditions to determine the effects of shaft power ex-
traction on engine performance. This reduced the shaft power extrac-
tion from the normal level of 17 to 4 hp.
(C) A limited comparison of the effects of shaft power extraction

on engine thrust and SFC is presented in Fig. 15 for N altitude. At a
corrected rotor speed of 107. 3 percent, increasing the power extraction
by 13 hp (from 4 to 17 hp) increased the engine net thrust by 1. 8 percent
and SFC by 1. 7 percent. These data compare favorably with the esti-
mated effects of power extraction (2. 1-percent thrust increase and
1. 7-percent SFC increase) from the Estimated Performance tables of
the engine specification (Ref. 6).
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CONFIDENTIAL AEDCTR-68244
4.7 SWIRL ANGLE INVESTIGATION
( U) An exha us t gas s wirl a ngl e inv estigation wa s cond uc t ed t o

d e termine the los s in gross thrust due to flo w a ng ularity . M eas ure -
m e nts were taken at two st a tions , a pproxima t ely 1 in. do wns tream of
the seconda ry e xhaust plane on e ngineS /N E447007 and in the p r im a r y
e xhaust plane on engine S/N E447052 (Fig. 16).
(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 average measured swirl angle in the plane of the primary

nozzle exit (3. 95 deg from engine S/N 447052) is in reasonable agree-
ment with the swirl angle at the primary nozzle exit calculated from
measurements at the secondary nozzle exit (3. 66 deg from engine
S/N 447007 and Appendix III).
( U) A correction for swirl angle must be applied to the primary

exhaust gas velocity term in the momentum balance thrust equation
(Appendix III). Based on an average primary nozzle exit swirl angle of
3. 95 deg. the primary exhaust gas velocity correction was -0. 24 per-
cent, and the resulting correction to primary gross thrust was
-0. 17 percent.
(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.
13
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AEDC-TR-68-244
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4.8 PRIMARY EXHAUST NOZZLE TOTAL PRESSURE
(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.
(C) The arithmetic average of the measured primary nozzle exit

pressure (P8) is compared with the predicted P7 from the empirical
curve of P7/P5 2 in Fig. ID. The values of P7 and P8 agree within
0. 5 percent at N and N -f 5000 ft and 0. 8 percent at N - 10, 000 ft. The
agreement became poorer as altitude was decreased, and the measured
P8 was approximately 1. 5 percent less than the predicted P7 at
N - 35, 000-ft altitude the lowest altitude where data are available.
A line comparing the integrated average of the measured P8 with the
predicted P7 is included in Fig. 19. The integrated average P8 is
approximately 1 and 0. 5 percent below the arithmetic average at
N + 5000 and N - 35, 000 ft, respectively.
(C) A comparison of nozzle total pressure (P7X) (calculated from

measurement of PS7 and T55 and an empirically determined tailpipe
flow coefficient, Fig. III-4) with the predicted P7 is also presented in
Fig. 19.
(C) Typical nozzle exit total pressure profiles at N + 5000 and

N - 35, 000 ft, obtained with the P8 rake installed, are presented in
Fig. 20. The dip in the center of the profile is caused by the center-
body in the turbine exit diffuser and is less pronounced at N - 35, 000 ft
than at N + 5000 ft.
4.9 PRIMARY NOZZLE THRUST COEFFICIENT
(C) The primary nozzle gross thrust coefficient for engine

S/N E447052 (A8H = 141 in.2) is presented in Fig. 21 as a function of
nozzle pressure ratio. The thrust coefficient is defined as the ratio of
the measured (scale force) engine gross thrust (FJS) to the ideal gross
thrust for a convergent-divergent nozzle (FJ1SEN). The thrust coeffi-
cient decreased from approximately 0.985 at P7/P0 =3.6 (N - 35,000 ft)
to 0. 95 at P7/P0 = 5. 3 (N -f 5000 ft).
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CONFIDENTIAL AEDCTR-68-244
(C) The primary nozzle thrust coeffi c i e nts predic t e d by t he e n g ine

m a nufac ture r for m aximum a nd minimum level s of t es t Heynolds num-
b e t (RN8) are 3.lso present ed for c ompa ris o n (GJ: c u rves J !:J7PA -2 33 -1 3,
6-16-67, and l::SH A-CDE-67 -86 , 11-11-67). T h e t e st vulut.:s of C i G
are low e r tha n the manufactute t 's !Jl'e dicte d values at ..til test cond i-
tions; 0. 3 percent low er at P7/P 0 " 3. 7 (HN8 = 9 x 105), 0. 6 percent
l owe r at P7/P 0 = 4 . 5 (RN8 = 2 x 105), and 1. 0 p e r cent lowe! u t
P7/P 0 = 5 . 2 (RN8 = 1. 2 x 105) . The R eyn o lds number e ffe cts o n CFG
for the t es t data a r e in good agree m e nt with the predic t ed Ht.:y no lds
numbe r effects. At P7/P 0 = 4. 0, the effect of d e c r e a s ing HN8 from
9 x 105 to 2 x 1 o5 is a 0. 4 -percent d ec rea s e in C FG c ompare d with the
predicted 0. 5-perce nt decrease. At P7 /P 0 = 4. 8, the e ffect o f d e -
creasing RN8 from 2 x 105 to 1. 2 x 105 is a 0. 4-percent d ecrease in
C FG c ompared with the pre dicte d 0. 3 -percent decrease .
(C) If the d a ta in Fig . 21 were recalculated using the int egrated

average value s of P8 (Figs. 19 and 20), the thrust c o e ffici e nt c urves
would b e shifted upward approximately 0. 4 perc e nt at N + 5000 ft a nd
0. 5 percent at N - 35, 000 ft. This would improve the agreement with
the predicted curves to within approximately 0 . 5 percent at all test
conditions.
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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(C) -l. JilV-Cil'l-iW'iiîiif S/N 1'M'17()52 had a 1. 5-pcTeiMU luwur

spi-fiTii' fuel eunsuinpliuii than engine S/N Ivl-ITO? at
N aLliUuK', Mach numbuf 0. 0, 107 l^CN/HT.
(C) 5. A UuTinaL insulating blanket was added to the tailpipe.
The predicted TB increase caused by reduced radiation
losses was 2. 2 percent. The addition oi' the blanket also
caused a 0. 5-perccnt shift in operating point Tor a net TB
increase of 2. 7 percent at N altitude. Mach number 0. 80,
107 PCN/KT.
(U) (i. The actual effects on engine thrust of shaft power extrac-
tion compare favorably with the values from the estimated
performance tables of the Model Specification (Ref. G). At
N altitude. Mach number . 80, for a 13-hp increase in
shaft power extraction, actual net thrust and SFC increased
1.8 and 1.7 percent, respectively, compared with estimated
increases of 2. 1 and 1. 7 percent.
(U) 7. The integrated absolute average swirl angle at the primary
nozzle exit was 3 to 4 cleg counterclockwise (looking up-
stream).
' U) 8. The primary nozzle isentropic thrust coefficient for engine
E447052 varied from 0. 985 at P7/P0 = 3. 6 to 0. 95 at
P7/P0 = 5. 3 and agreed with the manufacturer's predicted
values within 1 percent at all test conditions.
REFERENCES
1. Kistler, S. M. and Beach, D. W. "An Operational and Perform-

ance Demonstration of a GE1 Turbojet Engine in an Altitude
Test Cell. " (U) AEDC-TR-66-165, November 1966. Confi-
dential Report.
2. Edmunds, E. W. and Turrentine, W. A. "Operation and Perform-
ance of a GE1 Turbojet Engine at Various Simulated Flight
Conditions. " (U) AEDC-TR-67-14 (AD379562L), March 1967.
Confidential Report.
3. Turrentine, W. A. and Kimzey, W. F. "An Investigation of the
GE1 Turbojet Engine Compressor Performance at Simulated
Flight Conditions. " (U) AEDC-TR-67-137 (AD383888L),
September 1967. Confidential Report.
16
CONFIDENTIAL
l-'aehl, K. (.'. aiul Chamblco, C. K. "Fefl'rinunc;e of Uu' YJ7-

CiK-ii Tufbujcl lOnîm- (S/N 424005/2) at Simuialed Ili^li
Alliluilfs. " (U) Al'lDC-TK-GH-l? (ADciyiGB^L), July lfiB.
Cnficlcnlial lieporl.
Warwick, VV. K. , llarlsficld, B. W., and Overall, B. W. "Alli-
tude Performance Test of the YJ7-GE-3 Turbojet ICnyine
(S/N 447051) with a Secondary injector Nozzle. " (U) AEDC-
TR-B-122, October lfi. Confidential Report.
General Electric Company. "Engine Model Specification No. E-2054
for YJlJ7-l and YJ7-;^ Engines. " (U) Flight Propulsion Divi-
sion, August 1, 1966, Revised January 2, 168. Confidential
Report.
Warwick, W. R. , Hartsfield, B. W. , and Overall, B. W. "High
Altitude Performance Test of the YJ97-GE-3 Turbojet Engine
(S/N E447007) (Part I). " (U) AEDC-TR-68-167, October 1968.
Confidential Report.
General Electric Company. "J97 Stage Two-Disc Failure on
Engine 447007/1. " (U) General Electric Technical Memorandum
TM No. TM68AEG1748, June 14, 1968. Confidential Proprie-
tary Report.
Test Facilities Handbook (7th Edition). "Rocket Test Facility,
Vol. 2." Arnold Engineering Development Center, July 1968.
10. National Aeronautics and Space Administration, United States Air
Force, United States Weather Bureau. U. S. Standard Atmos-
phere, 1962. December 1962, Washington, D. C.
11. Smith, Robert E. , Jr. , and Matz, Roy J. "Verification of a Theo-
retical Method of Determining Discharge Coefficients for
Venturis Operating at Critical Flow Conditions. " AEDC-TR-
61-8 (AD263714), September 1961.
12. Glawe, George E. , Simmons, Fredericks., and Stickney, Truman M.
"Radiation and Recovery Corrections and Time Constants of
Several Chromel-Alumel Thermocouple Probes in High-
Temperature, High-Velocity Gas Streams. " Lewis Flight Pro-
pulsion Laboratory, NACA TN 3766, October 1956.
17
UNCLASSIFIED
PRECEDING PAGE BLANK - NOT FUMED.
APPENDIXES
I. ILLUSTRATIONS
II. TABLES
III. METHODS OF CALCULATIONS
IV. TABULATED STEADY-STATE DATA
UNCLASSIFIED
r
PRECEDING PAGE BLANK - NOT FIIMED. #
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21
CONFIDENTIAL
l
AEDC-TR-68-244
CONFIDENTIAL
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22
CONFIDENTIAL
UNCLASSIFIED AE DC-TR-68.244
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23
UNCLASSIFIED
AEOC-TR-68-244
UNCLASSIFIED
a. ( / ( i 3
CNJ
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Q- ( ; > ( (
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Total Temperature
OJ
Temperature
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(/> s
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24
UNCLASSIFIED
CONFIDENTIAL EDC-TR-68-244
Balance Air
Sta,
LS
Sta. f^ca
LS-A
C !
Engine Inlet
V A A=? Duct
Primary Airflow
Balance Air Controlled to Maintain

A(PLS-PLS--A) = 0
UNCLASSIFIED
b. Engine Inlet Duct Labyrinth Seal
Fig. 4 Continued
25
CONFIDENTIAL
m
0
n
Test Cell Wall .
-4
;Ill
0.
.....
I
N
Test Cell Test Cell Test Cell
Pressure, Forward Pressure, Middle
' Pressure. Aft
'
3 7
Compressor Rear Frame I
Compressor Section (Combustion and Turbine Sections) Exhaust Section
n B
c z
z ~
~
C .N ,.,
-
,.,C)
--=-
55
z~
Station 3
!i : lit
-
: lit
- ~
~
o Compressor Air
Test Cell, Test Cell, Test Cell, ~ Combustion/Exhaust Gas
Station 2 3 52 55 7 Forward Middle Aft Seal Pressurizing Air
Total Pressure 30 25 10 - - - - - a SumpAir
Stream Static 11m 14th-Stage Seal leakage
Pressure 24 - - - 4 - - - Secondary Air
Wall Static
Pressure
Total Temoerature -- C<NIDENTIAL
-24 255 I -- -16 -- -1 -1 -1
c. Engine
Fig. 4 Contlnuecl
UNCLASSIFIED Af DC-TK-68-244
Distance from Nozzle

Plane Exit Plane, in. i
AJ 2.1
AG 2.0
AF 1.2
AE 0.5
AD 0.1 i
AJ
AG
| Plane AJ AG AF AE AD
Internal Static
Pressure ~ ~ ~ ~ 4
External Static
Pressure ~ 5 1 2 2
External Skin
Temperature 4 4 ~ ~ 4
UNCLASSIFIED
d. Primary Exhaust Nozzle Cone
Fig. 4 Continued
27
UNCLASSIFIED
UNCLASSIFIED
AEDC-TR-68-244
1c
_o
CD
c -o
O 0
s
-E U
1o ^
.9- u.
Q.
28
UNCLASSIFIED
411 Mjtii Hxtiurt llnti'tiill

luUi 1nk>tlltur
OMy
Nut MJIIU.! U
IgUI UdiiMtttuift Ui]
tut Kdtin.* Urn,
SUUon OU InM Ht^m to Pfimjry Air

Ftow-MMiurlnq 'ntucli IPrftûn Ijps SUtiun IN Plmed Venlun Ihrwl
La i* m upitruno* Vtnlurl lldenllcil Imtrumenldlion lor Both Venturin
>' ... j Irnrmacoupli Kik - il in.
..irMin ut Vtnlurl Throt<l
WillSlii Preuurellntefiill
> loUl Itinparitur
04tg Oiteg
IBO deq Station 2P Plmed Bellmouth Inlet

SUtion 10 Prlmiry Air Supply Duel to ITe Cell Inlet PlenumI
Teil Cell Inlet Plenum (Lociled = 83 In.
DcMtnitrum of Venturl Ihroill
Will Stelle Pressure (Inlermt)

will SIJIIC Pressure llnternil)
Stetion 2P-k SWlons 2P-B nd ZP-C

(Test Cell Intel Plenum All Bulkhead) (Test Cell Inlet Plenum neir Bdlmoulh Inletl
(Looting UpstrMm)
a. Primary Air Supply System

(U) Fig. 5 Instrumentation Details
29
UNCLASSIFIED
^^^^^^^' -
AEDC-TR-68-244
UNCLASSIFIED
IC _ _ _ _ _ I
-IS
U-"-'--IAII<-se11
....
- +- ...
....
I
........,...,_
' -= &Sin. - M r. . . ...,.... lell.
....
Wlh SMc ,_WtllfttlrMU
~. / - '-... . /
~--
/*~
-- \ \
,..........,_lei,
. . . . . . .--Aft
S-1.0
~.~
b. Engine Inlet Duct

Fig. 5 Continued
30
UNCLASSIFIED
Û.:lllUf ,-i*,.i Mil
IS* * ,
Miliun .'
Onprmui inut Htm HoiJleO i m

llpilfMinulCu.npi.nul lur *lj (Ijt-jrl
NDlt AKAno'iumtrirnti! kniliun our

Ummwouplt oulput rtil tu trir <UU
ludconitoiijiltm
'JuiU>n('twJ UJJ (1 n,
win matq
Slllion S2 0 Slilian 0
lurDine Diururqe llotJted - 11 Turbmt Diichjrge Fliyfil lurnm (laiteC
m OownilreJm of lurDine Fljnijd :])in Dcni.nilfmo( lurDinefUngd
Itquil Af Ml
lOUlM -Qbir, Upllf
SUDc Pfdiufeilnlefnili Ol NOHK EnHltoll
hot: Stifion r Stalk lapl Odq
rtf(lmmefier] = 0,6
In, IntohiuJlStfMm
SUIion 8
Totjl Pteiiurf Uatf
c. Engine
Fig. 5 Continued
UNCLASSIFIED
..... c^W.-J^:..v^.v v.: ^-^^^ ^t^BK ^^^.Wte;-/^ (^^^l^.i^^^J^î^^^^Vr. v, .-:. ^.,..-:. ^V..-.. ..i. . V. . -. -,:. ^y- T ^- - , y jr, ]? iftft
UNCLASSIFIED
AEDC-TR-68-244
Willi SUHL I'nmuru llnlumjl)

Wall Slle IVeisursIblornjH
Lvlurrul Wdll U'iiijjL'iJtiire Wdll Stdtll I'ruiiure llxlerddll
Ucij
Uauy
20ilj
. ,25 0)
m i\l
llOitaj
Plane AD
Flange Stalle Pressure lExlemall

Static Pressure (Exlernall
' External Skin Thermocouple x External Skin Thermocouple
Odeg
330 dug
\
Odeg
Plane AJ
(Outer Edge ol Exhaust Cone
Aft Face ol Primary Nozzle
Mounting Flange)
Cone Mounting Flange
UNCLASSIFIED
(Looking Upstream!
d. Primary Exhaust Nozzle Cone
Fig. 5 Continued
32
UNCLASSIFIED
î.ll-^l^î&îMP^t^*^-,:*^^:.-^*^ .;.,,;,., ,....-.. .,.;.. , :;.. ^;l^::^_.:i..: . ..r,^ ,: ..^:..:i^ j.^.^c,.^..^^^!^,^':--.^: . /t,--.-ri-.-y^y-^.j iu^S^k^hl^w..^.
Ode^
qfld) QOdeg
SlalionEX2ndEX3B Slalion [XJ and UaB
x Tailpipe Dclernal Skin T/C

X Insulation Blanket External Skin T/C
e. Tailpipe and Insulation Blanket

Fig. 5 Concluded
33
CONFIDENTIAL
^jaivt^MffiaaamiiiriaMa^^
AEDC-TR-68-244
CONFIDENTIAL
o J
oo <
Operjiting
Spec:.fied
(N M
uw
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Range
M
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- o o
4 ^
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M N N N N N (N M (N CM M
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34
CONFIDENTIAL
aasje'i.JW-jKaj;*.
a^-âdMiiiaaitttaia^ftm^M^^
i (-. iWfc'.Hui.'j 1*1 ZJSiiC
^^tey^^^
70
N Altitude, Mach No. 0.80
A
0 Run 7 , Engine S/N E447007
:r: o Run 11, Engine S/N E447052
0 Both with Tailpipe Blanket
1""4
1M 69 and No Power Extraction --
....J.4
<
s
Ill
n Ill
Q> I
0 J.4 68 B
z Q. z
e
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66
102 103 104 105 106 107 108
Corrected Rotor Speed, PCN/RT, percent ,.,.,
CONFIDENTIAL 0
n
....'
;c
(U) Fig. 7 Comparison of Airflow of J97 Engines SIN E447007 ond E447052 o-
GD
..,

CONFIDENTIAL
AEDC-TR-68-244
60U ... _.
1 I
1 N Altit ude. Mach No. 0 .80
I 0 Run 7," Engine S/N E447UU7
1
j
5900 i
j
D Run 11, Engine S/N E447052
Both with TailDioe Blanket
an d No Power Extr actio n h //
ID/0.9
J/percent
T
XJ
5800 \/A / 1
/// 1
* 5700
/;
/
1
K
PC>I/RT - 106 ^
/ I
/
4
^
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5600
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7
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c
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/
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/
5300 //
/
C)
5200 '
102 103 104 105 106 107 108
Corrected Rotor Speed, PCN/RT, percent
CONFIDENTIAL
(U) Fig. 8 Comparison of Fuel Flow of J97 Engines S/N E447007 and E447052
36
CONFIDENTIAL
iâllMÛteaaî..-^riT>|.|.-~.y
wmmmmum |ii|-'IHM>miU"1H"l'u.|'iii il"""!"^'
CONFIDENTIAL Al DC- I R-6fl^44
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O Run 7, Engine S/N E447007"

-D Run 11, Engine S/N E447052-
W
L_ , 4- ] , (-4
fN
LT)
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ii O
_N Altitude, Mach No. 0.80

fe
1
^
and No Power Extraction

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CONFIDENTIAL
4.2 1 1 1 1 1 1 1 1 1 i i I
o Run 7 Fncri np> ^447007 w-if h
rH |
Secondary Nozzle
0)
D
O
0)
u Run 11, Engine S/N E447052 Primary
fa W Nozzle Only
\ N Altitude, Mach No. 0.80
e 3.8
H ^3
tH rH
with Tailpipe Blanket,
H
o -
0) '-3
aa
w <
M
u
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1
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0
a
2.6
220 230 240 250 260 270
Adjusted Isentropic Net Thrust, FNSIADJ, lb-
J
CONFIDENTIAL
(U) Fig. 10 Comparison of Specific Fuel Consumption of J97 Engines S/N E447007 and E447052
AH
CONFIDENTIAL
. ............rtjauM'irik ii'i in -li1- M -. I .. .....'.J

CONFIDENTIAL
AEDC-TR-68-244
o
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1
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Engine S/N E447052, Run 11

O
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Primary Nozzle Only;

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39
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6 00
0.5
0.5
0.4
0.7
5
<
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41
CONFIDENTIAL
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CONFIDENTIAL
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T\
CO
J (N
00

CO
Sd/ASd 'OT^BH eanssaJd auxSua
42
CONFIDENTIAL
teiiiii^fa^w.W.maî^.r.Ma, ur-mi.i.iiHi .tirr-i Ti i-n-rTrir'l'Yfri-iliiii'inni i.i.im.iirfniinnfi i iiiorr iiiriTiiiritiiltiiffiiiiriiMtrtii fm^^m^ *!#

i<
<
1 r M
p
nun D, witnout inermai BianKe

w
p
Run 7, with Thermal Blanket

M
Altitude, Mach No. = 0.80

CO o
o
T
H
\
r-l
m
o Power Extraction
c
ngine S/N E447007

P
^ -
^
N U CSl 0
H
0.5 per
S~-1
TT p
l
,^\ 0)
ii> >
J
u <N
t 2
w
\ P <
R -o
J -< iH m V
^ t- -D
T ( ^ 0 >
p \ ft 3
C
a <J a t^ f= h. 0
0 > U
. \ H
u \ CN CO
a. r
,
\ U \
a-

r o

v
0
p

V(
CM
Q.
.
Ol
u.
o \ 0 .a
c
0
\
\
v o
m
a
\ 05 O
s \
CO
oo
o 05 CO CO
n CO
0
Zd/Z^d T^BH ajnssaJd Jo^Bjeuao SBQ
43
CONFIDENTIAL
W._.^..:.^-f,
Ii i -' ^^^"''^""liMliilil^ MtM
AEDC-TR-68-244
CONFIDENTIAL
no J
1 r1 o
-P H
n
w
Ml | o
M
o. "I !""
0"
1 o
O
c> rH
\o c
Vv 0
o t
u 0
\ u.
\ CD
\ O 3
rH H u.
\ rt v
c
\
\ c
UJ
c
\ o
\ m T3
o 0)
iH (1) a
\ A m
LOO
CO
> a.
^5.
No. - 0.80
ut Bl anket
e S/N E447
\
V P o
1
0 1-
Blank et
\k ^ PC; ^
o o
*-
itude
iH TJ
\ 0) .
+-> ^*-
1
\ m
o
0)
0 G + 1 -^
X! -H H ,
u
0 en
H -H Q a
> :* w z s CO o u.
o
Lorn
o
o O O o o o o o O H
o o
o
o o
oo
o
o
o
CD
o
m
o O
CO
CD CD in m m in m m m
J^/Nl \I\ '&oi xanj pgôsjaoo
44
CONFIDENTIAL
-^.^-..J-n-^.,-..-.-^^.i-^;i^.t^J.^.;1.;. *iii*Mttoi*^tyini&tf*iMtrtMtoV-u^&^^
<
CO
0
+J
C
~-li
1
1r
1^
"f - 1 w
r \-f- 0) Q
[ - a)
1-. uH (->
0

-4- 1 M
iz
M c3 *- o
1 r H 0)
u
t- 1
f
1 '
- \
I
r1
11
W 0)
.I *
\I
}
11
c
^r0) 1 o
Estimated '<
-f
ercent, Re
u a
E
c
o
00 .\\ U
-
M
- \
_ ^ Ci.
1
^
Q u
< 0
0.
W to
Y.
-2
0
fa c
D
1 H
1^
1 l/l
3
3
X
J2 H
H c
0
+J
O
c
0
is
u
T3 a
(U *-X
+J
i1 U) LU
C5 P w
0 30 n
T3 J
0) (U t> < a.
0
1 00^
Ul *-
\i\ 0
17-Shaft H orsep
9, Engine S/N E
0
4-Shaft H orsep
I 1
S5 O yi
11 M
(N
4-
*-
4-
u
0
titude, Ma
1 1
ill!
MM
UJ
in
Id iZ
L0* <Z~
1 1 1
1
r
L J^ J. o
O N
Tqi-.nI/U1qi ' fQVDJS

uoT^dmnsuoo lonj iiijioods po^snCpy
45
CONFIDENTIAL
^ ~ _i- - - -....>^r....m.l-------"-tljriii ..w- ^.-. , -' --"-'i-~J*i.i--J...^..v.i.

CONFIDENTIAL
AEDC-TR-68-24.)
E D C
4556-68
UNCLASSIFIED
a. Swirl Probe Retracted with P8 Rake Retracted

(U) Fig. 16 Swirl Probe and Station 8 Total Pressure Rake
46
CONFIDENTIAL
j ; I i : - - -
- :..-... -..^.-.^ - ,-.-... _,...,-,.. ...,..-... -, ... . . .... ..,...- ... j ;... -...,-^...^.........-..,. ^...;.^,v-.:. ............ -..- ^^.^^^Û^^^^^
UNCLASSIFIED ACDC-I R.68-244
: 1. : ';
h vM.mM
47
UNCLASSIFIED
^^tz^^^^ît^^*^*^^ ^gU^î^^M
pVWWCTW'^WWWlMffg'WWWW^'.W'KWWIWtM
AEDC-TR-68-244
UNCLASSIFIED
70 III! i
N Altitude,
_\\\\\\\v\\\\\\\ .,Mach No. 0.80 ,
60
Secondary Nozzle i
Outer Wall
106 PCN/RT,
/ 1 0 HPE
_
y
1/
50 Krimary wozzie
1
k k 1 11 1
[Mixing
Region
Outer Wall \-Secondary Flow,
xl-
40
7 Eneine S/N 447007
ABS Average
i 1.72 deg
1/

9
/
-*.
-10
.8 _7 _6 -5 -4 -3 -2 -1 0 1 2 3 4 5 6 7 8
Exhaust Gas Swirl Angle, , deg
(Positive P, Clockwise, Looking Upstream)
UNCLASSIFIED
(U) Fig. 17 Comparison of Primary and Secondary Noizle Measured Swirl Angles
48
UNCLASSIFIED
^.^WVl^ÂYl-i
CONFIDENTIAL
A L UC- I U-Oti-.'Ai
7
1 1
60
/
\
/
cs 50 / 7 ^Nozzle V fall-
a //
7
1 1
f '
p 1 1
o*
40 / Ranee of:
Altitude, N to N + 500 ft
D Mach No., 0.80 to 0.85 j
//
xs
/ HPE, 0 to 2.L.2 hi5
as
30
>//
1
' 1
[I
/ / |
M i
N
O 1 j
z 20 ^
VN
>1
\
u
o \
a
o
u
\
10 I 1
1 v-Nozz le Ce nterl ine \

\ 1 ^\
\
N
0
-6 -5 -4 -3 -2 1 0
Exhaust Gas Swirl Angle, , deg

(Positive , Clockwise, Looking Upstream)
UNCLASSIFIED
(U) Fig. 18 Secondary Nozxle Exit Swirl Angle Bond over a Range of Altitude,
Mach Number, Rotor Speed, and Power Extraction Loads
49
CONFIDENTIAL
CONFIDENTIAL
AEDC-rR.6a-24.)
1.02
ifl
3 1.01
a
-G
wa
>>x
U h-
a.
s
H 1.00
ft
oco
v a.
p
-
H (D
T3 U
0) 3 0.99
^ !fl
ft (fl
0)
O fH
O rH
a n
3 0 0.98
a) a) P8/P7 Integrated Average
a H
N
H IS)
O 0
o O P8/P7, Engine S/N E447052

+-> 0,97 0 P7X/P7, Engine S/N E447007
a P7/P0 > 3.0
Engines S/N E447052 and
E447007 have identical tail-
pipes and primary exhaust nozzles.
0.96
I I I I I L_
10' 8 10
Reynolds Number at Station 8, RN8
CONFIDENTIAL
(U) Fig. 19 Comparison of Measured-to-Predicted Primary Exhaust Nozzle Total Pressure
50
CONFIDENTIAL
CONFIDENTIAL AE DC- rR-68-244
V rr \A
ll 1
CONTIDENTIA
4u
i r..2
- -1
^ \ V
R2
a
'/I 'O
a 01 _
20
Distance from Vertical Centerline
0
0)
o a rt *
01 I _
\ o
perc
01
(Integrated Average)
35,0
47052
\ o
Equal Area Rake) -
&
H
(Average 12-Probe
0
_ u __ u-r
0
H
i
I u> t^ r *-*
w I
*-*
I Z O ID
oz o> Z
f
1
_
i
ine S
itude
3 No,
8
/RT,
z
20
2 0)
:
+J o z bo
rH y c
p < s o, w
rj 1
\
S
V l^T
1 ^ / /
40
(A
^ ^
>/ n / n /i///////////// r://///
oooooooc
0.
"
o
1-
Bisd 'sd 'ajnssaad it'lox auBij \î aizzoN jsnnqjcj XaBiu^jj _c>
N
N
O
z
-
in
3
\\\\\\\\\\\\\\\\\\\\-\\\\\\\\\ O
.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
X
CO
f- +
0 Z
1
rH ^c
r
2
20
<; -
1
? 00 00
0. 0.
\ \
v1
40
1^ ^'
o
o
// n ////7777777777
c c
c
n77 c
Btsd 'gd 'ajnssaad IBÔX auaxd 1TX3 aizôu jsnoqxa it.iRUi^Jd
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
O 00 ^
00
O) Cvj i-l
o
O 0 0 O -H
+-> p +J
in ca
CD 3 M

00 rH rH o
U U
VI
tfl 3
in [fl
^) co oo 0)
(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
O 1 a> as

(NSSIIM/Sf.*) 'DD
q.u9iaijjaoo ^.snaiti a^zzoN ^snBqxa
52
CONFIDENTIAL
TABLE I
(U) STEADY-STATE MEASUREMENT UNCERTAINTY
Estimated Mcas u n : m ent Unc ertainty ( 2 Sigma)

Type or Method o r
Parameter Steady Stat e Range Measuring Typ e o r HecOI d ing Device Syot e m
IJesignation or Device Calibr auon
Pe1cent of Units of M easurement
Reading Measure m ent
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
Compressor Inlet t0.3 1 2. 0 to J. 5

Total Press u r~. psia tl. 2 0 . 7 to I. 0
n Tet Cell Plenum .t0.3 1 2. 0 to 3 . 5
0 Static Pressure. psia I . 62 0. 5 to ! . 0
z~ Inlet Duct t0.31 2. ()to J. 5
"cz
~
~ta\ic Pressure, psi<> t l . 62 0. 5 to l. 0
~C.Il ~
-
Tes t Cell S tatic t0.31 2.0to 3.5 ,.,
Pressure . psia t I. 62 0 . 4 to I . o
-z
Compressor Disc ha rge t 0 . 50 40 to 50 !i
Static Pressur e. psia t0. 55 10 to 20
:.. I
t0 .3 1 2. o to 3. 5
....-:"'""
~ P r imary Nozzle
-~
St a tic Pressure. psia t I. 6 2 ~- 4 to I. 0 I
Tailpipe S ta t ic tO. 27 7. 5 to 8 . 0
Press Lre, ps ia t O. 65 2. 0 to 3 . 5
Turbine Disc harge 0.27 8 . 0 to 10.0 I

St a tic Pressure. psia 0. 65 2. 0 to 3. 5 I
I
Exhaust Nozz le 0. 27 9. 0 to 10.0
T otal Pressure, psla .tO. 65 2.0to3.5 I
I
---
6. 3"~- 900 to 1000 C hro m c i-A lumc l Millivolt - to - Digital Co nvcrt -:!1", S e que n t ""l n d
Turbine Disc har g e )>
Total Temperatu r e r cmpc raturc S ampling. and Magnc! ic T ape S to 1a gc [l . ,. :1,
H.!rF 11 00 to 1450 m
T1ansducers Ac qu isit io n Syst e m . 0
T a ilpipe Extern a l H. 5F 300 t o 4 00 ()
- I
T e mpe rature 4. 5" F 450 to 550 ~
;lO
Prima ry Noz :d c S kin t6 . O"F 800 to 925
T e mpe rature 00
"'
I '
1 ,,, . , ........,
)oo
m
0
n
.
.....
;a
0.
Cll
TABLE I (ConclucW)
...~
~
- ,---- - ---,
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
Fuel 1ron -Constantan

z t4. 5"F 75 to 85
T e mperature Temperature Transducers
'""'"
-I
....
::lit Engine Inle t
t4. 5"F 75 to 85 ::lit
Fuel Temperature
-,.... (lo.>r (~I~ UOO to 1013
I
Bonded St.-uin-Gage
,....
ln Place w ith C a libr at(ld
Scale Force, lbr
lI
lto..,r.(~J~
-
186 to 333 Force Transduc er j Lo"d Cell
E lectromec hanical Frequency-to- Voltage C onverter om.o

Enginf' Spe"d t4 rpm 12,500 to 14,000 Frequency S uba;t 1t ut 10n
Transducer Millivolt to- Digital Converter, Sequential
Sampling, and Magnetic Tape Storage Data 1
tO. 52 900 to 1000 Volumetric Turbine F lo w Acquialtion Syst~m ln Place Mas s We i&hing
F ue l F low, pph
t l. 23 250 to 375 Transducers
Oil Cooler Water --- --- Catc h-Tank and Balance

Flow Rate 0. 2 pph 20 to 50 Scales Manual
, .... . .-l
See Sec tion 2 . 4 .
CON~,DEI'\TIAL
TF*r;w'VW-*1 IJUPWW . Î'lvrr^-wî'-p^^'v
CONFIDENTIAL AE C-TR-68-244
TABLE II
(U) SUMMARY CF OPERATION OF J97 ENGINE S/N E447052 AT AEDC
'J'olai Time
Operating rime at Altitudes less than N ft I) lir, 15 min
Operating Time at N Altitude 1 hr, 4'.J, min
Operating Time at N -* 500-ft Altitude (Includes

4 hr at Hated Turbine Inlet Temperature) 8 hr, 20 min
Total Operating Time at AEDC 19 hr, 18 min
Vibration levels observed during testing of Engine S/N E447052 were

well below the maximum specified limits. Maximum observed values
were as follows:
Maximum Specified Maximum Observed
Limit, mil Level, mil _
Compressor Front Frame 4 0.9
Compressor Rear Frame 6 2. 1
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
ALlitude*, I'l, Mach No. ('oinprcssor

Baard on CeLl Hased on Ink'l Total Windmill, Numbei of
Pressui'c remiHTalure, 0F rpm Starts
în'cvii
SO, 000 0. G5 -5 to -H 3060 to 3560 8
3lJ, 000 0. 70 -5 3326 1
*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-rwîwi".-""'M-,-'
TABLE IV
(U) ENGINE FLAMEOUT OR STALL DATA FOR J97 ENGINE S/N E447052
Approximate
Altitude
at which
Flameout
Occurred, ft PCN/RT Remarks
N - 5000 93 Flameout occurred during plant transient

from N - 45, 000 ft to N altitude.
N 106 Flameout occurred during inlet pressure

fluctuations due to facility problems.
N + 5000 103 Altitude set conditions were steady state.

Fuel and compressor discharge pressures
started to fluctuate with a resultant increase
in T55. Blue flame was observed in exhaust
gases. Throttle was chopped.
K + 5000 106 High inlet distortion levels were imposed by

airflow from the labyrinth seal pressure
balance system. Throttle chop was preceded
by fuel and compressor discharge pressure
fluctuations and an increase in T55.
CONFIDENTIAL
57
CONFIDENTIAL
^mi^^miiiî^mmÊMimsmMfiiiîMMiiiiiiû^^k \ -.-SS
y>Mrw"MPiPMW'wwîi-i,i!MMiîyir^ "" ""^- --^-^' mwrnrm ".""nm;nwiipwiff^Tffnjff.T)julin',?j^FwrJ.HW^^w^,lÂi|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
(U) The ratio of specific heats was determined from

R
y where cv = Cp
J
AIR AND GAS FLOW
Air
(U) Airflow at station IN (venturi throat) was calculated for a

choked venturi from the equation.
r
I'no ((.KIN) A1N (CTIN)
V TTIH
M^ i
58
CONFIDENTIAL
fc-ai;;M^;.!^,v1^M**aSaia8toi.W(:..;:..: .,_ . ;.:-;1;;. : .''" mmm^^M^mmm

iViiiiWwii.?ipuw.'f'iMw;wî^^^
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).
u' small wntui'i,
Cl'INA l).l)7')IH . 2.2010 K) ' |,,M(H\IA)
whei'o
|{.MA sin,ill vciilmi llirn.il HcMinlds iiilinliiT
b'ov larye VL-ntui'i,
CI'INH 0.9777:! 2.6 167 - I0~J lM(i;\IH)

where
UN IB huge" vcntiiri tlirniit lii'vuolds iiuiniicr
\V2 IV A INA . WAI.XH
Turbine Cooling Air
(U) Compressor discharge bleed air (WC) for turbine cooling

purposes was determined from the equation,
WC = \VC3 + WC4 = 0.0700 W2 + 0.0494 \V2
where, for calculation purposes, WC3 was assumed to reenter the

primary gas stream at the turbine exit and WC4 at the turbine inlet.
The above fractions of the total airflow were supplied by the engine
manufacturer.
(U) Airflow at station 31 was determined from the equation,

31 = \V2 - ttC3 - WC4 = 0.880.. \V2
Gas Fl
(U) Gas flow at station 39 was determined from
39 - W31 + 'l''/3600
(U) Gas flow at stations 40 and 50 was obtained from
40 = W50 = 2 - WC3 + \Vlv3600
(U) Gas flow at stations 51 and 8 was calculated from the equation,
51 - W8 = W2 4 WI-73600
59
UNCLASSIFIED
mâ*KVt*.-.^vii!.i*it.uK,*itiMi,.^^ -. ' i , , ;':n:S>iS*S:

"'"."IJIWIMIJPIIW mum IWPBIIPIIWIPBWIIBWIWWBWBWWIWIICTWHWHW IIJM).tWIWIM^^B^WlWlÛ|ipig|lw,l^m|,|,,,i|,llw^,l,M)lw>1,llwwwff^
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
(U) The enthalpy of air was obtained by integrating the equation
" = /
lO"
(U) The enthalpy of turbine inlet, turbine discharge, and exhaust

gases was calculated as follows:
TF
\v QSW
112W2 ETABM x hi + 59.62 + f CD dt
3600 3600
1151
W51
where the burner efficiency (ETABM) is calculated from an empirical

equation furnished by the engine manufacturer as follows;
/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
M,M^^.:^.vio,ito^^^ Ai ^,,;j,, ,, i M^^MMiMa!^^

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).
(U) Total temperature for' station 2 was obtained by applying a re-

covery factor to the indicated temperature through the equation,
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
( U) The calculated total temperatui e at stations 39, 40, 50, and 51

was obtained from the iteration of the equation.
Cpdt -
/
Kurn
where H is the calculated enthalpy.
61
CONFIDENTIAL
'*"'' "''^*s*''-^-^~-=i-'.-A^ .,,.2 ,:,.:, ..*,:*.. ,...i.Ji-a.jf-aawmjm. -^.v. jfraian,...^..i''-^t-7r'^r"'"'^WWWi(OTiWlilHWl1lifi8BfiT4ti<ii

f , , .-'K-*
AEDC-TR-A8-244
CONFIDENTIAL
(LI) l'lu' total U'inpi'fciUiro at the roinpri'.s.sor (lisi-'liargc Cl'.'-i) was

not nu'asuft.'i.l but was oblainutl from the runipressor inlet total temper'a-
tui'e and pressure, tlu" i'umprcssur clist'harû tutai jjr'essure, and the
predicted cinpi'essoi' efficiency obtained 1'rom the test of engine
S/N E447051 (Ref. 5) as follows:
ML (;).;nr.'j inV: . LSITS iu'* I'J S.J^JI- 10 ' i^'1 - 20.332)

.7183
I equation of air tables)
'li.U
^0^
nvi 4:
T3I determined by iterating equation for PR2 substituting T'il in place

of T2 and PR3I in place of PH2
T31
l:il Cp dT
/
MIO
K)
1
T2
112 / cp dT
10 0
113 1131 - 112 112

KTAC
ETAC determined from Fig. III-3, T3 determined by iterating

T3
3= / ,dT
400
(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
w here T8/T51 was obtained from Fig. III-4,
(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.
(U) 2. Estimates were made of all skin temperatures where skin

thermocouple measurements were not available.
62
CONFIDENTIAL
1.. j(lv L-J..1L.:..:. ; f..i'l-j.,.!:,.;.!.:.: ^Wi-jUWrtî.-.^-lî^^.a-^J.-îklti^ ..-î

. . m n ii i
(U) Nrl raiiialion lu-al iranslVr Crom iliu enînu 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-
(U) l''of diinplit'icatiun purposos ami because the major portion of

the heal losses occurs in tile tailpipe and primary nozzle, it was
assumed thai all of the heat losses occurred between the turbine exit
(T51) and the primary no/./le exit (T8). Based on these assumptions,
the effect of the heat losses on the gas temperature at station 8 was
calculated by
IB l.d -
c,, W8 x :i60()
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)
Compressor Discharge Total Pressure
(U) The total pressure (P3) at the compressor discharge (station 3)

was determined from the measured compressor discharge static pres-
sure and the relationship of PS3 and P3, determined during the test of
JiJ7 engine S/N E447051 (Fig. III-5).
Primary Exhaust Nozzle Total Pressure
(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
wlu'ir I'ST is iiu'asuri'd slalir pi'rssLii c in Hie laiL|)i|H; and (i'S?/!'?) is

cU-li-fmiiUHl I'fDiii iUTalion of:
i - i
V. \ IV, IKi -ML (^) '>

V - 1
wlu'iv ) - I 1 ami C'l''7 is an L'inpirii'ally detcTiniiiL'd t'mu'tic'n of HN8

( Viii. 111-7).
EXHAUST NOZZLE DISCHARGE COEFFICIENT
UJ) A [jfimary exhaust no/./.le discharge coefficient was calculated

usiiiL; the following equation,
\i a
CIH
\nii
wnere
AI.S '- , for a clioked nozzle

I'SI)
and
I'SH - 1
^)
where
y - v.U
REYNOLDS NUMBER INDEX
(U) Reynolds number index was defined as

KM2 - ^ (T2 ) ig'j.n)
718.2 ()2
THRUST
Sâle Force Jet 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
whei'i-
IS l.niul cell lone, ll)(
A 101) Outside ari'ii nf prinmi'N din I ill IUIJ\ ilnlli seal
Isentropic Jet Thrust
(Ll) The isentropic jet thrust was calculated from the equation,
/ U(T[
KJ1SKN WHtKVy)
where KViJ, the velocity pai'amcter loi' a perfectly expanded convergent-

divergent nozzle, was calculated as follows:
y
l_!.
AY
KV'J 1 -
)'- l 1'i!
where
y = yl
Momentum Balance Jet Thrust
(U) The momentum balance jet thrust (FJMB) was calculated by

the following equation:
8 V8 f PS8 (A811) - P (A8I1) - AFJMMB
FJMMB = -^S- 0
where
y-l
}
V8 = MB (C\B) yj ygcR(T8) (~) '
where
M8 = 1.0
where CV8 is a velocity coefficient obtained from Fig. III-8.
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
(U) Tlu-usl rDet't'icienl was e-ak-ulalecl by llic fliowing uqualion:

K.is
C.l'C
KJISKN
(U) A vacuum Ihi'uat coefficienl was calculated as follows;

K.1S . I' (Anil)
Cl'JSV
I'T (Altl!)
CORRECTED PARAMETERS
(U) Perforniance parameters were corrected by the following

equations:
\V2Vi
\V2* =
where
9 = T2/518.7 11
5 = P2/14.696 psia
Corrected Rotor Speed
N* = N/Vi
Corrected Fuel Flow
WF* \VF
8\'d
Corrected Turbine Discharge Temperature
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
U'luTi'
DKl.L'M)) \'-2 \'-2\\).\
I'-ADJ 1*2 .il llic ilcsiicd test Kindilinn

(
K\ JAI),| exliuusl iio/zlc vclocily |)iiram(;tcr
cvuliiiilcd uilli as-lcslcd no/zlc inlet
idiKlitioiis iind an engine exnausl pressure
iM|ual lo the andiienl |(f(;ssiire at tlie

desired test cundition altitude
ADJUSTED RAM DRAG
(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.
ADJUSTED NET THRUST
(U) Adjusted net thrust (FNSADJ) was calculated as follows:

FNSADJ = FJSADJ - FDADJ
ADJUSTED SPECIFIC FUEL CONSUMPTION
(U) An adjusted specific fuel consumption (SFCADJ) was calculated

as follows:
si
-"1'' = m&j
where
\VF
WFADJ
DEL2ADJ yT2/T2ADJ
67
UNCLASSIFIED
,
AEDC-TR-68-244
UNCLASSIFIED
ALTITUDE AND MACH NUMBER
(U) Altitude and Much number were calculated using an iterative

process as described below:
1. By using measured cell pressure (PQ) for' the first approxima-

tion, the altitude and static temperature (T0) corresponding to
this ambient pressure were calculated.
2. For a temperature ratio of T2/T0, the flight Mach number was

calculated.
3. For the above-calculated Mach number, the corresponding

total-to-static pressure ratio (P2/P0^) was calculated.
4. From the 'V^/PQV), PO, and a ram pressure recovery (RAM),

it was possible to calculate P2/.
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.
(U) The equations used in this process are as follows:
For p i 14. 696 psia,

T0 = 518.67 0R
Altitude = 0 ft
For 3. 2826 1 PoX i 14. 696 psia.
-0.19026
14.696
T0 = 518.67 p
["(TQ - 518.67)"|
Altitude
I -0.0035662J
- -"ft
For 0. 79406 1 PoX i 3. 2826 psia,

T0 = 389.970R
lo
Altitude = 36,089 - 8= KTJth)
4.8064 x 10"
-"ft
For 0. 12589 1 PQX - 0. 79405 psia,

0.02927 1
0.79406\
389.97
P
oX /
389.97
Altitude + 65,617
5.4864 x 10 ^
68
UNCLASSIFIED
or l.(iO(i x U)-- \'aK 0. 1258!) psia,
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
PRIMARY GAS STREAM SWIRL ANGLE
Primary Nozile Only Installed (Engine S/N E447052)
(U) The measured swirl angle (8) was plotted as a function of

radius squared (as in Fig. 17), and the absolute average was obtained
with a planimeter.
Secondary Nozzle Installed (Engine S/N E447087)
(U) Assumptions used in calculations:

1. The angular momentum at station 8 was equal to the angular
momentum at station y.
2. Isentropic expansion of an ideal gas with the ratio of specific
heats (7) equal to 1. 33 between stations 8 and 9.
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.
(U) From Fig. 111-10 and assumptions 1 through 3:

\y was (Iclciiiiiiicd for V8 and assuiiiplion 2, and
was (.'omputed using \ 8, V9, 9, and assuiiiplion I
Swirl Correction to Thrust
VX8 = V8 (cos 8) (see Fig. 111-10)
Therefore, the percentage correction to primary exhaust velocity (VX8)

for swirl is (1 - cos 8) x 100, and the percentage effective correction
to total engine gross thrust is approximately:
0.7 (1 - cos ) x 100
because the MV term constitutes approximately 70 percent of engine

gross thrust.
70
UNCLASSIFIED
âttifliMMM^ ii^mmimmsmimmmmim&mimm^meiimmmmmM^m
CONFIDENTIAL Al. DC-TR-68-244
o
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o
u
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0)
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t u 1
oi *
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/
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CO
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11
/ ^^ bo 1
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+ rH
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71
CONFIDENTIAL
l.MUUiW.Wtf!^^ tMtfv<4UMaiii)|g|i^
CONFIDENTIAL
AEDC-TR-68.244
32
CONFIDENTIAL
28
CO
co
oo
s4
co CD
CM CD
rH in
24
rH
Compressor Inlet Pressure, P2. psia

O
co
1 o 1
0 c
IN o
^-s H
+ u
o
ft
20
S^
(N U
m
o H
co
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1
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16
- 5 ^> o
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M t>
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ili l> o
a m O
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t n1, - / CD
> 12 z
a CO
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in CM
3 li- l> /
y1 i-^-
tt CM
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> r) O i
u
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8
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1 + iZ
v
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1 Q) 0 Cd H
1 "^ ft /
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rH M II
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ft i~zdz IV <,
[SAeq B8S q. B UOf ^.OSJJ: oo AJ aAooai
2d ^L
Zl o^ Zd ^sll ^B UOTÔSJJOD AaaAooaH ZX Jo oilBH
72
CONFIDENTIAL
lu^^'itoiij-i^^dûiii^^^^ ^'j^^^didaiii&Jttias^Mk^^^^
o i
\ A \ \ 1
-\ 2A Z
\\ ^VÂ^
\Ai\ o
u.
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- ^\ O
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A-
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\
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z
a
s
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\\
Y CNJ
X
0
T3
C
1/1
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cm
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r *+.
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u
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at
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3Vi3 'o!)Ba hua\o\i JOSsajdmoQ
73
CONFIDENTIAL
..tvi^B.^'.^.^ ; ... 1 .-MiiLti/iM

wmVTT.Tfm"' m^nf^t^r^^r-r^rr^.^T^^n^'r^mn.r'^. y "fi
AEDC-TR-68-244
CONFIDENTIAL
DJ J
CO <
M
H 1
O
gw
Q
\ 1 M
^ 1
^ 1 0
N
^
o
o
X) t> 1
o 1
E I> iH 1
3
i Downstrejim of Blanket, (
P 1
tiperatures were measured.

< rH 1
o
-o
c
O 1 TT o
N C<l u
M i/)
!H 1 O 2
0 1 3
O
0 tp |
1 r.
0 1 *
3 Blanket, 0.25
M
3 11
> c
;or Case, ().4
rH c
ci 1 O o a
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5 average ^
u
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H o rt c
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a,D rH rH > | c
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TSX/8X 'ajn^Baaduiaj,
aSjBqosia auiqanj, o^. ajn^Baadmax
^TX3 a-[zzoN aBuiiad jo OT^BH
74
CONFIDENTIAL
^l,>!fl?,^naW7JwnHWfJjg^)faij^^ 'PTr^wrr^w wrrwwi tmiiiHifwwnrp
"T.TTiimpmjii i ra=ffJ?
1
1
w
Q
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01 "#
00 /->.
m N m
M 1
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re + w rt
! + (N
0 /-N O M o
r (N 1> j
fZ a:
1 ft!- M CD
1 c
Cd
^
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CO
r.
3
in
(M
r
1 '" ^ 4.
. C) L.
H T
*- a.
rH co m ~ - 1- in o 0
^> ^ H
~5
+-
"^ (N (N +-> t-
0
rH M M rt
+-> 0
CO u
CO w ^
> I> N rH
fNl P a
rH -^ 00 03 to
u
- 15.1
0
- 27.7
o
f 'a) Q
X
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u
in
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[Bôj, o^. OT5.B4.S aSaeqasTa Jossaadmoo
75
CONFIDENTIAL
mm '^^T^W^W'^WWTWSJHSWWWWfasMT^fBWwfflo^^ . 'w^j^wrivmminwvmi^Tm^rmft^nmfwmimwmmi twgpn
AEDC-TR-68-244
CONFIDENTIAL
U3
00
1

_ ^ Q
f" o
1-1 ^
hfi QJ
_ O __ ^ O
1~
r-l 3 CO
+->
X
a
00 <H M 00
_ r-< __ 3 c iz;
O (N

o rt (fl
S ~ >
o
o ou
(U ^-N s
+ H
c Di
V
0
CO fcyo H 3
o C H CO H Ul
1 _ to _ _M 0) O CO1
<y>

H +- QL
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~" uj
G Q
'-" -H - SH 8L
to CD Q.
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1
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1 "" "" ^ Q Tt< M xr (D u
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0) >.^ ft tH V
> -
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"~ fn ' CO G
3 oJ\ C >. *o
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a
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76
CONFIDENTIAL
IPPfliiSBBSipiBiBRPW^^ :-;MW'OTCTWîp^w,i|r.^^^
CONFIDENTIAL
AEDC-TR-68.244
0.98
0.97
^^
^
/^
u
0.96
c
M y/

H
m
m
/
o 0.95
u
0 Emp iriciilly D sterrnine d by Engin e Manvifact urer 1
fro m Meiisured P7 PS7 > and T55 on Eng;ine S/N n
424 005/22 (Ref . 4)
.2* 0.94
ft
1 / /
r-l
H
/
p
0.93
Y / 4-1
o
o
O
+
2
1
o
o
o
o
1
SS
O
O
O
in
- co
i
SS
0.92
1 x 105 2 34 681x10 2 3 4 6
Reynolds Number at Station 8, RN8
CONFIDENTIAL
Fig. 111-7 Tailpipe Flow Coefficient as a Function of RN8
77
CONFIDENTIAL
ummrnvrmmm
CONFIDENTIAL
AEDC-TR-68-244
<
w
Q
CM
^
CO 1 0)
1 J I h
3 o m
ft tf
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t- w f~ ft
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a
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CONFIDENTIAL
CONFIDENTIAL AEDC-l R-6B-244
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CONFIDENTIAL
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CONFIDENTIAL
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CONFIDENTIAL
CONFIDENTIAL AEDC-TR-6R-244
APPENDIX IV
TABULATED STEADY-STATE DATA
(U) Each sei of test data is idonlified as shown in the following:

Heading Definition
Date 5/24/68 Final computer run date
May 24, 1968
Group 1 Downgrading classification
ARO, Inc. AHO address
Arnold Air Force Station,
Tennessee 37389
CONFIDENTIAL Security classification
T-4 Test Cell RD0820-10 Test number identified as:
T-4 Test Cell.
RD0820 Projf. number
10 Test number
Offline Computed offline
Run date 05-24-68 Date test data obtained
Time, 1138 hr, 14 sec Time of day data were computed
Configuration 3. 2 Data reduction computer
program configuration number
Data point 7. 0 Data point numoer 7. 0
(U) Values are listed showing the sign, four significant digits, and
the sign and associated power of 10; e. g. ,
0. 9548 - 01 = 0. 9548 x 10_1 = 0. 09548
and
-0.9548 + 02 = 0.9548 x IG2 J5.48
CONFIDENTIAL
CONFIDENTIAL
AEDC-TR 68-244
INDEX TO
APPENDIX IV
CALCULATED DATA
I'i'sl NumbiT - IVrccnt

Altitude, Mach Corrected
Data Point
Numbei' ft Number' Htor Speed
10-7 N - 34, 160 0.6498 106. 7
10-8 N - 34, 9 30 0.5982 106. 0
10 - N - 34, 89 0 0.5947 105. 5
10-10 N - 35, 180 0.6015 106.2
11-4 N - 10, 040 0.7912 103. 0
11-5 N - 9220 0.8308 102.4
11-6 N - 9730 0.8070 102. 7
11-7 N - 10, 190 0.8199 104. 5
11-8 N - 9570 0.8259 104.6
11-9 N - 10, 090 0.8006 104. 9
11-10 N - 10, 190 0.7954 106.6
11-11 N - 10, 110 0.7987 106.6
11-12 N - 10, 300 0.7898 106.6
11-13 N - 10, 240 0.7935 106. 6
11-14 N - 10, 070 0.8024 106.5
11-19 N - 602 0.7943 106.5
11-20 N - 350 0.7944 106.5
11-21 N - 600 0.7843 106. 7
11-22 N - 100 0.8086 105. 0
11-23 N - 370 0.7958 105. 1
11-24 N - 490 0.7896 105.4
11-25 N - 390 0.7963 103.3
11-26 N - 500 0. 7929 103.4
11-27 N - 480 0. 7976 103. 3
82
CONFIDENTIAL
l'i'si NumhiT IVrrclil

Dal,i Point AUULKU-, IVlacli ( '()l Tcclcll
Niimbi-r I't NUIHIMT Kot or SJH'CI
1 1-28 N H 3!)i)0 (1 8689 105. 1)
11 -30 N -1 5()U0 (1 854 0 105. 1
11-31 N 4 5 760 0 85 65 105. 0
11-32 N H 5880 8632 106. (i
11-33 N 4 6080 0. 8613 106. fi
11-34 N -\ 6170 0. 86 22 106. 7
1 1 -35 N -t 5940 0 9 351 105. 7
11-36 N -i 6770 0. 9704 106. 0
11-37 N + 4510 0. 8743 103.9
11-38 N 4 4040 0. 8529 103. 2
11-39 N + 5080 0. 8535 102. 2
11-40 N + 4940 0. 8474 101. 8
13-7 N + 5790 0. 9014 106. 1
13-12 N + 6220 0. 9040 106. 2
13-22 N + 6530 0. 9088 106. 1
13-32 N 4 6750 0. 9245 106. 1
83
CONFIDENTIAL
AEDC-TR-68-244
CONFIDENTIAL
PERFORMANCE PRINTOUT NOMENCLATURE
TabuLaU-d
Data Ueport
Symbol Symbol FuraniL'U.'r
(ALT)D Altitude (calculated), ft

(1\IC))1) Free-stream Mach number
(calculated)
Dl'C) DTC) Off-standard temperature, 0F
I'LA Power level- angle, deg
N N Rotoi' speed, rpm
FCN PCN Percent rotor speed
FS FS Scale force axial, Ibf
VVFE WF Engine fuel flow, Ibm/hr
S.A. Stator angle, deg
HL hL Lower heating value of fuel,
Btu/lbm
WCW WCW Lube cooling water flow, Ibrn/hr
TT1D TT1D Inlet plenum total temperature, 0R
T2 T2 Compressor inlet total tempera-
ture, 0R
T3 T3 Compressor discharge total tem-
perature, 0R
T3.9CALC T39X Combustor discharge total tem-
perature (calculated), 0R
T4CALC T4X Turbine inlet total temperature
(calculated), 0R
T5.0CALC T5X Turbine discharge temperature
based on assumed nb, 0R
T5. 1CALC T51X Turbine discharge temperature
(calculated), 0R, at station 5. 1
T5.5AVG T55 Turbine discharge temperature
based on harness, 0R
84
CONFIDENTIAL
UNCLASSIFIED AEDC.TR-68-244
TabuLatud
Data l{i'|)orl
Symbol SyniboL l'ai'ainctci'
I'CX) POO AviTa^c vc.'iilui'i inlet pi'cs.sm'c,

psia
I'SIN A PS1NA Small vcnluri throat static pres-
sure, jjsia
I'SINB PSIN B Lai'ê venturi throat static' pres-
sure, psia
PSI PSI Static pressure in plane of
labyrinth seal, psia
P2 P2 Compressor' inlet total pressure,
psia
PS 2 PS 2 Compressor' inlet static pressure,
psia
P2DIST Percent difference between maxi-
mum and minimum P2
P3X P3X Calculated compressor discharge
total pressure, psia
PS 3 PS 3 Compressor discharge static
pressure, psia
PS3CALC PS3X Calculated compressor discharge
static pressure, psia
P4CALC P4X Turbine inlet total pressure
(calculated), psia
P5. 2 P52 Turbine discharge total pressure,
psia
P7 P7 Nozzle inlet total pressure, psia
PLS Exhaust nozzle lip static pres-
sure, psia
PO Po Test cell pressure, psia
PSINA/POO Small venturi throat pressure
ratio
PSINB/POO Large venturi throat pressure
ratio
P2/PO Compressor inlet/test cell pres-
sure ratio
85
UNCLASSIFIED
AEDC-TR-68-244
UNCLASSIFIED
Tubuiated
Data Kt'pofl
Symbol Symbol Parinoter
P3/P2 P3/P2 Compi'essor pressure ratio

PS3/P3 Compressor discharge static/total
pressure ratio
P3/P5. 2 Compressor' discharge/turbine
discharge pressure ratio
P4/P3GE Calculated turbine inlet to com-
pressor- discharge pressure ratio
P5. 2/P2 P5 2/P2 Turbine discharge to compressor
inlet pressure ratio
P5. 2/PO Turbine discharge to test cell
pressure ratio
P7/PO P7/P0 Nozzle pressure ratio
T3/T2 T3/T2 Compressor temperature ratio
T5. 1CALC/T2 T51X/T2 Engine temperature ratio
WAINA WAINA Small venturi airfl'ow, Ihj^/sec
WAINB WAINB Large venturi airflow, lbm/sec
WAIN WAIN Total venturi measured airflow,
lbm/sec
WA 2GE Station 2 measured airflow,
lbm/sec
WC3 WC3 Cooling air removed from Wa3
dumped into Wg 5. 0, lbm/sec
WC4 WC4 Cooling air removed from Wa3
dumped into Wg 4. 0, lbm/sec
WA3. 1 W31 Combustor inlet airflow, lbm/sec
PS8/P7 Nozzle throat static/nozzle inlet
total pressure ratio
WA5. 1 Turbine discharge airflow,
Ibj-n/sec
WG3.9 wsg Combustor discharge gas flow,
lbm/sec
WG4 W4 Turbine inlet gas flow, lbm/sec
86
UNCLASSIFIED
UNCLASSIFIED AL:DC-'I R-68-244
l'abulaU'd
Data l\i'|Hirl
Sv mbol Symbol Paranu'liT
\\ (.'. a . 1 W .ri I I'lifbiiu' 'liSL'har^c,' âs flow,

LI)in/.SLH-
WCi \V8 Primary iio/./.h,' gas flow, lbm/.sec
\\ A -\ I'urbiiu' inicl airl'low, lbin/.si'(;
;>. l'':-ii) 1''LIL air raliu cumbustor exit
I'M -i FA b'tiel air ratio turbine inlet
5. 1 F51 Fuel ail' ratio turbine exit
HIM': Nut used
QSW QSW IJeat absorbed by water' in oil
eooler, Btu/hr
EFFCOMP ET AC Compressor efficiency
EFFBURN Burner efficiency based on calcu-
lated T5. 1
EFFTURB ETAT Turbine efficiency
EFFROTOR Rotor efficiency
\VAIN/WA2GE Venturi measured/station 2 meas-
ured airflow ratio
DH4-5/T4 Enthalpy drop a' ross turbine/
T4CALC, Btu/sec-0R
VR3 Combustor reference velocity,
ft/sec
CIP Combustor inlet parameter,
Ibf/see-in.^
WRT/P4CALC Flow parameter, W \i T/P,
turbine inlet
\VRT/P5.2 Flow parameter, \V ^ T/P,
turbine discharge
TPL5. 2 Tailpipe pressure loss parameter,
(P5. 2 - P7)/P5. 2
Ml Ml Inlet duct Mach number
M3 M3 Mach number at compressor exit
87
UNCLASSIFIED
AEDC-TR-68-244
UNCLASSIFIED
Tabulated
Data Report
Symbol Symbol Parameter
M5. 2 M52 Mach number at turbine diffuser

exit
M3EFF Effective Mach number at com-
pressor discharge
KNI2 RNI2 Reynolds number index at com-
pressor inlet
KN4 RN4 Reynolds number at turbine inlet
RN8 RN8 Reynolds number at exhaust noz-
zle throat
RNI4GE Reynolds number index at turbine
inlet (GE-supplied equation)
DELTA2 6 Ratio of compressor inlet total
pressure to sea-level standard
atmospheric pressure
THETA2 Ratio of compressor inlet total
temperature to sea-level standard
atmospheric temperature
VO VO Free-stream velocity, ft/sec
VOK Free-stream velocity, knots
FJS FJS Scale force jet thrust, Ibf
FR FD Ram drag, Ibf
FNS FNS Measured axial net thrust, Ibf
SFC SFC Specific fuel consumption,
lbm/lbf-hr
FJCN FJCN Conical nozzle isentropic jet
thrust, Ibf
CFJCN CFJCN Conical nozzle thrust coefficient
A8EFF AE8 Effective primary nozzle area,
in. 2
A SHOT A8H Hot primary nozzle area, in.2
88
UNCLASSIFIED
UNCLASSIFIED AEDC-TR-68.244
Tabulated
Data Report
Symbol Syin bol Paranictei'
TOD Calculated test cell ambient tem-

perature, 0R
POD Calculated test cell ambient pres-
sure, psia
P7X 7X Calculated station 7 total pressure
based on PS7, psia
PJS D Measured jet thrust corrected for
error in cell pressure, Ibf
FNSD Measured net thrust corrected for
error in cell pressure, Ibf
SFCD Specific fuel consumption cor-
rected for error in cell pressure,
lbm/lbf-hr
NC2 N/RT Corrected rotor speed, rpm
WAINC W* Corrected engine airflow, Ibm/sec
FE5. 1C Corrected fuel air ratio at turbine
discharge
WFEC WF* Corrected engine fuel flow, Ibm/hr
FJSC Corrected axial jet thrust, Ibf
FNSC Corrected axial net thrust, Ibf
SFCC Corrected specific fuel consump-
tion, lbm/lbf-hr
PCNC PCN/RT Percent corrected rotor speed
P3C Corrected compressor discharge
pressure, psia
P5. 2C Corrected turbine discharge
pressure, psia
P7C Corrected nozzle inlet pressure,
psia
T3C Corrected compressor discharge
temperature, 0R
T5. 1C T51>i Corrected turbine discharge tem-
perature, 0R
89
UNCLASSIFIED
mP'-^'Tn^ T rf-"-" ^-..r^rrT-- , -_T-.,_-,-,r,^-
AEDC-TR-68.244
UNCLASSIFIED
Tabulated
Data Report
Symbol
v.
Symbol Parameter
N/RT4 Corrected turbine rotor speed,

rpm
WbRT/VVPRT Not used
EFFBURNGE ETABM Burner efficiency based on fuel
flow and GE-provided curve
T4CC.E Turbine inlet temperature calcu-
lated from GE burner efficiency
(corrected), 0R
T5. 1CGE Turbine discharge temperature
based on GE burner efficiency
(corrected), R
FNSCGE Corrected measured net thrust
(GE method), Ibf
WFECGE Corrected engine fuel flow (GE
method), lbm/hr
SFCCGE Corrected specific, fuel consump-
tion (GE method)
M8V8 M8V8 Momentum of exhaust nozzle, Ibf
PS8A8 PS8(A8H) Pressure area term of exhaust
nozzle. Ibf
FJMMB/FJS Calculated/measured jet thrust
ratio
T8/T5.5 T8/T55 Calculated/measured nozzle inlet
temperature, 0R
DPLS Pressure difference between first
and second groove of engine inlet
labyrinth seal, psid
PEA8H Po(A8H) Pressure area term of exhaust
nozzle, Ibf
POSTB Difference between average and
rear cell pressure measurement,
psid
FJMMB FJMMB Jet thrust by momentum balance
method, Ibf
90
UNCLASSIFIED
n-^^r.^f^^ '^H.'.i.'ii^^wwiflmiftiyîpw.iiTyis-:' iM-?'J"'-,r".Ti.v"-n.,.. y-" ^~^~^-J-r-^^r-. ^'Tnf'"Tn^^^'^.V^*^^'^'.'^T;^V''^ff"^f"^^"'"'T'^^'''>"'U^'^ .")WT;P;l'?<.'.,'r"T-urî
UNCLASSIFIED AE DC-TR-68-244
I'abulaUHl
Data Krporl
Symbol Syinl)(',l PuI'UUU'lC'l'
/NMMH KNIVIMH Ni'l llirusl by momcnlUMi balance

inclliod, Ibf
SKCMMB SpiH'il'ic I'LIL'! cnsumption by
mnmunlum balance melhod,
Ibm/lbf-hr
L'-JMMBD Jet thrust by momentum balance
method, corrected for error in
cell pressure, Ibf
FNMMBD Net thrust by momentum balance
method, corrected for error in
cell pressure, Ibf
SFCMMBD Specific fuel consumption based
on momentum balance method,
corrected for error in cell pres-
sure, lbm/lbf-hr
FJMMBC Corrected jet thrust based on
momentum balance method, Ibf
FNMMBC Corrected net thrust based on
momentum balance method, Ibf
SFCMMBC Corrected specific fuel consump-
tion based on momentum balance
method, lbm/lbf-hr
FNMMBCGE Net thrust based on momentum
balance, corrected by GE method,
Ibf
SFCMMBCGE Specific fuel consumption based
on momentum balance method,
corrected by GE method,
lbm/lbf-hr
WHF Not used
WA2GEC Station 2. 0 calculated airflow
(corrected), Ibm/sec
PSLS Labyrinth seal cavity pressure,
psia
91
UNCLASSIFIED
."W.wllTOJEWIWWiHWiîyw l!WilH)lJ"llll|^l,W"liLlllllS!T ,mwwA~r'.'*^v"*'".">>.","ifhrrif*ivfr
'imvnw&mmm'imimP'nmmiiVfmMmwHwmmw.^mtmmmKiiimiMiijm'm
AEDC-TR-68-244
UNCLASSIFIED
TabulaUnl
Data Report
Svtubi,)! Symbol Parameter
PS2W Station 2. wall static pressure,

psia
PS 7 PS 7 Station 7 static pressure, psia
CD Station 8 discharge coefficient
P2P Test cell inlet plenum chamber
static pressure, psia
D-DPOO(4) Maximum deviation of DPOO
above DPOO average, psid
D-DPOO(+) Maximum deviation of DPOO
below DPOO average, psid
D-DPOO-I( + ) Maximum deviation of DPOO-I
above DPOO-I average, psid
D-DPOO-I(-) Maximum deviation of DPOO-I
below DPOO-I average, psid
D-DPO( + ) Maximum deviation of DPO above
DPO average, psid
D-DPO(-) Maximum deviation of DPO below
DPO average, psid
DPOO AV Average change in venturi inlet
pressure over the time required
to record each data point, psid
DPOO IAV Average change in venturi inlet
pressure over the time required
to record each data point, psid
DPO AV Average change in test cell pres-
sure over the time required to
record each data point, psid
T8 T8 Exhaust nozzle inlet temperature,
adjusted for engine thermal
losses, 0R
CFJSV CFJSV Stream thrust parameter
P8 P8 Measured station 8 pressure,
psia
92
UNCLASSIFIED
noil a ri rs o x: Urf I Ui f-ra __

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CONFIDENTIAL
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AEDC-TR-68-244
CONFIDENTIAL
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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)
I OHICINATINC AC Tl VI T Y CC'orpuraro aul/ior; 2, REPORI SCCUKITY CLASSIFICATION
Arnold Engineering Development Center CONFIDENTIAL

ARO, Inc., Operating Contractor 21:. CHOUC
Arnold Air Force Station, Tennessee Group 1

3 REPORT TITLE
HIGH ALTITUDE PERFORMANCE TEST OF THE YJ97-GE-3 TURBOJET ENGINE

(S/N E447052) (PART II) (U)
4 DESCRIPTIVE NOTES (Type ol ntporl and Inclusivo dales)

May 16 to 29, 1968 - Final Report
s AU THORiSI (First namo, middlo Initial, last name)
W. R. Warwick, R. E. Harper, and T. P. Miller, ARO, Inc
6 REPOR T DA T E 7a. TOTAL NO. OF PAGES 7b. NO OF REFS
December 1968 182 12

8 CONia/CTORGRANTNO 9a. ORIGINATOR'S REPORT NUMBERIS)
AF40600-69-C-0001
"System 468A AEDC-TR-68-244
Qb. OTHER REPORT NO(S) (Any other numbers that may bo assigned
this report)
N/A
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
Air Force Aero-Propulsion

Available in DDC. Laboratory (APTP) ,
Wright-Patterson AF Base, Ohio 45433
13 ABSTRAC T
A turbine endurance test was conducted on a YJ97-GE-3 engine.

The test conditions and procedures are reported herein. In addition,
the effects on engine performance of shaft power extraction, tailpipe
thermal insulation, and exhaust gas swirl are presented along with
the exhaust nozzle isentropic gross thrust coefficient. (U)
This document is subject to special export controls and each

transmittal to foreign governments or foreign nationals may be made
only with prior approval of Air Force Aero-Propulsion Laboratory (APTP),
Wright-Patterson Air Force Base, Ohio 45433.
DD FORM
1 NO V 6 5 1473 UNCLASSIFIED
Scc-urilv Cjassificalion
UNCLASSIFIED
Security CUsalflcntlon
KKV wonoi
supersonic combustion ramjet engine

turbojet engines
altitude simulation
performance
durability
UNCLASSIFIED
Security Classification
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
Defense Technical Information Center

Attn: Mr. Michael Hamilton (DTIC-R)
8725 John J. Kingman Rd, Suite 0944
Ft Belvoir VA 22060-6218
Dear Mr. Hamilton,
This concerns the following Technical Reports:
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,
Previous classification/distribution code: Secret
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. I@us.af.mil 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

Air Force GE YJ 97 Test

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UNCLASSIFIED

THIS PAGE IS UNCLASSIFIED

SECURITY REMARKING REQUlEMENTr.

DOD 500.1-R DEC 78

The classified or limited status of this report applies

THIS DOCUMENT CONTAINS INFORMATION AFFECTING THE NATIONAL DEFENSE OF

HIGH ALTITUDE PERFORMANCE TEST OF THE

W. R. Warwick, R. E. Harper, and T. P. Miller

In addition to sccnrilv rcquimnenls wliicli .i|iplv lo

ROCKET TEST FACILITY

HIGH ALTITUDE PERFORMANCE T EST OF THE

W. R. Warwick, R. E. Harper, and T. P. Miller

In addition io security requirements whi ch a ppl y to

Thi s material contains informati on affectin g the

( U ) Th e te sults of this t est we r e obtaine d by AHO, Inc . (a s ub-

( U) This technical report has been reviewed and is approved.

Donald W. Ellison Roy R. Croy, Jr.

(C) A turbine e ndura nce t e st was conduc t e d o n a YJ97-GE-3 e ng ine

In additi on to security requirements which must be

(U) 14. Effect of Tailpipe Blanket on Engine Fuel Flow . . 44

(U) 15. Effects of Power Extraction on Thrust and Specific

(U) 16. Swirl Probe and Station 8 Total Pressure Rake

(U) 17. Comparison of Primary and Secondary Nozzle

(U) 18. Secondary Nozzle Exit Swirl Angle Band over a

III. METHODS OF CALCULATIONS 58

IV. TABULATED STEADY-STATE DATA 81

A Area, in.2 or ft2

-^The symbols in this nomenclature were made to agree

FNMB Calculated net thrust, momentum balance, Ibf

Rela liv e pte ssure , (P2/ 14. 6U6)

ADJ Adjusted to desired test conditions

* Corrected to sea -level static conditions

00 Airflow measuring venturi inlet

(C) Tlii' JUT-CII']-^ jjowrr plant is ,1 siii^U'-.s|)(K)l, IIOIKII'I crljuriiiii^,

(C) The turbine failure on engine S/N l';447007 made it necessary

2.1 TEST ARTICLE

(C) A two-stage, air-cooled turbine drives the compressor. Cool-

(C) An annular combustor is attached at the forward end of the

(U) The fuel control is an isochronous-type hydrumechanical unit

(U) A thermal insulating blanket (shredded asbestos sandwiched

(U) Aerodynamic pressure and temperature measurements were

(U) Pressure and scale force were measured with strain-gage-type

(LI) The instrumentation ranges, reeurding methods, and posttest

(U) All pressure measuring transducer's were laboratory calibrated

3.1 SIMULATED FLIGHT CONDITIONS

(U) Conditioned air was supplied to the compressor inlet at the

compressible flow functions were used to determine the compressor in-

(C) Engine steady-state performance was determined over a range

3.2 FUEL AND OIL

(U) Fuel conforming to MIL-T-5624G, Grade JP-4, and oil con-

3.3 DATA AND CALCULATIONS

(U) The methods used in calculating the steady-state parameters

(C) As a result of the turbine section failure (Refs. 7 and 8) experi-

. .-..\.i:^-. :-...: ; . iJAlAWtiii;^, -i.,,^.-.. ^-,iiii.:Lii.^,. J,.^ U^VJ ivrfJi'jitfi'fti^,^^ tJ.^^.i^li,,!-.

4.1 TURBINE ASSEMBLY ENDURANCE TEST (ENGINE S/N E447052)

4.2 OPERATIONAL EXPERIENCE (ENGINE S/N E447052)

(C) A summary of engine S/N E447052 operating time during the

(C) A summary oi'i'ii^ine I'lameout experience with engine

(C) Two conditions which appeared to be compressor stalls were

(LI) On engine S/N E447007 (w:''h a number1 3 oil sump insulation

4.3 COMPARISON OF J97-GE-3 ENGINES S/N E447007 AND E447052

(C) To increase confidence in the comparison of the pumping char-

4.4 SFC THRUST RELATIONSHIP AT N + 5000-FT ALTITUDE

(C) Engine S/N E447052 was operated at corrected rotor speeds