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FORCEACADEMYCO V ')V LHARD APR 84 FJSR TR-84-002

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SECURITY CLASSIPICATiON Of THIS PAGE.

REPORT DOCUMENTATION PAE

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4. PERPORMING ORGANIZATION REPORT NUMSER4S) S. MONITORING ORGANIZATION RE 0RT NUSR

FJSRL-TR-84-0002
INAME OF PERFORMING ORGANIZATION OFFICE SYMBOL 7& NAME OF woNIToRnom ORGANIZATION

S&. ADORES$ (City, Stl dod ZIP Code) 7b. ADDRESS (City. Stir ad ZIP Code)
USAF Academy
Colorado Springs, Colorado 80840

S& NAME OfFPUND- 'ONSORING OFFaPPICESYMBOL S. PROCUREMENT INSTRUMENT IDENTIFICATION NUMBERN

ORGANIZATION (if 41PM uS)

-iPROGRAM
St. A00115ESS (City. ftoo md4ZIP Code) 10. SOUCtes OF FUNDING "06.

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139L TYPE 0; REPORT 1366 TIME2 COVERED 1l4. DATS OF REPORT (Fe.. X@6.Dar VA06 100UNl
16w.

Is. RY FROM Jim To...llm.Lji 1984.-April I 139

17- COSATI coon I SUDJECT TERME leCM.e og mw ifWANW7 "d AtuW &W""e sw
MOL I GROUP I SUL O. Gas Turbine Engine Parametric Computer Program
0
2105 2101 2103I Simulation Design & off design Turbofan Engine
LComputer Performance Calculation
auuw It weewwy ad dNIl by -ls
I,-InuO.4.
%WT~T~~oc tth Turbofan Engine Technology Evaluation System developed to
fulfill one of the goals of a basic research project at the Frank J. Seiler Research
Laboratlry (Air Force Systems Command), a tenant organization located at the United
States Air force Academy in Colorado Springs, Colorado. The authors included two
full-time researchers. Raj Arthur I. Fanning, and Capt Victor J. Vilihard; two reserve
o fficers,* Capt Wiliam Dieterich and Nci C. Bruce Hermon; two college students who
worked at the lob between senastors, Mr. Dwayne Davis and Mr. A. Scott Hsawtevlls; aad
aAir fare Academy graduate awaiting Pilot Training, 2Lt John V. Wood. It took us
from Fell 1961 to Vintor 1903 to completely write and document this system.

I*!iaer guide is isteAde to be wsed as a supplement to the bulk of the system

"eumpatatiom ice ludled as extensive commnting of the FORTAN source *odieg of the
Peftnm and subreut ices that make up this system.

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UNCLASSIFIED
SCURITY CLA5SIFICAT14 OF TIS PAGE
s
Ikeh r G ie'n l esa description of the gnerl lyot of the yemo, the emerl
approach used in calculating gas properties throughout the engine simulation model, the
recemmoeded limitations and suggested constraints of the system, how the performance
calculated by TOI.03, the engine simulation program in this system, compares to ONOT0,
an accepted standard turbofan engine simulation program, and discussion of the general
conventions followed in developing the system.

The Turbofan Engine T chnology Evaluation System is intended to be a computer age

% kof-theenvelope: calculation tool for use in evaluating the relative payoffs of
competing gas turbine engine technologies. The system consists of four programs:

SETUP44 an interactive graphics program used to select and input

design cycle parameters for the engihe and the flight conditions at which
performance is to be calculated.

TRBJOFj-j the turbofan engine performance simulation program)

ENCON|-J an
4
interactive engine sizing and comparison program that also
allows selection of performance parameters for graphs and comparison of up
to five engines' performance powering an airplane through an eleven leg
fighter/ground attack mission. The bottom line output in this comparison
is the minimum fraction of take-off gross weight that must be fuel for the
airplane to complete the mission using each engine under consideration. -Z'4

GRAPI an interactive graphics program for the creation of

publication quality graphs of almost any calculated parameter versus any
other.

Since the interactive graphics sectionsatofuseful

the system make related
in tasks it so easy to use, engine
to turbofan and since
it is such a versatile system, it is
design and performance analysis as well as in training naw people unfamiliar with engin"
performance calculations or trends.

The interactive graphics sections of the above listed programs as originally written
require use of Tektronix PLOT 10 Interactive Graphics Library and a Tektronix 4112
graphics terminal.

ILOMK 18 CONTINUED:

Interactive Computer Graphics

Turbofan Engine Technology Comparison
Turbofan engine Performance Comparison

• 14,i
 TABLE 0F CONTENTS
* I Pose no.
Chapter 1. Introduction: What's It All About ........ I.
General Information on the Programs..... ... ......... 0.1-.. 4
Information on Output Products ............................ 5**

Chapter 2. SITUP: Interactive Graphics Design Input Program .. 6

Introduction............................................... 7
menus ................................................ ,

Chapter 3. The Ideal Gas Engine Performance Simulation Program . 45

Introduction ................................ ... &... ..... ....
The Ideal Gee Model........................................ 48
Engine Component Models .................... *..........* 54
Definitions of Engine Efficiencies .......... ... 6
The Design Process .............................. ..... 74
*Off-Design Operation.............................. 76
Subroutine Groups ......................... ... . .... 83

Chapter 4. ENCOM: The Engine Sizing and Comparison Program *9*85

Introduction .................................... ..... 86
Collecting Data for Plot*................. 9..... .... . s
Mission Analysis ............ . . ... . .. 0
....... . .. *.. .. .. . .. 89

References.............................. ...... .. . ...... .... *. 90

Appendix .................................................. 91

)o

11 GA& S

rD! TC &

,U.'I61m e
 LIST OF FIGURES
Page go.
CHAPTER 2
1.* Title Screen............................................8
2. Selecting Number ofiEngines ..............................
3. Announcement Page for Engine Number 1 ............... 9
4. Mixed or Separate Flow Design .......................... 10
5a. Compression Section Highlighting.o.....o.......... .........11
5b. Compression Section Highlighting........... ........... 11
6. Menu 1: Compression Section Parameters ................... 12
7. Select a Parameter to Change................... . ......13
a. Prompting for a New Value ............o............... 14
9. New Value in Place of Old One ............................ 15
10. Menu 2: Alternate Fuel Selection ........................ 16
11. Menu 3: Internal Plow Mach Numbers........ ............ 17
12. Menu 4: Control Parameter Selection ..................... 16S
13. Menu 5: Setting the Gas Temperature for Control ........ 19
14. Menu 6: Turbine Adiabatic Efficiencies ................. 20
15. question on Setting Turbine Cooling Parameters ..... 21
16a. Instructions for Selecting a High Pressure Turbine Vane
*Cooling Scheme Technology Level .......................... 22
16b. HP Turbine Vane Cooling Scheme Technology Level ...........23
16c. HP Turbine Vane Cooling Scheme Technology Level ........... 23
16d. UP Turbine Vane Cooling Scheme Technology Level ...........24
17. The Performance Curve for a Cooling Scheme with Technology
Level Parameter a 0.7306 ................................ 25
l~a. Menu 7: High Pressure Turbine Cooling Parameters ......... 26
l8b. High Pressure Turbine and Cooling Duct Highlighting ....... 27
19. Menu 8: Low Pressure Turbine Cooling Parameters .......... 26
20. Augmented Performance Option ............................ 29
21. Number of Augmented Points.............................. 30
22. Menu 9: Nozzle Cooling Parameters ....................... 31
23. Flight Condition Selection Announcement .................. 32
24. Maneuver Requirements or Mach-Altitude Pairs and number
of Throttled Power Settings at Each ...................... 33
25a. Changing Limits of Altitude vs Mach Number Space ..........34
25b. Changing Limits of Altitude vs Mach Number Space ...... 35
25.. Changing Limits of Altitude vs Mach Number Space ......... 35
26. The Design Point and Design Fan Inlet Total Temperature .. 36
27. Number of Throttled Power Settings ..........#............. 37
26. To Build Mission Input File for BNCOM .............. 38
29. More flight Conditions ..................... .......... 39
30. Picking an% Off-Design jgt Condition .............. 40
4'31. Number of Throttled ~ntor Points ....................41

1. Diatomic molecule'& Six Degrees of freedom .... ......... 51

2. Water Yap"r and Carbon Dioxide Molecular Structures ..... 52
3. aeem Between Tabulated Data and Curve fits ........ 53
4e. Scheaic of a Sized Flow Ingine . ........... 55
 Paige go.

4b. Schematic of a Separate Flow Engine ................. .... 55

5. Diffuser Model ...... . ............. .... ...... . s5
8
6. H-s Diagram for Compression Processes ...........oo......... 59
7. The Burner Section Model ...... e.......**...... ........ 61
a. Rth Pressure Turbine Bodel .................o...... 63
9. H-s Diagram for Expansion Processes ..o...........o........ 66
10. The Afterburner Model ...... o......o....o..............o...... 68
11. Part of the Low Pressure Turbine Drives the Part of the
F1n that Acts on the iypssAir ....... ............ o .... 70
12. Partial Components for Thermal Efficiency Calculation .. 71
UP. Ideal Work Extraction for Transfer Efficiency Calculation .72
14a. Parts of Mixed Flow Egines Controlled by the Major
Subroutines Called by BALENG o......................... .. 78
l4b. Parts of Separate Flow Engines Controlled by the Major
Subroutines Called by BAIUNG .......... o................... 78

CHALPTER 4
I. Schematic of Eleven Leg Fighter/Ground Attack Mission ... 89

iii
 now t s hsGie

progamsandsuboutnesthat make up this system.

2. This User's Guide is a SUPPLEMENT to the bulk of the system

youettou
vanlde
to eth ORY
ie A:;Zn:Lote rogZLrmcing.ofth
3.
t knw
I yo abut
wat he ENEAL AYOU ofthesysemyou can
findthacovenentl
inormtio iiherin hisguie o bylooking at
the mainlines of the four programs that make up the system.

4.i Iiiyouwat t kowabout the recommended LIMITATIONS of this system,

5Ifyou vant to know WHY A COMPONENT WAS MODELLED THlE WAY IT WAS, this
document should answer those questions, too.

6.This guide also includes some discussion of the GENERAL CONVENTIONS ye

followed in developing this system.

7.You'll have to look at the PROGRAM PRINTOUTS to find the DETAILED

APPROACH we used in modelling the engine components and performance.

*IV
14~~~
Chapter 1

INTRODUCTION: What's It All About?

 What is this system supposed to do?

This Turbofan Engine Technology Evaluation System is intended to be a

computer age "back-of-the-envelope" calculation tool for use in evaluating
the relative payoffs of competing Sa turbine engine technologies. 4
system capable of performing all the tasks required to fit that
description must be versatile and that's one thing this system is. To be
useful, we thought the system should also be easy to use and understand.
The page titled "How to Use this Guide" is intended to give you a head
start toward using and understanding everything you want to know about
this system.

Who wrote it?

This system was developed to fulfill one of the goals of a basic research
project at the Frank J. Seiler Research Laboratory (Air Force Systems
Command), a tenant organization located at the United States Air Force
Academy in Colorado Springs, Colorado. The authors included two full-time
researchers, Maj Arthur B. Fanning, and Capt Victor J. Villhard; two
reserve officers, Capt William Dieterich and Capt C. Bruce Hermon; two
college students who worked at the lab between semesters, Mr. Dwayne Davis
and Hr. A. Scott Nediavilla; and an Air Force Academy graduate awaiting
Pilot Training, 2Lt John W. Wood. It took us from Fall 1981 to Winter
1983 to completely write and document this system.

What programs make up the system?

SETUP: an interactive graphics program used to select and input

design cycle parameters for the engine and the flight
conditions at which performance is to be calculated.

TUOFE: the turbofan engine performance simulation program

ENCON: an interactive engine sizing and comparison program that also
allows selection of performance parameters for graphs

GRAPH: an interactive graphics program for the creation of

publication quality graphs of alost any calculated
parameter versus any other.

Are these Prozrams easy to understand and use?

All four programs in this system are modular. That is, they are made up
of calls to many, many short, easy to understand subroutines. Each
subroutine is completely internally documented and explained in the
programing code. Net are also mentioned in this User Guide.

5ow mimht I us this system?

I hope you'll find this system useful in your tasks related to turbofan
enSne deign and perfOrmnc, analysis as well as in training new people
Who might be unfamiliar with engine perfomance calculations or trends.

AhI
What's in this document that isn't in the programing code?

This User Guide describes:

o the general layout of the system; in other words, the picture that
covers just a little more than the level that describes the purposes and
workings of the main programs,

o limitations of the system models and suggested constraints,

o the general approach used in calculating gas properties throughout

the engine simulation model, TRBOFN,

o why the engine components were modeled the way they were in TRBOFN,

o what output products you can get from this system,

o how the performance calculated by TRBOFN, the engine simulation

program in this system, compares to SMOTE, an accepted standard turbofan
engine simulation program.

3
 GENERAL INFORMATION ON THE PROGRAMS:

SETUP is an interactive graphics program which allows the user to select

and change engine design prameters and off-design flight conditions for
TRBOFN to use in calculating engine performance. On each run of SETUP,
you can design up to five engines to be run by TRBOFN. SETUP creates a
data file that TRBOFN reads.

TRBOFN is a parametric engine simulation program capable of calculating

performance trends for both mixed and separate flow engine designs. Gas
properties are calculated by subroutines which reproduce the calculations
Keenan, Chao and Kaye outline in their book, Gas Tables. TUBOFN has a
control schedule built into it to simulate performance of the engine at
throttled power settings. Calculated performance consists of
temperatures, pressures, Mach numbers and gas properties at about 50
stations through the engine, engine thermodynamic efficiencies, thrust and
specific fuel consumption.

ENCOM performs sizing and comparison functions on up to five engines whose

performance was calculated by TRBOFN. It scales the physical size of each
engine so that each can propel the same airplane through a set of up to
five user-chosen maneuver conditions. For instance, you might want the
airplane to be able to (I) sustain a 6g turn at Mach 0.9 at 20,000 ft
altitude, (2) be able to produce a lg acceleration at sea level for
takeoff, (3) be able to dash at Mach 2.3 at 10,000 ft and (4) cruise at
Mach 0.85 at 40,000 ft. ENCOM includes a drag polar for a fighter type
airplane which can easily be modified to fit any airplane you want. It
determines the thrust requirements for each of the maneuvers you specified
from the drag parameters. It then scales the physical size of each of the
engines to produce enough thrust at each flight condition to meet each
maneuver requirement. Whichever maneuver required the largest size for
each of the five engines is the "critical maneuver requirement" for that
engine. The relative size information for each of the five engines is
then stored and output. ENCOM can be used to determine the optimum engine
cycle in terms of physical size for a given mission by specifying certain
maneuver conditions and looking at the relative sizes of engines with a
range of cycle parameters. But it even goes a step further by allowing
the user to compare the relative performance of the engines flying through
an eleven-leg mission. Using this section of the program, you can
optimize the engine based on TSFC or thrust margins available or any other
criterion you'd like to use. ENCOM also collects parameters from the
TRBOPN-generated engine performance data files for plotting so you can
examine trends and determine optimum cycle designs using graphic displays
'4 to present complex trends and relations in an easily understandable and
readily usable form.

GRAPH is the program that allows you to plot performance trends, etc. It
is an interactive graphing program which uses Tektronix' Interactive
Graphics Library (IGL). The graphing program also depends on features
unique to Tektronix 411X series terminals. GRAPH could easily be modified
to work on almost any other Tektronix terminal. It would probably be less
versatile but IGL does include subroutines to allow other terminals to
emulate many ot the 411X features. Obviously, if you don't have access to
IGL and you do have access to another graphics package you could write a
program using it to replace GRAPH. The only constraint is that it would
have to be written to read data files of the form ENCOM writes.

I4
j
INFORMATION ON OUTPUT PRODUCTS:

SETUP: You can see a sample data file produced by SETUP at the end of
Chapter 2. It contains all the information TRBOFN needs to design and
calculate perormance for up to five engines at the design flight condition
and up to 19 off-design flight conditions. SETUP also creates an output
file used by ENCOM for input of maneuver conditions for sizing and
comparison.

TRIOFN: The output file from TRBOFN includes design and off-design
information for the engine simulated with information about internal
pressures, temperatures, Mach numbers and fuel-to-air ratios at about 50
stations inside the engine for each operating condition. It also includes
thrust expressed in two ways,thrust specific fuel consumption and engine
efficiencies at all user-input operating coonditions. Thrust is expressed
both as a non-dimensional quantity proportional to the physical size of
the engine and a. thrust per total engine airflow. These expressions of
thrust are used in the sizing process performed in ENCOM. The
non-dimensional thrust expression is net thrust per sea level static
pressure per flow area at the first stage turbine vane choke point
(Fn/(Psl A4)). All station areas in the design process are
calculated as fractions or multiples of this area, A4 1 . Thus, the
non-dimensionalized thrust is directly proportional to engine size. In
other words, to get a thrust of 20,000 lbs from an engine with a
non-dimensional thrust of 20.0 would require the product (Psl A4 1 ) to
be 1,000 and since Pal = 14.69 psi, A4 1 would be (1,000/14.69) sq in
or 68.07 sq in or 0.4727 sq ft. All the other station flow areas are
calculated as fractions or multiples of A41 so it would then be trivial
to calculate any other engine station flow area.

ENCOK: Two kinds of output files are created by ENCOM: one kind contains
x-y pairs for plotting with GRAPH, the other is a Mission Performance
file. The file for plotting is in a simple form. The first line in the
file contains the number of curves to be drawn on the graph, NLINES. The
rest of the file is made up of NLINES groups of numbers, each in the same
form. Each group consists of the number of x-y pairs that are to be
connected to make the line, NPTS, followed by that many x-y pairs, one on
each line in the file. GRAPH will plot the numbers in any file in this
form. The mission performance output file contains performance
information on each of up to five engines for each of the eleven legs of
the mission. It includes such information as thrust required on each leg,
time to complete the leg, distance travelled, fuel used on each leg as
fraction of take-off gross weight of the aircraft and wing loading used on
each leg based on remaining fuel fraction and take-off wing loading. The
bottom line output in this file is the minimum fraction of take-off gross
weight that must be fuel for the airplane to complete the mission using
each engine under consideration.

GRAPH: Publication quality plots with user-selected labels and axis

scaling can be made with GRAPH. Many examples of outputs from GRAPH are
included in this document, especially in the Appendix.

5
 Chapter 2.
SETUP: Interactive Graphics Design Input Program
INTRODUCTION:

SETUP is the interactive graphics program used in this system to input and
change engine design and off-design information which is used by T3BOFN to
calculate the performance of the engine(s) you design at the flight
conditions you request.

SETUP is easy to run since almost all the instruction you need to run it
appears on the screen. This chapter of the User's Guide is intended to
show you each screen you would see running SETUP on the terminal for which
it was written, the Tektronix 4112. If you don't have access to a 4112
terminal, you may have to modify SETUP before it will work on your
terminals. SETUP is written using Tektronix' Interactive Graphics Library
(IGL). If you do not have access to IGL but you do have access to another
graptics library, you can write a SETUP program of your own using your
graphics library to do the things described in this chapter.

7
 When you run SETUP, the f irst thing you see is an animated engine building
the title screen. When the animated engine is finsihed flying across the
* screen it looks like Figure I below.

TURBINE ENGINE

TECHNO LOG Y-"PERF ORMANCE

E'JALUATION SYSTEM

F .J. KIM3 SCKOW Lomewv Is"S

Figure 1. Title Screen

After a pause of a few seconds. the screen goes blank and the next screen
'~ I appears.

noe first input parameter you get to choose is the number of engines you'd
like to design on this run through SETUP. later a number from I to 5 and
press return to get to the next screen.

ENTER IE 1113R OF EIIWIES FOR LIIICH Y01J

6WU LIKE 113 ENTER DESIGN PARAETERS.
ALL DESIGN IFORMATION 1ILL BE 6UIT7EN TO IE SM
DATA FILE 1M K REA BY DN CG
UMN N1

2. Selecting nmder of Vagnes

 Once you enter the number of engines you want to design, the program
announces that you are going to be selecting design parameters for engine
number I as follows:

ENGINE DESIGN PARAMETER SELECTION

FOR ENGINE NUMBER 1

ZN T4S SECTION' OF i1g

Mu P004
p0l1 BE ALLO.O

TO SELECT AND CHNGE ALL THIE PAAIKERS tECISSASY

FOR TE PRORI TRtOFIr TO DESiGn am CALCULATE

DUISON AnD THROT1.E: w

rlRVON riCm FOR Th' E..iNE

"1, Figure 3. Announcement Page for Engine Number 1

I9

* I1
 .T

T3iROF1 is capable of simulating performance of both mixed and separate

flow engine designs so the next thing you get to specify for the engine
you're designing is which type it is.

MIXED FLOW ENGI E

SEPARATE FLOW ENGINE

COO= ED an SVE4MA FLOM LHIHE El

W8

Figure 4. Mixed or Separate Flow Design

S ii "

10
The next screen to appear is the first design parameter menu. The next
two figures show how highlighting works. All the parameters on this first
menu refer to the compression section of the engine so the compression
section of the engine drawn in the top half of the screen blinks on and
off.

IAHGE I.ALUE (S)

¢OrlPRESSIG" SECTIONl P ARMITERS

-ITI PRESSURE RECOLJERY, DIFrUSER 6.9S BYPASS RATIO I.00m

lPRESSOR PRESSURE RATIO 8. M FAI" PRESSURE RATIO 3.0

MlORA02ASATIC EFFICI"CY n.90 FIt ADIABATIC EFFICIEMCY 3.9

HXT rlmS
K :OS

Figure 5a. Compression Section Highlighting

COMPRESSIOH SECTIO PAIMErTERS

rTML PRESSURE i €ECWRY* DIrrUSER S. 33 BYPASS RATIO 1.00

:0 IFESS PRESSURE RATIO 5.53 FAl PRESSURE RAIO 2.,8

R ADIBaSTiC EFIcIcENy .56 Am ADIABATIC CIrEr¢IICv 6.90

MI[XT lMU

Figure 5b. Compression Section HiShliShting

11
 To change parameters in the menu, move the crosshair cursor onto "CHANGE
VALU(S)" and press any alphanumeric key or IRTURN (Figure 5b). The
cursor jumps into the menu section of the screen and is placed on "IEXT
MENU" at the bottom of the box as shov in Figure 6.

EXT MENU
CHANE LUE (S)

O1TAl PRSJR KCOhE.IY, D[IrFUIN . owan sIO 1.RA

* wPSiSOM PuIKUn mATaO a. FMn P IUsl tTO.
" €Ol'lP~~~S[SAOIAMT~li"C I[IIClrErW"Y l.4)1 FAN ADIDASTI¢ EFFICIMCY n.99O

*I

Figure 6. Menu 1: Compression Section Parameters

12

"'I- I III ,- i ,,.

. I
 To change a parameter in this menu, move the crosshair cursor onto the
value you want to change and press any key.

NEXT MENU
CHANGE ALUE(S)

CPRESS3ON SECTIOM PAR E3TERS

TOTAL PRESSURE RECO%,ERY, DFrIFUSER 0.90 BYPSW RATIO 1.10

COrPRESOR DIA0BATIC EFFICICY 0.BC FAN ADIATIC EFFICI[NCY 40.1

NEX(T "Mrl

Figure 7. Select a Parameter to Change

13
Wihen you press the key, the value the cursor was on disappears from the
menu and a prompt for the parameter you chose appears at the bottom of the
screen. The prompt string you see at the bottom of the screen is the name
of the parameter uaed in the program SETUP and in the engine simulation
program, TRIOFN.

NEXT MENU
CHANGE LALUE CS)

CorPRESS ION SECTIONl PARAMETERS

TOTAL PRESSURE RECOIJERY, DIFFUSER 0.99 BYPASS RATIO 1 .06
C0IPraSSR PRESSURE RATIO 0.SI FAN PRESSURE RATIO
CO~MRSSOR ADIRATflC EFFICIENCY 0.96 FAt AIABATIC EFFICIENCY 6.96
MEXT MENU

Figure 8. Prompting for a New Value

14
At this point, enter the new value you want the parameter to have (in this
example, 2.7) and press RETURN. The new value will reappear in the place
where the old one was and the cursor will reappear on "NEXT MENU". If you
want to change any other parameters, move the cursor onto the value you
want to change and follow the same procedure. If all the values on the
menu are satisfactory, simply press any key while the cursor is on the
"NEXT MENU" selection in the menu and the next menu will appear.

NETr MENU
CHANGE LILUE(S)

COrPRESSION SECT OM PARArETERS

TOTAL PRESSURE RECOI)ERY, DIFFUSER 0.119 BYPASS RATIO 1.e8

COIPRESSOR PRESSURE RATIO a. le FAN PRESSURE RATIO 2.?

COMPRESSOR ADIABATIC EFFICIENCY e. e FAi ADIABATIC EFFICIENCY 8.9e

FP:2.?

Figure 9. New Value in Place of Old One

15

LZ:W01-
 The second menu includes all the parameters the program T11073 needs to
calculate the effects of using an alternate fuel to run the engine. The
parameters that appear by default (shown in Fig 10) are for JP-4. To
change any or all of them, follow the same procedure as described above
for changing the fan pressure ratio. The burner splitter plate is
highlighted (i.e.. blinks on and off) on this screen.

14A1GE UALUE(S)
ALTERNATE FUEL SELECTIONl
UEL LOPER HEATINMG LALUE 13566. STU LB MA~SS
ECIFIC HEAT OF THE FUEL e.586 BTU LBSDEGREE R
MPERATRE OF ENTERING FUEL S18.688 R
ICHIGIETRIC FUEL-TO-AIR RATIO e.68
LECU.AR .E IGHT OF FUEL 135.868 GRAMS4E)LE
TM OF WtOROGE" TO CAROCNI ATOMS, z 2.800
IOF CHz GROUPS I" MLECULE Is
NEXT MEHU

* Figure 10. Menu 2: Alternate Fuel Selection

16
 When you select either "NEXT MENU"
this screen appears. TRJOFN needs
several internal Mach numbers at design to calculate flow areas in the
engine for use in off-design performance and balancing calculations. The
third menu allows you to change four of the necessary design Mach
numbers. The station designator lines are highlighted on this screen.

H#ANGE UALUE(S)

SELECTED STATION1 DESIGNl MACH rlUM13ERS

28 ENITERING FANl 8.40

26 ENITERfING COMPRESSOR 8.40

33 ENITERINIG BURNIER 8.18

SO EXITINIG LOU SPOOL TURSIIIE 8.15 NEXT tMtlU

Figure 11. Menu 3: Internal Flow Mach Numbers

17
 rhe next menu allows you to select the control scheme to be used to
determine the intermediate power setting for the engine you're designing
when it runs at off-design flight conditions. You can choose to have
TRBOFN consider either of two temperatures as one of the possible control
parameters while searching for off-design intermediate power settings:
the turbine inlet gas temperature or the first stage vane metal
temperature. If you choose to have it check gas temperature, this is the
menu where you get to set its limiting value. You can set the maximum
allowable metal temperature on a different menu.

NEXT rENU
CHANGE UALUE(S)

ENGINE CONTROL SCHEME

ANSEAR THE QUiESTIOi 9EI-OW TO DETtERINE
HJETHER THE
ENGINE WILL USE THE TURBINE INLET GAS TErVERATURE
OR FIRST STAGE UArNE METAL TEMP AS ONE OF THE POSSIBLE
CONTROL PARAMETERS IN FINDING THE INTERMEDIATE POWER
SETTING AT OFF-DESIGN FLIGHT CONDITIONS
IF CONTROLLIMG TO GAS TErP, SET MAX T46 GAS: 22e0.8 R NEXT MENMU

DO YOU WANT THE ENGINE TO BE CONTROLLED TO GAS TEMPERATURE, T48 [YeN]:

Figure 12. Menu 4: Control Parameter Selection

FES
 When you answer the question "yes", the cursor appears in the menu block

on "NEXT MENU". At this point you can change the value of the gas
temperature to be used as a control parameter from 2220 R to whatever you
like. Place the cursor on "NEXT MENU" and hit any key to go on to the
next menu.

NEXT MENU
CHANGE VALUE(S)

ENGINE CONTROL SCHEME

ANSLER THE QUESTION BELOU TO DETERMINE IJHETHER THE
ENGINE UILL USE THE TURBINE INLET GAS TEMPERATURE
OR FIRST STAGE VANE METAL TEMP AS ONE OF THE POSSIBLE
CONTROL PARAMETERS I1 FINDING THE INTERPEDIATE POLER
SETTING AT OFF-DESIGN FLIGHT CONDITIONS
TE nnTO 1 TOZ
ICi GASC Sl M v Z40
Tn= GASR JV

Figure 13. Menu 5: Setting the Gas Temperature for Control

19

, 19
On the next menu you get to set the -adibatic efficiency of the two
turbines in the engine. Change the, in the same way as any other menu
parameter.

HANGE LALUE(S)

TURBIflE ADIABATIC EFFICIENCIES

HIGH PRESSURE TURBINE 0.98

LOU PRESSURE TUR9INE 8.90

MEXT MENiU

Figure 14. Menu 6: Turbine Adiabatic Efficiencies

20

no -PP'
-.7 - -
Next, you must answer another question. This time you must decide whether
you want to set any turbine cooling parameters. For the purposes of

showing as many of the program screens as possible, let's anewer the

question "yes" and see all the possible turbine cooling parameters you can
set.

AI

MEXT "EINU
CHANGE LXLUE(S)

00 YOU WISH TO SET ANY TURBINE COOLING PPRAMITERS? [Y'11J:

Figure 15. Question on Setting Turbine Cooling Parameters

21

21
 The instructions on how to select a high pressure turbine vane cooling
scheme technology level are self-explanatory. Read the text at the bottom
of each of the following screens. PNCTVH stands for percent core Nsfflow
for Cooling the Turbine Vanes of the Iigih pressure turbine.

CHARACTERISTIC PERroRMtAhCE Of VARIOUS COOLING TECHNOLOGIES

1.00) UM CWL 8€RM
&COT Teo$ .@.

0.66 nt P .

*.lem .
.0.

= .e36o~ *.ee3
8 0,6 .

% CORE AIWRLOU FOR NP TURBINE FIRST STAGE LONE COOLING

SPECIFYING THE TECHNOLOGY LEVEL OF THE HP TURBINE VANE COOLING SCHEME

THIS SELECTION IS MADE FROM A SERIES OF CHARACTERISTICALLY SHAPO CURVES

REPRESENTING TEN UALUES OF THE COOLING SCHEME TECHNOLOGY PARAETER. THE
CHARACTERISTIC SHAPE IS SIMILAR TO A HYPERBOLIC TANGENT CURVE. THE COOLING
SCHEIM TECHNOLOGY PARAMEITER IS THE COOLING EFFECTIVENESS OF TIIE SCHEHE USING
1Os OF 14E TOTAL CORE AIRFLOU FOR VANE COOLING. SELECT A COOLING SCHEME
TECHNOLOGY BY PICKING A POINT I6IERE PJTUH-15a AM, THE VALUE OF THE COOLING
EFFECTIVENESS IS THE VALUE YOU NT TO USE FOR THE TECHNOLOGY PARAMETER.

NEED AY MORE INSTRUCTIOMS1 tYPii)

Figure 16a. Instructions for Selecting a High Pressure Turbine Vane

Cooling Scheme Technology Level

22

*1
 CHARACTERISTIC PERFORMANCE OF VARIOUS COOLING TECHNOLOGIES

0o.70

. 60 g

* .06

.. 61. 6 .0
% CORE AIRVLOU FOR NP TURBINE FIRST STArE VANE COOLIN

*TRBOFN" USES THE TECHNOLOGY LEVEL INFORMATION TO CALCULATE THE COOLING

EFFECTIVENESS AND % CORE FLOW REQUIRED TO COOL THE FIRST STAGE UNE METAL
TO ITS SPECIFIED MAXIMUI ALLOWABLE TEMPERATURE WHILE EXPOSED TO THE
STOICHIOMETRIC FLAME TEMPERATURE IF THAT IS POSSIBLE UM THE SELECTED
COOLING TECHNOLOGY.
IN OTHER WORDS, THE COOLING SCHEME IS SET UP FOR THE 'HOT SPOT- ON THE
VAIE PETAL TO BE AT THE IXIMUIM ALLORALE METAL TEMPERATURE WHILE THE REST
OF THE VANE IS COOLER.

HIT RETURN TO GO ON

Figure 16b. HP Turbine Vane Cooling Scheme Technology Level

CHARACTERISTIC PERFORMANCE OF VARIOUS COOLING TECHNOLOGIES

1 .00 LON COOL $CHV% TECH PAM-a. 1.0

8 .90 .
0.7S 0.

~ 0..0

Iw .3e 6.6
a .266.
0.1:
.. 06 e. oe
6.06 6. s S.10, 6.%1s 0. 0
% CORE AIRFLOU FOR HP TURBINE FIRST STAGE VAlE COOLING

~~ON IF THE
THE COOLING TECHNOLOGY LEVEL IS NOT HIGH ENOUGH TO ALLOW THE HOT SPOT
VANE TO BE COOLED TO THE MAXIMUM ALLOWP49LE METAL T1EM'PERATUJRE SPECIFIED
FOR THE VANE, THE" THE PROGRAM PERFORMS CALCULATIONS TO COOL THE BULK PETAL
TO ITS MAXIMUM ALLOWABLE TEMPERATURE BASED ON EXPOSURE TO THE MIXED
STOICHIoIMTRIC EXIT/DILUTION GAS TEMPERATURE; T40 GAS PAX ALLOIABLE.

IN OTHER WOROS, THE COOLING SCHEME IS SET UP FOR THE 'BULK ETAL- OF THE
VANE TO REACH THE MAXIMUM ALLOWABLE TEMPERATURE WHILE THE HOT SPOT ON THE
VANE IS HOTTER.

HIT RETURN TO GO ON

Figure 16c. HP Turbine Vane Cooling Scheme Technology Level

23

w -
 CHARACTERISTIC PERFORMIANCE 07 VARIOUS COOLINIG TECHNOLOGIES
66S*~COOL Sesms Teem Powng. 1.8

0.8 6.

23
6.10

% CORE AlRFLou FOR MP TURBI FIS *vac

STAG .,cCOOLina

PICK A POINT1 UITH PtCT'AI.S.1S

Figure 16d. HP Turbine Vane Cooling Scheme Technology Level

24
You can move the cursor to any point with PI4CTVH - 0.1 and when you hit
any key you'll see another curve drawn through the point you chose and
labeled with the value of the cooling effectiveness technology parameter
off the right hand end. The program then asks whether that value of the
parameter is satisfactory. If it isn't you get the cursor back and you
can pick a different point. When you are satisfied with the value of
CVTECH you picked, answer "yen" and you'll see the next menu.

CHARACTERISTIC PERFORMlANCE OF VARIOUS COOLING TECHNOLOGIES

1.*00 Ume TECH POIRM. 1.6
COOL SCSEWW

6 . 63 0 . 0
,6.66

M6.460-.

6.36a
0 .26

e. a. e06i tm l e

% CORE AIRFLOU FOR HP TURB INE FIRST STAGE LANE COOLIMG

PICKC A POINT 1.1Th PNCTU4.. I

THAT VAU OF C'JTECH OK? CY-iI3:

Figure 17. The Performance Curve for a Cooling Scheme with

Technology Level Parameter -0.7306

25
 This menu includes all the parameters necessary for TRIOFN to simulate
cooling of the high pressure turbine's vanes and rotors. Note that the
vane cooling technology parameter is on this menu. That's the value you
selected on the last screen. The default values for the airflow and
effectiveness of the rotor cooling scheme are set for no cooling. Placing
zeros in these parameters results in the program crashing. The vane metal
temperature allowable is only important if you chose metal temperature as
the control parameter instead of gas temperature.

HQNGE UALUE(S)

HIGH PRESSURE TURBINE COOLING

VANE COOLING ROTOR COOLImG
%CORE AIR FOR COOLING 8.90l
JNE COOLING TECH PARAM 8.731
COOLING EFFECTDJEMESS e.6ee
MACH NUMBER OF MAIN FLOW AT MIXING PLANE
EN FIRST STAGE UAMES (4A) 8.888 EXITING ROTOR (40) e.58
JM METAL TEMP ALLOWABLE 2228.R NEXr MENU

Figure 18a. Menu 7: High Pressure Turbine Cooling Parameters

A
26
Figures 18s. and 18b. show the high pressure turbine and the two cooling
air ducts highlighted in the engine drawing.

H$ANGE UALUE (S)

HIGH PRESSURE TURBINE COOLING

VANE COOLING ROTOR COOLING
NE iCH
COLIG ARA 8.31 % CORE AIR FOR COOLING 8.681
COOLING EFFECTIUENESS 8.881
MACH NUMBER OF MAIN FLOW AT MIXING PLANE
NM FIRST STAGE VANfES (4A) 8.888 EXITING ROTOR (40) 8.588
JAE PETAL TEMP ALLOWABLE 222@.R NEXT MENU

Figure 18b. High Pressure Turbine and Cooling Duct Highlighting

27
 The next menu includes all the parameters necessary for low pressure
cooling. The only differences are that the vane cooling scheme is
specified by a set value of airflow and effectiveness and there is no
option to set metal temperature allowables for the low pressure turbine
vanes. Note the low pressure turbine and cooling ducts are highlighted in
the engine drawing that accompanies this menu.

HArNGE VALUE(S)

LOU PRESSURE TURBINE COOLING

VANE COOLING ROTOR COOLING
4 CORE AIR FOR COOLING 9.881 % CORE AIR FOR COOLING e.81
:OOLI"G EFFECTIVENESS e.0e1 COOLING EFFECTIUENESS 8.881
MACH NUMBER OF MAIN FLOW AT MIXING PLANE
EN FIRST STAGE lANES (4R) 8.886 EXITING ROTOR (4U) 8.588
NEXT MEMU

Figure 19. Menu 8: Low Pressure Turbine Cooling Parameters

.1

28
I For mixed flow engine designs,
performance calculated.
you have the option of having augmented
Separate flow designs can not be augmented with
TRBOFN. If you do want augmented performance calculated for a mixed flow
design then as soon as you answer this question "yes" you will see the
next question which appears with Figure 21.

NEXT MENU
CHAN9GE VALUE(S)

DO YOU UISH TO HAVE AUGMEtiTED PERFORPWICE CALCULATED? CY'I1 :

* Figure 20. Augmented Performance Option

29
The number of augmented performance point.
refers to throttling the
afterburner. Entering one point tells the program to simulate only full
afterburner; any larger number tells it to first turn on the afterburner
full and then throttle it back to a near off condition in that many steps.

NIEXT MlENU
CHANGE VALUE(S)

ENTER THE HISSER OF AUGM~ENTED POINTS FOR WH4ICH YOU ULD LIKE
PERVORPWICE CALCULATED AT THE DESIGN
FLIGHT CONDIITIONI: 16-91

Figure 21. Number of Augmented Points

30
 The next menu allows you to specify how much of the total engine airflow
is to be used for nozzle liner and flap cooling. TRBOFN considers these
cooling ducts to be open for all operating points for any augmented engine
with nozzle cooling. The default values are for no cooling. Once again,
entering zeros for these values results in division by zero in TRBOFN.
The cooling effectivenesses are for use in calculating the resultant
material temperatures of the nozzle liner and flap.

C.E Be

HANG'E-UALUE (S)

NOZZLE COOLING PARAMETERS

COOLING FLOU FRAC71ON AS % OF TOTAL ENGINE AIRFLOW

NOZZLE LINER (SE) 8.e801

NOZZLE FLAPS (8) 0.8881
COOLING EFFECTILMEMESS
NOZZLE LINER (SE) 8.S0
NOZZLE FLAPS (B) 8.Se8 NEXT MENU

Figure 22. Menu 9: Nozzle Cooling Parameters

31

vL.:
The next screen is just an announcement page to tell you that next you get
to select the flight conditions where you want performance calculated.

SELECTION OF DESIGN POINT

AND

POINTS FOR OFF-DESIGN PERFORMANCE

FOR ENGINE NUMBER 1

Figure 23. Flight Condition Selection Announcement

32
In specifying flight conditions for the engine performance program to use,
you can specify directly the number of throttled power settings to
calculate or you can tell the program to use the flight conditions as
maneuver requirements in which case the program will automatically set the
number of throttled power settings at which to calculate performance at
the maximum value of 19. The maneuver requirement option is useful if you
plan to compare several engines with the engine sizing and comparison
program, ENCOM. ENCOM compares engines by requiring them to propel an
airplane through a series of maneuvers which are specified as sustained
accelerations at specific Mach-altitude combinations. If you specify the
maneuver requirements you intend to use in ENCOM now, you can be sure your
engine performance data files will include the performance information
ENCOM will need to do its comparison. Alternatively, if you don't want to
use ENCOM, you can specify the number of throttled power settings directly
for each flight condition you choose. This will make TRBOFN run faster
since it will have fewer performance points to find and calculate.

TO SPECIFY OFF-DESIGN FLIGHT CONDITIOHS W4ERE YOU UILD LIKE PERFORMANCE CALCULATED

YOU HAVE THE OPTIONS OF ENTERING EITHER:

i. REQUIREMENTS:
MANLEUVER (MACH,ALT, SUSTAINED G CAPABILITY)

OR

2. MACH-ALTIlDE PAIRS UITH NUMER OF THROTTLED POWR SETTINGS AT EACH

ENTER I FOR lIELDL(R REQUIRErlEITS; 2 rOR 1ICH-ALT PAIRS:

Figure 24. Maneuver Requirements or Mach-Altitude Pairs and Number of

Throttled Power Settings at Each

33
In either case, the next screen you see after answering the question is a
plot of Altitude vs Mach number. You can change Che limits on the axes to
suit your needs very simply by answering the questions as in the sequence
depicted in Figures 25a through c. Hitting "RETURN" when the program asks
whether you'd like to change the limits on one of the axes is the same as

answering "no."

8 TO 188,686 FT
A~LTITUDEC
tWH 910. 9 TO 2.S

468M

46688

200008

Me-

8.0 8.86

FLIQT tCH "IUMBER

flJLD YOUhLIKE TO CHAMGE LIMITS OF AL".

Figure 25a. Changing Limits of Altitude vs Mach Number Space

34
 MWEL CLWSTRAITS:
A~LTITUDE 8 TO 100,600 FT
riu 'tO.
8 TO 2.S

L~a

20e08
-j

lease

8.6 8.5 1.E 1.5

FLIGHT MACH 'ttRER

I.XN) D YOU LIKE MDCHAnGE LIMITS OF MACH"Y

ER NKH NO. 'tIM THEM MAX:0,2

Figure 25b. Changing Limits of Altitide vs Mach Number Space

FIDL CONISTRAINITS:
ALTM~OE 8 TO 180,008 FT US C RSOR TO PICK DESIGiti PO~hT
MW~H NO. 0 TO 2.5

50880

4086

2088

4
IflJD YOU L IKE TO CHAnGE LIMT OFwr
MACH? U

Figure 25c. Changing Limits of Altitude vs Mach Number Space

35
When you're satisfied with the limits on the axes you get to use the
crosshair cursor to select the design flight condition for the engine.
Use the thumb wheels on the 4112 terminal to move the cursor to the
Mach-altitude you want and press any key. The Mach-altitude pair you
picked appears next to the marked point you chose. In addition, a line of
constant fan inlet total temperature (T2 0 ) is drawn through the point

you picked. This is an aid in selecting high and low T 2 0 points for
off-design operation and for doing a study at constant T2 0 . If the
values are not what you thought they would be, you can type in the values
you intended by answering the question in the dialog area.

MODEL COSTrAIMTS
ALTTUDE a TO i ,6m FT USE CUIRSS TO PICK DESIGh PoIYT
IiCH NO. a TO 2.5

seem

4eem8

teem 'C
..
T.- I.so
FIL 887P2.

e.e B.S i. . 2.6

FLIQT MRCH NUt"ER
,ULD YU LIKE TO CHA1iGE LIMITS OF MACH)
IS THAT LIWT YOU INTEMOED' [Y/]:

Figure 26. The Design Point and Design Fan Inlet Total Temperature

36

lo
 When you have selected the design point you intended, you get to enter
either the number of throttled power settings you want, or the sustained
acceleration you want the aircraft to hold at this flight condition,
depending on whether you chose to enter maneuver requirements or not.

4688

38606

I-

1868

8.8 B.5 1.e I.5 2.8

~~FLIGHT flACH M'UMER

KTEV TvC MUMBER OF THROTTLEO POWER SETIGS FOR WIICH YOU 1.K)ULO LIKE
PERFOFpVCE CALCULATED AT THIS FLIGHT COMOITION: [0-19):

Figure 27. Number of Throttled Power Settings

37
If you want to fly the engine through the mission in ENCOM, you need to
have TRBOu calculate perfor.mance for the engine at the flight conditions
used in the mission profile. SETUP will build the input file to make
TRBOFN run the engine at all the necessary flight conditions and it will
also make a mission input file to tell ENCOM the maneuver requirements you
want the engine to meet if you answer "yes" to the question in Figure 28.

Seeas

4 8080

- Ve a

w 00

lease

8.8 8.5 1.0 1.5 .

FL 104T MICH MR3ER

D0 YOU UAIT TO FLY THIS ENGINE THROUGH THE MISSION Ill EHCOI1? tY'2:

Figure 28. To Build Mission Input File for ENCOM

38
Either way, you get the option to select more flight conditions if you
wantto

'44

8. .510Ii .

FLGHeMCHemE

WWTOTHER
TO PICK FLIGHT
CODTOSFRTH tERH?[ll

Figure 29. More Flight Conditions

39
Selecting these off-design flight conditions is just like selecting the
design point in that you move the cursor to the desired point, hit a key
to encode it, and the program displays the coordinates of the point you
picked with a line of constant T2 0 through it and asks you if that was
what you intended.

PICK UP TO 19 MOR~EFLIGHT CONDITIONS (OUT OF BOUNDS TO STOP)

seem

46888e

2ses / t1CH. e. 9o
ALT- 19M3.

isees

e.9 8.5 1.8 1.5 2.0

FL.IGHT WCH flUPBER

LWOT TO PICK OTHER FLIGHT CONDITIONS FOR THIS ENGINlE? EY'113:Y

IS THAT "IT YOU INTENDED? EY'fl3:Y

Figure 30. Picking an Off-Design Flight Condition

40
 I7
When you are satisfied with the flight condition on the display, you get
to enter the number of throttled qugmentor points you want calculated if
your engine is a mixed flow, augmented design.

PICK UP TO 19 !rME FLIGHT' CONDITIONS (OUT OF BOUNDS0TO STOP)

28868 ) t IACH - 0.9 8

8.0 8.5 1.0 1.5 2.8

FL IGHT MCH IIUFER

ENTlER THE MV ER OF AUGMENTED POINTS FOR u.54cm YOU WOULD LIKE PERFORIWICE
CAL.CULATED AT THIS FLIGHT CONDOITIONI:
CS-91 IIOTE:[1 FOR MAX AS ONlLY]:

Figure 31. Number of Throttled Augmentor Points

41
 When you have chosen all the off-design points you want (up to 19), pick a
point outside the limits of the Mach-altitude axes and the program will
erase the graphics screen and ask you for the name you want the data file
it makes to have. This is the file that TR.BOFN reads to design and
calculate performance for the engine you just described.

The output file from SETUP is the input file for TRBOFN. Below is an
example:

T
o.99u000OU j.VGUCUO (J.90(,fufl b.UoUonVO 009000l(000

I35.C0uOV IW U o.soofloot b1b.botdO 6.77b233dC-02

0.4ounf~fv ~0.4LCOO~e 0.lOOOQfU nflbpovfjo
7..9O Ou~ C.9uOUOuv
0
u.5 t127fb iA.R4UO000 1.000OflOj-(,i t.OuCOOL-O3 0.5000000
1.uojnouftF-(3 i .nvotccr-u3 u.v(~,uvAo S .3OV()~-O3 1.00000O~Fl-I0

T 4.Qqqa~i-5 Oj.btU(!cC O.flUOU( Ok.+OO

1.Ku117k I ot,71., 9
0.097PO21 19q.41

U, I9b524;6 41kJQF

The variables that these numbers represent are:

MENG
MIXED
PQPDIF FPR FEA CPR CEA BR
MW FLHV CPF TOF FARSTO
XH20 XM26 XM33 XM50
T40KVA T40G CONIGAS
THEA TLEA
CVTECH XM4A PMCTRH ECTRH X144D
P14CTVL ECTVL XM4R PMCTRL ECTIL X144U
AUGMNT PMCNL, PMCNF ECNL ECNF
"PAIRS
XM(1) ALT(l) NPWR(l) NAUGPT(l)
Xx(2) ALT(2) NPWR(2) NAUGPT(2)

Xx(NPAIRS) ALT(NPAIRS) NPVR(NPAIRS) EAUGPT(NPAIRS)

42

-- NOW4
The parameters that appear in the data file are in the same order as you
entered them while running SETUP. The following list defines all the
variable names listed on the last page.

NENG Number of ENGines for which there is design and off-design

information in this file
MIXED Logical flag to denote mixed (T) or separate (F) flow design
PQPDIF Fraction of total pressure lost across diffuser due to friction
FPR Fan Pressure Ratio
FEA Fan Efficiency, Adiabatic
CPR Compressor Pressure Ratio
CEA Compressor Efficiency, Adiabatic
BR Bypass Ratio (Note: TRBOFN calculates BR for mixed flow
designs based on total pressure match between
the core and bypass streams at the mixing
plane so the value you enter for BR for a
mixed flow design is ignored by TRBOFN)

MWF Molecular Weight of the Fuel

FLHV Fuel Lower Heating Value (Btu/lb)
CPF Specific Heat of Fuel
TOF Entering Temperature of Fuel
FARSTO Stoichiometric Fuel-to-Air Ratio
T40MVA Maximum allowable metal temperature of high pressure turbine's
first stage vanes
T40G Maximum allowable gas temperature entering high pressure turbine's
first stage vanes
CONGAS Logical flag: (T) for gas temperature T40G as control limit
(F) for metal temperature T40MVA as control limit
THEA High pressure turbine's adiabatic efficiency
TLEA Low pressure turbine's adiabatic efficiency
CVTECH High pressure turbine vane cooling scheme technology level
parameter
XM4A ach number of main stream at mixing plane for high pressure
turbine vane cooling air input
PMCTRH Percent core Massflow used for Cooling the Rotors of the High
pressure turbine
ECTRH Effectiveness of the Cooling of the Turbine's Rotors, High
pressure
XM4D Mach number of main stream at mixing plane for high pressure
turbine rotor cooling air input
PMCTVL Percent core Masaflow for Cooling of the Turbine's Vanes, Low
pressure
ECTVL Effectiveness of the Cooling of the Turbine's Vanes, Low
pressure
XM4R Mach number of main stream at mixing plane for low pressure
turbine vane cooling air input
PMCTRL Percent core Massflow used for Cooling the Rotors of the Low
pressure turbine
ECTRL Effectiveness of the Cooling of the Turbine's Rotor's, Low
pressure

43
 XM4U Mach number of main stream at the mixing plane for low pressure
turbine rotor cooling air input
AUGMNT Logical flag: (T) for augmented engine, (F) for non-augmented
engine
PMCNL Percent total engine Masaflow used for Cooling the Nozzle Liner
PMCNF Percent total engine Masaflow used for Cooling the Nozzle Flaps
ECNL Effectiveness of the Cooling of the Nozzle Liner
ECNF Effectiveness of the Cooling of the Nozzle Liner
NPAIRS Number of Mach-altitude Pairs (flight conditions) at which the
user wants performance calculated
X Array of Mach numbers of flight conditions
ALT Array of altitudes of flight conditions
NPWR Array of number of throttled power settings to be calculated at
each flight condition
NAUGPr Array of number of throttled augmentor settings to be calculated
at each flight condition

44

---
 Chapter 3.
TRBOFN. The Ideal Gas Engine Performance Simulation Program

45
INTRODUCTION:

1. Background: TRBOFN was developed in a project at the Frank J. Seiler

Research Laboratory at the Air Force Academy. One of the goals of the project
was to develop a method of assessing the relative benefits of various
improvements in the technology level of the components of a turbofan engine
which was fulfilled by the system documented in this guide. The original
engine performance simulation model used in the project was based on perfect
gas assumptions including constant specific heats. This proved to be too
simple a model for use in this facet of the work. A much more realistic ideal
gas model in which the specific heat of the gas is a function of its
constituents and its temperature, consistent with the model used by Keeenan,
Chao, and Kaye in generating Gas Tables I is used in TRBOFN, the engine
simulation program described here.

2. Capabilities:
a. Design Parameter Selection: Performance of almost any reasonable
cycle turbofan engine can be simulated with TRBOFN. Cycle parameters, a
design point (Mach-altitude pair), and up to nineteen off-design flight
conditions can be set by the user along with several other parameters. Some
of the other user selectable items include:
(1) either mixed flow or separate flow engine design,
(2) whetner the engine is to be controlled to gas temperature
exiting the burner or to metal temperature in the first stage turbine vanes
(Limits for these control temperatures are set by the user.),
(3) use of an alternate fuel (The default fuel is JP4.),
(4) adiabatic efficiencies for the fan, compressor and each turbine,
(5) fractions of core airflow to be used as cooling flows in the
high and low pressure turbines' vanes and rotors,
(6) cooling effectiveness and mainstream Mach numbers for each of
the four stations where cooling air is mixed with the main flow,
(7) whether augmented performance is to be calculated,
(8) nozzle liner and flap cooling flow fractions and cooling
effectiveneees for mixed flow, augmented engines.

46
 b. Off-Design Performance Envelope: Up to nineteen off-design Mach
number-altitude combinations can be selected by the user as points for which
engine performance information is to be calculated. Performance at the
intermediate power setting and at each of up to nineteen throttled power
settings is calculated at the design flight condition and at each of the
off-design points selected.

3. Constraints and Limitations: Certain combinations of fan pressure

ratio, compressor pressure ratio and bypass ratio may result in the design of
an engine which is incapable of operating at certain flight conditions. No
warning of this is given by the program until it fails. Selection of
reasonable engine cycles and operating envelopes should preclude this but it
is possible to request the program to simulate performance of an engine that
will not operate at the points you requested. In addition to this mode of
failure, there are certain limitations to which this program is subject due to
the assumptions built into the models. In general, the constraints and limits
of the simulation program are as follows:

a. Gas Temperature: No account for dissociation has been made in

the ideal gas model. Thus, selection of gas temperatures or metal control
2.
temperatures that result in gas temperatures above about 5000 R in the
burner will result in an inaccurate representation of the gas properties at
stations where the temperature is at or near this level.

b. Flight Mach Number: For simulation of engine performance at Mach

numbers above about 2.5 this may not be a reasonable model to use because it
does not include an option to account for overboard bleed air and all engine
walls are assumed to be adiabatic.

c. Flight Altitude: The limits of the atmosphere model in TRBOFN

are the same as the limits of the U.S. Standard Atmosphere, 1962. Standard
lapse rates for temperature and pressure are used for calculation of static
properties at given altitudes and atmospheric discontinuities are consistent
with U.S. Standard Atmosphere tables. Performance at any altitude contained
in the U.S. Standard Atmosphere Tables can be simulated.

47
j
 THE IDEAL GAS MODEL

48
THE IDEAL GAS MODEL: As mentioned in 'the Introduction, calculation of the
thermodynamic properties of the constituents of air and the products of
combustion are performed in the manner outlined by Keenan, Chao, and Kaye in
reference 1. Several constants for the constituent gases were taken from
references 3, 4, and 5. The approach is based on the assumption that the
mechanics of the gas molecules' energy storage can be described statistically
based on the make-up of the gas and its temperature. The following sections
describe this approach very briefly. A detailed description of all the
calculations that result in the ideal gas model is contained in Keenan, Chao,
and Kaye's book and each calculation is also documented in the GAS model
subroutines.

I. The Make-up of the Gas in the Engine: Air is taken to be a mixture of

the following gases in the stated proportions:
N2 (Nitrogen) 78.03% by volume
02 (Oxygen) 20.99% by volume
Ar (Argon) 0.98% by volume
The proportions of the products of combustion CO2 (Carbon Dioxide) and
H 20 (Water Vapor) at any given station in the engine depend on the
fuel-to-air ratio at the station of interest which depends on the amounts of
dilution and cooling air mixed into the flow downstream of the stoichiometric
combustion section of the burner.

2. The Gibbs-Dalton Relation: The Gibbs-Dalton Relation simply states

that the properties of a mixture of several different gases can be calculated
as the sum of the mole fraction weighted contributions of the constituents.
This relation is used in the calculation of the thermodynamic properties of
various air/products-of-combustion mixtures. The molecular weights of the
constituents of air and the products of combustion follow:
Molecular Weight (gm/mole)
Ar (Argon) 39.9480
N2 (Nitrogen) 28.0134
02 (Oxygen) 31.9988
CO2 (Carbon Dioxide) 44.01
H20 (Water Vapor) 18.01534

42

49
 3. Calorically Imperfect Gas: A calorically imperfect gas obeys the
equation of state

P5 V - RT 5 where P5 - static pressure

V = volume
R - Universal Gas Constant
T s - static temperature

which makes it a thermally perfect gas. A calorically imperfect gas also has
specific heats (at constant pressure, c ; and at constant volume, c)
which are functions of temperature only with

c - c R.
p v

4. Gases Made up of Monatomic Molecules: Argon is the only constituent

gas made up of monatomic molecules whose properties are accounted for in the
gas modeling subroutine MONATOM. The functions relating cp and cv to
temperature for gases made up of monatomic molecules are derived from the
classical theory of equipartition of energy. This theory states that equal
amounts of energy are stored in each of the mechanical processes available to
the molecules to store energy, provided a large enough number of molecules is
considered. Each mechanical process is called a degree of freedom. Monatomic
gas molecules have three degrees of freedom, all translational. The
equipartition of energy theory leads
cv to c p and
v being independent of
temperature which implies that caloric imperfections for monatomic gases are
small. This agrees well with experimental determination of the specific heats
for gases made up of monatomic molecules.2

5. Gases Made up of Diatomic Molecules: The properties of gases made up

of diatomic molecules (e.g., 0 and N ) are based on a statistical
2 2
thermodynamic model which uses energy storage distributions based on
temperature. Diatomic molecules have six degrees of freedom. Consider the
dumbell shaped molecular structure in Figure 1.

50
 3(t)

Ct) translational (r) = rotational (v) = vibrational

Figure 1. Diatomic Molecule's Six Degrees of Freedom

Its six degrees of freedom include three translational modes (along the xy
and z axes), two rotational modes (about the x and z axes; the moment of
inertia of a molecule with this structure about its longitudinal axis is
negligible compared to its moment of inertia about either of the other two
normal axes) and one vibrational mode. An anharmonicity correction term is
included to correct for errors introduced by assuming the molecule acts as a

rigid rotator and harmonic oscillator. The distribution of energy stored by

each of these six degrees of freedom depends on the temperature at which
thermodynamic properties are to
be calculated. At low temperatures, the
contributions of rotation and vibration are negligibly small compared to the
contributions of translational modes. At moderate temperatures, the
contribution of vibration to energy storage is still small while rotational
modes are dominant and translational modes are fully active. The
characteristic temperatures at which new modes become active have been found
empirically and documented in reference 5. The model for oxygen also accounts
for electronic excitation above a characteristic temperature, also taken from
reference 5.

51
 6. Gases Made up of Triatomic Moelcules: The most complex gas molecules
accounted for in this simulation are triatomic H20 and CO2 . The
statistical quantum mechanical approach to calculating thermodynamic
properties of triatomic gases was viewed as too complicated and poorly
documented to pursue. We opted instead to use the equations to account for
the contributions of translational, rotational and vibrational energies and to
add to them an appropriate contribution due to electronic excitation so that
the properties calculated would match the tabulated data in the Gas Tables
book. In using these equations to get the best possible curve fits we used
the documented values for characteristic temperatures for rotation and
vibration for each molecule. Using this much of the model we could match the
portion of each curve below the higher of these two temperatures very well.
To model the rest of the curve, however, we had to simplify the accounting for
electronic excitation. The simplification involved treating all electronic
excitation modes as a group and iterating to find an artificial characteristic
temperature to give the most accurate curve fits for the tabulated
properties. Figure 2 shows representations of the structure of both water
vapor and carbon dioxide molecules.

0 c1' 0 0

Figure 2. Water Vapor and Carbon Dioxide Molecular Structures

Note that the carbon dioxide molecule is linear and therefore has three
translational and two rotational degrees of freedom. Water vapor, on the
other hand, has three translational and an additional third rotational degree
of freedom due to its non-linear structure. Figure 3 shows the close
agreement between the tabulated data from Keenan, Chao and Kays and the curve
fits we generated.

52
CoRtrituion it Temperlureto Satrap, fo waler raer asd Csres Diozido

2.°
Sz.sGsTbe
0 oo 200 30 100 CrePt
00 lo °.S
S .

f:j -o
4 ste0f.$.-0

Spcii Ishoy withi Tepestr rotor Taper sad~ Cast*% Dissid

forifi f.00 De

SO00 0 foO00 2000 soot 4000 $000

f.empeaure (2)
gie C e ...
1.0
$Spuq,ie Ilal fily gilu pekTttocv~r.fo' FIr,~ Iapor sd C.,&ea D(.uid. 1,.0 | + H#..*+ . +,. .
0 fo00 00 sot000 so$# 000 I0.
35.1000
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t .s ()

2i0000~l fil lol ol .

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1000 i C.1s .~
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- .2

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1.1.i $1.t.. 4.,nse .4 .,,4
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11101e e

Figure 3. Agreement Between Tabulated Data and Curve Pits

53
 ENGINE COMPONENT MODELS

45
 ENGINE COMPONENT MODELS: TRBOFN's program structure is modular. That is,
each engine component is modeled in a separate subroutine. The purpose of
this section is to present information regarding the development of the
component model subroutines.

1. Overview of the Engine Model: Figures 4a and b are schematic drawings

of the two types of engines whose performance can be simulated by TRBOFN.
Figure 4a depicts a mixed flow engine; Figure 4b, a separate flow engine.
Following the drawings is a list describing the station number designations.

Figure 4a. Schematic of a Mixed Flow Engine

. 4.

Figure 4b. Schematic of a Separate Flow Engine

55
 STATION NUMBER DESIGNATIONS:

20-Series Compression System

20 Lp Compressor Entrance
23 Lp Compressor Exit
24 Lp Compressor Exit after Bypass Diverted

26 Hp Compressor Entrance
29 Hp Compressor Exit

30-Series Heat Addition System

30 Entry after LPT Cooling Airs Diverted

31 Entry after HPT Cooling Airs Diverted

33 Primary Burner Entry after Dilution Air Diverted

and Primary Diffused
34 Primary Burner w/Fuel Mixed
36 Primary Burner Burned-stoich
3D Dilution Air Entry
38 Burner Exit - Mixed Primary and Dilution

40-Series Turbine System

40 Hp Vane Entrance
4A Mainstream at Vane Ccoling Air Entry
4B Cooling Flow at Vane Cooling Air Entrance
4C Mixed-Mainstream and Cooling
41 Choke Point

42 Hp Rotor Entrance
4D Mainstream-Blade Cooling Entrance
4E Cooling Air-Blade Cooling Entrance
4F Mixed-Mainstream and Cooling

46 Lp Vane Entrance
4R Mainstream-Vane Cooling Entrance
4S Cooling Air-Vane Cooling Entrance
4T Mixed-Mainstream and Cooling
47 Choke Point

48 LP Rotor Entrance
4U Mainstream-Blade Cooling Entrance
4V Cooling Air-Blade Cooling Entrance
4W Mixed-Mainstream and Cooling
4X After Fan ID Lp Work Extracted
4Y After Other Engine Related Lp Work Extracted
4Z After Fan OD Lp Work Extracted
49 Lp Turbine Exit-After Customer Lp Work Extracted

56
 50-Series Mixer System

50 Core Entrance
15 Bypass Entrance
59 Mixer Exit

60-Series Augmentor System

60 Entrance
63 Primary-Dilution Air Diverted
64 Primary-Mixed w/Fuel
66 Primary-Burned
6D Dilution Air Return
67 Mixed Mainstream also Liner Cooling Air Return
6E Cooling Air - Liner Cooling Air Return
68 Mixed
69 Exit

70, 80, 90-Series Nozzle System

70 Nozzle Entrance
80 Throat
8A Mainstream at Liner Cooling Air
8B Cooling Air - LinEr Cooling Air
BC Mixed Mainstream
90 Exit Plane

10-Series Bypass System

15 Bypass Return to Mixer if Mixed Flow Engine

18 Bypass Nozzle Throat if Separate Flow Engine
19 Bypass Nozzle Exit if Separate Flow Engine

57
Several smaller section schematics for engine components are included in

the following sections to illustrate the modeling assumptions for each

component.

1. The Diffuser: The total pressure recovery through the diffuser

accounts for two loss mechanisms:

a. Friction: The total pressure loss due to frictional effects

is accounted for as a user-selected fractional pressure drop assumed to be
constant with Mach number and altitude.

b. Shock Losses: The total pressure loss due to shocks is

accounted for in accordance with MIL 5008-C:

1 35
P 3 0 (P2) (1 - (.075)(M-1) ) where P3 = pressure after loss

P 2 " pressure before loss

M - flight Mach number

for flight Mach numbers greater than 1.0.

These calculations are performed in the subroutine RAHREC.

8 2 3

Figure 5. Diffuser Model

58
Calculation of other total thermodynamic properties after diffusion based
on free stream statics and flight Mach Number is performed in the
subroutine RAM.

2. The Fan and Compressor: The compression processes performed by

the fan and compressor components are assumed to be adiabatic. Thus, each
component has an adiabatic efficiency associated with it which, for a
compression process, is defined as the ratio of the enthalpy required for
an isentropic compression process (i.e., at constant entropy, "s") to that
required to perform the same compression adiabatically. These processes
can be described by paths on a plot of enthalpy versus entropy, an H-s
diagram. Paths 1 and 2 on Figure 4 are lines of constant pressure where
P2 is greater than PI Path 3 represents the isentropic (or
constant-s) compression process between P1 and P2 and path 4
represents the adiabatic compression between the same two pressures.
Thus, the definition of the adiabatic efficiency can be written as

Hisentropic H2s I

a
Hadiabatic H 2 -H I

- H
t

P
H6 AH H
3P

Figure 6. H-s Diagram for Compression Processes

59
Because of the fact that isentropic processes cause no increase in entropy
and that adiabatic processes do result in increased entropy, H2 - H I
will always be greater than or equal to Hs - 2s H1
I for adiabatic

compression processes because the constant pressure lines diverge on the

H-s diagram. The adiabatic efficiency of the processes, therefore, will
always be less than one. The component adiabatic efficiencies for the fan
and the compressor are user input parameters and are assumed to be
constant at all operating points.
Two subroutines are used to simulate the effects of the compression
devices: CMPRSS and CMPRSR. CMPRSS calculates the enthalpy required to
perform a specified compression with a given adiabatic efficiency.
CMPRSR, on the other hand, calculates the pressure rise based on the
enthalpy input to the compression device and its component adiabatic
efficiency.

3. The Burner Section: Airflow exiting the compressor has four

cooling flows ducted off to be used for high and low pressure vane and
rotor cooling in the turbines before it enters the burner section of the
engine at station 31. When it reaches station 33 it encounters a splitter
plate. Some of the flow then goes through the stoichiometric combustion
chamber from station 33 to 36 and the rest is ducted around for use as
dilution air. The dilution air and the products of stoichiometric
combustion are then mixed to form the burner exit flow.

60

7J
 3D

dilution air

stoichiometric
combustion

31 33 34 36 38 40
To t

Figure 7. The Burner Section Model

The Dilution Fraction: The fraction of total burner air used for
dilution (PMBDL in the program: Percent Massflow, Burner DiLution) is

determined in the following ways for the three modes of engine operation:

a. Design: In the DESIGN subroutine this fraction is determined

through an iterative process so that the temperature of the flow that

results from the mixing of dilution air with the stoichiometric combustor
exit is at its specified maximum allowable value. This maximum allowable

value can be specified in either of two ways.

(1) For a control scheme based on gas temperature, the

temperature exiting the burner at station 38 can be specified directly
since the flow from station 38 to station 40 where it first enters the

turbine vanes is assumed to be adiabatic.

61
 (2) For a control scheme based on turbine metal
temperature, the maximum allowable gas temperature exiting the burner is
calculated from the maximum allowable metal temperature, the temperature
and amount of cooling flow being used for the first stage vanes in the
high pressure turbine and the cooling effectiveness for the manner in
which they are being cooled.

b. Off-Design: For cases where operation at an off-design

flight condition is to be calculated, the burner dilution fraction which
causes one of the control parameters to meet its constraint (i.e., fan or
compressor physical or corrected speed reaching 100% of its design value
or first stage turbine vane metal or turbine inlet gas temperature
reaching its design limit) while all the others are less than their
limiting values is determined through an iterative routine, OFFDSG.

c. Throttled Power Settings: The fraction of burner air used

for dilution is incrementally increased from its value at intermediate
power to a calculated maximum to simulate performance at the requested
number of throttled power settings. Each incremental step is one
twentieth of the difference between PMBDL at intermediate power and the
calculated maximum. The maximum value of the burner dilution fraction
corresponds to an "idle" power setting. PMBDL for "idle" is calculated
with a formula in subroutine THROTL which was derived "empirically"
through many runs of the program TRBOFN for many different engine designs
to determine the maximum burner dilution fraction that allowed the engines
to run.

The Stoichiometric Combustor: The stoichiometric combustion chamber

in the engine model is the section between stations 33 and 36. Between
stations 33 and 34 heat is being transferred from the air to the fuel
until their temperatures are equal. From station 34 to 36, the
stoichrometric chemical reaction between the fuel and the oxygen in the
air takes place. The thermodynamic effects of this reaction are accounted
for in subroutine STOICH. The stoichiometric fuel-to-air ratio is
determined by the ratio of carbon and hydrogen atoms in the fuel molecules
to the number of oxygen atoms required to complete the chemical reaction
from fuel and oxygen in the air to water vapor and carbon dioxide. The
stoichoimetric burning of the fuel results in no oxygen molecules being

62
left in the products of combustion at station 36. In the burner model the
specific enthalpy of the products of stoichiometric combustion is
determined based on the fuel lower heating value and the stoichiometric
fuel-to-air ratio. This quantity is used as one of the inputs to the
calculation in which the effects of mixing dilution air ducted from the
compressor exit are determined.

Dilution Air Mixing: The mixing of the dilution air stream (station
3D) with the hot gas stream exiting the stoichiometric combustion chamber
at station 36 to form the stream at station 38 may be performed by one or
more members of a set of subroutines. When the desired exit gas
temperature (T3 8 ) is known, as in the design case, then the subroutine
DILUTE iterates to find the burner dilution air fraction that results in
the exit stream having the specified temperature. If, on the other hand,
the burner dilution air fraction is specified (as at throttled power
settings and during iterations to find the intermediate power setting at
some off-design flight condition) then the MIX... subroutines performs the
calculations to mix the two streams.

4. The Turbine Section: Both the high pressure turbine and the low
pressure turbine are modeled in exactly the same way. Figure 8 is the
schematic representation of the high pressure turbine model.

cooling
duct: . . -

38 40 4& G U 46

41
Figure 8. High Pressure Turbine Model

63

]I
Station 40 is the turbine section entrance. The turbine's vane cooling is
modeled as a constant area mixer in which the main stream at station 4A is
mixed with cooling air which was ducted around the burner section from
just behind the compressor to station 4B. The mixture of these two
streams forms the stream at station 4C. Station 41 is the choke point in
the first stage vanes which is modeled as a constriction. Station 42 is
the entrance to the work extraction section, the rotor, which ends at
station 4D. Station 4D is also the entry plane of the mainstream to the
rotor cooling model. The mixing of cooling air at station 4E with the
mainstream at 4D is modeled in exactly the same manner as the vane
cooling. The exit stream formed by this mixing is the exit stream from
the turbine since the flow undergoes no further changes to station 46.

Basis for Turbine Section Model: Engines with cooled turbine parts
generally make use of similar cooling schemes. Typical designs of cooled
turbine guide vanes make use of film cooling. The cooled vanes are
upstream of the section that performs the work extraction, the rotor.
Most rotor cooling schemes rely on internal convection to do most of the
cooling by ducting most of the cooling air through the hollow rotor blades
and blowing it out their trailing edges. For a single stage turbine,
then, the work extraction process is performed on gas flow that includes
the air that was used to cool the vanes but not the rotor cooling air.
The turbine section model accounts for these assumptions relative to
realistic cooled turbine designs in the following ways:

(1) The constant area mixing model balances enthalpy, momentum

and mass flow between the two input streams and the exit stream before the
work extraction calculation to simulate the effects of vane cooling on the
flow from which the rotor must extract work.

(2) The vane metal temperature is calculated based on the

temperature and amount of the cooling air, the temperature of the hot gas
to which the vane metal is exposed, and the cooling effectiveness of the
cooling scheme. The cooling effectiveness for each of the four cooling
processes in the turbines are user-selected and assumed to be constant for
all operating points.

64
Cooling effectiveness is a measure of how well a particular cooling scheme
works based on a ratio of temperature differences. It is defined as the
ratio of the difference between temperatures of the cooled metal and the
cooling gas to the difference between the temperatures of the hot gas and
the cooling gas, or:

Ec Thot gas
T Tmetal
Thot gas Tcool gas

As an example of the correlation between technology level and cooling

effectiveness, a current technology engine's high pressure turbine vane
cooling scheme could result in a cooling effectiveness of about 73% using
just over 8% of the core airflow for cooling.

(3) After the work extraction calculations are performed on the

stream that includes the gas flow entering the turbine section plus the
vane cooling flow, the turbine rotor cooling flow is mixed into the
stream. This mixing is modeled by assuming it takes place in a constant
area duct in which the mass flow, enthalpy and momentum of the exit stream
all balance with the sums from the two entering streams.

Turbines as Work Extraction Devices: Both turbines have user

selectable component adiabatic efficiencies associated with them. These
efficiencies are assumed constant regardless of the operating point just
as those associated with the fan and compressor. The definition of the
adiabatic efficiency for an expansion process is the ratio of the enthalpy
extracted in an adiabatic expansion process to that collected in an
isentropic expansion with the same pressure drop. On Figure 9, another
H-s diagram, lines I and 2 are lines of constant pressure where P1 is
higher than P2.

65
 H

Figure 9. H-s Diagram for Expansion Processes

Path 3 describes the isentropic (constant-s) expansion from P1 to P2

and path 4 describes the adiabatic expansion between the same two
pressures. The definition of the adiabatic efficiency of an expansion
process can then be expressed as:

H H -H
T Hadiabatic 1 2
a H1 H2s
e Hisentropic

Since the most efficient expansion process is the constant-s path shown as
path 3, and inefficient processes result in increased entropy, the turbine
adiabatic efficiency must always be less than or equal to one. Two
subroutines perform the calculations to simulate the effects of the
turbines: TURBIN and TURBND. TURBND is used to calculate the turbine

66
expansion ratio when the work output required (delta enthalpy, H) is known
and the adiabatic efficiency is specified. This is used in the design
case when the compressor and fan pressure ratios are specified. TURBIN
calculates the work output based on a given value for the turbine
expansion ratio and a specified component adiabatic efficiency. This is
used for all off-design operating conditions.

Turbine Vane and Rotor Cooling: All flow cooling processes in the
turbines are modeled in exactly the same way by the MIX... subroutines.
Members of that series of subroutines calculate total and static
thermodynamic properties of the mixture of two streams based on:

1. Known totals and static conditions and the constituent

make-up of the main stream.
2. Known total conditions in the cooling stream.
3. Known flow fraction used for cooling (assumed constant)
4. Requiring the static pressures of the two streams to be mixed
to be the same at the mixing plane.
5. Conservation of Massflow.
6. Conservation of Energy (to get the total conditions).
7. Force - Momentum Balance (to get the static conditions).
Force = 0 since walls are parallel due to the constant area assumption.

5. The AuSmentor: Only mixed flow engines can be augmented in this

program. The augmentor model is very similar to the burner model in that
the afterburner of the engine is treated as two ducts: one for
stoichiomertic burning and one for dilution. The major difference is that
the input stream to the afterburner is not pure air but rather a stream
that contains some products of combustion already. Figure 10 is a
schematic representation of the afterburner model. Note the similarity
between this and Figure 7, the burner section model.

67
 15 6D 6E OB

Cooling-
ducts

50 60 63 Mf 64 66 67 70 80
Tof 68 88C 90
Figure 10. The Afterburner Model

Stations 63 through 66 are analogous to stations 33 through 36 in the

burner model. The fuel is heated by the air between stations 63 and 64
and it is burned stoichiometrically with the oxygen in the entry stream
between stations 64 and 66. Subroutine AFBRNR calls subroutine STOICH to
perform these calculations. The MIX... subroutines are used to account
for the mixing of the stoichiometric combustor exit and the dilution
streams. Likewise, these MIX... routines are used to account for the
return of the nozzle liner and flap cooling streams at stations 6E and 8B.

6. The Nozzle: The nozzle is modeled as a reduced area section for the
flow to pass through. Its throat area is calculated in subroutine DESIGN
as that which chokes the flow at the design flight condition. At
off-design flight conditions it is not always choked but it does, however,
always adjust the flow for perfect expansion into the atmosphere at all
flight condition, including design. In other words, the throat area, A80,
is always held constant for throttled or off-design operation but the exit
area, A90, varies appropriately so the flow is always perfectly expanded.
This also holds true for the bypass nozzle for separate flow engines.
When the afterburner is turned on, both the nozzle throat area and the
exit area are changed to allow the additional massflow to pass and to be
perfectly expanded. The MIX... subroutines are used to model the return
of the nozzle liner and flap cooling flows in mixed flow, augmented
engines. When these nozzle cooling ducts exist they are assumed to always
remain open for passing flow whether or not the augmentor is turned on.

68

* -- -r NMI
I

DEFINITIONS OF ENGINE EFFICIENCIES

69
 DEFINITIONS OF ENGINE EFFICIENCIES: Some of the performance outputs from
TRBOFN are engine efficiencies and thrust specific fuel consumption.
Their definitions and methods of calculation follow.

1. TSFC Definition: Thrust Specific Fuel Consumption (TSFC) is

defined as the rate at which fuel is being burned divided by the amount of
thrust being produced as a result. That is:

TSFC = & /F

The units on TSFC are pounds of fuel per hour per pound of thrust.

2. Efficiency Definitions: Defining the engine efficiencies

described below will help show the dependence of TSFC on how efficiently
the engine uses the energy released by the burning of fuel.

Thermal Efficiency: Thermal efficiency is a measure of how

well the core of the engine makes use of the energy made available by
burning fuel. Only some of the air acted upon by the fan goes through the
core of the engine. The rest goes through the bypass duct (Figure 11).

Figure 11. Part of the Low Pressure Turbine Drives the

Part of the Fan that Acts on the Bypass Air

70

I--
The work required to drive only the portion of the fan that acts on the
air that goes through the core of the engine is a fraction of the total
work extracted by the low pressure turbine. We can think of this as
being done by a turbine that is only a fraction as large as the original
turbine which was required to extract a sufficient amount of work to
drive the entire fan. Consider the engine with these two "partial"
components in it (Figure 12).

Figure 12. Partial Components for Thermal Efficiency Calculation

Thermal efficiency is defined as the amount of energy available to do

useful work that remains in the core airstream after a sufficient amount
of work has been drawn from the stream by the portion of the low pressure
turbine needed to drive the part of the fan which acts only on the air
that goes through the core of the engine. The way to calculate the rate
at which energy is made available to do useful work is to calculate the
rate at which energy can be extracted from the stream with an ideal
turbine, i.e. a turbine with a component efficiency of unity while
leaving a sufficient amount of energy to produce zero net thrust on the
system after perfect expansion through a nozzle. This device is
represented in Figure 12 as the large cross-hatched turbine labeled ITl
(Ideal Turbine 1). The zero thrust requirement in the definition makes
thermal efficiency independent of the flight velocity. The rate at which
energy is released by the burning fuel is calculated as the product of
the mass flow of the fuel and the fuel lover heating value. The fuel
lower heating value is the amount of energy released per mass of fuel
burned. Its units are Btu per pound mass.

71
 Transfer Efficiency: Transfer efficiency is a measure of

how efficiently energy is transferred from the low pressure turbine to

the bypass stream. It is defined as the total energy in both the core
and bypass streams available to do useful work after the low pressure
turbine has drawn off enough energy to drive the entire fan divided by
the work drawn off by the ideal turbine described in the thermal

efficiency definition. Referring to Figure 13, the numerator is

calculated as the sum of the work extracted by two ideal turbines; one in
the core stream, IT2, and the other in the bypass stream, IT3. The

energy extracted by each of these turbines is determined such that the

exit streams each produce zero net thrust after perfect expansion through
a nozzle. The denominator is the work extracted by ITI in Figure 12.
That is: W2 + W3
1tr

122

Figure 13. Ideal Work Extraction for Transfer Efficiency Calculation

72

!~
 Propulsive Efficiency: Propulsive efficiency is a measure
of how well energy available is converted to thrust power. It is
calculated as the fraction of the total energy available to do useful
work in both exhaust streams that shows up as actual thrust work. The
total energy in the exhaust streams is the sum of the work extracted by
the two ideal turbines used in the transfer efficiency definition, IT2
and IT3 in Figure 13. Thrust power is simply the thrust (force) times
the flight velocity. That is:

Fu
n o
pr W

73

_ _ _ _ _ _ _ _ _ _ _ __........_ _
 THE DESIGN PROCESS

74
THE DESIGN PROCESS: You should find it easy to follow the design process

for both mixed and separate flow engines in detail by reading the

comments and FORTRAN code that make up subroutine DESIGN. The preceding

explanations of the basis and workings of the component models should

make each af them very easy to understand when reading the code and

comments that make them up.

75
 OFF-DESIGN OPERATION

76
 OFF-DESIGN OPERATION: Off-design operation of a turbofan engine includes

throttled power settings and intermediate power settings at other-than-

design flight conditions. Calculating off-design performance for a

turbofan engine is considerably more complicated than calculating design
performance because balanced off-design engine performance can't be
calculated analytically with the assumptions we used to generate this
model. We chose to use a "nested DO loop" approach in iterating to find
balanced off-design operating points. Several other approaches have been
used in other engine performance simulation programs, most of which

require less programming steps and run faster, but we have found them
terribly difficult to understand with the poor documentation available
with them. While the method of programming we chose requires more coding
and results in longer run times, it also makes it possible to write an
understandable program that you don't have to be the author of to
understand and use. We authors were willing to sacrifice running speed
to write an easy-to-use program that users could understand. We followed
a comprehensive set of documentation standards in writing every part of
the system of which TRBOFN is a part. Because of the extensive
documentation in the programming itself, we believe that all the

subroutines that make up this system should be easy to understand just by

reading the "Purpose statement" and the comment lines throughout the
coding.

1. Throttling: Balanced throttled power settings are found by the

subroutine THROTL. THROTL incrementally increases the burner dilution
fraction to simulate throttled power settings. It then calls TRBOFN's
workhorse subroutine, BALENG, which gets its name from what it does:
BALance the ENGine. Balancing the engine refers to finding the set of

engine cycle parameters that satisfy conservation of energy, momentum and

massflow throughout the engine. BALENG sets initial guesses on several
parameters it needs to get started and calls three other major
controlling subroutines which are described below. You can see which
parts of the engine each of these major control routines operates on by

looking at Figure 14.

77

I______
 Figure 14a. Parts of Mixed Flow Engines Controlled by the
Major Subroutines Called by BALENG

Figure 14b. Parts of Separate Flow Engines Controlled by the

Major Subroutines Called by BAI.ENG

78
 THROTI performs calculations using appropriate component models
to ensure balanced operation of the engine between the compressor exit,
station 31, and the choke point in the high pressure turbine's first
stage vanes, station 41.

TRROT2 iterates to find a balance between stations 41 and 47,

the choke points in the high and low pressure turbines' first stage
vanes. One resultant parameter from TRROT2 is the work extracted from
the f low by the high pressure turbine. BALENG uses this to iterate to
balance the core of the engine. That is, BALENG changes the driving
parameter in its core balance loop until the work extracted by the high
pressure turbine balances with the work required to drive the compressor
at the current compressor pressure ratio.

THROT3 is called each time the core balance loop is satisfied.

Its job is to calculate the work extracted by the low pressure turbine
and to do either of two other things, based on whether the engine design
is mixed flow or separate:

For mixed flow designs: THROT3 iterates to find the

appropriate low pressure turbine expansion ratio which results in the
required static pressure balance for mixing the core exit stream at
station 50 and the bypass stream at station 15.

For separate flow engines:

THROT3 iterates to find the low
pressure turbine expansion ratio which results in a choked core nozzle if
the back pressure exerted by the atmosphere is sufficiently low to allow
choking. If the pressure in the core duct relative to that in the
atmosphere is insufficient to choke the nozzle, then TIIROT3 iterates to
find the appropriate turbine expansion ratio that results in a perfectly
expanded nozzle with exit area equal to the design choke
area, A8 0.

79
In either case, THROT3 returns the work extracted by the low pressure
turbine to BALENG which uses this quantity to compare to the work
required to drive the fan and adjusts the fan pressure ratio to match the
work extracted by the turbine to get the fan pressure ratio for the next
iteration. BALENG continues to iterate in this manner, each time through
iterating to achieve a balanced core and adjusting fan pressure ratio
based on the information THROT3 returns until the engine is balanced all
the way through (i.e. the work out from the high pressure turbine matches
the work required to run the compressor, an analogous situation is true
for the fan spool, the first stage vanes of both turbines are choked and
have the appropriate massflows going through them and the nozzle is
choked and/or perfectly expanded).

2. Off-Design Flight Conditions: To find the intermediate power

setting at an off-design flight condition, TRBOFN calls subroutine OFFDSG
which calls BALENG to performs the functions described above under
Throttling. Initial guesses for the iterative process that leads to
finding the off-design flight condition's inte:-mediate power setting are
generated in subroutine INTGES (INiTial GuESs). OFFDSG (OFF DeSiGn) uses
subroutine BESTO5 (BEST Of 5) to get consecutive guesses on the burner
dilution fraction (PMBDL) in its iteration to find the intermediate power
setting. Once the intermediate power setting's PMBDL is known, finding
throttled power settings at off-design flight conditions is done in
exactly the same way as at the design flight condition.

a. The Intermediate Power Setting: The intermediate power

setting at an off-design flight condition is defined as the state of
balanced engine operation where one of the possible control parameters is
at its control limit while all the others are below theirs.

80
 b. The Possible Control Limits: There are five possible
control limits which must be checked for each balanced state of engine
operation (i.e., each balanced engine operating condition found by BALENG
for each guess on PMBDL generated by BEST05 from OFFDSG). The five
possible control limits are:

1) The physical rotational speed of the low pressure (fan)

spool (PPN1) is calculated as a fraction of the design speed by
subroutine OPPCN (OPerating Point Corrected N, where N is the spool speed
in RPM). Its limiting value is 100% of the design speed.

2) The physical rotational speed of the high pressure

(compressor) spool (PPN2) is calculated and treated exactly like the fan
physical spool speed.

3) The corrected rotational speed of the low pressure

spool (PCN1) is also calculated as a fraction of the design value by
subroutine OPPCN. It too is limited to 100% of the design value.

4) The corrected rotational speed of the high pressure

spool (PCN2) is calculated and treated exactly like the corrected speed
of the fan spool.

5) The fifth possible control parameter is selected by the

user during the design process as either:

a) T40G, the gas temperature entering the high

pressure turbine's first stage vanes (Turbine Inlet Temperature),

b) or T40MVA, the high pressure turbine's first stage

Vane Metal temperature Allowable.

The user also sets the design (limiting) value of this parameter during
the design process.

81
 c) BESTO5: Each time OFFDSG calls BESTO5, it projects a new

guess on PMBDL for each of the five control parameters by assuming the
variation of each control parameter is linear in PMBDL. These five
linear projections result in five different values of PMBDL, each of
which would put one of the control parameters at its limiting value if
the parameter's value really varied linearly with PMBDL. The
intermediate power setting is defined as the point of balanced engine
operation where only one of the control parameters is AT its limit while
all the others are BELOW theirs. BESTO5, therefore, returns only the
highest value of PMBDL of the five it calculates to be used as the next
guess to be used in BALENG. It chooses the highest value of PMBDL
because PMBDL is the percent of the total burner air used for dilution
and a higher value of PMBDL means less fuel is being burned. When more
fuel is burned, the engine runs hotter and faster. Setting PMBDL at one
of the lower values calculated by BESTO5 would result in at least one
control parameter having a value larger than its limiting value and
therefore would not correspond to the intermediate power setting.

82
 SUBROUTINE GROUPS

83
 ALPHABETICAL LIST OF SUBROUTINES BY GROUPS:

Gas Model Comp Model Control Utility Performance

AFBRNR x
ATMOS, x
BALENG x
BEST05 x
CMI... X
DESIGN x
DILUTE x
ETA X

GASPAC
LOADGI K
HFRACS x
THERMH X X
TIIERMI x x
THERMP K K
IDLXIT x
INPUT K
INTGES x
LOADAL x
MIX... x
NEWGES x
NOZCON K
OFFDSG X
OPPCN x
PDROP x x
RAM x
RAMREC x
SETEQ K
STAT... K
STOICH K
THROT... x
THRUST x
TRBOFN* K
TURI... x

*TRBOFN is the name of the mainline program

84
 Chapter 4.
ENCOM: The Engine Sizing and Comparison Program

85

___
I. Introduction: ENCOM is an interactive program using a question-answer

format to get input information from the user. It can read engine

performance data from up to five files generated by the program TRBOFN on

each run. That means it can be used to compare up to five engines at a

time or to generate a file to plot a trend with five points.

ENCOM has three basic functions:

1. SIZING: to determine the minimum size of each engine relative to

the others for each to be able to meet or exceed each of up to
five user input maneuver requirements,

2. COLLECTING DATA FOR PLOTS: to collect the requested data from

each of the five engine performance data files so the user can
make plots of any stored parameter versus any other, and

3. MISSION ANALYSIS: to calculate performance throughout and to

ultimately determine the minimum fuel-to-take off gross weight

fraction necessary for each engine to complete an eleven leg

fighter/ground attack mission in the same fighter aircraft.

The purpose of this chapter is to tell you about what ENCOM can do. To
find out exactly how ENCOM does all these things you'll have to read the

documentation included in the actual FORTRAN source coding of the

program. Like all the other programs in this system, ENCOM is made up of
a mainline control code which calls several subroutines to perform

specific functions. The mainline and every subroutine follow the same
documentation standards: each includes a statement of purpose followed by
an explanation of each variable passed into and out of the subroutine and

at least one comment line for every line of FORTRAN coding throughout the
program.

86
SIZING:

The sizing process in ENCOM requires several user inputs:

o up to five maneuver requirements (i.e., flight Mach number,

altitude, sustained acceleration requirement, take-off wing loading and
maneuver wing loading)

o which engine is to be used as the standard for comparison,

o the names of the data files created by TRBOFN to be read by ENCOM

to get the engine performance information needed to size the engines

relative to each other. NOTE: All engine performance data files to be

used by ENCOM must have sea level static performance information .

Once one engine is selected as the standard for comparison, the other

engines' sizes are scaled up or down relative to that engine's so that

their thrust output at each maneuver requirement is sufficient to propel

the aircraft through the specified maneuver. This results in a sizing

factor beign calculated for each engine relative to the standard for each
maneuver requirement. It also enables ENCOM to calculate the sea level
static thrust-to-weight ratio for the airplane with each engine scaled by

each sizing factor. The critical maneuver requirement is the one that
forces the airplane to have the highest sea level static thrust-to-weight

ratio. That maneuver requires the engine to be scaled up the most. If

the engine is scaled to meet the critical maneuver requirement, then it
will be more than big enough to complete the other maneuver requirements.
Once the critical maneuver requirement is determined for each engine, the
corresponding sizing factor is used to calculate that engine's physical
size, total airflow size and core airflow size relative to the standard's.

87
COLLECtING DAIA FOR PLOTS:

Subroutine PLOTCON is called by ENCOM to control the collection of data

for plots. PLOTCON uses other subroutines to perform parts of the
collection functions. For irstance, WPAT2PLOT is the subroutine that
displays the choices for parameters in the engine performance data files
that PLOTCON can get and output in the proper form for use by GRAPH.
WHAT2PLOT also prompts the user to input his choicee for the parameter he
wants on each exis of the graph. The parameters are displayed as a table
of rows and columns and the user specifies which parameter he wants by
entering its row and column location on the table. PLOTCON then uses
other subroutines to get the user to tell it whether he wants throttling
trends plotted for each engine or just intermediate power points,
augmented performance, or dry power only, one flight condition or a
series, etc. Once PLOTCON knov enough about what the user wants it to
get from the eagine perfo.7,rance data files, it calls COLLECT...
subroutines to do the data collection. The COLLECT... subroutines return
the data requested by the user to PLOTCON in arrays which are then written
to a user-named output file by subroutine WRITOUT.

88

, -- ' ' '

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 MISSION ANALYSIS:

ENCOM's last function is calculating and comparing the performance of up

to five engines while propelling an airplane through an eleven leg
fighter/ground attack mission. A schematic of the mission is shown in
Figure 15 with a description of each leg of the mission. A sample mission
output file also follows.

ALT (FT)
30,000 . .4 10

20,000

3 9

, 8

Figure 1. Schematic of Eleven Leg Fighter/Ground Attack Mission

LEG Altitude (ft) Flight Mach Distance (n mi) Time (min)

1 Warm Up SL static - 15
2 Takeoff SL calc o cac calc

3 Climb & Accel SL to 30K 0 to .88 calc calc

4 Outbound Cruise 30K .88 275 32
5 Loiter 25K .54 sust 1.5 g turns 10
6 Dash & Penetrat 10K 1.10 150 13
7 Combat 2K .93 2 360 deg turns Calc for 3g
8 Return Dash 2K 1.12 100 8
9 Climb & Decel 2K to 30K 1.12 to .88 calc calc
10 Inbound Cruise 30K .88 325 37
11 Landing Reserve 1K .19 - 20

A9
 4EFURENCES
1. Keenan, Chao, and Kaye, Gas Tables, Wiley, Now York,
1980.
2. John, J.E., Gas Dynamics, Allyn
and Bacon, Boston, 1977.

3. Andrews, F.C.. Equilibrium Statistical ,Mechanics, Wiley, Now York,

1975.

4. Mayer and Mayer, Statistical Mechanics, Wiley, Nev York, 1977.

5. Rosen, B. (ed), Selected Constants. Spectroscopic Data Relative to

Diatomic Molecules, (in Spanish), 1970.

SI

.1i

A'o
'
. .. . ... I I| 1 II .. ... .
 APPINDIX

* zt

i
1~

*
Design Point Performance Compi ison

In order to verify the accuracy of the performance calculated by TRBOFI,

we decided to compare its outputs to an accepted standard turbofan engine
performance simulation program currently in use at the Aero-Propulsion Lab
at Wright-Patterson Air Force Base, Ohio: SMOTE.

This section of the Appendix shows how the performance calculated by

TRBOFN compares to that calculated by SMOTE at the design point for over
200 engine designs. We chose to show the comparison between net thrust
and thrust specific fuel consumption (TSFC) at the design point for each
of these mixed flow turbofan engines.

Each graph in this section shows either thrust or TSFC information for
each of six turbofan engine designs, all with the same fan pressure ratio
(FPR) and turbine inlet temperature (T40), and with compressor pressure
ratio (CPR) between 4.5 and 9.0. The designs compared include T40s of
2400 R, 2600 R, and 2800 R. Four different design flight conditions are
included in this section: sea level static, Mach 0.7 at 15,000 ft
altitude, Mach 0.9 at 15,000 ft, and Mach 0.9 at the tropopause, 36,089
ft. All the graphs show better than 4Z agreement for every engine.

92
 DEI$GN POINT PINFORJNICI COMPIRISON DisGl POINT PnarOSSwICZ COMPARISON
6000 "t' Aiarrt M 4/6#0 0.70 iJ a189e. - M/m
1.1 140. *61fs .5PA. 9. Sr n e
Jut ri HI
1181 .s r Ai

stirs 7 nn sN s

-b 0 'J 0.60

7.5 1..0.17.00.0
0.o

ssoo.~ '1~" . ~0.75 ~ ~,

DESIGNl POINlT PEIRT0RM1NlCE COMP 111$O1 DESIgNl POINT PZRF0ONINtCE CON? IRISONi
7tO0.. PuiIIZC
4/*g - te il/s.. 0.75 ig 1*I1*0 W I...fiH
.P00 . ,Ir . ... ,lC- Iit

,, ......... ,..

6190 .. ' |$ I "n

6700 e- 06
660 4.u
sft "PASS airl I
4.0 4.5 5.0 5.5 6.0 6.5 7.0
SIMI CPA
7.5 1.0 8.5 9.0 9.5
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, Sill
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Cel5pISSI PAR51BliM
I/ gHlNPAIS PAUS3 Iael

.......... troop .......... ra jl

DESIGN POINT PRroRINC COPARSON DZSICN POINT PziTORANC COlISON

6000
6700 I I I P
p AR
AIsene
p Si.. - toe T 0.15
0.05 I I 1
S PAR
I M110 I W 0I...

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I. 6. UN& 8

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z 600 0.70

U IMP~tSil ls.111
fp fit.03 ties31 ai

7500 W

Sil
153 41P*s Sitll Fl 9U IS86 ~lll t~ lll I

93

.. ..... li I ta
4999 ESIGN POINT PERFORMANCE
fl. ann s t.eo,..
COMPIS$ON
u. . = 6.69 T DS1G POlo? PIEPOINICI CONPIISON
i,.IlIUM MSIl/,.rau
*.rmt,

48"~~~~~~ TJPMLN-M4"*IIJm& 1a
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cessun paInSA, Art, Compins55 Patigsa 311

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IIPe P EFO RNC1 C
lllItJ~ MPA IO N . 6.45(I liC#
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CMPAISON lisle POINPI5PO@IIii COMPARISON
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815101 PONT PSRIORMNI CON P111501 OIIO PON ,,R'RNAICI COMPARISON

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DISIGN POINT nURORNUC
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97
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x9
 DESIGN POINT PErfoRMANCE COMPARNISON DESIGN POINT PERFoMANCE CON polISON
4500 ?iu Matter - tos 16/004 o.90sa0,1o- 1/
at. .846 ?PA. 9.1 M4. 2501fo . M AN
4400 .. it S6t 8ic,-
NAC-
t .1 JJ ono Act- ai A11.55551If

4300

S4100 e .. "S.-

0.75
4000 '

3906 T 0.70 1
-- ... I
4.0 4.5 5.0 5.5 6.0 6.5 7.0 7.5 8.0 L~s 9.0 9.S 4.0 4.5 5.0 5.5 6.0 6.5 7.0 7.5 *.0 8.5 9.0 9.5S
* tezusn ?SSSUl 5119Coulasul1,8111 Iassnfou

DISIG POINT PERFORMANCE COMPARISON DESIGN POINT PERFORMANCE COMPMION

5400 is" Pi t AlifiSS - lot 16/,Ot 0.90 fee Ahf - Ito It/i.
?P1. 1.- fi. U414.10 fro. Ii Tdo. not5
5300 sMR. et i-i..t NAtE . Air. ISM If
.... ,*,ACF- JUel If- 0.55 sur
5100 $901 Efor
.. 5000 ......

Clii0.80 #Jos

4800 -'
*sill RIM5 lS
rt MJ~Tarfro lsN BlASS SRil its sill CPR
4700 1 i.. 4 4 4 ..... 5 .. 4 .. 4 ....-....+ 5 0.75 I AmlmI
MmffmI "MI!M = I iff"M I
4.0 4.5 5.0 5.5 6.0 6.5 7.0 7.5 8.0 0.5 9.0 9.5 4.0 4.5 5.0 5.5 6.0 6.5 7.0 7.5 8.0 8.5 9.0 M.
CeuONFRSSO
PzSsSMAlS NPRSSSR ?SISSIS Sit$
CSm

.1 6*00 1
DESIGN POINT PERFORMANCE COMPARISON
JAN fit IPLOF
- Me16/m.T 0.95
DESIGN POINT PERFORMANCE COMPAISON
Fit AIRItUS - MS 55/m.

Stool fiC8. a.? MAS?-" Iit RACE-S.? AU- IEMt

S6000 - 97 - Slott
- *sn ~0.90
590.... ran.?# c...
sit r e
Mo..

500 0.0

......................................................... .........
$ SAN115 ASC
itl AS
irl CP SANl ISPASSgi it I SiNS Cra
___________________

.0.55.@ 5.5 g.e 6.s I50 I-- I...4..4

7.0 7. 8.0 1.5 9.0 9.5
0.80
.0.5
l -
5.5. 6.0 6.5 7.0 7.5 8.0 8.5 9.0 9.5
~ I

cCN1olsoC sign##5 mstll CcNlpa1stEstsSstr ut

99
 DI SIC POINT PRfPORMANCE COMPARISON DESICI POINT PERFORMANCI COMPARISON
3300 ,AiunJ".k*"1 ' "/'"e
w 0.85 .,, ,,,, ,...
HA/0.0E"L...

4....
.
320 ic- 6.7 it?- tie#PI IIN fps-. t.1 110.
INALI T ,
Rica i.,~en~*1CE- RA 1.? ALI FloIt
Vols smart Fsr

,oo.........TO.........TRI .,.. . o ,o ..... , .,

2800
00sos
.............
AM 0.70r

4.0 4.5 5.0 5.5 6.0 6.5 7.0 7.5 8.0 8.5 9.0 9.5 4.0 4.5 5.0 5.5 6.0 6.5 7.0 7.5 8.0 8.5 9.0 9.5
C°RPRANSI PRESSIUIRATIO CIOPAItSRo l
PDx°t$ iftsTL

DESIC.V POINT PERFORMANCE COMPARISON DISICN POINT PERFORMINCE COMPARISON

4400 so. IS fi t - tEli 0.90 f At1 ,| toI/.,T*
Il l
fJO-2.5
. 8804-
ieo i"-
fps. 23
5 i. L.-na
4300 7
i ,,ooZ
.74
......
ACN.V. AU- 16000
IT N
- 0 5 &'"-i
161ACN.
. ..
I.? ALI- iiiupr

4200 % 0 :

4100 . 0.801U*

0 .. ...... ....... 0.......

9O °1 .

0#1 ~ ~ ~ ~ silMlsl
SN 91513
fsAtit~s6 lift tts
3800 -4-.4 .- f..4..f.. 0.7
1.0 4.5 5.0 .. 6.0 6.5 7.0 7.5 8.0 8.5 9.0 3.5 4.0 4.5 5.0 5.5 6.0 6.5 7.0 7.5 8.0 8.5 9.0 1.5

100
 .:SNP011 ~s DESION POINT PrRFORMiNC1CONPISON

DESIGNP.7PIONCICPASNDlSC POINT PIEPORNANCI C0IflEIS0N

6*00~~~.9 C ll. 03 adl AssLO fi71Uflot - Noe8/...
6100 Pi 1 11 89 -C0 N/ -1 IPA- Ah I 0. to s
6000 1 A.880
5900 .6 xIl- It ALr-lImP!

: 5700 .0 tf
5J00 roooa
.......

4.7
5500 is$

400 I . 0.70
4.0 4.5 5.0 5.5 6.0 6.5 7.0 7.5 8.0 8.5 9.0 3.5 4.0 4.5 .0 .5 6.0 6.5 7.0 .5 8.0 8.5 9.0 9.5
crias PNSSFAI WSin CMARSO
reuseSF
paSoft@i

1019
 DESIGN POINT P:IPRMANCI CON PAISON IISICN POINT PEIPORNANCI CONPIIISON

fps. 8.1 T4.gfspo N fe *0

3300 1AI
.1 ALI-'acutf s. iSa -o Ju 1601

3100
......................... ................
4 Q' .... o

4.0 4.5 S.0 5.5 8.0 61 7.0 7.5 8.0 8.5 9.0 9.5 4.0 4.s 5.0 5.5 6.e 6.5 7.0 ~ ~ . ~ ~

DESIGN POINT PERFORMANCE COMPARISON DESIGN POINT PIARMoiici COMPARISON

4100 a
IJififlo to H/IS... T0.95 feea-uzea 1/o
ac1,.1 pro ?doi~. l'eta1fs 18 1 lo
4500 NAKE-1.1 ALt. F10001? &Ao .Nf.mp

4400..... 0.9 Muafuf

AI .. ro0.9

4300 Joel emu

4:00 So. 0.85 l

...................................
4000 .
.........
ails wriss IntoM ScAW
acps SIls
Mea SAM5pCiteSAN#CPR
4000 ! m..I
I I I. I I.-4-4
. - .- ..-4 0.80 w. a i- 81f= "1I - a 1 f"=f- I j I
4.0 4.5 5.0 5.5 6.0 61 7.0 7.5 8.0 8.5 9.0 9.5 4.0 4.5 5.0 5.5 1.0 6.5 7.0 7.5 8.0 8.5 9.0 I.5
Ceiesse
a sif al# cou.'aasea PAIzal, Ban

8151cm POINT P1RIORNJC1 COMPARISON DESIGN POINT PIRPORMIXC1 COMPARISON

5800 iAotf
PARMaL. 80 t/., 1..00 il li48 *1f ,.
fp-5.0 fita. tite
550 . cs. 01 Air- mst. r

$400 11 .9 #Jeff

02
 DESICK POINT PZEORVANCI COMPARISON 91SIcm POINT PISUORMANCE COMPARISON
34Q 15 APLI *10 II,~0.90 Is-fina 145 saffIer - Iff a/"#

MACI ,~ OUNCE.
sift AF. U alt- Iseult

S o0.85 *. au .,

*.*250 . OW

3000 sit .8 ue

COVIgih~fll PIUSUAI PAS fee5 SPIS era15 D1

DESICNr POINT PERFORMANCE COMPARISON 1151CY POINT PERIOD VANCE COMPARISON

4500 IOU Aletu.1 - Its Ilf.e 0.95 Uri Barley - o I ,
"A" ,. ~o sus Z9*.949 ?P2. 1.1 149. JEOS
4400 T- Nice .0 ISO" ptw &ADct-*.0 Ht-. 104011

430li't 1.1191
Mrt 0.0 Star

me0 liters
....... .94

$000~ lietie
At. .....
09 if "AS UPoIn9siftCP
sft

103
 DESIGIJ POINT PERFORMANCE COMPARISON DESIGN POINT PERORMANCE COMPARISON

Capro.u. Mette E~f. im

S40 5c. 0. ft-e IM. If. 1xSe.clltSMi
~ ~
5400 ~ ~ ~.~
~ ~ ~ 95ES
J Jae .eh.ueu

4900 * 0.90

4600~ ~ ~~~~~
4 -4 .- I I I I ............-

4.0 4.5 5.0 5.5 6.0 6.5 7.0 7.5 1.0 1.5 9.0 9.5 4.0 4.5 5.0 5.5 6.0 6.5 7.0 7.5 8.0 8.5 9.0 9.5
an,.spru
Colfaissno P A11:11 Ptno it

DISIGNI POI NT PERFORMANCE COMPARISON DESIGN' POINT PERFORMANCE COMPARISON

6400 ?ANAIFLOFl
- lot 86/m.z 1.00 -l u#"Anm
PA "a e 11/9"

6100 a .oP-S t*.tN R. CR

r-Q.c,,l JAl .0 A -a r
6200 .1171- O iison

5700 S fiff.Sit

590 l ua.,a a, i Vill

560 *....4. ~.-.4.........4
.... *.+~.4 0.5 .. ~ .... 4.... +4- ~a ............

W41

04
 ISStIc POINT PIRPOpmNACt COIPIISON DSICN POINT PfRFORJUNCE COIPJRISON
Moo -I- IPA, - its 16/0. 0.90 Is..W..e
.04S fly - f 1./..
.. ~~~ . ~- ,m m\t#a- &A IJ fi- #Smt

3500 UPSt.U 78000Tz

AI
~0.85 .
309"
310
i nJS
*-.. ee .....
*.... . reor
Start
0.n
FootsI
260

................................
SIZE JEass Rife ,..+o...-....
ite~s a .9,.9

280 L -6-o 1 0.7 tLAR UPASS Ririe MR5 SIZE tPr

7.S9.5 .0
4.0 4.5 5.0 5.5 6.0 6.5 7.0 7.5 8.0 7.0 8.5 S0 4- 444.41- ... 41-l4 4-I~ 4
8.5 9.0 9.5 4.0 4.5 5.0 5.5 6.0 6.5 7.0 7.5 8.0 8.5 9.0 9.5
tIcm Apa in aeaunu
sifte CoISS PuIeSMuu, irie

DfSIGN POINT PERrORMANCI COMPARISON DISICI POINT PERfORrANCz COMPIRISON

4 T0 rI lpa o$$#TFIA~lr-ltf/
c400
aassPA- LS Iee- U0ee1 eI
of JU
*PA- Sf ?#. RAN#
459, pjg asp"........
s/.. " 0.9 Pig, .......
cc...
"
4490 0
fin seats
4 0
Swell
i ...... s...... ......

V *~ rc.es .. Jm."..

isn 105 0.75

S 4 1 5. 5 .5 . .0 7S .0 .5 .0 9540 C . 5. 0 . . . 80 8S 90 95
CONTISSI PAIWERRati Nattio Patnas S?.

105. *-.................................................
 aisle# POINT PtRIORMICI COMPARISON DISICI POWN PhI?0DMNI COMPAISON
5400 10 T4 Pit inaiw - m a/$".
.30 1 ??R.. .0 eel... R I
140.e its U
5300o0. a.F ILY u0841 0.9 1&- &As e5j A'- l***

to S1#0 -...... r Jo ...... o t

q ~~~
seeo 0.3049.J6
-4900 postaa out.55
480ao0.15 + 0**

400 -.
t not ifu ASSi FesPC Sift CPR -11 Piss 5111
10MS ~il SIM
*4 0 4 5.0 S5:,.0:, .5 7.0: 7.5: 1.0 8.5 9.0 9. 40 4.5 5. . . . . . 8.5. 9.0 L.S
~
"Branns ~ ~ ~ ~~. 0.108ma ofola ASSA a

Dl SIcI POINT PIRFORMANCI COMPARISON aisle# POINT Pt RIORVINCI COMPARISON

21.00 Pgl Almae - mm'. 6200 EU~if - meUee.
?~ AIMPIWr
ITPAM-
$J 140. 21"A I10PA.8 fdo* SiMM
LOI f Mi.9
RACE Air- MIf
m00 .49- MAS U ff ISM
lie t

0.+ An600A a
1* SM6t
5900

t
1 *m-4+ 5is --

80650
 Of SICI POINT PIRP0RNANCR COMPARISON stsici POINT nIIAN.ANscI CIMPjIISU
3000 as- fm PAN
Alfo - ,-99
11wftsag., us - its N.

sic,.Sh I". odeAu Ira-

lice e op in"~

#jl ct Ju 1 Nep
7 ......... s" ffo t

-a +p -70 4 0 -j ,-Mim-
IUUS
-of1110 11#1"Pls im-A

4100 anus Aimor -etoou/sa 70 VW -SR

He los .- L-Soot 9n# fA-Mtr
4..5 59
*5** ~~
.o 59n .
~ . 0.650 I I IIII
. i . ......
s. ufe 4. . .9 5 19 . . 75 96 9. . .

4700

3600
IV

3400 .70
0....4:i II i

4.0 4.5 5.9 5.5 6.9 1.5 7.0 7.5 9.0 6.5 9.0 9.5 4.0 4.5 5.0 5.5 6.0 C.5 7.0 7.5 t.o 9.5 1.9 9.5

DZSICN POINT P1EFOSNJNCI COMPARISON SIpgy ~ ~ ,jf9

490 ~ ~, s ate,* ee I,..=0.96 its Hou, - w 0/m
X"A
ir.0 foe. If*#ae
4S9 n\~,,sct.
0.e AU- HO n.le ns a. u
4700 ti Slt Seueaw

4S S U E
...... A n. fo r

HUU

. . . . . .
............. .

4.0 4.5 5.0 5.5 6.0 6.5 7.0 7.5 1.0 9.5 9.9 9.5 4.0 4.5 5.0 6.5 6* .5Ls U. U. 9.5 9.0 9.5
cerplsuseist Asia ceufraeoe scm Ratio

107
 #"leg POINT PtIP*INjict COMPARISON Dl SlO POINT P18 OEAuucE cONPiAISeu
5704814 UD I-~ 8 /.. e~.IN affif * mn0/m
55f fps. Ll 'F0. 1408 if.uZ 60
RUNe.@j ALl. swiff . oe u
ona#ISmeesa
5400 in :Into
j~p

.. M U69
351f
soo '
fil #AmPISl .Fil p itWN a o p

a... J=l -4 9.904---

4. 4. . . S 70 75 80 86 10 Is40 - . . . . - . . . . . .
SI,,ngPSA mncspr sp"Writ

~ EaR~c
DA'Slex ~ Ju
PON
OPRSN1SISPITP ON ECMAIO

'IA

*1a U OII
C eu ii
N PIN

COMP "SupEI
51 CI9.95
UIP
two.?
199 5151SF~~~~~ ADAIflf Ms,..IA UiL *Mi5/.
UOO C* 4 p.ie s n

teee.u
... ~ ti.le atMlm ol a

1u08
 DISIGN POINT PEN? ONMINCE CONPANISON DESIGN POINT PIE?@DMANCE C0VPAIISOX

4 ~~ ~ ~ ~ n
FP. S
fct- e.0
?Ha. noes
At?- ""offp
a Jf S
i.0
MMD.s
?.Sn
Air. $Mn

+A
46e
sa
ran
iso 4 .. .JA.A
.. .... ... Je i tSp n a f t l t I C Rl s

U . ... . ... X. 0.7 -

4.0 4.5 5.9 5.5 6.0 6.5 7.0 7.5 a.0 a.s 9.0 9.5 . 4.1 5.0 5. 6.0 6.5 7.9 7.5 i.e 8.5 0.0 L.
COEaPeAISi
possla ,*cMaga
fes ~fhi~

DseG POINT PhE?9NNANct COPIISOI DESIGN POINT PE5,ORMINCI C0NPdDISSN

88. ,p. sh if0- nos ~A to7. ams

'0600 a. M*f
TROOP . a
x . ......

= .00 An - aa~

4 34
11. .. .. . .. .

..................................
4.0s4
i.A
l "PA
S sil cps 0.70 a 6v
un .ni ris toos m ......

Of SICN POINT PEN?9DNINCt C9MPIIIS9N nhici POINT PEDP9NANctCOMc ONai

a J111f o o

SWl
5909es#
eragsolPlil ~ iiareta c I

SoA.....
sawaaw P

sno 0.80 ?

109" 67

~s1
 915191 PolNT PERFORMNCE COMPARISON DESIGN POUNT PERORMANCE COMPARISON
3000 111 Hartor - IRSH1/..4 z~ 0.85 Ta talt No,
- */"Ia.
10.1.a.0 rae. 280ac its. aj. fie. Jesa

t
:too FACag0. Alf- MeeAUI~ RACE- 5.9 Alf M. I

zo o - r sto o r
4.04o

*100 ~ ~ .714.#1.7

H OD0 ---1 ---1 --- 1- 1-6-- - .... I1 - .... 0.15 I C .......

I I
4.0 4.5 5.0 5.5 5.0 6.5 7.0 7.5 8.0 8.5 9.0 9.5 4.0 4.5 5.9 5.5 6.0 8.5 7.9 7.5 1.o 1.5 V.0 5.1
I.colsesns Pamer Info VIEmrSeSI peeast suis

11851CR POINT P1 VOEMANCI COMPARISON DESIGN POINT PIRFORMIC COMPARISON

4000 111 Mile - wm,§/. 0.8y
US Mm
AlMIN -im

*~Z
)t0o prF-1.1 M.a.longs~~aeis as rs.ae

E.1 its.
M

fil
. 8. - fiee Rdi

$.i..'s!.
Woolfs

1107

..........
 DESIGN POINT PERFORMANCE COMPARISON DESIGN POIN PERFORMANCE COMPAISON
4100 140.CCP
iiINFLo - fuso. 0.90 04, still" - M A/

4700 fps 1. IN.two

L-uae
as# RACE-1.9 AUt- Sltrtc
= 4600 -o sUa 0.15 ls II
ruee ......
*.400 A.3 RM
S0.80
S4400
ofais
430.
S0.75
4:00
sift era
Sias MASS Ririe FOa $498 arpisS Ririe pea Sill CPR
4100 44 0.70 m0 - ...1. -.i --1-
4.0 4.5 5.0 5.5 1.0 6.5 7.0 7.5 9.0 9.5 9.0 1.5 4.0 4.5 S.0 5.5 6.0 6.5 7.0 7.5 8.0 9.5 5.0 9.5
ceepau11Se Iasa ar1311
ccFI *,titssca rei01saeate

DESIGN POINT PERFORMANCE COMPARISON DESIGN POINT PERFPORMANCE COMPARISON

5600 rAr iiP1 v c 11/sm.
We i/..oo - uapa
5500 rCC
pm-3.1 toe- Uf
ioeeefs.18 ~. AI
5400- 0.0e Ago. Zee i64411
- - suite 0.85 tf
-5300 f

sit *1tup i..t.c- a

.............

S0.75
490
0 4. . . . .0 7S 80ae7.
85 90 9S . . . . . . . . .

ernuSifMre
CISlOl SuAFI 0.70 compainiec style~s
 Off-Design Performance Comparison

This section of the Appendix was intended to show how the throttled and
off-design flight condition performance calculated by TIBOFN compares to
that calculated by SMOTE. We wanted to show the comparison between net
thrust and thrust specific fuel consumption (TSFC) at several off-design
power points for each of several mixed flow turbofan engines. We
encountered an insurmountable problem in undertaking this task. We could
not get SMOTE to converge at any of the off-design power points we tried
to run. SMOTE would only converge on design. The engines we tried to run
were simplest case mixed flow turbofans in that they included no
provisions for turbine cooling or overboard bleeds and after two months of
trying, we could not get SMOTE to converge at even one of the off-design
points we tried to run.

Because of the complications we encountered, each graph in this section

shows thrust versus TSFC throttling information for each of three flight
"* conditions calculated by TRBOFN (the design flight condition and two

'1 off-design flight conditions) but only the design point as calculated by

SMOTE. The designs run include the same three turbine inlet temperatures
(T40) as run in the design point comparison: 2400 R, 2600 R, and 2800 R.
Two compressor pressure ratios were used in the designs: 6.0 and 9.0.
Four different design flight conditions are included in this section: sea
level static, Mach 0.7 at 15,000 ft altitude, Mach 0.9 at 15,000 ft, and
Mach 0.9 at the tropopause, 36,089 ft.

112
 OFF-DES!CN PERFORMANCE COMPARISON
*~*.*.4...JUC..0.9 ILF- 15000 I7
0.8

- ~0.80

S0.75 *-4*JCN.
.. 0.9 ALF- 36O49 FT

- 0.70 us1cuiopsro"
?IN AIRLOV . lo0 11/it,
0.65 lTD. 8.0 Cfl- 6.6

200 25 $0 5040 8400 5 00

* NCI1311 NT MUS (M) LSTT

0.55F.1100p *I+..cf

f .5 'XJl LF J68 IF e
0IAFI~A;o.0 aa

QTF-ESL~ PERORMA C COPAION

-% 0.80 15000 F
?A JCAPLC1-.1L00

0.1

:1: SEA LEVIL SIO*'0

0.50lo tso 00 40

NET 7310St (163)

113
 OFF-DESIGN PERFORMANCE COMPARISON
0.85 -

± oi4RCI- 0.9 ALT- (6004 IF

...
0. ao0
0....
75 *U~l-0.9
... ALT- $6089 1?
0. 75

0.65 D131CE IIfrOPJ 710

- 0.60 FF1- 2.0 CPR- 6.0 ... 753071

0.5s SI LXVEL STATIC

SEA L EVEL S TATIC* ... ..

0.50

2000 2500 3000 3500 4000 4500

NET THRUST (163)

QTf-DESLCN PEFORJU'NCE COk'PIR!YON

0 .80 JUCH-0.5 ALT- 15000 IfT

**..1C 09 L

0.70 4-ae,,

4 - o~ so -N AI I.IL OV . f ee 16/11c
USMOTEr Dlslcw POINT
0 IPA- 2.0 CIA- 9.0

SA LIME STATIC
qu 0.50
0.4
SZJ IVI
SfflC ... 0*

0.450E EELSAI
t500 2500
f000 500 3500 4000 4500
NET TURUST (Ibs)

114
 QTF-DESLCK PERFORMARCE COMPARISoN
0. o 0 .40MC 0.1 AJO. 1SOOC FT

S 0.15

0......*MA CH- 0.9 AL?- 36019 PT

0.75 1)31
E ICN FOAWT71N U ~ 836 01
PA 13.LOV
fi fee II/sat .... 50
F1
z. .7 0.1 P1- 3.0 CPR- 6.0
740- log0 I
+ il LUVL STATIC
-8 0.65
Si LEVEL STATCO'.01
0.60 -1. 1+-- - 1
3500 4000 4500 5000 5500 6000 6500 7000

NIT TEAMS (Mi)

115
 tTF-DESLCN PERFORMANCE COMPARISON

*~******~~0.9 L- Sft$O IT

N-0.70I

- 0.65 DSC 10AA70

0.0IN INFLOW to It/see~ 0 SMOTE D15111 POINT
0.6 ?A- 2.0 CPR- 1.0 . 7.....
071tsr
0.55 7#*- RI00 A
~ 511 LEVEIL STA TIC

0.50 SEA LEVEL STAUlC*

0500 25 0 00 EO 40009 10

NET THAW3 (16s)

OTF-DESLCN PERFORMANCE COMPARISON

-~ I
0.5 ... *...*.... 4dC~w 0.9 JLTN 15000 IT

*-.

0.70s
,. .,. . . . . .1#uf.9
~
4 .ALT.if~ 36019

711 J115710 - too 16/s., U SMOTE 11Sf 9 POINT

' 0.79 17. S.0 CPR. 6.0

0.65 SEA LEVEL STATIC

e. 0.10 SALVLSA1@.............

$so# 4000 4509 5000 5100 6000 6500

NET MUUST (119)

116
 OFF-DESCNH PERFORMANCE COMPARISON

0.15

? 0.700 P- .
*T ON~IAE 0. IL?
U0M P

0.45s.

0.550'

war HREUST (1Is)

OFF-DES ICN PERFORMANCE COMPARISON

0.15

0.75F-MO #*N ?

~~ 0. 9 ALF-~ 1M09 PT

?AN ail001/sa.
vIXI
?PM- 1.0 CPA- *.@

1006 sl00 4000 4500 560 6500 806 100

NIT Must3 (162)

 OFF-DNS! CN PKRYORXJKCR COMPARISON
0.10 T.... ..... .... e s. 0.1 Air- flee pr

*...6jucs- 0.1Nir- 0o7t Lr

9.70

9.65 "SIGN INfOUJlOI .......... * r7uo

PAN 1iJEFLO1 a 00 16/soe
?.m- . 0 CPS- I. I
Z. 0.6 749l.*.?4-1sooI
'
x.c.- 0.. Ar- 15004 i

14
*000 *50 00 *0 4000 4100

1 NIIIAW (14s)

O7F-DESICN PERFORMANCE COMPARISON

0.75
+ - *-......'..--. JACI- 0.7 T - 15099 77
S 0.7 " ...... ACI- 071 ALF- S6089 Pr

0.65I-l:-Ot 3 1........
Fue l
0.6 11 JUILOS - 900oIb/se

?,ff
71. CPA- 9.0
r40.t 1400 1
MACNW.
9. ALF. 1540 pr

;SO# to# 210e o S511 41oe

o e

i;lie
 07F-DZSZCN PERFORMANCE COMPARISON

N UaSfirs MISS(POINT

PAN IILOV1 a fee Is/s..

Z0.0 ~ PA . I. C?i- 6.0

SACS- 0.7 AIN?15446 FT

119
 QTF-DfSLCN PERFORMANCE COMPARISON

0.080I

* 0.71

0.65 15?ONJIa 31675 nu

sot P,15?
~l10 1001/.
PA
XI- 1. C10- 1.001Y

0.60 749. 3~S. C#**

*000 f;@0 500 5500 4000 4540

Sir 7I1337 fibs)

OFl'-DASI CN PERFORMANCE COMPARISON

.0..15-
... . LF 1 0i

4 US11JIPOMJ 7101 at
ma-.,
?P6 CPR- 0.e0
0.55rdf Lo-
A5,01

:5,,
x~El
10..o
l
120DSII a O~il
 071-DZSIC$ PEIORMASCE COMPIISON

0.I5lo W o

Co 0. A-100F

*11JfJ. I I?. fieA

12.41
 QFF-DZSICN PERFORMNCE COMPAIsoN

0.70

-% 0.75 MALO
0A 4 160 Itsta AL- Pot "SG PON

MAAAi- fl000 I7 0.7 ALT-

0.6

* 0.70

0.05 PAZ AIRFLO PERFOu zion azsua ,o3ar

IP-1. 1~CPA- .I lDSC ON

XWC-0.7 AL- 1500 Pt

SEA LAWSTATICI

1000 20 50 s 0o0 1500 400 4500

sit ThUS? (ms)

OT-ESC P1FR22EOPAIO
 OFF-DESIGN PERFORMAVCE COMPARISON

~ 0.10 .1.ICli 6.7 L?- IS 000It

-. MAC.E5 A
Q.Ts
- lInSI INpoXUAF ON
. - fiN AIUILOF - 100 II/,t 111ii$1c POIT
10t
0PI- . tri- I..

rio4.
' #0
3I80
U A e*731
.5
RACE- 0.7 ALF- FS000 T

0.60 35 LIVIL STATIC

O,/s :: I a a f -a-+---+---+-+-e-F- "--- -+--H

So0 $500 4000 4500 5000 $500 Co0o 6S0

NIT TRIFOS (Ibs)

OFF-DESIGN PERFORMANCE COMPARISON

0.0

N.CE- 0.7 I L- 95000 PT

.. . . .. .. .. . . . . . ... . . . . . . .. . . .. . . "' " •
. 7 A. 6 .7 L..

N 1131$R JN?¢IORI~IOR
410.15- /'i;IIsIPLOv - tO0 II/,*, 3 3107r1 111CRl POINTt

+.060- NI. .? IL? 15000 P.

O~lO + ....................................
iol4. .... ¢[IP

. 5 o
+, 0.$ -..... $/'J~SI
LZrIL $fAI '''
*'1.. .f..g.a
O.SO 1 -- -- -j
-4-I-I-I-+ . I
4--1- 4---,- -1-.-4.-.-..- I II -I , . . - .1 -6
*000 1S5o 4000 4500 50oo 1601 1080 $so

nit lixut (lis)

123
 OFF-DRSICN POMAYCA COMPAISON
0.1-V
- - 0.9t ALT- 15000 If

0.MA~M ~~..
C E- 0.9 ALT- 160111 If

SOTIISI9N POINTr
slt
* D91310 INPORSJIOR

Po- 2.0 Cps- 6.0

5- ~ft M.e AEstO
RACE- 6.9 ALr- MsOO 77

B. 0.50

to00 t500 Je0f 1500 4000 4500

NIT MUST3 (its)

a QTF,-DZSLC11 PERfORMANCE COMPARISON

0.19 ~ IC16 0.9 ALT- 11000 PT

0.7500AT.$08 '

2. 0 PR 0. ....... S
* ~ ~ ~ T0 Me A . L-5097
MCA 0.0.7.9lor

f.65 L

124
 7T-DESLCN PERFORMANCE COMPARISON

"1: *.~MACB--. 0.9 IL?- 15900 IT

-J 0. .1Jf-s##I

* 0.8

b. ±~~M 'MCPA-
.0 0IL-199P
. *.ao
70 fle-
mi- 0.OT Mee1it 11516

1509 400 000 5500 to 54 M

125
 QFf -DATSLCK PERFORMANCE COMPARISON

........
..... A&CB-0.9 A1.7- f5000 r?

0.10

0.7
11CH 0.g Alf- £6089 ?
.. .70
1131CR IfrPoArNloir
0 .6 M1 AIIIJL0 - foe lb/sec
pp 1. .0 CPt- 8. 0 8Uor5915 01
N POINT
9.0T40- ti0s A ..... fl1197
- NCE- 0.9 ALF- 15000 1?

loo000 10

MIlTAilS?(i)

OFl-LJESLCY PERFORMANCE COMPARsoN'

0.10

9. 1
cs . AL . # o s r

011 0AVO 4SJDJ 13e os

0.0 33CR1?NLFO
log HogT $$ IR 7011?

11.6
 OTT-DESIGN PERFORMANCE COMPIR150H

-' 0.90MICH- 0.9 IL?- 15000 IT

0.90 ...--..

0.80 _t7 0..4h-*4B.~ 0.9 Alf. 350597!r

075
0.70YIN
4~DfSICI INIORIJION
IJLOV 10to11/81c
USOEISC 0I

Pk- S.0 rPI- 9.0

0.70-09 L- 5007

SIJ LIME

127
 O1F-DESLCN PERFORMANCE COMPARISO.N

. ~ 0.80
~ ::::
-.
4.
~ 'MCH- 9 JL2 T5000
0. f7r
0*76 -TMCf- 0.9 ALT- 36080 if C'* ..........

N 0.70 4
~0.65 *~PDSICN INPORI.4 7!0
ni IRitnor - lot [I/SOT.13CRP01

?0-
i~e cr-Ie
4-5 lciCE- 0.9 lit- 38088 77

0.45 1-1 - 4-SA LEVEL 4 4--

1000 1500 2000 2500 3000 3500

NIT MTER (ZIb)

OTT-DESICK PERroRk'ARCE COI(PIRISQN

0. LT." 15000 17

0.75o ?I - o-jse DI
0.70?P- .M C- 0. L. 109''

0..0
-US DESII00 I
0.4 Sf LI TEIC SNOT 0 1

1000 050 000 25.00 3000 3500,

NSF THRUST (ibs)

128
 II

OTT-DESIGN PERFORMANCE COMPARISON

0.90 *
0.0 W .. ..... cLo'
C- 0.S

+
15000 FT

-
C
€I0.75 +
DZSICRf INIO~rlTIOR
0.70 YIN AlILOr = tOo li/see i SNOT1 D1310 POIr
' nP- J. 0 CPR- 6.0
_ 0.65 o- *400 10
74,, ........ 0 lOPI
+ JAC- 0.9 ALT- 36011 FT
0.60 -"

.SA LIVL STATIC.

1.50 1 --- -+--+---+-- -+- 9 - - '- - - -- +-

-+----
2500 3000 3500 4000 4so0 5000 5500

.+it TSOMT (its)

-.- 4

i 129
 OFF-DESICN PERFORdANCE COMPARISON

0.75 NIIC- 0.9 ALN $6089 IF*...* ......... ..........

6.70

0.65 DISIcI 117PNTIOI

:1::
0.65
71 IJZLOVi 00 LI/i€e
??A- 2.-#00 CPA- 6.0
$1t 913105 POINIT
07
0 .......... * ?r

S Ico- 0.9 ALI- 36019 7?

0. 45 Sli LIlL STM .-'"

0. 40 . : , : { "-4-- - - --- - - -- -- -- - -

1000 1500 2000 tsoo 3000 3o0

NIT rUST (16,)

OTF-DESIC~f PERFORMANCE COMPIRISON

0.00 0.0 ALT- 15000 If

0.75

* 0.70

- 0.65 -
DiS1I!I INPORMA 7101
--
PAN AILJlO -O0 Il/ise 1NorsT DSIC POINT
0.10 -. ?A- 0. 1 Cpl.
E J.10 LLB 0-N ......

""lI
0.50 9.500 RACET40 0.9W-

::: LIvEL SAI

2000 250O $00O 3600 4000 451 5000

jolt TURUS? fill)

130