Alf 19730004744

NASA CR-120,992
LYCOMING 105.22.21
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DESIGN STUDY OF AN AIR PUMP AND o Ip

INTEGRAL LIFT ENGINE ALF-504 o ' H
USING THE LYCOMING 502 CORE °

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SERVICE .
:NATIONAL AERONAUTICS AND SPACE ADMINISTFORMATION
NASA Lewis Research Center
NATIONAL TECHNICAL INFORMATION SERVICE

1. Report No. 2.-Government Accession No. 3. Recipient's Catalog No.
NASA CR-120, 992
4. Title and Subtitle 5. Report Date
DESIGN STUDY OF AN AIR PUMP AND INTEGRAL 'LIFT ENGINE July 1972
ALF-504 USING THE LYCOMING 502 CORE 6. Performing Organization Code
7. Author(s) 8. Performing Organization Report No.

Dale
_ Rauch
_ _Lycoming Report No. 105. 22. 21
10. Work Unit No.
9. Performing Organization Name and Address
~~~~~~~~~~~~Avco
~11.
Lyoming Division'~ Contract or Grant No.
Stratford, Connecticut 06497 NAS 3-15696
13. Type of Report and Period Covered
12. Sponsoring Agency Name and Address Contractor Report
National Aeronautics and Space Administration
14. Sponsoring Agency Code
Washington, D.C. 20546
15. Supplementary Notes

Prepared in cooperation with Project Manager, Laurence W. Gertsma,
NASA Lewis Research Center, Cleveland, Ohio
16. Abstract
Design studies were conducted for an integral lift fan engine (ALF-504) utilizing the Lycoming
502 fan core with the finalMQT power turbine. The fan is designed for a 12.5 bypass ratio
and 1,25:1 pressure ratio, and provides supercharging for the core. Maximum sea level
static thrust is 8370 pounds with a specific fuel consumption of 0. 302 lb/hr-lb. The dry
engine weight without starter is 1419 pounds including full-length duct and sound-attenuating
rings. The engine envelope including duct treatment but not localized accessory protrusion
is 53. 25 inches in diameter and 59. 2 inches long from exhaust nozzle exit to fan inlet flange.
Detailed analysis includes fan aerodynamics, fan and reduction gear mechanical design, fan
dynamic analysis, engine noise analysis, engine performance, and weight analysis.
17. Key Words (Suggested by Author(s)) 18. Distribution Statement
High bypass ratio fan engine Unclassified-unlimited
19. Security Classif. (of this report) 20. Security Classif. (of this page) 21. No. of Pages 22. Price*
Unclassified Unclas sified 171 $3. 00
l
* For sale by the National Technical Information Service, Springfield, Virginia 22151
PRiCEDIANG PAGE BLANK NOT FiLb~
FOREWORD
The work reported herein was conducted at Avco Lycoming Division,

Stratford, Connecticut under NASA Contract No. NAS3-15696. The study
was conducted under the management of the NASA Lewis Research Cen-
ter with Mr. Laurence Gertsma as project manager.
Preceding page blank]

iii
~DIpAGE BLANOK NOT
ABSTRACT
Design studies were conducted for an integral lift fan engine

(ALF-504) utilizing the Lycoming 502 fan core with the final MQT power
turbine. The fan is designed for a 12. 5 bypass ratio and 1.25:1 pres-
sure ratio, and provides supercharging for the core. Maximum sea
level static thrust is 8370 pounds with a specific fuel consumption of
0. 302 lb/hr-lb. The dry engine weight without starter is 1419 pounds
including full-length duct and sound-attenuating rings. The engine
envelope including duct treatment but not localized accessory protrusion
is 53. 25 inches in diameter and 59. 2 inches long from exhaust nozzle
exit to fan inlet flange.
Detailed analysis includes fan aerodynamics, fan and reduction

gear mechanical design, fan dynamic analysis, engine noise analysis,
engine performance, and weight analysis.
Preceding page blank
v
fb~PAG BbLNe -NOT FIMD
TABLE OF CONTENTS
Page
FOREWORD iii
ABSTRACT v
LIST OF ILLUSTRATIONS viii
LIST OF TABLES xiii
SUMMARY 1
INTRODUCTION 3
PRELIMINARY STUDIES OF SUPERCHARGED AND NON-

SUPERCHARGED INTEGRAL LIFT ENGINE AND AIR PUMP 4
FAN AERODYNAMIC DESIGN 7
MECHANICAL DESIGN 26
DYNAMIC ANALYSIS 42
NOISE ANALYSIS 50
ENGINE PERFORMANCE 59
POWER TURBINE ANALYSIS 90
ENGINE WEIGHT 93
SCHEDULE AND COST ESTIMATE OF INTEGRAL LIFT

ENGINE 97
APPENDIXES
I. Aerodynamic Influence of the Part-Span Shroud 102

II. Axisymmetric Flow Solution for the Fan 109
III. Dynamic Analysis Methods 160
IV. List of Symbols 167
REFERENCES 171
BIBLIOGRAPHY 171
Preceding page blank]

vii
LIST OF ILLUSTRATIONS
Figure Page
1 Rotor Polytropic Efficiency 10
2 Fan Meridional Flow Path 12
3 Fan Rotor Velocity Triangles 13
4 Fan Stator Flow Conditions 19
5 Basic Single Stage Performance Map for Fan Duct

Section (Experimental Transonic Stage) 22Z
6 Estimated Performance Map for Duct Flow Fan A

(21% Surge Margin at 100% N//8) 23
7 Estimated Performance Map for Duct Flow Fan B

(14% Surge Margin at 100% N//e) 24
8 Measured Basic Single Stage Performance Map for

Supercharger Fan Section (301 Fan Supercharger) 25
9 Estimated Performance Map for Fans A and B

(Supercharger Section) 27
10 ALF-504 High-Bypass Fan Engine 28
11 ALF-504 Fan Engine Variable Nozzle 29
12 ALF-504 Fan Engine Installation Drawing 30
13 Fan Blade and Disc Stresses 33
14 Fan Rotor Blade Airfoil Composite, Scale Approxi-

mately ZX 34
15 Midspan Shroud 35
16 Root and Groove Stresses 37
viii
Figure Page
43 Fan Configuration B (SM = 14 Percent, A 1 8 = 1190

Square Inches) Estimated Performance at 5000
Feet on Standard Day 81

Square Inches) Estimated Performance at 10, 000



Square Inches) Estimated Performance at Sea Level
on Tropical Day (900 F) 85

Square Inches) Estimated Performance at 5000 Feet

Feet on Tropical Day (510 F) 87
50 Fan Configuration B (SM = 14 Percent, A =1190

51 Fan Configuration B (SM = 14 Percent, A 1 = 1190

52 Estimated Fan Performance Map for Configuration A

Showing Operating Lines With Two-Position Fan Ex-
haust Nozzle 91
xi
Figure Pagj
53 Fan Configuration A (SM = 21 Percent at 100 Percent

N/e8) Estimated Performance at Sea Level on
Standard Day With Two-Position Fan Exhaust Nozzle 92
54 Modified MQT Power Turbine First Stage Velocity

Triangles for 8. 5 Percent Reduced Inlet Flow
Function 94
55 Modified MQT Power Turbine Second Stage Velocity

Triangles for 8.5 Percent Reduced Inlet Flow
Function 95
56 ALF-504 Engine Program 98
57 Measured Flow Conditions Downstream of Rotor

(Reference 1 - "Some Studies of Front Fans With and
Without Snubbers") 103
58 Radial Surveys Downstream of ALF- 502 Fan Rotor,

Test -02 104
59 Analysis of Part-Span Shroud on Axial Velocity Pro-

file Downstream of Fan Rotor 108
xii
Figure. Page
17 Reduction Gear 38
18 Ring Gear Stresses 39
19 Reduction Gear Stress Analysis 40
Z0 Rotor Blade Frequency Analysis, N = 5245 RPM 44
21 Rotor Blade Vibration Interference Diagram 45
22 Rotor Blade Flutter Criteria 47
23 Fan-Power Turbine Torsion Analysis 48
24 Fan Rotor Deflection 49
25 Integral Lift Engine Noise at 200 Feet Radius and

110 Degrees 58
26 Engine Stations Used in Performance Evaluation 60
Z7 Fan Configuration A (SM = 21 Percent, A 1 8 = 1190

on Standard Day 65
28 Fan Configuration A (SM = 21 Percent, A 1 8 = 1190

on Standard Day 66



ix
Figure Page

33 Fan Configuration A (SM - 21 Percent, A 1 8 = 1190


Square Inches) Estimated Performance at 10,000

36 Fan Configuration A (SM = 21 Percent, A1 8 = 1190

37 Estimated Fan Performance Map for Configuration

A With Fixed Fan Exhaust Nozzle (A 1 8 = 1190 Square
Inches) Showing Operating Lines 75
38 Estimated Supercharger Performance Map With

Fixed Fan Exhaust Nozzle (A 1 8 = 1190 Square Inches)
Showing Operating Lines 76
39 Gas Ge'nerator Performance Map Showing Operating

Line 77
40 Estimated Fan Performance Map for Configuration

B With Fixed Fan Exhaust Nozzle (A 1 8 = 1190 Square
Inches) Showing Operating Lines 78
41 Fan Configurations A and B (A 1 8 = 1190 Square Inches)

Estimated Performance at Sea Level on Standard Day 79
42 Fan Configuration B (SM = 14 Percent, A1 8 = 1190

on Standard Day 80
x
LIST OF TABLES
Table Page
I Basic Laminar-Type Profile, 10 Percent

Thickness 15
II Fan Rotor Blading Design Data, Conical Sections

(Z = 32 Blades) 18
III Fan Stator Blading Design Data, Conical Sections 18
IV Integral Lift Engine Sideline Perceived Noise Level

at 500 Feet 52
V Integral Lift Engine Polar Perceived Noise Level

at 500 Feet 52
VI Polar Noise Field, Untreated Bypass Duct 53
VII Sideline Noise Field, Untreated Bypass Duct 54
VIII Attenuation of the Bypass Duct Treatment 55
IX Polar Noise Field, Treated Bypass Duct 56
X Sideline Noise Field, Treated Bypass Duct 57
XI Turbofan Engine Design Cycle Data 61
XII Turbofan Engine Design Efficiency and Loss

Assumptions 62
XIII Turbofan Engine Station Cycle Data 63
xiii
SUMMARY
Preliminary studies and final design studies of an integral lift fan en-
gine ALF- 504 were conducted using in all cases the Lycoming 502 fan engine
core and MQT power turbine. The fan full-speed design pressure ratio
is i. 25:1 at sea level standard conditions as specified by NASA. Pre-
liminary studies were conducted to determine the relative engine perfor-
rnance when supercharging with the fan alone and with the addition of
two core inlet duct supercharging stages. The results of the prelim-
inary studies show an increase in maximum sea level static thrust of
10 percent for the additional supercharged engine and an increase of
approximately 10 percent in velocity leaving the power turbine. Consid-
erations of the small thrust increase and added noise contribution of the
hot exhaust jet* resulted in a decision by NASA to base the final design
studies on the engine without additional supercharging. Another impor-
tant decision as a result of the preliminary studies resulted in an
increase of fan tip speed from 985 ft/sec to 1100 ft/sec. This tip speed
increase reduced the rotor blade hub overturn (turning past axial in the
relative system) from 25 degrees to 10 degrees in the final design, and
gives reasonable assurance of flow stability into the core compressor.
The final design studies includes detail analysis of fan aerodynamics,
fan and reduction gear mechanical design, fan dynamic analysis, engine
noise analysis, engine performance, and weight analysis.
Aerodynamic design of the fan includes consideration of the splitter

shape and location as this affects local streamline curvature and static
pressure gradient. A solution is realized when the splitter stagnation
streamline static pressure shows the same value for the duct and core
flows. Semi-empirical analytical technique making use of test data
from the Lycoming 502 fan has been included in the axisymmetric flow
solution to account for the effects of part-span shroud pumping, wake
profile and higher losses behind the rotor shroud.
Important design parameters of the final fan aerodynamic sea level

standard design point condition for the ALF-504 fan engine are:
1. Total fan flow 421. 1 lb/sec
2. Bypass ratio 12. 5
3. Fan pressure ratio 1. 25:1
A diffuser after the power turbine was not used in either case.
4. Fan design efficiency 88 percent polytropic
5. Fan tip speed 1100 ft/sec
6. Fan tip diameter 48. 0 inches
7. Fan inlet hub-tip ratio 0. 392
8. Rotor hub overturn 10 degrees
9. Rotor inlet relative tip Mach number 1. 15
10. Absolute Mach number at inlet of core stator 0. 74
Stress and dynamic considerations of the fan rotor blade and disc
based on use of titanium material and a part-span shroud located at an
18-inch radius show the steady stresses to be low compared with the
material yield stress. The tangential stress at the disc bore is 43 ksi
compared with 132 ksi yield, and the hub blade centrifugal stress is
26. 5 ksi. First bending frequency is free from first-, second-, and
third-order excitation above 80 percent speed, and therefore should
provide adequate inlet distortion margin from a mechanical standpoint.
Blade flutter analysis shows adequate design margin in torsion and
bending when compared with NASA criteria.
Fan noise analysis without inlet treatment based on a modified Smith

and House method shows a maximum 500 feet sideline noise of 98. 6
PNdB at 70 degrees from the inlet for this component.
The total 500 feet sideline maximum engine noise without any acous-
tical treatment is 104. 5 PNdB at 100 degrees from the inlet. Use of two
sound-attenuating rings in the bypass duct in addition to wall treatment of
this duct reduced the 500 feet sideline engine noise at 100 degrees from
the inlet to 97.0 PNdB. This 7. 5 PNdB engine noise reduction requires
an increase of 3. 8 inches in bypass duct diameter, produces a minimum
of 2. 5 percent loss in sea level takeoff thrust, and adds 58 pounds in
weight to the engine because of the attenuating rings alone.
Sea level maximum static thrust is 8370* pounds with a 0. 302 lb/hr per
lb specific fuel consumption. Use of a two-position variable duct exhaust
nozzle gives 16 percent higher net thrust at 0. 4 flight Mach number sea
level and 15 percent improved specific fuel consumption
Does not include added pressure loss of sound-attenuating rings in by-

pass duct.
2
The nozzle goes to the closed position (12 percent closed) when a
flight Mach number of 0.4 is reached, to rematch the fan at the sea
level takeoff point. Engine acceleration time from a steady-state con-
dition of 80 percent maximum thrust to 93. 2 percent (66 percent of 80
to 100 percent) is estimated to be 2.5 seconds in the sea level flight
Mach number range of 0 to 0. 4.
The dry engine weight without starter but including bypass duct sound-
attenuating rings and wall treatment is 1419 pounds.
INTRODUCTION
The relative simplicity and the advantages and disadvantages of

VTOL and STOL aircraft have been studied and debated in this country
and in Europe for more than a decade. Indeed, many system concepts
have evolved and a large variety of powerplant types and aircraft sys-
tems have been built and tested. Since these aircraft have been devel-
oped largely for military application, the noise by-product was of little
consequence. However with application of VTOL and STOL to commer-
cial aircraft, noise generated during takeoff and landing has become of
paramount importance, with maximum effort and considerable funding
being expended both to quiet existing engines and to better understand the
fundamentals of the interplay between basic aerodynamic design of fans,
compressors and turbines, and noise generation.
As an effort to demonstrate the relative quiet of STOL aircraft em-

ploying internal or external wing augmentation and aircraft of the same
seating capacity with VTOL capability, NASA (Lewis) has sponsored a
design and study program for lift cruise fan engines with Lycoming based
on the 502 fan core. These engines would provide power for a demonstra-
tor aircraft. It is intended that the outcome of this demonstrator program
would lead to the design, development, qualification, and procurement of
larger commercial VTOL aircraft and more powerful engines which
would be phased into commercial use in such size, range, and cruise
speed as to be economically viable.
The Lycoming 502 fan engine core was chosen by NASA for the dem-
onstrator program because of its relatively short length and low weight,
the many development and flying hours of the basic core, and the current-
ly intense fan program sponsored by the Air Force for the AX close-
support aircraft.
3
The design studies reported herein have all been based on the 502
fan core, and demonstrate the relative ease of converting the 502 fan
core to a high bypass ratio (BR = 12. 5) low pressure ratio (Pr = 1. 25:1)
fan for lift cruise application. The final design studies include detail
analysis of fan aerodynamics, fan stress and dynamics, reduction gear
design and stress analysis, fan and engine noise analysis, engine per-
formance evaluation, and weight estimation.
PRELIMINARY STUDIES OF SUPERCHARGED AND NONSUPERCHARGED

INTEGRAL LIFT ENGINE AND AIR PUMP
General
Prior to the final design phase of the integral lift engine, parallel
studies were made to determine the relative size, weight, performance,
and fan aerodynamics for the nonsupercharged engine and a design
having two supercharging stages following the fan. Reduction gearing
design studies for each engine were also conducted to show any signif-
icant differences involved. The results of these studies were presented
to NASA in February, and the decision was made to continue the final
design effort on the nonsupercharged engine. Its greater simplicity,
lower development cost, and reduced hot jet velocity after the power
turbine* (which may be a major noise contributor) more than offset
the 10 percent lower takeoff thrust compared with the supercharged
engine.
Engine Thermodynamic Performance
In this phase of study, only design point sea level static maximum
power performance was considered. The use of two additional super-
charger stages produced a higher cycle pressure ratio and increased
mass flow in the core to increase the engine power. The following
data summarize the performance results of the two engines studied:
*
In each case the MQT T55-L-11 power turbine is used without exhaust
diffuser or jet nozzle.
4
Fan Plus Two
Fan Alone Supercharging Stages
Wa tot - lb/sec 406* 449

W core - lb/sec 31. 2 34.4
Bypass Ratio 12.02 12. 02
Prf 1.25 1.25
Total Supercharging Pr 1. 25 1. 5
Overall Pressure Ratio 9.73 10.7
Ftot - lb 8000 8800
SFC - lb/hr-lb 0. 307 0. 300
Fan Aerodynamic Design
Two fans were studied, and they reflect the requirements of the
supercharged and nonsupercharged engines. These fans were based on
tip speeds of 985 ft/sec, which was later increased to 1100 ft/sec with
concurrence of NASA to reduce the hub "overturn" (turning past axial
in the relative system) with the belief that the added noise contribution
would be small and would be as much affected by the blade aerodynamic
loading as the increased tip speed. A summary of the more important
aerodynamic parameters follows:
Fan Plus Two

Prf 1.25 1.25
U t - ft/sec 985 985
N- RPM 4770 4550
Dt - in. 47. 244 49. 606
Hub/Tip Ratio, Inlet 0. 385 0. 385
Wa tot - lb/sec 406.0 449.0
Rotor Tip Rel Mach No. 0.80 0. 80
Rotor Hub Overturn - deg 25 25
Final design based on 421. 1 lb/sec
5
Reduction Gearing
Reduction gearing design studies were made for the supercharged and
nonsupercharged fan designs with appropriate reduction ratios. The
study included designs utilizing a rotating planet and carrier with fixed
ring gear as a possibility to reduce the gear envelope and weight and to
allow positioning of the gear further downstream in the inlet housing to
reduce the overall engine length. The results indicated the bearing loads
of the rotating carrier to be excessively high for the package required
for this application, and this approach was, therefore, abandoned.
Gearing having fixed planets and a rotating ring gear (the type used in the
Lycoming 502 engine) was used as the basis of the final analysis. Re-
sulting design parameters for the appropriate gearing of the nonsuper-
charged and supercharged fan engines are as follows:
Fan Plus Two

Reduction Ratio 3. 56 3.73

Output Torque-ft/lb 9080 9520
Output Speed - RPM 4770 4550
Number of Planets 5 4
Face Width of Sun and
Planets - in. 2. 85 3.12
Air Pump
In this study major emphasis has been directed to the integral lift
engine powerplant; therefore, only a cursory study has been conducted
for the air pump design concept as agreed upon by NASA.
The fan design was based on a pressure ratio of 3. 5:1 with the bypass
ratio dependent upon the static pressure desired after the power turbine
and associated exhaust nozzle configuration. The fan design could be
effectively accomplished from an aerodynamic standpoint with either
three or four stages.
The optimum number of stages would depend upon design trade-off

studies showing the effect of relative tip speed (higher for the 3 stage
design) and number of stages on fan noise, gear reduction ratio size and
weight, and fan weight.
6
The fan supercharges the 502 core and, therefore, gives a significant
temperature, pressure, and flow increase into the core of the fan engine.
The study revealed that because of the temperature increase at the core
inlet, the referred speed of the core compressor is 83. 5 percent of
design value. At this speed the core compressor requires operation with
the bleed port open to prevent surge.
Two solutions to this problem are available:
1. Increase of the core rotor speed above the present 19, 260 rpm
value, which requires reset of the turbine nozzles and a review of
the modifications required by the increased stresses.
2. Removal of one or more of the front stages of the core compressor

to lower the overall pressure ratio and allow acceptable operation
without requiring the bleed port to be open.
Both solutions are practical but require more extensive modifications

than compatible with the minimum modification approach of this study.
Accordingly, further analysis of the air pump design was not conducted.
FAN AERODYNAMIC DESIGN
Design Point Conditions and Data
A fan with 1.25:1 SLS (sea level static) total pressure ratio has been
selected for the present study. This design pressure ratio corresponds
to maximum SLS power setting of the 502 core at maximum rating tur-
bine inlet temperature. The corresponding fan mass flow rate and by-
pass ratio follow from the power delivered by the supercharged engine
core, the fan efficiency, and the condition of ambient static pressure
level at exit of the power turbine (no turbine exit diffuser). An 88 per-
cent polytropic fan efficiency is assumed as a realistic target value for
a low hub tip ratio transonic fan stage with moderate pressure ratio and
low supersonic relative tip Mach number. Initially, the fan design tip
speed was set at 985 ft/sec. This speed, however, resulted in a specific
work input coefficient Ah/U2 considerably larger than 1 at the hub sec-
tion and in a positive slope of the r - cp operating characteristics for
the entire supercharging section of the fan rotor blade. The tip speed
was subsequently increased to 1100 ft/sec in order to minimize the risk
of core flow instability.
7
The final fan SLS design conditions are summarized below:
Total Stage Pressure Ratio P/P = 1.25:1

Total Mass Flow Rate Watot = 421. 1 lb/sec
Cor Engine Mass Flow Rate Wa = 31.2 lb/sec
Bypass Ratio BR = 12. 5:1
Tip Speed U t = 1100 ft/sec
Target Total Polytropic Efficiency lPtot = 0. 88
Aerothermodynamic Design Concept
The main aerothermodynamic problem consists of designing the core

supercharging fan section and matching its flow path with the existing
50Z fan-core transition duct without increasing the engine length. This
latter condition limits the rotor exit hub diameter and the hub work
input capacity. With the tip speed increased to 1100 ft/sec, the hub
1;- cp characteristics still has a slight positive slope with a specific
work input coefficient (Ah/U 2 )hub = 1.22.
Overturning gradually disappears over the channel height and the flow
conditions at the supercharger upper section are conventional with
(h/UZ)tip = 0. 8. The aerodynamic conditions in the supercharger flow
region are influenced by the meridional curvature of the core flow path
and by the location, orientation, and thickness of the core-duct flow
splitter. The meridional curvature of the core flow path raises the
meridional velocity level near the inner wall. In order to minimize the
core stator inlet Mach number, both the tangential and the meridional
velocity components at rotor exit should be minimized in the inner wall
region. Minimizing the tangential component requires an increase of
the hub radius, which, however, results in an increase of the core
channel curvature and the hub meridional velocity component. Similar-
ily, the location, orientation, and thickness of the flow splitter deter-
mine the annulus area at inlet of the core stator and the average stator
inlet velocity. The overall curvature of the core flow channel and the
stator hub inlet velocity are also affected by these variables. The
channel and splitter configurations thus markedly influence the flow
conditions in the critical supercharger fan section, and their interaction
must be studied in arder to optimize the aerodynamic fan design. The
8
core flow path matches the 502 core at the upstream flange of the fan
support casing. Therefore, the present design allows use of the 502
core cast inlet housing and bearing support structure.
The flow conditions are calculated with Lycoming's IBM Program

R1 36, which solves the complete radial equilibrium equation for the
axisymmetric flow field of a turbomachine with a bypass flow splitter.
The splitter streamline separating the core and the fan duct flows is
subject to two conditions at the splitter stagnation point, perpendicular-
ity to the splitter nose and vanishing of the streamline curvature.
Both flows domain upstream and downstream of the splitter nose are
treated simultaneously in the iterative computation procedure, which
usually converges within 50 iterations.
In addition to the fan design data specified above, the following as-
sumptions are made for the calculation of the flow conditions:
The compression process through the fan rotor blading is charac-

terized by a polytropic efficiency that varies along the blade span
according to Figure 1. The stator losses are defined by a total
pressure loss coefficient w = 0. 05, which is constant over the radius
except in the vicinity of the inner and outer walls, where the stator
losses are increased to account for additional wall boundary layer
and secondary flow effects. The rotor work input is determined in
conjunction with the assumed rotor efficiency and the stator losses
in such a way as to produce a constant overall fan total pressure
ratio P/P = 1.25:1, except at the wall regions, where the additional
stator losses are superimposed and result in a slight total pressure
deficit. It will be seen in Figure 1 that the fan rotor polytropic
efficiency has been decreased on the part-span-shroud streamline
in order to take into account the effect of the shroud wake. The
semi-empirical procedure used to simulate that effect is based on
published test data (I) and in-house tests by Lycoming and is described
in Appendix I. Finally global flow blockage effects of 1 percent at
fan rotor exit and 2 percent at both fan duct and core stator exit
stations have been assumed.
The fan hub flow conditions are critical because of the low hub ro-
tational speed resulting from the low hub tip ratio and tip speed limit-
ation. However, for a given tip speed and a given rotor exit hub radius,
the rotor hub speed can be increased by decreasing the fan annulus area,
i. e., by increasing the fan specific flow capacity. The fan inlet Mach
9
1.0
0.9
U
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LL
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U
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-j
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a-
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0.7
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HUB MASS FLOW PERCENT TIP
Figure 1. Rotor Polytropic Efficiency.
10
number consequently has been set at the highest level compatible with
a favorable overspeed flow margin potential, namely 0. 55 as an average
value. For aerothermodynamic and noise reasons, the fan is designed
without inlet guide vanes. Moreover, the core-duct flow splitter is
located downstream of the rotor blading in order to allow for increased
rotor-stator spacing in the duct section without increasing the length of
the fan-core transition duct. In addition the fan duct stator tip is leaned
in the downstream direction to further minimize wake noise. Figure 2
shows the fan meridional flow path with the stations used in the IBM
program R136 calculation and the streamline pattern.
The results of the aerodynamic design optimization are illustrated

by the velocity triangles shown in Figure 3. The first three triangles
describe the flow conditions in the supercharger section. With the tip
speed increased from 985 to 1, 100 ft/sec, both the rotor flow overturn-
ing and the Mach number at entrance of the stator have been reduced to
favorable levels ( Zhub = 10.4 degrees and MVZhub = 0.715, as compared
with 25 degrees and 0.75 to 0.8 with Utip = 985 ft/sec). As a result of
the slight relative flow overturning, the highest rotor flow deceleration
rate does not occur at the hub section but in the splitter region. The
stator hub section, however, is subjected to the highest deceleration
rate, which is somewhat above usual practice for stator design. The
corresponding velocity ratio (V5/V4)hub = 0.712 is accordingly slightly
lower than desirable for a shrouded design. (See "Aerodynamic Blading
Designs ")
The last three triangles describe the flow conditions through the upper
fan section, which are typical of conventional transonic design practice.
IBM Program R136 output section given in Appendix II contains a

complete set of flow data that substantiate the basic aerodynamic design
concept.
Aerodynamic Blading Design
Rotor Blading. - The main blading design problem consists of select-

in a favorable compromise between the conflicting aerodynamic, weight,
and acoustic design requirements. For the tip section, a profile with
thin leading edge and maximum thickness located at 50 to 60 percent
chord station is required. A double-circular-arc profile would be ad-
equate.
11
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13
A laminar type profile superimposed on a circular mean camber
line, however offers better aerodynamic properties for the subsonic
blade portion while retaining the favorable characteristics of the double
circular type in the transonic region. Such a profile has been used ex-
tensively in classical Lycoming transonic rotors with excellent overall
performance results, and it is selected here as the best design com-
promise for all blade sections. The basic 10 percent relative thickness
distribution is shown in Table I. Any desired relative thickness value
is obtained by multiplying the basic 10 percent profile ordinates by the
corresponding thickness factor. For this study the number of blades has
been selected so that the blade passing frequency (Z x RPM/60) stays
below the lower limit of the critical acoustic range of 2800 to 4500 hertz.
Thus Z = 2800 x 60/5245 =32 blades. Two blade aerodynamic loading
formulas are currently used to select the blading solidity, namely
NACA's diffusion factor D, which is relatively insensitive to solidity,
and Zweifel's aerodynamic loading factor Ja, which is directly propor-
tional to relative blade spacing. Zweifel's criterion aopt = 0- 9-1. 1 is
often used in conventional blading design, but rotor hub sections have
consistently demonstrated a higher loading capability without noticeable
performance penalty. From a weight standpoint, it is of course desir-
able to design for minimum solidity and maximum aspect ratio compat-
ible with good performance and mechanical integrity. On the other hand,
it is imperative to insure adequate tolerance of the rotor blading to dis-
torted inlet flow conditions, a requirement which is most efficiently ful-
filled by designing for low aerodynamic loadings, i. e., high blading
solidities, and low aspect ratios. For the hub section a maximum D
value of 0. 5 has been set as a compromise between the above conflicting
requirements. The selected hub chord length Chub = 3. 38 inches results
in a solidity ahub = 1.77, Dhub = 0. 486 and *ahub = 1.27. For the tip
section, otip = 1.0 is an adequate solidity for transonic operation with a
normal shock wave in the cascade entrance region. This calls for a tip
chord of 4. 73 inches, thus a 40 percent blade chord elongation from hub
to tip. The tip loading conditions then are Dtip = 0. 298 and p
=ati0. 546.
Based on the mean chord length of 4. 05 inches, the rotor blade aspect
ratio is approximately 3. 5:1.
The next step consists of selecting the design point incidences. In a

low pressure-ratio fan discharging through a fixed nozzle, the operating
line undergoes a considerable shift between static and flight conditions.
At 0. 6 flight Mach, for example, the ram compression ratio is of the
same order as the fan design pressure ratio, and the fan nozzle expansion
14
I 11 ~ 1
0
I
!- (..
z
~~~~~~~~~~o
o
I- 0Y) oo
w~~~
LA cLA
H 00
0~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~C
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15
ratio thus would increase from the SLS design value of 1.25:1 to 1. 55:1.
If the nozzle is sized for SLS conditions, its area will be too large for
cruise operation, and the actual fan cruise operating pressure ratio con-
sequently will drop to a substantially lower value than the SLS design
value, which would result in lower fan efficiency and thrust perform
ances. Both effects can be minimized by selecting positive angles of in-
cidence at SLS conditions. This relationship is shown schmatically in
the following sketch (the performance data quoted on the sketch corres-
ponds to SLS and 0. 4 Mach flight conditions and are taken from the per-
formance evaluation presented under "Engine Performance"). The
1.20
FAN SLS DESIGN POINT
1.25
1.26
.2conditions
_ _ IJ OPERATING
0.78
1.187 * POINTS AT
Tp=0.73 A *N Mf 0.4
320 360 400 440
Ib/s.c
better cruise performance of fan B is obtained at the expense of opera-

ting the blading closer to the surge line at sea level static conditions.
The reduced SLS surge margin, however, is critical with regard to
operating conditions with inlet flow distortion, and it is advisable to
select conventional design incidences for safer VTOL operating
conditions.
16
A variable fan nozzle area will be required to achieve optimum
cruise performance.
For the subsonic portion of the blading, a 0-degree incidence relative

to the mean camber line constitutes an optimum compromise between
efficiency and surge margin. In the transonic region, the profiles are
usually designed and set so that the tangent to the suction contour at the
midstation of the uncovered segment is aligned with the direction of the
relative inlet velocity.
The above ground rules will be followed for final blading design. It
must be emphasized that the selection of 32 blades to avoid the critical
noise frequency band of 2, 800 to 4, 500 hertz constitutes a major design
constraint, which is reflected by the comparatively large chords neces-
sary to obtain favorable aerodynamic loading conditions. Because of its
direct bearing on engine weight, this particular aspect of the noise
problem should be critically examined prior to final blading design
selection.
Table II presents typical design data for the presently selected 32-
blade rotor. Sample conical blade sections are defined corresponding
to the velocity triangles shown in Figure 3.
Core Flow Stator. - The core stator flow conditions are illustrated in
Figure 4. Although the stator inlet Mach number has been kept down to
a very favorable level, the flow turning angles are comparatively large,
and the deceleration rate at the hub section is close to the upper limit
allowable for a shrouded stator design (V 5 /V 4 = 0. 70-0. 75). In this
case, 'ahub = 1.0 must be considered as a maximum value. This con-
sideration requires a solidity Chub = 2. 2, which results in Dhub = 0.45
and 105 blades with a chord length Chub = 1. 3 inches. The blade can be
conveniently manufactured from a basic strip stock profile with constant
chord, coined to produce the slight twist and camber variation required.
The basic profile uses NACA 65 series of 7 percent thickness distribu-
tion superimposed on a circular mean camber line. The blade is de-
signed and set for 0-degree incidence over the entire core channel height.
Table III presents blading design data for the three sections correspond-
ing to the flow conditions shown in Figure 4.
It will be seen from Figure 4 that for a single row stator, it is

necessary to increase the meridional velocity level across the blading in
order to achieve favorable aerodynamic blade loading conditions. This
17
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19
situation generally results as part of the design in highly loaded compres-
sor stages. A lower stator exit velocity level could be realized by using a
double-row stator assembly. This alternate solution will be examined
prior to final blading design selection.
Fan Duct Flow Stator. - The duct stator flow conditions are illustra-
ted in Figure 4. They do not present any critical problem from a blading
design viewpoint. Consequently, design emphasis is put on noise abate-
ment. A stator/rotor blade number ratio of 2.25 is desirable, and this
calls for 71 stator blades. The axial distance available between the trail-
ing edge of the fan rotor and the leading edge of the fan support struts
allows for an average spacing of approximately 1.5 mean rotor chords
between the rotor and the stator blading.
The blades can be manufactured from a basic strip stock profile with
constant chord. With the comparatively high aspect ratio of the 71-blade
design, it is adviseable to limit the aerodynamic loading to * a values
smaller than 1. 0 in order to avoid or minimize the loss of surge margin
generally observed in higher aspect ratio bladings. With a mean hub tip
ratio of 0, 52 and a constant chord design, the highest loading occurs at
the tip section, where latip = 0. 95 has been set as a maximum value. The
selected 71-blade design requires a chord length of 2. 5 inches result-
ing in a tip solidity c tip = 1. 142 and Dtip = 0. 333. At the hub section,
ahub = 2.19, ahub = 0.713 and Dhub = 0.360. The basic profile
again uses an NAGA 65 series, 7 percent thickness distribution super-
imposed on a circular mean camber lineo The blade is designed and set
for 0 degree incidence over the entire duct channel height. Table III pre-
sents blading design data for the four conical sections corresponding to
the flow conditions shown in Figure 4.
Fan Performance Evaluation
Performance maps for both the fan duct and the supercharger sections
have been established by scaling measured basic performance maps of
stages with similar design conditions. The scaling is effected on the basis
of prescribed ratios of the design point mass flows, pressure ratios, and
efficiencies. The pressure ratios are obtained by assuming a constant
effective work input factor ( A h scaled/A h basic) design and a constant
efficiency factor ( I scaled/ rl basic) design for all corresponding off-
design points.
20
The scaled maps predict the actual performance characteristics with
an accuracy that depends upon the degree of similarity shown by the basic
and the actual designs. Since existing and new designs generally exhibit
only limited similarity, it is important to select the basic maps and their
representative design points in such a way as to best simulate the most
essential characteristics of the new design.
Fan Duct Section. - The measured basic map is shown in Figure 5. It

pertains to an experimental transonic stage with the following design-
point characteristics:
Total Pressure Ratio Pt/Pt 1. 404
Referred Mass Flow Rate Waref = 55. 6 lb/sec
Tip Speed U tip = 1188 ft/sec (Muo = tip = 1.064)

a tot
Hub-Tip Ratio v = 0. 47
Adiabatic Efficiency T ad = 0. 83
For scaling, basic design points of fans A and B (with 21 percent and
14 percent surge margin at 100 percent N/f0 respectively) have been
selected on the MUO = 1.0 speed line, which corresponds to 1115 ft/sec
tip speed. This provision insures good aerodynamic similarity for the
transonic tip region, and also reflects the requirement for a favorable
overspeed flow margin necessary to optimize cruise performance. With
(P/P)basic = 1. 37, point A is representative of the conventional blading
design approach adopted for fan A (SM = 21 percent at 100 percent N/f0 ).
With (P/P)basic = 1. 406, point B represents a design that compromises
surge margin in order to minimize cruise performance degradation with
a constant fan nozzle area. The efficiencies have been slightly scaled to
the assumed 88 percent target polytropic value for both A and B fans.
Figures 6 and 7 show the resulting estimated maps used for the engine
performance evaluation.
Supercharger Section. - The basic tested map is shown in Figure 8.

The map represents the supercharger section of the T53-301 fan with the
following design-point characteristics:
21
.)
c o
0
Uw
-
44
.-4
, I
Lfl
d/d OI.Vl 3nflSS3Id VIOI.
22
z
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t~~~\,\
~~~~~~~
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•~~~~~ t
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:
bf)
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d/d
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23
I ". "'\\ (f
~~~\ \
f3L
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,,\\ \,
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(~~~~~~~~~~~
~~~~~~~~~\ \,
\\ \
~~~~~~~~\~,
\\
\\~~~~~~~~~~\\\
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24
0L
a-
0
n-
tu
w
w
n,
U,
a-
Z-
-J
6 8 10 12 14 16 18 20 22
REF. MASS FLOW RATE Wap Vl2/8 2 Ib/sec
Figure 8. Measured Basic Single Stage Performance Map for Supercharger

Fan Section (301 Fan Supercharger).
25
Total Pressure Ratio (Pt/Pt) = 1. 577
Referred Mass Flow Rate Waef = 18.5 lb/sec
Mean Specific Work Input Coefficient ( Ah/U ) = 0. 82
Polytropic Efficiency l p = 0. 82
Since the flow conditions are subsonic, the essential similarity para-
2
meter for scaling is the mean specific work coefficient Ah/U . The 0.82
value of the 301 supercharger section comes reasonably close to the 0.92
value of the present supercharger design. This ensures that the main
characteristics of the supercharger section, namely the flat slope of the
speed lines, is satisfactorily reproduced by the predicted map. The
design-point polytropic efficiency has been sealed up from 82 to 86 per-
cent to account for the favorable effects of the larger size and the lower
blading Mach level of the present design.
Figure 9 shows the resulting estimated map used for the engine per-
formance evaluation.
MECHANICAL DESIGN
General
The core engine LTC4B12 is completely compatible with present fan

engine and is preceded by considerable work to produce the 502 fan en-
gine. Consequently, the investigations presented in this section are re-
stricted to the new fan component, reduction gear, housing, and exhaust
nozzle.
A flow path view of the integral fan engine ALF-504 is shown in Figures 10
and 11. The core engine is identical with the 502 fan engine. The installa-
tion drawing of the engine with mounting pad locations is shown in Figure
12. The mounting pad location and engine support method are similar
to those of the 502 fan engine. The new fan design is based on the follow-
ing mechanical data at sea level, standard day, static conditions:
Gas Generator Speed 19, 260 rpm
Power Turbine Speed 16, 870 rpm
Fan Wheel Speed 5, 245 rpm
26
·
- c~~~~~~~~~~~~~
NN /"~~~~~~~~~~~~~~~~~~~~~~"-
Ns U
\ \ .=__
\" \c
6)
SN
\\ \
,', \ 0 ! \ \
LLI
0\ uU]
\~~j\ x \ \\ \
c~~~~~c
\\ d\ ~o
,\\ ,
\"'\ \ (
U,
- 0
h\ n CC
k~~~~~~~~~~~~~~
bL
0 .0 SN C\
SN SN- - 0 C~~~
di \VflSd*WO ~ ~~~~~~~~~~
d,'
OlZVd nss \ \voi
0.)
27
a)
o-4
C:
0
we
(d
,4
U)
,.-
.bfl
28
C-
IL -
N
N
0
z
.a
o-4
Q)
rln
U)
14
-G4
,4
29
--- -i/-* w A
aa Ca CAm Ioewr
'V:RCm
Figure 1Z. ALF- 504 Fan Engine Installation Drawing.
30
Figure 12. ALF-504 Fan Engine Installation Drawing. (Cont'd)
31
Fan Wheel Limit Speed 5, 600 rpm
Fan Wheel Maximum Speed 6, 400 rpm (mandatory inspec-

tion required)
Power Turbine Power 6, 240 hp (10 percent over SLS

cycle value)
The geometry of the fan wheel is shown in Figure 13 with the material
strengths and the corresponding stress and strain distributions for the
blade and disc. These distributions are based on a constant temperature
of 200°F and a speed of 5, 245 rpm.
Disc
It is seen from Figure 13 that the stresses in the disc at the opera-
tional speed of 5, 245 rpm are much lower than the allowable stresses and
that the low-cycle-fatigue life, resulting from the disc strain distribution,
is greater than 105 cycles. For the fan overspeed condition of 6, 400 rpm,
the low-cycle-fatigue life exceeds the design criterion of 20, 000 cycles.
Rotor Blade
The blade stress distribution that is shown in Figure 13 is a result of

the centrifugal loads developed from the fan speed of 5,245 rpm. The
bending stresses in the blade due to gas loading have not been included.
The anticipated bending stress is in the order of 40 ksi at the base of the
blade and will exist only if the blade airfoil sections are stacked on a
radial line from the hub to the tip. This blade will not be a stacked blade,
but rather a leaned blade, and the centrifugal bending stresses resulting
from the lean will be adjusted so that they will cancel the gas bending
stresses. The ultimate result will be a blade stress distribution close to
the distribution shown in Figure 13. The stacked set of airfoil sections
is shown in Figure 14.
Midspan Shroud
The geometry of the midspan shroud is shown in Figure 15. Bending

stresses due to centrifugal loads have been calculated at sections x-x and
y-y for a radial shroud thickness of 0. 14 inch. The values of these bend-
ing stresses are shown in Figure 15 along with the yield and ultimate
strengths for the blade material, Ti-6Al-4V.
32
o
.J
U i'
0
c o N (N C
('NI) - snila¥v
C o
0
/ 0
t
II
cc .j'
In
A.l
CII 4 F U- ,-
t a)
I
In
In
Vn
Y Y
CD
II II
LI. _ IL2
o . rO
)-
('NI) - silaVa
C.
w
I-.
I
~'0-I
i - i I A I I I
-a W ( 0D W 0 -a (N 40
(N cm (N - - - -
(CNI) - SnlavI 4A
lbj==+
33
Y
ENGINE CENTERLINE
Figure 14. Fan Rotor Blade Airfoil Composite, Scale

Approximately 2X.
34
0.75
'1
12
I
X X
ENGINE CENTERLINE
N = 5245 RPM
Y
Ti - 6AI -4V, 200 F
MIDSPAN RADIUS - 18.00 IN.
I
BENDING STRESS
SECTION STRESS - KSI
X-X 35.00
Y-Y 40.00
SHROUD THICKNESS - .14 IN.

Ft y = 132 KSI
Ftu = 143 KSI
Figure 15. Midspan Shroud.
35
Blade and Disc Root
The root and groove geometry shown in Figure 16 is the same as the
dovetail that is used in the 502 core engine. The nominal and maximum
tenon hoop stress and the nominal and maximum tenon tensile stress have
been computed at the base of the root groove. The tenon tensile stress
concentration factor is 3. 8, and the tenon hoop concentration factor is 2. 0.
The stress values are tabulated in Figure 16, and the groove low-cycle-
fatigue life resulting from these stresses is greater than 105 cycles.
Gears
The new reduction gear train design (Figure 17) is similar in principle
to that of the 502 engine. The reduction ratio has been increased from
2. 30:1 for the 502 to 3. 22:1 for the ALF-504 design. To transmit the ad-
ditional torque, the gears were made larger in face width to operate with-
in the allowable tooth bending stress required for infinite gear tooth life.
The five planet gears are more critical in design than the sun gear since
they operate under reversed bending loads; therefore, the maximum tooth
bending stress was set at 28 ksi. The resulting planet gear face width is
2. 61 inches, and the corresponding tooth compressive stress is 133 ksi
with an-allowable stress of 145 ksi.
The ring gear has been analyzed to determine the hoop stresses result-
ing from the loads applied by the five planet gears. The loads applied by
each planet are the radial load W r, the tangential load Wt, and the bend-
ing moment M. A hoop stress also exists because of the rotational speed
W of 5, 245 rpm. The hoop stress distributions over that segment of the
ring between the planets are shown in Figure 18.for both the inside and
outside surfaces. These four distributions are summed to obtain the total
hoop stress distribution, and is shown in Figure 18. For the inside sur-
face of the ring, the bending stress of : 28 ksi at the base of the gear tooth
has been added to the total hoop stress distribution, at points on each side
of the ring gear tooth, meshed at each planet (see Figure 18). This is a
conservative practice because both of these stresses do not occur at an
exact point, but it has been done because they occur in the same plane.
Tabulated in Figure 18 are the maximum, minimum, mean, and alternat-

ing stresses for the inner and outer surfaces of the ring. Applying the al-
ternating and the mean stresses to the modified Goodman diagram shown
in Figure 19 it is seen that the ring gear stresses are well within the safe
operating range.
36
OR
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0
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37
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39
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40
Fan Housing and Support
The fan housing and front frame will be cast magnesium and includes the
same design concepts as the 502 fan inlet housing. There are 12 struts,
one of which contains the accessory drive and starter shaft.
Engine mounting is accomplished through three mount pads on the hous-

ing. The top two pads support the engine weight and transmit thrust
through a yoke, while the third pad gives mounting stability to the system.
Similarity of the housing design with that of the 502 fan engine insures an
optimal mechanical design.
Mechanical Design Study of Fan Duct Variable Area Nozzle
The variable area nozzle type selected is an iris construction made of

two conically shaped and slotted members actuated by a contained air
bladder mounted around the external circumference. The design concept
and mechanical details are shown in Figure 11. The conical members are
slotted to form individual fingers which permit the required deflection and
necessary area reduction (from 1190 to 1045 square inches). The design
of the nozzle is based on a two-position geometry, and "overshoot" is pre-
vented by mechanical stops that are welded to the outer side of the nozzle
wall. The bladder was chosen to provide the actuating mechanism because
of its simplicity, the low temperature of the bypass duct, and the low
force required to oppose the nozzle aerodynamic load (470 pounds radial
and 250 pounds axial). Air pressure to inflate the bladder is supplied
from the compressor or fan when the flight Mach number exceeds 0. 4.
The nozzle will automatically go to the open position (the fail-safe posi-
tion) in the event of bladder failure and prevent fan surge at flight Mach
number above 0. 4.
41
DYNAMIC ANALYSIS
Vibration and Flutter Analysis of the Rotor Blade
General. - For the analysis, the fan blade is represented by a lump-

ed mass model that is supported at the base (cantilevered), and partially
restrained at a part-span shroud location. The sketch below shows the
system of axes used in the analysis:
kC CASE B
KY = 2.7 x 10
Kz 2.7 x 106
KR = 2x 10 5
KR
KR = 2 x 105
1 x 105
K RY=
K = 1x106
K6 = 1x 106
KR = 1 X106
KR = 1 106
KR =
K = 1 106
1
8.25 IN.
POINT OF FIXITY
MATERIAL: TITANIUM NUMBER OF BLADES
MODULUS OF ELASTICITY = 0.163 LB/IN. 3 Z = 32
E = 15x 106 LB/IN. 2 100% SPEED
SHEAR MOD. G = 6.5 x 106 LB/IN. 2 N = 5245 RPM

WEIGHT OF BLADE
W = 1.42 LB
42
A transfer matrix method (Lycoming library program D105) is
used to calculate the natural bending and torsional frequencies (uncoupled).
In the analysis, the part-span shroud location was varied in order to find
the optimum frequencies for a blade to be free from resonances and flutter.
The trend of frequencies is shown in Figure 20. For the selected shroud
location R = 18.0 inches, the frequencies are shown in the Campbell dia-
gram in Figure 21. The shroud is 0.75 inch wide and 0. 14 inch thick,
and is cut at midspan (12 degrees with engine axis) to produce locking
and prevent clockwise rotation looking down from tip to hub.
Results of Vibration Analysis. - In Figure 21, a band for the first

two frequencies is given to indicate the influence of different spring-
restraint conditions at the shroud (case A and B) because of some uncer-
tainty in its prediction.
The first bending frequency is principally free from resonance ex-

citation of low order (first, second, and third engine orders) above 80
percent speed. There is no fixed source of excitation in a fan inlet, but
it is known from experience that inlet distortions could contain second
or third order sources. The fan has to operate at speed below 80 percent
and, therefore, experimental test verification is recommended to deter-
mine a tolerable stress limit in the blade.
The first torsion frequency also is free of direct intersection at

100 percent speed. No fifth or sixth order of engine excitation are apparent,
and the torsion mode will be free from resonances in its range of operation.
Aeroelastic Analysis of Rotor Blades - The aeroelastic behavior of the

blade is judged by the flutter coefficients represented in the form of
W
2Zrf c
where W = relative inlet velocity

f = blade frequency
c = blade chord
Appendix III gives a more complete engineering development.
43
800
700 MODE 3
CL- 600
MODE 2 TORSION
>- 500
AVOID 5th ORDER

a 400
w
IX 4th
MODE 1
u 300 MINIMUM FOR FLUTTER
-J .___ ____AVOID 3rd ORDER

co 200
.;;,,,//// / 2nd ORDER
MINIMUM FOR FLUTTER
1
100
___ __
13 14 15 16 17 18 19 20 21 22
SHROUD LOCATION RADIUS - IN.
Figure 20. Rotor Blade Frequency Analysis, N = 5245 RPM.
44
a-
uE
U
I
>- 500 d BENDING

z
LU
U-
00 st TORSION1
U
x
300
200
100
0 1 2 3 4 5 1 6
100%
SPEED - RPM x103
Figure 21. Rotor Blade Vibration Interference

Diagram.
45
Speed Relative Stagger Flow Frequency Flutter Coeff.
(rpm) % Flow Vel Angle (deg) Angle (deg) Bend Tors. Bending Tors.
Tip 1234 58.6 60.7 240 418 1. 93 1. 1
5245 10(
3/4 1127 54 57.5 240 418 1.908 1.04
Span ft/sec
In Figure 22 the values of the flutter coefficient for the blade 3/4 span
are plotted against a limit that is obtained from publications and Lycoming
test data. A satisfactory safety margin exists for a shrouded blade even
if some uncertainty in the data exists.
Critical Speed Calculation
Power Train Torsion. - The power-train system from the fan to the
power turbines is represented by lumped inertias that are connected by
flexible elements. By a transfer matrix-type calculation (Lycoming
Library program D 112) the natural frequencies of the system are
determined. There is one natural frequency of NT1 = 6060 cpm for the
turbine shaft (36 percent speed) in the operating range where the fan rotor
oscillates against the power turbines. The system and its corresponding
mode shape are shown in Figure 23. The second mode occurs at NT 2 =
31, 200 cpm (185 percent design speed).
The sources of excitation originate in the reduction gearing from

faulty meshing. Experience has shown that these torsional excitation forces
are very small and of no threat to the system.
Fan Module Lateral Vibrations. - A lumped mass model of three

levels is employed to calculate the lateral natural frequencies of the fan
module and are found by the use of Lycoming program D103 . It is
assumed that the important lateral vibrations of the fan module occur
uncoupled from the core engine (Figure 24).
The fan rotor introduces inertial stiffening against the lateral motion.
Only one-half of the inertia is used to account for the flexibility of the
blades. The support stiffness in the core is calculated as a shell
See Appendix III for more complete analysis.
46
3TI/4 SPAN EQUAL POINTS
1.75
1.5
1.25 5.0
.-
·0 NASA
1.0 4.0 -,
z z
o0
U, 0.75 3.0 0
r~
z
w
I-
0.50 2.0
0.25 A = ~W 1.0
2.rr fc
0 0
0 1 2 3 4 5
j
a DEGREES TO LEADING EDGE TANGENT
Figure 22. Rotor Blade Flutter Criteria.
47
I lo
0
< -l
II II
--i
it
C
N3
·o EH
N01lD31a33 3AllIV3
+~~~~~~~~~~~~~~~~·
48
-_ _ N00 = 5,245 RPM
KL = 1 x107 KL = 1 x 108
KR = 1 x 105 KR =1x10 8
CONE
+1
z
0
U
w
1st
-0
--
LU
-1
Figure 24. Fan Rotor Deflection.
49
structure and conservative numbers are used. For the flexibilities of
the bearings, represented as lateral springs, conservative values have
been taken. The calculated natural frequency, therefore, should repre-
sent a lower bound. The mode shape is shown in Figure 24 and it would
occur at the first fan shaft critical N1 = 7, 082 rpm = 135 percent
operating speed.
There should be no problem from excitation resulting from unbalances,

and aerodynamic excitations from the inlet are unlikely to cause resonance
problems.
NOISE ANALYSIS
Fan Noise
Noise generated by the fan is governed by the tip speed of the fan, the
mass flow, and the spacing of the stator and rotor. The spectrum of the
noise is determined by the number of fan blades and their chord length.
The noise propagation is governed by the ratio of stator vanes to rotor
blades, and the duct aspect ratio.
The noise was estimated by the modified "Smith and House" (2) method,
which yields the pure tone and broad band noise for subsonic fans. Analy-
sis for this fan for 500-foot sideline conditions gave a maximum perceived
noise level (PNL) of 98. 6 PNdB at 70 degrees from the inlet. The method,
modified, by Avco Lycoming, is based on the experimental results derived
from PLF 1A and 502 fan tests. The correlation with measured data is
within ± 2 dB over the spectrum.
Core Engine Noise
The contribution of the compressor to the total noise is based on test

data for the T55-L-11Ao The turbine noise was computed because this is
the new design and test data are not available.
Exhaust Noise
Exhaust noise was computed on the basis of the "Kobrinsky" (3) method.
Since the exhaust velocities for the core are high, (above 800 ft/sec) no
corrections for combustor noise were made.
50
Total Noise Without Suppression
The noise generated by the engine was computed for a 500-foot polar
and sideline (Tables IV and V). In the extrapolation of the data to 500 feet
from 200 feet, only atmospheric attenuation was applied in addition to in-
crease square law attenuation.
The maximum unsuppressed PNL is 106.1 PNdB at 130 degrees from

the inlets The maximum sideline noise is 104. 5 PNdB at 100 degrees.
The predicted sideline perceived level (SPL) spectrum at 200 feet is
shown in Tables VI and VII.
Bypass Duct Acoustical Treatment
Since the maximum engine noise is in the rear quadrant and the maxi-
mum contribution to the PNL is by the fan, the treatment of the bypass
duct will reduce the noise levels in the rear quadrant.
The analysis of the bypass duct assumed equal spacing between the two
splitter rings in the duct. The duct height is 3. 5 inches and the flow Mach
number is 0. 514. In order to maximize the attenuation at the blade pas-
sage frequency of 2850 hertz, the backing depth of 0. 5 inch was chosen.
An attempt was made to optimize the impedance of the treatment with a
perforated plate, but sufficient flow resistance could not be achieved for
optimum design.. Hence, reinforced plastic material was selected. The
face material finally selected is fiber-glass cloth impregnated with a poly-
imid resin with flow resistance required of 3 rayls (MKS). The backing
is 0. 125 inch, hexcel 0. 5 inch deep. The impervious layers are also of the
fibe r- glass construction.
The assumptions made in the calculations of the attenuation were two-

fold: (1) the sound pressure is evenly distributed at the inlet to the split-
ter, and (2) the calculation is made for the least attenuated mode. The
results of the duct treatment are shown in Table VIII.
51
TABLE IV. INTEGRAL LIFT ENGINE SIDELINE PERCEIVED
NOISE LEVEL AT 500 FEET
Degrees Treated Bypass-- Untreated Bypass

From Inlet Duct (PNL, dB) Duct (PNL, dB)
20 85.0 85.0
30 91. 5 91.4
40 94. 5 94. 4
50 96.8 96.8
60 97. 3 97. 2
70 97.7 97.8
80 96.6 97.6
90 97. 1 100.6
100 95.7 102.6
110 97.0 104. 5
120 95.4 104. 2
130 96. 1 103. 1
140 93.1 99.9
150 93.1 96. 3
160 86. 9 89. 0
TABLE V. INTEGRAL LIFT ENGINE POLAR PERCEIVED

NOISE LEVEL AT 500 FEET
Degrees Treated Bypass Untreated Bypass

From Inlet Duct (PNL, dB) Duct (PNL, dB)
0 97. 3 97. 2
10 98. 5 98. 5
20 98.9 98.9
30 100. 0 99. 9
40 99.8 99.7
50 99.9 99.9
60 98.9 98.9
70 98.4 98.5
80 96.7 97.8
90 97. 1 100.6
100 95.9 102. 8
110 97.7 105. 2
120 96.9 105.9
130 99.0 106.1
140 98.0 105.0
150 100.5 104.3
160 98.5 101.8
.~~~~ ~~~~~~~~~~~~~~~~~~~~~
-- ~ - . , ., ?
52
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53
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54
TABLE VIII. ATTENUATION OF THE BYPASS DUCT TREATMENT
Frequency Attenuation
(Hz)
...... (dB)
500 2.0
630 2.5
800 3.0
1000 5. 5
1250 9.0
1600 13. 0
2000 17.0
2500 20. 0
3150 19.5
4000 17.0
5000 13.0
6300 10.0
8000 8.0
10000 8.0
Total Noise With Treatment
When the computed attenuation for the bypass duct was applied to the
bypass radiated noise, the polar and sideline noise changed in amplitude
and directivity. The maximum polar PNL is at 150 degrees and is 100.5
PNdB (Table V). The maximum sideline noise is at 70 degrees and is
97.7 PNdB (Table IV). The predicted SPL spectrum at 200 feet is shown
in Tables IX and X.
The treatment reduced the sideline noise at 100 degrees from 104.5
PNdB to 97. 0 PNdB, a difference of 7. 5 PNdB. The reduction is not as
large as would be expected from the duct treatment, because the fan noise
was suppressed below the jet noise up to 5 kilohertz (Figure 25). There-
fore, in order to reduce the noise further, the core exhaust nozzle exit
velocity must be lowered to reduct the noise on the sideline. The turbine
noise is above 10 kilohertz and does not contribute significantly to the
PNL, hence no acoustic treatment is required in the hot exhaust nozzle.
55
I I-
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.' . ; 0 I N .C ;e
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58
ENGINE PERFORMANCE
Design Cycle Considerations
The final turbofan engine design cycle was established at the maximum
rating at sea level, static, standard conditions for the Lycoming LTC4B-
12 shaft tubine engine. The B-12 engine, with minor modifications, serves
as the power producer, and consequently its ratings (i. e. torque and speed
limits) are applied to the fan version in addition to limits unique to the fan
and reduction gearbox.
The rematch of the core engine at maximum rating when operating
behind a supercharger stage is similar to the shaft engine being rammed
at flight velocity. The operating point on the high compressor referred
to its inlet reflects the reduction in referred turbine inlet temperature
T 4 /8 2. 1 See the engine station diagram in Figure 26. This is mani-
fested as a reduction in referredgas producer speed NG/ 2. 1, referred
compressor inlet airflow WapFz .2 1/62. 1, and compressor pressure
ratio P 3 /P 2 . 1 Determination of the high compressor referred inlet air-
flow as a function of supercharger pressure ratio and efficiency allows
computation of the actual engine inlet airflow, which is also the referred
inlet airflow of the engine supercharging portion of the fan.
With a prescribed fan pressure ratio selection of the design bypass

ratio and, therefore, the inlet referred airflow into the bypass stream
portion of the fan, is dependent on the available power turbine work result-
ing from the power turbine gas flow, inlet temperature, and the expansion
ratio necessary to diffuse the hot nozzle exit stream to the velocity desired
for minimum exhaust noise. Gas flow and power turbine inlet temperature
are determined by the compressor and supercharger match, component
losses, airbleeds, and the maximum turbine inlet temperature T 4 of the
B-12 engine. The resultant turbine power available * to drive the fan
and supercharger at their respective pressure ratios and efficiencies
establish the fan total inlet airflow and bypass ratio.
Estimated Engine Performance and Fan Matching
Estimated performance data presented herein are based on a lower

heating value of 18, 400 Btu/lb and are representative of typical average
production engines. The standard atmospheric conditions are as given in
U.S. Standard Atmosphere, 1962 (ASTIA Document 401813). Tropical
atmospheric conditions are as presented in Climatic Extremes for Mil-
itary Equipment, 1957 (MIL-STD-210A). Thermodynamic and perfor-
mance data for the engine design point are presented in Tables XI through
XIII. Part-load performance data have been generated for both the prime
fan A with large design surgermargin (SM = 21 pecen--at--I0-pe-re . n
There is no exhaust diffuser or exhaust nozzle after the power turbine.

59
I-
W
J
z LUl
LU
k- -J -J
N N
-J - N N
Z 0 O
Z z
zZ LUJ LU I--
z z LU I--U) v)
con -z X
)< < X:
I
k- X
UJ U)
m w
UJ
U) CU U
LI
aI 0 0
aI a. o 0 _1 0
±! O O .< < 0
o
-J
o0
I j -j Lu_ L U U
©
LU
'0
Ni
t-
C7) I- LU Z
UJ
-J I- X
Z z z LUJ bf),
O O O
0 4) V) 0V)
o
a. a0
0 0 0
[) U)
U U F- U
U
LJ
Ll Ll uJ
L i
1
0
o F- a-
! uJ i.
o 1 o
j Z O I I
XI
LL Li -i I I
0D - CN C4 m
60
G
TABLE XI. TURBOFAN ENGINE DESIGN CYCLE DATA

Item Symbol Unit
Fan Engine Inlet Conditions

Altitude ft 0
Ambient Temperature Tam °R 518.7
Ambient Pressure Pam psia 14. 7
Flight Mach Number Mf O
0
Cycle Temperature * T4 °F 2067

Specific Thrust FNT/Wa T lb f-secbm 19.9
Pressure Ratios
Compressor Overall P3 /P2 9.8
Fan (and Supercharger) P1 3 /P1 2
- 1.25
Gas Generator p /P7.84
1
Compressor 3 2.1
Referred Airflows
Total WaT / 2 lb/sec 421
Gas Generator(Inlet) W 214/2. lb/sec 25.9
aP 2.1/2.1
Bypass Ratio BR - 12.5
Fan Speed NF rpm 59'5
Power Turbine Speed NPT rpm 16870
Gas Generator Spool N rpm 1918
Total Net Thrust FNT lb 8370

Thrust Specific Fuel
Consumption TSFC lbm/hr-lbf .302
Engine Stream (Primary) V
Exhaust Velocity
Bypass Stream (Secondary) VjS ft/sec 623
Exhaust Velocity
f tri
*Total temperature at first turbine rotor inlet
61
TABLE XII. TURBOFAN ENGINE DESIGN EFFICIENCY AND LOSS ASSUMPTIONS
Item Symbol Unit(
Pressure Losses in Engine
Combustor P/P3 - .033
Bypass Stream (Fan)Exhaust Duct AP/P1 3 - .01

13
Nozzle Velocity Ratios

Primary (Engine Nozzle) CVP .99
Secondary (Bypass Nozzle) CVS 99
Component Efficiencies
Fan Polytropic Fp .88
Adiabatic - Fa .876
Supercharger Polytropic QSCP .86

Adiabatic .855
Ai-bi
-.------------------------------- -. Sa ----------------------------
Gas Generator Compressor
Polytropic Cp .858
Adiabatic _1 .816
Combustor - B .98
Gas Generator Turbine Polytropic Tp - .897
Adiabatic T .907
Power Turbine Polytropic T- .871
Adiabatic .887
Mechanical Rotor Efficiencies

Gas Generator - G .
*993
Fan -i .985
Equivalent Cooling Air Flow

(Bypassing Gas Generator Turbine) W /W p % 3.5
Rotating Seal and Overboard Leakage W W 05
62
TABLE XIII. TURBOFAN ENGINE STATION CYCLE DATA
Total Total Flow
Pressure Temperature Rate
Component. (sia) (ORpsia)
Engine Inlet 14.7 518.7 421
Fan Inlet 14.7 518.7 390
Exit 18.4 558 390
Bypass Stream (Fan)
Exhaust Duct Inlet 18.4 558 390
Exit 18.2 558 390
Supercharger Inlet 14.7 518.7 31.2
-- . Exit
. 18.4 559 31.2
Gas Generator Compressor Inlet 18.4 559 31.2

Exit 144 1096 31.2
Combustor: Inlet 144 1096 30.0
Exit 139.3 2527 30.7
Gas Generator Turbine Inlet 139.3 2527 .30.7
Exit 53.5 2040 30.7
Power Turbine Inlet 53.5 2040 31.7

Exit 16.8 1598 31.7
Engine Stream (Gas)
Exhaust Duct Inlet 16.8' 1598 31.7
Exit 16.8 1598 31.7
63
N/f-) and fan B, which has the more moderate design surge margin
(SM = 14 percent at 100 percent NI/f82) normally associated with fan
engines configured for cruise. For each configuration, the aerodynamic
fan design point has the same pressure ratio, flow, and efficiency, so
Tables XI through XIII apply to both. Insofar as the effect of redesign
influences only the bypass stream portion of the fan, the supercharger
characteristic remains unaltered.
Fan A (Surge Margin = 21 Percent at 100 Percent N//W 2 ). - Standard

and tropical day performance from sea level to 20, 000 feet at various
flight Mach numbers is shown, for this design, in Figures 27 through 36.
Lines are presented on these curves through the loci of maximum (5
minute) ratings, military (30 minute) ratings, and continuous ratings, as
well as the power turbine maximum speed where this limits engine oper-
ation.
To obtain perspective with respect to component matching, operating

lines within the suitable flight envelope are superimposed on the fan,
supercharger, and high-pressure compressor characteristics, and are
presented as Figures 37 through 39 respectively. The design surge
margins * at 100 percent referred speed are 21 percent for the fan and
29 percent for the supercharger. The problem inherent to low-pressure-
ratio fan designs shows up clearly as a rapid unloading of the fan with
increased Mf (flight Mach number) with the associated severe decrease
in efficiency. This is exemplified by the decay of fan efficiency at stan-
dard day maximum rating going from static to 0.4 Mf, on the order of
17 percent.
Fan B (Surge Margin = 14 Percent at 100 Percent N//8?). - The selec-

tion of a fan design with more moderate surge margin at the aerodynamic
fan design point has the direct benefit of improved performance at the
flight Mach numbers associated with cruise. The fan B characteristic is
presented in Figure 40 with operating lines equivalent to those shown in
Figure 37. The efficiency decay in this case traversing from the sea
level, static operating line to the sea level, 0.4 Mf operating line is 8
percent at maximum rating. Sea level performance for both fan designs
is shown comparatively in Figure 41 to illustrate the described effect on
TSFC (thrust specific fuel consumption) and thrust. It is seeen that the
lower surge margin fan design provides 8 1/2 percent more net thrust
with 8 1/2 percent less TSFC at 0.4 Mf maximum rating. Standard and
tropical day performance from sea level to 20, 000 feet is shown for this
configuration in Figures 42 through 51.
* FPWrsao
M Pro x w 1 x100 (at constant referred speed)
ro as
64
8
a
Cb
8
0
o
co , a,
z
00c
Q
Lt.
II '~
.4
0 0
o ~ ~ c~
w N :I
~~~~~I ~~~~~~o
-A~~~~
10
C)C
Cl)d
0 (d
'" A
o~~~~~~~~~~~~~~~~~C
d ed~~~~~~~~~~~~~~~C
o k a,~~~~~~~~~~~~
CD C5 C>rP
iiwso
(jj J)wq !ni:IAl)dinH
65
8o
ao
W
U
o V
/ -
10
00 C
)_ 0 ,-~
-.4
/~/ 0
-0
'0, II'
-J
z~~~ o
_ _~~~~ /~ _ ~~~~~~
_ C)
%~~ / _ r
o
~t~~~~~~~~~~~~~~~~~~~~~C C) Z
Cli h
I-- ~
Cl~~~~
0~~~~~~~~~~~~~~~~~~~~~~~~~~~C
- ___ -
e~~~~~~~~~~~~C -J (
Cd
00
I ~e
,'~~~~~~8 '
m II LLJ .~) P~~~~~~~~~~~~~~~~~~~~~~~~~
.j
u_ _
(N
CrW
0;
cc
eq
C; CD C~ o C, b
(191) (jLl)/w"l - NOIIdWFSNOD 'l- DI:II3dS £SflnHIJ
66
cd
D u
U,
o U
z /d
0
LU II.,
a_ I- ou ]
_ _o
:=z
LU
'--'
,( ~, / ~~~~ - $4
~~~~~~
V) PIO
Ll-7 - II(
LU
z
-I-
0
o o
d~~~~~~~~~~~~~~~~C
bLO
tc a ·E,
O~~~~~~~~~~~~c
0~~C
C) uo
o)C
8 kw
N
o a
0Cl0C 6~
0 o
~~~~~~~6
C~) o2
cN
Fr~
(jcj) (jLq)/qI -l NOlIdWnSNOJ) 1ifl3 :)I=IJdS iSnlNH1
67
v.470
N
FLIGHT MACH
NUMBER
60Mf = .4 1\ I MAXIMUM
RATING
E
\. POWER TURBINE SPEED

z
0 LIMIT
I- 0..50
MILITARY
LL
0.40 ____
-J
.40 _ _ > \L " CONT INUOUS
U
LL
a-
V)
V)
I
0..30
0.20L-
1000 2000 3000 4000 5000 6000
TOTAL NET THRUST - lb
Figure 30. Fan Configuration A (SM = 21 Percent, A 1 8 = 1190

Feet on Standard Day.
68
0.70r
F I
FLIGHT MACH
NUMBER
1
-o
6= 0.
0.4 MAXIMUM
0.
_\ \ RATING
POWER TURBINE
z
0o SPEED LIMIT
'
0..50 ______
I-
D
\ \ ix MILITARY
vo
u.
U
I
U- 0..40C_ L-I -CON T INUOUS -
w
a-
U,
LI
0.30 i
D:
I-
__.~ _o0
n on
V.Vo
1000 2000 3000 4000 5000

Square Inches) Estimated Peformance at Z0, 000
69
8 co
o 4
u
o
Oo 0",
U)
oa
o, O 0
'0
oz UD
0 0
¢d
., -4
N0
8 .'
a do~~.,
o )
(Jql) (JL)/wql - NOIIdWnSNOD 13n 31:DIl3dS ISnl9HI
70
A
zi-
E
.I
Z
O
I-
Z
U
-J
w
LL
U
U
w
a.
U,
I-
I-
X
7000
Figure 33, Fan Configuration A (SM = 21 Percent, A = 1190

Square Inches) Estimated Performance atl%000
Feet on Tropical Day (700 F).
71
0.80
0.; 70 FLIGHT MACH NUMBER

-D
Mf.= 0.4
MAXIMUM RATING
E
0.
z
ID
u) St3 a \ i d okMILITARY
z
0 O.. "- ,,, I
U
-j
CONTINUOUS
w
LL
U
IL
U 0.
U
V)
I-
.s30-_
0 '20
1000 2000 3000 4000 5000 6000
Figure 34. Fan Configuration A (SM = 21 Percent, A18 = 1190

72
:.00 _
0.60 \ d \ ·JI LK POWER TURBINE SPEED LIMIT
0.3
z
o 0
a-
Feet on Tropical Day (3.

CONTINUOUS
U
w
a-
0.30
Square Inches) Estimated Performance

000
at ,
0.20
1000 2000 3000 4000 5000 6000
~
Figure 35. Fan Configuration A
A (SM = 21 Percent,
Percent, A8
A 1 8 = 1190
73
0.70 I I I
FLIGHT MACH NUMBER
Mf = 0.4
-
0.60 MAXIMUM RATING-
E
\ POWER TURBINE SPEED-
LIMIT
I-
z
0.50 _1.3-7
k (L
Ai
ITA
I
MILITA kRY
0
U
._
0..40 0.2
.30C __ 0.2>. CONTINUOUS
U
I-
i,)
0.1
:: 0.
I-
0
n s'
1000 2000 3000 4000 5000

74
1.36
.... OPERATING'LINES FOR FAN CONFIGURATION A
ALL SYMBOLS ARE MAXIMUM RATING
S.L. 10000 FT.
* * STANDARD DAY
1.32 O ] TROPICAL DAY
1.28
a.
o
.
1.24
I
I-
Oa
a: 1.20
LII
z
Ii
1.16 '
1.12 -
1.08 _
320 340 360 380 400 420 440
Was V7 2
FAN REFERRED AIRFLOW _W-2 - Ib/sec
52
Figure 37. Estimated Fan Performance Map for Configuration A

With Fixed Fan Exhaust Nozzle (A 1 8 = 1190 Square
Inches) Showing Operating Lines.
75
OPERATING LINES FOR FAN CONFIGURATION A
ALL SYMBOLS ARE MAXIMUM RATING
S.L. 10000 FT.
* I STANDARD DAY
O 0 TROPICAL DAY
1.:
1.
0N
1.24
oI
w 1.20
a-
I
U 1.16
w
t,
1.12
1.08
24 26 28 30 32 34 36
SUPERCHARGER REFERRED AIRFLOW - WaP v - Ib/sec

82
Figure 38. Estimated Supercharger Performance Map With Fixed

Fan Exhaust Nozzle (A 1 8 = 1190 Square Inches) Showing
Operating Lines.
76
10.0
a- /f
a-.
o
8o0 .4
0
<
4ur 0~~~~~~~~~.4
I j/~~~~~
L 7.0
a-
0
I- /
wu
LUrv0 o~~~~~~ L/
z
uJ 6.0
0 0
t)
4 jC,,D i
110
~/-, .~ '
.r: No
100%
5.0 -v~~~~~~~~~~~~~2 2
J- lo J
'"~ ~
'"95 '~
851~~ I90
85
4.0
18 20 22 24 26 28
GAS GENERATOR REFERRED AIRFLOW - - Ib/sec
Figure
Gas Genera1tor
39. Performance Map Showing Operating Lines.
Figure 39. Gas Generator Performance Map Showing Operating Lines.
77
1.36
(N
a- /
1.24
0 0: j0
4
,,I-~~~~~~~~.~ .
!
w I l
1.20 - 1
a-
uJ~~~~ 0,~~~~~~~~~~~~~~~~~~~2 I//b
J / .~ / ~~~II/~~ I,
1.16 110
O
. . 9~ 10
de
1.2- 90
1.08 80,
_-' ./~-RE .IFO - I - 100%e
62
320 340 36 k400 420 440
80~~~~~8
Figre 0. stiate F.- 90frac MpfrCnfgrto
FAN,o,;~%d
REFERRED AIRFLOW -
F.n ExautNzl WasV A8 lb/sec
10 Sur -6
Inches)
1.08~nces
'hwn
'prtngLn Showing Operating Lines0
Figure 40. Estimated Fan Performance Map for Configuration B

With Fixed Fan Exhaust Noz~1e (A 1 8 1190 Square
78
C0
L.LL
0Z 0o --
z
Do
U U
/ -
-~ ~ ~ ~ ~ ~ ~ /I cd
I-/~~~~~~ -
8 a, (N
cd
II>
U)co0 U)
Ia~ co
cd
'"U
z- c -
z<
1~~~~~~~~~---
F-0
0 0d
/~~
11 ~ ~
U
1
uE
4
d 8 i
'T~~~~~~
d~~~~~~~~~~~~~~~~ 5-4
C~~~~~~~~~) 0~~~~~~~~~C i
C) C) C~~ C> C>
,o , . '
o
c~ c ~ co o
co
(191) (J4j)/w
(1.Cl) NO.LldInSNOD -F3:::
(.JH)/mUll9 i -- NOlidvfnSNOJ) J)I:JIdS .,SnlHJ.
-13nli Dl::lD::d$ isflNRi
79
0
o h
0o c
0o,
l9 U
(
4
TZ,
U n
u£ c
04 U.-
/- 3n1:J.NOL)d4yn
NoI'ldWnSO:) 1l: ' ~nH
=Cs
80
0
0
1'
I ,
Z'/)~ 'L
/ ___~~ /R 8
,040 ~0 0- 0~
-__ ___ _--- 0 u
o o 4-
(}ql)(~H)'"q l- NOJ d
Z~~~~~~~~~~~~~~~~~~~~C
o u / /d~~~~~~~~~~~~~~~~~C
I 8 c;O~~~~~~~~~~~~~C
5~~~ eocl
I ~~~~~~~~~~~~~~~~Q~~~~~~~~~~~Q,~~~~~~~~I
~~~~ y~~~~~~~~~Ue)~~~~~~~C
Z> C) C14Q
X I Pco~~~~~~~~~~~~C
o o
z0 C', -
(jj J)wl O.dqSO: 1nA:I:l)dino
(*~i)
NOI~d~flSNOJ
(J~)/w~ 1 1Ofld DI - d ISI HI co
81
-o
-C
E
I
z
0
U
0
U
U
IaL
1000 2000 3000 4000 5000 6000 7000
Figure 44. Fan Configuration B (SM = 14 Percent, A 1 8 = 1190

82
FLIGHT MACH
NUMBER
z-o0.60
EZs i = 0.4 1 ~j \ ,aPOWER TURBINE SPEED LIMIT
4
o
-= MAXIMUM
\ X RATING
0-0.
0I
z
O, \
X \ v j CONTINUOUS
u_ 0.40 02. .........
I-
i_ 0-.1
1000 2000 3000 4000 5000 6000

83
0.70
FLIGHT MACH
NUMBER
-o
MAXI MUM RATING-
E / I
Mf= 0.4 POWER TURBINE
I --=~~-. 'b
? SPEED LIMIT
a- 0.!rn]
:: ILITARY
0
U
-J ... CONINUOUS
w
I_' 0..4
U 0.2
IL
30
:D 0.3
I
I-- 0
n )fl
1000 2000 3000 4000 5000

84
U
0
o$0 o
a'
PI~~~~e
U\
O 0 0O~b
0
10
F--~~~~~~~~~
())lN.AN-n)-:5NH
_ _
F. I / II
~ I
U
- _ _III I U >
coo
z / ~~~~~~~~~~~~~~a,
"E~~~~~~~~
C
I~~~~~~_
*I-~;;;jjj - __ - _ PI-
ed
i..=-o
-n4
o ~ ~I- ~ ~ ~~ -~~~~~~~~~~~~~~~~~~~~~~~~~~~
o w co
C..' 8 2 0~~~~~~~~~
C.)~~~~~~~~~~~~~~~~~C
8~~
C-
o
C5,
bfj
09q1) (Jt4)/wqu - NOIldwflSNO:) -13nl Di 3dS isnlHH1
85
c..
-
z
O
Q.
z
0
U
L)
LL
V)
D-
4I
1000 2000 3000 4000 5000 6000 7000

Square Inches) Estimated Performance at 5000
Feet on Tropical Day (70 ° F).
86
-o
-o
a
Z
O
0-
U
-J
w
U
U
a-
U)
a.
Iu
iE
1000 2000 3000 4000 5000' 6000

87
E
Z
O
_2
LL
U
w
a-
4,

Feet on Tropical Day (32 ° F).
88
-
E
-o
I
z
0
a.
8
J
w
-n
U
a-
Uy
1000 2000 3000 4000 5000

89
Estimated acceleration time for 66 percent of the interval between
80 percent maximum FNT (total net thrust) and maximum FNT (or,
80 percent maximum FNT to 93. Z percent maximum FNT) for sea level
standard conditions at Mach numbers from static to 0. 4 Mf is 2. 5 seconds.
The accelration schedule used is the same Wf/6 2 . 1 fl- 1 versus NG/f2.1
as that of the B-12Z shaft engine and has full high compressor interstage
bleed along the transient schedule. This insures the same high compressor
referred acceleration surge margin for the fan that has been proven to be
safe for the shaft engine using the same core components.
Variable Bypass Nozzle
The degradation in fan efficiency associated with increasing flight

Mach number can be neutralized with the use of an infinitely variable
bypass stream exhaust nozzle. Reduction of nozzle area moves the fan
operating line toward surge, thereby reversing the deleterious effect of
increased Mach number with constant nozzle area. Of course, the con-
trol system associated with a nozzle that is made to vary continuously is
quite complex, and the concept of a "two-position" exhaust nozzle with a
more simple control requirement still affords the basic advantage of im-
proved cruise performance.
Figure 52 is the Fan A characteristic with sea level operating lines

shown at static and 0.4 Mf for the base fan stream exhaust nozzle area.
The result of reducing the nozzle area (12. 0 percent) to relocate the 0.4
Mf maximum rating match point into the static operating line, with the
associated higher fan efficiency, provides a performance improvement of
16 percent FNT and 15 percent TSFC. Now, free stream Mach number
may be increased to 0.7 Mf before returning the maximum rating point to
the operating efficiency of the 0O 4Mf point of the base configuration. The
resultant performance improvement at cruise Mach numbers above 0.4
Mf is shown in Figure 53, which presents comparative sea level standard
day performance for both bypass exhaust nozzle areas.
POWER TURBINE ANALYSIS
General
An important aspect of the integral fan engine design includes use of the
502 MQT power turbine. This turbine has been designed with a 14 percent
increased exhaust annular area, and will be phased into the 502 fan engine
program much in advance of NASA time requirements. Use of the MQT
power turbine reduces the exit velocity from 1, 000 to 870 ft/sec for a
90
OPERATING LINES FOR FAN CONFIGURATION A
SEA LEVEL, STANDARD DAY

BASE NOZZLE (AJD = 1190 SQ. IN.)
CLOSED FAN NOZZLE (AJD = 1045 SQ.
·.0 MAXIMUM RATING ~
(AjD * 960 Mf - 0.6)
a.
L
-'
a-
UJ
320 340 360 380 400 420 440
FAN REFERRED AIRFLOW - Was '/ LB/SEC
&C
2
Figure 52. Estimated Fan Performance Map for Configuration A

Showing Operating Lines With Two-Position Fan Exhaust
Nozzle.
91
['- Mf - 0.6 (1190 SQ. IN.)
©o]- Mf - 0.6 (1045 SQ. IN.)
-- Mf 0.6 (960 SO. IN.)
BASE FAN EXHALUST NOZZLE (AjD = 1190 SQ. IN.)
- ----- CLOSED FAN EXHAUST NOZZLE (AJD = 1045 SQ. IN.)
zZ
O0
I-
0 =
U-
u--
U I
LL
In
RATING
1000 2000 3000 4000 5000
TOTAL NET THRUST, FNT - LB
Figure 53. Fan Configuration A (SM = 21 Percent at 100 Percent

N/fe) Estimated Performance at Sea. Level on Standard
Day With Two-Position Fan Exhaust Nozzle.
92
condition of exit static pressure equal to ambient. This reduction in hot
jet exhaust velocity will have an important effect on the jet noise, since
the use of a diffuser after the turbine was not acceptable because of the
increase in engine length and related problems of ground clearance in the
aircraft installation.
Cycle Requirements and Turbine Aerothermodynamic Analysis
Matching studies of the 502 core engine supercharged by a 1. 25:1

pressure-ratio fan show that the flow capacity W/-cr/6 of the MQT
power turbine is 8. 5 percent too large. As a consequence, an off-design
analysis was made on the turbine blading to reduce the flow capacity to the
required value of 17. 03 lb/sec. Since a relatively small change in flow
capacity was required to produce the proper engine matching condition at
the desired compressor pressure ratio and maximum temperature, it was
possible to accomplish the reduction by increasing the fist stator stagger
angle by 3.6 degrees to decrease the area and give the required flow
capacity. The analysis accounted for change in incidence from the optimum
value and Mach number change effects on each of the four cascades in-
volved. The results showed that the loss in overall turbine efficiency re-
sulting from the nozzle stagger angle change was 0. 6 points, which
assures the 0. 887 value used in the cycle calculation since the MQT
turbine target efficiency is 0. 89 to 0. 90.
Of particular interest in the analysis is the lowering of the second stage

hub reaction when the flow reduction is made by the most simple change
in turbine geometry involving only the first stage nozzle. The analysis
indicated that a small acceleration was maintained at the second rotor hub,
which should be adequate for the low camber (fluid turning 79 degrees)
and low hub tip ratio (0. 54) of this cascade.
Figures 54 and 55 show the hub, mean, and tip velocity triangles for
the modified MQT power turbine at the sea level static design point, The
thermodynamic state points are also included for additional information.
ENGINE WEIGHT
Weight analysis for the integral life fan engine was relatively simple
since the core is made up of the Lycoming T55-B12 turboshaft engine
with the MQT power turbine; therefore, the weight is accurately known
for these components, and only the new fan component, bypass duct in-
cluding exhaust nozzle and the duct sound-attenuating rings and wall treat-
ment had to be calculated. The weight of these new components was deter-
mined from basic aerodynamic design and mechanical design considerations
already described.
93
Pt6 = 53.78 PSIA Tt6 = 2048°R N = 16,870 RPM W = 31.8 Ib/sec
FIRST STAGE SCALE
HUB 1000 FT/SEC.
STATOR EXIT ROTOR EXIT

RI = 5.43 IN. \ R2 = 5.3 IN.
T, = 1762 R Ts = 1680'R
PS = 28.55 PSI =
MEAN
R 1 =6.66 IN. R2 = 6.735 IN.

Ps = 30.0 PSIA Ps = 22.6 PSIA
TIP
R1 = 7.89 IN. R2 = 8.17 IN.

Ts = 1852 R Ts = 1702 R
Ps = 35.1 PSIA /| \Ps = 23.6 PSIA
Figure 540 Modified MQT Power Turbine First Stage Velocity

Triangles for 8. 5 Percent Reduced Inlet Flow Function.
94
T. = 1792 TR SECOND STAGE Pt = 27.9
SCALE
HUB 1000 FT/SEC
STATOR EXIT ROTOR EXIT

R1 = 5.3 IN. R 2 = 5.3 IN.
Ts = 1567 R T s = 1544 R
Ps = 16.12 PS =
14.95
MEAN
TIP
Figure 55. Modified MQT Power Turbine Second Stage Velocity

Triangles for 8. 5 Percent Reduced Inlet Flow Function.
95
The dry weight of the engine without starter is 1419 pounds, * and is
made up of the following components:
Weight (lb)
Core With Accessories (excluding power turbine) 510. 50
MQT Power Turbine and Drive Shaft 165. 00
5-Planet Reduction Gear 172.90
Fan Rotor Plus Blades and Spinner (titanium) 153.30
Fan Shroud (titanium) 58. 00
Straightening Vanes for Duct and Core (aluminum) 66.10
Support Frame (magnesium) 194. 00
Bypass Duct and Nozzle (aluminum and polyimid resin) 41.00
Bypass Duct Noise-Attenuating Rings (polyimid resin) 58. 40
Total 1, 419. 20
Based on fixed-area bypass duct exhaust nozzle
96
SCHEDULE AND COST ESTIMATE
OF INTEGRAL LIFT ENGINE
Program Planning
An engineering program has been planned that would lead to develop-

ment of the integral lift engine to a point where flightworthy engines could
be provided for experimental aircraft. The overall ZZ-month program has
been planned such that lesser objectives could be achieved in shorter per-
iods of time.
Figure 56 shows a program schedule detailing major tasks, hardware

development, and delivery schedules. This overall program schedule is
segmented into three phases.
Phase I- Demonstrator Engine. - The intent of the Phase I program is
to establish the credibility of the engine design by measuring static per-
formance and establishing its noise signature. A single demonstrator en-
gine would be procured and tested. The configuration would include down-
stream fan noise suppression (reference design); however, a conventional
test cell bellmouth assembly would be used at the fan inlet. Suitable
aerodynamic instrumentation would be installed. Preliminary testing
would be limited to that necessary to establish adequate lubrication system
and fuel system operation to assure satisfactory steady-state operation.
Mechanical integrity instrumentation would be limited to that required for
safe engine operation.
A 2- to 4-month engine test program is envisioned with 50 to 80 test

hours logged in the test cell and at the free field noise site. After partial
disassembly and inspection, it is anticipated that the engine could be re-
assembled for continued testing and evaluation either locally or at an off-
site test facility.
The demonstrator engine program would validate the design point per-
formance of the configuration and sea level static operating line perform-
ance.
The demonstrator engine program would underwrite the detail design of

the design study engine and design of required special test equipment for
cell and field site operation. It would also procure soft tooling for any
subsequent procurements.
97
r-I
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98
Phase II - Fan Module Rig Test. - The intent of the Phase II rig test
program is to enhance the demonstrator engine program by validating the
predicted performance of the fan component. An overall performance
map would be produced from part speed to overspeed up to, and including,
the surge line forthe anticipated operating range of representative aircraft
applications. Available facility power may impose certain operating limit-
ations.
Installed aerodynamic instrumentation would permit computation of

overall and blade row performance parameters, including adiabatic and
polytropic efficiencies and vector diagrams.
Vibratory stress instrumentation would also be installed to sense

regions of rotating stall, and sufficient stall data would be gathered to
define potential areas of blade vibration resonances.
In Figure 56, the fan module test rig has been planned to complement
the objectives of the demonstrator engine program. It could also be
considered an independent program of 16 month's duration. This latter
case was the basis assumed for the Phase II budgetary cost estimate.
To integrate the program with the demonstrator engine program, the rig
test has been scheduled to receive the second fan module fabricated.
As an independent program, rig testing could start in the fourteenth month.
Phase III - PFRT Program. - Phase I and Phase II were planned to
validate in hardware the results of the engine design study by confirming
predicted component and overall performance values. From this base,
Phase III is a continuing development program intended to bring the con-
figuration to limited operational status, suitable for use in experimental
prototype aircraft.
Phase III will culminate in the successful completion of a PFRT (pre-

liminary flight rating test). It is essentially an engine program with
limited effort at the component level. Three additional in-house test
engines would be procured with a goal of 600 engine hours to be logged
before initiation of the PFRT.
Types of engine tests planned are:
Steady-State Performance
Transient Performance
Variable Attitude Operation
99
Determination of Surface Temperatures
Overall Vibration Survey
Oil/Fuel System Operational Evaluation and Optimization
Cyclic Endurance Testing.
The task requirements of this program are very similar to those of our
ALF-502A/YF-102 engine development program where the PFRT was
successfully completed in the spring of 1972. Northrop A9A aircraft are
now flying powered by these Avco Lycoming high-bypass-ratio turbofans.
The ALF-502 program schedule and costing were based on this recent
history.
Budgetary and Planning Cost Estimate
1. PFRT Engine Program - $6. 5M
NOTES: 1. Total program shown on schedule, Figure 56.
2. PFRT complete 22 months ATP.
3. Summation of Phases I, II, and III schedules.
4. Costs include procurement of 4 engines and 2. 5

equivalent engines for component test and in-house
spares.
5. Cost assumes Government-furnished fuel and lubricants.
2. Unit Cost of Deliverable Flight Rated (PFRT) Engines - $485K
3. Phase I - Demonstrator Engine Program - $2. 4M
NOTES: 1. Cost based on 14 months, one engine program.
2. Cost includes detail design of engine and special test

support equipment, procurement of tooling, 1/2 equivalent
engine for in-house spares, and one set engine test support
equipment.
100
3. Cost assumes Government-furnished fuel and lubricants.
4. Phase II - Fan Rig Test Program - $750K
NOTES: 1. Costs include fan module detail design and tooling. If

Phase I and Phase II are implemented concurrently,
reduce Phase II cost by $300K.
2. Assumes a 16-month program.
5. General Assumptions and Conditions
The costs shown are based on rent-free use of the Stratford

facility and tooling.
For purposes of cost estimating, an assumed go-ahead date of

1 January 1973 was selected. Average labor rates were used and repre-
sent those anticipated for the CY 1973 and CY 1974 period. Material
costs were estimated at current rates and increased to represent CY 1973
and CY 1974 procurements.
101
APPENDIX I
AERODYNAMIC INFLUENCE OF THE PART-SPAN SHROUD
The part- span shroud creates an additional channel flow blockage

effect that must be taken into account in the fan design.
In Reference 1, detailed radial surveys of the various flow parameters

were taken at the exit of a part-span shrouded fan rotor and compared
with the corresponding data for the same rotor without shroud. It was
shown that the presence of the part-span shroud substantially modifies
the tangential and meridional velocity profiles at the rotor exit station
over the entire channel height. This finding prompted the following in-
vestigation, which is aimed at taking into account the effect of the annulus
wake of the part-span shroud on the fan rotor flow conditions.
Figure 57 reproduces the axial and tangential velocity distributions

measured at rotor exit station of the fan of Reference 1. It will be
seen that the part-span shroud creates a wake with lower axial velocity
and a higher tangential velocity than in the surrounding flow region.
Figure 58 shows, among other data, a total temperature survey taken

at exit of the 502 fan rotor, which confirms the higher work input to the
wake flow by the part-span shroud. At any point in the wake, the total
temperature results from the mixing of particles undergoing the normal
compression process outside the shroud boundary layer and particles in-
side that boundary layer. Since the tangential velocity in the shroud
boundary layer varies from Us (part-span shroud rotational speed) to Ve
(tangential flow velocity immediately outside of the boundary layer), the
entire U s , V 8 tangential velocity spectrum is involved in the mixing
process. The situation, however, can be conveniently schematized by
considering the temperature at any wake point to result from the mixing
of particles with only two different tangential velocities, namely U s and
Vi (as imparted by the rotor blading just outside of the boundary layer).
This scheme enables an equivalent mixing mass flow ratio to be defined
for each temperature point in the wake downstream of the rotor.
Accordingly, we write for the unit mass in the wake:
Twake = ml= TV
V + m
T 2 TU s(1 (1)
8
102
WITHOUT PART- WITH PART-
SPAN SHROUD SPAN SHROUD
A Exp. No. 500 0 Exp. No. 711
* Exp. No. 501 X Exp. No. 712

200
U
w
U) * Exp. No. 502 a Exp. No. 714
k,
:x
_c :
---____
>
I
u 150
o
II
0 I
II II
D- /
100
0.4 HUB 0.5 0.6 0.7
r-SNUBBER POSITION
0.8 0.9 1.0
WITHOUT PART- WITH PART-

SPAN SHROUD SPAN SHROUD
Q
LU * Exp. No. 500 0 Exp. No. 711
V)
'- 150
" Exp. No. 501 X Exp. No. 712
W O Exp. No. 502 A Exp. No. 714
> 100 DESIGN
iI
u 5 2 -SNUBBER POSITION
o 0.4 HUB 0.5 0.6 0.7 0.8 0.9 1.0
Figure 57. Measured Flow Conditions Downstream of Rotor

(Reference 1,"Some Studies of Front Fans With
and Without Snubbers").
103
100
u
z
U
>-
,L STA. 12.01 -c -3
LU
STA. 13.00
o
80
UJ
oa
70
0
0
1.13i
1.12
a-
1.11
LI 1.13
STA. 13.00
Iu
1.41
1.403 _
1.39
_STA. 12.01
1.37
LU 1.38
LL 1.36
Ix
CL
.3 IA An(RAKES) C
u IU 20 30 40 50 60 70 80 90 100
PERCENT TOTAL CHANNEL
Figure 58. Radial Surveys Downstream of ALF-502 Fan Rotor,

Test -02.
104
'
where m 1 + m = 1. and TV-'a-nd T U are the total temperatures at rotor
exit station resulting from the work input of the. blading and of the shroud
at its rotaitional speed Us respectively. Hence:
m2= Twake ' -TV

m
1
TUs - Twake (2)
It is now assumed that the above equivalent mixing ratio, which charac-
terizes the local degree of mixing, is independent of the thermodynamic
state of the mixing components and thus can be assumed to have essentially
identical values at corresponding locations in the part-span shroud wake
of different rotors.
Taking the highest wake temperature point at rotor exit of the 502 fan
from the 90 percent referred design speed survey shown in Figure 58,
namely:
Twake = 1.127 Tamb = 584. 60 R
and
T an 1.d1T - 575.80 R (4)
and with
Us = 905 ft/sec, (5)
that is, TU = 655.30 R (6)

Equation (2) yields m 2 /m 1 = 0. 1244.
Applying this equivalent ratio for the present fan with the design point
parameters
Tve = 556. 50 R (7)
Us = 824 ft/sec, (8)
that is, TU = 631.50 R (9)

Equation (1) yields Twake = 564. 8 0 R.
The corresponding rotor efficiency can be calculated from the above

total temperature, the resulting VY component, and tentatively assumed
105
values of the static pressure and meridional velocity component. The
meridional velocity is assumed to be in the same ratio the the unperturbed
value as measured in Reference 1 and shown in Figure 57. A close value
of the static pressure is available from a previous calculation without part-
span shroud effect. (It can be iterated for final design purposes. ) The
resulting polytropic efficiency is nPwake = 0. 67 and the total wake pres-
sure ratio (P/P)wake = 1. 221. The results are compared in the following
table:
ALF-502 Fan Meas- NASA Fan Calcu-

Rotor qred at 90 Pct Ref lated at 100 Pct
Data Design Speed Ref Design Speed
Outside of Part- P/P 1.40 1.262

Span Shroud Wake lp 0. 935 0. 945
At Part Span P/P 1.386 1.221

Shroud Wake Tp 0.80 0.67
Core
(°R
ATwake, ; 8.8 8.3
The wake core total temperature excess ATwakemax is practically the
same in both cases. This is due to similar values of the difference U Z -

5
UVO for both rotors and follows immediately from the basic assumption of
equal equivalent mixing mass ratios. The mixing losses in the present
case, however, represent a substantially larger portion of the rotor work
input and this is correctly reflected in both the calculated lower polytropic
efficiency and the larger relative total wake pressure defect.
For the computer flow calculation procedure a 1. 5-inch wake thickness

has been assumed at rotor exit station 12, and the wake flow has been
represented only by the two wake-limiting streamlines and the wake core
streamline with the above-calculated input data. The calculated wake
blockage effect is approximately 1 percent of the total annulus area.
106
Figure 59 compares the meridional velocity profiles at rotor exit station
with and without wake effect, but with identical overall flow blockage fac-
tors. It will be seen that the part-span shroud actually influences the
flow field over a large portion of the annulus and that the modification
of the velocity profile is qualitatively similar to that shown in Reference
1, although both effects are less pronounced in the present case.
This preliminary investigation shows that the influence of the part-span

shroud on the fan flow conditions cannot be properly accounted for by a
mere additional global flow blockage factor. A proper assessment of the
resulting effect on the actual blading geometry, however, would require a
more detailed description of the wake and its downstream dissipation,
and possibly take into account the obstruction effect of the shroud itself
on the rotor inlet flow conditions.
107
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F-~~~~~~~~~~~~~~~~~~~~~~ -
i -4 0
U r(~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~'-
0
0c
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4"V
a'
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U-. '-~~~~~~~~~~~~~~~~~~(
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VX .L .LD1A
03s/,-,- 13A
xio0^ lXY
108
APPMDIX II
FAN FLO1 CONDITIONS
Main Output
GROUP I
Group I output is repeated for each computing station in
accordance with the input specification of Identifier 500.
The sequence in which the stations appear in Output is:
1o Stations of the flow region upstream of splitter.
2. Stations of the lower flow region downstream,
of splitter.
3. Stations of the uppper flow region downstream of
splitter.
A. Mass Averaged Conditions

Line 1
Word 1: T, average total temperature, °R.
Word 2: P, average total pressure, psf.
Word 3: F/P-upstream for compressor
P-upstream/P for turbine.
Word 4: ipoly-T (upstream to n-station).
Word 5: Badi-T (upstream to n-station).
Word 6: P./PI for compressor.
,PI/P forturbine.
Word 7: %poiy-T (stage inlet to n-station). *
* NOTE:
Stage inlet definition:
1. For compressor, the n-station directly preceding
the rotor exit station or the first blade station
of the rotor, if blade stations are used.
2. For turbine, the n-station directly preceding the
stator exit station or the first blade station of
the stator, if blade stations are used.
109
Word 8: 9adi-T (stage inlet ton-station).
Word 9: T8, average static temperature, °R.
Word 10: rV t, average moment of tangential
momentum, in x ft/sec.
Word 11: AH, average total enthalpy change from
upstream temperature, Btu/lb.
Word 12: Station Identification. *
Line 2
Word 1: Wo computed weight flow, lb/sec.
Word 2: N, rotational speed, RPM.
Word 3: 6 referred computed weight flow,
W-e9/§
lb/sec, where:
9 = T/518.688
& = P/2116.216
Word 4: N/-e, referred speed, RPM.
Word 5: Wf/Wa, fuel-air ratio.
Word 6: ', uniform blockage factor.
Word 7: Number of streamlines.
Word 8: Axial coordinate of the hub, in.
Word 9: cotan ep slope of the computing station.
*NOTE:
Output station Identification.
n-Station - lOx input station identification plus
iteration pass identification.
b-station - Output identification of corresponding
trailing edge station plus number of order of the
blade station from leading edge.
110
B. Primary Option Definition
Line 1
Rotor or Station Option 1, 2, 3, or 4.
Rotor Blade or Station Blade.
Line 2
ISRE or NISRE, if the entropy terms in the equilibrium
equation and blade force components are neglected o
included respectively.
Line 3
Blank or COUNTER ROTATING
NOTE:
One or more of the following lines may appear after Line
3 depending upon the options used:
MASS AVERAGE TOTAL PRESSURE
COOLING AIR EFFECT
TEST FACTOR SIMULATION
C. Title
D. Flow conditions at Each Streamline

Six lines for stations outside blade rows or at the
trailing edge.
Four lines for stations within blade rows. *
Line 1
Word l: r, radius, in.
Word 2: Vz, axial velocity, ft/sec.
Word 3: Vm , meridional velocity, ft/sec.
* NOTE
The blade station output is printed in the sequence corresponding
to the location of the station in the machine.
111
Word 4: V/Vnl
1
or W/Wn1_, velocity ratio,*
Word 5: an-l1 ' n or (9n-l ' qn)w' turning angle,
deg.
Word 6: Tn-Tn.1, total temperature change, oR.
Word 7: P or Pw projected flow angle, degree.
- (Pn- Pn-1)R
Word 8: n min
z .... Pmin
min
where P. is calculated using Zweifel
min
solidity and (Pn Pn-1)R = 0 for stator.
Word 9: same as Word 8 except calculated using input
solidity.
Line 2
Word 1: V 0 absolute tangential velocity, ft/sec.
Word 2: V absolute velocity, ft/sec.
Word 3: M absolute Mach number.
Word 4: rVt absolute moment of tangential momentum,
in. ft/seco
Word 5: q absolute flow angle, deg.
Word 6: T absolute total temperature, 0 R.
Word 7: P absolute total pressure, psf.
* NOTE
The subscript n-l refers to the station preceding the n-station,
or the first blade station when blade stations are present.
112
Word 8: az Zweifel solidity (for load coefficient
of 1.0).
Word 9: Input solidityv
Line 3
Word 1: Vew relative tangential velocity, ft/sec.
Word 2: Vw relative velocity, ft/sec.
Word 3: Mw relative Mach number.
Word 4: U blade speed, ft/sec.
Word 5: ow relative flow angle, deg.
Word 6: Tw total relative temperature.
Word 7: Pw total relative pressure, psf.
Word 8: (Vmax/Vn)R where Vmax R is estimated using
Zweifel solidity.
Word 9: Same as Word 8 except calculated using input
solidity.
Line i4
Word 1: tan a .= ,'streamline slope.
Word 2: d2r d tan a -1

Q = Z- = - dz ' in
dz
Word 3: dz * ft/sec x in-1

Word 4: Axial coordinate, in.
Word 5: ps' static density, lb/cu ft.
Word 6: Ts, static temperature, °Ro
Word 7: Ps, static pressure, psf.
Word 8: (Mmax)R using Zweifel solidity.
Word 9: Same as Word 8 except calculated using
input solidity.
113
Line 5
Word 1: Cpr, static pressure rise coefficient.
Word 2: D, diffusion factor.
Word 3: Deq, equivalent diffusion factor.
Word 4: Ai, incidence angle, deg., defined as
Ai 1n - P for compressor
Ai = n-1 for turbine.
Word 5: b'blade efficiency defined as
¢C (T - TS )
'lb ( S %so
where the total temperature T is absolute

for stator and relative for rotor.
Word 6: L, total pressure loss coefficient, defined as
(Piso 'P)n
L - (PlP) 1 for compressor
and as
(Piso-P)n
L = for turbine
where the total pressures P, Piso are

absolute for stator and relative for rotor.
Word 7: L , total pressure loss coefficient, defined as:
, (Piso'P)n
L Ea
n-l
where the total pressures P, Pis 0 are
absolute for stator and relative for rotor.
Word 8: ax' computed axial solidity for Zweifel load
coefficient of 1.0.
Word 9:
Psn- Psmin)/(PR ' Ps)n-l calculated
using input solidity.
114
Line 6
Word 1: P/P-upstream for compressor,
P-upstream/P for turbine.
Word 2:
7poly T (upstream to n station).
Word 3: Badi T (upstream to n station).
Word 4: P/PI for compressor,
PI/P for turbine.
Word 5: Bpoly T (inlet of stage to n station).
Word 6:
Radi T (inlet of stage to n station).
Word 7: Ps/Psn-l1 for compressor,
Ps /P. for turbine.
n-l-
Word 8: rpoly s (n-1 station to n station).
Word 9: "1adi S (n-1 station to n station).
Word 10: P/Pn-1 for compressor,
Pn_1/P for turbine.
Word 11: %poly T (nl- station to n station)0
Word 12: qadi T (n-1 station to n station).
Word 13: Vn-l velocity at previous station,
absolute for stator, relative for rotor,
ft/sec.
Word 14: Station Identification.
NOTE:
Words 8 and 9 of Lines 1 to 5 are printed if the calculated
Zweifel solidity is > 0.050.
Lines 5 and 6 are omitted in the case of a blade station.
115
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C C OrG ' .C'CC C o O C r.I r oD oC -o.
, a rO
.. .. . . . .
0 5C. 0C) 00 aC 000 C 0 O C r 00

- r4OUC
o C o, o' O a- - r-. - O _ r
NN~~~~ 9 r.~~~~~~ V r _ r r 5 o.o
r- r ._o0 a
.rrroo.< - -r·
o a- rI 0 . ra- - - .-' a- . . -
C r Q r c0 _ V __c r _ C r_ , .
o96939 . O F sc r
C r r .
c - O - 0 . -' - _- -. _ _ _ v .
3 9,93 4m ~ ~ ~ ~ ~ ~ ~ Z4~15
APPENDIX III
DYNAMIC ANALYSIS METHODS
Blade Vibration Analysis
The method used to analyze the compressor and turbine blades is a

transfer matrix technique. This method has proven to be extremely
useful and easily adaptable to digital computer computation. It can be
used to compute the coupling between two orthogonal bending and torsion-
al modes of vibration. The coupling arises from the pretwist and
noncolinearity of the elastic and centroidal axes.
The dynamic system assumed for the blade has two related but not co-
linear spanwise axes. These axes are the centroidal axis,which is
assumed to be straight and coline ar with a radial axis, and the elastic
axis which, in general, is neither straight nor colinear with the centroid-
al axis. The elastic axis is a line along which the principle elastic
bending and torsional properties are assumed to act.
For the analysis the blade is broken into segments of length (1) with two
principle axes of inertia. The axis of minimum area moment of inertia
is designated by using the Greek symbol eta (,r). The other principle
axis is designated the zeta ( ) axis. These two axes form a coordinate
system which will be called the gamma(y) system. This system makes
an angle y with the selected Y-Z coordinate system of the blade.
The unknown quantities at the end of any section to be determined are

the shears (Vy, Vz), bending moments (Mz, My), slopes (0, *), and de-
flections (W, V). In addition, the torque (T) and angular deflection (0)
about the X-axis are also computed. These quantities at the right or
left of any section will be called the state vector at that point. The state
vector of a point in the X, Y, Z, coordinate system will be labeled Z i .
The state vector in the gamma system (ZYi) at point i can be related to
the state vector in the X, Y, Z coordinate system (Zi) by a transforma-
tion of coordinates
ZY i = GYi * Z i (10)
Superscript y indicates Gamma system. The transformation equation,

assuming no torsional coupling, is shown below in matrix form.
160
I
T I T
v cosyi -sinYi v
8 cosYi -sinyai 8
M s, _ cosyi -sinyi M;
-Vy cosyi -sinyi -Vy
-w sinyi cosy i- -w
Jr;I' I I I I sinyi cosyi ;
My s iny I cosy, My
V, _ sinyi cosy i Va
Also the state vector at the right of point i in the Gamma system (Z i ) can
be related to the state vector at the left of i in the Gamma system as
ZYRi = i (11)
where F. is a field transfer matrix.

1
1
ep tR I¢ L 1 GK = _ = =L
T T 1 T
12 13
-V = IV = 1 _1 | 1 13 V
2 EI 6 EI
8 8w 1--
El _ZZEI
M- M __ _ 1 M
-V = F -V 1 1 I -V
_ 12
4'Q 4'I -I _ _ _ _ - _ _ 1 ZEI 41
IMY My
II I I I I I~~ I 1 myY1
V, 1 Va
Field Transfer Matrix
161
By using the transformation Eq (10) for the left side
L L
zi GY *Zi (12)
and by substitution into Eq (11), the following is obtained
YR = FYi GYi (13)
also for the right side of section i
R
ZYR = GYi Z
~1.~~~~~
i~~~~~~~
1.(14) 1.
or
zR Gy- ZY R
i i i (15)
-
1
GYi = the inverse of GYi
therefore, by substituting Eq (13)intoEq (15), the following is obtained

Z.R =GY- F. G ZL
i iti L ZI (16)
or
R
Zi = Fi Zi (17)
This relates the state vector at the right of section i to the state vector
on the left in the X, Y, Z coordinate system. Also since
R L
Zi =Z i+l
(18)
and as for Eq (16) but for section i + 1
ZR + = G.- 1 FY GY z(L
ZRi +l +1 + i ++1 (19)
or
R ZL
=
g-iR+ 1 Fit+1 i + (20)
By substituting the expression for ZRi = L i+l, the following is
obtained
Z i+l = GY 1l Y G i+l | GYl GY GYl ZLi etc.
As shown, the state vector at the right end of a system can be related by
a product of the above transformation matrices, field transfer matrices,
and a mass point matrix for each individual section. The boundary
162
conditions that exist at the extreme ends of the system can then be in-
serted upon obtaining the system transfer matrix. With this, a reduced
frequency determinant can be determined at a number of discrete fre-
quencies and the frequencies, at which the determinant becomes zero,
signify the eigenvalues or natural frequencies.
Rotor Analysis In Critical Speed
The methods employed to anlyze the rotor systems use a matrix tech-
nique similar to that described for the blades. The method selected
depends upon the system being analyzed. One method can include the
effects of damping and unbalance if these quantities are known. Another
method which is employed extensively is based on the classical influence
coefficient method. The procedure used to calculate the influence co-
efficients is again a transfer matrix method. This method will be
described here to illustrate the general procedure.
The system to be analyzed is reduced to an equivalent mass elastic

system. A typical two beam level system is shown in the following
sketch:
M L M2 4 M3 M5 6
M 4 5
(EI), *K K KR R I12
M7 1 1 I1
KKL M8 M
2
KL 6L
4 6
The system is made up of sections of length L and constant stiffness EI.

The matrix equation for a shaft section relating the shear, moment,
slope, and deflection at the right end in terms of these quantities on the
left is as follows:
163
VL VR
L
ML L 1 MR
EI
8L 8R
YL YR
V '1 0 0 0 0 V
M L 1 0 0 0 M
L2 L
= 2EI EI 1 0 0. e
Y L3 L2 L 1 0 Y
6EI ZEI
1 R
R 0 0 0 0 O 1, IL
To compute the influence coefficients, a unit load has to be placed at

each mass point individually in the system. The transfer matrix re-
presenting a unit load would be:
V 1 0 0 0 -1 V
M 0 1 0 0 0 M
e = O 0 1 0 o0 e
Y 0 0 0 1 0 Y
_1 R O 0 0 0 1 1 L
This matrix simply state!s that a change in the shear across a load is
unity. It is similar for a uniit moment.
V 1 0 0 0 0 V
0 1 0
e = 0 0 1
Y 0 0 0 1 0 Y
11R0 0 0 0 1 1 L
164R _
164
The matrix relation for a support point anywhere in the system would
depend on the number of beam levels in the system. For a two level
system this relation is:
Fvq 1 0 0 -(S 2 ) 0 0 0 0 K2 0 V1
0 1 ST 0 O 0 O -KT 0 0
.2
y1 O 0 1 0 O O 0 0 0 0
yl 0 0 0 1 O O 0 0 0 0 yl
1 o 0 0 0 1 0 0 0 0 0 1
V2 0 O 0 K2 0 1 0 0 -(S 3 ) o V2
M2 O O -K T 0 O O 1 ST 0 0
0 o 0 0 0 0 0 1 0 O
yz 0 o 0 0 0 0 0 0 1 0 yY12
_1 R 0o 0 0 0 0 0 0 0 0 1 N I
L
The superscripts stand for level 1 and 2.
Here: Spring Location Number System
S2 = K2 + K3 Level 1
S3 = K2 + K 1 K3
T T T
Level 2
S2 =K 2 + K 3
ST=KT+ K 1T
3~ 2
Where:
K = Lateral Stiffness (lb/in. )

KT = Rotational Stiffness (in. -lb/rad)
It can be observed that by placing section matrices together, the

quantities, shear, etc., on the right of one section is the same as those
same quantities on the left of the next section. Therefore, a matrix
representing the entire beam can be produced by multiplying through
these matrices and representing loads, moments and supports by their
165
respective matrices at the proper section. Using the product matrix
and boundary conditions, the shear, moment, slope, and deflection at
the left end can be determined. Using these values and stepping back
through the individual matrices, these quantities are determined at all
selected sections. The deflection and slope at the mass points selected
are singled out and placed in matrix form.
The method used to solve for the frequencies and mode shapes is the
matrix iteration method. For a linear system with N degrees of free-
dom, the equations of motion may be expressed in terms of influence
coefficients with the loads, the inertia loads (miw2yi) at each mass.
Y1= ll(mlW2 Yl) + 12(m2w Y2) + a 1 3(m3w2y 3 ) +
Y2 = a21(mlw 2 yl ) + mwm
+
(m2Y + 3(m3)3 y + (21)
Y3 = c (m 1l2yl)
3 1 +a32(m2W Y2 ) + a33(m 3 w y 3 ) +
A convenient way to write these equations is by means of the matrix

notation.
Yl 11 12a13'- M 0 0 0
Y2 a 2 1 a 2 2 a2 3. 0 m2 0 0 Y
Y3 a31 t32 * 033- 0 m 3 0
yn w2 · .n n
The iteration procedure is started by assuming a set of deflections Yl,
Y2, y3, ... for the right column of the matrix equation. After multi-
plying, the resulting column is normalized; i. e., reducing one of the
amplitudes to unity by dividing each term of the column by the particular
amplitude. The procedure is now repeated by using the normalized col-
umn as the, new set of deflections. The amplitude will then stabilize,
and the fundamental frequency can be found from the matrix equation.
Since the iteration procedure converges to the lowest mode, certain
manipulations are required to obtain the higher modes. Upon perform-
ing these manipulations, all desired modes can be obtained.
166
APPENDIX IV
LIST OF SYMBOLS
A area - ftZ, in.
BR bypass ratio - WaS/WaP
C blade chord - ft or in.
Cp specific heat at constant pressure - Btu/lb - OF
CV specific heat at constant volume - Btu/lb - OF, or nozzle

velocity coefficient
D diameter - ft,or blade diffusion factor
Fg gross thrust - lb
Fn net (total) thrust - lb
Fts y tensile yield stress - lb/in.
Ft, u tensile ultimate stress - lb/in. 2
f blade or sound frequency - cps
g gravitational constant - 32. 17 ft/sec2
h specific enthalphy - Btu/lb
i blade incidence - deg
J mechanical equivalent of heat - 778 ft-lb/Btu
k CP/CV
kh stress concentration factor in hoop stress
kt stress concentration factor in tension
M Mach number
N rotative speed - rpm
167
Z
P pressure - lb/in. 2 or lb/ft
PNL perceived noise level
PNdB perceived noise in decibels
q dynamic pressure - 1/2 p V2
S blade pitch - ft or in.

W a
SM surge margin = Prs Xr - x100
ro Was )]
SPL sideline perceived level or sound pressure level
T temperature, OR or oF
TSFC thrust specific fuel consumption - lb/hr-lb
U wheel speed - ft/sec
V absolute velocity vector - ft/sec
W flow - lb/sec, or relative velocity - ft/sec
Wap primary or core flow - lb/sec
Was secondary or bypass flow - lb/sec
W c
cooling air - lb/sec
WL leakage air overboard - lb/sec
La absolute flow angle measured from axis - deg
B relative flow angle measured from axis - deg
y setting angle - deg
6 blade deviation - deg, or referred pressure - P/14. 69
168
rI efficiency
0 camber angle - deg, or referred temperature - T/518. 7

2k
( 2 k ) 'Tt
= Zk
ecr
(k + 1) (518.7)
x blade flutter coefficient = Zn fC
v relative thickness - pct
p mass density - slugs/ft3
a blade solidity - C/S,or stress
ah hoop stress - lb/in.
radial stress component - lb/in. 2
tangential stress component - lb/in. 2
(I flow coefficient - nondimensional (Vz/U)
ql pressure coefficient - nondimensional (Ah/U /ZgJ)
*t Zweifel load coefficient
tu pressure loss coefficient - APt/q1 ,or radians/sec
Subscripts
a adiabatic
am ambient
B burner
f flight
h hub
169
M mechanical
o ope rating
p polytropic
r radial component
s surge
T turbine
t total or tip
W relative
Z axial component
8 tangential component
1 inlet
2 exit
170
REFERENCES
1. Fujjii, Shoichi, "Some Studies of Front Fans With and Without

Snubbers," ASME Paper 7Z-GT-4, 1972.
2. Smith, M. J. T., and House, M. E., "Internally Generated Noise

From Gas Turbine Engines, Measurement and Prediction, " Journal
of Engineering for Power, pp. 177-190, April 1967.
3. Kobrynski, M., "General Methods for Calculating the Sound Pressure

Field Emitted by Stationary or Moving Jets," O.N.E.R., May 1969.
BIBLIOGRAPHY
Lycoming ALF-502A Turbofan Engine, Volume II, Technical Description,

No. 4510-8, August 1970.
171

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NASA CR-120,992

DESIGN STUDY OF AN AIR PUMP AND o Ip

USING THE LYCOMING 502 CORE °

Avco lycoming Division it,. -

NATIONAL TECHNICAL INFORMATION SERVICE

7. Author(s) 8. Performing Organization Report No.

15. Supplementary Notes

17. Key Words (Suggested by Author(s)) 18. Distribution Statement

High bypass ratio fan engine Unclassified-unlimited

The work reported herein was conducted at Avco Lycoming Division,

Preceding page blank]

Design studies were conducted for an integral lift fan engine

Detailed analysis includes fan aerodynamics, fan and reduction

Preceding page blank

LIST OF ILLUSTRATIONS viii

LIST OF TABLES xiii

PRELIMINARY STUDIES OF SUPERCHARGED AND NON-

FAN AERODYNAMIC DESIGN 7

POWER TURBINE ANALYSIS 90

SCHEDULE AND COST ESTIMATE OF INTEGRAL LIFT

I. Aerodynamic Influence of the Part-Span Shroud 102

Preceding page blank]

1 Rotor Polytropic Efficiency 10

2 Fan Meridional Flow Path 12

3 Fan Rotor Velocity Triangles 13

4 Fan Stator Flow Conditions 19

5 Basic Single Stage Performance Map for Fan Duct

6 Estimated Performance Map for Duct Flow Fan A

7 Estimated Performance Map for Duct Flow Fan B

8 Measured Basic Single Stage Performance Map for

9 Estimated Performance Map for Fans A and B

10 ALF-504 High-Bypass Fan Engine 28

11 ALF-504 Fan Engine Variable Nozzle 29

12 ALF-504 Fan Engine Installation Drawing 30

13 Fan Blade and Disc Stresses 33

14 Fan Rotor Blade Airfoil Composite, Scale Approxi-

16 Root and Groove Stresses 37

43 Fan Configuration B (SM = 14 Percent, A 1 8 = 1190

44 Fan Configuration B (SM = 14 Percent, A 1 8 = 1190

45 Fan Configuration B (SM = 14 Percent, A 1 8 = 1190

46 Fan Configuration B (SM = 14 Percent, A 1 8 = 1190

47 Fan Configuration B (SM = 14 Percent, A 1 8 = 1190

48 Fan Configuration B (SM = 14 Percent, A 1 8 = 1190

49 Fan Configuration B (SM = 14 Percent, A 1 8 = 1190

50 Fan Configuration B (SM = 14 Percent, A =1190

51 Fan Configuration B (SM = 14 Percent, A 1 = 1190

52 Estimated Fan Performance Map for Configuration A

53 Fan Configuration A (SM = 21 Percent at 100 Percent

54 Modified MQT Power Turbine First Stage Velocity

55 Modified MQT Power Turbine Second Stage Velocity

56 ALF-504 Engine Program 98

57 Measured Flow Conditions Downstream of Rotor

58 Radial Surveys Downstream of ALF- 502 Fan Rotor,

59 Analysis of Part-Span Shroud on Axial Velocity Pro-

18 Ring Gear Stresses 39

19 Reduction Gear Stress Analysis 40

Z0 Rotor Blade Frequency Analysis, N = 5245 RPM 44

21 Rotor Blade Vibration Interference Diagram 45

22 Rotor Blade Flutter Criteria 47

23 Fan-Power Turbine Torsion Analysis 48

24 Fan Rotor Deflection 49

25 Integral Lift Engine Noise at 200 Feet Radius and

26 Engine Stations Used in Performance Evaluation 60