Results from the altitude testing of a P sub T/P sub S noseboom probe on the F100 engine are discused. The results are consistent with sea level test results. The F100 engine altitude test verified automatic downmatch with the engine pressure ratio control, and backup control inlet case static pressure demonstrated sufficient accuracy for backup control fuel flow scheduling. The production P6 probe measured Station 6 pressures accurately for both undistorted and distorted inlet airflows

Foote, C. H.

English

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https://ntrs.nasa.gov/search.jsp?R=19800012849 2020-03-21T18:29:50+00:00Z
(NASA-CH-1551816) DATA ANALYSIS OF P SUB T/.P	 N80-213.34
SUB S NOSBBOCM PiIOBE TESTING ON 11 00 ENGINE
P680072 AT NASA LEWIS RESEARCH CENTER Final
Report (Pratt and Whitney A.ircxaLt Group)	 U'ac-7.a.a
23 p HC AG2/MF A01	 CSCL 21E G3/07 46831
NASA CR-159816
I
v
DATA ANALYSIS OF P T /P S
 NOSEBOOM PROBE TESTING ON F100
ENGINE P680072 AT NASA LEWIS RESEARCH CENTER
C. H. Foote
United Technologies Corporation
Pratt & Whitney Aircraft Group
P.O. Box 2691
West Palm Beach, Florida 33402
Prepared for
NATIONAL AERONAUTICS AND SPACE ADMINISTRATION
Lewis Research Center
Clevelaxid, Ohio 44135
r	 March 1980 177
Contract NAS3-19442
	
t^^
I- -1?.5.1U
TABLE OF CONTENTS
Section
INFORMATION ............................................................... I ...... I
	
......I...........,
	
I
	
DISCUSSION ............................................................................................. 	 3
	PT/PS Correlation ...................................., ........................................ 	 :3
Low-Pressure Altitude Shift............	 .
DistortionShift ...........	 ...........................................
	 .......................... 	 3	 i
	
BUCInlet Case Static Pressure .......................................................... ...	 9
Production P6M Probe ...............	 9
	
.Airflow ................................................................................................. 	 J
	
DataAdjustment ........ ........................................................................ 	 18	 ^ a
`f a
RESULTS..................... 	 ............................................................
	
19
3
RECOMMENDATIONS ................................ 	 ..I................
	
19
	
p r
s
1 1, 8-12 5.1 ()
r
LIST OF ILLUSTRATIONS
Figure Page
I P,, Noseboom Probe Test at NASA Lewis Research Center .......................... 2
2 Current Test Results Show Lower PT/PS Correlation .................................. •11
3 P680072 Shows 111) to 0.5"1
	 Low Pressure Bias ............................................. r
It Distortion Calibrations Show No Shift in PT/P5 for Low Pressures .............. G
5 Digital Electronic Engine Control — 604 Engine inlet Total to S'.atic Pressure
Ratio ............................................................................................. 7
G P0072	 Demonstrates Distortion Rematch ..................................................... 8
7 BLiC P,, 6,5`i^ Lower Than DEEC P82 ...................................................... 10
8 Variations f'or Two Different Positions of 180 1
 Pattern ................................. 1
9 Altitude Variation in P•,.,/P„, Using BUC 1' ,
	 .............................................. 12
1.0 Comparison of BIJC.1, Single and Manifolded Pressure to DEEC Primary P 8, 1:3
11, Station G Production Probe Indicates Mass Weighted Total Pressure With and
Without Inlet 	 Distortion ................................................................. 14
1.2 NASA LeRC Measured Airflow 2 i"i Higher Than GPD ................................. 15
13 NASA LeRC Measured Airflow 1"i Higher Than Nominal ........................... 16
14 Reduction in Airflow at Low Reynolds Numbers .......................................... 17
n ;
Vlt-12540
INTRODUCTION
In July 1979, NASA-Lewis Research Center (LeRC) conducted a Ps2 noseboom probe test on
F100 engine P680072. Design of the testing provided an evaluation of'the PS2 probe sensing ability
in the control of the F100 engine utilizing an Engine Pressure Ratio (EPR) mode of control. Figure
1 shows the test configuration. The primary program objective was to verify P12 nosehoarn
measurements to P•1 . 2 correlation at altitude points for clean inlet and classical inlet distortion
patterns. Follow-on tests are planned for an F-15 inlet correlation in the NASA F-15 aircraft.
Additional objectives included verification of the altitude distortion rematch effects and
correlation of measured Fan Pressure Ratio/Engine Pressure Ratio with the P6M engine
production probe. The data was also intended to support Backup Control (RUC) schedulEs
required for planned NASA F-15 DEEC flight testing and FADECANTERACT flight test
programs.
The program utilized the following inlet configurations and operating conditions with the
distortion support grate located 60 in. in front of the engine:
•	 Clean inlet (pre- and post-distortion testing)
•	 180° circumferential (5.5 X 5.5 X 0.063 in.) located at 0° to 180° and
180°-0° positions
•	 OD radial (5.0 X 5.0 X 0.063 in.)
•	 0.9/30k (Mach number/altitude) composite
•
	
	 90 0 circumferential (5.5 X 5.5 X 0.063 in.) h,cated at 210 to 300 0 , 240 to
330°, and 330 to 360° positions
•	 Calibrations at 10 psia inlet pressure used T.,. 2 = 30-45°F
•	 Calibrations at 2, 4, and 5.8 psia used T.,. 2 = 20°F
Locked nozzle airflow calibrations were made at inlet pressure settings of 10, 4, and 2 psia
with inlet total pressures recorded with a 34-probe instrumented inlet case. The prototype Pti2
probe and backup control inlet case static ports were used for the PT/PS calibration.
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DISCUSSION
PT/PS CORRELATION
The F100 engine P680072 clean inlet calibrations at near spit-level conditions agree
identically with FX225 and FX227 tests at P&WA/Florida, These three tests show a lower PT/PS
correlation than the current G04 schedule. Figure 2 details it comparison between the (104
schedule and current test results. The lower correlation results front the reduction in length ol'the
DEEC Psz
 probe and a difference between bellnxnuth and engine face 1'.,. measurements.
LOW-PRESSURE ALTITUDE SHIFT
A comparison of the calibrations at 10, 4, and 2 psis inlet pressure determined the low-
pressure effects oil PT/PS correlation. The 2 psis( calibration produced a maximum PTAIS
shift of 0.5 1'^. The 4 and 10 Asia calibrations were identical. Figure ,i shows file low-pressure
altitude shift in PT/PS for the clean inlet configuration,
The FX215-18 test at AEDC indicated at 1.5 1 '1 increase fin •
 low inlet pressures, as indicated
by comparison of intermediate points frrm several flight condit ions through several test periods.
However, the back-to-back P680072 calibrations are considered more reliable. This disagreement
in low-pressure altitude shift should be resolved during the forthcoming FX227 lesting at AEDC.
The distorted inlet configurations did not dennonstrate an increase in the V IyPS correlation
for low-pressures. Figure 4 presents the distorted inlet comparisons at inlet pressures of 10 and 2
Asia. The difference between the clean and distorted inlet low-pressure shifI may be the result of
PTT measurement uncertainty. Since the undistorted measurements are considered more reliable,
the proposed DEEC schedule adjustment will include it low- pressure bias. Figure 5 illust rates the
proposed G04 schedule.
DISTORTION SHIFT
The F100 engine P680072 test demonstrated PT/PS distortion shifts similar to previous sea-
level tests with the same inlet distortion. Figure 6 plots the measured VI'/PS shift for the
distorted inlet configurations at an inlet pressure of 10 Asia, Table 1 lists the agreement between
the P680072 altitude test and sea-level tests at Government Products Division ((1111)).
TABLE 1. PT/PS DISTORTION SHIFT COM-
PARISON (WAIL = 212 pps)
Distortimi	 13044	 FX225	 10)72'	 P00721
Pnlicrn	 GPD	 GPD
	
LOW	 LvRC
OD	 0.51 7r 	 0.6"i	 0.6",	 0
1800
	2.5'7	 1,7"i	 31311i	 2.7"(
0.9/30k 	 _	 1.7"i	 2,01';
10 psin
'P , = 2 psia
3
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PR-12150
/
P0072 NASA, 1)	 =	 10 psia.,
	
RND 74-90 j
GPD, SLS, ADR 629-038 j
/
/
DIil3C
	
U04 Schedul
B P D 2.2)
i
100	 120	 140 1G0	 180 200	 220	 24
1.18
1. 1(1
1.14
1.12
a.
a
1.1C
1.08
1.061
1.04
1.02
U?
IVAIC2 -- lbm/sec
Figure 2. Current Test Results Show Lower PT/PS Correlation
4
0	 Clean Inlet,	 P'rl = 10 Asia,	 RND 74 - 96
0	 -'Clean Inlet, P,rl = 2 Asia, RND 115-140
0.5
00	 120	 140 160	 180	 200	 220	 2^
1.18
1.16
1.14
1.12
a
H
a
1.10
1.08
1.06
1.04
0
1.02
7
FR-12540
WAIC2 - lbm/sec
Figures. P0072 Shows Up to 0.5% Low Pressure Bias
5
- OD Rad,, RND 246-267, 286-305
- 1800
 Circ., RNl`a 1S9-181 $ 337-354, 200-218 & 355-565
- 0,9/30k Comp., RND 388-404, 405-424
1.18
A .
Oven Symbol - PT1 = 10 Asia
Closed Sy bol	 -	 P,rl	= 2 Asia
/
L^
40-
004
iln	 160	 180 200	 220 24
U
1.16
1.14
n.
Fa
1.12
1.10
1.08
1.06
0
FR-1'5.10
WAIC2 - lbm/sec
Figure 4. Distortion Calibrations Show No Shift in PT/PS
For Low Pressures
6
P
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	 1,?0
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50	 100
	
150	 200
	
250
	
300
IVACC - Calculated Engine Corrected Airflow - lbm/sec
Figure S. Digital Electronic Engine Control - G04 Engine Inlet
Total to Static Pressure Ratio
7
1.OQ
1.06
1.04
1.02
FR- 12540
-
.	
.
^
^p ,
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 clean Inlet, KNU 74-Qh ^ P~ = 10 psiu--	 /^
0D Distortions, RND 24h-h27, P7l = 10 pyiu
180 o Distur^'iu,^ Q0D lG8^l81 K ^37-354 / P,	 = 1' }`njn'	 ^	
^1
0.9/30k Distortion, RN) 398-404. P
	 = 10 nsix
_
1.18
1.14
1.12
CIA
w
^
1.^t
100	 120
	 140
	 160
	
lQD
	
200	 228	 240
WAICJ
Figure 6. P0072 Demonstrates Distortion Rematch
1.16
.^
8 x
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VIZ- ,2540
BUC INLET CASE STATIC PRESSURE
A singular tap and three manifolded taps provided the means to record static pressures in
the engine inlet case. These static pressure measurements were proposed as an independent Pst
source for the DEEC backup control. For distorted flow, sea-level tests show that the manifolded
pressures more accurately represent Ps, than the singular pressure measurement, However, the
• locations of the pressure taps result in a lower P 4, measurement and a higher distortion shift when
compared to the DEEC Py2
 probe measurements. Figure 7 shows the difference between the B11C
and Ptiz DEEC measurements. The present BUC schedule allows operation with either Ps, source,
but specification performance may require schedule adjustments.
A change in the orientation of a circumferential distortion pattern cause., a change in
distortion shift with BUC P,,, This effect results from the location and number of taps in the inlet
case. Figure 8 reproduces the variations for two, different positions of the 180-deg pattern.
At an inlet pressure of 2 psia, the BUC P,2 shows an increase in altitude PT/PS shift when
compared to the DEEC Pti2 probe measurements. Figure 9 illustrates a 2.5 1', PT/PS increase for
the clean inlet configuration, Other comparisons of BUC and DEEC P hz show considerable data
scatter for the manifolded inlet case Ps, measurements, The singular inlet case Pal measurement
appears to have less scatter than the manifolded Psz. Figure 10 details both measurements
compared to the DEEC P tiz, These results should be investigated further during the FX227
altitude test,
PRODUCTION P6M PROBE
Production P6M probe accuracy with inlet distortion was verified. The production probe
measurements were compared to the 40-probe mass-weighted development rake MI. Figure 11.
plots the two measurements and shows that they agree within 0.5"1 for both clean and distorted
inlet configurations.
AIRFLOW
The fan airflow measured at NASA-LeRC was 2er' higher than GPD calibrations and 1"i
higher than nominal F100(3) speed flow. Figures 12 and 13 show the speed flow relationships. For
correlations involving airflow, the NASA-measured airflow was adjusted down by 1"i to provide
an average of GPD and NASA calibrations.
At intermediate airflow, the NASA data does not indicate measurable Reynolds number
effects at upper left-hand corner conditions, The part power settings at this condition show a 3 to
4% airflow reduction. Figure 14 shows this comparison.
The distorted speed flow shift for this test was 1.6 1/t, or less. The ioss or gain in flaw is shown
in Table 2 with comparisons made for the calibrations at 10 psia inlet pressure.
TABLE 2. FAN SPEED FLOW SHIFT
WITH DISTORTION
A li WA72C
"i Ni C2 1800	 Op	 0.9130h
106 -0.9	 +0.1	 -1,6
104 -0,9	 0	 0
98 -0.7	 +0.6	 -0.7
93 -0.5	 +0.4	 --0.3
9
Flt-'125.10
Clean Inlet, RND 74-96, 
P'l1	
10 psi.a
0	 Prototype PS2 Probe
0 - Nfanifolded Inlet Case Statics (BUC `S2)
1.30
1.26
1..22
a	 1.1S
Fa
1.14
6.5°,
1.10
,0^ i
1.06
	
f
'	 BUC Intermedia :e
Airflow
1.02
100	 120	 140	 160	 180	 200	 220	 240
WAIC2 - lbm/sec
r
Figure 7. BUC PS2 6,5 0, Lover than DEEC PS2
10
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Nominal
L0RC,	 RND
Airflow
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20
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UN
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r
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Figure 13. NASA LoIZC Measured Airflow 1 =a Higher Than Nominal
11
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16
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FD-12540
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Figure 14. Reduction in Airflow at Low Reynolds Numbers
^
^
17
-'	 v
_
—
DATA ADJUSTMENTS
Several adjustments made to the recorded test data provided t mere
tion of test results. These adjustments became necessary because of*:
1. Unequal circumferential spacing of P.,• 1 probes
2. Instrumentation calibration shifts at low pressure
3. Airflow calibration differences between GPD and NASA-Leli
4. Leaking P,,,z probes.
These adjustments, or correlations, resulted in closer agreement between t1i
and previous test results.
18
I
a
1 : 1^_ I _15.10
RESULTS
The following results were achieved during the Ps i
 noseboom testing conducted at NASA-
LeRC ill 	 1979:.
• The F100 engine P680072 PT/PS correlation agrees with sea-level tests with
the same 17-in, probe
• Altitude low-pressure effects oil
	 PT/PS correlation were 0.5 14, or less
0 Distortion PT/PS shift was consistent between near sea-level and upper left-
hand corner conditions
0 The production P6 probe indicated mass-weighted within 0,5 1
 tier all inlet
configurations at intermediate power and near sea-level conditions
• BLIC manifolded inlet case static pressure indicated up to 2,5 14 low-pressure
altitude shift
• BUC manif'ulded inlet case static pressure showed 5^41 shift with 180-deg
moderate distortion.
RECOMMENDATIONS
As a result of' the P,, noseboom testing, the t'ollowing recommendations are put forth:
• Adjust DEEC PT/PS schedule (G04) to reflect current test results
• Adjust pressure bias oil 	 PT/PS schedule to reflect the 0.5 14 increase at
low inlet pressures
• Verif;v low-pressure shift in PT/.PS schedule during FX227 engine testing at
Arnold Engineering Development Center (AEDC)
• Adjust BUC WF/Py, and RCVV schedules for P 12 measurements t'rom the
engine inlet: case
• Obtain time variant: recordings of Bt1C static pressures.
19


Data analysis of P sub T/P sub S noseboom probe testing on F100 engine P680072 at NASA Lewis Research Center

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