Low speed flow angularity results are presented showing flow direction at the nacelle locations on the Boeing 727-200. Flow angle probes (yawheads) were used for measurements at side and center inlet positions on the aft fuselage. A range of flap settings were tested with flap angles of 0 deg, 15 deg, and 40 deg selected for investigation

Easterbrook, W. G.

Roberts, W. H.

English

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Produced by the NASA Center for Aerospace Information (CASI) 
https://ntrs.nasa.gov/search.jsp?R=19740017424 2020-03-23T08:35:56+00:00Z
NASA CR-134630
BCAC D6-43098
LOW CFEED WIND TUNNEL FLOW FIELD RESULTS
FOR JT8D REFAN ENGINES ON THE BOEING 727-200
by W. G. Easterbrook and W. H. Roberts
BOEING COMMERCIAL AIRPLANE COMPANY
A DIVISION OF
THE BOEING COMPANY
Prepared for
NATIONAL AERONAUTICS AND SPACE ADMINISTRATION
NASA Lewis Research Center
Contract NAS3-17842
(NASA-CR-134h3))
	 LOW SPEED W
	 'TUNNEL
FLOW FIELD RESULTS FOn JT8D aEFAN
ENGINES ON THE BOEING 7 27-1G0 (boeinq
Con morcidl Airplane Co., Seat,-] e)	 25 PHC $4.25	 C---CL 01A
N74-25537
Unclas
G3/01 40784
FOREWORD
lie low speed wind tunnel testing described in this report was
conducted by the Aerodynamics Technology Staff of the Boeing
Commercial Airplane Company, a division of The doeing Company,
Seattle, Washington.	 This :cork was sponsored by NASA Lewis
Research Center and was performed between May 1973 and
March 1974.
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D.A.
	
p*Tecnology
Engineer	 Date
Aerod .ina ics 	 Staff
0 rxd' _	 Juwt gt1974
J. A. F	 rell, Chief, Technology Staff
	 Date
JT8D Refan Program
fi
Rice, rogram Manager
	
Date	 FT
JT8D Refan Program
fi
PRXEDING PAGE BLANK NOT FII,MT D
to
TABLE OF CONTENTS
Page
	1.0	 SUMMARY ---------------------------------------------- 1
	
2.0
	
INTRODUCTION-------------------°-------------------- 3
	
3.0	 NOMENCLATURE ----------------------------------------- 5
	
4.0	 MODEL AND TEST DESCRIPTION-------------------------- 7
4.1	 Model Description----------------------------- 7
4.2	 Model Installation and Test Facility---------- 7
4.3	 Test Procedure ------------------------------- 8
	
5.0
	
TEST RESULTS AND DISCUSSION------------------------- 9
	
6.0	 C014CLUSIONS ----------------------------------------- 11
	
7.0	 FIGURES---------------------------------------------13
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1.0 SUMMARY
Flow field angularity was measured at aft fuselage engine loca-
tions on the Boeing 727-200 during a low speed test of JT8D
Refan engine configurations. The test was conducted at the
Boeing Vertol Wind Tunnel at Morton, Pennsylvania.	 Flow angles
were measured at nacelle inlet highlight positions for the side
and center engines. Two flow angle probes (yaw heads) were
mounted at each inlet position. Angle measurements were
obtained for airplane flap settings of 0 0 , 15 0 , and 40 0 so the
full range of flap angles were investigated. The following
results were obtained:
o The magnitude of the down-flow angle decreased with in-
creasing wing angle of attack up to the attitude for
stall.
	
Thus, the smallest down-flow angle occurred
just prior to stall.
o High values of down-flow angle were measured just
beyond the stall attitude, and, as angle of attack was
increased further, wide fluctuations in angle resulted.
o Down-flow angles at the center inlet location were al-
ways lower in magnitude than those measured at the side
nacelle location.
	
Angle differences at the two dif-
ferent locations became greater at higher flap settings.
o Cross-flow angles at the side nacelle location were in
a direction toward the body (as could be expected be-
cause of body closure) for angles of attack up to stall.
Small cress->flow angles were indicated at the center in-
let location b:.it these must be considered as data
scatter.
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2.0 INTRODUCTION
The Pratt & Whitney Aircraft refan engine (designated JT8D-109)
4,z a derivative of the JT8D-9 turbofan engine. 	 A larger di-
ameter, single-stage fan has been incorporated which raises the
Fypass ratio to 2.03.	 The intent of this engine modification
is to provide lower ,jet noise, increased takeoff and cruise
thrust, and lower specific fuel consumption. Larger side engine
nacelles and a larger center inlet must be provided if the
JT8D-109 engine is to be installed on the Boeing 727-200 air-
plane. The affected regions are indicated on the 727 general
arrangement shown on Figure 1.
Flow angle testing was initiated in support of Propulsion Staff
testing of internal inlet characteristics. 	 The range of
anticipated flow angles at the side nacelle inlets and at the
center inlet was required to ensure that the proper range of
9
angles were run during isolated inlet testing.
The flow angle testing was run at the Boeing Vertol Wind Tunnel
i	 during May 28 to June 5, 1973.	 This tunnel has a square test
section area of 20 ft. by 20 ft. The model was mounted on a
sting support with a dog-leg extension as shown by Figure 2.
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3.0 NOMENCLATURE
-^B Down-flow	 angle relative to the	 fuselage	 reference
axis,	 in	 degrees (+	 angle 1s downward	 flow	 relative
to	 the	 fuselage)
^B
Cross-flow	 angle relative to the fuselage	 reference
axis,	 in	 degrees (+	 angle is flow	 inboard toward	 the
fuselage)
01 W Wing	 angle	 of attack with viing design	 chord	 plane
as	 reference,	 in degrees (+ angle	 is	 airplane
nose-up)
B.S. Body Station
W.L. Water Line
B.L. Buttock	 Line
BVWT Boeing	 Vertol	 Wind Tunnel
PRECEDING PAG; BLANK NOT FILMED
5 l
a4.0 MODEL AND TEST DESCRIPTION
4.1
	
Model Description
The wind tunnel model used for this flow angle testing was an
existing .075 scale model of the Boeing 727 , 200 airplane.	 The
model configuration included standard 727 wing, fuselage, tail
surfaces, flaps, slats, etc.	 The center inlet and side nacelles
were removed to allow the flow angle probes to be placed at
inlet highlight locations, 	 The general model configuration with
nacelles in place is pictured on Figure 2.
Flow angle probes consisted of hemispherical yaw heads as shown
by the sketches of Figure 3. 	 Probe orientation was parallel
to the fuselage reference axis. Down-flow and cross-flow angles
were therefore measured relative to the fuselage axis. The
installation is pictured on the model of Figure 4.
4.2 Model Installation and Test Facility
The 727-200 low speed model was sting mounted with a dog-leg
j^
sting as pictured on Figure 2. This type of sting was utilized
during this test period for other testing which included ground
plane work where the additional angle was required. 	 This
arrangemen t, was satisfactory for the flow angle testing so the
same test arrangement was used. The Boeing Vertol Wind Tunnel
facility has a 20 ft. by 20 ft. test section. A few checks of
flow angles in ground effect were made to ensure that all
reasonable flight conditions were considered.
PREC
EDING PAGE BLANIc NOT KLMED
7
4.3 Test Procedure
Individual pressure port measurements were made for the various
ports on the probes. A range of wing angles of attack were set
and pressure measurements recorded. A data reduction computer
program converted these pressures into flow angles, using
previous individual probe calibrations.
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5.0 TEST RESULTS AND DISCUSSION
Inlet flow angles which could be expected in flight were re-
quired to set the range of angles to be used for Propulsion
Technology Staff testing of inlet characteristics.	 This
included the entire flight regime of the airplane. 	 Representa-
tive flap angles were selected as 0 0 , 15° and 40 0 .	 These
settings correspond to cruise, takeoff, and landing conditions
respectively.	 A few ground effect runs were made to check
flow angles on the ground.
Down-flow angle data are presented on Figures 5, 6, and 7 ac-
cording to flap position. 	 The higher flap settings tend to
produce the greatest down-flow angles. A general trend is
evident with down-flow angle decreasing with angle of attack
up to the stall attitude. 	 At airplane attitudes beyond stall
there are wide fluctuations in flow angle after an initial
sharp increase in down-flow.	 Generally, the down-flow angles
for the normal flight regime tend to be fairly small.	 This
indicates that there should be no problem concerning the
inlet inflow angles.
There was little change in flow angle due to ground effect as
shown by Figures 5 and S.
Down-flow at the side nacelle position tends to be greater in
magnitude than that at the center inlet location.
	
This is a
result that could be expected because the body itself tends top	 Y
straighten the flow at that location.
Cross-flow results are Shown on Figures 8, 9, and 10 for the'
same conditions as for down flow angle. Cross-flow direction
at the side nacelle position was toward the body because the
local flow follows the body contour (closure).	 Cross-flow
angles were small in magnitude at airplane angles of attack
9_
up to stall.	 At higher angles of attack, beyond the stall, the
flow direction changes abruptly to an outboard direction.
5.0 CONCLUSIONS
"fio following conclusions were drawn from the test results:
• Down-flow angles up to stall .A titude decreased
with increasing angle of attack.
• Down-flow angles at the center inlet location were
somewhat lower in magnitude than angles at the side
nacelle position.	 The difference in angle at the two
inlet positions became greater at higher flap settings.
• Minimum down-flow angle was obtained just prior to
stall.
• High values of down-flow angle were demonstrated just
above stall attitude.	 Flow angle then fluctuated
widely for further increases in attitude.
• A general observation was that down-flow angles are
relatively small for the normal flight regime of the
airplane.
• Cross flow angles were generally small at the side
nacelle position at airplane attitudes up to stall.
Flow direction was toward the body up to stall angle
of attack and then abruptly outboard at post stall
attitude.
7.0 FIGURES
Figure No..
1
2
3
4
5
6
7
8
9
10
Title	 Page
727-200/JT8D-109 Refan Airplane------------- 14
Model Installation-------------------------- 15
Flow Angle Probe Details-------------------- 16
Flaw Angle Probe Installation--------------- 17
Down Flow Angle, Flaps Up------------------- 18
Dawn Flow Angle, Flaps 150------------------ 19
Down Flow Angle, Flaps 400------------------ 20
Side Flow Angle, Flaps Up------------------- 21
Side Flow Angle, Flaps 150------------------ 22
Side Flow Angle, Flaps 400------------------ 23
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Low speed wind tunnel flow field results for JT8D refan engines on the Boeing 727-200

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