AlAA 89-2141 Installation Features of Advanced, Very High Bypass Turbofan Propulsion Systems J.

Marx Pratt & Whitney Aircraft East Hartford, CT

AIAA/AHS/ASEE Aircraft Design, Systems and Operations Conference

Seattle, WA / July 31 - August 2, 1989
For permission to copy or republish, contact the American Institute of Aeronautics and Astronautics 370 LEnfant Promenade, S.W., Washington, D.C. 20024

AIAA-09-2141 INSTALLATION FEATURES OF ADVANCED, VERY HIGH BYPASS TURBOFAN PROPULSION SYSTEMS Jon A. Marx, Development Engineer Pratt & Whitney Aircraft East Hartford, CT 06108

Abstract The Advanced Engines Program Group at Pratt L Whitney Aircraft has been studvinc advanced ducted encines to improve performance by 10% to 15%. These engines have been called Advanced Ducted Props (ADP), Very High Bypass (VHB), Ultra High Bypass (UHB), or Advanced Ducted Engines (ADE). This paper will use the term ADP. very high bypass ratios up to 16:l are being considered for applications in the mid to late 1990's. The larger diameter fan improves propulsive efficiency, but introduces numerous installation challenges such as increased drag, mounting configuration, and need for core mounted accessories. Engines with reduction gearbox driven fans require an air/oil cooler further complicating the installation. Very large diameter nacelles also have around clearance and wins interaction concerns. This paper addresses minimum drag nacelles, engine location relative to the wing, and mounting options. Further, the packagina of comwcnents and the need for reduced size accessories and relocation of components will also be discussed. Propulsion system installations have been proposed, however, continued effort is required to optimize the integration of the nacelle with the airframe to minimize interference drag and improve the installations. Smaller and better integrated accessories and systems should also be studied. Symbols
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zero BPR turbojets having about 10,000 pounds of thrust to today's 5 - 6 BPR turbofans with thrust levels exceeding 60,000 pounds. The continuing improvement in TSFC and thrust-to-weight ratio of this progression of increased size, higher BPR engines has played a vital role in establishing and maintaining Khe efficient and affordable commercial air rransporc syscem that. wc have comc - 3 cxpecc. Ilrhou~h furLter i:iterna? component improvements will be made in today's engines, the dramatic gains of the past will be difficult to duplicate without further increases in BPR as well.
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There is continuing interest in improving economics for operating aircraft. There is a possibility of significant fuel price increases, and additional need to reduce noise levels of aircraft engines. Significant improvements are available by increasing the BPR. It is well understood that propulsive efficiency, as defined by the equation.
T P
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2 VO Ve + Vo

is improved when the exhaust velocity Ve, is reduced and less energy is lost in the exhaust gas. Fiaure 1 shows that BPR increases are being considered at two levels, ducted engines up to approximately 16:l BPR and

ADP BPR FPR

EEC

TSFC ETOPS L/D FEGV

?P

Ve vo
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= Advanced Ducted Prop = Enaine BvDass . .-. Ratin = Fan Pressure Ratio = Electronic Engine Control = Thrust Specific Fuel Consumption (Lb. of Fuel/hr./ Lb. of Thrust) = Extended Time Operations = Lift/Drag Ratio = Fan Exit Guide Vane = Propulsive Efficiency = Exhaust Jet Velocity (Ft./Sec.) = Aircraft Velocity (Ft./Sec.)

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Turbola"%

Thrust specific fuel consumption

c,

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10

20

30

40

so

lntroduction engines have Commercial transport progressed over the past 3 decades from Figure 1.

Bypass ratio

BYPASS IMPACT ON TSFC

open propfans in the 40:l to S0:l BPR. The benefits and installation requirements of the two are dramatically different and only the ducted configuration is being addrcssed in this paper. In addition to pcrformance improvements there is a potential of significant reductions in noise with ADP engines by designing to lower tip speeds, use of optimum acoustic treatment, and taking advantage of variable pitch. Various ADP engines covering a range of thrust classes from 25000 lb. to 85000 lb. are being studied to satisfy the requirements of many aircraft. Some applications will require development of new engines. HowCVer, an additional bcnefit of the ADP is to generate higher thrust with cores (i.e. the high speed compressor and turbine and the burner) from developed engines. Using existing cores significantly reduces development time and cost while improving reliability. This makes extended time operations (ETOPSI certification available in a shorter period allowing operation of twin engine aircraft over water sooner. Large diameter fans are limited in RPM by fan tip speed for noise, however, the low pressurc compressor and turbine which are on the same shaft, should run at high RPM for best performance. The approach chosen to run each component at optimum speed is to use a reduction gearbox between the fan and low compressor. Gearboxes with efficiencies in excess of 99% have been designed and demonstrated. The heat generated must be dissipated, therefore, an airloil heat exchanger using fan air for cooling is requircd in the nacelle. Thc purpose of this paper is to identify features of thc ADP engine that require ncw techniques and technologies for installation in a commercial airliner. This paper will describe what is being studied to produce an attractive propulsion system for integration into an airframe of the nineties. Description of The System A typical ADP proplusion system is shown in Figure 2. The fan drives a larger mass of air at much lower pressure than cnnvcntionnl fans. Current fan uressure ratio of 1.6 to 1.1 yields approximatoly 6 : 1 BPR while the lower fan pressure ratio of 1.2 to 1.4 yields BPR's up to 16:l. This increases the fan diameter about 50% while maintaining similar thrust levels. Reduction gearboxcs are under development to reduce the spccd of the fan relative to the low spool by Thc ratios in the range of 3:l to 4:l. by thcse horsepower transferred gearboxes ranges from 20,000 to 60,000 HP depcndinq on thrust.

Figure 2.

ADVANCEP VERY HIGH BYPASS TURBOFAN PROPULSION SYSTEM

Variable pitch fan blades are used to maintain aerodynamic stability and optimum efficiency in the fan under all flight conditions. Highly reliable variable pitch sysrems are being designed to rotate thf blades on command from the EEC. This system will also

and will put the airfoils to a position (minimum drag) when The remainder of the low spool high spool are similar to engines.

feathcr needed. and thc current

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Mounting arrangements and pylon provisions may he significantly diffcrcnt because of the relatively large diameter. The engine structure is designcd to provide adequate stiffness by utilizing aggressive design concepts to minimize cost and weight. Composite and other advanced materials are uscd to optimize the engine. Engine and airframe accessories, except for the EEC, are core mounted along with the airframe pneumatic bleed systems. The engine and reduction gearbox coolers are also mounted in the core arca. Routing of services from the core to thc airframe is either through a bifurcation

Bypars ratio

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Figure 3. NACELLE INSTALLATION EFFECTS ON BYPASS RATIO

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Conventional nacelle

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Scaled turbofan

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the w l o n and wina while Drovidina a .. ic13t i 'ICl p st i t f sysL CTP. /.-'.d. :onal i+ wscinu i s rccuircd tg fi:lly evaluate configuration options. Another concern is the ability of the ADP engine to provide reverse thrust through rotation of the variable pitch blade. Thrust reverse rig tests are demonstrating the ability to go into reverse and produce reverse thrust at simulated landing speeds.

Figure 4 .

S1,IMLINENACELLE

or through the fan exit case struts, depending on the mount configuration. The EEC will be on the fan case. Either in the inlet structure or under the leading edge fairing of the pylon.
Unique Installation Features Aerodynamic Considerations Since the diameter is relatively large for these ADP engines drag increases could cause a large reduction in the performance benefits of the cvclc. -z---Figure 3 illustrates the installation effects that reduce the fuel efficiency benefits of ADP engines. The "Slimline" nacelle shown in Figure 4 that has minimum radial height combined with contours that eliminate separation and shock waves is used. The radial height can be reduced because there is no thsust reverser and the accessories are core mounted allowing the aerodynamic contours to be optimized. The acceleration and deceleration of the air around the inlet is accomplished with the minimum drag. The optimum cowl contour allows the afterbody to be designed with no wave drag at the aircraft cruise mach number. The inner cowl afterbody is then contoured, starting with fan nozzle area requirements, and maintaining slopes t.hat minimize the shock losses after the fan nozzlc. This slim-line concept has the potential of reducing fuel consumption by 2.5% relative to current nacelles and reduces weight as well. Care is taken to provide adequate volume between the core cowl and engine for mounting the accessories. The core compartment may have to be enlarged to package all the components.
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The above results will be evaluated with the airframe designers to integrate the nacelle to the pylon and wing aerodynamics. The pylon size and shape are very critical aerodynamically. It must have low drag and still carry structural loads while maintaining stiffness. The increased fan flow and low FPR make these engines sensitive to size and shape. The fan duct bifurcation, which extends well beyond the nozzle is a source of drag that is being addressed. One mount configuration, the "Single Plane Mount", Figure 6, supports the engine from the fan exit guide vane case (structural details to be discussed later) to eliminate the need for the pylon bifurcation. As a result the fan duct loss is reduced considerably for the ADP engine. This mount configuration is only applicable to an ADP engine because the center of gravity is close to the mount plane eliminating the need for an attachment at the rear of the enuine. The wvlon structure in this config;ration is-Hbove the nacelle and partially in front of the wing. Pylon aerodynamics must be evaluated to keep the loses to a minimum. Anochci- concew 1 5 i wi2c flax IO; pylon shown in Figures 5 6 7 . Tkis sha?:c will direct the air at the top of the engine and over the wing, eliminating the need for a channel between the nacelle and wing. The engine can then be located closer to the wing to improve ground clearance. The bifurcation in the fan stream can also be made much thinner minimizing duct loses. Proper execution will improve the L/D ratio in the larger
Improved s u p p m

Large surface to improve LID

Next the engine placement relative to the wing is considered keeping in mind that ground clearance must be maintained. Scaled model tests are addrcssing some of the interference drag, external nacelle drag, and internal nacelle drag concerns. These tests have shown that the engine can be placed quite close to the wing with little or no interference drag. Tests have also shown that the axial position of the fan nozzle can be close to the wing leading odge, thereby, minimizina the loads on

Figure 5.

WIDE PYLON CONCEPT

Figure 6.

SINGLE PLANE MOUNT SCHEMATIC Figure 7. WIDE PYLON MOUNT SCHEMATIC

pylon. This concept provides excellent support as well as space for mounting accessories and coolers. Further analysis and testing is required to verify that these concepts produce low installed drag characteristics. structural Considerations The larger diameter nacelle has higher air loads than a conventional turbofan nacelle. At the same time the center of gravity moves forward and downward relative to the wing. The mount system must provide support and stiffness f o r the propulsion system from the pylon which carries the load to the wing. A conventional mount system carrying vertical, side, and thrust loads at the front mount and vertical, side, and torque at the rear can be used. The larger fan duct, increased weight, and larger cowl air loads require a wider and deeper structure than current pylons. The need to improve performance and provide better support structure has lead to other concepts. The two mount systems introduced in the previous section have the potential of improving the mount loads and load paths to the wing thereby reducing installation weight and maintaining engine performance by reducing engine case deflections. The single plane mount, carries Vertical, sidc, torque, and axial loads on the outside diameter of the FEGV case and thrust on the inner case as shown in Figure 6. This eliminates the large fan duct bifurcation and replaces it with two small thrust links. The FEGV case shown in Figure 2 carries loads from the core to the fan case. Half of the FEGV's are structural and the remaining are used to route services between the engine and pylon. The large vanes provide adequate area to handle the hydraulic lines, pneumatic pipes, electric services, etc. All the support loads are from the pylon above the fan case. The width and depth of the
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Accessory Arrangement These engines will require essentially the same type accessories for the engine and airframe as current applications plus new components for the gearbox and variable pitch systems. Initially the coinponents being packaged are unchanged from current aircraft except the integral drive generator is being replaced with a variable speed, variable frequency generator mounted to the engine and the electronic package which converts to constant frequency output mounted in the fuselage. This system will be available in the near future. Major items mounted in the core area include fuel pumps, hydraulic pumps, coolers, oil tank, pneumatic pipes and control valves, fire detectors, etc. In addition to these typical accessories thexe will be a separate oil system for the reduction gearbox. This system will include an accessory gearbox driven oil pump, a filter, a deairator an oil tank, and a cooler. Most of these componcnts will be in the core area for accessibility. The reduction gearbox air/oil cooler will use fan air to dissipate heat. An ejector will probably be required to drive air through the cooler at low speed, low power settings for this low FPR engine.

Fiaures 8 & 9 show the desians considered to install the accesso;ies in the core compartment. The accessory gearbox is located at the bottom of the engine and the reduction gearbox cooler is at the top under the pylon. The pneumatic system with its valves and flex joints is routed from the engine ports to the FEGV's or pylon, depending on the configuration. Air ducts carry fan air to the cooler and then exhaust it through the core cowl with a variable nozzle to minimize performance loss when the cooler is not needed. The airframe prccooler is above or inside the pylon. This area can become quite crowded, therefore, reduction of component size is very important for the success of some installations. The generator has been improved, however work is required by the fuel pump, hydraulic pump, pneumatic valve, and particularly air-oil cooler suuuliers to reduce the .. size of :heir componencs. 1n:cgraLion and comb:n:ng of various components will also be considered. High pressure hydraulic systems and combined coolers and oil tanks will be considered to improve the installation. Additionally, consideration must be given to relocation of some components in the airframe, rather than the nacelle. Concepts such as a pylon mounted gearbox for airframe accessories, electrically driven hydraulic uumus. auxiliarv Dower units for airframe systems, and- other concepts will be evaluated with airframe suppliers. Improvements in this area can allow for better aerodynamics and improved maintenance. Maintainability Maintenance costs of aircraft propulsion systems have significant impact on the total operating cost of an aircraft. Therefore, advanced propulsion systems must be designed to minimize this expense. The variable pitch system and reduction aearbox are mounted inside the fan hub and are being designed and developed to have a negligible effect on engine reliability with proper maintenance practices. Easy access is provided to allow convenient insuection and maintenance of these components. The fan is not removed for this operation and the oil pump, filter, etc. are also located to permit servicing without disassembly of the variable pitch and gearbox area. The EEC will probably be located on the fan case. This improves maintenance for two reasons. First, the unit is located in a cool environment to improve its life and reduce need for maintenance and second. the unit is readilv accessible without getting to the core-area.

engine

Reduction GIB ol tank i Airframe accessories

Figure 8.

CORE MOUNTED ACCESSORIES SIDE VIEW

Figure 9.

CORE MOUNTED ACCESSORIES AFT VIEW

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Conclusions TSFC imDrovementS of UD to 15% are available with the advanced ductcd engine. The engineer must address all the detailed requirements to kecp aerodynamic loses from the large diamcter nacelle from excessively reducing the ideal cycle benefits of thc ADP engine. Testing has shown that the installation loses can be kept at acceptable levels by using the slim-line nacelle, matching the pylon to thc engine, and positioning the cnginc properly relative to the wing, Several mount arrangements have been designed and pylon concepts proposed for supporting t h propulsion system. They .e range from a fairly conventional mount to rather unique concepts that offcr significant benefits to t h enginc and .e airf fame. Accessory packaging arrangements havc been identified to put the conventional components as well as the new items such as coolers and oil pumps in the corc compartment. The problems related to packaging are more severe for thc smaller, lower thrust Fngines bccausc many of these components do not scale down with engine thrust, however, tho volume available for them docs scale down. It is important that the suppliers of the coolers and pumps make a strong effort to improve their components along with the engines and airframes. Since there is a strong interaction between the propulsion system and the airframe there must be continuing coordination to satisfy the requirements of both. Cooperative design and testing has been done in the past and will continue with the advance concepts.

owl translated
Core cowl stowed
L a " cow1 may w e n (depends on length)

Figure 10.

TRANSLATING CORE COWL

Maintenance of the core area is accomplished by reaching into the fan nozzle on short duct designs after translating the inner cowl aft on the tracks provided as shown in Figure 10. The air/oil coolers are placed near the top of the compartment to keep them away from other components. The reduction gearbox oil tank is either in the core inlet case, around the gearbox, o r in the core compartment aft of the airframe accessories whcre insulation would be provided to prevent over heating the oil. Residence time in the oil tank is limited to further prevent over heating the oil. Maintenance of longer duct designs, generally the higher thrust engines, will be accomplished by opening the aft outer nacelle and the inner cowl doors by releasing latches at the bottom centcrline. After the doors are open the design will allow for borascoping the engine. Components will initially be mounted to the accessory gearbox similar to current installations to maintain current standards. Vertical jacking of the engine to the pylon will be provided for engine replacement. Mounting is accomplished at horizontal interfaces that separate vertically. The aft portion of the nacelle will be removed with the engine on installations that do not have cowl doors. If doors are provided they will be attached to the pylon and remain with the aircraft when the cngine is removed. In either case the inlct will be removed with the enginc. Consideration will also be given in some installations to have the cowling share engine loads. This will reduce deterioration and minimize maintenance operations.

References

T. G. Cloft, P. L. Muldoon, "Ultra High Bypass (UHB) Engine Critical Component Technology", ASME 89-GT-229 Toronto, Canada, June 4 - 8 , 1989.
R.

Lindlauf, D. Echardt, L. Battenzzato, "Advanced Technologies for New Generation Ducted Engines", AIAA/SAME/SAE/ASEE 23rd Joint Propulsion Conference, Junc 29-July 2, 1987, San Diego, California.

NASA Langley "1/17 Scale Low Wing Transport Model Test at NASA 16 ft. Transonic Tunnel", March 1989.

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