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0 0 0 <( Q.,. N "ef.ilockheed Advanced Deve/opl116nl Company ADP ORGANIZATION ..
CHIEF SKUNK
MANUFACTURING QUALITY ASSURANCE ENGINEERING PROGRAMS
I j ADMINISTRATION FLIGHT TEST FLYING OPERATIONS
ANALYSIS tTEST PILOTS DATA ACQUISTION TRANSPORTATION DATA PROCESSING FLIGHT TEST ENGINEERS AVIONICS TEST FLIGHT MANUALS
24 DA 0002 05 II 91 nu
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IPHASE TESTING - CIRCA 19511 I CATEGORY TESTING - CIRCA 1958 I I JTF/CTF - CIRCA 1951
AIRWORTHINESS SUBSYSTEM DEVELOPMENT TEST - AFR 80-14 ESTABLISHED - CONTRACTORTEST PILOTS AND EVALUATION DT&E/OT&E TESTING AIRWORTHINESS - CONTRACTORTEST PILOTS II CONTRACTOR COMPLIANCE OPERATING - USAF TEST PILOTS - USAF TEST PILOTS CHARACTERISTICS - USING COMMAND PILOTS (PRIMARILYRESPONSIBLE Ill DESIGN REFINEMENT - SUBSYSTEMPERFORMANCE FOR OT&E) - CONTRACTORTEST PILOTS - CONTRACTORTEST PILOTS (USAF CONTROL IN 1963) IV PERFORMANCE & STABILITY - USAF TEST PILOTS II SYSTEM DEVELOPMENT TEST AND - PRODUCTIONAIRCRAFT EVALUATION SPEC COMPLIANCE V ALL WEATHER - WEATHER - USAF TEST PILOTS - CONFIGURATIONREFINEMENT - PRODUCTION AIRCRAFT - MAINTENANCE VI FUNCTIONAL DEVELOPMENT - LOGISTICS USAF OPERATIONALPILOTS - CONTRACTORAND USAF TEST PILOTS - SOME USER COMMAND PILOTS/PER- - USAF TEST PILOTS SONNEL - USAF MAINTENANCE PER- - INCLUDES MISSION EQUIPMENT SONNEL 111 SYSTEM OPERATIONAL TEST AND VII OPERATIONAL SUITABILITY EVALUATION & - USER COMMAND VIII - USING COMMAND . -¥il'ttD,;.71/ ·1 i,l': ,tfl·., ( 24 DA 0003 05 17 · 91 IIG
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~Lockheed Advanced Development Company BLACKBIRD FLIGHT TEST PROGRAM
26 APR
A-12
7 AUG "RECORDS" II 1 MAY 1 YF-12A <1 •··•,···1,,muSZ:.1n1.. ,.. '•·•···,· ..< ..,.,.~;n/ ... s
22 DEC
SR-71 i/:!:11=;1;;;::::::::/:;:1:,;:;:1::i:i:::::::l:::::9:~1:~:~:9,~Y::.,!::;:::::::;:::::::?-:'·,:,.,:::_:::.:-:):,.,:=.,_,
1 JULY
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""=U'Loch Advan.._ J.Jevelopmen/ Company SA- 7 I FLIGHT TEST'S EARLY INVOLVEMENT l·N PROGRAM
• SYSTEM/SUBSYSTEM DEVELOPMENT - FUEL SYSTEM MOCK-UP - FLIGHT CONTROLS/HYDRAULICS - IRON BIRD - FLIGHT SIMULATOR (RYE) - ENGINE DEVELOPMENT • DRAFT FLIGHT MANUAL AND CHECKLISTS • TEST PLANNING - PLANS - INSTRUMENTATION REQUIREMENTS - EXTEND ANALYSIS CHARTS > 2.0 MACH - ALTITUDE/GAS - ALTITUDE/EAS
- -y ~ 1.4
24-DA 0005 05 17 91 IIG
-£:, '-"! u1 ~Lockheed Advanced Development Company SR-71 FLIGHT CREW SELECTION & TESTING
• FLYING BACKGROUND
• TEST EXPERIENCE
• PHYSICAL REQUIREMENTS
• TRAINING
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=f.rL ed A <1DeVe/o/Jl118nl Company SR-71 FLYING. OPERATIONS
• GLOBAL FLIGHT TEST PLANNING
• ATC COMMUNICATIONS
• TANKER RENDEZVOUS
• INLET SYSTEM DEMANDS
• CHASE
24 DA 0007 05 17 91 IIC,
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=iJ'Lockheed Actvanced Development Company SR-71 FLIGHT TEST
• TEST PHILOSOPHY
- USE MILITARY SPECIFICATIONS AS GUIDES
TEST DESIGN FLIGHT PROFILE FIRST
- MAKE OFF DESIGN EXCURSIONS WHERE APPROPRIATE
- CONFIRM MISSION READINESS
I' Lrt ~ 24· DA 0008 OS IT 91 IIG ~ •------...~-•--...... --•~•,.~w._.·..•--·----...----- ~- ,7tJtXI Advanced Development Company
CATEGORY I
24 DA 0009 05 II 91 IIG
--S:, ~ -0 \
:!i,}Lockheed AdvanCed Development Company SR-71 CATEGORY I FLIGHT TEST VALIDATION ITEMS
• PERFORMANCE
• STABILITY AND CONTROL
• STRUCTURAL INTEGRITY
• SENSOR PLATFORM SUITABILITY
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22 DEC
S/N 2001 1 1 9 64-17950 :111!ll;llillillilll!iliijf~E~~~R~0V8Xt~:.~~~ Ji·tM~iij~ili;A CATEGORY I
S/N 2002 1 64-17951 ::i111:1i!ii!!ii//;i\::II}i\:fiii:=1::,i:~\1fs~-~-~itir~1~~-~~:P:_·:•·..:'::_. 25MAR 25JAN
S/N 2003 1 64-17952 I!'.!!=:t:]l:i::;l!!;::,1:Ji~~~i:::!i:'.:i\i_.:'i::=.
------4JUNE S/N 2004 64-17953 CATEGORY II 10 FEB
S/N 2005 64-17954
24 DA 0011•05·20·91 CU
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~Lockheed Advanced Deve/ofJ1116nfCompany SR-71 CATEGORY I FLIGHT TEST TEST SUMMARY
• AIRCRAFT PERFORMANCE - AIRSPEED CALIBRATIONS - - SUBSONIC - - TRANSONIC - - 2.0 AND 2.8 MACH (SPOT CHECKS) - AIRSPEED RANGE - - 135 KEAS - MIN. - - 500 KEAS - MAX. - - 3+ MACH - MAX. - CLIMB PERFORMANCE - - CONSTANT EAS ACCELERATIONS - - SINGLE ENGINE - - DIPSY-OOODLE
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24 OA 0012 OS 11 91 Ill. l, ______.. , .... ~~• •• , ,_.,.,._.,. • •• .,..,.._., I .... ,. ••.• ..,..~\-(~-f....,. ~ I 0•1•1 ~nrrtt' ;-.,.·• •.·..-,~1-·~1_.:...... '...... ::.....:.>...:·
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• AIRCRAFT PERFORMANCE (CONT'D) - SUBSONIC CRUISE - - SPEED RANGE 0.7 TO 0.9 MACH - - ALTITUDE RANGE 20,000 TO 33,000 FEET - SUPERSONIC CRUISE (2.0 TO 3+ MACH)
· • STABILITY AND .CONTROL - SAS ON/OFF - NOSE TILT CONFIG.
• STRUCTURAL LOADS - 80% TO 2.6 MACH/450 KEAS - 2.8 G SYMMETRICAL - 2.2 G ROLLING PULLOUTS
24 -DA 0013 05 17 91 IIG
f""" 0-· CJ ~Lockheed Advanced DeVelopmBnt Company SR-71 CATEGORY I FLIGHT TEST TEST SUMMARY (CONTINUED)
• VEHICLE SYSTEMS - FUEL SYSTEM - AIRFRAME - AIR REFUELING - HYDRAULIC SYSTEM - ELECTRICAL SYSTEM - COMMUNICATIONS - FLIGHT CONTROLS - ENVIRONMENTAL CONTROL LANDING GEAR/DRAG CHUTE - INLET CONTROL SYSTEM - PROPULSION
• SENSOR SYSTEM TESTING - NAVIGATION INTERFACE - RADAR - CAMERAS MAP PROJECTORS - INFRARED ,--. 6' - ELECTROMAGNETIC - 24 DA 0014 05 17 91 JIG -r '· • ~ • • ,... ..,.,., • .._ r ., •• 'l\'-;-1~ .... a ,n ...~lf'N""'-,l· • .. ,,,~H,
~/ ?ed ; ea Development Company SR-71 PROGRAM "UNSOLVED OPPORTUNITIES" , ..
• TEMPERATURE RELATED
~ FUEL TANK SEALING - INLET SYSTEM STABILITY AND CONTROL/SCHEDULING - HYDRAULIC SYSTEM LEAKS - DATA ACQUISITION SENSORS
• OTHER - E'NGINE FOREIGN (& FAMILIAR) OBJECT DAMAGE (FOD) - NACELLE EXHAUST NOZZLE MAINTENANCE
24 llA 0015 05 11 91 IIG
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;!j;f Lockheed Advanced Development Company SR-71 FLIGHT TEST
• DATA ACQUISITION CHALLENGES - TEMPERATURE
- TRANSDUCER COOLING
- - IN PLACE - - MOVE INTERNALLY
- TEMPERATURE MEASUREMENTS
- - REFERENCE JUNCTIONS
- POSITION TRANSDUCERS
- - USE VEHICLE HARDWARE
- STRAIN GAGE INSTALLATION
I'-
,/~••, -~\ !1 24· OA 0016 05 17 91 ll
~LIJ __., 1eed Advanced Deve/op1116ntCompany
..
CATEGO.RY II
24 DA 0011 05 II 91 llll
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Wlockheed Advancecl Development Company SR-71 CATEGORY II FLIGHT TEST
• PERFORMANCE - GROUND PROCEDURES - - STARTING - - TAXING - TAKEOFF - - GROSS WEIGHT EFFECTS - - LIFTOFF SPEED - CLIMB SUBSONIC o 250,400 AND 450 KEAS o MIN/MAX A/B o MILITARY POWER TRANSONIC o 0.9 MACH TO 450 KEAS o 28,000, 30,000 AND 32,000 FT. o DIPSV-DOODLE r- s\ 74 .nA nntA M 11 •• un ~ --- w. eed Aalfdl1Ced Development Company SR-71 CATEGORY II FLIGHT TEST " (CONTINUED)
• PERFORMANCE (CONT'D) - SUPERSONIC CLIMB - - 400, 425 AND 450 KEAS - - CONSTANT MACH - - 2.0, 2.8, 3.0, 3 + - - REDUCED POWER. - SUPERSONIC CRUISE - - CONSTANT ALTITUDE/MACH (2.0, 2.4, 2.8, 3.0 & 3 +) - - AFT BY-PASS DOOR SCHEDULING EFFECTS - - RPM TRIM EFFECTS - - C.G. EFFECTS - DESCENTS - - NORMAL - - SINGLE ENGINE
24 DA 0019 OS 17-91 IIG
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~Lockheed Aµvanced Deve/ofJIT1t1nlCompany SR-71 CATEGORY II FLIGHT TEST TEST SUMMARY (CONTINUED)
• STABILITY AND CONTROL - LONGITUDINAL STABILITY - - STATIC - - DYNAMIC - - SPEED EFFECTS
MANEUVERING STABILITY - LATERAL DIRECTIONAL STABILITY - HANDLING QUALITIES
- - TAKEOFF - - CLIMB - - SUPERSONIC CRUISE -- DESCENT - - AERIAL REFUELING - - APPROACH AND LANDING --t=:. ~ 24 DA 0020 05 17 91 IIG E) Hiiiiffr:o rt et: ":f ··• •. ·•· ,t ------·------.... ---·-·•···· ___ ...,_,,....,. ,.,._..,._.....,. __,at,, ~nnn1a::1nl" ·-··
~ wed Auvanced Development Company Sh-~/1 CATEGORY II FLIGHT TEST TEST SUMMARY (CONTINUED)
• SYSTEMS EVALUATIONS - OPERATIONS/MAINTENANCE VIEWPOINT - AIRFRAME - LANDING GEAR/DRAG CHUTE - HYDRAULICS FUEL SYSTEM
- - OPERATION - - IN-FLIGHT REFUELING - ELECTRICAL SYSTEM - FLIGHT CONTROLS - ENVIRONMENTAL/CONTROL - COMMUNICATIONS/NAVIGATION - CREW SYSTEMS - SENSOR SYSTEMS
24 DA 0021 05 17 91 IIG
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LOCKHEEDSR-71 BLACKBIRD ~
Crusing speed: Mach 3 Service ceiling: 85,000-plus ft. (25,900 m) Maximum speed: classified Normal range: classified Empty weight: classified Number produced by Lockheed: classified D For 24 years, top decision-makers, including the president of the United States, relied on photographic and other data gathered by SR-71 Blackbirdsduring supersonic flights. The Air Force's Strategic Air Command began deploying the SR-71 and its advanced sensor systems on reconnaissance missions in 1966. It was the first operational airplane capable of achieving speeds above Mach 3. Fabricated of titanium, a major technological breakthrough, Blackbirds withstood the extremely high temperatures encountered by flying three-times the speed of sound. Designer Kelly Johnson and his Lockheed Aeronautical Systems Company "Skunk Works" team had to devise high temperature fuels, sealants, lubricants, special wiring and other components especially for the aircraft. Although its many contributions to national security will never be fully revealed to the public, the SR-71 wrote a new chapter in the annals of aviation records. An Air i Force crew flying an SR-71 on a non-stop, 15,000-mile (24,140-km) flight of 10-½ 18 ft. 6 in. hours received the 1971 Mackay Trophy for the "most meritorious flight of the year" and the 1972 Harmon International Trophy for the "most outstanding international ---~ ~ I <'-r' achievement in the art/science of aeronautics~ • _JI_ --·------lf----t-'- On Sept. I, 1974, an SR-71 set a trans-Atlantic record of 1 hour, 54 minutes, 56 1----- 55 ft. 7 in.------. seconds, on a 3,470-mile (5,580-km) flight from New York to London. The same (16.9 m) aircraft later established a world speed record of 3 hours, 47 minutes: 36 seconds, on a 5,463-mile (8,790-km) flight from London to Los Angeles. Three SR-7ls flown by three different crews set seven world speed and altitude records on July 27 and 28, 1976. They recaptured three records from the Russian MiG-25 Foxbat and bettered four records held by the Lockheed/USAF YF-12A. These included absolute and class records of 2,193 mph (3,530 km/h) for speed over a straight course. For altitude in level flight, an SR-71 set absolute and class records ~UY rn of 85,069 feet (25,930 m). 0 .0 The Air Force retired its fleet of SR-7ls from service in January 1990. In March of 1990 the Smithsonian Institution received an SR-71 for permanent display at 14------107 ft. 5 in.------.i its facility at Dulles International Airport near Washington, D.C. (32.7 m)
_f-= /:::,,. LASC 0390 (\J (S) a. UNC... jSIFIED Ill ro "'1" :it I: JR CONTRIBUTORS(U)
(\J 104 ______,.-----,.------r------""'.---,-~ ..-1 (S) (S) (\J . (S) TURBINE FACE.= 1500°F (\J ::> z0 103
~ ..5, 'l.. 2 SPECTRAL RADIANCE
C 102 . -- LONG WAVE BAND ~ ~ HOA : M (W/m2/sr/µm) ~ f\l WAVE ) .. ~ 0 BAND ~ I- EARTH SHINE = 60°F MID 10 WAVE BAND
AIRCRAFf EMISSION = 32°F
UNCL.AliSIFIEO X
• INTERNAL THERMAL ENVIRONMENTS WERE ESTABLISHED TO SUSTAIN REQUIRED CREW AND EQUIPMENT OPERATING ENVIRONMENTS - CHEW COMPARTMENI: INSULATED WITH 3" OF FIBERGLASS INSULATION AND PROVIDED WITH COOLING/HEATING AIR TO PROVIDE A 70°F ENVIRONMENT FOR THE CREW AND COCKPIT EQUIPMENT, WITH DIRECT COOLING TO CREW SUITS FOR TRIM CONDITIONING AND FOR EMERGENCY CONDITIONS. • - AVIONIC EQUIPMENT AND MISSION EQUIPMENT BAYS DESIGNED FOR MAXIMUM NORMAL OPERATION OF 160°F. COLD AIR (BETWEEN -30°F AND +45°F) SUPPLIED TO EQUIPMENT, AND EQUIPMENT EXHAUST AIR CASCAl)ES FROM BAY-TO-BAY ON ITS WAY OUT OF THE AFT-MOST EQUIPMENT BAY. ACTUAL BAY TEMPERATURES VARY BETWEEN 50°F AND 140°F DEPENDING UPON LOCATION AND HEAT LOAD EXPENDED. DURING SINGLE ECS PACKAGE OPERATION, MISSION EQUIPMENT (AND ITS AIR SUPPLY) ARE SHUT DOWN AND BAY ENVIRONMENT IS ALLOWED TO RISE TO 200°F. PRIMARY AIR COOLING FLOW IS TO CREW COMPARTMENT AND FLIGHT CRITICAL EQUIPMENT. - UNCOOLEIL_BAYS, WHERE MISCELLANEOUS EQUIPMENT LINES, WIRES, PIPES AND HOSES ARE LOCATED, ARE INFLUENCED DIRECTLY BY THE SURROUNDING STRUCTURAL TEMPERATURES AND BY THE TEMPERATURE OF ANY INCOMING LEAKAGE AIRFLOW, SUCH AS RAM FLOW OR NACELLE LEAKAGE AIRFLOW. UNCOOLED BAY ENVIRONMENTS RANGE FROM 450°F TO 800°F.
0I-JM-0050-04-01-tl-CB
1:_ ·,', ''-'~•: ,,... ,.~,1,.,,.,,,.,,'().~,iif \-~ ~ ~ INTERNAL THERMAL ENVIRONMENTS (CONTINUED)
- FUELTANK INTERNAL ENVIRONMENT IS A BALANCE BETWEEN THE FUEL, THE FUEL VAPOR, THE NITROGEN INERTING GAS, AND THE SURROUNDING SKIN AND STRUCTURE. THE ENVIRONMENT OF TANKS CONTAINING FUEL IS FROM 70°F TO 200°F AND OF TANKS EMPTIED DURING FLIGHT, 450°F TO 600°F. - NACELLE ENVIRONMENT IS FROM 800°F TO 1000°F DEPENDING UPON LOCATION. - DRAG CHUTE COMPARTMENT IS SUBMERGED INTO THE LAST FUEL TANK TO BE USED AND IS, THEREFORE, KEPT COOL BY THE SLOW TRANSIENT TEMPERATURE RESPONSE OF THE FUEL; ENVIRONMENT IS 80°F TO 200°F. - HOSE WHEEL WELL IS COOLED BY AIR EXHAUSTING FROM THE ENVIRONMENT CONTROL SYSTEM EQUIPMENT BAY ABOVE; ENVIRONMENT IS 50°F TO 140°F. - MAIN WHEEL WELL COMPARTMENTS AR~ COOLED BY CONVECTION AND RADIATION TO FUEL TANK BULKHEAD SURFACES AT THE FORWARD AND AFT ENDS OF THE TWO MAIN WHEEL WELLS. THE MAIN GEAR RETRACTS INTO AN INSULATED CAN WHICH COMPLETELY ENCLOSES THE WHEELS AND BRAKES AND ACTS TO PROTECT THE FORE AND AFT FUEL TANK BULKHEADS IN CASE OF A TIRE FAILURE. THIS INSULATED TIRE CAN HELPS TO SHIELD THE GEAR STRUCTURE AND THE TIRES FROM THE HOTTER SURFACES IN THE AREA. ENVIRONMENT OF THE MAIN WHEEL WELL SHOULD BE LESS THAN 550°F. TYPICAL MAIN GEAR TEMPERATURES ARE PRESENTED TO SHOW THE TRANSIENT RESPONSE ACTUALLY MEASURED DURING FLIGHT TESTS.
06-JM-0051-04-01-111-CB
L _=:, ~ COCKPIT THERMAL ~NVIRONMENT
•
CRUISEMACH NO.
710 °f BOUNDARY LAYER AIR CANO~ ✓ ~ 550°F SKIN
90 °F TRIM
3 INCHES OF INSULATION SPECIALHIGH EMISSIVITY BLACK PAINT
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FUEL TANK SURFACE TEMPERATURE DATA
WING TANK FRONT BEAM (D) EN~INE INLET FUSELAGE TANK 800 TOTAL TEMPERATURE TOP SURFACE (6) (0---) WING TANK 700 ~ FRONT BEAM (□ ---=- -)
600 FUSELAGE TANK TOP SURFACE ✓ (.!\------) IL • 500 I I A A - - - -A- - A - A w k. .. 0: ·,~ 400 ,: a:~ • l1J 0. J: :e • ,\ ~ 300 t .\ • f :~ 200 ( ' \ •• A. II ·.\
FUEL TANKS
INLET SPIKE o TIME
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--- PREDICTION FOR "DESIGN MISSION" - - - - -
0 TEST DATA FOR TYPICAL FLIGHT A ·
ENGINE SUPPLY TEMPERATURES
300
0 FUEL TANK TEMPERATU~;~T 200 0 LL 0 l 4 \' w / I A I cc . A_, / I A A A - ,.. / . I A :::> ~:J A ,,,. I A ------A A I---: = <( ·, A _,. ----- 1..-- cc 100 w _81.:.i--- - a.. ~ w I-
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SR-71 THERMAL ENVIRONMENT SUMMARY
• ENVIRONMENTS WHERE ESTABLISHED FOR ALL AREAS OF THE VEHICLE
• MATERIALS WERE SELECTED AND SYSTEMS, COMPONENTS, AND FLUIDS IDENTIFIED
• TESTS WERE RUN ON MOST SYSTEMS AND STRUCTURES AT TEMPERATURE
• FLIGHT TEST UNDERTAKEN TO VERIFY ENVIRONMENTS AND EQUIPMENT OPERATION
• VEHICLE VERY SUCCESSFUL AT OPERATING IN THE SEVERE THERMALEN~RONMENT
• VEHICLE STILL THE FASTEST AIRCRAFT FLYING AFTER 29 YEARS
, .. _...,.___ Ot-JM-0052-03-27-H-CB ,~.
- ....J.;-:·~. .•.. - ·-. . . ,•.. -.,-...... a,~.f~-~~ _..,,...... t.• ..u.,u.•• . ~ t:..:;.~ 93ti :':'iii ? ' SR-71 ENVIRONMENTAL -CONTROL SYSTEM
PETER V. LAW
DEPARTMENT MANAGER, THERMODYNAMICS
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ENVIRONMENTAL CONTROL SYSTEM
• THE ENVIRONMENTAL CONTROL SYSTEM OF THE SR-71 WAS UNIQUE COMPARED TO THOSE OF OTHER AIRCRAFT FLYING IN THE ERA OF ITS DESIGN IN THAT IT MET AT LEAST TWO CRITERIA NEVER ACCOMPLISHED BEFORE DURING STEADY-STATE FLIGHT IN AN OPERATIONAL AIRCRAFT. - IT OPERATED IN A STEADY STATE ENVIRONMENT WHERE THE EXTERNAL RAM AIR TEMPERATURE WAS 800 ° F CONTINUOUSLY - IT UTILIZED FUEL AS THE PRIMARY HEAT SINK IN DIRECT CONTACT WITH THE COOLING AIR SUPPLIED TO THE CREW STATION AND TO ALL THE VEHICLE'S AIR COOLED EQUIPMENT. ' • THE ECS ALSO HAD TO UTILIZE ENGINE BLEED AIR ABOVE 1200 °F AS THE SOURCE OF HIGH PRESSURE AIR FOR VEHICLE AIR CONDITIONING, AND THE BLEED AIR HAD TO BE COOLED TO -30 °F TO MEET THE COOLING REQUIREMENTS OF THE CREW AND AVIONIC EQUIPMENT CONTAINED IN THE SR-71. • INTEGRATING THE ECS WITH THE VEHICLE FUEL SYSTEM RESULTED IN ONE OF THE FIRST APPLICATIONS OF A •THERMAL MANAGEMENT SYSTEM" IN AN OPERATIONAL AIRCRAFT.
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SR-71ENVIRONMENTAL
~ l11•.u1111...1u AIR - 11 JI (.11',Ullln',IO .\IN .... LJlO.\IA - HU\\:1HI CONTROLSYSTEM _1,;lJ C.~:::J UIIOI, IIOIAIR
RFWD ~ l:,1,tl,I UIHO ~hf ,•. ---~ L"' MISSIONBAY I fi I /';:r-=:-::-..=:=:=::::-:::-:::::=::==::-.::'..==~------;:-[::- ..- r-·.-, RAFT ,---· -· ·- ... I• .,,,,... '''1 1 ··7 1 1· 1 r--i I •I : :• I r--, II t A : t ; : -,. MISSI N BAY: I L_,Jll...... '__ __'_-__-;;;,_I- ·a·,_J ~ lil),._ L.,------,.,--•---,.-' ---,,··-:I I.._ .J T .,-,, ,.-, O .. { II I I --t',...... ,,. :•~;;,;&~~~-...... '-"'! ··."·,;'.''""-''·• ·:-:=-.::-:.. ~-:-:-- -!-•-'::- - ,,r-f'fl-. - ~ '•• ' \, .:. .) ••I 1 :.••l11 ."1::L~ ,: I " ., ... I COCKPITI ~~-CKPIT - •------.. .NOSE ',.___ ,,. .. I ·1 .• _, ...~.,:..:. .._ . ....___,,,:!_ 1 ...... J' f'r•'~~7,----~- ..,. --·-·---7 .. 'L I FUSELAGE I ~ j L ..,; ____,,__ i. 1 •u F" ___J ., -, -··.:ii==-==::. . 1'"1--"t ,t~'""';!P'IP-,,-:__ 111 \ .::...:::...... __ .. "· .. --... I ,· ' ,' A/CBAY 20 : I .. t*.1'1 - I ◄ ! 2$ ,: c;;~"!""-C::~__JJ,'22 I 11 - ,. - ., ! 1 I I • • I l 40 '. ' \ ·~ I ,I" ' ·1 .• I 11 •• c;;::i,,~"'!11-- / r-· .\ n·.c -( I \ I . - ◄- I ~\ I;;) 1-j; t'J .
I ~~~X~~=i:::i:;;;;a : ,.- ,•_/,.•. J'J .~...._ ~:':".-.. : 19 ~ ...... ~ ',~ .• i-=:il .,.·, D , L.~-·-___J L---' L.JL. , ...E_B_A--t.1Y---::z ,,.,1,: ~~ )l:'-=-,,n•"·. ·s· s2Llill,;j ---- ~ r--=:: l!.:::J ..:....., ~ ~ ----17111 . --- ~ 1· IJ ~ , • • • - "-" L AFT : I 1! J~------: L Fwo M1ss10NBAY.__ __ · ------· · ,, [ o· .--r~~~-n o j ______•. ______------' MISSIONBAY -/----\\\\ ·'
+: Q] ~ ENVIRONMENTAL CONTROL SYSTEM FUNCTIONS
• ENVIRONMENTAL CONTROL SYSTEM (ECS) PROVIDES THE FOLLOWING: - CREW COMPARTMENT COOLING AND PRESSURIZATION AIR - FLIGHT ESSENTIAL EQUIPMENT COOLING AIR ■ ELECTRICAL LOAD CENTER EQUIPMENT AND BAY ENVIRONMENT (E-BAY) • COMMUNICATIONS EQUIPMENT AND BAY ENVIRONMENT (R-BAY) • ASTROINERTIAL NAVIGATION SYSTEM AND BAY ENVIRONMENT (A/C BAY) - MISSION EQUIPMENT COOLING AIR AND BAY ENVIRONMENT - CANOPY SEAL PRESSURIZATION AIR - WINDSHIELD DEFOGGING AIR - WINDSHIELD ANTI-ICING AIR
• DEVELOPMENT OF ECS: A COMBINED EFFORT BETWEEN LOCKHEED AMD GARRETT-AIRESEARCH - LOCKHEED ESTABLISHED DESIGN REQUIREMENTS AND PERFORMANCE ■ LOCKHEED CONTRIBUTORS TOWARD SYSTEM DESIGN: KELLY JOHNSON, BEN RICH, DOUG CONE, RUPE TRINIDAD, JOHN GARDNER, PETE LAW, GENE GALLICK, WILLY CRANS, LEON KROCK, BERT SCATES, AND ALEX SIMAN GARRET-AIRESEARCH ESTABLISHED HARDWARE REQUIREMENTS AND PRODUCED COMPONENTS ■ AIRESEARCH CONTRIBUTORS TOWARD HARDWARE PRODUCTION: PAUL ELKINS, 808 MUELLER, ERV AUSTIN, JIM COOPER, RUDY RASMUSSEN, AND BOB BOSTICK
~ ,<) V\ . . -•.1•.,:,~1,,i~i,;;,.-k~,mwr tiPHf'ttiiflPiTtWI ENVIRONMENTAL CONTROL SYSTEM BREAKDOWN
• ENVIRONMENTAL CONTROL SYSTEM (ECS) FUNCTIONAL HARDWARE DESCRIPTION - AFT FUSELAGE: EQUIPMENT _IN ENGINE COMPARTMENT, MAIN WHEEL WELL AND AFT FUSELAGE FILLET AREA - FORWARD FUSELAGE: EQUIPMENT IN AIR CONDITIONING BAY (A/C BAY)
• FUEL HEAT SINK SYSTEM PHILOSOPHY AND FUNCTIONAL HARDWARE DESCRIPTION • CREW COMPARTMENT SYSTEMS - CREW COMPARTMENT DISTRIBUTION SYSTEM AND PRESSURE SCHEDULE - COCKPIT PRESSURE REGULATOR - COCKPIT SAFETY VALVE - CANOPY SEAL SYSTEM - CREW SUIT CONDITIONING SYSTEM - WINDSHIELD DEFOG SYSTEM - WINDSHIELD DE-ICE SYSTEM • COLD AIR DISTRIBUTION SYSTEM DESCRIPTION: EQUIPMENT COOLING AIR • BAY ENVIRONMENTAL CONDITIONING METHODS: CASCADING AIRFLOW • MISSION RECORDER SYSTEM DESCRIPTION
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... GENERAL EC,0 LAYOUT
• ENVIRONMENTAL CONTROL SYSTEM UTILIZES HIGH PRESSURE/HIGH TEMPERATURE ENGINE COMPRESSOR DISCHARGE BLEED AIR AS THE SOURCE FOR THE AIRCRAFT COOLING SYSTEM, • AIR FROM EACH ENGINE IS PRE-COOLED AND PRESSURE REGULATED. IN A PACKAGE LOCATED ADJACENT TO THE NACELLE OUTBOARD OF THE MAIN WHEEL WELL. • PRE-COOLED AIR IS ROUTED FORWARD IN THE FUEL TANK/WING FILLET AREA OUTSIDE OF THE FUEL TANK AND ABOVE THE WING. • AIR THEN ENTERS THE AIR CONDITIONING BAY (A/C BAY) AND EACH ENGINE FEEDS AN INDEPENDENT AIR CONDITIONING SYSTEM CONTAINING SEVERAL COMPONENTS • AIR IS ALSO AVAILABLE FOR THE WINDSHIELD DE-ICER SYSTEM FROM EACH ENGINE, • THE DUAL AIR CONDITIONING PACKAGE CONFIGURATION ALLOWS FOR OPERATION WITH ONE ENGINE NOT FUNCTIONING OR ONE ECS PACKAGE NOT FUNCTIONING, RESULTING IN IMPROVED RELIABILITY~ • THE VARIOUS E.LEMENTS OF THE ECS WILL BE DISCUSSED IN DETAIL#
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AFT ECS EQUIPMENT SCHEMATIC
TOAIR CONDITIONING PRESSUREREGUIATOR BAY ANOSHUTOFF VALVE
FUEL LINES PRIMARYAIR-TO ,. FUELEXCHANGER I I SENSELINE I I ~HEATSINK PNfUMATIC THERMOSTAT 1200° :t20°f) 830°F i PACKAGE _J AIR-TO-AIR HOTAl R BYPASS HEATEXCHANGER SOLENOIDVALVE ENGINE COMPRESSOR BLEEDAIR M MIXINGMUFF AIR l230°F INLET 760oF .,.._ HOTAIR BYPASSLINE
-C2.. ~ -S) ·.;:· ·:::.~•,'/),::iJ~~t1:JZf f¼ ·~t..~.J.:'-."'~""''1.-!.'-.'!. ,:~:~.·,;,;...-...... : .!J__,_,.;~.•' ~:~ '.::\·;..... -;_1~:~~'.} ."-:~~;."1·."'~ :; .... -:·:,'.;·-r~;'i_ 'f; ~· ,,,,.~ AFT ECS EQUIPMEI\ , DESCRIPTION
• ENGINE COMPRESSOR BLEED AIR IS COLLECTED FROM THREE ENGINE BLEED PORTS AND DUCTED TO AN AIR-TO-AIR HEAT EXCHANGER IN THE NACELLE, UTILIZING ENGINE INLET DUCT RAM AIR FOR COOLING. THIS RAM AIR IS THEN EXHAUSTED INTO THE ENGINE COMPARTMENT, MIXED WITH OTHER ENGINE BYPASS AIR, AND USED FOR VENTILATION ANO COOLING. THE BLEED AIR IS COOLED FROM ABOUT 1250° F TO ABOUT 850° F.
• BLEED AIR IS ROUTED FROM THE NACELLE AREA TO THE HEAT SINK PACKAGE LOCATED JUST OUTBOARD OF THE MAIN WHEEL WELL. THERE IT IS COOLED BY THE PRIMARY AIR-TO-FUEL HEAT EXCHANGER WITH FUEL FLOWING THROUGH THE AIRCRAFT'S FUEL HEAT SINK SYSTEM. .
• BLEED AIR IS THEN REGULATED TO REDUCE THE PRESSURE SUP PLIED TO THE FORWARD A/C BAY TO ABOUT 26 PSIG. THE PRES SURE REGULATOR ALSO FUNCTIONS AS A SYSTEM SHUTOFF VALVE. • BELOW 44,000 FEET THE BLEED AIR IS CONTROLLED TO 200° t20° F BY A PNEUMATIC THERMOSTAT OPERATING A HOT AIR BYPASS VALVE. THIS WARM AIR IS REQUIRED. FOR WINDSHIELD DEFOGGING AIR ANO DE-ICER AIR AND FOR TEMPERATURE CONTROL OF COLD AIR SUPPLIED TO THE CREW AND THE AVIONIC EQUIPMENT WHEN OPERATING AT LOW SPEED AT INTERMEDIATE Al:-TITUDES IN _COLD ENVIRONMENTS.
+J:) C)\ PRIMARYAIR-TO-AIR HEAT EXCHANGERCONFIGURATION
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,.,.~~ •,, .. -~-•: ._,!.•I, i•~-• •••;,, •• . J..,.,,k.Y AIR-TO-AIR AND rtlR-TO-FUEL · HEAT EXCHANGER DETAILS
• AIR-TO-AIR HEAT EXCHANGER: - CONFIGURATION IS PLATE-FIN ON EACH SIDE: FLOW ARRANGEMENT IS ONE PASS CROSSFLOW - CONSTRUCTION IS OF STAINLESS STEEL - FINS ARE NICKEL FOR IMPROVED FIN EFFECTIVENESS BY CONDUCTION 111 - COOLS ENGINE BLEED AIR FROM 1250 F TO 850° F UTILIZING RAM AIR • AIR-TO-FUEL PRIMARY HEAT EXCHANGER (FIRST KNOWN OPERATIONAL APPLICATION) . - HEAT EXCHANGER IS A TUBE-BUNDLE CONFIGURATION, WITH BLEED AIR MAKING ONE PASS THROUGH THE TUBES AND THE FUEL MAKING SEVERAL PASSES ACROSS THE TUBES - FUEL IS IN DIRECT CONTACT WITH THE TUBES CONTAINING THE BLEED AIR • - DOUBLE HEADER AT EACH END OF UNIT ELIMINATES THE PROBLEM OF FUEL LEAKAGE INTO THE ECS AIR DUE TO TUBE/HEADER INTERFACE LEAKS - VENT FROM DOUBLE HEADER IS OVERBOARD, SO ANY FUEL LEAKS CAN BE SPOTTED DURING GROUND RUNS BEFORE OR AFTER FLIGHTS - FUEL PRESSURE IS HIGHER THAN BLEED AIR PRESSURE IN THE TUBES, SO BLEED AIR IS NEVER INTRODUCED INTO THE FUEL. ANY AIR LEAKING AT THE TUBE/HEADER INTERFACE FLOWS OVERBOARD THROUGH THE DOUBLE HEADER VENT. - TUBES CONTAIN TURBULATORS ON THE AIR SIDE TO INCREASE HEAT TRANSFER CAPABILITY • TEMPERATURE CONTROL - CONTROL VALVE REGULATES BLEED AIR BYPASSED AROUND BOTH HEAT EXCHANGERS TO ACHIEVE DESIRED HEAT SINK PACKAGE OUTLET TEMPERATURE BELOW 40,000 FEET.
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-~ ...C::) ,...._ _.--....,\ .,. BLEED AIR FILTER ANC ;LEED AIR DUCTING INSULATION DETAILS
• AIR FROM THE HEAT SINK PACKAGE IS DUCTED FORWARD THROUGH 3" O.D. DUCTS COVERED WITH ONE-HALF INCH OF MULTI-LAYERED FIBERGLASS INSULATION CONTAINING ·THREE LAYERS OF ALUMINUM FOIL RADIATION BARRIERS, WITH AN ALUMINIZED OUTER COAT- ING. THIS REDUCES THE AMOUNT OF HEAT THE COOLED BLEED AIR PICKS UP BETWEEN THE AFT HEAT SINK PACKAGE AND THE FORWARD AIR CONDITIONING EQUIPMENT BAY DURING HIGH SPEED OPERA- TION. AIR IS DUCTED ALONG THE UPPER FILLET AREA OF THE CHINE. • BLEED AIR FILTER - BLEED AIR FILTER IS IDENTICAL TO THE FUEL FILTER LOCATED IN THE MAIN ENGINE FEED LINE, CONSISTING OF A VERY FINE WIRE MESH WITH AN INTERNAL BYPASS VALVE. - FILTER IS TO TRAP FOREIGN PARTICLES THAT COULD DAMAGE EQUIPMENT IN THE AIR CONDITIONING PACKAGE IN THE FORWARD BAY, SUCH AS THE WASPALOY PARTICLES SCAVANGED FROM THE COMPRESSOR HOUSING BY THE COMPRESSOR BLADES. - FILTER WAS ADDED TO THE ORIGINAL SYSTEM WHEN THESE WASPALOY PARTICLES ACTUALLY ERODED THE ALUMINUM TURBINE WHEEL IN A TURBINE/COMPRESSOR UNIT IN THE AIR CONDITION ING EQUIPMENT BAY. THE FILTER ELEMENT IS PERIODICALLY INSPECTED AND CHANGED.
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AIR CONDITIONING BAY -EQUIPMENT DESCRIPTION
• AIR DUCTED FROM THE HEAT SINK PACKAGE, THROUGH THE BLEED AIR FILTER AND THROUGH THE INSULATED DUCTING, ENTERS THE AIR CONDITIONING EQUIPMENT (A/C BAY). LOCATED JUST AFT OF THE AFT COCKPIT. • WINDSHIELD DE-ICER SYSTEM AIR IS SUPPLIED FROM JUST UP STREAM OF THE A/C BAY TO THE DE-ICER MANIFOLD THROUGH TWO SHUTOFF VALVES. • AIRFLOW IS LIMITED TO A SPECIFIC MAXIMUM RATE BY THE FLOW CONTROL VALVE; THE MAXIMUM FLOW IS DETERMINED BY UPSTREAM PRESSURE AND TEMPERATURE. • AIR IS THEN COMPRESSED TO A HIGHER PRESSURE (AND TEMPERA TURE) BY THE COMPRESSOR PORTION OF THE COOLING PACKAGE TURBINE COMPRESSOR. • THE HIGH PRESSURE, HIGH TEMPERATURE AIR IS THEN COOLED BY THE SECONDARY AIR-TO-FUEL HEAT EXCHANGER, WHICH UTILIZES FUEL CIRCULATING THROUGH THE HEAT SINK SYSTEM. • THE AIR IS THEN EXPANDED THROUGH THE TURBINE PORTION OF THE COOLING PACKAGE TURBINE/COMPRESSOR TO THE LOW PRES- SURE IN THE COLD AIR MANIFOLD. THE WORK EXPENDED BY THIS EXPANSION PROCESS REDUCES THE ENERGY LEVEL OF THE AIR, AND AT HIGH ALTITUDE AND HIGH SPEED, WITH COOL FU~L, THE TURBINE EXHAUST TEMPERATURE CAN BE AS LOW AS -70 F. THE WORK TAKEN OUT OF THE TURBINE DRIVES THE COMPRESSOR. THIS TYPE OF COOLING METHOD IS CALLED A ·BOOTSTRAP· AIR CYCLE SYSTEM. • TURBINE EXHAUST AIR IS HEATED TO A VALUE OF 37 °F BELOW 44,000 FT AND -30° F ABOVE 44,000 FEET THROUGH A CONTROL VALVE UITILIZING COMPRESSOR INLET AIR AS THE HEAT SOURCE.
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\~ AIRCONDITIONING dAV SCHEMATIC
CODE RIGHT DflC(R - CONDITIONEDAIR EQUIP SYSUM ~ HOIAIR A·BAY BAY CANOPYSEALS (==::J COLDAIR ~ ! RIGHIAIR now WINDSHlllD C=::J PRESSURE • OONIROlVALVE DEFOGVALVE ~ JUEL n_ TO --- WINDSHIELD. --- ..
IGHTCOOi.iNG OMPRESSORnUR81N£ RIGHTUV AIR -- CANOPY SHUTOFFVALVE SEAL -- f OUCf ANSGROUND AIR SHUTOFFVALVE
CANOPYSEAL ANSGUIOANC[ GROUP GROUNDllST COCKPITUMP - IHIGHPAfSSURII AMPllflU::;:..-,--=-ii I TOVIEWr=1--•~---1- SIGHT un WAUR SEPAR"10R
DRAIN l(fl BAYAIR l SHUIOIFVALVE SECONDARY AIR/FUEL un AIR now HfAT()(CH CONfROLVALVE fROMUfl OVIRTEMP [NGIN( THERMALSWITCH.. -- CHECK VALVE lfVPI fU[L LINES (·BAY O[ICfR SYSllM
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AIR CONDITIONING BAY EQUIPMENT DESCRIPTION (CONTINUED)
• CONDITIONED AIR FROM EACH TURBINE IS SUPPLIED TO A COMMON DISTRIBUTION MANIFOLD REFERRED TO AS THE COLD AIR MANIFOLD. THIS AIR IS DISTRIBUTED TO VARIOUS BAYS IN THE AIRCRAFT FOR COOLING THE CREW AND THE EQUIPMENT. • WARM AIR FOR COCKPIT TEMPERATURE CONTROL IS AVAILABLE FROM A WARM AIR MANIFOLD, WHICH OPERATES BETWEEN 100 F AND 180 F DEPENDING UPON THE AIRCRAFT FUEL TEMPERATURE. • AT LOW ALTITUDE, MOISTURE IS REMOVED FROM THE AIR SUPPLIED TO THE EQUIPMENT BAYS BY MEANS OF TWO WATER SEPARATORS, ONE FOR EACH SIDE OF THE VEHICLE.
• COOLING TURBINE/COMPRESSOR: - SMALL ALUMINUM TURBINE WHEEL WITH A TIP DIAMETER OF 4.5 INCHES - SMALL TITANIUM COMPRESSOR IMPELLER WITH A STAINLESS STEEL INDUCER WHEEL WITH A TIP DIAMETER OF 4.35 INCHES
• WATER SEPARATOR DETAILS: - REMOVES ABOUT 60% OF THE FREE MOISTURE (FOG) IN THE AIR - WATER VAPOR IS COALESCED INTO LARGE WATER DROPLETS WITHIN THE FIBROUS MATERIAL OF THE GLASS MATERIAL BAG. THE WATER DROPLETS ARE CENTRIFUGED, COLLECTED, AND
~':, DRAINED OVERBOARD. --D AIR CONDITIONINGBAY CONFIGURATION
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11 EQUIPMENTBAY COOL AIR l RIGHTCOOLING TURBINE 12 AIR FLOWCONTROL VALVE 2 WATERSEPARATOR 13 SUITAl R 3 RIGHTSECONDARY AIR-TO-FUEL HEATEXCHANGER 14 SUITAIR HEATER 4 FUELLINES 15 HOTAIR MANIFOLD 5 RADIORACK COOL Al R 16 MANIFOLDJfMP VALVE ti R-BAYCOJL AIR 17 COCKPITTEMP VALVE 18 COLDAIR M~NIFOLD 7 DELETED 19 COCKPITCONDITIONED AIR 8 LEFTBAY AIR SHUTOFFVALVE 31 DffOGVALVE 9 [-BAY COOLAIR 10 BLEEDAIR FROMENGINE ZI FUELFLOW SfNSOR
8 0 TURBINE/COOLING COMPRESSOR
BEARINGCARRIER INLfTTO COMPRES SOR THERMOSWIJCH FROM HEAT()(CHANGER TO HEAT£XCHANGl:R t
AIRSLINGl:R TURBIIL WHEELSET COMPRESSOR IMPELUR
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TURBINE TORUS
BEARINGCARRIER SUPPORT
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c:,= ,:a ...... 3: =-I cc> m c.:, 2 2- 0 I-- Q- 2 0 c.,· cc cc- . -B:·'.~~-~&f•.,~,.IMthiJl".t·t:ttY-. ..ifrtriii ---·.. nm 11tt r wbu , s • a ttr:rfrttvttserrrr± ·,Wjr.'j!tifl~ .. .··.. ..: . ,·... .. '..::77.?J . ...,;~;.!\%,. ...,,"~-· .,.;\;·-. ',,,;' ;,. . .', . ,,,-,. .. .. -~.' .. _QCl ______tONDITIONH.E~ OILH.E. SYSTEM r;--t :t: , A/B ------, CONTROL---- 7t EXHAUST ____ :::'..~"CJ....=;-w D 1 NOZZLES O /B I BYPASS ' , , I __J.J.---ENGINE DOORS nnnnT> ,----~ .____,.--tt-r11 : TARTBLEED : AT300°F MAX, OORS c:----~--l.-_.. 1 VALVECLOSES, .___;i ,...... --_- _-_-_-___ ..;;.., ~iii==- ----i~+-rr--' FUEL RETURNS TOMAIN BYPASSVALVE TOTANK I ~- ~ BURNERS----~ ' \) RETURNTO I L I -----~ TANKS l :~:~~~ ~ -ru-a~ !-~ -~------~---~-- :-'-- ~_1-.~ -- ...___-~-- _c~_WT~~~-·-. -~:E·_ -·-·- . J ~~"FROM . ti ______·.:...::.:.·__ .__ _:__:____ - .___...LIMITING TANl • FUEL IS PUMPED FROM THE AIRCRAFT FUEL TANKS TO EACH ENGINE, WITH EACH ENGINE BEING SUPPLIED BY SPECIFIC TANKS TO CONTROL THE CENTER OF GRAVITY IN FLIGHT. • FUEL FOR THE HEAT SINK SYSTEM IS TAKEN FROM THE MAIN FEED LINE JUST BEFORE THE FUEL ENTERS THE NACELLE AND IS ROUTED TO A HEAT SINK PUMP MOUNTED ON THE ACCESSORY GEAR BOX. THE _PUMP RAISES THE PRESSURE BY 45 PSI, WHICH ALLOWS IT TO FLOW THROUGH THE VARIOUS VALVES AND HEAT EXCHANGERS IN EACH HEAT SINK SYSTEM AND RETURN TO THE MAIN FEED LINE JUST DOWNSTREAM FROM WHERE IT WAS TAKEN. • FUEL FROM THE PUMP PASSES THROUGH A FLOW CONTROL VALVE (LIMITS FLOW UNDER CERTAIN FLIGHT CONDITIONS) AND THROUGH A HEAT EXCHANGER THAT BALANCES THE TEMPERATURE DIFFERENCES BETWEEN FUEL SUPPLIED TO THE RIGHT AND LEFT SYSTEMS. • THE FLOW THEN SPLITS, PART FLOWING FORWARD THROUGH THE SECONDARY AIR-TO-FUEL HEAT EXCHANGER, THROUGH THE FLIGHT CONTROL SYSTEM HYDRAULIC COOLER, AND .THEN THROUGH THE SPIKE CONTROL SYSTEM HYDRAULIC COOLER. THE REST OF THE FUEL FLOWS THROUGH THE PRIMARY AIR-TO-FUEL HEAT EXCHANGER, THROUGH THE GEAR BOX OIL COOLER AND THEN REJOINS WITH THE OTHER HEAT SINK FLOW. • FUEL RETURNED FROM CERTAIN PORTIONS OF THE ENGINE HEAT SINK SYSTEM MIXES WITH THE VEHICLE HEAT SINK FUEL AND PASSES INTO A TEMPERATURE LIMITING VALVE REFERRED TO AS THE •sMART VALVE•. THIS VALVE REGULATES THE MAXIMUM FUEL TEMPERATURE SUPPLIED TO THE ENGINE AND RETURNS FUEL TO THE TANKS AS REQUIRED. . ..::,-t 1 ...... ; ;.·. -1~ t·-·· : :: . )! . .. :. ,:, .. ' ' .. I I . tttfSttt?TKf) <:ri:rl W#l'iitiiti ilbia*tt'-'ti&i#li:ii¥tair·~,'tYtftjtiW·i'iHtl+-xii: 't"i'tirl() l i ,., t sit I 1 ., t!tf ,. ·, fl r i 1 ·, I 110 ) r•t - - 1 1 \ 11,r.n• ,·1l . RETAIHI NG BAND ClAMP 121 FUELTANK RETURNUN£ PRIMARY HEADER AlR-tO·fUfl PRESSUREREGUIAfOR ANO DRAINPORTS 121 HEATEXCHANGER SHUTOFFVALII[ FUEL CONt..t:CTUlNS I, FUEL8£LLOWS I I //~ I MAINfUEL ttfll(R LINE I 1='1Fl , HEATSINK I 11 PACKAGE , {~ I CONOSEAL ,i' ::;..----..: JOINT COMPONENTS \ II VIEWFROM BOTTOM AIR-TO-AIR HOTAIR IIEAT EXCHANGER BYPASSLINE COOLINGFUEL SUPPLY LINE FUELFLOW TRANSDUCER HOTAIR COHOSEAL JOINT IMRS4761 BYPASS VALVE HYDRAULIClfAT ()(CHANGER GEARBOXHEAT IXCHANGER l:7C, (J" \ CREW COMPAR1 1v1ENT.SYSTEMS • COCKPIT COOLING AIR DISTRIBUTION SYSTEM • COCKPIT PRESSURE SCHEDULE • COCKPIT PRESSURE CONTROL SYSTEM - COCKPIT PRESSURE REGULATOR. - COCKPIT SAFETY VALVE • CREW SUIT CONDITIONING SYSTEM • CANOPY SEAL SYSTEM • WINDSHIELD DEFOG SYSTEM • WINDSHIELD DE-ICE SYSTEM ,.,,--::.. ,;-.•_,,e-_;.,,.,·_. ·.•f.·•.. -, • ',..-...... · . . . . :SMIM • 1251 ; 5 1 17 15I I I ) I . rn··tt ·v:i-..,•_;.,.,;,..,,:,:,;.;~... -~;ii.;ij',l:i'fl"~' ..'r;• I i.. >•:; • ' lt 'it ¥2: ::r:m:Ufk UHlit:rt bler::t:: tlttMHIN I :rm:tttvf'W ttt/111111I ..... , I • I R I ' ,,,,., ~,..... ,.,,-,,,n, ' \ 'Its'.!4/dH{·'_t:_ 1¢'tfiif.. k~\•''-•~,m : jt" )lt!ll ·. . I . ·.. -· • rr ,,. •= an tr - 1 1 I bi# I t I~·· ,- t,uCKPIT COOLING AIR l.l•STRIBUTION SYSTEM WINDSHIELD DEFOG SUPPLY FROM ,-,1, ~: • I ~--- WARM AIR MANIFOLD - II,,., FWDCOCKPIT AFTCOCKPIT NOSE EQUIPMENT FROM :=,a-: .:, . . ~ COLD AIR r--~~1 F-· ~ -- ·· MANIFOLD : r-ci ~ '7 ~ i.•• "'-1""" •• , . ... .'L ·•,. I i..... ~ J L .....J ___,,_ ___J . ~ :a L --~·--: FROM I~+- COLD AIR H I I ~ 11 MANIFOLD I C-BAY L 11-- SUIT HEATER ~tlt~ A/C-BAY " G::.J ,I WINDSHIELD DE-ICE SUPPLY - D= ,1______. '5t c>"T; JCKPIT COOLING AIR D~-'TRIBUTION SYSTEM • COOLING AIR IS SUPPLIED TO THE FORWARD AND AFT COCKPITS FROM THE COLD AIR MANIFOLD BY TWO DIFFERENT METHODS: - NORMAL AIR DISTRIBUTION SYSTEM; CONTAINS FOOT OUTLETS, HEAD OUTLETS, SILL OUTLETS, AND WINDSHIELD AND SIDE WINDOW OUTLETS - SUIT VENTILATION SYSTEM; PROVIDES COOLED AIR FROM THE COLD AIR MANIFOLD, HEATED BY THE SUIT HEATER IF DESIRED, AND DISTRIBUTES IT TO EACH SUIT. EACH CREW MEMBER CONTROLS THE FLOW TO HIS OWN SUIT THROUGH FLOW CONTROL VALVES WHICH ARE PART OF THE SUIT HOSE. • COCKPIT SUPPLY TEMPERATURE IS CONDITIONED BY A WARM AIR MODULATING VALVE, WHICH IS CONTROLLED EITHER MANUALLY OR AUTOMATICALLY BY SENSING THE TEMPERATURE OF THE AIR. LEAVING THE AFT COCKPIT THROUGH THE COCKPIT PRESSURE REGULATOR VALVE. THE COCKPIT SUPPLY AIR TEMPERATURE VARIES AS A FUNCTION OF TIME DUE TO THE CONTINUOUS HEATING OF THE FUEL, SO AUTOMATIC CONTROL IS DESIRABLE. • DEFOGGING AIR IS SUPPLIED FROM THE WARM AIR MANIFOLD, UPON DEMAND, TO THE FORWARD WINDSHIELD COOLING MANIFOLD. • WINDSHIELD DE-ICER AIR IS SUPPLIED FROM THE WARM AIR MANIFOLD, UPON DEMAND, TO THE EXTERIOR OF THE LEFT WINDSHIELD PANEL. • AIR LEAVES THE COCKPIT TO THE NOSE EQUIPMENT THROUGH TWO VENTURI IN THE FORWARD COCKPIT AND THROUGH THE OUTFLOW PRESSURE REGULATOR IN THE REAR COCKPIT. 0t-JU-0054-0:1-27-11-CB . { .~ ·:-:1,.i••-··.1, I '-•,.,• ~.:-. •':•i:r.it~r,·:•:;:•··.>;.•:••.:•. ,,.; -C ... -•--~- ...... _._.__....,_ ___ .:_ •--•••• ...... •·H•• .. •••••--•· • ~••• ---~---·------.. COCl(PITPRESSURE SCHEDULE IN HGA 3·~ t tr+4++t-:-f HtHl+Hso, ooo~fl1.!fl 3 5 ! 1 :1::I ! I i J:_1I I t I i i ~!~ ~:it~ 5 7 7 -;,n l:i i I •.► Fi I iJ••I 11,AAIIJ Ii iJ.ii'!I 9 9 11 11 13 - J._-+--1- --:-- • • • • I .....,-;:;,I,,• J , J, .- b r ~ ¼btll.VJ:it~"iifil JJ 15 - LOWISOBARIC 15 _ RANGE 17 110.(XXHT-5 CHED UL£ ) L - 1'1'",( l,Ll Yb( l,f l,f J1 :H t,f ~I IJ1 ltf1 ll)t!•IIH!II ur:a-H'f, • ~· 17 - UNPRESSURIZEDTO 10,CXXlFT~ I :;,Mllll":;,Jt:i/i 7 r 1-1 _AC1, f j,1 YU·fJ11 1-11j:,(! 1::H11J,lfl!IJ.lH!IV.,l~.111 I I I I I • ' I 19 19,- - - 1 -~.--r-r-t-t--1-t- _j_ -L--!--t- 21 1 I 21 I . I -.l-,-L-~- 1 I I 23 • 11l>:1!1 Ufil I lJf!I !U:-123 I I I ~I Lt 4 r::.. Y ..I, c1,cv / J<' •fi• ,..,, 14 J,'f Ufl~: 25 I I --~I _..:.--:--+I I 5,OOQ_.- j . 7 7 1 r i', t-ru,1 j,-flJ>n I I I --J.--f--+ 27 : I 27 29 29 31 0 5 10 15 20 25 JO AI RPLANE Alli TUOEI THOU SANO FEET I \J\ -0 COCKPIT PRESSUR1: CONTROL SYSTEM • THE COCKPIT PRESSURE IS CONTROLLED· BY THE COCKPIT PRESSURE REGULATOR. THERE ARE TWO PRESSURE SCHEDULES THAT CAN BE SELECTED BY THE CREW: - NORMAL SCHEDULE: UNPRESSURIZED TO 26,000 FEET CABIN ALTITUDE, WITH A CONSTANT 26,000 FEET (10.66 ± 0.3 HgA) AT HIGHER ALTITUDES - 10,000 FOOT SCHEDULE: UNPRESSURIZED TO 10,000 FEET, CONSTANT 10,000 FEET UNTIL A 5.0 PSIG DIFFERENTIAL (TO AMBIENT) IS OBTAINED, AND A CONSTANT 5.0 ± 0.1 PSIG DIFFERENTIAL AT HIGHER ALTITUDES. THIS SCHEDULE IS USED DURING CLIMB AND FOR FERRY OPERATION. • THE COCKPIT PRESSURE REGULATOR EXHAUSTS THE AIR TO A BAY BEHIND THE AFT COCKPIT (C-BAY) AND FROM THERE THE AIR CASCADES THROUGH SEVERAL EQUIPMENT BAYS, BEING UTILIZED FOR.ENVIRONMENTAL CONDITIONING OF THOSE BAYS,BEFORE IT EXHAUSTS FROM THE AIRCRAFT THROUGH LOUVERS BEHIND THE AFT-MOST EQUIPMENT BAY. • IF THE COCKPIT PRESSURE REGULATOR FAILS IN THE CLOSED POS~TION, A COCKPIT SAFETY VALVE IS SET TO RELIEVE AT 5.4 ± 0.1 PSIG WITH RESPECT TO AMBIENT. • THE COCKPIT SAFETY VALVE EXHAUSTS THE AIR TO A BAY BEHIND THE AFT COCKPIT (A/C BAY), AND FROM THERE EXHAUSTS INTO THE NOSE WHEEL WELL AND OVERBOARD THROUGH LOUVERS IN THE NOSE WHEEL DOORS. THE COCKPIT SAFETY VALVE ALSO ACTS AS A NEGATIVE PRESSURE RELIEF VALVE AND A COCKPIT PRESSURE DUMP VALVE. 01-JM-0055-0)-21-lf-CB .,, ·1. ,___ _.. ___ , t I ttt ) i•itr 'iili.M.·I; ~- ,. . ' ,., "Ii .·.•··.-- ,,·.,·.·•... ' . • ··.·:.. & . ,.. .l'f ~Mr.. .,, \iiilrtntliiiftfjg ' •,' ,., ,,., '.•!' •• ,, ' ' "''di~:''·r 1¢ l:littl I' ,w i r . Mia a : "at ritri:lfttet:':61£St'i11t :W(trhi ,... .1..1.1 .1~-..~·.:.·.·.....·. ·~ .-.,·.·. •.... liS1~nf! ...,,._ .....· ·· · 'fill.I_:,,;. COCKPITPRESSURE CONTROL SYSTEM PRESSUREREGULATOR STATICATMOSPHERIC SCARF PRESSUREPORT~ C-BAY GROUNDn:sT VALVE-- f SAFfTYLATCH IN FLIGHTPOSITION) ID)fT IDl FT 10.66 FT l"k.. (±0. 2)" ._ PRESSURE ---7· Hg ., REGULATOR ISOBARIC EXHAUST DUALRANGE---+----" I SEl.fCTORSWITCH FORWARD I AFT COCKPIT I COCKPIT I PRESS _LI __ _ ~--- 11 10.96 ._ SAF£JYRELIEF ..., HgA P ., VALVEEXHAUST --- -· I I A/C BAY PRESSUREDUMP SWITCH ~SAIUY RRIEFVALVI STATICATMOSPHERIC PRESSUREPORT ~ cc c::, t ....I< =(::, ccLI.I ccLI.I· en= en LI.I cc CL 1- CL ==:=- c.:, Q ·c.:,. m :ui:>:sii '·. COCKPITPRESSURf .~. DISCHARGEPRESSURE CONTIIOL IASE = SECTION ,., 5'CJION i oum.owVALVE IPOPPETI ;.•fti OUTFLOWVALVE PRESSURERUlff CONTROL RETURNSPRING DIAPHRAGMASSEMBLY COCKPIT '#Tl> OOCKPITAIR IWlnt FILJ£RI ~·· SAFETY oum.owVALVE PIIDT PRESSURERl VALVE Wl£RINGVI nowRING ASSEMBLY PRESSURE RE Liff IAFFLEPLAlE CALIBRATIONSCREW /'i=::::STATIC PRESSURE LINE:_ .., • ~ ,,- PRESSURERELIEF _/1'1 OUTF\.OWVAlVE DIAPHRAGM IVACUIJMRELIEF AND IAUNCESECTION) SOlfNOID -~:~ DUMPVALVE lOCAl£DON AFT IALLCHECK VAL' COCKPITBULKHEAD • OOCKPlfPRESSURE REftR£NctCHAMBER $. REFERENctPRESSURE \J STATICATMOSPHERIC PRESSURE oumowVALVE DIAPHRAGM !ACTUATORSECTION) I ~ DISCHARGEPRESSURE ~ ~ PIIIIUIIIWIICH CANOPYSL\l PUISUII llQJLAIOI . _____v..1 tlALIPAIIO C.. UVAlVl SIALDIJLAlla Wl _[_J_;::::.-\_ An c,o,o,r IIAL 1.. LAIID_/ -.-,. IIUCIOI VAlVl IKIIOIIA•A HIGNNIIIUU ,CIDUMI__ ,..,..,tONIUIIIII Hl$1UII IWIICH ,_,110111CIDUMIAII fOIWAII CAO,OPIIIAL IINNIIIUII llltCIOI VALVI -C-IION ltMW• AIINI t·IAW CANOPY SEAL .CCIII PAIIUI PRESSURIZATION SVS-TEM ~-- "An CAIIOPI IOHIUI-. IUllVOII CHIU CHICI VALV( VAlVI IIAl ""°"HIIIUII rr=====r=;:, :: f-1 ,I IICULAJOI LJ!J HICHHUIOII UDMUnllUO ClCIJNDCOfN'.CTIOk IIOMIICHl llUD All sYIIIM 111.GWhUlWWI AIIIYSl!ll ~ V) ....· ... ,.i,< ~f(fl:@ut.t#Wlti#J&(W{btfr:tineiv .· ·-:'-·itt:tti. .S t $ 7 Et t Ii' 7 t It I . i 1 7 a e:'e'iIit 114lt.:rhllitff Wd~t '·,,. ~ .'I. • ••.·~ .• - • -,.. .. • .,~11 .:,;1r---~-~,:-:·.:-1'.. : . '·'.' ...•.. ·',iii■ ... .'?.~,.··•!~i~f ... ~~.r,:1,~·-~ar:1 }"·: WINDSHIELD DEFOuGING SYSTEM mu,11 mlPIIIAIUIII ® SINIOIS ~ COLDAll MANIIOID :;::;t::.~_::.:. -!..:.-~: ;.=--;;.;;::::;::i:i'.:.~::;,·:-:::<·:·~-'.-~:::];:~~)•~·'.·:~~'.:,~~-;:·:· .. ---··---··--··--··-··-1·------~~------~ ....______------~:;::-~•.,. . I. IIIJAll AIANIFOID .....______. /~-.. ·, ,__,--·· •-"'--··------· I- ·-...... /"/2''~,,.. ~--- ,_____ .....·•--:._--. ---...... ~~''{'··~-- /~'/~ -~\__...'\ \ .\. ____.z;.. - "--- .. -·· ' -~~•. -'/ WINDS al• - ---~./'.~/ / /~,!DISlll~~::io:··I / .' --· .,,-__1/ I . _.., ' B ~ / Mak\ l'IINDSHl(ID DlfOGVAlV( I - ...I\ I n CODE I ,_____,,,,,.. / ) \, ·. ~ HOTAIR / / \ Im COlDAIR -~--/ / ••- _,,,,,., roorourur •, - CONDITIONEDAIR / ~ / IDOUNGAII \ ::f,-:~~.,COCKPIICOOUHG... ;,• _,/ /,, • ',"" IUIJ SYSllMIHOM fff" AIGHIIYSIIMll~-:::,.RI • ""' ~ d' \__ '---- \, WINDSHIELD DE-ICER SYSTEM RIGHT DE-ICER VALVE ,._ t,____ ~HECK VALVES RIGHT BLEED AIR SUPPLY LEFT BLEED AIR SUPPLY LEFT DE-ICER VALVE V7 otl-JM-0057-0J-2t-tf-CB .::J iii !;,·':~ii@#&,#iiewit?W~i?W:(?1(wiT•,.,... ···'if lh'r' t • fl . i :·· • ~~!rt~L~,-.,"...... - - --· • _ ... ,,., ...... , .. • n111 · · 'thi(¥ {'/{irf'·--y~~Jttfr ...... ~ ,.,.~ ~-.-.,,e~ifuiWiti&iiri"¼i: A BAY FORWARD LEFT ~A INSTRUMENT PANEL ~ REFRIGA C 3: 0T L ON® • OL...,D (@OffM ~MfD WARMp 6 ©) ~E:::.G (@ '° LOWz l)) AUTOl£MP @ HOLD IR\'\ HIGH /Ff:\ HOLD ~ I Off .... ~ ClfJS(D ~:;- fOIIWAIIDCOCKPIT fACEHEA(@) COLD WARMD ANTISKID ON COCKPII ~ ~ INSIIUMlNIPANll SUIJHEAT - GEAR@ ?{ ~ ~ @off, WINDSHl(lD ~ \\• I I// -. ,--RIQIJCOliSOlf ,,;, ' r;- L~ l;, wn :L~i~R n - I ...... , ~ ~ ~ @) IND&rl:r .,~~, oo "'" 0 .....m'" © ~ MANIFOLD ~ lEMP AUTO 0:10 @) .../ , c,@ FUELDEC)REARM fUU COLD TAXILT ~ARM Off ~ PRESS ! ~@::.1 ANNIINCIAIORIICHIS - ...._ 'X UFTCONSOU------' :~ vy COLD AIR DISTRIBUTION SYSTEM TO RIGHT FORWARD CHINE BAY EQUIPMENT \ H D !. 101'1BAY ------, r--··-- __ r·· ! 1 RIGHTAFT MISSION BAY 7 n-. '= Ltr:::=:··---.tc:::::··=:::tc:1L ..7 f~--.JI ~ . Ti' r- - ---, r- .. -, ,-- -- ,---··--, 1 •• • • 7• • L---.f2_S1r--_JL..ifc::1 ½f.- .._J 't~::91 ~ I t'" I __J ,. I' ... 1..,•I • • 'o' ~l===:::::.'J ... -4- I 11 Ii I TO --~ COCKPIT ..._~~ ~ AICBAY - • 1~.--·--, r11q1~r~S"?, · E-BAY Jlli ➔ I • • t I It •• i'. t 1' J:, • •LJ• fl I I I I ➔ L .. -.:...1 LJLJ LJ r;:.-:._-:._-:._-:._-:._-:._-:._-:._-:._-:._-:._-:.,---~----_-_ -_ --_ --_:_-.::.:::.:::.:::_::;----' IL-----/{:f-,:.------1•----;::.=.::=::::;- ~---_-_-_-..,-:::.:::==::.-_-_-__:-_-_, ~~ __.1.--- --s-u r1.~1~ ... i:...!, .u.. u tL!J r1jL··---i . i • ,l,J : ____Fr u: .. : __J LEFTfWD ~ussio~------... L----'T + LEFTAFT MISSION BAY '---·· ..~ .. -·.. ·;\:,;i}~~~:1~)(:-;, . 1 • 1 , ~ 1,_ .~. ,,-., • , , '"• ·c'' ·r · ,, ··" •·•• '·· ·.. , ·· · ·, ··":,·!Jiliru#tr\f\trffitftj'i'iW'ttfr···a · rtH:; r r 1 tin: r 11 t • r ··: ' .,,,. ' .... . -~~1:.c:":"""1"~)''.t.1:")l'":J.;1 ... ' •, .. '· .... · ..ff . ,. 'i" . ~: ___ ,.,__ .. ~\'~~i:.i r·rt»I COLD AIR DISTRll:3UTION SYSTEM • CONDITIONED AIR IS su·PPLIED FROM THE COOLING TURBINES TO THE COLD AIR MANIFOLD AT BETWEEN -30° F AND 0°F ABOVE 44,000 FEET, DEPENDING UPON THE FUEL TEMPERATURE DURING HIGH SPEED OPERATION. BELOW 44,000 FEET THE COLD AIR MANIFOLD IS CONTROLLED TO 37° F TO MINIMIZE THE POSSIBILITY OF FREEZING THE WATER SEPARATORS. . • COLD MANIFOLD AIR IS SUPPLIED TO THE COCKPIT AND SEVERAL EQUIPMENT BAYS. THE COLD AIR IS SUPPLIED DIRECTLY INTO THE EQUIPMENT IN MOST INSTANCES AND BLOWN AROUND EQUIP MENT IN SOME LOCATIONS. • FOR SOME MISSION KIT INSTALLATIONS, COLD MANIFOLD AIR IS DUCTED TO THE NOSE FOR EQUIPMENT COOLING. • DURING AN EMERGENCY CONDITION, WITH ONE AIR CONDITIONING PACKAGE INOPERATIVE, MISSION EQUIPMENT BAY COOLING AIR IS SHUT OFF, AND THE COLD AIR SUPPLIES ONLY THE CREW COMPARTMENT AND THE BAYS CONTAINING FLIGHT ESSENTIAL EQUIPMENT (E-BAY, A-BAY, A/C BAY). IN THAT CASE, MISSION EQUIPMENT IS TURNED OFF AND ONLY COOLED BY THE AIR CASCADING THROUGH THE BAYS ON ITS WAY OVERBOARD AFT OF THE AFTMOST EQUIPMENT BAY. ~ 0 BAY ENVIRONMENTALCONDITIO.NING METHODS CASCADINGAIRFLOW COLD AIR COLD AIR RIGHT FORWARD RIGHT FORWARD ' RIGHT AFT CHINE BAY MISSION BAY MISSION DAY ...,-- I [l ....l ..!._~ +-O'B'D 1 I '- R·BAY ,::.c_COLD OU::- ( rf:-f--,l~ J-.---."I:---, AIR FWD AFT I J ,. ~ COCKPIT COCKPIT C -:111NOSE WHEEL - ~ ~~ --■1 1 l 1--' ~ -1--_ COLD E-BAV • --:-P AIR NOSE \--;j.._ .....__ \ k----:=-+------\~/ mr::- 1 O'B'D ,'--Ln ...... ------.A.•-t1•1• - l • LEFT FORWARD LEFT AFT t MISSION BAY t MISSION DAV . . COLD COLD t AIR AIR COLD AIR '1 ~r,, I FUELTANKS DAV ' AFT COCKPIT itrrztNOSE e-~v ' WHEEL ~ Q-•~ .,, WELL "'O'D'D ~ ""'···,: ,;.;,,•.u••• , •••,.•• ,'-_;,~;;;}t·'.?f}:~:•:~A :_1,,... _'.,;,1;'.~... .~;..:_ ;l-1.:iL-• J --~,--.. - · , . . .. · --·11~'1i'iff'(#f"':tt:i'Nt¥b~'" 111111 ""'·-:-,..W~ ...... · ...... ·. ,./?!(J#%i,)Jf\7-"-:~- :-'"··· · · -L ... ~--- ...... - .... • •••• · XM¼JUA t3AY ENVIRONMENTAL Cu1'1DITIONING METHODS • THE ENVIRONMENT WITHIN THE VARIOUS EQUIPMENT BAYS, AROUND THE EQUIPMENT ITSELF, IS A FUNCTION OF THE AIR THAT HAS EXHAUSTED FROM ADJACENT BAYS UPSTREAM (FLOW-WISE). THIS COOLING METHOD IS REFERRED TO AS "CASCADING". • AIR LEAVING THE COCKPIT TO THE NOSE FLOWS THROUGH THE NOSE EQUIPMENT, THEN CASCADES AROUND THE EQUIPMENT, SHIELDING IT FROM THE HIGH NOSE SURFACE TEMPERATURES, THEN EXHAUSTS THROUGH LOUVERS JUST AFT OF THE NOSE IN THE CHINE AREAS ON BOTH SIDES OF THE COCKPIT. • AIR LEAVING THE COCKPIT THROUGH THE COCKPIT PRESSURE REGULATOR IN THE AFT COCKPIT FLOWS INTO THE C-BAY. THE AIR THEN SPLITS THREE WAYS: TO THE E-BAY, THE A-BAY, AND THE A/C BAY TO CONDITION THE BAYS. IN THESE BAYS THE AIR MIXES WITH EQUIPMENT EXHAUST AIR AND CASCADES TO OTHER BAYS, AND THIS PROCESS CONTINUES UNTIL THE AIR LEAVES THE AFT MISSION BAYS AND EXHAUSTS OVERBOARD THROUGH EXIT LOUVERS IN THE LOWER SURFACE SKIN. • EACH BAY LOSES A CERTAIN AMOUNT OF AIR AROUND THE BAY DOOR SEALS AS LEAKAGE, BUT SINCE THE BAYS ARE PRESSURIZED TO ONLY 1.0 PSIG, THE DOOR SEALS ARE EFFECTIVE IN FORCING THE AIR TO FLOW DOWN THE BAYS AND EXHAUST THROUGH THE EXIT LOUVERS. )? J enz 0 -1- (.) z ::, u. :E w J ...._...,.en ./ cc w ccC 0 (.) w cc z ·o -ti) ti) ~- m N ....,.."., ..... ,,,,., .._..,, ~ ·57;;;mrr:cptttt'lii1i1• ...:~.'•.:::•~:, \~·~~,'l;Wf~-~li',; "'""'"· .. . -'!'~·... ,·.'·,. ·.~·i'\'ft.ii'e'.~;,~~~'W!,,,<;;:~x;··,\··• :, ,.. , . .: . . . ··. ,, .. :. ..AII------MIII-----...·•4wt1rtttll.. ••"j>-.··:• '·-·.' MISSION RECORDER SYSTEM DETAILS • THE AIRCRAFT'S MISSION. RECORDER SYSTEM (MRS) CONTINUOUSLY MONITORS OVER 600 VEHICLE PARAMETERS FOR MISSION ANALYSIS AND FOR MAINTENANCE APPRAISAL FROM ENGINE START TO ENGINE SHUTDOWN. DATA ON SOME CHANNELS IS COLLECTED CONTINUOUSLY AND DATA ON OTHER CHANNELS IS COLLECTED BETWEEN 20 AND 900 TIMES PER MINUTE. • SEVERAL TEMPERATURES, PRESSURES, FLOWRATES AND SWITCH POSITIONS ARE MONITORED IN THE ENVIRONMENTAL CONTROL SYSTEM AND IN THE .HEAT SINK SYSTEM ASSOCIATED WITH THE ECS. TWENTY-THREE PARAMETERS ARE MONITORED EVERY THREE SECONDS. THE DATA COLLECTED ARE ANALYZED AFTER EACH FLIGHT BY A COMPUTER PROGRAM' DESIGNED TO FIND OUT-OF- TOLERANCE PARAMETERS WHICH COULD INDICATE HARDWARE COMPONENTS THAT ARE OUT OF LIMITS, ABOUT TO FAIL, OR ALREADY FAILED. • SYSTEM TROUBLE-SHOOTING IS AIDED BY USE OF THE MRS, AND MANY POTENTIAL PROBLEMS HAVE BEEN DISCOVERED AND FIXED BEFORE A SERIOUS CONSEQUENCE COULD RESULT. Lrj L> _c_ "' ECS SCHEMA1 ~ .J SUMMARY • ENTIRE DETAILED ECS IS SCHEMATICALLY PRESENTED. SOME OF THE COMPONENTS AND FUNCTIONS HAVE NOT BEEN DESCRIBED OR EXPLAINED DUE TO TIME CONSTRAINTS. ENOUGH OF THE OPERATIONAL CHARACTERISTICS OF THE SYSTEM HAVE BEEN DISCUSSED TO GIVE A FAIRLY COMPLETE OVERVIEW OF HOW THE SYSTEM FUNCTIONED AND WHY THE EQUIPMENT AND THE SYSTEM PHILOSOPHY WAS SELECTED. • TEST DATA INDICATED THAT THE SYSTEMS ALL WORKED AS PREDICTED. THE EQUIPMENT HAS PROVED TO BE RELIABLE, AND THE QUALITY OF THE MISSION EQUIPMENT OUTPUT HAS BEEN MORE THAN ACCEPTABLE. THERE HAVE BEEN A FEW PROBLEMS ENCOUNTERED BUT THEY HAVE BEEN RESOLVED. ' • SOME INTERESTING RESULTS WERE OBTAINED: - THERE WERE SOME PEOPLE WHO SAID WE COULD NOT TAKE INFRARED PICTURES THROUGH A 450°F WINDOW AND A HOT TURBULENT BOUNDARY LAYER BUT WE SUCCESSFULLY DID WITH PREDICTED RESOLUTION. - THERE WERE SOME PEOPLE WHO SAID WE COULD NOT TAKE GOOD OPTICAL PICTURES THROUGH A 450° F WINDOW AND A HOT TURBULENT BOUNDARY LAYER BUT WE DID, WITH RESOLUTION THAT WAS ANTICIPATED. - THE ECS HAS PROVIDED THE CREW AND EQUIPMENT WITH AN ADEQUATE ENVIRONMENT. 'f'I. ~ •~,_•fl•u.-,,.,,;c~,,-,~1ri~:·•n,~~t.;,..!f'.~.i,:i.-~._~..-.i~•)•~-\~'-.,.~~~1~~;..;:-,_,. ·: s:: s·r; I 1 Ii 7 r ttr. C 11 ., , s · ::, :iHsi'.srt. ~ ~-- 14Miiij~r.t,;,'/-k!II~kAi~'l,:~,~~•\\;~1.;,~,•:, . .... , . 1..-•. - ENVIRONMENTAL CONTROL SYSTEM SUMMARY • ENVIRONMENTAL CONTROL SYSTEM COOLING CAPACITY, TO COOL BLEED AIR ONLY: - CAPACITY REQUIRED TO COOL ENGINE BLEED AIR FROM 1250°F TO -30°F, WITH COOLING AIRFLOW OF 40 POUNDS/MINUTE/SIDE, OR 80 PPM TOTAL - . ■ COOLING IN AIR-TO-AIR HEAT EXCHANGER: (1250°F + 850°F) 7,700 BTU/MIN 38+TONS 135+KW ■ COOLING IN AIR-TO-FUEL PRIMARY HX: (850°F+160°F) 13,250 BTU/MIN 66+TONS 233 KW ■ COOLING IN ECS PACKAGE: (160°F+ -30°F) 3,650 BTU/MIN 18 + TONS 64+KW TOTALS 24,600 BTU/MIN 123 TONS 433 KW ■ ENOUGH TO COOL 40 HOUSES @ 1500 SQUARE FEET EACH - COOLING ACCOMPLISHED WITH THE 80 PPM OF -30°F AIR: ■ AIR HEATED BY EQUIPMENT AND BAY WALLS FROM -30°F TO 140°F: 3260 BTU/MIN 16 TONS 57 KW ■ ENOUGH TO COOL 5 HOUSES @ 1500 SQUARE FEET EACH - APPROXIMATE WEIGHT OF HARDWARE REQUIRED TO ACCOMPLISH THE COOLING: ■ WEIGHT IS ABOUT 400 POUNDS ■ WEIGHT IS EQUIVALENT TO THAT OF ABOUT 2 COMMERCIAL HOME REFRIGERATION UNITS FOR A 1500 SQUARE FOOT HOUSE OI-JM-0011-03-27-t1-CB \J-,, qJ 6'· Fig. 1. The Lockheed SR-71 Blackbird strategic reconnaissance airplane holds the world's speed and altitude records· 2193 mph and 85,0~9 feet, respectively. As an example of its capability. it has flown non-stop flights from New York to London and from London to Los Angeles before landing at a base outsiae Sacra. mento, Calif. Elapsed times weir:: New York to London, 1 hour, 55 minutes; and London to Los Angeles, 3 hours. 48 minutes. ,£- _-. -· Hot, high-speed hydraulics The hydraulic systems of the world's fastest aircraft -the Lockheed SR-71 Blackbird - are unique R. P. OeGrey To fly at sustained speeds above dustry did not exist and had to be operated by conventional stick and Mach 3, an aircraft must be able to invented. Examples of this include: rudder inputs from the: cockpit and operate at high skin temperatures. • hydraulic nuid for continuous by an eli::ctrnnicstabilit) augment This means that th~ aircraft's in use at temperatures above 275 F ation system. The flight controls ternal systems are subject tlJ the • standard plumbing hardware to ar\! powered through electro same or higher temperatures as the withstand the high temperature hydraulic ser✓ 0valves. entire airframe becomes a heat • reliabk ,.:ontrol valve~ tu ,)pcrat,;; Independent hydraulic system .-1 sink. Accordingly. the h:dr,1UIK in these c~trcmc cnv1rnnmcnt~ and Beach supply pressure nuid to system of the SR- 71 strJtq.:1c • h:draul1~ rump, th.11 could op six flight control dual servovalve~: reconnaissance airplane. Figure I cr.itc .11 ,,11 I \~1th l,)ng service the left and right rudder, and the was designed to operate.: rcl1.1hh 11f.; .. 1 nd inboard and outboard elevon sys above 550 F. • 1 hc t..:,1 ,, ,t..:m, used to qualify tems. A and B ~ystem pre:,sure and When the Lockheed Advan1..:t.! t h,:--c..:,,m pnncn LS. return lines arc each connectt:d to Development Projects (Skunf.. each dual savovalvc. but the 1wo Works) began the SR- 71 dc~ign Hydraulic systems systems are not common at c1.ny project in the late 1950's. existing The SR- 71 has four indepen point. Either system serves as conventional hydraulic s ystcm~ dcnt. cl,Jsed-center hydraulic pow ba1.:kuptor the other. and components (Type I for 160 r er ,y,tems which operate at a nom The L hydradic system powers and Type II for 275 F) were inalk in;il 3000 psi: A and B systems for the left engine air-inlet and air quate or inapplicable. There w..:re !liµht control, and Land R systems bypJ.ss controls and these acidi no hydraulic fluids, pumps, or ..:on fur the utility subsystems and air tioaal circuits: normal brakes, trol valves that could operate in inlct cn11trols, Figure 2. The delta landing gear, nose wheel steering, that high-temperature environ .,.,ing design of the aircraft uses and an aerial refueling door. The R ment. eumbin:1ti,1n elevator-ailerons ,,r system powers the right engine air· Technology for some of the ma elcvons for control about the pitch inlet and air-bypass controls and terials, hardware, and components un 38 HYDRAULICS & PNEUMATICS conventional swivel fittings and Valves atures. :Vfaterials were selected :·vr Tef1on-lined hose. These coiled H:,-dr:1ui1~ , :-ectional control their compatibility .,.,.ith each oth1.:r tubes are designed to last the life of valves and ,,_ .,)valves were de to prevent therm~i expansi,in ,.)r the aircraft. Figure 6. signed to fun,:·•'~ ,lt :light temper- concraction problems. Proper v;i he function required rnoving-p:.ir, clearances that were ade4uai:.e f,)r the entire temperature range. These dearances also allo\1, sume internal lc:1kage to prevent exc..:;. sive varnishing and provide cooiin 2 for electrical components in ch; valves. Those v,1lves that func~ion infrequently are periodicJ.lI\ ground-operated to preve n.t gradual functional degradation be cause of varnishing. Electrical 5olenoids ,rnd wires 1n transfer valves and the servovake, of ;;pike actuators in the nacelle .1re directly exposed to tern perarnrcs between 600 and 800 F. Tht: ..:;.,n : rolled leak.:igc in these servova!vc:~ '.-:s:~;:,sthe temperatures ,)f th-:::~ :kc~iical solenoids \vithin des;i_g:1 { !r:tricate servovalves are func il~ tested at room tempe:-:1- '!•." :::n550 F to verify sati, j \s ' pe:-:ttion. and then th~, { Fig. 5. Tubing co,Js, used where actuator freedom is necessar;, ·tast tor life of a1rc.•3t! ! .. ._ked. The shock tests a re \ i• , · using a flow of 500 F l r Ive whose tempera ! l i :-c:eslower I i Fittets i .,·•~ r"ilters :ire .1tions in the · ,, protect · · mi nation • 1 _,i:nmon '. ._ 'f~ • ,. • : '. l \!. •t i I ni.: : 11 ~ _. -· • •... ··..: ~· • ... i w1rc-~:11t!1 i :'·ii :lite,~ '-~:th !k:\\ ratings 0( •, 3 gpm at 15 psid :.lt 500 ~ F. Must fiiter eiements are dispos- able and are replaced periodicall::, ' Judicious filte:- element replace- ment is essential because 0f accele- I rated particle contamination rates caused by high oil temperatures. Figure 7 shows a filter arrange- ment in a nacelle protected with thermal insulation. · Successful SR- 71 opera cions over the years are a tribute to the remarkable maintenance and engi neering performed routinely by Fig. 7. Thermally-protected filter housings ,n nacelle areas help keep fluid temperatures Air Force and contractor person below600F. nel. ,HP' '=:(3\ DECEMRr=i:i ,aa~ / PumpSpecifications Typesand Use of Seals --~~--I:;;J/:-::t~{~:~)~i"jf}j:~'.: f¾{fi~?f;.~Lt\~_::~:=-Use: .dn~t:~ynam~ ::··! -:~ _:::RJ~t~~i~g:-~/:.:?·\i•: .-.·__._ Se~yovatv~~actuators Staticface toriicafseal Tubefittings HI TEMP SEALS v -=·. t~··:~:,r...... , r - . ' f .I :f- .. -~;· .f 5'14 1 \\\\\\\\\\\\\\\\\\\\\\\\ \\\\\\\\\\\\\I \\\\I \I\\ I\I: .,.:' -t'.°"'•-.:.-~.:~~.,:4:7. -· .r~ ..~~(~~J:.~· :.. -~ , -- .. -: ·-;. -...... . .1"''' t P ro t·1•c t I v1: H,)t St1il c ,..,_.d For ...) j ~ 91 LI: . I. "'T"" . ,, . ' ~ .- .. '2l i ~ ....;.. t. .J I .....~ . ~ ...... ,. . ~ ;:_.. -...... ----; --v .... z> ;;,._ N ;,,;:i _____ ""tll~~'. w,I .... :z> ~~.!.._---=~~:::;;,._ ~--:::.:---~;:-=:z ""O;: 0,. ~ ruamo - fU[liAN~ VtNi ~~H . II ~·•t.~•:;11.-.~·••:•4 •. ..:~·, ·:.~1~~:.~.~~ ~:',;.;,·,;n,,',i,,,"4,1 ,•,,.,, •"',,,,,. 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TOTALCCKMIATION o,"!t• .... '.llilllrilJ~H1i ti flfr . I ! 1l t !11l nc■ ~ ,..LS Of nin lO .. '"'I"'.,,.•,.(,, 11 I I r-1.11 UUUU Uft 1'¥14 ,,::,;,1:::~·;,j'.j 'J11!,;q! 'ft • I I . I~' ' 1 nncvnil ,...... ,.~ :·· ·.1: ·':· .. ;::1::: !.d::::11,:pI! ! 11,·I ·!, ,111;I' '"" 1.1'1 ~ ~ ," '. :'.•:•11,,;,,•;·:;,:•q,l! 11 I It: I ;11'1 l nt. D11£RTIARYIUfYl.MMI.: :· : ,: .. :·;) hdiiW1t,•1·;~ !:•1:jH 't: , ·1 i , ....'' . ,l ,, 1'I,a • t "• I , • 10-IS·l, lAITIRllARYIUlYlPH(NOl . .-·.:,.::l'.?1\i~l;:?tl:iiLH1IP!!!!ii ..• 10-l~'l ORTHO-llRTIARVIUTVLPttCNOI. :·./;;:1:·...:(li:!)'l;ll'1'li1'!ll 1!! ?(':[l..i'I: : . t' :·.;: •• t ~: !! . d .• :. f' l ! I .I : : : : :t{ ·t . . '. . .. ! 'J: f 1-1 ''•> t ~H : I. }1.;.; ,·L.' : ...... 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'- -:.... -._ -._ --- -- ..... -..,I" . :- i i :... t :r. _,. -·- -~ -.;: ~ - - --_...... ,.,_.... :-... ·• ·i z 0 Cf) ' a: Ll.J 0 . z . : ~;- <( ; :.. ,. .o~ ~ r:: ccI UJ I z I 0 ~- -, ..J ,, -:\ . ..J ✓- <, I -- ✓ ~ ,, en ..,>,"/ z ...... \.~~~ / ,/ :i- \ y / I w I / ' ,, 1-- ...... ,, \ ,. \ ~ •//). en .,. I .Z.~,' z / / ,. 0 ✓ I en- ..J ::::) C. 0cc C. r:: ccI en ,_' .-- ··tvhtttr , , == h n *''*' Mt ttc eneon ,,. INLET AND EXHAUST REQUIREMENTS INLET • HIGH PRESSURE RECOVERY • MINIMUM DRAG • AIRFLOW CAPABILITY COMPATIBLE WITH ENGINE AIRFLOW REQUIREMENTS • DUCT EXIT AIRFLOW DISTORTION ACCEPTABLE TO ENGINE • AIRFLOW SUPPLY TO COOL ENGINE & OPERATE EJECTOR NOZZLE • STABLE OPERATION EXHAUST • HIGH THRUST COEFFICIENT • MINIMUM OFF-DESIGN DRAG • LIGHT WEIGHT • COMPATIBLE WITH AFTERBURNING EXHAUST GAS TEMPERATURES A19·4692-2 V? ~ ~ ·•' . ·--· ··--·=··- ·-··-=--- - -. --=-·..::..-===::.-.-.==-.:.:::=.:.:.:::.1~----'1'.'''" ...... ~·--~,- :-:.. . ·---· LATE 1950's STATE-OF-THE-ART ANALYSIS METHODS • COMPUTATION FLUID DYNAMICS NO CODES AVAILABLE AT BEGINNING OF DESIGN METHOD ., OF CHARACTERISTICS CODE DEVELOPED BY LOCKHEED IN PARALLEL WITH INLET DESIGN • BOUNDARY LAYER PREDICTION - NO SATISFACTORY THEORIES AVAILABLE FOR BOUNDARY LAYERS IN STRONG ADVERSE PRESSURE GRADIENTS • COMPUTING FACILITIES IBM MAINFRAME AVAILABLE FOR METHOD-OF CHARACTERISTICS PROGRAM AND ENGINE PERFORMANCE PREDICTION ALL OTHER COMPUTING DONE BY FOUR \/( FUNCTION MECHANICAL CALCULATOR OR -h. , SLIDE RULE \ ------·----.....-- .. MIXED COMPRESSION INLET DESIGN CONCEPT COWL LIP SHOCK CENTERBODY SHOCK~ REFLECTED SHOCKS TERMINAL SHOCK INLET 1 ~ ENGINE FACE THROAT STATION ~ ~ •. .--·.- ··-· ···-----· INLET BLEED AND BYPASS ARRANGEMENT :/ ;_;a,~1;,,., .., ; '1'.ir~{,;i;o1,rirt,,~ I•<' ' I' \,1; :,.r•··1 ' · ·t I:I -! I • • ' l l t ·_l•;• -1,~ I ~ • <• • 1~•-! tf?'., . 1! :i." . t,•1j·, ..',· ·., '. -~· !i'_:_;J',~ t'::·: I.:•~; . • AFT -BYPASS DOOR ASSEMBLY 7 ti:,{~ ;: fj . -·~•~.,·... t,. j· SPIKE BLEED EXIT'"' ~,, / ~f~>-,'·,l\ ~-·': \ ,, . I \ _, . I _,.•! l • I :'•·;_:· . . SHOCK-TRAP, :-:- .,'. -, _.- I FLOW TUBE, . . . .. FORWARD-,BYPASS EXIT"', \ r FORWARD-BYPASS DOOR OPENING "'-~''s~ ~i). •.:/_ - :/ • • A • #.' _J •.,.· . ....~ t ,. .. o/J., .·. , i•,<;i_. r·-:,,:t·- ;\'..' t... SPIKE SUPPORT ~;.t-: l-ti•• STRUCTURE t(:,;> ,:- ' '-... FORWARD-BYPASS DOOR ASSEMBLY ' ' ' '-COWL BLEED (SHOCK TRAP) I I .., I L SPIKE BLEED vc j TRANSLATING. SPIKE -' ' ~ P62·4700·11 \, __ CENTERBODY BLEED ARRANGMENT SUPPORT STRUT~~ /SPIKE BLEED EXIT LOUVERS t() ~/ (4 LOCATIONS) · __\~ I _:J .. · VIEW LOOKING AFT SUPPORT STRUT ,/('fir--- ~ ,, J • ' • • • ...... , / I . --- ,11•:~!ij,..·······" ~ ,.,, ~:i:-,.;1 ENGINE FACE :·•,111: •: l: :p: ,.,,•I -- -...... --~ :p,iii!'fi,, ~ :p/.lii, /------~\ .....~11~•~1. ,,,,,11 -l.U :.;.J .:.&- \ ,,,,,..____ ,),,:, ~ SPIKE BLEED EXIT LOUVER 7·~ --- \J/ (il••u;o2 2 L-7 uw Lf cc~ zw za w t/J m·w· ::, I- Q. a:·< I- ~.U, 0: ::c. t/J FORWARD BYPASS BYPASS EXIT LOUVERS (6 LOCATIONS) SHOCK TRAP TUBE ROTARY FWSH SLIDING DOORS .BYPASS. ~A' EXIT LOUVERS\ ,t.-=ORWARD BYPASS FLOW SECTION A-A ------,, , ------ -FORWARD BYPASS ·oc)ORS Gl-4682,3 ~'¼) . -:-::~-;-;·,.,,.~- INLET FLOW DISTRIBUTION 1.0 0.9 SUPERCRITICAL SPILLAGE 0.8 0.7 FORWARD AFT BYPASS 0.6 BYPASS MASS FLOW SUBCRITICAL RATIO~ m/mo 0.5 SPILLAGE BLEED LEAKAGE 0.4 0.3 0.2 0.1 0 I 0 0.5 1.0 1.5 ·2.0 2.5 3.0 FREESTREAM MACH NUMBER VJ --..,~ 17-JA-0001 4-29-91-SI.I ----~- ...... - -·~· ------ DRAG PENALTY OF OVERBOARD BYPASS AT CRUISE 100 I I I TOTAL AIRPLANE DRAG (WITH FWD BYPASS DOORS CLOSED) 'S- . . - ...... I QOl-il I I I ~I (!J z.z wi o.· o' FORWARD BYPASS a: 6.0 DOOR DRAG 0 NOMINAL 0 INLET a DRAG.. I - ·1 -· Cl) (/). +- ~ 40 >-· - . AIRPLANE m SKIN -AIRPLANE C FRICTION WAVE ' ' DRAG DUE re. DRAG P.RAQ TO LIFT a:i ~()14111 IIJ,141 IIJr.l 0 u. 0 I I I I I I I I I I ,0:1 1 1 0 2 4 6 8 10 12 14 16 18 20 22 • DRAG - 1000 LBS 1 Gl-4602-5 r __L INLET CHARACTERISTIC UNSTART OPERATING POINT a:> LU > 0 0 SUPERCRITICAL LU a: INCREASING CORRECTED AIRFLOW SUPERCRITICAL _mo c:, < z a: 0 C -l- 1- ;.~( ~ a: w -·:~p~~-- 0 ...J 1- (.IJ z C- m2 m 0 mo UNSTART/RESTART SEQUENCE (D OPERATING POINT @ UNSTART POINT .•I® '"i' ii\..!./ @ UNSTARTED POINT @-@ EXTEND SPIKE pt2 / OPEN BYPASS Pto ,J!)® @-@ RESTART INLET ,~ @-@ RETRACT SPIKE / _.,-,-&' @ (D CLOSE BYPASS @®-______® m2 mo 17-TA-0002 4-2a-a1-SM V ', .J_ INl_jET SrTi\.l~ TED l\11.LL\.C H ~: 3 .. 2 ANG :L-1E CJ~F· l\ rf 1 1 ACK = 6. 5 ° SJ?IKE l~OSI'TIOl\T = 0" ../:.• .../ ;ttl'!I( -•> ts sr ,, tr ••u•ecwa w • I:[\TLE T lJI\fS TAR TED T\tAC I-I _:~ 3 . 2 ANGI-'E C)F' ~A.TTACK = 6. 5° SPII .' . ~ ~ ..'. ,.,,. 1 · 1. ·, 11 '·, .,. 't J.: \ .:_i':···1.•':.':\ ' I.~. C'' T::;:A\,:, IN.LET BUZZ ) ') I\!I.i\.CH .) . L, A.NG.T_,E OF ATTACK = 6. 5° S~PIJ{E l'v10.VING FORWARD ·.. ·,;. j{;~;j1§{ift-' ;,' .I'-,. ·\-:;-,. ".~ ~ .. I !)BC A - -~------d..~ INLET WIND TUNNEL MODEL TE.ST OBJECTIVES • DETERMINE OPTIMUM SPIKE POSITION AS A FUNCTION OF AIRCRAFT MACH NUMBER AND ATTITUDE • DETERMINE OPTIMUM INLET BLEED ARRANGMENT • MEASURE INLET TOTAL PRESSURE RECOVERY AND DRAG . • DETERMINE EFFECT OF OVERBOARD BYPASS FLOW ON INTERNAL PERFORMANCE • MEASURE AIRFLOW DISTORTION AT DUCT EXIT • FIND INTERNAL PRESSURES SUITABLE FOR USE IN INLET CONTROL SYSTEM Al9-4692-5 V1 cs-,- -I w C 0 :a: -I w z z :::, I- zQ ~- FEATURES OF THE INLET MODEL • TRANSLATING CENTERBODY • ALTERNATE BLEED CONFIGURATIONS FOR CENTERBODY & COWL • ALTERNATE COWL FOR INCREASED THROAT AREA • EXIT RESTRICTORS TO REGULATE BYPASS AND BLEED FLOWS • TOTAL PRESSURE RAKE AT ENGINE FACE STATION • TRANSLATING PLUG AFT OF RAKE TO REGULATE DUCT FLOW • STATIC PRESSURE INSTRUMENTATION A19•4692·6 ,.r.. 1. ·~ 1..,v WIND TUNNEL TEST PROCEDURE • ESTABLISH TUNNEL MACH NUMBER AND ANGLES OF ATTACK AND SIDESLIP • RETRACT CENTERBODY SPIKE TO DETERMINE UNSTART LOCATION • RESTART INLET BY MOVING SPIKE FULL FORWARD • RETRACT SPIKE TO OPTIMUM POSITION JUST FORWARD OF UNSTART LOCATION • MOVE MASS FLOW CONTROL PLUG FORWARD IN SMALL STEPS . • RECORD DATA AT EACH PLUG POSITION UP TO THE POINT OF UNSTART A19•4692•7 V; '."')',"-a._ • , •••• ·,. ,-l- . ~'.j,\~(·_;f'.:\·'.::;,.:·•~:-, . ,,,,:.. ' ,, .· ...... •:·•. :~,c.-:·:·:./•l11t ■ #¥Mlft%:t'.WftW&hf'iWf!itiisi\'fhlO!NiiMll½i"'i±Mllirti&le:1hiRii:li"(ettfift':Wdll# It rt ttclfltt Mttt ;-:i,il'ii ttwXtft·\itld:lm::"ii.lttfitr' +dill ,.--..,.. . ,.., ...... , ,· ,_.,.....,.,,,~ .. ,... ,.,,~ ••. ,,,, .... , ,.;,1,·oil,,.,i:i;,;1f,~iit:';.tawai.W.~tl TYPICAL TESTS RESULTS ~ If .::,3 .88 =------(/_)f $ "1&8 a:> w h iii > 0 0 H = 1.5 0 P-9.5% P-9.5% 0 w a: 0 0 0 P-14% P-14% w .eo 6. 0 0 P-9.5% P-9.5% a: ::> en D 0 5% P-6.5% P-9.5% en w .76 0 0 0 P-9.5% Sh:: .5 a: _,Q. 0 10% 0 0 ~ .72 ~ w 0 ,68 Li: w z .64 (!J z w .60 .98 1.00 .80 .82 .84 .86 pa .90 .92 P4 ,96 ENGINE MASS FLOW RATIO M/M Gl-4682·6 \_J'\ ~ Si w (.!J < w-l ccC en < :c :::>0 1-- LL CD oz - I- - -l 0 ~ WM 1--C -l C -l w zCC < I- w INLET CONTROL SYSTEM SPIKE ACTUATOR SPIKE POSITION ERROR + 1 PpLM M ~ I I SPIKE POSITION AERODYNAMIC NOSE+J a COMMAND DUCT PRESSURE BOOM FEEDBACK ~ INLET RATIO, COMPUTER PsD8 ------7 PpLM I {3 1---.r ,--- I I NORMAL ~, I ACCELERATION I I I I FORWARD BYPASS L_J : - DOOR DPR COMMAND DPR ERROR + I ACTUATOR I PU-4700-11 ~ ~ __::::,