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Advanced Propfan Engine Technology (Apet) and Pitch

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Advanced Propfan Engine Technology (Apet) and Pitch NASA Contractor Report-1681 13 R83AEB592 * ADVANCED PROPFAN ENGINE TECHNOLOGY (APET) AND SINGLE-ROTATION GEARBOX/ PITCH CHANGE MECHANISM BY D.F. Sargisson General Electric Company FINAL REPORT . I . .I... , - . ,. 1.' . .. Prepared for National Aeronautics and Space Administration Lewis Research Center Cleveland, Ohio 44135 Contract NAS3-23044 (liASa-C€i-168113) ADVBbCEC PBCEFAN ENGIBE N87-28553 3ECHNCLCGY (APE3) AND SIliGLE-ECTATIGB GEABECX/EITCH CftAbGE CIECBAEXSL (General Electric Co.) 4E3 F avail: )XIS HC Unclas A;l/BZ AC1 CSCL 21E G3/07 0 C 974 28 1. Repofl No. 12. Government Accession No. 3. Recipient's Catalog No. I I NASA CR-168113 I 4. Title and Subtitle 5. Report Date ADVANCED PROPFAN ENGINE TECHNOLOGY ( APET) AND June 1985 SINGLE-ROTATION GEARBOX/PITCH CHANGE MECHANISM 6. Performing Organization Code I 7. Author@) I 8. Performing Organization Report No. D. F. Sargisson R83AEB5 92 (General Electric Company) 10. Work Unit No. 9. Performing Organization Name and Address General Electric, Aircraft Engine Business 11. Contract or Grant No. Group\, Advanced Engineering Technology Dept., NAS3- 23044 Cincinnati, Ohio, 45215 I 2. Sponsoring Agency Name and Address Contractor Report Na t ional Aeronaut ics and Space Admi n istrati on Lewis Research Center, 21000 Brookpark Road, 14. Sponsoring Agency Code Cleveland, Ohio 44135 - ---->_- 6. Abstract This study compares the projected performance, in the 1990's time period, of equivalent technology level high bypass ratio turbofan powered aircraft (at the 150 passenger size) versus advanced turboprop propulsion systems. Fuel burn analyses, economic analyses, and pollution (noise, emissions) estimates, have been made. Three different cruise Mach numbers were investigated for both the turbofan and turboprop propulsion systems. Aerodynamic design and performance estimates have been made for nacelles, inlets, and exhaust systems. Air to oil heat exchangers have been investigated for (oil cooling) advanced gearboxes at the 12,500 SHP level. The results and conclusions of this study are positive in that high speed turboprop aircraft will exhibit superior fuel burn characteristics and lower Direct Operating Costs when compared with equivalent technology turbofan aircraft. In- addition to the conceptual design of the propfan gearbox made during early tasks in this study, an additional Task (Task VII) extended the conceptual design data to the status of a Preliminary Design. Also a new Task (Task VIII) made a conceptual design of an advanced electro-mechanical propfan pitch change mechanism controlled by an all-digital fiberoptic data link. These additional tasks have materially assisted in defining areas of a modern turboprop which would benefit greatly from the application of advanced concepts and technology. 7. Key Words (Suggested_. by Authofls)) 118. Distribution Statement Propfan, Gearbox, Turboprop, Turboprop Engine, Pitch Change, Fiberoptic Data Link, Turboprop Propulsion System 9. Security Classif. (of this report) 23. Security Classif. (of this page) 121. NO. of pases '22. Price* unclassified uncl ass if ied 1 I TABLE OF CONTENTS Sect ion Page FOREWORD iv 1 .o SUMMARY RESULTS AND CONCLUSIONS 3 2.0 INTRODUCTION 9 3.0 PROGRAM OVERVIEW 15 4.0 TOPICAL DISCUSSION OF THE STUDY (TASKS I THROUGH VI, AND TASKS VII, VI11 AND IX) 75 5 .O CONCLUSIONS 437 APPENDIX I - HEAT EXCHANGERS 44 9 APPENDIX I1 - ACOUSTICS 467 APPENDIX I11 - ENGINE WEIGHT AND DIMENSION CALCULATION MODEL 485 iii FOREWORD This document presents the results of a contract study (NAS3-23044) con- ducted for the National Aeronautics and Space Administration (NASA) by the General Electric Company, Aircraft Engine Business Group. The program was administered by the Advanced Technology Programs Department with K. Schuning serving as Program Manager. The Technical Manager assigned for the Study was D.F. Sargisson. The study was directed by NASA-Lewis Research Center and G.A. Kraft was the NASA Study Program Manager. A large range of technical subjects were addressed during the study period and a number of widely differing technical disciplines were involved. The following is a list of the principal General Electric personnel who have made major contributions to this study. For Tasks I through VI Engine Design Aero/Mechanical J. Ciokajlo/G. Smith Cost and Weight G. Smith Engine Cycle and Performance Analyses Cycle Definitions and J.E. Johnson/K. Steinmetz Performance Decks J. Morrow Gearbox Design Theory R.J. Willis (AEBG, Lynn) Mechanical Design C. Broman/C. Toraason Cost and Weight C. Toraason/A. Ludwig Heat Exchangers R. Petsch Lubrication D. Hester *. 1 ProDeller Performance R.G. Giffin iv Nacelle and Inlet Aerodynamics Inlet I>. Paul Exhaust and Nacelle Design A. Kuchar Configuration Analyses R. Petsch Aircraft Svnthesis and Performance Analvses Requirements W. Joy Aircraft Synthesis W. Joy Trade-offs/Performance R. Hines Installation Technology W. Joy/R. Petsch Acoustic Technology S. Lavin/P. Ho Engine Emissions J. Taylor It is also appropriate that General Electric acknowledges the advice and counsel of three principal aircraft companies, who have supported this study, particularly in the area of airplane performance methodology, weight esti- mating procedures, acoustic trade-off data for fuselage noise attenuation, nacelle placement and other installation criteria. These companies are: Lockheed California and Georgia Doug 1 as Long Beach Boe ing Seattle A number of Hamilton-Standard personnel have also contributed data for this study and their efforts are likewise acknowledged. For Tasks VI1 through IX Electric Machinery E. Richter/T. Miller, General Electric Corporate R&D Center Fiberoptic Technology G. Carlson, GE, CRdD Center Traction Drives G. White/R. Anderson, TRI Inc. Propeller Mechanisms C.M. Toraason, GE P. Barnes, Hamilton-Standard M. Mayo, Hamilton-Standard V SECTION 1.0 SUMMARY RESULTS AND CONCLUSIONS 1.0 SUMMARY RESULTS AND CONCLUSIONS The Advanced Propfan and Engine Technology Definition Study (hereafter referred to.as APET, or the APET Study) forms a part of the technology base required to substantiate the performance benefits that have been predicted for airplane propulsion systems which include the estimated full-scale Hamilton Standard propfan performance characteristics. Several previous industry studies conducted for NASA support the position that the development of the propfan would provide a significant contribution to the continuing commercial airplane technology dominance, by the United States, of the International Market. However, the studies already reported have not covered specific air- plane engine and gearbox design characteristics (and related installation lay- out) that are required to produce, together with the propfan, the best perfor- mance consistent with acceptable noise characteristics. Therefore, the APET Study, sponsored by NASA Lewis, is an essential element in the realization of the full potential performance benefits that can occur from an optimum propfan propulsion system. This study contract initia.lly covered the six tasks that are listed below: APET Program Tasks Task I - Selection of Evaluation Procedures and Assumptions Task I1 - Engine Configuration and Cycle Evaluation Task I11 - Propulsion System Integration Task IV - EngineIAircraft Evaluation Task V - Advanced Prop-Fan Engine Technology (APET) Plan Task VI - Reporting Requirements Task I provided the rationale for the conduct of the study. Task I1 evaluated a candidate set of turbofan and turboshaft engines correctly sized for the missions defined in Task I, and selected one turbofan engine and two turboshaft engines that were then carried into the later study tasks; Task I11 provided installation factors for the selected engines and produced Preliminary Design Layouts of engines, gearboxes, nacelles and sub-systems integrated with 3 BLANK the aircraft wing; Task IV evaluated the airplane performance, operating costs and acoustic signatures while carrying out the specified missions, Task V produced a set of recommendations and plans for the technology development of key components identified in this study; Task VI covered the necessary report- ing, which includes this document. A range of cruise speeds between Mach 0.70 and 0.80 was examined for the selected missions and six point-design airplanes were synthesized and "flown" on the computer to obtain a matrix of performance results. Some off-design missions were also run to determine quantitatively the value of the technology assumptions on both fuel burn and cost. Acoustic and emission signatures were also estimated and compared against existing rules and those that may be in force in the next decade. The results and conclusions from this study are positive. High cruise speed turboprop powered airplanes will, when examined with consistent propul- sion technology relative to turbofan engines, exhibit superior fuel burn and operating cost indices while meeting all the requisite regulations for acous- tic and emission signatures. Many aspects of the study and its results have direct Military relevance. These aspects can now be explored with some con- fidence, using the propulsion systems designed for APET. As a result of the above 6 tasks, NASA decided to enlarge the APET study by the addition of 3 more tasks. These were: Task VI1 - The Preliminary Design of a gearbox to be selected from the candidates already identified. Task VI11 - The Conceptual Design of an advanced electromechanical pitch change mechanism which integrates with the propfan and the gearbox of
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