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7/27/2019 CFD Deck Heating Effect Due to VTOL Jet Exhaust Impingement.pdf
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\
AIM
Paper
NO 73
1
82
DECK HEATING EF F EC TS DUE TO VTOL
JET
EXHAUST IMPINGEMENT
by
0
T .
CASTELLS and R . B. MISHLER
G ener a l
Elec t r ic
Company
Cincinnat i , Ohio
r?
E
w
A l A A l S A E gth
Pronulsion Conference
LA S VEGAS, NEVADA /
NOVEMBER
57,1973
M 73 572
First publication rights reserved b y American Institute of Aeronautics and Astronautics.
1290 Avenue of the Americas, New York,
N.
Y. 10019. Abstracts may be published without
permission if credit i s given to author and to AIA A. (Price: A lA A Member 1.50. Nonmember 2.00)
Note: This paper available at AlAA New York office for six months;
thereafter, photoprint copies
are avai lable a t
photocopy
pr ices
from
AlAA Library,
750
3rd Avenue, New York, New York 10017
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DECK HEATI NG EFFECTS DUE TO VTOL J ET EXHAUST l MPI NGFNENT
OT. Castel l s
R.B. M s hl er
Gener al El ect r i c Company
Ai r craf t Engi ne Cr oup
Ci nci nnati , Ohi o 45215
-
Abstract
Opti mumsupersoni c VTOL ai r cr af t r equi r e hi gh
speci f i c t hr ust engi nes.
vel oci t y and t emper atur e w t h i ncreased heati ng
pot ent i al . The pr esent study i dent i f i es deck
t emperat ure profi l e(s) f or var i ous j et. exhaust
conf i gur at i ons on a deck.
operat i onal modes on t he deck t emper at ure ar e eval -
uated.
w t h j et conf i gur ati on, are found to be t he pri n-
ci pal var i abl es af f ecti ng deck peak t emperat ur e.
Var i ous met hods o f r educi ng peak deck t emper at ure
wer e
consi der ed. Saf e operat i onal usage
of
aug-
ment ed t urboj ets f or supersoni c VTOL ai r craf t ,
appear s t o be f easi bl e w t h mnor constr ai nt s.
Thi s resul t s i n hi gh j et
The ef f ects of var i ous
Run up t i me and cycl e condi t i ons, al ong
Nomencl at ur e
As = Nozzl e exi t area
CN = Adj usted nozzl e coeff i ci ent used i n the
cal cul at i on of J et vel oci ty decay
Cyp
=
Nozzl e vel oci t y coef f i ci ent of non- ci rcul ar
nozzl es
CvSTD= Vel oci t y coef f i ci ent of
a
ci rcul ar nozz l e
Dg = Equi val ent nozzl e exi t di ameter
Dh = Hydr aul i c di ameter
Dhe = J 4nAs/ nozzl e per i meter
g = Accel er ati on of gr avi t y (32. 2 f t l sec )
h = Heat t r ansf er coef f i ci ent
K Thermal conduct i vi t y
I , = I:harac t4vi :; t 5.r i cn~t h or det em ni ng
Mg = Nozzl e exi t Mach number ( f ul l y expanded)
NU = Nussel t Number = hL/ K
PR =
Pr andt l Number
Re = Reynol ds Number
TR = Recover y (adi abati c wal l ) t emper ature
TTR
=
TTN
=
Nozz1. e exhaust t otal t emperat ure
T~w=
VI VB
=
V/ Vj et
=
rat i o of the cent er l i ne vel oci t y
2
Nj arid
IKe
Max i mm
jeC
t otal t e. mper at ur e
e )
own-
st r eamof nozzl e
exi t
downstr eamof t he exi t t o t he nozzl e exi t
vel oci t y
-
Vg ~. Jel euj t vel oci t y, a?so Vj et , Wi,
;: :
3i.:. .mce
dormscream
of: nozal'. exi t.
I
~ C ? ? - ~ O X l ~er.d?Liom.
Tha
USN
has f ormul i i t*, d a cequi . rement for a
supersoni c deck 1; runche. l nter cept or t o be
oper-
at ed f r omt he new
sea
cont rol shi ps. Tho al t er-
nate m ssi ons f or t he ai r craf t i ncl ude t he var i ous
t ypi cal Navy r equi r ement s of subsonic sur f ace
survei l l ance, combat ai r patr ol and var i ous other s.
To meet t hese requi r ement s, sever al VTOL ai r cr af t
have been st udi ed i ncl udi ng t he f ol l ow ng t ypes.
o
Ti l t PodI Tai l Si t t er
o
Advanced Har r i er
o
Augment or W ng
Al l of t hese syst ems have si gni f i cant compra-
m se8
of thei r mul t i - m ss i on capabi l i t i es f orced on
t hemby t he ver t i cal T. O r equi r ement . The var i ous
Syst ems have a great var i at i on
i n
t he heat i ng pr o-
bl ems whi ch t hey cause t o t he shi p' s deck. A sur -
vey paper of t hese pr opul si on syst ems, Ref erence
1,
has
shown a
si gni f i cant advant age f or syst ems whi ch
ut i l i ze al l avai l abl e t hr ust on board at T.O and
t he hi ghest possi bl e speci f i c thrust at T. O , such
a8 i s gi ven by r eheat augmentat i on. Syst ems wi t h
l ow speci f i c thrust at T.O r equi r e a l ar ge por t i on
of t he Al C vol ume to be consumed f or T.O propul -
si on causi ng comprom ses i n t he AI C St r uct ur es,
w ng desi gn and usef ul avai l abl e vol ume f or non-
propul si ve pur poses. An added advant age f or t he
hi gh speci f i c thrust syst ems i s t hdm ni m z i ng of
t he l arge i nstal l at i on penal t i es whi ch ar e associ -
ated w t h VTOL ai rcraft ' s hi gh t hr ust l oadi ngs.
I n t he past , t he magni t ude of t hese l osses has not
been report ed si nce much of t he drag caused by t he
VML pr opul si on has been i ncl uded
i n
t he basi c ai r -
craf t drag pol ar and not at t r i but ed di rectl y t o the
pr opul si ve devi ce. As t he engi ne speci f i c t hr ust
Is i ncr eased t hese f actor s ar e m ni m zed even t hough
t he i nt ernal engi ne crui se per f ormance decr eases.
Proper assessment of the above f act or s t ends t oward
r educed bypass r ati o, beyond t hat whi ch resul t s f r om
an uni nstal l ed opt i m zat i on techni que. Al l
of
t hese
consi derat i ons and a 6ompl ete ai r cr af t s yst emst udy
l ed t o t he desi gn of a composi t e ai rcr af t ut i l i z i ng
r eheat augment at i on i n the take- of f mode whi ch i s
i l l us t rated i n Fi gur e
1.
Compos i te di rect l i f t p l us l i f t l c rui se
engi ne
Fi g. 1 VlQL Ai rpl ane, 3 Vi ew
1
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The compl et e descr i pti on of t he advant ages and
perf ormance of t hi s ai r craf t i s beyond t he scope
of thi s paper. Here, we wi l l rest r i ct oursel ves to
exam ni ng t he magni t ude of t he probl emf or saf e
operat i on of t hi s ai rcr af t wi t h i t s r esul tant hi gh
exhaust vel oci t i es and temper atur e.
Conf i gurat i on Descr i pt i on
Two
l eaky t ur boj et engi nes of bypass r ati o of
. 2
were
ut i l i zed for t he l i f t l c rui se requi rement
w t h one advanced di r ect l i f t engine l ocated i n the
f usel age. The engi nes are l ocated as cl ose
s
can
be achi eved to t he ai r cr af t CG t o m ni m ze moment s
and al l ow i nf l i ght Vectori ng f or maneuverabi l i t y.
Rro separate i nst al l ati ons were anal yzed to deter-
m ne t he eff ect s of nozzl e desi gn
on
deck. heati ng.
The f i r s t u t i l i z ed a conventi onal r ound nozzl e in-
s t al l ed w t h a t hree bear i ng t ai l pi pe. The second
nozzl e w a s a t wo- di mensi onal desi gn. Per t i nent
geomet r y and t he di f f er ence i n hei ght above deck of
the nozzl es i s i l l ustr ated
i n
Fi gur e 2. A l ow
carbon st eel deck of 314 i n. t hi ckness was assumed.
CI RCULAR
3- BEARI NG 2- DI MENSI ONAL
i g. 2
VTOL
Nozzl e Conf i gur ati ons
Method of Sol uti on
The
wethod of anal ysi s consi st ed of a sem -
empi r i cal t echni que f or det erm ni ng t he heat t rans-
f er coef f i ci ent s and r ecover y temper atur es whi ch
wer e
used as i nput t o an anal yti cal t r ansi ent heat
t r ansf er comput er pr ogr am Onl y a general descr i p-
t i on of t he t echni ques empl oyed i s pr ovi ded, i n the
i nterest of brevi ty .
A
t r ansi ent heat t r ansf er computer pr ogr amwas
empl oyed (HETRANS) whi ch gave an axi syrometr i c nodal
sol uti on t o the energy bal ance equati on. A pr i mary
si mpl i f i cat i on i n the anal ysi s was consi derati on
of onl y
a
si ngl e j et exhaust . The t emper atur e pr o-
f i l e between nozzl es coul d not be pr edi cted w t h
t hi s method, but as wi l l be di scussed l at er , the
t emperat ure decay away fr omt he j et center l i ne i s
so rapi d t hat t he peak deck t emperatures ar e st i l l
val i d.
Ot her si mpl i f i cati ons and assumpti ons
wer e nec-
essar y i n order t o obt ai n
a
sol ut i on. Ef f ects of
nozzle shape on vel oci t y and t emper at ure decay of
the j et
were
i ncl uded, but not
on
pl ume shape.
Thus, t he characteri st i cs of t he pl ume were based
on par amet er s non- di mensi onal i zed by an equi va-
l ent nozzl e di ameter, i .e.,
a
di amet er whi ch woul d
r esul t i n an equi val ent nozzl e
area.
The
nodal net wor k w a s set up
as
shown
i n
Fi gur e 3.
r equi r ed f o r nor mal t akeof f s and l andi ngs, i t
was
consi der ed necessar y f O K t he abort ed takeof f to
bati c sur f ace exi st ed at t he out er peri phery. The
boundar y condi t i on i mposed at t he l ower surf ace of
t he l aunch deck was t hat of nat ural convect i on wi t h
a
f i l m coef f i ci ent of
1
Bt u/Ft 2
- HR -
OF.
Al t hough t hi s l arge of a net work w a s not
ver i f y the val i di t y of t he assumpt i on t hat an adi a-
. . . .
I
.I I 2 4 7 111 1 5 2 0
25
Fi g. 3 Axi symmet r i c Nodal Net wor k
Pr i mar y i nput r equi r ed f or t he HETRANS program
i s t he heat t r ansf er coeff i ci ent and r ecovery t emp-
erat ure at t he deck surf ace as f unct i on of t i me
and di st ance f r omt he j et cent erl i ne. Vari ous
met hods wer e eval uat ed and composed.
Several i nvest i gat or s have measured
an d
cor r el -
at ed heat t r ansf er. General l y, t he f ormof t he
corr el ati on i s gi ven by:
NU
=
C
. ReA P
f (R/ L) where, 1)
A, B, C,
=
Const ant s of empi r i cal corr el ati on
F(R/ L)
= Functi on of di st ance f r omt he j et
center l i ne
Donal dson' s, et al , (Ref . 2) cor r el ati on and
dat a
on
heat t r ans fer coef f i c i ents , h, f or j et s i m
pi ngi ng
on
a f l at sur f acewas f ound both sat i sf ac-
tory and fai r l y si mpl e to appl y. Donal dson' s t est
dat a i s summar i zed
i n
Fi gur e 4 A smal l t rend w t h
Reynol ds number
i s
apparent . A hi gh Re f ai r i n%of
t he dat a
was
empl oyed.
I n
order to eval uat e the heat t ransf er coef f i c-
i ent , a method f or pr edi ct i ng t he j et vel oci t y and
t emperat ure decay charact eri st i cs
w a s
necessar y.
An empi r i cal equat i on obt ai ned f r omRef erence
3 was
sel ect ed t o predi ct t he j et vel oci t y decay.
wher e,
A1
=
41 8 1 3 ( Da/ Dh -
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Fig. 4
Corre la t ion of Heat Transfe r
Data
The above empi r ical re la t ion ship s were developed
from cold j e t model t e s t s , so t h a t a c o r r e c t i o n f o r
hot j e t s
w s
necessa ry. This was accomplished by
adj us t i ng the coe ff ic i en t (Cn) i n the above equa-
t i o n t o n e a r l y d u p l i c a t e h o t
j e t
r e s u l t s .
s pec i f i c a l l y , t he cu rve l equat l on shown i n F igure
which was determined from tes t9 of a wide var ie ty
of nozzle shapes
was
used t o de f i ne
Cn.
The quan-
t i t y ( 1
-
CvsTD)
w a s
a d j u s t e d u n t i l e q ua ti o n
2)
nea r l y dup l i ca t ed t he ho t
j e t
tes t
results of
Reference
4.
More
Fig.
Corre la t ion of Veloci ty Coeff ic ien t Data
I t was a l s o neces s a ry t o p red i c t t he t em perat u re
decay of th e j e t with d i s t anc e from the
n o z z l e
e x i t
plane.
ava i l a b l e fo r anyt h ing o t he r t han c i r c u l a r nozz l e s.
A
cor re l a t io n of t emperature decay wi th ve lo ci ty
decay w a s made from the data of Reference 4 wfth
S a t i s f a c t o r y r e s u l t s ( Fi g ur e 6 ) . This Corre la t ion
w a s checked agains t data f rom independent murces
as
No ana l y t i c a l means t o do t h i s was - read i l y
shown i n
Figure
7 wi t h r eas onab l e ve r i f i ca t i on .
Fig. 6 Velocity Decay Versus Temper ature Decay
Correla t ion .
o CE
nonu
TESTS
CORREUTION
i
2
3 . 4
5
6
. 7
.8 .9 1.0
TOTAL TFhlPERATURE
DECAY-
TT
MAX
To
TT n -
To
Fig. 7 Sub sta nt i at i on of Temperature Decay
C or re l a t i on .
In t h i s s tu d y, t h e t r a n s p o r t p r o p e r t i e s o f a i r
were used t o desc r ibe th ose of
t he j e t Values of
y ,
C ,
,
and v
were
var i ed wi t h s t a t i c temperature
a t t t e
j e t
impingement poin t , co ns ist en t with
Donaldson' s data re duct i on on h e a t t r a n s f e r c o e f f i -
c i e n t .
t o t a l t emperature , which amounts to
a
s l i g h t l y
cons erva t ive approximation .
The recovery temperature w a s taken
a6
t h e
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The e n t i r e p r o c ed ur e f o r c a l c u l a t i n g h e a t t r an s -
f e r coe f f i c i e n t and r ecovery tem pera t ure
was
pro-
grammed on a t ime sh ar ing computer to speed t he
cal cul a t io ns . These parameters
were
i n pu t i n t o t h e
t r a ns i en t hea t t r a n s f e r prog ram a l ong wi t h t h e
nodal network des cr ipt io n and Rppropriate boundary
cond i t i o r s f o r t he ca l cu l . a t ian o f t em pera t u re a s
a
funct ion of t i m e and loc at i on. Teniperatures a t t h e
cen t e r o f
the
nodes
were
computed, s o
a
s l i g h t
ex-
t r apo l a t i on o f
t he ou t put
was
r e q u i r e d t o o b t a i n
s u r fac e and ge t cen t e r l i n e t em pera t u res .
R es u l t s
Ai rc ra f t Opera t i on
Var ious m eans o f ope ra t i ng t he a i r c ra f t i n t he
VTOL mode
were
evaluated . Operat ional exper ience
o n t h e Harrier a i r c r a f t
has
f ou nd t h a t t h e " r o l l i n g
& t i c a l t akeoff" i s th e bes t ov er al l method. This
avoids re ing es t ion , for e ig n object damage, and
a l l
s i p i f i c a n t s u rf a ce h e at in g.
s ho r t l eng th . I f t h i s t echn ique i s not used and
a
p u re v e r t i c a l t a k eo f f i s r e q u i r e d, t h e h e a t i n g
problems
are
wors t .
t o u t i l i z e
a
ho l d down dev ice i n o rde r t o a s s u re
f u l l b a l an ce t h r u s t
i s
avai , lnble prior
t o l i f t
o f f .
This method
w a s
i nves t i ga t ed and t h e
eZ f e L t
of b o l J
down
t i m e
evaluated (F igure
8) .
I n t h i s a n a l y si ~ s ,
augmented t hr us t requi re d fo r
.OR 8 s
a c c e l e r a t i o n
w a s app lie d during th e hold down period .
The
r o l l h a s a very
The most Severe opera t i on i s
Fig. 8 Effec. t of Hold 1 I o m T;me o n Peak
S u r fa c e
Temperature.
A
second method
was
s t ud i ed i n whi ch
the
engine
was
acce l e ra t ed wi t h t he nozz l e f i xed i n t h e V-mrxle
position.
Peak te.npr-ratuv:s
re:irherl
w e v e
:il :gl*t. 'Y
cs5 thap rho our
s ~ m t l ?
old rlowi c as ?
.
p l e Condit ions
The
e f f e c t o
enpine
cjcl,.
cond i t i ons
Pol)
w r l ~
i nves t i ga t ed
1usini: t h v
two-dimensional iiozzle
and
n
four sec md hgl d dorm
opcmt. icn:~l.
procedure.
t h r e e
case:.
used t u o h t a i n t h e t r c n d of Fi.guurc 9
The
correspond t o maximum d ry , pa r t i a l r ehea t and f u l l
reheat condi t ions .
600
500
400
300
200
IO0
2-D
NOZZLE
o TAKEOFF
0
IO00
COO
3000 4000
T - F
T8
Fig.
9
Effect of T T ~ n Peak Deck Temperature
Inc reas e
-akeoff Versus L a d i s
Takeoff i s by f a r t h e c r i t i c a 1 , m o de a€ opera t i on
compared to l anding , s i nc e rehea t
i s
r e q ui r e d f a r
a c c e l e r a t i o n d u ri n g t h i s h i g h e r
gross
weight con-
dit ion. The 2-D nozzle with a ' four second h o l d
down during takeoff ind ica ted
a
peak deck tempera-
tu re 280°F h igher then f a r a l a nd i ng w it h 'a 1 0 f t l
s e c
r a t e
01: s i nk .
T h e
corresponding jet tempera-
r c % w
vere
?? A';' end I 'X i 'F, ' :esm*rti.vrly.
TI,,?
< feci
t1 ~
IC
:ate o f ::lr.k
:R 3) .I,rr.inp.
l.andL-,g was invrsvlg;
tg.1 an,?
f r i i r i i d
m ~ ; . r i n r i l r - l~ :>c iv c
fo
poak tcmperat , rea? but
the
t i ne to peak tempera-
tu re var ie d between 5 .8 seconds fo r R J S - 1 5 f p s t o
12 .0 seconds for
RIS
- 5 fps .
assumed t o be 50 f ee t above t he deck a t t h e
s t a r t
of
th e v e r t i c a l landi .ng descent . Landing power
was
held cons tant F o r two seconds a f t e r 1:ouchdom. and
varied 1 . i n e a r l ~
o
prier 1 F f i n f i v e seccndn.
The a i r c r a f t
was
6
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mx
r
acr oss the sur f ace,
as wel l
as t he expect ed cool i ng
char acteri st i cs of the deck w t h ti me.
Fi gur e 12 shows t he temper ature vers us t i me of
var i ous nodes dur i ng t akeoff w t h t he 2- 0 nozzl e
and t he f our second hol d down ( r ef er t o F i gur e 3
t he l ar ge t emper atur e gradi ent t hrough t he deck
k
2
3
l rn .
, near t he center l i ne at t he t i me when t he surf ace
2 has r eached i t s peak t emperat ur e. Thi s gradi ent
di sappear s qui ckl y, however . These character i st i cs
are , of course, a f unct i on pri mari l y of t he t hermal
conduct i vi t v of t he mat eri al . The mater i al DroDer-
21111
f or descr i pt i on of node l ocati on). Of i nt erest i s
:
0 -
t i es assumed f or t he l ow carbon st eel
are
as
f ol l ows:
HANOC
Pun18
T h e m1 Conduct i vi t y
K )
= 7 . 5 x
BtuI Ft- Sec' F
3
Materi al Densi t y (
)
=
489
l bs / F t
Speci f i c Heat (C,) = . 10Btu/l 6' F
\
0 i 1 ; ia A6 1s ?o n The t her mal gradi ent s and cor r espondi ng expan-
si ons must be account ed f or i n t he deck desi gn.
IMi-sECwos
F i g .
10 Heat Tr ansf er and Recover y Temperat ur e
f or Node 1 Duri ng Abort ed Takeof f .
2-1) NOZZLE
7
ABORTED TAKEOFF
.
ODf
1 m V L - - U - .
I
0 4 8 12 16 20
24
IW IM
5W
7W
T lM t - S ECONDS
Fi g. 11 Deck Temper at ure Var i at i on Near Cent er-
l i ne Dur i ng Abor t ed Takeof f .
Nozzl e Conf i gur ati on
Under t akeof f condi t i ons w t h a f our second hol d
down, t he ci r cul ar nozzl e pr oduced a peak deck
t emper at ure 90 F hi gher t han the aspect r ati o 2,
2- Di mensi onal nozzl e.
vel oci t y and t emper atur e decay of t he ci r cul ar
nozzl e and i t s
c l oser
ground proxi m t y bef ore l i f t -
of f (1. 73 f t versus
4 . 0
ft). I ncr easi ng t he 2-D
nozzl e aspect r at i o to pr oduced
a
peak t emper a-
t ur e r educt i on
of
40'F,
due to i ncr eased vel oci t y
and j et t emper ature decay. Duri ng l andi ng, t he
ci r cul ar nozzl e resul t ed i n
a
deck t emper at ure 50-F
hi gher, r el ati ve t o the 2- 0 (AR
=
2) nozzl e.
Temperature Prof i l e Characteri st i cs
Thi s was caused by r educed
To thi s poi nt , di scussi on of t he resul t s has
been l i m t ed t o t he peak t emper atur e r i se
of
t he
deck due t o j et i mpi ngement . Of i nter est al so are
t emper ature gradi ent s bot h t hrough t he deck and
v.
NODE
5w
2-0 NOZZLE A
I
8 2
c 3
AKEOFF
D 4
E 5
0 2 4 6---1 0 1 2 +
Irn
3 m rdo liw
TIME - SECON@S
NODL
__
A
21
B
C
D ;i
25
TIME- S fCONOS
Fi g. 1 2 Deck Temper at ure Var i at i on Dur i ng Normal
Takeof f .
I t
shoul d be not ed that r adi ati ve heat t r ansf er
f r omt he j et to t he sur f ace and sur f ace to t he at -
mospher e were i gnored, si nce t he ef f ect woul d have
been sl i ght and cancel i ng.
Not e al so f r omFi gure 12 that t he deck does not
cool o f f very f ast, and that near t he j et cent er-
l i ne l ocat i on the deck sur f ace i s st i l l at
a
t emp-
erat ur e of 250°F af t er 10 m nutes. The cool i ng of f
pr ocess was based, on a f r ee convect i on heat t r ans-
f er coef f i c i ent of 3 .0 Btu/hr-ft' -' F est i mat ed to
exi st f o r
a 2
knot w nd- over- deck.
The hot spot
5
7/27/2019 CFD Deck Heating Effect Due to VTOL Jet Exhaust Impingement.pdf
http://slidepdf.com/reader/full/cfd-deck-heating-effect-due-to-vtol-jet-exhaust-impingementpdf 7/7
i s very l ocal i zed, however,
si nce
at
a
di st ance of
5.5 f eet f r omt he centerl i ne, the deck
i s
onl y
150 F af t er s i x m nut es.
across t he deck' s surf ace i s more vi vi dl y pi ct ur ed
i n Fi gure 13, whi ch shows t hat si gni f i cant heat i ng
of t he deck i s conf i ned to a radi us of i rom
6
t o 8
f eet f romt he nozzl e center l i ne.
The radi al gr adi ent
0
4 8 I2
16
10
Zd 8
D I S I A N C I
FROM
J t l C t N T t R L I N t T T .
Fi g. 13 Radi al Var i ati on of Surf ace Temperatur e
Durlng Takeof f .
A br i ef i nvest i gat i on i nt o materi al pr opert i es
resul ted i n
no
surpri ses. That i s, hi gh conduc-
t i vi ty r esul ted i n l ower peak t emperat ur es and re-
duced gr adi ent s, whi l e l ow conduct i vi t y r esul t ed i n
t he opposi t e. Thus, i f an i nsul ator
were
used to
pr ot ect t he st eel , i t woul d have to have a ver y
hi gh decomposi t i on temperat ure, si nce t emper atur es
r eached woul d be much hi gher t han t he unpr ot ect ed
s t eel .
S u mr y of Resul t s
An overal l compari son of peak deck t emper at ures
r eached for al l t he
cases
i nvest i gated i n thi s
st udy i s pr ovi ded i n Fi gure 14. Apparent f r om t he
f i gure i s t hat j et t emper atur e and oper ati onal pr o-
cedur es ( hol d down ti me, spool up) ar e t he pri mar y
f act ors af f ecti ng deck heat i ng. Secondary f actor s
are nozzl e desi gn and pr oxi m t y to t he deck.
ConclusionslRecormnend=ti~n~
Deck heat i ng f or augment ed VTOL sys t ems dur i ng
t akeof f cannot be i gnor ed. However, i n Si t uati ons
wher e a s l i ght r ol l can be empl oyed, t he probl emi s
essent i al l y eliminated. In cases wher e pur e vert-
i cal takeof f
is
used, t he deck t emper atur es reached,
whi l e s i gni f i cant , ar e very l ocal i zed and not suf -
f i ci ent t o damage a properl y desi gned l ow carbon
st eel deck.
nozzl e desi gns, l ocat i on and speci al Operati onal
procedures.
andi of t he f l i ght cr ew can el i m nate any saf ety
hazards. For t hese r easons, t her e appear s no need
t o i ncl ude deck heat i ng as a compr om si ng consi der -
ati on i n the engi ne cycl e sel ect i on process f or
m xed ms si on VTOL ai r craft .
Heati ng can be m ni m zed t hrough
Speci al i nstr ucti ons and modus oper-
6W
r-
T AKEO F F S
LANDINGS -
Fi g. 14 summary of Resul t s on Peak Temperat ur e
I ncrease.
More st udy and anal ysi s to veri f y t he resul t s
and concl usi ons of t hi s study ar e desi rabl e. Sev-
eral assumpci ons and s i mpl i f i cati ons were necessar y
to perf ormt he anal ysi s repor t ed, t he most si gni f i -
cant of whi ch wa s consi derati on of onl y a si ngl e
nozzl e exhaust . Heat tr ansf er coef f i ci ent and re -
covery t emper atur e data f or j et i mpi ngement at
hi gher Reynol ds number s
are,
needed.
Ref er ences
1. Kappus, P.G , and Kohn, A. O , Concept ual St udy
of Hi gh Per f or mance V/ STOL Fi ght er s, ASME Paper
73- GT-66, Apri l 1973.
2 Donal dson, C. D , and Snedeker, R. S. , A St udy of
Free J et I mpi ngement , J our nal of Fl ui d Mechan-
i cs
-
Vol . 45, Par t s
2
and 3, 30
January,
15
Februar y 1971.
3 . Uon Gl ahn, U. H. , Geoesbeck, D E. , and Huf f , R.
RG, Peak Axi al Vel oci t y Decay w t h Si ngl e and
Mul t i - El ement Nozzl es, NASA TMS- 67979, J anuar y
1972.
4. Hi ggi ns, C.C., Kel l y, D P., and Wai nwr i ght,
T. W, Exhaust J et Wake and Thr ust Char act er -
Downwash Suppr ess i on, NASA CR- 373, J anuary 1966.
i st i cs of Several Nozzl es Desi gned f or VTOL
6
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