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NASA AVRADCOM
Techmca} Memorandum 789'/0 Technical Report 78-38(PL) ....""t
(NASK-TM-78970) INFRARED SUPPRESSOR EFFECT N79-11043 "ON T63 TURBO._HAFT ENGINE PERFORMANCE (NKSA)14 p tiC AO2/MF A01 CSCL 21E
Unclas
G3/07 36980
https://ntrs.nasa.gov/search.jsp?R=19790002872 2020-03-22T02:22:48+00:00Z
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SUMM2tRY , '
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Tesl.s were ¢ondue|od to determine if th0re are performance penalties associated .:with-the instalhlt'ion of infrared (IR) supprossors on the T63-A-700 turboshaft engine...
Tile testing was done in a sea-level, static test nell at the NASA LOwis P_seareh
Center, The same el_no (A-E.102808 13) was rtul with tim staIldard OI.1_58 airer:fft
exhaust stacks and with the Ilughcs-desiga_ed, ejector-type IR supprcssm:s in order
{o make a valid comparison. Repeatability of the test results for the two config_ara-
tions, was verified By rertmning the conditions over a period of days. Test results
showed no measurable difference in performance betwe_tl the _.mdard exhaust stacks
and the IR suppressors.
1i INTRODIJCT1ON
J IRecent U.S. Army combat experience with helicopters has shown a considerable [ :threat to their survivability from infrared (IR) heat-seeking missiles. The prime I
,t _ source el: 1R radiation oma.heltcoptor is, of course, tlm engine exhaust, One approach
!] _ to the problem has been the development of devic_es that suppress file IR slg_mture t
i'!l _ by either cooling tho hot metal parts a_d the plume or shickting them from view. One _".I:_ V' !such Ill suppressor tlesi1231ed by Hughes for 1.11oT6q engine ix ml ejector-type device ,,
that simply replaces the standard OI.I-58 aircraft exhaust stacks: Althou#l such tte- t
vices improvo.,_urviv.lbility, they may impose performance penalties on the enKine.'.E
" In the tests dese-ribod ill this report, themffore, "i T63 ellgine was rtln with and without
i! suppl:essors to determine the performance penalties, if any. Tile testing xv:ts done at:!'l the NASA..£l_vis Research Center.q
\:'i A P PARAT1 !8 ........ "....'1
:l Engine
Tim T63-A-700 (fig. 1) is 't small i tlrbosha[.I eng'ine tlsod ill tho Army Ktowlt
O11-58 light observation helicopter, The o1112,illo hllS It pressure raiio of 8, a sin#e- t,
spool gas producer, and _1 free power I.urbino. At the takeoff rating, lh0 el_gine
deveh_s 'i tnaxlmUln of 236 ldlowatts (, 17 lip) arid has It gas-prodtlcer otttlet [¢,IlItR,r-V---
atur¢' of 1022 K (1380 ° l,'), EMerna| cotltrols consist el" it g_ls-producer Itlel cot_irol +.
h, vt, r and tl power-turl)iuo gllVol'nor level'. Ai power settings higher thall groutld idle, iiI, _ ,i
the engiut, is controlled by numipttlattng only tilt' power-turbine governor h, ver. Ex- !i
IllltlS[. is dtrt,ei.t,tl up,,v:trd l'l't)lll the t'll_2,illt, i]ll'ollgh tWO ducts. In the tlirt,l'aft installs ......
lion, two ,_llort, ctlrvt,d ('N]IlIII_i Stllcks nR}lllli directly on the t,nginc. As _]lt)V¢ll ill ,'
ligtlro 1, tilt' st_lmlal'd stacks are elliptic, snloothly curvt,d duels th:tt tttrt,ct lilt, ox- :I
! hatlsI backward alnloHI horizonilllly.1 'I
e
t '
1979002872-TSA03
F(W)act
I" (Wt_)c°r'r v_ ,_
. and- ..................................................
' (tl P)act¢,
(ltP)eor r '- V/_ ,Si.'1' where. 0 m_d 5 are the ratios of actual to st:mdard.temperature ,,rod pressurc_
I r_spoctivcly. Ftml flow was also s_aled to a referowat_mating value of .t2 831joules per gram (18 .i00 Btu/lb).
RES[ LTS AND DISCUS_qlON.!
The rcsu],ts of the T63-A-700 porfovnmnce tests with and withoul, IR suppres-
sors are presented in. terms of corrected fuel flow and power, lx, ast-squares
linear re_,n'cssien lines are drawn fllrough fl_e data. The correlation coefficients
for the linc¢_r regTession fits _,r¢. all better than 0.99. Wllen the data arc plotted
in tibia-rammer, an iuercasc in corrected fuel flow for the same corrected power _.
t indicates a loss in performance, _,': The results from three separttie runs with the stm_d:trd exhaust stacks in-
._ stalled are sho_xa_ iu fig_arc 6. The total number of data points, tim standard dcvi- II.atiot_ of the dat:1 about the regression line; trod the average percentage el devi'lt ion
[:!_. from the line are given in the figltre. Individual regression lines through the datat
\from each of the rams in this figure wotlld show a maximunl sprtwat of about 0.75 per-I:,i Celli I11performance level. This is a measure of the repeatability achieved. :
, ,I Test results from four rims wtih 111oIR sttpprossors inslallcd qrc shown in fig-
:; ure 7. The same statistical information is giv,,n here as ill l'iglu'e 6. Approxi- I
rim/ely the same lcvc] of repeatability was ,u,hicvcd with the IR stlppressors as wiih
tl_¢ standard exhaust slacks.
"i l,'i/_n'c_,lshow8 lilt'l'CSl.l]tsof 'Il'Ullwllhthe IR 814|;)}11'essorsinstalledbut with ihci ' outer ejectog.sln:ouds removed. These resulls agree wt:ll wiih those el lhc complete
I IR suppressor installation shown in fig_r¢, 7. In case of sizeable tlilh, rt,nces in per-
"! ' fOI'IIHI|ICt' bciweoll i|R' tlill|Idtll'd lll"Id ll_supprossor stacks, lhis run was illi¢'lR|cd It)
: separate lhc cjcclor el'feel from that of lhe IR suppressor prinmry nozzle a|ollt,.
I The pcrl'ovnmncc rcsulls with and wllhoul the Ill suppressors, al ready presenled
ill [lglll't',_ 6 tllll| _, :11'(' ropcalt'd ill 1"i/2.llr¢, I) l'Of czls¢' Ol ¢'Olllt_lll'isOI1. The dlllt, rcnc¢,
el los8 !h/Ill I/2 pcrl't, llt bt,lw(,oll lhe two ¢'on[Jgtll':liiOll8 t |oV¢']_ el |_t,l'l'orlwlnc¢, is well _'
wiihlnthe ]iluilsel repeaiabililyfor either¢'onljl2,111'lllJtHlalone, Within theaccur:u'y
:. 0|' lilt' dllitl, [h¢'1'¢'|'O1'¢', I10 Ill¢"ll,'qlll'HblU dift'crence in Pl, l'[orllHIIlt'_,, WllS o!)sCI'V¢'d,
i
1979002872-TSA06
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:1 Figure3.- T63engineteststandshowlrKJflywheel,waterbrake,andfacilityexhaustduct.
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1979002872-TSA10
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1979002872-TSA13
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