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Search indexed NASA NTRS and DOE OSTI research on propulsion, heat transfer, battery materials and energy systems. Follow report and document links to the original sources.

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At least 19 records
All sourcesNASA NTRSDOE OSTI
NASA NTRS1984

Real-time in-flight thrust calculation on a digital electronic engine control-equipped F100 engine in an F-15 airplane

Computer algorithms which calculate in-flight engine and aircraft performance real-time are discussed. The first step was completed with the implementation of a real-time thrust calculation program on a digital electronic engine control (DEEC) equiped F100 engine in an F-15 aircraft. The in-flight thrust modifications that allow calculations to be performed in real-time, to compare results to predictions, are presented.

Ray, R. J.↗
NASA NTRS1984

Airstart performance of a digital electronic engine control system on an F100 engine

The digital electronic engine control (DEEC) system installed on an F100 engine in an F-15 aircraft was tested. The DEEC system incorporates a closed-loop air start feature in which the fuel flow is modulated to achieve the desired rate of compressor acceleration. With this logic the DEEC equipped F100 engine can achieve air starts over a larger envelope. The DEEC air start logic, the test program conducted on the F-15, and its results are described.

Burcham, F. W., Jr.↗
NASA NTRS1984

Backup control airstart performance on a digital electronic engine control-equipped F100-engine

The air start capability of a backup control (BUC) was tested for a digital electronic engine control (DEEC) equipped F100 engine, which was installed in an F-15 aircraft. Two air start schedules were tested. Using the group 1 start schedule, based on a 40 sec timer, an air speed of 300 knots was required to ensure successful 40 and 25% BUC mode spooldown airstarts. If core rotor speed (N2) was less than 40% a stall would occur when the start bleed closed, 40 sec after initiation of the air start. All jet fuel starter (JFS) assisted air starts were successful with the group 1 start schedule. For the group 2 schedule, the time between pressurization and start bleed closure ranged between 50 sec and 72 sec. Idle rps was lower than the desired 65% for air starts at higher altitudes and lower air speeds.

Johnson, J. B.↗
NASA NTRS1979

A summary of NASA/Air Force full scale engine research programs using the F100 engine

A full scale engine research (FSER) program conducted with the F100 engine is presented. The program mechanism is described and the F100 test vehicles utilized are illustrated. Technology items were addressed in the areas of swirl augmentation, flutter phenomenon, advanced electronic control logic theory, strain gage technology and distortion sensitivity. The associated test programs are described. The FSER approach utilizes existing state of the art engine hardware to evaluate advanced technology concepts and problem areas. Aerodynamic phenomenon previously not considered by design systems were identified and incorporated into industry design tools.

Deskin, W. J.↗
NASA NTRS1979

A summary of NASA/Air Force Full Scale Engine Research programs using the F100 engine

This paper summarizes a joint NASA/Air Force Full Scale Engine Research (FSER) program conducted with the F100 engine during the period 1974 through 1979. The program mechanism is described and the F100 test vehicles utilized are illustrated. Technology items which have been addressed in the areas of swirl augmentation, flutter phenomenon, advanced electronic control logic theory, strain gage technology, and distortion sensitivity are identified and the associated test programs conducted at the NASA-Lewis Research Center are described. Results presented show that the FSER approach, which utilizes existing state-of-the-art engine hardware to evaluate advanced technology concepts and problem areas, can contribute a significant data base for future system applications. Aerodynamic phenomenon previously not considered by current design systems have been identified and incorporated into current industry design tools.

Deskin, W. J.↗
NASA NTRS1984

NASA Lewis F100 engine testing

Two builds of an F100 engine model derivative (EMD) engine were evaluated for improvements in engine components and digital electronic engine control (DEEC) logic. Two DEEC flight logics were verified throughout the flight envelope in support of flight clearance for the F100 engine model derivative program (EMPD). A nozzle instability and a faster augmentor transient capability was investigated in support of the F-15 DEEC flight program. Off schedule coupled system mode fan flutter, DEEC nose-boom pressure correlation, DEEC station six pressure comparison, and a new fan inlet variable vane (CIVV) schedule are identified.

Werner, R. A.↗
NASA NTRS1984

Augmentor transient capability of an F100 engine equipped with a digital electronic engine control

An F100 augmented turbofan engine equipped with digital electronic engine control (DEEC) system was evaluated. The engine was equipped with a specially modified augmentor to provide improved steady state and transient augmentor capability. The combination of the DEEC and the modified augmentor was evaluated in sea level and altitude facility tests and then in four different flight phases in an F-15 aircraft. The augmentor configuration, logic, and test results are presented.

Burcham, F. W., Jr.↗
NASA NTRS1984

Flight evaluation of a hydromechanical backup control for the digital electronic engine control system in an F100 engine

The backup control (BUC) features, the operation of the BUC system, the BUC control logic, and the BUC flight test results are described. The flight test results include: (1) transfers to the BUC at military and maximum power settings; (2) a military power acceleration showing comparisons bvetween flight and simulation for BUC and primary modes; (3) steady-state idle power showing idle compressor speeds at different flight conditions; and (4) idle-to-military power BUC transients showing where cpmpressor stalls occurred for different ramp rates and idle speeds. All the BUC transfers which occur during the DEEC flight program are initiated by the pilot. Automatic transfers to the BUC do not occur.

Walsh, K. R.↗
NASA NTRS1984

Preliminary flight evaluation of F100 engine model derivative airstart capability in an F-15 airplane

A series of airstarts was conducted in an F-15 airplane with two prototype F100 engine model derivative (EMD) engines equipped with digital electronic engine control (DEEC) systems. The airstart envelope and time required for airstarts were defined. The success of an airstart is most heavily dependent on airspeed. Spooldown airstarts at 200 knots and higher were all successful. Spooldown airstart times ranged from 53 sec at 250 knots to 170 sec at 175 knots. Jet fuel starter (JFS) assisted airstarts were conducted at 175 knots at two altitudes, and airstart times were 50 and 60 sec, significantly faster than unassisted airstart. The effect of altitude on airstarts was small. In addition, the airstart characteristics of the two test engines were found to closely resemble each other. The F100 EMD airstart characteristics were very similar to the DEEC equipped F100 engine tested previously. Finally, the time required to spool down from intermediate power compressor rotor speed to a given compressor rotor speed was found to be a strong function of altitude and a weaker function of airspeed.

Cho, T. K.↗
NASA NTRS1980

Data analysis of P sub T/P sub S noseboom probe testing on F100 engine P680072 at NASA Lewis Research Center

Results from the altitude testing of a P sub T/P sub S noseboom probe on the F100 engine are discused. The results are consistent with sea level test results. The F100 engine altitude test verified automatic downmatch with the engine pressure ratio control, and backup control inlet case static pressure demonstrated sufficient accuracy for backup control fuel flow scheduling. The production P6 probe measured Station 6 pressures accurately for both undistorted and distorted inlet airflows.

Foote, C. H.↗
NASA NTRS1986

Augmentor performance of an F100 engine model derivative engine in an F-15 airplane

The transient performance of the F100 engine model derivative (EMD) augmentor was evaluated in an F-15 airplane. The augmentor was a newly designed 16-segment augmentor. It was tested with a segment-1 sprayring with 90 deg fuel injection, and later with a modified segment-1 sprayring with centerline fuel injection. With the 90 deg injection, no-lights occurred at high altitudes with airspeeds of 175 knots or less; however, the results were better than when using the standard F100-PW-100 engine. With the centerline fuel injection, all transients were successful to an altitude of 15,500 meters and an airspeed of 150 knots: no failures to light, blowouts, or stalls occurred. For a first flight evaluation, the augmentor transient performance was excellent.

Walton, James T.↗
NASA NTRS1981

F100 engine diagnostic system status to date

An engine diagnostic system, proposed for the F100 engine, was tested in five specially modified Tactical Air Command F-15 aircraft during a 16-month flight evaluation. After more than 3300 engine operating hours encompassing almost 900 flights during the flight evaluation, these aircraft provided a data base, still being analyzed, that has shown successful demonstration of the original functional characteristics. Four general design requirements, recording engine operating time/low cycle fatigue event detection, engine trim, and trend and performance data collection were demonstrated. Also, validation of maintenance actions taken and indicated needed maintenance were successfully demonstrated.

Boyless, J. A.↗
NASA NTRS1984

Investigation of a nozzle instability on an F100 engine equipped with a digital electronic engine control

An instability in the nozzle of the F100 engine, equipped with a digital electronic engine control (DEEC), was observed during a flight evaluation on an F-15 aircraft. The instability occurred in the upper left hand corner (ULMC) of the flight envelope during augmentation. The instability was not predicted by stability analysis, closed-loop simulations of the the engine, or altitude testing of the engine. The instability caused stalls and augmentor blowouts. The nozzle instability and the altitude testing are described. Linear analysis and nonlinear digital simulation test results are presented. Software modifications on further flight test are discussed.

Burcham, F. W., Jr.↗
NASA NTRS1978

Airflow and thrust calibration of an F100 engine, S/N P680059, at selected flight conditions

An airflow and thrust calibration of an F100 engine, S/N P680059, was conducted to study airframe propulsion system integration losses in turbofan-powered high-performance aircraft. The tests were conducted with and without thrust augmentation for a variety of simulated flight conditions with emphasis on the transonic regime. The resulting corrected airflow data generalized into one curve with corrected fan speed while corrected gross thrust increased as simulated flight conditions increased. Overall agreement between measured data and computed results was 1 percent for corrected airflow and -1 1/2 percent for gross thrust. The results of an uncertainty analysis are presented for both parameters at each simulated flight condition.

Biesiadny, T. J.↗
NASA NTRS1990

A preliminary evaluation of an F100 engine parameter estimation process using flight data

The parameter estimation algorithm developed for the F100 engine is described. The algorithm is a two-step process. The first step consists of a Kalman filter estimation of five deterioration parameters, which model the off-nominal behavior of the engine during flight. The second step is based on a simplified steady-state model of the 'compact engine model' (CEM). In this step the control vector in the CEM is augmented by the deterioration parameters estimated in the first step. The results of an evaluation made using flight data from the F-15 aircraft are presented, indicating that the algorithm can provide reasonable estimates of engine variables for an advanced propulsion-control-law development.

Maine, Trindel A.↗
NASA NTRS1990

A preliminary evaluation of an F100 engine parameter estimation process using flight data

The parameter estimation algorithm developed for the F100 engine is described. The algorithm is a two-step process. The first step consists of a Kalman filter estimation of five deterioration parameters, which model the off-nominal behavior of the engine during flight. The second step is based on a simplified steady-state model of the compact engine model (CEM). In this step, the control vector in the CEM is augmented by the deterioration parameters estimated in the first step. The results of an evaluation made using flight data from the F-15 aircraft are presented, indicating that the algorithm can provide reasonable estimates of engine variables for an advanced propulsion control law development.

Maine, Trindel A.↗
NASA NTRS1984

Effect of control logic modifications on airstart performance of F100 engine model derivative engines in an F-15 airplane

A series of airstarts were conducted in an F-15 airplane with two prototype Pratt and Whitney F100 Engine Model Derivative engines equipped with Digital Electronic Engine Control (DEEC) systems. The airstart envelope and the time required for airstarts were defined. Comparisons were made between the original airstart logic, and modified logic which was designed to improve the airstart capability. Spooldown airstarts with the modified logic were more successful at lower altitudes than were those with the original logic. Spooldown airstart times ranged from 33 seconds at 250 knots to 83 seconds at 175 knots. The modified logic improved the airstart time from 31% to 53%, with the most improved times at slower airspeeds. Jet fuel starter (JFS)-assisted airstarts were conducted at 7000 m and airstart times were significantly faster than unassisted airstarts. The effect of altitude on airstart times was small.

Crawford, D. B.↗
NASA NTRS1985

Fault detection and accommodation testing on an F100 engine in an F-15 airplane

The fault detection and accommodation (FDA) methods that can be used for digital engine control systems are presently subjected to a flight test program in the case of the F-15 fighter's F100 engine electronic controls, inducing selected faults and then evaluating the resulting digital engine control responses. In general, flight test results were found to compare well with both ground tests and predictions. It is noted that the inducement of dual-pressure failures was not feasible, since FDA logic was not designed to accommodate them.

Myers, L. P.↗