I I I I

NASA C R.174945

COPY NUMBER

RESEARCH ON A TWO-DIMENSIONAL

INLET FOR A SUPERSONIC VISTOL

PROPULSION SYSTEM

BY J.L. MARK, M.A. McGARRY AND P.V. REAGAN

(NASA-CR-17_945) R_SFARCH O_ A _g0-I_64

TWO-DIMFNSIONAL INLFI FOR A $UPFRSONIC

VIST_L PROPULSION SYSTEM. APP_NOIX A Final

Report, 3ep. [979 - Jun. [984 (McDonnell UncIJs

AircrRft Co.) 8dO D CSCL 0[A G3/02 O?YO2]_d

O

MCDONNELL AIRCRAFT COMPANY

MCDONNELL DOUGLAS CORPORATION

This legend shall be marked on any

reproduction of this information in whole or in part.

Date for general release: November 1989

PREPARED FOR

NATIONAL AERONAUTICS AND SPACE ADMINISTRATION

NASA LEWIS RESEARCH CENTER

CONTRACT NAS3-22158
O
N ASA C R-174945

RESEARCH ON A TWO-DIMENSIONAL

INLET FOR A SUPERSONIC V/STOL

PROPULSION SYSTEM

BY J.L. MARK, M.A. McGARRY AND P.V. REAGAN

MCDONNELL AIRCRAFT COMPANY

MCDONNELL DOUGLAS CORPORATION

This document will remain under distribution limitations until

November 1989.

PREPARED FOR

NATIONAL AERONAUTICS AND SPACE ADMINISTRATION

I IASA

NASA LEWIS RESEARCH CENTER

CONTRACT NAS3-22158

FOREWORD

This report was prepared by the McDonnell Aircraft Company

(MCAIR), a division of the McDonnell Douglas Corporation, St.

Louis, Missouri, for the NASA Lewis Research Center (LeRC),

Cleveland Ohio. The study was performed under NASA LeRC

Contract, NAS3-22158, "Research on A _wo-Dimensional Inlet for A

Supersonic V/STOL Propulsion System". This study was conducted

between September 1979 and June 1984, with Mr. R. R. Burley and

Mr. A1 Johns as project managers.

The study reported herein was conducted by the Engineering

Technology Division of MCAIR. In addition to the authors listed

on the cover, several others have made significant contributions

to the study. Messrs. J. D. Flood, R. L. Honse, and F. W.

Livingston performed the detailed mechanical design of the inlet

model. Messrs. E. D. Spong and J. H. Kamman provided insight and

guidance during the aerodynamic design of the model. A special

acknowledgement is due Mr. P. E. Hiley for his review and

suggestions regarding this report.

PRECEDING PAGE BLANK NOT FILMED

iii
Section

i.

2.

.

.

o

.

TABLE OF CONTENTS

INTRODUCTION ..................

AERODYNAMIC DESIGN OF THE INLET SYSTEM .....

2.1 SURVEY OF INLET SYSTEM FEATURES OF

FIGHTERS ..................

2.2 SELECTED INLET CHARACTERISTICS .......

2.3 DIFFUSER DESIGN FEATURES ..........

2.4 INLET SIZING ............. • . . .

2.5 AERODYNAMIC DESIGN OF FLOW IMPROVEMENT

CONCEPTS ..................

2.5.1 Drooped Cowl Lip .....

2.5.2 Drooping/Tress la ting "Cowl Lip ....

2.5.3 Auxiliary Inlet Aerodynamic Design .

WIND TUNNEL MODEL ................

3.1 INLET SECTION ...............

3.1.1 Basic 2-D Inlet Section .......

3.1.2 Thick Lip Inlet Section .......

3.1.3 Vertical Ramp Inlet Section .....

3.2 FORWARD AUXILIARY INLET SECTION ......

3.3 DIFFUSER SECTION ..............

3.4 INTERFACE FLANGE ..............

MODEL INSTRUMENTATION ..............

4.1 INLET SECTION ...............

4.1.1 Basic 2-D Inlet Section .......

4.1.2 Thick Lip Inlet Section .......

4.1.3 Vertical Ramp Inlet Section .....

4.2 FORWARD AUXILIARY INLET SECTION ......

4.3 DIFFUSER SECTION ..............

4.4 ENGINE FACE RAKE ..............

4.5 INSTRUMENTATION SUMMARY ..........

FACI L ITY ....................

5.1 MODEL SUPPORT ...............

WIND TUNNEL TEST RESULTS ............

6.1 MODEL ARRANGEMENTS .............

6.2 THICK LIP INLET ARRANGEMENT ........

6.2.1 Auxiliary Inlet Flow

Characteristics ...........

1

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Section

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Be

TABLE OF CONTENTS (Concluded)

6.3 SHARP-LIP INLET CONFIGURATION .......

6.3.1 Basic Sharp-Lip Inlet Performance . .

6.3.2 Droop Lip Performance ........

6.3.3 Drooped/Translating Cowl Lip ....

6.3.4 Auxiliary Inlet Performance .....

6.4 VERTICAL RAMP INLET CONFIGURATION .....

PERFORMANCE COMPARISON .............

7.1 THICK LIP INLET ..............

7.2 SHARP LIP CONFIGURATION ..........

7.3 VERTICAL RAMP INLET ............

7.4 DISTORTION COMPARISON ...........

CONCLUSIONS ...................

REFERENCES ...................

86

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Figure

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LIST OF ILLUSTRATIONS

Unique Supersonic V/STOL Inert System

Requirements ..................

Relative Inlet Angle-of-Attack/Yaw During VTOL

Flight, HOTAL Configuration ...........

Relative Inlet Angle-of-Attack/Yaw During VTOL

Flight, VATOL Configuration ...........

Inlet Design for Aircraft Having Increased Static

and Low Speed/High Angle-of-Attack Performance

Requirements ..................

Supersonic V/STOL Inlet System Model

Requirements ..................

Review of Existing Supersonic V/STOL

Configurations .................

Northrop HATOL Concept .............

Northrop VATOL Concept .............

Vought VATOL Concept ..............

General Dynamics HATOL RALS Concept .......

General Dynamics HATOL Ejector-Diffuser Concept .

Grumman HATOL Concept ..............

Navy Supersonic V/STOL Concept .........

McDonnell V/STOL Conceptual Design .......

MCAIR Supersonic Merged Mission Fighter Attack

Conceptual Design ................

Summary of Resulting Inlet Designs .......

Summary of Diffuser Characteristics .......

Inlet Type vs Design Mach Number ........

Selected Inlet Design ..............

Inlet Ramp Schedules vs Mach Number .......

Advanced Design Inlet Bleed Flow Schedules . . .

Page

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Figure

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39.

40.

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42.

LIST OF ILLUSTRATIONS (Continued)

Diffuser Area Distributions ...........

Diffuser Pressure Recovery, Supersonic

Configuration, L/D = 4.98, Area Ration = 1.915 .

Diffuser Analysis Results - Selected Diffuser . .

Engine Corrected Airflow Scaled GE F404/J7AI2 . .

Supersonic Inlet Sizing, Mo = 1.6 ........

Inlet Section Characteristics ..........

Inlet Stable Range Definition ..........

Effects of Terminal Shock Strength and Oblique

Shock System Position on Inlet Stable Range . . .

Recovery Estimate for 2-D Supersonic V/STOL Inlet

System .....................

Predicted Lip Pressure Distribution, 40 ° Drooped

Lip- Static ..................

Predicted Lip Pressure Distribution, 70 ° Drooped

Lip- Static ..................

Maximum Lip Velocity vs Droop Angle .......

Slat Optimization, _ = 40 ° , _ = 40 ° , U O = 8 Kts .

Optimum Slat Velocity Distribution, _ = 40 °,

e = 40 ° ' UEng Face = 3 .... 37 • • • • • • • • •

MCAIR Data Base for Auxiliary Inlet Design . . .

Grumman Data Base for Auxiliary Inlet Design . .

Baseline ("Port") Design Auxiliary Inlet ....

Door Design Auxiliary Inlet ...........

Predicted Lower Cowl Velocity Distribution,

Baseline Auxiliary Inlet, Static ........

Predicted Lower Cowl Velocity Distribution,

Baseline Auxiliary Inlet, 80 Kts, _ = 0 ° ....

Predicted Lower Cowl Velocity Distribution,

Baseline Auxiliary Inlet, 80 Kts, a = 40 ° ....

vii

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Fi@ure

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60.

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62.

LIST OF ILLUSTRATIONS (Continued)

Predicted Lower Cowl Velocity Distribution,

Door Auxiliary Inlet, Static ..........

Predicted Lower Cowl Velocity Distribution,

Door Auxiliary Inlet, 80 Kts, _ = 0 .......

Predicted Lower Cowl Velocity Distribution,

Door Auxiliary Inlet, 80 Kts, _ = 40 ° ......

Wind Tunnel Model ................

Drooped Cowl Lip Positions ...........

Drooped and Translated Cowl Lip - Schematic of

Aerodynamic Surfaces ..............

Thick Lip Inlet Section .............

Vertical Ramp Inlet, Planview of Baseline

Sideplate vs Retracted Sideplates ........

Forward Auxiliary Inlet Section .........

Typical Auxiliary Inlet Assembly, Top Auxiliary

Inlet, Port Design ...............

Port Design Auxiliary Inlet, General Layout . . .

Cover Plate Installation on Port Design Auxiliary

Inlet ......................

Door Design Auxiliary Inlet, General Layout . . .

Auxiliary Inlet Door Designs ..........

Diffuser Ramp Center Support for Supersonic

Operation ....................

Diffuser Section, Left Side and Top View Showing

Instrumentation Channel Covers, Forward and Aft

Faces .... ...... . . . . . . . . . . . .

Interface Flange Section, Cross-Section View . .

Details of Instrumentation Routing .......

Definition of Model Coordinate System ......

Cowl Sideplate Instrumentation .........

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viii
Figure

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79.

80.

81.

82.

LIST OF ILLUSTRATIONS (Continued)

Cowl Lip Instrumentation, Baseline Lip .....

Cowl Lip Instrumentation Routing, Baseline Lip

Configuration Shown - Bottom Cover Removed to

Show Internal Instrumentation Lines .......

Cowl Lip Instrumentation, Drooped and Translated

Lip .......................

Thick Lip Inlet Instrumentation .........

Forward Auxiliary Inlet Section Instrumentation,

Auxiliary Inlets Closed .............

Auxiliary Inlet Instrumentation .........

Diffuser Section Instrumentation ........

Engine Face Rake Arrangement ..........

Typical Rake Leg, Engine Face Rake Assembly . . •

Sheer View of Model Instrumentation .......

Plan View of Model Instrumentation .......

NASA Lewis Research Center 8 x 6 Ft and 9 x 15 Ft

Wind Tunnels ..................

Schematic Elevation View of 2.72 x 4.58 Meter

(9 x 15 Ft) V/STOL Facility, Drawing Not to

Scale ......................

Model Support in 9 x 15 Ft Tunnel ........

Thick Lip Inlet Section Installed on Model . . .

Test Matrix Summary ...............

Effect of Fan Face Mach Number on Performance,

Static Conditions ................

Effect of Freestream Velocity on Performance,

Angle-of-Attack = 0 ° ..............

Effect of Angle-of-Attack on Performance,

40 K ts .....................

Effect of Angle-of-Attack on Perfor,,ance,

80 Kts .....................

5O

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Figure

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97.

98.

99.

LIST OF ILLUSTRATIONS (Continued)

Flow Over Cowl Lip - Thick Lip Inlet Performance,

Angle-of-Attack = 90 ° ..............

Effect of Angle-of-Attack on Performance,

120 Kts .....................

Auxiliary Inlet Airflow Characteristics .....

Effect of Auxiliary Inlet Contraction Ratio . . .

Effect of Auxiliary Inlet Contraction Ratio . . .

Flow Over Cowl Lip - Thick Lip Inlet Performance,

Top Auxiliary Inlet Open (CR = 1.893) ......

Thick Lip Inlet Performance Top Auxiliary Inlet

Open (CR = 1.893) ................

Thick Lip Inlet Performance Left Auxiliary Inlet

Open (CR = 1.478) ................

Thick Lip Inlet Performance Bottom Auxiliary

Inlet Open (CR = 1.362) .............

Thick Lip Inlet Performance Right Auxiliary Inlet

Open (CR = 1.237) ................

Thick Lip Inlet Performance Engine Face Pressure

Distribution - Effect of Auxiliary Inlets ....

Thick Lip Inlet Performance Engine Face Pressure

Distribution - Effect of Auxiliary Inlets ....

Thick Lip Inlet Performance Engine Face Pressure

Distribution - Effect of Auxiliary Inlets ....

Thick Lip Inlet Performance Engine Face Pressure

Distribution - Effect of Auxiliary Inlets ....

Effect of Auxiliary Inlet Design - Thick Lip

Inlet ......................

Thick Lip Inlet Performance, Effect of Auxiliary

Inlet Design ..................

Thick Lip Inlet Performance, Effect of Auxiliary

Inlet Design ..................

Page

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Fi@ure

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115.

LIST OF ILLUSTRATIONS (Continued)

Effect of Auxiliary Inlet Design on Engine Face

Pressure Distribution, Thick Lip Inlet - Left

Auxiliary Inlet Open ..............

Effect of Corner Fillets on Inlet Performance . .

Effect of Mass Flow on Sharp Lip Baseline

Performance ...................

Flow Over Cowl Lip, Sharp Lip Baseline - Mass

Flow Effect ...................

Sharp Lip Inlet Baseline Performance Engine Face

Pressure Distribution Effect of Engine Face Mach

Number .....................

Effect of Angle-of-Attack on Sharp Lip Baseline

Performance ...................

Flow Over Cowl Lip, Sharp Lip Baseline - Angleof-Attack Effect ................

Sharp Lip Inlet Baseline Performance Engine Face

Pressure Distribution Effect of Angle-of-Attack .

Effect of Freestream Velocity on Sharp Lip

Baseline Performance ..............

Flow Over Cowl Lip, Sharp Lip Baseline - Effect

of Freestream Velocity .............

Sharp Lip Inlet Baseline Performance Engine Face

Pressure Distribution Effect of Freestream

Velocity ....................

Flow Over Cowl Lip, Sharp Lip Baseline - Effect

of Freestream Velocity .............

Sharp Lip Inlet Baseline Performance Engine Face

Pressure Distribution Effect of Freestream

Velocity ....................

Drooped Lip Performance vs Inlet Mass Flow . . .

Flow Over Cowl Lip, 70 ° Droop Lip - Effect of

Mass Flow ....................

Effect of Drooped Lip on Engine Face Pressure

Distribution ..................

Pase

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Figure

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130.

131.

132.

LIST OF ILLUSTRATIONS (Continued)

Drooped Lip Performance vs Inlet

Angle-of-Attack .................

Flow Over Cowl Lip, 70 ° Droop Lip - Effect of

Angle-of-Attack .................

Flow Over Cowl Lip, 40 ° Droop Lip - Effect of

Angle-of-Attack .................

Effect of Drooped Lip on Engine Face Pressure

Distribution ..................

Effect of Drooped Lip on Engine Face Pressure

Distribution ..................

Effect of Drooped Lip on Engine Face Pressure

Distribution ..................

Drooped - Translated Lip Schematic .......

Tranlated Drooped Lip ..............

Flow Over Cowl Lip, Drooped-Translated Lip -

Effect of Translation ..............

Flow Over Cowl Lip, Drooped-Translated Lip -

Effect of Translation ..............

Drooped - Translated Lip Performance Knee Static

Pressure Ratios .................

40 Deg Drooped - Translated Lip, Engine Face

Pressure Distribution, Effect of Translation

Distance ....................

Flow Over Cowl Lip, Drooped - Translated Lip -

Effect of Angle-of-Attack ............

40 Deg Drooped - Translated Lip, Engine Face

Pressure Distribution, Effect of

Angle-of-Attack .................

Effect of Auxiliary Inlets on Inlet Performance .

Top Auxiliary Inlet Flow Characteristics, All

Auxiliary Inlets Open (CR = 1.893) .......

Left Auxiliary Inlet Flow Characteristics, All

Auxiliary Inlets Open (CR = 1.478) .......

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LIST OF ILLUSTRATIONS (Continued)

Bottom Auxiliary Inlet Flow Characteristics, All

Auxiliary Inlets Open (CR = 1.362) .......

Right Auxiliary Inlet Flow Characteristics, All

Auxiliary Inlets Open (CR = 1.237) .......

Effect of Auxiliary Inlets on Engine Face

Pressure Distribution ..............

Effect of Auxiliary Inlets on Inlet Performance .

Flow Over Cowl Lip, All Auxiliary Inlets Open -

Effect of Angle-of-Attack ............

Effect of Auxiliary Inlet Cavities on Inlet

Performance ...................

Effect of Auxiliary Inlet Design, Port vs Door .

Effect of Retracted Sideplates and Auxiliary

Inlets on Vertical Ramp Inlet Performance ....

Effect of Retracted Sideplates on Vertical Ramp

Inlet Performance ................

Effect of Retracted Sideplates and Auxiliary

Inlets on Vertical Ramp Inlet Performance: Engine

Face Pressure Distribution: Left, Right, and Cowl

Auxiliary Inlets Open ..............

Effect of Sideplate Thickness on Vertical Ramp

Inlet Performance .................

Thick Lip Inlet Static Performance .......

Performance of Individual Auxiliary Inlets . . .

Effect of Auxiliary Inlet Design ........

Sharp Lip Inlet Static Performance . ......

Performance of Flow Improvement Devices .....

Performance of Drooped Lips With All Auxiliary

Inlets Open ...................

Performance of Translated Lip ..........

Vertical Ramp Inlet Static Performance .....

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xiii
F i_ure

152.

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LIST OF ILLUSTRATIONS (Concluded)

Effect of Retracted Sideplates and Auxiliary

Inlets on Vertical Ramp Inlet Performance ....

Predicted Pratt & Whitney Distortion Values for

Static Operation ................

Predicted Pratt & Whitney Distortion Values for

Operation at 80 Kts and 70 ° Angle-of-Attack . . .

125

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xiv
NOMENCLATURE

SYMBOL

Ac, Acap

A i

Ath

AthAux

AthMAIN

CR

Ka 2

L/D

M

MMAX

Mo

M1

_M 2

PS

PT

PT2

PT2/PTO

(PT2)AVE

(PT2)MAX

(PT2)MIN

RMS

Ueng face

Uo

VSLATMAx/VMAINMAX

DESCRIPTION

Capture area

Inlet area (cm 2)

Throat area (cm 2)

Auxiliary inlet throat area (Cm 2)

Main inlet throat area (Cm 2)

Contraction ratio

P&WA distortion descriptor

Ratio of diffuser length to engine face diameter

Mach number

Maximum design Mach number

Freestream Mach number

Mach number downstream of normal shock

Engine face Mach number

Static pressure

Total pressure

Engine face total pressure

Engine face total pressure recovery

Average engine face total pressure

Maximum engine face total pressure

Minimum engine face total pressure

Root mean square

Engine face velocity

Freestream velocity

Ratio of peak slat velocity to the peak

velocity on the main element

xv
SYMBOL

V/V-Ref

Voo

W

Y/h c

61

62

NOMENCLATURE (Concluded)

DESCRIPTION

Ratio of local velocity to reference velocity.

Vref = freestream for wind on and engine face

velocity for static operation

Freestream velocity

Mass flow

Shock displacement ratio

Angle of attack

Sideslip angle

First ramp turning angle

Second ramp turning angle

xvi
SUMMARY

A two-dimensional inlet for a supersonic V/STOL propulsion

system was designed and fabricated by MCAIR under NASA Lewis

Research Center (LeRC) contract and was subsequently tested in

their Low Speed Wind tunnel.

The model was configured for an in-depth study of high

angle-of-attack performance improvement concepts and incorporated

extensive instrumentation. Model scale (43% based on the GE F404

engine) was selected to insure compatibility with an existing

NASA LeRC 12 inch diameter tip driven fan and/or the vacuum mass

flow system. The large size also provided ample room for the

extensive flow field diagnostic instrumentation. The model was

delivered with the following features: a 40 ° and a 70 ° droop

lip, a 40 ° droop lip translated forward 2, 4, and 6 inches, a

forward auxiliary section with an auxiliary inlet on each of the

four sides, varying in thickness from 4.90 to 1.16 inches, an

internal auxiliary inlet door for the left side of the auxiliary

inlet section, and a variable second compression ramp and

subsonic diffuser ramp.

The auxiliary inlets and the droop lip were designed to

improve low speed performance by controlling the separation over

the sharp, 2-D supersonic lip. Auxiliary inlets decrease the

mass flow over the lip, thus reducing the peak velocity. The

droop lip aligns the lip with the incoming flow, which reduces

local velocities as the flow accelerates around the lip.

Under separate activity, NASA LeRC also fabricated cut-back

cowl sideplates, auxiliary inlet cover plates, sideplates for the

auxiliary inlet door, internal corner fillets, and an

axisymmetric thick lip inlet section for the model.

xvii
The model was tested in the NASA LeRC 9x15 ft low speed wind

tunnel. Tests were conducted over a range of inlet mass flow at

0 to 120 knots freestream velocity and 0-ii0 degrees angle of

attack. Test configurations were selected to provide a

parametric investigation of the performance increments associated

with several flow improvement concepts. These concepts included

o droop lip angle

o auxiliary inlets

o auxiliary inlet design variables

o auxiliary inlet contraction ratio

o auxiliary inlet cavities

o drooped lip translation

o vertical ramp inlet configuration

The performance of these configurations was compared to the

performance of two baseline inlet configurations. The first is a

conventional supersonic 2-D inlet with a fixed sharp lip and the

second is an axisymmetric thick lip inlet. The former provides

performance data on a conventional supersonic inlet while the

latter provides a performance benchmark for low speeds because of

its high contraction ratio (1.47) and resulting elimination of

lip losses.

The performance data show the 70 ° droop to be the most effective flow improvement concept, having performance that approaches

the thick lip baseline performance. Even at ii0 ° angle of attack

the 70 ° droop lip maintains attached flow over the cowl lip. The

auxiliary inlets and the 40 ° droop lip had slightly lower performance and exhibited more sensitivity to angle of attack.

Auxiliary inlet performance was found to be a strong

function of contraction ratio. Their performance sensitivity to

angle-of-attack was improved using internal doors to direct the

entering flow. Forward translation of the drooped cowl lip,

xviii
i.e., a lip slat, decreased performance from the untranslated/

drooped level. This was a direct result of flow separation over

the slat "knee" which was exposed to the flow as the lip is

translated forward. Knee separation increased as translation

distance was increased.

The performance of the 2-D inlet, tested with the ramps

vertical, i.e., rotated 90 degrees, was found to be very

sensitive to angle of attack. Performance levels can be

significantly increased by removing the sideplates and blunting

the leading edge of the windward cowl. Additional performance

gains were obtained by opening auxiliary inlets.

xix

I. INTRODUCTION

The unique inlet system performance requirements associated

with supersonic V/STOL aircraft place extreme demands on the

inlet designer. The inlet must not only perform well at supersonic speeds but also must exhibit high performance at static and

subsonic/high angle of attack flight conditions. High

performance at low speeds usually dictates high contraction

ratios or thick lips, which are unacceptable at supersonic speeds

due to large drag penalties.

The present effort makes maximum use of flow improvement

techniques, proven for high subsonic maneuvering flight

(References 1 and 2) and adapts these to the critical static and

low speed/high angle-of-attack flight regime of the supersonic

V/STOL aircraft. Variable geometry concepts were designed and

incorporated into a large scale model (43 percent based on the GE

F404 engine) of a 2-D supersonic V/STOL inlet system. Subsequent

low speed testing at NASA Lewis identified those concepts showing

the most promise. These concepts thus provide a means to meet

the unique inlet performance requirements of supersonic V/STOL

aircraft, maintaining high performance levels at both subsonic

and supersonic speeds.

This report contains an analysis section and a major

appendix. The former contains a description of the aerodynamic

design, model characteristics, data analysis, discussion, and

conclusions concerning the most promising inlet design

approaches. The appendix contains the reduced wind tunnel data

plots and pressure distributions.
2. AERODYNAMIC DESIGN OF THE INLET SYSTEM

viability of supersonic V/STOL aircraft is strongly

on the propulsion system in general and in particular

The

depe nde n t

the inlet system. Inlet system requirements associated with

supersonic V/STOL aircraft are shown in Figure i. High inlet

performance is required over the complete flight envelope, but

the most demanding inlet system performance requirements are

associated with static and low speed operation. At vertical lift

off or descent, high inlet system recovery is required to

maximize payload capability. In addition, during the transition

flight phase between wing-borne and thrust supported operation,

the inlet system may be very

3. Both horizontal attitude

vertical attitude takeoff and

(VATOL) configurations may experience angles-of-attack/

90 degrees during selected portions of their flight

the angle-of-attack experienced by

large as shown in Figures 2 and

takeoff and landing (HATOL) and

la nding

yaw of

envelope.

STATIC

-- VERY HIGH RECOVERY

-- LOW DISTORTION

-- 2 - 3% DESIGN TOGW

INCREASE FOR 1% LESS

RECOVERY

-- 1% RECOVERY LOSS

AFTER DESIGN CONVERTS

TO 25% RANGE LOSS

• LOW SPEED

-- HIGH RECOVERY

-- LOW DISTORTION

-- HIGH_, < 90 °

-- HIGH/3, < 90"

HIGH SPEED

-- HIGH RECOVERY

-- LOW DISTORTION

-- VCE REQUIREMENTS

-- MODERATE o_, < 40 °

-- MODERATE/3, < 15 °

OP43-O2CQ-32

Figure 1. Unique Supersonic VISTOL Inlet System Requirements
9O

70 ELATVE 60i 

ANGLE-OF- 50

A ACKOR iiiiiiiiii!!ii!i

10 '; :'Z"Y'?

0 20 40 60

RELATIVE WIND

VELOCITY

:ii!i!iiii_ii!iiiii!!i_ili!ii_ili!il iiiiiii!ii!iiii_i_i_i i_i_!_iiiiiiiii_i_i_iit!iiii_i_iii!iiiiiiiilliiiiii_ii!iiiiiiiii! i!!ii_!ii!i_!_i_iii_i_ iiii!!iiii_i!i_iii_ii

....-. ............ . s.::.:. -.': _:::;:.::.:.:, :.:.:,:::_:::::. ::::::::::::::::::::::::::::::::::::::::::::::::::::::::: i !i!iilll !i !:!]+1!:ii!:i!!:!:]i

80 100 120 140 160 180 200 220 240

VELOCITY- KTS

Figure 2. Relative Inlet Angle-of-Attack/Yaw During VTOL Flight

HOTAL Configuration

RELATIVE

ANGLE-OFATTACK OR

YAW

DEG

80

;ix: :::::::::::::::::::::::

10 i:i::ii_::7.::iiiiii _:i:._,:i.......

00 20 40 60

RELATIVE WIND

VELOCITY

_:i:!i:7:!:i:i:!_:i ::::::::::::::::::::::

80 100 12(

VELOCITY- KTS

_!ii!?:i:ili:iilll;

140 160

=========================

180

Figure 3. Relative Inlet Angle-of-Attack/Yaw During VTOL Flight

VATOL Configuration
It is apparent from the unique operating conditions placed

on the inlet system that there is a critical need for flow

improvement devices in the inlet system. These devices are

designed to attack the basic inlet flow problem at these flight

conditions which is cowl lip separation, Figure 4. Candidate

flow improvement devices include auxiliary inlets, variable

geometry cowl lip (e.g., a lip slat or flap) and other

active/passive boundary layer control techniques.

• AIRCRAFT CATEGORIES

-- STOL

-- V/STOL

-- HIGHLY MANEUVERABLE AIRCRAFT

• PROBLEM - LOWER COWL LIP SEPERATION

• SOLUTION - UNLOAD COWL LIP

STATIC LOW SPEEDHIGH ANGLE.OF.ATTACK

Ot

G P43-0466.43

Figure 4. Inlet Design for Aircraft Having Increased Static and Low Speed/High

Angle-of-Attack Performance Requirements

These flow improvement techniques along with the other inlet

system model requirements, Reference 3, are summarized in Figure

5. Satisfying these requirements in a single supersonic inlet

system model is a formidable task and required the aerodynamic

design to be based on a broad representation of advanced supersonic V/STOL configuration/integration features. Therefore, the

aerodynamic design activity was based on the following steps:

4
o Survey Inlet System Features of Advanced

V/STOL Fighters

o Select Compression System Design Features

o Determine Diffuser Design Features

o Size the Selected Inlet System

o Aerodynamically Design the Flow Improvement

Supersonic

Concepts

- Droop Lip

- Lip Slat

- Auxiliary Inlets

MODEL CHARACTERISTICS

• TRUE PARAMETRIC MODEL

• VERY HIGH OUALITY

• EXTERNAL M. IMPORTANT

• SEALS

LIP/SIDE PLATETREATMENTS

• DROOPINGLIP

• TRANSLATING LIP

• INFLATABLE LiP

• ACTIVE BLC

• LATERAL SIDEPLATE

BLOWING

FORWARD AUXILIARY INLET SECTION

• VARIABLE AUXILIARY INLET AREA

• LOCATION; TOP, BOTTOM, SIDES

• ACTIVE/PASSIVE FLOW CONTROL

/--2-D AUXILIARY /-"-ROUND AUXILIARY / /,

__

2 D(I1N)LET-_'_'( 1)'_ DIFFUSER ,4) -_(1 /...]L._ EXISTING HARDWARENASA

--F

// \\ •EANBLADE STRESS

PASSIVE 8LC AFT AUXILIARY INLET SECTION

(DESIGN ONLY)

• LONG STRAIGHT

FABRICATED - VARIABLE AUXILIARY INLET AREA

• LOCATION; TOP. BOTTOM, SIDES

• ACTIVE/PASSIVE FLOW CONTROL

G P43-0_-36

Figure 5. Supersonic VISTOL Inlet System Model Requirements

2.1 SURVEY OF INLET SYSTEM FEATURES OF FIGHTERS- A review of

conducted to

features. The

through 15 and

system features

Figure 16. In

advanced supersonic V/STOL configurations was

determine the characteristic inlet system

configurations reviewed are shown in Figures 6

discussed in References 4 through 6. The inlet

identified in this survey are summarized in

general, the inlet systems were designed for a Mach 1.6 dash

5
requirement, with a maximum Mach number capability

greater. The majority of the inlet systems

two-dimensional, overhead ramp type.

of Mach 1.8 or

were of the

-- NORTHROP HATOL (RALS)

-- NORTHROP VATOL (RALS)

-- VOUGHT VATOL (RALS)

-- GENERAL DYNAMICS EJECTOR-DIFFUSER HATOL

-- GENERAL DYNAMICS HATOL (RALS)

-- GRUMMAN HATOL (RALS)

-- NAVY CONCEPTUAL DESIGN HATOL (LIFT ENGINES)

-- MCAIR CONCEPTUAL DESIGN HATOL (PCB)

-- MCAIR MERGED MISSION HATOL DESIGN (PCB)

G P43-O2ml-3T

Figure 6. Review of Existing Supersonic VISTOL Configurations

COMPARATIVE MODEL ARRANGEMENT

G P43_209.38

Figure 7. Northrop HATOL Concept

6
COMPARATIVE MODEL ARRANGEMENT

GP43-020g-39

Figure 8. Northrop VATOL Concept

COMPARATIVE MODEL ARRANGEMENT

Figure 9. Vought VATOL Concept

GP4_0209-40
COMPARATIVE MODEL ARRANGEMENT

Figure 10.

G P43-0209-42

General Dynamics HATOL RALS Concept

COMPARATIVE MODEL ARRANGEMENT

Figure 11,

GP43,0209-41

General Dynamics HATOL Ejector-Diffuser Concept
COMPARATIVE MODELARRANGEMENT

G P43.0209-43

Figure 12. Grumman HATOL Concept

COMPARATIVE MODEL ARRANGEMENT

Figure 13.

G P43.0209-44

Navy Supersonic VISTOL Concept

9
COMPARATIVE MODEL ARRANGEMENT

Figure 14.

GP43,O20_45

McDonnell V/STOL Conceptual Design

COMPARATIVE MODEL ARRANGEMENT

INLETDUCT - CANDIDATE II

OVERHEAD RAMP INLET

ENGINE

FACE

G P43.0209-48

Figure 15. MCAIR Supersonic Merged Mission Fighter Attack Conceptual Design

10
CONFIGURATION INLET _ AR _1 _2 M M ACAP

TYPE CAP THROAT (DEG) (OEG) DASH DESIGN AAux/AcAp (IN. 2)

1. NORTHROP HATOL, 2-O OVERHEAD 1.125 --

RALS, SIDE SINGLE RAMP

MOUNTED FIXED GEOMETRY

2. NORTHROP VATOL, 2-D, LOWER 0.600 0.500

RALS, TOP SINGLE RAMP

MOUNTED FIXED GEOMETRY

3. G.D. EJECTOR/ AXISYMMETRIC -- --

DIFFUSER HATOL NORMAL SHOCK

4. G.D. RALS HATOL AXISYMMETRIC -- --

MID STRAKE NORMAL SHOCK

5. VOUGHT VATOL 2-D OVERHEAD 1.500 1.124

RALS SIDE DOUBLE RAMP

MOUNTED FIXED GEOMETRY

6. GRUMMAN HATOL 2-D OVERHEAD

DOUBLE RAMP

FIXED GEOMETRY

7. NAVY HATOL 2-D OVERHEAD

CONCEPT SINGLE RAMP

FIXED GEOMETRY

8. MCAIR HATOL 2-D OVERHEAD

CONCEPTUAL DOUBLE RAMP

DESIGN VARIABLE GEOMETRY

9 MCAIR HATOL 2-D OVERHEAD

MERGED MISSION DOUBLE RAMP

CONCEPT VARIABLE GEOMETRY

7 -- 1.6 1.8 0.743 871

7 -- 1.6 2.0 0.940 715

1.6 1.6 0.540 700

1.6 1.6 0.540 700

8 3 1.6 2.5+ DROOPING 555

LIP

MENTIONED

NO AUX

INLETS

SHOWN

1.670 0.730 7 7 1.6 2.0 1.000 821

16

8 15 18 2,2

8 15 1 8 2,2

G p4,z..020_4 T

Figure 16. Summary of Resulting Inlet Designs

Diffuser cIlaracter istics from these advanced supersonic

V/STOL configurations are summarized in Figure 17o The diffusers

represent a wide range o£ length and offset to diameter ratios.

Lengths vary from approximately I. 75 to 5.2 diameters while

offsets range from zero to 0.63 diameters.

2.2 SELECTED INLET CHARACTERISTICS - There

design variables that must be selected

are four major inlet

in the design of a

supersonic inlet syste_n, maximum Mach number, inlet type,

boundary layer bleed, and cowl lip shape. The majority of the

surveyed supersonic inlet systems had a maximum Mach number

capability of 1.8 or greater. This in conjunction with results

of MCAIR in-house studies and contracted program8 conducted for

ii
the U.S. _4avy (References 5 and 6) indicated that a maximum Mach

number of 2.2 would result in an inlet system having a broad

applical>ility to current and future advanced V/STOL configurations.

08

0.6

DIFFUSER 0.4

OFFSET/

ENGINE

FACE

DIAMETER 0.2

- 0.2

0

v"

Legend:

O Northrop HATOL

A Northrop VATOL

[] G.D. ejector/diffuser HATOL

__T ¢ G.D. RALS HATOL

"q Vought VATOL

0 Grumman HATOL

v MCAIR conceptual HATOL

<_ MCAIR merged mission HATOL

O/ Non-diffusion plane offset

o Diffusion plane offset

2 4 6 8 10

DIFFUSER LENGTH/ENGINE FACE DIAMETER

Figure 17. Summary of Diffuser Characteristics

Inlet type is a strong function of maximum Mach number as

shown in Figure 18 which lists the different external compression

inlet types and their general maximum Mach number capability.

The listed i,lmax is based on recovery and indicates the

approximate Mach number at which the recovery improvement of a

more sophisticated inlet would more than offset the increased

complexity and weight. Thus, a t_,_o-d imensiona i overhead ramp

inlet having two compression ramps was selected as the building

block of the supersonic V/STOL inlet system, Figure 19. The

first ramp is fixed at 8 ° and the secorld ramp COlnpression is

variable from 0 ° to 15 ° as shown in Vigure 20. The ramp

schedules were selected to achieve near _laximum recovery from

Mach 1.4 to tlach 2.2 with the nominal "shocks on lip" condition

occurring at Hach 2.2.

12
DESIGN MACH NUMBER

M o < 1.7 2.0 2.2 2.5

NORMAL SHOCK SINGLE RAMP DOUBLE RAMP TRIPLE RAMP

F-18

5 °

FIXED--_ _

r

j

SHOCK

F-4

10"

_4°

VAmABLEJ_,_,

F-15

7 o

9 o

RAMPS

Figure 18. Inlet Type vs Design Mach Number

G P_3-020_48

• 2-D OVERHEAD RAMP INLET

-- $1 = FIXED AT 8 ° MDASH = 1.8

-- _2=VARIABLE 0 TO 15 ° MMAX=2.2

2-D, OVERHEAD RAMP VARIABLE Ath MDESIGN = 2.2

G P43-0209-49

Figure 19. Selected Inlet Design

13
16

12

RAMP

DEFLECTION 8

DEG

/_/ 1.0 1.2 1.4 1.6

MACH NUMBER, M o

/

/

I

SECOND

/

61

FIRST

RAMP

1.8 2.0 2.2

Figure 20. Inlet Ramp Schedules vs Msch Number

Gl=4t.e_e4o

Consistent with the near maximum recovery scheduling of the

ramp system, the inlet has boundary layer bleed incorporated into

the second ramp surface, the throat slot, and the sideplates.

This will minimize any adverse effects of normal shock/boundary

layer interact ions and insure that normal shock movement with

inlet mass flow ratio will not degrade the inlet flow field. The

total bleed incorporated into the inlet system is compared

against advanced inlet design bleed schedules in Figure 21.

These bleed schedules are based on our extensive background in

inlet design for the F-4, F-15, and F-18 aircraft. Also shown is

the bleed schedule for the F-18 inlet system.

The cowl lip incorporated into the inlet is based on the

F-15 inlet cowl lip. This particular lip shape has demonstrated

outstanding transonic maneuvering capabilities in conjunction

with low supersonic drag characteristics.

14
0.10

(Ao)BLEED

A C

0.08

0.06

0.04

0

1.0 1.2 1.4 1.6 1.8 2.0 2.2 2.4

THREE RAMP

,.," ,,,,-"" INLET

,pS 'o_'

as S° J

-- TWO RAMP INLET_

I

SINGLE RAMP INLET

_F/A-18 INLET

MACH NUMBER, M o

Figure 21. Advanced Design Inle! Bleed Flow Schedules

2.6

2.3 DIFFUSER DESIGN FEATURES - The diffuser that was incorporated into the inlet system had a length of 4.94 diameters with

no offset. Area distributions for both the ,_aximum Mach number

and low speed inlet configurations are shown in Figure 22. The

diffuser selection was based on two important considerations.

First a major goal of the program was to evaluate and generate a

data base for inlet systems and flow improvement concepts that

satisfied the demanding static and subsonic high angle-of-attack

requirements associated with V/STOL aircraft. Therefore, any

performance problems associated with the diffuser because of

length or offset would only serve to detract from the goal. The

selected diffuser does, however, fall into the regime of those

designs associated with advanced supersonic V/STOL aircraft.

Secondly, the impact of diffuser length and/or offset would best

be studied under an add-on or extension to the present effort.

Its impact on a preferred flow improvement concept could then be

properly assessed.

15
11(

ENGINE

"'---- FACE

/

TAcHe-l'//" 9( ' N_ DIFFUSER

AREA RAMP

IN'2 80 DIFFUSER / HINGE

- RAMP_./ /

60

MACH 2.2

5Oo 10 20 30 40 50 60 70 80 90 100

FUSELAGE STATION LENGTH -IN. .,,,,,._

Figure 22. Diffuser Area Distributions

An extensive analysis of the selected diffuser design was

performed using the MCAIR Diffuser Analysis Procedure (DAP),

Reference 7. This procedure is a coupled viscous/inviscid analysis which simultaneously solves both the potential core flow and

boundary layer flow equations in a streamwise marching procedure.

Solutions include diffuser total pessure recovery, static

pressure distributions, and both separation location and extent.

Predicted diffuser performance for the Mach 2.2 area distribution

is shown in Figure 23 as a function of throat Mach number.

Diffuser recoveries of 0.985 are predicted for 95 percent

critical inlet operation. Predicted diffuser perfoEmance for

both the high and low speed area distributions is summarized in

Figure 24. The diffuser is separation free over the complete

inlet Mach number and mass flow operating envelope.

16
PT 2

PTTHROAT

1.00

0.99

0.98

0.97

0.96

0.95

0.4 0.5 0.6 0.7 0.8 0.9

THROAT MACH NUMBER, MTHROAT

Figure 23. Diffuser Pressure Recovery

Supersonic Configuration LID = 4.98 Area Ratio = 1.915

• SUPERSONIC CONFIGURATION - AREA RATIO = 1.915

-- SEPARATION FREE

-- 0.55 < MTHROAT < 0.85

-- 4% BLOCKAGE

PT2/PTHROAT = 0.989 AT MTHROAT = 0.65

• SUBSONIC CONFIGURATION - AREA RATIO = 1.205

-- SEPARATION FREE

0.55 < MTHROAT < 0.85

-- 4% BLOCKAGE

-- PT2/PTHROAT= 0.987 AT MTHROAT = 0.65

Figure 24.

G P43-o2¢e-e4

Diffuser Analysis Results - Selected Diffuser

2.4 INLET SIZING

sizing procedures

result of the

efforts. The

representative

engine. These

and power many

- Inlet sizing was performed using established

and airflow allowances that were developed as a

F-4, F-15, and F-18 inlet system development

airflow schedules used in sizing, Figure 25, are

of both a scaled GE P404 engine and a P&WA FI00

engines represent current high technology design

of our first line fighter aircraft.

17
3O

25

CORRECTED

AIRFLOW 20

L B/S EC

15

10

0 1.0 .2 1.4 1.6 1.8 2.0 2.2

MACH NUMBER, M o

Figure 25. Engine Corrected Airflow Scaled GE F4041J7A12

Inlet sizing for the GE engine is summarized in Figure 26.

The inlet sized at Mach 1.6 with a required capture area of 823.2

cm 2 (127.6 in 2). Capture area requirements for the individual

airflows are provided to illustrate the buildup of the total

requited capture aces.

2O

CAPTURE AREA REQUIRED = 127.6 IN.2---_

SUP..SON,CSP,LL

I SIDESPIL_

TO_AL BLE_

,NI,N,+ALLO 'ANC,S

40 60 80 100 120

CAPTURE AREA - IN. 2

Figure 26. Supersonic Inlet Sizing

M o = 1.6

18
The inlet was also sized for the P&WA FI00 engine to ensure

that the resulting inlet performance data could be applied to

engines representative of either manufacturer. The resulting

model scale was approximately 35 percent, which was based on the

required capture area at Mach 2.2.

Inlet geometric characteristics have been selected to insure

that the two oblique and terminal nominal shock waves intersect

slightly ahead and below the cowl lip highlight at Mach 2.2. The

intersection point, shown in Figure 27, was selected to ensure

sufficient inlet stable range, defined in Figure 28, at the

maximum operating Mach number. Predicted stable range for the

2-D V/STOL supersonic inlet is shown in Figure 29. Using a

correlation of normal shock strength versus shock displacement

ratio from three ramp inlet test data, the current two ramp inlet

has a predicted stable range of approximately 25 percent. This

is more than sufficient to permit buzz free inlet operation at

Mach 2.2 over a wide airflow variation.

1.00

I_ 13.22

22.80 ,, -. !

31.30 '\ \ =1

SHOCK PATTERN SHOWN FOR M o = 2.2

Figure 27. Inlet Section Characteristics

19
PT 2

PT o

STABLE RANGE =

 tM X UZZ

MM_lotMA x

BUZZ Mo MM_olo- MAX

Figure 28. Inlet Stable Range Definition

GP43.0466-44

INLET

STABLE

RANGE

x 100

PERCENT

8O

6O

4O

20

0

0

8=0 °

I

CONFIGURATION 2

.... WL

__ _W_c c_-- __

INTERPOLATED LINES OF CONSTANT TERMINAL SHOCK

i

p4/P3-_2.2 2.0 1.8

I

• 2.D V/STOL INLET

AT MACH 2,2

STRENGTH/

1,5 1.4

M o

O 2.5

n 2.2

10 20 30 40

Y

SHOCK DISPLACEMENT RATIO, ch-- x 100 - PERCENT

Figure 29. Effects of Terminal Shock Strength and Oblique Shock System Position

on Inlet Stable Range

20
Predicted performance for the 2-D supersonic V/STOL inlet

model at zero degrees angle-of-attack is shown in Figure 30.

Performance levels are typical of an advanced high performance

supersonic inlet system. The lip losses in the Mach 0 to Mach

0.6 regime are typical of those associated with the selected F-15

type of lip contour. There is a dramatic fall off in recovery at

static and low speed operation. Thus, to achieve the required 95

to 98 percent recovery levels, flow improvement concepts must be

incorporated into the inlet to minimize the lip losses.

PT2

PTo

1.0

09/

0.8

0"70 0.2 0.4 0.6 0.8 1.0 1.2 1.4 1.6 1.8 2.0 2.2

MACH NUMBER, M o ,,,_,,._,,

Figure 30. Recovery Estimate for 2-D Supersonic V/STOL Inlet System

_=0 ° GE F404/J7A12 Altitude = 36,089 Ft

2.5 AERODYNAMIC DESIGN OF FLOW IMPROVEMENT CONCEPTS - Three flow

improvement concepts were aerodynamically designed for incorporating into the 2-D supersonic V/STOL inlet system model. These

included: i) a drooped cowl lip or lip flap, 2) a drooped/

translated cowl lip or lip slat, and 3) auxiliary inlets. All

three concepts are intended to alleviate the losses associated

with flow separation around a sharp supersonic inlet lip at

static and low speed/high angle of attack operation. The lip

21
flap and slat align the lip more closely with the approaching

flow, thus reducing the peak velocity on the lip and the associated separation losses. In addition, the lip slat results in a

high energy potential core flow to reduce separation on the knee

segment of the lip. Statically, they provide a closer approximation to a bellmouth shape for the lower cowl lip.

Auxiliary inlets improve static and low speed/high angle of

attack performance by reducing the amount of airflow around the

main inlet lip. This results in reduced lip velocities and

corresponding separation losses.

2.5.1 Drooped Cowl Lip - The aerodynamic design of the

drooped cowl lip was based on a balance between reduced lip

losses due to reduced peak velocities on the lip and minimizing

lip knee separation. The knee is the circular arc segment of the

inlet that is exposed to the flow as the lip is drooped. The

design utilized available data, References 2 and 3, in conjunction with predictions from a 2-D potential flow design/analysis

procedure, Reference 8. This MCAIR developed potential flow

analysis models the inlet using surface panels with either source

or sink singularities located at the panel centroids. Engine

face velocity is specified using sinks located at the engine

face.

Design conditions for the flow improvement concepts were

selected by NASA and MCAIR and are summarized below. These

corresponded to a flight condition of:

o Maximum Engine Airflow (26.77 ib/sec) (model scale)

o 80 Knots Freestream Velocity

o 40 ° Angle-Of-Attack

o 0 ° Sideslip

The potential flow analysis was based on a set of design

conditions corresponding to those given above. In potential flow

22
methods, the freestream velocity is usually assumed to be unity.

Therefore to properly simulate the engine air£1ow the engine face

velocity was set equal to 3.37. These conditions are summarized

below:

o Freestream Velocity = Unity

o Engine Face Velocity = 3.37

o Angle-of-Attack = 40 °

o Angle-of-Sideslip = 0 °

Predicted potential flow pressure distributions for a 40 ° and

70 ° drooped lip are shown in Figures 31 and 32 for static inlet

operation. Both droop angles were very effective in reducing the

peak lip velocity, with the 70 ° droop lip resulting in a factor

o£ 2 reduction compared to the zero degree droop. A qualitative

performance guideline was developed by correlating the maximum

velocity on the F-15 cowl lip at Mach 0.6 with inlet performance

data. It was £ound that a maximum lip velocity ratio (V/Veng-

-Face) of 6 corresponded to approximately a 1.5 percent loss in

recovery attributed to lip separation. This represented a

_easonable design goal, particularly at the high angles-of-attack

selected for the design condition and has been utilized to select

the lip droop angles.

Using the potential _low procedure, the maxium lip velocity

ratios were calculated as a function of angle of attack and lip

droop angle, Figure 33. The velocity ratio of approximately 6.2

was used to select the droop angles for the lip. Analysis of the

predicted velocity ratios indicates that a 40 degree drooped lip

would be satisfactory for the 40 degree angle of attack design

point. In addition, a 70 degree droop lip was selected to

provide maximum performance gains at the higher angles-of-attack,

e.g., up to 90 °. The 70 ° drooped lip also closely approximates a

bellmouth shape for the lower cowl lip region and thus should

provide significant recovery improvements at static operation.

23
VELOCITY

RATIO,

V/V-REF

0

22

i 1

................ PEAK VELOCITY

ZERO DROOP

24

,--- LIP KNEE

f EXTERNAL

I

26 28 30 32

FUSELAGE STATION, X -IN.

Figure 31. Predicted Lip Pressure Distribution

40 ° Drooped Lip - Static

VELOCITY

RATIO,

V/V-REF

8

0

22

1 I

................ PEAK VELOCITY

ZERO DROOP

r

24 26 28 30

FUSELAGE STATION, X - IN.

FLIP

(,NEE /f---INTERNAL

._/- EXTERNAL

32 34

Figure 32. Predicted Lip Pressure Distribution

70 ° Drooped Lip - Static

24
VMAX

VENGFACE

10

I 1 I I

V o= 80 KTS

r'lll/,

_30 °

0

0 10 20 30 40 50 60 70 80 90

ANGLE-OF-ATTACK, (x - DEG

Figure 33. Maximum Lip Velocity vs Droop Angle

The 40 ° and 70 ° droop angles represented the proper balance

between maximum lip velocity reduction and the potential for flow

separation occurring at the lip "knee". Lip knee separation will

start to degrade the overall performance benefits associated with

the drooped lip if the droop angles are too large.

2.5.2 Droopin_/Translatin_ Cowl Lip - Additional performance

improvements were thought possible with a drooped translating

lower cowl lip, i.e., a lip slat. The slat gap, i.e., spacing

between the translated lip and the main inlet, was determined

using the previously defined 2-D potential flow analysis procedure. A similar study for an axisymmetric inlet, Reference 9,

found that the optimum slat position, i.e., translation distance,

corresponded to equal slot gap peak velocities on both the slat

and the main inlet section. Thus, this same technique was

utilized here to optimize the gap for a lip slat having 40

25
degrees of deflection. The slat gap was varied until the

computed maximum peak velocities were equal, Figure 34. This

corresponded to a gap of approximately 4 inches, which is large

for a wing leading edge slat but very close to the results

obtained in the Reference 9 study. The slat and main inlet

section pressure distributions for the optimum translated lip

position are shown in Figure 35.

VSLATMA x

VMAINMAX

%

\

""-----o

2 3 4 5 6

_X - IN .......

.......... li:i:iiiiiiiii_iili _--,_.,,. ELEMENT

Figure 34. Slat Optimization

6 = 40 o _ = 40 °

Uo -- 80 Kts

26
14

V

VREF

12

10

4

INTERNAL ?

EXTERNAL--,

MAIN ELEMENT

EXTER_

10 15 20 25 30 35 40

X- IN.... ,0,,.

MAIN ELEMENT

Figure 35. Optimum Slat Velocity Distribution

= 40 ° 6 = 40 ° UEng Face = 3.37

2.5.3 Auxiliary Inlet Aerodynamic Design - The aerodynamic

design of the auxiliary inlets focused on defining the amount of

auxiliary inlet area required and the flow passage geometry.

Selection of auxiliary inlet area was based on empirical data

from MCAIR and U.S. Navy funded programs. Static a×isymmetric

inlet performance data for varying auxiliary inlet areas, Figure

36, were obtained from a MCAIR funded inlet development program.

These data indicated that auxiliary inlets containing a total of

approximately i00 percent of the main inlet throat area were

required to achieve the 95 percent or greater static recovery

used in advanced V/STOL VTOL performance estimates. This is

substantiated by the data obtained in a Navy funded inlet

development program, Reference i0, as shown in Figure 37. These

data also indicate that auxiliary inlets having approximately i00

27
percent of the main inlet area were required to achieve the 95

percent static inlet recovery. Therefore, each of the four

auxiliary inlets incorporated into the model was sized to have 35

percent of the main inlet throat area. All four auxiliary inlets

open would then provide 140 percent of the main inlet throat area

and the capability for parametric area variations to determine

the minimum required value.

1.00

L/D = 5.056

0.95

TOTAL

PRESSURE 0.90

RECOVERY,PT2 /

.;:iii

PT o 0.85 _

o.8o iiii!i

_1.4_

_0.4_ /

0.2

_UXILIARY INLET

AREA RATIO,

(Ath_)AUX

(Ath) MAIN

0.75 :i/ '

1.0 1.1 1.2 1.3 1.4

MAIN INLET CONTRACTION RATIO,\Ath/A(. IMAIN

L

Z- '-i

Figure 36. MCAIR Data Base for Auxiliary Inlet Design

Notes:

1. Pressure recovery values are

shown at a typical inlet

operating condition.

2 Test data available in

shaded area

GP_g

Auxiliary inlets having two different internal flowpaths were

designed using the 2-D potential flow analysis procedure. The

first, called the baseline or port design, utilizes simple

entrance and aft-ramps to form the flow passage, Figure 38. This

design maximizes the internal flow area for a given cutout in the

inlet. The second, called a door design, utilizes the same aft

ramp and incorporates a more streatnline flow path to minimize the

losses through the auxiliary inlet, Figure 39. This design,

however, results in a 60% reduction in auxiliary inlet flow area

for the same inlet cutout.

28
TOTAL

PRESSURE

RECOVERY,

PT2

PTo

0.98 ! i

W _/_T/(_T2 ATHROAT = 0.250

REQU,REO

FOR _ 0.350

Note_ic size requirements

0.2 0.4 0.6 0.8 1.0 1.2

AAUX INLET/ATHROAT

OP4_OIOH_

0.96

0.94

0.92

0.90

0.88

Figure 37. Grumman Data Base for Auxiliary Inlet Design

INTERNAL

FLOW

COWL LIP

R = il_: R 1/4t

LOWER COWL SURFACE

'R = 3/4t !

G P43.0466-54

Figure 38. Baseline ("Port") Design Auxiliary Inlet

Predicted velocity distributions for each design, shown in

Figures 40 through 45, indicate that both statically and at the

design condition, the port design results in a lower peak cowl

lip velocity than the door design, which should result in a

larger decrease in the lip losses. However, the port design does

result in higher peak velocities on the aft-ramp compared to the

29
door design. This

ramp and a loss

Therefore based on

both designs were

supersonic V/STOL

may result in flow separation over the aft

in overall auxilliary inlet performance.

the performance improvement potential of each,

selected for incorporation into the 2-D

inlet model.

INTERNAL

FLOW

COWL LIP _LOWER COWL SURFACE

R=I

4t

= 1/4t

G P43-0466-50

Figure 39. Door Design Auxiliary Inlet

12

10

I !

UEN G FACE = 1.0

STATIC

I

VELOCITY

RATIO

VNREF

4

0

20 30 40

Figure 40.

50 60 70 80 90 100

FUSELAGE STATION X - IN.

Predicted Lower Cowl Velocity Distribution

Baseline Auxiliary Inlet Static

110

G P43-0466-55

30
VELOCITY

RATIO

VNREF

12

10

6

4 |

0

20 30 40

I

J

UENG FACE = 3.37

FULL POWER

(x =0 °

\

LOWER COWL SURFACE - AFT RAMP

J

50 60 70

FUSELAGE STATION X - IN.

80 90 100 110

G P43-0466-56

Figure 41. Predicted Lower Cowl Velocity Distribution

Baseline Auxiliary Inlet 80 Kts _x = 0 °

VELOCITY

RATIO

VNREF

12 ' I I

UENG FACE ---- 3.37

FULL POWER

10 e_= 40°

4

k LOWER COWL SURFACE - AFT

--

RAMP

',----& I I i

0

20 30 40 50 60 70 80 90 100 110

FUSELAGE STATION X - IN. GP43-0466.57

Figure 42. Predicted Lower Cowl Velocity Distribution

Baseline Auxiliary Inlet 80 Kts _ = 40 °

31
12

10

8

VELOCITY

RATIO 6

VNREF

4 I

I I

UENGFACE----"1.0

STATIC

I

COWL

0

20 3O 40 50

FUSELAGE STATION X - IN.

| e

LOWER COWL SURFACE - AFT RAMP

60 70 80 90 100 110

G P43-0466-51

Figure 43. Predicted Lower Cowl Velocity Distribution

Door Auxiliary Inlet

Static

12

10

VELOCITY

RATIO

6

VNREF

0

2O

I I

UENGFACE= 3.37

FULL POWER

_x=0 °

ER COWL SURFACE - AFT RAMP

30 40 50 60 70 80 90

FUSELAGE STATION X - IN.

100 110

G P43-0466-52

Figure 44. Predicted Lower Cowl Velocity Distribution

Door Auxiliary Inlet 80 Kts (x = 0

32
VELOCITY

RATIO

VIVREF

12

10

4

0

20

| i ' "

UENG FACE = 3.37

FULL POWER

ee= 40°

!

A!

,,o

COWL

30 40 50

I i I

LOWER COWL SURFACE - AFT RAMP

I I I I I

60 70 80 90

FUSELAGE STATION X - IN.

Figure 45. Predicted Lower Cowl Velocity Distribution

Door Auxiliary Inlet 80 Kts _ = 40 °

100 110

G P43-O44J6.S3

33
3. WIND TUNNEL MODEL

The wind tunnel model is a two-dimensional, two ramp inlet

of capture aspect ratio 0.724 (H/W) and capture area of 836.77

cm 2 (129.7 in2). The first ramp is fixed at 8 ° of compression

and the second compression ramp is variable, as is the subsonic

diffuser ralnp. The subsonic contraction ratio, Ai/Ath, is 1.041.

The inlet model is 43 percent scale based on the GE F404

engine (35 percent scale based on P&WA FI00 engine). It incorporates a variable geometry cowl lip and four auxiliary inlets for

static and low speed/high angle of attack performance improvement. Instrumentation is extensive and provides the necessary

data to aid in developing prediction methodologies for low speed

inlet performance.

The inlet model, shown in Figure 46, is constructed in 4

sections, the inlet section, forward auxiliary inlet section,

diffuser section, and an interface flange to mount the model in

the 9x15 ft tunnel.

34

Figure 46. Wind Tunnel Model

ORIGINAL PAGE

BLACK AND WHITE PHOTOGRAPH

GP43-0466-9
3.1 INLET SECTION - The model was provided with three inlet

sections, the baseline 2-D inlet supplied by MCAIR, a thick lip

inlet section supplied by NASA, and a vertical ramp inlet section

(similar to an F-4 integration) also supplied by NASA. The three

inlet sections are interchangeable.

3.1.1 Basic 2-D Inlet Section - The 2-D inlet section is

79.50 cm (31.3 in) long and houses the two compression ramps and

the variable geometry cowl lip hardware necessary to both droop

and translate the lip forward. The cowl lip incorporated into

the inlet is scaled from the F-15 inlet system. Inlet sideplates

are of different thickness, the righthand sideplate is scaled

from the F-15, while the lefthand sideplate is sized to provide

sufficient room for the model instrumentation. Sideplate leading

edges are sharp and similar in contour to the F-15 inlet

sideplates.

Variable geometry cowl lip hardware consists of a cowl lip

which is fastened to various brackets which are part of the

sideplates. These lip brackets are designed to provide droop

angles of 0 °, 40 ° , and 70 ° , and also to droop the lip 40 ° with

forward translations of 5.08, 10.16, and 15.24 cm (2, 4, and 6

in). The drooped cowl lip rotates about a circular arc element,

termed the knee. Drooped lip positions are shown in Figure 47.

The drooped translated cowl lip exposes the complete knee to the

flow, as it opens a slot between cowl lip and knee, Figure 48.

3.1.2 Thick Lip Inlet Section - The thick lip inlet section

is 119.38 cm (47.0 in) long, with an a×isymmetric entrance of

34.51 cm (13.59 in) diameter with a lip contour taken from the

Citation inlet (NASA drawing NASA CF854668). The thick lip inlet

approches a bellmouth inlet design, lip contraction ratio = 1.47

= Ai/Ath, thus eliminating lip separation in order to provide an

upper inlet performance limit. The internal contour transitions

from a circular cross section to the rectangular shape of the

baseline 2-D inlet section as shown in Figure 49. The thick lip

inlet section does not provide for the use of variable geometry

hardware.

35
._ C__

Figure 47.

BASELINE LIP

s j•

i 'S _ /

• .,, ,t ,I

" I /

40 ° DROOP LIP "C''" / t

I /

70 ° DROOP LIP

G P43-0466-8

Drooped Cowl Lip Positions

fKNEE

__ _ _.ow / _._oc_l

/I I'_I_'N) I

,f G P43,.0466-7

4.724 cm

(1.86 IN.)

Figure 48. Drooped and Translated Cowl Lip - Schematic of Aerodynamic Surfaces

36
34.51cm

(13.59IN.)

-,,-.A

119.38 cm (47.0 IN.) ----

--='- C

•..._ C

C-C

GP43-0577-2

Figure 49. Thick Lip Inlet Section

3.1.3 Vertical Ramp Inlet Section - This section consists

of the same hardware as the baseline 2-D inlet, but has two

additional sideplates, supplied by NASA-Lewis, which are cut back

to the cowl lip highlight. The vertical ramp inlet is tested by

rotating the inlet 90 ° , thus, placing the compression camps in a

vertical position such as in the F-4 inlet integration. This

test ,node exposes the inlet sideplates to the freestream airflow

at angle of attack. To improve the performance of this

configuration, cutback sideplates, Figure 50, were fabricated by

NASA. The cutback sideplates incorporate a full radius leading

edge, to minimize the flow separation at angle of attack.

37
BASELINE SlDEPLATES

INTERNAL

FLOW

I

CUTBACK SlDEPLATES

f

C]

INTERNAL

FLOW

! I

I I

_ TFigure 50. Vertical Ramp Inlet

GP43-0486-11

Planview of Baseline Sideplate vs Retracted Sideplates

3.2 FOR_ARD AUXILIARY INLET SECTION - The forward auxiliary

inlet section is 76.2 cm (30 in) long and houses the four

auxiliary inlets and the variable subsonic diffuser ramp. %he

section is assembled in four parts and has sharp internal

corners, as shown in Figure 51. %Jith the subsonic diffuser ramp

full up, the internal duct is a square of 24.62 cm (9.69 in) on a

side, and is of constant area through this section. Each of the

4 pieces, top, bottom, left, and right sides are of different

thicknesses. These different wall thickness values result in

auxiliary inlets with different contraction ratios. _he

respective (viewed from the front) auxiliary inlet contraction

ratios are:

o top - 1.993

o right - 1.237

o bottom - 1.362

o left - 1.478

38
12.446 cm

(4.900. IN.)

6.368 cm

(2.507 IN )

4,724 cm

(1.860 IN.)

2.946 cm

"-- (1.160 IN.)

_-- 76.2 cm (30.0 IN.)

%

l I I /

l

a) FORWARD AUXILIARY INLET SECTION

G P43-0466-1

PORT AUXILIARY INLET

_J

_ ' ' Ai -I

DOOR AUXILIARY INLET

I _ A_ _I

I - I

b) AUXILIARY INLET DESIGNS

O P43-044184

PORT DESIGN

LOCATION Ai Ath CR

TOP 404.2 cm 2 (62.65 IN. 2) 213.5 cm 2 (33.1 IN. 2) 1.893

LEFT SIDE 315.7 cm 2 (48.93 IN. 2) 213.5 cm 2 (33.1 IN. 2) 1.478

BOTTOM 290.9 cm 2 (45.09 IN. 2) 213.5 cm 2 (33.1 IN. 2) 1.362

RIGHT SIDE 264.1 cm 2 (40.94 IN. 2) 213.5 cm 2 (33.1 IN. 2) 1.237

DOOR DESIGN

LEFT SIDE 315.7 cm 2 (48.93 IN. 2) 78.7 cm 2 (12.20 IN. 2) 4.012

O P43-05T7"4

c) AUXILIARY INLET CONTRACTION RATIOS

Figure 51. Forward Auxiliary Inlet Section

39
Auxiliary inlets are located on the top, bottoln, left, and

right sides of the auxiliary inlet section. Two different

auxiliary inlet designs are incorporated into the section, the

port and the door design, Figure 51. When the auxiliary inlets

are closed off, inner and outer cover plates are installed to

maintain both internal and external moldline. Both of the

auxiliary inlet designs are assembled as a unit and then inserted

into the forward auxiliary inlet section. A port design

a,]xiliary inlet is shown in Figure 52.

GP43.0466-12

Figure 52. Typical Auxiliary Inlet Assembly

Top Auxiliary Inlet, Port Design

The port design represents a simple auxiliary inlet concept.

Details are shown in Figure 53 for the left auxiliary inlet.

Each port is designed to have a throat area of 35% of the main

inlet low speed throat area. Therefore, using all four auxiliary

inlets would provide 140% of the main inlet low speed throat

area. The radii on the flow surface of both the forward and aft

ramps are held at a constant ratio to the auxiliary inlet thickness for all four port auxiliary inlet designs. Coverplates to

4O ORIGINAE PAGE

BLACK AND WHITE PHOTOGRAPH
close o_f the entrance area into the port design auxiliary inlets

were fabricated by NAsA Lewis. This provides a model of a simple

sliding door used to close off the auxiliary inlets when not

needed, leaving a cavity exposed to the internal flow, Figure 54.

_, 51.44 cm (20.25 IN.) . _[

, _ 25.66 cm (10.10 IN.) I [

o . L - 6.3 crn

INTERNAL FLOW _i ,l

Figure 53. Port Design Auxiliary Inlet

General Layout

GP43-0466-19

INTERNAL GP43-0480-10

FLOW

Figure 54. Cover Plate Installation on Port Design Auxiliary Inlet

The door design auxiliary inlet represents a concept in

which a cover or door would swing into the inlet duct to provide

a more refined flow passage for the auxiliary inlet. This design

was required to have the same highlight area as the port design

to insure fitting in the common auxiliary inlet cutout in the

forward auxiliary inlet section. This constraint limited the

flow area to only 13% of the main inlet low speed throat area.

Details of this design are shown in Figure 55. The door design

uses the same aft ramp as the port design auxiliary inlet. This

auxiliary inlet design was fabricated for the left side only.

41
INTERNAL

FLOW

f

6.368 cm

(2.507 IN.)

Figure 55. Door Design Auxiliary Inlet

General Layout

GP43-0466-28

Sideplates for the door design auxiliary inlets were

fabricated by NASA Lewis. These sideplates served to contain the

flow along the sides of the internal flowpath, thus preventing

flow from spilling around the door into the internal duct. The

auxiliary inlet sideplates are shown schematically in Figure 56.

DOOR DESIGN DOOR WITH SIDEPLATES

DESIGN

G P43.0209-132

Figure 56. Auxiliary Inlet Door Designs

The subsonic diffuser ramp is fully up in the low speed test

mode which corresponds to zero degree second ramp deflection. In

order to use the top auxiliary inlet, a plate in the diffuser

camp is removed to open the auxiliary inlet airflow passage.

When testing supersonically the plate would be installed in the

diffuser ramp, and an alternate top auxiliary inlet housing would

be installed. The auxiliary housing contains a jack screw to

support the center of the ramp for the loads encountered during

supersonic testing, Figure 57.

42
RAMP CENTER SUPPORT --_

--'i

GP43-0466.22

Figure 57. Diffuser Ramp Center Support for Supersonic Operation

3.3 DIFFUSER SECTION - The diffuser section is 60.96 cm (24 in)

long and provides the transition from a 24.61 cm (9.69 in) square

cross section to a 30.48 cm (12 in) diameter circular cross

section at the diffuser exit, Figure 58. The diffuser section

has an area ratio of 1.205 and zero offset. This section provides all of the diffusion in the low speed test mode. In supersonic testing, additional diffusion would be provided in the

forward auxiliary section due to the subsonic diffuser ramp being

deflected. The supersonic diffuser area ratio is 1.915.

3.4 INTERFACE FLANGE - The interface flange section, shown in

Figure 59, is 12.57 cm (4.95 in) long and provides an interface

to connect the inlet model to the 9 x 15 ft Low Speed Wind Tunnel

support system. In addition, the model i_strumentation lines are

redistributed around the flange.

43
LEFT SIDE VIEW

50.80 cm

(20.00 IN.)

DIA

Figure 58. Diffuser Section

Left Side and Top View Showing Instrumentation Channel Covers

(Part 1 of 2)

G P43-0466-23

44
FORWARDFACE

l_ Q. i"

I I_,, _

F tit- 24 61 cm L-_" I_ [___:if- c9.69_N.)--_!/!

_-_, I S_

•,_,, _--.______-__--

Figure 58. (Continued) Diffuser Section

Forward and Aft Faces

(Part 2 of 2)

AFT FACE

"_,.--:----_' 30.48 cm i t'("_'_'_1! :I

-_- _,_, , . (12.0 IN.) ---_I,;"

_'.----------_ \ DIA j: _.

G P43.0466-24

,,,-,.

B-B

50.80 cm

(20.00 IN. 30.48 cm 60.96 cm

DIA IN.) (24.00 IN.)

DIA DIA

B

-...,.j

Figure 59. Interface Flange Section

Cross-Section View

GP43_466-26

45
4. MODEL INSTRUMENTATION

The model is highly instrumented with static taps and total

pressure pcobes to provide an internal flow data base sufficient

for development of inlet performance prediction techniques. A

total of 155 static and 70 total pressure measurements are

provided. Model instrumentation is contained completely between

the inside and outside moldlines.

Instrumentation lines are provided with quick disconnects at

each model section interface to facilitate model assembly/

disassembly. All of the parametric hardware has its own integral

instrumentation and is connected to the model through quick

disconnects. A typical example of the instrumentation routing is

shown in Figure 60 for the interface between the 2-D inlet

section and the forward auxiliary inlet section. Access to the

instrumentation is provided by an extensive array of removable

coverplates.

0

Figure 60. Details of Instrumentation Routing

G P43-0486-14

46 ORIGINAL PAGE

BLACK AND WHITE PHOTOGRAPH
Instrumentation locations are defined with reference to the

model coordinate system shown in Figure 61. Coordinates of the

instrumentation locations are provided in the following paragraphs for each model section.

-y

...... m_

I

m -4

|

I

SIDE VIEW

.... mm_m_ ........

(o, o, o)

---X

f

i

GP43-0466-58

TOP VIEW

Figure 61. Definition of Model Coordinate System

4.1 INLET SECTION - Each of the three different inlet sections,

i.e., basic, thick lip, and vertical ramp, contain both static

and total pressure instrumentation as described below.

4.1.1 Basic 2-D Inlet Section - The sideplates, cowl lip,

and the cowl lip slat knee of the basic 2-D inlet section are

instrumented. A total of 20 total pressures and 44 static

pressures are contained in this section.

Each inlet sideplate has 8 static pressure taps on the

inside surface, Figure 62. The inlet sideplate static pressures

47
are located in 4 pairs, each on a waterline with the forward tap

approximately 1 inch behind the sideplate leading edge. The aft

tap is approximately 2 inches behind the forward tap.

ORIGINAl.: PAGE

BLACK AND WHITE PHOTOGRAPH

SIDEPLATE STATIC PRESSURE

COORDINATES

X Y Z

2.80 - 100

4.70 - 1.00

9.95 - 4 64

11 90 - 4,64

16.95 -8.28

19.20 -828

23.35 -12.12

25.30 -12.12

2.80 - 1.00

4.70 - 1.00

9.95 -4.64

11.90 - 4.64

1695 -8.28

19.20 -828

23.35 - 12.12

25.30 -12.12

4845

4.845

-4.845

-4845

NOt_ Ai! _IL]_S _fe rl I!1( meg

Figure 62. Cowl Sideplate Instrumentation

8 Static

Pressures

on Each

Sideplate

G P43-0466-49

48
The cowl lip has two removable I0 probe total pressure

corner rakes and 20 Static pressure taps, and the knee has 8

static pressures. Tap/probe locations are given in Figure 63 for

the baseline lip position. Static pressures are located on the

centerline; I0 on the top surface and i0 on the bottom surface.

The I0 probe total pressure corner rakes were not used during the

test. Instrumentation lines are routed to the side of the cowl

lip, where they are picked up by a connector in the cowl lip

sideplate, Figure 64. This connector is an integral part of the

cowl lip sideplate and provides routing for lip instrumentation

to the main inlet section, even when the lip is drooped or

translated forward.

The knee instrumentation consists of 8 static pressures

located on the centerline. When the cowl lip is translated

forward, the knee is exposed to flow through the slot gap as

shown schematically in Figure 65.

4. I. 2 Thick Lip Inlet Section - The

instrumentation consists of 12 static

circumferential ly at the inlet entrance,

pressures, and internal static pressures.

thick lip inlet

pressures located

external static

Both external and

internal static pressures are located along the centerline of the

inlet bottom surface (i.e., 180 ° position). Instrumentation

definition is given in Figure 66.

4.1.3 Vertical Ramp Inlet Section - The vertical ramp inlet

instrumentation is identical to that on the 2-D Baseline Inlet

Section. However, when the cutback sideplates are installed the

cowl lip and inlet sideplate instrumentation is not used due to a

lack of sufficient roo,n to route the instrumentation through the

section.

49
• 2 REMOVABLE 10-PROBE

TOTAL PRESSURE CORNER RAKES

J

t 45 °

• 20 CENTERLINE STATIC PRESSURES

ON COWL LIP

• 8 CENTERLINE STATIC PRESSURES

ON KNEE

COWL LIP STATIC PRESSURE TOTAL PRESSURE CORNER RAKE

COORDINATES COORDINATES

X Y Z X Y Z

INTERNAL SURFACE

22.80 - 13.39

23.05 - 1329

23.45 - 1323

24.00 - 13.34

24 54 - 13.39

24 98 - 13.49

2572 - 13.54

2662 - 13.59

27.55 - 13.64

28.42 - 13.64

EXTERNAL SURFACE

2305 - 1364

23.35 - 1399

2366 - 13 91

2411 -14.10

2452 - 1425

24.96 - 14 40

25.56 - 14 57

26,22 -14 73

26.86 - 1486

2750 - 1497

2345

0 2345

0 23.45

INTERNAL SURFACE

-12.723 -3932

-12678 -3.887

- 12634 -3.843

- 12589 -3.798

- 12545 -3.754

-12500 -3709

-12.456 -3665

-12,411 -3.620

-12.367 - 3.576

-12322 -3.531

23.45

EXTERNAL SURFACE

-12.723 3932

-12678 3.887

-12 634 3843

-12.589 3798

-12545 3.754

-12500 3.709

-12456 3.665

-12411 3620

-12367 3 576

-12322 3.531

Nole All values ,_rein ,nches

KNEE STATIC PRESSURE

COORDINATES

X Y Z

28.43 -15.12

2840 -1493

2843 - 1461

28.53 -1439

2866 -1411

2888 -1399

2908 - 1379

2938 - 1369

Figure 63. Cowl Lip Instrumentation

Baseline Lip

Gp43.0209-94

5O
ORIGINAL PAGE

BLACK AND WHITE PHOTOGRAPH

Figure 64. Cowl Lip Instrumentation Routing

Baseline Lip Configuration Shown - Bottom Cover Removed

to Show Internal Instrumentation Lines

G P43-0466-13

G P43-0209-93

Figure 65. Cowl Lip Instrumentation

Drooped and Translated Lip

51
•-.--. A

_mm_

270"--

LILI/lll/IJ. IJ, U U U U LILII

I.Iill

L,

0 °

180 °

90°

A-A

CIRCUMFERENTIAL STATIC

PRESSURE

_, DEG

15

45

75

105

135

165

195

225

255

285

315

345

CENTERLINE STATIC PRESSURES

EXTERNAL INTERNAL

FS, IN. FS, IN. FS, IN. FS, IN. FS, IN.

0.000 27.123

0.106

0.424

0.848

1.377

1.801

2.331

2.861

3.390

3.814

0.106 7.099 17.164

0.424 8.158 18.117

0.848 9.112 19.177

1.377 10.171 20.131

1.801 11.125 21.190

2.331 12.184 22.144

3.073 13.138 23.203

4.132 14.091 24.157

5.086 15.151 25.110

6.145 16.104 26.170

Figure 66. Thick Lip Inlet Instrumentation

GP43-0577.1

52
4.2 FORWARD AUXILIARY INLET SECTION - Forward auxiliary inlet

section instrumentation consists of a removable i0 probe total

pressure rake located 25.27 cm (9.95 in) behind the lip highlight

of the basic 2-D inlet, and the static and total pressures

associated with each auxiliary inlet. The instrumentation is

schematically shown in Figure 67 and is discussed below for each

of the three possible auxiliary inlet configurations, closed,

port design, and the door design.

For the closed auxiliary inlets, the instrumentation

consists of 4 static pressures on the centerline of each inside

cover plate. These provide a measurement of the internal

pressures on each of the 4 forward auxiliary inlet section walls,

Figure 67.

The port and door design auxiliary inlet instrumentation is

shown schematically in Figure 68. The aft ramp has i0 static

pressures on the centerline and a removable i0 probe total

pressure rake. The total pressure rake is located to measure the

pressure profile of the auxiliary inlet airflow as it enters the

main inlet duct flow. The forward ramp of the port design

auxiliary inlet has I0 static pressures along the centerline,

Figure 68. The door design has 20 static pressures on the door,

I0 each on the centerline of the internal and external surfaces.

Instrumentation locations are provided in Figure 68.

4.3 DIFFUSER SECTION - The diffuser instrumentation consists of

20 static pressures. These static pressure taps are positioned 5

each on the top, right, bottom, and left sides of the diffuser

along the model centerline, Figure 69.

53
rI I

I I

' 0 '

FS 79,50 (31.3)

i

I

• TEN PROBE TOTAL PRESSURE RAKE ON

BO]-FOM SURFACE WITH 1 STATIC PRESSURE TAP

FS 155.70 (61.3)

I

I

.... -AO- .... O .... -O .....

O O

I

I

O_

0 .... _ .... O_

• I

nn i

• FOUR STATIC PRESSURE TAPS ON CENTERLINE

OF EACH AUXILIARY iNLET COVERPLATE

INSTRUMENTATION COORDINATES

STATIC PRESSURES

X Y Z

38.20 -389 0

TOP 4361 49.03 1 1

54.44 -3.89 0

38.20 -8,745 -4845

LEFT 4361 1 1

I 4903

t 5444 -8,745 -4845 3275 - 13556 0

38 20 [ 1

BOTTOM 43.61

/

49.03

54.44 - 13.556 0

----3

3820 -8745 4.845

RI(_HT 436149,03 1 l

54.44 -8745 4845

TOTAL PRESSURES

X y Z

32.75 -13,465 0

- 13.345

-13,162

-12.979

-12676

-12278

-11.880

-11.482

-11.084

32,75 - 10.686

(_ P43-0209-91

Note All values are m inches

Figure 67. Forward Auxiliary Inlet Section Instrumentation

Auxiliary Inlets Closed

54
PORT AUXILIARY INLET

DOOR AUXLILIARY INLET

O P43-o4@@.5

Figure 68. Auxiliary Inlet Instrumentation

(Part 1 of 5)

4.4 ENGINE FACE RAKE - The engine face rake used in the low

speed testing was provided by NASA-LeRC. It is an eight leg

design and has a total of 144 total pressure probes, 16 static

pressures, and 8 dynamic total pressures. A total of 72 total

pressure probes are utilized to measure flow direction. The

general arrangement of the rake and the location of the static

and dynamic total pressures are shown in Figure 70. A typical

rake leg and location of the total pressure probes and the flow

swirl probes are shown in Figure 71. Flow swirl probes are

positioned to measure circumferential flow angularities at 2

radial stations on each rake leg, and radial flow angularities at

one station along each leg.

4.5 INSTRUMENTATION SUMMARY - The inlet model is extensively

instrumented from the ramp leading edge back to the engine face

The instrumentation shown in a sheer view, Figure 72, represents

the top auxiliary inlet port design and the bottom auxiliary

inlet closed. The planview, Figure 73, represents the

instrumentation associated with both port and door auxiliary

inlets.

55
(a) TOP AUXILIARY INLET

FORWARD

RAMP

t

EXTERNAL

p

DOOR

INTERNAL

L

AFT

RAMP

STATIC PRESSURES

X Y Z

38.12 1.00 0

38.77 0.82

39.20 0.53

39.55 0.09

39.90 - 0.39

40.24 - 0.83

40.62 - 1,31

40.99 - 1.80

41.32 - 2.27

41.68 - 2.71 0

38.10 1.00 0

39.57 0.40

40.96 -0.38

42.30 - 1.15

43.65 - 1.95

45.01 -2.71

46,36 -3.48

47.70 -4.25

49.05 - 5.02

50.40 - 5.81 0

38.46 -3.95

39.75 -4.19

41.03 -4.42

42.32 - 4.68

43.64 -4.92

44.90 -5.17

46.22 -5.42

47.56 - 5.68

48.87 - 5.90

50.18 -6.15

51.06 1.00

50.24 0.77

49.65 0.10

49.45 - 0.75

49.77 - 1.57

50.29 - 2.27

50.85 - 2.92

51.53 - 3.46

52.37 - 3.78

53.25 - 3.89

Figure 68. (Continued) Auxiliary Inlet Instrumentation

(Part 2 of 5)

Note: All values are _n _nches

TOTAL PRESSURES

X Y Z

53.25 0

53.25 0

- 3.981

- 4.103

- 4.286

- 4.683

- 5.080

- 5.477

- 5.874

- 6.057

- 6.179

- 6.403

G P43-0466.67

56
(b) LEFT SIDE AUXILIARY INLET

l

FORWARD

RAMP

EXTERNAL

DOOR

INTERNAL

[

AFT

RAMP

STATIC PRESSURES

X Y Z

42.01 - 8.745

42.35

42.62

42.87

43.07

43.27

43.48

43.70

43.90

44.10 -8.745

-7.35

-7.27

-7.06

-6.78

- 6.49

-6.12

- 5.97

- 5.66

- 5.37

-5.17

44.88

42.79

43.77

44.79

45.78

46.78

47.89

48.88

50.00

50.87

-8.745

-8.745

- 7.35

- 7.02

-6,47

- 5.95

-5.45

-4.90

- 4.33

-3.80

-3.23

- 2.78

42.00

42,95

43.80

44.87

45.78

46.80

47.73

48.70

49.64

50.58

-8.745

-8.745

-4.843

-4.633

-4.353

-4.113

-3.853

- 3.539

- 3.333

- 3.063

- 2.823

- 2.537

52.05

51.6

51.29

51.18

51.29

51.65

51.84

52.17

52,57

53.05

-8.745

-8.745

-7.35

-7,24

-6.93

-6.46

-6.07

-5.73

-5.35

- 5.07

-4.91

-4.83

TOTAL PRESSURES

X Y Z

53.05 -8.745 -4.742

-4.620

-4.437

-4.040

- 3.643

- 3.246

- 2.849

- 2.666

- 5.544

- 2.320 53.05 -8.745

Figure 68. (Continued) Auxiliary Inlet Instrumentation

(Part 3 of 5)

Note: All values are in inches

G P43.0466-68

57
(C) BOTTOM AUXILIARY INLET

FORWARD

RAMP

EXTERNAL

DOOR

INTERNAL

AFT

RAMP

L

STATIC PRESSURES

X Y Z

43.03 -15.466

43.31 -15.366

43.52 -15.196

43.69 - 14.996

43,84 - 14.776

44.01 -14.596

44,15 -14.436

44,32 -14.236

44.46 -14.036

44.62 -13.836

43.07 -15.446

44,02 -15.056

44.94 -14.625

45.82 -14186

46.76 -13.726

47.67 -13.276

48.59 -12.826

49.48 -12.416

50.38 -11.946

51.29 -11.526

43.18 -13.566

44.07 -13.306

44.93 -13.046

45.73 -12.806

46.58 -12.566

47.43 -12.316

48.29 -12.056

49.15 - 11,816

50.03 -11.576

5089 -11.316

52,32 -15.446

51.91 - 15,286

51.73 - 15.016

5t.71 - 14.666

5t.84 - 14.426

52.04 -14.196

52.20 -13,956

52.45 -13.776

52.73 -13.616

53.09 -13.556

TOTAL PRESSURES

X Y Z

53,25 0

53,25

-13.465

-t3,343

-13.160

-12.763

-h2.366

- 11969

- 11.572

- tl.389

-11.267

-tl.043

Note: All values are m _nches

G P43.0466-69

Figure 68. (Continued) Auxiliary Inlet Instrumentation

(Part 4 of 5)

58
(d) RIGHT SIDE AUXILIARY INLET

1

FORWARD

RAMP

EXTERNAL

DOOR

INTERNAL l

_,FT

RAMP

STATIC PRESSURES

X Y Z

44.088 -8.745

44.338

44.488

44.538

44.638

44.738

44.788

44.888

44,948

45.038 -8.745

6.003

5.953

5.803

5,703

5.603

5.473

5.383

5.283

5,183

5.053

44,538

45.258

45.978

46.738

47.418

48.168

48,938

49.668

50,408

51.178

- 8.745

-8.745

5,903

5.583

5.223

4.836

4.503

4.173

3.823

3,463

3.103

2.703

44.488

45.218

45.958

46.658

47.408

48.158

48.928

49.658

50.408

51.168

-8.745

-8.745

4.773

4.523

4.293

4.043

3.783

3.543

3.293

3.043

2.813

2,543

52.630

52.420

52.270

52,250

52.35O

52.470

52.580

52.720

52.900

53.140

-8,745

- 8.745

6.003

5.923

5.753

5.553

5,353

5.223

5.073

4.933

4.853

4.833

TOTAL PRESSURES

X Y Z

53.14 -8,745

53.14 - 8.745

4.742

4,620

4.437

4.040

3.643

3. 246

2.849

2.666

2.544

2.320

Note: All values are m inches

G P43-0466-70

Figure 68. (Concluded) Auxiliary Inlet Instrumentation

(Part 5 of 5)

59
; ....i

OFS 155.70 (61,3) FS 216.66 (85.3)

.--0- .... <)" .... 0----0 ..... <_

<_ .... <)".... 0----0 ..... <)-

STATIC PRESSURE COORDINATES

X Y Z

TOP

LEFT

BOTTOM

62.90 -3.891 0

68.10 -3.725 1

73.30 -3.475

78.30 -3.186

83.70 - 2.836 0

62.90 - 8.745 - 4. 854

68.10 _ - 5.020

73.30 78.30 1 -- 5.27O 5.559

83.70 - 8.745 - 5.909

62.90 -13.599 0

68.10 -13.765

73.30 -14.015

78.30 -14.304

83.70 -14.654 0

62.90 -8.745 4.854

68.10 1 5.020

RIGHT 73.30 5.270

78.30 5.559 83.70 -8.745 5.909

Note: All values are in inches

Figure 69. Diffuser Section Instrumentation

G P43-0466-4

60
o

4.8 IN.

\

12.0 IN.

Legend

O Static pressure

[] Dynamic total

pressure

144 total

pressures

270 =

Figure 70.

180"

Engine Face Rake Arrangement

G P43-0209-104

HUB DIAMETER

0 0 0 0

STEADY-STATE TOTAL PRESSURE

STEADY-STATE + DYNAMIC TOTAL / J

PRESSURE PROBE

L PROBES

o ooo o _ o ooo

ENGINE FACE

RAKE DIAMETER

Legend

o Steady-state total pressure probe

Figure 71. Typical Rake Leg

Engine Face Rake Assembly

GP43_)209-105

61
"-. I- ) _ °

_NLET

s_DEPLATE

ST ATtGS

(,BpLACES)

GP43,0466"3

Figure 72. sheer View o! Model instrumentation

Figure 73. plan View o! Model instrumentation

62
5. FACILITY

The low speed testing was conducted in the NASA-Lewis 9x15

ft Low Speed Wind Tunnel, Reference ii. The 9x15 ft wind tunnel

is located in the return leg of the 8x6 ft Supersonic Wind

Tunnel, Figure 74, and is capable of speeds from 26 knots to 152

knots.

NO. 3

2,74 BY 4,58 METER

(9 X 15) LOW SPEED

TEST

NO. 2

MUFFLER

NO, 4

NO, 5 DO(

AIR

NO, 1 DC

EXHAUST

(PSL AND ERR)

-NO, 7 DOOR

8x6 DIFFUSER

\_ BY 1.83 METER

(8 x 6) SUPERSONIC

TEST SECTION

FLEXIBLE

NOZZLE

BALANCE CHAMBER

;OR

MOTORS

Figure 74. NASA Lewis Research Center 8 x 6 Ft and 9 x 15 Ft Wind Tunnels

QP43_20=.101

The wind tunnel components are a flow control section, a

cooler/flow straightener, a settling section, an inlet section,

the test section, a diffuser section, and an exit. A schematic

is shown in Figure 75. The flow control is provided by a pair of

doors located on each side of the tunnel. Opening these doors

will vary the test section velocity. The cooler/flow

straightener is a finned-tube water heat exchanger and is used to

control the entrance temperature to the compressor, and provides

a uniform temperature level in the low speed test section. The

settling chamber is 650 cooler tube diameters long and serves to

damp out most of the turbulence generated through the cooler.

63
The inlet section has a contraction ratio of 8:1 and provides

constant axial acceleration of the tunnel airstream. Test

station walls are diverged slightly to account for boundary layer

buildup. Tunnel side walls of the test section are slotted to

reduce interference to a minimum value and have a porosity of ii

percent. Four plexiglass windows in the walls and one in the

ceiling provide illumination of the model and a direct view of

the model.

STATION:

236 124.3 56.3 27.7

•,,------EXIT _- _- DIFFUSER---,.._-TEST-,- -,-INLET--,-

SECTION

,%

DIFFUSER

BULKHEAD_

0 -80 - 152

,,,,,--- SETTLINGSECTION_ FLOW CONTROL ._

SECTION /

- -----1 --

I I CONTROL FLOW

• _ I DOOR

TUNNEL %- AUXILIARYEQUIPMENT _-- COOLER(FLOW

SUPPORTS ROOM STRAIGHTER)

G P43-0466-16

Figure 75. Schematic Elevation View of 2.72 x 4.58 Meter (9 x 15 Ft) VISTOL Facility

Drawing Not to Scale

5.1 MODEL SUPPORT - The wind tunnel model installation hardware

provides the means to hold the model in the wind tunnel, a

suction system to vary inlet airflow, and the ability to rotate

the model for angle of attack variations. This tunnel support

system consists o_ a 60.96 cm (24.0 in) diameter housing to which

the model is attached, a 25.4 cm (i0.0 in) diameter pipe which is

attached to a turntable under the tunnel floor, and a 40.64 cm

64
(16.0 in) diameter suction pipe which extends through the tunnel

ceiling, Figure 76. The hoLlsing provides the attachment point

for the model, and routing for all instr:Imentation lines. The

engine face rake is supported in the housing assembly. The 25.4

cm (i0.0 in) diameter pipe provides support for the model assembly and is attached to the turntable which rotates the model.

The 40.64 cm (16.0 in) pipe provides suction to the model for

varying inlet airflow.

6IN.

;UCTION LINE

10 IN.

SUPPORT

Figure 76. Model Support in 9 x 15 Ft Tunnel

G P43-0466-15

ORIGINAE PAGE

BLACK AND WHITE PHOTOGRAPH

65
6. WIND TUNNEL TEST RESULTS

A total of 26 different configurations were tested in the

NASA LeRC 9 x 15 foot low speed wind tunnel. These configurations were based on parametric variations of the flow improvement

features incorporated into the 2-D supersonic V/STOL inlet system

model described in Sections 2.0 and 3.0, e.g., variable geometry

cowl lip and auxiliary inlets. Parametrics were conducted using

three basic inlet model arrangements, thick lip, sharp lip, and

vertical ramp.

A summary of each model arrangement and the performance of

the 26 configurations are discussed in the following sections.

These sections deal with flow inprovement techniques incorporated

into each of the three basic inlet model arrangements. Performance data includes recovery, average turbulence, distortion, and

flow diagnostic data. A complete set of data for all tested

configurations can be found in Appendix A of this report. All

performance data were developed for the P&WA FI00 engine airflow

as it provides a direct comparison with a wide range of inlet

systems associated with current production aircraft and

propulsion research projects.

6.1 MODEL ARRANGEMENTS - The wind tunnel model was tested in

three major arrangements; the thick lip inlet, sharp lip inlet,

and the vertical ramp inlet.

The thick lip inlet arrangement was tested to provide an

upper benchmark for inlet low speed performance, Figure 77. The

thick lip inlet had the corner fillets installed and was tested

with each port design auxiliary inlet open individually. The

door auxiliary inlet design was tested with and without the

sideplates attached. This data provided the performance and a

calibration of each auxiliary inlet.

66
ORIGINAE PAGE

BLACK AND WHITE PHOTOGRAPH

G P43-0466-2

Figure 77. Thick Lip Inlet Section Installed on Model

The sharp lip inlet was tested to provide an evaluation of

the basic inlet performance at low speed, and the effect of the

flow improvement devices, Figure 76. This configuration was

tested with: all auxiliary inlets closed, with and without the

corner fillets installed, all 4 port design auxiliary inlets

open, all 4 cavities open, the ramp side cavity only open, the

port and door design auxiliary inlets on the left side open, the

cowl lip drooped 40 ° and 70 ° with and without all 4 port design

auxiliary inlets open, and the cowl lip drooped 40 ° and translated forward 5.08, 10.16, and 15.24 cm (2, 4 and 6 in) with all

auxiliary inlets closed.

The vertical ramp inlet arrangement was tested with the full

(standard) and retracted sideplates. Each sideplate configuration was tested with the 4 auxiliary inlets closed, and with only

the ramp side auxiliary inlet closed, the 3 others have the port

design auxiliary inlet installed and open. The vertical ramp

67
configuration, when tested with the baseline sideplates, also

provided a pure sideslip test condition for the sharp lip 2-D

baseline.

A summary of the model test configurations and test conditions is shown in Figure 78. All the model configurations were

tested using the suction source to provide flow through the

inlet. The inlet airflow was varied over the engine face Mach

number range of 0.25 to 0.67, which corresponds to a range of 126

to 261 ibs/sec corrected airflow based on F-IO0 inlet scale.

Test results for each of the three model arrangements are

discussed in the following sections, beginning with the thick lip

inlet arrangement.

6.2 THICK LIP INLET ARRANGEMENT - The thick lip inlet arrangement was tested to establish a performance benchmark and

calibrate the auxiliary inlets. This configuration has an axisymmetric, high contraction ratio inlet section installed in place

of the 2-D inlet section. Configuration parametrics that were

tested included the port design auxiliary inlet, each open individually, and the left auxiliary inlet open with both a door

design and a door with sideplates. Calibration of thick lip

inlet and each port auxiliary inlet was established by measuring

the flow through the main inlet section and measuring the flow

through the venturi downstream of the suction system.

The basic thick liQ inlet arrangement with its contraction

ratio of 1.47 exhibits very high performance at static conditions. Static performance data are shown in Figure 79. Recovery

at the inlet/engine match point (fan face Mach No = 0.53) is

0.981, with a corresponding turbulence value of 0.0008. Such

high recovery levels indicate that the lip losses have been minimized, as the diffuser friction losses alone are nearly 0.015.

Thus, the high contraction ratio associated with this configuration results in performance levels that are fairly insensitive to

mass flow ratio variations.

68
CONFIGURATIONDESCRIPTION Voo ot /_

(KTS) (DEG) (DEG)

THICK LIP INLET

THICK LIP BASELINE

THICK LiP INLET, TOPAUXILIARY INLET OPEN

THICK LiP INLET, RIGHT AUXILIARY INLET OPEN

THICK LIP INLET, BOTTOM AUXILIARY INLET OPEN

THICK LIP INLET, LEFT AUXILIARY INLET OPEN -

PORT

THICK LIP INLET, LEFT AUXILIARY INLET OPENDOOR

THICK LiP INLET, LEFT AUXILIARY INLET OPEN -

DOORWITH SIDEPLATES

0

4O

8O

120

O, 4O, 80, 120

0

O, 20, 45, 70, 90, 95, 100, 105, 110

O, 20, 45, 70, 75, 80, 85, 90, 110

O, 20, 45, 50, 55, 60, 65, 70, 90, 110

O, 20, 45, 70, 90, 110

SHARP LIP INLET

SHARP LIP

SHARP LIP

SHARP LIP

SHARP LIP

SHARP LiP

PORT

SHARP LIP

PORT

SHARP LIP

40 ° DROOP

70 ° DROOP

70 ° DROOP

40 ° DROOP

40 ° DROOP

40 ° DROOP

40 ° DROOP

BASELINE

INLET, RAMP CAVITY OPEN

INLET, ALL CAVITIES OPEN

INLET, CORNERFILLETS NOT INSTALLED

INLET, LEFT AUXILIARY INLET OPEN -

INLET, LEFT AUXILIARY INLETOPEN -

INLET, ALL AUXILIARY INLETS OPEN

LIP, ALL AUXILIARY INLETS OPEN

LIP, ALL AUXILIARY INLETS OPEN

LIP

LIP

LIP, 2 INCH TRANSLATION

LIP, 4 INCH TRANSLATION

LIP, 6 INCH TRANSLATION

O, 40, 80, 120 O, 20, 45, 70, 90, 110

VERTICAL RAMP INLET

VERTICAL RAMP INLET, 90 ° COUNTERCLOCKWISE

ROTATION

VERTICAL RAMP INLET, 90 ° COUNTERCLOCKWISE

ROTATION, RETRACTEDSIDEPLATES

VERTICAL RAMP INLET, 90 ° CLOCKWISE ROTATION

VERTICAL RAMP INLET, 90° COUNTERCLOCKWISE

ROTATION, LEFT, RIGHT, AND COWL LIP AUXILIARY

INLETS OPEN

VERTICAL RAMP INLET, 90° COUNTERCLOCKWISE

ROTATION, RETRACTED SIDEPLATES, LEFT, RIGHT,

AND COWL LIPAUXILIARY iNLETS OPEN

O, 40, 80, 120 O, 20, 45, 70, 90, 110

Figure 78. Test Matrix Summary

GP43-0468-17

69
RECOVERY,

PT2/PT o

AVERAGE

TURBULENCE,

(PT2)AVE ]AVE

1.00

0.96

092

0.04

0.02

0 r__-

0.2 0.3 0.4 0.5 0.6 0.7

FAN FACE MACH NO.

ANGLE-OF-ATTACK = 0 DEG

SIDESLIP ANGLE =0 DEG

STATIC OPERATION

Legend:

O Thick lip baseline

GP43-0468-61

Figure 79. Effect of Fan Face Mach Number on Performance

Static Conditions

Freestream velocity has a very small effect on performance.

The recovery is fairly flat over the velocity range tested, 0 to

120 knots, increasing from 0.981 at static conditions to 0.985 at

120 knots as shown in Figure 80 for zero degrees angle of attack.

Turbulence and distortion also exhibit a flat trend with increasing velocity. These data trends also indicate that any lip

losses, which are normally reduced with increasing freestream

velocity, are very small for this configuration.

The high quality of the lip flow is further substantiated by

looking at angle-of-attack effects on performance. At a freestream velocity of 40 knots, Figure 81, the inlet recovery and

the RMS turbulence are essentially constant at 0.984 and 0.006

over the angle-of-attack envelope from 0 ° to Ii0 °. At 80 knots,

Figure 82, the recovery shows a slight dip at about 70 ° angle of

attack with a corresponding increase in turbulence. This indicates a small lip loss probably associated with a separation of

the lip flow. This is substantiated by the total pressure profile immediately downstream of the lip, Figure 83. The profile

7O
is well formed and typical of a thin turbulent boundary layer.

Thus, even at 90 ° angle of attack, lip separation is small. At

120 knots, Figure 84, the onset of the lip separation begins at

approximately 55 degrees angle-of-attack. This progression of

separation to lower angle-of-attack is to be expected. As the

fceestream velocity is increased, angle-of-attack effects, if

present, tend to become the dominating factoc in inlet system

performance.

RECOVERY,

P-r21P.ro

AVERAGE

TURBULENCE,

(PT2)AVE J AVE

1.00

0.96

3-

0.92 t_

0.04

0.02

%.__

o

0

A.A

40 80

FREESTREAM VELOCITY -KTS

120

Figure 80. Effect of Freestream Velocity on Performance

Angle-of-Attack = 0 °

ANGLE-OF-ATTACK,= 0 DEG

SIDESLIP ANGLE = 0 DEG

P&WA F100 MATCH AIRFLOW

Legend:

O Thick Jip baseline

G P43.0466.62

6.2.1 Auxiliary Inlet Flow Characteristics - The thick lip

inlet configuration, established as a performance benchmark, was

used to determine the auxiliary inlet flow characteristics, e.g.,

recovery, and mass flow capability. Flow characteristics were

established for each of the port designs and the door design with

and without sideplates.

71
1.00L_;. (

RECOVERY, 0.96

PT2/PT 0

0.92

0.04

v

FREESTREAM VELOCITY = 40 KTS

SIDESLIP ANGLE = 0 DEG

P&WA F100 MATCH AIRFLOW

A-A

A

A

AVERAGE

TURBULENCE,

PT2)AVE J AVE

0

0 20 40 60 80 100 120

ANGLE-OF-ATTACK- DEG

Figure 81. Effect of Angle-of-Attack on Performance

40 Kts

Legend:

O Thick tip baseline

G P43.0466-66

RECOVERY,

PTJPT O

1.00 I_

0.96

v

FREESTREAM VELOCITY = 80 KTS

SIDESLIP ANGLE = 0 DEC

P&WA F100 MATCH AIRFLOW/

AVERAGE

TURBULENCE,

(PT2)AVE.J AVE

0.92

0.04

0.02

D

A-A

w v

Legend:

O Thick lip baseline

20 40 60 80 100 120

ANGLE-OF-ATTACK - DEC

Figure 82. Effect of Angle-of-Attack on Performance

80 Kts

A

GP43-0466-64

72
FREESTREAM VELOCITY= 80 KTS

SIDESLIP ANGLE =0 DEG

P&WA F-100 MATCH AIRFLOW

ANGLE-OF-ATTACK = 90 DEG

hCOWL/H

XILBAKE = 0,457

H = 2.87 IN. L

1.0

0.8

0.6

0.4

0.2

Legend

O Thick )ip baseline

I I

TOTAL PRESSURE RAKE

I !

O-----

0.5 0.6 0.7 0.8 0.9

PTI(PTOTAL)FREESTR EAM

1.0

G P43-0466-63

Figure 83. Flow Over Cowl Lip - Thick Lip Inlet Performance

Angle-of-Attack = 90 °

RECOVERY,

PT21PTO

1"001

(

0.96

3

"-o

FREESTREAM VELOCITY = 120 KTS

SIDESLIP ANGLE = 0 DEG

P&WA FIO0 MATCH AIRFLOW

AVERAGE

TURBULENCE,

F( _PT 2 )RM S1

L (PT2)Av_ J ,rE

0.92 "

0.06

0.04

I

0.02

0 2O

,.OO--"

40 60 80

ANGLE-OF-ATTACK - DEG

100 120

Legend:

0 Thick lip baseline

;Figure 84. Effect of Angle.of.Attack on Performance

120 Kts

GP43,0466-65

73
The thick lip inlet arrangement was utilized to calibrate

each of the auxiliary inlets. Calibration data, obtained for

each auxiliary inlet open individually, shown in Figure 85, indicates that the ratio of auxiliary inlet airflow to main inlet

airflow is approximately equal to the corresponding throat area

ratios. Each port design auxiliary inlet has a throat area that

is 35 percent of the main inlet throat area. The door and the

door with sideplates have throat areas that are 17.7 percent and

13 percent of the main throat area, respectively.

5

FREESTREAM

CORRECTED

AIRFLOW 4

THROUGH

AUXILIARY

INLET 3

LB/SEC

2

7

6-

-| _ >- i

<_ >-

<: 1 - - _ =

o --

0

011FI

RATIO OF _l

AUXILIARY 0.3

INLET

AIRFLOW 0.2

TO MAIN

INLET 0.1

AIRFLOW

0

m

F--

:=

ac o

o_

=: =c

<c <: <_

x x

•.: ! <_ .,¢

m

I-iI

i

FREESTREAM VELOCITY -- 0 KTS

ANGLE.OF-ATTACK = 0 DEG

SIDESLIP ANGLE = 0 DEC

P&WA F100 MATCH AIRFLOW

" <A _ A.A

Note: Airflow corrected to (PTo)freestrea m

Figure 85. Auxiliary Inlet Airflow Characteristics

The thick lip inlet due to its high contraction ratio and

minimum lip losses has high t-ecovery air entering the main inlet

section. Opening the auxiliary inlets therefore does not improve

the air quality, rather each irltroduces air _,;hich has a recovery

loss associated with the individual auxiliary inlet.

74
6.2.1.1 Flow Characteristics of Port Design Auxiliary

Inlets - Performance Of port design auxiliary inlets is directly

related to auxiliary inlet contraction ratio as shown in Figures

86 and 87. The lip pressures show virtually identical changes in

main inlet lip flow characteristics as each inlet was opened,

i.e., a small decrease in both the lip velocity and the boundary

layer thickness. A typical lip velocity distribution and

boundary layer profile are shown in Figure 88 for the top

auxiliary inlet open. However, this decrease in 'lip flow does

not improve performance since there are no significant lip losses

associated with the thick lip inlet arrangement.

RECOVERY,

PT2/PT o

AVERAGE

TURBULENCE,

"(_PT2)RM S"

(PT2)AVE AVE

DISTORTION,

(PT2)MAX - (PT2)MI N

(PT2)AVE

"Looking downstream

,oo :=8 SIDESLIP ANGLEWLO T ;,O = 0 DEG

0.96 ._ h...4[_ P&WA F100 MATCH AIRFLOW

0.92 loo

I

0.88 0.98

0.84

0.80

0.76

0.06

0.04 o

o

0.30

0.20

0101 ,

o

0 20 40 60 80 100 120

ANGLE-OF-ATTACK - DEG

TOTAL 0.96

PRESSURE

RECOVERY,

PT2/PT0 0.94

,-43--

f

/,f/

70'

0.92

110,

0.9,_"'.0 1.2 1.4 1.6 1.8 2.0

AUXILIARY INLET CONTRACTION RATIO, CR

Legend:

o Thick lip baseline

n Top auxiliary inlet open - CR = 1,893

•', Right" auxiliary inlet open - CR= 1.237

0 Bottom auxiliary inlet open - CR = 1.362

v Left* auxiliary inlet open - CR = 1.478

GP53-0540-2

Figure 86. Effect of Auxiliary Inlet Contraction Ratio

The auxiliary inlet internal flow pressure distributions

demonstrate the effects of contraction ratio on internal performance. Starting with the highest contraction ratio, the top auxiliary inlet CR = 1.893, the auxiliary inlet flow is separated

from the upstream ramp as indicated by the flat pressure distribution, Figure 89. However, the aft-ramp has attached flow at both

75
0 ° and 90 ° inlet angle-of-attack. Auxiliary inlet flow exit

total pressure profiles indicate a well behaved, typical boundary

layer profile shape at both angles-of-attack.

RECOVERY,

PT2/PT o

AVERAGE

TURBULENCE,

(_PT2)RMS 1

J AVE

DISTORTION,

(PT2)MAX - (PT2)MI N

(PT2)AVE

1.00

0.96

0.92

0.88

0.84

0.80

0.06

k • . Z_

0.04 _. "----,

0.02: _ -- ,

0I_ i "_ r I

0.30

0.20

t

0

0 20 40 60 80 100 120

FREESTREAM VELOCITY - KTS

TOTAL

PRESSURE

RECOVERY,

PT2/PT0

ANGLE-OF-ATTACK = 0 DEG

SIDESLIP ANGLE = 0 DEG

P&WA F100 MATCH AIRFLOW

1.00 I ,-.-=_ n_k

0.98 Vel-kts _ I"--:-"

0.96 _120 P

0.92

0.90

1.0 2.0 1.2 1.4 1.6 1.8 2.2

AUXILIARY INLET CONTRACTION RATIO, CR

Legend:

O Thick lip baseline

{3 Top auxiliary Inlet open - CR= 1.893

w Right auxiliary inlet open - CR = 1.237

0 Bottom auxiliary inlet open - CR = 1.362

,, Left auxiliary inlet open - CR= 1.478

G P53-0540-1

Figure 87. Effect of Auxiliary Inlet Contraction Ratio

As the contraction ratio is decreased, the forward ramp

separation increases, and at the lowest contraction ration, right

auxiliary inlet (CR = 1.237), the aft-ramp is also fully separated, Figure 90 through 92. Total pressure profiles at the

auxiliary flow exit dramatically illustrate the worsening separation with decreasing contraction ratio. The CR = 1.237 auxiliary

inlet has massive separation at both 0 ° and 90 ° angle-of-attack.

76
FREESTREAMVELOCITY= 80 KTS

SIDESLIP ANGLE=O DEG

P&WAF-100 MATCHAIRFLOW

ANGLE-OF-ATTACK--0 DEG

1,0

0.8

PSTATIC/

(PToTAL)FREESTREAM0.6

0.4

02

(X/L)RAKE= 0.457

i= =i H=2.871N,

, - L

STATIC PRESSURE

1.0

0.8

Legend:

0 All auxiliaryinletsclosed

n Topauxiliaryinlel open

Nole:Flaggedsymbolsareexternal

stalic pressures

TOTALPRESSURERAKE

06

hCOWL/ H

0.4

0,05 0.10 0.15 020 0.25

X/L

Figure 88.

°2 I

0.5 06 0.7 0.8 0.9 1.0

PT/(PTOTAL)FREESTREAM

op4=,o2¢4_,

Flow Over Cowl Lip - Thick Lip Inlet Performance

Top Auxiliary Inlet Open (CR = 1.893)

PSTATIC

(PTOTAL)FREESTREAM

PSTATIC

UPSTREAM

08

0.6

0.4

0.2

DOWNSTREAM

0.8

0.6

(PTOTAL)FREESTREAM 0.4

0.2

2 4 6 8 10

S-IN.

1,0

ii

HpBOBE •

HRAKE 0.4i

I

0.21

0.5

TOTAL PRESSURE RAKE

.c__.-._

06 0.7 0,8 0.9

PT/(PTOTAL)FREESTREAM

1.0

H

FREESTREAM VELOCITY = 80 KTS

SIDESLIP ANGLE=O DEG

P&WA FIO0 MATCH AIRFLOW

ANGLE-OF-ATTACK (DEG)

o -- 0 DEG

[] = 90 DEG

Figure 89. Thick Lip Inlet

Top Auxiliary Inlet Open (CR = 1.893)

7"7
I.C

PSTATIC 0.6

(PTOTAL)FREESTREAM0.4

0.2

0

1.0(

0.8

PSTATIC 0.6

(PTOTAL)FREESTREAM 0.4

0.2

UPSTREAM

DOWNSTREAM

2 4 6 8 10

S-IN.

1.0

0.8

HpROBE 0.6

HRAKE 0.4

0.2

0

0.5

TOTAL PRESSURE RAKE

g

0.6 0.7 0.8 0.9 1.0

PT/ (PTOTAL)FREESTREAM

FREESTREAM VELOCITY = 80 KTS

SIDESLIP ANGLE=O DEG

P&WA FIO0 MATCH AIRFLOW

ANGLE-OF-ATTACK (DEG)

o = 0 DEG

[] -- 90 DEG

S,.4

H

Figure 90. Thick Lip Inlet

Left Auxiliary Inlet Open (CR = 1.478)

UPSTREAM

PSTATIC 0.6

(PTOTAL)FREESTREAM0.4

0.2

0

lO(Jl_

0.8

PSTATIC 0.6 ._ ._30

(PTOTAL)FREESTREAM0.4

0.2

0 0

DOWNSTREAM

2 4 6 8 10

S-IN.

TOTAL PRESSURE RAKE

oo=oo1.° 1 [ _=90° 0,8 ..G

HpROBE 0.6 / ./

HRAKE 0.20.4 l

J

0 _"'°'- _

0.5 ( 1.7 0.8 0.9 1.0

PT/ (PTOTAL)FREESTREAM

s_

S

FREESTREAMVELOCITY= 80 KTS

SIDESLIPANGLE=ODEG

P&WAFIO0 MATCH AIRFLOW

ANGLE-OF-ATTACK

o = 0 DEG

[] = 90 DEG

H

Figure 91. Thick Lip Inlet

Bottom Auxiliary Inlet Open (CR = 1.362)

78
1.0

0.8

PSTATIC 0.6

(PTOTAL)FFIEESTBEA M 0.4

0.2

0

1.0

0.8

PSTATIC 0.6

(PTOTAL)FREESTREAM0.4

0.2

0 2

UPSTREAM

DOWNSTREAM

4 6 8 10

S-IN.

1.0

0.8

HpROBE 0.6

HBAKE 0.4

0,2

TOTALPRESSURERAKE

JJq

..,J

J

0.5 0.6 0.7 0.8 0.9 1.0

PT/(PTOTAL)FREESTREAM

FREESTREAMVELOCITY= 80 KTS _"H

SIDESLIPANGLE= 0 DEG

P&WA FIO0 MATCH AIRFLOW

ANGLE-OF-ATTACK

o = 0 DEG

o =90 OEG

Figure 92. Thick Lip Inlet

Right Auxiliary Inlet Open (CR = 1.237)

Similar trends with auxiliary inlet contraction ration are

observed in the engine face total pressure contours shown in

Figures 93 through 96. For the top auxiliary open, CR = 1.893,

the engine face contour indicates a slight improvement in

recovery in the region of the auxiliary inlet. However, the

entire engine face contour is reordered such that the overall

recovery is essentially unchanged. As the lower contraction

ratio auxiliary inlets are opened, the engine face contours are

generaly degraded to reflect the lower overall recovery. The

smallest contraction ratio auxiliary inlet (CR = 1.237) results

in a local region of much lower recovery and a loss in overall

recovery of approximately 3%..

> 79
FREESTREAM VELOCITY: 80 KTS

ANGLE.OF.ATTACK = 0 DEG

THICK LIP BASELINE

-_0.97. 093 _-

_10.09__

1°,99 l OOf } 0.93

° t,tt o;/

PT2/Pxo = 0.985

P&WA FIO0 MATCH AIRFLOW

SIDESLIP ANGLE = 0 DEG

TOP AUXILIARY INLET OPEN

PT21PTo= 0.984

G P43.0209-113

FREESTREAM VELOCITY = 80 KTS

ANGLE.OF-ATTACK = 90 DEG

P&WA FIO0 MATCH AIRFLOW

SIDESLIP ANGLE = 0 DEG

THICK LIP BASELINE TOP AUXILIARY INLET OPEN

0.930._,9_(__0. 0i90{ 0.0_3

PT2/PTo=0.973 PT2/PTo = 0.966

O P43-0209-194

Figure 93. Thick Lip Inlet Performance

Engine Face Pressure Distribution - Effect of Auxiliary Inlets

80
FREESTREAM VELOCITY = 80 KTS

ANGLE-OF.ATTACK = 0 DEG

THICK LIP BASELINE

0.93

1.00 W 1.00 0i3

PT2/ PTo= O.985

P&WA FIO0 MATCH AIRFLOW

SIDESLIP ANGLE = 0 DEG

LEFT AUXILIARY INLET OPEN

.g3

0.93

PT2/PTo = 0.975

GP43-0209,189

FREESTREAM VELOCITY = 80 KTS P& WA FIO0 MATCH AIRFLOW

ANGLE.OF-ATTACK = 90 DEG SIDESLIP ANGLE = 0 DEG

THICK LIP BASELINE LEFT AUXILIARY INLET OPEN

0,93 0 97 (/ "_'_ 0.97 0.93

._,99|__ _./10.99|0,95J 0.97 0.97

PT2/PTo = 0.973 PT2/PTo = O.950

GP43-O209d 90

Figure 94. Thick Lip Inlet Performance

Engine Face Pressure Distribution - Effect of Auxiliary Inlets

81
FREESTREAM VELOCITY = 80 KTS

ANGLE.OF.ATTACK =0 DEG

THICK LIP BASELINE

_0.93 __ .

PT2 / PTo = 0.985

P&WA FIO0 MATCH AIRFLOW

SIDESLIP ANGLE = 0 DEG

BOTTOM AUXILIARY INLET OPEN

/0.95--

0.99

1.00

0.99

0 97

_'_..._... 0.93 .-.....-.._

_0.95/

Pr2/PTo = 0.970

GP43,0209-182

FREESTREAM VELOCITY = 80 KTS

ANGLE.OF-ATTACK = 90 DEG

THICK LIP BASELINE

P&WA FIO0 MATCH AIRFLOW

SIDESLIP ANGLE = 0 DEG

BOTTOM AUXILIARY INLET OPEN

PT2/PTo= 0.973 ,_r2/PTo = 0.937

G P434)l_1.195

Figure 95. Thick Lip Inlet Performance

Engine Face Pressure Distribution - Effect of Auxiliary Inlets

82
FREESTREAM VELOCITY= 80 KTS

ANGLE.OF.ATTACK = 0 DEG

THICK LIP BASELINE

1,00 _ 1.00 0"i3

PT2/PTo= 0.985

P&WA F100 MATCH AIRFLOW

SIDESLIP ANGLE = 0 DEG

RIGHT AUXILIARY INLET OPEN

09

Pr_ / Pro -- O.954

G P13-0209-1gl

FREESTREAM VELOCITY = 80 KTS

ANGLE.OF.ATTACK = 90 DEG

P&WA F100 MATCH AIRFLOW

SIDESLIP ANGLE = 0 DEG

THICK LIP BASELINE

PT2/PTo---- 0.973

RIGHT AUXILIARY INLET OPEN

PT2/PTo= 0.924

G p43-0209-192

Figure 96. Thick Lip Inlet Performance

Engine Face Pressure Distribution - Effect of Auxiliary Inlets

83
6.2.1.2 Flow Characteristics of Door Desi@n Auxiliary

Inlets - The door auxiliary inlet has a higher contraction ratio

(4.012) and is designed to direct the flow downstream more effectively than the port auxiliary inlet. The internal flowpath provides a continuous area contraction from the auxiliary inlet

highlight to the throat, which is located at the trailing edge of

the door. This constant flow acceleration reduces the local separation and its subsequent low recovery. In addition, the door

sideplates prevent separation around the door edges and increase

the overall recovery by reducing the three-dimensional nature of

the auxiliary inlet flow.

The door auxiliary inlet has improved performance, compared

to the port design, over the complete angle of attack range as

shown in Figure 97. Not only is the recovery increased, the distortion and turbulence level at the engine face are significantly

reduced. At the higher angles of attack, 90 ° to i00 °, the door

auxiliary inlet results in a 2% recovery improvement compared to

the port design.

0.961

"'-O

0.92

RECOVERY,

PT2/PT ° 0,88

0.84

0,80

0,76

0,06

AVERAGE

TURBULENCE, 0.04

(APT2)RMS]

DISTORTION,

(PT2)MAX - (PT2)MI N

(PT2)AVE

FREESTREAM VELOCITY = 80 KTS

SIDESLIP ANGLE = 0 DEG

P&WA F100 MATCH AIRFLOW

0

0.30

O.20

0.10; , _ _C_ _

0

0 20 40 60 80 100 120

ANGLE-OF-ATTACK - DEG

Legend:

O Left auxiliary inlet - port (CR= 1.478)

I--'\ C

[] Left auxiliary inlet open - door (CR = 4.012)

A Left auxiliary inlet door - door with sideplates

(CR = 4.012)

Figure 97. Effect of Auxiliary Inlet Design - Thick Lip Inlet

84
As anticipated, the main inlet lip instrumentation shows a

small increase in lip velocity with the door designs due to their

reduced mass flow compared to the port designs. However, the

increased peak lip velocity does not result in any significant

lip separation losses. Auxiliary inlet instrumentation indicate

that the doors reduce auxiliary inlet flow separation as inlet

angle of attack increases, Figures 98 and 99. The associated

engine face contours show these same trends, Figure i00.

1.0 ...... 1,0

0.8

PSTATIC 0.6

(PTOTAL)FREESTREAM0.4

0.2

0

1.0_

PSTATIC 0.6 b(9

(PTOTAL)FREESTREAM0.4

0.2

0o 2 4 6

S -IN,

0.8

H 0.6

HRAKE 0.4

0.2

0

0.5 0,6 0,7 0.8 0,9 1.0

PTOTAL/(PTOTAL)FREESTREAM

• . _o PORTDESIGN

" sf I

FREESTREAMVELOCITY= 80 KTS H

ANGLE-OF-ATTACK=0 DEG [] DOORDESIGN

S_DESUP P&WA F100ANGLE MATCH= 0 AIRFLOW DEG L"_ _ I(CR= 4.012)

8 10

__ DOORWITH SIDEPLATEDESIGN

Gp4_zeozl 0

Figure 98. Thick Lip Inlet Performance

Effect of Auxiliary Inlet Design

Auxiliary inlet testing with the thick lip baseline has

shown that auxiliary inlet flow characteristics are a strong function of contraction ratio. The higher the contraction ratio, the

higher the recovery associated with the auxiliary inlet flow.

Inlet system performance improvements associated with auxiliary inlets can be achieved either through a high flow simple

design, i.e., the port, or through a lower flow, refined aerodynamic design, i.e., the door. The final choice should be based

on a balance between inlet performance improvements and the complexity and weight associated with each auxiliary inlet design.

85
I ._a. -_ L__ _L I

08

PSTATIC 0.6

(PTOTAL)FREESTREAM0.4

0.2

PSTATIC

(PTOTAL)FREESTREAM0.4

1o0.8

H 0.6 . j

HRAKE 0.4

0.2

0

0.5 0.6 0.7 0.8 0.9 1,0

0.8 1'Ot_ ._, __m..,_ _ ' _o PT/(PTOTAL)FREESTREAM PORTDESIGN

,_ _.__R 1A78)

8 10

FREESTREAMVELOCITY= 80 KTS H

ANGLE-OF-ATTACK--90 DEG D DOORDESIGN (CR=4.012)

SIDESLIP P&WA FIO0ANGLE=O MATCH AIRFLOW DEG __

•" DOORWITH SIDEPLATEDESIGN

(i p¢.t._Jm._m

0.2

0

0 2 4 6

S-IN.

FLAGGEDSYMBOLSARE DOORBOTTOMSTATICS

Figure 99. Thick Lip Inlet Performance

Effect of Auxiliary Inlet Design

6.3 SHARP-LIP INLET CONFIGURATION - Low speed performance data

for an advanced, Mach 2.2 inlet system were obtained using this

configuration. This inlet configuration has a contraction _atio

of 1.041 at low speed and incorporates a drooping cowl lip, a

drooping/ translating cowl lip, and auxiliary inlets to improve

its low speed performance. In addition, the configuration was

provided with removeable corner fillets. The internal corners on

the lower cowl lip portion of the inlet normally contain a

generous radius. These removeable fillets provide the opportunity to quantify the benefits of these corner radii.

Performance data obtained for this basic configuration serve as a

reference for evaluating the effectiveness of the flow

improvement concepts incorporated into the _odel.

The extensive model instrumentation provides the data to

clearly understand the magnitude and severity of the lip separation associated with this configuration.

86
FREESTREAM VELOCITY = 80 KTS

ANGLE.OF-A TTA CK = 0 DEG

PORT

o.91 30.

0.93

PT2/Pro = 0,975

P&WA FIO0 MATCH AIRFLOW

SIDESLIP ANGLE = 0 DEG

DOOR DOORWITH $1DEPLATES

.:,._--0.94 _,_

0.97 0.93 0 1.9_4_/"9_7V_¢_ _0"99_0"94

'0.99

Pr /Pro = 0.983 Pr2/Pro = 0.982

G P4,_201)-175

FREESTREAM VELOCITY= 80 KTS

ANGLE.OF.ATTACK = 90 DEG

PORT

0.97 0.97

PTz/PTo= 0.950

Figure 100.

P& WA FIO0 MA TCH AIRFLOW

SIDESLIP ANGLE = 0 DEG

DOOR DOORWITH SIDEPLATE$

.95

PT21 PTo = 0,963 PT2/PTo= 0968

G P43-020g-176

Effect of Auxiliary Inlet Design on Engine Face Pressure Distribution

Thick Lip Inlet - Left Auxiliary Inlet Open

87
6.3.1 Basic Sharp-Lip Inlet Performance - The effect of

corner radii on inlet performance were established early in the

test program so that the basic performance data would be representative of the best sharp lip configuration. Removing the corner

fillets had little or no effect on inlet performance levels.

This was true across the speed and mass flow ranges that were

tested. A typical performance comparison at a freestream velocity of 80 knots is shown in Figure I01. Recovery, turbulence,

and distortion levels are essentially the same with or without

fillets over the angle-of-attack envelope from O" to llO°. Thus

all subsequent sharp lip inlet performance data were obtained

with the corner fillets in place.

1.00

0.96

0.92 I

RECOVERY,

PT2/PTo 0.88

0.84

0.80

0.7E

0.06

AVERAGE

TURBULENCE, 0.04

(APT2)RMS

(PT2)AVE AVE

DISTORTION,

(PT2)MAX - (PT2)MIN

(PT2)AVE

_O

FREESTREAM VELOCITY = 80 KTS

SIDESLIP ANGLE = 0 DEG

P&WA F100 MATCH AIRFLOW

..,m=,,,o_-°

0.02 t " I_ _I

I- -I

0.300CORNER

FILLETS

0.20_ _,,,,_,Q,,,,..---__m,, 0

0.10l_ Lege.d:

ol o With fillets

o Without fillets

00 20 40 60 80 100 120

ANGLE-OF-ATTACK - DEG

Figure 101. Effect of Corner Fillets on Inlet Performance

Basic sharp-lip perfor,,ance data were obtained as a function

of inlet mass flow ratio, f ceestream velocity, and angle of

attack. As the engine face mass flow ratio or Mach number is

increased, the recovery falls off and engine face turbulence and

distortion increase, with the highest rate o_ change occuring at

static conditions, Figure 102. Similar trends are observed at 80

88
and 120 knots for zero degrees angle-of-attack. Lip total pressure profiles, Figure 103, show the increase in both extent and

severity of the lip separation as mass flow ratio is increased.

The extent and impact of the lip separation is clearly seen in

the associated engine face contours, Figure 104.

RECOVERY,

PT2/PT o

AVERAGE

TURBULENCE,

('_PT2)RMS

(PT2)AVE AVE

1.00

0.92

0.88

0.84 %

0.08

0.04 =

o t_ ___"--

0.30

ANGLE-OF-ATTACK = 0 DEG

SIDESLIP ANGLE = 0 DEG

_--- ]l

Legend:

Freestreem velocity

O 0 kts

DISTORTION, 0.20 o 80 kts

(PT2)MAX - (PT2)MI N

"_,,,¢:r- z_ 120 kts

(PT2)AV E 0.10

00'.2 0.3 o.4 o.s o.8 0.7

ENGINEFACEMACHNUMBER

Figure 102. Effect of Mass Flow on Sharp Lip Baseline Performance

The impact of freestream velocity and angle of attack are

interrelated. At lower angles of attack, 45 Q or less, increasing

the freestream velocity increases the overall performance of the

inlet system as a direct result of the decreased lip separation,

Figures 105 through 107. Above 45 °, increasing the freestream

velocity, decreases the inlet system performance due to increased

lip separation, as shown in Figures 108 through 112. Thus the

inlet performance varies between mass flow domination and angleof-attack domination depending on the angle of attack.

89
FREESTREAM VELOCITY = 0 KTS

ANGLE-OF-ATTACK = 0 DEG

SIDESLIP ANGLE=O DEG

- COWL STATION H = 2.87 IN _ COWL Legend:

Engine face Mach number

-- 0.249

......... 0.533 = match airflow

0 667

STATIC

PRESSURE

RATIO,

(Ps)COWL

(PT) FREESTREEM

1.0

0.8

0.6

st '---.._

¢

I

,t /

0.4

0 2 4 6

COWL STATION - IN.

L0 External

"- Internal

i

8 10

1.0

|

0.8

RAKE 0.6

HEIGHT

RATIO,

hCOwL/H 0.4

't

\i

\

t

t

0.2

O

0 _

0.5 0.6 0.7 0.8 0.9 1.0

LOCAL TOTAL PRESSURE RECOVERY

G P4_6-32

Figure 103. Flow Over Cowl Lip

Sharp Lip Baseline - Mass Flow Effect

FREESTREAM VELOCITY = 0 KTS ANGLE.OF-A TTACK = 0 DEG SIDESLIP ANGLE = 0 DEG

ENGINE FACE ENGINE FACE ENGINE FACE

MACH NUMBER = 0.249 MACH NUMBER-- 0.533 MACH NUMBER-- 0.667

_0,81--

0.89 0.89

PT2/PTo= 0.967 P;2/PTa = 0.885 PT2/ PTo= 0 845

G P43-0466-37

Figure 104. Sharp Lip Inlet Baseline Performance

Engine Face Pressure Distribution

Effect of Engine Face Mach Number

90
RECOVERY,

PT2/PT o

AVERAGE

TURBULENCE,

"(APT2)RMS ]

 ],VE

DISTORTION,

(PT2_MAX - (PT2)MIN

(PT2)AVE

Figure 105.

1.00

0.96

0.92 t

0.88

0.84

0.80,

0.76

0.06

P&WA F100 MATCH AIRFLOW

SIDESLIP ANGLE = 0 DEG

0

0.30

20 40 60 80 100 120

ANGLE-OF-ATTACK - DEG

0.20 _.o.____.o.. ,..,o_ ,,..,,°

0.10_0 l

0

Legend:

Freestream velocity

0 40 kts

0 80 kts

z_ 12o kts

Effect of Angle.of-Attack on Sharp Lip Baseline Performance

FREESTREAM VELOCITY = 80 KTS

SIDESLIP ANGLE=0 DEG

P&WA F-100 MATCH AIRFLOW

Legend:

Angle-of.attack

0 o

........ 45 °

__ 90 °

STATIC

PRESSURE

RATIO,

(Ps)COWL

(PT)FREESTREAM

1.0

0.8

0.6

0.4

0

,

_°

J

J

O External

z_ Internal

t

2 4 6 8 10

COWL STATION - IN.

1,0

0,8

0,2

0

0.5 0.6 0.7 0.8 0.9 1.0

LOCAL TOTAL PRESSURE RECOVERY

RAKE 0.6

HEIGHT

RATIO,

hCOwL/H 0.4

Figure 106. Flow Over Cowl Lip

Sharp Lip Baseline - Angle-of-Attack Effect

91
FREESTREAM VELOCITY = 80 KTS

T2/PTo= 0.928

ANGLE-OF-ATTACK = 0 DEG

Figure 107.

P&WA F.IO0 MATCH AIRFLOW SIDESLIP ANGLE = 0 DEG

.

.__0.87'--..-,-_ J/ \ -'_0.B3-_ y

%.----- o..

PT2/PTo = 0.905 Pr2/PTo = 0.865

ANGLE-OF-ATTACK= 45 DEG ANGLE-OF-ArrACK = 90 OEG

G P4341466-35

Sharp Lip Inlet Baseline Performance

Engine Face Pressure Distribution

Effect of Angle-of.Attack

RECOVERY,

PT21PTo

1.00 I

0.96

0.92 _,"_ _""_'

0.881_-

0.84

f

0.80

0.06

AVERAGE

TURBULENCE, 0.04 --__

___PT2)RM_ '_ : :_

AVE

0

0.30

DISTORTION,

(PT2)MAX_ (PT2)MIN 0.20 _

(PT2)AVE 0.101 r__.._ _ _'"

0 0 40 80 120

FREESTREAM VELOCITY - KTS

SIDESLIP ANGLE = 0 DEG

P&WA F100 MATCH AIRFLOW

Legend:

Angle.ol.altack

O 0 °

D 45 °

A 90 °

Figure 108. Effect of Freestream Velocity on Sharp Lip Baseline Performance

92
ANGLE-OF-ATTACK = 0"

SIDESLIP ANGLE = 0 °

P&WA F-100 MATCH AIRFLOW

'- COWL STATION H _H_ = 2.87 IN. OWL Legend:

Freestream Velocity

40 kts

........ 80 kts

120 kts

1.0

PRESSURE STATIC 0.8

RATIO,

(Ps)COWL

(PT)FREESTREEM

0.6

0.4

0

Jn External

z_ Internal

8 10

1.0

0.8

RAKE 0.6

HEIGHT

RATIO,

hCOwL/H 0.4

0.2

''v'

o jl

I

2 4 6 0.5 0.6 0.7 0.8 0.9 1.0

COWL STATION - IN. LOCAL TOTAL PRESSURE RECOVERY

GP43-0466.33

Figure 109. Flow Over Cowl Lip

Sharp Lip Baseline - Effect of Freestream Velocity

ANGLE-OF.A TTACK = 0 DEG P& WA FIO0 MA TCH AIRFLOW SIDESLIP ANGLE = 0 DEG

FREESTREAM FBEESTREAM FREESTREAM

VELOCITY-- 40 KTS VELOCITY = 80 KTS VELOCITY = 120 KTS

o9o-... _o93_

0.91 ¢ " - .,,_

PT2 / PTo = 0.907 PT2 / PTo = 0,928

Figure 110. Sharp Lip Inlet Baseline Performance

Engine Face Pressure Distribution

Effect of Freestream Velocity

PT2 / PTo = 0.944

GP43_209-167

93
ANGLE-OF-ATTACK = 90 °

SIDESLIP ANGLE =0 °

P&WA F-100 MATCH AIRFLOW

"-I-T

COWL STATION :_.[.

H = 2.87 IN.

lo,oIN.------'1

hcow L Legend:

t Freestream Velocity

40 kts

....... 80 kts

----120 kts

STATIC

PRESSURE

RATIO,

(Ps)COWL

(PT)FREESTREEM

0.8

0.6

0.4

0

n External

& Internal

2 4 6 8 10

COWL STATION - IN.

1.0

0.8

0.2

0

0.5 0.6 0.7 0.8 0.9 1.0

LOCAL TOTAL PRESSURE RECOVERY

RAKE 0.6

HEIGHT

RATIO,

hCOWL/H 0.4

Figure 111. Flow Over Cowl Lip

Sharp Lip Baseline - Effect of Freestream Velocity

ANGLE.OF.ATTACK = 90 DEG

FREESTREAM FREESTREAM

VELOCITY-- 40 KTS VELOCITY -- 80 KTS

P&WA F.IO0 MATCH AIRFLOW SIDESLIP ANGLE=O DEG

PT2 / PTo = O,877 PT2/PTo = 0.865

FREESTREAM

VELOCITY=120KTS

0_}5,___0. 0.8.7-r0.85

_o_9-T-.,/ "_lll_\

Rog I I

0.87

" o-_-x,,,_ _/Z o.8a"//

PT2/PTo= 0.852

G P43-0466-36

Figure 112. Sharp Lip Inlet Baseline Performance

Engine Face Pressure Distribution

Effect of Freestream Velocity

94
6.3.2 Droop Lip Performance - The droop lip concept is

designed to minimize [he separation on the cowl lip by aligning

the cowl lip with the approach flow. A secondary performance

improvement should also be obtained as a result of the increased

contraction ratio associated with drooping the lip. This program

involved the testing of two droop angles, 40 and 70 degrees, to

determine the effectiveness of this concept.

The performance of the inlet was dramatically improved using

the droop lip concept. %he inlet recovery at 80 knots freestream

velocity is improved by 2 to 9 percent over the entire mass flow

range, Figure 113. Cowl lip pressure data indicate that statically, at match airflow, the 70 ° drooped lip has attached flow,

and even at the highest mass flow there is no significant separation occuring, Figure 114. The engine face contours show the low

energy separated region associated with lip separation has been

completely controlled with the 70 ° drooped lip, Figure 115.

1.00

0.96

RECOVERY, 0.92

PT21PT o

0.88i

0.84

0.12

AVERAGE

TURBULENCE, 0.08

"(APT2)RMS ]

(PT2)AVE ]AVE 0.04o a= ==_=_

0.30

DISTORTION,

(PT2)MAX_ (PT2)MIN 0.20

(PT2)AVE 0.10 _

0

0 0.2 0.3 0.4 0.5 0.6 0.7

ENGINE FACE MACH NUMBER

FREESTREAM VELOCITY = 0 KTS

ANGLE-OF-ATTACK = 0 DEG

SIDESLIP ANGLE = 0 DEG

Legend:

O Sharp lip baseline

O 40 = droop lip

& 70 ° droop lip

Figure 113. Drooped Lip Performance vs Inlet Mass Flow

95
FREESTREAM VELOCITY= 0 KTS

ANGLE-OF-ATTACK = 0 DEG

SIDESLIP ANGLE = 0 DEG

STATIC

PRESSURE

RATIO,

(Ps)cOWL

(PT)FREESTREAM

1.0_

0.8

0.6

0.4

0

% •

%

%

H = 2.87 IN.

1.0

0.8

RAKE 0.6

,, HEIGHT

% RATIO,

hCOWL/H 0.4

E] External

z_ Internal

I

2 4 6 8 10

COWL STATION - IN,

_T hc_)WL Math Enginenumber fac

-- 0,254

------ 0.532 = Match airflow

........ 0.669

0.2

i

s

,-.._

0

0.5 0.6 0.7 0.8 0.9 1.0

LOCAL TOTAL PRESSURE RECOVERY

oP_lJ

Figure 114. Flow Over Cowl Lip

70 ° Droop Lip - Effect of Mass Flow

FREESTREAM VELOCITY= 0 KTS P&WA FIO0 MATCH AIRFLOW

ANGLE.OF.ATTACK =0 DEG SIDESLIP ANGLE = 0 DEG

SHARP LIP BASELINE 70 ° DROOP LIP

0 95 0.93

0.95 " _

0.97 _0.99

PT2/PTo= 0.885 PT2/PTo = 0.957

GP43-020_184

Figure 115. Effect of Drooped Lip on Engine Face Pressure Distribution

96
The droop lip also provides a major performance improvement

at forward speed. The 70 degree lip improves the recovery by 5%

at low angles of attack and up to 10% at higher angles of attack

at 80 knots, Figure 116. Again the cowl lip pressure data indicate the flow over the 70 ° lip remains attached over the entire

angle of attack range, Figure 117. The 40 ° droop begins to

separate by 90 ° angle of attack, Figure 118. Comparison of the

engine face contours shows that the droop lip configurations have

eliminated the low performance pocket associated with lip

separation, Figures 119 through 121.

RECOVERY,

PT2/PTo

1.00

0.92 _ _

0.88 "_

0.84

0.80

0.76

0.06

AVERAGE

TURBULENCE, 0.04 _'" _'°_ ""O

,

0

0.30

DISTORTION,

(PT2)MAX_ (PT2)MIN 0.20 ._--C

"--o

(PT2)AVE O-10 (,_"_. - _ -'__

0

0 20 40 60 80 100 120

ANGLE-OF-ATTACK - DEG

FREESTREAM VELOCITY = 80 KTS

SIDESLIP ANGLE = 0 DEG

P&WA F100 MATCH AIRFLOW

Legend:

0 Sharp iip baseline

[] 40 ° droop lip

z_ 70 ° droop lip

Figure 116. Drooped Lip Performance vs Inlet Angle-of-Attack

97
FREESTREAM VELOCITY = 80 KTS

SIDESLIP ANGLE=0 DEG

P&WA F-100 MATCH AIRFLOW

1.0

0.8

STATIC

PRESSURE

RATIO,

(Ps)COWL

(PT)FREESTREAM 0.6

0.4

0

H=2.871N. _

1

1.0

0.8

RAKE 0.6

HEIGHT

RATIO,

hCOWL/H 0.4

0.2

13 External

z_ Internal

1

2 4 6 8 10

COWL STATION - IN.

hCOWL Angle-ol-attack

t (dog)

_0

------ 45

........ 90

0

0.5 0.6 0.7 0.8 0.9 1.0

LOCAL TOTAL PRESSURE RECOVERY

Figure 117. Flow Over Cowl Lip

70 ° Droop Lip - Effect of Angle-of-Atack

FREESTREAM VELOCITY = 80 KTS

SIDESLIP ANGLE = 0 DEG

P&WA F-100 MATCH AIRFLOW

H=2.871N. _'--_'-I hcOWLt Angle-of-attack

(deg)

--0

------ 45

........ 90

STATIC

PRESSURE

RATIO,

(Ps)COWL

(PT)FREESTREAM

o

1.0

0.8

0.6

0.4

0

[] External

z_ Internal

I

2 4 6 8 10

COWL STATION - IN.

1.0

0.8

#

: /

0.2o

0.5 0.6 0.7 0.8 0.9 1.0

LOCAL TOTAL PRESSURE RECOVERY

QPQ_=I

RAKE 0.6

HEIGHT

RATIO,

hCOWL/H 0.4

Figure 118. Flow Over Cowl Lip

40 ° Droop Lip - Effect of Angle-of-Attack

98
FREESTREAM VELOCITY= 80 KTS P&WA FIO0 MATCH AIRFLOW

ANGLE'OF.ATTACK = 0 DEG SIDESLIP ANGLE = 0 DEG

SHARP LIP BASELINE 40 ° DROOP LiP 70° DROOP LIP

PT21PTo= 0.928 PT21PTo= 0.972 PT2/PTo----0.977

G P43,0209,185

Figure 119. Effect of Drooped Lip on Engine Face Pressure Distdbution

0.!

FREESTREAM VELOCITY= 80 KTS P& WA F IO0 MATCH AIRFLOW

ANGLE.OF'ATTACK = 45 DEG SIDESLIP ANGLE = 0 DEG

SHARP LIP BASELINE 40 a DROOP LIP 70 ° DROOP LIP

0._7

PT21PTo--0.905 PT2/PTo= 0.969 PT2/PTo----- O.979

_1P43-0209-184

Figure 120. Effect of Drooped Lip on Engine Face Pressure Distribution

99
FREESTREAM VELOCITY = 80 KTS

ANGLE'OF'ATTACK = 90 DEG

P&WQ FIO0 MATCH AIRFLOW

SIDESLIP ANGLE = 0 DEG

SHARPLIP BASELINE 40° DROOPLIP 70° DROOPLIP

0.85 . . _0 93..._

PT_/ P'ro= O.865 PT2/ PTo= O.942 -PT2/PTo= 0.966

GP43-0209.183

Figure 121. Effect of Drooped Lip on Engine Face Pressure Distribution

6.3.3 Drooped/Translating Cowl Lip - The 40 degree drooped

lip could also be tested in a translated position much like a lip

slat. Lower cowl lip forward translation distances of 5.08,

10.16, and 15.24 cm (2, 4, and 6 inches) were provided, Figure

122. Analysis of the test data indicates that, in general, none

of the translated positions were as good as the basic 40 degree

drooped lip, Figure 123. Recovery of the translated lips is

below that of the basic 40 a drooped lip over the complete angle

of attack range. Total pressure profiles immediately downstream

of the lip indicate an increase in separation as the lip is translated forward, Figure 124, even at zero degrees angle of attack.

At 90 degrees angle-of-attack, Figure 125, the trends are very

similar. As the lip is translated forward, the maximum velocity

on the lip decreases thus reducing the separation on the lip.

But, this performance increase is more than offset by the performance loss associated with separation around the knee which is

exposed as the lip moves forward. This is particularly true at

the higher angles of attack where the knee pressures are essentially flat, Figure 126, indicating total separation around the

knee. Engine face contours, Figure 127, indicate the same

trends.

i00
_:---c ....... ,---_

40 ° DROOP - 2 IN. TRANSLATION

.......... .- --__i ........ L ..............

40 ° DROOP - 4 IN. TRANSLATION

40 ° DROOP - 6 IN. TRANSLATION

GP43-OZ_ tOI

Figure 122. Drooped - Translated Lip Schematic

RECOVERY,

PT2!PTo

AVERAGE

TURBULENCE,

i (APT2)RMS ]

_JAvE

DISTORTION,

(PT2)MAX- (PT2)MIN

(PT2)AVE

0.921

0.881

0.84 !

0.80

0.76

0.06

i

!

0.04 _

0.02 l

0

0.30 i

0.20 I

I

0.10 I

oi

0

L

20 40 60 80 100 120

ANGLE-OF-ATTACK - DEG

FREESTREAM VELOCITY = 80 KTS

SIDESLIP ANGLE = 0 DEG

P&WA F100 MATCH AIRFLOW

i 1

Legend:

O 40" droop lip - A=X=0 in.

E] 40" droop lip - A.X= 2 in.

& 40" droop lip - AX=4 in.

0 40" droop lip - AX = 6 in.

Figure 123. Translated Drooped Lip

I01
FREESTREAM VELOCITY = 80 KTS

ANGLE-OF-ATTACK = 0 DEG

SIDESLIP ANGLE=0 DEG

P&WA F-100 MATCH AIRFLOW

0.8

STATIC

PRESSURE

6RATIO,

(Ps)COWL

(PT)FREESTREEM

0.6

0.4

0

,,x I

/i d .4 ._

1.0

H Translation

7-

hCOWL distance, AX

(in.)

O0

z_2 H = 2.87 IN. n4

O6

O External

Internal

2 4 6 8

COWL STATION - IN.

10

0.8

0

2 RAKE 0.6

.4 HEIGHT

RATIO,

hCOWL/H 0.4

/

02

0.5 0.6 0.7 0.8 0.9 1.0

LOCAL TOTAL PRESSURE RECOVERY

Gpd3 0_6 4O

Figure 124. Flow Over Cowl Lip

Drooped-Translated Lip - Effect of Translation

FREESTREAM VELOCITY = 80 KTS

ANGLE-OF-ATTACK = 90 DEG

SIDESLIP ANGLE=0 DEG

P&WA F-100 MATCH AIRFLOW

STATI C

PRESSURE

RATIO,

(Ps)COWL

(PT)FREESTREEM 0.6

1.0

o8, k

OWL

0.4

0

1.0

[] External

,_ Internal

0.8

0 RAKE 0.6

HEIGHT

RATIO,

2 hCOWL/H 0.4

6

J

2 4 6 6

COWL STATION - IN.

Translation

distance, ,_X

(in.)

O0

,,.2

n4

O6

Figure 125.

0 ,. ,x:_'

10 0.5 0.6 0.7 03 o.g 1.0

LOCAL TOTAL PRESSURE RECOVERY

Gp4_-O4M,t_

Flow Over Cowl Lip

Drooped-Translated Lip - Effect of Translation

102
FREESTREAM" VELOCITY = 80 KTS

SIDESLIP ANGLE = 0 DEG

1.0

P&WA F.IO0 MATCH AIRFLOW

1.0

0.8

PSTAIIC)LOCAL

(PTOTAL)FREESTREAM0. 6 ._j_

0,8

O 2 in translation

D 4 in translation

A 6 in translation

04

0 20 40 60

RADIALPOSITION- 0, DEG

ANGLE-OF-ATTACK= 0 DEO

04

8O 0 20 40 60 80

RADIALPOSITION-8, DEG

ANGLE-0F-ATTACK= 90 DEG

90 °

FL_ O°_

_iO ° DROOP

4 IN. TRANSLATI_ON

Figure 126. Drooped - Translated Lip Performance Knee Static Pressure Ratios

Angle-of-attack effects for the 4 inch translated lip are

shown in Figure 128 and 129. Separation around the knee becomes

extensive as the angle-of-attack is increased. The well defined

separated profile shape indicates the knee rather than the lip is

separting. If the lip were separating extensively, the profiles

would be less well defined due to the increased mixing distance

between the lip and the total pressure rake.

103
FREESTREAM VELOCITY = 80 KTS

ANGLE-OF-ATTACK = 0 DEG

_X=2 IN. AX=4 IN.

_0.93-._._._

1/V/l\

•

PT2/PTo = 0.966 PT2/PTo = 0.962

Figure 127. 40 Deg Drooped - Translated Lip

Engine Face Pressure Distribution

Effect of Translation Distance

P&WA F-IO0 MATCH AIRFLOW

SIDESLIP A NGLE = 0 DEG

AX=6 IN.

S_f 0.97_

0 //71 o.9a

PT2/ PTo= 0.959

GP43-0466-48

TRANSLATION DISTANCE= 4 IN.

FREESTREAM VELOCITY = 80 KTS

SIDESLIP ANGLE=0 DEG

P&WA F-100 MATCH AIRFLOW

AX I. _COWL

/" f

H = 2.87 IN.

Legend:

Angle-of-attack

(deg)

O0

z_4,5

O 90

10

0.8

STATIC

PRESSURE

RATIO,

(Ps)COWL

(PT)FREESTREEM 0.6

0.4

0

O External

•'_ Int( rnal

2 4 6 8

COWL STATION - IN.

0 °

10

10

08

BAKE 0.6

HEIGHT

RATIO,

hCOWL/H 0.4

0.2

Y

/

/

/

/

0.6 0.7 0.8

0

0.5 0.9 1.0

LOCAL TOTAL PRESSURE RECOVERY

GP43 o_e-42

Figure 128. Flow Over Cowl Lip

Drooped-Translated Lip - Effect of Angle-of-Attack

104
FREESTREAM VELOCITY = 80 KTS P& WA FIO0 MA TCH AIRFLO W

TRANSLATION = 4 IN. SIDESLIP ANGLE = 0 DEG

ANGLE-OF-ATTACK,,0 DEG ANGLE-OF-ATTACK= 45 DEG ANGLE-OF-ATTACK= 90 DEG

PT21PTo= 0.962 PT2/PTo---- 0.960 PT21PTo= 0.925

G P43..0209-187

Figure 129. 40 Deg Drooped - Translated Lip

Engine Face Pressure Distribution

Effect of Angle-of-Attack

Analysis of the data indicates that due to the effectiveness

of the droop lip, any translation will introduce flow degradation. The lip translation designed to alleviate loss associated

with cowl lip separation would probably be effective" on a cowl

lip in a conventional position. However with the droop lip the

translation introduces possible knee separation into an attached

flow condition.

6.3.4 Auxiliary Inlet Performance - The auxiliary inlets

are designed to alleviate lip separation by decreasing the

required airflow over the cowl lip. To measure the effectiveness

of this concept, the model was tested with all auxiliary inlets

closed, all auxiliary inlets open, and the left auxiliary open

with both a port and a door design. The effect of auxiliary

inlet cavities was also tested. These concepts are discussed in

the following paragraphs.

105
The auxiliary inlets improve the inlet system performance

over the entire mass flow range and at all speeds. At the highest mass flows, a 7 percent recovery increase is achieved, as

well as a decrease in both average turbulence and distortion,

Figure 130. Cowl lip pressure cata show little sensitivity to

mass flow, indicating that flow over the main inlet lip is sufficiently decreased when the auxiliary inlets are opened to

lessen the severity of the lip separation. Whe auxiliary inlet

pressure distributions, Figures 131 through 134, in'dicate that at

static conditions the higher the contraction ratio the better the

auxiliary inlet performs. %'he right auxiliary inlet, which has

the lowest contraction ratio, is the only one showing signs of

flow separation at these conditions. This is indicated by the

flat pressure distribution on the aft auxiliary inlet ramp. The

normal double peak in velocity, characteristic of the other three

auxiliary inlets is gone. Extensive separation is also shown in

the total pressure profiles at the right auxiliary inlet exit.

100

0.96

RECOVERY,

PT2/PTo 0.92

0.88

0.84

0.12

AVERAGE

TURBULENCE, 0.08

(_PT2)RM S"

AVE 0.04

0

0.30

DISTORTION,

(PT2)MAX - (PT2)MIN

(PT2)AVE

)._

FREESTREAM VELOCITY = 80 KTS

SIDESLIP ANGLE = 0 DEG

ANGLE-OF-ATTACK = 0 DEG

0.20

0.10

00 0.2 0.3 0.4 0.5 0,6 0.7

Legend:

O Sharp lip baseline

[] Left auxiliary inlet open

_. All auxiliary inlets open

ENGINE FACE MACH NUMBER

Figure 130. Effect of Auxiliary Inlets on Inlet Performance

106
PSTATIC

(PTOTAL)FREESTREAM

PSTATIC

(PTOTAL)FREESTREAM

0.8

0.6

0.4

0.2

1._

0,8

0,6

0.4

0.2

0

UPSTREAM

DOWNSTREAM

2 4 6

S-IN.

10

TOTAL PRESSURE RAKE

1.0

0.8 l

I

HpROBE 0.6

HRAKE 0.4

0.2

o 1.

0.5 0.6 0.7 08 0.9

PT/(PTOTAL)FREESTREAM

FREESTREAM VELOCITY= 0 KTS

SIDESLIPANGLE=O DEG

ANGLE-OF-ATTACK= 0 DEG

ENGINEFACE MACH NUMBER

0 =0.249

[]=0529

z_=0.666

J

1.0

S,,t

H

Figure 131. Top Auxiliary Inlet Flow Characteristics

All Auxiliary Inlets Open (CR = 1.893)

UPSTREAM

1.0 --':'_-_-__..'y-_ _. 1.0

TOTAL PRESSURE RAKE

0.8

PSTATIC 0.6

(PTOTAL)FREESTREAM 0.4

PSTATIC

0.2

0

1.0

0.8

0.6

(PTOTAL)FREESTREAM0.4

0.2

DOWNSTREAM

2 4 6 8 10

S-IN

08

HpROBE 0.6

HRAKE 0.4

0.2

0

0.5 0,6 0,7 0.8 0.9 1.0

PT/ (PTOTAL)FREESTREAM

__l___s s,,,i

FREESTREAMVELOCITY= 0 KTS H

SIDESLIPANGLE= 0 DEG

ANGLE-OF-ATTACK=0 DEG

ENGINEFACEMACH NUMBER

0 =0.249

[] =0529

z_=0666

Figure 132. Left Auxiliary Inlet Flow Characteristics

All Auxiliary Inlets Open (CR = 1.478)

107
PSTATIC

(PTOTAL)FREESTREAM

PSTATIC

(PTOTAL)FREESTREAM

1.0 L_z.u._Lu

0.8

0.6

0.4

0.2

0

UPSTREAM

DOWNSTREAM

0.8

0.6

0.4 _,

0.2

0

0 2 4 6

S-IN

8 10

HpROBE

HRAKE

1.0

0.8

0.6

0.4

0.2

0

0.5

TOTAL PRESSURE RAKE

I

J

0.6 0.7 0.8 0.9 1.0

PT/ (PTOTAL)FREESTREAM

S,-I

-T FREESTREAMVELOCITY= 0 KTS H

SIDESLIPANGLE=O DEG

ANGLE-OF-ATTACK,-0 DEG

ENGINEFACEMACHNUMBER

0 = 0.249

[]=0.529

Z_= 0.666

Figure 133. Bottom Auxiliary Inlet Flow Characteristics

All Auxiliary Inlets Open (CR = 1.362)

PSTATIC

(PTOTAL)FREESTREAM

PSTATtC

(PTOTAL)FREESTREAM

1.0

0.8

0.6

0.4

0.2

0

10.80 t

0.6

0.4

0.2

0

UPSTREAM

1

DOWNSTREAM

0 2 4 6 8 10

S-IN.

1.0

TOTAL PRESSURE RAKE

0.8

HpROBE 06

HRAKE 0.4

0.2

0

0.5 0.6 0.7 0.8 0.9

PT/(PTOTAL)FREESTREAM

FREESTREAMVELOCITY= 0 KTS

SIDESLIPANGLE=O DEG

ANGLE-OF-ATTACK= 0 OEG

ENGINEFACE MACHNUMBER

0 =0.249

[] =0.529

z_ =0.666

S,,,d

%-r

H

Figure 134. Right Auxiliary Inlet Flow Characteristics

All Auxiliary Inlets Open (CR = 1.237)

10

i08
Comparison of the engine face contours for the baseline and

for the auxiliary inlet configurations indicates that the performance has become a function of the loss associated with the individual auxiliary inlets rather than the loss associated with cowl

lip separation. The corresponding engine face contours do not

have the low recovery region in the lip area, rather a trend of

steadily decreasing performance from the top and moving in a

counter-clockwise direction is evident, Figure 135. This performance trend follows the decreasing contraction ratio of the auxiliary inlets.

FREESTREAM VELOCITY = 0 KTS

ANGLE.OF.ATTACK = 0 DEG

SHARPLIP BASELINE

ALL AUXILIARYINLETSCLOSED

PT2/ PTo= O.88,5

P&WA F100 MATCH AIRFLOW

SIDESLIP ANGLE = 0 DEG

SHARPLIP BASELINE

ALLAUXILIARYINLETSOPEN

1.93

PT2/PTo= 0963

G P43_209-180

Figure 135. Effect of Auxiliary Inlets on Engine Face Pressure Distribution

The inlet system angle of attack performance is more sensitive to auxiliary inlet performance than to the lip performance.

With the auxiliary inlets open, turbulence is lower, distortion

is lower, and recovery improves by 5 to 7 percent over the entire

angle of attack range tested, Figure 136. The cowl lip pressure

distribution shows little sensitivity even at 90 ° angle of attack

due to reduced ,,ass flow entering through the main inlet, Figure

137.

109
1.00

0'92< "_ "_o,,_

RECOVERY, 0.88! _ "_

PT2/PT o

0.64! "_

0.60

0.76'

FREESTREAM VELOCITY = 80 KTS

SIDESLIP ANGLE=0 DEG

P&WA F100 MATCH AIRFLOW

(PT2)AVE

0,06

AVERAGE _ ,T_-_ _-. -, -i ii TURBULENCE, 0.04 _'_"_ _ ';_ " ::--::3 _- : -_

(APT2)RM s , _ _ _ --_

j AVE 002

0 Legend:

0.30 O Sharp lip baseline

DISTORTION, [3 Left auxiliary inlet open

(PT2)MAx_(PT2)MI N 0.20 r..,..,._.O....- -C ..__.""O & All auxiliary inlets open

0.10 _,._._ _ ...,_ ..._ ._,_

00 20 40 60 80 100 120

ANGLE.OF-ATTACK - DEG

Figure 136. Effect of Auxiliary inlets on Inlet Performance

FREESTREAM VELOCITY = 80 KTS

SIDESLIP ANGLE=0 DEG

P&WA F-100 MATCH AIRFLOW

COWL STATION

H = 2.87 IN. ._/._OWL

10.0 IN.

Legend:

Angle-of,attack

_0 °

........ 45 °

----90 °

STATIC

PRESSURE

RATIO,

(Ps)COWL

(PT) FREESTREEM

1.0

0.8

0.6

0.4

0

D External

_. Internal

2 4 6 8 10

COWL STATION - IN.

1.0

08 i;

()

'i

t,

02 l,J,(

0 ....

0.5 0.6 0.7 0.8 0.9 1.0

LOCAL TOTAL PRESSURE RECOVERY

OP4_ 04S6 3_

RAKE 0.6

HEIGHT

RATIO,

hCOwL/H 0.4

Figure 137. Flow Over Cowl Lip

All Auxiliary Inlets Open - Effect of Angle-of.Attack

IiO
Inlet performance data was also obtained with the external

surface of the auxiliary inlet sealed and the internal cavity

exposed to the flow. Opening the cavities disturbs the flow by

setting up recirculation in the area of the cavities. The

distortion and turbulence are only slightly affected. The

recovery drops by approximately 1 percent over the angle of

attack range with all the cavities open, Figure 138. Since the

auxiliary inlet will be flowing during the critical high recovery

portion of the flight envelope, it may be possible to close the

auxiliary inlets off at other flight conditions using a simple

sliding or blow in door. The resulting 1 percent recovery loss

may be tolerable especially in light of the weight savings

associated with the simple closure.

1.00

0.96

o921 

RECOVERY,%,% 0,8

0.84 _,_

0,80

0.76

0,06

AVERAGE ._.-. _F_ _ ==_

TURBULENCE, 0,04' _,_'-- I

(PT2)AVE ] AVE O!

0.30

DISTORTION,

(PT2)M AX _ (PT2)MIN 0.20 - -

(PT2)AVE 0.10' __TF---- ..-43-.-.-I_-._ ;:::_

0

0 20 40 60 80 100 120

ANGLE-OF-ATTACK - DEG

FREESTREAM VELOCITY = 80 KTS

SIDESLIP ANGLE=0 DEG

P&WA F100 MATCH AIRFLOW

..... r-- 1 t'

i : : : :, :-,::: x  ̧ s v::',(<::  ̧ i

{ \ q_J

Legend:

O Sharp lip baseline

[3 Ramp cavity open

a All cavities open

Figure 138. Effect of Auxiliary Inlet Cavities on Inlet Performance

The relative performance differences between the port and

the door design auxiliary inlets are similar to those seen on the

thick lip inlet. However, the door design did not significantly

improve the recovery for the sharp lip baseline as it did for the

thick lip, Figure 139. While the recovery was not increased, a

slight decrease in turbulence was achieved using the door design.

iii
RECOVERY,

PT2/PT o

AVERAGE

TURBULENCE,

(APT2)RMS

(PT2)AVE AVE

1.00

0.92

0.88

0.84

0.80

0.76

0.06

0.04

0.02 I

o I

0.30

DISTORTION, 0.20

(PT2)MAX - (PT2)MIN _ _

{PT2)AVE 0.10, ,._ _--"

0

0 20 40 60 80 100 120

ANGLE-OF-ATTACK - DEG

FREESTREAM VELOCITY = 80 KTS

SIDESLIP ANGLE = 0 DEG

P&WA F100 MATCH AIRFLOW

Legend:

0 Left auxiliary inlet open - port (CR = 1.478)

n Left auxiliary inlet open - door (CR= 4.012)

Figure 139. Effect of Auxiliary Inlet Design

Port vs Door

Auxil[ary inlets were effective in improving the baseline

inlet performance as a result of the reduction in the losses

associated with flow over the cowl lip. By bringing in part of

the engine required airflow through the auxiliary inlets, the

flow around the main inlet lip and its associated separation

losses were greatly reduced. The net result was a significant

increase in inlet system performance at static and low speed/high

angle-of-attack oper_ tions.

The door design auxiliary inlet did not increase the

recovery over the port design auxiliary inlet. However, since

the sharp lip inlet performance is sensitive to both auxiliary

inlet airflow and auxiliary inlet contraction ratio, an assessment of the actual performance benefits must weigh the fact that

the door design has approximately a 2.7 times higher contraction

ratio than the poet, but the door has a lower airflow capability

((ATH) port = 0.35 (ATH) main, (ATH) door = 0.13 (ATH) main).

112
6.4 VERTICAL RAMP INLET CONFIGURATION - The inlet was tested

rotated 90 degrees to simulate a vertical ramp propulsion system

integration, such as that on an F-4. This configuration was

tested with full and retracted sideplates, with all auxiliary

inlets closed, and with three auxiliary inlets open. Inlet rotation was done both clockwise and counterclockwise to test the

effect of sideplate thickness. In addition, testing of the vertical ramp inlet provides yaw data for the horizontal ramp configurations.

The sideplates on a supersonic inlet are normally designed

with a sharp leading edge to minimize drag. Thus, with the inlet

oriented in the vertical ramp position, the sideplate is acting

as a sharp lip. Because of this, the performance of this inlet

configuration was expected to be low. To improve the low speed/

high anlge-of-a ttack performance, the sideplate could be

retracted to expose a more blunt lip shape at the inlet highlight. This was simulated in the present model by removing the

windward sideplate and replacing it with a more blunt circular

lip shape. The lip diameter was equal to the local sideplate

thickness at the inlet highlight.

Both the retracted sideplates and the auxiliary inlets

improved the performance of the vertical ramp inlet. The

retracted sideplates improved recovery by 4 to 6 percent and

favorably impacted both turbulence and distortion as shown in

Figure 140. The auxiliary inlets improved the recovery 5 to 7

percent. The two effects combined, retracted sideplates with

three auxiliary inlets opened had the most beneficial effect.

The engine face contours indicate that retracting the sideplates

reduces the loading on the cowl lip, Figure 141. With the

auxiliary inlets open the effect of the sideplates is much less

significant, since the auxiliary inlets have already unloaded the

lip, Figure 142. The sideplate thickness had no effect on the

inlet performance as shown in Figure 143.

113
RECOVERY,

PT2fPTo •

1.00 FREESTREAM VELOCITY = 80 KTS

J_..___ _.= SIDESLIP ANGLE=0 DEG 0.961

_'__0_ P&WA F100 MATCH AIRFLOW

0.92_ _'-_" "

_. - _ --_ Legend: 0 Full sideplatee

0.88 _ [] Retracted sideplates

0.84 _ & Full sideplates with three

_O auxiliary inlets open

0.80 0 Retracted sideplates with three

auxiliary inlets open

0.76

0.06

AVERAGE

TURBULENCE, 0.04 : _i +

[ PT21],vE 0.02

DISTORTION,

(PT2)MAX - (PT2)M IN

(PT2)AVE

0

0.30

0.10!. _ _ -¢-- RETRACTED SIDEPLATES

0

0 20 40 60 80 100 120

ANGLE-OF-ATTACK - DEG

Figure 140. Effect of Retracted Sideplates and Auxiliary Inlets on

Vertical Ramp Inlet Performance

114
FREESTREAM VELOCITY = 80 KTS

ANGLE.OF.ATTACK = 0 DEG

FULL $1DEPLATES

PT2/PTo = 0.927

P&WA FIO0 MATCH AIRFLOW

SIDESLIP ANGLE = 0 DEG

RETRACTED SIDEPLATE$

__-0.89--_

Pr2/PTo = 0.964

GpI_4_.174

FREESTREAM VELOCITY = 80 KTS P&WA FIO0 MA TCH AIRFLOW

ANGLE.OF.ATTACK = 90 DEG SIDESLIP ANGLE = 0 DEG

FULL SIOEPLATES RETRACTED SIDEPLATES

"

&83__ 3

PT2/ PTo= O.8,5t PT2/ PTo = 0.909

G P43-0209-173

Figure 141. Effect of Retracted Sideplates on Vertical Ramp Inlet Performance

115
FREESTREAM VELOCITY = 80 KTS

ANGLE.OF.ATTACK =0 DEG

FULL SIDEPLATE_

PT2/PTo= 0.977

P&WA FIO0 MATCH AIRFLOW

SIDESLIP ANGLE = 0 DEG

RETRACTED SIDEPLATES

).95 0. __99 0 9? 0 97

PT2/PTo = 0.978

G P43-0209-172

FREESTREAM VELOCITY = 80 KTS P&WA FIO0 MATCH AIRFLOW

ANGLE.OF.ATTACK = 90 DEG SIDESLIP ANGLE = 0 DEG

FULL SIOEPLATES RETRACTED SIOEPLATES

_91

1 o. -

PT2/PTo = 0.921 PT2/PTo= 0.935

GP43-0209-171

Figure 142. Effect of Retracted Sideplates and Auxiliary Inlets on Vertical

Ramp Inlet Performance

Engine Face Pressure Distribution

Left, Right, and Cowl Auxiliary Inlets Open

0.93_

116
RECOVERY,

PT21PT o

AVERAGE

TURBULENCE,

(_PT2)RMS

(PT2)AVE AVE

1.00

0.96

0.92

0.88

0.84

0.80

0.76

0.06

0.04

0.02

FREESTREAM VELOCITY = 80 KTS

SIDESLIP ANGLE = 0 DEG

P&WA F100 MATCH AIRFLOW

k •

0

030 (

._ ,,O'" ,,,,o,,= _o ccw __ . cw DISTORTION, 0.20 Legend: [] O .

(PT2)MAX- (PT2)MIN / _ O 90 ° clockwise rotation

(PT2)AVE 0.10' o 90 ° counter clockwise rotation

0

0 20 40 60 80 100 120

ANGLE-OF-ATTACK - DEG

Figure 143. Effect of Sideplate Thickness on Vertical Ramp Inlet Performance

117
7. PERFORMANCE COMPARISON

The performance of the three major inlet configurations,

thick-lip, sharp-lip, and vertical ramp, are compared along with

the various flow improvement concepts incorporated into each

configuration. These flow improvement concepts include, drooped

lip, drooped/translated lip, and auxiliary inlets. Comparisons

include recovery, average engine face turbulence, and the simplified distortion parameter (PT2 max - PT2min)/PT2ave. A final

comparison is made for all the configurations based on static and

dynamic values of the P&WA distortion description ka2.

7.1 THICK LIP INLET - The thick lip baseline established a performance standard by defining the inlet performance without the

significant losses associated with the 2-D sharp lip. It was

utilized to define the performance characteristics of the auxiliary inlets. This configuration did exhibit some separation which

caused a drop in performance at approximately 65 ° angle of attack

and 80 knots freestream velocity. This separation characteristic

disappears upon opening the auxiliary inlets.

Auxiliary inlet calibration data indicate that contraction

ratio is the major factor in ranking their performance. Both

static and wind-on performance show this trend, Figures 144 and

145. When opened individually, the corrected airflow ratio for

each auxiliary inlet is approximately equal to the ratio of auxiliary inlet throat area to main inlet throat area.

The door and the door with sideplates were slightly more

effective than the ports due to their higher contraction ratio

(approximately 4 versus 1.2 to 1.9) and flow directing capabilities. The door improved recovery by approximately 1 percent over

the entire angle of attack range, Figure 146.

118
FREESTREAMVELOCITY= 0 KTS

P&WAF-IO0 MATCH FLOW

1.00

RECOVERY,

PT2/PTo

AVERAGE

TURBULENCE,

(_PT2)RMS

(PT2)AVE

m m

0.96

0.92

0.88

0.84 _

a: I

0.80

m

m

.--, 2_

-' T, _ _

•¢ _ x x

L=I o -

°°4/ °°2r -! [-1 1

o/r7 r-I r7

DISTORTION, 0,12 1 'PT2)MAX-(PT2'MIN

(PT2)AVE o0,t7 117-1tin 0.04 °,,,,,.,_,,_

Figure 144. Thick Lip Inlet Static Performance

ORIGINAL PAGE IS

OF POOR QUALITY

7.2 SHARP LIP CONFIGURATION - The sharp lip configuration has

significant lip flow separation at all static and low speed/high

angle-of-attack flight conditions. Comparing the performance to

the thick lip inlet, the recovery loss is 5 to 12 percent over

the angle of attack and velocity ranges tested, Figures 147 and

148. A significant increase in turbulence and distortion are

also associated with this performance degradation.

The single most effective flow improvement device over the

entire angle-of-attack and Mach number range tested is the 70 °

droop lip. Performance of this configuration, both statically

and wind-on approaches the performance of the thick lip baseline,

Figures 147 and 148. This performance level is maintained even

at the highest angle of attack and at all speeds.

119
RECOVERY,

PT21PT o

AVERAGE

TURBULENCE,

I(._ PT 2)RMS]

DISTORTION,

(FT2)MAX - (PT2)MIN

(PT2)AVE

1.00

0.9£

0.9;

0.88

0.84

----.a---.., _--_: __-o'- "0--- --o

0.80

0.76

0.06

0,04

0_ _..... _..-- --v _--

0,30

0,20

0lo_== _ e== =_ _-

" T T [" _ '---_

0/ / L, i

0 20 40 60 80 100 120

ANGLE-OF-ATTACK - DEG

ORIGINAL

OF POOR

FREESTREAM VELOCITY = 80 KTS

SIDESLIP ANGLE = 0 DEG

P&WA F100 MATCH AIRFLOW

Legend: CR

o Right auxiliary inlet open 1.237

n Bottom auxiliary inlet open 1.362

& Left auxiliary inlet open 1.478

o Top auxiliary inlet open 1.893

r"

A.A

PAGE IS

QUALITY

Figure 145. Performance of Individual Auxiliary Inlets

RECOVERY,

PT21PT o

AVERAGE

TURBULENCE,

I(_PT2)RMS1

k J,vE

DISTORTION,

(PT2)MAX - (PT2)MI N

(PT2)AVE

0.96'

092 I 1

0.88 _ - Legend:

O Thick lip baseline

0.84 -- - z_ PortCR=1.478

[3 Door CR = 4.012

0.80 _-

0 Door with sideplates

0.76 I I I 1

0.06

FREESTREAM VELOCITY = 80 KTS

SIDESLIP ANGLE = 0 DEG

P&WA F100 MATCH AIRFLOW

THICK LIP INLET LEFT AUXILIARY

(NLET OPEN

0.04 r - A

oI .

r_A

0.30

0.20

0.101

0o

# A-A

20 40 60 80 100 120

ANGLE-OF-ATTACK - DEG

Figure 146. Effect of Auxiliary Inlet Design

120
RECOVERY,

PT 2

PT o

AVERAGE

TURBULENCE,

AVE

(PT2)MAx--(PT2)MIN

{PT2)AVE

FREESTREAMVELOCITY=O KTS

P&WAF-lOg MATCHAIRFLOW

ORIGINAL PAGE IS

OF POOR QUALITY

1.00

m

0.96

0.92

0.88

084 _= !_

-=, B

0.80

i

"Hi o

>-

7 "

c.)

a.

a:

0.04

m

I

i

z z

i ¢, ':' >-

=: -

<: ¢:

iX -'

_ ._1!

I I

m

m

!-

m

|

I

I

o

I

z

• c e_

I I

0.04

0.0:k,--, - I- I--1- -hi-l- n

oo_- hi-_F]r_nnr_nnnnn

Figure 147. Sharp Lip Inlet Static Performance

The auxiliary inlets and the 40 ° droop lip were also effective. The 40 ° droop lip exhibited separation and a resultant

performance drop at the higher angles of attack. The auxiliary

inlets improve the performance almost as much as the 40 ° droop

lip at lower angles of attack, but the per[ormance falls off more

quickly as angle of attack is increased.

Incorporating both auxiliary inlets and droop lips on the

same configuration did not result in an additive perforamcne

increment. Although performance was significantly increased over

the baseline, the droop lip alone performed better than the combination, Figure 149. The recovery of the droop lip configuration is high enough that opening the auxiliary inlets actually

results in reduced performance. This is a direct result of the

inherent flow characteristics of the individual auxiliary inlets.

121
RECOVERY,

PT2/PT o

FREESTREAM VELOCITY = 80 KTS

SIDESLIP ANGLE = 0 DEG

P&WA F100 MATCH AIRFLOW

0.96

0.92'

0.88

--._.,

0.84 "o

0.80

Legend:

O Thick lip baseline

A,A

¢ Sharp lip baseline

--A

0.76

0.06 c] 70 ° droop lip

DISTORTION,

(PT2)MAX - (PT2)MIN

AVERAGE _ -..0 --A

TU"BULE"OE00, r,.PT.,. sl L IPT2)'v_J,vE °°21= --o ,,o'droop,p

0

0.20 .o'"" _ _

,.,,._ / O All auxiliary inlets open

(PT2)AVE 0.101 --_ . _ -_ "- , r A .

0 20 40 60 80 100 120 _-A _---_

ANGLE-OF-ATTACK- DEG

Figure 148. Performance of Flow Improvement Devices

RECOVERY,

PT2/PT o

1.00!_,._..... __:)_ FREESTREAM VELOCITY=80 KTS

0"96 | o---. --o SIDESLIP ANGLE=0 DEG P&WA F100 MATCH AIRFLOW

0.92 __ _ Legend:

O Thick lip baseline

0.88 _"

0.84

- A A-A

0.80

0.76

0.06

AVERAGE _

APT2)RM 0.02( _ ---o

L_J Aw 0! -o---

0.30

DISTORTION,

(PT2)MAX _ (PT2)MIN 0.20 _ _

(PT2)AVE 0.10 __ _2- %_t'x'_ ^

00 20 40 60 80 100 120

..... ANGLE-OF-ATTACK- DEG

&Sharp lip baseline

¢ 70" droop lip with all

auxiliary inlets open

-A

C5 _

AA

[3 40" droop lip with all

auxiliary inlets open

D_d

AA

Figure 149. Performance of Drooped Lips With All Auxiliary Inlets Open

122
The drooped/translated lip showed a similar performance

trend, i.e., the performance of the basic drooped lip configuration was degraded, Figure 150, as the lip was translated forward.

This was a directed result of the flow separating over the main

inlet knee which was exposed as the lip was translated forward.

Again the performance of the droop lip is sufficiently high that

any losses associated with a companion flow improvement concept

result in lower total performance.

RECOVERY,

PT2/PT o

1"00_ _ 'O'-" _ _ 0.92 _'''_

.o,..

0.88 "_-_

0.84

0.80

0.76

0.06

AVERAGE _,_.._ .....¢._ --0

TURBULENCE, 0.04

0.30

DISTORTION,

(PT2)MA x - (PT2)MI N

(PT2)AVE

0.20 _ ..--¢ _,--._ .__

o.lo _"_" - "=J_:

O0 20 40 60 80 100 120

ANGLE-OF-ATTACK - DEG

°

FREESTREAM VELOCITY = 80 KTS

SIDESLIP ANGLE=0 DEC

P&WA FIO0 MATCH AIRFLOW

Legend:

O Thick lip baseline

AA

0 Sharp lip baseline

40" drooped - translated lip

130 in. translation

z_ 2 in. translation

,a 4 In. translation

0 6 in. translation

_A

A-A

Figure 150. Pedormance of Translated Lip

7.3 VERTICAL RAMP INLET - The performance of the vertical ramp

inlet was identical to the sharp lip configuration at static

conditions indicating good data repeatability as there is no

physical difference between the two configurations at this flight

condition. The performance of the vertical camp inlet was below

the baseline performance at forward speed/angle-of-attack conditions. However, it was improved by both retracted sideplates

and auxiliary inlets. Combining the two methods improved the

performance over either method used alone, Figures 151 and 152.

Sideplate thickness had no effect on the vertical ramp inlet

performance.

123
FREESTREAM VELOCITY z, 0 KTS

P&WA F-100 MATCH AIRFLOW

1.00

0.9(

0.9;

RECOVERY,

PT2/PTo

0,88

0.84

I

I

w

Z

u.h

cz_

,,c

z z

a. _ om

Q.

a:

m _

-- z

= z

m _

AVERAGE 0.80

TURBULENCE, 0.04 m m

L(PT2)AVE ] AVE 0

DISTORTION, 0.12 / _

(PT2)MAx--(PT2)MIN 0.08 r-

(PT2)AVE 0.04-- r-] ]

z

i;

ffc

_ c

z _

m _

Figure 151. Vertical Ramp Inlet Static Performance

Additional improvements in the vertical ramp configuration

may be attainable. A refined windward lip shape could significantly improve angle of attack performance. Further increases

in angle of attack performance could also be obtained by leaving

the top sideplate in place to provide angle of attack shielding

much like a leading edge extension.

7.4 DISTORTION COMPARISON - The inlet configurations are

compared based on the Pratt and Whitney steady state and dynamic

distortion parameter Ka2. The calculations were performed at

MCAIR using test data and MCAIR statistical peak dynamic distortion prediction procedures. The NASA LeRC engine face rake contained 144 steady state total pressure probes and 8 dynamic

pressure probes. The pressure data were interpolated to get

radial values corresponding to an equal area weighted 48 probe

rake. Adjacent steady state probes were interpolated along each

124
leg. The seven working dynamic probes were linearly interpolated

along the 4 legs on which they are located. The values at each

radius were then interpolated to obtain values for the other _our

legs. Thus, the computed dynamic distortion values are a function of the interpolated dynamic pressures and are assumed to be

qualitatively correct, but should not be compared rigorously to

other test data because of the significant interpolation, both

radial and circumferential, applied to the original data.

RECOVERY,

PT21PT o

1.00 j.

0.061 _L=_-- .o_

0.92 _

0.88

0.84

0.80

FREESTREAM VELOCITY = 80 KTS

--v SIDESLIP ANGLE = 0 DEG

P&WA F100 MATCH AIRFLOW

o Full sidsplates

[3 Retracted sideplates

-'_ Full sideplates with three

_O auxiliary inlets open

0 Retracted sideplates with three

auxiliary inlets open

0.76 _ Thick lip baseline

0.06

AVERAGE __

TURBULENCE,

L w o.o ,

_p. "Pc- FULL SIDEPLATE

o

0.30 I .o---o-- _o

(PT2)MA X-(PT2)MI N _ . Jr-- "_

(PT2)AVE • ..._r --I_ ' _'----

0 _ _" RETRACTED SIDEPLATES

0 20 40 60 80 100 120

ANGLE.OF-ATTACK - DEG GP43-0577-3

Figure 152. Effect of Retracted Sideplates and Auxiliary Inlets

on Vertical Ramp Inlet Performance

125
The trend in the distortion values follow the previously

established recovery characteristics, Figures 153 and 154. The

2-D sharp lip baseline along with the vertical ramp baseline are

over the distortion limit at 70 degrees angle of attack and 80

knots. The 70 ° droop lip exhibits the lowest distortion levels

of all the flow improvement concepts tested. The distortion is

slightly above the thick lip baseline configuration. The right

auxiliary inlet, i.e., the lowest contraction ratio, raises the

thick lip distortion level above the limit for b6th the static

and wind on test conditions. The vertical ramp inlet with full

sideplates has the highest distortion of all the tested configurations. It is well beyond the distortion limit at 80 knots and

70 ° angle of attack.

126
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128
8. CONCLUSIONS

Three major inlet configurations, thick lip, sharp lip, and

vertical ramp, and several flow improvement concepts were tested

from 0 to 120 knots and 0 ° to II0 ° angle of attack. Flow improvement concepts included a drooped lip, drooped/translated lip,

auxiliary inlets, and retracted sideplates for the vertical ramp

configuration. The extensive model instrumentation provided the

data necessary for a thorough investigation of the flowfield

characteristics of both the inlet configurations and the flow

improvement concepts. The major conclusions drawn from the test

data are summarized below.

DROOP LIPS

The droop lip was the single most effective flow improvement

device over the entire angle-of-attack and Mach number range

tested. It increased performance to a level approaching the

thick lip inlet over the entire test matrix. The distortion

levels were decreased to a value well below the engine distortion

limit.

Translating the 40 ° droop lip decreased performance by introducing separation over the main inlet element or "knee". However, distortion was decreased as the translation distance was

increased.

The drooping cowl lip provides a supersonic inlet configuration that satisfies the unique low speed supersonic V/STOL

performance requirements and still provides high inlet system performance at supersonic speeds.

Using auxiliary inlets in combination with a droop lip is

impractical. The 70 ° droop lip performance decreased and

distortion increased. The 40 ° droop lip showed some improvement

but not enough to justify the weight and complexity of

incorporating both systems on one inlet design.

129
AUXILIARY INLETS

Auxiliary inlets improve low speed and static performance.

Statically, the auxiliary inlets can match the performance of the

droop lip. However, at wind-on and angle-of-attack conditions

auxiliary inlet performance drops off relative to the droop lip.

Performance of auxiliary inlets is a strong function of

inlet contraction ratio.

Using internal doors and sideplates to direct auxiliary

inlet airflow improves performance and decreases the distortion

compared to a more simple port design.

VERTICAL RAMP INLET

Vertical ramp inlet performance was substantially improved

using retracted sideplates and auxiliary inlets. Both concepts

reduced the distortion level below the limit value.

Design refinements aimed at improving the vertical ramp

inlet system performance include an extended upper sideplate for

angle of attack shielding, an elliptical lip shape, and

incorporation of a droop lip on the windward side of the inlet at

the highlight.

130
REFERENCES

• Ca_]thorn, J. A., "Advanced Inlet/Airframe

Concepts Study", AFFDL-TR-77-47, June 1977

Integration

Q Lotter, K., et al, "Intake Design and Intake/Airframe Integration for a Post-Stall Fighter Aircraft Concept", Paper

#32, AGARD Symposium on High Angle of Attack Aerodynamics,

October 1978.

o "Two Dimensional Inlet Model For Navy Type B V/STOL Tests In

Lewis Research Center Wind Tunnels", NASA Lewis Research

Center Contract NAS3-22158, September 1979.

4. Nelms, W. P., "Studies of Aerodynamic Technology for V/STOL

Fighter/Attack Aircraft", AIAA Paper No. 78-1511, August

1978.

. "Research Study of Advanced Sea Based Type B Aircraft,

Alternative Concepts", MDC Report A5871, Title Unclassified,

Report Confidential, 30 April 1979.

o Initial Vertical/Short Takeoff and Landing (V/STOL) Aircraft

Weapon Systems Studies", MDC Report A5939, Title Unclassified, Report Secret, 18 June 1979.

a 1980 IRAD Report, MDC Q0857-7, Vol. 4, Project Description

107800, Theoretical Propulsion System Flowfield Analysis,

14 January 1980.

o Bristow, D. R. : et al, "Modification of the Douglas Neumann

Program to Improve Efficiency of Predicting Component Interference and High Lift Characteristics", NASA CR-3020, August

1978.

131
Q }{enne, P. A., "Low Speed Test of Translating Lip Axisymmetric Inlets for Subsonic Transports", _ASA CR-2467, September

1974.

i0. Brown, N., "Advanced Inlet-Engine Matching

Volume II - High-Flow Inlet %_ind Yunnel Test

Grumman Report GAD-321-RT, November 197%.

Technology,

hesul t s" ,

ii. Yuska, J. A., et al, "Lewis 9-Foot By 15-Foot V/S%'OL Wind

Tunnel", NASA TM X-2305, July 1971.

132
NASA CR.174945

RESEARCH ON A TWO-DIMENSIONAL

INLET FOR A SUPERSONIC V/STOL

PROPULSION SYSTEM

APPENDIX A

BY J.L. MARK, M.A. McGARRY AND P.V. REAGAN

MCDONNELL AIRCRAFT COMPANY

MCDONNELL DOUGLAS CORPORATION

This document will remain under distribution limitations until

November 1989.

PREPARED FOR

NATIONAL AERONAUTICS AND SPACE ADMINISTRATION

N/ A

NASA LEWIS RESEARCH CENTER

CONTRACT NAS3.22158
-,,_j
NASA CR.174945

RESEARCH ON A TWO-DIMENSIONAL

INLET FOR A SUPERSONIC VISTOL

PROPULSION SYSTEM

APPENDIX A

BY J.L. MARK, M.A. McGARRY AND P.V. REAGAN

MCDONNELL AIRCRAFT COMPANY

MCDONNELL DOUGLAS CORPORATION

This document will remain under distribution limitations until

November 1989.

PREPARED FOR

NATIONAL AERONAUTICS AND SPACE ADMINISTRATION

N/ A

NASA LEWIS RESEARCH CENTER

CONTRACT NAS3-22158
V

'_lf'
APPENDIX A

BASIC DATA PLOTS

This appendix contains the basic performance data for the 26

different inlet configurations that were tested. The data

include recovery, turbulence, and distortion as a function of

inlet mass flow ratio. In addition, summary performance data as

a function of angle of attack and freestream velocity are also

presented for selected configurations. Details of the inlet flowfield are illustrated by the cowl lip static and total pressure

distributions.

For the static performance data presented in the appendix,

the angle of attack is specified as 20 ° . This reflects the true

position of the model support during the static testing.

However, for static conditions, an angle of attack callout has no

physical meeting.

The performance data are organized as a function of inlet

configuration as indicated in Table I.
TABLE i. LIST OF INLET CONFIGURATIONS

CONFIGURATION

2

3a

3b

3c

3d

4

6

7

8

9

l0

ii

12

13

14

15

16

17

18

DESCRIPTION

Thick Lip Inlet Configuration ......

Sharp Lip Inlet Configuration ......

Sharp Lip Inlet, Ramp Cavity Open.....

Sharp Lip Inlet, All Cavities Open ....

Sharp Lip Inlet, Corner Fillets Not

Installed ...............

Sharp Lip Inlet, Left Auxiliary Inlet

Open - Door ...............

Sharp Lip Inlet, Left Auxiliary Inlet

Open - Port ................

Sharp Lip Inlet, All Auxiliary Inlets

Open - All Port Designs .........

40 ° Droop Lip, All Auxiliary Inlets Open .

70 ° Droop Lip, All Auxiliary Inlets Open .

70 ° Droop Lip ...............

40 ° Droop Lip ...............

40 ° Droop Lip, 2 Inch Translation .....

40 ° Droop Lip, 4 Inch Translation .....

40 ° Droop Lip, 6 Inch Translation .....

Thick Lip Inlet, Top Auxiliary Inlet

Open ...................

Thick Lip Inlet, Right Auxiliary Inlet

Open ...................

Thick Lip Inlet, Bottom Auxiliary Inlet

Open ...................

Thick Lip Inlet, Left Auxiliary Inlet

Open - Port ................

Thick Lip Inlet, Left Auxiliary Inlet

Open - Door ................

PAGE

4-39

40-87

88-110

111-133

134-156

157-185

186-215

216-255

256-285

286-315

316-351

352-381

382-411

412-441

442-471

472-497

498-523

524-549

550-575

576-589

m
TABLE i. LIST OF INLET CONFIGURATIONS (Continued)

CONFIGURATION

18a

19

19a

19b

2O

20a

DESCRIPTION PAGE

Thick Lip Inlet, Left Auxiliary Inlet

Open - Door With Sideplates ........ 590-603

Sharp Lip Inlet, 90 ° Counterclockwise

Rotation .................. 604-628

Sharp Lip Inlet, 90 ° Counterclockwise

Rotation, Retracted Sideplates ....... 629-653

Sharp Lip Inlet, 90 ° Clockwise

Rotation .................. 654-677

Sharp Lip Inlet, 90 ° Counterclockwise

Rotation, Left, Right, and Cowl Lip

Auxiliary Inlets Open - All Port Designs . 678-701

Sharp Lip Inlet, 90 ° Counterclockwise

Rotation, Retracted Sideplates, Left,

Right, and Cowl Lip Auxiliary Inlets

Open - All Port Designs .......... 702-725

3
RECOVERY, AVERAGE TURBULENCE, AiD DISTORTION VS. FAN FACE NACH NUMBER

CONFIGURATION _ ; READING NUMBERS z_,?-2._7c,

FREESTREAH VELOCITY -o knots ; ANGLE OF ATTACK - z o deg. ; SIDESLIP ANGLE - __o deg.

P&klA OPERATING POINT VALUES : M2- _ ; RECI .qB/ ; TURB- .o08 ; DISTI

FAN FACE HACH NUHBER
IIECOVERY, AVERAGETURBULENCE, AND DrSTONTTON VS. FAN FACE IqACH NUMBER

CONFIGURATION _ ; READING NU_ERS

FEEESTREAN VELOCITY o qo knots ; ANGLE OF ATTACK - __o deg. ; SIDESLIP ANGLE - ._ deg.

P&MA OPERATING POINT VALUES : M2- 0.53 ; REC- _ ; TURB- .oo_ ; DISTFAN FACE MACHNUMBER
RECOVERY, AVERAGETURBULENCE, AND DISTORTION VS. FAN FACE NACH NUMBER

CONFIGURATION ,?. ; READING NUMBERS zsez-zs87

FEEESTREAN VELOCITY -_ knots ; ANGLE OF ATTACK - ZlO deg. ; SIDESLIP ANGLE - __o deg.

PJ_IA OPERATING POINT VALUES : N2- _ ; REC- .q_ ; TURB- .oou ; DISTj

FAN FACE HACH NUHBER

v
RECOVERY, AVERAGE TURBULENCE, AND O%STORTION VS. FAR FACE MACH NUMBER

CONFTGURAT%ON_ ;, READING NUMBERS 2_ee-zJ'rz

FREESTREAN VELOCITY -_ knots ; ANGLE OF ATrACK - _ deg. ; S]DESLTP ANGLE ,, 0 deg.

P/ddA OPERATING POINT VALUES : M2- _ ; REC- _ ; TURB- __ ; DTST- .o_

FAN FACE MACH NUMBER

7
RECOVERY, AVERAGE TUSULENCE, ANI) DTSTORTION VS. FAN FhCE MACHNUMBER

CONFIGURATION _ ; READING NUlqBERS

FREESTREAN VELOCITY -_ knots ; ANGLE OF ATTACK = -;o deg. ; SIDESLIP ANGLE -._A deg.

P&MA OPERATING POINT VALUES : M2-,, _ REC- ,_lSq_ TURB- .oo_......_ DISTo _mlmTmllruli,

,..

"..'IT ".;

".-?-:-i

o. -_i

:_ --!

iii i'"

ii: ::-

:!:_ ii?

]'E i2_

2:: ::

_.. -.:.

:'22 ;2:

:Ui

i

l

.71"

I I

lit i:i ........

.";_L7 !i; 17 ii r :ii ::

.......... "'-I?i:

I :" 1.. 4 ...... _--

::: ...... -: t!-

rx: :::till ...._

2 i'- T2 ]2; _ IT" i5-?!;.

:: i::: :: F:: : i::: :-

:: _-.i_i_

:':: ...... ZILX

--: _" _'; !i_-i. !..ti.-

.... _ I. i

_i Si :-tS._ : U: ::i_-

:: :..... I: -}:, :i

..... k J .. _ .

: 7 :: b: i]:i re::

T

"" T1" i "i :;;

' !! :: i: : _:- i :

...... I I t

_L _i! i_:; Xi!.]i .LT

• Ix ! ;

.-I ..... _..

:]!_:i:r5- ii!F:::'_-

!i: :: :: "i 'i:l::: ,..

......... " " XIiX

::: :::: .:: :: .... X;IZ;

...................... 1..o

!!! :iii ::ii-t _i ::_< .......

,:: ::; .z ;: ; " ":1 .:

]¢ i_i i:.: i::] :-:i -

............ I

ii_il iiii::i i-_;_ .!::

ii i_ ::iiiii:: :./-i:; .......

I

J! X£ i!? i!:i !" :!!.: :::t:::

............ u -

:_! ! !

;;i "]!

_" i::

: :'i

i} :'_

: ii_.

z_ _;

2 t-

!

:i i

/

ii :

::i i

T]: :;

*! L

i:: :1!

:-:F

" --7

i: :.-'i

:, ii

;-i }:;:

-i -:"

v

V _

8
IIJECOYERV, AV1ERA_I_RBUI.ENCE, JUIODISTO_TIOR VS. FAll FACEIqACH

¢OUFIGURATIOII_ ; REN)ING NUMBERSz3_8-z_o_

FllEESTREANVELOCITY-._. knots ; ANGLEOf A1TACK- _ deg. ; SIDESLIP

P&MAOPERATINGPOINT VALUES: M2- o.53 ; REC- _ ; TURB- _ ;

NLII_ER

ANGLE- ___deg.

DIST-

:-_-:::FI'.. :_::t!:::-

-::: :: ..-l.-- L ..

:,:.

-!:-q: _:i;!/:-:t: =

.... i ..... I

_iis_: i;iit;i; :_(i hi

: : " ;:: I.

;;ii_:i :_._:.

.... ', , . ,

::': ::--!.i;]i; ] :- t:r:

--:: ::::1 ...... :::;:T::

i:--El :- ,-I-:- :_--f:

;: ; ....... :N l"t i i;i "_('T_ L_:( I " - .. .

:::F-:: _.. "

:!iii- h • : .

:: "I "

": ::"l"ii': :

•.';; ......... ! -:

::..-i !::,i::!:-:i:

.... :: I [::: 4.

. : " . I ; :4:::

:;:::_]-.:.-LILZ:

.... :.::.1 ."::u"r. -- :

.... :.:':1 .

, . t

::::fil ;.... !7747]!

:-:: ::_:'_::::_1: - ::::_,:-:::

............. !-

.... ,--'-t " , -

: .... :: ii: 1- :.

: -i:::i!]!7t:if: -:::t::

.... :-;tri:_t:-:::•.....

....... t ....

::iii:.t:iJ::_1::: =:tlgi

:::: ii;]t"-'; .... }i]rf F-_

.... !!:.--I ::: "'÷::.:

i]ii ii-it:::4::..... iii.::

]:: Jill

9
IECOVERY, AVERA_ TURBULENCE, _ DISTORTZON VS. FAN FACE MACHNUMBER

CONFZGUP.ATZON..&_ ; RF._DING NUMBERS 2_to3-zqo7

FIEESTREAR VELOCITY ,, _o knots ; ANGLE OF ATTACK - 9_5 deg. ; SIDESLIP ANGLE - _ de9.

PIA OPERATING POINT VALUES : M2- _ ; REC- _ TURB- _ ; DIST-

_=

"-7.-:"

"_]_._i

.':.:. --

:--: :ii

._ ":_--i

h'-'_i!'!

!L'tq:::

i

..Ix.

:til

X -;

!

!!!!'

!::I

i "

i ::

. I

;i" I .:

_i;1 x

'!!

,- t

":;'* i [i

...! .

;.!!ti:

| • .

I

..,..

..|.:;:

;',-[ii!:

....... t'"

!i!

:=t_t

':Ft

;t .... :xi

V-I_ :

o'7.K

:i!

1

[

I"

1

::!:ti

.... f

i_.

• !iitx

: :::

! _.Ki;

:i :C"

• "1 '-

3, 7:! ::

:!t :i;i:!_i

:.'-:!'-- , ,y

.-]i , ,

,L. ,

• T

: :l:: "{

.... -4-- i:: ', :

:_:i : -L ! -x

x-t::: • V "I

-:t:. : i I ! :

iT -i t:-

i:ti i:

1

; :

..,.. i iN

, I t

. I

i I- _ t

..1 I l ! I

!1 ,'

I I

.-4--. ---.-.--,

i I

! i:1

i ; i _ q

I. I _ I

i:llI I "l , i i i :t

10

v

v

¢

v
RECOVERY, AVERAGE TUNIUt.EMCE, JNO B[STORTION VS. FAIl FACE MACH NUMBER

CONFIGURATION _ i REN_NG NUIBERS

FREESTREAN VELOCITY -__ knots ; ANGLE OF ATTACK - /_ deg. ; SIDESLIP ANGLE • .9.o deg.

3.].
B[COVER¥,AVERA_ TURBULENCE,AID 01_TOIITION VS. FAll FACEIqACX

CONFIGURATIONJ_.; READINGNUMBERS_v/3-zq/7

FI_EESTIIEANVELOCITT -._ knots ; ANGLEOF ATTACK- ,o_ deg. ; SIDESLIP

OPERATINGPOINT YALUES: M_, __.._.3 ; REC- _ ; TURB- _ ;

FAN FACEMACHNUMBER

..-.....-

F:. i2:_-:-=

i::_: :-.:!iE---

= =!-g

:i_!_f:-ii!:

= i_ _2-'.-."

i::i::ii7iiii

;:pl, ' 12i

_ "_ --:-_::_---

_ _ -__=-:

.--._ =_ "--'__--.._

7:--

:-_ F_ L':}.i_.'-

__-Li-i =

ii: :i!.:12:.!]:..=

"_ i!i.: .........

I

-i; ii_ :ii

{:.'.! :

12

NUMBER
RECOVERY, AVERAGE TURBULENCE, AND 9]STOflTION VS. FAIN FACE MACH NUMBER

CONFISIJRATION ..Z. ; REN)ING NUNDERS

FI_ESTREAN VELOCITY -_fl_ knots ; ANGLE OF ATTACK - L/_ deg. ; SIOESLIP ANGLE - _-deg.

P&idAOPERATING POINT VALUES : MSo _ ; REC- _ TURB- _ ; DIST-

.:--"i _'_*i_" _.!t:.i]i....-_]

:::; ]]:!

::-'i "_:_ :: : :- ::_ _'!

-:i! "'

..,_ L_I _._

i

_ ....tii:? ;5g::25_i]?l

]:::i

:i il

....... I ............

[i:_[:_[:!]i- i:iii-! : ::::

: []].! i-]'_ _!i

:::: :::T" ::"T/ .'C.22

!::i::_-i-i gi!i _÷_-

;.'_L ....

]_ ]] ii: _i]][:i ]]]]]]]

iil i!!i!_.....!I!i : _:_

....... [

7 _ l!!: ....':::

13
ECOVERY, AVERAGE TUBULENCE, mO D_STORTION VS. FAN FACE MACH NUMBER

COIIFI_IIU_TIOII J,_ ; READING NUM(RS zqZ3-zqz-/

FIEESTREAM VELOCITY -so knots ; ANGLE OF ATTACK - o deg. ; SIDESLIP ANGLE - _ deg.

PlldA OPERATING POINT VALUES : N2- _ ; REC- _ ; TURB- _ ; DIST- .oez.

=.=.

:.;, ..

!_ .:_

i'i !i.

±o

;:r :.

;i i_i

;T ;.:

-9

2_ ri

if: il

.'T.; ::

::: :::

-'.-- ::!i!

;:: .-.:

::I

.... I........

L..

:==:: :2: ;::

-=!Yi :,i__ii

i:£;i !_ :_:

!; ::_ iii

12:iii i_ ::_

:r=:::. =: : :

i--i;i2i ;-?_

:;:|:::: :.:: ::

::| ::: ;:: ::

..° ........

-.t .........

::i iii i!!

iilJi" _72)21

._-_.- -.:..

_ -i

ii"i!i

:__--

"T:

:: ?2

-i !-:

;:; :T

:" .'.-3-.

_. i!i

._ ii_

::T

i: !i

--: --

-= .--

o_

_: ÷:!

..

i- i-

-:- -:.

= :.-:

-,----

H

--i :'--

.. :%':

:;2

h'i :--

=

.._J

14
ORIGINAL PAGE IS

OF POOR QUALITY

IECOY[RY, AVERAGETURBUI.E'IiCE,I ll[STOiITZOiiVS. FAN F_ llACHIglBER

¢OIIFISJIULTZOU._,...; IW.J_M _

FIEESTIIEANVELOCITY -_ knets ; MiLE OF ATTACK: _ deg. ; SZDESLTPAlleLE - _D_deg.

PlKA OPERATINGPOINT YRLU[S : _ o.53 ; REC- _; TURB- _ ; D[ST- .oeZ.

FAll FACENACHmElt
ORIGINAL PAGE IS

OF POOR QUALITY

16

NUmER

v
OR!G!,"_AL PA_E IS

"..._-

IIECOVERY, AVERAGE TURBULENCE, MD DISTORTION VS. FAN FACE RACH NUMBER

CONFIGURATION _ ; READING NIJ_ERS 2w3u-zV_V

FREESTREAMVELOCITY -so knots ; ANGLE OF ATrACK - _o deg. ; SIDESLIP ANGLE - ._o deg.

PLWA OPERATING POINT VALUES : M2- ._ ; REC- _ ; TURB- .ool ; DIST-

"::: :;::: : :

::7:-:::::i ::i!::l::!::

:": "::::: "1: -| ,

_':: ::::_:::: ::::!-.:" _

"::: :::" "iT I }

::::::::- :I I ;

:.:.. "': :;: ....

.............. I .. _. .- - -

................. i -_ ; -

,--:----. == :_:_._l.i_. f:_-

:":''"....:':: I :

: .....

=.__ :._::. ":'_ .:: :

::..::::- i...... " :

:-:::_:::::::.•:2:}::: .. .

............ , .o.

ii:!!U:i<l

_.......... ,.._ .... :::-,...._

:::: :;::I

L::fi :::::)_ ....... : _ :i

=:: _-..:::::::::::::::::::: :i::I:::!::: i:: i::

:::.: ::.::.::|:::.:

..... ::q::::l:::l::::: r::

• :. J

;"t: ;::.:1, :-

-:_:":-:I:: :::::::::::::::::::

i_::_ii i: -.!--!

:::.: ::::z:.::|.::[:: ; . .

ii:-??:::I:::

,....7:,:::: _ '

......... ,....,....,. , ..,

::!:i ::::i:)l:::iI::::-ii=::i:

17
ECOVERY, AVERAGE TUMBULEIlCE, E O1PSTORTIONVS. FAR FhCE IqACH

COIIFIGURATION _ ; RF._ING NMERS

FIIEESTREN4 VELOCITY -_ knots ; ANGLE OF ATTACK - .Z_ deg. ; SIDESLZP

PIIMA OPERATING POINT VALUES : R2- .Olt ;

-4_-_] 1:i L-

:._..:F-: ::i !_

L+-:+u]:i - :::: i-:.:

_-::: ii_ i_i

::-]::i] :'_?-il

z--]]-] i]]] ]!f.

_-_:]:+.iEli

+T': :" _, .++'+":

Fi:F::! !i:- :i:

.L i

?-

: :, i::i :i

_io 7 i

!!!! :i

:::" I:+ ; i

,+

-!:!:!! :!: ii:

.... I ......

:iiiFi:-'i i:! -i_

!]:] .....]:] ]':i

5:!';" .

PF: :

1

7 L

F I :!:

NUMBER

V

18
FAN FACE HACH NUllER

|

19
FAll FACENACHNUMBER

2O
RECOVERY, AVERAGE TLIIWULEHCE, Nil) D[STONTION VS. FAll FACE HACH NUMBER

CONFIGURATION ../_ ; READING HMERS

FItEESTRENI VELOCITY -8D knots ; ANGLE OF ATTACK - c_o deg. ; SIDESLIP ANGLE " __ deg.

PIULqOPERATING POINT VALUES : H2- _ ; REC- _ ; TURB,, -0/5" ; DIST=

FAN FACE HACH NUMBER

21
IECOVERY, AVEP, A_ TIJBULEIEE, AID DT_STORTIOIIVS. FNI FACEIqACH

CONF'][QURATIOIIZ ; _1_ II_S _z v_,,- :'q:_

IEIEESTREANVELOCITY-_ knots ; MELE OF ATTACK- _J_.9. o deg, ; SIOESLIP

OPERATZNGPOINT YALUES: _ o.5_..._; REC- _ ; TURB- _ ;

FAR FACEInCH NUllER

i::22 --"

:::: " :== i?:£ iE: _:::2-i:.

"" '- i- !..--i.--!..: --: N

_.. ----.

o 6 _O, 7.!:::

iii :2: ;i :i:?i: "

....... ' ' ....... :1-'i ""

°--.

O: 6-_ 2 _ 017 1::':

:._: i[! :k'i ?:i_; _i: ,..j

I

£:i !. :!i L!i i!:

.............. ,::::

)2t....

-.-:-N _ N N i!'!

.......... ;Z:] '" Z:I::::

:_. _, ......... ,

:'2 "-: :L" :...I ::L _.

7!"_ !",', ??! :---_ ::_ _ !_?

" - 0:2

NUI_ER

ANGLE- _ deg.

DIST-

_'=:d::-:_ ":: ::: ::: r

!iilii..........

I

_:.iiiil i/ if: !_

:["! .......... : : I,-:':

_I _-_::_- _ !!::i_::: L.

., • .... ')"

_ _- ;i-i iii 5!i::.-!-i

• "-1 .........

"::"'::.; :1: ::: :;::i'::"

: _ ........ ::ii[il;:

• 1 ........

r

.-I

::. - - :.:::

::::1 ...........

:k:: ki ii-i 7i _i'! ._:i

.... 1 ..................

!ii!i ?iZ_i-[:::

L ........

i:.i .i ii_i[i_iiii

i!!ii ..............

!i._ !i :! ;:iii

_i'tiii i! :-iiii_i

,..... - .......

ii ,i it +Z: :iii:..:

::"t i; :[: : . :

...._..

v

22 ..__--
II[COVERY, AVERAGE TURBULENCE, JMIID DrSTORTXON VS. FAN FPJ_E HACH

CONFISI/RATIOII _ ; READ/I_ IIUI_S z,.471-z._7_

I_EESTREAN VELOCITY -_ knots ; NI6LE OF ATTACK - ..%o deg. ; SIDESLIP

OPERATING POINT VALUES : I_ _ ; REC- _ ; TUR8-

.............. t .........

NUMBER

FAll FACE MACH NUI_ER

23
ORIGINAL PAGE IS

OF POOR QUALITY

v

24
ECOVERY, AVERAGE TI.qlLI_ENCE, AID |rSTORTION VS. FAll FACE MACH

CONFIGURATION ..i_ ; READING NUMBERS

lelEESTREAN VELOCITY -/.!..9. knots ; Nt61.E OF ATTACK - _ deg. ; SIDESLIP

P&MA OPERATING POINT VALUES : N2- _ ; REC- TURB- .00"7 ;

--] .... t .......

:;-_-!'_.--'f:'_. :ii- !_ :7! :::!

_-..] ................

_-__ iq i_i i_: :_-::7-

.------------------_.--:---- _i _L--]-:!! E-i

.._+ ........... + .....

:= 2if"

-:..--.._--- 4-'_'F.:-_:i_

I

:2".:':.°:*': .. : "

::;%*;::. "':: " :::-|. •

• -.-r ........... .

.:-.::Egg:-: +__:::di:.-::_u++:::

:2-":::: ;::: :Ziti:7

:.-:-;::::: :::; ,': ":: -

i_:._.'E_ :i-i .i : :27i:

: .':." .-: :%; : :: : : "": . ;: "

--_:-::-_!i '.Ei iiEl Fiiiii

_:_:_. i if!:_....

_ iii i!_ ::F:i..... : :

::::;:::: :': ::::]:::': .:

i4F:iii:iiii i;_ ii:: ::::::

:::::r ::: ......

::;:: ........ f:E!

NUMBER

ANGLE - ,.g. deg.

DIST-,

.... i___..+ :::..+- ........

::-- .-:::

....+..._ ......... L

:F:-LT.-_-2:_-"k_ .::12=:

1

- 1 ........

'-'";+ " 22;2:7 I :::

,'72 :_.27"_" ::':.T --.--:: "12-:7

.

r:+l:- :: :_+ +-

.+l .

:::2t::: ":: -+. " -_::-..-

::::I::" : ;':" "I"':-....

::-:_.,..::__. :::--,:: ::-;,::.--:

::'::|:;:-'::2" 272. "I'--

.... , .............. ,+--+

•- _-" : ': ...... t--

:::I!_ (::r::=:F-:

_: _ .

.... I :-

:+:i . :=.: :,

::':i : ; "

:!i i i !

- ; : :: ,

• : ! | -

t

, ; T

• _ . . .i "J:

• " I

:;: r :: ; "

; ,L :

t:: f:i " i

i!

! : i

.... ! • , ,

" t .... I

i t-: :: i - k :

::.i.... !: :-I?ii

;:l : ' . i..

.... ! .... I i

.... J:: .I i

.,.! •

:iJi! I '_: .

! -

j 2:i

::!! [Tii _ :

:::4: :i F-::

25
RECOVERY,AVERAGETURBULENCE,ANDIIrSTOIITION VS. FAIl FACEIqACH

CONFIGURATION___ ; READJ[NGNMERS

FILEESTREANVELOCITY -_ knots ; ANaLE OF ATTACK- _z deg. ; SIDESLIP

PlddAOPERATINGPOINT VALUES: M2- _ ; REC- _ ; TURB- _ ;

_ _ ._...-._i_=.

-

L-- -- .".E :_=--.222_--_

.............. ! .......

: .......

:.'_ -.E !-_i i!i:ii£-i i!_i

:!÷.......... -i i!!i ::::__-:'_ii

_::i ]: if: ..... "i ._il

I

......

10 7_ i:_i

_-._ "_ r....'ii:_i_

NI,,_IBER

ANGLE- ._o deg.

DZST-

_! -:--- -"--'_f_-i --_ "--"

_i]:-:-i_i:'-- ... !-El !!! _-

[-:-.-.

............. ].....

_-__--:..._:_ !_ _--

............ ! .......

i.i] _: .... L_

!:_ i-" i':i!-]!:: _:

..... i " i i-_

L! .. _.:i:i i:i

..... ::_ i_:

]:: i:: : .: :::.

i

I "

!:?::

.... i ....

i'ii i]'.'i ii:i':::: :!i::i:]

_! !ii] i!-i i]:.- :!: i__

L

2G
IIECOVERY, AVERAGE TU_ULENCE, AND D_STORTXONVS. FAN FACE MACH NUMBER

CONFIGURATION ___ ; READING NUmERS

FREESTREAN VELOCITY • J_9 knots ; ANGLE OF ATTACK - 5.6 deg. ; SIDESLIP ANGLE - .Q. deg.

PWA OPERATING POINT VALUES : M2- _ ; REC- _ ; TURB- _ ; DISTFAN FACE MACHNUMBER

27
RECOVERY, AVERAGETURBULENCE, mD DISTONTION VS. FAN FACE KACH

CONFIGURATION 2- ; READING NUMBERS

FIIEESTREAIq VELOCITY ,, _ knots ; ANGLE OF ATTACK ,, _o deg. ; SIDESLIP

P&klA OPERATING POINT VALUES :

/

M2,, _ ; REC-

..-__-- ...... --- _,,-=

- 1-£.......... ,1:7.

.......... := :=: :: _-_

:-.= -=-- = ..........

___

i3 _ :oi

..................... k:

i_]::;_i iii _i ::i:i ;i;i 2:::_

; TURB,,

:.:= .:=: L'=::

.::_-] [{

::i:.::7] !::

ii _.o,

.......... i !<

:::I:=:1 !! L-!:_

<-

7 t::

NUMBER

ANGLE - _ deg.

DIST-

_'1"-'-- T_"'__'

"I

_I i % j

: ! I :: 1

i_l > i _: " :!

/:J: i]- i.

.-::=12i ._i....!_

i t !---

; ! i ,

_._

=-i i::::-} C! [-:.ii}}:

:ii :i:: ::i iii !_fl

ii!_ ii! !!i! i_<_!ii

:::: =:-_.i!::

iO ;0

!i: ?::__:ii....

• "I

i:/

_;iilil

i

::?i

Oo

:ii_!

}!! !{i[[:!_{'_HI :!]_ !:!!I

FAN FACE leACHNUMBER

:-: : ._.:.

!i!i:i..

:i

i_;

!.-'i2:i i

II•i I i i !

, ] i _ i 1

_t _I :I

_•_It••__i• ' !....

-:o.?]::I i i--

v

28
IflECOVERY, AVERAGETURBULENCE, AN1DOlSTORTION VS. FAN FACE MACH NUMBER

CONFIGURATION ..?,,. ; READING NUMBERS z_,oz-zso_

FREESTREAN VELOCITY -_ knots ; ANGLE OF ATTACK - ._" deg. ; SIDESLIP ANGLE - o__ deg.

PI_A OPERATING POINT VALUES : M2- _ ; REC- _ ; TURB- ,o/__._B; DISTFAN FACE MACH NUMBER

29
RECOVERY, AVERAGE TUBULEIICE, JMID DISTORTION VS. FAN FACE HACH NUMBER

CONFIGURATION .__ ; READING NUNBERS z5o7-_51!

FIIEESTREAH VELOCITY -/zo knots ; ANGLE OF ATTACK - 7o deg. ; SIDESLIP ANGLE - _Qdeg.

PJ_k OPERATING POINT VALUES : M2- _ ; REC- _ ; TURB- .o/6 ; DIST-

-i- i_i

I

N

_I:_-_-_._

:F

.-- _.

-- =i :_

i_ ii-:::i_g:

_g /_:!_;i

_il i2i :i

30
IIECOVERY, AVERAGE TUnULENCE, AIID OrSTORTION ¥5. FAR FACE NACH NUMBER

CONFIGURATION .__ ; READING NMERS __

FREESTREAJqVELOCITY • _ knots ; ANGLE OF ATTACK = qo deg. ; SZI)ESL]P ANGLE • _ de9.

P/_IA OPERATZNGPOZNT VALUES : M2= _ ; REC= _ ; TURB= _ ; DZST=

FAN FACE I_CH NUMBER

31
RIECOYERY,AVERAGE TUNIULENCE, AID DISTORTION VS. FAN FACE HACH NUMBER

CONFI61JRATION 2. ; READING NUIIERS ,s_sT-_'_'_a

FIIEESTREAH VELOCITY 1 _ knots ; ANGLE OF ATrACK - ./._o deg. ; S]OESLTP ANGLE - _Q. de9.

PlddA OPERATING POINT VALUES : M2,, _ ; REC- _ ; TURB- .ozz ; DISTE

Ill 1 .J

FAN FACE II_kCHNUI'IOER

.-L!

-._-__-_::

-- 7:,

i- = -

iil _ii i"

;--2_. j,-

!_ -i i -.:.

- _t_

:-- .:-7t!-'[

-_. -t x:

::: Ji

_P _ ::_

_ ..i

.... r! 12

.... i ..

-xx _x:

t-

.=.....!i- i-i

I:

.......... ,_

= : -:L!]

!-- i:: ]::

:; "T" .]1 ?

:if _ti i i /

:: ::=q ti£ ;.. t:.:

Y [-]] :::, _

: !i¢ii

":':.,,;; ;

: O. r :F:

--r :_1]!!]

._- i: _t--•-:

_:: ]]-: !ii_]i

i_._ iii i]:_

::ii -_ ]i ii_!

::;! O. '_ .... "._"

....

:i - _i -l::"

..... 1;_ ::" L :: .....

. !..

;7: ;: , _

I "

ili i]]i::

]-'f_.- i-_i l]]

1

-t;x

:ii !!: _:=:

r

= iil ....

!:_.

I:::_

...... r....

::: = ?!ilii-:

::: 3 -_-:-

-:: ::: !_!..::_

... ;:: .......

F" _ ' : ;?'_

i:.i ::; :; ::':

.., ;:,. .: :;.;

::ii iii i_._i

i'_ !i! :: ....:-"::

!::! ::-i .....:a-=_

32
ORIGINAL PAGE IS

OF POOR QUALITY

alB _ 11M_LBICE VS. All.r Of AI"r_K

F-Ira _ Mluq.0v, I_ FACEIMCH NUmEIt - 0.$3

IIJIC,'W • _ kots; SlKSLIP NII,£ - _._ dog.

_FII_: I Z._..; IMSCRIPTIOII 7"h,_h Lip ,_.,_I,.,_

O N 120
ORIGINALpAGl_IS

OF POORQUALITY

AN mn[lIM[1111mlLBIC[ N. Ann.[ elr AI'TMZ

Ni iP*lm Nlllr¢ll AIIIq.mg, IrM _ _ _ • I.S]

HE[SlMIII wi.lcxl_r ,, _ Imets_ sle[sl.tP AI_[ - ._2_o doS.

¢mrtml'm: _.._.__ laaXrl'lm -7-_,.i_i,z,,,, z_,_/,.,,¢.

v

v

0.84

0 zo Eo 60 80 lOO 12o

O.N t

0.04

li'"

0.00

t N U m 8O

qn_ w mm- ksr_

10o 12o
DISTORTION VS. ANGLE OF ATI'ACK

P&HA F-IO0 HATCH AIRFLOil, ENGINE FACE HACH NUMBER- 0.53

FREESTI1EAHVELOCITY ,8o k,ots_ SIDESLIP ANGLE -o___degrees

CONFIGURATION: NUHBERZ; DESCRIPTION ":'h/_P L;_ $,q._1.2_,

::':::1 : :1::::::: :::_:: I::: :::::::::::::::: ::: t :: I_ :!_J :! T i :: :t: :

,_ 0.25 ............ _..... :::_.....

0.1C::::.:: ::::::::...... ::::::::t:::::::::P:: :::_:..... {_:::I''P' : :: _ ....:::::::::::::::::::: L::: :

_:: =================================== :':::I:::: :::_,_:::: ::.::i::::]::':_:':: ::::i:::: ::::_:::: -:-:: ::'":::: ::::_":'I::::;::-.

:::t':.: .... : ..................................................................................... :::: :::: ::::it::: :::::::': ::::':::" ":::l::t: ::': :: ::':::::: .:::::::'t: :":':" : " : 1 ............ i ": ": '.": : ":: ::.

..........I........._.... ::_::: ........,: ::.I: .:L_:_: _-:.L....._ . t._j

0 20 40 60 80 1 O0 120

ANGLE OF ATTACK - Degrees

35
ORIGINAL PAGE IS

OF POOR QUALITY

MRIBIr JIM MflHIMW 11MMILIglC£_. MILL[ OF AI"I',qCI[

PMM I_ _ MRIq.0Mo IrNI Iq_ NI_ InJIM[R - 0.S$

IqlRsTIMm IMI.MCITT • _ ImeIUl; SIIIMSLIP NIGL[ - _ deS.

C_IFIIIIIMTIMM: _ _-_ IMXlllllq'lgll TJ,,_,,_ Z,, _el,*,,_

i

41[

0.84

0.00

0 _0 4O i0 80 100 1Z0

v

0 M M M 8O 100 1Z0

oF,Tracz -

36
NECOVERY, AVERAI TIJmULENCE, ANO MSTO_TION VS. F'REESTREAMVEI.0CITI

ANGLEOF ATTACK-..._o 9EGREF.3

$ZDESLIP ANGLE -.._.__o DEGREES

Pli_A F-IO0 MATCHAYRF"LOM

CONFIGURATION:NIJmElt._r...; OF.SCRIPTION "/';":" L-:' 8,_se,',_/E

40 80

FREESTRF.JLMVELOCITY - KNOTS

120

37
ORIGINAL PAGE I_

OF POOR QUALITY

v

,w..f
CONFIGURATION:

COWLLIP EXIT RAKE TOTAL PRESSURE PROFILE

TOTAL PRESSURERATIO VS. RAKE HEIGHT RATIO

NUMBER_; DESCRIPTION Thick Lip Baseline Inlet

FREESTREAH VELOCITY - 80 knots

ANGLE OF ATrACK =_Z___degrees

SIDESLIP ANGLE =o.__degrees

ENGINE FACE MACH NUMBER=

1

H- 2.870 tn.

/

H

w

J

0.2

0.0

(PT)cOWL/(PT)FREESTREAM

39
RECOVERY,AVERAGETURBULENCE,ANDDISTORTIONVS. FAN FACEHACH

CONFIGURATION_ ; READINGNUHBERS_

FREESTREAHVELOCITY-__tg_ knots ; ANGLEOF ATTACK- o deg. ; SIDESLIP

P&MAOPERATINGPOINT VALUES: o.ss ; REC- _ ; TURB- --_ ;

!!i!!.'.!. ;! _.9_

:::'::

::2

[1:21

1....

::2.':

'<!;

NUMBER

41

i

/ /

LJ _.
RECOVERY, AVERAGE TURBULENCE. AND OISTORTION VS. FAN FACE NACH NUNBER

CONFIGURATION z_ ; REAOING NUHBERS _,ls-_l_q

FREESTREANVELOCITY -_2_° knots ; ANGLE OF ATTACK - zo deg. ; SIDESLIP ANGLE = __o deg.

P&ldAOPERATING POINT VALUES : M

t=: t_l. 00_,'

! lj

>_ 3.92

,--,

:: w

" I

_ . 88 i

_'"': ::: i

i : .... I

- 0.8_

i_ :

--%

0.30

i

:: 0.20

-a.

- | . .rsl -

.-. .1G

_ :i! '....00C

| : t--- *

; REC= _ ; TURB= _ ; OIST=

0.4 0.3 0.6

4O
k

RECOVERY,, AVERAGE TURBULENCE, AND DXSTORT]ON VS. FAN FACE I'_CH NUMBER

CONFZGURATION 3-. ; READING NUMBERS zl_z-zl_"/

FREESTREANVELOCITY1,,vo knots ; ANGLEOF ATTACK- ,e,,. de9. ; S]DESL]P ANGLEPIr,MAOPERATINGPOINT : _ 1;REC,, _ 1;TURB,,_ 1;DTST,,

0.4 0.5

FAN FACE MACH NUMBER

r

42
RECOVERY, AVERAGETURBULENCE, AND DISTORTION VS. FAN FACE RACH NUMBER

CONFIGURATION 3_ ; READING NUMBERS _l_e-zl,l' f

FREESTREANVELOCITY -Vo knots ; ANGLE OF ATrACK - v-_ deg. ; SIDESLIP ANGLE -

P&MA OPERATING POINT VALUES :

).9:1

D.21

= 0.11

;;::: ::::::

43
RECOVERY. AVERAGE TURBULENCE, AND DISTORTION VS. FAN FACE NACH NUMBER

CONFIGURATION _ ; READING NUMBERS al,fs-a.15o

IrREESTREAN VELOCZTY - ,Io knots ; ANGLE OF ATTACK " 70 deg. ; SZDESLZP ANGLE - _ deg.

P_IA OPERATING POINT VALUES : o._3 ; REC,..887 ; TURB- ; DZST,, .,,_,z

,+ 0.4 0.5

FAN FACE NACH NUMBER

44
RECOVERY• AVERAGE _RBULENCE• MD DISTORTION VS. FAN FACE _CH NUMBER

CONFI_TION _ ; READING NUMERS zl_-zLs_

_EESTRE_ VELOCITY - _o knots ; AN_E OF A_ACK - q0 deg. ; SIDESLIP M_E - _ deg.

P&MA OPERATING _INT VALUES : _ • REC- •.... _v ; _RB- _ ; OIST- 1./_o

0.4 0.5

FAN FACE _CH N_ER

45
RECOVERY, AVERAGE TURBULENCE, AND DISTORTION VS. FAN FACE K_CH NUMBER

CONFIGURATION Jt. ; READING NUHBERS z's_-Zt_

FREESTREANVELOCITY -.__ knots ; ANGLE OF ATTACK • I_. deg. ; SIDESLIP ANGLE -O__deg.

PIMA OPERATING POINT VALUES : o._L_ ; REC- _ ; TURB- _ OISTV

46
RECOVERY. AVERAGETURBULENCE. AND DISTORTION VS. FAN FACE MACH NUMBER

CONFIGURATION 3"- ; READING NUMBERS z'_'_'z'_ft

FREESTREAMVELOCITY " Jg- knots ; ANGLE OF ATTACK - o deg. ; SIDESLIP ANGLE - o.9. deg.

P&HA OPERATING POINT VALUES _

.001

!

).96

).88

m_

!-

:7]] ::!]: i

mHl Y::::;

0.2(

0.1(

!]::::::

0.4 0.5 0.6

:.:_iiL

-- .-= == ::::_:_

0._ 0.5 0.6

0.4 0.$

FAN FACE RACH NUI_ER

4'7
RECOVERY, AVERAGE TURBULENCE, AND DISTORTION VS. FAN FACE MACH NUMBER

CONFIGURATION _ ; READING NUMBERS zl_-_J7_

FREESTREAMVELOCITY ".ILL knots

P&MA OPERATING POINT VALUES :

; ANGLE OF ATrACK - z_9_ deg. ; SIDESLIP ANGLE

; REC- _ ; TURB= _ ; DIST0.I

0.6 0.3

FAN FACE NACX NIJM_ER

48
RECOVERY, AVERAGE TURBULENCE, AND DISTORTION VS. FAN FACE NACH NUMBER

CONFIGURATION 3L ; READING NUMBERS z;75-zIeo

FREESTREAMVELOCITY =.IM- knots ; ANGLE OF ATTACK = __ deg. ; SIDESLIP ANGLE = o deg.

p&iiA OPERATING POINT VALUES : 0.53 ; REC= _ ; TURB= _ ; DIST,,

N

O.Z 0.6 0.5

FAN FACE MACH NUMBER

..... _ J _ J, ,

_--_,._- .-- _ ---

- :.;.::= =--_-.--_.-.__.

!

5- .... -'.i!: .I

.... ........ _.... . ---

I ""1

._ . , .

:.._.L.._::--:. ?:: i: ?if:?

....

.........

-'"-'_ .... _i_- ...... _" 1 ....

.... -I'"", .......... t-'

...... I ....

......... ,: :::: :.L|: ;:

/

......... I ............ : :- :

49
RECOVERY, AVERAGE TURBULENCE, AND.DISTORTIONVS.FANFACEIqACHNUNBER

CONFIGURATION _ ; READING NUIqBERS z,ml-zl_lt.

FREESTREAIqVELOCITY -Bo knots ; ANGLE OF ATTACK - 7o de9. ; SIDESLIP ANGLE - .?_ deg.

PIMA OPERATING POINT VALUES : _ ; REC- _ ; TURB- _ DIST-

"-- m

J_q

DI

DI

De

f

:2

H;

).

I.;

Io q

_" P.I

v
RECOVERY, AVERAGE TURBULENCE, AND DISTORTION VS. FAN FACE MACH NUMBER

CONFIGURATION _ ; READING NUMBERS

FREESTREAMVELOCITY ._o knots ; ANGLE OF ATTACK - ._

P&MAOPERATING POINT VALUES : _. o.s._.__3; REC- .IL_I_

:l, ii

&

H:IiiHI., ;i

| I "C_4

V

I-¢I

a

1.00

0.96

0.92

0.88

FAN FACE MACH NUMBER

v 51
RECOVERY. AVERAGETURBULENCE. ANDDISTORTIONVS.FANFACEHACH

CONFIGURATION _a. ; READING NUmERS zn%-zzol

FREESTREAMVELOCITY -Oo knots ; ANGLE OF ATfACK - ZJg. deg. ; SIDESLIP

P&MAOPERATING POINT VALUES : o.83 ; REC- _ ; TURB- .o_

1.01

).9

._c

:] i,m

.q,.P

t

L

14"_

Z a

O.OI

0. OL

),OC

).20

I.IC

1.00

0.4 O.S

FAN FACE MACH NUI_ER

:.:_t]: ::-::: ::

NUMBER v

V

52
RECOVERY, AVERAGE TURBULENCE, AND DISTORTION VS. FAN FACE KACH

CONFIGURATION _ ; READING NUMBERS zzoz-zzo"/

FREESTREANVELOCITY -J__ knots ; ANGLE OF ATTACK - _.o deg. ; SIDESLIP

PWA OPERATING POINT VALUES : o.53 ; REC- _ ; TURB- _ ;

!

4

=Imam

-- , 4

I..01 !

: ii;_ ;i/

..l ........

BI

MI o.

1.00

I).92

_.O_

0.86

--'4--

: !L

-...

;iJi:i

0.0t_

0.04

0.2C

0.10

O.OC

;:::::::

ili[ll':

NUMBER
RECOVERY, AVERAGETURBULENCE, ANDDISTORTIONVS.FANFACEMACH

CONFIGURATION _a. ; READING NUMBERS

FREESTREAMVELOCITY -L_. knots ; ANGLE OF ATTACK - _o leg. ; SIDESLIP

PIMA OPERATING POINT VALUES : _ ; REC- _ ; TURB- _ ;

--.e

D.2

==

...2

++i

L-

; :!- :-

iiiiil;ii!i!i!i

ii_ii:!_iiii_il

1.11

0.3 0.4 0.5

FAN FACE MACH NUNBER

NUMBER

54
RECOVERY, AVERAGETURBULENCE, AND DISTORTION VS. FAN FACE HACH NUMBER

CONFIGURATION _ ; READING NUMBERS 2zDT-zzz_

FREESTREAIqVELOCITY -t2o knots ; ANGLE OF ATTACK o _ deg. ; SIDESLIP ANGLE - o__ deg.

P&idAOPERATING POINT : M 0.83 ; REC- _ ; TURB- _ ; DIST-.

0.4 0.5

FAN FACE IqACH NUNBER

...... _-- :-_i ::_:

_:_ _-_ --! . t

....... i.........

• ..;.

Lr:,' "'__:----"--::=

!ii:: _!_::_ "[ili !:_::i:iii:

_.- .-:

55
RECOVERY, AVERAGE TURBULENCE, ANDDISTORTIONVS.FANFACEMACHNUMBER

CONFIGURATION _ ; READING NUMBERS zz_l- _zq6

FREESTREAMVELOCITY - ,z._poknots ; ANGLE OF ATTACK - 70 deg. ; SIDESLIP ANGLE

P&MA OPERATING POINT VALUES : ,- _ ; REC- .87_ ; TURB- _ ; DISTI

Oa

O.

0.3 0.4 0.$

FAN FACE MACH NUMBER

|.i

= _ deg.

i

! i

ii _ t---

! !

....... i. •

21, r::

_:.: ::|._-

_"" -'_f-_
RECOVERY, AVERAGETURBULENCE, AND DISTORTION VS. FAN FACE NACH

CONFIGURATION a__ ; READING NUNBERS zzzq-zz3q

FREESTREANVELOCITY -4zo knots ; ANGLE OF ATTACK - qo deg. ; SIDESLIP

P&MAOPERATING POINT VALUES : _ ; REC- _ ; TURB- _ ;

":r

+

1

d

I

1

(

(

I

I

'I

J_

ii:

!

|

m

Qg

I'M

k,

I

I-,

L

+

0.00

0.30

0.20

0.10

9.0C

0.4 0.5

FAN FACE I_CH NUI_ER

NUHBER
IECOVERY. AVERAGETUIIBIJI.EBCE. MiOBa'STOIITIOI YS.FNIFJk_ERACH

CONFIGUItATIOR _ ; REA_M _. _z35-_-_o

IqlEESTREAN"YELOCZTY- _ knots ; mALE OF ArrACK - Jjo deg. ; SIDESLIP

PBA OPERATING POINT VALUES : R2- o-5...._L3; REC,, _ ; TURS- .o._'_ ;

FAN FACE RACH NUIgER

RUHBER

ANGLE - °_9. deg.

DIST- ._.r,.LL

..... ---'."- :-'--r";

....... L.-. I

--- ::_: .---:':--'--;'-52:::;.:.._.._. _.. _1

[ s

i_ i-i: i;i: i;-:-22_

::::: . 222 --t

I

.... , i

...... 21.: --- :2:1-- 1

:::........::_ '" i:ii "!, ?!:'I

v

58
ORIGINAL PAGE IS

OF POOR QUALITY

IImSuu_r i M1gu_ Tul_q.Lrl_ _. MNI.( OF ATTACK

I_lm _ MRFLOU, IrNI FACTMCH nUm(R - e.$3

NLOCtl_r • H__ ImeU_ SIKSLtP NNII,( ,, _ intl.

v

lid

O.lle

O I0 4O O0 O0 100

qm.z w ATmm- eq,_,m

1_0

59
vDISTORTION VS. ANGLE OF ATTACK

P&MA F-IO0 RATCH AIRFLOtl, ENGINE FACE HACH NUMBER- 0.53

FREESTREAMVELOCITY -_ knots; SIDESLIP ANGLE - _ degrees

CONFIGURATION: NUMBER._ ; DESCRIPTION :_w_? _e RAS_J,_

=

I--

L

!

t_

0.00

0 20 40 60 80 100 120

ANGLE OF ATTACK - Degrees

60 _..
ORIGINAL PAGE IS

OF POOR QUALITY

Ilmworr lm _ TI/RIm.lmC[ VS. miLE OF Al"l'/_'r,

Ni I_lm reTCH AllU't.OU, _ FAClE_ numEIt ,, o.s3

NUCTrY - _ Imets_ StNSI.IP /VWL[ - _ _Sl.

COlllrlll'll_T/gll: _ .IMP; IIaCIIIPTNII SharpLip BaselineInlet

V

i lhn

0.84

0.40

li I.OI

0.40

I II 4O 40 IO

q;i.i eF A_Wt - I_,._

IO0 120

61
v

DISTORTION VS. ANGLE OF ATTACK

PIWA F-IO0 HATCH AIRI_Oil, ENGINE FACE IIACH NUIIBER = 0.53

FREESTREAll VELOCITY = _ knots; SIDESLIP ANGLE = _ degrees

CONFIGURATION: NUHBER_ ; DESCRIPTION ._k..p L;_ _L;n_ Inlet

0.30

;_1 "_'= 0.10

0.00

_-:-- _:......_.... ::..... : i : _ i ̧_ :I _ ¢_! :_: •.--_ _._1:_I_'-4--:-r-_-4----:--:---_---,--: .....

' : l:_i _ii¢i{¢!:_l::i:i!!!_7:b::i!-7:iiiii_:::i::_:l::i_L i I _..t_::::_+

i. z I. ::::::ii:::::: . i::::i.':'i ..: i: .::: t: ; ..... : i : 1 [ :: ':i

....' ...................... 1................. I......... I*'7......... ¢............ _. _

" I_ _iii_ :i:it!!ii:iii!_ii!i_iiI;!ii ii_liii; :_i!_,i!:iiiit,_:i !::;!i(i_ :_!i :,; :;!: ! :! i: i_;i;i

; I;:; .: ::;;7; ; ;;I::;; ;F:;i;;;; ;;;;;;l;; :;r;;::: :;;:; .; ;:::-:;;: .J;;::,;; ::11;;1 . : :;. ";:i:;'; ;;' :

i "

0 20 40 60 80 1O0 120

ANGLE OF ATTACK - Degrees
ORIGINAL PAGE IS

OF POOR QUALITY

iN _ 1WSULI_C( VS. NNL[ OY AI"I'ACK

ft_140 fINN A/It_0iJ, IrNI _ JqJ_ IIU_R ,, 0.S3

¢mlIrlQJIMI'NII: _ ._.___ III[SClt[PTNII Sharp Lip _seline Inlet

V

I.W E

Ii'*"

t.80

I m 40 W I0

qm_ eF m - bs,_s

I00

63
DISTORTION VS. ANGLE OF ATTACK

HkMA F-IO0 MATCH AIRFLOW, ENGINE FACE HACH NUMBER- 0.53

FREESTREAMVELOCITY -z,_.9. knots; SIDESLIP ANGLE • _ degrees

CONFIGURATION: NUI'IBER_ ; DESCRIPTION _H,_p L,,._ 8,,_,_.,,_c

!

i ,

0,.30 ! .: . i . !_ : . : ! : ; . . . !

; : ": • : ;" ; "'":': " J : ' : : : : : I ' : '

t t-t_t:_T:¢_¢_t_;7__;:t-_vbt_f--=---i---t:--i--t-_¢4-----

: j :::]..i _ i i,:i4 :: I : __i ; i _ i :

-;i]i;7:_;;t ;_iii!!;l!: _::¢_-Tr:': :__ 7,r: ::

;:i:t iii_:tiii;iiti_?!_.-!-r-I"_ _'.7t,=

__. ' : : : I ' .::::: : .::-: _: • . • ...... • , '! _ . : j .:

_ li: ......... !i:i !:.:_!;:::7:.! _ :; _ ;--i-_.-:-_ i_-;- -_4-_-_4-; ..-4-:. i¢"

q. :l:!X!l_ _:|_:i!::l:: i. I_ ;;iq2..X i::, : _ !_

li.il::!i:.iJ::.:ii:::l :::i :il::.::i ....i i : _ 7"-i " i 7!"i 7::i!:I--::7

,I I ' : |

......!:_;t;:!:i _t:!!:_....:..:._..._...._..: .,_.._._:..:...+.x"i ..:4.._+.i..-_..... l

0 20 40 60 80 I O0 120

ANGLE OF ATTACK - Deg_'ees

v
ORrGrNAL PAGE IS

OF PCOR QUAL:TY

RECOVERY, AVERA6E TURBULENCE, AND D]STORTYON VS. FREESTREAN VELOCITY

ANGLE OF' ATTACK .,oDEGREES

SZDESLZP ANGLE ',,,0DEGREES

P&WA F-IO0 NATCH A:ZRFLOM

CONFIGURATION: NUMBER3__,q; DE$CRZPT]ON S,A_r L,e _,q6e_,_E

:"_'"t " : " " : .... : ': _: ..... r . . . :: i: ..... !: . ..:

...... " 0.96 ' " ............ - .............. : ....

I_ _ .9'i,,t: I !_ ...... I_ :: ::

8 .... o.s81____t_.__J_Z.L,i .- t : , : ! _j. ' ........... . __ ' _

:: ::: i : ::': :: . :. ,, : . " ::: "':-i:::i uT! :-: if--ii]_ i!-.E"!-:.i:_m':_;-:_ -":-.-!:-:::- :Ii.:-:. •

--:-i- t --_-f--_-: -_-=I---_--P-:_-..;..__..-i:-i.4.-q-..:. f----.f-:----i- " -. ' IJL - , " f 1, . ,

.... ' "............................ @ ..................... " ........ _t'_i I : " " :----3 _.--t.---- :o..84' "

..... _:......

...... _.'

.

"

..............

" ::: : , _ : '.--_ :. .' ' ' : : :": ' "

'-:- ::-.:.: ! " : ::i-:" -:-::-::!.. ::: /7 ::f::_-:...... : "--':._. ,.................. - - " iF;.:: * ::::I : ....::'-::' :-:m::: ....."-_:F-:-_I_::::I!:::D::; :.Z:!!:':' ....:_-_i_ :' i::':l: ":::: I - -_• . :--:-"

:: -.-!.-:: .-. :.:--: - : .

• t ' " t''q i

---L--io.eok.-I ._ , .

!' .... ' .............

. I.__i .............. '-. J ....._ ..I _ . _

i0.04'

1

_ _ .- o.0_

", '_ T-I - --

=. _ _.__¢--._._

---io.3o

- -_-:-i_-i--I -::-, ,-_---__i_:t--n_:-:_:---I:::_- -_-- : ....

......L:i j-i:__¢_ ..... ,.... I:-_._.-:__:_: .._.,d_..:.: :_ ':-_ ........ c

i

I

1 ....... i .... r-......... :-----.'-.... _ .......... : .........

:q _1--" I '!-_P-'T- ! - '. .... ; _ "F:.:" "1."::"'7!: .--::'-T[-xTqt r"............ ! .....

f_-:_I:!II ;d _J_ I :1 : I J i.... i I, ::I:i::I:i:4 _ , ; ;, _-

| ....

:-:--[-- ......: ...... ..... .....

"+ : _. t I ' t " r" L "

', 1 : _ ___ i:+-__..L..i._:::._-...:'.,:.. -1-

"-' 1 ' - ' -:-_ " '; :: t " : ....... I

..:..._ .i .. l--- .I-. . _:'. Z. .. : _.- .... _2_.,. ._:. .

.... L_i._, ' ...... ' ' "-- -'--=- " ..........

' ! :I:;_---4-_;:;-i- !

,

0 40 80

FREESTREAM VELOCITY - KNOTS

-q

.j

.4

j

120

65
ORIGINALPAGEIS

OF POORQUALITY

RECOVERY. AVERAGE TURBULENCE, AND DISTORTION VS. FREESTREAH VELOCITY

ANGLE OF .m,TTACK -_q.s_ DEGREES

SIDESLIP ANGLE -...9.._DEGREES

P&WA F-IO0 HATCH AIRFLO_

CONFIGURATION: NUMBER._..; DESCRIPTION _,Axe" L_P B_e L,,_r

• I T e.v_ " I I I ' " I : .... ; .' " _ t : I 1 ! ,

__._ L. ; • . . . .: • :

__:. . _........... , ...... .. ....... : .... ;....... _................ , ................ _ . _ ..... : .....

..... :]"'"- !:=" L:-_ _::::I :"]"::!: t ...... F:::_'/_:i_:--:.-'I:':::'_::'.tF.:'!---",';'_!7":i'""-"[ .; ;_':t '

---_--t a.s_- i _ : ' ' I _... i .. _ - , ' - ........._----

[ : 1 ' '" : _ .................. I " _ ' ,-.

a,, --_0.92" ......... ' ..... i - .:.. '.::-:.-:..:'::;=--:::.:::':.-=.= ...... :.:':..... -. ..:" .......

" :....... l ":: ' _ _ • " " ' :" i].._, ' ' - -il .... , . . : ' - , ' .

. ....... _:_. _:j ...... [.... [ _ _ ___ :.$]_.z.. ::_1:: i_-]:..__;;_.L, i_.

' ::- -:_ • i: .... _ .... :..... _:-':__:_::::i.-.._:'-:=:_::t : : !

" "': ::::: :=::;:::" ':=:':=..'[":" "::: "_'_-=: I'-::':"::: ::: r'-:[. ":I'_':::=:" "::'::::: ":'::::;'= ::; :"" ": : ::_ : "': ' 0,6 _ ' : "_ ..... , ,

_ _ - -_ ..... ,'!---'--t--_----r---1_ . --=--"-T--- t - : "

_1_ :_o.o2 i.... !-:[_-:.... i- . . i : .! • '!.i i ' : .....

..-, ! ,,_,;l::i:hli_i2-:l:-:h_t1:i|"_:l:;::_::l_:_': • !--;",_.:.i.:] : :-i... : , _ r

"--"_"-t----VeIJUi " ' " ' i ; '" ....

- -- i- " . =-1:." --:_-:]...:: _:-._:...:_.:E.-:.= :::L:. :-j.L:i .:..:_:.. :.::':::: .:: :::.: :.:._ .:. L..._.. .... ;-. : ; . '

....l.:-..a+:1 .... t. I ---=.......

' ;"I ......... t ...... t" _: 't":

" __1" '::;::" ............. _q-"t_:-:/-, _ _-..;::::1;:::_:_" ..... _,!.::;:t::!::i}!i::! i::!i-i_;_:._:[i:i:::_ ::;i:::_'.:::_:: : : ' _,

;! = i__-_--=--:f:::. I ====================== .... I......=,--:::::!::;_:::.::::."' " ! " :

--r ' -----,:..... _! ........._:' _......":::! I:!_::] i-. ' :F"t.._ :_ I :_==_=__._=:.: .... i . _,

"-' .-._t l: ----i:F: :!---:1--.! _" 1_.-t_-:t.:"!::'1!--: ":_: :"!__!.:!i :_ ::_ .......... _-::- :i- :-- "I :-

I "-----:' "-- " .; ., ; _).._._.. : :,, .... _:':':]";-:',, i , 1

_ _'; _l

-- -iF+-_ .:E_ .-_.:F:=:=====================:::: ..::..'_=.:_!_!F÷ [|

|_-:.l-"::_:- .... _ ..... t.... .:.:_::=.::::1_..... _.:.....,::-.:]-":::i:-'.l..-.t .... :::!;:t :,:t: -:_ I " I • ! • t

_.. .,.._ _ ......-:. " ..4.................. ;...t_.......I ........ .,:-4....:.... ;-t ' ' .l

__[,_"_ _:i:i.i:_-_?.-7;'fi!]_i i_:i!-.-I:_i:.!::"_e-f_-_'.--:--t_:_ :::¢i-il :]!!!'::.!

0 40 80 120

FREESTREAR VELOCITY - KNOTS

66
RECOVERY. AVERAGE TUImULENCE. AND DISTORTION VS. FREESTREAM VELOCITY

ANGLE OF ATTACK ..90 DEGREES

SIDESLIP ANGLE -_DEGREES

P&WA F-IO0 HATCH AIRFLOM

CONFIGURATION:NUMBERS':_; DESCRIPTTON 5,A,_e L,P _._s_L,,a_"

T1

40 80

FREESTREAIq VELOCITY - KNOTS

6"i
. j

v

Z

o

E

V

68
69
,2

7O
"71
V

: ; t. _ i _:. :, ....::_::_i:::-_::::_::_:_;:_:_::r_:_i::::i_:_ _ii!:_!i _--__:_Lii':L_!<:_-.-:I _::-t: --!

....L .,__-:: ':i:::::: :..:::::::i:: ::iiil!ill :I:';Y-i:T:':F:_iI': :_F-_-li.,-<::$, ::

" ! !: .r:TF i!- :-!!i! ."iLl: iT.-':"l:i::U '=-_- _..___.;-___'_..._L.= :!i!V_i-_l!i!:-:i::: _M.:i_:i • __ LI.... '._.,_! :"

- _...... !-=--I-_-:]-__???_:;ii?:_i'iSi_(:_:'i;i_!.:-.:-i_:ii?iiiS_: ?)-!_k?-_-i: '":

i.--'...... " i....... : '": 't.... !: i _.T-'T ,! : -"i_....... :: !:: :.i:::I "-:! " :F, _!::i7:, _'::_ .... :;- il .... .

: _ i .... IL .! _Li _...! .:LL_i-..-a 7i/L-;.t.iLi:L : ::::::L_:: [E_LL- :;_-_ . '-. !

" - ' I"' ' ............. I ' r ....'-"_................ ;............. -"........"

.... " i-:....... --- ............. _......... --.:: ........ a ..... _. i .....

' _ _! ._, :_._.___t :............ ,_. _::t..L:z±__I!_._2__- ;....... i: :-i-: .... ! i i : " _,,

,------.---'r-- : --- .... _'_---l: .i.:..: ; :--'t:: .... t. 1.';- ..... T""--T- .... T-""":--

_ ! i _ ! t t I : ti:!: .F_ _:!t: :' .I ' I :t : ,

i

3"'|-=[_ ::-}: ! _:ii:,ii_!t;_i;_-[i_:- _iiii:.'-ii- ............ ii-_-i_#-3>;:i:i_4>;':_:

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, . - :_..._ ......... r.--:_.......l-........t:....'_:.-. _ ......-..--=_... ,..-i....::-l- ... _:.: f--:-. :F :=::- """"°"'"" '"

i ...... __' :_ :":: ::_'d __' ..... _......... __:_....... :_l:-"_i ..... T'I .............. __:i..... _ f---

,.,,,,._ _ z >_ : [] ..... I...... _....... I ....................... _ ...... ".[]]]il ......... 1-.'--'t---,..",;'Z:':':_-.., "" ."='--_-" ...

f._.,_-=.... z__:. __=:_±I.:..__!t-:_ = :::t:_t _.--U_=_:=F::I::::---:."..._:::i: ': ::v '-:::t_:!:_---

t : !.... i: : _'.... _t :3+:.:---p::I -:}_:!i_:!_:>:-:i!!_!_-"]'=-"}'::_::_::::{!-:!:[ -:-:->'-_i_ :i!::::i:_i4:::!: i_: :_

h'vaaJ,s_a_ {J'd)l't_O_{ 0:JVJ'S,I)
ORIGINAL PA(_I_ i.s

OF POOR QUALITY

. o

13

I'4

• (3

n

I*

w_

4D

'M

t_

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Q

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M

I

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G

Q

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v

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t,3

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74
ORIGINAL PAGE IS

OF POOR QUALITY

t

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I=

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0

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13

13

13

13

13

13

13

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tl

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g

4a

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75
76

J
_: :÷ii

t7?
CONFIGURATIOR:

COM1.LIP EXIT RAKETOTAL PRESSURE-PROFILE

TOTAL PRESSURERATIO ¥5. RAKE HEIGHT RATIO

IIUI_ER -,_lb; DESCRIPTION 5J_ p I_,p _A/_

v

FR'EESTRRARVELOCITY - _ knets

/_IIGL( OF ATTACK o_r_.de|reH

SIDESLIP ANGLE =--o.. degrees

(NGINE FACE NACHRUIqER =

H- 2.870 In. Ii_

H

hcl_l.

T

.J

g

_''-_ _i ..... "..... :"'::: :-":_::'_iI *== ":"=:}::: :::_:: ::::_;-::::::::::: :::'Ji:::}:==_:::=:::=

o.s_t_]iiiil:_iiii.::::!_t_t_i!t_i_fi_=_ti:i_t.___:-ti_-_.__

_:;:::" ::i: ====================== ::-_I--:::;::::_:::: ":::4"':: : :;: : ::::::::: .... ""

o.__ _i_-_!_. __-_r.._--_ .......,...._-.._-- -, ......_--

i i, -ijiiiiliill i]ii::ili i;i:i:it:iii!- ]ii::ii;i i!:il::: !i: :: i: ..................................... ;........................

0.4 _i_!T!_:!;:. :.:i:ii__i]!!ii i!':ti!ii ii_iii!i_'i'!ilii: li.ifiii::_]!:i::i:.i:_*_:_-i-_i::_il!!-_ii-::

....... i ................................... _" ""'"" ":::::]:::: o.:,._._........ :_-.--i-..._...l.-i....=-,_-.l.::":l_,..l,:..l-...l:..:_ .................. :._:---;:::_=

--_ ......:l....l.-..i..-_-_..--_..-_.-.t.-_.-._......_.-._--_..._-:'-'-'-'-'-'-'-'-_

,....:i:, ....::i" :_li_l:: ii!!_:'"' i,i-::,.::--'.: ....li .........i:_:._-

"_",:--:...................... I.:- ] --:i!:_": I! ................. !! !i__I:.-_ I_ ::::_$........ ' :: ::::::::::::::::::::: : : ::: :::[: :': "':

o.o ........_:'" ::_._,__:_,::_-."_ _,_:: ::_::!:_: ::".-._::: ::' =':_.:.!_.'::: _::.iiI.::- !I ::_!_--:: ;_i:-"'!:i: .................... _-

,_.-_ :::::,:!!:i;';-,::_'!:::; _ _ :_.':-_'.-" ; '[ ....

0.5 0.6 0.7 O..0

(PT)COWJ(PT)FREESTREAN
CONFIGURATION:

COWLLIP EXIT RAKETOTALPRESSUREPROFILE

TOTAL PRESSURERATIO VS. RAKEHEIGHT RATIO

NUHBER3_.____;DESCRIPTION _M^ep LIP B_Eu_-

I_EESTREANVELOCITY -____okemts

ANGLEOF ATTACK -_g._degrees

SIDESLIP ANGLE =_degrees

ENGINEFACEHACHIttlI_ER =

H= 2.870 In.1

H

|

1.0

0.8

0.6

U

0.4

0.2

0.0

0.7

(PT) C0_I./'(PT) FREESTREAM

O. 1.0

'79
CONF! GURATZON:

COWLLIP EXZT RAKETOTALPRESSURE-PROFILE

TOTAL PRESSURERATIO YS. RAKEHEIGHTRATIO

RUMBER-_._.___;DESCR%PT]ON:S**_ee /-,e _,*_e_,_:

v

I_EESTREAMYEI.OC11_I'- o...__kemts

AkGLEOF ATTACK - 2o degrHs

SZDESLZPNltLE •._9_° degrees

ENG][NEFACENACHRU_ER ,,

H- 2.870 tn.

1.0

0.8

0.6

0.4

0.2

0.0

O.S 0.6

8O
CONFI GURATION:

COML LIP EXIT RAKE TOTAL PRESSURE+PROFILE

TOTAL PRESSURE RATIO YS. RAKE HEIGHT RATIO

RUMBER_; DESCRIPTION 5,#ep (-,p _z_,_e

FREESTREAMVELOCITY -_.__knots

M6LE OF ATTACK e.___degrees

SZDESLIP ANGLE - .__... degrets

ENGINE FACE _L_CHNUMBER- • _

H- 2.870 In.

hCOWL

t

I

I

I

[

H

1.0

0.8

0.6

%I,J

0.4

0.2

0.0

-_--_- -:_:_ -94"-:=--" _:

:-.-.-:. i_- -_ =-:-=".-2"

!h...il !.7 iui -_?_!-"

.iii _E:+i?ii !;.:i!i5. !-ff

............ ,..

i_{!::'_ - + ==

0.5 0.6

_i----....=: !:-gJ4

= =+....

:iii !i::"!iii;:.:._! :::--....

:.iE i'£ -_ _-2-1!E-i{_

.... _'.i_:Zl:[: Y'.£__

;_,.,-_---:=:

= N _-g::::.............

_N ,_.,'='=="

{':i::::"---- ::::

.... :_= iig:4_ii_i::::

_'.'!!i:.!.=_!i-!: {!i_!E_,{iii

0.7 0

................. += :_'-: L<_k_.:.

i_=.ii<_!--i{{Y-_.i_}i-:_i_ i+_gFU-

.... ......... I.... ::-=]:::

I....... +.... .+'- I+_Z -":'-- t:: .... ,::: :::::::::. i!!!{:!:.{ ..."-

.....iii iiii;:ir!iiii

+i+++ii+i : '::: +++li_++---_+-=

.......::'.... !ii_::g

+.. _=

• -+ i ........ _+--: t

.... : ::5:t'tt+ &LZ._LLL_LL.ZLI:.]./: ""_'

i!!i ii!_]i_-.:_ isliigliiiS_llg0.9 1.0

(PT)COML/tPT)FREESTREAM

81
CONFIGURATION:

COML LIP EXIT RAKE TOTAL PRESSUREPROFILE

TOTAL PRESSURERATIO VS. RAKE HEIGHT RATIO

NUHBER3__; DESCRIPTION 5,_xp L.Jp 8A_e_

FREESTREANVELOCITY °VOknot$

ANGLE OF ATTACK -qodegree$

SIDESLIP ANGLE -o.___degree$

ENGINE FACE RACH NUMBER- .Sze

T

H- 2.870 tn. J

I

H

hco_ I

0.6

,,,rU

0.7

(PT) COWL/ ( PT) FREESTREAR

.... _o0

82
CONFIGURATION:

COTE.LXP EXIT RAKETOTAL PRESSUREPROFILE

TOTALPRESSURERATXOVS. RAKEHEIGHT RATXO

IfUMBER_cL-; DESCRIPTION_**,t_p Lap j_e_u_

I_-EESTREAMVELOClTt'-eOkemts

AJIGLEOF ATTACK -__degrees

SXDESLXPANGLE - o degrNs

ENGINEFACENACHNUMBERa

H- 2.870 tn. __I

I

H

k

u

I:J:;::=

ii"! !i'i

c

O.G

0.4

0.2

0.0

................. •....... _-.=:_-_'-J--_... :....... _.-_-----.-t i-.--::=::::::=

_'_, .=:P:: • ::---r--:

_-L-'.-"::.:__::: i."_ ==i".i_.".::'""":_i::=":=': : i::-:: L_- -':_:_!:-_i_---:-_ ii:=t.-':= :_-':-: :._t=...._................ _...._. _J........ I, ....... _ .................

:::fl:_: .-:_==::::_:::.... =:I:-_.:.-_.: .__.-=.i::::i: ::]::-:_-::=:_.=: .:= = ..---..=::

i-.:.t.:i_:-_I-:i_ii._= i_:._i- _:_ _i::_._::_i:ii!.-_:-:::i::..... _::,:::::-4:=..... _:=:

............. : ........... I .............. , .......... X ........ i .............

............... ......... I............ , ............ l....... L.._...-J ...... ........................................ _ .... I....,...._ ......... _.. I............ i_

=.-:_

O.S O.G 0.7 O.

(PT)cO_1.I(PT)FREESTREAH

83
CONFIGURATION:

CO_LLIP EXIT RAKETOTAl. PRESSUREPROFILE

TOTAl. PRESSURERATIO VS. RAKEHEIGHT RATIO

NU_ER 3_ ; DESCRIPTION _.n_P _f_ _eLJ_E

_ =

FREESTREAN¥ELOCIIX -8°kemt$

AJIGLEOF ATTACK =__J.=_degree$

SIDESLIP ANGLE -_9.1degrees

ENGINEFACEMACHNUIqER -

H- 2.870 In.

hco_

I

H

i

F

t,,)

I .o _-_-_ i:i_---:i_-

o.s

"-" _ .;;._._" ";;_._. ;__'Z_ ..;_ZZ _h._;_h' _i:_-_._'

i_!i_ ii:_ff!'_'_iii F-_i:: ::2:I::ii_l !:iiiiiii :!_!h_Li:_i;i:i;X-i::hi:_i_iiiii!i_

0.4 __.:-: iii!ii_:i !_-:l:i::!..(#-.t__:;_i!_iiiiiii::ii ....'::.......:.... _ii_!!: _!_h_:¢_ii!!iI_i:!!i:::i

............... (_ _'..--.':_

_ ':::::::::: :::F:::F:::::::.:'::._F:: :_ -i: ::i::._!'!i I ;.i_:i__::ii___::l-!_:_ i.... iiii 1::iiii:q: :i i

_-:.iii :_.-!_ _::iiiii__-.:';.i_i-:iiii _ _'_Ji] iiiii:.iii!ihi!::::::i:li!_::i..::!i!i_::!!ii!::ii:¿iii::_::-i::

-i;?::::;I!;:1!!!::iiii!ii_i_!!i!_!_-_i_)_!'.!!i_._::::i ii-li:.-".il :::::._i_::_ii._i::2_i.'.;;::i.i::::!iii::_ _iii_

....... :_h._:;: ,. -..::::::i!!!i:ii:"!_!_:h" i:i:i ::;_: ...... _-!'f-_ ..... _;_;t_;-._, ........... _-i.--

O.S 0.6 0.7 ;0. 0

(PT}cO_I(PT}FREESTRE_

84 "_-
NFI_JI_A_ON:

COWLLIP EXIT RAKE TOTAL PRESSURE PROFILE

TOTAL PRESSURE RATIO VS. RAKE HEIGHT RATIO

RU_ER,_..; DESCRIPI_ON _A_P _p _L/_E

FREESTREARVELOCITY = go knots

AJIGLEOF ATTACK =._q.o_degrees

SIDESLIP ANGLE -°..__degrees

ENGINE FACE MACH NUMBERH- Z.870 tn.

hCOWL

F

°

l

H

1

1.0

0.8

0.6

U

0.4

0.2

0.0

85
CONF! GURATZ ON:

COMLLIPEXITRAKETOTALPRESSURE PROFILE

TOTALPRESSURE RATIO VS. RAKE HEIGHT RATIO

IIUIqER ___; DESCRIPI_ON _HA£P.._ _lp _ _A_F_uA)_

FREESTREAMVELOCITY -_]_9.knots

NI61.E OF ATTACK - _ desrNI

SIDESLIP ANGI.[ -..__.degrmis

ENGINE FACE IIACH NUH8ER -

H- Z.870 tn.

hCOML

H

U

d_

1.0

0.8

0.6

0.4

0.2

0.0

;:..-_ ::: ::-__.

_:ii i::i ?ili__--_

I:._L:!_' iii_ _._

=.: N iN i-:g

0.6

(PT)cOML/!PT)FREESTREAIq

86
CONFIGURAT_OII:

COWLLIP EXIT RAKE TOTAL PRESSUR_ PROFILE

TOTAL PRESSURE PATIO YS. RAKE HEIGHT RATIO

_ER-,_Jk.; DESCRIPTION 5,AKp L,P BAp_-_

FREESTREAHYELOCITY " /Zo kemts

MGLE OF ATTACK -_Z£.de|rees

• SIDESLIP ANGLE -_..__odegPees

ENGINE FACE MACHMJMBER -

H" Z.870 tn.

0.$

.:: _ .::T

::: .-::= ---

N :g::_

r-i r:.-. :2.-'i

::!ii:,!si'=i

:- --_...- ....

:T. J4_-_::

;:_i ___-_:.-_-:

.:

0.6

_ _-'

:'-'.-_ := "'" L::::J::.: "-:::

........... T "'I .........

Ng _-J .L_T

....... a.o.._ ........

....

,--': = =r-F'-:l::= :::::

:;--:. :, ......... :.-:: :::1:

1.-.: :

8 0

(PT)cOMLI(PT)FREESTREAM

87
RECOVERY, AVERAGE TURBULENCE, AND DISTORTION VS. FAN FACE MACH NUMBER

CONFZGIJRATION 3b ; READZNG NUMBERS_

FREESTREAN VELOCITY, _o knots ; ANGLE OF ATTACK DID deg. ; SIDESLIP ANGLE - O_.deg.

PIMA OPERATZNGPOZNT VALUES : _ ; REC- _ ; TURB- _ ; DISTv

0.4 0.5

FAN FACE IqACH NUMBER

88
RECOVERY. AVERAGETURBULENCE. AND OISTORTION VS. FAN FACE MACH NUHBER

CONFIGURATION 3b ; READING NUI_ERS z_-zz_o

FREESTREAI¢VELOCITY =HO knots ; ANGLE OF ATTACK o .0_ deg. ; SIDESLIP ANGLE = ._..deg.

PWA OPERATING POINT VALUES : _ ; REC- _ ; TURB= .03; ; DIST-

&.

_ J

4 ,,,,

I

I"

I

:::::: ii_

0.$

0.4 0.5

FAN FACE MACN NUMBER

89
RECOVERY. AVERAGE TURBULENCE, AND DISTORTION VS. FAN FACE KACH

CONFIGURATION 3b ; READING NUMBERS z_l- zz_,,b

FREESTREN4 VELOCITY . qo knots ; ANGLE OF ATTACK - 20 deg. ; SIDESLIP

Pli_A OPERATING POINT VALUES : _ ; REC- ; TURB- ;

NUMBER .-_'

ANGLE - 0 deg.

DIST-

--:-___ -.-_ !._ -.--_.=::-:_:_-_

--__:'--_.--__-_ 5-._-_.--_.--:::

i

..... r.....

=-__---"__: ..-: :=__ _-_

----_ = :;=-2-- ....... L----

: _.L-: __';2

I

................ F"-

-'J_ii!-!i_i -!! _ :::-_!5-i

....... [ ..........

v

T-_...... *-.....

v

90
RECOVERY, AVERAGETURBULENCE, AND OISTORTION VS. FAN FACE MACH NUMBER

CONFIGURATION 3b ; READZNG NUMBERS zz_-I-_ZT__.

FREESTREAMVELOCITY -qO knots ; ANGLE OF ATTACK - _ deg. ; SIOESLZP ANGLE

P&MA OPERATING POINT VALUES : M _ ; REC,, .o_ ; TURB- o._ DIST-

• 2 0.3 0.4 0.5

FAN _CE _CH NUMBER

@

. D deg.

° .....

k-

__: ....

t i

_ !;-t!!!I!::

I I

...... t"; '

-_!!!!t!!!

91
RECOVERY, AVERAGETURBULENCE, AND DISTORTION VS. FAN FACE MACH

CONFI6URATION _ ; READING NUMBERS_

FREESTREAMVELOCITY -._12. knots ; ANGLE OF ATrACK - -to deg. ; SIDESLIP

P&WAOPERATING POINT VALUES : _ ; REC- _ ; TURB- _ ;

m m

:?==.

'y:°._

---t-

:'t':

"--.--.,T.

.%...

.:-=-:

":-- T :

!!5

".-5i..-

-2:5

!!i-

:'t :':"

:-iii

::.--2

i:i"

:iT:

i:.)

NUMBER

ANGLE - O de9.

DIST-

........... t .........

ZI ::=: ::=.- :=:: .=:" 'J ?..;

:=::- ........ EZ-"

=2:[:-2 :-: E_:_!?:L'*:-=.

,.:-- ,_-- --.,- ......

T":: ":" : "::" ::.':

I =::- . " } ::

....i!Til...... ti:

i:: I . ::=:-::: i::!

::":r:::i :":: ::.: :::' :':

:::=I:;:: ::: :%: ....-" :

:ii_-:i }i:-igil_-_._i;i_:

i_ iiii:,g_i-5i[-_: ::i,_

:=:: .: ......

:::::T::: : *" ::'% :::-:r::-:

i. :i:i!2 i!: i!_" i)!ii'L"i

'::.: ::::: ;::': ":.:i: " :5: ,t:::

:::if::: :::: ::: --:i:-::

v

92

v _
RECOVERY, AVERAGE TURBULENCE, ANO DISTORTION VS. FAN FACE NACH NUMBER

CONFIGURATION 36 ; READING NUMBERS_

FREESTREAN VELOCITY ,HO knots ; ANGLE OF ATTACK - ClO deg. ; SIDESLIP ANGLE o

P&MA OPERATING POINT VALUES : _ ; REC- ._3 ; TURB- _ DIST- .wv_

).96

i:.!!:!!

0.2 0.3 0.4 0.5

FAN _CE_CNNLINBER

93
RECOVERY, AVERAGE TUliDULENCE, AND DISTORTION VS. FAN FACE MACHNUMBER

CONFIGURATION 3b ; READING NUMBERS =zsl-_Zqf

FREESTREAMVELOCITY -_ knots ; ANGLE OF ATTACK -Ill:) deg. ; SIDESLIP ANGLE - O deg.

i

" ).2C

. 1.10

!1,

:I_" L. !.!._: ..........

_ I---:-'_--_ _ _.'_'_

POINT VALUES : ; REC- .ltl,t ; TURB- ; DIST- .,,,,f..gg.

i..- l-- ...... i;;;

: -.-_:::- I

t

: !::- . .... "- ! "

........... ;-_: --_---- i+: !}[I{={•

.......... -t---

-- 17{r -:-- :::7]77-

........ t: :4 7:-

: } ;H

.. I

;> :'i::;: "::t71-

:ii L:.- ,, I ;

• r " 1

;: ; .I ; ;;;: :;+ : ! ,:

-.i .......... I .

. • I ;;.. ; ;

.... I ......

ii- i;;:_........ : iii_]

................ >! "i

.--:7-'[7-':_ :-.'i:-]-'" !::1717i

............. • " ! •

;!'_ :iT:!';{ i{--'<": - ;!t F_

_:,i:]-_:i]ii:_--!7::_i_! :,i

ii:: ::!!i]-: . i {i

....... .....• ii.... r.-'Si

I

.i:::'....

!T; ::::i.il_:-:"

V

V

94
RECOVERY, AVERAGE TURBULENCE, AND DISTORTION VS. FAN FACE MACH

CONFIGURATION _1_ ; READING NUmERS zz_z-z_7

FREESTREAN VELOCITY -8o knots ; ANGLE OF ATTACK & 0 deg. ; SIDESLIP

P&MA OPERATING POINT VALUES : Iq ; REC- _ ; TURBNUMBER

9S
RECOVERY. AVERAGE TURBULENCE. ANDDISTORTIONVS.FANFACEHACH

CONFIGURATION _ ; READING NUHBERS z_6-z_o_

IqtEESTREAN VELOCITY • 8D knots ; ANGLE OF ATTACK - sO deg. ; SIDESLIP

P&MAOPERATING POINT VALUES : _ ; REC- _ ; TURB- _ ;

0.2 0.3 0.4 0.$

FAN _CE_CH N_ER

NUHBER

ANGLE - o deg.

DIST,

.--? -E: :-ii!-:5',Z:-:. :-:2

ZI-]] ....... ......;:'-:::-"-

..... i '

2;1;7 .....

:_i_ :-: -.iE:_:-?i:_-Ei i!_]i

/

.... i;:-$:_--:'= ........

::: ; : • --

ii'i 7_ " _ " .! -u

:;;: -:: . I: . _-'; ;.Z,

....... "i : ".Z:"'-[:

. = -.f-¢_-g-.---

--_: :.--. { ........

: ._ _: :J I

"..-T ':2;:

.. : ; ! I

..... t

J I

:-i :i:i ::t: : I

I

::: .... ! ....

.... 1

v

96
RECOVERY, AVERAGETURBULENCE, ANDDISTORTIONVS.FANFACEMACH NUMBER

CONFIGURATION 3b ; READING NUMBERS _o_-z_

FREESTREAMVELOCITY " _0 knots ; ANGLE OF ATTACK - q5 deg. ;

PWA OPERATING POINT VALUES : M _53 ; REC- ._ ; TURBI oO0

9'7
RECOVERY, AVERAGETURBULENCE, AND DISTORTION VS. FAN FACE IqACHNUHBER

CONFIGURATION 3b ; READING NUMBERS z _io-z_i_

I_EESTREAI_ VELOCITY ,80 knots ; ANGLE OF AT[ACK o 70 deg. ; SIDESLIP ANGLE - O_.deg.

PINIA OPERATING POINT VALUES : ,= _ ; REC= .BBO ; TURB= _ ; DIST= zd.7.7_

i

.°

;:: :2.

::_-: -?.

::.- _!

z:_ --

_. i:i

__-- .-

22.

_-

i

m

i--

7-

-2

..

_Y

:2'

?-

"'2

_°.

:?-.-

N

v

98
"+ 99
RECOVERY, AVERAGE TURBULENCE, AND DISTORTION VS. FAN FACE IqACH NUMBER

CONFIGURATION _. ; READING NUmERS z3z_-z_z8

IqtEESTREAN VELOCITY -SO knots ; ANGLE OF ATTACK - _._ deg. ; SIDESLIP ANGLE - _q. deg.

PI_A OPERATING POINT VALUES : 0.63 ; REC- _ ; TURB- _ ; DIST0.3 0.4 O.S

FAN FACE MACH NIJNBER

v

I00
RECOVERY, AVERAGE TURBULENCE, AND DISTORTION VS. FAN FACE HACH

CONFIGURATION _ ; READING NUMBERS z_2_- z_/

FREESTREAH VELOCITY- IZO knots ; ANGLE OF ArrACK - .0_ deg. ;

P&MA OPERATING VALUES : 0.63 ; REC- _ ; TURB- _

NUMBER

ANGLE • ._. deg.

OISTi.+.:_:-_ _ --,:.----

_.i__. ..............

:;:-_::-..: :.:: :::::-- .

...., ..........._

::c:=::-: --:. ::: :-'_-:- :.-_

:-._.:!--'::::.-::"::-:---

.......... :.:-_:.:.::._

..........:-_

!ii :i :

:.:! .:- -_:-

.:_iii: '_ ' i::

'i :::" ..

'il: i:i I ..

i _I:1-_

: ,::" J :; '

:,' ::! :(,

.::l ,..,.. i i:

--'i :::i_--; i

.-t

...+ _.:f ,-

_- I01
RECOVERY, AVERAGE TURBULENCE, AND DISTORTION VS. FAN FACE MACH

CONFIGURATION _ ; READING NUMBERS .,_

FREESTREAJq VELOCITY ,, _Zo knots ; ANGLE OF ATTACK - _ deg. ; SIDESLIP

PIIMA OPERATING POINT VALUES : _ ; REC- _ ; TURB- _ ;

_ .

o.

-_,.-

:"-" I""

i i_:_i!

r.-=

O, "_-

:=:1

NUMBER

102
RECOVERY,AVERAGETURBULENCE,AND DISTORTIONVS. FAN FACEMACHNUNBER

CONFIGURATION3b ; REAO[NGNUMBERSz_f-_q¢o

FREESTREANVELOCITY-Izo knots ; ANGLEOF ATTACK- q5 dog. ; SIDESLIP ANGLE- __ deg.

PWA OPERATINGPOINT VALUES: M ; REC- _ ; TURB,,, .o35 ; DIST-

! .OC

_._"

_.9_

,2°

).10

_,).0e

_iiiil!i;,ili':iiii ,_iii!!

:---

!=

_': .-

_°-

:-Z

...

-.-

103
RECOVERY, AVERAGE TURBULENCE, AND-DISTORTION VS. FAN FACE PIACHNUHBER

CONFIGURATION 3__b ; READING NUHBERS z_/7-_3m_

IrREESTREANVELOCITY " L_ knots ; ANGLE OF AI"I'ACK __7.._o deg. ; SIDESLIP ANGLE " -_. deg.

P&klA OPERATING POINT VALUES : _ ; REC- .eTeOTe; TURB- _ ; DIST-

':::::: ':--'::_ ............."::: ;:': ":--'--:_ • r-:-:

mi an

1

i a.

m i

o

ml

N_

N

1.0¢

).20

).oe

i.-'.

;:..:

• I

:---::::...."::'--2.:_::ii:-.'ib'-

t ...............

!

.... ! ..................

;[2 :L:: '_,,_: 22,[-':.':2 :.[,'_2_.:

!2-i ;_ :: :: "::::::-_

_- "_':12:2....:i] .[__

--.- 5_-!-!_ ]:T i5: ]-i-__i

,--. .: _::

..... 'l ......

..... I ...........

r-.i_-!_i!: .-i:.i .=

::_-7! " :i!i

{:!i !5 /i_

| .... - :::

:::: "'2',

...... ....

i

i.:-i;::F: :i[lL":: .

..... il;i ....

- [ ; .._.,.. 1

iii ii!_i_]_,-if i-i i::i !:i

104
RECOVERY, AVERAGE TURBULENCE, AND DISTORTION VS. FAN FACE IqACH NUMBER

CONFIGURATION _ ; READING NUMBERS_I

; ANGLE OF ATrACK - _o de9. ; SIDESLIP ANGLE - Ode9.

N2- _ ; REC- .9_i_ TURB- .o_. ; DIST-

:.:--iL22_

::-:j

:::: i-

" -h •

;_ i:

i!_!::.

:i:ii

-:::;

.....:/.i

v:-

i::_::.:_

::::i]] .=_]

-.:- i[i

]_[]:::.][

::__iii

.='-. __-'

_ _]_

ii::i

i]!::L:-=.

:-!!- iiE

" :: :::

ii-:{:::

.':::

.=:L":--

::: :-:l::: :-1 1

:: ",::1 :: -

.::_ ....i.._.i

: -_ -:-! -I

:: ::a: : : :;::::1

- :-]:--::--=-:.r:::!

. i .- . J..-I

I::: : ;"J

I

;: :i::i:i.

:- :':: :i" '," :::

-! -f:!- i;:!t:i{

i:: !:!::!: !:I

iii i]]:-s - _

- --::,- -:---! .....

!!! +,ii: I?i}

!ii :. i.L -t" ::

[[! !- _-[!:i

105
RECOVERY, AVERAGE TURBULENCE, AND DISTORTION VS. FAN FACE I_CH NUMBER

CONFIGURATION _ ; READING NUmERS_7

FREESTREAMVELOCITY ,Izo knots ; ANGLE OF ATTACK - IIo de9. ; SIDESLIP ANGLE o-_-deg.

P&HA OPERATING POINT VALUES : M2- _ ; REC- _ ; TURB- _ ; DIST-

:::::::

1.0(

v

!:}6
ORIGINAL PAGE i_

OF POOR QUALITY

8IeSIPHtV air MYltltE Ytmst.q.tIC[ VS. /tlNl.[ Olr /tTrAcIC

It,.IO0 IgtTCII AIItlq.0U, Fin F/tC£ IqN:R m.e_lt ,, O.S3

FRaSlqtF.AN1_LfIClYV e _ hits; SIO[SLIP NNIL£ - _ deg.

# !

I,- 0,-

ba

gg

0.N

0.80

0 /0 40 t10 80 100 120

I).Ot

I1.00

O M 4O I_ 80 100 120

107
ORIGINAL PAGE IS

OF POOR QUALITY

IlgOOl_t 41B AWIME 11Jll,q.l_C[ YS. AINl.[ Or Al"r_l(

_ _ /UIUq._, _ FACT_ Imlo(lt - o.s3

gm.OC:/TY* _ liners; SID(SLIP NIGL[ - _ deS.

i

0.11

0.10

- j

O.N

"_ 0.04

0.00

0 _0 44 _ O0

........

:iZ -= .....

----_--

_'-____._

- ---=_ _T.-F_._

100 120

108
DISTORTION VS. ANGLE OF ATTACK

P&MA F-IO0 MATCH AIRFLOW, ENGINE FACE MACH NUMBER- 0.53

FREESTREANVELOCITY -9° knots; SIDESLTP ANGLE -_o_o degrees

CONFIGURATION: NUMBER ___.b; DESCRIPTION _o_ _v;_ O_e,

e _.J I

m.

w 0.20

-- : ' i .i::.:i .z:i:: i/iii:iii:: i : " :i :i :_:i. ' !iil .ii. i_::::::ii_-i:

_: i :: ! i "it! :_:_:I::]:: _: !i:_:Fil t:i:: : _ _::.t:ii:

, • ...... I ........... 1 ' ; " i i t i

0._0 .. .... :: :::::: :i::,:::: ::::t.::: ::::F:::::::l.::: :::::.::.. ::_:::: :::::. ...:_ :::: :: "::F ::

:: _:-fi i: !!!::!i! ::iii!_!i ::ii::!iiii!!!!!:-iili:ii!!:.iit!iifi!:. ! :::::i:: :_il:i: ::f i : _:!:!_i::iil i!i

.... _1:__-_Iii_:_l!!ii!i_i l'-'!_i:_l_! i"i,_I__':!:'i_! _iI_ii_i

0 20 40 60 80 1O0 120

ANGLE OF ATTACK - Degrees

109
ORIGINAL PAGE rS

OF POOR QUALITY

IIEWI_IIT I _ I_I_LrlK( YS. MGLE OF ATrN:K

F-IM 11_1 Alltlfl.OV, FM FN:E MCH II1_£1I - 0.$3

Iqll($11U_ IRLIICI11' - _z.._oImts; SII)(SLtP M6LE - 0...9.._hg.

CORFI6U_TION: IJI_ ,_..; I_XtlPTIOR _a,nn C_:4, _)^_n

I J

v

role

O.M

100 120

0.06

0._

I II 4O II II0

_ _n_ - 8etmm

100 120

ii0
RECOVERY, AVERAGE TURBULENCE, AND DISTORTION VS. FAN FACE KACH NUMBER

CONFIGURATION _ ; READING NUMBERS q7q- qeS

FREESTREAHVELOCITY . o.__. knots ; ANGLE OF ATTACK - 2o deg. _. SIDESLIP ANGLE - ._° deg.

P&MA OPERATING POINT VALUES : p- _ ; REC- .B'73 ; TURB= _ ; DIST- .,.RJUL

0.4 0.5

FAN FACE MACH NUMBER

iii
RECOVERY, AVERAGETURBULENCE, AND DISTORTION VS. FAN FACE HACH

CONFIGURATION _ ; READING NUmERS q_q'qq_/

FREESTREAH VELOCITY = L/O knots ; ANGLE OF ATTACK = __ de9. ; SIDESLIP

P&HA OPERATING POINT VALUES :

.oo

i

"-|v d_ t

_-._ _. 0.04

/_ 0.20

,_' "__i0.10

r .......

NUMBER

ANGLE = __o deg.

DIST=

A :: _:;! .... i.....

........... I" .........

2:_?t)!2::_::_ .... ::

-:1: :::: -::

!::_! ::-!!:71_!? :-_-_:

.... :-_! .... i::-.::

.......... . .......

::: :- " iJL:_ ...... :':' :" , .. :!--i

::7" :'" i " "

:2... ii .

2: " : it

.... : i;?! ]

:!

!

;il.i•

:i-:]: i!1 :

- ! I

:I , t i : I

: I

:::ll;;IJl;q ! :

:iLl :::i:::I-::::I: 1

112
RECOVERY, AVERAGETURBULENCE. AND DISTORTION VS. FAN FACE MACH NUMBER

CONFIGURATION ,._ ; READING NUI_ERS-_

FREESTREAMVELOCITY =.._J,_ knots ; ANGLE OF ATTACK = 2_._odeg. ; SIDESLIP ANGLE =__.° deg.

P&WAOPERATING POINT VALUES : I(2-

_-;;r; _i

E .tj -'a

0

---=- r--

_--:__..--2-_- .-2-.

-i 2-.- !_

_9

.c * i" _._

:: _ ,_J

........ ii ::-: i!.:

0.92

O.88

0.08

0.04

t_/ o.30

0.20

0.10

_!! o.oc

DIST- -,_-

, -¢ .....:IF:_ r_!ii.i_: J:

:: i]:]]: X::T:;:: :::_1:_:1

........... -t ........ t --.t

....... : .1:- : :1

iih]!2:._;i?i¢:: Lj. !:]

1 1

• hll /12;: iJ

'

!, il

: I

, I

" i ' :

r

i

:

i. -!i." i

{

!::i:2X iii:i:}h 12_!::2:

:TT i?!i i: : i

H_ .....

-: ": :?!1 i

"::: "::: "! li]'1 '

:::: : : -:: i t i

:

113
RECOVERY, AVERAGETURBULENCE, AND DISTORTION VS. FAN FACE MACH NUMBER

CONFIGURATION _ ; READING NUMBERS JoeY- /_ob

FREESTREAIqVELOCITY -_ knots ; ANGLE OF ATTACK - _ deg. ; SIDESLIP ANGLE o _deg.

P&WAOPERATING POINT VALUES : M _ ; REC- _ ; TURB- .oJ8 ; DIST0.4 0.5

FAN FACE IqACHNUMBER

114
RECOVERY, AVERAGETURBULENCE, AND DISTORTION VS. FAN FACE MACH

CONFIGURATION _ ; READING NUI_ERS_

FREESTREAH VELOCITY -.aJ.O. knots ; ANGLE OF ATI'ACK ,-70 deg. ; SIDESLIP

P&MA OPERATING POINT VALUES : M _ ; REC- .8_ ; TURB- _ ;

.... .

|L

d

?ii::]2:

! .OO

_.96

0.92

0.88

O.S_

:=F:

:-Ii

0.08

0.04

O. OO

il .-._-?3.

- -o.,..t - - *

_j 0.3C

0.2C

|-J• _

v :

NUMBER

ANGLE - .__ deg.

DIST- -__

[_ Li5--::-i: !-_

:_=_-" _ ::--E5_ _

-_ii5ii5=_=5-- 5-- -_

iiii i_::_C _ 1.4iL-:i

<! :_:i!.-_ _-=-_<

_!i_i i!5!i--_ _----

}-; iTi i ::: iSi_ i-;

1

I .

i ....

_:::5 ., < :

:i ii I

h:_: :::i_5.i5:55

; . . :: .... ,:.<.

!::: i :: " .

ii_)::_ili --_::,::i-t!;i

YL':

:. !i : :: : : :

!2:11i: :

I_:i!_i! ! J

..... !5.1

i " I

i-" : i!i

i

i ........

F;::: ::::

115
RECOVERY. AVERAGE TURBULENCE. AND DISTORTION VS. FAN FACE MACH

CONFIGURATION _ ; READING NUMBERS /o/_-/o/8

FREESTREAH VELOCITY -__ knots ; ANGLE OF ATTACK - _ deg. ; SIDESLIP

PWA OPERATING POINT VALUES : _ ; REC- .e_s ; TURBNUHBER

V

116
RECOVERY. AVERAGE TURBULENCE, AND DISTORTION VS. FAN FACE HACH NUHBER

CONFIGURATION _ ; READING NU_ERS /o/9-/oZ¥

FREESTREAHVELOCITY -.5_. knots ; ANGLE OF ATTACK - //O deg. ; SIDESLIP ANGLE - __Odeg.

P&WA OPERATING POINT VALUES : _ ; REC- .B_ ; TURB- _ ; DIST- -/_____B

3_17
RECOVERY, AVERAGETURBULENCE, AND DISTORTION VS. FAN FACE NACH NUNBER

CONFIGURATION _ ; READING NUI_ERS_

FREESTREAMVELOCITY . Bo knots ; ANGLE OF ATTACK = _ deg. ; SIDESLIP ANGLE - ._o deg.

OIST=

118
RECOVERY, AVERAGE TURBULENCE, AND DISTORTION VS. FAN FACE MACH NUMBER

CONFIGURATION J_. ; READING NUmERS

FREESTREAMVELOCITY -_o knots ; ANGLE OF ATTACK • 20 deg. ; SIDESLIP ANGLE - o deg.

P&WA OPERATING POINT VALUES : 0.53 ; REC- ; TURB- __;.DISTlmm! m _

]gl

_11 _'_

_ t--_m4

,i h,, .,

:-_=_

___ .

.3 l,._m

- !

.... o ......

1.01_

_.9(

C).9_

3.8_

_:-"

=_=

_).0_

_.04

_).3C

_.2C

3.1(]

_.OC

]3.9
RECOVERY, AVERAGE TURBULENCE, AND DISTORTION VS. FAN FACE RACH

CONFXGURATION._ ; READING NUmERS

irREESTREANVELOC[TY -BO knots ; ANGLE OF ATTACK - _ deg. ; SXDESLIP

PI_IA OPERATING POINT VALUES : M o,53 ; REC- _ ; TURB= _ ;

1.01

NUMBER

ANGLE - _ deg.

D]ST,,

'2 :{i:

__ ......

""T "

.... !i .-21 :

-; : .I .:

i "]

"::::I

• ._ ii:; ...i :: -i

+.

i!i " " '

.;: :j;:

-,,i i ::i.:

i .i j . _

' :!Iii ! t

i-! : i

t i: iil :i':_I:

:':J " I :':

120
RECOVERY, AVERAGE TURBULENCE, AND DISTORTION VS. FAN FACE MACH NUMBER

CONFIGURATION _ ; READING NUMBERS_

FREESTREAH VELOCITY =__ knots ; ANGLE OF ATTACK = 70 deg. ; SIDESLIP ANGLE = .__deg.

P&MAOPERATING POINT VALUES : N2. _ ; REC= _ ; TURB= _ ; DIST=

_m m

N w-.

..i _

L_ m

--.

ml

£1

_- =

NI

_| i

0

I

_1_

NI

_|

Q

iiiiiiiiilili_i

1.00

_.96

0.92

0.88

0.84

0._

O.04

:-.:-1:=

0.30

0.20

0.10

O.OC

.- :--r- .... ;---

.......i

---::x ! : :ii

1

Lb

:::-'-.:b i£;2t..:, i ::

:-:: : , ,

:i:-.b..': i :II:L iYiki !

:,T: :.--=H '-';:r-

.... r--- , .

.... i 1 :

!:.IL-

........ L- l

L-L :2]::.-:

_:'e.-_ :i_i _ -:q------:

:: :: ! -- . _.

T

' 1 ....

, I

i

I

:!:ii!

:!i-i:; :L:!:i :t/i!_

:12

. I . I •

": : : ].:.: .... I

;;; ::: : t ' '. ::

i!['i: "ii[_ii] .::i :

T.:.!fi-_!: _ LIi:!-:!

i

i:::!_41! ..... V i i

.......... t

L i:i) : " :i :

:........ }f :::: i!::¢_!i

:i:;: ::-:; .:;::

:::;i::;: ::::;:' :': I::::

121
RECOVERY, AVERAGETURBULENCE, AND DISTORTTON VS. FAN FACE HACH

CONFIGURATION ._ ; READING NUMBERS /oq_-i_

FREESTREAHVELOCITY - 9o knots ; ANGLE OF ATTACK - __ deg. ; SIDESLIP

P&HA OPERATTNGPOINT VALUES : M _ ; REC- _ ; TURB=

).2!

).1(

NUHBER

=

v

].2.2
RECOVERY. AVERAGETURBULENCE. AND DISTORTION VS. FAN FACE MACH

CONFIGURATION 3_ ; READING NUmERS /o._5-/o6o

FREESTREAN VELOCITY -BO knots ; ANGLE OF ATTACK - _ deg. ; SIDESLIP

P&MA OPERATING POINT VALUES : M _ ; REC- _ ; TURB- _ ;

ram mm

!

).

).

).

3.

D.

O.

O.

O.S

L

0._ 0.5 0.6 0

FAN FACE IqACH NUNBER

NUMBER

123
RECOVERY, AVERAGETURBULENCE, AND DISTORTION VS. FAN FACE RACH

CONFIGURATION _c. ; READING NUMBERS /o&i- ;o&_

RIEESTREAR VELOCITY • /2_ knots ; ANGLE OF ATTACK - o__ deg. ;

P&MAOPERATING POINT VALUES : _ ; REC- _ ; TURB=

|

SIDESLIP

.0=35 ;

"L';El- .......

__.[ ....

._--.--_-- -- _____

---__-_;- -

-io. _7--

-i-: Li:. ;;E /.

:'T ";-- _i --'_

_-5 i'_ 7-'-i :_

L-_!O 7 ::::

E.-- ;'5 F_:- !F_

"-i; ":.!i _i_i iiE

i!_:: Zi iiL

....._:_iii !ii::

NUMBER

ANGLE - _ deg.

DIST- ./z,.._.._z

i---!_-! iiii _-- :F:

_;_;I;_ i÷!!T- _;:i;;;

:_--'-T:LL-!:g :_57r._

:"_ __--,....... "'_ !7_-.

.......... L-_

ii;i :i; _i: iii ::ii_:

i-'i " i iiil "'ii_i

:Li!.::_ il iii ii :i

I

:.!2... :i'.'ii: : : .....

I

-':i" 7!ii i'.-i] _ -'U

I

I

!:i .:ii i_E _1 IIiE ......

/

................ l

i!il ::' "i !ii --i

....................... |

........... l

I

............. --..Ii

................ 1

....... q

V

V

124
RECOVERY, AVERAGE TURBULENCE, AND DISTORTION VS. FAN FACE KACH NUMBER

CONFIGURATION _ ; READING NUI_ERS io&"/-/oT,z

leREESTREANVELOCITY -/._ knots ; ANGLE OF ATTACK - z__odeg. ; SIDESLI

PWA OPERATING POINT VALUES : N _ ; REC- _ ; TURB- .__

.DO

p.92

).8!

).84

,.,,,,,

: ::;,

).O_.

).04

)._

:::::F:

).2(

_).1l

9.0q

;,:::::

0.2 0.3 0.4 0.$

FAN FACE HACH NIJmER

125
RECOVERY, AVERAGE TURBULENCE, AND DISTORTION VS. FAN FACE HACH

CONFIGURATION _ ; READING NUmERS Io7_-107_

FREESTREAJqVELOCITY • Iz__o knots ; ANGLE OF ATTACK = .ff_ deg. ; SIDESLIP

P&HA OPERATING POINT VALUES : _ ; REC- _ ; TURB- .e]s ;

1.0(

n.t'

r-- -- 0.0"

I.,

0.4 0.$

FAN FACE NACH NUPlER

NUNBER

i

126
RECOVERY, AVERAGE TURBULENCE, AND DISTORTION VS. FAN FACE I_CH

CONFIGURATION _ ; READING NUHBERS fOTq- Jo84

FREESTREAN VELOCITY -12o knots ; ANGLE OF ATTACK - 7_o deg. ; SIDESLIP

P&WAOPERATING POINT VALUES : _ ; REC- ._ TURB- _ ;

NUMBER

127
ItJECOVERY,AVERAGETURBULENCE, IMID BISTONTION VS. FAll FACE NACH NUMBER

CONFIGURATION 9_ ; ItF._NG MIMERS _o'_J- Io%

FltEESTREAM VELOCITY -_2o knots ; ANGI.E OF ATTACK - _ deg. ; SIDESLIP ANGLE - _ de9.

PWA OPERATING POINT VALUES : M2- o._ ; REC- _ ;TURB- _ ; DIST- .__

128

FAN FACE IqACHNUMBER
RECOVERY, AVERAGETURBULENCE, ANDDISTORTIONVS.FANFACEMACHNUMBER

CONFIGURATION _ ; READING NUmERS 19_7 "Jl°z

FREESTREAIqVELOCITY .t2_ knots ; ANGLE OF ATTACK - no deg. ; SIDESLIP ANGLE °

P&MAOPERATING POINT VALUES : _ ; REC- _ ; TURBFAN FACE MACHNUI_ER

_._ deg.

; DIST-

__--__ _=-___

............_....... .... . o

.___2.'____-": _ _-_-- _-.__ i.-_..-.

...... r .......................

_:?_i4ii## _-_i_i _!-:!:-.-7:-71;:_:_#

:-_ ::= i!!? .............

i_:=: r": ::= ::ii:ii:7-_-_-2--I: Lii::_

_0,7 _ =:!:_:_ .....::.:_,::::r--

-':_'TT:* ::L7 " ', : - L:2:_L[::T

........ E........ I:T: .... -L:3,:"_ _

....................... p..

-'"_:=: :::--- --" -'.'i ......... --

#'3_- ................

! _ .....L_:._:._., _"--I-_-.:

--__ i"--7!ii._-!!:=:'a-:77_::-:i_: t:-

.....i:=- .=-" I::-" :=: i =-

i.-

...... -::: _:::.:.:::_-_-l:.:: _:......_.._:__:_::,_....

15-7 fi-: _ ii_ .... :::: ._71c_:__.I:::

I: _ ........

:0,7 -:l ....

:n'"

129
ORIGINAL PAGE IS

OF POOR QUALITY

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PIIm I_100 I'IL_II A|RIq.0il, FAll FACE Iq_CH IOUNB[R * 0.$3

Illt[_Tl_Ul II_.O¢|TT e _ kiotl; S|KSLZP NIGL[ ,, o da|.

COIIFIIIIMTNI: _ .._; M'SCIIIPI"/all All Oav,'_.'.,_ o,_..

_-

V

I.N

0.80

O L_ 4O IO IN) 1OO 1l'O

t.IN E

"_ 1.04

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t.00

I m M IO 18

e_[ ,F ,_lcK - ksr_

130
ORIGINAL PAGE IS

OF POOR QUALITY

roll AIRg_M_ I_IIWLIglC£ VS. /mILE Of ATT/_

ILI48 mTCII A/RFLOll, FAR _ NkCH IIUB(R - 0.S3

IUCII_r - 80 Imetss $1KStlP /_L( - 0 4011.

0.80

N IO0

131
D%_TORTION VS. ANGLE OF ATTACK

P&MA F-IO0 MATCH AIRFLOt(, ENGIN[ FACE HACH NUMBER- 0.53

FREESTREAR VELOCITY -8o knots; SIDESLIP ANGLE "_Qm degrees

CONFIGURATION: NUMBER :_. ; DESCRIPTION Fill C4v;l;_s O_r.

[:i ':i t L:iit !:

0.30

0.20

0.10

O.O0

................... 1 ......... t

O _0 40 60 80 100 I _0

ANGLE OF ATTACK - Degrees

132
ORIGINAL PAGE I_

OF POOR QUALITY

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_ _ AIMq.m. FAll _ IMCH IUmER - 0.$3

WELIICITY• _ Ime_ SIDESLIP AMGLE- _ leg.

COMFIIIJIULT/QII: _ .._;_ IMMOtlPTIIII I_11 C,r,_'/';-'_ _,_,n

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0.80

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133
ORIGINAL PAGE IS

OF POOR QUALITY

IIJECOVERY, AVERAGE TUIIIBULENCEo JilID BISTORTIOU VS. FAN F_ NACH NUMBER

CONFIGURATIOll .gd ; REA_I_ liUmEltS 3J _5- _JW_5

FREESTREAN VELOCITT -_9_ knots ; NIGLE OF ATTACK - z__o deg. ; SIDESLIP ANGLE - o deg.

I_MA OPERATING POINT VALUES : 112- _ ; REC- JJL_ ; TURB- -o3_ ; DIST-

?

!,

FAN FACE RACH NUMBER

:--: 7ii

i ....

[,--- [ ....

_. i_......... Z1 -'"

-----%= _:LT.

_< -.............

- := [iilii[i!f[

:-- -;--iifi:-ii:__/ii

11/ . }:=

072

{}{<:÷-ZiLK['}i!{:.>::

......._ ...._ ....

_ :-

_: .".<i 2!i i!? 2!

!--=-H -- [}_!<i: [:_

[}:.i"-'.--.-_'[ {_-':i{_[i .-:}

;O:6) .O 7:

i.=-{E5 -{fii:.i::il{!:_i

= -_ ::fg--i _ifig

= ::= -:Ji![[ii{:i

.......i_._. --

....

....iiii ' .......

..... 7:_ .... _.X : il

!"_ _:_--:!:-i[![_! iii _!

................. :_-

i?ii- :: !;;; ......

........... r.........

i_-2-ii .... :i : _!: '

i-ii;_ i:i i = %

_-f_:::7:::i_: _:iiC

Zd[_i i;%[i!:[ i:i itf {!f

[i-.7 i: :i [

..... I

.......... I.........

........ I....

_i 51 i ..i:: i-

{}!!ii! .:: : ! {: 1ii

:{!i{_ :i:" :i2f.-" lib :_

_÷-i_i!.ik :i_"i'_ i-iii:_'-

[_i !i {[iii :i; :_::i!

-"ii:ik <!2 :::ilk i:::ifi.

{i} !{!! !::! :![ }-: {+.: }L

[:-"[} !. {{[ :::- :ii ![

--i[i[ ![..i_-_:._i iii ii:i

}'7! !-_ _-,i

= :.-=:.'_fl fif/,.'f'_:. 5-."ifi

f-iN _ _i-[-_i'ii-

• .°_.

134
RECOVERY, AVERAGETURBULENCE, AND DISTORTION VS. FAN FACE MACH

CONFIGURATION _ ; READING NUMBERS 51Wto-_l_l

FREESTREAIqVELOCITY -_o knots ; ANGLE OF ATTACK = o_ deg. ; SIDESLIP

P&MA OPERATING POINT VALUES : e.63 ; REC= _ ; TURB= .o_._.._ ;

-__

FAN FACE MACH NUMBER

_--: :-:_:

::::_

:.:-:'. "--i

-F-- -5i

:!:'i iiLi

:-'_: !_.:i

NUMBER

ANGLE - ._. deg.

DZST-

•._- _ ;--: _-_ :--_ _--:

--'-:---'_=E_- '--i _:T-"--V

"-'__-- =_-__i__=. ".--- L_ ----

• .:: =_ .___

-- _:.- _ --=-_-=:

:-=: -__-._ --i _:-- ----."

.'--------i.hi "--:_:_!':_ ".-_'-':.

::_=._---_----_-- :i:':!:_

:-=..:L-_.-i_:ii :_ii :i-_

135
RECOVERY, AVERAGE TURBULENCE, AND DISTORTION VS. FAN FACE MACH

CONFIGURATION _. ; READING NUMBERS._

FREESTREAN VELOCITY -_o knots ; ANGLE OF ATTACK zo deg. ; SIDESLIP

PWA OPERATING POINT VALUES : _ ; REC- ,_(

| I

FAN FACE PIACHNUMBER

............... ]

- :-.-_: -_':

--- -.-= 2_ ..--AM. "--" .... 4

-- --_- ;_ :---_;_---_

",,, _:

:= _ :o,

!_?_ -:-2.: _ i?F: i)i'i

_Zi!q 7 --i :::7:,i

o 6!_ _o.

T=2_

...., ;;_£!

i +,..'. .... 1

"i! ..... !ii ill -

' i::1 ...... .-.I

_". ...... '".i

•.. ""-J ::.i

O, 6_1_ O.

:_=--_..,iil iiil i_

...

;:2

:=

T::il "

I

2;_ ::

"'--1

7 I::

,!!!!)-s

il;l='

.°

';I=F

,21 "

, .¢:.

!:-:! 2:

"!--'l:!?i

NUMBER

136
RECOVERY, AVERAGE TURBULENCE, AND DISTORTION VS. FAN FACE IqACH

CONFIGURATION _ ; READING NUMBERS3J58- .._l_,,_

FREESTREAH VELOCITY -_ knots ; ANGLE OF ATTACK • _..

P&ldAOPERATING POINT VALUES : ,- _ ; REC•

2

NUNBER

ANGLE • _ de9.

DIST•

::_.1"i, ........

-.::i: :::: .:.. :.......

....... l 1 I

Ei ii_:|i :-:i:i

............ I ]

:7-:-:: .... :: ..... 1- -.| _ q

_ |

" 7"7:

..:.: :/ :t" -1

..... , _]

.: : i:: 1 ":1

:_ii_i_! ....: :!:q

I

: i

" ii . i:5]

:::: ,:::: IqM :i:: ::---ii i:i

......i! "---.tI

.: .:.. 71= :

......... :_:! . -i

' I:L,_...

!!i :::r.:ii:i.: i t

F:_: :F?iii_::! ..! I

i:i_ iiiti!!'i?: _ '

...... ! ...... :

.!:i!:t!?_ii!: ., :

iii i::1: -- :

i::i! ....f.li: ":i4ii i: t;iiit

....... I'

:-i: . : i!2 :t "1

137
RECOVERY. AVERAGE TURBULENCE. AND DISTORTION VS. FAN FACE HACH NUMBER

CONFIGURATION _ ; READING NUmERS _J_/ - 31&q

IrREESTREAN VELOCITY - q o knots ; ANGLE OF ATrACK - 7o deg. ; SIOESLIP ANGLE -._-deg.

P&MA OPERATING POINT VALUES : _ ; REC- _ ; TURB- _ ; DISTFAN FACE IIIACH NUMBER

!:_i

-: _._

i- ii_

i'! if!!

r-. --

i.: ::

- F-±-

-i i-i

.:" ii!

!:_ _o

:+:!i!

_:+i! ::

--ii!iL

-i-i i_!

::'2::::

-_!-_

_'_:_:_

"!-_ i:i

_i

.... i

E!! ii

ii +i-:.

gi

z

i

v

138

, L i / .
RECOVERY,AVERAGETURBULENCE,AND DISTORTIONVS. FAN FACEMACHNUMBER

CONFIGURATION_._ ; READINGNUMBERS-_ "

FREESTREAMVELOCITY. Ho knots ; ANGLEOF ATTACK- qO deg. ; SIDESLIP ANGLEP&MAOPERATINGPOINT VALUES: _ ; REC- '.87b ; TURB139
• RECOVERY, AVERAGETURBULENCE, AND DISTORTION VS. FAN FACE MACH

CONFIGURATION _J ; READING NUmERS _17_- _JS[

FREESTREAN VELOCITY -,4o knots ; ANGLE OF ATTACK ,,, llo deg. ; SIDESLIP

P&HA OPERATING POINT VALUES : _ ; REC- .81.7 ; TURB,, _ ;

FAN FACE NACH NUmER

• .!

=_

,m

:0

v,-

_::

ii!!

ii!i

•:::- __:_:m

_ k-':_--.-:

--- i;_ _ :-.::÷

__ .: _ :_:!

. "-i_ _'- 5 7

-_--:_-_- ._

:::7 :::: _. :.'_. :--::

.--'------:.:.;.r: ::--': :..--.: ."::"

--=_-:- P-i i- i;-_:-

6!_ _io 7

i_:--.--.:_ i:_ _"i -.'-_:_:

._!::_i.__ii _i :.:

--iiTi: ii. ii: _:::

!iii :!i! i'!! !'ii :ii!

i_i iii i::_I _ii i::_

-_::i!i;i iiii !!: _:_L

ii: iii:: i::i! _il _i_

_- _ii] !i_ L-.

--.-:-

!'

-----_

__._T

:: -,...:-

.'-.c :

:2 :;

2:1

"2"_ J

°--.

:T'.C

:: :

;1:2

::iii

140

NUI_ER

ANGLE - _ deg.

D]STI

:-- -:-._-I :::;._: --.: :;..:

:-.':-":"-L." i

---! i

--_ _ ... _.......-- ....

!:.._._,h-'::T---:-_ - _-_ .-_:

" i --Y" ...... .--- '

-- [:___-:2--_--

I ii; - --

. _ ...

"::.: ::.:'::-:7: ::2_ ::::

.... I- ............

::': i" :: : - -: ::::

;::: . [: _ :

:::[: , : -

.::::F---: : .: : - .,:2

:" :! :: - i-::: ----:--

-- t-"-: .........

:-:_ .:,,:........ :.....

i:-/ i::-: i : i. :i!!-:.i :;-::

'::'I "-:, :::-',1::: :;.-

;::::l::::t :::: :::::-----: ::-"

.... _...+t.:::!:::: .:: :

H::: :." "" :--.:

P--'I ........ 'l- ........

:::::::::::::::::::: i_:

..... P'-'l" I ......

::ii'"::-i-!'i:::: ..: -:_:i

.:::l.::'}:::i:-:" : ::]

::" I;::": :,L. :: " ...

.:'l:;.:l. :.]::: ::i!

:,- ',i-!:i i_i!i-::i:!

.... :. ::::.: ..... ;::-:_...,.. ,....::.:::ii

!.... :::l:iizli:i :_i;-_ii :i:

..... iI::ii i .... p, .
RECOVERY, AVERAGE TURBULENCE, AND DISTORTION VS. FAN FACE MACH

CONFIGURATION _L_ ; READING NUI_ERS-_-.I_

leREESTREAH VELOCITY - S_o knots ; ANGLE OF ATI'ACK - __o deg. ; SIDESLIP

P&MA OPERATING POINT VALUES : M

NUMBER

ANGLE - __o deg.

DIST-

.....................

.....................

_-. " "I ..............

- :::'::IL-: ........

:5 ii:i:'l'.-: £2-.-:: ::::

-2:!--::.I:::: 2i.:i:_-

......... i.................

.... I" "| ................

........ T ................

141
RECOVERY, AVERAGE TURBULENCE, AND DISTORTION VS. FAN FACE MACH

CONFIGURATION 3,J ; READING NUMBERS _lBS-3P?z

FREESTREAM VELOCITY -_o knots ; ANGLE OF ATTACK - z._o de9. ; SIDESLIP

P&MA OPERATING POINT VALUES :

FAN FACE HACH NUMBER

; REC= _ ; TURB= 1

i

2._ ._'=

.:22 _

:2; _

,2-:. ..--2

-.--_"i_22

_ .7.'-_"

2.;.'2 _.'i

;:: _22.:

_H

_ _--2_-

0.$_

o31 ;

=: -.= --.-_

::___i--!:-:--_--

_ _i:

'___:- --:

0 =-'::

NN_

i2-- i-- .-=)

...... _-_

:i: :.-: -°-J

........... I

i-i i'_ i!;;_.

...... -il

;;TJ :I-i

0,1

NUHBER

ANGLE = o_ deg.

DIST==

I_ _i. --. " ....

_--N g_iiL--g -

.q;

142
RECOVERY. AVERAGE TURBULENCE, AND DISTORTION VS. FAN FACE MACH

CONFIGURATION _ ; READING NUI_ERS 31q3-_iq7

FREESTREAM VELOCITY -_o knots ; ANGLE OF AI_ACK - __ de9. ; SIDESLIP

P&MA OPERATING POINT VALUES : ,- _ ; REC- _ ; TURB- _ ;

NUMBER

143
RECOVERY,AVERAGETURBULENCE,AND DISTORTIONVS. FAN FACEHACH

CONFIGURATION_ ; READINGNUMBERS

FREESTREANVELOCITY-90 knots ; ANGLEOF ATrACK- .__ deg. ; SIDESLIP

P&ldAOPERATINGPOINT VALUES: _ ; REC- ; TURB- _ ;

FAN FACEPIACHNUMBER

L ::_

i" - -°-

! " -.

--.

--- :_

-g-_

- :...

2_ 2"

5 _

:---.-. i -

..-.:_ -_

L-'- _i

:.-.: !!

:.-:, . ..

i;i iii

ii::" [!i

i_ ili

!!.:" Fi

::': F_

.°-

NUMBER

ANGLE- _ dog.

DIST-

........ _ ....

:-7.-..----_"___ E-_ ---_ -_

:÷_x:]]]:]_i]-: _f ill

_- _ :i-:i#j i_i ;i__i_

x::--:: ::::1 :i] :'---""-'--

.......... ! ..........

X ..

....... i

::-*: ! X'::

1 ...... I I"

• I I :

' , t :_1-

l ' "

ill[iii

::: f ' ::

!?!! :iti1t....::

"t ii:ti::!_i:it_:i

=

v

144
_ECOVERY,AVERAGETURBULENCE,AND DISTORTIONVS. FAN FACEI_CH NUHBER

CONFIGURATION_ ; READINGNUMBERS_zo_-_zo8

FREESTREAHVELOCITY- 8_9_oknots ; ANGLEOF ATTACK- _o deg. ; SIDESLIP ANGLE- -Q-deg.

P&WAOPERATINGPOINT VALUES: M_- _ ; REC- _ ; TURB- _ ; DIST- • z_

145
RECOVERY,AVERAGETURBULENCE,ANDDISTORTIONVS. FAN FACENACHNUMBER

CONFIGURATION_ ; READINGNUMBERS_

FREESTREAMVELOCITY. _0 knots ; ANGLEOF ATTACK- IlO deg. ; SIDESLIP ANGLE-._.o deg.

P&WAOPERATINGPOINT VALUES: z-. M ._ REC- _ ; TURB- -o5/ ; DIST-

§

g N .-- _ _ i?_i?:-:.g

==:_=:-:_-iNg

;i- iii_::iii_; !_ i_ii i_ :i

::, :5-![! -_'2-..

.-. _-_ ......

::: .::._iE- ir_

!n

x- _T

.. := '._ N

3._

i::i _:ii FAN

-- ::: ::- ..-_

o;5-s

-': _Z'_ kin,,'

...... ..:: :..___

--. _ ....... . ..........

FACE_CH NUMBER

-!i"-'-_ !_

k _-!_.

..=..

i_ -:- -:

ili:m.:_

J: :

- ;2_21:::

.... +

6_

°.°_,

t

-'.FT:."

I

iii :::_. i_

::: '°'! ....

T

_:i !:i:

i : 'iff

-- i:i

::z ::J

i;i. !il

• _ii

ik! iF •

:h_ i:ii

ii-!!

"ii _Ei

M-- _r

L-__

.-:Z 5/

:: iii

!_ iii

i: i i

:- .:_

-- -:.

lit -Ti

_.Z --!

71. i_

i! :.-

...

!

ii iiT;. :

_.!:--

ii: _o

L;: :.i

iiiv

146
k

kECOVERY, AVERAGE TURBULENCE, AND DISTORTION VS FAN FACE HACH

CONFIGURATION _J ; READING NUmERS _zl5- zzzo

FREESTREAMVELOCITY -IZo knots ; ANGLE OF ATTACK - ___ deg. ; SIDESLIP

P&MAOPERATING POINT VALUES : _ ; REC- _ ; TURB- _ ;

FAN FACE IqACHNUI_L_

:,_-:....: .._

1

.--,,4

_--_

7:-!_---:;: :_i

_ io:_:--:

F.:! ::_ ii- iSi

i::ii i!::_._-."_ii

;_-_--__:__-

,--.

:::: :::: ::: ::L:

i::i ii'ggi-.:-i::i:

........[:;-.-

::: ::-*::: ::.E

NUMBER

ANGLE - _. dig.

OIST-

:-:-t :'_': :::t ::-.:: :: _

:

I ' ____= .'-2- -

:.:._::-- .. _

,i ' I

.... I .......

- ::._--_:

ii:.-.:_:i:-:: _i_:-ifilL-:

i-!-_ii! i_:E _::-:--_

......... i ......

_.--__- !:._i-_--_--:::-=

--ii it" i_ .... :i:- ::-

ii_i i-.:-.:.-:-_-_i _--_i_-_

........... | ..........

::=-::= ::::I" :- ::

147
kECOVERY, AVERAGE TURBULENCE, AND DISTORTION VS. FAN FACE RACH NUMBER

CONFIGURATION :3,t ; READING NUmERS _2zl- 3zz5

FREESTREAN VELOCITY -12o knots ; AN6LE OF ATTACK - ___ de9. ; SIDESLIP ANGLE - 0 deg.

PIMA OPERATING POINT VALUES : _ ; REC- _ ; TURB- _ ; D]STFAN FACE NACH NUmER

r2- _ .--

::! _- .--V_-'!

! - -------

_ _ -:: T:-:=:: -

L:

-i ..........

-- "-: =-_ ___-2.-.

--': !:;i i-:" _:_;-'-L'i.:

o 6- _io

:--_- _ "i': :"!!

__--Z2: :::: :::' .:.

._.--................ :

_0 6:: _ _0

"-::_i.:-- ii-i : ii I_L

!!!! :

i::gi-_.....................

,---:

ii- _ ---:-_ !-:_ L-_:.:i_:_-:_

i:i / : I _ .

7 :-i!!.... I :! : :: ::

.... ::: :: I :.t : :

.:: ::i:!I " i ......

: i!l ......... ';' "1": ....

. .. . ..._ , .......

!!!:::)!!?i:i iI ,.!i :

:!! :'i! .:.r_ ....

i

::::i: .I I

.:i!;!i':.' " ,:. :I-!::

...... i!iiiiiii .... 1 .........

V

148
k

kECOVERY, AVERAGETURBULENCE, AND DISTORTION VS. FAN FACE MACH NUMBER

CONFIGURATION _ ; READING NUMBERS 32zL- _o

IrREESTREAMVELOCITY = IZo knots ; ANGLE OF ATTACK = _ deg. ; SIDESLIP ANGLE = __ deg.

P&WA OPERATING POINT VALUES : _= _ ; REC= _ ; TURB= _ ; DIST=

FAN FACE MACH NUMBER

149
RECOVERY, AVERAGETURBULENCE,,,AND DISTORTION VS. FAN FACE MACH NUMBER

CONFIGURATION _ ; READING NUmERS 3z3z-az.3_

FREESTREAH VELOCITY = wzo knots ;

P&MA OPERATING POINT VALUES : M,

ANGLE OF ATTACK -

; REC=

_.=:

ii": --.--iF 7ii i:?i ii:-

L-_::-_= ,-_!!i:_i:/

i_i !i_i '!_ 7!" i:ii !:!

"= ii_ iii :-::,::ii 7-

!_ i=_:-i F._ 72!_- :!i

:':-_r'.=.!-_2!_: 51i:?_-

g!{-figi.:4iii--g g:::,

i_ 7-..!_i !!!::!!fIqACH NUMBER

deg. ; SIDESLIP ANGLE = _ deg.

TURB= _ ; DIST= . zz_,_,___

.:-_-

L"!:iii_-!i !!" :i_ i

"_."12-_

F,.E.'h ii ii: ::i :

.... I

.... li_ :-F :- r_.?-E:

.... I

.... I

""1

:--'aii i "- .'-.'- i!'i

;q ........

--i .....

6_-= g F '-::_

:'::t :: :. -: ::: LiL

::.:a:i£iii i-._ 2_: i?i

• I ...............

::::|

I

:i!i :: _!_:! ::: _a

..°,

---1 iii :i_ :!_ ii! !i_

!'-.'tiii ii" iii Z !!i

..q ..............

iiit

....... t l; -;:

-:_ _ .... tZ!t;t:5: ii

........... t::: ::: [!:!

' i

F. i

" 77- FI " i_:. _:.:

i *

ii? ii:. i.i ./12i

....... ! ......

!2i ::: :l_?i ( :ii

-2 ;:i?:: t2 !:_ 'E:

..... Iii/ -....

_x- i!i i li i:: :7

r

" i ._H_ I':: :'i :E

i?i ' I i_ -

.:: I . -J

iii_ !i: ! : ;i

il)_ .i. ; :: _i-

..... i ......

i_! -i.-" -_7.:}7:.£2 :'-.'-i _TZ

.......... 1 ..........

i?_: -i: 2::: 2: i-Z: }-

ili 2!_Filli_ii?:E

!:

i_7 i.{iii! : ::-i

:.i! ::!ii!:.i._-_ii}: ihi

ili :::1 iL:F.:i i 7-'..-'5

g_':.:--1!iiii_i 12;_4

1.50
kECOVERY, AVERAGE TURBULENCE, AND DISTORTION VS. FAN FACE IqACH

CONFIGURATION _J ; READING NUIqBERS-_

IrREESTREAHVELOCITY -J2o knots ; ANGLE OF ATTACK - qo deg. ; SIDESLIP

P&MA OPERATING POINT VALUES : _ ; REC- _ ; TURB- _ ;

-- ___: _-- _--_-

..... ---'x--*T.

NUMBER

151
RECOVERY, AVERAGETURBULENCE,AND.DISTORTIONVS. FAN FACEHACH

CONFIGURATION._1 ; READINGNUMBERS_z_-3z#7

FREESTREAHVELOCITY-Iz_ knots ; ANGLEOF ATTACK- _o deg. ; SIDESLIP

P&MAOPERATINGPOINTVALUES: _ ; REC- _ ; TURB=_ ;

L..........

L...... J ......

}-:

-._. I-.-L:__:_i_ _T _!_!

-__-.-._--:--= ?_-

= --: _ =-._

". !;i! .2 :

7!i: t

i--" i-Z ,.-.i :!-i :i:

...... I ......

:2:: J[:l::': .... i

ii!i ::i] i-li_i !: IL.I

:,iiii 4i_i::::i _ :_!1

., ::T: " :-:

_t_o:_ .........

NUMBER

ANGLE• ._o dog.

DTST=

::.ii!iq! li=:ii---i_iiL._

•-7.!_,L_!i_.LI !i:::_i::

_-_--;i:):;i ;.i ]i _]

i:![,!:!:-:I:

i!T_7ii:ii I ] i '7

i!il_::i !' ] !:

;4i i i_

• '-! ! ; I i

!:::t!!:[ :! i !

iiiil?:l. ! i

::i:l .:;1

: -' :!•[i: :

," '1 "'I "" I I , I

:.......... i : : -I

-.iii!i= _ ' -_--_

r t:l i-I

, J

v

152
ORIGINAL PAGE IS

OF POOR QUALITY

O N

153
ORIGINAL PAGE IS

OF POOR QUALITY

MO _ Tum_.£ncl[ vs. N06LE 0Y A1T._'I(

It-M0 ISTCU AIItPI._, _ _ le_ mml(t - e.s3

gtLOCITY ,, _ beets; SlKSLIP NOGJ[ • _ deg.

COm_lmMtl_: _ _a; IM3CtlpyleU A/_ _//,_t_,

v

|.IM

e,d 0

v

a,r

V

|.06 f

0.04

li'"

$.00

tO 6O 00

qna_ oF Arr_ - htnm

100 120

154

J
DISTORTION VS. ANGLE OF ATTACK

P&WA F-lO0 MATCH AIRFLOW, ENGINE FACE MACH NUMBER- 0.53

FREESTREAMVELOCITY -__ knots; SIDESLIP ANGLE -._q_degrees

CONFIGURATION: NUMBER3d ; DESCRIPTION _o F;He_

I

&

: ; : " '::: :: :::: :: I : : : " : : ' : :: :_"

0.10 ,. .... ::.:::..... ,::...... ,........ _...... :::::::::::::::::::::::::::::,......-:,::.i..-_ :., ::: _. _:: ::, :,::....

:_![[i_::_i :t:!:i).i[_tiih:::-_li!d:: :r:_':_::l::!! :i:Y :d:i::ii:!_l_::::_l _::::l: :_!!it:_:_!:_i

.i:-_i:1.:i::l_:::_q,::i_::_t_:_:.l..:"..-:_:-i::_:f:_ i-.t:,:i ::_ ii!il!..I :ii:: !!!:iii!i

0 20 40 60 80 1DO 120

ANGLE OF ATTACK - Degrees

155
ORIGINAL PAGE IS

OF POOR QUALITY

m aI_ME 11noLBIC_ VS..qml.( OF ATTIC(

omrtllllUiYIll: Illll __t+ IlltlOIleTlU ,,Jo ';,1_

•,i p_.

[

le

O.N

0.14

0.110

e._l

0 N 40 O0 N 100 IZg

O.OS f

0.04

ti""

0.110

O N 40 O0 O0 lOO

qml eF ana_ - bene,

120

156
P&MA OPERATING POINT VALUES : H_',,

RECOVERY, AVERAGETURBULENCE, AND DISTORTION VS. FAN FACE MACH

CONFIGURAT[ON .M_ ;READ[NG NUMBERS _o5- _Jo

FREESTREAMVELOC[TY -_2_o knots ; ANGLE OF ATTACK - zo deg. ;S[DESL[P

; REC= -.33_ff_ ; TURB=

.... ;.k :-.. :::

:j: =:_:= ..... ::::1 ::2 :.::

:-:2!i: 2 :._

::2,: :;:X ' ....

;::X " - T

:_--.::::: ::::

0,7-"--:

!i:211::_-;=: :

::if!ii:iLi :i:_

iiiiiii?i : _i!i

:ii!-21 :

.X .H ":-" .:.

_!0, 7 ::

.:: , - . ::

: :: .... :

.:- . ": . ::::

:::Li?i

": : :: ":-':

LI::i!ii::_ilx_

iii_ !ili iili!: ii

" i: : "?.::..if.::

_;o 7"

NUHBER

ANGLE - _ deg.

DIST-

' :: _ t

_-!_::]:q ¢¢-il

_ X

::: I:: ": : i :!

.... ix- : ,

:'- i":L : :; - t. I -

• .i..,:.':::; .:|-i

"--I " ":.:: t :'.

:L

!,:: } i •

i

i i i , ,

:!, -J-IH i:: . i

...... ! i

:!iLi:::: : i I i

#-i2-ii:_ :r !:

; .:. i 't

:':. . : :"

...... i ! I

iii _. i ::

ili :::i , i

:: : • [

.1". ::: ' I" "

157
RECOVERY, AVERAGE TURBULENCE, AND DISTORTION VS. FAN FACE NACH NUMBER

CONFIGURATION _ ; READING NUMBERS_

FREESTREANVELOCITY m J_O knots ; ANGLE OF ATTACK = 0 deg. ; SIDESLIP ANGLE = __Odeg.

P&WAOPERATING POINT VALUES : M TURB= _ ; DIST=

.---_

il ..... :,:

r, a

ii

7---_E

iY "!_E

_! i=-i i:i

- i_.-Ei.-E

--::_

_--_7:" ii.:':

E Ei iTi

:*.1 £7: i:::

"--: ::T :.:A:

!i:: i!! iii

0 5:"-:

. :i-i !.---::.i

!i _!!ii:i !i:

.... 7":!- "

!: _ i_-_!:i

i:: )_:_iiiii4 .-:-:

O. 71 =:: ::

!!i !-E .... !i'.'i ::!

I

:; :t

ii! !_.... !::3i ::ii

i-i !!! -!_iii i_i

i:i :iii :::!_ii i_i

iii ii![ .... :-- Ei

.°.

...... ! --'! ......

::: 7:i

O, I _':: =:

:::" .::- i:" _:: .. .:_!_ -

!E: _i--i!i_ :E:ii-:

"'--:"'l::::-:.: '

....::: :::: T::: -:::::

::.: - : . :::-:

...... I " :: ::

: ! : t:ii ::::_i_E-.

:i:: :: i i :-!:i::!

....... I:7. ...._-

" -1-

• ' I

i

! ii _

-I : . _

! [ .

. " .A

..... I "

:i:i:.::i: :.{:i

......... .

::: ::: :2:. :-:1:::

- i!÷:-_{::_ti

v

158
RECOVERY.AVERAGETURBULENCE.AND DISTORTIONVS. FAN FACEIqACHNUMBER

CONFIGURATION_ ; READINGNUMBERS _ _- &99

FREESTREAMVELOCITY. LID knots ; ANGLEOF ATTACK- 7.o deg. ; SIDESLIP ANGLE- O__deg.

P&MAOPERATINGPOINT VALUES: N p- _ ; REC- _ ; TURB- .oz_ ; DIST-

.. )

m

.?'

°--

m

i:°

=

m m

:=i

..o

_. :112 :i:

_.- iii

L.'--2--_N

N

_.-2: 2-:'_-_-2 _

--.-

-.._-2

r ....

L....

! ....

:::--:.-N ..-ii_ .:_."_F o _:-_

t ....

|---

I ....

.... Ei? ili::iii_.....

[:--

! ....

2:= :::; "'°" ,'2

i!ii i::'i-i_ i_

....... t""

m=:ili

159
RECOVERY,AVERAGETURBULENCE,ANDDISTORTIONVS. FAN FACENACHNUMBER

CONFIGURATION_ ; READINGNUNBERS

FREESTREANVELOCITY-Ho knots ; ANGLEOF ATTACK- V_

PMIA OPERATINGPOINT VALUES: M p- _ ; REC-

_O

!!!:!

r::::

.:.=. 2_ Fi_ i?._i

iT .....

.-_ _ =: ::::

i --°|

._ _ _N_ -=._.. r."-."

-::.- ', :"-= ::_i---i:_i :::.

- .... .; _ _ -:-:._

_E:: ::::.

!ii ::= ::::

_!7 T2: ::i_

iii/-ii :f::ii

::2.I

F_=J

.......... 1

............. 7--. 2.-_ 22 :-2 '--

- _ _........... :--.5 _i_-_:;_ ........

"7oo- 70,5

deg. ; SIDESLIP

; TURB- _ ;

(

.................... t" "

-.g i- '? !::-TT_i:•:2_

i::i ii-i ::i:i_........ :_ tfi!

-- i_21;72 :i_i:Eiii ii.:iF-"

-7 i?!2. ":LLL:I:: 12_i

........ T/iT 7.1 .... [7

i:E :_:_ :_.:_!=::i_':i::::::i-:i:iil- i

_-':::::_i lift _-_-_:,/!Fi:•!

........... i"

T) i i ii. i x :!-.

:;: : " . : :"

" :'1

.... - _LI

.o 6i:_._:0,7 .......

ii!i i::i C T

J , .

:i: :i :. :::

::i::_:il_i ::

I ......

" I

i_: i:! i!-...', ::i: ::i :'::

!::: !:: ::: _'I::'! :::

i '

ii:/: ...._ <

!i!i i:i ::F --, :!•

1

160

ANGLE- _o .deg.

DIST=

:i 1

"::--:1-,.:. ":: :

.:) ! .. !.;.

I " t

""I: ! : "

_;iit:'_ i i

:i: i : : i ii

::':_" " : i::: 'I :

"'i '_ 1

iii:).i _----r--

i t i '

i I _ i-

: +

! t 1

.... [

" :i I

). 1

I

: 1.2_)

I !

_.:I I

: I

....i . . i

:iqi:ii!_ _ ' i .....Ji

•i :!!_ i

!_i):::i.:!..!.! .!

i ) ) ,_

i,] i !:,
RECOVERY, AVERAGE TURBULENCE, AND DISTORTION VS. FAN FACE MACH NUMBER

CONFIGURATION __ ; READING NUMBERS 7o_-7//

FREESTREAM VELOCITY -_ knots ; ANGLE OF ATTACK - __ deg. ; SIDESLIP ANGLE - o deg.

; REC= _ ; TURB= ,o3J ; DIST=

161
RECOVERY. AVERAGETURBULENCE, AND DISTORTION VS. FAN FACE MACH NUMBER

CONFIGURATION -SL ; READING NUMBERS 7/z- 7/7

FREESTREAMVELOCITY - Ho knots ; ANGLE OF ATTACK m q_ deg. ; SIDESLIP ANGLE °_deg.

P&MA OPERATING POINT VALUES : M ,- _ ; REC- _ ; TURB- _ ; DIST-

'I

'T"

i:

=

i

E

77

FAN FACE MACH NUMBER

i! i:! i!

._

:-- -__ .=y

L::-o

::_ _ ._

_o_

:::i ":, ::_

.......... "T ;!

._, .c:L

= -=:=N __--"_N

: ,, [2

= =-" =. = _ .--2_

_: !_1 [[L_ !-2. 5! 2!! i:._i

- i---.- i_ _ ==-_)_

;5

iii 4ii:i_ii'-:i_? i_ ::i::

"2: 2::: ..... ::F T!: ,;

_E_ i5 iJ_ ?:_:. -'-':!.:i2, ?- :?TLii

........................... r "

::x !'i -::7 F-- :'T_? :L.! T- 7-- T:: _':

5-ig ig i:! :ii ii_ iL:2:i) :12

g::! i: i:i:i_i5 :iiiii :i _::

!77 ! "" T: i;: F2 [_TJ: .... :.-

1:2; " T"

e_ -0 7::: .........

..... i) i

':::1 :: ':::2 :':" :. ::: - ::

i:ii! :i i: '.'T: "'i 2i_ :? : ii'!

i.._l i!i i2 i):i:: f:: _!):ii_ !_2 i!!:

i!E! Fii:

i .... I ...........

....:L i !ii :i:! i!i ::;! :i4 :i_Si-_ii

::: : ::: T i!! ii: ::!ii_

)7:(

,...

--:. ?,2;-

t_-a

2:.i ::

):i!

!-

"?i "

"" ; :

: 1:"

J

: :=

i'Lt::

IL 1:_

:- [:-

" I-

:L!!

:-:iFT:

" ] :

t ::-':

I "

T:l .

. .,...

:fi ii

Wi1227

. I.....

7:2 .....

:22 ::'z i

...... 1

:;! L:

, : .;-i

_: _il1

.'.2

V

v

162
RECOVERY, AVERAGE TURBULENCE, AND DISTORTION VS. FAN FACE NACH

CONFIGURATION _ ; READING NUMBERS "7/8-?z3

FREESTREAHVELOCITY -Ho knots ; ANGLE OF ATFACK - _ deg. ; SIDESLIP

P&WA OPERATING POINT VALUES : N _ ; REC- _ ; TURBNUNBER

ANGLE - ___ deg.

; DIST-

;iiii

=__

!_-I ::::: :::: :::: :':

.... _............... ::__ ......

_:_o, 7 "-.:_......... :_:i:=: =

: !_ :_: :::..;ii: : ' !:- .:.:ik._::--.- 5:.;

5i':: iL:" ."i_ :i?;:'-_i ".'_.:'::".-i:-! ::I'-:,

::': :::* ";:" .': ..,;i :

:,': ::=; :::: .... • : : :;: ._J::;, :.

: ::::;:::: ::: ::: " ::I::':]:':1" ::":

:: 7:::: ;:::!:':: ....

_i07 ::::: :::

163
RECOVERY• AVERAGETURBULENCE• AND DISTORTION VS. FAN FACE NACH

CONFIGURATION ___ ; READING NUMBERS _,,z/-c,,z.5

I_EESTREAN VELOCITY -80 knots ; AN6LE OF ATTACK - _ deg. ; SIDESLIP

P&MA OPERATING POINT VALUES : _ ; REC- _ ; TURB- ozz •

FAN FACE NACH NUMBER

":--.:-__ifi::i iifi i_

---_ -_:.

!i- -_ ---_- -

-- ii!i " T_L-':= i'.-_:!i

i_i ii_! !<i!-.'_ E-_" i_-

=:.: :i ::!!_!_i_" !i -i!

..... ;iiti?i ......

":::1 "--:.: :::

• :[ , .

_." . . !:.::1 i

iii i: ::4:-t_ii i_-

!U.. :: .... !!!] :!!i _;'*

:.:_

NUHBER

V

164
RECOVERY,AVERAGETURBULENCE,AND DISTORTIONVS. FAN FACE14ACH

CONFIGURATION_ ; READINGNUI4BERS#z6.- 630

IPREESTREAMVELOCITY-8o knots ; ANGLEOF ATTACK- zo deg. ;

P&MAOPERATINGPOINT VALUES: _ ; REC- _ ; TURBIlll

SIDESLIP

.oz_ ;

._- :- -:_

i_ i-"'::!-i iiii

i--':, i_T::i-i

+.+ ....... : :::

:" ::+:+" :::: :::

::-I_ =:!--

--]

-_i_-

i _ "

-I. i--- :-:

._+:I ...... :.::

:-',0 7 :--:

--::IL:: ::: '---

.... I ............

::::I

_::.i_-_!:: i-:-

• I

,::iL-ii- i:i

:.i:]ii_ :F :i

:%+ . ;;: :;:

_.o 7 -:.

ili: ::F .Y F.--_

"'::1 ::. ::: ::-:

i!:'--.'-i.:- !'_ :'-]

i++:

:+i: ii:- '!IT i F

-_i-'-!i_ii i!!

_ii-:-i :i! !_

.... :;: ,.+. :::

- :. t.. :::

_O ,7 :::

NUHBER

ANGLE- 2- deg.

DIST-

:._:::+ _:+-'T'::!:+T:"

iq .... : i: _i:

• I+..1 .

+!I:-++1:i+: !:+,

.... :i

-i!):::i ::) :i i i

t

-_:+q ;:J J 4

: -:I+::::_ ::-! ..... I::1

:::i--i -'t ". ', :

::q::::i :;4 .. i

+--i .+-+I - I +

!-.-:::I :::!

-_:" ::I i

:-::: " i

+_-_:::: : +| :::

!I--_! -:_ ill ilii:

• _-I +-

:m:.:-- ":i++:i'i :i:! :'_

--_ ....... 1 • + . I 1 .

:+::I+i!:.

.++_ +--

::::---:--_ : :

::-, _7_--.:+:

:+;- - ::

:::-1 +:: ++ -

F!!:. i i

...... !

L:,..:l :

I_:T!:I+i ! !

-- 1 'F q "

":: ":::::Z::. ; "'!

iL::i:.!::]i:.:.].....

i_!:i+]::i:: . i

::::i:: " :: +,

:; :F:-:F :+ i • i

:[::T :1: ii:': :-t

!iii+.::! i: ....

• "v ""I ........

::ti:::Fi:.: .i

ii_fii_!i_:!:-i_ :!i:

:::I:. ; +

::::;::::, ' : t

:(:

":::_::::_ ::: ::: • I

::-+:1:::I::::" ::: I:'

_-+1-"i--ii!ii+i[--i+ ii:

165
RECOVERY, AVERAGE TURBULENCE, AND DISTORTION VS. FAN FACE NACH NUMBER

CONFIGURATION _ ; READING NUMBERS _ _/"_

FREESTREANVELOCITY -_ knots ; ANGLE OF ATTACK - H5 deg. ; SIDESLIP ANGLE - O__deg.

P&WAOPERATING POINT VALUES : _--o53 ; REC- _._; TURB- _ ; DISTFAN FACE MACHmER

=_ -..._

:= =:

L-'i :.=

"_ y! iiii

:- V

_ .=..:-=--

i- _ .-Qi

= ""i

0 i_

= = = = = = =_:: =

::- |.-.

":=_- f!-_ii

---- ]:::

.................... [-.

.... ! ....

I

i

:o....:) [ii::

iii: Lii !_: :_i _ i_ !

............ i

_L

iiil-i!_ iSi_:i iili :_i-!:i!:_-_:i-

....... a ...........

i!i 5__!i ii i:i :i:-::i

i_i ::::Ji! I !: :.i i_!i _iii._ •

iii "iii.:5.i!i:i:ii_i_ii"

i::5i_'_]i-_ii!:ii:!i5!::_!!!:

......I......... 51

N _s_.i ::':?i !_ iii i-_':?!Nir::i12i

::" :':l ::'!:ii:ii 55i :i_]_iiS,ii

i!!

IT

I,i4---

t:=

l:::

! L

l-r

V

I "

!

i

I .

!:i!

5-2i

_=__

166
RECOVERY, AVERAGE TURBULENCE, AND DISTORTION VS. FAN FACE NACH.NUMBER

CONFIGURATION _ ; READING NUmERS _z_.- _!/_

FREESTREAN VELOCITY -6o knots ; ANGLE OF ATTACK -_ -70 deg. ; SIDESLIP ANGLE - °__deg.

P&IdA OPERATING POINT VALUES : N ,= _ ; REC= _ ; TURB= _ ; DIST-

..... ! .....

:"-=-':: i ---I::

=._.t:: :::i:-i:

::-:= :::I :::: :1

--_=.-::._:::: :::| :::

:=:: "-'q:::. -::].:..

:::: '::.: ::|:- :

:: :i!iii. '_

1

.... ?iili :!-:

o :1 .... !

- : I:: : :

. ::i ! -

:--" ,::I-': ::r:I i

.... =]=, : i

.' i:]i :

::= = _i

:_"_'.--.i !!: .....:::--+:::-...

........... !

• -: .::: , _ .

........ :i

:_ : :: -'1 -"

:::- "':i .':: I i:

i

iiii /i .

I

:][::::i

..:: :::: :.]

:::i-: "' ...J....

:::: ::: := .... I "

:::: ::'2 -" t --'

X::: :::: . ,

167
RECOVERY, AVERAGE TURBULENCE, AND DISTORTION VS. FAN FACE NACH NUHBER

CONFIGURATION ___ ; READING NUI_ERS

FREESTREANVELOCITY -80 knots ; ANGLE OF A_'ACK - ._

PWA OPERATING POINT VALUES : ,- _ ; REC-

.... [ ...- .............

-0.7 ::::: :::::::::

• :t': • ": : .

. -: .=, : : .

168
RECOVERY, AVERAGE TURBULENCE, AND DISTORTION VS. FAN FACE MACH NUMBER

CONFIGURATION _ ; READING NU/_ERS-_

IrREESTREAN VELOCITY ._o knots ; ANGLE OF ATI'ACK - lid deg. ; SIDESLIP ANGLE - -_.deg.

P&MA OPERATING POINT VALUES : M ,o _ ; REC= _ ; TURB- _ ; DIST=

FAN FACE MACH NUMBER

169
RECOVERY, AVERAGETURBULENCE, AND DISTORTION VS. FAN FACE MACH NUMBER

CONFIGURATION _ ; READING NUmERS

FREESTREAN VELOCITY -/zo knots ; ANGLE OF ATTACK - __ deg. ; SIDESLIP ANGLE - o__ deg.

P&MAOPERATING POINT VALUES : _ ; REC- ; TURB- _ ; DISTFAN FACE MACH NUMBER

L:"._:

.-- .

,i

t i....

T--I."

g-ri!:i _?

_0 6i:-

::;: 2::. _2

o6i_

:._: ..--" __

h _, ..

...... ! -

:::

:!i !ii

iii "-'_i]::

:ii .

O, 5_ "::

g

::.- :-- i'-'_ --_ _! .... ::::_ ........

--_ i!::]...!::i g:_]i-: ;;_ !i1::_ :l!i

.o, 7'..... :- Eli:i:: :,-_!

.............. [.

" ]:_:: ........ ...: . 7:!

i_ ii--- -:.: :-: ._£ :_i. : :.-: :iFt: •

P-i d_il i_ -:i ::4].-::_ i:i._: ;:::i: i

q q

_-; _--:;1_-_g iil i:ff :ii ::iilZii

_! _:sl ]]_ _g [::il!_::!;:4 :!i:/, :

.... i ...............

,.--I /

-]i :.uq ii: ii! _.:! : ..... :.

.... _"! .......... t " • 1

:ii :::_ iii: !i .': :]!'

...... I ..... t " 1

....!_:-:-i, ::_::ig]- if:.....,_ii_-i-:--:_ .... iiil!iii

_i :::4 il!i iii i! :::t-.,-- "

:: ::;, ::1 ::.4 ]ill i_: "1 " _,::::!_ ..-_- i__.-__:i ....

O. t I ::-'1 "'il

v

170
RECOVERY. AVERAGE TURBULENCE, AND DISTORTION VS. FAN FACE NACH NUNBER

CONFIGURATION _ ; READZNG NUNBERS &5 7- _&z

FREESTRE/_ VELOCITY -_ knots ; ANGLE OF ATTACK - zo deg. ;

P&MA OPERATING POINT VALUES : ,- _ ; REC- .q_o ; TURBFAN FACE IqACHNUMBER

SIDESLIP ANGLE -_eg. ; OIST-

....... _ :_::: =: ,=:-"==N ::= ..............

i ..........

.......................

6i____0 7 ===::::: ......... t.........

--_--Z_-.-.-_ [°- ____._:.---.,:_ F.T::-::1 _:: !!i_ .:z --i

:.:i:_i:.::.:!:".::. -i_---_i:_ ::i ::_ i:i i. :: :i:

-.,._ .,"_.. :.w: :--:.'2: ":: i}!_ :::: - ":" ::::_ :"::::

!iE:--:_i:. m.iiiiiii-ii[_iii: !i:-i ::i:: ::

I-:L--_--- I':E .:-.."-:i,, !_-_ L---::i:: ::_i :,_ ::F::--: :

L::.-'_E_ [:iii !._ :2[ F.I- _L'- :i[ _ i[!!_-'i._r._11:;

T_:_" "T i-..'1:11" : ..... : ii .............

!:':: _:: ::ii !'_:i" ! :': ....

i::::i:,::i ii÷i !-i::!f::_r :ii _::_<:_ii_ii ..... : :i:::

....... ; .... :.:.:

................... "-;-,_-::::,_::: ::-,:1:::: :::" :it::......... ::::_::.: ::!ii]:_!) liii:

........................ il ......

............... I ..... : ....... :I ::t12 .:

.............. _ ................. I d --

i!iii_ii-ii-_ _iifi[i ::i_.;i:[ iiri} ::-[iiii!::_rii:

_:1!::!_':[_7!i![i_?iii:_s:s::::l.i 4:

6 :_.._ i0,7 :::: ::::':::: : :1: ":

................. ::: :':::-_::i-_i]:i-_ iF:-::--_: ::::1::::, .... i!i|i! q:

171
RECOVERY, AVERAGETURBULENCE, AND DISTORTION VS. FAN FACE _CH

CONFIGURATION _ ; READZNG NUMBERS-_

FREESTREANVELOCITY -_ knots ; ANGLE OF ATTACK - ,/5 deg. ; SIDESLIP

PWA OPERATING POINT VALUES : o.53 ; REC- _ ; TURB- .oze ;

NUNBER

172
RECOVERY, AVERAGE TURBULENCE, AND DISTORTION VS. FAN FACE MACH NUMBER

CONFIGURATION _ ; READING NUMBERS _67- _,7_

FREESTREAM VELOCITY -_ knots ;

P&MA OPERATING POINT VALUES : _

i_ !_! i!! ::!i

:i: !!! !!: !i!

o _i _

173
RECOVERY, AVERAGE TURBULENCE, AND DISTORTION VS. FAN FACE PlACHNUHBER

CONFIGURATTON.__ ; READING NUMBERS _- zs- _o

FAEESTREAHVELOCITY -_ knots ; ANGLE OF ATTACK - _ deg. ;

P&HA OPERATING POINT VALUES : ,- _ REC- ._H ; TURBANGLE - _ deg.DIST-

:,

.... r .... f

-J

i i:

Ii i i:l

?: i_- ....... !: 11.....

:ili. _ i

....

::::1::: ...[::::!

":: t -

:1_: :;!if: } 1

::-t-* : ,

1 '

-:. I I

.... , ....... 1.... I :1

v

174
RECOVERY, AVERAGETURBULENCE, AND DISTORTION VS. FAN FACE MACH

CONFIGURATION 4/ ; READING NUI_ERS

FREESTREAPIVELOCITY =/z._9 knots ; ANGLE OF ATTACK =//.__ deg. ; SIDESLIP

P&MA OPERATING POINT VALUES : _ ; REC= _ ; TURB= _ ;

NUMBER

ANGLE - _ deg.

DIST=

I ......

---z_--_ ......

17£12 :: -i - ' - ":

:t_ 22:; !:_ ,: 7: "2_: .':12

2.2ti _--.-t':. :" 2 :..: ::_7

:-_. ..... . :22 :.-2:

::-" . . "1" ..;

........... t ..........

i::: :£-: " ":: : Z" :

iii i :i ] :

-T--gg:5i?:ii_:4::- :_

_ :. ::: ::.: .

"':: :':: " :::i: :" .

11. -- : :11;::;: . - .-

i::2:::£- .':1 :-:.. : ' .

: .::i- :::::21 "'.:: 2::;

.:..,: .... :. .... ..

.-:::;:1:;-::t: 2.: :2 t::

::::;2::: 7:.--. :;:: : .: ::

-._ 175
ORIGINAL PAGE IS

OF POOR QUALITY

......... ,--_-_-_--i-._-.-_ 'IS. AIIL( OF ATTACK

I F,-I _ A/lUq.l. I'M FAC[ mOO met - O.S3

PlIBTltll _ ,, _,o Imots_ SlK_IP An_( - _ dog.

¢_IIFIII_: I ...q._IIIIiRI l._/ _,-;zirj/,,I.._ _:,,_, n...,-

i

O.N

I.I4

O.I_

O.N

I

li O.m

O.W

O N N _ W

IM.EWA_-Iqroes

N

N

100 120

176 "--*
ORIGINAL PAGE IS

OF POOR QUALITY

E

0 tO 40 60 80

.!'!

100 129

11.06

0.04

li'"

0.00

177
_'qll=-"

DISTORTION VS. ANGLE OF ATTACK

P&MA F-IO0 MATCH AIRFLOW° ENGINE FACE MACH NUMBER= 0.53

FREESTREAMVELOCITY -_ knots; SIDESLIP ANGLE - _9_ degrees

CONFIGURATION: NUMBER 4/ ; DESCRIPTION _{t _ /_/et _?,- - n_o,-

L

_4

I--

L

0.30

,_ 0.2C

g

O.IC

0.0(_

: : ..!: .... :._. i..:i.:,::_ I.:::I i:.. : ! " 1 _ :i....

: --- ...} .... . : : ,... , . ' ............ . ...........

: :: ...... " :.... " :.... ".... :" : t"': I " _ "l ....... t .....

: I": ll I i: i 1:: "i !::::,iiil: _: : l i :_!:,_:.! :_:_t_:!./.._ ::,_

0 20 40 60 80 1O0 120

ANGLE OF ATTACK - Degrees

178 "-_
ORIGINAL PAGE IS

OF POOR QUALITY

NONg_r am MIglME IINULLr)IC[ _. AHLE Of AI"I'ACI(

P-140 ml_ MRIq.01t, FAll _ PlMOIminER - 0.s$

Imul:S1W_ V_IC/_ - _ Imou_ SlKSL.IP AIHILE - _ dog.

COIIFIIMI_TIIII: llllll 'V; IiMQllrrllll /._/-q _L_,'/_,_ _/,_ .G_,. _oe,_

V

O.II

O.N

0.84

0 (K) 40 40 00 100

O.00

O N N m U 100

4mmm_w AnaCK- emirs

179
v

: " :::-\ :'-_ I- "':'t" "" =========================================================== ::T'.:: ._ I

---Z-:g. . :" I ..... !-r-r-:l-m_r-- ::.:_TE-.+.--L_.. _.-l:.-=..--...'b.+..... '--i .:_:-.!:--:'=]- :: ' "

__+__i_:_k_--_i--l_.=: 4:_-_-_-:._±P:¢:;_-_>:--!_I_; ::-_i,.i ::: 7-:+.-i

.a :..:::_-7<-._-_--i:..7.-_--_..__._--I_:_.::l:.=:=l=.=.::l: =-=-_-_---:.:7::T: ':--i

-": ..... t"7__--:_'7. :::: '-.L,I:.:.J:.::.-:[:_:_.._-=_:___::L .:'::::::::::::::::::::::::::i - *--- 7 " ;

• ..ai.:__._+ .-;-*-./--.;:.aa,L-.a- "" '_ i" < ......................... ' .... " .... .. _ +

• .--.:i ....;; _':-_'ii_ji.':"..... --]i i_:_ .... [ii:ii:_ii'::::i:"i_i!+ ir :"-':'n'::l' .... " :_:::: :=":;::::|'+':;" _if_:':t I : : '" i:5i " " :: i = - '

_: :! :ii::&il_i_414i_4:_i_::-ti:::Y<iiT-:lilf, _qii:i _.::i__:.i":_=;_" "ii 14_iiii:-::i!i::l<:_!: .: " I

.....: :: ! : : = : I --I:::i.....?L:.=.:....... ,=........... _.......... L:: . g:: ,gi14:7:7 ....+::I ! -'

:::;::: : ::!= "':', ":'La=- .... -

....=---.:.4........... ] -:::' _.._.:L":: _.:!._,[:.:.'.._.. :.:__:..:L.: [...... , b.. _L:,:::+::_::.. '"- ._:..7 L._::::_. : .... a

+ ! +': ; ' ' : :! / :-- 7:!'i :::!- :_Li-" ::" I: " 1"

....... ;-{._i___._.:_.____:.L___ia__: _- --- " : . ' --- .--- : : : I ...l .:-.: 17 :.::Z: ::: 7: : .: :::.. 2: . + : : • -7: -.. )L_O

.-- , i I.::! :t :: i :i t i I : :__;l.:::i-::i .:--!.: !.i '- ...... ,,;G,

i : :

, : I :: "t . _ : ::1 :: I ! " I< i ; I -." ::'i. : ::: +: : : ' "

:'I ; :- ' :: :: .::: , =:-:::::{.: _:--:a==: ......... ---.-.= ....... .a.=--"-::.l.=:-i ......... "' _-:+:_:_:---.a--._ _ : : ..;

II._:_ ,, _1 , + ' , ........ , : ::" ........... •--. r-::::": :"+" " :_: ; :

_ 61_" _ : -!i:::_t _i:::'::!:: .:ii:: :::i::::::i: .!+:::................ - .....

" g"_ '.±.L:._ _._ :: :_ _[ '; ::l:._h!i I ::_ :,:q:.i:!:.:::_:_:..l: ,_:__! .... i........]

_.._,:..-_,_]I; L ! : ': ! ; I"" !l+:it"':<l_'J":iii:i':+_ili+!it!<t_::+::::_l:<:i::l!{_Hi':_i i : i i

_. _ ="I::::,-- .a _ .:=--::! _:P-': ...... :_:--.t_:i-ii::i--:_'_.=.'+ ii-i..FIf.!-i.+::.-.!l!-:_i- .=:_÷:........ .:: .-.+.... ÷_:::: " i ::

....: t:-:!+_7! :! r!:i-:::--!_--t_r_PT-'':!7::_,_'_ti<!:_-:__!_ ::::i --i-- i ::_

.._ c; c; c_ c; c:; c; c; c;

kl'lr_LL$]]_llXd)/_O3(3|XV_$d)

180
... 181
v

182

v
CONFIGURATION:

COWLLIP EXIT RAKETOTAL PRESSURE-PROFILE

TOTALPRESSURERATIO VS. RAKEHEIGHT RATIO

IIUmER '/ ; DESCRXPTIONLw#r R.z..I,'p_y I_r Orl,# - Doom

FREESTREANVELOCITY= eo kemts

ANGLEOF ATTACK =_.__de|rtts

SIDESLIP ANGLE -.__..o degrees

ENGINEFACEMACHNUMBER"

H,, Z.870 tn.

hcff_.

!

1.0

0.8

0.6

U

d=

0.4

O.Z

0.0

:;::I:::: :!i:i ='J :::

iii i_i!i::::i_iiJii_ii_i

.... ;

::::I:::: ::::t ::::: ::::

.... o....

:.:itEii i_iiti!.:i-.':-

_ ::-A'_::::::t:::: i:::

": ::::!I7:!!:::: ::::!_i!!!

O.S 0.6

_._:"- iiiii i :........

___-:_::_ -_._ _!_ -:_._i::::1_'_i: iiii _._

:':2:1

.,,,-..;.

_:

;i_ ::!-_l[i__!i !iii _i:.i::ii?: _:i

_'_ .... I-'_ --_ ..................

_-T_'T"_ I_:: ::::: :.:: ::::='_.:

::._: :;._: ::;: :='_',.--.=_ :=,'I: t::: :._:r'""

0.7 0,8

• 22: :;2-'_.-_-22;

........ o ....

!7- iL:it!!ii

:_!_-d!2!!

:'::: :': ::l :-;'::

.... •..,4 ....

........ o ....

......... _.o -:

"L-'-":!-'_}=_E"

.T-g!_N

O._

(PT)cOVLI(PTIFREESTREAN

. .2;_k: T: 22;*..:'::2

............ .[....

............ ÷....

.... ?--

;tTt I:=_. : 7:: t_i":.

:_11[!!.... :" =

:22:1:::2 :: .'2|::_

----1:::: _i:24,_

!".Ig:_-:

:::it::::

1.O

183
_DNFISUIATION:

COML LIP EXIT RAKE TOTAL PRESSURE PROFILE

TOTAL PRESSURE RATIO VS. RAKE HEIGHT RATIO

NUMBER_._; DESCRIPTION zE1r _x,L/,_y /,,J,rr OPeN- Ooo_

FREESTREAN VELOCITY =8Oknots

ANGLE OF ATTACK =__.__degrees

SIDESLIP ANGLE -_q_.degrees

ENGINE FACE MACH NUMBER -

T

H- 2.870 |n. [

I

H

hCOWL _1" 1

184

%U

J_

1.0

0.8

0.8

0.4

O.Z

0.0

O.S

:::: :::::= ....... ;7:]

..... I ............. --.- .... 4............ i

;i;:-_{_i............_iF:i_...._--_I

................ =::::-:

-:':." :::_: i-_'_---_= 7:_. "-_.:".;"=---" "-! ::'i!i

ii-:: ii:_.:_'_!!-E:::i _?..:.'_di]_ i:i_ !ii:i

=": :_=,{::::"'-=::: :"= "-''=:: :.: "m

:=-2: ... := _ _i-i.....

....... t "°" _...'_ "_t'_ _._

-_ :::._:_ ........... ...... = _: r-.=_ ....... :_ .:-_

= _:' t.'-.:-1.__-: .....

---:_-r.-:_:.!_=: .... ."'--!:

1::: ":.'_._: "_'-'_.:11! ;::I _::: ::::1

o.G o._

(PT)cOML/(PT)FREESTREAN

:,:,:::[=: .....

"::: I l: " I:771.. 7:: : ::

!ii:i_::!!ili:ii i-."

_I_=_-_

__

1.0

v
CONFI GURATTON•

COMLLIP EXIT RAKETOTALPRESSURePROFILE

TOTALPRESSURERATIO VS. RAKEHEIGHT RATIO

NUMBER-._1_.; DESCRIPTION._.iFr ,_uxtL,#,_y I_/L_r Op_,_ - Doo,_

FREESTREAMVELOCITY*_l__knots

ANGLEOF ATTACK =__D_degrees

SIDESLIP ANGLE -___degrees

ENGINEFACEMACHNUMBERI

H- 2.870 qn.

I

H

hcovL[ 1 F

0.0

- !!i_

i::ii7:::i

-12-.-=

_-__---=

il; ii:

_N a:5

_-.::.:._:..:

!!ii::='

0

.................... | .........

:.-=] ....

........ :::: i;i_ ....

............. 1 ""

"'=.... _7-':::-'= _ = .-,-:-:=

::'.T

8 0.9

(PT)cOML/(PT)FREESTREAN

185
RECOVERY. AVERAGE TURBULENCE. AND DISTORTION VS. FAN FACE MACH NUMBER

CONFIGURATION ! ; REAOING NUMBERS_

FREESTREAH VELOCITY -_D_ knots ; ANGLE OF ATTACK - 2-o deg. ; SIDESLIP ANGLE -__°deg.

P&MA OPERATING POINT VALUES : .= _ ; REC=..ql_ ; TURB, ._ DISTFAN FACE MACH NIJI_ER

!i

_:07 =-

__ ,.r

!b _L--:---_E£

i-- i!i_ _.--_ ::

i_.- E- !__-=--

_!-_ i!::iiii

I

........ -_ ...

........ _ _°

"-: 0.7 !:::

:zt,;

m--

.':2:.

:I::-

TT

._.

:- : .'7

;:TJ

:::. I

-t

::r I

i:l

186
IIJECOVERY.AVERA6ETURBULENCE,JUlDIIISTORTIONVS. FAN FACENACHNUMBER

CONIq6URATIOII_; REJU_I_ II_ERS

FIIEESTREANVELOCIT_ = _ knots ; NI61.E OF ATTACK- _ deg. ; STDESLZPANGLE= _ deg.

II_A OPERATINGIDOINTVALUES: M2, o.,5..._3; REC= _ ; TURB- _ ; DIST=

iiii =-;

}i;2 :;2-;

p :'_ .- -

ii"- "

i !i i

i:il i:

;::;.." 2

!_:.iiii

::':: ::::

.. : . i;.;Z;

" : ":.'V-:;

: i

I .

: I x

I "

- - , I

iii: i .

...... I

...... I

. !

!::)iiiil:

:i::F I

I

• : x 1

: / ii

187
EMERY, AVERAGE _EKE, I B_ST_TI_ VS. FAll F_E _CH NUMBER

CoNIqGURATIOII _, ; READING NUI_ERS 7__1'-7q,_

FMEESTREAN "VELOCITT I 90 knots ; ANGLE OF ATrACK - zo deg. ; SIDESLIP ANGLE -.._o de9.

OPEMTIRG _I_ ¥_UES : _l 0.53 ; RECI _ ; _RB,,, _ DTSTL i I

FAN FACE _CH N_ER

_=

:: :.- I,N

-.r- .-

--2

=3 _::

:i" !!2

Y: [_i

:! ?!

.-_: -

-i !:"

:.-- -_

:.-. "_

_:- _'_

--_: :_-:

.., --.

_" i'g

-- :

.-

.i *e

'::' ,::

-- L r- I -

!?: " [:i

.. !2 .!.

-;: I:!i -:IEI-Z

I ......

F

J: :. .... :] :

:i

i: il

i: i I i-

-_a."_i_i _i :!.-

:2 :: ::: r:

:::i:: I...-L....:! :.1

L-_! :

[ti! :.?l_?:i _ iiI-4_i.- •

!

_Lit : :: , _:

:if i

:ii]

_ i

....I._...i..: !I!1

!2_F!.! _ !:

: I ; 1

'; I i I ': i

i-: I

i ..

.... :iI M:::I :[: I

""/i .;i!.£,;!j .4

::::::::l::::t :F::-I

U ;i;_::I!!I:!!:1

:: :: : :::_i:" "t --_-'::1

....-!! !r!!_ ::l::!!l

v

188
189
RECOVERY, AVERAGE TURBULENCE, AND DISTORTION VS. FAN FACE MACH NUMBER

CONFIGURATION _ ; READING NUMERS 751-75_I,

FREESTREAM VELOCITY - _ knots ; ANGLE OF ATTACK - _7o deg. ; SIDESLIP ANGLE - .__ deg.

P_IA OPERATING POINT VALUES : R _ ; REC- _ ; TURB- _ ; DI_TFAN FACE MACH NUIqBER

_-o

-.

_'E

B-

...

:'::

L-_:

HT.

i-il

i.__i

iii

:TT

i--ii

7:_ii _:i .. i .!!

_.-:

" 1:_- ........... ::_

: 1:--. ::= --:- ::: :}i ":::l:::i

li4r =:]

I .I

ii!l.:.. )2: :.:! :-! :.+:

i':i ;- i-i i_i i_:::i: i_}_i

_ii i_-]iii ::ki :;-ifl:

!-=_"_:Y !.:! 2:: :i_

-.- :;_[ ......... , •

[ii:i[ i!: !_i i-_ :: -:l :•

i::iI_ ::- i):i! ;iT L:.[i!:.

ii!i ..:

....... :::: ....... :::_---

Li]:i

."t: |T.-

I

-F

='k

-V=

:::T

.-7- °..

k:- -.-:..-

Ts.

!

..i?i

.._ 27:

?:I "

...t L::

i1

::t :::

190
RECOVERY,AVERAGETURBULENCE,AND OISTORTIONVS. FAN FACEMACHNUMBER

CONFIGURATION_ ; READINGNUMBERS757- 7&z

FREESTREANVELOCITY. _0 knots ; ANGLEOF A]'rACK • _ deg. ; SIDESLIP ANGLE- _deg.

P&WAOPERATINGPOINT VALUES: M2-J_,rL_. ; REC• _ ; ]_JRBm.o_B ; DISTm

191
FREESTREAN VELOCITY -_ knots ; ANGLE OF ATTACK - I/0

PWA OPERATING POINT VALUES : _- _ ; REC=

| I

RECOVERY, AVERAGE TURBULENCE, AND DISTORTION VS. FAN FACE I_CH

CONFIGURATION _ ; READING NUMBERS_

deg. ; SIDESLIP

; TURB- _ ;

....... 4

......... T_-_::-:1.r.

:'---- ::El

..... I

.... _ _ __ :::.t '., - ...... i

._.=:-: % .... __=::=_:_

-_- L=. ----_-__:.:.

i'_-_. E! F.-_ :-_ _ .=.:J!:-

:_-_i

0.$i- -_ :.0. t f::

.._J .... I ,

...... , Z £::

::.:l :.:: ..... ._ :::_

.... i:: Y .... F: t :- ---1 =:i --_

, .... i

..... : TI "

...i :!ti ii! _:1 :I :i

:::i :::j]ii !17 :::_ ii!t!!!i

'.--1 ..... 111

O.

192

NUMBER

ANGLE - __ deg.

DIST-

___.L_ [ i.i ..... I1"" [:;.:1- ::

._.'...... , -F.!-I"

:::_:= ii-_i{i L: .......

v- ""t- ..... t-o

......--_ ........ _.. | .

IIXZ_ .'-:d:::--4.-

"1 ..... !i: :-:i.l

--..-t:-: - y ...... , .

.... 1- ..... t"

.- ::::,t: :-_ :

i:! iT; :::

2:iti:: ]-1 "1 2 -

:::-1- : i !i

t I ! !

...._..... i:4=:_:ii I

[ • .

I

: I i-!

. 12

..._ .

- I. - :* HI

t

!

:::1:-:: }IV
RECOVERY, AVERAGE TURBULENCE, AND DISTORTION VS. FAN FACE gACH NUHBER

CONFIGURATION K ; READING NUMBERS 7_q- 77q

FREESTREAM VELOCITY ._o knots ; ANGLE OF A'FrACK -

P&MA OPERATING POINT VALUES : ,- _ ; REC=

193
RECOVERY, AVERAGE TURBULENCE, AND DISTORTION VS. FAN FACE IqACH NUMBER

CONFIGURATION _ ; READING NUMBERS 77a'- -78o

FREESTREAMVELOCITY -.t_ knots ; ANGLE OF ATTACK - _ de9. ; SIDESLIP ANGLE -

P&MA OPERATING POINT VALUES : _ ; REC- _ ; TURBFAN FACE MACH NUMBER

-_=-_

_-- ._=

--°

i_!!ii  ̧!

!ill i_i

__.'-

_-1 ....

.... _:iil.

i .....

=.-.5i

..... 1

t-, ,

.,._ 22

::-:t ::-

7;

--.I, °-

.__ deg.

; DIST-

![ ..............

i'r 'r'' --

..... ----2__------ _--T. :'_--

- =.-__ _ :.._-= .... ==

-- __ :-_ .=.-_

/

o, ? :......... _-!]::: .....

.... f ........

i:_! !-{ T- :LX _i:: _i -.-_:i{_:. 7-_- ::

......... I .......

i:ii-ii :i: i:: i.i ¢:: .:-_ii_ii. _.-._-

I I

:::. r: ::: ::; :; :: :

ii:: :_iiii : i :i

4 q

v

194
RECOVERY, AVERAGE TURBULENCE, AND DISTORTION VS. FAN FACE MACH NUMBER

CONFIGURATION _ ; READING NUMBERS"TSJ- 79&

FREESTREANVELOCITY ,, 80 knots ; ANGLE OF AI"rACK ,,, _ deg. ; SIDESLIP ANGLE ,,, o_.. deg.

P&MAOPERATING POINT VALUES : _ ; REC- _ ; TURB= _ ; DIST=

FAN FACE IMCH NLIMBER

: _ i,.____.-_ X_I

.-- i:::: :

! .....

L .=....&...._ _ _

t

:-'_

............ ! ...........

"'- 222 _2.L"..-: L:X -:

...... t ......

k_ !:2-i:i_[:i:i!!iii i:

............ I ......

!i-_ iEi !!'.-_iiii 7F

rF !i<-l?::i t::: r:_-

....... lh "" I .... • ""

::.::_-i-.:-_-_: F.-_::_i

i-_ :'-! ";'_T'_..'!li_-_ _.'-!

!o 6i_o 7

....::::.__,-_i-:i .:::_:::._ _:_:__.._

....... 't-::: :-:[--:| " "_

:-7 ....i . ..,._._:-i_ ,

:: i!-_:-i:_ ....t=-_:_:_tT-j.

, I I

±3:d _4:=:__ -.--',-- -:1

.::.::::I . , t : i I

Zi- ::::ii:: " :

....... I: _

- "- :.I .-I

i!-i-::l: -

:I

!:!! :!!I

" _ ' :-.-3_i'

:3:-3_a i_:-.3. : _=-:4::_:_:_

...... _ --_,,-. l

....::-:' : i:::-]:-:, :_i" :::._ ..

....... _ii::: ..i..._

.... ! t I .

:::::-i ; , _ I

; ::[ t

_i: :..1 ..:t-._

..:.::: ; " !'"t

...... J ' , :|._J, -_

]!]: i! :! _ , ,

:-:. :":, :

]i_: !_i:iii: "' ;

....... _ " _ ,::'i "'I

i F_" !!::ili[:

I t

:.i:-i:_:!! .......i !: .I

::ii i!!i!ii!: :'::I:: ::t i i !:_--: :l

• I ...... |

I

--:_--i_ -i- i_¢i_ ::::t-::I

195
RECOVERY, AVERAGE TURBULENCE, AND DISTORTION VS. FAN FACE NACH

CONFIEURATION _5 ; READING NUNBERS 7fl7-79_

FREESTREAN VELOCITY -8o knots ; ANGLE OF ATTACK - 70 deg. ; SIDESLIP

PIINIA OPERATING POINT VALUES : _ ; REC- ; TURB- .o3q ;

:_: -- __ ..--.=

_." _.: i_-_.-

FAN FACE NACH NIJNBER

=_ N i_"-

:::07

7-- - "_- .--E__:_ _.-'_

i'i: -_. _ .i-i !Li E!

._ ................

NUNBER

ANGLE - __ deg.

DIST- a.19-7.

i!::i L_=. -.

¢"-':+_.__

=

12_2 .....

"- E::I.....

il:i

_!iF-.:_il..i=

: L-!:: :[!

I

I

:7 7 "'"a ._ ....

i_ -IV_:-i-_

.... 1

!i" : "'" E! [i_

..... | ......

i;i .......

. _.--!......

..... ° ......

I

....... t ......

196
RECOVERY, AVERAGETURBULENCE, AND OISTORTION VS. FAN

CONFIGURATION _ ; READING NUMBERS _qJ"

FREESTREAH VELOCITY -80 knots ; ANGLE OF A'I'I'ACK -

P&WA OPERATING POINT VALUES : M ,- o._.3 i RECto .@o._.__

FACE MACH

_8

deg. ; SIDESLIP

TURBm _ ;

................. ! ......

_i::i_::_i5 .:-i ,',iii:i-.....

_$i _ii: .:-TTUi :Sir _]TE:.:

F_]-_i_:TC--_-:.L::i2__:.4i _:;

- _ _--. -_-= ==

--- ;.:. - . ::.< ;;:- ; -. ::iii_:_:= ...... -i.

!!-i 2:21 : :i:-]:_i_

:_ :..'_-.??Hi.":ic E= .=-- 2L:!

iiii :=: %:_ i:..... =

.. : ]: :'" ?'::

r._; 2:1; :iS: ..:: ;.2" ;:2 ".i-2

• : ; -22L 22-- _Z

::= ::-2 :i= .... -7"! h'Z'. TT_---

E_ i: :17 7 :if=<-:

-----..= -.--'T'.. r_.c:'.;'_. 2-'2? L:,.:.'. 2::

0 6!_.=i0,7 ....=

--q725._I:::: ::_;= '::=

!iii ".-'..:'}5_ ........ )<ii /_5....ii =..iii

12; 2.":T ".;SJ _" T T_--.'..; .--:.22 ;:'[

........ ro..i ...........

::_ _ ....

_.!............. 112.' 2;:; ........

!iEi L_-_E!ilii_! ii; ;.LI IT!

....... . .... r ..............

.......... i ................

NUMBER

ANGLE o _ _eg. DIST-

.... I ............ ! ....

.--o ...................

.... l ................

i-_il{}iT ii'-:::i--_ iii__

:-{Tt:i:_ +:{i [-H }:}: !_=5

[L{:]:::_-_!f ':Si_i7

_d= 5= -_=.... {L:::

=-4i :-" :-- r.._i

:2:L_--:--o=-- --

• ;T :iT _T=:

-..

' "I'TT i" "{:] .:::?'=.:

+.................

.!: ." >. ;..- ['=-

L TI;T: _ ;°1: ;:'::::f

•- -

[LFiI:} ' L!i ;{[i "_

._.+ ................

"t ...............

:-_b:_.=i}_i i::2i_:2"

•- ?[i;;: ?'Tl "LTI T:<.;---..-

<<<_=:: ..... =

! ii::;i)d: ;!i;ii=:_i

::-:i:?:-" --=;':--::: 2:[--=

"=::!"= ;;TYT: =T =:...

7i"il[÷;i _:):i_i; :i:!?,i__

ii!!(- {2" '7:" ......... .1 -::::::

::uF_ hiiU::::-::r.

.... I ..... :?=::::: :-• T :

197
RECOVERY, AVERAGETURBULENCE, AND DISTORTION VS. FAN FACE MACH

CONFIGURATION ._. ; READING NUMBERS7_°_lOR

FREESTREAMVELOCITY -__ knots ; ANGLE OF ATTACK - _ deg. ; SIOESLIP

P&MAOPERATING POINT VALUES : _ ; REC- _ ; TURB- _ ;

FAN FACE MACHNUMBER

.=-

i::: .----:

6 _

!:-.!

-5 .L

2:" _?

_-_ -.:.

i!? !!i

:_! f7

:.- ...........

= __:-

_ 0,7 ---::'

?:.:

7!! 7::"h-.

- -C.. {{

i2:i E: i_:-:.E

:;:: :;:{ 2::; :2::

... ::]

i

I

:" .: 77i

..... 1 ....

198

NUMBER

ANGLE - ___odeg.

DIST-

.-- "-'-::-"_ ..... I:::

......... 1 ...... I. -

:5 i-: :.":.:I::-:'!:[i':

-. ! I

::: _:: ........ ::::l--

........... e .......

:- 7!/!l:i:: ::.;:i!:-

= =-'-.":::4::: : ;-; i

....... 7"12.: 2:2i-::

:=4= "-- !_

_ ,-

......... 1......

_:: _:L:....:, _ :--::2

-= .-----1:-=---=i=... ..__¢.. ......

.. , .. .

-::.

:::.. :: .: I. " :

:'::_ I : I" ": :::. ::

....... I • -t ..........

I:::_:::_::_: ......

:: F:::I.::.-_:::: :--.:- -

...... :!_:q):::

-- •4 .-.1--- _ ...... I ....

: :I: .,... ,. ::.i.

!.-- _:i_t!.:_I !::. :i: i i-

._ ::: ::,

t

:, .4 I. i

,t ,li iii;i:i 

i_:t+÷:l:!:tii-; i::t:::i

!!-VIT:I!!!!

v
RECOVERY, AVERAGETURBULENCE, AND DISTORTION VS. FAN FACE IqACN

CONFIGURATION _ ; READING NUMBERS

FREESTREANVELOCITY -12.o knots ; ANGLE OF ATTACK - _ deg. ; SIDESLIP

Plr_lA OPERATING POINT VALUES : ,- _ ; REC- _ ; TURB- _ ;

FAN FACE NACH NUI_ER

].99
k£COVERY, AVERAGETURBULENCE, AND DZSTORTXONVS. FAN FACE _CH NUMBER

CONF]r(;IJRATION__. ; READING NUI_ERS

IqIEESTIIEAN VELOCITY • 12__9knots ; ANGLE OF ATTACK - _ deg. ; SIDESLIP ANGLE - _ deg.

PllklA OPERATING POINT VALUES : _ ; REC- _ ; TURB- _ ; DISTFAN FACE NACH NUMBER

200 ._i
RECOVERY, AVERAGE TURBULENCE, AND OISTORTION VS. FAN FACE MACH NUMBER

CONFIGURATION _ ; READING NUHBERS

FREESTREAMVELOCITY " J_o knots ; ANGLE OF ATTACK " __ deg. ; SIDESLIP ANGLE - °.9. deg.

PIMA OPERATING POINT VALUES : _ ; REC= _ ; TURB= ,o3Z ; DIST,,

.., ._

FAN FACE NACH NUIIER

201
RECOVERY, AVERAGETURBULENCE, AND DXSTORTION VS. FAN FACE RACH NUMBER

CONFIGURATION _ ; READING NUNBERS

FREESTREAN VELOCITY = Jzo knots ; ANGLE OF ATTACK = deg. ; SIDESLIP ANGLE = .__ deg.

PmaA OPERATING POINT VALUES : .5_ ; REC= ; TURB= _ ; DIST=

FAN FACE RACH INllER

v

V

202
RECOVERY, AVERAGE TURBULENCE, ANDDISTORTION VS. FAN FACE NACHNUMBER

CONFIGURATION --_. ; READING NUI_ERS

FREESTREANVELOCITY -fzQ knots ; ANGLE OF ATTACK .__,O deg. ; SIDESLIP ANGLE - o__ deg. PWA OPERATING POINT VALUES : _ ; REC- _L ; TURB- _ ; DISTa

FAN FACE RACH NuIqBER

.0.6_

_::- :2-.-.-

.... _-.. 4

.... L..-;

.... t'--_

.... °...-,

::=_::q

--f---t

=;--i

::::1::= t

25_-=

_2!:".....

:!ii{!:iil

":::| i:

.... | ....

_t*'lT''-"

._0.6 1

____....

....i_::!, :f!]]::i}!.i_:

_!!!:!!!!-_!::ti!

": 2": l-:

:::::::;' ' t _i

!!!]i, , , : ,

iil;i;ii,lil l

.: i -I.4 ; -1 :i11:111i: ix

: t: t 1 i

i I •

- iiI i!:l

iiq-:_

203
RECOVERY, AVERAGE TURBULENCE, AND DISTORTION VS. FAN FACE NACH

CONFIGURATION -5 ; READING NUNBERS

FREESTREAN VELOCITY = /2.o knots ; ANGLE OF AT[ACK ,, _1o de9. ; SIDESLIP

PWA OPERATING POINT VALUES : N o.-._3 ; REC,,, _ ; TURB= .,.g,59._ ;

NUMBER

ANGLE - o._ deg.

tl _ :'::]i: 11"-

_B

N

_,0

'['z '

::: ::= ---

_'!: i2 :ii :

"-L: :i_ :i_ ii-i

i-- !.'-.-q;i:: =:

_ ,._ _:

L#!_!!f_ii i--

"'!: _i! i!:J

_ _.

:12r

z,l:::

7.L..

" :[ii

2:221;;;

" i:Ff:

--'.i.:: 2

1- }:

,iiii

:;11:

:.q ....

..+|

.-.t

::.'1

i;2I:::

£i2

,2.1

-'-t "--

_N isDIST,,

! _ .-F-:-F--_------

i'ii

!-- .. o

.°-. ,

-7!

! I

; - :

i_i_!i il_

ii!i4_i i

!!::l):- +

.: i i: J '

I - I +

: l::. .+ l--

_iiil; !: 'i

.... 1 I

iii[! i I'. _

fi.:

:..I : .. I :

I I

;ii_: i i ....

:._+k-.'2_ .........

v

•204
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ORIGINAL PAGE IS

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206 _++
DISTORTIONVS. ANGLEOF ATTACK

P&MAF-IO0 HATCHAIRFLOW, ENGINEFACEMACHNUMBER= 0.53

FREESTREAMVELOCITYm__ knotS; SIDESLIP ANGLE-_9_odegrees

CONFIGURATION: NUMBER.,__; DESCR]PTZON LeF_ _uz o_n - Po_

ANGLEOF ATTACK- Degrees

207
ORIGINAL PAGE IS

OF POOR QUALITY

J

O N m _ M I00 I_

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120

208 v
RECOVERY.AVERA6ETURBULENCE,AND DISTORTION VS. FREESTREAMVELOCITY

209
_w,_I

=:::= _ ' _ .... -_

: : i : I-": *: .:l::-I:: :_::: _:::_::d-: ===================== :_::,_"':::::::::::::::::::::: .| i "

....... .....:::.:.:::.: ..:.:_:::;:-:_..:_::-: :.:-V:.-.q-:=_ _- -::=.-:=:--=:::.-.:::=.::.....

-.: _--._--..-:--., .......... :,........... ;....:",, ........ !:_ ......... _ .....!.....:_ _:__L! ......

I _ .I ! " _ "I ..... - ...... , ....................................

-- _--_ -"_.-_...Ji: : .............":::: : ] ! .i'_.'i j iJ :J! !]i[ [ji............... T _i!l "_t............. _ l ...... ii_ ! ......il ." [ " ! _

-_-- i....... .....---t I ;lii i , :- i

' i- ,--- -r _ :-_:_-I;i_-I -.-:,:-_--:_ :_::i-1--:,_:j,:,:-i-:--!_ : ---1;-

-- _ ......................... :... - ..............

k_ _, 0 _,,_ ................ ' " " :- ::" .... _ ........ "J

:._!o1:_ ,, /-., _: : t--i:-_-t_-,.:--t-_-::-t-=:--.l-:.q_ _q ---_ /

.,,,,,..-,--.:, "-:- _"...... ::: _,::_, ........ .-'-';,,,............ ::.::: • :: :=::':._::: i........................ :-i _ :..-:::::: I_i ::......... :::: .-."::: _ =:_!:::..... I ...... _:: . =.... -.'_:_,;

...... . ...... ...___:__= --_---_- __.__..___ :::, ' J ' ; - ........

] i :. i _ !. : :i_i!::. _[i _ _: : :i _ ,i- iii:::::.i!:i ff:.::i . : ; : i

]

88_.._0 - ::..:::_= :_--' -::_ "-_.... :---F :...: : ! :i: -[i:i_:_-÷-:i:_: ..____%_ _..:_:':' ::: i .: : ........ -: ..... i ....'-_"

IW3 a1$33a.'l (ld) 1"_,03 (_ ZlVlSd )

V

210
211
i

...... : :.;.:-:r-.;:::.t..:; ...::_:::.z::.- F::: =t ":::::I_:'i::._=:_:::1Ill , :: ::::it _:-"r_-_:::: -.- :=; ............................... .... _" ' i .... :": _ : ''*_ ::..

' " !1 ...... 1'"::::::t_:::'_',:;:":::', :''a: ............ : ..................... f h.--:-t :: .-.:: _.... : .... >

.1 .: ...... :; ...... :.: .... : ..:.J....L.:..:::LL '..:: : " : ....7[.: .:4-- - " : -

.......... L-............... ' ....... ,: ::i:.v: _i4:.: : .-;:i. i_:. i : 1--_.2_ :

• " ::::" -: ":---: -: :::: :: *:':: : : "" :_:.--:-: ::: ,_:::" ..:_:':. --; --"_'.:I:_." :" "'_.:-':" "'-'T_--.-" **:1 ............. t":: ::::::" -_ "T"LE

, ' - t- :: i ..... : : i ' i :.. ..... _ . _ . i

i -_ .... :- --TT-:--].-_-T-F"--: fT- _- 7:._ :i. - _" : . .=-Tt-_ ---

k I _. " " t ' [ _:!'_:F-_:. ,':- T "; I " h : : t -'-':-_F ...... -""!,2_

..... i _ .i , : i--i:--'t :-'!-;: - :- l-:: _--7- -i :/_

'_L.... "---_ i-_i" i i "'i i I "i-x -

_,a----_, _ : t " " _ :t: :: " :: ..... _ :'-::':_-: ..... :_:':-" }------1 -

_nm u ,*-z - : ........ '- ---::--:-_--. :: ....... --'- E :- :: - " : " J , . "

_"_',4 Z_ _ _ , _ _ 1 ...... _ -:. :. - ::': -.-:.:".:-_'.--:. -. , " -

iiJ 131-

; : ' " : :::_ I " "" . ::.. :. _;. . :.:_. :.,.L.. :.:.; :: :..: : .... :. : . _._ . --

................ _ ............... :_..... .--.=......... _:--_ ...... .; .....

' • :- -: ......... i ,e

_¥3_s33 _ (.i,d)i_o_ (:_izv.i,s d:1

212
CONFIGURATION:

COI_ LIP EXIT RAKE TOTAL PRESSUR_ PROFILE

TOTAL PRESSURE RATIO VS. RAKE 14EIGHT RATIO

RU_ER ..____5; DESCRIPTION /__FT" ,,qux,_,,o,eV/,v-Er OacN- J:_*T

FREESTREAMVELOCITY -eOknots

MGLE OF ATTACK -_degrees

SIDESLIP ANGLE - o degrees

ENGINE FACE HACH N1J_ER °

%U

================================================ :::::::::::::::::::::::::::::

::-:_,;::::::::::::::::::::::::::::::::::::::::::::::: ...... :I .......,::::_:::l::-:::::I .... ::

_._-.--.:ii!iiiiiii-::!-i_ilii;iiiiii_Jiiiijiiiiiii:.il: .:iiii ;; : i z:! _i::!i4 _,iiiiii_l::_ii-ilJ:-iiii:__:.i

:::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::: ::::i:I:: ::::::::::::::::::::::::

_-!]_-ii!-'::_iii:h!::!Fid:iii;i_iih-_.P!_! _i:;!:ii: : :!i::: :::_i::: ii:h!'_ _i:i:i:: "i-!-:_!i:i-:.!ii:

_!i_iii_;........... -..,.-.,.................. _.......... r_.., ........ __-.

.... _................... _.... ( _ . _-_................ t.....

---I--_ ....... ,........ .-.-P .--, ...... _-_ ----_-_ .... .:-.-

:::i;iiiiiii .... '..... _i_:..'''::'_''' '_:::_ ...................................

O.O _'..-.--.i!'!!_i_ :;::_:::: ............... :..........................

---_ ::::_::_: .... :'", _ ..... :, ....... ":::: ::'_":- :::_ii::

O.S 0.6 0.7 O. 1.0.-

(PT)COML/(PT)FREESTREA_I

213
CONFIGURATION:

LIP EXIT RAKE TOTAL PRESSURE PROFILE

TOTAL PRESSURERATIO VS. RAKE HEIGHT RATIO

ItUI_ER__._; DESCRIPTTON L,p_" ._,,..hqbry /_cr Opts/- _xr

FREESTREAMVELOCITY - _o knots

ANGLE OF ATTACK -___degrees

SIDESLIP ANGLE -._.o_degeee$

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BECOVERY, AVERAGE TURBULENCE, RIIO" BISTORTIOR VS. FAN FACE IqACHNUMBER

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218
IJECOVERY0AVERAGE TURBULENCE, _ O_STORTION VS. FAN FACE HACH NURSER

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219
IECOVERY, AVERAGE TURBULENCE, _ DISTORTION VS. FAN FACE MACH

CONFI_TIOH _ ; READING NUMBERS

FI_ESTREAN VELOCZTY • _ knots ; NI6L.E OF ATTACK • 70 deg. ; SIDESLIP

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CONFIGURATION6 ; ItlEADINGmIMERS

FI_ESTREANVELOCITY -_ knots ; MGL£ OF ATrACK _Z deg. ; SIDESLIP

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IECOVERY, AVERAGETURBULENCE, ANO DISTORTION VS. FAN FACE MACH NUMBER

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IECOVERY, AVERAGE TURBULENCE, AND DISTORTION VS. FAN FACE MACH

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RECOVERY, AVERA6E TURBULENCE, Jim DZSTORTION VS. FAN FACE NACH

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NUMBER
RECOVERY, AVERAGETURBULENCE, MID DI'STORTION VS. FAN FACE MACHNUMBER

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IIECOVERY, AVERAGE TURBULENCE, AND DISTORTION VS. FAN FACE MACH

CONFIiIJRATIOIt _. ; READING NI,IllERS __

FIEESTllEAN VELOCITT -_ knots ; ANGLE OF ATTACK - 70 deg. ; SIDESLIP

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IECOVERY, AVERAGE TUIWULENCE, MID O]['STORTION VS. FAN FACE lqACH

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233
IECOVERY, AVERAGE TURBULENCE, _ DISTORTION VS. FAN FACE NACH

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FIEESTREAN VELOCITY -/2__0 knots ; NIGLE OF ATTACK - //o deg. ; SIDESLIP

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235
ORIGINAL PAGE IS

OF POOR QUALITY

HI AlflBU_ 1111111BULLrNCE VS. miLl[ OF ATTACK

P,-llSe IlrC= AIRFLOil, FAn FACE_ IIUllER - O.S3

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DISTORTION VS. ANGLE OF ATTACK

P&WAF-IO0 HATCH AIRFLOW, ENGINE FACE MACH NUMBER- 0.53

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RECOVERY.AVERA6ETURBULENCE.AND DISTORTION VS. FREESTREANVIELOCiTT

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SIDESLIP ANGLE= _Iz_DEGREES

P&WAF-IO0 NATCHAIRFLOW

CONFIGURATION:NUllER _t_; DESCRIPTION

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247
CONF!GURAI"TOn:

COWLLIP EXIT RAKETOTAL PRESSUREPROFXLE

TOTAL PRESSURERATIO VS. RAKEHEIGHT RATIO

liftER d, ; DESCRIPTTON _0,.. _P.X/LJAIV /,,,'L.=T_ _Oe_,,,'

F-R'EESTREAMV(I.OCITy=o_9_.knets

lOI61,.EOF ATTACK -z...__degPees

SIDESLIP ANGI.E -._Q_.degrees

ENGINEFACENACHNUI_ER =

%U

.--.:.":::::I:;:ff== =g_ ::::_:=,

__-- .:-_-i-:--:-_:!::: _"-::-

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::::::::::::::::::::::: ;":':- i I: !:'i ' i ....

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......... :i::i!iii_ii_i;;-:__-ii;;i/ ::i_:_i_i._ iiiii.:'i_ii!:./:

_i:!i_... ........ ii_i!i.il ................................. i:!:::l:i-:!iii., _:.:i::!i:::,ii:i:::: :............

!ili]-_" _::iiii!I!i:i:_i!]i!ii!i_: ii_i]/:l:_ii_i_i;-_ -

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_'" ":--.:l ::-';_:;:: :::I: :::! ::::]:::: ::::P._.-._

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_.::t::'fl *' , : ." "-'_ • ....... ' .... ' .... ' ....

O.S 0.6 0.7 O. 1.0

(PT}cOt_.I(PT)FREESTREAR

248 ._.-
CONFI GL_.AT'I'Oft:

COHL LIP EXIT RAKE TOTAL PRESSURE PROFILE

TOTAL PRESSURERATIO VS. RAKE HEIGHT RATIO

FAEESTREAJ4VELOCITY -____Oknots

AJqGLEOF ATTACK . zo degrees

SIDESLIP ANGLE =...sz_degrees

ENGTNE FACE MACHNUMBERH" 2.870 In.

l •

H _

1.0

0.8

0.6

0.4

0.2

0.0

0.7

(PT)COWLI (PT) reEESTREAN

249
CONFIGURA_ OR:

COWLLIP EXIT RAKETOTALPRESSUR_PROFILE

TOTALPRESSURERATIO VS. RAKEHEIGHT RATIO

RLI_ER__; DESCRIPTION _,L _z,u_V /_l._-_ O,-_r,V'

V

I_EESTREAiqVELOCITYo O__keots

/_IGLE OF ATTACK . zo degrees

S%DESL%PANGLE =.___Odegrees

ENGINEFACEIqACHNUMBER= ._

H- Z.870 tn.

hCOWL

1

%tJ

J_

""' " . : ...I..., ......._......... 1-..: ...-,............. I.:i..._.:_i:,.:_: .......

::-:_._:_.i! :_i ....... :-_i-i_-':::._i_i 2_ _._-'iiiii-_ ::::;::.-.:*: ::_:._::_i:_-_:'_':i'_

;----.T:---_::::I:::: ::::;:::: .... ,--- _--_-_=.::::1:::: ::::U::: ::::i::-:: ::r:h::: ::::F::::.:::; :::I ::::!:--::

............... :_........... ,-_:_;; ....... :I---! ........ _..... ;; :'--: ............ :....

0.2 ..... _::::i:::: ::::J:::: :::_:: _ili-_.::::::_::::L:_._::::_'-':_._ ........... '" :::: .':.-...':_.:: P.: ::;_:--'_.

_: :::_:::::::t:::_:=._ '_' -: ................ _..-.._

O.S 0.6 O. 0.! I

(PT)cO_LI[PT]FREESTREAM

250 _...
CONFIGURATION:

COWLLIP EXIT RAKE TOTAL PRESSURE PROFILE

TOTAL PRESSURE RATIO VS. RAKE HEIGHT RATIO

NUI_ER___.; DESCRIPTION /_ /_o_,-,oLy r_r_ _?_"_

FREESTREAN VELOCITY - J._oknots

ANGLE OF ATTACK -.._9_degrees

SIDESLIP ANGLE -_degrees

ENGINE FACE MACH NUMBER•

H= 2.870 tn.

hCOML

1.0

0.8

0.6

--4

2K

0

J=

0.4

0.2

O.O

0.[ 0.7 0.8 o.

[ PT)COWLI (PT)FREESTRE_

251
CONFZGURATZON:

COWLLIP EXIT RAKETOTALPRESSUR_PROFILE

TOTALPRESSURERATIO VS. RAKEHEIGHT RATIO

III_BER_.__; DESCRIPT]ON F)_L Ro2",¢,,'_y /_,.ET._ _P_,4

Lv

FREESTREANVELOCITY-8oknmts

ANGLEOF ATTACK -o___degrees

S]OCSLIP ANGLE -_9._degl.ees

ENGZNEFACEMACHNUMBER•

I

H- 2.870 In.

/

H

hCOWI" 1

J

!

I

|

............................... __ .... :......... _........ :;;_.-£

...................................... _:_ii_. ._.._ _'-_1_ii i_.__i .............

:.-Niiiiigg!fi::_liiiiiii_l::._N

; iiiiiiiit ili;;:,iiiiiliiifl i .....

O.S 0.6 0.7 0 8 0.9 .0

(PT)cOMLI(PT)FREESTREAM

252 -_
CONFI GI.IRA_ON:

COMLLIP EXIT RAKETOTALPRESSUR£PROFILE

TOTALPRESSURERATIO VS. RAKEHEIGHT RATIO

FREESTREAHVELOCITY- 80 knots

ANGLEOF ATTACK -_degree$

SIDESLIP ANGLE -_.._degrees

ENGINE FACEleACHNUMBERo

H- 2.870 In.

hCOML

t

f

1.0

0.8

0.6

t..t

,C:

0.4

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iii ::iii:

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ii_ii;:,i

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........ , .... ...................

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=+-5".r.-_ _ i---+-

........ +,...i .... ++_ _..........

:J:: ::::.t.+=:t:+-_. + .+--_+_:.-.:F: ::-

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O8 0

(PT)COVL/(PT)FREESTREAI4

253
CONFI GURATION:

COWLLIP EXIT RAKE TOTAL PRESSURE PROFILE

TOTAL PRESSURERATIO VS. RAKE HEIGHT RATIO

NUMBER.__....; DESCRIPTION ,_c¢ .z_._x,_,r_,_ Y /Jv_.er_ {D_g,_

v

FREESTREAR VELOCITf -___kemt$

/INGLE OF ATTACK -_,_Iz_degree$

SIDESLIP ANGLE -_m_.degrees

ENGINE FACE MACH NUI_ER -

I

H- 2.870 in. ]

I

H

i

P

%LJ

J=

• _ ..I .................... .:I.................. ::.. + I::::.::: :::::::':

.0 T'-TTL :::::::,.:-:::-:::::::;::::1:::::::::::: :.::...;.-:::::,--:_::,..:. ! :.:::..

7"2 !]::: :':::,.::::::::::::::._:;:::: -::!.:::: :-.::::: ::!::-:i. i::_7::':_:.-:i:: :77:

........ r'"; ....... :2!'

::F_i:::2_iii: '_ : !:H!Fi_!_!:'!_!:E:!i'!:':-! :::P: 'i::: :!!-!i:!i : ::ii:_ I !ii:i|iE-! ::.!"" !:.F

EiEt-: :T_:T:2i :_:i'TET:_!:::!!:T_':i_ :T':F:]E£1:,-::!: !!t£T T::4 :i :::::::::::::::::::::::::::::::

o.s ;,i!:L: 1 .... ] .........

:::: :::: :::: ::::i::::':::: ::!::::::=: ;'":i_T "-':::::: :_::::;: ::::":::_:::':i::::_:::t:::: "::T'::

.-_'D:_:'::!_!:i! i"_ :-:-:!_!.'!i!H_:_--:LE_T'{?..-._: "::.".L_i[.F'_!!! .'-_E!:!:_TTi:_i_-- !!.--_!i!!:F.+.-:-

- .......... 1-.. 1..-I .. i-.- _-. i...r.:.., i....]; ....... l ...P.:.l ....... I ........ t .`° , i..+, ....... 7_;._...

O.Z ::i.'_.i!i!i-:.iii-Ll_._it!iTt_iii!iiiil_'i-i::i!! iift:!#-_l!_i f!_t!_-.:._,.::.._.'_- _-_._ _._]i

0.0

_".!'Y .......................... i_17,77:2:: i:i:t:T :"!t!:-"! i{7iiT!

0.5 0.6 0.7 O. ,0

(PTIcowL/(PT)FREESTREAM

v

254 "--"
CONFZGUItATZON:

COWLLIP EXIT RAKE TOTAL PRESSUR£ PROFILE

TOTAL PRESSURE RATIO VS. RAKE HEIGHT RATIO

NU_ER __L; DESCRIPTTON A_ Ao_ J_ OpgA/

FREESTREAH VELOCITY -_z__9_Oknots

ANGLE OF ATTACK =_degrees

SIDESLTP ANGLE -.___degrNs

ENGINE FACE MACH NUMBERH- 2.870 tn.

hc0_

H

1.0

0.8

0.6

-T-

--J

¢.)

0.4

0.2

0.0

0.7 O.

(PT)COWLI (PT) FREESTREAH

--_ 255
IECOVERY, AVERAGE TURBULENCE, AND D]_STORTTONVS. FAN FACE NACH NUMBER

CONFISURATIOll "7 ; READING IItJ_ERS J'_'- ,,S_.

FIEESTREAIq VELOCITY -_ knots ; inGLE OF ATTACK - _ deg. ; SIDESLIP ANGLE - o deg.

INIMA OPEP.,ATTIIIGPOINT VALUES : I_ _ ; REC- _ ; TURB- .oz° ; DISTFAN FACE IqACH NUMBER

256

v _
RECOVERY, AVERAGE TURBULENCE, AND DISTORTION VS. FAN FACE NACH NUMBER

CONFIGURATION -/ _ READING NUHBERS_z

FIEESTREAN VELOCITY -_ knots ; NIGL( OF ATTACK - __ deg. ; SIDESLIP ANGLE - __o deg.

P&MA OPERATING POINT VALUES : N2- _ ; REC- ,_ ; TURB- _ ; DIST-

..... l"'q

....... I t::i:!i

_i :iii:-:-i :i:-ji--2j:::qX:q?=:_b:,} ii )

! ........

r--- :::: :..-

... : " I i T .

L.... : ..... i ii lit i;

............... 1._: I i _ :

.... :-22 ;:2 i

................ "" ' : _ I '. :! ::

I ..... - ; "t " : ' "

I, : i I I

i :;: :: [ [ : }

I

i+: :_!::;i _;!!_

_;0i4 t i i : I i i

:_=_-q=t! I : t i; J

i::'ii!ifi:.;ii: i ] ! i i i " !

!. ..... . , _ ] !'_"

........ ! "-'t""t | ! "_

: .... " " " " :!'" t : :

, : • . ..... : : , [

1

:::_}_--[:qiiiil;::i:: 1 ; i I _1

257
RECOVERY, AVERAGE TURBULENCE, AND D[STORTtON VS. FAN FACE NACH NUMBER

CONFIGURATION "7 ; ItENIING NUIOERS

FREESTREAMVELOCITT -HQ knots , ANGLE OF ATTACK - zo deg. ; SIDESLIP ANGLE - o deg.

IqiidA OPERATTNG POINT VALUES : M2- _ ; REC- _ ; TURB- _ ; D]STEFAN FACE IqACH NUMBER

O.

..=.

-:-

'=:-::ill]i!::h: 1

..... ;ZLLZ /i

_ L'._I2Z';T2---------_

!ii! 1:: -.:n'::::-::'

"-'_'_ ""-_ '"-I""1 ....

........ .I-..o?_

}_-i!_i _i::_t_!_

7

:-'*::::1 --"{:!

.2 ;'.: : I _::

i_-1/:I

v

258
ItECOVERY,AVERAGETURBULENCE,MID DISTORTIONVS. FAN FACEMACH

CONFIGURATION-7 ; REJM)/NGNUMBERS__

FIEESTREANVELOCITY -_ knots ; ANGLEOF ATTACKo ._ deg. ; SIDESLIP

PJi_AOPERATINGPOINT VALUES: N2, _ ; REC- .q/o ; TURB- .o1_.5 ;

FAN FACEMACHNUMBER

_, ,r,

"'--1

.... i

-? _ -_'l',i_r,

--=.-_ _ -_

..... -: -_- --- ...=

_._

_--:_- __

:':-4

i':-: iii .... ..:

........... | ......

ii _iii i=: i_i iii

.......... T ....

.,..$,

_:_._....

NUMBER

ANGLE• __._deg. "

DIST-

.=.'-.:." --_.-'-i :_q :::

"_*" ',L: ...... :" "

--- i_ -.:--"_i!_ " _

.... I"

_i .i-!i__ _-_::.

....!i ::',_:: _:_._: .!

:! :i i

......... 1 '"" H ""

iii:.iiii!-!i_i!ii:

--! --t .:: r::

: ] : ..... :i] .....

--.t

.... iil

259
IIECOVERY, AVERAGETURBULENCE, AIID DISTORTION VS. FAN FACE NACH NUNBER

COflFIGIJRATION ___; RF.3U_NG NUmERS /me_"-/m_o

FIIEESTREANVELOCITlf -_ knots ; ANGLE OF ATTACK - 7o deg. ; SIDESLIP ANGLE - __o deg.

OPERATING POINT ffALUES : ti 2- _ ; REC- _ ; TURB- .oe-/ ; DIST-

:.:_

..:=:-

.°L=

i!!, i-.

°..1 ..

1

.I

-%-]

--i -.

_..°

=-_

ii

:'"i

.... !2

I

r_

i

2,

_ :-:._ .....

z:_:::--2I:TT-'"

P._iii?:xi :::;r::

............... 1

........ =t-

--i:-",-:___.:..

: ........ .... -:i/.2

o,7::__........

....I" :4 "

....; I ->

..t ;F. :ii¢;:-:;t i=

:!!!: i;:

i q

.... | +

._ J.....

"'i" 2

i •

] • i ,

:::ii_I!_ ! !i_i :

o:d l 1

.... 2::12 ?

,:l ! : t;l

:! i,ii !

' ' '," ! ' " i:_

• _ :,;

,.1 :::. ;; : : :t .

!!t = :;i.: "

I. ;:;

v

260
RECOVERY, AVERAGE TURBULENCE, AND DTSTORTION VS. FAN FACE NACH NUHBER

COflFIEURATION -7 ; READING NMERS _L_.L_._.JL_._L

FREESTREAN VELOCITY -_ knots ; ANGLE OF ATrACK - _ dog. ; SIDESLIP

P&MA OPERATING POINT VALUES : M2- _ ; REC= _ ; TURB- _ ;

:_ _ .........:=-:::: .-..4.-.-_.|,--- -r=1::77:VANGLE - _ deg.

DIST-

:=! I ]; 7: ;_---

i:']...... ._

: : :i:'::|" "i "

":! ::i---r---1

: "i 1 ""

.... _...... v.-. _:-..i-= :

!i_glfi::i :2l:;;_; ;i

, .... _ . .

: "i t !.:

i : ! i.

i ' I

i.ii!,

i i -i

;! :

.i:t ; i i. Li_

.... I - -t t--

i ,

ii:iiil........ i.i:_----' lii:E_=i ....

_-::i= _ i:::i::i:=

........

:: :i : !;:F_=F::-:t ::

261
RECOVERY, AVERAGE TUI_ULENCE, AND DISTORTION VS. FAN FACE NACH NUMBER

CONFIGURATION --7- ; REA_NG MJllERS / 97 7- / _z

FIIEESTREAN VELOCITY - _0 kMts ; AN6LE OF ATTACK - _ deg. ; SIDESLIP ANGLE - __0 deg.

IqlMA OPERATING POINT VALUES : M2- _ ; REC- _ ; TURB- _ ; D]STFAN FACE NACH NUMBER

!t-

/o

o

...

°..

--o

..

;;2

0o

J_

_ :--

_°

_. =.:

'=" i.:

N=

:_ .:_:

_:: ;_!

;:: ...

i.-"_i!

_- -:

:ii L

i!i "_i

...

_ _:

_=..

_N

-°

:-" 1:2

ii iii

ii -i

iii i_

i: i!:

i:i !!!

:::=

_ii !-!

::_!il

!i !!!

!: !':.

.-..-.g

!!!-Ii::

N

2_1.:

i.

-I

...i.__

I

".:F_2"_

;'."l:---

".':_::J,'2-

!i

!.i

!!i i-

• i

I

. l

= ii

_.i._.

::-.2"

r;: .---

i:i 2ii

_-=.N

.'-.--i-_-

i- E5

-- -.._

262

V
IECOVERY, AVERAGETURBULENCE° _ DISTORTION VS. FAN FACE NACH NUMBER

COIIFIGMRATIOR -; _ RF.A_I_ III/mERS

FI_ESTREAN VELOCITY -_o kMts ; /iNGLE OF ATTACK - _ deg. ; SIDESLIP ANGLE - .__ deg.

PlMA OPERATING POINT VALUES : I_- 0,53 ; REC- _ ; TURB- _ ; DISTFAN FACE NACH NUI_ER

! L

....... i

-N

: -! 2:'5

"7: ....

..

.i i;

I

.:_:-:_-

--r .....

i i

:.!E-=

i:iii_-:

[YX:

.... [.-._

F-i:i::

• ! .....

-:2L--

263
IECO_ERY, AVERAGE TURBULENCE, JIID DI'STORTION VS. FAN FACE NACH NUMBER

CONFI6URATIOII --7--. ; IW.AD.II_ ilII, ERS /9o_'-/_;,t

FEEESTIE/Lq VELOCITY = _o knots ; iMt_E OF ATTACK = _o deg. ; SIDESLIP ANGLE = _ deg.

IMMA OPEIIAT]NG POINT VALUES : lq_ _53 ; REC,, _ ; TURB= .otH ; DIST=

FAN FACE MACH NUMBER

264
RECOVERY, AVERAGE TURBULENCE, AND DISTORTION VS. FAN FACE MACH NUMBER

COMFIalMATIOM "7 ; READING N_ERS J?//.." /?Z/

IqLEESTREAJqVELOCITY -Ro knots ; AMenE OF ATTACK ,, _ deg. ; SIDESLIP ANGLE - __o deg.

Iq_lA OPERATING POINT VALUES : M2,, _ ; REC,, _ TURB,, _ ; DISTN N_ .......

-., :::1 .! , . ! -?

FAN FACE RACH NUMBER

' ' " ..-i

._ .... _.,

:.::_ ._L .... -1

::-.H ::-::...-._'::*_::.1 _..._

_ ::.-: .. :L:. .... ._.

___ .-.

_ -',--

-2-'-: 2_---':-.a

.._

-" !7: ::i-_--_

0.6" 0.,3_

........... i --I

.......

.......... l

::=:=-': ::-'--_:..'--i:: i:L'-]!:=

........... :t: !

]ii:::;iLi ;i;2.[_L=-:_!:.iii-

-7"- ° - ..............

"_: r" "'F :?_-'-5

.... .... i:i:

!!it_-::l:--:t:_1.:::t.........

.... =_::=I : :{::-:]

-._::_ :.d:::-I ::i;71

:I ":

::::'!E.: ! " :i

"F.._ -:_:::::

...... _ =____2 :_:

.::: : . I ; ,

........ : i

i I

:" I "_ I

2 n

..... " ::l::::l

......I "t" 1

,::l::, ,

/,! .... !..-f:!:

:::::_:i. :;.-1! :!

..... 'i !]': ::::*::--,

265
IECOVERY, AVERAGE TURBULENCE, MD DISTORTION VS. FAN FACE RACH

CONIrIilJRATION "7 ; REN)ING NUIIERS i'/zz- /'_z7

FIEESTREAN VELOCITY -_ knots ; AlleLE OF ATTACK -'7_9_ deg. ; SIDESLIP

ella OPERATING POINT VALUES : N2- _,53 ; REC- ._l ; TURB- _ ;

FAN FACE NACH NUlilgER

=!=-

"- I ......

._.= -:

-- :_..-

,:" 12_-5_2

T..Z

...-,

o.--

i-- :-.--'.:ix" .,

!

T:: "''1 ::i

..-..._

:;.;....1!!i

266

NUNBER

ANGLE - _ deg.

DIST-

.-:; i.-.::.-.:

............... I .

................. L..

.........-::_= :::: ._-,._

............ 1..... _!--

........,il. :2-_27

i;i::=: t; ..... : :

.......... . ,I - ,

r

'::: v::: t ; :

: ,i -! i.__

...... : !

, t •

2_iI :

l t :. "_:.::

- ...L::; _ --

•:t : _- : t:r

...... l::--"

I ;i]t I :

-4 t J =-:=
RECOVERY, AVERAGE TIJHULEIICE, MID |I_TORTION VS. FAN FACE NACH NUMBER

CONFIaJIRATIOII -I ; NEAI_NG NUImERS

I_J[ESTREAN VELOC[TT -_ knots ; AISLE OF ATTACK - _ deg. ; SIDESLIP ANGLE - __ deg.

NMA OPERATING POINT YALUES : M2- _ ; REC- _ ; TURB- _ ; )TSTFAN FACE MACH NLIIqER

-=

= =_

==

I

....... i--.

]!i L:'-!ii

.... XX "

;;: ,:.; ;;:

!

__=

o__

=

7

o. •

Ni?:t :_-±

::::t:-4

--n;:;;

..... !. q

• xl -

;x:!i;_

:ifl !L.:

¢i:¢;: ; .....

_T._:)2 L i:TEF "=

:: ::';;" . :-: ....

_T_;ili;ii--:-=

•-::1: :::!. -- ! ..........

..;:_::::, :. ..... :';::} ]

" ---:: :-_: ;:1:::: :::: -' •

il• t: :!...... ' ........ ::".....

.... :,..]::-. ::. .::

i i:'_!iit . ..... !?_-.--

267
ICOVERYo AVERAGETUlUlULEI_TEo JmD D]'STORTXONVS. FAN FACENACHNUMBER COtIFXEURATXOgI ._.. ; ItlE/_ NImERS

FI_ESTREANVELOCITY -_ knots ; INGLE OF AI"rACK_ _ - SIDESLIP ANGLE- __.ocleg. OPERATINGPOINT YALUES: M2,, _,5',.3 ; REC- a ; I_B-' _o7._ ; DIST,, .o'77

FAN FACEMACHNUMBER

268
IJECOVERY, AVERAGE TURBULENCE, MID DZSTORTION VS. FAN FACE MACH

CONFIGURATION "7 ; READING NUMBERS.,/9"//°/_6

FIEESTREAN YELOCITY -i__._ knots ; ANGLE OF ATTACK - __ de9. ; SIDESLIP

PlalA OPERATING POINT VALUES : M2- _ ; REC- _ ; TURBNUMBER

269
RECOVERY, AVERAGE TURBULENCE, AND OISTORTION VS. FAN FACE HACH NUMBER

C_)NI:IGURATION_7. ; RENIJ[NG NMERS 17 _7- /gsz

leREESTREAN¥ELOC%TY . I_o knots ; ANGLE OF ATTACK - zj deg. ; SIDESLIP ANGLE o deg.

PIIIA OPERATING POINT VALUES : M2- _ ; RECFAN FACE HACH NUMBER

270

v

,=
BECOVERYoAVERAGETURBULENCE,MID OXSTORTIONVS. FAN FACENACHNUMBER

CONFIGURATION.7_; ILEAD/IIGIIIJmERS•/,s__-/_SS

FJtEESTREANVELOCITT ,, /_..._oknots ; NIGLE OF ATTACK,, .g_ deg. ; SIDESLIP ANGLE- _ deg.

I_MA OPERATINGPOINT VALUES: Iq2- 0.5.3 ; REC,,_ ; TURB,,_ ; DIST,,

!

FAN FACEIqACHNUMBER

i

• . _ -'

• :'U"

.:.. ::: ._

. 7

_=-

:.

!! ...-- L

- ii_ii7

-:" ;U! :::

=____

!_ fi ii'-._

!_! i:!

_ :5-:gi:

_! -.%:!-

_i _"!i!i:

!i !'

-- -- _

::: :=. iL:.:

-

g..:i;:: 2--_-

..|..

...! :: - ...--:

,.! .........

__::: . :-::

• "-'r'-" --': :---:

":-_--=_ ._

i-.-:i :!: _i_

271
IECOVERY, AVERAGETUMULENCE, ANI} DISTORTION VS. FAN FACE MACH NUMBER

CONFlglRATIOII --7.; ItEN)/NG IKIIIERS-_

FIJEESTREANVELOCITY -L_. knots ; m6L[ OF ATTACK - 7o deg. ; SIDESLIP ANGLE - __o deg.

gila OPERATING POINT VALUES : M2- _ ; REC- _ ; TURB- _ ; DIST-

:::iii-: _i ! !_,"I" 1

_ .:: _i-!i -ii-:__

_( _ 7_

I :--__-&.:.-_:---:_-_--!,-!i_::_,_:__:,i_i

:".":i :!':

,_. .;:!_:::!!.- ...._._-:i _......-,_:--:

:m,-_l:: ::I?i!'_i_;-:2 FAN FACE MACHNUMBER

272 "-
IECOVERY, AVERAGE TURBULENCE, AND DISTORTION VS. FAN FACE MACHNUMBER

CONFIGURATION 7 ; RF.,ADINGNMERS

FIEESTREAN VELOCITY -/2o knots ; ANGLE OF ATTACK - ,_. deg. ; SIDESLIP ANGLE - _Q deg.

PIIA OPERATII_ POINT YALUES : _ _ ; REC- _ ; TURB- _ ; DIST-

=.X.

_ ._

FAN FACE MACHNUMBER

_._l._ _'.: iii_ T{2 }7

'---t .................... I ....

'.'2-="_:-: V'! ............

-_;:F ::q:_[_.. _fgiiii,;:

:::** :::r ..... :::. ::2:::: ;

:::-_L_i? 1_.'.-.' _i_:i'iLi!i-.q

_:: +i J_:ii!.:_

i

:-. T-'i [ T"

i -_.L

!!!:[4::; ;i_i

,::i: i_iilif!7_x :-.--}

iiii! _!! :.: :i!';i:

I:_: .:r' "'." _. "L2 M

I?: .:._ x,

"- 273
ECOVERY, AVERAGETURBULENCE, AIID DISTORTION VS. FAN FACE IqACH

CONFIEURATIOII "7; READXNGIIUIgERS

MIEESTREAN VELOCITT -_ knots ; NI6LE OF ATTACK o//_ deg. ; SIDESLIP

OPERATING POINT VALUES : M2- _ ; REC- _ ; "lURE- _ ;

FAN FACE MACH NLI_BER

k _. .... .:'..

...... .::

:= __._--:

*0,7,,_-

:::: ::!i iliMS. 2

............ !

':: =: _L:

:.0 7 "

--_: _ -_- -_

_._ ....

_,.o_ ........

_O,71 :"---

NUMBER

ANGLE - _ deg.

DIST-

_..i - _:;-:7 !-

r ....

7:i:;7 i .2

!_i-..i _..... ------

-i::. ::-L"_--_• !!!_IDU

:::- :i:: ......

-_ ilii!- s!_i;i

-'_i I'IIIlT_" • 11 "

ii: i:_ ::i!ii_? :Z:Z.;L--:

_ :iiii i-::_I....

.......... =:==

ri:: .... !i!r .... -_--

.-Z:..:.i_ : _]'"- :q-Dr:

v

-.....,,-

274
ORIGINAL PAGE IS

QF POOR QUALITY

IOWUOI? lib ,4WL'IMI£ ?WOUL£1C[ VS. MILl[ OF ATTACK

F-MO II'Cll A/Rsq.ou, FAll FACEIMCH ilueoEIt ,, 0.S3

I_LOC/TIr ,, _/_ hmete_ SII_SLIP MILl[ - _2.. de|.

120

40 0O 0O 100

":.-:."m_'. _ •: :1

12o

2'75
ORIGINALPAGEIS

OF POORQUALITY

al0 _ 111mULIEZ[ M. ,_1.[ OF ATTACK

_lm IllerC= MnR.eu, I_ Ir_ _ uumEt. 0.s3

RteESTIImR _ • .__ lit=; SlINSI.I_ _Ni,[ - o..9_. _1.

¢mf'IMmlTIIm: _ _ 8aatlPtlm ,./o'_,.=_oL;o - A,_ A,,,: I;,,,.,, Z",,J,.÷_Oo¢,.p,..,.#

• . / _.)

0°_'

V

0 N 40 Io 8o lOO IZO

0.0o

0 N 48 0o 8o

,_m.=u Arracz. S_r_

10o 120

276
DISTORTION VS. ANGLE OF ATTACK

P&MA F-IO0 MATCH AIRFI.0M, ENGINE FACE MACH NUMBER- 0.53

FREESTREAMVELOCITY =eo knots; SIDESLIP ANGLE -°_9_ degrees

CONFIGURATION: NUMBER..7.. ; DESCRIPTION _Qo Dr,_o., z;,. :/9/I _.Y l.,,_s • J

Z"_.=f f/

2

!

l--

eew#

_, 0.20

0.30 _:!i: _ii!i _ _iii_::ii:,::i!i(::::.i::iiiiii:_t::_!i!i_i::i::;i !: i:/::!i!i: iY:!!_::_i i!;!:_!::_,:iiii_;:: ;_qi:-i! _¢:_::_.: i-@_f:

.... _._. _ : |:::;:_yl::. _::::::::::::::::::::::: :,: : :l :::_:: ::::::: :::': ..........................

..... : : ;':I x:: ::::::::::::::::::::: ::::. : I::;:,':":l:x'iix:'x. :., . : : I i : I '"i :l_::'i:

_: I -::!:. ::::::::::::::::::::: • .,v_.-.-_:, .::t::::

,, _ ...._................ _............................... _!_i!_!!:i,iii_i_!ii_-!i_i::_o:!!:!::¥11_i:-_: :iii::_!_:_L_ii!:

0.00

-! I _:i : _i _iiiiii:_-i_i__i_!_;i!:.iii _ _i:_J-!i_i _iii!i :i ! ! i: _ !:_: i_ l_i_ !_

0 20 40 60 80 100 1ZO

ANGLE OF ATTACK - Degrees

277
ORIGINAL PAGE IS

OF POOR QUALITY

MB _ tllIWJI.BIC[ VS. MilL[ Of ATTA¢I(

I¢-Mi IqltT¢llA/lIFt.Or. IrM IrA¢[ _ rain(It, o.S3

IILJC/TI' * _ liners; SllIT_IP NNL( - __. deS.

V

O.IlO

it Io 48 llO I_ lOO 129

I).OI f

0.04

li'"

O.lO

O N W m U lO0 12o

almo,Io; m, ct - nk_,_

278 -
RECOVERY, AVERAGE TURBULENCE, AND DISTORTION VS. FREESTREAIqVELOCITY

ANGLE OF ATTACK "_._._ DEGREES

SIDESLIP ANGLE "O__DEGREES

P&WA F-IOO MATCH AIRFLOW

CONFIGURATION: NUI4ER "1 ; DESCRIPTION _c_ ° _oc_--)_:P_qt._ Aq..)_j[iLtJ_t'L'_IIk_Ll_"_ _li_ _ - POrt

0 40 80

FREESTREN4 VELOCITY - KNOTS 2"79
v

Z

0

280
281
v

,..I

I

I

"elm mz

....... L........ J._=l,:..; .... . ..... .... ...... ,....

..... :-__:-i!:t :-:_,_ :.i._ -_ .-:

-1 " : 1 . .J:_ I'.: I::;:: ' '" i :: "-::i --l:::-i ;

.i ::; '4 Y-: ': i =,

- :: I I: " : - ; -: ; .-I- : 1 : : : ::: : . '

: .. _._._:: .i._.::_i--4- -:i:_ i:--{_.:.i _ : !::71.:::/.! :::i:i:J!i-:::i - -:_

......... _ ..... I • : ........ _L:':-t :..... .............:- ' ....

r-.-----.;--.--...+ ;,.._ .:.... : ......... : . ... ,-...; ................ :..:: .. _;..... ::-:.:: : ; : I : :, : } --

..... _-.-:-..... :_.. .... :.... : :.L.. " ......... _...--._ -.:_...._-:_: _, .:...._.. 1... -

z

............................................ t ...... --- ---I : ....................

: :: .... i:::: :i :,: .... i : __ -F::":;: :: _:- -::: [....... ; ............. t.-

::-:.f :-I::.: :::;t:::: :;:;;:_...:::x :: ;.L.-: ::.:n:.: ::::,.:::: ::::F::: :-.;:_:;:: ::::F::: :::.;:: ::-!--'- .i ....... t ; :

_H. ::::_ "_:_' q:::: :!:!!:" "1::_!_:: _ i !!i!::::":::_ '':-="" '" -;::.:::: ............. ::::_:: ::::;:::: _...... .::x:::: i-- :_':_::::t - ,:::::"" :::_::::- :':" I '"::_: - , : ..... : ::

v

282
CONFI6URAT]ON:

COWLLIP EXIT RAKE TOTAL PRESSUREPROFILE

TOTAL PRESSURERATIO VS. RAKE HEIGHT RATIO

NUMBER._.Z_; DESCRZPT]ON ¥0 ° ,_R,0oP L,,F j _L_ _ox /,v z.fT_

IrREESTREAHVELOCITY a._Lk_lotl

ANGLE OF ATTACK -o__..degree$

SIDESLIP ANELE . o dma_etS

LrNGZNEFACE NACH llUI_E'_'- •

1

H- 2.870 tn. I

I

H

hco_.

::::,::::]......:.::::::::::::::::::::::::::::::.-::,::i:::::i-i:i :_i:_:!L::,:[:i_._::i:::.:.:_:_-:i-_!_

0.5 0.6 0.7 I .0

(PT)cOMt/(PT)FREESTREAM

283
CONFI GURATION:

COIIl. LIP EXIT RAKE TOTAl. PRESSURE PROFILE

TOTAl. PRESSURE RATIO VS. RAKE HEIGHT RATIO

IIUHBER "7 ; DESCRIPTION Yo" n)Rc_P Lir.j ,_L,' _uX OP_- Port

FREESTREAMVELOCITY - 8o knots

ANGLE OF ATTACK -__J_degrees

SIDESLIP MGLE " _ degrees

ENGINE FACE NACH NUMBERe

hCOVL

-e-

.J

U

A:

1.O

!kii:i-FITi:!i:ii: _iilli::i iiiJTii

................... -%_ _ ......................................... -,._._ __

.......1..................................)............. 1.................

:::i :::: ::::':::::) .... :::i::: =_.-:t=:: :::..... ::::[::::' .... :::::: :--:-----

_I:'))_

o. q

NO.Z_

.:£:." _i[:

o.o _i]_ii

0,5

-:_ ;::: ::::_:j,i .... :::]--:[- _...... _........ "-'-m_.-"-

_2_:- !-Jim_T__ _:_)_:::!::::!_J_):_i! I J

TLT:_ZIT/IL:LT ._ i: :_2: ::iLl . I L : .T _:T:_.'|::ZL::?T:[_:2_ _.--.

F_i!!i::i_ ::_:_:_::ii!]i::i!i.":.i';j[] ]i_]l]]i[ ii[!l_!!!i" ......... '- :.J_ _±::

iifijili i_::[_iiliiiii]iiitiiiitL=iti_iiii_iiiitiiii_iiiiji_i-_li_i!_i::-:!!i_::P! iii_<-

::;:I::T: , , ,

0.6 0.7 0 .0

(PT)cOMLI(PT)FREESTREAM

284
CONF] GURAT]ON:

C01_ LIP EXIT RAKE TOTAL PRESSURE-PROFILE

TOTAL PRESSURERATIO YS. RAKE HEIGHT RATIO

NL_BER -7 ; DESCRIPTIOK... _" _)Loop &,_, ,,?,.4_ _Oo_

- Port

FREESTREAN VELOCITY -8o knots

ANGLE OF A17ACK -_._z_degrees

SIDESLIP ANGLE - ._9_.odegrees

ENGINE FACE NACH NUMBERH- Z.870 tn.ll

H

hCOVLI 1 *

i-_i-:!. :. :_i_ii_--i-.i_t::_L:F."-- _5:-:-::_: :-_ :::::.... :--_-:--::F_il:::_ i_=''"

0.8 _ _ii::i!!i;_i;i!iii!tli::::i:.i-; ;_i!_:_i:. _!i_iii_ii :i_:i!:::ill::_::i_i.::_i_ii_iiii; _:i::i_!::::!

....:::: ....,.... i_'i_?i:. _:,i?iiigi'!i_i;_iti:-g_::g;

_"_.i_ _;!_i!__ _ _ _i!!!!!!i!!!_!!!!]_

................ iiiii_iiii, ii_.... _................................

.._..!_!i_!'-:-ti!:: :_-"_!_i ....... ::!_!_!_'..'tii_ii!i!,i_!L!!!_:,!!!!.::.:..!!]. !!!::,i!!:._!!.."!_i _i: :=.-.::.:::::= ._.__

O.S 0.6 0.7 .0

(PT)cOklL/(PT)FREESTREAN

"_ 285
RECOVERY, AVERAGE TURBULENCE, AND DISTORTION VS. FAN FACE NACH NLlP_ER

CONFIGURATION ._. ; RF..ADING NUIqERS 17-_7- 1"/_5

FREESTREAM VELOCITY -.__ knots ; ANGLE OF ATTACK - 2_._o deg. ; SIDESLIP ANGLE - ._. deg.

IqHdA OPERATING POINT VALUES : Pt2- o,J._3 REC= _ ; TURB= _ ; DIST-

! • ,

Z--

E:• .

i- i :)

7i::gi

ii

- !-i _

"r-'

o:s.

:::2 ::: :

:r: ::

:'F _::i '!-

I

a::i_

.... ili

__-_--

-=. ---- E--',

_i i! i:/

;22 '; .;::

_!: !i ig

=_.'_

FAN FACE MACH NUMBER

........ i

....... ! ......

;-i--:i--_i_ :i::'._:_: -i

_0./' ....

_a ::_=! i:i

=I

:

I _: !] !-!

:; i ? :

! ti/I :_

!ii '

i

i

!ili

i_t i_.

i_ ii:!!!_;

286
PlACHNUNBER

287
IECOVERY, AVERAGETUUULBtCEo ANJDD_STORTTOli VS. F#MI FACE MACH

COUFIGURATIOII J_. ; ItF.N_IIt; IIUMERS J._._,_.7,a_

FIEESTIIEAN VELOCITY = I._ kMts ; MGLE OF ATrACK = _ dig. ; SIDESLIP

PilA OPfP,ATII_ POINT VKLIES : _ _ ; RE;C- .I77 ; TURS-

|

FAN FACE IqACHlamER

.ol5 ;

:._ .-._ _: ...._r-.-._

i ., : :::: :ii ::i_

:.-.i_:.-:---.:._ .::.:..-=

i_ i'L';"ii'--_!g_iif.q:--._

.................... _ --'r

1:2"2-::= :::: :'-'--"--'iZ..2L.2 .... i.i 2Z

"!r -T!i?: !!!! i!: _i_:.

6N:_io7. _:'

...... :;2

NUMBER

ANGLE = _ dig. "

DIST-

_!i_ i7;':::_;; . i-.

gll ::_ ::!:.!:::ii__:,t :i::

:g?(_-.:!i/-_ii :_c_i

.,-gL:_ii:__-F:_ii:- :=:iZ:i

.o.. ........

L"L-_Z-J_!--:_:.Z....i

:._:_._--_-"---_j ---ff :

.... i .............

:::-[!::_::= _]df:.

:Z.; ....... --. _,. :

" i"

l:::: i: ":..:

:.... ,, ......... :.

!i}:i i_-:": : ::_

If:i:: :::i .......... >_ " _!i

.......... :.. " .Z.., '

17:! .... Z_; ; .... :"

I:iii ..... :--i ::. :::::

I::::r:.::: :::: :::: :.::_::

;1

288
IECOVERY, AVERAGETURBULENCE,liD DISTORTIONVS. FAN FACENACH

CONFIEUNATIOR_ ; IIIEADINGINImERS__3

I_IEESTREAI4VELOCITY -_o knots ; M6LE OF ATTACK- _L_ de9. ; SIDESLI

PIIIA OPERATINGROINT VALUES: M2- o.5____3; REC- _ ; TURB- oo I-/

.-_4

::::

i'..:-f:-

:.:.E :T"

_--_:--

17T:_7-::

_2 .": :L,':

i....

122_.

t .......

e::: i:

t:::: :ii

=

_--,_

"--t

*::l__;-_:-:-::-i ....

++::i:+:

_:-t:ii_Li

2'" "4:1:2 1::i

....i::;

---4> _:.-i

_ ii-i :::i

[i.:-_7::-.:::

_o 7:

--=4i--

:-: :i

_:0

:.:i: -:i

.::: o

iii-:_

22i_i:ii

:'E :-:-:

!:i:iii:

r,--.;

P

i:.-::

i]:/:

i ii

.:i: !.2_

7{

ilii{}i{

ii

i: :!:!

7 i:7

!= :ii

i

if:

'2: !:i

iT-f::ii

::i-iii

"!:- :.:.i:

NUMBER

ANGLE= o de9.

DIST- _-

!:fl: .::! - .

{_i!ii{_,::_t { ::t

:.-:+-:.+t_-+4 i:{ :;l:_!+ii{

::; .: -.:+ +- ,

_:!t ...': .i i -!

::::,! : :_ ..

:-5!-C

: i I

,i+ii:i

, .j :: ; ; +

"! ; i

:": i :__2

•{i{:i !

i i

' q " { i

.... $

"'.-i!{ - ::

: ,]

:H : i i

::::] . +

!:!i+ i: lt

iI ..... ! t

! ":: - !

I!_!!i::: :!!i'.-_ :' _ t

t+ii!_!:: +i:_:i_!_ _:J

"J 289
IIECOYERY, AVERAGE TURBULENCE, JIBD OrSTORTZO_ VS. FAR FACE NACH

COIIFIWIIATIOII _ ; RIN_IM; NIJmEltS

FIEESTIIEAN VELOCITY -qo knots ; MILE OF ATTACK - _ deg. ; SIDESLIP

PIIIIA OPERATING POINT VALUES : P12- _ ; REC= _ ; TUR8- _ ;

FAN FACE HACH mER

NUMBER

ANGLE - 0___de9. "

OlST-

-_ '.-_ ----:._2'..-_._ ="5

:':: --.--_---:

-.--_...._;i_i_ ....

.:2_ ;."5 ........... :'. 12.;1!:22

............. ...... ::--

, .._ ..-. .....

_._ ::= .'_...__.....

--_..:--- .-._-_:::::.:-_....

.......... L-..I -.

i-- L-_-__-2-i:!::! r:i

:5: !_:::= ::-?:::-:!.

i-ii ;-i :?._:_i.... i;;:_

'.:ii: 'ii: ]'![ !?_! : I i

.: . -..

............... t ....

• 22:2.L:'.222 .: .:

V

29O
BECOYERY, AVERAGE TURBULENCE, JilID DISTORTION VS. FAN FACE MACH NLIMBER

CONFIQfltATION _ ; P.F.A_NG m/lOERS 37'7o-i -;'_

FItEESTREANVELOCITY - Ho knots ; ANGLE OF ATTACK - _ deg. ; SIDESLIP ANGLE - __o deg. "

IqSIdAOPEUTTNG POZNT VALUES : Pl2, _ ; REC- TURB- -°z_ ; DIST-

;.... [,_,

.................. . ,; --':: .,::['::

_i_ _ ......... _ ..............

......... .._'_;__"T."_-:i .... -.-- :;',[ "----"].i : ::11 "" ....

:T.:: :T" :.T..... :.;: , , " '[t

...............,,!i: 21 .i. !

if ---4

/

f

- " "" ": ! "::_ !" : I

................. : i

!

ii? ili :!:i._!: _i_:_; :,. : ! I

...... i

: .......... _ ; . --

_ ,i:iiii!i :::; ::iii:.i , i

TT .... t

"- 291
IECOVERY. AVERAGE TURBULENCE, Am |ISTORTION VS. FAll FACE NACH NUNBER

CONFIaJIIATIOII _ ; READING IIIJnERS J"7"76-i?_l

I_EESTREAN VELOCITT -HO knots ; ANGLE OF ATTACK - _ deg. ; SIDESLIP ANGLE - __o deg.

PliltA OPERATING POINT VALUES : Pl2- o.53 ; REC- _ ; TURB- .oz2 DIST-

.'.=.

_e

i- :_ =

_.=

_ ::: ;:

"_i :: ii

!il .-=.2!

_ iii ._

;12 "_ -'_i

.:.'._ -2-!

FAN FACE RACH NIJIqBER m

:.- .'.__T

.......... r"

-=_-

2:¢.ii

_!! :'L-:_

"-1- r"l ...... 1-

iii--t2 .... i::t=_-::

'....:t::::

I !

!

...... °

,.°

[..'_

:i ::: .: .i.

• I :" :

:: li'" r

__-- _i-'-": :::!::: ' _ :: :

i I I !

: " ! { I

i t

il

'l

i

i !

l

:ii

..... i . i

iii '"

:::._: ::,.

:: I:::,--! :.

i!il ::':

::_ ::! !:!:!!i - iiiii:i :I: i

_..° .

iii :L!i::-:1 ::. .....

....... i' "'l " • ,:- : : • i "

:ii_::::::tii" :::':': ! I

..... r , , , i i

• v

292
RECOVERY, AVERAGE TUUULENCE, AIID O_STORTION VS. FAN FACE NACH

CONFIGURATION _ ; READING IIUmERS ._

IIEJEESTREANVELOCITT -___ knots ; NIGLE OF ATTACK - _ deg. ; SIDESLIP

PltlA OPERATING POINT VALUES : R2- _ ; REC- _ ; TURB- _ ;

I

NUMBER

ANGLE ,, _ deg.

DISTiiii! .L_._ .... i-i ........

::i

::-iq::i:ilI=:

:;": :::-'| ;;:l:::; ----_- --I

:': :i ,

 !iii'i"t1

r-2T !

-2-__: :i?:ii= ;_-t÷t

-_-:_ ...._i!:: :- _:=:_

-:-::r :-:!:

:. ': : ,

I

........ i .....

........1;"I "_2" !

........ ] .....

:=i]d :::Z ; ..;1;" .... ; - i

Y- ;?=t:::;:: : :I

iii_ i?::_i.i[ _'i 172:1}i:

i2i! i :i+:: i

}i:i .......

.... ;.:T P; ..... i_i¢:::

x:t

';:; . ::!:'.,,

iii iT.t::i_!ii-¢::I

...* °°.-I ....... 1....

293
IIF.£_ER¥, AV[RAE[ TURBULEKEo Jim _[STORTIOU VS. FAN Fk',.[ NACH NUMBER

CORFIaJIRATIOll _ ; R[ADXltI_ IIUllLrRS

leltEESTREAN VELOCITT ,, 80 knots ; M61.E OF ATTACK ,, .zo (leg. ; SIDESLIP ANGLE ,,, ._o deg. "

I_A OPERATIN6 POINT VALUES : N2- o.53 ; REC,, _ ; TURB,, _ ; DIST

FAN FACE RACH NIJmER

r,,_< :_:::

i _ -".- !<

r,-. ,

>i.

.._ *-.-- _-:

.1

..:: -_

;

_i" -L: :i!

..... ,...

_i[ [i_ ii::i

1

<i <i

:_i ,ii !i<

___ .L ....,.+'_:

-- -- :}{}[L:.: ;-i........

..._ ............. ,..

-: -- -- :-: .... ""iL-.

.......--IL _j:::L

; ...... <m

[[{: }il {:: [ ;

!_ii:-7!_} :ii! :ii i

:>-::'-ii {i - il J ":

........... 1

-4i:_-_ i-_!i%:ii__ii:!i

"{" _ [}7 :[!- [L:" {:'-_:i:!

[#Jl_ii.....i÷=!}::i::

1!] :ii L:_! _:I

!_ [!-i [ffi i:i i_:::i ]::

:" ]

.... <.! " i; ]!

_i: i:i <ii-< i< i

iii :ii[!ii[ i:: :i.

!iii_ii ii::....]ii; -_I<

[[] ...... .__.... i :

""_ ::_ ""* ::i

294
IECOVERY. AVERAGE TURBULENCE. JmD I_TORTIOII VS. FAIl FJIC_EIMCH NUHBER

COIII_GIIRATIOII ,.___ lUJt_l_ IJILrRS _17'_ _/" 1"_7

leP.EESTREANVELOCITY " 80 knots ; ANGLE OF ATTACK - _ deg. ; SIDESLIP ANGLE " _ deg.

I_IMA OPERATING POINT VALUES : Iq2., _ ; REC,, _ ; TURB,, .o_-/ ; DIST,,

-: 7_ :2--

FAN FACE RACH NUMBER

.... ! .......

-_i- I.... ::_:.-_.

..... I ............

i!i!! : .... :

t,::: K!i: :

!i-t .... i::::i41-::

!!?'!n.I.i!• i;:if:_: """

_o,6 _

Ni I_:::'_:iii_-s

295
BECOVERY, AVERAGE TURBULENCE, AND DISTORTION VS. FAN FACE NACH

¢ONFIg,tlL&TIOII -L ; READING NUllERS

FREESTREANVELOCITY -80 knots ; ANGLE OF ATTACK o 7.__odeg. ; SIDESLIP

NUMBER

296
EECOVERY, AVERAGE TURBULENCE, JiliD DXSTORTION VS. FAN FACE IqACH

CONFIGURATION .,L ; READING NUIIERS

FIEESTREAM VELOCITY -80 knots ; ANGLE OF ATTACK = _ deg. ; SIDESLIP

PIWA OPERATING POINT VALUES : Iq2= o.5__..._._; REC- TURB= .oZz ;

_ ........__:............

.................. i --.

_i .:':£_:'."_ _ ":-5"_'.:.:k'_

...... _ ..........

ii_! iiii_i_ ii! i:i "!- ....:!:

[i';i ]]_: :i!_ !!:: i"_ "_ !i_!

!!_:]_!!_:::::!i i!_::i ;:-:_ii]

i:i] i::: :i! " :::: .

il;:i]ii!i:i i:_ :_! i! :i:_

::.: :::: ..i.i ;:::. ::..::

......... ::;:. ;_= ............I ........

:::; :;:: ..... :T': ::;:

NUMBER

ANGLE • o deg.

DIST= -..9.Z£.

::':':" "_: : : : : _":" :: i-

[_2 _i?_ ii"1!2-

.......... I ....

:::1 ::.: ::::1:::: '

::" . I

"-".- ": ----': .* .":': ; .'r:: :.

_]_ il-i i,lilii- ........

--"---;-. _.. ::,-;::::4

i?:=: _-_.:_:::

.......... !........ ! -!

........... r ....... ?---i

--_- ::.: ._-:-._-

1

:s_! _7! _ii::[si

t r

•., .i

:. : :'. , :

....... i::i:!i

• -o_ ................ *... t

.... .L. J

ii/i ....

iiilliiii:ii_;i:::

....i:::: :::: ::.: [...i

:.::_ --_..--_ ........ ....... ;:: ; _:::1

297
IBCI)VERYoA¥1EIIAGE11JIlIULOICE, lid II_TORTIOU ¥S. FAll Fk=E NACH

CONFI6URATIOR_ ; RF.AD]#6IILIPlBER$_-._0/._.._..0/._

lelIEESTREANVELOCITf " 8o knots ; AJ_I.E OF ATTACK-_!._o deg. ; SIDESLIP

PIMA OPERATINGPOINT YALUES: Iq2- _ ; REC" _ ; TURB- _ ;

FAN FACEIIACHNUIIER

:iL

_--.

i',!i

ii2

ill

ii!2

!i."."

:!i"

_:: ,_--..:_ :'.:

..,..: .:...

:,.2.

"_:2::::

.---: :':

-:: -----

=____iO. 7. ==

.ii. i.:: i _!!!

."::='--- i:.:. i--i

222;::;: ;:; :11;

:i:" ::.:

...... :i :!i

_!_ii ::iiii!

ii:i:iiii i':! i!:"

298

_U_ER

ANGLE- _ deg. "

OZST- .o-Ta

"..-=.---. _,._. .....

2:-i:--

ii_iii_; ...... ! .J

:::: :: :.. :

r

:'_:_:-!_5 _! i!-:i .--_

-:.:-::: ....... ::ii .-: i i '

]

[

............. l I

.......... ! r

............. A.l

::-- :-:.

I

........ ::: :::: : I

.... •::: :- ":: ! I

::: .:.. : : 1

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i!i::ii[i:: i::[

.:_2:)2 iii.:

::::; ::;: .... :

i:-_:_ Jil iis::::::_....
FAN FACE RACH NUNBER

:1::1

NUI_ER

"--- 299
IECOVERY, AVEILA_ETUIIBU_ENCE, JiIDBI_TORTIOII VS.FAllF/k_MACHNUMBER

CONFIQURATION J_ ; RJE3M_NGNUllERS

FREESTREAMVELOCITY =/2o knots ; ANGLE OF ATTACK o zo deg. ; SIDESL[P ANGLE = ._o de9.

PliidA OPERATTNGPOTNT VALUES : M2- _ ; REC- _ ; TURB= _ ; OISTFAN FACE RACH NIJNBER

ii]]

"" 7 2_"

-!

.2

°

::]i

o..

L-"!

:!

i: ii_

_.] :7:

6

.,,

4::

.:_-::

_E

iF:

q:.

ii!

::' r

..°

ii:i

!iii

300
ORIGINAL PAGE IS

OF POOR QUALITY

..._,.

ilECOVERT,/WERAGETURBULENCE,mid B_TORTIOU VS. FAll F/lICENACH

COIIFIWRATIOm 15 ; READXlqGIIIJmERS

FtEESTREAN VELOCITY - !.__ kemts ; ANGLE OF ATTACK - H__ deg. ; SIDESLIP

PIiMA OPERATING POINT VALUES : Pl2- _ ; REC- _ ; TUR8- _ ;

.--.:: :-:- -:: ::::

FAN FACE NACH NUNBER

.... :-." ii: ::i_i!_; i.-:2

:::_:::: :::._:'i_ :=:

NURBER

301
ORIGINAL PAGE IS

OF POOR QUALITY

DECOVl[R¥, AV1E_ 11JIIIOULE1NCE, I II'STOIII"XOll VS. rail FACE NACH

¢ONFZmmATIOn_P. ; aF.Jm,t_ m[eS ?J.J_?,Z.:.Z._

FItEESTREAM VELOCITT -_ knots ; ANGLE OF AI"rACK ,, 70 deg. ; SIDESLIP

I_IMA OPERATING ROINT VALUES : P,2" _ ; RECFAN FACE NACH NUNBER

NU_ER

ANGLE - o deg. "

DIST-

"5 _.--2-!.2_i=;;-'.--'N

r=_ L:'-" :.::-

s

..., . .

........... ....iilIi 

:::. :::: :.-. ::::t:::: :

.......... p_

!!-" ::Ei -:], :: .:t!:i-i:i!

;::_ii_:5[' ::l:ii: i_':i

.... ,......... t .......

:i)i,::ii .::-!I:. :i

, !

I

_i:.2,ill :2;iii:l_:il

:/:!i_i ::ii: i!i?]ii!!:

aiiiiii.:i i:ii_i_-[!iii ,:i

_i::2 !!il:.iiiii;!il!::/!

ill': :i:-] !_'._ "!=_i;:: ::: i ]

j

V

302 _..:
ORIGINAL PAGE IS

OF POOR QUALITY

ECOVERY, A_RAGE TIJSULEIICE, _ _TO41_TION VS. FAN F/tr,_lENACHNUNBER

CONFIGURATION__. ; RFat_NG IUmERS

FREESTREANVELOCIT_r= JZo kemts ; ANGLEOF ATTACK- q_o deg. ; SIDESLIP ANGLE= o deg.

I'_/A OPERATINGPOINT VALUES: M2- _ ; REC= ._ ; TURB- _ ; DIST-

=:: r:-_ .......

i- -"{:i_f ib_[i_-:-4/._

_ ........... e...

_ !: _2.Z.TT_- ....

1..::._ !7: r=_

!!i: -:_ _ _Sr:: : :i;:l IE ......... ! .... ,

i# i_ b--i_fip.:-<;_

R : . :

.... ' 1

22. -:..2. i .... _ --

:::.: L,'-= :.:~: :[:::2 :..::.L .

";: ";: w •

iii_:2i::if dLL.... ,4._.:.

• , {5: i:.ii .:4={i

_2" l ":

-'; ::; :: .:1 ; - t

-t

%'--_7" ; _|

[;] []]] "_[T {[_ :{f: ..........

....... ii ;fi

-ii iiii i;::.....: M :;istLil

L;i}!_i:i k:fii.:i!xJ

_A:iii] ii2i ::-i::_:i_:_i

:. I I

....... ::-:I :::|

303
II££OVERY. A_RAGE TUBULEI_E. _ DISTORTION VS. FAN FACE MAtH

CONFIG_RATIOII ,.__ ; P.EA_RG NUMBERSt,,_._f_._q

FJLEESTREANVELOCITY -_ knots ; ANGLE OF ATTACK ,, /j.o deg. ; SIDESLIP

PIWA OPERATING POINT VALUES : N2= _ ; RECFAN FACE IqACH NUMBER

; TURB=

:_!! L ? ;'i:

:i_5 ' .

: ' 2.

:.: :: £2

:i:_-i .

2-£ ZZ/;:

,_-:

:-2:: ;;:2 :'÷T

.._ i-F :::.i

.-.--.._.:-L-"--

iiii :2ii iii:

.03o ;

2-:_£-'-_=--=

_ = =-'_-':=

-2NN ::::_--2

:4 _ _--=

o.7.__

..::: [/ ;

ii'.: !:: :'::: "iH

k.'---"_".--T -:"5"."

"?!!': ! 2.

;2.-: "-T.':,:: ": "':2

": ":':T " ::'2

!:ii iil .----..'--i :i:ii

i2i i :ii 2i i:i_

i::i 2:F:'i;- :,::

iii i !i::iiU ?i i

:?!i :-.'JJ':!?" ??iT

........ ! ........

i2:': :1:2:; i 22

NUMBER

ANGLE • _ deg. "

DIST=

2_2:. 2"'" "'22t:;_::22_.:::

...... 2; :i-i:: :_ _:-

............. l

• i;:- "'-: __:: ----,-T:21 -2

.... :..'_ ..-= -.-._::---

.:.2.!!-i iiii il i .2

..-':-:I::::.-:: ..i:-

_.._: :::2.: -: ..... _ •

----I_2 T: i_ i:;LI-_!

--r---- .... .

k--.': -: ; ] "

"-"':i .......... . :|. ::

:_i.:[!"i TT "

• - i; ........

:'"1 2:: - I

T!U[: .: :IT :: I :

! .......... [

i...... I .... i : i

..... I...

;::::12 -: ; ,

:::::1::: ': - " ]

i!:_j iiU:_ :i

; ]

• - i -, r ....

[2iil2]i ::..... I ;

I.::'I .... -.-:

:;.. " " " : I

I :

i:: i:ii i !

[ ' ,

[.:.. •, , ,'

;::::,-.- ::::I: ::i- - ; -:

304 ._.,
ORIGINAL PAGE IS

OF POOR QUALITY

_¥ Aim Nfl[IU_ TURBUtEIlC[VS. MGLE OF ATTACK

FoIM RAI_I A/IUq.ow, I'M FACER_H nt_BER - O.S3

PIILq[S111[_ tI_LOC|TT • q_ i_ts_ SID[SLIP MGL[ - _ deg.

V

i,a

0.84

0.80

0 ZO 40 60 80 100 120

0.06

J o..

1i'"

O.O0

O N 40 I0 I10 100 1ZO

.... 305
ORIGINAL PAGE IS

OF POOR QUALITY

Jli MI[IIM[ 1WSUI.[li¢I[ VS. AINL[ 01r ATTACZ

NM I_lm mTCm AIm.W. FM I_[ mC_ _R o I.S]

FIiEESTMm IOJC|T/o _ imU_ SlI_SLIP /tEL[ o _ QICWIFIIIId1111: fOR ._L.; 1113QIPTIOII 7D'/_,ooOL;D" A//_,;I;,,,ir_k_ OD_-_e,t

; ,j _ '

V

V

O.IlO

O LIO E41 6O O0 100 120

_i O.m

O.N

O I1i m _ m 100 120

_mJ[ w mm- ks, m

306
DISTORTION VS. ANGLE OF ATTACK

P&WA F-IOO MATCH AIRFLOW, ENGINE FACE MACH NUMBER- 0.53

FREESTREAMVELOCITY -Bo knots; SIDESLIP ANGLE -_Q_ degrees

CONFIGURATION: NUMBER___ ; DESCRIPTION 7o" D,-oo_ Z;_, ; ,gt;/ ,gl_x /.,/P_

• • J

ANGLE OF ATTACK - Degrees

307
ORIGINAL PAGE IS

OF POOR QUALITY

41B _ WIImLEII_ VS. mL[ OF AI"I'P_I(

Nil IP-140 IIMOI Almq.0u, WVl Iq_ _ _, e.$3

_ • _L_ liners; S/IN:SLIP Am[ - _ _lv

0.00

0 _0 4O 6O e0 100 120

308

,r
RECOVERY, AVERAGE TURBULENCE, AND DISTORTION VS. IrREESTREAM VELOCITY

ANGLE OF' ATTACK -..._. DEGREES

SIDESLIP ANGLE - DEGREES

P&WA F-tO0 HATCH AZRFLOM

CONFIGURATION: NUI4BER..._..; DESCRIPTION . 7_ ° c_rz.c_e cae - _ A,.,,,uA_ ,,._Lrr.,_ _fee_

- Port

_ . L_*"J" , .-1 . , -- _'...... _.--_ ...... _1: ...... I_---* ....

......_- b--l..:-I--._......_ ......_ ......,...... _ ......,---1..-:I:-.|--.-.--- ......__ F- -: -.

_l:;__.-.,--__.._i,._! ...... _........... ._....... ,.. _-_-:i-...,...t .....i ........

-"• _ .... .:_ .-- -._".....,"';:: .............................. .... ;..- ...I: ".-_" , ............ __...,_... _.-,_.. _ • , "

::%:-i:L. | I- ];i ::.:::--I::::/ .::L=:::..: .i |..::: .... - .- ,

...... L.a:._:.:-i ...... ,............. :- .......... -,'r ..... J" .:...... .._a • ' =::.,:.=.=;............. ,,a.-:._--: ' - .... .,-:_-_ ................................................ _ .................. ,-=...... -, _- ....

................ _'-';:F'=:';:::_::": I .-_....... ,:_-_............. :....................................... _:_i! ::: ::=:i=':" '-"'='-" :::_:--. -:._:::: "--',!:_:: .:-='r=:: - ":=-: ".'.:.:_: -:-:.:-.-_ :-".-':

=... =.:: ::::_ ..... :._ .:::r_:.:: :.::__. _.:,: :.:_ :,.::...:_, ..,..._:a.'-:_=.. ":=._:.,"--:':-=":_" .... ; - : : ::-:

::<::: -...... :=_.:t-=,=:t.:....:_t::=_-_L: .....-_==_-:_4,=b'.::=_=:.,--_=-,=-:t...... -......

.... r-'-:P --,-- -to-_.._ - "t ....... |_-" *. • *t -* - "t ...... ;J*o*'l ....... ; .... _ ....... _ . -"

":::: ::': :'";'"" ..... :........... I:=.:.:_ .::.':'r' 4 --_ ........... _: ............ _--'-; ....... r:. "'::v'"J. _' -i "-

:::I..7. :::F. ':_;=.:..:!....:.I..|-.'.L...I.,::.:..I..< ..::;:I: .....]'-'.- ::-:i;_'---_ _ '.-

--.-_:- _:-_-,-=p- _=:i:--:_-_;--. :._b=.-._, b--.1!_:.il :>._I!._-: e_L-_:-,!:-_ _i_=l.=:-.I.:__! -L-:.:_

.....i:"::, ti::i:i_!i=':.::=_::=!_!_:- =-=:' ' :: iL_, i-.:._

_-TT.-_--I-_--::__-_-::_ : ....F:i -::i_.t .......:..... :-_

,,, i:::] ._ ._........... :. '..., ; .._..:..F ............................. _.:;.L.I:;-:F:;._'_.:..i...._ _...................... ......::;._.... _.; " -w .... . _ ....._.

•t_:-_|-:- .... _..-_. __-t ::_-.--_._-:-;-i:=_+:-c-b+_-:_:t_:::-::_ .=-;:=:V_:!... _ :. : _ ._:::_

I :-t. :-:.-l- 7-= , • -_:! :_-::;t-:-:._::._b = -r!,-- ::.b_-T -:--; ..... ' --fi

• .- _:;::r:::. , i : t :_:I:AI:.J.!;:Z:;.I:--:::..:_.I:.:_:-.:.:_:t:. ...... ---- .!

L_:-,=-..;_.'-_::-_-_:.__::__ b :!!:l :;P T"!: -I..... : ...... : :i

,2 _.--.:-_i , _--:_...._..........i.-l--.-'.. .... _:=---:I- ....... ,---

__.: ..:._:::_::'::: :f:!'._.iil::::L_,_i:!-!: :----;L::t::::;:_!:l'!::!_:'_!;:'_ .i:.';..:l: .: . ! .... l'" :''::_

_ '''_:=__--_"'''!'':: ' :''':'" '':':>= "':'" ::'':= : " ':''" T-- ._L

= , >:".::"":: : -! _"_. ::]:_!i:':l: 'i _ : " =::::_::_ '-":-_- : i L._

f;;;

. '-. .... :,.-- " .-,:._ "'',:..: ........... -..a.___--,;,.;a-:,._,,;.:--: " . ..........

::--- _' -.i- ; :

.....

:F/]_: .,:,_ !: L-q : ----_..!E-F. .......... F.k"L:!: ..7 ":-i........ ;!!iF:i: :;:iF"Fi4........... !F;i.:_-*_:4_;'-!iE: -. • : ! ::I

_.----=-_ .r+-'_-" "'= " : " '-":'"= ..... a--=.":-=:a.a=::._='-=+.:-,.-'. ;.-._ :......

..; ..,......... t...[...t. ]-_ii,i..; ..... J-7"]:i:: ....... I..... i ..... _-" I " " ! "_

:::_:- : ::1" 1 :'-I': : " : .i : : : ::'::.:. '",':. :,:... "... ::. ' " _ . "

. :_-!_:::_ :I_ :f_:t_-_ _:_=_ :,:-:_:" !:......... : ,: -_-_t

• . .... 1 ;.'_. ....::. :..I .'...:.. :.=:: :..::-,:::;:-:.-, . . I _ ' : -

-.; ,i ::-|-,: ;._ .::_:... :.:.,::I::::_ . :":i:'" :=_ -- '_ ..........

•i_i->_::_::._F_:!._:=::l:_?l:::i_ F_i>[<_i:_::_:__:--::-_:_-_:#::_ :_ 7 _ : :

".=-t!-!t:::!:.-::>-:: :._:='_ -_---t.--t...... r .... ;_. -_----T......... =--+.--,-=.: ' , " = _ 1 '.._

-:!: " ! :' ::t":.l :[: ..... : :!: .. ::9 ' , J_ l::.-::-I

0 40 80 120

FREESTREAH VELOCITY - i(11013

L .!_-Io:oo

309
ORIGINAL PAGE lS

OF POOR QUALITY

i_!:!:!_l_:ii._!

310
311
_Z_

_._ I._ I,.I,. _' ........................?""1

t

V

312
COWLLIP EXIT RAKE TOTAL PRESSURE"PROFILE

TOTAL PRESSURERATIO VS. RAKE HEIGHT RATIO

CONFIGURATION: IRI_ER ___.; DESCRIPTION 7 °. _op /_,p • ,_a.- _o_ /_,-arr_ _--_e',_

. - Port

F_EESTREAM VELOCII"f -& knots

A}IGLE OF ATTACK -....,?_degrees

SIDESLIP ANGLE - o_R__degrees

ENGINE FACE HACH NU_ER -

H- 2.870 tn.

hCOWL

N

LJ

J=

0.4

..... ........,.......1___.._=:__..._-_ _ .___:---__._ .= ..... = _, -,--4-- ._..-.'" ..... .:T'..-.. :::: ::::f..................... _.... _.._ ...... , . - -._---,--

_" _ .... : ...................................... :_ "":/. : ". "_ :_L_--- __::7

....:::::"i .................. ;_-]...... .-;_-:" ..... _ .......... _----"_

0.6 _ .... , . ::.::;::: :_: :. ::.:_:: ................. _:_-.]_.-.

-, - ..... _ ................ [.............. I. "%:.::.:= :.:::Z:.. -'-:;:.:...:}x..-:

.......... ¢....... ;.................... ; ........ :;}':T? . ._..L]... _ii _I , .... ........ , _:,.:.:,. ,....':..:: ............ :_ .; .... : . :..::: .... .::::.-

................. 1......... ;"-L. _:;'_L_]LL":L_I:V:TL:_ -'.L.._I

........ :-:]:..,l..-.t:.--t.:;:_.:::: ::::_::::h:::i:.': :::-1::: :=::=::I_-.=t--,

_":,:, --'i :c:: i:::':_: ,::: ::.: :::: :::::::::::::::::::::::: :.--:[::_--:-.:_-.;:=:

, ......... :.... T':; :::: :;:: .:::1:................... _..........

................. _"2 .'"'_" "_. .......................... _._ ::::t.... :.:!?!TF1:;!_11:.|:.';-_-!'1}.--:!_1" !_-'.]]!_:-.=-l-m:|_.----'_-2.{_--b_ _,_.'-:.,i]!!]]]ii,::::i ....._i;i,i."_............................................................. ,......

0.0

:_--L.L..-I..-.I ..... __,_4_:,=_.--'.- ._-_-_I_ ::_iii_

:-;:;:::: ...... : : :t|: ::: it: :::; , ...........

O.S 0.6 0.7 1.0

(PT}cOI_./(PT)FREESTREAN

313
CONFI GURA'I']ON:

COgt. LIP EXIT RAKE TOTAL PRESSUR_ PROFILE

TOTAL PRESSURE RATIO VS. RAKE HEIGHT RATIO

NUI_ER__LI; DESCRIPTION 70" h_P LiP : A_-

- Port

I_EESTREAH VELOCITY 18°kMtl

ANGLE OF ATTACK -_._Ldegrees

SIDESLIP ANGLE =o.___degrees

ENGINE FACE NACH NUIqER -

1

H- 2.870 4n. I

I

H

F

0.5

U

0.4

}

iiiib.i_tliiiiii;:!.:-_--.iig_i-.:-.._iiil!_i !i!il;i_ _i_:ii:!::i!i;::;i;_:_ii!_;iiii!i:?: ;:!!:{I

=Ei _ iiiii:i_ii!_ : ';_._::;:iii-!_ : i !: :Li:iii :i_: i!!i: t! _ii! i_ii:

I i : _:!l!_:_i_; ;i!_: ii!ii _liiiiiL::!ii:i

::::_::: ::::_::::;::;::a_;::_-_

0.2

0.0 ' - ..... :.., _.,,_..,.,_t_._+., .... ::- :: :-. -::: :::: : ..... .::- :._ :- .

0,5 0,6 0.7 O. O. 1.0

{PT}cOgLI(PT)FREESTRE_I

314
CONFIGURATION :

COWl.LIP EXIT RAKE TOTAL PRESSURC PROFILE

TOTAL PRESSURE RATIO VS. RAKE HEIGHT RATIO

NUMBER.___; DESCRIPTION 70" D_e L,P • 1:_ _oX, uAiey

I

I_EESTREAM VELOCITt -._knmts

ARGLE OF ATTACK -__G_degrees

SIDESLIP ANGLE =____degrees

ENGINE FACE MACH NUMBER- .__

I

H,, Z.870 tn. I

I

H

0.6

o

u

J=

0.4

:=r.=:L:_i:iiiii::i::! ii::il,;l _::_i%ii-iiil::i:!i:i'_./::Ji_-

1.0 _::fli_ii::i:-_::!!i_:.:_ii_iFi_i--::--:.-'-gg--_i_tii:.ili_::i':::iiiiiil;:::i_ii'ii_-::_i_!_:_.i; ':i:-_iif

0.8 ....... ;...... _::: =-. := _:::_ _ _ __

Z"'.:': ....... , ............... "-'i ....

...... I/_ .,::].il:i]il ::'i k! : _ "': , : :::::::::::::::::::::

-: ] q::: :_:_i_iY:::::!5_ii

i::/ Z i ,iiggjggi4. :.]::i'gi4g---:_-__::igli_2 ._... !il :: _ ...-:=...i d_:7);:-i.t-g_., : -_ ,_C-"I}":- .....

....;:t;r.-: :_¢_:_ ii;i_Tiiit]..i4_t_::i!tr."iili{'.'-_l{'i_l!:.-.:il4iii_i4i:: i_" i{g-! F:::.._.,:=

.: ,7:: =a=_ :_!:t;_{7_!:.I:.!!:i.:!::i: {_:.Lf!I:-!_._.:_-'E

0.5 0.6 0.7 O. .0.. -

(PT)cOWL/(PT)FREESTREAR

315
ORIGINAL F;AGE IS

OF POOR QUALITY

ECOVERY, AVERAGE TURBULENCE, /MID DTSTORTION VS. FAll _ MACH NUMBER

CONFI6URATIOII .__; IIJEA_NG IIUllERS

FIIEESTREAN VELOCITT -_ knots ; M6LE OF ATrACK -

I_MA OPERATING POINT VALUES : R2=, o,._3 ; REC=

/ &o_- / g,/*/

deg. ; SIDESLIP ANGLE = _ deg.

TURB=

i _i i:! ii! i;,il

!:ii

::

-_ _ -:_" -£i ii :::

f-!i !i! _il iiil--:.

!

_'! i_ i_ !i! !] :!

,.._,

i_._ _:- -:_:: _- i.:__::.::

DIST=

:::::: " t ::i-!l

:-_-: __ .--.:._.::..::...

" l

! :

F:? : : i

_-:!iiit

2.: 1

: I

: :1 I

!!i ; 1

'_ :: i I I I

• I

:::+:: :+:I++++I-:I ++:I

316
IECOYERY, AVERA6E TUUULENCE, Jim) III_TOIITIO# VS. FAR FPkCIENACH IIU_ER

CONFZiIIIIATIOII ._. ; IIEADIIMI IIUIIERS /_. ,_-/_zo

IqlEESTREAN VELOCITT -HO knots ; milLE OF ATTACK - __o deg. ; SIDESLIP ANGLE - o_ deg.

I_MA OPERATING POINT VALUES : M2- _ ; REC- .g7o ; TURB- _ ; lIST- °-0..... 4 "'-,

FAll FACE MACH NUMBER

............. ] ..... .

___n__i i-:iiii_ iiF

"'- _'_ _/]i ""

:.ii:i 1

ii _ _iii :!! ii::

i: r?-:!i: ,i_.__:i iii

r::,!....!_il_!i[y:

i:i:: I --:._i-_::ii- .;ii!i:ilr::::

I ............

........ I-"" ,,

....... _ .... |'"'I

L_ .......i

;;i_=L-_4i;i:::iiii_l:._ i-i

::: 1::: t::: i::::1:'.: I::: :::

_o,_.--- .7

:!i " "' ,

i_i_ :!....

"; !'I

t=:4 _: -_....

!

. ...

i' ti:iit=_= ; 1

.. ":_::-

-=F: I :_.... i!:/t

il :'

......if:: ! I

" i

1

_t i ::_!::12_;

F: I _ 1

t: ! 1 i

I

iii:l:::: :-;4:: I :: l

::::!:::: ::::_: : l

ii!ili!_. :ii:Fii ...., .. ]

317
IIECOVERY, AVERAGE TURBULENCE, JUID DISTORTION VS. FAN FACE NACH

CONFIGURATION 9 ; READING IIMIgtS

FEEESTREAN VELOCITY -,to knots ; ANGLE OF ATTACK - z__odeg. ; SIDESLIP

I_MA OPERATING POINT VALUES : R2- o.5._ ; REC- _ ; TURB- _ ;

FAN FACE MACH NUMBER

NUMBER

318
IIIECOVERY. AVERAGE TUImULENCE. AND DrSTORTION VS. FAN FACE MACH NLII_ER

CONFI6URATIOII -.?-; It[AD,ING IIUMBERS

FI£ESTREAN VELOCITY -_ knots ; NIGL[ OF ATTACK " q.5 deg. ; SIDESLIP ANGLE - _ deg.

OPERATING POINT VALUES : I_ o. 5...1 ; REC- .g"/I ; TURB,,, ,.ueL,.L-- ; DIST" .oe=_

FAN FACE IqACHNUMBER

_- 319
IECOVERYo AVERA6E TURBULENCE. AID IIISTORTION VS. FAll FACE NACH NUI_ER

COIIIrlSURATIOII-.9. ; READING NUMBERS

FIIEESTREANVELOCITY -__ knots ; AlleLE OF ATTACK ¶ 7o deg. ; SIDESLIP ANGLE - __e deg.

PIMA OPERATING POINT VALUES : M2- _ ; REC- _ ; TURB- -o_9.1/_ DIST

!

FAN FACE IqACH NLI_ER

-_o?,

:i !:2

:: !:-:

' i;I °/-

iili : i.!..2x!:.

.|...

I

_i!4!i[=!:!_::,

"'i! il]i "Ii:

i::i:!!!!_

_rO.7 :| ":!

;_itii.;:-L!:.J_i!

r':: I ! . i

.:_i!!i .-14_ r!i :i

.... ; i

::" " i I _, 'i

...... nil _i:_ .... i

• -i ! : i

::!4 -[ _ rr

• i

i

' t

t

i!t .t I ! ,

' iit'

•_.... I;!1 _--i

v

320
RECOVERY, AVERAGE TUUULENCE, MD I_STORTION VS. FAll FACE NACH

CONFIOJIRATION ..9_ ; RF.ADING NUIOERS

I_JEESTREAN VELOCITY = _o kMt$ ; Nt_E OF ATTACK = _ deg. ; SIDESLIP

llaMA OPERATING POINT VALUES : R2= _ ; REC= _ ; TURB= _ ;

FAN FACE NACH NUMBER

"T=

...--.

-m

L

_o

_ooo

-r-=

I....

I....

!2.:=2

[:i:i

r-i_

1:?:2

i,

[::-=

%:i: :': ..;:; ;;;;

:::" --- --': E':--:

.0, 7 =::

.--%" :._._ "'--i: ::t

::==: .... .:,::

:-::

[]ii i[:_ .:] :!i]

!L!::z:.-iiii!, iiii

2;i"-: ;;.--.-i

:._:.-:_ ......::=:iig::

L}] i![! :!i-i ii2

:-i_?ii :i]_.iiii;

"2= £:_ ::-_'i i_'i

NLI_ER

ANGLE - o deg.

DIST-

............ t ....

:=1: ,::: ::.:[::.: . ! I

..': ..

-]'_': _] ,:]i. : i

.... _ ....... ._..

-_-=i_ !!i:-!:_::fl:i_t

. _ - .] ]

"" : t"

]iii:i!!::i:t ! :'

I

• :, : ,

.......... 1 1

::.:_ii _i: .i_ :i:4 t

!::i!t!::il:i ::i =s:t:i.!

: :l ": I 1 . |

:::.. :1 ; :: :t:::t

4i]itii::ti:]:;::i_i_!_iii !

:-iit::i::i[-,ii ! _i:,_::_1

!]iitii:?t , i::i

::::,....i .- _-.: ..... _--::t

321
RECOVERY, AVERAGE TURBULENCE, AND DISTORTION VS. FAR FACE HACH

CON_GURATIOII _ ; ItEJ_NG NIJmERS

FREESTREANVELOCITY -_o knots ; NtGLE OIr ATTACK - _LD deg. ; SIDESLIP

PI_A OPERATING POINT VALUES : N2- o.5.__3 ; REC- _ ; TURBFAN FACE HACH NUNSER

_L_.__ :-_ ::..-_ :: : _--_-'..

::;i!i

7 " ":---"::::

?-'_ i]i! -F: ii:._ iii: -)2i

................ ! ........

NURSER

ANGLE - .__ deg.

DIST-

-=::=:!=J :!: i....

:'°°_ . .

__._ _'.-.-. _.-...

:'':;:I "_ ] .

-:: _:--__ !i_i [-_

........... _ "1 I....

iLi:: ._.-: --!_iii-_fl;;_,= I

i:::::_ !i:!::÷_l_::i

i:ii :.:: :::i:.--.q :i:I:::

i!_;: -!:?_-!_:;iZ:!

:1:2 .;;L :_.r_ "-t" "!. :

lfl

iii_ ii :!.::1::--I i5 ._:,

• , + l---,t ......

.... . , . ....

....Ii_I_-::!---

:.-.-:"::::1 : "._..-_.: .--_

.... _ :..._-.. _ --_ _--

.... ! • . -Z-.

322
IIECOVERY, AVERAGE TURBULENCE, AND DISTORTION VS. FAN FACE MACHNUMBER

• COIWI6URATIOR -.9..; REJ_IU; INJ_ERS __,_3-/_-_,_

leJEESTREAN VELOCITY -An knots ; ANGLE OF ATTACK - _ deg. ; SIDESLIP ANGLE - _ deg.

IMMA OPERATING POINT VALUES : fl2- 0.53 ; REC- ; TURB,, _ ; DISTFAN FACE MACH NUMBER

323
ECOVERY, AVE_E _ULENCE, _ DIS_TZON VS. FAN F_E _CH

CONFIGURATION _ ; READING IIIJmERS "-_q- _,7,/

FIEESTREAN VELOCITY ,, .f_ knots ; ANGLE OF ATTACK ,, z_o deg. ; SIOESLIP

_A OPERATING POINT VALUES : M2- ._, ; REC- _ ; _RBFAN FACE _CH N_ER

.':.::= _ _-"_ -:-- :L'-: -:-

....... ...-

.... ,L.%:: _ "

_. ".-2.-.:_ ;_._-_

O 6 _ O.7_:::

........ J..

= • i/: "1;..

O:61_ _ 0 .__ I _

I

!ii_ .., ii!=:

!:_!!_ !:, ]

.... 4 i

NU_ER

ANGLE - ._o deg.

DIST-

......... i:i!:ii:l_:/t -

--=-'t ?::7 ! :i:i-::

i@t °:

 iii:i2&i], ii 42

.....1 - ! ! :

i t

i"

:

=l::.i " ' : "

=.:] =.1 :).::22.122!)F i _ : , 11 .! , i

i : i | !

;;i i!

I t....

.i t

i i

.l

_J

324
i

FAN FACE MACH NUMBER

325
ECOVERY, AVERAGE TURBULENCE, _ BISTORTION VS. FAN FACE NACH NLINBER

CONFIalRATIOII _ ; ItlEADINI; NUImERS

FIIEESTREANVELOCITf -8o knots ; ANGLE OF ATTACK - "7o de9. ; SIDESLIP ANGLE - ._o deg.

P&MA OPERATING POINT VALUES : R2- o-5.1_.3; REC- __ ; TURB- _ ; DISTFAN FACE RACH NUMBER

.o.

_o

io

y" !=

................. 1- ........

'"!:"! :!i ::

_.: - _fi:i!i:i:ii_i!;i-_

:_=" ...... !!! :

.... I ....

X:I ......... ;-i i-il ..

--'-I .... _ ......

2iii i: I. /. "

.... ] I - .

:F.'IF::._I__....i-: !::!{ _i_!iii ;;X i: i

2 . ......

:.i..:: .... ; . .

=: _- . ":2:2

• /.-- ....

-: iliil ........ i5

?:i;]?:-iii[ {]2i sq::,t-.-_: .s

:I": ::1: "':" I':::

-.-4-_ :_ _ _='.:.,.-_-_ _q!__

....... ::;,.: ..... : :,,.:

326
RECOVERY, AVERAGE TUI_ULENCE, _ DISTORTION VS. FAN FACE IqACH NUMBER

CONFIGURATION .2- ; READXNGNUmERS 1_7- J_qz

FREESTREANVELOCITY -_ knots ; ANGLE OF ATTACK - 9_ deg. ; SIDESLIP ANGLE

IqlilA OPERATING POINT VALUES : M2- _ ; REC- _ ; TURB- _ ; DIST327
ECOVERY, AVERAGE TUflBULBiCEo AgO D_STORTION VS. FAN FACE NACH NUMBER

COIIFIGURATZOII _ ; REN_NG IIUmERS

INIEESTItEAIN VELOCI'I'T = _ knots ; ANGLE OF ATrACK - ii.._o (leg. ; SIDESLIP ANGLE - o__ deg.

OI_rlIATING POINT VALUES : Pl2, o.5.:s ; REC- _ ;' TUR8- .._d__ DISTI

q

FAN FACE NACH NLINIBER

@

_'" -_i.-i I

=: , ]-!]] I]:

,e.. _::1:.! -

--- :.i2!---:l]: 2

::;: -:T.-,

::: .[.])]][ !]2]:

":_ -=.--=:.--_.." ..'.-]

.... 1 ....

...... .,';:: 2i17

.... 1 .... :r:'

-:i_[i::,:ii:=4]

.... I.........

"'" -=l]/: "'"

,. i., ....

i :i_lili._ ;ii:

;::':: ::::

L._r

i ] !: ]: !:

.... :: _._:: _

! - !

i ! Ii i

ii! _, i i "I: :

I

=if://:: !

i i :i

328
IJECOVERY, AVERAGE TURBULENCE, JIlID DISTORTION VS. FAN FACE NACH

COUFI61JRATION ..9_.; READINI; IIUIqERS _ _cl'_- _-7o_,

FEEESTREAN VELOCITT -.L_ knots ; MGLE OF ATTACK - o_ deg. ; SIDESLIP

OPERATING POINT YALUES : 112- o53 ; REC- _ ; TURB- _ ;

:= -= := e :z-_

-_-_ -E:.

=_-=_=-:0 7

_::_il

.=::,:= ii- -ii

_..

-= :=!:= ::-.

....... t.........

-ii t::::l.=:- :::- ::: ... I;:-':. :;i..

}T::: ....

I

FAN FACE I_ACHNUMBER

NUmER

ANGLE - _ deg.

DIST-

...... t''"t-'--t" "'t

-_ii i_i_ii_] ii:

::: ii ::!iid,=i

i_:iit::i_i:_ !t i

!:':! : "?

.... _ i" " t': :i" -:!

:_-: _ ....

! i ; :

::: i : ::

[:_i : "_:i: ...... !':-i

_::: • • : ...... _ ....

TJ :'::_

_::::.

ii-_ ....... i:J

.::::]•i"- I-::

:i .... 'i!:!

!."!: :i /];:!:i:..-::::::

.... : t'- ":_:::t _:

r_:: : . " l :1

"-" 329
ECOVERY, AVERAGE TURBULENCE, _ DISTORTION VS. FAN FACE HACH

¢ONFIalIRATIOII .._ ; IIEADIN_ IIIUllERS 17o_°J7'o

IqIEESTREANVELOCITY -Izo knots ; ANGLE OF ATTACK - z.__odeg. ; SIDESLIP

IlqiMAOPERATING I_IINT VALUES : Pl2- _ ; REC- _ ; TURB- ._ ;

FAN FACE MACHNUMBER

NUMBER

ANGLE • o__ deg.

DIST=

................ iiti'

......... ] ....

:'22 [:---.: ::22 :':[ ....... "'Z ".......... -1" -"

.... L . i

............. T "

--=:l:a= :=: ::::: _::

_k-. ...... :=

..--_ .......... ,

.............. iL-2

Ziiii"_ .'i_ " i

.............. I

:::: "i .... ::: i. " _ "

.................... t -" -]

: I

"::. :"2 .: "'::':

...............

........ :!/]'= I

]: " T:i ::iiliiii

...... :_ ::::-:.: 2-:

.......... i ........ _ . .!

........... i .....

330
ECOVERY, AVERAGE T1JRBULENCE,An |_STORTION VS. FAN FACE NACH NUMBER

CONFIGURATIOR ._.q .; IIIEAD/I_ lUJIIERS _7JI - 1-71e,,

FIIEESTREANVELOCITT -J_9 knots ; ANGLE OF ATTACK - #5 deg. ; SIDESLIP ANGLE - __o deg."

I_MA OPERATING POINT VALUES : M2- _ ; RECFAN FACE RACH NIJNBER

; DIST-

..= _.._:::= ::.-:==_- .-:__...--.._

i :_ Z' :! i "Z" i_

.__ .._.. ...................

_'- i'-"

.... = g- i_

.. __.

._ :.. 2.2 .....

_ ;0./' =: .............

i

.... --" _ .---_:E.--.7- i- i:

.--a ................

:7:2

=Z- _ _ == ii=_- _i=_

.... ' 7":: _!_ 7- 7!

I

i_ 7.:]_is4iii !:i i

I .......

:--[::

..._...

.... I--

--T=

.... i _

==:-!==

"=_:_ -:

_.!i ii:_ : :-!.:

........ ].__

-:_ !!i :-£i1: i

:]: :'.. ;

!i" [--i :T::;:::

i

i:-ifi i:_l:

-: :-[: ::1

i

2:i i" !--:

[ i

t

i:: :. i

i "

_?_

ii'i "::i :::_::::

_* 331
IECOVERY, AVERAGE TURBULENCE, MO Ill'STORTION VS. FAN FACE NACX NUMBER

COIIFIGilJRATIOII _%_ ; READING NUIOERS I _ J_- 17z

FIIEESTREAN VELOCITY - Iz__.oknots ; ANGLE OF ATTACK = 7o deg. ; SIDESLIP ANGLE = _ deg.

PIIIA OPERATING POINT TALLIES : Pt2= _ ; REC= _ ; TURB= _ ; DISTFAN FACE PiACHNIJ_ER

=_

.- _..

=.

=

_._

=

6'_:

.:.._

:r:i

:::!

Oi

_o.7 "_

i

22. iilll

i_!s!ti

t: .t , :i2

....... :2o., t. "'_

;il;-i|i;_i I iil

_...o..._..., _.

.... _ !:i'--m

i i .:: t

::;i:)i i T:,i !

"1 ! '

.i ; t .....

:_1 i I i

i--i !li;; l

:i:l!it ::i;:s]::t:::I

v

332

/ . ;
IIECOVERY, AVERAGETUNIULENCE, _ DISTORTION VS. FAN FACE MACH

CONFIGURATION .._ ; READING NUMBERSLI 723-172e

I_EESTREAM VELOCITY - _z...goknots ; ANGLE OF ATTACK - 9__odeg. ; SIDESLIP

NUMBER

333
ORIGINAL PAGE IS

OF POOR QUALITY

IECOVERY, AVERAGETURBULENCE,AID DrSTORTIONVS. FAN FACENACHNUNBER

CONFIIRATIOR _ ; IIIEAIMI_ IIllERS I "-7z,_-173,-/

I_EESTREANVELOCITY -/zo kemts ; MGLE OF ATTACK- _ de9. ;

PtA OPERAT]NGPOZNT¥ALUES: N2- _ ; REC- _ ; TURBI"

SIDESLIP; ANGLE DIST- - o_Bqdeg."

!il ii ii:i _'

........ '%.- --,,'-,:. __ .--

f:,i iii !':ii i_ _! :/:::i!_

•

.......... I .............

=--?iii!ii i- --_ iil

ii_ iii -.:_._ik- ii:: -:.ii

..... "_T'i "'_ "T ........

334
ORIGINAL PAGE IS

OF POOR QUALITY

JlB _ 11JILDIC[ VS. AIML£ OF ATT/_K

COIrlmtMYl_: JlHOHt _ N_tlFtlm 7_ ° JO;-oooLi_

V

le

0 ZO 40 60 80 100 120

I.N

1.04

li'"

II.00

tl I0 am i oo

_um.x w smac - somme

335
ORIGINAL PAGE iS

OF POOR QUALITY

iN al_ME 11mmLDICE VS. ,qML( OF ATTACC

Nlff, I¢-Im ITCH Mlllq.0il, _ Iq_ _ IUN(R = O.S3

_ • .__ ImetS; $II_SI.IIP NNILIE= _ Of.

cowzlmrrlm: gllme _ IIOCZIFTIN 7_)'1),-_ L;_

..,-_

V

J

0.84

0 I_D 40 44) IN) I00 120

0.04 f

0.04

O n U m U

4maEw lmm - at_u_

336 "-_
DISTORTION VS. ANGLE OF ATTACK

P&MA F-IOO MATCH AIRFLOW, ENGINE FACE MACH NUMBER= 0.53

FREESTREAH VELOCITY o llo knots; SIDESLIP ANGLE -o._9_degrees

CONFIGURATION: NUMBER__.; DESCRIPTION I_ ° D,e_ LiP

0.30

.20

0.10

0.00

- / : I I 'i : ! ]: I :: -:" " : :_'_":--'-;' ; "

i........... ] -i -.ii...... j +i.....i 2iil ....:_:::::.../....:....L-.'i; i t i_._.___i'"'"i: i t ..i ........ i ll-i--i--;-;i !'

: : : : : " i ' ' : : : i

........ t 1 " , - I --_-:-. '-_t--_-I'--M'-L-:_!_:: ....!i !-i--',_'_! '!__-,__-_

:_::': :......... _,i7;: ...... :...... _t_ _::, ....i:._:

- --.... .-_-:--. . .... _---i------- '-'_-- ,.'-'--.--_; ..... i----.'--:--:_---!-_ --_ ,

. : i-. iii':!ii_ i . :::_._!:ii: I.: :i.... i i i :

.. 0 ZO 40 60 80 10"0 120

ANGLE OF ATTACK - Degrees

...._ 337
ORIGINAL PAGE IS

OF POOR QUALITY

IllNlgV Nil /WERAE 11JlIIULEllCIEYS. AIIGLEOF AI"I'ACK

PHi Folll IMTCII AII_0V, FAll FACTllV:H tlUllEIt - O.S3

FIIITSllUF.qi I'LOCITT • _ liners; SIDESLIP ANGLE- j__ de9.

CO_IFIGUIMTIOIt:BBOER _._; II3alIPTIOII 7z)" _,-,._ /.;_

V

0 20 40 SO ilO 100 120

0.00

0 _D 40 I0 O0 100 120

qi_ OFA_aCZ- e_p_s

338
RECOVERY,AVERAGETURBULENCE,AND DISTORTION VS. FREESTREAHVELOCITY

ANGLEOF ATTACK "..D-DEGREES

SIDESLIP ANGLE"_DEGREES

P&WAF-|O0 HATCHA_RF'LOM

CONFIGURATION:NUHBERc] ; OESCRZFTION -_O° "_':-":_ '.'-'_

0 40 SO

FREESTREAHVELOCITY - KltOTS 339
v

....... i _--_:----

-x-] ! _.

340
341
v

342
ORIGINAL PAGE IS

OF POOR QUALITY

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Q

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%

II

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I !

_S

I

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343
O_IG1NAI-PAGE IS

OF pOOR QUALITY

&

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i

J

L

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13

El

m

0

13

m

13

I:1

ID

I

4

I I I I I I I

'5

0

c

o

o

344
(3_G_N;_,L PAGE 15

OF POOR QUALITY

T

t"

n

,3

II

.'_

G

[]

m

El

[]

m

D

D

a

I

,ib

.d

.d

.I

4

II

I I

,n

I

i I I I

I'.

I

,,I

o

o

I

345
CONFIGI_AT;ON:

C:OI_ UP EXTT RAKE TOTAL PRESSURE PROI_LE

TOTAL PRESSURE RATIO 13. RAKE:HE:]6HT RATIO

NUHSE:R_____; DE:SCRIPT]ON "70" Z_e._a;_ 6,_

FRE:E:STREAIqVELOCITY -._O__knots

ANSLE: OF ATTACK - z_ delT_les

• SIDESLIP MSLE -_de|rees

ENGINE: FACE:NACH NUMBE:R"

hCOM.

!

I

,8=

,:'-:-..

....r--- !-.:.:i

i_ '__'-:--_._-

....i:-__i_i ...

_;- .::--.:!:.

:,:! ;ih....

._:.:: _ ;.,.,

,. !!:.:

N

-:.::E7 0

.... 1 : :..T.J: .---

o_4°o-

.-.- ..

!L._.::::

::: ::;;i;:::

:_!.::::::!::::

_ !:.-._

S O.

(PT)COVLI(PT)FREESTRENq

. i

v

346
CONFIGURATTON:

COWLLIP EXIT RAKE TOTAL PRESSURE-PROFILE

TOTAL PRESSURE RATIO YS. RAKE HEIGHT RATIO

IIUMBER_._; DESCRIPTION 70" b_ooP i_P

FREESTREAMVELOCITY • _2_knots

ANGLE OF ATTACK - Zo de|tees

SIDESLIP ANGLE .._

ENGINE FACE NACH NUMBER•

1

H= Z.870 tn. ]

/

H

hcoHLll 1

' i

%

1.0

0.8

0.6

0.4

O.Z

0.0

...... t!=' _i_

_: :--:i !!_: i_:-: iE_: _:.._:." :::

................. 'C.:Z:'::;ZZ i,-.=

-=-'::: _ i- _ :_ _

--=:,-.":5_.-il_ _-ii_iZiii:ii___

F.:--ii. ::: :.-.: ::-_.

_ ii i-- .........---_

0.5 0.6

C:::

[ ::;

_i][

._°

i;ii

O.

-..: -_....._:;=

........... .,o.

7

__i--::--:_.:_

__-T=::

-I ...........

""1 '-I'"'T""

.... o.,.., .....................

_!?x:!:: :[:: !---.!,_i:ti]:?!_! !?

O.

.... I- ....

:=:; -....._ -

j:2:{::. --j

i

;_,....

0.9 1,0

( PT) COML/ (PT) FREESTREAM

347
CONFIGURATION:

COWLLIP EXIT RAKE TOTAL PRESSURE PROFILE

TOTAL PRESSURE RATIO VS. RAKE HEIGHT RATIO

NUIqSER c/ ; DESCRIPTION 7_" _ooe LIP

RREESTREAMVELOCITY =_9..Oknots

ANGLE OF ATTACK =zodeivees

SIDESLIP ANGLE -_Z_.degrees

ENGINE FACE HACH NUIqSERH- 2.870 tn. I_i

H

d

tJ

,d:

.... I .............. i::::t:::-:]::_ :::::'::::i:: :';:::i::: [:: :::::::::::::::::::::::: _.::::::-:

. :;:_ I'_tkl'4"H

0.0

_iii_i]]]ili_ii::,:.ii:i:::.il:!::;__:

-':: ::::: ":::!:::_i :::!}!...

O.S 0.5

:!i!::_.._..._::ii! ::_"":::::_:::_..... i......... :... '... ,..

i_l__._::_i_:. :_:-,-_:!_!!l"!ii_ ................ ,......,......

0.; O. O. 1.0

(PT)cOML/(PT)FREESTREAH

- j

348 -v_
CONFIGURATION :

COMI. LIP EXIT RAKE TOTAL PRESSURE PROFILE

TOTAL PRESSURERATIO VS. RAKE HEIGHT RATIO

RUI,IBER._._; DESCRIPTION 70" _oop uP

FREESTREANVELOCITY -__._.._kemts

AJ_IGLEOF ATTAC[ -odegrees

SIDESLIP ANGLE -_.6Z._degrees

ENGINE FACE IdlACHNI.II_ER -

H1

°

Z.870 tn.

H

hco_.

l

1

1

F "

_--:-: | ...... _........ ,..__ ....... "'"; .... . .................

...... : :..._ .:; ........... _ ...t ..... ,.................... .:.................... ,

0.4 Z_:!" ; Y TI_ i_-l=_i _-JT-" ._ .--:

............ _,'_.:lf_-." ::.- _'_ ;-..-:-_:-_ ;.:

O.0

O.S 0.6 O.

(PT)cOMLI(PT)FREESTREAJ_

349
CON FI GURA_ON:

COML LIP EXIT RAKE TOTAL PRESSUR_ PROFILE

TOTAL PRESSURERATIO VS. RAKE HEIGHT RATIO

NUMBER_.__._.; DESCRIPTION 7Q ° D_ooP L.I P

I_'EESTREAN YELOCIT7 -Sokemts

kqGLE OF ATTACK =.._A_degrees

SIDESLIP ANGLE =o_9._.degrees

ENGINE FACE MACHNUMBERu

1.0

0.8_

0,6

0o4_

0.0 _

_: i='i

=-'_i-i

_.--:_:_...

"_2:,

f.,.g-

=:

:::T 1 :::

O.S

i_i:4:ii:.

..... :::!:::: :--'-

.... _: "T| ::_: t--

::!!!!f!_!i! :_i!

0.6

(PT)cOMLI(PT]FREESTREAM

350

v
CONFI6IJRATXON:

COMt LIP EXIT RAKE TOTAL PRESSURE-PROFILE

TOTAl. PRESSURERATIO VS. RAKE HEIGHT RATIO

RUINER ..__._,; DESCRIPTZON 7 °. D_ooP _jp

_[ESTRE_ WLOCZTT= 80 taot_

ANGLE OF ATTACK - 9o degrns

SXDESLXP ANGLE = o..___degrees

ENGINE FACE HACH RUNBER •

H= 2.870 tn.

hCOWL

i

|

i

%

1.0

0.8

O.G

0.4

O.Z

0.0

_--=:r':::_ !:i! ::.: :::: i_! ":::. _iiiz::::E"::: ............ --::=::i_-" :=. ..............

Is- _ _.si.::2.........

- : j:::: :::: ::::

_.._"_.._ ."::: ,%:-.I' _ _.

_"-._ "."2..--.:_ ÷-'.: ,-.':._.".-.:'--._/_ .=_

..... , L. .

!:!. :i': _:?!"!!!:!'.:? :!'..2?!'!

O.S 0.6

..............ii?_ii

_ --.-.---

N_NN

:::I ....

;':.". ::'::]'t:': ::: :: ;::::]

0.7 O,

!L'-!;.!F! :iF!/!!i!i!ii_i: !-_-_

"""t .... l'-'t-"

........ iii.:i_.i_/_,_'_ .......

(PT1cOI|II.I(PT)FREESTREAM

351
IIECOVERY, AVERAGE TURBULENCE, lid IIISTORTXON VS. FAll FACE MACH

CONFIGURATION _ ; IIIENUNG MIMERS Hog-11/7

IqlEESTREAN ¥ELOCITX -_ knots ; MILE OF ATTACK - z.__odeg. ; SIDESLIP

I_WA OPERATING POINT VALUES : R2- o.6..___3; REC- _ ; TURB- _ ;

FAN FACE MACH NUMBER

352

NUMBER

ANGLE - _ deg.

DIST-

::. ::

"i :.::::::: i-:

i::

..... : ;:-: ::!LI

::.: :2 .... !:. i.

: i

.•i •

ii :: _:iitii!!_::i i

. , : [

i. !

I i

" t""l i

q 1

:: •i i I

ii iii :q:_:!

i

7:

:!

": .... t ! _ :

ii : illii] :i:

v
BECOVERY. AVEILAG£TURllULENCE, _ JI'STORTION VS. FAN F/k_E NACH

CONFIIIURATION ZE.; READII_ IIIJIERS flt' ?- //2,1

FIEESTREAM VELOCITY -_ knots ; NIGLE OF ATTACK • _o deg. ; SIDESLIP

Pii/dA OPERATING POINT VALUES : M2= 0.53 ; REC= _ ; TURB= _ ;

FAN FACE MACH NUMBER

NUMBER

353
ORIGINAL PAGE IS

OF POOR QUALITY

IECOVERY, AVERAGE TIJII_LENCE, _ |rSTORTIOII VS. FAN FACE NACH

COIIFIQIIRATIOII ./.9. ; IIF._l_ _

FREESTREANVELOCITY -_ knots ; ANGLE OF ATTACK deg.

mA OPE_TIN6POZNTVALUES: nZ--_ ; REC-,__ ; TURBFAN FACE HACH mElt

SIDESLIP

....9J_V_;

::-.: ::--: :_- _:

,.! ,.

.... OT ....

i-_i iii :!i !!i

:iiii:-_ " ii

NI,,91BER

ANGLE

OIST= -._ deg.

-'" . _..L._ --4.-

::-.. :!.: ....,..

:-_ .-:_i:_

'-=-: i?.ii

i:i !

..2:1.:_

J

I :

;: : ' I [

"ii:iii .i :-t::t

?il

i....... !

::: - . : .... ]

2:2;: '. ', :

i_:i L_- i_i.:i::_ •--i ....

V

v

354
IECOVERY, AVERAGETURBULENCE, _ BrSTORTION VS. FAll FACE NACH NUMBER

• CONFIIIJRATION _ ; READING IILImERS _//_/- #J b

FIIEESTREAN VELOCITY = _ knots ; ANGLE OF AI"rACK - _ tleg. ; SIDESLIP ANGLE - _ deg.

OPERATING POINT VALUES : Iq2- _ ; REC- _ ; TURB- ; DIST=

•"--- .!:,

":.: :..__ _ ::.2"-

-:--.--_:-i :

:-__.

[ : ::ii :?:: i"'i

-?.-:.:_i: "-.

!i[:_ ::2

":.:: :

., , , ,. .

--LO 7 :

r

! ....

i:-::

- ! .

i!i:ii:!i ii: !i-.

.... ! .........

iii::lil-iii igi

[-!i :?? ;:._

! ........

i::i: .: iii --:.

i:i! i:: .Lil

::":_0 7 --

iiiil_ii_ !i"

_-:-;-_:-:_t ::.-

_: "--;"-1 :::.

:-- !:'

: 1 "

I...

::: :7:!- _-" :!i

:::: : - . i i I

i

[2_[ !i i ::.

]:]I _-]: :.:2:

::::_:::: •

i q

i.i:i/.i: _i!:{:_{i::i I y : t : :i ] :

:::: :::: ::':1:.--:1: L.

355
IECOVERY, AVERAGE TUHULENCE, AID DZSTORTZON VS. FAll FACE IqACH

CONFIGURATION /o ; _NG IIUI_ERS

FIE:ESTREAM VELOCITY -_o knots ; ANGLE: OF ATTACK - 7o deg. ; SIDESLIP

PJI&IA OPERATING POINT VALUES : Pl2- _ ; RE:C- _ ; TURB- .02"/ ;

FAN FACE: MACH NUMBER

NUMBER

ANGLE - _ de9.

D[ST-

::::: .': :':': :::: .... I "'"

::::: i_ii '::: :::: .... +"-

=:: :::= ;-:-]:::i

:::;::::..... =_ ;::;¢:.:

I:-':: ":'" . ::'"

I:::: :'" :':" ":

:::.. :: : : .

:.;.-:ii!:: ... : - i_.

.::: ..: ..; ::

i

_.---.-ii-: i." :Z :J.::_

.__..-:!_-:_.s

................ I- _J.- ..

..... ;':::.: i_ .............. :2;1 " :: :'" I . : :

• -: .: : ':' ._i--i--ii:- .... ,, ::

'::. :

-:: - ... ,

- r i n

:- : ::.!:i:,

.-. a . t

::'" " :I

........... I- I

:F: ....... ; ,:::I i

:- :tl:i I

• : '::: . , • i

i4i;' iqiii¢:::l::t

• . :.: . I

:::: ::: :':I:: I : ,.

:::: :::":I:::I

:::: :: ':t I

I

:::..... :: _ 1 ' i

:: i

!:!i ?:: , ,

: -_';

.:-.-i_ i_¢!--I-:¢i-_I

'V

356
ECOVERY, AVERAGETURBULENCE, AIID BI_TORTION VS. FAN FACE NACH

CORFI_fRATION ._. ; READZNG NUMBERS /f_-/t¥8

FNEESTREAMVELOCITY -_ knots ; AN6LE OF ATTACK - __ deg. ; SIDESLIP

P&MA OPERATING POINT VALUES : M2= _ ; REC= _ ; TUR8- .o51 ;

FAN FACE MACHNUMBER

.... ! ....

--t..-

_2Y_

=__:.::2--_._

I:0 ;2

_-.-=

_o, 6i

:_-- -::

_ r':ri

_r_

I0.

.---_-.-_--:_i- -

. *_

:i " _il

ii!! :i_: i::! :!iii::!

:_._"--_-_-._ !'_! ---...

_.:.::-=6._i.-- _'." !=':

iiii :::--.-:iiii :L-:i_

-- _:., ",

_:ii !:i! .... iii

i!! i!_!!!i!il_i::_i::

_.--:L-'!.-'i :'.-;_!:.!:..:"

_,o,--,f, 7_..: _

NUMBER

ANGLE - .._ deg. "

DIST-

__ .-r:-:i-.. :_=-- :=::::::

::-" !'-'- :?:- ::" : i-;: .--

o---' .... L.T=. "r':"

:.2.".'--_= ::::: _=, .:._ ::-;

:--_=____ =::.2: -.'-_ !_

_'i:!:i-i?!i:2: - .::i_

?;:r :.. :..:

_:ili:ii-ii::i. 2:_.ii:

::2-:£.: i -i i

............. iii!.......

: r: :'.': ::'-'1 :": :.

"::::::2"-I"" .

i::i_i!:i :!]:ii

2::; :::; . . "

......... i ....

......... I:; 2 .....

:!_!i :i![

;:=;::=: [_i a4::i==i s

357
FAN FACEIqACHNMER

IIUmER

ANGLE OIST= =_a_eg. "

":::-- i=:-_ -'-

i.... 2:,

°- i-- '

:_: .. -__-';_._

-- _ :'-_-='--:

::- _ _ _ :.. _

___ _i _i- :_: i:i:.

............ : :]..

............ 1 ....

:-_- :.

..... i . i

:2! :: 2: -_ "i

. 2 !

...... i ._ ..

::ii il; !i::i::_::_5i

358
"v

I£COVERY, AVERAGETI,N_ULENCE. lid tlSTORTION VS. FAN FACE IqACH NUMBER

CONFIIJRATIOR .J.q. ,; READ/NG NUMERS

FIEESTIIEAN VELOCITY ,, _ knots ; ANGLE OF AI"t'ACK - _ (leg. ; SIDESLIP ANGLE ,, _ deg.

OPERATING POINT VALUES : M2- o.s_......_3; REC,, .__ ; TURB= _ ; DIST,,,

N

FAN FACE MASH NUMBER

o

:0

_27

}i

o

[%:

It:.

_0

ii--

_:__:_

i!ii ::j

V: !:_

6::

_!"ii

_ .-.-_

iili: ' i.• i .... 1

= _ i: i_ i _

• --_...... "1 " "

_.. _ii!_._21_I.-_i:; '..2

...-_

 iiii-,i lli

.... ' "'I :I"{

359
RECOVERY, AVERAGE TURBULENCE, MID DISTORTION VS. FAN FACE NACH

CONFIGURATION .,/.Q_ ; READING NIJBERS ll_e_-ft_e@

FREESTREANVELOCITY -Bo knots ; ANGLE OF ATTACK ,, 2_._odeg. ; SIDESLIP

PJIMAOPERATING POINT VALUES : M2- _ ; REC= _ ; TURB= _ ;

i _i ,, _ , .: ...._'-.-::-

:i ii' _ !- :

•_ _-_ ...... "_ "- !'_--L-..- ::--. :_--

_l=i

!!! !!!i!!!

360

NUMBER

ANGLE • o deg.

DIST=

/_i': __ I ii_il

'::_?illi _

"'! _: i t i=:

!

?t ii _: t :

, I : t i t

:.! F

::2!

!i ; ,

iiili i292/=s2

I

...|

,"1 _ I

l

i! , i t :

/I .Ii I . I ! :

:tl4i

V
RECOVERY, AVERAGETUI_UL_ICE, /illD DISTORTION VS. FAN FACE MACH NUMBER

CONFIGURATIOR _ _ READING NUNBERS

I_EESTREAN VELOCITY -80 kemts ; ANGLE OF ATTACK - _5 deg. ; SIOESLIP ANGLE -

PWA OPERATING POINT VALUES : !I2- _ ; REC- _ ; TURBFAN FACE IIACH NIJ_ER

O.

.---

--_:.

..--

Z._ __L

"?:" ":"

i ......

_ ?ii:_.

,.o._ ....

:::: ".;

_ DIST-

......

0.7 _-Z-: --

. =: =-::iii:-i

:::: :i" _---.":_ _:

_ ":_. iii :_:! i: _

.........::!il:: .... _iii....

_-'-_ii_ _iii iiii !i:"iiii_

.... o.,.!_:._ ==

o deg.

"= L'_",t_

----i ....

!:ff ..... 12_.

._. i-_:

::::i:::. t

_.-: ,---:: :i: i

iili i!:: ii!i

il;! :ili !!i!
IUECOVERY, AVERAGE TURBULENCE, _ I_STOIITZOM VS. _ FJk_E NACH IIL1MBER

CONFIaMATIOII .JR. _ READXNG NUllERS • _jT_-JlTB

FJ_ESTREAN VELOCZTY -._ knots ; ANGLE OF ATTACK - _,o deg. ; SIDESLIP ANGLE o _o deg.

OPERATING POINT VALUES : Iq2- _ ; REC- ,_L_P. ; TURB- _ ; DTST

FAN FACE HACH NUllER

v

362
IIB:OVER¥, AVERAGETIJIBULEICE, lilD N:STOIITIOU VS. _ FACE NACH lUMBER

CONFIIIJRATIOII _ ; READING linERS _1 r'_-jle_

FIEESTREAIq VELOCITY -I_ knots ; AItGLE OF ATTACK o _ deg. ; SIDESLIP ANGLE - __o deg.

OPERATING POINT VALUES : M2- o.5J_3 ; REC- _ ; TURB- .ozq ; DISTO,

FAN FACE RACH NUMBER

363
ORIGINAL PAGE IS

OF POOR QUALITY

mrCOV[RY. MI[IU_ TUlBULEXE, JIB I_TORTIOU VS. F_ F_,_ NACH

¢OlIFIQtI_TIOII _ ; READING mJm[RS

FIIJEESTIEANVELOCITY ,, _ knots ; #II_LE OF ArrACK -iJo deg. ; SIDESLIP

IMMA OPERATING POINT VALUES : M2- o,53 ; REC- _ ; TURBFAN FACE RACH NIJIgER

364

mER

ANGLE- o. deg.

DISTI5::i ": :"

.... t!;

........ [

NN -- -_

.......... I ....

:i=-- -_ii_ ii-._ii_?

::':! 5-i ?i i!i 227i ._

t

................. I
IIJECOVERY,AVERAGETURBULENCE, MID D_STORTION VS. FAN FACE MACH NUMBER

CONFI_IJP,ATIOII .L_ ; READIIM_ NIJllERS Jlql- ttclL_

i

FREESTREANVELOCITY = _ knots ; ANGLE OF ATTACK = ' deg. ;

P&MA OPERATING POINT VALUES : M2= _ ; REC= ._?__ _"; TURB-

_).6i

:I'- -

0.6 -

.... I_ ....

i._d=,-

FAN FACE MACH NUMBER

.... t-_m

._,__.. _-_

=-N.__ iii

_.o._ _

SIDESLIP ANGLE = ___deg.

; DIST=

..----..

i l i:

:ili:.!:!

_o

I

:;::F'"

I....

°,..

iii ....

_ t::: _o

7 :i::::

:-ii_iii

i!!iLi--

..!iiJ

--,t ....

,-- ..--

:..:1;.::

.... ! ....

.i

... I .

.......... / ! i

=ii !.:" i!- !i! !::t!i.

365
ORIGINAL PAGE IS

OF POOR QUALITY

rECOVERY,AVERA6ETURBULENCE,_ DZSTORTIONVS. FAll FACE_CH NUNBER

COItFIGIIIIATIOII _o ; REA_Illl tlllll_S zt97- Jzoz

I_£ESTREANVELOCITY -z_o knots ; ANGLEOF ATTACK- _o deg. ; SIDESLIP ANGLE- ._o deg. "

I_A OPERATINGPOINT VALUES: R2- _ ; REC- _ ; TURBo_ ; DISTFAN FACENACHNLIIER

v

366 _+
IECOYERYo AVERAGE TURBULENCE. _ D_STORTION VS. FAN FACE MACHNUMBER

CONFIGURATION_ ; READING IIUIIERS

FIEESTREAJqVELOCITY ,, _ knots ; ANGLE OF ATTACK o _ deg. ; SIOESLIP ANGLE - ._o deg.

PIMA OPERATING POINT VALUES : Iq2- _ ; REC- _ ; TURB- _ ; DIST- ,_P_?..L

-.- _ =._ 7= -_ :_: .............: =--::-'!!.... _=t", I"! "I "'--"....--_-Z " "

|

::-- ::: :-: :=:

:-::_ 1..2

.... s+-::_!

::-:, ::--- :::.

-- -_; .........

..-- ...... ',1r::

.62 o

..... l...

........ ! 1

?-- =-_J:::!::.

........ L... [. o

=::: r:r:':::;. :.:

....... •1 ....

--:: ::_J.: ;-1

........ LH,

iiii i_

)_i2:ii,:

...... I

--. !...o_ ....

......... t""

_0

!-_i

I""

I :

:---

; :/:!_ii [: i i

- 4 ....

7 " i

..... ::T

::--::: ..... : : ::I:: i i

• . ; ..... .

:::!i: : _

i::iiiiiii iiliti i! !!!!._::.:, : :

................ I .....

367
IECOVERY, AVERAGETURBULENCE,lid DISTORTIONVS. FAN FACEIqACHNUMBER

COlllqilllP_TIOii J__ ; AF.AD/HG_S _-;,_z_;z2e

FIEESTREAJqVELOCITY-_ knots ; ANGLEOF A13'ACK• 7o deg. ; SIDESLTP ANGLE- o de9.

PJ_A OPERATTHGPOINT VALUES: FI2- o.s3 ; REC• _ ; TURB- _ ; D[STFAN FACEMACHNIJ_BER

......

-- - ,---I. .........

-.::.:_

......... t .......

-- -i :::ii::i: :--!::fi

i{!! "'-- ::':"l':i : :

/

.-.: . :i --T.--

.: - -:|: : ; •

_:::i::::_:i_i ! it

• : . , •

:.iii:: : ::.:: i::: i

:::: :- ; -

| i

:--:: .... ::i_::" :--I" '

...... i ;

::::.. - - |. :: : : .

::; :u : i " :

• "::':: " ": " I

:; .:. ::L.: .

i I

;

' ' .I.

i/.i ! .... i

.,...-, :':::;: -::: ::ii

368

V
RECOVERY, AVERAGE TURBULENCE, JUID DISTORTION VS. FAN FACE MACH NUMBER

CONFI6URATION _ ; IIIF._II_ NUllERS

FREESTREAMVELOCITY i 12o knots ; ANGLE OF ATTACK o qo deg. ; SIDESLIP ANGLE - .__ deg.

P&HA OPERATING POINT VALUES : R2- _ ; REC-

:::L';;_Z

FAN FACE NACH NUMBER

; TURBI _ ; DISTT.-:

"rl

:0

y..--

::ii

N

_.-.:

.°.

...

a2_

::r

O°

i]E q

i

_...--

6 -

i:--::.i

_ =

•+-!:!

E-5 -:2

;12l .'.';

.:.': F:

.-.: !::

"' "1-" "_ .......

: " :"7:-1'*-:: '.---.

_0._. ::

• ; . • ,.

i"_: :41 "- t ] ;::

.... 1 "1

4.. 1

..4i,-::t....

:E_ } :: iii ,.__:i!.-::![

...... ! • . -

i. :_i! iii_]:i

ii] '-

!i! !t]i ::'_!_i

-? ::.

E i_i:

: i:!?

=-_': ::::

= :-:

]ii i

":: ":T-

:i: }

¢: x-

!;! !;

i i!

_i] :

tii !ii] x

i! _ii

22, 2;2

!!! !:t

..... !

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369
ORIGINAL PAGE IS

OF POOR QUAUTY'

ECOVERY, AVERAGETUBUtEIICE, lID BrSTORTIOII VS. FAll FACENACH

CONFIiIJILATIOIId_.; READIII6 _S I _zl- ;zz_

FREESTREANVELOCITY- ./_ knots ; M6LE OF ATTACK- LLg.deg. ; SIDESLIP

PIIMAOPERATINGPOINT VALUES: Iq2- o.53 ; REC- _ ; TURB- _ ;

FAN FACEI_CH NUllER

NUMBER

370
ORIGINAL PAGE I$

OF POOR QUALITY

_V MIB _ 11RIULEllCEVS. /VI.( OF ATT_I(

1_.140 NItT¢ll Alluq.oM, FAll FACE IMCH IKIllER - 0.$3

I_..OCITT ,, _ liners; SIDESLtP NK;LE - .....2_.odeg.

COmFIGU_TII: BImBfit /o; MSCItI_IOI yo-_,-oo._ L,_o

0.80

0 l_O 40 60 80 100 120

11.06

0.04

ti'"

0.00

::r-_=-

0 1_0 40 llO IN)

mr ATTJ_ -

I........ _ "" I J

,....... o ....... .;:::::::;

---=:._i?!_ ;iiiS:!i:1

100 120

"_ 371
ORIGINAL PAGE IS

OF POOR QUALITY

Mil JWIEIAE 11mlOl.El¢[ VS. rag.[ OF AI"rA¢I(

If-149 Nltl¢ll AIRFLOV. IrM FACE_ Inl_lt - o.s3

I_LOCZTT • .__ liners; SlI_SLIP ANGLE- _ 4eg.

i

coNrxoJUTtm: imo .j._; KSCaXPT_ q_" ._,0_,_/.._,,

4_ O

V

M,I

4¢

0.84

0.80

1.06

0.04

li'"

O.O0

I ZO U O0 am

Wmn_ eW ATlW_ . a_wqm

100 120

372
DISTORTION VS. ANGLE OF ATTACK

P&WAF-IO0 MATCH AIRFLOW, ENGINE FACE MACH NUMBER- 0.53

FREESTREAMVELOCITY -so knots; SIDESLIP ANGLE -_2..degrees

CONFIGURATION: NUMBER.zD_; DESCRIPTION _Qo D_ z,p

- ÷---_+--_.- ---F-. i . ! .--,------_

0.30....i....... i_._i.!_:.::.i_! _.::..... :........ ,....... _...... ,...:..........:.......,.....

o.,_ -:'l__-_-_! ___-: 'i:i :ili_:. 'i IIL_:._:_:t '

0.10

i i::.I_i .. -- _ i :i., .i i ilL--------.'. _ _ I

! !i!!!ii _:i _t : :::i!i:i_::: ! : _ ! ! ! ! i

0.00 - - :-+---:--_ ; .... L_-_-_---_-..... -'-_---_-- _ i

,:,::1._.l_._,_.:,_..:...fl_...,:_ _:,:,_¢, ._1-._:., :.::_.t:,:,_ t_ t _:, ..t::_,_

0 20 40 60 80 1O0 120

ANGLE OF ATTACK - Degrees

373
ORIGINAL PAGE IS

OF POOR QUALITY

Nil M1E]ME 111ULE11C[ VS. MB.E Of ATTACK

pin Ir.,Im MTCII A/RFI.011, FM FACEinCH NUmER - O.S3

It_ACITT • Lzo llmU; SIKSLIP ANGLE- _ deg.

COMFIOUI_TI_I: /.....,.._.o;IM3atlPTlOII _o" D,-ooo L,_

V

i.,J

0.88

0 19 40 IO O0 I00

O.OI

0.04

LO0

0 II 4O I0 Im

_m_ eFm_ - _m,s

100 120

374
, , "

i .;iii!_4:- !_41:.i: t::_:?...... !_.... :-._:_:_:: _:_

'!f_ .,: _ ................ ,.'-:7..:

,,,, _.... !....,:..... _ ._...._............

_- .2o-::'..,?'iii :.=L-_....:.....:.:,::

I, _L: ; . "4-::; . _'.Ti ii::L;:i "_-l!]ii i!: _!:i :7: £._:!

•L .!!. _._ .::::..:...=_=-..i..:..:_::._= _-

_, • ...... _-i-'.!:]-!f::iZ 7:it.:i:-:. iri£..i:i LLI:, ii_.il:-i ;iL".:!_!:!: E_"..'i i

0

RECOVERY,AVERAGETURBULENCE, ANDDISTORTIONVS. FREESTREAMVELOCITY

ANGLEOF ATTACK,,,__...DEGREES

SIDESLIP ANGLEPI_A F-IO0 HATCHAZRF'LOW

CONFIGURATION',UllERJ,I;l,,; DESCRIPTION_o° _ I,aP

:'-'!'- . .... :.I :--;:.-:I -'__- :.-:._..:.:-I-:-;:.:-:I-..-.:,._ i---'' .I-.,-I---¥: :i-_,_L-.i"'::." ;'[ L"...'I:."$E.:I,._.I ';] .'._._..' . ',

:__.--d-_-.-.--=-!,:r:_..=.-. _ L-_." .:,':_ - .._ " "_ 5 =_-:",,,:,_' : E:_.:.:":-::.; r::=l,=r=-'..:#'_-,---'_- ...... .L. _.. -,-. , :.., :::_.._

....... ........... :-b::-:

_:_"__"_.%%1-_ :_-r:___k: _-t.!_--t,---,_-:F--._-q: :%-?::1_:=i_:_ :_7-::t_:7_

• _:l-i+" I__'+:-:I '::::::: t'-::i:_-.t --:. ::-:|:::-, :-_q::::i.:':l:: :; -+h-'2'+:4 . ;: + 3.71

:.i=-. _ =---:-':- .":--. ..---"= "-_ - :::.,-. • :--:4--. -_- -:;i :_-..:m_ I::= ._, . :- -: - ---:_--"---:'----_:: - :7-:_

" I'- _-_:=7"" t.t_-.-:.-,_--_--_1:7.k_ :-.:.:.-_..7_7-L-_-i- :;iSi_t¢-.ii=_:! !7::i!:--_i i'_i:'i:"-;:-.--.@_-:1i;7{,:: _-#i17_t:::. .-- -.7-_:----_-

- _ .............................!I-_.........,-__-1.................-,...•........... I ....t---....... .-_

=::: - ....-_.::.-:.... _: =,==: -.4:...... :i::' :--:..... =:L::,:=_:_:..=:-:,:.__:_._. _--£-: _,-,:-:_:: :_. : . :. _

;:IT: r': "': ........ ; +

: :.:, :":-'::':: "::. ; :'_ 7"-':! ::: " '-'.. :-:.h.:: :'--:':':: :..- "#_'--.: .: .... t.---, ..... '. .... _ .. ;_

--:: : .... :-'.- -_:L.:.: . .,::=.: .--:.:_:.:- .::.! :-:: .:.::'-::.:. :-:_]:.: :: .' ::_'_::. -:1_7_ .-. : :i- :. ":.

.-_.-.. ___-_- T,:.-.--:- '.- ,-_:._. _.:+::x_-:u._----.=_': .::._:: ..:_ ::.-,.---@-, --::--::..:_ :- ..---:: .-:--i. ":- :f_

....... _ 7:i£-.'=. _: ..... "_:i-T" .--'-'."...... _, .... ' ......... :" ;"i _" "=..... .-: _ ::_7": -:*':-:. -- ...- " '. .-:

........................... t ............ t .... , .. , .... :- _ ...... , , .... "____--:' .: ..'.. o.84 :.!:::.:.:_.. ::-: "+:: _-" ;+_i ""_i _{!_/_.._i"' .... + i _, : :_ _-----':.'1 • n:.:. _-i .-.::= :.."_. :::..: :.,;:4 ::..:7:-;::-: _i': :::" "4=_L:. : ;-::::,_:. :.:_:::: ;.':::k:-'.: ::- :'-" == • " I 1: . _--

_-= ..... :;.--_.--_-_.:._-7 :.::_:'-.::. - ":. 7-:.:.. _- - ":'; 4:"=_:: _::- :::-;:=: .... =-..._.t_-: ..::::::: =-_;_k. ---_:: _::---t : -_'-_

F.::'-:..:;-: lO,_flO,:;_._/-- ] ': " iY !::, :i'': " :.::'i:"l:: :l :: :%..... -! :1•:_

_H:"i " .i:i-....",:-::t:k_!'..=i:.: ._:." _: L: _:::_ _.::. i:i-i.- _: ....... :-i'----:::-: ;:: ,4 . _.. • . ' ; L

.........."- .--,-r..... _:_............. _.---:- t_; t:- --i_:--. _-- ==: .... ---'-i........

!_ " " ":-:"!:-'::" :_ W_:'-"! :: :": ::':_"_"::" .... '_:': '-.... i :_-:-_ " " " " ------:'=, ..- ......[ ................ L- :.t...=.-_ ......... ,

_ __ I..._.j!_:: I _.-::_ut:<: _ :: L._::::;!:_ .. :::::_::_q !-;X:I_:;--71.... :--:,: t.; i i .:'

N 0.041L " ..................... _ :..... " '--i -_--:- :7..... ":: ....... '-: ........ ' '- ', ....

....... : .....1 ...........it --+

_ -• _ " ....... i": " ::: ', _ - t' 7"t.7::1-= ::::t: i::-' "1 ...... --'- .... :"=--ff ..._LI. !..... :.,.:::.,-::_..' :., : I ::.,.- l.:i.j-" , : ,

_ " ',+: ........ :, _: , _ -:-4 ....... _- _----_

_. i ; ....... L.... ! " " _ '

•.- i • -- ..... .... -- l-.-_----,.,_.,i=.--_-._ ........... '

:i_'._:i-:--' :':"t.": t:.=:: '.. ".... .::_ ,. _ • "-.-t

...... '_' "i" ::- h-" _.::i::..,- .I , l • ' : _

' " ' Y r ' I ' ' I __.._x--'- -I

.i ..:..-; ....... .' .... _ .' ...... • : _ I

::::_L: 7M:i:. ::- ! _i .-.'i:- • ::-:i: :: ::::. :: -- - :--- ' -.... t ::

=t ":-_ -_: i!i:JI_V]-:::"::............ :...... 4----

•"-"m'::t::T--"::::tMF:-.t -!>1-_-'I ->:_+.-:. ' : _ ':.

............ "= .--:I:-...=;.: ......... : ......... ,--.+i .. i.... ':::j .......

• :_::'1"_! :r: :::i:_F:t :1: i:.. Ii';Ti: ..i :.; . .... _i, . ,. _._!

-_:-4....... : .........."

:-==- .......r....

-. ' i :' '" I _ _ ' ' I ___L....,.__I

40 80 120

FREESTRENII VELOC1'TY- KNOTS

375
v

v

376
_- 377
.=.l

(

U'/

378
CONFIGURAT]ON:

COML LIP EXIT RAKE TOTAL PRESSURE PROFILE

TOTAL PRESSURE RATIO VS. RAKE HEIGHT RATIO

RUMBER /o ; DESCRIPTION 'io" D,q,oOP Z//o

FR-EESTREAIqVELOCITY =_Q.9_kemts

• qGLE OF ATTACK =.___degrees

SIDESLIP ANGLE =o..9_degrees

ENGINE FACE MACH NUMBER•

H= 2.870 tn. Ti

H

°

...... "'"_ ......... ' ......... _:"" :""*'" '_ ....... - r-"2" ............

• , :::::::::::::::::::::::::: :.::-:::;:--:::--_-_:::

0.5 0.6 O. O.

[PT)cOML/(PT)FAEESTREAM

_- 379
¢ONFTGURATZON:

COWLLIP EXIT RAKE TOTAL PRESSUR_ PROFILE

TOTAL PRESSURERATIO VS. RAKE HEIGHT RATIO

NUI_ER_J.9_; DESCR|PTION q_" _ooP _/P

v

FREESTREAMYELOC%TY-_lD._kntt$

ktlGLE OF ATTACK -__.__de_p-ees

SIDESLZP ANGLE -_._degree$

ENGINE FACE NACH NUMBER-

°

|

H" 2.870 tn. I

I

H

hcl_

ii

!! _.: :ii:! _ii_] !".-_-_.::_ ......... "............... i ................................ ti

..._._ ............. ;..._ ......... _.......... - .... _ .............. _---.

_--:.,_-.::;_.;.;.; ;:::::"'.:::;':._ _ ================================= _-_:_-::: ::_-_::::_._:_:_=

•-i'-'] _--'_-"......... ::i i ! --_- ::::_"--! _ i["-t:: ii_"i i!!::......................... _ _ _ -:.--.'_i" _"]_I?: ................. _ ! _': .i it ":':-"! _;";; _:.-T:._: :::::°_:---" :: ::1 : :.-J_i _:7._-_-: : _::_-: _----

.....:_::_:::::::::::::::::::::::::: .......'............._....i_!!-;::--_!-;,:-_-i._i._

0.8- ' .... ' '

.... ___._ ........ _,...:. _ .........

....._............i-.:/_.-.: _ ._ _: -]t_-ii_:-:._-:_!___-::-:-_-:-::_-r.-- _-----

0,6 _._::;::..:.:_:: :-": . --_-.-,., : ::::::::::::::::::::::::::::::::::::::::::

0.4 __.J]i]:.:i!iI!i::i ::':: : i_I:_ _ __i_ iii.:i:.ii] ii_:.ii:: ii:ii;:iii i_ii_: :_--__-_i--:].:

......................... •......... :" ......... :: .... :L..' -..;- .._........ __---

0.0 :..,_:::_ :::J::

0.5 0.6 O. O.

(PT_ COb%/ (PT } FREESTREAM

v_

380
CONFI GURATION:

COWt LIP EXIT RAKE TOTAL PRESSUR_ PROFILE

TOTAL PRESSURE RATIO VS. RAKE HEIGHT RATIO

NUI_ER /n ; DESCRIPTION _o" D_oop _JP

I_I-EESTREAMVELOCITY - 8o knots

AIIGLE OF kl'rkCK -_gL__degrees

SIDESLIP ANGLE -o.___degrees

ENGINE FACE leACH IIUHBER -

H- 2.870 In. 11i

hCOWL

l

0.0

(PT)COWLI(PT}FREESTREAN

381
ORIGINAL PAGE IS

OF POOR QUALITY

BECOVERY, AYERA_ TUIBULEIICE, /MID B_STORTIOII VS. FAll FACE NACH NUMBER

CONFIIIRATIOU II ; RF.4D/NG IIIJmERS

FIEESTREAN VELOCIT_ -_ knots ; AN_E OF ATTACK - __9 deg. ; SIDESLIP ANGLE

PIIIA OPERATING POINT VALUES : M2- _ ; REC- _,.9__ ; TURB _ ; OlSTFAN FACE _CH NUMBER

=

-°

m

=

,N

::;T

t

--r-

,,---::

:iii

-°--

N_

I,-rJ

_o

i i--=-Z

.__--

_ :2"2.:

.°

; ;'_- %--:

r::! "

5:_

62_

{i:ii!

t ?:

;:= t-_

-'t [ _:

:::.;: 1:;;;

:'°"t ....

i ....

N

.... , : ::: :u: ':'r

;r. :1--. !! --

_o: 7__

i/:i::: : 12-:i-i

::¢iiilt;_;_iii::::

_:O. 7 ::=

..: ......... ;;

i!!i :':,_-::: iii

i_i: ':iii i!i

i_i::::iiiFit _i_

---4

.... 1 "° "'_

;_fi :x: I

.t: :;.

L: -:::

ii:Z-!ii:

--. X--

::..: .

:."T- .;-i;

x""

L:L; 'T:::

2i!i_::::

-.-°1 ....

iii5 i?-:_

-__eg. "

.:_ _..L ....

.-;-Ti i-ii|i/: x

......... tT_

;ii

1 1

;i]ii:/; t

;': ; : ;:t: ;

: : ___..___j

_J!ii:: J!L'J

:::: :!.:!-x!

: .... ;1. :1

!::i-i: i¢_'I]

?iiiii: i:;ii ,

;:L

ill

382
BJECOVERY,AVERAGE TURBULENCE, /MID BI_STORTXONVS. FAN FN:E MACH NUMBER

COIIFIEUIIATXOIt iLL..; RF.ADIIIG IIUmERS jz3.5-Iz,_o

FIIEESTREAMVELOCITY - H0 kMts ; ANGLE OF ATTACK - __o deg. ; SIDESLIP ANGLE o ._o deg.

PIMA OPERATING POINT VALUES : /I 2- _ ; REC- _ ; TURB= _ ; DIST383
IECOVERY, AVERAGETURBULENCE,MO BrSTORTIONVS. FAN FACEMACH

CONFIGURATION// ; READINGNUMBERS_z,_/- _z,/(,

I_EESTREANVELOCITY -go knots ; Mo61_EOF ATTACK- .z_o deg. _ SIDESLIP I_A OPERATINGPOINT VALUES: M2- _ ; REC- .'_5'L ; TURB _ ;

8

FAN FACENACHNUIgER

NUMBER

ANGLE- _ deg. "

DIST-

't::-::l i.'

i::i_!!::t.:!_iiiil:i

- ::-i: ::

.... I ..... t--'-1 • "_----

:-:-I::_ - • • _ :.-

• "_' ! "':"'7

: i.-':

'I ...... _ 1 '

: r

. . ..-_- _

! ..... !. :j

_iii!.............

.:- "_----t. :;

, i

" " i i

t'

. i

: 'i

% ......... :i i

ii 21:: :::.I:::: -..t -:!

V

v

v

384
IIECOVERY, AVERAGETURBULENCE. _ II_STORTION VS. FAN FACE NACH

CONFIEURATION .._ ; RIE_DING Nt_ERS

FIEESTREAN VELOCITY - q__oknots ; ANGLE OF ATTACK = ¥_5 deg. ; SIDESLIP

PIIMA OPERATING POINT VALUES : M2- _ ; REC- _ ; TURB- _ ;

-_ _ ",_

FAN FACE RACH NIJNBER

L

=: _:=

o..

._' ,_. -':! :'i:-:

"_.:i_--:i_2i?:'i

:::: ;:; .'•: :: .

i

,o

-'-: N.

-t_ ---

.::: : .::

2111::'2

22; :::.:

....... l

io, 1

. :. I

i!:_ iit

::-ii/i:i

_ :::2

_2 ::::4

-::2:

_O,7!

........ !

...4

_-.__

.... t

i:.::!:,i:.4

.;--4

::':t -o_

;0, 7_

.o_

::-,,

,o_

- --_,.,T.

: ;':_.-

L:-

: :J

; -._-

:-_-. _

:._-.

!E!

.... I

..J

------"4_---:

!g::

_i i-il

NURBER

ANGLE ,, o__ deg.

DIST-

"'" i_ :::: ...._'""

.......... t:.T_ ,

:_ :..,-_:: :.

= ........ i..... ] "

-!i :ii- :.i.i -; :

r _

:: i:_•

T

.::i: ::2r... :: :!..

ii.: :!iit:::

-- ii: :iii! :i_Ji: -'1-1t

I I I

:!i iii ii:i

i I

i [

-_._::! :!! ..1..I

-_ "_-:_ '! '1

":::: ....i -t

385
IECOVERY, AVERAGE TURBULENCE, lid IZSTORTIOII VS. FAll FJk_E MACH NUMBER

CONFI6URATIOII .L/-- ; IIFJ_IIIG IWIERS /z_3-/Z.SB

FIIEESTREAN VELOCITY -__ knots ; ANGLE OF ATrACK - 7o deg. ; SIDESLIP ANGLE -__o deg. "

I_iilA OPERATING POINT VALUES : M2- _ ; REC- _ ; TURB- _ ; DIST-

!

C =

m

m m

. --

w __

.°-_

_.: .'2".2

..

ii i-"-:

'! _!!

.: := .., .._

_ 2

!-! i_

"" iJ

-_.._

FAN FACE MACH NUMBER

- i

-=-.--:5

.... 2

....... 2:

_- =-..2._

__e 5

.T-:._

if: :;i

• . :!i

! i!i

!-t :ii

ii- z_i i::i

N..-t=.t _

i ::.t

i

_._

....... : ::! .... ".,-

....... i ........

:T-" r_ -- '

-- :_=

=/_2 :-

•:: ;4

i ,

:: ::::: ..-;..

• ...+

iii! "'"

• ;1;

i!_ 7i!tTL_l:]:_ '" ::

il; ..... !i .... :

!i: I .... :it_

ii :41iiiiiili- :!:il

+i :21)!!i:_: I

il iL-giili ::

; ;;2 .... ;:: "'I" T?

ii i_ti:.ii|-.i;i i-L-,

ITS_--==-=:

:;Lr.:: .....

-;l-:.......

"]2ii]_ iE:]i5

....

i

;::;;." '] ::

:': !" :

i i

I " 1

._° ......

4;-L--rt ;

! i

2"_i!ii22 _2 :2.

•"I.... FI ""

:!: i:: 14

i:: ?_211

1 ;I

I

.J ..... :I. ,

 ii[i:ii!i,i

i

386
ECOVERY, AVERAGETUflBULENCE,lillD I_STOATION VS. _ FACENACHNUI_ER

. COIIFIGURATIOII.J.L...; IIIEJM_IIII _S

IqJEESTIIEANYEI.OCITT - _ kemtai ; NIQ.E OF ATTACK- _ Ckeg.; SIDESLIP ANGLE- _ deg. "

IqlllA OPERATINGPOINT VALUES: Iq2- 0.'53 ; REC- _ ; TURB- _ ; OIST-

!ii!i ii i

FAN FACEMACHNLII_ER

__ 387
ORIGINAL PAGE IS

OF POOR QUALITY

FAN FACE IqACH NUMBER

388

V
IECOVERV, MIRAGE TUiBULENCE, I BI_TOIITIOU VS. Rill FAGE NACH NUMBER

CONIrlalIIATIOII .LL_ ; READING NtlilOERS _1_75-tzOo

FREESTREAN VELOCITY -8_ knots ; NIGLE OF ATTACK - _ deg. ; SIDESLIP

P&klAOPERATING POINT VALUES : M2- o.53 ; REC- _ ; TURB- _ ;

FAN FACE HACH NLg49ER

i

.°--

:7"/_

_--._:

:0.6[

"-- °.._.2-.2 --_

_0,6i

.....i:]ii

.... i ....

.... ! ....

L_ii=

":_ t....

_0 6

.:°

H_

i,..,

i-i.]

i:i.

iiL

::-.-.f.

..°

.:..

.o.

iL:.

N

.... ! .....

r: .-:_ ..=

0. -

_!i _:i::::!i ii_:

T'..:_ ;:':: :2"/,,g

.. . : -: .::

.-:--: 7]] ::i

:i- -:2_ i-:] _2i

;

..1

iil :ii-[:-2 _?E

;2:2:i:

.... : : :::

::i-i]]]i ::g_

!il ::i:,i[::iii:]_

_ii ].:.-[!i;! 2!!

,-...I -.

::: [7!F!i i_!

_,0,7 :::

ANGLE - _.o deg.

DISTL-_.L-_.

_N

___:...... 2:11 :1 i""

...... I ; : --

: i:t ti

. . | . . .

:::::': :t I i I

•:-:--:: ::: ! - ! !

1:27 .:::

......... 1:;:

!i!!ii::: :/I/:l :!!{:1

"" " " ! I T

.;::: .:::|:..1, I::::

.... I........... I : "

:?[...21.... i

.... , !t:! .... l .... t

..... {t i:

"::::, ....

389
ORIGINAL PAGE IS

OF POOR QUALITY

BECOYERY, AVERAGE TUIIBULEIICE, _ Ik'STOItTIOJi VS. FAIl _ NACH

CONFIatRATIOII ..LL. ; RERR[NI; IIIJmERS

FItEESTREAMVELOCITY -80 knots ; ANGLE OF ATTACK o _o deg. ; SIDESLIP

P&MAOPERATING POINT VALUES : M2- 0.53 ; REC- _ ; TURB- _ ;

!

FAN FACE MACH NUMBER

---.. _-:

:':':.-::.

= -

-. 2_

--- _-:

_ii !!!

fd: _ff

%;;: t;_

.--..-E_ _F .:E

ii:,_iil ii_ iii

:= - ..-2.-. :=

iii: i iii Z:_:

""1 ..........

...! ..........

i'il ili !ii i:i

390

NMER

ANGLE - _ deg.

DIST-

............. _.--o ,

,*, t_

.... -- --: :'b'. :___-

-f ifi:-_i_!F!_i_: 17!

i_- .:d-:iii_i !:i "

i:: -d _ }-:i-ii_ d:

:--.-:_ ii_ iF.:i- _:::.

L-..%: ::; :;:: "1:: "-,

i!i _:.":.: - :_-iiii

:d::.::._i_ _/z.iili ::i

',:; _ °,4_ --: ;,,i-" :t,q
IIECOVERY, AVERAGETURSULENCE, JIID I_TORTZOU VS. _ I_ I_H NUMBER

COIIFIIRATIOII .L/- ; REA_TNG IIUIm_RS

FIEESTREAN VELOCITY - _. knots ; IUlGLE OF ATTACK - _. deg. ; SIDESLIP ANGLE - _o deg.

I_ OPERATING POINT VALUES : M2- o._E3 ; REC- _ TURB° _ ; DIST-

.-'_.:..-t::_ :::l

FAN FACE MACHNUMBER

_.o_ o.

.... ° ....

--'::-: ..... :.-_.._-- .

"L2-.122--:-:" 22"_."::L

5i:!I_ =:==_ii_-2::i::.: i

-._:..... ::?-_'?_il?i??!;: :i

.......•.........

,o_..

..... i,, "n I " •

r"-'

::::_....... :ii'!!:._;

!]::!

.°

.... ;,:r ....... " " :

_-_!!!!..I I-:--

ifil _.:_....f::i::ti!i::t::i:tiii

39.1.
ECOVERY, AVERA6E TUBULEIICE, JIBD IITSTORTIOII VS. FAll FACE NACH NLINBER

COIIIrltlilRATIOII // ; IIEA_IIG NIJI_ERS

FIEESTREAN VELOCITY -._. kemts ; AllELE OF ATTACK - 7o deg. ; SIDESLIP ANGLE - .9_ deg.

PEMAOPERATING I_]NT VALUES : 112- o,53 ; REC- _ ; TURB- _ ; DISTFAN FACE NACH NUNBER

:_- --:._ :-:_-.:_--_

_-_=_

=:_:__ ......

•0,._ ___- ii:

_:ii !i:i :i_

--:-.-..

:15;;?.......

;0,7_

....... "t

I

.'_:.: :::_:_, :_.-:

:::: .i_ _F._

:.'- -:] .......

....... l

:!F: :::; _i ii-!

..:: ::l .....

!!-?!i-| -i- i-!i

i!i!i!::::i.:."iili

 oi5 :=:::

-..l...J...l

........ _...J...., ..

:: ::;i ;i..I....

'!i:i ::::_: :

.... _ .I --_-..

.......I":::I:-_

-_ ::-:--:L=_JL_--I ._:

:......F-._ -.! --:-

i---:!-iI::i ::: i::-i

' i_-T:]-i :;:::::

:: :::!:: I ::

....... 1 ' : :; ::

?i :i::

: :i<::

"i-: i !t

:: _ .: .', i

:,:: !: : :::I. I

::-': :::i:::. ::::I. :!

" I i I

I '

:i il

::::! I I

::'--:! :::.[;::: ::::|::::I

"" -I .... 'T "I

392
tECOVERYoAVERAGETURBULENCE,AiD OrSTORTIONVS. FAN FACE_CH

CONFIGURATION.1/_ ; READINGNUNBERS/z_-IJob

FIIEESTREANVELOCITY -JQ knots ; NqGLEOF ATTACK- __ deg. ; SIDESLIP

P&MAOPERATINGPOINT VALUES: M2- _ ; REC- _ ; TURB- _ ;

- h--

FAN FACEMACHNUMBER

---- ,_-_ ---

_&'

_ e--.

--- _ _-

o 7

.... :2:

?-: i?- 5_

.--

i_ N i-

..... _..

NUMBER

ANGLE- _ de9.

DISTi r .......... _...

i_'___ " _i _:, ii-:i . .....

_ _ _ i--_ i:i-._._

.-'- :i-! if! _ ii. i il

::_ _!- -_: !'.:.: :i

393
IECOVERY, AVERAGETURBULENCE,_ DI'STORTIONVS. FAN FACEI'IACH

CONFIGURATIONJ,L_ ; READINGM/IIERS j.._oT-/,._j,/

lelUEESTREANVELOCITY • Bo knots ; ANGLEOF ATrACK• _ deg. ; SIDESLIP

PJIMAOPERATINGPOINT VALUES: 112- o.53 ; REC= _ ; TURB=_ ;

FAN FACEIqACHNMER

NUMBER

ANGLE DIST- -_.deg. "

.., t':: .......

....... -4...

.-_-...... -_.i_ .... _-'_

===I=-----

...... ,.o_

?:./i :2:1!2i : _:

T:;: " "I: "

......... ] ....

i_i:iii_:i21i:_ :

-}

2":; _i_ -T...._i.il..

212= ..... :] iii

iii- -_

i

....ia:s;< !!?:17:'i'!:-

• l;'=-

394
IECOVERY, AVERAGETURBULENCE,JMIDDISTORTIONVS. FAN FACEI_CH NUMBER

CONFIGURATIONI/ ; RF.AD]NGNUMBERS

FitEESTREANVELOCITY= /20 knots ; ANGLEOF ATTACK= .__ deg. ; SIDESLIP ANGLE= ._- deg.

PIMA OPERATINGPOINT ¥ALUES : M2= _ ; REC=a-_ ; TURB- .o/q ; DIST=

.... !! i': :-

::.__--_- -':: ::5

r;i- ......

• i :

---4 --_

---.! . ,

::;4::: "'"

-:t::: -I::

:J!:: : i

i

I

| : "

l

• :: : I

:.A.- :

!: ii !

ST/ " L i

-::V " : "

--4..- ::: I:

:!!ii:_:i: i

i!i_bl ,

"':I: " t "

i : +:

5i: :!

.... i'" i °li

I 1

i:

395
RECOVERY,AVERAGETURBULENCE,ANDDISTORTIONVS. FAN FACENACHNUMBER

CONFIGURATION_ ; READINGNUI_ERS

FI_ESTREANVELOCITY-/zo knots ; J_.E OF ATTACK- _ deg. ; SIDESLIP ANGLE- .0_ deg, PLMAOPERATINGPOINT VALUES: M2 o.53 ; REC- _.l; TURB- .o_ DIST-

..--..

;' '2

i::i -:

!i2 "

2;2 :_:

;:: ::

s _

i:i 2i

iii: i._i

2-i iii

°°_

::l

_" :iT

'°l •

I

...1i::::

::;1:2:

1.4-. _ ....

io.. - .........

i: ::ii :i:.:i

__ O, 7. ::

!i i!i :_ i_i

iiiI ii :! i:i

2;. ::" : .

:::: :; .:2 ':

I

:;2 ""I .....

ili .:.!

:;2

-1

!T_ :;:

_," . .

:::;Iiil=

;i" :il

..... | .-.

::: T-| :::J :;:

::': :_ :'::

._.:_:-:: ..-:-_.::- ---_.

. I.. ]

::;li...,, ]-:

!!_ iiiiI:: -

_--2 i:- ::::::.: ::_ :.::-

........ I).....

;:-: ::i -:'-,_::: ::5 !_-

:.-! ..-: -:::, ,: -.:: ---

:-: :.'='I::: ::: _-_

_-..: .._.. ::

":: :: :!:i]_ --T :'-

....... ! ......

ii ::: _.:

:::: -: i_: ii:. :2

:T::

::.. :-i :: .....

::T: :: " '" : i:l

i:i! i_ i _ ::i 1

:::|=: I

.,,i.--

iii :::i::]_/ :,

I

I ..... :

i_:ii! _:]:: !i- :_

:;.:: ;; - .:

i_ ii ........ ;......

i

396
-.._...

i_COVERYoAVERAGETLlUULE_E, Jim IL_TOIITION VS. FAR FACENACHNLflqBER

CONFIGURATION./.d.. ; RF.J_EMGNUMBERS

FIEESTREANVELOCTTY- /2_._oknots ; AllELE OF ATTACK- q5 dog. ; SIDESLIP ANGLE

PIddAOPERATZNGPOZNTVALUES: M2- .._ ; REC,,,_ ; TURBFAN FACENACHNUMBER

39"7
IECOVERY. AVERAGE TURBULENCE. _ DISTORTION VS. FAN FACE NACH

CONFIGURATION ,./,L- ; RJEJ_I[NG MUMERS

RIEESTREAN VELOCITf -_ knots ; M6LE OF ATTACK - _ deg. ; SIDESLIP

OPERATING POINT YALUES : R2- _ ; REC- ,__ ; TURB,,, _ ;

FAN FACE MACH NUMBER

..:.,,..

::2 :"-- :_ _

"-- 5- r.!- _=._-.

.'2

:;22, _ ;:'2 :;22

:= _ :_- --

;2; ........

;i!_ i!ii iE :iL:i" [iii :!i :!{,

i:'- [_)i ?-:: "i

;ii :i:i :/_ ii.

-ozt

ii{ ig ;::: iiii

- ;; :: iL

i¢i ii.: _i!i;i

NUMBER

ANGLE DIST- - ._ deg.

........ ":'r2: t :;_ ;i!::-r:i3!iI I

.'-'.-2!?- .:-_:-Ei

_'_.-'£-'--.5 -"!

_x;: ...... ._; .]

.... ]

:1 . ; !

;L! . : :

":it :c" : . ! i

/

• :I J

• • ]

!!_J::!i::. { i

:! q; ::i I

ifi-.... i 1

,- .... ! !

;::! :7:1::i-7

:::t ;¢ ...... ! ,

• 'I 1

i!!:! ::!

v

v

398 "-_
k

IECOYERY,AVERAGETURBULENCE,JUIDDTSTORTTONVS. FAR FACElqACHNUMBER

• CONFIgJRATIOIIJJ_.; I_11_; INleERS _ .

FIEESTIENq VELOCITY-_ knots ; ANGLEOF ATTACK.,, 90 deg. ; SIDESLIP ANGLE _ deg.

PIMA OPERATINGR)INT VALUES: R2, _ ; REC= _ ; TURB=_ ; DIST

m

i=t !=

FAN FACEIqACHNUI_ER

I

!l i ..... --_

- "--1" 1

?.'i -I !_I

i T:::il

.... .-i:!_i

_-: i!L;ii:ol

o.7:.

iii:. ii:i-?:i"

-:: i::::.T-::

....... 1"

i .........

iL,

:---:-:=.i

.... t

i:::_

ii-;

--.

--..

;..-.:i

.:=:

=:;T

R:

i'.::

., ....o

::: "!i:: i ::t :

.:': : -.-, ._ :.

•::, , .-1 " ]

-;.--'i21 :i /::

--°T ........ : [ I

:-::.::-.. . : :..:

:::::-:::-:--: -: , !

............ i

::':1::.-'- : L:

"i::!i:]ili!! :_ .....

399
ORIGINAL PAGE 13

OF POOR QUALITY

BECOVERYo AVERAGETU_ULENCE, _ B_TORTION VS. FAll F/i_ NACH

COIIFIGURATIOII ./J_ ; READING NUmERS ;JqS-/SS¥

FIEESTREAN VELOCITY -._ kMts ; /UlGLE 01F ATTACK - _ deg. ; SIDESLIP

PJiMAOPERATTNGPOINT YALUES : Iq.Z- _ ; REC,,, _ ; TURB- _ ;

FAN FACE RACH NUMgER

|

::hii_

- _= -=-:L--__

;_ .... _-_- _

.... -:_

:: -_i ]iii "iL :-'"

f- i::iiL_Iiil _:::

4_:!i_ _::!i::: ::i]

".-f • _;! !-ii ::ii]_15

---_-_ii::ii_-_!]!i

ili :: : ..:

_ii !i_ _i!::! ::i:

!ii ii:: iii :i:i i_ii

;:! i_i ::i :ii :,il

400

NUMBER

ANGLE - _ deg.

DISTI

.--_.:.::.- _-:: -- :::= ._=

......................

...... __ .----::.,=

:_I _, :":

----_:': _'--._ .--_!_'C.--

_N -;_iii :2-ii;_

";J ............ I ....

.... t .

• , -t ........ i .2:

:iiii! i:_i_: " i Yi

::;:1 i: ..... 1 ?2

;;Jt - ' -

..!

i_iiiii_ii]ii :..i i

:!iiTi - ::: :

I .... . .... i

--| ........

! 1 I

::::::. :::- ::i

-_ ..... iI

..J I I .

I l "

iiiiiii .. I:; _:!:ii

,._ ...

v

_ J

v
ORIGINAL PAGE IS

OF POOR QUALITY

Ill,liT II AV(It_ tlJlIULk'llC[ VS. RULE OF ATTACK

Iqi f_-lm NATCIIMRFLOU. FAll FACEflitCH IIINER - 0.63

IqlluTI_AN IMI.OCITT• _ Imetl; SIIKSLIP NNILE • _..e_ dleg.

COlIFIgUIMT/II: I 1/ ; IlaCIIPTIWI _/Q°/)rooo L;,_ " _x = 2

qM 0

V

tJ,J

die

0.84

O.IO

0 _ 44 60 80 100

O.N

0 N 4O Im m

qpa.= a, AWAC=- eetrm

120

401
ORIGINAL PAGE _._

OF POOR QUALITY

IIECSq_tV M8 AVERAGETUBUUlC( VS. NIGLE OF ATTACK

F-IN mTCN Alltl_OM. FAN FAC( HACHWUllElt ° 0.$3

IqII_STRIL_ t_OCITT • 8o Imets; SIDESLIP ANGLE- o deg.

cOIqFIGI,NIIATIOII:_ /.U...; IIt'TialPTlm _0"_,.oo,_ L,o • _x - 2

q_ o

.,-I.e

v

me

0.80

0 20 40 SO 80 109 120

0.00

402
DISTORTION VS. ANGLE OF ATTACK

P&I4A F-IO0 HATCH AIRFLOkt. ENGINE FACE HACH NUMBER= 0.53

FREESTREAH VELOCITY -8o knots; SIDESLIP ANGLE -_ degrees

CONFIGURATION: NUNBER // ; DESCRIPTION ,to" ,_,_oo,_ LIP ,_,,_=ZJ

0.

7

FQ.

0.30

_,0

_a

0.1C

0.00

• i t !: : t i : ! : ....:. . i i

.............. _ - ....t...._-...L...:... IL.--.:....j-..._...i.......Jr.:..--...

i _. j ! _- t i i _ i !I-_:

| ': ii t :i i . : t _ t

- 'l _::_[-F_ _! i_., I:_i i .]_

"i .'T.:- i .............. :.............. ::= :".......... "":':-" "'_":"

,: i ;i: :_i::i :::!!: :il: ;:ii l i i i :ti: !!:ii:l : I:;: _.il:.:i q ::+t:::!::_! : ! : |:i::i:

0 20 40 60 80 1O0 120

ANGLE OF ATTACK - Degrees

-_ 403
ORIGINAL PAGE IS

OF POOR QUALITY

9mOqiOt? dii _ ?QllULLrNC( _. rag.( OF A1r"r_K

Hi P-lOO mTOI MRiM.0M. IrM FACEfllV::HilOPO(It - 0.S3

li_l_111F.Mi tI_LOCIT? • _ limots; $19(S1.IP AIN_£ • _ dlog.

COmFIIMTIII: gilt z/ ; II_IPTIOU /-/_" D_ L,.. • _x - 2

• • J

0 IM 40 44) IN) 100 120

0.00

0 M 4O 60 O0

w Arr_. eqr_m

.... __;:T:

....)iiiiiiiii -T-_E

::=T-_

L.-',C.. -

::i:::_ , ,ii!i!E_:_

100 120

404
RECOVERY,AVERAGETURBULENCE,AND DISTORTION VS. FREESTREAMVELOCITY

ANGLEOF ATTACK-...Q_ DEGREES

SIDESLIP ANGLE-DEGREES

P&WAF-IO0 MATCHAIRFLOM

CONFIGURATION:NUI4BER]..__;DESCRIPTION _-_° _>,-_J:_-_.e'-_'_-Z

0 40 80

FREESTREAJqVELOCITY - KNOTS

120

405
v

406
407
v

!

408
_HFI_A_OH:

COMI. LIP EXIT RAKE TOTAL PRESSURE PROFILE

TOTAL PRESSURE RATIO VS. RAKE HEIGHT RATIO

NU_ER // ; DESCRIPTION _/o" _oo_ Z,P ,_,,2

I

Ir-REESTREAMVELOCITY =.l__knots

ANGLE OF ATTACK -_2._degrees

SIDESLIP ANGLE =_G_degrees

ENGINE FACE MACH NUMBER•

H- 2.870 tn.

hCOVL

,m

!

J

_-- ........... -:!::: :t:;-:!:: :.:-_1:.___:.!_-:! _-"== _I:L ::_.........":-:_!---.-.:1' :::!_:-_-:::-.-_-_

_l:_-ii:-_l!_._:_:-_._.:_._ i!!i_ I._÷_:_i_t :_i_-:_!_::_:!_!:::._:ii:!:::_:i_-._.i :_:::i

_..___!!_ -" _:-':i._ii _::__=.:.=7 _r_.............. -_ '-._.-"._.. _.-. w.-,+ _i ......... __"'"'"'"'::"'"_"'"- _:-':'_!_t!'_-:-!_ '-:"" _.T._.

......... '..... ::::;:" iiiiiiii !_i!_i .......i_liii............ :....,....;::::_:=_ii .

+'-':I::_ii:_:::|_:::11':: ........ , .--:..:::: :::: :::: :::: ::!: :::: ::::.:::: :::!_:::::::: :::: ,::: .-,._

0.5 0.6 0.7 0.8 0." 1.0

(PT)COVLI(PT)FREESTREAM

409
COWLLIP EXIT RAKE TOTAL PRESSURE PROFILE

TOTAL PRESSURERATIO VS. RAKE HEIGHT RATIO

CONFIGURATION: IIUIGER_L__; DESCRIPTXON ¥o" L)Aoo/ L/_ • A;r-Z

J

v

F_-EESTRENqVELOCITY =8Oknots

ANGLE OF ATTACK =_K__degrees

SIDESLIP ANGLE =_O_.degrees

ENGINE FACE MACH NUMBER1

H- 2.870 tn.

I

H

hCOWLI 1

=.J

_-_i!!!! !!:!!:!:! :.i?!i!:!:.! !_!1!_-i!_?! _1_ ii_::ii_:'_i;ii_::_: !_i::_!i]::!_!!::::::;b_ii_-:]:-_i_i-_

::.._ ........ _ .................................... _ •

:-_!-_! ii!!!!_! i.:i:_E--i'!!_:-"--____.-E..=___ i;ii;:i:l iii i

".-:|r::: I" ::_ ::: .: :::::::::::::::::::::

_!!!I:._L::::.i!i!!i:i:i::il :_:_/.:.:i_::_: - :-=-:-

0.4 -.:_!l!!_,::!i!_:_,;i::-i::ii: i_it_fl_:.--:..'_-_--'.'.-:.!_!!_i_i!l::iii ......... '.... -'_::_:_:i_::i!fiii_

0.2 .....

i::.:1,:: ' :::i : . ;:::,::1:::: :::: ...... _-;: :::::::::::::::::::::: :: :_ .--.'_"-.- '"_ ....

....... :... ;.:'.

_ii [_:i!ii!:,i:_iii!i!t ::::::_::::-__:-::_ ==========================================

0.0 _ i:.:.i __.=,_ _._,_ __ .__..'._ ,_ _ :_-- ._=

0.5 0.6 0.7 O.

(PT}cO_LI(PT)FREESTREAM

410
CONFIGURATION:

COl_ LIP EXIT RAKETOTAL PRESSURE"PROFILE

TOTAL PRESSURERATIO VS. RAKEHEIGHT RATIO

R1J_Ell // ; DESCI_TPTTON,,_n" Dzo_r L_P . : . A_:- 2_

/

I_-EESTREAMVELOCITY- 8o knots

AJqGLEOF ATTACK =___degrees

SIDESLIP ANGLE = _.__ degrees

ENGINEFACEMACHNUMBER- ._,,___c/

H= Z.870 4n.

hCOWL

I

O.S

(PT)cO_LI(PT)FREESTREAM

.0

411
FAN FACE MACH NUMBER

412
IECOVERY, AVERAGETUHULENCE, _ IIISTORTION VS. FAN F/ICE MACH

CONFIQURATIOU./.g__ RF.AIM#IIIIUmERS_._

FIEESTREANVELOCITY- _ knots ; MGLE OF ATTACK- ._. deg. ; SIDESLIP

IIWIIAOPERATINGPOINT VALUES: I_- _ ; REC- .tlS._.. O ; TURB- _ ;

.s

FAN FACEMACHNUMBER

NUMBER

ANGLE- _ deg.

DIST,,

!-.:. .... I ...........

.... !:_i :i]i _!-_: ::--!"5

:::. :::: -..:2:

:--:L:.----._52: i2= J::i

".':: ' ":': " : ""

!i!:: :i :'! i'ii ii:i

i-ii_:-i:: i: i:::i

_ . -, .

-:_? i'L::l: ! .!!i i-:. i:::

....... •"t .........

:=::::1::= .:::: ::::r -:

-_ _ii-I::iii.%-!_::;.

....... 4 ......

.:4 -..__::Li 2:::_ :::: .

:--.'.::..----.."!, :: _=_'.-=Ti: :i....

--- =. --:::: :ii

;;:'; :2:.'I:::: :::: :::7 ::" .

....... l -. .........

:::: ;:::;:: : :::_ ::: ....

:-:-:::] .... :::. ":: :

_-::--:2i ::-: £_: :::: :: "

........ i ........... .:::r--,!:"i .-: -::

:::: .::..,:;:: ::::. ::: ::::

.':: ::::J :::: ::;: ":::

;':; ::::J :.": :: ::: : =25:

:::: ;;::]::;. :: :.::.,'5 :'::

....... I;1:; ...........

iii- _;_liiii ::.q_ii_ :-g

:.:: .:-,,:: =,: .....-.

- • .. - .

........ I ............

413
IECOVERY. AVERAGETUUULENCE, I BI"STORTIONVS. FAN FACEMACH

CORFIGURATIM_ ; ItENIING NUmERS

IIEESTitENq VELOCITY -_o knots ; NI.E OF ATYACK- ao (leg. ; SIDESLIP

Iq_A OPERATINGPOINT VALUES: M2- _ ; REC-

|

FAN FACEMACHNUMBER

; TURB-

::. :,, , ,

_-'r "r'--

- .:.___-

!L

._: :.--:.---

!_ :.:-_-:--

-. :,:: o

:':: :':i .::i:

_..:-_-- 'i._

-_. _!_

_._.__.-

17 ._i:i

- _ _-._--_

.,;.. .......

:.- .-_.._:-:.---

---E :-__--' .:-::-:-:-

::i: :'.:: 7"" ::::

i:: !!! .:!:

i:!: :ii ii:: _iii

:. !ii: :iii::_i

i.:-.::_:ii::i_ili?

::!ii::_ -_._-iii

i': !iL! __: !iii

.... 7 °. °.

NUMBER

ANGLE- .?.. deg.

DIST-

,:. :.-:.:]- : :.::- -._ .__

-. .' L.._I ..... _.

_j__

-: fill"il :ii-: !: :i::

............. t

::il i_ ........

/

..;"

-- . -

ii!_.-ii_::.

_-_, i !

:i -:.-

_ii fi_ !::_!!!_t!iil]:iiI

:iii :i :[ !;:]

:i.-:]°°:: :::

: !

:_::ii_:t:i_ _ : ,

_!i ;'_l_i': i: : I " ! ''1

-i:::: :!!!t!i!! i!i

...... :!_tiiit :_1

414
RECOVERY, AVERAGETIJimULEIICE. NIID IIISTORTION VS. FAll FACE IqACH NUMBER

CONFIGURATION _ ; flEN_NG IIUI_ERS

FREESTREAN VELOCITY -¥0 knots ; Mg, E OF ATrACK - _.5 deg, ; SIDESLIP ANGLE - o., deg,

PeaaAOPERATING POINT VALUES : Pl2- o,,53 ; REC- _ ; TURB- _ ; DIST-

,_! _--.,. ___":,= ..... _ ...... -:--::.-4--

FAN FACE HACH NUMER

i[,; "!

i-=

H.&

iO,

_2-2

_0

_..

:;2=

":r=

iO,

_---_........ _............ __,__. !_ -_

::;2::!2,:_J.12= -:

..... T-:.--':-- _: :__

i'"' . ii _ .i_;----.

' ......,L. " _ i_

6-'i_-._-._-iO 7 :=t=== ;ii i_

/=_::==:,....... -_`.-.=_

-'"......"..............--::-.I:::: --=-_'--.-:._: _ "L_

_i::iii_:i .... .:!k_ iii .....

............. ! ...............

i!ii_:.i+_::-":-!! fiii!i _ ::_i.!_!-- _-_!_i_i:/•

i"_ ::L:_i_.i_gii[ii:::iii_ [::ii _: _i?

:-_il !:!;ii'! _•:_ i:-: ":':-i_- i::• ::i i _

............ • _ ....... ,r- ......

........... :. ;:.L. :....:: ..;.

n_r

'!i :::'::_:: :::':_::: :::"-_:::: "::: :!: :i _

.............. I " '1 ........

:.i

--.__

-- "lr-

- ...._-._

| -÷-

ii:!--_J'!

_.:=:ii=.!

:rT: :::_

415
RECOVERY, AVERAGE TURBULEI_E, Am DISTORTION VS. FAN FACE MACH

COflFIEURATZON /Z ; READING NUMBERS

I_EJESTRE/LqYELOC|TT -_ rots ; ANGLE OF ATTACK - _. (leg. ; SZDESLTP

INIMA OPEUTIU POINT YALUES : N2- _ ; REC- _ ; TURB- ._2-/ ;

...._---'_ .-:-: :--_:

, ,._ _._ _

-= _.- ......

..m .:.z _

N [4 ':i]:

:=. :_ _ .--_

.-..=._---2_-

:'q2:-:: :::;

iiii !:_i4ii igi .-+__

i_._i2:_ _:! :i[ i2.:

NI.II_ER

ANGLE - _ de9.

DTST-

":"....Z" ;::: : |;:::1 :.2" :

.......... 4 ...........

_..-q_'-2 ;Li]:_';_ .......

::;: ! . .]]

::::;___ _ _|i;_-" '-_

l

1.- I

[

:2:: "

::ii t "

::: ,1 i

.... t * ..

= ili_ii!--_-_:

L.

: I

416
II£COYERYo AVERAGE TUImULENCE, AND DrSTORTION VS. FAll FACE NACH NLIMBER

CONFIGURATION _ ; READING NMERS .L_

FII£ESTREAN VELOCITY -¥o knots ; ANGLE OF ATTACK - _ deg. ; SIDESLIP ANGLE - o deg.

PJi_A OPERATING POINT VALUES : M2- _ ; REC- _ ; TURB- _ ; DIST-

[CANFACE IqACHNUI_ER

417
ANGLE - _ deg.

DIST-

....... I l: i

.4--L.. 1 -

:i"- :':: . "i

............ _. I I -

418
IIECOVERY, AVERAGE TURBULENCE, AIID DrSTORTION VS. FAN FACE NACH NUMBER

CONFIEURATION /z ; READING NUMBERS/--_°i_/

ILltEESTREANVELOCITY -Bo knots ; ANalLE OF ATTACK - _ deg. ; SIDESLIP ANGLE - _ deg.

IqiMA OPERATING POINT VALUES : M2- _ ; REC- _ ; TURB- _ ; DTSTFAN FACE MACHNUMBER

.::. i)- i.::

_._

-= ;- -::

.-=-_

-i :_-!ii!

-. ili

.... ;...

1,

:_i ,.,4

•- .,,

.-...-=_-

---: !?=2 ii

o71!

_ ._.-_.:_

..... 1 °"

°.--4

;;: ---1

:::_"_!

" 2._"

iii ::

_ii..,ii

:ii "° ""

.... [ --

..., i?

_! :::| i!!

...| ]

•"+ _:;|:

--| ,

:.. _:

=_ _!

_2 '-.2

:2 i:

ii i:

-il :i

ii_ }5

ii-iii

..... '!

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ii

i-i.i

... [°°.

• . L:.

ii_. ii:

: :2 :2

:=i :22

i.

i)i i::

:2: : "

.°

:il "

i_ :il

:}:: .

-N

: ; ?.2 ;_-'_2._

2:;

. °

::-- -'2

....:

• "r'"

'! i!

i '

: !

t -i

!1

i i

-.1 }

i f

I,I

'l "::1

i :J

i:ij

:I :|

::1 ::J

419
IECOVERY, AVERAGETUIIBULENCE, MD OrSTORTYON VS. FAll FACE NACH NUMBER

CONFIGURATION _ ; READING NUllERS

FIEESTREAN VELOCITY -8o knots ; MILLE OF ATrACK - /.o deg. ; SXDESLXP ANGLE - o_..de9.

P&MA OPERATING POINT YALUES : Ill2- _ ; REC- _ ; TURB- _ ; OXST,,

!...........

_15 1552:1ii_5-Zi)Ei:] I-2 .................... , |:::

........ I ! "

_2 .......... r=:: -?-2 _..t.. t:::.a:_-

__=..-._::-::iiiFSi_!-: i:t : I _ii?-i

== : ::: .::.-: L:::: :::.- ::: ;: ::: r:.:i.:--

O. 7 2:::i_tisi: _.... ;....

................... 1 1

, i

ii::7: :i.-:]::]:•j::t '1 : :

:: :_:::,:.-:_ _:!i/i:

-!ii ..': ._?'i-i:iT!:!iiiE_:.i!iiJ: :i:ii :.::_il

i "71 ""_i ..... I "

: _ ! ; i

"': ! !

.... , ..... ] :_:

. .

... • f !

t

i:i!t;•:F:;; : ij I ....

r 1 i i

T

I l

: ii:t i l ,0 7: i: i, i :I

V

V

420
IECOVERY, AVERAGETURBULENCE, MD OrSTORTION VS. FAN FACE NACH NUMBER

CONIqGURATION Iz ; READING NUMBERS /Y/z-/,//7

FllEESTREAIq ¥ELOCITT -80 knots ; ANGLE OF ATTACK o ._ deg. ; SIDESLIP ANGLE - Do deg.

PlMA OPERATING POINT VALUES : _2 ° _ ; REC- _ ; TURB- .01q ; DISTIl

421
IECOVERY, AVERAGETURBULENCE, AID DXSTORT]ON VS. FAN FACE HACH NUMBER

CONFI6URATION _ ; READING NUI_ERS

FI_ESTREAN VELOCITY -80 knots ; JI6LE OF ATTACK - "70 deg. ;

PJillA OPERATING POINT VALUES : M2 _ ; REC _ ; TURB-

!

422
I£COVERY, AVERAGETURBULENCE,AID DZSTORTIONVS. FAN FACEHACHNUMBER

CONFIGURATIONJ_. ; READINGNMERS

F'J_ESTREAMVELOCITY-_ knots ; ANGLEOF ATTACK- c_o deg. ; SIDESLIP ANGLE- o deg.

PtMA OPERATINGPOINT VALUES: M2- _ ; REC" _ ; TURB- _ ; DIST-

+

:='.

-:!

;i:

=.:.

:i!i

_::-

L:.:i

r_

"°T

i!!:.

!!:(

i:

:'i

!:i:"

i-i .+_

.+'4

+: N

o,7,_

5-.-

++++

++

+:+i+++

:i; i

::--iiL

+.

+ .

_o__

_ii-_-::?

iii:

!ii f!_

ii _:2!

iii ._!i:

!!i ,i:

;o 7':

•:i....--++_:

::+_ • +"_, ....

.... ° .......

• " "-'t ....

ii-+]:+:::!ii....i:

i+ l !ii::•+

1!+:?!!'!!!

I'" , t

?++:++l +_-i_+:_+++ +

• I ...... J+-- .4 +-

.... '!i- ::l: r:

i ...... ! r _

• :

.o_...+-..

i::ii_.::i i% !i

b:::/i ....

[i::ii

®

::!_.i!

I: -

!._.,__ :

:'; :I :'::

:! +ii

:;i;

I-::::

!

::" "!..:

:-!-_!

"i

::i I

• i

ii

i:

:!{ ;;

423
IUECOVERY, AVERAGETURBULENCE, JMIDD_STORTION VS. FAN FACE MACH NUMBER

• CONFIGURATION _ ; RE.4_NG NMERS

FI_ESTIIEAN VELOCITY ,.8o knots ; Nt6LE OF ATTACK - H_2.odeg. ; SIDESLIP ANGLE - o_ deg.

I_ OPERATING POINT VALUES : PI2- .._ ; REC- _ ; TURB-

.... _:::t_i

T'4::::

424
RECOVERY, AVERAGE TURBULENCE, JUID DISTORTION VS. FAN FACE IMCH NUMBER

CONFI6URATION /2 ; READING NUIgERS j,_3e- _-1,_3

FREESTREANVELOCITY . 12o knots ; MelE OF _l"fkCK - 0.9_ deg. ; SIDESLIP

PI_tA OPERATING POINT VALUES : M2=

II :,,-,.

.'Z::

..

:

m

.%..-:

:.-:.

::_

.=.-:

_.'?

.o.

_2

.'_.2

_=-..

L-'_.

iN!

ii-i

N

REC= ,qb8 ; TURB=

]

•

.... ....

_F:-- -Z-Z-_-L:-'._

_o, 5

ii'-: F&- i-i ii-i !-_ i!i

F-ii...........

FAN FACE HACHNLII_ER

ii:._i:i! : 1 ] :i-:i:!:

:::1 :::. :::

-- .___

N N _-:.-

o.7i ....

...-.-_

::'-" : :::i :i.:: -i::

:=:-ii !i : : : :

/

-: : : :. •

6i _:0,7 :=': ....

-_ :'ii i-!:!L:_: F_:?:i=:

:.'_'-i: ii.:i: :::: ::=;--::

............ r

:.-.:. :::2 :::: ::.:

i?!'! "' :i!_ iii_ ..... ,.'--

i?ii_tii! !i?i i_i;_::::':--"

425
RECOVERY, AVERAGETURBULENCE, AID DISTORTION VS. FAll FACE NACH NUMBER

CONFI6URATION /Z ; READING NtJMERS ;_YIt-I't'/_

FREESTREANVELOCITY - /ao knots ; ANGLE OF ATTACK - zo deg. ; SIDESLIP ANGLE - ._. de9.

P&MA OPERATING POINT VALUES : M2- _ ; REC- .qTt ; TURB- _ ; DIST=

i! ii°

:.--:

FAN FACE IqACH NUMBER

-:-

_ii h :i-.

i_il .2"_ 27i

N

g1 i::!:i_i

::_

".i :..A i::

-" : -L:"

!i ....

XT.II

..i:

---r

R'_:.

:':::

%:;I

:i

::?_'

.i!

i.i

111

..:..-F

!.... i-!-

i.:! ':--=-

ii_i i-:i ?:i

!°"L:.

:i . !i

:-i_ ...,!i-!

...... i

o. _ t ;_:_

::." ?i?t ":i

::::1 :::i"

.... ;::;f .

'2::J

...,!!!i::il

!!!]!!!I:iI ,

.-, :i-i

-_-_ --Z..

_---_. _ _,,-.

:-:T:__gi........ -

:i;!IV: ....

:.:I . ; " )t

..... :] -:

.... I......

. ; : : i :

I

i-'!ii!,i I :

:.i:! : _]

•":"_! : i

.li.I !_ I : '

....i::::_-.i i._ i

:.vi-_I:-:ii!:- ;:_

_ii_ ::;_'i;'

• !

=.!t2:1:' I! 4i!i!::J

". I I

.......... , .°

v

426
IECOVERY, AVERAGE TURBULENCE, liED OISTI_TION VS. FAN FACE NACH

CONFIGURATION /2. ; READING IIUmERS

FI_ESTREAN VELOCITY -_ knots ; M61.E OF ATTACK -, _ Beg. ; SIDESLXP

P&MA OPERATING POINT YALUES : M2- _ ; REC- _ ; TURB- _ ;

FAN FACE MACH NUMBER

NUMBER

ANGLE - o de9.

DIST-

" ; = i ]

i_5 :=:l:i-: --:2

....... I .....

.... -4 .......

0 i::i

.:: .... _ ,

• t -

I

...... t::F=

..... ! i --

• .. _,-.:If :

. ! :

i "

r: :: !=i

ii ::::ti:ii::

: : !;i::]i!i;

i:i

"] i •

t

J _

] t

: I

i I:

iii :ii_iii:t::_

iii _i;iti::i[:i

...... _ ........ T:: =

io, _ 7 ::::

_.:: :::: :::..:..::: ..... ::': . . ::_.:

:::: ...... ./- :::.: IL:- .........

I:'.C :t."_ .-.T" :.:" " t:t ....

!!_ _-i_i_::.-...:_-_:.-t = ii! !-il :_:

I ....

:::: :::: :':: :':: :::1 .... :L" .......

_:.::-:!_ _:-:_-:i: :..-_t_:-:i .'-it :i::,_iii:

i:..-_--. !::: "_: _--=:!:::t::.-, -: _-_i!:_

-":_."_:-_::i-__....._:::-.--.........

_, _.i:.:il _::!:_:-!::: :.::.

__i ili iii !_ _:li!_ii::._i:::i:

!:i;_i!: i:: i_i I!!::::li_i:._:_L::::

_0_'6:_ Io"::_ ,7 iii;i!:-

427
IIECOVERY, AVERAGE TURBULENCE, AIID DX+STORTZONVS. FAN FACE 114ACHNUI_ER

CONFIGURATION Iz _ READING MINERS ,,_

IIIEESTREAN VELOCITY -_ knots ; NIGLE OF ATTACK = 70 deg. ; SIDESLIP ANGLE = _ de9.

P_dA OPERATING POINT VALUES : Iq2= 0.53 ; REC,, .ct51

FAN FACE RACH NUI4BER

428

+
ILECOVERYoAVERAGETURBULENCE, AND D_STORTION VS. FAN FACE NACH NUIqBER

CONFIGURATION _ ; READING NUflBERS_

FREESTREAMVELOCITY .Iz_ knots ; ANGLE OF ATTACK - _ deg. ; SIDESLIP ANGLE - .__..deg.

PJ_A OPERATING POINT VALUES : M2- _ ; REC- _ ; TURB- • o3......._._; DISTFAN FACE MACH NUMBER

429
IE:COVERY, AVERAGE:_ULENCE, AND DZSTORT]ON VS. FAN

CONF[6URATION _ ; READING NUNBERS I _zFIIEESTREAN VELOCITY = _ kaots ; ANGLE OF ATrACK - llo

PINA OPERATING POINT VALUES : M2= o.sz ; RECNUMBER

430

v
ORIGINAL PAGE IS

OF POOR QUALITY

_ _ 11mULglC[ VS. _INL[ OF ATTMZ

Nm I_qa NItTCllA/Itlq.OU, FAll FAC[ Iq4CXilun[It o o.s3

IqMTSllt[m V[LOCITT * .2_ Imets_ SlO(SLIF NIGL[ o _ deg.

COHFIIIUIUtTIN: _ /2_ _rl¢ltlPTlOM qo'ag,'oo_ I,'D " /xX . 4

me'

t.88

0.84

0.80

O. 76

0 _K) 40 150 O0 100 IZO

tl.06

J oo,

lj °°-

O.O0

| _0 4O 6O I10

OIlU.E W ATrJi_ -

100 120

_-- 431
ORIGINAL PAGE IS

OF POOR QUALITY

IImSIPEtT NI8 _ 11JRBUI.EllCEVS. AIIGLEOF AI"I'_K

PIMIk I_lllO MTCII A_RF_OId,FAIl FACEHACHNUmER - 0.$3

JqtLrt3111Emt_LOCII'Y • _ liners; SIDESLIP ANGLEo _ deg.

CONFIEI_TIWI: 8EOR 7.._2; IR3CtItq'IWI _#'J_r_, _) ' _x - 4

ij

V

t_J

0.88

0.84

0.80 V

0 _ 40 60 80 100 120

0.06

S.O0

AIILIr Oqr ATTaCl - hm

:::::::::::::::::::::::::::::

;:::V::3: : ;:-I " : ;":1

104) 120

432
DISTORTION VS. ANGLE OF ATTACK

P&WA F-lOO MATCH AIRFLOW, ENGINE FACE MACH NUMBER- 0.53

FREESTREAMVELOCITY -._Q_ knots; SIDESLIP ANGLE -_degrees

CONFIGURATION: NUMBER JZ ; DESCRIPTION yO-_toop _,_ : n_=_

!

._=

2

,_ O.ZO

0.10

_.-!-:---I--:--J......I........ I---.: ........... __::_L ....._............ .;....,.:.:-._., ......,.....

: : : | , : " * : I : : " : : I " ', : "

0.30. ): _ _ i"_ i _ _ _ : i ' ; : '

": .......... " I ........l.. .,;--. L :-- ;.-.. .-;-.... _ -.--: I'" ";" " ' I' - ...... I.,-_._ .... "'; ........ ;'"-]""i""'": , : I, ....... _ .

................ .._.__L..._ ---F.:_---!_:--i ....... _....... •--;L-- _...... ::F----_..:-i ....... .-_--- ---:

i _-: :-I: : :i:T:I: : .I ! i I :_::iI!i:i:i:! .::i':: i:_i!i:l _: !.I !: ! :i

':-.--T:T.:: ;:::_::;:.;;::L:::,: :i_:::_TT_-_:"I-ZT':'",: _" I:::::!:!|:::::_:;:

!! "::F-T J:::::!:::: " ::: .... !:" " .... :.: I:: :/:: ' :i "

.................... t .......,....................... ,-.:....-..t:::i:::

0.00 ...... i ...... ;"', :: _ :T______

0 20 40 60 80 100 120

ANGLE OF ATTACK - Degrees

433
ORIGINAL PAGE IS

OF POOR QUALITY

IIIC011BY MID _ I_IIIR.EIICE VS. Mill.( OF ATTACK

PEA f-lm tml_ll Alltlq.0V, FM FACEflACHW.IIER • 0.S3

IquEI_I1WJIII1R]LOCI_re _ liners; $1KSLtP /mILE - ___ 4leg.

C011FIaUIIATllmI: _ Iz; tt3ClIIPTI011 4_°br_,_K,,_. _x - 4

v

v

kJ

IE

0.84

0.00

O. 76

0 _ 4O 6O I0

0.04

0.00

40 _ 80

i:---.-_--:+:

100 120

434
v

RECOVERY,AVERAGETURBULENCE,AND DZSTORTZONYS. FREESTREAMVELOCZTY

ANGLEOF A1TACK.___o OEGREES

SIDESLIP ANGLE ".__.O__DEGREES

PlddAF-IO0 MATCHAIRFLOM

CONFIGURATION:NUMBERJ2.; DESCRIPTION HO" _ _e _ ,',x., q

me

W -" "

,,q

me

I,,a,I

:-:0. O0

,.......... :_......-..I..:.;::_-.._ .., _,.I.._-;---....._ ..,.::.--_-_-_.--,:---I: _,---.'I--.._.__.:_._ ..........

:i

J:.:--: ::::L.: .:: .::.' :2"::: :.!:::: :" !!. :: 7,:.';:_ : " ," _ _ I

:_:::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::: .--_.:_-_÷.':_÷.-_,= ...:--;..........

............ _........ _...... _ ...... , ...... _...... _.................... _ ...... I.. I ............

_._- ..... i_-:l--:4_:_-!_-:'I;--:1;:i:r:"_.iii!::::]--__:__-!:::_i::d_.:_-:!.l: ::;:i:i]i-:._:-:.i._ :_;.L:.-.__L.........:

:-.,-.;.;....::-_::::.;::...-I-.:::. :_:l ..I.....,.I.....::...............

.................. i__:l ===================== _..__:_I:__.r.._. I........ _ _.......................... ::":::':-II:I:............. ,................................ I::;:....... ............. -'....... :

:':_:':::::_'::::::':::":":;':::!F:d!::: :::'t_'."li::';:::l"-:::':;:::::::I "':::I':':;:' I" " : ' :

:::::. " :':::" " _"" ::'::'"'_"::'::"" :':"_": ...... :: :_ ::":| ....."_":" , _ I : ' - ::I

I

"!_'................... F _ _ ........................ I I:_I I .................. I ' ....

: i::!:i-i_:- : i-::-.-::.i:!_P:;-:i::_:::I: _:__i_:ii_l:Pi:':::P:-i_-_::':.i_:_q_-_i-: F::_ ii : I :+--

I_i:_i_i: :i::.!:::i: I::_:!:_:_':_:!: :::i!.... _-_[-i_=-i.:::_:::l :!:.l . I : '- .... "

--:_....... ;- ..... .:-:_ ..... _....... ;.:..... :l!_l:::, ..... _ ..... ;:_.: I ......... : • :

...._:-$.;"_-- _ ] ,....... ,,,-* :1-:;1: ,. _. :t.:_.:l.:..':-_!-.I::............

-'-":T..................... :'--:-.':.'=..... -:_ :--:::-: .:-:: !'., :L" . :.r! ...... ,'_.--- "--:- -_--

0 40 80 120

FREESTREANVELOCZTY- KNOTS

435
=

-_: -J ..... ===: =',-__-=::b:. =-. -_ ...... --==:.-..-.==.=_==.....-. ==.-_..:_-=_=- -:-_-=

=..--I,..... " _o

F _ ] --:i;,;i:i_l:_ii_:.i:il ;£E_i i_:_i:iifi_E;iiii_;i_-iii:-!,:-_b¢ r _=;.

r - i.;=-= L. :=: ...... ;: .= ':= .:;'.i : ::::L_:-4:;:-. :=i7- == ...... i-==:;: ........ ....

....... _ : .... - ........ : k=..................................

..... , ...... ,, .....t, ..... ...... ......t-L_-

_"-*':," _ ........ _=--==:: ...... :=; ==i_-----=--=.-= :-=::-=_.--i=: ...... =.--. --:=--:== ......... }- --

' • : :::_f:; : 7:::- -:;_:::_:_:::!;:: ;::::: ::::: :i:;:::t:t:i::i:::::.:;:7:, ; -1 _ • •

: : - -; i:_.- ----r'; .;i!i ;_i. ii ..... ii;."=i i iii.;.... _i i .q: ...... _..E i__ " .;i "- .... _:- ..... i •

o ...... i ...... ::!.::=: i:_:.......= .:_:=_:: =:_:::::4= =' : :_::....::_¢:L:::¢:-:::. ::[:. : .: I

_' _ .... _ ....... :: t i 1 ; : i

.- ._ '_ i: i ¢-:4--4 !-+=-_-i----,---y-:-w-_fi - _ +

! ] t ! ! : i : I L i _ :i _ i : i

-I_ _ : ..... T ! t-_-T-7--iF { I :1 : t :1. :: t : t : [ : ! _- 1 .

...... -+ i_ : : :2' : ', ; :!, ! , ::......:L. :.::i:: ::: i_l ...... i -=-----

_ l_"

I_ v I_ i:: I : ' ;

_'_'_oo_" _"_ _-el:-_=.-_ _+_-.-' ' : :l:s:!::] : ..L..:' z_.._ ,__:i.'::i! !::.::.!:_... "'I.L_.:" :_ !i ::.. i=i'::'i:; . :!::::I:::.! "'i"........: :':'tt'':':" _--:--:! =. _:............ :''T __.__l--

i,C_3U.,L$33 id.,d[.Ld )/l_D:::) (:) LL¥ 1$d )

436
..: c; c; c; c; ,_ c;

437
..... I :: !: i : ! : :il'::-:! ::_ t -:r : _ :

'_ ........................ "---:_t ...... "-: ....... I.._,,L....'.._- .:._,._.i --:. - _ - ,.

e :_..-,, :__!!_:-_:._.._2_!_,:_.!_.._!!!a_!:_!!!!!!!!!_-?._:_=-!!!_F-.:_.::1!:::_+_,- ._:•

:_ ]- : :: . : . ;:::' :!-:_::::: ...:-.: :.:.:::::: .::::..:_ _ : : 8

".._" ,_," ,4 !: t. j :i !i-_ _ t :! L :i:{q : t:.!::...: [!:::i i i ----- .... -

I : : " :: : :: : ...... _::::/:::: :: t:':': :: ::: :::':b:: ..... "-: :-':-_ -':_ ......

_ _,, _ _'I -- -

it. --" w _. ,___ I_ i : : i:_!-4 !! .!!::: i!!:ii:-:i ii::!.:÷:÷£.;;GLii_i;.-:i:}.-:.-.i_':ii i-Ei:-.--:ii_ii:!-i !'i-_4!i !i_ii !i ::!:_I:-: . ii::: : :::t: : :

_ _ _ I_ _._;:._,:_. "--: ........ : ...... ! ........ t ......... "'-i ............. *_..... - ......... t ........ ".... ._z;__.___. _ _:_._ -:_:___:

_'_ I/_ I,_ Z t_ _ " : : " t: ...... : '; : : ......... :.-;" ":': "" ......... .'_ .... :'_ ................................... .-"-"- "-"- _,. .......... ,...,,..................... _.......t............ _..._.. _._.......,................ t..-_............

"_ _""__"'_'1' _ _" I:: [ I ::: !F: _ .+:! : : ::::..:,:............. :i _£'."--_!."_ ::_. "'': :_:-::._::":: ;i'_- :'.--':F:: ::::::::::::::::::::::::::::::: - ::::_ .... : :--

o _ ,'," _" _" _ - " ,.... ,- :-::.::::t:i--!:i. ::-:_:: :t :r: :._._ : _ _: .... :

L

438 "_
COML LIP EXIT RAKE TOTAL PRESSUR_ PROFILE

TOTAL PRESSURE RATIO VS. RAKE HEIGHT RATIO

*

CONFIGURATION: NUNSER_L_._; DESCRIPTION _'o" _>eoop L/P ; _-

I_R-EESTREANVELOCITY -._._k.ots

ANGLE OF ATTACK -o_9__degrees

SIDESLIP ANGLE -o.._._degrHs

ENGINE FACE NACH NUMBER- • 55.._..o

1

H- 2.870 tn. ]

I

H

m

.e1.0

_-:': ....... ::::::::::::::::::::::: :::', :::: ::::'_: ..... !:=:i :: "::::'] "::!::: :1:=:,::=--t:::_== :=:"*=

::::::::::::::::::::::::::::::::::::: ii_:.!I_i! ::::I"7:': :::::::::::::::::::::::::::::::::::::

0.4 ;:_it:-ii::i::::tiii!:i-i::::::i'i::::::i_:_i:,_[_i-_ =:_:-: ::..._i:::..--_:_::_:L:::_

.,,,i ...... _ ............. :..--r :'.:: .................. .

0.5 0.6 0.7 O.

(PT_COI_./(PT)FREESTREJUq

439
CON F%GURAI'ION:

COWl.LIP EXIT RAKE TOTAL PRESSUR_ PROFILE

TOTAL PRESSURE RATIO VS. RAKE HEIGHT RATIO

IIU_ER /z; DESCRIPTION _/_ ° _oo/_ _//_ i aX-_/

FREESTREAMVELOCITY -_knets

ANGLE OF ATTACK -_.Y___degrees

SIDESLIP ANGLE -___desrees

ENGINE FACE NACH NUMBER"

H- 2.870 tn.

hCOWL

...... "._... ,.'. .............. , .................... _..; ',;: ....... :.. *....:...j....; ........ _-_.

_ ...... ! ............ ; ........ ,..:: :':1'1"l-'::: ::::_::::I":':'" _:'::; ::: 4".:::: :::::::::

::::t:::::'l :: t : I :::::i" t': ':'" '"_ .................... =....... ]":"

0.4 i.;.:i_-iii:!ii-!ii!::i:i ::: " _::;:: .' ........ ' .................

...................... i._:i?.::,ii_ii::_::i!::ii:j&:i;i!_:-"!id0,2

0.0

:-_:-:-:.:i!t_tl-r--.! !_i!!_

:: :i-:tii::t::::i;;:i :ii:_!?_-iSSi|!N

O.S 0.5

_iil;i_]:_iiiiiil ;i:iild_,,ii:il;'iiiii_il ti:_d_&i

0.7 O. 0.! 1.0

(PT)COtlL/(PT)FREESTREAM

440 "-'-"
CONFrGURA_ON:

C01_.LIP EXIT RAKETOTALPRESSUREPROFILE

TOTALPRESSURERATZOY$. RAKEHEIGHT RATIO

_le_ s._2; OESCRZPTI'_ yo" D_oo_ z.J,- j

I_EESTREAHVELOCITY-8Okemts

ANGLEOF ATTACK =-,__degrees

SIDESLIP ANGLE =--Q_degrees

ENGINEFACEHACH_ER • .53.._.._o

t

H- Z.870 tn. I

I

H

he(M" l

o

t.)

J:

:-=V:: '.; ......

:::;:::: :::.:[.:::.....

:-_.-. .... ,--_ ......

O.Z ===================== ....

I;::-';:::T::=4::::I

o 0_!::i_iiiilii::t::!!_

0.5

i-.:_-_:_---- -;:.:!iii ii i!ii-_ii ii_i

........... " .... I.-. ":..[-...J.'..

.;;.;:.:, .:.-:: :::::::::::::::::::::::

-_.:{-iii ::::

., ----..i.i]_i.:i:_:]_::l.i!_

.... ] .......

............ liii; ii

:_.-::: ::.-: ::::::::::::::::::::::

........_::.i!_ti-!-_---._t_

•:i::_fi!i _4f-ig(iii::I_i_(;_iii_!

.............i i....

:::._:::: _.:,,"

::::;:....... i......i:ii:i:].:::ii:ii

-_!'.-.'_ :::_ ":!it_._-,::::;:::"

0.6 0.7 0

. :-.,.l....'...-l...-, ....

: :::.: :::: .:.;:;::

...... t--'-u-' _ .'_ ....

ilillliL :i/:i_;i]::il;:.:-_

:_:::[::::;; , :. _ :::[::::_.;:::;

":_';'t:: . :";::.l_" :': ::i

0,9 I,

!!!!!!!:!I!::_!:!

........ :::.,::::

:::::: : :: -

::::1::::

0

(PT)cOMI./(PT)FREESTREAR

441
RECOVERY, AVERAGE TURBULENCE, _ DISTORTION VS. FAN FACE NACH NUMBER

CONFIGURATION /3 ; READING NUIgERS //_.._1_i,_.a_.7_

I_ESTREAN VELOCITY -0 knots ; AllELE OF ATTACK = 2_ deg. ; SIDESLIP ANGLE = _ deg.

OPERATING POINT VALUES : M2- o,5__._ ; REC- _ ; TURB- .oze ; DIST=

V_

442
IIECOVERY, AVERAGE TURBULENCE, AIID DISTORTION VS. FAN FACE linCH NUMBER

CONFIGIJRATIOU _ ; IIF.AIMI_ IMI_'RS

FAN FACE IIACH NUMBER

-_ 443
RECOVERY,AVERAGETURBULENCE,_ DrSTORTIONVS. FAIl FACERACH

CmFIalRATIO4q /.L ; ItF.A_I_ IIIJmERS /"/?¥-/Y_

FJLEESTREANVELOCITY• _'_ knots ; ANGLEOF A'il"ACK= ,_ deg. ; SIDESLIP

P,&MAOPERATINGPOINT VALUES: R2, _ ; REC- _ ; TURB- _ ;

_i..... ' '-:-'.:_-::

|

FAN FACERACHNUNBER

NUMBER

ANGLE- __odeg.

DISTEE-:!:; _-::;._:_. i:_-_i:-:_-

......... :_y_ :- __-"....

, lh -_

::::":':i: " ":-::

.-,::

:..--7::::-:7: :_.."

-:::i:-:: : ...-::

....... !...

::-7.--_.:.:_ : -

:!i:]::- i_

.... I

' i i

: .::::L :

t :

I i :i

::i ':]-7

n

v

444 ----_
rECOVERY, AVERAGE TURBULENCE, MD DISTORTION VS. FAN FACE MACHNI.I_ER

CONFISIJRATIOR /,3 ; READ]NG NIJ_ERS

FltEESTREAN VELOCITY ,. ¥o kemts ; ANGLE OF ATTACK ,, _ deg. ; SIDESLIP ANGLE ,, _ de9.

Pl,,lIA OPERATING POINT VALUES : M2,, _ ; REC,, _ ; TURB,,, _ ; DIST,,

!

FAN FACE IqACHNI,mER

445
tECOVERY, AVERAGE TURBULENCE, AND DISTORTION VS. FAN FACE RACH

CONF|WRATION .L_ .; IIEN_NG NUNERS

FIEESTREAN VELOCITY -._ knots ; AllELE OF ATrACK - 7o deg. ; SIDESLIP

PWA OPERATING POINT VALUES : M2- _ ; REC= _ ; TURB- _ ;

FAN FACE l_CH NUMBER

..7 '°° '_--

--- ,..

06::-

N 5."

I

"-:-=._-:i:i l::.:

_._ss

| ,_

_:"...._"- -.:_ i-_

:: !.. " :.i

' i ..........

;:!-!

k-

__L0.7_÷i

/[ ;ii::i;_.i

::::-

ili :ii

J

!:I"_ :il ii

446

NUMBER

ANGLE - _ deg.

DIST-

....1___ _ _

----.-- :.:-T:::_ _::_,.:._.

""'1"'- _ _ "1- "

-t " ....__._ ,

..j_ , ,

._:_-: .....3 .. _J.._J....

i ii J _ 1

I: :4

I i :

:.: _ ,

"'"" "' "':f::'l:

J

v
REcovERY, AVERAGETURBULENCE,Alto DZSTORTIONVS. FAN FACEHACHNI.flqBER

CONFIGURATION/3 ; RFJUHNGNUNBERS

I_EESTREANVELOCITY -_o knots ; AllELEOF ArrACK - _ deg. ; SIDESLIP ANGLE- __odeg.

P&MAOPERATINGPOINT VALUES: H2- _ ; REC- _ ; TURB- _ ; OISTFAN FACEHACHNUHBER;_':_]: :[

..... -I .....

:-iV-:_1 ::I

211I" :2

:_14i]:.-i_ik:l : :

........... ,T

:!::.-F_:!iit i:i:ii_

:'::':i:-" i-'- i "j

: • . . •

'i

i_:ii!::] i

..... l ', [ !

: :'=='1 :,,T: =

L---L[::

0.72

"2 : :2:=

:::. : :

i_:- .-'.-

]..: i:::

""; T;;:

ii_!:-ii!

!i!-:.::

;0,7

:- ,: -.*:

1

:i.

!

::::1::;:

:!:: L::::

;.: .12

!:::i !:!

::o,7

ii:_!l!::

_-2-'i

!i

ii!]

:_-i

ii:

i:::

!:.i

:-!

!2

i:

!:

.i

i!i!!i!:ii:i k ̧, ̧,•

:;::, . ..-, i:::

-T..._

-I!:_!!

:_]:i]i

I ....

N

: :i" ":-

I :!i

:ii;

!.:!

i :

!1

:ii

i:t

l I I I + l

i= :I i

I

: - :!:_

: I [ _ ! l

447
IIECOVERY, AVERAGE TUUULENCE, ID Dr3TORTION VS. FAN FACE PIACH NUMBER

CONFIEIJRATION /3 ; READING NUNBERS

FIIEESTREAN VELOCI'I?f ,, _ knots ; Nlt.E OF ATTACK ,, LL.£ deg. ; SIDESLIP ANGLE ,, _ deg.

PIMA OPERATING POINT VALUES : M2- _ ; REC,, _ ; TURB,, _ DIST-

---. :::.: :.:: :i.-_:_-:

.... NIL":-:

igiiii::;2i ;. -::!:ii

'_i! L_"!i-. i.: :ii!i':_

......... /::!-

......... i:iii

ili ::: ii_: _]_

:..5i- L_.: i! i:illii

p

........... I

_ 6

' : .;: .: :.:

FAN FACE NACH NUMBER _ ::;::!:

_J

v'

_48
RECOVERY, AVERAGE TLNUIULENCEo AlO B)r.STORTION VS. FAN FA£1[ PIACH NUMBER

CONFIGURATION /3 ; READING NMERS

FIIEESTREAN VELOCITY -.,_ knots ; MILLE OF ATTACK - _ deg. ; SIDESLIP ANGLE

P&MA OPERATING POINT VALUES : Plg- 0,,.53 ; REC- _ ; TURB- _ ; DISTFAN FACE PIACH NUMBER

"i

.... i

--_-:

ill "

..-

_..

--r

-=

;:iiii!iii

i_ _-:::....

"- ,'-"1"" "?

:{!;.1:!_t

'::!tii!i!] 1

• .9_ de9.

-lI "T=-I

i .....

_. _--_

_; i:i __:i

i.- :[i i-:

.: i:] - ' [ .__.j:

":'T" : : r

_i :!!]:.!!:

:_?i]_!_ -:: i

::.:.!].:/.: ..-:]

-:-::]= .......... i:

:" .................. r

,_ []_]_: ]_][i]][]i:1._:

..... I '

!i:il: ][[!:]i!::l

i_iiiiii :::ii::-

::::...: ....... _..

.-_-]_;:.i_--F.-_I

449
IJECOVERY, AVERAGE TURBULENCE, I DISTORTION VS. FAll FACE RACH

CONFI6URATION _ ; READING NUNBERS

FLEESTREAN VELOCITY -So knots ; ANI.E OF ATrACK - 2_o deg. ; SIDESLIP

I_klA OPERATING POINT VALUES : N2- _ ; REC- _ ; TURB- .ozo

.J

--.

2

?"

2:

g

L-

-!.

-T

g_

.o.

FAN FACE MACH NUNBER

_T"

:-._- _=-

._

..... ?

__L_'.

,._,:

E;'- --_:

!-E :..:_i

:=0

!?- iiii

LT::_!

: L.......

=:.-:_;:.:=::=r === .:_2

ili! i_ "J-. .:.?i; :i!i !

-!_ ii.-:= ...."is!

:="L_]_:.:= =_iii

::! ::: ::= .--:: ..-.i:-

.......... ._.--::-._--

_ _ :_-_...._:=t _!

.................. I. •

q

.... -!

-=" _: -- ..:

....... ,

!1-[ i_, :i

_';i ' _

.,.J

=:_ .... !:.!i!!_I:-_:

":_I ..., ....

!._ _ .....

i2_il; !!!

o.!..I_

_-._.._

450

NI.II_ER

ANGLE - _ dog.

DIST-

-..=_: .... ---I_--- .... :::-_'-

"_]_--i ' "J--

.... L.

!_-_T-_:_ :_:'-

_ g .!..

]i_'_ ...... _I-: i"J

- _ _ : !

" i::.

L..LLI :::{ '

.i i :

.... i :- i

• I I

i_ ,I

!!T.!:! -i

!-!I!! !-il

::]: : :t :1 '

!:1i:iI

" il

i iii1:i,iit

v

v
tlECOVERY, AVERAGE I_IBUI.EIlCE, /IBD _TORTIOII VS. FAN FACE NACH NUMBER

CONFI6UlLATIOII _ ; READING NIJmERS

FltlEESTREANVELOCITY -9o knots ; ANGLE OF ATTACK - _. deg'B;R- SIDESLIP ANGLE - o deg.

Pli_A OPERATING POINT VALUES : 112- _ -, REC- _+$e._ ; TU .o20 ; DIST-

_-_ 451
RECOVERY, AVERAGE TUIWULENCE, MD DrSTDRTION VS. FAN FJ_E NACH NUMBER

C_NFIWRATIOU J_ ; RF._ING NIJIIERS

FI_ESTIIEAN VELOCITY -Bo knots ; MGLE OF ATI'ADK - 70 deg. ; SIDESLIP ANGLE - o__ deg.

I_A OPERATING POINT YALUES : N2- _ ; REC- _ ; TURB- _ DISTN

FAN FACE MACH NUMBER

N#

,, -_

= _=_=.

= _-.__-:_

.-_-../-_

,.-" ....

iO.l :=.

[i ...., i::- i

-..-I

..... ! "'1 ""

i:.4:_-t _iiliii

I l

iii -,; iii

:!

" ]:: l--r

-.°. N

;22

.=_

F: "-:' , ,

....... ) ° "-"_-

• _

:--: -.t

J

• I

.... _ -;---

-- _ :i-t:! .. :i-,

..- ::. -. ii: : ! t

t

._. : :: ::_

g iF: :::i _ii:::]

ii ii

:: :: . .- :

," |

.......... _.::.! ::. !::.

452
IECOVERY, AVERAGETURBULENCE,JMIJDISTORTIONVS. FAN FACEPlACHNUMBER

CONFIGURATION__ ; READINGNtJIQERS

FItEESTRENqVELOCITY- 90 knots ; ANGLEOF ATTACK- _ deg. ; SIDESLIP ANGLE- _. deg.

PIiMAOPERATINGPOINT VALUES

I

!iii:;:

-= :_==

:::_0

:!:_222

i- L=_

• ..r ....

yg!ili_i

_o

ii;_:-21i? Ti'- ii_i

!N-io

!"-::i?:[:!

......... ! • _..

.... ,.o.,

.,.,,r,o,.

; DIST- .n_

......................+:4t .....

.... ::__==_-_=::

"-'1 ........ "[-"!T::L '! i : ::

..................... .........i'?i :::::-?E ....::'_t .... ?L::t '-: -::: :_'[ : :i_-

........... ,._. J ,.

:::: :t" "" .... . "! ....

"::7:':: ::::::..-t:. : T "1 " I "

I "

.......................... ! - .

....... :...; ..... ;. .

t!ii .......... [::1 ;: ;';;

i::T_/ii-i::[ ::i[iii:[; :I: I _,

.:i......... ...... [i:!£!_!i ::!, ' :

............. :I.:: . :t :

_;0,7

ii:: ..i .:iitii.:: !ii _:-_l :/i: :- _ :

"': "

:t:i !!ii ..i: fiiLiii:t , -

::i?-ii i_)_ _i?L: _T: , t "-: :- -

...................... i....i

:=:.:: ;=.=: :=:=:

;;;: t:tt ::::

;ii:-!i!i ::-i

_:i- i?i! i-'"

_ii.-:iflt :::i : ::t[ .....

i!-- :::: .... ::::1 . :

: :;.;. : : :.: ;::., ....

!i!:[_ii- :i-:i::

453
IECOVERY, AVERAGE TURBULENCE, JMID D_STORTZON VS. FAN FACE MACH NUMBER

CONFIGURATION /3 ; READING ItUllERS-_

FILEESTREAN VELOCI_f -Bo knots ; ANGLE OF ATTACK o _ deg. ; SIDESLIP ANGLE = .Q. deg.

.2::.::: -

......... l ,-

DIST-

.... _ -

...I, . "

i_ :iii; T i

[::::lii:il L:

,I...°1.._

_;_'?L-L> • -

!7:.i!i!:

i

.! .

: :11....

:l .

0.7

i; ?4;:

El !:

!!iL_!iLi=

, .! .....

;.o.7!

ii iii_!':!

iii::

!! if:. i :

tlii :: i1 ;

. ;I:

, i I

i:: I i '

i- t!

_ !.li i t

F_.... i I : i

>i! ,

r...l t ,

:::.... :i]r .... f: , : :

-:-$.-;-i ? il4-;it

:=_ :-_: 'I _ ! ii

71 i?i ::T:: : ti: I

454
rECOVERY, AVERAGETURBULENCE, AIID DISTORTION VS. FAN FACE MACHNUMBER

CONFIGURATION 2./1. ; READING NI_ERS j.q&Z-/_67

FiIEESTREAN VELOCITY -/_ knots ; ANGLE OF ATTACK o _ deg. ; SIDESLIP ANGLE - ._o deg.

PI_A OPERATING POINT VALUES : M2- _ ; REC- _ ; TURB- _ ; DISTFAN FACE KACH NUMBER

455
RECOVERY° AVERAGETURBULENCE, AND DI'STORTION VS. FAN FACE I_CH

CONFIGURATION _ ; llEJU)ING NUllERS

FIEESTREAJqVELOCITY o _ knots ; ANGLE OF ATTACK - a__o deg. ; SIDESLIP

PlddA OPERATING POINT VALUES :

456

NUMBER

ANGLE - ._ deg.

DIST-

--_T '1 ,-TI ' i

= i:-|..J-I !-

i_i_:.l i I i:: --si_iilr_i_':=tii_iZ

::::|H:: : ;. .

4i;_J-ii?4 i: I i!il

• • I

i ' !

: ! I I

= I ! : ' :

1 i ,

::_ I i i I

! i : I : i

< !i:/.i i I

: ..... t ,

; : ' t : ;

-:_:: i ' : !

ii!il_!i,,:ii i ! i

!

_1 i t ,

q;;:Tq T:!

.!: I t _

.}i ' '

i: iI_ i
IHECOVERYoAVERAGE TURBULENCE, JMID D]'STORTION VS. FAN FACE NACH NUMBER

CONFIGURATION _ _ READING NUMBERS

FREESTREAMVELOCITY o _ k_ts ; ANGLE OF ATTACK - _ deg. ; SIDESLIP ANGLE = _ deg.

PIiMA OPERATING POINT VALUES : M2- _ ; REC- _ TURB- _ ; DISTFAN 'FFACEI_ACHN_ER

_:-_i_i_ -iii!_it_:i

_. :_ "___- -_ i _--

-i! 7 ::!!i:_!

_! --_ FTffir_:i :::: ::_ii:

:7: ',

_

?_2 iff_ !!E F:: ::ii 2J_2ib72

I

27_ b:.: . .

_i !0,7

':'ii_i::i::ii::i)__i::ii:_Z

_.2! E-? iJ: :i.i ZiZ:i::! i i

....=:2"_!:......:::it iE_, i ii •

i!f4ii!!':T!:_i!!:i::_i_Ti

i.-'_:::_ .

:::: ::.; :.: :t: ::'1 . . i}i

i!.:i iii_ 7E '7;7............ ,:•--.' Z_

T! • •--q--t_7 _-. _

I i .... ]:;" [.:_

[ii I _ ::

_..., ......

i_i -(:::_t:!• !!!

!!] , :, - .:

.... ! I ......

.... • . -°-e .........

: -7-

" -T.

[. : .: .:

': .:

-- , ? .... :

..... !

...... i -

"-i::!:: ].L.

;':2: :'i: " T!:.'t:: .... .::

":':':": ..,T: ....

::;: :::: i]]t:iiii:.:

::_: F_!T • : . ..

.':':::',t::" m! " i " . :

:::::::": ::.:1::':I :: :: :

rfi!ififi ......... iiii!•i: ::_-

:: :i::! ) :

r.tt:.l : :: _ : .:

.....:]iii,:.: i .....i i:::

F_TTI-" 1 !:-:: _!::i_iF.::: ..;., I . :: /

.... iiiii: '::) .-!

......... "

457
IECOVERY, AVERAGETURBULENCE, AID DISTORTION VS. FAN FACE 14ACHNUI48ER

CONFI_IJIIATIOII _ ; II_M)ING IlUmERS

FI£ESTREAN VELOCZ'r't - _ kMb ; AIIII.£ OF ATTACK - _ deg. ; SIDESLIP ANGLE - _ deg.

OPERATING POINT VALUES : M2- _ ; REC- _ ; TURB- .oz7 ; DISTFAN FACE KI,CH NUMBER

!!

+-

:::|:

I

:.._ :"-:.J:"

°--t

.-.4

:::I

!+: .. _t

-i 12!

(;!

:;: :2"i:

.-; ;:__:

iii ::i::-:+

•::': +++5

++:+-+

+

i

.+-.:

i!!i

_-+.+

iiii

;i

:.-+._

:!-

;::;

_+_

+1

+i .. -¶:

-i lL! _

_-:._=:

_a.o

:::4

::iit_iii

::_!]:i-!

!-+!]i:

.... !ii:

:!:?!'::

!iiii?i" +:

....

,-...4.

'+ !:

_ ...----.._

+.,

.Z i ',

, :;+;

i _ !

:.l+:::t:i: :-:. :. ! i

_:1i!_] ::i : + +

!.+-__-_-.! +_.; : i ,

7 t :+ if _ + +

...._!!:.ji:i ii::+_ ii: i

-_ii+:..+_ +__+ ....:i i

• +.

::i_::+ _i i_+_!!I: : ,

_:+-+_:.++_i:_++....... +::++

i+-_!-:_::.::++!i : '

-!': +:_iii :!!_ ...... I i "l

.:::::::l:i: .:.: : :: :

7!!!!___ :_: 5:_!I:!i:I!+ ,

_!!i!_+,if:! .:-_ii:_!.:_F:_.I i::]

458
RECOVERY. AVERAGETURBULENCE. AND D_STORTION VS. FAN FACE NACH NLImER

CONFIGURATION .L_; READING NUllERS

J_ESTREAN VELOCITY - _ knots ; ANGLE OF ATTACK.- _ deg. ; SIDESLIP ANGLE - ._ deg. "

PJ_A OPERATING POINT VALUES : M2,,, ,_ ; REC- .,_ ; TURB- _ ; DIST- ._

_ _ o

i]]_[_::]:.][]i]i] 2::

i;i _!) :i:: :_i ::-::i

,=._[]]i:=: ][]]_]i

::.'.1 :=.:=

..... _ il_ ::: ::?!

!!_!ff fi_i i;ii i:-: iig

:i! i.[ . . ::i ::: !::

i! ::if ![ _

?i_-::;i _i::_]:iii gi]:.ii_::

:::_ ....... .i:i

_a:6- ;oz!

::_ i t ii

:::L:_ - !::-_:-, !:

_t:=ii:i_I-ii :::::2 _i " .

:2:: ::i

i--:-: : q "

t'::" :::;_!i_?ii!!':l ...._i_t',:::,_

;_i4;i¢il,:i:_iP

i:-i-_V!li:!:-l_!;:: i

i i_itii t_iiil_I: ',

.. ,. !. ! ! I

459
IIECOIlIERY,AVERAGETUItgULENCE,_ DISTORTIONVS. FAN FACEMACHNUMBER

CONFISURATIOR./.,,,1.; Ill_16 IIUIIERS

4elEESTIEANVELOCITY-_ knots ; MILE OF ATTACK- ;;._0 deg. ; SIDESLIP ANGLE- __0deg.

OPERATINGPOINT VALUES: I_- _ ; REC,, _ ; TURB,,_ ; DIST- -__

-2:2 I---

..... !

..::L:::

-G.-::i ::

_{i.z

:?-_ i-

::': :T:

)i.:? i:i.

-if:

!:.: :T

::.: .-:

))::

::.':

:::R

:i::i i

::::: i?:

::::I

i :

?:f]

h

I

I

!!!tii

.:

:?i I :i

| .......

:--:: .... :: ::::

...| ..........

.:: .* : : ::_: :;:

!

" I :

.!I' !

-! I i _

' i i

t .......

:t" !;

-q :" :

! "I

I i

i!::i

i I

I

! !

i i ::1

t :t :ii

460
ORIGINAL PAGE IS

OF POOR QUALITY

IllIl_T JIB _ I_8ULENCE VS. MGI.E OF ATTACK

leol NATCliA/RFLOM. FAll FACENIkCIIIIIUInER - 0.S3

I_LOCITT ,, _ liners; SIDESLIP ANGLE• _ 4eg.

C01tFIal/IMI'I_II: _ ..L._; IIE_aCItlPTl01l _/o'Lg,_n L,,_ ; _x = 6

V

0.88

0.84

0 1'0 40 60 80 100 120

0.05

0.04

$.00

II M W _ W

 R,[WAW -hSrus

100 1_0

461
ORIGINAL P/IGE 15,

OF POOR QUALITY

_ JIIV[IIAIIE TURBULENCEVS. NIGLE OF ATTACK

IFolOI total AIIIF%.OM, _ FACE IIACH IKIIIIER - 0.$3

Pl[Slltf._ IRILOCITY - 80 Imots; SIDESLIP MGLE = _ deg.

COItFIIIMATltEII: nit /3; OI3allPTIOII _o"/),-o+,_ L,_;" _x = 6

V

0.88

0.04

0 20 40 60 80 100 120

O.N

E

0.04

0.00

462

|
DISTORTION VS, ANGLE OF ATTACK

P&MA F-100 MATCH AIRFLOW, ENGINE FACE MACH NUMBER - 0,53

FREESTREAMVELOCITY -.J[9. kn0ts; SIDESLIP ANGLE -___odegrees

CONFIGURATION: NUMBER t_ ; DESCRIPTION _0 ° DL_,_P L,_ : a_= J

--: | ! | ! l i i : I i ! .z : _: : i _ : i" *

0.30- ' I' _ - : ' ! ! : '

.................... : .... : .... : i _ .......... ,_ .

i

-] !

/

-- ...... :._?:.'-- ,----_- :--'--_-_-:-:---_--:.-.'_--" --: .-_---, • ' --_ i- : ...... ! " _-_,

i,i ,11,1/ I I !_: _ ii:l !' i _ i_-i : i i i

_.'_k- . t .: _L...._*"_. _. ._ .:: : "T' i : i : i : _ : i t :: t : i

I-.. _..._L_::.i:_.-_:__..!:.. _..._..:...l:::-:::..i_ ...... ._....... ! • _ . _.-_. :t..-_: -..

I i t :-! LI : |:!i::i !i.i ::: i[i i ! i _ " i :, i ! :

0 20 40 60 80 100 120

ANGLE OF ATTACK - Degrees

463
ORIGINAL PAGE IS

OF POOR QUALITY

OECRR¥ MIO A_ TUItOIA.EIICE¥$. AflGL[ OF AI"rAcK

Hi leotOONATCMAXRFI.0M, FAN FACEPiACHNQPlDER- 0.S3

IM'nTIIJ_Pl II_LOCITT • _ lumU; $19ESLIP MGLE - _ deg.

¢ONFIGLIATIOli: _ II($_IPTIOIi q_'_r_# /-,;,_; _X- 6

V

v

me

0.84

"i0.80

0 ZO 40 44) lit) 100 120

464

O W 100 120

v
RECOVERY,AVERAGETURBULENCE,AND DISTORTION VS. IrREESTREAMVELOCITY

ANGLE OF ATTACK"..J3. DEGREES

SIDESLIP ANGLE -._.LDE6RIEES

P&WAF-IO0 MATCHAIRFLO_

CONFIGURATION:NtlqBERJ._; DESCRIPTION uc)" _.,_-,,-_ L,f" _ ^_-_.

g

i

0 AO 80 120

FREESTRFAMVELOCITY - KNOTS

465
v

NV':IILL $] :1_'l (.Ld)/I/qO3 ( 3 I.LV,I.Sd _I
467

CONFIGURATION:

C01dLLIP EXIT RAKETOTALPRESSUREPROFILE

TOTALPRESSURERATIO VS. RAKEHEIGHT RATIO

RUINER/_.__.; DESCRIPTION _q" _)_ooP z.,, _ / 4;_=_.

F_EESTREANVELOCITY• 8o kemts

ANGLEOF ATTACK =_O._degrees

SIDESLIP ANGLE = _.2_ degrees

ENGINEFACEMACHNUMBER=

hcouL

1.0

0.8

0.6

0.4

O.Z

0.0

0.7

(PT) CO_t/ (PT] FREESTREAM

___ 469
CONFIGURA_ON:

COWLLIP EXIT RAKE TOTAL PRESSURE PROFILE

TOTAL PRESSURE RATIO VS. RAKE HEIGHT RATIO

NUI_ER /-._ ; DESCRIPTION,, _o" O_ooP L/P I _x° &

I_REESTREA_VELOCITY "___...k_ots

A_IGLEOF ATTACK -_degrN$

SIDESL%P ANGLE -._.9_.degrees

ENGINE FACE NACH NtJI_ER -

°

i

t

H- 2.870 tn. I

/

H

hc_

, i

%U

._--'L:I: :i::::.: 77:::717 7-:_:::: .... :....... ._-:..,:..._...._....: .................. J....... : ........ I._.

1.0 ::::_...... :-:........ ":,'_:::_;:: :":t;::_::::F.'::t........._"_""_"" ...................

:_:...... :_ :::::::::::::::::::: _]_fi;:::_=:_::::.:_:,_:._-_ _:-_-_i-l-r-_.- -_.-_]-."_-_-_._-:-

• ...,,_...,....,. ......... _.... ;..-,,-L ........ _..:...,--L.--- -..--...I ......

_i-:. ':}:i_t::!-_:_i_i!.::_:_i :.!i--I!_:_:::_!_::7::, _:: , :... _::.

:i_T.::................... .:-.._S_iii_-:-_;ii;ii_-_i!_ii_iii:' _i_iii-.-i" __._i--

,., ;:'"I'::: :_r;;-i--r;]-_:: !_-]._]-_i_: -iiiii_

:iliI!]!il_i-;.I_i_._'-_i_'._ r:_-i _ _._.-;i /_-' :

0.0

..-=..:ti_fli]i:._!i]i;ii_i,i_-_ :.'.--_t]_i]l_:!!!._*:-'-::ii-lii_li_i"ii::ii]ii :.::]!_li]]ii:-_E4!_ii-iiiiiiiii__:::

,, ::".:::: !i::::i :_ "":_:::: ., ....... _....

0.5 0.6 O. O. I I

(PT)COt_./(PT)FREESTREAM

470
CONF_GHRATION:

COMLLIP EXIT RAKE TOTAL PRESSURE PROFILE

TOTAL PRESSURE RATIO VS. RAKE HEIGHT RATIO

NUHBER/._...3; DESCRIPI_ON _¢* O_ooP L,_ _ _" O

I_REESTREAHVELOCITY -.__knots

A)4GLE OF ATTACK =__.q_degrees

SIDESLIP ANGLE u_Q_degrees

ENGINE FACE HACH Nt_BER -

T

H- 2.870 tn. I

I

H

1.0

0.8

0.6 %

0.4

0.2

0.0

0.6 O.

(PT) COWL11PT) _EESTREAN

.__ 471
IECOVERY, AYERA61E'llJIB_ENCE, Jim BISTORTZOlll¥S. FM Filr_ NACH

CON_IATIOll ,._.; RE,ADZI_ _

leREESTItEAN¥ELOCITT -_ Immts ; JlllIELEOF ATTACK= z,,._.o(leg. ; SIDESLIP

Iqi&lAOPERATINGPOIRT V_LUES : I_ _ ; REC= _ ; TURBFAll FACEIM_CHNLImER

.oto ;

........ l :;i! r:2! ":*" "t

-°: _i

:-- :-_i[_ _J ::_:!!]

;- igf_i?N -::._iii._

ii" _! ::?ii-_ iii !:!l

I

m

6 _- o if2

:i-i !-i :ii :i2 .-:' -

,'.:':---:.i -_i :::- i_! _:':-

r .....

|::::. ii_::iiL _fl i!_ ._!?[.,:

;:: _!!3 _-_::ii4[iig

_-':ii_ :iii iifi i_::_::::i

.:"7 r::: _

NUMBER

ANGLE• _ deg.

DISTi":i:.::_i:-iii_i.iil .ilj

i:i !!! !_ii !i_ "i: i!:::

::::ili iiii i:i !i::_i::i

_ _:_ _i _i::_!!ii_

i::::_!i i:::::: r....

472
RECOVERY, AVERAGE TURBULENCE, _ BI"STORTIOII VS. FAll FACE MACHNUMBER

CONFI.GURATIOll /'/ ; RF.AD/NG NUNBERS zs_s'-zs,/o

FIIEESTREANVELOCITY -__. knots ; ANGLE OF ATTACK - __o deg. ; SIDESLIP ANGLE - __o deg.

OPERATING POINT VALUES : _ _ ; REC- _ ; TURB- _ ; DISTFAN FACE MACHNUMBER

_,, .. __- :-

:.--: :: _7! _

.=_ ii: !!:

!:: ii2 i!i

•if.. _: 12i_

, ._ _

_ .-:. --:

:::: :: ;+

O, _

_ =_

,..

iJ :_ i

:i _'T

i: -if _f

r_ "': 'i: TT

=_ ":: 7-:-

:_! i5 ?T

0

:: .:i! _i

i i i! ::!i

i.: !:i iil

":: :-- :-

:: . _ ;:_

:= !_/ i:!

---==._-

"-_!:--..--

---7

-_i:i'ii

!{f ii.:_

:ii fK=i

2://-_:

[-i."_

.... |,..

i; _:-:

... e.o.

=tf_:

::= I.H

-_

°.,

.iiffl

t_

473
ORIGINAL PAGE IS

OF POOR QUALITY

|

FAN FACE _CH NUMBER

474
1

ECOYERY, AVERAGETIJI_UL['NCE, MID I_STOI_TIOII VS. FAR FIkCEIM,CH NUMBER

CONnGIRATIOII ./.__ _ READIIIGIIUmERS_5,q-_-z55-

PREESTREAIqYELOCITY- _ knots _ JMIGLEOF ATTACK.,, _ deg. ; SIDESLIP ANGLE- _ deg.

OPERATINGPOINT VALUES: R2- _ ; REC,, _ ; TURB,, _ ; DIST-

+.o.

475
I_CI_ERY, AVERAGETURBULENCE.JIIIDBI'STORTIONVS. FAll FP,_ NACHNUMBER

CO#FIgURATION_ ; P.EN_NG NUllERS zs_-z_ •

FItEESTREANVELOCITY-_ knots ; ANGLEOF ATTACK- 7o deg. ; SIDESLIP ANGLE- _ deg.

PIlIM OPERATINGPOINT Y/g.LIES: _ _ ; REC= _ ; TURB- _ ; DIST- •7._.L

|

k-m m

FAN FACEIqACHNUNBER

-::-: ::-: 2::'..

i?i_::i!i.221

!_- gP-_gfL

2!! :_2-":' :i

"!? :;-- _iJii_:

ii: 2:'! _:"_i'!

2 :

!i: i:: ii±:::i

ii2 i!i i!ii-

- :i: :

-- I

- oi ,::ii;

........... I ....

i!_; _i.: :-':÷ii

........ ! .

_..: :-.'-_ !_i _2 :!_ 12i: .... !i!

.................: .... I

::J " :: ::: ':'" I" "

:i: :ii _ " !?il

: ::: :_ .:

i ;S!ii(ilili i:i

2:'.:i _:. 2}: !_iiii:i :.:i

• I .

i-::i i:: 4i:ii_] :_ _:_i

: ' ":2T.

!ii iii

i!ii i._!i!: i;i i_i.::

::;i :;iii:_: :::iiii::i4

476
IIECOVERY, AVERAGETUImULENCE, AND DZSTORTION VS. FAN FhCE N/_H NUMBER

CONFISURATIM _ ; READING _ERS

FIIEESTREANVELOCITY -_ knots ; ANGLE OtF ATTACK - 7o deg. ; SIOESLIP ANGLE - _o deg.

PlldA OPERATING POINT VALUES : R2- _ ; REC- _ TURB- _ ; DIST-

_i:_ ..

%:

-:! y_

!".2" i:

!-!i i:i

F:_: -;

!!:: !!

a- :-

:;: _t

_N

i

6

F'.i ::=

-:T.-

"IZ::i

v" "

:2t-21

;.: F:: _Y

i.:t.; i

•1

:--t ....

.... t ....

.... I ....

::::]:=:

;....L..-

!i!_:

_._!_.

N

i_._! i.:r i!i

t ---!

•-d.. I

_=_-! _-.:t-i-N

7_-: :::I......

........ | .......

I

": ::: 7:

!iF :: ---J .

I

_iii i :: ::I

..... 1

.......... I .....

::;: !-2i' ii:

!.=- F_: =" _.. 2-

°.2:'_

477
RECOVERY,AVERAGETURBULENCE._ DI"STORTIONVS. FAN FACEIqACHNUMBER

• CONFIQJRATIOII/"/ ; READINGNI,IllERS

F'IIEESTREAN¥ELOCITT " _5_ knots ; ANGLEOF ATTACK,. //0 dig. ; SIDESLIP ANGLE,, o deg.

PIMA OPERATINGPOINT V/tLLIES: 1_ _ ; REC- _ ; TURB.,_ ; DIST-

!

I

::¢__

._°

L:]: ii_

";-'--'2

-:.q i-i

-H iT"

:_?! !:

.:]: !!

ii]:i ::

"[_ 22:

_>

:.

?.._

.J !:/..

=.4

.°.

.... F.."

u,q I.---

7:: !ii-!s:_ .... :il ii

iii ]7_iii7 i]:, L

1 2:."_:.-]i_ i'i !]i

ill i.:'.:-: it_ i_ ii;

-- -2_ .".-:"2.---- =_2

;i; ;S]:ii:i il iii

; 21 1:7. !

I.....

ii ii:. ":77: i_ :i

2! :_i !::i! 2[ _:!

0.7 ! i: i:

:# i.s: ---j

...._iil !!i

+°.| ......

:_,::: N ___i:] iii

-ii :4 .....

o. .!i 7::.

i! t--.: ;

!! L i;

;i 7ii_;];

; ;F i;1!:i

!f!---N _:_

7::.t

!7!i!ii:'

i:i i_ :

:. : ii ?i

:-- :-:.!

i! .....

ii_ ;]]i: {;

!i _:!

:-.._i:::I .:"i

ii: .... 7-

,- . ....

;:1 ; :

]ii ii¢ i::i

-7 1::

, I

• I

I

t

t

. !X

:iii!i:

:

1

I

•i

:: ;;::

i.

T; _:1

::: :p:

U i::i

478
RECOVERY, AVERAGE TURBULENCE, MID DISTORTION VS. FAN FACE NACH NUI_ER

CONFIa,IlRATION _ ; RF.,N_IIG IIUIOERS

I_EESTREAN VELOCITY -_ knets ; ANGLE Oqr ATTACK - _ deg. ; SIDESLIP ANGLE ,, _ deg.

PllIM OPERATING POINT lrALUES : _ _ ; REC,, _ ;, TURB- _ ; DIST-

|

FAN FACE IMCH NUMBER

! ii°i

...... ::-__Z--i ._-

i_ fl ii i:- i_!iii_

!i_ ::-:_i-! iil x-i i!_i_:

i::_ ii] iii :_ii_ -i_-:-::-W

.... :il -!i !i: :Ji F:_,

_:':" .E} :__" 'EEE-'.Ei -'.-:.!E-i_

i_.:i .: :." .:.: :_: :z: ::::

:_ -

I

_.h%"k: :;:..: ...........

479
IIECOVERY. AVERAGETUIIBUI.ENCE. ANO IIrSTOIITXOII VS. FAN FAC4ERACH NUMBER

. CONF/GURATIOU _ ; IIE3U_NG IIUNBERS

FREEST]lEAN YELOCITlr -_ knots ; ANGLE OF ATTACK - /./_ deg. ; SIDESLZP ANGLE - _ deg.

RUM OPERATING POINT YALUE$ : H._ _ ; IIEC- .'I6. ; TURB- _ OTSTJ

#

FAN FACE HACH NIJI_ER

iO 6

og

;2: :::

...-.._

o.,_

iii k:

I.- .... :

--N---

I:_ _.

=_-._ i0.7 _ -

i:: F "fi i-_-:, i::

...... :_ _.:::: _:

-: ::: "-_: "': !:: ii

. . I

..... :i! ..... :

= 2 iO._::: ::

..... •I .....

o..I.

:: _ O.i '_ _::

L. _ I. '

k: b :

?:1

t rl .... _..

t:i _ii:I

,.-: . :-

.° .

I

ii i:i!:_ i

.-:::::

..... I

.... i!i!t::i

i!! :.:! :

_ 1

T: .... i-.': 2:'|

1.

""t ..... i

480
ECOVERY, AVERAGETUNIUt.ENCE,_ BrSTORTTONVS. FAN F.amTJEMACH

CONFI6URATIOil./._; RE3q_NGN_S 2._8,_-zse_

FIIEESTREAMVELOCITT -__ knots ; M6LE OF ATTACK- ._. deg. ; SIDESLIP

OPERATINGPOINT VALUES: _- _ ; REC- _ ; TURB- _ ;

|

FAN FACEFIACHNUMBER

:0

NUMBER

ANGLE- .__ deg.

DIST-

.................... t ...... , -

i: _-_-_--- .... "%"

?_iis-!-_._--.ii ::_ _ i::::ili--i;i!i ;7iiil;:i:_::

_ :=:.:.i._L ii:: _i-i-:i::i:i ii:i. i i: .:i_

.... I ......................

:-_i:-:f::ii_=iii: ii_i!i2i21i!;:{:iil ..... ::

-.-:

..................... I .......

_0, '-: ':: 15÷t :-i

[".-! k-.'-_}F: !Fi }i?! _;_: i-- :--!ii!! {.2 {{:

:::: ....::::_::I T.-i:-'--=

F-;:'-:%_.__ ::-._,E: [_J9-::-]i_ [iiii_ii ggi_[i_i

._.L,-_: ...........

.... .o° .__

481
IIECOVERY,AVERAGETURBULENCE,_ BrSTORTTONVS. FAN FACEMACH

CONFIGURATION_ ; RIEADIIIGlUMBERS zse'_-zs,ry

I_EESTREANVELOCITY-so kemts ; ANGLEOF ATrACK- __ deg. ; SIDESLIP

PtWAOPERATINGPOINT YALU1ES: Iq_ o._..1 ; REC- _ ; TURB- _ ;

FAN FACEIqACHNUMBER

:- !!-"i !!!

'T* -- "--'

.:?

i; :i

T! .......

ii =:

!i !ii ii!:

i_i _::ili

r.......

........ i

i:J: :5?

::i

:O,_j

i:i_ ::Z

i

I

....... t

:::" :::1

ii_ -'1

I

_0.I t

::::i_:_

"'"! i

i-'.:!! ""

'1

iliflfi

.... i

.... I .

i::iil!-::!

.... 1 :

o.t_i

:_!.:1!_t

:2;:

:i" i_i

:-,- :::

!iii iil

-'_-:ii

::i:! :::

• ,i ..

' • ] "

::: ,.'C:

::i i:I

!i ::ii

F: ::!!

•iii

F.-:

NUMBER

ANGLE,, _.o deg.

DISTii i! I

"-: ":: :::F:: :: 1:::

::: : : ..... :

i.i ::

!. I

!i: :i?!:i: i:1:i-:

i_ -_-li_i:: i!!?

::" t ::

i

• ::::: .

i .

• : -- :._

;;;: ,...

:;! :::i?!: :_::ti_il

-: .:: .;:. :::1::::

i!i i'i'ii ii-i!?-!

............. ! ....

::: ::::::: :::.I:::;

L-'i iiFi:ii "!i i:i:

iii _iiiii_ :Si:,@

::: :::::::: ::: ::::

482
ECOYERY, AVERAGE TURBULENCE, illO OISTORTION VS. FAN F/_E NACH

CONFZGURATIOII /4, ; P.Ed_NG tILIFBERS ;_?s--zc,_o

I_ESTREAN VELOCITY -so knots ; Ma.E OF ATTACK'- _ deg. ; SIDESLIP

PllA OPERATING POINT YALUES : 112- _ ; REC- _ ; TURB- _ ;

FAN FACE MACH NUMBER

ii

"i_-

--o-

:-.-._.

0.72

i_:=

?2- =-E:_-

i'i :t_i[

;.:22

- i [

::: r--::

1,:; r ....

:!'i i,;d

::::'!:2:

_.-i.=..;

.... i-,.

."iJ JI[,_

[o,7

NUMBER

483
FAN FACE inCH NUMBER

484

L
IIECOVERY, AVERAGE TURBULENCE, _ |_TORT]ON VS. FAR FACE inCH

CONFIGIJRATIOll _ ; REA_IU; IIUmERS

FIIEESTItEAN VELOCITT -/zo knots ; MGLE OF ATTACK = _ deg. ; SIDESLIP

FAN FACE IMCH NUMBER''_i!!t_tt-_::::

.oo_ ;

,°, ............

!!i_i_-!i_:_iii

0.7 ::'

ZI.[ZI _

ii! !i_ii :ii 9Z

.... :"L ;:::

i0.7 :=::

:i::: :::: ;:%

- :7:::7: ::::

Z:':i iZZ!iiZ iii;

_'"' _:'_ -_i:

NUMBER

ANGLE • o_ deg.

DIST= .._"

-i! i!i:-!:! _] _7--:

i_i ii:i ii!i -ii ::iii_i

2 !.:Z ::i .i

i-i: iii-:_i_ii_!!i::_:-i-=-

i:/:/:" ii!! !T "::_

_i ::i::{ ::{ii ::::_ _

:::: ; ,:': :t'"

..... i:E F: ......... F.- --:b

!::i :if: iiii iiii i-'4" ::2_

iff!ffi._:T !_!;_i:_::-1!

......... ::-:;i....

-_ ...........

'-'71 :7.-.-" !:71 :::-

!i!':! ".'?_! .... :_i"'

485
IIECOVERY, AVERAGE TUIWULENCE, AND DISTORTION VS. FAN FACE RACH NUMBER

CONFIIMATIOII .L_ ; READ/lIE III,IllERS z6_-Z6/o

lelIEESTIIEANYELOCITf ,,/.3.£ kMts ; AIIO.E OF ATTACK - _ deg. ; SIDESLIP ANGLE = _% de9.

PIIMA OPERATING POINT VALUES : t12,, _ ; REC- _ TURB,, _ ; DISTFAll FACE IIACH mER

;: .:.

!-_"i:ii

; :i!!

[÷ '4

1,

2.':- =5

:": L""

ili,,.

/:i iii

!.=.._

I::.

_: t::

__ t 1..

!= |:::

5 ' _.-i

..

•. L- 1...

°- [.-- ,

?! ,--,

i. :!i [ii2

"!i !i! T:

-_T :

i:] !i: .:

ii_ ii_

:-_ "m

:.L_ ii: !ii

;-i :.!g:!i!:

!"/S :: i:ii: !I:

...... :: |:: iii =i.: .... I_. .

i

" 7"i;,ii1. :_

;:,;:Z[.2:2::1::: :.

- _i;i_i_i:: _2'

it!ii;'iiiiti!! k :

.... _...-I .. _ -- 1.

,_0.7._ .... I

-- 1

i: :: ;i . i

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fill [ :t

Ii: i-:I

t:: i

t ....

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1 .... 1

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1

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Iii] ....

r••i

£;11 iii _!-

.... t

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1

:: iii :ii:

486
r

RECOVERY,AVERAGETURBULENCE,JUIODrSTORTIONVS. FAN FACENACH

¢ONFZ6URATION_. _ NE.J_M MLImERS2_.lq-zLzq

FIIEESTREANVELOCITY -_ kemts ; ANGLEOF ATrACK- ,,'5 deg. ; SIDESLIP

OPERATINGPOINTVALUES: I_,, _ ; REC- _ ; TURB- _ ;

:::4 .ik iii

N

6_--

_i i_:: _i

!'_'i i" i!

:ii_ ii :

!i:! !i.

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--- :,..-.:

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.... .,- -!i

i.... i::i :i

_ .,

--.! _'_

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:::'I

..

O.7 .!

; ] iiL::

I

I.:H

.1 _ *:i

::.=Z_

i0,7 "

....... 2

.... I::::

o_.e-

".-E?I....

NUMBER

ANGLE- o.. deg.

IIST-

:._ .:_ ._:. -':_ :::t ii 71:

::i__i!ii_ /.it_..iiii !i!

iii ii: '.iii i)i

.:° : : : -

": :i_ )i Zi " :i

::i!i_i iil ?::ili :.:_.:ii

r_i i.:i 21: :5! ?i! ::?:

:" .!?ii!!! i!i 2i :?! _2

:::t

.j

• ! •

:i-,ii!i :!i : iLi ::

I

I

..

:-i_"._F .:E ;i_ i!ii !!! ii!:

• - ....

ff:!_!_!?ii !!::i::iiii_ii!-_

!:.!: :: -:: :: ....... !7 _.:. F!F

ii_ i-i i!ii -iii i::i !-_ ;::: ....

..ii:ii ii_ i:i ili :ii

487
488
RECOVERY, AVERAGE TI_ULENCE, AID DrSTORTION VS. FAN FACE NACH NUMBER

CONFIGURATIOR _ ; RENIIIM; IIIUleERS z_ _53-z6_7

I_ESTREAN VELOCITIr -_ knots ; MGLE OF ATTACK - _ deg. ; SIDESLIP ANGLE - _ deg.

| !;

; DIST-

;;:; :;::. ::::;::::1: :

:;.: 2'. . . : .

iili ii! tfi-!i;! ! i:

iL:i ii:--:-:i_i::i:,... :.. ::

-['-: -i-: ........

.... i •

............. r ......... F.-_ .::-::::.x:: ..- .:

!!!i !::: ;ii_: i!ii :[ .....i"

-_ ............. _............

i: ':'Xi!.:: I

i!- ::.:!!ii:

.......... ! .......

!12 {_i: : i-:

::2 .....

ili i: i "

.'T':..-':

L ::7; ......"::: . ;,. .

_i ............ '= "= ::"

...... i :

.......... [;-;; :;;: ;..;

:ii; ............ ; : . ;;S:t: ;: ":

::: ;:::::':; ::t: ":: .... . "

;:i!_!i_!itif/X!i:/i_il _i:

! !iiii!i

::---, :::; :::: :;:;i;:t

:;: X.:_ ;:;.: :::- ::::: ....

489
BECOVERY, AVERAGE TURBULENCE, AND OrSTORTION VS. FAN FACE NACH NUMBER

ILIEEESTib'E/_ "VELOC][TY- ,(.,_ knots ; AllELE OF ATTACK - _ deg. ", SIDESLIP ANGLE - -_ deg.

PlIMA OPERATING POINT VALUES : _ _ ; REC- _ ; TURB _ DIST

FAN FACE IqACH NUMBER

_: :-2

i_i_,il

06

2:._i:!

ii_ i!!

_ii i!

.--,_.

0,6

...

.'-::l :::

!._. :.-.

:.,'

..-::-:'-_-f;

.1....I..

"!!!'_:-i_i

.-.J ......

_..1_. .....

.-..m

.... L .....

.o. I ......

.. J .......

-+o._..

t it

1 "

• ! i

:-"I:--1::

:iI :

Ii:i i

20.7 _.+

i_i!:ig! ii

_ _-.__.

; i

2 .

= i_2 !:.- t'?_

.... I .

..... I-:

' I

, , [

_-i "5:. )2:!i!2

!ii ::: i::!i

i:i:i; ill '

:2: ;::: .... :.

ii::ill ::i i:!

:-! :::! !!ii!!:

i_ i-i2 _i2ii25,

--rI

!

.t

I

1.

l

'il

i:i:

i: !:--

i.::

221 "'::

;_;:=

2;: 12._:

iii iiii:

, i

.... i

i

,2: .... ,

....... i

x;

I

"-i4ii-_

...... I

490
ORIGINAL PAGE IS

OF POOR QUALITY

+

V

0.II

I.III

0.14

0.80

0 _ 410 I0 II0 100 IZO

0.01

_l

If.IN

Ij'"

0.00

0 141 410 I0 II I00

491
ORIGINAL PAGE I$

OF POOR QUALITY

8RUIleT i _ I_IBLq.EIICE VS..qNILE OF ATTACK

Fo|II8 ITCII AIRFLOW, IrM _ _ MJPBER- 0.53

ImLrESlq_NI _ • so hints; SID(SLTP NIGLE - o deg.

¢oNrl_111m: _ j._.; I_¢_ttPTXO= 7-,_;_,L.'o/,,/,_;'_',., A,_x/.w_t o_c,. -P_f"

V

l=d

E

0 _0 40 SO 80 100 1ZO

7

V

1t.116

0.04

li"

L80

492

O M

IF AWJ_ - _OrNS

......!:i:i

_----_... :_...... i-i

:_._.::,: ........

::::;'::-;I :::;':::" : ::::--j

100 120
DISTORTIONVS. ANGLE OF ATTACK

P&MA F-IO0 HATCH AIR_O_, ENGINE FACE HACH _HBER - 0.53

_EES_E_ VELOCITY -8o knots; SIDESLIP ANGLE -_ degrees

CONFIGURATION: NUHBER /_ ; OESCRIPTION 7",_,'ck /--_,,o /_._ ,_L_._ _._,.- Port

j

!

L

I t : I I : : ; , t : _ : ; | : t : I :

....... t-------j--÷--J-.--_.---t ....... +-- +---,.'.... i ' '," :*-': _ : ! '+--t:-"_-;_-'_ ----L.._ I : I : i _ i __.__._._.__L._.__._ .... -_._--_._L.___

0.30 | i ! i _ . i i i i i _ : : _ ! ; : i i i ! :

i ';" .I.. ; . i .... | : ........ :.,.,: : --. : ..... ;..... ; , . : ..: . : . :..-,i ..... *

...! ....... _" 4.._._.:::i___.:L...i..._ _.-_.--_-_-.._

i

.... :F-'I F:7.....=__L::::: _ ::,' ::::: ,::::::" :-:.: :: I:::'l :::'! _"::i .....I':::: i:17": ....""-:J'_i

- : ::::.:-11: l:::,i__-_F-: .i.:: : i :_..:-_

• ; , " T" : -- • :.",::: :_ [ i' ! : _: ; ; : : i :" _ " :

- : -,--'Y :- -'-:....... i....."i'-:-":"--':': : -:"::---: :......... "-: -".....::.,:

L_:,_I',l::':::il,,Ii l::_:i :i -': I : : : i : : _ I:T_:::::

0 20 40 60 80 1O0 120

AN_E OF ATTACK - Degrees

493
ORIGINAL PAGE t_

OF POOR QUALITY

IIECOWRYMiO _ TUI_,q.EIIC( VS. NNI.[ Ofr ArI'N:K

le-lm HATaI AIItI_L.0V. FAN FAC[ NACHIIUI(R • 0.S3

WELKI't'T• _ Im,ets; SUKSLIP MGL[ - _ deg.

CO#IqWTIOII: gEM .._; WIPTIOII 7"_,.:, L,D /,,J=_; "_,D _,,.z ,,IV _p,,. -_,,.,_

r

v

v

ited

glc

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o.oo

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0.04

0.00

494

0

l

4O 40 IN)

_m.[ _ ,_Taa - .qr.m

-, :$.: ::.: _ _: ..... :::::::

100 120
RECOVERY.AVERA6ETURBULENCE,AND OISTORTION VS. FREESTREAMVI_OCITY

AJIIGL|OF ATTACK-._._ DEGREES

SIiESLZP ANGLE-_I_6REES ..

Prdd'AF-IO0 MATCHAIRFLN

COItFI_AJRATTON:NUI_ER_V; DESCRIPTION T_,;_- L_ I,d,.._'. "7_p Aux. t,td O.__.,'t- Port

-....-_ 0 40 80 120

IrltEESTREAMVELOCITY- K/tOTS 495
496

,.._L_i_:. ,.-,-,:r, ....

I_ _:= t::-::_"-

.... ..... Ii! ::::: 1::1

::::: i-" P'"

:::: ::: L,-,I ....

.....::::_:: ::: [::::[2.::

:-::: :::: ::: L. _-- I::::::

]i!i iii _!{

....III

• 1.

............ I I L.-

:::: :::: ::::

:::: I ....

:::: ::;: :::: ',:;:;

:::: :::: :::: :::::

:':: X::: '-":::

.... ! ........: ...... "-r-

.... I ........ ' ............

::::I;::: ::::::::: :::: :::: i i!ii i:!!'!!ii iili i_i!

:::: :::: :;::

Fi! iii: ii: i:!iiii o

r,

-I¢

.A

-X

r:::-T-::

L::: i-

:|::::::::

L..

..... ,.... ::: :::*.-T.:

r ..............r _-

i!ii: i:ii :iii'ii_ _2i

!?!

.... :;:: :2::2::::

..... "'"r:'-: .:E_

iiii:ii;i;i;:.:ii];iiii : .......

l

::r: :::: ::::;;::: ::::

;i;i...... ::::::::: ........;i{i

ii!i ii!i [iiiliiii_i::i::

!!{!!!!!

:::: :::: ::::1::::!::::

.......; .... l'"'l "" '

:::: :::: ii!:_ i_:i

:::: :::: :::;::::i

]!i: :::: ii:] !iil:i

_r
CONFIGURATION:

COWL LIP EXIT RAKE TOTAL PRESSURE PROFILE

TOTAL PRESSURE RATIO VS. RAKE HEIGHT RATIO

NUMBER_L_; DESCRIPTION Thick Lip Inlet, Top Auxiliary Inlet Open

FREESTREAH VELOCITY I 8o knots

ANGLE OF AI'I'ACK I_2__degrees

SIDESLIP ANGLE I O_.__.degrees

ENGINE FACE MACH NUMBER- -._.._LL

1

HI 2.870 |n. I

I

H

hCOWLI ]

1.0

0.8

0.6

-1-

..J

_e

0

e0.4

0.2

0.0

....... ' ...... :l .. :..:A:: :--. _ : 'i! I- ::--i:-::_ t i ! " : "

" "-- -J.... -'.... -_ .............. -TT........................ ;......

" i x " " " I . i I ; I . ] .........

..... i..... --:---I ........ r--;-

• . , . ;

=i--+ .....V-_ --_-:V=i=3--: -T -_ - .....!....... _....... ]---7- -]

.. !

. . : _ - I. i .. :.. _, . : :

._L._I._._:--.i - :---i- - L= r--k= .... t :-: ................... : ":: ! ! ! _ " ; i _ --]

--:---I -: - --T...... :" "'I ......... :'::I--_-'-i" = i - ..... ;-;-"-'TI,:T- .l

' :. _ . _ ;- : t " I : ...................... ,:/q:':i':.]

......... _'-::: ::._ t , j_ ' L : J

............................... ' ...... t'---- -:'-: ...... :............... -l r ........ 1

:- i _ '--:: -:-" :-:": i " ' I " i ._]__._L _' ' ": ':

.... ____.I_ ,--_r . -_

i ............ ' ' /

- . . : • :: : : . : " ! I! ! :

•4 ..... :.. : ..!_:..!.:_.!±:J_-= --i.. i ....... : : ..... ::.: .....

:t i I:i i i i

0.5 0.6 0.7 0.8 0.9 I .0

(PT)cOWL/(PT)FREESTREAM

497
498
RECOVERY, AVERAGE TURBULENCE, AND DISTORTION VS. FAN F/ICE I_CH NUMBER

CONFI61JRATIOIt _ ; READZI_ NUMERS

FREESTR£AMVELOCITY -4o knots ; MGLE OF ATTACK - .__

P&llA OPERATING POINT VALUES : !_- _ ; REC-

• __ _s "._ ....

r.........

,.: o. _2!_'.=.---:__

- _:"

_'_ X'..9"_'.

:: ]

N

2:

---_"_ "_..____ :-__

o,ss; ........

:.:

_-_ -..;_

.... S!_ %_!:SS %.-.

deg. ;

; TURB=

......... '" _ _ _ -"-3 i_-="- "".".--"-

:= !_ _ i-'.'_i'_

....!.'._i__: _ ::'__

...................... _-:.-.. =._.:: =:,:.

= ===:....

_io3_ --_i_ ...._0-6_-:_

:-= :':.:..: .-x:__-_.:--_ i::::::_- _ _-: _:.__:_

iP,_......

.... i!! !:_ =--= ==:..... =

_q-." :{!i i_} :::i _!iil :::.i

._9 _!S :_X '...11 :

............ _ _ _ ....._ii:_ ............ .. ,. •................

::::..._::_: ..... ::-:, ii_ii :::::.. 1'"

..... '...-T

::_.":::: :::: i: ::::: _:_ .... ::._:

.................. !-"_ .... ..';T'] ........ S;_ ........ ,..4

.-,,,-_-.- _:_i-_-_ i_ F_ :=- _ _i _ ,..-::::::-=t_-:

:'::' -- ..... :::: i:-:i ::'-" .... :::::

_,,-.:_:._: . .... :::: :::: ...... :::::

.... '_: ...J.a_ :::_ :::: :::: :::: :::::

............ .--.-7.... _::-_" SI!:::::

FAN FACE MACHNUMBER ::: 'i:_;_!_i

.... _:._. --_.-I:...---:

:;: :[:i :i -

i[!! ?::

"::_j !_ 2:ii :%:_

!0._ _iO

%--":"i"'_

!,:_:==: SN

: !_r:i

SIDESLIP ANGLE • 0__ deg.

,o3o ; DIST-

%.. ::=_{-iiiil _£_=::: . !i:ii!_:i_i:

=

_£:.'.-L_i}L3_-_,_- _% i::: : .:p::: 4::

....... ::=..... := = k!£_L.

.::=9 E-i :!i

_!0.7 !=---=::_ ===_ _

:..ii !.F- i :i'%_iji:ii ::

............. :x:

" £ .....

_d_ : : !i r : ii:

_::i i_it_:.:ii:: : ,i: ;::i ::i: ==: ::_L

i-_-_-!'..JF.ii-:_ :;:__:.!.:_ ._-.__ _-_:. :::._

'--": 5.9 :=:I

_i:-_ _"!! !i9 !i!i :!!_ _!'!

499
EOI)I'ERY, At'ERAGETUBULDICE° JlW BI_TOIITI[OUiS. FAil _ IM_H II@IBER

COIIFIGURATIOll_ ; REItGINi IIIllERS

FREESTRENqVELOCITT -¥o knets ; Nta.E Ofr ATTACK* z.__odeg. ; SIDESLIP ANGLE- _ deg.

PlA OPERATINGPOINT IlALUES : 12- o.s'.5 ; REC- _ ; TURB- _ ; DTST-

!:! -]]

i: ....t

" - .l

I

•_i ;;;1

7 =4

..I

• =!1

;i

I

::i7{_

i

........ 1

iiii7!7._

.... I

r-i .....

ill! i

!i!ii_!-i

:[:

ii!!

V

v

500
ORIGINAL PAGE IS

OF POOR QUALITY

501
IECi_'EI_, mrlEIIA_ _. I MSTOIITIOII VS. FNI FACIEIM.CHNUMBER

COIIFIBJIIATIOII./..q..; IIIEAD,INI_

IIIEESTtE,MI VELOCITT . ¥0 kMts ; NIII.E OF ATTACK. 70 dig. ; STDESLTPANGI.E. o.. deg.

OPERATINGPOINT ¥JILUES: t_ _ ; REC- _ ; TURB- _ ; DISTFAN FACERACHNMER

|

- _ _:---_

- _:-i:.-

,_ ,_

=.-."

I

_07 --:

i! _- i!i !--i

!i :- !iii :'i

:I: --, ::..: :.::

_.. ......

_--.i--: i_; _:t _

i_i !i_ !!_i_! !_._t_

i-i iii i!! i_i i!iiti_

-_ !._ _= "!! .... !:-.

-" __i ..... .21.i i

-::-:[':-..--..:.-_f _-'.-_- .....

................ 2 .

'.L.

............. •L----

"--'2 -" !-':. !!- :.!'ir

............. I

............. 1..,

.......... LL'],." L

ii':i!ii ii-'.-::ii ........ "t:): ?

.......... 1 .... I

......... , ..... | ....

k

v

502
RECOVERY° AVERAGE TURBULENCE, MiD DISTORTION VS. FAll FACE IqACH NUMBER

CONFI_IRATIOll _l- ; REN_I[I_ IIUNBERS

IqtlEESTREJUlYELOCITT • _ kemt$ ; ANGLE OF ATTACK • __

P&ItA OPERATING POINT TALLIES : _- o.5_.._3 ; RECAN FAC[ MACH NUMBER

503
FAN FACE MACH NMER

i!_ iii ii! ̧ _i

: :: : . ::

: iT-iiL ::

•-'l ...........

0,7 ......

iii: _ii ?:i ::ii

--,1 ..........

i:_!=:::ii

504
IUECOVERY, AVERAGE TURBULENCE, AND OrSTORTION VS. FAN FACE MACHNUMBER

CONFIGURATION d._ ; READING NI_ERS -_

IrREESTREAMVELOCITY = ._ knots ; ANGLE OF ATrACK,,,_ .9._ deg. ; SIDESLIP ANGLE = o deg.

P&MA OPERATING POINT VALUES : 142= _ ; REC,, _ ; TURB" _ ; DIST,,

FAN FACE MACH NUMBER

505
RECOVERY, AVERAGE TURBULENCE, #MID DrSTORTION VS. FAN FACE NACH NUMBER

CONFIEURATION _ ; READING NUNBERS 26fe-zToj_

FREESTREAN VELOCITY -_ knots ; ANGLE OF ATTACK - Zo deg. ; SIDESLIP ANGLE - __ deg.

PII_A OPERATING POINT VALUES : M2- J_J_L ; REC- _ ; TURB- .oz_ ; DISTv

FAN FACE HACN NUMBER

506
RECOVERY, AVERAGE TU_ULENCEo AND DISTORTION VS. FAN FACE MACH NUMBER

CONFIGURATION _ ; READING NUNBERS_27o,/-Z_o_

FREESTREAN VELOCITY -_o knots ; ANGLE OF AI_ACK - ._.-de9. ; SIDESLIP ANGLE - .__ deg.

P&WAOPERATING POINT VALUES : M2- _ ; REC- _ ; TURB- _ ; DISTFAN FACE NACH NUMBER

507
RECOVERY, AVERAGE TURBULENCE, AND DISTORTION VS. FAN FACE NACH NLII_ER

CONFIGURATION _ ; READING NUNBERS

FREESTREAN VELOCITY -so knots ; ANGLE OF AT'rACK = _ deg. ; SIDESLIP ANGLE = _ deg.

PJi_A OPERATING POINT VALUES : M2= o.s'3 ; RECm _ ; TURB= _ ; DIST= -//$"

[- ft._

,. Q'_II 0

".,YlL"

s,J

:-"-'T::_

"--::'2::":"i.-..-".

"'-T""i:;!]

:i.::.4::::t "i

--.4-- -J, ,-

-!-1 :

-

: !_1 I

_ d

!1 I:?i

_,"_,_=_

) . 92_'T.-: ....................

:=1.::-.--_:':_-;:-_ i::-":.:-_ _-_ i i--i i! i.

..._- __._._.--___ ,.._.

!i!!lli_]::i?::::i _:i._i_-i_i .::i:i:

i .... 0.04,_:: t'"1 : ..................

........................

3.00_.:::=:: _.... :.---:=-!!_i; ........;_;_ :i_

............... O

.... o.........................

i--" i:= ::,: :::: ::::

i::,:ii:_:-iiiiil :ii:

L_-_ .....

...... .... ,....,,,--::::[_iiii!_: _ili _: _::_._!

--i_l_i ......

...................... -

i_i_i::!--_!:!:-i_:!!i:i_i_i-:'i;:.-ii_:.i i , :_ _ _ ; _ i t !- | , ; .................. . ............ : ..: :|. _ : ; ;. i

......... ::i,! ! !

::::1::::;:::: :::: .-: .:::: .... : :::: :::-

::':_=::; ............ =::: ::::::'::: i.=_"::: I i :

::::,:::: ............. ::::=:: ::--::':::::':, ...... ;.:'l? '1 ": 1 ; _ :

-'=::I::::=---::--:':::::-:':-";:::":=:::-.':='-- ............ , -- ::::::::::::::::::::::::::: ";":l_ _.L.:_

......................................... ':":i ........ I" '

.... ! .... I .............. ' ;

!--!i;ii_;_-:;i-'.!_!_ii!-::-_!i:i;i!!.:-:.::iiiii ::-_÷:: --!.:.- i i : ; :

!:_:_;;i;:.:!--!::_:! i:I:::: :_!! :_:-:" " :;:_:-;I :i::_::=¢--_: : _ : ,

i...... :: " . ! I ! ! ! I ; i

............ _ ! : : , t

::: ::_. _ :i::_i ._;,,:_,,,,, _ I

...... ,.:_._:_::::i::::ii!il] I] ,. :: ::I. -

:": ............. : I +,

_,'_!'] :!]] :::'! :!'!r'::: ii-i !:]_ ::i! i : " _ ' , !

.................... :::._::::_: :: :::-: :": ':.::::: ,:.......... ::::':: :::.I " ::I,:: I... [: i :! _ e : -- ..... -_

: :: :::! :: :': : , i': : : ; i ! : l _ _ '

..................... : ! ' :

.................................. !.:I i !

::::l::::'_:::: :::_::!:-:,.:,.::: :::: :::::::l .... I I .4 .... _ . ; :

L:i-iii_,. .... :::iii:: ::.i:ii :iii i.-_ !:... t tili : ! I ! i i i i

!'.-]i_llii::'_::i_ii_::ili]i::_i::_i::ii::_!I::;:ii_q:::ii : i., _ I : : :

::::_.:::_:._::-::..-: :_-:i.... _::::: :_-:: " i { i : ! ! ! "

i::illiii::ii]iii::::i_!i_::i[i::::]:,ii.:-i_-_-il_i:ill!l! I it i ] i ._ i

iii_ii iii_:::ii_i__!_iii !-i iii.:-_::_i_i_ii :it_.t:t:::1 i I I I :i ..---!

--F"+ :k--_'-:!-+ -F--'--" i : - I- '"--

v

508
IECOVERY, AVERAGE TURBULENCE, AND DISTORTION VS. FAll FACE MACHNUMBER

CONFIGURATION _ ; READING NUMBERS F_7 - 2-rzz

IrREESTREAMVELOCITY " _ knots ; ANGLE OF ATTACK ; 90 deg. ; SIDESLIP ANGLE - _R. deg.

P&klA OPERATING POINT VALUES : M2- _ ; REC- _ ; TURB- _ ; DISTFAN FACE MACH NUMBER

509
IIECOYERY, AVERAGE TURBULENCE, AIIODISTORTIONVS.FANFACEMACHNUMBER

CONFIEURATION /5 ; READING NUMBERS_.TzJ-zTz8

FItEESTREANVELOCITY -3__ knots ; ANGLE OF ATTACK - _ deg. ; SIDESLIP ANGLE - o_ deg.

P&MA OPERATING POINT YALUES : M2- ._ ; REC- __ ; TUR8- _ ; DISTFAN FACE PIACHNUMBER

ii

510
RECOVERY, AVERAGE TURBULENCE, ANO DrSTORTION VS. FAN FACE NACH NUWBER

CONFIGURATION .L.q. ; READING NUMBERS

IritEESTREAH VELOCITY -/Zo knots ; ANGLE OF ATTACK - __o deg. ; SIDESLIP ANGLE - .__ deg.

P&MA OPERATING POINT VALUES : M2- o.s'3 ; REC- _ ; TURB- _ ; DISTFAN FACE HACH NUMBER

511
IECOVERY, AVERAGE TURBULENCE, AlIO DISTORTION VS. FAN FACE MACH NUMBER

CONFIGURATION _ ; READING NUMBERS Z735-27_:)

F1REESTREAN VELOCITY ,, j2..._o knots ; ANGLE OF ATTACK ,, 2o deg. ; SIDESLIP ANGLE ,, _ deg.

PIQMA OPERATING POINT VALUES : M2- _ ; REC= _ ; TURB,, .o/'T ; DIST,, ,._

-! I- :

FAN FACE MACH NUMBER

512
RECOVERY, AVERAGETURBULENCE, AND DrSTORTION VS. FAN FACE RACH NUNBER

CONFIGURATION /5 ; READING NUNBERS

IrREESTREANYELOCITY - d_¢ knots ; ANGLE OF ATTACK - q5 deg. ; SIDESLIP ANGLE - _Q. de9.

P&MA OPERATING POINT VALUES : N2- _ ; REC- _ ; TURB- _ ; DISTFAN FACE HACH NUHBER

513
IIECOVERY, AVERAGETURBULENCE, AIID DISTORTION VS. FAN FACE RACH NUMBER

CONFIGURATION _ ; READING NUMBERS_ZTqT-ZT.._z

F'2EESTREANVELOCITY - szo knots ; ANGLE OF ATTACK ,, 7o de9. ; SIDESLIP ANGLE ,, .__ de9.

PlddA OPERATING POINT VALUES : H2,, _ ; REC,, _ ; TURB- _ ; DISTv

_:o . .....

FAN FACE NACH NUMBER

514
RECOVERY, AVERAGE TURBULENCE, AND DISTORTION VS. FAN FACE NACH NUHBER

CONFIGURATION .L_ ; READING NUHBERS

FREESTREAH VELOCITY - /z.__oknots ; ANGLE OF ATTACK - 9o deg. ; SIDESLIP ANGLE - .__ deg.

PlrddAOPERATING POINT VALUES : Iq2- _ ; REC- .qos ; TURBo _ ; DISTI

FAN FACE HACH NUI_ER

515
RECOVERY, AVERAGETURBULENCE, AND DISTORTION VS. FAN FACE NACH NUMBER

CONFI6URATION /5 ; READING NUNBERS

FREESTREANVELOCITY -/20 knots ; ANGLE OF ATTACK - _ deg. ; SIDESLIP ANGLE - o deg.

P&MA OPERATING POINT VALUES : M2- o.53 ; REC- .__ ; TURB- _ ; DISTt " i i i

--t

I

, .... J

516

FAN FACE NACH NUMBER
ORIGINAL PAGE !S

OF POOR QUALITY

UCOITRT MIO _ TUIIIUt.EIOE VS. NIGI.E OF ATTACK

Pit F,.lllt IIATCII AIItFILOV. FAll FACEIMCH IlUm(It • 0.$3

FIJEES1W, Nq WI.OCITY • _ liners; SIOI_SLtP NOGLE• o 4eg.

¢OIOFIBmATIm: full /....Ls; Ill:SClllrrt0= 7"_,;,/= _'t" /,./e,-j ,¢,jAt ,_x I,,I._ o/._,, - Po._-

0.84

0.80

O. 76

0 l_) 40 54) 80 100

II.N f

0.04

ti'"

0.00

4O 6O II0

OF ATTACK100 120

517
ORIGINAL PAGE IS

OF POOR QUALITY

_ _ 11mlUl.l_lC1EVS. AINI.E Of ATTK'K

_lm _ lUmq, m. _ FAClE_ IIIUIWER - I.S3

ILBCIt_r • .2.2. Imets_ SlKrSt.IP NKCE - _ dog.

COIIIrlilIIMTTIB: mud j..¢_ II[_lC_llrlP'l'Igll 7;4,_ L,_ /,,/_t:/6;1,,, ,_ O,_rn -Po,.-I"

• I ._/ /

_J

V

lmJ

g¢

O.N

0.80

go

O N 40 I0 80 100 IZO

O.Oi E

0.04

li""

O.O0

O W

518
DISTORTION VS. ANGLE OF ATTACK

P&MA F-1OO MATCH AIRR.OW, ENGINE FACE MACH NUMBER- 0.53

FREESTREAMVELOCITY -eo knots; SIDESLIP ANGLE -_ degrees

CONFIGURATION: NUMBER /5 ; DESCRIPTION "7"_;_ £,:_v; l_('tk p R_z" ?")_.-n

- P'ort

I

I i i • i _ _ ! ! . i i _ , I : I i _ i  ̧' i I

_"I': ..... i "=-:4 "-'-_: ....._ =:.... --: ..... _ I":--; : ;....... '....... :I : "j- : ',:$"-:'-'L":""!'--=-'-_ : _ " : ;

I ..i..:..;.._:.i....!.: .I...:...i : ! . ! . _ : ! . _......_...

L:t:_:!-l:iili_:i _:II: I'__i_-_:,_ I_': :!_i__i'll _!_-':i:'! _i!__

o.,o.:_::i :.:_2_:ii___ :l:____.=_2L:....i: ".:I_:_-_-: :.

.................i .:..::...i...i:..i._:.::_:i..i.._.::...i .i..i..i./... i _ _ _ ;-_ _ _i

0.00 .... I--;" :-_---=H-i-.+-----q ---_. ..... : .... !..-_-+:-+-.!--:-----!--:-=--_--_-_

':....:T ;: ,,-!:-_:_!TT:::T....:i!:-":.; ::......i':'":::' :::iT:":::i:'"_:_':" ":'T'"'r:T'!:i'"

0 20 40 60 80 1O0 120

ANGLE'OF ATTACK - Degrees

L

519
ORIGINAL PAGE 15

OF POOR QUALITY

roll A_qM4i£ 11JIBUL£11C[VS. /BILE OF ATTACK

I_I_10 IICIr¢ll AIIt_0H, FAll _ Iq_cH IIIW_lt , 0.$3

Iq_TIIF_ WIJ)CITY - /z_o liners; SII_SLIP MGLE - o deg.

V

I

I.IB

0 _ 40 60 80 100 1ZO

I.N i

0.04

li'"

I.O0

520
.o

RECOVERY, AVERAGE TURBULENCE, AND DISTORTION VS. FREESTRE/_I VELOCITY

ANGLE OF ATTACK -_ DEGREES

SIDESLIP ANGLE - o...9._DEGREES

P&klA F-100 HATCH AiRFtOM

CONFZGURATZON:NUNBER.LE.I DESCRIPTION "T/,;_k. L_; I,Wr.

.... :1.OC

_2Tth::

0.gE

:2:25

o.92

. _--=-:_

! r .i :: :.

: L ! 2il/ -i72:.'i-:

. ....... i0.80'

..... Z:..:i:k

gkk_

40 80

FREF._TREAN VELOCITY - IOIOTS

521
ORIGINAL PAGE IS

OF POOR QUALITY

* : ',, Itl II1'f! "

!'_: ! i I i : i I t I J-FTI t _ .:' t _ ;"

.... 4.... k--+-4-_-'- g--_ ............. i ; • • . ,

: i'_ __Z. i . • : _ r E t,: '-I i I _ i I t AA

i _ _ ! i : t : i i ! . ! • F i

• ' = i

I : i

I i. I _ __.k_=!___L. ;: ; _ i i ] _ i

: i ! t

...... }.... ! :--:-.: _ i __ _ L :f__ =

: " i : ! I _ -I t ' I

ua : i - -

"_: :.... 7-7: } _..... _-:- : ' _ ->--_:---_

,, = ...... " : i _ i . I I • I _ , ! I i -I

_ o ! : i ' I : I i I i " i I : : ': I : 7-! : 1-

. _ .................. ,................ l :

,,= ............ : .... _-" :...... F-"a---t------.'--_--,---+---{ - ..... "-4-.-- -_ ..... :----.'.-------I

_, "_ .....'<..... ! .i ....._......I _ ._.L_t_l_:: ! L:= i _ i i I

g _ , ., ! ' 7 _ - i--_ 1 : -F-:-----i-: .... [--1.,

Ii ............. I , I+ " " 1I ; I I , _' _ _.

o g -- _ -i-- ............ :--m_-- i- .----i-----f-r-P-=--_ - _ - ' * . -F -: '_-_:- _---P,--_.

>o_ , " _--r-_-_-_-7-r-:---_--:-_-__ ---

...........• :

_' _- =.......... :---_---_-__4---k - 4- :---

- = = : ', : i ! _-TT---F71 ' ._

g _ ......r_---------_- _., . - .. . : ; ' ____: .

............ "...... i ........ - '_ : l ; , _ ; , i ' • 1 . .

f,- "_ - " : -- r r --I " " -- -r * _ " '

_ rn <1 -

- "........... ' : -...... :' ....... I- F 7-:- !-7-.; F-F [ ':--_ ..... r # _. ........ ___.__ ,_ ' , : i : t---_ ........ . ........

o "_ _ I • i "

.... :_ _.I ..... : . : G_': ' - _ ..... : ...... Y............. : .......

. . ut al'- I_. et

- o o o 0 d ,5 o

522

=
CONFIGURATION :

COWL LIP EXIT RAKE TOTAL PRESSURE PROFILE

TOTAL PRESSURE RATIO VS. RAKE HEIGHT RATIO

NUMBER I_'; DESCRIPTION Thick Lip Inlet, Right Auxiliary Inlet Open

FREESTREAM VELOCITY m j__..knots

ANGLE OF AI"rACK -_degrees

SIDESLIP ENGINE FACEANGLEMACH NUMBER -_Q.__es -

I

H,, 2.870 tn. /

!

H

"t

J;=

. - ; ! ......T_ •i i i . ; . " _ i

1.0

-.-:.--.I ..... _........... _ .... , ...................... i ....... i ........ T ........ n

.... : - - : . ::: "I " ::::-| : .. • I • '. _

]

-----i. "__..... !i....... :;--:i--Ti : ..... I -:_: :........................ - . _:_.____'--: • ,

0.8 i ' i I: '. . : -_

:-..... _....... !-:--!---:_---_--_::_--i ..... - ............... :...... ' -

0.6 ' : : , : ,: i. l:i.:i , _ ....

_::_ ......... ____:..._ ....... _ ....... ; .................... --: ........

: " T ' i . : L;'; _ I- . ..::.1 " '

-:_" ......_.......!-::-i :-÷-I.....i............: .......... "--_........!

0.4,-

............ i...:....l:..:....:i:_.:_:i__._.._........ _ !.._i.....

_ ! : . : i _:.... : _ "

............ " '

!.: :F :_ I _ ', -_...... -_-i-- T0.2 ! " _ :-: :.: ' _ i : :T ] --:-- -

I

t ----L. ........ -I ............................ : ...................., _ .......... : ..... ,; I i:.. i : . : • ::

• '. " : _ : I .. :" • ::', ' ' . : . .- : -

l--_:--!--:--i:--I'-!-:_-:.--i-.::-i::.-:-i:.... i _::: '

O.l-- 0 -_. . , i ..i __--_ ..... , ..... ......... ; ......... -----

I:-.:.-..i.- i..._: .':-..!-.:-i:-!.....::._::l..-_---i ..... i.--i....... !....

L_i • _ i " _ i: ' i • i : i .

0.5 0.6 0.7 0.8 0.9 '1.0

(PT)cOWL/(PT)FREESTREAM

-v

523
IIECOVERY, AVERAGETIJHULENCE, JUlD DISTORTION VS. FAN FACE MACH NUMBER

CONFIGURATION .g/a. ; READING NUMBERS 27&8-z773

FILEESTREAM VELOCITy -_P_ knots ; ANGLE OF ATTACK ,, 2_._odeg. ; SIDESLIP ANGLE - o deg.

PlddA OPERATING POINT VALUES : M2,, _ ; REC- __ ; TUR8- .oz& ; DIST-

_ T"T -_

FAN FACE IqACH NUMBER

524
RECOVERY, AVERAGE TUE_ULENCE, ANO DISTORT[ON VS. FAN FACE NACH NUHEER

CONFZEURAT]ON .._ ; READING NUMBERSz;,Tq-z'rT,t

FItEESTREAN VELOCITY -.._ knots ; ANGLE OF ATTACK ,, ._e. de9. ;S[DESLIP ANGLE - .Q_ deg.

P/,MA OPERATING POINT VALUES : M2,, o.5"3 ; REC- .._ ; TURB,, _ ; DIST- .oSe

FAN FACE NACH NUMBER

_ U 525
RECOVERY, AVERAGE TURBULENCE, /MID DZSTORTION VS. FAN FACE NACH NUI_ER

CONFIGURATION .L_ ; READING tUNBERS Z7So-Z78._

FREESTREAJqVELOCITY -4/o kaots ; ANGLE OF ATTACK - _P_ deg. ; $IOESLIP ANGLE = __o deg.

P&MA OPERATING POINT VALUES : N2= _ ; REC= _ ; TURB- _ ; DISTT .....

4

FAN FACE HACH NUMBER

526
RECOVERY, AVERAGETUUULENCE, AND OrSTOATION VS. FAN FACE MACH NUMBER

CONF|GURATION J/r. ; READZNG NIJMBERS

FREESTREANVELOCITY -_,o knots ; ANGLE OF ATTACK ,, qS deg. ; SIDESLIP ANGLE ,, o.. deg.

PJLIdAOPERATING POINT VALUES : M2,, _ ; REC- _ ; TURB,, _ ; DIST,,

FAN FACE MACH NUMBER

527
IIECOVERY, AVERAGE TURBULENCE, mD DISTORTION VS. FAN FACE NACH NUMBER

CONFI6URATION _ ; READING NUmEAS

FREESTREAMVELOCITY -__ knots ; ANGLE OF ATTACK - 7o deg. ; SIDESLIP ANGLE - __o deg.

PJi_A OPERATING POINT VALUES : H2. _ ; RECt *--q *---4 --.*-_-

._- _

.F2

):

:P

" o

-':-:E-:: .:- T::

::;:: %'

gi_<i !illt':il

me .,I

]

i'

t"q

"IL

,:::: it:

:--'2

:i:_ _-:

:iii

k"_i

iiii'"

-:.! %

_ .... .;..-'2

-= ._- .r.:

_-_

f:

...... ;..--.

= =

:2

:ii? i{i_i_i:?!

!}i-:: i!! i:

ill i_iilil _ii

; TURB=

IL:

:2---

......... :7-i"-::i:I .....

i :] it

iiii....!ii:I1

4::: 0 O, 6_:i

.... ii_l ---ii:!!!i ii !::i i ii t

::: :..... : = -I:=i?ii= '

............. 2:3 "" :%21 "t

'7i !}i i_'i !'i :::t'ii !i_i] ::i: :-! i

t ,.!. 1

ii_./:!f:!i:.!i4 i. <! it

!

2:i1 1

-:7

-;

............... : - ::.

3"'i::F._t FACE MACHNUeBER _:

v

528
RECOVERY, AVERAGE TURBULENCE, NID DISTORTION VS. FAN FACE HACH NUMBER

CONFIGURATION ._ ; READING NUMBERS

FREESTREAHVELOCITY -_ knots ; ANGLE OF ATTACK - _ deg. ; SIDESLIP ANGLE - ._o deg.

P/,MA OPERATING POINT VALUES : M2- _ ; REC- _ ; TURB- _ ; DISTFAN FACE HACH NUNBER

529
RECOVERY, AVERAGE TURBULENCE, AND DZSTORTION VS. FAN FACE MACH NUMBER

CONFIGUP_TIOM _ ; READING MIJllERS

FREESTREAMVELOCITY -_/o knot.s ; ANGLE OF ATTACK - _ deg. ; SIDESLIP ANGLE - __ de9.

P&MA OPERATING POINT VALUES : Iq2,, _ ; REC,, _ ; TURB- _ ; DIST,, ./De

530

FAN FACE MACH NUMBER
IIECO_ERY0 AVERAGE TURBULENCE, AID DISTORTION VS. FAN F_f,_ I_CH NUMBER

CONFIGilRATIOll ,d,,i, .; RIEADINII NIIIERS .,&lllg._t._.l,,_..

FIEESTREAM VELOCITY = _ knots ; ANGLE OF ATTACK - _9_ deg. ; SIDESLIP ANGLE = .f2, deg.

Pld_A OPERATING POINT

a., ..............

tla

0

-:-T .....

...| ........

r,,mm

F,

I_ I

t

:" L

;,v

_t "

I:

_v

:21;i:: :;::

VALUES : M2= _ ; REC=

:,: .... _'__:_: - T........... ::' -,_:_::_ _'3 i!_-__ ::::_=:: .-::i !_ -.::.-

= .....

:'::.I:'_'-. ":-__ :.-:_: :.:: ----:..:.-4 _:: _ "_ ....

0.96: £_-+=: ==" ::": _:: =:: ::::: _-_:"

0.92: E:........ ZL'_"" ::::::- ....... ::i" :1.....................

k---. =:_= :_7_ :=:= _=

_._o ...... _ ............

771.22 ........ L_'Z:.................... Z_7,- :::: -::: ........ ::::

_'..-'GI-..G.E::::.:::_:::: ]:::.:::i :.: .... :!'!-:: :::! ..-

7:::,--=: 7.::i:.:-_-:-.L:_:Ti-._.{7.-77-777_-] 7f'{ -'-77:" :_'i777i7-:-,_:._.'"i.:'77:.':{:]:7

0.08: ':i ..........................................................

(

....... i7:: :-:-'7_:.777 :-:_ i:7::_':-: ÷-m:-.:i i!_i ::-" i{ii :_i_i:_: _:i i_i :!i.

_..+. ..................

...... :::,2.

_:"'=:-':.---"'7i _ "'_ _ _ _ =_ -1 .:-:_.t-.:: !=! o.oo:_.:::"':.:L:::: -:...... :........ ::i: : '-::

i:2i _-__.:E.:i-1._7:_'-:L:-:7:--:i'i! !!7! ]_-_'..-:_-2.] _.i! i-i b !-- i]-:7:-]ii !!:

7ii::ii!_-!i!_']':.]-i _ii :::_::f_i ifi i:=:::ii_"_-:jiii::i::i:::_i_i: ::._ii_4::::

7::i!i]}- 7=7!'_7i !7i............. !77."":::7"_lP_::-_7 :":":_ _ i-ii _::-

....::::i{i:::=:: ....17....

I ......... 7.... 1': :l ::'%*: ;::: : ::"

I:]. I0_ .':.:":..-Z_ ::::

• -'o'J ::::

ii_ ................. _i_t .............

÷:_t:,fi_/_i k_t_f'..:._."!,._::: 7._E7 FAN FACE MACH llEl

; TURB- .oLq ; OIST=

.................. • ..: ::.: .-:-: ::=117 ::::

:= ii!i

:2:: :::: i:::: :::: ::-::::_

_'" _i- !ii _.:.' !_-:._'.i-ii'_:::ii

"::: ..... ::::i.-- ".........

..... !i-i .... !:{_i

........ ! ...... !

_ _ "_-i:_-_ -i:i 7:7:1:::::::

...................... _.o..J

..... -..4...................

..... "-- , .... -., :::- ,:.:.,

T':: :::: ;:: ::'" :::: . "::" "" :]':':'

-:]-: :i_i :'" ]::i:'.:_ i[:_ i:!: ii[il: i:

!]i _::: _ii : ..... :

.... ................

i_ __ _io: 7!:_-=

:--_ i-.:i ]:: .i .-iii 7!!-:!::: ?i=

.......... i'

............ [

": : ::: ::: ':: :::: + : 1

" : ::: ::: " 1

_:: ."i 7.. : i: :1:

.:::: :::: i_ ill -::_-::: ............. :..-:=- _{]ii _

--:H

4rot :0 :::-:0 7 :::'= ..... :.,

i'i_i!i! :i: i ::i'::i : : i:

!ill _::;:i: ::: : i: :_i:i:_i_

! - t

7!.:-. :iii :!:i :T.-:!i!ii:

.......... ;:4

..1 :i_-::7i L_:::.:_i:::!.:_: ....;7::

::::1

i!i! iiii i_i !:_i:.-i!iiii]::ii::ii/:]

:= 711!!i ::: ..... ::: .:::!::7i :::: i :::: ::: "1:': '

.... !i! :i:' ..... "" ,!i':" !i' iil

7: 1

...... i

_0, _--.iO .i "

_'i 7!-! !!_] i::!iii!i

-'.: ,:-'7 :'..'TT"-T.

. I :

iTi.:_::: .1---

!77.:.:7:...i.

....... /F iiil :! • : :

_AM

:::: "::: ::.:!: :

i:!::-:: : .. :-

i

:.: ::: • i,:

....... :.1: -

• J ii::i i

:'7 :::7 ii_i

.:2. :•: t::::

:i .Z__

• i

" i: 1..

> - t•

i:ii ::i .... i

• ._

• '::!: •

>:: i-i :!

::

! .

, l

......... .J

i:i:: ii!t::

:. :.:.:ii: :1

i:::i_ i iiili:ii

-, .. " .::;

531
532
IIECOVERY, AVERAGE TURBULENCE,,ANO OI'STORTXON VS. FAN FACE RACH NI,_IBER

CONFIraNP, ATZOU _ ; READING ME'NS

FItEESTREAMVELOCI1X -60 knots ; ANGLE OF ATTACK - __ dog. ; SIDESLIP ANGLE - _o deg.

Pli_A OPERATING POINT VALUES : M2- o.Sz ; REC- _ ; TURB- _ ; DISTFAN FACE IqACHNUNBER

533
RECOVERY° AVERAGE TURBULENCE, AND D_TSTORTIONVS. FAN FA_.E NACH NUMBER

COIIFIIIJItATIOII ./._ ; REA_NG Nt/_qts 2eze-zs_3

FREESTREAMVELOCITY -so knots ; ANGLE OF ATTACK - 70 deg. ; SIDESLIP ANGLE - .eL deg.

PIMA OPERATING POINT YALUES : M2- .._ ; REC- _ ; TURB- .o,zq ; DIST- .,_

v

534

FAN FACE MACH NUMBER
RECOVERY, AVERAGETUUULEIICE, _ DISTORTION VS. FAN FAC_ NACH NUMBER

CONFTEURATIOII /_- ; Itl_llG IIIJOERS_

I_EESTREAJqVELOCITT ,, .._ knots ; ANGLE OF ATTACK - .._ deg. ; SIDESLIP ANGLE - .2.O deg.

PIBiA OPERATING POINT VALUES : M2,, _ ; REC,, _ ; TURB- .._ ; DISTIN! O

1,4i IN

;T"

---4 -o.

..

.- q....

• I ......

E

;P"_ i "_

• L_ _

'i

,-;:-" :)

:-j.,:::"

J

EA

Im L

l,

L

..::!-:.

r-_..

i.;.4- . ";-

1.881 g=

•-I ....

::.t:::

I. 8A:

i'='.E.:"=-:i

1.08 _

). 04

:._= _-

::'-L=' i;:.

),00 )_

.-to_

_4...

"-'!":: ....

""1--" :2;

].10 ....

_F:.:

:::;:;:::i[_

E- :.-_

N0'

.!= :_?!

::i: _=

•5"i :T.-:

Y._N

:-:4:r.r

..:z:

.,._ ..o

_._ .... , ..............

i:i- ii i_! !!'_ !'_i -E -ii !:5 F_!

"T!T

:=: iii i?=-"?::: -.= iii i:ii ".-= :::

".'_?":!_ 111! i'? "EE _" _'!i i.=. ?!=.

"-:"_L:! !:i: :'-" T_ i_. _27:i?i !?"

..... __ )-_i!i-.':'__ ::.:e.'-":-i iii )_?i!_::

I!..

i;."_i FAN FACE MACHNUMBER _:: iii!

- N N _-.:i--

)_ ill:: :.:=-.:_

-i ])_::_ i--ii]

5 :_i !:2 _'i!)i._

!_E! :!! !_! :i::1

iiii ii- .iiil-_-_J

_'"T

)ii _:::::_i::!::!ir.,.!

ii'.' iE! !Ei :i::1"i ?

::: _ t .....

I:::i

a ....

t:!_:

!i! !!i" ii:_ :_: -!! ii!

:..

ii:_ _-: ::]iiii

iii i_:._iii ii: ::ii i_

!'i :iF !i_- !:'_ =! T::

N :_::

io.....i il ii:

i:-;]

) ....

iii )ii! _ ill i); !il

:L :: i .... ::: :: ::;-

i--

i_r_:: tiiii ii! _i: i!i:

_::_:.i"_:::_:::

i:: Li i:: !ii i_i _::

_ li :!i : liT;

......... TTI --

i:! !!! -:{! i:

il)-:_i !_.!i':

!i:: il _!:il

Li::ii_ :)L

::!!i]i ii::-)!-:_

;:

_ii _:.i !:T_::!

:i

T

:i!:!i ::ii:_!

_:, :ii iii ili:

::: !_ iii Tii

:: :.F ; : :TT

i: i.: Li:i-:

Fii :-ii :i!i !'!

535
I_ECOYERY, AVERAGETUIIBULENCE, JlllD |ISTORTIOII VS. FAN FACE MACN NUMBER

COIIFIaRIATIOII rg, ; READING lUJIg4ER$

FltEESTREAN"VELOCITY -.,_ knots ; ANGI.£ OF AI"rACK - ./J..q deg. ; SIDESLIP ANGLE - _ deg.

PIIMA OPERATING PO'INT VALUES : M2- .._ ;

|

REC- _ ; TURB-

........ - ;.z "'- ....... _Z'_T_Z:_"-"

................................... ;L ...........

................ ! ..... :i .... J"

• Z_I _ ii Z I ii ........ i_ Z

ii-!!_-ii-ii -_!ii:-i!!i_iii- _i i_i _iii_i_!f: ::i

.%:!ii.-:.-'Z_ i..:-.._:::i _-::i!__.-_fii iii i!!!

....2111!,.!.! !!!!i!!! .... i!i. !.ii ......

....................... _ i':':i :i'i ::::::::::i_ i_! :::: ::: i::--.-_.-'!:::m:_ .::

:_ F.i!!::!- !-" i;,_._ F5_:i :i!i[_i!! ii! ::ii

.....:'-: _ _' "=:::: _i !i_i:::...... :_i i:_

_.;"_: _ !:_-i:i÷:L_ii:ii :iii i:i:_::i! i:i /

; DIST"

:::.::::.: :z::::.-.:-

.... ;.........

i ...........

i--i:_::ii_iL:i:

iii .:::i _:iL_:_

iii:::i::ii;iiii_

.......... _...

a oi-:i-_

ii-fl/i?f;

F " " :':-

!!

!5 ::?:.::j::i

...I

•-_:o 7 _ill

: i F:. iiiit:ii

............. ]

":::"ii!q :::1

i

-::: ,:

......... i

::': ::: :::t :.!

..... iii;i

"il _'Z "

';'" 711

...... ::| .i:

;-io, 7 :!:

!:-iii!_i.ii:t :.i

- :::.::: :-.4:--- *-_-- "FT_

...... _ /i

i:'L!_i .... i:i|ii:i

'_iii ";-::::: ........

.... ' ....... t: _Z_/I

ii:!. J _.;,

..'.! :!: ::.._:: : !

"i!!,E-i:. ..!.., I

::::;i::: i i

i!

i:it:: i !

i,i_ "[ i

._iE 2 _ , :

--" . ' .

TZE!-_Z ! _

" :: -! " ::i

.J- . . : . i

:::: ......F::!-I:-_ i_" ......... ........

• i ___.i-

; I

:' i i

: i i

! ......_ i!

! ,

_.- i .i

I

::i .... t, _ l

J

::i, .-i,. r 1

. I I;_ 1

: 1 ! t I

.....::: iifl::t::.:i::t

536
RECOVERY, AVERAGE TURBULENCE, AND OISTORTIOII VS. FAN FACE NACH IIUMBER

COflFIGt_PJLTION /_ ; READING MI_ERS

FREESTREAH VELOCITY - /z__oknots ; ANGLE OF ATrACK = _0. deg. ; SIDESLZP ANGLE • .__ deg.

P&MA OPERATING POINT VALUES : M2- _ ; REC- _ ; TURB- _ ; DISTFAN FACE HACH NUMBER

537
ECOVERY, AVERAGE TURBULENCE, AIID DISTORTION VS. FAN FACE MACH NUMBER

CONFIGURATIOII ./.._. ; RF._ING NUmERS

FREESTREAMVELOCITY ,, _ knots ; ANGLE OF ATTACK ,, 2_ deg. ; SIDESLIP ANGLE ,, .._ deg.

PlilA OPERATING POINT VALUES : M2,, .._ ; REC- ._ ; TURB- _ ; DIST,,

"-1:"t : _-'l

=

FAN FACE MACH NUMBER

538
%._+ ̧

BECQVERY,AVERAGETURBULENCE,_ BISTORTIONVS. FAll F_.JEIqACHNUMBER

CONF'IGIJRATIOII _ ; R£N_NG _S

FiIEESTREAMVELOCITY- _ knots ; ANGLEOF ATTACK- _ deg. ; SIDESLIP ANGLE,, ._ deg.

PIMA OPERATINGPOINT VALUES: M2= _ ; REC= _ TURB=_ ; DIST=

--r,

"tz:. z :

_--°' ". ++I.,"

b

I

- o

,'. 4_

E

E-L:.;: ._-- -'i

: I!

,|

B !:

:o.. ,|

" I i,. O. I

",0 i

.+_+.i._ i:+..

f :

I '

t

+.++c

:_._._

3.92 _-

_ _o.

.+':_. +_ +"x

_-=_-_-ig

....+__.

°'! ......

.+ ._.--- ::r:

:- .

-+:i:.--i_ii

__-t:._:.2--:

-;" +-I.+,+-+ .,--+,.,._

.o_..

o-'-I" .......

+--t .......

. --...

).:zO':

++'5!_IT-+.

).lOt :-

+,.

.+. i ,:.- .... .:.

+,.

:::;4:+; _:.

_,n +-, h,.,.+

;4 _ r'L+"

b-T'=_

ii(i i_r.:"_:-::i

_:i i:'i i+il i:_-

::-Y_:ii- _g'!

== -i- ._"

:_ "_ &i ::-

.......... :.41

i::i i::i:i_ ii_i

+- io .,.;

+,, + ,,,-

:+'.:; ++;; ::.;

.-._.:-: -_ -

__ _ ++++++

+ii_ ii'Si _-:

:2;,; ::+; :;.:

[i:: :i! }[_

,._..:...._.-,.-.-:

+

-,oo-+-_ --;

i::i;i::!:ii

.z:ii_::i_::

::::.:ii[! !L:-:,

::++ ;::: t'7++_

:+. :_

0:,s:i

[:::

:;';: ':;'; ::+; F:";':

;++_ ::: :.+: _.:.++

........ [_::

i:ii

4i _ ::ii iiz.

._ [ff++..-.=. ,"::-

.+-: "::" i:+ + !zr++

:%'i :;: +.-'+. ".--.

:+]i _-] i2 :!:i

..... _-L .... 2:-

}ii! i- _._ii!

::i++: i_ i:/:.iii

[:! :!!i :-i i!_

i]] ilii ]:: "'_"

+++:++:++i+++

_._:r-.+++:_+--

i:i i::{!iil ::i{

ii! i:::i:ii ii[

."_.: ":" :;:i :++T

iii i++iiii ::._i

i!! :i! Li_ !_i!

:++i:: i_-_i iili

oi°::

++'t?" ;:++ .1;

iii :._-:_........ :::ii:_: :ri

:+':: ::: ":;: ::: . : ..:

i:i ::. i:: i-2: i!i_i!.

i_!i::-i+]!i! :i!]::-"f_ff

}-- {[: :L i_i !'::i !7::_

"_ _: :X-ii'-L:5_-c-_

- _ .=.-_ ===

ii[i i!: : x

:::t .. ": r . .

..... .: . [[! :

-i _!! .... [: ....... ::t_" :+ :i 'tz::

• : ...... :':

::t: : ::: r

f-i ::-:ii::_ ii/:_i!r:i

, +. i_i iis:..: _: ::4 .....

_!!:iil :i_ !!! !q:!::

_- [!i:;]!2 iii :if:;::

.: :...:.:.: :q.....

_i L"i::_:{i iii :i!+'t:ii::i

::i::ji:i !?t ,

:rg!r:!j

539
RECOVERY. AVERAGETUiBULEI_E. I DrSTORT]OIIVS. FAIl F/k_E NACHIIUNBER

• CONIqBIIRATZOU.Lk; IIEAO/N _ _._7_

FItEESTItEANVELOCZTY- _ knots ; ANGLEOF ATTACK= 7o deg. ; SZDESLZPANGLE• __ deg.

PSMAOPERATZNGPOZNTVALUES: Iq2• _ ; REC= _ ; TURB- .o31 . ; DZST=

..

:::

-.

::: _-

E_ i."

- i!

i_ !!

"."i ii:

... _.

i'_ ii

::" i_:_

_-2 ii!i

I_H NUHSER_

54O
IECOVERYoAVERAGETURBULENCE,MiD 01"STORTIONVS. FAll FA£E NACHNUMBER

CONFISURATIOll_ ; READING_

FIIEESTREAHVELOCITY-_ knots ; ANGLEOF ATTACK- _ deg. ; SIDESLIP ANGLE,,

Pe,UA OPERATINGPOINT VALUES:

_._ _.,-

_i .:.-:._

:.--_-:_i-?-.:"_

_ :-.--___

I_ Yn_.:_::

"_io/31

Iq2- 0.53 ; REC- _ ; TURB- _ ; DIST-

-_.l+_" :"" _r_" .,.,-,-4 ': :: _"_'" _"'_ ":;__.. !::! _:_":_ :-: :: "''t _.-_.'l :i_: ; ;'..: :.::: :;::Jl ......... :': ....... ......

_ "- :.:._..,__.L _-. _ '-- -_:.-; -_ i_ _ L=-.:-! iii_-- i_-.--!!_-."i

"-_ ........-- _._-":L_ ..... "."--:':_-L'---_ _-........... :-:_:--:--"- ::::_ ..... --i........................... :.'_::::.-:::...-,............

........ ............. -......

............................. ii-:.::............. :_. ........ !!:._r:_f'

..:::.:::::::: .::i i_i_i_-iL!.: i_i_ !5: :ii_i!_]:::: :E ::yi: :

-..:;;;::.; ::::, ;.:_'_.--.." :_'-': :_:: .:;. _ "_'';_::i .... ; " : :;:

............ ._.... ,.-_.. _ _:i!.-':_...ti ..... ::: . .

.::_'_:-::: C-_i_._- i£-_..::_ :_i-2 _i -_'-i?.::::_i-i: :::: ::_::_---, ..................... :.:_:.:_i ::: .::

::':.:I;'-:'"- .... :'::; :'_: [':'; :,- -;I::: : :--:::: .....

::_]i_:- _ ::::_...... _-!i:--..... ".............

ii_:..... i:.!:: "

_'"_':::':;:: ;_-...-"'];;.:-" _- :'_:_-':. :::""=:: ::'::.T:-':: :"'_ :::: .... _-_: _::'_ :::::: I:--'I.... ........ ":::: ::: _.................... :::::':::::::: ":::

........... i ....................

_":::1;_- _-"; ::::: :::: :::':-:

_._ _:_ -._-:._ =_::::!!_.!i.:_-_-!_ ii.'--:-i_i_!t!!!! I'"q _!!i! _::::_::_:_:_ .......................... ........

............i

,??.! ....... T. t_'5 .... t.*. j ................ I - : --

_;',-:.-i_L-i_-_._ ._i !_iii_i::]ii::!i!i!_]i :ii ::;::jr:::....,::=:.::::.-_,.

"'" :_ iiii:: '..-._:,U"...._ ....:..ii_ ........ :::: "-: ""_ "-" !:::_ i;;i....I:::: r'::

.... I ......................

FAN FACEMACHNUMBER i_-l::;:li-i: ii-i _.i;t!_]iii!l:.i!i;!ii i-ii

deg.

ii-!_ _!i::

:.'-:_..:iii

i : :ii

i.:i :::i

i-_i-!i-:!::

:.;:.,.!!::.

" ii_

i

:2.

ii:i .:ii

::: :7- !--

i. il

;!i!:.i-_/:i

/:://i/

i-/: ii!Z/

[::::_ii::!i!i!:

iiii!i :: :il

........ :TI:iS:T: ;:ii :

....... ]:

i-ii i[.-: ]:i:

.... :T:g2

iiii i_:_:

541
I_COVERY, AVERAGE TURBULENCE, AMIDDISTORTION VS. FAll FACE MILCHNUMBER

COIIFIEIJIIATIOII ,Lk,. _; P.EJq_IIG UUmL_. S ",,a_,ZT.:.&,ii__

FIIEESTREANVELOCZTY - _/j_,!.._knots ; ANGLE OF ATTACK - _ deg. ; SIDESLIP ANGLE - ..._.ode9.

PllklA OPERATING POINT VALUES : M2- _ ; REC,, _ ; TURB- _ ; DZST- •

FAN FACE IqACH NUMBER

542.
ORIGINAL PA_E IS

OF POOR QUALITY

am MIBtME lmlOl.glCE VS..qmLIE: W ATTA¢=

Ilgl41 F-lm IITCU Mllfl.OV, FM FACE_ _ - O.I3

• =.ocrfv - _ liners; slEst.lp _NILE • _ leg.

0.116

0.80

0 _q) 40 60 80 100 120

O.N

0.04

li "

O.m

....... ,t

...... ---1

:=_.--M

543
ORIGINAL PAGE IS

OF POOR QUALITY

_ _ 111111NI.EIICI[ _S. NIIL( OF AI"I'/_

_ • 8.__oImeU; SfOESI.IP AnGLr - _ dog.

COMFIIUIIAT1MM:i .Z._-; IMMQIPq'IIM Tmcl:-/..,,_ /,+/,:_- ,8o#o,,,,, F;_x 0_:" -Po--/"

v

W

O.N

0.84

V

O.O0

O N 40 m U

_n,,at oa,A.'mC_- e.Sroe.

100 120

J

v

544
DISTORTION VS. ANGLE OF ATTACK

P&MA F-IO0 MATCH AIRFLOW. ENGINE FACE MACH NUMBER- 0.53

FREESTREAM VELOCITY =_Q__ knots; SIDESLIP ANGLE =.___Odegrees

CONFIGURATION: NUMBER.j._; OESCRIPTION _;_k L;_ /./e÷ : 3o_o._

- Port

.x

L

I

O. 30

_. 0._.0

I%1

0.10

0.00

ANGLE OF ATTACK - Degrees

545
ORIGINAL PAGE IS

OF POOR QUALITY

V

Ic

0.00

0 20 4O 6O 8O lO0 120

LOS E

0.84

0.80

546
"-v

RECOVERY, AVERAGE TURBULENCE, AND DISTORTION VS. IrREESTREAM VELOCITY

ANGLE OF ATTACK -o....o_ DEGREt'$

STDESL]P ANGLE " -...0.- DEGREES

PaPA F-IO0 HATCH AIRFLOW

CONFIGURATION: NI,RBER _; DESCRIPTION

J.-- ...... I-.......

,':'

:I I "_ t

:-::

.... i_...:::

.... ;_-i

...._.=

iiii

40 60

IrREESTREAM VELOCI'T¥ - IOlO'r_

120

547
OR|GINAL PAGE IS

OF POOR QUALITY

548
CONFIGURATION:

COWL LIP EXIT RAKE TOTAL PRESSURE PROFILE

TOTAL PRESSURE RATIO VS. RAKE HEIGHT RATIO

NUMBER /_ ; DESCRIPTION Thick Lip Inlet, Bottom Au-'il|ary Inlet Open

FREESTREAMVELOCITY • B._.._Oknots

ANGLE OF ATTACK =-_._L.degrees

SIDESLIP ANGLE -o._._degrees

ENGINE FACE MACH NUMBER - '_

I

H- 2.870 In. I

/

H

hCOWL l

iI

e1.0 ....... , . . _,.......... 1

! " ; . : _ : 'i " • , " : : -" ! •

---_-.---_'- ..... L--.:-.: -'I.... . _:' ...:': L'.__-_. .... .!"....... T_ . _L_ ....... , , ._

0.8 - ' • _..... " _ _ "

-i-_T ': - i -_-i:_-._-:i - ': ........;-i--T:_ ......... - ,--i_:-

• " ;' I .... : ' ": "

: : ! i I ' ' i I: 1 : | , ! _ i

!i!-"!,:]...... ' i i:_ :::I :i-::l_ ! i : :' ; 'J : --!

0.4 ..... : : . . _ -

_.'-" . ..... i -:-'l'_'..-_-l"-T: ..... : I''': ............. : .............

... I : '' .... I" : ' .... : , . : I . I

--_---_. ............ "-:-_ =T-:-_ .LC_]..__.L.}- .... ..i_....... :......... _......... "

0.2:_ _ : f,_l i-_! i __ _, !. i _:_i::: i

I_:: ! _ _ : I: T.I ; _ .: i i ._ I _ 1,4 . 1

O.Ol--_-.--i-- :..--_. : :--_:---_:.... _-'- ..... _I

........... i..... I'-",-"" ," ....... _............... _.... i......... : ...........

o.s 0.6 o._ O.S 0.9 _.o

(PT)cOWLI(PT)FREESTREAM

549
RECOVERY, AVERAGETUISULENCE. JIIID BISTORTION VS. FAN FACE IqACH NUMBER

CONFIGURATION _ ; ItRADING NUMBERSzsg_-zsee

FItEESTREAN VELOCITY -..9.° knots ; ANGLE OF ATTACK - 2_.._.odeg. ; STDESLIP ANGLE - __ deg.

PIMA OPERATING POINT VALUES : Iq2- . oz......&z;

"-_ - :7:.

...... 1 ......

-..,4

......... 1 .........

!:!:: _:::t ii! :::::....

..... i ....

L,..

.... L:;.

T f:.'-

....... _...,

:-- 7.-1- :-i: ::

" :':al :'-:[.71 - : - ...

........ i.. t-.-

i

..! . ! -

_ ;0.7

:.:.. :|--!

i

•Sii;: t4i<

!

......... t,-- |:::

i-_i!i!::!!_:; }::

.....

!i!:......._

i< i::i_:,! !::!i

r::: iiiL

1:::: ::::1::: l'::

}i:ii ....';--

_0.7

i

DIST-

-il : ! 1 :1

....... : ._-::: }{i: it!i _- ii. _ :5

:::_: ]!i]:i:] 7[ :

.............. -:7!: 1

i -

" ri :--:

q]]-7 ! ] _ { ]

.:i £7. r ,

t !

:t l :

i : 1

:_iii i !

_4 il *

. i:{ . ] i

.._ .... L.] ... !

• ] '_;

[ : I

ti: ! ':

' {

:::;-: - .t:: • q:::l

= ::t:ii t :t

: I 1 {:_t

: :{ I

• I .... :_

=

_J

550
IIECOVERY,AVERAGETURBULENCE,MID DTSTORTIONVS. FAN FACEIqACHNUMBER

CONFIGURATION_ ; READINGNMERS

FIEESTREANVELOCITY-._. knots ; ANGLEOF ATTACK- _9_ deg. ; SIDESLIP ANGLE- __. deg.

NIdA OPERATINGPOINT VALUES: lq2- _ ; REC- _ ; TURB-

|

0

IO

OlST,,

t: .:: ::i: :"

:: :.1: ' :

i:

:12 ;2:: :::. ::

.. L ......

.ii ii_ iii :ii

.. . : .::

_:::L!i ....

i il ii: :

::ii!i::7":if:

i:i iili:

_--i-._:::4:=

F.-: i! ."t ........

,=. i_i_-i'L:

::: :::I --.t:---

i!i: _i.I.

il. iI)i!

+

1: !

il

:ilb4i4i

::i; rci::,['_:

: • c

t */

" tJ :

: i. I

: t': ti-

: t :: t:::

t :l'::

i!'i

551
RECOVERY, AVERAGETURBULENCE, AND DISTORTION VS. _ FACE RACH Itl.lmER

CONFI6URATIOII ./.7. ; READING NUNBERS

FREESTREANVELOCITY ,, .,q.O. kemts ; ANGLE OF ATTACK - 2o deg. ; SIDESLIP ANGLE ,, _ deg.

P&MA OPERATING POINT VALUES : N2= _ ; REC,, _ TURB,, _ ; DIST,, ._ai.7.7.

,.- .....

_g?--

..-. -_-i:-f

F.i ii !i

i:

5 i- iii

gm_

N .'-:_il

===

k- --.

%" ::_ :2

£" i" ".:2

':: ::: :2:

H: ;,---- ...

:.: .- .._

7=[F._i-:

2;. _ :2

g_ i" g

= := i_:.

H,

•.'F.'_F _!

FAN F/_CE HACH NUMBER

::: i i. ii! ..... ::-_i_i i!_ ii

........... 1......

._.

............ ?.........

!'iii [ :"":'_il:'_i][" i'_"

iil -] [!'!_!i .: :: ="

" O,.• -_ _

!.: !i" :7i!":!., i: iil

....... t -

]

?: .... : : . [.

":"[_! i':_-i" !i.: i:_ !i

!g i!_!-!- _ ::!::::_ ii

............ 1 ....

........ ;i!i:i...... ii

T:: i:: : :1"21 :: :

i

i_ _!!_!!!::i!ii!?:,ii i?;

...... : 'iil !]: :_ :_:

............. .-. 5_ !i'-?i72!_?',12 i!i :::

!?i i:

i:i ?i:

:. i!

•).:

/! "-

2& __

2.

:! i!i

i:i i:-

?i _::

/

i!5 "'!

iii:

iii il

iii ii

i

I

l

.j .

?:I :!!

)i! i-

:!!I

i-! iii

!:] =

i t i_i

-!

[!. -

i7) i:

!_ .ii

--iii

!. :2

i: i:.:

i':. [_

:i! ![i

._ _

):]. [:

v

552
I_COVERY, AVERAGETUIWULENCEo AID DrSTORTION VS. FAN FACE NACH NUMBER

CONFI6URATION J.7-; READ]NI_ IIUI_ERS

FIIEESTREAIt VELOCIT_ I _ knots ; ANGLE OF ATTACK - _ deg. ; SIDESLIP ANGLE - ._o deg.

PJI_A OPERATING POINT YALUES : M2- _ ; RECI _ TURBI _ ; DISTI

7!i _" :i: '_ _:' i_ ._t- _ _

:i 2;

:= ....

!.T.- -

2: b

i

!i:.! FT! ii

:._ i-.:_._

__gZ

N ""g

_ta,3

--:.iii :_:-

I

22.,.

:4"=

:"

==

T.::

22£

T-

.:Z

!!TI

-F

?-=

..:-..:

]..:

, , i

_ ._-=.:_--2

_ !7 kT

_x; :££ i.=-

.-. -- ....

-:::._ ,._

o si £

o ,s _

f !:..--2:1::i::

2: i:...

!!:. .... . .....

::: _.::: ::: :::

22 ......

i i

_ Tfi_::_

_i{L-'.:- :!i i.-::li '_ _?:

--"1 ............... 1 ""

2.'_: :1: ---4 .

E!!i_i .q...: .'22]2:7

i

.,..,,._:: .-.,i

-;;;I =:t:::: '!

................. J ....

-'! I i

• : , ..::_ ;i:t: : : 22 .

:::1 :.: i ..... :;.,

I

:-::T::: q. ::: :-: i::

-I

.: [: : ...,

/2) ...... i/:i""

:[]21 ..:: .... .£: ""

i2_]_'- "-£: !-2 HT: "T:_

22!_._!;....... _ :

i!JijL:i-+!i ::! :'i2'): }

r'::.11:2:'1 ,:L: ::-it 2i

w

I

::i_.iji_i:2:52 i_. 2.:

I

.... ' .... .: I:: , "'t

!":_:-.! :: I::: : ::

IF!I-: ....... :'/!!!

::::I;:F ::: ::"

::::l...: :; : :;;: ::

553
IUECOVERY,AVERAGETUMULENCE, JtllOI_STORTION ¥S. FAN FACEMACHNUMBER

COIUrlaJRATIOUJ._._ _IIG _

FI_ESTREANVELOCITY ,, _ knots ; ANGLEOF ATTACK- .Zg. deg. ; SIDESLIP ANGLE,, _ deg.

I_ OPERATINGPOINT VALUES: M2- _ REC- _ ; TURB- _ ; DIST.,

._ !.-

"!"

o 4

ii !ii

!ii Ti!i :-'2

04

.._ r:

-:_ 2---

°° "1 "o

o,,

N_

!_...-..-_

"1

o:,i

L:

--:

.-....

.-_.T

::-.

I

......... 2.-.I.....

.L_. " ?': :-.:E._ ._ _-

-:"_ii_ - --.-_"f

I

_- :.!

"_i _--" _

i_ ¢!i.:- _

.-.-- _ .........

"ZL_

Z :q _-:-_ iii

.__

iil ii :!_i ;ii ii

i_ ii :sil]ili !!

_:::5i :!!!ii4ii-:_

,. ,...I

FAN FACEMACHNUMBER

:--'5_-'.-

":2. '7_ F_:

e .....

:2i: ii_i [il

06ii!_::!:.i:_i!_

ili;ii:.I _

iil: iI !i:

0:.4_

:_._ :::_

I

....... ! ,-.

_'!!!![

_ ...i

:::1 :::! ::

_. ill _

_t ::-t iii

/

iii :2i:. ii_:

: : ii:: ii

ii_::!i:/

.- . 1

2 i i

:i " .i]

I

!i !i :i_t:ill

; 0.7 ii::

::: i '"1::2i

i:i iil

.., _ii

!!!1:::

o. _![_

ii iti:_!l i;ii

_ ET__- [:ii:t::_.-_-. iiili:!_ I

i!_, • !i: _ :_.:1.:::t

!:!t !(t i

.iii!:: t...... i....

:!:J!: : I i

: ill

"

. i

ii

!l _t!

, I

: i

.i !i

i !

• .l ....... _ i

"_if'_ _i i!::) , ,

iF,k:: ::!i ......

I ......

':ili :ii!_t

...| .........

.i

1 i I

554
IECOVERY, AVERAGETURBULENCE,MID DISTORTIONVS. FAN FACENACHNUNBER

CO#FI_eATIOII J.Z. ; READINGIIUI_rRS

iitiiii 

ANGLE DIST- -_eg.

i_i ::-! g_!ii_ r::-:iii

i[i" Ei ::_ !':- ::_ ![_

t"-.-: .:- i.:! i: iii :'i

:-: =' H" --.-"! _! -----.':

:_i " i:ii i !

ii!i i ::i i__: . i:

!=:i _:: i:.i!>_ 'i

"_! -L'- <ii :- -7 _-_

!ii ii _ii; i:-:i

i!i ii .............

]i" 'Y [[!i {{! [{{_ii

........... c-"

<i "-"[[[i-:[ [_ i-_

............ ]i°.

i[i if! !::i![- _ i-::

:.:. ..........

ii:: !_ ii[ .:_ iii _i:

ii!i!ii::ii[ _ i::

::![_.[[[[_[[![_:if

[[[{[::...... :_::

555
ICOVERY, AVERAGETUMULENCE, Nil) DISTORT[OIl VS. FAN F_CE NACH NUMBER

CONFIaJRATIOII _ _ READING IIIJmERS-z_ls_l-Z_z_l

FIREESTREAMVELOCITY -_ knots ; ANGLE OF ATTACK - _ deg. ; STDESLTP ANGLE - .__ deg.

PliMA OPERAT]NG POINT VALUES : lq2- _ ; REC- _ ; TURBo _ ; DTSTFAN FACE IqACH NUMBER

556
RECOVERY,AVERAGETURBULENCE,AND O)_STORTIONVS. FAN FA_,JENACHNUIgER

COOIFIGIURATIOll ./_7..; RENIING NUNBERS

FREESTREAN"VELOCITY-_O. knots ; ANGLEOF ATTACKo _9_ deg. ; SZDESL]P ANGLE- __odeg.

1_5idAOPERATINGI_TNT VALUES: M2- _ ; REC-"--,g.Z_ TURB- _ ;D]ST-

_ ._,L.-:_i -!!-

_ii :::]i:ii::i[;:i ::ii:

!i_: ii:? ii)2 i:i2:2?"

!_Li L"_i ]h'- i::; :::::

- :::: iii! ::: !+i ,.:.:

.::: J::: .:." .:: ": "i

_ ii:.Si_:.i::i :-i!i

:,i_!_.::_T[-!iii:.,_

i::!::::::::' :: ::_

i- ,._:= _::.!?ill

_" ifi!Jgiii i!i :::'

![" ;!"i::!:: i_

5_ O.

.... [.............

-:-':.:r:::: --:: :::-.

i :!.: !b': :!:i "i']

:::: 'iT:: ..-"--'T ::;i

?'1. :::t :"--,::

'"A ";::

........... ! .....

_!:: i.i: [i!ii:: -

:ii ;i:_=i_<::

.... ! ....

7 :::: ' 'i':::

::2: :::: ::::l:2:U

-::: :::: : ."_.

:::: ;.:: .... ]:::*

i

:TT: :t: : .

- .:_: -*,, .._

....._i_]]::iilt

....!ii!i --, :;;: ,-..

i][]]fifi]]i-i i:_:.

:..71 .... :.. ::':

:::li:i .::: :q

t: .: t ............

.[.i!iiii ., :_i

:ii]i if! _- !?-

:T'_

-:_i)!ii_!_i-:.

..,L .......

;:.':[ : "::. i-

[

.[.

:: - ,:::

:: :: "':" .

.:,: ::T; ; ::::2--

,: : "::: :..:: ,:

::t: :.:1 :" : .....

:i:_iU i:itifii:

2hi !i! : i [)

i_!i _?'." : ":!!:[[

........ ;..] ...

557
NUMBER

ANGLE- o.. de9.

DISTi

-::_IL":.._,. i:l:

-!I

........ iiiIi::i. !i:

ii-_!:_:. :_ii!::2i: i::

_-__=i i :.---: _: =--t:::: ....

:: I

_.: .__ 12

.......... :::_::::._...;

_ i: i2

....I.

Ii ' •il

:i:t

..... ,

i:

: ! ! ]

:!.}

i:i ::: :i'.4•_il_,i:i] i=.i:ilit i - :

:::i !J*:

558
RECOVERY, AVERAGE TURBULENCE, lid DISTORTION VS. FAJI FACE MACH NUMBER

COMFXGURATIOII.LZ.; READING NUIMERS _'t_'7-z_,_z

FREESTREAMVELOCITY -_D. knots ; ANGLE OF ATTACK - .._ deg. ; SIDESLIP ANGLE

P/ddA OPERATING POINT VALUES : M2- ._ ; REC ,._ ; TURB,, .._ ; DIST,,

film

= :.-.-

N--..4

;:2

"-1

e-4

:::*2

..°;

i-! !_ 2 _i i[2! i---'iH

....... !'- i9. !:._?'ii

o°_

iii i_ iii-

-' _ !,-- !_: :;2 ".-::: :i:_

_ "'L

•. .-.::

............... i;::k."

:_! ,-.. ;:'-_ r':

--.-.!if:

!;:::

FANFACE IqACHNUMBER

• 4

i! iii

.... i:i!

i_:-i ]

;2:.. L. ...... _ ._

:.-.| .....

I "1

I i

i

.-4 .... ....

.... | : ; ":

•.:! ::: i!

:. t . • "'::

!?:!1...........

:1:1"::: :;': :::: :::

r-"'!

1211;i ::::;;: :

fill- iiii .::_

":j.,

gO,7 .I....

_..!:!ii ::i:tiii_ ii

iE. ::: 1

-i!] "

i-:: :4

-Jl ...

ii:?"

il : ...............

_ =-,, 0.$--- _ i2 : : :"

;: ',:r ::::J ::: : :;

._i iiii i .... il i: .i

iii ii-! Ei :!i ii

r_ ili _:: !i::. ::iii!:

.... r !

_ _0.6---.,

=_._e g.

_T'q-T-I

:t :1t

1ti 1

• ]

t

" !

:! i

i 1

t t

i _ --.'--

: i

• I

....!:i_! ! I

:i:ii:i-! - ! i

":2::::::"

' i i _

:.I1

• :::: ! t

i:? :i!_ !!!:_ ]

.... I i

i!

.: . i: 4

:ii! i_iii :

559
IUECOVERY, AVERAGETURBULENCE, ANO DISTORTION VS. FAN FACE MACH NUMBER

CONFIGIJ_TIOa ./.7_ ; READING INnERS ,,zq_-z?V8

FREESTREAHVELOCITY -_ knots ; ANGLE OF ATTACK - -7o deg. ; SIDESLIP ANGLE - o__ deg.

PWA OPERATING POINT VALUES : Iq2- _ ; REC- _ ; TURB- _ ; DIST- ._o

v

560

FAN FACE NACH NIJI_ER
ILECOVERY, AVERAGETURBULENCE° AIOOXSTORTXON VS.FAJIFA£.ENACHNUMBER

FREESTREANVELOCZTT -8o kemts ; ANGLE OF ATTACK - 9o deg, ; SIDESLIP ANGLE - __o deg.

PlIA OPERATYNGPOZNT VALUES : R2- _ ; REC- _ ; TURB- _ ; DXST-

_[ilLi;i;;:;ii;;

561
RECOVERY,AVERAGETURBULENCE,_ OZSTORTIONVS. FAR FACENACHNUMBER

CONFIaJRATIOII./.7.. _ IIEJq_R6 IIIJmERS

F'tEESTREANVELOCITY,, _ knots ; ANGLEOF ATTACK,, .liD. deg. ; SIDESLIP ANGLE- ..0. deg.

OPERATINGPOINTYALUES: M2., _ ; REC- _ ; TURB- _ ; DIST=

::.-

::: :=i

122 :!ii

gii[2--

7:: :i!

:.i::£i

:.":2: ::.=

:_ !5" ::--=:

....... ]

l

i

/

E:_- i?!i!:i ii! :

ii! !:l

=2 _ZI ...........

_! _ii ili !i_.i_iiii :i

IE _il !ii !!Z rr_ !i_ ii

::.i '" _ _! ii

iii _t ....... i;it

NU_ER_ ii i_i:

ii •

.,° -

i!ii_

!::tii_

- "t

id

:A':

i:iJi!ii

H_ ....

::!i!ii

ii!i iii_

=:= ii't

i£!i: i: i:

.] '

i?!::ii:,

I

:i;;!il i:_:l__

i:_ii:ii

-J =ij

_=!;I i;:iI:il

,.-| .... i

ij

_i_ _

I

i I ! i

.... •_ k I I _

d I -_ t

i:1

.I :::t : .

:"" i

i!-!iil;. : i

i!il i • _-

.... | .

i

_t:iiit :1 I !.

' I

562
RECOVERY, AVERAGE TURBULENCE, IMID DrSTOATION ¥S. F&ll FkC_ IL_H

CONFIGURATIOR _ ; READING IILI_BERS

FItEESTREAJ_VELOCll_ -tzo kemt$ ; ANGLE OF ATTACK = _Q_ Beg. ; SIDESLIP

PIMA OPERATING POINT VALUES : N2- _ ; REC-

})7....2........

-:"-Z+-74 _ _ _-:_ i-_ -_i:-_7:%-:

..... , ......... ,- .....

: :::'::--"'_:::_{= :::: -!_ >'7:::: ::::

::-i:_"4-_4-4_-::!_ ii-i i::4._i i::-:!::'7_i

FLr_::_':-.'!: ::ii i :" i.'7.: :-::: ':! !i_7 ::.:i

_i:'_::i iiil !i.:i _ii7 ii'i i:il ii:: i!E'n:

i:/.:>i :>-!i_ii:::: ,::: !ii{ ii}!...... ::

!-F'.-.iii E:_ i_! _ii !-!- _E i!, :ii"-_:

../ ........................... a.a--

.... _T: :_T ;::: :T:7

._.'_ :::::= _.i_=::==

........ _"'=_ =.: N !g*=:: --=__ _''" := :== ..... :=

..,,, ,., _::'= ,":,"1 t..."'_. ;::'_ :::,_

;:>_i{_:_._r,! :-.._!{_ff {!4i_J!:.!!!!!{i

FAN FACE NACH NUMBER

TURB= _ ;

-._:-=_ .7._ 77 ::.':r :.-:

__..a ..........

__, ,2-" ....... _.. !:'::':

:i:.; 222". :_2 :_F :::: ;-'-'r:

i;.!i 7-'_"iS'- }':i 5:..-. {:i-."".--'il

--_ i!::_ :-}{i-! 4.::-7_ 4i

gq ff-_.:-:i::i74i::_i!-.--_:-ii

::_:-:: :::::i!:i!7i ii_ hi-::

::_j _ ::.i ::_::_ if:

i'.:i i/L'i::i !.! ii: : i .

iTi_ :i_::-_:_ !::!:_ : : ::::

1ii! 117.7E ii_!'_'i i: ::

[iii ::: :-:: i fiii .....

i.:.! !i-! !ii.: ]iii !_" Ji i::

_'_ 7!7} 7JZIET: E!£ ._: 2T7

i0 =::,

!.i! !'.-:_ iTi! i'! i_ii _:_" ::ii

7.'_i !ii i_!_ :_i- !!i !i:7 :'H

i_::4_!i_ :-_ii_.:i_-_i}.:-

::-:4:::::::: :.4 i_ii:::: ::::

LEi _E'--::i5 -_ }:...7-E_!"-_

a._ _.............

•_ _.-li'-:_::.4:i_ !_:_:_

_::_i_<._._ig _ii :i_::-_

0:, ;o )

;:: ...... :::: _! i'i.-';;:;:::::

NUMBER

ANGLE • ...R. deg.

OlST-

-i_ :-:: :::: ..... [2:.': ::; : :

{-2"-'.-_{ 4D--:----

i5i :fi!--i}_t_!-:-- :_-

71!i:::......... ::::!;.:i : ::

::J .; ii_iiii_:i !i

:::: ;. - .:[- .: -::1 :"

5!!: _:: ..!::i E_i-.:_:

14ii::-_ :/:, :#i!i:_-i}i

_ii-:-_ ........... ---.-[ :::-::i--

i: 7:I .... ._5

_iii :: ::: i : :

i!i i i:F: :-

_'_ "::" "-:::-:! :7-i_

iiii iFi !!_-:!::i: ii :i_

ii_ii:::iii!: :i:.i 7! !_i::

.'7.:: :::2 :..:: ::':7 1:.:

{i:: ...................

7_" .::T :77":'_: "':7 ::

7_'! :-.'!!::::{ ::: :{::.7::

:%"2 7::: 72.'2 :_,_.:

2 ". 27_:27::_ :: _17_::':"

',:.': ig:z 7:T :i:: :.'EIIZ2TZ

::'T: "::: ".::i ::::: :::"

ii.E i!"!E_ i!E iEi :-'z:

_.=.::::_.... .... ::::::::

if::i_-_!_._ :............

:ii!iiiii!!iiiiii ili_:_

563
ItlECOVERY, AVERAGE TURBULENCE, _ DrSTORTZON VS. FAIl FACE NACH NUMBER

CONFIGURAT]ON /7 ; READING NMERS-.3._&_3u_.7_;-

IqIEESTREAIqVELOCITY n /Zo knots ; ANGLE OF ATTACK - zo deg. ; SIDESLIP ANGLE - _ cleg.

PIMA OPERATZNGPOINT VALUES : M2- _ ; REC- _ ; TURB- _ ; DZSTFAN FACE IqACHNUMBER

564
.,,...,..

EcovERY, AVERA, GIETIMIULEIICE, II |I_$TORTIOII 115. FAN FAGENACHNUMBER

CONFI6URATIOII_ ; READINGNUMBERS

FIEESTREANVELOCITY • _ knots ; AItGLEOF A'rl'ACK- _ deg. _,SIDESLIP ANGLE• __.odeg.

PlddAOPERATINGPOINT VALUES: M2• _ ; REC,, _ ; TURB _ ; DIST,, ,.e_iS

--'_--=::i :::

.... 4

iZ:22-_-'":?!_

....,-....:--

-.:-;--:,-:i ....

...._iii]....

:'" %".Z.. 1 k;-:

;;;;t ....

_F..'Z:.:.:]i! ;!

.... .__J...

" [ ! "

:=-__NN -"

i_] ..] i'-?

i_": i-!:-: }]i

]][i'il]i!]]

iiii..-:: !ii I ....

"'L'._

!!_! ::_-"

! :

::: ::::::: :'*:': :::_ ::: _:-I : "

...... ;;-: .......... [y] .....

[[[

]_.i= ]-] i_ ]-] -_ ]][1::: ]i ]_

:_ 7"1 ....

!_ i]]] "ii!::_

]ii _-]_]i ::]]ii]]] i] :i_]]]i ]-_ _:

"T.i:

0.7.: ..... ............

_ !i]i:_:i!] i]i :i: 7 : ::

.... I

!: F: ..... _i i"_ F] ::i! i'i :: i-i:

• .L ........................

!i ............ ,:

]] _ _-:-::.=-_-_-_ii i]]-]_- __ _::

--" ::_ .... ::: :::: :::: :::: :::: i.='=: _'-i

i0,7 "= :........... ::: .......

:! !.----.! i[_ !;]i !]]] !:_: "]:: !'_}.! -]E

;... ' [][[ ']]L .........

[: ii!il:::: E$ ii]] :K ;L'-" .:][i i!-] _"

I:.-.' .....S_ ii_:.2:.::: _::_ii::_ i:.-: .......: :_.........

i_ ::ii]!ii_ili ili !::__i'::]!i iii ii_ i ....

..... :'t:i:: "::: :: ...... ::::[:::: .... : .....

i0.7 :: ..... :_ ......... :: ::: ;::::1:::

i]i _!Ftiii !i!i _.:: _:_: i_!Eti!" :.i_ E-_
iI_RY, AVERAG[TI_ULDICE, Jim III_TORTIOU VS. FAN FkT_E_H

CONFISURATIOll_ ; READING_S

FP.EESTREAMVELOCITY'"_ knots ; ANGLEOF ATTACK- _ deg. ; SIDESLIP

PJi_iAOPERATINGPOINTVALUES: M2- _ ;

566

NI.II_ER

ANGLE,, _ deg.

D]ST-

...... !

............... i

:.:2{i2:1..: _ :

[£[ !illi?iil<;::i[<i

-_J:![ if= [

i::! ;i2 :: : i?:!I::

[[ :-i : :I:.:-:

• . [

:222 ".J ":.: ":_. : I

....

:_i ?:i i.

ill{ • . : ""

..... _:I

!k: : i i:[i :!7-I:::1

t:<

: • < <i:::! ! '

ii, ......i<:::i

!;:ii

. I

{ill ::t

I I

" .... :::"

i]::];ili ]!i [iii]i]]jii!_i
IIECOVERY,AVERAGETIINt_LEIICE, _ OrSTORTIOIIVS. FAN FAC( RACHNIJMBER

CONFIGURATION2.7_ ; READINGNUMBERS"_

IqIEESTRENqYELOCITT-gZg knots ; ANGLEOF ATTACK- _ deg. ; SIDESLIP ANGLE- o__ deg.

PIUIAOPERATINGPOINT VALUES: R2- _ ; REC- _ ; TURB- .ozq ; DISTFACENACHNUMBER

.... ! .....

".'I.,'1 "i"-2;

::5

"-:7

:'77 *';'-

: ":',2 ;;:_

i_ i:::_

.., .°

-=.-ii--

:_i :_

.6_i1:t7 :t::

ii!-!:i.

::::'.::::1i-:::'::: ii ::-']'-"_ ::: X.":|

...... t ..........

::=::'-_:::::::: ::_::::q_::: .;;: ili ::-:_::_..._'_ ::i i,i_ i:

2:;:i; .................

x::..._:::: :::: _i .: ....

_ii:_......!_::_ i?_ - ;i:

•:i;[:__Cil13

.... P'"I ......

:!12 2 !2i? :22: :i: : !

:_, 1: :: : " ! "

::-:I-::t::::::: - - ::!

:.-"!!FiTs::.3: --_:i!i::3__;il:i-i

=t:.! ...... i

if: ]'?[i[ 7! ]

;''°" ..... 1

............. :i

::i!_[7] :! i!X: !

i:.i':b::iii:i.... :ii ...... !:i:_

-::"'i/::ii'Xi :'!

= "i : ': !

!i ,ii.X ..... :" :t

r

...... :':'tr7 ........

ii:ii :.:;::--.i:i!:i ::. ..... ,1

!:;.; :::I:;L; ;.::: :': ..; i

:: ............. }iii " ..................... !iiX

!....... :::...... :il-: ..... if!

i::i: ! F?_-:_i! i!i?::;:ii!i

:-_-iigg!!£;:::3g:. i::iii::i3i:i+::

I;:;;

t :::

:.-

I;i!:

i

I;:;:

I::::

2il:i+: ::?i iii! i:i: iiilJ:ii

:_:::;:: :: 7::: :::: .... 1!!:

i.i_it!;i_:_!!! iii! iii! .... i

_::i_i!ii_+i ............. i!!i :if!....,3::! I

•0.7:::: ............ ]....

':::I;:::::::: ::': :::: "'" [ii!i

l !

:be!:

i,_U!-2.-

:-!4!!:_

:1 1

I

- ::_- :

I "

: .'IJ-:;

137":

:..31 :;

"':;I'7""

;;:;17; .

:::;!: :

:;::I::::

.... 1 ....

:i:t|'::!

567
IECOVERY, AVERAGE TUIIULEIlICE, AID IXSTORT]OII VS. FAN F_.,E NACH NUMBER

COIWIIIRATIOm J=?. ; RUOII_ NUIIt"I_

_EES_E_ VELOCITY •/zo knots ; _E OF ATTACK • _ deg. ; SIDESLIP ANGLE - _ deg.

PtA OPE_TING HINT ¥_UES M2= _ ; REC= j__ _RB= o__ ; DIST=

._. ++_.--

:. ;L.

[..

-_-._._: ..

: [I .

o

.. _-_._

+oo ,.1..,

:::.1":: _:-

i!!_... __

ii ii _-.:

:i :: 5i

!] ]-i

-+

-- M +'i

!.: F: "++._

(_.3 -+_!

.o• ;+_:

:.+-: .;;!

.+:: ,.-

:_i : iii

": ,oo

ooo ::

,3; e,- 1

i::

++me

--, o_

-.:! --

++:__

o..

:- -

+++ L;_

i- X

:+.- !_

i'i 0

.ru ii_

;:: _

:Z-' +_:

.+::

,.+ o.+..

L:+ ---

5++ -+:i

,.. 7++

Y+.+. ..+

'r:! :: +.

. r i:

h! -.

2: :.....

r

"5 F:" :-+

---_.:

:_"i :: F.

"i--E

iii i_i ii

i_ Z- .:u

:_ ;++: +-+:

;.:- !_! iii

.... ::; !i ::: :::

_:::+ _g"-

= _ :_ :+ +_.

."+:+L_ ri -: "L :.u

.+_ ;_ ii. + :+., :: '&:

-i,MFAC('m H.UmEe

_i _+_::+- +:_.+-.-:-

::! -_ :. _ __'+-+£

-- !-i !i! :!2 :_-+_!

; o:¢++

i

ii i:: i::::li!_i i_i :

+-i_ :::_I_i _ii ::_

iii i-: -i :::/-i !i

:!! !.-" i.-" ":-E. ::i! !:"

i+! _i ii ,-.I _:ii

::: ::: ":: :::.] _"

........ -_

"" "'+': _ ::-I. : - --

:::+ .....".:i

-:1 :.-t '

..|

:i ,J ::

::! "'-'2-

..i

-t r:

:'l ::! ::

--m ::_: ::

). :_

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:o ,..-.

.+ .. +....,,

+ ++:

:: :; : :T,: .::'

i+ i: I:Z-

':: : :-. :+.

:-: : .::: :

-i :- i:i_i.r.-:.

.

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i'+ --_ '.!h!i-!

::+1"

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;: ! .:

I

;-i !: :i +!

: :_ :: ::

ii .i h

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ii! :i :i_::i;:

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_:: ii iii_iii

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!i :i:: "ii ii_i

]_ "i] _! 5+-;.

"] -'[ "il ]]:1

ii ++! iii !+'+

568
oRIGINAL PAGE Ifl

OF POOR QUALITY

M8/WLrlME I_WLEIIC£ VS. /Vt.( Or Al"r/_r,

Pall Fo140 tTCll AI1U_, FAll IrAC£R_CH IlUmER • O.S3

IRILrI_TIUUINlmLOC/l_r • ,/o liners; SIDESLIP PAGL£- on 419.

COglFIGURATIOII:_ /'7; NSatllUq'lOl T_,,'d_ L;_ /.,/,.*: Lef # _u_" _._ -.Po,-T

J

v

O.N

0.84

O.N

O.N

_i O.W

0.00

O W 44 liO IlO 100 120

"_ 569
ORIGINAL PAGE IS

OF POOR QUALITY

_ _ I_LEIICE YS. NILE OF ATTACK

F,-lm IMTCII AIRFLOU, FAll FACE IMCH NUmER ,, 0.$3

FUESlllEm WtLOCZTT • 8o liners; SIDESLZP ANtE - _ deg.

COIIFIIUIMTIN: ._..; N3CRIPTION "T'_;c/,- L,'o /-/z/" ._e/,' /-_.._ _,_, -Po,-t

i •

_ z

V

0 29 40 50 80 100 120

LOS

°-°,

O.O0

570

O _ 4O

•- ._-

-_--

O0

Jm.tWA_-e_qlro_m

:_--:: :T:'.'.] i"._:::: :: ::::::

._ ;.;'_.:.-._ : : : _ : : :;

100 120
DISTORTIONVS.ANGLEOFATTACK

P&WAF-IO0HATCHAIRFLOW, ENGINEFACEHACH NUMBER- 0.53

FREESTREAMVELOCrTY -.J__ knots; SIDESLIP ANGLE -_ degrees

CONFIGURATION: NUMBER /7 ; DESCRIPTION "7-_i_x L,_ /./_p - Le// R_x Opr._-_?

0.20

.- o.lo

0.00

, i _ I _:!: _ I _::_,- _ i _ I _ I : i _ I I i I _ I. _

........ _ -_"_'-'_- • . "-_'"',----'_.'-T- j • • ._:'_ _:.....__""Y........... J , j:""_"::'"':'"': . _ . _........ ,_,"":-- 0.30- [..f _ 4 ',_ -,-_.____i , I i I

i ! ! i _ .1 ! i ]; i I ! '_ ! i i ! i _ ! i I :

• ' ....... _,...:....! _..;: ....... ;...._... ;...._ : : . . , ........ ! ..... ;..: ..'. : ! ...... I . .

_ .-t ..... '--_-----t- .... : =.-l--:--,-i :- ...... '--:---.l-----L--:--r-.------_,' i

t .... f,,i --

...... ',. :.__..i: .... i i ..! .::.i -+ .:-.--i---_-_.-.;_--.i-.-:-.A-_--,.... _....:_

; i i . ; " • : i ..... i ; .] i ,

0 20 40 60 80 1O0 120

ANGLE OF ATTACK - Degrees

571
ORIGINAL PAGE IS

OF POOR QUALITY'

/_ _ TUII_q.EIIC( VS..qlM.[ Or ATT/_

_IW ImTCII AJMq.OI, FAIl Iq_ Iq_ IlUmER - O.S3

WLOC/TI' - _ letsl SlOESI.IP AINL( ,, _ _l.

v

II

O.llt

tl.lll

0.84

0.80

0 _0 44) I_) iN) lO0 120

v

II Ill 48 M II 100 lI0

m A_mat - _,_

572
RECOVERY.AVERAGETURBULENCE,,AND DISTORTION VS. FREESTREAMVELOCITY

AN61.EOF ATTACK-,..__. DEGREES

SZDESLYPANGLE ,,.__9_DEGREES

P4ildAF'-IO0 MATCHAIRFLOW

CONFIGURATION:NLIMBER17 ; DESCRIPTION Tk_ L;;I,,_t, Le_ /_x r_J_+ 0_._ - Port

0

0 40 80

FREESTREAMVELOCITY - KNOTS

J

120

573
ORIGINAL PAGE IS

OF POOR QUALITY

t

574

0

\
CONFIGURATION:

COWL LIP EXIT RAKE TOTAL PRESSURE PROFILE

TOTAL PRESSURE RATIO VS. RAKE HEIGHT RATIO

NUMBER/'/; DESCRIPTION Thick Lip Inlet, Left Auxiliary Inlet Open - Port

FREESTREAMVELOCITY -8Oknots

ANGLE OF AI'rACK -___degrees

SIDESLIP ANGLE -o.__degrees

ENGINE FACE MACH NUMBER- .S'g_

H- 2.870 4n.

hCOWL

I

i

i •

i

P

0

1.0

0.8

0.6

0.4

0.2

0.0

_-1--_7 - ," ' : :-- . " iT'-'T ....... 17--. "'---TT. T..

•' . E t-"

•_.___.:............ 1_:____d_=_4. .......]...... :.... ]....... --]._-" .d__.: ._]

" :--_---i-_-" : _ .... *'.... .'....... _........... _:i':t

c-i

- :-I -T7 .!T2--TT--TT7-i........ : i 7--#.......T....

.: i :_t_:i.:-"i :::::-:<....:_... i :._,.---4_ 7. 7: ..

. . ----+-- {'-:-=--i ....... ' ---:+--i.... '-- .....

-;'- t j : ': .i:::t::!'::i : ] . ,. i i.... ' "

T-T-......... i-- i -T....... 1-"T-- .r'-7...... :-- :........ i.... ;..... _'-7:m ....... ;

-:_i , , r. ' ...., , . , ,

O.S 0.6 0.7 0.8 0.9 1.0

(PT)cOWL/(PT}FREESTREAM

575
IECOVEIIY, A¥1ERAEETUIIULE'EE, JIID II_TORT[011 VS. _ FJI_ IM,CH NUIIER

COII_aJRATI0U /8 ; RF.,ADIN IILIIIERS

IqIEESTREANVELOCITY-_Q_ knots ; ANGLEOF ATTACK- zo deg. ; SIDESLIP ANGLE- o__deg.

IPIIMAOPERATINGPOINT YALUES: o,_ ; REC- _ ; TURBv

576
IUECOYERY. AVERAG[ TURBULENCE. AND DISTORTION VS. FAll FACE NACH N1JNBER

¢ONFIGIJRATIOll ,L_,,; RIE_N IIIJllERS __,z_-

I_EESTREAN "¥ELOCITY -,._ knots ; ANGLE OF ATTACK - _Q. deg. ; SIDESLIP ANGLE - ,G. deg.

PliilA OPERATING POINT VALUES : R2- _ ; REC- _ TURB- _ ; OlST- .o88

_ _ _..--]".-.:'"7[:. .........................

_i_i!2i-:.:-i iiil ::fi!!-!-:.i: ::::i_.:: _:ii!-: .... _

................................ .., : :. :::.

%':-" ...... :::: :ii ::::-'-----:::::: :=-'=- :::= ::.-'I-':: :: ::: : .'_.,

"_'! T'L"i'7._ L"!] L}]-'_-_:.:--.E::.! : .!-::.] - [.]:i " . -_

:-: :::: .:.i : :_

--...ZZ2_ 2_.=.:=_ _-.-=.:-_= _.-=:=: :::: !}-_-Z_ __

_i'] .:7- TI] ii_] !:TT']''i_i:i "7 " .i'i_ "'-_ T_

iii! !_! :'ii .'=i_ i:]] ii! :::[ !': ":::- _:!:i i:=-iEZ

g-=,iii:--ii:-!i-ii_ig::--igi-i::_:-i _i:_::_ii:_i_i

;0

?'.'E =_ .:F.-!?iii iiF'. K:._ii!i?'i_ iii_i "!_F F-::.

igi........ :i!...................................

i=_!gfi-54,. .............. i]ii _;i: sss_= _i_gi--;ii!-i_-[] ii!_N-]

" ,..:: :::: ::::::::: ::::::::: ::: ::::-

i0 6_ :::::::::::::::::::::::::::::: _i:.i!:':':"i]:;i _.i:_:_-i :.gii_iii:'!]i F:ii-}i_::i!i:i!-i

577
IECOVERY,AVERAGETURBULEIICE,AND i)ZSTOflTIOIIVS. FAN Fk_ NACHNUI'IBER

CONFIGI_TIOU /e ; RE#_III; III,IleERS ao_s'-._._.o

lelIEESTREANVELOCZTT,, 8...__oknots ; MGLE OF ATTACK- _ deg. ; SIDESLIP ANGLE- _._ deg.

PI,MAOPERATINGPOINT YALUES: R2- o._J ; REC- _ ; TURB- _ DISTV _

578
IECOVERY, AVERAGE TURBULENCE, AID DISTORTION VS. FAN FACE NACH

,- CONFI6URATIOll /.1t.. ; READING llUItS_S

FIEESTREAM VELOCITY -_ knots ; ANa.E OF ATTACK • Z_ deg. ; SIDESLIP

PIMA OPERATING POINT VALUES : R2- _ ; RECL'._

2 e,41 c

_' l'41 iiib_ :lb I

i

.001',,,,..... '"' 1: _t_

_ ............................ =

o.9_:.......... ::-::.....= -_ ...................

..................... .'._2.,......................... :'--

Ld

=-+,---P: _-i! -:-_-- ._:.........__-'.-7 _._= _,:_

i?:= 0.8_: EL .... _::: ..... ii: -I;'" ::::':=::::= "::: :::: ::'_::;"

-_"-'___-o.o81_-7.............................................................

:_ "---I........ -:::-7....::::::::':......-:--,..-7.: .....:::-..--:- :..-::::

;.-._=: .....= i_:=........ !:#:....:.....--........ _ ...... .................. -_ -'a--- -77 ..... _" ....

O.0_0:_":::= "=: _ ........ :

-=-_--::= =----.'--"_ ..=:._=:::= _ ::==_ -.7::=--: _ :::..::= 0.30:, _ ::=::"-" _-." 7- :.-.7-: :_:.-."

.......................................................

...................................................

...J... .............................. • ........................

•":'-::=: iF_i.:.'." _-.q :ii! _i.::'_E'i L:_ i_':" ii._-i--Z_ .=.F:='_ g- _- i::,-=-_"

,,.4.:, :._:._ ,_.,...: _ := :_..= L_-:_:" ::= :=::= _:--=- =_ _ -=.- 0 _'2E.'!:::-_:._-:-7 ;;:: :x: ........ ;--_"::_ ::...--_ ::z ....

................... _ :..;-:.._ ,.............

0.00_- :::'_ :::: "':: ;;:; ;:g :::: i::.:,,:...............

:::::"-:: =_:1"- _: :::.', ....... ; -_ _'_'-:_....... '.... , .... _....

:,-.._;:: L,-=,-_;::;: =4 ;:=_-::::::: FAN FACE RACH NUMBER

1

_:_!i_!_:::: ....

.,.|... :.._:

; TURB- _ ;

I-':_:_ ??:2--_i".:_i:i!!._

.......... i)_:,.........

.... -...:---::_.... --! !-:- _::_

.... : ..:-_._--_.: ............

i}?:.i_U]!::-::.::i!i!':?

.... . _:: t.: :'_.

:-!-iiKT.--ii -- Xi _{}i;.4 ::I!}

7Z :12 : XI: :: .......

.....

:0:6_ ,0 7 :::::

-_ :-.sS;'s:_:sTI;:: :x-_:;

iEii_'_;ii!:: :ii :-ii:::

2_ _ i#: ;:ii iii:.

?-£::F_ ::#;:::i4i;i?-

7::'::Ei!!!':!7 ::.i::::!ii} .........

NUMBER

ANGLE - _ deg.

DIST- . e_es-

:-:_j!-: 7!-7:.E._ii" !:Z

F:-'-.] :7! ..

':::" ;:;; :?i: ::::1:::: "1;"

_!-:_.=.s {;!-

_!r_iX _5i{/i_t>! :::2

i!-!it::- :7i! .:i.:{ ;;7_

::_: ::7":

I "I .;2

?:::I:::;

:7:7: -': ::

:}-i E-{ }i'i :::-J i :El ....

_i:_ ::-:: :: : .:::1: : :

-_ _i; ,:_-iii!t!_i i4

fii::li-iiiX :i=-

::':_iiilT: i:-{....

•:1 " ::!?t ....

:::it:F : :i:::l:::::::i

:i il_>; ;iL: ii:i ;-!:::

_i!i:: :::i}I! I y:il_::__

• .q ...... ::..,! ....

579
IIECOVERY, AVERAGETURBULEBCE, AID O]_STORTIOR VS. FAJI FJk'.E IqACH NUMBER

|

FAll FACE IqACHNIJ_BER

ANGLE DIST- "._ de9.

fiii

t I .

t " i

, . ill;

!i i " : : i ! !

i::t_:_ :- iii::!_1 -_'_

i 1

:::I: Lii_!!. ii 2_i::!ii'

!- :

' i

i:-'_!i-_i _!i i-:-i_:._i

i::i.:::....iii ::ii:_ =:....

:_i!i !:i iiii-:i::!

iii ....

580
IIJECOVERY, AVERAGETUUULEItlCE, AmIDDI'STORTZONVS. FAll F/kCENACHNUWIBER

COHFIGI.IRATIOII _ ; READINGNUMBERS

lelEESTREANVELOCITY,,,_ knots ; NN61.EOF ATTACK,,, 70 deg. ; SIDESLIP ANGLE" _--deg.

MMA OPERATINGPOINT VALUES: M2'- _ ; REC- _ ; TURB,, ,oJ"/ ; DIST,,

,,.._ ,...:. _ _ _.--':.: :. - . ..... 1 ,

:J::,.L ; : :-

.... I ....

T'o=_.,.2 "2. ":

] i;{!:_--:

----_o:

I'

ii:

:_T: .:X:

iii-:ii:i

:dk !:

'::::" :

i!i:!?:_

: ::l:ii:

_o

:I:: ,..o,

_:_- _i-: -:1 "

:.:.-. ::::. :-:.::_ -::

.:':=: .... : ?""-,: .... ::" ::::I "

.: ::! ' i. ' l

i" [: i!_ :::f "

':ff: ;fS.-i" i/

7.i: .

_,j,,

:i1: ! i :1

i

i "

! 'i

.... 1

] .... I

:-L=:_i_ii_::::I

.., _i. i:. i

....

_5 . .. ' :

;." : .... :

I

i _

. .. :t'"":: ::L

I

k: i

i ....

i f; :: :iil

...... I:::= f:!::::--- !!'[I

i .............

i:::? ii_ ?]:f ::::i

i: .........

jiil i:. iqiii.ii!

F:i iil i/:_iiii::

t:d:ii.:-i_ii::i::i_

i..: ::: ::::: ::::,

(

............ ii :i [

..... :# :

:?i--! !i:ii_i

:i i:

!:? i_:/:!:-!]i_

": :::r . .

:_:i!_-iiii] !:;i

i_?!i# i_: :

i_iiii]i i!:-;:ii÷

581
ECOVERY, AVERAGETIJIIBULEIICE,liED |ISTOIITIOfl VS. Fla F/I_E NACHNUMBER

CONFIGIJRATIOA_ ; READINGIIUllERS

FliEESTREAN¥ELOCITT = _l. kemts ; tMI_E OF ATTACK= _ deg. ; SIDESLIP ANGLE- .t_ deg.

IqlMAOPERATINGROINT VALUES: Iq2= _ ; REC= _ ; TURB=_ ; DISTFAN FACENACHMIMER

=;;=

:,- ,--- ::.:

::: r:.-- ::t

_--.: rJ._ _

ii !':_ il

i!:." 7!: _:

a:; 2

::'-"i- _

i!_ i.=.' i

4

ii_tl.,

4 % ; : :

J w

582
"..4  ̧

ECOVERY, AVERAGE TUIMULENCE, _ DrSTORTION VS. FAN FACE NACH

CONFIGURATION _ ; RF._N; NUMBERS__o85"-..._oqo

FIEESTREAM VELOCITY • _ knots ; ANGLE OF A'FI'ACK • _ deg. ; SIDESLIP

P&MA OPERATING POINT TALUES : M2• _ ; REC• _ TURB•

d_ I L

_--4---- -_ *'Y=Z

• ,-._

::I !i _:: ̧

jmmu

Ni _'q*

:'L I_! I j

. qD I

,..i-...

= /--

.... :..:.

= = " ........ 1::= :=; """ ==

--------'*=....-- ...... .__:---- "-'-:::._._...... _ _-=2i:----= --==---:

9.08:<: ......... "........ "................ '......... _..............

{-i_i iY :i!! i:.=i_i-:.E:" _ii_i{i::A-1i_!i=ii_i,=.:_i=_:iiii:i-:{

]ii_ :.:!!- ;iJi:-i_::Li---!7:-:!-: i!i:!Ti?:i:i-!<:: :_i_ _:_::_::: ::: :;{[':.: 71[i!:::-_]}_ ii7 -:i :i-'._!_=.- {i{:::--775!_7i] 7i7 {L--

.n.04:_.--.................................. .... "_._ ............ I--...........

..... 7=777"-.- !.=.-."!:-i__:"_.=.'-- ;=3 7:F:::_!'!_L:;-+V."i!_.:.<=>." ._..:i :_L":iliT---_

.._ ........................................................

O.30.i[?"-:::::::::==:::;:=:::_:::.,!::: _.=_,., ...;::::=::::=

0:_[ 7_ _ :::1 ............ ::: ....................

_:-:_--= .... :.:: !L_ {H::_.:_::=u'-,--. ::::::::::::::::: :::"

:."<:_{.'--.'",;FFj,,':=i;_L:_=.£:-_ ['{_{:i: ::[{

_.---.-.-o._ l_ao _!_

NLINBER

ANGLE • o. deg.

Z47-.-_ii_ _Tf-i:"-=7_

N ::=- N_i-_i i_!!

::--:::.--7::77:7 :_:i -

" :: : "' -

:::; : ": .':; :*'1": : -

t;:-- t::T': _. '' ...........

-i _- :%7--_;-:7i[iTi<=:

_..'7-_.{27 ":" ):27!5.--.-:::;

......... _i ......

,1 : • I ': ":-"

.... [- ....

:: ::! < : : :: .... :

_ii:<L:7 i< :

15:d:-;:= -- :;:2:.....:::

";: •••:[ :::: :F; ] ;: :: : : .

::: •::.:•i:: .:-.i : :. ,

;:" "it< ' " ._

iii: :_'i{: !i=lii:!!:::=,_=

............. 1 .......

:.::i .: :: : ..

......... ii i.......

iHi! iL-- "Ti_,:!i" _i?i

7".-•.. "" ;[[ : -7

-':; :.:;t :t::1 ::.--..'I.,--.

:::. :._:::: ,,::i::':: <: •

ii.i: : i

•" :::t i-i: F:"

• ::.;: ..

!'.'i_i_!i :':1:.:::::::

!;'i " ; .

i-22:::: ::

!:=:--: _?-{

l_ "

[i FI: - !

i7 ..-

:. ::-:

r : : " ": -":

',ii2 .i:

l::: 7.

h::; :.: -..

!:i :--.77.'.}}

i: ;,:2

LT_":__

F&7....T--

i: : ::.i

L. . : .

I , .

;:;:: "t: :

:it:: :,:: :-::

:L ":" , o

_t ........

::::: :-: :;::

:;:: ::: :: :

i:" +i:: ::

.t: :: ;:.:

583
RECOVERY, AVERAGETURBUt.ENCE. ABD D|STORTIOU VS. FAll FACE N_H NUMBER

CONFIGURATIOIt !_, ; READING IIUllERS ,u'_d._,,_,_l_%

F'ltEESTREAMVELOCITY -_ knots ; ANGLE OF ATTACK - _ deg. ; SIDESLIP ANGLE - _,-deg.

.984 ; TURB- .008_ ; DTST-

:!1

°..

iI

I

:il

• 1

1

ii

i!:: i i

L---. "!

!!!: _

:i

::_i iii

:i: iii

!iL-::ii584
ORIGINAL PAGE I,_

OF POOR QUALITY'

iiim0mt? Ni0 _ TIJIStA.£nCt[VS. AINL[ OF AI'I"_I_

Pll _IHIO NP.TCllMIUq.0V, IrAn FACEMIV:HlaUPO[It,, 0.$3

RIk'L'SlltIMI W_LOCITT,, 8o ImeU; SIt_St.IP NKLE - _ 4eg.

V

[

ill

a¢

O lO 40 60 W

•-r--- ]

F-

'- t ,

_LL L.L-.__.-_:;

_ ===

_.'-?'E_:!

--i:ji:'_ i

:ii :7::[

" I ...........

100 120

LOS

li O.OI

O.00

O N m iio

oF AWAa_- U_ms

...... t

.=2;-:_-==: ::=I

l,_iz

100 120

585
DISTORTION VS. ANGLE OF ATTACK

P&MA F-IO0 MATCH AIRFLOW, ENGINE FACE NACH NUMBER- 0.53

FREESTREAMVELOCITY -8o knots; SIDESLIP ANGLE - °__degrees

CONFIGURATION: NUMBERJ.__.; DESCRIPTION "J'hi_ L;? IMPel Le_A_ O_en- [_o_

I--

t

IIC

m"

l--

O. 30

0.20

0.10

0.0(1

ANGLE OF ATTACK - Degrees

586
RECOVERY,kVEMGE _ENCE, AND DISTORTION _. _EESTREAM V_OCITY

AN_E OF A_ACK ,,,c_ _GREES

SIDESLIP _E "l

P&MA F-100 _TCH AIR_

CONFIGU_TION: N_ER _; DESCR£PTION_c.. ,,.._,e__" _x ..... 't _L_ _._._,-_- _e._

40 80 120

FREESTRF.AHVELOCITY - IOlOTS

587
ORIGINAL PAGE IS

OF POOR QUALITy

0

n o,.

I! --" .......... ---i, .......... _............ t

_, ___ ......... , _........

t<: ' t

I

588
CONFIGURATION:

COWL LIP EXIT RAKE TOTAL PRESSUR_ PROFILE

TOTAL PRESSURE RATIO VS. RAKE HEIGHT RATIO

NUMBER S.L__; DESCRIPTION Thick Lip Inlet, Left Auxiliary Inlet Open - Door

FREESTREAMVELOCITY =.__knots

ANGLE OF ATTACK -9odegrees

SIDESLIP ANGLE -<>degrees

ENGINE FACE MACH NUMBER - .-_'_

I

H- 2.870 tn. /

/

H

hCOWLI, I

l

-p

.J

¢J

J¢

l.O

0.8

0.5

0.4

0.2

O.O

-- ......................... :............. z ........

: " : ; ; " "'" " ' i ' '

--!_--:- _.....+_--j--:-:'_:" i--: - i............ :--= ....

: I

• " i " I

-_-_.............. /:i:----! .....i-iii ::- : ..... i -: I

............ __......_........... ",................. :................... ._......_.

: E i ' ! -__

--- ....: :.........i....................... *:......

.....: ..... :- : -i.......: .....:-.i--_ ..... ! - !.... ;....

:--:--_......... I -T--:--T:-!......: :-!--"-T: ........ :--i::.--i....... }

. i : i _ ! : ,. _ • :

....._i ": I : : _ _ t _ i ' E

-..A. . !.... " I . ; , !

-....7._._..-_ ......:...... : _/

............. : .--:....: ........:.......:... : .........

__i I I I : I

0.5 0.6 0.7 0.8 0.9 1 .O

(PT)cOWL/(PT)FREESTREAM

589
IIECOVERY, AVERAGE TURBULENCE, AND DXSTORTTONVS. FAN FACE MACHNUMBER

CONFIG;JRATIOU .(._ _, READII_ INMBERS

FREESTREAMVELOCITY -__o knots ; ANGLE OF ATTACK ,, 2o deg. ;$IDESL[P ANGLE - o deg.

PlralA OPERATING POINT WALUES : M2,, _ ; REC,, _ ; TURB- .,.Dg.L. ; DIST,,

V

590

FAN FACE MACHNUMBER
RECOVERY, AVERAGETURBULENCE, ANDDISTORTIONVS. FAN FACE RACH NUMBER

CONFIQJRATIOII .._ ; READING IItlIERS ___._.-_._1,_

IrREESTREAHVELOCITY -_ knots ; ANGLE OF ATrACK o c_ deg. ; SIDESLIP ANGLE - ._ deg.

P&IIA OPERATING POINT VALUES : R2- ._3 ; REC- .98.____4; TUR8- .00_ ; DISTi .... T'-"

__... _,. :::..

= e_l G ;-:- L:-;_ -2- ;:::

'," li-ll I_

--.:%

II

-.-:I_i.:': ".--__ :'T::......... '----: ::'!

• ..:: ::: ....

-e--"'-- 0.08; : ::.

I_I G_i._.i ::;i7:-

-:--___,-- :--..:

_., .... "-:-2- :::

_ _,,._ ,_-

.*:y

.,.,-. - ---- -.- :-"-4iO,

_:: r-:;

_'.:.:.: :;:: ::::

....._ -g_........

.-:::: :::: :::: :::.::::_:

k- _-:._

:.:: :::: : ;: ' .: 1:::

:'::: -,:: --:1

::;; : :: :: .:7: 7":'

.:::: :'::: :::: ":.:: :::"

ii-i i:i _i::i::::ii.li::

=,.:=-

:::.

:_.--!0.'_:

2:: :2:2 ::11

_::."_{:;11:ii_:{?

::=L : .-:':--

.;_ _ ::::..... ...

{ii:.-i::::_--_i:: :.:-_

;L;" "1 :,::::

I: ::|'::': ;':: ::: :':

: .:::::: °:1: :':: ::::

:::::'::::1:: ::2 ::::

•Z_i:--ili:-:ili ;{_i

: L:Z:'.g2:. :T'_ _"

._i_: _

: 12:

...... _.! _ _

:,:."2

==:= - _ --=

:::: _ -: .-:::

_'_ :4_ _. ::'-:

_ .-'!i::::

-_ i::

ii::i:i::!::!:7!i::-::!i

.--=:_ --_ 3::_-3.i

iii::_::::ii]i--__i-

::':: :::.

::'.='::: 1::: :: :::

]ii]]i_ i]-i 7;]];]

•-:-:: :-- :-, :::

':.: :: ":: ::: :-:

.:: ::: :.: ::: ::::

iiiii::i ii] iii i::::

:.._...........::T.

_:"r

_ _:

:::- .......

'..--._ ::.!- i!ii

!:_- _::!!P: _.:-

.H.-- =_:___

:::.': _._ ::: ::::

• _.- _

_G _-:!_!!!_:%: _.!::!iii::::

;i:._!{!!li:i__!i!!! !::i].--!i:!i i!! Y!!:

" _AN'i%cE_C_ N_ER

. ,. :::: ............

:::: ...:: .......................

:-_-- :---i_!_± ._i-:i-.__:::::.::::::::::: .::::::

:_-:: :::: i::i " :!::!: --::.::i :i ....

.... L: :' . ::i •

i_iii_ :i::!:il, _:. .:::l: :i " :..

"':" :: I::"" :..: '" :[::':

:i

................ i .........

"": :'" :':' ": :::'! ..... : ::X'. ::" 1::

.':'::: :::: : :: :.:::;::,:: :::: :::: : :: ".:: ::. ::: ::: :::

::-: , :: ": :- .:::: :::" : . -.: , . - .

-:: ':: .... : • :, :: ....... .

1::: :::: .:....: ......... : .........

]]:!: . :" i : : . 1::"

: : : .::: !i::. -::: :!:i -: ::'i-

::': :::: : .. " : .: ... :'. .... ...L: :.-

a ....

:o 6i_,o 7;:: :.; ::.:i :

-::: .... ::::::::. : ':: :;:::.-- . :--.: .......

i;i:- iiiit{ih_:i! ::-:il::_i:ii{_ :i:::-_:4

.- ::::i:::: :::: ::::I :: :': :'::'!:': :

:::" :,::::::: ":: : ,! :" :::: ::: "::.

i_-: i_i i_::.._:;?i ii_ii:ii i-i! iii ::i;.i!:! ::?i :L::

_I _ F:.:i!!_;:i-._ !!!ii::!! ::ii :!:: : : i ;:_ !i::

................. .:i:i:::: :::: ::::..::: ::-i::i ii--::_:iil-i ....::::, :::: i::i_::::._:::2:! ii_

!:i :ii:::l: ::i: :Li:i: : :i:::i

591
_ERY, AVERAGE TUIBULENCE, AID |I"STORTIOil ¥S. _ FACE IM_H NUMBER

CONFIGURATION _ ; REN)ING NUmEltS

I_EESTREAM VELOCITY -8o knots ; ANGLE OF ATrACK - _ deg. ; SIDESLIP ANGLE ,, _ deg.

I1_ OPERATING POINT VALUES : M2- _ ; RECo _ ; TURB- _ ; DIST,,

FAN FACE MACHNUMBER

592
RECOVERY, AVERAGE TURBULENCE, Nil) DISTORTION VS. FAN FACE MACH IILtMBER

CONFI_RATION _._ ; RF.JU)IRG NUMBERS

IrlEEESTREAN VELOCITY " _ knots ; ANGLE OF ATTACK -. zo deg. ; SIDESLIP ANGLE

PIMA OPERATING POINT VALUES : lq2" o._. ; REC• _Bz ; TURB- _ ; DIST-::_

FACE IqACH NUMBER

593
RECOVERY, AVERAGE TURBULENCE, _ BI'STORTION VS. FAll FACE MACH NUMBER

CONFIGUIIATIOIi _ ; _ _S

I_ESTRENq VELOCITY ,, so knets ; NNL[ Olr ATTACK - _ deg. ; SIDESLIP ANGLE - ._ deg.

PlilIA OPERATING POINT VALUES : I_- _ ; REC- _ TURB- _ ; DIST-

.............. -":- :---:=1-_'::"I _-- -;':'L'::'-T -3--'-I

T

.... .--.;

....q ..............

!::! 2_ 2 _':

-

_,o.5i_

=-_'=

?. , .. ....

.... io*._

-.- i.._ _;.

F.'i :::".':.'E" :

;'7' ::::

°_

..,

:J:

?ii

!!!::

FAN FACE MACH NUMBER

".'.=.

..1 .......

!

.'2

:::1

'!!ili:_ iig:

:i

0.6 -

i !_:! !!:

:016

"2-1

"-_ !!:- i!i

_i_ ....

,--.

=__

;0,

!_i!i:il

! ..

:i::[ ....

! ....

ii.=_:'

...;.. i: i. i

I .!

I I

.......... !

I I ,

!it=_:i

l :I

i i

!.ii!!::iii

i!iitii::

: !

....I•::=:i:

.... ! ;

=F t i:

v

594
RECOVERY, AVERAGE TURBULENCE, AND DISTORTION VS. FAN FACE RACH NUMBER

CONFIGURATIOU 3_a.; RIENUNG IIUlO_RS ._q_7-_qZ_

FtEESTIIEAJq VELOCITT o _ karats ; JIINL[ OF ATTACK e ..7.9. dog. ; $IOESLIP ANGLE - LZ-deg.

PIH_A OPERATING POINT VALUES : Pl2- _ ;

_o._ ...... _-.:.-- _,_-_

o

i t'

',: mill (

,'.1 I_

"t._ J

r: .J

o "-

:':: ;,; : "'::

!Z

!J

; DISTi:-2 .:;:: .:?::ii-= ?i:: i:: " <i i:: :.::

:::-:i:]iiiii_::i_ii_i]i-_i:_:_::?_:i:--

:;: ?i:" !)':: i!:i :'2? i::: ]i: :.. ',i::i

Tii K'_ ,:)-: !??i :]2 ]i:: ! :il "!

]!i: i : "" ":i :! i :i: ii

:i "

ii:.iil- i i- ::!: ::!2: ::i _: 'ii_:i

:::T ]]_i ]::: :": '.:?

[i]]]_ ]]- "._]i._]:5]:.--:':_--] i]]s-_:--

.... . -T-"

:'; :': ::::! ::T. TT2T ....

--..... =: ....,.... := :::: .... ..--

i_!]iiiiL:]iiil !iiiiiii? _i;if::ii_i:,::i

_" Lzk'l 7_

iii ii_ i_k i:i :::l_:-_ :;:- 5;- :-_;:::

595
RECOVERY,

IqlEESTREANVELOCITY ,, _ knet, s

PmA OPERATING POINT YALUES :

AVERAGE TIJBULENCE, AND DI'STORTION VS. FAN FACE HACH NUMBER

COIIFIGIJRATIOU ilbt.. _. RIFJ_XN& _S }qzq-_q_

; NttflL( 01_ ATrACK - q_ deg. ; SIDESLIP ANGLE - _ deg.

'41

--.o

::._%"

-.o

:Z

;.-

oo..

::.:.,:

:'::_i.::.'-_.:._'--_'..-- -!!- :::..i .......... :-:u: :..: ........... :_ ,_--:

'_._i-._.,..._ .."_- "::::.;4_ ::: :::. : • :.

:T:;;:;;;".::: .::::: .. :: :t: :::: : :

..................... i •

iF. i!:!i;::: ..... i;. : :.:: I:.

F.!-.'!7!}::7 i i::] . :i:_:: ._: : : i=

............... ,.... I ......

:-:: ....: .. ....

• o

: !

.....- ...... .......... :ill

.::ii --!:i[: ..................... ! ; -::

....... : " :, : : ::::ill:: ::7

_.:o 6:=--;o 7 ':_

' :1::: • , :: :" I . : " 1

....... !.._! _;-..................... ....

.....::.:.::::; ::::;.;:: :;:; .::. ::':::::: : .:: ':::

........................ i _:I:i i!::ii::!

........ ° ..............................

:.-L_} _ _ iil-i::::_iiii _iii _i!_gi- ::iii!ii-_iiii-!iii

... _0 ........... :--:

FAN FACE MACH NUMBER _ :;:: ;:_:_::;,:: :::: ;:'_:::_1__i!,,-::

:-v!---m

n

I

i

-X::"

! i

i .

:

i:!

I "

!bl

!

i?i.'-::::::

,[" i

:.::t':'"

..... I ....

[ !....

:::Ii'_!!

::::[iiiil

:::: ',::_::

.... v'-'l

........ I

_::, . ,

V

V

596
ECOVERY, AVERAt_ TUIBULEIICE. E BrSTOnTION VS. FAN FACE NACH NUMBER

COUFIaJIIIATIOa ,/_; NEN_I_ _ _q3f- _q_(.

llaMA OPERATING POINT VALUES : N2- _ ; REC- _ ; TURB _ ; DIST

........... [ ......................... i ..............

:!i!] ";ii

:g -_o 6_=_-o 7:!::::_i_::i :-.... :::-iii:: i-_ :.i]]_iii" i]ii :: !_! :!ii:iii_'_" P.-:] i-.:-i

_.i!_:_!::iii-_i!i!:: iii]i-ii :.ili::i::]i::i:::!!::i ::_i:_:._i_i _li:::::

N -.--'!!iiiiii_i ;"' ?'!_ ;"_i_!!i !!_

N !_it!_:._ _:_;i:.i t:,iiiliii_ii] ':]ii ::!i_

::::. ' ...;. i ....... _ ""

_,:: ;:: .-_i:-:_ ..: .:: :.i ;_:: :::| ..: :AN FACE NACH NUMBER ..... :::

597
RECOVERY. AVERAGE TI.IBULENCE, NID DISTORTION VS. FAll FACE NACH NUI_ER

CONFIGURATIOII l__ ; RFJ_NG NUMBERS_._B_z

I_ESTREAN VELOCITY -_ knots ; ANGLE OF ATTACK - .._ deg. ; SIDESLIP ANGLE ,, __ deg.

PI_A OPERATING POINT T_I.UES : H2- .s_ ; REC- .982 ; TURB- .00_ ; DIST- .07____2

"_--- mJ

i:j

:5ii

::-2:::

i-"--

I

• IN

E

t_

..o ....

:.::.;:: :, ,,

:::;:::: !i.=

=::_:

).92

_._

--.t--.

1.O8

;-:k1.04

-'-t--"

--._.

:.-+.-.._

!.o_.,_9o

o._o.-

°°1"-"

1.30

1.1C:

).OG

.':.-_,--_

_-_-.

!!: :-_

:::: [O

!-i =.".-:"

z ....

-=o

o....

__ =:-=

_-- "="_=__ ..-2.. '

--I

_ __o,_i_

...............1

_i :!5ii_2!:!- "" .:i

|

/

,.o,,

,:._-:. r_ -- "_ ::::_'._.

_,'_ _"_=_ :_..__ "::T':

.......__L':__ 5."__"

_-_................ _i_LZ-.5 _i __: !5_ .:i "5--

_- o,si _

"::.: :?':

:::: :ii :i)i!i: : .): :': -':

i!4_ii! 12::.ii iii ::_i

..... :222',

:_o14':=o:g

.... ]

-H

i!i,liiii .if!

i!Ji :!

IX", ....

:2: ....

:_- /:i !5_:5i55:_5

:_ _5-- o,

ii ......

,o,t,_. _o.

ii;;i ,H i

iliI i: ii! ;

ii'2] :i':t ;::1

i-:.;:ii; il i

) 'i iii ii::

• _,

598
ORIGINAL PAGE IS

OF POOR QUALITY

mlO AVlEMOE 11/IIULEI_ VS. AUL( OF ATTACr,

PiP, IPolm tTCII A/left.011, IrM FACT PP,CH IIWOEIt • 0.$3

PRIETSI'It(AN I_LOC/I'II' • _ bets; S|KSLIP ANGLE - _ deg.

CONFIGI_TIOI: _ I._.__; IIIICIIPI'IOII 7_..L:,_ ;,J_. L,_.f'Au_ 0_,,,_- no=,- _/_,_',pJ"_'eS.

V

I.)

t.lll

0.84

O.7E

_.--f-..o

t ,.

-:"r'--

i-;4"-:"

: t----

i

----I.---

I....

0 _0 40 60 80 100 I_g

I I_ 40 I0 OI 1110 120

OF A_I - I_rms

599
DISTORTION VS. ANGLE OF ATTACK

P&WA F-IO0 HATCH AIRFLOW. ENGINE FACE MACH NUMBER- 0.53

FREESTREAHVELOCITY -8o knots; SIDESLYP ANGLE -o degrees

CONFIGURATION: NUNBER_ ; DESCRIPTION rj,,-_._ L.,, t,/er. Z,#_ Aux._e,,- l_oqr _/_,a.pJ.,t'_

Z

I--

a.

I

1£

I--

L

t--

eL

-:-- - -!-- ! i---,_..........t...... i-,. i--_-i

- ;

0.30m. _ _ , : ; : ; :

I.-..... L --- .L.-..... i __....L..._...!_...L...;......... _..... _ _ i ; _ i

!_--":..... -""'T ........... ;.... --'- .... ---;- --: ......... : . :....:..--._......--.._ ....... I .... ; --._.- - i

• ":_---F-H--H-;----i-_+_-!-_.-I '. i _---i--_--.;-,._ : _!-:_-4---_---

------._---i--------' : ;.... L...... i._._L, ! : _L.i__i___.i_i__

.... =.... :"H i_"':- --;;-_ i':'....... ";:...........! +-: i i ..... ! ....... I : ii .......... _ ;I --_ I:-2i

0.10 = ! : i i ._;.;.:IE; I:i;: ;i;. ; i ' ;;; • ] ; ; ; " _

- ; ......... : ........... ; : '-:.:-:_:_-;:::.L..:;-_,. ": ....... *'" ' i " l ..,_ j

i ' i:i:li I !....::i._ : ) _ ; : ' i ' " _

0.00

:. i '_ I_:_. k.:i. _ :._ _ " _ _ _ : : t :

• T I ! ' i : : t I i | ) ' I •

0 20 40 60 80 1O0 120

ANGLE OF ATTACK - Degrees

600
RECOVERY, AVERAGE TURBULENCE, AND DISTORTION VS. IrREESTREAH VELOCITY

ANGLE OF ATTACK - c_ DEGREES

SIDESLIP ANGLE I 1

P&I_A F-IO0 HATCH AIRF'LOIf

CONFIGURATION: NLI4ER _ ; OESCRIPTION T_,_'-- ,.,_"- _:-r A_,,.._Ae.,ii,_._.'r o,t_,-boc_. _l s,o., r,.A-,_.s

I

i.--:-]

0 40 80 120

FREESTREAH VELOCITY - KNOTS

--_ 601
602

- , _ _ i I ̧'- ,]--T--- -:_ ......;.......'..._- i.... r t_-_:T-+T-; .... t....hit-?--

2-- - i , , ' - I,E }' f ] -]-t-

...... ' I T----- i

, < _ _ , ! i ! [ ! i ;

........... _...... _ .......... k..... ÷-:-----.---r--_ .... 1-- I : ', : ; i

, -- j " " ' : : : i i 1 ' i

............. ;......_-.---I-....i--4--.l---f ,.-_--_---- : i ] .--il il---l_ I : i i I.._ : i_:

--- _i ! ', . . • _ ' i l '

•_........... _.....,--,-=-I-J-1---_-4--T_--'_---T--_----

I I :_2 i-' _. ' __2_|l_i_.L: i__21

: _-?_-'---; ...._;T'.... i--T--FT-:_-_ :_F_ I

: " " ! ' i- ; " , ; ' L l

..... + _......t...... :,I,: _ ; _ ',t _! _ t' t,,

! ; I !

......... :_-......... :--_--_-T-_---_ _-T_ : [

o _ ...... 4_ .................... :--.... i___-_.i_-i--___.-.-_

' _ . i : ! i I : [ I . i I i '

" 2 " _ _ . _____ _ :_ , :, : I i i

o- [ , - , , I , [ _ ' , [ ' -

: _-+ . ; _i] [ : t .... i' i "_ :ti:2hT : ! E : ! E i 2 _

" 3 . I ..... !:: i: ; . .i _ _ I " : :'

. ......_-- I :, ; i--? _i_-i _-i.I _-. ! _ _ _ --_-T-:----:---_T,

..." _- _ _ : |i I _. "I<: -:TI _ '; I i _ i I

_ _...- ....... , , , , _ ............ .

_I _I ..... : ........ I .....

"---_ ....... " ---V -:--L--:--- " - I [ : '+ " : ' ;, '. _t -'

,; _. 'P. ,-.. -4 u, ,. ,, ,,

_I

\

- #
CONFIGURATION:

COWL LIP EXIT RAKE TOTAL PRESSURE PROFILE

TOTAL PRESSURE RATIO VS. RAKE HEIGHT RATIO

Thick Lip Inlet, Left Auxiliary Inlet Open -

NUMBER J_<L; DESCRIPTION Door With Sidep1ates

FREESTREAH VELOCITY -__9..kn0ts

ANGLE OF ATrACK -9odegrees

SIDESLIP ANGLE -_R_degrees

ENGINE FACE MACH NUMBER- .s'_l

H" 2.870 tn. 11_

H

=

, ,, w

, i

F

--J

3

1.0

0.8

0.0

"-=:x:.: • 'I + _....................... ' ' • : "i- + : ..

.......... _ l......... I 1 " "L '

_.: : : ' f i _...... l":::::::t "_::: I " t : " _ " " :0 :

: I ! I : i : t -_.... I :: i _, i i I :

" _...... +4--:---_---_.--_--:_+.-L+_-..._ ---_--...... --4----; ------_L---_I---_ " --

, , +..... : _ -.,, • + ..-:.....+ ,.._:_.......

" ' I : " ! . i::- _ ; ' ' ; _ + :

L I

(PT)cOWL/(PT)FREESTREAM

603
ECOVERY, AYERA6E TURSULENCE, _ DTSTORTION VS. FAM FACE PtACH NUMBER

CONFI6URATION _ ; READING _INERS

FREESTREAM VELOCITY -_ knots ; _GLE OF ATTACK - _ deg. ; S%DESLIP ANGLE - _ deg.

P&MA OPERATING POINT VALUES : R2- _ ; REC- _ ; TURB- _ ; DISTZI  ̧ _

i_! .,

:i <i ii!

.. .-=

,i .....

ii!! '- :2

_-io

:_i <i

..L ,--

-72!

i:i g

:i :_ !>

FAN

_--_ _ _T .........

. .--2_

• m" _" "- ..-

...2'

]h, if[ '_ _'-

.%.-_ N g: N L---.!_

!iii %-:::i_'::ii _; iii ill:: g/J

iii-

_iL_:;i._i;!-:_-:_i !iii i_i --:_i!

o,i :=05 _

FACE _CH NUMBER

=..:

=i

j"t

-j

°._

_O

.':T

.°.

i-L

:y_'

.'-2_

:5:

--::

O_'

_i --: _ii _i:i i.-i i-i_

ii- _i i_! ._-._ ii_: -

--_ -=.5..:{_ !!ii::i k=

[{i] "_ .'<- i:.{] ::i "[}:

- i:i-.=."

ii-i!_ _: ii i<

_% ii::::-_!ii:::_i_ii

: :: ::"

iiii7:::_:->ii_i ii

i_[:i_:.::Ji ...._ iii

.... 1

.... I ......

....

:: :=:]

::_fl

J..j

{!: .ii i2_1 ii._i

604
IIECOYERYo AVERAGE TURBULENCE° AIID DISTORTION VS. FAll FACE IIIACH

CONFIeJRATION Ict ; RENIING NUleERS .._

FIEESTiI£AN VELOCITY • ._ knots ; mILE OF ATTACK • _.o deg. ; SIDESLIP

,IMA OPERATING POINT YALUES : M2. _ ; REC- _ TURB- ..e37.._ ;

i !iii :'--

r'---

:fi: !_i _-;_ ::"

..... _-,-- !:::

,I...+., Z

i<i .i ii'

:._:i7: :i! < _!: .....

" I. :i ..... ]

FAN FACE RACH NIJI_ER

--- =.-..--.-_.. ,-:: ::_

__ _ _-:= ----__ _ .-'::: !.: ::

• . ............

....... r .................

_--:_t :TT: :::: ::TT :::; ::::

.... _=..--_--..-2=:.-.--.=. ::::7.::':

:.'_ :---4- ":::: ::--I., :.,._ --:= ":,_-

;;2--: .'2.:: :::: ::T;] 2-'2:; :::: :'::

:-_'-_;;.: .::: ;:::',;;;.: ::: :::: :::

::::: ..._ :: : .... :::.: .................. " : :: :::: ::

: : : i: :'_ ::

!T_:{:: :-_ ............

0,6:_ _:0.7 :==::..... i

::_........ ::_:::::: ::

.._ :'.T ..... ' 'q

.... t ::-:-': :::':- .. -_ ---._ :-: -:.- ]

-:=_ .-':=-:: :-: :,::-I:--'=:t::: :::: .:_

...._ ..... _ ..... ),,._ ....... :::)

}:!: :--: :::l::::l:_:: ::i{ I

iN_-_ _-J"' ..........

- h:;i -..;:.:: ::':: :.,

_E'_[ikl:iii.., ......... ::iii .... L:::: :-:

°.61i- ,0. _!1: _.... '!t

NUMBER

ANGLE • _..o deg.

DIST=

.'::2. 2;21 .:;i: ----"

........... !....... I •

......... r....... , "

-----:__.-.- .. ......

................. ) ....

.: ....... :<.::!T

..-;:. , .::= ]? :::, i::= :-! :::

............... [.

:1" .:- . :'t ::

:;:i: :- :' ' :" t :

==--=:::-i::-ii:?}F-

::: : ::- : . ; :

=::----..... ft::!-:

.... 1 .........

-::: ..... ; ; ::

:2.: " : ' .

". " :

":" :: '

":: : !_

=: - i i t

=: ..... i } )

:..: !_

' ! -i

! ,

i i" :

i I t :.

:? ;I

605
IECOVERY, AVERAGE TURBULENCE, AiD DISTORTXON VS. FAN FACE linCH

CONFIGURATION 1(:1 ; READ/NG NNERS 3z.._.(llZ_:._i/l_.

FIEESTAEAN YELOCITY -_1o kMts ; AIt6LE OF ATTACK - zo deg. ; SIDESLIP

PI_A OPERATING POINT VALUES : M2- _ ; REC- _ ; TURB=

NLIMBER

ANGLE - _ de9.

DIST-

...... t ..... _.-._

_::::

2"T:J:; _! _.:

;;;r -:g.:

l

:;." I

.................. -_----i

::'_-._ ::i :::_ ::_

-_i!- :: :: ! ! :2:ii .... _-

"'" 2 ; ' -

:: .... 5. ' ,

-!

• i '

: ! i

.... 1

"

i .....

.... -i: ! t

., i= -I • i l

":::_ "-:!: _ l

....... i.. i

:i!:::? i :

=::::: ..... ; !:J

...... I .

.... i !

;:T: :-:r

.......... .--.-t

ii _ ,

.... I ::i :=

, i t!ii i _

V

606
RECOVERY°AVERAGETURBULENCE,_ DrSTORTIONVS. FAN FACEMACH

CONFIGURATION_ ; RF.3_NG ItLIMERS

FItEESTREAMVELOCITY-I./o knots ; ANGLEOF ATTACK- q5 deg. ; SIDESLIP

PJi_AOPERATrNGPOINT VALUES: fl2- o..63 ; REC,,._ ; TURB- _ ;

:::,: i!ii i!il ?!i +;ii::::+ :- :_:' ::.;

::::: !'

! ...,.,. !

NUMBER

ANGLE- _ deg. "

DIST-

• ._- _ .'2+_-

-- ,.=LIZ .o."-'-:_ "_.-- "..:

]

........... , • _ .

..... , +H

:=-.-•;: -:. --7" ,

:_Ui:_L-:i_$::;t :;_

:::=-:= :::: ::: :¢N

........ ::22 :* " :2 i

+ t

:...:;: i ]

.... i

]

:-!i:?: :-.+i:: i I

. H I

. . .:;

.... +

• - : + I

4_1:$ti.¢_i:¢; t

-ill?! i:i:_ - ) I

'_: : i -

_ijii÷i ::÷ii#:_:: _+-

' t:

-.+. ! .. ! +

i

' : i: i +

[; 2: I i'

607
RECOVERY, AVERAGE TURBULENCE, mD DISTORTION VS. FAN FACE MACHNLINBER

CONFI6URATIOII _ ; RENlING NUIgERS

FILEESTREANVELOCITY - _o knots ; ANGLE OF ATTACK - 7o deg. ; SIDESLIP ANGLE - o deg.

Pli_A OPERATING POINT YALUES : M2- _ ; REC- _ TURB- _ ; DIST-

"r -_

ii? _21:21

___---

iC si-

::: i [ i:

ii- ._i i-

;._ :=2 ::

:? ? ....

!-_ N):

rAI

:: J':- _:: i::

" !_i ,:-:::

-- _--

-_ ---

__ ___

:tl

::. _ ii!i-:-:i

I

..... [ .........

i i: i_- !_ i:

:_ _i :!i i

:-i_ i!i --

:ii ili ::_ .....

.... -.|

ii:. ::: :I ii !i

---°,--

= -' i]

! :l I

: !

i :

!-] :il!ii ':i;i=

I . t

i:- r: ::il

::_t::ii : i:-

.:_- i ihL:i !::_i

__ .... :: : .

I I

E- _-t_ :_t_-_

iii i2_=:: _ "

-:|:r:- .-, ....

608
L

IUECOVERY, AVERAGETURBULENCE, AIID DISTOATION VS. FAN FhCE MACH NUMBER

CONFIGURATION i_ ; REN_NG NUMBERS_zgZ-32_q

IrREESTREAMVELOCITY " _ knots ; ANGLE OF ATTACK - _ deg. ; SIDESLIP ANGLE ,, _ deg.

P&MA OPERATrNG POINT VALUES : M2,, 0.3_ ; REC- .__ ; TURB- _ ; DISTv

FAN FACE MACHNUMBER

609
lUECOVERY, AVERAGE TURBULENCE, AND DISTORTION VS. FAN FACE NACH NUMBER

CONFI6URATION _ ; READING NMERS

I_EESTREAN YELOCITT - _ kemts ; ANGLE OF ATTACK - lid deg. ; SIDESLIP ANGLE - ._o deg.

PJi_A OPERATING I_,INT VALUES : N2- _ REC- _ ; TURB- _ ; DIST3-_....._..

-j.-.

O, 7 ]-il

i:: 1 1

= O. _ t::

I "'_'-

::. ,] :-

:::-L.I,i : l

!

:it:i: : !

•-.1-. : 2 : '

i

-i t I '

i:l= i i t

_::I I i

i :.1 I i

.i ::!:1 _

:: i  ̧ ,

:I !•

!i! ::,....

i_:llii ii

L].

=VI i

v

610
tECOVERYo AVERAGE TURBULENCE. AND DISTORTION VS. FAN FACE MACH NUMBER

CONFTGURATION J_ ; READ]NG _ERS

FIEESTREAN VELOCITY -_ knots ; ANGLE OF ATrACK- _ deg. ; SIDESLIP ANGLE - ___ deg.

Pli_A OPERATING POINT VALUES : M2- _ ; REC- _ ; TURB- _ ; DISTFAN FACE IqACH NUMBER

611
RECOVERY° AVERAGE TURBULENCE, _ OZSTORTION VS. FAIl FJI_CE MACH

COIIFIalRATION 19 ; RE.ADING MUMERS

FILEESTREAM VELOCITY -8o knots ; ANGLE OF ATrACK = _ deg. ; SIDESLIP

PlllIA OPERATING POINT VALUES : M2= 0.53 ; REC= TURB= .oz¢, ;

"Ti" :!-- .....--

i ....

.... _ ......... :::-I::: "

o 6[_ o.7_ =_

.... /.T: +'

............. 1 ......

':_ _ p_..... J!i :_

:_:-iTi!iii i: ..

Yi!::i: i ,+ .: i?'_:2i:

i:--:i!_i_.: ;i :: ..

....... : ...... .o.j ......

• . ,I ..... j

1

"ii ....

.... lii!:"i_ !!i]

................ iii .... t .........

.... 1'+"1 .... i"|

L?I::._.,.: ?LI ..

::::l :,." . . :

': !'I"':: ::: -'+ ::::I

NUMBER

ANGLE = _ deg.

DIST=

..... ?: :- I ;" L2L . J..I-. _; +.]

....

++S+++_+ =p-i p ]

ii_i

• , I

" :::i I t

..... ; ]

: : :: T'I ' i

-:: t_i _i::d

!+.:, _:i...i :i_l

i_: iL

:?) IL612 -_
v

IECOVERY, AVERAGE TURBULENCE, AIID DTSTORTION VS. FAN FACE MACH NUMBER

CONFIGURATION _ ; RF.HIING IIUIBERS

FI_ESTREAM VELOCITY - ._ knots ; ANGLE OF ATTACK - _ deg. ; SIDESLIP ANGLE - No deg.

PI_A OPERATING POINT VALUES : M2= _ ; REC= _ ; TURB- _ ; DTST=

::_:.:::: - _ -i_-.-.i : : :..- .......

',U:

__.=

i!i

__ -'- :%"

;==: :TT.

3

-----

;.=2: :.%-

!L-- _:5

_: .-.

:.--

:4. _.5

_,=

I:::

:':;: I:::

i÷--

:?::I!T! iii!

.... I

iilil

;2.:.

:2""

:22:

ill

_0_2,

"i

'i!

:0

-M

:2!!

iiii

2_E2

ii]i

i •

:i:- T---J .4-i

.... '

]i./: , . . : .

,:. --:: ::!..j !

:::: ::: I ! !i j T

:'::"--: i ! ' -

ii_T:.!!i;i_jll i : _

7-iii:::ii-]i!i:t: _ ::i _i:i

".-7::7 ::::t:::l i : "

::::!:: i I : : ::

: I

i• .[: , I:":: ] : : ,

.. 11 I : J. "

• . ] ---

• i " "_

?: i

i '

12:1 , I

I ! r-_:! i I

!-

!:::, ....:ii:j i : I

_:i: ....:;q !:! "

' t I" t J

Fu t :':_:_r-r ,,

613
ItECOVER¥. AVERAGE TURBULENCE. NID DISTORTION VS. FAR FACE HACH NUMBER

CONFIGURATION lq ; RENIING NUMBERS ,,_

FREESTREAM VELOCITY = ___ knots ; NIELE OF ATTACK - 7o

P&WA OPERATING POINT VALUES : M2= _ ; REC=

614
FAN FACE NACH NUMBER

615
RECOVERY, AVERAGE TURBULENCE, AND DrSTORT[ON VS. FAN FACE HACH NUMBER

CONFIGURATION _ ; READING NUltERS

FJtEESTREAJ, I VELOC[TY ,, _ knots ; ANGLE OF AT'rACK ,. I/o de9. ; STDESLIP ANGLE ,, _ de9.

PJi,MA OPERATZNGI_]NT VALUES : N2,, o,53 ; REC,, _ ; TURB- .ozz ; D[ST,,

FAN FACE MACH NUMBER

616
RECOVERY,AVERAGETURBULENCE,MiD DISTORTIONVS. FAN FACE14ACH

CONFIGURATION_ ; READINGNLIIQERS_

PREESTREAMVELOCITY,2J__ knots

PIMA OPERATINGPOINT VALUES:

-+'- £.;.-:- " - -"Z _---:-_.._.

+

S:::':::

_ ,---.... ..., ...._=.

_'-" .... _= F" .+:a +,_ ,.,- -+. _

5-_ _'.-'_ZZ _+ !+:-+E-.--'-"

-::+O +'+N _+o, 3+

:_-.-:::++--_._++.-:r..+:+.-+

_; ...........;;_......

i!ii!;-_: fil!ii-i£q:__!-

?:......._..............

+i- +'L-_i!:+ !':i i!!! :5"+- i'-+

7< ":::::: " : -::-:-'"" ::.m -: i+!+ _-+'--..'_':

;--+H£: "-+ i-"+"F--2:i;;:"-":-"

::::L : : ' •

_.. ++_, _ F_= r++. -_

+ ._-++H ++_:++++-:q"

/.-ii ...... ='" ;:;: --........... ::::: :::." ,"n":

!H:- _F:. i+Z!ZZ":;.

-._ .... .-_i..._.-_

"R? .... t+'+++4 "" "" "-+"

:."::', :: .": L'::! "::*. :T:T

........... _......... ;Z_ ....

_ _=.:+i:J_.

. &:_: .........

,o,z+=- _io 31

; ANGLEOF ATTACK= o

M2= _ ; REC=

11: !_

_ :.:u=.,.._;:i ++ =a:;_:

.... __ -.-._

;L +` .L ........

+..+ ........

-+-+ .%-_++ :_.: ::::

= _--=-_ _ ++--:.:,,:

+ +

+ _++_+-+ -:-__+

:5++::" ...... _ +-"

i".-': _ _ --:4:+_:

ii ii

i.:iiii!.+--_ii! _-i+++++_ i!_ +_

L:_++2+ _ ++5:+:+:_-.:+

::: : ++._ i+" :::: TCCC X;- +

+. : :::: ;:X Z:iC

..................Z.I ....

:+'_ %--.: IR: :;TT ?Z::

iHi i_i_i.-_::.-:-z:ii-i_s:

/:++. ; .;. :;

X:T :': .'T

"_i!:-+.!H ::H

=rX_'+,,,E_+..um+Ee+....

deg. ; SIDESLIP

; TURB=_ ;

i_;+ ;:++::' _":+ ++-- .... -__-+...... -:•....... :.=':

IN -7:.-.:.'£_-: _i"-ii-_ ;;5 H- iL-'+"

g_iF +_-::•_N _:_ /

--:-" ;'.-+TK- .......

:-:-j,+-.......

g_::._-_+., ............ f+-4-_!-::

_i_!!5; Z-ii---_i!:_._-L:i F!- :_! !.:_!:!i

--:._-::i': +++#++!i _£

;,_ .....:_:=:+;i:+,:

H.:-::i- ::ii!i:N:£i: ::--

i-i_ ii::!iii::%_P-is:f2;i kii

"_ "Tr:: xx +...; :_--'T

iiii i!f_:J_ii+i ii£1::: ::i_ 12;iL--:

=! -- -=-.: ::+.:=...... ;_ _ :=

i

"+:i :x_ +::: ::::1: :. -:i i:.: ::

ii_: ii!i T} ii-i:!iiii-!:: :i! -::

J

;:2,1X.: ... X::

N iiii i-::i+i-.-iiii!::N:.iii:: ;-i:iii::

::: :;i ::%i::ii P:t:;'/+:- ;!::::-iii[g ._ :: :-s:

!::i!....liqi ::,....?i!:iii_!_

• ...... ....

•.'i-:. +.'-Ji"'i ::-" ::::

::T: °'-4_R;I 1_ N'"

:::1 .... :" ++ - ;

_:: -.-_t!:: I ::_ :::::

NUMBER

ANGLE= .9. deg.

DIST1

"::I::'-:Li--"+-!-:x

:_:_,....._iI.-.'. r::.::+.

i-ibe--+

---++ .... I:_:__I!+:+i!+_:::

i

' "I ; " +t:: ' -:-

......i :'--b: :- [ : :::

:?:. P , ..

.... +"I'+i:+

i::q: .... 1 i .....

......... !/F| i:_-! _!!-i.......... lk.-ii N-

.:::;-+ .._

:__-_: .+++++:++ K--.=__

::: [ .._;21.L

+

:-:i!+ : : i i :

L

I

::::;:::: _ '!._:

:++++i. _i+ I+ : , i

i:iiiii . _:, :, 11

+:::--::- + .+

:,i_i!: i:::r _1 :j: _!

_+:;.-+...... +!

TZTt'Zt::: ....... ' - --4

.......ii_-_i-_-_4 ;-?

617
RECOVERY, AVERAGE TURBULENCE, _ DISTORTION VS. FAll FACE NACH NIJMBER

CONFI6URATION _ ; RE3i_NG NIMMERS

FNZESTREAM VELOCITY -lie knots ; Nla.E OF ATTACK - zo deg. ; SIDESLIP ANGLE ,, .__ deg.

PiddA OPERATING POINT VALUES : M2- o.55 REC _ ; TURB= _ ; DIST-

!!'

_0

3

r,

8

_m- t

;k

N

, i

I

-.4.,..L.. J

.... iiit....

::,P :::;: ::q :::'U

!- F'* -i

= _--

2.

!,

b- ;-.- _-

!

...... .

i-

:-_: L-.

-NN

-:: .--

_ ! :-:i!/

!_ .i! !i"

"F/ - :3

:_i "5:5

o ,

:! !i! ::;

'_ _:! :.'i.

,..,m .....

:. - r_ _=rNgy!!t!_::

ii .... 2: - FACE;_.._mER

I-. ;....;

, ....

-i:" F'::__:_ T__

--_' _!.-I ::-:

IL_:t/

:21.": '-_'' '

_ ..... ..... _0, 7 ::: ...._:

]

_-_o

i!i i_i _::.tii :! :: _:; :.

_ " :::i..::l :!i :! zi._:_I

:..!t_-1.-:::_ ....

!:" i!] .... i£ ,..I :ii .I r- fi!if:f

_:,: :_¢ ....... :i!_ii] ......../

..... ::l" ::1 " 'I ::l .... :ilj::

t ]:t I ![ :: t

iii_!ii! ::1_ :_ ::1 .[

-..---M-a'-

;.,

--t' " :I:T/

• ,. -::!--.

. , ---

, , 1

_:" t "

' l

• ,

 :il.! ;

i:-tlis = i:_!t

,t _.

F

_ ; ,

J ;

i:I!!! I :i

* t

618
IECOVERY. AVERAGE TURBULENCE,, lid DTSTORTION VS. FAN FACE NACH NUMBER

CONFIglJRATION _ ; REJI4_NG NU_ERS-__

FREESTREANVELOCITY - t2a knots ; ANGLE OF ATTACK - _ deg. ; SIDESLIP ANGLE - _. deg.

P&MAOPERATING POINT VALUES M2- _ REC- _ TURB- .o_ ; DISTz-'.

...

T:-

-2

--,-:

_L::.

":=':.

_°

,o..

..,

:--2

-v-

.o°

---- 619
IIECOVERY, AVERAGE TURBULENCE, AND OrSTORTION VS. FAN FACE NACH

CONFIa,IRATION GI ; READING NUPBERS

FILEESTREANVELOCITY -_ knots ; ANGLE OF ATTACK - 7o deg. ; SIDESLIP

PJiilA OPERATING POINT VALUES : N2= _ ; RE(:= _ ; TURB= _ ;

NUHBER

v

620
RECOYERY, AVERAGE TURBULENCE, JUID DISTORTION VS. FAN FACE MACH

CONFIGURATION ]9 ; READING NUMERS

FllEESTREAN VELOCITY -/Zo knots ; /WlSLE OF ATTACK - 9o deg. ; SIDESLIP

PIWA OPERATING POINT VALUES : M2- _ ; REC- _ ; TURB- _ ;

o__ _ _ oi:_ _ o___..

FACE MACH NUI_ER =: ::: ==

_i ̧ ]- :ii_

"T'- .........

i_-i ::: ::: :::

--:

&7

- O.Z.t:

:% ::t ::.:: :::

i:'_ !il i!7i ._i!

! .......

:::! :i:: <ii :::::i

NUMBER

ANGLE - __ deg.

OISTiiii :_::.:_]>:.t _i.

.... I'--_ ----t'..

":- -._ i_i_-_-_

..... v"'t

J

..... - I I i -

:_:J:i:: .-.]. :.!

:::_:::_:ii_- .......::4._ ! .

!-_:.:,-:::i.] ... _.2_.

:::i- -! I ii

':_:I _:_<t i:.

!::] ...... _ :::] :

::: !=t-i i :

....... 7•lY_]]:i:il.. ]

• .i

.: !::':t" " |" |

'.-1,::i : }... ,

--'t..l:-::t:: t

:_| _ ........ i

.i I q I

}

":ii 'i i 1 i :

--1 I I I i

:,_:¢ t _:-i.. _ ..,i.,_ ,._

-i:i! i :!:ii:l i .i:!;

_.j t J '

.:--I::::I

-',t :--1 -,-It--..i t -

621
RECOVERY, AVERAGE TURBULENCE, AND DZSTORTTON VS. FAN FACE RACH NUNBER

CONFI6URATION tcl ; REN_NG NUNBERS

FIEESTREAN VELOCITY ,, _ knots ; ANGLE OF ATTACK - sj._.o deg. ; SIDESLIP ANGLE - o._ deg.

PI,N'A OPERATING POINT VALUES ; TURB= .o27 ; O[ST=

622

L_
ORIGINAL PAGE" IS

OF POOR QUALITY

_ _ _lllmlLIglCE _. Al_l.E OF ATTACr,

le.llm mll_l AIRR.OU, FJMIFACEIqACMIlUm(ll - O.S3

Ilqill_lt111.1111_ ,, _g_ Im_; SlI_SI.IP _I6LE - _ _g.

I_IIFIIIIItITIm: _ /9_ III]iQIFTIgll qo" _,.,,,,_,-,-C/_._,.,,'_e_ ,P./.,/.;_

Sharp Lip Inlet

O.IPl

v

O.N

li'"

0._

100 120

623
ORIGINAL PAGE IS

OF POOR QUALITY

IIE4_IU_IT _ A_rRA_ I'UIUlULE$1CEVS. IMItGLEOF A'rrACK

I_,11tlI Imll'Oi ILIIII_OM, FAll FACENACHIlUlIER -. 0.53

IIRIEESllEF.All Y_LOCITT• _ IIIletS; SIDESLIP NIGLE - __a 4119.

COItFIEI,III_TIOII: _ .L._; I($CIlIleTIOII 90" C_v' _'o¢_0_, Sharp Lip Inlet

J

V

I+I

IE

I.II

O. ?E

0 _ 410 60 IN)

)_.°

T-"

.--.p ....

-.___-.t_.+

i--

'-!::i"

-.'___:

_,_-

, II

!

.__-..-

.-2: ._'t_-'_

:--..--.+.:-- TiiTlq '.

++++- .... ?...

++++!+ +

_--_-:.T_i!!i+ii

p_,....L_.

":---1.:': "-" r ....

100 121)

v

0.00

4O 8O 8O

_ A'rrAcz-

:.d

-:i_+ii

• i I

100 120

624
DISTORTION VS. ANGLE OF ATTACK

P&gA F-100 MATCH ATRIrLOW, ENGINE FACE MACH NUMBER- 0.53

FREESTREAMVELOCITY -u__ knots; SIDESLIP ANGLE I _)degrees

CONFIGURATION: NUMBER /9 ; DESCRIPTION ?0" Coo.Pc_ C'/_...k,.,i_e_ .'_<,t.o'/;o,').

J

Sharp Lfp Inlet

t

z

ANGLE OF ATTACK - Degrees

625
ORIGINAL PAGE IS

OF POOR QUALITY

tIHIIT NO AVOMG[ TUIIUL[NC[ VS. NIGL[ OF ATTACI(

It..MO NATal AIRFLOW, IrNI IrAC[ NACHroPIER • 0.S3

Iqt[ES'/IWdli I_LOCITT • _ luwtS; SID[SLIP ANGLE- _ des.

¢ONFIGUIAT_II: I .._._;IIL_CIIIrI"IOIIq_ 'Cx_w _+_+;_r_.SharpLip Inlet

V

lid

g_

0.04

0 _ 4O tO 100 120

0.06

it..-*

0.04

li""

0.00

626
RECOVERY,AVERAGETURBULENCE,AND DISTORTTONVS. FREESTREAMVELOCITY

ANGLEOF ATTACK "___DEGREES

SIDESLTP ANGLE" DEGREES

P&WAF-IO0 HATCHAIRFLOW

CONFIGURATION:NUI4BERJ__.; DESCRIPTION _Q_ cc_o_-rtv.c_--._ _'x_'_Q_. Sharo Lio Inlet"

Ii:.... ',..t.::z._.. ..2"-2. F-::: ; '. :-.:7:7J-.-:i-::1:-i-.-_. ::,.:I. :,...J..... ;..._..:.t. _..I....... : ._

f_, :_:::': ..... "-::'::::-'-¢-::::-:¢ ............... i_'_t:- _:: " _:__:/i:: ..... L:_'--t::':: ..... :=_ :I" _:-' ....- , I -::-:

• _" :.-- -:_:::-'_:::!- _--_':: _::_--"_-" ".: "L '_.3:'::- ' c-:!-: :-::;L: :L::.-_........ ; .... -: ..........

.- , _ . ...... ! . .._ ..._ ..........

= ... _ ......_......I_.=.____. _.-._-.I ................ _ .......

(D :: I ',;al: " ":_:-" _?.... '-"::::::I:: :I-::: I:::: il::':_::: 4;!1::;:_;:::..... "::'_:---" !:I":::]::': ....i":::.::'" ....-:'-:'" .... " !" ! 'I

-- ":" _ . .-_ .:: :h :: . "l: . _:i . .'r::-:'..:ii .. _::.-;:_::.-_:'.:_:::,..i "-:._._.-.,:_-"::'-:.:.. ; . . : .[:.. , .

. _. 0.84 .,.::,----_.-:...:-:.....! .... ..-:::: -.:- .... ::::: :. ,- • .=. .... .... ..... :. _.. :

., - ...... ,.:..:_ _- ' ................ _-...... _........ !.... :.J ....... :....... _ ........ .-- ...

,.:.;_ _:"_n. ":'" . :o_: .'! .... :. _ .:: I::'_._"........ :'::h " _ :':''"I ::.., ::::I'::: "'::_ "::'::"" :::-I:':'::: _._-;::::I : ":':;:°:-I. .. , ;" :'I"" : .... :"

_---_-----; .... - ........... C7. ;_...: " Z................ ',.... :::: .- ..........: ,......

_: ............................................ -:_- .-:-::- , . , . : . .

_ :!;:I':i-:.l :.'-iI"-_::I ::-i-;::k;i::._:_!?-l_i!!:yi::_:V-:.:._::_:-l_::l-_:::_:::i!-.:-:t_--!iN:_--:i:l " " _ : I ....-

-_:L-::: .----.:____..;_..|.:..... ,.__. ::::::,: _.::.:::'---: :::_. :.::_: .... '

_:':-i::: -::._-":_-:-:_._-: =--_.-:'.ilL-!i:.-_.-_!.:_.-:-_,._":_:'_:_i"::-':_';__':.._-'r:.-iE_k']:='":_.:_i:|.i'-k:::_ii.;:_:::

" _'fl::_ :-t: _--_ :=-_:::=_-:---- _:V .=.::-_;: "_i_-:-=-t-::_::]_:]fii:;:::_\_'I:.::i '_ i•:--I •i "_

. ._...:;.'.._'. _-_.'.-.._,L_ ._: "-'- _,__ '--- __.-__._ --':" -..-'._.:-.'- _-'-_:_ _-:-.'_!...._ ..........

.::-"_-_" _:_.-.I_.,.| .'-:._:.:.-::_!F:'""..--.:T-': ....... •......:_::;.'-_:::_: ,...........- ".:!'..(_ii_:_ ..'.T-:._ ....

_. _ ..... :.T...."W--_.... _ ...... _ .............. i.: ..... _.. ...... , ................

!_:-:_ b:_:_'L-'.3:.-"_:::,-::.,,:.=_ ....•.:;._::. _!:i_ .:._r.::_'-'::i_i-_-_.., ::il:_i!_!/"::--i_:_!:::.f_!: !: f:: _i:_i-:-_

0 40 80 120

FREESTR_I_q¥_.OCITY * KNOTS

627
RECOVERY, AVERAGJETURBULENCE, AND DISTORTION YS, FREESTREAN YE't.OCXTY

AII6LE OF ATTACK -9o DEGREES

SIDESLIP ;U*IGLE - o.._._.OEGREE$

PIklA F-tO0 HATCH AIRFLOW

CONFZGURATION:NIJHBER Jc/ ; DESCRIPTION q_° Cc,_ _Z,T,a,,T_, Sharp Lip Inlet

_j

i- .

O 40 80

FREESTREAI¢ VEI.0CITY - _OTS

120

v

628
RECOVERY, AVERAGE TURBULENCE, AND DISTORTION VS. FAN FACE MACH NUMBER

CONFIGURATION ._ ; READING NMERS

FI_ESTREAN VELOCITY -__. knots ; ANGLE OF ATTACK - _ deg. ; SIDESLIP ANGLE - __o deg.

PlldA OPERATING POINT VALUES : R2- _ ; RE(:- _ ; TURB- _ ; DIST629
13ECOVERY,AVERAGETUImULENCE, _ DISTORTION VS. FAN FACE MACH

CONFIGURATION _ ; RE/ID/NG NUMBERS

FIEESTREAM VELOCITY -_ knots ; ANGLE OF ATTACK - .__ deg. ; SIDESLIP

P&MA OPERATING POINT VALUES : M2- _ ; REC- _ ; TURB-

=

O

0:

3,

FAN FACE MACHNUMBER "::

NUMBER

ANGLE ,, __ deg.

; DIST-

- N 't-; , :

..s_ -_'_::y-_i:ii+-........ , .. i :!._ ! i

:.=!: !i!i_.::-_ !:;:FI -.: .... i _i

ii.: 2_- :::: 2_ _:--_....ili_t_ ;.i :-._

... -.-4..-. _ '

........ V'" i " ";" 1

:: ..... : +- ;

:: =!_ i ti:i- !

': i

iii •t i; _!ii!!! _

:::t . F ,

il .._::[/I !: i

....... I:i

.... ° , ,..

: i:: :::l::i:-:: .i ; , ,

j , . t _ i

iii ii ii-, !:::i i iii ::: ._ .J

::.:::!i! "" :_.-_ i:_t::i : : "

:i_ .... iii I : • •

-- _ O. r:::::... I.. _ _.1

630
IECOVERY, AVERAGETURBULENCE,AID DrSTORTIONVS. FAR FACEIqACH

CONFI6URATIOII_ ; READ/NI_tNJmERS

FI,EESTREANVELOCITY= _ k_t,.s _.AIIm.E OF ATTACK• zo deg. ; SIDESLIP

IIIHIIAOPERATINGPOINT VALUES: 1112=_ ; REC=

ii, J

FAN FACEtlACHNUllER

; TURB=_ ;

....... ,,: ,. ..........

.... :::2 i:12: :::; ,:::

--2":.= ----

.... ,..] ..- .. ........

--_:=:=:=

:T.'Z ..........

= .:t:-_ -74__ :.:..:i iN

:'" : 1':::] ::._,_ "": ::

:::-:,,, ii:" :: :i::

i

::..:: ......... .-.-:-iii- ........ :::::,-:ilii

io,6i _.o7 _I!

NI.III_ER

ANGLE• _ deg.

DIST=

.... I" "I "-I ........

._.__---_:_.:___ =....... :=

.:: .. _..: :: . ::

i

[ i

i_ i_: -!i] !iil::-:i:-

....... .r-.--i ........

::..":'- ----:-|:÷':I:" :

i_ :÷-:l<:i-:i_ :__:

-::: ! -:: ::: ::. :

:::: !::I i

:::: - t ! I

':-_.:_ :::iii:.

:-:: ::::! :::I : !

::: ::-1 ::i-::: , _

........ f....

..... •,.-.,i....

i:i: . I i '!

:- i +

:::'-':::!-: F::

: : ::-.'_ :; I .: • . :;

::i_i-:_-!ir:: ::_:_:

252222;;_2 I:-;:] )']-:4i:-i

631
RECOVERY, AVERAGETUIIBULENCE, _ DrSTORTION VS. FAN FACE NACH

CONFIEURATION _ ; READ/NG NIJIERS

FIU[ESTREAN VELOCITY ,, ..q.12.knots ; AllELE OF ATTACK ,, _ deg. ; SIDESLIP

P&MA OPERATING POINT VALUES : M2,, _ ; REC- _._ ; TURB,,

L: :

FAN FACE IqACH NUMBER

NLImER

_iT,_

! n

:L ....

o e[

_: -2_.-_

:::: -:--

i--5

.... !

::7i

....... 1

I

-

r:.'_

;:2i

.... _... -! _ _]1-+"

NNNNN 

;..:.:

: -z: _-]-]]._ iii i2_];i

":75-" ....

:" !=: -::-2-=:: i:: =:= ::-

. .]

=: iO 7 : _ i:.-?,--

[

:" "t-: ' I

: ---I

:-: ::i iii : 2.:

......... .... 1 "

i.:--si!iii_ .:_ iii ii_4._g.

i]_ ::i

ANGLE - _ deg.

; DIST-

"'=i: ": :l

i I

_____._.

i..iiiii:i: i 

=--]:::: .----_--_

---': I L

I I

• t

I

--.]. I '

:'t!!

:::t=:,t_ !

:=: iliiiiit

i.

i_t:-_li=i:iii', .

• _o ! :

! i

i:t.I '

ili!

. J

=

632 _..
IIECOVERY, AVERAGE TURBULENCE, lull) DISTORTION VS. FAN FACE MACH NUMBER

CONFISURATIOll _ ; READING NUMBERS

FIIJEESTILEANVELOCITY -_ knots ; ANGLE OF ArrACK ,,, .._ deg. ; SIDESLIP ANGLE - _ deg.

INIMA OPERATING POINT VALUES : I_- _ ; REC- _ ; TURB- _ ; DIST,, ./30

I

FAN FACE MACH NUMBER

633
IECOVERYo AVERAGE TURBULENCE, NID O_STORTION VS. FAll FAI_ mCH

CONFI61JRATIOll _ ; READING NUIqENS ,._

FREESTREAN VELOCITY -_ knots ; NIGLE OF ATTACK - .._ deg. ; SIDESLIP

P&RA OPERATING POINT VALUES : _ _ REC= _ ; TURB= _ ;

- -- r'"

:-" " - -': :---:'" i--

0 3:_- 0 I _-::0 $ :-: _ 0 6

:--.: :::: :'_ _ :::: :_ _-_: :.!_ :::1 .-._ .--2..-.:ii .::_ :::: _

i_i ::iii:::::ii :__i_i i_ _i-iii:::2:!i:::. :._!i_::: i:

:!_iii i i::::::i _::i:!::iii:: iii ::i::iii- fii _!::i::::iiii: i_:

i_ _i i-_ ii Li_:i-! -_ !ii ii::i:i_ i_ i-i i:-:_-: :::_:ii

::.7ii!i ::_: _ :k:.i_ i_{ :_i :iii !::_:il i_ :: :

............... i ....

0 3 --. ± 0 4 :: ::: 0 5 ::: . 0 6

!ii5 _:: -_:_ _ :::":2: ::i_i:i:: i:Yi{ ill

::_ _-::-.ff_::!!i_.: !iL ill iili

"_ "_ F_ 'FAi_E IqACHNUIqSER -?: i_! i:

_:!::i_:i

_0

i#i :

!i: ::

O,

:::4 _:i ....t

:i i:i!

-.::j

ZO.

:2-=

1:22

. _

:-_2;

::-."

7:

.

i

::.:i

i!i!

::)

-:i!

!

NUMBER

ANGLE - .._ deg.

DIST-

........ 4 .......

".-':: ----22 .... ::: :'--2 "::Z:.

....... -t .........

_'_i _ _ .:':- :.--i".'-_-._:."

i:_----... ;i-:i "- i i-!-:--::_

:-i

_ii!i-: iii:i ; i_-:!_ii

., ,

' I

:::1.: :_

! : :

i i il

: ! i :

i_:!::;:::_i ! i: :5: 4_:i l

; 1 : ' I

J j ; ]

=t -_ I

it !t

i[

i! :, !

634
RECOYERY, MERAGE TUI_ULENCE, _ DISTORTION VS. FAN F/_CE MACH NU_ER

CONFIG_URATION_ ; READING NUIgERS

FIIEESTREANYELOCITY = ._ knots ; ANGLE OF ATTACK o _ deg. ; SIDESLIP ANGLE - _ deg.

8

-t""l ....

I_MA OPERATING POINT VALUES :

i_ -'_ i_l_+_ _,I+-_ _,_ _-; _-+_

+ ==+==_- _.88_Z: -_-=='--

_ !'_!

-4"-] --- ._s. _ -_ _

V-=..... "++_+....=-': ===:= ._.

,_.:_ :++++::.... -=

,N "" " ib!_._ '++ ++i+:::+"'._i

__, _ 3.04]_:[ ......................

- • +-[[';'[:'__-i._[ +[[_ "ii[ .Y"

"_-'.t- ......:-- .....

.......... .........

::.._+ o,2 _ • ::o,3

.

+-_N m-+ :=::-

, kT:--:-+=_""_"=::

::+'::"%-T: L:.

Nt _ .... +,----- .......... +-

.--* f+:? ::'-i .+++'":.... _+t

::r-'.- !_._0 21 "_iO 3i

M2= _ ; REC= _ ; TURB=

--_ "_+_:_r'-_!_ -_ =:---_'_ !5.! "'-==:: :::=:::

i- ................ _-_ +-= _---= :ZV _:-'++

_+'+ --,.__-_+m_-_..... - _=/._=-_=_.._-.=

:._:--.._--.::++ --i::_ ::-:•-+::I:-:

...._i_'-_;i_:._! ....iii_71i .....i......iii....

:=: _-_ ...._ ..................... _.........

....::: -:i ::::":': .i ..... :":":........

........... .:_ .:++.- iiiil ................... !

I ..............

=::::i:iik; iUii ::::i!_i::ii:: : :!'- • _ i ',_

:=':::::--'_.] i:=+::: ::::_ _ i£=i_iiii< ::: : ::::

i::i i::=::::=.+_-:_ i_i++i;_i::::i_!:_i.: !_!ii:-il++<_ i::;::

::u- ' .+... .-:i

_io _+_--_0,_ _.0 6._---:_0

....1............

::::== Li:ii#- i['.:[::i[:: ........

._'-=t_."=::+..'-_ _'.':,t, ;='= =:..'7. ::.'_.':',._ ....."::" .

:':7_"=-7..............

;::: . -,.................. {!{i:::: ::::

......... l :. : ::::

}ii}i}}i2;}1i1111}}} ; <?i:<:} .... +

_ ?ii : , ,

_io _i"l_ _:0'_:__ 2_o _=io::

"+'+:FJ_i ''_ACEI_IACH NUI4BER:..........

;=:: ,:::I::+: ::;:

; OIST-

=..... _ :........ _.. ]. +++.......... :::_-::t-:_,::: " : t:_::l

:>ili.ii.:! % :i : :.i .t: :i::t

_:-_:-.:__+_i!I::.l:iiI!:! ! :it:::!I:i ::!

i-i_ii:ii:ii:ii:...]::i_i::::=i:::i::i :t

s<_:.!!t:::!t:ial::4i!: +

..... I

._.o,7 ._ ! < i "-_-=--

, !

i i i + I ,

i.:-J I -i ' _ t i !

_::i t i : ! i +

---4----4

' I

ii_it:::i] i:::t i_ ! i _t

i I : : i

_!ili!:it:i _l _ i i

?!t<!! :lii I-

.... _. :|.:I I _ _ •

i.:| I .I I i. ! i _

i: :::: : i I i ! i

ii+_i_}_:7:' +_?ii: :+:: ::t: +

635
RECOVERY, AVERAGE TURBULENCE, AIID DISTORTION VS. FAN FACE MACHNUMBER

CONFIGURATION _ ; READING NUMBERS_'7

IrREESTREAN VELOCZTY -90 knots ; ANGLE OF ATTACK - _ deg. ; SZDESLIP ANGLE - o deg.

PliMA OPERATING POINT YALUES : M2, _ ; REC- _ ; TURB- _ ; DIST=

• T- --_:-- _

•..r_.;.

.= _-

w

I0

A*

_..I ..- 0.885

----T _ I ...... *-----i - -.

:: | :

::.._ i: o.e_}!

LL_.._L . : T-l:

o;y l

!3 i! ..

o._ 0.1011!2!

ii!! _!_! iiii

...... a, : .,,i

_::i :-:-.: 0.001

= = --:,- == _

_- :'!7 "" :!!-_-_" i'_ I"T:

:::! -:!iT-'!:::.........: " ::: :- :: : _::: :: .i ::

221: .... _:; L._.:..i;. L. _ I+_L ,_.; .;2, "_2 .... :2,;; ....

:2? ?; :

;0 --!0 '_iO :0 . +

................. ?:i ........

_:.._iii :_--._L-!iL- iii!!-T.-_iii iiii ii:.:.'i_ii::i ilii

_i.__i !_i :_ii!::ii_ i::iiii_! :-::::::::iiii?::/::iii !:;!i

ii-_ ii::!i_ii_i_iii._: iiii:_iZ -il iii i;ii i/:ii_ i_::

_i- i:i iiT!:!Tii!'_ iTi_ _!;:I:TI: : i

;:.i_i-_÷:E:__:_;,_,_ :.:: :::. ::.-:

, ;:':1: ....

_0 2; _ _0;::T;: ....

,i!i !!ii

:!!i ::T:

!!i

:iii!:-ii

:'; FAN FACE RACH NUMBER i..':i .....!::

ili : =I?_.

.:.____?ii::-g_ iiil :t ....

ii:-_ii?- ::i!!i_ __.__:_! _....

......... _:::::_ _i_:;i _ : :

::::.............. I:Li I-

........... - :ft.: I i

_i_;: :.i:::i_i_i::lii_iilH ::

::.::::::_-:: ! .

!_::L.... .... 'i _, i:

i_ii_f i::i-:: _ t:::•1:

: : •:: ! 2] ;

...... ] -;

--.o 6__ _o.7 t

"::-:: ..... ? i

•._ i

:! .... i;-

- T_ ,

• ! ! 2

:-:12:! i! 2 t:i

i

: li

i I " : I

..i ..: . ' L..

:ill

1

!i!_E:ii '" !?!

T ;. IL

!ii i:2i ::.:li:ii

;7 •

I i f

_:

..,. :I t!'1 "T ii .I-I

t I

- i i ; r---

i ! e . . ., , : i..

636
I

i=. -"".-: ==

............................. !i;i ............

::_ii_ :-i.--_:-:i__:.!:i-::[[i iii i[il U _i[-ili :-i ::[i

-4 iii:::::_ :::--::_-_::i:ili.:÷ii-iii! i___::i.-_ii i_] _.i

........ J .............

_i:J. :_T:_ iiTii :)i7: i:i2

i .............

_::: ...!,..._ .... _ _ ::: ... L:i :!: i:iil _!i .... ...ii:ii. ::: ,,_ .:.. [i:_ . : ::: ::: .

ili :ill i!_iiii-_ i._i_!fi_ i:i ::: s!! i:il :

....... t --

......... 1.--

@ o.6i

...... |

0_6:

":" :r'!

• :: q

'::l

iii i_:i

.... I

' I

I

i:l

!, : ]

o.6_

_iitii!!t

637
638

IIECOVERY, AVERAGETIJHULENCE, _ DISTOIITTON VS. FAll FACE 14ACHNUIqER

CONFIGURATION _ ; R_NG IIUllERS

FIEESTREAN VELOCIT_ -_. k_Ls ; ANGLE OF ATrACK - _ deg. ; SIDESLIP ANGLE - _oo deg.

PliA OPERATING POINT YALUES : I_- _ ; REC- _ TURB- .o2o ; DIST,,

:t: _ ] z_; _!f!! ,:11: : i i;i:

-- ": i-q:Tl" • :t: -

:- :ii :: ;:;x ;-" ; "-;

- I

.......... t ...........

": .i:Tq._ :+

:: :::= :'=.'..::T: ::x '::: - ':

:ii i:ii:.L :i L:: Ni:

...... "-:_.... T::T ::T:'

............ iT': ::! :_ Z.TIZ: ..... :.: .....

::-- o 2_.--: o 3i

;:: L::J.L.::..: : :J

!i]tZi_ :::_ .... t

:::::! .... 't

i?i .!:!ti:!il "}_..

......... t--,_ .......... tl

• ,...

::'::;:4:41.........;;:.... FAN FACE IqACH NUI_ER

fie

'Z Z:"

L:--:£_

iN:::: ,o.

• 222_ • -

0.'_

:..: :.:

' ""21 -

:iii !:

.:i

:ii_

: -:l ::L;

0,6:

F:i:

.... I

::::]:??!:

:::1':::i

,--4 .....

1

;!ii'

:2

il

:it ::!

,|

0.SJ

...... .i:.I

::_:._-'=-:-- Ni: _i_ .-'i.-" :i-" ::ii _X_:::,

_Z :...--::LZ :::: ,.-:.-.'_: ":-::: :::7 1

:_Lq ......... 7--- E-..--:.....

,_'E: 7.:::::-£ i:.: !:::i -2_.:..]._ -:ii .::] :: i..--_

.-'::l :L:i :.-ril ..... : :::- ":':::':: " :

£_G-%ii{i.-_i:::ilif{i:: - I

:]i ::::---' ::--: :::: :::: :::I. " ,

:_!. :-rI --.:::.: :t-= :::-::.--_- : .-: =-1

.............. i

.............................. ; ..... . _ .j

": : .... 1.......................

"'"i

:::• . : .:: :- :u...-. :: .-- : ..:: ::ii_ -'=__:i(:. " :::=1

::: :_: ....... :2:: :-:: -- .

"- _ 0.7.:: " ::::: :

:::1 ::: !: :':" ":" :::i 1 I

I

.... ' N " "

.; ! !

; :: i : 1 '

' _ ' "i

::1 :".... [

---qO.7: i _ i --_

. i

..... : i , ! t

!il; i!;i:: , i ' I

" I I:

t= -_: ' ....

=
RECOVERY, AVERAGETURBULENCE, AIIO OISTORTION VS. FAN FACE MACHNUMBER

CONFIGURATION J._ ; READING NUMBERS__

I_ESTiIEAN VELOCITY -8o knots ; ANGLE OF ATTACK - _o deg. ; SIDESLIP ANGLE - _ deg.

P&MAOPERATING POINT VALUES : M2- _ ; REC- J._ ; TURB- _ ; DIST- .J_

FAN FACE MACH NUMBER

639
IIECOVERY, AVERAGE TURBULEI_E, JUW BLSTORTION VS. FAll FACE _ NUMBER

CONFIEIRATIOII _ ; READING NUllEAS

FIIEESTIIEAN VELOCITY -_. knmts ; MGLE OF ATYACK - _0. deg. ; SIDESLIP ANGLE • O q

PI_ OPERATING POINT lrAUlES : R2- _ ; REC- __ ; TURB- _ ; OIST- _ 9c

_ _i .____._--_

::'_::'-"::': "'-: _:: :'_'-":-:'7-: :'- :._"

......... '--- .._.-_.. 17--_.......

........... ,.-L ..........

:;: ..... "-T'-- "--"

.._ .'..._L'_ .::: --- "--'-_ F.-i"'.

.................. .I- ............

.........................

........... :::'r::: .- " "

-:: .=.E.-'.:!5F-: ::::F :: 211_:i

........... :::: :il .,:::-::.... [!7

;_ [i[-::_5:2 .:!_::i_ii_"

...... E:: 17_ ..... .-.:!':71! 7.: ........

:'-:-5 !_iiiii:i _i :._-_i_. i.i i:

................ -,:,-_ .......... , , -

.:!i i.-."i!!i ii_: !__:.:.'-"_--'iii_i.: ::

......... :_:1' .-1.-._.....

............. "....... I ..-, .'. .

-i is:_s:.s:si_c iiii,i::i:::i : :.,

__°

:._-27.

-.-,-

:±--

leg.

..... i

-°.-t

.... -4

• __]

I

"1

i

2 --1

.... :.M

::_- :::.1

]

....... ]

":. :::-1

...... !

I

:!] :ij

..... t

..qx: 1

i': ;|

ii_liq

'I * I

640
FAN FACE

641
642

IJECOVERY, AVERAGE TIIRDULENCE, AIID DISTORTION VS. FAN FACE MACH NUI_ER

CONFIGURATION _ ; READING NUllERS .._-Ill-37/_,

FIIEESTREAN VELOCITY - _ knots ; ANGLE OF ATTACK o _ deg. ; SZOESLIP ANGLE - __ deg.

I_illA OPERATING I_XNT YALUES : g2" _ ; REC- _ ; TURB- _ ; DIST-

;i: :::_!:::_:

........... l'--q

- T-' " :" --_'- -_ ----i- --

[::Z _-L._ I

[::!q:::: .... I_ :

51-- T--1 i -

---.-4....... ,, --

.!

-!.-- + .{:::

' ' I ::

:-..] .......... 4: :l--:

":::" "" :: ' ' I:1[

:.;I :::: .p. ! _....

I : I

i ! . :"

"- i

! !

-: _ :: i r :::

: I. +_

i I_ I :

i it !

i .:

!:l:i.iii! _!

_ "1"

! I II ,

't I ' ' l.li

'' H I .. ! ] :_::i!l!::_....
IIECOVERYoAVERAGETURBULENCE,AID DISTORTIONVS. FAN FACEPIACHNUMBER

CONFI6URATION_ ; READINGNUIqBERS.._

FllEESTREANVELOCITY- 12.o k,ots ; MGLE OF ATTACK- zo deg. ; SIDESLIP ANGLE,, .__ deg.

643
RECOVERY, AVERAGE TURBULENCE, JUID D_STORTION VS. FAIl FACE FIACH NUMBER

CONFIGURATION ._ ; READING NMERS

IrREESTREANVELOCITY ,, .LT,Q knots ; ANGLE OF ATTACK - _. deg. ; SIDESLIP ANGLE - o__ deg.

PIMA OPERATING POINT VALUES : R2- o53 ; REC- _ ; TUR8- _ ; DIST644

FAN FACE MACHNUMBER

J
lUECOYERY, AYERA6E TIJIIIWULENCE,_ DISTORTION ¥S. FAN FN:E NACH MUllER

CONFI_JRATION _ ; REA_N& MLII6ERS

FIEESTREAM VELOCII"Y • /2_.._oknots ; ANGLE OF ATTACK •

PIIMA OPERATING POINT YALUES : M2, _ ; RE(:•

:.:'E=::

-- _.::

-_=

o--

"'--,2;"

:--=

Ei ::_7:!

_i-i?

5_

:.o

.,;ol

gF.%5

--

it

* ill

--. ÷.

ii!i !:+_

iiL:i_

_--_!-

._ ::" _F__

_ _ _ _ _ ._ -_ ::._.-..':_-2-..-!:.'-2

'_.. _._ --.:

..... •_-_._. ....

;7 ",

+ :: N +

12i ii:_ :ii2 77_ ii! :<i i .iil iii 2iii i::i_

?::;i:.-?iii !_ !i; :::::i?il _ _

2 r .._ _:

gL:-ii igii '::14iii ::Y!ilii :.4;?-il !ig isii

.-.::_ ::::_

::: =:: :,':" ::;: _ ;:: ::+: ::::_ ::: ::-:

_?_+CAN FACE inCH NU_ER|

::; :n:j

:.': :::-'t

It1* 1

;:= -';r

_!!!!!

37_q-373_

deg. ; SIDESLIP ANGLE •__o deg.

; TURB• _ ; DIST•

_-°_.:,-..::::_.-_

:.::=. :2:": ::-::

:-'T:! -":':-7:.::-

.."=.::

'r:'..=.--.h

'='_ ::::i

-= -=: ::=

'-: :---i

:0, 6_--

] ::

..... 1

: ; ]

"t '

:0 +'i_

:::.; ii!

• +- t '-

m: i?il!=i

71: !s:!._

:I:L :-+i

i-!ii :! :il

:O. Sa

i!i::

........... +..._t..++1.

<fi -r !

,:'-" I: ,t :.J .... " ":

........ ! : +

5"_ i-_-! !?::;,

::::':.:i .......+++++ +i:_ji+.

'::'l:'::l:: :4 ::q

ii_ '!_i :?i ii?:_!!iiJ I

: :.?:/ili?_i i:?:J+:J

.......... _-.: ::::_:. ]

::i ..' • t....|-+,,,1 1

..+

:i:!::_-_l

•.L:.J- i:..t

: _iii;1 +

• : t

...... | -:;I

¢ : .oI

, "_.. ..

, r-'-I

i_: +_!_':1_+:I::!!1 :i ! i::l

, o_;:+_:+l:ld+1 !+:!

:" i I

" + • I • + I

::!!1 i++++ ::+++i+!

' il_ iI:i

_ .i i i i: i:!

[ ! 1 ' i _

; : : + • I

7:_+::I_.! I ; ,_ i

I I !

iliTi!i ::t 4 : i I

.... 1 i

+:I T:': t

:! 'ii

i :

i ; '

ii< _ ! !

! •

+ l:: t :

" :!" ! !_i

, , tl

645
IUECOVERY,AVERAGE TURBULENCE, /llID DISTORTION VS. FAll FACE NACH NUMBER

CONFIEURATIOR _ ; READING NUllERS ,_

FIEESTREAN VELOCZTT • IZ_ knots ; ANGLE OF ATTACK - qo deg. ; SIDESLTP ANGLE - o_ deg.

PIMA OPERATING POINT _ALUES : Iq2- o.5.____3; REC- _ ; TURB- _ ; 9IST-

|

FAN FACE MACHNUNBER

646
RECOVERY, AVERAGETUIWULENCE, AND DZSTORTION VS. FAN FACE NACH NUMBER

CONFIGURATION _ ; READING NUPOERS _7,_0-37"13

FREESTREAH VELOCITY -12o knots ; ANGLE OF ATTACK - jj_o

IqiMA OPERATZNG POINT

I'_'| G

. ,:

. bJ

• 8

-,-.t--. .....

:- : --

i -?

...| ......

'1_. I Q,.

qD I

,g

)2!;?_ Z.:i

IN

Ik.

i.:!_i:ii iiil

.1 ....

.-.=

,ii L::

0.92', ....

0.88: _--

.._._ = _-

o.s_[ gL:=: ::::

_.--_;= 7.-i .... 2 i

Z£_- :_ -: :::-_

0.08: _: ........

....... ._': i:ii :i:!

....

iii:

O. 0_.: _. ........

o.oo. if2.._

-T-- t: iO ,2_

O. 30[ -:. ..... --

I

......... ,.. ,-.- ;Z!Z.: Zi ZI

lrALUES :

...... :-,-2

S- i-'_ !:Z :!Z.

---

:F _Z

ii.: _:ii i_ _:F

!0 3:

"_ _-i iiii D.]

_! iiii ':ii!;_:-

ii] i:::::i;] W

.. :.i::i_i .:.:_

'!_ :!! :i!! i:

,i

deg. ;

1112-_ ; REC- _ ; TURB- _ ;

ii ......................

I: [ ,::

, --.,. _ _ :,_-= :::: ..--:

,,, ', :-: _ _.= -_._ ---" .:_. _.:. : :: ;- : ::::: Z:_

i! , ;i .... _ ..... •...... --: ..........

........ X'X'1 .................. !

I ...................

::!i ii-ii].i: :i{ ii! !.Z .i:: i:i ii:;. i -.:: {:: i: ;i ::}

/

,.,,.-: ,,.,r ..........

I

....... -: !i!ii:F!::. i:: i! .::--:-:i:-: :i÷ !_: !_i_-:::--]!i!! "::::i

.......... -t .........................

x:l

i_]:_-]iii .._L_ i_ ::i::i:-i :.:):::!:] :/:iZ_ ::! _i: _:1

:::_........ :

iiwiii,: i_li!i:: _iiiii:: ii! i:_iiiil-.:i_i i_!::: :

ii! !iiii!i?i_-'.iiji4! ii!i4!_ii:ii !iiiiiiii :: :_::: : {

iig_ i;._g_i .:_!::::4i!_i::,s_!_ : :

i!i ii!::!:.-_ii?i!! ....Ix_::..... :: :::::i:_:::_ ii ii:: .....

::: ::::::::.i:_: ,:'Z ii:!i-:i! !!i LiLt i Z; !i]i il : : : I

........... 7: ......... :...... '

;!: ! i;'_:'!: ........ :::_:::: :: .i _ ..;

FAN FACE-IqAcH NUMBER iii!: :! :.i: ,

SIDESLIP ANGLE - °_.,.deg.

IIST-

................... [ -

................ , I

!__:i:Z: . 21 2":- :] E]ii!

_-?t5i! i::: --!

............. I

.................. 1

;i:-:: ::-q

1

r

I

• . i I

: | t.. ,

• " i f .i i

q

m

I

i

• i _,

I

i

I

I

I

q

.... 1

t I

647
ORIGINAL PAGE IS

OF POOR QUALITY

IBOMTI_ Jim M'TltAE tl)BUL[llC[ fS. MIE.[ OF ATTACK

Plm F-IIM IIW¢II A][ItFLOV, FM FACt:IMCH IIUll(It - O.S3

PIII[STItFJUl 1_L0¢!1_1' • _ bitS; SIKSLIP reEL( - _ de|.

Sharp Lip Inlet J

0.84

0 1'9 4O 60 8O 100 IZO

0.06

0.04

li'"

O.O0

O M 4o

OF"ATTA_ - Ilolnas

"--l-"| ........ I .....

_E.-_-- _._-._-_i_.._. Xt .......

............... "!!i :_i

100 120

648 _-_
ORIGINAL PAGE IS

OF POOR QUALITY

at MTItA6E ?I_DOLENCEVS. ANGLEOF ATTACK

P-ltlO mTCII AIRFLOM, FAN FACEPlACHIIUPOER- 0.53

IqtEIE3TIW, NI tN:I.OCITT ,, _o knots; SIDESLIP ANGLE• _ deg.

CONFIGIJIIIATIOIi:_ /_a.; 8($_IFTIOM _¢Cc_/_efa,';,7,,.; _c_',_.te._ 3,',,/epl,,/es;

Sharp Lip Inlet

V

[laJ

O.N

0.84

0.75 0 21) 40 60 00 100 120

0.04

O_

0 L_) 40 tiO 80 100 120

AIHLE_A_- hSro_

649
k

DISTORTION VS. ANGLE OF ATTACK

P&WA F-IO0 HATCH AIRFLOW, ENGINE FACE MACH NUMBER- 0.53

FREESTREAMVELOCITY -JJ__ knots; SIDESLIP ANGLE -__o degrees

CONFIGURATION: NUMBER_ ; DESCRIPTION qo°z'_~-_-._C/.._;_e_Kot, t._, " R_/_d _. P

i ')

Sharp Lip Inlet

0.30

_Nzl . 02(

l_

_ o.lc

0.00

ANGLE OF ATTACK - Degrees

650
6RIGINAL PACE IS

OF POOR QUALITY

_¥ _ _ TI_IULLPNCEVS. ANGLEOF ATTACK

II-_ll mTCII AIRIPLOM,FAN FACE_H IIUNBER- 0.53

Iqt[ESTltEMI IR1.0CITT • _ Imets; SIDESLIP ANGLE• _ de|.

COIIFI6UIMTIOII: millER _L_+; IDLrSCIIIIrTIoII_0" _q,_ _.-_a-*;_ " I_fm_+ed

J

Sharp Ltp Inlet

V

[

ka

Ig

0.N

0.84

+__

_=-

---.

.__+

:-+.-+-.--

;x + _

I

I

i

_2_2

-2__

+-4--

.1

.... -'::-

+++_---

" I

--4---

2_

..._,,::Imp )^ -l.+,'s;,,

F

I

120

:+++-.+-_+-'-5.-_ --_::i +_

:.-gi++++_-+++-+++i+ ++

.... +_+--+_i;_.++-t+ +_++++

.......... . /

._:+.+u++j+----+ ,::

.-.:-.+.+_=-g-++-+-_ ......

....+"+ I_+++++ + I I '+ I ....... '+

:=__:+_+_++p++++:,

i_- +::_::::+++-+:+"+ ?:+ t

iiii_!i_iii_:-Iiiiiii=_:

+i++++i +

8O 100

0._

II I0 410 I0

_INL[ OF ATTkCl[ - Oelp-m

651
RECOVERY,AVERAGETURBULENCE,AND DISTORTION VS. FREESTREAMVELOCITY

ANGLEOF ATTACK,,._Q_ DEGREES

SI DESLIP ANGLE- _ DEGREES

P&WAF-IO0 HATCHAIRFLOW

CONFIGURATION:NUNBER.L._; DESCRIPTION

v

652

4O 80

FREESTREAMVELOCITY - KNOTS

120

v
RECOVERY,AVERAGETURBULENCE,AND DISTORTZONVS. FREESTREAMVELOCITY

ANGLE01e ATTACK-_o DEGREES

S]DESL]IP ANGLE'._DEGREES

P&MAF-tO0 MATCHATRFLOM

CONFIGURATION:NUMBER.L_; DESCRIPTION _o* Cc.c_+

0 m,O 80 120

FREESTREAMVELOCIT¥ - IOIOT$ 653
IIECOVERY, AVERAGE TURBULENCE, MD DISTORTION VS. FkJI FACE RACH NUMBER

CONFZEIJRATION _qb ; Rrr.ADZN; IIUIeERS

FIIEESTREAN VELOCITY -o knots ; NIGI.E OF ATTACK - Zo deg. ; SIDESLIP ANGLE - __o deg.

P&MA OPERATING POINT YALUES : R2- _ ; REC- _ ; TURB- _ ; 01$TFAN FACE NACH NUNBER

654
EECOVER¥. AVERAGE TIJUULEMCE° AND DISTORTION VS. FAN FACE MACH NUMBER

CO_FI6URATION _ ; READING NUMBERS

FREESTREAN YELOCII"Y., .._._ kemL$ ; ANGLE OF ATTACK = _ deg. ; SIDESLIP ANGLE - o_ deg.

I_MA OPERATING POINT TAt,lIES : 1_= _ ; REC= _ ; TURB- _ ; DISTIL,

4-::--

: 7;=

i:: iii!

"_ 5-i?_

iL-i '2]

-- -- : "=:

r .......

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71ZI

.... i ....

i i!!!:i!

'.:..'-.-: _'5_

-i].-2_

_,,...t+.+,+,_

.,.+

- .= ==__4,_

::-T:.'2. -- 7"_. '_

- ---:-:-:C-=!

:::: ::: -:+:::+¥_=:

0 3_

_!iiii!::ii:i'iii_

]ii ii. !:iT :iiii'i:i

........... I ....

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::::i_i :::.:: _.:::

• z; ....... :

:: ::..... !ii!t!!il

ii7 i_iili!!i

5-:i!i i!- -:_il

.-Z" T....

i!i !Z! ::::+::::r::

........ I ....

ill I/Z!IZ7

........ T....

i:i '.iii !E-_.-q_!iii

r " : : : : :: : :: .......

...., ,Pro".. :':.: :i: : : :

r!i iii ...._:i_]:"f:

T" "i! _!i!i FAN

---=,_

- i=..:-:.-:-_ --:

= ---.-= _ _-

:A-:++

kii ::i: i! i i .+

:ii 7 !!:_ -:i

:;:: :::: :::- :::: :.:::

i+:: ;::: +.+ ::..;

iT:iii:5::i:r iiii

: +; : :::q

, _i_ io,

i/iii/ii "iiii

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(= :_=::

.'a .':" =.=g2

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+=: -Z

L-_-

i":: :_TI

_ill i:

i_.;i#.

'T: :i;:

ii:. i:-i

•_i! i:

Z:?!i

-_/:::::::_:::: ::=::::: +' ........_ .. :::d : t1t :i-

....... _ :i _ ]..

r--.::--.:--:._::_'.-:-:_:_ i_ :?_i?i:+] _ I

._+--m:_+--:-::.=_:+:: :+-.! ........ + .... --:-_ .

................... ::I:: I

::::;::::::+-::!:::: .... "_. . " : . . . _ _ i +l

:::=::=.::::: :::: --._... ; ; ,, !

l

-_ --..._ --.-4---_

..... _,_ ....... :+::: _::_-- t: i

:+::L-=: :q ': . "

!" i .=:f:-- :_ _--F]!!_ ii'_!ii/i :i!:l / i ::i _-=

_,o:

: .... :: + : + _ : [ -4---_.

............... t : ¢

i) " :

.... _ 2 ......

6:_--+o

. i:! : , i H----i'

::iii::!_::_!::Ji:_ i i

....... i i

i:!_::: .... :'::'-: .... i_! . ........ .---, + ._;.:_ i i [ i . i : 1

++++ +++ii+i+

FAcEMAiH I_UMB[R I; I i 1 : I ', ;_ t :, i

___ 655
IECOVER¥, AVERAGE TUNIULENCE, NID DISTORTION VS. FAN FACE MACH NUMBER

CONFIGURATION iq_ ; READING NUMBERS

FIIEESTREAN VELOCITY - q0 knmts ; ANGLE OF ATTACK = zo deg. ; SIDESLIP ANGLE = ._o deg.

PiiJA OPERATING POINT VALUES : M2- _ ; REC= _ ; TURB- _ ; DIST=

656

FAN FACE MACH NUMBER
EECOVERY, AVERAGETURBULENCE, AND DISTORTION VS. FAN FACE IqACHNUMBER

CONFIGURATION I@b ; READING NUNBERS._

FIiEESTREAM VELOCZTY -.._ kemts ; ANGLE OF ATTACK - _ de9. ; STDESLIP ANGLE -_._deg.

PlilIA OPERATZNGPOTNT TALUES : R2- _ ; REC- _ ; TURB- _ ; DTSTFAN FACE IqACHNUMBER

657
RECOVERY, AVERAGE TURBULENCE, AIHD DTSTORTION VS. FAN FACE IIACH NUMBER

CONFISURATION ._b ; READING NIJNBERS

FIREESTREANYELOCITX - __ knots ; ANGLE OF ATTACK - "7__odeg. ; SIDESLIP ANGLE - _ deg.

I_ddA OPERATING POINT YALUES : R2- _ ; REC- _ ; TURB- _ ; DIST-

!!!!]!!! __!:?_:::

:":.--+'L:-":-- +--- _+++'.: ......

............ +.o

..-._ ...... _ .... _...

.... + ............ ,+ .o

...... 2_T+-+:-_ -:

_.:+-k_--_#.-+_---++:_

.... J.... --I-- .... 4-.-.

i+q4: +i_t:-++i '

• +

...... + •

S+Uj.I} "'x+ +'+

....... t"

4:: :1:

}:=iI;; ::-, ....

•.-_...........!+!:i

?:_t +._: :: 4{ " !-

• q+- ; -

! :.

i

,,.1 i-.t : 4

• _ . . +

!- . _ _

_ •

'F:: !.... _7{I+ :

! -i :

: • ! !

I, _ i I

i

:i:t:::l_i_!i_ +:::i

658
v

rECOVERY. AVERAGETURBULENCE. AND DISTORTION VS. FAN FACE NACH NURSER

CONFIGURATION _ ; READING NUMBERS

FREESTREAN VELOCITY -H_ knots ; ANGLE OF ATTACK - cJo

I_MA OPERATING POHTT VALUES : M2- _ ; REC-

- !_.oo!

-r O. 88i

.... ':_':::

= _"--_ 0.08:

."" a. I _, '"_ ----I ....

.;.._ LT.=

. v ,'- O. 04

,

.......... -5t-.•1:! il ....."..-,--

........ ;_:: 0.30!

- _ o._oI

"--_ ..::_,::1

ilii i,_-:!

O.OC

::_:::

.iii i: [i::--::::F::

deg. ; SIDESLIP ANGLE • __ deg.

TURB- _ ; DIST=

i_i .-=:------'!=::--=-: ::=

d

.... :::: ::7. ""_ ......................

i_ _11ii_ :::]:-'i]:::.:i :!ii -!_

:==Lq!!! ::_#._"_g-_ii!

i_" =:==:::= ......

;:.U-=7 =-_.-' _-_.---_iiL _!:-_

;:= :.:=;

[_i ::]i]--!_ i::tji_:.-i:i: :

.: : .: : .t :':. :" :

.... -; .,._ ..... _::

o 6 - o.7

i_:i•i_• if: i

.... I ,

• : . -:: .:::J : :: "._:

• :11 .......... _ ......

:.. : I • :

:::: :" :: : : : ..... :.

...... T ....

!!i] ........... ,: : :: :::

.........:::" !![!i :::: .....

i;!ii'2 F:::::[:I ::: "

!!!: i]i:- ii:i ::'it ::[

::-_iii:.-i]_ :.ii_ii::i:i:i

ii::i_:ff" iii! _::!I I! I!:I ?:: :_

:![!iii: i t

i

!

I

io _,_ o 7',

iii _ , f'/!] .

659
IUECOVERY, AVERAGE TURBULENCE, MID DISTORTION VS. FAN FACE NACH NUMBER

CONFIGURATION iqb ; READING NUllERS ._

FREESTREAN VELOCITY = _ knots ; ANGLE OF A_'ACK ,, LL_ deg. ; SIDESLIP ANGLE ,, ..o_ deg.

OPERATING POINT YALUES : M2- _ ; REC= _ ; TURB= _ ; DIST-

• i

FAN FACE MACH NUMBER

660
IECOVERY, AVERAGE TURBULENCE, AND DISTOI_TION VS. FAN FACE I_ACH NUMBER

CONFIGURATION _ ; READING IIUMBERS

IqtEESTREAN VELOC/T_ -BO knots ; ANGLE OF ATTACK - _ deg. ; SIDESLIP ANGLE - _ deg.

661
RECOVERY, AVERAGE TURBULENCE, AMO OISTORTION VS. FAN FACE t_CH NU_ER

CONFIGURATION )q_ ; READING NIJ_ERS

FREESTREAMVELOCITY ,,, _ knots ; ANGLE OF ArrACK - 2_._odeg. ; SIDESLIP ANGLE ,, o_ deg.

PI_A OPERATING POINT ¥ALUES : M2- _ ; REC,, _ ; TURB- .,_ ; DIST-

".._r j

662

FAN FACE HACH NUMBER
RECOVERY, AVERAGE TUI_ULENCE° JIIlODISTORTIONVS.FARFACENACHNUMBER

CONFIGURATION Iqb ; REN_NG NUMBERS

FREESTREAMVELOCITY -_ knots ; ANGLE OF ATTACK - _fl_ deg. ; SIDESLIP ANGLE - .._ deg.

PIMA OPERATING POINT VALUES : M2- _ ; REC- _ ; TURB- _ ; DISTFAN FACE HACH NUMBER

663
IECOVERY, AVERAGE TURBULENCE, AND DI'STORTZON VS. FAN FACE NACH NUMBER

CONFZGURAT]ON I_b ; READING NUMBERS

FItEESTREAN VELOCITY " 8O knots ; ANGLE OF ATrACK ,, .7.9. deg. ; SIDESLIP ANGLE ,, _ deg.

PIIMA OPERATING POINT TALLIES : Pl2- _ ; REC- _ ; TURB- .o_c> ; DISTFAN FACE HACH NUMBER

:Fi]::ii

1

: ,

;-..! -_- .:::;. ::

!2-!: i"

::: :.: ] -

I ..

.,. ::, :

: .

: I

_0:

:_:-:_'-....!'_:I-::1"-::':'':4:::_:-:. , l I--_ I

!

j;::i1

i i I

_i_:!ii:i]:i:::.:l:::Ji

•-_-_ - T

I : ! I _ -

i

r .T:--::i::i : i: i, '

____'_ _:......

!, i t _ ..........

: _ : ! i i

I '

• : i I

:t,i! !_. ; i i ] _o._:_L_o.; : , i i-L..i

li::l::I i I I I i I _ _ : i

v

=_.m--

664
IECOVERY, AVERAGE TURBULENCE, AIIO DISTORTION VS. FAN FACE MACH NUMBER

CONFZGURATZON /qb ; READING NUNBERS

FEEESTREAM VELOCITY -B_ knots ; ANGLE OF ATTACK = 9o deg. ; SIDESLIP ANGLE = o__ deg,

PIMA OPERATING POTNT YALUES : FI2= o,5_ ; REC= -g_ ; TURB= _ ; OTST= -zJe

""-T:-'T --I

FAN FACE MACH NUMBER

665
RECOVERY, AVERAGETURBULENCE, UD DISTORTION VS. FAN FACE MACH NUMBER

CONFIGURATION lqb ; READING NUmERS

FREESTREAMVELOCITY -_ knots ; ANGLE OF ATTACK ° LL_ deg. ; SIDESLIP ANGLE - _ deg.

Plea OPERATING POINT VALUES : M2- o.53 ; REC- _ ; TURB- _ ; DISTI

-,,.,..,.J

666

FAN FACE MACH NUMBER
IIECOVERY, AVERAGETURBULENCE, HI) DISTORTION VS. FAN FACE IqACH NUMBER

CONFIGURATION lqb ; READING NUllERS

F'REESTREANVELOCITY -t2o knoLs ; MGLE OF ATTACK - _ deg. ; SIDESLIP ANGLE - o__ deg.

PldlA OPERATING POINT VALUES : R2- 0,53 ; REC- _ ; TURB- .o_ ; DISTFAN FACE MACHNUMBER

667
RECOVERY, AVERAGE TUI_ULENCE, MID DISTORTION VS. FAN FN:;E NACH NUMBER

CONFI_IJRATION _ ; IIEA_NG IIUllERS 38zq-3e3,.I

FItEESTItEAN VELOCITT -_2o kemts ; ANGLE OF ATTACK - 2o deg. ; SIDESLIP ANGLE - o deg.

PlI_A OPERATING R)INT VALUES : R2- _ ; REC- _ ; TURB- _ ; DISTFAN FACE IqACH NUMBER

668
IECOVERY, AVERAGE TURBULENCE, AIID DISTORTION VS. FAN FACE MACH NLI_ER

CONFIGURATION _ ; RE_NG NUNBERS

lelLEESTREAN VELOCITY = _ k_ts ; ANGLE OF ATTACK - .,_ deg. ; SIDESLIP ANGLE - o__ deg.

P&MA OPERATING POINT VALUES : R2= _ ; REC= ,._ TURB= ._ ; DIST=

: ........ 0.9E

>._ :).92

_'-": 3.68

_ :::_

r._-t .........

L- ..... r r :_--_::

-:i --

. -...... 4---

::"!"'"_ ..... _"

_ _n 0.08

! _ I_ .,t=.

_ :C : iit:iil

i=, ¢_ ,..

- 0,, (

_ _ 3.O4

_,J .... _.-

.

iloc--

.._ ......... ._....

• -" °_"-_'

...._...

..,,4-----,

:i:_::::

).10,

. *-.! ....

IF-"I ....

, _:: :F;_ =:q::_i

,-:IT ii ::;_i:!

;:.4. _:]]" 3.00

q'l .... ]!]; ]]!.: :--._'4":_ _ ••

........................... ,_-;1": _C: ......i ::::._- ,-=-_"-- -_.-___-_". _:=

-____ :---'___--i: 5_;.:,,_3.L._..

__-=_

-IL .... IZ_! ............. i:i.;.i T ....

2]:0 2i_ o si_o

" " ................ ]Till '

/!:_T ..!i!ii-:L!i :iii:ili :_: - ::i

!]T_TT T]]]ITIII:]T "! 7-'] :_+ "]-]

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...... L i i _i • i,i._ _L i _

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_!!=_ ::::]:::: ::: :::i:::-'t:::::::::

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i.-:!!-'-._,....iFi IT:!IF :::? !7

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+)++: + ++,) i++

_, _:J i----+_ i T_i

0.6 :--_0.7 ---q----÷ ---=

........i] .... i 1 i t

_i I _ t _ = t _ !

t i : t ! i ), i

:::_ii ) t i t :_I i ) '

I f 1 ) : I ! i

u: i

•::i:., i l ! i ; i 4-q-q

.... f:+: .... ( q ! 1 ) t i ! !

• _ ! , _ I _ '

,+ N_ +

• :.

::iit!!!!:: ! ! !

669
tECOVERY, AVERAGE TURBULEMCE, AID OISTORTION VS. FAll FA_E MACH NUMBER

CONFIGURATION lqb ; RF.akDINGNUmERS

FIEESTREAM VELOCITY = 17.o knots ; ANGLE OF ATTACK = 2o deg. ; SIOESLXP ANGLE = ._. deg.

P&MA OPERATING POINT VALUES : M2,, _ ; REC,, _ _ TURB= _o ; DIST=

---.--4 ..._ | ....

"_" E:; .... 0.ggl

,: v;. _

,'- al,,, I ........

!----f---

i

_" 0.92]

me

=':"+i , i

-'! ":[=::_: 0.881

--.,-i - -+ i + -_

=m: I: '......

..... ,. - -_-ZT=2

}!!!i +!:._i....

i + +_,_..o.

-i r .... t--

_-r"--- _ 0.08i

: ,e,,a, ",,,a ?i_!:- : il,-,

." a,, !0,. "+ t

,:-v I

._ N 6.00:

i.

.... '" l:: :L:;f::::+_

i"

•.:i-@=:. :--

----__Ca:_5

..... ,+....

_... 0.2_

! +

_o_::'_ O.lO:

...... +++..

.+v .... ! ....

.... t ....

.........

_< ::::!=::

........... ::. 0.00

;:;:,::::!.i t7::,i=:r=-

. _ _ -, -_ -= ..... ZLI.I

:<. _ .:+:_-.-----.... .=.= .... lilt==.-.=: ::= :::: :...

=: =i-::='-= "-+ ......... -- ..........

. :- .7._ __>-= :=: _ _].i :ill]i:

:--:-" _=: =:= -= _: ::- "J _ -_ [_-!i_ _ !]i _i{i!!__![ _::....i::: ...... ::: :: .---aU:= :=,--"<- ---

.... i{ ................

."-::": :-__ E'_!i:" -:=:.+iii i!iil] i_ii':.:.Ei iHi ii_: :" 5! "7 !:- i]]i ::/ ::7 iii .7. i ii" I T

. 7£i.: iq :.......... <i._.......... +....... ::: ..... - : . 1.5 " l., :

::{: :_< :{-it:._i{_i :-:_ ....... .-.: ::: f! ]:: : :: <_]:]]4ill ....

>.:<-:::: .... : :::: :. .:: :.- :7 ,

..::_.::: :::: =:: ::::{:--: .::: ...... , ......

{!1 ..... +

7 _i.............. '11 ................ -I::=::::.: .::: :: .. }

_'---TZ :::+::: ::q ::::_:::::: :::: :':: ::::

................... ,

:::.-:: :'-':':::: >i =::{'::::-.:: :::: :::_ i '. : ;

:=:::: :+ :::::::::::::::::::::::::: ::: :=::::: :_a .................. i

._!:!{!_"7."::::=:= .-_ !_'-=]ii _:__ ::} _:::::: i::::i I

:'=...........::..... 7" :!!! ri:-= ::ain:i2!i:::_ --::- _"r ..-............. ::::iii iii ::ill ::.-: Li 2i271:.: : t,:.

._LI ..."............ _ '

i!!i!!!'_: :i ',ii] i!7:'!i[ ""]:::ui_ .........i!] !!]7

ii!i!;'i ii ii!i

:'It', t:::

.:::I:::: ]i .... _....

ii::i]:J!i!:.

!..-.._i _.o z

i:_{;"[iii} i[.:i{:F::.::}::i ::. : . ':.:

.............. *4

i.'-!i if:-'--:N;::;! :::: ':: ,, :: :i

............ ; iii.21:! ....... 11:2.......... .iii. '" ;, " ' ....

:!'! ,: ::7!i_ "-7_!:1..... :::_ ::.{_ :::: :_ q .__. ;:::{ ;....... , ..., ............. ::::

::_F_!: _'| FAN FACE MACHNUMBER i;? Fi :::: i_! :!illi,_

 i!jli!il

:+::.!t+: !t:_-_ Lqi{-t

=:! : :-1_ : -| - * - -4- -- ,4 .... .

!

;::r:P .......... _-'_

......... --!.- , T":t

_-,:{.ill.... • '

LII.I. i - , ,

. ! J

.._ .... {!j

%!:i , , .::._

•i : : :::"F ::!

=I.... !:

.. . ,

+ | .... ,,

[. T I ' J

• !

i i

• i

:i, i I

! + : I

: : , 1

t _

+ li ::i } . I

•i

• j

I.; _.+ .

I

n i I I

_ .! i!

t i: _ 1

'+ + T

++, +

•:-:I: ! ! -,

.... + •

670
RECOVERY, AVERAGE TURBULENCE, AND D_STORTXON VS. FAN FACE NACH NUMBER

CONFI6URATION _ ; READING NUNBERS

FREESTREANVELOCITf - 12o kemts ; ANGLE OF ATTACK - qo deg. ; SIDESLIP ANGLE - o__ deg.

; TURB- _ ; DIST-

?2:-

_.

:':t

--:::

--o

:0,

2:2.*

:!!i

i:i

i::i

-0,

i:!i'

i#

;i.i

?i.:

:ii:

iJ!!.

:1

!0.

::J:

iiii ::F:-ii:::i:!_. ....,...

i_ !!:i :'/ h-!" .... "-

F:_ ?:_ :F--:_: / it<:i

:::: ::::fi)Ik. ::.

6: _.o, 7 l:!f

:.!" :::: :-:- .

: : .!

! : i

,:. _-

I

!i:.:!.::::i:i!: i::::l : I

.::/.i:ii:::.._= ....,..

....... :.::r:::-::i -]

i:.'i.. I .. ;

i<ii:•ii :_:!i!!i:u!l::i!i

::::k : "';:'-: I :'"

....... : : ":: ...... L]

555' I ..i q 5iI

::i "f::". .... ! -:

: "" 2

f .... : 't

:::: . ! ' i.:::

T ./r[ • :

: I i '

i : I

i t

' .i : • I : j

. ' 'i ": ---]

:i !::!<: :i -! ! ! ', il

::::1:: '. _ : :_ I

::: .:']: : _ - I

:t .... " i! .

:1 I : : : :

:! _ ,i , i-_

i _ ! . ! ,

: :'1 -"" :t: - ! , : -

: ' ". - :1: : ',

" I ;:' '' : ! I [

::: ::!:- : , : i I ,i

::: ::q 1 ' "

s! : ,7 ,i < : ::: :!

. !
• IIECOVERY, AVERAGE TURBULENCE, All) DISTORTION VS. FAN FACE MACHNUMBER

CONFIGURATION _ ; READING NUMBERS

FIlEESTREAN VELOCITY ,, Izo knots ; ANGLE OF ATTACK - It_._o deg. ; SIDESLIP ANGLE ,, __o de9.

PNIA OPERATING POINT YALUES : Iq2,, _ ; REC,, _ ; TURB- _ ; DIST,,

672

FAN FACE MACH NUMBER

I
ORIGINAL PAGE IS

OF POOR QUALITY

_

_T NI8 _ I'UItI_EIICE _. Aml.E OF M'rAcK

F-1M ImTCII A/IUq.OU, FAll FACEHITCHIIUnER - 0.$3

Iq_STII£_ qPtlLOCITT= _o liners; $|KSLIP NqGLE- _ (leg.

CONFIGLIRI_QII:_ ./._._.; IIE_W_III_rlwI_" 0 W A'a/,_,'o,._. SharpLip Inlet

V

l.N

0.80

0 20 40 SO 80 100 120

0.06

J ,o,

ul

0.00

I M 40 6O O0

_m.= oF Anm¢ -

L. - . ....

-Se

---= -_-F_:__ T_t---_-'N

100 120

673
ORIGINAL PAGE IS

OF POOR QUALITY

IIIROWIIIr AN A_IIAII£ 11/IUULEIICE VS. ANGLE OF ATTACI

Pill F-Ira IMTOI AIRFLOW, FAll FACE IMCH IIU_Elt • 0.5:)

FRE(SlltlUIIN VELOCITY = _ Imets; SIDESLIP ANGLE • ___ dleg.

CONFI6UIIIA1111I:_ .L__; ll(3CtlIPI"IOllqo° (_,W R_÷=+;onr Sharp Lip Inlet

V

O.N

0 _0 40 6O 80 100 120

0.00

0 _ 40 60 00 100 120

u ATTAC=-

674
DISTORTION VS. ANGLE OF ATTACK

P&MA F-IO0 HATCH AIRFLOW, ENGINE FACE HACH NUMBER- 0.53

IrREESTREAHVELOCITY = Bo knots; SIDESLIP ANGLE =___.o degrees

CONFIGURATION: NUHBER./__; DESCRIPTION qO ° _/oJc_i_ i_o÷o_/on;

Sharp Lip Inlet

0.2(]

+._._ i +., * I : ' + _ : ........... _....:....s,..:__; .:+...:. .L.-,+. :...._. __..._..._:....1 ....... " ......... !

... i, i i _ i _i i _ , _ . ,

0.30 I _ J :: i i i : ' ! _ i _ { , _ i _ ! I : i

+ +++.....+ j ++++

0,0: ' : ] + i :i f ::ii...... i ! _ ' i t : ! : i

. . ! . : ...... .... | : ;; :A...:: ;.! .... : ', ..;. : ' . _._..... : ;.-. : . : ....... '

i ! il i : i i i. i i i : i _ i i i ! ____

o.oo-_--7--_--,_ ": i-_i_ _-_ -i i + _ ' i _

......:_I _....... :............... ,...I.........,..::-.., ................. :....:.-_.-._"

0 20 40 60 80 1O0 120

ANGLE OF ATTACK - Degrees

675

+
ORIGINAL PAGE IS

OF POOR QUALITY

lilD_IOT i _ ?QBIA.ENCE VS. ANGLE OF ATTACK

PiP, le,,,IM Iml_ MRFLOM, FAN FACE IMA:H NUIOER .- 0.$3

fqtf_?MUft WLII¢IW - _ Imts; SlKSLIP kllG[ ,, _ dt9.

CONFIB_TIOII: _ .,,_; liLr$CRIPTIOll qh" O.W e_o+inq, Sharp Lip Inlet

v

o

V

i,a

E

O.N

0.84

0 _ 44) 54) iN) 100 120

0.00

0 M 4O

_L[W_-kSms

 liii!:!l

100 120

676
RECOVERY, AVERA6E TUmULENCE, AND DISTORTION VS. FREESTREAM VELOCITY

ANGLE OF ATTACK u_c2_DEGREF._

SIDESLIP ANGLE "_

P&WA F-IO0 N_TCH AIRFLOW

CONFIGURATION: IItJ_ER ._; DESCRIPTION

--_-_-_-_, _i .1.

_0 ° _- L_-._g. _.), _ L--

40 80 120

FREESTREAMVELOCITY- IOIOT3 677
rECOVERY, AVERAGE TURBULENCE, JillD DISTORTION VS. FAN FACE MACHNUMBER

CONFI6URATION 20 ; READING NUMBERS

FREESTREAN VELOCITY -__. knots ; ANGLE OF ATTACK - Zo deg. ; SIDESLIP ANGLE I_UIA OPERATING POINT VALUES : R2- _ ; REC-' _ TURB- _ ; DIST "_.!_ eg"

:--_i iii

: r *

i "

_;.-=

.... 2

'.:.4-i

"-._

::-2-:ft.

2:::- :!

.:x

. .o

?.i

!:.i!

:'._:.i:'.

r,

"0--

2_

,.=.:

!i!

::.i

iii]

:-:_]

_2.

:][]

i!::

:;2

2:

_'-

:2;22 :.._;

::':: :1::

i.4N:]]

O,6g

'Z! "7

X:/Y

;:?:J ::;

..H .

:::_,.:

.i YX

d ....

::F•ii=:

0.6;

.... !!-

i

.... i : : -.;,

.... ,:::::

:2: : :!

°:61i

678
ItlECOVERY, AVERAGE TURBULENCE, AND DISTORTION VS. FAH FACE MACH NUHBER

CONFIGURATION 2'o ; READING NUMBERS.._

FREESTREAMVELOCITY -,..qL_.. knots ; ANGLE OF ATI"ACK - .Q. deg. _ STDESLIP ANGLE PfdIA OPERATING POINT VALUES : M2- _ ; REC- _ ; TURB _ ; DTST- . eg.Od o_

,t._.:

• ',':'2 , _ O. 961

- w,_ _iL'2Xi

_.T O. 921 _-

em_

mi_ """ .-"-

_--:r-= -_--_ O, 08',

"-I ........ ...-.4-...

_.--4 ........

"" ' !"" -.--.I .... :::"

;-I_ I" "_-::: 0.08: ;:: :.:_ " "

I t

A I___ ::i::::t:::

_- "" =0.04:

.

- -_ 0.30[ _:

- ! • !!_i=:. _:

....o.o_

;T 4N

=._ o._o_

.. I! T!_:.I_iii _!¢ii_!:_ i_, "

O.OC'

o--_ --. ......

i'_ :2.--'-_ --2

-=.- '_-_

:; :L;.L

-__ i-- "-'-2::---'.".---:':"---:

--'Z_..-. ..... .:: _..

]0 2]_.0,3i

fi:-:.!] _i ii!i .:

:Li_"_i_ iLiiii:.i!F

://:i!:/,i _.ii''< i.::ililii

-":'iP: !!ii if:. ::!_i!ii] _:ii

.._! ...........

];_:i ::_; .... :;'_ _:::

i_ ..........

2 _i03;

_'J _:::" ;;:q ........

679
RECOVERY, AVERAGE TURBULENCE, JilO OISTORTION VS. FAN FACE NACH NUMBER

CONFIGURATION _o ; READING _ERS

FIIEESTREAN VELOCITY -_o knots ; ANGLE OF ATTACK - 20 deg. ; SIDESLIP ANGLE - o deg.

P&ItA OPERATING POINT YALUES : M2- 0.53 ; REC- _ ; TUR8- _ ; DZST-

- [7 = L:- = :--- _ _=:

_z

r

:: !:;

_'_ =g

:;d 2.2

.?

-- --1

-- !-

ii :_T

T_ :L:

E2

!:-: E:i

"T ....

::: -E

2= ..o

{T ;i_

., ...

i! i)

'" L11

_g

n.

7" :Z. i-:"

-:E :-.-TF-.:

i'._ i lk i:

E-: _. +:-

;:: :::: 5]

)

i'.-: :.:: :-_':

_--. =-.:

.:! ..=F:

:: _:: :

:-7 ii! :i:

:7 77_ :i

::: ::]-

}i! :

":E FF F"

_o._

::: ...] ::

:i.: '"4 -,

i_:i-J i-:.i

i} :::t::{i

:.i iTi

::: ...! :..

..... ! .

!ii ::! ii

:q

"

).kL

-i --:7 F:!

" :1

::z :::. I,

..'iF _.E] 7::

:,.::: :--:: :

]]1: i::L ::i

i_'.-] :7!: :F

:El =.i= !:i

:Ti ::IF 7:

+E FF--!k:'L

:-: _I

_0.7

"- :1 :

: : t

t

:i

:1

_0.7

I :

i11i'

..l • I

i j

i I I

.i

-i

q:

680 _
IECOVERY, AVERAGE TURBULENCE, AID DISTORTION VS. FAN FACE I_ACHNUP_ER

CONFIGURATION a_ ; RF._NG NUIqERS

FIEESTREAN VELOCITY -_ kvwts ; AIIGLE OF ATTACK ,, _ deD. ; SIDESLIP ANGLE - _ deg.

ImliMAOPERATING POINT VALUES : N2- _ ; REC- _ ; TURB- _ "; OIST-

_'"_ 1.00;

i:!--'.-,_,_!,ii!!!_:]

=_ ).961

8

_' .-4---

:-- .88

::1:::: :: 0.84

--,! 0.08

"" 0.04

.c N -:r, .-

i: :i: _!: __L-.

=;: ,:: I:::: O. 3(2

_--t.--

:: =:t-=

o._c

-._..-tr=

0.1_0

-:::-f:::

!t ! :::::i:i

: 0.0(

.o_

r:'.=

.7:..

-:: O,

;j_ ---

:::d

}-i i:::_

::i: ::"i

...;

::i _-

:2:1:?=

i<-

TI:: _:T

T.:-:=

-iL=

=2":

i:: :i:

i ....

:0

::: ::::

_J

681
RECOYERY, AVERAGE TURBULENCE, AIID DTSTORTXONVS. FAN FACE MACHNLIMBER

CONFXGURATXON_o ; READXNGNIJJUEERS

FItEESTREAJqYELOC][TT -Ho knots ; ANGLE OF ATTACK - 70 deg. ; SIDESLXP ANGLE - ._o deg.

P&ilA OPERATING POTNT YALUES : R2- _ ; REC- _ ; TURB- _ ; DTSTFAN FACE MACH NUMBER

682
RECOVERY, AVERAGE TURBULENCE, IIIID D_STORTION VS. FAIl FACE MACH NUmER

CONFIGURATION z_ ; READING NUllERS_ _Lt_'l-3L#lz

FIIEESTREANVELOCITY ,, 90 knots ; ANGLE OF ATTACK - _ deg. ; SIDESLIP ANGLE - __o deg.

ilL

]iii.;

,,,..-- 68 3
RECOVERY,AVERA6ETURBULENCE,JUiDO[STORTIONVS. FAll FACENACHNUMBER

CONFIGURATIONzo ; READZNGIIMERS

I_EESTREANVELOCITY = _o knots ; ANGLEOF ATTACK- _o deg. ; SIDESLIP ANGLE= o deg.

I_IMAOPERATINGPOINT VALUES: M2- 0.55 ; REC-..e37 TURB- .oz_ • DIST-

=-t=_

_J

8

_J

'i!

tN

: L

1

!.

!::.._iii!

_ii: tiiiil

Ii-

--" :-.Z ::I:']Y. 11::" "I"

._-.::

=.:: ,...:: :

:::=..-= :_:.!..:: :, _. !::__IZI

....... !_-I_

:iij - F. - ......

• : "::: -. • I ; .. :

..... : 1

i .:- : : : ; :

;:: -

...... :2 121i .... ii

1 iii!II 06; •

!i_i:i:q;i#. 11

• I

iii:i:ii:!i!, ::i : I :

.........!

I

:ii_ _- --:: :-.:

G o 7 2_

iii2: -

::: . :

_2 O7 =.:

: . ...-

;ii :i -:

:" ! !

• i"

i !i ]

0 ii_-

684
RECOVERY, AVERAGE TURBULENCE, JUID D[STORTXON VS. FAN FACE IqACHNuIqSER

CONFZ_RATZON _ ; READZNG NLIIqBERS 3_ lq-3_/Z_

FIEESTREAN VELOCXTY ,, __ knots ; ANGLE OF ATTACK ,, _ deg. ; SXDESLXP ANGLE - o deg.

PI_A OPERATXNGPOXNT YALUES : M2,, _ ; REC- _ ; TURB- _a.OJ.Ta_o;DXST- .o.._____

FAN FACE lUlACHNUMBER

685
RECOVERY, AVERAGE TURBULENCE, JUIO DrSTORTION VS. FAN FACE HACH NUMBER

CONFIGURATION 2o ; RF._ING NUMBERS

FREESTREA/t VELOCITY -_ knots ; ANGLE OF ATTACK -" 2o deg. ; SIDESLIP ANGLE - _ deg.

PIUIA OPERATING POINT VALUES : M2- _ ; REC- _ ; TURB- .0zo ; DISTT

FAN FACE HACH NUMBER

68 6
rECOVERY, AVERAGE TURBULENCE, MID DI_STORTION VS. FAN FACE IqACH NUMBER

CONFIGURATION 2o ; READING NUMBERS

FREESTREAMVELOCITY -_lo knots ; ANGLE OF ATTACK • _ deg. ; SIDESLTP ANGLE - o.. de9.

PlddA OPERATING POINT VALUES : M2- _ ; REC- _ ; TURB- .oT.s ; DTSTFAN FACE MACH NUMBER

687
RECOVERY, AVERAGE TURBULENCE, AND DrSTONTION VS. FAN FACE MACH NI.IMBER

CONFIGURATION _Q. ; P.F.,N_NG NLIIIERS _'137-3¥'/7

IfltEESTREAIq VELOCITY -BO knots ; ANGLE OF ATTACK o .7.9. deg. ; S;OESLXP ANGLE - _ deg.

PlddA OPERATZNG POINT VALUES : M2- o.5...._3.3 ; REC- .q3(. ; TURB- _ ; DISTJ

688

FAN FACE I_l,CH NUMBER
IIECOVERY, AVERAGE TUI_ULEIICE, Am DISTONTION VS. FAN FACE MACH NUMBER

CONFIGURATION 20 ; READ/lIE UUmERS

FItEESTREAM VELOCITY -._ knots ; MGLE OF ATTACK o qo deg. ; SIDESLIP ANGLE o o deg.

P&MA OPERATING POINT VALUES : N2- o.53 ; REC- _ ; TURB- _ ; DIST- _L(e_

! i i

FAN FACE IIIACHNUMBER

68 9
IIIECOVERY, AVERAGE TURBULENCE, JIIIO O[_STORTION VS. FAN FACE MACH NUMBER

CONFIEURATION zo ; READING NUNBERS

FitEESTREAN VELOCITY -80 knots ; ANGLE OF ATTACK - _o deg. ; SZDESL]P ANGLE - o deg.

PIIMA OPERATING POINT VALUES : M2= _ ; REC= _ ; TURB- _ ; DIST=

J

FAN FACE MACH NUNBER

690
IECOVERY, AVERAGE TURBULENCE, MiD DISTORTION VS. FAN FACE NACH NUMBER

CONFIGURATION zo ; READING NUMBERS _q_z-3%7

FIEESTREAJq VELOCITY -_zo knots ; ANGLE OF ATTACK,- o_ deg. ; SIDESLIP ANGLE PI_A OPERATING POINT VALUES : M2- o,53 ; REC- _ ; TURB _ ; DIST- -j_jeg.

o__.d

FAN FACE PACH NUMBER

691
IIECOVERY, AVERAGE TUMULENCE, IO DrSTORTION VS. FAN FACE NACH NLI_ER

CONFIGURATION _ ; READING UlJJlERS 3_ _,B°3_'/H

I_EESTREAN VELOCITY ,,/20 knots ; AN61.E OF ATTACK ,, 2o deg. ; SIDESLIP ANGLE - _. deg.

PWA OPERATING POINT YALUES : R2,, _ REC- _ ; TURBo _ ; DISTiii L-'::_ii 7:5ii 555-_5:::::::

_i!-_!!i!:::::i :::i?:i_.iiii_!

:L-] ......................

L.-'_............ I..........

-::=.... 7: _ i_iil::-_-:i--::::.-_

::_d!-_! :i: :!:.: _::i:::: ::._ _:-

. ±_...... .L,! ...........

.... :

.q ....... : .... . / :

...4 V . . I :

"'! :" ':" ":

ZZ[!"ZL ......

ii:':.':.lF'_i i_![ _i:

.... .,L-- '.. ......

:_.... .!7.:

::!:::.?_: :

"[ :_ Zi "i7:

: :: .7 7:

[7][ [ ......

"" 'i 1 _ ! I

!f.l!i::::: :: : :i:::: !

i

1 .... 1 ' '

.... , . 5 .

..l:i i

•:.1_ ... "'_ t . : I I ' +

:::I : : I I

i_;-.: :'7 .... ,'

I " I

• ,j-1 i I

l ' i

1

'1 l I

..... i I I

:::t ii':! 2: : .:,

692
IECOVERY, AVERAGETU_ULENCE, MD DI'STORTION VS. FAll FACE MACH NUMBER

CONFZGURAT]ON zo ; REJ_ZNG NUtmERS

IrREESTREANVELOCITY -_zo knots ; ANGLE OF ATrACK - _ deg. _ SIDESLIP ANGLE - _deg.

PIIJA OPERATZNG PO.INT VALUES : M2- o._3 ; REC- _ ; TURB ._2q .; DZST693
694

IIECOVERY, AVERAGE TURBULENCE. JMID D_STORTION VS. FAN FACE MACH NUMBER

CONFIGURATION zo ; READING NLM4BERS 3 '_8_/'_8c]

IqiEESTREAM VELOCITY -azo knots ; ANGLE OF ATTACK = 7o deg. ; SIDESLIP ANGLE ,, o deg.

PlMA OPERATING I_INT YALUES : M2,, o,53 ; REC= _ ; TURB= _ ; DIST-

_._-_:: ! _....

e.o-

.-+ ....

: :I: _+: -++':

.-i+ ........

• P,Jl

!- i ........

l-+

.0.

:.!]::!;:!i!

;2 .; .......

-.-++-+++:::: ==:=::= !_ _--_.-:.=:: =:

0 96: .......... ::- ..........

0.92: i.. +.:. •

: _

o.e_: -+2 .......

-_" i _ _ ----- ::::

..+._+.+ .... _ ;'-:+---' - +-.,-i ......

-_ +.++

0.8_: i5_ :i,-: :::_

_..+ ....

.. L... i++i- _--_ !_-:_

0.08+ i_ii ;iii .+

0.04: :_:i +_:-_ :_:_

:.urn+_:: ii! . _5++' i .

..._u.:..__ _"_:.:.:+_!!: _....... :+_!.:-+-__ _ !i-! _o.oo___

.--J .... !-:-_::- !i:i - ......

i ...................................

++:+:+-+-_-_+--- u.:++ui+__-_: +.:

_-::_.:."

+'++'+"_e'_:: :_:: :":++ :+:+:: ;:':_ :_:

+_=.'_i._iiiii::i:-!i!i! -!_i!!_

::::+-':: !_:+_! ...... :;iil.... :.::_i

_--_'_+....!':+i::i+i_+ ::::i+i+! +

'_'i''_ !!-i!_;;ii3!iii+i;++!_i÷:_.+:,,,,. iiff

..................... !!i

O.OC_ .....::: _::: _..._.+-_

--:-_ .:.-.':_-5 _+_::.-:+_- -'_----.-+.-+-_. .-_

_._ .":= "-= iVi ++'--":::: :::: _."i:::;..... r-

--;_--.'_.;_ "'_ Z+":::+"_L.-."-" :-'_ _-'/]_Y:

._......... -_==::"..... .............. ................. :::: :.--+-:_r .__ ___+.

"_ u:+ :::+++..-.:_+._ .-++?--..:_:::

__ ......... I

+*'= .... ..5:_. !. ++_

_ _+++!-::+-++++i+ !+!::::..... +;i_l:.+;

EU

! :_'+]_ "++'-.... _:'_i_-+_..... _i",

......... _:++'- "++" J:T_ ....

......... ++._

............. -I io, _ o,5[_ o,6__.

!i!_ifi! /: :..... _ i

i

:+.+_:!:: +!!:i+._ ; 'i

._.+ ........... "...... ::::: ..... :: ": ++++ _i

+_5_.!-+2"+:--. "++-+!5+++! '5:

..................... . ]

!0,_ ::_ _o,5: :-_ .o,6 _----

_j_i:, . ./_i i + "..i .... i +

E-_+.-+-:_!!_" +++:++ i.-._.-!i-.... _+i! ::+:+ :

::::]:::: :_ ii_ ::::_::+.:::_ i: I ::i ........ t

_':_:_-ilii !_i:!!!_i.::. _:: _iii: +IL ,I

_'-'i;.+122 127,111..... ii

:!!!ii_::i_ _ _?:iii+.i:++!ii_ ..,il;l_::!+i

:..._ !0,4i_.... .::: _..:+,:0 :.. 5:_ :::_. +0.6_ _

' ,, • ..... , ..... H,

FACE MACH NUMBER :::: ,

J
IIECOVERY, AVERAGE TURBULENCE, AIIO DISTORTION VS. FAN FACE RACH NUMBER

CONFIGURATION _ ; READING NUNBERS

FREESTREAMVELOCITY - Jz._okaots ; ANGLE OF ATTACK = cio deg. ; SIDESLIP ANGLE = o__ deg.

PIdlA OPERATING POINT VALUES : Iq2= o,53 ; REC= _ ; TURB= _ ; DIST=

FAN FACE MACH NUMBER

i

695
RECOVERY, AVERAGE TURBULENCE, AND DISTORTION VS. FAN FACE MACH

CONFIGURATION _ ; READ/NG NUMBERS

I_EESTREAJqVELOCITY -_zo knots ; ANGLE OF ATTACK - lJo deg. ;

Pli_A OPERATING POINT YALUES : M2- 0.53 ; REC- ._I_-; TURB-

__-

f_-.

i;:i

iii

i.i

L.;

-!

-...-:

i?

--i-=

;::t:=:

0.5;_

" ! "i ....

4 _ii....

I"

ii!'*::ii: : i

-iii:!i.i:ri

;;_;i]....

2) ..A

o;_j:::

12i_.i;i] ii!

4;

,, 4

5? i-!i_

-N s

" i

::---2t0

][2: . ;[

."!

i

:3

q..-

" i

t0,

i:!

2

• l

_.

:= :.------

=.LT, _.L; "'"

:-_.:

= ....

;;JJ ;.;:, ;;J

;:-7

IV o

=_ :i_

:J J5

22.

il

i ;:

1

.-],

:=i i

6_

1:1_:a

[

;!.

I

I

ii

-1

.!

:4:

NUMBER

696

v':
()RIGINAL P-/_G--EIS

OF POOR QUALITY

lilENi_Y _ AVEIIA_ I'UIII_EIICE VS. ANSI.EOF ATTACK

F-.IMIONIIT_ Mltlq.OV. irM FAC£ IM_ lACIER - 0.$3

flEIE3TtJ_ _I.OCI_ - _ liners; $10£SL]P MGLE - _ hg.

C_IFIIIJIMTIlIII: 2o ; KS_IIrTI08i qQ'C_W fl_4a_m_.:_,,._5;_1,- A_ T,,l_._"C,lo:,-a- p_rt)

!

Sharp Lfp Inlet

0.84

0 _0 40 IO 80

O.7t

0.00

O

J......

100 120

"--_ 697
ORIGINAL PAGE IS

OF POOR .QUALITY

JlU Alr_i4E T_IIULEII_ VS. All_.E OF AI'rACK

F*IO0 I_1"¢n AII_0U, _ _ NACNIIUI_R - 0.S3

IIIE[[STRf_ I_LOCITT - _ imots; SID[SLIP NIGL.[ - _ de|.

CONFIWIMTIOR: _ Z_; IMSCItlPTIOM qO'_ _-4÷;,_n" _.._S;_c/_ :F.nl_÷ CIo_.,t-Por_

Sharp Lip Inlet

V

0.84

0.80

0.7E

0 _PO 40 SO 80 100 1ZO

O.OI

0.o,

C._

mm.[_A_-hsrm

...... i]._"/'i .....

.---:i_,:i::!!!i_. i-_r_

'T_Z:T':I TTI:::::.':;:TI:_--?|

......... TL:L:Z_TI

-_11:1..................

-_.-.:::!-:::::: -.

__I-.._ ..........

100 120

698 -.._
DISTORTION VS. ANGLE OF ATTACK

P&WAF-IOO MATCH AIRFLOW, ENGINE FACE MACH NUMBER= 0.53

FAEESTREAMVELOCITY -_.__ knots; SIDESLIP ANGtE -o degrees

CONFIGURATION: NUMBER.._ ; DESCRIPTION _..0" GCW _o+a÷;_,_ /_,_,*,p _o_

Sharp Lip Inlet

a.

i

jM¢

_. 0.Z0

30 L_:Fd--'_ ...................... i....... :......... _............... .... i : ;*_....... :_............. i i:i:'I

O.

........ _,......... i-i .,:i)i_:i::d , _:4);-!_.)-+:! _ ..... ......

.... " I : ' : . , f ! ' 'I

0.1C

...-.L_:.::l.i:ii:l '.L..t.__:_:i.._ ...:: ! i:[ i . :.:.[ .- ....

....

i

!.- t i:1! :--t._':t:-:I _....). !:-:::l::t_i_; :..'. :- --::-- +, --:::-.t : :............

! ::..: : :' -: ....L :,-:

" : " t" : t : ; : I, ' • ' _ : : : ;

. • ..... L-- ....... ' ' ' "I'--1"-4"-".'-" :-"" :"....... : "--_ .......

:iii:':):::ld_:it::_h_:q":?_::l_i::i:!_:t : ) .:t _ i , i _ L"

0 20 40 60 80 1O0 120

0.00

ANGLE OF ATTACK - Degrees

"-_ 699
ORIGINAL PAGE IS

OF POOR QUALITY

IIEMI_Y _ AtI_tAGETIJRO_EIICEVS. /UlGLEOF ATTACK

PER le-lW mT_ AII_0V. FAll FACE_H mEe • 0.S3

Iqlt'1_lllfNl I_LOCITT - /20 liners; SIDESLIP MGLE - _ 4eg.

C0111rlIRIMTI011: BIIHOQ Z_.__; II($CIIllvrloII q_, e,_,w/_q-r_,_._ ,,_o, ._,_,. _qox_,_J_+_/=,,.,_J- Port;

Sharp Lip Inlet

0.84

0.80

O. 76

J

O IO W m m

AJUt.fWA_-eegrun

IO0 120

7OO
RECOVERY,AVERAGETURBULENCE,AND DrSTORTIOII VS. FREESTREAffV[LOCITY

ANGLE OF ATTACK- _o DEGREES

• S_DESLZP ANGLE- o.____DEGREES

P_IA F-IO0 MATCHAZRFLOM

CONFIGURATION:NI_BER ZO ; DESCRIPTION _0°_'_)_o_. _ A_ e_r_ ope_, Sharp I.t0 Inlet

701
IECOVERY, AVERAGE TURBULENCE, AID DISTORTION VS. FAll FACE NACH NUI_ER

CONFIGURATION _(_te-; READING NUIeERS

IelEESTllEAN VELOCITY ,, ..9_° kemts ; ANGLE OF ATTACK - ao deg. ; SIDESLIP ANGLE - o__ deg.

I_MA OPERATING POINT VALUES : N2- _ ; REC- _ ; TURB- _ ; DIST,,

F _1_-..:-

E_ i_

".-'L_

: H,I_

-::-:: ....._... :z:: :::1:::

:_:.-:_'- _!_!i_! ,

_ :'-_-----:i:.: ...... i:it.:il

:-+: :" -:I" ::

.....q

: ............. 2LLL _.J_ ..........."_= --ti.i_

Z::! .............

__o.':= ¢_-Zo ,]::

h J ::t" " : ! ',

-!:_ i: ! i

: ::I :::l :I ...... _""

" ! I ' ::::i':::

:-ii:::!l ::r: -::l:::

4: .I

.... I"'1 : ....... t.....

!£I:":lq-Z!I!::I

::::_:::_::::l::_;!:-I

_..._ ! !

:I..i t! i i i '

:ii :! :. ; i "

_______

: i I

I

1

: I " i : ! -4 ..... _:I__.--i

i ! I

:::';": i _ , i I :

-io;_ o; :

.... :lil i_

• _ _ _ l : ; _ r

.::,:.: •_ 4 ' ' ---_- ; 1 i _ ',

-" :I-! 1 t 1 ; _ , l

:::_.: .i ' i _ ,

!.q ' ;

":: .I t , I

• : , , [ .......

..... I 1 . , , _ : _.__L_f -:-4 ii. ,

_o, _ °_ _;:0-!_-_o._ +-t. ,--_.

..... :1:::1 FAN FACE _IACH NUMBER ":::_:_:: _ ,, _ i I , , I I

v

7 02

v  ̧
IIECOVERY, AVERAGE TURBULENCE, JMID DISTORTION VS. FAN FACE NACH NLII_ER

CONFI61JRATION _ ; READING NUImERS

FIEESTREAN VELOCITY . _/o knots ; MGLE OF ATTACK o o_

I_IMA OPERATING POINT YALUES : R2- 0,53 ; REC-

§

,,!!

H;= u,_

:-_: --:

!:;_io

:_._ .'-'-

.Z.::/:

":H :::

!" i ii_

:_7iF_-__:

F...==-',"

_:-=:

}!-!

r::q :::

....._; ::::1

i:iiii 

!F;

•.*4. 'i._o

_.":_ 2122 ;:2:

i_ N _-:÷::-s

::i :2i1 --2--i-:

i_i _f-i ii:_i::!

....... ill; U;

-2-.""- _ _-:..

i_ !igiii:--_g

:._ i::i ,. _:,-.

.-..=.. :..=.4 '::: :'::

z_gNio

-.1:; ;:41 _14::,.-,,....

_i :::'_'_-" !i .... i _

: i: '! i

,.":.=."E_-÷:_:

!"7 -Z .....

:= t-:.:2t i_ ::2

i_ ........ .;-:;=_-=:.:/::

:---" _i.: "'._-.=_': 5:_i

i:-'_ i_!::::ii !Z: :E_i

::::i:. :i::

3" _.-+!0ii::'ii:!: :': _"

":: 7"._:1:1 IIL :

T.: i!"]L:':_.EF. IF.!

:.'v"_:21":"'_- i""_

.... I ....

=_:.... :..:!ifi

i_ ....

°_. : T.':. 7Z _.,__.

:2.2 _...i .... -.'- .....

:L:'_ :::: T:L: L_:

-:=_2_'._.Fi -:ii !:xF = -i_!! iZ: :2i

::i±-_::! _? _-1:2!

_iii. :i: ! _-_ ::::::::

_o 5! _--.-

..... ! .........

.... x ...........

::i ..Z: Z : ::: : :

...... L ...............

1" ..i" : ..: i."

i:.: ::i:i:ili :_ii!-il ?:_

:. :: 11:.

._ili.:i:!: . ": ' ......" ....

!'!!] _!.:_t! i! :ii_ 7:" ::!i

_Z i;13111; .............

E_Eiu..:.!i ,-'i i_!? i!!!

if__._i::ii _gi::ii-iii:-::[::

............. ::::] ::::|:::: ii::!....... ;::: :;:;

::.:! "-_-_:-:: :::: :::: :':i

7":1 :;:U::: _;a_...

:i i!i ::::Z..:;: :': ::: :'::

,,.. =-,.::: ;i:::::•:::....

i_i_i:ii_Yii: iiii ::i:i::::

FAN FACE HACH NUMBER

deg. ; SIDESLIP ANGLE - o.9.. deg.

; TURB- _ ; DIST-

::-_.7--i::__ii- ........

..-.-_i ::,:-:::.-:: :;;: :: t. ! : :i t i i

................... :I:::: It !t !il ikZ::::::::::.:: . : ' : : ::

:t'-: :" : .... f'-':

:: ........ I.-:: - _ : _ "-':':: _ | i

-"L--: .............. 4 : t::::I

:=" =: ..... ::ii!.:: :t. ::

.o6:-_o7_ t !: : i' t

..... : ..... :! : ,: i

...... -

:::.:i ..... i. i it i t _ i I

. i t. .,i!, :li, :_ , i, t' ! i

':2. , i

.... : i :: _ t i i ....

I. '•i ' ! !

:::_::....: "'::'::1:::'_ i i -.+ ! !',

-i : * .I ' *

.o6: ' 7_-_-: '

_----+0 . : ".... t-- q_

!!ii iii!::ii!iltl i l

•:::::' ' ' ! 1 i _-_

._: , : , : " : _ ,

:::" '::; : ,_ _ _ :_ ! i

........ ,,_t- ' __J

........... : I " t ', ;-I--

iLl: :x :- q i [

:::: ::: -:- : 1 :1 t :

i0,6.:12_,o 7i!ii 'iit:i;i-:ii ,' ",

7 03
IECOVERYoAVERAGETUIIIULENCEo_ D_STORT|ONVS. FAN FACEIIACHNUMBER

CONFI6URATION_ ; RF.3M)ZNGNMEI_

PItEESTREAN"VELOCITY-_ knots ; MGLE OF ATTACK,, 2o deg. ; SIDESLIP ANGLE- o__deg.

INWAOPERATINGPOINT ¥_.UES : N2- _ ; RE_- _ TURB- _ ; DIST=

L, .

i,_ _ ._,

---.,:"-" i::

_.,....,,,.,-'...

_. '-= _.

...._:-:.._--

_--:':..

_ _:':__..-E::-.':-EL:-- -"_i]---- F:._]!:i _" --_

L v

;_..tili

_6..i.:i:

....•--...... .......... :0.2_ _-0 3i-:;::::"-:0 _ :-":o J_ ::::

!_._ ::-:_o,2_ _.o 3 _._.:_o _ _ o i-2--

•----, *- ..... | .................. :.........

.._i.._ o.3o_::.--::.-:=_:: :.i::::::::i:.ii::::_:-:._-_:3;i::!::-::]_: :-:-:_::!::i _:_ ...................._:.!!:" i:::..i ...i!?! ........

_,_ .............................................................

o:'2_ --:['---:-::= :::::::: ::::.....::::::--::::::::-::: :::::::::::::::

ii_ii:---:i!ii4_::!iiit i!i....................... :i::_i_i!:-__-w:_:. ::[]ii!!::_ i::i:i?i!!il::::

0.10_ _:.._=:.:._ i-!:::.!!i ii_:.i_:!s: -ii_ _ •:_.I;IE_: ',:;'_ .-'_,,.,,T..--.,_ _ ......................

!!:-_':.!_ _-]:.:'! i:iii!]i Jii i!!:,!':_:.-'_ ]ii i:':.2_ -::"'_ !!." iUi .ii

0.007 _::_::'_: ,iil:,.,:::__ :-!!:]itii_!i:::.,..,:.:_ i! ii_i:!.......i:i _ii ii::!::

_1_.......,__:: _:: ;0:5 ....

;_."I_.::: :'.:'" _ 0 .: .... ::'_ ; ::::

......... i._.'i_:_:t:.":.;;_!:!:'?_: !!_ FAN FACENACHNUHBER

= _:=::::i__t!:.:11:_!_!!

:7--""-'-

i":i i'_ "i!_ ..... " "::-

.... I"I "/ ;;i-

_-:': ::'.: :_ii ! i'!i : : : :_:

= ----il::i:.l:.!::]i:i-

!-::i ::: _ '-:!

o::-: 6i_. -40.7.:: -"-I

::::::::::::::::::::::::::

_----_--,::-::ii.3..7:2--,

--_!:_1::_iii[!!i!

.... i-! i.

i:i!1 ] !::

:J .... 1

.!:r:J .:_:.ri.

:lli:!

I' il'!-

_I :t_i_!'_ i l_i

"_ r I/- i_t i_ ' ':_

0 6i_-_----_0 7 I![ . i t i._. I

:-:--;_..... _ :::i:_ : :

:: :7,"

:i:l- !

• ..1:..7:. i .. , ,

.......".... _ _ , _. I :I T:

i!ifl:.' 'i , ,

_! :- ::t 1 ,

: ....I ::i • _::_ :l:::l b: :::" "::iJ _ -. ,'. ! ......

" i:_i i ;i:.t:Ii:i: !t Ji:;

I

l I

I

:! iJ

:.J :::i

J

v.

7 04
IIrCOVERYo AVERAGE TUIBULENCE, IMID DISTORTION VS. FAN FACE RACH NI.II_ER

CONFI6URATION _ ; READING NUNBERS

FtEESTREAN VELOCITY • _ knots ; ANGLE OF ATTACK " #5 deg. ; S]'DESLIP ANGLE = __._ deg.

INiUA OPERATING POINT YALUE$ : R2= _ ; REC= _ ; TURB= ,ozl ; DIST=

_-,_..:- .... _ -,--_ ..... i_-*......

:..... .p..

;:::': i:::!

;- _ 3.92 ;'_::.......................... ::_:: .....

..._--._--: _":": .F'--'i_:i, ..... :: .:::: .... _.... - .... :

............. -- [ I ' _:__:_i.......

"_.:.'!_.:r" _ ......... '............ ::i r: l: ::i:: I: :_ "'

........... J-I

........................ " ..... _ , : " " _ I

[. IL_

.':-.:L :: : :.

.-.I- .......

---. .....

".--ii i: i :.iL

,,;

.-::]- : :.:

t=

t-, :=- I

!'q 1

;am.

.:.;.._.;::::!

._:.t;::.1 :" ::

--.t .......... "" ..... ,

.... o ..................

:-:E:T............... ".....

....f;': !:i_O'" 2 ......... i_-._

..._.: .............

....... ":!:. _'_i i::: .:::

D.Og :;: .... Y:: "

.... .... :::. "-:y- ::

3.04 -.: ..............

_. :. i: :"Z :::: :::

) • OC; = "_.........

-*-4 ..................

3.30! :::::::: :"-:::.......

............... ;il...... :)._O#.[f_f[ :::::::::

._i:_ ....:-.::!_:-i:.-_:::::

............... I ....

:::i:_" ;::: :::: :::.'I::::

).I01 _:: ...... :: ::::i ....

•--t ............

3.0C 1-i::"'-': .... ::::;::::

:.._:: ;;:i  ̧ _-:::_-_ ;:.-_..

' i : : k

_ --.:.-:-_/.-'-_L:. i.:__"-_ i_!.-.-_-_-_-ir::. ;:-- :: : i • : : i ' : :] ;::

...... "I:X: ....................................................................

......................... ::::............ p! :,:,:!i,

: , "" .:: 1" ; :?:;: : : "1 :: " : ;

.......................... I ...... l

:::.......: ............. ........ ::::..... :: " : ........ _- l _ "

.......... .... i I • :: - : * ii...2:: .... :: ::: . I .... : i t ; i t

::2 :?i!ii::i: _ :-i i'i!_!! :i} i : i

......... :::] ................ :::] ......

..:: : ':7".'.--:::: :::::::::!!: : i:!::i'_:ii!ii :':

.................................. ........... :, ....... :t:: ! I ¢i:I

:: :::I:::::;;-: :.:; ::'::::::: .:'2 ':;2:::::; ;:::t:;: :-1 :.. : i . t ::1

.................................................. :t:] ................ ,..., ......... , ............. :......... : !" : " . i": ,, :'l

:::: :;::;:'::::1 :.:1.*: L:;:::::'," :::: ::::::::::::::::::::: :::: :.. i: : '! i- ':ii, '

._. ::.'L:: :: ;:':.: ;;1: :;;; ::2 .... ;:::"-':::: ::::[::;: ::" "" : i • ' " I I

.......'...........................:_;_......................... _,_i:!i .... _ : ' ' ',

........ :: ::;: !..'_ ":: ............ :;;: :;:. _ ," ............ '-,,_'_ _. ; ; _i!i!:ii ............. :;i_ii:i . ::. i ]i!:i!ii:! '....iii.. i!i , , ..'!

.... ........................

.... _ ie_...."2.:;_::; ..... :::;::::':::::::::: :::: :::: ........ .:i:_i[_:; ; .::_

:::: .::::'.::: :.:[ ::: .... . :::.::::: .::.:::-. :: :-::

.................. :: ;',:tl:::"_[_[ :':: "'1 :;;; ::;:

i!i.: r_',--.-qFAN FACE MACHNURBER ":...... ::;; ::;::::_::: ....

7O5
I_COVERY, AVERAGE TURBULENCE, AND BISTORTION VS. FAN FACE NACH

CONFIGURATION 2o_ ; REAi_NG NMERS 3527-35_.

FIIEESTREA,N VELOCITT -#o knots ; MGLE oF ATTACK ? 7o deg. ; SIDESLIP

OPERATING POINT VALUES : N2- o.53 ; REC- .q55 ; TURB- _ ;

°_

::i

ii.--i

; 5

FAN FACE IqACH NUNBER

i:

H,

:!I

-|,

NUI_ER

v

706
IIECOVERY, AVERAGE TURBULENCE, mO DISTORTION ¥S. FAN FACE NACH NUMBER

CONFIGURATION _ ; RF.ADING NUNBERS_3_3a-35_e

FREESTREANVELOCITY -z/o knots ; ANGLE OF ATTACK - _ deg. ; SIDESLIP ANGLE - _ deg.

P&MA OPERATING POINT YALUES : M2,, _ ; REC,, _ ; TURB- _ ; DIST-

..1--,,1 .t- y . ......

..... !T::.... 1.96; :'..

_ll 0 .'-,_-_ ---'_-

': :,2 _.921 :::

ae, ,I.

L_

-:"1=:=': ).8£ :

:-: .... ).8_L ::-:

• _ " I

:::,-::

'-°I

- e_ I .j.

----, ).0_ _::

_-,-_-_ .....iii

, :::Ill"'

,_ -= ).o_ ti::

222:

" _ :_ii: =:

i_-- L:_t::q

_? :::i ...

-_::_ i

:i

/,ii

iF-]

:!I

-x t

.--_--

-2-.£

:•1-

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;t []_.....

"--t .......

_[:] ii

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i-.:t :!F:.

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i_ ......

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.... : 0 .... Si.

.:: : :::i

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YU

°_.

:iiiiiii!iii! ! iii!!liiliii!!i!iiii: .....

i:ii_iiiiii;iti:i :i:iii iiii_:i::ii_i_

FAN FACE NACH NUNBER ::"

6i

707
IUECOVERY, AVERAGE TURBULENCE, _ BISTORTION VS. FAll FACE MACHNUMBER

CONFZGURATION_ ; READING NURBERS

FREESTREAJqYELOCITY - _o knots ; ANGLE OF ATrACK - I!O de9. ; STDESLTP ANGLE - o. de9.

PIMdAOPERATING Iff)[NT YALLIES : M2- _ ; REC- _ ; TURB- .D3Ji__ ; OIST- .o_

FAN FACE MACH NUMBER

708
RECOVERY. AVERAGE TUIIIJI.ENCEo _ DISTORTION VS. FAll FACE NACH

I'.ONFItlIRATION 2D_ ; READING NUIIERS _,_

FREESTREAIIVELOCITY -_ knots ; ANGLE OF ATTACK " _ deg. ; SIDESLIP

P&MA OPERATING POINT VALUES : lq2- _ ; REC,, _ ; TURB- .oil. ;

....... :.... _.96', _._

•_ INI C

: ilqll _ .....

_-I. IL

l,,- 0.921 "-

"..:

_. _--1"- +: :_-.

::= O.llk[ L"

m

i'"--r '_ 0.08: _]i

- !t! :,. .......

-'-" ''" 0.042 _:2

• _,1 ::-_-_: :ii_

:.-_ ......... _..-_.._ :_:

• ::::_:: 0.30!

=-.i..--=::=

_... 0.2_ }]

I ];:4--::!'::

_._ 0.10! !:-:.!

!:"l"_ :::: 0.00" _

_.........

.--_ _- .... _.-. __ _ _ -_ .........

i!ii ;,r: : :':' ll; < _.i ...........

..... ;:: r:! :,,! !!! -.....

: : ....... :'_ -'-" "- "G.....................................

:_=----.---=.L--_-" "-=_ 7=_._-.: 77]-.'. _ 77]7.'-7-7__ "P-7-:_7..

_.-_::-:.-: -- _...................

',o l! _io, 3! _o. __-=_:o, .... _;o, 6i_:o,

::--"= ='-:=:::: :_: ': _ 7.: .... .............. : ...... "........

:__ _ :.-.::_-.::-+7_ i!77:i!! :77!iliT!:il :!7 :5i7:T 77iiiT!i{Ti:7:: i .... :i:

:-_--_:--_-: _: _7{]7:'_ i7:! :.2 7-7[ {:_111i; "i{:. i_7: :77: "7:: i{7-{i17 :: ::7:1{i ::':

.... 2::. "- :-:'i: .................... ,::: .: 1::: . :::: :': :.: ... :

_:::: _:........ :!!]::::::: .... _ ::::.: ......

.... ::::_ _.*:: ._ ..........

:_E ...._::" !_;- F'.:-_P---_ :.._1 ::_:-!"_ :;::1-_l :i::.':::.::: :::l ;:i::_:" .................. _ _:.:-!E':ii_i

........ :.;_ ::.:.:: :::.: ::: :::._::::._, ::::.:::: :.-.: :::: :::::::." ..::

.___" __:.: _ ::: "_....... :::: ............ ::.-.:'.- ........-"'"; -_:7: .... ""'_........

:::_ ._ -:T-:_::÷_: _:; :,"7.'-::::-I::;: -._l :.'-': _ :::: ;::: .':::I:::: 7":

_:._ .---,.........:_ --

E"]'i!_ :::: :=i :.!_

:.= r-'_,_:fft_,_[t.,..i:-"__ ........... ,........

:_!_i_.-'.- il_ _":=:! .. ,.-, _:::.:_:. :::: :::: =+iili ..... :!i=

::_m: ::; i_;-;:;!::= FAN FACE NACH NUIIBER _: ;_ ....i:.: ::::

L:-]]:-::-

:::T-T

?'..-_.£_i

:?-IT::.:

--:4--:-.-

:-::.!::2

- :£-;:i

7t:=-.-

I" :i

I i :

i7"!: :i:i

::.:- -;:-

i.::

7111F

:]i!i :'!

::-I :-

.: ! ;::':

i i2i!i-:

+.._ ,

: .:l!!ii

::!iitii i

iiiii:i!

-1

NUIIBER

ANGLE - _ deg.

DIST-

,.... ,,:q t

.... _"" ....! ...I .:i I

•.-;, ..... -4 .-.- :,t..--1 --.

:_-!:P-:i................

::::|.::. :,_:::_ ._ ....

--_ ..... :;::::.1::4- ::I

::ii!:!:: i :t,::I4il

i

:::=:i::7! : ============

....':: :! :1 !::Pt

• .'_ l i.: I

---ti.... :1t "=

ii il i

: "; ! I :_ ,

;;l i I :t:r:! I

I ; I

.... [ 1

• ! t :- ! _

'ti: -: .... i _

ii" t i

:$1:L:il/i: ii!: I

..... ' ! I i

...L::q : ! '1

iili1 i :i 1

i .I:: f "

:::1:::1 ::I :

:::t: ::|:::i':::" ,._

709
710

IECOVERY, AVERAGE TURBGLBICE, AND IL[STORTION VS. FAN FN:E NACH

• CONFIGURATION 2o_ ; REJM1/NGIIMERS

FItEESTREAN VELOCITT -_ knots ; ANGLEOF ATTACK - z._o deg. ; SIDESLIP

Pli_A OPERATING POINT VALUES : M2= o.5_.._._3; REC= _ ; TURB= ._._J._

FAN FACE MACH

NUMBER
ilECOVERY, AVERAGE TURBULENCE, AIDOTSTORTIOII VS.FAllFACE NACH NUI_ER

CONFIGURATION 2_. ; RENMN_ NUllERS

FItEESTREAMVELOCIT7 -9o kemts ; ANGLE OF ATTACK - _/5 deg. ; SIDESLIP ANGLE - __o deg.

I_MA OPERATING POINT VALUES : R2, _ ; REC- _ ; TURB- _ gIST-

; '= '.:_[! :

:: .............. 0.9E

O.92 _-- "-

2:2?::2"::" 0.118 :':....

= iO

' .... iii 

;-e-'.---_ 0.08 ;:: ....

,---4--.--

-_ ,"" 0.04 _:: ....

Z;L_ ......

,o ..... _ _o_

:::.....i} ....... -2-"iN

;'.'_:-:_ 0.30 _'.':.---"

....... i_!i:!i

I= :::,_.,::,

........:-.:_

_.-.:_ =" 0.20 :-_"

- o _ !:.::.i:._! +!_; _!

,- (

. !".-.: _._E-_T:;

_ _.10: .......

iii_ .... .-.4:_i ii_ i._;.i

...... •..:_............ _. .......... ......

_--_='=!:- ":= _ =::: .... =

=. :_...... == ..... ......=_:.....:

=_ _ _o _ _o

":_::-i{_ -_-_i_.:-: !F ;:_ }L:i }!: T-: ::! i-i _ ._i iL:i }F!ti::L :£i ii"

................................................ :i;]__.; .......

:--" -.".-}!_=_!i:_- -i! "_:"!{:! !-_'- -_ ii_ ii: _-: _ii '_.ii iL_i'i:L " " :

............................................. T ....

............................ _i_ .............. :_L-L ii ....

-*-. .... i._- "._"........... _Z. "....... ./_ "...... .L:!:_ i

•.._-_ !::-: '.-::. _- .........

:::: ::::I t::_ _: :::_.::::

::= .=..=:2_} ":: _.: ":E :::;: :_{ }!_ ii_] ::::: _-_ i÷i .... r :7! "..--. IZ_ IZ_ ZZ ........

:.=:::: :::'__-:;N !!! if:: _! ifi_ iii i;i :!: r-!i i:.!:-!!;!!it!_i_!_ i_

=_ o, si_:O,r_i :: ::'-_0,5. O. _ a_ _ ::::--FAN FACE MACH NUI_ER"_;:_

........ -.....L --.

2 :]:::: !i:-I!!t:.

:.: .::"- ""]:-':

_i;:i :2:/i :_

-,_!:! L"!-:---t=?}

"--1"1::I "'.:! "

:-"q :=:: :':t::

;4............ r--i: .!.:

: :1 "r: .."

t I ,

. I I

:2 /i /_

. :-: . :"

:: :i :" -:

I .++

: i :i ::}!:::

t::; .....

::;- ::t i :;;:;

.... 1 .....

-.!iii: :-'I:::':

r_

I:-_

:-:.:I -

i 't ....

2_ T;:

--:-}:-:!

}}..I:i:

:-] E}_"

! }

*:.: ;

::i "it

!_i!:-t

4:]

i

" i I

{I

! i

; 1

• i .i

"::! :i

t..l

i :

ii

.:4 _1

711
RECOVERY, AVERAGE TURBULENCE, AND DISTORTION VS. FAN FACE MACH NUMBER

CONFIGURATION 2o_ ; READING NUMBERS

FII£ESTREAN VELOCITY ,, Bo knots ; ANGLE OF ATTACK - "70 deg. ; SIDESLIP ANGLE - _ deg.

PJ_A OPERATING POINT VALUES : M2- _ ; REC,, _ ; TURB- _ ; DISTI T r 1

!

J

: !

i

FAN FACE MACH NUMBER

712
RECOVERY, AVERAGE TURBULENCE, AND OISTORTION VS. FAN FACE NACH NUMBER

CONFIGURATION 20_ ; RE_DING NU#BERS.._

FREESTREAM VELOCITY . BO knots ; RNGLE OF ATTACK - qO deg. ; SIDESLIP ANGLE - ._o deg.

P&kIA OPERATING POINT VALUES : M2= _ ; REC= _ ; TURB= _ ; DIST713
• RECOVERY, AVERAGETUI_LILENCE, IMEDDISTORTION VS. FAN FACE IqACHNLII_ER

CONFIGURATION _ ; READING NUMBERS

FREESTREAMVELOCITY ,, _ knots ; NtELE OF ATTACK - I1_.._0deg. ; SIDESLIP ANGLE ,, .9-deg.

P&I,IA OPERATING POINT VALUES : M2,, _ ; REC,, _ ; TURB,, .033 ; DISTFAN FACE HACH NUMBER

71_
IECOVERY. AVERAGETURBULENCE, AID DISTORTION VS. FAll FACE MACH NUMBER

CONFIGURATION Z0_ ; REAOING NUNBERS

FIIEESTREANVELOCITY -fzo knots ; ANGLE OF ATrACK - o_ deg. ; SIDESLIP ANGLE - o deg.

PIWA OPERATING POINT VALUES : N2= _ ; REC- _ ; TLIRB- _ ; DIST-

+:_-_-.: T---Y-[ r

i I i: I i i _ I

i:-l: i t _ I ! I

:{ t i i i! _ i

_ _ _ _$-_4_

_ --:.+..ff--t.:=

.... ::'::'L":.:: _

iii i:! T".i: i_:]: .:i :i:

........ i

.... .:?: ,

...... 1:I ::

"?i- .o

.-:_.: ;'iiiti?Si]

T:::

".E:.p..P:

:-::: |.'::=

.... :_:_'! ....:::r

:--o: -..

t

• " t

_-- .... !_ _ :_ ::lff, _ i :!

: .:_J.

2272

:_.:::i :ii: _&t: !i i

i:_iit q ..... : ....... .4 ._

:o.e

i_i_ 'i i! :t .:

:_i: :'i:ii:

T::

:':: ::::l

;LL:: ::::t:':

::::| ::

_._., :::q::::;:::

.!J= t: :

-I '

_FAN FACE IqACH NUHBER !i

-i

ii._ili:

-lpi _

-4o

j!

i !!::

_4:{!

.qll

I

]

' 1 i ; : ] : t

! i.-=

_!,i _

----2

i i i i i :

:_:1__!--! 1 ! t _

' il:!i

715
ItECOVER¥, AVERAGE TURBULENCE° MI) DISTORTION VS. FAll FACE IqAcH NUMBER

CONFI6URATION 2_ ; READING NI_ERS

FREESTREAN VELOCITY = 12o knots ; ANGLE OF ATTACK = 2o deg. ; STDESLIP ANGLE = ._. deg.

Pl_A OPERATING POINT VALUES : M2= _ ; REC= _ ; TUR8= _ ; DIST= ._

..j

FAN FACE MACH NUMBER

716
ItlECOVERY, AVERAGETURBULENCE, AND OrSTORTION VS. FAN FACE IqACH NUMBER

CONFIGURATION _ ; READING NUllERS

FIEESTREAN VELOCZTY ,, /2_ knots ; ANGLE 04r ATTACK ,,, .._ deg. ; SIDESLIP ANGLE - _ deg.

PIMA OPERATING POINT VALUES : N2- _ ; REC- _ ;, TURB- _ ; DISTFAN FACE lqACH NUHBER

717
ECOVER¥, AVERAGEI'I_UI..EPICE, IUIO O][STO_RTIONVS. FAN FACE PIACH

CONFIGURATION _ ;-READING NUMBERS

FI_ESTREAN VELOCITY -12_.9. bets ; _INLE OF ATTACK - 7o deg. ; SIDESLIP

PllIA OPERATING POINT VALUES : Pig- o,53 ; REC- _ ; TUR8.,

._IL;;

._.. .......

...... "'"__£'-__i

:--%"_ ----.

''_ .... ::'2!:22

S')_o

... I ........

• -.4 °.

:. _i!?i!i

!÷.".:!::;

"i [ "

.--.L...

!!)!}!!!!

..... il

!:! :::: :_

FAN FACE NACH NIJMBER....

i_-_ii "!i:: iii::L!i ! ::

....... -:._ I./_L'.I 1...

........... |...

L':

: ::' ":': : " t

..... | ,

....... _ /".__._L-.!..

-_i _!i -_:.......:i.-'_'i'it/_;

_,-_ _ 0.7 I:_

-i:-!i

iii_ i-i;t=-i_

.. :...

g:._ _ 0.7 :r_::_

...... ! ......

i:':! i:- :

::T: t :: | :: :':

_::.! :_!-..

; | •

NI.II_ER

V

718
RECOVERY. AVERAGETURBULENCE. AND BISTONTION VS. FAN FACE HACH NUMOER

CONFIGURATION 2_ ; READING NUMBERS.._.(id_LT_i_lJ}_

FREESTREANVELOCITY - /zo knots ; ANGLE OF ATTACK - qo deg. ; SIDESLIP ANGLE - _ deg.

PlddA OPERATING POINT VALUES : N2- _ ;

• :! II !|_ :]

I:1 I_ _ _-_ _ "-"-_:::-_-_"'--. _: ;_

_.' U.yl_ i=" ::,_':"iiii ::_ _! "-_

j "- 0.04: _:-:_-i_-. ....... .... .....

;:_22

..,,-,4--.--

O. 30!

0.1C:

_o.oc

............ ,..... ....

.......... iiii...........

E:_i=_ ÷!--_;:= ii:-'i

.'._--_: _-_ _'_ "_ _ _::::....

".'_: ..... ::T. .... _

•.-.:;-,., :::: :'::

:":_ 0,2 __E___:-:'=" i 0,3

T:T _;,.':_.......

.:_:::: [::::

i:.i! "_EE:-._. .....

:?":_J2!J .....

FAN FAC

REC" .q.'7 ; TURB-

_ -.___:,E.- i_:_ -,_-_-.:': _::: :i:: I

,-:_ :::: :::: .,-'_ ::::. :::: _:::._::"::::::::

_.os! ::--.0 _ :_

:!ii!i-lii!i i_!i_iiii::' ::: i:

...... .... '....... =. ,.

........ ,_i£i_

_-::-_+ _-- I:_-::ill;

i:! ::!_ii:_![-! :ii: ::],

_iolg =.016i_

_-:-::! :;:f:::i _ _iiiiit_i::: iii:.

..-:......... ;.... ::.: :_: ........

i_:' ::.;_ i_i_ ki!! ;i]i ;!-]i_]: !i::

::::::::::i_ ]]i :...........

..................... :i;ii I

:-2.a.' ;: ::

............ p....... : .: ......

:::: :!:_'_....,,. : ::.:' •

.::,r':!: ":': ::: ::::l::': :i::il.- --*" : _ _[ .... 7:_

::;, '.;;;;r'" !:! .::: :l ....

_-o,_::_o_

MACHNUHBER _:::[;;!: iiii

719
IECOVERY, AVERAGE TURBULENCE, /iilO B][STORTION VS. FAN FACE MACH NUMBER

CONFZGURATZON 2_ ; READING NUMBERS 3_Jz-3_J_

FREESTREAN VELOCZTY o/2o knots ; ANGLE OF ATTACK o Jl_O de9. ; SIDESLIP ANGLE - ___ deg.

P,I,MA OPERATrNG POZNT VALUES : M2= o, 5._...3.3; REC- _ ; TURB= _ ; DIST=

720

FAN FACE IqACH NUMBER
ORIGINAL PAGE _,S

OF 'POOR QUALITY

V

O.t2

0 L_O 40 60 80 100 120

1hOE

0

721
ORIGINAL PAGE IS

OF POOR QUALITY

M1DHPBItAISAVEItAG[TLIIII_LrIIICEn. AN.EOFATTACE

Pit _tgO NRTCII _RFI.011, FAil _ _ NIGHER = $.S3

RILEESTREM ttl.0CITY • _£) ILIIeU; SIDESLIP AilGL.E • _ dog.

CONFIGUIMTIOII: _ 20=; aL_'RIPrTIm Sharp Lip Inlet, gO° Counter Clockwise Rotation,

Retract_ Sideplates, Left, Right,and Cowl Lip

Auxiliary Inlets Open - All Port Designs

O.!NS

0.84

0.80

0 N 40 M U 100

_iI :'=

, r .!, .

, • , )

, "_

--L,

---_-=-

I--

in

O. 75

722

0.06

Z

._,o.o4__ _-

w

0.02

,Y,.J

W_

I,--

0.00

0 ZO _ el III I_

AIIL! _ ATTA¢I -

11'0
DISTORTZON VS. ANGLE OF ATTACK

P&WAF-100 MATCH AIRFtOW, ENGINE FACE MACH NUMBER- 0.53

FREESTREAHVELOCITY o__ knots; SIDESLIP ANGLE -__._degrees

CONFIGURATION: NUHBER_; DESCRIPTION Sharp Lip Inlet, 90° Counter Clockwise Rotatfon,

Retracted Sfdeplates, Left, Right, and Cowl Lip

Auxiliary Inlets Open - All Port Destgns

V

_=

!

P_

0.30

0.2C

O.lO

0.00

! ! : ; ' : ! i : , : z ; 1 : :

......... ......... I---:-.......i ..=_...',-L.._......... : -.:.........--._.-. :. ' ......;........i.......;........

_. '

--_-.- i: _ .___ i :: .L:I:.I!: :_.II i._ ' ) : !

,--s .......!........ i

__i i! i ._:TI i:! ..i:.i.?ii:..:.:i:i: : i . : : i i i .

:_---:_-.-_--,', ,, .:,_... .:---:---",: . __.. ._-.T:::---: _ , .: .. _ _::: _ _::,

.........I t • :" ! " : "':" ::':'l' ": !_ : :! ..... : : " i ..... i- .....

• . .:....ff ....._--.:_:..,..-.j:_:-._. . ...... _

_L.I. _:"I.: I _ _i_: _:_ _i _ : J::_

0 20 40 60 80 1O0 120

ANGLE OF ATTACK - Degrees

723
ORIGINAL PAGE IS

OF POOR QUALITY

C_FI_TIN: _ _0o.; K_l_|l Sharp Lip Inlet, gO° Counter Clockwise Rotation,

Retracted Sideplates, Left, Right, and Cowl Lip

Auxiliary Inlets Open - All Port Designs

mr

2rob

O

4_

0.92

0.88

0.84

0.80

O. 76

0 29 4O 60 N 1N 129

0.06

c,, _, 0.04

I_ _ 0.02

Qg,.J

I.I.I _

h0.00

2O 44 U N

eF ATT_ -

IM Im

724
725

SharpLip Inlet, 90° Counter Clockwise Rotation,

Retracted Sideplates, Left, Right, and Cow] Lip

Auxiliary Inlets Open * All Port Designs
1. Report No. 2, Government Accession No. 3. Recipient's Catalog No. 1

NASA CR-174945 I

l

4. Title and Subtitle

Research on a Two-Dimensional Inlet for a

Supersonic V/STOL Propulsion System,

Appendix A

7. Authorts )

J. L. Mark, M. A. McGarry, and P. V. Reagan

9. Performing O_lnizetlon Name and Address

McDonnell Aircraft Company

McDonnell Douglas Corporation

P.O. Box 516

St. Louis,, MO 63166

12. Spcnsoring Agency Name and Address

National Aeronautics and Space Administration

Lewis Research Center

21000 Brookpark Road

5. Report Date

June 1984

6. Performing Organization Code

8. Performing Organization Report NO.

10. Work Unit No.

11, Contract or Grant No.

NAS3-22158

13. Type of Report and Period Covered

FINAL REPORT

Sept. 1979-June 1984

14. Sponsoring Agency Code

i leveland, OH 44135

15. Supplementary Notes

PROJECT MANAGERS :

Systems Division, NASA Lewis Research Center, Cleveland, Ohio 44135

R. R. Burley and A. L. Johns, Propulsion

16 Abstr"A"43 percent scale (based on the GE F404 engine or 35 percent scale based on

the P&W F-100 engine) two-dimenslonal inlet for supersonic V/STOL was designed,

fabricated, and tested at low speeds up to Ii0 ° angle-of-attack. The model is

extensively instrumented and is designed to parametrically investigate the effects

of droop llps, auxiliary inlets, and retracted sideplates on inlet performance.

An axisymmetric thick lip inlet section was also fabricated and used to isolate

llp loss from diffuser loss and to calibrate the auxiliary inlets.

The droop llp was the most effective flow improvement device tested. The cowl

lip and engine face instrumentation data indicated that the droop lip is capable of

controlling lip separation at all velocities and angles-of-attack tested.

The auxiliary inlets, though not as effective as the droop llp, also improved

the performance of the baseline two-dimenslonal inlet. They exhibited more sensitivity to angle-of-attack. Flowfleld data indicates that auxiliary inlet contraction ratio is a major factor in performance improvements. Inlet performance can be

further improved using doors and sideplates to direct auxiliary inlet airflow.

A data base for the design of high performance supersonic V/STOL inlet systems

has been generated as a result of the testing conducted in this program. In

addition, experimentally measured surface pressure distribution and velocity profiles are included to aid in the development and refinement of inlet design and

analysis procedures.

17, Key Words {Suggested by Authortsl) | 18.

2-D V/STOL Inlet Design, Auxiliar

Inlets, Droop Lips, Low Speed

Inlet Performance, Highly

Maneuverable Inlet Design

Distriloution Statement

19. Security Classif, (of this reDort)

unclassified

20 Security Classif. (of tNis page)

unclassified

21. No. of pages J22.

J

725

Price"

t-or sale Dy the National Technical Information Service. Springfield, Virginia 22161
Jr

i
" J