,

\
AI MPaper
NO. 73- 11 82
DECK HEATI NG EFFECTS DUE TO VTOL J ET
EXHAUST I MPI NGEMENT
by
0. T. CASTELLS and R. B. MI SHLER
General Electric Company
Ci nci nnati , Ohi o
r?
'E
w
Al AAl SAE gth
Pronulsion Conference
LAS VEGAS, NEVADA / NOVEMBER 57,1973
M'73 - 572
First publication rights reserved by American Institute of Aeronautics and Astronautics.
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Note: This paper available at AlAA New York office for six months;
thereafter, photoprint copies are available at photocopy prices from
AlAA Library, 750 3rd Avenue, New York, New York 10017
DECK HEATI NG EFFECTS DUE TO VTOL J ET EXHAUST l MPI NGFNENT
O.T. Cast el l s
R. B. Mi shl er
Gener al El ect r i c Company
Ai r cr af t Engi ne Cr oup
Ci nci nnat i , Ohi o 45215
L-'
Abst r act
Opt i mumsuper soni c VTOL ai r cr af t r equi r e hi gh
speci f i c t hr ust engi nes.
vel oci t y and t emper at ur e wi t h i ncr eased heat i ng
pot ent i al . The pr esent st udy i dent i f i es deck
t emper at ur e prof i l e(s) f or var i ous j et . exhaust
conf i gur at i ons on a deck.
oper at i onal modes on t he deck t emper at ur e ar e eval -
uat ed.
wi t h j et conf i gur at i on, ar e f ound to be t he pr i n-
ci pal var i abl es af f ect i ng deck peak t emperat ure.
Var i ous met hods of r educi ng peak deck t emper at ur e
wer e consi der ed. Saf e oper at i onal usage of aug-
ment ed t ur boj et s f or super soni c VTOL ai r cr af t ,
appear s t o be f easi bl e wi t h mi nor const r ai nt s.
Thi s r esul t s i n hi gh j et
The ef f ect s of var i ous
Run up t i me and cycl e condi t i ons, al ong
Nomencl at ur e
As = Nozzl e exi t ar ea
CN = Adj ust ed nozzl e coef f i ci ent used i n t he
cal cul at i on of J et vel oci t y decay
Cyp = Nozzl e vel oci t y coef f i ci ent of non- ci r cul ar
nozzl es
CvSTD= Vel oci t y coef f i ci ent of a ci r cul ar nozzl e
Dg = Equi val ent nozzl e exi t di amet er 3
Dh = Hydr aul i c di amet er
Dhe = J 4nAs/ nozzl e per i met er
g = Accel er at i on of gr avi t y (32. 2 f t l sec )
h = Heat t r ansf er coef f i ci ent
K - Ther mal conduct i vi t y
I , = I:harac t4vi :;t 5.r i cn~t h f or det emi ni ng
Mg = Nozzl e exi t Mach number ( f ul l y expanded)
NU = Nussel t Number =hL/ K
PR = Pr andt l Number
Re = Reynol ds Number
TR = Recover y ( adi abat i c wal l ) t emper at ur e
TTR =TTN= Nozz1. e exhaust t ot al t emper at ur e
T~w=
VI VB =V/ Vj et = r at i o of t he cent er l i ne vel oci t y
\v
2
Nj arid IKe
Maxi mmjeC t ot al t e. mperat ure (e) down-
st r eamof nozzl e exi t
downst r eamof t he exi t t o t he nozzl e exi t
vel oci t y
-
Vg ~. J el euj t vel oci t y, a?so Vj et , Wi,
;: :. 3i.:.'.mce dormscream of: nozal'. exi t.
I&& C ~ C ? ? - ~ O X l ~ Ler.d?Liom.
Tha USN has f ormul i i t*, d a cequi . rement f or a
super soni c deck 1; runche. l i nt er cept or to be oper -
-. , . at ed f r omt he newsea cont r ol shi ps. Tho al t er -
nat e mi ssi ons f or t he ai r cr af t i ncl ude t he var i ous
t ypi cal Navy r equi r ement s of subsonic sur f ace
sur vei l l ance, combat ai r pat r ol and var i ous ot her s.
To meet t hese r equi r ement s, sever al VTOL ai r cr af t
have been st udi ed i ncl udi ng t he f ol l owi ng t ypes.
o
0 Ti l t PodI Tai l Si t t er
o Advanced Har r i er
o Augment or Wi ng
Al l of t hese syst ems have si gni f i cant compr a-
mi se8 of t hei r mul t i - mi ssi on capabi l i t i es f or ced on
t hemby t he ver t i cal T. O. r equi r ement . The var i ous
Syst ems have a gr eat var i at i on i n t he heat i ng pr o-
bl ems whi ch t hey cause t o t he shi p' s deck. A sur -
vey paper of t hese pr opul si on syst ems, Ref er ence 1,
has shown a si gni f i cant advant age f or syst ems whi ch
ut i l i ze al l avai l abl e t hr ust on boar d at T. O. and
t he hi ghest possi bl e speci f i c t hr ust at T. O. , such
a8 i s gi ven by r eheat augment at i on. Syst ems wi t h
l owspeci f i c t hr ust at T. O. r equi r e a l ar ge por t i on
of t he Al C vol ume to be consumed f or T. O. pr opul -
si on, causi ng compr omi ses i n t he AI C St r uct ur es,
wi ng desi gn and usef ul avai l abl e vol ume f or non-
pr opul si ve pur poses. An added advant age f or t he
hi gh speci f i c t hr ust syst ems i s t hdmi ni mi zi ng of
t he l ar ge i nst al l at i on penal t i es whi ch ar e associ -
at ed wi t h VTOL ai rcraf t ' s hi gh t hr ust l oadi ngs.
I n t he past , t he magni t ude of t hese l osses has not
been r epor t ed si nce much of t he dr ag caused by t he
VML pr opul si on has been i ncl uded i n t he basi c ai r -
cr af t dr ag pol ar and not at t r i but ed di r ect l y t o t he
pr opul si ve devi ce. As t he engi ne speci f i c t hr ust
Is i ncr eased t hese f act or s ar e mi ni mi zed even t hough
t he i nt er nal engi ne cr ui se per f or mance decr eases.
Pr oper assessment of t he above f act or s t ends t owar d
r educed bypass r at i o, beyond t hat whi ch r esul t s f r om
an uni nst al l ed opt i mi zat i on t echni que. Al l of t hese
consi der at i ons and a 6ompl et e ai r cr af t syst emst udy
l ed t o t he desi gn of a composi t e ai r cr af t ut i l i zi ng
r eheat augment at i on i n t he t ake- of f mode whi ch i s
i l l ust r at ed i n Fi gur e 1.
Composi t e di r ect l i f t pl us l i f t l cr ui se
engi ne
Fi g. 1 V'lQL Ai r pl ane, 3 Vi ew
1
The compl et e descr i pt i on of t he advant ages and
per f or mance of t hi s ai r cr af t i s beyond t he scope
of t hi s paper. Her e, we wi l l r est r i ct our sel ves t o
exami ni ng t he magni t ude of t he pr obl emf or saf e
oper at i on of t hi s ai r cr af t wi t h i t s r esul t ant hi gh
exhaust vel oci t i es and t emper at ur e.
Conf i gur at i on Descr i pt i on
Two "l eaky" t ur boj et engi nes of bypass r at i o of
. 2 wer e ut i l i zed f or t he l i f t l cr ui se r equi r ement
wi t h one advanced di r ect l i f t engine l ocat ed i n t he
f usel age. The engi nes are l ocat ed as cl ose as can
be achi eved to t he ai r cr af t CG t o mi ni mi ze moment s
and al l ow i nf l i ght Vect or i ng f or maneuver abi l i t y.
Rr o separ at e i nst al l at i ons wer e anal yzed to det er -
mi ne t he ef f ect s of nozzl e desi gn on deck. heat i ng.
The f i r st ut i l i zed a convent i onal r ound nozzl e in-
st al l ed wi t h a t hr ee bear i ng t ai l pi pe. The second
nozzl e was a t wo- di mensi onal desi gn. Per t i nent
geomet r y and t he di f f er ence i n hei ght above deck of
t he nozzl es i s i l l ust r at ed i n Fi gur e 2. A l ow
car bon st eel deck of 314 i n. t hi ckness was assumed.
CI RCULAR
3- BEARI NG 2- DI MENSI ONAL
I
Fi g. 2 VTOL Nozzl e Conf i gur at i ons
Met hod of Sol ut i on
The wet hod of anal ysi s consi st ed of a semi -
empi r i cal t echni que f or det er mi ni ng t he heat t r ans-
f er coef f i ci ent s and r ecover y t emper at ur es whi ch
wer e used as i nput t o an anal yt i cal t r ansi ent heat
t r ansf er comput er program. Onl y a gener al descr i p-
t i on of t he t echni ques empl oyed i s pr ovi ded, i n t he
i nt er est of br evi t y.
A t r ansi ent heat t r ansf er comput er pr ogr amwas
empl oyed (HETRANS) whi ch gave an axi syromet ri c nodal
sol ut i on t o t he ener gy bal ance equat i on. A pr i mar y
si mpl i f i cat i on i n t he anal ysi s was consi der at i on
of onl y a si ngl e j et exhaust . The t emper at ur e pro-
f i l e bet ween nozzl es coul d not be pr edi ct ed wi t h
t hi s met hod, but as wi l l be di scussed l at er , t he
t emper at ur e decay away f r omt he j et cent er l i ne i s
so r api d t hat t he peak deck t emper at ur es ar e st i l l
val i d.
Ot her si mpl i f i cat i ons and assumpt i ons wer e nec-
essar y i n or der t o obt ai n a sol ut i on. Ef f ect s of
nozzl e shape on vel oci t y and t emper at ur e decay of
t he j et were i ncl uded, but not on pl ume shape.
Thus, t he char act er i st i cs of t he pl ume were based
on par amet er s non- di mensi onal i zed by an "equi va-
l ent " nozzl e di amet er , i . e. , a di amet er whi ch woul d
r esul t i n an equi val ent nozzl e area.
The nodal net wor k was set up as shown i n
Fi gur e 3.
r equi r ed for nor mal t akeof f s and l andi ngs, i t was
consi der ed necessar y fOK t he abor t ed t akeof f to
bat i c sur f ace exi st ed at t he out er per i pher y. The
boundar y condi t i on i mposed at t he l ower sur f ace of
t he l aunch deck was t hat of nat ur al convect i on wi t h
a f i l mcoef f i ci ent of 1 Bt u/ Ft 2 - HR - OF.
Al t hough t hi s l ar ge of a net wor k was not
ver i f y t he val i di t y of t he assumpt i on t hat an adi a- \i
, . . , . . , I .
.I' I' 2' 4, 7'111 15' 20' 25'
Fi g. 3 Axi symmet r i c Nodal Net wor k
Pr i mar y i nput r equi r ed f or t he HETRANS pr ogr am
L
i s t he heat t r ansf er coef f i ci ent and r ecover y t emp-
er at ur e at t he deck sur f ace as a f unct i on of t i me
and di st ance f r omt he j et cent er l i ne. Var i ous
met hods wer e eval uat ed and composed.
Sever al i nvest i gat or s have measur ed an'd cor r el -
at ed heat t r ansf er . Gener al l y, t he f or mof t he
cor r el at i on i s gi ven by:
NU =C . ReA P : f (R/ L) wher e, (1)
A, B, C, =Const ant s of empi r i cal cor r el at i on
F(R/ L) = Funct i on of di st ance f r omt he j et
cent er l i ne
Donal dson' s, et al , (Ref . 2) cor r el at i on and
dat a on heat t r ansf er coef f i ci ent s, h, f or j et s i m-
pi ngi ng on a f l at sur f ace was f ound bot h sat i sf ac-
t ory and f ai r l y si mpl e to appl y. Donal dson' s t est
dat a i s, summar i zed i n Fi gur e 4. A smal l t r end wi t h
Reynol ds number i s appar ent . A hi gh Re f ai r i n%of
t he dat a was empl oyed.
I n or der t o eval uat e t he heat t r ansf er coef f i c-
i ent , a met hod f or pr edi ct i ng t he j et vel oci t y and
t emper at ur e decay char act er i st i cs was necessar y.
An empi r i cal equat i on obt ai ned f r omRef er ence 3 was
sel ect ed t o pr edi ct t he j et vel oci t y decay.
wher e,
A1 = 4(1 +813 ( Da/ Dh -
'd
Fig. 4 Correl ati on of Heat Transfer Data
The above empi ri cal rel ati onshi ps were developed
from col d j et model tests, so that a correcti on f or
hot jets was necessary. This was accomplished by
adj usti ng the coef f i ci ent (Cn) i n the above equa-
ti on to nearl y dupl i cate hot j et resul ts.
speci f i cal l y, the curvel equatl on shown i n Fi gure 5
which was determined from test9 of a wide vari ety
of nozzl e shapes was used to def i ne Cn. The quan-
ti ty (1 - CvsTD) was adj usted unti l equati on (2)
nearl y dupl i cated the hot j et test results of
Reference 4.
More
Fig. 5 Correl ati on of Vel oci ty Coeffi ci ent Data
It was al so necessary to predi ct the temperature
decay of the j et wi th di stance from the nozzle exi t
pl ane.
avai l abl e f or anythi ng other than ci rcul ar nozzl es.
A correl ati on of temperature decay wi th vel oci ty
decay was made from the data of Reference 4 wfth
Sati sf actory resul ts (Fi gure 6). This Correl ati on
was checked agai nst data from independent murces
as
No anal yti cal means to do thi s was-readi l y
L<
shown i n Figure 7 wi th reasonabl e veri f i cati on.
Fi g. 6 Vel oci ty Decay Versus Temperature Decay
Correl ati on.
o CE nonu.
0 TESTS
CORREUTION
i J
. 2 . 3 . 4 .5 .6 . 7 .8 .9 1.0
TOTAL TFhlPERATURE DECAY- TT MAX To
TT n - To
Fig. 7 Substanti ati on of Temperature Decay
Correl ati on.
In thi s study, the transport properti es of ai r
were used to descri be those of the j et. Values of
y , C , K, and v were vari ed wi th static temperature
at tte j et impingement poi nt, consi stent wi th
Donaldson's data reducti on on heat transf er coef f i -
ci ent.
total temperature, which amounts to a sl i ghtl y
conservati ve approximation.
The recovery temperature was taken a6 the
The enti re procedure f or cal cul ati ng heat trans-
f er coef f i ci ent and recovery temperature was pro-
grammed on a time shari ng computer to speed the
cal cul ati ons. These parameters were i nput i nto the
transi ent heat transf er program al ong wi th the
nodal network descri pti on and Rppropri ate boundary
condi ti ors f or the cal cul .ati an of temperature as a
functi on of t i me and l ocati on. Teniperatures at the
center of the nodes were computed, so a sl i ght ex-
trapol ati on of the output was requi red to obtai n
surf ace and get centerl i ne temperatures.
Resul ts
Ai rcraf t Operati on
Various means of operati ng the ai rcraf t i n the
VTOL mode wer e eval uated. Operati onal experi ence
on the Harrier ai rcraf t has found that the "rol l i ng
&ti cal takeoff" i s the best overal l method. Thi s
avoi ds rei ngesti on, f orei gn obj ect damage, and al l
si pi f i cant surf ace heati ng.
short l ength. I f thi s techni que is not used and a
pure verti cal takeoff i s requi red, the heati ng
problems are worst.
to uti l i ze a hol d down devi ce i n order t o assure
f ul l bal ance thrust is avai , l nbl e prior to l i f t of f .
Thi s method was i nvesti gated and the eZf eL t of bol J
down t i me eval uated (Fi gure 8). I n thi s anal ysi ~s,
augmented thrust requi red f or .OR 8 ' s accel erati on
was appl i ed duri ng the hol d down peri od.
The r ol l has a very
The most Severe operati on i s
Fi g. 8 Effec.t of Hold 1Iom T;me on Peak Surface
Temperature.
A second method was studi ed i n which the engi ne
was accel erated wi th the nozzl e f i xed i n the V-mrxle
position. Peak te.npr-ratuv:s re:irherl wev e :il :gl*t.'Y
1cs5 thap rho Four s - ~ mt l ? hold rlowi cas?
. C p l e Condi ti ons -
The effect of enpine cjcl,. condi ti ons !Pol) w r l ~
i nvesti gated 1usini: thv two-dimensional i i ozzl e and
n four secmd hgl d dorm opcmt.i cn:~l . procedure.
three case:. used t u ohtai n the trcnd of Fi.guurc 9
The
correspond to maximumdry, parti al reheat and f ul l
reheat condi ti ons.
600
500
400
300
200
IO0
0 2-D NOZZLE
o TAKEOFF
I L.
I
I
I
0 IO00 ?COO 3000 4000
T - OF
T8
Fi g. 9 Effect of T T ~ on Peak Deck Temperature
I ncrease
- Takeoff Versus L a d i s
Takeoff i s by f ar the cri ti ca1,mode a operati on
\u
compared to l andi ng, si nce reheat is requi red f ar
accel erati on duri ng thi s hi gher gross weight con-
di ti on. The 2-D nozzl e wi th a'f our second hol d
down duri ng takeoff i ndi cated a peak deck tempera-
ture 280F hi gher then f ar a l andi ng wi th'a 10 f t l
s ec rate 01: si nk. The correspondi ng j et tempera-
r c%w vere ??!A';' end I'X!i'F, ':esm*rti.vrly.
TI,,? <!!feci t1 6~ IC) >:ate of ::lr.k :R!3) .I,rr.inp.
l.andL-,g was i nvrsvl g; tg.1 an,? f r i i r i i d m~; . r i nr i l r-l ~:>ci vc
fo poak tcmperat,rea? but the ti ne to peak tempera-
ture vari ed between 5.8 seconds f or RJ S - 15 f ps to
12.0 seconds f or RIS - 5 fps.
assumed to be 50 f eet above the deck at the start of
the verti cal landi.ng descent. Landing power was
hel d constant F or t wo seconds af ter 1:ouchdom. and
varied 1. i nearl ~ to prier 1Ff i n fi ve seccndn.
The ai rcraf t was
6
mxr
acr oss t he sur f ace, as wel l as t he expect ed cool i ng
char act er i st i cs of t he deck wi t h t i me.
Fi gur e 12 shows t he t emper at ur e ver sus t i me of
var i ous nodes dur i ng t akeof f wi t h t he 2- 0 nozzl e
and t he f our second hol d down ( r ef er to Fi gur e 3
t he l ar ge t emper at ur e gr adi ent t hr ough t he deck
k
2
3 lrn.
, near t he cent er l i ne at t he t i me when t he sur f ace
2 has r eached i t s peak t emper at ur e. Thi s gr adi ent
0 di sappear s qui ckl y, however . These char act er i st i cs
ar e, of cour se, a f unct i on pr i mar i l y of t he t her mal
conduct i vi t v of t he mat eri al . The mat er i al DroDer-
- 21111.
L
f or descr i pt i on of node l ocati on). Of i nt er est i s
Y
:
0 -
t i es assumed f or t he l owcar bon st eel ar e as
f ol l ows:
CHANOC
Pun18
T h e m1 Conduct i vi t y ( K) = 7. 5 x
BtuI Ft- Sec' F
3
Mat er i al Densi t y ( ) = 489 l bs/ Ft
Speci f i c Heat (C,) = . 10 Btu/ l 6' F
\
0 - i 10 ; z ia - - A 16 1s ?o n The t her mal gr adi ent s and cor r espondi ng expan-
si ons must be account ed f or i n t he deck desi gn.
TIMi-sECwos
Fi g. 10 Heat Tr ansf er and Recover y Temper at ur e
f or Node 1 Dur i ng Abor t ed Takeof f .
2-1) NOZZLE
7 A ABORTED TAKEOFF
.
NODf
1mV L - - U - . , I
0 4 8 12 16 20 24 IW I M 5W 7W
Tl Mt-SECONDS
Fi g. 11 Deck Temper at ur e Var i at i on Near Cent er -
l i ne Dur i ng Abor t ed Takeof f .
Nozzl e Conf i gur at i on
Under t akeof f condi t i ons wi t h a f our second hol d
down, t he ci r cul ar nozzl e pr oduced a peak deck
t emper at ur e 90'F hi gher t han t he aspect r at i o 2,
2- Di mensi onal nozzl e.
vel oci t y and t emper at ur e decay of t he ci r cul ar
nozzl e and i t s cl oser gr ound pr oxi mi t y bef or e l i f t -
of f (1. 73 f t ver sus 4 . 0 ft). I ncr easi ng t he 2-D
nozzl e aspect r at i o to 4 pr oduced a peak t emper a-
t ur e r educt i on of 40'F, due t o i ncr eased vel oci t y
and j et t emper at ur e decay. Dur i ng l andi ng, t he
ci r cul ar nozzl e r esul t ed i n a deck t emper at ur e 50-F
hi gher , r el at i ve t o t he 2- 0 (AR = 2) nozzl e.
Temper at ur e Pr of i l e Char act er i st i cs
Thi s was caused by r educed
To t hi s poi nt , di scussi on of t he r esul t s has
been l i mi t ed t o t he peak t emper at ur e r i se of t he
deck due t o j et i mpi ngement . Of i nt er est al so ar e
t emper at ur e gr adi ent s bot h t hr ough t he deck and
v.
NODE
5w -
2-0 NOZZLE A I
8 2
c 3
TAKEOFF
D 4
E 5
0 2 4 6 --- 8 1 0 1 2 + Irn 3 m rdo liw
TIME -SECON@S
NODL
..__
A 21
B 22
C
D ;i
E 25
TI ME-SfCONOS
Fi g. 1 2 Deck Temper at ur e Var i at i on Dur i ng Nor mal
Takeof f .
I t shoul d be not ed t hat r adi at i ve heat t r ansf er
f r omt he j et to t he sur f ace and sur f ace to t he at -
mospher e were i gnor ed, si nce t he ef f ect woul d have
been sl i ght and cancel i ng.
Not e al so f r omFi gur e 12 t hat t he deck does not
cool of f ver y f ast , and t hat near t he j et cent er -
l i ne l ocat i on t he deck sur f ace i s st i l l at a t emp-
er at ur e of 250F af t er 10 mi nut es. The cool i ng of f
pr ocess was based, on a f r ee convect i on heat t r ans-
f er coef f i ci ent of 3. 0 Btu/hr-ft' -' F est i mat ed to
exi st f or a 20 knot wi nd- over - deck. The "hot spot "
5
i s ver y l ocal i zed, however , si nce at a di st ance of
5. 5 f eet f r omt he cent er l i ne, t he deck i s onl y
150' F af t er s i x mi nut es.
acr oss t he deck' s sur f ace i s mor e vi vi dl y pi ct ur ed
i n Fi gur e 13, whi ch shows t hat si gni f i cant heat i ng
of t he deck i s conf i ned to a r adi us of i r om6 t o 8
f eet f r omt he nozzl e cent er l i ne.
The r adi al gr adi ent
0 4 8 I2 16 10 Zd 28
DI SI A NCI FROM J tl Ct NTt RLI Nt - TT.
Fi g. 13 Radi al Var i at i on of Sur f ace Temper at ur e
Durl ng Takeof f .
A br i ef i nvest i gat i on i nt o mat er i al pr oper t i es
r esul t ed i n no sur pr i ses. That i s, hi gh conduc-
t i vi t y r esul t ed i n l ower peak t emper at ur es and r e-
duced gr adi ent s, whi l e l owconduct i vi t y r esul t ed i n
t he opposi t e. Thus, i f an i nsul at or wer e used to
pr ot ect t he st eel , i t woul d have t o have a ver y
hi gh decomposi t i on t emper at ur e, si nce t emper at ur es
r eached woul d be much hi gher t han t he unpr ot ect ed
st eel .
Sumr y of Resul t s
An over al l compar i son of peak deck t emper at ur es
r eached f or al l t he cases i nvest i gat ed i n t hi s
st udy i s pr ovi ded i n Fi gur e 14. Appar ent f r omt he
f i gur e i s t hat j et t emper at ur e and oper at i onal pro-
cedur es (hol d down t i me, spool up) ar e t he pr i mar y
f act or s af f ect i ng deck heat i ng. Secondar y f act or s
are nozzl e desi gn and pr oxi mi t y to t he deck.
ConclusionslRecormnend=ti~n~
Deck heat i ng f or augment ed VTOL syst ems dur i ng
t akeof f cannot be i gnor ed. However , i n Si t uat i ons
wher e a sl i ght r ol l can be empl oyed, t he pr obl emi s
essent i al l y eliminated. I n cases wher e pur e vert-
i cal t akeof f is used, t he deck t emper at ur es r eached,
whi l e si gni f i cant , ar e ver y l ocal i zed and not suf -
f i ci ent to damage a pr oper l y desi gned l owcar bon
st eel deck.
nozzl e desi gns, l ocat i on and speci al Oper at i onal
pr ocedur es.
andi of t he f l i ght cr ewcan el i mi nat e any saf et y
hazar ds. For t hese r easons, t her e appear s no need
t o i ncl ude deck heat i ng as a compr omi si ng consi der -
at i on i n t he engi ne cycl e sel ect i on pr ocess f or
mi xed mi ssi on VTOL ai r cr af t .
Heat i ng can be mi ni mi zed t hr ough
Speci al i nst r uct i ons and modus oper -
6W
r- TAKEOFFS ----------LANDINGS -
Fi g. 14 summar y of Resul t s on Peak Temper at ur e
I ncr ease.
Mor e st udy and anal ysi s to ver i f y t he r esul t s
and concl usi ons of t hi s st udy ar e desi r abl e. Sev-
er al assumpci ons and si mpl i f i cat i ons wer e necessar y
t o per f or mt he anal ysi s r epor t ed, t he most si gni f i -
cant of whi ch was consi der at i on of onl y a si ngl e
nozzl e exhaust . Heat t r ansf er coef f i ci ent and r e-
cover y t emper at ur e dat a f or j et i mpi ngement at
hi gher Reynol ds number s are, needed.
Ref er ences
1. Kappus, P. G. , and Kohn, A. O. , Concept ual St udy
of Hi gh Per f or mance V/ STOL Fi ght er s, ASME Paper
73- GT- 66, Apr i l 1973.
2. Donal dson, C. D. , and Snedeker , R. S. , A St udy of
Fr ee J et I mpi ngement , J our nal of Fl ui d Mechan-
i cs - Vol . 45, Par t s 2 and 3, 30 January, 15
Febr uar y 1971.
-
3 . Uon Gl ahn, U. H. , Geoesbeck, D. E. , and Huf f , R.
R.G., Peak Axi al Vel oci t y Decay wi t h Si ngl e and
Mul t i - El ement Nozzl es, NASA TMS- 67979, J anuar y
1972.
4. Hi ggi ns, C. C. , Kel l y, D. P. , and Wai nwr i ght ,
T. W. , Exhaust J et Wake and Thr ust Char act er -
Downwash Suppr essi on, NASA CR- 373, J anuar y 1966.
i st i cs of Sever al Nozzl es Desi gned f or VTOL
'Ll
6