PHANTOM I+ 4 JANUARY 1985, | REPORT MDC A8977 VOLUME | 3. BACKGROUND FOR PROPOSED DESIGN 3.1 ENGINE MCATR has investigated possible engine replacements over the years for performance improvement of the F-4 weapon system. Three engines were evaluated as candidates for the F-4 Modernization Program: the Pratt & Whitney PW1120, the General Electric F404 and an improved version of the General Electric J79. ‘The F404 engine was given minimal consideration because of its lower thrust. ‘The PW1120 and the J79-GE-17H engines have airflow requirements which are approximately the same as the J79 engine currently in the F~4 while the air flow requirements of the F404 engine are less. The PW1120 and the F404 are low bypass ratio afterburning turbofan engines. The J79-GE-17H is a single rotor afterburning turbojet engine, with performance improvements obtained through changes to the engine control schedules and a pilot-selectable Combat Plus system. The basic PW1120 and F404 are both shorter and lighter than the 379. 3.1.1 PW1120 HIGH TECHNOLOGY ENGINE STUDY ~ MCAIR performed an integration study of the PWI120 engine in the F-4 aircraft in 1982, This identified the potential performance improvements and the potential problems. (a) Performance Improvement - The PW1120 engine provides potential for significant performance improvenent over the current J79 engine. At subsonic epeeds, thrust increases about 20% at Maximum and Military Power. Specific fuel consumption at cruise decreases about 7%. Supersonically, the Maximum Power thrust varies from a 12% increase at M, = 1-2 to no increase above M, = 1.7. A comparison of the maximum thrust of the PW1120 and J79-GE-17 Engines is shown in Figure 3-1. (b) Structural and System Changes - Figure 3-2 shows a physical compari- son of the PW1120 engine with the J/9-GE-17 engine, These differences would require the following major aircraft modifications, as shown in Figure 2. © Engine Mount Relocation ~ The PW1120 main engine thrust mounts would remain at the present location. This requires relocating the upper and lower tangential mounts, the upper front mount, and the front side mounts. The aircraft structure would have to be redesigned and strengthened at these Locations « © Inlet Duct Extension - The front face of PW1120 engine would be 22.2 inches short of mating the aircraft inlet bellmouth with the main mount at its pre.ent location this would require an inlet duct extension. o Engine Afterburner Plug Addition - With the shorter Pw1120 engine, the exhaust nozzle would be inside the aircraft structure. Therefore, the length would have to be increased 29,65 inches to position the nozzle exit plane at the J79 location. MCDONNELL AIRCRAFT COMPANY ston cried in ety “rae prlating masonesom 31: REPORT MDC A8977, x cs 4 JANUARY 1985 i VOLUME ( | For The Twenty-First Century ' 28 20 10,000 ft 16 = Net Thrust 42 4,000 tb = Pw 120 4 SEE maces {itn Combat Pus) 7 L ° 04 08 12 16 20 24 Mach Number cores Figure 3-1 Net Thrust Comparison J79-GE-17H @ Combat Plus PW 1120 @ Maximum Afterburner Standard Day Pwt20 _J79-47 Engine Face Diameter (ny) 905 3034 Length (in) 162 209 Engine Face to Main Mount (in) 849 107 Main Mount to Forward Mount (in) «58.7, 1043 Weight (by) 2848 3852 Maximum Diameter (in) 98.5 39.08 Airflow rs) 178 170 Centerof Gravity toMainMount (in) 28.6. a5 Figure 3.2 PW-1120/J79-17 Physical Comparison v2 eeeWy} REPORT MDG A897 | PHANTOM I+ 4 JANUARY 1985 ng) VOLUME | i For The Twenty-First Century 3.1.1 (Continued) © Bottom Aircraft Access Doors Modification - The PWI120 engine envelope interferes 4 to 5 inches with the lower structure forward of F.S. 419.41 and access doors 83/92. The doors, aft missile wells, and drop out Links would have to be modified. © New Starter and Accessory Drive - The PW1120 engine requires a starter and an accessory drive gearbox for the hydraulic pumps and alternator, since an accessory gearbox is uot provided as on the J79. The engine could be started by using a Jet Fuel Starter/General Gearbox driving through an Airframe Mounted Accessory Drive. The F-15 Jet Fuel Starter and Airframe Mounted Accessory Drive were studied for possible use. The Airframe Mounted Accessory Drive would be compatible with the aircraft structure, but the pad rotation direction and shaft splines are not compatible with the present hydraulic pumps and alternators. It will be easier to adapter 2 basic J79 engine transfer gearbox. o Bleed Air Requirements Evaluation - The PW1120 provides engine bleed air supply at considerably higher temperature and pressure than the J79, which would make it necessary to redesign the bleed air system and the Environmental Control System packages. It would be desirable to use the present aircraft duct system and Environmental -Control System packages with their design limita tions of 300 psig and 980°F temperature. The PW1120 maximum bleed air output from the 13th stage is 535 psia and 1240°F, and from the 7th stage it is 250 psia and 920°F. The 7th stage capacity is inadequate for Environmental Control System operation at static conditions and for maxinum endurance cruise at sea level. Therefore, to meet the aircraft needs, the PW1120 installation would require either the use of both 7th and 13th stage air with a shut-off valve and two pressure regulators per engine; or the 13th stage air only with a pre~cooler and two pressure regulators per engine. (A single pre-cooler per aircraft is an alternate). © Fuel Duct Interface and Fuel Requirenents - The present F-4 boost pump and engine feed capability should be adequate to provide the amount of fuel the PW1120 engines require at all conditions. The fuel feed ducts would interface with the PW1120 engine at locations requiring aircraft fuel feed ducts redesign. © Cockpit Instrumentation and Engine Controls ~ The cockpit instrumenta— tion will have to be modified to provide a Fan Turbine Inlet Temperature Indicator and nozzle area indicator and provide a Mach signal to the engine. Also, the throttle controls and linkage would need to be revised to meet PW1120 engine requirements. This would necessitate revising the rigging procedure. © New Electrical Interface - The interfaces for the PW1120 engine are different from the J79 engine, requiring a redesign of the wire bundles and interconnectors. 33 "Se tapping steersREPORT MDC A897 PHANTOM I+ 4 JANUARY 1985, VOLUME | For The Twenty-First Century 3.1-1 (Continued) © New Overboard Drain Locations - The present aircraft has fourteen drains fn the bottom of the aircraft to meet J79 engine requirements. ‘These drains would have to be changed to satisfy PW1120 requirements. (ec) Inlet Compatibility - The PW1120 engine airflow characteristics are similar to the J79. However, the F-4 inlet/engine airflow matching is accomplished by bypassing excess inlet air into the engine compartment and exhausting the bypassed air through the engine secondary ejector nozzle. A similar concept would be required for the PWl120 with an efficient bypass exit design to minimize momentum losses. The potential impact on the dynamic characteristics of the inlet control system would need to be evaluated. Redesign of the duct may be required. (4) Thermal Considerations - Three major thermal considerations have been evaluated when studying the installation of high technology engines in the F-s aircraft. These are: (1) Bleed air pressure and temperature compatibility with the compressor bleed air supply system design linits, (2) Impact of bleed air characteristics on Environmental Control System package performance, and (3) Structural temperature exposures due to changes in engine cooling air flow and exhaust plume shapes. Examination of the P1120 engine installation have revealed problems in all three areas. Bleed pressures and tenperatures which exceed the bleed air ducting design limits, requiring fabrication and qualification of new bleed ducting to meet engine requirenents, have been discussed in 3.1.1(b). Cabin and equipment Environmental Control System do not have the capa~ bility to reduce the higher bleed temperatures to acceptable Environmental Control System levels throughout the flight envelope without precooling provisions. Also the increased engine airflows requirements produce reduced compartment cooling unless inlet size and ramp control are modified. The larger exhaust plumes of the PW1120 engine adversely affect the aft structural temperatures, which are particularly susceptible due to the F-4's unique fuselage geometry and control surfaces. (e) Potential Effects on Airfrane Fatigue Life - The increased performance available with the PWI120 as shown in Figure 3-1 will, most probably, result ia a significant increase in the number of times the aircraft exceeds 4 particular norsal load factor level (N, exceedances). The primary parameters that affect aircraft fatigue life are! © Nz exceedances 0 Poiats-in-the-sky distribution (airspeed/altitude % distribution of Nyy o Aireraft gross weights © Mission mix (% air-to-air, % air-to-ground, % non-tactical missions) 3-4 rae sricputeg sneer.REPORT MDC A8977 PHANTOM I+ 4 JANUARY 1985 VOLUME | For The Twenty-First Century 3.141 (Continued) The most significant of these is N, exceedances. A preliminary study was nade in which we assumed positive N,'s would increase by 1/2g at each exceedance level. All of the other parameters vere assumed not to change from current (1977-1981) USAF F-4E(S) usage. The results showed a 50% reduction in remaining airfrane fatigue life due to a 1/2g increase in N, level. The potential to degrade the remaining airfrane fatigue life is a real problen that must be addressed if the PW1120 engine is installed in the P-by (£) Ground Support Equipment - New engine installation adapters would be required for the PW1120 engine to be used in conjunction with the standard 4000A Trailer. New adapters would be required for use with the engine test stands. Hush house engine nozzle matching may be different and require modifica~ tion. Other potential problems or risks identified in the study include aft fuselage and stabilator temperature-induced structural degradation due to the larger and hotter exhaust plume, inlet/engine incompatibility, and changes to the engine compartment and fuel cell floor cooling with the revised inlet bypass flow. (g) Cost Considerations - As discussed in Section 3.1.1, utilization of the PW1120 engine will require extensive aircraft redesign or modifications and new ground handling equipment and engine test stands. Remaining airframe fatigue life will also be degraded. These factors will result in extensive aircraft modification costs and new equipment costs, plus potential airframe fatigue life degradations that would increase depot maintenance per primary aircraft authorization (PAA). 3.1.2 J79-GE-17H ENGINE - Because of the major cost impact indicated by the i120 ‘engine study described in the previous section, MCAIR investigated improved versions of the J79 engine. The J79~GE-17H engine was selected since it offered better performance and maintainability/availability with no air craft structural modifications for installation. It is essentially a "polt-in" replacement. Qualification of the J79-GE-17H engine would be accom plished by similarity to the J79-GE-119 engine, which incorporates all of the control schedules proposed for the J79-GE-17H engine. The J79-GE-17H engine will include all of the expanded life and cost reductions offered by the reduced overhaul requirements presently available in the J79-CE-17G engines. These engines incorporate the Long Life, Low Suoke Combustion System utilized in most of the P-4's operated by FMS countries and the U.S. Navy and presently being retrofitted by the U.S. Air Force. The high energy ignition system is also incorporated to improve the air start capability and the ability to use other fuels. The “enhancement” modifications of the compressor allow increased overhaul intervals, which reduces life cycle costs. +5 eenq REPORT MDC A8977 | PHANTOM I+ 4 JANUARY 1985, Wy vf VOLUME t " ( [i For The Twenty-First Century 341.2, (Continued) Commonality with present J79 engines gives the J79-CE~17H engine an overwhelming advantage when one considers a world wide spares support system for engine components, ground support equipment, test stands and GFAE equipnent. MCAIR believes that the cost of replacing the present engine with "new technology" engines will be unacceptably high. The only possible exception might be a foreign operator who might have a new engine spares system already in place due to commonality of use in other aircraft. However, peculiar airframe components could still be a support problem. (a) Performance Improvement - The J79-GE-17H engine provides increased thrust at Maximum and Military Power through modifications to three control schedules. Increased compressor speed is scheduled at compressor inlet temperature, above 113°F, reaching 102% RPM at 150°F. Increased exhaust gas temperature, is scheduled at engine speeds above about 97.5%. Variable stators are scheduled 1° more open at the higher engine speeds when inlet temperature is 70°F or higher. In addition to the increased performance obtained from control schedule changes, a pilot-selectable combat thrust increase of 5% to 7% is available at maximum power with the Combat Plus system. Installation of the J79-GE-17H engines in the F-4E has no effect on aircraft mold lines; therefore the external drag characteristics are unchanged fron those of the baseline aircraft. Aircraft and conventional external fuel tank drag are documented in MDC Report A2447 Vol. 1 and MDC Report A8015. The thrust and fuel flow characteristics of the baseline J79-GE-176 engines are documented in GE Model Specification No. E-2029B. The thrust and fuel flow characteristics of the J79~GE-I7H engines were obtained from General Electric and will be documented in a future GE Model Specification. The characteristics of the J79-GE-17H engine are discussed in Paragraph 1.2. Estimated aircraft performance for both the baseline F-4E and the F-4E with J79-GE-17H engines is summarized in Paragraph 1.2, where it can be seen that the advanced features of the J79-GE-17H engines translate into improved aircraft performance. (b) Inlet Compatibility - The F-4 inlet/J79 engine compatibility has been proven over the past 25 years. The engine distortion tolerance specified for the J79-GE-119 engine in G.E. Spec. B-2259 is directly applicable to the J79-GE-17H engine and is identical to that specified in G.E. Spec E-2029B for the current J79-GE-17 engines. (c) Thermal Considerations ~ Thermal considerations studied for the PW1120 engine installation were evaluated for the J79-GE-17H configuration. Study conclusions ar: MCDONNELL AmcnarT company rain cece noi 36 “Sit prsipatiog scares,‘Wy REPORT MOC A8977 PHANTOM I+ 4 JANUARY 1985 i VOLUME I | i For The Twenty-First Century i 341.2 (Continued) (1) Though bleed air pressures and temperatures are elevated above current F-4 design levels during Combat Plus operation, they are within the current bleed air system limits. (2) Slightly elevated engine compartment and fuel cell temperatures may be expected, as discussed in Paragraph 1.3.7. No design changes are anticipated as a result of these small temperature increases. Temperatures measured during flight test will be evaluated in a Flight Test Data Report. (4) Potential Effect on Airframe Fatigue Life ~ The performance characteristics of the J/9-GE-I7H engine will be assessed during the flight test program and suffictent data collected to support follow-on analyses. MCAIR will perform a limited fatigue life study (outlined in Section 1.3.6) using flight test data to substantiate the revised N, exceedance data. Based on preliminary performance predictions for the J79-Gi-17H versus the engine currently in the F-sE, MCATR expects only a minimal increase in N, exceedances and therefore little effect on airfrane fatigue life. A comparison of the aaxinum thrust of the J79-GE-17H to the J79-GE-17G engine is shown in Figure 1-8. (e)_ Gost Considerations - A major consideration in selection of the J79-GE-17H engine was cost. Factors which give the J79~GE-17H engine a large advantage over the PW1120 ar Minor aircraft modifications, Minimal impact on airframe fatigue, Ground Support Equipment comonality, Minimal impact on depot maintenance 3.2 ENVIRONMENTAL CONTROL SYSTEM/BLEED AIR SYSTEM (Background for Proposed Design. 3.2.1 BLEED AIR LEAKAGE DETECTION SYSTEM - This modification will add a bleed air leak detection system as shown in Figure 3-3 using the Systron-Donner 801 DRH overheat detectors. The routing of these sensor elements differs from the Fenwal overheat detection system used on Navy aircraft only in the compartment under Fuel Cell #2. Tne elements will be doubled back over each of the two bleed air ducts, thereby increasing the capability of each element in this critical area. Seven sensing elements will be used. A new bleed air leak indicator/relay control panel will be added in the forward cockpit on the left hand side. It will contain four fault locating indicators sim{lar to those provided on the renwal control units used in Navy aircraft. Figure 3-4 shows the block diagram of the overheat detection system. The indicators will show the area where the overheat condition has occurred, i.e., tight forward fuselage, left forvard fuselage, center fuselage, and engine compartment (LH engine bay along the keel). MCOONNELL AIRCRAFT ComPaNY man contin nin oan 37 “Gnd gaicontngsbeonacon:| REPORT MDC A897 ! VOLUME | " PHANTOM I+ 4 JANUARY 1985 We | For The Twenty-First Century Engine Compartment FS 400.40 ‘Bleed Alr Leak’ Engine Bleed Air ShutOff Valve Existing Bleed Air Leak Detector on Door 83 Rerouted (UH Shown, RIF Opposite) ‘Air Leak Detection System Fuselage Bleed Air Leak Detector (Added Components) (UH Shown, RIH Opposite) Blood Air Overheat Lights * Circuit Breaker ‘+ Relay Control Panel bareaaaiell ‘+ Fault Indicator Panel Figure 3-3 Engine Bleed Air Overheat Detection and Shut-Off Valve System 38 “te paicontng nasonsto' REPORT MDC A8977 x PHANTOM I+ “4 JANUARY 1985 i VOLUME | 1 For The Twenty-First Century [overheat Sensors | [Circuit Breaker Fire Test Switch Warning Lights Test Switch ‘Caution Light Contra! Panel Pan Engine Bleed Air Overneat Test Switch Light aie Fuselage Bleed eee Air Overheat Caution Light rae ercezsan ig Figure 3-4 Overheat Detection System Block Diagram MCDONNELL AIRCRAFT COMPANY ero cota teen sept 39 "Spats pasting scoaiactore,1 REPORT MDC A8977 \ ‘ PHANTOM I+ 4 JANUARY 1985 i ; VOLUME | f For The Twenty-First Century 3.2.1 (Continued) The system's press-to-test capability will be as follows: (1) the existing pilot press-to-test switch will indicate integrity of the entire system during preflight/flight by activating the two caution lights and (2) a maintenance test switch on the new bleed air leak indication/relay control panel will indicate the integrity of the Fault Indicators by activating the fault indicators. In the event of an overheat, the fault indicators will isolate the area in which the overheat exists. An integral switch in each sensor will warn of a loss of gas pressure during system test, which would cause an inoperative element. ‘Two Bleed Air Overheat Lights ("Euselage" and "engine bay") will be added on the RH vertical caution light panel. The control panel will activate the appropriate light in the event of a detected bleed air leak. ‘The Systron-Donner engine bay bleed air overheat detector element will be set so that gas expansion will activate the alarm switch when the entire sen~ sor is heated to 575°F or 6 inches of sensor element is heated to about 925°F, The remaining leak detectors (center fuselage and forward fuselage) will be set for an average alarm temperature of 400°F, which results in a discrete alarm temp (6 inches of sensor element exposed) of about 750°F. The present Navy Fenwal bleed air leak detectors alarm at temperatures of 410°F and 575°F with one to two inches of the element heated. 3.2.2 Bleed Air Shut-Off System - This modification replaces the existing bleed air ducting in the keel where the two engine bleed air manifolds come together with the shut-off valve system developed for the Navy. A closed limit switch will be attached to the shut-off valve to indicate that the valve has closed and to warn the pilot in case of accidental closure. ‘The limit switch will activate a light on the caution light panel labeled "Bleed Air Off." Figure 3-5 shows the Block diagram for shut-off valve control. The existing rain renoval switch on the cabin pressure panel will be replaced with a new three position lever lock switch labeled "ON-NORM-OFF". NORM position is bleed air on and rain renoval off. ON is bleed air on and rain removal on. OFF turns bleed air and rain renoval OFF. 3-10REPORT MDC A897 wh | PHANTOM I+ AN OLUMET py \ For The Twenty-First Century it Rain Removal/Bieed Air ‘Off Circuit Broaker Rain Removall Bleed Air Off ‘Switch Rain Removal Bloed Air Interface ‘Shut Off Valve Caution Light Contro! Unit Master Caution Light Bleed Air Off Light Figure 3-5 Block Diagram Bleed Air Shut-Off Vaive Electrical System MODONNELL AIRCRAFT COMPANY ‘seman era ni opty 311 ‘ods parting sutcontacto.