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Administrative/Operational Use; 31 DEC
1966. Other requests shall be referred to
Federal Aviation Administration, Office of
Supersonic Transport Development Program,
Washington, DC.

AUTHORITY
31 Dec 1978, DoDD 5200.10; FAA notice, 2
Jul 1973

THIS PAGE IS UNCLASSIFIED

 SEPURITY
~MA KING

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il
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THIS DOCU14ENT CONTAINS INFORMATION AFFECTING THE NATIONAL DEFENSE OF

THlE UNITED STATES WITHIN THE MEANING OF THE ESPIONAGE LAWS, TITLE 18,
U... ETOS793 AND 794. THE TRANSMISSION OR THE REVELATION OF
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 Al

NO.___fe ____

D6A10111-1
 CONFIDENTIAL

Supersonic Transort Development Program

BOEING MODEL 2707

PROPULT__SION IPIIF4RFORMANCE
SP1ECI1FICATrION
[GENERAL ELCRnIC ([TJ

I C.~'v~cvFA.SS-6&5

Pttpeted for
FEDERAL AVIATION ADMINISTRATION
I Offict of Supersonic Transport Dov~tlp-1n Pt.grm

Vn to-
tr a

GROUP 4
DOWNGRADED AT 3 YEAR INTER-
V AL S. DECLASSIFIED AFTER
I maYEARS
1 coo 01"S200 ta

' FEB 2 FAA SOCU~rIT

CONFIDENTIAL Isve4
 NOTICES

When Government drawings, specifications, or other data are used

for any purpose other than in connection with a definitely related
Government procurement operation, the United States Government
thereby incurs no responsibility nor any obligation whatsoever;
and the fact that the Government may have formulated, furnished,
or in any way supplied the said drawings, specifications, or other
data, to not to be regarded by implication or otherwise as in any
manner licensing the holder or any other person or corporation, or
conveying any rights or permission to manufacture, use, or sell any
patented invention that may in any way be related thereto.

Copies have been placed in the DDG collection. U.S. Government

agencies may obtain copies from DDC. Other qualified VbC users may
request, by submission of a DDCForm I, through:

Director of Supersonic Transport Development

Federal Aviation Agency
Washington, D.C. 20553

Defense Documentation Center release to the Clearinghouse for Federal,

Scientific, and Technical Information (CFSTI) and foreign ennouncement
and dissemination are not authorized. The distribution of this report
is limited because It contains technology identifiable with items
excluded from export by the Department of State (U.S. Export Control
Act of 1949 as amended).
 REVISION RECORD

Original release.

June 30, 19b6

Document completely revised to reflect the Phase III

Proposal Configuration of the 2707.

September 6, 196b
I

f Document extensively revised to (a) reflect the

2707-100 configuration, and (b) Incorporate
S -revisions requested by the FAA as documented.

December 31, 1966

i

I OSA It'
I -I
I-
CONTENTS

Section Page
1. SCOPE 1

2. APPLICABLE DOCUMENTS I

2.1 Specifications 1

2.2 Standards 1

2.3 Other Publications 1

3. REQUIREMENTS 3

3.1 Performance 3
3.1.1 Functional Characteristics 3
3.1.1.1 Engine Performance Characteristics 3
3.1.2 Operability 43

3.2 Subsystem Definition 43

3.2.1 Interface Requirements 43
3.2.1.1 Schematic Arrangement 43
.
, 3.2.1.2 Detailed Interface Definition SO
3.3 Design and Construction SO

4. QUALITY ASSURANCE PROVISIONS S1

4.1 Engineering Test and Evaluation S1

4.1.1 Engine Test and Evaluation $1
4.1.2 Inlet Performance S1
4.1.3 Nozzle Development 51

4.2 Preliminary Qualification Testing S1

4.3 Formal Qt'alification Testing 51

4.4 Reliability Test and Analysis 51

4.5 Performance Quality Verification Cross Sl
Reference Index

S. PREPARATION FOR DELIVERY S1

6. NOTES

SUPPLEMENT I PROTOTYPE SPECIFICATION 53

C SUPPLEMENT II PRODUCTION SPECIFICATION S5

Best Available CopyI

11V ELAt4K|
 ILLUSTRATIONS

Figure Page

. Takeoff Thrust and SFC, Standard Day 5

2 Takeoff Thrust and SFC, Standard Day +27*F 6

3 Takeoff Thrust and SFC, Standard Day +40*F 7

4 Climb and Acceleration Net Thrust and SFC, 8

Standard Day

5 Climb and Acceleration Net Thrust and SFC, 9

Standard Day +100C

6 Cruise Net Thrust and SFC, Standard Day 10

7 Cruise Net Thrust and SFC, Standard Day +10C 11

8 Subsonic Net Thrust and SFC, Sea Level 12

9 Subsonic Net Thrust and SFC, 15,000 Feet 13

. 10 Subsonic Net Thrust and SFC, 25,000 Feet 14

11 Subsonic Net Thrust and SFC, 36,150 Feet 14

12 Subsonic Net Thrust and SFC, 45,000 Feet 1s

13 Normal and Emergency Descent Thrust and Fuel 16

Flow, Standard Day

14 Engine Operating Envelope, Standard Day 17

15 Inlet Total Pressure Recovery 18

16 Nozzle Secondary Airflow Schedule 19

17 B-2707 Design Mission Placards 21

18 Inlet Schematic 22

19 Local Mach Number versus Freestream Mach Number 24

20 Freestream Capture Area, Desirin Mission Placards 25

21 Inlet Supply/Engine Demand Area Ratio, Design 26

Mission Placards

21a Inlet Supply/Engine Demand Area RatioClimb 26a

and Acceleration, Standard Day

L kA10 It-I
"
 ILLUSTRATIONS (Cont.)

Figure IPg

21b Inlet Supply/Engine Demand Area Ratio, Climb

and Acceleration, Standard Day * IO*C 26b

21c Inlet Supply/Engine Demand Area Ratio, Normal 26c

Descent, Standard Day

21d Inlet Supply/Engine Demand Area Ratio, Emergency 26d

Descent; Standard Day

22 Part Power Engine Demand Area Ratio, Standard 27

Day
23 Inlet Installed Drag Coefficient, Climb and 28
Acceleration, Standard Day

24 Inlet Installed Drag Coefficient, Climb and 28

Acceleration, Standard Day +100 C

25 Inlet Installed Drag Coefficient, Normal Descent, 29

Standard Day

26 Inlet Installed Drag Coefficient, Emergency 30

Descent, Standard Day

27 ?art Power Excess Air Drag Coefficient, Standard 31

Day

28 Inlet Spillage Drag Coefficient 31

29 Normal Shock Spillage 33

30 Additive Drag Coefficient 33

31 Lip Suction Force Coefficient 34

32 Lip Suction Ratio, KS 34

33 Inlet Bleed Drag Coefficient 35

34 Inlet Bleed Total Pressure Recovery 35

35 Inlet Bleed Mass Flow Ratio 37

36 Inlet Bleed Exit Thrust Coefficient 37

37 Bypass Drag Coefficient 38(

vi
 ILLUSTRATIONS (Cont.)

Figure Page

38 Bypass Area Ratio 39

39 Louver Wave Drag Coefficient 40

40 Bypass Momentum Drag Coefficient 42

41 Bypass Exit Velocity Coefficient 44

42 Bypass Exit Discharge Angle 44

43 Bypass Total Pressure Recovery 45

44 Nozzle Boattail Angle 45

45 Nozzle Internal Thrust Coefficient 46

46 Nozzle Boattail Drag Coefficient 47

47 Nozzle Pressure Ratio 48

48 Propulsion Subsystem Performance Interface Diagram 49

TABLES

Table Page

I Engine Performance 4

II Average Horsepower Extractions 20

06AIOI1 -1
vii
(VIII DLANK)
 1. SCOPE

rhis specification establishes the requirement for the performance and

method of calculation of the 2707-100 (GE) propulsion system. The General
Electric GE4/J5P engine performance data is the primary data for the
propulsion performance specification. The body of this specification,
together with Supplement I, defines the prototype propulsion subsystem
performance and method of calculation. The body of this specification,
together with Supplement 1I, defines the production propulsion subsystem
performance.

2. APPLICABLE DOCUMENTS

The following documents of the exact issue hown form a part of this
specification to the extent specified herein. In the event of conflict
between documents listed herein, with the exception of the Engine/Air-
frame Technical Agreement (D6A10198-1), the requirements specified by
the specification shall take precedence.
2.i Specification.

A.S.T.M. 1964 Fuel Specification

D1655-64T

S ~ 2.2 Standards.

None

2.3 Other Publications.

NACA 1953 Equations, Tables and Charts for

Report No. 1135 Compressible Flow

NACA 1955 A correlation by means of Tran-

Report No. 1253 sonic Similarity Rules of Ex-
perimentally Determined Character-
istics of a Series of Symmetrical
and Cambered Wings of Rectangular
Plan Form.
NACA 1952 An experimental investigation of
Report No. 1094 transonic flow past two-dimensional
wedge and circular arc sectiins
using Mach-Zehnder interferometer.
Federal Aviation 30 June 1966 Phase III Request for Proposal
Agency
U. S. Government
C Printing Office
1962 U. S. Standard Atmosphere

i 06A10 I1I1-I
 General Aug 1966 Engine Performance Deck GE4/JSP
Electric Co. Engine R66 FPD 228E

General Aug 1966 Exhaust Nozzle Performance Deck

Electric Co. GE4/JSP Nozzle R66 FPD 228N

General 6 Sept 1966 Engine Model Specification

Electric Co. No. E-2056

M.I.T. 1947 Tables of Supersonic Flow Around

Technical Report Cones
No. I - Zdenak Kopal '
McGraw Hill 1950 Engineering Supersonic Aerody-

E. A. Bonney namics

Boeing

D6A0089-1 31 Dec 1966 Accessory Drive Subsystem

DWA10113-1 31 Dec 1966 Aircraft Engine Installation

Subsystem

D6AI0114-1 31 Dec 1966 Air Induction Subsystem

D6A10116-1 31 Dec 1966 Fuel Subsystem

D6A0121-1 31 Dec 1966 Environmental Control

D6A10117-I 31 Dec 1966 Engine Inlet Anti-Icing Subsystem

D6AI0198-1 31 Dec 1966 Engine/Airframe Technical Agree-

ment

D6-7842 Feb 1963 Pressures on Bodies of Revolution

at Supersonic Speeds

D6-2559 Oct 1964 SST Exhaust Nozzle Boattail Drag

Tests at Subsonic and Transonic
Condit ions

2
06A 1011 t-1
Ci,I
3. REQUIREMENTS

3.1 Performance.

3.1.1 Functional Characteristics. The functions of propulsion perfor-

mance are:

a. To deliver thrust with minimum fuel consumption and minimum

inlet drag,

b. To transmit torque to the accessory drive subsystem.

c. To delivex- air to the environmental control subsystem, and

engine inlet anti-icing subsystem.

3.1.1.1 Engine Performance Characteristics. The performance charac-

teristics of the installed engine shall be as shown in Table I. The
installed engine net thrust and specific fuel consumption for the stan-
dard day and non-standard day for various altitudes, Mach numbers, and
power settings are shown in Figs. i through 13. The terms constituting
net thrust and specific fuel consumpticn are shown as subparagraphs
hereunder and in logical sequence.

3.1.1.1.1 Performance Criteria. The installed engine performance for

all power levels shall be calculated by use of GE4/JSP Engine Performance
data deck and Exhaust Nozzle Performance data deck supplied by the
Generel Electric Co. The installed net thrust and specific fuel consump-
tion curves shall include the effects of inlet total pressure recovery,
compressor discharge air bleed, shaft ncrsepower extraction, and exhaust
nozzle secondary airf-Low within the engine design and operation envelope
showi. in Fig. 14. The data deck! define production engine estimated per-
formance representing maximum fuel flow and minimum net t)rust for all
power settings from idle to maximum augme;itation. Engine performance is
based on U. S. Standard Atmosphere, 1962, Geometric Altitude, and the
use of a fuel conforming to Fuel Specification A.S.T.M. D1655-64T Jet A
or A-1 Type aviation kerosene. The minimum lower heating value of this
fuel is 18,400 B.T.U/lb and is used in all performance data presented
herein. The nozzle secondary airflow used in calculating engine perfor-
mance is shown in Fig. 16.

3.1.1.1.1.1 Inlet Total Pressure Recovery. The inlet total pressure

recovery used in calculating engine performance is shown in Fig. IS.

3.1.1.1.1.2 Horsepower Extraction. Table II lists the average horse-

power extracted from the engine to supply power for aircraft systems.

3.1.1.1.1.3 Engine Air Bleed. The average amounts of airbleed required

from the engine compressor to meet the average requirements of the envi-
ronmental control subsystem are given in Table I. Engine and inlet anti-
icing bleed is of a short term nature and is omitted from engine perfor-
mance.

1 ! 11 - .eA .
 CISI

4C

4, 'U UM I I
-a4 f
.*4
x
U) 0 n
In If

M, n Li,
In C IN - n

-4. o . .n*

OA: Q 0 o 0 0e

0 %0
*n In In 0

.') . 40T Lo Cf~~ 4U C 0 c~4

ott "Q ~U).4
o. 40
IONI . o.
ClINU~

0 00 ab 0al 0
i .4(40
0 -aDV 0

0 jLJiI..&C
em 0

10 10
Z'U 9.Ii.
"a 'U V
 I~~ ,r -t

.... .. ..
-i- .6

IA
I

1 L I

5Fa
*50 I L.6

-J ~5A~ LV~L +

VELOCIT- --------

f
U.) Fi..1.T..tan SC Sanrd

DBA~I AD!
 -:7TI

a- -777-

244. ...
.2...

VtL~I~y71
Flgv. 2 T~eof#Thuat
nd SC, tanard ay 2 :

K.
770 AI011-
6tnW-"

_ _4
CT)

L 7 1 1.6
60)

.4o.

T-1

§ 4

A.~
ILL

C'VELOC. rY'
Fito3. Tokooff Thrust and SFC - Standard Day+ 40OF
- MT

OGA 101l 1 1
7
 SF4

j-:.

-7--T -7

40
-7 --- -

101

L 2
 - ~ ~ - T .. --

si-

I j 5FC,

I M Y '.

-7

IA

FI 11,,, . Climb and Acceleration N&I Thrust and SFC,

Standard Day + 100 C
I : --7

r v-

t. A:- L

7 X

' ~ ............ ......-

I 1- IGI

10-
q a~
-J

OLL

A A

7. ftgu
FC tnodDy+1 0rioNtTrs~~

06AI0111--
12t
1~~? 0

.C
..
.1.0

13
NA
 I ....
.....
.:
;

L~

.,...
....

4 1Ii16
/Z 20 24 2

Figure 10. Sz,.som~c N t Thrust

and SFC, 25,000
Feet
C

A.- ...
......
---
---
- 777
Vmi
4.4
7IT H 7 4_
_ _ _ _ _ __ _ _ _ _ _ _ _ _ _ _
-7
7

Figure 11. Subsonic Not Thrust and

SFC, 36,150 Feet

I 14

4
I _a

~:

I7 -
U::
I:': .-.. I__._

h -L 4L

A:t h--777=1
=07-V0
F -: 1,.
.. .....
x: I-1

71 77 . ...

115
 r ~~ ~ ~ ~ ~ ~ ~ ~ . .______.......______________

.
40
..........

-- ~ - . --- ---

o~~~' ~~ 7itr
~ ]...
..... -.

MACI4 NUMOE.R -Me*

Figre 3.Normal and Emargency Descent Thrust and Fuel Flow, Standard Day

OGA1 0111-1

18
 9'0

Ti-P ~F ~~Ts.~t

0...... . .....

L
7r -41 NA

L ~7X"F7_7_
 :: - .. 1..:

ii ~~
-IT-,-
-K
:7.
7e-

-7-

C6. .- t WWI
4T ....... :
J. .... .......

L --A- -L7+ 4- -7

0 1.0 1.5 Z.0 1.o3

MhCIA NUMBER -Mee

Figure 15. inlet Total Pressure Recovery

mC
 AA

IaI A
NO&1

MAr.A4 NtUAbER -

Figure 16. Nozzle Secondary Airflow Schodulo

19
 Table II. Avrage Horsepower Exractions

Airplane Operating Horsepower Extrac-

Condition tion Per Engine

Takeoff 450
Climb and acceleration 4S0
Supersonic cruise 450
Holding at Mach 0.4,
15,000 ft 450
Cruise to alternate at
Mach 0.8, 36,150 ft 450
Descent N < 1.2 400

N z 1.2 500

3.1.1.1.2 Inlet Drag Characteristics. The inlet drag for all flight
operating conditions shall be calculated by analytical methods. The inlet
drag calculation method is based on summation of spillage, bypass and
boundary layer bleed drag increments. Fig. 18 is an inlet schematic
identifying terms used in calculating inlet drag, additive drag and
spillage drag.

3.1.1.1.2.1 Engine Demand. Typical mission engine airflow demands in

terms of freestream inlet capture area shown in Fig. 20 are based on
engine airflow including nozzle secondary airflow and using the inlet
total pressvre recovery schedule shown in Fig. 1S and nozzle secondary
flow schedule shown in Fig. 16 and mission design placards shown in Fig.
17. The engine airflow demand in s4uare feet is calculated by the fol-
lowing equation.

A E 2 (i f (M ).0108 (g~/
Where f( ) 1 )-,---
M2+(- 2(Y-1)

and 2 2 = Engine corrected flow

( PT 2 ) - Inlet Recovery

B0A 01f1-I
20
 K'~~
1
...

j.: W"O. Its

o 60

T 4-

Iit

03
w

10l
- r
7 4

NA~CH NUMA5R-M

Figure 17. 5-2707 Design Mission Placards

0 6A 1 01 1 1

21
 i zi

do

M
IS
00

v I

0
I °I 0

I[, i
w
I 0u

Figure 18. Inlet Scheactic

06AIOI II -I

22
 R - Universal gas constant

g - Gravitational acceleration

N a Freestream Mach number

Y = Ratio of specific heats

3.1.1.1.2.2 Inlet Supply-Engine Demand. The inlet supply capture area

ratio and engine demand area ratio curves are shown for the following
four engine operating conditions:

Fig. 21a. Climb and Acceleration, Standard Day

rF. 21b. Climb and Acceleration, Standard D&y +10"C

Fig. 21c. Normal Desceat, Standard Day

Fig. 21d. Emergency Descent, Standard Day

The engine demand curves shown include nozzle secondary air, and are cor-
rected to local inlet flow conditions based on the local to freestream
Mach number relationship shown in Fig. 19.

S3.1.1.1.2.2.1 Part Power Engine Demand, Standard Day. The engine

demand capture area ratios for selected part power conditions are
shown in Fig. 22. At part throttle operation minimum excess air
drag shall be achieved by control of the inlet throat Mach number.

3.1.1.1.2.3 Inlet Installed Drag Coefficient. The composite curves of

inlet installed drag coefficients shown in Figs. 23 through 26 are based
on freestream dynamic pressure and inlet lip frontal area of 21.23 sq ft
for all calculations.

3.1.1.1.2.3.1 Climb and Acceleration, Standard Day. A composite curve

of inlet installed drag coefficients for climb and acceleration is
shown in Fig. 23.

3.1.1.1.2.3.2 Climb and Acceleration, Standard Day +100 C. A composite

curve of inlet installed drag coefficients is shown in Fig 24 for
climb and acceleration.

3.1.1.1.2.3.3 Normal Descent, Standard Day. A composite curve of inlet

installed drag coefficients is shown in Fig. 25 for normal descent.

3.1.1.1.2.3.4 Emergency Descent, Standard Day. A composite curve uf

inlet installed drag coefficients is shown in Fig. 26 for emergency
descent.

3.1.1.1.2.3.5 Part Power, Standard Day. The inlet installed drag coef-
ficient increments for part throttle engine demand are shown in Fig. 27
for selected part power conditions. The total installed inlet drag

04A101 I1-1

23
 IUI
-RMTEV MAC NUIE -Me

M be Ai-) i i v -4

2
 t ;< m Ii I

ILI

---- ~ ~~~ T -7 7-

cl;
i 1%
11
-----
'Ii4- 11 7 ---

Cm15 TS
'

9-Lf" J

t-
-- DAYI

MACH NUMB ER '-m

Figure 20. 1 sstream Capture Area, Design Mission Picc'd

(29 BLANKCI
 1.00

.50

Is
S...H.......M .

Figue 2o. IletSuppy/Egin

D~aondAreaRaton, lim 7n

tnar a 77e",to,

10N

j . 1. A 1.5 2-o 28s

K-C USR-o
 AM

1.(-0

t: -

AC A.-
A/A
2pit
09
.804

J- A

.7 0

.5 0 .......

.30 , 1WIZLE SECONDARY AINPLOW

.20 ± --

0 0.5 1-0 1-6 2.0 2.5

MACH NUMBER -~Moo

Figure 21c. Inlet Supply/lEnginge Deweand Area Ratio, Morsel Demscent,

Standard Day

26C
 &00'

.so

.70rLL 44I

Ac/ALI.

-4-

.20

.405
t'IAC7- -7UBE
7M

j .... . .. ... r i
 04

.601~ --

A4 7 T. .Tt
... ...

T Issm:

0 0 60 80 0
PERCEMkT M A)-. bk POWER

Figure 22. Part Power Engine Demand Aea Ratio, Staundard Day

OGAIOU I I- I

- -i
 T_:~-' F.S_.

05

o. .9 o.0 2.5

MACH NU!1BER Ma

Fifure 23. Inlet Insalled Drag Coefficient, Climb and Aceleration, Standurd DayQ

4i~~~tz~HO
V7
-1~~~.. :1 .:...
4 f DAY
.........

C 'Jo

- -r---~--- -
I - -I

YaI LK :-
 Ii -. _.-._._.__ ._._-T _7_

04

11L

00

Figure 25. Inlet installed Drag Coefficient, Normal Descent, Standard Day

04 A 10 1 1 - I
 C(I

------- ---

-- ~~ - ~. . ... . ......

...
...
..
0 is 20-7

F~gns26
nlt lstlI~ Du-COWLi~et RErec tumt tn~dD

OSA 111-
.....
 -77I
00

0T
0 20 40 60 80 100
PERCENT MAX. DRY POWER
(1)Figure 27. Part Power Excess Air Drag Coeffiient -Standardi Day

7 -4-

CO *

MACH NUt1BR-Mes

Figure 28. inlet Spillep Drag Coefficieut

81
 ©U
coefficient for part power operation shall be the sm of the part power
drag coefficient increments and the drag coefficients shown in Fig. 23.

3.1.1.1.2.4 Inlet Spillage Drag Coefficient. The inlet spillage drag

coefficient is shown in Fig. 28. Below Mach 1.3, i.nlet spillage drag
has been determined oy inlet drag tests. For Mach numbers above 1.3,
spillage drag was calculated by taking the difference between the theo-
retical additive drag and lip suction force.

3.1.1.1.2.4.1 Inlet Additive Drag Coefficient. Above Mach 1.3, the

]pH
additive drag coefficient was calcuiated by the following equation:

M Hc
DAD =CD Flo
DDD DConical
Flow pStagnation M.Conical Flo

(M2z)3.S 6 1

7 2 '
where Cp -
PStagnation 10 ML

The conical flow additive drag coefficient (CD) Conical Flow and Mass
Flow ratio (Mc/ML) arecomputed by the methods contained in
Conical Flow

M.I.T. Technical Report No. 1. The difference between the theoretical.

conical flow mass flow ratio and the inlet operating mass flow ratio
(normal shock spillage) is shown in Fig. 29. The additive drag co-
efficient for Mach numbers above 1.3 is shown in Fig. 30.

3.1.1.1.2.4.2 Lip Suction Force Coefficient. The lip suction force

coefficient is sown in Fig. 31. The lip suction force coefficient
above 1.8 was calculated by the method shown in 06-7842. The ratio
of lip suction force to additive drag is shown in Fig. 32.

3.1.1.1.2.S Inlet Boundary Layer Bleed Drag Coefficient. The cowl

boundary layer bleed system shall be divided into four plenum chambers,
including the vortex valve. The cowl boundary layer bleed drag shall be
based on a bleed flow of 3 percent of the engine demand mass flow at
supersonic cruise Mach number. This shall include 0.2 percent leakage
for drag estimates. The eiiergy level of the leakage air shall be the
same as for the boundary layer bleed from tho fourth cowl plenum. The
centerbody boundary layer bleed drag shall be based on 2.8 percent of
the engine demand mass flow at supersonic cruise. This shall include
0.3 percent leakage for drag estimates. The energy level of the center-
body leakage shall be the same as the centerbody boundary layer blood.
The boundary layer bleed drag coefficients are shown ia Fig. 33. This

DOA1011 -1

32

-t% ~ - - ---- ~ -~
 -jT

77 '7 7

1 I

* tI,

MACH INUMBCISIR-t14

0 Figure 29. Normal Shock Spillage

*.... .
C.v 1 S7'Hi
.OA10AP UM!RM
Figure~~~~
rg3777777.
oelcln

K%
;w3
iiE-

w :1 L
I .10

051.0 1.5 to"~.

LOCAL MALCA NUM5ELR- M"L

Figure 31. Lip Suction Force CofHici~nt

77j7
Ks

77 ---.
........ -7 - 7 . .. .
 -...----
---- 777- .

CO SL i-

MIACH NUM13ER -Me1.

Figure 33. Inlet Bleed Drag Coefficent

-w:
-

. ~ ~ .
. .... ~ -
 curve is a composite, showing the total boundary Il&yer bleed drag coeffi-
cient, and the contribution of each bleed plenum to the total boundary
layer bleed drag coefficient. Air-conditioning bleed drag is not shown
on this curve.

3.1.1.1.2,5.1 Boundary Layer Bleed Total Pressure Recovery. Boundary

layer
nums. A 10-percentpressure
bleed total recoveries
total pressure areis shown
loss in Fig.
included 34 for
in the all ple-
centerbody i
bleed total pressure recovery to account for ducting from the centerbody
plenum to the centerbody bleed discharge.

3.1.1.1.2.S.2 Bounda, La er Bleed Mass Flow Ratio. The boundary layer

bleed and air-conditioning bleed mass flow ratios ct off-design Mach num-
ber are shown in Fig. 35. This curve is a composite, showing the total
bleed mass flow ratio, a~id the contribution of each bleed component to
the total bleed mass flow ratio. The bleed mass flow ratios shown in
Fig. 35 are based on inlet lip frontal area.

,3.1.1.1.2.5.3 Boundary Layer Bleed Exit Thrust Coefficient. The

boundary layer bleed exit thrust coefficients for all bleed plenums are
shown in Fig. 36. All bleed exits shall be convergent nozzles discharg- 4W

ing on 7 deg from the inlet axis. The bleed plenum exit areas are
shown on Fig. 36.

3.1.1.1.2.6 Bypass Drag Coefficient. Bypass drag coefficients are

shown in Fig. 37. Bypass drag coefficient is the sum of bypass momentum
drag coefficient and louver external wavw drag.

3.i.1.1.2.6.1 Bypass Mass Flow Ratio. The bypass mass flow ratios are
shown in Fig. 38. ALBY is the stream tube area of the bypass flow based

on local air density and velocity upstream of the inlet.

3.1.1.1.2.6.2 Louver Wave Drag Coefficient. The estikted external

2ouver wave drags are shown in Fig. 39. The ]ouver extt :.t. pressure is
* baed on two-dimensional oblique shock relationships (Ref. N.A.C.A.
Report No. 1135) with finite aspect ratio pressure relief (kef. McGraw-
Hill, Engineering Supersonic Aerodynamics) when an oblique shock can be
sustained ahead of the first louver. For conditions when a normal shock
stands ahead of the first louver, the average louver external pressure
is determined by using the methods shown in N.A.C.A. Report No. ' 1253
and 1094.

J.I.I.io2.6.2.1 Louver Setting Angle. The average louver setting angle

relative to the cowl external surface is calculated from the following
equation:

CI

38} --
 .06

.020

Q- -

.L A

.94 OWLPENUM -. I .. . . . . . . . . .

1.0 2.5 1.9

MACH NUI8ER-tie.
Figure 3. Inlet Bleed hrst
Mas FloeRaio

iLi
.30 - 7

*30L

. .E
...0 m;
.25
.. W

MACH NUMBER-MI.,

Figure 37. Bypass Drag Coofficient

308
0.30 ....

0. ... ..

A 0djY ........ zd
rIACH N.......-...

Figu~~~.
B.a....aRai ....

7T0...
OGAI6T
6l-I I9

I, ~~~~~~
~'-
-- ~-- ~ ~ ~-.- ~ ~ . U E
 .... ...
... 1

.30 T--- -- T

5 .......
. ..
Valk~I AC ....... .....

~
Figure ovrWv~ Da ofiin ..
........

HOT
DAY
O6AIOCRUISE

40b:MJIL
 , f-i .-- z

0
SINE Love LBY A0c*DIS T
kqocal CDIS SLuver

where A is defined in Par. 3.1.1.1.2.6.1

ALBY

PTBy

- is defined in Par. 3.1.1.1.2.6.3.3

SLouver is (1.02) (A

CDIS is 1.05

(4Qocal = L "1.2"

1 AN-1-( + .2MIS)

MDI S is the discharge Mach number at the louver exit.

3.1.1.1.2.6.3 Byass Momentum Drag Coefficient. Bypass momentum drag

coefficients are shown in Fig. 40. The bypass momentum drag coefficient
was calculated from the equation:

CD 2 1- C1 ~ CosODI ( kDL BY7 (iL

Where: V ideal is the ideally expanded exit velocity (the nozzle

back pressure is assumed to be PL)

V local is the local air velocity just upstream of the inlet

q is the local dynamic pressure ( r PL M2

q is the freestream dynamic pressure ( - P. M4 )

Y is 1.4

0
DOAI10111 -1
 ~1 I t

Co mv

-o -.----- -

1+0 ______A

-41

-5 1.5 2.02.

MACH NUBER-Mloo

Figure 40. Bypass momentum Drag Coefficient

OGA I Of I .I
42
 Cv is defined in Par.3

0DI S is defined in Par. 3.1.1.1.2.6.3.2.

AL BY is defined in Par. 3.1.1.1.2.6.1.

3.1.1.1.2.6.3.1 Bypass Exit Velocity Coefficient. The bypass exit

velocity, Cv, is shown in Fig. 41. C v includes under expansion losses,
nozzle internal friction losses and velocity profile losses due to cor-
ner flow.

3.1.1.1.2.6.3.2 Bypass Exit Discharge Angle. The bypass exit discharge

angles are shown in Fig. 42.

3.1.1.1.2.6.3.3 Bypass System Total Pressure Recovery. The bypass sys-

tem estimated total pressure recovery is shown in Fig. 43. The bypass
total pressure shall be 5 percent less than the total pressure behind
the inlet normal shock during started inlet operation. Iuring unstarted
inlet operation the bypass total pressure shall be 6 percent less than
the inlet throat totr.1 pressure.

3.1.1.1.3 Nozzle Performance Characteristics. Based on available data,

the nozzle internal thrust coefficient and the nozzle external boattail
drag are shown in Figs. 44, 45 and 46.

3.1.1.1.3.1 Nozzle Internal Thrust Coefficient. The nozzle internal

thrust coefficient used for engine installed performance calculation is
shown in Fig. 45. The coefficients are based on the secondary air flow
schedule shown in Fig. 16.

3.1.1.1.3.2 Nozzle Boattail Drag. The nozzle boattail drag for all
flight operating conditions shall e calculated by analytical methods
which are established by aerodynamic theory (Ref. D6-7842) and by labo-
ratory tests (Ref. D6-2559). The nozzle boattail drag coefficients are
shown in Fig. 46. The nozzle boattail angle and nozzle pressure ratio
used for calculating boattall drag are shown in Figs. 44 and 47, respec-
tively.

3.1.2 Operability. Not applicable.

3.2 Subsystem Definition.

3.2.1 Interface Requirements. The propulsion subsystem performance

interfaces are defined as analytical or functional interfaces. The sub-
systems defined below either take energy from, or add energy to, the
propulsion performance subsystem.

3.2.1.1 Schematic Arrangement. The detailed interface schematic diagram

for the B-2707 GE) propulsion performance and adjoining subsystems is
shown in Fig. 48.

ODAI 0111 -1

- -- 4 .
 C 4
0 0 1.0 sog
10 1

M~ACH NUt1BER-M.,

Figure 41. Bypass Euit Velocity Coelficiou

1 70
0 1

q0

100
OGA 7'71.

44._HO A

qR~iS .:-V
L a. A I 71-
 oITis
CONFIDENTIAL

Page Unclassified

.9 ... K......

'4-

Isti

0 96 1.0 S..0

Figure 4. Bypass Total Pressure Recovery

-J.

-T'
~qJ! J.

4. tti Angl.e . .ozl

.. ..

06A 101 11-1

CONFIBDEN~TIAL
Th~s Page Unolaaslied
k
 CONFIDENTIAL

4-1~

zpCke
~~I*.. __ ...
....

-- 1-i-R A~-

99 SCLN Wq-- I . _

'977

0 5 1. .~ 2.o 2.5
MACN UMEHM

Figure 45. Nozzle Internal Thrust Coefficient

46 CONFIDENTIAL
 CONFIDENTIAL
a This Page Unclassified

25 I

....
La

20

o Nr MA L 0 itStENT.

.. ... a

120

4--47
*CONIDENIAL

Tis aeUcasfe
 CONFIDENTIAL

30.

25. . ...

-.................
- - ..- - -
...- - -...-.-.--
- - -- - -- - -- - - - - - -

00

...... . --I

i0 . .....6-

0 .5.0 1-5 2.0 2

MAC H NUM BERfMoo

Figure 47. Nozzle Pressure Ratio

4S CONFIDENTIAL
 ANT I -KAN~h '%Ub-T7M

AIRC~kFT ENINE
INST94LLATtON '5U5'%%JT'57Er
I LVRNE.T.
C.ONROL '%.TheJ1%TEM

~AkIOI t5SMrqF ~A61 IDION -

MC~A 1IraI-I

rr5R!bQY b-R ILARC-~C.I

Figure 48- Propulsion Subsystem Performance Interface Diagram

I)G I 10
DOAIOIII49
 3.2.1.2 Detailed Interface Definition. Not applicable.
3.3 Design and Construction. Not applicable.

50 OSA I 11 -1
4. QUALITY ASSURANCE PROVISIONS

4.1 Engineering Test and Evaluation.

4.1.1 Engine Test and Evaluation. Ful scale engine tests, which are
a paet of D6AI0198-1 Engine/Airframe Technical Agreement, conducted in a
calibration stand and simulated altitude facility shall be used as a
source of data to determine the effects of inlet recovery, inlet distor-
tion, power extractions, and secondary airflow of Par. 3.1.1.1.

4.1.2 Inlet Performance. Model inlet tests shall be conducted to

establish the spillage, bypass, and boundary layer bleed drag performance
for selected operating conditions. The results of these tests shall be
applicable to full scale inlet drag calculations and verify the perfor-
mance calculations of Par. 3.1.1.1.

4.1.3 Nozzle Development. Model tests, which are a part of D6A10198-1

Engine/Airframe Technical Agreement, shall be conducted at selected
operating conditions to establish nozzle performance characteristics.
Data from full scale tests being performed for other purposes shall also
be used.

4.2 Preliminary Qualification Testing. Not applicable.

4.3 Formal Qualification Tests. Not applicable.

4.4 Reliability Test and Analysis. Not applicable.

4.5 Performance Quality Verification Cross Reference Index. Not appli-

cable.

5. PREPARATION FOR DELIVERY. Not applicable.

6. NOTES. Not applicable.

06A10111-1

51
(S2@LANK()
 SUPPLEMENT I

PROTOTYPE SPECIFICATION

I. SCOPE

This supplement, together with the basic portion of this specification,

defines the performance requirements for the protctype propulsion subsys-
tem utilizing the General Electric Company engine performance of August 8,
1966. These requirements shall be the minimum acceptable to demonstrate
the feasibility of the prototype propulsion subsystem.

Section and paragraph numbers appearing in this supplement are identical

to those which appear in the basic specification. When no entry is made
in this supplement for a specific entry in the basic Propulsion Perfor-
mance Subsystem Specification, the entire paragraph shall also be appli-
cable to the prototype subsystem. Portions of sections or paragraphs
which are not applicable to the prototype subsystem are replaced, revised
or deleted. Deletion of a major section or paragraph also deletes all
subsections or subparagraphs thereunder without individual notation of
deletion for each subsection or subparagraph.

2. APPLICABLE DOCUMENTS. No change.

3. REQUIREMENTS. Change.

3.1.1.1 Engine Performance Characteristics. Change to read:

The performance characteristics of the prototype engine shall be as shown

in Table I and in Figs. 1 through 13, with the following exceptions:

a. The maximum net engine thrust at maximum augmented and maximum

dry power settings shall not be less than 95 percent of the
engine ratings shown in Table I of Par. 3.1.1.1.

b. The fuel flow for all thrust values shown in Table I, of Par.
3.1.1.1, shall not be more than 105 percent of the fuel flow at
the same thrust value.

4. QUALITY ASSURANCE PROVISIONS. No change.

S. PREPARATION FOR DELIVERY. No change.

6. NOTES. No change.

C
06AI 0111 -t

53
(64 SLAN K)
 i
SUPPLEMENT IT

PRObUCTION SPECIFICATION

1. SCOPE

This supplement, together with the basic portion of this specification,

defines the performance requirements for the production engine performance
of October 7, 1966. The paragraphs in this supplement show the cffect of
the production engine performance data on the performance shown in the
basic portion of this specification.

Section and paragraph numbers appearing in this supplement are identical

to those which appear in the basic specification. When no entry is made
in this supplement for a specific entry in the basic Propulsion Perfor-
mance Subsystem Specificatio.i, the entire paragraph shall also be appli-
cable to the production subsystem. Portions of sections or paragraphs
which are not applicable to the production subsystem are replaced,
revised or deleted. Deletion of a major section or paragraph also
deletes all subsections or subparagraphs thereunder without individual
notation of deletion for each subsection or subparagraph.

2.3 Other Publications. Change to read:

General 7 Oct 1966 Engine Performance Deck GE4/JSP

Electric Co. Engine R66FPD 228E modified by
incorporation of the GE4/JS
Study P Overlay Deck

General 6 Sept 1966 Engine Model Specification

Electric Co. No. E-2056 modified to reflect
the production engine perfor-
mance.

3.1.1.1 Engine Performance Characteristics. Change.

Replace Table I and Figure 1 through 12.

3.1.1.1,1 Performance Ciiteria. Change.

Replace Figure 16.

3.1.1.1.2.1 Engine Demand. Change.

Replace Figure 20

3.1.1.1.2.2 Inlet Supply - Engine Demand.

Replace Figure 21a and 21b.

C
06A $0I I-1
55
 3.1.1.1.2.3.1 Climb and Acceleration,_Standard Day. Changc

Replace Figure 23

3.1.1.1.2.3.2 Climb and Acceleration, Standard Day + 100C. Change.

Replace Figure 24

56
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62 06A10111r

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 1 +7

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00.6 1.0. 2.0 2.5

MACH NUMBER -Me

Figure S1.21c. Inlet Supply/Engine Demand Area Ratio, Climb and

Ace~ltration, Standard Day

72
07

.60

.0 0 i5P .0 A~ -. . .
MACH NUBER-M/
Ac/At.1-1i Ine Supy~gieYPndAe atiCiband
.70oainSadr Dy+1*

1 I WOlLK a~DGA1N01I11L@
 -I T

. .............
. . . . .

77:l

H:NU B -..
.* MAC.......
Figure S1-2. Inlet Insalled Drag Coefficien, Climb and Accelsetion,- Standard Day +1~

74 ~OAIOT-5-