Search Results

This paper discusses the use of liquid monopropellant powered turbopumps designed to provide emergency hydraulic power for large commercial aircraft. This type of equipment has been used in the past in missile hydraulic power supplies, and the application to aircraft emergency use represents no major changes or advances in technology. Fuel selection criteria, decomposition chamber design, turbine design, and gearbox layout are discussed as well as the control system. The integration of this type of equipment into other power producing units is briefly described.

This paper describes a totally new concept for providing emergency auxiliary hydraulic and electric power for commercial and military aircraft. The approach is ideally suited for meeting the demands for secondary power during an all engine out situation. The concept described is a totally self-contained, monofueled, turbine system. It consists of a constant speed turbine deriving its power from a monofuel which is fed to a decomposition chamber and controlled by an unique fuel control system. Fuel is stored hermetically until required. It is then supplied via a positive expulsion tank system yielding attitude and altitude independent operation. Explanation is given specifically about system philosophy, fuel selection, fuel tankage, gas generator, turbine power conversion, control system and ground checkout.

By testing a large bypass ratio fan engine in an altitude test facility the performance under simulated flight conditions can be measured. Good accuracy of the results demands careful selection and use of pressure transducers and load measuring equipment. Such a test measures thrust under quiescent air conditions. Model tests need to be used to determine the changes in engine flow and thrust coefficients brought about by the influence of the free stream flow.

A new type of fuel quantity gaging system has been designed, fabricated, and is being flight tested. Design, fabrication, and testing were accomplished at Lockheed's Georgia Nuclear Laboratory at Dawsonville, Ga. The system utilizes nuclear radiation to obtain a mass measurement of fuel quantity, be it fluid or in the emulsified state. This type system offers advantages over presently used devices in the areas of maintainability, reliability, and accuracy.

This paper discusses food service and galley integration and construction. Integration of the galley system and the aircraft is the responsibility of the airframe producer. The air carrier participates in establishing performance requirements, optimizing design of new airborne equipment, and upgrading ground equipment and facilities to minimize obsolescence Special attention is given to the galley system of the Lockheed-California L-1011.

Problems and limitations associated with JP fuels at high Mach numbers have led to an interest in fuels with better heat sink and high temperature capabilities such as methane studies have shown methane to offer performance advantages for SSTs relative to JP, but the overall attractiveness of methane will depend upon the extent advantages are nullified by practical disadvantages. Problems and penalties of storing methane in an aircraft constitute some of the importrant “practical disadvantages.” Several representative methane storage schemes for Mach 3-6 transport aircraft are evaluated, primarily on the basis of minimum weight. Fuel system weight (including tankage, insulation, plumbing, boiloff, etc.) is shown to be 6.3-13.6% of the fuel weight for methane depending upon the type of storage scheme used and upon the aircraft speed and range. By contrast, fuel system weight for JP is 2.5-3% of the fuel weight.

A laboratory test rig has evaluated European jet fuels with regards to lubricity and shows that the more highly refined fuels are poorer in lubricity than the conventionally refined fuels. The addition of a surface active additive such as a corrosion inhibitor improves lubricity. Experience of additive addition to fuel for aircraft of two European airlines in 1968 confirms laboratory results. Highly polar compounds extracted from conventionally treated fuels significantly improve lubricity when added to highly refined fuels. The blending of 10-20% of a conventionally treated fuel to a highly refined fuel improves lubricity to the level of the conventional fuel.

This paper describes the structural design of a composite material front housing for the T56 turboprop reduction gear case. The objective of the composite gear case is demonstration of the feasibility of composites for stiff, lightweight gear reduction cases and the advancement of structural and material technology. Turboprop reduction gear assemblies have typically used magnesium or aluminum for the case structure. Magnesium has reasonable strength properties and low density but the modulus is also low; furthermore, it exhibits poor corrosion resistance. Aluminum has sufficient strength but the specific stiffness, E/ρ, is similar to magnesium so the case is heavy for many applications. In addition to these disadvantages, the mounting requirements for propellers, engine, and transmissions dictate high loads on the gear case structure.

Glass fiber reinforced composites are being used successfully in the Rolls-Royce RB.162 pure jet lift engine. It has been demonstrated that composites can be designed to replace conventional materials in certain environments and valuable weight will be saved, without incurring a high cost penalty. This paper deals with only the design aspects of the composite hardware, and covers the evolution of the production standard of intake and nose cowl, front bearing housing, compressor casing, and the rotor blading.

Although currently available booster technology could allow a major decrease in space-booster costs, hardware already built in the Saturn system has precluded any development efforts in this direction. However, as such hardware is programmed for launches during the next several years, decisions concerning such low-cost approaches become more imminent. This paper reviews the available alternatives and describes the characteristics and capabilities of a low-cost booster system which is both desirable and practically feasible for missions beginning as early as 1973. Space program plans project needs for (1) Space-Station deployment, (2) Space-Station logistics supply, (3) unmanned scientific planetary probes, (4) further lunar exploration, and (5) large synchronous-orbit satellite deployment. These missions are interrelated in the paper with regard to booster and spacecraft capabilities.

Analyses of economical orbital payload delivery systems generally indicate that the most fruitful areas for cost reduction lie within modified management, test, and operational philosophies. A recent study identifies the costs associated with processes, tests, operations, and other elements necessary to create, produce, and utilize a launch vehicle system under current philosophies. From this base, it is possible to examine the relative merits of alternatives to current management, test, and operational approaches. This paper discusses some of the issues and the facts involved, and deduces some potential methods for implementing cost-effectiveness in launch vehicle programs.

The preparation and selection of an engineering supervisor can be achieved in an individual situation: an engineer and his supervisor. The native abilities, knowledge, and skills required to be an engineer provide a basis on which the added knowledge and skill required of an engineering supervisor can be superimposed, provided that the engineer has or can acquire the necessary interest in, and appropriate attitude toward, the job of supervising people and their work. A supervisor may give some specific work assignments to an engineer from which both may gain an indication of the engineer's interest or lack of interest in being a supervisor. The work experience will also help develop the knowledge and skills required of a supervisor. Higher management must provide an optimum “climate” including compensation, supervision, and communication to encourage the application of the engineering supervisor's knowledge and skill.

An evaluation process that has been used successfully on past programs to assess technical performance is described. The factors to be considered in selecting parameters to be monitored, the assignment of responsibility to meet performance requirements, the methods of evaluating performance, the reporting systems, the methods of problem identification and resolution, and the outlook for future evaluation systems are discussed.

The requirements for control of flammability and related hazards in materials and components used in aerospace avionics systems have been examined using a systems approach. Consideration has been given to a wide range of contributing factors, including acceptable risk, test method, acceptability criteria, confidence level, ignition source, etc.

The current family of Air Force space launch vehicles which has grown primarily from our series of ballistic missile programs is described. Continuing evolutionary booster developments and improvements, in combination with space configured upper stages and strap-on solid motors, have provided the Air Force with this versatile family of small, medium and large launch vehicles. Growth versions of these vehicles, attained through stage and component improvements, new combinations of stages, and application of advanced technology programs, are presented. These growth versions provide the Air Force with a number of options for increased launch vehicle capabilities in the 1970's.

The paper describes Launch Complex 39 (LC-39) located at NASA's John F. Kennedy Space Center. The physical characteristics, dimensions, capabilities, and limitations of all the LC-39 major components and other major facilities are described and depicted. The Apollo Saturn V processing flow (receipt of vehicle hardware through launch) including the “mobile concept,” is described with particular emphasis on LC-39's high launch rate capability, economy of operation, and superior flexibility.

The Saturn V launch vehicle and its potential derivatives are the backbone of this nation's manned space program. In the past two years, this vehicle has progressed from development into its operational phase. This paper reviews the current status of the Saturn V and discusses its possible evolution and growth to meet the requirements of missions being postulated for the next ten years. These missions include extension of the Apollo lunar-landing program to permit more extensive manned exploration, launch of space station modules in support of an ultimate space base, logistics support of early space stations, and unmanned missions to outer planets. Experience gained during operation of the Saturn V makes feasible substantial cost reductions in the production, test, and launch operations of the vehicle. Potential methods leading to a low-cost Saturn V are also reviewed in this paper.

The need for deep diving submersibles, the advantages of batteries located outside the hull as power sources, and the place of silver/zinc batteries in this application are summarized. Environmental and operational factors which affect battery design and performance are discussed along with how the problems were overcome. State-of-the-art capabilities of silver/zinc deep ocean batteries are illustrated from data on several operational cells and batteries. It is concluded that this type of battery is suitable for deep ocean use and has the advantage of being already operational.

Storable powerplants are needed in many applications of submerged ocean systems. On the basis of cost effectiveness alone, it is shown that storable fuel cell powerplants for fixed and slowly moving mobile systems offer significant advantages over a range from 0.005 to 30 kW in the mission energy range from 0.01 to 100 megawatt-hr. Analysis of high pressure gaseous storage (compatible with deep submergence hulls) shows significant fuel storage volume advantages over storage of cryogenic hydrogen and oxygen. A unique hybrid fuel storage system, using LOX and high pressure hydrogen at LOX temperature shows reduced displacement, compared to both gaseous and pure cryogenic systems, for modest endurance periods. Long term storage involves substantial volume penalties for cryogenic reactants. High pressure gas storage may, however, be substantially excelled on a storage volume basis by solid reagents used to produce hydrogen and oxygen for the fuel cell as needed.

Present deep submersible powerplants are limited in terms of on-board energy storage capacity. Of the planned advanced deep submersibles, the Deep Submergence Search Vehicle (DSSV) is an immediate and typical advanced power system application. This paper discusses DSSV power requirements and briefly outlines and compares the competing power system candidates. The pressure balanced, hydrazine-hydrogen peroxide fuel cell is identified as a leading competitor. A typical system approach is described, system design options identified, and system advantages cited.