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Trends in Technological Innovation 31 This lubrication system is a source of vulnerability for the engine. Specifically, if the lubrication system fails through use or due to bat- tle damage, the engine must be shut down and may be destroyed by the loss of lubrication before it can be shut down. Even if the engine is safely shut down, the aircraft may not be able to return to a runway to land safely. The lubrication system also generates costs through- out the engine’s life cycle. Clearly, costs are incurred in designing, in- tegrating, and producing this subsystem. In addition, the quality of the oil operating in the hot engine environment must be monitored and maintained, leaks must be stopped, and worn or damaged com- ponents must be repaired or replaced. The oil’s maximum allowable operating temperature limits the bearing’s allowable operating tem- perature and increases the engine’s cooling requirements. Finally, the lubrication system, including the sump, pump, tubes, oil, and other components, adds weight to the engine. The engine production community is exploring alternatives to lubri- cation systems. Because no one has invented a reasonable alterna- tive to rotating compressors and turbines for jet engines, some form of bearings will continue to be required. Two oil-free bearing systems are under consideration. Foil air bearings would cause the spools’ shafts to ride on films of high-pressure air. Today, foil air bearings are used in aircraft environmental control systems (Agrawal, 1998). Alternately, magnetic bearings could levitate the spools. Due to the extreme loads the bearings must support in jet engines, both air bearings and magnetic bearings require further development. Ini- tially, either type may be integrated in a hybrid fashion that also in- cludes conventional bearings (with a greatly simplified lubrication system) to provide bearing augmentation at high gravitational forces. Thrust-Vectoring Nozzles for High-Performance Tactical Aircraft Thrust vectoring (turning the engine’s exhaust to change the direc- tion of the thrust force) enables exceptional aircraft maneuvering and reduces the need for large aerodynamic control surfaces (e.g., a horizontal tail) on the aircraft. The F-22 uses large, two-dimensional rectangular cross-section nozzles to vector thrust upward and downward. However, these large thrust-vectoring nozzles, with their thousands of moving parts, are expensive and challenging to designPDF Image | Military Jet Engine Acquisition Technology Basics and Cost-Estimating Methodology
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