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770 HONG AND COLLOPY Fig. 1 New platforms over time. Ray Standahar told us that the core demonstrator concept required the engine components that were to test new technologies in designs and materials be made to a common scale to fit the demonstrator sys- tem. However, when the component technologies were transitioned to production engines, they merely had to be scaled up or down to the production application. The timescale for these transitions was on the order of two or three years. Whereas ATEGG was not an official interservice program, U.S. Navy supported technologies were included. Among the participating companies were General Electric (GE) Company, Pratt & Whitney, Curtiss–Wright Corpora- tion, and Allison Engine Company, Inc.; later Teledyne Continental Motors and Textron Lycoming as components providers for turbo- prop/turboshaft engines were brought in. Richard Hill said that ATEGG was created, in part, to provide a means of technology development for U.S. industry and govern- ment laboratories that would be of sufficient interest not only to the companies’ military engines, but to commercial applications as well. In the early 1980s, ATEGG was expanded to include durability and life testing to create a more systematic approach to addressing engine failures, in contrast to point solutions common before. The Joint Technology Demonstrator Engine (JTDE) program was set up in the mid-1970s as the first U.S. Air Force/Navy joint engine demonstrator effort. In contrast to ATEGG, JTDE was a program to demonstrate advances in the entire engine, including fans, low- pressure turbines, and mechanical systems and accessories, not just the gas generator components. The two services worked to a com- mon set of requirements, but each did its own contracting from its own budgets. JTDE was driven by the same desire to advance ca- pabilities, demonstrate new technologies, and provide experience to the personnel involved, like ATEGG. The result of these demon- strator programs was “real test data applicable to real engines,” according to James Nelson, rather than performance estimates from analytical models. The idea for JTDE came from two program managers, T. Sims at the U.S. Air Force and J. Curry at the U.S. Navy, friends since their college days. This ongoing relationship enabled the elements of trust necessary to get the program started, not only within the services but at the level of the Office of the U.S. Secretary of De- fense. The Joint label reflects the more formal Navy participation. A very important aspect of JTDE was that this program worked toward common problems using separately defendable budgets within each service. Later, this model was followed by IHPTET, which also in- cluded U.S. Army and NASA participation. The advantage in this arrangement was that each service could feel that they had con- trol over their own budgets, while supporting efforts that addressed common problems. In addition, the engine research managers could point to the joint commitment to the programs as a way to defend budgets against raids from within their own service commands. The ATEGG cores and JTDE engines fed significant technology into the advanced tactical fighter engine demonstrators that led to today’s F119, F135, and F136 engines. Brief mention should also be made of the Aircraft Propulsion Subsystems Integration (APSI) program, which arose out of the problems encountered with the TF30 turbofan for the F-111 aircraft. APSI was devised to determine differences in performance of en- gines in their installed vs uninstalled states, with primary emphasis on thrust losses. The research program enabled better understand- ing of phenomena such as inlet distortion, incompatibility between inlets and fans, and nozzle drag. APSI continues to this day, rec- ognizing the importance of full engine integration with airframe designs for best overall performance. Lee Coons comments about the significance of these demonstrator programs: [They] . . . were an integration of existing component demon- strators. One of the great advances, I believe, in the mid to late 70s was the focus on demonstrators that resulted from system stud- ies that looked at future weapon systems. These system studies looked at advances in technology at the component level and re- sulted in engine configurations from which advanced technology component programs were formulated and executed. At the con- clusion of the component demonstrations, the components were Fig. 2 New engines over time. when the Aero Propulsion Laboratory at Wright–Patterson Air Force Base found itself with zero budget resources for the development of new technology, partly based on the argument (which has pe- riodically recurred since then) that turbine engines are a mature technology: Nothing more needs to be done. To counter the asser- tion, the Propulsion Laboratory management conceived the concept of a gas generator platform to develop a future engine technology base. Part of the rationale was that engine development time is much longer than airframe development time, and so engine components and technologies needed to be developed ahead of time so that they would be available off the shelf when an aircraft system develop- ment began. The first nascent effort at a technology demonstrator was called the Lightweight Gas Generator Program, which formed the basis for the advanced turbine engine gas generator (ATEGG), in the mid-1960s. ATEGG was set up to test components in a realis- tic full-scale core engine environment. The purpose of ATEGG was to use a proven existing platform to test out new technologically advanced components developed by industry.2 A leader at the Propulsion Laboratory at the time stated the following: It is a program which can be made successful by a contractor and success can be permitted by the government but success cannot be assured by the government. It is a program where the output thrust or airflow is only in appropriate “class,” it is not an engine and its purpose is to permit testing as cheaply and correctly in as close to engine environment as possible. . . . The contractor must establish that all component work which he does is accomplished to fit in the same airflow unit. This means that all agencies or organizations which pay for component work provide ultimately the hardware of the selected airflow so that the benefits and knowledge obtained from all sources benefit all.2PDF Image | Technology for Jet Engines: A Case Study in Science and Technology Development
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