PROGRESS REPORT NO. 3 AND 4 1/2-MONTH SUMMARY REPORT

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP89B00487R000400740021-8
• Release Decision: RIPPUB
• Original Classification: K
• Document Page Count: 14
• Document Creation Date: December 22, 2016
• Document Release Date: August 13, 2012
• Sequence Number: 21
• Publication Date: May 12, 1959
• Content Type: REPORT

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REGISTER
- -19-2. copy #.....
PROGRESS REPORT NO. 3
and
i 1/2-MONTH SUMMARY REPORT
STAT
by
AIRFRAME MANUFACTURER COORDINATION
The sixth coordination meeting was held on April 9, 1959, and in addition,
several telephone conferences have occurred - during which areas of mutual
interest have been better resolved, as follows:
1. Subsonic Duct
Delivery requirements for full scale subsonic inlet ducts to be
used in engine ground, tests have been modified. Delivery date for
the first duct has been moved back to the last week in August and
the second has been changed to October. This has provided relief
in two areas. The lines of the duct are to be changed and the
later delivery dates will allow the changes to be incorporated.
Also, restricted funding would have prevented us from using a duct
as early as 1 July as originally planned. Simple conical ducts
will be used during early engine tests formerly planned with the
more complex airplane subsonic duct.
3.
2. Supersonic Inlet
Some changes in the inlet development program, affecting us, have
been made. However, we have been able to adjust our program to
accommodate these. The airframe contractor is now scheduling a
1/7 scale inlet model program at Langley in July - which we are
counting on to yield required ramp position and shock position
control information, as well as engine inlet air flow profiles.
Initial parameter information is to be available the first of
August, with final information resulting from more complete analysis
of the data being available on the let of September. Accordingly,
we will eliminate an AEDC test which we had planned to be conducted
jointly in August. An aerodynamic symposium was held at the airframe
contractor's plant on 15 April, to make all available Marquardt
experience accessible for consideration relative to the supersonic
inlet development program.
Fuel System and Controls
A revised engine controls mode, as originally discussed in March
and subsequently analyzed in detail by us, was agreed upon as a
basis for final system design. The change was from pilot lever
control of variable exit position to pilot lever control of exhaust
/-x 74
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Page 2
PROGRESS REPORT NO. 3 and
4 1/2-MONTH SUMMARY REPORT
May 12, 1959
total temperature. This provides some simplifications to the
system and offers more assurance against over-temperaturing of the
engine. It was also agreed that the maximum fuel temperature
requirement would be reduced from 500?F to 450?F - which reduces
the control development problem somewhat and ground tests facility
requirement considerably.
An engine installation drawing incorporating the cut-off plug nozzle
was sent the airframe manufacturer on 1 May. Length is reduced
from 91.23" to 77.68" and engine weight is reduced from 920 lbs to
880 lbs.
5. Inlet Controls
Requirements for arrangement of the inlet controls has been established
as follows:
The ramp system will involve two independent controllers and two
independent actuators. One of the controllers will be on standby,
while the two actuators will be synchronized in the airplane to
operate together except in case of hydraulic failure - in which
case one actuator alone will handle normal operating requirements
at high altitudes. The bypass system will include an independent
controller and actuator for each duct.
Most pilot functions relative to engine control have been
established. We are now working with tentatively agreed upon
lever positions and are initiating discussion of required engine
data readouts for the instrument panel.
6. Engine Deliveries
Initial requirements for engine deliveries have been established by
the airframe contractor and will provide a basis for discussion
during the 7th coordination meeting now scheduled for the 13th and
14th of May.
CUSTOMER COORDINATION
Budget problems discussed in the Second Progress Report have been largely
resolved. Estimates of advance material order requirements to provide against
a steel strike and advanced orders for special test equipment have been revised
downward by $120,000. Also, cancellation of one subsonic duct has allowed
recovery of about $74,000 for the program. In addition, $160,000 extra funding
was received to account for the change in the contracting period from 4 to
4 1/2 months. Some other small savings, due to experience of lower average
pay rate than originally projected, etc., have also resulted since the
March 24th review of program costs. Review of the schedule position of the
items of work indicates that as of the 12th of May, the overall 25-month
schedule could still be held.
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PROGRESS REPORT NO. 3 and
4 1/2-MONTH SUMMARY REPORT
May 12, 1959
Late in March, a list of 61 stock listed machine tools was submitted as a
requirement. for the 25-month development program. Also included were 21
non-stock listed items such as work benches, etc. Since then, we have screened
tool lists at Warner Robbins and Production Equipment Redistribution Group and
have found 26 of the stock listed items. Holds have been requested on all of
these and inspection of them has been started. Two of the tools are required
immediately and separate correspondence has been furnished on these (Reference
(A)). The remaining tools are required on very tight schedule as summarized
in Reference (B). We are preparing a list of special test equipment items
which could be used on this job and we will require permission for hold and
inspection on them. This list should be mailed prior to May 16.
We are now planning on an expenditure total of $2,150,000 to be reached on
approximately July 1. The six additional weeks of low input rate, between
May 15 and July 1, will result in a one month extension to the program.
Flight Readiness Test engines then would be available in 20 months and Opera-
tional Suitability Test engines in 26 months.
ADMINISTRATIVE
The proposal for the 25-month development program has been completed and was
mailed on March 26. The proposal for manufacture of the initial blocks of
engines was not mailed on the 15th of April as planned, but is being withheld
pending establishment of the required engine delivery schedule.
There are now about 219 employees working on this job, with 187 of this number
located in two closed areas (shop and school building). A total of 324+ per-
sonnel security checks have been requested (of this number 28 have been
requested to be deleted due to transfer, etc.). A total of 68 clearances
have been received to date.
Liaison Conducted From March 31 to May 12, 1959
Representation Additional
Date Place to Engine Manufacturer Purpose
3-31-59 AEDC (Tenn.)
Expedite nozzle
4-9-59 Fort Worth 6th coordination
meeting
STAT
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PROGRESS REPORT NO. 3 and
4 1/2-MONTH SUMARY REPORT
May 12, 1959
Table Continued - Liaison Conducted From March 3l to May 12, 1959'
Representation Additional
Date Place to Engine Manufacturer Purpose
4-17-59 Van Nuys
Inlet symposium
Technical review
4-24-59 Van Nuys E. Kiefer Schedules and spending
J. Parangosky rates - reviewed
5-1-59 Van Nuys E. Kiefer Review program controls
J. Parangosky and proposal
rL-c-vvn-c,ractiual meeting
on the bleed air turbine
(vi, L;vui-uJ.natiivn
meeting
COMPONENT TESTS
The Fluidyne Engineering Corporation exit nozzle model test program has been
completed. All models have been run and, following final calibrations scheduled
for the week of May 11th, data will be forwarded to us.
Setup of the exit model balance system at AEDC has been completed and tests
there are scheduled to begin the week of May 11th. It is planned that modifica-
tions of the basic shapes evaluated at Fluidyne will be tested to develop the
shape yielding optimum performance.
Combustion development has been concentrated on improving efficiencies with the
current burner design at the trajectory condition of ramjet takeover (M a 2,
36,000 feet). Duct segment tests have shown low efficiencies at this condition,
using RJ-l, with specification efficiency being obtained at Mach numbers of 2.4
and higher. Systematic tests with various fuel blends indicate that specifica-
tion performance at this condition can be achieved with the following fuels:
80 octane gasoline, JP-4, blend containing 18% gasoline and 82% RJ-1, blend
containing 10% gasoline and 90% RJ-1.
STAT
STAT
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PROGRESS REPORT NO. 3 and
4 1/2-MONTH SUMMARY REPORT
May 12, 1959
The airframe manufacturer may be able to tolerate the small amount of blended
fuel that would be required for acceleration up to M = 2.4. If not, injection
modifications providing preheating of the fuel are indicated.
Approximately six weeks of segmental duct testing have been accomplished during
the program.
Further tests are being conducted with the 30-inch engine. Small changes in-
dicated by-segmental duct testing have been incorporated and the affects of
blends, including more volatile fuels, are being checked. Initial flight
simulation ignition tests show the engine will light three times out of three
with three spark plugs and three times out of six with one spark plug.
MOCK-UP
Drawing release for the mock-up is 100% complete and it is estimated that 55%
of its manufacture has been completed. It is basically an external lines
mock-up made from aluminum and metal and its main purpose is to provide the
airframe manufacturer a basis for visualizing any installation problems. The
exit nozzle is a fixed plug simulating the cruise position. Fuel, air, electri-
cal, and control rod connections will incorporate actual hardware where its
final design is now known. Internal engine details will not be incorporated
in the mock-up at this time. Delivery date to the airframe contractor is
June 15.
FIRST ENGINE STRUCTURE
Design of the first engine is approximately 90% complete. A planned drawing
release schedule as compared with the actual is shown in Figure 1.
The large departure in the actual curve during April is due to a complete
change in the exit nozzle configuration from the convergent-divergent plug
to the cut-off plug design.
Approximately 20% of the manufacturing of the first engine has been completed.
Rene' 41 and all other sheet metal required has been received and fabrication
of parts has been initiated. The following parts are in noticeable stages of
completion:
Nose cone
Diffuser skins
Longeron frames
Structural ring - forward innerbody
Innerbody sheet metal rings
Clips, brackets, angles (approx. 20 items)
Longeron attach angles
Longeron skins
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Page 6
PROGRESS REPORT NO. 3 and
4 1/2-MONTH SUMMARY REPORT
May 12, 1959
We encountered problems in attempting to heat treat our first 40-inch dia.
Rene' 41 test ring. It was made by rolling up a bar and flash welding it to
form a ring. Machining to proper section was accomplished as anticipated.
However, the ring warped during the heat treating process. We are now in-
vestigating the cause of warpage. The material vendor has indicated that
the bar stock may not have been supplied per specification, which would have
affected its heat treatability. Also, the hold-down fixture we designed
might have been at fault. We are currently conducting liaison with Ryan
Aeronautical Company relative to their recent experience in manufacture of
Rene' 41 afterburner parts.
FUEL SYSTEMS AND CONTROLS
Design of the fuel and control system is approximately 51% complete. A plot
of planned accomplishment vs actual is shown in Figure 2. Drawing status of
the engine contained equipment is shown in Figure 3, which is a reduction of
the assembly drawing in its current status of completion.
Expedited casting procurement will require elimination of the competitive bid
system normally used. Accordingly, we have considered the three casting vendors
who have been used in the Bomarc engine program and have selected Hills-McCanna
of Chicago, Illinois, as the one most suitable for our job. We plan to have a
Hills-McCanna representative start working with us on the designs, beginning
May 18, in order to incorporate detailed foundry "know how" in the initial
layouts. It is hoped that this procedure will eliminate casting design modifi-
cation that has resulted in some delay in other programs.
The first breadboard package, consisting of a modified Bomarc control unit
together with a simulated engine centerbody and duct, have been completely
designed and are now under construction. Fabrication will be approximately
35% complete on May 15, with tests scheduled to begin on May 25. These tests
will furnish heat transfer information required for some of the design con-
siderations of the final package system.
Block diagrams for the engine control, ramp control, and bypass control systems,
are shown in Figures 4, 5, and 6.
The following initial analyses of the fuel and control system have been com-
pleted:
1. Sensitivity of all controllable engine parameters (and induction
system characteristics) was determined to verify the choice of
controlled variables.
2. Fuel control system tolerances have been estimated for the most im-
portant operating conditions. In terms of fuel-air ratio, they are
as follows:
At ramjet takeover F/A tolerance is ?5%
At the end of the acceleration period F/A tolerance is -6%
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Page 7
PROGRESS REPORT NO. 3 and
4 1/2-MONTH SUMMARY REPORT
May 12, 1959
Pilot lever adjustment can reduce these errors to values approaching
zero, depending on accuracy of read-out instrumentation. During
cruise, the control scheme selected results in pilot lever control
of fuel-air ratio as required to maintain the proper flight path.
Analysis has been completed for matching fuel pressure requirements
for all elements of the system, beginning with the fuel injectors -
working upstream through the flow regulating elements, fuel pump,
and back to supply pressure. Careful consideration in this matching
has resulted in an inherently extremely reliable fuel injector
system without requirement for unduly high pump output pressure.
3?
Aerodynamic data on supersonic inlets for integral engine installations, as
obtained by NASA and others, has been investigated and correlated to determine
existance of suitable parameters which should be available in the specific
inlet being designed by the airframe manufacturer. It has been determined
that a fairly simple signal - such as the ratio of diffuser outlet pressure
over diffuser inlet pressure - may serve as a shock position parameter.
SUMMARY OF WORK ACCOMPLISHED RELATIVE TO THE CONTRACT WORK STATEMENT
A summary of work completed in accordance with Paragraph A of Exhibit A, as
ammended per Ammendment #l, dtd February 24, 1959, is shown in the following
table :
Contract Work Statement Work Accomplished
a. Perform initial performance anal- a. Initial performance analysis
ysis. has been accomplished which
has resulted in a tentative
engine and control system
specification.
b. Prepare a tentative engine and b. A preliminary engine and control
control system specification. system specification was furnished
the airframe contractor on Feb. 11,
1959 - per Reference (c). This
specification has been modified
and improved to include all sub-
sequent agreements and was
reissued on May 12, 1959.
Upon availability of the high
pressure station of the gas
dynamics facilities, AFDC;
perform continuous model scale
aerodynamics testing of the
variable exit nozzle.
c. AEDC nozzle test facility became
available to us for model installa-
tion on April 20. Installation
proceeded, with testing scheduled
to start on May 15. Completion of
this initial series of tests is now
- continued -
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FRREGISST'ER #
CLti 1 #-----I----
Contract Work Statement
d. Perform approximately three
standard weeks of large scale
component combustion testing in
Cell #3 of the Air Force Marquardt
Jet Laboratory.
e. Initiate flight type engine design
and construction. It is antici-
pated that approximately 80% of
the design of the first flight
type engine will be completed.
f. Initiate design and construction of
the fuel and control system. It is
contemplated that approximately 30%
of the design and construction of
the first breadboard fuel and
control system will be completed
during the period.
g. Initiate construction of the
engine mock-up. It is contem-
plated that approximately 50% of
the mock-up will be completed
during the period.
h. Place on order long lead time
equipment and material items and
take such other actions as may be
necessary to support the antici-
pated continuation of the program
beyond the initial 1 1/2-month
period.
Page ti
PROGRESS REPORT NO. 3 and
4 1/2-MONTH SUMMARY REPORT
May 12, 1959
Work Accomplished
predicted for approximately
June 12, 1959. Due to late avail-
ability of AEDC, nozzle tests were
also run at Fluidyne.
d. Approximately 3.8 standard weeks
of large scale combustion testing,
using the 30-inch dia. test engine,
will have been completed in Cell #3
of the Air Force Marquardt Jet
Laboratory as of May 14, 1959.
e. 90% of the design of the first
flight engine has been completed
and approximately 20% of the
fabrication has also been
accomplished.
f. Design of the flight type fuel and
control system has been initiated
and has reached the 51% completion
point. In addition, 100% of the
design of the first breadboard
system has been completed and
approximately 35% of the con-
struction has also been accomplished.
g. 100% of the design of the mock-up
has been accomplished, along with
approximately 55% of the construction.
Long lead time equipment such as
machine tools, basic test facili-
ties, and specialized testing
equipment has been requested. In
addition, material and tooling for
the second and third engines has
been placed on order along with
certain long lead time special
test equipment items.
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