NASA CR-135395­

DIAGNOSTICS- N--8-271 2

(AS A-CR-135 3 95). JT9D ENGINE MEASURING

STUDY OF
TASK 21 FEASIBILITY Commercial
IN-SERVICE FLIGHT EOADS (Boeing
Airplahe Co., Seattle). 68 p Hc A04/MTCF
CSCLA2121E a3/O7 UncaS

25152

JT9D Engine Diagnostics: Task II-

Feasibility Study of Measuring In-service
Flight Loads

P.G.Kafka, M.A. Skibo, J.L.White

Boeing Commercial Airplane Company

Seattle, Washington

National Aeronautics and Space Administration

Washington, D.C.20546
Under Contract NAS 3-20632-1

cu w

NJASA
National Aeronautics and
ji

Space Administration
Lewis Research Center

1977

 I Reuel N 2- Gioermlen, Accession No 3 i ltn Ctd~loq No

R ....

NASA CR 135395
1 lia' idlul Sillutl 5 Report Dah

JT9D ENGINE DIAGNOSTICS: TASK Il-FEASIBILITY STUDY October 15, 1977

OF MEASURING IN-SERVICE FLIGHT LOADS 6 P,,,ftmiil Oa.i,,, Cod.
I Author(*) 8 Prieo...gnq Oiuqan auon .rpIrt
N..

P.G. Kafka, M. A. Skibo, J. L. White D6-44664

10 Wok LJn. No
O mOrqan. 'ahon Name and Addif, sS
Pcfmlog

Boeing Comnmercial Airplane Company 1 Co..t,,, o,, .,nt No

Seattle, Washington NAS 3-20632-1
13 1.x Aof ro Perl.. I. ,I
12 Sponsoring Aqenu.
v Name and Address Contractor Report
National Aeronautics and Space Administration 14 S,oonso,,,qAgency o(,d,.

Washington. D.C. 20546

I!, Sopplem'ntary Notes

Project Manager, Joseph A. Ziemianski, Engine Component Improvement Project Office

NASA Lewis Research Center, Cleveland, Ohio
16 Astract

The feasibility of measuring JT9D propulsion system flight inertia loads on a 747 airplane is
studied. Flight loads background is discussed including the current status of 747/JT9D loads
knowledge. An instrumentation and test plan is formulated for an airline-owned in-service
airplane and the Boeing-owned RAOOI test airplane. Technical and cost comparisons are made
between these two options. An overall technical feasibility evaluation is made and a cost
summary presented. Conclusions and recommendations are presented in regard to using existing
inertia loads data versus conducting a flight test to measure inertia loads.

17 Key Words (Suggested by Author(sI ) 18 Distribution Statement

Jet Engines Component Improvement

JT9D Efficiency Performance Deterioration Unclassified-unlimited
Fuel Efficiency
Engine Diagnostics
19 Security Classif (of this report) 20. Security classif of this page) 21 No of Pages 22 Price'
Unclassified Unclassified 61
-For sale by the National Technical information Service. Springfield, Virginia 22151
 CONTENTS

Page

1.0 SUMMARY ............ ............................ 1

2.0 INTRODUCTION ............ ......................... 2

3.0 STUDY OBJE(TIVES ............ ........................ 3

4.0 FLIGHT LOADS BACKGROUND ......... ................... 4

4.1 Classification ol'Flight Loads.......... ................... 4

4.2 Sources of JTQl) Loads Data ......... ................... 4

4.2.1 Wind Tunnel Tests .......... .................... 4

4.2.2 Flight Pressure Tests.......... .................... 5

4.2.3 Flight Flutter Tests ........ ...................... 5

4.2.4 Flight Loads Surveys ....... ..................... 5

4.2.5 Theoretical Methods ....... ..................... 5

4.3 Status of JTQD Loads Knowledge ........ ................. 6

4.3.1 Aerodynamic Loads ......... ................... 6

4.3.2 Inertia Loads ........... ...................... 6

5.0 PROPOSED FLIGHT TEST ........ ........................ 1!

5.1 Transducer Selection .............................. 1I

5.1.1 Powerplant Primary Transducers ..... ................. 11

5.1.2 Powerplant Redundant Transducers .... ............. ... 13

5.1.3 Airplane Basic Instrumentation ..... ............... ... 13

5.2 Test Vehicle Options ........................ 23

5.2.1 In-service Airplane ........ ............. ...... .. 23

5.2.2 RA001 Airplane ........ ..................... ... 23

5.2.3 Data Reduction .................... 28

5.2.4 Test Vehicle Comparison ....... .................. ... 28

6.0 TECHNICAL EVALUATION OF FEASIBILITY ... ............. . 33

o.1 Experience .......... .......................... . 33

6.2 Accuracy ........... ........................... ... 33

6.3 Reliability of Measuring System ......... .................. 34

6.4 Completeness of Flight Test Data ................. . ...... . 34

6.4.1 Sufficiency of Rigid Body Inertias ..... .............. ... 35

6.4.2 Sufficiency of Other Flight Induced Loads Data .. ........ .. 35

6.4.3 Adequacy of Flight Test Hours ..... ............... ... 35

6.5 Use of and Requirement for Flight Test Data .... ............. ... 36

6.5.1 Use of Flight Test Data ....... .................. ... 36

6.5.2 Requirement for Flight Test Data ..... .............. ... 39

7.0 COST SUMMARY .......... ......................... ... 42

iii

 Page
8.0 CONCLUSIONS .... ............................... . . 43

9.0 RECOMMENDATIONS ......... ........................ ... 44

I0;0 REFERENCES .... ................... . ............. 45

APPENDIX A CALCULATION-OF CG ACCELERATIONS FROM MEASURED DATA 46

APPENDIX B INSTRUMENTATION LIST ...... ................. ... 49

APPENDIX C FLIGHT TEST PLAN ....... .................... ... 58

APPENDIX D SCHEDULE ......... ....................... ... 61

iv
 FIGURES

No.

Page

1 Acceptance Flight Test Profile .......... .................... 8

2 Fixed Lip Inlet-Fan Cowl Loads NAC STA 100 ...... ............ 9

3 Blow-In-Door Inlet-Phase Angles ...... .................. .. 10

4 Low Temperature Accelerometer ...... .................. . .. 12

5 JT9I, Engine Case Temperature ....... ................ . . . 14

6 Powerplant Accelerometer Locations ...... ................ .. 15

7 Angular Velocity Transducer ........ .................... ... 17

8 High Temperature Accelerometer ....... ................... ... 18

9 Kistler Low Temperature Accelerometer ...... ................ ... 19

10 In-Service On-Board PCM Data System ..... ................ ... 23

11 Typical 747 In-Service Flight Schedule ...... ................ .. 24

12 RAOO1 On-Board Data System ....... ................... ... 25

13 RAOO 1 Airborne Data Acquisition and Monitor System (ADAMS) ........ ... 26

14 RAOO1 Flight Test Profile ........ ..................... ... 29

15 Data Reduction Ground Facility . ... .... .................. ... 30

16 Post Flight Data Flow ........ ....................... .... 31

17 Use of Flight Dath ......... ........................ ... 37

18 JT9D-7 Clearance Changes ....... ..................... .... 38

19 Influence of Different Loads on Clearance-NASTRAN Analysis .......... 40

v
 TABLES

No. Page

1 Powerplant Instrumentation-Primary ...... ................... ... 16

2 Powerplant Instrumentation-Redundant ...... ................. .20

3 Airplane Basic Instrumentation ......... ..................... 22

4 RAOO 1 Engine Performance Parameters ........ .................. 27

5 RAOO 1Derivable Engine Parameters ........ ................... 27

vi
llz
-770
 1.0 SUMMARY

This is a report on the feasibility and desirability of measuring in-service flight inertia
loads on the 747/JT9D propulsion system. Feasibility is based on technical and economic
considerations while desirability is based on the requirement for such data in under­
standing short-term deterioration of the JT9D engine.

The development of a flight test and instrumentation plan is also included as an

objective if this study. Optional measurement of performance data is included. Two test
vehicle options are considered in this study: an airline-owned, in-service airplane and the
Boeing owned RA0O test airplane.

The propulsion-related flight loads background is discussed and an evaluation of the

status of propulsion system loads, aerodynamic and inertia, is given. A flight test and
instrumentation plan is-described and a comparison of the two test vehicle options is given.
Finally a technical evaluation of feasibility and a cost summary for five different options
of test vehicle and measured parameters is provided.

It is concluded that the flight test is considered feasible for both the airline-owned in-service
and the Boeing-owned RA001 test airplanes, but the Boeing RA001 airplane has decided
technical and economic advantages. Current knowledge of nacelle aerodynamic loads are
concluded to be adequate for JT9D Diagnostics Studies. The existence of a large amount of
test data on inertia loads has been revealed. Its adequacy for the JT9D Diagnostics Study
is unknown and may hinge on the relative importance of nacelle aerodynamic and inertia
loads on deterioration.

It is recommended that the flight test be postponed until more knowledge of the impact of
aero and inertia loads in determined in other activities of the Engine Diagnostics Contract. In
conjunction with these activities, an in-depth review of existing inertia loads test data is
recommended. Subsequently, if inertia loads are determined to be a large contributor to
deterioration and if sufficient existing inertia loads data do not exist, then the flight test
should proceed.

A derivation of C.G. acceleration from measured data is givenin Appendix A. Appendix B

and C is an instrumentation list and a detailed flight plan respectively for the RA0O 1 airplane.
Appendix D gives the flight test program schedule.
 2.0 INTRODUCTION

The Boeing Commercial Airplane Company, under subcontract to Pratt & Whitney, has
conducted a feasibility study of measuring propulsion system flight inertia loads during a
typical revenue service flight of the JT9D Propulsion System on a 747 airplane. This is a
report of the feasibility study.

This effort is part of Task II of the JT9D Engine Diagnostic Contract. The purpose of
Task II is to obtain in-service performance deterioration data.

The reasons for measuring in-service flight loads are:

1. To improve knowledge of propulsion system operating flight loads.
2. To provide data to correlate with engine thermodynamic parameters to determine what
events in the flight spectrum contribute to TSFC deterioration.
3. To provide quantitative data for ground test, and analytical studies corroborated by engine
teardown inspection results to determine the causes and location in the engine of

TSFC deterioration.

4. To provide design data for new propulsion system designs related to the NASA Energy
Efficient Engine Program.

The study was limited to inertia type loads, under an assumption that this will be the most
cost effective measure of the propulsion system loads. Also, knowledge of aerodynamic
loads on the nacelle is tentatively considered to be satisfactory for the purpose of studying
TSFC deterioration. Considerable more expense would be required to measure nacelle aero­
dynamic loads. This could be proposed at some later time if required. Measurement of the
temperatures and strains on the engine cases were also considered desirable but is outside
the economic scope of this study.

Boeing's role in Task II, "In-Service Performance Deterioration," consists of two tasks:

1. Feasibility Study of measuring In-Service Propulsion System Flight Loads.

2. Engine/Airplane Monitoring Requirements and Plans, referred to hereafter as "Feasibility
Study" and "Test Plan" respectively.

The Feasibility Study will determine the requirements and means for acquiring propulsion
system loads and optionally the measurement of engine performance data. The Test Plan
will provide the design of a flightworthy instrumentation package, installation, and test plan.
Two airplane options are considered: 1) an airline-owned in-service airplane, and 2) a Boeing­
owned test airplane RAOO1. This is a six-month duration study, requiring 1200 engineering
manhours, four months for feasibility and two months for the test plan.

2
 3.0 STUDY OBJECTIVES

The objectives of this program are to determine the feasibility and desirability of measuring
in-service flight inertia loads for a typical in-service revenue flight. Feasibility relates to the
technical and economic requirements while desirability relates to the need of collecting the
data. The need depends on the relative impact of inertia loads on deterioration and on the
amount of already existing test data that might be applicable to diagnostics.

Specifically, feasibility will be based on the following criteria:

1. Accuracy of the data collection system.

2. Reliability of the data collection system.
3. Completeness of the data measured.
4. Use of and requirement for flight test data.
5. Cost of acquiring the data.

Desirability criteria will be based on:

1. The relative impact of inertia loads on deterioration.

2. The completeness and quality of existing flight inertia loads data acquired from previous
flight test programs.

3
 4.0 FLIGHT LOADS BACKGROUND
4.1 CLASSIFICATION OF FLIGHT LOADS

Flight loads on the propulsion system can be divided in two categories, engine loads and air­
plane loads.

1. Engine loads are loads that are independent of the,airplane flight environment.
-Engine loands include:

* Internal engine pressures.

* Thermal loads due to temperature differentials.
* Thrust loads, both forward and reverse.
* Centrifugal loads.

2. Airplane loads are loads imposed on the propulsion system by the airplane flight environ­
ment.

Airplane loads include:

* Aerodynamic pressures, both steady state and transient due to gust and maneuvers.
* Inertia forces due to gust, maneuvers, landing impact and runway roughness.

It should be noted that the nacelle is affected directly and indirectly by unsteady aero­
dynamic loads. Thus, a vertical gust will suddenly change the aerodynamic load
distribution on the nacelle, setting up nacelle vibrations with respect to the wing, and will
also induce wing oscillations that impose additional inertia forces on the nacelle.

4.2 SOURCES OF JT9D LOADS DATA

As a result of the Task IIIA efforts related to airplane flight loads, considerable data were
determind to exist which had not been previously examined in relation to engine deteriora­
tion. These data consisted of wind, tunnel tests, flight pressure tests, flight flutter tests, and
flight loads surveys. In addition, theoretical analysis programs were reviewed for their
potential for generating nacelle pressure and inertia data. The Task IIIA scope permitted
only the investigation of nacelle pressure data, which have been thoroughly analyzed and
introduced into the Task IIIA analytical efforts. The existing nacelle inertia loads data are
extensive, and are derived from approximately 160 flight flutter tests and 14 flight loads
survey tests and 14 flight loads survey tests. Their applicability to engine diagnostics is yet to
be determined. Each of the loads data sources are now briefly reviewed.

4.2.1 WIND TUNNEL TESTS

Twelve wind tunnel tests were investigated, seven for force data and five for pressure
data. None of these tests provided the combination of correct geometry, mass flow,
mach number, angle of attack, and flap deflection that would be needed for direct use
of the results. Consequently, these data were used mainly to countercheck flight test
data and complement deficiencies in the latter.
4.2.2 FLIGHT PRESSURE TESTS

Nine flight pressure tests were run on the JT9D-7 engine, four with the blow-in-door
(BID) inlet and five with the fixed lip inlet. Pressure distributions on cowls and inlets
were measured over a wide range of flight conditions by means of pressure taps (up to
200 on the nacelle and strut).

This was the main source of pressure data to introduce into the NASTRAN model. In
fact, whenever it was not possible to match exactly the desired combination of Mach
number and lift coefficient, loads were inferred from the closest available flight test
conditions.

Unfortunately the most heavily instrumented flight tests were run with the BID con­
figuration and no pressure taps inside the inlet, while the fixed lip configuration had
taps at only two circumferential stations.

4.2.3 FLIGHT FLUTTER TESTS

Flight flutter test programs were run in which vertical and lateral accelerations were measured
at the inlet lip. Only limited information on inertia loads may be obtainable from these tests
since it may not be possible to deduce the nacelle's C.G. acceleration and pitch and yaw
rates. Furthermore, turbulence conditions were intentionally avoided in these tests, so that
the nacelle accelerations may not be typical of in-service experience.

4.2.4 FLIGHT LOADS SURVEY

Two types of flight loads surveys were run, one for maneuver loads and one for gust loads.
Again, the instrumentation may not be sufficient for a complete description of nacelle inertia
loads.

4.2.5 THEORETICAL METHODS

The theoretical methods described here are of relatively recent origin and were-not practical
for use during 747/JT9D development. Thus none of these methods have been applied to the
JT9D nacelle, but it is deemed appropriate to discuss them for completeness.

There are three principals applications of the theoretical methods as follows:

Three-Dimensional Subsonic Flow

For three-dimensional subsonic flow the Rubbert-Saaris (ref.1) sources and vortex singulari­
ties method has been used very successfully on other configurations. This method provides
exact solutions of the compressible flow equation without any linearization of the boundary
conditions. Compressibility effects are accounted for approximately by the Gothert rule.
Very detailed pressure distributions on nacelles, pylons, and inside the inlets have been
calculated (using as many as 1800 singularities) and found in excellent agreement with ex­
perimental values.

5
 Transonic Potential Flow

For transonic flow a mthod has been developed which solves the potential flow equations by
finite differences. Good results have been obtained for axisymmetric inlets at incidence.

Unsteady Flow

Unsteady pressure distributions can be predicted by a doublet lattice method, provided the
configuration is sufficiently slender to allow linearization of the boundary conditions.

4.3 STATUS OF JT9D LOADS KNOWLEDGE

The status of JT9D loads is discussed in the context of Task IIIA efforts which have been
carried out to date. In that effort, flight loads were evaluated at 14 points of a typical accep­
tance flight test mission profile for production 747's. (figure 1). Gust intensities and
maneuver load factors were taken from the BCAC Fatigue Manual. (See ref.2)

4.3.1 AERODYNAMIC LOADS

In the Task IIIA effort, aerodynamic loads were obtained by running an aeroelastic solution
for the Mach number, altitude, gust intensity and maneuver load factor pertaining to each
analysis point of the mission profile. The airplane centerline so obtained, as well as the Mach
number, were matched as closely as possible with an actual flight test condition to obtain
aerodynamic pressure distributions on inlet and core cowl.

A total of 12 axially-positioned pressure taps were installed. Since only two circumferential
stations (150 and 1800) were instrumented on the fixed lip inlet, the intermediate pressures
were calulated by fitting a distribution law of the type, p(O) A + B COS (e+Y), to the
experimental data at each axial pressure station.

The phase angle 0, which remains indeterminate, was choosen equal to 300 on the basis of a
large number of test correlations. This is illustrated in figure 2 which shows that the phase
angle is somewhere between 150 and 350, and in figure 3 which shows that calculated ratios
of vertical load to side load agree best with wind tunnel tests when a 300 angle to outboard
is selected (black symbols). Aerodynamic forces on the core cowl turned out to be small
compared with inlet forces.

In summary, it is felt that an adequate representation has been obtained of the effects of
steady state aerodynamic loads as well as the statically equivalent effect at sharp edge gusts.

4.3.2 INERTIA LOADS

In the Task IIIA efforts vertical inertia load factors at the airplane C.G. were obtained from
am aeroelastic solution and multiplied by a dynamic magnification factor to obtain nacelle
loads. The result is almost certainly conservative because in the aeroelastic solution, gusts and
maneuver loads were assumed to occur simltaneously, which is not usually the case.

6
Lateral inertia load factors on the nacelles were obtained from a fatigue analysis. These
inertia load factors are more likely to represent peak envelope loads than actual operating
loads. The uncertainties arise from the lack of knowledge of the true dynamic response of
the airplane nacelle structural assembly.

Landing impact factors were obtained from flight test data and are considered adequate.

In summary, the transient motion of the nacelle is coupled to the motion of the airframe
and cannot be treated as an isolated system for dynamic purposes. A large number of nacelle.
lineal acceleration measurements are known to exist. Whether these can be made applicable o
the engine diagnostic study is unknowi at this time. Nacelle pitch and yaw rate measurements
apparently do not exist. Design values have been estimated in the past by extrapolation
from airplane C.G. measurements.

7
00

High mach cruise Low Mach cruise

104 105

Maximum mach

108

0 - ~ 1111
Altitude 109 110 1.3 vs 300 Flap

r is 1 5
Time - minutes Touchdown TR
1
T.O. roll
(100)

Flight Test Profile

Figure 1.- Acceptance
 18

16 - '

14

12

I 10 ,,

A2.
0
-> 8

:t 0

6 - phase angle as used in calculations

6 -6 0 0 -750 6
F
* 0 0
0 50
* 0 200
A 300

2
D>up200Flps
F.T. data
6
F F.T. data
extrapolated
extrapolated to 2.Og e 800 kip
to ow= 2 x 106 . G.W.

I I I

0 -2 -4 -6 -8 -10 -12 -14

Limit side load - kips

Figure 2.- Fixed Lip Inlet - Fan Cowl Loads NAC STA 100

9
 Wind-up Turns

40

30 - C] QfV 0 0 CP:O

200

10 - 0

Phaseangle,6- I I I I I I I I
degrees 2 4 6 8 10 12 14 16 18 20
-10 - FN (+Up)C
-10

-20 +
(D FS (+outboard)

Engine No. 2 nacelle coord. system

-30

Figure 3.- Blow-In-Door Inlet - Phase Angles

 5.0 PROPOSED FLIGHT TEST

This part of the study is to determine the requirements and means for acquiring propulsion
system flight inertia loads data on one inboard and one outboard 747/JT9D propulsion
system. The study also will determine separately the means for acquiring-engine performance
data simultaneously with the propulsion system loads and to define the instrumentation
and data recording requirements.

Originally the flight test was intended to monitor the loads simultaneously with per­
formance data of a new engine during flight acceptance testing and initial in-service flights,
thus providing correlation of deterioration with events in flight. This plan was essentially
precluded by the PICS program which, during initial flights, monitored performance data
of new engines which were then removed for teardown inspection. The primary need now is
to determine the magnitude of acceleration and angular velocities of the propulsion system
during initial flights. The option of measuring engine performance data in addition to loads
is still included, as well as the option of an in-service airplane or the Boeing 747 test airplane
RA001.

Generally, the placement and operation of load measuring devices (accelerometers) on

airplane structure is a straight-forward procedure. The peculiar requirements that
necessitate this feasibility study is the revenue flight environment, the length of recording
time, the type and number of required measurements, in a severe operating environment,
and the frequency range. All of these call for more stringent instrumentation requirements
than usual, particularly with respect to reliability.

This section will describe the instrumentation selection, the two test vehicle options, data
reduction, as well as a comparison of technical requirements, costs, and schedules, for the
two options.

5.1 TRANSDUCER SELECTION

The estimated requirement for measurement accuracy in the range of 1 to 2% of full scale
dictated the use of highly accurate linear accelerometers on the powerplant. To obtain
angular as well as linear accelerations at the powerplant center-of-gravity, a system of
equations based on rigid body motion was derived. This derivation is presented in
Appendix A. The installation locations were then determined based on these equations and
other requirements such as operating environment, accessibility, and structural rigidity.

5.1.1 POWERPLANT PRIMARY TRANSDUCERS

Most flight test experience with accelerometers designed for D. C. to low frequency response
in the past 10 years has been with servo-type accelerometers in temperature environments
not exceeding 185' F. A new, highly accurate servo accelerometer, the Sunstrand Mini-pal
Model 2180, (figure 4) is now available in rangesto ± 150 g's for operation in environments
up to 160' F. It was decided that this instrument would be the primary sensor if a low
temperature location could be found for installation.

11
 Sundstrand Data Control, Inc.
Low Temperature Mini-pal Servo Accelerometer
Model 2180

Top view [ 1425 (36 195) Numbers inparenthesest ) are rmlhmelers.

5%Die
(12 70)a)
65± O20Lp (11811±508
620± 020CM (15 748± 508
1
(254)
eJ

828± 020k (21031- 508 1 out t~he sea) -2e~f~t~

-- ~the
L M centerof spin - 6Signal Sp r
slltest (I Spare
4,.
-
Cm ~~of x pendum
is the
Selsm,c
mss-Seismic
a
ofsesm
centereic elem'ent
90cntrn
Lp is the center orangular )
acceleration insensitivity 3
-5 3D
Axis alignment tool holes - 15 VDC
Direction of acceleration 4
for positive output Pendulum relerence axis

Specifications
Range full scale ... ...... ±lg to t . 50 g max
Sensitivity, voltage (VG) . . 5V/g to 0.03 V/g
Output voltage linear
range ... ......... . 5V max
Sensitivity current (1g) . . '0.3 ± 1%mA/g
Source impedance... ...... RL=Vg/lg
Supply voltage.... ....... ±1 5VDC ±. 10%, 350 mW max
Natural frequency ..... ... 150Hz min
Damping .. ........ . 0.3 to 1.0
Linearity ............. <0.05% of full range or 0.005 g whichever isgreater
Hysteresis and repeatdbility . . . <0.02% of full range or 0.005 g whichever is greater
Threshold ... ......... .005% of full range maximum
Output at zero G... ...... Oo.010 g maximum
Scale factor temperature
coefficient .. ....... .±0.02%/OC maximum
Temperature zero shift . . . . ± 0.00005g/C maximum
Axis alignment error ....... 0.005g/g maximum
Case alignment error ........ .750 maximum
Vibration rectification .
coefficient (sine) ....... 0.00010g / g2
Vibration limit 20 to
2000hz ..... ........ 16g RMS
Acceleration limit . ..... .. 250g
Shock limit (5 ms pulse) . . . 200 g peak
Temperature, operating. ... -550 C to +710 C
Temperature, storage ... -60 C to +1000 C
H. ,idity ........ Sealed Case

Current-self test

(pins I and 6) ........ . 3.33 £ 0.3g/mA

Weight ... ......... .. 20 grams

Figure 4.- Low Temperature Accelerometer

12
Pratt and Whitney engine case temperature data (figure 5) was then reviewed to determine
instrumentation locations that were below 1600 F. To be conservative, the worst case of
120' F takeoff at sea level with 8th stage bleed was selected, during which the only area
cooler than 1600 F is forward of Nacelle Station 100, the "A" flange defined in figure 5.
To solve the equations for all e.g. acceleration components, at least six accelerometers had
to be installed in this area.

Figure 6 shows the selected locations for primary instrumentation which are identified
in table -1.These include a vertical and lateral accelerometer on the Hi-lite at NS 40 and
two vertical, one lateral and one longitudinal accelerometers, on the "A" flange at NS 100.
All of these accelerometers will be ± 50 g models to preclude loss of data due to high g
levels at frequencies out of the range of interest. Additionally, these unwanted frequencies
(above 20 Hz) will be removed from the transducer output before digitization through the
use of 4-pole Butterworth low-pass filters. To measure engine angular rates in pitch and yaw,
a Northrup 3-axis D.C. gyro (figure 7) will be installed at the 3 o'clock position (looking aft)
of NS 100. This gyro has' been used extensively on flight test programs in the past seven to
eight years and is highly reliable.

5.1.2 POWERPLANT REDUNDANT ACCELEROMETERS

To support the primary instrumentation a total of eleven additional accelerations will be

used. These are located in the higher temperature areas of the engine (figure 6) at two
locations - the diaphragm at NS 152 and the "P"flange at the aft end of the low pressure
turbine, NS 254. These locations will employ a yet-to-be-proven accelerometer, the KAMAN
1901 (figure 8). This transducer uses an eddy current technique to give very high accuracy
with low hysteresis in environments up to 10500 F. The transducer will, of course, be sub­
jected to a thorough check-out at the BCAC Flight Test Instrumentation Technology Lab­
oratory prior to inclusion on any test flight. Other redundant powerplant instrumentation
includes a vertical and lateral accelerometer at the front mount, NS 125, and vertical
accelerometers at the attachment point of the pylon to the wing at the front and rear spar.
These installations will employ the KISTLER, Model 303TF20, (figure 9) a low temperature
servo accelerometer already exisiting and proven in flight test. Table 2 describes the redun­
dant accelerometers.

A Complete tablulation of all powerplant transducers and their specifications is included as

Appendex B.

5.1.3 AIRPLANE BASIC INSTRMENTATION

To.obtain airplane airspeed, altitude, and Mach number the co-pilots' total and static pressure
will be recorded along with airplane total temperature. The six components of acceleration
at the airplane c.g.-will also be recorded. Other engine parameters to be instrumented include
low pressure rotor RPM (NI) and engine pressure ratio (PT7/PT1) on both instrumented
engines. The airplane basic measured parameters are listed in table 3 and are further
identified with all other transducers in Appendix B.

13
 -- Engine C L

'
-rrr-rpcr
k Diffuser strut
5nrnn
rI T1 ru~ Burner ''./ '~
-rmJ , CST Engine -. Shed II Egv..,

1'400 11_ case -L

r-n--o~­ ...

r1
I

1200 Fan 00 wall

1000 .

Case 800 - "P" flange

temperature,
0OF

600 "

Diaphragm

400 0.45 M, sea level, 1200 FTAMB take-off

Hi lite - Fan O D wall normal 8th stage bleed only

200

"A" flange

40 100 150 200 250

Nacelle station, inches

Figure 5.- JT9D Engine Case Temperature

 Front mount
Hi-lite 'A' flange NS 152
NS]40 NS 100

- N'P' flange
NS 254

Diaphragm

NS15
5
1

Figure 6.- Powerplan t A ccelerometer Locations

 Table 1.- Powerplant Instrumentation-Primary

Engine I and 2 Instrumentation

Code Description Units Min Max Accuracy XDCR Maximum
type, operating temp.
1 Vertical acceleration ­ NS40 g -4 6 0.1 Mini-pal 1500 F
-6 o'clock

2 Lateral acceleration ­ NS40 g -2 2 0.04 Mini-pal 1500 F

-3 o'clock

3 Lateral acceleration - NSIOO g -2 2 0.04 Mini-pal 1500 F

-6 o'clock

4 Longitudinal acceleration - NSI0D g -2 2 0.04 Mini-pal 1500 F

-6 o'clock

5 Vertical acceleration - NS100 g -4 6 0.1 Mini-pal 1500 F

-9 o'clock

6 Vertical acceleration - NSI00 g -4 6 0.1 Mini-pal 1500 F

-3 o'clock

7 Yaw rate - NS100 deg/sec -10 10 0.2 Northrup 1500 F

3-axis

8 Pitch rate- NSIO0 deg/sec -15 15 0.3 Northrup 1500 F

-3 o'clock 3-axis
 Northrup ORIGINAL PAGE IS
Angular Rate Gyro OF POOR QUALITY
3 Axis DC/DC

Specifications

Range Pitch .. ..... ± 15 deg/sec

Roll ..... ... ±60 deg/sec
Yaw ....... . +.±10deg/sec
Linearity ....... ..............
10_5% full scale

Hysteresis ..... ..............

±0.2% full scale

Threshold and resolution ... .........

.. ±0.01 deg/sec

Damping ratio .... .............

.0.7 :L0.07 critical
Frequency response .. . ..........
Flat to 0.5% full scale from 0-15 hz
Phase shift ..... ..............
Output lagging no greater
than 180 from 0-5 hz

Acceleration sensitivity Linear .... <0.05 deg/sec/g

Angular .... <0.04 deg/sec/radian/sec2
Non-repeatability ..... ............
< 0.04%full scale

Thermal zero shift ... ...........

. ±0.01% full scale/ 0 F

Thermal sensitivity shift .. .........

. ±0.03%full scale/ 0 F

Output voltage .... ............

±2.5V full scale
Output impedance ...... ........... < 5000 ohms
Output ripple ....... ............. < 40 MV p-p
Overrange capability ... ........... .To 1, 500 deg/sec in any axis
Operating temperature ... .......... . 20 to 1350 F

Figure 7,- Angular Velocity Transducer

17
 Kaman Sciences Corporation

High Temperature Accelerometer

Model KA-1901

0.437 +0.020 1.131 +0.000

-0.005

H- 0.125
I ±-.005
0.208 ± 0.005 I
.diameter

+10.000
__________0.718 -o.oa5
0.125 diameter diameter

Specifications

Range ... .. ........ +1.0 g to ± 100 g

Input .. ........ . 28V DC, 110 VAC, 60 -

Output .. ......... +5V DC

Dynamic resolution .... 0.1% full scale
Operating temperature . -100' F to 1050' F continuous
Non-linearity ........ . < ±1%full scale
Sensitivity shift w/temp < 0.01% full scale/ F
Zero shift w/temp . . <0.01% full scale/ OF
Frequency response range Dependent on range i.e., for ± 5g
the response is DC to 150 hz
(down 3dB @150 hz)
Overload capability . ... 300% full scale
Humidity effect ..... ... None
Operating pressure . . . . 500 PSI

Figure8- High Temperature Accelerometer

18
 Sundstrand Data Control, Inc.

Low Temperature Servo Accelerometer

Model 303TF20

500 05 ± 030 CG of Seismic Mass

315 3O3T/TF PIN CONFIGURATION

062+.005 - 001 PIN 1. +28 VDC

2. POWER GROUND
3. LOW IMPEDANCE
SIGNAL
4. SIGNAL GROUND
5. GAIN
.19 #2-56Thd.
.19 Deep 6. SIGNAL
Terminal Cover .32-- 7- +TEST
1.750 ±.060 -. -TEST
2.000 ±.060

Specifications

Range (full scale) ..... ............

.±40g
Voltage sensitivity (adjustable) .. .......
.. 0.1 V/g
Current sensitivity (nominal) .. ........
. 0.24 ma/g

Output voltage .... ............ .. to ±=5.0 V

Noise: I MHZ to 8 MHZ (less than) ....... .. 5 mV, rms

Below 1 MHz (less than) .. ...... .. 1 mV, rms

DC to 1 Hz (resolution) . ...... . 5 micro-g

Supply voltage and current ............. ±28LVDC ±10%; 40 ma, max
Electrical isolation at 50 VDC, pins to case 50 megohms
input to output at 50 VDC . ..... .. 50 megohms
Linearity (to 50 volts any range) .. .......
.±0.05% full scale
Hysteresis and repeatability ... ........
.0.0005 g
Output at 0 g (max) ...... ...........
±500 mg (303TF)
Zero shift with line voltage (max) .. ......
.. 0.005 g/V

Sensitivity shift with line voltage (max) .......

0.05%/V ­
Temperature range .... ............
-650 F to +1850 F

Zero shift with temperature variation .......

.. 0.150 g/100 0 F
Sensitivity shift with temperature variation .
. . 0.01%/° F
Transverse acceleration -DC to 5 HZ ...
..... ±100 g
-5 HZ to 2000 HZ . . . 40gpeak
Cross coupling coefficient (pendulosity error) , . none
Case alignment (to true sensitivity axis) . ... 0.002 g/g
Acceleration limit (non-operating sensitive axis) . 200 g
Shock limit (5 msec pulse) .. ......... .. 200 g
Weight (with terminal cover) ... ........ .. 3.4 oz.

Figure 9.- Kistler Low Temperature Accelerometer

49
 Table 2- Powerplant Instrumentation-Redundant

Engine 1 and 2 Instrumentation

Code Description Units Min Max Accuracy XDCR Maximum

type operating temp.

9 Vertical acceleration - NS152 g -4 6 0.3 Kaman 3500 F

-3 o'clock 1901

10 Vertical acceleration - NS152 g -4 6 0.3 Kaman 3500 F

-9 o'clock 1901

11 Lateral acceleration - NS152 g -2 2 0.12 Kaman 3500 F

-6 o'clock 1901

12 Longitudinal acceleration - NS152 g -2 2 0.12 Kaman 3500 F

-6 o'clock 1901

13 Temperature - NS254 OF 0 1100 11 10400 F

-3 o'clock

14 Lateral acceleration - NS254 g -2 2 .12 Kaman 10400 F

-3 o'clock 1901
 Table 2.- (Concluded)

Engine 1 and 2 Instrumentation

Code Description Units Min Max Accuracy XDCR Maximum
type operating temp.

15 Vertical acceleration - NS254 g -4 6 0.3 Kaman 10400 F

-3 o'clock 1901
16 Vertical acceleration - NS1 25. g -4 6 0.1 Kistler 1000 F
front mount

17 Lateral acceleration - NSI25 g -2 2 0.04 Kistler 1000 F

front mount

18 Vertical acceleration - Front Spar g -4 6 0.1 Kistler 1000 F

wing/strut intersection

19 Vertical acceleration - Rear Spar g -4 6 0.1 Kistler 1000 F

wing/strut intersection

20 Possible 8 channels - 4 thermocouples and 4 strain gages ­

to be installed by Pratt & Whitney to measure case bending
loads
27
 Table 3.- Airplane Basic Instrumentation

Description Units Min Max Accuracy

Co-pilot's total In. HG .1 12 .003

pressure

Co-pilot's static In. HG 3 31 .006

pressure

Total air temperature Deg. C -60 60 0.6

C.G. lateral acceleration G -2 2 0.04

C.G.Iongitudinal acceleration G -1 1 0.02

C.G. normal acceleration G -1 3 0.04

C.G. pitch acceleration Deg/sec 2 -35 35 1.4

C.G. roll acceleration Deg/sec 2 -40 40 1.6

C.G. yaw acceleration Deg/sec 2 -15 15 0.6

Irig time Hr:min:sec 0.001, sec

22
 5.2 TEST VEHICLE OPTIONS

Originally, the feasibility study was limited to an in-service, passenger aircraft. The intent was
to monitor inertia loads and performance of a new engine over the first few decade hours of
flight and correlate performance deterioration with flight events, tear-down inspection
results, test stand X-ray measurement and structural analysis results. As the scope narrowed
to obtaining only inertia loads data, the requirement for a new engine no longer existed.
Consequently, the test vehicle selection was widened to possibly include either a freighter
with JT9D's or the Boeing-owned prototype 747, RAOOI. As far as the Flight Test program
was concerned, there would be no difference if either a freighter or passenger airplane was
chosen as the in-service vehicle and hereafter they will both be referred to as the "in-service"
airplane.

5.2.1 IN-SERVICE AIRPLANE

The in-service airplane program would cover a period of three months during which 50 hours
of data would be collected. The 64 channels of basic instrumentation would be installed
during the factory cycle and recorded on a tape recorder mounted in the forward electronics
bay. The data acquisition system, outlined in figure 10, would include signal conditioning
for the 64 channels, and IRIG time display, a bit synch decommutator for maintenance
monitoring and checkout, and a Bell and Howell M-14E tape recorder activated from the
flight deck by the flight engineer. This system will provide four hours of continuous record­
ing capability, but would only be activated by the crew during takeoff, climb, and a few
minutes of cruise, turbulence encounters, approach and landing. Due to the widely dispersed
destinations during an average week's flying (see figure 11) flight test personnel would be
stationed at key points along the route to maintain the data system, remove the data system,
remove the tapes, and send them to Seattle for reduction.

5.2.2 RAOOI AIRPLANE

The RAOO 1 test program would be conducted from Boeing Field, Seattle, over a period of
3 months. During this time, 30 hours of data would be collected on the high speed PCM
data system and monitored via the Airborne Data Acquisition and Monitor System (ADAMS),
(figures 12 and 13).

Cockpit controlled

Signal
1 Proposed
for
conditioning in-service
equipment airplane

Sensor output Tape recorder

Figure 10.- In-Service On-Board PCM Data System

23
 Wednesday Thursday Friday Saturday
Sunday Monday Tuesday

CPN
LND

SEA
LA SF0

HNWL HNL
HNL

Figure 11.- Typical 747 In-Service Flight Schedule

 Signal Proposed
conditioning for

equipment in-service
Sensor output Tape recorder airplane

( Meters

~Digital
" " panel displays

Rolm 32 K
minicomputer Existing on
K
Keyboard RA001
controlled Alphanumeric
input CRT

[ 8 column
kline printer

16 channel
oscillograph

Figure 12.- RAO01 On-Board Data System

Flonr

Figure 13.- 747 RA001 Airborne Data Acquisition and Monitor System (ADAMS)
 The high speed pulse code modulation (HSPCM) acquisition system is a programmable,
digital system consisting of remote multiplexer/demultiplexer units (RMDLs), a distri­
bution assembly, and a tape recorder. Each data value is contained in a 10 bit word with a
resolution of one count in 1023. The data system is operated at 128,000 bits per second
and can handle individual sampling rates, depending on the number of measurements re­
quired, up to 800 samples per second. At the tape speed of 7 inches per second, the Bell
and Howell M-I4E tape recorder can record continously for four hours with a 9200-foot
tape. The tape can be changed inflight to allow, essentially, non-stop recording from take­
off through landing.

The ADAMS provides the capability to accomplish preflight instrumentation checkout,

inflight monitoring and real time computation and analysis on any recorded parameter. It
can be used to route transducer outputs to an alpha-numeric CRT, an 8-column high-speed
printer, digital panel display units, or a 16-channel oscillograph.

The RAOO I airplane has reconditioned JT9D-7A's installed at all four positions. These
engines have fan pressure rakes and primary nozzle rakes installed along with other temper­
ature, position, and rate transducers, and were calibrated for thrust measurement at the
Boeing Tulalip Test Facility. A list of pertinent engine performance parameters available on
RAOI are in table 4. The parameters listed in table 5 can be derived from these, using the
in-flight computer system.

Table 4.- RAOOI Engine Performance Parameters Table 5.- RAO01 Derivable Engine Parameters

Net and gross thrust - fan, primary, and total

Fuel quantity consumed
Ram drag
Fuel temperature

Engine airflow rates - actual and referred

Bleed duct pressure and temperatures

Engine pressure ratio

Inlet guide vane angular position

Turbine pressure ratio

Power lever angle at the fuel control

Primary nozzle expansion ratio

High pressure compressor static pressure (PS4)

Fan nozzle expansion ratio

Low pressure compressor total pressure (PT3)

Inlet temperature ratio

High spool rpm (N2)

Gas specific heat ratio

Low spool rpm (Ni)

Predicted fuel flow

Low pressure turbine exit total temperature (TT7)

Primary bleed airflow

Low pressure turbine exit total pressure (PT7)

Engine bypass ratio

27
 A test plan was developed for RAOOI that would contain all maneuvers encountered in

production flights that contribute to significant powerplant inertia loads. As shown in

figure 14 these maneuvers include:

" takeoff roll and rotation

* turbulence encounters
* avoidance maneuvers
* landing impact and roll-out

5.2.3 DATA REDUCTION

All data reduction will be accomplished by the Flight Test Dta Group (Organization B-7955)
at Seattle, Washington. The data reduction facility is shown in the photograph of figure 15.
As shown in the data flow schematic, figure 16, the flight tapes will be processed in the
ground station to change the digital data bitstream to an engineering units format and then
passed on to the IBM 360 computer for processing through advanced procedures. Output
from the system can be in the form of plots, tabulated data or an output media tape that
can be used by Boeing Technology Staff organization on their PDP 11 computers.

5.2.4 TEST VEHICLE COMPARISON

Cost and Schedule

The original cost study presented to NASA-LEWIS on August 23, 1977 did not include 8
channels of strain gages and thermocouples proposed by Pratt and Whitney to measure
case bending loads or 5 acceleration channels.

Discussion following this meeting revealed a desire on the part of Pratt and Whitney to have
cost and schedule figures for several other RAOI program options including:

" the basic instrumentation package obtained during 10 dedicated flight hours and 20
concurrent hours.
* the basic instrumentation package + 22 engine performance parameters obtained on a
10 dedicated/20 concurrent flight hour basis.
* the basic instrumentation package obtained during 30 hours of dedicated testing.
* the basic instrumentation package + the engine performance package obtained during 30
dedicated hours.

A chart presenting these revised RA0O I cost and schedule options as well as the basic pack­
age for an in-service airplane is presented in the Cost Summary of Section 7.0 Appendix
D gives the overall program schedule.

28
 1.Cruise at M = 0.84 to 0.86
2. Snap decel at no-bleed MCP from 94% to 85%N 2
3. To be determined load factor maneuvers
40 -4. Turbulence search

30 1. Dive to M = 0.92

2. Individual engine shut-downs

3. MCP to VT = 510 kts

Climb at MCP 1. Stall checks at flaps = 0, 100 , 300

103 feet Extend SPD brakes 2. Load factor maneuvers

10 Descent at idle

Touch and go Landing with

full reverse
- Takeoff thrust

10 20 30 40 50 60 70 80 90 100 110 120 130 140

Time, minutes
-9 - 4335O 107-
nmi nmi nmi nmi nmi 9H
nmi
Approximate flight distance

Figure 14.- RAO01 Flight Test Profile - Preliminary

(See Appendix Cfor final plan)
CA

Figure 15.- Data Reduction Ground Facility

 RAOO1 or In-service Airplane

Flight tape

rv _NPlots
Plot tape

1,14 - track digital

bit ­ stream
IBM 360 PSD
- time histories
exceedances

Line Tabulated
Ground Station Processes /// rocsses printer Basic airplane data
Jdata thru -. eng. perf. parametbrs
advanced
procede freq. of exceedances
power spectrums
Data time history data

Output media tape

Converts data to (for use on staff alp
engineering units group computers)

Transmit data Technology staff

to IBM 360 graphics system
Figure 16,.- Post Flight Data Flow
 Test Vehicle Pro and Con

Although an in-service test vehicle would probably incur the most realistic flight schedule
and would contain a random sampling of different pilot techniques, it is felt there would be
too many inherent drawbacks. In addition to higher program costs, the production cycle
would have to be interrupted to install the instrumentation, the flight data-would -be
gathered during an inflexible flight profile, and data system maintenance would have to be
interfaced with the host airline's operation schedule.

Using a test vehicle with a complete acquisition and monitor system aboard eliminates
wasted flight time due to faulty instrumentation. Also, the ability to fly a compressed test
profile consisting only of pertinent maneuvers will greatly reduce the toal flow time of the
test program. A minor drawback would be that if the program option of 10 dedicated and
20 concurrent flight hours is selected, it may take from one day to six months (a complete
unknown at this time) to gather the concurrent data. Based on these factors, Boeing con­
cludes that RAOO 1 is the logical test vehicle for the program.

32
 6.0 TECHNICAL EVALUATION OF FEASIBILITY

The primary technical considerations in evaluating the feasibility of measuring in-service

flight loads are:

1. Experience
2. Accuracy
3. Reliability of measuring system
4. Completeness of data
5. Use of and requirement for flight test data

Each of these considerations are addressed in turn.

6.1 EXPERIENCE

Low frequency accelerations have been successfully measured on the nacelle cold sections
in numerous flight flutter tests. Since 1966, over 300 hours of testing has been conducted on
the 737, 747, AWACS, YC-14 and 747SP airplanes. Generally, the acceleration measurements
involved one vertical accelerometer at the three o'clock position looking aft and one lateral
accelerometer mounted at the six o'clock position, both attached to the inlet near the hi-lite
plane. The typical flutter test procedure is to suddenly actuate an aileron, inducing a step
load on the wing, and then observe the accelerometer response to ensure that proper damping
exists for stable motion.

Hot-section, high-noise environment acceleration measurements in the low frequency range

have not been attempted because adequate transducers were not available. Recently Kaman
Sciences Corporation has introduced, a high temperature gage, Model KA-1 901 (see Section
5.1.2) which appears to meet the requirements. These gages are being evaluated in the Boeing
laboratories and will be utilized in the proposed flight test if proven adequate. The confidence
level in successful use of these gages is currently seventy percent, i.e., seventy out of 100
minutes of test data would be valid.

It should finally be noted that hot-section, higher frequency range acceleration measure­
ments have been carried out successfully during 100 hours of testing on three major
airplane systems. These tests employed piezo-electric type sensors, good for 20 to
2500 Hz.

6.2 ACCURACY

The accuracy of determining nacelle rigid body accelerations and angular velocities about
the center of gravity hinges on:

1. correctness of the rigid body motion assumption

2. inherent accuracy of the sensors and data recording system

33
 The rigid body assumption is known to be correct below 10 Hz, based on existing
analytical and test experience. Higher frequency elastic components can be eliminated if
necessary by data filtering; so, in a sense, one can enforce this assumption by simply
choosing the frequency level of the filter. One should be able to identify the transition from
rigid to elastic behavior by measuring over a range of 0 to 15 H2. The ldwest-known elastic
mode (fan case/inlet rocking with respect to the engine core) is around 12 Hz. The indica­
tion of transition from rigid to elastic behavior will occur when calculated c.g. accelerations,
using different sets of the redundant accelration measurements, no longer coincide.

The inherent accuracy of the sensors and data recording system is well established for low
temperature measurements. The probable error is less than 2%. This also applies to the rate
gyros which are located in the cold section. As stated earlier, Boeing laboratory tests will
verify the accuracy of the high temperature sensors in the,flight environment. Manufacturers'
specifications indicate more than addquate capability.

6.3 RELIABILITY OF MEASURING SYSTEM

Low temperature measurements are estimated-to have an overall reliability of apprbxi­

mately 85 percent including loss due to engine maintenance, i.e., 100 flight hours would
result in 85 hours of valid test data for the complete set of cold section measurements.

The Kaman 1901 sensors have already been tested in the Boeing laboratory under a
noise environment of 150 decibels at 40 to 11,000 Hz. The zero shift and slope
(sensitivity) was negligible. A tentative 70% reliability is estimated. The redundant sensors
will further enhance the overall reliability of obtaining valid c.g. data and should provide
near 95% reliability on an overall basis.

The rate gyro reliability has been well established for airplane c.g. measurements;
approximately 90% reliability. Similar reliability is expected in the engine cold section.

6.4 COMPLETENESS OF FLIGHT TEST DATA

Completeness of data revolves around the question, "Will sufficient loads data be acquired
to determine the effect of the flight environment on short term deterioration?" There
are three facets to this question:

1. Are rigid body inertias sufficient to characterize the dynamic behavior of the propulsion

system due to flight related disturbances?

2. Are the other flight-induced loads data (aerodynamic) which already exist, sufficient in
breadth and depth?

3. Are the proposed number of flight hours adequate to characterize short-term inertia
loads?

Each of these will be discussed in turn.

34
6.4.1 SUFFICIENCY OF RIGID BODY INERTIAS

The lowest flexible propulsion system vibratory mode is about 12 Hz which is a rocking
motion of the fan case/inlet structure relative to the engine core in a vertical plane. This
mode could be significant in causing fan rub strip loss. This mode should be discernible in
the flight test data and, coupled with the dynamic analysis of Task -IIA, should be quantified
sufficiently to determine its impact on fan rub strip loss.

Any additional effects of dynamic flight loads on engine clearances involving flexible modes
will be considered in the Task IIIA analytical dynamics work. It~is assumed also that rotor
unbalance induced dynamic behavior will be treated sufficiently in Task IIIA.

Another question relates to how the measured pitch and yaw angular velocities would be
utilized in calculating gyroscopic moments to be applied to the rotors. Current practice
idealizes the airplane as going through steady state angular motion from which the gyro­
scopic moment can be simply calculated. This is the basis for the gyro moment loads input
to the NASTRAN model so far. Neither the twist of the wing nor the lateral elastic deflection
and yaw twist of the strut are taken into account other than perhaps estimating upper bound
design loads. This area will be given rigorous and detailed treatment in the dynamics analysis
of Task IliA to complement and help understand and utilize the measured flight test data.
It is known that the gyro stiffening effects of the rotors do not effect airplane flutter
speeds. What the impact is on engine clearances and deterioration is not yet understood.

6.4.2 SUFFICIENCY OF OTHER FLIGHT INDUCED LOADS DATA

.Based on the extensive collection and review of existing nacelle pressure data in Task liA,
it is believed that aerodynamic loads are sufficiently characterized for purposes of engine
diagnostics. The only exception to this might be unsteady air loads of which very little is
known in regard to transient pressure distributions, primarily because appropriate instru­
mentation does not exist. It is believed that the' primary effect of unsteady air loads is seen
in the nacelle accelerations, and that pressures per se are not needed.

6.4.3 ADEQUACY OF FLIGHT TEST HOURS

Since the primary source of nacelle inertia loads is air turbulence, the expected frequency of
occurrence and magnitude of turbulence can be used to estimate the flight time required.
This would come from airplane gust exceedance data. No absolute index is available since
the relation between gust velocity and nacelle acceleration level in unknown.

Typical 747 fleet gust experience provides the following data for typical three hour flight
missions:
Gust velocity
Flights exceeded, ft/sec
1 15
10 22

100 31

3000 49

35
 The probability of one airplane encountering a 15 ft/sec gust at least once per flight is .63.
A specific in-service airplane flying three months will accumulate about 270 flights, based on
nine hours per day usage and a three-hour flight duration. The probability of encountering a
15 ft/sec gust at least once during these 270 flights is approximately 1,i.e., 1-e-2 7 0 - 1. On
the other hand, the probability of encountering a gust in excess of 31 ft/sec during the 270
flights is only .013. Consequently, it can be stated, with a very high level of confidence, that
gust intensities experienced in such a test program will lie in the 15 to 31 ft/sec band.

Measured accelerations in excess of two g's in one instrumented in-service airplane flying
270 flights may be rare. However, the measurements below two g's will provide adequate
data for conducting short term (less than 100 hours) exceedance curves which can be
extended to longer flight times by mathematical extrapolation and existing knowledge of
gust load exceedance curves and g levels.

The RAOOI test airplane will be flown to deliberately seek out turbulence during the
dedicated flight time-of ten hours. The 20 hours non-dedicated time will probably involve
maneuvers and could alsoMc ude deliberate search for turbulence. Thus, the flight hours
for the RA0O 1 is considered adequate to obtain representative, short-term inertia loads data.

6.5 USE OF AND REQUIREMENT FOR FLIGHT TEST DATA.

This section discusses how the flight inertia loads data would be used and the need for it in
evaulating TSFC deterioration.

6.5.1 USE OF FLIGHT TEST DATA

Figure 17 illustrates the form of the reduced acceleration data and its applications in current
and future propulsion systems.

From the acceleration time history, the power spectral density of acceleration would be
derived which would provide the frequency characteristics of the acceleration and help
to identify fundamental vibration modes. The power spectral density of measured accelera­
tion a(t) is:

Limi //a (t)6ciWtdt/ 2

where T is the time interval over which a(t) has been observed.

Acceleration exceedance plots will be constructed by counting level crossings on the

recorded histograms.

Peak acceleration values are used directly in the NASTRAN static model as inertia load
factors. The pitch and yaw rates are substituted into the equation of motion for a rigid
rotor spinning in a rigid housing which is undergoing the motion described by the measured
test data. This would then provide the gyroscopic moments which would be applied to the
NASTRAN static model (non-rigid system) to calculate clearance changes. Figure 18 is an
example of the change of clearance output data from the NASTRAN analysis. The equations
to -be used for calculating gyroscopic moments are as follows:

36
 Data Use

Acceleration
time history G
Current engines:

Time

G2 /Hz

Power spectral
density of
acceleration

0 5 10
Freq Nastran model

Future engines:
E3 engine
Integrated engine/nacelle
Acceleration g _ studies
exceedance X
New airplane designs

0 1 2 3 4 5
G

Figure -17.- Use of Flight Data

37
00,
Preliminary Data
45,000
pounds
thrust

5, 0et un 1.0 Clearance change in inches-r

gravity Nastran predictions

0.125
o.1 f
0
-0.110
-0.080
-0.040
04
~0.040
0.025
0.020
0.010
oOO \
0.040

0.030
-0.030

0.1 0.060 0 -0.01 0.020 -0.020

0.075 0.050 , ,, ._ 0.1
01 -0.010

0.025 .0.020 0 0 0.010 0

0
-000.0 -0.040 0 -0.010
-000000-0.020 -0.020 0.020

-0.0 -0.020 0.010 -0.030 0.030

-0.100 0.020 -0.040
0.040
1 -0.050
-. 125 -0.05

Flight condition 100 -Takeoff rotation (outer half)

Figure 18.- JT9D-7 Clearance Changes

My =Ine

where I = polar moment of inertia of the rotor

S2 = rotor spin velocity
'z= pitch and yaw rates respectively
The.exceedance data would be used to help characterize the deterioration rate and to
optimize maintenance cycles.

Finally, the measured acceleration and angular velocities would be used in helping to
understand and calibrate the dynamic analyses being conducted under Task liA.

In addition to the current engine diagnostics study, the flight inertia loads data could be
important in future engine designs where close clearance control becomes extremely
critical, particularly in the E3 , 1985-90 generation of engines currently under study by
NASA. More rational design criteria for the E3 engines, for integrated engine nacelle
designs, and new airplane designs could be formulated by expanding the knowledge of
the in-service nacelle inertia loads.

6.5.2 REQUIREMENT FOR FLIGHT TEST DATA.

The previous section assumed that inertia loads make a significant contribution to engine
TSFC deterioration. The question under consideration here is whether the inertia loads
do in fact contribute significantly to TSFC deterioration of the JT9D and how the extent
to which they contribute might be determined, thus helping evaluate the need for con­
ducting a 747/JT9D flight test.

The NASTRAN tool provides a practical and accurate method of evaluating the effect
of different loads on engine clearance changes. The real problem, however, is to determine
what are accurate magnitudes of nacelle accelerations and gyroscopic forces. Based on
preliminary results of Task IIIA, a comparison of clearance changes due to different loads
was made as shown in figure 19. The loads are once-per-flight type loads for the standard
production acceptance flight test profile. The lineal accelerations are believed to be con­
servative. They appear to have minimal impact on clearance change. The pitch and yaw
velocities may not be conservative. They have significant impact on clearance change.
The ultimate design values for acceleration and angular velocities are:

* Vertical G = 6.5 Inb'd nacelle, 7.2 Outb'd nacelle

* Lateral G = 3 Inb'd nacelle, 3.2 Outb'd nacelle

* Pitch velocity = 2.25 rad/sec

* Yaw velocity = 2.25 rad/see

39
C

Preliminary Data

Maximum clearance reduction, mils

Flight condition Load Fan LPC HPC HPT LPT
101 Thrust 36,000 pounds 45 86 15 27 10
Takeoff Inlet lift 5,308 pounds 98 18 9 19 32
rotation Vertical G 1 1 7 2 4 2
Lateral G 0 0 0 0 0 0
Pitch velocity 0.052 rad/sec 22 3 1 2 2

108 Thrust 15,600 pounds 20 37 7 12 5

Maximum Inlet lift 3,500 pounds 65 12 6 12 21
dynamic Vertical G 1.56 2 11 3 6 3
pressure Lateral G 0.16 7 3 1 2 2
Q Pitch velocity 0.008 rad/sec 4 1 0 1 1

> Maximums occur at different locations in each component

and are not additive

[> Vertical and lateral G's are approximated for propulsion

system center of gravity

Pitch velocity assumed same as airplane center of gravity

Figure 19.- Influence of Different Loads on Clearance-NASTRAN Analysis

The clearance change values are ratioed up in direct proportion to these increased values.
In this case both the lineal acceleration and angular velocity effects are significant. Un­
fortunately there is not generally a prescribed relationship between ultimate design loads
and operating loads, so it is not known how conservative the above values are.

In summary, the requirement for flight inertia loads depends on their relative impact on
deterioration. One approach to determining this, as an alternative to a flight test, would
be to review existing inertia loads data and try to establish more reliable estimates of
operating loads, and then calculate the relative effect on clearance change via the NASTRAN
model.

41
 7.0 COST SUMMARY

A total of five options were considered for the flight test program. A description of the
options and the associated cost are as follows:

Cost
Option Description thousands of.dollars

A. In-service airplane, 64 channels of data, 50 flight (This information

hours over 3 month period. New HSPCM data will be supplied
system, under separate cover
from Boeing Contracts
B. RAOO1, 64 channels of data, 30 flight hours -10 Organization.)
dedicated, 20 concurrent-over a period of one
to seven months.

C. RA001, 86 channels of data, 30 flight hours -10

dedicated, 20 concurrent - over a period of one
to seven months, (includes 22 channels of engine
performance instrumentation).

D. RA0D 1, 64 channels of data, 30 dedicated flight

hours - over a period of 3 months

E. RA001, 86 channels of data, 30 dedicated flight

hours - over a period of 3 months (includes 22
channels of engine performance instrumentation).

42
 8.0 CONCLUSIONS

The conclusions will be discussed under the headings of "feasibility" and "desirability".
Under feasibility the conclusions are:

1. Nacelle aerodynamic loads are satisfactorily defined for purposes of JT9D Engine
Diagnostics.

2. It is technically feasible to measure flight inertia loads on both an in-service airplane and
on the Boeing-owned RA001 airplane.

3. The Boeing-owned airplane has technical and economic advantages which make it the
appropriate choice for obtaining inertia loads data.

Under desirability the conclusions are:

1. The existence of a large amount of flight flutter and flight loads survey test data has

become evident during the course of this feasibility study. Its applicability to JT9D

Engine Diagnostics is unknown.

2. The relative impact of nacelle aerodynamic and inertia loads on 747/JT9D

performance deterioration is yet to be determined and must await results of Task IIIA
parallel efforts. Thus the need for inertia loads data is not known yet.

43
 9.0 RECOMMENDATIONS

As a result of this feasibility study it is recommended that:

1. A decision on a flight test program be postponed until the following tasks are completed.

a. Establish the relative importance of aerodynamic and inertia loads on short-term

TSFC deterioration (Task IIIA).

b. Compare structural analyses and TSFC estimates (Task IIIA) with analytical teardown
and engine calibrations of engine 695743 (Tasks II and IIIA).

c. Conduct an intensive review of existing inertia loads data from flight flutter and flight
loads survey tests which have been conducted by Boeing in conjunction with 747
development.

2. Proceed with the flight test when it is established that:

a. Inertia loads are significant contributors to performance deterioration and,

b. Additional data are required after an intensive review of existing inertia loads data.

3. If and when the flight test program is carried out, the Boeing test airplane RAOO 1, be
used as the test vehicle.

44
 10.0 REFERENCES

1. AIAA Paper 72-188, January 1972.

2. "FatigueDesignMethods andAllowables," BCAC Document D6-24957 (Proprietary).

'5

 APPENDIX A: CALCULATION OF C.G. ACCELERATIONS

FROM MEASURED DATA

*,4-

C..

p R=g+ r (1)

dp d- dr
Differentiating: - + - = " + Zx r (2)
dt dt dt

Where: = Rigid body rotational velocity of

engine.

Differentiating
Once Again: d - + - + x x (3)
2
dt

46
Since centrifugal effects can be proven negligible

x xr -. 0

Equation (3) then reduces to:

p= R+fQxr

Equation (4) may be re-written as:

a = A 'c. G. + Or z - (5)

a = A + rx rz (6)

Y Y.G.

a = A + ir -6 r (7)
az Zc.G. x

47
 Employing the primary instrumentation package, it can be shown
that the 6 components of powerplant c.g. acceleration can be solved
as:
r

6= (a -a) [r r + 2- r r)] (8)

5 5 y6 6 z z

S= (l ax6) + "(r z r)3 r (9)

S= [(- - Ya) + (rx rx / (rz3 rz) (10)

y 2 3 3 x2 z3 z2

A = a - r + r
C.G.
'6 z6 Y

A a + 6r (13)

ZC.G. z4
x4

48
 TEST ITEM MFASUREMENr REQUIREMENTS ITIM)
AIRPLANE MODEL JT9-AG PRINTED DATE 08/30/77
AIRPLANE NUmIFR 747-10 ENTERED DArE 07/01/77 0710
7
FTIN QJtD1I 001 - I FVISqp pAT - 98/30/
O 1546.
7

TIST IrLj 1.9o, OPI JT9P.ENOINE JIAI_!IM 1S0. R hASIcJNST3LM9NTA.DN P.................

Q-.-- ...
FWA REUIIFSTFO BY RAS GROUP L

...... - - MEASyRFMiTS PEQI'JjRFD FOR TOjj TEST .. ...... ... ..... TI ME-_
BETWEEN
MFS RECORD MIN MAX SAMPLES
.
.. l .....SFCT .-. - M ASUREENT-OF.SRIPTI . .. UITL MEDIA VALUE VALUE AT OR
. FREO

00035 A PRESSURE, IMPACT < AIRSPEED > COPILOT P1 - COPILOT PI IN HG iS .1 12 1.003 1 SPS
• - AIRRLANrS 7A7-70-Q0I.--------------------.... .... . . .. . . .
001036 A PRESSURE, STATIC < ALTITUDE > COPILOT PI AIRPLANES IN HG HS 3 31 .006 1 SPS
747- 70-001 0
oouJ0 . _TMPRIATUIE~,_.OrAL AIR EI0OQUCTZItPR- If .. 1
AI FPLA IFS 747-70-001
.00026 R ACCELERATION, LATERAL < AIRPLANE C.G. > AIRPLANES G HS -2 2 .04 160 SPS
747-7Q001t . - - - - - - -- - - - - - - ­
33)1 A ACCELERATION, LATERAL < ENG NOD. I > NS 152 ON DIAPHRAGM G HS -2 2 .12 400 SPS
Al 6 UCLOCK AIRPLANES 747-70-001
. J-VlI.. ..L__ ACELEPATIONa. LATEIHALK_-,Lh. 14sLMLIO0 _ON_. AL S -2. 2 _A ___qSPL
FLANGE AT 6 O'CLOCK AIRPLANES 747-10-001
U0017 k ACCELERATION, LATERAL < ENC. NO. I > NS 125 ON FRONT G H15 -2 2 .04 433 SPS
-__MOUNT..- AIRPLNNES _M7-001- ---. - .. . . . -­
00014 R ACCELERATION, LATERAL < ENG. NO, I > MS 254 ON "P"' G HS -2 2 .12 400 SPS
FLANGE AT 3 O'CLOCK (LOCKING AFT) AIRPLANES

00001 R ACCELERATION, LATERAL < ENG. NO. I > NS 40 ON HI-LITE G I -2 2 .04 403 SPS
AT 3 n'CLOCK (LOOKING AFT) AIRPLANES 747-10-001
-- CJO?2 R4CIIA~lLATERAL 5 JENL 140--2.> PIfS 10 ON iS! .C . I sL . -'Q P5.
FLANGE Al 6 O'ClOCK AIRPLANES 747-70-031
00047 R ACCELERATION, LATERAL < ENG. NO. 2 > NS 125 ON FRONT G HS -2 2 .04 403 SPS
......
..... jiDyNT U-
.IRPAN__S - _,? _LDtQPO
-.I-._
I I R ACCELERATION, LATERAL < ENG. NO. 2 > MS 152 ON G H

HS -2 2 12 400 SPS
DIAPHRAGM AT 6 U'CIOCK AIRPLANES 747-70-001

000i9 R ACCELEFPTION. LATEI4AL SotNG. O. 2 2 NS_254 .0NA-'E" ---- I.

... --.......... L4 -0$_'L __.

FLANGE AT 3 O'CIOCK (LOOKING AFTI AIRPLANES

741-70-001 0
)0? K
IS~ ACCE;LeFMIUN, LATEIRAL S NPj.NU, 2 ._N5 _ QN C 22 ......- 4 0 SPS._
AT 3 OCIICK (LOOKING AFTI AIRPLANES 747-10-001
,)002? R ACCELERATION, LONGITUDINAL < AIRPLANE C.G > G HS -1 1 .02 160 SPS

O 0 AIRPLANLS 747-70-001 -. .
0U12 R ACCELERATION, LONGITOCINAL < ING NO. I > NS 152 ON ......- G Hs
U -2 2 .12 400 SPS "U)
DIAPIIRA;M AT 6 O'CLOCK AIRPLANES 747-7J-301
-- 00304 R ACECItRATION, LONGITUDINAl < ENG. NO. I > NS 100 ON '"All G HE -2 2 .04 400 SPS
FLANGE AT 6 O'CLOCK AIRPLANES 747-70-001
J,-)2i R ACCE1EPATION, LONGITU0INAL < ENG. NO. 2 > NS 100 ON IA" G HS -2 2 .04 400 SPS
00042 FIANCF AT . O'ClOCK AIRPLANES. ?7-39-001 -..-.
O0002 R ACCEIFRATION, LCNGI[UDI&AI < ENG. NO. 2 > NS 152 ON G HS -2 2 .12 400 SPS --
DIAPHRAGM AT 6 O'LLOLK AIRPLANES 747-70-001

.p,
 rEst ITEM MLEASUREMENT REUUIPLNLMNTS (TIMR
A IRPLANF 14014L - JT9D'IAG PRINTED lATE "0"/30/77

AIRPLANE NMBER -747-70 FNTERED [ATE 07/0/177 0710

FTI , NUMBER 001 REVISED DATE, 0U/AL7.L .-......

- - TLST ATEi q.00.00I JTO ENGINE DIAGNOSTICS.PRGRAM .BASIC INSTRUMENTAT IOWN-.-

EWA REQUESTED BY HAS GROUP L

-1.AEASUREMENTS REQUIRED FOR TIIIS.TEST ITEV . . . .. . TIliE ....

BETWEEN
MFAS RECORND MIN MAX SAMPLES
N) - SECT MEASUREMENT DESCRIPTI O .. .. . _.-..
UhIT . -E IAI . - ALVE
--. VAI IIL -EAOO-- ­
00025 R ACCELERATION, NORMAL < AIRPLANE C.G. > AIRPLANES G Its -1 3 .0; 160 SPS
. 7 47- 7 0 - Q-I- -O . . . . . .. . . . . .. . . . . . . . .. .. .. . . . . ..
O0028 R ACCELERATION, PITCH< AIRPLANE C.G. > ANGULAR DEG/SS ItS -3 35 L.4 160 SPS
ACCELERnMETLR AIRPLANES 747-70-001
B O ZY R - ACCELEP T IO N.. ROL L t- AIRPLANE C . _;fAN GULAR- . .. . . . . . .DEG/ S S . .-. D S
ACCE LFREIE TV AIRPLANES 747-7-001
)))3'9 R ACCELERATION, VERTICAL < ENG NC. 1 > MS 152 ON G HS -4 6 .3 400 SPS
DIAPIIRAb4 AT 3 U'LLUCI fLOC-ING AFT) AIRPLANES- ........ ...... ....... . . . -... . . . -. . .....­
?4f-70-001
0oIJ00 R ACCELFPATIUNO, VERTICA < ENG NO. I > AS 152 ON C MS -4 6 .3 400 SP5
........ ..-....DIAPHRAGM At 9. 0! CLOCK-ILOCKING AET .....- AIRPLANES
747- 7J-00 1
0OO0b It ACCILERATIOI, VLRTICAI < ENG N) 1 > NS 1OU N "-A'- Its -4 .1 400 SPS
... ....... FLANGE AT 3 Q!CL0CS ILOCKINGA T I.. AIPPLANES-.... ..... ..... ..... ...... . . . - - - .-. . . . ­
747-70-0)01
00005 R ACCELERATION, VERTICAL < ENG. NO. I > NS 100 ON "A" G ItS -4 6 )3O SPS
11
.... .FLANGE AT 9 .0!CLUCK_1LOOKI NGAT)L .. AIlPLANES ­
747-70-001

0016 R ACCELERATION, VERTICAL < ENG. NO. I > NS 125 ON FRONT G IS -4 6 .1 4J SIS
00... .. MUNT A IPPLANJES. ?i7-1-- - .-
O00| R ACCELEPATII!N VERTICAL < ENG. NO. 1 > HS 254 (N "P'.. G tS -4 6 .3 400 SPS
FLAN F AT 3 O'CLOCK (LOOKING APT) AIRPLANES
..... . ....-
- .... 741-70-0Q01..­
0)0002 R ACCELERATION, VERTICAL C ENG. NO. I > NS 4J ON MI-LITE G IS -4 0 .1 43) SPS
Ar 6 OILLOCK AIRPLANES 747-70-001
O00t It ACCELEPATION, VERTICAL < ENG. NO. 1 >J.JN PYLON AT WING G .. S ..... -L -..... 200 S5.
FRONT SPAR ATTACH PLIINr' AIRPLANES 747-73-331
)0)1I) It ACCELEPAFION, VERTICAL < LNG. NO. I > UN PYLON AT WING G HS -4 6 ,1 200 SPS
EA4R SPAR ATTACH POINT - AIRPLANLS ._77-73.)O1
)0)33 R ACCFLERATI IN, VERTICAI < fNG. NO. 2 > NS 1,J0 ON"A" G HS -4 6 .1 400 SPS
I-LANGE AT 3 -'CLOCK ILU G[ AFT) A IPP lANES
747- 73-,01­
0)024 It ACCEI FRATIUN, VLTICAL < 1,1G. N). 2 > 1,S OO ON "A" IlS -4 6 .1 400 SI'S
FLANGE AT 9 O'CLOCK (LOCKING AFT) AIRPLANES
71T-7Q-O0QI --- .. . .-
It041,
$ ACCLR ERAT LON , VI P CAL < ENG. NO * 2 > NS 145 ON I-RONT G HtS ..- 4 1 400 S "
NOUNt AIRPLANrS 74 1- 1,)-Ot
QOQ39 I ACCI-l ATIItI, V.RTILAL C ENR, Nl, 2 t -5 35 ON Q IS - , -4 ) - .3 'f0oSPS
DIAPIIRAuM AT I ,ILL)(I.K (LOCKIN(, AFT) AIRIPLANES
74 1-70-001
 TEST IPM MEASUREMENT RENUIREME TS (TIRIM
MODEL JT9UIAG
PRINTED DATE 00/30/77
AIRPLANE
AIRPLANE NUMBrR 747-70 ENTERED DATE 07/01/77 0710
Fi
_ NUtIIIR 001 ... ET REVISED DATE PY/3'0/7- _--..................--I
--­

......
rT.ITM4._.O_ JT2QNQjIgiE.IAJNIST1GC PJ(hBAM.-
BA5! INSTRUMENTATIN -B --......
ENA REQUESTED BY MAS . GROUP I

-.. MEAkv NFNENJ HEQ0IRD FOR THI5 TEST ITEM...... . .- TIM..

BETWEEN

MEAS RECORD MIN MAX SAMPLES

N) SECT __ASUREHMNT DESCRIPTION UNITS MEDIA VALUE VALUE ACC OR FREO

00040 R ACCELERATION, VERTICAL < CKG. NO. 2 > NS 152 ON G I1 -4 6 .3 400 SPS
....... P IAPLIRAGM AT 9.LOCKjLOM itNAFTI.. AlRPLAN $ ....... .......--------­
747-70-001
00045 k ACCELERATION, VERTICAL C ENG. NO. 2 > NS 254 ON "P" G HS -4 6 .3 400 SPS
--------- FLAN$E. AOO tiEL..ABPAE ------ ­
747-70-001
00021 R ACCELERATION, VERTICAL < ERG. NO. 2 > US 4) ON III-LITE G 1S -4 6 .1 4j3 SIPS
AT b (I'CIOCKI AIRPLANF5 I-7--,7_- . . . ... . .....
)0043 R ACCELFRATION, VERTICAL < ENG. NO. 2 > ON PYLON AT WING G liS -4 6 .1 200 SPS
FRONT SPAR ATTACH POINT AIRPLANES 747-73-OJ
0049 -- ft.AQULEAT
R IONz.A'fiRTIfLAL... C-NE.NO. -2 .PN.P2hN NL.Ig-I.. tL 6 Q~fi
REAR SPAR ATTACH POINT AIRPLANES 747-7)-JOL
JO030 R ACCELERATION, YAW < AIRPLANE C.. > ANGULAR DEG/SS HiS -15 15 .6 160 SPS
... ACCCLE
-- - ~ ,hET i AIRPLANES 7 0-07Q, -----.......................­
950+
--
R LOAD < ENG. NO. I > CASE BENDING AT LOCATION TO BE K INLR HS 200 SPS

DETERMINED AIRPLANES 747-70-001

Q L......_...L04 L <L.I_
................ X CASE .BEI4IHG.AT_.LCTION T-.__ .__ S INS _ _ . ...... . ... s _

DETERMINED AIRPLANES 747-70-001

00052 K IOAD < FNG. NO. 2 > CASE BENDING AT LOCATION TO BE i INLB I-S 200 SPS
------- - .A!RPLAI S 747--aO-0 ­
00053 R LOAD < ENG. NO. 2 > CASE BENDING Al LOCATION TO BE K INLB Hs .. 200 SPS
DETERMINED A I RPLANES 747-70-001
........ 2) } ..-_.R. ___.AT E,.P![TQ.L_ -_ I__±} .L M_ 10 O--,N -"A" FAM.O .AT _3
.NS. _ DEGJL. _.
_ __ -.. ii___._.....a. -_AQ&._OSE . ­

OCLOC% (LOOKING AFT) AIRPLANES 747-70-001

.))A8 R RATE, PITCH < ENG. NO. 7 > NS 133 ON "A" FLANGE AT 3 DEG/S HS -15 15 .3 400 SPS
.................. !CLUCK (LUOING Al-TI .- AIRPLANES .77-70:001 ....
00037 R PATE, YAW < CNG. NO. I > US 10O nl "A" FLANGE AT 3 DEGS IS -10 10 .2 400 SPE
O'CLOC& ILOOKING AFT) AIRPLANES 747-70-001

... oi ._j4- ATC,,.YAS EMO.G NO. g >N$5 109 IJ3"XA"f.,ANGg AT 3 - DEC/S .... ... -.....
1... tO .
AIRPLANES 747-70-3J5
O'CLOCK I(LOOKENG Al-TI
00054 P TEMPERATURE < EN. NO. I > CASE TINPERATURE AT LOCATION DEG F WS 0 1500 IS 1 SPS
OF MFAS rO A RPLANES !47-7-0 .I
33J55 -- R TEMPERATURE < LNG. NO. I > CASE TEMPERATURE AT LOCATION -DG F MS 0 1500 I
"5
1 1 SP'S - ­
or 1EAS NO AIRPI ANES 747-70-001
------------- 3001).
T.MPgRIIATUR _. EN. N, _I.> N+3 254 (N 'p FLANGE AT
_P ...... E F _S 0 . I S.S
O'CLO(CK (LOOKING AfT) AIRPI AMES 747-70-001
0006 P ITMPE-RAIURE < ENG. NO. 2 > CASE TEMPERATURE AT LOCATION DEG F Ms 1 1500 15 I SPS
(IF MEA$ NOl' . Ajf$PLAi ?J7-10-091
00057 R TEMPFRATUKE < ENG. Ni. 2 > CASE TEMPE-ATURE AT LOCATION -EG F - IS .. .. 0-------- 1500 - 15 I SPS
OF MEAS NO AIRPLANES 747-70-001
 TEST ITEM MEASUREMENT REQUIREMENTS (TIMR)
AIRPLANE MODEL JT9CIAG PRINTED DATE 08/30/77
AIRPLANE NUMBER 741-70 ENTERED DATE 07/01/77 0710
... . I-II .NUMB ER - A .. . . . . . ... . . . . . . . .. . . . ---. EYIS EU_.UAT E__08/30O/7T7 154,

___ ------
Eon.D-oTE.119nflNtLEJUIIAGQNDLrfS PROGRAM - BASICJINS-MUfENTAILtLO ;R
EWA REQUESTED BY MA-S GRUUP L
............ ... ... . .IEASURENtSI- EOLIEDRDTHltTE 5ljthM T IBLF.._
BETWEEN
MEAS RECORD MIN MAX SAMPLES
____-. - ET MEASUREMENT DFSCRIPTION UNITS.M EIA VALUE VALUE ACC OR FRED

00043 R TEMPERATURE < ENG. NO. 2 > NS 254 ON "P" FLANGE AT 3 DEG F HS 0 1100 IL I SPS
.... . .. LC~tL00KLNIL~flLAIRRLA
ARRELANESVt7_ftA=OQ_
B_
01O34 S TIME, IRIG < MONITOR > HOURS AIRPLANES 747-70-001 HOURS HS O 23 S SPS
01000 S TIME, IRIG < MONITOR > MINUTES AIRPLANES 747-70-001 MIN HS 0 59 5 SPS
-rE-ILrB-aa S <10HOJMEJ1&&dlNRtOSr.XSELAI RIASAIRRAT=ES_3 nOLELWJ i,0 -~ 5 SPS
01002 S TIME, .]RIG < MONITOR > SECONDS AIRPLANES 747-70-001 SEC HS O .99 5 SPS
01001 S TIME, [RIG < MONITOR > SECONDS AIRPLANES 747-70-001 SEC HS 0 .0099 5 SPS
I-7 P&ilRESSURLE.fl.TALAAT1URBII-tXLL PT75ERG ltElJh 4fl01fl.MII 'NI 4 6 0- -L.P
AIRPLANES 747-70-001
05725 T PRESSURE, TOTAL < TURBINE EXIT PT7 > ENGINE 2, JT9O-7O IN HG "S 4 65 .03 1 SPS
- .AIRRlAEI1Of'
05732 T PATE, RPM < LOW PRESSURE CCMPRESSUR -Nl > ENGINE 1, RPM US 0 4000 5 1 SPS
JT90-?O AIRPLANES 747-70-001
__
-__ 1 7 JEL -.
. -W ESURL.- OU 5nti-aLkF
-NLJ->tEGJLL - z- - --- 0 4QGn?.&.-Ses
JT9D-7O AIRPLANES 747-70-001
TIF FOllOWING HIAVF REaL.flTFn FROM THIS TEST ITEM

03) 1 R RATE, PITCH < ENG. NO. I > AFT END CF INLET (FLANGE A RD/S)EC HS 160 SPS
00032 R RATE, YAW < ENG. NO. I > AFT END OF INLET (FLANGE A) AT RD/SEC MS 160 SPS
9 O'CLOCK POSITION
 TEST ITEM MEASUREMENT REQUIREMENTS ITINR)

AIRPLANE MODEL JT9DIAG PRINTED DATE 0/30/77

DATE 07/01/77 0710

AIRPLANE NUMBER
....._RL FIUMItIER 147-10
@1-------------------------. . ENTERFD
R I,I) I)AL. sOE!YJLE-?,-1546 .......

- E.ST_
I TENS, .~O. Q.tHD ~T CS_2OGDLMLd-jOAS ISS_.LUN INLEflRNL hITR.
GROUP I

- -- _______
EWA REQUESTED BY HAS
..
. .. . ... .. ... . . . . . . . MAS V8~tEUT_ ~Q I RP FQI TUlS +T$T_IT_M .. .. . . . . . . . .. . . .. TIME . .
BETWEEN

MEAS RECORD MIN MAX SAMPLES

Nil SECT MEASUREMENT DESCRIPTION UNITS MEDIA VALUE VALUE ACC OR FRED

00035 A PRESSURE, IMPACT < AIRSPEED > COPILOT PT - COPILOT PI IN HG HS .1 12 .003 1 SPS
AIBELANES_ ,74 7z r:--I_--. . . .. .. - ..- .-.
00036 A PRESSURE, STATIC < ALTITUDE > COPILOT PI AIRPLANES IN HG HS 3 31 .006'L-SPS

747-70-001

00037 A-IgMPEBAIYRE, .TDT-AL D D~lS. H.ILIifhC1llR -ko AIT O~ .6

AIRPLANES 747-70-OL
2)23 K QUANTITY, TOTALIZER < ENGINE NO. > FUEL IN GAL HS 0 10000 954 1 SIS
. .. . ..1 1 RPLAPJr$ .7i . 0 90. . .. .. . . . . ... . . . . ..
2024 K QUANTIlY, TOTALIZER < ENGINE NO. 7 > FUEL IN GAL HS 0 10000 95* 1 SPS
AIRPLANES 747-70-001
S02fI. -TEMPL9ATUREa YUVAJIE4...XFlhIL TJ1 LILE .1 C.. Dg-ML.A 0 [OF
__0___--l
AIRPLANES 747-7J-001
02032 K TEMPERATURE, FUEL < ENGINE NO. 2 > FUEL TOTALIZER IN DEG C ItS 0 160 3 1 SPS 0
--------- ~AIRPLANES ?4T=7Q-Q1 -.. _ _ - - - ­
2661 P PRESSURE, DIFFERENTIAL < DUCT 21, 'W NG MANIFOLD > L" IN HG its 0 100 1 1 SIS
INOD, PS-FTPS AIRPLANES 747-70-001 d
2
*.26§.. F1 U LUTES1
PsifF EB NTIAL, J) CT ,_ WING AILF M >_ H IN __ HJ 0 4 ± Q R L S
INO, PT-PS AIRPLANES 747-70-00k
04183 P PRESSURE, DIFFERENTIAL < DUCT 50, WING MANIFOLD > LU IN HG ItS 0 100 a I SPS
-----
-------- ----.AUTI$0, PSzFTIS . .AIRP'LANU . -19991------- --- - - -­
03111 1 PRESSURE, DIFFERENTIAL < DUCT 50, WING MANIFOLD > LH IN HG HS 0 2 .02 1 SIS
OUTIIO. PT-PS AIRPLANES 741-70--701
__ j P. _TFMPERAT98E. IOTA! < 9~ftAL~J IfL2L tiUN flDt)A UL JA.!SR ____
TT AIRPLANES 741-70-001
03T79 P TEMPERATURE, TOTAL < DUCT 50, WING MANIFOLD > LH OUTUD. DEG C MS 0 260 5 I SPS Li
0
. . . .... . . R. . Ti AIRPLANES ? t7=70-0 1-. . ... .. ... ... ... . .. .. ..... .... . . .. . . . . . . ..

J3)26 R ACCELERATION LATERAL < AIRPLANE C.GW' > AIRPLANES G HS -2 2 .04 160 SPS

747-70-001

OUDIL
0..... -- _.ACCELEIATION, LATERAL.5 ENG. NO. .- NS L52. ON lI+AIBA0M _. .. _ 2 - . ,.. OO SP_

AT 6 iOCLOCK AIRPLANES 147-70-001

00003 R ACCELERATION, LATERAL < ENC. NO. I > NS 100 ON "A" G itS -2 2 .04 400 SPS

SLA- PiQ AI., O' rCK AIRPLANES 747-70-01

00-17 R ACCELERATION, LATERAL C ENG. NO. I > NS 125 ON FRONT G H.MS -2 2 .04 400 'SPS

MOUNT AIRPLANES 747-70-001

.......-----
)J1 _.- . ACCELH4FR TIOII, LATERAI, < NG,-N, 1 N$_.254 ON "P" __ G ._ __- . . - . - .. _ .tO_ -....

FLANGE AT 3 O'CLOCK (LOLKING AFT) AIRPLANES

717-73-0O1

901j )I ACCELERATION, LATE14AL ENS. NO. I IS 40 ON HlljI1

M G MS
1 -.- - _Z -04 _ - o 5.5
AT 3 OlCLrK (LOOKING AFT) AIRPLANES 741-70-001
)aJP2 k ACCEIERATION, LATERAL < ENG. NO. 2 > NS 100 ON "A" G ItS -2 2 .04 400 SPS
.. . . . . . F ANGe, AT § fj'CLUCK AIRPLANES 7j7-79-001 . . .. --...
 TEST ITEP MEASUREMENT REQUIREMENTS ITIMP)

AIRPLANE MDEL JT9OIA PRINTED DATE 08/30/77

AIRPLANE NUMBFP 747-70 ENTERED DATE 07/01/77 0710

. ... ElIIl-NUM BE9-O. ... ...REVISE DATEdfl /77 I546

- XIES-L.TITAM. aDZ-DLTS9IX-EGIN LAGnSIIC-EQGRA L-A I-L-ENHNEIEERMANCEANM ,

EWA REQUESTED BY MAS GROUP L
. . .... EAUREMENT&- EnLLI
9 EEDOED.nKSISSlS .II

EM1 I1F
BETWEEN

MEAS RECORD MIN MAX SAMPLES-

Hn ECT..
___--_SNl R E±H.LEN
MEASI SL If ll - UNITS MEDIA VALUE VALUE ACC OR FREO
00047 R ACCELERATION, LATERAL < ENG. NO. 2 > NS 125 ON FRONT G HS NEW -2 2 .34 400 SPS
MOUNT.-_.A IPELANES 7 7Z/ 0_-__-__DL_
00041 R ACCELERATION, LATERAL < ENG. Nb. 2 > NS L52 ON G HS NEW -2 2 .12 400 SPS
DIAPHRAGM AT 6 O'CLOCK AIRPLANES 747-70-031
130044 FJIL
-tRA-INLAIEL-AL .... 2- ...-
2- .. N "p" 0 H NFW -7 .12 400 5PS
FLANGE AT 3 O'LOCK (LOOKING AFT) AIRPLANES

747-70-001

QU2D-----AC ,ELERAIO -- LAT ERAL.-t- G - 0 O.?--I-J--

=I I£-L~L.- G------ --- -) 2 C4 400 SIPS
AT 3 O'CLOCK (LOOKING AFT) AIRPLANES 747-70-001
00027, R ACCELERATION, LONGITUDINAL < AIRPLANE C.G. > G HS -L 1 .02 160 SPS
-- A IRRLAlE.2AThThflfl I

30312 R ACCELERATION, LONGITUDINAL < ENG NO. I > NS 152 ON

G HS -2 2 .12 400 SPS

DIAPHRAGM AT 6 O'CLOCK AIRPLANES 747-70-001

011 EL
RDR~ R L OIJflQ INfl.JILA >UINA.M l flN AG HS -2 2-0 0 P
FLANGE AT 6 O'CLOCK AIRPLANES 747-70-001

00023 R ACCELERATION, LONGITUDINAL < ENG. NO. 2 > NS 100 ON "A" G HS -2 2 .04 403 SPS

00042 R ACCELERATION, LONGITUDINAL < ENO. NO. 2 > NS 152 ON G HS NEW -2 2 .12 400 SPS
DIAPHRAGM AT 6 O'CLOCK AIRPLANES 747-73-001
__O2.__3O R.. AC£iLEAtI JOtAL. A-IPLANf,.2 .> IAPLAnE L
AJ G HS-- -1 3
747-70-0GI
30328 R ACCELERATION, PITCH < AIRPLANE C.G. > ANGULAR DEG/SS MS -35 35 1.4 160 SPS
______ _______AC C.ELFRUJIIIEP .A tELAjEt1 747______________70___________0______
1rlI____________
)0J29 R ACCELEVATIUN, ROLL < AIRPLANE C.G. > ANGULAR DEG/SS HS -40 40 1.6 160 SPS

ACCELEROMETER AIRPLANES 747-70-001

..... -D l-- A CCELEAIIJLERTA CAL..E .N0.._L-A-S .J52 n JIS -4 6 ,--.- i ES-

DIAPHRAGM AT 3 O'CLUCK (LOOKING AFT) AIRPLANES
747-70-001
O~Lt... k.i NGJ1O. IL>tB .1flJQN-
ERTII.SR~A G________ Hj. -1 6 .3 400 SI'S
DIAPHRAGM AT 9 O'CLOCK (LOOKING AFT) AIRPLANES
747-70-001
~s202&. C~iLRA.TION R1JCAL
Et
FLANGE AT 3 O'CLOCK ILOCKING AFT)
. i NG-NAlO
AIRPLANES
A N 5 O .NAS. S4 .6

747-70-001
.QQ)Q AL
IOt2iMIAL EIE EG, LLL>S 00
FLANGE AT 9 O'CLOCK (LOCKING AFT) AIRPLANES

~"A C HI- -4 6 .1 400 SI'S

747-70-30

31130116 RL.ACCELERATIQ,. VERTICAL N N 1. 1 -4 6 . -400 SI'S

MOUNT AIRPLANES 747-70-001
 TLST ITEM MEASURFMENT REUUIREMENTS (TIHR,

AIRPLANE MODEL JTOIAG PRINTED DATE 08/30/71

AIRPLANE NUMBER 747-70 ENTERED DATE 07/C0/77 0710

PTIF NtjgIJ QQQ - REVISE) AT 08/3077 1546

T~g~IT~,QQ.o~
T~Q ~flE D1GNOT1~PROGRAM -ASIC PlLS IFNG9tJfPEIFRMANqE IN-STR.______ _____
EWA REQUESTED BV WAS GROUP L

- .. ASyPE~fNT$ B!EgU1ItEQ.FPR THS.jkT ITEM-

IETWEEN
MEAS RECORD MIN MAX SAMPLES
NO. SECT ..... MEASUREMENT DESCRIPTION UNITS MEIJA - VALUE VALUE ACC DR FRED

o)315 P ACCELERATION, VERTICAL < ENG. NO. I > NS 254 ON '-Pl" G HS -4 £ .3 400 SPS
------ ~- - RANGE.AT 3.o!CLOCK-ILUOKIG ARTI .- AIBELANE...----------.............
747-70-001
00002 R ACCELERATION, VERTICAL C ENG. NO. I > NS 40 ON HI-LITE G HIS -4 6 .1 400 SPS
-- A T. Cl CL--A I ARe-
S2L- =M lE I-__ .A410~ -_________
)1018 R ACCELERATION, VERTICAL < ENG. NI. 1 > ON PYLON AT WING G HS -4 6 .1 200 SPS
FRONT SPAR ATTACH POINT AIRPLANES 747-70-OI
0000
ACELPAIOJVERICL
_H EG. I) I> N YLON~lAL nIC ..l ----- 6- L--.... ?QQ 5PS.-.
REAR SPAR ATTACH POINT AIRPLANES 747-70-001
OD33 R ACCELERATION, VERTICAL < ENG. NU. 2 > MS 100 ON 'A"' G HS -4 6 .1 430 SPS
--. LALANGE-AT 922C.QC IpI flAT.1PAf...
LOPE______________________
747-70-001
00024 R ACCELERATION. VERTICAL < EhG. NO. 2 > NS 10) ON "A" G HS -4 6 .1 400 SPS
---------------
---.. LANQjE AI. 9S-giIt (LQAKNQ AET) -AIRPLANES-,---~ ­
747-70-001
)3)46 R ACCELERATION, VERTICAL < ENG. NO. 2 > NS 125 ON FRONT G HS NEW -4 6 .1 400 SPS

00039 R ACCELERATION, VERTICAL < ENG. NO. 2 > MS 152 ON G 1s NEW -S 6 .3 403 SPS

DIAPHRAGM AT 3 O'CLOCK (LOOKING AFTI AIRPLANES

))340 R ACCELERATION, VERTICAL < ENG. NO. 2 > NS 152 ON G HS NEW -4 6 .3 400 SPS
DIAPHRAGM AT 9 O'CLOCK (LOOKING AFT) AIRPLANES
.......... 4 7t-._-o.........______ ______
)J45 R ACCELERATION, VERTICAL < ENG. NO. 2 > NS 254 ON "P"' G HS NCW -4 6 .3 400 SPS
FLANGE AT 3 O'CLOCK (LOCKING AFT) AIRPLANES
------------------------ A7-.Td-001-------------- -------...
0002t I ACCELERATION, VERTICAL < ENG. NO. 2 > NS 40 ON HI-LITE G HS -4 6 .1 400 SPS
AT 6 I)'CLOLK AIRPLANES 747-70-001
1L GC~E~tTII~t~B~C~LENQ f.O.-Z ..ON PYLON AT VlHL-.... QJI U.BkL. '- .1- g.q-o SPA
FRUNT SPAR ATTACH POINT AIRPLANES 747-70-O0
00049 R ACCELERATION, VbRTICAL < ENG. NO. 2 > ON PYLON AT WING G IS NEW -4 6 .1 200 SE'S
AIRPLANES 747-70-001 . ....... . MS.. . . .I ...... . 1. .. .

000 R REAR
ACCELERATION, YA POINTIRLN
SPAR ATTACH -
.G. > ANGULAR DEG/SS HTS -- IE Is -. Z -1eo SPS
ACCELEROMETFR AIRPLANES 7qI-70-001

- -- Ob-----A
O <ACL G, Nil. I >. £C5L ENIIf AT.LP9CATION TO BE K INER !S MEj20 P
OrT CR I NFl) Al kPLA4ES 747-70-001
00051 R LOAD < ENG NO. I > CASE BINDING AT LOCATION TO BIE K INLB HS N&N 200 SPS
. ..... ... .. nBTEflRNI . MRPInANES 7A7-70-QI ... . . ... . . . . . .. . ..
o)52 It LOAD < ING. NU. 2 > CASE BENDING AT LOCATION TO BE K INLH ITS NEW 200 SPS
DETERMINED AIRPLANES 741-70-001

c.fl
 TEST ITEM MEASUREMENT REUIIRFMENTS (TIMR

AIRPLANE MODEL JT9OIAG PRINTED DATE 38/30/77

AIRPLANE NUMIBEIR 747-70 ENTERED DATE 07/01/77 0710

FI.IiEL001.
....... . . ......... ............... ..... REVISED DATE. O I30L. 1J ...... .

.......- TEST.JTEES..A0D.OO2 _JT9D ENGINE DIAGNOSTICS.PROGRA-l.JIASIC.PLUS ENGIUE_ ERFJflIAEJNSTR.

EWA REOUESTED BY MAS GkLUP L

... ............. .... ... MEASUBEMENTS

....- REQULIRED LON THIS TEST ITEM ------
.- - - IME. . .

-
BETWEEN
IEAS RECORG MIN MAX SAMPLES

E10-_£5.ECI]: EASIJR1I4EnL
I EiCR1KJ
PI_...........
- NUM IA A.IEUL VALUE , ACL... RFSL.
00053 R LOAD < CN. NO. 2 > CASE BENDING AT LOCATION TO BE K INLB HS NEW 200 SPS

-. D.ETERMINED.- AIRPLANES-_A7=7T--001-.............

SCO' R RATE, PITCH < ENG. NO. I > NS 100 ON "A" FLANGE AT 3 DEG/S HS -15 15 .3 400 SPS
O'CLOCK (LOOKING AFT) AIRPLANES 747-73-301
.. . OQJB .. RATE.-PITCH S- Fl.. NO 2 > N5S..LtODN 22.'ELANflt T--T EG .. E -IS 15 . __
O'CLOCK (LOOKING AFT) AIRPLANES 747-70-001
)3jj7 R PATE, YAW < ENG. NO. 1 > NS 100 ON "-A" FLANGE AT 3 DEG/S HS -10 ID .2 400 SPS
. !CLOCQK
. (L-OOKING AT) - .AIBPLANES. 7Th7O:0r...... . ... ..
)0)34 R RATE, YAW < ENG. NO. 2 > NS 100 ON "A" FLANGE AT 3 DEG/S HS -1D 0 .2 400 SFS

O'CLOCK (LOOKING AFTI AIRPLANES 747-70-001

00054 _1 T 2ERATURE -ENG.. O-L-._CAS E-T.EELT URE- AlLOCAT.LafLoE. F S- NLW 0 -l0l..L.i..Lf&

OF NEAS No AIRPLANES 741-70-001
00055 i TEMPERATURE < ENG. NO. I > CASE TEMPERATURE AT LOCATION DEG F HS NEW 0 1500 15 1 SPS
.............. OP .NEAS NU -.. AIRLANES _47r70L...................­
30J13 R TEMPERATURE < ENG. NO. I > NS 254 ON " FLANGE AT 3 DEG F HS 0 1100 11 1 SPS
O'CLOCK ILOKING AFTI AIRPLANES 747-70-001
....0 t ._TEPERATUREEt.EHG. .NO._Z_>_',SE.TfEMPEPATURE_AT. LDCAT.LVJ3Ea EL__ EW 0 SPS
OF MEAS NO AIRPLANES 747-70-001
000)f R
TEMPERATURE < ENG. NC. 2 > CASE TEMPERATURE AT LOCATION DEG F HS NEW 0 1500 15 1 SPS
.... ... ... ... E. HERS NO
. . .. AIRELANES 717=70:001 .. .....
00043 R TEMPERATURE < ENG NO. 2 > NS 254 ON "P-'FLANGE AT 3 DEG F HS NEW 0. 1100 1
L. SPS
O'CLOCK (LOOKING AFT) AIRPLANES 747-70-001
-- 1014.- 5--11AEARAl "..411H TO10 UIR S.ARP!LAK 5E7LJAL1=QI)LiD1R&IIls - 23 P
01000 S TIME, TRIG < MONITOR > MINUTES AIRPLANES 747-70-00. MIN HS 0 59 5 SPS
>))1 S TIME, 1RIG < MUt(TUM > SECDNOS AIRPLANES 747-70-001 SEC HS 0 .0099 , SPS
... .. .0ul.. __S_...T IIG K MONITOR ).5ECONDS __AIRPLANES. 7T7.rQ75OL_.SEC.....
,IME. NS ..... 0... ..----.....

.......
01')02 S TIME, IPIb < MONITOR > SECONDS AIRPLANES 747-70-031 SEC HS 0 .99 5 SPS

05700 T POSITION, ANGULAR < INLET GUIDE VANE > iPC, ENGINE NO. DCG HS -34 7 5 SPS

J5701 T POSITION, ANGULAR < INLET GUIDE VANE > OPt. ENGINE NO. DECG IS -34 7 .5 1 SPS
2, JT90-70 AIRPI ANES 747-70-001
1510)5--- .. POSITION. ANGULAI < PEIE LEVER.> LUEL.XNTRQL,.NrGINE -. - .. Uri ..- . . --..5 .....-....-
- I SP...... ­
1, JT90-70 AIRPLANES 747-70-001
)5105 T POSITICN. ANGULAR < PCWER LEVER > FUEL CONTROIL, ENGINE DEG HS 0 130 2 1 SPS
... 072 .. _2, JT9-7) ... AIRPLANES.7 7z10:0OI -.. --......... ....
. ." 12 T PRESSURE, STATIC < HIGH PRESSURE COMPRESSOR PS4 > IN IS ItS 0 750 .17 1 SPS
ENGINE 1, J19D-70 AIRPLANES 747-70-0I
--------
0714 T. PRESSUJRE, STAT IC HIQIJ1 PRESSURE CI?LE$SOR p~i2 _--IN Ijl0 - 115-----. _--....hQ-_ _JW, S
ENGINE 2, JT9D-70 AIRPLANES 747-70-001
)5,3 T PRESSURF, TOTAL < LOW PRESSURE COMPRESSOR PTS > ENGINE PSIA HS 0 60 .6 1 SES
....... . t QJT9)-Z ._AI-blEANES 747-70-0.01..
 -4

TFSI ITEN MEASURCMFNT REQUIREMENTS (TIPP)

- -AIRPLANE MODEL JT9DIAG -PRINTED DATE 08/33/7?

A IRII.ANF WNMER 747-70 ENTERED RATE 01/01/71 0710)

- - - N'1UMPVtR .901 . - - - RFVISFjD DATE, 08/30/77 1546

-IMI IUi4AQ~j,g 2TjP. GINE D14gMUST Ms PPQGCRA'{-t I C ePLUjNG INEPERFOI1MAN(Eg_ TR _______ _____
EWA PEQUESIED BY NAS GRUP I

..... -... - - --......- --.... ... ... MttITS..flEQU IBLD EQ -THIS TETS.T-. I5
I- - - - - -. E ..
BETWEEN
-EAS RECORD MIN MAX SAMPLES
. ... .... .. S TEASU N LE T _N UNITS NEQIA . . . VALUE VALUE AC . RF E O

Os951 7 PRESSURE, TOTAL < LOW PRESSURE COMPRESSOR PT3 > ENGINE PSIA HS 0 60 .6 1 SPS
. .....
... .. ... . -_JT9I0.T-I _ AIRPLANES Ill:TO:0Q .. ... . .. . . . .. .. . . . . . . . . . . . . . ..
05724 T PRFSSURE, TOTAL < TURBINE EXIT PT7 > ENGINE 1, JT9D-70 IN HG [is 4 65 .031 SPS
AIRPLANFS 747-70-001
3.U5 .-.--- PBESSUBE,-..QTALLTuRAT IPL EXI.RP7._G.INLZ.-JT3S07zt...NHL--_-
U__S ~L
__ 4- .APL .
AIRPLANFS 747-70-001

J$728 T RATE. RPM < HIGH PRESSURE COMPRESSOR -N2 > ENGINE 1, RPM MS 0 9000 10 1 SIlS
-- - Tgfl-7 TIPAa.lkh-001
- . - - - - - - -~ . .

35729 T PATE, RPM < HIGH PRESSURE COMPRESSOR -N2 > ENGINE 2, RPM NS 0 9000 10 I SPS
JT9D-70 AIRPLANES 747-70-00

JT9I-7O AIRPLANES 741-70-001

05733 T RATE, RPM < LOW PRESSURE CCMPRESSOP -NI > ENGINE 2, RPM ItS 0 4000 5 1 SIS
... .......... dT ODtt ._ AIRPLANES. - 7S 70:29l----------------...........--- ­

05736 T TEMPERATURE, TOTAL < LP TURBINE EXIT - TT > ENGINE 1, DEG C HS 0 550 5 1 SPS

JT90-70 AIRPLANES 747-70-001

.0k-L)7 LtMDRIRtJ LA P. TILBBINEXT =1LLACL0t(L2 BEG.L J 550 5 -L-§pS ­

JT90-70 AIRPLANES 747-70-001
~
--------------------
. - . -n FOLQ1IIVl HYCBEEN DE LT§flDRmLql f. If..----------------
yijjfL _
JO)31 R RATE, PITCH < ENG. NO. 1 > AFT END OF INLET (FLANGE A) RDISEC HS 160 SPS
.. ..... POSITOl
ALSS_0'CL OqCK. -__ _______________
00032 R RATE, YAW < ENG. NO. I > AFT END OF INLET (FLANGE A) AT RD/SEC HS 160 SPS

9 O'CLOCK POSITION

. . . . . .. .. . . . .. .. . . . . . .
 APPENDIX C - DETAILED PLAN OF FLIGHT TEST

JT9 FNGINE DIAGNOSITCS PROGRAM - B

PURPOSE OF TEST

The purpose of this test is to gather powerplant inertia loads data as

would be encountered in commercial service. These data will be used in

conjunction with analytical methods on a NASTRAN model to ascertain causes

of short term deterioration on JT9D-series engines and associated increases

in specific fuel consumption.

REFEENCES

(a) EwA 669700, "Engine Component Improvement - Diagnostics JT9D".

(b) Boeing Docum!nt D6-22120, "Configuration and Status, Airplane RAOI".
(c) TimR 4.00.OOl, "JT9D Engine Diagnostics Program - Basic Instrumentation
- B".

CONFIGURATION

The test vehicle will be a Model 747-100,- the Boeing-owned airplane HAOO1,
as described in Reference (b). JT9D-7A engines are installed in all four
positions.

SPECIAL INSTRUMNNTATION

The powerplants will be instrumented with 25 channels on both engine No. 1

and No. 2 to measure inertia loads'at the powerplant center-of-gravity.
Fourteen addizional measurements to obtain basic airplane parameters, engine
Ni RPM and EPR as well as the 6 components of acceleration at the airplane
c.g.
will also be recorded. All required measurements are delineated in

Reference (c).

DATA REQUI.ED

HSPCM - On

ADAMS - Active
Direct Write - Active

Oscillograph

CRE1 RESPONSIBILITIES

Pilot - Call out airspeed, altitude, Mach No., load factor,

pertinent observations.

Test Director - Conduct test and record condition no., IRIG time, condition

parameters, etc.

Weights Engr. - Compute gross weight, c.g. for each tesz condition

Analysis Engr. - Monitor direct-write to insure condition quality and

communicate results to Test Director.

Instrumentation - Monitor instrumentation accuracy and inform Test Director

Engr. should any failures occur.

58
JT9 ENGINE DIAGNOSTICS PROGRAM - B (Continued)

TEST PARAMETERS

Gross Weight - As specified +10%

Fuel Config. - As specified

C.G. - Optional

Airsneed/Mach - As snecified

Altitude - As specified

GROSS WT/FUEL CONFIGURATIONS

QUANTITY - Lbs.

CONFIG. A CONFIG. B. CONFIG. C.

Center Wing As Rea'd As Rea'd As Req'd

Inboard Mains 82,000 (100%) 82,000 (100%) Min. Allowable

utboard Mains 28,500 (100%) 28,500 (100%) Min. Allowable

eserves 3300 (100%) 3300 (100%) 0

irplane G.W. Max.'Payload Max. Landing Max. Payload

I,
(56h,ooo)

TEST CONDITIONS

Take-Off

Record data from brake release through 10 seconds after lift-off during a
normal take-off vith 3 packs on in a tank-to-engine burn configuration.

Condition No. Fuel Confi2. Runway Rotation Rate No. of Take-off s

.Oo.00Ol.01 A BF! Normal 5

.002 A BFI - High 5
.003 A MOSES Normal 1
.oo4 A MOSES High 1
.005 C BFI Normal 5
.006 C MOSES Normal 1
.007 C BFI High 5

.008 C MOSES High

1

59
 JT9 ENGINE DIAGNOSTICS PROGRAM - B (Continued)

TEST CONDITIONS (Continued)

Turbulence

Record 3 minutes of data in turbulence for as many of the conditions listed

below as encountered during the test program.

RMS

Fuel Alt. Airspeed Mach c.g. Norm

ConditionNo. Config. AFt. KIAS No. Accelr g Remarks

4.oo.ool.oo C 35,000 As Req'd .77 1.0 1.2 Baseline

.010 35,000 1 .84 I

.011 15,000 290 As Req'd

.012 35,000 As Req'd .77 1.3 - .15 Moderate Turb.

.013 35,000 I .8*
.0!4 15,000 290* As Req'd

.015 35,000 As Req'd .77 1.6 2.0 Heavy Turb.

.016 35,000 1 .84"

.017 15,000 290* As Req'd

*Maximum turbulence penetration speed.

Abrupt Wind-Up Turn

Condition No. Operation

4.oo.ool.o18 With the airplane trimmed for level flight at V +80,

15,000 feet, perform an abrupt left wind-up turnIrom

1.0 to 1.6 g. Hold for 5 seconds and execute a normal

recovery. Fuel Configuration is "C".

,Landings

Record data from 50 feet prior to landing impact through a complete stop using

thrust reversers and moderate braking. Runway is optional

Sink Approximate

Fuel Gross it. C.G. Flap Rate AC.G. Normal No. of

Condition No. Confic. -Lbs. %MAC Fosn. -FPS Accel- 9's Lds.

k.O0.o0.019 B Max. Ldg. Opz. Normal 1-4 .h 12

(56h,ooo)
.020 B 5-8 .5-.10 12

60
 TASK I FLIGHT TEST PREPARATION

TASK II FLIGHT TEST

TASK III DATA REDUCTION

TASK IV DATA ANALYSIS, REPORTING, AND DOCUMENTATION

0 *2 4 '6 T'aV10 ' '2 17

MONTHS FROM GO-AHEAD

*Task II Flight Test Period May Require From 1 to 7 Months for RAO01 due to Concurrent Testing.

Cr.