NASA

Technical

Memorandum

107302

Propulsion
Selection
Piloted Atmospheric
David
Lewis

J. Bents,
Research

Cleveland,
Andrew
Ames

Ted Mockler,
Center

and Jaime

Maldonado

Ohio
Hahn

Research

Moffett

Field,

Center
California

John Cyrus
Naval Air Warfare
Warminster,
Paul

for 85kft Remotely

Science Aircraft

Center

Pennsylvania

Schmitz

Power Computing
Cleveland,
Ohio
Jim Harp

Solutions

and Joseph

King

ThermoMechanical
Systems,
Canoga
Park, California

Prepared
AUVSI
sponsored
Orlando,

Inc.

Inc

for
96
by the Association
Florida,

National Aeronautics and

Space Administration

July

16-19,

for Unmanned
1996

Vehicle

Systems

//

- -'i)

-/

Trade names or m,mufactm_' names _ used in this report for identification

only. This usage does not comfimte aa official e_Iorsemen_ either expressed
or implied, by the Naticmal Atmmaufics a_l Space Adminisu'micn.

Propulsion

Selection

for

85kft

Remotely

Piloted

Atmospheric

Science

Aircraft

by
David

J. Bents,

Ted Mockler, and Jaime Maldonado

- NASA Lewis
Andrew Hahn - NASA Ames Research Center
John Cyrus - Naval
Paul Schmitz

Jim Harp

In their
more
the

quest

and more

of their

increasing

The

most

concentrations
several

useful

different

immediately

simultaneous

while

a.) from

fresh).

c.) several

repetitions

(i.e., about
useful

locations

in the upper

gained

taken

Inc.

scientists

from high flying

and their

potential

are getting

aircraft.

ultimate

Because

impact,

of

there

is

from

relative

measurements

(the sample

soundings

correlations

this dictates

between

that each

must

the different

sample

be analysed

be subject

aboard

the

to

aircraft

are required:

of 83 lift

the both the tropics

and mid latitudes.

in a time scale that is short

compared

to the seasonal

variations

1 month).

To obtain

minutes

behaves,

comes

to a minimum

including

of how the atmosphere

that are observed;

As a minimum

the tropopause

b.) at latitudes

instrument

species

Inc.

chemistry
and dynamics.
The highest priority is to get in
73 kft to over 80 kft especially
within 12 degrees of the

information

of chemical

Solutions

Systems,

pollutants

Center

(Warminster)

- ThermoMechanical

from air samples

of man-made

urgent need to understand

the detailed
situ measurements
at altitudes above
Equator.

Center

Computing

King

understanding

information

influence

- Power

and Joseph

to get a better

Air Warfare

Research

ensembles

settling

atmosphere,

times

at the selected
by traversing

of concentrations

require

location
maximum

the

at specific

soundings

times

the air platform

dictated

acceptable),

altitude

the entire

be taken

by science

to traverse

(the minimum
along

must

maximum
more

path

useful

at

many

specified

opportunity.

While

altitude

for at least

ensemble

information

from base

to the selected

30
is

location

(this is preferred).
These

science

atmospheric

priorities

science

a.) the science

extreme

mission

should

to the extent
This

new

Technology
unmanned

aircraft

aircraft

the

The aircraft

now appears

altitudes

requirements

and

will be unmanned

achievable

distances

summarized

over

for

a new

because:

by a remotely
water

in Table

piloted

are more

aircraft

hazardous

to a pilot

than

the

warrant
of pilot

and associated

that unmanned
is a primary

(ERAST)
aircraft

driven

(1).

mission

b.) the

c.) the weight

have

Program

(the ERAST

operation
goal

life support
can reduce

of NASA's

being
Alliance).

carried

equipment
aircraft

or exceeds

size, weight,

Environmental
out by NASA

equals

and cost.

Research
and four

the payload,

Aircraft

builders

and

of high

Sensor
altitude

As Table
capacity

I indicates,
of several

not a nominal

unusual

hundred

value

but

but represents

more

atmospheric

from

to carry

a minimum

to reach

is better).

observations,

any season,

capability

lbs is needed

and it has to fly far enough

needed,

performance

the aircraft

any developed

of the

is expected

airfield

for this

all the instruments

below

the location

Because

is needed
which

(the

scientific

of interest

from base

limited

opportunities

aircraft.

A payload

150 kg specification

is

utility

is compromised),

(at least

1000 km range

that

are

available

is
for

to be able to fly at any time of the day during

worldwide.

Table I Atmospheric Science Aircraft Requirements

MissionProfile
A: MinimumAcceptable
B: Preferred
100 kft80 kft 60 kftr

B
MissionAltitude
OperationalRadius
PayloadWeight
PayloadElectricalPower
PayloadThermalControl
PayloadAccommodation
Enduranceat MissionAltitude
AirspeedRanqe
OperationalConstraints

83,000ft.
1000km
150 kg
1.5kWe
1.5kWt @25 C
Accessto UndisturbedFreeStream
A: minutes
B: hours
0.4 < M < 0.85
Can operatein moderateturbulence.
Operationin ambientair temperaturesto -100 C.
Takeoff& landingin moderatecrosswinds(min. 15 knots)
To remotebaseof operationsat airfieldsworldwide

CrosswindCapability
Deployment

The

vehicle

must

community

within

supported,
New
since
flown

current

technology

mainly

also

today's

this aircraft

is expected

important

aerodynamic

heating

presents

altitudes,
(very

and there

high power

That means
available

be

limited

chemical

--

A subsonic
species

are high performance

than

are many

aircraft

but jet engines

other

any

for the

be based

critical

on industrypossible.

components,

relying

No mean

aircraft
is required

that they

science

extent

applications.

aircraft

feat,

has previously
because

are destroyed

some
by the

flight.

aircraft

available

that can fly over

are capable)

should

subsonic

are so delicate

with supersonic

there

the most
from

operated

to the maximum

(not supersonic)

sampled

associated
while

hardware

to only

fly higher

and

its systems

transferred

to routinely

and shock

is required

it can be maintained

hardware

the data.

a challenge

limits.

must

of existing

to collect

so that

commercially

development

of the most

That

cost

budget

production,

on adaptations
in order

be low

there

80,000

that

fly

slowly

ft at supersonic

are no aircraft

presently

at low
speeds
available

that fly higher

density

and

than about

subsonic

pressure

aircraft

beyond

with

altitude

15-25

psf. Unable

for the atmospheric

more like a sailplane

Because

(as reflected

at > 80 kft altitude

the range

designed

73 kft subsonically.

than a powered

in Fig. 1) the

is limited;

there

to utilize

shock

mission

must

science

of Nature's

exponential

dynamic

pressure

is not enough

waves

wing

with

0.9

90

0.8

8O

0.7

70

0.6

60

Lift,
0.5
LaltJLsea level
0.4

50
Recover/

0.3
0.2

to a

loadings
an aircraft

wing

loading

aircraft.

100

wing

loading,

be lightweight

1.0

Relative

of ambient

available

to sustain

to maintain

therefore

lapse

Overall
Pressure
Ratio,
OPR

40

y/

30
20
10

0.1

0.0
10

20

30

40

50

60

70

80

90

Altitude, ft. x 10-3

Fig. 1 Pressure Ratio needed for Flat-Rated Output Power
Relative Wing Lift and Altitude for Constant Flight Mach
Number of 0.50
The biggest

challenge

success

is to avoid

pressure

available

dictates

that

required

The additional

combustion

combustion
power.

overall
Since

power

translates

ratios

is proportial

to exponentially

as the OPR is increased.

gets heated
dealt

with.

required

forward

(OPR's)

a heavy
to ingest
fluid.

while

must

of the

lack of inlet

be employed

greater

The weight
raising

and

than

compress

limited

dynamic

pre- compression

to supply

To operate

the

engines
air supply

the

intake

volumes,

growth
OPR

rated

low density
slightly

for either

also generates

required

nonlinear.
additional

heat

air into
to sustain

1 atm to develop

will need

rated

power

at progressively

and correspondingly

is correspondingly

ambient

over

engine

to develop

power

at > 80 kft several

is typically

need

40 to 1 in order

maintaining
flow

system.

Half an atmosphere

the combustion

increasing

propulsion

reciprocating

to mass flow,

as it is compressed,

speed,

Because

rule for new aircraft

engines.

/ working

engine,

As Fig. 1 shows,

pressure

if at all possible.
at > 80 kft, the relative

makes

medium

in a turbine

since the cardinal

aircraft

for air breathing

are

problematic

development
not

turbomachinery

of compression

useable

rated

propulsion
to a subsonic

turbomachinery,

pressurization

stages

is propulsion--especially

higher

to sustain
at 85 kft.
altitudes

enlarged

capture

Since

the ingested

loads

which

areas

must

air
be

The density

lapse

problematic

with

exchanger

heat

(Re),

exchangers

this

heat

altitudes.

Any

from

while

Fig. 2 shows

transfer,
size

rises,

in order

versus

to reject

takes

the colder

makes

(aircraft

wing,

heat transfer

conflicting
the

how a typical

area must increase

body

which

thermal
inlet,

rejection

compressor

sea level to 80 kft will experience

convective

produces

load

into account

heat
fixed

that traverses

number

compression

reduces

altitude.

etc.)

Reynolds

also

drops

trends:
rapidly

aircraft

more

more

diminishing

engine

coolant

heat exchanger's

air temperatures

rejection

as the

available

at higher

weight

and frontal

to a sea level unit the calculation

at altitude.

21

I
Frontal Area
Dry Weight
Wet Weight

-__--

in

For powerplant

heat

transfer

heat

fold decrease

than ten fold.

heat

the same heat load compared

impeller,

a five

powerplant

increasingly

tl)

-rOt)
L..
0
""

O
_,_
N

_N

g
-.J

10

20

30

40

50

60

70

80

90

100

Altitude (kft)
Fig. 2 Heat Exchanger Size Variation with Altitude

The net result

heavier

is that, for subsonic

for the same

high altitude

aircraft

altitude

in order

system

will claim

counter
Given
subject

these

to have

a more

powerful

its own

weight

(maintain

fraction

of the airplane's

a greater

drawbacks,
driven
The

ability

to carry

unit.

unit is significantly

To complicate

propulsion
wing
gross

unit because

loading).
weight.

larger

and

matters

further,

the

it must

go faster

As a result,
This trend

at

the propulsion

unfortunately

runs

the weight.

a non airbreathing

limitations

propulsion

to a low altitude

needs

to the same
as fuel.

compared

a high altitude

to support

to the airplane's

combustion
well

output

flight,

(no need

propulsion
to breathe

(such

as rockets

or expander

non

airbreathing

engine

system
and process

engines)
may

not

might

ambient

the airplane
weigh

be considered

very

air).

needs
much

since

it is not

However,

if it is

to carry
but

oxidizer

it consumes

as
its

propellants
flow)

in flight

so that propellent

be limited

with

specific

propellant

before

all propellents

(1) showed

rapid

rate (oxidiser

becomes

a large

to air breathing

the aircraft

achievable

order

mass

compared

however,
than

at a very

progressively

air breathing

propulsion.
which

are consumed.

that a specific

compares

the trajectories

expander
engine)

engines

versus

consumption
and range

rates
beyond

propellants

carried

from

out by NASA
less than

but less

based

thirsty

expander

(6 - 12 lb/HP-hr),

and since

the atmospheric

excursion,

depends

will

altitudes

altitude

is reached

in support

of ERAST

has to be realized
at 80 kft.

have

in

Fig. 3

non-airbreathing

(turbocharged
science

in flight,

on the engine's

hypthetical

engines

duration

higher

to 35 minutes

airbreathing

combustion

fuel

consumed

4.5 lb/HP-hr

known

a single

are

Ames

on some

times

and flight

that the desired

sea level takeoff

to five

allowing

altitude

be low enough

four

weight,

theoretically

The maximum

for propulsion

the heavier

Since

is typically

of aircraft

As the

consumption

excursion

achievable

powerplant.

must

flow

lighter,

Studies

propellant

for an RPA to fly a single

fraction

systems.

will become
consumption,

mass

reciprocating

significantly

mission

higher

needs

duration

the

Airbreathing (turbocharged reciprocating) engine

80000
90000 [

Expander engine 4 Ib/HP-hr

70000 1

_Expander

engine 5lb/HP-hr

000///
4oooo

oooo 1

oooo 1
O_

I
100

I
200

I
300

I
400

I
500

I
700

I
600

Distance (Nmi)

Fig. 3 Trajectories, Air Breathing vs. Non Air Breathing

combustion

driven

non

specialized

expander

A non air-breathing
solar

electric

is timed

aircraft

engine
system

aircraft

(2)),

with

Pathfinder
and

with

future

machine
lower

spc

is precluded
were

that does not consume

has been

to coincide

Aerovironment

airbreathing

shown

capable

availability

in 1995;

flights

developments

propellant
(the

beyond

in energy

further

consideration

(unless

For example

developed).

of climbing

sunlight

from

might be of interest.
to appreciable

current

70 kft

storage

are

altitudes

record

is 50

presently

technology

may

when
kft

set

anticipated
herald

its flight
by

the

for this

an unlimited

durationflight dependingon the locationandtime of year. However,the diurnal variation and

diffuse natureof sunlight imposesrestrictionson the latitude, seasonand time of day a solar
aircraft can be flown andrender it unableto carry appreciablepayloads(the solar array only
developsaboutten useablewattsper squareft of wing area)in anaircraft of reasonablephysical
size. Thereforethe solaraircraft is not suitedfor this particularmission.
Becauseof the rangeand payloadrequiredfor the atmosphericsciencemission, air breathing
propulsion is still the logical choice. Mission studiesconductedby Ames (1), supportedby
propulsionsystemstudiesat Lewis, haveshownthat a prototypeaircraft constructedof modem
structural materialsand equippedwith a high altitude specific OPR engineshould be able to
achieve85 kft cruisealtitude.
The mostlikely candidatesfor the ERAST aircraft

were

reciprocating

between

since

engines.

the turbocharged

combustor

is replaced

has in most cases

performance
Table

At 85 lift the distinction

IC could
by

be considered

an reciprocating

surpassed

a.) turbine

as a specialized
engine

the reciprocating

core.

engine

varient

and enabled

including

supersonic

demonstrated

subsonic

flight that approaches

flight.

and b.) turbocharged

becomes

It is of course

to be achieved,

II) have

engines

the two

present

somewhat

of a turbine

engine

whose

the turbine

engine

which

day high altitude

Some turbine-powered
the desired

blurred

aircraft

altitudes

flight
(see

and one of

Table II Previous High Altitude Subsonic Aircraft

them,

the

capability
Electric

Aircraft
Destination

Original Purpose
(and year flown)

Altitude
Record

WB-57

high altitude
strategic
bomber (1949)

65,876 ft.
8/29/55

Bristol
=Olympus"
turbojet

ER-2

high altitudereconnaissance (1955)

73,200 ft.
8/4/95

GE-F118
turbofan

NASA atmospheric
science

AQM91M
Compass
Arrow

high altitude
reconnaissance
(1969)

>81,000 ft.
Sept. 1969

GE-J97-3
turbojet

military only,
no longer exists

Grob Egrett

high altitude science

aircraft (1988)

53,055 ft.
9/1/88

Garrett TPE331
turboprop

DoE atmospheric
science

Boeing
Condor

high altitude science

reconnaissance
(1989)

67,028 ft.
2/15/89

2 stage turbocharged spark

ignition engine

military only,
no longer exists

Grob
Strato 2C

atmospheric
science
(1995)

60,867 ft.
8/4/95

3 stage turbocharged spark

ignition engine

DLR (Germany)
atmospheric
science

Viet
more

J97,

Nam

era

AQM91

than 25 years

shown

ago (3).

in Fig. 4),

Compass

Arrow

Powered

Compass

Propulsion
Science Platform
System Used
Availability

Arrow

spyplane,

by a special
could

NCAR
atmospheric
science

design

achieve

arguably
turbojet
> 80 kft

demonstrated
engine
flying

that

(the General
at M = 0.83

WaSLS

66.2 Ibm/s

OPRsLs

11.5

FnM=.83@80k

184 Ibf

SFCM=.83@80k=

1.298

Weightdry

694 Ib

Fig. 4 General Electric J97 Turbojet

airspeed

(the

minimum

that altitude).
from

the

Proposals

original

twenty-four
NASA

the Air Force's

speeds

to winds

the exponential

thrust

lapse

correspondingly
leads

engines

illustrating

capable

of over

5,000

80,000

ft (Mach

stages

not to pursue

using

considered

(not fully

smaller

present

ratio

qualified)

system

the combustor

J97 hardware

by NASA.
which

acquisition;

were
these

lit at

left over

There

remain

surplussed

to

are in storage

at

to prevent
thrust,

at 85,000

and turbine
to 35:1)

flame

at high altitudes.

(wheel
ft.

diameters)

However,

produce

engine

flight

times

the turbine

to

engine

and less thrust;

lapse

curve

this

typical

turbojet

184 pounds

of

engine,

of thrust

at

of flameout.
specifically

chord

the aircraft's

and

Arrow's

only

technology.

and wide

combustor

a power

on the verge

a new jet

drops

the Compass

would

be operating

(25:1

pilot

flameout

flow area

at sea level,

day materials

for shorter

in less power

line) shows

it can develop

reduces

(less range)

As the air density

of air resulting

develop

which

and makes

As an example,

of thrust

(HP / lb) which

fuel consumption

Fig. 5 (solid

this trend.

and

altitudes

with altitude.

amounts

power

to be maintained,

are higher

flameout.

compressor

loading

at lower

that occurs

pounds

a stabilized

and larger

appreciable

turbulence

to design

using

a high pressure
hydrogen)

to keep

of this aircraft
been

is that the high specific

no. = 0.85) and would

be possible

probably

units

high wing

to combustor

turbine

and

power

and

eventually

feet)

have

The disadvantages

will ingest

(85,000

variant

decision

and relatively

the mission.

It would

a new
program

prototype

of gas turbine

susceptibility
conduct

Arrow

inlet precompression

Center.

The advantage
high

enough

to develop

J97 pre-production

Research

allows

giving

Compass

following

Ames

speed

It would
blades

(perhaps

using

The design

would

than the J97, resulting

as Fig. 5 also illustrates

for higher
need

to incorporate

(to minimize
a secondary
have

more

in a higher
(dashed

altitudes

Re effects),
fuel

such

as

turbomachinery
OPR,

and

lines and shaded

some

CONSTANT MACH NO.

1.0,,-

14
.8.

12
,,10

.6.

RELATIVE
HORSEPOWER

"8

RELATIVE
WEIGHT

-6

(CONST. SIZF_JWGT.)

.4'

(CONST. POWER)

4
2
0

.2"
ii

40

50

60

70

80

90

100

ALTITUDE - 1000 FT
Fig, 5 Altitude Effect on Turbine Engine Power/Weight
region),

this engine

turbojet,

capable

would

be larger

of subsonic

and heavier

flight

than the J97.

up up to about

Preliminary

90 kft

(Fig.

design

6), has

of such a small

been

investigated.

WaSLS = 86.6 Ibm/s

OPR

= 30

Fngok

= 120 Ibf

S FCg0k = .815
Wt

63"

= 902 Ibm

Fig. 6 Very High Altitude Turbojet Preliminary Design for ERAST

Development

of this specialized

(for example,

the J97 engine

roughly

equivalent

usually

not undertaken

to $300M

is tiny;

unless

aircraft

market

rebuilt

from the remaining

supported

product.

The other

alternative

design

(or any new

cost approximately

therefore

today).
there

Because

design

$60M

of the costs,

is a large

market

the only turbine

engine

inventory

is a propeller

of prototype

driven

during

available

would

be expensive

the mid 1960's;

development

anticipated.

hardware

unit powered

for that matter)

to develop

a sum

of a new jet engine

The

for ERAST

that never

by a turbocharged

atmospheric
would

became

is

science

be a J97 unit

a manufacturer-

reciprocating

engine.

These

have

long been

Fig. 7 illustrates,
which

a propeller

in turn enables

A diagram

considered

attractive

provides

high altitude

oft_he three

power

plants

high propulsive

flight at slower

stage system

efficiency

airspeeds

characterized

Altitude

for subsonic

flight

because

of its large

and reduced

for ERAST

at high altitudes.

As

capture

area,

fuel consumption.

is shown

in Fig. 8. Because

M=0.8

M=0.4

Tip =.5.6.7.8.9

Tip =.5.6.7.8.9.95.98

there

100,000

80,000

60,000
40,000

........

20,000
0

JI

0.01

lull

I III

10

0.1

U I III

1000

9ture Area, ft2

Ca
I

100

10

0.1
Diameter, ft

Fig. 7 Approximate Capture Area and Diameter Required for 100 Ibf Thrust
vs. Altitude, Airspeed and Desired Propulsive Efficiency

is an existing

technology

can be adapted
core

engine

multiple
flight

or in altitude

"old

of these
engine

of all internal

combustion

actually

most

bums

than

induction
gas

III provides

ignition
engines.

lower

aviation

hardware

power

cost than

plant

a jet engine.

been demonstrated

a summary

the most

gasoline

engines,

either

that
with

its

Several

in high altitude

of the test and flight

horsepower

engine,

it bums

with

What

a nearly

Because
engines
The

smaller

of equivalent
spark

multiple

stages

stochiometric

stochiometric
require

for the least

gives the gasoline

Fig. 9 illustrates

engines

air than diesel

turbine

at much

to sea level values.

sizing.

spark

a turbocharged

capabilities

to date.

of the air it ingests.

turbomachinery

consumption,

Table

systems

ignited

manifold

and general

to develop

have already

type that develops

spark

the intake

automotive

system

systems

test chambers.

fashioned"

pressurize

engine's

it is possible

stage turbo/supercharging

The reciprocating

on

of mass-produced

and turbocharger/intercooler

and accomplishments

the

base

for this purpose,

the impact

fuel

combustion

ignited

to

its edge is that,

air mixture;

that is, it

air consumption

minimizes
to pressurize

and significantly

engine's

at 80 kft is

of turbocharging
engine

of specific

turbomachinery
shaft power,

weight

exhaust

specific

air

the core
smaller
gases

size
are

Table III TurbochargedReciprocatingEngines

Developer

No.of
Stages/
Turbo
Mf'r.

Core

Engine
Used
TEALRAIN

Thermo
Mechanical
Systems

RatedHP
Demo @
RatedAIt.

Highest
Recorded
GroundTest
Performance

Highest
Altitude
Achieved
in Flight

3 Cylinder
Drake
36.6cid

3 Stages/
TMS

70 HP
@65kft
Feb.1982

47 HP
@90 kft
Mar. 1982

Ground
demo
only

(TMS)
Condor

Boeing
Teledyne
Continental
Motors

6 Cylinder
Continental
350 cid

2 Stages/
Teledyne
Continental

182 HP
@67kft
Feb. 1989

datanot
available

67,028ft.
Feb. 1989

Strato2C

Grow
IABG/
DLR

6 Cylinder
Continental
550 cid

3 Stages/
IABG/P+W/
Garrett

400 HP
@78kft
Dec.1994

308 HP
@82kft
Apr.1995

60, 876 ft.

Aug.1995

RaptorD2

Scaled
Composites/
TMS

4 Cylinder
ROTAX
74 cid

2 Stages/
"]'MS

103HP
@54kft
Jan. 1996

47 HP
@70 kft
Jan. 1996

Not flown
yet

PerseusB/
Theseus

Aurora

4 Cylinder
ROTAX
74 cid

3 Stages/
Garrett

73 HP
@59kft
May1994

73 HP
@59kft
May1994

20,000ft.
Mar 1996

Altus

G,A.

4 Cylinder
ROTAX
74 cid

2 Stages/
I-MS

103HP
@54kft
Jan. 1996

47 HP
@70 kft
Jan. 1996

Not flown

Flight
Sciences
Aero/
TMS

also

hot

enough

compressor

work

decreases,

the

roughly

Although

the

to that
passes
The

to remove

turbine,
through

turbocharged

reciprocating
thermal

exit

subsystem

consisting

coordinated

but only

engine

turbocharger

and ambient

turbines

pressure

increases

enthalpy

loading.
is low,

basis

the induction

powerplant

intercoolers

(otherwise

must

be used

the engine

would

and intercoolers

the overall

airflow

air (a tiny fraction)

is more

and turbocharger

systems

doors

(with

to provide

propeller,
elements

throttle

and

air supply.
is a significant

units,

associated

complicated
it has

between
detonate).

which

is roughly

must be

equivalent

is compressed.

radiators,

than

fluid hoses

The

gear box and variable

gate

Operational
issue.

control

Historically,

10

that

reliability

variable

matches
of a system

turbocharged

and

exhaust

air inlet/duct

management
pitch

In addition

and couplings

an outside

air for the thermal

waste

a jet.

an air induction

and an aftercooler),

cooling

of a multi-speed

and turbocharger

interconnected

turbocharger

of compression

one or two intercoolers

controlled

engine

increases

the

rest

the heat exchangers.

management

from the engine,

the

compressor

On a per horsepower

propeller

core

to provide

As altitude

across

for this

the heat

enthalpy

by the need to cool both core engine

into the air stream.

of a gas

ratio

air flow

enough

pressurization.

the increased

is complicated

directly

demand

pressure

balancing

stages

to have

for intake

induction

Heat rejection
coupled

required

increasing

extraction,

compressor

- 1500oF)

(1400

yet

system,

to the
system,

to reject

heat

system

with

a drivetrain

speed propeller,
propeller
consisting
piston

loads,

and a
engine

of so many

aero engines

have

required

regular

overhauls

maintenance

after

maintenance
overhauls.

over

hundreds

of

is performed

ambient

ambient

hours.

after

ambient

operating

intervals

This

hundreds

measured

contrasts

of hours

with

operation,

in tens of hours,
modem

turbine

and thousands

and complete

engines,
of hours

where
between

air

air

air

exhaust
LP turl_
clm_jer

Fig. 8 Three Stage Turbocharged Powerplant for ERAST

Nevertheless
favor

the

the fundamental
turbocharged

propulsion

unit designs

(including

drivetrains,

indicated

(chosen

(TSFC)

that

and turbocharged

data

results.

for both

propeller

the J97

propellers
The
and

successfully

demonstrated
propeller

kft, its TFSC

will be less.

both better

unit.

This

and heat

advantage

engine

the German
to 85 kft

design
Strato

best

type),

and

2C's turbocharged
chamber.

TSFC.

11

were
The

unit's
fuel

in addition

data
basis

at 90 kft, however,

selected
weight

in the flight

characterized

powerplant

on a per lb of thrust

is repeated

and better

specific

IV includes

which

previously

by comparing
thrust

the thrust

in Table

discussed

the propulsion

its delivered

concepts

heavier

trends

be illustrated

and considering

in an altitude

If the comparison
weight

can

presented

unit will be slightly

specific

and performance

exchangers),

for each

comparison
piston

turbocharged
unit enjoys

weight

at 80 and 90 Eft altitude,

to best

turbojet

powerplant

(4,5),
show

regime

consumption
to the small
for ERAST,
which
that

was

while

than a turbojet

at 80

the mrbocharged

Table IV Turbojets vs. Turbocharged Ic Engine

Uninstalled
Weight
Powerplant/Propulsion
System Including Delivered
(inletrecovery= 1.0)
Propeller Thrust

Specific
Weight

Specific
Consumption

3.9 Ibm/Ibf

1.3 Ibrn/hrper Ibf

@80 kft
J97 turbojet@ M = 0.83

715 Ibm

184Ibf

J97 turbojet@ M = 0.8

715 Ibm

Flameout

Newturbojet@ 0.5<M<0.85

920 Ibm

190Ibf

..

4.8 Ibm/Ibf

0.8 Ibm/hrper Ibf

Strato 2C (3 stageTCSI) @M--0.5 2457 Ibm

360Ibf

6.8 Ibm/Ibf

80K ERAST3 stageTCSI @M=0.4 587 Ibm

91 Ibf

6.5 Ibm/Ibf

0.44 Ibrn/hrper Ibf

920 Ibm

120Ibf

7.7 Ibm/Ibf

0.8 Ibm/hrper Ibf

90K ERAST3stageTCSI @M=0.4 667 Ibm

9OIbf

7.4 Ibm/Ibf

0.44Ibm/hrper Ibf

0.44Ibrn/hrper Ibf

@90kft
New turbojet @0.5< M < 0.85

Although
flight,

the turbocharged

its service

the (ever
required

more

ceiling

engine

may exceed

in an aircraft

is still ultimately

complicated)turbomachinery

to maintain

performance

for turbocharged

spark ignited

90 kft the power

plant

a gas turbine's
limited

and heat

at altitude.
powerplants.

will be too heavy

altitude

Weight

growth

to be carded

in low speed

by the increased

exchangers

Fig. 10 shows

potential

(weight,

the overall
is nonlinear

by the wing

size and weight

frontal
weight

area and
trends

- at altitudes

loading

of

drag)

that result
approaching

available

(the

no fly

zone.)

In 1996
science

the

EKAST

aircraft

I. This aircraft,
by turbocharged
a.) the
powered

which
known

Ames

and

began

a process

will flight demonstrate

as HADur

spark ignited
Lewis

by turbocharged

be able to achieve
b.) most

Alliance

slightly

of the industry

c.) a mission
specific
constraints
of ERAST.

(for High

engines.
mission

to define

the science
Altitude

The Alliance
/ propulsion
ignited

engines

higher

cruise

altitudes

partners'
propulsion

experience
unit

prototype

mission

Duration),
selected
studies

spark

the

capability

12

summarized

will be propeller

indicated

can meet

a propeller

the Table

piloted
in Table

driven

this form of propulsion

powered

because:
driven

I requirements,

aircraft
and may

than other candidates.

is with this form

could

of a remotely

be developed

of propulsion
within

the

time

and

budget

18"n

_I

Specific
Air Consumption,
Ibm/hr

301
w

per Ibf and

Ibm per
ESHP-hr

LPCwheelsize requiredto ingestIbm/secairflowfor 100HP@80 kft

(LPCstagepressureratio= 4:1, inlet recovery= 1.0)

25
20

15
per Ibf
1

,bm0erhr
Ibm per
HP-hr

turbo

turbo

TC diesel

TC rotary

TC piston

jet,

prop,
M=0.5

propeller,
M-0.4

propeller,
M=0.4

propeller,
M=0.4

M=0.8

Fig. 9 Specific Air Consumption Dictates Turbomachinery Size

lO

"NO-FLY"
ZONE
.

8
D_
-r"

co
E

ERAS

Grob/IABG

BoeingStrato2C
A
_E
Condor/___._

_: 5"
4.

CO
"E

3-

RA ;T
ROTAX

.2
o

ROTA_

Predator/
Tier II

RaptorD2

A
ROTAX912
-I
_,TCMVoyager550

o
13..

TCM550
singleturbo

10

20

30

40

50

60

70

80

90

Rated Altitude (kft)

Fig. 10 TurbochargedPowerplantSpecificWeightvs. RatedAltitude
Since

no other

user community

has requirements

equivalent

13

to the atmospheric

science

needs,

the

>80 lift subsonic

resources.

propulsion

Fortunately

turbocharged

capability

there

propeller

powerplant,

heritage

that can be directly

Present

development

cylinder

ROTAX

factory
already
(TMS)

support

program

under

altitude

ROTAX
altitude

pressure
(HALE)

program

(an effort

missiles;

the Raptor

aircraft

1995

as BMDO

defense).

attention

Further

at 54 kft lapsing
TMS

RAINIow

pressure

requirements.
producing,
that directly

in the early

TEAL

1980's,

in the TMS chamber,

addresses

recent

limited
for the
hardware

the science

using

is in current

experimental

the

"homebuilt"

previous

has

it has
aircraft

by ThermoMechanical

considerable

four

production,

for durability

RAIN

RPA technology

successfully

Systems

background

in

engine

mechanically

producing

exhausted

stage hardware

under the Ballistic

HALE

RPA's

hardware
away

eventually

airborne

resulted

engine

to higher

modified

altitudes

to accommodate

the core engine

a demonstration
aircraft

engine
Defense

(6).

TMS

RAIN
for small

high

of land mobile

to NASA's

ERAST

systems
system

program

propulsion

producing

100 HP

chamber.

by adding

the original

the ROTAX

TEAL

core engine's

and three turbochargers

14

requirements.

in

to terminal

airflow

with the intent

of at least 80 HP at 80 kfl, a performance

the test article.

later

to a

Organization's

detection

in the two stage

of a

55 HP at 90 kfl

chamber

surveillance

altitude

operation

from TEAL

Missile

for launch

were transferred

from

development

demonstrated

of a two stage turbocharged

vehicles

TMS is now integrating

and

experimental

equipped

was shifted

suitably

engine

developed

with

and high pressure

and TMS

the Raptor

stage,

have

powerplant

reputation

RPA

to 62 HP at 70 kft in the dynamometer

is now extending

NASA's
hardware

installations.

to develop

development

turbocharged

is being

company

for demonstration

RAPTOR

among

classified

in a dynamometer

long endurance

within

available

components

low cost aero

use

(45 cid 3 cylinder)

912 core engine

critical

stage

system

a small

Condor

the intermediate

most

and due to the excellent

the formerly

stage turbocharged

simulated

This

and engine

that preceeded

applied

CA,

development
who,

core.

widespread

Park

the

of commercially

a three

stage turbocharger

of Canoga

It was TMS

on

available,

enjoys

The three

turbocharger

three

is focussed

developed,

builders.

and

entirely

base

utilized.

912 engine

technical

will have to be developed

is a technology

Fig. 11 is a photograph

goal
of

of

Fig. 11 Three Stage Turbocharged ROTAX 912 in TMS Chamber

This demonstration

will be an important

altitude

the test article

entire
plant

flight

since

propulsion
(inlets,

development.
cooled

unit which

exits,

heat exchanger

heat exchangers,

researched

of the 80 kft propeller

Drivetrain

and propeller
operates

being

as a result

After

there

in a low Rn high tip Mach

will most

all this propulsion

advertised"

be a multiple

hardware

has been

objective

of the ERAST

integrated

propulsion

challenge
to speed

development:

flight

drive

number

Foundation.

of

since

of five

Nacelle

and

partners.

at altitude

the altitudes
variations

air

University.

and the Alliance

and ground

into the HADur

the balance

and Old Dominion

ratio reduction

developed

includes

not the

and a consortium

In traversing

be subject

hardware

low Reynolds

Lewis

NASA

a unique

in a high

etc.) and propeller/drivetrain

Research

at NASA

no. regime.

pitch,

likely

it will be eventually

by NASA

between

is considered

level to >80 kft it will, in spite of variable

that remains

controls

State University

by groups

result

of critical

High altitude

researched

has also begun

development

Work

underway.

led by the Ohio

are being

Definition
propeller

demonstration
automatic

is already

are presently

manufactures

inlet aerodynamics

is a breadboard

of this work

heat exchangers

but will not immediately

has yet to be developed.

and ducts,

Some

milestone

the

from

greater

sea

than 2 x --

from the powerplant.

tested

airframe

to ensure

design

demonstration

leading

of science

it "works

as

to the ultimate
mission

capability.
REFERENCES
1.

Report

Leadership
Altitude
DC

of the Environmental
Team,

Civil

March

Aircraft

of Remotely

Piloted

Missions",

National

and Sensor
Aircraft

Aeronautics

Technology

(ERA.ST)Program

(RPA)Technology
and Space

Required

Administration,

for High

Washington

1996

2. M. Dornheim,
Technology,

"A Review

Science

Research

Sept.

"Solar

Powered

Aircraft

Exceeds

18, 1995

15

50,000

Ft.", Aviation

Week

and Space

3. W. Wagner
Diego

4.

and W. Sloan,

CA, June

H. Tonksotter

Long

Endurance

"The

Strato

Aircraft",

"STRATO

Raumfarht

(DLR),

No. SR-36,

UAV's",

Teledyne

prepared

2C Propulsion

Ryan

Aeronautical

Co. San

A Low Cost Approach

Description"

Deutsche

mbH, March

Forschungsanstalt

for a High

Altitude

1994

fur Luft und

1993

System

Development

for Developmental
Systems,

System;

Industrieanlagen-Betriebsgesellschaft

2C Technical
November

"Turbocharger

ThermoMechanical

and Other

1993

5. Anon,

6. J. Harp,

"Fireflies

Canoga

and Propulsion

Sciences

Inc. under

Park CA May

16

System

Contract

1982 (declassified

Testing",

TMS

Report

No. DSI-80-TR-SC-05-A,
Mar

1994)

REPORT

DOCUMENTATION

Form Approved
OMBNo. 0704-0188

PAGE

Public ml_
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1. AGENCY

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(Leave b/an/C)

2. REPORT

DATE

October
4. TITLE

3. REPORT

TYPE AND

1996

AND SuIwrITLE

Propulsion

DATES

Technical

5. FUNDING

Selection

for 85kft Remotely

Piloted

Atmospheric

Science

NUMBERS

Aircraft
WU-537-10-20

e. AUTHOR(S)
David J. Bents, Ted Mockler, Jaime Maldonado,
Schmitz, Jim Harp, and Joseph King

Andrew

Hahn, John Cyrus, Paul

7. PERFORMINGORGANIZATIONNAME(S)AND ADORESS(ES)

8. PERFORMING
ORGANIZATION
REPORT NUMBER

National Aeronautics
and Space Administration
Lewis Research Center
Cleveland, Ohio 44135-3191

E-10390

10.

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Washington,
D.C. 20546-0001
11.

COVERED

Memorandum

SUPPLEMENTARY

SPONSORING/MONITORING
AGENCY REPORT NUMBER

NASA TM- 107302

NOTES

Prepared for AUVS196 sponsored by the Association for Unmanned Vehicle Systems, Orlando, Florida, July 16-19, 1996. David J.
Bents, Ted Mockler, and Jalme Maldonado, NASA Lewis Research Center; Andrew Hahn, NASA Ames Research Center; Moffett Field
Callfomia 94035; John Cyrus, Naval Air Warfare Center, Warmlnster, Pennsylvania 18974--0591; Paul Schmitz, Power Computing
Solutions Inc., Cleveland, Ohio 44111; Jim Harp and Joseph King, ThennoMechanical
Systems Inc., Canoga Park, California 91303.
Responsible person, David J. Bent.s, organization code 5440, (216) 433-6135.
12a.

DISTRIBUTION/AVAILABILITY

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Subject Category
This
13.

publicadon

ABSTRACT

STATEMENT

12b.

DISTRIBUTION

CODE

- Unlimited
07

is available

(Max/mum

from

the NASA

Center

for AeroSpace

Information,

(301)

621-0390.

200 words)

This paper describes how a 3 stage turbocharged gasoline engine was selected to power NASA's atmospheric
science
unmanned aircraft now under development.
The airplane, whose purpose is to fly sampling instruments
through targeted
regions of the upper atmosphere
at the exact location and time (season, time of day) where the most interesting
chemisa'y
is taking place, must have a round trip range exceeding 1000 kin, carry a payload of about 500 lb to altitudes exceeding 80
kft over the site, and be able to remain above that altitude for at least 30 minutes before returning to base. This is a
subsonic aircraft (the aerodynamic
heating and shock associated with supersonic flight could easily destroy the chemical
species that are being sampled) and it must be constructed
so it will operate out of small airfields at primitive remote sites
worldwide, under varying climate and weather conditions. Finally it must be low cost, since less than $50 M is available
for its development.
These requirements
put severe constraints on the aircraft design (for example, wing loading in the
vicinity of 10 psf) and have in turn limited the propulsion choices to already-existing
hardware, or limited adaptations of
existing hardware. The only candidate that could emerge under these circumstances
was a propeUer driven aircraft
powered by spark ignited (SO gasoline engines, whose intake pressurization
is accomplished
by multiple stages of turbocharging and intercooling.
Fortunately
the turbocharged
SI powerplant,
owing to its rich automotive
heritage and earlier
intensive aero powerplant
development
during WWII, enjoys in addition to its potentially low development
costs some
subtle physical advantages
(arising from its near-stechiometric
combustion)
that may make it smaUer and fighter than
either a turbine engine or a diesel for these altitudes. Just as fortunately, the NASA/industry
team developing this aircraft
includes the same people who built multi-stage
turbocharged
SI powerplants for unmanned military spyplanes in the early
1980's. Now adapting hardware developed for reconaissance
at 65-70 lift to the interests of atmospheric
science at 80-90
kft, their efforts should yield an aero powerplant
that pushes the altitude limits of subsonic air breathing propulsion.
14.

SUBJECT

TERMS

High altitude;

115. NUMBER

Subsonic

aircraft;

Aeropropulsion;

Atmospheric

OF PAGES

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19. SECURITY CLASSIFICATION

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