AIAA-92-3976

Thrust Stand Design Principles

R, B. Runyan, J. P, Rynd, Jr., and J. F. Seely
Sverdrup Technology, Inch,AEDC Group
Arnold Air Force Base, Tennessee

t/

1
Y AlAA 17th
Aerospace Ground Testing Conference
July 6-8, 1992 / Nashville, TN
For permission to copy or republlsh, contact the American Institute of Aeronautics and Astronautics
370 L‘Enfant Promenade, S.W., Washington, D.C. 20024
 THRUST STAND DESIGN PRINCIPLES*
R. B. Runyan,** 1. P. Rynd, Jr., and 1. F. Seelyt
Sverdrup Technology, Inc., AEDC Group
Arnold Engineering Development Center
Arnold Air Force Base, Tennessee 37389

Abstract cells, and calibration systems referred to in general

Information used at the Engine Test Facility
(ETF), Arnold Engineering Development Center
(AEDC), to guide design of propulsion scale force
measuring systems is summarized. Terms, pro-
cedures, operational characteristics, and design
philosophies peculiar to this specialized engineering
field are defined. Several aspects of force measuring
systems are discussed, including stand configura-
tions, design features and calibration system techni-
ques which are employed at the ETF facilities.
Discussion on a variety of thrust stand designs is
presented with the intention of consolidating into one
document much of the experience accumulated in
the ETF. The discussion focuses on facilitating a
better understanding of the "why" of the system
design and focuses on systems that have the cap-
\ ~
ability to provide very accurate force measurements.
v Introduction
Successful development, evaluation, and qualific-
ation of propulsion systems such as turbojet and tur-
bofan engines and rocket motors require the mea-
surement of the performance and reliability of these
systems. Performance evaluation in turn uses several
parameters (for example, specific fuel consumption,
net thrust, and specific and total impulse) that require
precise measurement of thrust. Thrust can be
determined bv several basic methods' such as scale
force measurement, internal momentum balance, and
calculations using a nozzle coefficient. The method
primarib used in the Engine Test Facility (ETF) at the
Arnold Engineering Development Center (AEDC) is
the scale force measurement, with other methods
often employed to complement this technique.* Of
these techniques, only the scale force measurement
technique will be discussed here.
terms as the thrust stand. The thrust stand is used to
restrain the test article and provide for measurement
of the forces generated by the test article.
The following sections include a discussion on
basic force concepts and on the thrust stand in terms
of stand configurations, design considerations, and
calibration techniques. These discussions are based
on an AEDC technical report which provides addi-
tional detail on thrust stand design.
Basic Concepts
Force Vector
The motion of a free body has six degrees of
freedom. Any force or moment acting on a free body
can be specified by a combination of components
aligned along or about three orthogonal axis. In the
caseof a propulsion system, the forces and moments
on the test article may arise from propulsion system
thrust, support column reactions, service line reactions,
weight of the suspended body, inertial forces
resulting from the dynamic environment, and aero-
dynamic forces. The vector sum of all these forces
and moments must equal zero for equilibrium. To
define this force vector, it is necessary to specify its
direction, magnitude, and location.
Thrust Stand Concepts
For this discussion test article thrust is the pri-
mary force of interest, and can be represented by a
thrust vector, The function of a thrust is to
restrain the test article while measuringan adequate
number of forces to define the thrust vector. For
some test programs, it is adequate to measure only
certain components of the total forces and moments
and assume the other comoonents to be within an
~~ ~ ~~

The basis of the Scaleforce measurement tech- acceptable range. One such example is an axial force
nique is a system of frames, support columns, load measurement made with a single component mea-

W
T h e research reported herein was performed by the Arnold Engineering Development Center (AEDC). Air Force Systems
Command. Work and analysis for this research were done by personnel of Sverdrup Technology. Inc., AEDC Group, operating contractor
for the AEDC propulsion test facilities. Further reproduction is authorized to satisfy needs of the U. S. Government.
'v "Senior Member, AIAA.
tMember. AIAA
ThiliPBPdri.derlareda~ulrkoftheU.S. government and is
not iubjecttocopynght pmtertion inLheUnitodStotes.

1
surement system. In this instance, the magnitude and
direction are measured and the location is assumed
to be on the test article centerline. Another example
is a side force measurement in which it is sufficient
to measure only changes in side forces such as
those resulting from gimbaling. A thrust stand can,
therefore, be any of several different configurations,
each of which would be designed to meet the
required criteria for a specific installation. Criteria are
driven by test needs such as the type of test article,
thrust levels, measurements accuracy, dynamic
response, and a single or multicomponent force
measurement.
Thrust Stand Configurations
General
A cursory review of the ETF propulsion test
facilities reveals that a significant number of different
configurations are used to accomplish force measure-
ment. This variation in configurations can lend
confusion to one's efforts to achieve a basic under-
standing of the favorable characteristics of component
design and system operation. A summary of the
force measurement capabilities of the propulsion
system test cells in the ETF is tabulated in Table 1.
Table 1. Thrust Stand Characteristics
I-1~~
MULTICOMPONENT 100.000 AIR BREATHING
1-2 MULTI(OMP0NLNT 60,000 AIR BREATHING
1-26 AXIAL 20,000
1.3
.. ~.
MULTItOMPONENT , 200.000
~~~~~
1.4I
,
I YIIITlCllMPllNFNT Vlflflflfl 1
I ---,---
1-5 MULTICOMPONENT 300,000
C.l MULTI(OMPONEN1 10.000 AIR BREATHING
(-2 MULTI(OMP0NENT 10.000 AIR BREATHING
The task of choosing a thrust stand design
configuration must consider several factors. These
factors include the type of test article (such as a
rocket motor or an air-breathing engine), its physical
size, whether it is to be tested in the vertical or
horizontal configuration, the test facility constraints,
and the number of force components and their
required accuracy. Thrust stands are expensive and
can take many months to design, fabricate, install,
and certify. Because a specific stand cannot generally
be built for each test article, the design should
incorporate sufficient adaptability such that the
configuration can be adapted to a variety of test
article requirements with minimum modification. LJ
Basically, thrust stand systems are configured
with a floating system which is attached to a fixed
4
system. The floating system is an assembly consisting
of the test article, adapter, and floating frame. This
floating system is attached to the fixed or ground
frame by flexured columns. The flexured columns
allow the floating system to "float" with respect to
ground. Additional discussion of flexured columns is
provided later in this paper.
Single Component Stand Configurations
The basic configuration (and probably the most
numerous) is the single component thrust stand
which measures only axial force. For the purpose of
this discussion, thrust stands are also divided into
two subcategories. These subcategories are on-axis
and off-axis systems that refer to the relative location
of the data load cell axis. On-axis systems have the
data load cell measurement axis on the test article
axis, and off-axis systems have the data load cell
installed on an offset but parallel axis, which is
generally offset to accommodate the air supply for
air-breathing engines. The on-axis configuration is
generally used for rocket motor testing. 't /J
A basic horizontal on-axis configuration for rocket .J
motor thrust measurement is shown in Fig. la. The
horizontal configuration is favored for testing solid-
propellant rocket motors (SRMs) because the changing
motor weight does not directly influence the thrust
measured by the axial load cell. For the on-axis
configuration, the centerline of the measurement
device (the data load cell) is coincident with the
centerline of the test article. The thrust stand for this
ROCKET installation is designed to keep these two centerlines
ROCKET alianed durina calibration and testina. Fiaure l b
I -
RflfKFI
. .. . shows an alternate vertical test confiaurhonwhich is
RO(KE1 driven by the requirement for some rocket motors to
be tested in the vertical flight attitude (often liquid-
propellant rocket motors (LRMs)). Both configurations
data load cell for measurement.
Examples of off-axis configurations are shown in
Figs. 2a and 2b for air-breathing engines. In Fig. 2a,
the test article is supported from below. The ground
frame is attached to the cell floor. The assembly
(including the engine) can be readily removed from
the test cell and relocated as a unit to a work area for
easy access during rework or replacement of the
engine. In Fig. 2b, the test article is supported from
above and offers the advantage that large engines
can be wheeled in on handling dollies and lifted into
-
position. This configuration also allows pylon mounting
2
~4

'd

tOMPENSAlOR UNll

a. Horizontal on-axis configuration

Fig. 1. Multicomponent thrust stand.
HYDR. CYLINDER ponent measurement capability to multi-
component capability. The level of complication
varies for different types of test articles, but it
~ ~ [ ~ / ~ ~ / is significant for all. Some of the obvious
+L( effects include increases in both initial and
operational cost and increases in design, fabri-
'0 'ORWARD 'IDE
FORCE LOAD Cfll
cation, installation, and analysis complexity.
Historically, only the testing of rocket
AFT SIDE FORCE motors has required multicomponent force
lELL
measurements. However, with the advent of
LIQUID ROCKET air-breathing engines which utilize vectored
lEST nozzles for aircraft maneuverability has come
the requirement for thrust stands configured for
multicomponent force measurement. Currently,
four ETF propulsion test cells for air-breathing
engine testing have been redesigned for multi-
component force measurement. Three ETF
propulsion test cells for rocket motor testing
currently have multicomponent force measure-
ment capabilities.
b. Vertical on-axis configuration.
Figure 1. Concluded. The configuration of a multicomponent thrust
stand depends on several variables in addition . to
..
~

of the test article, if desired. Test article servicing
can often be accomplished in the same manner as
on engines which are installed below the wing of an
aircraft. An additional benefit of the configurations
shown in Figs. 2a and 2b is that removal and
W replacQment of the engine does not disturb the
alignment of the flexured support columns.
those mentioned above for the single component
stand configuration. To completely define the vector
of a test article, a six-component force-measurement
stand is required allowing the identification of forces
along three orthogonal axis and moments about each
of these axis. In practice, less than six components
are often adequate to meet test requirements.

Multicomponent Thrust Stand Configurations A thrust stand configuration for horizontal testing
4
of rocket motors is shown in Fia. l a with an SRM~~

Significant complications arise when force mea- installed. This example is of a sk-component thrust
suremont requirements transition from single com- stand.

3
 i

nT?77TV GROUND PLANE SUPPORT

0 EIASTK PIVOT (FLEXURES)
a. Air breathing engine mounted above thrust stand
(ALIBRATION FORCE ACTUATOR WITH DIS(ONNf(T
ULIBRITION LOA0 CELL WITH FLEXURES FLEXURE0 SUPPORT COLUMNS (4)
THRUST MEASUREMENT
LOAD CELL WITH FLEXURES

INLET DUCIING
LABRINIH SEAL
b. Air breathing engine mounted on overhead thrust stand
Fig. 2. Typical off-axis thrust stand.

A rocket multicomponent stand configuration is
represented in Fig. l b . Although only one plane is
shown in this figure, the installation is a six-com-
ponent thrust stand. In this vertical installation, the
test article is attached to a floating frame which, in
turn, is attached to the ground frame through the
axial and side force measurement columns. The test
article can be removed with a minimum of distur-
bance to the load columns.
However, for this configuration the total impulse in
the axial direction can be determined to approxi-
mately the same accuracy level as in the horizontal
configuration by using accurate total expended mass
measurements. A disadvantage of horizontal testing
(Fig. la) is the difficulty in separating vertical forces
resulting from nozzle gimbaling in the vertical plane
from those resulting from weight changes.

One disadvantage of vertical testing of an SRM

(Fig. lb) is that the motor weight is included in the
data load column measurement along the thrust axis.
An unique configuration for a multicomponent
thrust stand is utilized in the ETF test cells C-1 and
C-2 for air-breathing engine testing. The configuration
emphasizes the "adaptability of design" concept that
-
4
 was identified earlier. A single component stand
L/ (floating axial frame) existed (Fig. 3) when the
requirement for a multicomponent force measure-
ment capability in the C-cells was established. A sig-
'd
nificant savings of resources was achieved by adapt-
ing the existing configuration to a multicomponent
capability, rather than providing a new multi-
component thrust stand.
The multicomponent addition is shown in Fig. 3a.
-
The sketch in Fia. 3b shows the relative lavout of all
the columns. This configuration has the capability of
measuring the three orthogonal forces and two of the
moments. The yaw moment is reacted into the lower
two axial thrust reaction columns but is not mea-
sured. The lower two axial thrust reaction columns
transfer the axial thrust to the overhead floating frame
where the axial force is measured by a single load
cell column. This configuration minimizes any inter-
action into the axial measurement from pitch or yaw
forces or moments. However, interaction from the

FLOATING AXIAL FM€

@METRIC COMPONENTS(MULTICOMPONENT)
a. Multicomponent addition to basic thrust stand
2
o ON-BOARD ATTACH POINTS
a FLEXURf PIVOT
.. a LOAD CfLL, OATA OR CAll8RATE
..' 4% 0 ON-BROAD GROUND (TO AXIAL STAND)
3 AXIAL STAND GROUND

MY PITCH MOMENT

.- TEST ARTICLE
b. Detail of multicomponent load columns
Fig. 3. Adaptability of a basic stand design,

5
axial into the pitch or yaw measurement can occur
and depends on column alignment and service line
interference. This configuration is used in both of the
test cells (C-1 and C-2), and its performance has
been successful in meeting test requirements.
Design Considerations
General
Thrust stands are expensive and can take
several months to design, fabricate, install, and
certify for testing. Test schedules allow minimum
time for shakedown and resolution of any problems
that surface. These factors tend to motivate
conservative design approaches that draw heavily on
past experience.
E
z
2
A thrust stand, as part of the overall force
measurement system, is judged by the quality of the
thrust data obtained and the accessibility it allows to
-
*
c
zr
the test article. Good design is also reflected in the
ease with which the stand can be maintained within
alignment specifications and free of extraneous tare
forces.
Several interrelated subjects are involved in a
general discussion of force measurement systems.
The choice of grouping of these subjects into two or
three headings is often related to convenience. This
section on stand design focuses on system tares,
load columns. and system calibration.
System Tare
The concept of tare in relation to force measure-
ment has different meanings or at least different
shades of meaning, to different people. These varia-
tions in meanings often depend on one's level of
involvement in the force measurement task. The
static weight of a body on a force measuring system
is often considered tare, but a less limiting definition
is adopted here since the effect of this force can be
readily accounted for by zero shifts in the data
reduction. The concept of tare being the difference
between an applied force and the measured force will
be adopted for this discussion. The range of tare
varies considerably according to the type of test
configuration and hardware installation with the major
contributors identified in Fig. 4. This variation makes
quantifying a general tare level difficult, but an
estimate based on experience would be that tare
varies from 0.1 to 0.5 percent of applied load for
SRM installations, from 0.2 to 1.5 percent for air
breathing engine installations and from 1 to 2.5
6
percent for LRM installations. It should be empha-
sized that for tare to be acceptable it must be '.J
accountable. Therefore, the concepts and plans for
tare accountability must begin early in the design '--d
process. Tare forces can be conveniently categorized
as deflection tare, interaction tare, and gravity tare.
Discussion of these three categories follows.
r A
c
ENGINE SERVICES
U
STAND DEFLECTION
,
Fig. 4. Typical components of thrust stand tares. /
v
Deflectlon Tare - Deflection tare is associated
with the force required to deflect the stand or a
component through a distance of interest. One
source of deflection tare is the resistance to stand
deflection of service lines that transition from the
fixed stand to the floating members of the installation.
Resistance to deflection also includes bending
resistance of the flexures in the support columns and
interference with stand motion as a result of unin-
tentional contact between fixed and moveable
components. Individual instrumentation tubing and
wiring are generally of small diameter (less than 0.25
in.) and will produce little tare if they are arranged
and secured with reasonable care. Large numbers of
tubing lines can require special attention and should
be addressed in the same manner as the service
lines. Deflection tare is usually the major tare
contributor with turbine engine and LRM installations.
The plumbing of service lines from the fixed
stand to the floating stand or test article will produce
tare when deflection occurs. Whether the resulting
tare is acceptable or becomes a problem will depend
on the design of the hardware and techniques for
making the transition. It should be emphasized again,
that for tare to be acceptable, it must be accountable.
 There are several factors to be considered for THRUST STAND (MOVABLE)

-
<d accountability:
1. While flexible metal hose will require less force
than pipe to bend, its movement involves friction
forces and is not considered repeatable. Therefore, it
is not recommended if force measurement is critical.
ANCHOR POINT

2. All lines must be firmly anchored at each end

of the section that crosses from ground to the float-
ing frame. These two anchor points should preferably
lie in the same plane and be at right angles to the
thrust axis (as shown in Fig. sa) to minimize and
account for the resulting tare. The flexure support
concept shown in Fig. 5a accommodates the stand
movement along the thrust line, which places a
FLEXING DIRECTION ’/
tension load in the line and increases tare and GROUND PLANE’
loading on the anchor points. This concept also accom- a. Flexure support
modates line length changes resulting from changes
in line temperature. A variation of the flexure support THRUSI STAND (MOVABLE)
concept is shown in Fig. 5b as bends in the line are
utilized to provide for axial compliance and accom-
modate line thermal effects. The configuration shown
in Fig. 5c is often used with lines of smaller
diameters. This installation is only acceptable when
the anchor is capable of withstanding the torsional
stress induced into the line which, in practice,
, generally requires welded anchors. Any slippage of
the line within the anchor results in tare hysteresis.
4
3. Caution should be exercised in the use of ball SAME VERTICAL PLANE]
joints and gimbal joints in service lines to the thrust
stand. The flexibility of these joints is often loadlpres-
sure-dependent, which can result in non-repeatable b. Small line installation practice
tare forces.
r I H R U S T STAND (MOVABLE)
4. If any part of the test article or thrust stand
floating frame contacts an item connected to the
ground (test cell structure) during calibration or test
operation, it can introduce error. Any force trans-
mitted through this contact becomes a part of the
total tare force. This type of tare will seldom follow
the rules of linearity or repeatability. Close clearances
should therefore be avoided between the stand and
ground components especially in areas not readily
accessible for inspection. Be watchful also of fea- GROUND PLANE -
tures susceptible to trapping dirt or loose parts
between the thrust stand and ground.
Interaction Tare - Interaction tare is the result c. Alternate practice welded anchor installation.
of a support column becoming misaligned from the Figure 5. Service line installation.
desired orthogonal pattern. In the theoretical case of
w perfect alignment where all columns are and remain column load which affect the loads (by interaction
parallel to their corresponding x, y, or z axis, the load tare) in other columns. Consider an example in one

., in each column is independent, and load changes

along one axis will have no effect on the columns
parallel to the other axes. A misaligned support
column has x. y. or z components of the misaligned
plane, a typical horizontal rocket motor test stand in
which the weight of the engine and floating frame are
carried by vertical, parallel, equal length flexured
columns. Assume perfect alignment at zero thrust

7
 p OFFSET DUE IO
(OMPRESSID
THRUST
MOIOR WEIGHT COLUMN
S[HEMAII( OF DEFLECTION
I for adequate preload will result in joint looseness.
Fig. 6. Schematic of reaction loads.
and a data load cell parallel to the thrust axis.
As the level of thrust is increased, the floating
frame will move forward (Fig. 6 ) due to
compression of the axial load column. The
movement allows the vertical columns to be
inclined slightly, and an axial component of
each, resulting from the system weight or
side load, becomes a part of the tare load
into the axial force measurement. The value
of the interaction force is the tangent of the
angle of inclination multiplied by the load in
each column. The term "pendulum effect" is
6 FLEXURE
sometimes used in reference to this particular
form of weight interaction.
Temperature gradients between test cell and
thrust stand or within the thrust stand structure cause
distortions and misalignmentthat can produce
interactionforces in the Same manner and into any
load column. This tare source is particularly trouble-
some because thermal test conditions seldom can be
duplicated during calibration or checkout.
Gravity Tare - Gravity tare is the result of
changing test article weight. This occurs in axial
thrust measurement in a vertical test stand or side
load measurement on the vertical axis of horizontal
stands. LRMs with a constant weight (such as an off-
engine propellant feed configuration) during operation
do not pose a gravity tare problem, but SRMs do
require special consideration. Side load measurement
of SRMs is therefore best accomplished in the
horizontal plane. A vertical plane measurement has a
high tare-to-thrust ratio and a time-dependent tare
due to weight loss of the expended propellant. Thrust
8
measurement of vertically supported SRMs requires
special data analysis procedures to determine axial J
force but otherwise does not pose any unusual
design problems other than requiring provisions for J
motor loading.
Load Columns
Joint Design - Joint design affects stand
performance and ease of installation and alignment.
A loose joint will cause nonrepeatable or, at best,
nonlinear tare. Support column components with
differential pitch or opposite hand threads permit
column length adjustment for stand alignment.
However, a thread engagement without some means
Lock nuts are a simple means of providing a preload,
but high torque values are usually required to be
completely effective. Joining two male threads with a
split coupling (Fig. 7) is a popular component design
and is recommended as one means to ensure joint
stiffness. The threads provide length adjustment, and
transverse clamp screws remove looseness.
SPLIT NU1 ASSY.
Fig.7. Typical load column configuration.
A very effective joint is composed of two abutting
flanges with slightly conical back surfaces so that a
two-piece collar will draw the flanges together. The
joint is very stiff, does not require orientation of
mating Parts, and is easy to join. The joint does not,
however, provide a of length adjustment.
Load Cell Trains - Incorporating a load cell in a
flexured support column permits measurement of
reaction load on that axis and is termed a "load cell
train." Spacers are used to add length as needed to
load cell trains. When a spacer is used to lengthen a
load cell train, the load cell should be kept as close
to the grounded end as possible for column stability.
The flexures should be of the universal type and
serve the function of isolating the load cell from all
-
but column axial loads. The universal type also
minimizes the column length required to provide this
function and aids in identifying the flexure pivot point.
Detailed information on flexures is provided in Ref. 3.
 Most load cells in use at ETF have female end
threads. The load cells are attached to the load trains
by adapters with matching male threads. The
adapters normally fitted to these cells have a
shoulder that tightens against the load cell face. Man-
ufacturers limit torque on the cell to 10 to 20 percent
of the rated thread torque capacity (torque in inch-
pounds). These adapters should be fitted prior to lab
calibration and not disturbed thereafter. It is important
that the adapter mating stud not bottom in the cell's
threaded hole because of a potential induced load
that could change the load cell sensitivity.
Most load cells are temperature compensated
over a specified temperature range, but accurate
compensation requires the load cell temperature to
be uniform throughout the load cell. In rocket testing,
insulation wrapped over the trains is usually adequate
for the short run durations. Jet engine tests use
water-cooled jackets over the load train. The
jacketing should extend far enough to preclude
thermal conduction into the load cell.
System Calibratlon
General
Thrust stand calibration is one of the most
important steps in the development process for a
force measurement system. The load cell calibrations
are performed to remove system bias errors and
provide traceability to a reference standard. Of
additional importance the fact that it is one of the last
things to be accomplished before the system is ready
to use in testing and therefore provides an oppor-
tunity for system checkout. Planning for the calibra-
tion system should be accomplished during the early
phases of the design effort.
A calibration establishes the relationship between
a system with known force characteristics with the
output of the measurement device being calibrated.
Since the individual components of a force measure-
ment system such as the load cell, power supplies
and conditioning and recording systems, are also
calibrated individually, the need for an in-place,
applied-load calibration system for a thrust stand is
sometimes not apparent. In the case of a strain gage
load cell, its calibration can be accomplished in the
laboratory where the output of the load cell is related
to a known applied load. However, once the load cell
is installed in the thrust stand the load cell becomes
one component of the thrust stand system, which is
the system to be calibrated.
The measurement characteristics of the thrust
stand system must therefore be determined. Errors
accounted for by the system calibration are primarily
9
those resulting from system tare loads. The calibra-
tion of the thrust stand will quantify the tares and
allow the identification of other operational
characteristics. Obtaining an accurate calibration of a
system installation is basic to validation of the
capability of a stand to provide the required level of
performance.
It is often difficult to obtain the same response
from each tare source during calibration loading as
that obtained during test article loading even though
it is a primary objective of the calibration. The
primary reason for this difference is inability of the
calibration loading device to duplicate the deflection
in the stand that engine thrust forces produce. The
difference can be minimized by focusing on the
following three techniques: (1) Provide a Calibration
configuration that will duplicate as closely as practical
the test article loading to the stand. (2) Stiffen the
floating frame to reduce differences in deflection
resulting from the two different force loading modes.
(3) Locate anchor points of tare-producing items so
that deflection differences resulting from these
different force loading modes are negligible. The
methods and configuration utilized to accomplish this
calibration will be discussed.
On-Axis Thrust System Calibration
The calibration systems shown in Fig. 1 repre-
sents an "on-axis'' data measurement system with an
"on-axis" thrust system calibrator. The calibrator unit
remains in place and is mechanically disconnected
from the force measuring system when it is not in
use. This configuration for rocket engine testing
allows verification of tare force accountability before
each test period with a minimum amount of time and
effort. This allows for recalibration after configuration
modifications of tare-producing service lines or after
disassembly for replacement of the test article. This
is a benefit for SRM testing since the motors are
changed after each test.
The calibration system consists of a force
applicator and a force measuring system. The force
applicator could be of various designs, including a
hydraulic cylinder (Fig. lb), a lever system activated
by electric or hydraulically driven motors, or a
deadweight system as shown in Fig. la. The force
measuring systems usually include a reference load
cell to determine the applied force. This reference
load cell is generally referred to as a "working
standard" load cell, providing measurement of the
calibration force applied to the system and thereby
providing "traceability" to the National Institute of
Standards and Technology (NET). For a deadweight
system, the moment arms, the resistance of the pivot
points, and the buoyancy effects of the weights can
be taken into account through certification with a
reference load cell.
Off-Axis Thrust System Calibration
The thrust stands configured for air-breathing
engine testing require an "on-axis,'' applied load cali-
bration to provide validation of bias error account-
ability for the off-axis data load cell. "On-axis''
calibrations of an off-axis thrust stand are usually
time consuming. Therefore, techniques are used to
provide "health monitoring" calibrations with "off-
axis" calibration systems. These health monitoring
systems can complete a calibration in a matter of
minutes and the results can be directly related to the
on-axis calibration.
The off-axis measurement system can be
calibrated on-axis by removing the test article and
installing calibration hardware on the centerline. Also,
an on-axis calibration can be accomplished by using
two working standard calibration units set on the
centerline astraddle the test article. These loading
systems provide realistic frame moments and deflec-
tions to the data load system and account for system
tares that are present when the calibration is
conducted. These systems must be removed before
testing the test article; therefore, special care must
be exercised during installation of the test article.
This is to ensure that the tare forces accounted for in
the calibration remain essentially constant and no
additional lines or other tare sources are added after
the calibration that would result in a change in the
tare loads. Any significant modification of the
installation that would affect the characteristics of the
tare loads could, therefore, require a recalibration of
the system.
An off-axis system calibration can be accom-
plished in-place with configurations normally
associated with air-breathing engine testing. An off-
axis arrangement places the calibration load cell train
with a force mechanism above the engine and
parallel with the data load train. This above-thrust-
axis configuration is shown in Fig. 2b, although this
system applies a known calibration load along a line-
of-action parallel to, but offset from, the line of thrust
of the test article. However, this location does not
reproduce the bending moments that engine thrust
imposes on the stand, and the engine translation
which results from these moments is not duplicated
10
through these off-axis calibrations. Thrust stand
design and location of service piping can overcome '' J
most of the problems of the off-axis calibrator
configurations. In choosing the location of service . ./
lines it is desirable to ensure that most (approaching
90 percent) of the tare identified through on-axis
loading is also identified by the off-axis loading.
Summary and Conclusions
Principles and practices currently used at the
AEDC ETF have been described in this report.
Extensive experience with the use of thrust measure-
ment systems in the ETF has demonstrated that
thrust stands can be designed to meet propulsion
system requirements. However, design features are
extremely important, and considerable weight must
be given to operational features such as ease of
calibration.
Desirable design and operational procedures
which tend to facilitate high-quality thrust stand
performance have been developed. Consideration of
all potential tare forces must be made during design.
Tares must be identified, understood, and quantified
for data correction. Frequent calibration checks are
basic to the satisfactory operation of thrust stands.
\ / J
Certification of individual thrust stand compo-
nents, as well as the total thrust stand system, must ' )
be made with ample documentation. Certification
establishes magnitudes of errors and allows trace-
ability of measurements to NIST. With sufficient
attention to detail during the design, installation,
certification, and operation phases, accurate measure-
ments can routinely be obtained from thrust stands.
References
1. Smith, R. E. Jr. and Wehofer. S., "Measure-
ment of Engine Thrust in Altitude Ground Test
Facilities," AIM-82-0572, AlAA 12th Aerodynamic
Testing Conference, March 1982.
2. Bartlett, C. R. and Turner, F. E., "Performance
Evaluation Methods for the High-Bypass-Ratio
Turbofan," AIM-75-1206, AIWSAE 11th Propulsion
Conference, October 1975.
3. Ormond, A.N. "Flexures Used in Force and
Thrust Measuring Systems." ISA Conference 118-
LA-61-1, Sept. 1961.