The future Advanced Short Take Off and Vertical Landing (ASTOVL) aircraft will probably require good supersonic capability and combine the attributes of the F16 aircraft with those of the Harrier, and the engine will undoubtedly be placed at the back of the aircraft. Thus the front lift nozzles mounted forward of the aircraft center of gravity, will require long ducts from the engine. To minimize hot gas injection effects and the weight of the ducting to the front lift nozzles, it is proposed that fan delivery air should be used directly. This introduces the need for a dual cycle engine configuration, unmixed for lift, mixed for propulsion, and thus for movable blocker doors to ensure that only lift or propulsive nozzles are selected. However, during mode change it is probable that fan running line control will be necessary to minimize potential surge or flutter problems. Further, the much larger separation between the front and back lift nozzles will generate potentially large pitching moments during engine modulation at various landing weights for which back lift nozzle area variation is a possible solution. Clearly control is thus becoming more sophisticated than on Harrier/Pegasus, and has certainly generated the need for extensive aircraft/engine integration studies. A possible control architecture is identified, and it is concluded that this approach is reasonable.
ASTOVL Engine Control
1990
7 pages
Report
No indication
English
ASTOVL propulsion concept runs at GE - GE's YF120 is baseline engine for McDonnell's ASTOVL
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Online Contents | 1996
Online Contents | 1996
A variable cycle jet engine for ASTOVL aircraft
Online Contents | 1997
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British Library Online Contents | 1997
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