ENGINE OPTIONS FOR SUPERSONIC CRUISE AIRCRAFT Dr P H Calder,OBE Project Director Olympus 593 and P C Gupta Assistant Chief Engineer-Performance Rolls-Royce Limited,Aero Division,Bristol Abstract integrated with the development of the variable throat,variable divergence, The paper summarises the Supersonic thrust reversing exhaust system,which uses Cruise engine studies that have been intake throat bleed for ventilation. These carried out as part of the UK contribution have been four-company activities as has to the ICAO Noise Working Group activities, been the flight clearance of the powerplant and presents the results of their inte- to the stringent airworthiness criteria laid gration in the Aircraft Parametric Study by down jointly by the British and French British Aerospace.Duct burning and Authorities, variable cycle engines are also discussed. The recent Rolls-Royce experimental work on If the cowlings of one of the rectangu- co-annular nozzles and mechanical ejector lar paired nacelles are removed,two square suppressors is reviewed and an international engines are visiblel This is the result of collaborative programme on mechanical tailoring the mass of engine dressings, ejector suppressor testing is described. It is shown how the choice of engine cycle cables and pipework to the nacelles.See Figure1· depends on the characteristics of the air- craft,the amount of silencing available and the level of technology available at go-ahead. NOT TO BE USED. THIS FL.AP ERATW Introduction Concorde supersonic passenger services from Paris and London to South America and the Middle East commenced nearly two and a half years ago and were extended to North America two years ago,initially to Washington DC and then to New York. At the end of April 1978 some 54 000 hours of engine service experience had been accumulated in the course of 4500 flights. Concorde and its powerplant have met their payload range performance objectives. The aircraft had made convincing demonstra- tions,even before the commencement of ser- vice into New York,that it had met its design aim of being no noisier than narrow bodied aircraft (707,DC8,VC10).In fact under certain circumstances,and due to its Fig 1.Concorde Engine Bay ability to adapt to particular airport geography,Concorde can produce community The last of the batch of engines ordered noise levels which are appreciably lower for the first sixteen Concorde aircraft was than those of narrow bodied aircraft. passed off the test bed in December 1977. Early flight development engines continue The theme of this session is SST to be converted to production standard for Propulsion System Airframe Integration. spares. The Concorde is a flying example of such integration,From the very earliest design It is appropriate at this time to examine stages the integration of the engine and the performance of the production run of powerplant with the airframe has been a new engines.Figure 2 shows that the prime consideration,with all relevant guaranteed thrust and mission equivalent decisions being mutually agreed by the four specific.fuel consumption have been met Companies responsible,The development of with comfortable margins and that the mean the variable intake to match the engines, performance has achieved the brochure target and control of the engine to match the which was used for aircraft mission per- intake under certain flight conditions,was formance predictions. Copyrightmerican Institute of Aeronautics and stronautics,Inc.,1978.All rights reserved.ENGINE OPTIONS FOR SUPERSONIC CRUISE AIRCRAFT Dr P H Calder, OBE Project Director Olympus 593 and P C Gupta Assistant Chief Engineer - Performance Rolls-Royce Limited, Aero Division, Bristol Abstract The paper summarises the Supersonic Cruise engine studies that have been carried out as part of the UK contribution to the ICAO Noise Working Group activities, and presents the results of their inte￾gration in the Aircraft Parametric Study by British Aerospace. Duct burning and variable cycle engines are also discussed. The recent Rolls-Royce experimental work on co-annular nozzles and mechanical ejector suppressors is reviewed and an international collaborative programme on mechanical ejector suppressor testing is described. It is shown how the choice of engine cycle depends on the characteristics of the air￾craft, the amount of silencing available and the level of technology available at go-ahead. Introduction Concorde supersonic passenger services v from Paris and London to South America and the Middle East commenced nearly two and a half years ago and were extended to North America two years ago, initially to Washington Dc and then to New York. At the end of April 1978 some 54 000 hours of engine service experience had been accumulated in the course of 4500 flights. Concorde and its powerplant have met their payload range performance objectives. The aircraft had made convincing demonstra￾tions, even before the commencement of ser￾vice into New York, that it had met its design aim of being no noisier than narrow bodied aircraft (707, Dc8, VClO). In fact, under certain circumstances, and due to its ability to adapt to particular airport geography, Concorde can produce community noise levels which are appreciably lower than those of narrow bodied aircraft. The theme of this session is SST Propulsion System - Airframe Integration. The Concorde is a flying example of such integration. From the very earliest design stages the integration of the engine and powerplant with the airframe has been a prime consideration, with all relevant decisions being mutually agreed by the four Companies responsible. The development of the variable intake to match the engines, intake under certain flight conditions, was / and control of the engine to match the 1 Copyrl@lO American in~lilutc of AeroniUlks *ad Astronm~ica. In<.. 1978. All rights resewed. integrated with the development of the variable throat, variable divergence, thrust reversing exhaust .syrtAm-! -which uses intake throat bleed for ventilation. These have been four-company activities as has been the flight clearance of the powerplant to the stringent airworthiness criteria laid down jointly by the British and French Authorities. If the cowlings of one of the rectangu￾lar paired nacelles are removed, two square engines are visible! This is the result of tailoring the mass of engine dressings, cables and pipework to the nacelles. See Figure 1. Fig 1. Concorde Engine Bay The last of the batch of engines ordered for the first sixteen Concorde aircraft was passed off the test bed in December 1977. Early flight development engines continue to be converted to production standard for spares. It is appropriate at this time to examine the performance of the production run of new engines. Figure 2 shows that the guaranteed thrust and mission equivalent specific fuel consumption have been met with comfortable margins and that the mean performance has achieved the brochure target which was used for aircraft mission per￾formance predictions