lift device

8/8/2019 Lift Device

http://slidepdf.com/reader/full/lift-device 1/94

http://www.blackvault.com/



AN EQUAL OPPORTUNITY EMPLOYER

May 27, 2010

Freedom of Information

Program Office

Mr. John Greenewald Jr.

Dear Mr. Greenewald Jr.:

This is in response to your Freedom of Information Act (FOIA) request received April 9, 2010for Accession Numbers: ADB217494 and AD0395808 as stated in your request.

Your request has been reviewed by the US Army Aviation and Missile Command’s Acquisition

Center and much coordination with Scott Air Force Base, a copy of the requested documents areattached.

Pursuant to the Freedom of Information Act, 5 U.S.C. 552, there were no costs associated withprocessing your request.

If you have any questions concerning this response, please call the undersigned at 256-876-

6360, and reference case number FOIA-10-0265.

Sincerely,

//s//

Charmaine HowellFreedom of Information/Privacy Act

Program Specialist

Enclosure

DEPARTMENT OF THE ARMY UNITED STATES ARMY GARRISON – REDSTONE

4488 MARTIN ROADREDSTONE ARSENAL, ALABAMA 35898-5000

REPLY TOATTENTION OF



UNCLASSIFIED I LIMITED ADB217494

O,?' r - f2f(d, 1-

Individual Lift Device.

BELL AEROSYSTEMS CO BUFFALO NY

15 OCT 1967

Distribution: OTIC users only.

.Ii, ~ " I

UNCLASSIFIED I LIMITED




Redistribution Of OTIC-Supplied Information Notice

Al l information received from DTIC, not clearly marked "for public release I may

be used only to bid on or to perform work under a U.S. Government contract or

grant for purposes specifically authorized by the U.S. Government agency that

is sponsoring access OR by U.S. Government employees in the performance of

their duties.

Information not clearly marked IIfor public release" may not be distributed on the

public/open Internet in any form, published for profit or offered for sale in anymanner.

Non-compliance could result in termination of access.

Reproduction Quality Notice

DTIC's Technical Reports collection spans documents from 1900 to the present.We employ 100 percent quality control at each stage of the scanning and

reproduction process to ensure that our document reproduction is as true to the

original as current scanning and reproduction technology allows.

However, occasionally the original quality does not allow a better copy.

If you are dissatisfied with the reproduction quality of any document that we

provide, please free to contact our Directorate of User Services at

(703) 767-9066/9068 or DSN 427-9066/9068 for refund or replacement.

Do Not Return This Document To OTIC




U CLf\SSIFI tV~ E L L A E R o s y s r - E M S ' ~ C O M ' P A N Y )

\\

I ~ /

.' .INDIVIDUAL LIFT DEVICE, '[I'- - -

REPORT NUMBER 21 /I

I

October 15, 1967 j

z )rilJ1 j J.\.1

ARPA Order Number ......................... 764 (Program Code Number ..................... . 6G20 (23P'Name of Contractor ........................ Bell A e ~ o s y s t e m s Co.Date of Contract .......................... 30 December 1965

\contract Number ........................... DA 2 3 - 2 0 4 - A M c - Q ' : \ 7 1 2 ~ 1 ) . J Contract Expiration Date .................. 1 March 1968Proj ect Title .............................. ndi vidual Lift Device

(Project Manager...........................

Robert J . Ma:L\ (;:"N')t,TTechnical Director ......................... Robert F. speth·

This document contains inthe United sta tes within thU.S.C. :Sect. 793 and 794. Icontents in any manner to an

ation affecting the national defense ofeaning of the Espionage Laws, Title 18transmission or the revelation of i ts

uthorizedperson is prohibited by law.

D O ~ T N G R A D E D ~ Y E A R INTERVALS:DECLASSIFI AFTER 12 YEARS.DOD DI 200.10

Pages 1-26 of th is Document are CONFIDENTIAL

RECEIVED

OCT 171967

CLASSIFIED DOCUMENT CONTROL

;\TTEltE COLUMBUS lABORATORIES

f) f7 8{ i?AOc



i

U"NcLAssiFI EC' ~ ' ~ " " ' ~ ~ " ' . " , " . "

BELL AEROSVS T EMS C O M P ~ N Y ----------1

,'f -,

ti ', ,f'l-\ "

,.

, !

, \

Jet Flying Belt



UNCLAsSIFIED, . . BELL A E R O S Y S T E ' i V ' S ~ ~ ~ ~ P A N V ______________

INDIVIDUAL LIFT DEVICE PHASE I I

r-"8UMMARY

The Phase I design portion of the program was completed in

approximately November 1966 and resulted in the Individual Lif t

Device configuration which is shown in the f ront ispiece (Je t Belt

Mockup). The engine is mounted inverted in a vert ical a t t i tude

and exhaust gases are ducted through a rigid bifurcated duct system

to nozzles located a t the extremeties and pointing downward. Nozzles

are suspended from the duct by a bellows which permits deflection

fore and af t and to the sides for control . Control inputs and

engine thrott l ing are achieved as in the rocket bel t . Wrap around

fuel tanks are used and are unpressurized. Empty weight is 99 Ibs.

including the engine. With a 180 lb. man, 25 Ibs. payload, and

Ibs. of fuel and oi l , take off gross weight is 3L1-8 Ibs.

The engine which is 1 foot in diameter and 2 feet in length is

a twin spool, bypass turbo je t engine with a minimum rated thrust

of 425 Ibs . The two spools are counter rotat ing to minimize gyro-

scopic forces during maneuvers. DeSign specific fuel consQmption

is 0.8 Ibs. fuel / lb. thrust/hour. Airflow is approximately 11.65

Ibs./second.

Calculated performance indicates the je t bel t can be flown to

speeds over 100 miles per hour and to ranges of 10 miles.

The program is now well into Phase I I which entails fabr icat ion,

development test ing and delivery of f l igh t qualified hardware. This

'. · is followed by Phase I I I , f l ight demonstration t e s t ~ l;"if>·

Report No. 2203-933021lD H ~ [ A S S j f I E D . I.V-.



UNClASSIfiEDf.D BELL AEROSYSTEMS COMPANY --------------• III J! 2 " i l lL

t h i ~ delay has now resulted in a five week e x t e n s i o ~ of the overall.j

program and has an attendant cost increase. Detail planning has

been accomplished andis

reflected in the current schedule in the

Program Plan sect ion of th is report.

A Proposal· l e t t e r is being prepared and will be submitted in

early October reflect ing the detail plans for completing the program,

and new estimated costs at completion. I t i s anticipated that this

l e t t e r will be the basis for negotiat ion of a contract amendment

to formally define the revised scope of work program pursued since

March.

~ i ? P Q . r t . No. 2 > ~ 3 - 9 3 3 0 2 l ' UNCJJSSIFIED Gill



? ""AtBELL AEROSVS T EMS COMPANY _____________

IN'TRODUCTION

In April 1964, Bell Aerosystems Company and Hilliams Research

Corporation submitted a joint unsolicited proposal to the U. S. Army

Mobility Command and subsequently to ARPA for design, fabrication

and t e s t of an Individual Lif t Device known as the Jet Flying Belt.

As a resul t of this propos a prime contract was awarded to Bell

Aerosystems Company on 30 December 1965. The program is being

funded by ARPA and administered and directed by the U. S. Army

AVCOMin St. Louis. Williams Research Corporation was subsequently

selected by Bell as a major subcontractor to develop the pmJer plant .

The Jet Flying Belt uti l izes essentially the same general

configuration and control concept successfully proven on the Bell

Rocket Belt which has accumulated over 3000 flights to date. The

Jet Belt is powered by the WR-19 bypass fan engine being developed

by Williams Research for this application. This propulSion system

signif icantly improves endurance, range and ut i l i ty over the

rocket powered system.

The purpose of the Individual Lift ~ e v i c e or Je t Flying Belt

is to provide a substantial improvement in individual soldier

mobility for a variety of select mission applications such as

(1) Observation (2) Reconnaissance (3) Forward observation

and l ia ison (4) Overcoming natural and man made obstacles (5)

Clandestine operations and (6) Delivery of personnel and parts for

in-place maintenance.

The basic objective of the present contract is to develop a

f l igh t demonstration mo.delto demonstrate feas ibi l i ty of the

system, and ranges up to 10 miles and a speed of 60 mph. One

~ l ~ p p r t No. 22Q4-933021

UNClASSifiEDSUi 7[[ 11



,-, i2BELL AEROSYS T EMS COMPANY _____________

flying bel t , a spare engine, residual hardware and data are

l iverable i tems, under the contract .

, as Prime Contractor, is responsible for overall system

management, system integrat ion, ign! fab r ication and f l ight

t es t . Williams, as a subcontractor, wi design, fabricate and

t es t the engine. Olin Mathieson has been selected to develop a

sol id propellant cartridge for use in the Je t Belt se l f contained

s ta r t system.

~ ~ p o r t No. 2 ~ O ~ - 9 3 3 0 2 l 5 UNClASSIFIED •



S:.· ....(!.. ".!iU.[lLI.H:.;Uu ILU

.t/tI BELL AEROSVS T EMS COMPANY --------------INDIVIDUAL LIFT DEVICE PHASE I I

GENERAL

During the past month Hilliams Research has been engaged

chief ly in making modifications to the performance engine and

bUild-up of the endurance engine. Modifications have been concerned

with improved burner configuration, reducing the clearance· gap on

the radial flow compressor, and the o il supply system to the fourth

and fth bearing which have been overheating at high speeds. At

Bell , the rs t Individual Device was completed and the second

bifurcated duct and nozzle system was begun. A se t of six

proposals for follow-on work af te r the present contract , were

completed and submitted·,

JET BELT HARDWARE

The f i r s t Jet Belt System l'las completed. I t was delivered to

l>Jilliams Research for the purpose of mating the engine to the

system. (See accompanying photos.) Al though no serious interface

problems were discovered, there were three areas requiring some

modest rework. Tltlo of these are portrayed in Figures 1 and 2. The

proximity of the oi l -a i r separator to the ver t ica l web on the back of

the corset is shown in Figure 1. The clearance is about 1/16 inch

which is considered minimal. A s l ight rework of the web and back-up

metal angle vJi11 improve the condition considerably with no loss in

s t ructural in tegr i ty of the web.

Figure 2 shows the fuel controller out le t l ine actually

contacting the engine a ir in le t as well as i t s closeness to the

t r iangular mounting pad for the o i l l ines for the f i r s t bearing

Report No. 2203-933021 6

UIClASSIHh,Eb , • II ' I



BELL AERQSY S TEMS COMPANY _ _ _---_______

Assembled Individual Lift

Device at

Williams Research

Report No. 2203-933021 6a

" '



iff'· ~ : . . . " •

BELL AEROSVS T EMS COMPANY __ _ _ _ _ _ _ _ _ _ _ _

Assembled Individu,al Lift

Device at

Williams Research

Report No. 2203-933021

:-t•.i - ' ~

" :'

6b



,SUslL J1ILM

BEL L A E RO S V S T EM S COMP A N Y _____________

Figure L Oil Pump - Corset Web Interference

Figure 21 Fuel Outlet Line Interference

Report No. 2203-933021 7

f T I'"



~ ' - - - - - - - - - ~ - - - - - - - - - - - - ~

, .-"s"'Ie!?,,' .

BEL L A EROS Y S T EMS COMPANV _______ - ,-_____

housing and quil l shaft . ReP1.acement of the union a t the fuel

control ler outlet by a standard right angle bulkhead f i t t ing .will

eliminate both these conditions. Discussions between Bell and

Williams engineering resulted in the decision to make this change.

A mismatch was realized in the stand-offs at the lower portion

of the fuel tank. This was caused by the fact that the mockup had

been used to locate the stand-offs as well as the bolt holes for

the i r attachment to the engine. Slight differences behleen the

mockup and engine were sufficient to cause the mismatch and will

require remaking the bracket part of the stand-offs.

The second bifurcated duct and noz?, assembly is nearly complete.

Assembly progressed a t a more rapid pace than the f i r s t one by virtue

of famil iari ty with the fixtures and required, unique welding

techniques. Completion of th is major subassembly wil l enable the

assembly of the second Jet Belt System to the degree possible with

parts fabricated.

STARTER CARTRIDGE

Discussions were held with chemical and metallurgical engineers

a t Bell regarding a proposed al ternate booster with less corrosive

tendencies. This alternate booster did contain a small amount of

lead compounds, and i t was noted that at high temperatures lead

will tend to cause inter-granular corrosion especially in temperature

res is tant metals. This intergranular corrosion can cause embrit t le-

ment of these high temperature metals.

Further study of this and other possible alternate booster

substances is required and wil l be carried out in the future.

. . . Rep.ort N o · . , 2 ~ 0 3 - 9 3 3 0 2 1 8UNClASSIfiED. ue::: iSlN lilt.



.111112&"",..BELL· . AEROS Y S T EMS COM P A N Y _________ ____

I t should be mentioned again th is time that substi tute

materials for the igni ter system have been selected as the resul t

of a survey conducted at Bell. No tes ts have been conducted as

yet to determine the actual durability under the specif ic conditions

encountered during cartridge f ir ing.

DEMONSTRATION FLIGHT TEST' INSTHurvlE:TI'ATION

(a) Communications

Representatives of the communications vendor are scheduled

to vi s i t Bellon October 17th for the purpose of test ing a modified

two-way communication system. The modifications entai l the use of

a noise shielded microphone as well as a bone conducting microphone.

As before, tes ts wi l l be perfonned on the Rocket Belt .

(b) I n s t r ~ ~ e n t a t i o n Instrumentation for use during the Jet Belt System tests

in the engine te s t ce l l at 1t!illiams i s being fabricated. The

temperature and pressure probes presently being emp:oyed in the

straight tai lpipe at the engine mixing plane are being cluplicated

for instal la t ion in the bifurcated duct. In addition, to ta l

pressure rakes for surveying the nozzle exits, potentiometers

for measuring nozzle deflection, and thermocouples for obtaining

duct wall temperatures or exhaust gas temperatures are being fabricated.

Quotes have been received from two of the four vendors contacted

regarding in-f l ight telemetering systems. One of these two will

sat is factor i ly meet the ,Jet Belt requirements. The remaining two

vendors wil l be contacted to ascer tain the i r posi t ion relat ive to

answering the request for quote.

IASSIFIEO ClitliL 1111 •



, ' . I" I ""~ ' B E L L AEROSYS T EMS COMPANY _ _ _ _ _ _ _ _______

ENGINE SUBCONTRACT PHASE II

ENGINE DEVELOPMENT TESTING

Mechanical Development (Performance Engine)

of the end of August, the engine had made 3 te s t runs at

speeds up to ,000 RPM for a to ta l running time of approximately

minutes. No problems had yet been encountered.

On Tuesday, September 5, two short duration runs 1\'ere made

rna with a modified burner cover. These runs were curtailed because

of unstab combustion. Since an improved burner configuration had

been developed on burner tes t r ig , the decision was made to

immediately incorporate the change into the The engine. was

removed from the t es t ce l lon Tuesday afternoon, disass led and

reassemb d with the new burner hardware that night ano reinstal led

in the tes t ce l l the next morning.

Attempts to l ight engine on Wednesday, September 6, were

unsuccessful. The igni ter was ered on Thursday morning and thip

was followed by e successful t es t runs. The f i rs t run lasted

about 5-1/2 minutes and was terminated to permit an adjustment to

the ce l l furnished o il scavenge tem. The second run was of 40

minutes duration, during which time two complete performance data

points were obtained. The th ird run ted about minutes and

provided two more data points. only problem encountered was

excessive leakage in the external o il system. There was evidence

of some combustion instabi ty in the lean burning range, but this

was being worked out on the burner t es t rig. Maximum pressure

shaft speed attained during th is s e r i ~ s of tes ts was about 46,000

RPM.

UHCLASSIHEUPin 2.

10



*' • .(!, BELL A EROS Y S T EMS COMPANY _____________

On Friday, September 8, ,.one more tes t run was accomplished.

Duration of this run was 28 minutes, during which time one more

data point Nas taken at 48,200 RPM.F o l l o ' ~ l i n g this

run, the

engine was disassembled for examination and incorporation of a

burner change. The only discrepancy revealed by the teardown was

evidence of excessive metal temperatures on the burner cover. This

was anticipated because of tes t r ig results and was, in fact , the

primary reason for the teardown and. inspection.

The engine was re-assembled with a modified burner and another

t es t run was made on iiJednesday, September 20. One complete data

point was taken and one abbreviated point was obtained at 51,000

.RPM. Shutdown was occasioned by an overheated bearing at ,goo RH1 .

During the s ubseq uent teardoltJn, two modifications were incorporated

to improve the bearing lub.rication and sealing provisions. · Instru-

mentation was also added to monitor certain pressures and temperatures

which might influence bearing operation.

On Tuesday, September 26, three more t es t runs were made. One

of thes e runs vIas witnessed by the attendees of the program briefing

which vias held a t t.-!tlliams .Research Corporation on that · day. These

tes ts provided a t o t a l o f8 more performance data pOints, three of

which were abbreviated because of the recurrence of the bearing,

overheating problem, The t run was terminated when the bearing

temperature became cr i t ica l a t about 52,000 .RPM.

The engine has since been disassembled for examination. No

parts were damaged. The overheated bearings wil l be replaced,

"although they are s t i l l usable and will be saved for possible re-use,

During this present teardown, several changes are being made to the

lubr icat ion system to eliml'na.te the b 'earlng' overheat problem and,

11 I taiallA;



BELL ~ E R O S Y S T E M S CO : PANY _______ _'_1__ _'_'_1_. 11_2__

in addit ion, the radial compr:ssor rotor face clearance is being

decreased to improve the high pressure compressor performance.

These modifications to the performance engine hardware should

be completed by Friday, October 6. I t is expected that the engine

will be ready for ins tal la t ion into the tes t ce l lon Tuesday!

October 10, immediately upon removal of the endurance engine after

i t s green run.

As of the end of September, the performance engine has

accumulated 26 s tar ts and 7.1 hours of operating time. The small

number of relat ively minor mechanical diff icul t ies , in combination

with the excellent aerodynamic performance mani sted to date; has

been very encouraging.

Performance Evaluation

Overall performance characterist ics of the WR-19 engine are

graphically presented in the accompanying Figs. 1 through 8. Test

data points are shown alongside the predicted curves for convenience

of comparison. A cursory l o o l ~ a t these performance curves inunediately

reveals . that the engine is exceeding expectations in the lOH speed

range. There are, however, indications that the t es t data curves

are converging with the predicted curves and would in tersect below

the design point i f no performance improvements "'Jere made.

Correct thrust! as shown in Figure 1, is substantial ly higher

than predicted a t low eds and appears to be approaching the

design level at desigl' speed. The high thrust level results primarily

from the higher than predicted in le t airflow (Figure 8), turbine

in le t temperature (Figure 4), L. P. compressor efficiency, and

turbine efficiencies. Failure of the thrust level to maintain i ts

Report No. 2203-933021 12 $6 iJ' " E"Jj P";Jl



BELL AEROSYSTEMS COMPANY _____________

margin above the predicted curve i s apparently due to the fact

tha t L.P. compressor e f f i c i is maximizing well b the

design point ( as i t did during, g test ing) and a 0 to the

deficiency in overal l compressor pressure rat io as shovm Figure

6. Peaking the L.P. compressor effic iency belohf i point

\",as ant i ed and no changes are planned to attempt to a l te r th is

character i ic because the eff ic i should not drop appreciably

below the ign value of 84.6%. I t is anticipated that

deficiency overal l compressor pressure rat io "ri l l be corrected

by the decrease in impeller face clearance which i s be incorpor-

ated in the build of the performance evaluation

Specific fuel consumption, shown gure 2, i s well below

, and the curve a tendency tohe predicted

than predict a t off-design speeds. The reasons for th is are

precisely the same as presented in the preceding discussion

regarding the characteris t ics of the t curve.

er

I t is expected tha t in le t airflow, presented in Figure 8, 11

f a l l below the pre ed curve in the r eed ranges. This

assumption is bas upon axial compressor t e s t r ig resul t s , wherein

the compressor to pass the fu l l des rflo,," in the high

speed range. I t has been previously reported i t may be necessary

to increase the L.P.

1 operating speed to achieve fu l l deSignrflow i f such i s required to at ta in rated th

This is permiss from a stress standpOint and can readily

be accomplished by increas the propell ing nozz area. The

ionship bett'leen and HP spool speeds', Shown in Figure 7,

that the L.P. running somewhat s with the present

No. 2203-933021'" ", ~ ~ " . ~ . 13

CUSSlflflJ



BELL AEROSYSTEMS COMPANY

I

j I j t

I -'-I500' ,: :" :

I II

I I

I

I i l lE]

I

1 - + + - 4 ~

i..:w-'--h-, : ' I I I 1+:-! I i :-tt- 1 _ ~ _ J !J I1 ~ ~ ~ - ~ - - - , - - ~ ~ - ~ , - r ~ ' ~ ! I T l - ~ ~ _ " ' ~ = t ± = t J : t i : ~ j : j [ t j ~ = t ± : t ± j [ ~ : t ~ ~

I I __LL:.-!-l--.:n--r-ILtt:-lj:J'j:::'cj=l=,4=I-l+t+=4tpt 1 - ~ r c r . L

, I I

, I

i I

ReportNo. 2203-933021

! ! { 1 :! I

, ' I '

I i

14

I'

--l-1--I--I-++-4--+-i--+-L

I I

I '

, !

I,I I

FIG. 1

'.f '

5511 II I I t!



a ,,:,f[


11 ;! ' !

"

! I I I j I I• I 1 1 I I I II! I I

I I

I ,

, , ,I I iI I I

, , I

, I

, I , ,, ,

I j i

l + - i - " r + ' " - - : + + _ ; i ' , ~ " , - ~ + I + H - H - ~ J - : - I '" I ._,

. _... " " ~ " -_ .i = : ; ~ ' - ~ ~ ' " , ' , :": I ' ~ g ~ t l : j + ~

, , I I I 1 '1 I I ,

FIG. 2

Report No. 2203-933021 15

.......-



-- - - - - - - - - - - - . ; . . . . - - - - - - - H ~ BELL AEROSVSTEMS COMPANY

Report No. 2203-933021

16

#,-,' --,;



,R i


7[ I

Report No. 2203-93302i- - - - . ~ - - - ' - - - 18



':j<' ,""''''''


A JJ2lP

FIG. 6

Report No. 2 2 0 3 - 9 3 3 0 ~ 1 /'

'

19

• 2 ttl



BELL AEROSVS T EMS COMPANY

•._........

FIG., 7

Report No. 2203-933021."" ".'""ot . 20



.2' 222 '''isBELL AEROSYSTEMS COMPANY

FIG. 8

, 2 2 !lIt

-Report No. 2 2 0 3 ; . . 9 3 3 0 2 . 1 ~ - - 21

= = = = = = ~ U = 1 J = S S ' f l f U



3 :11112 1~ ' B E L L AEROSYSTEMS COMPANY _ _ _ _ _ _ _ _ _ _ _ _ _

exhaust nozzle. I t appears that a nozzle area change is in order,

but th is 1/1ill not be incorporated unt i l fur ther performance test ing

has been accomplished because of the diff icul ty th is could cause

in correlat ing various te s t runs and evaluat other changes.

Engine Test Cell Ins ta l la t ion

A picture of performance engine ins ta l led in the ' tes t

wi th a l l instrumentation hooked up i s shown on a subsequent page.

BURNER COMPONENT TESTING

Burner development on the component te s t r ig has been actively

and successfully pursued during the past month to the extent that

a modi ed and improved burner configuration has been availab

r incorporation during each engine teardown.

Emphasis has been placed upon developing a configuration vlhich

operates over a sui table range with reasonable metal temperatures

because these are the parameters whi have the immediate potent ial

for res t r ic t ing ' fur ther engine development work.

On September 23, a combination of modifications to the burner

cover, burner primary pla te , and fuel sl inger provided

s i red result . Metal temperatures were drastically reduced and

lean burning characteris cs were maintained. Circumferential gas

temperature distr ibution and burner eff iciency, however, were

somewhat impaired. This configuration has not yet been incorporated

in the engine hardware because of thE' extent of the modifications

required. Development work on the burner t es t r ig i s continuing

in an effor t to optimize combustion eff i ency and gas temperature

prof i le b re modifying engine hardware.

Report No. 2203-933021UNCLASSIFIED __---



•"" BELL AEROSYSTEMS COMP A N Y

Engine Installed in Test Cell

HIClASSIFlfD~ ~ - - - - - - -. Report No. 2 ~ Q ~ - 9 3 3 0 2 1 J 23

2S "ME

• FI' II II . I L.



BELL AEROSYS T EMS COMPANY ____ ---'-________

ENGINE HARDWARE FABRICATION

Second (Endurance) Engine

The a ir et assembly and the fourth stage s ta tor / t rans i t ion /

diffuser section were completed during September, and assembly of

the engine was started. A preliminary assembly was accomplished

forengine/ je t bel t mating tes ts for purposes of ident ifying any

interference points. At tha t t ime, there were s t i l l several ,f i t-up

problems and documentation of the build (running clearances, etc.)

was -yet to be achieved. During the down time period of the perfor

mance engine, effor t has been concentrated upon the assembly of the

second I t is current ly ant icipated that assembly be

completed on Thursday, October 5 and that the f i r s t run wil l occur

on Monday, October 9. Second engine avai labi l i ty , approximately

two months behind schedule, is pac the engine development program

and has caused an overal l program delay as

report.

Third and Fourth Engines

scussed l a ter in this

As mentioned in la s t month's progress report, a l l detai l

components, such as stamplngs and machined rings, have been released

for fabrication. In addit ion, the following assemblies or f inal

machined parts have now been released and are b fabricated.

1. Firs t stage axial compressor s ta tor .

2. Second stage axia l compressor s ta tor .

3. No. 2 bearing carr ier assembly.

4. Heatshield assemb

24

UN SIFIED



''''. as: I L

BELL AEROSYSTEMS COMPANY_____ - ' -_______

5. No. 1 bearing retainer assembly.

6. Inner bypass duct assembly.

7. All rotat ing components requiring curvic couplingmachining.

A ll remaining brazed assemb es are being held pending possible

development changes. Overall manufacturing lead times have been

.established and cr i t ica l release dates identif ied to assure avail-

abi ty of these subassemblies in accordance with engines #3 and #4

need dates.

MISCELLANEOUS ACTIVITIES

Oil Pump Assembly

All components of the o il pump package were completed during

past month. Assembly was started on September 20 and is

continuing at the present t ime on a lOVJ priori ty basis because

the pump package wi not be used unti l af ter the second engine is

in operation. All components have been t r i a l f i t ted to ascer tain

that there are no interferences. Oil sump assemblies are in stores

and the o i l to fuel heat exchangers have been received.

Bifurcated Exhaust System

Design of the necessary ductwork and bracl'cets to permit engine

operation with th e bifurcated exhaust system was started on September

18 and completed on September 25 as necessary in accordance with

the replanned program.

fuel Control Ben0h Test

In order to minimize the time involved in adapting the WR-19

fuel control to the engine and engine tes t ~ i m e los t in adjusting

~ e p o r t No . : i lQ03\:933021' U N C l A S S ~ I E D III 1& S" i! XC



. . . ' I •BELL AEROSYS T EMS COMPANY _ _ _ _ _ _ _ _ _ _ _ _ _

the WR-19 1 control on the. engine, i t has been decided to

pre-s i t by usi the existing WRC fuel control tes t faci l i ty .

This necessitates the design and fab cation of cer tain adauters

to permit mounting and dri vine:; of the WR- f'-..1el control.. Design

of these adapters VJas s tar ted on September 25 per the revis plan

and fabr icat ion wi s r t on October. 5. This in the overal l

development t e s t program has permitted recovery of several Heeks

of the overal l effected by la te avai i l i ty of the s engine.

ENGINE DEVELOPMENT PROGRAIvl STRETCHOUT

The second WR-19development engine (endurance engine) is

now approximately two months behind schedule due to manufact

problems encountered in the 4th s s ta tor / t ransi t ion/di ffuser

assembly late in the fabr icat ion cycle. Based on the no vi expected

avai i l i ty of the second engine, a l l remaining engine development

tasks have been careful ly evaluated and replanned and the resul tant

overa l l effect on delivery of the f i r s t

sl ippage fram previous plans. A port ion of

engine i s 5 weeks

lost time on the 2nd

engine was recovered by the decision to accomplish

adjustment on an exist ing WRC fuel control te s t faci l

control

rather

than on the engine. Further time was recove by readjust

seve of the te s t object ives, the most signif icant is delaying the

cartr idge s t a r t demonst ion te s ts unt i l la te r in program.

The deliverable fl ight engines do not rely on use of the c

s ta r t system.

Report No. 2 2 0 3 - 9 ~ 3 0 2 1 26

UNCLASSIFIED

ridge

I I I tMdI '



BELL AEROSYS T EMS COMPANY _____________

CONTPA.CTUAL STATUS

GENERA.L

Fiscal and schedule status of the ove 1, program are

summariz subsequently in this section of the monthly p ss

repo During report month, the objectives of the revised

scope of work program were pursued in accordance with plans defined

and verbally approved in March 1967.

At the reque of ARPA, discussions were with ARPA, AVCOM

and AMC concerning c program status and prOject costs to

complete the revised scope of work. As a resul t , program plans,

work statements, ecif ications and estimated co to complete the

program are being formalized and wi be submitted to AVCOIvJ: leading

to negotiat ion of necessary contract changes to reco ze the revised

scope of work program.

An addit ional $75,000 has been committ to the Individual

Device contract which increases cost l imitations to $2,362,360

and assures continuity during the period of final izing a contract

amendment. I t is estimat that the neVI funding wil l ca the

program through 3 November 1967 in accordance \',i th the present

program plans.

PROGRAM PLAN

Engine performance development test ing continued during the

month vii th a new to ta l of over 7 hours of running achieved on the

engine. The has continued to operate relat ively t rouble

although a bearing lubrication problem was encountered in

high sp runs. A series of burner improvements have been developed

on the burner tes t r ig and incorporat

,Report NO. 2'!?03-933021

in the engine a t successive




teardowns. A f inal burner configuration although elusive appears

near at hand. Achievement of a good combustor is expected this

month after which the burner/slinger te s t stand will be used for

development of a suitable catalyt ic igni ter as described in the

l a s t monthly progress report .

The second engine (endurance) is not fully assembled and is

now approximately two months behind schedule. contrary to the

. l a s t monthly progress report i t is now pacing the engine development

program and will cause a 5 week delay in availabil i ty of the f i r s t

f l igh t engine. The l a s t remaining sub-assembly is available and

the engine i s expected to be assembled and running early in October.

A signif icant milestone was achieved las t month when the engine

was mated with the f i r s t f l ight Je t Belt. Some minor interferences

were encountered and are being rect i fied.

The remaining work in the current contract has been planned

in deta.il and is summarized in the subsequent schedule I',i th major

milestones defined. The detai l plan includes many minor milestone

objectives to provide good program vis ib i l i ty and provide a good

too l for monitoring and measuring program progress, I t incorporates

the effect of second engine delay.

In planning the remaining work, i t was possible to effect

revisions in t es t planning and t es t programs which recovered three

lrleeks of time caused by the second engine delay. The blO primary

areas of schedule recovery concern fuel control adjustment which

vms to be accomplished on the engine in the tes t stand and now will

be achieved on an available specialized t es t faci l i ty ; and cartridge

s t a r t demonstrations on the te s t stand which will be accomplished

l a t e r in the program af ter development test ing is complete.

Report No. 2203-933021 28



- - - ~ - . - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - . . . . ,

f.!, BEL L A EROS Y S T EMS COM P A N Y ---'------_______

Complete propulsion s y s ~ e m tes t is now scheduled for

early November with completion of a l l development test ing

scheduled for cTanuary 11, 1968. PFRT of the Iridi Vidual Lift Device

wi 11 nON- be completed in mid-February with deli very of the zero time

". f i r s t f l ight engine scheduled for 1 ~ 1 a r c h 1968. Tether and free

f l igh t tes ts are planned to be accomp.lished in 7 weeks in the months

of March and April .

Final report , hardware and specifications wil l be delivered

by mid March and movies by the end of the month which vIill complete

the current contractual reauirements.-

Report No. 2203-933021

29



BELL AEROSYSTEMS COMPAN Y

PLAN

2203-P-PS-OOl

1968

OCT NOV DEC JAN FEB MAR APR MAY JUNE JULY

6113120127 3110117[2 118115122121 5112119126 219116123 118115122129 5112119126 3110117124131 7114121128 51lzlJ91Z1

t1START COMPLETEPROPULSION SYSTEM

TESTS

COMPLETE INFORMAL t1PFRT (JET BELT)

ICARTRIDGESTART DEMO

t1START INFORMAL '"PFRT (JET BELT) V

t1JET BELT

PFRT ENGINE

DEMONSTRATE RANGE

AND SPEED OBJECTIVES

t1STAJ FUGIIT ITESTS

SHIP ENGINES

TO .BELLt1

",DELlYERJET BELTV AND FINAL REPORT

DELIVER MOVIES

ISSEMBLY

R [ ''0- 'm (E" ENGINE ASSEMBLY

'\ l ENDURANCE , I I

t = : : = E = N ~ I = N E : : : : ~ : : : : : : ~ ~ N . ~ : E ~ ~ ' ~ " O _ T I M E " E N G r E I TEST REBpllD ENOn;'E " ACCEPTANCE TEST

.l SiP REFURBISHED ENGINE

ACCEPTANCE TEST t;; I7 SHIP "O-TIME" ENGINE

I " / / / / / / / /J IW / / / / / / / ~ E " D E M O N S T R A T E RANGr

ANDSPEj IELIVER JET BELT

1 1W///////I l vA:; DELIVER FINAL REPORT

OCT NOV

1968

30

J



REVISED AS OF 10-2-67

MILESTONES

FABRICATION AND ASSEMBLY OF COMPONENTS BY BAC

DEUVERY OF COMPONENTS TO WILLIAMS RESEARCH

JET ENGINE • BY wac

AXIAL COMPRESSOR II BURNER TESTS

1. DESIGN. FABRICATE ASSEMBLY TOOLS

/

INDIVIDUAL LIFT DEVICE PR

PHASE I! AND In

1967

MAR APR MAY JUNE JULY AUG SEP

10\17124\31711412*851121191262 91ull23130 71141*84111118125 1181151

1ST BYPASS DUCTREQUIRED AT WILLIAMS.

I IAXIAL COMPRESSOR

MECMNlCA L \.

SHAKEDOWN

IAXIAL COMPRESSOR MAP'"

I ILSyRT BURNfR TESTST

START ENGINE

PERFORMANCE 'YEVALUATION

SUSTAlNJiUNNING I ..~ i T U G T '

.FtRST ENrNE ASSEMBLED

2NDB¥PASSDUCT

I I2. DESIGN II FABRICATE II INSTALL SENSORS· (AXIAL COMP..........

, I

3. BURNER HARDWARE FAH. II ASSY.

4. AXlAL COMPRESSOR HARDWARE ASSY. CHECKOtIT..

___ S. .!EST P ~ R A M S _

FULL SCALE ENGINE .. PROPULSION SYSTEM TESTS

1. DESIGN. FAB INSTRUMENTATION. CHECK_OUT}

TEST CELL HARDWARE

2. DESIGN. FABRICATE ASSEMBLY TOOLS

3. DESIGN. FABRICATE SENSOR INSTALLATION

4. ENGINE ASSEMBLY

5. ENGINE DEVELOPMENT TESTING

6. PFRT JET BEL T TEST

SYSTEM TEST AT BELL AEROSYSTEMS

I. TETHER TESTS

2. FREE FUGHT TESTS

3. DELIVERY OF SYSTEM TO CUSTOMER

PREPARE FINAL REPORT II DEUVER

Report No. 2203-933021

..

I ~ " I N I T I A L P.fERFORMANCE EVALUA no N

BELL BYPASS

DUCT REQrmD"

••: : . ; , L ~ I . ~ · . . · . · I · l r ~ ~ . l ; · · H R · U S · T · 1 · T A N COMPLETE

r PERFORM1CE E N G 1 ~ ASSI

4--L.i......I rI- ENDURANCE El

PERFORMANCEJ 17

E ~ G l N E I

10111124131 7114 12118 5 1 1 2 1 1 ~ 2 6 2 9116/23130 7114121/28 41 1118125 11

MAR APR MAY JUNE JULY AUG

1961



BEL L AEROSVS T EMS COMPANY _____________

FISCAL

Fis status shown in the subs uent teble is based upon

costs and open conunitments through September 29" 1967 which is

the end of the accounting period. Based upon the neVf to ta l cost

l imitat ion of $2,362,360 and l i abi l i t i es as noted, approximately

$8 4,635 remain as of the end of the period.

Engine Subcontract

Expenditures

Open Conunitments

Total Liabil i ty

Bel l Aerosystems

Expenditures

Total Prime Contract Costs

Present Cost Limitation

Remaining Funds (9/29/67)

ESTIMATED COSTS AT Cm1PLETION

$1,565,026

40,266

$1,605,292

$ 672,433

$2,277,725

$ 84,6

mer.tioned previously, a er is b prepared for submittal

to AVCOM swnmarizing the program costs to date and.a projected cost

completion. The le t te r i s based on the cost estimate to complete

the sed scope of work program which was discussed brief ly in the

l as t monthly progress report .

Subsequent to the t progress report, ave program us

was reviewed and remaining planned in detail . After careful

review and replanning, i t is now evident that la te avai labi l i ty of

the second development t es t engine (endurance) has necessi t ed a

5 stretchout in the program and attendant cost increases.

Report No. 2203-93



BEL L AEROSYS T EMS COM P A N Y _____________

The, estimated costs associated wit':!. the 5 \'Teek delay are apflroximately

$50,000. This new increase along with the co information reported

l a s t month form the basis for the l e t t e r to be submitted.

I t is anticipated t':!.at the necessary contract revisions wi be

f ina l ized during the month of October and wil l be report in the

next monthly report.

FUTURS PLANNING

A proposal r a 13 month follow on program to continue development

of the overal l Individual Lift Device or Individual Mobility System

. development was submitted to AVCOM and ARPA during the month. The

primary objectives of the proposed follow on ef for t are to conduct

the necessary stems analysis, cartr idge start /engine durabil i ty

tes t ing and engine component development, leading to defini t ion

of the optimum system for quali cation and introduction to service

in subsequent phases. The current contract defines a feas ibi l i ty

aemonstration ,program and as such precludes the systems engineering

systematic development approach to an operat ional system. In order

to assure cont inut ty the overall program, th is new work must be

in i t ia ted early in the next calendar year.

The proposed follow on effor t encompasses 6 major tasks, which

have many interfaces and interact ions although presented as

individual items of work. Individually they account for developing

required th rus t levels, se l f contained s t a r t capabil i ty and f l ight

character i ics as as providing re l iabi l i ty , m a i n t a i p ~ b i l i t y , human factor and t raining analyses and t rade udies for definit ion

of an effec t ive operational tem. Collect ively the six tasks

consti tute a systematic analytical , and d 1 teve opmen effor t to expand

Report No. 2203-933021

32



t


The estimat costs a s s o c i a t e ~ with the 5 week delay are approximately

$50,000. This new increase along with the cost information repo

la s t month rm the basis for the er to be submitted.

I t is ipated tha t the necessary contract revisions 11 be

f inalized during the month of October and will be reported the

next monthly report .

FUTURE PLANNING

A proposal for a 13 month follow on program to cont development

of overal l Individual Lift Device or Individual Mobility System

development was submitted to AVCOM and ARPA during the month. The

primary objectives of the propos follow on effort are to conduct

the necessary systems analysis , cartridge start /engine durabil i ty

te and engine component development, a l l leading to definition

of optimum system for f ication and introduction service

in subsequent phases. The current contract defines a ib i l i ty

demonstration program and as such precludes the systems engineering

tematic development approach to an operational s em. In order

to assure continuity in the overal l program, this new'work must be

ia ted early in the next calendar year.

The proposed follow on effor t encompasses 6 major tasks, which

many interfaces and interact ions although ed as

indivi.dual items of work. Individually they account for developing

required thrust levels , se contained s t a r t capabil i ty and f l ight

characteris t ics as well as providing re l iab i l i ty , maintainabili ty,

human factor and analyses and trade studies for def ini t ion

an effective operational system. Collect the six tasks

consti tute a syst c analytical , and development ef for t to expand

Report No. 2203-933021 32



f.!, BELL AEROSYS T EMS COMPANY _____________

th e present feas ibi l i ty demonstration Individual Li Device

(Je t Belt) leading toward a fully qualif ied Individual Mobility

System.

Task I - Cart dge Star t System Development and Turbine/BurnerImprovement

One of the fundamental requirements of an Individual Mobility

System i s se contained s tar t ing to divorce the system from

ground equipment thereby providing more f lexibi l i ty in operation.

The current contract res demonstration of the abil i ty

to s ta r t theWR-19

engine using a s contained cartr idge s tar t

system. This system, chosen because i t is the l ightes t weight

source of high energy for engine s t a r t and is highly compatible

'1ITi th eld operation, exposes certain engine components to

severe envirorl.:llental shock and a somevlhat (although small)

corrosive atmosphere. The present WR-19 engine was designed and

bu i l t to withstand these conditions.

This proposed task entai ls conducting bench te s ts of comparative

cartr idges and accomplishing car tr idge s ta r ts (400-600) on one of

the development engines in order to determine the ects of

car t r i s ta r t on engine durabil i ty and develop engine l i fe

character i s t ics consistent with operational objectives.

In addit ion, because the car tr idge s t a r t test ing requires

operating the engine, i t is proposed to improve turbine section

ciency and i n c r e a s ~ burning temperatures during th is running.

These engine thrust improvement effor ts are included in this task

ra ther than Task I I Component Improvement because they require

development on a running engine rather than on a t es t stand. The

Report No. 2203-933021



,

l

,. " - - - - - . - - - - - - - - - - - - - - - - - - - - - - - - - - ~

BEL L A E RO S Y S T EM S COMPANY _____________

The increased temperature is consistent \'!i th other vJilliams Research

Engines and the goals for turbine efficiency appear achievable

with a general t ightening of that section of the engine.

Task II - Axial and Centrifugal Component Development

Operational studies carried out by Bell in paral le l with the

current contract effor t indicate that an increase in engine thrust

is necessary to account for special payloads and desired

~ l t i t u d e / t e m p e r a t u r e take-off conditions.

This proposed task consists of te s t stand development of both

the axial and centr ifugal compressor efficiencies with modest

improvements established as goals and a l l well ltlithin current

technology and less than those achieved in some contemporary engines.

~ a s k I I I - Flight Testing

The current contract l imits f l ight test ing to demonstration

of· contract objectives of range and speed, and limited i n s t r ~ l e n t a t i o n is planned. This proposed effor t will conduct f l ight ing to

develop performance, .hand quali t ies and maneuverability of the

Individual Lift Device being developed in the present contract .

These data are extremely nec sary for any subsequent redesign for

operational use.

Task IV - Human Factors, Engineering Development and 'Flight Test

Program

Although a considerable amount of man/maChine inter-relat ionship

information and fundamental human factor data Ittill be available

from the present contract f l ight demonstration, basic system studies

and analyses will not be achieved. The concept of the Individual

Mobility System presents a new and unique human factor problem. The

Report No. 2203-933021 34



BELL AEROSVS T EMS COMPANY _____________

present ib i l i ty device has, been t reated in tui t ively based on

rocket bel t experience. By analysis and ght t e s t , the proposed

work in th is task wil l 'develop the t rue man/machine' relat ionship

and define necessary human factor considerations and cr i ter ia for

subsequent operat ional system design.

Included also in the study wil l be preliminary definit ion of

operator selection cr i ter ia and t raining requirements.

Task V - System Reliabi l i ty Development Program

This task includes a fai lure mode analysis , system and

sUb-system re l iabi l i ty analysis , s t a t i s t i ca l evaluation of a l l te s t

data to date and establishment of re l iab i l i ty goals fo r components,

sub-systems and systems consistent vi i th operational reQuirements.

A re l iabi l i ty tes t plan wil l be outlined to define qualif ication

t ing of the Individual Mobility System in subsequent phases.

I t i s through th is systematic analyt ical approach in the p,roposed

follow on work tha t re l iabi l i ty can be given proper emphasis'in

any subsequent system redesign and assure achieving the high

re l iabi l i ty goals required for an operational system.

Task VI - System Iviaintainability Development Program

The present contractual effor t will provide preliminary

maintenance and inspection procedures sui table for the feasibi ty

f l igh t program. By nature of the contract obj ives, maintainabil i ty

was not given detai l consideration. This proposed follow on task

wil l define a basic maintenance concept consistent with the intended

operat ional use and will analytically develop maintenance reqUirements

for consideration in system redesign in a subsequent phase. The

study wil l develop operational cost data and wil l provide baseline

Report No. 2203-933021 35



BELL AEROSVS T EMS COMP A N Y ____________ __

data for operat ional procedures concerning logis cs, maintenance,

inspection,overhaul, t ra ining and other associated aspects necessary

for operational use of the system. Performance of a sound maintain-

abi l i ty study as proposed in the follow on phase to the present

contract assures tha t proper consideration will be given to this

important area in any subsequent redesign.

VISITS

The l lowing vis i t s were mede in support of the contract

during the reporting period.

(3) Williams Research Detroi t , Michigan Monthly Review ofEngine Program

(1) Williams Research Detroi t , Michigan Revie'il and DiscussEngine Replanning

(2) Williams Research Detroi t , Ivlichigan Program Review

( l) AVCOl'1 s t . Louis, Mo. Discuss Contract

VISITORS

On September 26, a t the request of AVCOM, a program review

was conducted at Williams Research Corporation during which the

status of the overal l Individual Lif t Device contract was reviewed;

the performance engine 'tlas run; the f i r s t complete Je t Belt was

displayed af ter engine mating te s ts ; and the proposal for follow-on

development work was discussed in detai l . The following vis i tors

were in attendance:

Report No. 2203-933021 36

• !

, .



..

,

.

BELL AEROSYS T EMS COMPANY _____________

ATTENDEE REPRESENTING

Maj. H. A. F. Benson Australian Embas

Cdr. A. J . Ba ck Brit ish ssy·

Lt. Col. William A. Ackerman U S A ~ 1 C

Lt. Col. John D. Kennedy USACDC Inf. A

Maj. Cyril R Morgan Canadian Army - Liaison Officer ATAC

Mr. A. N. esco ARPA

Dr. Kenneth campb IDA Consultant

Maj. P e t ~ r G. Cei CDC Liaison Officer - ATAC

Mr. Albert F. Bird ATAC

Mr. R. T. Alpaugh A}'1CRD-GP

Mr. r l Gill is USAVCOM

Report No. 2203-933021



18\ UNCLPlSSIFIErB E L L A E R O S Y S T E M S COM P A N Y ___ . _ , . ~ _ " " , - _ = _ . -___. ~ . _ - _ > , ______

EXTERNAL. DISTRIBUTION

Copies

12

34

Headquarters U. S. ArmyAviation Material CommandPost Office Box 209Main Offices t . Louis, Missouri 63166Attention: AMSAV-PAGC

Mr. O. H. Zeman

5 Headquarters U. S. ArmyAviation Material CommandPost Office Box 209Main Office

s t . Louis, Missouri 63166Attention: AMSAV-ERMr. Earl Gill is

6 Battelle Memorial Inst i tute

505 King AvenueColumbus, Ohio 43201Attention: .RACrC

7U . S. Army Material CommandRoom 2048 Gravelly Point\\Tashington, D. C.Attention: AMCRD-F

Mr. Ken Kasai

8 Director of Advanced Research9 Project Agency (ARPA)

10 Pentagon, Room 2B286, Washington, ,D . C.Attention: Dr. C. J . vJang

11 Director of Advanced ResearchProject Agency (ARPA)Pentagon, Room 3D160, vJashington, 23, D. C.Attention: Mr. A. Tedesco

OCRD - Room 3D432

The PentagonWashington, D. C.Attention: L/Col. Phil l ip Feir

13 Director, OSD-ARPARand D Field UnitAPO San Francisco, California 96346

38UNCLASS!FIEr



..

BELL AEROSYS T EMS COMPANY____ _'<-_"'-_«-_<' ._ - - _ , e - _ < - _ ~ _ < ' _____

es

Chief, OSD/.II,RPARand D Field Unit

APO San Francisco, California

c30 ::;; Stl 'eet N. H.

Washington, D. C. 20505Attn: STINFO

Ins t i tu te for Defense Analysis400 Army-Navy DriveArlington, VirginiaAttention: Dr. Kenneth e l l

17 ATAC - RMSTA - HLWarrGn, MichiganAttention: Mr. A. F.

U. S. Army M8<terial CommandGravelly PointWashington, D. C.Attention: AMCRD-

Mr. R. T.

19 AFFDL (FDV)Wright Patterson Air ree BaseOhio

Attention: Daniel E.

20 CDCMR-OFt. <BelvoirVirginiaAttention:

21 CDC Infantry

'lim. Tedesco

Ft. Benning, Geo 31905Attn: CM Division

Lt. Col. Kennedy

39

UNCl.ASSIFIEr- -.. ~ - . ~ , .. '"



U I \ J t ; L / ~ S S I F I E D I LIMITED

I .

.'

[ This page is intentionally left blank. J




, '

lJI\ICLASSlr::IE[) I LHVirrE[)

-Distributed By ---

-•nformation For The Defense Community

UNCl_ASSIFIED I L ~ I M I T E D

I .

I()!)(11212() 15




Individual Lift Device

BELL AEROSYSTEMS CO BUFFALO NY

15DEC1968

Distribut ion authorized to U.S. Gov't. agencies and their

contractors; Administrative/Operational use; 15 Dec 1968. Otherrequests shall be referred to Advanced ResearchProjects Agency,

Arlington VA 22209-0000.

NOTICE'fi . chanoe to

There has been a clasSI I c a u o ~ . , ""

this document. It is the respon:lbll1.t)' ?f the. • t '0 promptly remark It to mdlcate

reclplen l -

change.


AD395808

09 -F - \ 4 ~ 8




Registribution Of OTIC-Supplied Information Notice

All information received from DTIC, not clearly marked "for public release" may

be used :only to bid on or to perform work under a U.S. Government contract or

grant fori purposes specifically authorized by the U.S. Government agency that

is spons'oring access OR by U.S. Government employees in the performance oftheir duties.

Informati.on not clearly marked "for public release" may not be distributed on the

public/openInternet

in anyform,

publishedfor

profit or offered fo rsale

in any

manner. '

N o n ~ c o m p l i a n c e could result in termination of access.

Reproduction Quality Notice

OTIC's Technical Reports collection spans documents from 1900 to the present.We employ 100 percent quality control at each stage of the scanning and

reproductipn process to ensure that our document reproduction is as true to the

original as current scanning and reproduction technology allows.

However, occasionally the original quality does not allow a better copy.

If you are qissatisfied with the reproduction quality of any document that we

provide, p l ~ a s e free to contact our Directorate of User Services at

(703) 7 6 7 ~ 9 0 6 6 / 9 0 6 8 or DSN 427-9066/9068 for refund or replacement.i

:00 Not Return This Document To OTIC




UNCLAS&IfilEQ ..%6

AD NUMBER

AD395808

CLASSIFICATION CHANGES

TO

unclass i f ied

FROM

conf ident ia l

AUTHORITY

31 Dec 1980, .D.oDD 5200.10, per document

marking

J ; ~ * * I ( l:t;Jjt' 'If!. r : l ! ! : p ~ , , ~ ' . ~ " , ~ ~ ' I . ) . , . : , ! - . ~ , : ; ! , - , . I . - - " "

THIS PAGE IS UNCLASSIFIED



"" ' .,"

.' ," j"

' , ' - R ~ P O R T NO. 35 v/ . , .. '

", . ' . '

: D'ECEM BER15,. 1968'

,FEB 28 1969

1JrI:,

',' : . I ! . ~ : . ' ,,' ', ,

., "" .- •••• ' ..... ) t." .

t.D.,BELL AEROSYSTEMS -Al!xtronlcoMPANv

Best Avaifable Copy

- ,

.. I

I

UNCLASSIFIED" "

, '.

,, ,

"I" ,

,t,. ~ ~ ,



.SECURITY

MARKING

The classified or limited status of this report appliesto each page, unless otherwise marked.

Separate page printouts MUST be marked accordingly.

THIS DOCUMENT CONTAINS INFORMATION AFFECTING THE NATIONAL DEFENSE OF

THE UNITED STATES WITHIN THE MEANING OF THE ESPIONAGE LAWS. TITLE 18,u.s.c., SECTIONS 793 AND 794. THE TRANSMISSION OR THE REVELATION OF

ITS CONTENTS IN ANY MANNER TO AN UNAUTHORIZEO PERSON IS PROHIBITED BYLAW.

NOTICE: When government or other drawings, specifications or otherdata are used for any purpose other than in connection with a defi·nitely related government procurement operation, the U.S. Governmentthereby incurs no responsibility. nor any obligation whatsoever; andthe fact that the Government may have formulated, furnished, or in anyway supplied the said drawings, specifications. or other data is not

to be regarded by implication or otherwise as in any manner licensingthe holder or any other person or corporation, or conveying any rightsor permission to manufacture, use .or sell any patented invention thatmay in any way be related thereto .

. -



UNCLASSIFIED

i t m r 3 E t ~ L . : ' ; ~ ~ R O S Y S T E M S COM P AN Y _

I

,

'

I

I

I

I

I

I

I

I

,I

-

....

/ '

/ /

" _#" ................. - ' 4 . -

lReport No. 2203-933035



I

I

l

• • E'flit

eEL.L.i AEROSYSTEI 'V \S ce,"'.FA;,,;· .·---------------INDIVIDiJAL"'LIFT DEVICE

SUMMARY

in approximaitely November 1966 and resulted in the Individual- . - ' ~

List Device Iconfigurat!.on which is s h o ~ n J . D .tne... : C l ' o n t t " S p { e c ~ ' (Je t--- ---_. - ..._---_ ....- .. ,.. ~ . - ~ '

Belt Flight )i. l1i'he engine i s mounted 1.nverted in a vert ical a t t l udeI

and exhaust. gases are ducted through a rigid bifurcated duct system

to nozzles Ibcated a t the extremities and pointing dowm.,rard. Noz zles

are e u s p e n d e ~ from ·the duct by a bellows which permits deflection fore

and a f t and to the sides for control. Control inputs and engine

throt t l ing are achieved a$ in the roctet bel t . Wrap around fuel tanks

a.re used and! are unpressuriz,ed. Design empty weight is 99 lb r r ncluding

the engine. With a l 8 0 - t b ~ r m a n , 25-1.b2tpaYload. and 4 4 ~ b i ! O f fuel and 011, take o ft gross weight 1s 348 tb!.::'

"0 4 " ~ , _ ~ __

, t-c?'<Th, engine which 1s 1 foot in diameter and 2 feet in length

is a twin ~ p ~ o l , bypass t u r b _ ~ je t engine with a minimum rated thrust

of 425 l b t . IThe two spools are counter rotat ing to minimize gyroscopic

forces during maneuvers. Design specific fuel consumption is O.S ~ b : V ; -I?-fuel / tb l thrust/hour. A 4 . » i f i i & w ~ . Q i1ppZlQxll1olte'lr 1.,_5 llu./uQQR41f1l.-

Engine d e S i g ~ weight is 60 l b Y . ~ teff' Calculated performance indicates the Je t Belt can be flown to

speeds over ~ O O miles per hour and to ranges of 10 miles. ,

' P h ~ s ~ II now in final 's tages enta i ls fabrication, development

tes t ing, p r o ~ u l s i o n system PFRT and delivery of f l ight qual1fie'd hardware

and overlaps ,the tether f l ight portion of Phase I:::I.

1he overal l program

culminates with free t l ight test ing in Phase I I I and demonstration of

f l ight range ~ n d sp.eed obj ect ives.

\~ p o r t - ' No. 2293-933035 -1-

U CLASSI

..



! !ELL , ~ F = R O S V S T E M S SSfHED(U) A ll Jt:t Belt ha.rdware except for the PFRT engine and

"0" time flight engine had been fabricated and an interface check

was made in September when engine No. 2 was mated with the f l ight

Jet be.Lt and the c U 1 l l . t . l : i . ~ L t : : 'OJ:!!:>:''!;;'', , ~ . . . . . --- --'"'., '"""Y ' W ~ O Cl.Q 10) w ..u ........... '¥ _

-to,.. .. +h o f ! "d . t. r n ~ .

(C) Both of the development engines have produced slightly

above the contractual minimum rated t h ~ u s t of 425 l b ~ . and have been

repetitive. Indications are that the engine design cycle thrust of

q,.

47D l ts . could be achieved with minor internal modificat1ons (Reference

Bell Report No. 2203-950001). Both of the development engines were very

close to the 60 lb. design weight a t inception of development testing.

Specific fuel consumption for both of the engines based on tes t data

is 0.65 lbs. fuel/lbs. of thrust/hour at rated speed. This is considerably

improved from the 0.80 lbs. fuel/lbs. thrust/hour design goal.

(U) Until mid-November, the development program was remarkably

free of problems. During November. engine #1 suffered a ~ a t i g u e failure of a bearing support and a hard axial rub was experienced on

engine No.2. A new bearing support was designed and subsequently

proved acceptable during January operation of Engine #1. The axial

rub in Engine No. 2 was caused by breakdown of an insulatiQn material

used to protect a bearing cavity from hot exhaust gases and has

subsequently be;n corrected. During December, engine No. 2 was operated

at reduced RPM due to i ts limited l ife bearing support (while engine

No. 1 was being re:!'urbished) and the fuel control was mated. adjusted

and successf1llly operated dur1..ng starting acceleration an d deceleration.

A minor engine fire dua to an internal fuel l ine failure curtailed

further running ...1th engine No.2.

Report No. 2203-933035-2-

115•

I

If



tl!\ BELL AEROSYST EMS COMPANY -----------.....

I t is noteworthy t h a ~ despite the engine development

problems encountered, there has not been a catastrophic failure withII

ei ther of these two engines. Engine No. 1 ran for a considerable time

run until testis were terminated a.nd engine dtElassembled for inspection

of second stage nozzle turbine. In each case the engine continued

to produce amp:le thrust to prevent a catastrophe tf this had occurred

in fl ight. Teistimony to the ruggedness of the engtnedesign, the

s 1 g n i f i c ~ n c e 6f this to the Jet Belt concept is readily apparent.

Most: of the running time during April and May was concentrated

on resolution of ai r /o i l separation problems whioh resulted in a

large number external and Borne internal lubrication system

modifications. At the end of this per1.od con3iderable progress had

been made and ian aeeeptable approaoh was r e s ~ l v e n . R u ~ ~ 1 n g during

the early s t a ~ e s of these two months was hampered by erratic fuel

control operat io n which was also undergoing several internal reworks.

Toward the en4 of the pertod, the fuel control exhibited much moreI

reliable o p e r ~ t i o n . The primary trouble overall stemmed from the

Roulon face p ~ a t e s used in the fuel pump. A reconf1gurat1on to bronze

face plates has been in work, bench tested and three controls are

being reworked to this design. This fix has proven successful during

subsequent enS1ne testing.

At completion of development test ing Engine No.2 had 103

hours of o p e r ~ t i o n and Engine No. 1 had 69 hours (at time of delivery

to WPAFB). Engine No.2 has a c ~ u m u l a t e d 271 start cycles and Engine No.1

has 100 s tar ts for a cumulative to tal of 371 starts . Engine No.1

and a ll necessary accessories, test equipment and operation and

-3 -

II

II!

I

. .



I

frrI

iJ.

"'i!!I:!ibi:

I=U=LL . ~ F = R O S . V S T E M S COMPANY ___________

m ~ t n t e n a n c e procedures were delivered to WPAFE early in August, al l

of which was on schedule or several weeks ahead of schedule. Test

ce l l insta l la t ion was delayed u n t i ~ October due to cel l avai labi l i ty .

Approxl::nately 11 hours or run 'tame nas 'oeent l . c c u . m u . : i . t l . t . ~ u , .. - , ...

l" U ua . .... c Vii

t h i s engine a t WPAFR provlc1ng test data for a series of at t i tude and

Mach number conditions.

Engine No. 2 waa delivered to Bell in July for ground effect

and cross-wind in let tests which were successfully completed in one

afternoon. T h 1 ~ was the f i r s t time th e complete system was operated

and the f i rs t time the WR-19 was operated outside of the test cel l .

The ground teat program verified previous analyses e ~ d scale model tests

for ground effect .

During the month of July, the engine program entered the

f l ight engine acceptance teat phase. As reported in that monthly

progress report, la te availabil i ty of several hardware items delayed

assembly of th e ensine .. Engine assembly was f inal ly completed on

14 August and the in i t ia l Hgreen llrun or break-in run was accompHshed.

On this run and several subsequent attempts to accomplish

the "green" run and. in i t ia l phase of the acceptance tes t , a. nUlTiber

of problems were encountered. The most significant of these were

errat ic fuel control operation and a t u r b i n ~ failure due to a rUb.

The primary fuel control problem has been inabil i ty to obtain

r e p e ~ t a b i l i t y of the fuel flow scheduling.. As a result of a minor

internal rework consistent repeatability has been obtained on bench

tes ts and th e reworked control has operated the engine sat i sfactor i ly.

Theturbine t a i l shaft fa.ilure was induced

bytoo thin

acoating of

flame spray material on one side of the labyrinth seal area in the

No.6 brazing support and exhaust duct aSAembly. The problem is

Repo r1rNo. 2203":933035-4-

i.,

1I(

iI

\

I



ole SSIFIED S2

•e B E L L A EROSYS T EMS COMPA" ' - . . "------------(U)unique to t h i s par t iqu la r Im i t (5 pr io r uni ts t-lere made without

. th is cond.ition!) and steps have been taken to prevent reoccurrance.

(u) A f t ~ r the turbine ta u shaft failure encountered during

August, trle erit! re engine was disassembled and each part thoroughly

inspected. ~ g i n e No.3 was then reaRsembled with turbine section

parts s c h e d u l ~ d for engine No. 4 and reentered acceptance testing

on September 4th.

(U) Acceptance testing of Engine No.3 (Flight engine) was

completed and the engine delivered to Bell Aerosystems on 18 September.

(C) The engine thrust l e v ~ l at time of ini t ial delivery wa5

slightly below minimum rated thrust . On the last build prior to

delivery, the :engine produced a corrected sea level standard day thrust

of approximately 41; lbs. at the governor speed of 53,450 RPM. This

las t testwae made with a straight t a i l pipe and resulteG in a delivered

thrust at thelbifurcated duct nozzles of approximately 375 I ts . ofI

thrust. Engine SFC was approximately 0.66 Ibs. fuol/lb. thrust/hour

at governor e ~ e e d and installed SFC (accounting for installation losses),

was 0.70 Ibs. ' fuel/lb. thrust/hour. The actual a ll u:9 weight of the

engine is 66., Ibe. The weight increase over the design weight is

attributed to ! (1) An increaGe in sheet metal parts and tnbe wall

thickneflses 1.l'l some areas of the engine over the original gage material

used in the d ~ v e l o p n l e n t engines. (2) The Ilse of an engine mounted

oil f1lter not in the orig1nal design (3) Heavier redeoigned #4/5

bearing suppott over original c o n ~ i g u r a t i o n and (4) Reworks of a e v e r ~ l partFl r e q l l . i r e ~ because of manufacturing deviations pecul1ar to this

set ~ n g i n e parts.

(U) After receivt of t h ~ engine. four ground test runs were made

I. t Bell to veJj'ify system operation and inatrumentation. On Tuesday,

September ? 4 t ~ , the tether tes t phase (Phase ITI) was 1nitiated.

·Report No. 2203-933035 -5- J I Q'

I

I

«4\



I

I

I..I

lJ

I,Ii

BELL AE5 : \ . bSYSTEMS COMPANY ______________

(U) I t is worthy of mention that tether fl ights are in actual1 ty

free f l ights with a safety l ine attached. At a l l timeh. engine thrust

alone pr0vides the l i f t ing and maneuvering forces. As of October 2nd •

control arm rework and changes in instrumentation resulted 1n removal

of the system from f l ight status for several days. During ground

operation af ter resumption of th e t es t program. several engine "hot f

star ts were experienced, The engine was returned to Williams Research

i for inspectton and found to be in excellent condition throughout. TheI.

J

L

L

I:

L

ri:

I

primary source of trouble was in the spark plug which was

subsequently modified to further penetratp. into the burner area.

The engine start ing technique was modified sl ightly and coupled with

the spark plug rework, eliminated further tendency toward "hot" star ts .

(C) Thrust And specific fuel consumption data measured durtng

the acceptance testing (wttnessed by Bell and independently verified)

af ter the 1nspection disassembly and rebuild, are included in Progress

Report No. 34 dated November 15th. 1968 and are compared to data from

prior engine builds. I t is worthy of mention that the measLlred thrust

(corrected to sea level standard) with the bifurcated duct installed,1s now 405 lbs. at the governor speed setting. Thrust is now higher

than fo r the ear l ier bUild, data for \'fhich are contained on the previous

page. For a stra.ight ta.ll plpe I the present thrust would be approx

imately 450 lbs.

(C) In the meantime, a larger faci l i ty a t Andrews Air Force Base

was made available for the remaining tether tes ts . Two fl ights were

made at Bell prior to departing for Andrews. The last fl ight was made

with ful l fuel tanks at a take off weight 'J f 350 IbE1. Five f l ights

were made at And:r:'ews 'and completed the tether t es t portion of the

Report No. 2203-933035 -6-$1 1111 .



iiIJ. 7f ..I• f!D BELL AEROSYS T EMS COMPANY -------------J (C)prcgram. ; Thus a to tal or 17 te ther f l 1 g h t ~ were necessary to aChieve

a l l objecti"-1es whereas in i t ia l ly i t was estimated tha t 38 f l ights

would be required. Total engine t1me to date on the r11ght engine

i s 13 hours e.of which approximately 1 hour has been since the las t

complete inspect1on. The engine No. 3 is current1j' in storage a t

Bell awaitirig the free f l ight program.

(C) Take-off a ( ~ d landing (at ambient temperatures from approx-,

imately SO°F to 75°F), t ranslations in forward and backward. pitch and

la t e ra l direct ions 1 Icoordinated tUrns and prec ise hovering haYe been

r e p e t l t l v e l ~ e . c ~ O ! l l p ~ i s h e d . The operator reports indicate excellent

control , goqd thrott le response', and no advers e human factor effects

for the dur8it1on of Ithe f l ights , some of which have been from 7 to 9

minutes. The effect; of recirculation '\ ingestion of hot exhaust

gases) W h i c ~ i s expected to be most a.dverse under conditions of t e ther

f l ight in a iconfined facil1 ty , ha.s been 110ticeable. The operator. I

reports the ieffect 4ecreases s1gnificantly a t three fee t above th e

ground and d t 9 a p p e a ~ s a t 6 to 8 feet . The engine has performed admirably

in the test ing to d ~ l t e . Star ts have been very smooth as has acceleration.

Even with the extended engine s t a r t procedure currently employed, using

the groW'l.d s t a r t c a ~ t · (compressed a i r in l ieu of cartr idge system) 1

operator mOWnting the bel t . engine s ta r t , disconnect from the car t ,

Iand take-off have been conSistently accomplished in less than two minutes.

(U) Ei1;gil".e #4( PFRT) was assembled in preparm:io!'l foJ' the PFRT··; : ".

a.nd "greenflrun with the deter lorateJ used 4th/stage stator/ t ; i ffuser

assembly la te in the month. (June progress rt:port has duscussion).

Improper l u ~ r i c a t i o n and abnormal coast down prompted disassembly fo r

inspection. i The mai!n o i l feeder l ine was f o ~ d clogged A.wi ,,,as opened.II

I. : , : . !

2203-9330135."','

Report No. -7-

SSJFlED

I

'.



fVbJ B E L L A E R O S Y S T E M S C .OMPANV --------.,.-----

I t was also found that the rad1al compreseor had picked up flame spray

T (abrattve seal) material from the housing and the resultant heat

,

!l

I!I

I! !

ii.

,

generated had pitted and scored the remaintng flame spray. The part

was re-flame sprayed and made ready for reinstallation i11 the engine.

A new 4thh:tage stator/diffuser assembly i s being fabricated as a

spare in the USAF program. Since Engine No. 4 is now slated for delivery

to the USAF af ter test . and since the probabtli ty of a successful PFRT

increases with substitution of this new part for the deter10rated part,

in th e best interests the overall program, r e a s s e ~ b l y of th e PFRT

engine was delayed for the new part expected on November 9th. The

fuel controller had been returned to CECO for readjustment and repairof a damaged fuel bleed port thread and was expected to be available

on November 6th.

New This Month

The PFRT delay wag not pacing the free fl ight program at

that time. In recognition of safety, Bell A e r o ~ y s t e m s 1s providing

an emergency recove:y system to recover the operator 1n the event of

engine malfunction in fUght . This system was not scheduled to be

available unti l approximately December 6th. As of this writing, th e

PFRT is the program pecer.

The PFRT engine \Jas reassembled complete with the fuel

c ~ n t r , l and the new in i t ia l runs accomplished on 16 November. During

the period through early December several attempts were made to accomplish

th e pre-PFRT engine runs a l l resulting in malfunctions. The fuel

control has not been rfor:ning properly and. a signlf1c8.nt engine problem

in tho'! #4/#5 i)earing area was encountered. Both w1.ll be discussecl brl-:fly

here and more detlitled write ups are contained 1n a la te r section of

thi.: repo r t.

Report No. 2203-933035 -8-

j .

tI

J

t"i

II1)

j1

i.,k

i

II

•!!

1

I



- -_ . * ! . - ......" t I : - " ' r '> - . - c : :A J I IC ' - ~ ' . n A ~ t " ' " '-"!, DeLL "'""';.:;;; r"' ' '--'.=- • . - . • _ .... - - ' - ~ .••• -'.. ----The fuel control problem results from a leaking high pressure

re l ie f valve which limits fuel flow to less than that required to

operate the engine at governor speed. The H.P. re l ief valve is a. new

design to correct a weak configuration as or1gina.uy usea. .J.n prim:il?!11,

the new design i3 more r ~ l l a b l e . how:ve!', pr i::lhl p . m ~ were encountered in

obtaining proper spring forces and valve seat ing to provide the desired

no leak p r e e s ~ r e set t ing. Too high a sett ing could result tn excessively

high engine speeds i f tne governor should malfunction and too low a

set t ing results 1n premature cracking ~ i t h th e resultant l imitation in

fuel flow below that required. Several attempts were made to correct

the problem by use of shims to increase the spring force but the l imited

space resulted in almost bottoming of the spring. As of this writing,

the problem has been corrected properly by reworking the valve poppet

to accomcdate a correct spring with proper constants. The fuel r.ontroller

has been reset to a l l parameters obtained from prior No, 4 engine runs

and should operate the engine sat i sfactor i ly.

A minor f i re in th e #4/#5 bearing swnp occurred during

the engine run late in November, T h i ~ problem resulted 1n extensive

damage to the; 2nd stage nozzle assembJy, both bearings and the l::;t

labyrinth seai and drive ~ o u p l 1 n g , ThE: specHic cause has not been

pinpointed although several hypothesis have been proposed and are being

investigated . . The 2nd stage nozzle assembly and labyrinth ~ e a l from

engine No. 2 and new bearings have been insta l led. A thorough inspection

of a l l engine parts has been made and the engine reassembled fo r a

check run. On the check run made in mid-December, higher than normal

vibration attributed to L.P. spool vibration was encountered and the

I..P. spool is being rebalanced. Disassembly and inspection of th e #4/#5

bearing area revealed no indications of the prior problem.

Report No. 22i03-933035 -9-

I



Bf::::t_L A E RQS V S T EMS COMPANY

Progress on the pa.ra\·I1.ng emergency recovery system has been

very good with the stat ic ground f ir ings successfully completed by 13

December. The delay was due to late delivery of the drogue deployment

gun from ti:eV(::HHJUL

demonstrated the capability to deploy the paraw1ng to ful l r iser length.

The Jet Belt has been modified to accommodate the recovery pa.ckage and

the harness system modified to separate the Jet Belt from t,.e operator

I-lith deployment of the recovery system.

D'.le to the diff icul t ies encountered \':1 th the engine during

November and e ~ r l y December, the estimated date for completion of

the PFRT is now by the end .o f Decembe:" i f no further problems are

encbuntered. I f this PFRT schedule can be held, free f l ights will

occur early in January. The engine problems and associated delays

may renult in a requirement for additional funds. Informal discussions

have been held with th e ARPA, AVSCOM and USAF program monitors.

Rep'6rt No. 2203:'!'933035 -10-



u e SSWIED' -I ;3ELL AEROSYS T EMS COM P AN Y _____________

INTRODUCTION

(U) In A ~ r i l 1964, Bell Aerosystems Company and Williams

Research Corporation submitted a jo int unsolicited proposal to the

TT. Army Mnh111ty r.nmmand and subsequentlv to ARPA for d e s i ~ n , fabrication a n ~ tes t of an Individual Lift Device known as the Jet

Flying Belt. As a resul t of this proposal a prime contract was awarded

to Bell A e r o s y ~ t e m s Company on 30 December 1965. The program is being

funded by ARPA and administered and directed by th e U. S. Army AVCOM

in St. Louts, •\Hlliams Research Corporation \.;as subsequently selected

by Bell as a major subcontractor to develop the power plant.

(U) The Jet Flying Belt uti l izes essentially the same general

configuration and control concept successfully proven on the Bell

Rocket Belt which has accumulated over 3000 f l ights to date, The

~ e t Belt is p o ~ e r e . d ,by the WR-19 bypass fan engine being developed by

Williams Research for th is application. This propulsion system

significantly :1.mproves endurance, range and uti l i ty over the rocket

powered system!,

(C) The purpose of the Individual Lift Device or Jet Flying

Belt is top r o ~ i d e

a substantial improvement in individual soldiermobility for a. variety of select mission applications such as

(1) observation (2) reconnaissance (3 ) forward observation andI

l iaison (4) overcoming natural and man made obstacles (5) clandestine

operations and, (6 ) delivery of personnel and parte for in-place

maintenance.

(c ) The basic objective of the present contract is to develop a

f l ight demonstration model to demonstrate feas ibi l i ty of the system,

a.nd ranges up ito 10 miles and a speed of 60 mph. One flying belt J

Report Ko. 2203-933035 -11-

:1>4

1'I

!

I



eon • I i

I• CI' BELL AEROSYSTEMS COMPANY -------------I (C) a. spare eng1ne, residual hardware and data are deliverable items, Wlder

T

1.J.

the cont ract .

(m 'Rf!ll . as Prime Contractor, is responsible for overal l system

management, system tntegration. design, fabrication, and f l ight test .

Williams, as a subcontractor, will design, fabricate and tes t the.

engine. Oltn M a t h i ~ s o n has been 8 e l ~ c t e d to develop a solid propellant

cartridge for use in the Jet Belt $ e ~ f contained s ta r t system.

Report No. 2203-933035 -12- If I I ' I I

I

.\

I

II



fIl BELL ~ R O S Y S T E M S COMPA " "

INDIVIDUAL LIFI' DEVICE - PHASE I I I

, - - - - - - . ,

VrerHER. AND F ~ E E ~ I G . ~ __ T ~ . ~ ___ ~ > { O ! ~ ~ l » l-iJent: n:l..J.

j

\ During the reporting month the ~ f f o r t at Bell Aerosystems

was p r i m a r i l ~ concerned with rework of the Jet Belt to provide the

capability fgr separating the system from the operation during

emergency recovery. .Other minor tasks involved preparations for

free fHght.

Faqrication of the emergency recovery system at Irvin

Industries proceeded on schedule. Static ground tests were conducted

at Irvin tndustrtes and preparations are in progress for the stat ic

air drop t e s ~ s to be conducted a t Fort Benning in mid December.

W t ~ l i a m s Research conttnued tn their efforts to ini t iate

the informali PFRT on engine No.4. Difficul t ies encountered 1.n running

the- engine with fuel controller No. 3 and a mechanical failure in

the area of the No. 4 bearing resulted in further postponement.

InstrumentaHon J

Dilring the tether tests concluded late in October, certain

operations indicated the need for minor modifications to the Jet Belt

system; p a r ~ i c u l a r i l y , in electrical circuitry of the two-way

communicatidn, telemetry. and operator warning SUbsystems... These

were a c h t e v ~ ~ during the past month.

The technique used for making the electrical c o n n e c t i o ~ s between the1operator's two-way communications and warning system

was found to be time conswmtng and cumbersome and appeared to r . ~ of

rather low tp.liability. Simple re-routing of the wiring, rep:acement

of the connectors, and. in some tnstances combining more than one

-13-

1I

It

IiI•



I

r

II

<!J BELL AEROS Y S T EMS COMPANY ----------"----

system circuitry in a single disccnnect provided an electrical system

r "'lhlch appears significantly more relia.ble and much more amenable to

overall flight preparation thereby enhancing the free flight program

l:mQ i 1. i gh t l:;tl.{ OJ i. y •

An intermittent short in the operator i'larning system

encountered during la ter tether flights was traced to a weakness in the

1 ~ W level f U E ~ ~ a r n i n g arrangement. This was repaired in a manner

\-illicr. precludes further occurrances.

Some of the connectors within the electrical subsystems p r o v ~ c t troublesome at times and some appeared questionable after review.

Necessary replacements or modifications have been incorporated to the

extent that the overall system is now significantly more fl ight worthy.

A periodic check between tho accelerometer (vibration) readout

from the airborne telemetry system and that from the equipment employed

by \'iill1ams Research (and hardlined during some of the tether fl1ghts)

indicated some discrepancies. Ths press of time prevented this situation

from being completely remedied during the course of the tether teets.

During th e past month a careful review of th e two systems was accomplished.

The causes of their differences were found to be in the response of the

accelerometer pickups and in the electronic circuitry delivering the

signal to the readout instrumentation. A modification to the

miniaturized electronic circuitry of the airborne telemetry w a ~ incorporated and checkout shO\<Js that the output from the two pickups

and assoCiated circuitry now correlate very closely.

Report No. 2?03-933835 -14-

I

.\



BELL A !EROSYSTEMS COM P AN Y ______________-

Operator/Jet B ~ l t Emersency Recovery system,

P r e p ~ r a t t o n for tnstallatton of the emergency recovery

system, deftned and designed to recover the nperator only, necessitated

~ h A " ~ ~ ~ in th R J ~ t Bel t 5u8gension system'to Drovide separation between

the operator and the Jet Belt. These changes pertain primarily to the

attachment pOiDts of operatorsuepension harness on the Je t Belt i .e .

~ ~ ~ i n , abdominal, and shoulder straps. The previous harness attachment

bolts were r e p ~ a c e d by chrome-plated, conically shaped, steel pegs with

a hole near the apex for the attachment and release pins. (see Sketch "A")

CORSET RELEASE PIN

CONICAL PEGS

METAL END PLATES

The ~ i x e d mount1ng

with metal plates which have holes drilled to f i t loosely over the

conical pegs. .Placing the a.ppropriate attachment plates over the

proper conlcal p e g ~ and inserting the release pins through the holes

nea.r th e apex of the pegs as shown 1n the sketch results 1n a suspens10n

Report No. 2?03-933035

,i .

!

!

I



11

I1

1•

·

C6b B E L L A E R O S V S T E M S COMPANY ------------system configuration exactly the same as the prev1.ous permanently

attached harness.

With th e straps 1n tenslon, as they are when the Jet Belt is

to pull the end attachments free. As a result , the flexible corset,

with the rest of thp. Jet Belt, is loose and free to fal l away from the

operator under i ts own ',oreight.

In conjunction with the emergency recovery system, th e

release pins are connected to the Paral'ling risers by means of protected

f ~ e x i b l e cables in a straight 11ne of forces to remove the pins cleanly

to prevent binding. Thus, the openlng forces of the parawing pull the

pins which release the operator from th e Jet Belt permitting the

decelerat10n forces on th e operator to pull him free of the Je t Belt.

\!Static Separation Ground T e s t s ~

During the past month, 'this system ~ ' l a s fabricated and

installeci on the Je t Belt Hockup. J... series of stat ic ground teets

J1 w.re conducted to ascertain the separation characteristics. These were

performed by attaching th e mockup to an overhead chain holst by means of

j a slack cable of shol't enough length to prevent the mockup from hitting

1 the floor. The mockup WaR donned by th e operator who stood below the

overhead hoist. The cables to the release pins were pulled from above

r•

in the same manner in Which they will be pulled by the r isers . by means

of the opening shock of the Parawing. A dozen Sl lCh separations were

performed to prove the repeatability of separation. The operator

expressed complete snt isfact t"n wi th the system and said that he felt

nothing other than th e release of th e straps' tension and the falling

away of the corset.

Report N'o. 2203-933C35 -16-

I



I

II '

BELL : AEROSYSTEMS COMPANY

During these tes ts , the force required to pull the release

pin '.'las measured. 't!hUe there Nas some small variation from t e s t to

tes t the nominal pull force was about twenty pounds for each pin. This

force is small relative to the Parawing opening shock vlhich will be

in excess ofi300 Ibs.

This recovery system approach n e c ~ s 6 i t a t e s the use of an

additional harness for operator suspension from the parawing. For

this purpose' an available l1ghbJelght nylon garment with an integral

harness has been u s ~ d . The garment has been modified to reduce i ts

weight and t t i lored to f i t the operator. The operator, wearing the

, su i t , h a s b e ~ n suspended off the ground for as long as fifteen minutes, .

i wi th no discomfort or effect on Circulation to the legs or arms.

" mergencl Recovery Slstem: ,

As reported las t month, Bell Aerosystems has supported the

Jet Belt Program by funding Irvin Industries to design, develop and

tes t an emergency recovery system for the Zet Belt operator. Work at

Irvin procee4ed ahead of Bchedule, but a las t minute delay in th e delivery

of the deplotment mortar gun foroed a one week postponement in the

ini t iat ion of. s tat ic ground tests.

The f i r s t teat was conducted on Thursday, December 5th. Full

extension was not achieved al10. WaS attributed to the fact that the

mortar slug was l ighter than specified. A second firing with a heavier

slug was m a d ~ in which further 'extension occurred, but the parawing s t i l l

did not fully deploy. After viewing the high speed motion pictures, i t

was concluded that the method of packing had to be revised to provide a

progressive increase in the amount of mass beir removed frnm the canister.

Report No. 2203-933035 -17-



'

'

t

t.1JIrt BELL AEROSYST EMS COMP A N Y -------------....

A third f1. ring on December loth succeeded in ful l deployment of the

p ~ r a w i n g and all but the last tNO folds in th e shroud lines extended.

Minor revis10ns in the tying and packing procedures improved conditions

qecided that the system was ready for the sta t ic air drop tes ts from

. dhe drop towers at Fort Benning, Georgia. The schedule now calls fo r theI

titrst a ir drop to take place on Monday, December 16th.

The comp)ete syste:m Height is 11. 43 Ibs. This, with the

integral harness-garment weight of 2.75 1bs. brings the total ·,leight

bt the emergency recovery system to 14.2 Ibs.I

Fuel Tanks )Two factors have been revealed during the time period of the

f l ight system operation. The f irs t is in regard to fuel slosh which

occurs when the operator makes small, rapid control inputs (especially

in pitch). This type of control input occurs more frequently in tethered

fl ight where operating distance 1s severely limited. The second concerns

the noticea.ble "crazing" present in the polycarbonate fuel tank Nalls.

~ h i S crazing has occurred since the tanks were put into service.I

¥Tank Anti-Slosh System ,

The slosh, eVidenced during the tethered fl ights did not result

in a problem but is considered sufficient to warrant the 1 n s t a l l ~ t i o n cf

an anti ·slosh device which would preclude unport1ng of the fuel tank

) .

outlets dur1ng maneuvers. Dur1.ng free fl ights, wtthout ~ h e maneuver

limiting safety line attached, and with less specific control of fuel

remaining at touchdown, this could become a problem. Normally,it is a rather

easy matter to instal l baffles. In this case a s o l ~ t i o n proved quite

diff icult because the only access, without cutting holes in the tanks,

Report No. 2203-933035 -18-

I



t.l!h B E L L lA E R O S Y S T E M S COMPANY_--is through the f i l l port and the hole for th e a c t ~ a t o r of the low

level fuel warning system. Several approaches were con3idered; including,

plates, screens, perforated ping-pol'"lg ball&, and Fircstorle l' rE't lculated"

polyurethane ifoam, a sponge-likep l a s t i ~

espeC'iaJ lyl ! 1 ~ Q e

IC'r thi!:l pU,q.lU:;O::.

Conventional be.ffle plates and R l " r p F ! n ~ ",ere impossible to

ins ta l l al1d perforated ping pong bal ls used too much volume and resulted

in a higher Q o s s i b l ~ trapped or u n u s a ~ l e fuel. A t es t tank w ~ s part ia l ly

fLlled wi t ~ ~ i restona foam. ;.Then f i l led \-ti th fuel, a ir bubbles appeared

to adhere to the sponge l ike p l e s t i ~ " Shaking the t a n ~ s f&iled to

die lodge the pubbles but the condition gave concern that the bubbles

could come free in fl ight and possibly enter the fuel control ler . Tests

of fuel flow :from the tank were ma.de and the s p o n g ~ material did not

impede the exii t fuel flow nor did the bubbles flow with the fuel .

However, the presence of the a ir bubbles gave suff ic ient C071c e rn to

abandon this 'idea.

Thei approach f inal ly selected consists of a ~ h o r t piece of

large diamete!r polycarbonate tubing \':ith flow area holes around the

c i r c u m f ' ~ r a n c e i a t the bottom. The tube is attached to the tank fuel

outlet f 1 t t i n ~ where i t protrudes into the bottom o f the tank. ( I t

s h o ~ l d be noted that the movement of the center of gravity due to

slosh had no effect on control or f l ight s tabtl i ty and the objective

is to prevent unporting of the fuel tank o u t l ~ t ) . This device was

made and mounted in an unusable fuel tank for tpe purpose of tp.et.

Several tes ts ",oIl.!re performed during which th e flow rate out of the tank

was regulate:li to be sl ight ly in ex;,;ess of the jjja.ximum engine fuel flow

r e q u 1 r ~ m e n t . During the tes ts , fuelwas

allowed to flow unt i l the f i rs t

a ir bubbles a p p c ~ r e d in the transparent l ine leading from the tank

outlet (near ~ ~ p t y tankS). At this point flow was r,topped and fuel

Report No. 2 2 9 3 ~ 9 3 3 0 3 5 -19-

1

I



fl!f\ BELL AEROSYS TEMS COMP A N Y - - ......

level in the tank recorded. Tests were performed with and wlth0ut the

slosh baffle in place and with th e t&nk held steady as well ss rocking

to 8 i m u l a t ~ slosh. I t became evident tha t the minimum permissable

level o f f l lPl nr.r.urR whpn t .hp· vI"'rt.Pl(' fCH'lTlR n t.hp. f'llf'!l At t.hp. ta;:1k

• outlet durtng tests with the tank held steady. 1,11 th the slosh baffle•

tn place this same minimum fuel level was attained whi l.e rocking the

Itank tc Simulate sloeh. When rocking the tank without· the slosh baffle,

th e minimum level of fuel tn the t.ank was appreciahly higher, when air

bubbles f i rs t appeared in the outlo;, Une.

This type of baffle has now been i n ~ t a l l e d in the f l ight tanks.

1. lIn addition, the f loat for the low-level fuel warning system wil l be

!; adj usted to provide a larger fuel reserve above the minimum fuel level.

y

Fuel Tank Crazing I AN \)

The ~ r a z l n g present in the fuel tank walls has been noticed for

some time and has progressively increased. In some of the tanks which

have not been used, small areas of crazing have alse been found, I t

appears that . during th e process of rotational molding, inherent stress

areas are formed which make themselves evident af te r time and use by

crazing. It a.lsoappears that exposure to Jp-4 has an effect on th e

extent to ";hich tne craHng occurs. The tanks in use to date have been

periodically checked to ascertain their strength characterist ics. Even

with a 10cally concertrated applied load no evidence of a reduction in

strl\cture.l integrity hu been ascertained. A sample of polycarbonate,

undp.r stress by bending, has been immersed in Jp-4 since 1965. Crazing

has occurred in this sample. I t has been strength tested and the

redl1ctie:n ill strength due to crazing seems to be minimal.

Repol't No. 2203-933035 -20-

....-"

,1

•j

d"

I2Jt1i.

j:

I

1I •

!



rrr

rrr•

..

. BE L L AEROSYSTEMS COMPA1 ' I , ;Y _

\

As :a precaut10nary measure, I i set of new tanks have been

prepared for 'use during the forthcoming fref ' f l ights . These show

\ some small areas of ;:!razing, but t:ollsiderably less Lhan the tanksI

Ipresently nn' the J e t Belt ., : \

~ F r e e Fl igh t Plans) AI"; i )

Althoug i n i t i ' t t on of J ~ t Belt free f l1ght tes t ing 10

depende:nt un :the cOl!'lpletion of the 50 hour PFRT. a deta,ned plan for

t h e s ~ flights, is being prepared. The plan calls for reassembly and

checkout o f the Jet Belt an d i t s subsystems followed by one or two

T s ta t i c g.row;.<l testr. with the Je t Belt mounted on s t a r t ca.rt. In order..

,••.'i

"

r

.!

to shsrpen uVI th'! operator, two tethered f l ights wi l l be performed in th e

f l ight hanga.r, a t Bel l Aerosystems. Then. several 'llow and Alow ll I'ree .

f l tghts will pe conducted over land. I f w e ~ t h e r permits, these fl ights

,,;111 be perfo,rmed on the Niagara Falls Nunicipal Airport ; ot:lerwise

they \<Iill be conducted a t t h ~ I'orrner Air r ~ o r c e base located near

Bartow, Flori'd&.. Arrangements have been ms.de tor t.he use of this

faci l i ty to r the maJority of the free f l ight program.

Detailed flight plans are b ~ i n g prepared for each of the

envisioned f1:t.ghts and are being designed to obtain the maximum

information ' \ o J ~ t h the leas t number of f l ights . The l a s t f l igh t wi l l be

for the p u r ~ o ~ e of contractual demonstration of range and3peed o b j e c t i v e ~ .The i n i t i a l "low and slow" f l tghts refer to low a l t i tude

(Just above that at which exhaust gas rec!rculat ion causes a r i se in

inle t a ir t ~ m p e r a t u r e ) ~ n d speeds not in excess of 15 miles per hour.

These f l ights ' wil l give the op.;rator the "feel for" the system in fn e

f l ight in a f l igh t regtme which is not cfltastrophic 1n event of system

Report No. 2203-933035 -21-

!

1.. i;

1

,.



f

t r

..

I...

.r.

'

, "

,. ....

1.iI•.

-,...T"

J. . i ~

..,..

1.

rI. , j ,

r..

l..

"

L[

[

(t, I;IE;LL AEROSYST EMS COMPANY -'-----------malfunction or operator e: ror . SLlbsequ.ent f l ight proftles wil l be

designed to conduct teBts within the safe recovery area of the parawing

system or i f i n t e ~ e d 1 ~ t e al t i tude and speed test ing 1s required, i t

Report No. 22v3-933035 -22-



",a.,' ~ B E L L 4 ~ S Y S T t = M S COMP, " , " ' ' ' ------------ENGINE PROGRAM - PHASE IIrr----.

\ R-12 E n g l : ~ _) l : ~ e l . S: : ~ l C : t ~ : : :. .., 0 M_' . . . " "0 Co_ ". WR_' 0

-.1.1.1<;;, ...... 1>0 . .. "' .. 0 . .. " v"::.,,':''''v ,·, ... "'v_ -r- v ___ v ____ . - - - " .

Engine was received' frcm"Wl..l1l..ams Research. 1"; has been reviewed

and a.cc·epted py Bel l lligineering personnel and will be submitted to

~ S C O M in the near future. This specification defines the f l ightI'engine and the PFRT engine.

PFRT - ( S n g i n ~ #4;/

Upon availability of the new 4th stage sta tor dif fuser

assembly, the engine was reassembled and the neW break-in ru n\, .

accomplished on 14 ~ o v e m b e r . The test cel l lubrication and fuel

systf!m were u ~ e d as \ normal for the in i t ia l run. Engine operation

appeared c o r r ~ c t througH

a seal break-in run) and

the run. Disassembly (usual practice after

equent inspect10n revealed everything normal

except for some coking of o il 'i:n.. the #4/#5 bearing cavity. The bearings"

and s u r r o u n d i ~ g s t r u c t ~ r e were not d l ~ o l o r e d : All parts were inspected;. ",.

bearings were cleaned; and the engine w a s ~ a , s B e m b l e d . A specific

' "cause for the: coking was not found. The c o n d 1 t i ' ; ; r l ~ w : ~ S attr ibuted to

lower than normal o il flow to the #4/#5 bearing cavity as a result of

seal leakage and higher than normal cavity pressures.

The complete engine (self contained lubrication and fuel

control) was tu n on 16 ~ n d 17 November to veri£y performance prior to

tn t t1atton of PFRT. The s tar t Bchedl.1.1es, acceleration schedule and

governor ltmt ted fuel flow were unacceptably 10H . Engine speed was

11m1 ted to 52 ~ 7 0 0 RPM. which came as a surprise. because the governor

Report No. 2203-933035 -23-



II

I

t/J1't BE L L AEROSVS TEMS COMPANY....

1n this controller was removed from SiN 102 controller and SIN 102

had operated engine No. 3 at 53.750 RPM during a tes t run several

months ago. This condition stimulated the concept that the high

•• ___ . . . . . . _ 1 . . . .__ ..... _

Y¥Cl.O \ , . . , l a . \ , . . t \ . ~ U 6 \ . iuv.. _ *t _ ... \ ..... _ .... ..,,_..a ,.r",. ' ' ' 'm ...... nNv . . . . . . "''-'''''''' . . . .0 -41 ....... ~ ..... -_·· .--- .. ·0

fuel flow at the high speed end. Adjusting the unit at Williams

improved the performance to some extent. however. the contro1le.r

suddenly ceased to deliver fuel. On 17 November i t was returned to

Chandler Evans for invest1gat1on and repair. I t was found that a

small brass chip (or1gin undetermined except thl'tt i t '.'las prohably

from machining of the fuel pump face plates) had become lodged under

the metering head valve seat. This permitted a l l fuel to bypass the

fuel pump and prevented delivery of fuel . The high pressure rel ief

valve was lapped into th e seat to assure a proper seal. Fuel

controller SIN 103 was returned to Williams on 25 November.

D ~ r i n g the interim period, engine inspection indicated no

coking effect in the #4/#5 bearing cavity. Engine vibration had been

higher than desired and required a rebalance of the axial compressor.

Engine runs on November 26th and 27th agaIn disclosed

insufficient engine speed. The fuel control was instrumented to obtain

internal fuel control pressures and fuel delIvery rates a t select data

points to bet ter understand the reasons why the controller would not

run the engine after having successfully passed the calibration run

on the test stand. These tes t results conclusively proved the high

pressure rel ief valve wae performing improperly and along with the

specific engine para.meters were sent to CECO "lith the controller. This

si tuat ion is covered in more detail in the subsequent section of this

report.

Report No. 2203-933035 -24-



BE!.....L . 4 . . E R r \ c ; . Y S ; r ~ M S COMPANY ______ _____

L a t ~ on Wednesday, November 27th, while the engine \'las

running at grpund: idle an wlusual hum was heard emanating from the

engine and h i ~ h vibration was ~ r . d i c a t e d . The engine '.-1as immediatel.y

shut down, removed from the test cel l , ana a1sassemo.Lea.I U : : ; ! J ~ \ . : i . , . i . v . : ' j

revealed that the No. l.!. h.earine; cagf'! had dtsintegrated. allowinR the

rollers to ruh together. The outer race had broken into several

pieces and had been slung out against the inner wall of bearing carrier .

Another failure occurred at the rear of the high pressure

sp001 labyrinth seal coupling. The portion of the seal cylinder

containing t h ~ a f t three labyrinth seal lands had broken into several

pieces and had been slung radially outward. These bits of steel

pierced the outer wall of the oil cavttyand were caught in the area

bounded by the conical bulkhead and the upstream heat shield of the

second stage ~ o z z l e assembly. 011 was slung into the same area through

the holes torn in the o il cavity wall.

There was conclusive evidence that a f1re had occurred in the

011 cavity as i well as in. the area surrounding i t . The f i re was

apparently hot enough to melt the braze in the joint where the air

balance l ine ~ n t e r e d the o il cavity wall. since the braze material

was gone. M e ~ a l l u r g i c a l examination indicates evidence on the surface

of the two parts that braze had been there. Williams Research is

presently conducting an investigation to a s c e ~ t a i n th e sequence of

events leading to th e failure and evaluate th e several hypotheses on

possible fail1jlre causes. Results wtll be reported in next month's

I

progress report.

M e a ~ w h 1 l e replacement parts have been salvaged from

engine No.2. They have been thoroughly inspected and found to be

in good condition.

Report No. 2263-933035 -25-

i!

!II

I. Il

.11J

I

I

I



J

\"

BELL . ~ E R . O S Y S T F - M S COMPANY ________After exhaustive discussion and review failed to r e v e a ~

a specific cause for the f ~ i l u r e , i t was decided to reassemble the

engine with the replacement parte from e n g i n ~ No.2 and np.w bearings

and conduct invest igat lve runE;. ',mePOSS10 l l 1

ty of gett ingi ' u ~ l

111:"0

the bearing cavity thrnugh the CDP pressurization line was tested and

discounted. A sl'tort. build verificat ion n.1l ' ,ras made under careful

scrutiny. Nothing u n ~ s u a l was encountered during the run except that

vibration ~ [ a s again high and a rebalance of rotating machinery is being

made. Inspection of the #4/#5 bearing area and al l parts relative to

the previous failure indicates everything appears normal. This la ter

run occurred a t mid-December.

Fuel Control

Fuel Control SIN :!..03 i'lhich has bp.en deSignated for the

PFRT on engine #4 has been highly erratic in operation thus far. The

problems encountered have been different from those experienced with

SIN 101 control during acceptance test of the f l ight engine. P r o b l e m ~ wi th SIN 103 control ler stem both from phySical changes made in the

, '

fuel control ler as well as the incorporation of improperly speci:f':1.ed!

,Fuel Controller Performance para.meters, the la t ter being the greatest

lcont r1 butor.1

High Pressure Relief Valve \ A ~ ~ ,

A physical change in the high pressure relief valve configuration

was incorporated to increase re l iabi l i ty of a suspected low rel iabil i ty

design. This valve prevents excessive pressure from occurring within

Report No. 2203-933035 -26-

II

I



(J1t, BELL AEROS Y S T EMS COMPANY-he case of the fuel controller, and is particularly important

in limiting maximum fuel flow (hence engine RH.:) in the event of

a governor fai lure. I t also functions as .the fuel flO'll shut off

valve when over ridden by closing the thrott le . The original design

of this valve, which has been trouble free to date, consi3ted of a

f la t valve seat and a f lat poppet faced wi th 9. hard plast ic sealing

surface ( R o u ~ o n ) . The l imiting diameters of the orifice (for proper

fuel bypass) ,and valve cavit:,' because of ov,=rl'l.ll controller size

limitation r ~ s u l t e d in very l i t t le overlap of the valve face on the

seat . The potential pnblem of the ~ o l l l o n extruding L' r taking a

set (similar to the problem experienced with the fuel pump face plates

of the same ~ a t e r i a l ) and the possibi l i ty of the Roulon chipping or

cracking b e c ~ ~ s e of the small overlap prompted the redes1gn. Either

of these conditione would result in leakage across the valve to th e

in le t eide of the pump thereby reducing fuel flow to the engine. This has

1.n fact been .the problem with the . edesigned valve.

In:principle and 1n fact the new configuration valve ts

inherently mejre reliable. The major concern has been the adviSability

of undertaking the change (lrreversible) at this time. Considering t h ~ potential v a ~ v e failure and the new configuration beln, straight

for'llard, CECa and Williams Research went ahead vl1 th the cha.nge.

The new ccnftgurat1.on va.lve conRiBts of a chamfered valveI

seat and e. ; . ~ o n l c : e : valve shape. Tht: valve or poppet sealing material

was c h a n g ~ d to a 30fter synthettc rubber compound shaped to f i t the

chamferl;d sea.t to assure better sealing. In operation this valve has

been c r a c l C i n ~ prematurely and has l i m i t ~ d fuel flow to lese than that

necessary to 'achieve engine operation "it governor speed. One of the

primary r e a s ~ n s l ies in improper rel ief pressure setting incorporated.

Report No. ~ 2 0 3 - S 3 3 0 3 5 -27-

.'



II

I t wae detemllned that the back pressure imposed by the engine on ther fuel delivered by the controller was some 30 psi higher than has been

\

specified to CECO as the set point for the controller. Attempts to

shim up the spring to increase the force on the valve (hence fuel

rel ief pres8uI'e) resulted in nenr bottoming c f the spring. At t h ~ expense of additional delay of several days, th is condition has been

properly fixed by boring th e spring seat deeper 1n the poppet, and

incorporating a s t i f fe r spring. I t is believed that the rel ief valve

problem has been resolved,

\. . . .I(Ad;'ustment and Calibration

. ' ( c o ~ n u a - throughout tho program) havehe other probl

their roots in fuel control adjustment and al ibrat ion thought to be

resolved several months ago, I t has been h i ~ d i s c o r . c e r t 1 . n g that

the fuel control could be set at CECO to s p e c i f i e d " ~ r a m e t e r s and

upon arrival at W1.111am3 Research would not run on engine properly.

Start ing fuel flows and acceleration/deceleration flows always require

adjustment on the engine. This has been a major protlem with SiN 103

control leron

the PFRT engine during thelas t month and

resulted ina

detailed investigation.

Wl1l1s.Ins Research had supplied Chandler Eve.ne with the

estimated Engine Performance parameters required to adjust and calibrate

the fuel control unit and some of theee have never been corrected from

original design data. In essence, these c o n s i s ~ of the variatton of the

compressor discharge pressure and ~ u c l flow with speed; governor limit

speed (vs fuel flow) 1 maxtmum back pressure against which fuel must be

delivered, and a specified level of fuel flows durtng start . A review

cf the p a r a m ~ t e r 8 and a ~ o m p a r i 8 o n with the actual engine characteristicB

Report No. 2203-933035 -28-

I



.

"a. _ __ _ _ .ESr:::LL AEROSYsTE: : :MS CO:v 'PAN 'Y ______________

and requirements revealed some. discrepancies. Examples are (1) th e

actual maximum back pressure against I ..hich fuel must be delivered is

30 pst higher than that specified and as noted previously this is a

ma c10r c o n t r t b ~ t i o n to the high pressu:t:"e re l ler val-ve prOO.lem and (2) tile

compressor discharge pressure bias was not ~ R t ~ h l t s h e d , result ing in

an unknown bottoming pressure on the fuel metering valve. The

problem with th e la ter condition is that with a high CDP bias, the

metering valve doesn It come off the minimum flot-: stop af te r ignition

(st ' i r t fuel flollS) 't7hich results tn engine hang up a t speeds below idle,

ae experienced on a number of occasions.

Specific data obtained from th e several rW1S of engine, .

No. 4 (PFRT) have been transmitted to CECO and the SiN 103 control ler

is being set accordingly. Among other parameters, the SiN 103 Controller

t'J.e1 flow sett ing now should be adequate to obtain an engine RPM of

approximately. 53.700 RPM which is the governor sett ing. This RPM. i srequired to a $ s u r ~ engine thrust levels will sat i sfy th e specificat ion.

Report No. 2203-933035 ~ 2 9 -

I

'.

1;

jI

,.,.1



I (

I

Ii

fit; BELL AEROSYS.E i "v ' \S ~ O M ; : : ; ' A N Y --------------CONTRACTUAL STATUS

GENERAL

The h1ghly elusive PFRT inittatto.o milestone has not been

achieved and has forced delay of the free fl ight program at least

into January. As a result of the problems encountered in SOg1ne Nu. 4

thus far, additional funds may be requ1red. Informal d1scuss1ons have

been held with the project mon1tors at ARPA, AVSCOM and ItlPAFB

concerning the overall s 1 uation. The problem is being revie\>Jed E'.nd

information 'Nill be forthcoming tn the nea.r future.

PROGRAM PLAN

Difficulties encountered in the engine have prevented

initiation of PFRTjhence,have delayed the free f l ight program and

ant1cipa.ted contract completion during December. 110ted 1n the last

monthly progress report. Schedule progreas is entirely dependent

on completion of PFRT, the initiation of which is now delayed at least

unt 11 December 20th. As a result of the single milestone dependency

the program plan has not been updated.

Ther e c o v e ~

subsystem is progressing with th e staticdeployment teste successfully completed en December 12th and the

two drop tests scheduled at Ft. Benning on December 16th and 17th.

Delays were encountered in de11very of the parawing deployment drogue

gun. The Zet Belt modification has been completed to acoomodate the

recovery subsystem.

I t now appears that the free flight program will be delayed

unti l early in January. Plans have been made to accomplish the free

f l ight program at Eartow, Florida to prevent further dela.ys because of

the severe winter weather at the Bell facility, normal for the next

several munths.

Report No. 2203-933035 -30-

I



·iU of J-ea , /

= ..c em,,.,""'''''''t..... MC ACTIVITY •

_ COWPl..En:o ACTT"lTY

FABRICATION AND ASSEMBLY Of~ W P O N E N T 8 BY RAC'

OElJVtRY Of C'ONPONENTS

TO WIl.I.JAMS RES£AilCH

l ~ ' r ENGINE· BY WR,

AlOAL COWPR1!s80R AND

Bt'mlIl:R TESTS

I. OF-HIGN AND FABflICAn:

A88UGU.Y 'IOOUi

2. DII:810N' FABRICATE ..IN8TA:"t. 8'l:NIIORS. (AX" LOOkP.)

3. BlIRNIR HAf\I.)WA}U: u.s...,." ASSY.

4. AJDAL COkPJtI:!I8ORHARDWARE ASBY C:H!!."ltOl'T:

S. TESTS PI«lGRAWS

nlLL ICUE ENGINE N:fP PBQ.tlIWM! SISTIII nU l

I. OIlSlaN. FAB :NSTRUWENTAnOl-lANt) ClflClt-OVT 'l'l:ST CEI,t.:II.UU.·W AJtI: .

;. [)BarCH AND .ABRICATE

A58EMBL' TOOLS

3. IJll\laN AND FABRICATE

SEN6lO1': INSTALLA nOl-l4. RAHDWAH£ REWORX ANDtNGlNi: ASSEMBLY

O. EI"ClI;HIDI:VELOP;,ar-:TTESTING

e. rFRT Ta:ST JET BELT P R O l > ' J ~ N SYII'!'EY ;

SInEY TEST AT BELt. A t R ' ~ Y " T E l I o l : f I. TETHJ:R TEns

2. FRI:I!: fLICH T TE31S

PREPARE fINAL REPORT ANDD£LIVEP

No. 2203- 9:1,)35

11" ,- ,. ' )

l ' lDr ' lut :AL LIfT oErtel': PflOOR',M PLAt( •

1'1iAst: n "'so IT:

t.lI BELL A~ - - - - - - - - - - - - - - - - - - . - - - - - - - - - - - - - - - 1 ~ ~ ~ , - - - - - - - - ~ - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - ~

I

1

BELL BYPA ls

DUCT REQUIREOl

21'ID BYi'ASS

0l;C1

I I I. . START COMPLETE

• r " " U l · ~ I O N SYHEMTEST:,

~ 1 : 0 T ' 1 3 11 1'1!lj25 ;,111 11»12" "I "1;',:;'3110 7 1 1 ' 1 ' : 1 , ' ~ ' t l l l l b J " ' I I J " ~ ' t · , " 1 ! ; i ) ~ O I 2 1 "il'll:,!! 1 ~ ~ 1 I * ' 1 ' 9 ',h'lIyll';

MAP APR MAY Jt'NE JULY AUC 1 SEPT OCT NOV DEC JAN

I

"NO REVI!'ION TO PROGRAM PLAN TIllS RL'>()RTlNG PERtOD

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - ~ - - - - - - - - - - ~

t



UNCLASSIFIED

B E L L A E R O S Y S T E M S C OM P A N Y

2203·I'·PS.00I

I '

II·

'0 " T ME ENOl E

ASTSEMOLY~ £ M B L Y U -"

t ~ . ( C . £ ~ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .< E ~ ~ ......~ I ~ . ~ . . P f f i l " O W ' ~ ~ : : I

prRT R£·A!lSY

c:::= ANDDEUVER

ACe! TANCE T E S T " _ • ~ = ; J j ' O T O USA"SHIP "0 " TUtU; ENGiNE' . . . . . . _____ ..... '"

.- i t l l l l l t t l ~

DEMONSTMTE RANGE AND ISPEED"V

I I IDTLlVER Ff'AL REPORT AND 1lA1DWARE '1

I j l ~ 1 H I I 8 11',12 'I '9 " I' " I I ~ 11" 21911 1;11J 1 I I I I · · I · ~ I J ., 111119!'I; a p·,1112'1'" II" 1I1i ',1'-::11 "1:<, ' I 11t'll '1'''1 I' , '"" II 11111.1': : I ' I ' , ; " ' ' ' ~ I 6113120121 511"I1I"iJ I

IQV DEC JAN fEB MAR APR MAY I J U ~ E JUS ArC I SEPT I OCT NOV .LQ!C JAN

STATUS Ali or IO·2S·68-

,.

UNCLASSIFI

J



.

UNCLASSIFIED

BELL AEROSYST EMS COMPA t ' - l V ______________

FISCAL

The follm-tii"l.g table contains a. f iscal SLUI'Jllary for the

basic Jet Belt P r o ~ r a m as of November 22. 1969 .....hich 1s the end

Total Funds Available $3.021,700

BAG Expenditures $920.800

Engine Subcop.tract(Liability) $ 2 ~ 0 5 5 . 0 ~ O

Remaining Funds (11/22/68)

$2.975,800

$ 45.900

Costs as?ociated with development. fabrication and testing

of the parawing and associated coots for Jet Belt modification and

recovery system instal lat ton are being funded by Bell Aeroeystems. Irvin

Industries. the para"Ting subcontre.ctor, is p a r t i o . l l ~ ' supporting parawing

development.

VISITS

The following visits \Tere made tn support of the program

during the past month.

(1 ) Williams Research Walled Lake. Michigan Witness PFRTengine calibrationruns

Rp.port No. 2203-933J35 -32-

UNC IFIED

!

J

!t·

IJ

I




[ This page is intentionally left blank. ]





,

Distributed ByD TiC

lift device

Documents