A GE/Rolls Royce F136 alternate engine used on the F35 Lightning II Joint Strike Fighter is being tested at maximum thrust conditions. The augmentor (afterburner) performance and operability is being tested over a full envelope of altitudes and speeds. Click on image for larger view.For example, AEDC’s propulsion wind tunnel uses four electric motors driving five air compressors to generate the wind velocities required to simulate actual flight conditions. Two motors are rated at 83,000 hp each, and two are 60,000 hp — a total of 286,000 hp. The electric power requirement is such that the Tennessee Valley Authority, the regional power plant, must be alerted when a test is scheduled. Also, daytime testing cannot occur during the summer months due to the additional power required for air conditioning in that area of the state. This may be the most powerful pneumatic system in the world.
Massive hydraulic servovalves are used to configure the wind tunnel systems for specific test requirements. These valves also provide dynamic throttling to simulate varying flight conditions during a pre-defined test sequence. A need to increase the capability of AEDC’s aircraft engine test wind tunnel necessitated a new hydraulic system.
A look at the new system
The new system is be designed for outdoor installation and rated for a life of 25 years. The majority of system components, including all piping, is constructed of stainless steel, and the hydraulic system’s reservoirs must protect the fluid from contamination.
The hydraulic power unit (HPU) consists of four 120-gpm fixed-displacement pumps connected to a common outlet header, each driven by a 150-hp electric motor. Pump suction lines draw fluid from a 1000-gal stainless steel overhead reservoir through a full-port ball valve. The power unit also contains a 20-gpm off-line filtration (kidney loop) circuit. All ball valves have lockable handles and limit switches to indicate fully open and fully closed positions. A 1,000-gal containment drip pan is provided to meet environmental requirements.
The HPU supply and return headers are plumbed to multiple valve actuators, as well as to two accumulator skids that contain a total of 23 Parker Hannifin 10-gal bladder accumulators. The stored accumulator energy combines with pump flow to accommodate momentary peak flow demands. Valves are provided for full-flow flushing of the accumulator skid piping through the return filters during system startup and preventive maintenance periods. This flushing procedure prevents contamination from building up over the years in dead-ended pipe assemblies.
Maintaining fluid integrity
Return fluid from the servovalve actuators is routed through a heat exchanger skid consisting of two air-to-oil heat exchangers, each with a 7½-hp fan motor. Oil then flows through tank top-mounted return filters in the reservoir. The heat exchanger skid contains isolation valves for heat exchanger maintenance, a relief and bypass valve, and two temperature transmitters to monitor oil temperature at the inlet and outlet of the parallel heat exchanger headers. The heat exchangers are sized to maintain fluid at a maximum temperature of 120° F during all operating conditions of the system. In addition, an immersion heater and thermostat installed in the reservoir keep fluid temperature at 70° F during winter months.