Saving millions

This Pratt & Whitney F100 engine, the powerplant for the F-15 Eagle and F-16 Fighting Falcon, underwent sea level testing in Arnold Engineering Development Center’s Propulsion Development Test Cell SL-2 in 2003. (AEDC photo)

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SEA LEVEL TEST CELLS

Sea-Level Test Cells SL-2 and SL-3, test cells in the Engine Test Facility, provide the capability to economically conduct durability testing on large augmented turbine engines at near sea-level conditions (1,000 foot altitude) by eliminating the cost of running inlet and exhaust plant machinery.

The cells are approximately 24 feet in height and width and 60 feet in length. In addition to running ambient pressure inlet conditions, they also provide the capability of using the ETF plant to run ram conditions (inlet pressures above ambient), allowing testing at up to Mach 1.2 to achieve test objectives. Inlet temperature capability extends from ambient to 120 degree Fahrenheit when running in the atmospheric inlet mode and from 20 to 270 degrees Fahrenheit in ram mode. Both cells can accommodate engines that prodcue up to 70,000 pounds of thrust.

Sea-Level Cells are normally used for Accelerated Mission Testing. The tests evaluate engine durability and performance retention by repeatedly simulating the type of missions the engine will fly in service. The ram capability allows the interspersed testing of atmospheric inlet and ram AMT during a single test program and eliminates the expense of engine removal and installation into another facility. By testing with a single engine installation, the customer receives a more accurate representation of engine use and saves time and money.

Since atmospheric inlet testing in SL-2 or SL-3 does not require the plant machinery, test scheduling becomes very flexible, allowing rapid completion of test objectives. Either cell can accomplish up to 80 hours of atmospheric inlet testing per week sustained capability, with higher surge capability.

Support systems in both cells include state-of-the-art digital steady-state and transient data acquisition systems capable of recording up to 1,500 parameters in SL-2 and 2,200 parameters in SL-3. Calibrated bellmouths and multileg fuel systems allow both test cells to make accurate measurements of engine airflow and fuel flow over the full range of engine operation. Both cells are equipped with axial thrust stands allowing for accurate thrust measurement. Additionally, SL-3 is equipped to perform specialized testing such as corrosion testing.

In recent years, SL-2 has tested the F100 engine for the F-15 Eagle, F-16 Fighting Falcon, and the F119 engine for the F-22A Raptor. SL-3 has also tested the F100 engine, as well as the F135 engine for the F-35.

LANDING GEAR TEST FACILITY

This stockade is one of the few structures still standing on what was once Camp Forrest, a site now occupied by Arnold Air Force Base, headquarters of Arnold Engineering Development Complex. Camp Forrest, located near Tullahoma, Tenn., was one of the Army’s largest training bases during World War II and an active Army post between 1941 and 1946. (U.S. Air Force photo by Keith Thornburgh)

The Landing Gear Test Facility (LGTF) has been a cornerstone of aerospace testing at Wright-Patterson Air Force Base since 1942, dedicated to ensuring the reliability and performance of aircraft landing gear systems.

Throughout its history, the LGTF has supported the warfighter by providing critical data to enhance the safety and effectiveness of landing gear, wheels, tires, and brakes, directly contributing to the mission of the United States Department of Defense. In addition to its military focus, the LGTF offers comprehensive testing services to commercial entities, employing world-unique test machines capable of simulating real-life conditions with unparalleled accuracy.

Guided by the core values of Integrity, Service, and Excellence, the LGTF consistently delivers precise and dependable data to both military and commercial partners.

84-inch DynamometerBrake Characterization
120-inch DynamometerTire/Wheel Dynamic Performance
192-inch DynamometerBrake Benchmarking
168-inch Internal DynamometerTire Wear Evaluation
Large BaldwinHigh Load Tire/Wheel Characterization
Tire Force MachineTire Mechanical Properties
Burst PitHydrostatic Wheel/Tire Pressure Evaluation
Drop TowersLanding Gear Performance
Fatigue Test MachineStructural Evaluation and Lifetime Performance

Overall System Specifications:

Max Speed: 250 mph
Max Acceleration: 21 ft/s²
Inertial Equivalent: 2,445 - 20,063 lbs.
Max Kinetic Energy: 41,750,000 ft-lbs.

South Carriage Specifications:

Max Load: 40,000 lbs.
Max Torque: 375,000 in-lbs.
Max Tire Size: 64 in

North Carriage Specifications:

Max Load: 25,000 lbs.
Max Torque: 72,000 in-lbs.
Max Tire Size: 48 in

Overall System Specifications:

Max Speed: 350 mph
Max Acceleration: 24 ft/s²

South Carriage Specifications:

Max Load: 150,000 lbs.
Max Yaw: ± 20°
Max Camber: ± 20°

North Carriage Specifications:

Max Load: 100,000 lbs.

Overall System Specifications:

Max Speed: 200 mph
Max Acceleration: 2 ft/s²
Inertial Equivalent: 10,147 - 162,987 lbs.
Max Kinetic Energy: 205,000,000 ft-lbs.

South Carriage Specifications:

Max Load: 301,500 lbs.
Max Brake Torque: 5,800,000 in-lbs.

Overall System Specifications:

Max Speed: 250 mph
Max Acceleration: 16 ft/s²
Max Vertical Load: 150,000 lbs.
Max Yaw: ± 20°
Max Camber: ± 10°

Overall System Specifications:

Max Compressive Load: 3,000,000 lbs.
Max Tension Load: 1,000,000 lbs.
Max Stroke: 60 in
Max Height: 28 ft
Max Width: 10 ft
Platen Size: 60.5 x 96 in

Overall System Specifications:

Max Vertical Load: 75,000 lbs.
Max Side Load: 30,000 lbs.
Max Yaw: ± 90°
Max Camber: ± 10°
Max Tire Size: 56 in.
Table Length: 20 ft.
Max Travel Speed: 3 in/s
Roll Distance: 217 in