JT15D ATA 71

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Pratt & Whitney JT15D Series (CAT C)

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Page 2 of 20 FOR TRAINING PURPOSES ONLY JT15D - ISSUE 1, 2009

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0 TABLE OF CONTENTS

1 Basic turbofan operation 32 Flanges 42.1 Flanges JT15D-1/4 42.2 Flanges - JT15D-5 53 Bearings 63.1 Ball type 63.2 Roller type 63.3 5 Main bearings 63.4 Oil dampening 64 Shafts 74.1 Low pressure rotor shaft (N1) 74.2 High pressure rotor shaft (N2) 75 Stations 85.1 JT15D-1/1A/1B 85.2 JT15D-4/4B/4D 85.3 JT15D-5A 95.4 JT15D-5D 96 Operating limits 106.1 JT15D-1/1A/1B 106.2 JT15D-4/4B/4D 106.3 JT15D-5A 116.4 JT15D-5D 117 Starting temperature limits 127.1 JT15D-1 and 4 series 127.2 JT15D-5 series 138 Engine views 148.1 JT15D-1 and 4 series 148.2 JT15D-5 series 17

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1 BASIC TURBOFAN OPERATION

The JT15D is a lightweight turbofan engine and consists of one low pressureand one high pressure compressor rotor. A two stage low pressure turbinedrives the low pressure axial compressor (fan + booster). A single stage highturbine drives the high pressure centrifugal compressor. The two rotors are notmechanically connected and rotate at different speeds.

The fan draws air into the engine, and then the airflow separates into two paths.The outer path (bypass) flows between the engine core and the outer bypassduct. The bypass flow is then discharged to atmosphere through the bypassducts to generate thrust.

The inner path (core) flow goes through a single stage axial booster rotormounted behind the fan to increase the air pressure before it enters thecentrifugal high pressure compressor (JT15D-4, 5A and 5D series). On theJT15D-1 series, air goes directly to the centrifugal high pressure compressor.

Air from the high pressure compressor is discharges in the gas generator and

then enters the combustion chamber. Fuel mixes with the air and the two sparkigniters cause the mixture to ignite.

The combustion causes the gases to expand and to flow out of the combustionchamber. The high and low turbine stators accelerate the gases through theirconvergent passages. High velocity gases provide rotational energy to the highand low turbines in order to drive respectively, the high and low pressurecompressors.

The hot gases discharge to the atmosphere through the exhaust nozzle. Thrustgenerated at the exhaust nozzle adds-up to the thrust generated through thebypass duct.

When the starter and ignition systems activates, the high pressure compressor

draws air into the engine. When sufficient compressor speed is reached, fuel isintroduced in the combustion chamber. Spark igniters ignite the mixture andthe combustion gases begin to drive the high and low pressure rotors as theypass through the turbines. When the high pressure compressor reaches self-sustaining speed, the starter and ignition systems turn off since a continuousflame exists in the combustion chamber.

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The pilot now can set the engine thrustusing the cockpit power lever. The engineshuts down when fuel flow to thecombustion chamber is cut off.

An integral oil tank located in theintermediate case provides oil to thebearings and gears. All engine drivenaccessories are mounted on the accessorygearbox that is driven by the high pressurerotor.

A Fuel Control Unit (FCU) mounted on thefuel pump regulates fuel flow to the fuelnozzles in response to the thrustrequirements and flight conditions.

2 FLANGES

2.1 Flanges JT15D-1/4

The principle flanges are shown in figure71-3 for the JT15D-1/1A/1B/4/4B/4D. Theprinciple flanges for the JT15D-5A/5D areshown in Figure 4.

A) Low pressure compressor inlet caseto intermediate case

B) Intermediate case to outer bypassduct

C) Gas generator case to low turbinestator support case

D) Low turbine stator support case toexhaust case

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2.2 Flanges JT15D-5

The principle flanges for the JT15D-5A/5Dare shown in Figure 71-4.

A) Low pressure compressor inlet caseto intermediate case

B) Intermediate case to outer bypassduct

C) Gas generator case to low turbinestator support case

D) Low turbine stator support case toexhaust case

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3 BEARINGS

The bearing installation in the JT15-1/4 is illustrated in Figure 71-5.The bearings installation in the JT15D-5 is illustrated in Figure 71-6.

3.1 Ball type

Absorb axial and radial loads.

3.2 Roller type

Absorb radial loads only and allows rotor to expand due to heat.

3.3 5 main bearings

No. 1 (Ball) supports front end of low pressure rotor shaftand is an oil dampened bearing

No. 2 (Ball) supports front end of high pressure rotor shaftand is an oil dampened bearing

No. 31/2 (Roller) inter-shaft bearing, supports the low

pressure compressor and turbine shaft

No. 3 (Roller) supports rear end of high pressure rotor shaft

No. 4 (Roller) supports rear end of low pressure rotor shaftand is an oil dampened bearing

3.4 Oil dampening

A thin oil film that surrounds the bearing outer race absorbs the vibrationsgenerated by the rotors.

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4 SHAFTS

The JT15D-1/4 shaft installation is illustrated in Figure 71-5.The JT15D-5 shaft installation is illustrated in Figure 71-6.

4.1 Low pressure Rotor Shafts (N1)

The fan and booster are mounted on the lowcompressor shaft, the low turbines are mounted onthe low turbines shaft

The two shafts are splined together

CW rotation

4.2 High pressure Rotor Shafts (N2)

The high compressor shaft supports the highpressure compressor impeller at the front end whilethe high turbine shaft supports the rear end

The high turbine is mounted on the high turbine shaft

CW rotation

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5 STATIONS

5.1 JT15D-1/1A/1B

STATIONS TEMP. F TEMP. CPRESS.

PSIA

2 59 15 14.7

2.4/2.6 145 62.8 18.0

2.5 150 65.5 18.0

3 632 333.5 117.0

4 1805 985.5 115.0

5 1335 723.2 35.0

6 1077 580.2 18.5

7 1046 563.5 18.2

5.2 JT15D-4/4B/4D


PSIA

2 59 15 14.7

2.4/2.6 145 62.8 18.0

2.5 186 86.0 24.4

3 677 358.5 150.0

4 1850 1010.2 148.0

5 1395 757.0 43.4

6 1130 580.0 20.3

7 1096 563.3 20.0

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5.3 JT15D-5A


PSIA

2 59 15 14.7

2.4/2.6 155 68.3 24.0

2.5 229 109.5 34.0

3 713 378.3 179.0

4 1813 989.5 175.0

5 1350 732.2 60.0

6 1053 567.2 25.7

7 1021 549.5 25.2

5.4 JT15D-5D


PSIA

2 59 15 14.7

2.4/2.6 156 68.8 24.2

2.5 235 112.8 37.4

3 735 390.5 193.7

4 1818 992.2 189.3

5 1364 739.9 64.4

6 1063 572.7 25.2

7 1033 556.1 25.0

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6 OPERATING LIMITS

6.1 JT15D-1/1A/1B

Thrust setting Maximum ITT N2N1

JT15D-1N1

JT15D-1A/1BOil

PressureOil

Temperature

C RPM % RPM % RPM % PSI C

Take-off(5 minute)

700 31,120 95 15,840 99 16,540 103.4 65 to 95 10to 113

Max continuous 680 31,120 95 15,840 99 16,540 103.4 65 to 95 0 to 113

Max climbcontinuous

680 31,120 95 15,840 99 16,540 103.4 65 to 95 0 to 113

Max cruise 670 31,120 95 15,840 99 16,540 103.4 65 to 95 0 to 113

Idle continuous 580 14,740 45 35(min) -40 to 113

Starting 500 -40

Transient 720 31,120 95 16,160 101 16,850 105.3 0 to 113

NOTE: The JT15D-1A engine is limited to 102.1% N1 by the airframe manufacturer

6.2 JT15D-4/4B/4D

Thrust setting

Maximum ITT N2JT15D-4

N2JT15D-4B/4D

N1JT15D-4/4 D

N1JT15D-4B

OilPressure

OilTemperatureJT15D-4 JT15D-4B JT15D-4D

C C C RPM (%) RPM (%) RPM (%) RPM% (%) PSI C

Take-off(5 minute)

700 710 720 31,450 (96) 31,800 (97) 16,540 (104) 16,860 (106) 70 to 95 10 to 121

Max continuous 680 690 680 31,450 (96) 31,800 (97) 16,540 (104) 16,860 (106) 70 to 95 0 to 121

Max climbcontinuous

680 690 680 31,450 (96) 31,800 (97) 16,540 (104) 16,860 (106) 70 to 95 0 to 121

Max cruise 670 680 670 31,450 (96) 31,800 (97) 16,540 (104) 16,860 (106) 70 to 95 0 to 121Idle continuous 580 580 580 16,000 (49) 16,000 (49) 35 min. -40 to 121

Starting 500 500 500 -40

Transient 720 730 740 31,450 (96) 31,800 (97) 16,860 (106) 17,170 (108) 0 to 1 38

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6.3 JT15D-5A

Thrust setting ITT N2 N1 Oil PressureOil

Temperature

C RPM % RPM % PSI C

Take-off(5 minute)

700 31,450 96 16,540 104 60 to 83 10 to 121

Max continuous 680 31,450 96 16,540 104 60 to 83 10 to 121

Max climbcontinuous

680 31,450 96 16,540 104 60 to 83 10 to 121

Idle continuous 17,035 (min.) 52 (min.) - - 35 (min.) -40 to 121

Starling 550 - - - - - -40 (min.)

Transient 720 31,450 96 16,860 106 95 (90 sec)135 max

(15 min. max)

6.4 JT15D-5D

Thrust setting ITT N2 N1 Oil PressureOil

Temperature

C RPM % RPM % PSI C

Take-off(5 minute)

720 31,777 97 16,860 100 60 to 90 10 to 121

Max continuous 700 31,777 97 16,860 100 60 to 90 10 to 121

Max climbcontinuous

700 31,777 97 16,860 100 60 to 90 10 to 121

Idle continuous 15,070 (min.) 46 (min.) - - 40 (min.) -40 to 121

Starting 550 - - - - - -40 (min.)

Transient 740 31 ,777 97 17,170 102 95 (90 sec)135 max

(15 min. max)

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7 STARTING TEMPERATURE LIMITS

7.1 JT15D-1 and 4 Series

Starting temperature in excess of 500C should be investigated. (Refer to Fig. 71-10)

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7.2 JT15D-5 Series

Starting temperature in excess of 550C should be investigated. (Refer to Fig. 71-11).

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8 ENGINE VIEWS

8.1 JT15D-1 and 4 series

8.1.1 Right Front View

1 Nose cone2 Low Compressor (Fan)3 Main oil pressure boss4 Check valve housing5 Accessory gearbox drain6 Fuel flow meter location7 Oil pressure regulating valve8 Oil cooler9 Oil filter bypass valve10 Oil pressure line11 Oil filler neck and dipstick12 P3 Cabin bleed

13 Oil pressure line to no. 31

/2 and 4 bearing14 P3 lines for FCU and T1 probe anti-icing15 T1 harness

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8.1.2 Left Front View

1 P3 to anti-icing valve2 Second exciter box location (optional)

3 No. 4 bearing scavenge line4 Accessory gearbox5 Oil scavenge line, return to tank6 Oil pump assembly7 N2 tacho generator pad8 Starter generator pad9 N1 tacho generator pad10 Boroscope port (D-4 only)11 Anti-icing valve12 Oil tank drain plug

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8.1.3 Bottom View

1 Data plate (located on bottom of AGB)2 Fuel pump inlet screen

3 FCU (fuel control unit)4 Cabin bleed air (P3)5 Flow divider valve6 Primary fuel line from flow divider7 Secondary fuel line from flow divider8 Motive flow valve9 Step modulator valve10 Fuel filter11 Oil filter12 Oil pressure regulating valve

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8.2 JT15D-5 Series

8.2.1 Right Front View

1 Nose cone2 Low Compressor (Fan)3 Main oil pressure boss4 Check valve housing5 Accessory gearbox drain6 Fuel flow meter location7 Oil pressure regulating valve8 Oil cooler9 Oil filter bypass valve10 Oil pressure lines11 P3 Cabin bleed12 P3 lines for FCU and T1 probe anti-icing13 T1 harness14 Bleed valve controller (BVC)

15 Electrical harness16 Anti-icing line (T2 sensor)17 T2 sensor18 Ambient pressure sensor (Pamb)19 Integral bladed rotor (IBR)20 Oil pressure21 Anti-siphon line

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8.2.2 Left Front View

1 P3 to anti-icing valve2 No. 4 bearing scavenge line

3 Second exciter box location4 Oil scavenge line, return to tank5 N2 speed sensors (2)6 Oil pump assembly7 Starter generator pad8 Oil filler neck and dipstick9 N1 sensors10 Boroscope port11 Anti-icing valve

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8.2.3 Bottom View

1 Data plate (located on bottom of AGB)2 Fuel pump inlet screen

3 FCU (fuel control unit)4 Cabin bleed air (P3)5 Flow divider valve6 Primary fuel line from flow divider7 Secondary fuel line from flow divider8 Motive flow valve9 Bleed valve actuator10 Fuel filter11 Oil filter12 Oil pressure regulating valve13 Oil tank drain plug

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JT15D ATA 71

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