Best Avilbl'C

Pratt& Whitney i rra4.

'FLORIDA~~ RSACANDEEOMNCNTRA G

SPK ICA'ION NO. 2710

JTFI7A-21B TURBOFANENGINE SPECIFICATION

Best Available Copy

Pratt &Whitney Aircraft DIVISION OF' UNIEDU

FLORIDA RESEARCH AND DEVELOPMENT CENTER Po(J N2 208 A

(401355)

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U Pratt &Whitney Aircraft

Specification No. 2710

TABLE OF CONTENTS

ii1.0 SCOPE1.1 Scope1.2 SpecifIcation Performance and Installation Drawing2.0 APPLICABLE DOCUMENTS2.1 Government2.2 Non-Government3.0 TYPE AND DESCRIPTION3.1 Installation3o1.I Dimencion and Installation Drawing3.2 Dry Weight of Engine3.2.1 Weight of Residual Fluids3.3 Engine Mounting3.4 Requiremente3.4.1 Materials and Processes3.4.2 Standards3.4.2.1 Parts3.4.2.2 Design Ctandards3.4.3 Part3 List3.4.4 Interchangeability3.4.5 Accessibility3.4.6 Maintainability, Reliability, and Safety3.4.7 Engine Expansion Dimensions

3.4.8 Flight Maueuver Forces3.4.9 Ground Handling3.4.10 Engine Inlet Flange Design Load3.4.11 Containment and Rotor Structural Integrity3.4.12 Flammable Fluid Systems3.4.13 Engine Connections3.4.14 Connection Identification3.4.15 Engine Mounted Airframe Accessories3.4.15.1 Use of Integral Oil Systems for Accessories3.4.15.2 Engine-Supplied Support Brackets for Airframe Accessories3.4,15.3 Co,,er Plates3.4.16 Useful Life3.4.17 Identification of Product4.0 MASS MOMENT OF INERTIA OF ROTATING PARTS5,0 VIBRATION5.1 Airframe Vibration Testing with Installed Engines6.0 ENGINE PERFORMANCEi. Performance Ratings

6.1,1 Guaranteed Standard Day Calibration Stand Performanceat Sea Level

6.1.2 Guaranteed Steady-State Performance Ratings atStandard Altitude Conditions

6.2 Estimated Engine Performance6.3 Flight Condition.0 6.4 Atmospheric Liquid Water

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Prat & wny AlrcraftSpecification No. 2710

TABLE OF CONTENTS (Continued)

6.5 Ambient Temperature Cnditions7.0 ENGINE OPERATING V-rLOE8.0 THRUST TRANSIENTS8.1 Stability8.2 Response9.0 PRESSURE AND TEMPERATURE CHANGE9.1 Inlet Pressure Transients9.1.1 Minimum Exhaust Pressure9.2 Inlet Temperature Rate of Change9.2.1 Normal9.2.2 Emergency10.0 INLET AIR PRESSURE DISTORTION11.0 INLET ANTI-ICING12.0 FOREIGN OBJECT INGESTION13.0 EXHAUST SYSTEM13.1 Secondary Airflow14.0 LUBRICATION SYSTEM14.1 Oil Type14.2 Oil Consumption14.3 Oil Pressure and Temperature Limits14.4 Oil Quantity14.5 Oil Tank14.6 Oil Flow Interruption14.7 Drive Pad Lubrication15. FUEL

15.1 Fuel Temperature Limits15.2 Fuel Pres-,ure Limits15.2.1 Fuel Systeu. Design Pressure15.3 Fuel Recirculation15.4 Fuel Cleanliness15 ..1 Fuel Coutamination L15.4.2 Fuel Filters15.5 Fuel Leakage15.6 Combustible Fluid Drains15.7 Fuel Flowmater15.8 Fuel Flow Limits16.0 ENGINE CONTROL SYSTEM16.1 Control Levers [16.1.1 Thrust and Power Lever Position Relationship16.1.2 Cortrol Lever Torque16.2 Mechaical Connections L16.3 Control System Adjustment16.3.1 Idle Speed16.3.2 Duct Heater Fuel Flow16.3.3 Airflow16.3.4 Gas Generator Pressure Ratio16.4 Environmental Temperatures H

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Pratt &Whitney AircraftSpecification No. 2710

TABLE OF CONTENTS (continued)

17.0 IGNITION SYSTEM17.1 Ignition System Performance17.2 Ignition System Power Source18.0 ELECTRICAL SYSTEM18.1 Electrical Power18.111 External Electrical Power18.2 Electrical and Electronic Interference18.3 Ignition Explosion-Proof ,18.4 Connectors and Cable19.0 LIMITING ZONE TEMPERATURES20.0 STARTING20.1 In-Flight Starting20.2 Ground Starting20.2.1 Unsatisfactory Start21.0 SHUTDOWN22.0 WINDMILL OPERATION22.1 Windmilling Performance23.0 REVERSE THRUST24.0 ENGINE NOISE LEVELS24.1I Sound Calculations

25.0 IN STRUMdENTAT ION

25.1 Provisions25.2 Special Instrumentation Installation26.0 TURBINE COOLING SYSTEM26.1 Turbine Temperature Measurement System27.0 CUSTCHER REQUIRLEMS27.1 Drive Power Extractions27.1.1 Dynamic Loading27.1.2 Power Takeoff Shzft Speed27.1.3 Shear Section27.1.4 HounLing Pad an6 Power Takeoff (PTO) Shaft Loads27.1.5 Hydraulic Pump Drive Pads27,2 Compressor Bleed Air27.2.1 Quality27.2.1.1 Seals and Oil Lines27.2.2 Quantity28.0 ENCINE TYPE CERTIFICATION TEST29.0 ACCEPTANCE TEST29.1 Accuracy29.2 Fuel and Oil30.0 QUALITY ASiURANCE PROVISIONS30.1 Quality Ev:dence Tests30.1.1 Magnetic Inspection30.1.2 Fluorescent Penetrant Inspection30.1.3 Excepted Parts30.1.4 Radiographic or Ultrasonic Inspection30.1.4.1 Radiographic Inspection30.1.5 Certification of Operators31.0 PREPARATION FOR DELIVERY31.1 Preparation for Storage and Shipment

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Pratt &Whitney AlrcraftSpecification No. 2710

LIST OF ILLUSTRATIONS

Figure No. Title

Maneuver Load Diagram2 Aerodynamic Loads On Engine Pod I[

Curve,Sheet No. Title

1 Estimatcd Performance - PWA Deck2 Estimated Engine Operating Envelope3 Estimated Engine Operating Envelope [14 Estimated Windmilling Restart Envelope5 Estimated Inlet Total Pressure Recovery6 Estimated Corrected Airflow Schedule7 Estimated Windmilling Performance Without LI

Aerodynamic Braking8 Estimated Windmilling Performance With

Aerodynamic Braking9 Estimated Corrected Total Engine Airflow

10 Estimated Cor-:ected Low Rotor Speed11 Estimated Corrected High Rotor Speed L12 Estimated Windmiliing Performance Without

Aerodynamic Braking13 Estimated Corrected Grose Thrust While

Windmilling Without Aerodynamic Braking "14 Estimated Corrected Gross Thrust While

Windmilling With Aerodynamic Braking15 Estimated Variation of Windmilling Performance

With High Presure Compressor Air Bleed16 Estimated Variation of Windmilling Performance17 With High Pressure Compressor Air Bleed17 Estimated Power Available From High Pressure Rotor

With Engine Windmilling and No Aerodynamic Braking18 Estimated Power Required to Over-ome Engine Accessory

Loade and High Rotor Friction While Windmilling19 Estime.ted Variation of Windmilling Performance

Witn Power Extractions20Estimated Variation of Windmilling Performance LlWith Power Extractions

21 Estimated Starting Requirements22 Estimated Engine Acceleration Time23 Allowable Time at Maximum Fuel Temperature Limit24 Fuel Inlet Temperature Limits25 Estimated Allowable Fuel Preshure Fluctuation26 Estimated Power Lever Operation27 Narrow Band (CW) Conducted Interference Limits28 Broad Band and Pulsed CW Conducted Interference Limits29 Narrow Band (CW) Radiated Interference Limits30 Ezoad Bcnd and r" ed CW Radiated Interference Limits

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Pratt & Whitney PircraftSpecification No. 2710

LIST OF ILLUSTRATIONS (Continued)

Curve,

Sheet No. Title

31 Maximum Allowable Estimated Case TemperaturesVs Engine Length

32 Estimated Maximum Net Reverse33 Estimated Maximum Net Reverse Thrust34 Estimated Maximum Net Reverse Thrust35 Estimated Maximum Augmented Thrust - Sea Level to

'"5,000 feet36 Estimated Maximum Augmented Thrust - 55,000 to 80,000 feet37 Estimated Maximu Augmented TSFC - Sea Level to

80,000 feet38 Estimated Partially 'igmented Performance - 65,000 feet,

Mach No. - 2.7

39 Flight Ambient Tempe-'ture Envelope40 Ground Ambient Temperature Envelope

Drawings

Engine Installation DrawingAllowable Load DrawingElectrical Installation Connection Diagram

APPENDIX A

Flight Test Status Engines

Figure No. Title

A-1 FTS Sea Lc-el Endurance Cycle

A-2 FTS Heated Inlet CycleA-3 FTS Heated inlet Cycle

Drawingg

Engine Installation DrawingAllowable Load Drawing

Electrical Ins~allation Connection Diagram

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Pratt & Whitney Aircraft

PRATT & WHITNEY AIRCRAFT

Division of United Aircraft Corporation

East Hartford, ConnectiLut, U.S.A. 06108

Commercial Specification No. 2710T.C. No.

MODEL SPECIFICATION

ENGINE, AIRCRAFT, TURBOFANPRATT & WHITNEY AIRCRAFT

JTFI7A-21B

1.0 SCOPE

1.1 Sc__pe This specitication establishes design and performancerequirements for the Pratt &Whitney Aircraft ( WV) JTF17A-21B turbofanengine to be certificated in 2hare~lr of the Supersonic Transport Program.Significant differences in the design and performance of the Phase IN 3Flight Test Status fIR- engines for hirplane flight testing are noted.In Appendix A.X

1.2 Specification Performance and Installation Drawing - TheSpecification Pcrtormance is presented in table I and table iI and estimatedperformance throughout the complete engine operating envelope is presentedin curve No. S-84, sheet 1. The Installation Drawing forms a part ofthis specification and is included herein.

2.0 APPLICABLE DOCUMNTS - The following publications were usedas a guide in the preparation of this document and form a part of thisdocument to the extent specified herein.

2.1 Government

2.1.1 FAR Part 1 - Federal Aviation Regulations "Definitions andAbbreviations," effective date 15 May 1962.

2.1.2 FAR Part 21 - Federal Aviation Regulations "CertificationProcedures for Products and Parts," effective date 21 September 1965.

2.1.3 FAR Part 25 - Federal Aviation Regulations "AirworthinessStandards: Transport Category Airplanes," effective date 29 July 1965.

2.1.4 FAR Part 33 - Federal Aviation Regulations "AirworthinessStandards: Aircraft Engines," effective date 1 February 1965.

2.1.5 FAR AC NO: 33-1 - Federal Aviation Agency Advisory Circular"Turbine-Engine Foreign Object Ingestion and Rotor Blade ContainmentType Certification Procedures," effective date 24 June 1965.

2.1 6 FAR Part 45 - Federal Aviation Regulations "Identificationand Registration Marking," effective date 20 April 1964.

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Prv& W tWney AircraftSpecification No. 2710

2.1.7 MiL-STD-210A - "Cliatic Extremes for Military Equipment," HIdated 2 August 1957.

2.1.8 MIL-STD-704 - "Electric Power, Aircraft, Characteristics and ii

Utilization of," dated 6 October 1959.

2.1.q iL-E-5007C - "Engines, Aircraft, Turbojit, ind Turbofan,General Specificstions fr, dated 31 December 1965.

2.1.10 MIL-S-7742A - "Screw Threads, Standard Aeronautical,"dated 2 December 1959.

2.1.11 M7LS-.8079A - "Screw Threads, Standard Aeronautical,"

datcd 8 December 1965.

2.2 Non-Government [I2.2.1 PWA 522 (A,'-M D-%1)55-65T, Jet A, A-i) - Pratt & Whitney Aircraft

Specification," Fuel, Commercial Aircraft Turbine Engine," dated 5 Novell.oer1965.L

2.2.2 PWA 521-B Type 1 - Pratt & Whitney Aircraft Specification,

"Lubricant, Aircraft Turbine nagine," dated 25 June 1963. H2.2.3 SAE ARP 681A - Society of Automctive Engineers, Aeronautical

Recommended Practice, "Engine Performance Presentation for Use on HighSpeed Digital Computers," dated 1 February 1960.

2.2.4 SAE ARP 865 - Society of Automotive Engineers, AerospaceReccwmended Practice, "Definitions and Procedures Zor Computing thePerceived Noise Level of Aircraft Noise," dated 15 October 1964,

2.2.5 SAE ARr 866 - Society of Automotiv Engineers, AerospaceRecommended Practice, "Standard Values of Atmospheric Absorption as a2inction of Temperature and Kumidity for Use in Evaluating AircraftFlyover Noise," dated 31 August 1964.

2.2.6 SAE AIR 876 - Society of Automotive Engineers, AerospaceInformation Report, "Jet Nise Prediction," dated 10 July 1965.

2.2.1 PWA FTDM 208 - Pratt I Whitney Aircraft Technical DesignMemorandum, "Design Maintainability Checklist."

2.2.8 PWA FTDM 207 - Pratt & Whitney Aircraft Technical DesignMemi-.,indum, "Design Reliability Checklist."I 2.2.q PWA FTDM 210 - Pratt & Whitney Aircraft Technical Design

Memorandum, "Design Safety Checklist." L

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Pratt &WhWLney AircraftSpecification No. 2710

3.0 TYPE AND DESCRIPTION - The JTFI7A-21B is a twin-spool, axial-flow,duct heating turbofan engine with a forward multistage fan (also servingas the low pressure compressor) driven by a multistage reaction turbine,and a multistage high pressure compressor driven by a single-stage reac-tion turbine. This engine is capable of continuous supersonic operationat conditions defined herein. The primary engine exhaust discharges througha fixed convergent-divergent nozzle. The engine incorporates a full lengthconcentric fan discharge duct with a duct heater for augmentation. The

duct heater d'scharges through a modulating, variable-area, convergentexhaust nozzle operated by the engine control and hydraulic systems. Thecombined primary and duLt heater exhaust discharges into a variable-areadivergent ejector nozzle which also functions as a thrust reverser and anoise suppressor. Detailed descriptions of engine components shall bepresented in the Installation Handbook.

3,1 Installation

3.1.1 Dimension and Installation Drawing -The following drawingforms a part of this specification:

Engine Installation Drawing No. 2129601

3.2 Dry Weight of Engine - The dry weight of the basic engine shallnot exceed 9910 pounds. The total dry weight of the engine includingspecial installation items shall not exceed 10,640 pounds. The totaldry weight does not include the weight allowance required for cover platesand those brackets supplied with the engine that ace to be utilized forthe support of airframe equipment. Engine components included in theengine total dry weight are as follows:

Fuel System Including Gas Generator Contrrcl, Duct HeaterControl and Fuel Puwps

Lubrication System Including Oil Tank and Fuel/Oil CoolersEngine Ignition System Witho.t Power SourceVariable-Area Duct Heater Exhaust Nozzle Including Control

SystemFuel Inlet ManifoldWindmilling Brake System (Aerodynamic)Reverser-Suppressor Including Control SystemPower Takeoff Provisions Including Inlet Hydraulic PumpDrives Gcarbox

Gas Generator Exhaust Gas Temperature and Pressure ProbesProvisions for Power Setting InstrumentationSecondary Air Ducting Including Control System and BulkheadSupersonic Inlet SupportCenterline Bend of 6 1/2 degrees Including Conical Reverser-

SuppressorTurbopump Discharge Air DuctCabin Bleed Mani oldAnti-Icing Bleed Manifold and PortPower Lever AdaptationYan Hub Spin,;ar

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Pratt& Whitney AircraftIEpecification No. 2710

Drain Tank,, Lines, and Ejector SystemIOverboard Breather Vent SystemGround Handling Attachments

3.2.1 Weight of-Residual Fluid. - The estimated weight of residualf-..xids remaining in the engine after operation and drainage is 40 pounds.

3.3 Engine Mounting - Engine mounting provisions ar'd load limitsshall be as specified on the Installation Drawing.

3.4 ReguiremntsB

3.4.1 Materials and Processes - Maeterials and processes used in

the manufacture of the engine shall be of a qu~ality consistent withaircraft standards.

3.4.2 Standa.zds

3.4.2.1 Parts - AN, MS, or AS standard parts shall be used unlessthey ure determined by P&WA to be unsuitable for the purpose, and shall

be identified by their standard part rumbers.

3.4.2.2 Design Standards - NS, AND, and industry design standardsshall be uved unless they are determined by P&WA to be unsuitable forthe purpose.

3.4.3 11I List - The parts list for the engine which satis-factorily completes the certification test as modified by approvedchanges shall constitute the parts list for engines of the same modelto be delivered.[

3.4.4 Interchangeability - All parts having the same manufacturer'spart number shall be functionally and dimensionally interchangeable witheach other with respect to installation and performance, except thatmatched part. or selective fits will be permitted where required.

3.4.5 Accessibility - Thoae parts of the engine requiring line

maintenance chocking, adjustment, draining, or replsceuent shall be UJcomponents or accessories as shown on the Installation Drawing.

3.4.6 MaintainabilitY., Reliability. and Safety

3. 4. 6 .1 Maintainability - The engine shall be designed for ease

.f servicing and maintenance in accordance with 2.2.7. L!

3.4.6.2 Reliability -Engine reliability considerations shall beU

as guided by 2.2.8.

3.4.6.3 Saet - Engine safety considerations shall be in

accordance with 2.2.9.

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U Pratt &Whitny AircraftSpecification No. 2710U

3.4.7 Engin. Expansion Dimensions - Engine dimensional changes

resulting from temperature increases between room and operating tem-peratures are as shown on the Installation Drawing.

3.4.8 Fliuht Maneuver Forces - The engine sup orts shall withstandwithout permanent deformation the conditions speciftied on the maneuverload diagram as shown on figure 1. The engine shall operate satis-factorily when exposed to the vertical, side, and thrust loads as shownon figure 1 and pitch velocity of 1.0 radian per second and yaw velocityof 0.5 radian per second, respectively.

3.4.9 Ground Handling - The engine shall have pro-.sions for groundhandling attachments. The attachment provisions shall 6e designed asfollows:

a. Vertical loading - 4 "g"b. Side loading - 2 "g"c. Fore to aft loadirg - 1.5 "g"

3.4.10 Engine Inlet Flange Design Load - The engine inlet flangedesign load shall be as specified on the Installation Drawing.

3.4.11 Containment and Rotor Structural Integrity - The engineshall be designed for rotor blade containment to meet the requirementof Paragraph 33.19 of Reference 2.1.4 and compliance shall be specifiedin the engine type certificate.

3.4.12 Flamable Fluid Sytems - All external lines and fittings

which convey flamnable fluids shall be fireproof as defined in 2.1.1.Each separable joint or connection shall be designed or shielded sothat the likelihood of leakage causing a fire hazard is remote.

3.4.13 Engine Connections - All electric, fluid and pneumaticconnections to which the airframe manufacturer will attach are definedon the engine Installation Drawing.

3.4.14 Connection Identification - Insofrr as is practical, theengine shall be permanently marked to indicate all airframe connectionsshown on the Installation Drawing for 4nstrumentation, electrical,fluid and pneumatic connections. Similar fluid connections locatedin close proximity to each other shall be made physically noninter-changeable.

3.4.15 Engine Mounted Airframe Accessories

1mi 3.4.15.1 Use of Integral Oil Systems for Accessories - The inte-gration of accessory oil systems with that of the engine shall not beacceptable.

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Pratt &Whtney Aircraft ISpecification No. 2710

3.4,15.2 Engine-Supplied Support Brackets for Airframe Accessories -

Engine-supplied support brackets for airframe accessories shall be asshown on the Installation Drawing. Support of airframe equipment shallbe coordinated with and agreed upon by P&WA.

3.4.15.3 Cover Plates - Cover plates for covering all accessory

drive openings where the accessory is not mounted for engine shipmentshall be supplied with each engine. Suitable provisions for coveringor plugging all other connection openings shall be made. Cover plates

suitable for flight operation shall be provided on drive pads and 'connecting points which are not used.

3.4.16 Useful Life - The engine shall be designed for a usefullife, including repair, conslqtent with an airplane normal servicelife expectancy of at least 50,000 hours. The design objective forthe basic engine shall be a useful life, with repair, in excess of5000 hours. P&WA shall undertake the design and development of improved Icomponents or parts and/or repair procedures for the components orparts, as shown to be required by airline service.

3.4.17 Identification of Product - The identification data appliedto the engine data plate shall be in accordance with 2.1.6 as follows:

Manufacturer's Name or TrademarkModel Designation*Serial No.*Installation Arrangement*Takeoff Rating*Fuel*Type Certificate Number* UProduction Certificate Number*

*Applicable data to be entered by P&WA.

Equipment, assemblies and arts shall be marked for identification inaccordance with P&wA stanoard procedures. [

4.0 MASS MOMENT OF INERTIA OF ROTATING PARTS - The estimatedeffective mass moments of inertia of the engine rotors about theiraxes are 30.0 slug-feet squared for the low rotor and 21.5 slug-feetsquared for the high rotor. The maximum effective mass moment of inertiaof the engine at the power takeoff accessory drive Is as shown on curveNo. S-84, sheet 21.

LI5.0 VIBRATION - The engine shall be designed and constructed to

function throughout its operating range without inducing excessivestress in any of the engine parts because of vibration. The engineunbalance shall not cause an engine case displacement greater than+ 3 ails. This vibration requirement is applicable to engines operatingwith specified flight weight components installed. Installed vibrationcharacteristics of the engine-nacelle combination must be establishedby the airframe manufacturer and be coordinated with P&WA.

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Pratt &Whltney AircraftSpecification No. 2710

5.1 Airframe Vibration Testing with Installed Engines - If the air-frame manufacturer deems it necessary to shake the airframe with theengine installed during airframe stress and fatigue tests, or during teststo establish vibration characteristics, it will be necessary to rotateboth engine rotors to prevent brinelling of the bearings. Rotor speedsmay be achieved by turning the high rotor with a hydraulic starter orthe low rotor with an air stream directed on either the turbine or fanblades. The decermination of safe rotor speeds must be coordinatedwith and agreed upon by P&WA.

6.0 ENGINE PERFOMANCE - The specified ratings are attainaD.' ona P&WA test stand using a P&WA bellmouth inlet at 1962 U.S. StandardAtmosphere (Geometric) conditions at the engine inlet, with the fuelspecified in 2.2.1, without compressor air bleed or load on accessorydrives other than that required for continuous engine operation and withcorrection to engine performance for any bellmouth total pressure loss.

6.1 Performance Ratings - The specified engine thrusts and thrustspecific fuel consumptions (TSFC) include the effects of the reverser-suppressor. Performance is based on a cylindrical outside reverser-suppressor with external flows parallel to the reverser-suppressorcenterline at free stream flow conditions, accounting for boundarylayer growth at the blow-in door entry station a.1 external pressuredrag on the reverser-suppressor tailfeathers. This performance isbased on a temperature corrected secondary airflow (Wac defined below)of 2% except for reverse thrust which is based on zero secondary flow.A minimum of 2% corrected flow is required at all operating condif tonswhen the tertiary and the reverse doors are closed.

It2 + ATWs ge Tt9 + Wgd Ttd

WsC% = Ixl0Wge + Wgd' Wge + Wgd

Li where:

Ws M secondary airflow, lb/sec

Wge - total ges generator gas flow at nozzle throat, ib/sec

Wgd - total duct gas flow at nozzle throat, lb/sec

Tt2 compressor inlet total temperature, *R

ATS - secondary stream temperature rise, *R

1 t9 total temperature at gas generator nozzle throat, *R

Td - total temperature at duct nozzle throat, *R

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Pra &Whftney AircraftSpecification No. 2710

The specified reverse thrust is attainable at sea level static test standconditions when reingestion of exhaust gases is not experienced, andwithout special restrictive provisions for reverse targeting. The speci-fied value is based upon a reverse effective flow area over 192 degrees ofcircumference and a mean gas discharge angle of 20 degrees or less with theexhaust nozzle centerline.

6.1.1 Guaranteed Standard Day Calibration Stand Performance at [Sea Level - The guaranteed standard day callbration stand performance atsea level is as shown in table I. Eng-'Ae calibrations will be demonstratedby calibrations with the reverser-suppressor and P&WA bellmouth.

Table I. Guaranteed Standard Day Calibration Stand Performance at Sea Level

Rating Net Thrust TSFC Estimate of Estimated Estimated Engine(Min), lb (Max), Measured Airflow, Rotor Speed, rpm

(4) lb/hr/lb Exhaust Gas lb/sec N1 (5) N2(6) Temp.(Max),OF(eC)

(5)

Takeoff (1)Augmented i,000 1.77 1515 (823.9) 687 6500 8200Nonsugmented 38,300 0.74 1515 (823.9) 687 6500 8200

txlu(2)--MaximmAugmented 61,000 1.77 1515 (823.9) 687 6500 8200

(3)Maximum Reverse 15,300 .... .. ...... -

(1) Takeoff Rating - This rating is intended for takeoff use only andis time limited to 5 minutes. The specified takeoff rating Is the -maximum takeoff thrust available at standard day temperatures andbelow.

(2) Maxi, P-tng - Thi. rating is primarily ii.tended for climb andacceleration with augmentation from zero to full duct heat. Thisrating is time limited to 30 minutes. This rating is also available |ifor emergency use at the discretion of the pilot and is authorizedas a maximm. continuous rating under emergency conditions.

(3) The specified maximum reverse thrust is as measured along theexhaust nozzle centerline and is time limited to 30 seconds.

(4) Forward thrust is measured along the exhaust nozzle centerline. U(5) Subject to change prior to engine certification.

(6) Based on a fuel having a lower heating value of 18,400 Btu/ib.

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Pratt &Whitney AircraftSpecification No. 2710

6.1.2 Guaranteed Steady-State Performance Ratings at StanoardAltitude Conditions - The guaranteed steady--state performance ratings atstandard altitude conditions are as shown in table II. Demonstrationwill be made using an engine assembled substantially in accordance withthe production parts list on a P&WA approved test stand using thespecified fu,_ and standard calibration equipment and methods. The sub-stantiation of any guaranteed point where the test conditions exceed thecapability of the laboratory will be by calculations from test dataobtained at test conditions that lie within the capacity of the laboratory.

Engine performance will be demonstrated by calibrations without thereverser-suppressor. Simulated flight Mach number and altitude conditionswill be accomplished by 5etting measured test engine inlet total pressureand total temperature corresponding to that calculated for the 1962 U.S.Standard Atmospher- (Geometric) and the specified inlet ram recovery.Engine airflow will be measured using a standard ASME orifice to permitthe calculation of ram drag and gross thrust. Measurements of enginedischarge pressures, temperatures, and areas, combined with ambient backpressure for the simulated altitude, permit calculation of gross thrustassuming an ideal expansion process to ambient pressure. Reverser-suppressor gross thrust coefficients (Cfp) determined from Isolated

scale model tests in a free flow field with a uniform and parallel flowforward of the tertiary doors, will be applied to the ideal expansionLi gross thrust to obtain the actual gross thrust.

Net thrust is determined by subtracting the calculated ram drag (ofthe engine plus secondary airflows) from the calculated gross thrust.The specified TSFC is obtained by dividing the measured engine fucl flow

by the net thrust.

For the purpose of practical demonstration, the altitude performancewill be met if substantiated within the precision of the altitude lqbora-] tory equipment.

6.2 Estimated Engine Performance - Estimated engine performance anddata are shown on curve No. S-84, sheets 1 through 40. Information supplied

on these curves is based upon no air bleed and no nower extraction overand above that required for continuous operation of the engine and accessorydrives, except as specified.

A card deck program, reference curve No. S-84, sheet 1, shall be pri-vided which is capable of running on a high-speed computer mutually agreedupon by P&WA and the airframe manufacturer. This program will defineestimated engine performance, representing maximum fuel flow, minimumthrust and average values for all other items, and will be consistent withthe engine performance specified in table I and table II. Idle thrust mayIbe average. The program shall be capable of generating data at any powersetting from idle to takeoff at any altitude, Mach number, or ambienttemperature within the engine operating envelope. The program shall becapable of making corrections for horsepower extract'ion, inlot pressure

recovery, and air bleed.

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Pratt &Whitny AircraftLSpecification No. 2710

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Pratt& Whitney AircraftSpecification No. 2710

Unless otherwise specified, all engine performance estimates are basedupon the following:

a. A' tient conditions in accordance with 1962 U.S. StandardAtmotphere (Geometric).

b. Ini iotal Pressure Recovery at the engine inlet as definedon curve No. S-84, sheet 5.

c. Radial and circumferential overall pressure distortion atthe inlet as defined in section 10.0(a).

d. Fuel with a !o.er heating value of 18,400 Btu/lb.e. No power extraction or compressor air bleed over and above

that necessary for operation of engine and accessory drives.f. Minimum effective flow area for reverser-suppressor tertiary

air induction of 12.0 square feet over a minimum circumfer-ence of 236 degrees.

g. Thrusts are along the exhaust nozzle centerline. Performanceis based upon a cylindrical outside reverser-suppressor withexternal flow parallel to the reverser-suppressor centerlineat free stream flow conditions accounting for boundary layergrowth at the blow-in door entry station.

6.3 Flight Conditions - The engine shall function satisfactorilyunder the following flight conditions:

a. Level position (horizortal) with the engine inclined (roll)20 degrees to either side.

b. Level position (horizontal) with the engine inclined (roll)45 degrees to either side for 30 seconds.

c. Zero to 15 degrees below horizontal (nose down) with up to20 degrees inclination on either side.

d. Zero to 30 degrees above horizontal (nose up) with up to20 degrees inclination on either side.

C. Flight operation under negative 1 "g" flight conditions for'0 seconds.

f, Flight operation under zero "g" flight conditions for9 seconds.

6. ! Atmos-heric Liquid Water - The engine jhalt operate satisfactorilyth-roughout the flight operating envelope under conditions of idle tomaximum thrust at levels up to 5% of the total airflow weight in the formof water (liquid and vapor) evenly distributed as it enters the engineiniec.

6.5 Ambient Temperature Conditions - The complete engine shall performsatisfactorily under ambient temperature conditions defined by curveNo. S-84, sheets 39 and 40.

7.0 ENGINE OPERATING ENVELOPE - When P&WA recommended proceduresare complied with, the engine shall operate satisfactorily within the inlettotal temperature, total pressure and time limits as shown on curve

I No. S-84, sheet 2. The corresponding pressure altitude and Mach numberenvelope for standard day conditions is shown on curve No. S-84, sheet 3.

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Pratt &Whitney AircraftSpecification No. 2710

8.0 THRUST TRANSIENTS I8.1 Stability - Under steady-state operating conditions without

augmentation, thrust oscillation shall not exceed + 5% of the thrustavailable at that particular power lever position and flight condition,

but in no event shall the thrust oscillation exceed + 1% of the maximumnonaugmented thrust available. During steady-state operation with anyamount of augmentation up to maximum, the engine thrust oscillation shall

not exceed + 1% of the maximum augmentee thrust available at that condition,

8.2 Relpnse - Lr power lever movement of 1 second or less, the timerequired to safely accomplish the following transients on a standard daywith no bleed or power extraction shall not exceed the tabulated values,from sea level to 6000 feet altitude:

Transient Time, sec

Idle to 75% maximum nonaugmented rating: 6.0 [Idle to 95% maxluium nonaugmented rating: 3.0Idle to 95% maximum augmented rating: 8.j30% maximum nonaugwonted rating to 95% augmented rating: 5.0Maximum augmented rating to 95% full reverse: 6.0

The relationship of engine high rotor speed versus time is shown oa curve iNo. S-84, sheet 22.

9.0 P.RESSURE AND TEMPERATURE CHANGE

9.1 Inlet Pressure Transients - The engine is estimateC to be capableof experiencing an occasional reduction in stabilized P f 60%t2 A 'in 1/20 of a second for a maximum of 3 seconds without any ect daagep:ovided that the distortion limits specified herein are not exceeded.Rapid changes of pressure are not recommended and would be ex-pected tocause adverse engine operation including stall and/or flameout.

The engine is estimated to be capable of experiencing an occasionalvariation of stabilized Pt2 Avg of +15% and -60% at a frequency range of Fup to 5 cycles per second for a maximum of I minute without any di-cectdamage provided that the distortion limits specified herein arenot exceeded. Rapid changes in pressure are not recon=ended and wouldbe expected to cause adverse engine operation including stall anc/orflameout.

9.1.1. Minimum Exhqust Pressure - The engine inlet air total pressure, [

divided by the external pressure at the exhaust nozzle shall not be lessthan 1.0 at high rotor speeds less than 6500 rpm in flight.

9.2 Inlet Teprature Rate of Change

9.2.1 Normal - The m=ximum -,ntinuous rate of inlet temperature changewhich the e,gine can withstand without performance degradation is l.5°F

(0.8°C) per second. The engine can withstand a rate of inlet temper9t-,::echange not exceeding 5*F (2.80C) per second for a total of 40'F (22.2°0)

to account for atmospheric temperature gradients. 312

Pratt & Whitney AircraftSpecification No. 2710

9.2.2 Emergency - Under emergency conditions, the maximum

continuous rate of inlet temperature change shall not exceed 3.00 F (1.7C)per second. It is anticipated that performance degradation will resultfrom engine operation which exceeds the limits in 9.2.1 but does notexceed the emergency limit.

10.0 INLET AIR PRESSURE DISTORTION - The estimated capability ofIthe engine to withstand inlet air pressure distortion is described belowwhere terms are defined as follows:

Pt2 Avg - Average area weighted engine inlet total pressure

P - Maximum engine inlet total pressure measuredt2 Max using instrumentation as recommended by P&WA

Pt2 Min - Minimum engine inlet total pressure measuredusing instrumentation as recommended by P&WA

t2 Max -Pt 2 MinPercent Overall Distortion - x 100SPt2 Avg

The Percent Overall Distortion shall be evaluated as a time dependentquantity and is defined as the maximum instantaneous value of the quantity.

Allowable circumferential and radial distortion limits are dependenton the distribution and extent of the distortion. Accordingly, compatibilitybetween engine and inlet shall be determined and agreed upon between P&WAand the airframe manufacturer based on detailed analysis of flight testdata and the estimates below must be considered as preliminary and subjectto change. Until engine development confirms that adverse effects ofdistortion within these limits on engine performance and component durabilityare tolerable, flight operation at these distortion levels cannot berecommended.

a. For continuous operation, the estimated allowable overallinlet air pressure distortion limits as defined in 10.0 shallbe approximately 13% except within 1/2 inch at the insidediameter and outside diameter of the flow annulus. Theeffect of distortion on engine performance within this limitmay be considered negligible.

b. It is estimated that overall distortion of 25% excludingthe area within 1/2 inch of the duct walls will not soadversely affect engine operation as to precipitate enginestall or flameout.

c. If all P&WA operating recommendations are followed, no directengine damage would be expected as a result of inlet dis-tortion in excess of above limits, if this distortion doesnot exceed a 10-second duration.

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Pratt & Whftney AIrcra ISptcification No. 2710

11.0 INLET ANTI-ICING - The engine shall be capable of operationthroughout the flight power range without accumulation of ice on theengine air induction system euch as to adversely affect engine operationor cause a serious loss of thrust in continuous maximum and intermittentmaximum icing conditions as defined ih Appendix C of 2.1.3.

12.0 FOREIGN OBJECT INGESTION - The engine shall comply with therequirements of 2.1.5 with respect to foreign object ingestion. Demon- 'Istract.n of sheet icv 4-gestion shall be limited to single sheets ofice ".42-inch thick and 144 square inches in area, and a single sheet ofice I inch by 2-1/2 inches by 30 in'ches having a specific gravity of 0.85.

13.0 EXHAUST SYSTEM F

13.1 Secondary Airflow - Secoadary airflow is required for reverser-suppressor cooling when tho tertiary air doors are closed to control theexpansion of the fan exhaust stream. The secondary air is supplied toand routed around the engine in accordance with the requirements of 6.1.

14,0 LUBRICATION SYSTEM - The lubrication system is a self-containedengine system which does not reruire an airframe supplied input.

14.1 Oil Type - The oil type is as specified in 2.2.2.

14.2 Oil Consumption - The oil consumption shall not exceed 0.25gallons per hour as measured over a 10-hour period.

14.3 Oil Pressure aiid Temperature Limits - The operating oilpressure at maximum rated thrust shall be 45 + 5 psi (relative tointerna' engine scavenge compartment) at 250F (121.10C) oil temper-ture.The oil preasure ane temperature indicator ranges required for the cock-pit indicators are 0 to 120 psi and 0 to 235*C, respectively. Themaximum transient ol temperature during normal operation shall be360-F (182.2-C) at the location indicated for oil temperature onthe Installation Drawing. During windmilling operation up to 25% of Imaximum rated engine rotor speed, the maximum transient oil temperatureahall not exceed 4000F (204.4*C) for 3 minutes and the oil pressuremust be positive. Low temperature starting and operation is limitedto nn oil temperature corresponding to an oil viscosity of 10,000cenzistokes.

14.4 Oil uantity - The oil reservoir shall contain usable oilsuffi 2nt for 10 hours of engine operation.

14.5 Oil Tank - The oil tank shall contain the following feature~s:

a. Fill System [(1) Pressure (remote fill)(2) Gravity-fill port with scupper drain (at tark)

b. Q,- ..ity Measurements(1) Moupting boss for remote oil qsuitity vransmftter(2) Dip stick and cap

c. Scavenge Oil Deaerator (with tank)d. Drain Valve 4e. Strainers on Slhpply 4orts (pressure and gravity) Ff. Magnetic Chip Detector.

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Prart & Whitney AircraftSpecification No. 2710

14.6 Oil Flow Interruption- The engine shall operate -ontinuouslywith no detrimental effects during and after a period of 10 seconds ofnegative "g" operation and/or 30 seconds of low oill pre-asure indicationcaused by maneuvers.

14.7 Drive Pad Lubrication - The power takeoff, hydraulic pump,and tachometer pads shall be pressure lubricated by the engine lubrica-tion system.

15.0 FUEL - The engine shall function satisfactorily throughoutthe operating envelope when supplied with aviation kerosene meeting therequirements of the fuel specified in 2.2.1 at the engine fuel inlet.

15.1 Fuel Temperature Limits - The temperature of fuel providedat tte engine inlet connection must be between the limits shown belowfor the condition specified. The allowable time at the maximum fueltemperature limits is shown on curve No. S-84, sheet 23.

Condition PWA 522 (jet A, A-1) Limits

Ground Starting Minimum - Temperature correspondingto a fuel viscosity of 12 centistokes.

Maximum - Curve No. S-84, sheet 24.

All other -onditions Minimum - 1OF (5.6'C) above fuelfreezing point.

MaxiLmm - 260*F (126.7'C) or asshown on curve No S-84, sheet 2'.

The tempcrature rate of change at the engine fuel inlet connection shallnot exceed 50'F (27.8'C) per minute. Provisions have been made on theengine to measure pressure drop acrosa the fuel filter as an indicationof ice accumulation. The engine is not equipped with a fuel heater.If detailed parameters affecting fuel heating rates determine the needfor a heater or a larger fiiter, an engine-supplied fuel heater orlarger filter may be negotiated with P&WA.

15.2 Fuel Pressure Limits - Fuel presaure, including cyclic andrandom pressure fluctuations, at the engine connections must be maintained:Jt not less than 5 psi above true vapcr pressure of the fuel and notgreater than 50 psig and with a vapor/liquid ratio of ztro. Pressurefluctuations at the engine fuel pump inlets shall be within the limitof curve No. S-84, sheet 25.

Under emergency conditions, wifth tank-mounted boost pumps in-oier3,t.'le, the engine shall operate for limited periods under the inletccmdittons shown In table ITI, provided the true vapor pressure of thefuel does o ',exceed 0.5 psia at 175'F (79o4'C) and 2.5 psia at 250'F I(].21,1 0 C) ;oTd the vapor/liquid ratio at the engine inlets does not

Pratt &Whitney Aircraft3Specification No. 2710 I

Table III. Fuel Pressure Limits

Fuel iCondi.- Power Altitude, Mach Time, Temp., Fuel Pressure attion feet No. Hours °F Inlet Connecti.,

(C) psi

Maximum 0-8,000 0 to 0.3 0.03 140 4.65 below ambientAugmented (60)

2 Maximum 0-15,000 0.45 at S.L. 0.03 140 3.75 below ambientNonaugmented 0.60 at 15,000 ft (60) [i

3 Part Power 36,150 0.8 4.00 140 1.3 belc ambient(60)

4 Idle 0-73,000 0 to 2.7 0.50 140 0.20 below ambient

(60)

The engine fuel system shall be capable of priming itself and starting Lwithin 5 minutes after 10-second fuel starvation when subjected to thefollowing conditions:

a. Dry lift of 2 feet.b. 20,000 feet fuel tank altitude.

c. 140OF (60*C) fuel temperature.d. A fuel line volume of 14 U.S. gallons maxiL m between L

the fuel pump inlet and the fuel pump aupply.Fuel as specified in 2.2.1.

15.2.1 Fuel System Design Pressure - The engine fuel system shallbe Jesigned to withstand a maximum fuel pressure of 170 psig appliedat the engine inlet connection with the engine shutdown.

15.3 Fuel Recirculation - The engine will provide a connectionfor the recirculation of fuel to the aircraft tanks. The location anddetails of this connection shall be defined on the Installation Drawing.During operation where reclrculation is not required, a continuous flowof 500 pounds per hour (pph) may be allowed for recirculation to preventstagnation in the aircraft system. The pressure, flow, and temperatureLrequirements at the engine fuel recirculation connection are shown onthe Inscallation Drawing.

15.4 Fuel Cleanliness - Fuel delivered to the engine must meetthe requirements of 2.2.1 and be free of all solid contamination largerthan that which will pass throuh a 200-mesh screen and be essentially

free of solid contamination of a smaller size.

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Pratt)& Whitney AircraftSpecification No. 2710

15.4.1 Fuel Contamination - The use of fuel contaminated to theextent of 8 grams of foreign matter per 1000 gallons shall not inhibitsatisfactory engine running for a minimum of 10 hours. This foreignmatter shall be considered to consist of not less than 68% S10 2 andshall have a particle size analysis as follows:

Particle Size, Microns Percent of Total by Weight

0-5 39 + 25-10 18 + 3

10-20 16 + 320-40 18 + 3Over 40 9 3

Through a 200-mesh screen 100

15.4.2 Fuel Filters - The fuel filters shall be provided with the

engine. Each shall be of sufficient capacity to permit a cumulativefuel flow equivalent to a minimum of 10 hours of continuous engineoperation at maximum nonaugmented sea level thrust. This time is basedon fuel contaminated as specified in 15.4.1 where the contaminated fuelhas first passed through a 200-mesh screen prior to entering the engine]fuel system.

15.5 Fuel Leakage - For normal operation, there shall be no leakagefrom any part of the engine except at the drains provided for this purpose.A drain tank shall be provided on the engine to collect leakage from

* engine accessory pad drains and to collect the fuel discharged from thefuel manifold and combustion chamber during start or shutdown. Thetank shall have a minimum capacity for I normal shutdown and 2 falsestarts. Suitable ports shall be provided for both overflow and ventconncctions. The shape cnd lecation of the drain tank and size and

location of the ports shall be coordinated with the airframemanufacturer. The drain tank shall be of fireproof construction. Anejector shall be incorporated to discharge the drain tank contents intothe engine exhaust system.

15.6 Combustible Fluid Drains - Provisions shall be made forautomatically clearing the combustion areas of combustible fluids after

reach false start and for preventing excess combustible fluids fromentering the combustion areas after shutdown with the engine in a levelposition, 15 degrees nose up, and 20 degrees nose down. Provisionsshall also be made for clearing all vent areas and other pockets orcompartments where combustible fluids may collect during or subsequentto operation of the engine.

15.7 Fuel Flowmeter - The provision for installation of fuel flow-

meters is noted on the Installaticn Drawing.

15.8 Fuel Flow Limits - The maxltum fuel flow shall be 120,000 pphaIt maximum rating and takeoff operating conditions. The minimum fuel flowlimit shall be 12C0 pph at idle rating and cruise operating conditions.

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Pratt &W iNey AirCrftSpecification No. 2710

16.0 ENGIh'E CONTROL SYSTEM - The fuel and exhaust nozzle control Iincorporates the gas generator and duct heater controls in a unitizedassembly, The unitized control has dual input levers. The power levercontrols engine thrust, speed, and turbine inlet temperature from FullReverse to Idle to Maximum Augwntation. The shutoff lever providesfor engine shutdown and starting by closing or opening the fuel shutoffvalve. Fuel is metered to the gas generator to set the desired thrust

as a function of power lever position, high compressor rotor speed,burner pressure and engine inlet temperature. Fuel is metered to theduct heater to set the desired thrust augmentation as a function ofpower lever position, burner pressure, and engine inlet temperature.The duct heater exhaust nozzle area is positioned to control total engineairflow over part of the engine operating range as shown on curve No.S-84, sheet 6. Remote manual power and airflow setting is providedto allow vernier Ajustment. If engine speed exceeds a specified value,the gas generator fuel control automatically reduces fuel flow to preventturbine overtemperature and damaging engine rotor speeds. Low rotoroverspeed is limited by automatic derichuent of gas generator fuel flow.The control system also provides reverser interlocks to: (1) prevent

engine power requests not consistent with the reverser position; and,(2) return the engine power to idle if the reverser inadvertently movesfrom the requested position.

The control system also provides the following auxiliary functions: Lia. Positions the compressor stator vanes.b. Poitions the compressor bleeds. [Ic. Positions the reverser-suppressor.d. Provides fuel shutoff.e. Provides duct heater ignition.

The engine-driven gas generator fuel pump incorporates a centrifugalboost stage and a gear stage. A pressure relief valve is incorporatedto bypass the boost stage in the event of pump drive malfunction, anda pressure relief valve is included from -ear stage discharge to gearstage inlet to prevent fuel system overpreqsurization. The duct heaterfuel pump is a centrifugal pump driven by a turbine driven by high compressordischarge air, which is modulated by a pump controller in response toservo pressure signals frow the unitized control. The turbine exhaustair passes through a vortex venturi which aerodynamically limits pumpoverspeed. The engine-driven hydraulic pump is a variable flow, constantpressure, piston-type pump.

16.1 Control Levers - A single power lever shall be provided onthe engine to modulate thrust. The power lever shall havu a total travel

and dwell bands as shown an curve No. S-84, sheet 26. Neither the controlsystem nor the power lever shall be stlf-energizing in any direction. FA separate lever shall be provided for fuel shutoff and for arming thewindmill aerodynamic brake. The shutoff lever modes shall be as shownou the Installation Drawing. There shall be stops and indexing provisionsfor the power lever and the shutoff lever as shown on the InstallationDrawng.

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Pratt&V/hley AircratSpecification No. 2710 U

16.1.1 Thrust and Power Lever Position Relationship - The design

relationship between thrust and power lever position shall be of thefully modulated type, free of abrupt changes, and essentially linear(except when the bleed valve operates), with an instantaneous thrustincrease of not more thr-n 4% when augmentation is initiatz2 or terminated.The design relationship between reverse thrust and reverse thrust powerlever position shall be free of ab-upt changes and essentially linear.

16.1.2 Control Lever Torqu - The torque required for advancing orretarding the power lever shall not exceed 25 pound-inches at the controlexternal attachment point with the engine at idle or above. TL. torquerequired to operate the shutoff lever shall not exceed 20 pound-iuchesat the control external attachment point with the engine at idle orabove. Below idle, the torque required for advancing or retarding thepower lever or the shutoff lever shall not exceed 50 pound-inches. The

reverser interlock mechanism shall be capable of applying 300 pound-inches to the power lever, including control torque requirements, whenreturning it to the idle position.

16.2 Mechanical Connections - The maximum loads that may be appliedto any control system mechanical connection are as shown on the In-stallation Drawing.

16.3 Control System adlustment - External control system adjustments ,shall be clearly marked, accessible, and adjustable with the enginerunning. All other adjustments shall be protected to discouAge tampering.The adjustments shall include the following.

16.3.1 Idle Speed - The idle speed shall be adjustable within arange of at least + 5% of the specified value with reference to engineoperating characteristics on the ground.

16.3.2 Duct Heater Fuel Flow - Th . maximum duct heater fuel flowshall be adjustable within a range of + 5% with reference to engineoperating characteristics on the ground.

16.3.3 Airflow - Remote adjustment of airflow for optimum engineinlet matching is provided.

16.3.4 Gas Generator Pressure Ratio - Remote adjustment of enginepressure ratio is provided to aliow close setting of engine power in theduct heater regime.

16.4 Environmental Temperaures - The engine components shalloperate satisfactorily under the environmental temperatures anticipatedat the following conditions:

a. Continuous operation with surrounding air at the maximumram temperature of 6000 F (315.6°C).

b. In-flight shutdown from the most adverse conditions andcontinued soaking with surroundiig air at the maximum ramtemperature of 600*F (315.6°C) provided fuel recirculationis maintained.

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Pratt Whitney AircraftSpecification No. 2710

c. Ground shutdown with surrounding air at the standard hot Uday conditions.

d. Transient operation for the time limit specified oncurve No. S-84, sheet 2 with surrounding air at a ram Ntemperature of 6500F (343.3C).

17.0 IGNITION SYSTEM - The ignition system consists of 2 fuel-cooled, hermetically sealed exciter packages each containing 2 independantexciter circuits for 1 gcs generator igniter and 1 duct heater igniter.The ignition syjtem is a capacitor discharge, 4 joule per spark at 3

kilovolts (with boost capability), intermittent duty, alternating currentpowered system.

17.1 Inition System Performance - The engine start iguition systemshall be capable of releasing sufficient energy for all ground and airstarting requirements. The gas generator circuit shall supply a minimum

of 1 spark per second and the duct heater a minimum of 5 sparks persecond at the minimum voltage specified herein. The gas generator ignitionsystem shall be capable of discretionary continuous operation.

17.2 Ignition System Power Source - The minimum power source andthe maximum input to each exciter circuit shall be as specified on theInstallation Drawing. L

18.0 ELECTRICAL SYSTEM

18.1 Electrical Power - In the event of loss of external power

while in operation, ..,e engine shall be electrically self-sufficient.At all engine speeds at or above idle, the engine shall continue tooperate safely. Supersonic inlet anti-icing and other systemsnot critical for operation may be inoperative. Electrical equipmentshall operate with power defined in 2.1.8.

18.1.1 External Electrical Power - External electrical powerrequirements shall be as specified on the Ins.allation Drawing.

18.2 Electrical and Electronic Interference - Electrical andelectronic components shall not cause interference beyond Lhe limits Lspecified on curve No. S-84, sheets 27 through 30. These componentsshall aot be susceptible to interference generated by other electrical

and electronic soures. .-'thin the limits specified in table IV.

Tabie IV. Electrical and ElectroLic Interference

Antenna Frequency Range Voltage

Conducted Interference (rf)0,15 to 1,000 mc (i) 9.1 (3)(af) 50 to 15,UCO cps (2) 3.0

Radiated interference (4) 41 inch rod 0.10 to 25 mc 0.1 (3)35 mc dipole 25 to 35 mc GA (3)tuned dipole 35 to 1,000 mc 0.1 (3)

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Pratt & Whitney Aircraft

Specification No. 2710

(1) Applicable only to ungrounded line voltage power input points.(2) Applicable only to ungrounded dc line voltage power input

points.

(3) Modulated 30% at 400 to 1,000 cycles or any special form ofmodulation to which the equipment is vulnerable.

(4) Antenna placed 1 foot from electrical or electroniccomponents.

(5) Value of open circuit from 50 ohm source impedance.

18,3 Ignition Exlosion-Proof - All electrical components ballbe ignition explosion-proof in order not to ignite any explosivt mixturesurrounding the equipment.

18.4 Connectors and Cable - At a temperature of -50*F (-45.60C) itshall be possible to connect or disconnect electrical connectors and toflex electrical conductors, as necessary for routine maintenance, with-out damage to these items.

19.0 LIMITING ZONE TEMPERATURES - Airframe engine nacelle designshall be such that engine case temperatures shall not exceed thosespecified on curve No. S-84, sheet 31. The engine shall not require

blast air cooling of the nacelle area. All componen. within this zoneshall, by basic deblign, be suitable for operation (ground shutdown,flight shutdown, ana all flight conditions) without added ram cooling,but with normal nacelle leakage unless local tempeLatures due to exterral

heat sources, other than from the engine and its components, exceed the

limits in 16,4.

20.0 STARTING- The fuel flow required for engine -i-% ff andacceleration to idle shall be automatically controlled when the fuel

control shutoff lever is placed in the starting position with the powerlever in the idle position. Automatic actuation of the starter or

ignition system will not be provided. Appropriate starting torque shallbe provided by a suitable airframe mounted starter through the powertakeoff drive to the high speed rotor (N2). The in-flight and ground

starting requirements are ai follows.

20.1 In-flight Startin% - Starter assistance is not required to

satisfactorily start the engine within the flight conditions shown oncurve No. S-84, sheets 2 and 4 provided:

a. That the fuel temperature requirements of 15.1 are met.b. That the fuel pressure requirements of 15,2 are met.c. That the electrical poer requirements of 18.0 for

starting are met.d. That there is no compressor air bleed or power extraction

other than that required for continuous engine operation.

In-flight starting may be obtained at ram pressure ratios belowthe minimum ram pressure ratio line on the windmilling restart envelopeby using engine starter assistance whenever the starter arrangment

permits.

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Pratt &Whute R& P Irc raftSpecification R . 2710

20.2 Ground Starting - The engine shall start satisfactorily in30 zo 0 seconds from fuel system pressurizati-n from 1000 feet below sealevel to 8000 feet altitude and followiag a 12-hour soah period in the Hambient temperature range fr. 50* tn 120*F (-45.6* to 48.9c) ;.-vided:

a. That the starting torque requirements shown oncurve No. S-84, sheet 21 are met.

b. That the fuel temperature requirements of 15.1 are met.c. That the fuel pressure requirements of 15.2 are met.d. That the electrical power requirements of 18.0 for

starting are met.e. The engine inlet air total pressure divided by ambient

pressure is not less than 0.99. Ff. That the oil temperature tequirements of 14.3 are met.

20.2.1 Unsatisfactory Start - After an unsatisfactory start theengine must be cleared of residual fuel by motoring the engine for aperiod of 30 seconds with fuel and ignition off. The restart can beattempted immediately after clearing the engine. [

21.0 SHUTDOWN - Normal engine shutd, nw shall be accomplished byplacing the power lever in the idle position and placing the shutofflever in the "Fuel Off" position. Emergency engine shutdown shall beaccomplished by placing the shutoff lever in ttie "Fuel Off" positionwith the power lever in any position. Shutdown of the ict heatershall be accomplished by placing the power lever in ;ny position otherthan in the thrust augmentation range.

22.0 WINDMILL OPERATION

22.1 Windmi~llng Performance - Estimated steady-state windmillingengine performance is defined by curve No. S-84, sheets 7 through 20and the following equation: I

F =F - (i+W W) F

nr gr sc rwhere: I

F - net thrust includiig reverser-suppressor effects

F gross thrust obtained from curve No. S-84, sheets 13or 14 and 6t2'

W * - ratio of secondary airflow, to engine airflowso

Fr - ram drag of engine airflow I"6t2 " compressor inlet face average total pressure in psia

divided by 14.7 psia.

*Temperature corrected secondary flow ratio is the same as [phypical secondary flow ratic during steady-state windmillingconditions since engine gas stream temperature is equal tosecondary air temperature.

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Pratt &Whitney AircraftSpecification No. 2710

Necessary corrections must be applied during the performance calculationirocedure tr reflect the effects of custower air bleed and/or power

ext;:action. The reverser-suppressor secondary flow ratio shall be deter-

mined from known characteristics of the nacelle secondary system toobtain the net windmilling thrust. Upon completion of a calculationwhere customer power extraction is specified, the validity of the calcu-

lation must be checked by determining if the customer power extractionspe~iiftd plus the engine accessory load and high rotor friction poweris , chin the limits indicated by curve No. S-84, shaet 17. This che-k

may become iterative and affect earlier calculations. Should thisresult, the customer power extraction must be reduced and the calculationrepeated until the limits shown on curve No. S-84, sheet 17 are observed.

23.0 R2VERSE THRUST - The engine shall be capable of maxin"'m

reverse thrust operation within the envelope shown on curve No. S-84,

sheet 32. The uninstalled estimated maximum reverse thrust is shown on

curve No. S-84, sheet 33 for standard day operation and on curve No. S-84,

sheet 34 for hot day operation when reingestion of exhaust gas is notexperienced. This thrust is also based on a reverse effective flow areaand a mean gas discharge angle with the exhaust nozzle centerline as

specified in 6.1. The reverser is capable of maximum reverse operationwithin the reverser operating envelope for the time period specified in 6.1.1.

However, continuous reverser operation at idle on the ground is allowable,

24.0 ENGINE NOISE LEVELS - The noise levels generated by the engine

aft of the exhaust plane shall not exceed the values in tabie V along aline parallel to and 300 fee t from the engine axis. Measurements mayoe made either on the line or on an arc of 300 feet radius and corrected

te the line by the procedures prescribed in 2.2.6.

Table V. Engine Noise Levels

Net Thrust, lb Noise Level, PNdb,Max imum

Maximum Augmented 139

23,1900 12212,000 107

The noise levels generated by the engine forward of the inlet flange

plane shall not exceed the values in table VT along a line parallel toand 300 feet fr-m the engine axis. Measurements may be made either onthe line or on an arc of 300 feet radius and corrected to the line bythe procedures prescribed in 2.2.6.

Table VI. Engine Noise Levls

Net Thrust, lb Noise Level, PNdb,Maximum !'t

Maximum Augmented 126

23,900 11812,000 113

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Prt & WhIrny AlrcraftSpecification No. 2710

I, addition, sound measurerents on a 300 feet sideline between the inletflange and exhaust planes will be made and shall not exceed the higherof the maximum v.lues defined above. These noise levels shall be obtainedduripQ operation under the following conditions:

a. Static operation on an outdoor test stand.b. P&WA bellmouth inlet.c. Production engine or an acoustically similar engine.d. Axis of reverser-suppressor parallel to grcund. [24.1 Sound Calculations - Measured octave band sound pressure

levels will be converted to perceived noise values us.ng the methodprescribed in 2.2.4. All noise datt will be normalized to 59°F (150C)Land 70% relative humidity using the method prescribed in 2.2.5. Atleast 6 test runs shall be made at each condition and the results averagedfor demonstration purposes. If liritations during static test preventthe recording of noise at the conditions specified in 24.0, the measurementswill be taken at a suitable point and corrected to the specified distances.Correction of measured sound pressure levels to desired distances w.llbe performed using the method prescribed in 2.2.6.

25.0 INSTRUMENTATION - The following shall be provided with theengine with connection provisions as shown on the Installation Drawing:[

a, Turbine ex. t pressure probes and averaging manifold.b. instrumentation for prov!ding an electrical representation [

of average and individual probe exhaust gas temperature.c. Duct nozzlc: pnsition indication.d. Reverser position indication.e. Aerodynamic brake indication.f. Ignition "On" indication.g. Low rotor speed indication (electrical unter type).h. Secondary airflow valve position indication. [25.1 Provisions - Provisions for the following instrumentation

shall be as Qhown on the Installation Drawing:

a. High rotor speed tachometer.b. Oil-in temperature.c. Oil pressure.d. Pressure drop across oil strainer.e. Oil level.f. Chip detectors (oil).g. Primary gas generator fuel flowmeter.h. Duct heater fuel flowmeter.1. Fuel pump inlet pressure.J. Fuel inlet temperature. Lk. Pressure drop across fuel filter.1. Vibration pickup mounting brackets (2).

25.2 Special Instrumentation installation - Lnscallation of all

special engine instrumentation must be coordinated .'th and approved

b y P & W A . 2 4

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Pratt & Whitney AircraftSpecification No. 2710

26.0 TURBINE COOLING SYSTEM - The turbine cooling system is aself-contained, fixed orifice and self-regulating system which doesnot require an airframe supplied input.

26.1 Turbine Temperature Measurement System - The engine shallbe equipped with thermocouples for use in conjunction with the airframetemperature indicating system. The thermocouples shall permit consistentmeasurement of exhaust gas temperature. The system design shall besuch that it is pos!-ible to service check individual temperature probesfor continuity.

27.0 CUSTOMER REQUIREMENTS

27.1 Drive Power Extraction - The maximum allotvable continuoushorsepower extraction and overload horsepower extraction at the powertakeoff pad for all operating conditions as a function of high pressurecompressor rotor speed is as specified in the form of torques and speedratios on the Installation Drawing.

27.1.1 Dynamic Loading - The dynamic loading limit of the drivepad is specified on the Installation Drawing.

27.1.2 Power Takeoff Shaft Speed - Power takeoff shaft speed ratiois specified on the Installation Drawing.

27.1.3' Shear Section - The shear section requirements are specifiedon the Installation Drawing.

27.1.4 Mounting Pad and Power Takeoff (PTO) Shaft Loads - Themounting pad and PTO shaft load specifications are shown on the InstallationDrawing.

27.1.5 Hydraulic Pump Drive Pads - Hydraulic pump pads shall be

provided as shown on the Installation Drawing.

27.2 Compressor Bleed Air

27.2.1 Quality - The air at the engine bleed ports shall not containquantities of engine generated noxious, toxic or irritating substancesabove the maximum threshold limit values of the substances shown below:

Substances Parts per Million (Volume)

Carbon dioxide 5000.0Carbon monoxide 50.0Carbon tetrachloride 50.0Decaborane 0.05Diborane 0.1Pentaborane 1000.0Ethyl alcohol (ethanol) 0.1

25 Best Available Copy

Pratt & Whitney AircraftSpecification No, 2710

Substances (continued) Parts per Million (Volume)I

Fluorine 0.1

Fuels, aviation 250.0IHyaro~ en peroxide 1.0Methyl alcohol (methanol) 200.0Methyl bromide 20.0E

Monochiorv'! romome thane 40.0Nitrogen dioxide 5.0IOil breakdowvn products (aldehydes, acrolein, etc.) 1.0Ozone 0.1Unsym-d imethyl hydrazine 0.5

Mhe air shall contain a total of not more than 5 milligrams per cubic [ma.ter uI submicron particles.

Dirt or other foreign particle coucentration in the bleed air afterexpansion to atmospheric pressure shall not exceed that of the air atthe e:ngiae inlet on a per unit volume basis. If a der-onstration Isrequired P&WA will demonstrate on a normally functioning engine on aF&W.AI plant test stand that the above requirements are met within theaccuracy of the *estlng techuique avail3ble to P&WA at the time of thedemonstration. Hcwe%-z, it must be recognized that there may be occasionalinstances in service operation -:hen the bleed air is contaminated,[

27.2.1.1 Seals anc! Oil Lines - Accesg'oi, ; l-A, bearing seals,and oil lines shall be designed sc that a single iailizre (except for

engine bearing failure) ca-. .--t result in bleed air contamination. P&WAshall submit a failure analysis to the airframe manufacturer to demsonstratehow the design meets thi. requirement.

27.2. Raatitv - Thie engine shail provi.de for high pressure compressorair extraction, for aircraft nse, as i.dicated.

a. Within thL -.perat-1.i e Avelope of the c igine, highcompressor air will be available in quantities notto exeed 5% of as generato- airf low from idle toa thrust correspondlng to a tirbine exhausf-t gas Itemperature 80'F (44.4r'C) less than that correspondingto tiaxihlum cruise.

o. Within the operating envelope of the engine, high compressorair will be availab12 in quantities not to exceed IT~ ofga- generator airflow from a thrust correspond4-ng to aturbine exhaust gas temperature 80'F (44.40 C) less thanthat correspondir"' to maximum cruise, to takeoff thrust.

The number, location and connection flange details of the bleed portnare defined on the Installation Drawing. Changes of compressor airextraction must not exceed 1% per second. For high pressure compressorair extraction, withini the limits specified, the pressure and temperatureat the engine bleed ports shall 'te as provided by c-urve No. S-84, sheet1. The effectF upon engine performance when bleeding air from the engineshall oe as provtded by c:urve No. S-84, siF-et 1.

26

Pratt & Whtrney AircraftSpecification Ni. 2710

20 ENGIWV1 TYPE CERTIFICATION TEST - P&WA will conduct enginetests as necessa to satisfy the engine Type Certificate requirementsof 2.1.4.

29.0 ACCEPTANCE TEST - An acceptance test shall be conducted oneach prouuction engine in accordance with then current P&WA TestInstruction Sheets and shall consist only of the specified test. Copiesof the acceptance test log sheets shall be retained by P&WA for eachengine for a period of 2 years. Thrust, airflow, rpm, fuel flow rate,specific fuel consumption, gas pressures, and gas temperature3 shallbe corrected in accordance with P&WA standard analytical and correctionprocedures.

29.1 Accuricy - For all engine and component calibrations and tests,reported data shall have a steady-state accuracy within P&WA normaltolerances. All instruments and equipment shall be calibrated asnecessary to insure that the degree of accuracy required by thisspecification is realized.

29.2 Fuel and Oil - Fuel and oil used for all testing shall be as

snecified in 2.2.1 and 2.2.2, respectively.

30.0 QUALITY ASSURANCE PROVISIONS

30.1 Oualt Evidence Tests - Evidence of suitable quality ofmatei,.ls, parts, and components shall be based on physical inspectionand process control data and may be supplemented by physical andchemical tests to determine the extent of conformance of the qualitycharacteristics to P&WA specifications and drawings.

30.1.1 Magnetic Inspection - The following parts, if made ofmagnetic materials, shall be subject to magnetic particle inspectionin accordance with P&WA established procedures:

a. All parts constitui g tne compressor-turbine rotorassembly, inciuding threaded fastenings.

b. Other highly stressed parts, except that fl,orescentpenetrant or radiographic inspection may be substitutedwhen this method is more readily applied to the partand provides adequate means for detecting detrimentaldefects, or when interpretation of indications can bemore positively controlled.

c. All accessory drive and vibration or friction dampenersprings.

d. Starter jaw.e. All gears.i, All quill and accessory drive shafts.

27

Pratt& Whitey Aircraft ISpecification No. 2710

30.1.2 Fluorescent Penetrant Inspection - The following parts,if made of nonmagnetic merorials, shall be subject to fluorescent penetrantiiispection in accordance with P&WA established procedures:

a. All parts of the compressor-turbine rotor assembly,including threaded fastenings except those partson which anodic inspection is used.

b. Turbine nozzlo vanes and assemblies.c. All other highly stressed parts. [

Very bulky and intricately shaped parts may be lydrostatically testedby the P&WA approved method in lieu of fluorescEnt testing. Radiographicinspection may be substituted for fluorescent penetrant inspection of Ffusion welds.

30.1.3 Fxcepte Parts - Low stresseti parts, such as cotter pins,vishers, etc., are not required to be inspected by the magnetic or fluorescent 'methods.

30.1.4 Radiograpihc or Ultrasonic Inspection - The following shallbe subject to rad.ographic or ultrasonic inspection:

a. The compressor rotors, if nonmagnetic.b. The turbine rotors, if nonmagnetic.c. Highly stressed nonmagnetic castings.

30.1.4.1 Radiographic Inspection - Radiographic inspection of 1.materials snall be in accordance with the P&WA established prccedures.Laboratories performing radiographic inspection shall be certified inaccordance with P&WA tequirements.

30.1.5 Certification of Operators - All fusion weldin3 shall beperfczmed by operators who are certified in accordance with P&WA establishedprocedures.

31.0 PREPARATION FOR DELIVERY [

31.1 Preparation for Storage anid Shipment - The engine, components,and accessories shall be prepared for storage and shipment in accordancewith P&WA established procedures. P&WA shall furnish a packing list Lwith each engine. All parts, accessories, components, and tools whichare not installed on the engine, but which are shipped with the engine,shall be included on th: packing list. P&WA shall furnish with eachengine the Acceptance Ran Log with all performance data.

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Pratt &Whitney AircraftSpecification No. 2710

APPENDIX A

1.0 SCOPE

1.1 Scope - This appendix establishes the requirements for theFlight Test Status (FTS) engines to be delivered under Phase III ofthe Supersonic Transport Program. The engines will be in general accordance

0with the requirements of Model Specification No. 2710 except as modifiedin this appendix.

3.1.1 Dimension and Installation Drawing - Change the EngineInstallation Drawing No. to 2130301.

Add the following paragraph:

"3.2.2 Dry Weight of Engine - The dry weight of the FTS engineshall be within 3.0% of the total dry weight specified in 3.2."

6.1 Performance Ratings - Add the following sentences: "Thespecified engine thrusts and thrust specific fuel consumptions (TSFC)for the FTS engine shall be as specified in table I and table II within3% and 5%, respectively. If the thrust is less than the productionrating, provisions shall be made for limited time operation at productionthrust levels to accomplish Phase III airplane performance demonstration."

24.0 ENGINE NOISE LEVELS - Add the following sentence: "Thespecified noise values shall be objectives for the Phase III program."

28.0 ENGINE TYPE CERTIFICATION TEST - Replace 28.0 with the followingparagraphs:

* 28.0 "ENGINE FLIGHT TEST STATUS - Engine Flight Test Statusshall be accomplished by satisfactory completion of sea level and altitudetests in accordance with 28.2.2.2.2.1 through 28.2.2.2.2.4.

28.1 Test Approval - The engine shall be considered to have satis-factorily completed these tests if, at the completion of the enginerecalibration specified in 28.2.2.2.3.1 it is within the specified

3 limits and the engine is still in operational condition as substantiated---" by conducting a final acceptance test run in accordance with the schedule

specified in 29.0.

1 28.1.1 Reports

28.1.1.1 Test Reports - Following completion of each separateengine or component test, or consecutive group of tests conducted onany single test assembly or components, a report shall be submitted.

IIA-

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P A ircft

Spe~cification No. 271C

28.1.1.1.1 Preparation - These reports shall contain essentially

the following items:

a. Cover (Title of report, number of the report, source ofreport, date, name(s) of the author(s) and contract number).

b. Title page (Title of report, number of the report, sourceof the report, date, name(s) of the author(s), and contractuumber).

od. Tabletetofofcontents.rtc. Abstract (A brief statement of the contents of the r'4port, in-

cluding the objective).d. Table of contents.

a List of illustrations (Provide figure numbers and captions of [Iall illuetrztions. Photographs, charts, and graphs should betreated as illustrations and given figure numbers. When used ina separate series, taeiles should be given Roman numerals.Examples: figure 1, figure 2, etc.; table I, table II, etc..

f. Summary (A brief resume of the test conducted includingobjectives, procedures, results, conclusions, and recommendations).

g. Body of the report.1. Brief general description of the engine or of the component(s)

and a detailed description of all features which differ from

the previous model, if applicable.2. If approval is being requested, without test, based on

similarity to a component or assembly for which previoustest approval was obtained, any physicil or functionaldissimilarities or differences in testing requ4'-ementswith respect to the test component and reference tothe approved component test report shall be included.

3. Method of test (general description of test facility,equipment and methods used in conducting the test).

4. Record of test (chronological history of all events inconnection with all of the testing).

5. Analysis of results (a complete discussion of all phasesof the test, such as probable reasons for failure andunusual wear, comparison in performance with previousmodels, and analysis of general operation).

6. Calibration and recai1.'ration data including acceptancelimits (data in both uncorrected and corrected form, ifapplicable, shall be shown by suitable curves).I

7. Tabulated data of all pertinent instrument readings andall required instrument readings taken during the test.Extraneous readings, which P&WA may desire to take durin3the zest, need not be reported. [

8. Description of the condition of trae engine or componentsat disassembly inspection.

9. Conclusions and recommandtions.

28.1.1.1.2 Number and Distribution of Copies - Five copies of thereprt shall be forwarded to the Federal Aviation Agency.

re - 12

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Pratt &Whlitney AircraftSpecification No. 2710

28.2 Quality Assurance Provisions

28.2.1 General - Turbofan aircraft engines, components, and testapparatus shall be subject to inspection by authorized Government repre-sentatives who shall be given all reasonable facilities to determineconformance with this specification. All instructions for testg ..of the engine shall be available to the Government representative. 1

28.2.1.1 Accuracy of Data - Automatic recording equipment andassociated test apparatus required to evaluate engine variables versustime shall have a static accuracy within 2% of the values obtained atthe maximum rating of the engine. The accuracy of transient data andt1e corresponding instrument calibration ,thods shall be &"ject toreview by the authorized Government represzntative and shall be describedin the Flight Test Status report. All instruments and equipment shallbe calibrated as necessary to insure that the required degree of accuracyis maintained. i

28.2.2 Engine Tests

28.2.2.1 Test Conditions - The following conditions shall applyfor all engine tests unless otherwise specified.

28.2.2.1.1 Test Apparatus

28.2.2.1.1.1 Automatic Recording Equipment - Automatic continuousrecording equipment shall be used to record data during the executionof that part of the engine tests (see 28.2.2.2.1.3, 28.2.2.2.2.3,28.2.2.2.2.5.2, 28.2.2.2.2.5.3, and 28.2.2.2.3.1) requiring the evaluationof time versus engine variables.

28.2.2.1.1.2 Vibration Measurement Equipment - The vibration equip-ment used for measurement of engine case vibration shall have frequencyresponse characteristics similar to the response che-acteristics of

equipment used on previously Type Certificated engines.

28.2.2.1.2 Preliminary Data - The engine weight and center ofgravity, if not previously obtained, photographs, and other pertinentengine data shall be obtained preferably at the time the engine is1being prepared for test.

28.2.2,1.3 Operating Test Conditions

28.2.2.1.3.1 Inlet Distortion - All operation during the testsspecified in 28.2.2.2.2.1 and 28.2.2.2.2.2 shall be with representativeinlet distortion patterns, within facility limitations, as determinedby airframe inlet tests but not to exceed the distortion limits speci-fied in 10.0(a).

2.2.2.1.3.2 Oil Inlet Temperature - For all operation during thetests specified in 28.2.2.2.2,2, the main oil temerature at the locationdesignated on the It.stallation Draw..ng shall be self-regulating.

A-3

Pratt& Whitrey AircraftSpecification No. 2710 II

28.2.2.1.3.3 0i1 Srvi - The oil system shall be drainedand filled with new oil at the start of the specific engine test. Theuse of external oil filters shall not be permitted. The oil -yetenshall be further maintained in accordance with the requirements ofP&WA. 28.2.2.1.3.4 Accreditable Test Time - Test r~me shall not be

credited by incr6uants shorter than 15 minutes, a.ept when shorterperiods are a tost .equirement.

28.2.2.1.3.5 Vapor Pressure Data - Wet and dry bulb air temperaturereadings ehall be taken at intervals not exceeding 3 hours.

28.2.2.1.3.6 Barometer Readinas - The barometer shall be readand recorded at intervals not exceeding 3 hours.

28.2.2.1.3.7 Miscellaneous Data - The date, operating schedule,engine model designation, and serial number shall be recorded on eachlog sheet. L

28.2.2.1.3.8 Test Notes - Notes shall be placed on the log sheetsof all incidents of the run, such as leaks, vibration, and other irregularfunctioning of the engine or the equipment, and corrective measures Ltaken.

28.2.2.1.3.9 Correction - Readings of thrust, rpm, airflco rate,fuel flow rate, specific fuel consumption, gas pressures, and gas tem- Lperatures shall be corrected to standard sea level atmospheric conditionsas dLfined in 1962 U.S. Standard Atmosphere (Geometric) conditions.In order to determine conformance with the engine performance ratings,the corrected thrust and specific fuel consumption shall be determinedfor all rated conditions by P&WA standard analytical and correctionprocedures.

28.2.2.1.3.9.1 Barometer Correction for Teperature - The barometershall be ccrrected for temperature. L

28.2.2.2 Endurance Test

28.2.2.2.1 Calibrations and Checks - Pe;-formance during calibrationsand checks shall meet the requirements specified herein. Operatingtime during calibrations shall be limited to the minimum practicable.

28.2.2.2.1.1 Electrical end Electronic Interferencw and SusceptibilityCheck - An interference and susceptibility check in accordance with18.2 shall be made on all electrical and electronic components or systemsof the test engina prior to initiation of the flight test status test. IISolenoid valves and position indicator switches shall not be contributingintirference since the interference duration is approximately 1 secondand will have an infrequent recurrence rate.

A-4

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Pratt &Whitney AircraftSpecification No. 2710

28.2.2.2.1.2 Engine Control System Calibration - Prior to theinitiation of the engine calibration specified in 28.2.2.2.1.3, thecomponents of the engine control system shall undergo bench calibrationusing test fluid in accordance with the specification fuel to determineconformance with the design tolerance range required by P&WA. Thecalibration shall include a measurement of power lever torque.

28.2.2.2.1.3 Engine Calibration - The procedure during the enginecalibration shall be such as to establish the sea level static perfor-mance characteristics of the complete turbofan engine prior to theendurance run. Calibrations shall be made with a P&WA bellmouth, noaccessory power extraction, without loading the accessory drives, andwith no compressor bleed airflow other than that required for continuousengine operation, except where specified. The fllowing data shall beobtained:

a. Steady state data: Data required to establish compliance withapplicable sea level peformance characteristics covered bytable I.

b. Transient data: Data required to demonstrate engine startingand thrust transients.

c. Repeat items "a" and "b" above with maximum permissiblecompressor bleed airflow, to determine the effect of air bleedon engine performance.

28.2.2.2.2 Procedure - Following the calibration run, the control

shall be adjusted to produce at least the takeoff rated thrust with the

power lever in the takeoff thrust position. During the test the engineshall be adjusted as necessary to maintain the ratef thrust. The test

shall be conducted in accordance with 28.2.2.2.2.1 aid 28.2.2.2.2.2.

P&WA may establish the order of -uns in each cyc.e to accomoodate bestutilization of the test facility. The time for changing thrust shall be Icharged to th, duration time at the lower setting. For all power lever

movements, the power lever shall be advanced or retarded, as applicable,in not more than 1 second during the applicable test specifled in28.2.2.2.2.1 and 1 minute during the applicable test specified in28.2.2.2.2.2.

28,2.2.2.2.1 Part 1 - The 25-hour sea level endurance test shallconsist of 5 cycles of 5 hours each to be conducted in accordance withthe schedule listed below and as shown on figure A-I At least 2 of thesecycles shall be at the maximum specified fuel inlet pressure. The 2ndcycle shall be accomplished with 3% gas generator bleed airflow. Allother cycles shall be with no compressor air bleed flow other than thatrequired for continuous engine operation.

a. Takeoff thrust run - Thirty minutes consisting of five 6-minuteperiods, in each of which 5 minutes shall be run with thepower lever in the Takeoff Augmented thrust position, and1 minute with the power lever in the 95% Takeoff Nonaugmentedthrust position.

b. Cruise augmcnted thrust run - One hour witn the sea level powersetting corresponding to Cruise Partially Augmented thrust(reference table TI).

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PrWt & Whkmny AircraftLSpecification No. 2710

c. Takeoff Augented thrust - Idle thrust run- Thirty minutesconsisting of five 6-oinute periods, in each of which 4 minutesshl be run with the yo.'Ar lever in the Takeoff Augmentedthrust position, ane 2 minutes with the power lever in the 'Idle thrust position.

d. 95% Takeoff Nonaujunted thrust run - Forty-five minutes with thepower setting corresponding to 95% Takeoff Nonauguented thrust. [

e. 852 Take ff Nonau nted thrust run - Twenty-one minutes withthe power lever in the position corresponding to 85% TakeoffNonaugmented thrust.

f. Reverse thrust run - Nine minutes in the aequence of powerlever positions and time durations as follows: 1 minuteIdle, 1 minute Maximum Reverse thrust, 6 minutes alternating1 minute each at Takeoff Augmented thrust and Maximum Reversethrust, and 1 minute Idle.

g. Thrust transients run - Thirty minutes of thrust transients,consisting of 6 cycles in the sequence of power lever postionfrom Idle thrust to Takeoff Augmented thrust, maintained atTakeoff Augmented for 60 + 3 seconds, retarded to Idle, andmaintained for approximately 4 minutes. One cycle will beaccomplished with the augmentation lightoff at minimum augmented ipower lever position.

h. Incremental thrust run - One hour and 15 minutes consistingof 5 minuted with the power lever position corresponding toeach of the following percentages of Takeoff Nonaugmentedthrust: 15, 25, 35, 40, 45, 50, 55, 60, 65, 70, 75, 80, 85,95, 100. This portion of the test may be revised t- includeadditional time at the vibratory speeds and elimination ofsome intermediate points.

28.2.2.2.2.2 Part 2 - The 50-hour heated inlet air test shall beconducted on the engine which completed Part 1 above, without the reverser-suppressor installed. The tet shall cons~t of 12 cycles of 4 hours and10 minutes each to be conducted in accordanca with the schedule liszedbelow and as shown on figure A-2 (curve A). The engine inlet air and theair that passes over the engine will be conditioned as shown on figuresA-2 (curve B), and k-3 (curve A) within the tolerances of the facility. Thefuel temperature at the fuel pump inlet will be as shown on figure A-3 U(curve B) within the tolerance of the facility. This portion of the FlightTest Status endurance test shall be conducted, within facility limitations,

as follows:

a. Maximum Au_!'ntod thrust run - Seven minutes with the powerlever position corresponding to the Maximum Augmented thrustposition.

b. Maximum cruise thrust run - Twenty-four minutes with the

power lever position corresponding to 55% of Maximum

Augmented thrust.c. Minimum Cruise thrust run - Twenty-four minutes with the power

lever position corresponding to 40% of Maximum Augmented

thrust.d. Idle descent run - Sixteen minutes with the power lever in the

Idle thrust position.

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Pratt & Whitney AircraftSpecification No. 2710

e. Airport departure maneuver. Cruise Part Power run - Fifteenminutes with the power lever position corresponding to 20%of Takeoff Nonaugmented thrust.

f. Maximum augmented thrust run - Thirteen minutes with the powerlever position corresponding to the Maximum Augmented thrustposition.

g. Maximum cruise thrust run - Fifty-five minutes with thepower lever position corresponding to 55% of Maximum Aug-mented thrust.

h. Minimum cruise thrust run - Fifty-five minutes with thepower lever position corresponding to 40% of Maximum Aug-mented thrust.

i. Subsonic cruise nonaugmented run - Twenty-five minutes withdte power lever position corresponding to 50% of TakeoffNonaugmented thrust.

J. Idle descent run - Sixteen minutes with the power lever inthe Idle thrust position.

Twn augmentation system lightoffs shall be made during each cycle.

28.2.2.2.2.3 Starts - A minimum of 25 sea level static starts shallbe made on the endurance test engine. There shall be at least 10 starts(.ach preceded by at least a 2-hour shutdown. At least one of these10 starts shall be made during or at the beginning of each 2 successivecycles. In addition, there shall be 5 false starts (a starting sequencewithout benefit of ignition, followed inediately after the permissibleengine drainage procedure by a successful start), and 5 restarts (a startwithin a maximum of 15 minutes time from shutdown). If necessary, addi-tional starts required to bring the total to 25 may be made at the endof the endurance t.-st. The false starts may be conducted on an outdoortest stand using an engine not necessarily the endurance test engine.

28.2.2.2.2.4 Altitude Test - An engine, substantially identicalto 1ut not necessarily the same engine which completed 28.2.2.2.2.1 ard28.2.2.2.2.2, shall be subjected to altitude tests to substantiate thealtitude performance specified in table 11 as modified by 6.1 inAppendix A.

28.2.2.2.2.5 Data

28.2.2.2.2.5.1 Steady-State Data - During the endurance test,except for the thrust trannient runs, the following data shall berecorded, where applicable, at intervals not greater than 30 minutesor once during each test run, whichever is shorter:

Time of day.Total endurance time.Power lever position.Exhaust nozzle position.Engine rotor speeds, rpm.Fuel consumption, lb/hr.*Data for determining airflow.

Engine inlet total pressure, in. Hg. abs.

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Pratt & WhItney AircraftSpecification No. 2710

Engine inlet total temperacure. *F (*C).*Compressor air bleed total pressure, puia.Compressor air bleed static pressure, psia.Turbine discharge total pressure, nais.*Exhaust total pressure, psia.

Exhaust static pressure, in. Hg. abs (if different from thebarometer readings).Oil pressure at pressure pump outlet, psig.Fuel pressure at fuel system inlet, pjigtFuel pressure :t point shown on Installation Drawing, psig.Fuel temperature at fuel system inle:, *F (*C).Measured steady-state turbine exhaust gas temperature, 0F(0 C).Duct heater fuel flow, lb/hr.Engine case vibration at points shown on Installation Drawing, mils.

*Ignition source voltagz a-id current (while starting).

Engine Main Oil Tempera ra *F (*C).Breather Pressure, psia.[F

*Note: Items marked with an asterisk need be recorded during calibrations

only. The oil consumption, oil specific gravity, fuel specificgravity, and fuel lower heating value shall be measured atsuitable intervals.

28.2.2.2.2.5.2 Thrust Transient Data - For each thrust transient [performed during the thrust transient and reverse thrust runs, themaximum values of measured gas temperature, thrust, fuel flow, and enginespeed actained during the thrust transients shall be recorded. F

28.2.2.2.2.5.3 Starting Data - During the starts conducted under28.2.2.2.2.3, the following data shall be recorded for eaph start [performed:

Ambient temperature.Start number.

*Time to ignition.

*Time to starter cut out.Time to stabilize ground idle rpm. L*Rpm at ignition.

*Rpm at starter cut out,

Maximum measured gas temperature.

Note: Items marked with ar asterisk need be recorded only duringcalibration, recalibration, and 2 successive starts at thebeginning and the end of the endurance test. at least oneof which will be after a 2-hour -hutdown. These data villalso be recorded during one of the false sterts.

In addition, records of starter torque versus revolutions per minute(rpm) shall be made during calibration, recalibration &nd 5 successivestarts of the endurance test. Starter torque versus rpm testing may bewaived if acceptable data are available from another equivalent engine.

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Pratt &Whitney Aircraft

Specification No. 2710

28.2.2.2.3 Recalibrations

28.2.2.2.3.1 Engine ilecalibration - After completion of the testsspecified in 28.2.2.2.2.1 and 28.2.2.2.2.2, a recalibration check runin accordance v4 th 28.2.2.2.1.3 "a" and "b" as modified shall be madeon the endurance test engine. During the recalibration check run, theengine shall be adjusted to produce on a standard day, the nonaugmentedthrust or maxiamm turbine discharge temperature, whichever is lower,that was obtained during the initial cnlibration. During maximum.ugmented operation, duct heater fuel flow shall be adjusted so that,on a standard day, the total fuel flow will correspond to the levelthat was obtained during tLh initial calibration. During this run the

corrected jet thrust shall be not less than 95% of the initial cali-bration values, and the corrected specific fuel consumptions shallnot exceed 103% of the initial calibration values. The engine

shall meet all other specified performance requirements which can bechecked by the calibration procedure. The che-k run may be precededby a run-in period during which the cleaning procedure recommenedfor field use by P&WA may be applied.

28.2.2.2.3.2 Engine Control System Recalibration - After completion

ef che engine ricalibration specified in 28.2.2.2.3.1, the componentsof the engine control system shall undergo a bench recalibration todetermine conformance with "he design tolerance range required by P&WA,

For this recalibration, extarnal engine control adjustments shall bee3tablished at their pre-test bench calibration positions.

28.2.3 Engine Components TtL - P&WA will supply suitable dataon engine component tests. Components used for these tests shall be

substantially identical with those used on the endurance tests. TheInstrumentation to be delivered with the FTS engine shall not be

subject to FTS test approval.

28.2.4 Teardown Inspection - After completion of the tests, the

engine and componen-a shall be comnletely divassembled for examinationof all parts and meapurud, as neces-iy, to disclose excessively worn,distorted, or weakenx< parts. These measurements shall be compared

with the dra.ing dimensions and tolerances, or with similar measuremeCtsmade prior to the test when available.

28.2.5 General !nspection - All tests shall be subje-t to witnessing

by a Government representative. The engine ar& cnmpoaonts shell be exa-mined to determine if they conform to all requirements of the contractand specification under which they rere built, At con-'nient tines prior

to the tests and during teardown inspections the engine and componentsshall be examined to determine if they conform to all req, iretents of

the contract and specifications under which they were built. Inepection

of the engine during the test may be conducted between the test cyclesat the discretion of P&WA. External adJuotments normally performed

during routine maintenance may be made at the discretion of P&WA. Part

changes may b2 made during the test provided that such part subsequently

completes that portion of the test run prior to its installation, This

requirement may be accomplished on the same engine or another engine

assembled essentially to the same parts list. The Government represen-tative shall b% notified of any such maintenance, adJustment or parts change."

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Pratt&WYhftny Aircraft ISpecification No. 2710

Figure. A-1

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<__ _ _ __ _ _ __ _ _ __ _ _ __ _ _ __ _ _

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Pratt& Whitney AircraftSpec ification No. 2710

Figure A-27 31?A7.ZliTUROFAN ENO- I

F1TS HEA -,-Eb VNLET'CYCLE

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Pratt & Whitney AircraftSpecification No. 2710

III

ENGINE INSTALLATION CRAWING

FOR JTFI7A-21B PROTOTYPE AUGUST 8, 1966

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ALLOWABLE LOADS DRAWINGFOR JTFI7A-21B PROTOTYPE AUGUST 8, 1966IDENTICAL TO 2128091 PRELIMINARYALLOWABLE LOAD INSTALLATION SUBJECTJTFI7A-218 PRODUCTION TO

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S.Patt &Whitney AircraftSpecification No. 2710

ELECTRICAL INSTALLATION DIAGRAMFOR JTFI7A-21B PROTOTYPE AUGUST 8, 1966IOENTICAL TO 2129603 PRELIMINARYELECTRICAL INSTALLATKN SUBJECTJTFI7A-218 PRODUCTION TO

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INSTALLATION CONNECTION

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