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THE AMERICAN SOCIETY OF MECHANICAL ENGINEERS
345 E 47 St., New York, N.Y. 10017
The Society shall not be responsible for statements or opinions advanced in papers or
in discussion at meetings of the Society or of its Divisions or Sections. or printed in
Np its publications Orscussion is printed only if the paper is published in an ASME
iii Journal or Proceedings Released for general publication upon presentation. Full
credit should he riven to ASME. the Technical Division. and the authorr^i

Copyright © 1981 by ASME

A Family of Small, Low Cost

Turbojet Engines for Short Life
D. E. Barbeau Applications
Vice President, Engineering,
Teledyne CAE, A family of small, low cost turbojet engines for short life applications is described.
Toledo, Ohio The family is based on the J402-CA-400 turbojet engine which was developed
during the early 1970's for the Harpoon Weapon Systems, a tactical, anti-ship
cruise missile capable of air, surface or underwater launch. The Harpoon turbojet
engine entered production in 1976 and, since then, has spawned a series of
derivative applications. These include missile, target, and RP V systems with thrust
requirements from 178 to over 535 daN (400 to over 1200 lb). The paper describes
the current status of the engine and the relationship of the derivative applications to
this baseline configuration.

A FAMILY OF SMALL, LOW COST TURBOJET o Low acquisition cost

ENGINES FOR SHORT LIFE APPLICATIONS
o Long term field storage without
maintenance or special storage
Approximately ten years ago, a decision was facilities
made that I believe was very significant to
the future of small gas turbines. The o High operational reliability
system definition phase of the Harpoon without maintenance
Weapon System was in progress. As origi-
nally conceived, it was to be a short o Launch capability without special
range, anti-ship missile using rocket preparation
propulsion. A turbojet was proposed as a
sustainer engine, the justification for o Low projected frontal area and low
which was the considerable increase in volume
achievable range and payload. However,
there was a crucial point to be established. o Operability under all opera-
Could the turbojet be employed without tionally required environments
significantly compromising the missile
system cost operational and maintenance
requirements? That is, could the turbojet For the short- to medium-range missions of
satisfy the "Low cost wooden round" concept current tactical cruise missiles, durability
which had theretofore been effectively and fuel consumption are not a fundamental
satisfied only by solid fueled rockets? concern. The total operating time is so
The answer, now proven through nearly 5 low that durability is not a basic design
years of field service, was affirmative. issue; durability in the missile appli-
That decision to proceed has now firmly cation can be assessed largely in terms of
established the small gas turbine in the "infant mortality". The total fuel consumed
missile field. is also low as a result of the short opera-
ting period. Simplicity of design, as it
Establishment of the gas turbine as an relates to cost and reliability, vastly
acceptable propulsion system for tactical overshadows fuel efficiency.
cruise missiles requires the following:
The sustainer propulsion system specifi-
cally designed and qualified for the
Harpoon missile is the J402-CA-400 turbojet.
This paper will attempt to describe the
engine within the context of the above
missile system requirements, review its
Contributed by the Gas Turbine Division of THE AMERICAN SOCIETY OF current status, and briefly describe a
MECHANICAL ENGINEERS for presentation at the Gas Turbine Conference & family of low cost derivative engines which
Products Show, March 9-12, 1981, Houston, Texas. Manuscript received at cover a range of thrusts from 178 daN (400
ASME Headquarters December 23, 1980.
pounds) to over 445 daN (1000 pounds) for
Copies will be available until December 1, 1981. missiles, RPV's, and aerial targets.
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COMPONENT MATERIAL
1 AIR INLET HOUSING • C355
2. AXIAL COMPRESSOR ROTOR CAST 17-4 PH
3. STATOR HOUSING L355
4. RADIAL COMPRESSOR SHROUD CAST 17.4PH
5. RADIAL COMPRESSOR - ROTOR CAST 17-0 PH
6. RADIAL DIFFUSER N-155
7. AXIAL DIFFUSER CAST INCO 718
FIGURE 1. J402-CA-400 Cross
Section. The engine flowpath and
materials are identified.
Enqine Description
The J402-CA-400 engine for the Harpoon
missile is a fundamentally simple turbojet,
Figure 1. An axial-plus-centrifugal
compressor, an annular fuel slinger fed
combustor, and a single stage axial turbine
constitute the primary aerodynamic compo-
nents. The aerodynamics of the engine were
derived directly from the J69-T-406 turbojet
through a 32% scale. The J69 parent engine
is used in the Teledyne Ryan Aeronautical
supersonic target drone, the BQM-34E.
Structurally, however, the engine is
completely different as indicated in part
by the comparison shown in Figure 2.
s ^ ^
FIGURE 2. Comparison of the
J402-CA-400 and J69-T-406. The
J402 is aerodynamically a 32%
scale of the J69 parent engine.
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The axial compressor incorporates low
aspect ratio rotor blading and a double row
stator. The centrifugal compressor is
characterized by a high specific speed
impeller and a low radius ratio diffuser.
The compressor configuration was selected
for its high tolerance to inlet distortion,
and as an optimum compromise between com-
pressor pressure ratio, airflow per unit
projected frontal area, low cost, and low
risk. The initial configuration studies
considered designs ranging from multi-stage
axials to a single stage centrifugal; the
final selection competitively proved to be
superior in terms of all of the considered
COMPONENT MATERIAL variables.
8. COMBUSTOR HOUSING INCO 718
9. COMBUSTOR SHELL N-155 The combustor incorporates a fuel slinger
10. FUEL SLINGER 174 PH arrangement integral with the main shaft.
11. TURBINE INLET NOZZLE
12. AXIAL TURBINE
N-155
INCO 100
Fuel is introduced at combustor pressure
13. EXHAUST DUCT WITH N-155 into a tube contained within the main shaft
INTEGRAL NOZZLE which feeds the slinger. The slinger is an
14121 integral part of the rotating shaft and
provides a dynamic head equivalent to about
4000 psi at rated engine speed. The slinger
holes in the shaft are open, and quite large
compared to the orifice size required to
merely pass the flow. They do not, there-
fore, form a restriction. As a result, the
combustor fuel supply system has the
capability of handling a broad range of
fuels, including those that may be highly
contaminated, or of a slurry type
containing solid particles. A more
detailed description of the annular
combustor/slinger fuel system is provided
in Reference 1.
Because of the fuel slinger arrangement, a
portion of the primary zone air must be
ducted to the inner combustor by means
downstream of the combustion process.
Ducting is accomplished by hollow turbine
nozzles (Figure 1) which, as a consequence,
are regeneratively cooled. This approach
to an integrated turbine nozzle/combustor
design has a significant advantage in a
short life engine; it provides the capabi-
lity for relatively high turbine inlet
temperatures compared to engines designed
with solid vanes. The turbine rotor, in
lieu of the nozzle, becomes the temperature
limiting component.
All of the engine subsystems requiring
shaft power are directly driven at shaft
speed by the main shaft. This eliminates
)6 the need for an accessory drive gear box
The only powered accessory on the current
J402-CA-400 engine is the fuel pump. It is
housed in the exhaust tail cone as part of
an integrated fuel control hydraulics
package (Figure 3). This package essen-
tially consists of only two components, a
centrifugal fuel pump, and a proportional
solenoid-actuated metering valve. The
valve is located downstream of the pump to
minimize the fuel boost pressure require-
ments. Fuel is pumped to the valve,
J402-CA-400 5553 through the center of the pump, through a
hollow splined shaft which drives the pump,
and into the fuel supply tube which feeds
the fuel slinger. The fuel management
system is integrated with the simplest
possible drive system.


METERING VALVE frame and is grease packed. The original

design included a grease packed thrust
FLOW FENCE bearing. However, the latter could not
SHARP EDGE reliably satisfy the full range of environ-
FLOW ORIFICE
COMPENSATOR ni mental operating conditions; specifically
the cold soak start where intermittent
DISCHARGE INLET failure was experienced due to bearing
^u« FUEL IN skidding and inadequate lubrication. It
was, therefore, replaced by a closed sump
system which contains a small quantity

IMPELLE R (65CC) of oil to both lubricate the bearing

and reject heat to the surrounding aluminum
housing. A small impeller, mounted on the
shaft adjacent to the bearing, ensures a
CENTRIFUGAL continuous suppy of oil at all engine atti-
PUMP TO ENGINE 12923 tudes. The engine is capable of running
continuously in any attitude and does not
FIGURE 3. J402-CA-400 Fuel have a defined circumferential orientation;
Hydraulics Package. it can be installed in a vehicle in any
rotated position.
The metering valve proportional solenoid is
controlled by a full authority, electronic
analog computer. The successful qualifica-
tion and production of such a full authority
system represents a major industry mile-
stone. The unit provides all of the start,
transient, governing, and limiting control
functions. In addition, it has built in
test capability which allows the system to
be fully checked out as part of the Harpoon
Missile System Test Sequence (MSTS).
A more detailed description of the fuel
control system is provided in Reference 2.
ALTERNATOR

ENGINE
T _
-- MAIN

7
11122
,^_.^. - SHAFT

FIGURE 5. Pyrotechnic Start and

I. - -- -
ALTERNATOR ' fuse lines.
BEARINGS ----
FIGURE 4. YJ402-CA-400 Front End
Cross Section. The nosecone
houses a direct drive alternator.
In the original Harpoon engine configura-
tion, a drive was provided to power an
alternator housed in the nose cone. It,
too, was directly driven by the main shaft
as shown in Figure 4. This engine config-
uration was qualified for the initial
flight test program and powered all of the
early flights. The alternator was ulti-
mately eliminated in favor of a battery
which was determined to be more cost
effective. An adaptation of the original
alternator system was later incorporated
into a variant of the engine and qualified
for a target application (discussed below)
The lubrication system is self contained
and non-circulating. The thrust bearing is
supported by the inlet housing, and is
contained in a closed sump for lubrication.
The roller bearing is supported by the rear
T N Ignition System. A single squib
j - _., - - " ALTERNATOR simultaneously fires all four
DRIVE QUILL
SHAFT
cartridges through rapid firing
--s 6786
A single, rapid, reliable start is funda-
mental to the missile application. To
accomplish this, both the cranking power
and combustion ignition are provided by
pyrotechnic cartridges, Figure 5. The
cranking cartridges impinge on the centri-
fugal compressor impeller and provide
approximately 500 horsepower during a
nominal 2.3 second firing cycle. The
ignition cartridges are recessed into the
combustor housing to meet the restrictive
installation diameter. When fired, they
provide a 1760 0 C (3200°F) flame appro-
ximately 20 centimeters long for 7 seconds.
The cartridges are oriented at an angle so
that the flame does not impinge on the
shaft. All four cartridges (cranking and
ignition) are ignited through a single
missile common electrical squib. This
squib ignites a rapid firing fuse line
(Hivelite) which simultaneously fires each
of the four cartridges. The fuse wire
approach minimizes the engine/missile
electrical interface and greatly simplies
the sensitivity to Electromagnetic
Interference (EMI) and enhances system safety.

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 configuration; note, for example, the
HARPOON MISSILE flattened engine fuel line, Figure 8.
RADAR WARHEAD FUEL The inlet system is a particularly impor-
ALTIMETER TANK
tant variable in terms of volume optimiza-
MIDCOURSE tion. It represents a relatively large
GUIDANCE empty space that is direcly tradeable with
SEEKER fuel volume. The Harpoon missile carries
approximately 100 pounds of fuel. Rela-
JET

BOOSTER tively small volume variations can,

ENGINE (SEPARABLE) therefore, noticebly affect range. The
flush inlet concept (Figure 7), was
AIR LAUNCHED
LENGTH - 151 INCHES determined to be optimum in terms of fuel
WEIGHT - 1,115 LBS. volume to accomplish the mission. However,
LENGTH - 180 INCHES
it does not provide the best achievable
SHIP LAUNCHED inlet recovery and flow distortion
WEIGHT - 1,425 LBS. 13270
characteristics. High inlet distortion can
be generated during start and maneuvers.
FIGURE 6. McDonnell Douglas Operability under such adverse conditions
AGM-84A (HARPOON) Cruise was a major concern during the early
Missile. development of the engine. The selection
of the J402 engine configuration was based
partly on the proven distortion tolerance
characteristics of the parent engine, the
J69-T-406. In order to address this
concern, a very specialized inlet test
FUELTANK - !I 1 J1 CAS
system configuration was developed for
environmental engine evaluation.
STARTER
CARTRIDGE
The most critical engine inlet conditions,
FLOOR OF ENGINE from a distortion point of view, occur
INLET DUCT SUPPORT
MOUNT (3) 37571 during engine start. The missile must
attain cruise from a sea level launch
FIGURE 7. AGM-84A Sustainer without requiring boost to altitudes which
Section. The engine is tightly might expose the missile to detection. In
integrated to maximize use of order to meet this requirement, the engine
available volume. must start and reach full power (0 to

41,000 rpm) within approximately 6 seconds
ENGINE
MOUNTING

INSULATED COVER after the booster and engine inlet cover
FOR EGT PHOBE (2)
HOLE (5) are ejected. The combination of engine
FUEL INTERFACE
CONNECTION I
inlet flow rate during start, and the
dynamic conditions established by sudden
ejection of the inlet cover and booster,
establishes the highest degree of inlet
distortion experienced by the engine during
flight. The design of the test facility,
therefore, attempted to duplicate these
conditions as closely as possible so that
IE potential problems could be identified and
:ABLE corrected prior to engine qualification and
flight test.

DUCT-TO-ENGINE PYRO START

PYRO FUSE LINE TO L- -- F
INTERFACE JOINT CARTRIDGE (2) IGNITE CARTRIDGES (TYP)
17191

FIGURE 8. J402-CA-400 Engine.

Engine/airframe interfaces are
identified. -

System Integration 9548

The Harpoon missile, (Reference 4), houses FIGURE 9. Missile Engine Inlet
the sustainer engine in the rear of the Test Configuration. The system
fuselage with air supplied by a flush is designed to simulate missile
inlet, Figure 6. The engine compartment is operating conditions.
extremely volume limited, which is generally
characteristic of all missiles. The maximum
engine frame diameter is twelve inches and The test inlet configuration shown in
it fits within a 13.5 inch airframe, Figure Figure 9 was adapted to the existing
7. The installation drives the design of Teledyne CAE altitude chamber facility.
the external lines, fittings, and engine The key components are the dynamic "pop"
mounted equipment into a tightly packaged valve and the distortion screen adapter,

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TEST SCREEN
17206
FIGURE 10. Inlet Distortion
Generator. A variable density
screen provides the required
distortion pattern.
mounted in sequence in the inlet system
ahead of the engine. Prior to starting,
the "pop" valve is closed and the facility
air supply bypasses the engine. At start,
the valve is actuated, reaching the fully
open position in approximately 1/10 of a
second, and redirecting the flow through
the engine. This establishes the dynamic
flow conditions simulating inlet cover/
booster ejection. Inlet flow distortion is
provided by a screen which is designed to
provide the appropriate pressure distortion
pattern for the flight condition being
simulated. A typical screen design is
shown in Figure 10 along with the resulting
distortion pattern generated at the engine
inlet face.
FIGURE 11. Missile Engine
Environmental Test Chamber. The
system generates the full range
of required ambient and flight
conditions.
The inlet system (Figure 9) is adapted to
an altitude facility which controls the
inlet temperature and pressure, and the
engine back pressure to simulate the full
range of required ambient and flight condi-
tions. A schematic of the facility is
provided in Figure 11. In addition to being
able to simulate steady state conditions, a
liquid air system is provided to create a
dynamic change in inlet temperature (steady
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FUEL TANK INTEGRATION
MEASURED PATTERN
17213
FIGURE 12. Fuel System
Integration Test. The complete
missile fuel supply system and
engine are tested in the
environmental chamber.
state temperature is controlled by inlet
heaters or refrigeration). This is accom-
plished by injecting liquid oxygen and
liquid nitrogen at appropriate rates into
the engine inlet air supply manifold.
The fuel supply temperature is also
separately controlled such that the condi-
tions simulating missile storage and sudden
entry into a different thermal environment
can be simulated.
The facility proved to be extremely
valuable. The full range of expected
environmental operating conditions was
simulated and problems identified that
would not otherwise have been isolated
until system qualification and flight
test. One of the more significant tests
accomplished was validation of the airframe/
engine fuel management system interface. A
complete Harpoon missile fuel supply system
was provided by McDonnell Douglas and
mounted in the environmental test chamber
as shown in the photograph, Figure 12. An
evaluation of the fuel management system
was made under each of the critical start/
environmental conditions. This program
Sao
1.00
0.98 0 S/N T-E 20309
❑ S/N T- E20318 O ^^^
096 0 S/N T-E20323
OPEN SYMBOL SCREEN 11 • • •
0.94 CLOSED SYMBOL. SCREEN H
0.92
HALF FILLED SYMBOL: SCREEN 9
PERCENT EXHAUST GAS
TEMPERATURE RISE
J402.CA-400 ENGINE SPECIFICATION
--- LEAST SQUARE FIT
- rte u o oe o0 00 • •
600 800 1000 1200 1400 1600
DISTORTION INDEX. KD2
13440
FIGURE 13. J402 Inlet Distortion
Characteristiccs.
V_ resulted in elimination of all fuel system
integration design problems prior to
initiation of flight test.

The initial concern, operation under highly

distorted inlet flow conditions, were proven
to be unfounded. Typical inlet distortion • 1
rit ■
M:
:■ :■:■ ■^■ ■ ■ ■ii■
:::■I■^^■. ■:MI■: ■■■:M
■■■■■■■uiI
■■■:
■ ■■ ■ : ■ ::

UuuU
u.

characteristics are shown in Figure 13. ■ ■■■■■ ■■■■■ ■

•UU ■■:■:■i.M

Under normal cruise conditions, the distor-
tion index (KD2) is below 600, and no
performance loss is experienced. Above a
KD2 of 600, there is an increasing perfor-
mance loss as indicated by the figure, but
at a lower rate of increase than originally
anticipated (and which was included in the
engine specification). No operability
problems were identified during any of the
test programs, which include engine tests
in the facility described above, full scale
missile wind tunnel tests, and flight
test. Even under the worst conditions, no
engine instability or its onset was ever
detected.
Qualification Program
Engine qualification programs for unmanned
vehicles have historically been unique to
the application. The qualification tests
tend to be highly mission oriented and
address the full range of expected critical
operational conditions. In many respects,
the philosophical approach currently being
established in the manned engine field was
preceded in the unmanned field by about 15
years.
The Harpoon program is a prime example of
this philosophy. A unique qualification
program was established by the U.S. Navy
Small Turbine Engine Branch, Navair 5362,
for the Harpoon program office. it
deviated significantly from conventional
thought, making it somewhat controversial
in its conceptual stage. History, however,
has validated the approach as a major
contributor to the eventual success of the
missile system.
24375
FIGURE 14. J402-CA-400
Qualification Test Program.
Thirty-four engines were used to
validate 14 specification
elements.
AOIIJIIi umnu
..:.:.:.:n
:::::::u
'I
:■ ii: ■iii
:■■:::::: ■■
■:a :::::::moons::: :'■':
40795
FIGURE 15. Fuel Control
■
Qualification Tests. Sixteen
units were used to validate 14
specification elements.
patterned after that required for rocket
propulsion because of the similarity in
general problem statements. Its basic
character was that of a reliability program.
Eleven active and two passive tests were
established to cover the spectrum of opera-
tional requirements; each was to be repeated
three times. A thirty engine test program
was established to execute the tests.
A number of problems were identified during
the program, and these resulted in several
design changes being implemented prior to
completion of qualification. As a result,
the program was expanded to include an addi-
tional three-engine penalty run. The pro-
gram was successfully completed in August
of 1974. An additional (engine 34) random
vibration test was also added to evaluate
on-board storage environments during
aircraft carry. Figure 14 summarizes this
program, identifying the tests, engines,
and scheduled completion date.
Each of the major J402-CA-400 engine
subsystems was subjected to component level
qualification in addition to the engine
level tests. This included the alternator,
the cartridge start and ignition system,
and the fuel control. Each of these
programs was similarly comprehensive and
included a number of units. The fuel con-
trol qualification test program is summa-
rized in Figure 15. It included tests on
16 units, of which 15 were conducted at
Hamilton Standard facilities, and the 16th
at government facilities as a system level
test (EMI).
The overall engine development and qualifi-
cation program included:

o 187 engine builds,

It was recognized that the "wooden round"
concept would result in generation of rela- 0 149 hours of engine testing,
tively little field data with which to
monitor the integrity of the system during o 2,129 engine starts of which
its early operational period. As a result, 811 were full pyrotechnic
a qualification test program was proposed, cartridge starts, and

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 o a three step qualification
wherein two preliminary flight
readiness test programs, Initial
Flight Rating Test (IFRT) and
Preliminary Flight Rating Test
(PFRT), preceded Model
Qualification Test (MQT).
The above program data show how the
development and qualification effort was
directly related to the missile applica-
tion. Very little endurance time was
required or accumulated because of the
short operating life requirement of the
engine. Operational reliability was
primarily concerned with start reliability
and infant mortality. The MQT effort
repeated this emphasis and, as history has
proven, was very successful in meeting its
objective.
FIELD EXPERIENCE
The Harpoon missile system is validated for
a broad spectrum of launch platforms. it
is currently deployed on surface ships,
submarines, and aircraft, a summary of
which is provided in Figure 16. Deployment
includes not only the U.S. Navy, but 12
allied nations as well. This provides the
broad range of field experience which has
developed the Harpoon into a mature weapon
system. As of July 1980, 146 missiles were
test fired against targets with about 87%
success rate.
FIGURE 16. Harpoon Missile
Deployment. The missile system
is validated for launch from
surface ships, submarines, and
aircraft.
A report by Byrd Engineering to the U.S.
Navy (Reference 5), summarizes the
J402-CA-400 sustainer reliability as of
June, 1979. Of the 61 firings completed at
that date, one confirmed and one possible
engine failure had been experienced. These
results provide an engine flight reliabi-
lity of between 0.967 and 0.984. At the
end of 131 flights (July 1980), one addi-
tional possible engine failure had occurred,
providing a current reliability between
.977 and .992. For the assigned failure,
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the problem was traced to the fuel control
connector which was subsequently modified
to correct the problem.
The fuel control has the advantage that it
can be exercised while the missile is static
to provide a complete check out of the
electronics. An operability verification
procedure is therefore available that can
be exercised in conjunction with periodic
missile systems tests. The test is part of
a complete missile electrical systems
checkout and is conducted at least 3 times
on each missile prior to its initial
deployment. These checks have resulted in
the isolation and correction of a number of
problems that were not detected during
production quality control checks and
acceptance test of the engine. Of 1,216
engines delivered to date, 36 anomalies
were thus identified, later confirmed as
deficiencies upon return of the engines.
An additional 13 were also identified, but
these could not be confirmed. Thus,
approximately 3% of the delivered engines
have been rejected for corrective action.
Several design modifications have been
executed as a result since initial system
deployment. The significance of this
program is that it was able to isolate and
correct problems that were not detected
prior to engine installation, thus
preventing possible operational failures.
Prior to engine qualification, 19 start/
ignition cartridge system failures occurred
which were subsequently corrected. No
system failures have occurred since. The
high reliability experienced may be due, in
part, to the system redundancy. Two each
of the start and ignition cartridges are
provided; only one is required to meet the
system requirements. Although there is no
confirmed case of a cartridge failure, a
flight recorder trace of one otherwise
successful missile launch indicated a minor
anomaly possibly attributable to one start
cartridge failure. Since the missile was
expended, there was no way to confirm
this. Even assuming a failure, the total
start system reliability record remains
unblemished.
LONG TERM STORAGE
The basic design target for long term
storage was 5 years without special
handling, maintainance, or protection. The
engine compartment is not hermetically
sealed and is therefore open to atmospheric
conditions. Achievement of the long term
storage goal was fundamental to the "wooden
round" concept. Considerable technical
effort, therefore, was directed at
developing and validating such a storable
system.
Material selections were made with
corrosion resistance high on the list of
criteria. Wherever possible, materials
were chosen that were believed to have
adequate corrosion resistance without
special protection. Cost was also a major
 consideration and the final material
selection was based on the cost trades
between:
o Fabrication cost impacts due to
the castability, weldability, and
machinability properties of the
material
o Design-related costs arising
from design/material structural
properties' relationships
o Added costs due to special
processes for corrosion protection
The results of the anaylsis provided the
selection of the materials summarized in
Figure 1.
The storage life of the materials is limited
primarily by general and pitting corrosion,
and by cracking caused by stress corrosion.
Stress corrosion was the primary concern in
high pre-load areas such as the bolted
front and rear shafts. Because of its high
resistance, 17-4PH steel was selected for
these areas. In addition, components made
of this material and the 300 series alloys
are passivated to improve their corrosion
resistance.
The one material identified as potentially
prone to corrosion problems is the cast
C355 aluminum which is used for the engine
inlet and stator housings. Its corrosion
resistance was determined to be insuffi-
cient to meet the storage requirements.
10693
FIGURE 17. Cast C-355-T61
Anodized Aluminum Test Panels.
Severe corrosion is experienced
after 30 days exposure to SO2
salt spray.
Therefore, a program was initiated to
determine the most effective solution to
the problem (Reference 6). The extent of
potential corrosion is indicated by the
test pieces shown in the photograph, Figure
17. These were anodized and subsequently
exposed to SO2 salt spray for thirty days.
The approach selected for protection of the
housings was an electro-dip polyester
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coating (E.I. duPont "370-010 Line"). It
showed a very high resistance to corrosion
during the initial test program, and has
since been verified by field experience.
Several programs were initiated to validate
the long term storage and handling, all
completed successfully. During the quali-
fication program discussed above, three of
the engines were submitted to an accelerated
corrosion test. An atomized salt solution
was sprayed into the engine until the
interior was thoroughly soaked. The engine
openings were then sealed, the engine
stored for one week, and subsequently
endurance tested to validate its integrity.
Prior to qualification, four engines were
set aside for sea and air tests in the
operational environment. These tests were
diagnostic in nature to provide engineering
data on corrosion susceptibility. A ship-
board test was conducted for seven months
on board a destroyer. The engine was
stored in a simulated missile container and
exposed through a hole in the container.
The unit was mounted on the destroyer deck
to establish the worst probable shipboard
storage conditions. The results were very
favorable, with only minor deterioration.
A second test was conducted to investigate
the air carry environment. A missile was
stored under the wing of a P-3B aircraft for
12 months. The aircraft accummulated 390
hours of flight time in 191 sorties. The
results of this test were also very favor-
able, with no significant problems
identified.
As part of the ongoing storageability
evaluation, the U.S. Navy is conducting
accelerated aging tests at the Indian Head
Naval Ordnance Station. Eleven engines
were acquired 5 years ago and each year two
of these are tested and returned for
evaluation. All but one of the engines
have been successfully tested, the latest
two being in July 1980. One engine exper-
ienced a bearing failure, later assessed to
be a quality problem not related to long
term storage. As of this date, the engine
appears to be capable of achieving its
design goal of 5 years in the field without
maintenance. The only identified area of
concern is an oil seal leakage problem
which is currently under investigation.
Design For Low Cost
The overall program, from the initial
engine configuration studies through today,
has been heavily driven by cost as a major
consideration in all design decisions
(References 7,8,9,10, & 11). It was well
understood from the beginning that afford-
ability would be a major driver in order to
field the quantity of missiles required for
an effective weapon system.
The engine program was initiated with the
premise that available manufacturing tech-
nology would be used throughout. The risk

of predicating the design on technology
unproven in production could not be assumed.
The approach to cost minimization, there-
fore, was directed towards a design which
would:
o make maximum use of castings,
o minimize the number of parts
through unitized construction and
multi-function castings
o minimize engine accessory
requirements and accessory drive
system complexity
o select tolerances which would
not require expensive finishing
operations, and
o coordinate the design with
manufacturing processes that would
minimize the number of
manufacturing set ups.
TABLE I J402-CA-400 PARTS BREAKDOWN
QUANTITY
MAJOR PARTS OR SUBASSEMBLIES .....
MINOR PARTS (40 TYPES OR SIZES) ......
FASTENERS (41 TYPES OR SIZES) .... ...
TOTAL PARTS .............. .....
TOTAL PARTS (TYPES OR SIZES) .....
Lø Q:7
TABLE
I CASTINGS
CASTINGS FABRICATIONS
7►
FIGURE 18. J402-Engine
Assembly. Castings form the
major components of the engine.
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I
Table I summarizes the engine parts break-
down. There are only 15 major parts or
subassemblies, most of which are castings.
Figure 18 shows the primary engine parts,
identifying the castings and major fabri-
cations. All of the aerodynamic flowpath
is cast to dimension and requires no
finishing operations.
149 PARTS
H
:
16 PARTS
15376
FIGURE 19. 3402 and J69 Rotor
Comparisons. Simplification
results in elimination of 89% of
15 the parts.
55
The simplification of the engine design is
246 apparent when compared to the parent 369
engine. Although the aerodynamics were a
316 direct scale, virtually every detail of the
mechanical design was changed to reduce
96 cost. An example of the simplification
process is provided in Figure 19 which
compares the rotating systems. The parts
31032 count has been reduced to 11% of the parent
design.
II MODEL J402-CA-400 COST DISTRIBUTION
Material Fuel Control 23.0
Start System 5.6
Castings 17.6
Forgings & Bearings 6.1
Miscellaneous 10.7 63.8
ODC 0.7
Labor 35.5
100.0%
Table II summarizes the engine's cost
distribution, breaking down the material
allocations by class. It shows that the
greatest material costs are the accessories
(28.6%) and the castings (17.9%). The
large relative expenditures in castings are
indicative of the low overall engine cost.
24391 Castings are significantly less expensive
than equivalent parts made by more conven-
tional methods, providing major reductions
in machining and fabrication costs for
aerodynamic hardware and complex frames.
9
 i BO

LL
f 30
0
C
4

1.
100
90
70
60

40

20

RI ____
10

FIGURE 20. J402-CA-400

Manufacturing Hours. The
■^^■^'^:^w
I

20

learning curve slope is 82% for

the first 5 production buys.
MEN
■rte"

..

30 40 50 60 80 100
_j_ _
CUMMULATIVE NUMBER OF UNITS PRODUCED

The relationship of accessory cost to total

engine cost is consistent with experience
^_■ice■■
mim ■ ■■

200
Irr^

300 400 500 600 800 1000

I
38476
Derivative Applications

There are a number of engine configurations

that have been derived from the J402-CA-400,
ranging in thrust from 178-da N (400 pounds)
to over 535 da N (1200 pounds). Six of
these configurations are in hardware, and
will be discussed briefly below. A summary
of these engines is provided in Table IV.

MOM-107 "STREAKER"

FIGURE 21. Variable Speed

J402-CA-700 31057

on most engine designs. This also shows
that the accessory cost, in sum total, has
been reduced in correspondence with that of
the basic engine.
TABLE III J402-CA-400 ENGINEERING CHANGES
Englneening Changes Total
1972'3
1974
229
179
1975 107
1975 94
1977 65
1978
1979
63
58
AUG 1980 25
TOTAL 820
— — --
The cumulative result of all of the engi-
neering changes, production process changes,
and production efficiency improvements is
summarized in Figure 20. It provides the
history of engine manufacturing hours from
the first production run of 23 units to
completion of the most recent production
run of 577 units. Over a total of 1154
engines, a "learning curve" slope of 82%
was achieved. The curve is highly indica-
tive of the evolutionary process of optimi-
zing the design and fabrication approach
for cost minimization. The large number of
cost related modifications made during the
program is illustrated in Table III. Out
of 820 Engineering Changes implemented to
date, 29% are cost improvement related.
Most of these have been relatively minor in
nature, but in total, have resulted in a
significant overall engine cost reduction.
CURRENT PRODUCTION DEVELOPMENT& DEMONSTRATOR ENGINES
Training Target (VSTT) and Its
Propulsion System.
The first derivative engine to be put into
production is the J402-CA-700 turbojet for
the VSTT (Variable Speed Training Target).
Engineering Changes Cost Improvement
This vehicle, designated as the BQM-107,
Anti Corrosion/Heat Treat
Materials
55
32
was developed by Beech Aircraft Corporation
Optional Parts 17
27
for the U.S. Army. A photograph of the
Dimensions
ProAoCibllily 5 vehicle and the -700 variant of the J402 is
Ease of Manutactunng -
Cost Reduction
65
17 shown in Figure 21. The target is designed
I
Castings -agree with Foundry Practice
Parts Rework
14
3
to fly at speeds from 250 to 500 knots and
Shelf Items 1 altitudes from sea level to 12,000 meters
- - - -- — TOTAL 236 (40,000 feet). It satisfies a number of
target missions including target banner
tows, IR tows, and direct target missions
for weapon quality control test firings. A
more detailed description of the system is
given in Reference 12.
There were four basic changes made to the
J402-CA-400 parent engine for the longer
life VSTT application. These include:
o The addition of an alternator
for electric power
o Replacement of the cartridge
start and ignition system with a
reusable system - air impingement
cranking and primer fuel/electric
spark ignition.
o Modest performance derating to a
maximum thrust of 285 da N (640
pounds) to accommodate the 15 hour
TABLE IV J402 AND DERIVATIVE TBO requirement.

CU2--400 Jn02CA , 7U0 3129 0_1T 313.5

o Replacement of the grease packed
ENGINE MODEL

PFLICATION ARPOON VSTT MISSILES FASM VSTT MISSILES MISSILES

rear bearing with a fuel
d TARGETS GROWTH BTARGETS ITTARGETS lubricated rear bearing.
HRUST -PAN 293 2R5 8 206 760 <63
T Ilosl 16W1 16401 (440) 16401 fT601 19101 It 0901

SFC IS) Nr 1.22 123 116 The alternator was derived from the system
helm let I1201 11201 11201 11 21) 11.1<1 IT031 (l09)
originally developed for the Harpoon
RFLOW -Kgs
AI I-)
4<
19.61
4.3
(9.5)
31
(63)
6
R.551
46
110.11
6.3
113.91 110.41 (Figure 4). Two basic changes were made.
ENGINE W EIGHT - Kg St 59 The alternator mounting provisions were
Ilpl 11001 (1 12) 1921 11011 11121 (1a]I (1371
modified to provide better vibration
NRUSTIWEIGNT Je NfKg
T I1—)
6.5
(6.61 151) 14-8I
6.9
I6. U1
6.]
16.81 (It) (1.6) isolation (to eliminate a potential shaft
NRUSTIFRONTAL AREA 089)1112 3110 3610 2150 3610 0110 6404 dynamics problem that had previously been
T 116111 21 (114) 17511 14691 (751) (992) 111381 1230)
encountered) and the alternator was also

10

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 moved forward to accomodate the oil sump
incorporated in the final J402-CA-400
engine configuration. No problems with
engine shaft/alternator system interaction
have been experienced with this
installation.
The life limiting component in the missile
engine (J402-CA-400) is the grease packed
rear bearing. In order to meet the longer
life target engine requirements, the rear
bearing lubrication system had to be
modified. After a number of studies, it
was determined that it was technically
feasible to provide a fuel lubricated rear
bearing, and that this approach would
provide the lowest cost system. The
feasibility had been demonstrated several
years previously when a J69 engine and
gearbox were successfully lubricated with
fuel.
^r
FUEL
JET 24386
FIGURE 22. J402-CA-700 Rear
Bearing. Fuel provides both
lubrication and cooling.
In the case of the VSTT engine, fuel is
supplied directly from the pump discharge
by tapping through the hydraulics package
housing as shown in Figure 22. Fuel
supplied from the pump is metered through a
pressure drop device. The fuel is then
impinged directly on the rear bearing where
it provides both lubrication and cooling.
The expended fuel is mixed with compressor
discharge air and expended aft of the
turbine rotor. Both the fuel and the air
are carefully metered to provide a mixture
above rich limit blowout under all opera-
ting conditions. This prevents ignition of
the mixture within the bearing compartment.
The compressor discharge air is provided
primarily to buffer heat flow from the
turbine disk to the bearing. Adequate
cooling can then be achieved with the small
amount of fuel that is provided (approxi-
mately 0.8% of the fuel flow)
The Teledyne CAE designated Model 372-i1A
is a growth version of the J402-CA-700 VSTT
engine and is currently being developed
under contract for the U.S. Army. The
growth engine is compared to the existing
configuration in Figure 23. Two basic
modifications have been incorporated:
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GROWTH ENGINE —
MODEL 372.11A
HIGH FLOW AXIAL ROTOR RETAPERED TURBINE RO
fl
VSTT BASELINE ENGINE — J402-CA-700
26567
FIGURE 23. Comparison of the
Existing and Growth Versions of
the VSTT engine.
o A low aspect ratio, higher flow
axial compressor stage.
o A retapered turbine rotor with
higher temperature, higher
rotational speed capability.
These two components retrofit the existing
hardware with minor modification to the
adjacent components. The combination of
these two changes produces a 15% increase
in the thrust capability.
Another J402-CA-400 derivative is currently
under development for the General Dynamics
BGM-109 MRASM (Medium Range Air-To-Surface
Missile). The engine is a J402-CA-400 with
VSTT-derived modifications incorporated to
provide an alternator drive and a fuel-
lubricated rear bearing. The latter is
required for the extended flight duration
of the MRASM.
The MRASM alternator is installed similar
to the VSTT (as opposed to the original
Harpoon alternator). Although the power
output has been increased, the basic
physical integration remains the same. The
only modification is to the inlet housing
strut which carries a larger cable bundle.
F _ _ = Lam• ^^
.^
40642
FIGURE 24. Model 372-9. Removal
of the J402 axial stage provides
a 400 pound thrust class turbojet.
The remaining variants of the J402 family
were developed by changing the number of
axial compressor stages. The Model 372-9,
Figure 24, removes the axial stage to reduce
the thrust to 178 da N (400 pounds). This
configuration has been successfully tested.
The objective of the variant is to provide
a very low cost propulsion system for
missile and target applications.
11
 The Model 373 series provides propulsion in accommodates differential axial motion
the 445 da N(1000 pound) thrust class. The between the shafts. The design had been
performance increase is achieved by adding proven previously on a similar derivative
an axial supercharging stage. A substantial of the J69 parent engine.
increase in thrust to weight and thrust per
unit frontal area results since the basic Two variants of the Model 373 are currently
engine diameter continues to remain under company development. Both are
unchanged. identical in basic configuration except for
the turbine rotor blade material. The
DEMONSTRATOR CONFIGURATION Model 373-5 incorporates cast IN 100 rotor
blades and is designed for a maximum
J402 TURBINE
turbine rotor inlet temperature of 1930OF
(1054°C) (nominal 50 hour design life).
The Model 373-5B incorporates single crystal
r F rotor blades which allows the turbine rotor
inlet temperature to be increased to
1140oc (2080°F). Little additional
change to the basic J402 hot end design is
required for the higher temperatures for
39907
PRODUCTION CONFIGURATION the following reasons:

FIGURE 25. Model 373-5. The o Even with the considerably

demonstrator and production higher turbine rotor inlet
configurations are compared. temperature, the added compressor
stage extracts sufficient work to
leave the turbine discharge
The Model 373-5 has been under company
temperature roughly equal to the
development for several years. Demonstra- current J402 level.
tion of the compressor configuration has
been completed in both the engine and test o The turbine nozzle vanes are
rig. Figure 25 shows a comparison of the regeneratively cooled (as
demonstrator engine used for the test and discussed previously).
the production configuration. The former
is configured with the new compressor The turbine rotor blade, therefore, is the
design, but driven by an existing J402 prime limiting element in the engine. By
turbine. The demonstrator validated the incorporating single crystal blades, a
new front shaft suspension system, the considerable increase in temperature can be
compressor performance, the combustor, and achieved with little impact to the overall
the starting characteristics of the engine design.
engine.

CENTRIFUGAL
The Future Of Small Enqine Technol
COMPRESSOR
1st STAGE AXIAL 2nd STAGE AXIAL REAR TURBINE The J402-CA-400 engine developed for the
Harpoon weapon system has spawned a new
f
COMPRESSOR COMPRESSOR FUEL SHAFT ROTOR
SLINGER /

7
family of low cost turbojets for a number
1 ^ of unmanned applications. Each
incorporates the same engine frame size,
the same low cost design approach, and the
same basic engine subsystem design approach.
The overall configuration design philosophy
was established ten years ago. Extension
AXIAL SHAFT — of this philosophy into a low cost family
THRUST BEARING MAIN SHAFT
REAR BEARING
of engines has evolved over nearly a decade
AXIAL SHAFT MAIN SHAFT
DRIVE COUPLING THRUST BEARING and is still progressing. U.S. defense
22578
program emphasis on small engine technology
has increased substantially over the last
FIGURE 26. Model 373-5 Rotating few years with the inception of tactical
System. The two rotating shaft and cruise missile systems. These systems
assemblies are supported on three have established themselves as highly
bearings. cost-effective weapon systems, justifying
continued engine technology development.
In executing the 373 configuration change, Many new component technology programs are
the J402 axial stage was removed and a now under way which are clearly aimed at
redesigned pair of axial stages substi- small turbine engines for unmanned vehicle
tuted. Because of the increased length of applications. Because of their short life
the shaft system, the existing bearing requirements, much technology that is high
suspension system required modification. risk in man carrying engines becomes
The new shaft system is shown in Figure feasible in the expendable engine field.
26. It incorporates two separate shaft These provide ideal vehicles with which to
assemblies mounted on three bearings, and test and develop such technology since they
coupled by a spline drive which supports have a much higher probability of incorpor-
the rear of the front shaft assembly and ating the resulting improvements into

12

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production. Putting such new technology
into production also provides greater
weight of emphasis on future development,
aiding progress towards the long life
applications. The combination of new high
priority vehicle applications, and the
7
recognition of the cost effectiveness of
proving new technology in small, limited
life applications appears to provide a
bright future for the small jet engine
field.

1. Maskey, H. C., Marsh, F. X., "The 7. Kidd, W.E., Murray, D.L., "Low Cost
Annular Combustion Chamber With Short Life Gas Turbine Design", ASME
Centrifugal Fuel Injection", SAE No. 71-GT-69, January 1972.
444C, January 1962.
8. Kidd, W.E., "Turbine Powerplants
2. Prue, D. A., "Engine Control For For Missiles - Cost Improvement
Harpoon Missile System", AGARD Requirements", SAE No. 730364, April
Pre-Print No. 151. 1973.
3. Hamburg, Glenn W., Moyer, Thomas 9. Benstein, Eli H., "Small Flying
D., Smith, Raymond, Van Huysen, Robert Engines Are Different", AIAA No.
S., "Design and Development of 74-1185, October 1974.
Low-Cost, Self-Contained Bearing
Lubrication Systems for Turbine 10. Smith, R., "Manufacturing/Design
Engines", Journal of Aircraft, Vol. 12 Technology For Low Cost RPV Engines",
No. 4 April 1975. RPV Association, March 1975.
4. Meller, R., "The Harpoon Missile 11. Schiller, Robert P., "Powering the
System", International Defense Review, Unmanned Vehicle Of The Future... Will
Vol. 8, No. 1, February 1975. We Be Ready? Can We Afford It? How?",
RPV Association, June 1978.
5. Holbrook, R.O., Kline, Steve,
"Summary of Harpoon Sustainer 12. Bird, Calvin R., Hagebush, William,
Reliability", Bird Engineering-Research "Flight Testing Of Small Engines For
Associates, Inc., June 1979. Diversified Missions", AIAA No. 75-999,
August 1975.
6. Prati, John, "Electrocoating Of
Aluminum Components For The Navy
Harpoon Turbojet Sustainer Engine",
Technical Paper, Tri-Service Corrosion
Of Military Equipment Conference 1974.

13

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