69-GT-57

The Society shall not be responsible for state-

ments or opinions advanced in papers or in dis-
cussion at meetings of the Society or of its
Divisions or Sections, or printed in its publications.

Discussion is printed only if the paper is published

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in an ASME journal or Proceedings.
$1.50 PER COPY Released for general publication upon presentation

75C TO ASME MEMBERS Copyright © 1969 by ASME

Design Requirements and Objectives for

Commercial Aircraft Propulsion Systems
G. P. SALLEE
Development Engineer,
Power Plant & Noise Technology,
American Airlines,
New York, N. Y.

With the past ten years commercial airlines have begun to move away from their direct
dependence on equipment developed by the military. This departure from almost
traditional methods of doing business has led to a need for the airlines to define in greater
detail the requirements that each new type of equipment must meet for satisfactory
airline use. Military equipment in the past served as a technical base line.Today there is no
base line equipment and the airlines must shoulder the responsibility for defining the base
line requirements. This paper is directed at a few of the important base line requirements
for commercial aircraft propulsion systems. In summary, engines must be designed to be
installed in aircraft not on a test stand. The design must be directed toward long life, ease
of repair, and good long term installed performance. All power plant subsystems must be
integrated into the installation, tested early and thoroughly as part of the power plant,
and be more reliable and maintainable than current equipment in service.

Contributed by the Gas Turbine Division for presentation at the Gas Turbine Conference & Products
Show, Cleveland, Ohio, March 9-13, 1969, of The American Society of Mechanical Engineers.
Manuscript received at ASME Headquarters December 31, 1968.
Copies will be available until January 1, 1970.

THE AMERICAN SOCIETY OF MECHANICAL ENGINEERS, UNITED ENGINEERING CENTER, 345 EAST 47th STREET, NEW YORK, N.Y. 10017
Design Requirements and Objectives for
Commercial Aircraft Propulsion Systems
G. P. SALLEE
INTRODUCTION
Today there are at least five major large
engine development programs underway specifically
for commercial aircraft application. These devel-
opment programs represent an investment in excess
of 1.5 billion dollars in the future of commercial
aviation. These engines, even though some have
been adapted from military designs, are being spe-
cifically designed for commercial aircraft.
One of the most significant failings of cur- MANAGEMENT OBJECTIVES
rent generation aircraft power plants has been in
the area of integrating the engine and pod into a
system which faithfully and reliably perform their
tasks.
The major portion of today's unreliability
is traceable to equipment and parts added to the
engine by the aircraft manufacturer. It is worth-
while noting that past practice has led to only
limited running of the engine as installed. In
general, high time engines have about 250 hr of
testing prior to the aircraft being introduced
into commercial service. In commercial service,
this time is accumulated in the first 30 to 40
days of operation. Is it any wonder that switches
valves, instruments, connectors cause a never end-
ing series of problems? As a case in point, sta-
tistics on one existing aircraft show that the de-
parture delays over 15 min caused by items in the
power plant are distributed as follows: 3 percent
due to basic engine, 67 percent due to accessories
and 30 percent due to instrumentation.
The subject of maintainability and reliabili- have complete design, tooling, manufacturing, per-
ty (M&R) have been subjects for a great deal of
discussion. Today M&R is the responsibility of
many groups. All the talk and all the group will
achieve very little until these areas are treated
with equal design importance to performance and
safety. R&M must be in the original design or all
the airlines can do is optimize their handling of
the unreliability to minimize its impact.
One of the most significant failings of the
airlines has been the failure to specify in detail
what they need in terms of power plant design fea-
tures. In August of 1967, American Airlines is-
sued a 64 page specification covering in detail
its desires in terms of power plant design, per-
formance, maintainability, reliability, develop-
2
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mental testing, and so on. This document formed
a base line from which the DC-10 and L-1011 power
plant designs were formulated. Presented herein
are excerpts from the revised version of that docu-
ment. They are written in such a manner as to be
directly incorporated in contracts or specifi-
cations.
Intent
The aircraft contractor shall be the total
systems contractor and shall have the ultimate re-
sponsibility for a satisfactory aircraft in air-
line use. It is desirable and strongly recommendea
that the propulsion system be contracted for as a
complete subsystem of the aircraft. The purpose
of this requirement is to achieve a propulsion sys-
tem approach to design to insure compatibility of
the engine, the engine environment and the aircraft
systems that interface with the propulsion system,
and that the design meets all requirements for FAA
certification and is satisfactory in airline usage.
It is a further purpose to achieve through the
combined efforts of the aircraft contractor, the
propulsion system subcontractor and the airline
customers a higher level of system performance, re-
liability and of maintainability than would be
possible without an integrated effort.
The propulsion system subcontractor should
formance, warranty, and service support responsi-
bility for his product from the initial design
phase through the life of his product in airline
service.
It is the intent that the propulsion system
subcontractor have the broadest possible flexibil-
ity in arriving at the specific solutions to the
requirements of the aircraft system. The aircraft
contractor's participation and surveillance should
be concerned with assuring that total system ob-
jectives are met, to insure integration and incor-
poration of the airline requirements and to make
the aircraft contractor's experience available to
the subcontractor. It is essential for airlines
to participate in sufficient depth to maintain a
thorough understanding of all aspects of the pro- craft as selected by the pilot.

ram to insure that the system as designed best • Delivery of pneumatic and shaft power as
reflects its needs. required for normal or abnormal operation of acces-
ory or support systems of the engine installation
Responsibilities of Propulsion System Subcontractor or aircraft.
It is desired that the propulsion system sub- The above stated purpose shall be accom-
contractor have the following responsibilities. plished in conjunction with meeting other power
• Design, develop, test and provide for plant installation requirements such as safety,
complete detail fabrication, manufacture, and de- maintainability, and serviceability.
livery of the assemblies in accordance with the

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requirements established by this document, as re- Reliability Guarantees
fleeted in the aircraft and propulsion system spe- The subcontractor and the aircraft contractor
cification, and such other requirements as may be shall mutually agree on guaranteed reliability
applicable. values which the propulsion system package will
• Be responsible for the performance, noise meet or exceed during the last six months of the
level, smoke level, structural integrity, durabili- first year and the last six months of the third
ty, maintainability, and reliability of the design, year that the aircraft is in commercial service.
including responsibility for fatigue life, han- The first year shall commence with the introduc-
dling, wear, and dimensional accuracy and, further, tion of the first certificated aircraft into com-
the responsibility for any redesign, requalifica- mercial service.
tion, and retooling necessary to correct deficien-
cies in the product caused by either nonconformance
with his responsibilities, or as a result of flight Corrective Action
If the actual reliability values experienced
tests, ground tests, static tests, FAA certifica-
tion requirements, or service experience.
in service are less than the reliability values
guaranteed, the subcontractor shall at his expense
• Be responsible for rapid response to and
repair, modify, consign spares and redesign the
corrective action for in-service problems. As a
part of any proposal a detailed description includ- equipment as necessary to obtain six months of op-
eration within the guaranteed value.
ing a flow diagram of the correction of problems
which occur in service should be included. All

items of the propulsion system as well as vendor Component Selection Policy
The policy for selecting system components
components must be covered. Particular emphasis
from the standpoint of reliability should consist
should be given to the response time of both the
subcontractor and his vendors. A specific defini- of selecting the best component now in airline
tion of a program which the subcontractor will em- service and improving that component's design as
ploy to assure rapid response for correction of in- follows.
• Survey the reliability record of function-
service problems of his vendor items is of major
importance. ally suitable components in airline service to
discover those having the best reliability records;
• Be responsible for insuring the compati-
i.e., highest MTBF.
bility of accessories and components with the en-
gine and environmental conditions. • Hold conference with vendors and with the
airline or other personnel who repair these compo-
nents to determine the modes of failure which con-
General Design Criteria
The intended purpose of the propulsion sys- tribute most to the unreliability. Improvements
tem package is to perform all of its normal func- should be developed with the vendor to reduce the
incidence of the principal modes of failure. It
tions on the aircraft during any and all environ-

mental conditions encountered on the ground or in is intended that these be detail improvements
flight during or following normal scheduled dis- rather than minor changes. For example, if a part
patch of the aircraft. It shall be compatible with wears out perhaps a better material can be found;

the aircraft systems that interface with it and if a bearing has a short life, perhaps a larger

shall meet all requirements for certification and bearing can be substituted without major redesign,
satisfactory airline usage. These functions in- or perhaps a higher quality bearing can be found.
clude but are not necessarily limited to the fol- • Incorporate these improvements in the
lowing: specification of the chosen component and demon-
Delivery of thrust levels as selected by strate the improvement. Develop first article and
•
the pilot for propulsion of the aircraft. production inspection procedure to maintain this
• Delivery of reverse thrust to the air- quality in production.

3
Maintainability
It is intended that the propulsion system
and its components supplied by the subcontractor
have equal or lower maintenance costs than corre-
sponding systems and/or components now in airline
service. These objectives must be met through in-
creased time between inspection, servicing, repair,
replacement and/or overhaul; minimum number of per-
sonnel, skill levels and time to accomplish the
maintenance functions mentioned; and by reduced
spares/replacement parts requirements.
The maintainability objectives for the sys-
tme and its components must be achieved through an
engineering approach which translates maintenance
requirements into definitive design and equipment
requirements. The subcontractor's tradeoff and/or
design reviews shall assure that maintainability
is given equal consideration with other design
factors and that commonality, simplicity and air-
craft dispatch keynote maintenance considerations.
Complexity is to be avoided wherever possible.
Consideration shall be given in the design
of maintainability features in the propulsion sys-
tem package to insure that they are integrated
with the maintainability features of, and access
to, the engine and result in the optimum overall
configuration. For example, consideration shall
be given to provisions in the pod for engine sup-
port during various stages of partial engine dis-
assembly.
Access to individual components of the en-
fine or installation for servicing or removal
shall be such that it will not be necessary to
remove other equipment or components to gain
access.
Materials utilized shall be compatible with
normal field service repair procedures and equip-
ment insofar as practical. Where new materials
or manufacturing methods, not now in airline serv-
ice, are employed, the subcontractor shall develop
and provide appropriate repair procedures.
Propulsion System Condition Monitoring
The subcontractor shall work with the air-
craft manufacturer and the airlines in establish-
ing and developing an advanced engine and pod com-
ponent condition monitoring system. This system
shall include both aircraft installed condition
monitoring equipment and aids for ground trouble-
shooting the engine, engine components, and pod
, 2 Inlet losses associated with pressure
components.
PERFORMANCE REQUIREMENTS
Installed Peformance
The subcontractor shall specify and guaran-
tee the thrust and specific fuel consumption of
4
the installed engines, including pylon effects,
under static takeoff conditions. These guarantees
shall include all installation effects such as air
bleed, power extraction, inlet loss, nozzle per-
formance, drag, and so on.
In addition, the subcontractor shall specify
and guarantee the in-flight thrust and specific
fuel consumption of the installed engine.
The subcontractor shall establish and sub-
stantiate with the aircraft contractor procedure
for the determination of in-flight net thrust at
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any engine operating condition. This procedure
may be based on the nozzle thrust coefficient meth-
od or equivalent of gross thrust determination and
will be suitable for the determination of installed
engine performance under both steady state and
transient operating conditions (both airplane and
engine). This mutually established procedure will
be the basis for evaluating the installed engine
performance in flight and, if necessary, would es-
tablish the need for further investigation and
correction of any engine deficiency.
The subcontractor's plan for substantiation
of installation losses shall also be specified.
The thrust and specific fuel consumption of
the bare engine, equipped with reference inlet and
exhaust hardware, may suffer degradation from a
variety of effects, including the following:
(a) All Engine Positions.
I Acoustic treatment.
2 Bleed air requirements for airframe sys-
tems and engine and cowl ice protection.
.j Basic inlet duct losses relative to ref-
erence hardware.
4 Fan discharge losses relative to refer-
ence hardware, taking, into account maximum toler-
ances on fan discharge area.
5 Nacelle and pylon drag, taking account
of cowling discontinuities, deviation from lofted
surfaces and air leakage.
6 Drag due to leakage through the fan re-
verser (when stowed in normal flijlt) into the
external air flow over the fan cowling.
7 Shaft power extraction for accessory
drives.
(b) Additional Losses Associated with a Fuselage
Engine Installation.
1 All losses associated with the inlet
boundary layer control system.
and velocity distribution as well as average lev-
els at the engine inlet face.
Ground and Flight Idle
With the power lever in the ground idle po-
sition, the thrust shall not exceed 5 percent of
the takeoff (T.O.) thrust available at ISA + 15 C
day conditions. The flight idle thrust between (measurable by standard aircraft instrumentation),
Sea Level and the maximum altitude of the engine 80 percent of the stated value during engine tran-
operating envelope shall not exceed 10 percent of sient operations after 15 min of operation at max-
T.O. thrust available at ISA + 15 C day conditions imum cruise thrust, and 150 percent of the stated
and shall be shown in the specification performance values without structural damage.
curves.
Thurst Transients
During the selection of power lever posi-
tions in any sequence and at any rate, there shall
be no overspeed, over-temperature, combustion in-
stability, or fan/compressor instability. Power
lever movements shall be 0.5 sec or less, and the
time required to accomplish 95 percent of the
thrust change shall not exceed the values speci-
fied below for standard day conditions. Corre-
sponding acceleration times for nonstandard day
conditions, changes in altitude and effect of in-
creased air bleed shall be specified in the engine
specification. The total time required to accom-
plish each specified transient and reach stable
operation shall not exceed the time specified for
95 percent of the change in thrust plus 10 sec.
The times specified below shall be achieved while
withdrawing bleed air and horsepower load from the
accessory gear box specified for normal aircraft
operations at standard day conditions.
(a) From flight idle to takeoff thrust
available, 5 sec up to 150 knots indicated air-
speed (IAS) at Sea Level.
(b) At 10,000 ft and at or above 125 KIAS,
from flight idle to takeoff thrust 8 sec with max-
imum airbleed combined with maximum horsepower ac-
cessory load.
(c) From flight idle to maximum reverse
thrust available, 5 sec.
(d) From 30 percent takeoff to takeoff
thrust available, 3 sec up to 150 knots IAS, at
Sea Level.
(e) From takeoff thrust to maximum reverse
thrust available, 6 sec under all thrust reverser
operating conditions at Sea Level.
(f) From maximum reverse thrust to ground
idle thrust available, 5 sec under all thrust re-
verser operating conditions.
(g) From 35 percent takeoff thrust to
flight idle thrust available, 2 sec from Sea Level
to 10,000 ft at a minimum of 100 knots IAS.
(h) From flight idle to ground idle or
ground idle to flight idle, 2 sec at Sea Level.
Inlet Distortion
As a minimum, the engine shall be capable
of accepting the following levels of air inlet
pressure distortion. The engine shall demonstrate
its tolerance to the full values of distortion
shown without measurable performance degradation
Distortion Patterns at the Fan Entrance
Produced by Screens
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Values shown are the loss in total pressure in
percent within the enclosed annulus area.
In addition to the requirements stated
above, the propulsion system shall be free of
stall during transient and steady state operation
under static conditions with the inlet distortion
produced by a 50 knot crosswind.
Environmental Conditions
The package shall be capable of certifica-
tion for operation in unlimited icing conditions,
in any or all conditions that will be encountered
during commercial aircraft operation, except for
fuel temperature and viscosity conditions beyond
the limits noted herein.
It shall be a design requirement to maintain
ambient air temperature in the accessory section
below 225 F under extreme temperature conditions .
Noise
Noise Limits & Guarantees. The propulsion
system design shall incorporate noise reduction
and suppression techniques. The maximum perceived
noise levels from the propulsion system sources
including suppression effects shall be guaranteed
at pertinent conditions in still air on a 90 F day
with 70 F ground level dew point and standard alti-
tude lapse rate. The noise levels in PNdb's shall
be in accordance with SAE ARP 865 dated Oct. 15,
1964 without time correction.
Demonstration. Demonstration of noise lev-
els guaranteed shall be made under suitable condi-
tions agreeable to the airlines.
Smoke
The smoke emitted from the gas generator of
the engine shall not exceed a Von Brand continuous
filtering smoke meter reflection reading of 25 per-
cent at any usable level of power from ground idle
to takeoff at any flight speed from Mach number of
0 to 0.6 and altitudes between Sea Level and 5000
5
ft. Demonstration of the smoke level shall be ac-
complished using a Von Brand continuously filter-
ing smoke meter modified to the extent necessary
for compatibility with the exhaust gas temperature
and utilizing a tape rate of 4 in./min with a flow
through the tape of 0.) standard cubic feet per
square inch of tape. The sampling probe shall be
designed to obtain the gas sample directly from
the exhaust streaming with no less than 25 percent
of the sample being obtain isokenetically. The
readout shall be accomplished on a Photovolt re-
flecting meter utilizing a standard light source
and based on an average of five readings taken on
a 5 in. length of tape. The tape shall be of such
porosity as to collect 95 percent of all particle
5 microns or larger in size. In addition, the
smoke emitted from the engine shall not be of a
shade-of-gray density darker than No. 1 on the
Hinglemann Chart within the operating envelope pre-
viously specified, nor shall the engine emit par-
ticulates larger than 6o microns in size. The Von
Brand reflectance reading of 25 percent shall be
based on a black paper reflectance of 0 percent
and a white paper reflectance of 100 percent. As
operating time is accrued, the smoke emission
shall not exceed a reflectance reading of 30 per-
cent.
ENGINE DESIGN REQUIREMENTS
General
The engine shall have permanent reference
points to be used for the purpose of alignment and
reference in plating, machining, balancing and en-
gine buildup. The reference points serving this
function shall not be subject to wear or distor-
tion. The use of body bolt holes for concentrici-
ty and alignment is unacceptable.
Provisions shall be incorporated to facili-
tate checking the alignment of shaft to shaft con-
nections, squareness of components to their respec-
tive shaft. For shaft to shaft connections heli-
cal splines are preferred.
Body bolt holes shall be capable of bushing
and sufficient material shall be provided for re-
furbishing such holes.
Dowel bolts shall not be used in rotating
assemblies as radial alignment and load carrying
members - rabbeted joints or snap diameter provi-
sion are preferred.
Fretting and Galling Protection
All bolted disk/disk, disk/shaft, or shaft/
shaft attachments must be designed or otherwise
protected from fretting and galling. Current ex-
perience would indicate that improvement is re-
quired. Additionally, all air tubes, clamping de-
6
vices or other components in contact with compres-
sor disks must have anti-fret protection on both
the component and bores.
Labyrinth Seals
Knife-edges of labyrinth seals must run
against a soft abradable material to maximize
knife-edge life.
Stationary seal linings should be easily re-
placeable, preferably bolted. Backing plates
should be designed such that unlimited replacement
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of abradable material is possible.
Nibrazing or EB weld repair of knife edge
seals must be developed.
Bearings
All bearings should have anti-rotation de-
vices to prevent spinning, wear and metal debris
development. If bolted, attachment/alignment sur-
faces must have anti-fret treatment.
Bearing balls, rollers, races, and cages
should be considered interchangeable where pos-
sible.
Sumps must be easily replaceable.
0-Ring Installations
Blind o-ring installations must not be
"blind," i.e., it must be possible to insure that
the o-rings are not cut or gouged during installa-
tion. 0-ring seals must not be used on internal
oil lines or in the combustion section.
We question the adequacy of single o-ring
seals at the junction of gearbox drive housing and
engine. We have experienced considerable wear and
leakage on engines using double seals and suggest
incorporation of a more positive seal.
Compressor Vanes
Compressor vane platform ledges should be
protected with silver, moly spray, and tungsten
carbide or equivalent in the proper stages in the
progression from forward to rear. Provisions to
apply peripheral loading on the vane assemblies in
the casings shall be provided to eliminate rela-
tive motion.
Combustor/Fuel Nozzles
Fuel nozzle ferrules must be durable and
should be easily replaceable without the need for
spot welding. In addition, increased durability
of fuel nozzle shrouds is required.
We believe that myriads of small cooling
holes and slots in annular combustor assemblies
will be extremely critical regarding distortion,
closure, and so on, and that such distortion will
occur frequently in service. Every effort should
be made to produce a configuration not critical in Rotating members 10,000 10,000 25,000 25,000
this respect. Fan blades & com-
Fuel nozzles should be self cleaning to elim- pressor blades
irate carbon buildup and resultant clogging or hot Rotating members 6,000 6,000 20,000 20,000
streaks in combustor. Turbine blades
Combustion section support/sliding areas Rotating members 15,000 15,000 30,000 30,000
should be highly wear resistant. Stellite 51 is Fan disks, com-
suggested for this application. pressor disks,
spacers, hubs,
Turbine shafts and asso-

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Nozzle guide vanes should be weld repairable ciated components
without a requirement to strip coating. Addition- Rotating members 15,000 15,000 25,000 25,000
ally, coating should be such that localized appli- Turbine wheels,
cations can be made for patch repairs. spacers, shafts
Nozzle guide vane leading and trailing edges and associated
should be repairable by installing a new segment components
employing nibraze or an equivalent process.
Turbine cases and components must be designed a SLPI - Service Life Per Installation
to be satisfactory with regard to distortion, rail b TSL - Total Service Life (with inspection/repair)
wear, repair welding and machining maintenance,
distortion free turbine tip shroud assemblies, and
matching of used case halves with new halves in Engine Instrumentation
lieu of scrapping entire assembly. Performance monitoring and thrust setting
High turbine inlet temperatures require that parameters shall be displayed separately for each
all components forming the cooling air passage be engine.
designed with an absolute minimum of exposure to The design and installation of all engine
leaking, clogging, and so on. In addition, an- indicating transmitters and switches shall take
ticipating that inspection limits on these compo- into consideration the complete engine vibration
nents will be extremely critical, ease of repair spectrum in all modes of operation as well as tem-
and restoration is mandatory. peratures to be encountered on the ground, in
flight, and after engine shut-down.
Engine Component Design Life Care should be taken to prevent damage to
The components of the engine shall have, as pressure transducers due to pressure transients.
a minimum with normal maintenance and repair, the As a minimum the provisions for indication
design life capabilities as listed below: of the following' for the engine shall be in-
stalled:
• In reverse indicator light
SLPI a TSLb • Reverser intransit indicator light
Hours Landings Hours Landings 1 Pressure Ratio Indicator (Pointer and
Stationary compo- digital readout with settable target bug and digi-
nents 10,000 10,000 35,000 35,000 tal readout)
Casings, frames, • Exhaust Gas Temperature Indicator (Pointer
compressor sec- and digital readout)
tion guide vanes, • N1 Engine Tachometer (Pointer and digital
accessory drive readout)
casings, inlet • N2 Engine Tachometer (Pointer and digital
adapters and as- readout)
sociated compo- • Fuel Consumption Rate Indicator (Pointer
nents and digital readout)
Stationary compo- • Oil quantity indicator
nents 6,000 6,000 25,000 25,000 • Oil temperature indicator
Combustion cham- • Oil pressure indicator
ber, turbine noz- • Oil low pressure indicator light
zle guide vanes, • Oil filter bypass warning light
exhaust nozzles • Fuel filter bypass warning light
and associated • Fuel temperature indicator
components • Engine vibration indicator

7
 • Engine breather pressure indicator
• Fuel consumed indicator (digital readout)
The engine indicating equipment to be used
in the aircraft and for AIDS shall be tested dur-
ing propulsion system reliability testing for a
minimum of 1500 simulated flight cycles.
Starter System Design
Each engine shall be equipped with a pneu-
matic starter system consisting of a low pressure
air turbine starter, and a starter shut-off valve,
piping and wiring. The valve shall be installed
between the pylon and the starter.
The starter air valve shall incorporate man-
ual override provisions operable without opening
the cowl. Starters may incorporate automatic cut-
out switches if required. The starter drive pad
spline will be oil mist lubricated. Other acces-
sory drive pads will have pressure lubricated
splines. The design of the starter shall provide
containment of damage from failure due to over-
speed.
Start valve position indication will be pro-
vided in the flight compartment. This may be ac-
complished by a pressure or mechanical sensing
system. The sensing portion of the indication
system shall be included as well as all necessary
lines, wiring and so on required.
The starter valve shall incorporate adequate
means to prevent valve malfunction due to bleed
air contamination or freezing of accumulated
moisture.
A starter QAD shall be provided.
A three position start switch shall be pro-
vided which shall momentarily be held in the
ground start position by a solenoid or equivalent.
The start switch shall return to the center OFF
position when the engine reaches starter cutoff
speed. The third switch position shall be for
inflight starting.
The starter oil sump shall contain suffi-
cient oil to require infrequent servicing, and
shall be independent of all other oil systems in
the power plant. Exhaust from the pneumatic
starter shall be expelled within the cowling.
There shall be no magnesium used in the
starter.
Tne starter design shall be an integral part
of the aircraft pneumatic system and shall be de-
signed with the objective of providing a fully
satisfactory start after extended use (4000 to
5000 starts).
The engine starting system shall be designed
to permit re-engagement while the engine is rotat-
ing at maximum windmilling speed in the normal
direction.
8
POWER PLANT DESIGN REWIRE14ETS
The propulsion system on a shippin, stand
ana in a neutral QEC ccnfiiuration shall be trans-
portable by truck without violati any over the
road constraints or rquirin special permits by
any state in the Unite -d States of ALerf,_:o
Power Plant
The engine, engine mounted accessories, and
nacelle structure shall be detachable as a demount-
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able power plant unit, without impairinE the ad-
justment of the over plant control
Power Plant Assemblies
The time for removal and replacement of any
demountable power plant (QEC) shall be less than
2 hr.
The build-up time from a neutral over plant
(QEC) configuration to that required for wing or
aft positions shall be less than 2
The inlet duct retention syste (wing: en-
gines) shall permit removal or installation of
the duct in JO min elapsed time.
Flexible mounts and/or acoustic gi.-.pi
shall be installed if found to be essential during
testing.
The installation shall be designed to incor-
porate the use of plain bearings, simple machine
elements and standard parts to the fli_est extent
practicable.
Accessory Cooling
The nacelle cooling and ventilating; system
shall automatically provide the required cooling
airflow for the engine, aircraft accessories and
for the nacelle structure.
The design of the installation shall provide
an operating; environment compatible with the en-
gine and accessories employed. Ambient tempera-
tures shall be automatically maintained at a level
consistent with the shortest possible accessory
cool down time for maintenance, and accessory lon-
gevity and minimum fire hazard. Charring of
lines, decomposition or hydraulic fluid, burning
of paint, and so on, shall not occur.
Fan air may be used for ventilation and
cooling system.
The effect on the fire extinguishing system
should be considered in sizing and locating the
discharge points. A ventilation air shutoff
valve, operated by the fire extinguisher control,
may be necessary.
Drainage System
A drain can shall be installed to contain
fuel drained from the engine fuel manifold when
the engine is shut down and at a range attitude of
0 deg to 15 deg. The drain can shall be auto-
matically emptied in flight above approximately
210K and shall have provisions for manual draining
on the ground. The capacity of the drain can
shall be sufficient to handle one normal shutdown
and two false starts.
Pneumatic System
The primary source of pneumatic power for
air conditioning, cabin pressurization, cowl and
airfoil ice protection shall be either low or high
pressure engine bleed air.
The pneumatic installations shall be self-
contained within the pod with support and provi-
sions for thermal expansion provided. All the
ducting in the fire zones shall be fireproof.
Fire seals shall be provided at all points where
penetration of fire walls occurs. Duct wall tem-
peratures shall be less than 550 F or shall be
insulated to prevent fire.
g Janitrol m -type duct connectors shall be
used. The bleed port connections shall be of the
bolted flange type.
Flexibility at the engine and pylon mating
points shall be provided to accommodate normal
manufacturing tolerances and QEC (Quick Engine
Change) requirements.
Temperature Regulation
A bleed air pre-cooler and temperature con-
trol system will be installed (if required) in
the pylon pneumatic system to automatically limit
the temperature of the bleed air supply for air
conditioning and wing ice protection to a nominal
450 F. The bleed air pre-cooler shall not be
mounted on the engine and shall be designed for
a minimum of at least 10 percent overcapacity to
allow for inservice repair.
Engine fan bleed air shall be utilized as
the cooling medium with a modulating valve and
shall be located within the package.
TESTING
Engine Low Cycle Thermal Fatigue Tests
An engine shall complete 1000 cycles of the
low cycle thermal fatigue test prior to initiation
of the FAA certification testing. At least the
maximum allowable imbalances specified for the
engine rotating components and assemblies shall
be incorporated prior to the engine buildup. A
calibration and recalibration run at the start and
completion of the initial 1000 cycles shall be
performed. Prior to the engine calibration, the
power control fuel schedule shall be preset to
obtain fast starts, fast restarts, and rapid ac-
celerations to provide starting temperatures, ac-
celeration temperatures, and temperatures at least
at the rated maximum values. Deceleration fuel
schedules shall be preset to provide maximum ther-
mal shock. The customer air bleed shall be set to
provide maximum permissible bleed airflow. The
accessory and power takeoff pads shall be loaded
to provide accessory rated loads. The transient
data shall be obtained to assure that the present
preset values are established as specified above.
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Post test balancing of compressor and turbine as-
semblies shall be accomplished after engine tear-
down, prior to cleaning the assemblies, and after
cleaning the assemblies. The results of pre-test
and post-test balancing shall be compared in the
final report.
A minimum of 100 starts preceded by at least
a 2 hr shutdown shall be accomplished at regular
intervals throughout the test. In addition, 120
false starts shall be accomplished.
Following completion of the FAA certifica-
tion test, an engine or engines, as required, to
the parts standard of the FAA certification engine
shall be subjected to additional cycle testing.
These cycles should be accumulated such that the
test engine or engines remain 3000 cycles ahead of
inservice engines.
Propulsion System Compatibility and Reliability
Test
The contractor shall conduct a reliability
test created to demonstrate satisfactory fatigue
life, durability, reliability, stability, and me-
chanical integrity of the propulsion system.
The reliability test shall be designed to
simulate a foreshortened flight profile such that
maximum thermal gradients shall be imposed on en-
gine components. Concentration of the testing is
to be accomplished at critical speeds and where
high stress is apparent. Operation of all engine
systems (such as anti-icing, customer air bleed,
inner stage air bleed, hydraulic system, electri-
cal system, performance indication system, and so
on) shall be demonstrated throughout the test.
Speed relationships between rotors shall be changed
on multiple rotor engines by selecting customer
air bleed, anti-icing air bleed, extracting acces-
sory power, and so on, and combinations thereof.
The duration of the test shall be specified
by the contractor but shall as a minimum exceed
1000 cycles, prior to FAA certification testing.
This systems testing shall be continued using an
engine(s) to the parts standard of the FAA certi-
fication test engine with the intent of remaining
3000 flight cycles ahead of the high time in serv-
ice engines.
9
Propulsion System Altitude Tests
An engine shall be subjected to altitude
tests which shall consist of operation and air
starting checks at several selected thrust condi-
tions around the operating limits envelopes speci-
fied for the engine in the model specification,
except that portions of these tests may be accom-
plished on separate engines. The points covered
on these envelopes shall include, insofar as pos-
sible, the entire ambient temperature range and
the altitude rating points. The test points se-
lected shall be the minimum necessary to demon-
strate the engine operating and air starting (hot
starts and cold starts) envelope(s). Loading of
the accessory drives and bleed extraction will be
required during these tests. The continuous duty
ignition system shall be in operation, with rated
input voltage, at all times after a normal start
sequence has been completed.
The altitude tests shall be accomplished us-
ing the primary and alternate fuels. The engine
shall be calibrated prior to and after testing.
The test points shall be as specified in the spe-
cification. Operation at each point shall be lim-
ited to the duration required to establish the
performance characteristics of the engine at that
condition. Each test point shall be conducted
with compressor bleed airflow as required for both
engine and aircraft. The tests need not be run in
the order listed. Maximum runs shall be made us-
ing all thrust augmentation, if applicable. When
special emergency features are provided in the
control, these features shall be tested during the
test schedule. Operation shall be conducted to
obtain the following data.
• Steady State Operation. A sufficient
number of engine thrust settings shall be selected
for each specified altitude test condition to es-
tablish the engine operating and performance char-
acteristics.
• Transient Operation. The transient per-
formance specified shall be demonstrated and re-
ported.
• Air Starts. Within the engine air start-
ing envelope a normal air start demonstration and
a relight after an engine flameout shall be ac-
complished to demonstrate the air starting envel-
ope without continuous ignition system in opera-
tion. The continuous ignition system shall be
demonstrated at the same points and utilizing the
same flameout technique. With the continuous ig-
nition system in operation, the engine shall dem-
onstrate that it will reignite and return to
stable operation without any manipulation of the
engine power lever.
Sufficient data shall be corrected by a
method suitable to the aircraft contractor to de-
10
termine compliance with the altitude ratings and
validity of the altitude performance curves in the
specifications. Comparison of observed test data
and performance obtained during the test to the
specified performance shall be made by application
of suitable correction factors specified for the
engine in its specification.
Inlet Distortion
An engine, to essentially the same parts
list as the certification engine, shall be tested
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to establish conformance with the inlet distortion
requirements.
Oil Flow Interruption Tests
An engine, to essentially the same parts
list as the certification engine, shall be oper-
ated at maximum continuous rated thrust for 50
sec in which only air is supplied to the inlet of
the oil pump. The engine shall operate without
damage during this period and 30 min thereafter.
Anti-Icing Test
An engine, to essentially the same parts
list as the certification en g ine, shall be sub-
ject to anti-icing tests to demonstrate compliance
with FAR requirements.
Atmospheric Water Ingestion Tests
An engine, to essentially the same parts
list as the certification test engine, shall dem-
onstrate at sea level static conditions, compli-
ance with the water ingestion requirements by op-
erating satisfactorily under conditions of around
idle to maximum thrust with data recorded for at
least 2, 3.5, and 5 percent of the total airflow
wei g ht in the form of water (liquid and vapor).
Resulting data shall be reported. Following the
water ingestion test, the engine shall be disas-
sembled sufficiently for inspection to establish
that adequate clearances were maintained and that
no damaging rub or detrimental rubbing occurred
during the test. Also, the gas-flow path parts
shall be examined for any damage resulting from
the test.
Sand Ingestion Test
An engine, to essentially the same parts
list as the certification test engine, shall be
calibrated and subjected to a 10 hr run at maximum
cruise thrust, with sand introduced into the en-
gine inlet. The 10 hr run at maximum cruise rat-
ing shall include at least one deceleration to
ground idle and acceleration to takeoff rating
each hour (throttle movements within 1 /2 sec) or
until the operation results in a stall. During
the first hour of the test, ten 1-min operations
of the anti-icing systems and other bleed outlets
from the engine shall be performed. The engine
shall be recalibrated following the 10-hr run, and
then disassembled as necessary for inspection to
determine the extent of sand erosion and the de-
gree to which sand has entered bearing and other
critical areas.
Low and High Temperature Starting & Acceleration
Tests
An engine shall be subjected to low and high
temperature tests to demonstrate compliance with
starting and acceleration requirements.
All data required shall be recorded during
each start. Starting and operating capabilities
shall be accomplished with maximum torque loading
applied to accessories installed on the accessory
drive pads, and with an air bleed setting capable
of providing maximum customer air bleed.
The test will be considered successful when
four successive starts have been satisfactorily
accomplished within the time limits specified and
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the engine has demonstrated ability to accelerate
to maximum continuous thrust.
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