Training Manual 85-21

J85-21A Training Guide
Table of Contents
Table of figures ............................................................................................................................... V
INTRODUCTION .............................................................................................................................. VI
1 BASIC ENGINE....................................................................................................................... 1-7
1.1 GENERAL ........................................................................................................................ 1-7
1.2 FRONT FRAME SECTION ............................................................................................ 1-7
1.3 COMPRESSOR SECTION ................................................................................................. 1-9
1.3.1 General ................................................................................................................... 1-9
1.3.2 Compressor Stator Assembly ................................................................................. 1-9
1.3.3 Compressor Rotor Assembly................................................................................ 1-10
1.4 VARIABLE GEOMETRY COMPONENTS ......................................................................... 1-11
1.5 MAINFRAME SECTION ................................................................................................. 1-11
1.6 ENGINE ACCESSORIES SECTION .................................................................................. 1-13
1.7 COMBUSTION SECTION ............................................................................................... 1-14
1.8 TURBINE SECTION ....................................................................................................... 1-16
1.8.1 General ................................................................................................................. 1-16
1.8.2 Turbine Stator Assembly ...................................................................................... 1-16
1.8.3 Turbine rotor Assembly ....................................................................................... 1-16
1.9 BASIC ENGINE COOLING .............................................................................................. 1-17
1.10 AFTERBURNER DIFFUSER SECTION .......................................................................... 1-18
1.11 AFTERBUPNER AND VARIABLE EXHAUST NOZZLE SECTION .................................... 1-20
1.11.1 Afterburner Casing and Liner Assembly .............................................................. 1-20
1.11.2 Variable Exhaust Nozzle Assembly ...................................................................... 1-21
1.12 AFTERBUPNER COOLING ......................................................................................... 1-22
2 LUBRICATION SYSTEM ......................................................................................................... 2-1
2.1 GENERAL ........................................................................................................................ 2-1
2.2 OIL TANK ........................................................................................................................ 2-1
2.3 LUBE AND SCAVENGE PUMP ......................................................................................... 2-2
I
2.4 OIL FILTER ...................................................................................................................... 2-3

2.5 OIL COOLER ................................................................................................................... 2-3
2.6 SUMP CENTER VENT SYSTEM ........................................................................................ 2-3
2.7 LUBRICATION SYSTEM OPERATION............................................................................... 2-5
3 ELECTRICAL SYSTEM ............................................................................................................. 3-1
3.1 IGNITION SYSTEM .......................................................................................................... 3-1
3.1.1 General ................................................................................................................... 3-1
3.1.2 Ignition Unit ........................................................................................................... 3-1
3.1.3 Igniter Plug ............................................................................................................. 3-2
3.1.4 Ignition Unit Specifications .................................................................................... 3-3
3.2 TACHOMETER GENERATOR AND ALTERNATOR ............................................................ 3-3
3.2.1 Alternator ............................................................................................................... 3-3
3.2.2 Tachometer Generator .......................................................................................... 3-3
3.3 ANTI-ICING VALVE ......................................................................................................... 3-3
3.4 OIL PRESSURE TRANSDUCER ......................................................................................... 3-4
3.5 NOZZLE POSITION TRANSMITTER ................................................................................. 3-4
3.6 THERMOCOUPLES ......................................................................................................... 3-4
3.7 P3 DUMP SYSTEM (See Figure 3-7) ................................................................................ 3-5
4 MAIN FUEL SYSTEM ............................................................................................................. 4-1
4.1 GENERAL ........................................................................................................................ 4-1
4.2 MAIN FUEL PUMP.......................................................................................................... 4-1
4.3 MAIN FUEL CONTROL .................................................................................................... 4-2
4.3.1 General. .................................................................................................................. 4-2
4.3.2 Metering Section.................................................................................................... 4-2
4.3.3 Computing Section. ................................................................................................ 4-5
4.3.4 Fuel Control Operation During Acceleration ......................................................... 4-8
4.3.5 Fuel Control Operation During Deceleration ....................................................... 4-11
4.4 OVERSPEED GOVERNOR .............................................................................................. 4-12
4.4.1 Purpose ................................................................................................................ 4-12
II
4.4.2 Operation ............................................................................................................. 4-13

4.5 PRESSURIZING AND DRAIN VALVE ............................................................................. 4-14
4.5.1 Purpose ................................................................................................................ 4-14
4.5.2 Operation ............................................................................................................. 4-14
4.6 FUEL NOZZLES ............................................................................................................. 4-14
5 AFTERBURNER FUEL AND NOZZLE CONTROL SYSTEM ........................................................ 5-1
5.1 GENERAL ........................................................................................................................ 5-1
5.2 AFTERBURNER FUEL PUMP AND SHUTOFF VALVE ....................................................... 5-1
5.3 AFTERBURNER FUEL AND NOZZLE CONTROL................................................................ 5-1
5.3.1 Introduction ........................................................................................................... 5-1
5.3.2 Trigger Valve .......................................................................................................... 5-2
5.3.3 Lockout Switch ....................................................................................................... 5-2
5.3.4 Fuel Screen ............................................................................................................. 5-3
5.3.5 Check and Drain Valve ........................................................................................... 5-3
5.3.6 Main Metering Valve ............................................................................................. 5-3
5.3.7 Main Metering Valve Constant Pressure Drop Regulator ..................................... 5-3
5.3.8 Minimum Fuel Bypass Orifice ................................................................................ 5-4
5.3.9 Pilot Burner Metering Valve .................................................................................. 5-4
5.3.10 Pilot Burner Constant Pressure Drop Regulator .................................................... 5-4
5.3.11 Main Burner Check Valve (CDR Valve) ................................................................... 5-5
5.3.12 Pilot Burner Check Valve ........................................................................................ 5-5
5.3.13 Compressor Discharge Pressure Sensing System .................................................. 5-5
5.3.14 Power Lever Control System .................................................................................. 5-6
5.3.15 Afterburner Nozzle Control System ....................................................................... 5-7
5.4 FUEL MANIFOLD DRAIN VALVE ..................................................................................... 5-7
5.5 MAINAND PILOT BURNER SPRAYBARS .......................................................................... 5-8
5.6 TURBINE DISCHARGE TEMPERATURE SENSING SYSTEM .............................................. 5-8
5.6.1 Temperature (T5) Amplifier .................................................................................... 5-8
5.6.2 T5 Trim Box ............................................................................................................. 5-8
III
5.6.3 T2 Sensor (Resistance Temperature Detector)....................................................... 5-9

5.6.4 Operation ............................................................................................................... 5-9
5.7 AFTERBURNER FUEL CONTROL OPERATION ............................................................... 5-10
5.8 AFTERBURNER NOZZLE CONTROL OPERATION........................................................... 5-11
6 HYDRAULIC VARIABLE EXHAUST NOZZLE SYSTEM .............................................................. 6-1
6.1 GENERAL ........................................................................................................................ 6-1
6.2 CONTROL SYSTEM ......................................................................................................... 6-1
6.3 HYDRAULIC POWER UNIT .............................................................................................. 6-2
6.3.1 Casing and Accumulator ........................................................................................ 6-2
6.3.2 Boost Pump, Relief Valve and Filtration ................................................................ 6-2
6.3.3 Priority Valve .......................................................................................................... 6-3
6.3.4 Piston Pump ........................................................................................................... 6-3
6.3.5 Servo Controls ........................................................................................................ 6-3
6.3.6 Dual Shuttle and Relief Valve ................................................................................. 6-3
6.3.7 Case Relief and Vent Valve .................................................................................... 6-4
6.3.8 Accumulator ........................................................................................................... 6-4
6.4 NOZZLE ACTUATORS ..................................................................................................... 6-4
IV
Table of figures
Figure ‎1-1: J85-GE-21A ENGINE-RIGHT SIDE.............................................................................. 1-23
Figure ‎1-2: J85-GE-21A ENGINE-LEFT SIDE ................................................................................ 1-24
Figure ‎1-3: MAJOR ENGINE SECTIONS ....................................................................................... 1-25
Figure ‎1-4: BASIC ENGINE ASSEMBLY ........................................................................................ 1-26
Figure ‎1-5: AFTERBURNER ASSEMBLY ....................................................................................... 1-27
Figure ‎1-6: FRONT FRAME SECTION .......................................................................................... 1-28
Figure ‎1-7: FRONT FRAME COMPONENTS ................................................................................. 1-29
Figure ‎1-8: TYPICAL CARBON SEAL CONSTRUCTION ................................................................. 1-30
Figure ‎1-9: ANTI-ICING AIR SYSTEM ........................................................................................... 1-31
Figure ‎1-10: COMPRESSOR SECTION ......................................................................................... 1-32
Figure ‎1-11: COMPRESSOR STATOR........................................................................................... 1-33
Figure ‎1-12: COMPRESSOR ROTOR CROSS SECTION ................................................................. 1-34
Figure ‎1-13: COMPRESSOR ROTOR COMPONENTS ................................................................... 1-35
Figure ‎1-14: VARIABLE GEOMETRY COMPONENTS ................................................................... 1-36
Figure ‎1-15: VARIABLE GEOMETRY SYSTEM ADJUSTMENT ....................................................... 1-37
Figure ‎1-16: MAINFRAME SECTION ........................................................................................... 1-38
Figure ‎1-17: MAINFRAME COMPONENTS ................................................................................. 1-39
Figure ‎1-18: BASIC MAINFRAME ................................................................................................ 1-40
Figure ‎1-19: MAINFRAME ORIENTATION .................................................................................. 1-41
Figure ‎1-20: POWER TAKEOFF COMPONENTS .......................................................................... 1-42
Figure ‎1-21: SHAFTGEAR DRIVER COMPONENTS ...................................................................... 1-43
Figure ‎1-22: NUMBER 2 BEARING COMPONENTS ..................................................................... 1-44
Figure ‎1-23: GEARBOX ............................................................................................................... 1-45
Figure ‎1-24: EXTRACTION SYSTEM............................................................................................. 1-46
Figure ‎1-25: GEARBOX AND ACCESSORY ORIENTION ................................................................ 1-47
Figure ‎1-26: ACCESSORY SECTION ............................................................................................. 1-48
Figure ‎1-27: COMBUSION SECTION ........................................................................................... 1-49
Figure ‎1-28: COMBUSION COMPONENTS ................................................................................. 1-50
Figure ‎1-29: COMBUSION LINER ................................................................................................ 1-51
Figure ‎1-30: SHAFT SHIELD ........................................................................................................ 1-52
Figure ‎1-31: NUMBER 3 BEARING AREA COMPONENTS ........................................................... 1-53
Figure ‎1-32: FRIST STAGE NOZZLE ............................................................................................. 1-54
Figure ‎1-33: TURBINE SECTION .................................................................................................. 1-55
Figure ‎1-34: TURBINE STATOR COMPONENTS .......................................................................... 1-56
Figure ‎1-35: TURBINE ROTOR ASSEMBLY .................................................................................. 1-57
V
INTRODUCTION
The purpose of this training guide is to give you a working knowledge of the J85-GE-21 A
engine. The information in it is for training only and must not be used for installing or servicing
the engine.
VI
1 BASIC ENGINE
1.1 GENERAL
(See Figs. 1-1, 1-2, 1-3, 1-4 and 1-5) The J85-GE-21A turbojet engine is designed and manu-
factured by the Aircraft Engine Group of the General Electric Company in West Lynn,
Massachusetts. It is a compact, high-performance, lightweight turbojet engine comprising a
nine-stage axial-flow compressor coupled directly to a two-stage turbine. The engine has a
through-flow, annular-type combustion system, variable inlet guide vanes, variable compressor
stator vanes (first three stages) and an afterburner with a variable area exhaust nozzle.
Basically, the engine consists of the following major sections: front frame, compressor,
mainframe, combustor, turbine, diffuser, afterburner, variable exhaust nozzle and engine
accessories. A complete description of these sections, the anti-icing and cooling systems, and
related components follows.
1.2 FRONT FRAME SECTION

(See Figs. 1-6 and 1-7) The main functions of the front frame section of the engine are to admit
air to the compressor section, and to direct the flow of air onto the first stage compressor rotor
blades at the proper angle. In addition to these, the front frame houses the number one roller
bearing.
The principal component of the front frame section is the front frame itself which is basically a
fabrication of permanently joined sheet metal parts. It consists of an inner and outer shell
joined together by fifteen hollow struts, the ends of which are brazed to the two shells.
Structural reinforcement is provided by doublers which are brazed to both ends of the struts
and to the inner and outer shells.
The number one bearing housing is brazed to the aft end of the inner shell and reinforced at
the forward end by four stiffening ribs which are brazed to the bearing housing and the inner
shell. A sump cover and heat shield are bolted to the forward face of the bearing housing. The
sump cover prevents oil leakage from the bearing area and the heat shield insulates the sump
cover from anti-icing air. The number one bearing is a spherical, self-aligning roller bearing,
designed to absorb any misalignment of the forward compressor shaft. Rotation of the outer
ring in the bearing housing is prevented by a pin located in the housing which engages with a
slot in the outer ring of the bearing.
The IGV support ring assembly is aligned by two pins and mounted by five bolts to the bearing
housing. The front frame sump housing is bolted to the bearing housing. The sump provides a
shroud for the inlet guide vanes and acts as a retainer for the outer race of the number one
Section 1, Basic Engine 1-7

bearing. The number one carbon seal is bolted to the aft face of the sump housing. The carbon
seal is used to prevent oil from leaking aft out of the number one bearing sump area. The
carbon seal housing incorporates a wind back feature which is designed to reduce coking of the
carbon seal.
A section of a typical carbon seal is shown in (Fig.1-8).
A double skinned dome or bulletnose is mounted on the forward end of the inner shell of the
front frame and secured with four bolts. It is assembled from the forward end by aligning a
spring loaded plunger, built into the bulletnose, with a slot in the inner shell. A one-piece sliding
ring is installed around the aft end of bulletnose by depressing the spring loaded plunger. The
sliding ring protects against loss of the four mounting bolts if they become loose and the
tension provided by the spring loaded plunger holds the sliding ring in place.
Five of the front frame struts house the number one bearing service lines. The one and two
o’clock struts house sump vent tubes; the four o’clock strut houses the sump pressurizing tube;
the five o’clock strut houses the oil scavenge tube; and the eight o’clock strut houses the
bearing oil supply tube. All of these service tubes are brazed to the bearing housing and
terminate in external fittings which are brazed to the outer casing. The two vented struts are
joined together on the outer shell by a tube brazed to each boss. Lubrication for the bearing is
supplied through an oil nozzle which is cast in the forward face of the sump housing. The
spherical surfaces of the number one bearing are lubricated through the two holes one
hundred and eighty degrees apart in the outer ring and grooves on the inside of the outer ring
leading away from these holes. Oil reaches the holes in the outer ring through a small shallow
groove which is machined circumferentially around the inside of the bearing housing in the
same plane as the holes.
Fifteen variable inlet guide vanes are positioned directly downstream of, but not touching, the
front frame struts. Miplon bushings are fitted to the inner stems of the vanes which sit in split
holes machined into the IGV support ring assembly. The outer stems of the vanes extend
through replaceable Teflon bushings which are inserted into bosses brazed to the outer shell of
the front frame. The bushings are held by bushing retainers which bolt to the brazed bosses.
Each vane stem has a square cross section which mates with a square hole in one end of an
actuator lever. The levers are fastened to the vane stems by key washers and bolts. The other
ends of the levers are attached, by means of pins and clips, to a one-piece actuator ring. The
actuator ring maintains alignment through the use of five Miplon supports and its attachments
to the actuator levers. Circumferential movement of the actuator ring results in synchronized
opening or closing of the inlet guide vanes.

A decal with axial scribe lines is located on the outside of the front frame casing at the six
o’clock position and is used in conjunction with the IGV indicator mounted on the actuator ring
to indicate the setting of the variable vanes. When the indicator on the actuator ring is lined up
with the scribe line marked “0” on the decal, the inlet guide vanes are in line with the front
frame struts and are in a full open (zero degree) position. The inlet guide vanes will actuate
from this position to a fifty degrees closed position.
An anti-icing manifold (see Fig. 1-9) is brazed externally and circumferentially around the front
frame outer casing over the ends of the fifteen hollow struts. Compressor discharge air is bled
from the customer bleed manifold on the mainframe and ducted forward, through the anti-
icing valve, into the anti-icing manifold (see Fig. 1-39). Some of this air passes aft through slots
cut in each of the IGV supporting bosses, through the hollowed out vane stems and into the
hollow IGV’s. Inside the IGV’s the air flows radially inward, around baffles, then outward
through slots in the trailing edge of the vanes and into the airstream. The remainder of the air
passes through the struts into the inner hub anti-icing the struts. A portion of this air is directed
forward through a hole at the forward end of the inner skin of the bulletnose then aft between
the two skins and out through radial holes at the aft end of the outer skin. Anti-icing air is
tapped directly from the anti-icing manifold to anti-ice the T2 sensor.
1.3 COMPRESSOR SECTION

(See Fig. 1-10)
1.3.1 General
The primary function of the compressor section is to supply compressed air in large masses to
the combustion section. It is a nine-stage, axial-flow unit consisting of two major components,
the compressor stator assembly and the compressor rotor assembly.
1.3.2 Compressor Stator Assembly

(See Fig. 1-11) The compressor stator assembly is located between the front frame and the
mainframe. The casing itself is split and flanged along the horizontal centerline making it
possible to remove the upper or lower half for rotor inspection. Close tolerance horizontal
flange bolts provide proper alignment of the casing halves. Reinforcement of the aft half of the
casing is provided by several stiffening ribs which are machined externally and circumferentially
into the casing. Stages one and two have individual bosses for each stator vane. Stage three has
a continuous boss around the casing with individual bores machined for each stator vane.
Individual stator vane airfoils are brazed into outer support bands which are segmented into
twelve equal sections per stage. Six stages of these fixed stator vane segments slide
circumferentially into tracks which are machined into the inside of the casing. To prevent vane
segments from being installed backwards or in the wrong stage, one rivet has been installed, off

center, below and above the horizontal split flanges of the stator casing in the vane segment
tracks. The vane segments correspondingly have a groove which mates with the rivets, allowing
assembly to only the proper track. Rotation of the vane segments is prevented by two locking
keys which fit in slots machined in the stator casing tracks at the three o’clock position on the
upper half, and at the nine o’clock position on the lower half. The locking keys mate with
notches cut in the outer bands of two vane segment stops in each of the stages four through
nine. The vane segments are assembled in the compressor stator halves with the vane segment
stops at the three and nine o’clock positions. Assembly of the two casing halves holds the
locking keys in place.
The first three stator stages have variable stator vanes and are made of a titanium alloy
material. Each stage of variable vanes is modulated through an actuation ring to which
individual vanes are attached with lever arms, pins and pin retainer clips. The first and second
stage actuator rings are two-piece rings. The third stage actuator ring has four pieces, two of
which are small bridges to span the horizontal split flanges of the compressor casing and may
be removed for accessibility to the flange nuts and bolts. The inner spindles of the variable
vanes are supported by aluminum shroud—seal assemblies. Miplon inserts and bushings are
used for inner and outer spindle bearing surfaces. The shroud—seal assemblies are split both
axially and radially for assembly and disassembly purposes. The serrated seal in each support is
the stationary portion of the interstage labyrinth seal.
1.3.3 Compressor Rotor Assembly

(See Figs. 1-12 and1-13) The compressor rotor is a nine-stage axial rotor. The major
components of the rotor are the front spool (Stages 1-4), rear spool (Stages 5-8), ninth stage
disk, ninth stage single stepped labyrinth seal, blades, driveshaft and the No. 1 and No.2
undercooled carbon seal runners. The front spool, rear spool, and all blades are made of a
titanium alloy material. The ninth stage disk and seal, driveshaft and carbon seal runners are
made of steel alloy materials.
Blades are retained as follows: Stages 1, 2 and 3 have pin joints, Stage 4 has axial dovetails, and
Stages 5-9 have circumferential dovetails using retaining spring keys. Blades of all stages may
be replaced without major rotor disassembly. The first two stages of rotor blades have mid—
span shrouds.
A bearing journal on the shaft of the front spool supports the number one bearing inner race
and carbon seal runner which are held on the shaft by slotted nut and tabwasher. The
stationary part of the number one carbon seal and the rollers and outer race of the number one
bearing are mounted in the front frame. Body bound bolts are used at both bolt circles of the
rotor. The serrated portion of the interstage seals are machined into the front spool between
the following stages: 1 and 2, 2 and 3, and 3 and 4.

The compressor drive shaft is bolted between the aft face of the front spool and the forward
face of the rear spool. The number two bearing split inner race and the carbon seal runner are
assembled to the drive shaft and are held on the shaft by a tabwasher and a locknut. Two
external splines on the aft end of the shaft mate with internal splines on the power take-off
driver bevel gear and shaft of the first stage turbine wheel.
1.4 VARIABLE GEOMETRY COMPONENTS

The variable geometry components (see Figs. 1-14 and 1-15), consists of two fuel driven
actuators, two bellcrank assemblies, two main actuator arms, variable inlet guide vanes, three
stages of variable stator vanes, four actuator rings and actuator levers. The two VG actuators
are piston operated and are mounted to brackets on the compressor casing. High pressure fuel
is scheduled by the variable geometry servo, in the main fuel control, to either one side or the
other of the piston, causing a shaft, which is attached to the piston, to either extend or retract.
The actuator piston shaft is connected directly to the bellcrank assembly mounted on the
compressor casing. The bellcrank assembly is bolted to the main actuator arm which is
mounted on a bracket that also supports the VG actuator. The inlet guide vane and first stage
stator vane actuator rings are connected to the bellcranks. The second and third stage stator
vane actuator rings are connected to the main actuator arms. The VG feedback cable is
connected to the three o’clock bellcrank and attached to a feedback lever on the main fuel
control.
For rotor inspection, the VG linkage to the actuator rings may be disconnected by removing the
pins at the uniball connecting the turnbuckle assemblies to the actuator rings. The fuel lines to
the actuators and the feedback cable to the MFC will also have to be disconnected. This
procedure will allow compressor casing removal, inspection and assembly without affecting the
rigging of the variable geometry linkage.
1.5 MAINFRAME SECTION

(See Figs. 1-16 and 1-17) The mainframe section serves as the main structural component of the
engine. It consists of a casing which houses the power take-off(PTO) assembly and provides a
mount for the twelve flow divider-fuel nozzle, the fuel manifold, two ninth stage leakage air
poppet valves, the accessory drive gearbox assembly and tour customer bleed air take—off
pads.
The mainframe casing (see Fig. 1-18) consists of an outer casing and an inner casing joined by
six hollow struts located at the 12, 2, 4, 6, 8 and 10 o’clock positions (see Fig. 1-20). The inner
and outer ends of the struts are welded in openings in the inner and outer casings. Each strut
terminates in a mounting pad on the outer casing. Compressor discharge air which leaks across
the ninth stage labyrinth seal is used to pressurize the number two carbon seal and the lube
system. As the air leaves the seal it moves forward along the number two bearing support and

heat shield and pressurizes the number two carbon seal. Ninth stage seal leakage air is ducted
externally from the four o’clock strut pad to the front frame four o’clock strut to pressurize the
front frame sump. The lube system is pressurized by the air which leaks across the carbon seals
and the ninth stage seal leakage air ducted directly to the front frames poppet valves, mounted
on the two and ten o’clock mainframe strut pads, control the pressure of the seal leakage air.
Two leakage ducts, which are mounted over the poppet valves on these pads, carry excess
ninth stage seal leakage air to the diffuser section as shown in Fig. 1-39. The twelve o’clock
strut is not used during engine operation and is therefore blanked off. The eight o’clock strut
and pad provide mounting and passage for the lube-in line and the PTO oil scavenge line. The
four o’clock strut and pad provide mounting and passage for the number three bearing
scavenge line, the oil transducer sump pressure reference line and the front frame pressure line
tap. The six o’clock strut houses the radial drive shaft and its shield. The accessory drive
gearbox is mounted on brackets at the six o’clock position on the mainframe and is driven by
the radial drive shaft.
There are twelve equally spaced pads on the mainframe outer casing for mounting the flow
divider-fuel nozzles. These are located at the half hour positions. There are four compressor
discharge pressure (CDP) air bleed ports at the one, five, seven and eleven o’clock positions
available for customer bleed air. The seven o’clock bleed port also provides CDP air for the
engine anti-icing system. Two pads are located adjacent to the four and eight o’clock strut pads
to provide CDP sensing air to the main and afterburner fuel controls (see Fig. 1-39).
The power take-off drive assembly (see Fig. 1-20) is installed on the interior of the mainframe
to transfer power from the main engine drive shaft for driving the accessories. This assembly
consists of a housing which supports and houses all components. At the bottom of this housing
enclosed by an oil deflector is a shaftgear whose axis is perpendicular to the main engine drive
shaft. It is supported by two bearings, a ball bearing outboard and a roller bearing inboard and
is driven by a driver shaftgear (see Fig. 1-21) which extends through the rear of the PTO
housing. The driver shaftgear turns in a ball bearing, the support for which is bolted to the aft
face of the PTO housing. The engine drive shaft passes through the PTO housing and the driver
shaftgear, and mates with internal splines at the aft end of the driver shaftgear. The lube-in line
enters the PTO housing on the left-hand side of the engine and carries oil to the oil nozzle
assemblies, which spray the number two bearing, the number three bearing, the bearing which
supports the driver shaftgear and the point of contact between the two shaftgears. Another
connection on the left side provides passage for the PTO oil scavenge line. Connections on the
right side of the PTO housing provide for the passage of the number three bearing oil scavenge
and the oil transducer sump pressure reference line. An insulation blanket covers the exterior
of the PTO assembly to shield it from excessive heat. The PTO housing is secured at the forward
end by eight bolts which pass through the number two bearing support to the carbon seal

support. An alignment pin properly positions the PTO housing on the number two bearing
support.
The bearing support for the number two or main engine thrust bearing (see Fig. 1-22) is aligned
and bolted to the forward inner mainframe flange and supports the outer race of the number
two bearing, the PTO housing and the number two carbon seal support. The bolts for the
bearing outer race retainer and the PTO housing forward flange pass through the bearing
support and engage in channel nuts in the carbon seal support. The number two carbon seal,
which rides on a seal runner on the compressor drive shaft, is mounted on the forward end of
the seal support. An oil nozzle is located between the seal and the bearing. The bearing itself is
a ball bearing with a split inner race.
A two-piece fuel manifold is mounted around the mainframe with a fuel pressurizing and drain
valve connecting both sections at the six o’clock position. The manifold is supported by brackets
and by the rigid connections to the fuel nozzles. The flow divider portion of the fuel nozzle is
bolted to the mounting pad on the mainframe with the nozzle end projecting through the
forward end of the main combustion liner.
1.6 ENGINE ACCESSORIES SECTION
The engine driven accessories for the J85-GE-21 engine are mounted on the Accessory Drive
Gearbox (see Fig. 1-23), which is, in turn, mounted directly under the engine mainframe at six
o’clock on two support brackets. There are seven pads on the gearbox casing. Six of these pads,
three forward and three aft, provide the means for mounting the accessories. There are six
shaftgear subassemblies in the accessory drive gearbox identified by location at axes “A,” “B,”
“C,” “D,” “E,” and “F.” The gearbox is driven by a radial drive shaft which is housed in the six
o’clock mainframe strut and splined at one end to the driven bevel shaftgear in the PTO
assembly and at the other end to the shaftgear at the top of the gearbox at axis “A” (sees Figs.
1-23 and 1-24). This shaftgear transmits the radial drive power to the remaining five axially
mounted shaftgears in the gearbox. At one hundred percent of engine speed the shaftgear at
axis “A” will rotate a~ 14,349 RPM.
The axis “B” shaftgear is driven by the axis “A” shaft— gear, through bevel gears on each
shaftgear assembly, at a maximum speed of 7858 RPM in a clockwise direction. Both ends of the
axis “B” shaftgear have internal splines. The nozzle actuator control is mounted on the aft
center pad of the accessory drive gearbox as shown in Fig. 1—25 and is driven in a clockwise
direction by the aft spline of the axis “B” shaftgear at 7858 RPM. The forward spline of the
shaftgear is intended for customer accessory usage and rotates at 7858 PPM in a
counterclockwise direction as viewed from the forward end.

The axis “D” shaftgear assembly is driven by the axis “B” shaftgear at a maximum of 8029 RPM.
Both ends of this shaftgear are available for driving engine accessories. The forward end is
splined internally and rotates in a clockwise direction as viewed from the front. The main fuel
pump and control is mounted on the forward right-hand pad of the gearbox and is driven at
8029 RPM by this forward spline of the axis “D” shaftgear. The aft end of the shaftgear is a small
pinion gear which drives the lube and scavenge pump at 4190 RPM. The lube and scavenge
pump is mounted on the aft right-hand pad of the gearbox and supports the lube tank and
tachometer generator—alternator.
The axis “F” shaftgear is an idler gear which is driven at 16,044 RPM in a counterclockwise
direction by the axis “B” shaftgear. It is located to the left of the axis “B” gear (aft looking
forward) and it drives the axis “C” shaftgear through a gear machined at the aft end of the idler
gearshaft. A gear on the forward end of the idler drives the axis “E” shaftgear.
The axis “C” shaftgear is located at the extreme left of the gearbox and is driven, as described
above, by the idler gear at axis “F.” It rotates at a maximum of 7131 RPM in a clockwise
direction, as viewed from the rear, and drives the overspeed governor which is mounted on the
aft left—hand pad on the gearbox. There is provision for mounting an engine starter at the aft
end of the overspeed governor.
The axis “E” shaftgear, also driven by the axis “F” idler gear, has an internal spline at the
forward end. Mounted on the forward left—hand pad of the gearbox is the afterburner fuel
pump and control. These are driven at a maximum of 24,067 RPM in a counterclockwise
direction (forward looking aft) by the axis “E” shaftgear.
1.7 COMBUSTION SECTION

(See Fig. 1-27)The combustion section is that portion of the engine in which fuel is added to the
compressed air and ignited. This area is annular and consists of an outer casing, an inner casing,
a combustion liner, the number three bearing and support, the number three carbon seal and
support, the first stage turbine nozzle and the drive shaft shield. The outer combustion casing
(see Fig. 1—28) is a one—piece casing serving as a major structural unit by bolting to the
mainframe at the front and to the turbine casing at the rear. An air cooled igniter plug is keyed
to the casing at the one o’clock position and extends into the combustion liner. A two-piece
insulation blanket is wrapped around the outer casing to shield airframe components from
excessive heat. A radial cutout at the twelve o’clock location on the rear flange allows for
positive alignment of the first stage turbine nozzle to the combustion liner to insure sufficient
flow of secondary combustion air to the open nozzle partitions, the first stage turbine shrouds
and turbine casing (see Fig. 1-38). Fuel trapped in the combustion section on engine shutdown
drains into a combustion drain located on the outer combustion casing at the six o’clock
location. The annular inner combustion casing is also a one— piece fabrication. At the front, it

bolts to the inner casing of the mainframe and at the rear to the first stage ~nozz1e and
number three bearing support. Holes in the rear flange form passages for air entering the
balance piston chamber.
The combustion liner (see Fig. 1-29) consists of a cowl and dome section, an outer shell, an
inner shell and the outer and inner flanges. All of these components are either welded or
riveted to form a one-piece fabrication. Air from the compressor section enters the liner
through perforations designated as thimble holes and louvers. The thimble holes direct air into
the burning area while the louvers provide a boundary layer of comparatively cool air along the
inner surfaces of the liner. A small amount of air enters the combustion dome through the swirl
cups to provide primary combustion, dome cooling and fuel nozzle carbon sweeping.
Free thermal expansion of the liner is allowed by the method of support (see Fig. 1-27). Twelve
fuel nozzles protrude into the forward end of the liner but provide no support for the liner. At
the rear, the outer flange is held in place between the first stage nozzle and the outer
combustion casing. The inner flange is held in place on the outside diameter of the number
three bearing support and between the first stage nozzle and the inner combustion casing.
Thus, the liner is supported entirely by its inner and outer flanges at the aft end. Equally spaced
holes in the outer flange direct the flow of the relatively cool air from between the liner and the
outer combustion casing into the hollow partitions of the first stage turbine nozzle.
The first stage turbine nozzle (see Fig. 1—32) consists of an outer band and an inner band
joined by radially positioned hollow partitions which are seated in cutouts in the outer and
inner band and welded in place. A support flange is welded to the inner surface of the inner
band. The outer band has a flange with bolt holes spaced to receive bolts that fasten the outer
combustion casing, the nozzle and the turbine stator casing together. The inner support flange
is bolted between the turbine stationary seal on the aft side, and the number three bearing
support on the forward side as shown in Figure 1-27. A series of expansion slots located in the
nozzle inner band allows for thermal expansion during engine operation. The outer band has
five radial cutouts around the outer diameter which serves two functions: First it ensures
alignment between the nozzle and combustion liner to provide an adequate flow of cooling air
to the nozzle and secondly since the inside diameter of the nozzle bears against the turbine
bearing support, eccentricity requirements of the bearing support can be met by locating the
nozzle at one of the five cutout positions found on the outer band. The number three bearing
support (see Fig. 1-31) retains the outer race and rollers of the number three bearing and
supports the oil nozzle assembly which directs lube oil to the number three bearing. The
number three or rear seal support retains the number three carbon seal and the inner turbine
air seal. The number three bearing support, the forward face of the first stage turbine wheel,
and the inner and outer turbine labyrinth seals form the balance piston chamber.

The forward flange of the shaft shield (see Fig. 1-30) is bolted to the aft face of the PTO housing
and the aft flange bolts to the number three bearing support. Its functions are to protect the
compressor drive shaft and oil lines from heat generated in the combustion chamber; and, to
connect the number two bearing area to the number three bearing area forming one common
sump for the two bearings. Bellows incorporated into the outside diameter of the shaft shield
near the aft end allows for thermal growth during engine operation. Holes in the aft flange
between each captive nut allow for the flow of oil from the main sump to the turbine scavenge
element or a reverse flow depending upon flight attitude. Cutouts in the rear flange allow for
the turbine bearing oil supply line and the turbine oil scavenge line.
1.8 TURBINE SECTION

(See Fig. 1-33)
1.8.1 General
The turbine section consists of a turbine stator assembly and a turbine rotor assembly. The
primary function of the turbine is to extract energy from the heated air to drive the
compressor.
1.8.2 Turbine Stator Assembly

(See Fig. 1-34) The turbine stator assembly consists of a second stage nozzle, shrouds and the
stationary portion of the turbine interstage seal, mounted on an annular outer casing that is
split and flanged along its horizontal centerline. An air impingement starter (AIS) duct is welded
on the bottom half of the casing at six o’clock. This duct directs the flow of starting air into the
turbine section, through the second stage nozzle and onto the second stage turbine blades. The
second stage turbine nozzle and shrouds for both the first and second stage turbine wheels are
mounted on tracks on the inside of the turbine casing. The second stage turbine nozzle is split
and consists of an outer band joined to an inner band by welded partitions. Rotation of the
nozzle is prevented by two anti-rotation lugs which lock the nozzle to the casing. The stationary
part of the turbine interstage seal is made of six segments and bolted to the second stage
turbine nozzle inner band. Stator shrouds and interstage seal are then machined in the turbine
casing.
1.8.3 Turbine rotor Assembly

(See Figs. 1-35, 1-36, 1-37) The major components of the turbine rotor assembly are two
turbine wheel assemblies, and a torque ring assembly. The first stage turbine wheel has an
integral, internally splined shaft which mounts the turbine rotor assembly on the compressor
drive shaft. Turbine blades are inserted into dovetails in the circumference of the wheel and are
held in place by locking strips. Baffles are inserted between turbine blade shanks to prevent
cross flow of gases and to dampen vibration. The rotating half of the inner turbine air seal is
riveted to the forward face of the first stage turbine wheel while the rotating half of the outer

seal is bolted to the forward face of the wheel by the same bolts that fasten the torque ring to
the wheel. A locknut and tabwasher retain the number three undercooled carbon seal runner
and the inner race of the number three roller bearing to the turbine shaft. Separating the two
turbine wheels is the torque ring which has an integral baffle with holes that allow the passage
of cooling air. The labyrinth portion of the turbine interstage seal is machined into the torque
ring. Figure 1-38 shows a close-up of all of the turbine parts as assembled.
1.9 BASIC ENGINE COOLING

(See Fig. 1-57) Compressor discharge air that is not mixed into the fuel-air charge is used for
cooling engine components in the combustion and turbine sections. This is necessary because
of the high temperature generated by the burning process which is centered in the combustion
section. Temperatures are so high that without provisions for cooling air, the life of the
components in the combustion and turbine sections would be extremely short. Cooling of the
inner walls of the combustion liner is accomplished by a pattern of louvers cut in the inner and
outer liner shells. These perforations direct the flow of secondary combustion air or cooling air
through the liner and along the liner inner skin to keep the flame away from both liner walls.
The air flowing between the combustion liner and the outer combustion casing, cools the outer
wall of the liner, and then passes inward through a series of holes in the aft outer flange of the
liner. A portion of this air then flows outward through radial holes in the first stage turbine
nozzle outer band and aft to cool the turbine casing and first stage turbine shroud at which
point it re-enters the main gas stream. The remainder of the air flows through the hollow
partitions in the first stage nozzle is separated by a baffle which directs cooling air through
holes in the partition leading edge to conduct a boundary layer of cooling air around the airfoil
to reduce metal temperatures. Cooling to the rear of the baffle passes through slots on the
concave side of the airfoil to cool the partition trailing edges and turbine rotor leading edges.
Secondary combustion air which flows between and cools the combustion liner and the inner
combustion casing is directed into the balance piston chamber. This chamber is located just
forward of the first stage turbine wheel between the inner and outer labyrinth seals. The air
enters the chamber through a series of holes spaced between the bolt holes in the rear flange
of the inner combustion casing. It pressurizes the chamber and acts on the forward face of the
first stage turbine wheel, utilizing the wheel as a piston. This action helps offset the forward
thrust movement of the compressor rotor, reducing the thrust loading on the number two
bearing. Balance piston air leaves the chamber through twelve holes in the first stage turbine
wheel and seal leakage across the outer and inner labyrinth seals. The seal leakage cooling air
across the outer seal flows radially outward to cool the forward face of the first stage turbine
wheel and the shanks of the turbine buckets and then into the main gas stream. The twelve
holes are located between the first stage turbine wheel—torque ring bolt holes. Six of the holes
bleed air through the forward flange of the torque ring into the cavity formed by the first and

second stage wheels, cooling the aft side of the first stage wheel, the inner diameter of the
torque ring and the forward face of the second stage wheel. This air passes through the bore
diameter of the second stage wheel, cooling the aft side of this wheel, and re—enters the main
gas stream. The other six holes in the first stage turbine wheel direct air to a chamber formed
by the aft side of the first stage wheel and the baffle ring which is integral with the torque ring.
A series of twenty axial holes in the baffle ring allows the air to continue aft, leaking across the
turbine interstage seal and onto the forward side of the second stage bucket shanks and tur-
bine wheel outer rim. Some of the air radially passing through the baffle ring moves outward
past the baffle to the stationary half of the interstage seal and cools the aft side of the first
stage wheel outer rim and the bucket shanks.
Air leaving the balance piston chamber by leakage across the inner labyrinth seal flows into a
chamber at the root of the turbine forward shaft. At this point it pressurizes the number three
carbon seal and passes aft through holes in the first stage turbine wheel. It combines with air
between the two turbine wheels and aids in cooling this area and then passes through the bore
of the second stage wheel and out into the main gas stream.
1.10 AFTERBURNER DIFFUSER SECTION

(See Fig. 1-41)The afterburner diffuser assembly is that portion of the afterburner in which the
exhaust gases from the turbine are mixed with additional fuel and ignited. It consists of a
diffuser casing which houses a center cone, flameholder and diffuser liner. Mounted on the
diffuser casing are sixteen main spraybars with integral flow dividers and the two main spraybar
fuel manifolds, four pilot spraybars and the three pilot spraybar manifolds, two thermocouple
harnesses and the igniter plug and lead (see Fig. 1-42). During afterburner operation a supply of
fuel, metered by the afterburner fuel control, is delivered through the fuel supply tubes and
fuel manifolds to the spraybars. Fuel from the main spraybars is injected circumferentially into
the exhaust stream in front of the flameholder. This fuel combines with the unburned gas in the
exhaust stream as it passes the flameholder. Fuel from the pilot spraybars is injected into the
exhaust stream immediately forward of the inlet ducts of the flameholder. This fuel is
combined with unburned exhaust gases passing through the flameholder and is ignited by a
single afterburner igniter plug which is mounted on the diffuser casing and projects through the
diffuser casing and liner into the flameholder. The pilot flame ignites the main fuel—exhaust
gas mixture as it enters the afterburner casing and liner assembly. Eight dual element
thermocouple probes, mounted on two sections of the thermocouple harness, are installed
through the threaded bosses in the forward section of the diffuser casing. The thermocouples
set at alternate immersion depths, sense variations in the temperature of the exhaust stream
and transmit their average, through leads, to the temperature amplifier and the aircraft
instrumentation.

The diffuser casing consists of an outer casing and a center cone joined by four radial struts.
These struts are positioned at their outer ends by four center cone supports that are bolted to
four flanges spaced equally on the circumference of the outer casing shell, 45 degrees from the
engine horizontal and vertical centerlines. These supports extend into the ends of the struts,
permitting the struts to expand and contract throughout the range of temperatures
encountered, and also providing for easy removal of the cone. The struts pass through
reinforced openings in the center cone shell and are permanently joined at the center by
welding. A clearance between the shell openings and the struts provide for independent
expansion or contraction of either part. A mounting bracket is attached to the trailing edge of
each strut. Four arms that support the flameholder are secured to these brackets.
The diffuser casing serves as a major structural member of the engine, bolting at the front to
the turbine stator casing and to the afterburner casing at the rear. It is a welded fabrication
consisting of a casing shell to which are attached forward and aft rabbeted flanges, a
reinforcing ring, a support ring, hangers for the diffuser line, and a series of pads, bosses and
ports.
The support ring is attached to the reinforced aft section of the casing. Four holes through
reinforced sections of the support ring, at the three and nine o’clock positions, line up with four
holes in the aft flange. Trunnion mounts are installed at these positions to facilitate handling of
the engine and provide the major support points for mounting the engine in the airframe. A
hole at the twelve o’clock position in the support ring is provided for handling the engine during
engine installation and maintenance. A boss for mounting the igniter is located forward of the
aft flange, at the seven o’clock position. Sixteen equally spaced pads for mounting the main
spraybar assemblies are located on the circumference of the casing shell. Four pads for
mounting the pilot spraybar assemblies are located at the twelve, three, six and nine o’clock
positions. Eight threaded bosses, for mounting the thermocouple harnesses, are located
circumferentially on the casing shell. Two ninth stage leakage duct pads are located at the two
and ten o’clock positions and provide for discharge of leakage air into the exhaust stream.
Sixteen brackets and sixteen pairs of hangers; riveted to the inside of the casing shell and
spaced equally on the circumference are used to suspend and support the diffuser liner.
The diffuser liner consists of a liner shell, slip ring, hanger brackets, pins and straps. These
components are welded together into a one-piece fabrication. Sixteen pins, spaced equally on
the circumference at the forward edge of the shell; are attached to the shell by the sixteen
straps~ A slip ring is attached to the outer circumference at the aft end of the shell and engages
a guide ring on the forward end of the afterburner front liner~ Sixteen pairs of hanger brackets
are spaced equally, just forward of the slip ring. The liner is suspended in the diffuser casing by
engaging the liner pins with the casing brackets and by securing the liner hanger brackets to the

casing hangers. Free thermal expansion of the liner is allowed by this method of suspension.
The diffuser liner protects the diffuser casing from excess heat and the annular passage
between the casing and liner provides for the passage of cooling air to the afterburner and liner
assembly.
The flameholder (see Fig. 1-43), in addition to its function as a pilot burner, maintains the flame
front in a position that assures combustion of the exhaust gas—fuel mixture in the afterburner.
The flameholder consists of a shell, four inlet ducts, four scoop extensions, eight support arm
brackets, four support arms, four vanes, four vane splitters, and the igniter sleeve, collar and
eyelet. All of these components are welded and riveted into a one—piece fabrication. The shell
is an annular structure with four inlet ducts attached to the forward end at the twelve, three,
six and nine o’clock positions. A scoop extension is attached to the inlet opening of each duct.
The vanes and vane splitters are welded within the flameholder. Four cast support arms are
attached to the support arm brackets at the forward end of the flameholder and to the four
radial struts of the diffuser casing to suspend the flameholder in the exhaust stream. Free
thermal expansion of the flameholder is allowed by this method of support.
1.11 AFTERBUPNER AND VARIABLE EXHAUST NOZZLE SECTION

(See Figs.1-40 and 1-44)
1.11.1 Afterburner Casing and Liner Assembly

The afterburner casing and liner assembly provides the area necessary for the complete
combustion of the exhaust gas-fuel mixture before it is ejected through the exhaust nozzle. This
assembly consists of an afterburner casing, a four-piece afterburner liner, and sixteen support
rods. The casing is a housing for the liner assembly which is suspended from hangers by the
support rods. This method of suspension provides an annular passage for cooling air to flow
between the casing and the liner.
The afterburner casing (see Fig. 1—45) serves as a major structural unit by bolting to the
diffuser casing at the front and to the variable exhaust nozzle housing at the rear. The casing
consists of an outer shell, a stiffener ring, actuator brackets, fuel drain boss, hydraulic line
supports, compensator cable guide, V.E.N. support brackets, seal segments and hangers. All
these components are welded and riveted into a one—piece fabrication. The stiffener ring is
attached to the casing approximately midway between the forward and aft ends. The stiffener
ring reinforces the casing structurally for mounting three variable exhaust nozzles (V.E.N.)
actuators. Three actuator brackets are attached to equally spaced reinforced sections on the
outside of the casing shell and to the stiffener ring. A fuel drain boss and fitting is attached to a
reinforced opening at six o’clock at the forward end of the casing. A locating pin at one o’clock
on the casing forward flange mate with a hole in the diffuser casing aft flange to position the
casing, insuring proper drain orientation. Supports and brackets are attached to the casing to

provide for clamping the actuator hydraulic supply and return tubes. Twelve pairs of support
brackets are equally spaced on the outside and aft on the casing and provide for mounting of
the variable exhaust nozzle housing. Seal segments which ride on the inside of the exhaust
nozzle leaves are riveted to the outside circumference at the aft end of the casing. Liner
support hangers are attached to the inside of the casing in sixteen equally spaced rows and in
twenty-three bands that extend from the forward to the aft end.
The afterburner liner assembly (see Fig. 1-46) is a four-piece liner. The liner sections from
forward to aft are: front liner, mid-front liner, mid-liner and rear liner. All the liner sections are
welded assemblies consisting of a shell and hanger brackets. The four liner sections are
assembled together by the use of slip ring joints. The shells are cylindrical components with a
convoluted surface to minimize the effects of thermal distortion. A network of louver openings
admits boundary layer cooling air along the inner surfaces of the liner to protect the liner
against excessive hot gas temperatures. A pattern of holes in the front liner act as screech
dampeners to reduce noise level.
Hangers are attached to the outside of the shells in sixteen equally spaced rows and a total of
twenty-four bands. The front liner has seven bands, the mid-front liner has nine bands, the mid
liner has six bands and the rear liner has two bands. Aft of the two bands on the rear liner are
three bolt circles, each containing sixteen equally spaced holes. There are the same number of
holes aft on the afterburner casing which permit the rear liner to be bolted to the casing. The
bolts are then welded to inserts which connect the liner to the casing. The slip joint
attachments and the hanger suspension allow free thermal expansion of the liner.
1.11.2 Variable Exhaust Nozzle Assembly

(See Fig. 1-47) The variable exhaust nozzle assembly provides the exit passage for the exhaust
gas stream. A variable exhaust nozzle provides for maximum thrust efficiency while controlling
the exhaust gas temperature. During afterburner operation, and when exhaust gas
temperatures increase above the normal limit, the nozzle area is increased. When the
afterburner is not in operation, the exhaust nozzle area is reduced for optimum engine
performance. A converging nozzle is employed to vary the exit area.
The variable exhaust nozzle assembly consists of a housing, an actuator ring, twelve connecting
links, sixty rollers, twenty—four roller shafts, six inner leaves and six outer leaves. The housing
is the main structural member of the variable exhaust nozzle assembly and provides for
mounting the assembly on the afterburner casing. The actuator ring, attached to the aft gimbal
of three actuators, transmits axial movements through the links to the nozzle leaves. The
curved track of the nozzle leaves engages the rollers suspended from the inside of the housing.
The position of the rollers and the configuration of the leaves convert the axial motion into
nozzle area changes.

The variable exhaust nozzle housing (see Fig. 1-48) consists of a housing shell, twelve pairs of
support brackets, twelve forward bearing supports and twelve aft bearing supports. These
components are welded together into a one-piece fabrication. The twelve pairs of support
brackets, equally spaced and attached to the forward inside circumference of the housing shell,
provide the mounting point for the variable exhaust nozzle assembly to the afterburner casing.
Twenty-four openings in the housing shell, aft of the housing support brackets, provide access
to the link and leaf attachments. The twelve forward bearing supports are equally spaced and
attached to the inside of the shell, midway between the forward and aft ends of the shell, just
after the access openings. The twelve aft bearing supports are equally spaced and attached to
the inside and aft end of the housing shell. Two rollers and one shaft are mounted on each
forward bearing support, three rollers and one shaft are mounted on each aft bearing support.
The steel rollers have graphite impregnated bearing surfaces and rotate freely on the roller
shafts.
The exhaust nozzle actuator ring is a one-piece weld-ment with three pairs of actuator brackets,
the feedback cable bracket and twelve link brackets. The three pairs of actuator brackets are
equally spaced on the forward edge of the ring, to provide attachment to the actuators aft
gimbal. The feedback cable bracket is where the A8 feedback cable is attached to monitor the
position of the variable exhaust nozzle. The twelve link brackets, equally spaced on the aft edge
of the ring, provide for attachment of the twelve connecting links. The link is a one-piece
casting, the aft end of which is bolted to the forward end of the nozzle leaf track. The exhaust
nozzle leaves are one-piece welded assemblies, consisting of tracks and leaves, the tracks being
welded to the outboard side of the leaves.
1.12 AFTERBUPNER COOLING

(See Fig. 1-49) The high temperatures generated by the afterburning process necessitate the
cooling of the various afterburner components. The outer rim of turbine discharge air passing
through the diffuser is diverted by the diffuser liner for this purpose. The diffuser liner causes
the air to pass between the liner and the diffuser casing and, downstream, between the
afterburner liner and casing. Louver holes in the afterburner liner divert some of this air to the
inside of the liner where the air forms a boundary layer on the liner inner wall protecting it
from the afterburner flame. The remainder of the air cools the afterburner casing and outer
wall of the liner until it re-enters the gas stream at the nozzle.
Engine compartment air or the air between the engine and the aircraft fuselage enters the
outer section of the variable exhaust nozzle between the nozzle housing and the afterburner
casing. It flows aft cooling the backs of the nozzle leaves.

Figure ‎1-1: J85-GE-21A ENGINE-RIGHT SIDE

Figure ‎1-2: J85-GE-21A ENGINE-LEFT SIDE

Figure ‎1-3: MAJOR ENGINE SECTIONS

Figure ‎1-4: BASIC ENGINE ASSEMBLY

Figure ‎1-5: AFTERBURNER ASSEMBLY

Figure ‎1-6: FRONT FRAME SECTION

Figure ‎1-7: FRONT FRAME COMPONENTS

Figure ‎1-8: TYPICAL CARBON SEAL CONSTRUCTION

Figure ‎1-9: ANTI-ICING AIR SYSTEM

Figure ‎1-10: COMPRESSOR SECTION

Figure ‎1-11: COMPRESSOR STATOR

Figure ‎1-12: COMPRESSOR ROTOR CROSS SECTION

Figure ‎1-13: COMPRESSOR ROTOR COMPONENTS

Figure ‎1-14: VARIABLE GEOMETRY COMPONENTS

Figure ‎1-15: VARIABLE GEOMETRY SYSTEM ADJUSTMENT

Figure ‎1-16: MAINFRAME SECTION

Figure ‎1-17: MAINFRAME COMPONENTS

Figure ‎1-18: BASIC MAINFRAME

Figure ‎1-19: MAINFRAME ORIENTATION

Figure ‎1-20: POWER TAKEOFF COMPONENTS

Figure ‎1-21: SHAFTGEAR DRIVER COMPONENTS

Figure ‎1-22: NUMBER 2 BEARING COMPONENTS

Figure ‎1-23: GEARBOX

Figure ‎1-24: EXTRACTION SYSTEM

Figure ‎1-25: GEARBOX AND ACCESSORY ORIENTION

Figure ‎1-26: ACCESSORY SECTION

Figure ‎1-27: COMBUSION SECTION

Figure ‎1-28: COMBUSION COMPONENTS

Figure ‎1-29: COMBUSION LINER

Figure ‎1-30: SHAFT SHIELD

Figure ‎1-31: NUMBER 3 BEARING AREA COMPONENTS

Figure ‎1-32: FRIST STAGE NOZZLE

Figure ‎1-33: TURBINE SECTION

Figure ‎1-34: TURBINE STATOR COMPONENTS

Figure ‎1-35: TURBINE ROTOR ASSEMBLY





















2 LUBRICATION SYSTEM
2.1 GENERAL
The J85-GE-21A engine lubrication system utilizes a pressurized, closed circuit, recirculating, dry
sump system designed to furnish lubricating and cooling oil to the necessary rotating
components during engine operation. After circulation to those parts requiring lubrication, it
drains to the sumps from which it is scavenged by individual elements within the pump and
returned to the oil tank. All system components, with the exception of the oil pressure
transducer, supplied by the airframer, are engine furnished and engine mounted. External oil
lines are kept to a minimum by the use of internal lines and cored or drilled passage ways. The
major components of the system are the oil tank, an integral lubrication and scavenge pump,
oil cooler, oil filter and oil pressure transducer.
2.2 OIL TANK

(See Figure 2-3)The oil tank is a fabricated aluminum tank protected from corrosion by chemical
treatment. It is mounted on the aft flange of the lube and scavenge pump. The portion of the
pump to the rear of the flange (including the pendulum oil pick up tube) fits into the body of
the tank with “0” ring seals utilized at all ports and flanges.
Included within the oil tank is a dwell chamber, a system of vent tubes and a vent chamber
which is isolated from the remainder of the tank. The oil tank fill port is located on the aft face
and the oil level indicated by a dipstick graduated in pints of oil to be added. Oil that overflows
during filling is collected in a scupper and drained overboard through a scupper drain port.
Beneath the scupper is a deep well into which the rear flange of the lube and scavenge pump
extends. Supported and driven by the pump and housed within the well is the alternator
tachometer unit. Located on the left side of the tank is a square pad to which a remote fill tube
is attached depending upon engine location in aircraft.
On the forward side of the oil tank is located the tank drain and the flange for mounting the
lube and scavenge pumps. Oil is supplied from the oil tank to the pump through the pendulum
oil pick up tube. All of the oil is returned to the oil tank through a single port in the mounting
flange. This return, which is the common discharge for all of the pump scavenge elements, is an
air-oil mixture and enters a dwell chamber within the tank designed to allow separation of the
air from the oil. Within the tank the air passes through the vent tubes into the isolated vent
chamber, while the oil remains at the bottom of the tank.
Section 2, Lubrication System 2-1

The amount of scavenge air-oil mixture entering the oil tank is greater than the amount of oil
leaving through the pendulum pick up tube, thus increasing the tank pressure. The pressure
within the tank is controlled by a vent relief valve mounted on the top of the oil tank and
connected to the vent chamber. This valve vents enough air overboard at a pressure differential
between the tank and ambient of 4 - 6 psi to maintain a positive pressure in the tank in order to
suppress formation of vapor and to prevent cavitation of the pressure element of the pump at
high altitude. (Cavitation causes engine oil pressure to drop off at altitude.) The vent relief valve
has a small orifice which depressurizes the tank following engine shutdown.
The oil tank vent system is designed to function during maneuvers including climb, dive,
inverted flight or negative “g”. The trombone tube permits air rather than oil to enter the vent
chamber during a climb or dive while the inverted flight tube and piston check valve allows air
from the bottom of the oil tank to enter the vent chamber when the aircraft is inverted.
The oil tank capacity is four quarts with approximately three quarts being usable and may be
serviced from the left hand side of the engine through the remote fill tube. The remote fill tube
is also connected to the oil tank by a vent tube to facilitate venting of entrapped air during
manual filling.
2.3 LUBE AND SCAVENGE PUMP

(See Figure 2-4 & 2-5) The pump is driven by a gear attached to the accessory gear box
shaftgear which engages with an internally toothed gear on the pump shaft. The integral lube
and scavenge pump is a positive displacement pump containing six guided or sliding vane type
pumping elements mounted on a common shaft. The shaft extends through a mounting face on
the rear of the pump casing to drive an alternator—tachometer used for monitoring engine
RPM. Numbered from the drive end, the No.1, No.2 and No.3 pump elements are rated at 1
gallon per minute each scavenging oil from the accessory gearbox and~ the No. 1 bearing sulnp.
The No. 4 and No. 5 pump elements are rated at 3 gallons per minute each, scavenging oil from
the main sump. Element No. 6 is a supply element rated at 2.5 gallons per minute. The
operating elements of the pump extend aft into the oil tank from the pump flange on which the
oil tank is mounted.
Oil from the tank enters the pressure element through the swivel pendulum-type pick up,
leaves the pump to pass through the oil cooler, returns to the pump passing through the oil
filter and enters the gearbox where it is then distributed through the system.
To protect the system during cold weather starts or due to a restriction, a relief valve within the
supply system opens at a differential pressure of 120 130 psi and bypasses excess oil back to
-
the tank.

Screens are located at each scavenge port inlet in the pump housing to prevent pump failures
caused by ingested debris. Since all of the pump elements are driven by a single key, debris
jamming one element would cause the key to shear and a complete pump failure would be the
result.
2.4 OIL FILTER

See Figure 2-4) The oil filter is located within the pump housing and is removable for cleaning. It
is a full flow, in line filter with a corrosion resistant screen element of fine corrugated steel. The
screen filters out contaminants over 40 microns in size. A filter bypass valve is included in the
core of the filter element allowing unfiltered oil to bypass the filter if the element becomes
blocked sufficiently to cause a pressure drop of 21 23 PSI across the valve.
-
2.5 OIL COOLER

(See Figure 2-6, 2-7 and 2-8)The oil cooler is attached by its front casting to the pump mounting
flange located on the front of the oil tank and locates in a recess formed into the outside of the
tank. The oil cooler is a liquid to liquid heat exchanger. It consists of numerous longitudinal
passages arranged in a honeycomb pattern. Both fuel (the cooling medium) and oil flow
simultaneously through separate passages with an exchange of heat occurring between hot
engine oil and cold fuel. Oil passes over the fuel tubes eight times before leaving the cooler. An
integral relief valve located within the cooler is connected across the inlet and outlet ports
allowing oil to bypass the cooling elements when the pressure drop across the valve exceeds 30
± 5 PSI due to clogging or low temperature, high viscosity oil.
2.6 SUMP CENTER VENT SYSTEM

(See Figure 2-2)The center vent system is designed to provide a high air vent capacity from the
sump without oil loss and to maintain positive pressure drop across the carbon seals under
conditions of high air leakage into the sumps.

The forward sump is located in the front frame in the No. 1 bearing area and with oil restricted
to this area by the sump cover on the forward end and the “windback” carbon seal design at
the aft end.
The “main” sump is a connecting area within the PTO housing and shaft shield, between the No.
2 carbon seal, forward the No. 2 roller thrust bearing, and the No. 3 carbon seal aft of the No. 3
turbine roller bearing.
Air leaks into the sump across the carbon seals and through a 0.070 orifice in the sump pressure
reference tube. The No. 1 and No. 2 carbon seals are pressurized (higher pressure on the air
side than on the oil side) by compressor discharge seal leakage air (ninth stage seal leakage air).

The air leaking past the compressor discharge seal fills the mainframe cavity and the space
between the rotor and bearing support thus directly pressurizing the No. 2 carbon seal.
This same ninth stage seal leakage air also flows into the area on the outside of the PTO
housing and within the main frame struts where it now leaves the strut on the right hand side
of the main frame at four o’clock. It is carried externally forward to the four o’clock front frame
strut. It is ducted through the strut to the center of the dual No. 1 carbon seal to pressurize the
forward sump.
Air from the “Balance Piston Chamber” on the forward face of the turbine rotor, leaks across
the inner labyrinth seal to present itself to the No. 3 carbon seal, flowing through the carbon
seal-seal runner surface to pressurize the rear of the main sump.
Venting of the system is accomplished through the center vent system, i.e., the axis of the
engine rotor. The forward sump is vented through a tube located in the five o’clock strut and
then externally through a tube and into the accessory gearbox. Flow in this line is either
directed to the forward sump or away from it, depending on whether the air scavenged from
the sump is greater or less than air leakage into the sump. The accessory gearbox is vented
through the six o’clock mainframe strut back to the main sump.
The main sump is vented through two holes near the aft end of the compressor drive shaft, out
through holes in the turbine rotor locknut, into the cavity between the two turbine wheels,
through the bore of the second stage turbine wheel and into the exhaust gas stream. A plug in
the forward end of the compressor drive shaft prevents this air from presenting itself once
more to the carbon seals. Holes in the PTO shaft gear driver are designed to separate the
heavier oil suspended in the air by centrifugal force before the air enters the compressor drive
shaft.
Sump pressure is established by turbine discharge pressure--the sump pressure will be slightly
higher than the pressure downstream of the holes in the turbine locknut regardless of the
quantity of air leaking past the carbon seals. As the air pressurizing the carbon seals is always at
a higher pressure than turbine discharge pressure, the center vent system always maintains a
positive pressure drop across the carbon seals. When an engine has tight carbon seals and the
air leakage across them is less than the air scavenged by the scavenge pumps, the difference in
flow is made up by air flowing into the sump through the .070 orifice in the sump pressure
reference tube located in the four o’clock main frame strut. This prevents reverse flow of hot
exhaust gas air into the swaps through the turbine locknut holes.
Since turbine discharge pressure varies as a function of compressor discharge pressure, the
sump pressure will vary as a function of engine speed, altitude and aircraft speed.

2.7 LUBRICATION SYSTEM OPERATION

(See Figure 2-1 and 2-2) The pressure element of the pump draws oil directly from the tank by
means of a pendulum type swivel pickup and pumps it through the oil cooler and the oil filter
into the accessory gearbox. Some of the oil services the accessory gearbox bearings and spur
and bevel gears; the remainder flows through the gearbox to and OUT port on the left side of
the gearbox. The accessory gearbox swap is scavenged by a 1 Gallon Per Minute (GPM)
scavenge element. A magnetic drain plug at the bottom center of the forward gearbox face can
be removed for draining.
Oil from the OUT port of the gearbox is connected to a “T” with one line going to the eight
o’clock front frame strut where it is directed by an internal line to the number one bearing and
undercooled seal runner for lubrication and cooling This oil is then scavenged to the oil tank
from the sump through the five o’clock front frame strut through an external line to the
accessory gearbox and two 1 GPM scavenge elements in the lube pump.
Oil for the main sump is carried through another line to the eight o’clock mainframe strut. It
enters the mainframe through the lube service tube and is directed forward and aft through a
horizontal tube. The oil moving forward impinges on the aft side of the No. 2 bearing through
two oil nozzles. A continuation of the main tube carries oil through the No. 2 bearing support
and directs it on the forward side of the No. 2 bearing and undercooled seal runner. This oil
drains to the sump in the power take-off housing. Oil moving aft flows into the aft lube supply
line which has two oil jets located immediately aft of the connecting point. One lubricates the
driver and driven bevel gears, the second lubricates the driver bevel gear support bearing. The
main tube continues aft to a two jet nozzle which lubricates the rear bearing and supplies
cooling oil to the undercooled rear carbon seal runner. Oil which collects in the No. 3 bearing
area is returned to the reservoir through the gearbox by a 3 GPM scavenge element. Oil which
collects in the power take-off housing is returned to the reservoir through the gearbox by
another 3 GPM scavenge element. Each 3 GPM scavenge element is capable of handling oil
which may flow from either end of the main sump into the other through the compressor drive
shaft shield, because of the attitude of the aircraft.
To establish the systems oil pressure, the sump pressure reference line in the four o’clock
mainframe strut is connected to the oil pressure transducer on one side. Another line sensing
oil supply discharge pressure, which is a function of oil pump flow, jet size and sump pressure is
connected to the opposite end of the transducer. The two sump pressure signals on either side
of the transducer cancel each other out so that the cockpit indicator displays oil pressure as a
function of the total size of the oil pump flow and jet size only.
To reduce the temperature of the oil being scavenged, metal screens are attached to the No. 2
bearing retainer, P.T.O. deflector, P.T.O. bearing retainer (shrouding driver bevel gear) No. 2

carbon seal and the No. 3 carbon seal. These screens or perforated baffles reduce the swirl and
churning of the oil caused by the rotating bearings and gears. This provides better scavenging,
reduces sump flooding and reduces heat load.










3 ELECTRICAL SYSTEM
3.1 IGNITION SYSTEM
3.1.1 General
Ignition of the atomized fuel-air mixture is acomplished by an intense electrical spark produced
at a single igniter plug immersed in the combustor. Sparking ceases automatically upon
completion of the engine starting cycle. Combustion is self sustaining once ignition has been
accomplished.
A capacitor discharge type ignition unit produces the electrical energy necessary to create a
high intensity spark at the igniter plug. In operation, a 115 volt, 400 cycle alternating current
provided by the airframe mounted generator is stepped up to high voltage A.C. by transformer
action. Rectification of this high voltage AC. produces a high potential D.C. that is stored in a
capacitor. A sealed gap allows periodic surges of high voltage D.C. to be released from the
storage capacitor to the igniter plug. The electrical discharge across the igniter plug gap
produces a spark.
A capacitor discharge ignition unit is often referred to as a low tension, high energy device. Its
8,000 volt output is low when compared to the 20,000 volt output of jet engine ignition units.
Care should be used in describing a capacitor discharge ignition unit as a “high energy” device.
The amount of energy produced is very small.
The intense spark is obtained by developing a large amount of electrical power at the igniter
plug. High power is derived from the expenditure of a small amount of electrical energy in an
infinitesimal period of time. Assuming a discharge time of approximately 25 micro seconds (25
millionths of a second), the average power developed is:
Main Circuit A/B Circuit
3.1.2 Ignition Unit

Main engine ignition and afterburner ignition are provided by a dual output capacitor discharge
ignition unit. In each case igniting the atomized fuel air mixture is accomplished by an intense
electrical spark produced at a single igniter plug. The main engine igniter plug is immersed in
the combustor. The afterburner igniter plug is mounted on the diffuser and is immersed in the
flameholder. Individual control of the outputs is not provided. The main engine igniter plug and
afterburner igniter plug are energized simultaneously.
Section 3, Electrical System 3-1

In operation (see Fig. 3-3) a 115 volt, 400 cycle alternating current input from the airframe
mounted generator flows to the primary of the power transformer through an L—C network
consisting of an inductor and capacitors. The inductor serves as a power choke, limiting the
spark rate variation over the range of input voltage and frequency. In addition, it serves along
with the capacitors as the conducted radio— frequency noise filter. The power transformer
steps up the voltage, which is changed to D.C. by a symmetrical voltage doubler, and charges
the storage capacitors through the safety resistors until the ionization potential of the sealed
gap is reached. When the sealed gap ionizes, the energy accumulated on the storage capacitor
is discharged in the two individual secondary circuits to the main and A/B igniters.
3.1.2.1 Both Igniters Firing

Some of the discharge current from the storage capacitor of each circuit passes through the
primary of its triggering circuit and induces in the secondary of the transformer, voltages
sufficient to ionize the gaps of the spark igniter, so that nearly all the remaining discharge
current flows through the storage capacitor, the secondary of the trigger transformer, the out-
put cable and the igniter, and back to the storage capacitor. The discharge safety resistor
contains enough resistance to limit the current which passes through it to a small amount. After
the spark at the tip of each spark igniter has been extinguished, the safety resistor in each
circuit provides a return path so that any residual charge on the storage capacitor and trigger
capacitor can bleed off between discharges.
3.1.2.2 One Igniter Shorted

The operation is identical as described in a. above, except there is only one spark at the tip of
the operating igniter. Shorting of one igniter has negligible effect on the energy delivered to the
other igniter.
3.1.2.3 One Igniter Open

The operation is identical as described in a. above, except that there is only one spark at the tip
of the operating igniter. The current normally provided to the non-operating igniter is
discharged through the discharge safety resistor to ground and back to the storage capacitor.
Operation with one igniter open circuited has negligible effect on the energy delivered to the
other igniter.
3.1.3 Igniter Plug

(See Fig. 3-4) The igniter plug is a self-ionizing, shunted gap type igniter designed for relatively
low voltage application. A semi-conducting material effectively shunts the radial gap by
providing a conducting path between the electrodes.

When the ignition unit output reaches approximately 800 volts, enough current flows through
the semi—conductor to ionize the igniter plug air gap. Once ionization has been initiated, a
conducting path is Input Voltage .provided for the output current, which arcs across the air gap.
3.1.4 Ignition Unit Specifications

Input Voltage 103-127 Volts A.C. 380-420 cps
Input Power 230 Volt-Amperes maximum at 115 V, 400 cps
Peak Open Circuit Output Voltage 6,500 Volts minimum
Sparking Rate 1.0 - 4.5 per second
Stored Energy 4.4 Joules minimum
Duty Cycle Two (2) minutes ON, Three (3) minutes OFF
Two (2) minutes ON, Twenty-three (23) minutes OFF
OR
Five (5) minutes ON, Fifty-five (55) minutes OFF
Delivered Energy Main 0.3 Joules minimum
A/B 1.0 Joules minimum
3.2 TACHOMETER GENERATOR AND ALTERNATOR
3.2.1 Alternator
The engine driven alternator supplies the AC electrical power required to operate the
temperature limiting system. The speed input signal provides stability compensation for the
control system. The alternator is combined with the tachometer generator to provide one
mechanical unit; however, electrically, it is an independent unit. The tachometer generator-
alternator unit is engine mounted in a recessed well on the aft side of the lube tank and driven
by the lube pump. It is a permanent magnet rotor type, having (12) poles and multiphase
output. Alternator output is 26 volts, 400 cps at 100% speed.
3.2.2 Tachometer Generator

The engine driven tachometer generator produces an electrical signal proportional to engine
speed.
Mechanically, it is integral with the alternator; electrically, it is an independent unit. It is a

permanent magnet rotor type having two (2) poles and three (3) field windings. A three (3)
phase output is produced, the frequency of which is one cycle per revolution of the generator
rotor.
3.3 ANTI-ICING VALVE

(See Figure 3-5)The anti-icing valve is a pressure regulator and shutoff valve used to operate the
anti-icing system. The valve is operated by a 28 volt DC cockpit signal and is fail-safe in the
closed position. The valve is so designed that 28 VDC must be applied to the valve to turn the
anti-icing on; the valve closes when the power supply is removed. This assures maximum

engine power available by shutting down the anti-icing system in the event of an airframe
power failure.
A pressure sensing probe senses the air pressure downstream. The pressure regulator
maintains a ratio of upstream to downstream pressure based on a ΔP of 35 psig, regardless of
changes in altitude or power setting. The regulator is adjusted to provide a downstream
pressure of 15.0 ± .5 psig with an upstream pressure (inlet) of 50.0 ± 2 psig.
3.4 OIL PRESSURE TRANSDUCER

Lube oil pressure is converted to an electrical signal by the transducer. It is contractor furnished
equipment and is mounted below the ignition generator. The autosyn principle is used to pro-
vide remote indication of lube oil pressure. The transducer is an autosyn transmitter consisting
of a rotor and three (3) coil stators. The indicator is similarly constructed. Connecting the
transducer to the indicator provides an autosyn system. The indicator rotor follows in exact
synchronism any movement of the transducer rotor. The system requires 26 volt, 400 cps
alternating current.
3.5 NOZZLE POSITION TRANSMITTER

Mechanical representation of the variable nozzle position is converted to an electrical signal.
The transmitter consists essentially of a DC selsyn mechanism which is housed in a hermetically
sealed case. It is used in conjunction with a DC selsyn indicator to provide cockpit indication of
changes of nozzle area.
The indicating mechanism consists of a laminated ring of ferromagnetic material upon which
three windings are placed at equal distances. Varying the position of the brushes on the
transmitter coil varies the voltage impressed on each indicator winding, thus changing the flux
distribution across the laminated ring. A polarized permanent magnet rotor within the
laminated ring aligns itself with the flux giving an accurate indication of the position of the
transmitter brushes at all times. The transmitter mounted on the afterburner and nozzle
control is powered by 28 volts DC.
3.6 THERMOCOUPLES
(See Figure 3-6)Exhaust gas temperature is sensed by two (2) separate circuits, each comprised
of eight (8) chromel-alumel thermocouples connected in parallel and geometrically balanced.
This produces an output which is the arithmetical average of the temperatures sensed by the
eight (8) thermocouples of each circuit. The eight (8) thermocouples are located at alternate
immersion depths in the exhaust gas stream to provide an accurate “average” exhaust gas
temperature. One circuit terminates in the aircraft cockpit exhaust gas temperature indicator.
This circuit incorporates a potentiometer (T5 trim box), mounted in the engine nacelle, to bias
the exhaust gas temperature indication to a standardized value for a given power setting. The

other circuit terminates at a connector on the T5 temperature amplifier mounted in the engine
nacelle. It provides an actual engine exhaust gas temperature signal for the T5 temperature
limiting system.
Physically, the system is composed of a right and left integral thermocouple harness and a lead
assembly. The harnesses are constructed of rigid tubing with swaged magnesium oxide as the
insulating material. Each harness contains four (4) shielded dual junction probes. A series of
holes drilled in each thermocouple protecting tube helps prevent coking.
3.7 P3 DUMP SYSTEM (See Figure 3-7)
The P3 dump system is designed to prevent stalls and flame-outs during afterburner initiating
throttle transients while aircraft is at high angles of attack.
The engine mounted components of the system are the P 3 dump valve, PS2 absolute pressure
switch, wiring harness, ducts and tubing.
The airframe mounted components of the system are the 16-second timer, a 94° ± 1° throttle
lever (PLA) switch and a 24 volt DC supply.
P3 Dump Valve: The P3 dump valve consists of a solenoid and a two-position poppet valve. In the
normal or de-energized position, the solenoid and poppet valve is closed. When the solenoid is
energized by a 28 volt DC supply, the main poppet valve opens allowing 3% of engine air flow
(P3) to dump into the engine bay. The pneumatic forces are sufficient to operate the valve, with
the solenoid energized, when the supply pressure (P3) is at least 5 psi above the valve discharge
pressure. The valve is mounted by a bracket on the overspeed governor and piped to the
engine lower left-hand bleed duct.
PS2 Pressure Switch: The pressure switch is designed to prevent operation of the P3 dump
system above 11 psia PS2 to avoid compressor instability. Engine inlet static pressure (~S2) is
plumbed directly to the pressure switch. When P52 is above 11 psia, a micro-switch opens the
28 volt DC supply circuit to the P3 dump valve, preventing any engine airflow from being bled
overboard. The pressure switch is mounted to the engine front frame just forward of the
afterburner fuel control.
Wiring Harness: The harness inter—connects the P3 dump valve and the P52 switch with
connector J4 on the engine junction box. The airframer supplies 28 volts DC to the junction box
through the main airframer connector J2 on the engine junction box.
System Operation: Two conditions must be satisfied for operation of the P 3 dump system. First,
the power lever must be advanced to 940 calling for afterburner initiation. Secondly, the aircraft
must be in a flight condition such that the absolute pressure sensed by the P 52 switch is equal to

or less than 9 ± 2 psia. When these two conditions are satisfied simultaneously, the timer will
allow 28 volts to be supplied to the dump valve for 16 seconds. The valve will remain open for
this time period dumping 3% of engine airflow into the bay in an aft direction near the turbine
casing forward flange. This drops p3 sufficiently to prevent afterburner initiated stalls.
The dump valve will close immediately on an afterburner throttle chop to Military regardless
whether the P3 dump time interval has expired but will lag the afterburner by a matter of micro
seconds.

4 MAIN FUEL SYSTEM
4.1 GENERAL
(See Figs. 4-1 and 4-2) The J85-GE-21A fuel system is designed to provide the engine with
proper amount of fuel for operation in all attitudes of flight within the flight envelope. Changes
in engine speed, ambient temperatures and pressures and the like, must be compensated for
automatically. Fuel is not only used for combustion but also for automatic operation of the
engine variable geometry, to lubricate and operate servos in the main fuel control, overspeed
governor, afterburner control, and as a coolant for engine lube oil. The major components of
the main fuel system include the main fuel pump, the main fuel control, the overspeed
governor, the oil cooler, hydraulic VEN cooler, the fuel pressurizing and drain valve, two fuel
manifolds, twelve flow divider—fuel nozzles, two hydraulic variable geometry actuators, and 40
micron servo filter. A discussion of these components and of the system operation follows.
Speeds and pressures used in the discussion will be with the engine operating at 100% speed
standard day, sea, level static conditions unless otherwise specified.
4.2 MAIN FUEL PUMP

(See Fig. 4-5) The main fuel pump is mounted on the forward right hand drive pad of the
accessory gearbox rotating at 8029 RPM at 100% engine speed. It is a dual element, self-
lubricating pump consisting of a low pressure or boost stage, a high pressure stage, a fuel
screen, a relief valve and high and low pressure taps. Both pumping stages are driven by the
same drive shaft.
The boost stage is an impeller type centrifugal element designed to increase the inlet pressure
65 PSI. A 200 mesh screen is located between the boost and high pressure elements. A by—
pass feature provides for retraction of the screen in the event that clogging causes the pressure
drop across it to exceed 7-9 PSI. The high pressure stage is a positive displacement gear pump.
Located between the gear pump inlet (or boost pump discharge) and discharge is an interstage
relief valve which will open at a differential pressure of 950 - 1250 PSI allowing recirculation of
excess fuel when the discharge pressure becomes too high. Two taps are provided on the
pump. One is located in the fuel line between the centrifugal element and the gear element
and is used to supply the fuel pressurizing valve with a fuel control case pressure reference. The
other tap supplies high pressure fuel to the overspeed governor and afterburner control for
servo operation and lubrication.
Section 4, Main Fuel System 4-1

4.3 MAIN FUEL CONTROL
4.3.1 General.
(See Figs. 4-3, 4-4, 4- 12 The main fuel control is a hydro-mechanical control designed to supply
the J85-GE-21A engine with a fuel flow commensurate with existing parameters within the
engine operating envelope. In theory, the control has two distinct sections, the metering
section and the computing section. All of the fuel being supplied to the engine must flow
through the metering section. The amount of the fuel is determined by the size of a variable
orifice in the metering valve.
Compressor inlet temperature, engine speed, throttle position and compressor discharge
pressure are all sensed in the computing section. Figure 4-3 indicates that changes in these
parameters affect various servos, cams and linkage inside the control. This results in the
transmission of a single signal to the metering section which is responsible for positioning the
metering valve piston thereby varying the size of the metering orifice. A detailed analysis of
both sections of the control follows.
4.3.2 Metering Section

(Figure 4—S & 4-6)
4.3.2.1 Filters
High pressure fuel, supplied to the fuel control by the main fuel pump, is tapped near the
control inlet to supply fuel for operation of the compressor inlet temperature servo, the
variable geometry servo, the governor servo, and the metering valve servo. This fuel passes
through the servo filter which is rated at 25 microns absolute. The main flow is filtered by a fuel
screen rated at 120 microns absolute. A by-pass feature provides for retraction of the filter
when the differential pressure across the filter exceeds 40 PSI.
4.3.2.2 Function
The fuel routing function of the metering section is obvious; however, its fuel measuring
function requires some explanation. All fuel to the engine combustor passes through the
metering valve. Rate of fuel flow is measured or selected by a variable area orifice in the
metering valve. The selection of orifice area (and hence, rate of flow is controlled by the
computing section.
A linear relationship between fuel flow and orifice area is desirable from the standpoint of
control operation. Such a relationship allows the use of a metering valve positioning servo that
ensures accurate and repeatable control of fuel flow. Practical application of the linear fuel flow
versus orifice area relationship is accomplished by a constant differential pressure bypass valve
(pressure regulating valve).

4.3.2.3 Pressure Regulating Valve Principle

Performing the function of maintaining a constant pressure drop across the metering valve
orifice is the constant differential pressure bypass valve. It does so by sensing metering valve
downstream pressure ~m and balancing this pressure, plus a spring force, against metering
valve upstream pressure ~h to control the amount of bypass fuel flow. All fuel in excess of that
required to maintain the selected constant pressure drop is bypassed back to the gear pump
inlet. In effect, the constant differential pressure bypass valve operates on a force balance
principle which can be expressed as:
Ph = Pm + spring (80 PSI) (1)
Ph = Pm + 80 or
Ph - Pm = 80
Equation (1) states that the difference between metering valve upstream pressure Ph and
metering valve downstream pressure Pm is constant (approximately 80 PSI for JP4). The
difference between these pressures is the pressure drop across the metering valve orifice or
ΔP, which equals a constant 80 PSI.
4.3.2.4 Pressure Regulating Valve Operation

(Figure 4-7) For each position of the metering valve piston, the pressure regulating valve
assumes a distinct position of equilibrium. Repositioning of the bypass valve, as metering valve
orifice area changes, results in control of bypass fuel flow to maintain a constant pressure drop
across the metering valve regardless of orifice area.
Specifically, assume a balanced system in which engine fuel flow is constant at some rate
selected by the computing section. A specific metering valve orifice area has been selected and
the pressure regulating valve is maintaining a constant l2~P across the orifice. Assume that an
increase in fuel flow is selected by the computing section. The metering valve piston moves to
the right increasing orifice area. The pressure drop across the orifice decreases as orifice area
increases. The increase in metered pressure is transmitted to the bypass diaphragm via the
sensing line. Metered pressure plus the spring exerts a force on the diaphragm that exceeds the
force caused by pump pressure on the topside of the diaphragm. The bypass valve piston
moves to the left in response to the force unbalance. As it does, fuel flow through the bypass
port is reduced and more flow is directed toward the metering orifice. Pump pressure is is
increased due to increased flow to the engine to a point where the 80 psi pressure drop across
the metering orifice is re-established. Forces on either side of the diaphragm are balanced and
the bypass valve has assumed a new position of force equilibrium. Thus fuel flow has increased
due to increased orifice area; while at the same time a constant Δp has been maintained. The
bypass valve has functioned to maintain a constant differential pressure across the metering

valve regardless of orifice area, and fuel system pressure levels thus yielding the desired linear
relationship between fuel flow and orifice area.
4.3.2.5 Metering Valve Positioning Servo

(Figure 4-6) The link between the computing section and the metering section is the metering
valve positioning servo which will be discussed here with the metering section.
Hydraulic force on the metering valve piston provides the motion necessary for changing orifice
area. The magnitude and direction of the force is provided by a hydraulic servo which consists
of the metering valve piston, a fixed orifice, two (2) individual metering valve servo orifices, a
metering valve spring and the Wf lever.
Pump discharge pressure exerts a hydraulic force on the top side of the metering valve. Fuel
pressure, upstream of the metering valve is tapped off, directed through the servo supply
orifice, where it is reduced in pressure and fed to the right side of the metering valve. Leaving
the metering valve, it passes through a fuel screen and on to the metering valve servo acting
upon the right side of the Wf lever. Acting upon the left-side of the Wf lever is high pressure
servo fuel. This helps provide more accurate fuel scheduling by counteracting the effect of jet
reaction force of metering valve servo and better repeatability. Discharge flow from the two (2)
orifices is controlled by the gap between the servo orifices and the Wf lever. During a steady
state or null condition, hydraulic forces on the metering valve piston are balanced and the gap
between the two (2) servo orifices and the Wf lever is constant. If a signal to the Wf lever
“requests” an increase in fuel flow the lower end of the Wf lever moves clockwise increasing
the servo gap, resulting in an increase in metering valve servo discharge flow and a reduction in
servo pressure acting on the right of the metering valve piston. This creates a force unbalance
which causes the metering valve to move to the right, increasing metering valve area resulting
in a subsequent increase in engine fuel flow.
As the piston moves to the right, the metering valve spring force increases, tending to move the
left end of the lever counter-clockwise against the metering valve servo orifice. Servo orifice
discharge flow is restricted, allowing servo pressure to increase so that hydraulic forces on the
metering valve piston are balanced again and piston movement is stopped. The servos are
balanced, providing a new value of steady state fuel flow.
Metering valve piston movement is limited in the direction of decreased fuel flow. This is
accomplished by a screw, the minimum flow limit adjustment, which is threaded into the
metering valve piston and limits minimum fuel flow to 175 205 pounds per hour.
-
4.3.2.6 Stopcock
Metered fuel must flow through the stopcock before being discharged from the fuel control
unit. The stopcock provides positive shutoff of engine fuel flow when the pilot’s control lever is

retarded to the closed position. It is mechanically connected to the control input shaft and is
actuated by shaft rotation. Positive fuel shutoff is maintained by a metal-to-teflon seal contact.
If the engine is windmilling with the control stopcocked, it is necessary to unload the fuel pump
in order to prevent dead ending of the pump and forcing operation of the pump relief valve.
This is accomplished by metered fuel pressure overcoming the spring force at a differential
pressure of 140 psi in the windmill bypass valve to allow metered flow to bypass back to the
inlet of the gear pump. With the stopcock open, the reduced pressure drop across the windmill
bypass valve is reduced to well below 140 psi causing the bypass valve to close.
4.3.3 Computing Section.
4.3.3.1 General
(See Fig. 4-5). The computing section positions the metering valve piston and thereby selects a
fuel flow for each condition of engine operation. Selected steady state conditions are
maintained in conjunction with limiting and biasing functions such as top speed, acceleration
limit, CIT bias and minimum fuel flow. Engine operating parameters, such as power lever or
throttle position, engine RPM, compressor discharge pressure (CDP) and compressor inlet
temperature (CIT) are integrated, and a single output signal representing fuel flow (Wf) is
transmitted to the metering valve piston via the metering valve positioning servo. The link
between the computing section and the metering section is the positioning servo.
4.3.3.2 Multiplying Linkage

(Figure 4-8) Metering valve servo operation is initiated by Wf lever movement, which can be
considered a true fuel flow signal. Motion of the Wf lever occurs whenever an unbalance exists
in the moments of force acting on it.
The position of the rollers represents the proper value of Wf/P3 as determined by the
integration of three engine operating parameters: engine RPM, control lever position and
compressor inlet temperature. A multiplying force acts on the rollers through a lever and is a
function of compressor discharge absolute pressure P3.
The position of the rollers is a function of Wf/P3 and the multiplying force is a function of P3.
The lever system is arranged as a multiplier such that the load P 3 times the point of load
application Wf/P3 equals fuel flow Wf. In equation form: P3 × Wf/P3 = Wf.
4.3.3.3 Compressor Discharge Pressure Sensor

(Figure 4—8) CDP is sensed by a bellows. Compressor discharge air, in pounds per square inch
acting on the bellows effective area in square inches, produces a force in pounds. This
multiplying force is transmitted to the rollers by a lever attached to the transmitted to the
rollers by a lever attached to the sensing bellows. An evacuated bellows of equal effective area
is mounted opposite the sensing bellows to serve as a reference. This bellows also provides

compensation for undesired sensing bellows movement due to changes in temperature and
pressure in the CDP (P3) chamber.
The P3 chamber is sealed of f from the control casing and vented to atmosphere through a small
orifice. A ruptured sensing bellows would fill the chamber with compressor discharge air, the
seal and orifice maintaining a level of compressor discharge pressure. P3 acting on the outside
of the reference bellows provides force on the P3 lever to prevent complete loss of the P3 signal
if a sensing bellows fails.
4.3.3.4 Speed Sensing System

(Figure 4) The speed sensing system is composed of an engine—driven fly—weight governor,
pilot valve, feedback spring and lever, 3D cam, and power piston.
During engine steady state operation, governor flyweight centrifugal force is balanced by
feedback spring force. Under these conditions, the pilot valve is held in null position. Assume an
increase in fuel flow in response to a control lever advance. Additional fuel flow produces
increased engine speed in response to which the governor flyweights move outward, displacing
the pilot valve to the right. High-pressure fuel, ported to the right end of the power piston,
moves it to the left. By virtue of its mechanical connection, the 3D cam follows this motion.
Movement of the power piston to the left, rotates the feedback lever clockwise and around its
pivot point. This action compresses the spring until the spring force overcomes the centrifugal
force of the flyweights. The pilot valve moves back toward the null position and the flyweights
move toward their steady state position. When spring force is balanced by flyweight centrifugal
force the pilot valve is in a null position.
The speed sensing system responds to changes in engine speed and schedules fuel flow to the
engine in accordance with prescribed limiting functions to provide safe engine operation.
4.3.3.5 3D Cam Operation

The incorporation of a 3D cam minimizes control size and weight by employing a single cam to
perform a number of functions.
Translation of the cam, a function of engine speed, is provided by the speed sensing system.
Rotation of the cam, a function of compressor inlet temperature, is provided by the CIT or T 2
servo system. During steady state operation, governor flyweight force is balanced against
feedback spring force. For each steady state operating point, the 3D cam has a corresponding
equilibrium position.
The contoured surface of the 3D cam provides for signals to initiate the limiting and scheduling
functions of the control. Four (4) contours are used. The topping contour provides a top speed
setting as well as a constant idle speed regardless of T 2 droop operation. The acceleration

contour provides a Wf/P3 versus RPM schedule to protect against stall and overtemperature.
The P2 bias and topping contour provides for resetting engine speed at high RPM and low CIT’s
to ensure optimum engine performance. The variable geometry contour provides for
scheduling the position of the variable inlet guide vanes and variable stator vanes as a function
of compressor inlet temperature and engine rotor speed.
4.3.3.6 Compressor Inlet Temperature Servo

(Figure 4—10) Compressor inlet temperature controls rotation of the 3D cam. The T 2 sensing
tube is filled with Nitrogen Gas and located in the front frame inlet at approximately 5 o’clock.
The spiral tubes in the inlet are shrouded for protection with the shroud inlet provided with
anti-icing air from the front frame anti-icing manifold. The gas is very sensitive to minute
changes in temperature which causes a motor bellows located within the control to expand or
contract with changes in compressor inlet temperature. A reference bellows, also filled with gas
but at a lower pressure, is located opposite the motor bellows. The reference bellows
compensates for changes in fuel temperature within the control.
The T2 servo nozzle, connected to the bellows assembly pivots with expansion and contraction
of the bellows thereby directing servo fuel to the righ. or left side of the servo piston which
moves axially within the chamber. The piston is mounted on a shaft with one end of the shaft
attached to a gear sector which in turn mates with a similar gear sector on the 3D cam. The
other end of the shaft is attached to a control arm which works, along with a feedback spring,
to establish a force-balance system within the servo. In a null or steady state position, a force-
balance positions the servo nozzle, so that servo fuel discharging through the nozzle impinges
upon a spike at the entrance to the servo piston, dividing the flow to create equal or balanced
pressure on both sides of the piston.
Assume that an increase in CIT (T2) causes the bellows to expand. The servo nozzle, attached to
the bellows, will pivot in a counter—clockwise direction directing high pressure servo fuel to
the right side of the spike and to the right side of the servo piston. Because the greater portion
of servo fuel is directed to the right side of the servo piston, a pressure differential now exists
creating a force unbalance across the piston. With this force unbalance, the servo piston now
moves to the left rotating the 3D cam counter—clockwise. The servo piston in moving to the
left, moves the feedback arm in a counter—clockwise direction compressing the servo nozzle
spring. As the spring force increases, with the piston moving to the left, it moves the nozzle
servo clockwise gradually directing more flow to the left side of the servo piston. A steady state
or null position is reached when a force balance is reached, i.e. forces generated by the bellows
expanding are balanced by counteracting spring force. At this point the servo nozzle is located
so that servo fuel flow is directed equally to the right and left-hand sides of the servo piston
maintaining equal pressure on both sides of the servo piston.

4.3.3.7 Variable Geometry Servo

(See Fig. 4.1) Operation of the variable inlet guide vanes and stator vanes is scheduled as a
function of engine speed and CIT by a contour on the 3D cam. A hydraulic force amplifier
controls high pressure fuel flow to the variable geometry actuators.
High pressure servo fuel is ported to the variable geometry servo entering the servo piston
from the side. After filling the passages in the piston, the fuel passes through an orifice to a
chamber on the underside of the piston. The fuel discharges through another orifice into the
fuel control casing. The rate of flow is controlled by the size of a gap between the servo
discharge orifice and a beam. During steady state conditions, the gap size as determined by
beam position, is such that hydraulic forces on both sides of the servo piston are balanced.
Assume that the right end of the beam moves downward in response to 3D cam movement.
The gap increases, allowing more fuel to be discharged to the case. Pressure on the underside
of the piston decreases, upsetting the force balance and the piston moves downward. The
piston lands uncover the bottom port, allowing high pressure fuel to flow to one side of the VG
actuator pistons to open the stator vanes and I.G.V.’s. Fuel from the other side of the VG
actuator pistons returns through the upper port and exits into the bypass flow area. Movement
of the VG actuators is fed back to the feedback cam which rotates presenting a shorter radius
to the beam, so that the right end of the beam moves upward. The gap decreases, allowing a
pressure buildup on the underside of the piston, moving it upward. Motion stops when the
actuators have reached the scheduled position and the steady state gap is reestablished,
providing balanced hydraulic forces on the piston.
4.3.3.8 Computing Linkage

The computing linkage combines control lever position, engine RPM and compressor inlet
temperature signals to produce a single output signal, Wf/P3, which positions the rollers.
The rollers can be positioned directly from the pilot’s control lever via the control input shaft,
manual speed cam, speed set lever, topping lever, “Z” rod and drive lever. The amount of roller
movement, reflected as a change in fuel flow, is closely controlled by biasing and limiting
functions of the computing linkage. Travel of the “Z” rod is limited by cam—actuated levers to
provide top speed control, acceleration limit and CIT reset of engine speed.
4.3.4 Fuel Control Operation During Acceleration

(See Fig. 4-12 and 4-13).The most severe change in throttle setting is a rapid advance from idle
to military involving, of course, an engine acceleration of considerable magnitude. The follow-
ing discussion will be primarily concerned with an acceleration of this type but will also cover
variations in control operation where they differ in less severe throttle angle changes.

Rotation of the control power lever causes rotation of the manual speed cam inside the control
because they are mechanically connected. When the manual speed cam is rotated from idle to
military, it presents a shorter radius to the top end of the speed set lever. The speed set lever
rotates clockwise about its pivot point moving the drive rod to the left. Since the topping lever
is pinned to the drive rod and therefore pivots about this point, it will also move to the left with
the drive rod leaving both the 3D cam and the Z-rod. The linkage loading spring is constantly
exerting a force on the Z-rod to the left. When the topping lever shifts to the left, the Z-rod will
therefore attempt to follow it. The drive lever pivots counterclockwise moving the rollers to the
right. This increases the moment arm on top of the Wf lever and hence increases the force
downward, rotating the Wf lever clockwise. An increase in the gap between the Wf lever and
the metering valve servo orifice causes increased flow and a decay in pressure behind the
metering valve. The force balance on the metering valve piston is upset and the piston moves
open causing an increase in fuel flow to the engine (line “CD, Fig. 4-13).
Since the power lever advance was considerable, the resultant movement of the linkage is
proportional. The Z-rod movement to the left toward the bottom end of the topping lever
continues until the Z-rod contacts the acceleration limit lever. The acceleration limit lever pivots
clockwise until its upper end contacts the 3D cam, at which point movement of the Z-rod is
restricted (point “D”). The result is that roller movement ceases and further increase in fuel
flow is prevented until the 3D cam moves.
The fuel flow now scheduled by the control exceeds the engine steady state requirements
causing an increase in engine speed. The centrifugal force of the governor flyweights
overcomes the spring force and the flyweights extend outward moving the pilot valve to the
right. High pressure servo fuel, flowing to the right-hand side of the power piston, moves the
piston and the 3D cam to the left. Now, the acceleration limit lever further rotates clockwise in
response to the changing acceleration schedule cut on the cam. This allows the Z—rod to move
to the left and the rollers to the right scheduling fuel flow as dictated by the acceleration
schedule on the 3D cam.
Meanwhile, as engine speed increases as a result of increased fuel flow, compressor discharge
pressure also rises. This expands the P3 sensing bellows tending to rotate the P3 lever clockwise
and increasing the force downward on the Wf lever. The cumulative effect of increased engine
RPM and CDP is an acceleration based on fuel flow in conformance with the acceleration curve
ItDE~ controlled by the acceleration limit lever and the acceleration schedule on the cam.
During the acceleration from point “D” to point “E” the 3D cam and the Z-rod are moving
toward the topping lever, which is unloaded and floating free between the 3D cam and the Z-
rod. This results in a condition in which the topping lever is not in tension between the 3D cam
and the Z-rod. Top speed during this type of acceleration is, therefore, not controlled by the

topping schedule on the end of the 3D cam but by the acceleration schedule on the side of the
cam. Eventually the 3D cam contacts the upper end of the topping lever and rotates it
counterclockwise until the bottom end touches the Z-rod (point “E”). At point ~tEtI the
acceleration limit lever leaves the acceleration schedule on the cam because of the movement
of the Z-rod to the right. Continued movement of the 3D cam to the left causes the topping
lever to push the Z—rod to the right and the rollers to the left, decreasing fuel flow down line
“EF” to steady state point “F”.
It should be noted that for each value of compressor inlet temperature there is a different
acceleration schedule and droop line. The schedule is changed when the CIT sensing system
rotates the 3D cam presenting a different contour to the acceleration limit lever which is
controlling fuel flow at the time. The engine accelerates with the maximum fuel flow possible
without encountering compressor stall, excessive turbine discharge temperature or rich fuel
blowouts.
All similar accelerations, i.e., rapid throttle movements of considerable magnitude, will follow
the same pattern. These may be initiated at any point along the steady state line and if great
enough will involve the employment of the acceleration schedule on the 3D cam.
However, not all types of acceleration follow this pattern. Consider a power lever movement of
only a few degrees. This slight movement rotates the manual speed cam slightly presenting a
shorter radius to the speed set lever. The speed set lever pivots clockwise and moves the drive
rod and therefore the topping lever to the left. The linkage loading spring causes the Z—rod to
follow the lower end of the topping lever to the left and the rollers move to the right increasing
fuel flow (line “CI”). However, in contrast with an acceleration of considerable magnitude, the
Z-rod does not travel far enough to contact the acceleration limit lever before it catches up with
the topping lever. The increase in fuel flow causes an increase in engine speed which is sensed
in the governor. The centrifugal force of the flyweights overcomes the spring force balancing
the pilot valve and the pilot valve moves to the right. High pressure fuel moves the power
piston and the 3D cam to the left rotating the topping lever counterclockwise. Since the Z-rod is
in contact with the topping lever, it will move to the right and the rollers to the left decreasing
fuel flow (line “J”). Movement of the 3D cam pivots the feedback lever clockwise sufficiently to
increase the spring force against the pilot valve. The pilot valve moves towards the governor
flyweights until the forces on the spring and flyweights are again in balance. The engine is now
operating at a steady-state point (“J”), the operating condition selected by the power lever.
A slight acceleration can be made from any point along the steady-state line, for example, at
“K”. Fuel flow will increase only along vertical line “KL” until this line intersects the droop curve
of the particular selected power lever setting. Fuel flow then decreases as engine speed
increases, until the intersection of the droop line and steady state line (point “M”).

4.3.5 Fuel Control Operation During Deceleration

(See Fig. 4-12 and 4-13). Depending upon the manner in which the power lever is retarded, one
of two types of deceleration is produced. a severe movement of the power lever causes the
rollers to contact the minimum Wf/P3 stop, whereas a slight movement does not.
Any decrease in power lever setting rotates the manual speed cam so that the radius of the
cam is increased. The speed set lever pivots counterclockwise following the cam and moves the
pivot point of the topping lever to the right. Since the upper end of the topping lever is already
in contact with the 3D cam topping contour, the lower end of the topping lever moves to the
right, pushing the Z-rod to the right, against the force of the linkage loading spring. The drive
lever rotates clockwise causing the rollers to move to the left decreasing fuel flow. The
magnitude of power lever decrease and the position of the 3D cam at the time of decrease,
determines whether or not the rollers contact the Wf/P3 stop. The position of the 3D cam is
directly related to engine speed and is positioned to the left during high engine speeds and to
the right during low speeds.
With the engine operating at high speed, assume that the throttle is rapidly retarded to idle
speed. The manual speed cam rotates, increasing the radius and the speed set lever pivots
counterclockwise. As a result the drive rod and the topping lever pivot shift to the right. Since
the engine is operating at high speed, the 3D cam is already positioned toward the left.
Therefore, with the upper end of the topping lever in contact with the 3D cam, a shift in the
topping lever pivot point results in a counterclockwise rotation of the topping lever.
This pushes the Z-rod to the right, against the force of the linkage loading spring, and the rollers
as far to the left as possible where they will contact the minimum ratio or Wf/P3 stop. The force
on the top of the Wf lever having diminished, the metering valve spring rotates the Wf lever
counterclockwise reducing the gap between it and the positioning servo. Pressure behind the
metering valve increases and the metering valve slides toward the closed position. Immediately
there is a decrease in fuel flow, line “FG”, but compressor discharge pressure remains high until
the engine senses the reduction in fuel flow. Therefore the ratio of Wf to P3 reduces to a
minimum since the rollers are up against the minimum Wf/P3 stop.
Meanwhile, the Z-rod is continuing to move to the right because of the severity of the throttle
movement. The drive lever, therefore, leaves its pivot and rotates about a point on the roller
linkage, having no further affect on the rollers themselves.
At point “G”, engine speed begins to decrease. The governor flyweights move inward allowing
spring force to move the pilot valve to the left. High-pressure fuel is ported to the left—hand
side of the power piston moving the 3D cam to the right. The upper end of topping lever
follows the 3D cam causing a clockwise rotation of the topping lever. The Z-rod through tension

of the linkage loading spring follows the lower end of the topping lever to the left until the drive
lever once more contacts its pivot. Line “GH” indicates that the ratio of Wf/P3 is constant during
this deceleration. Since the force affecting the movement of the Wf lever is the product of Wf/P3 and P3,
and Wf/P3 is constant during this phase, the reduction in P3 is actually decelerating the engine along line
“GH”. At point “H” the drive rod following the Z-rod, will begin to pivot on its own pivot point and the
rollers will move away from the minimum Wf/P3 stop. Fuel flow increases, increasing the Wf/P3 ratio
along the idle droop line “HC” to the idle steady state setting at point “C”.
A slight retardation of the throttle causes commensurate slight movements of the control
linkage. The rollers move to the left but do not contact the minimum ratio stop. Fuel flow
decreases along line “FN”. The engine senses the cutback and the 3D cam is repositioned to the
right as a result. The topping lever pivots clockwise causing the Z-rod to move to the left and
the rollers to the right increasing fuel flow again along line “NO” to the new selected steady-
state point “0”.
At compressor inlet temperatures below 59°F the engine is pumping more air than the design
calls for at 100 percent speed. Below +30°F the flow of this air around the compressor blading
becomes erratic. In order to prevent entry into a stall region actual engine speed is reduced
slightly. This is accomplished by the T2 bias lever which is following a schedule on the 3D cam.
As the cam rotates as a function of lower T2, the schedule pivots the T2 bias lever counter-
clockwise. The bottom end of the speed set lever moves to the right moving the drive rod, the
bottom end of the topping lever and the Z-rod to the right and the rollers to the left, cutting
fuel flow back slightly.
Two adjusting screws are provided on the control, one for idle speed and the other for military.
(See Figs. 4—14 and 4-15). Rotation of either screw tilts the guide block causing the speed set
lever to be repositioned on the manual speed cam and the rollers to be repositioned on the Wf
lever. This changes the gap at the metering valve servo thereby increasing or decreasing fuel
flow and engine speed. A clockwise rotation of the screws increases engine speed.
4.4 OVERSPEED GOVERNOR

(See Fig. 4- 16).
4.4.1 Purpose
The engine overspeed governing system consists of a hydro-mechanical, self-contained
isochronous governing device which is mounted on the left rear pad of the accessory gearbox.
The governor senses engine speed through a mechanical connection to the gearbox. Under
normal operating conditions all engine fuel passes through the governor unhindered. If an
engine overspeed occurs, the governor will limit engine speed to 105 ± 1.0 percent and bypass
the excess amount of fuel to engine fuel inlet for recirculation. The governor also has a test

position which will limit engine speed to 90.5 ± 1.0 percent. This setting is used to check the
operation of the governor.
4.4.2 Operation
(See Figs. 4-17 4- 18 and 4- 19). Under normal operating conditions, metered fuel from the
main fuel control enters the governor, passes through the fuel valve and out to the engine. High
pressure servo fuel is supplied by the main fuel pump which maintains servo pressure inside the
governor at a constant level. This fuel is routed to the pilot valve which meters the flow to the
flyweight chamber and to the buffer piston. The flow continues through an orifice in the buffer
piston to the top of the fuel valve, through the dump valve and then is discharged back to the
engine inlet.
A dump valve is provided within the fuel metering valve in series with the buffer piston orifice.
During normal engine operation the governor is in an underspeed condition, the effect of which
is to cause the metering valve to be bottomed against its minimum flow stop. Bottoming of the
fuel metering valve opens the dump valve creating a bleed flow from servo pressure to bypass.
This bleed flow through the buffer piston orifice displaces the buffer piston and provides speed
anticipation (ΔP force) to prevent excessive engine overspeed in the event of a main fuel
control failure.
Servo fuel is also ported to a chamber under a section of the metering valve where it provides a
balance in the forces acting on the valve. During this phase, the buffer piston is located near the
top of its chamber and the flyweights are “in”. (See Fig. 4- 17).
In the event of a main fuel control malfunction, a large supply of excess fuel may be supplied to
the engine causing an increase in engine speed. The governor senses this increase and
centrifugal force causes the flyweights to move “out” compressing the spring and moving the
pilot valve up (see Fig.4- 18). This shuts off the flow of servo fuel and opens buffer piston servo
pressure to aircraft boost pressure. Servo pressure acting on the under side of the fuel valve
can now move this valve upwards causing the servo dump valve to seat. As the fuel valve dump
valve assembly moves up, the buffer piston is displaced downward with buffer piston servo
being bypassed to aircraft boost.
In the worst condition, the fuel valve will shut off all flow of metered flow to the engine except
for a minimum flow of 350 400 pounds per hour. When the engine senses this decrease in fuel
-
flow, the flyweights move in and the pilot valve moves down so that it shuts off the bypass flow
of servo fuel to aircraft boost and stabilizes servo fuel pressure inside the control. The flyweight
spring is set to control engine speed at 105 ± 1.0 percent. Once controlling steady-state
operation of the engine, the isochronous governor will maintain a constant engine speed,

predetermined by an adjusted setting, regardless of inlet temperature or altitude bypassing all

excess fuel back to the engine inlet.
4.5 PRESSURIZING AND DRAIN VALVE

(See Fig. 4-20)
4.5.1 Purpose
The pressurizing and drain valve performs these functions during engine operation: It maintains
a minimum fuel pressure for the operation of the main fuel control servos and variable
geometry actuators during starting and under low flow operating conditions, it insures that fuel
is discharged from the fuel nozzles at the desired pressure to provide the necessary fuel spray
pattern within the combustor and to drain the fuel manifolds on engine shutdown.
4.5.2 Operation
The pressurizing valve includes a sliding spring-loaded piston and a teflon seat. A means is
provided to bring fuel, at engine boost pump pressure, to the back side of the piston so that
valve opening is a function of boost pressure plus spring force (145 psi above boost). As fuel
pressure increases to overcome the valve closing forces, the piston is forced off its. seat,
allowing fuel to flow to both manifolds through individual ports in the valve housings.
Simultaneously, when fuel control discharge pressure reaches 60 100 psig, the drain valve
-
piston closes, sealing the fuel manifolds from the overboard drain. The pressurizing valve will
continue to maintain 145 psi across the control servos until sufficient back pressure from the
fuel nozzles is available to maintain this minimum pressure differential. Upon engine shutdown
and a reduction in fuel system pressure levels, the pressurizing valve closes and the drain valve
opens allowing fuel to drain from the fuel manifolds.
4.6 FUEL NOZZLES

(See Figs. 4-21 and 4-22)Twelve fuel nozzles provide the correct spray pattern of metered fuel
flow to the combustion section for the entire operating range of the engine. Each fuel nozzle is
divided into two major sections, the flow divider and the nozzle. The flow divider housings are
attached to pads on the mainframe which retain the nozzles in position in the combustion
section. This housing has a fuel inlet port which is connected to the fuel manifold, and two
outlet ports which supply fuel to the nozzle section through two tubes, the primary and
secondary fuel nozzle tubes. The nozzle section, which is air-cooled, contains a primary and
secondary orifice. The initial flow of fuel into the fuel nozzle passes through the divider housing
and the primary fuel tube to the primary nozzle orifice where the spray pattern is formed for
combustion. As the pressure drop across the nozzle exceeds about 120 psi, a spring-loaded
valve in the divider housing starts to open. This allows the fuel also to flow through the
secondary fuel tube and nozzle orifice forming another spray pattern to supplement the fuel

requirements. During engine operation, the primary spray (fuel flow) remains constant, and the
secondary spray (fuel flow) increases to satisfy engine operating requirements.
























5 AFTERBURNER FUEL AND NOZZLE CONTROL SYSTEM

5.1 GENERAL
(See Figs. 5-1 and 5-2)The afterburner fuel and nozzle control system is designed to maintain:
the proper fuel flow to the afterburner section as a function of power lever angle and
compressor discharge pressure; and the proper exhaust nozzle opening as a function of power
lever angle, compressor inlet temperature and turbine discharge temperature. The system
consists of the afterburner fuel pump and shutoff valve, the afterburner fuel and nozzle control,
the fuel manifold drain valve, the main and pilot burner spraybars and the turbine discharge
temperature sensing system. Speeds and pressures used in this discussion will be with the
engine operating at 100% engine speed, standard day, sea level static conditions, unless
otherwise specified.
5.2 AFTERBURNER FUEL PUMP AND SHUTOFF VALVE

(See Fig. 5-3) The afterburner fuel pump, which is mounted on the forward left hand pad of the
accessory drive gearbox, is a single element, centrifugal unit which handles fuel flows in excess
of 10,500 pounds per hour for afterburning operation. The pump impeller rotates continually
during engine operation at a ratio of 1.45 to 1 to engine RPM. Filtered (40 micron) fuel for
pump bearing lubrication and cooling is supplied by the main fuel control pump through the
afterburner lockout valve.
The pump shutoff valve is a spring and pressure operated sleeve type valve integrated into the
pump. It prevents fuel from reaching the afterburner fuel pump until the power lever is placed
in the afterburner on position, the engine speed is at 100% or military and the main fuel
—
control acceleration valve is closed. When these requirements are met, the lockout valve moves
to the right and ports fuel to an annular chamber on the top of the shutoff valve. The sleeve
valve opens against the spring and permits fuel to flow into the afterburner pump inlet.
5.3 AFTERBURNER FUEL AND NOZZLE CONTROL
5.3.1 Introduction
(See Figs. 5-4 and 5-5) The afterburner fuel control is mounted directly on the afterburner fuel
pump. It is a hydro-mechanical unit, consisting of three main parts: the fuel metering section,
the computer section, and the afterburner nozzle, control section.
The fuel metering section meters the fuel flow required during afterburner operation to the
pilot burner and main spraybars as determined from information received from the computer
section. It consists of a power lever angle operated trigger valve, lockout switch, check and
drain valve, main constant pressure drop regulator, main metering valve, pilot burner constant
Section 5, Afterburner Fuel and Nozzle Control System 5-1

pressure drop regulator, pilot burner metering valve, pilot burner check valve, and main burner
check valve.
The computer section positions the main and pilot burner metering valve of the fuel metering
section through a force balance system and a multiplier system directed by two inputs,
compressor discharge pressure, and power lever cam angular position. The power lever cam
input can be overridden by signals from the nozzle (nozzle position) during transients and the T 5
system (turbine discharge temperature) when the system becomes A8 limited.
The afterburner nozzle control section schedules the afterburner nozzle area as directed by the
power lever cam; at about 99% speed the nozzle area is a function of T5 temperature. The
afterburner nozzle control section consists of the nozzle servo, afterburner nozzle control arm,
adjustable link, A8/P3 reset servo and the T5 system. Scheduled signals from the afterburner
nozzle control section are transmitted to the nozzle actuation hydraulic power unit by an
adjustable link. The leaves of the variable exhaust nozzle are positioned by three double acting,
hydraulically operated actuators receiving high pressure oil supplied by the hydraulic power
unit.
5.3.2 Trigger Valve

(Figs. 5-6 & 5-7). The afterburner trigger valve is a sleeve-type valve, integral with the power
lever shaft. It starts and stops afterburner operation. When the pilot’s power lever is set at a
position from 94° 97° to its maximum setting 115 ± 0.5°, the trigger valve passage is lined up
-
with its inlet and outlet ports, and servo fuel flows to the lockout valve. Upon retardation of the
power lever below 940 setting, afterburner operation is cut off.
5.3.3 Lockout Switch

(Figs. 5-6 & 5-7). The afterburner lockout switch is a spring-loaded, piston valve operated by
pump discharge pressure from the main fuel control. Servo fuel passes through the spring-
loaded chamber of the valve for cooling and lubrication of the afterburner fuel pump bearings.
When the lockout switch is in the “OFF” position, the lockout lever limits the maximum nozzle
area that can be attained by the T5 system.
When the power lever calls for afterburner operation at low engine speed, the main fuel
control acceleration valve is open. Servo fuel passes through the trigger valve, the lockout
switch and then through the acceleration valve to the main fuel control case. When the engine
comes off the acceleration schedule and goes on the topping schedule, the main fuel control
acceleration valve closes. The fuel cannot discharge into the main fuel control casing and fuel
pressure builds up behind the lockout switch piston forcing it to the right. Its spring is
compressed and the ports leading to the acceleration valve and to the shutoff valve servo drain
are closed. The T5 system is fully unlocked, permitting it to control the variable nozzle over its

entire range. Servo fuel then enters the annular chamber on top of the shutoff valve to open it
allowing fuel to enter the afterburner fuel pump. The lockout switch also prevents A 8 from
going to the acceleration area when in afterburner. This could happen during any RPM rollb’ack
during initiation into A/B.
5.3.4 Fuel Screen

A 100-mesh fuel screen (filter) is located downstream of the fuel pump. The screen will bypass
fuel at a ΔP of 31 psi if it becomes clogged.
5.3.5 Check and Drain Valve

The check and drain valve is a spring-loaded piston type valve that closes the fuel passage
between the pump and the control when not in afterburning operation. When the pump
shutoff valve closes due to retarding the power lever to military setting or lower, the pump
discharge pressure will decay rapidly until the check and drain valve spring force overcomes the
pump pressure and closes the valve. A small opening in the check valve piston will allow any
fuel remaining between the valve and the fuel pump to drain overboard. When the pump
shutoff valve opens, pressure builds up causing the check valve to open, causing the port to the
overboard drain to close.
5.3.6 Main Metering Valve

(Figure 5-8). The main metering valve is a variable orifice, adjustable by appropriate positioning
of its piston. All fuel to the main spraybars and pilot burner spraybars passes through the main
metering valve. Rate of fuel flow is selected by controlling the metering valve orifice area. The
compressor discharge pressure sensing system positions the piston axially and it is rotated
about its longitudinal axis as a function of power lever position. This rotation is limited by
nozzle area during transients or turbine discharge temperature when the system becomes A 8
limited.
The main metering valve consists of a piston within a cylindrical chamber. Fuel flows through
one wall of the piston and out through a non-symmetrical port on the opposite wall of the
piston. The piston port lines up with a square port in a cylinder wall. The area of the orifice
opening can be varied by axial or rotational movements of the piston, or a combination of the
two, to obtain a fuel flow that is a product of the two inputs.
5.3.7 Main Metering Valve Constant Pressure Drop Regulator

(Figure 5-8). The main metering valve constant pressure drop regulator, a spring-operated
piston, is a throttle-type pressure regulating valve. It maintains a constant differential pressure
across the main metering valve orifice, so that fuel flow will be proportional (or linear) to
increase in orifice area. It does so by balancing metering valve inlet pressure sensed in one side
of the regulator with a spring and downstream metering valve pressure on the opposite side.

The regulator spring force is adjustable for fuels of varying density. During steady-state fuel
flow the main metering valve orifice area remains constant and forces on either side of the
regulator piston are in balance. Assume that the computer section selects an increase in fuel
flow. The main metering valve piston moves to increase the orifice area. Immediately, fuel flow
increases, downstream pressure increases, and the pressure drop across the orifice decreases.
Downstream (increased) pressure and the regulator spring force overcomes the upstream
pressure to open the regulator increasing metering valve ΔP and fuel flow, until differential
pressure is re-established. This action continues to a point where a rebalance of forces on
either side of the regulator piston is re-established at a new increased rate of flow. If the
computer section selects a decrease in fuel flow, the reverse action takes place until a
rebalance of forces at a reduced flow takes place. Hence the constant pressure drop regulator
assumes a distinct position of equilibrium for each position of the main metering valve piston.
5.3.8 Minimum Fuel Bypass Orifice

(Figure 5-8). The minimum fuel bypass orifice, a small fixed orifice, allows fuel to bypass the
pressure regulating valve at all times during afterburner operation. Its purpose is to protect the
afterburner fuel pump from overheating by insuring a flow of fuel (300 PPH) through the pump.
5.3.9 Pilot Burner Metering Valve

(Figure 5-8). The pilot burner metering valve is a variable orifice, which is varied by changes in
compressor discharge pressure. All fuel to the pilot burner passes through the pilot burner
metering valve orifice. The valve consists of a cylindrical piston directly attached to the main
metering valve piston, and is positioned simultaneously with the latter in both axial and
rotational movements. Only axial movement regulates the orifice area, which is a function of
compressor discharge pressure. The valve is smaller in diameter than the main metering valve
and is set in its own cylindrical chamber. Fuel flows up through the center of the piston and out
through a rectangular shaped port in the piston wall. Since the pilot flow passes into an annular
chamber, the flow is not changed by rotation of the metering valve piston.
5.3.10 Pilot Burner Constant Pressure Drop Regulator

(Figure 5-8) The pilot burner constant pressure drop regulator, a spring operated piston, is a
throttle-type pressure regulating valve. It maintains a constant differential pressure across the
pilot burner metering valve orifice, so that fuel flow will be proportional (or linear) to increases
in orifice area. It does so by balancing metering valve inlet pressure sensed on one side of the
regulator with a spring and downstream metering valve pressure on the opposite side. The
regulator spring force is adjustable for fuels of varying densities. The operation of the regulator
is the same as the main metering valve constant pressure drop regulator.

5.3.11 Main Burner Check Valve (CDR Valve)

(Figure 5-8). The main burner check valve is a spring and pressure operated piston type valve
incorporating a sequence valve. As the afterburner fuel pump discharge pressure builds up, the
check valve piston is forced open against its spring. The valve moves but flow is delayed by .5
second to allow the pilot burner to light off first, and slowed to allow fuel flow to increase
gradually permitting a softer afterburner light off. In operation, when the signal pressure forces
the piston to move in the opening direction, trapped fuel is forced through the orifice of the
sequence valve. Because the motion of the piston in the shutdown direction must not be
impeded, the orifice acts as a check valve and backs out of the way; this provides a positive fuel
shutoff to the main spraybars when going off after burner operation.
5.3.12 Pilot Burner Check Valve

(Figure 5-8). The pilot burner check valve is a spring and pressure operated piston type valve. It
checks the flow of fuel to the pilot burner when the pilot burner metering valve discharge
pressure falls below a preset value. This gives a positive and instaneous shutoff of fuel flow to
the pilot burner. There is no flow through the pilot burner metering valve until there is
sufficient pressure to open the check valve.
5.3.13 Compressor Discharge Pressure Sensing System

(Figure 5-9). The main metering valve piston and the pilot burner metering valve piston are
fastened to one another. Hence they are positioned simultaneously in an axial direction by
movements of the compressor discharge pressure system. Axial positioning of the metering
valve pistons establishes the pilot burner metering valve orifice area. The main metering valve
orifice area is established either as independent axial or rotational movements of its piston, or
a combination of the two movements. However, rotational movement of the pilot burner
metering valve piston has no effect upon orifice area.
The compressor discharge pressure sensing system consists of a metering valve bleed servo, a
pressure sensing bellows, an evacuated reference bellows, a sensor lever, a feedback lever, a
feedback spring, and the metering valve pistons. CDP is sensed by the sensing bellows which
expands or contracts with variations in pressure. An evacuated bellows of equal effective area
opposes the sensing bellows and establishes a constant and standard reference pressure. It also
provides compensation for undesired sensing bellows movements resulting from changes in
temperature and chamber pressure.
The metering valve is positioned axially by a force balance system. Upstream pressure is ported
through an orifice in the main metering valve piston to its lower side. Reduction in pressure is
effected by permitting a continual discharge flow through the metering valve bleed servo into
the control casing. Discharge flow and therefore lower side piston servo pressure is controlled
by the gap between the servo orifice and the CDP sensor lever. Afterburner fuel pump

discharge pressure entering the main metering valve into the top side of the piston is opposed
by a balancing force on the lower side of the piston.
During steady-state engine operation, the forces are balanced. If the compressor discharge
pressure varies, the bellows sensor lever moves out of its steady-state position to upset the
force-balance. An increase in CDP causes an expansion of the sensing bellows and a
counterclockwise rotation of the sensor lever. This movement increases the metering valve
bleed servo gap and momentarily reduces the hydraulic force acting on the underside of the
main metering valve piston. This causes an unbalance of forces. The afterburner pump
discharge pressure is greater and overcomes the opposing forces, increasing both metering
valve orifices by moving the metering valve piston downward. In turn, this movement also
increases the feedback spring tension. The sensor lever moves in a clockwise direction to a
point where the metering valve bleed servo gap is restricted sufficiently to increase its reduced
servo pressure. This action continues until the force balance is re-established with the main and
pilot burner metering valve orifices stabilized at the appropriate increased flow position. A
decrease in CDP has the reverse effect, establishing a new stabilized decrease-flow position.
5.3.14 Power Lever Control System

(Figure 5-10). The power lever control system positions the main metering valve piston in a
rotational direction. Rotational positioning of the piston partially establishes the main metering
valve orifice, but has no effect upon the pilot burner metering valve orifice.
The system components are the power lever and cam, cam follower link, W f/P3 positioning
servo, Wf/P3 rod, and the main metering valve piston. During steady—state conditions,
balanced hydraulic forces maintain the Wf/P3 servo stationary. Afterburner fuel pump pressure
acting on the small end of the servo piston tends to move the servo to the right. Servo flow is
ported through an orifice and passes to the opposite side of the servo piston. It has a lower
pressure due to a continual bleeding. However, it acts in a sufficiently larger piston area to
properly counterbalance its opposing force.
A movement of the power lever, demanding increased flow, rotates the cam counterclockwise.
With increased power lever angle, the cam radius decreases, thereby closing the Wf/P3 servo
gap. The pressure of the fuel acting on the right side of the servo piston builds up moving the
servo piston and rod to the left. This causes a counterclockwise rotation of the main metering
valve piston, and an increase in orifice area. Movement of the servo stops when it has moved
sufficiently to re-establish the same gap at the flapper orifice.
A power lever advance into afterburning operation (nozzle schedule closed) calls for an
immediate flow of fuel to the afterburner, increasing turbine discharge temperature. The
feedback cable transmits nozzle position back to the afterburner control via: the A 8 limit cam.

The A8 limit cam provides a fuel flow limit that is a function of nozzle position, and overrides the
power lever cam schedule during transient increases in afterburner flow demand. During
steady—state and power lever chops, it is out of position and will play no part.
5.3.15 Afterburner Nozzle Control System

(Figure 5-11). The afterburner nozzle control system sets nozzle area as a function of power
lever position. This system consists of the power lever cam, nozzle servo, nozzle control link and
A8/P3 reset servo. The nozzle area schedule is cut on the input shaft cam. This cam is attached
to and rotates with the afterburner control input shaft which is in turn, mechanically connected
to the pilot’s power lever by a teleflex cable connecting both controls. One end of the nozzle
control link follows the cam schedule by virtue of the drive spring force. The other end varies
the size of the nozzle area control servo bleed orifice as the link pivots the T 5 shaft. High
pressure fuel from the main fuel control acts on one side of the nozzle servo piston, tending to
rotate the nozzle control arm clockwise (increasing nozzle area). An internal passage in the
servo piston allows constant bleeding of fuel to the opposite side. Pressure on that side of the
servo piston is controlled by bleeding fuel to case pressure through the servo orifice.
The A8/P3 reset servo is provided to prevent stalls, RPM rollback and nozzle dance at high
altitude, low mach conditions on burst from idle to military. P 3 reset is effectively a bias of the
power lever angle schedule for minimum A8, i.e., it overrides the minimum A8 scheduled by the
power lever angle.
The reset mechanism consists of a spring—balanced, CDP (P3) actuated diaphragm which,
through a pivotting lever, repositions the T5 motor cam which has a three-dimensional effect,
on the spring and spool assembly. This changes the gap between the nozzle servo and nozzle
control ljnk releasing or building up pressure within the nozzle servo. The nozzle control arm,
through the hydraulic power unit, repositions the VEN.
5.4 FUEL MANIFOLD DRAIN VALVE

(See Fig. 5-) The function of the drain valve is to prevent post-shutdown fires in the afterburner.
The drain valve removes fuel that remains in the main and pilot burner manifolds within 30
seconds of an engine shutdown. Fuel control discharge pressure actuates the drain valve.
During engine operation the drain valve remains closed. When the engine is shut down, the
valve opens allowing fuel in the manifolds to drain out. The drain valve is actually two valves in
one housing, one for the main manifold and the other for the pilot manifold.
It is mounted on the left side of the engine gearbox. There are four ports in the aft side of the
valve housing. The top port is connected to the main fuel control-to-overspeed governor fitting
on the governor with a tube. The fuel pressure that actuates the drain valve enters through this
port. Fuel is drained from the afterburner main manifold with a tube to the right-hand port and

from the pilot manifold with a tube to the left-hind port. The overboard drain line is connected
to the bottom port.
5.5 MAINAND PILOT BURNER SPRAYBARS

The afterburner system has two sets of spraybars. The pilot burner spraybars are located at the
3, 6, 9 and 12 o’clock positions on the afterburner diffuser assembly. They are designed to
initiate afterburning and prevent afterburner blowout. They consist of a pressure operated
valve (200 psig), a tube with an orifice and a mounting flange, (See Fig. 5-14). They spray
directly into the four flameholder air scoops.
Sixteen main spraybars spaced equally about the circumference of the afterburner diffuser
assembly are the principal source of fuel for thrust augmentation. The main spraybars consist of
a pressure operated valve (150 psig), three tubes and three orifices, and a mounting flange.
(See Fig. 5-15. They spray the fuel in a circumferential direction just downstream of the forward
end of the flameholder air scoops.
5.6 TURBINE DISCHARGE TEMPERATURE SENSING SYSTEM

See Fig.5—16 & 5—17).
5.6.1 Temperature (T5) Amplifier

The amplifier, mounted in the engine nacelle, is primarily a magnetic circuit device which
obtains its power from the engine alternator. The inputs to the amplifier are exhaust gas
temperature from the thermocouple harness, compressor inlet temperature from the T 2 sensor
at the inlet to the front frame and engine speed from the engine alternator.
The engine is trimmed to a predetermined target fuel flow for military and afterburner
operation allowing the engine to operate at a calculated exhaust gas temperature (T5X) This T5
reset adjustment is provided through a sliding cover on the top of the unit. An error signal
between the T5 amplifier reference temperature and the engine exhaust gas temperature input
signal is amplified with the amplifier output driving the T5 motor to reposition the afterburner
nozzle servo to cause the hydraulic power unit to change the variable exhaust nozzle area in the
direction which will correct the existing difference between the reference and thermocouple
indication. The variable exhaust nozzle reaches a modulating steady-state opening when the
exhaust gas temperature equals the amplifier reference temperature.
5.6.2 T5 Trim Box

Due to such variables as accumulated running time and operating environment, the exhaust gas
temperature indication (T5) for the same T5X will differ between engines. The trim box provides
an adjustment to bias T5H so that each engine will indicate a uniform exhaust gas temperature
(T5B) at the cockpit indicator after trimming.

5.6.3 T2 Sensor (Resistance Temperature Detector)

The T2 sensor is located at the inlet to the front frame at the five o’clock position. During cold
weather, at high altitude or any cold altitude operation, a bias is made within the T 5 amplifier
against T5 reference circuit. This indirectly reduces fuel flow, hence engine temperatures either
at military or with afterburner operation. The resistance temperature detector establishes a
new T5 reference below -12°F. The resistance is energized by an excitation circuit within the T5
amplifier. At temperatures above a predetermined temperature, the sensor does not have any
effect on the T5 reference circuit.
5.6.4 Operation
The turbine discharge temperature sensing system controls nozzle area to prevent excessive T 5
temperatures and prevent compressor stall at ambient temperatures below -12°F. This sensing
system can override the power lever setting to control nozzle area. It consists of eight
thermocouples, a T5 amplifier, which is nacelle mounted, a transducer (T2 sensor), an alternator,
a T5 motor, a T5 cam, a T5 cam follower, a T5 lever, and a T5 shaft.
The thermocouples are mounted on the afterburner diffuser casing and protrude into the
turbine discharge gas flow. They measure turbine discharge temperature by sending voltage
signals to the T5 amplifier (See Fig. 5-17). The amplifier compares these temperatures to a
preset reference temperature (T5H) of 730°C. The alternator is driven off the engine lube pump
and provides electrical power for the amplifier. The amplifier compares the T 5 temperature and
the reference temperature. If a temperature error is sensed, the amplifier will operate the T5
motor, which can override the power lever cam and open the nozzle. (The T 5 system will open
the nozzle to the required area, will also close the nozzle but not below the mechanical
schedule.
The T5 motor through its cam, cam follower, torque limiter, and T5 shaft moves the nozzle
control link, increasing the flow through the servo orifice. Increased flow through the orifice
allows movement of the servo piston, causing the nozzle control arm to move to the nozzle
open position. If the power lever isn’t in afterburner operation, the lockout lever limits the T 5
system override to about 145 square inches of nozzle area.
During ambient temperature of -12°F or less, the compressor could possibly stall unless back
pressure on the engine is reduced. This is accomplished through the T 5 system by opening the
nozzle. A transducer (T2 sensor) is mounted in the compressor inlet air stream to measure its
temperature through a resistance signal. This is converted to a voltage signal and when engine
operation is at -12°F or below, the transducer biases the reference circuit in the amplifier (4°F
for 1°F below -12°F). This reestablishes a new T5 reference as a function of T2 causing the

amplifier to actuate the T5 motor and increase the nozzle area, thereby reducing the back
pressure on the engine.
5.7 AFTERBURNER FUEL CONTROL OPERATION

(See Fig. 5-12).
The rate of fuel flow to the pilot burner and main afterburner spraybars is determined by the
pilot’s power lever setting, compressor discharge pressure and turbine discharge temperature.
Until the power lever is placed in afterburner “ON” position, the afterburner fuel pump shutoff
valve remains closed due to its spring force. The check and drain valve is also held shut by its
spring force. Thus, fuel to the afterburner control is shut off. Since the afterburner fuel pump is
driven by the engine gearbox, the pump continually rotates. Fuel flow from the main fuel
control, through a filter, provides a continuous flow of fuel for cooling and lubrication of the
afterburner fuel pump bearings.
The power lever may call for afterburner operation but if the engine is not up to top speed, the
main fuel control acceleration valve remains open. The trigger valve opens at a throttle setting
of 94 degrees, or an afterburner input shaft setting of 135 degrees, porting high-pressure fuel
to the left side of the lockout valve. This fuel flow below the A/B power lever setting is ported
to the main fuel control acceleration valve.
As soon as the engine reaches top speed, the main fuel acceleration valve closes and fuel
pressure therefore increases in the lockout valve, causing the lockout valve piston to move to
the right. This action rotates the lockout lever counterclockwise and unlocks the turbine
discharge temperature sensing system. High-pressure fuel is ported, through the lockout valve
spring chamber, to the afterburner fuel pump shutoff valve. The shutoff valve opens and
permits fuel flow to the afterburner fuel pump. The afterburner fuel pump pressure unseats the
check and drain valve permitting fuel flow to the main metering valve. Pump discharge pressure
is ported through the main metering valve to the spring side of the constant pressure drop
regulator piston to maintain a constant pressure differential across the main metering valve.
The main metering valve meters the correct rate of total fuel flow to the afterburner. Both the
area of the main fuel orifice and fuel flow depend upon the metering valve piston position. The
vertical position of the piston is stabilized by the CDP force-balancing system. Metering valve
upstream fuel is bled through a fixed orifice in the metering valve piston. The pressure of this
fuel is controlled by the gap of the main metering valve servo. The servo gap depends upon the
position of the compressor discharge pressure sensor lever which is connected to the metering
valve piston rod via the feedback spring and feedback lever. The feedback spring force,
compressor discharge pressure and fuel pressure beneath the metering valve piston act
together to close the metering valve main afterburner fuel orifice in a vertical direction. The

afterburner fuel pump discharge pressure, acting on the top of the metering valve piston,
opposes the above combined forces to complete the force—balance system.
Each component of this system assumes a specific position for each steady—state operating
condition.
The vertical position of the metering valve piston is varied by changes in compressor discharge
pressure through expansion or contraction of its sensing bellows. An increase in compressor
discharge pressure expands the sensing bellows, causing the lever to rotate counterclockwise.
The servo gap increases, causing a decrease in fuel pressure on the lower side of the metering
valve piston. Consequently, fuel pressure above the metering valve piston forces the piston
downward, increasing feedback spring tension. This rotates the lever in a clockwise direction,
sufficient to increase the fuel pressure beneath the metering valve piston until forces are once
more stabilized, with the metering valve orifice increased in a vertical direction for increased
fuel flow. A decrease in compressor discharge pressure results in an opposite action.
Selection of an increased angular setting by the power lever (in afterburner operation)
produces an increase of fuel flow to the main spraybars. The mechanical linkage connecting the
power lever to the main fuel control input shaft has a one-to-one ratio. Operation of the
afterburner fuel control is controlled by a flexible cable from the main fuel control.
5.8 AFTERBURNER NOZZLE CONTROL OPERATION

(See Fig. 5 -12). When the engine is operating at idle, the power lever is set at 15 degrees. The
power cam, at this setting, rotates the nozzle control link clockwise, moving its lower end to the
left. High pressure fuel from the main fuel control is ported through the inlet port of the
afterburner fuel control. This fuel enters the nozzle control servo and acts on the servo piston,
tending to force it to the left. Fuel also passes through an inner passage in the piston and acts
on the opposite side of the servo piston at a reduced pressure, tending to force the piston to
the right. The reduction in pressure is accomplished by bleeding fuel through the servo orifice.
The position of the nozzle control link establishes the bleed gap between the link and servo
orifice and, consequently, the position of the servo piston.
At this power lever setting, the servo piston approaches the left end which rotates the nozzle
control arm clockwise to increase the variable nozzle area.
The lockout valve at the extreme left position holds the lockout lever stationary. The lockout
lever in this position permits partial modulation of the variable nozzle area by the turbine
discharge temperature sensing system.
The input shaft cam schedule alters the position of the nozzle control link, thus decreasing the
nozzle area when the power lever is advanced beyond the IDLE position. This nozzle area

decrease raises turbine discharge temperature. Nozzle modulation, up to approximately 99

percent engine speed, is a function of power lever position only. Ambient temperatures below
-12°F allow the inlet temperature sensing system to bias the T5 amplifier reference circuit. Thus,
the T5 motor is activated to increase the variable nozzle area. From approximately 99 percent
engine speed to top speed, the variable nozzle area is a function of both power lever position
and the temperature sensing system. During afterburner operation, the trigger valve ports high-
pressure fuel from the main fuel control to the left side of the lockout valve, forcing its piston to
the right. The lockout lever is thus rotated counterclockwise, allowing modulation of the
variable nozzle over a wider range by the turbine discharge temperature sensing system.
An increase in setting of the power lever, from idle to military, presents a lower contour of the
input shaft cam schedule to the nozzle control link. The link pivots counterclockwise to reduce
servo orifice gap. This movement causes an increase in fuel pressure to the left side of the
nozzle control servo piston. The servo piston moves to the right and rotates the nozzle control
arm which signals the afterburner nozzle actuation system power unit to decrease the nozzle
area.
An acceleration area is provided in order to prevent excessive back pressure and the resultant
inability of the engine to accelerate to military. For this the variable nozzle will remain partially
open during an acceleration. This is a accomplished by allowing servo fuel pressure to bleed out
of the nozzle servo, through the lockout valve and then through an external line to the main
fuel control where it bleeds through the acceleration valve to the main fuel control case. This
will continue as long as the engine is being controlled by the acceleration schedule on the 3D
cam within the main fuel control. When the engine speed approaches the high power setting
called for by the power lever, the topping schedule on the 3D cam re-assumes control of fuel
scheduling from the acceleration schedule. At this point the acceleration valve in the main fuel
control closes, shutting off nozzle servo bleed, allowing the nozzle servo piston to continue to
move to the right, closing the nozzle.
The flexible feedback cable, connected to the variable nozzle actuation ring, rotates the nozzle
A8 limit cam. This cam sets a fuel flow limit to the afterburner, as a function of variable nozzle
area.
To obtain afterburner operation through its entire range, the temperature sensing system
overrides the nozzle control section to reposition the variable nozzle area. The A 8 limit cam no
longer limits afterburner fuel flow. The input shaft cam rotates with the input shaft and causes
a clockwise rotation of the cam follower link. This results in a movement of the fuel computing
link which closes the bleed servo gap. Pressures on the bleed servo piston become unbalanced,
allowing the piston to rotate the metering valve piston counterclockwise. This rotation
increases the metering valve orifice area and the fuel flow.

Fuel from the metering valve is discharged to the main and pilot burner spraybars. That portion
going to the main spraybars flows through the main burner check valve and the 16 main
spraybars.
The portion of fuel going to the pilot burner spraybars flows through the pilot burner metering
orifice. The piston of the pilot burner portion of the metering valve is directly attached to the
main metering valve piston. An annular groove in the pilot burner metering valve cylinder wall
nullifies any change in its metering orifice as far as rotational movement of the piston is
concerned. Only changes in compressor discharge pressure affecting vertical movements of the
metering valve pistons vary pilot burner metering orifice area. Fuel flows through the pilot
burner constant pressure drop regulator, the pilot burner check valve, and the four pilot burner
spraybars.




















6 HYDRAULIC VARIABLE EXHAUST NOZZLE SYSTEM

6.1 GENERAL
(See Fig. 6-1 and 6-2) The hydraulic variable exhaust nozzle (VEN) system is self-contained and
supplies the necessary oil at high pressure for the extension or retraction of three synchronized
actuators to operate the variable exhaust nozzle. These requirements are supplied by an engine
driven VEN hydraulic power unit, centrally mounted at the rear of the accessory gearbox and
driven by axis “B” shaftgear.
The system monitors the position of the VEN actuator ring and relays this position, through the
A8 cable, to the nozzle A8 limit cam. This cam sets a fuel flow limit to the afterburner, as a
function of nozzle area.
The function of the system is to maintain a constant exhaust gas temperature as determined by
a preset reference temperature in the T5 amplifier. Deviations in exhaust temperatures will
initiate repositioning of the nozzle in order to reestablish exhaust gas temperature back to the
desired setting.
The components within the system include the hydraulic power unit, three nozzle actuators, a
hydraulic oil cooler, necessary pressure supply--return lines connecting the hydraulic power
unit and VEN actuators, the A8 feedback cable, compensator assembly and a return line filter.
6.2 CONTROL SYSTEM

(See Fig. 6-3) The control system is attached to the power unit casing which integrates the input
lever position, the feedback drum, the servo control and tilt plate position. The input lever is
fitted with an overtravel link to allow additional motion by the afterburner nozzle control arm
when the power unit stops are reached. The open nozzle stop is adjustable for rigging purposes.
A spring link is provided to absorb momentary differences between input and output functions.
The outer barrel of the link serves as a control stop. The forward end of the barrel engages with
the power unit frame which limits the input in the “closed” or minimum nozzle area position.
The input lever may move past this point, thereby compressing the spring in the overtravel link,
but no further error signal will be fed into the unit.
For the “open” nozzle position, the outer barrel is fitted with two adjustable collars for setting
the required actuator stroke. The collars are restricted by a stop bracket attached to the power
unit. Adjustment of the collars in the aft direction decreases the stroke of the three actuators.
Any movement past the stop compresses a spring within the link and no further error signal will
be fed into the unit.
Section 6, Hydraulic Variable Exhaust Nozzle System 6-1

The A8 cable provides a signal to the afterburner fuel control as well as positioning the nozzle
position transmitter which in turn provides a cockpit indication of variable exhaust nozzle
position. A cam on the hydraulic power unit feedback drum provides a “null” signal to the
hydraulic power unit. The temperature compensating cable assembly keeps the effective length
of the feedback cable the same with changes in afterburner length during operation.
6.3 HYDRAULIC POWER UNIT

(See Fig. 6-4) The hydraulic power unit contains the following major components: the casing
with accumulator, boost pump, piston pump, variable angle cam plate, two cam plate servo
pistons, a servo piston controlling the cam plate servos, a push type relief and vent valve, filter
assembly, priority valve, dual shuttle and relief valve, boost relief valve and actuator rod and
head end connections.
6.3.1 Casing and Accumulator

The casing houses all of the major components listed above except for the accumulator which is
bolted to the casing for servicing purposes. The casing is a pressure type vessel to retain the
hydraulic oil at a nominal pressure of 11 psig which is boosted to 190 psig for operation of the
servo system and maintain accumulator pressure. The high pressure outlets to the actuators
vary from 180 to 3200 psig. Two elbows on the underside of the unit are the high pressure out-
lets; looking forward on the’ engine, the “head” connection is on the left-hand side and the
“rod” on the right-hand side of the unit. Provision is made on the casing for: the ball—end
attachment of the compensating cable; for locking of the feedback wheel with a rig pin during
rigging; a push-type relief and vent valve; a seal drain connection. The boost relief valve and the
filter are removable externally for servicing. To assist in oil filtration, the casing drain plug is of
the magnetic type.
6.3.2 Boost Pump, Relief Valve and Filtration

The boost pump is a roller vane unit of fixed displacement. Its output is proportional to engine
speed, excess oil being bypassed into the casing. The pump input is fed by oil within the case at
11 psig which is boosted to 190 psig by the pump for the following purposes: (a) pressurizing
the accumulator; (b) to supply pressure for operation of the tilt plate servos; (c) to maintain a
bleed flow for actuator cooling; (d) to assist pressure buildup supply for the actuators and (e) to
replenish oil lost by leakage within the internal system.
The boost pump output is filtered by a 10 micron, spring loaded; spool type filter. The unit also
contains a filter bypass valve which is shimmed at assembly to establish a differential bypass
pressure of 25 psi.

Removal of the filter automatically operates a shutoff valve which seals the filter casing inlet
and outlet ports, thus preventing drainage of oil from the system. Should the filter become
clogged, oil is bypassed by a filter relief valve.
6.3.3 Priority Valve

The priority valve is, essentially, a spring loaded relief valve. It maintains boost pressure oil in
the filter cavity at approximately 100 psi, even at relatively low engine speeds. This is necessary
to maintain boost pressure at the accumulator piston and prevents a cavitation of the boost
pump. With an increase in engine speed, the valve opens and downstream pressure is built up.
6.3.4 Piston Pump

The piston pump is a variable positive displacement type pump with a dual-reversible output.
This is necessary for directing pressure to either the “head” or the “rod” side of the three
actuator pistons. The variable displacement output also maintains an equal delivery pressure
from both outlets, termed the “null” or “steady state” position and locking of further actuator
movement. The pump output quantity and direction of flow is controlled by the angle of tilt of
the thrust plate. The angle of tilt is controlled by the servo system through the 190 psi supply
from the boost pump output. The supply is also fed into the piston pump input which raises the
pressure to a maximum of 3200 psi with the thrust plate at full stroke position.
The piston pump contains seven pistons housed within a piston block with the cylinders
positioned at an angle relative to the drive shaft. The thrust plate actuates each piston progres-
sively in turn with the piston block rotation, the thrust plate does not rotate. Piston return
stroke is affected by a compression spring above each piston.
6.3.5 Servo Controls

The servo control valve is a spool type valve housed in a cylinder with one oil supply inlet at 190
psi boost pressure and two outlets; one to each servo tilt piston. The control valve position is
determined by the unit input linkage to which it is connected. The linkage is mechanically
connected to the afterburner control output linkage which computes the nozzle requirements
through a combination of power lever position, ambient temperature (T 2) and exhaust gas
temperature (T5) as sensed by the thermocouples and T5 amplifier. If further movement of the
nozzle is not required, the servo control valve will be in a position to allow flow to both servo
tilt pistons; the piston pump thrust plate remains at the position controlled by the servos which
becomes the “null” or “steady state” position, hence the actuators become hydraulically
locked.
6.3.6 Dual Shuttle and Relief Valve

The dual shuttle and relief valve is positioned on the bottom of the power unit between the
two high pressure outlet elbows. The shuttle valves allow flow of oil between the boost pump

and the piston pump high pressure output for makeup oil and cooling bleed oil circulation. The
relief valves are located at both ends of the component and are adjusted by a common spring
and shims between the two valves for correct cracking pressure of between 2800 and 3200 psi.
6.3.7 Case Relief and Vent Valve

The case relief and vent valve is positioned on the bottom of the power unit to the rear of the
drive face. Its purpose is to vent excess case pressure as the oil heats up should the
accumulator be overfilled; and for bleeding oil from the case while servicing the system. The
valve can be operated by manual operation of a push button. The valve is located externally to
facilitate servicing.
6.3.8 Accumulator
Oil supply within the case is maintained by the accumulator. Accumulator piston travel is
achieved by 190 psi boost pressure acting on a smaller diameter piston within the larger piston
of the accumulator, thus an average pressure of 11 psi is maintained at the boost pump inlet.
The accumulator is primed from either the head or rod end quick disconnect immediately aft of
the hydraulic casing. The accumulator ram serves as an indicator against a slot milled in the
protective cover which is marked in cubic inches of oil and also oil temperature in °F.
6.4 NOZZLE ACTUATORS

(See Fig. 6-5) The three nozzle actuators are double-acting, synchronized, with two—stage rod
seals and metallic 0—ring cup seals. The actuators are synchronized by a worm and spiral gear
within the head of each actuator and interconnected by a flexible synchronizing cable housed
within the “head” pipe lines between two of the actuators. Three connections are provided on
each actuator; two for “head” and “rod” supply and the third for seal drain oil. This third
connection is linked by bleed return oil from the “head” and “rod” supply via two fluid flow
restrictors.
A nominal bleed flow of oil to 0.3 gallons per minute is utilized to keep the line cool and free
flowing. The bleed and seal drain oil return line is routed through an oil cooler which functions
as a liquid-to-liquid heat exchanger utilizing engine fuel as the cooling medium. It then passes
through a return line filter and returned to the hydraulic power unit pump casing. A quick
disconnect is located in each line near the power unit for bleeding air from the system at initial
installation or during maintenance.
The external hydraulic lines for the length of the afterburner casing, the actuator cylinders and
the two fluid flow restrictors are enclosed by formed foil insulation to protect components
against heat radiation, thereby assisting in keeping the oil as cool as possible.






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J85-21A Training Guide

2.4 OIL FILTER ...................................................................................................................... 2-3

4.4.2 Operation ............................................................................................................. 4-13

5.6.3 T2 Sensor (Resistance Temperature Detector)....................................................... 5-9

1.2 FRONT FRAME SECTION

Section 1, Basic Engine 1-7

A section of a typical carbon seal is shown in (Fig.1-8).

Section 1, Basic Engine 1-8

1.3 COMPRESSOR SECTION

1.3.2 Compressor Stator Assembly

Section 1, Basic Engine 1-9

1.3.3 Compressor Rotor Assembly

Section 1, Basic Engine 1-10

1.4 VARIABLE GEOMETRY COMPONENTS

1.5 MAINFRAME SECTION

Section 1, Basic Engine 1-11

Section 1, Basic Engine 1-12

1.6 ENGINE ACCESSORIES SECTION

Section 1, Basic Engine 1-13

1.7 COMBUSTION SECTION

Section 1, Basic Engine 1-14

Section 1, Basic Engine 1-15

1.8 TURBINE SECTION

1.8.2 Turbine Stator Assembly

1.8.3 Turbine rotor Assembly

Section 1, Basic Engine 1-16

1.9 BASIC ENGINE COOLING

Section 1, Basic Engine 1-17

1.10 AFTERBURNER DIFFUSER SECTION

Section 1, Basic Engine 1-18

Section 1, Basic Engine 1-19

1.11 AFTERBUPNER AND VARIABLE EXHAUST NOZZLE SECTION

1.11.1 Afterburner Casing and Liner Assembly

Section 1, Basic Engine 1-20

1.11.2 Variable Exhaust Nozzle Assembly

Section 1, Basic Engine 1-21

1.12 AFTERBUPNER COOLING

Section 1, Basic Engine 1-22

Figure ‎1-1: J85-GE-21A ENGINE-RIGHT SIDE

Section 1, Basic Engine 1-23

Figure ‎1-2: J85-GE-21A ENGINE-LEFT SIDE

Section 1, Basic Engine 1-24

Figure ‎1-3: MAJOR ENGINE SECTIONS

Section 1, Basic Engine 1-25

Figure ‎1-4: BASIC ENGINE ASSEMBLY

Section 1, Basic Engine 1-26

Figure ‎1-5: AFTERBURNER ASSEMBLY

Section 1, Basic Engine 1-27

Figure ‎1-6: FRONT FRAME SECTION

Section 1, Basic Engine 1-28

Figure ‎1-7: FRONT FRAME COMPONENTS

Section 1, Basic Engine 1-29

Figure ‎1-8: TYPICAL CARBON SEAL CONSTRUCTION

Section 1, Basic Engine 1-30

Figure ‎1-9: ANTI-ICING AIR SYSTEM

Section 1, Basic Engine 1-31

Figure ‎1-10: COMPRESSOR SECTION

Section 1, Basic Engine 1-32

Figure ‎1-11: COMPRESSOR STATOR

Section 1, Basic Engine 1-33

Figure ‎1-12: COMPRESSOR ROTOR CROSS SECTION

Section 1, Basic Engine 1-34

Figure ‎1-13: COMPRESSOR ROTOR COMPONENTS

Section 1, Basic Engine 1-35