Analysis of the T63-A-700

rbine

John S. Glaeser
Depot Engineering and R

DOTIFAAICT-TN90118

on file at the Technical Center

US.Departmentof Trarispcftation
FederalAviation Administration
Technical Center
Atlantic City International Airport, N.J. 08405
 NOTICE

This document i s d i s s e m i n a t e d under t h e sponsorship

of t h e U. S. Department of T r a n s p o r t a t i o n i n t h e i n t e r e s t
of i n f o r m a t i o n exchange. The United S t a t e s Government
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 T a c h n i c o l Repod O o s u m a n t o t i o n P a g e
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1. Report N o .

DOT/FAA/CT-T~90/18
T 2. Government Accesston N o . Recipnent's Catolog N o .

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4 T i t l e ond $vbti;le 5. Report Dote

-- 1990
August
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ANALYSIS OF THE T63-A--700 ENGINE USED I N 6. Performing Orponitation Cod*
ALCOHOL TURBINE FIJEL EXTENDER TEST
- -- 8. P e r f o r m ~ n gO r g o n ~ z o t ~ oReport
n NO.
7. Author's)
J o h n S. G l a e s e r DOT/FAA/cT-TN90/18
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9. Performing O r g a n i z a t i o n Nome and Address 1 0 . Work U n i t N o . [ T R A I S )

Depot E n g i n e e r i n g and RCM S u p p o r t O f f i c e

1 1 . Contract or Gront N o .
U.S. Army A v i a t i o n Systems Command
Naval A i r S t a t i o n , Corpus C h r i s t i , Texas
13. T y p e o f Report ond P e r i o d Covered
12. Sponsoring Agency Nome ond Address

U.S. Department of T r a n s p o r t a t i o n T e c h n i c a l Note

F e d e r a l A v i a t i o n Admini s t r a t i o n
Technical Center 14. Sponsoring Agency Code

A t l a n t i c C i t y I n t e r n a t i o n a l A i r p o r t , N J 08405 ACD-2 10
15. Supplementory N o t 0 1

COTR: Augusto F e r r a r a

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16. Abstract

The teardown a n a l y s i s of t h e T63-A-700 e n g i n e u s e d i n f u e l e x t e n d e r r e s e a r c h a t

t h e F e d e r a l A v i a t i o n A d m i n i s t r a t i o n (FAA) T e c h n i c a l C e n t e r was c o n d u c t e d by t h e
TJnited S t a t e s Army A v i a t i o n Systems Command (AVSCOM) Depot E n g i n e e r i n g and
R e l i a b i l i t y C e n t e r e d Maintenance S u p p o r t O f f i c e (DERSO) i n o r d e r t o a s s i s t t h e
FAA i n c o m p l e t i n g a n e v a l u a t i o n o f t h e u s e of a l c o h o l s a s e x t e n d e r s f o r t h e
existing turbine fuels.

The t u r b i n e s e c t i o n of t h e T63-A-700 e n g i n e d i s p l a y e d burned v a n e s on t h e f i r s t

s t a g e gas producer. I n a d d l t i o n , t h e b l a d e t i p s o f t h e second s t a g e g a s p r o d u c e r
t u r b i n e r o t o r had rubbed t h e i n t e r i o r of t h e second s t a g e g a s p r o d u c e r n o z z l e .
It was concluded t h a t t h e v a n e s on t h e f i r s t s t a g e g a s p r o d u c e r b u r n e d d u r i n g a
s e r i e s of h o t o r hung s t a r t s u s i n g e x t e n d e r f u e l s . The i n e f f i c i e n c y of b o t h t h e
f u e l n o z z l e and t h e f u e l c o n t r o l u n i t u s i n g a l c o h o l b l e n d s d u r l n g s t a r t i n g
o p e r a t i o n s caused t h e o v e r t e m p e r a t u r e s . The second s t a g e g a s p r o d u c e r n o z z l e was
warped a s a r e s u l t of t h e r m a l c y c l i n g from ambient t e m p e r a t u r e t o a h o t o r hung
s t a r t c o n d i t i o n t h a t caused t h e t u r b i n e r o t o r t i p s t o r u b t h e nozzle. The
r e m a i n d e r of t h e e n g i n e , i n c l u d i n g t h e s e a l s , f u e l c o n t r o l u n i t , f u e l n o z z l e ,
b e a r i n g s , and i n t e r n a l components, showed no d i s c r e p a n c i e s . Much of t h e change
a p p e a r s t o have r e s u l t e d from hung s t a r t s . F u t u r e e v a l u a t i o n s of e x t e n d e r f u e l s
s h o u l d c o n s i d e r u s i n g d e s i g n f u e l s d u r i n g s t a r t i n g o p e r a t i o n s and t h e n
i n t r o d u c i n g e x t e n d e r f u e l s a f t e r t h e e n g i n e h a s r e a c h e d normal o p e r a t i n g
conditions.
17. K a y Words

19.
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-

A l t e r n a t e Fuels, Alcohol,
T u r b i n e Engine, Teardown,
Inspection

Security C l o s s i f . ( o f t h i s report)

TJnclassified -
20.
-
-
-
I- 18.

Security C l a s r i f . (of this

U n c l--
assified
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D ~ s t r i b u t i o nS t c t e m m t

Document i s on f i l e a t t h e T e c h n i c a l
Center Library, A t l a n t i c C i t y I n t e r n a t i o n a l
A i r p o r t , New J e r s e y 08405

T--
22. Price

Form DOT F 9700.7 (8-72) Reproduction o f completed poge outhorized

 ACKNOWLEDGEMENTS

The t e c h n i c a l a s s i s t a n c e provided by t h e f o l l o w i n g AVSCOM and CCAD p e r s o n n e l was

i n v a l u a b l e i n completing t h i s r e p o r t :

Ed Ledwig AVSCOM Engine Technology S e c t i o n

J o e Stephens

J e s u s Vela AVSCOM T e c h n i c a l Management S e c t i o n

Ed Wilson CCAD Engine Pre-Shop A n a l y s i s S e c t i o n

Charl-es Warren CCAD A n a l y t i c a l I n v e s t i g a t i o n Branch

Norman Brinke r CCAD M e t a l l u r g i c a l Branch

 TABLE OF CONTENTS

Page

EXECUTIVE SUMMARY vi

INTRODUCTION 1

VISUAL INSPECTION 1.

TEST CELL 2

TEARDOWN 2

ENGINEERING ANALYSIS 3

CONCLUSIONS 3

L I S T OF ILLUSTRATIONS

Figure Page

1 F u e l Consumption Comparison 5

2 O u t p u t Power Comparison 5

3 The A f f e c t e d T r a i l i n g Edges 6

4 T r a i l i n g Edge Showing I n c i p i e n t M e l t i n g 6

L I S T OF TABLES

Table Page

1 Performance Ratings 7

2 Gas T u r b i n e E n g i n e T e s t Log S h e e t 8

3 Leading P a r t i c u l a r s 10
 EXECUTIVE SUMMARY

The teardown a n a l y s i s of t h e T63-A-700 e n g i n e used i n f u e l e x t e n d e r r e s e a r c h a t

t h e F e d e r a l A v i a t i o n A d m i n i s t r a t i o n (FAA) T e c h n i c a l Center was conducted by t h e
TJnited S t a t e s Army A v i a t i o n Systems Command (AVSCOM) Depot E n g i n e e r i n g and
R e l i a b i l i t y Centered Maintenance Support O f f i c e (DERSO) i n o r d e r t o a s s i s t t h e
FAA i n completing an e v a l u a t i o n of t h e u s e of a l c o h o l s a s e x t e n d e r s f o r t h e
existing turbine fuels.

The t u r b i n e s e c t i o n of t h e T63-A-700 e n g i n e d i s p l a y e d burned v a n e s on t h e f i r s t

s t a g e gas producer. I n a d d i t i o n , t h e b l a d e t i p s of t h e second s t a g e g a s p r o d u c e r
t u r b i n e r o t o r had rubbed t h e i n t e r i o r of t h e second s t a g e gas p r o d u c e r n o z z l e .

It was concluded t h a t t h e vanes on t h e f i r s t s t a g e g a s producer burned d u r i n g a

s e r i e s of h o t o r hung s t a r t s u s i n g e x t e n d e r f u e l s . The i n e f f i c i e n c y of b o t h t h e
f u e l n o z z l e and t h e f u e l c o n t r o l u n i t u s i n g a l c o h o l b l e n d s d u r i n g s t a r t i n g
o p e r a t i o n s caused t h e o v e r t e m p e r a t u r e s .

The second s t a g e gas producer n o z z l e was warped a s a r e s u l t of t h e r m a l c y c l i n g

from ambient t e m p e r a t u r e t o a h o t o r hung s t a r t c o n d i t i o n t h a t caused t h e
t u r b i n e r o t o r t i p s t o rub t h e nozzle.

The remainder of t h e e n g i n e , i n c l u d i n g t h e s e a l s , f u e l c o n t r o l u n i t , f u e l n o z z l e ,
b e a r i n g s , and i n t e r n a l components, showed n o d i s c r e p a n c i e s .

Much of t h e change a p p e a r s t o have r e s u l t e d from hung s t a r t s . Future evaluations

of e x t e n d e r f u e l s should c o n s i d e r u s i n g d e s i g n f u e l s d u r i n g s t a r t i n g o p e r a t i o n s
and t h e n i n t r o d u c i n g e x t e n d e r f u e l s a f t e r t h e e n g i n e has reached normal o p e r a t i n g
conditions.
 INTRODUCTION

The F e d e r a l Aviation Adminstration (FAA) T e c h n i c a l Center e v a l u a t e d t h e

performance of a l c o h o l a s e x t e n d e r s f o r r h e e x i s t i n g a v i a t i o n t u r b i n e f u e l s . The
e v a l u a t i o n , which was conducted a t t h e FAA T e c h n i c a l Center dynamometer f a c i l i t y ,
used a T63-A-700 engine. The engine used i n t h i s p r o j e c t was loaned t o t h e FAA
by t h e United S t a t e s Army A v i a t i o n Systems Command (AVSCOM).

Various experimental f u e l b l e n d s were e v a l u a t e d i n t h e T63-A-700 s t a t i c t e s t

cell tests. These b l e n d s c o n s i s t e d of e i t h e r e t h a n o l o r methanol mixed w i t h
e i t h e r JP-4 o r Jet-A, and t h e a l c o h o l c o n c e n t r a t i o n v a r i e d from 5 t o 20 p e r c e n t .
The engine accrued approximately 120 t o t a l hours d u r i n g t h e e v a l u a t i o n .

It was decided t h a t a teardown a n a l y s i s of t h e engine would n o t be performed a t

t h e FAA f a c i l i t y i n A t l a n t i c C i t y , N J . The e n g i n e was shipped t o t h e Corpus
C h r i s t i Army Depot (CCAD) a f t e r completion of t h e e v a l u a t i o n .

The AVSCOM Depot Engineering and R e l i a b i l i t y Centered Maintenance Support O f f i c e

(DERSO) a s s i s t e d t h e FAA i n t h e f i n a l e v a l u a t i o n . DERSO i s c o l l o c a t e d w i t h t h e
CCAD complex a t t h e Naval A i r S t a t i o n , Corpus C h r i s t i , TX. DERSO a s s i g n e d a
p r o j e c t e n g i n e e r t o conduct t h e teardown a n a l y s i s of t h e engine.

A four-point p r o j e c t p l a n t o complete t h e engine teardown a n a l y s i s was developed.

I t i n c l u d e d a v i s u a l i n s p e c t i o n , a t e s t c e l l r u n t o determine t h e o p e r a t i n g
c h a r a c t e r i s t i c s , a complete teardown i n s p e c t i o n t o determine f a i l u r e modes of
i n t e r n a l components, and an a n a l y s i s of a l l i n t e r n a l engine and f u e l c o n t r o l u n i t
seals for deterioration. Emphasis was placed on t h e engine h o t ( t u r b i n e ) s e c t i o n
and t h e f u e l system. Funds f o r t h i s p r o j e c t were l i m i t e d and allowed no
additional analysis.

VISUAL INSPECTION

The T63-A-700 engine, s e r i a l number AE403067BCDY was i n s p e c t e d a t t h e CCAD Engine

Pre-shop A n a l y s i s S e c t i o n t o i n s u r e t h a t t h e engine was t e s t - c e l l r e a d y . The h o t
s e c t i o n of t h e engine d i s p l a y e d a carbonlexhaust b u i l d u p on t h e e x t e r i o r of t h e
engine c a s e . T h i s buildup i s s u s p e c t e d t o be from h o t o r hung s t a r t s r e s u l t i n g
from u s e of t h e a l t e r n a t e f u e l m i x t u r e s .

The f u e l system had been modified t o i n c l u d e a T - f i t t i n g i n t h e f u e l l i n e p r i o r

t o t h e f u e l c o n t r o l u n i t . T h i s m o d i f i c a t i o n was used f o r f u e l p r e s s u r e
measurements. The engine t u r b i n e s e c t i o n r o t a t e d f r e e l y by hand and e x h i b i t e d no
b i n d i n g o r rubblng. T h e r e f o r e , t h e engine was t r a n s f e r r e d t o t h e t e s t c e l l f o r
an operational t e s t .
 TEST CELL

The f u e l used d u r i n g t h i s t e s t run was MIL-J-5624, JP-4.

The e n g i n e was placed i n t e s t c e l l number 9. P r e - t e s t t r o u b l e s h o o t i n g r e v e a l e d

t h a t t h e i g n i t i o n e x c i t e r was i n o p e r a b l e . A s e r v i c e a b l e e x c i t e r was i n s t a l l e d ,
and t h e engine s t a r t e d normally.

The e n g i n e o i l consumption d u r i n g t h e t e s t c e l l r u n w a s normal.

The s p e c i f i c f u e l consumption f o r t h e engine was c o n s i s t e n t l y h i g h e r t h a n t h e

maximum a l l o w a b l e ( f i g u r e 1 ) .

E x t r a p o l a t i o n of t h e t e s t c e l l d a t a i n d i c a t e s t h a t t h e engine w i l l produce r a t e d
power a t 105 p e r c e n t N 1 speed, 1484 OF t u r b i n e o u t l e t t e m p e r a t u r e , and 93.5 f o o t -
pound-force ( f t - l b f ) t o r q u e , when c o r r e c t e d t o s t a n d a r d day, s e a l e v e l
conditions. Obviously, t h e e n g i n e was n o t r u n i n t h e t e s t c e l l a t t h e s e
c o n d i t i o n s a s t h e maximum o p e r a t i n g temperature was 1380 OF ( t a b l e 1 ) .

The engine was o p e r a t e d through a l l r a n g e s of power s e t t i n g s . Table 2 r e f l e c t s

t h e t e s t run parameters. A t a l l power s e t t i n g s , t h e s h a f t horsepower ( r e f e r r e d
t o s t a n d a r d day, s e a l e v e l c o n d i t i o n s ) was lower t h a n t h e minimum s p e c i f i e d i n
TM55-2840-231-23, A v i a t i o n Unit and I n t e r m e d i a t e Maintenance Manual, Engine
Assembly ( f i g u r e 2 ) .

A f t e r t h e f u n c t i o n a l t e s t , t h e engine was t r a n s f e r r e d t o t h e CCAD Engine Pre-Shop

A n a l y s i s S e c t i o n a r e a f o r teardown a n a l y s i s . The f u e l c o n t r o l u n i t and t h e f u e l
n o z z l e were t r a n s f e r r e d t o t h e CCAD F u e l C o n t r o l Shop f o r a n a l y s i s .

The engine disassembly r e v e a l e d s e v e r a l d i s c r e p a n c i e s i n t h e h o t s e c t i o n . The

f i r s t s t a g e gas producer n o z z l e vanes had burned t r a i l i n g edges. One 3-vane
s e c t i o n of t h e n o z z l e was burned more h e a v i l y t h a n t h e remainder of t h e vanes
( f i g u r e 3).

The second s t a g e gas producer t u r b i n e r o t o r b l a d e t i p s had rubbed t h e t o p and

bottom of the second s t a g e g a s producer n o z z l e c y l i n d e r . Dimensional checks were
conducted on t h e gas producer n o z z l e . The o n l y d i s c r e p a n c y was t h e f l a t n e s s of
t h e forward f l a n g e f a c e which i s a d j a c e n t t o t h e c y l i n d e r . When t h e f a c e s were
measured on a f l a t measuring t a b l e , one f a c e of t h e n o z z l e f l a n g e was found t o be
0.006 i n c h high. This i s a n i n d i c a t i o n of n o z z l e warpage. The h i g h p o i n t was
l o c a t e d 90 d e g r e e s from t h e rubbed a r e a s of t h e c y l i n d e r .

The number e i g h t b e a r i n g had some d i s c o l o r a t i o n , which i n d i c a t e d some s l i g h t

o v e r h e a t i n g i n t h e gas producer s e c t i o n of t h e t u r b i n e assembly.

The f u e l c o n t r o l components were a l l i n working o r d e r . The f u e l c o n t r o l s e a l s

had no e v i d e n c e of d e t e r i o r a t i o n . The f u e l n o z z l e was c l e a n and showed no
d i s c r e p a n c i e s which would have a l t e r e d t h e f u e l atomizing p a t t e r n .

The remainder of t h e engine components d i s p l a y e d no d e f e c t s .

 ENGINEERING ANALYSIS

F i r s t s t a g e gas producer n o z z l e - The n o z z l e was analyzed a t t h e CCAD

-
M e t a l l u r g i c a l Laboratory. An examination of t h e burned c r o s s - s e c t i o n confirmed
i n c i p i e n t m e l t i n g i n t h i s a r e a of t h e n o z z l e ( f i g u r e 4 ) . The number of engine
h o u r s a t t h e time t h e n o z z l e s t a r t e d t o burn i s unknown. The t y p e of f u e l i n u s e
and t h e e n g i n e o p e r a t i n g p a r a m e t e r s when t h i s f a i l u r e commenced i s a l s o unknown;
however, t h e following h y p o t h e s i s i s probable. The i n s p e c t i o n of t h e f u e l n o z z l e
and t h e f u e l c o n t r o l u n i t i n s t a l l e d I n t h i s e n g i n e r e v e a l e d t h a t t h e y were
o p e r a t i n g normally. The f u e l a t o m i z a t i o n p a t t e r n f o r t h i s n o z z l e was p r o p e r f o r
normal o p e r a t i n g c o n d j t i o n s . However, t h e a l c o h o l f u e l m i x t u r e s may have a l t e r e d
t h e flame p a t t e r n d u r i n g s t a r t i n g and low power r e q u i r e m e n t s , p a r t i c u l a r l y d u r i n g
h o t a n d / o r hung s t a r t s . I n a d d i t i o n , t h e flame speed when o p e r a t i n g on a l c o h o l
f u e l s i s s l o w e r , and i t i s p o s s i b l e t h e flame f r o n t extended beyond t h e b u r n e r
can. T h i s f u r t h e r compounds t h e o v e r t e m p e r a t u r e problem d u r i n g a h o t o r a hung
start.

Second s t a g e gas producer n o z z l e - The dimensional check of t h e n o z z l e i n d i c a t e d

warpage a t a p o i n t 90 d e g r e e s from t h e r o t o r t i p r u b marks. The r u b marks were
180 d e g r e e s a p a r t and were uneven i n l e n g t h and d e p t h . T h i s would c o n f i r m
warpage a t o n l y one p o i n t on t h e n o z z l e a s measured i n t h e l a b o r a t o r y . The cause
f o r t h e n o z z l e warpage was most l i k e l y due t o h i g h e r t h a n normal s t a r t i n g
t e m p e r a t u r e s from t h e a l c o h o l b l e n d s and was a g g r a v a t e d by t h e burned n o z z l e
vanes d u r i n g s t a r t i n g . Thermal c y c l i n g from ambient t e m p e r a t u r e s t o a s t a r t o r
h o t s t a r t c o n d i t i o n may have c o n t r i b u t e d t o t h e warping. A p o r t i o n of t h e vanes
a l s o burned away. Heat t r a n s f e r between t h e v a n e s and t h e p e r i m e t e r of t h e
n o z z l e i n c r e a s e d allowing a more r a p i d thermal c y c l e t o t h e u n i t .

Second s t a g e gas producer t u r b i n e r o t o r - The b l a d e t i p s of t h e r o t o r had rubbed

t h e second s t a g e nozzle due t o t h e warpage and e l l i p t i c a l shape of t h e n o z z l e
i t s e l f . The r o t o r b l a d e t i p s were worn due t o t h e rubbing. This rubblng e f f e c t
may have r e s u l t e d i n hung s t a r t s u n t i l t h e b l a d e s t i p s had worn and t h e n o z z l e
gouge was deep enough t o a l l o w f r e e w h e e l i n g of t h e t u r b i n e i n t h e n o z z l e .

CONCLUSIONS

The b e h a v i o r of t h e engine i n t h e t e s t c e l l r u n (low s h a f t horsepower and h i g h

s p e c i f i c f u e l consumption) was confirmed d u r i n g teardown and a n a l y s i s and
r e v e a l e d t h e i n e f f i c i e n c y of t h e burned f i r s t s t a g e g a s producer n o z z l e vanes.

It i s p r o b a b l e t h a t t h e e t h a n o l and methanol b l e n d s w i t h j e t f u e l i n f l u e n c e d t h e
e f f i c i e n c y of both t h e f u e l c o n t r o l u n i t and t h e f u e l n o z z l e , p a r t i c u l a r l y d u r i n g
engine s t a r t i n g operations.

It i s unknown how o r when t h e f i r s t s t a g e gas producer n o z z l e was exposed t o

t e m p e r a t u r e s high enough t o burn t h e n o z z l e vanes. The e n g i n e a n a l y s i s i n d i c a t e s
t h a t some combination of blended f u e l s and a h o t o r hung s t a r t p r e c i p i t a t e d t h e
problem.
It i s a l s o unknown what e f f e c t t h e damaged h o t s e c t i o n had on t h e r e s u l t s of t h e
e v a l u a t i o n i t s e l f . It i s p o s s i b l e t h a t c o n s i s t e n t r e p r o d u c i b i l i t y of t h e
e v a l u a t i o n r e s u l t s were a f f e c t e d a f t e r t h e h o t s e c t i o n of t h e e n g i n e became
damaged.

Assuming t h a t t h e a l c o h o l b l e n d s c o n t r i b u t e d t o t h e h o t s e c t i o n damage
d u r i n g s t a r t i n g o p e r a t i o n s , i t f o l l o w s t h a t c o n s i d e r a t i o n should be g i v e n t o
u s i n g o n l y j e t f u e l t o s t a r t g a s t u r b i n e e n g i n e s . Extender f u e l s would b e
i n t r o d u c e d a f t e r t h e e n g i n e reached normal o p e r a t i n g c o n d i t i o n s . T h i s would
r e q u i r e a d d i t i o n a l t e s t i n g t o confirm t h e above assumption. The F e d e r a l A v i a t i o n
A d m i n i s t r a t i o n Technical Center r e p o r t e d t h a t t h e i n c i d e n c e of hung s t a r t s was
reduced by s t a r t i n g t h e t e s t e n g i n e on e i t h e r n e a t Jet-A o r n e a t JP-4.
 I x RCTURL o MAXIMUM RLLOWRBLE
1
a
I
Ln
& 0.90,
J
u
Z
0
"
I-
a
Ln
5
3

z
0.m

0.70
IE
0-----__5

-------a
-----------
*-------

POWER SETTING ( % N1)

FIGURE 1. FUEL CONSUMPTION COMPAKISON
-

X f3CTURL OUTPUT O M I N I M U M REQUIRED OUTPUT

POWER SETTING (Z N11

FIGURE 2. OUTPUT POWER COMPARISON
 F I G U R E 3. THE AFFECTED T R A I L I N G EDGES

F I G U R E 4. T R A I L I N G EDGE SHOWING I N C I P I E N T M E L T I N G
 Ram power
Gas Specific fuel rating Measured
Net jet producer consumption torque at rated gas
Shaft HP thrust Ib speed rpm Output IblSHP-hr output shaft temp O F ( " C )
Rating (min) (min) (5%)(est) shaft rpm (mad ft-lb (max) (max)
'Rakeoff 317 33

Normal 270 28

90% normal 243 26

7 5 4 normal 203 21

Start and idle 35 max 10 may

Flight auto- 0 max 10 max

ration

NOTE. Specific fuel consumption = fuel flow1SHP

 ..
;It
1h
1P i
.-

.r..
'I 4-
I
? l-4
.-

..
m s
M h
r) T.1
r.

..
.-h
M h
M f4
.-

.> -x 1
1
.,
7 -4
.- .-
It-
GI rx
r) F1
.-

h 4
r-r'
Mr.
.-
1-4
.
3

M
I?
o
+-

om
.-.-
'J1-0
t.1 t.1

.-
..-
\ah
'

..
r-. r>
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00
C .-
00
b-I-
W M
LLLL
 TABLE 3. LEADING PARTICULARS

Rimensions
Length 40 4 inches (1.03 m )
~ e i ~ h t 22.5 inches (0557 m )
Width 19.0 inches (0.48 m )

E n g i n e weight (dry).
1'63-A-700 138.5 pounds (62.82 kgr.)

Maximum oil consumption 0.05 gallhr C6 5 ozlhr)

Lubricating oil specifications

Fuel specifications
Pr irnary MIL-T-5624 (JP-4)
Alternate MIL-T-5624 ( J P - 5 ) ( J P - 8 ) ( J E T - A ) (JETA-1)
Ernergency M1L.G-5572

Design power output 317 s h p

R a m power r a t i n g 335 s h p

Design speeds:
G a s producer (N1 )
Power t u r b i n e ( N 2 )
Power o u t p u t s h a f t

*US GOVERNMENT PRINTING OFFICE. 1~90-70b061/?0121

10