UNCLASSIFIED

AD NUMBER
AD378493
CLASSIFICATION CHANGES

TO: unclassified

FROM: confidential

LIMITATION CHANGES
TO:
Approved for public release, distribution
unlimited

FROM:
Distribution: Further dissemination only
as directed by Federal Aviation
Administration, Washington, DC. Export
Control, 06 SEP 1966, or higher DoD
authority.

AUTHORITY
FAA notice 2 Jul 1973; FAA notice 2 Jul
1973

THIS PAGE IS UNCLASSIFIED

~i -Ii

SECURITY
MARKING

The classified or limited status of this report applies

/ to each page, unless otkerwise marked.
Separate page printouts MUST be marked accordingly.

THIS DOCUMENT CONTAINS INFORMATION AFFECTING THE NATIONAL DEFENSE OF

THE UNITED STATES WITHIN THE MEANING OF THE ESPIONAGE LAWS, TITLE 18,
U.S.C., SECTIONS 793 AND 794. THE TRANSMISSION OR THE REVELATION OF
ITS CONTENTS IN ANY MANNER TO AN UNAUTHORIZED PERSON IS PROHIBITED BY
LAW.

NOTICE: When government or other drawings, specifications or other

data are used for any purpose other than -in connection with a defi-
nitely related government procurement operation, the U. S. Government
thereby incurs no responsibility, nor any obligation whatsoever; and
the fact that the Government may have formulated, furnished, or in any
way supplied the said drawings, specifications, or other data is not
to be regarded by implication or otherwise as in any manner licensing
the holder or any other person or corporation, or conveying any rights
or permission to manufactvTre,, use or sell any patented invention that
may in any way be related thereto.
CONFIDENTIAL
S,.-GROUP 4
d o•-i PomDOWNGRADED AT 3 YE
1312, Supersonic Transpor Development Prg am,,EL4SFEDA1.
Fkas e-:: r ~ sa• 12 YEARS
BOEING MODEL 27071 D DIR 5200.10
in.

'
[

/ AIRFRAMVE/ENGINE

PR=A!ITT WI-ITNEY) (U,,)

/ý1LD(63A10199-1
September 6, 1966

PREPAED APPROVED BY

APPROVED SY . APPFIOVEO BY

265
-P -6Colltr act FA- SSS-6"6--55.* "

\~~'IpI Prepared for JA

FEDERAL AVIATION AGENCY
of S~Office
Supersonic Transport Development Program
6 L,, d1T
A €

"''HIS DOCUMENT CONTAINS SENSITIVE COMPETITIVE• AND PROPRIETARY DATA, AND IS NO•r TO

E1
7 049
O0 ER• $nMo{PCw
HIEMR!
OIDCCANI1ZATION
TH AN . CC)
THE FE D
SU OPL
4E
L IC
PlERSO1N CAit T R0ANOUT
A L AVIATION
So O RL' r. EV
AGEN CI
OFALUIATIO
YON N WITHOU T
OFFICE 0 F" SUPERSONIC
THO ~e R TtN
W AItT ANu
AE II •tuNPO
5• i 0 tl 0r
TRI P&IORT D lEVELOPME•NT .l
ATTENTION: SS--3O, ORW THE BOEING COMPANY, SUPE~mRSONIC TR•ANCPON-' CIV•IS'oN. ATTENTIO-jý
C ON/TRCT AOM~NSIATIONO

SUPERSONIC YNANSPORT DIVISION

IFAA
'ý ý/ 0: 0 7•CONFiDENTIAL uE NO.
A 20
H
NOTICES

When Government drawings, specifications, or ot:her duta are used

for any purpose other than in connection with a definitely related
Government procurement operation, the United States Government
thereby incurs no responsibility nor any obligation whatsoever;
and the fact that the Goverrment may havs formulated, furnished,
or in any way supplied the said drawings, specifications, or other
data, is not to be regarded by implication or otherwise as in any
manner licensing the holder or any other person or corporation, or
conveying any rights or permission to manufacture, use, or sell
any patented invention that may in any way be related thereto.

All discribution of this documert is controlled. In addition to

security requiremeiits which apply to this document and musa be met,
it may be further distributed by the holder onl, with specific
prior approval of:

Director of Supersonic Transport Development

Federal Aviation Agency
Washington, D. C. 20553
The distribution of this report is limited bincause it contains
technology identifiable with items excluded from export by the
Department of State (U. S. Export Control Act of 1949, as amended).

A
fE

g1.1
CONTENTS

Section Page

I 1. INTRODUCTION

1.1 SCOPE

1.2 PURPOSE

1 2. APPLICABLE DOCUMENTS 3

2.1 GOVERNMENT 3

1 2.2 NONGOVERNMENT 4

3. DESIGN REQUIREMENTS 5

S3.1
3.1.1
GENERAL REQUIREMENTS FOR DESIGN
Engine Specification Requirements
5
5
3.1.2 Performance 8
3.1.3 Environment 8
3.1.4 Fuel 12
3.1.5 Lubrication 12
I 3.1.6
3.1.7
Starting
Dry Weight of Complete Engine
12
12
3.1.8 Useful Life 16
3.1.9 Time Between Overhaul 16
3.1.10 Flight Maneuvers 16
3.1.11 Connection Identification 18
3.1.12 External Flammable Fluid Lines 18
3.1.13 Containment 18
3. 1. 14 Accessibility 18
ai'.1.15 Documentation 18
3. 1. 16 Design Changes 18

3.2 SPECIFIC REQUIREMENTS FOR DESIGN 18

3. 2. 1 Guaranteed Performance and Noise Control 18
3.2.2 Engine Bleed Air 20
3.2.3 Accessory Drive Power Takeoff 21
3.2.4 Engine Mounting 25
3.2.5 Ground Handling Attachments 25
3.2.6 Engine Aircraft Accessory Provisions 25
"_, 3.2.7 Engine Exhaust and Reverser 30
3.2.8 Engine Control Systems 3
3.2.9 Engine Fuel System 36
k 3.2.10 Engine Lubrication System 38
3.2.11 Engine Drain System 39
* 3.2.12 Engine Electrical System 40
3.2.13 Engine Anti-Icing System 45
3.2.14 Engine Nozzle Cooling 46
3.2.15 Engine Instrumentation 46

D6AI0199-1

'iFi
CONTENTS (Continued)

Section

3.2.16 Engine Thrust Indication 49

3.2. 17 Engine Starting Requirements 49
3.2.18
3.2.19
3.2.20
Idle
Engine Air Induction System
Stopping
50
50
55
[
3.2.21 Engine Vibration 55
3.2.22 Engine Foreign Object Ingestion Characteristics 56
3.2.23 Engine Fire Protection 56

4. QUALIFICATION REQUIREMENTS 57

4.1 CERTIFICATION AND DEMONSTRATION REQUIREMENTS 57

4.1.1 General 57
4.1.2 FTS Substantiation Requirements (Phase 111) 57 [
4. 1. 3 Type Certification Requirements (Phases lV and V) 57
4.1.4 Gaaranteed Performance Demonstration Require-
ments (Phases III, IV, and V) 58 7-

4.2 ENGINE/AIRFRAME STATIC PERFORMANCE CALIBRA-

TION REQUIREMENTS (PHASE 11) 58
4.2.1
4.2.2
General
Test Hardware
58
58 F
4.2.3 Engine Ground-Rig Performance Calibration Testing 59
4.2.4 Test Objectives 60 [
4.3 GUARAN4TEED ENGINE PERFORMA,,. EMONSTRATION
(PHASES III AND IV OR V) 60
4.3.1
4.3.2
General
Basic Engine Performance
60
61
F
4.4 INSTALLED PERFORMANCE CALIBRA'I ION REQUIRE-
MENTS (PHASE 111) 62
F
F
4.5 NOISE DEMONSTRATION (PHASES AS INDICATED) 62
4.5.1 Static (Phases III and IV) 62
4.5.2 Inflight (Phases iII and IV) 63
4.5.3 Sound Calculations (All Phases) 63

4.6 ENGINE AIRFLOW DEMONSTRATION (PHASE 111) 63

4.7
4.7.1
THRUST REVERSER DEMONSTRATION (PHASES III AND TV)
Static Reverser Performance Demonstration
63
63
[I
4.7.2 Installed Reverser Performance Demonstration 63

4.8 VIBRATION DEMONSTRATION (PHASES AS INDICATED) 63

4.8.1 Pratt & Whitney Aircraft Vibration Tests 63
4.8.2 B:oeing Vibration Tests 64
4.8.3 Engine/Airframe Vibration Requirements 64

H
06AI019q-l

[i-
iI

CONTENTS (Continued)

Section Pae

4.9 BLEED AIR QUALITY DEMONSTRATION (PHASE IV) 64

4.9.1 Contaminant Quantity Test 64
4.9.2 Contaminant Quality Test 65

4.10 INLET DISTORTION TOLERANCE DEMONSTRATION

(PHASE II) 65

5. COMPATIBILITY DEVELOPMENT PLAN (PHASE 1I1) 67

5.1 GENERAL 67

5.2 INLET/ENGINE COMPATIBILITY PLAN (PHASE 1U1 67

5.?. 1 Boeing Inlet/Engine Compatibility Tests 67
5.2.2 Pratt & Whitney Aircraft Inlet/Engine Compati-
bility Tests 68
5.2.3 Inlet/Engine Dynamic Analysis 69
S5.3 EXHAUST SYSTEM INTEGRATION TESTS (PHASE 111) 70
5.3.1 Thrust Reverser Development 70
[ 5.3.2 Nozzle Development 70
[ 5.3.3 Noise Suppression Development 71

5.4 ENGINE/AIRFRAME INSTALLATION TESTS (PHASE II) 72

5.4.1 Boeing Ground Rig Tests 72
5.4.2 Pratt & Whitney Aircraft Ground Tests 73
5.4. 3 F&WA Appraisal of Production B-2707 Engine
Installation 73

5.5 PHASE III FLIGHT TEST PROGRAM 73

•"5.5.1i General 73
[5.5. Air Induction System Performance and Operation 73
5.5.3 Engine Performance and Operation 73
5.5.4 Evaluation o& Propulsion Nacelle and System 73
5.5.5 1.rust Reverser Performance and Operation 74
5.5.6 Noise Surveys 74

, 6. PRODUCT ASSURANCE REQUIREMENTS 75

6. 1 BASIC CONCEPTS AND DEFINITIONS 75

6.2 RESPONSIBILITIES 75
6.2.1 General 75
6.2.2 Boeing Responsibilities 75
6.2.3 Pratt & Whitney Aircraft Responsibilities 76
, 6.2.4 Interface Elements 76
6. 2.5 Problem Analysis and Corrective Action 76

06A I O 99-t
CONTENTS (Concluded)

Section Page

6.3 RE LIABILITY 76
6.3.1 General 76
6.3.2 Design Objectives 77
6. 3. 1 Quality Assurance Provisions 77
6.3.4 Data Requirements 78

6.4 SAFETY 82
6.4. General 82
6.4.2 Boeing Responsibilities 83
6.4.3 Pratt & Whitney Aircraft Responsibilities 83

6.5 MAINTAINABILITY 83
6.5.1 Ueneral 83
6.5.2 Maintainability Requirements 84
6.5.3 Validation 84
6.5.4 Data Requirements 85

i V-

iv
ILLUSTRATIONS

Figure Page
1 Engine Operating Limits 6
2 Inlet Total Pressure Recovery 7
3 Flight Ambient Temperature Envelope 10
4 Ground Ambient Temperature Envelope 11
5 Allowable Time at Maximum Fuel Temperature 13
6 Fuel Inlet Temperature Limits (P&WA 533) 14
7 Fuel Inlet Temperature Limits (P&WA 522) 15
i •8 Engine Attitude Limits 17
9 Bleed Air Port Configuration 22
S10 Engine Configuration 26
11 Engine Mounti ng System Loading 28
12 Compressor Front Flange Loading 29
13 PTO Gearbox Envelope 31
14 Inlet Control Hydraulic Pump Envelope 32
15 Power Control Schedule 34
16 Narrow Band (CW) Conducted Interference
Limits Using Stabilization Network 41
17 Broad Band and Pulsed (CW) Conducted
Interference Limits Using Stabilization Network 42
18 Narrow Band (CW) Radiated Interference Limits 43
ii[ 19 Broad Band and Pulsed (CW) Radiated Inter-
ference Limits 44
20 Nozzle Secondary Airflow Schedule 47
21 Estimated Case Temperatures 48
i 22 Airflow Trim Adjustment Limits 52
23 Permissible Range of Engine Flow Fluctuatiou 54
24 Failure Mode and Effect Analysis (Sheet 1) 79
25 Failure Mode and Effect Analysis (Sheet 2) 80

TABLES

Table Page

I Performanz-e Guarantees 9
II Noise Level 19
III Bleed Air Contamination Limits 20
IV Engine Bleed Air Flow Requirements 23
E V Hor-sepower Extraction 24
VI
'SVIn VII
Design Load Factors
Electrical Interference Limits
Reliability Objectives
27
45
77
IX Maintainability Goals 84

jI D06AI0199-i

(V1 SLANKI
N i

1. INTRODUCTION

In compliance with section I paragraph IX of the Phase III Request for Proposal
this document is the technical portion of the Airframe/Engine Agreeme:'.. The
document is part B of the Airframe/Engine Agreement D6A] 0184-1 ar the
approval signatures on part A separately bound are also equally applicable to
this part.

S1~.1 SCOPE
This agreement establishes the interfa'ce requirements including the perform-
ance, design, fabrication and testing fo.- the Boeing Model B-2707 (P&WA)
Supersonic Transport airplane and for the Pratt and Whitney Aircraft
JTF17A-21B turbofan engine.

This agreement covers the certification and production phases (Phase-P and
SPhase
-V of the SST Program in additi.'on to the prototype constraction and 100
hours flight test (Phase-RD. Therefore, the requirements as set forth herein,
are intended to be applicable to production JTF17A-21B engines and production
Model B-2707 (P&WA) airplane. While the requirements are also generally
applicable to the prototype engines and airplanes except as specifically stated
to the contrary her-sin, it is anticipated that some deviations may be required
for prototype engines and airplanes. Accordingly, both P&WA and Boeing
- shall immediately notify the other whenever, in the course of design or develop-
ment it becomes apparent that the prototype engine or airplane will not meet
the requirements specified herein.

LTe purpose of this agreement is to define the responsibilities of P&'WA and

Boeing for the physical and functional interface requirements for the Boeing
Modei B-2707 (P WA) airplane P-d the P'WA JTF17A-21B turbofan engine.

D6AI0199-1

(2 BLANK)
r

[ 2. APPLICABLE DOCUMENTS

2.1 GOVERNMENT
r The following documents, of the issue date shown, form a part of this agree-
I.. ment to the extent specified herein.

2. 1. 1 AND 10050- Air Force-Navy Aeronautical Design Standard "Bosses,

Standard Dimensions for Gasket Seal Straight Thread", dated July 18, 1956.

2. 1. 2 MIL-E-005607C - Mlltary Specification "Engine, Gas Turbine,

[ Preparation for Storage and Shipment of, Process for", dated March 25, 1963.

2.1.3 MIL-S-8879- Military Specification "Screw Threads, Standard Aero-

r nautical", dated September 21, 1960.

2. 1. 4 FAR 33 - Federal Aviation Regulations "Airworthiness Standt.-ci..

Aircraft Engines", dated February 1, 1965.

S2. 1. 5 FAR 1 - Federal Aviation Regulations "Definitions and Abbreviations",

dated May 15, 1962.

S2.1.6 British Civil Airworthiness Requirements - Section C, dated

March 1. 1957.

F 2. 1. 7 Air Force Specification Bulletin 526 - "Contaminants, Cabin Air,

Maximum Allowable Concentration of", dated February 3, 1961.

2. 1. 8 FAR 21 - Federal Aviation Regulations Certification Procedures:

Products and Parts, dated November 14, 196-5.

2. 1.9 FAR 25 - Federal Aviation Regulations Airworthiness Standards:

F Transport Category Airplanes and Tentative Airworthiness Standards for
Supersonic Trarsports.

2. 1. 10 TT-S-735 Federal Specification Standard Test Fluids: Hydrocarbon.

2. 1. 11 MIL-E-5007A Military Specification "Er.gine Aircraft, Turbojet,

F and Turbofan, General Specification for", dated 7/21/51.

2. 1. 12 MIL-E-5007C - Military Specification "Engine Aircraft, Turbojet,

and Turbofan, General Specification for", dated 12/31/65.

2. 1. 13 FAR AC 33-1 - Federal Aviation Agency Advisory Circular: Turbine

Engine Foreign Object Ingestion and Rotor Blade Containment Type Certification
[ •Procedures, dated 6/24/65.

2.1.14 MIL-E-5272C - Environmental Testing, Aeronautical and Associated

t p Equipment, General Specification for, dated 4/13/59, including Amendment 1,
r Li dated 1/20/60.

D6A 10199-1

ID 3
I

2.2 NONGOVERNMENT
The following documents of the issue date shown, form a part of this agree-
ment to the extent specified herein. One copy of each document listed below
and marked with an asterisk is to be furnished to Pratt & Whitney with each
copy of this agreement.

2.2. 1 AS518 - SAE Aerospace Standard "Drive-Accessory, 3. 000 Pilot

Diameter, Q.A.D.", issued 12/15/63.

2.2.2 AS520 -SAE Aerospace Standard "Drive-Accessory, 6..500 Pilot

Diameter, Q.A.D.", issued 12/15/63. [
2.2. ' AS522 -SAE Aerospace Standard "Flange-Accessory,
Diameter, Q.A.D.", issued 12/15/63.
3.000 Pilot
[
2.2.4 PWA 522 - P&WA Specification, Fuel Commercial Aircraft Turbine
Engine, dated 11/5/65.

2.2.5 PWA 521-B Type II Pratt & Whitney Aircraft Specification Lubricant,
Aircraft Turbine Engine, dated 6/25/63.

2.2.6 SAE Document AIR 876 "Procedures for Jet Noise Prediction",
dated 7/10/65.
V
2.2.7 SAE Document ARP 865 "Definitions and Procedures for Computing
the Perceived Noise Level of Aircraft Noise", dated 10/15/64.

2.2.3 SAE Document ARP 866 "Standard Values of Atmospheric Absorption F

as a Function of Temperature and Humidity for use in Evaluating Aircraft
Flyover Noise", dated 8/31/64.

2.2.9 Delete L
2.2.10 Delete

*2.2.11 Boeing Standard BAC F22AC "Flange, Coupling" Specification Con-

trol Drawing.

2.2.12 Boeing Document D6A10112-1- Propulsion Subsystem Specification-

P&WA, dated 9/'6/66.

2.2.13 P&WA Engine Model Specification 2710, dated 8/8/66.

2.2.14 P&WA Engine Installation Drawing No. 2129601 (Production). P&WA

Engine Installation Drawing No. 2130301 (FTS).

2.2. 15 P&WA 533-- P&WA Specification, Fuel, Aircraft Turbine Engine,

dated 11/10/64.

4 0~~6AI01 9C- I

4- -
[I
t

"r 3. DESIGN REQUIREMENTS

3.1 GENERAL REQUIREMENTS FOR DESIGN

3.1.1 Engine Specification Requirements

3.1.1.1 Engine Model Specification

t An engine model specification, defining engine performance and design in
compliance with the requirements of this Engine/Airframe Technical Agree-
ment shall be prepared by Pratt & Whitney Aircraft (P&WA) for use in air-
plane performance determination. The Boeing approved Engine Model Speci-
t. fication, Ref. 2.2.13, shall be a portion of this Engine/Airframe Technical
Agreement to the extent specified herein.

3.1.1.2 Engine Installation Drawing

An engine installation drawing, Ref. 2.2.14, defining the installation envelope,
overall dimensions, suppDrt details, engine control locations and motion,
L accessory locations, drains, installation, details, instrumentation provisions,
and all other coordinated engine-airframe installation requirements, shall be
a part of the Engine Model Specification to the extent specified herein.
L 3.1.1.2.1 Supporting f(ata
Pratt & Whitney Aircrai. shall furnish a list of essential engine accessories
and engine capabilities and provisions for installation of aircraft accessories.

Pratt & Whitney Aircraft shall furnish system diagrams of the electrical, fuel,
lubrication, and other systems such as thrust reverser actuation, secondary
SLi air system, etc.

3.1.1.3 Card Deck Programs

A card deck program shall be provided capable of running on a mutually agreed
upon high-speed computer. This program will define estimated engine per-
formance, representing maximum fuel flow, minimum thrust and average
values for all other items, and will be consistent with the guaranteed engine
performance and shall be used to calculate data used in guaranteed airplane
performance. Idle thrust may be average. The program will be based on a
cycle match calculation rather than a program which uses a multiplicity of
tables to generate performance data. The program shall be capable of gener-
ating data at any power setting from idle to takeoff at any altitude, Mach
number, or ambient temperature within the engine operating envelope. The
Sprogram shall be capable of making corrections for horsepower extraction,
inlet recovery, and airbleed.

d The card deck program will be used as the prime data source. Performance
curves provided in Ref. 2.2.13, shall be in agreement with the card deck
program and maintained up-to-datte.

3.1.1.4 Analytical Model for Engine-Inlet Dynamic Studies

Pratt & Whitney Aircraft shall submit an analytical representation of the en-
gine and its control systems suitable for use in inlet-engine dynamic simula-
tion studies at Boeing. The simulation shall be valid over the operating per-
formsnce envelope of the engine as specified in Fig. 1.

06A I 0199-1
...
. __.. . ...... OMETRIC 1962 V.S. STANDARD DAY:!

90 ~INLET TOTAL PRESSURE RECOVERY PER FIGURE Z

[- --
----. ....-.
....... .

80 ~

70I &~4. ... .......

LBLOW OUT LIMIT

U-U
so50'LDUCT HEATER

40

. ~.~....... .ND.I.N .... ....

10

05101.5 2.0 2.5 3.0

MACH NUMBER (Moo)

Ficure 1. Engine Operating Limits

.6
06A10199-I
1
............ .......-.

~~71

0ý

VCIO
085 ETRACOPESSION ..- j.-. xTRA INTERNAL 1
0 8COMPRESSION:

----
----
----
----
---

0 0b 1.0 1.5 2.0 2.5 3.0

MACH NUMBER (Moo)

Figure 2. Inlet Total Pressure Recovery

7
The simulation shall allow determination of the effects of normal engine
transients on inlet and inlet control operation. These transients include:

a. Throttle movements including "full burst" and "chop.,"

b. Augmentor "lightoff" and "shutdown."

c. Inflight engine "shutdown" and "restart," including windmill brake

operation.

Also, the engine simulation shall be used to determine the transient effects of
abnormal engine operation on inlet and control operation. These transients
include:

d. Compressor stall (with and without distorted flow). [

e. Main burner blowout. v

f. Augmer-tor blowout.

g. Possible engine failure conditions (i.e., nozzle failure) insofar as

practical. t
Boeing will submit to P&WA an inlet dynamic simulation throughout the range
of inlet started operation including inlet distortion profiles, ram recovery and
air flow. Pratt & Whitney Aircraft will use this data in a te't program to pro-
vide data for simulating compressor stall with distoi ed flow. -
L
Simulation programs developed during Phase I1-C will be updated by both L
P&WA and Boeing during Phase III as inlet and engine development programs
provide additional data.

3.1.2 Performance
The estimated engine performance, representing maximum fuel flow and mini-
mum thrust and with all other values being average for all operating conditions,
shall be specified in the Engine Model Specification. This performance shall
be consistent with the guaranteed performance points shown in Table I. All
production engines shall be capable of demonstrating the guaranteed engine
performance. st

For the Phase MI Flight Test Program, prototype FTS engine performance is
shown in Table I.

3.1.3 Environment

3.1.3. 1 Ambient Temperature Conditions

The complete engine shall perform satisfactorily under ambient temperature
defined by Figs. 3 and 4. [

06A10199-1

8__________________________
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U.S. STANDARD ATMOSPHERE - 1962

w4 - HOT ATMOSPHERE

-jIk

30 .
"_.____I I

-120 -100 -80 --60)-40 -20 0 NO 40 60 801"0i0 120

TEMPERATURE (*F)
L2
Figure 3. Flight Ambient Temperature Envelopo

Q_9____
- -1-
. MAXIMUM FIELD ELEVATION _

Fl 7,000 - - - ,-7-..i .--. 1 -.- 1...- - --

6U
,0 00 -~ -- 7- '~ -

- U.S.STANDARD
~1 -r i h- ATMOSPHERE -1962

- I I , S4,000
MAXIMUM

L t , . - --

21,000

-I00 -60 -40 -20 Ij

0 20 I I
40 60 80 100
i
L-j
120
- 140
i

TEMPERATURE (OF)
Lt S~ Figure 4. Ground Ambient Temperature Envelop*

D6Ai099--1
i r

3.1.3.1.1 Design Inlet Temperatures

Maximum air stagnation temperature will be 5007F with an overshoot to a
stagnation temperature of 590°F based on a variable ratio of specific heats
for air. The stagnation temperature will not exceed 500°F for more than one
minute.

3.1. 3. 1.2 Operating Envelope

The engine and engine systems shall function satisfactorily within the oper-
ating envelope as defined in Fig. 1.

3.1.3.1.3 Usage
The intended usage of the engine is for powering a supersonic transport air-
craft.
3.1.3.1.4 Engine Nacelle Temperature

The engine and components shall perform satisfactorily during normal opera-
tion with that portion of the engine forward of the firewall surrounded by
stagnant air at a maximum average temperature of 650°F. Components
located at the forward half of the nacelle accessory compartment will not be
exposed to more than 600 0F.

3.1.4 Fuel
The engine shall function satisfactorily throughout its complete operating
range for any steady state operating conditions when using ohly those fuels,
specified in Ref. 2.2.4, with a flash point above 110°F with fuel temperature
and time limits as shown in Figs. 5 and 7. When using fuel per Ref. 2. 2.15,
{
the fuel temperature and time limits are shown in Figs. 5 and 6. F

3.1.5 Lubrication L
The engine shall function satisfactorily throughout its complete operating
range for any steady-state and transient operating condition when lubricants r
conforming to and having any of the variations in characteristics permitted by L
Ref. 2.2.5 are being used.

3. 1. 6 Starting
The ergine shall be capable of ground starting from -1,000 ft to +8,000 ft
within the ambient temperature conditions as defined in Fig. 4, subject to the
fuel and lubrication limitations and torque requirements noted herein.

3.1.7 Dry Weight of Complete Engine

The dry weight of the engine shall not exceed 10,640 lb. The weight of the
FTS engine shall be within 105 percent not including special test instrumenta-
tion. The engine shall include the following components:
:
a. Fuel system including gas generator control, duct heater control, and
fuel pumps.

b. Lubrication system including oil tank, filter (strainer), and fuel/oill

cooler.

c. Engine ignition system without power source.

DSA610199-1

12
11AIM E ULILTTMEAUE
PER
NLET ,
EFIG.7
PR I.6
MAAXU ALOAL FUE TEMPERATUR

IIAVA

.....
....
...

luZMAX -20#LIII

U-J

MAX - 3

MAX
Li MA"

TIMEBEFOE EN OFCRUISE (MAIN)

Figure 5. Allowable Time at Mlaximum Fuel Tempewatur

IF
113
N7
U7 ALIUD IMT

OPFERATION 60090 FT:1

.ii**Vl 700FT

S220.f i

S180.::

....:._ALLOWABLE UP TO 30 MINUTES BEFORE,7

::END OF CRUISE. SEE FIGURE 5 FOP
I ... A _IPWAS3 -

0 10 230MAX

TOTAL ENGINE FUEL FLOW - PPH (THOUSANDS)

Figure 6. Fuel Inlto Tomparature Limits (PAWA .533)L

DAl10199-1 '
14
* . GROUN4D OPERATION.

. .. .. . . .. .

IALWAL UP
TON30RMINTSBEOE EN. FCRIE
4JTAAl
22052

..
. .. ..

0j 10L 20 T 30 MAXESBFOEED.FCRIE
TOTLSEGIE FIUREL5FLOWLIIT OVER 3THOUSATDS)

[~ ~ ~ _ P&WA 522)(E
,A1
Fgre7FulIetTmetueimt
U
d. Variable area duct heater exhaust nozzle in~ciuding control system.

e. Fuel inlet manifold.

f. Windmilling brake system (aerodynamic).

g. Reverser-suppressor, including control system. i

h. Power takeoff provisions, including inlet hydraulic pump drive gear-
box.

i. Gas generator exhaust gas temperature and pressure probes. [

j. Provisions for power setting instrumentation. V

k. Secondary air ducting including control system and bulkhead.

This weight (10,640 lb) does not include the weight allowance required for
those brackets supplied with the engine that ar6 to be atil'zed fbr the support
of airframe equipment.

3.1.8 Useful Life

Engine parts and components shall be designed for a useful lIfe including re-
pair consistent with an airplane normal service life expectancy of at least
50,000 hr. Pratt and Whitney Aircraft shall undertake the design and develop-
ment of improved components or parts and/or repair procedures for the corn-
'
pone'-r" or parts, as shown to be required by airline service.

3.1.9 Time Between Overhaul (Deleted)

3.1.10 Flight Maneuvers

3.1.10.1 Attitude
The engIne shall function satisfactorily under the flight attitudes defined in
Fig. 8 under the following conditions: t

a. Continuous operation for vertical accelerations of 0.5 to 2.0 g

positive.

b. Operation for 60 sec when subjected to vertical accelerations for 0.1

to 0.5 g positive, and from 2.0 to 3.5 g positive. I
c. Operation for 10 sec when subjected to vertical accelerations for
0.1 to 1.0 g negative. v
d. Operation for 5 sec when subjected to 0 g condition (±0. 1 g).
e. Operation for 15 sec when subjected to side accelerations from 0.557
to 1.7 g. (From either side).

f. Continuous operation when subjected to fore and aft a -celerations

from 0 tc 0.5 g.5 g. DB ,1 0199

jE16
in
in

Iii
t{NOS UP tO10
,-AIRFRAME

II ILIMIT- 5-

DOWN

(fl LOW MACH LIMIT

117

Figure 6. Engine Attitud. Limits

I D6A! 01 •9-1 1
g. Continuous operation when subjected to side accelerations fromn 0 to
0.5 g (from either side).

3. 1.11 Connection Identification

Lnsofar as practical, the engine shall be permanently marked to indicate all
airframe connections shown on the Installation Drawing for instrumentation,
electrical, fuel, oil, and air connections.
3.1.12 External Flammable Fluid Lines
All external lines and fittings which convey flammabie fluids shl1 be fire-
proof as defined in Ref. 2.1.5.

3.1.13 Contakiment
The engine zhall be designed for rotor blade containment to meet the require-
ments of Par. 33.19 of Ref. 2.1.4 and shall be specified in the engine type
certificate. Furthermore, the engine shall be designed to meet the engine
requirements of Par. 25.903(d), Item 1 and 2 of Ref. 2.1.9 and shall be
specified in the engine type certificat'on.

3.1.14 Accessibility
Those parts of the engine requiring lIxi ,oe e, adjustment, checking, -
or replacement shall be made accessf ;ardown of the engine or .
removal of major parts, component c ..... ies.

3.1.15 Documentation
Pratt and Whitney Aircraft shall farnish to Boeing documentation of perform-
ance for both engine and the engine-furnished components, as an aid to Boeing
in obtaining certification in accordance with the then-existing commercial
Basic Agreement between P&WA a.d Boeing.

3.1.16 D6.M.gn Changes

Pratt & Whitney Aircraft shall have the responsibility for developing detail
design of the engine to reflect performance characteristics that are in accord
F
with the general objectives and specific requirements of this agreement.

It shall be P&WA's responsibility to coordinate with the Boeing engineering L

design group whenever, in the course of P&WA's design activities, there is
any indication that a particular design detail might be contrary to the require-
ments or intent of this agreement.

3.2 SPECIFIC REQUIREMENTS FOR DESIGN -

3.2.1 Guaranteed Performance and Noise Control

3.2.1.1 Performance
In addition to the guaranteed calibration stand performance shown in the I
Engine Model Specification, the engine shall meet the flight performance
points shown in Table I. Estimated performance for other flight conditions
shall be included in the engine performance data deck.

18
D6A10199-1
'
I 3.2.1.2 Noise Control

3.2.1.2.1 Noise Levels

The noise levels generated by one engine shall not exceed the values in Table
II at any point along a line parallel to and 300 ft from the axis of the engine.
Measurements may be made either on the line or on an arc of 300 ft radius
and corrected to the iine by SAE procedures. The engine shall be in com-
pliance with these values under the following conditions:

a. Static operation

b. P&WA bellmouth inlet

c. Production engine or accoustically similar engine

d. Standard day at sea level 59°F and 70 percent relative humidity

The prototype engines shall be considered to have met these requirements, if

measured data corrected by analysis for differences between the prototype
and production configuration fall within the limits of Table II.

Noise level measured as specified in Par. 3.2.1.2.1 shall not exceed the fol-
lowing values for the conditions stated in Table HI.

Table It. Noise Level

PNDB
1Maximum augmented thrust 139

23,900 lb thrust 122

12,000 lb thrust 107*

lB I. *Exclusive of noise radiating from engine inlet.

Pratt and Whitney Aircraft, during engine development, will have as an ob-
jective the limitation of discrete frequency noise components to a point where
the soind pressure level (SPL) in any 1/3 octave band does not exceed the SPL
of the random noise in that 1/3 octave band by more than 5 db.
Both P&WA and Boeing shall coordinate and keep each other informed through-
out the engine development program of the status of their efforts in meeting
the noise requirements.

3.2.1.2.2 Noise Prediction

Pratt & Whitney Aircraft may use Par. 2.2.6 in predicting the engire noise
level. The use of uis prediction system does not relieve P&WA from meeting
the required noise .vel.

II DGAMo,99-,

__ _____ __ 19
3.2.1.2.3 Engine Acoustical Environment
The engine shall be designed and constructed to function for 100 hr duration
without failure in any of the engine components when operating at a noise level
of 155 db. -

3.2.2 Engine Bleed Air

3.2.2.1 Air-Conditioning
The engine shall provide bleed air for air-conditioning and pressurization of
the passenger and crew compartments which satisfies the following require-
ments:

3.2.2.1.1 Quality of Bleed Air

Dirt or other foreign particle concentration in the bleed air after expansion to
atmospheric pressure shall not exceed that of air at the engine inlet on a per
unit volume basis,
7
3.2.2.1.2 Contamination
The air at the engine bleed ports shall noc contain quantities of engine gener- L
ated noxious, toxic or irritating substances above the maximum threshold
limit values of the substances shown in Table HI.

Table Ill. Bleed Air Contamination Limits

Substances Parts Per Million

Carbon dioxide 5,000.0

Carbon monoxide 50.0
Carbon tetrachloride 50.0
Decaborane 0.05
Diborane 0.1
Pentaborane 0.01
Ethyl alcohol (ethanol) 1,000.0 U
Fluorine 0.1
Fuels, aviation 250.0
Hydrogen peroxide 1.0
Methyl alcohol (methanol) 200.0
Methyl bromide 20.0
Monochlorobromomethane 40.0
Nitrogen dioxide 5.0
Oil breakdown products (aldehydes,
acrolein, eia.) 1.0
Unsym-dimethyl hydrazine 0.5

06AM0199-1
20
The air shall contain a tctal of not more than 5 mg/cubic meter of submicron
r particles.

3.2.2.1.3 Seals
Accessory seals, bearing seals, and oil lines shall be designed so that a
single failure (except an engine bearing failure) cannot result in bleed air
contamination. Pratt & Whitney Aircraft shall submit a failure analysis to
Boeing to demonstrate how the design meets this requirement.

3.2.2. 1.4 Quantity of Bleed Air

{ One bleed port as shown in Fig. 9, shall be provided to supply the bleed air
for airplane usage other than anti-icing, defined in Table IV.

3.2.2.2 Inlet Anti-Icing

One bleed port as shown in Fig. 9 shall be provided to supply the bleed air
f for inlet anti-icing defined in Table IV.

3.2.3 Accessory Drive Power Takeoff

3.2.3. 1 Accessory Drive Power Takeoff Provisions

The engine shall provide a drive pad to allow the attachment of a Boeing-
furnished external shaft and a remotely located airframe accessory gear box.
Accessories mounted on the gear box include the main hydraulic pumps, ac
generator and speed control, coolant air fan, cabin air boost compressor and

[ air turbine starter. The pad and power takeoff mating shaft connection serves
as ia) a means to obtain power from the engine to drive the gear box and
mounted accessories, and (b) a means to transmit power from the accessory
gear box to the engine rotor for starting.

The drive pad, similar to Ref. 2.2.2 except for horsepower, shall be pro-
vided wiih mounting flange, location details, and direction of rotation as
shown on the engine installation drawing.

3.2.3.1.1 Design Power Extraction

The drive pad shall be designed to transmit the power loads shown in Table V.
Ir The inlet hydraulic pump loads are not included in Table V; see Par.
3.2.6.1.

F Cyclic load variations shall be L10 hp at a frequency of 1 cycle per minute

•I with the nominal continuous loads shown in Table V.
3.2.3.1.2 Engine Starting

The pad shall be designed to transmit the torque required for engine start.

3.2.3.1.3 Dynamic Loading

The drive pad shall be designed to withstand the impact load incurred when a
Fstatic
F,
I gearbox is connected to the pad with the engine windmilling at 1. 6 per-
cent rpm. The estimated gear box an• accessories equivalent polar moment
of inertia, at the PTO pad, is 40 lb-ft

[;21
06A10199-1
IA
S!I

K ~A~-
S• A DIA

B DIA

S:- a.ii~oI
0.10
0.07

0.04

A-A

ENGINE BLEED PORT DUCT O.D. A DIA +_to B DIA ±0.001

ENVIRONMENTAL CONTROL 6.00 6.03 6.69

SYSTEM

INLET ANTI-ICE 3.50 3.53 4.19

Figure 9. Bleed Air Port Configuration

j
222
D6A*0199-1
0o0 00 0o000r 0 00 000

'-4 4 - - 4 ,-44 .-4 .-

--1 .--4 -4

mO1
Cd 0 nq

00 o 0n to m0U~0
C0l~

1 0

k0

-1f4-
*.- 0

>_ Dco0 OL 00CIO

0 OD - 4T4 qt 00~ ~ 4b

'-44

03 QO OCO 00 o
AF4 m.'c w m
0

LOM
[ H
3.2.3.1.4 Power Takeoff Shaft Rotation
3haft speed shall be 8,000 ±200 rpm with the engine rotor at 100 percent rated
rpm. Direction of shaft rotation Aahall be clockwise when viewing the engine
PTO pad.

3.2.3.1.5 Shear Section

Any shear section provided by P&WA shall be designed to shear at a torque
of not less than 1,580 ft-lb. ["

3.2.3.1.6 Mounting Flange and PTO Shaft Loads

The gear box and accessories will be supported from the aircraft structure.
However, the pad will be subjected to and shall be designed for an overhung
moment of 1,000 in-lb incurred through angular and axial deflection of ex-
ternal shaft.

3.2.3.1.7 Lubrication
The pad and spline shall be lubricated by the engine lubrication system,.
Ii
3.2.3.1.8 Windmilling Power
A windmilling engine at 1,160 rpm shall supply an estimated 65 hp at the PTO
pad under the following conditions:

a. Sea level altitude

b. Standard day temperature

c. 200 kn equivalent air speed

d. 1. 06 ground pressure ratio

Table V. Horsepower Extraction [

Engine Speed

Operation Duration 100% rpm Ground Idle Flight Idle*

(54% rpm) (68% rpm)

Continuous 550 hp 265 hp 465 hp

Intermittent , 4 min/hr 647 hp 442 hp 660 hp
1 min/hr 1,035 hp 613 hp 832 hp

Maximum 10 sen/100 hr 1,090 hp 665 hp 885h

*Flight idle shall not exceed 7 min/hr average.
L[

.24
illl
~ I

3.2.3.2 Mass Moment of Inertia of Rotatin( Parts

The effecti-•e mass moment of inertia of the low-pressure rotor about its axis
I is30.0 slug-ft 2 . The effective mass moment of inertia of the high pressure
compressor-rotor about its axis is 21.5 slug-ft 2 .

"X The effective mass moment of inertia of the engine masses to be driven 2
through the accessory power takeoff during engine starting is 22.5 slug-ft
based on a pad-rotor gear ratio of 0. 997:1.

3.2.4 Engine Mounting

Mounting provisions shall be provided to support the engine and inlet as de-
fined in Fig. 10. Mounting point locations and allowable loads shall be shown
on the Installation Drawing.

r 3.2.4.1 Design Load Factors

The engine mounting points shall be designed for ultimate load factors not less
than the following for the propulsion pod. The engine supports shall withstand
2/3 of the ultimate design loads as shown in Table VI without permanent de-
formation. The engine shall be designed to operate satisfactorily under 2/3
~ L of the vertical, side, and thrust loads of Table VI and a pitch and yaw rate of
1 rad/sec and 0.5 rad/soc respectively.

[ 3.2.4.2 Supersonic Inlet Provisions

The engine compressor case shall provide 8 point support for an interchange-
able super-sonic inlet as defined on the Engine Installation Drawing.

3.2.4.2. 1 Engine Inlet Flange Design Loads

The ultimate design loads for the engine forward flange are defined in Fig. 12,
The flange shall withstand the specified loads without failure and 2/3 the
specified loads without permanent deformation.

3.2.5 Ground Handling Attachments

Mountting provisions shall be provided on the engine for support of the engine
on ground equipment or for attachment of hoisting equipment. These attach
points shall be readily accessible without removal of any engine components.
The location and dimensions shall be as thown on the Engine Installation Draw-
ing.

The ground support attachmont, simt' im•n•oisgned for an ultimate load of at

least 5 times the weight of the complote. engine pod.

These support points shall be independent of the normal flight support points.
SThey shall be usable with the flight support links installed.

3.2.6 Engine Aircraft Accessory Provisions

S3.2.6.1 Inlet Hydraulic Pumps

Two drive pads in accordance with Ref. 2.2.1 shall be provided on the engine
for mounting hydraulic pumps. The maximum drive speed shall be 5,000 rpm,
(including the projected maximum engine growth). The m~nimum torque re-
quired is 1, 100 in lb. The maximum continuous power to be delivered by both
pads shall be a total of 35 hp. During flight conditions when the inlet is started

D6AI0199-1 25
I-
A • 75.823 B S 10.240 R MOUNT
REAR M

,.--71.20 0 017.65 IEA

5.30 c 6.09.10
0 E -4ý9.10
1
1
80.00
DIA 33.10
FRONT 020 [
SSCSECTION A-A
CENTER OF GRAVITY
S"AFRONT MOUNT
15 15A
----
+ON_ . SIDE
VIEW1
L .H
NGINE
5 EE
HORIZONTAL 3T.4% 41.25 (REF)

SECTION B-B3
REAR MOUNT r
L
330AREAS AVAILABLE FIREWALL
FOR REVERSER DISCHARGE 450 450o
VIEW 0-D
REVERSE THRUST PATTERN 1/
[60
AT FRONT MOUNT
SETO -
6. 0 BOEING THRUST CONE
&BATHTUIB FITTING
S• ',,• " OUTSI DE
CONTOUR -

SF
SECTM)N F-F ENG.VERT
TYP 2 PLACES VIEW E

Figure 10. Engine Configuration

D6A 10199-1

26
odtoTable Vt. Desigv' Load Factos

oniton6.0 V - Landing
2 -4.0 V - Landing
3 6.0 V + 1.5 TM -Supersonic maneuver
4 -4.0 V + 1.5 TM -Supersonic rYaneuver
5 3.0TM+3.0V
6 3.0 TM
[ 7 +2.5 S-Maneuver
8 -2. 5 S- Maneuver
9 My + 1.5 V + 1.5 TM - Gyroscopic
IF 10 -My + 1. 5 V + 1. 5 TM -- Gyroscopic
11 Mp + 3.75 V + 1. 5 T,, - Gyroscopic
F 12 -Mp + 3.75 V - 1. 5 TM -- Gyroscopic
13 Aero (S) + 1.5 TM-Supersonic maneuver
FL 14 - Aero (S) + 1.5 TM - Supersonic maneuver
15 1.5 TM + Acro (T) -Transonic maneuver
S16 1.5 TM - Aero (T) - Transonic maneuver
17 9.0 D -Wheels-up landing
F 18 -6.0 D -- Ditching
19 +3.0 TR + 3.0 V
20 MR - Engine-seizure

V = Wt of propulsion pod acting verticahiy

SS = Wt of propulsion pod acting laterally
"D • =Wt of propulsion pod acting forward
TM
" Maxiunm engine thrust
TR = Maximtm engine reverse thrust (0. 7 max. dry thrust)
Y yGyroscopic yawing moment (due to airplane pitch rate of
2.25 rad/sce.)
Mp = Gyroacopic pitching moment (due to aiiplane yaw rate of
3.00 rad/sec.)
SMR Roll moment due to engine seizure (see Par. 3.2.3.2 for
magnitude)
Aero (S) = Loads due to external dyrnamic forces (supersonic) (see
Fig. 11 for magnitude)
Aero (T) = Leads due to external aerodynmkic forces (transortc)

NOTE: Weight ui'the propulsion pod is equal to the basic engin.- + 3,300 lb.

D6A101 99-1 27
REF. PLANE

-1- F
REAR

MOUNT • FWD--- [

PART LOAD DESCRIPTION MAGNITUDEE_

M

EXH SYS SHEAR DUE TO AERODYNAMIC SIDELOAD 5,7Tu LB [

BENDING DUE TO AERODYNAMIC SIDELOAD 300 INKIP
SHEAR DUE TO AERODYNAMIC VERT LOAD 3,800 LB
EXH SYS BENDING DUE TO AERODYNAMIC VERT LOAD 200 INKIP

F1

ENGNIE POD C.G. F,

RESULANT LOAD ACTING AT ENGINE POD C.G. MAGNITUDE(JXF

"AERODYNAMIC SIDELOAD ON ENTIRE POD ° 33,500 LB

MOMENT DUE TO AERO. SIDELOAD ON ENTIRE POD 3,390 INKIP [I
AERODYNAMIC VERTICAL LOAD ON ENTIRE POD 22,300 LB
MOMENT DUE TO AERO. VERTICAL LOAD ON ENTIRE PO 2.266 IN KIP
ROLL MOMENT DUE TO ENGINE SEIZURE 820 INKIP

Figure 11. Engine Mounting System Loading

D6A10199-1
AA

"B.D

"B 4SECTION A-A

TYPAC&D

FN ESECTION B-B
• E FRONT VIEW
S~(NO SCALE)

L SUPERSONIC INLET LOADS MAGNITUDE

AXIAL THRUST DUE TO EXPULSION LOADS 80,400 LB

SHEAR DUE TO AERODYNAMIC SIDELOAD 25.700 LB

BENDING DUE TO AERODYNAMIC SIDELOAD • 2,570 IN KIP

SHEAR DUE TO AFRODYNAMIC VERT LOAD 17,100 LB

BENDING DUE TO AERODYNAMIC VERT LOAD 3 1,715 INKIP

D REACTED AT POINTSAB,C &DONLY

Dý::• LOAD CONCENTRATIONS AT NOTED POINTS MAY BE DISTRI9UTED OVER 2 BOLTS

Figure 12. Compressor Front Flange Loading

IA 1011t2-I
29
fF
II

the maximum power to be delivered by both pads shall be a total of 160 hp (80
at each pad). Pad locations are defined in Fig. 13. Drive data shall be shown
on the Installation Drawing. The pump outline is shown in Fig. 14. The
accessory power takeoff pad loads are given in Table V.

3.2.6.1.1 Pad Lubrication

The pad and spline shall be lubricated per Par. 3.2.10, 2.

3.2.6.2 Rotor Speed

A drive pad shall be provided to mount the Boeing-furnished tachometer gener-
ator to provide N2 RPM. An electrical pickup connecAion shall be provided to
give Ni rotor speed indication. These provisions shall be defined on the En-
gine Installation Drawing.

3.2.7 Engine Exhaust and Reverser

The engine, shall be furnished with an exhaust system including forward thrust
nozzle system and thrust reverser. j
3.2.7. 1 Variable Area Divergent Ejector Nozzle
The exhaust nozzle system shall include the required actuators and linkages.

The boattail angle at installed flight conaitions shall be coordinated with -

Boeing.

3.2.7.2 Reverse Thrust F

The engine shall be capable of satisfactory operation on a standard sea level
day, wiýh the reverser in either the forward thrust position, or full reverse
position. [
The net effective reverse thrust shall be in accordance with Table I. The
reverse gas flow pattern shall be in accordance with Fig. 10. The thrust re-
verser operation shall be contr-Aled by the basic engine power control system.
The thrust reverser shall inco7:porate a position indicating transducer.

3.2.7.2.1 Reversing Time

The time required to change the engine power setting from maximum dry
forward thrust to maximum reverse thrust is specified in Par. 3.2.19.5.

3.2.7.2.2 Reverser Safety Interlock

The reverser shall incorporate a safety interlock with the power control such
that:

a. Power cannot be increased in the forward thrust lever regime, unless

the reverser is in the forward thrust position. C

b. Power cannot be increased in the-reverse thrust lever regime, unless

the reverser is in the full reverse position.

c. In the event that, at any power condition, the reverser should depart
from the position dictated by the thrust lever position the engine power shall
be reduced to idle. SI

3OIMO- ~.1
OflA' 019g
IL'n
0
uJ
a.
wCD

_jj
QW - CD

I I'

CL

eq~CL

Eu
Cauo OStii- 31
DIA

iPA I F

11.0 1 2.00VA

PER
8.00
- - _______
-
DIA L
['
PAD
PER A _ _L

AS 522
iL

Figure 74. Inlet Control Hydraulic Pump Envelope

L

SEl

32 OSA¶0¶99-l
3.2.7.3 Measurement of Exhaust Gas Temperature
The engine shall be equipped with the thermccouple probes for measurement
of turbine exhaust gas temperature. The thermocouples shall permit con-
Ssistent measurement of average exhaust gas temperature.
3.2.7.4 Exhaust System Mounting Flange Loads
The ultimate aero design loads for the engine aft flange are defined in Fig. 11.

The flange shall withstand the specified loads without failure and 2/3 the
specified loads without permanent deformation.
3.2.8 Engine Control Systems
The engine control systems shall include all control units required for proper
and complete control of the engine.
3.2.8. 1 Thrust Modulation
F The relationship between engine thrust and thY%,At lever position shall be free
of abnrpt changes except as it is affected by te':;mentation and engine bleed.
The variation of thrust versus power lever tr w•el shall be per Fig. 15.

3.2.8.2 Starting Procedure

The normal starting procedure shall be simple and shall not require excessive
pilot skills. With the power control in the idle position and energizing the
F ground start switch, movement of the fuel shut off control to the "run" posi-
tion shall provide for ground and air starting and satisfactory acceleration to
idle operating conditions.
3.2.8.3 Power Control
A single, separate control shall be provided on the engine to modulate thrust

17 throughout the entire schedule defined by Fig. 15. The attachment for the air-
frame control system shall include a push-pull ratchet requiring 5 in. of
linear motion.

The power control shall contain features that preclude any thrust lever creep
in either the direction of increased or decreased engine rpm. Neither the
control system nor throttle shall be self-energizing in any direction.

The power control system shall be provided with a rig pin, or equivalent to
locate the engine components at the idle position and at a partial power posi-
tion. In addition to the rigging stops, a protractor or scale and pointer shall
be provided on the fuel control shaft to indicate the .ngle of movement and the
major thrust settings.

The power control system shall incorporate provisions for rigging pins or
other positive means of rigging engine furnished linkages.

'U 331 _-
II

MAX THRUST

I F
SMIN AUGMENTED THRUST , [
MAX NONAUGMENTED THRUSTV
I_

FULL REVERSE THRUST I

U
IDLETHUSI

K
0
REVERSE
1 2
NONAUGMENTED
3 4
AUGMENTED
5 6

THRUST TUTHRUSf I

POWER CONTROL MOVEMENT (IN)

Figure 15. Power Control Schedule

3[

:• 34
SD 6A tOI 9 9 -I L
HIni
i 3.2.8.3.1 Fuel Shutoff Lever
single lever shall be provided to control the fuel shutoff, arm the windmill
brake, and position secondary air valves as follows:

"Mode Arc of Travel

Pretravel- 0 -200
a.i Shutdown -aerodynamic brake armed. 20 - 350
actuator fuel shutoff.

b. Run -fuel on flat. 35 - 550

c. Secondary air -actuate secondary air valves 55 - 700

II Overtravel - 70 -900

The control shal incorporate provision for a rigging pin or other positive
i imeans for indexing the lever at the 10 and 80 deg positions. In addition to the
rigging stops, a pr:otractor or scale and pointer shall be provided to indicate
the angle of movement and the major mode settings.

3.2.8.3.2 Engine Controls Maximum Operating Force

With the engine operating normally, the maximum force required to operate
the engine power control throughout its range of travel shall not exceed 16 lb
measured at the control's external attachment point. It shall not exceed 22 lb
at any time throughout the service life of the control. The maximum torque
required to operate the fuel shutoff lever throughout its range of travel shall
not exceed 20 in lb measured at the control's external attachment point.

With the e., gine running, the values noted above shall apply throughout the
engine sta. ting and operating temperature range,

3.2.8.3.3 _Engine Control System Design Loads

In the power control system, the engine power control shaft and the engine
supplied linkage for the power control system shall neither bind nor take
permanent deformation when an axial load of 1,000 lb is applied at the air-
frame attachment. The engine power control shaft and engine supplied linkage
shall be designed to withstand 1.5 times the above load without failure. The
10 fuel shutoff lever shall neither bind or take permanent deformation when a
maximum torque of 500 in lb and a bending moment of 250 in lb is applied at
the airframe attachment. The shaft shall be designed to carry 1.5 times the
i above loads without failure.

U
I
06A 0199-1

N35
. __
[i
Il
3.2.8.4 Control System Adjustments
External adjustments to the controls shall be limited to adjustments which can F
be made correctly with the engine assembled and with reference only to the
operating characteristics of the engine. The external adjustments shall in-
clude at least the following:

a. Maximum engine fuel flow r

b. Idle speed [
c. Duct heater fuel flow

d. Cruise airflow

3.2.8.5 Exhaust Gas Temperature Trim

A remote engine fuel control adjustment is provided which permits adjustment
of exhaust gas temperature within limits as required. A 200 volt electrical
connector shall be provided on the engine for the control of EGT from the
flight deck. [
3.2.9 Engine Fuel System

3.2.9.1 Fuel System Pressure and Temperature

When the airframe fuel system shutoff valves are closed, the engine fuel sys-
[
tem shall not be damaged by a sustained fuel pressure of 170 psig applied to
the inlet connection with the engine shut down. The engine fuel shutoff valve
can be in either the closed or open position.

3.2.9.2 Fuel Recirculation

The recirculation system shall be such that no fuel is returned to the airframe
when engine fuel inlet temperatures are within the limits shown in Figs. 6
[
or 7. F
3.2.9.3 Performance with Assistance from Airplane Boost Pump L
The engine fuel system shall supply the required amount of fuel at the re-
quired pressures for satisfactory operation of the engine throughout its corn-
plete operating range (for cold starting limits, see Par. 3.2.17.4) with the
following conditions at the fuel inlet connection on the engine:

a. Minimum fuel temperature of -50*F or 10°1- ab•xe the fuel's freeze L

point whichever occurs first.

b. Fuel pressure -from true vapor pressure of the fuel plus 5 psi to
50 psig with a vapor liquid (V/L) ratio of zero. [-
L

, |L
[7

DGA10199-t
36
!U
In
iL
173.2.9.4 Performance With No Assistance from Airplane Boost Pump
For emergency operation, the engine shall operate for the time periods and
conditions listed below:

a. True vapor pressure of the fuel 0.25 psi maximum.

. b. Fuel temperature of 140°F.

c. Ambient air temperature at standard day conditions.

Condi- Altitude Mach Time Fuel Pressure At Inlet

tion Power Fee t No. Hr Connection (psia)
1 Maximum 0-8,000 0 to 0.3 0.03 4.65 below ambient

Augmented 1
Maximum 0-15,000 0.45 at SL 0.03 3.75 below ambient
Dry 0.60 at
15,000
3 Part 36,150 0.8 4.00 1.3 below ambient
Power
4 Idle 0-73,000 0 to 2.• 0.50 0.20 below ambient

The engine fuel system shall be capable of priming itself and starting within

5 mrin after a 10 sec fuel starvation when subjected to the following conditions:

a. Dry lift of 2 ft

b. 20,000 ft fuel tank altitude

c. 140°F fuel temperature

d. A fuel line volume of 14 U.S. gal maximum between the fuel pump
inlet and the fuel pump supply.
e. Fuel per Par. 3. 1.4 with a maximum of 0. 2S psi tvp.

3.2.9.5 Ground Starting and Idle

The engine fuel system shall supply the required amount of fuel at the re-
quired pressure for satisfactory operation for ground starting and idle with
178°F fuel at the engine inlet connection at 0.20 psi below ambient pressure.

I iD
GA101
99- 137

I _ __ _ _
I[

3.2.9.6 Fuel Filters [

If a filter(s) is required, it (they) shall be a part of the engine, and shall be
of sufficient capacity to permit a cumulative fuel flow equivalent to a minimum
of 10 hr of engine operation at maximum fuel flow with fuel contamination as
specified in Ref. 2.1. 11 without being cleaned. Main flow filters shall be pro-
vided with an integral bypass for attaching instrumentation to determine when
the filter is clogged or is bypassed. [
A drain plug with locking provisions shall be installed to permit as complete
drainage as pcssible of the filter case. [-
3.2.9.7 Fuel System Icing
The engine fuel system shall operate satisfactorily when supplied with 0°F
fuel containing the amount of water equal to 80°F saturated fuel plus 0.75 cc
of water per gal.

The detail parameters affecting fuel heating rates will be defined at a later
date and will be used to determine the need for either a larger filter or a
manually controlled fuel heater. If required, this item will be negotiated
with P&WA.
F
3.2.9.8 Fuel Flowmeter L
Provisions shall be made for installing a Boeing furnished fuel flownieter(s)
in an ice free section of the engine fuel system where the total engine fuel flow
can be measured.

3.2.9.9 Fuel Temperature Sensors

Provisions shall also be made for installing Boeing furnished temperature
sensors at the engine fuel inlet connection.
F
3.2.9.10 Fuel Resistance
The materials and designs used in the engine fuel system and components!
shall be satisfactory when tested with Ref. 2.2.4 test fluids.

3.2.9.11 Salt Water Resistance

The functioning of the engine fuel system shall not be adversely affected by
the presence of salt water in the fuel to the extent specified in Ref. 2.1. 11.

3.2. -10 Engine Lubrication System

3.2. 10. 1 Lubricating System

The lubricating system shall use engine oil per Ref. 2.2.5 and shall adequately
lubricate the engine throughout its operating range. The c.•mplete oil system
shall be engine mounted, including oil reservoir and fuel oil coolers, and shall
be furnished as component parts of the engine lubricating system. The fuel
oil coolers shall be adequate to meet the complete and total engine oil cooling
L
requirement throughout the operating range of the engine.

3.2.10.2 Drive Pad Lubrication

All drive pads, including spline surfaces, on the engine which are capable of
transmitting more than 0.5 hp shall be pressure lubricated by the main engine
lubrication system. L

D6A1099-C
38
3.2.10.3 Oil Quantity
L. The oil reservoir shall contain usable oil suffiwent for a minimum of 10 hr
of engine operation at th,- maximum allowable consumption rate giver, in Par.
3.2.10.3. 1. The reservoir shall provide a port per AND. 10050-28 for in-
stallation of a transmitter for a remote indicating oil quantity system. The
reservoir shall be of fireproof construction.

[ 3.2.10.3. 1 Oil Consunnption

The engine oil consumption shall not exceed 2.9 U.S. pints per hr. This
maximum value applies to the engine thrust range from idle to maximum con-
tinuous th:ust.

3.2.10.4 Oil Filling

The basic engine shall be furnished with a pressure fill system and gravity
fill port, with a dipstick for checking oil !;vel.

p3.2.
- 10.5 Oil Pressure
Provisions shall be made for iistalling a Boeing-furnished oil pressure trans-
mitter and a Boeing-furnished low oil pressure warning switch.

F •Provisions
3.2.10.e Oil Temparature
shall be made for installing a Boeing-furnished oil temperature
transmitter.
Oil Filter S3.2.10.7
The basic engine ohall be furnished with a sufficient capacity oil filter in-
"F corporating an integral bytuss with provisions for attaching instrumentation
L to determine when the filter is clogged or is bypassed.
3.92. 11 Ergluie Drain, System
iF3.2.11.1 Leakage and Drains
For normal operation, there shall be no liquid leakage from any part of the
engine oxcept at drains provided for this purpose. Provisions shall be made
for automatically clearing the comlbustion areas of combustible fluids after
each false start and for preventing excessive amounts of combustible fluids
from entering the combustio-, areas after shutdown within the engine attitude
"revelope shown in Fig. 8. Provisions shall also be made for clearing all vent
Lareas and other pockets or compartments where combustible fluids may col-
lect during or subsequent to operacion of the engine. The drain system shall
be part of the basic engine.

3.2.11.2 Drain Tank

A drain tank shall be provided on the en.gir.n to colle(' leakage from ern ine ac-
cessory pad drains and to collect the fuel discharL- d from ýhe fuel manifold
and combustion chamber auring start or shut-down " e tank shall have a
-,ninimum capacity for one normal shut-down 9.nd two false starts. Ports per
AND 10050 shall be provided for both ovwrflow and vent connections. The
shape and location of the tank and size and location cr ',.e ports shall be
f.nordinated with Boeing. The tank shall be of fireproof construction.

06A If99-:
i-
II
I
- I

3.2.11.3 Drain Ejector

An ejector shall be incorporated into the engine to discharge the contents of
the d;.ain tank into the engine exhaust system. An ejector connection shall be
provided on the engine for a cowl drain-line which wiil be coordinated after
design details have been resolved. The engine breather shall be vented by
P&WA.

3.2. 12.Engine Electrical System

3. L. 12. 1 External Electrical Power

The external electrical power requirements shall not exceed:

a. Ignition (main) 7 amps maximum, 200 volts ac

400 Hz, single phase [
b. Ignition (duct heater) 7 amps maximum, 200 volts ac
400 Hz, single -hase

c. Fuel control trim motors 3 amps, 200 volts ac

400 Hz, single phase

d. Nozzle position indicator 3 amps, 200 volts ac

400 Kz, single phase

e. Switches Rated at MO5ma/switch

2
00 volts, 400 Hz

3.2.12.2 Ignition System

The engine ignition system shall be defined on the installation drawing.

3.2.12.3 Ignition Proof

All extenal electrical components shall be explosion-proof to prevent ignition t
of any explosive mixture surrounding the component,

3.2.32.4 Connectors and Cable

With the engine stabilized at a temperature of -50°F, it t.tall be possible to
[
connect or disconnect electrical -ormectjars and to flex electrical conductors,
as necessary for routine maintenance, withlout damage to these items.

3.2.12.5 Emergency Electrical Power

In the event of loss of external power while in operation, the engine shall be
electrically self-sufficient. At all engine speeds from rmaximum nonaug-
mented to idle, the engine shall continue to operate safely. Supersonic inlet
anti-icing and other systems not critical for operation, may be inoperative. f
Duct heater relight not required under th!s condition. i
3.2.12.6 Eleztrical and Electronic Interference
No electrical or electronic components shall cause interference beyond the
limits specified in Figs. 16 through 19. The components shall not be sus-
ceptible to interference generated by other eleetical and electronic sources
withiD the limits specified !n Table VII.

j
40
06AI01Sg-
A7

_ T

F S60 'Ii FIELD INTENSITY

'F• IL L,~* L

10

FREQUE•(Y (MC)

FF
L.
i • Figure 16. Narrow Boni (CW) Conducted Interference Limits Using Stabilizotion Network

Ii

in

• ,. . ,, . .4 1
I Ii

UL _
I
- -t
i

I IPEAKREAD1NGVF! {t
~ 15 - I-- 41 i-

Q 90

80

SFREQUENCY(MC)

Figure 17. Broad Sand and Puked (CW) Conducted Into Ifaronce Limits Using Stabilization Network

IL

DSAI01 9•--tE
0
z
F

_READING!1
I i
II
IIl

- - I-

SI,.- ~ 30 ..

<
-.j
I IiI
/ - "41 INRODANTENNA!,,,,,d
ANTENNA!
RESONANT DIPOLE
i
o 2!-I-

LL C 20

E0 T

LL

o I
FREQUENCY - MC

Fiqure 18. Narrow Band (CW) Radiated Interference Limits

I _

'r7 jL
O6AI1OI9-1
43
'' 'l
Ci)_ I I,
•--T-
: 75 IT]
R41 INCH ROD ANTENNA EEA K TOADIN

S65-

o ':: SS iRESONANT
ANTENNA! DIPOLE

10 1-- 1.

FREQUENCY (MC)

Figure 19. Brood Bond and Pulsed (CW) Radiated Interferenre Limits

D gQA I OI OP- . ¶
;

144
Iw__
q

Ii
Table VII. Electrical Interference Litrits

V
r Anter,,na

Conduclad
interfi rence
Frequency Range

(rf) 0.15 to 1,000 MHz (1)

(af) 50 to15,000 Hz (2)
Voltage (5)

0.1 (3)
3.0

Radiated (4) 41 in. rod 0.10 to 25 MHz 0.1 (3)

interference
[ 35 MHz dipole 25 to 35 MHz 0.1 (3)

tuned dipole 35 to 1,000 MHz 0.1 (3)

NOTES: (1 Applicable only to ungrounded line voltage power input points.

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

(3) Modulated 30 percent at 400 to 1, V00 cycles or any special

form of modulation to which the equipment is vulnerable.

(4) Antenna placed 1 foot from electrical or electronic

components.

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

3,2.12.7 Short Duration Interference

The limits of Figs. 17 and 19 are intended to apply at all times to electrical
or electronic items capable of generating broad band electro-magnetic inter-
ference. However, if P&WA considers a deviation is necessary or desirable,
for relative short duration, infrequent, interference levels, (for example,
I once per flight) documented evidence shall be submitted to Boeing to support
such a request. Documentation should be specific as to the time of occurrence
and duration of deviations from the levels of Figs. 17 and 19 as well as their
magnitude.

Boeing evaluation of the technical evidence submitted will not permit devia-
tions over 20 db above the limits of Figs, 17 and 19 for short duration
interference.
3.2. 13 Engine Anti-Icing System
If any engine anti-icing system is required, it shall be the responsibility of
* P&WA.
* IL

ODAl0199-1

45
31
3.2,14 Engine Nozzle Cooling
At the ambient conditions shown i.i Fig. 3, the engine shall be capable of
continuous operation at partial augmentation and 30 minutes operation at maxi-
mum augmentation for the Mach numbers and altitudes shown on Fig. 1 without
any convective cooling provided by Boeing.

Any secondary air system required for nozzle cooling shall be the responsi-
bility of P&WA and shall be supplied as part of the basic engine assembly.
The nozzle secondary airflow requirements are shown in Fig. 20. The maxi-
mtun heat rejection shall be in accordance with Fig. 21 for the engine case
and/or equipment. ,

3.2.14. 1 Secondary Air Control Valve

A valve(s) shall be provided to control the flow of secondary air. A trans-
mitter shall be provided to remotely indicate the position of the secondary air
valve(s).
3.2.15 Engine Instrumentation i
The following minimum instrumentation is reauired for airplane operation:

a. RPM Indicator (NI & N2) Boeing

b. Exhaust gas temperature (see Par. 3.2.7.3) P&WA

c. Compressor inlet total pressure (see Par. 3.2. 16. 1) Boeing

d. Turbine exit total pressure (see Par. 3.2. 16.2) P&WA

e. Nozzle area (see Par. 3.2.16.3) P&WA

i f. Fuel temperature (see Par. 3.2.9.9) Boeing

g. Fuel flow (Turbine + D/H) (see Par. 3.2.9.8) Boeing

h. Pressure engine oil (see Par. 3.2.10.5) Boeing

i. Oil temperature (see Par. 3.2. 10.6) Boeing

j. Thrust Reverser Position Switches (see Par. 3.2.7.2) P&WA

k. Pressure (Oil Filter A P) (see Par. 3.2.10. 7) Boeing

j1. Windmill brake position indicator switch (see Par. 3.2.20.1) P&WA

im. Low Oil Pressure Warning Swxitch (see Par. 3.2.10.5) Boeing f
n. Secondary air valve position (see Par. 3.2.14.1) P&WA

o. Vibration (Coinp. and Turbine) (see Par. 3.2.21.1), Boeing (2 places) [

p. Oil quantity (see Par. 3.2.10.3) 3oeing

D6A I Of 9-1

46
j................................ ........ .... 1

...... ....

........

.CLIMB &ACCELERATION*.

2~~ ~ ~-- ,-.-...----.---

.. . . .... ... . . . .. .

t 3

--
--
-........
......
ITR__J WAY-i
I-" 2

4. .....
......

L 1 1A .1099-1
47
. ¶ .
if
tI ux^-,monvTIAL

900 -

ESTIMATED CASE TEMPERATURES AS.. --

A FUNCTION OF EXrERNAI,.
CASE HEAT REJECTION

I--o-•••_ -
0,0
,4,0
700 1 t

.H EAT REJECTION R E -
BTU/HRFTj
600

U-

400 -

I55%DUCTHEATI M2.7 -65

1 ~ ~~~~200
- - ~ - "

Eeiat
Figure21.
- -

d
- - -+--

M217]Týmera5r(

100 -r IjV 11- -

j48
I 020

~
40 60 80
AXIAL LENGTH FROMA INLET MOUNT FLANGE IN)F

Figure 21. Estimated Casa TemperaturesL

COFDENeALo~
100 120 140
:1

q. Load cell force indicator (see Par. 3.2. 16.4) Boeing

If additicnal instrumentation is necessary to implement the AIDS subsystem,

f this instrumentation shall be negotiated with Boeing.

3.2.16 Engine Thrust Indication

Engine inlet total pressure, engine turbine exit total pressure and duct nozzle
area (see Par. 3.2. 16.3) shall be used to provide thrust indication.

3.2.16. 1 Engine Inlet Total Pressure

Boeing shall provide a source for sensing engine inlet total pressure. The
pressure source shall be accurate withinh 0.5 percent.
Engine Turbine Exit Total Pressure S3.2.16.2

Pratt & Whitney Aircraft shall provide a source for sensing engine turbine
exit total pressure. The pressure source shall be accurate within 10.5 per-
F cent for maximum dry rated thrust and above.

3.2.16.3 Duct Heater Nozzle Area

Duct heater nozzle position indicator linear variable differential transformers
II. (LVDT) shall be provided on the engine which will sense duct heater nozzle
area within 3 percent (a development objective for accuracy shall be E1 per-
ceitt). Two signals are required. One LVDT will be used to indicate duct
heater nozzle area and the other one will be used in the thrust indicating sys-
S[
tem per Par. 3.2.16.

3.2.16.4 Force Indicator

A Boeing-furnished load cell for measuring thrust will be installed hi the air-
i:ramne portion of the forward engine mount.

3.2.17 Engine Starting Requirements

3.2.17.1 Torque
F The maximum and minimum atarting torques and rpm shall be included in the
[ engine model specification. The maximum starting torque at the PTO pad
shall not exceed 980 ft lb.
i-
3.2.17.2 Ground Starting
There shall be no limitation due to engine design.' that prevents establishing
the starting time from 30 to 60 sec at standard sea level conditions.

3.2.17.2.1 Restarting Time

The maximum requlred time between ground starting attempts as determined
[- by engine limitations shall be 30 sec.

3.2.17.3 Scarting Envelope

The 6ngine shall start consistently at any point within the engine operating
envelope defined in Fig. 1.

i °°^49
06A1 01 90-1

II
iL
I
3.2.17.4 Cold Starting
The engine shall star, consistently ia 60 sec immediately following 12 br
soaks at -50°F. The engine shall be serviced with oil per Ref. 2.2,5 and
supplied At the fuel inlet port with fuel per Par. 3. 1. 4. Nc auxiliary heat
or special appliances shall be required, provided the oil viscosity ,'oes not
exceed 10, 000 centistokes and fuel viscosity does not exceed 12 centistokes.
F
3.2.18 Mdie
On the grow.i,1, under standard conditions, up to 6, 000 ft altitude with the power
lever in the idle position, the estimated thrust shall not exceed 2, 1')0 lb per
engine with a 265 hp load at the PTO pad, a total of 35 hp at the inlet hydraulic
pump pads, in air bleed of 2. 1 lb/sec, and 97 percent ram recovery at the
inlet.
f
3.2.19 Engine Air Induction System F
3.2.19.1 Stability
Under steady-state operating conditions without augmentation, thrust oscillation
shall not exceed -5 percent of the thrust available at that particuiar power
lever position and flight condition, but in no event shall the thrust oscillation
exceed -1 percent of the maximum nonaugmented thrust available. During -
steady-state operation with any amount of augmentation up to maximum, the L
engine thrust oscillation shall not exceed 1:1 percent of the maximum augmented
thrust available at that condition. The engine shall continue to operate sais-
factorily in the event of a single control mode failure of the inlet provided the
resultant pressure transients and/or inlet distortions are within the limits
specified in Par, 3.2.19.3.

Under steady-state operating conditions with stable inlet recovery and distor-
ton and within the operating limits defined in Fig. 1, the airflow variations
17
(ripple) for any one engine shall be aperiodic and limited to the values shown
below. Under steady-state operating conditions, the rate of change of airflow
shall not exceed 50 percent per second for airflow changes greater than
4:0. 5 percent.

Inlet Condition Power Setting Airflow Variation

Unstarted Below max dry ±3% (Goal +2%) 17

Max dry and above 4-3% (Goal +2%)

St&:-ted Below max dr,- L2-1/2% (Goal :-I%)

Max dry and above [R>-b1% (Goal 10. 5%)

FTS engines may be -1. 5%

06A 10 9S,- I
50
iii4

The maximum engine to engine airflow variation span, considering all engines,
shall not excried E3 percent for given operating conditions at maximum non-
augmented and above engine conditions. Manual trim capability will be pro-
i rvided to match engine and inlet airflow at supersonic cruise within the limits
L shown on Fig. 22. The system shall be capable of setting airflow within 0. 5
percent.

3.2.19.2 Surge
SThe
engine m ust be dam age-free after a single or short duration surge that
may occur due to inlet distortion, inlet unstarts, exhaust gas reingestion or
control malfunction. Corrective action by the flight crew must be taken in
accordance with engine and airplane operating instructions. The distortion
limits and inlet pressure
inflicting fluctuations
S~damage
compressor which
surge are theinengine
given shall accept without
Par. 3.2.19.3

3.2.19.3 Engine Inlet Air Pressure Variation

In order to minimize the problem of inlet/engine compatibility, sonie levels
of distortion overlap will be provided for the engine and inlet. The categories
of distortion are defined as follows:

:1•Distortion Levels Flight Condition Engine -Effect

(1) Steady state - Subsonic cruise No performance loss

continuous operation Supersonic cruise or decrease in engine

life
(2) Time limited - Aircraft acceleration No stall, surge or

Snormal
transients and deceleration, flameout. Some perfor-
maneuvers, power mance loss may result

transients, gusts, etc.

(3) Emergency Transients Unstarts, restarts, No mechanical damage

(time limit - 10 sec) inlet control failures,

jU inlet buzz (excluding F. 0.D.)

03 A W12o9g-I

K 51
I hIi X V

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It7

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.Ja
I-I, L~
-J U

C.)OE'

- - - - - - LO
co[
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to. cc

DGAI0199-1

52 li
i I

The allowable distortion levels for the inlet and engine are as follows:

Inlet Allowable Engine Allowable Design

SDistortion Level Distortion Distortion Overlap
P T2 Max.- p T2 Min p T2 Max - pT2 Min

SPj ~T2 Avg. PT2 Avg.

(1) Steady state 9% 13% 4%

(2) Transients 20% 25% 5%

;•(31) Emergency Any Level Any Level -

II_ This provides a 16% margin with respect to engine

stall for normal cruise conditions

The above values of distortion are design objectives for the airplane. During
Phase III development of the inlet and engine, a better definition of inlet
distortion will be derived and specific distortion requirements for the inlet
r •and engine will be established. The engine shall be capable of withstanding
without mechanical damage instantaneous decrease in inlet total pressure of
approximately 60 percent in 1/20 sec, followed by a return within 3 see to a
z.-. ibilized flow.

3.2.19.4 Engine Variatioms Affecting Inlet Performance

During starting and for engine speeds below idle, the instantaneous rate of
change of engine airflow is not critical. During subsonic flight (M<I) at
power settings above idle, the rate of change of engine airflow during
acceleration, deceleration, augmentor lightoff and shutdown shall not exceed
70 perceat per see of the instantaneous airflow for airflow ckianges greater
than b5. 0 percent. During supersonic flight (M>X), engine airflow ;'anges,
during bngine acceleration, deceleration, augmentor lightoff at max dry power
and above, shall be within the limits defined in Fig. 23. The engine case
iorward of the first rotor stage can be considered part of the subsonic diffuser
soction of the supersonic inlet. All vanes, struts, slots and doors located in
this section shall be closely coordinated with Boeing in order to effect the
optimurn engine/inlet compatibility. The supersonic inlet shall continue to
operate satisfactorily in the event of a single control mode failure within the
engine.
3.2.19.5 Thrust Transients
The transient characteristics of the engine shall be compatible with all normal
airline operating requirements. During the selection of all power lever
positions, freedom from objectionable overspeed, overtemperature, combustion
instability, combustion extinction and compressor instability shall be main-
tamined. For rapid power lever movements (one second less), the time
required to accomplish 95 percent of the thrust change safely shdl not exceed
the valut.s specified below. The total time required to accomplish the specified

O6AI0199-t
70~

NOTE:
"60 IS
PPLIABLSPERONICOPERTIO
PRMISIBL:RANG ONLYTO
(M>10)
PERAING WTHILET

-~~~I CNRANGMOEIS APPICBL

NO___PRMISILE

ENGINE AT MAX. DRY 1

w-J50 -POWER AND ABOVE

C.,I

0 0 I

LIMIT FOR NORMAL RATES

ClOf POWER CHANGE[

I-

C.1

LIMIT FOR MAX NONAUGMEINTEDL

Uj POWER AND ABOVE CHANGE

LO CHNG RAEIPNCLUDNG UT/SEATE

ENGNECDRECE
ZONE
1-0'ElOFF
IBLE,
PERNMI

Figure 23. Permissible Rang* of Engine Flow Flu'ctuation

ocio.0199I
54'
C~A1OS9-IA
~; L
I II

transients shall not excedc tvice the time specified for 95 percent of the
thrust change. The thrust transictnth shall be considered accomplished when
the net jet thrust is maintained within +2 percent of the final value. All
transients specified axe based on standard conditions, with loading of 500 hp
on the accessory drives and 2.0 lb/sec compressor bleed flow and using the
exhaust system as defined for the aircraft installation.

a. From ground idle condition to maximum dry, 8 sec from sea level to
6,000 ft, static conditions.

b. From idle to maximum thrust available, 8.5 sec from sea level to
6,000 ft, static conditions.

c. From maximum dry to maximum thrust available, 4 see from sea

level to 6,000 ft, static conditions.

d. From maximum thrust available to idle thrust, 6 sec from sea level
to 6,000 ft, static conditions.

e. From maximum dry thrust to idle thrust, 5 sec from sea level to
6,000 ft, static conditions.

f. From maximum dry thrust to full reverse thrust, 6 sec from sea
level to 6,000 ft, 50 to 150 kn.

3.2.20 Stopping
Normal stopping of the engine shall be accomplished by the use of the fuel
shutoff lever with the power lever in the idle position. It shall be possible to
shut off the fuel supply at any engine operating condition by the fuel shutoff
lever without damage to the engine.
"-3.2.20.1 Windmflling
The engine shall be equipped with a windmill brake to reduce the engine high
r compressor rotor rpm to no more than 40 percent when the engine is shut-
down at airplane curise conditions (Mn = 2.7, 60,000 ft altitude). The brote
actuator shall be interlocked with the engine nozzle fuel shutoff to prevent
SI-actuation of the brake prior to shutting off nozzle fuel supply. The actuator
shall be controlled through a remote electric switch. No damage to the
engine shall result when the windmill brake is applied by the normal controls
at any engine operating condition. In the event of actuator failure, the brake
C shall remain in the pcsition occupied at the time of failure. A transducer
shall be provided to remotely indicate the position of the engine brakes.

F 3.2.21 Engine Vibration

The engine shall be designed and constructed to function throughout its normal

l operating range of rotational speeds and engine powers without inducing

excessive stress in any of the engine parts because of vibration. The engine
unbalance at cruise rpm shall not be greater than to cause a maximum of
6 mils double amplitude displacement of engine cases as measured on the
vendor's test stand. The location of vibration pickups shall be established
j by mutual agreement. The engine connection points for power and fuel
shutoff attachment shall not exceed displacement of 10 mils double amplitude
due to engine unbalance.
OSAI0199-1

55
F jj
3.2.21.1 Vibration Sensor i .
Provisions shall be made for installing two Boeing-furnished vibration
transducers.

3.2.22 Engine Foreign Object Ingestion Characteristics

The engine shall comply with the requirements of Ref. 2. 1 i3.

3.2.22.1 Hail Ingestion

A volly of hailstones of from 3/4 to 1-1/8 in. in diameter at a relative
velocity,, of 375 kn.

3.2.22.2, Ice Slab Ingestion V

Ingestion of an ice slab 1/2 in. thick by 8 in. square at a relative velocity of
100 kn. Ice density of 0.8. p
3.2.22.3 Bird Ingestion i
Ingestion of up to 6 lb of birds in 0.25 sec. r
3.2.22.4 Rain Ingestion L_
The engine shall start and/or continue to operate satisfactorily during a
severe rain storm, (6 in. of rain/hr, or 0.005 lb water/lb air) that may
be encountered either on the ground or in subsonic flight.

3.2.22.5 Ice Balls

Ingestion of 20 ice balls of 2. 0 in. in diameter at a relative velocity of 375 kn, L,
during a 1 min interval.

3.2.23 Engine Fire Protection

The engine exhaust section shall be isolated from the accessory section with L
a circumferential firewall bulkhead. The upper quadrant of the exterior case
of the exhaust section aft of the bulkhead shall provide the material functions
of a firewall, except as interrupted by reverser doors, for engine-airframeL.
isolation as shown inFig. 10.

|,[ 1[

|-6

-_ I
IL
4. QUALIFICATION REQUIREMENTS

4.1 CERTIFICATION AND DEMONSTRATION REQUIREMENTS

4.1.1 General
STests require-d to meet requirements of this agreement shall be conducted as
specified herein and additionally as determined to be necessary by mutus.l
agreement. Data from these tests shali be made available to both pat .ios
Only those tests specifically designated as Phase III requirements shall be
performed during Phase III of the SST Program.

Boeing and P&WA personnel s'all be given all reasonable access to each other's
facilities and test procedures used to determine conformance with this agreement
- and the Engine Model Specification.

In this agreement, performance definitions are as follows:

L a. Guaranteed performance is the performance specified in the Engine

SModel Specification per Ref. 2.2. 13.

L
S b. Estimated performance is the performance calculated by the customer
! deck supplied by P&WA as a part of the Engine Model Specification per Par.
3.1. 1..3.

c. Installed performance is the performance of the airframe/engine

propulsion system including the airframe inlet and the exhaust nozzle.

4.1.2
4. FTS Substantiation Requirements (Phase III)
Pratt & Whitney shall compile a document describing in detail the Flight Test
Status (FTS) substantiation requirements and transmit to Boeing for approval.
IiIn the event the FTS substantiation requirements are not acceptable to Boeing,
P&WA and Boeing shall agree on a revised plan for submittal to the FAA.
J The FAA will approve the FTS substantiation requirements established by
P&WA and Boeing.

It shall be P&WA's responsibility to conduct tests to satisfy the FTS sub-

tJ] stantiation requirements. Boeing shall have the option to witness the tests.
A summary of the FTS tests results shall be documented by P&WA and trans-
mitted to Boeing prior to first flight of the prototype B-2707 airplane.
In support of the 100 Hour Flight Test Evaluation Program, an initial TBO of
100 hr has been established for the FTS engines. Based on previous supersonic
flight test experience, it is anticipated that an initial effective TBO of 65 hr
will be realized.
* j 4.1.3 Type Certification Requirements (Phases IV and V)
I J It shall be P&WA's responsibility to conduct engine tests to satisfy the FAA
Enghie Type Certification requirements.

jI2
112
__
OWA0199-1
_ ___57
The FAA shall establish the Type Certification requirements. In establishing
these requirements, consideration should be given to performing endurance
testing under the simulated operational environment of the B-2707 aircraft.
This simulated operational environment should include inlet temperature,
pressure recovery and airflow distortion. In any event, these requirements
should include sufficient testing at sustained severity levels to ensure that the
engine is capable of safe operation in commercial supersonic aircraft.

Pratt & Whitney Aircraft recommendations to the FAA relative to Enr, ne Type
Certification requirements will be made available to Boeing. [
If the Model. B-2707 aircraft is required to have engines with British Air
Registration Board (ARB) certification, P&WA will furnish Boeing the
assistance to obtain such a certification in accordance with the then-existing
Commercial Basic Agreement between the parties.

4. 1.4 Guaranteed Performance Demonstration Requirements (Phases III, IV,

and V)
Demonstration tests to show compliance with the Sea Level and Altitude per-
formance guarantees of the engines specified in Pars. 3.1.2 and 3.2.1.1 will
be performed in testing facilities having the capability of sea level static
calibration and simulated subsonic and supersonic flight environment calibra-
II
tion at altitude. The installed performance of the engine will subsequently be
demonstrated by flight test meazu±'ements in the Model B-2707 airplane. It
is therefore implicit that Boeing and P&WA work together and mutually agree
on the planning of, execution of, and analysis of the results from the ground
laboratory, simulated altitude laboratory and airplane flight tests. The parties
agree to work together to establish mutually acceptable procedures and
criteria for accomplishing the objective set forth in the preceding sentence.
[
The primary responsibility for providing facilities, conducting the tests, and
"analyzingthe data for the sea level static guaranteed performance demon-
strat!ons and simulated altitude guaranteed performance demonstrations shall
be P&WA t ss.
The primary responsibility for providing facilities, conducting the tests, and
analyzing the data for the installed engine performance demonstrations shall
be The Boeing Company's.

4.2 ENGINE/AIRFRAME STATIC PERFORMANCE CALIBRATION REQUIRE-

MENTS (PHASE III)

4.2.1 General
The test hardware and calibration testing required for the static demonstration
of the specified engine performance are defined in the following paragraphs.

4.2.2 Test Hardware

4.2.2.1 Reference Bellmouth

Pratt & Whitney Aircraft shall provide a reference bellmouth inlet for static
LI
calibration of the engine. Pratt & Whitney Aircraft shall fabricate a minimum
of two bellmouth inlets of identical design, one to be sent to Boeing for Boeing-
conducted calibration testing and the other to be retained by the engine manu-
facturer. o - 6A010_9-1,-
! 58
Ile
S4. 2.2z.2 Instrumentation
Boeing will require the support of Pratt & Whitney Aircraft to supply certain
items of instrumentation and make provisions for others that are internal to the
engine or require modification to the engine configuration. Pratt & Whitney
Aircraft and Boeing shall coordinate these requirements early in the design
phase. Pratt & Whitney Aircraft shall supply the mutually agreed upon in-
1 btrumentation and instrumentation provisions on the ground and flight test
engines. These engines shall be tested and the instrumentation calibrated in
the P&WA's test facility prior to shipment to Boeing. The testing to be ac-
complished and basic instrumentation requirements shall be by mutual agree-
ment.

4.2.2.3 Instrument Coordination

Ir order to promote the objective that the results of ground, simulated altitude
and flight testing be consistent, it shall be .L requirement that in so far as
practicai the instrumentation also be consis. -t for all test phases. Boeing
and P&WA shall coordinate the insti-amentation to be used for all performance
demonstration tests, and mutually agree upon the instrumentation to be used
for engine performance measurement.
As appropriate, the instrumentation to be used for Boeing flight test (and
simulated altitude test) shall be subject to performance and endurance testing
during normally scheduled P&WA development tests. Boeing shall make avail-
azle and maintain such instrumentation for testing by P&WA.

4.2.3 Engine Ground Rig Performance Calibration Testing

4.2.3.1 General
Boeing will use the referencr bellmouth inlet and a calibrated engine to calibrate

I Boeing's test facility. The static installed performance of the engine will be
determined using both the reference bellmouth and Boeing production flight
inlet during ground rig engine calibration. This will provide a comparison of

IL the engine performance and incremental difference between reference bellmouth

and production inlet.
4.2.3.3 Calibration
Pratt & Whitney Aircraft shall conduct performance calibrations of a (FTS)
IL engine at sea level static and in a simulated altitude test facility using the
reference bellmouth. Those calibrations shall include measurement of total
inlet mass flow and determination of primary and secondary mass flows on one
engine. The engine selected and schedule for these tests shall be mutually
agreed to by the parties.

4.2.3.3 Calibration Requirements

Pratt & Whitney Aircraft shall compile a document describing in detail, for the
sea level static and altitude performance calibrations in the simulated altitude
facility, calibration procedures, instrumentation systems and accuracies, data
reduction methods, and calculation procedures used in data analysis for
transmittal to Boeing prior to the tests.

Ei o06A1o199-1
: ~59 .
-t

I In addition to the above document, P&WA shall make available to Boeing such
data reduction and data analyses computer decks as P&WA may develop for its
t• own use. As additional information from test results becomes available or
improved instrumentation and data analysis techniques are developed, these
decks shall be updated.

4.2.4 Test Objectives

Pratt & Whitney Aircraft shall conduct tests during their normal development
Sp r o gr am t o e xpl or e :

a. Overall engine operating envelope-

b. Burner and augmentor operating envelopes

c. Airstart envelope

I d. Acceleration and deceleration characteristics

e. Inlet total pressure and total temperature transients

4.3 GUARANTEED ENGINE PERFORMANCE DEMONSTRATION (PHASES III

AND IV OR V)

4.3.1 General

4.3.1.1 Demonstration Requirements

Pratt & Whitney Aircraft shall compile a document describing in detail, for the
sea level static guaranteed performance demonstration and for the altitude
guaranteed performance demonstration in the simulated altitude facility, cali-
bration procedures, instrumentation systems and accuracies, data reduction
methods, and calculation procedures used in data analysis for transmittal to
Boeing prior to guarantee demonstration. The data analysis computer decks
specified in Par. 4.2.3.3 shall be used as applicable.

4.3.1.2 Demonstration Tests

The tests conducted to demonstrate guaranteed performance shall include the
13
tests outlined below. Guarantee demonstration results will be documented in
detail by P&WA and transmitted to Boeing.

4.3.1.2.1 Sea Level Tests

The sea level tests will be designed to demonstrate engine performance
guarantees and operational characteristics by performing as a minimum,
the tests listed below:

a. Steady state performance demonstration to verify the specified per-

formance as given in Table I.

b. Thrust reverser operation.

60
c. Acceleratiou and deceleration capability.

d. Inlet distortion tolerance.

e. Augmentor operation.

4.3.1.2.2 Simulated Altitude Tests

The simulated altitude tests will be designed to demonstrate engine perform-
ance guarantees and overational characteristics by performing, as a minimum,
the tests listed below:

a. Steady state performance demonstration of specified attitude perform-

ance guarantees as given in Table I.
b. Engine windmilling and windmill brake operation.

c. Inlet distortion tolerance.

4.3.1.3 Test Requirements

The engine performance guarantees shall b, demonstrated within the test
facility limitations using a typical FTS/1Pse M/or production/Phase IV/
engine or aerodynamically similar engine. The measured engine performance
will be corrected to a fuel having the minimum lower heating value of the fuel
specified in the Engine Model Specification, Ref. Par. 2.2.13.

4.3.2 Basic Engine Performance

4.3.2.1 Sea Level Static Performance Demonstration (Calibration Stand)

The sea level static performance guarantees listed in Table I shall be
demonstrated by P&WA using the reference beilmouth defined in Par. 4.2.2. 1.
This test shall be conducted in a suitable test facility. Thrust and fuel flow
shall be measured using calibrated instrumentation covering a range of engine
thrust settings from idle to maximum augmented power. Total inlet airflow
shall be measured using a calibrated bellmouth. Tests may be conducted at
other than stipulated ambient temperatures and pressures. Performance shall
be corrected to specified Table I conditions.

fi4.3.2.2 Simulated Altitude Performance Demonstration

The demonstration of altitude performance guaranteeL defined in Table I shall
be conducted by the P&WA in an altitude test facility.

Since the altitude facility is not capable of adequately simulating nozzle

external flow or discharge static pressure, the measured thrust will be cal-
culated as specified in the Engine Model Specification in accordance with
Jj Par. 4.3. 1. 1. These calculations vill make use of full-scale static test data
and nozzle model thrust coefficient test data.

The demonstration of any altitude performance points which exceed the capa-
bility of the laboratory will be calculated from test data obtained at test condi-
tions which lie within the capability of the laboratory and corrected to specified
Table I conditions.
13
4.4 INSTALLED PERFORMANCE CALIBRATION REQUIREMENTS (PHASE III)
Boeing shall conduct flight tests to demonstrate the installed performance and
operation over the airplane flight and maneuver envelopes. The test program
to demonstrate the airframe/engine performance will include as a minimum
tests run, in so far as practical, at the conditions defined in Pars. 4. 3.2. 1 and
4.3.1.2.2. Additional tests to demonstrate airframe/engine performance,
where required, will be mutually agreed upon by Boeing and P&WA. Boeing F
shall transmit to P&WA a summary of the flight test results.L

Boeing in conjunction with P&WA shall compile a document describing in detail,

for the installed performance demonstration on the Boeing test airplane, cali-
bration procedures, instrumentation systems and accuracies, data reduction
methods and calculation procedures used in data analysis prior to first flight
of the Boeing test airplane.

The installed performance shall be demonstrated by flight test utilizing a

FTS engine. It is recognized that the use of an engine previously calibrated in
P&WA's Simulated Altitude Facility would be desirable and P&WA and Boeing L
shall mutually examine their respective schedu!.-, to determine the feasibility
during Phase In. The flight tests shall be conducted with a production type
flight inlet provided by The Boeing Company.

The flight tests shall be conducted at Boeing Flight Test facilities. All testing
will be done in accordance with procedures agreed upon by P&WA 9nd Boeing.

Thrust and fuel flow shall be measured using calibrated instrumentation covering
a range of imgine thrust settings from idle to maximum augmented power.
The functional and thermodynamic performance of the propulsion system
including inlet and exhaust nozzle shall be determined. Tests may be conducted
l
at other than stipulated ambient temperatures and pressure altitudes. Perform-
ance data shall be corrected to specified Table i conditions.

4,5 NOISE DEMONSTRATION (PHASES AS INDICATED)

4.5.1 Static (Phases III and IV) l
Pratt' & Whitney Aircraft shall conduct a test on an outdoor test stand using an
FTS or production engine or acoustically similar engine with the reference
bellmouth inlet to demonstrate compliance with the guarantees of Par. 3.2.1.2. 1.
At least 6 test runs shall be made at each condition and the results averaged
to show compliance.

Pratt & Whitney Aircraft shall submit a document showing test results. Li
addition, this document shall include a detail description of the acoustic
measurement and analysis system. Boeing shall have the option of taking
noise measurements parallel to the engine manufacturer's during the engine
dimonstration test.

Pratt & Whitney Aircraft shall provide noise level test data for an engine
acoustically similar to the first flight engines. This data is to be provided
within six months after delivery of the first flight engines.

62 SAOtSS-I
4.5.2 Inflight (Phases Il and IV)
A flight test siall be conducted by Boeing to demonstrate noise characteristics.
The tests shall be conducted on the prototype Model B-2707 airplane using FTS
I engines and production type flight inlets. With the airplane operating at a
mutually agreed to altitude, sound measurements shall be made on the ground
under the flight paths. At least six test runs shall be made at each condition
• and thenoise
taking results averaged. Pratt
measurements & Wh
parallel ney Aircraft
to Boeing's shall
during flightthe
the have option
test. Theof
_ results of the test shall be documented by Boeing. The document shall include
_ a detailed description of ihe measurement and analysis systems.
S4.5.3 Sound Calculations (All Phases)
The perceived noise level calculations shall be made by use of the Noys table
as defined in Ref. Par. 2.2.8. The discrete frequency peaks generated by the
E passage of fan, compressor or turbine blades shall be measured as the time
average for 60 sec o! the output of 1/24-octave band filter or a 50-cycle fixed
band width filter tuned to the frequency being measured. The noise data shall
be normalized to a standard sea level, 59°F and 70-percent RH day by standard
i |SAE practices.

4.6 ENGINE AIRFLOW DEMONSTRATION (PHASE IlI)

- •The FTS engine airflow at engine operating conditions shown in Table I will
be verified by test procedures mutually ag.reeable to the engine manufacturer
and Boeing.

4.7 THRUST REVERSER DEMONSTRATION (PHASES Ill AND lV)

if 4.7. 1 Static Reverser Performance Demonstration

Pratt & Whitney Aircraft shall conduct a test to demonstrate compliance with the
guaranteed static reverse thrust performance specified in Ref. 2.2.13 in a
suitable test stand. Reverse thrust shall be measured using calibrated instru-
mentation covering the range of reverse engine thrust settings from idle to
maximum reverse. Performance shall be corrected to conditions specified in
Ref. Par. 2.2.13. Demonstration results shall be documented in detail and
transmitted to Boeing.

4.7.2 Installed Reverser Performance Demonstration

Boeing shall conduct tests to demonstrate installed thrust reverser performance
and operation. Static reverser tests shall be coltducted during Boeing's engine
ground rig testing and high speed taxi and landing reverser tests shall be con-
ducted during Boeing's flight test programs. Demonstration results shall be
documented in detail and transmitted to P&WA.

1 •4.8 VIBRATION DEMONSTRATION (PHASES AS INDICATED)

4.8.1 Pratt & Whitney Aircraft Vibration Tests
Pratt & Whitney Aircraft shall demonstrate vibration characteristics as speci-
fied in Par. 3.2.21 by conducting the following tests:

a. Phase MI
Conduct back-to-back lineal vibration surveys throughout the normal engine
operating (idle to maximum augmented thrust settings) on an experimental
engine using (1) normal engine manufacturer production acceptance hardware
f O6A1SAO1i99-1

_i 63
(2) Boeing prototype flight weight installation components to be provided by
Boeing. The location of vibration pickups for demonstration shall be estab-
lished by mutual agreement. Also the Dumber, location and iibration limits
of pickups to be used for prototype (FTS) engine acceptance runs shall be
mutually determined from this demonstration test.

b. Phase IV
Conduct a lineal vibration survey throughout the normal engine operating range
(idle to maximum augmented thrust setting) on a production engine using Boeing
supplied production'inlet and other installation components. The location of
vibration pickups for the demonstration shall be established by mutual •gree- [
ment. In the event that the results of this test using a production engine and
production Boeing inlet do not meet the requirements of Par. 3.2.21 Boeing and
P&WA will work together using their best efforts to determine the cause for
the discrepancy and to establish the required corrective actions. L

4.8.2 Boeing Vibration Tests

Boeing shall conduct the follo'wing tests:

a. Phase III
Conduct a vibration survey on the ground and inflight using a FTS engine and
a prototype Model 2707 airplane to determine installation effects on engine and
nacelle vibration levels.
b. PhaseIV IV
Condu c a vibration survey on the ground and inflight using a production engine
and a production flight test airplane to determine installation effects on engine
and nacelle vibration levels.

4.8. . Engine/Airframe Vibration Requirements

In re•cgnitioan of the flight weight airframe components to be installed on the
engine., Boeing will supply to P&WA preliminary configuration weight and cg
location data to permit analytical evaluation early in the development period,
Boeing and P&WA shall coordinate the interaction of engine and airframe hard-
ware to establish the optimum engine installation that will satisfy the vibration
requirements.
4.9 BLEED AM QUALITY DEMONSTRATION (PHASE n F)
Pratt & Whitney Aircraft shall demonstrate compliance with the requirements
of Pars. 3.2.2.1.1 and 3.2.2.1.2 by conducting the following tests on an ex-
perimental engine aerodynamically similar to production engine configurations.

4.9.1 Contaminant Quantity Test

With the engine operating at 70 percent and 90 percent sea level nonaugmented r
takeoff thrust the quantity of contaminant discharged from the compressor bleed
shall be determined while introducing a W-ven quantity of contaminant into the
engine inlet over a period of time. The quantity of air bleed flow and other
detail test procedures are to be established by mutual agreement.
lEl

64 AIO019-1
S•64
I
jL
The contaminant shall be coarse Arizona road dust AC Spark Plug Co. I

TVi PN 154637 and shall be introduced in a manner to obtain substantially even

distribution over the engine inlet area. The bleed air extracted from the p3rt
after expansion to atmospheric pressure shall not contain a greater concen-
tration of engine ingested contaminants (pound of contaminant per cubic foot oi
air) then the concentration introduced within a test accuracy of ±25 percent.

4.9.2 Contaminant Quality Test

SSamples of compressor bleed air shall be taken at temperatures within the
ranges corresponding to the bleed air requirements of Table IV. At the
same time the bleed air samples are taken, a sample of the air entering the
compressor inlet shall be taken. All samples shall be properly identified.
An analysis of the samples shall be made and if any of the contamination listed
: • inPar. 3.2.2. 1.2 has been contributed to the bleed air by operation of the
engine, the concentration of contaminants shall be determined using mutually
agreeable test methods.
This test shall be conducted on an engine incorporating lubrication system
elements and seals which shall have been subjected to a minimum of 150 hr of
operation.

Samples from the bleed air outlet shall be taken at temperature conditions
obtained at nonaugmented takeof power, 50 percent augmented takeoff power
and idle. Additional, test power settings may be established by mutual agree-
ment.
4.10 INLET DISTORTION TOLERANCE DEMONSTRATION (PHASE III)
Pratt & Whitney Aircraft and Boeing shall demonstrate engine and inlet distortion
tolerances and limits specified in Par. 3.2.19.3 by conducting the following
tests during the engine development program:

a. Conduct inlet distortion tolerance tests for sea level static and altitude
conditions on an engine aerodynamically similar to a prototype engine config-
uration, The distortion patterns of the Boeing inlet are to be simulated for
each particular flight Mach number and altitude simriulated within the capability
Sof the facility. Pressure profile surveys shall be taken at the compressor in-
let over the operating range of the engine. The method of test and location of
inlet pressure pickups for demonstration shall be established by mutual agree-
Bment. Demonstration results shall be documented in detail and transmitted to
SBoeing.

Sb. Conduct inlet distortion tolerance tests for altitude conditions on an

engine aerodynamically similar to a prototype engine configuration with Boeing
flight inlet. This demonstration shall be done in conjunction with the joint
P&WA - Boeing Inlet/Engine AEDC test program. (Par. 5.2. 1. 3.) This
joint program shall be used to demonstrate the specified inlet distortion levels
of the inlet/engine combination.

D6A10199-1

65
-~(6 E--A-----
IIJ
GENERAL ~5.1I
5. COMPATIBILITY DEVELOPMENT PLAN (PHASE Ml)I
Pratt & Whitney Aircraft and Boeing's tests required to develop, integrate,
and flight test the propulsion system shall be conducted as specified herein and
additionally as determined to be necessary by mutual agreement. Specified
data from these tests shall be made available to P&WA or Boeing where re-
quired. The responsibility for providing facilities and for conducting or sup-
porting the tests shall be accomplished as specified in the following paragraphs.

[7 5.2 INLET/ENGINE COMPATIBILITY PLAN (PHASE III)

Boeing shall have prime responsibility for the development of the air induction

(7 and control system and for establishing inlet performance and distorting char-
acteristics and to provide them to P&WA. Pratt & Whitney Aircraft shall
have prime responsibility for the development of the engine Pnd engine control
system, for establishing the engine tolerances to inlet performance and
distortion and defining requirements, and to provide them to Boeing. This
1. includes distortion definition, measurement requirements and calculation
procedures. The distortion information will include definition of the engine
performance for distortion levels above the nominal no-performance loss
levels. Pratt & Whitney Aircraft and Boeing shall have joint responsibility for
the development of engine inlet dynamic compatibility.
5.2.1 Boeing Inlet/Engine Compatibility Tests

5.2.1.1 Model Test Program

Boeing shall conduct scale inlet r •sts to obtain high response rate dis-
I Ltortion and pressure recovery dat- nlet design data. The type of instru-
mentation used to obtain this data wu. oe determined by mutual agreement.
Boeing shall provide P&WA with a summary of the test results. Distortion
data from these model tests shall be used by P&WA to establishrequirements
for the tests of various distortion patterns for use in evaluating the engine
tolerance to this distortion.

S5.2.1.2 J-85 Engine Tests (AEDC)

S~for Boeing shall
early conduct small
inlet/engine engine/inlet
compatibility tests (1/3 These
verification. scale) tests
at AEDC
will in
bemid-1967
used
to define the performance of the inlet and the inlet controller and to investigate
inlet/engine compatiblity duiring steady state and transient operating conditions,
including unstart-restart sequencing. This test will also be used to verify and
update the mathematical simulation techniques of a short coupled inlet/engine
system. Boeing shall provide P&WA with a summary of the test results.

5.2.1.3 Full Scale AEDC Tests

cBoeing in conjunction with P&WA shall plan and conduct full scale ndet/rngine
S~compatibility tests at AEDC. These tests shall demonstrate the distortion
levels of the inlet/englno combination, inlet performance, and inlet/engire
dynamic compatibility.

67
l i
|I
The tests will be conducted in accordance with the Coordination Inlet/Engine [
Test Plan (Ref. D6A10007-2). Boeing and P&WA shall be responsible for
jointly supporting the program as specified in the referenced test plan. r
5.2.1.4 Full Scale Sea Level Static Tests -
Boeing shall conduct engine/inlet ground tests to evaluate the compatibility
under sea level static conditions (see Par. 5.4. 1). [
5.2.2 Pratt & Whitney Aircraft Inlet/Engiae Compatibility Tests
It is necessary to integrate the engine and airframe inlet duct as early as
possible to avoid the possibility of delays in the inlet/engine compatibility test
program at AEDC and in the flight program. Thus, P&WA will initiate com-
patibilit.y testing at his facility early in the engine development program on
compressor component rigs and development engines. F
5.2.2. 1 Compressor Component Tests
Pratt & Whitney shall conduct the following tests. [
a. Distortion Screen Tests
Pratt & Whitney Aircraft shall conduct distortion screen tests with a large
scale compressor rig (fan and high compressor rotors) at flight Mach-altitude
conditions. The distortion pattern for these tests will be established from
the Boeing inlet model tests. Pratt & Whitney Aircraft shall evaluate the
attenuating characteristics of the fan and high compressor to inlet distortion P
and provide Boeing with a summary of the test results. L

b. Centcrbody Venturi Tests

Com Aned steady-state and dynamic pressure distortion effects will be imposed L
on the compressor by P&WA. Pratt & Whitney Aircraft shall conduct dis-
tortion testing with a simulated inlet, which includes subsonic diffuser, throat
and bleeds. These tests will impose the static pressure gradients produced by
the fan on the simulated inlet and will permit an evaluation of the inlet perform-
ance and distortion as well as dynamic compatibility under more realistic
operating conditions.

5.2.2.2 Engine It ts
Pratt & Whitney Aircraft will conduct engine tests to determine fan to high
compressor interactions, coupling effects of the engine to the inlet, and engine-F
inlet
plate dynamic compatibility using both distortion screens and simulated boiler
inlet hardware.
This testing will include the determination of the effect of terminal shock lo- L
cation, distortion and turbulence on the engine, the effect of bypass and
secondary air flow variations on the engine, and the effect of engine-generated r
disturbances or. the terminal shock position. Boeing will assist in the test as L
rLquired and receive the test results.
F

8SAIO199-1
68
F -

a. Screen Testing
Screen testing similar to testing done on the compressor rig (updating of dis-
tortion patterns will be done where applicable) will be done on full scale
engines. This testing will permit evaluation of the fan to high compressor
interactions and the high compressor distortion attenuating characteristics.
This testing will include sea level static and flight Mnch-altitude conditions.

b. Engine/Inlet Altitude Testing

Full scale engine testing with a simulated boiler plate inlet will be conducted
"earlyin the development program (prior to inlet/engine AEDC tests) at flight
Mach-altitude conditions.

The boiler plate inlet will include bypass doors and several centerbody positions.
Boeing will provide the centerbodies and inlet cowl with the bypass doors in- J
corporpted. Boeing will assist in the test as required and will receive the test
results obtained.
c. Engine/Inlet Ground Testing
V• Engine/inlet sea level static conditions, including cross wind and choked inlet
mode operation will be tested by P&WA using a boiler plate inlet supplied by

[3 Boeing. The inlet will be supplied with several centerbodies and incorporate
takeoff doors in the cowl. Natural cross wind operation will be included in the
testing. This test should be run as early in the programn as Lardware (engine
and inlet) becomes available.

5.2.3 Inlet/Engine Dynamic Analysis

5.2.3.1 Mathematical Models
The mathematical models of both the inlet and engine will be updated based on
data from the foregoing testing.

5.2.3.1.1 Engines
Pratt & Whitney Aircraft shall provide Boeing with updated engine mathematical
model computer decks as required. The format and capability of the engine
mathematical model must be mutually agreed to by P&WA and Boeing. Coor-
dinated efforts between P&WA and Boeing shall be made to eliminate any
detrimental inlet/engine interactions,

[35.2.3.1.2 Inlet
Boeing shall provide P&WA with updated inlet mathematical model computer
decks as required and in a format mutually agreed to.

ii
L 5.2.3.2 Inlet/Engine Mathematical Model
Pratt & Whitney Aircraft and Boeing shall conduct analyses and simulation
studies to evaluate the aerodynamic an:l control interactions between the inlet
U and engine.

Pratt & Whitney Aircraft and Boeing will work together on their mathematical
model studies and analyses. The data will be used to predict the installed inlet/
engine compatibility.

,,6A 3,-I
Hf"

5.3 EXHAUST SYSTEM INTEGRATION TESTS (PHASE III) I

Pratt & Whitney Aircraft shall have prime responsibility for the development
of the exhaust system.

5.3. 1 Thrust Reverser Development F

5.3.1.1 Boeing Reverser Tests

5.3.1.1.1 Ingestion Tests (Model)

Boeing shall conduct aircraft model wind tunnel tests to determine the thrust
Ft
reverser exhaust flow pattern requirements with respect to minimizing adverse
reingestion and impingement effects. Boeing shall provide P&WA with a
summary of the test results.

5.3.1.1.2 Reverser/Airplane Effectiveness Tests (Model)

Boeing shall conduct aircraft model wind tmnnel tests to define the reverse
thrust effectiveness. Boeing shall provide P&WA with a summary of the test
results.
5.3.1.1.3 Definition of Airframe Reverser Requirements
Boeing shall define the airframe reverser exhaust external flow path require-
ments and the airframe control system requirements. Boeing shall provide
P&WA with these requirements. These requirements will be coordinated be-
tween P&WA and Boeing to establish reverser compatibility.

5.3.1.1.4 Full-Scale Tests

Boeing shall conduct full-scale engine ground rig tests to,evaluate installed
F
effects on reverser performance and operation, reverser thrust resronse,
and reingesticn (see Par. 5.4.1).

5.3.1.2 Pratt & Whitney Aircraft Reverser Tests

5. 3.1. 2.1 Model Tests
Pratt & Whitney Aircraft shall conduct model tests to develop the reverser
and reverser exit cover door design to meet the requiremeirts of Par. 5.3.1. 1.3.

5.3.1.2.2 Full-Scale Engine Tests

Pratt & Whitney Aircraft shall conduct full scale engine tests to evaluate the
performance, operation and fail safe characteristics of the reverser. Pratt & 1:
Whitney Aircraft shall provide Boeing with a summary of the test results.
Boeing shall have the option to witness the tests.

5.3.2 Nozzle Development -

5.3.2.1 Boeing Model Tests

5.3.2.1.1 Wing/Pod Integration Tests

Boeing shall conduct model tests with the nozzle in the presence of a wing or
wing-body to determine their effect on the nozzle installed performance and the
pressure field around the nozzle. Boeing shall provide P&WA with a summary

70 1

- -.- _ - - . -- - - - . _- - -
iG of the test results. Pratt & Whitney Aircraft shall provide Boeing with current

f FI
models or contours for their nozzle and pass on information on any revisions in
the contours at the time they are incorporated.
5.3.2.2 Engine Manufacturer Tests

5.3.2.2.1 Model Tests

IPratt & Whitney Aircraft shall conduct isolated nozzle model test using the
S~and pressure field
ejector data from
punmping Par. 5.3.2.and
characteristics 1. 1toto acquire datanozzle
determine pertormance
required for the design
of the blow-in doors and trailing edge flaps. Pratt & Whitney Aircraft shall
provide Boeing with a summary of the test results. Pratt & Whitney Aircraft
and Boeing shall mutually determine the effects on nozzle performance and deter-
mine revisions required to achieve a mutually agreed to level of performance.

5.,3.3 Noise Suppression Development

S5.3.3.1 Boeing Tests

5.3.3.1.1 Model Tests

Boeing shall conduct scale model tests of exhaust nozzle suppressors wnder
exhaust conditions identical to those proposed for the B-2707 engine. Evalua-
tion of the noise characteristics of the suppressor nozzles shall be in terms
U of overall and octave band sound pressure levels as well as perceived noise
level. Boeing shall provide P&WA with a summary of the test rosults. Pratt
& Whitney Aircraft shall evaluate the noise suppressor nozzles in terms of their
adaptability to the engine. The objective of these tests is to select promising
designs for further analysis and full scale testing. Boeing will coordinate the
testing with P&WA to avoid duplication with the P&WA testing described In
Par. 5.3.3.2.1.
5.3.3.1.2 Full-Scale Tests
Boeing shall conduct full scale J-75 engine tests to evaluate promising jet
f noise suppressor obtained from model tests. The final nozzle configurations
shall be suppressors obtained from model tests. The final nozzle configurations
shall be tested on a J-75 engine. Test conditions on a J-76 will duplicate as
closely as possible the conditions required on the B-2707 eigine during takeoff
and climbout maneuvers. Evaluation of the noise characteristics of the suppressor
nozzles shall be in ternms of overall and octave band sound pressure level as well
as perceived noise level. Boeing shall provide P&WA with a summary of the
U test results.

The objective of these tests is to determine the jet noise suppression charac-
Steristics and performance losses for large scale exhaust nozzles.

5.3.3.2 Eigine Manufacturer Tests

S5.3.3.2.1 Model Tests

Pratt & Whitney Aircraft shall conduct small scale exhaust noise suppression
tests of configurations which may be adaptable to the engine.

UD06AI01g9-1 71
iI
FI
III

The objective of these t,,sts is to select promising designs for further analysis
and full scale testing. Pratt & Whitney Aircraft shall provide Boeing with a
summary of the test results.

5.3.3.2.2 Full-Ecale Testing

Pratt & Whitney Aircraft shall conduct full scale engine fan noise tests to
determine noise generating and propagating characteristics. Pratt & Whitney [7
Aircraft shall provide Boeing with a summary of the test results. Data shall
be in the form of octave band and 50 cps octave band width SPL over a complete I
polar grid around the engine. Several thrusts from idle to full power shall be
included.

Pratt & Whitney Aircraft shall conduct full-scale engine exhaust noise and
performance tests to evaluate the final FTS engines and suppressor configura-
tion. Pratt & Whitney Aircraft shall provide Boeing with a summary of the Li
test results. Noise data shall be in the form of octave band SPL over a com-
plete polar grid around the engine. Several thrusts from idle to full power
shall be included.

Pratt & Whitney Aircraft shall conduct full-scale noise and performance tests
on the engine to determine near and far field noise levels with an acoustically I
similar aircraft inlet supplied by Boeing installed. Pratt & Whitney Aircraft
shall provide Boeing with a summary of the test results. Noise data shall be
in the form of octave band and 50 cps band width SPL's over a complete polar
grid around the engine. Several thrusts from idle to full power shall be in-Li
cluded. Boeing shall have the option to witness the tests and take parallel noise i
measurements. r
The objective of these tests and analysis is to obtain a noise suppreision sys-
tem. compatible with the engine and airframe which results in noise levels at
or better than FAA objectives during ground, takeoff and approach phases of
the B-2707 operation.
NH
5.4 ENGINE/AIRFRAME INSTALLATION TESTS (PHASE II)
The full-scale propulsion installation tests required to evaluate engine/ I
airframe integration and compatibility and to evaluate the performance and
operation of propulsion subsystems and components, are included herein.

5.4.1 Boeing Ground Rig Tests

S!
Boeing shall c,;dact engine ground rig tests to evaluate the performance,
operation and compatibility of all components of the propulsion installation
including engine starting system, accessory power drive and airbleed system,
[7 i
engine and cowi cooling environment, fire detection and extinguishing system,
engine instrumtntation, engine controls, nacelle drainage, engine/nacelle
fuel system, engine and airframe accessory vibration, and noise. Pratt &
Whitney Aircraft
logistically shall
support the supply Boeing with
test program calibrated ground test engines and
as required.

72
I.~
if"
1

U 5.4.2 Pratt & Whitney Aircraft Ground Tests

Pratt & Whitney Aircraft shall conduct engine ground tests to evaluate the
performance, operation, and noise levels of the engine, including inlet/engine
compatibility, thruet reverser performance and operation.

It is also desirable that P&WA conduct a test using Boeing-supplied, engine-

fl driven airframe accessories to assist in determining compatibility of the
engine and airframe coniponents. A mutually agreeable plan will be developed
during Phase M to accomplish this objective.

t,.1 5.4.3 Pratt & Whitney Aircraft Appraisal of Production B-2707 Engine
Installation
Pratt & Whitney Aircraft shall submit to Boeing a list of requirements for
information and data considered necessary for evaluation and appraisal of the
B-2707 engine installation. The appraisal will be made with respect to the
production installation developed in Phase IV.

5.5 PHASE III FLIGHT TEST PROGRAM

I5.5.1 General
The flight test demonetration of engine performance and operation, and the
evaluation of the propulsion system, are included herein. Boeing shall con-
duct the flight tests. Pratt & Whitney Aircraft shall monitor and support
' these tests.

The following propulsion system flight tests will be accomplished during the
[ Phase MIflight test program:

5.5.2 Air Induction System Performance and Operation

Boeing shall conduct flight tests to demonstrate the air induction system
performance and operation, and inlet/engine compatibility over the flight and
maneuver envelopes of the airplane.

S1 5.5.3 Engine Performance and Operation

Boeing shall conduct flight tests to demonstrate the installed engine perform-
ance and operation over the airplane flight and maneuver envelopes. Installed
engine performance will be demonstrated as specified in Par. 4.4.
5.5.4 Evaluation of Propulsion Nacelle and System
Boeing shall conduct flight tests to demonstrate the engine and nacelle cowling
structural inlegrity over the flight envelope of the airplane and the operation of
the propulsion systems. These tests shall include: nacelle and engine cooling,
engine oil system, accessory operation, fire extinguishing system, engine
instruments, nacelle drainage, engine airplane fuel system, vibration surveys
and automatic thrust control system.

Uet
•] 06AIA0199-1

73

~-
5.5.5 Thrust Reverser Performance and Operation
Boeing shall conduct teats to determine reverse thrust effectiveness, reverser
exhaust gas ingestion and impingement characteristics, and reverser operation
under normal operational loads.

5.5.6 Noise Surveys

Boeing shall conduct ground, takeoff, and landing tests to demonstrate airport
and community engine noise levels as specification in Par. 4.5.

Ii

LiH

.DI]

!i U°
06•qA10199-1 I
IL 6. PRODUCT ASSURANCE REQUIREMENTS
6.1 BASIC CONCEPTS AND DEFINITIONS
In the context used here, the term Product Assurance includes the subjects of
Reliability, Safety, and Maintainability. The Product Assurance requirements
contained herein are required to Integrate the engine into the B-2707 system
and provide assurance during design and test that adequate levels of reliability,
safety, and maintainability are inherent in the final production design.

6.2 RESPONSIBILITIES
6.2.1 General
Boeing has overall responsibility and accountability for the reliability, safety,
and maintainability of the B-2707 system. This responsibility includes system
schedules, planning and reporting in addition to technical integration of the
engine contractor produced equipment.

Pratt & "Witney Aircraft has responsibility and accountability for the relia-
bility, safety, and maintainability characteristics of the engine and basic ac-
flcessories and for the conduct of such tests or demonstrations as may be
ii required to ensure that adequate levels of reliability, safety and maintainability
are inherent in the final production design. This responsibility includes support
to Boeing throughout the Phase III B-2707 Program to ensure achievement of
overall system Product Assurance objectives as they relate to the engine/
airplane interfaces. This support includes provision of the data specified
herein required for Boeing to fulfill system management responsibilities.

IL" 6.2.2 Boeing Responsibilities

Boeing will assess the safety, reliability and maintainability of the B-2707
system and provide master schedules, planning, reporting, and integration for
all Product Assurance elements. In fulfillment of these responsibilities,
Boeing will provide to P&WA copies of the following items relative to relia-
bility, safety, and maintainability.

a. Major program milestones.

b. Test and demonstration plans for flight test.

c. Operational and maintenance concepts to support the B-2707 system.

-1] d. Time goals for performance of engine line maintenance tasks ac-
U
7 complished on the air.plane.

e. The integrated System Safety Plan incorporating appropriate elements

of the P&WA Engine Safety Plan.

f. Copies of engine malfunction and maintenance data assembled by

Ul Boeing personnel during Phase II.

[ 06A10199-i

2-5

- •/ D6'o,-- -- 5
i
In addition to the preceding, Boeing will: '1
g. Establish periodic meetings as may be required to ensure integration
of the Product Assurance activities. I
h. Develop, with P&WA, mutually compatible and acceptable data formats,
flow processes, evaluation processes and reports as may be required.

Schedules for providing these items will be negotiated.

6.2.3 Pratt & Whitney Aircraft Responsibilities
Pratt & Whitney Aircraft will be responsible for complying with the reliability,
safety, and maintainability requirements contained herein and will, in addition,
provide technical representation to actively participate in the failure analysis
team (see Par. 6.2.5).L
F'

6.2.4 Inte. face Elements

Sections 2.0 and 3.0 form the basis for identifying and defining mutually
reacting malfunctions and malfunction effects.
6.2.5 Problem Analysis and Corrective Action
During the flight test, malfunctions and problems will undoubtedly occur
requiring investigation, determination of responsibility, and identification of
-appropriate corrective action. The following will be accomplished in the event
of failure or malfunction involving the engine/airframe interfaces:

a. A failure analysis team will be established consisting of Boeing and

P&WA representatives.

b. Where on-the-spot cause determination and corrective action is

mutually agreed upon, a report will be prepared and the necessary corrective
action accomplished.

c. Malfunctioning components will be forwarded to the P&WA SST Spares

- atore for disposition in accordance with the ancillary agreements. Parts or L
components requiring further investigation or analysis will be withdrawn from
the store and later returned to the store in accordence with P&WA procedures.
Analysis of the failed component will be accomplished by P&WA with Boeing
participation, where requested by Boeing. A fNll report will be prepared and
signed by both parties where an engine/airframe interface problem is indi-
cated. Copies of all reports will be provided to Boeing.

d. For all joint investigations, in the event of disagreement, dissenting

opinion shall be included on the failure analysis report.

6.3 RELIABILITY

6.3.1 General
This section contains the minimum elements to fulfill system reliability
[
responsibility and provide effective engine/airframe interface. To the maxi-
mum possible extent, these requirements shall be fulfilled as part of the basic .
zontract with the FAA and shall not require addititrmal nor different effort.

76 OSAI019-1
S~6.3.2 Design Objectives

S~6.3.2.1
Numerical Objectives
When operated within the environments and performance limits specified in
See. 3. 0 of this document, the minimum frequency of malfunctions due to
STable VI. causes expressed as arithmetic mean values are ishown in
meehanica!
[2 6 Tabl'.VDlle'iR bility Objectivt

l n
.......
Early
Flight
2X10 6 Engine
Flight Hr
4.5X10 6
Hr

Mean time between 10,000 21,000 29,100

inflight shutdowns
Mean time between 70,000 127,000 178,000
inability to sustain
augmentation power*

Mewn time between 2,500 4,000 5,000

premature engine
removals

*Inability to obtain selected augmented thrust, given the engine is

running.

Degree of attainment of these objectives shall be assessed in accordance with

Par. 6.3.3.1.

6.3.2.2 Failure Requirements

Compliance with the failure requirements in Sec. 3.0 shall be demonstrated in
accordance with Par. 6.3.3.2.

116.3.2.3 Malfunction Definitions

The P&WA Reliability Program Plan shall include specific definitions of mal-
function. Definitions shall be related to one or more of the characteristics of
[ll Table VIII as well as to the appropriate portions of Sec. 3.0.
6.3.3 Quality Assurance Provisions
U 6.3.3.1 Numerical Demonstration
Achievement of parameters related to items (a) through (c) listed in Par.
6.3.2.1 shall be assessed as specified below. This requirement is not to be
construed as requiring statistical reliability tests; however, it shall be
construed to require statistical evaluation of data for this purpose.

a. A curve will be established for each parameter shown in Table Vm

related to total commercial service engine hours.

jII D *-77

~~~~~~~- Z:•-b
-m- ... --- : d-

wz_• _

m m m N m m
T-n
b. Reliability time/cycle and failure data will be logged from in-plant
tests and flight tests. This data will be analyzed on a periodic sliding basis
to provide estimates of the following development reliability assessment
parameters:

(1) Mean time between test stand engine shutdown

(2) Mean time between test stand augmentor failure

(3) Mean time between test stand engine removal

Numerical estimates of these test stand parameters will be provided in the

P&WA Quarterly Reliability Reports wheu adequate sample sizes are accumu-
lated. [
c. Satisfactory progress at the end of Phase HI shall be measured by a
comparison of a best unbiased point estimate and a one zided 70 percent
confidence interval. U
I 6.3.3.2 Failure Requirements Demonstration
-

Evidence of compliance with the provisions of Par. 6.3.2.2 shall be provided [j

as follows:
a. Each part of the P&WA furnished equipment shall be analyzed to
determine the end result of failure and ensure that adequate protection exists.
The analysis shall include at least the data shown in the sample Failure Mode
and Effect Analysis format., Figs. 24 and 25 or equivalent. The analysis shall
show conclusive evidence of compliance with the specified requiremaents.

b. These analyses will be supplemented, as required, by appropriate

development test failure data. 1]
c. Malfunctions occurring during the ground and flight test program
producing results contrary to these requirements will require corrective
action.

d. In addition, FMEA shall be conducted on engine failures induced by

aircraft system malfunctions as coordinated between Boeing and P&WA.

6.3.4 Data Requirements

6.3.4.1 Reliability Program Plan ;

Pratt & Whitney Aircraft will submit to Boeing a copy of their Reliability
Program Plan submitted to the FAA. After coordination with Boeing for over-
all program compatibility, the plan shall become the standard by which the [.
P&WA Reliability Program will be conducted.

Revisions to the plan shall be provided to Boeing for information. If basic

intent, direction, or Boeing interface is affected, the revision shall be co-
ordinated with Boeing before submittal to the FAA.

78 AtS-[
-Jul~JF1 FAILURE MODE Si EFEC ANALYSIS ~ _ _ ---

FAILURYrAILUJTFIFAILURMETODE & IUEFFECT L FAA URYFFC CE ATO

I'M FU 1 ON NOE OiN

SUBSYSTEM DETECTION ON ENGINE ON AIRCRAFT jREQUIRE

ANALYZEI) BY:

[I ~Figure24. Failure Mod* and Effict Analysis (SI,.. 1)

ciQ
I79
A1-A~ - ~ ~~~
JTP17 P~IU~LUE MODE &EFFECT ANALYSIS

1TEALUR~
FUNCTIO
_______
I I
~LR
~
MOD 1
jI~fD
11 1WVI
DESIGN PRILOSOP 1Y DESIGN PHILOSOPHY
;mCINCLSW~TION
TO PRECLUDE
FAILURE
TO REDUCE
HAZARD

U
v'
I V
6.3.4.2 Technical Data
Copies of the following data shall be furnished to Boeing as specified below:

a. Allocated reliability values and documented results of design reliability

analyses and predictions kept up-to-date at intervals not to exceed six months.
These data shall include details related to each component or part for each
parameter specified in Par. 6.3.2.1 and shall include the pertinent data
specified in Par. 6.5.4.3 AIDS, items (a) and (f). Sources and justification of
reliability predictive data shall be included.

j b. Comprehensive analyses of each possible engine failure mode, its

effect and its criticality, kept up-to-date at intervals not to exceed six months.
These analyses shall be prepared to fulHi1 the requirements of Pars. 6.3.2.2
and 6.3.3.2 and shall be provided to Boeing to show compliance with applicable
portions of Sec. 3. 0.

c. The critical ranking of failure modes, kept up-to-date at intervals not

to exceed six months.

NOTE: It ib preferable that these items be assembled into one package

and submitted at the same time.

d. A detailed plan to achieve compliance with the provisions of Par.

6.3.3.1 shall be provided to Boeing. This shall include individual definitions
of success and failure amplifying the provisions of Par. 6.3.2.3 and comply-
ing with Par. 6.5.4.3. a. A detailed set of relevaut and nonrelevant failure
classifications shall be included.

e. Summarized records of engine time/cycle failure and maintenance

histories.
U •f. Failure and Analysis Summaries as generated bi-monthly.

U :Items e and f above shall be included in the status reports identified below.

6.3.4.3 Reliability Status Reporting

During Phase MII,P&WA shall prepare and provide to Boeing, bi-monthly
W [I reports to provide a concise and accurate summary of Reliability Program
status, technical status and significant problem areas. These may be in-
cluded in or be derived from periodic reports submitted to the FAA. The
report shall cover the following:

a. Program Status
.. U Summarize status of each current task contained in the Reliability Program
Plan. Reasons for any slides or schedule alteration shall be included, along
with the program for recovery.

b. Technical Status
This part shall consist of reliability estimates for the overall system when
available and each major segment or component thereof. Updated assessments
shall be included semiannually. A summary of revised predictions and the
impact of the change shall be included in this part of the report. The current

SDGOA 101 3915-

81

- - - -- ---

,;-mm -- m - m~mm m •m m mm • • Nmm(

* [-

status of and results of significant tests or demonstrations for reliability

purposes shall also be contained in this section.

c. Significant Reliability Problems

This part shall summarize significant reliability problems in the following
format:

(1) Area of engine or accessories 1

(2) Brief statement of problem

(3) Proposed resolution

(4) Action agency

(5) Current status

(6) Reference correspondence or data , j

(7) Amplifying remarks

6.3.4.4 Final Reliability Report

The reliability portion of P&WA's final report required by the FAA sha~l be
coordinated with Boeing prior to submittal for FAA approval and shall include
a complete accounting of the accomplishments of the Phase mI Reliability L1
Program including:

a. Summary of results achieved by the contracted reliability program..[ .

b. Status of equipment qualification program, including deviations 7

accepted and their effect upon reliability. 1]
c. Recommendations for continued maintenance of system reliability in
the field.

d. 'Recommendations regarding additional reliability improvements.

Evidence of compliance with Pars. 6.3.2.1 and 6.3.2.2 shall be provided to

Boeing.
[
6.4 SAFETY III
6.4.1 General
This section defines the minimum System Safety program inteface responsi-
bilities of Boeing and P&WA necessary to provide effective working relation- -
ships and to assure total airplane System Safety consideration during
development and test. To the maximum possible extent, the activity implied
in these responsibilities will be performed as a part of each contractor's
basic contract with the FAA and shall not require additional effort.

Since the airframe contractor is responsible for the overall safety of the proto-
type airplanes during Phase M1of the program, and further, is required to
111-I
O•A1W 3
82

MNm -Sý -Zx1mw-m mralw• -mrm,-"-m im• •-lm•• lmwm- m m,-

Ei
Ifl
Ii establish aiud maintain an Integrated System Safety Plan, it follows that The
Boeing Company will establish the Safety analysis techniques used to evaluate
the integrated airplane. Within this framework, the responsibilities of each
contractor are def.-.ed as follows:

6.4.2 Boeing Responsibilities

Boeing will prepare an Integrated System Safety Plan (ISSP) upon receipt of the
P&WA Engine Safety Plan. The ISSP will provide for coordination of the
Safety Programs and will include the following:
I a. Guidance to the engine contractor for the support of the System Fault
Tree Analysis.

I b. Schedules for submittal of safety analyses.

c. Method of integrating engine safety analyses into the B-2707 system

-I fault tree.

d. Provisions for Engine/Airframe contractor safety program coordina-

so tion meetings.

6.4.3 Pratt & Whitney Aircraft Responsibilities

a. Provide the Engine Safety Plan to Boeing at the time of the Phase MI
Proposal sbimittal. Subsequent Safety Plan revisions will be provided to
Boeing at the time of their accomplishment.

b. Development and provide to Boeing, Engine Safety Analyses for all

undesired events that have a serious threat to the operation of the B-2707.
These undesired events shall include but not be limited to the following:
U (1) Uncontained engine fire

U (2) Turbine disc failure

(3) Compressor disc failure

S(4) Loss of scheduled thrust

(5) Engine seizure

0 (6) Bleed air contamination

S6.5 MAINTAINABILITY

6.5.1 General
This section contains the minimum elements to fulfill system maintainability
responsibility and provide effective engine/airframe interface. To the
maximum possible extent, these objectives shall be fulfilled as part of the
basic contract with the FAA and shall not require additional or different effort.

jj 0A10199-1

z i.
[2-F'

6.5.2 Maintainability Requirements [

When operatel within the environments and performance limits specified in
Sec. 3.0 of this document, the engine maintainability objectives are the
arithmetic mean values shown in Table IX.L

Table IX. Maintainability Goals

Early* 2X10 6 Engine 4. 5X10 6 Engine

Flight Flight Hr Flight Hr

MMH/EH (Maintenance (1)

manhours per 1,000
engine hours) _
Mean maintenance task itZ>- L
time (minutes)

TBO (Time before over- 600 2,500 in excess of

haul) 5,000 hr

*Mainteinability objective for certificated engines. h

(1)Maintenance manbours including servicing, inspection and line re-

placeable unit (LRL) replacement per 1,000 engine hours of operationL
on the airplane excluding access and remove and replace of the
complete engine.

to be insertee six months after start of Phase HII SValues

6.5. 3 Validation
Pratt & Whitney Aircraft shall submit the following information as a part of
its maintainability program to establish and verify quantitative requirements
and provide for continued evaluation of P&WA's proposed design. Prelimi-
nary data will be submitted with the plan and updated at intervals not to exceed
six months. The maintainability data shall be made excluding limitations of
[I
the airframe installation and shall consist of at least the following items:
a. For each line replaceable unit (LRU) installed on the engine and in- L
cluding the total engine as an LRU.

(1) Identification of the LRU. 1

(2) A list of scheduled and unscheduled maintenance servicing tasks
required to keep the LRU in operable condition while iastalled on the aircraft. 1]
(3) A list of tcola, ground support equipment, and facilities required for
the above tasks.[

(4) The quantity and skill level of personnel to accomplish each discrete
maintenance task listed above (a. 2.). 1

D6AOI9•1-I fi
. ..________________________________________________ _______... _____________________ ______________________________________
in.

[1(5) The elapsed clock time in minutes to accomplish each maintenance

task listed above (a.2.), independent of that time required for access to the
S~unit.
(6) Frequency of each maintenance action. (Failures per 1,000 engine
hours or cycles as appropriate, and engine hours between scheduled actions.)

(7) Features incorporated in the design that will minimize maintenance,

reduce servicing time, and facilitate maintenance.

(8) Identify inspection and servr.'Pir.g points which require qciick accesss.

b. For each LRU, remove from the aircraft: *

(1) The recommended repair level to be established (minor repair or

overhaul).

(2) A list of maintenance tasks required to restore the unit to operating

condition.
I (3) A preliminary list of tools, equipment, and facilities required to
accomplish each discrete task.

tas (4) The quantity and skill level of personnel to accomplish each discrete
task.

[ (5) The elapsed clock time, in minutes, to accomplish each discrete task.

(6) The frequency of each maintenance action.

*The final summation of this data may be a part of the P&WA maintenance and
overhaul manuals.
[ c. The analyses shall include an operating time oriented projection from
zero operating hours to maturity for those requirements defined in Table IX.
This prediction shall demonstrate a confidence of at least one standard
deviation or better.

6.5.4 Data Requirements

The following data shall be provided to Boeing in accordance with the schedule
specified.

6.5.4.1 Maintainability Program Plan

l _Pratt & Whitney Aircraft shall submit a maintainability program plan which
explains how their maintainability program is to be accomplished. This plan
will be the same plan submitted to the FAA in accordance with the RFP.
After coordination with Boeing for overall 9rogram compatibility, the plan
shall become the standbxd by which the P&WA maintainability program shall
be conducted. Revisions to the plan will be submitted to Boe•ng for information
and shall contain any negotiated agreements reached betwee. P&WA and Boeing
with respect to the conduct of the maintainability program.

85
6.5.4.2 Maintainability Progress Report
Reports shall be submitted at least bi-monthly through completion of Phase UI.
[
These may be included in periodic reports submitted to Boeing for other
purposes, and shall include afi a minimum, an accounting of the progress of
each task item ;,s specified ,r defined by the progi am plan. The hA-monthly
[
reports shall inclide:

a. Results achieved to date. [

b. Problems encountered and action taken or planned.

The maintainability portion of the P&WA fnal report shall be provided to

Boeing for coordination prior to submittal to the FAA for approval and shall
include a complete accounting of the Phase MI Maintainability Program. r

6.5.4.3 AIDS Interface Data

The B-2707 airplane will incorporate as an airline option an Airborne Inte-
grated Data System (AIDS). This sytem is intended to augment ground in- L
spection and other maintenance procedures and methods of measuring
deterioration to permit maximum extension of TBO's. This system will
receive data from, and monitor the operational condition of, selected airplane
equipment and detect and identify actual or potential failures down to a line
"
replaceable unit (LRU) level. The engine shall be included as a candidate for
monitoring by AIDS. [
Selection of engine and engine components to be monitored will be based on the
potential maintenance savings, reduction of unschedaled maintenance, and
increased utilization. To design the AIDS, it is necessary to identify failure L
modes cf LRU and means to detect or predict these failures and/or LRU
degradation. The data requirements specified.below will be used to identify
or verify AIDS requirements and performance. Data required in compliance
with the Reliability provisions contained herein shall be used whenever possible.

Pratt & Whitney Aircraft shal furnish:

a. An out-of-tolerance failure criteria for each mode of failure identified
in the P&WA failure mode and effect analysis and which is in P&WA's judg-
ment, a suitable candidate for AIDS monitoring.
b. The measurement accuracies, recommended sampling rate, and
sampling period based upon intended use of equipment for those performance
parameters which must be monitored to detect the fail',re of an LRU and/or
equipment unit. This shall include a definition of all required ancillary en-
vironmental parameters such as OAT, airplane velocity and altitude which
must be derived from sources exterior to the equipments being monitored.

c. The measurement accuracies and recommended sam~pling rates and

sampling periods to predict failure trends of an LRU and/or equipment unit. L
Selected sensing will be auW-
.'nted by a substantiating analysis which will
Indicate the degree of success anticipated in predicting failures. [

186 _ __ _ _ _ _ _ _
[I:
I~L
d. The recommended analytical logic to be used in falt detection,
isolation and prediction down to the LRU level for (b) and (c) above which will
satisfy the log!Ic requirements.

e. Recommendatons for location of pickup points and sensors for

measuring those parameters of item (d) which must or can most conveniently
be mea'ured within the engine and engine accessories. Whera a suitable
sensor is not available, recommend a plan for its development.
f. Pertinent information relating to failure rate rapidity and/or a time
history of failure substantiating (b) and (c) recommendations.

The data measure Ing rates and processing for failure trending
will in large me%, ,mined by the time history of failure. i

g. All available A.t.S data and requdrements relating to (a) through (f)

[I above shall be submitted to Boeing upon contract award. As additional data is

develoepd in response to (a) through (f), it shall be submitted in bi-monthly
and/or quarterly progress reports. A study report containing all recom-
mendations and inclusions in response to (a) through (i) above will be sub-
mitted to Boeing for coordination during Phase MI.

AD

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