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CHAPTER 7
AIRCRAFT POWER PLANTS

All naval aircraft are engine driven. The early engines were all reciprocating engines. Today, almost
all are jet propulsion engines. Therefore, this chapter covers only jet propulsion engines.
The jet propulsion principle is the basic concept for the gas turbine engine. This principle is not a new
concept. Sea creatures use jet propulsion to propel themselves through the water. The Egyptians
built the first reaction engine around 250 BC. Between 1700 and 1930, technical achievements in
engineering, manufacturing, and metallurgy made the reaction principle applicable to the
development of the gas turbine engine for jet propulsion. In 1939, the Germans flew the first aircraft
powered by a gas turbine engine, followed by the British in 1941, and the Americans in 1942. During
World War II, Germany was the only nation to fly a gas turbine-propelled aircraft in actual combat.
There are two types of jet propulsion engines: the rocket, and the gas turbine engine. Of these, the
gas turbine engine powers almost all naval aircraft. There are four types of gas turbine engines: the
turbojet, the turbofan, the turboprop, and the turboshaft. The turbojet and turbofan engines use thrust
directly. The turboprop and turboshaft engines use thrust to deliver torque (turning power) to an
airplane propeller or a helicopter rotor. Regardless of the type, the purpose of an engine is to develop
thrust. This chapter will give you basic information on jet propulsion engines.

LEARNING OBJECTIVE
When you have completed this chapter, you will be able to do the following:
1. Explain the basic operating principles of jet propulsion engines, and identify the components
and functions of each type of engine.
2. Define the Brayton cycle and its application to gas turbine and jet engines.
3. Identify the two engine designation systems to include symbols, numbers, indicators, and
special designators.
4. State power plant safety precautions that apply to the intake ducts, exhaust area, and engine
noise.

JET PROPULSION ENGINES

A jet propulsion engine projects a column of air to the rear at extremely high speeds. The resulting
thrust pushes the aircraft in the opposite (or forward) direction. Jet propulsion engines are grouped
into two main types:
1. Rocket. These are jet propulsion systems that do not use atmospheric air.
2. Gas turbine. The gas turbine engine operates as a continuous turbine-compressor unit.

7-1
Rocket Engines
The rocket uses a form of jet propulsion that differs in
basic ways from thermal gas turbine systems. The
rocket does not draw air from the outside to fuel the
combustion process. It carries with it both the fuel and
the oxidizer for combustion. This design is a
disadvantage for atmospheric flight, but it is the only
way at present to fuel flight outside the earth's
atmosphere. The rocket is a true jet reaction unit. A
brief examination of its functions clarifies the reaction
principle by which all thermal jet units operate.
If you burn a hydrocarbon (compound containing only
hydrogen and carbon) in a closed container, the heat
of the burning fuel is released, causing the trapped
gases to expand rapidly (see Figure 7-1). Because the
container has a closed volume, the temperature and
pressure rises and is uniformly distributed (balanced)
in all directions. Since the force of the rising pressure
cannot be released and is balanced, the container
does not move. Figure 7-1 — Combustion in a closed
When you burn fuel in a container that has an opening container.
(or nozzle) at one end, expanding gases rush out of
the nozzle at a high velocity, as shown in Figure 7-2.
Releasing internal pressure at the nozzle end of the
container leaves an unbalanced pressure at the other
end. The released pressure moves the container in
the direction opposite to that of the escaping gases.
This is the basic operating principle for all jet engines.
Obviously, propulsion depends solely on internal
conditions. The container does not "push against"
external air. In fact, a complete vacuum would
produce even greater force.
The jet propulsion engine operates like a toy balloon.
Newton's third law of motion explains this operation.
This law states, "For every acting force there is an
equal and opposite reacting force." Inflate a balloon.
The air pressure inside the balloon, which is stretching
the skin, is greater than the pressure outside the
balloon. If the stem is tied closed, the inside air
pushes in all directions and the balloon will not move.
Place the balloon in a vacuum and release the stem. Figure 7-2 — Principle of jet propulsion.
The escaping air has nothing to push against, but the
balloon will move in a direction away from the stem,
just as it does in a normal atmosphere.
Releasing the stem removes a section of skin on the side of the balloon against which the air has
been pushing. On the side directly opposite the stem, however, the air continues to push on an equal
area of skin. The continued push of air on this area causes the balloon to move in the direction away
from the stem.

7-2
The acting force that Newton's third law refers to is
the acceleration of the escaping air from the rear
of the balloon. The reaction to this acceleration is
a force in the opposite direction. In addition, the
amount of force acting on the balloon is the
product of the mass of air being accelerated times
the acceleration of that air. Since the forces
always occur in pairs, we can say that if a certain
force is needed to accelerate a mass rearward,
the reaction to this force is thrust in the opposite
direction; force = thrust, as shown in Figure 7-3.

Gas Turbine Engines

As stated earlier, there are three types of gas
turbine engines: turbojet, turboprop, and
turboshaft. Each of these engines is briefly
discussed in the following paragraphs.

Turbojet Engines
There are different Navy models of the turbojet
engine. The F/A-18 is an example of an aircraft Figure 7-3 — Balloon as a jet engine.
that uses this direct thrust engine. The turbojet
engine
consists of five
major
components:
an inlet duct, a

Interaction Available
compressor, a
combustion
chamber (or
chambers), a
turbine (or
turbines), and
an exhaust
cone
assembly, as
shown in
Figure 7-4.

Inlet Duct Figure 7-4 — Five major components of the turbojet.

The inlet duct is an opening in the front of the aircraft that allows outside (ambient) air to enter the
engine. The compressor compresses the incoming air and delivers it to the combustion (or burner)
section. In the combustion chamber, fuel is sprayed into and mixed with the compressed air. An
igniter then ignites the fuel-air mixture. The burning mixture continues to burn in the presence of the
proper fuel-air mixture. The fuel-air mixture burns at a relatively constant pressure. Only about 25
percent of the air is used in the combustion process. The rest of the air (75 percent) is mixed with the
combustion products (exhaust) for cooling before the gases enter the turbine section.

7-3
The turbine section extracts and uses a major
portion of the energy in the gas stream to turn the
compressor and accessories. After leaving the
turbine, the remaining pressure forces the hot
gases through the engine exhaust duct at very high
speeds. The air that entered the inlet is now
expelled at a much higher speed than when it
entered. This occurrence causes the engine to
thrust.

Compressor
The axial-flow compressor is made up of a series of
rotating blades and a row of stationary stator vanes,
as shown in Figure 7-5. A row of rotating blades
and stator vanes is called a stage. The entire
compressor is made up of a series of alternating
rotor blade and stator vane stages.
Recall that the compressor provides high-pressure
air to the combustion chamber (or chambers). The
compressor delivers outside (ambient) air to the
inlet section and passes this air through the inlet
guide vanes. In turn, the inlet guide vanes deflect
the air in the direction of compressor rotation. The
rotating blades arrest the airflow and pass it to a set
of stationary stator vanes. The air is again deflected
and picked up by another set of rotating blades,
and so on through the compressor. The pressure of
the air increases each time it passes through a set Figure 7-5 — Stator and rotor components of
of rotors and stators because the areas of the
an axial-flow compressor.
rotors and stators get smaller, as shown in Figure
7-6.
One development in the axial-flow engine is the split spool compressor. This compressor (Figure 7-7)
uses two rotors of nine and seven stages, respectively. An assigned wheel drives each rotor of the

Figure 7-7 — Dual rotor turbine for split spool

compressor.
Figure 7-6 — Five-stage compressor.

7-4
axial three-stage turbine assembly. This configuration makes possible high compressor pressure
ratios, which are necessary for efficient high-altitude operations.
Another development was necessary to eliminate compressor stall in turbojet engines. The axial
compressor, especially with fixed blading, was subject to stalling. Compressor stall was normally
caused by a breakdown of the airflow through a few stages of the compressor. Compressor stall
could progress until the complete unit stalled. There are two methods to eliminate compressor stall:
the compressor bleed-air system and the variable vane system. The compressor bleed-air system
bleeds off approximately 10 percent of the front compressor discharge air. It reduces the amount of
air available to the rear compressor. This design provides a surge-free operation throughout the
critical speeds of the engine. The variable vane system changes the position of the inlet guide vanes
and the stator vanes to avoid compressor stall. This action maintains the velocity of the air (and the
angle at which it strikes the blades) within acceptable limits for low airflow conditions. It also permits
high airflow with a minimum of restriction.

Combustion Chamber
The efficiency and performance of a turbine power unit depend on the type of combustion system
used. The basic requirements for a satisfactory system are a high rate of burning, minimum pressure
drop, small bulk, and light weight. The system must be consistent in operation over a wide range of
loads and altitudes, with no tendency to flood with fuel or suffer combustion blowout. Combustion
blowout is a flame failure, and it is primarily a problem in high-altitude operation. Starting must be
easy and positive, both on the ground and in the air. Combustion must be complete to avoid
formation of carbon deposits.
Fuel enters the front of the burner as an atomized spray or in a prevaporized form. Air flows in around
the fuel nozzle and through the first row of combustion air holes in the liner. Air near the burner
nozzle stays close to the front liner wall for cooling and cleaning purposes. Air entering through
opposing liner holes mixes rapidly with the fuel to form a combustible mixture. Air entering the forward
section of the liner recirculates and moves upstream against the fuel spray. During combustion, this
action permits rapid mixing and prevents flame blowout by forming a low-velocity stabilization zone.
This zone acts as a continuous pilot for the rest of the burner. Air entering the downstream part of the
liner provides the correct mixture for combustion. This air also creates the intense turbulence
necessary for mixing the fuel and air and for transferring energy from the burned to the unburned
gases.
Since an engine usually has two igniter plugs, cross ignition tubes are necessary in the can and can-
annular types of burners. These tubes allow burning to start in the other cans or inner liners. Axial-
flow engines use either an annular or the can-annular (Figure 7-8) type of combustion chamber. The
igniter plug is usually located in the upstream reverse flow region of the burner. After ignition, the
flame quickly spreads to the primary (combustion) zone. This zone contains the correct proportion of
air to completely burn the fuel. If all the air flowing through the engine were mixed with the fuel at this
point, the mixture would be outside the combustion limits for the fuel normally used. Therefore, only
about one-third to one-half of the air is allowed to enter the combustion zone of the burner. About 25
percent of the air actually takes part in the combustion process.

7-5
 Figure 7-8 — Can-annular combustion chamber components.

Gases that result from the combustion process

have temperatures of approximately 3,500 °F
(1,900 °C). Before entering the turbine, these
gases must be cooled to about half this value.
The design of the turbine and the materials
used in its makeup determine the temperature
to which the gases must be cooled. Secondary
air, which enters through a set of relatively
large holes located toward the rear of the liner,
dilutes and cools the hot gases. The liner must
also be protected from the high temperatures
of combustion. This protection is usually
provided by cool air introduced at several
different places along the liner. The cool air
forms an insulating blanket between the hot
gases and the metal walls, as shown in Figure Figure 7-9 — Airflow through a can-annular
7-9. chamber.

Turbine
The turbine assembly drives the compressor and accessories by extracting some of the energy and
pressure from the combustion gases. In a typical jet engine, about 75 percent of the power produced
internally is used to drive the compressor. The remaining 25 percent produces the necessary thrust.

7-6
The turbine consists of a nozzle assembly and a
rotating blade assembly. The hot gases from the
combustion chamber flow through the turbine
nozzle assembly and are directed against the
rotating turbine disk blades. The rotating blade
assembly (turbine rotor) is made up of a steel
shaft and disk. High-temperature alloy blades
are locked into grooves cut in the periphery of
the disk. The entire turbine rotor is statically and
dynamically balanced. In some units, the turbine
compressor rotors are mounted on the same
shaft. In other units, they are mounted on
separate shafts that are connected during
assembly.
The nozzle assembly consists of the nozzle
guide vanes and the stator ring/shroud ring, as
shown in Figure 7-10. The guide vanes are
made up of high-temperature alloy. They are
fitted into or welded to the stator ring/shroud.
Figure 7-10 —Turbine rotor and nozzle.
Exhaust Cone Assembly
The exhaust cone (Figure 7-11), which is attached to the rear of
the turbine assembly, is a tapered, cylinder-shaped outlet for the
gases. The cone eliminates turbulence in the emerging jet,
thereby giving maximum velocity.
The inner cone is usually attached to the outer cone by
streamlined vanes called brace assemblies. The exhaust cone
itself is usually made of stainless steel sheets, reinforced at each
end with stainless steel flanges. As much heat energy as
possible is kept within the exhaust cone. A covering of layers of
aluminum foil or other material acts as insulation for the cone.

Turboprop Engines
There are numerous models of the turboprop engine. The P-3, C-
2, and E-2 aircraft are examples of aircraft that use turboprop
engines.
The turboprop engine was developed to provide the power
requirements for aircraft of greater size, carrying capacity, range,
and speed. The turboprop engine is capable of developing 2 1/2
horsepower per pound of weight.
The turboprop converts most of its gas-energy into mechanical
power to drive the compressor, accessories, and a propeller. The Figure 7-11 — Typical
additional turbine stages needed to drive the extra load of a exhaust cone assembly.
propeller create the low-pressure, low-velocity gas stream. A
small amount of jet thrust is obtained from this gas stream.

7-7
The turboprop engine (Figure 7-12)
consists of three major assemblies:
the power section, the torquemeter
assembly, and the reduction gear
assembly. The propeller assembly
mounts on the reduction gear
assembly to provide aircraft thrust.

Power Section
The power section consists of an
axial-flow compressor, a
combustion chamber, a multi-stage
turbine, and an exhaust section.
The last two stages of the turbine
are used to drive the propeller Figure 7-12 — T56 turboprop engine.
using the torquemeter assembly
and the reduction gear assembly.

Torquemeter Assembly
The torquemeter assembly electronically measures the torsional deflection (twist). Torsional
deflection occurs in the power transmitting shaft that connects the power section to the reduction gear
assembly. This torsional deflection is recorded as horsepower.

Reduction Gear Assembly

The reduction gear assembly reduces the engine rpm within the range of efficient propeller rpm. The
ratio on some installations is as high as 12 or 13 to 1. This large reduction ratio is necessary because
the gas turbine must
operate at a very
high rpm to produce
power efficiently.
The turboprop
engine operates at a
constant rpm. The
propeller blade
angle changes for
an increase or
decrease in power
while the engine
rpm remains the
same. The typical
propeller assembly
for a turboprop
engine (Figure 7-13)
consists of a front
and rear spinner
assembly, a hub-
mounted bulkhead
assembly, the dome
assembly, four Figure 7-13 — Propeller assembly and associated parts.

7-8
blades, an afterbody fairing assembly, and a propeller control assembly. The propeller assembly
converts the power developed by the engine into thrust as efficiently as possible under all operating
conditions.

Turboshaft Engines
There are many
different models of
this type of engine.
The H-60 and H-53
helicopters are
examples of aircraft
that use this
engine. Turboshaft
engines have a
high power-to-
weight ratio and are
widely used in
helicopters. Figure
7-14 shows a
typical turboshaft
engine.
The turboshaft
engine is an axial-
flow engine that
incorporates the
free turbine
principle. It is
composed of a
compressor,
combustor, gas
Figure 7-14 — typical turboshaft engine
generator turbine,
and power turbine. The engine is equipped with a control system that modulates fuel flow to maintain
constant power turbine output speed for a given speed selector setting in the governed range. This
system maintains the selected speed by automatically changing the fuel flow to increase or decrease
gas generator speed. The pilot determines the speed by positioning the power lever. The control
system provides automatic protection against compressor stall, turbine overtemperature, overspeed
of both turbine assemblies, and combustion flameout.
An emergency throttle system is provided for use in case of fuel control failure. A starter, mounted at
the nose of the engine, drives the gas generator rotor and engine accessories for engine starting. The
engine is installed with its nose facing forward and supported by engine mounts bolted to the aircraft
fuselage. Air is supplied to the engine through the inlet air duct, located inside the right-hand side
door of the center nacelle. An alternate air door is attached to the duct by a hinge. Air is supplied
through the alternate air door when an insufficient amount of air comes into the engine through the
main air duct. The engine is installed so that, with the nacelle removed, all accessories and
components can be easily reached and maintained.

7-9
Gas Turbine Engine Component Controls, Systems, and Sections
In addition to the five major components discussed as part of the turbojet engine, there are numerous
controls, systems, and sections that are common to all four types of gas turbine engines. Among the
more important of these are the fuel control, lubrication system, ignition system, and accessory
section.

Fuel Control
Depending upon the type of engine and the performance expected of it, fuel controls may vary in
complexity. They may range from simple valves to automatic computing controls containing hundreds
of intricate, highly machined parts.
The pilot of a gas turbine-powered aircraft does not directly control the engine. The pilot's relation to
the power plant corresponds to that of the bridge officer on a ship. The bridge officer obtains engine
response by relaying orders to an engineer below deck, who, in turn, actually moves the throttle of the
engine.
Modern fuel controls are divided into two basic groups, hydromechanical and electronic. The controls
sense some or all of the following engine operating variables:
1. Pilot's demands (throttle position)
2. Compressor inlet temperature
3. Compressor discharge pressure
4. Burner pressure
5. Compressor inlet pressure
6. Engine rpm
7. Turbine temperature
The more sophisticated fuel controls sense even more operating variables.
The fuel control is the heart of the gas turbine engine fuel system. This complex device schedules
fuel flow to the engine combustion chamber. It automatically provides fuel flow as dictated by the
operating conditions of the engine (temperature, pressures, altitude, throttle position, etc.).
The fuel control combines the inputs of throttle position, compressor discharge pressure, compressor
inlet temperature, and engine speed to produce the fuel flow to operate the engine. The fuel control
governs the engine speed by controlling fuel flow. Fuel flow variations are limited to ensure fast stall-
free acceleration and deceleration. During throttle bursts, the fuel control also postpones the initiation
of the afterburner operation (if installed) to achieve the fastest possible acceleration.

Lubrication System
The oil lubrication systems of modern gas turbine engines vary in design and plumbing. However,
most systems have units that perform similar functions. In a majority of cases, a pressure pump or
system furnishes oil to lubricate and cool several parts of the engine. A scavenging system returns
the oil to the tank for reuse. Overheating is a problem in gas turbine engines. Overheating is more
severe after the engine stops than while it is running. Oil flow, which normally cools the bearings,
stops. The heat stored in the turbine wheel now raises the temperature of the bearings much higher
than when the engine was running. The oil moves heat away from these bearings to prevent
overheating. Most systems include a heat exchanger to cool the oil. Many systems have pressurized
sumps and a pressurized oil tank. This equipment ensures a constant head pressure to the pressure
lubrication pump to prevent pump cavitation at high altitudes.

7-10
Oil consumption is relatively low in a gas turbine engine compared to a piston-type engine. Oil
consumption in the turbine engine primarily depends upon the efficiency of the seals. However, oil
can be lost through internal leakage, and, in some engines, by malfunctioning of the pressurizing or
venting system. Oil sealing is very important in a jet engine. Any wetting of the blades or vanes by oil
vapor causes accumulation of dust or dirt. Since oil consumption is so low, oil tanks are made small
to decrease weight and storage problems.
The main parts of the turbine requiring lubrication and cooling are the main bearings and accessory
drive gears. Therefore, lubrication of the gas turbine engine is simple. In some engines the oil
operates the servomechanism of fuel controls and controls the position of the variable-area exhaust
nozzle vanes.

WARNING
Because of the high power in these ignition systems, you
must be careful to prevent a lethal electrical shock from
capacitors. Always avoid contact with leads, connections,
and components until the capacitors have been grounded
and are fully discharged.

Because each engine bearing gets its oil from a metered or calibrated opening, the lubrication system
is known as the calibrated type. With few exceptions, the lubricating system is of the dry sump
design. This design carries the bulk of the oil in an airframe or engine-supplied separate tank. In the
wet sump system, the oil is carried in the engine itself. All gas turbine engine lubrication systems
normally use synthetic oil.
Figure 7-15
shows
components
that usually
make up the
dry sump oil
system of a
gas turbine
engine.

Ignition
System
Modern gas
turbine
engines use
high voltage
and a spark
of high heat
intensity.
The high-
energy,
capacitor-
discharge
type of
ignition
Figure 7-15 — Dry sump oil system.

7-11
system provides both high voltage and an exceptionally
hot spark. This system assures ignition of the fuel-air
mixture at high altitudes.
There are two types of capacitor discharge ignition
systems: the high-voltage and the low-voltage systems
with dc or ac input. The high-voltage system produces a
double spark. The double spark is a high-voltage
component. This component ionizes (makes
conductive) the gap between the igniter plug electrodes
so that the high-energy, low-voltage component may
follow. In the low-voltage system, the spark is similar to
the high-voltage system, but uses a self-ionizing igniter
plug. Figure 7-16 shows a typical spark igniter.

Accessory Section
The accessory section of the gas turbine engine is
usually mounted beneath the compressor section. This
section contains an accessory drive gearbox, a housing
(case), and provisions for mounting the engine-driven
accessories (constant speed drive transmission, fuel
and oil pumps, electrical tachometer generators, etc.).
In gas turbine engines with air turbine starters, the
starter is mounted on the forward face of the accessory
gearbox. The accessory gearbox also includes many of
the gas turbine engine's internal lubrication system
components.

THE BRAYTON CYCLE

A cycle is a process that begins with certain conditions
and ends with those same conditions. The Brayton
cycle is illustrated in Figure 7-17. Note that in the gas Figure 7-16 — Spark igniter.
turbine engine, each cycle is not only performed
continuously, but also
by a separate
component designed
for its particular
function.
Since all of the events
are going on
continuously, we can
say that all gas turbine
engines work on an
open cycle. Figure 7-
17 compares the
cycles of operation of
a piston-type
(reciprocating) engine
and a gas turbine
Figure 7-17 — A comparison of turbojet and reciprocating engine cycles.

7-12
engine. The piston-type engine produces power by intermittent combustion. The gas turbine engine
produces power continuously.

ENGINE IDENTIFICATION
Table 7-1 — Aircraft Letter Symbols and Engine Types
SYMBOL ENGINE TYPE
J Aviation gas turbine (turbojet engine)
T Aviation gas turbine (turboprop and turboshaft engines)
Presently, two engine designation systems identify aircraft power plants. One system is described in
Air Force-Navy Aeronautical (ANA) Bulletin No. 306M. The other system, MIL-STD-1812 designation
system, includes all newly developed (Air Force, Army, and Navy) gas turbine engines.
These designation systems use standard symbols to represent the types and models of engines now
used in military aircraft.

ANA Bulletin No. 306m Designation System

The following paragraphs describe the ANA Bulletin No. 306M designation system. This system has
no provisions for Army designation. T56-A-14 is an example of this system’s designation number.

Type Symbols
The first part of the designation system is a letter (or letters) that indicates each basic engine type.
Table 7-1 shows the letter symbols that identify engine types.
A number follows the first letter symbol. The armed service using the engine assigns this number.
The Navy uses even numbers; the Air Force uses odd numbers:
 The number 30 for the Navy. The Navy has even numbers.
 The number 31 for the Air Force. The Air Force has odd numbers.
The designation of odd or even numbers does not restrict the use of the engine to the sponsoring
service. Aircraft engines, regardless of type designation, are used by various services, depending on
their applicability for a particular aircraft. In some instances, engines are made interchangeable for a
particular airframe.

Manufacturer's Symbol
The second part of the designation is a dash and a letter symbol that indicates the engine
manufacturer. Some of the manufacturers are listed in Table 7-2.
Table 7-2 — Engine Manufacturers
MANUFACTURER MANUFACTURER
SYMBOL
AD Allison Division, General Motors Corp.
BA Bell Aircraft Company
CA Continental Aviation and Engineering Corp.
CP United Aircraft of Canada Ltd.

7-13
 MANUFACTURER MANUFACTURER
SYMBOL
GA AiResearch Division, Garrett Corp.
GE General Electric Company
LA Lockheed Aircraft Company
LD Lycoming Division, Avco Corp.
MD McDonald-Douglas, Aircraft Company
PW Pratt and Whitney Aircraft Division, United Aircraft Corp.
RR Rolls Royce, Ltd.
WA Curtis-Wright Corp.
WE Westinghouse Electric Company
Special manufacturer's symbols may be assigned when two manufacturers are jointly producing an
engine. In these instances, the manufacturer's symbol is one letter from each of the manufacturers'
symbols.

Model Numbers
The third part of the designation is a dash and a number indicating the model number.
 Navy numbers begin with 2, and they continue with consecutive even numbers. All even model
numbers are assigned to engines approved by the Naval Air Systems Command.
 Air Force numbers begin with 1 and continue with consecutive odd numbers.
Each engine design has only one type and model designation for both the Air Force and Navy. For
example, the Navy may wish to use an engine that has Air Force-approved type and model numbers.
The Navy may use those numbers without change, provided there are no engine changes. If the Air
Force wants to use a Navy-approved type engine, but requires minor engine production changes, the
Air Force must use the Navy type designation. It tells which service made the last production change
to the engine for a particular aircraft application. The Air Force then assigns its own model
designation (which begins with the number 1 and progresses with consecutive odd numbers) to the
modified engine, regardless of the Navy model number. This model number is actually a modification
number.

Special Designations
The letter X or Y preceding the basic designation signifies a special designation.
The prefix letter X is a basic engine designation signifying the experimental and service test of a
particular engine. This prefix letter is removed after tests prove the engine can perform as it should
under all operating conditions.
The prefix letter Y indicates a Restricted Service designation. It indicates that the engine will not, or is
not expected to, perform satisfactorily under all operating conditions. It is applied to an engine that
has a specific function or that has completed a 150-hour qualification test only. Upon satisfactorily
completing the qualification testing, the Y designation is dropped. The engine is then approved for
installation in a production aircraft.

7-14
The following is an example of a complete ANA Bulletin No. 306M engine designation number:

T56-A-14
 T—Turboprop
 56—Navy developed
 A—Allison
 14—Navy model
The ANA Bulletin No. 306M designation system is effective until each engine manufactured before
the introduction of MIL-STD-1812 is modified or deleted from service.

MIL-STD-1812 Designation System

This engine designation system is made up of three-digit numerals and model numbers. It is used on
all newly developed gas turbine engines. Existing engines receive a new three-digit model number
whenever there are major changes in engine configuration or design. In most instances the old two-
digit indicator will be retained. The MIL-STD-1812 engine designation system applies to all the armed
services: Air Force, Navy, and the Army.
The complete designation system has three parts: the type indicator, the manufacturer's indicator,
and the model indicator. Special designations in this system are the same as those discussed under
the ANA Bulletin No. 306M system (X or Y preceding the basic designation).

Type Indicator
The first part is the type indicator. It consists of the type letter symbol and the type numeral. Letter
type symbols are shown in Table 7-3.
Table 7-3 — Engine Type Indicator

INDICATOR ENGINE TYPE

J Turbojet
T Turboprop/Turboshaft

NOTE
If one service uses other services' designated engines, the
designation remains the same unless a model change is
required. However, in this case, the model indicator will
change to indicate the engine is modified.

The second part is type numerals and type letter symbol are assigned consecutively by each of the
services. The numerals begin as follows:
 100—Air Force
 400—Navy
 700—Army

7-15
Model Indicator
The third part is the model indicator. It is a dash and a model number, or a dash and a model number
with a suffix letter.
Each configuration of the engine has an assigned model number. Each of the services assigns a
block of numbers that are used consecutively.
 100—Air Force
 400—Navy
 700—Army
F401-PW-400 is an example of a MIL-STD-1812 engine designation.
 401—Second Navy turbofan in designation system
 PW—Pratt and Whitney Aircraft Division, United Aircraft Corporation
 400—First Navy model of this particular engine

POWER PLANT SAFETY PRECAUTIONS

Operational readiness of a maximum number of aircraft power plants is necessary if naval aviation is
to perform its mission successfully. Keeping aircraft and power plants in top operating condition is the
principal function of naval aviation maintenance personnel. This maintenance work must be
performed without injury to personnel.
Every person connected with power plant maintenance is responsible for discovering and eliminating
unsafe work practices. In the following section, we will discuss a few standard safety precautions.
You must follow these precautions to prevent injury to yourself or others working on or near aircraft jet
engines.

Intake Ducts
The air intake ducts of operating jet engines are an extreme hazard to personnel working near the
aircraft. Ducts are also a hazard to the engine itself if the area around the front of the aircraft is not
kept clear of debris. The air intake duct develops enough suction to pull an individual, or hats,
eyeglasses, etc., into the intake. The hazard is obviously greatest during maximum power settings.
Protective screens for the ducts are part of the aircraft's ground-handling equipment. These screens
must be installed prior to all maintenance turnups.

Exhaust Area
Jet engine exhausts create many hazards to personnel. The two most serious hazards are the high
temperature and the high velocity of the exhaust gases from the tailpipe. High temperatures are
present several hundred feet from the tailpipe. The closer you get to the aircraft, the higher the
exhaust temperatures and the greater the danger.
When a jet engine is starting, sometimes excess fuel will accumulate in the tailpipe. When this fuel
ignites, long flames shoot out of the tailpipe at very high velocity. You will want to stay clear of this
danger at all times.

Engine Noise
Jet engine noise can cause temporary or permanent hearing loss. Hearing loss occurs when your
unprotected ear is exposed to high sound intensities for excessive periods of time. The higher the

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sound level, the less time it takes to damage your hearing. Without ear protection, persons exposed
to sound intensities above 140 decibels (dB) for any length of time may suffer serious hearing
damage. You must wear proper ear protection at all times. You should wear double hearing
protection when working around turning aircraft.
As an Airman, you must be familiar with all aircraft general safety precautions as well as those
peculiar to your squadron. The life you save may be your own.

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 End of Chapter 7
Aircraft Power Plants
Review Questions
7-1. What engine does NOT draw air from the outside to fuel the combustion process?

A. Gas turbine
B. Rocket
C. Turboprop
D. Turboshaft

7-2. How many major components make up a turbojet engine?

A. 1
B. 3
C. 5
D. 7

7-3. What component is an opening in the front of the aircraft that allows outside air to enter the
engine?

A. Inlet duct
B. Compressor
C. Combustion chamber
D. Turbine

7-4. What component is attached to the rear of the turbine assembly, and is a tapered, cylinder-
shaped outlet for the gases?

A. Inlet duct
B. Compressor
C. Combustion chamber
D. Exhaust cone

7-5. What engine was developed to provide the power requirements for aircraft of greater size,
carrying capacity, range, and speed?

A. Rocket
B. Turboprop
C. Turborotor
D. Turboshaft

7-6. How many major sections make up a turboprop engine?

A. 1
B. 2
C. 3
D. 4

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7-7. What section of a turboprop engine consists of an axial-flow compressor, a combustion
chamber, a multi-stage turbine, and an exhaust?

A. Power
B. Reduction
C. Torquemeter
D. Tail

7-8. What type of engine has a high power-to-weight ratio and is widely used in helicopters?

A. Rocket
B. Turbojet
C. Turboprop
D. Turboshaft

7-9. What component on a gas turbine engine is the heart of the gas fuel system?

A. Accessory section
B. Ignition system
C. Fuel control
D. Exhaust cone

7-10. How many different types of ignition systems are used on gas turbine engines?

A. 1
B. 2
C. 3
D. 4

7-11. What section on a gas turbine engine is usually mounted beneath the compressor?

A. Fuel control
B. Accessory
C. Ignition
D. Lubrication

7-12. What cycle is used to describe the gas turbine engine’s cycle?

A. Amber
B. Braxton
C. Brayton
D. Camber

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7-13. What symbol is used for an aviation gas turbine engine type?

A. A
B. J
C. K
D. T

7-14. How many designation systems are used to identify aircraft power plants?

A. 2
B. 4
C. 6
D. 8

7-15. What is the engine manufacturer symbol for United Aircraft of Canada Ltd.?

A. AD
B. BA
C. CA
D. CP

7-16. What is the engine manufacturer symbol for AiResearch Division, Garrett Corp.?

A. BA
B. GA
C. LD
D. MD

7-17. Without ear protection, persons exposed to sound intensities above what dB may suffer
hearing damage?

A. 110
B. 120
C. 130
D. 140

7-18. What area on an aircraft produces the two most serious hazards, the high temperature and the
high velocity of the tailpipe?

A. Exhaust
B. Intake
C. Landing gear
D. Main rotor

7-20
7-19. What area on an aircraft develops enough suction to pull in an individual?

A. Exhaust
B. Intake
C. Landing gear
D. Main rotor

7-20. Keeping aircraft and power plants in top operating condition is the principal function of what
type of personnel?

A. Admin
B. Maintenance
C. Medical
D. Security

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