-------
3.7.1 Conceptual Design Engines
This section contains the results of the economic analysis of the
two conceptual design engines, CD-I (Single-Shaft) and CD-2 (Free-Turbine)
(see Table 1). The analysis was done in less detail than for the suc-
ceeding two engines, and is primarily concerned with the direct cost of
the engine and the fuel cost. Much of the accessory parts costs were
taken from the latter portion of the study, since it was apparent that
the costs of the two conceptual design engines could be substantially
lowered.
3.7.1.1 Methods of Arriving at Costs
Power Plant Costs - In order to arrive at accurate and consistent
cost values for the two selected cycles, the following procedure was
followed. For each engine, assembly drawings (shown in the Appendix)
were prepared along with parts lists. For each part a material selection
was made, and the weight of the finished part calculated.
Using the drawings, parts lists, material selections and part weights
for each engine, Manufacturing Engineering Services (MES), a component
of the General Electric Company specializing in all aspects of mass pro-
duction engineering, estimated the following items for each of the more
than one hundred parts in each engine. First, the part weight, material,
and original material form (casting, forging, plate, etc.) were used to
calculate the material cost of each part in finished form. For parts
to be purchased in a ready-to-use form (such as bearings and seals), the
cost was determined from vendor quotes or prior cost experience. An allowance
for scrap and waste was made depending on the form of the material.
Second, for each part a manufacturing process was established which
covered the operations to be carried out (drill, tap, spot face, etc.),
the required machinery (multistation transfer machine, punch press, etc.),
and the direct labor required to perform these operations. From this
data, the direct labor required to fabricate each part was computed.
Third, an assembly sequence for the entire engine was specified, and
the required labor computed. From this data, the direct cost of the
engine was calculated. In the process, the data on machinery require-
ments was generated so that capital costs could be estimated. (However,
this was not done). Table 23 shows the cost calculation for one part
221
-------
Table 23
Manufacturing Costs for Specimen Engine
Part Number 7. Compressor Front Shroud
Material Costs
Material
Part Volume (Casting)
Part Weight
Casting Cost/lb.
Total Material Cost
Nodular Iron Casting
140 in3
38 Ibs.
$0.45
$17.10
Manufacturing Cost (3 shift, 20 hours/day, 250 units/hour)
Operation
Chuck
Turn OD & Shoulder
Bore & Face 22" dia.
Face OD (2) Rear & Front
3" wide
Face-Small dia. groove
Rear & Front
Groove for 0-rings
Drill & Tap
Total Men
Cost @ $5.00/man hour
TOTAL COST
Equipment
4 auto chuckers or Bullard
3 Heald Borematics
Natco 2 station
Men/Shift
3
7
$0.168
$17.268
222
-------
of one of the two conceptual design engines.
The result of this procedure is to arrive at the direct cost of the
engine. Not included are the non-direct costs, and other charges which
add up to the retail price, or cost of ownership charged against the engine
proper. As mentioned previously, a factor of 2.0 times direct manufacturing
cost i£ used to arrive at the retail cost allocated to the engine proper.
Each engine has a transmission selected to provide a good match
between the engine and the vehicle. The costs for the infinitely variable
transmissions were obtained from the company which has designed the
particular units selected. Conventional transmissions were estimated
from available data. No cost differential was assumed for the drive
shaft and final drive between the various engines.
The cost of the controls for these engines is uncertain, since the
exact requirements were not known at the time of the economic analysis.
Rough estimates have been in the range of $100 not including the actuators
which are costed for each engine. The control function operates between
the driver demand, the vehicle speed, the engine parameters and the
transmission. The choice between hydromechanical and electronic control
cannot be made at this time, but if an electronic control using integrated
circuits can be coupled with a simple hydraulic system, the cost should
drop to the order of $50 in the production range specified.
The auxiliaries not costed for the engine proper,or the transmission,
or the control system include the fuel pump, ignition system, alternator,
and starter. Except for the ignition system, no cost difference exists
between any of the engines studied (including the ICE). Costs for these
items were estimated from available data at the direct cost level.
In all cases of powerplant component part cost, an effort has been
made to distinguish between those parts which an automobile manufacturer
would probably make himself and those he would purchase. At the present
time, the automobile companies make castings, forgings, stampings, and
machined parts. They purchase fasteners, bearings, starters and alternators,
223
-------
Vehicle Cost - The vehicle cost for this study is the 1970 cost
(Table 22) of $3185 less the assumed cost of the engine at the retail
level of $900 or $2285. This cost will be unchanged throughout the
study.
Fuel Cost - The fuel cost for each engine was calculated over the
Uniform Simplified Engine Duty Cycle (Oct. 15, 1971) for a route of
105,000 miles. The results of these calculations are reported in Section
3.6 with the cost of fuel set at 31c/gal. This is an arbitrary value,
used only for consistency between various studies.
Salvage Value - The differential salvage value between an ICE and
any gas turbine engine is a function of the amount of strategic or valuable
material in the engine and the cost of reclaiming it. At present, the
scrap value of entire automobiles is quite low. Reference 22 assumes
no value as scrap, however, in large cities where central processing
plants exist, a retail value of perhaps $50 may be assigned to the entire
vehicle as scrap, with perhaps $12 being due to the engine. For each
gas turbine engine, the additional scrap value of materials such as
Inconel 713LC and Hastelloy X will be figured assuming some cost to
separate the parts from the iron, steel and aluminum parts.
3.7.1.2 Results
As indicated above, the direct manufacturing costs for the two
conceptual design engines were quite accurately calculated. However,
the costs for auxiliary components were not, nor was a strong effort
made to reduce the first-cut costs. The knowledge gained from this
section was, however, used to reduce the costs of the two preliminary
design engines.
3.7.1.2.1 CD-I (Single Shaft) Engine
Engine Costs - In Table 24 is shown the elements of the costs for
the CD-I Single Shaft engine. As can be seen, this engine is more than
twice the cost of an ICE ($900). Furthermore, the engine is relatively
heavy. Shown in Table 25 are the weights for this engine. Table 26
shows a summary of the more expensive parts. As can be clearly seen,
224
-------
Table 24
Single Shaft Engine Cost - CD-I
Labor Costs (Direct Labor)
Manufacturing Costs 8.54
Assembly Costs 4.89
Total Labor Costs 13.43
Material Costs
Direct Material Costs 688.60
Scrap, Chips, etc. 82.67
Purchased Parts 32.60
Total Material Costs 803.87
Total Direct Manufacturers Cost 817.30
Accessory Costs
Ignition System 2.00
Starter & Alternator 20.00
Fuel & Engine Control 50.00
Transmission(TRACOR + Clutch v 140.00
+ 2 Speed)
« *. I_FLS*^1«U/
Total Accessory Costs 212.00
Manufacturer's Engine and Transmission Cost 1029.30
Markup to Retail 1029.30
Retail Engine and Transmission Cost 2058.60
225
-------
Table 25
Single Shaft Engine Weights - CD-I
Engine Weight
Basic Engine
Manufactured Parts 580
Purchased Parts 14
Basic Weight 594
Transmission 120
Accessories
Ignition System 3
Starter & Alternator 30
Fuel & Engine Control 5
Accessory Weight 38
Total Weight 752
226
-------
Table 26
Single Shaft Engine Expensive Parts, CD-I
Parts
Turbine Wheel
Compressor Rotor
Turbine Scroll Shroud
All Other Parts
Main Housing
Regenerator
Material
Inconel 738
Aluminum
Haste Hoy X
Inc. & Hast.
Nodular Iron
Cercor Ceramic
Expensive Parts Total
% of Total Engine
Weight
(Ibs)
16.5
2.84
23.98
30.2
146.2
16.1
235.7
39.7
Cost/lb
5.50
9.50
3.00
-
0.30
-
Total Cost
90.75
21.28
72.00
169.45
43.85
70.00
467.33
58.2
227
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che large turbine and compressor, together with the high cost of these
precision castings,has a significant effect on total cost. One of the
results of this analysis was to influence the design of the subsequent
engines; for example, the turbine wheel in the PD-1A engine,also single
shaft, weighs only 7.5 pounds versus the 16.5 pounds in the CD-I engine,
a saving of $50 at the manufacturing level, and $100 at the retail level.
A discussion of further cost reductions will be postponed until a
later section.
Vehicle Cost - As noted earlier, the vehicle cost is assumed to be
$2285 for this study.
Fuel Cost - Based on the results over the specified driving cycle,
the CD-I engine has an average fuel mileage of 16.06 miles/gal for a
total cost of $2025 for 105,000 miles.
Salvage Value - The CD-I engine contains 71 pounds of Inconel 738
and Hastelloy X. Various contacts have established that these alloys
have a potential value as scrap, in large quantities, of as much as
60c/lb. This would imply that about $42 worth of high-nickel alloy
scrap in addition to the other materials such as stainless steel, is
available.
With the machinery available at a large processing plant, it should
be possible to strip the larger parts and recover them at a cost of only
a few dollars an engine. Assuming that the stainless steel (63 Ibs) is
worth a few dollars, the additional salvage value of this engine might
be about $40.
It is specifically not proposed to reuse any parts. A vehicle
scrapped before the end of 10 years life might be treated in this way,
the common practice at present, but no such assumption is made here.
Net Cost of Ownership - For this engine, no separate calculation
of engine repairs, maintenance, or oil consumption were made. The values
determined in the Preliminary Design section were therefore used. The
net cost of ownership will be shown in a later section where these values
are discussed. The original cost is $4344 versus $3185 for the 1970 ICE,
228
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an increase of 36.45£. The lower maintenance costs and better gas mileage
cannot be expected to offset this increase, although the cost of reducing
emissions of a 1970 ICE to that required by 1975 or 1976 have been es-
timated (reference 23) at $240 - $500. Thus, the CD-I engine appears
significantly more expensive with respect to first cost.
3.7.1.2.2 CD-2 (Free Turbine)
Engine Cost - Table 27 shows the cost elements for the CD-2 Free
Turbine engine. This engine, like the CI>-1, is more expensive than
the ICE. As shown in Table 28, it is heavier than the CD-I engine, but
because of the smaller amount of Inconel and Hastelloy X, the net cost
is somewhat lower. The expensive parts are shown in Table 29.
Vehicle Cost - As noted earlier, the vehicle cost is assumed to
be $2285.
Fuel Cost - The average mileage over the specified driving cycle
was 15.39 miles/gal for a total cost of $2114 for 105,000 miles.
Salvage Value - The CD-2 engine contains 44 pounds of high nickel
alloy, much less than the 71 pounds in the CD-I engine. Assuming the
same 60C/1& value as separated scrap, the additional scrap value could
be as high as $26. In addition, the CD-2 has 84 pounds of stainless
steel.
Net Cost of Ownership - This engine is cheaper than the CD-I, but
still more expensive than the ICE. The original vehicle cost is $4074
versus $3185 for the 1970 ICE engine and $4344 for the CD-I powered
vehicle. The same comments as were made for the CD-I apply to the CD-2,
namely that the CD-2 engine will be significantly more expensive with
respect to original cost than the ICE.
229
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Table 27
Free Turbine Engine Cost - CD-2
Labor Costs (Direct Labor)
Manufacturing Costs 8.47
Assembly Costs 4.67
Total Labor Cost 13.19
Material Costs
Direct Material Costs 591.09
Scrap, Chips, etc. 66.13
Purchased Parts 68.34
Total Material Cost 725.56
Total Direct Manufacturer's Cost 738.70
Accessory Cost
Ignition System 2.00
Starter & Alternator 20.00
Fuel & Engine Control 50.00
Transmission (TRACOR) 84.00
Total Accessory Cost 156.00
Manufacturer's Engine and Transmission Cost 894.70
Markup to Retail 894.70
Retail Engine and Transmission Cost 1789.40
230
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Table 28
Free Turbine Engine Weights - CP-2
Engine Weights
Basic Engine
Manufactured Parts 635
Purchased Parts 20
Basic Weight 655
Transmission 73
Accessories
Ignition System 3
Starter & Alternator 30
Fuel & Engine Control 5
38
Total Engine and Transmission Weight 766
231
-------
Table 29
Free-Turbine Engine Expensive Parts, CD-2
Parts
Material
Weight
(Ibs) Cost/lb
Total Cost
Gas Generator Turbine
Free Turbine
Compressor Rotor
Turbine Diffuser
Shroud
Gas Generator Turbine
Scroll
All Other Parts
Main Housing
Regenerator
Inconel 738
CRM 6D
Aluminum
Hastelloy X
MAR M 507
Inc. & Hast.
Nodular Iron
Cercor Ceramic
Expensive Parts Total
% of Engine Total
4.80 5.50
8.36 2.77
1.27 9.50
12.22 4.55
6.61 4.00
11.59
201.10 0.30
16.10
262.05
40.0
26.46
23.16
12.06
55.50
26.46
66.40
60.32
70.00
340.36
46.9
232
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3.7.2 Preliminary Design Engines
Since the results of the basic engine cost analysis were available
during the preliminary design effort, a significant amount of insight
into these areas where cost improvement could be made was applied. Three
areas were particularly important.
First, the rotary regenerators at $35 each were a significant cost
item for both conceptual design engines. On a per pound basis, this is
approximately $A.50/lb, or more than the specific cost of all but the
highest cost alloys. Revised estimates for these parts, at $30/unit,
as finished pieces,were obtained for the PD-1 engine.
The recuperator in the PD-2 engine was quoted at $35/cubic foot as
an unfinished part. Discussions with one vendor who makes both types of
units (rotary regenerators and cross flow recuperators) indicated that
the finished cost of both types of units could be nearly the same. Be-
cause the cost of both types of unit is a large fraction of the total
cost, and in order not to bias the comparison between these two engines,
the cost of both units will be set at $30/unit for this study.
Second, the high cost of the Inconel and HasteHoy parts is related
to the component size as well as to the material cost. A great deal of
effort was made to reduce the size of these parts, which was moderately
successful. The specific costs, however, were not changed as they seemed
reasonable.
Third, the use of-massive nodular iron castings,which was charac-
teristic of both the CD-I and CD-2 engines, was investigated. In many
cases, aluminum die castings could be sutstituted, lowering both the
weight and cost. The cost reduction was due partially to the lower density
of aluminum, and partially to the smaller wall thickness permitted by the
die casting process.
3.7.2.1 Methods of Arriving at Costs
Engine Cost - The engine costs for both preliminary design engines
were generated in a similar fashion to that used for the conceptual de-
sign engines. The only difference was in the treatment of the labor cost.
233
-------
It was observed that direct labor was a very small portion of the
cost of both the CD-I and CD-2 engines, about $14 out of $1000. It did
not appear worthwhile to recalculate labor costs for the two preliminary
design engines since even a large variation in labor cost would not be
a significant variation in the total cost. Hence, an estimate of $13.50
was used for the labor charge for both the PD-1 and PD-2 engine.
Certain parts, such as the regenerator (PD-1) and recuperator (PD-2)
were considered purchased parts, thus changing the split between the so-
called direct manufacturing cost and the purchased parts cost.
A digital computer was used to prepare the parts lists for these
engines. These lists appear in Appendix A, This procedure aided in
keeping track of the engine details and facilitated making changes.
Vehicle Costs, Fuel Costs, and Salvage Value - No changes in pro-
cedure were made for these engines.
Maintenance and Repair - The 1970 report on the Cost of Operating
an Automobile lists $1521 as the ten-year cost of repairs and maintenance.
It includes lubrication; washing and waxing; replacement of spark plugs,
points and condenser, wiper blades, fan belt(s), radiator hoses; starter,
water pump, and brake overhaul; universal joint replacement; and major
repairs such as a "valve job". The procedure used in this study was to
break the $1521 into two portions, one associated with the vehicle which
was essentially independent of engine type, and the other engine type
dependent. Some adjustment of the actual values and the assignment be-
tween vehicle and engine were required to force the total to equal $1521.
Table 30 shows these results for a 1970 ICE powered automobile. As ex-
pected, except for accidents, most repairs and maintenance is engine re-
lated, and will become more so as the emission control devices become
more elaborate.
The gas turbine engine will require significantly lower maintenance
than the ICE. Table 31 shows the assumed maintenance and repairs used
in this study. The "12,000 mile" service is primarily to clean the air
filter and generally check the engine superficially. The "24,000 mile"
service covers the replacement of the air and oil filter, a check on fuel
234
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Table 30
Maintenance and
Item
Maintenance
"6000 mile" Service
"12000 mila" Service
"24000 mile" Service
"36000 mile" Service
Wash and Wax
(average over 10 yrs)
Total Maintenance
Repairs
Major Repair
("Valve Job")
Reline Brakes
Replace Water Pump
Replace Battery
Repair Starter and/or
alternator
Replace Fan Belts
Replace Universal
Joints
Replace Muffler
Total Repairs
Repair - Internal Combustion Engine
Interval
6000 miles
or 6 mos.
12000 miles
or 12 mos .
24000 miles
or 2 years
36000 miles
or 3 years
6 months
Once near
end of life
30,000 miles
50,000 miles
3 years
50,000 miles
30,000 miles
50,000 miles
50,000 miles
Cost
$ 5
40
15
30
2
246
65
30
35
20
10
30
40
Vehicle or
Engine Cost
Engine
Engine
Engine
Vehicle
Vehicle
Engine
Vehicle
Engine
Vehicle
Vehicle
Vehicle
Vehicle
Engine
Total Cost
(10 years &
105,000 miles)
$ 100
400
75
90
40
705
246
195
60
105
40
30
60
80
816
Total Repairs & Maintenance = $1521
Total Engine Related = 961
Total Vehicle Related = 560
235
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Table 31
Maintenance and Repair - Gas Turbine Engines
Engine Only
Item
Interval
Cost
Total Cost
(10 years &
105.000 miles)
Maintenance
"12000 mile" Service
"24000 mile" Service
Total Engine Maintenance
Repairs
Repair Hydraulic
Actuator System
Replace Regenerator
Seals (Not PD-2)
Replace Silencer
Repair Comb us tor
12000 miles
or 1 year
24000 miles
or 2 years
lance
50,000
50,000
One Time
near end
of life
10
40
60
50
50
100
200
300
120
100
50
50,000
50
Total Engine Repair
Total Engine Repairs and Maintenance
100
370
670
236
-------
control operation, and possibly a compressor cleaning operation.
No major repair is included in this tabulation as the failure
patterns of gas turbines is quite different from that of the internal
combustion engine. The repairs include a rebuilding of the hydraulic
system, similar to a brake job, the replacement of the regenerator seals
on the CD-I, CD-2 and PD-1 engines,a silencer replacement (this may not
be necessary), and a combustor repair or replacement. The final costs
are significantly lower than those of an internal combustion engine.
Oil cost was estimated for the turbine engine on the basis of 5
quart capacity, 24,000 miles or two year change, with a filter change
(charged to maintenance) at 24,000 miles. The cost of the oil was as-
sumed to be higher than presently paid, i.e., $1.50/quart. This oil
cost is thus $37.50, rounded to $40 for tabulation.
3.7.2.2 Results
3.7.2.2.1 PD-1 Single Shaft
Engine Cost - The results of the cost study on the PD-1 engine are
shown in Table 32, and the corresponding engine weights are shown in
Table 33. Note that this engine is lighter than either of the previous
designs as well as less expensive. Table 34 is a computer listing of
all parts with a total cost greater than $5.00. Note that out of a total
of $503 (basic cost less scrap), these parts account for $424.
Appendix A contains the drawings used for the cost study as well
as complete detailed parts lists. These lists include the materials,
specific costs, and total costs. Separate lists show the breakdown by
material and form.
Vehicle Cost - The vehicle cost is the same as for all other cases,
$2285.
Fuel Cost - The fuel cost for the PD-1 engine is $2391 for 105,000
miles, at a fuel mileage of 13.59 miles/gal.
237
-------
Table 32
Single Shaft Engine Costs - PD-1
Labor Costs (Direct Labor) 13.50
Material Costs
Direct Material Costs 349.61
Scrap, Chips, etc. 40.96
Purchased Parts 153.61
Total Material Costs 544.18
Total Direct Manufacturer's Cost 557.68
Accessory Costs
Ignition System 2.00
Starter & Alternator 20.00
Fuel and Engine Control 50.00
Transraission(TRACOR + Clutch 140.00
+ 2 Speed)
Total Accessory Cost 212.00
Manufacturer's Engine and Transmission Coat 769.68
Markup to Retail 769.68
Retail Engine and Transmission Cost 1539.36
238
-------
Table 33
Single Shaft Engine Weights - PD-1
Engine Weights
Basic Engine
Manufactured Parts 413
Purchased Parts 71
Basic Weight 484
Transmission 120
Accessories
Ignition System 3
Starter & Alternator 30
Fuel and Engine Control 5
Accessory Weight 38
Total Engine Weight 642
239
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PAGE I 06/06/72 l5i56EDT
PART NAME
003 REGENERATOR
030 VANES
001 TURBINE
041 SUP FRAME
026B SHELL
002 COMPRESSOR
038 FRIT
053 TIP SEAL
026A SHELL
027 LINK
049 STRUT
112 BEARING
005 COVER PLATE
068 BEARING
092 SEAL PLATES
078 SCROLL
011 BEARING
023 HOUSING
094 PLATE
054 ACT RING
007 FLANGE
042 SCROLL
012 PLATE
024 BEARING
046 BEARING
066 BEARING
071 BEARING
089 CHAIN
103 CHAINBELT
Table 34
Parts With Cost Greater Than $5.00
AUTOMOTIVE GAS TURBINE SELECTION STUDY
PARTS LIST
PD-1 ENGINE (SINGLE SHAFT)
DESCRIPTION
TURBINE STATOR
CENTER
TURB INLET EXHAUST OUTER
COMBUSTQR AND SUPPORTS
TURBINE
TURB INLET EXHAUST OUTER
NOZZLE VANE ACTUATOR
REG. DRIVE SPROCKET
REGENERATOR
TRANSMISSION DRIVE GEAR
REGENERATOR
COMPRESSOR INNER
MAIN SHAFT
MAIN BEARING
REGENERATOR
TURBINE NOZZLE
TURBINE INLET REGENERATOR
COMPRESSOR OUTER
COMB FWD END-SUP PLENUM
MAIN DRIVE GEAR
AUX. SHAFT DRIVE GEAR
AUXILIARY SHAFT
CHAIN BELT SHAFT
REG.DRIVE GEAR
SPEED REDUCER
MATERIAL
CERCOR
INC 713LC
INC 713LC
NOD. IRON
HAST. X
C355-T61
_
HAST. X
304 SST
304 SST
HAST. X
_
NOD. IRON
—
304 SS
43 AL
_
NOD. IRON
304 SS
304 SST
304 SST
333 AL
HAST. X
_
_
-
_
—
-
TYPE
PUR
PIC
PIC
CST
PIC
AL PIC
PUR
HNC
PIC
PIC
BAR
PUR
CST
PUR
EXT
DCS
PUR
CST
EXT
CST
CST
DCS
SHT
PUR
PUR
PUR
PUR
PUR
PUR
COST/LB
0.00
10.00
5.50
0.20
6.00
9.50
0.00
134.00
2.00
2.00
3.00
0.00
0.25
0.00
0.70
0.45
0.00
0.25
0.70
2.00
2.00
0.55
3.00
0.00
0.00
0.00
0.00
0.00
0.00
WEIGHT
10.000
0.051
7.500
140.000
4.500
2.500
7.000
0.126
8.250
0.084
0.475
0.122
17.000
0.745
5.123
15.000
0.522
26.000
4.600
3.100
3.000
10.600
1 .900
0.339
0.339
1 .444
0.544
1.019
0.664
TOTAL
WEIGHT
20.00
5.10
7.50
140.00
4.50
2.50
7.00
0.13
8.25
6.05
3.80
0.49
34.00
1 .49
10.25
15.00
1 .04
26.00
9.20
3.10
3.00
10.60
1 .90
0.68
0.68
2.89
1 .09
2.04
1.33
NUMBER
OF PARTS
2
100
72
8
4
2
2
2
1
2
I
2
1
1
1
1
2
2
2
2
2
2
COST
PER PART
30.00
0.51
41 .25
28.00
27.00
23.75
19,00
16.38
16.50
0.17
1.42
2.80
4.25
3.80
3.59
6.75
3.25
6.50
3.22
6.20
6.00
5.83
5.70
2.80
2.80
2.80
2.80
2.50
2.50
TOTAL
COST
60.00
51 .00
41 .25
28.00
27.00
23.75
19.00
16.88
16.50
12.10
1 1 .40
1 I .20
8.50
7.60
7.17
6.75
6.50
6.50
6.44
6.20
6.00
5.83
5.70
5.60
5.60
5.60
5.60
5.00
5.00
TOTAL WEIGHT = 329.59 LBS. TOTAL COST = $423.67
NUMBER OF PARTS = 221
N>
.>
o
-------
Salvage Value - There are 23 pounds of Inconel and Hastelloy in the
PD-1 engine. Using the same logic as before, the incremental salvage
value is $14 over the internal combustion engine.
Repairs, Maintenance and Oil Cost - These items were discussed
previously. For the PD-1 engine, the repair and maintenance cost is
$670 and the oil cost is $40.
3.7.2.2.2 PE>-2 Free-Turbine
Engine Cost - The results of the cost study on the PI>-2 engine are
shown in Table 35, and the corresponding engine weights are shown in
Table 36. Note that this engine is cheaper than the PD-1.
Table 37 shows all parts with a cost greater than $5.00. Out of a total
basic cost (less scrap) of $432, these expensive parts account for $354,.
The complete parts and materials lists, along with the ballooned
drawings are located in Appendix A.
Vehicle Cost - The vehicle cost is the same as for all three cases,
$2285.
Fuel Cost - The fuel cost for the PD-2 engine is $2635 for 105,000
miles, at a fuel mileage of 12.34 miles/gal.
Salvage Value - There are only 11 pounds of Inconel and Hastelloy
in the PD-2 engine, one reason its cost is as low as it is. The salvage
value of this material, using the previously described logic, is only $7
greater than that of the internal combustion engine.
Repairs, Maintenance and Oil Cost - As previously discussed, these
costs are $570 for repairs and maintenance, down $100 from PD-1 because
of the lack of the need to replace the regenerator seals. The oil costs
is the same as previously estimated, $40.
3.7.3 Summary
The results of this section of the study are shown in Table 38.
With respect to net cost of ownership, the variation between turbine
engine types is not great and all are comfortably under 110% of the 1970
241
-------
Table 35
Free Turbine Engine Costs - PD-2
Labor Costs (Direct Labor) 13.50
Material Costs
Direct Material Costs 309.68
Scrap, Chips, etc. 40.19
Purchased Parts 122.64
Total Material Costs 472.51
Total Direct Manufacturer's Cost 486.01
Accessory Costs
Ignition System 2.00
Starter and Alternator 20.00
Fuel and Engine Control 50.00
Transmission 172.00
Total Accessory Cost 244.00
Manufacturer's Engine and Transmission Cost 730.01
Markup to Retail 730.01
Retail Engine and Transmission Cost . 1460.02
242
-------
Table 36
Free Turbine Engine Weights - PD-2
Engine Weights
Basic Engine
Manufactured Parts 342
Purchased Parts 83
Basic Weight 425
Transmission 150
Accessories
Ignition System 3
Starter and Alternator 30
Fuel and Engine Control 5
38
Total Engine and Transmission Weight 613
243
-------
PAGE 1 06/06/72 I6«58EDT
Table 37
Parts With Costs Greater Than $5.00
AUTOMOTIVE GAS TURBINE SELECTION STUDY
PARTS LIST
PD-2 ENGINE (FREE TURBINE)
PART NAME
059C RECUPERATOR
080A NOZ. HOUSING
108 SCROLL
059A RECUPERATOR
103 CASING
009 TURBINE
056 OUTER SHELL
012 BEARING
025 BEARING
054 HOUSING
098 COVER
067 TIP SEAL
087 HOUSING
005 COMPRESSOR
082 CASING
068 CASING
022 TURBINE
035 BEARING
094 BEARING
DESCRIPTION
(CORE)
GAS GEN TURBINE
EXHAUST
(SHELL)
POWER TURB OUTER
GAS GEN
COMBUSTOR
STARTER GAS GEN GEAR SHAFT-
POWER TURBINE SHAFT
BEARING GAS GEN
GEAR BOX
GAS GEN TURBINE
BEARING POWER TURBINE
OUTER
TURBINE INNER
POWER
ACCESSORY DRIVE GEAR
OIL PUMP
MATERIAL
CERVIT
HAST. X
304 SST
304 SST
304 SST
INC 713LC
304 SST
_
NOD. IRON
NOD. IRON
HAST. X
NOD. IRON
410 SST
B50TI3
304 SST
CMR-60
—
-
TYPE
PUR
CST
CST
SHT
CST
PIC
CST
PUR
PUR
CST
CST
HNC
CST
CST
CST
CST
PIC
PUR
PUR
COST/LB
0.00
10.00
2.00
0.70
2.00
6.50
2.00
0.00
0.00
0.25
0.25
70.80
0.25
2.00
0.30
2.00
2.77
0.00
0.00
WEIGHT TOTAL NUMBER COST
WEIGHT OF PARTS PER PART
21.728
6.832
2 1 . 702
26.172
1 1 .481
2.230
7.213
0.122
0.280
41.384
36.632
0.122
28.776
3.467
22.350
2.891
2.061
0.339
0.339
43.46 2 30.00
6.83
21 .70
52.34 i
1 1 .48
2.23
7.21
0.49 '
1.12 '
41 .38
36.63
0.12
28.78
3.47
22.35
2.89
2.06
68.32
43.40
I 18.32
22.96
14.50
14.43
I 2.80
\ 2.80
10.35
9.16
8.64
7.19
6.93
6.70
5.78
5.71
0.68 2 2.80
0.68 2 2.80
TOTAL
COST
60.00
68.32
43.40
36.64
22.96
14.50
14.43
1 1 .20
1 1 .20
10.35
9.16
8.64
7.19
6.93
6.70
5.78
5.71
5.60
5.60
TOTAL WEIGHT = 285.91 LBS. TOTAL COST = $354.31
NUMBER OF PARTS = 29
-------
Table 38
Comparison Summary
(10 Years and 105.000)
Item
Cost In Dollars
Engine Type
1970 ICE
CD-I
CD-2
PD-1A
PD-2A
NET COST OF OWNERSHIP
K)
•P-
Engine Related Costs
Engine Cost
Repairs & Maintenance
Fuel
Oil
Sub-Total
less differential salvage
Total
Vehicle Related Costs
Vehicle Cost
Repairs & Maintenance
Replacement Tires
Accessories
Insurance
Garaging, Parking, etc.
Taxes not included
Total
Total Cost
$ 900
961
2260
160
4281
0
4281
2285
560
423
28
1722
1805
327
7150
$11431
$ 2059
670
2025
40
4794
42
4752
7150
$11902
$ 1789
670
2114
40
4613
26
4587
7150
$11737
$ 1539
670
2391
40
4640
14
4626
7150
$11776
$ 1460 '
570
2635
40
4705
7
4698
7150
$11848
PURCHASE PRICE
Original Vehicle Cost
Increase over 1970 ICE
% Increase
3185
0
0
4344
1159
36.4
4074
889
27.9
3824
639
20.1
3745
560
17.6
Kngine costs are for PD-1 and PI>-2 engines; they are assumed to be unchanged for
the PF>-1A and PD-2A engines.
-------
Table 38 (Cont'd.)
Comparison Summary
Weight
Item
Engine Type
1970 ICE
CD-I
CD-2
PD-1
PD-2
ENGINE WEIGHT (LBS)
Basic Engine Weight
Accessory Weight
Transmission Weight
Total
600
150
150
900
594
38
120
752
655
38
73
766
484
38
120
642
425
38
150
613
to
.0
-------
ICE cost of ownership. The lower maintenance and oil costs help Co balance
the increased initial engine cost increment.
The comparison of original purchase price shows the increased cost
of the turbine engine of between $560 and $1159. Since the basis of
comparisons is a 1970 ICE, and since emission control devices may cost
between $240 and $500 the actual increased cost in the 1975-1976 time
period would be between $60 and $909.
In all cases the turbine engines are lighter than the ICE. This
weight saving could undoubtedly be used to save vehicle cost.
247
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3. 8 Recommended Configuration
As indicated in the introduction one purpose of the present con-
tract is to define the optimum gas turbine engine(s) capable of meeting
the 1976 Federal Standards on automobile emissions and capable of being
developed by the year 1975. The indications from reference 1 are that
compromises in regenerated gas turbine engine cycles are required so that
the combustors can meet the 1976 emission standards especially the standard
on NO . By direction of EPA the Preliminary Design studies were to be
X
directed toward two engine designs which facilitated the design of low-
NO combustors. Two approaches were evolved for the low NO combustor.
A X
In the first, air for the primary zone of the combustor is bypassed
around the regenerator, resulting in air at compressor discharge tempera-
ture. This moderate-temperature air reduces the primary-zone combustion
temperature below the value which would result if regenerated air were
used. The main benefit of this is the preclusion of premature ignition
of the premixed fuel-air charge as it approaches the combustor. The
premixed charge is then burned in a special combustor which has additional
features chosen to limit NO production.
X
The second approach involves limiting the combustor inlet tempera-
ture to 1000°F instead of the usual 1200 to 1450°F obtained from a re-
generator. The lower temperature also reduces the combustion temperature
at a given fuel-air ratio and thus limits the formation of NO .
X
In the section (3.4) on design, two engines were optimized and de-
signed, one for each of the above combustor design approaches. The re-
generator bypass engine (PI>-lA)designed for the General Electric low NO
X
combustor is a regenerated single-shaft engine with variable stators in
both the centrifugal compressor and single-stage axial turbine. The
rated turbine inlet temperature design pressure ratio and power are
1900°F, 3.2 and 134 HP (105°F day), respectively. The 1000°F combustion
inlet temperature engine (PD-2A) is a free-turbine engine with variable
stators on the single-stage axial power turbine. The rated turbine in-
let temperature, pressure ratio and power are 1900°F, 6.6 and 134 HP
(105°F day), respectively.
248
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3.8.1 Comparative Data
The basis of comparison is the net cost of ownership of a "standard"
six-passenger automobile powered by a gas turbine engine over a ten year
life including first cost minus scrap value, fuel cost, maintenance cost
and repair cost. The automobile is to be driven 105,200 miles during
the ten-year lifetime. The fuel cost is to be determined on the Uniform
Simplified Engine Duty Cycle of Table 17 which includes the Federal
Driving Cycle (reference 21) and suburban and country driving. Com-
parative data for the two engines are shown in Table 39. The PD-2A engine
is lighter in weight but has a poorer average fuel mileage value. The
PD-1Aengine fuel economy is greatly aided by variable stators in both
the compressor and turbine. As a result of the poorer fuel mileage of
the PD-2Aengine the fuel cost for the life of the automobile is $24A
more than for the PD-lA engine.
The net cost of ownership is itemized in Table 40. The engine
first cost is smaller for thePD-2A engine by $79. Also the maintenance
cost is less for thePD-2A engine by $100 because there are no regenerator
seals to be replaced. However, the fuel costs are less for the PD-lA
engine by $244. Combining the lower fuel costs and higher salvage value
(due to more weight of nickel bearing alloys) of the PD-lA a net saving
of $72 under the PD-2A is realized on the net cost of ownership. This
cost difference, of course, is within the overall accuracy of the cost
figures. Therefore, the two engine powered automobiles can be said to
have substantially the same net cost of ownership.
3.8.2 Comparison of Engine Features
The following are the advantages and disadvantages of the PD-lA
engine:
Advantages Disadvantages
1. Variable stators on compressor 1. The tendency for somewhat
and turbine permit low-pressure- higher weight is inherent
ratio compressor with a high low- in the combined use of
power efficiency potential. the regenerator and vari-
able turbomachinery geometry.
249
-------
Table 39
Comparative Data on Preliminary Design Engines
Overall
Power, Fuel Mileage, Fuel Cost, Weight
Designation Type HP mpg $ Ib
PD-1A Single Shaft 134 13.59 2391 642
PD-2A Free Turbine 134 12.34 2635 610
250
-------
Table 40
Comparative Net Cost of Ownership Data
Items of Cost
Engine
Salvage Value
Subtotal
Fuel
Subtotal
Vehicle
Maintenance and Repair
Lube Oil
Total
PD-1A
PD-2A
1,539
-14
1,525
2,391
3,916
7,150
670
40
1,460
-7
1,453
2,635
4,088
7,150
570
40
11,776
11,848
251
-------
Advantages
Low combustor inlet pressure
cycle is conductive to low NOX
production.
Use of the GK .low NOX comb us tor
concept which fits this engine
well has a high potential of
meeting the 1976 Federal
emission standards.
Almost no time lag on acceleration
demand because opening stators
and increasing fuel flow gives
immediate increase in torque.
Commercial-grade ball bearings
are moderate in cost, reliable
and enhance idle fuel economy.
Disadvantages
Use of regenerator by-
pass required for low NO
combustor penalizes fuel'
economy.
The single shaft engine
requires the development
of an infinitely variable
transmission complete with
neutral and reversing
mechanism.
The following are the advantages and disadvantages of the PD-2A
engine:
1.
2.
3.
Advantages
Limiting combustor inlet tem-
perature to 1000°F may ease the
problem of obtaining low NO
combustor.
The recuperator has less leakage
and is less complicated than the
regenerator while giving adequate
effectiveness.
The engine utilizes existing
automatic transmission tech-
nology with torque converters.
The minimum variable geometry
simplifies the control.
Disadvantages
The compromise in fuel
economy is greater than
for the GE low NOX com-
bustor, and the potential
of meeting the NOX emission
standard is not as great.
The transient engine per-
formance is sensitive to
rotor inertia, resulting
in high gas-generator
speed, high bearing losses
and a lower pressure ratio
than optimum from fuel
economy standpoint.
The free turbine engine
requires a second shaft,
turbine and bearingst and
enclosures and mounting
provisions for them.
3.8.3 Recommendation
The regenerated, single-shaftCPD-lA)engine with variable primary
combustor air regenerator bypass and with variable stators on compressor
252
-------
and turbine is recommended for development of the advanced automobile
gas-turbine engine for the following reasons:
1. The PD-1Aengine has no greater net cost of ownership than the
PD-2A engine.
2. The General Electric low NO combustor has a higher potential
X
for meeting the 1976 NO emission standard than the 1000°F
x
inlet combustor.
3. The PD-1A engine permits considerable design freedom in develop-
ing the low NO combustor by virtue of the location of the
A
combuetor in the front of the engine and by virtue of the large
volume available for the combustor.
3.9 Recommended Engine Development and Demonstration Program Plans
A program plan is set forth below for the technical demonstration
of the single-shaft, variable-geometry, regenerated engine (PD-1A) selected
in the previous section. The schedule for the development and demonstra-
tion is shown in Figure 121 and it is terminated with a demonstration of
the engine at the end of calendar year 1975. In what follows estimates
of manpower and funding requirements are delineated and critical timing
and significant milestones are indicated for both the component develop-
ment program and each phase of the engine development.
The engine development and demonstration program is divided into
six tasks having various time spans, they are:
1. Establishment of an Engine Specification
2. Engine Preliminary Design
3. Component Development
4. Engine Final Design
5. Engine Hardware Procurement
6. Engine Demonstration
The objectives, and expected results are discussed below and the
required resources are summarized in Table 41.
3.9.1 Establishment of an Engine Specification
In reference 20 is given the specifications for the performance of
253
-------
ro
l/i
.£>
Calendar Years
Quarters
1. Establish Engine Specifications
2. Engine Preliminary Design
3. Component Development
Design
Procurement
Test
4. Engine Final Design
5. Engine Hardware Procurement
6. Engine Demonstration
1972
1
2
3
4
_
^•i
1973
1
^•••^M
2
3
4
1974
1
2
3
4
1975
1
2
3
^m
4
^•^^•••B
Figure 121. Gas Turbine Development Program
-------
a passenger vehicle. It is the object of this task to write a specifica-
tion for the gas turbine engine required to power the specified vehicle
so that the vehicle will have the performance delineated. In the writing
of this specification a number of things must be considered in addition
to vehicle specification. For example, the vehicle and engine must comply
with all Department of Transportation Motor Vehicle Safety Standards in
force. In addition the specification must take into account engine opera-
tion under normal as well as extreme operating conditions, including
starting, driving and stopping in ice, snow, rain, sleet, heat,
dust, cold, mountains, city and country,. Consideration must be given to
minimizing the effects of tampering, abuse, "hot rodding", etc. Con-
sideration must also be given to the effects of aging, inadequate main-
tenance and collisons. Noise and exhaust emission standards must also
be factored into the specification.
In the writing of the engine specification, the anticipated state
of the art after component development will be assumed. Target component
performance will be established and the engine thermodynamic cycle will
be established. Off design performance goals will also be set. The de-
sign criteria will be determined and the material to be used for each
component will be delineated along with suitable alternates. Weight
and cost targets will also be set.
The Establishment of an Engine Specification is estimated to re-
quire 3600 manhours over a period of 9 weeks. The task will require the
expenditure of $100,800 including such material charges as computer services
and Travel and Living expenses (See Table 41). At the end of this task
an engine specification will be available from which a Preliminary Design
of the engine can be made.
3.9.2 Engine Preliminary Design
The object of the Engine Preliminary Design is to carry out the
design of the engine to the point at which the component development
problems are clearly delineated and all major component sizes are es-
tablished. In order to do this, the aerothermodynamic design of the gas
flow path components will be carried out in parallel with the design of
the mechanical components of the engine. Engine off design performance
255
-------
Table 41
Automobile Gas Turbine Development Program - Costs
Manhours Labor Material Total Cost
1. Establishment of an Engine Specification (2 raos) 3,600 97,900 2,900 100,800
2. Engine Preliminary Design (A mos) 6,800 184,700 9,200 193,900
3. Component Development (15 mos)
3.1 Compressor Design 6,470 123,000 7,000 130,000
Procure 650 20,000 113,000 133,000
Facilities 2,420 36,000 110,000 146,000
Test 8,140 122,000 12,000 134,000
17,680 301,000 242,000 543,000
3.2 Regenerator Design 3,380 90,000 6,000 96,000
Procure 480 15,000 84,000 99,000
Facilities 880 18,000 57,000 75,000
Test 10,190 214.000 21,000 235.000
14,930 337,000 168,000 505,000
3.3 Combustor Design 4,150 107,000 7,000 114,000
Procure 1,320 41,000 226,000 267,000
Facilities 600 12,000 38,000 50,000
Test 3,820 78.000 8,000 86,000
9,890 238,000 279,000 517,000
3.4 Turbine Design 10,180 277,000 14,000 291,000
Procure 6,290 195,000 823,000 1,018,000
Facilities 2,000 43,000 129,000 172,000
Test 23,700 510.000 37,000 547.000
41,810 1,025,000 1,003,000 2,028,000
-------
Table 41 (Cont'd.)
Automobile Gas Turbine
3.5 Rotor, Bearings & Seals Design
Procure
Facilities
Test
3.6 Transmission Design
Procure
Facilities
Test
ro 3.7 Control and Actuator Design
^ Procure
Facilities
Test
3.8 Inlet & Exhaust Design
Procure
Facilities
Test
3.9 Auxiliaries & Accessories Design
Procure
Facilities
Test
Development Program
Manhours
10,870
770
2,880
11.860
26,380
11,060
1,350
1,120
9,300
22,830
11,030
1,480
320
13.590
26,420
620
110
190
800
1,720
2,180
320
130
2.620
5,250
- Costs
Labor
293,000
24,000
62,000
255,000
634,000
301,000
42,000
24,000
200.000
567,000
300,000
46,000
7,000
292.000
645,000
16,900
3,400
4,000
17.300
41,600
59,200
9,800
2,800
56.400
128,200
Material
17,000
136,000
185,000
25.000
363,000
19,000
238,000
74,000
20.000
351,000
18,000
265,000
22,000
29.000
334,000
1,100
19,600
12,000
1.700
34,400
3,800
55,200
8,200
5.600
72,800
Total Cost
310,000
160,000
247,000
280.000
997,000
320,000
280,000
98,000
220.000
918,000
318,000
311,000
29,000
321.000
979,000
18,000
23,000
" 16,000
19.000
76,000
63,000
65,000
11,000
62.000
201,000
-------
Table 41 (Cont'd.)
Automobile Gas Turbine Development Program - Costs
Manhours Labor Material Total Cost
3.10 Production Manufacturing Methods Design 15,720 428,000 29,000 457,000
Procure 4,740 147,000 797,000 944,000
Facilities 4,230 91,000 270,000 361,000
Test 43,900 946,000 82,000 1,028.000
68,590 1,612,000 1,178,000 2,790,000
4. Engine Final Design (6 mos) 13,520 367,500 22,000 389,500
5. Engine Hardware Procurement (9 mos)
5.1 Seven (7) Engines 12,900 400,000 2,280,000 2,680,000
5.2 Four (4) Vehicles 90 2,700 18,000 20,000
£ 5.3 Modify Four (4) Vehicles 870 27.000 3,000 30.000
» 13,860 429,700 2,301,000 2,730,700
6. Test and Evaluation (4 mos)
6.1 Engine Dynamometer 3,700 79,620 108,650 188,270
6.2 Chassis Dynamometer 19,670 423,150 345,690 768,840
6.3 Road Test 10.490 225.500 101,548 327.048
33,860 728,270 555,888 1,284,158
Total 307,140 7,336,870 6,916,188 14,253,058
-------
will be carried out to facilitate vehicle mission analyses and the design
of the engine control. Design studies of the final drive, the inlet and
exhaust systems, the auxiliaries and the accessory mounting provisions
will permit engine configuration and vehicle installation studies to be
carried out. The engine configuration studies eventually will be the
basis for the thermal and stress maps of the engine on a steady state
and transient basis. Failure mode and criticality analyses will be based
on the configuration studies and the thermal and stress analyses. The
most cost effective means of making the various engine parts will also
stem from the configuration studies. Analyses will also be performed to
establish the required amount and location of acoustic and thermal in-
sulation. The culmination of this design work will be the determination
of which engine specifications, including performance targets, can not
be met. Component developments will then have to be carried out to at-
tempt to meet the specification. The specifications for the design of
the components needing development will also be available at this time.
The Engine Preliminary Design is estimated to require 6800 manhours
over a period of 17 weeks. The task will require the expenditure of
$193,900 including such material charges as computer services and travel
and living expenses (See Table 41). The expected results include layout
and installation drawings of the engine, a clear delineation of the
several required component development programs and specifications and
sizing from which detailed component designs can be made.
3.9.3 Component Development Programs
The following ten component development programs have been identified
and are described below:
Compressor Transmission
Regenerator Engine Control and Actuators
Combustor Inlet and Exhaust Systems
Turbine Auxiliaries and Accessories
Ror.or, Bearings and Seals Production Manufacturing Methods
These programs each have design, procurement and testing subtasks. In
addition, costs of test vehicle and/or facilities were estimated. The
Component Development Programs are scheduled for a 15-month time period
259
-------
(see Figure 121). It is estimated that 235,500 manhours will be required
for a total cost of $9,554,000.
Compressor - The objectives of the compressor development are:
- Determination of the highest compressor design pressure ratio
at which the variable-stator compressor has adequate flow range
and efficiency to meet the demands of the engine.
Determination of the effect of stator-vane end clearance on com-
pressor off design performance.
In PD-lA,the design pressure ratio was limited to 3.2 because it
was felt that adequate compressor performance over the engine operating
conditions could not be counted on above this pressure ratio. However,
the engine performance continues to increase with pressure ratio up to
4:1 if the compressor efficiency does not fall off. In the development
program, compressors will be designed at pressure ratios from 3.2 to 4.0
and tested with variable stators. From the evaluation of the test data
the highest practical pressure ratio commensurate with engine requirements
will be established. A by product will be an experimental compressor map
at the selected pressure ratio. At the highest practical pressure ratio,
the effect of vane clearance on performance will be investigated.
The compressor development program requires 17,680 manhours and the
expenditure of $543,000 including the test vehicle and the compressor
flow-path parts (see Table 41). The expected results include establish-
ment of the highest practical design pressure ratio, data on the effect
of stator-vane end clearance and an experimental compressor performance
map for a compressor sized for the engine.
Regenerator - The objectives of the regenerator development are:
Determine the best sealing materials for the regenerator.
- Develop an adequate regenerator sealing mechanism.
In this program seal wear rates would be determined for a number
of candidate coating-substrate materials combination over a range of
contact pressures and temperatures. The material variables to be in-
vestigated include composition,method of application,density (% of
260
-------
theoretical), thickness, post application treatments and substrate
material. Full scale seals would then be fabricated from the material(s)
and by the process(es) found to have the greatest potential for long life
service and sealing tests made of ceramic-core regenerators to demon-
strate the effectiveness of the sealing material.
The regenerator development program requires 14,930 manhours and
the expenditure of $505,000, including test vehicle and facilities (see
Table 41). It is expected that the specifications for a coating-substrate
pair would evolve along with a suitable sealing mechanism. Wear and
leakage rates would be obtained experimentally for the selected sealing
mechanism.
Combus tor - The objectives of the combustor development are:
- Evolve a configuration which has lower emission levels than
the established standards.
Develop a fuel-air mixing and vaporization system.
Demonstrate acceptable emission levels during steady state and
transient operation.
In this program, scale model tests of several configurations would
be run to establish the design which gave the best compromise between
quickly quenching the NO and providing enough residence time to burn
X
the CO and HC. In parallel a fuel-air mixing system would be developed
which gives a uniform fuel-air mixture. A full size combustor with vaporizer
would then be tested on a typical automotive fuel, and alternate fuels.
The combustor development requires 9,890 manhours and the expendi-
ture of $517,000, including a test vehicle and facilities (see Table 41).
It is expected that a corabustor would be demonstrated which had emission
levels significantly below the standard when operated on automotive gas
turbine fuel.
Turbine - The objectives of the turbine development program are:
Develop a low-cost variable-stator turbine sized for the engine
and having high efficiency over the operating range of the engine.
261
-------
- Develop low-cost turbine stator vanes with adequate temperature
capability.
- Develop low-cost turbine static hot parts.
Develop low-cost, high-temperature turbine wheel.
A variable-stator mechanism will be designed, minimizing leakage,
back lash and actuation force, fabricated and tested. With the object
of saving production cost variable stator blades and other hot static
parts will be developed using hot-pressed or reaction bonded silicon
nitride or silicon carbide. After selection of the material having the
greatest potential of meeting the requirements for low-cost, various
manufacturing processes will be investigated to evaluate the impact on
cost effectiveness and requisite materials properties. Full-scale hard-
ware will be fabricated and tested. Means for reducing tip seal cost
will be pursued by investigating abradable spray coatings and the possi-
bility of reducing blade thickness ("squealer tips") near the casing to
prevent damage in the event of a turbine wheel rub. Reducing turbine-
wheel cost will be investigated by making the hub from a lower cost alloy
than the rim and integral blades followed by electron beam or inertia
welding. This will be compared with casting the wheel from IN 713LC.
The wheel will be made by the cheaper process. The turbine will be
fabricated from the materials identified during this development program.
The wheel will be destructively tested in a spin pit at temperature and
the entire turbine will be tested at temperatures for operational character-
istics and performance.
The turbine development program requires 41,810 manhours and the
expenditure of $2,028,000, including the test vehicle (see Table 41). It
is expected that a high-efficiency turbine suitable for an engine will be
demonstrated which will be amenable to low-cost production. Off design
performance will be measured and rotor strength will be demonstrated.
Rotor, Bearings and Seals - The objectives of Rotor, Bearings and
Seal program are:
Develop bearings permitting stable operation at high rotative
speeds with low losses and low cost.
- Develop shaft, bearing and seal arrangement which minimizes vi-
brational difficulties.
262
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Develop adequate lubricating system including the required seals.
Considered in the bearing development program will be low-cost gas,
ball or film bearings, in the latter case including "slipper" bearings.
Complete rotor-bearing systems will be designed and at least one will be
selected for fabrication and test. Vibration analyses of the rotor-
bearing combination using the several bearing types will be carried out
as part of the selection process. Bearing stability analyses will also
be required. The lubrication system of the type needed for the selected
bearing type will be designed. The selected rotor-bearing system, in-
cluding the lubrication system will be fabricated and tested with ap-
propriate masses simulating the turbomachinery so that vibrational and
stability characteristics can be measured. Appropriate modifications
will be made in the rotor bearing system based upon the test result so
that the system will fulfill the requirements of the engine.
The Rotor, Bearing and Seal program will require 26,380 manhours
and will require the expenditure of $997,000 (see Table 41). The expected
result is a rotor,bearing and seal system permitting the high rotative
speeds comensurate with low inertia for rapid acceleration of the rotor,
low loss comensurate with low idle power loss and low cost.
Transmission - The objectives of the Transmission development pro-
gram are:
- Development of an infinitely variable transmission with the
following characteristics.
o Continuously variable from high forward speed through neutral
to moderate speed in reverse.
o Containing a built-in reduction gear to normal drive shaft
speeds.
o Automatically controlled.
Considered in the program will be various means of providing a
neutral position to eliminate the need for a slipping clutch (since the
single-shaft engine cannot run .at zero speed). The design will be re-
fined so as to contain the appropriate reduction gearing from engine
speed to drive-shaft speed and the appropriate control for the transmission
263
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will be developed. The entire transmission will be tested in a dynamometer
so that the adequacy of. the design can be experimentally assessed and so
that performance can be measured.
The Transmission program will require 22,830 manhours and the ex-
penditure of $918,000, including the test vehicle and dynamometer (see
Table 41). It is expected that the program will be able to demonstrate
a completely automatic transmission with forward neutral and reverse.
Transmission efficiency data will also be measured.
Control and Actuator - The objectives of the Control and Actuator
development program are:
Develop an engine control so that the engine can be completely
controlled by one control lever and a selector quadrant, giving
due consideration to cost.
Develop an actuator system best suited to the engine and control,
giving due consideration to cost.
Transient engine performance analyses to meet the requirements of
the vehicle (reference 20) will be carried out to establish the control
philosophy, Control devices comensurate with the established control
philosophy will be identified and a control will be designed using the
devices which provide adequate control and have the potential of low cost.
A "bread board" control will be built and tested on a computerized engine
simulator.
The Control and Actuator program will require 26,420 manhours and
the expenditure of $979,000 (see Table 41). It is expected that a
"bread-board" control which meets all of the vehicle performance require-
ments of reference 2u can be demonstrated in an engine simulator. Specific
control performance data needed in engine design will be obtained experi-
mentally.
Inlet and Exhaust Systems - The objectives of the Inlet and Exhaust
Systems program are:
- Develop inlet and exhaust systems which have the following
characteristics:
264
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o Low flow losses
. Prevent entrance of dust, ice, snow, rain, hail, salt and
foreign objects
„ Provision of take off for passenger compartment heating
„ Suitable for installation in the automobile
Configuration studies of inlet and exhaust systems installed in the
vehicle will be made having provisions for an air filter and heating of
the passenger compartment. A selected design on the basis of function
and cost will be designed and subjected to tests.
The Inlet and Exhaust Systems program will require 1720 manhours
and require the expenditure of $76,000 (see Table 41). The results ex-
pected are test data on systems suitable for vehicle installation, in-
cluding pressure drop, heat exchanger capacity and filtration.
Auxiliaries and Accessories - The objectives of the Auxiliaries and
Accessory program are:
- Determine which of the auxiliaries are available on the market.
- Establish specifications for non-standard auxiliaries and pro-
cure two of each for evaluation.
- Translate all accessory requirements into space requirements on
the engine preliminary design drawing.
Specifications for non-standard auxiliaries will be drawn up by
reference to similar standard items. Suitable vendors for the non-
standard auxiliaries will be identified and the auxiliaries procured.
Appropriate evaluation tests will be performed on the procured auxiliaries,
With regard to accessories, provisions will be made on the engine drawing
for the use of standard automobile accessories unless this unduly com-
promises the engine design.
The Auxiliaries and Accessories program will require 5250 manhours
and require the expenditure of $201,000 (see Table 41). The expected re-
sults are two each of all non-standard auxiliaries and provisions on the
engine drawing for all required accessories. The procured auxiliaries
will be subjected to qualification tests.
265
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Production Manufacturing Methods - The objectives of the Production
Manufacturing Methods program are:
- Identify and incorporate on the drawings design changes which
reduce the cost of making the several engine parts.
- Identify the processes for making each engine part.
- Where alternate or untried processes are potentially lower in
cost make parts on experimental (non-production) machines.
- Determine the equipment investment required to mass produce the
engine.
- Determine the labor cost of mass producing the engine.
A study of the engine preliminary design will be made to simplify
the design and improve its mamifacturability. Where possible the number
of parts will be reduced in cases in which one part will perform the
function of two or more parts. Complicated parts will be divided into
more parts when such division results in a potential cost saving. The
engine drawings will be updated to incorporate the design changes. The
alternate ways of making parts will be studied with the view toward
finding methods giving the least cost. In the compressor low-cost aluminum
casting alloy must be identified which has adequate fatigue strength to
prevent blade vibration failures. Test specimens of several casting
alloys will be cast for complete characterization of these materials
including determination of fatigue properties over a range of temperatures,
cycles, ratios of alternating to mean stress and stress concentrations.
Other materials characteristics that must be evaluated in addition to
mechanical properties are salt spray corrosion, stress corrosion and
thermal stability. Alternate methods of making turbine wheels include
ceramics and powder metallurgy. Each method will be investigated for
feasibility and to assess the probability on making a lower cost wheel.
Materials most suitable for each fabrication process will be screened
and at least one material selected for each process development. Full
scale rotors will be produced by the identified methods and subjected to
evaluation by physical tests, including spin-pit tests at elevated tem-
peratures. The selected material and process will be subjected to pro-
cess optimization studies to determine the most cost effective means of
making the wheels. The candidate materials for the low-NO combustor are
x
a number of grades of structural ceramics. Two or more materials will
266
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evaluated to determine the most cost effective means of making the com-
bustor. Evaluation will include sufficient process development to achieve
satisfactory structures for test. Sufficient characterization tests will
be conducted on specimens representative of the various commercial manu-
facturing techniques as to permit the selection of a suitable material
and commercial process. Subsequently the processing procedures will be
optimized and scaled up to yield full scale pieces of proper dimensions,
structure and properties. As in the case of the major materials develop-
ments, alternate materials or processes with a high potential of cost
saving in other parts of the engine will be investigated. Parts made
of such materials or by such processes will be fabricated and evaluated
by destructive or non-destructive means as appropriate to determine
whether the parts meet the specifications. The equipment requirements
for mass producing the engine by the selected methods will be ascertained
and the cost of the equipment will be estimated. The labor cost of mass
producing the engine will also be estimated.
The Production Manufacturing Methods program will require 68,590
manhours and the expenditure of $2,790,000 (see Table 41). The expected
results include the most economical methods for producing the engine along
with the cost estimates of production machinery and labor per engine pro-
duced.
3.9.4 Engine Final Design
The objective of the Final Design is manufacturing drawings and
specifications for the fabrication of the seven engines needed in the
engine development program. The impact of missed goals in the develop-
ment program first will be assessed and translated into changes in the
engine specifications. Based upon the new specifidations the aerother-
modynamic design of the flow-path parts will be carried out closely
followed by the design of the mechanical components of the engine. Off
design performance of the engine will be determined so that vehicle per-
formance can be compared with the requirements of reference 20. The off
design performance will also be used to design the engine control. The
auxiliaries will then be designed and provisions will be made for the
usual accessories. The design of the inlet and exhaust system and the
power train, including the transmission, will permit vehicle installation
267
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studies to be made. The engine configuration layout will permit thermal
and stress analyses to be performed. These analyses will be used in
materials choice decisions and in failure mode and criticality analyses.
As the design proceeds the most cost effective methods for making the
several engine parts identified during the Component Development program
will be factored into the engine design. The engine design will include
acoustic and thermal insulation. The engine design will be completed
with manufacturing drawings and specifications for the seven engines re-
quired by the Program Plan. Drawings and specifications will also have
to be made for the modification of stock automobiles so that gas-turbine
engines can be installed.
The Engine Final Design will require 13,520 manhours over a time
period of 6 months and will require the expenditure of $389,500 (see
Table 41). The results will include manufacturing drawings and specifica-
tions for an engine based upon an extensive Component Development program
and the concommittant modification designs of stock automobiles in
which the engines are to be installed.
3.9.5 Engine Hardware Procurement
Hardware will be procured for the assembly of seven engines. The
seventh engine will be a spare. Also four stock automobiles will be
procured and modified to accept the procured gas-turbine engines. This
task includes procurement, expediting, quality control and material re-
view board activities. Included also is engine assembly and automobile
modification. This task will require 13,860 manhours over a 9-month
period and the expenditure of $2,730,700 (see Table 41). The results
expected include the procurement of parts for and assembly of seven
engines and the procurement and modification of four vehicles.
3.9.6 Engine Test and Evaluation
The objectives of the Engine Test and Evaluation are:
Determine the steady state and transient performance of the
engine.
- Determine the emission levels of the engine.
- Determine the controllability of the engine.
268
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- Determine the performance of the vehicle powered by the engine.
- Determine the noise and vibration characteristics of the engine
when installed in the vehicle.
Seven engines are required for the Engine Test and Evaluation pro-
gram, three engines, two of them eventually installed in vehicles, will be
evaluated by the contractor and the same number by 1£PA. The seventh engine
is a spare to minimize program delays by engine malfunction. Shown in
Figure 122 is the schedule of the contractor Engine Test and Evaluation
program. The first engine will be set up and checked out in an engine
dynamometer. Control studies will follow, permitting the proper adjust-
ment of the controls and an evaluation of control operation. Engine per-
formance tests will follow control studies and following these will be
emission level tests run on the engine dynamometer. Next, the first engine
will be installed in a vehicle which will be placed in a chassis dynamometer.
Performance tests on the engine, both steady-state and transient, will
follow. These tests, like the emission tests to follow, will be run with
the engine programmed to follow the Federal Driving Cycle (FDC). Next
engine and vehicle performance tests will be carried out on the test track.
During road testing noise and vibration tests will be carried out and
performance data will be gathered at various engine operating temperature
levels.
The second engine will be installed in a vehicle immediately and
the vehicle will be placed on a chassis dynamometer to measure engine
performance and exhaust emissions. Next the vehicle will undergo evalua-
tion on a test track in which controllability will be studied along
with engine and vehicle performance. Six months of endurance testing
will follow after which the vehicle will be returned to the chassis
dynamometer to ascertain the effect of endurance on exhaust emissions
and engine performance.
The third engine will be installed in a vehicle immediately and
placed on a chassis dynamometer. Thirteen months of endurance testing
will take place during which the FDC, suburban and country routes will
be simulated.
269
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Months
Engine Dynamometer
Set Up & Check Out
Control Studies
Performance Test
Emission Measurements
Chassis Dynamometer
Install Eneine in Vehicle
Performance Test
Emission Test
Endurance Test
Vehicular Tests
Controllability
Engine Performance
Vehicle Performance
Noise & Vibration
Operating Temperature
Endurance
• Engine No. 1
Engine No. 2
-—-Engine No. 3
1
2
> MMB^n
3
. • ^
4
••» *•
5
6
7
__
8
__
9
^^ ^^ f
_
10
k ••^•H
11
M ^ •
12
^^^•» ^
13
^^^^B—
14
^ ^^
15
^•» ^»
16
^ ^^^
17
» ^BM^
Figure 122. Gas Turbine Engine Demonstration Program
-------
The Engine Test and Evaluation program will require 33,860 manhours
and $1,284,158 (see Table 41). The expected results include a demonstra-
tion that the developed engine is suitable for automotive use and test
data on engine performance, exhaust emissions, engine controllability,
gas-turbine-powered vehicle performance and noise and vibration charac-
teristics when installed in a vehicle will be obtained.
271
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4.0 CONCLUDING REMARKS
After screening ten gas turbine cycle types three were selected for
Conceptual Design Studies, they were:
CD-I Regenerated, single shaft engine with a variable compressor
and turbine.
CD-2 Regenerated, free-turbine engine with a variable power tur-
bine.
CI>-3 Regenerated, free-turbine engine with the compressor and
both turbines variable.
Layout drawings were made of all three engines but the CD-3 engine
was eliminated from further study because the small improvement in low
power fuel economy did not justify the added complexity. The following
results were obtained for the CD-I and CD-2 engines.
The CD-I engine weighed 752 Ibs. complete with transmission, had a
design pressure ratio of 3.6:1 and it was found that this engine could
meet the vehicle acceleration requirement with a rated power of 134 HP.
The mission analysis indicated that the average fuel mileage was 16.06
mpg and that the required fuel cost for the life of the engine (10 years,
105,200 miles) was $2025. The economic analysis revealed that the engine
first cost was $2059 and that the net cost of ownership for the engine
and automobile was $11,902.
The CD-2 engine weighed 766 Ibs. complete with transmission, had a
design pressure ratio of 5.0:1 and it was found that this engine could
meet the vehicle acceleration requirements with a rated power of 150 HP.
The mission analysis indicated that the average fuel mileage was 15.39
mpg and that the required fuel cost for the life of the engine (10 years,
105,200 miles) was $2114. The economic analysis revealed that the engine
first cost was $1789 and that the net cost of ownership for the engine
and automobile was $11,737.
272
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The CD-I and CD-2 engines had no special provisions which would
facilitate the design of a combustoT which could meet the 1976 Federal
standards on NO production. However, early test results presented at
the January Automotive Power Systems Contractors' Coordination Meeting
sponsored by EPA indicated that the inlet conditions to the combustor
on a regenerative engine had to be controlled if the standard were to
be met. As a result two combustor design concepts were adopted and
preliminary designs, off-design performance analyses, mission analyses
and economic analyses were made on two engines, each designed for a dif-
ferent combustor concept. The studies of these two engines drew heavily
upon the results obtained for the conceptual design engines and many re-
finements were incorporated into the preliminary design engines. The
following results were obtained for the two engines with special provisions
to lower the NO emission of the combustors.
x
The PD-lA engine is a regenerative, single shaft engine with variable
stators in the compressor and turbine and is provided with a variable by-
pass around the regenerator for the combustor primary air. The GE low-
NO combustor was one of the design features of this engine. This engine
X
weighed 642 Ibs. complete with transmission, had a design pressure ratio
of 3.2:1 and it was found that this engine could meet the vehicle accelera-
tion requirement with a rated power of 134 HP. The mission analysis in-
dicated that the average fuel mileage was 13.59 mpg and that the required
fuel cost for the life of the engine (10 years, 105,200 miles) was $2391.
The economic analysis revealed that the engine first cost was $1539 and
that the net cost of ownership for the engine and automobile was $11,776.
The PD-2A engine is a recuperated, free turbine engine with a variable
power turbine and was designed so as to limit the combustor inlet tem-
perature to 1000°F under all operating conditions. This engine weighed
613 Ibs. complete with transmission, had a design pressure ratio of 6.6:1
and it was found that this engine could meet the vehicle acceleration re-
quirements with a rated power of 134 HP. The mission analysis indicated
that the average fuel mileage was 12.34 mpg and that the required fuel
cost for the life of the engine (10 years, 105,200 miles) was $2635. The
economic analysis revealed that the engine first cost was $1460 and that
the net cost of ownership for the engine and automobile was $11,848.
273
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The single-shaft engine with the regenerator bypass for the primary
combustor air was recommended for the advanced automobile gas turbine
engine because the GE low-NO combustor, which has a higher potential of
X
meeting the NO standard than the 1000°F combustor, is completely com-
patible with this engine and the net cost of ownership of this engine
was no higher than for the free-turbine engine with the 1000°F combustor.
The plan for the development and demonstration of this engine within 1975
was delineated, including component development, design, procurement and
testing of the engine on dynamometers and in automobiles.
274
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5.0 ACKNOWLEDGEMENT
The work accomplished on this contract was carried out for the
U. S. Environmental Protection Agency, Division of Advanced Automotive
Power Systems Development, Power Systems Branch, George M. Thur, Chief.
The work was under the direction of T. M. Sebestyen, Head Brayton Power
Systems Section. The Project Officer was W. C. Cain. The Program
Manager for the General Electric Company was R. J. Rossbach.
275
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6.0 CONTRACT TASK STRUCTURE
The contract was carried out in nine tasks. The major contributors
from the General Electric Company are shown below under the appropriate
tasks.
Establish Baseline Technology
C.W. Deane
A.W. Schnacke
G.C. Wesling
Parametric Design Point Cycle Study
C.S. Robertson
A.W. Schnacke
G.C. Wesling
Preliminary Candidate Cycle Selection
R.J. Rossbach
A.W. Schnacke
Off-Design Performance Analysis
R.L. Henderson
G.C. Wesling
Mission Analysis
D.H. Brown
C.W. Deane
T.L. Schilling
Design
A.W. Schnacke
G.C. Wesling
Economic Analysis
D.E. Dutt
C.S. Robertson
Recommended Configuration(s)
R.J. Rossbach
A.W. Schnacke
Program Plans - Recommended Engine Development and Demonstration
R.G. Frank
R.J. Rossbach
276
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7.0 REFERENCES
1. Summary Report - Automotive Power Systems Contractors Coordination
Meeting, Ann Arbor, Michigan. Division of Advanced Automotive
Power Systems Development, U.S. Environmental Protection Agency,
Jan. 1972.
2. Du Rocher, L.J. and Grannotti, H., "Development of an Advanced Air
Cleaner Concept for Army Vehicular Gas Turbines," SAE Report No.
670733, Sept. 1967.
3. McDonald, C.F. and Langworthy, R.A., "Advanced Regenerative Gas
Turbine Designs for Lightweight and High Performance," ASME 71-GE-67,
March 1971.
4. Ball, C.L., Weigel, C., Jr., and Tysl, E.R., "Overall Performance
of 6-inch Radial-Bladed Centrifugal Compressor with Various Diffuser
Vane Setting Angles," NASA TMX-2107, Nov. 1970.
5. Rodgers, C. , "Variable Geometry Gas Turbine Radial Compressors,"
ASME 68-GT-63, March 1968.
6. London, A.L., Young, M.B.O. and Stang, J.H., "Glass-Ceramic Sur-
faces, Straight Triangular Passages - Heat Transfer and Flow-Friction
Characteristics," ASME 70-GT-28, May 1970.
7. Mold, D., "Ceramic Crossflow Heat Exchanger Core Friction Factor,"
Communication between Owens-Illinois and the General Electric Co.,
Feb. 9, 1972.
8. Anon, "Cer-Vit Material Regenerators," Owens-Illinois Product Bulletin.
9. Mason, J.L., "Heat Transfer in Crossflow," Proceedings of Applied
Mechanics Second U.S. National Congress, pp. 801-803, (1954).
10. Cadwell, R.G., Chapman, W.I. and Walch, H.C., "The Ford Turbine -
An Engine Designed to Compete with the Diesel," SAE Report No.
720168, Jan. 1972.
11. Smith, S.F., "A Simple Correlation of Turbine Efficiency," J. Royal
Aero. Soc. Vol. 69, July 1965.
12. Amann, C.A. and Sheridan, B.C., "Comparison of Some Analytical and
Experimental Correlations of Axial-Flow Turbine Efficiency," ASME
67-WA/GT-6, Nov. 1967.
277
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13. Lenherr, F.K. and Carter, A.P., "Correlations of Turbine Blade Total
Pressure Loss Coefficients Derived from Achievable Stage Efficiency
Data," ASME 68-WA/GT-5, Dec. 1968.
14. Flagg, E.E., "Analysis of Overall and Internal Performance of Variable
Geometry One and Two Stage Axial Flow Turbines," NASA CR 54449,
GER66FPD259, April 1966.
15. Upton, E.W., "Application of Hydrodynamic Drive Units to Passenger
Car Automatic Transmissions," SAE Design Practices - Passenger Car
Automatic Transmissions, Vol. 1, Society of Automotive Engineers,
1962.
16. Zierer, W.E. and Welch, H.L., "Effective Power Transmission," SAE
Transactions, Vol. 65, 1957, pp. 720-724.
17. Dorgon, R.J., "GE Hydromechanical Transmission for Automobile Appli-
cations," General Electric Interdivision letter dated December 1,
1971.
18. Kraus, J.H., "Life and Efficiency Graphs for TRACOR Traction Drive,"
Letter to the General Electric Co. from Tracor, Inc. dated March 1,
1972.
19. Lieblein, S., "Analysis of Experimental Low-Speed Loss and Stall
Characteristics of Two-Dimensional Compressor Blade Cascades,"
NACA RM E57A28, March 19, 1957.
20. Thur, G.M. and Brogan, J.J., "Prototype Vehicle Performance Speci-
fication," Environmental Protection Agency, Ann Arbor, Michigan,
January 3, 1972.
21. Anon., D.H.E.W. Urban Dynamometer Driving Schedule. Federal
Register, Vol. 35, No. 136 Wednesday, July 15, 1970.
22. Listen, L.L. and Gauthier, C.L., "Cost of Operating an Automobile,"
U.S. Dept. of Transportation, Federal Highway Administration,
April 1970.
23. Final Report of the Ad Hoc Committee, "Cumulative Regulator Effects
on the Cost of Automotive Transportation (RECAT)," Feb. 28, 1972,
Office of Science and Technology.
278
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Appendix A - Economic Analysis
Sample Process Sheets, MES Analysis - As discussed in Section 3.7.1.1,
the costing of the direct labor and materials for each engine was per-
formed by Manufacturing Engineering Services, (MES), a component of the
General Electric specializing in all aspects of mass production. This
Appendix contains samples of the process sheets prepared by MES, and
indicate the level of detail used to arrive at the direct manufacturing
cost.
Table A-l shows the material costing for nine parts of CD-I engine.
NSP supplied the descriptions, material, volume, and approximate weight
of the finished part. MES selected the manufacturing process (such as
casting or bar stock), estimated the cost per pound from vendor quotes
or prior experience, and calculated the finished part material cost.
In some cases, such as part 4, MES broke the part into two or more sub-
parts for costing purposes. Table A-2 shows the technique used to account
for chips, scrap, salvage, etc. The total cost and weight of each class
of material (as shown in Table A-2) were determined, and the percent
adder applied to get the scrap cost. Purchased parts and items such as
nuts, bolts, bearings, seals, etc. were costed separately. For the two
conceptual design engines, it is likely that many of this type of part
were left out, however, the analysis of the two preliminary design engines
showed that the error thus introduced was very small.
The steps required to finish each part were estimated as shown on
Table A-3. The number of machines and men required to produce 5000 units
per day was calculated from the selected procedure, and the man power
converted to dollars per unit as shown in Table A-4. The very low per
unit labor costs are due to the use of specialized machinery tailored to
the part to be processed.
Table A-5 shows the assembly sequence with the time in seconds re-
quired to complete each operation. The total of these assembly times
gave the total assembly cost as shown in Section 3.7.
279
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.\;:-jj.io"ivc Cs:> Turbine Single Shaft Type (CD-I)
Table
1 Main Housing
- Regenerator Cover
Rt. Side
3 Regenerator Cover
Left Side
4 A - Turbine Rotor
B - Turbine Rotor
Shaft
Manorial Approximate Size In
Nodular 20" x 21-3/4" x 562.12
Iron 22-1/2" Wall thick-
ness varies from
1/4" to 1"
Nodular 3 1/4" x 21 3/4" x 97.47
Iron 24 1/4" Wall Thick-
ness varies from
3/16" to 1"
Nodular 3 1/4" x 21 3/4" x 97.47
Iron 24 1/4" Wall thick-
ness varies from
3/16" to 1"
Inc. 738 9 1/2" dia x 21/4" 55. 0
Depth
Shaft 1 1/4" dia x 12 1/2" 14.63
Steel Long
5 Compressor Rotor Alum. 8" dia. x 3" deep 22.43
6 Compressor Rotor
Shroud
7 Compressor Front
Shroud - Outer?
8 Compressor Front
Shroud - Inner ?
Nodular 18 % dia. x max. 86.16
Iron depth 7%"' wall
thickness V* to
5/8"
Nodular" ."19%" dia. x max. : 103.45 + 34.55 Casting
Iron depth 3 3/4" wall 29.45
thickness 3/16" to . for pin
5/8" support
volume
Nodular" 23 5/8" x 28" x 207.75 54.01 Casting
Iron 7%" max.depth wall
thickness %" - 3/8"
Material Coat Sheet
:. Kind of . ,
Raw :-:a renal
Mat*! Cost/Lb.
i Casting
1 C«,ir.3
i Caszir.g
Casting
Bar Scock ? -20
i Casting
6
ides
iJt.
Casting Mad/Cast. No. of £^"t °|
Cost/Lb. Cost/'PieceParts/Unit ?er On
$ .30 $43.85 1 $43.85
.30 7.60 1 7.60
.30 7.60 1 7.60
5.50 90.75 "1 90.75
.82 1 .52
9.50 21.28 1 21.28
25.34
25.34
16.5
4.1
2.24
Add .6
for bla
Total Wt.
2.84
22.40 Casting
.40
".45
.35
8.96"
15.55
18.90
' 8.96
15.55'
18.90
lear Case
Nodular 20 3/4" x 28" x
Iron 2 7/8" max.depth
wall thickness V-
5/8"
121.22
31.52 Casting
.30
9.46
9.46
-------
Table A-2
ADDER SHEET FOR CHIPS, SALVAGE, ETC. ON
CASTINGS AND MATERIALS
70 Adder $ Adder
Castings 10% $ 37.50
Forgings 20% 1.96
Sheet: Metal 30% 38.52
Bar Stock and Extrusions 10% 4.69
$ 82.67
281
-------
Table A- 3
N)
OO
NJ
j ai: I r_ ,"i nd__Nn_mci
Main Housing
Nodular Iron Casting
#2 Regenerator Cover-
Right Side
Nodular Iron Casting
#3 Regenerator Cover
Left side
Nodular Iron Casting
Opcr.-i t ion
1. Qualify-Blancharcl Grind
One surface for location
2. Turn, Face, Bore ,c/Bore )
Groove, Drill and tap )
Front & Rear Face of )
Casting. )
3. Reposition on front face)
and turn, face, bore, )
c/bore, drill and tap )
both sides of casting. )
1. Chuck on O.D. and face)
turn and face rabbit )
fit, bore, c/bore, and)
groove. )
2. Face, c/bore, drill and )
tap. )
3. Face, drill & tap gear )
case drive. )
4. Face, Bore, drill, tap,)
& c/bore side of gear )
case drive. )
Same as Part #2
.i'! >k-n/n.:y
Blanchard Grinder 9
Multi Station Transfcr
Ma chine
18
4 Spindle Vertical
Multi Station Transfer
Machine
18
-------
Table A-A
MANUFACTURING
Single Shaft Ga* Turbine Engine #221R903 (CD-I)
All Costs Based On Production of 1,000,000 per year or 5,000/day
Direct Labor Cost At $5.00/Hour
Part #
Name
1-Main Housing
2-Regenerator Cover Rt.side
3-Regenerator Cover Left Side
4-Turbine Rotor
5-Compressor Rotor
6-Compressor Rear Shroud
7-Compressor Front Shroud
8-C....,pressor Front Shroud-Inner
9-Gear Case
LO-Turbine Scroll Shroud
..1-Turbine Stator-Inner Shroud
.2-Turbine Shaft Bearing Mt.
.3-Turbine Shaft Seal
-4-Turbine Shaft Spacer
.5-Turbine Shaft Spacer
.6-Turbine Shaft Spacer
.7-Labrinth Seal
.8- Turbine Tip Seal
.9-iurbine Diffuser-Outer
0-Turbine Diffuser-Inner
1-Insulation Shield
Man Days
Per Day
27
18
18
42
9
36
36
18
15
82
30
9
1%
3%
3%
^
6
15
17
39
12
Dollars
Each
$ .216
.144
.144
.336
.072
.288
.288
.144
.120
.656
.240
.072
.012
.028
.028
.028
.048
.120
.136
.312
.096
No. Parts
Per Unit
1 $
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
Do 1 Lai
Per Ur
.216
.144
.144
.336
.072
.288
.288
,144
.120
.656
.240
.072
.012
.028
.028
.028
.048
.120
.048
.312
.096
283
-------
.-.-Jc Turbine (CD-I)
Table A-5
ASSEMBLY
Scroll Shroud Assembly
.'irr.e in Sec. Asm Pt. 92, guide buttons to Pt. 40, turbine nozzle
SS Actuator ring.
6 Position Pt. 40, actuator ring on Pt. 10, scroll shroud
--'. Asm. Pt. 38, vanes, Pt. 37 nozzle adj. arms & Pt. 39,
nozzle locknuts to Pt. 10, scroll shroud
5 Asm. Pt. 110, piston rings to Pt. 6, compressor rear shroud
60 Asm. Pt. 11, turbine stator inner shroud to Pt. 10, scroll
shroud
20 Asm. Pt. 10, scroll shroud sub asm. to Pt. 6, compressor
rear shroud
4 Asm. Pt. 17, Labyrinth seal to Pt. 4, rotor
5 Asm. Pt. 4, rotor into Pt. 6 compressor rear shroud
13 Invert Pt. 6, compressor rear shroud & position Pt.109,
oil seal and Pt. 16, spacer, Pt. 108, bearing & Pt. 15,
spacer onto Pt. 4, rotor
8 Asm. Pt. 108, bearing into Pt. 12, bearing mount &
fasten with Pt. 13, seal mount
13 Bolt Pt. 12, sub asm. to Pt. 6, compressor rear shroud
5 Asm. Pt. 14, spacer & Pt. 107 oil seal on Pt. 4 rotor
60 Insert Pt. 18, tip seal sub asm. into Pt. 10, shroud
sub asm. & bolt Pt. 19, outer diffuser to Pt. 10, shroud
sub asm.
50 Position Pt. Ill, piston rings into Pt. L, main housing.
.Bolt Pt. 21 insulation shield to Pt. 1, main housing
70 Position and bolt Pt. 6, compressor rear shroud sub asa.
into Pt. 1, main housing
18 Place Pt. 112 key & Pt. 5, compressor rotor on Pt. 4,
turbine rotor & fasten with Pt. 44, compressor lock nut
915 Sec.
284
-------
galloon Drawings and Parts Lists, PD-1 Engine - Figures A-l thru
A-3 (Dwg. 221R908) were prepared with each part number identified. Some
details are not exactly the same as those shown in Dwg. 221R910, the
final set, but the differences, such as component weight, were factored
into the economic analysis.
Table A-6 is a list of the detailed parts lists prepared from the
results of the MES study and in-house work. Note that the computer method
used to prepare these tables can select any possible combination on
order for other types of reports. The set included shows the breakdowns
which were most useful for identifying potential cost reduction areas.
285
-------
to
a
Figure A-l. PD-1 Engine Drawing With Part Numbers. Plan and End Views.
-------
<£
-J
Figure A-2. PD-1 Engine Drawing With Purl Numbers. Section AA.
-------
—^®
Figure A-3, PD-1 Engine Drawing With Part Numbers. Section BB.
288
-------
Table A-6
Single Shaft Engine Parts Breakdown, PD-1
Item Table No. Weight (Lbs.) Cost ($)
Complete Parts List A-7 483.72 503.22
Castings A-8 327.03 269.19
Forgings A-9 19.70 5.91
Bar, Tube, & Extrusions A-10 45.46 34.03
Sheet & Plate A-ll 20.80 13.66
Purchased Parts A-12 69.06 153.61
Miscellaneous A-13 1.67 26.82
Hastelloy X and Inconel 713LC A-14 22.93 153.23
Steel A-15 44.92 13.54
Nodular Iron A-16 232.90 52.79
304 Stainless Steel A-17 39.09 60.11
Aluminum A-18 54.79 48.34
Precision Investment Castings A-19 33.90 171.60
289
-------
PAGE I 06/06/72 !6i26EDT
PART NAME
Table A-7
Complete Parts List
AUTOMOTIVE GAS TURBINE SELECTION STUDY
PARTS LIST
PD-I ENGINE (SINGLE SHAFT)
DESCRIPTION
001 TURBINE
002 COMPRESSOR
003 REGENERATOR
004 SHAFT
005 COVER PLATE
006 COVER PLATE
007 FLANGE
008 GEAR
009 FLANGE
OIOA VALVE
01 OB VALVE
Oil BEARING
012 PLATE
013 SUPPORT
014 SHAFT
015 SPACER
016 HOUSING
017 SEAL
018 SPROCKET
019 BUSHINGS
020 HEX NUT
021 SEAL
022 INSUL. SHELL
023 HOUSING
024 BEARING
025 SHELL
026A SHELL
026B SHELL
026C SHELL
027 LINK
028 COUPLING
029 VANES
030 VANES
MAIN
REGENERATOR
TOP
TURBINE INLET REGENERATOR
MAIN DRIVE
AFT INNER COMBUST SUPPORT
COMBUSTOR AIR
COMBUSTOR AIR
MAIN SHAFT
COMB FWD END-SUP PLENUM
MAIN BEARING
REGENERATOR
REGENERATOR SHAFT
REGENERATOR SHAFT
REGENERATOR SHAFT
REGENERATOR DRIVE
GRAPHITE REGEN SHAFT
REGENERATOR SHAFT
REGENERATOR SHAFT
TURB EXIT®ENdN 25)
MAIN BEARING
MAIN DRIVE GEAR
TURBINE EXHAUST INNER
TURB INLET EXHAUST OUTER
TURB INLET EXHAUST OUTER
TURB INLET EXHAUST OUTER
NOZZLE VANE ACTUATOR
MAIN SHAFT DRIVE GEAR
COMPRESSOR DIFFUSER
TURBINE STATOR
MATERIAL 1
INC 713LC
C355-T61 AL
CERCOR
4340 STEEL
NOD. IRON
NOD. IRON
304 SST
8620 STEEL
304 SST
304 SST
304 SST
_
HAST. X
NOD. IRON
304 SST
304 SST
304 SST
_
8620 STEEL
GRAPHITE
304 SST
_
304 SST
NOD. IRON
_
304 SST
304 SST
HAST. X
304 SST
304 SST
4140 STEEL
142 AL
INC 713LC
fYPE (
PIC
PIC
PUR
BAR
CST
CST
CST
FOR
CST
TUB
SHT
PUR
SHT
CST
BAR
EXT
CST
PUR
SHT
TUB
BAR
PUR
SHT
CST
PUR
SHT
PIC
PIC
SHT
PIC
EXT
DCS
PIC
XIST/LB
5.50
9.50
0.00
0.20
0.25
0.30
2.00
0.30
2.00
0.70
0.62
0.00
3.00
0.30
0.62
0.70
2.00
0.00
0.30
0.80
0.62
0.00
0.00
0.25
0.00
0.62
2.00
6.00
0.62
2.00
0.20
0.45
10.00
WEIGHT
V
7.500
2.500
10.000
1 .400
17.000
10.000
3.000
1 .999
2.170
0.432
0.432
0.522
1.900
1.300
0.626
0.529
1 .030
0.031
2.202
0.016
0.035
0.012
0.000
26.000
0.339
2.300
8.250
4.500
3.250
0.084
0.444
0.193
0.051
TOTAL !
IEIGHT 01
7.50
2.50
20.00
1 .40
34.00
10.00
3.00
2.00
2.17
0.43
0.43
.04
.90
.30
.25
.06
2.06
0.06
4.40
0.03
0.07
0.02
0.00
26.00
0.68
2.30
8.25
4.50
3.25
6.05
0.44
5.98
5.10
DUMBER
F PARTS
1
1
2
1
2
I
1
1
1
1
1
2
1
1
2
2
2
2
2
2
2
2
,!
72
1
31
100
COST
PER PART
41 .25
23.75
30.00
0.28
4.25
3.00
6.00
0.60
4.34
0.30
0.27
3.25
5.70
0.39
0.39
0.37
2.06
0.10
0.66
0.01
0.02
0.10
0.00
6.50
2.80
1 .43
16.50
27.00
2.02
0.17
0.09
0.09
0.51
TOTAL
COST
41.25
23.75
6O.OO
0.28
8.50
3.00
6.00
0,60
4.34
0.30
0.27
6.50
5.70
0.39
0.78
0.74
4.12
0.20
1.32
0.03
0.04
0.20
O.OO
6.50
5.60
1 .43
16.50
27.00
2.02
12.10
0.09
2.69
51 .00
N>
VO
O
-------
PAGE
06/06/72 16»26EDT
Table A-7 (Cont'd.)
AUTOMOTIVE GAS TURBINE SELECTION STUDY
PARTS LIST
PD-1 ENGINE (SINGLE SHAFT)
PART
NAME
DESCRIPTION
MATERIAL TYPE
COST/LB WEIGHT
TOTAL NUMBER COST
WEIGHT OF PARTS PER
031
032
033
034
035
036
037
038
039
040
041
042
043
044
045
046
047
048
049
050
051
052
053
054
055A
055B
055C
055D
055E
056A
056B
056C
056D
COVER PLATE
SNAP RING
SEAL
NUT
SEAL
LINK
TUBE
FRIT
SEAL RING
SPACER
SUP FRAME
SCROLL
FRONT
COMBUSTOR AIR VALVE
OUTER COMBUSTOR AIR VALVE
COMPRESSOR
INNER COMB. AIR VALVE
COMBUSTOR AIR VALVE
FUEL SUPPLY
COMBUSTOR AND SUPPORTS
MAIN SHAFT
MAIN SHAFT BEARINGS
CENTER
COMPRESSOR OUTER
ACTUATOR RINGDIFFUSER VANE
SNAP RING
SNAP RING
BEARING
WOODRUFF KEY
SNAP RING
STRUT
DRV GEAR ASY
TIP SEAL
TIP SEAL
TIP SEAL
ACT RING
LINKAGE ASSY
LINKAGE ASSY
LINKAGE ASSY
LINKAGE ASSY
LINKAGE ASSY
LINKAGE ASSY
LINKAGE ASSY
LINKAGE ASSY
LINKAGE ASSY
REAR MAIN DRIVE GEAR
FRONT MAIN DRIVE GEAR
AUX. SHAFT DRIVE GEAR
SHAFT
MAIN SHAFT OIL SEAL
_
TRANSMISSION
COMPRESSOR LABYRINTH
TURBINE LABYRINTH
TURBINE
TURBINE NOZZLE
TURB NOZZLE ACT RING
TURB NOZZLE ACT RING
TURB NOZZLE ACT RING
TURB NOZZLE ACT RING
TURB NOZZLE ACT RING
COMP DIFF VANE ACT RING
COMP DIFF VANE ACT RING
COMP DIFF VANE ACT RING
COMP DIFF VANE ACT RING
NOD. IRON
—
—
4340 STEEL
_
4140 STEEL
1010 STEEL
-
4340 STEEL
4340 STEEL
NOD. IRON
333 AL
333 AL
4340 STEEL
4340 STEEL
—
4140 STEEL
4340 STEEL
HAST. X
8620 STEEL
1020 STEEL
304 SST
HAST. X
304 SST
304 SST
304 SST
304 SST
304 SST
304 SST
4340 STEEL
4340 STEEL
4340 STEEL
4340 STEEL
CST
PUR
PUR
TUB
PUR
BAR
TUB
PUR
EXT
EXT
CST
DCS
DCS
PUR
PUR
PUR
PUR
PUR
BAR
FOR
HNC
HNC
HNC
CST
BAR
BAR
CST
PUR
PUR
BAR
BAR
CST
PUR
0.25
0.00
0.00
0.20
0.00
0.20
0.18
0.00
0.20
0.20
0.20
0.55
0.45
0.00
0.00
0.00
0.00
0.00
3.00
0.30
19.30
21 .00
134.00
2.00
0.62
0.62
2.00
0.00
0.00
0.20
0.20
0.40
0.00
12.000
0.014
0.015
0.216
0.042
0.260
0.019
7.000
0.195
0.628
140.000
10.600
1.425
0.013
0.019
0.339
0.01 1
0.006
0.475
7.200
0.050
0.050
0.126
3.100
0.320
0.520
0.220
0.000
0.000
0.640
0.300
0.220
0.000
12.
0.
0.
0.
0.
0.
0.
7.
0.
0.
140.
10.
1 .
0.
0.
0.
0.
0.
3.
7.
0.
0.
0.
3.
0.
1 .
0.
0.
0.
1 .
0.
0.
0.
00
01
02
22
04
26
02
00
39
63
00
60
42
01
02
68
01
01
80
20
05
05
13
10
3
0
0
0
0
0
0
19
> 0
0
28
5
0
0
0
> 2
0
> 0
3 1
2
0
1
16
6
64 2 0
04 2 0
44 2 0
00 6 0
00 2 0
28 2 0
60 2 0
44 2 0
00 6 0
PART
.00
.04
.10
.04
.10
.05
.00
.00
.04
.13
.00
.83
.64
.04
.04
.80
.03
.00
.42
.16
.97
.05
.88
.20
.20
.32
.44
.01
.04
.13
.06
.09
.01
TOTAL
COST
3.00
0.04
0.10
0.04
0.10
0.05
0.00
19.00
0.08
0.13
28.00
5.83
0.64
0.04
0.04
5.60
0.03
0.00
1 1 .40
2.16
0.97
1 .05
16.88
6.20
0.40
0.64
0.88
0.06
0.08
0.26
0.12
0.18
0.06
-------
PAGE 3 06/06/72 16i26EDT
Table A-7 (Cont'd.)
AUTOMOTIVE GAS TURBINE SELECTION STUDY
PARTS LIST
PD-1 ENGINE (SINGLE SHAFT)
PART NAME
DESCRIPTION
056E
057
058
059
060
061
062
063
064
065
066
067
068
069
070
071
072
073
075
076
077
078
079
081
082
083
084
085
086
087
088
089
090
LINKAGE ASSY COMP DIFF VANE ACT RING
INSULATION MAIN BEARING HOUSING
SEAL HOUSING COMPRESSOR BEARING
SEAL OIL MAIN SHAFT
DRV GEAR ASSYACCESSORY
TURB. NOZZLE VANE ACT.
FUEL SUPPLY
V BELT
ACCESSORY DRIVE SHAFT
AUXILIARY DRIVE
AUXILIARY SHAFT
AUXILIARY
MOTOR
VALVE
SHEAVE
NUT
SHAFT
BEARING
SEAL
BEARING
SHAFT
COUPLING
BEARING
SPROCKET
SNAP RING
COVER PLATE
SEAL
SEAL
SCROLL
COVER PLATE
MOTOR
AIR FILTER
OIL PUMP
COVER
BRACKET
COVER PLATE
HOUSING
SNAP RING
CHAIN
INSULATION
SHAFT
TRANSMISSION DRIVE GEAR
CHAINBELT
CHAINBELT AUX DRIVE SHAFT
CHAIN BELT SHAFT
CHAINBELT DRV
REG.DRIVE SHAFT
MAIN SHAFT AFT BEARING
TRANS. DRIVE GEAR
OIL DRIVE GEAR FWD.
COMPRESSOR INNER
AFT
DIFFUSER VANE ACT.
ASSEMBLY
SCAVENGE
SCAVENGE OIL PUMP
DIFFUSER VANE ACT MOTOR
REGENERATOR DRIVE
REGENERATOR DRIVE
REG.DRIVE SHAFT
REG.DRIVE GEAR
REGENERATOR
MATERIAL TYPE COST/LB
WEIGHT
TOTAL NUMBER
WEIGHT OF PARTS
4340 STEEL
_
NOD. IRON
_
8620 STEEL
_
_
NOD. IRON
4140 STEEL
4 MOST EEL
—
—
_
4140 STEEL
4140 STEEL
_
8620 STEEL
4340 STEEL
43 AL
_
-
43 AL
43 AL
—
1010 STEEL
NOD. IRON
NOD. IRON
43 AL
1010 STEEL
1010 STEEL
4340 STEEL
—
-
PUR
PUR
CST
PUR
FOR
PUR
PUR
PUR
BAR
BAR
PUR
PUR
PUR
BAR
TUB
PUR
FOR
PUR
DCS
PUR
PUR
DCS
DCS
PUR
SHT
PUR
PUR
DCS
SHT
SHT
PUR
PUR
PUR
0.00
0.20
0.30
0.00
0.30
0.00
0.00
0.00
0.20
0.20
0.00
0.00
0.00
0.20
0.20
0.00
0.30
0.00
0.45
0.00
0.00
0.45
0.45
0.00
0.15
0.00
0.00
0.45
0.15
0.15
0.00
0.00
0.20
0.000
2.800
0.372
0.091
5.100
3.000
0.333
0.400
0.052
4.988
1 .444
0.035
0.745
1 .138
0.253
0.544
0.437
0.008
0.234
0.094
0.079
15.000
8.100
3.000
2.017
1 .580
0.485
6.100
0.600
0.900
0.020
1 .019
10.000
0.00
2.80
0.37
0.18
5.10
3.00
0.33
1 .20
0.05
4.99
2.89
0.07
1 .49
1 .14
0.25
1 .09
1 .31
0.02
0.23
0.09
0.08
15.00
8.10
3.00
2.02
1 .58
0.48
6.10
1 .20
1 .80
0.04
2.04
10.00
12
2
3
1
1
2
2
2
1
1
2
3
2
2
2
2
2
1
COST
PER PART
0.04
0.56
O.I 1
0.10
1 .53
2.00
0.50
0.26
0.01
I .00
2.80
0.10
3.80
0.23
0.05
2.80
0.13
0.04
0.1 1
0. 10
0.10
6.75
3.65
2.00
0.30
0.55
0.17
2.75
0.09
0.13
0.04
2.50
2.00
TOTAL
COST
0.48
0.56
0. 1 1
0.20
1 .53
2.00
0.50
0.78
0.01
1 .00
5.60
0.20
7.60
0.23
0.05
5.60
0.39
0.08
0. 1 1
0.10
0.10
6.75
3.65
2.00
0.30
0.55
0.17
2.75
0.18
0.27
0.08
5.00
2.00
10
vO
to
-------
PAGE 4 06/06/72 I6»27EDT
Table A-7 (Cont'd.)
AUTOMOTIVE GAS TURBINE SELECTION STUDY
PARTS LIST
PCM ENGINE (SINGLE SHAFT)
PART NAME
091 BOLT
092 SEAL PLATES
093A SEAL
093B SEAL
093C SEAL
093D SEAL
094 PLATE
095 OIL SUMP
096 TUBING SET
097 OIL PUMP
098 CAN
099 DRIVE GEAR
100 CASE
101 WORM GEAR
102 WORM
103 CHAINBELT
104 CHAINBELT
105 THRUST BEAR
106 SLEEVE BEAR
107 SEAL
108 SCREW
109 COUPLING
110 END CAP
1 1 I SPROCKET
112 BEARING
113 SEAL
I 1 4 WOODRUFF KEY
115 SCREW
116 SNAP RING
I I 7 SHELL
DESCRIPTION
OIL SUMP
REGENERATOR
REGENERATOR
REGENERATOR
REGENERATOR
REGENERATOR
REGENERATOR
OIL SUMP SCAVENGE PUMP
MAINCPLUS FILTER)
SPEED REDUCER FRONT HALF
MAIN OIL PUMP
SPEED REDUCER REAR HALF
SPEED REDUCER
SPEED REDUCER
SPEED REDUCER
OIL SPEED REDUCER
FILISTER HEAD
SPLINED
REGENERATOR DRIVE
REG. DRIVE SPROCKET
OIL REG. DRIVE SPR.
REG. DRIVE SHAFT
AUX. OIL PUMP COVER
TRANS.DRIVE BEARING
TURBINE NOZZLE INNER
MATERIAL TYPE COST/LB
WEIGHT
TOTAL NUMBER
WEIGHT OF PARTS
4140 STEEL
304 SS
NIO+CA2F
NIO+CA2F
304 SS
304 SS
304 SS
NOD. IRON
MILD STEEL
_
43 AL
8620 STEEL
33 AL
8620 STEEL
8620 STEEL
_
_
BRONZE
BRONZE
_
—
4340 STEEL
NOD. IRON
8620 STEEL
_
_
4340 STEEL
_
_
304 SST
PUR
EXT
PLA
ARC
EXT
EXT
EXT
CST
PUR
PUR
DCS
FOR
DCS
FOR
FOR
PUR
PUR
TUB
TUB
PUR
PUR
TUB
CST
FOR
PUR
PUR
PUR
PUR
PUR
SHT
0.00
0.70
5.50
5.50
0.70
0.70
0.70
0.30
0.00
0.00
0.45
0.30
0.45
0.30
0.30
"0.00
0.00
0.60
0.60
0.00
0.00
0.20
0.30
0.30
0.00
0.00
0.00
0.00
0.00
0.62
0.000
5.123
0.290
0.430
1.280
0.860
4.600
5.500
2.814
3.569
1.252
0.453
1 .174
0.316
0.481
0.664
0.41 1
0.126
0.065
0.050
0.007
0.360
0.230
1.020
0.122
0.050
0.000
0.000
0.028
3.500
0.00
10.25
0.58
0.86
2.56
1 .72
9.20
5.50
2.81
3.57
2.50
0.45
2.35
0.63
0.96
1 .33
0.41
0.50
0.52
0.20
0.10
0.72
0.46
2.04
0.49
0.10
0.00
0.00
0.06
3.50
2
2
2
2
2
2
2
1
1
1
2
1
2
2
2
2
1
4
8
4
14
2
2
2
4
2
2
6
2
1
COST
PER PART
0.01
3.59
1.59
2.37
0.90
0.60
3.22
1.65
1.05
2.15
0.56
0.14
0.53
0.09
0.14
2.50
2.00
0.08
0.04
0.10
0.01
0.07
0.07
0.31
2.80
0.10
0.03
0.01
0.04
2.17
TOTAL
COST
0.02
7. 17
3.19
4.73
1.79
1 .20
6.44
1.65
1.05
2.15
1 .13
0.14
1.06
0. 19
0.29
5.00
2.00
0.30
0.31
0.40
0.14
0.14
0. 14
0.61
1 1 .20
0.20
0.06
0.06
0.08
2.17
TOTAL WEIGHT = 483.72 LBS. TOTAL COST = $503.22
NUMBER OF PARTS = 445
to
<£>
LJ
-------
PAGE I 06/06/72 16H4EDT
Table A-8
Castings
AUTOMOTIVE GAS TURBINE SELECTION STUDY
PARTS LIST
PD-I ENGINE (SINGLE SHAFT)
PART NAME
DESCRIPTION
001
002
005
006
007
009
013
016
023
026A
026B
027
029
030
031
041
042
043
054
055C
056C
058
075
078
079
085
095
098
100
1 10
TURBINE
COMPRESSOR
COVER PLATE
COVER PLATE
FLANGE
FLANGE
SUPPORT
HOUSING
HOUSING
SHELL
SHELL
LINK
VANES
VANES
COVER PLATE
SUP FRAME
SCROLL
REGENERATOR
TOP
TURBINE INLET REGENERATOR
AFT INNER COMBUST SUPPORT
MAIN BEARING
REGENERATOR SHAFT
MAIN BEARING
TURB INLET EXHAUST OUTER
T.URB INLET EXHAUST OUTER
NOZZLE VANE ACTUATOR
COMPRESSOR DIFFUSER
TURBINE STATOR
FRONT
CENTER
COMPRESSOR OUTER
ACTUATOR RINGDIFFUSER VANE
ACT RING TURBINE NOZZLE
LINKAGE ASSY TURB NOZZLE ACT RING
LINKAGE ASSY COMP DIFF VANE ACT RING
SEAL HOUSING COMPRESSOR BEARING
COVER PLATE MAIN SHAFT AFT BEARING
COMPRESSOR INNER
AFT
DIFFUSER VANE ACT MOTOR
SCROLL
COVER PLATE
BRACKET
OIL SUMP
CAN
CASE
END CAP
SPEED REDUCER FRONT HALF
SPEED REDUCER REAR HALF
MATERIAL TYPE COST/LB WEIGHT
TOTAL NUMBER COST
WEIGHT OF PARTS PER
INC
713LC
C355-T6I AL
NOD
NOD
304
304
NOD
304
NOD
304
. IRON
. IRON
SST
SST
. IRON
SST
. IRON
SST
HAST. X
304
142
INC
NOD
NOD
333
333
304
304
SST
AL
713LC
. IRON
. IRON
AL
AL
SST
SST
4340 STEEL
NOD
43
43
43
43
NOD
43
33
NOD
. IRON
AL
AL
AL
AL
. IRON
AL
AL
. IRON
PIC
PIC
CST
CST
CST
CST
CST
CST
CST
PIC
PIC
PIC
DCS
PIC
CST
CST
DCS
DCS
CST
CST
CST
CST
DCS
DCS
DCS
DCS
CST
DCS
DCS
CST
5.50
9.50
0.25
0.30
2.00
2.00
0.30
2.00
0.25
2.00
6.00
2.00
0.45
10.00
0.25
0.20
0.55
0.45
2.00
2.00
0.40
0.30
0.45
0.45
0.45
0.45
0.30
0.45
0.45
0.30
7
2
17
10
3
2
1
1
26
8
4
0
0
0
12
140
10
1
3
0
0
0
0
15
8
6
5
1
1
0
.500
.500
.000
.000
.000
.170
.300
.030
.000
.250
.500
.084
.193
.051
.000
.000
.600
.425
.100
.220
.220
.372
.234
.000
.100
.100
.500
.252
.174
.230
7
2
34
10
3
2
1
2
26
8
4
6
5
5
12
140
10
1
3
0
0
0
0
15
8
6
5
2
2
0
.50
.50
.00 ;
.00
.00
.17
.30
.06 ;
.00
.25
.50
41
23
> 4
3
6
4
0
I 2
6
16
27
.05 72 0
.98 31 0
.10 1 00 0
.00
.00
.60
.42
.10
3
28
5
0
6
.44 2 0
.44 2 0
.37
.23
.00
.10
.10
.50
0
0
.6
3
2
1
.50 2 0
.35 2 0
.46 2 0
PART
.25
.75
.25
.00
.00
.34
.39
.06
.50
.50
.00
.17
.09
.51
.00
.00
.83
.64
.20
.44
.09
.1 1
.1 1
.75
.65
.75
.65
.56
.53
.07
TOTAL
COST
41
23
8
3
6
4
0
4
6
16
27
12
2
51
3
28
5
0
6
0
0
0
0
6
3
2
1
1
1
0
.25
.75
.50
.00
.00
.34
.39
.12
.50
.50
.00
.10
.69
.00
.00
.00
.83
.64
.20
.88
. 18
.1 1
. 1 1
.75
.65
.75
.65
.13
.06
.14
TOTAL WEIGHT = 327.03 LBS. TOTAL COST = $269.19
NUMBER OF PARTS = 237
-------
PAGE I 05/25/72 15:2IEDT
PART NAME
DESCRIPTION
008
050
060
072
099
101
102
1 1 1
GEAR MAIN DRIVE
DRV GEAR ASY TRANSMISSION
DRV GEAR ASSYACCESSORY
SPROCKET CHAINBELT DRV
DRIVE GEAR MAIN OIL PUMP
WORM GEAR
WORM
SPROCKET REGENERATOR DRIVE
Table A-9
Forgings
AUTOMOTIVE GAS TURBINE SELECTION STUDY
PARTS LIST
PD-I ENGINE (SINGLE SHAFT)
MATERIAL
8620 STEEL
8620 STEEL
8620 STEEL
8620 STEEL
8620 STEEL
8620 STEEL
8620 STEEL
8620 STEEL
TYPE
FOR
FOR
FOR
FOR
FOR
FOR
FOR
FOR
COST/LB
0
0
0
0
0.
0
0
0
.30
.30
.30
.30
30
.30
.30
.30
ME I
1 .
7.
5.
0.
GHT
999
200
100
437
0.453
0.
0.
I .
316
481
020
TOTAL
WEIGHT
2.00
7.20
5.10
1 .31
0.45
0.63
0.96
2.04
NUMBER
OF PARTS
1
1
1
3
1
2
2
2
COST
PER
0
2
1
'• 0
0.
0
0
10
PART
.60
. 16
.53
.13
14
.09
.14
.31
TOTAL
COST
0.60
2. 16
1 .53
0.39
0.14
0.19
0.29
0.61
TOTAL WEIGHT = 19.70 LBS. TOTAL COST = $ 5.91
NUMBER OF PARTS = 13
-------
PAG
05/25/72 !5t27EDT
Table A-10
Bar. Tube, & Extrusions
AUTOMOTIVE GAS TURBINE SELECTION STUDY
PARTS LIST
PD-I ENGINE (SINGLE SHAFT)
PART NAME
004 SHAFT
01 OA VALVE
014 SHAFT
015 SPACER
019 BUSHINGS
020 HEX NUT
028 COUPLING
034 NUT
036 LINK
037 TUBE
039 SEAL SING
040 SPACER
049 STRUT
055A LINKAGE ASSY
055B LINKAGE ASSY
056A LINKAGE ASSY
056B LINKAGE ASSY
064 NUT
065 SHAFT
069 SHAFT
070 COUPLING
092 SEAL PLATES
093C SEAL
093D SEAL
094 PLATE
105 THRUST BEAR
106 SLEEVE BEAR
109 COUPLING
DESCRIPTION
MAIN
COMBUSTOR AIR
REGENERATOR
REGENERATOR SHAFT
GRAPHITE REGEN SHAFT
REGENERATOR SHAFT
MAIN SHAFT DRIVE GEAR
COMPRESSOR
COMBUSTOR AIR VALVE
FUEL SUPPLY
MAIN SHAFT
MAIN SHAFT BEARINGS
TURB NOZZLE ACT RING
TURB NOZZLE ACT RING
COMP DIFF VANE ACT RING
COMP DIFF VANE ACT RING
ACCESSORY DRIVE SHAFT
AUXILIARY DRIVE
CHAINBELT
CHAINBELT AUX DRIVE SHAFT
REGENERATOR
REGENERATOR
REGENERATOR
REGENERATOR
SPEED REDUCER
SPEED REDUCER
SPLINED
MATERIAL
4340 STEEL
304 SST
304 SST
304 SST
GRAPHITE
304 SST
4140 STEEL
4340 STEEL
4140 STEEL
1010 STEEL
4340 STEEL
4340 STEEL
HAST. X
304 SST
304 SST
4340 STEEL
4340 STEEL
4140 STEEL
4I40STEEL
4140 STEEL
4140 STEEL
304 SS
304 SS
304 SS
304 SS
BRONZE
BRONZE
4340 STEEL
TYPE
BAR
TUB
BAR
EXT
TUB
BAH
EXT
TUB
BAR
TUB
EXT
EXT
BAR
BAR
BAR
BAR
BAR
BAR
BAR
BAR
TUB
EXT
EXT
EXT
EXT
TUB
TUB
TUB
COST/LB
0.20
0.70
0.62
0.70
0.80
0.62
0.20
0.20
0.20
0.18
0.20
0.20
3.00
0.62
0.62
0.20
0.20
0.20
0.20
0.20
0.20
0.70
0.70
0.70
0.70
0.60
0.60
0.20
WEIGHT
1 .400
0.432
0.626
0.529
0.016
0.035
0.444
0.216
0.260
0.019
0.195
0.628
0.475
0.320
0.520
0.640
0.300
0.052
4.988
1.138
0.253
5.123
1 .280
0.860
4.600
0.126
0.065
0.360
TOTAL
WEIGHT
1 .40
0.43
1 .25
1 .06
0.03
0.07
0.44
0.22
0.26
0.02
0.39
0.63
3.80
0.64
1 .04
1 .28
0.60
0.05
4.99
1.14
0.25
10.25
2.56
1 .72
9.20
0.50
0.52
0.72
NUMBER
OF PARTS
1
1
2
2
2
2
1
1
1
1
2
1
8
2
2
2
2
1
1
1
1
2
2
2
2
4
8
2
COST
PER PART
0.28
0.30
0.39
0.37
0.01
0.02
0.09
0.04
0.05
0.00
0.04
0. 13
1 .42
0.20
0.32
0. 13
0.06
0.01
1 .00
0.23
0.05
3.59
0.90
0.60
3.22
0.08
0.04
0.07
TOTAL
COST
0.28
0.30
0.78
0.74
0.03
0.04
0.09
0.04
0.05
0.00
0.08
0. 13
1 t .40
0.40
0.64
0.26
0. 12
0.01
1 .00
0.23
0.05
7.17
1 .79
1 .20
6.44
0.30
0.31
0.14
TOTAL WEIGHT = 45.46 LBS. TOTAL COST = $ 34.03 NUMBER OF PARTS = 59
-------
PAGE i 05/27/72 12M5EDT
Table A-1I
Sheet & Plate
AUTOMOTIVE GAS TURBINE SELECTION STUDY
PARTS LIST
PD-1 ENGINE (SINGLE SHAFT)
PART NAME
01 OB VALVE
012 PLATE
018 SPROCKET
022 INSUL. SHELL
025 SHELL
026C SHELL
082 AIR FILTER
086 COVER PLATE
087 HOUSING
I 17 SHELL
DESCRIPTION
COMBUSTOR AIR
COMB FWD END-SUP PLENUM
REGENERATOR DRIVE
TURB EXIT®ENUN 25)
TURBINE EXHAUST INNER
TURB INLET EXHAUST OUTER
ASSEMBLY
REGENERATOR DRIVE
REGENERATOR DRIVE
TURBINE NOZZLE INNER
MATERIAL
304 SST
HAST. X
8620 STEEL
304 SST
304 SST
304 SST
1010 STEEL
1010 STEEL
1010 STEEL
304 SST
TYPE
SHT
SHT
SHT
SHT
SHT
SHT
SHT
SHT
SHT
SHT
COST/LB
0.62
3.00
0.30
0.00
0.62
0.62
0.15
0.15
0.15
0.62
WEIGHT
0.432
1 .900
2.202
0.000
2.300
3.250
2.017
0.600
0.900
3.500
TOTAL
WEIGHT
0.43
1 .90
4.40
0.00
2.30
3.25
2.02
1 .20
1 .80
3.50
NUMBER
OF PARTS
1
I
2
1
1
i
1
2
2
1
COST
PER PART
0.27
5.70
0.66
0.00
1 .43
2.02
0.30
0.09
0.13
2.17
TOTAL
COST
0.27
5.70
1 .32
0.00
1.43
2.02
0.30
0. 18
0.27
2.17
TOTAL WEIGHT = 20.80 LBS. TOTAL COST = $ 13.66
NUMBER OF PARTS = 13
-------
PAGE I 06/06/72 I6I04EDT
PART NAME
003 REGENERATOR
ON BEARING
01 7 SEAL
021 SEAL
024 BEARING
032 SNAP RING
033 SEAL
035 SEAL
038 FRIT
044 SNAP RING
045 SNAP RING
046 BEARING
047 WOODRUFF KEY
048 SNAP RING
055D LINKAGE ASSY
055E LINKAGE ASSY
056D LINKAGE ASSY
056E LINKAGE ASSY
057 INSULATION
059 SEAL
061 MOTOR
062 VALVE
063 SHEAVE
066 BEARING
067 SEAL
068 BEARING
071 BEARING
073 SNAP RING
076 SEAL
077 SEAL
08\ MOTOR
083 OIL PUMP
084 COVER
Table A-12
Purchased Parts
AUTOMOTIVE GAS TURBINE SELECTION STUDY
PARTS LIST
PD-I ENGINE (SINGLE SHAFT)
DESCRIPTION
MAIN SHAFT
REGENERATOR SHAFT
REGENERATOR SHAFT
MAIN DRIVE GEAR
COMBUSTOR AIR VALVE
OUTER COMBUSTOR AIR VALVE
INNER COMB. AIR VALVE
COMBUSTOR AND SUPPORTS
REAR MAIN DRIVE GEAR
FRONT MAIN DRIVE GEAR
AUX. SHAFT DRIVE GEAR
SHAFT
MAIN SHAFT OIL SEAL
T.URB NOZZLE ACT RING
TURB NOZZLE ACT RING
COMP DIFF VANE ACT RING
COMP DIFF VANE ACT RING
MAIN BEARING HOUSING
OIL MAIN SHAFT
TURB. NOZZLE VANE ACT.
FUEL SUPPLY
V BELT
AUXILIARY SHAFT
AUXILIARY SHAFT
TRANSMISSION DRIVE GEAR
CHAIN BELT SHAFT
REG.DRIVE SHAFT
TRANS. DRIVE GEAR
OIL DRIVE GEAR FWD.
DIFFUSER VANE ACT.
SCAVENGE
SCAVENGE OIL PUMP
MATERIAL TYPE COST/LB
HEIGHT
TOTAL NUMBER COST
WEIGHT OF PARTS PER PART
CERCOR
_
_
—
_
_
—
_
_
4340 STEEL
4340 STEEL
_
4140 STEEL
4340 STEEL
304 SST
304 SST
4340 STEEL
4340 STEEL
—
_
_
_
NOD. IRON
_
_
_
—
4340 STEEL
—
—
_
NOD. IRON
NOD. IRON
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.20
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
10.000
0.522
0.03J
0.012
0.339
0.014
0.015
0.042
7.000
0.013
0.019
0.339
0.011
0.006
0.000
0.000
0.000
0.000
2.800
0.091
3.000
0.333
0.400
1 .444
0.035
0.745
0.544
0.008
0.094
0.079
3.000
1 .580
0.485
20.00 2 30.00
1.04 2 3.25
0.06 2 0.10
0.02 2 0.10
0.68 2 2.80
0.01
0.02
0.04
7.00
0.01
0.02
0.04
0.10
0.10
19.00
0.04
0.04
0.68 2 2.80
0.01
0.03
0.01 2 0.00
0.00 6 0.01
0.00 2 0.04
0.00 6 0.01
0.00 12 0.04
2.80
0.56
0.18 2 0.10
3.00
0.33
2.00
1 0.50
I .20 3 0.26
2.89 2 2.80
0.07 2 0.10
1.49 2 3.80
1.09 2 2.80
0.02 2 0.04
0.09
0.08
3.00
1 .58
0.48
0.10
0.10
2.00
0.55
0.17
TOTAL
COST
60.00
6.50
0.20
0.20
5.60
0.04
0.10
0.10
19.00
0.04
0.04
5.60
0.03
0.00
0.06
0.08
0.06
0.48
0.56
0.20
2.00
0.50
0.78
5.60
0.20
7.60
5.60
0.08
0.10
0.10
2.00
0.55
0.17
VO
00
-------
PAGE 2 06/06/72 I6»04EDT
Table A-12 (Cont'd.)
AUTOMOTIVE GAS TURBINE SELECTION STUDY
PARTS LIST
PD-I ENGINE (SINGLE SHAFT)
PART NAME
088 SNAP RING
089 CHAIN
090 INSULATION
091 BOLT
096 TUBING SET
097 OIL PUMP
103 CHAINBELT
104 CHAINBELT
107 SEAL
108 SCREW
112 BEARING
113 SEAL
114 WOODRUFF KEY
1 I 5 SCREW
116 SNAP RING
DESCRIPTION
REG.DRIVE SHAFT
REG.DRIVE GEAR
REGENERATOR
OIL SUMP
OIL SUMP SCAVENGE PUMP
MAIN(PLUS FILTER)
SPEED REDUCER
OIL SPEED REDUCER
FILISTER HEAD
REG. DRIVE SPROCKET
OIL REG. DRIVE SPR.
REG. DRIVE SHAFT
AUX. OIL PUMP COVER
TRANS.DRIVE BEARING
MATERIAL
4340
—
—
4140
MILD
—
-
—
—
—
—
—
4340
—
-
STEEL
STEEL
STEEL
STEEL
TYPE
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
COST/LB
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
.00
.00
.20
.00
.00
.00
.00
.00
.00
.00
.00
.00
.00
.00
.00
WEIGHT
0.
1.
to.
0.
2.
3.
0.
0.
0.
0.
0.
0.
0.
0.
0.
020
019
000
000
814
569
664
411
050
007
122
050
000
000
028
TOTAL
WEIGHT
0.04
2.04
10.00
0.00
2.81
3.57
1 .33
0.41
0.20
0.10
0.49
0.10
0.00
0.00
0.06
NUMBER
OF PARTS
2
2
1
2
1
1
2
1
4
14
4
2
2
6
2
COST
PER
0
2
2
0
1
2
2
2
0
0
2
0
0
0
0
PART
.04
.50
.00
.01
.05
.J5
.50
.00
.10
.01
.80
.10
.03
.01
.04
TOTAL
COST
0.08
5.00
2.00
0.02
1 .05
2.15
5.00
2.00
0.40
0.14
I 1.20
0.20
0.06
0.06
0.08
TOTAL WEIGHT = 69.06 LBS. TOTAL COST = $153.61
NUMBER OF PARTS «« I 16
-------
PAGE
05/25/72 I6M8EDT
PART NAME
051 TIP SEAL
052 TIP SEAL
053 TIP SEAL
093A SEAL
093B SEAL
DESCRIPTION
Table A-13
Miscellaneous
AUTOMOTIVE GAS TURBINE SELECTION STUDY
PARTS LIST
PD-1 ENGINE (SINGLE SHAFT)
MATERIAL TYPE COST/LB WEIGHT TOTAL NUMBER COST TOTAL
WEIGHT OF PARTS PER PART COST
COMPRESSOR LABYRINTH
TURBINE LABYRINTH
TURBINE
REGENERATOR
REGENERATOR
1020 STEEL
304 SST
HAST. X
NIO+CA2F
NIO+CA2F
HNC
HNC
HNC
PLA
ARC
19.30
21 .00
134.00
5.50
5.50
0.050
0.050
0.126
0.290
J0.430
0.05
0.05
0.13
0.58
0.86
1
1
1
2
2
0.97
1.05
16.88
1 .59
2.37
0.97
1 .05
16.88
3.19
4.73
TOTAL WEIGHT = 1.67 LBS. TOTAL COST = $ 26.82
NUMBER OF PARTS =
o
o
-------
PAGE 1 05/27/72 12:19EDT
PART NAME
001
012
026B
030
049
053
TURBINE
PLATE
SHELL
VANES
STRUT
TIP SEAL
DESCRIPTION
Table A-1A
Hastelloy X and Inconel 713LC
AUTOMOTIVE GAS TURBINE SELECTION STUDY
PARTS LIST
PD-l ENGINE (SINGLE SHAFT)
MATERIAL
INC 7I3LC
COMB FWD END-SUP PLENUM HAST. X
TURB INLET EXHAUST OUTER HAST. X
TURBINE STATOR INC 713LC
HAST. X
TURBINE HAST. X
YPE
COST/LR
WEIGHT
TOTAL NUMBER
HEIGHT OF PARTS
PIC
SHT
PIC
PIC
BAR
HNC
5.50
3.00
6.00
10.00
3.00
134.00
7.500
1 .900
4.500
0.051
0.475
0.126
7.50
1 .90
4.50
5.10
3.80
0.13
1
1
1
100
8
1
COST
PER PART
41 .25
5.70
27.00
0.51
1 .42
16.88
TOTAL
COST
41 .25
5.70
27.00
51 .00
1 1 .40
16.88
TOTAL WEIGHT = 22.93 LBS. TOTAL COST = $153.23
NUMBER OF PARTS =112
-------
PAGE I 05/26/72 09«03EDT
Table A-15
Steel
AUTOMOTIVE GAS TURBINE SELECTION STUDY
PARTS LIST
PD-I ENGINE (SINGLE SHAFT)
PART NAME
DESCRIPTION
004
008
018
028
034
036
037
039
040
044
045
047
048
050
05 I
056A
056B
056C
056D
056E
060
064
065
069
070
072
073
082
086
087
088
091
096
SHAFT MAIN
GEAR MAIN DRIVE
SPROCKET REGENERATOR DRIVE
COUPLING MAIN SHAFT DRIVE GEAR
NUT COMPRESSOR
LINK COMBUSTOR AIR VALVE
TUBE FUEL SUPPLY
SEAL RING MAIN SHAFT
SPACER MAIN SHAFT BEARINGS
SNAP RING REAR MAIN DRIVE GEAR
SNAP RING FRONT MAIN DRIVE GEAR
WOODRUFF KEY SHAFT
SNAP RING MAIN SHAFT OIL SEAL
DRV GEAR ASY TRANSMISSION
TIP SEAL COMPRESSOR LABYRINTH
LINKAGE ASSY COMP DIFF VANE ACT RING
LINKAGE ASSY COMP DIFF VANE ACT RING
LINKAGE ASSY COMP DIFF VANE ACT RING
LINKAGE ASSY COMP DIFF VANE ACT RING
LINKAGE ASSY COMP DIFF VANE ACT RING
DRV GEAR ASSYACCESSORY
NUT
SHAFT
SHAFT CHAINBELT
CHAINBELT AUX DRIVE SHAFT
CHAINBELT DRV
REG.DRIVE SHAFT
ASSEMBLY
REGENERATOR DRIVE
REGENERATOR DRIVE
REG.DRIVE SHAFT
OIL SUMP
OIL SUMP SCAVENGE PUMP
ACCESSORY DRIVE SHAFT
AUXILIARY DRIVE
COUPLING
SPROCKET
SNAP RING
AIR FILTER
COVER PLATE
HOUSING
SNAP RING
BOLT
TUBING SET
MATERIAL TYPE COST/LB
WEIGHT TOTAL NUMtfER
WEIGHT OF
4340
3620
8620
4140
4340
4 140
1010
4340
4340
4340
4340
4140
4340
8620
1020
4340
4340
4340
4340
4340
8620
4140
STEEL
STEEL
STEEL
STEEL
STEEL
STEEL
STEEL
STEEL
STEEL
STEEL
STEEL
STEEL
STEEL
STEEL
STEEL
STEEL
STEEL
STEEL
STEEL
STEEL
STEEL
STEEL
4140STEEL
4140
4140
8620
4340
1010
1010
1010
4340
4140
MILD
STEEL
STEEL
STEEL
STEEL
STEEL
STEEL
STEEL
STEEL
STEEL
STEEL
BAR
FOR
SHT
EXT
TUB
BAR
TUB
EXT
EXT
PUR
PUR
PUR
PUR
FOR
HNC
BAR
BAR
CST
PUR
PUR
FOR
BAR
BAR
BAR
TUB
FOR
PUR
SHT
SHT
SHT
PUR
PUR
PUR
0.20
0.30
0.30
0.20
0.20
0.20
0.18
0.20
0.20
0.00
0.00
0.00
0.00
0.30
19.30
0.20
0.20
0.40
0.00
0.00
0.30
0.20
0.20
0.20
0.20
0.30
0.00
0. 15
0.15
0.15
0.00
0.00
0.00
1 .
1 .
2.
0.
0.
0.
0.
0.
0.
0.
0.
0.
0.
7.
0.
0.
0.
0.
0.
0.
5.
0.
4.
1 .
0.
0.
0.
2.
0.
0.
0.
0.
2.
400
999
202
444
216
260
019
195
628
013
019
01 1
006
200
050
640
300
220
000
000
100
052
988
138
253
437
008
017
600
900
020
000
814
1 .40
2.00
4.40
0.44
0.22
0.26
0.02
0.39
0.63
0.01
0.02
0.01
0.01
7 .20
0.05
1 .28
0.60
0.44
0.00
0.00
5.10
0.05
4.99
1 .14
0.25
1 .31
0.02
2.02
1 .20
1 .80
0.04
0.00
2.81
PARTS
!
2
1
2
I
1
1
2
1
2
2
2
6
12
3
2
2
2
2
2
1
CUST
PER
0.
0.
0.
0.
0.
0.
0.
0.
0.
0.
0.
0.
0.
2 .
0.
0.
0.
0.
0.
0.
1 .
0.
1 .
0.
0.
0.
0.
0.
0.
0.
0.
0.
1 .
PART
28
60
66
09
04
05
00
04
13
04
04
03
00
16
97
13
06
09
01
04
53
01
00
23
05
13
04
30
09
13
04
01
05
TOTAL
COST
0
0
1
0
0
0
0
0
0
0
0
0
0
2
0
0
0
0
0
0
1
0
1
0
0
0
0
0
0
0
0
0
1
.28
.60
.32
.09
.04
.05
.00
.08
. 13
.04
.04
.03
.00
. 16
.97
.26
. 12
. 18
.06
.48
.53
.01
.00
.23
.05
.39
.08
.30
. 18
.27
.08
.02
.05
Ul
o
ro
-------
PAGE 2 05/26/72 09»03EDT
Table A-15 (Cont'd.)
PART NAME
099
101
102
109
I I I
DRIVE GEAR
rtORM GEAR
WORM
COUPLING
SPROCKET
AUTOMOTIVE GAS TURBINE SELECTION STUDY
PARTS LIST
PD-! ENGINE (SINGLE SHAFT)
DESCRIPTION
MAIN OIL PUMP
SPLINED
REGENERATOR DRIVE
114 WOODRUFF KEY REG. DRIVE SHAFT
MATERIAL
TYPE COST/LB
WEIGHT
TOTAL NUMBER
HEIGHT OF
8620
8620
8620
4340
3620
4340
STEEL
STEEL
STEEL
STEEL
STEEL
STEEL
•FOR
FOR
FOR
TUB
FOR
PUR
0.30
0.30
0.30
0.20
0.30
0.00
0
0
0
0
1
0
.453
.316
.481
.360
.020
.000
0
0
0
0
2
0
.45
.63
.96
.72
.04
.00
PARTS
1
2
2
2
2
2
COST
PER
0
0
0
0
0
0
PART
. 14
.09
.14
.07
.31
.03
TOTAL
COST
0.14
0. 19
0.29
0. 14
0.61
0.06
TOTAL WEIGHT = 44.92 LBS. TOTAL COST = $ 13.54
NUMBER OF PARTS = 73
o
OJ
-------
PAGE I 05/26/72 08»56EDT
Table A-16
Nodular Iron
AUTOMOTIVE GAS TURBINE SELECTION
PARTS LIST
PD-I ENGINE (SINGLE SHAFT)
STUDY
PART NAME
005 COVER PLATE
006 COVER PLATE
013 SUPPORT
023 HOUSING
03 I COVER PLATE
041 SUP FRAME
058 SEAL HOUSING
063 SHEAVE
083 OIL PUMP
084 COVER
095 OIL SUMP
I 10 END CAP
DESCRIPTION
REGENERATOR
TOP
MAIN BEARING
MAIN BEARING
FRONT
CENTER
COMPRESSOR BEARING
V BELT
SCAVENGE
SCAVENGE OIL PUMP
MATERIAL
NOD.
NOD.
NOD.
NOD.
NOD.
NOD.
NOD.
NOD.
NOD.
NOD.
NOD.
NOD.
IRON
IRON
IRON
IRON
IRON
IRON
IRON
IRON
IRON
IRON
IRON
IRON
TYPE COST/LB WEIGHT
CST
CST
CST
CST
CST
CST
CST
PUR
PUR
PUR
CST
CST
0.25
0.30
0.30
0.25
0.25
0.20
0.30
0.00
0.00
0.00
0.30
0.30
17
10
1
26
12
140
0
0
1
0
5
0
.000
.OOO
.300
.000
.000
.OOO
.372
.400
.580
.485
.500
.230
TOTAL NUMBER COST
HEIGHT OF PARTS PER PART
34
10
1
26
12
140
0
1
1
0
D
0
.00 2 4
.00
.30
.00
.00
.00
.37
.20
.58
.48
.50
3
0
6
3
28
0
3 0
0
0
1
.46 2 0
.25
.00
.39
.50
.00
.00
.1 1
.26
.55
.17
.65
.07
TOTAL
COST
8
3
0
6
3
28
0
0
0
0
1
0
.50
.00
.39
.50
.00
.00
. 1 1
.78
.55
.17
.65
. 14
TOTAL WEIGHT = 232.90 LBS. TOTAL COST = $ 52.79
NUMBER OF PARTS = 16
-------
PAGE
05/27/72 I2:24EDT
Table A-17
304 Stainless Steel
AUTOMOTIVE GAS TURBINE SELECTION STUDY
PARTS LIST
PD-I ENGINE (SINGLE SHAFT)
PART
NAME
DESCRIPTION
MATERIAL
TYPE
COST/LB
HEIGHT
TOTAL NUMBER
WEIGHT OF PARTS
007
009
OIOA
01 OB
014
015
016
020
022
025
026A
026C
027
052
054
055A
055B
055C
055D
055E
1 17
FLANGE
FLANGE
VALVE
VALVE
SHAFT
SPACER
HOUSING
HEX NUT
INSUL. SHELL
SHELL
SHELL
SHELL
LINK
TIP SEAL
ACT RING
LINKAGE ASSY
LINKAGE ASSY
LINKAGE ASSY
LINKAGE ASSY
LINKAGE ASSY
SHELL
TURBINE INLET REGENERATOR
AFT INNER COMBUST SUPPORT
COM3USTOR AIR
COM3USTOR AIR
REGENERATOR
REGENERATOR SHAFT
REGENERATOR SHAFT
REGENERATOR SHAFT
TURB EXIT®ENUN 25)
TURBINE EXHAUST INNER
TURB INLET EXHAUST OUTER
TURB INLET EXHAUST OUTER
NOZZLE VANE ACTUATOR
TURBINE LABYRINTH
TURBINE NOZZLE
TURB NOZZLE ACT RING
TURB NOZZLE ACT RING
TURB NOZZLE ACT RING
TURB NOZZLE ACT RING
TURB NOZZLE ACT RING
TURBINE NOZZLE INNER
304
304
304
304
304
304
304
304
304
304
304
304
304
304
304
304
304
304
304
304
304
SST
SST
SST
SST
SST
SST
SST
SST
SST
SST
SST
SST
SST
SST
SST
SST
SST
SST
SST
SST
SST
CST
CST
TUB
SHT
BAR
EXT
CST
BAR
SHT
SHT
PIC
SHT
PIC
HNC
CST
BAR
BAR
CST
PUR
PUR
SHT
2.00
2.00
0.70
0.62
0.62
0.70
2.00
0.62
0.00
0.62
2.00
0.62
2.00
21 .00
2.00
0.62
0.62
2.00
0.00
0.00
0.62
3.000
2. 170
30.432
0.432
0.626
0.529
1 .030
0.035
0.000
2.300
8.250
3.250
0.084
0.050
3. 100
0.320
0.520
0.220
0.000
0.000
3.500
3. GO
2.17
0.43
0.43
1 .25
1 .06
2.06
0.07
0.00
2.30
8.25
3.25
6.05
0,05
3.10
0.64
1 .04
0.44
0.00
0.00
3.50
1
1
1
1
2
2
2
2
72
2
2
2
6
2
1
COST
PER PART
6.00
4.34
0.30
0.27
0.39
0.37
2.06
0.02
0.00
1 .43
16.50
2.02
0.17
1 .05
6.20
0.20
0.32
0.44
0.01
0.04
2.17
TOTAL
COST
6.00
4.34
0.30
0.27
0.78
0.74
4.12
0.04
0.00
1 .43
16.50
2.02
12.10
1 .05
6.20
0.40
0.64
0.88
0.06
0.08
2. 17
TOTAL WEIGHT = 39.09 LBS. TOTAL COST = S 60.11
NUMBER OF PARTS = 105
u>
o
-------
PAGE I 06/06/72 16i22EDT
PART NAME
DESCRIPTION
Table A-18
Alvmlnum
AUTOMOTIVE GAS TURBINE SELECTION STUDY
PARTS LIST
PD-1 ENGINE (SINGLE SHAFT)
MATERIAL TYPE COST/LB HEIGHT TOTAL
WEIGHT
002 COMPRESSOR
029 VANES COMPRESSOR DIFFUSER
042 SCROLL COMPRESSOR OUTER
043 ACTUATOR RINGDIFFUSER VANE
075 COVER PLATE MAIN SHAFT AFT BEARING
078 SCROLL COMPRESSOR INNER
079 COVER PLATE AFT
085 BRACKET DIFFUSER VANE ACT MOTOR
098 CAN SPEED REDUCER FRONT HALF
100 CASE SPEED REDUCER REAR HALF
C355-T61
142 AL
333 AL
333 AL
43 AL
43 AL
43 AL
43 AL
43 AL
33 AL
AL PIC
DCS
DCS
DCS
DCS
DCS
DCS
DCS
DCS
DCS
9.50
0.45
0.55
0.45
0.45
0.45
0.45
0.45
0.45
0.45
2.500
0. 193
10.600
1 .425
0.234
15.000
8. 100
6. 100
1 .252
1 . 174
2.50
5.98
10.60
1 .42
0.23
15.00
8.10
6.10
2.50
2.35
Bi
AF
3
ER COST
?TS PER PART
23.75
0.09
5.83
0.64
O.I 1
6.75
3.65
2.75
> 0.56
> 0.53
TOTAL
COST
23.75
2.69
5.83
0.64
0.1 1
6.75
3.65
2.75
1.13
1 .06
TOTAL WEIGHT = 54.79 LBS. TOTAL COST = $ 48.34
NUMBER OF PARTS = 42
u>
o
-------
PAGE I 06/06/72 16*MEOT
Table A-19
Precision Investment Castings
AUTOMOTIVE GAS TURBINE SELECTION STUDY
PARTS LIST
PD-1 ENGINE (SINGLE SHAFT)
PART NAME
001 TURBINE
002 COMPRESSOR
026A SHELL
026B SHELL
027 LINK
030 VANES
DESCRIPTION
TURB INLET EXHAUST OUTER
TURB INLET EXHAUST OUTER
NOZZLE VANE ACTUATOR
TURBINE 5TATOR
MATERIAL TYPE COST/LB
WEIGHT
TOTAL NUMBER
WEIGHT OF PARTS
INC 7I3LC
C355-T61 AL
304 SST
HAST. X
304 SST
INC 713LC
PIC
PIC
PIC
PIC
PIC
PIC
5.50
9.50
2.00
6.00
2.00
10.00
7.
2.
8.
4.
0.
0.
500
500
250
500
084
051
7
2
8
4
6
5
.50
.50
.25
.50
.05
.10
1
1
1
1
72
100
COST
PER
41
23
16
27
0
0
PART
.25
.75
.50
.00
.17
.51
TOTAL
COST
41
23
16
27
12
51
.25
.75
.50
.00
.10
.00
TOTAL WEIGHT = 33.90 LBS. TOTAL COST = SI 71.60
NUMBER OF PARTS = 176
-------
Balloon Drawings and Parts Lists, PP-2 Engine - Figures A-4 thru
A-7 (Dwg. 221R909) correspond, but are not exactly the same as, Dwg.
221R911. The ballooned numbers identify the parts in the detailed lists.
Table A-20 lists the detailed parts lists in the same fashion as
was done for the PD-1 engine.
308
-------
to
O
SO
Figure A-4. PD-2 Engine Drawing With Part Numbers. Plan View.
-------
Figure A-5. PD-2 Engine Drawing With Part Numbers. Sections AA and DD.
-------
VIEW-nans
Figure A-6. PD-2 Engine Drawing With Part Numbers. View
BB.
311
-------
SECTION-
Figure A-7. PD-2 Engine Drawing With Part Numbers. Section CC
312
-------
Table A-20
Free Turbine Engine,
Item
Complete Parts List
Castings
Forgings
Bar, Tube & Extrusions
Sheet & Plate
Purchased Parts
Miscellaneous
Hastelloy X and Inconel 713LC
Steel
Nodular Iron
304 Stainless Steel
Aluminum
Precision Investment Castings
Parts Breakdown, PD-2
Table No.
A-21
A-22
'A- 2 3
A-24
A- 25
A-26
A-27
A- 28
A- 29
A- 30
A- 31
A- 32
A-33
Weight (Lbs.)
425.18
259.78
9.34
5.82
66.50
83.33
0.40
.10.71
30.34
175.63
102.56
0.29
4.29
Cost ($)
432.32
251.46
2.80
5.56
39.47
122.64
10.39
98.06
7.27
47.06
137.69
0.30
20.20
313
-------
PAGE I 06/07/72 08t25EDT
PART NAME
DESCRIPTION
Table A-21
Complete Parts List
AUTOMOTIVE GAS TURBINE SELECTION STUDY
PARTS LIST
PD-2 ENGINE (FREE TURBINE)
MATERIAL TYPE COST/LB WEIGHT TOTAL
WEIGHT
OO1
OO2
OO3
004
005
006
007
008
009
0)0
01 1
012
013
014
015
016
017
0)8
020
02)
022
023
024
025
026
027
028
029
030
031
032
033
034
BULLETNOSE
PIN
NUT
SHAFT
COMPRESSOR
WOODRUFF KEY
SEAL RING
GEAR
TURBINE
GEAR
SNAP RING
BEARING
GEAR SHAFT
GEAR
SNAP RING
GEAR
SNAP RING
SNAP RING
SEAL
SNAP RING
TURBINE
SHAFT
SEAL RING
BEARING
SPACER
RETAINER
GEAR
WOODRUFF KEY
NUT
GEAR ASSY
SNAP RING
SNAP RING
GEAR ASSY
COMPRESSOR
COMP BULLETNOSE
COMPRESSOR
GAS GENERATOR
—
COMPRESSOR
COMPRESSOR
GAS GEN SHAFT
GAS GEN
STARTER GAS GEN
STARTER GAS GEN GEAR
STARTER GAS GEN GEAR
STARTER GAS GEN
STARTER GAS GEN
STARTER GAS GEN GEAR
STARTER
STARTER GEAR
STARTER SHAFT BEARING
STARTER SHAFT
STARTER SHAFT SEAL
POWER
POWER TURBINE
POWER TURBINE SHAFT
POWER TURBINE SHAFT
355 AL
4140 STEEL
4140 STEEL
4340 STEEL
410 SST
4140 STEEL
4140 STEEL
8620 STEEL
INC 713LC
8620 STEEL
SHAFT-
SHAFT-
4340 STEEL
8620 STEEL
—
8620 STEEL
—
—
—
—
CMR-60
4340 STEEL
4140 STEEL
—
POWER TURB SHAFT BEARING 4140 STEEL
AFT POWER TURB SHAFT
POWER TURB DRIVE
POWER TURB DRIVE GEAR
POWER TURBINE SHAFT
REDUCTION
FRONT RED GEAR BEAR
REAR RED GEAR BEAR
ACCESSORY DRIVE
BEAR 4140 STEEL
8620 STEEL
—
4140 STEEL
8620 STEEL
—
_
8620 STEEL
CST
PUR
BAR
BAR
CST
PUR
BAR
FOR
PIC
FOR
PUR
PUR
BAR
FOR
PUR
FOR
PUR
PUR
PUR
PUR
PIC
BAR
BAR
PUR
TUB
BAR
FOR
PUR
BAR
FOR
PUR
PUR
FOR
0.45
0.00
0.20
0.20
2.00
0.00
0.20
0.30
6.50
0.30
0.00
0.00
0.20
0.30
0.00
0.30
0.00
0.00
0.00
0.00
2.77
0.20
0.20
0.00
0.20
0.20
0.30
0.00
0.20
0.30
0.00
0.00
0.30
0. 149
0.004
0.089
1.372
3.467
0.01 1
0.050
0. 153
2.230
0.300
0.006
0. 122
0.340
0.052
0.003
0.205
0.003
0.005
0.058
0.012
2.06)
1 .257
0.070
0.280
0.893
0.052
0.122
0.001
0.027
2.680
0.01 1
0.008
4.230
0.15
0.00
0.09
1 .37
3.47
0.01
0.05
0.15
2.23
0.30
0.02
0.49
0.34
0.05
0.00
0.21
0.00
0.01
0.06
0.01
2.06
1 .26
0.07
1 .12
0.89
0.05
0.12
0.00
0.03
2.68
0.01
0.01
4.23
ER
RTS
3
4
2
.
COST
PER PART
0.07
0.01
0.02
0.27
6.93
0.03
0.01
0.05
14.50
0.09
0.04
2.80
0.07
0.02
0.04
0.06
0.04
0.04
0.10
0.04
5.71
0.25
0.01
2.80
0.18
0.01
0.04
0.03
0.01
0.80
0.04
0.04
1 .27
TOTAL
COST
0.07
0.01
0.02
0.27
6.93
0.03
0.01
0.05
14.50
0.09
0.12
1 1 .20
0.07
0.02
0.04
0.06
0.04
0.08
0.10
0.04
5.71
0.25
0.01
1 1 .20
0.18
0.01
0.04
0.03
0.0)
0.80
0.04
0.04
1 .27
UJ
I--
.c-
-------
PAGE 2 06/07/72 08i26EDT
Table A-21 (Cont'd.)
AUTOMOTIVE GAS TURBINE SELECTION STUDY
PARTS LIST
PD-2 ENGINE (FREE TURBINE)
PART
035
036
037
038
039
040
041
042
043
044
045
046
047
048
049
050
051
052
053
054
055
056
057
058
059A
059B
059C
060
061
062
063
064
065
NAME
BEARING
SNAP RING
SNAP RING
SEAL
SHEAVE
BEARING
SPACER
OIL SEAL
RETAINER
SCREW
HOUSING
INSULATION
0 RING
DIFFUSER
INSULATION
COVER PLATE
SCREW
GASKET
NUT
HOUSING
INSULATION
OUTER SHELL
CAP
COVER
RECUPERATOR
RECUPERATOR
RECUPERATOR
DOWEL PIN
0 RING
INSULATION
LINEK
HOUSING
SEAL
DESCRIPTION
ACCESSORY DRIVE GEAR
ACCESSORY DRIVE GEAR
-
ACCESSORY DRIVE GEAR
V BELT
THRUST PNR GEN SHAFT
MATER
_
—
-
SHAFT-
NOD.
—
GAS GEN GEAR SHAFT BRGS 4140
FRONT GAS GEN SHAFT
GAS GEN SHAFT FNT OIL
—
BEARING
-
COMP DIFFUSER
COMPRESSOR
—
FRONT
-
-
-
BEARING GAS GEN
-
COMBUSTOR
FUEL INJECTOR
RECUPERATOR TOP
(SHELL)
(EXHAUST PIPE)
(CORE)
-
-
-
COMBUSTOR
BEARING
METALLIC
—
SEAL4140
_
NOD.
—
—
NOD.
—
NOD.
_
PAPER
—
NOD.
—
IAL
IRON
STEEL
STEEL
IRON
IRON
IRON
IRON
304 SST
HAST.
NOD.
X
IRON
304 SST
AL. STEEL
CERVIT
—
-
—
HAST.
NOD.
HS-25
X
IRON
TYPE
PUR
PUR
PUR
PUR
PUR
PUR
TUB
PUR
BAR
PUR
PUR
PUR
PUR
CST
PUR
CST
PUR
PUR
PUR
CST
PUR
CST
CST
CST
SHT
SHT
PUR
PUR
PUR
PUR
EXT
PUR
PUR
COST/LB
0.00
0.00
0.00
0.00
O.OO
0.00
0.20
0.00
0.20
0.00
.0.00
0.20
0.00
0.30
0.20
0.25
0.00
0.00
0.00
0.25
0.20
2.00
10.00
0.30
0.70
0.20
0.00
0.00
0.00
0.20
3.50
0.00
0.00
WEIGHT
0.339
0.012
0.012
0.026
0.477
0.113
0. 170
0.106
0. 141
0.006
0.745
1 .045
0.068
8.726
1 .576
18.985
0.006
0.081
0.006
41 .384
2.090
7.213
0. 195
7.533
26. 172
7.080
21 .728
0.002
0. 104
4.440
0.751
1 .549
0.053
TOTAL
WEIGHT
0.68
0.01
0.04
0.03
1 .43
0.1 1
0.17
O.I 1
0.14
0.05
0.74
1 .05
0.14
8.73
1 .58
18.98
0.07
0.08
0.07
41 .38
2.09
7.21
0.20
15.07
52.34
14.16
43.46
0.00
0.10
4.44
0.75
1 .55
0.05
NUMBER
OF PARTS
2
1
3
1
3
1
1
1
1
8
1
I
2
1
1
1
12
1
12
1
1
1
1
2
2
2
2
1
COST
PER PART
2.80
0.04
0.04
0.10
0.26
2.00
0,03
0.10
0.03
O.01
0.50
0.21
0.03
2.62
0.32
4.75
0.01
0.10
0.01
10.35
0.42
14.43
1 .95
2.26
18.32
1 .42
30.00
0.01
0.03
0.89
2.63
0.50
0.25
TOTAL
COST
5.60
0.04
0.12
0.10
0.78
2.00
0.03
0.10
0.03
0.08
0.50
0.21
0.06
2.62
0.32
4.75
0. 12
0.10
0. 12
10.35
0.42
14.43
1 .95
4.52
36.64
2.83
60.00
0.01
0.03
0.89
2.63
0.50
0.25
OJ
M
Ul
-------
PAGE 3 06/07/72 osi26EDT
Table A-21 (Cont'd.)
AUTOMOTIVE GAS TURBINE SELECTION STUDY
PARTS LIST
PD-2 ENGINE (FREE TURBINE)
PART NAME
DESCRIPTION
066 RING SEAL
067 TIP SEAL
068 CASING
069 BEARING
070 OIL SEAL
071 SNAP RING
072 SCREW
073 RING SEAL
074 OIL SEAL
075 TIP SEAL
076 GASKET
077 BOLT
078 NUT
079 SCREW
080A NOZ. HOUSING
080B NOZ. HOUSING
081 INSULATION
082 CASING
083 RING SEAL
084 NOZZLE VANE
085 BOLTS
086 INSULATION
087 HOUSING
088 OIL PUMP
089 COVER
090 BOLTS
091 WOODRUFF KEY
092 SNAP RING
093 SNAP RING
094 BEARING
095 DRIVE SHAFT
096 BOLT
097 COVER
GAS GEN TURBINE
GAS GEN TURBINE
TURBINE INNER
REAR GAS GEN
GAS GEN TURBINE
GAS GEN TURB OIL SEAL
POWER TURBINE
POWER TURBINE
POWER TURBINE
SEAL
GAS GEN TURBINE
GAS GEN TURBINE
OUTER
GAS GEN NOZZLE HOUSING
POWER TURBINE
POWER TURB BEAR HOUSING
BEARING POWER TURBINE
OIL PUMP
OIL PUMP DRIVE SHAFT
OIL PUMP BEAR OUTER
OIL PUMP BEAR INNER
OIL PUMP
OIL PUMP
REDUCTION GEAR BEARING
MATERIAL
HS-25
HAST. X
304 SST
-
-
-
-
302 SST
-
304 SST
PAPER
304 SST
304 SST
304 SST
HAST. X
HAST. X
—
B50TI3
HS-25
CRM-60
4140 STEEL
—
NOD. IRON
—
NOD. IRON
—
—
—
—
-
4140 STEEL
—
NOD. IRON
TYPE
PUR
HNC
CST
PUR
PUR
PUR
PUR
PUR
PUR
HNC
PUR
PUR
PUR
PUR
CST
EXT
PUR
CST
—
CST
PUR
PUR
CST
PUR
CST
PUR
PUR
PUR
PUR
PUR
FOR
PUR
CST
COST/LB
0.00
70.80
2.00
0.00
0.00
0.00
0.00
0.00
0.00
10.00
0.00
0.00
0.00
0.00
10.00
3.50
0.20
0.30
0.00
2.77
0.00
0.20
0.25
0.00
0.30
0.00
0.00
0.00
0.00
0.00
0.30
0.00
0.30
WEIGHT
0.028
0.122
2.891
0.196
0.204
0.017
0.003
0.023
0.076
0.130
0.039
0.034
0.004
0.004
6.832
0.580
4.739
22 . 350
0.048
0.029
0.007
3.890
28.776
1 .269
0.517
0.002
0.001
0.018
0.009
0.339
1 .596
0.002
0.430
TOTAL
WEIGHT
0.08
0.12
2.89
0.20
0.20
0.02
0.02
0.07
0.08
0.13
0.04
0.27
0.05
0.05
6.83
0.58
4.74
22.35
0.14
1 .04
0.21
3.89
28.78
1 .27
0.52
0.02
0.00
0.02
0.02
0.68
1 .60
0.05
0.43
NUMBER
OF PARTS
3
8
3
1
1
1
8
12
12
1
1
1
)
3
36
30
8
2
2
1
24
1
COST
PER PART
0.15
8.64
5.78
2.00
0.10
0.04
0.01
0.10
0.10
1 .30
0.10
0.01
0.01
0.01
68.32
2.03
0.95
6.70
0.15
0.08
0.01
0.78
7.19
2.15
0.16
0.01
0.03
0.04
0.04
2.80
0.48
0.01
0.13
TOTAL
COST
0.45
8.64
5.78
2.00
0.10
0.04
0.08
0.30
0.10
1 .30
0. 10
0.08
0. 12
0.12
68.32
2.03
0.95
6.70
0.45
2.89
0.30
0.78
7.19
2.15
0.16
0.08
0.03
0.04
0.08
5.60
0.48
0.24
0.13
-------
PAGE 4 06/07/12 08i26EDT
Table A-21 (Cont'd.)
AUTOMOTIVE GAS TURBINE SELECTION STUDY
PARTS LIST
PD-2 ENGINE (FREE TURBINE)
PART
098
099
100
101
102
103
104
105
106
107
108
109
1 10
III
1 12
1 13
1 14
115
1 16
1 17
1 18
1 19
120
121
122
123
124
125
126
127
128
129
130
NAME
COVER
BOLT
COVER
DESCRIPTION
GEAR BOX
—
ACC DRV SHAFT REAR BEAR
ACTUATOR LINKPOWER TURB NOZZLE
ACTUATOR RINGPOWER TURB NOZZLE
CASING
INSULATION
NUT
HOUSING
BOLT
SCROLL
NUT
SCREW
RING SEAL
STRUT
SNAP RING
0 RING
COVER
OIL SEAL
LOCK WASHER
NUT
FLANGE
MARMAN CLAMP
SEAL RING
POWER TURB OUTER
-
—
EXHAUST SCROLL RING SEAL
—
EXHAUST
-
-
EXHAUST SCROLL
TURBINE EXHAUST
POWER TURB REAR BRG
OIL PUMP
OIL PUMP SHAFT REAR BRG
OIL PUMP SHAFT REAR BRG
OIL PUMP SHAFT
OIL PUMP SHAFT
MARMAN
-
MARMAN FLANGE
MATERIAL
NOD. IRON
—
NOD. IRON
304 SST
304 SST
304 SST
—
_
NOD. IRON
304 SST
304 SST
304 SST
304 SST
INC. X
304 SST
—
NEOPRENE
NOD. IRON
-
—
-
—
-
-
TYPE
CST
PUR
CST
CST
CST
CST
PUR
PUR
CST
PUR
CST
PUR
PUR
PUR
CST
PUR
PUR
CST
PUR
PUR
PUR
-
PUR
PUR
MARMAN FLANGE-
0 RING
BOLT
0 RING
COVER
OIL PUMP
COVER
SCREWS
WOODRUFF KEY
-
-
-
BOTTOM RECUP
SCAVENGE
SCAVENGE OIL PUMP
-
SCAVENGE OIL PUMP SHAFT
NEOPRENE
-
NEOPRENE
NOD. IRON
-
NOD. IRON
—
-
PUR
PUR
PUR
CST
PUR
CST
PUR
PUR
COST/LB
0.25
0.00
0.30
2.00
2.00
2.00
0.20
0.00
0.30
0.00
2.00
0.00
.0.00
0.00
2.00
0.00
0.00
0.30
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.30
0.00
0.30
0.00
0.00
WEIGHT
36.632
0.017
1 .217
0.049
2.240
1 1 .481
1 .125
0.012
3.833
0.012
21 .702
0.003
0.003
0.059
0.191
0.022
0.016
1 .217
0.018
0.007
0.022
0.000
0.457
0.023
0.000
0.212
0.049
0.003
7.533
0.255
0.051
0.001
0.000
TOTAL
WEIGHT
36.63
0.41
1 .22
1 .76
2.24
1 1 .48
1 .13
0.10
3.83
0.10
21 .70
0.04
0.04
0.18
0.76
0.02
0.03
1 .22
0.02
0.01
0.02
0.00
0.46
0.02
0.00
0.21
1.18
0.00
15.07
0.25
0.05
0.01
0.00
NUMBER
OF PARTS
1
24
1
36
1
1
1
8
1
8
1
12
12
3
4
1
2
1
1
1
1
0
1
1
0
1
24
1
2
1
1
8
1
COST
PER PART
9.16
0.01
0.37
0.10
4.48
22.96
0.22
0.01
1 .15
0.01
43.40
0.01
0.01
0.20
0.38
0.04
0.03
0.37
0.10
0.04
O.OJ
0.00
1 .00
0.10
0.00
0.03
O.OJ
0.03
2.26
0.55
0.02
0.01
0.03
TOTAL
COST
9
0
0
3
4
22
0
0
1
0
43
0
0
0
1
0
0
0
0
0
0
0
1
0
0
0
0
0
4
0
0
0
0
.16
.24
.37
.53
.48
.96
.22
.08
.15
.08
.40
.12
.12
.60
.53
.04
.06
.37
.1.0
.04
.01
.00
.00
. 10
.00
.03
.24
.03
.52
.55
.02
.08
.03
-------
PAGE 5 06/07/72 08i26EDT
PART NAME
DESCRIPTION
Table A-21 (Cont'd.)
AUTOMOTIVE GAS TURBINE SELECTION STUDY
PARTS LIST
PD-2 ENGINE (FREE TURBINE)
MATERIAL TYPE COST/LB WEIGHT TOTAL NUMBER
WEIGHT OF PARTS
131
132
134
135
137
138
139
140
141
142
143
144
145
147
148
149
150
151
152
153
154
GASKET
WARM AN CLAMP
LOCK WASHER
SCREW
ACTUATOR
SCREW
0 RING
0 RING
BRACKET
BOLT
BRACKET
NUT
SCREW
TUBE
MARMAN CLAMP
GASKET
FITTING
TUBE
BUSHING
-
_
-
—
-
-
_
_
—
—
-
—
SOC HEAD
STRUT
—
—
TUBE
1/4 IN 00
ADAPTER
ELBOW FITTING-
LOCK WASHER
-
-
-
-
_
-
-
NEOPRENE
NEOPRENE
101 0 STEEL
_
1010 STEEL
_
—
304 SST
_
—
AL
AL
AL
AL
-
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
CST
PUR
—
PUR
EXT
PUR
PUR
PUR
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
2.00
0.00
0.00
0.00
0.40
0.00
0.00
0.00
0.023
0.274
0.001
0.010
1 .524
0.0.08
0.005
0.002
0.509
0.006
0.569
0.008
0. 106
0.375
0.231
0.000
0.009
0.028
0.035
0.019
0.008
0.05
0.55
0.05
0.60
3.05
0.06
0.01
0.00
1 .02
0.05
1 .14
0.06
0.32
1 .50
0.46
0.00
0.03
0.03
0.07
0.02
0.01
2
2
60
60
2
8
2
2
2
8
2
8
3
4
2
2
3
I
2
1
1
0.10
1 .00
O.OJ
0.01
2.00
0.01
0.03
0.03
0.10
O.OJ
0.10
0.01
0.01
0.75
1 .00
0.00
0.05
0.01
0.01
0.05
0.01
0.20
2.00
0.30
0.30
4.00
0.08
0.06
0.06
0.20
0.08
0.20
0.08
0.03
3.00
2.00
0.00
0. 15
0.01
0.02
0.05
0.01
TOTAL WEIGHT = 425.18 LBS. TOTAL COST = $432.32
NUMBER OF PARTS = 624
-------
PAGE 1 06/06/72 17t25EDT
Table A-2 2
Castings
AUTOMOTIVE GAS TURBINE SELECTION STUDY
PARTS LIST
PD-2 ENGINE (FREE TURBINE)
PART
NAME
DESCRIPTION
MATERIAL
TYPE COST/LB
WEIGHT
TOTAL NUMBER COST
WEIGHT OF PARTS PER PART
001
005
009
022
048
050
054
056
057
058
068
080A
082
084
087
089
097
098
100
101
102
103
106
108
1 12
1 15
126
128
147
BULLETNOSE
COMPRESSOR
TURBINE
TURBINE
DIFFUSER
COVER PLATE
HOUSING
OUTER SHELL
CAP
COVER
CASING
NOZ. HOUSING
CASING
NOZZLE VANE
HOUSING
COVER
COVER
COVER
COVER
COMPRESSOR
—
GAS GEN
POWER
COMPRESSOR
FRONT
BEARING GAS GEN
COMBUSTOR
FUEL INJECTOR
RECUPERATOR TOP
TURBINE INNER
GAS GEN TURBINE
OUTER
POWER TURBINE
BEARING POWER TURBINE
OIL PUMP
REDUCTION GEAR BEARING
GEAR BOX
ACC DRV SHAFT REAR BEAR
ACTUATOR LINKPOWER TURB NOZZLE
ACTUATOR RINGPOHER TURB NOZZLE
CASING
HOUSING
SCROLL
STRUT
COVER
COVER
COVER
TUBE
POWER TURB OUTER
EXHAUST SCROLL RING SEAL
EXHAUST
TURBINE EXHAUST
OIL PUMP SHAFT REAR BRG
BOTTOM RECUP
SCAVENGE OIL PUMP
STRUT
355 AL
410 SST
INC 7I3LC
CMR-60
NOD. IRON
NOD. IRON
NOD. IRON
304 SST
HAST. X
NOD. IRON
304 SST
HAST. X
B50T13
CRM-60
NOD. IRON
NOD. IRON
NOD. IRON
NOD. IRON
NOD. IRON
304 SST
304 SST
304 SST
NOD. IRON
304 SST
304 SST
NOD. IRON
NOD. IRON
NOD. IRON
304 SST
CST
CST
PIC
PIC
CST
CST
CST
CST
CST
CST
CST
CST
CST
CST
CST
CST
CST
CST
CST
CST
CST
CST
CST
CST
CST
CST
CST
CST
CST
0.45
2.00
6.50
2.77
0.30
0.25
0.25
2.00
10.00
0.30
2.00
10.00
0.30
2.77
0.25
0.30
0.30
0.25
0.30
2.00
2.00
2.00
0.30
2.00
2.00
0.30
0.30
0.30
2.00
0.149
3.467
2.230
2.061
8.726
18.985
4 1 . 384
7.213
0.195
7.533
2.891
6.832
22.350
0.029
28.776
0.517
0.430
36.632
1.217
0.049
2.240
1 1 .481
3.633
21 .702
0. 191
1 .217
7.533
0.051
0.375
0.15
3.47
2.23
2.06
8.73
18.98
41 .38
17.21
0.20
15.07 ;
2.89
6.83
22.35
1 .04 3<
28.78
0.52
0.43
36.63
1 .22
1.76 3<
2.24
1 1 .48
3.83
21 .70
0.07
6.93
14.50
6.71
2.62
4.75
10.35
14.43
1 .95
> 2.26
5.78
68.32
6.70
5 0.08
7.19
0.16
0.13
9.16
0.37
5 0.10
4.48
22.96
1 .15
43.40
0.76 4 0.38
1.22 1 0.37
15.07 2 2.26
0.05 1 0.02
1.50 4 0.75
TOTAL
COST
0.07
6.93
14.50
5.71
2.62
4.75
10.35
14.43
1 .95
4.52
5.78
68.32
6.70
2.89
7.19
0.16
0.13
9.16
0.37
3.53
4.48
22.96
1. 15
43.40
1 .53
0.37
4.52
0.02
3.00
TOTAL WEIGHT = 259.78 LBS. TOTAL COST = S251.46
NUMBER OF PARTS = 107
-------
PAGE i 05/27/72 i5«20EDT
PART NAM:
008
010
014
016
028
031
034
095
GEAR
GEAR
GEAR
GEAR
GEAR
GEAR ASSY
GEAR ASSY
DRIVE SHAFT
Table A-23
Porgings
AUTOMOTIVE GAS TURBINE SELECTION
PARTS LIST
PD-2 ENGINE (FREE TURBINE)
STUDY
DESCRIPTION
GAS GEN SHAFT
STARTER GAS GEN
STARTER GAS GEN
STARTER
POWER TURB DRIVE
REDUCTION
ACCESSORY DRIVE
OIL PUMP
MATERIAL TYPE COST/LB WEIGHT TOTAL NUM3ER
WEIGHT OF PARTS
8620
8620
8620
8620
8620
8620
8620
4140
STEEL
STEEL
STEEL
STEEL
STEEL
STEEL
STEEL
STEEL
FOR
FOR
FOR
FOR
FOR
FOR
FOR
FOR
0
0
0
0
0
0
0
0
.30
.30
.30
.30
.30
.30
.30
.30
0
0
0
0
0
2
4
1
. 153
.300
.052
.205
. 122
.680
.230
.596
0,
0,
0,
0,
0,
2,
4,
1 ,
. 15
.30
.05
.21
.12
.68
.23
.60
COST
!R PART
0.05
0.09
0.02
0.06
0.04
0.80
1 .27
0.48
TOTAL
COST
0.05
0.09
0.02
0.06
0.04
0.30
1 .27
0.43
TOTAL HEIGHT = 9.34 L3S. TOTAL COST = $ 2.80
NUMBER OF PARTS =
u>
N3
o
-------
PAGE
05/27/72 I5:17EDT
PART
003
004
007
013
023
024
026
027
030
041
043
063
080B.
15!
Table A-24
Bar, Tube & Extrusions
AUTOMOTIVE GAS TURBINE SELECTION STUDY
PARTS LIST
PD-2 ENGINE (FREE TURBINE)
DESCRIPTION
NUT
SHAFT
SEAL RING
GEAR SHAFT
SHAFT
SEAL RING
SPACER
RETAINER
NUT
SPACER
RETAINER
LINER
NOZZLE HUUSI
TUBE
COMPRESSOR
GAS GENERATOR
COMPRESSOR
STARTER GAS GEN
POWER TURBINE
POWER TURBINE SHAFT
POWER TURB SHAFT BEAR!
AFT POrtER TURB SHAFT j
POWER TURBINE SHAFT
GAS GEN GEAR SHAFT BR(
GAS GEN SHAFT FNT OIL
COMBUSTOR
NGGAS GEN TURBINE
1/4 IN OD
MATER
IAL
TYPE COST/LB
WEIGHT
TOTAL NUMBER COST
WEIGHT OF PARTS PER
4140
4340
4140
4340
4340
4140
NO 4 1 40
EAR 4140
4140
S 4140
SEAL4140
HAST.
HAST.
AL
STEEL
STEEL
STEEL
STEEL
STEEL
STEEL
STEEL
STEEL
STEEL
STEEL
STEEL
X
X
BAR
BAR
BAR
BAR
BAR
BAR
TUB
BAR
BAR
TUB
BAR
EXT
EXT
EXT
0
0
0
0
0
0
0
0
0
0
0
3
3
0
.20
.20
.20
.20
.20
.20
.20
.20
.20
.20
.20
.50
.50
.40
0
1 .
0
0
1
0
0
0
0
0
0
0
0
0
.089
372
.050
.340
.257
.070
.893
.052
.027
. 170
. 141
.751
.580
.028
0
1
0
0
1
0
0
0
0
0
0
0
0
0
.09 1 0
.37
.05
.34
.26
.07
.89
.05
.03
. 17
.14
.75
.58
.03
0
0
0
0
0
0
0
0
0
0
2
2
0
PART
.02
.27
.01
.07
.25
.01
.18
.01
.01
.03
.03
.63
.03
.01
TOTAL
COST
0.02
0.27
0.01
0.07
0.25
0.01
0.18
0.01
0.01
0.03
0.03
2.63
2.03
0.01
TOTAL HEIGHT = 5.82 LBS. TOTAL COST = S 5.56
NUMBER OF PARTS = 14
-------
PAGE 1 06/06/72 17i23EDT
Table A-25
Sheet & Plate
AUTOMOTIVE GAS TURBINE SELECTION STUDY
PARTS LIST
PD-2 ENGINE (FREE TURBINE)
PART NAME
DESCRIPTION
059A RECUPERATOR (SHELL)
059B RECUPERATOR (EXHAUST PIPE)
MATERIAL
304
AL.
SST
STEEL
TYPE COST/LB
SHT
SHT
0.70
0.20
WEIGHT TOTAL NUMBER
WEIGHT OF PARTS
26
7
.172
.080
52
14
.34
.16
2
2
COST
PER PART
18
I
.32
.42
TOTAL
COST
36.64
2.83
TOTAL WEIGHT = 66.50 LBS. TOTAL COST = $ 39.47
NUMBER OF PARTS
ro
to
-------
PAGE I 06/06/72 I7H3EDT
PART NAME
002 PIN
006 WOODRUFF KEY
01 I SNAP RING
012 BEARING
015 SNAP RING
017 SNAP RING
018 SNAP RING
020 SEAL
021 SNAP RING
025 BEARING
029 WOODRUFF KEY
032 SNAP RING
033 SNAP RING
035 BEARING
036 SNAP RING
037 SNAP RING
038 SEAL
039 SHEAVE
040 BEARING
042 OIL SEAL
044 SCREW
045 HOUSING
046 INSULATION
047 0 RING
049 INSULATION
051 SCREW
052 GASKET
053 NUT
055 INSULATION
059C RECUPERATOR
060 DOWEL PIN
061 0 RING
062 INSULATION
Table A-26
Purchased Parts
AUTOMOTIVE GAS TURBINE SELECTION STUDY
PARTS LIST
PD-2 ENGINE (FREE TURBINE)
DESCRIPTION
COMP BULLETNOSE
COMPRESSOR
STARTER GAS GEN GEAR SHAFT-
STARTER GAS GEN GEAR SHAFT-
STARTER GAS GEN GEAR
STARTER GEAR
STARTER SHAFT BEARING
STARTER SHAFT
STARTER SHAFT SEAL
POWER TURBINE SHAFT
POWER TURB DRIVE GEAR
FRONT RED GEAR BEAR
REAR RED GEAR BEAR
ACCESSORY DRIVE GEAR
ACCESSORY DRIVE GEAR
ACCESSORY DRIVE GEAR SHAFT-
V BELT
THRUST PWR GEN SHAFT
FRONT GAS GEN SHAFT
BEARING
COMP DIFFUSER
(CORE)
MATERIAL
4140 STEEL
4140 STEEL
—
—
—
_
—
—
—
—
-
—
—
—
NOD. IRON
-
-
—
NOD. IRON
—
-
-
-
PAPER
-
-
CEHVIT
-
-
-
TYPE
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUK
COST/LB
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.20
0.00
0.20
0.00
0.00
0.00
0.20
0.00
0.00
0.00
0.20
WEIGHT
0.004
0.01 1
0.006
0.122
0.003
0.003
0.005
0.058
0.012
0.280
0.001
0.01 1
0.008
0.339
0,012
0.012
0.026
0.477
0.1 13
0. 106
0.006
0.745
I .045
0.068
1 .576
0.006
0.081
0.006
2.090
21.728
0.002
0.104
4.440
TOTAL
WEIGHT
0.00
0.01
0.02
0.49
0.00
0.00
0.01
0.06
0.01
1 .12
0.00
10.01
0.01
0.68
0.01
0.04
0.03
1 .43
0.1 1
0. 1 1
0.05
0.74
1 .05
0.14
1 .58
0.07
0.08
0.07
2.09
43.46
0.00
0.10
4.44
NUMBER
OF PARTS
1
1
3
4
1
1
2
1
1
4
1
1
1
2
1
3
1
3
1
1
a
i
i
2
1
12
1
12
1
2
1
1
1
COST
PER PART
0.01
0.03
0.04
2.80
0.04
0.04
0.04
0.10
0.04
2.80
0.03
0.04
0.04
2.80
0.04
0.04
0.10
0.26
2.00
0.10
0.01
0.50
0.21
0.03
0.32
0.01
0.10
0.01
0.42
30.00
0.01
0.03
0.89
TOTAL
COST
0.01
0.03
0.12
1 1.20
0.04
0.04
0.08
0.10
0.04
II .20
0.03
0.04
0.04
5.60
0.04
0.12
0.10
0.78
2.00
0.10
0.08
0.50
0.21
0.06
0.32
0. 12
0.10
0. 12
0.42
60.00
0.01
0.03
0.89
u>
to
OJ
-------
PAGE 2 06/06/72 I7H3EDT
Table A-26 (Cont'd.)
AUTOMOTIVE GAS TURBINE SELECTION STUDY
PARTS LIST
PD-2 ENGINE (FREE TURBINE)
PART NAME
064 HOUSING
065 SEAL
066 RING SEAL
069 BEARING
070 OIL SEAL
071 SNAP RING
072 SCREW
073 RING SEAL
074 OIL SEAL
076 GASKET
077 BOLT
078 NUT
079 SCREW
081 INSULATION
085 BOLTS
086 INSULATION
088 OIL PUMP
090 BOLTS
091 WOODRUFF KEY
092 SNAP RING
093 SNAP RING
094 BEARING
096 BOLT
099 BOLT
104 INSULATION
105 NUT
107 BOLT
109 NUT
110 SCREW
11 1 RING SEAL
113 SNAP RING
114 0 RING
116 OIL SEAL
DESCRIPTION
BEARING
METALLIC
GAS GEN TURBINE
REAR GAS GEN
GAS GEN TURBINE
GAS GEN TURB OIL SEAL
POWER TURBINE
POWER TURBINE
SEAL
POWER TURB BEAR HOUSING
OIL PUMP DRIVE SHAFT
OIL PUMP BEAR OUTER
OIL PUMP BEAR INNER
OIL PUMP
EXHAUST SCROLL
POWER TURB REAR BRG
OIL PUMP
OIL PUMP SHAFT REAR BRG
MATERIAL
TYPE COST/LB
WEIGHT TOTAL NUMBER
WEIGHT OF PARTS
NOD. IRON
HS-25
HS-25
—
-
_
-
302 SST
-
PAPER
304 SST
304 SST
304 SST
_
4140 STEEL
_
—
_
—
_
—
_
_
—
—
_
304 SST
304 SST
304 SST
INC. X
_
NEOPRENE
-
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.20
0.00
0.20
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.20
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
41 .549
0.053
0.028
0. 196
0.204
0.017
0.003
0.023
0.076
0.039
0.034
0.004
0.004
4.739
0.007
3.890
1 .269
0.002
0.001
0.018
0.009
0.339
0.002
0.017
1 .125
0.012
0.012
0.003
0.003
0.059
0.022
0.016
0.018
1 .55
0.05
0.08
0.20
0.20
0.02
0.02
0.07
0.08
0.04
0.27
0.05
0.05
4.74
0.21
3.89
1 .27
0.02
0.00
0.02
0.02
0.68
0.05
0.41
1.13
0.10
0.10
0.04
O.04
0.18
0.02
0.03
0.02
3
8
3
1
1
8
12
12
1
30
1
1
8
1
1
2
2
24
24
1
8
8
12
12
3
1
2
1
COST
PER PART
0.50
0.25
0.15
2.00
0.10
0.04
(D.01
0.10
0.10
0.10
0.01
0.01
0.01
0.95
0.01
0.78
2.15
0.01
0.03
0.04
0.04
2.80
0.01
0.01
0.22
0.01
0.01
0.01
0.01
0.20
0.04
0.03
0.10
TOTAL
COST
0.50
0.25
0.45
2.00
0. 10
0.04
0.08
0.30
0. 10
0.10
0.08
0.12
0.12
0.95
0.30
0.78
2.15
0.08
0.03
0.04
0.08
5.60
0.24
0.24
0.22
0.08
0.08
0.12
0.12
0.60
0.04
0.06
0.10
LO
NJ
-------
PAGE 3 05/05/72
Table A-26 (Cont'd.)
AUTOMOTIVE GAS TURBINE SELECTION
PARTS LIST
PD-2 ENGINE (FREE TURBINE)
STUDY
PART
1 17
"1 18
120
121
123
124
125
127
129
130
131
132
134
135
137
138
139
140
141
142
143
1 44
145
148
150
152
153
154
NAME
LOCK WASHER
NUT
MARMAN CLAMP
SEAL RING
0 RING
BOLT
0 RING
OIL PUMP
SCREWS
WOODRUFF KEY
GASKET
MARMAN CLAMP
LOCK WASHER
SCRErt
ACTUATOR
SCREW
0 RING
0 RING
BRACKET
BOLT
BRACKET
NUT
SCREW
MARMAN CLAMP
FITTING
BUSHING
ELBOW FITTIM
LOCK WASHER
DESCRIPTION
OIL PUMP SHAFT
OIL PUMP SHAFT
—
MARMAN FLANGE
_
—
-
SCAVENGE
-
SCAVENGE OIL PUMP SHAFT
—
—
-
-
-
-
-
-
-
-
-
-
SOC HEAD
-
TUBE
ADAPTER
G-
-
MATERIAL
_
—
—
—
.NEOPRENE
—
NEOPRENE
-
-
-
—
—
-
-
-
—
NEOPRENE
NEOPRENE
1010 STEEL
—
1010 STEEL
-
—
-
AL
AL
AL
-
TYPE
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
PUR
COST/LB
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
WEIGHT
0.007
0.022
0.457
0.023
0.212
0.049
0.003
0.255
0.001
0.000
0.023
0.274
0.001
0.010
1 .524
0.008
0.005
0.002
0.509
0.006
0.569
0.008
0. 106
0.231
0.009
0.035
0.019
0.008
TOTAL
WEIGHT
0.01
0.02
0.46
0.02
D.2I
1 .18
0.00
0.25
0.01
0.00
0.05
0.55
0.05
0.60
3.05
0.06
0.01
0.00
1 .02
0.05
1 .14
0.06
0.32
0.46
0.03
0.07
0.02
0.01
NUMBER
OF PARTS
24
8
1
2
2
60
60
2
8
2
2
2
8
2
8
3
2
3
2
1
1
COST
PER PART
0.04
0.0!
1 .00
0.10
0.03
0.01
0.03
0.55
0.01
0.03
0.10
1 .00
0.0!
0.01
2.00
0.01
0.03
0.03
0.10
0.01
0.10
0.0!
0.01
1 .00
0.05
0.01
0.05
0.01
TOTAL
COST
0.04
0.01
1 .00
0. 10
0.03
0.24
0.03
0.55
0.08
0.03
0.20
2.00
0.30
0.30
4.00
0.08
0.06
0.06
0.20
0.08
0.20
0.08
0.03
2.00
0. 15
0.02
0.05
0.01
TOTAL WEIGHT = 83.33 LBS. TOTAL COST = SI 22.64
NUMBER OF PARTS = 484
-------
PAGE I Ob/27/72 15»28L:DT
Table A-27
PART NAME
067
075
083
1 19
122
149
TIP SEAL G,
TIP SEAL PI
RING SEAL G
FLANGE ;.•;
MARHAN FLANGE-
GASKET
DESCRIPTION
GAS GEN TURBINE
POWER TURBINE
GAS GE.'i'i-IOZZLE HOUSING
.'.-lARMAN
Miscellaneous
'E GAS TURRIME SELL'CTIUN
RTS L I ST
•2 ENGINE (FREE TURBINE)
MATERIAL TYPi: CGST/LF5
HAST. X
304 SST
HS-25
—
-
-
HNC
HIIC
-
-
-
-
70.80
10.00
0.00
0.00
0.00
0.00
STUDY
HEIGHT
ri
0. 122
0.130
0.048
0 . 000
0.000
0 . 000
fGTAL ,TJ..-,f,!Z;<
EIGHT OF
0.12
0.13
0.14
O.GO
0.00
0.00
PARTS
1
1
3
0
0
2
COST
P/IR PAnT
C.64
1 .30
0. 15
0.00
0.00
0.00
TOTAL
COST
8. 64
1 .30
0.45
0.00
0 . 00
0.00
TOTAL WEIGHT = 0.40 LSS. TOTAL COST = S 10.39
NUMBER OF PARTS =
-------
rAGL
0'_>/27//2
Table A-28
TUrt!iIi!i
CAP
009
057
063
067 TIP SE/
030A NOZZLE
030i3 HOZZLi{
DESCRIPTION
i GAS G:£ri
FUhL IriJS
CdMUUSTOR
,L GAS GHM T
[lUUSIMGGAj GEi-i
!-IUUSIiIGGAS GL-i-i
Haste Hoy
X and
In cone 1 713LC
AUTOMOTIVE GAS TiWBINE SELECTION
HArtl'S LIST
PH-2 ENGINE (i'-iJSE TlirtBINt)
.'••lATEHIAL TYPE CJSf/L-3
STUDY
i, EIGHT
fOT
AL i-iU..'(.Bl£H COST
HEIGHT GF rV\RfS \JEH
IMC 7
HAST.
HAST.
r.'AST.
MAST.
HAST.
3LC
X
V
V
V
A
PIC
CST
i^XT
iiMC
csr
EXT
c
10
3
70
10
3
.50
.00
.50
.50
.00
.50
2.
0.
0.
0.
6.
0.
230
1 91
751
122
032
5t:o
2
0
0
0
6
0
.23
.20
.75
.12
.83
.bii
U
1
2
S
63
2
PAKT
.50
. 95
.63
.64
.32
.03
UJTAL
CUST
U . 50
1 .95
2.63
8.64
6W.32
2.03
TOTAL /iEIGHT = 10.71 LIY5. TOTAL COST = $ 98.06
i.'U.'.ibiirt LJF PAf.'TS =
U)
rs>
-------
PACE I 06/07/72 08H3EDT
PART NAME
002 PIN
003 NUT
004 SHAFT
006 WOODRUFF KEY
007 SEAL RING
008 GEAR
010 GEAR
013 GEAR SHAFT
014 GEAR
016 GEAR
023 SHAFT
024 SEAL RING
026 SPACER
027 RETAINER
028 GEAR
030 NUT
031 GEAR ASSY
034 GEAR ASSY
041 SPACER
043 RETAINER
059B RECUPERATOR
085 BOLTS
095 DRIVE SHAFT
141 BRACKET
143 BRACKET
Table A-29
Steel
AUTOMOTIVE GAS TURBINE SELECTION STUDY
PARTS LIST
PD-2 ENGINE (FREE TURBINE)
DESCRIPTION
COMP BULLETNOSE
COMPRESSOR
GAS GENERATOR
COMPRESSOR
COMPRESSOR
GAS GEN SHAFT
STARTER GAS GEN
STARTER GAS GEN
STARTER GAS GEN
STARTER
POWER TURBINE
POWER TURBINE SHAFT
POWER TURB SHAFT BEARING
AFT POWER TURB SHAFT BEAF
POWER TURB DRIVE
POWER TURBINE SHAFT
REDUCTION
ACCESSORY DRIVE
GAS GEN GEAR SHAFT BROS
GAS GEN SHAFT FNT OIL SE/
(EXHAUST PIPE)
OIL PUMP
MATERIAL
TYPE COST/LB
WEIGHT
TOTAL NUMBER COST
WEIGHT OF PARTS PER
4140
4140
4340
4140
4140
8620
8620
4340
8620
8620
4340
4140
4140
4140
8620
4140
8620
8620
4140
4140
AL.
4140
4140
1010
1010
STEEL
STEEL
STEEL
STEEL
STEEL
STEEL
STEEL
STEEL
STEEL
STEEL
STEEL
STEEL
STEEL
STEEL
STEEL
STEEL
STEEL
STEEL
STEEL
STEEL
STEEL
STEEL
STEEL
STEEL
STEEL
PUR
BAR
BAR
PUR
BAR
FOR
FOH
BAR
FOR
FOR
BAR
BAR
TUB
BAR
FOR
BAR
FOR
FOR
TUB
BAR
SHT
PUR
FOR
PUR
PUR
0.00
0.20
0.20
0.00
0.20
0.30
0.30
0.20
0.30
0.30
0.20
0.20
0.20
0.20
0.30
0.20
0.30
0.30
0.20
0.20
0.20
0.00
0.30
0.00
0.00
0
0
1
0
0
0
0
0
0
0
1
0
0
0
0
0
2
4
0
0
7
0
1
0
0
.004
.089
.372
.01 1
.050
.153
.300
.340
.052
.205
.257
.070
.893
.052
.122
.027
.680
.230
.170
.141
.080
.007
.596
.509
.569
0
0
1
0
0
0
0
0
0
0
1
0
0
0
0
0
2
4
0
0
14
0
1
1
1
.00
.09
.37
.01
.05
.15
.30
.34
.05
.21
.26
.07
.89
.05
.12
.03
.68
.23
.17
.14
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
.16 2 1
.21 30 0
.60 1 0
.02 2 0
.14 2 0
PART
.01
.02
.27
.03
.01
.05
.09
.07
.02
.06
,25
,01
.18
,01
,04
.01
,80
.27
.03
.03
.42
.01
.48
.10
.10
TOTAL
COST
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
2
0
0
0
0
. 0 !
.Oi
.2?
.0?
.01
.05
.09
.07
.02
.06
.25
.01
.18
.0!
.04
.01
.80
.27
.03
.03
.83
.30
.43
.20
.20
TOTAL WEIGHT = 30.34 LBS. TOTAL COST = $ 7.27
NUMBER OF PARTS = 57
-------
PAGE I 05/27/72 I5:43EDT
Table A-30
Nodular Iron
AUTOMOTIVE GAS TURBINE SELECTION STUDY
PARTS LIST
PD-2 ENGINE (FREE TURBINE)
PART NAME
039
045
048
050
054
058
064
087
089
097
098
100
106
1 15
126
128
SHEAVE
HOUSING
DIFFUSE
COVER PLATE
HOUSING
COVER
HOUSING
HOUSING
COVER
COVER
COVER
COVER
HOUSING
COVER
COVER
COVER
DESCRIPTION
V BELT
BEARING
COMPRESSOR
FRONT
BEARING GAS GEN
RECUPERATOR TOP
BEARING
BEARING POWER TURBINE
OIL PUMP
REDUCTION GEAR BEARING
GEAR BOX
ACCESSORY DRIVE SHAFT HEAR
EXHAUST SCROLL RING SEAL
OIL PUMP SHAFT REAR BRG
BOTTOM RECUP
SCAVENGE OIL PUMP
MATERIAL
NOD.
NOD.
NOD.
NOD.
NOD.
NOD.
NOD.
MOD.
NOD.
HOD.
NOD.
IRON
IRON
I RON
IRON
IRON
I RON
IRON
IRON
IRON
I RON
IRON
SEARNOD.
NOD.
NOD.
NOD.
NOD.
I RON
I ROM
IHOU
I RON
TYPE COST/LB
PUR
PUR
CST
CST
CST
CST
PUR
CST
CST
CST
CST
I ROHCST
CST
CST
CST
CST
0.00
0.00
0.30
0.25
0.25
0.30
0.00
0.25
0.30
0.30
0.25
0.30
0.30
0*30
0.30
0.30
WEIGHT
0.477
0.745
8.726
Id. 985
41 .384
7.533
1 .549
28.776
0.517
0.430
36.632
1.217
3.833
1 .217
7.533
0.051
TOTAL NUMBER COST
WEIGHT OF PARTS PER PART
1.43 3 0.26
0.74
8.73
18.98
41 .38
15.07 ;
1 .55
28.78
0.52
0.43
36.63
I .22
3. 63
1 .22
0.50
2.62
4.75
10.35
> 2.26
0.50
7.19
0.16
0.13
9.16
0.37
1.15
0.37
15.07 2 2.26
. 0.05 1 0.02
TOTAL
COST
0
0
2
4
10
4
0
7
0
0
9
0
1
0
4
0
*73
.50
.62
.75
.35
.52
.50
. 19
.16
.13
.16
.37
. 15
.37
.52
.02
TOTAL WEIGHT = 175.63 LnS. TOTAL COST = S 47.06
NUMBER OF PARTS = 20
u>
tO
VO
-------
PAGE I 06/07/72 08«21EDT
Table A-31
304 Stainless Steel
AUTOMOTIVE GAS TURBINE SELECTION STUDY
PARTS LIST
PD-2 ENGINE (FREE TURBINE)
PART NAME
DESCRIPTION
COMBUSTOR
(SHELL)
TURBINE INNER
POWER TURBINE
056 OUTER SHELL
059A RECUPERATOR
068 CASING
0.75 TIP SEAL
077 BOLT
078 NUT
079 SCREW
101 ACTUATOR LINKPOWER TURB NOZZLE
102 ACTUATOR RINGPOWER TURB NOZZLE
103 CASING POWER TURB OUTER
107 BOLT
108 SCROLL EXHAUST
169 NUT
1 I 0 SCREW
112 STRUT TURBINE EXHAUST
147 TUBE STRUT
MATERIAL
304 SST
304 SST
304 SST
304 SST
304 SST
304 SST
304 SST
304 SST
304 SST
304 SST
304 SST
304 SST
304 SST
304 SST
304 SST
304 SST
TYPE
CST
SHT
CST
HNC
PUR
PUR
PUR
CST
CST
CST
PUR
CST
PUR
PUR
CST
CST
COST/LB
2.00
0.70
2.00
10.00
0.00
0.00
0.00
2.00
2.00
2.00
0.00
2.00
0.00
0.00
2.00
2.00
WEIGHT
7.213
26.172
2.891
0.130
0.034
0.004
0.004
0.049
2.240
1 1.481
0.012
21 .702
0.003
0.003
0.191
0.375
TOTAL
WEIGHT
7.21
52.34
2.89
0.13
0.27
0.05
0.05
1 .76
2.24
11 .48
0.10
21 .70
0.04
0.04
0.76
1 .50
NUMBER
OF PARTS
1
2
1
1
8
12
12
36
1
1
8
1
12
12
4
4
COST
PER PART
14.43
18.32
5.78
1 .30
0.01
0.01
0.01
0.10
4.48
22.96
0.01
43.40
0.01
0.01
0.38
0.75
TOTAL
COST
14.43
36.64
5.78
1 .30
0.08
0.12
0. 12
3.53
4.48
22.96
0.08
43.40
0.12
0.12
1.53
3.00
TOTAL WEIGHT = 102.56 LBS. TOTAL COST = SI 37.69
NUMBER OF PARTS =116
-------
PAGE I 06/07/72 08H8EDT
Table A-32
Aluminum
AUTOMOTIVE GAS TURBINE SELECTION STUDY
PARTS LIST
PD-2 ENGINE (FREE TURBINE)
PART NAME
DESCRIPTION
001 8ULLETNOSE COMPRESSOR
150 FITTING TUBE
151 TUBE 1/4 IN OD
152 BUSHING ADAPTER
153 ELBOW FITTING-
MATERIAL
355
AL
AL
AL
AL
AL
TYPE
CST
PUR
EXT
PUR
PUR
COST/LB
0.45
0.00
0.40
0.00
0.00
WEIGHT
0. 149
0.009
0.028
0.035
0.019
TOTAL
WEIGHT
0.15
0.03
0.03
0.0.7
0.02
NUMBER
OF PARTS
1
3
1
2
1
COST
PER PART
0.07
0.05
0.01
0.01
0.05
TOTAL
COST
0.07
0.15
0.01
0.02
0.05
TOTAL WEIGHT = 0.29 LBS. TOTAL COST = S 0.30
NUMBER OF PARTS = 8
-------
PAGE 1 06/06/72 I Till EOT
PART NAME
009 TURBINE
022 TURBINE
Table A-33
DESCRIPTION
GAS GEN
POWER
scision Investment Castings
'E GAS TURBINE SELECTION
iRTS LIST
•2 ENGINE (FREE TURBINE)
MATERIAL TYPE COST/LB
INC 7I3LC PIC 6.50
CMR-60 PIC 2.77
STUDY
WEIGHT
2.230
2.061
TOTAL
WEIGHT
2.23
2.06
NUMBER
OF PARTS
1
1
COST
PER PART
14.50
5.71
COST*"
14.50
5.71
TOTAL WEIGHT
4.29 LBS. TOTAL COST = $ 20.20
NUMBER OF PARTS
CJ
ho
-------