# TCDS E-291: Pratt & Whitney Division - Type: Type certificate data sheet - Status: Current - Holder: Pratt & Whitney Division - Revision: 12 - Revised: September 15, 1967 - Product: Engine - Data sheet PDF: https://openairdocs.org/files/sha256/96/b1/96b13869a66ae8097dd7929276c254078b9884bb1ab41f9038529794471fd8fc - FAA DRS: https://drs.faa.gov/browse/excelExternalWindow/9B73F02385CEAED28525670D0061C80E.0001 - Page: https://openairdocs.org/tcds/E-291 ## Models (6) As the data sheet lists them. - JT4A-11 - JT4A-3 - JT4A-9 - JT4A-10 - JT4A-5 - JT4A-12 ## What the data sheet says From the PDF's text layer, line by line; tables lose their columns. The PDF is the record. ```text Page No. 1 2 3 Rev. No. 12 12 12 DEPARTMENT OF TRANSPORTATION FEDERAL AVIATION ADMINISTRATION E-291 Revision 12 PRATT & WHITNEY AIRCRAFT Turbo Wasp JT4A-3 JT4A-5 JT4A-9 JT4A-10 JT4A-11 JT4A-12 September 15, 1967 TYPE CERTIFICATE DATA SHEET E-291 Engines of models described herein conforming with this data sheet (which is a part of type certificate No. 291) and other approved data on file with the Federal Aviation Administration, meet the minimum standards for use in certificated aircraft in accordance with pertinent aircraft data sheets and applicable portions of the Civil Air Regulations provided they are installed, operated and maintained as prescribed by the approved manufacturer's manuals and other approved instructions. Manufacturer Pratt & Whitney Aircraft Division of United Aircraft Corporation East Hartford 8, Connecticut Model Turbo Wasp JT4A-3, -5 JT4A-9, -10 JT4A-11, -12 Type Turbojet Ratings Maximum continuous static thrust at sea level, lb. 12,500 13,500 14,900 Takeoff static thrust at sea level (5 min.), lb. 15,800 16,800 17,500 Fuel control Hamilton JFC-25 - - - - Fuel pump Pesco 023341 or Chandler Evans 9416 - - - - Fuel See NOTE 14 - - - - Oil (See NOTE 15) Synthetic type conforming to P&WA Spec. 521 as revised - - - - Principal Dimensions: Length, in. (maximum including 188.8 - - - - nose drive cover and the aft turbine bearing housing cone) Diameter, in. (maximum) 58.5 - - - - Weight (dry), lb. (includes basic 5020, 4815 5050, 4845 5100, 4895 engine with all essential access, but excluding starter, propelling nozzle, power source for ignition system and oil supply tank.) Center of gravity, in. Aft of front mount area center line 18.6, 20.4 20.4 18.6, 20.4 Below engine center line 0.9 - - - - Ignition General Laboratories Associates model 18200-11 or 40355 with two spark igniters, AC JC-75 or JB-3; Champion AA-16S, AA-42S, AA-63S, or AA-72S. - - - - NOTES 1, 2, 3, 4, 5, 6, 7, 8, 9, 12, 13, 14 - - - - "- -" indicates "same as preceding model" "⎯" indicates "does not apply" E-291 2 Certification basis Type Certificate No. 291 issued Ma rch 15, 1957, for Model JT4A-3; Model JT4A-5 approved February 26, 1959, Models JT4A-9 and JT4A- 10 approved December 30, 1959, Models JT4A-11 and JT4A-12 approved May 26, 1960. Date of Application for Type Certificate Nove mber 8, 1956 (JT4A-3); February 26, 1958 (JT4A-5); October 20, 1959 (JT4A-9); January 6, 1959 (J T4A-10); December 21, 1959 (JT4A-11 and JT4A-12). Production basis Production Certificate No. 2. NOTE 1. Maximum permissible e ngine operating speeds for the engine rotors are as follows: JT4A-3, -5 JT4A-9, -10 JT4A-11, -12 Low pressure compressor (N1), r.p.m. 6950 7060 7160 High pressure compressor (N2), r.p.m. 9050 9135 9355 NOTE 2. Maximum permissible temperatures are as follows: JT4A-3, -5 JT4A-9, -10 JT4A-11, -12 Turbine outlet gas temperature Takeoff (5 minutes) 607°C (1125°F) 635°C (1175°F) 655°C (1211°F) Maximum continuous 500°C (932°F) 516°C (960°F) 560°C (1040°F) Maximum for acceleration (2 minutes) 607°C (1125°F) 635°C (1175°F) 649°C (1200°F) Starting ground 400°C (752°F) - - - - air 475°C (887°F) - - - - Oil Inlet 121°C (250°F) - - - - External engine components max. temperature (Limiting temperature of specific components are as specified in pertinent P&WA Installation Handbooks) NOTE 3. Fuel and oil pressu re limits are as follows: Fuel absolute pressure at inlet to engine system pump, 7.5 p.s.i. above absolute fuel vapor pressure with maximum of 55 p.s.i. above absolute ambient atmospheric pressure. For aircraft fuel systems which do not require supply pumps, the inlet pressure minimum of 1.5 p.s.i. below the fuel tank pressure should also be considered. Oil pressure At idle, 30 p.s.i. minimum Operating range, 40 to 50 p.s.i. NOTE 4. Maximum permissible air bleed extraction is as follows: Of total engine overflow: Low compressor; 1.65% at takeoff and one wide open port (2%) for all other running. High compressor; 1.5% at take off and 5.5% for all other running. For 3-engine takeoff; low comp ressor 1.9% and high compressor 2.2%. NOTE 5. These ratings are based upon static te st stand operation under the following conditions: Compressor inlet air at 59°F and 29.92 in. Hg. Jet nozzle and exhaust pipe per P&WA Drawing 283201 P&WA bellmouth on air inlet No aircraft accessory loads or air extraction No anti-icing airflow Turbine outlet gas temperature limit not exceeded At engine data plate (N 2) r.p.m. 3 E-291 NOTE 6. The following accessory drive provision are incorporated: Rotation (C-Clockwise Speed Ratio to Torque (in. lb.) Overhang Drive CC-Counter Clockwise) Turbine Shaft Continuous Static (in. -lb.) Low Rotor Tachometer CC .620:1 7 50 - High Rotor Starter C .823:1 * * 625 Generator C .776:1 1000 4400 625 Fluid Power Pump C .40:1 1000 4400 400 Tachometer C .478:1 7 50 - * Maximum starter torque, 550 pound-feet. Shear section should withstand 1100 pound-feet. NOTE 7. A P&WA engine mounted oil tank (P&WA Part No. 316400) is available as optional equipment at an approximate weight increase of 30 lb. NOTE 8. Power setting, power checks, and c ontrol of engine output in all operations is to be based upon P&WA engine charts referring to turbine discharge section gas pressure. Pressure probes are included in the engine assembly for this reason. NOTE 9. This engine meets FAA requirement s for adequate turbine disc integrity and rotor blade containment and does not require external armoring. NOTE 10 and 11. Deleted April 30, 1959. NOTE 12. The above engines incorporate the following detailed characteristics: JT4 model Characteristics A-3 Basic model. A-5 Same as A-3 except for decreased weight. A-9 Same as A-3 except for increas ed ratings with improved engine parts. A-10 Same as A-9 except for decreased weight. A-11 Same as A-9 except for increas ed ratings with improved engine parts. A-12 Same as A-11 except for decreased weight. NOTE 13. The serial number suffix "B" desi gnates engines for the Boeing 707 aircraft and the suffix "D" designates engines for the Douglas DC-8 aircraft. Differences in these engines involve difference in the routing of external engine lines. NOTE 14. JP-1, JP-4, and JP-5 fuels conforming to P&WA Specifi cation No. 522 and later revisions may be used separately or mixed in any proportions without adversely affecting the engine operation or power out-put. No fuel control adjustment is required when switching fuel types. Phillips PFA-55MB anti-icing additive at the use concentra tion not in excess of 0.15% volume is approved for use in fuels conforming to P&WA Specifications No. 522D. Shell ASA-3 anti-static additive at a concentration that will provide not in excess of 300 conductivity units, which is approximately equivalent to 1 p.p.m., is approved for use in fuels conforming to P&WA Specification No. 522E or later revision. NOTE 15. P&WA Turboject Engine Service Bulletin No. 238 lists approved brand oils. NOTE 16. Certain engine parts are life limited. These limits ar e listed in the FAA Approved Pratt & Whitney Aircraft JT4A Series Turbojet Engines Overhaul Manual Part No. 384887, Fits and Clearance Section. .....END..... ``` ## ADs (9, in force first) - [AD 76-01-08](https://openairdocs.org/ad/76-01-08): Tenth Stage Compressor Blade · Pratt & Whitney Division JT4A-10, JT4A-11, JT4A-12 and 3 more. Effective May 20, 1976 - [AD 71-06-03](https://openairdocs.org/ad/71-06-03): Twelfth Stage Compressor Rotor Disc · Pratt & Whitney Division JT4A-10, JT4A-11, JT4A-12 and 3 more. Effective May 19, 1971 - [AD 71-02-02](https://openairdocs.org/ad/71-02-02): Twelfth Stage Compressor Rotor Disc · Pratt & Whitney Division JT4A-10, JT4A-11, JT4A-12 and 3 more. Effective May 4, 1971 - [AD 68-12-03](https://openairdocs.org/ad/68-12-03): High Compressor Rotor Blade Failure · Pratt & Whitney Division JT4A-10, JT4A-11, JT4A-12 and 3 more. Effective Jun 12, 1968 - [AD 67-01-03](https://openairdocs.org/ad/67-01-03): Fuel Manifold Assembly · Pratt & Whitney Division JT4A-10, JT4A-11, JT4A-12 and 3 more. Effective Jan 5, 1967 - [AD 64-11-04](https://openairdocs.org/ad/64-11-04): Front Compressor Rotor Assemblies · Pratt & Whitney Division JT4A-11, JT4A-3 and JT4A-9. Effective May 26, 1964 - [AD 64-05-05](https://openairdocs.org/ad/64-05-05): Throttle Valve Assemblies · Pratt & Whitney Division JT3C-12, JT3C-7, JT3D-1 and 17 more. Effective Feb 27, 1964 - [AD 56-06-02](https://openairdocs.org/ad/56-06-02): Cylinder Flange Attaching Stud · Pratt & Whitney Division Double Wasp CA15, Double Wasp CA17, Double Wasp CA18 and 115 more - [AD 62-10-04](https://openairdocs.org/ad/62-10-04): Turbine Rotor Blades · Pratt & Whitney Division JT4A-10, JT4A-11, JT4A-12 and 3 more ## Registered aircraft by registry model (OpenAirDocs) - [Pratt & Whitney JT4A-10](https://openairdocs.org/engine/pratt-whitney-jt4a-10): 0 aircraft (registry code 51720) - [Pratt & Whitney JT4A-11](https://openairdocs.org/engine/pratt-whitney-jt4a-11): 0 aircraft (registry code 51721) - [Pratt & Whitney JT4A-12](https://openairdocs.org/engine/pratt-whitney-jt4a-12): 0 aircraft (registry code 51722) - [Pratt & Whitney JT4A-3](https://openairdocs.org/engine/pratt-whitney-jt4a-3): 0 aircraft (registry code 51717) - [Pratt & Whitney JT4A-5](https://openairdocs.org/engine/pratt-whitney-jt4a-5): 0 aircraft (registry code 51718) - [Pratt & Whitney JT4A-9](https://openairdocs.org/engine/pratt-whitney-jt4a-9): 0 aircraft (registry code 51719) --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.