a. Withstand the weight, thrust, inertia, and gyroscopic loads encountered during any flight condition.
b. Allow for radial and axial engine thermal expansion and airframe deflections.
c. Permit quick installation and removal.

a. Decrease moment on trunnions
b. To allow use of lighter weight trunnion
c. To decrease tendency for mating face of trunnion pad to bow, and thus to decrease the longitudinal stress on the studs. This point was important under high load conditions, and required that adequate stiffness be provided in the trunnion face plate.

a. A combined 3 g load acting downward and a 2 radians per second negative pitching volocity load at maximum engine speed.
b. A combined 8g load acting upward and a 2 radians per second positive pitching velocity load at maximum engine speed.

1. Polar Moment (Compressor and Turbine) = 525 lb-ft²
2. Polar Moment (at starter pad, of mass rotated by starter) = 618 lb-ft²
3. Complete EngineMoment of Inertia about Axis of Rotation = 3,000 lb-ft²
4. Complete Engine About Support Trunnion Axis = 60,000 lb-ft²
5. Complete Engine About Vertical Axis, Perpendicular to and Passing Through Support
6. Trunnion Axis = 60,000 lb-ft²

The specified oil grade was MIL-0-6081A Grade 1005
The oil pressure range, measured on the main oil filter aft side, where an AN 1-1/16-12, N3 internal straight thread fitting was provided, was 25-50 psig at 75% and 100% speed.
Minimum oil-in temperature for starting was -67°F (-55°C); maximum oil-in temperature was 158°F (70°C). Maximum lubricating oil consumption was 2.00 lb/hr. Maximum oil flow from tank was 36.5 lb/min; maximum scavenge flow to tank was 126 lb/min.
Maximum allowable entrained air percentage at pump inlet was 6%
Turbine frame breather pressure was 3 – 9 inH2O less than air surrounding the turbine casing.
An airframe-mounted lubricating oil tank was to meet the following requirements:

1. The oil tank was to be located or pressurized in such a manner as to give, under all flight conditions, island inlet pressures as high as, or higher, than the minimum indicated in Figure 3.15. The tank was to be pressurized when operating at altitudes above 40,000 feet.
2. An overboard vent designed to prevent oil loss by foaming was to be included.
3. The engine was designed to operate under negative acceleration or inverted flight for 30 seconds.
4. The lubrication system effectiveness was influenced by tank size and shape, as well as inlet and outlet location, vent designs and deaerating devices. Maximum running time, determined by aircraft fuel capacity, and fuel and oil consumption rates, were to be taken into account when determining oil tank capacity. A safety factor was to be incorporated to supply an adequate quantity of oil for stabilized operation in all normal flight attitudes. Allowance was to be made for "gulping" or transfer of oil from the tank to engine cases and sumps, which may occur following starts. Moreover, adequate space was to be available for oil expansion
5. The turbine frame breather assembly was provided with a pressure regulating valve assembly designed to maintain the desired pressure at all altitudes.

1. Maximum main fuel pump capacity was 34 gpm.
2. Bulletin R50GT3 was to be consulted for engine fuel flows under flight conditions.
3. Maximum engine fuel flow was obtained under extreme engine conditions of 1.6 ram pressure ratio at sea level on a -65°F day.

115 VAC, 400 Hz, 3.25 amps at 98% Power Factor
28 VDC, 2.5 amps maximum continuous, 15 amps maximum inrush
Ignition Units (J47-GE-33) = 28 VDC, 130 watts (2 Vibrators)
Ignition Units (J47-GE-17B) = 28 VDC, 200 watts (2 Vibrators)
Inlet Air Screen Actuator = 28 VDC, 5 amps
Reheat Air Valve = 28 VDC, 5 amps
Anti-Icing Air Valve = 28 VDC, 1.5 amps
Nozzle Cooling Valve = 28 VDC, 1.5 amps
Emergency Regulator Soleoid = 28 VDC, 1.5 amps

1. Booster Pump Switch
2. Engine Switch
3. Starter and Ignition Switches
4. Throttle Lever
5. Emergency System Selector Switch
6. Variable Area Jet Nozzle Switch

1. Tachometer
2. Fuel Flow and/or Pressure
3. Exhaust Temperature
4. Oil Pressure
5. Jet Nozzle Position

1. Throttle = CLOSED
2. Booster Pump Switch = OFF
3. Engine Switch = OFF
4. Starter and Ignition Switches = OFF
5. Jet Nozzle Control Switch = AUTOMATIC
6. Emergency System Selector Switch = NORMAL.

(1) Engine Switch = ON. Electric system warm up began when external power was applied.
(2) Booster Pump Switch = ON. A booster pump at the fuel tanks established pressure at the engine fuel pump inlet. This switch was left closed at all times during engine operation.
(3) Starter and Ignition Switches (Momentary Type) = PRESSED. This furnished starter and ignition power. Note: Operations 1, 2, and 3 were to be made with minimal delay.
(4) Starter and Ignition Circuit Operation. Closing the starter and ignition switches energized the starter contactor and ignition relay. The energized starter contactor supplied 24 VDC to the starter. The energized ignition relay supplied 24 VDC to ignition coils, thus providing ignition. The undercurrent relay whose coil was in series with the starter circuit was energized when the starter contactor closed. This relay's contacts were in parallel with the starter and ignition switches, which were released when the undercurrent relay closed. The undercurrent relay dropped out when the starter load decreased at approximately 2,000 engine rpm. Opening the undercurrent relay de-energized the starter contactor and removed power from the starter and ignition circuits. In installations with a manual starter stop switch the starter was meant to be stopped as the engine passed through 2,000 rpm.
CAUTION: If the engine did not reach 700 rpm within 40 seconds something was wrong with the system and the engine was to be shut down as follows:

(a) Engine switch = OFF
(b) Boost-Pump switch = OFF
The trouble was to be corrected before again initiating the starting procedure.

(5) The throttle was moved to IDLE position when engine speed reached 6%. If the engine did not fire in 5 seconds, something was wrong and engine shut down was initiated as follows:

(a) Throttle = CLOSED
(b) Engine Switch = OFF
(c) Boost Pump Switch = OFF
The trouble was to be corrected and the unburned fuel allowed to drain from the combustion chambers for at least 2 minutes before another start was attempted.

(6) The Engine automatically accelerated to idle speed. If the exhaust temperature exceeded 1,600°F (871°C) the engine was to be shut down and the trouble corrected.
When the power plant leveled off at idling speed, an engine operational check was to be made:

(a) Exhaust Gas Temperature = 1,200°F (650°C) at 2,500 rpm, lower at higher speeds.
(b) Vibration = not noticeable. If vibration was noticeable, a further check was to be made with a light beam indicator or equivalent.
(c) Lube Oil Pressure = positive indication at idling rpm.
(d) Jet Nozzle Position = approximately 1/2 open at idle. As engine speed increased the area decreased to approximately 1/4 open at military rpm.

1. Throttle = Closed
2. The engine was allowed to decelerate as follows:

Automatic Altitude Start

Altitude (ft )	rpm
30,000 – 40,000	1,500
25,000 – 30,000	1,700
0 – 25,000	2,000

3. Emergency Ignition Switch = Pressed and held until rpm reached flight idle speed for that altitude.
4. Throttle = IDLE.
5. Steps 1 – 4 were to be repeated if no ignition after 30 seconds.

1. Throttle = Closed
2. System Selector Switch = EMERGENCY ON
3. The engine was allowed to decelerate to the rpm specified in the Automatic Altitude Start chart
4. Emergency Ignition Switch = Pressed
5. The throttle was dvanced to obtain 70 psi fuel pressure until engine reached flight idle speed.

1. Throttle = Closed
2. Engine Switch = OFF
3. Boost Pump Switch= OFF
The engine could be stopped from any speed by closing the throttle.