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This SAE Aerospace Information Report (AIR) identifies Propulsion EngineerÕs recommendations for the instrumentation that is required for the safe operation and maintenance of turbine engines as installed in helicopters. It should be used as a guide for cockpit layout, as well as a reference for maintenance considerations throughout the propulsion area. Propulsion instruments should receive attention early in the design phase of the helicopter. Maintenance and diagnostics recorders are not considered within the scope of this document. (See ARP1587, "Aircraft Gas Turbine Engine Monitoring System Guide".)

This SAE Aerospace Information Report (AIR) identifies Propulsion Engineer’s recommendations for the instrumentation that is required for the safe operation and maintenance of turbine engines as installed in helicopters. It should be used as a guide for cockpit layout, as well as a reference for maintenance considerations throughout the propulsion area. Propulsion instruments should receive attention early in the design phase of the helicopter. Maintenance and diagnostics recorders are not considered within the scope of this document. (See ARP1587, “Aircraft Gas Turbine Engine Monitoring System Guide”.)

Turbine engines installed in helicopters require a highly sophisticated oil system to fulfill two tasks: a Cooling/oil supply b Lubrication While lubrication is an engine internal procedure, cooling and oil supply require more or less design activity on the aircraft side of the engine/airframe interface for proper engine function, depending on the engine type. The necessity for engine cooling and oil supply provisions on the airframe can lead to interface problems because the helicopter manufacturer can influence engine related functions due to the design of corresponding oil system components. This SAE Aerospace Information Report (AIR) deals with integration of engine oil systems with the airframe and gives information for both helicopter and engine manufacturers for a better understanding of interface requirements.

Turbine engines installed in helicopters require a highly sophisticated oil system to fulfill two tasks: a. Cooling/oil supply b. Lubrication. While lubrication is an engine internal procedure, cooling and oil supply require more or less design activity on the aircraft side of the engine/airframe interface for proper engine function, depending on the engine type. The necessity for engine cooling and oil supply provisions on the airframe can lead to interface problems because the helicopter manufacturer can influence engine related functions due to the design of corresponding oil system components. This SAE Aerospace Information Report (AIR) deals with integration of engine oil systems with the airframe and gives information for both helicopter and engine manufacturers for a better understanding of interface requirements.

This ARP applies to turbine engines that are to be used in helicopters. It provides the engine designer guide lines in achieving a satisfactory turbine engine drive shaft connection.

This SAE Aerospace Recommended Practice (ARP) provides a guide for the preparation of a helicopter engine/airframe interface document and checklist. This document and checklist should identify the information needed by the engine manufacturer and the aircraft manufacturer to integrate the engine design with the aircraft design and either provide this information or give reference to where this information is located. The intent is to assure that the engine manufacturer and the airframe manufacturer identify and make provision for this information so it can be easily accessible to either manufacturer as needed in the development stages of an engine-airframe integration project.

A general method for the preliminary design of a single, straight-sided, low subsonic ejector is presented. The method is based on the information presented in References 1, 2, 3, and 4, and utilizes analytical and empirical data for the sizing of the ejector mixing duct diameter and flow length. The low subsonic restriction applies because compressibility effects were not included in the development of the basic design equations. The equations are restricted to applications where Mach numbers within the ejector primary or secondary flow paths are equal to or less than 0.3.