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QL-j RAIICJAINSHAFT VBLLERflUARING KVU "TU Noina,.EERFORMANCE IN AGAS TURB rNEENGINE Aig- o7

~ PERFORMING ORG. REPORT NUN Rh

7. AUTHOR(*) jU7i']WW TUNRa

G. W. Hamburg MP-1 7W. F. Prusaitis AMRDL-75-5

9. PERFORMING ORGANIZATION NAME AND ADDRESS Casa iPRMLEMENT. PROJECT. TASKTeleyneCAEARE WORK UNIT NUMBERS

III CONTROLLING OFFICE NAME AND ADDRESSa

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IS. KEY WORDS (ComIinu. onu revrs sOi*de It n~ee..wy an~d Identify by block number,

Ceramic Roller Bearing Performance in a Gas Turbine Engine

IM. ASIACT (Conflnue an reverse aide Of neesay anid entify by block number)

"The program tests conducted on a modified J402 turbine engine were todemonstrate the feasibility of using ceramic bearings for high speed gasturbine applications with reduced or no lubrication to the bearing.

Six engine tests were conducted, each test complementing the next toestablish baseline parameters of the test to follow. Test No. 3 was the

afirst to demonstrate the ceramic bearing operation unlubricated at 39,000 rqD O '=7 1473 EDITION OF 1Nov5 6is OBSOLETE UNCLASSIFIED

SECURITY CLASSIFICATION Of THIS PAGE (fteR Data Entered)

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ABSTRACT (Cont'd.)

and minimum lubrication of 10cc per minute at 41,200 rpm. Engine TestNo. 4, which was a repeat of Test No. 3, was successfully completed and .1demonstrated 33 minutes of unlubricated operation at 39,000 rpm.

All engine tests were conducted with the bearing and bearing housinginstrumented for temperature read-out during the test. Engine Tests 3, 4,5 and 6 were also instrumented for lubrication flow pressure and bearingcavity pressure in order to monitor lubrication to the bearing as a functionof pressure differential.

LL1

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FOREWORD

This report covers activites carried out by Teledyne CAE, Toledo,Ohio 43612, under U.S. Navy Contract N00140-76-C-1104, which incorporates U.S.Army MIPR Number AMRL-75-5.

The government technical manager for this program was Raymond Valoriof the Naval Air Propulsion Center, Trenton, New Jersey 08628 (telephone609/882-1414). Daniel Pauze of the Applied Technology Laboratory, USARTL(AVRADCOM) Fort Eustis, Virginia 23604, provided technical direction for theU.S. Army.

The project was conducted by Teledyne CAE under the direction ofGlenn W. Hamburg and William F. Prusaitis.

Acknowledgement is provided by Wray Johnson of Norton Company,Worcester, Massachusetts and Paul Cowley of Federal Mogul Corporation, AnnArbor, Michigan for their assistance and consultation during this program.

..,R"

TABLE OF CONTENTS

PAGE NO.

Foreword ttt

List of Illustrations vi

Summary vii

I Introduction 1

II Discussions 2

III Ceramic Bearing Configuration 4

IV Test Configuration 5

V Instrumentation 5

VI Test History 6

VII Conclusions 10

VIII Recommendations 10

Distribution List 26

v

LIST OF ILLUSTRATIONS

FigurePage No.

I J402-CA-400 HARPOON Missile Engine 112 J402 Production Engines Rear Bearing Lube System 123 Ceramic Bearing Configuration 134 Rear Mainshaft Ceramic Bearing For J402 Engine

Showing Silicon Nitride Races and Rollers WithSilver Plated Steel Cage 14

5 Ceramic Bearing Test Lube Flow Control 156 Rear Bearing Lubrication Flow Characteristics

as Assembled per Figure 5 167 Oscillograph Recording Data Sheet 178 Ceramic Bearing Test History 189 After Test 1 1910 After Test 2a 2011 After Test 2a 2112 After Test 2b 2213 After Test 4 2314 After Test 4 2415 Endurance Test Cycle 25

vi

SUMMARY

The program tests conducted on a modified 3402 turbine engine wereto demonstrate the feasibility of using ceramic bearings for high speed gasturbine applications with reduced or no lubrication to the bearing.

Six engine tests were conducted, each test complementing thefollowing test to establish baseline parameters of the test to follow. TestNo. 3 was the first to demonstrate the ceramic bearing operation unlubricatedat 39,000 rpm and minimum lubrication of lOcc per minute at 41,200 rpm.Engine Test No. 4, which was a repeat of Test No. 3, was successfullycompleted and demonstrated 33 minutes of unlubricated operation at 39,000 rpm.

All engine tests were conducted with the bearing and bearing housinginstrumented for temperature readout during the test. Engine Tests 3, 4, 5and 6 were instrumented for lubrication flow pressure and bearing cavitypressure in order to monitor lubrication to the bearing as a function ofpressure differential.

vii

CERAMIC BEARING FINAL REPORT

I. INTRODUCTION

In response to increasingly stringent demands being placed uponmetallic bearings, Teledyne CAE, under U.S. Navy Contract N000140-76-C-1104,has conducted a series of ceramic roller bearing tests using a bailedJ402-CA-400 production engine. The ceramic bearings were made of NortonCompany's NC-132 hot pressed silicon nitride material.

The unique characteristics of ceramic makes it a viable bearingmaterial. The corrosion resistant nature of the ceramic material avoids thenecessity of inspection and retrofitting of engine bearings due toenvironmental corrosion throughout both storage and operational life. Thecombination of corrosion resistance and higher hardness of silicon nitridecompared to steel prevents fretting corrosion and false brinnel indentationsin the bearings that can be caused by handling and shipping, and by storageaboard ship and air launch vehicles. These potential problems have beenidentified in both laboratory engine tests, and from field experience withmissile engines carried aboard launch aircraft.

Current metal bearings for gas turbines must be lubricated tomaintain rolling contact element temperatures within the range established bythe load carrying requirements of the bearing. The upper limit of this rangeis about 6000 F even for the tool steels currently used in mainshaftapplications. The ability of ceramic bearings to maintain hot hardness andcapacity well in excess of 10000 F complemented by a low coefficient offriction, provides a substantial potential payoff through the elimination ofthe lubrication system, results in fewer parts, simplifies the engineassembly, increases reliability, and substantially reduces cost.

i 1

I II I I I I I ,I

II. DISCUSSION

Ceramic rolling contact bearings have potential advantages overconventional metal bearings for use in the mainshaft support positions in gasturbine engines. Some of these advantages are listed below:

1) The low coefficient of thermal expansion of silicon nitridealleviates the problem of loss of internal clearance due to athermal differential across the races. Skidding may occur inconventional roller bearings which have excessive initial internalclearance to compensate for the anticipated clearance loss undermaximum thermal operating conditions. (However, it must berecognized that to accommodate the low coefficient of thermalexpansion of silicon nitride, a means of providing thermalcompatibility between the metal shaft and the ceramic bearing innerrace must be incorporated.)

2) The lower density of silicon nitride rolling elements results inlower centrifugal body forces, particularly in high speed bearings,and provides a potential residual capacity to carry higher appliedexternal loads or operate at increased speeds for the same loadlevels.

3) The lower density also minimizes the tendency of the bearing toskid during speed transients by decreasing the mass moment ofinertia of the rollers and cage assembly.

The low coefficient of friction and high hot hardness of siliconnitride may allow operation with no external lubrication; self lubricatingcages :=ould be utilized to extend life under these conditions. A substantialpotential cost and weight benefit results from the elimination of externallubrication requirements. The extent of the cost benefit would depend on thecomplexity of the lubrication system eliminated:

1) The ability to operate at high temperature (20000 F) withoutloss of hardness and capacity allows relaxation of cooling andlubrication requirements. In engines such as the J402-CA-400(HARPOON and VSTT) bearing cooling is provided by compressordischarge bleed air. Minimizing the required amount of coolingbleed air improves the aero thermal cycle efficiency.

2

2) The ceramic's inherent oxidation and corrosion resistanceprecludes deterioration due to heat and gaseous corrosivesubstances. Salt water immersion of drone type aircraft would notrequire post-recovery replacement of the bearing normallynecessitated by salt water attack.

3) Long term storageability, and operational readiness (especially

critical to missile type applications such as the J402-CA-400HARPOON engine) is enhanced by the potential resistance to falsebrinneling and by the virtual immunity to corrosive attackprovided by the extremely hard, chemically inert ceramic.material. In addition, if the bearing is proven consistentlycapable of operating dry, deletion of the lubricant eliminatesconcern for its long term storage stability.

In view of the potential advantages that characterize the use ofsilicon nitride as a rolling element bearing material, particularly inmilitary oriented applications, various branches of the military havesponsored research and development programs related to such usage.* As aresult of these programs, full-scale silicon nitride roller bearings have beenmanufactured and successfully tested in rigs at "DN" values exceeding 2 x106 (the "DN" value is a relative speed indicator, which equals, bearingbore diameter in millimeters times the speed in rpm).

The purpose of this program was to extend previous successfulsilicon nitride roller bearing operating results to the realistic environment

of the gas turbine engine. The engine employed in testing the silicon nitridebearings was a combination of the J402-CA-400 (Navy HARPOON) engine (Figure 1)and the J402-CA-700 (Army-VSTT) engine, which is a longer life derivative ofthe J402-CA-400. Both engines run at relatively modest rear bearing "DN"values (0.7 x 106) but at maximum operating conditions, provide a hostilethe-nal environment for the rear bearing. Compressor discharge air under Sea

Level Static (SLS) conditions provides an ambient bearing cooling stream of4000 F to 4500 F, but under certain high Mn number hot day conditions, thecooling air temperature reaches 5000 F to 6600 F with resultant 6000 Fto 800OFbearing operating temperatures.

*Military sponsored programs include:

1. NAVAIR - N00019-72-C-02992. NAVAIR - N00019-73-C-01933. NAVAIR - N00019-74-C-01574. NAVAIR - N00019-75-C-01975. ARMY - DAAG 46-74-C-0055

3

These engines have innovative lubrication systems,(Figure 2) designed to saveweight, volume, ano cost. The J402-CA-400 rear bearing has a 30-minute liferequirement and is grease lubricated. However, the J402-CA-700 rear bearinghas a 30-hour life requirement, and therefore is lubricated by a fuel mistsystem. The latter system was used to provide baseline data relative toengine operation of ceramic rolling element bearings and to provide aconvenient means of controlling lubricant flow to the bearing. Followingsuccessful demonstration of ceramic bearing operation in a fuel lubricatedmode, the bearing fuel lube system was modified to permit fuel lube flowmodulation.

III. CERAMIC BEARING CONFIGURATION

The bearings were manufactured by the Federal Mogul Corporation fromHot Press Silicon Nitride billets supplied by the Norton Company. Figure 3describes the bearing's salient features. The inner race mounting rings areconical at the ceramic inner race interface to accommodate the thermaldifferential growth between the steel shaft and the ceramic inner race, bothaxially and radially. This conical innerface maintains the inner racecenterind requirements throughout the operating temperature range of theceramic bearing. The bearing outer race is supported in a damping ring whichabsorbs the shaft vibrations within the bearing housing. This damping ring isidentical to the production ring with the exception of the ceramic bearingouter race anti-rotation pin slot. A number of design modifications wereimplemented after the first test resulted in a bearing failure due to axialmovement of the outer race caused by the disengagement of the outer raceretaining ring from i'- groove. These modifications are summarized below:

1) The fit between the bearing O.D. and the vibration isolator ringwas tightened to partially offset the differential thermalexpansion between the ceramic outer race and the steel bearing

housing's higher coefficient of expansion.

2) A slot was added to the bearing outer race to engage a dowel pinto preclude outer race spin.

4

3) The bearing inner race rear mounting ring was widened to enhancethe race stability by increasing the length over diameter (L/D)ratio, improving the inner race runout control. The new rearmounting ring also reduced the assembly time necessary toachieve the required inner race runout.

The alterations to the original bearing design were subsequentlyincorporated in all the bearings used in the tests.

Photographs of the bearings are shown in Figure 4.

IV. TEST CONFIGURATION

The ceramic bearing capability to operate successfully in a gasturbine was established by installing the bearing in a modified J402-CA-700engine. The bearing was lubricated identically to its production enginebearing counterpart. The fuel lube, tapped from the engine centrifugal fuelpump discharge port, flows through a flow restrictor and is finally jetimpinged into the bearing. At maximum shaft speed, this lube flow isapproximately 60cc per minute.

Following demonstration of successful ceramic bearing operation in alubed configuration, the engine was modified to provide fuel lube flowmodulation. The production engine fuel pump discharge passage was blocked andreplaced with an external source of fuel lube (Figure 5). Fuel lube flows offrom 60cc to zero were established as a function of pressure (P) on ahydraulic flow bench ( Figure 6). An air pressurized fuel lube tank providedthe lube pressure, and an electrically actuated motorized valve varied theflow control orifice. In engine operation the desired fuel lube flow wasestablished by actuating the motorized valve to obtain the required P betweenthe valve discharge pressure and the pressure in the bearing cavity.

V. INSTRUMENTATION

In addition to the instrumentation normally employed in productionengine acceptance test, e.g., fuel flow, thrust, level of vibration, etc., therear (ceramic) bearing outer race temperature was monitored via twothermocouples; a third thermocouple monitored the bearing housingtemperature. Oscillograph recording data were obtained; Figure 7 shows atypical data sheet.

5

VI. TEST HISTORY

A surmary of the ceramic bearing test history is shown in Figure 8.

Test Number 1 - Date: 7/19/77

The test objective was to establish the capability of a ceramicroller bearing to operate in a gas turbine. After 17 minutes of a scheduled50 minute test the bearing failed. The bearing failure was caused bydisengagement of the bearing retaining (Spiralox) ring from its groove, whichallowed the outer race and roller asserrbly to move axially forward over theedge of the inner race. The resultant high edge load and stress concentrationcaused chipping and subsequent cracking which eventually resulted in completebearing failure (Figure 9). Loosening of the snap ring in its groove wasinitiated by spinning of the bearing outer race and end shield. The spinningoccurred as a result of increased O.D. clearance at operating temperature dueto the large difference in coefficients of thermal expansion between thesilicon nitride bearing race and the steel housing, and was furtheraccentuated by the extremely smooth bearing O.D.

For subsequent tests, an anti-rotation slot was ground in the outerrace, and a longer, more stable inner race mounting ring was incorporated inthe bearing assembly. Modifications to the bearing housing consisted ofintroducing a bearing outer race anti-rotating pin and deepening the retainingring groove. The Spiralox wound ring was replaced by a "True-Arc" type withsubstantially greater retention capability.

Test Number 2 - Date: 11/9/77

This test's objective was the same as Test No. 1, to determine theceramic bearing ability to operate in a gas turbine application. Aftersuccessfully accumulating 63 minutes of testing, the bearing was visuallyinspected in situ and found to be in excellent condition (Figures 10 and 11).Testing was resumed to the J402-CA-700 (VSTT) endurance schedule; aftercompleting four hours of the scheduled five hours run, a turbine rotor bladefailure occurred at maximum shaft speed. The bearing had been operatingnormally prior to turbine blade separation; post test examination revealed thebearing inner race was destroyed and the outer race was cracked in severalareas (Figure 12).

6

In this test the bearing was continuously fuel lubricated byapproximately 60cc per minute flow. Bearing temperature was 400 F at maximumshaft speed.

Test Number 3 - Date: 3/14/78

The objective of this test was to determine the bearing ability tooperate at a reduced/zero lube flow.

The bearing demonstrated the capability to operate unlubricated at39,000 shaft rpm by running for 15 minutes with the bearing temperaturestabilized at 6250 F. Successful operation at Harpoon 100 percent shaftspeed (41,200 rpm) with fuel lube flow reduced to lOcc per minute was alsodemonstrated (bearing temperature 5750 F). However, an attempt at oper-ating at this shaft speed with zero flow resulted in a rapid bearingtemperature rise beyond 6750 F. Prompt throttle reduction and reappli-cation of fuel lube failed to save the bearing.

Test Number 4 - Date: 3/31/78

The purpose of this test was to repeat the objective of Test No. 3.The test was successfully completed with the bearing in excellent condition asshown in Figures 13 and 14. Harpoon 100 percent shaft speed (41,200 rpm) wassustained for 22 minutes with lube flow of lOcc per minute (bearingtemperature 6270 F) and for 4 minutes with flow of 0 to lOcc per minute(bearing temperature 6700 F). Shaft speed was subsequently reduced to39,000 rpm, the fuel lube was shut-off and the engine was operated for 33minutes with the bearing temperature stabilizing at 5730 F.

Test Number 5 - Date: 5/11/78

The intent of this test was to run 5 hours under the VSTT enduranceschedule (Figure 15) with zero lube flow.

The engine was operated at 39,600 rpm (100 percent VSTT shaft speed)with the bearing lubricated. Lube flow was gradually decreased to zero.After the bearing temperature stabilized at 5750 F, the endurance run wasbegun. Approximately 3 minutes into the endurance cycle, the bearingtemperature began to rapidly increase, eventually peaking at 8250 F whilethe shaft speed was simultaneously reduced to 30,000 rpm. On disassembly,inspection showed the outer race had numerous fractures, and the inner racehad been destroyed.

7

The bearing was one of the two remaining unused bearings. Prior tothis test, these two bearings had been returned to Federal Mogul to bereworked to the configuration implemented after Test No. 1, as follows:

1) Slot the outer race.2) Reduce the bearing outer race 0.D.3) Grind the inner race O.D. to increase the bearing internal

clearance to 0.0020 - 0.0025 to bring the bearing internalclearance to within the range of those bearings which previouslyran successfully.

Subsequent to this test, the one remaining new bearing, which hadbeen modified concurrently with the failed bearing, was returned to Norton forexamination.

An investigation by Norton using Optical and X-ray Diffractionanalysis disclosed that regrinding of the inner race bearing surfacesubstantially altered the microstructure of the silicon nitride race materialand may have contributed to the bearing failure. Quoting from the Nortonreport "Conclusions":

"It is virtually certain that the regrinding of the innerraceway altered the surface of the NC-132 base material.Extreme temperatures were generated that resulted in a very lowmaterial removal rate. It is not unusual for wheel propertyvariations within a given specification to occur, causing somewheels to cut at much different rates. Enough heat could havebeen generated to:

A) Oxidize the NC-132 silicon nitride to SiO2 quenched to a

glassy deposite by the coolant.

B) Break down the wheel vitreous bond and deposit it on therace surface.

Either of these is likely, given the apparent glassystructure of the deposits. This altered surface structurecannot be expected to have superior properties in rolling wearof contact fatigue demonstrated by pure NC-132 surfaces.Assuming the same surface was present on the failed raceway theanamalous results could be attributed in part to thenon-homogeneous surface.,

8

In light of the report's conclusion that the inner race rollingcontact surface was not suitable, the decision was reached to discard thisinner race and replace it with a newly manufactured inner race.

Test Number 6 - Date: 10/28/78

The purpose of this test was to run a 5 hour VSTT endurance (Figure15) with zero lube flow. This test is a repeat of Test No. 5.

The engine was operated at 39,600 rpm (100 percent VSTT shaft speed)with the bearing lubricated initially as in Test No. 5. The lube flow wasgradually decreased to lOcc per minute, and held until bearing temperaturestabilized at 5490 F. The lubrication was gradually reduced to zero whenthe bearing temperature began to rise rapidly. The engine speed was thenreduced, which in turn reduced the bearing temperature. After the bearingtemperature once again stabilized, the speed was increased gradually. Thebearing temperature began to rise rapidly and the engine speed was againreduced. This time the bearing temperature continued to rise as the enginespeed was reduced. With a maximum bearing temperature observed at 7900F,the test was aborted and the engine was shut down. Disassembly of the enginerevealed a bearing failure. The outer race had numerous fractures and theinner race had only pieces left.

The primary cause of failure has been identified as loss of innerrace radial support during rapid thermal and speed transient conditions. Twoedge rings, supplied as part of the bearing assembly, support the bearinginner race through conical surfaces on the inner race end faces. The conicalsupport rings are designed to maintain positive contact under differentialthermal growth rates by allowing the shaft supported rings and bearing race toslide along their common conjugate surfaces. Clearance is provided betweenthe inner race bore and the shaft journal to avoid inducing excessive racehoop stresses by the greater thermal growth of the metal shaft. The clearancewas calculated to provide positive radial contact at an estimated bearingoperating temperature of 9000 F. Since steady state bearing operatingtemperatures did not exceed 7000 F, the bearing race was always supported onthe edge rings during testing.

This system was extremely sensitive to clamping loads and axialrun-out of the clamping members. Each bearing/shaft assembly was accom-plished only after numerous torquing iterations involving clamping nutselections and rotary indexing of various components in the clamping path toobtain the required inner race run-out, (0.0002 in.). Bearing race run-outvaried from 0.00015 in. to 0.0040 in. with various combinations of indexingand locknuts. The locknut was tack welded to the shaft after proper bearingrace run-out was obtained to assure maintenance of the clamping load.

9

I3 -- 4

During thermal and speed transients, the static clamping frictionbetween the conjugate mounting faces caused unequal, slip-stick frictionmotion of one end of the race with respect to the other, resulting in cockingof the race with consequent intolerably high stress concentrations. Underconditions of zero lubricant flow no fluid was available to form anelastohydrodynamic film between the roller/race surfaces, and racedeterioration rapidly escalated into failure in several instances.

An inner race mounting system capable of continuous, uniform radialand axial support, while accommodating the relative thermal differentialexpansion between race and shaft is required to make the unlubricated hotsection bearing a reliable gas turbine component.

VII. CONCLUSIONS

Engine tests in a modified 3402 gas turbine engine has demon-strated the feasibility of operating a ceramic roller bearing withoutlubrication for a sustained period of time. The duration of the unlub-ricated bearing operation was 33 minutes at 39,000 rpm. At an elevated speedof 41,200 rpm a minimum lubrication feed to the ceramic roller bearing of100cc per minute was provided. This compares to the standard M-50 tool steelbearing lubrication requirement of 60cc per minute.

With the exception of the first two runs, the primary cause offailure in those tests which did not achieve the desired test objectives isbelieved to be due to the inner race mounting arrangement which may beincapable of accommodating the transient speed and thermal conditions imposedduring engine operation, particularly in the non-lubricated mode.

VIII. RECOM4ENDATIONS

It is recommended that development effort be continued withparticular emphasis on evaluating improved bearing mounting configurations andbearing designs under a full range of engine operating conditions (i.e.,endurance, cold soak, shock, vibration and rapid starts).

10

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DISTRIBUTION LIST FOR CONTRACT N000140-76-C-1104

COPIES

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AIR-536 IAIR-330 2AIR-5360 1AIR-340E 1AIR-320A 1AIR-52032 4AIR-5364C IAIR-501 2AIR-5364A 1

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NDH DivisionGeneral Motors CorporationHayes StreetSandusky, OH.Attn: H. Woerhle

The Timken CompanyCanton, OH.Attn: R. Cornish

Fafnir Bearing CompanyDivision Textron Corporation27 Booth StreetNew Britain, CT. 06050

30

DISTRIBUTION LIST (Cont'd.)

COPIES

Federal-Mogul CorpotationAnti-Friction Bearing R&D Center3980 Research Park DriveAnn Arbor, MI. 48104Attn: D. Glover

Industrial Tectonics Inc.18301 South Santa FeCompton, CA. 90224Attn: H. Hanau

Marlin-Rockwell DivisionTRW, IncorporatedJamestown, N.Y. 14701Attn: H. Munson

Engineering and Research CenterSKF Industries, Incorporated1100 First AvenueKing of Prussia, PA. 19406Attn: L. Sibley

Norton CompanyIndustrial Ceramics Division1 New Bond StreetWorcester, MA. 01606Attn: Mr. J. Lucek

Mechanical Technology Incorporated968 Albany-Shaker RoadLatham, N.Y. 12110

Battelle Memorial InstituteColumbus Laboratory505 King AvenueColumbus, OH. 43201Attn: D. Snedecor

31

DISTRIBUTION LIST (Cont'd.)

COPIES

Franklin Institute Research LaboratoriesBenjamin Franklin ParkwayPhiladelphia, PA. 19103Attn: J. Rumbarger

Westinghouse Research LaboratoriesBeulah RoadChurchill BoroughPittsburgh, PA. 15235Attn: Dr. R. Bratton

Franklin Institute Research LaboratoriesBenjamin Franklin ParkwayPhiladelphia, PA. 19103Attn: J. Rumbarger

IIT Research Institute10 West 35th StreetChicago, IL. 60616Attn: Ceramics Division

Boeing Vertol CompanyP.O. Box 16858Philadelphia, PA. 19142Attn: J. Lenski

Bell Helicopter - TextronPlant 5P.O. Box 482Ft. Worth, TX. 76101Attn: R. Battles

Western Gear CorporationApplied Technology Division14724 E. Proctor AvenueP.O. Box 1040Industry, CA. 91744

Shaker Research CorporationNorthway 10Executive ParkBallston Lake, N.Y. 12019Attn: T. M. Mc~rew

32

DISTRIBUTION LIST (Cont'd.)

COPIES

Sikorsky AircraftDivision of United TechnologiesPower Drive SystemsN. Main StreetStratford, CT. 06602Attn: G. Gardner

University of CaliforniaLawrence LaboratoryLivermore, CA. 94550Attn: Blake Myers, L468

33