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Pratt & Whitney JT8D

{{Short description|1963 turbofan engine family}}

{{Infobox aircraft begin

|name= JT8D

|image= File:Pratt & Whitney JT8D-17A 1.JPG

|caption= The JT8D is a low-bypass turbofan often used on early narrowbody jetliners

}}{{Infobox aircraft engine

|type= Turbofan

|manufacturer = Pratt & Whitney

|national origin = United States

|first run = 1960

|major applications = Boeing 727
Boeing 737-100/-200
McDonnell Douglas DC-9
McDonnell Douglas MD-80
Dassault Mercure

|number built = 14,750

|developed from = Pratt & Whitney J52

|variants with their own articles =

|developed into = Volvo RM8

}}

The Pratt & Whitney JT8D is a low-bypass (0.96 to 1) turbofan engine introduced by Pratt & Whitney in February 1963 with the inaugural flight of the Boeing 727. It was a modification of the Pratt & Whitney J52 turbojet engine which powered the US Navy A-6 Intruder and A-4 Skyhawk attack aircraft. Eight models comprise the JT8D standard engine family, covering the thrust range from 12,250 to 17,400 pounds-force (54 to 77 kN), and power the 727, 737-100/200, and DC-9. The updated JT8D-200 family, covering the 18,900 to 21,000 pounds-force (84 to 93 kN), powers the MD-80 and re-engined Super 27 aircraft. The JT8D was built under license in Sweden as the Volvo RM8, a redesigned afterburning derivative for the Saab 37 Viggen fighter.Gunston, p. 236 Pratt & Whitney also sells static versions for powerplant and ship propulsion as the FT8.

Design

File:1-4 SCALE JT-8D TURBO JET ENGINE - NARA - 17422354.jpg

{{More citations needed section|date=October 2008}}

The JT8D is an axial-flow front turbofan engine incorporating a two-spool design. There are two coaxially-mounted independent rotating assemblies: one rotating assembly for the low pressure compressor (LPC) which consists of the first six stages (i.e. six pairs of rotating and stator blades, including the first two stages which are for the bypass turbofan), driven by the second (downstream) turbine (which consists of three stages); and a second rotating assembly for the high-pressure compressor (HPC) section, which has seven stages. The high-pressure compressor is driven by the first (upstream) turbine, which has a single stage.

The front-mounted bypass fan has two stages. The annular discharge duct for the bypass fan runs along the full length of the engine, so that both the fan air and exhaust gases can exit through the same nozzle. This arrangement allows some noise attenuation, in that the still-hot fast-moving turbine exhaust is shrouded in much-cooler and slower-moving air (from the bypass fan) before interacting with ambient air. Thus, the JT8D noise levels were significantly reduced from previous non-turbofan engines, although the low bypass ratio meant that, compared to subsequently developed turbofans, high noise levels were still produced.

Within the fan inlet case, there are anti-icing air bosses and probes to sense the inlet pressure and temperature. Similar units exist throughout the engine to check temperatures and pressures.

At the 13th (i.e. the final) compressor stage, air is bled out and used for anti-icing. The amount is controlled by the Pressure Ratio Bleed Control sense signal (PRBC). The diffuser case at the aft end of the compressor houses the 13th stage. Its increasing cross-sectional area allows the compressed air to slow down before entering one of the engine's nine burner cans. Again, there are two bosses to extract 13th stage air for anti-icing, de-icing of fuel, and airframe (cabin pressurization) use. Not all the compressed air enters the burner cans at the fuel-ignition point; some bypasses the can completely and cools the first turbine stage, and some is gradually introduced into the burner can's perimeter in such a way that the burning fuel is held near the can's centerline.

There are nine combustion chambers positioned in a can-annular arrangement. Each chamber has three air inlet hole sizes: the smallest is for cooling, the medium is for burning and the largest for forming an air blanket.

File:CRT SECTOR RIG COMBUSTOR CAN JT-8D - NARA - 17470980.jpg|Cannular combustor

File:JT-8D 20 INCH DIAMETER ROTOR AND BYPASS STATORS - NARA - 17418487.jpg|{{cvt|20|in}} diameter rotor and bypass stator

File:JT8D COMPRESSOR FAN - NARA - 17418187.jpg|Compressor fan

JT8D COMPRESSOR FAN - NARA - 17418191.jpg|Fan blade

=Update programs=

File:JT-8D REFAN ENGINE - NARA - 17422288.jpg in 1974]]

In response to environmental concerns that began in the 1970s, the company began developing a new version of the engine, the JT8D-200 series.{{cite book |last= Gunston |first= Bill |title= The Development of Piston Aero Engines, 2nd Edition |year= 1999 |publisher= Patrick Stephens, Haynes Publishing |location= Sparkford, Somerset, England, UK |isbn= 0-7509-4478-1 |page= 169}} Designed to be quieter, cleaner, more efficient, yet more powerful than earlier models, the -200 Series power-plant was re-engineered with a significantly higher bypass ratio (1.74 to 1) covering the 18,500 to 21,700 pound-force (82 to 97 kN) thrust range and powering the McDonnell Douglas MD-80 series. This increase was achieved by increasing bypass fan diameter from {{convert|39.9|in|cm}} to {{convert|49.2|in|cm}} and reducing fan pressure ratio (from 2.21 to 1.92).{{Citation needed|date=May 2009}} Overall engine pressure ratio was also increased from 15.4 to 21.0.{{Cite web |url=http://www.pw.utc.com/ |title=Pratt & Whitney website, accessed 14 October 2007 |access-date=29 March 2009 |archive-date=5 July 2008 |archive-url=https://web.archive.org/web/20080705213515/http://www.pw.utc.com/ |url-status=live }} Since entering service in 1980, more than 2,900 of the -200 series engines have been produced.

The JT8D-217 and -219 engine(s) were tested in 2001 and were deemed suitable replacements for the old TF33 engines on military and commercial aircraft as part of the Super 27 re-engining program. The updated engines offer reduced (Stage-3) noise compliance standards without the need for hush kits, enhanced short field performance, and steeper and faster climb rates with roughly a 10% reduction in fuel burn for extended range.

Pratt & Whitney, in a joint venture with Seven Q Seven (SQS) and Omega Air, developed the JT8D-219 as a re-engine powerplant for Boeing 707-based aircraft.[http://www.flug-revue.rotor.com/FRNews1/FRNews02/FR020512.htm Flug Revue, May 12, 2002] {{webarchive|url=https://web.archive.org/web/20071107044727/http://flug-revue.rotor.com/frnews1/FRNews02/FR020512.htm |date=November 7, 2007 }} Northrop Grumman used the -219 to re-engine one of the United States Air Force's fleet of 19 Joint Surveillance Target Attack Radar System (E-8 Joint STARS) aircraft, which would allow the JSTARS more time on station due to the engine's 17%{{Cite web |url=http://www.defenseindustrydaily.com/Re-engining-the-E-8-JSTARS-04891/ |title=Re-engining the E-8 JSTARS, May 14, 2008 |access-date=June 23, 2009 |archive-date=September 24, 2016 |archive-url=https://web.archive.org/web/20160924110007/http://www.defenseindustrydaily.com/Re-engining-the-E-8-JSTARS-04891/ |url-status=live }} greater fuel efficiency. However these plans were cancelled after the single conversion when the decision was taken to retire the platform. NATO originally planned to re-engine their fleet of E-3 Sentry AWACS aircraft, however again this was cancelled after the decision was taken to retire the E-3 platform in preference for the E-7 Wedgetail. The -219 is publicized as being half the cost of the competing 707 re-engine powerplant, the CFM International CFM56, for reasons of geometrical and balance similarity to the engine it is replacing and the associated relative up-front wing modification costs of the two choices.

The proposed Aerion SBJ supersonic business jet, previously under development, was to use a pair of JT8D-219 engines for sustained supersonic flight.

Variants

File:Pratt-707re-N707HE-071126-25-16.jpg]]

class="wikitable" style="text-align:center"

! Series

! colspan=4 | Initial J52 derived variants{{cite web |url= https://rgl.faa.gov/Regulatory_and_Guidance_Library/rgMakeModel.nsf/0/9cc3860112f05f72862573460049d2e0/$FILE/E2EA.pdf |title= Type Certificate E2EA data sheet |publisher= Federal Aviation Administration |date= August 28, 2007 |access-date= December 23, 2020 |archive-date= December 28, 2016 |archive-url= https://web.archive.org/web/20161228104818/http://rgl.faa.gov/Regulatory_and_Guidance_Library/rgMakeModel.nsf/0/9cc3860112f05f72862573460049d2e0/$FILE/E2EA.pdf |url-status= live }}

! colspan=3 | Updated -200 series{{cite web |date=December 13, 2010 |title=Type Certificate E9NE data sheet |url=https://natopie.com.pl/n/E2EA.pdf |url-status=live |access-date=December 23, 2020 |publisher=Federal Aviation Administration}}

Model

! -1(A/B)/7(A/B)
/9(A)/11

-5-15(A)-17(A/R/AR)

! -209

-217(A/C)-219
Certification

| colspan=2 | Feb 1, 1963 || Apr 7, 1971 || Feb 1, 1974

| Jun 22, 1979 || Oct 31, 1980 || Feb 22, 1985

Compressor

| colspan=4 | axial 13-stage

| colspan=3 | axial 14-stage

Combustors, turbine

| colspan=7 | 9 can-annular, 4-stage

Maximum Thrust

| {{cvt|14,000 - 15,000|lbf|kN|disp=br}} || {{cvt|12,250|lbf|kN|disp=br}} || {{cvt|15,550|lbf|kN|disp=br}} || {{cvt|17,000 - 17,400|lbf|kN|disp=br}}

| {{cvt|18,900|lbf|kN|disp=br}} || {{cvt|20,000|lbf|kN|disp=br}} || {{cvt|21,000|lbf|kN|disp=br}}

Length

| colspan=4 | {{cvt|123.56|in}}

| colspan=3 | {{cvt|154.20|in}}

Width

| colspan=4 | {{cvt|40.0|in}}

| colspan=3 | {{cvt|49.2|in}}

Dry Weight

| {{cvt|3205-3402|lb|disp=br}} || {{cvt|3205|lb|disp=br}} || {{cvt|3414-3474|lb|disp=br}} || {{cvt|3430-3500|lb|disp=br}}

| {{cvt|4,588|lb|disp=br}} || {{cvt|4,623-4,684|lb|disp=br}} || {{cvt|4,684|lb|disp=br}}

LP rpm

| 8,600 || 8,500 || 8,800 || 8,800-8,900

| 7,850 || 7,770-8,080 || 8,120

HP rpm

| 12,250 || 12,100 || 12,250 || 12,250-12,280

| 12,150 || 12,285-12,350 || 12,350

Production

More than 14,000 JT8D engines have been produced, totaling more than one-half billion hours of service, with more than 350 operators, making it the most popular of all low-bypass turbofan engines ever produced.{{Cite web|title=Pratt & Whitney's JT8D Engine Turns Half a Century Old|url=https://newsroom.prattwhitney.com/2014-02-10-Pratt-Whitneys-JT8D-Engine-Turns-Half-a-Century-Old|access-date=2021-07-07|website=MediaRoom|publisher=Pratt & Whitney|quote=More than 14,750 JT8D engines have been built, accumulating more than half a billion hours of service. At one point, JT8D engine sales and service contributed about half of United Technologies' profits. Today, it continues to generate revenue through overhauls, spare parts sales and kits to make it quieter and cleaner burning.|archive-date=2021-07-09|archive-url=https://web.archive.org/web/20210709184609/https://newsroom.prattwhitney.com/2014-02-10-Pratt-Whitneys-JT8D-Engine-Turns-Half-a-Century-Old|url-status=live}}{{Cite web|title=JT8D|url=https://prattwhitney.com/products-and-services/products/commercial-engines/jt8d|access-date=2021-07-07|publisher=Pratt & Whitney|quote=The JT8D engine has proven itself to be a highly durable and reliable engine, having completed more than 673 million dependable flying hours since entering service. Once deemed the workhorse of the industry, more than 14,750 JT8D engines have flown. Today, there are 2,400 engines still in use.|archive-date=2022-01-25|archive-url=https://web.archive.org/web/20220125082017/https://prattwhitney.com/products-and-services/products/commercial-engines/jt8d|url-status=live}} Regular production ended in 1985, but some replacement engines were produced for military aircraft in 2011.{{cite news | last=Lee | first=Mara | title=JT8D Engine Revived At Pratt & Whitney | work=Hartford Courant | date=2011-03-03 | url=https://www.courant.com/business/hc-xpm-2011-03-03-hc-joint-stars-20110302-story.html | access-date=2021-07-07 | archive-date=2021-07-08 | archive-url=https://web.archive.org/web/20210708090117/https://www.courant.com/business/hc-xpm-2011-03-03-hc-joint-stars-20110302-story.html | url-status=live }} Mainline airline use of the JT8D continued until 2020 when Delta Air Lines retired their MD-88 fleet early due to the COVID-19 pandemic.{{Cite web|last=McMurtry|first=Ian|date=2020-06-03|title=The JT8D Engine Roars into History Books as Delta Retires McDonnell Douglas Fleet|url=https://airlinegeeks.com/2020/06/03/the-jt8d-roars-in-the-history-books/|access-date=2021-07-08|website=AirlineGeeks.com|archive-date=2021-07-09|archive-url=https://web.archive.org/web/20210709185013/https://airlinegeeks.com/2020/06/03/the-jt8d-roars-in-the-history-books/|url-status=live}}

Applications

File:Boeing 727 T-tail and engines.jpg|Boeing 727

File:PW JT-8D-17 engine on a Brazilian Air Force VC-96 (2116).jpg|Boeing 737

File:Réacteurs de mercure (2890623814).jpg|Dassault Mercure

File:JA2012 Centrair (8085933177).jpg|Kawasaki C-1

File:LN-RMT McDonnell Douglas MD-81 (DC-9-81) (cn 53001 1815) Scandinavian Airlines - SAS. (6103442473).jpg|McDonnell Douglas MD-80

Caravelle Super 10-Air Toulouse tail (MAA).JPG|Sud Aviation Caravelle

Accidents

;18 January 1969:United Air Lines Flight 266 – ten minutes after takeoff, the cockpit received a warning from Engine 1 of an engine fire and cut off power to that engine. A minute later, Flight UA266 suffered a total loss of electrical power, which disabled the aircraft's flight instruments. At 13 minutes after take-off, the plane crashed into the Pacific Ocean, just 12 miles off the coast, killing all 38 people aboard the aircraft, which consisted of 32 passengers and 6 crew members.{{Cite web |last=Ranter |first=Harro |title=Accident Boeing 727-22C N7434U, Saturday 18 January 1969 |url=https://asn.flightsafety.org/asndb/331630 |access-date=2024-12-24 |website=asn.flightsafety.org}}

;4 April 1977:Southern Airways Flight 242 – both engines on the DC-9 failed when the pilots flew into a severe thunderstorm after misreading their onboard radar. The flight encountered severe rain and hail. The NTSB concluded that the "loss of thrust was caused by the ingestion of massive amounts of water and hail which in combination with thrust lever movement induced severe stalling in and major damage to the engine compressors". Some 63 people on board and 9 on the ground died as a result of the accident.{{Cite web |title=Douglas DC-9-31 {{!}} Federal Aviation Administration |url=https://www.faa.gov/lessons_learned/transport_airplane/accidents/N1335U |archive-url=http://web.archive.org/web/20241031005839/https://www.faa.gov/lessons_learned/transport_airplane/accidents/N1335U |archive-date=2024-10-31 |access-date=2024-12-24 |website=www.faa.gov |language=en}}{{Cite web |last=Ranter |first=Harro |title=Accident McDonnell Douglas DC-9-31 N1335U, Monday 4 April 1977 |url=https://asn.flightsafety.org/asndb/329168 |access-date=2024-12-24 |website=asn.flightsafety.org}}

;22 August 1985:British Airtours Flight 28M – an engine failed during take-off from Manchester Airport and a fire spread into the cabin, resulting in 55 fatalities aboard the Boeing 737-236 Advanced.{{Cite web |last=Ranter |first=Harro |title=Accident Boeing 737-236 G-BGJL, Thursday 22 August 1985 |url=https://asn.flightsafety.org/asndb/327142 |access-date=2024-12-24 |website=asn.flightsafety.org}}

;6 September 1985:Midwest Express Flight 105 – the NTSB concluded that an unconfined failure of the 9th - 10th stage compressor spacer occurred immediately after takeoff from Milwaukee Mitchell International Airport (then called Billy Mitchell Field). The plane was observed to have slowed significantly as a result of the engine loss and experienced an accelerated stall condition. The plane rolled to the right 90 degrees and crashed just south of the runway, resulting in 31 fatalities (all passengers and crew) aboard the McDonnell-Douglas DC-9 aircraft.https://www.ntsb.gov/investigations/AccidentReports/Reports/AAR8701.pdf {{Webarchive|url=https://web.archive.org/web/20201016204222/https://www.ntsb.gov/investigations/AccidentReports/Reports/AAR8701.pdf |date=2020-10-16 }} | NTSB Aircraft Accident Report AAR8701

;3 May 1991:Ryan Airlines – unconfined failure of 9th stage compressor disc penetrated fuel lines and fuselage on the tarmac at Bradley International Airport causing fire and complete loss of aircraft. No fatalities reported.{{cite web |url=http://aviation-safety.net/database/record.php?id=19910503-0 |title=ASN Aircraft accident Boeing 727-22QC N425EX Hartford-Bradley International Airport, CT (BDL) |website=Aviation Safety Network |access-date=2015-12-26 |archive-date=2010-06-15 |archive-url=https://web.archive.org/web/20100615172218/http://aviation-safety.net/database/record.php?id=19910503-0 |url-status=live }}

;27 December 1991:Scandinavian Airlines Flight 751 – the engines on an MD-81 ingested wing ice during takeoff causing engine damage that led to a total loss of thrust on both engines. The aircraft crashed in a forest clearing with no fatalities.{{Cite web |last=Ranter |first=Harro |title=Accident McDonnell Douglas DC-9-81 (MD-81) OY-KHO, Friday 27 December 1991 |url=https://asn.flightsafety.org/wikibase/325633 |access-date=2024-12-24 |website=asn.flightsafety.org}}

;6 July 1996:An engine explosion happened on an MD-88, Delta Air Lines Flight 1288, just prior to take-off at Pensacola, Florida, USA, with two fatalities.{{Cite web |last=Ranter |first=Harro |title=Accident McDonnell Douglas MD-88 N927DA, Saturday 6 July 1996 |url=https://asn.flightsafety.org/wikibase/324424 |access-date=2024-12-24 |website=asn.flightsafety.org}}

;6 March 2003:A 737-200 operated by Air Algérie crashed due to sudden loss of thrust as a result of a failure in the high pressure turbine section of the left engine and the captain taking controls off of the first officer without assessing or mentally preparing for the situation. All 6 crew and 96 of the 97 passengers were killed.{{Cite web |last=Ranter |first=Harro |title=Loss of control Accident Boeing 737-2T4 7T-VEZ, Thursday 6 March 2003 |url=https://asn.flightsafety.org/asndb/322875 |access-date=2024-12-24 |website=asn.flightsafety.org}}

;7 November 2007:Nationwide Airlines Flight 723 – the right-hand engine of a 737-200 detached from Flight 723 during rotation. The pilots managed to execute an emergency landing saving all 112 passengers and crew onboard.{{Cite web |last=Ranter |first=Harro |title=Serious incident Boeing 737-230 ZS-OEZ, Wednesday 7 November 2007 |url=https://asn.flightsafety.org/wikibase/321836 |access-date=2024-12-24 |website=asn.flightsafety.org}}

;15 April 2008:Hewa Bora Airways Flight 122 – A DC-9-51 operated by Hewa Bora Airways crashed and burned at Goma following an engine fire, with 40 fatalities.

;2 July 2021: Transair Flight 810 – one engine on the Boeing 737-200 cargo aircraft failed en route from Honolulu to the neighboring Hawaiian island of Maui. The crew attempted to turn back to Honolulu's Daniel K. Inouye International Airport, but the plane's second engine overheated, forcing the two pilots on board to ditch the airplane about {{Convert|4|miles}} off the southern coast of Oahu. Both pilots were rescued by the United States Coast Guard.{{Cite news |last1=Shapiro |first1=Emily |last2=Stone |first2=Alex |date=July 2, 2021 |title=2 pilots alive after plane crashes few miles off coast of Hawaii |language=en |work=ABC News |url=https://abcnews.go.com/US/pilots-alive-plane-crashes-miles-off-coast-hawaii/story?id=78604621 |access-date=2021-07-02 |archive-date=2021-07-09 |archive-url=https://web.archive.org/web/20210709182311/https://abcnews.go.com/US/pilots-alive-plane-crashes-miles-off-coast-hawaii/story?id=78604621 |url-status=live }}

;19 October 2021:2021 Houston MD-87 crash – A privately owned MD-87 was recorded on its takeoff roll just after throttling up a "puff of smoke" was observed from the left engine nacelle. Subsequently the aircraft rolled off the end of the runway into a grass field and caught fire. The MD-87 was almost completely destroyed by the resulting fire.{{Cite web|url = https://www.youtube.com/watch?v=1wOr8CH0FRs|title = Video shows MD-87 plane taxis down runway before fiery crash near Houston|website = YouTube| date=20 October 2021 |access-date = 2021-10-22|archive-date = 2021-10-30|archive-url = https://web.archive.org/web/20211030185413/https://www.youtube.com/watch?v=1wOr8CH0FRs|url-status = live}} The privately owned jet, N987AK McDonnell Douglas MD-87, owned by J. Alan Kent Development LLC,{{Cite web |url=https://jalankent.com/ |title=J. Alan Kent |access-date=2021-10-22 |archive-date=2021-10-22 |archive-url=https://web.archive.org/web/20211022060349/https://jalankent.com/ |url-status=live }} was operating a charter flight carrying sports fans to Boston for the ALCS Championship Baseball Games. Only one minor injury and no fatalities occurred in this incident.{{Cite web|url=https://aviation-safety.net/database/record.php?id=20211019-0|title=ASN Aircraft accident McDonnell Douglas MD-87 N987AK Houston Executive Airport, TX|access-date=2021-10-22|archive-date=2021-10-21|archive-url=https://web.archive.org/web/20211021121727/https://aviation-safety.net/database/record.php?id=20211019-0|url-status=live}}

Specifications (JT8D-219)

{{jetspecs|

|ref={{cite web |url= http://pw.utc.com/Content/Press_Kits/pdf/me_jt8d-219_pCard.pdf |title= JT8D-219Turbofan Engine |publisher= Pratt & Whitney |date= September 2010 |access-date= 2016-08-25 |archive-url= https://web.archive.org/web/20170510125602/http://pw.utc.com/Content/Press_Kits/pdf/me_jt8d-219_pCard.pdf |archive-date= 2017-05-10 |url-status= dead }}

{{cite web |url= https://www.mtu.de/engines/commercial-aircraft-engines/narrowbody-and-regional-jets/jt8d-200/ |title= JT8D-200 Turbofan Engine |publisher= MTU Aero Engines | access-date= 2024-02-13 }}{{cite web |url= https://ntrs.nasa.gov/api/citations/19740019182/downloads/19740019182.pdf |title= PHASE I - FINAL REPORT a JT8D-100 TURBOFAN ENGINE |publisher= NASA|date= June 1974 |access-date= 2024-02-13}}{{cite web |url= https://mediatum.ub.tum.de/doc/1283437/1283437.pdf |title= Integration of turbofan engines into the preliminary design of a high-capacity short-and medium-haul passenger aircraft and fuel efficiency analysis with a further developed parametric aircraft design software |publisher= Lehrstuhl für Luftfahrtsysteme Technische Universität München|date= 28 May 2015 |access-date= 2024-02-13}}

|type=Dual-spool, low-bypass turbofan

|length={{cvt|154|in|cm}}

|diameter={{cvt|49.2|in|cm}} fan

|weight={{cvt|4,741|lb|kg}}

|compressor=Axial flow, 1-stage fan, 6-stage LP, 7-stage HP

|combustion= Nine can-annular ("cannular") chambers

|turbine=1 stage HP, 3 stage LP

|thrust={{cvt|21,000|lbf|kN|lk=on}}

|compression=19.4

|Bypass ratio=1.74

|aircon={{cvt|144.7|kg/s}} for -9, {{cvt|211.83|kg/s}} for -109

|turbinetemp=

|fuelcon=19% reduction over JT3D

|specfuelcon={{cvt|22.661|si tsfc}}

|thrust/weight={{#expr:21000/4741round2}}

}}

See also

{{Aircontent

|related=

|similar engines=

|lists=

|see also=

}}

References

{{Reflist}}

{{refbegin}}

  • {{cite book |last= Gunston |first= Bill |title= The Development of Piston Aero Engines, 2nd Edition |year= 1999 |publisher= Patrick Stephens, Haynes Publishing |location= Sparkford, Somerset, England, UK |isbn= 0-7509-4478-1 }}

{{refend}}

External links

{{Commons category}}

  • [https://www.pw.utc.com/products-and-services/products/commercial-engines/jt8d Pratt & Whitney - JT8D page] {{Webarchive|url=https://web.archive.org/web/20190901184937/https://pw.utc.com/products-and-services/products/commercial-engines/jt8d |date=2019-09-01 }}

{{P&W gas turbine engines}}

{{Aeroengine-specs}}

{{DEFAULTSORT:Pratt and Whitney JT8D}}

Category:Low-bypass turbofan engines

JT8D

Category:1960s turbofan engines