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Aviation History
1949
1949 - 0802.PDF
*WTAY 5TH, 1949 FLIGHT 523 for take-off. Well worth close examination is the handsomepower plant of this 12HO2, which carries an annular radiator. As licensees and producers of the Rolls-Royce Nene, the HISPANO SUIZA company takes on a special importance thisyear. To date some 60 French Nenes have been built for the many prototypes flying or about to fly. There has been a smallre-design of the rear cover to enable additional auxiliary drives to be taken from it. With one exception all >the-componentsof the Nene are built by Hispanos, and trT?T"rlame-tuhes, which are at present provided by Rolls-Royce, are very shortly to beproduced in France. The piston-engine department of the company is still veryactive, and what may be regarded as an enlarged and an improved version of the 12Z, known rather paradoxically asthe 12B, has been produced. Like the majority of large French units it has direct fuel-injection and a prominent centrifugalsupercharger with large air-trunk pipe. The 12B produces 2,000 h.p. at 2,700 r.p.m., and although not yet type-tested ithas been run at considerably over its design power. One version of this unit is under development with a turbo-blower,and an interesting wind tunnel model of the nacelle with addi- tional air intake gill arranged to remove the boundary layeris exhibited. The unit is designed to retain an output of 1,100 h.p. up to 36,000ft. L.E.M., better known as POTEZ, show units of 160, 220, 450and 650 h.p. The largest of these, the 12D30, is of the hori- zontally opposed 12-cylinder layout favoured by the company.The 8D30 is a supercharged inverted vee type. The 220 h.p. design, the 4D31, is a large, supercharged, inverted four in-linewith blower on top. The 160 h.p. 4D01 is similar but unblown. The MARCEL ECHARD Lutetia 6A01 will be remembered as aunique two-stroke radial with 12 pistons operating in pairs with six common combustion chambers. A compressor ismounted in front of the engine \vith the reduction gear, the whole being most neatly enclosed. A new addition of similarconception, but having four cylinders arranged iirvee form, is the 4C01. This unit with compressor mounted in the vee ofthe cylinders produces 50 h.p. at 2,600 r.p.m. From the MECAMAT company, more familiar by its name ofMathis, comes a large selection of units. They have from two to 36 cylinders with head, barrels, pistons, valves, etc., all«interchangeable. Particular attention has been paid to the balance of all the opposed units. The 4GB62 flat four wasrecently type-tested and rated at 90 h.p. at 2,650 r.p.m. Par- ticularly interesting is the 450 h.p. 16-cvlinder X-form doubleengine which, although its two crankshafts drive only one air- screw, can run in separate halves, due to the incorporation offree wheels in the drive. In addition there are fan-cooled units for helicopter and pusher installations and an economy 40 h.p.twin. Several small conventional flat-four units are produced by VICTOR MINIE. They are in the under-100 h.p. class and equipsome of the new light aircraft to be seen in the Salon. One odd member of the family is the Model 404 (70 h.p.) type-testedin 1938 and having its cylinders cast in pair-blocks. Visitors to previous Paris exhibitions will be familiar withmost of the units and the appearance of the Salmson range of small radials. The horsepower varies from 85 for the five-tylinder to 2bo for the larger nine. There is also an Argus- Salmson A.S.10 unit of 240 h.p. output. The S.E.P.R. company have taken the licence for the pro-ducts of AEROJET ENGINEERING of America. They exhibit a1,650 lb-thrust rocket motor and various Jato units. Several of the historical names are included in theS.N.E.C.M.A. organization. In addition to the well-known 14R (1,580 h.p. at 2,600 r.p.m.) a new larger GNOME RHONEpiston engine, the 14U, lias been produced. It is exhibited as a complete power plant with three-piece close-fitting cowlingin which intakes are enclosed It carries a torquemeter, and direct fuel injection or a fuel injection carburettor are alterna-tives. The cylinders have alloy fins cast on to the steel barrel by a new patented process. RENAULT'S latest 12S develops 570 h.p. at 3,300 r.p.m. andweighs 1,165 lo. REGNIER show a 145 h.p. 4.Loo inverted in-line unit as fitted to the Norecrin. Also within the group are produced two quite different typesof gas turbine, one a most practical-looking small turboprop with nine-stage axial-flow compressor and six combustion cham-bers, known as the TB 1000. Superficially it resembles the Mamba and, although it has not yet run, its estimated per-formance is 1,280 s.h.p. plus 570 lb thrust at 15,400 r.p.m. It is long, but the overall diameter is only 27Jin and the weightis quoted as 1,435 lb equipped. Rateau patents are involved. The turbojet from this group is the Atar 101B, constructedby a section based on the VOISIN concern. It seems thatmembers of the B.M.W. design team are in part responsible for this engine. Hollow air-cooled turbine blades are used. The101B is being developed to prodvee greater power by increas- The diminutive size of the Turbomeca 011 jet unit is causing great interest. It gives 198 Ib thrust for a weight of only 92\ Ib. ing the working temperatures. The present figure is about750 deg C, and it is believed that this can be; increased a farther 100 deg. Thrust is now 4,700 lb at 8,050 r.p.m. and the dia-meter is 35in. The first unit should fly in the tail of a Marauder this autumn. A special feature is the remote acces-sory-drive box with two-cylinder 25 h.p. starter motor. A clutch permits the accessories, generator, hydraulic and pneu-matic pumps, etc., to be driven prior to starting the main unit. Two striking French gas turbines are to be found on theS.O.C.E.M.A. stand. One, a turboprop known as the TGA- Ibis, is heavily cut away to expose the massive compressordrum carrying 12 stages of bladiug and the shaft connecting it with the four-stage turbine. The power quoted for 300m.p.h. conditions is 2,050 equiv, s.h.p., residual thrust being roughly 10 per cent. The pure jet unit accompanying this isthe TGAR-1008 (4,850 lb thrust). It has an eight-stage axial compressor, a single-stage turbine, and, as in the turboprop,the combustion chamber is annular. Provision is made for after-burning. It is regarded as a development engine for thelater TR-1008 (5,500 lb thrust) which will have a modified turbine bearing and bearing housing and also a fixed tail cone,the TGAR-1008 is to be test flown next month. Grea%« interest is being shown in the tiny turbines producedby TURBOMECA. The turbojet TR.011, which is to fly in aweek or two on the back of the Fouga met. research glider, develops 198 Ib thrust at 37,000 r.p.m. and weighs 92^ lb. Thediameter is 15.701 and the length 31.sin. The annular com- bustion chamber has " ceutrifugal fuel injection," the kerosenebeing flung from holes in the periphery of an injector wheel. Six such units have been running for some time past, and thecost is approximately ^1,500 each. The second, though earlier, Turbomeca unit is the Type 782 which was developed primarilyto drive auxiliaries. It has done some 700 hours' running and recently completed a special 250-hour test. It has a single-stage turbine and single-stage compressor. A turboprop development is on the way. Ancillary Equipment The products of British exhibitors, other than manufacturersof engines and aircraft, were mentioned in Flight last week, and it must suffice here to say that they were a credit to theindustry. Rotol's ducted spinner, automatic synchronizing device, and an airscrew blade in light alloy, with steel leading-edge cap containing the de-icing element, were noticed to be the subject of close study. To mention another example, thelavish Dunlop display included working models of jacks for such itents as shutters and gills and a novel demonstrationof a Maxivue screen-wiper. Dowty's working jig of the Brabazon steerable nosewheel more than held -its own amongseveral similar exhibits from the French industry. The Ministry of Supply and the Ministry of Civil Aviationboth helped to make up for the inadequate representation of the British industry. M.o.S.'s model of London Airport's mainrunway, with procedure and talk-down broadcast in French, is serving a most valuable educative purpose and attracting allclasses of visitor. Incidentally., it should be recorded hen- that the French opposite numbers of these two Ministries have pre-pared exceptionally fine displays of the work they have in hand. A model of the BREGUET 2E gyroplane with contra-two-bladerotors took the place of the full-scale machine which is at present on trial at Villacoublay. The diameter of the rotorsis 28ft 2in, and a 250 h.p. engine is installed. Features of the S.E.?no two-seater helicopter (the sole French rota ting-wingaircraft on view) with twin oblique-mounted auxiliary rotors, will be included in a further review of the Paris exhibits nextweek.
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