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Aviation History
1954
1954 - 0992.PDF
454 FLIGHT, 9 April 1954 Rolls-Royce of Canada Nene 10 turbojet. Single double-sided centrifugal compressor, nine combustion chambers and single-stage turbine. Diameter, 49.5in; length, 104in; dry weight, 1.610 lb; mass flow, 90 lb/sec; pressure ratio. •4.5:1; maximum thrust, 5,100 lb at 12,500 r.p.m. with s.f.c. of 1.00 Ib/hr/lb. C.A.C. Cicada seven-cylinder, air-cooled radial, with small 10 :1 blower and 0.8:1 reduction gear. Injection-type carburettor. Bore, 5.375in; stroke, 5in; swept volume, 795 cu in (13.1 litres); diameter, 46.5in; length, 58in; dry weight, 770 lb; maximum power, 450 h.p. at 2,600 r.p.m. at sea level. Aero Engines 1914 magnesium. The unit is installed—with "elephant-ear" intakes —in the D.H. Vampire 30, and is now giving way to the Avon. Avon. Production of the Rolls-Royce Avon is now in full swing, for the Commonwealth CA-27 Sabre and D.A.P. Can berra. The engines now being delivered correspond to RA.3s, but these will be replaced by RA.7s in a few weeks. Cicada. Basing their work on the Pratt and Whitney engines made during the war, the Commonwealth engineers have de veloped this all-Australian power unit, which is to be the standard engine of the Winjeel trainer from No. 30 onwards. The engine is geared and supercharged, and has a Bendix updraught injec tion-type carburettor. As the drawing shows, the airscrew shaft is slightly above the engine centre-line. U. S. A. Aerojet. Aerojet Engineering Corpn., Azusa, California. A subsidiary of the General Tire and Rubber Co., Aerojet are specialists in rocket motors, their production of which, for the smaller-sized units, is the largest in the world. All their early work concerned solid-fuel RATOG units, but liquid-fuel motors are now being developed and are in production. Applications include take-off assistance, missile propulsion through air and water, and extreme-altitude research motors. The latest RATOG units are a range of re-usable plastic bottles with Niafrak nozzles. The U.S.A.F. are using integral, built-in bottles, and the 14AS-1000 G-l (1,000 lb thrust for 14 sec) is a recent a.t.o. unit approved by the C.A.A. In other fields, the Aerobee sounding rocket, which has reached 86 miles altitude, uses two fuels fed from welded chambers by helium pressure; the Douglas Nike ground/air missile has an Aerojet liquid-rocket motor; the Convair Terrier has a solid-fuel motor; the Firestone Corporal has an Aerojet liquid-fuel rocket; and the latest development is a large oxy-hydrogen rocket for missiles, this being the first use of these fuels on such a scale. Allison. The Allison Division of General Motors Corpn., Indianapolis 6, Indiana. After making many thousands of V-1710 piston engines, the company entered the gas-turbine field in November 1945 when they assumed responsibility for the General Electric 1-40 turbojet. The following September they took over the G.E. TG-180 axial engine, and over 25,000 of these basic types have since been built as the J33 and J35. Shortly after the war, Allison embarked on the development of a turbo prop of their own design (the T38), and progressive development of this engine, together with the big J71 turbojet, will be the com pany's main task in the immediate future. There are indications, however, mat the company's huge output of 1952-3 will be the highest for some time to come. J33. The only American-designed centrifugal turbojet in service, this has a family tree going back to the Whittle engines; as noted above, it is of basic G.E.C. design. The engine illustrated is typical of die original J33; in the form shown it powers the Lockheed T-33 and F-80, and the J33-A-33 (afterburner, 7,000 lb thrust) powers the F-94A and B Starfire. One J33-A-35 in Korea completed 1,200 combat hours with three field-repair cycles, there being one 800-hr period without more than routine servicing. Allison have developed a revised J33 able to pass a mass flow of 115 lb/sec at 11,800 r.p.m. This more powerful family is used in the F9F Panther (J33-A-16, 5,850 lb thrust dry) and, with an afterburner, in the XF-92A (J33-A-29, 8,200 lb thrust). The J33-A-16A, of 6,350 lb dry rating, is the most powerful "basic" J33; this engine powers the Cougar, and four Cougars of squad ron VMF-314 recendy flew 2,404 hr in one month, so the J33 cannot give much trouble. It is also much used as a missile engine (it costs only £14,000) in such aircraft as the Matador (J33-A-37) and Regulus. J35. Originally the General Electric TG-180, the J35 makes instructive comparison with G.E.'s own J47. Although found only in the F-89 Scorpion (with afterburner) and the straight-wing F-84 Thunderjet, these two applications alone have absorbed over 12,000 J35s. The original engine was rated at 4,000 lb thrust, but Allison modified it in the same manner as they did the J33, and the present engines have a bigger mass flow and a thrust which varies from engine to engine between 5,200 and 5,600 lb. The reheat engine has a Solar detachable afterburner, with pneumatically actuated eyelids; one such, a J35-A-35, is illus trated on p. 436. The latest J35s have retractable intake screens and full anti-icing; about a year ago all J35s were re-equipped with General Electric capacitor-discharge ignition. Production is now tapering off. J71. Allisons have found this impressive turbojet rather a hard nut to crack. First run in 1950, it is a high-compression, all- steel engine, very well made and fitted for all-weather operation. It has its own integral oil and hydraulic systems, the latter being used to actuate nose-intake screens and doors and a tailpipe bullet which varies the propulsive nozzle area—a very unusual feature these days. It may be that the J71 ought to be a two-spool engine; it is proving rather heavy and inflexible and is taking longer to develop than it should. The basic engine is rated at 9,700 to 10,000 lb according to sub-type, and 14,000 lb is available with an afterburner. Major production of the J71-A-9 is now in hand for the B-66 series, and other applications are the F3H Demon (A-2 with afterburner) and YF-105 (A-7 with high-altitude afterburner). T38. Originally a single-shaft engine with no fewer than 19 compressor stages, the T38 has since been somewhat lightened and had two compressor stages removed. Both on the ground and in the XF-88B, T38s have done much testing of supersonic air screws, with drive speeds of 2,000/2,500 r.p.m. It also flew in the Convair Turbo-Liner. A variant is scheduled to power the Piasecki YH-16A. T40. Basically consisting of two T38 power sections, each driving both halves of a contra-rotating airscrew via a gearbox mounted well forward of the engine, the present T40-A-10, which powers the Tradewind, is much shorter and lighter than its predecessors. The primary-reduction gearbox and Aero-products electronic control system have both raised a great many problems, but now seem to be working satisfactorily. The engine is in production for the Tradewind, and it has also been selected for the first crop of vertical take-off prototypes. TS4. This engine consists of two T56 power sections coupled together, as are two T38s in the T40. Three T54s are about to be started on tests of three different types of supersonic airscrew, nose-mounted in Republic XF-84H test-beds. T56. A turboprop of 3,750 h.p., the T56 bears a close re semblance to the T38. It is, however, a much neater engine, with fewer compressor stages and with an annular combustion chamber. Of all-steel construction, it has completed its pre- flight trials and is to fly shortly in the YC-135 (CV-340 test-bed). The T56-A-1 is already coming into production for the Lock heed C-130. 520-C-l. This projected turbojet version of the T38 has a
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