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Aviation History
1954
1954 - 0996.PDF
456 FLIGHT, 9 April 1954 Aero Engines 19S4 .. Boeing 501-8 (T50-BO-I) free-turbine turboprop. Single centrifugal compressor, two lateral combustion chambers, single compressor turbine and independent power turbine driving 10.9:1 reduction gearbox. Width, 23.2in; height, 27.3in; length, 46.8in; dry weight, as shown, 267 lb; mass flow, 3.6 lb/sec; pressure ratio, 3:1; maximum power. 210 s.h.p. plus 35 lb thrust, giving 224 e.s.h.p. at 37.500 compressor r.p.m.. with s.f.c. of 1.3 Ib/hr/e.s.h.p. Continental C-14S-2 horizontally-opposed, air-cooled, six-cylinder engine, ungeared and unsupercharged. Bore, 4.0625in; stroke, 3.875in; swept volume, 301 cu in (4.9 litres); width, 31.5in; height. 26.7in; length, 39.8in; dry weight. 257 lb; maximum power, 145 h.p. at 2,700 r.p.m. Continental R-975-42 nine-cylinder, air-cooled, poppet-valve radial for heli copters, ungeared but supercharged and with injection-type carburettor (note: the valve-gear push rods lie behind the cylinders). Bore, 5in; stroke, 5.Sin; swept volume, 973 cu in (15.9 litres); diameter, 45.Sin; length or height (according to installation), 42.4in; dry weight, 730 lb; maximum power, 550 h.p. at 2,400 r.p.m. at 6.8 lb boost at sea level. Fairchild J44-R-12 expendable turbojet. Single diagonal-flow (first centrifugal, then axial) compressor, annular combustion chamber with 12 fuel nozzles; single-stage turbine. Diameter, 22in; length, 75.7in as shown with nose accessory section; dry weight, completely bare, without fuel filter, or any accessories, 303 lb; pressure ratio, 2.5:1; maximum thrust, 1,000 lb at 15,780 r.p.m.; s.f.c., 1.65 Ib/hr/lb. the two latter components > irry the main bearings. The com pressor is a mixed- (or diagonal-) flow unit, with a cast light- alloy centrifugal inducer section and an axial rear section machined from a magnesium-alloy forging. The assembled com pressor is splined to its drive shaft, and a bleed line communi cates pressure from the compressor outlet to the oil tank (which is integral with the compressor housing) to blow oil into the two bearings. The whole engine is extremely simple and, bearing in mind its several missile and target applications, it is logical that it should be capable of being mounted on the tail of an air frame as an unsupported cantilever. Franklin. Aircooled Motors, Inc., Syracuse 8, N.Y. Al though Aircooled Motors did not begin aero-engine manufacture until 1938 their products have found wide acceptance in many countries. All Franklin engines are four- or six-cylinder hori zontally-opposed units. About three ou. of four helicopters now flying are claimed to be Franklin-powered. Franklin engines have one-piece light-alloy cylinders with removable iron liners. Several of the designs have integral axial-flow cooling fans which, in conjunction with special air ducting, permit sub merged installations in helicopters and other aircraft. The engine shown is the most important of the range, and it is found in the Bell 47-series and Hiller H-12-series. Some 2,500 of these helicopters are in use. G.E.C. Aircraft Gas Turbine Division, General Electric Com pany, Cincinnati 15, Ohio. Long famed for their turbo-super chargers, G.E.C. were a logical choice when, in 1941, a company had to be selected to build die Whitde turbojet in die U.S.:".. The original Whittle conception was developed into the 4,000-lb thrust 1-40 (J33) in 1944 and the axial-flow TG-180 (J35) the next year. Responsibility for both die J33 and J35 was passed to Allison, and G.E.C. concentrated on the J47, over 20,000 of which have so far been delivered. This vast company (aero engines are a small part of the whole) has extensive research facilities for all forms of aircraft propulsion. Last year a £650,000 laboratory was built near Schenectady for ramjet and general combustion research. Evendale, Lockland, Lynn and Schenectady are the main aero-engine plants and J47 production has exceeded 100 per week for some three years. Vertical assembly is practised, so saving floor space and achieving better alignment. Rocket work is typified by the fact that the company have a 20,000-lb thrust fighter or missile engine ready for production, using non-critical materials and readily available fuels. The com pany is also a principal contractor to the U.S.A.F.'s Aircraft Nuclear Propulsion Project, the department being headed by D. Roy Shoults, the American jet engineer. A general engineer ing and consulting laboratory is another asset, and has done work on ramjet intakes and diffusers. A further very large section is that devoted to aircraft auxiliary power requirements, some of the developments being described on p. 436. J47. This is an advanced refinement of G.E.C.'s first axial engine, the J35, which was passed to Allison in 1946. Develop ment has been based on three main families, the C engines of 5,200 lb thrust, the D at 7,200 lb and the E at 5,800 lb. Of these, the C type, powering early Sabres and B-36s, is no longer in production. The chief D engine is the J47-GE-17, for the F-86D. It is an all-weather engine fitted with a G.E. afterburner and a remarkable G.E. electronic control system; it also introduced a larger com pressor and used fewer strategic alloys than did earlier engines. The important E range shows over 3,000 differences compared with earlier types, including a complete can redesign. In 1950 various types of E went into very-large-scale production, largely for the B-47 and F-86, the J47-25 being built by Studebaker at South Bend and Packard at Detroit and Utica. All are "hot-nose" all-weather engines, having 10 per cent more thrust, higher com pressor efficiency, heated intake surfaces, retractable screens, improved high-altitude fuel and combustion systems and better s.f.c. High-energy, opposite-polarity ignition is also fitted, giving easy high-altitude re-lighting. Owing to a gross under-estimation of the J47's life, it was found last year that about 2,000 too many had been ordered, and "cut backs" exceeded £36m, most of this falling on the car firms. All but the afterburning model are cleared for a 1,200-hr over haul life, but how many engines reach this figure is uncertain. Production is now tapering off. JS3. This family of huge axial turbojets has completed much development running during the past five years, and the lessons learned have been incorporated in later large engines. With a mass flow usually near 260 lb/sec, some J53s have recorded thrusts approaching 20,000 lb, and an afterburning engine has given 23,750 lb. The majority have a 13-stage compressor (7.7 :1),
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