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Aviation History
1954
1954 - 1002.PDF
460 FLIGHT, 9 April 1954 Pratt and Whitney Turbo-Wasp J48-P-5 turbojet with afterburner. Single double-sided centrifugal compressor, nine combustion chambers, single stage turbine, afterburner with two pneumatically-actuated eyelids and automatic control. Diameter, 50in; length, 226in; dry weight, 2,800 lb; mass flow, 115 lb/sec; pressure ratio, 4:1; maximum thrust, 8,500-9,000 lb at 11,000 r.p.m. with re-heat for s.f.c. of 2.5 Ib/hr/lb (basic engine cleared for 7,000 lb with water injection). Pratt and Whitney JS7-P-J two-spool turbojet. Nine-stage low-pressure com pressor and seven stage high-pressure compressor, driven by single and two-stage turbines respectively, and eight "annular-type" combustion chambers each with six burners, mounted in single annular combustion space. Diameter, 41 in; length, 141in;dry weight, 4,1501b: mass flow, 195 lb/sec; pressure ratio, 12.5:1; maximum thrust, 10,000 lb dry with s.f.c. of 0.76 Ib/hr/lb. Pratt and Whitney TM-P-2 single-shaft turboprop. Thirteen-stage axial com pressor, annular combustion chamber with six flame tubes, and three-stage tur bine. Diameter, 34in; length, 157.4in; dry weight, 2,564 lb; mass flow, about 77 lb/see; pressure ratio, 6.7:1; maximum power, 5,300 s.h.p. plus 1,040 lb thrust at 11,000 r.p.m., giving total e.s.h.p. of 5,700, with s.f.c. of 0.62 Ib/hr/e.s.h.p. Reaction Motors A6000C4-2 bi-fuel rocket running on liquid oxygen and ethyl alcohol. Four combustion chambers, regeneratively-cooled, each with its own fuel supply and control system, fuel being delivered by two turbo-pumps driven by the main fuel supply. Diameter 19in; length, 56in; dry weight, 210 lb; specific impulse, 192 sec; jet velocity, 6,182 ft/sec; maximum thrust (four barrels), 6,000 lb at any altitude, with s.f.c. of 18.75 Ib/hr/lb. ._< Aero Engines 1954 • •. tailpipe area, and an airscrew brake and a torquemeter are stan dard fittings. Most pre-production work on the engine was done by Allis- Chalmers, but the T34 is now in full production by Pratt and Whitney for U.S.A.F. and U.S. Navy transports. The civil PT2F-1 awaits applications. New Turboprops. At present, Pratt and Whitney hold a Navy development contract for die T52, a single-shaft engine now running at 8,500 e.h.p. The T48 is another unit in about the same power category, while a much larger two-spool engine is being rapidly developed, using J57 parts wherever possible. To give 15,000 e.h.p., this engine is scheduled to power the huge Douglas XC-132. R.M.I. Reaction Motors, Inc., Rockaway, New Jersey. This company was a direct outgrowth of the pre-war work of four members of the American Rocket Society, and was formed in December 1941. By that time the foundations had been laid for the development of a variety of rockets, most of the effort being on bi-fuel liquid rockets with regenerative cooling. Many of the early units ran on liquid oxygen/petrol or nitric acid/aniline, but the propellants selected for major applications were "loxygen" and alcohol. The most famous of all these units is shown along side; of 1946 vintage, it powered the Bell X-l and Douglas D-558-2 research aircraft, and was controlled by switching on or off indi vidual barrels. Later versions of this unit are employed in the Bell X-1A and B, with a turbo-pump, as opposed to gas pressure, feeding the fuel. The same fuels are used in the four-cylinder, 8,000 lb-thrust motor of the Convair MX-774 vehicle, and the 20,000 lb-thrust single-chamber motor of the Martin Viking sounding rocket, which holds the height record for single-step vehicles at 136 miles. The XLR-10 is another single-chamber unit of 20,500 lb thrust, reportedly for multiple installation in large missiles. Another big motor is being developed for the Bell X-2 research aircraft. R.M.I, are expanding rapidly, and a new £1.5m Navy-sponsored building is now nearing completion. Ryan. The Ryan Aeronautical Co., San Diego 12, California. Ryan hold a £400,000 Army contract for Aerojet liquid-fuel rockets to power Corporal E, a Firestone surface/surface weapon. Solar. Solar Aircraft Co., San Diego, California. This com pany, also referred to on p. 442, is in volume production with several types of gas-turbine-driven auxiliary power unit, the best-known being the Air Force MA-1 of 32 h.p. and the Navy 55 h.p. engine. In 1950 the T-400 shaft-drive engine was prepared for helicopter propulsion, and this reverse-flow engine has since been followed by the Jupiter, a compact free-turbine unit of over 400 h.p. principally for rotary-wing applications. Westinghouse. Aviation Gas Turbine Division, Westing-house Electric Corpn., Lester Branch P.O., Philadelphia 13, Pennsylvania. This huge company, with interests in many fields, began gas-turbine development at the instance of the U.S. Navy in 1941. From the outset, they adopted the axial compressor and annular combustion chamber and have produced a series of long and thin turbojets which owe little to any other company's work. In particular, credit is due to Westinghouse for the "step-wall" combustor, which has since been widely adopted. The first engine ran in March 1943, and initial developments gave from 500 to 2,000 lb thrust. The J34 is the most successful engine, of 1945 design, but both the J40 and J46 have had to be largely abandoned owing to fundamental and detail defects. The failure of these engines has been a bitter blow to Westinghouse and to the Navy, who paid for their development. An agreement with Rolls-Royce was signed last year providing for an inter change of men and information, which has proved beneficial to the stubborn Westinghouse engines. Last December the New York engineers Sanderson and Porter were also engaged as jet consul tants. The company are reported to be trying to interest the Navy in "a large turbojet with Rolls-Royce principles." J34. Power unit of the F3D and F2H twin-engined carrier-based fighters, the J34 has been built from 1947, and is only now passing out of production. Around the intake is wound an oil-cooler ring made from rectangular-section tube; the annular cham ber has 24 inner and 36 outer burners with flame igniters; and short and long types of afterburner have been developed, raising the thrust to 4,200 lb. J40. This massive engine exists in several forms, the example shown being the original F4D Skyray engine, with a long afterburner, twin oval intakes and a front wheelcase. In other forms the J40 has a single intake. The flexible piping seen in the drawing conveys fuel at 600 lb/sq in to 16 Duplex burners; the afterburner is fitted with eyelid shutters positioned by some 14ft of push/pull rod leading, via a yoke-piece, to an electric actuator mounted under the basic engine. The engine has compressor- bleed de-icing, and is in limited production for the first 250 F3H Demons (later Demons will have the J57). J46. Rather larger than the J34, the J46 was scheduled to power the F2Y Sea Dart and F7U and A2U Cutlass. Owing to
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