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Aviation History
1954
1954 - 1006.PDF
462 FLIGHT, 9 April 1954 Wright J65-W-3 turbojet. Thirteen-stage compressor, annular combustion chamber with 36 burners and two-stage turbine. Fuel/air starter and shielded high-energy ignition. Diameter, 37.Sin; length, 146in; dry weight, 2,600 lb; pressure ratio, about 7:1; maximum thrust, 7,220 lb at 8,200 r.p.m. with s.f.c. of0.91 Ib/hr/lb. Aero Engines i?S4... various modifications were made to satisfy the C.A.A., including the addition of a 2in-wide ring of Jin armour around each tur bine, better cooling and detail changes giving an increased differen tial between wheel speed (about 19,000 r.p.m.) and disc-failure speed. The Turbo-Compound costs about £25,000. Production at Chevrolet's Tonawanda plant supplements that from Wright's own Turbo-Compound factory, the latter being organized on a completely automatic assembly-line basis. J65. For a sum reported as £139,930, Wright obtained a licence to develop and manufacture the Armstrong Siddeley Sap phire turbojet. The eventual J65 is fairly far removed from the British engine; Wright switched to steel compressor-blading in parallel with Armstrong Siddeley, but re-designed die centre-bearing support—which in the original engine supplied to them was profiled from a solid light-alloy forging—as a precision-welded assembly in spheroidal-graphite cast-iron sheet. Metal-braided flexible pipe replaces much of the rigid pipe of the British engine, and other changes include a re-rating of die first engines to run at no more dian 8,200 r.p.m. The J65-W-1, 3 and 5 are in volume production for die B-57 and F-84F, the two latter engines having a 340 h.p. Eclipse fuel/ air starter. The J65-W-2 is being turned out for the FJ-3 and 4, while Buick motor division of General Motors are making die J65-B-3, with fuel/air starter, at Flint, Michigan. Buick made die engines for die first 100 B-57 Canberras, and are reported to pay Armstrong Siddeley £22 royalty on each Sapphire. J67. Bristol's engine division supplied more dian one Olym pus to Wright, and these engines have since been intensively studied, most of the flying being done with an Olympus slung beneath a B-29. The object is die development of a two-spool turbojet with a greater mass flow than the present British engine, and widi a thrust of 15,000 lb, or 25,000 lb with afterburner. This performance will take some years to realize; known as the J67, the engine may power later F-lOOs, F-102s and die YF-103. T47. Component testing is under way in the development of mis turboprop development of die Olympus. Widi an 8 :1 reduction gear driven off the front compressor, die mass flow is to be about 165 lb/sec, die total e.s.h.p. about 16,000 (making allowance for 4,700 lb thrust) and die weight 5,900 lb. T49. Wright's single-shaft turboprop version of the Sapphire has been doing bench running for some 18 mondis, and flight trials in a B-47 are overdue. Otherwise known as the TP-51, this engine is designed to give 9,000 s.h.p. and 3,450 lb thrust at 8,000 r.p.m. at sea level, widi an six. of 0.68. At altitude, die consumption drops to the competitive value of 0.45 at 35,000ft. The gas-generator section of this engine is considered highly developed, but airscrew and control problems are still being met. The weight is at present some 4,250 lb, including major acces sories; dlis is some 1,600 lb more than the Sapphire turbojet and indicates die amount of gearbox and extra turbine stages necessary. ture die Armstrong Siddeley Viper turbojet. They are rapidly completing tooling for an engine known as the M.D.30, which is almost indistinguishable from the "long-life" Viper ASV.5; production should begin tiiis summer, reportedly for a twin- engined, delta intercepter. Hispano-Suiza. Societe d'Exploitation des Materiels Hispano-Suiza, Rue du Capitaine Guynemer, Bois Colombes (Seine). Renowned for their vee-twelve liquid-cooled engines, which have served as the prototypes of most Russian engines of this type, Hispano-Suiza have based most of dieir post-war output on centri fugal turbojets of basic Rolls-Royce design. The original Nene manufacturing licence was signed in 1946 and, since that year, die power potential of die Nene has been stretched to the utmost. From 1949 die company developed an efficient system of after burning, with re-heat fuel supplied by a pump driven by a com pressor-bleed air turbine. At the same time, a completely auto matic control system was evolved, and the whole system was sub jected to exhaustive trials on a Nene mounted above the fuselage of a Languedoc. The odier work of die company consists of the production of turbo-pumps, spares for Pratt and Whitney R-2000-13 engines for Air France DC-4s, and general overhaul of Merlins of die French Navy's Lancasters. Piston Engines. The only unit remaining in production is the 12-Z-17, a direct-injection 36-litre engine giving some 1,300 h.p., of which some hundreds have been made since die war. Nearly all have gone to Spain (for Mel09s) and Yugoslavia. Provision is made for a moteur canon. Nene. Production of the Nene meant die establishment of a complete new industry in France, botii as regards materials and labour. Actual production of the Nene began in 1948, and has continued witiiout interruption; total French production is now approximately 1,000 engines. The first production version was the Nene 102, weighing 1,720 lb and giving 5,000 lb thrust at 12,300 r.p.m. (i.e., as British). Development of dlis engine has roughly paralleled Rolls-Royce work, but there are differences in flame-tubes, turbine housing, control accessories and odier parts. The Nene 104 and 105, die present engines for Mistrals and Ouragans, make much use of magnesium alloy, cutting the weight to some 1,610 lb. At 12,500 r.p.m. about 5,070 lb dirust (series 104) or 5,180 lb (105) is avail able. Water injection is not employed. For experimental pur poses only, the afterburning Nene 102-B was developed, weighing 2,150 lb and giving 6,800 lb thrust with re-heat. A photograph appears on page 441. R-300. Stemming from the Nene, this engine is an all-French development, witii considerable detail redesign. The entire gas path was revised to permit a greater mass flow, and forced-air cooling was employed for the hollow turbine nozzle vanes. Inter changeable with die Nene, and capable of being made widi Nene tooling, die R-300 gave 5,940 lb dirust, but its potential did not merit production in die face of die bigger Tay. Tay. The licence to build this engine was signed in 1951. After several prototypes and a pre-production run, the Tay 250 went into full production last year; early engines went into the Mystere II, III and IV, and die production Tay 250 is for the "off-shore" Mystere IV-A. Hispano-Suiza have developed the Tay to improve both performance and general durability. The present mass flow is 115 lb/sec at 10,80Q r.p.m., giving a thrust of 6,280 lb. The weight is about 2,010 lb. Verdon. Following Rolls-Royce practice in naming turbine engines after rivers, this all-French development of die Tay is probably the most potent centrifugal turbojet that will be made. Compared widi die Tay, die Verdon 450 has a modified compressor, with new curved rotating guide vanes, revised flame-tubes and cans, new turbine blades and disc and improved cool ing. An electro-magnetic turbine-temperature control is fitted, and a matched afterburner has been run with the engine, using FRANCE Dassault. Avions Marcel Dassault, 46 Avenue Kleber, Paris 16e. Probably die .most prosperous and productive of all French aircraft companies, Dassault hold a licence to manufac- Hispano-Suiza R-450 Verdon turbojet with afterburner. Single double-sided centrifugal compressor, nine combustion chambers and single-stage turbine; afterburner with twin eyelids actuated by compressor-bleed jacks and equipped with automatic controls. Diameter, 50in; length, 212in; dry weight, about 2,450 lb; mass flow, about 130 lb/sec; pressure ratio, 4:1; maximum thrust, 9,920 lb at 11,100 r.p.m. with reheat or 7,720 lb basic with s.f.c. of 0.98 Ib/hr/lb.
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