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Aviation History
1954
1954 - 1010.PDF
464 FLIGHT S.E.P.R. 251 bi-fuel rocket motor running on nitric acid and alcohol or petrol. Dimensions of chamber and weight of unit not available. Full-throttle thrust, approximately 3 000 lb. This single unit has been tested in S.O. 6025 and 6026 Espadons; a triple-barrel unit will power the S.O. 9050 Trident. ARS pulsejet. Simple, flap-valve, resonant unit, with frequency of 45 c.p.s. Diameter, 15.75in; length, 120in; dry weight, 165 lb; maximum thrust at sea 'eve!, 396 lb consumption; about 2.54 Ib/hr/lb (actual consumption 130 gal/hr). S.600 subsonic ramjet. Simple, open-mouthed ramjet with two spray rings carrying four and eight burners, respectively. Diameter, 23.6in; length, 128in; dry weight, 160 lb; maximum thrust at sea level at 621 m p.h., 1,320 lb, with s. c. of 5.09 Ib/hr/lb (actual consumption, 1.9 lb/sec). Aero Engines 1954 demonstrated at the last Paris Show, and the rocket left a 30ft orange flame. A triple-barrel rocket, using 251-size chambers, is now being developed for the S.O. 9050 Trident intercepter. This installation will be controlled by varying the number of chambers to which fuel is supplied. SFECMAS. Societe Francaise d'Etudes et de Constructions de Materiels Aeronautiques Speciaux, Chatillon-sous-Bagneux, Seine. This privately-owned company, derived from the former Arsenal de l'Aeronautique (which ceased to exist as a Govern ment-owned organization on December 31st, 1952) has largely continued Arsenal's work in the same establishments. A great deal of largely-secret work is now going on, in the realms of power units, missiles and instrumentation. ARS 12H. This inverted vee-twelve piston engine is an advanced development of the German Junkers Jumo 213. It retains the Junkers direct-injection fuel system, and has a low-pressure liquid-cooling system. Drive can be arranged for a single or contra-rotating airscrew, and a remote accessory gear box drive is provided. The two-speed supercharger is mounted on a transverse axis. The 12H has been built in numbers for Noroit amphibians, and is still in limited production. With a swept volume of 35 litres it delivers up to 2,300 h.p. at 3,250 r.p.m. with 11 lb boost. The dry weight is 2,209 lb. Ramjets. A wide variety of subsonic ramjets has been designed by the SFECMAS group, the two furthest advanced being the S.600 (600mm internal duct-diameter) and S.900. Both are similar in form, having plain open mouths and con ventional interiors, the structure being in mild steel and light alloy, with a separate steel inner wall over the hottest part of the duct, about half-an-inch from the main structure. Flame-holding is achieved by mounting a small disc immediately in front of each injection nozzle to create turbulence; pressure-loss appears to be on the high side. The nozzles themselves are mounted on two concentric spray rings. The S.600 was originally tested on a Ju88G, but SFECMAS have now been lent a Meteor NF.ll and much more advanced testing has been completed, with very satisfactory results. The larger S.900 (also designated ARS 900 and O900) is gener ally similar in form to the 60 cm ramjet, and has completed some hours of ground running. With a diameter of 35.4in, length of 162.4in and dry weight of 242.5 lb, the S.900 gives an estimated net thrust of 2,510 lb at 621 m.p.h. at sea level, for an actual con sumption of 4.4 lb of fuel per second. Pulsejets. The ARS pulsejet is basically a much-refined development of the German Argus 014 (flying bomb) engine. A grid of spring-steel flapper valves is fixed at the intake, the latter being of acute venturi form, of small internal diameter. Initial firing is by a sparking plug, and the frequency is approxi mately 45 c.p.s. with 90-octane petrol as fuel. A fuel-pressure regulator is fitted, set to reach full throttle at 19,500ft. At present, valve life is 10 hr, and thrust remains about 95 pej cent of the quoted figure during this time. SNECMA. Societi Nationale d'Etude et de Construction de Moteurs d'Aviation, ISO Boulevard Haussmann, Paris 8e. This national organization is probably the largest aero-engine combine on the continent of Europe. It was formed in 1945-6 by the amalgamation of two outstandingly famous engine companies, Gnome-et-Rhone and Renault. The present work is as follows: at the big Kellermann factory in Paris the Atar 101D turbojet is in volume production, and Goblin and Ghost turbojets of Vam pires and Aquilons (Sea Venoms) are overhauled; the plant at Billancotm (Seine) is in production with the 12S engine #id its spares, and licence-produces the Bristol Hercules 758 ana 759; and at Gennevilliers (Seine) a large forge and foundry supplies all standard types of forging and casting for the whole French aircraft industry. The SNECMA static- and flight-test estab lishment is at Melun Villaroche. Apart from the engines described below, SNECMA have developed a reverse-thrust device for turbojets, consisting of a series of curved-section rings surrounding the jet and a means of blowing the jet into the rings when required, as might be necessary on landing. This is accomplished by injecting a blast of com pressed air, generally tapped from the engine compressor, which parts the issuing jet and causes it to strike the rings, which then produce a total deflection of some 130 deg. At full throttle, some 25 per cent of the full normal forward thrust is available for deceleration; the method has been tested during the past year to a total of 150 flight hours on five types of aircraft, although most of the development has been done with a Vampire. Signi ficantly, the device has been used as an air-brake at speeds up to Mach 0.9. Atar. Far and away the most important continental gas tur bines, the Atar family are very-much-developed enlargements of the German B.M.W. 003, and it may be noted that SNECMA's gas-turbine technical director is Dr. H. Oestrich. The first Atar ran in 1948 and the 101B sub-type passed a 150-hr test in 1949 at 4,850 lb thrust. The 101B later gave 5,280 lb and was followed by the 101C at 6,200 lb, of which a small production series was made. The 101D was then developed with a full automatic con trol system and ice-protection, and this type is in full production for the Mystere II, Vautour and later aircraft, including the Baroudeur. As shown, it has, like all early Atars, a variable-area tailpipe controlled by a sliding internal bullet. Present pro duction 101 Ds have eyelid shutters arranged—unusually—as top-and-bottom components, and not left-and-right. The Atar 101E is very similar, but has a maximum thrust of 7,300 lb with water injection; general refinement has also reduced the weight. The 101F is the 101D fitted with a SNECMA Atar 101D turbojet. Seven-stage compressor, annular combustion chamber with 20 single burners each with a flame cup, and single-stage turbine. Diameter, 36.2in; length, 140.9in; dry weight, 2,094 lb; mass flow, 106 lb/sec; pressure ratio, 4.5:1; maximum thrust, 6,600 lb at 8,500 r.p.m. at sea level with s.f.c. of 0.98 Ib/hr/lb
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