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Aviation History
1956
1956 - 0580.PDF
580 AERO ENGINES 1956 400 for the Grumman/de Havilland Canada CS2F-1 Sentinel. Firstdeliveries were made last October. Limited production continues on the Pratt and Whitney R-1340 Waspfor T-6 trainers and spares production is maintained for other Pratt and Whitney engines. R-R. (CANADA). Rolls-Royce of Canada, Ltd., 6265 Cote de LiesseRoad, Dorval, Que. Incorporated in Canada in 1947 as Rolls-Royce Montreal, Ltd., the company operated as a service and stores organiza-tion at Montreal Airport until 1952. When, in 1951, the Canadian Government placed a contract for 900 Nene turbojets with the parentcompany in Derby, it was decided to construct (with company funds) a manufacturing and assembly plant in Canada. Making provision for future expansion, 102 acres were purchased atthe above address; parts-manufacture commenced in 1953 and by the following year production was in full swing and overhauls for theR.C.A.F. had begun. The plant employs over 500 and has the most modern production and testing equipment. The bulk of the activity concerns aircraft engines, although the newbuilding also runs the expanding operations of the Motor Car and Industrial Engine Divisions. Other work is the establishment oftechnical services and a parts store for all Rolls-Royce-engined aircraft in North America (particularly Viscounts and North Stars), technical-training courses on the Nene and Dart and overhaul of Westinghouse J34s for the Royal Canadian Navy. Nene 10. The new organization of the company revolved aroundthe order for 900 Nene 10s for the Canadair T-33AN Silver Star trainer for the R.C.A.F., for which deliveries were to be completed in1955. The contract, worth about £11.8m, stipulated that Rolls-Royce would create a facility for manufacturing a number of the engines inCanada. The first Canadian-built Nene passed its 150-hr type test in September 1954, and a total of 50 were built at Cote de Liesse Roadwith the assistance of many sub-contractors. The company were later given a contract from the Department of Defence Production for themanufacture of Nene spares and the overhaul of R.C.A.F. engines, and this work has now been in progress for nearly two years. CZECHOSLOVAKIA PRODUCTION is continuing upon the highly developed Walter engines,and a singularly attractive unit by the former Praga company, designated Praga Doris B, was exhibited last summer. It is a very compact flat-six engine with a swept volume of 425 cu in, providing 197 h.p. at 2,900 r.p.m. with the airscrew geared down to 1,600 r.p.m. The dryweight, in the form seen last summer, is 438 lb. There is also evidence that complete centrifugal turbojets of theRussian RD-45 (Nene-derivative) type are in production in Czecho- slovakia. Russian piston engines may also be manufactured to supportCzech production of such aircraft as the 11-14 transport. FRANCE DASSAULT. Avions Marcel Dassault, 46 Avenue Kleber, Paris 16e.For three years this French aircraft company have been engaged in de- velopment of the Armstrong Siddeley Viper turbojet. The basic unitfrom which this work has grown is the original ASV.5. The company's works at St. Cloud have effected considerable detail redesign, includingsubstitution of French accessories and changes in materials (for example, the compressor casing is of magnesium). Dassault are also developing FLIGHT Marcel Dassault M.D.30 (Viper). Turbojet. Seven-stage compressor, annular combustion chamber and single-stage turbine. Overall diameter, 28in; length, 65.8in; dry weight, 477 Ib; mass flow, 30.5 Ib/sec; pressure ratio, 3.5:1; maximum thrust, 1,640 Ib at 13,400 r.p.m. with s.f.c. of 1.09 (with afterburner, the M.D.30R is 126in long, weighs 635 Ib, and delivers 2,140 Ib thrust with s.f.c. of 2.4). Hilpano-Suiza R.800. Single-shaft turbojet with afterburner. Seven-stage com- pressor, annular combustion chamber with ten burners and single-stage turbine; afterburner with twin eyelids. Diameter, 27.2in; length as shown, 146in; dry weight, 833 Ib (667 Ib without afterburner); mass flow, about 46.5 Ib/sec; pressure ratio, about 4.5:1; maximum thrust, 3,968 Ib, with reheat, at 12,200 r.p.m. with s.f.c. of about 2.2 (basic engine rated at 2,866 Ib dry with s.f.c. of 1.1). Hispano-Suiza: Verdon turbojet. an afterburner of their own design which will be standard on all Vipersmanufactured for turbojet fighters. An unusual application is the mounting of two M.D.30s on the wingtips of the various S.O. Trident rocket fighters. Employed principally for cruising flight, the M.D.30s are handed left and right and havesuccessfully flown at over Mach 1.6. HISPANO-SUIZA. Societe d'Exploitation des Materieh Hispano-Suiza, Rue du Capitaine Guynemer, Bois-Colombes, Seine. One of the largest firms on the Continent, Hispano Suiza are devoting virtually alltheir aero-engine effort towards gas turbines. They were initiated into this field by Rolls-Royce, whose Nene turbojet they manufactured to atotal of over 1,250 units since the licence was signed almost ten years ago. Very extensive development has stretched the power of thebasic Nene design and, in their final centrifugal engine, the Verdon, the company have the most powerful turbojet of this layout in the world.As far as the writer can gather, this engine also has a higher pressure ratio than any other single-stage-centrifugal unit. Total deliveries of"Rolls-Royce-type" centrifugal turbojets now exceed 1,800. Over 200,000 flight hours had been recorded last summer by thecompany's centrifugal engines, and production will continue for at least another year upon Verdons for the Mystere IV. In 1953 the companyembarked upon the design of an engine of their own. They chose a small axial turbojet of the type visualized as suitable for paired installa-tion in NATO light-attack aircraft. This engine, the R.800, is described below. Considerable accessory developments have also been undertaken inthe fields of materials, combustion, afterburning and control systems. In January an announcement was made of technical co-operation withTurbomeca in all fields of gas-turbine research, production and testing. An agreement signed in January provides for the establishment of ajoint organization to put this plan into effect. R.800. The design of this unit began in the winter of 1952-53. TheR.800 is an attractive small turbojet intended principally for twin- engined military applications. Only a very moderate pressure ratio hasbeen employcJ and, at full speed, a substantial contribution will be made by the afterburner. Mechanical design-features include: com-pressor-bleed anti-icing; rigid pipes to feed the ten Duplex fuel burners and the eight injectors of the afterburner; compressor blades of light-alloy up to stage four, and of steel thereafter; hollow turbine inlet guide vanes, with air cooling; electric starter and high-energy ignition. The prototype R.800 was first run at the end of 1954, a few daysafter the S.N.E.C.M.A. Vesta, and it was originally scheduled to fly at the beginning of this year. Production is now unlikely in view of thedecision in favour of the Turbomeca Gabizo. Intended applications include the Breguet 1100, the Mystere XXVI and the S.E.DurandaL Centrifugal Turbojets. Production of the Nene has now ceased,although several hundred are in service with the French, Indian and Israeli Air Forces. Improvements to the basic Rolls-Royce design haveinvolved progressive advances in both mass flow and top temperature, and one of the latest engines is described and illustrated.. The Verdon, which is now the standard powerplant of the Mystere fin 11 i 3| ~~i lllo l Hispano-Suiza Verdon 350. Turbojet. Double-sided centrifugal compressor, nine tubular combustion chambers and single-stage turbine. Overall diameter, 50in; length, 103.2in; dry weight, 2,061 Ib; mass flow, 132 Ib/sec; pressure rctio 4.9:1; maximum thrust, 7,710 Ib (dry) at 11,100 r.p.m. with s.f.e. of 1.1.
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