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Aviation History
1956
1956 - 0585.PDF
11 May 1956 585 manufacture of the General Electric J47, presumably to meet the needsof the Mitsubishi-built Sabres. Ishlkawajima are already in full pro- duction with J47 spares and hope to have the licence extended to covercomplete engines. An even more ambitious proposal has been put forward byMitsubishi themselves, who are trying to obtain a licence from Pratt and Whitney Aircraft for the manufacture of the J57. It is reportedfrom Tokyo that, although Mitsubishi have opened negotiations with United Aircraft, the U.S. Defense Agency is not disposed to agree tomanufacture of any parts of the J57 outside America at present. For three years the Kawasaki Aircraft Company has been developinga fiat-six, geared piston engine which owes much to similar American units. The swept volume is 448 cu in and the maximum rating 260h.p. at 3,400 r.p.m. Fixed-wing and helicopter applications are foreseen and production is in hand for several aircraft of Japanese design, includ-ing at least three by the Kawasaki company. A large feather in the Kawasaki cap was the award by the U.S. Far East Air LogisticForce of a contract for the overhaul of Allison J33 centrifugal turbo jets; this work has now been in progress for at least six months and is givingthe firm valuable jet experience. tools not needed by the centrifugal Ghost. It was reported at the endof 1954 that an additional 600 employees would be required to meet the Avon programme, the original payroll totalling 1,600. It is believedthat the company found 200 additional men and then sub-contracted components to Stal and Gevarsfaktoriet of Eskilstuna. Svenska Flygmotor are also actively interested in ramjets and rocketmotors for various applications. According to a recent American report prototype units of both types of engine are now undergoing benchtesting. Avon R.M.5. The first versions of the Avon to be made in Swedenare of the 7,500-lb rating similar to the RAJ. A proportion of these early batches have afterburners and at least one hundred are required by theA-32 Lansen programme. S.F.A. are also going to make very advanced, cooled-turbine Avons which have been reported to carry the designa-tions Avon 47 and 48. These five-figure-thrust engines will probably go into production with afterburners, the application being the supersonicSaab-35 "double delta" fighter. JJ.E. Jo-I. Single-shaft turbojet. Eight-stage compressor, eight combustion chambers and single-stage turbine. Width, 27in; height, 35.5in; length, 109in; dry weight, not reported; mass flow, about 41.8 Ib/sec; pressure ratio, about 4.5:1; maximum thrust, 2,200 Ib at unspecified r.p.m. with s.f.c. of 1.01. S.F.A. Ghost R.M.2R. Fighter turbojet with afterburner. Single-sided centrifugal compressor, ten combustion chambers and single-stage turbine. Swedish-designed afterburner with two-position, twin-eyelid nozzle. Overall diameter, 53in; length, 143in; dry weight, 2,510 Ib; mass flow, 88 Ib/sec; pressure ratio 4.5:1; maximum thrust, 6,200 Ib with afterburning at 10,250 r.p.m. with s.f.c. of about 2.2. I.N.1.11. Turbojet. Axial compressor, annular combustion chamber and single- stage turbine. Overall diameter, about 30in; length, about 120in; weight, about 1,000 Ib; mass flow, probably about 70 Ib/sec; pressure ratio, about 5:1; maximum thrust, about 4,400 Ib with an s.f.c. of about unity. This drawing is provisional. SPAIN E.N.M.A. Empresa National de Motores de Aviation, S.A., CalleAntonio Maura 4, Madrid. For four years this firm has manufactured engines to designs of the former Elizalde company, the chief units beingthe 150 h.p. Tigre G-IVB and the 500 h.p. Sirio. The latter engine is still very much under development but, as the scheduled power unitof future C.A.S.A. Alcotans, is being intensively worked upon. Flight trials are taking place with a Sirio mounted on the nose of a Ju52,driving a specially-designed de Havilland four-blade airscrew. The company also hold licences for the manufacture of small gasturbines of Turbomeca design. At present Artouste shaft-drive units are being imported for Aerotecnica helicopters but the intention is thatsuch units will be nationally produced. Before this can be done there will have to be a great increase in Spanish knowledge not only of gasturbines but also of metallurgy, accessories and other factors. I.N.I. Institute National Industrial, Madrid. In co-operation withHispano Aviation, S.A., and the Instituto National de Technica Aero- nautica (I.N.T.A.), this organization has developed a turbojet in the2,000 kg-thrust class designated I.N.I.ll. The accompanying (pro- visional) drawing shows the general disposition of accessories above thecompressor casing and the large tailpipe bullet which projects beyond the pipe-attachment flange. The prototype unit appears rather heavy, andhas a one-piece cast casing over the entire combustion system. Hispano are believed to have been largely responsible for the design,"•but testing is taking place at I.N.T.A., the prototype having first run at least six months ago. It is almost certain that the engine was designedfor the now-defunct Hispano-Suiza delta fighter. SWEDEN S.F.A. Svenska Flygmotor A.B., Trollhatten. Prior to 1950, licenceswere signed with the de Havilland Engine Company, under the terms of which S.F.A. mass-produced a special version of the Ghost turbojetand carried out their own development upon it. Between 1950 and 1955 over 600 Ghosts were made by S.F.A. with the designation GhostR.M.2. (above, col. 2). . „ » In 1953 the decision was taken to manufacture the Rolls-Royce Avonand substantial expansions, costing £1.4m, were undertaken at Troll- hatten for this purpose. The work included extensions to the under-ground workshops and the introduction of large numbers of machine Ghost R.M.2. Since about 1950 S.F.A. have been developing andmanufacturing Ghosts for the Saab J-29 fighter. The engines have a single, central air intake (all other fighter Ghosts have bifurcated intakes).Approximately three years ago the company initiated an afterburning de- velopment, which is described beneath the drawing. Production of theseengines is now tapering off, the modified J-29F being powered by con- verted R.M.2s from previous production. The afterburner has beentailored to fit the J-29F and increases the engine-length by only 7in. Fuel is supplied by a centrifugal pump driven by a single-stage airturbine and is injected from upstream burners and burnt at vee-gutter rings. The control system, of S.F.A. design, provides for variable thrustwith reheat on. SWITZERLAND : SULZER. Sulzer Brothers, Ltd., Winterthur. An agreement wassigned in January 1951 between the Swiss Government Service Tech- nique Militaire and the de Havilland Enterprise covering Swiss licence-production of Venom airframes and Ghost engines. The S.T.M. dele- gated the work to several companies of which the chief is Sulzer Brothers,with Adolphe Saurer as major contractors. Sulzer Brothers constructed a new factory for Ghost-manufacture and production began four yearsago. Over 60 engines had been delivered by the end of 1954 and limited production still continues. U.S.A. AEROJET. Aerojet-General Corpn., subsidiary of The General Tireand Rubber Co., Azusa, Cd. Since its formation this company has con- centrated upon rocket motors. Originally restricted to take-off boosterunits—of which they are the largest suppliers in the world—Aerojet's work now embraces giant motors of up to several hundred thousandpounds thrust. A big expansion is taking place at a new site at Nimbus, near Sacra-mento, CaL, and Aerojet will also operate a new Air Force rocket-test facility being constructed at Ft. Crowder, an Army base in Missouri.The company is also the sponsor of a research programme at Prince- Aerojet-General LR45-AJ-1, A.t.o. booster rocket. Pump-fed rocket with two equal chambers mounted on a hinged frame in the B-47E on each side of the fuselage. Thrust per chamber,-4,500 Ib. Propellants: probably acid/JP-4.
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