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Aviation History
1957
1957 - 1032.PDF
122 FLIGHT Orenda Engines Iroquoit. Two-spool turbojet with short afterburner. Multi-stage low-pressure and high-pressure compressors, annular combustion chamber, independent h-p and l-p. turbines and short afterburner with multiple radial injectors. Approxi- mate diameter, 47in; overall length as shown, about 300in; dry weight, probably about 5,0001b; mass flow, reported to be about 335 Ib/iec; pressure ratio, about 8:1; maximum thrust, about 22,000 Ib without reheat. Note: This drawing is based on the mock-up. AERO ENGINES 1957 ... engaged in the development of a lightweight afterburner for the Iroquois,and the powerplants for the CF-105 will certainly have such augmentation. Flight development is taking place with an engine mounted in a nacelleon the starboard side of the rear fuselage of a B-47 which has been loaned to the R.C.A.F. by the U.S.A.F. The airframe was reinforcedto take the loads from the big engine, and other alterations include a dorsal spine to house the instrumentation-wiring and removal of theweapons bay and forward auxiliary tanks to make room for a great quantity of test gear. Much of the instrumentation has been developedin Canada and the U.S.A. to Orenda specifications, and it includes numerous multi-channel recorders. This test-bed has been flying for many months carrying a mock-upengine and is now engaged in actual air-testing programmes. Next year the Avro CF-105 is scheduled to reach an advanced stage of flight-development and, with the possible exception of the first prototype, is scheduled to be powered by a pair of Iroquois. Clearly the engine couldform a basis for an even more advanced powerplant running on high- energy fuel. PRATT AND WHITNEY. Canadian Pratt and Whitney AircraftCo., Ltd., 150 Lome Avenue, Longueil, Quebec. Production is con- tinuing on the R-1820 nine-cylinder radial engine of Wright design,under a dual licence from the Canadian Government and Wright Aero- nautical. Production is reserved entirely for the Canadian-built CS2F-1Tracker, the prime contractor for which is de Havilland of Canada at Downsview. R-R. (CANADA). Rolls-Royce of Canada, Ltd., 6255 Cote de LiesseRoad, Dorval, Que. Since 1951 this company's principal concern has been the Nene 10, some 900 of which were delivered to the CanadianGovernment for the propulsion of the Canadair T-33AN Silver Star trainer. The majority of these were built in Derby but the Canadiancompany manufactured 50 and has also served as the source of spare parts. Regular overhaul and repair of the Nene 10 is now supplementedby similar work on the Westinghouse J34 used by the Royal Canadian Navy. BELGIUM F.N. Fabrique National d'Armes de Guerre, Herstal. When pro-duction of the Gloster Meteor was undertaken jointly by Belgium and Holland in 1949 this famous armaments company tooled-up to producethe Derwent turbojet for these aircraft. Before production ceased two years ago deliveries ran to more than 1,000. As the Derwent production tapered off F.N. started to manufacturethe 100-series Rolls-Royce Avon for the Hawker Hunter (which suc- ceeded the Meteor in the Dutch and Belgian industries). For aconsiderable time F.N. have now been making the more advanced 200- series Avon, since the Hunters at present being built correspond to theBritish Mk 6. CZECHOSLOVAKIA OMNIPOL. Omnipol, Prague 3, Washingtonova 11 (National agencyfor aero engines). One of the most highly developed series of engines in Czechoslovakia is that evolved by the former Walter company. TheWalter Minor 4-III was described and illustrated in our review of April 9, 1954. Similar in configuration to our own Gipsy Major, it isnow an attractive and reliable design fitted with a Walter carburettor, two Scintilla magnetos and full accessories. Total capacity is 242.87 cu inand the maximum rating 105 b.h.p. at 2,500 r.p.m. with s.f.c. of 0.54. Orenda Engines Orenda 14. Single-shaft turbojet. Ten-stage compressor, six combustion chambers and two-stage turbine. Overall diameter, 43in; length, 123in; dry weight, about 2,470 Ib; mass flow, about 130lb/sec; pressure ratio about 6:1; maximum thrust, 7,200-7,500 Ib at 7,800 r.p.m. with s.f.c. of 0.9. The engine is in production as the standard powerplant of the SuperAero and Metasokol. The larger Walter Minor 6-III was developed just after World War 2and put back into production in 1956 for the Trener Z.226 and Akrobats. It uses the same cylinder as the four-cylinder engine and has a maximumrating of 160 h.p. at 2,500 r.p.m. An entirely new engine is the M 332. An inverted four-in-line, ituses cylinders of similar capacity to those of the earlier Walter engines but runs at 2,700 r.p.m. to give a maximum rating of no less than140 h.p. It differs from the earlier units in having a mechanically driven supercharger and direct injection; except for the employment of Scintilla(Swiss) magnetos, every part of the engine is of Czech design and manufacture. The M 332 first ran at the end of last year and wiH beavailable for installation in the Sokol in about twelve months' time. Illustrated in an accompanying diagram is the Praga Doris B, whichwas first revealed at the Paris Salon in 1955. An exceedingly attractive unit, it has met all I.C.A.O. requirements during a 300-hr type-test, andis now in production for the Agricolta/Brigadyr. Several types of engine of Soviet origin are also in production at thenationalized Czech factories. For the Avia 14 (11-14) the M 82 T 14-cylinder two-row radial is now being built. These engines havedirect-injection, electric inertia starters and a wide range of accessories, together with an oil-dilution system for use in cold weather. Thetake-off rating is 1,900 h.p. at 2,600 r.p.m. FRANCE DASSAULT. Avions Marcel Dassault, 78 Quai Carnot, Saint-Cloud. One of the most successful of French airframe companies, Dassault became interested in aircraft propulsion following the acquisi-tion in 1953 of a licence to develop and manufacture the Armstrong Siddeley Viper. Initially a number of ASV.3 and ASV.5 Vipers weresupplied from Coventry, and the latter engine went into limited produc- tion at St. Cloud as the M.D.30. Flight trials of the M.D.30 began early in 1955 with an engine mountedon a pylon above a Languedoc test-bed. Shortly thereafter two M.D.30s were flown up to supersonic speeds at high altitude on the S.O.9050Trident II, and the engine was then used as the sole powerplant of the twin-engined Mirage I, the engines in the latter installation beinghanded left and right. Maximum flight Mach-number so far reached is 2. In January 1956 bench-tests began on the M.D.30R reheat Viper em-bodying an afterburner of Dassault design. Flight trials were again conducted with the Languedoc, and for more than a year intensiveflight development has been proceeding with two M.D.30Rs mounted in the Mirage I. Praaa Doris B. Piston engine. Air-cooled flat-six with geared drive. Width, 37.6in; height, 24m; length. 48.4in; bore and stroke, both 4.528in; swept volume, 437.33 cu in; dry weight, 435.6 Ib; maximum rating, 220 h.p. at 3,000 r.p.m. with propeller speed of 1,655 r.p.m. The wavy line on the crankcase is the oil-cooler. Marcel Dassault R-7. Single-shaft turbojet. Seven-stage compressor, annular combusiion chamber with 12 vaporizing burners and single-stage turbine. Overall diameter, 27 25in; overall length as shown, 78.3in; dry weight, 750 Ib; mass flow, 55 Ib/sec; pressure ratio, 3.8:1; maximum thrust, 3,000 Ib at 11,800 r.p.m. with s.f.c. of 1.09. With an afterburner this engine has a thrust of 4,000/4,200 Ib.
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