FlightGlobal.com
Home
Premium
Archive
Video
Images
Forum
Atlas
Blogs
Jobs
Shop
RSS
Email Newsletters
You are in:
Home
Aviation History
1959
1959 - 0802.PDF
20 March 1959 in parallel with the aircraft, which became theAvro CF-105 Arrow Mk 2. Design began in September 1953. Sub-sequent progress was as follows: first drawings issued, January 1954; design completed, May1954; first light-up achieved, December 15, 1954; 50 hr pre-flight rating test, June 24,1956; first afterburner light-up, July 3, 1956; 1,000 hr of bench running completed, Sep-tember 19, 1956; cold-weather testing started at N.R.C., February 15, 1957; first engineshipped to N.A.C.A. (N.A.S.A.) for high- altitude testing, April 22, 1957; first official100 hr test completed, July 27, 1957; demon- tration run completed at over 20,000 lb forboth dry and afterburner ratings, November 1, 1957; first in-flight light-up achieved withengine installed in B-47, November 13, 1957; first engine delivered to Avro Aircraft, late1958. Although designed for flight Mach numbersfar in excess of 2, and having a total of only ten compressor stages with a design pressure ratioof 8:1, the Iroquois is a two-spool engine. Very extensive development led to the evolution ofadvanced designs of combusion chamber and afterburner and all the main bearings runappreciably cooler than the air surrounding them. Engine equipment includes Lucas-Rotax air-turbine driven fuel pumps and hydromechanical controls, a pair of shuntersurface-gap igniters and an AiResearch pneu- matic starter. The oil tank has a capacity of40 pt, the maximum consumption being 3 pt/hr. In the Arrow there are no transversefirewalls; the airflow around the engine is supersonic and the accessories are accordinglyprotected by being boxed in beneath the com- pressor casing. The front end of the engine isde-iced by compressor-bleed air. At present the future of the engine is injeopardy, since the government contract against which it was being developed was cancelledlast month. At that time more than 7,200 hr had been run, including 141 hr at the N.A.S.A.Lewis Flight Propulsion Laboratory and 154 hr (including 23 hr afterburning) at the ArnoldEngineering Development Center. A total of 31 hr flight testing had been accomplished atMalton with engines installed on the starboard side of the rear fuselage of a B-47. The enginehad not been flown in the Arrow Mk 2. BELGIUM F. N. Fabrique Rationale d'Armes deGuerre, Herstal. After delivering more than 1,000 Rolls-Royce Derwents to power theGloster Meteors jointly manufactured in Bel- gium and Holland, this famous armamentscompany have manufactured some hundreds of Rolls-Royce Avons for the Benelux-producedHawker Hunters. The bulk of the engines delivered have been of the 100 series, but forat least eighteen months production has been centred on the 200-series engines used in theHunter 6. CZECHOSLOVAKIA OMNIPOL Omnipol, Prague 3,Washingwnova 11 (National agency for aero- engines). Production is continuing upon thewell-known Walter Minor 4-III, which was described and illustrated in our review ofApril 9, 1954. Small numbers of the six- cylinder Walter Minor 6-1II are also beingdelivered. Both these are inverted in-line air- cooled piston engines rated at 105 and 160 h.p.respectively. When development is completed, these engines are likely to be succeeded respec-tively by the M-332 140 h.p. inverted four-in- line and M-337 inverted six-cylinder enginerated at 200 h.p. Both these' new engines employ direct fuel injection. During the past five years the Praga Doris Bhas been fully developed, and it is now in pro- duction and wide service as the powerplant ofthe L.60 Brigadyr multi-purpose aircraft. An air-cooled flat-six with a geared drive, the cur-rent Doris M-208B has a swept volume of 437.33 cu in, a dry weight of 435.6 lb and amaximum rating of 220 h.p. at 3,000 r.p.m. with a propeller speed of 1,655 r.p.m. It is not yet known whether or not any recent ... ... .... _••.... ... .. ;,.. -,.., .. 397 Russian gas turbines are being manufactured inCzechoslovakia, but for at least three years the ASh-82 fourteen-cylinder radial has beenmanufactured for the Avia 14 (11-14 derivative) family of twin-engine transports. FRANCE DASSAULT Avions Marcel Dassault,78 Quai Carnot, Saint-Cloud. In our July 26, 1957, issue we related the manner in which thislarge airframe manufacturer obtained a licence from Armstrong Siddeley Motors for the Viperturbojet and proceeded to build a small number for use in such aircraft as the Sud Trident IIarjd Dassault Mirage I. The latter aircraft has completed a substantial amount of developmentflying powered by twin M.DJORs fitted with reheat, and—like the Trident—has exceeded aMach number of 2 with the Vipers running. The French Viper corresponds approximatelyto the ASV.3/ASV.5, being rated at 1,630 lb dry and 2,200 with reheat. R.7 Farandole The first engine of Dassaultdesign, the R.7 is virtually a Viper ASV.10 scaled up to a linear ratio of 1.3 :1. Like theBritish engine, it is initially very cool running and should have appreciable growth potential.The first of several prototypes began bench trials in December 1956, and development hasbeen satisfactory although it is not yet known whether the engine has flown. In addition tothe version described beneath the drawing an afterburning variant is also under developmentfor flight at Mach numbers of approximately 2. The basic Farandole is visualized as the power-plant of the projected Dassault Mediterranee light transport. DRUINE Avions Roger Druine, Paris 16.Basing his work on the standard Porsche/ Volkswagen air-cooled flat-four, the lateM. Druine developed a powerplant for his Turbulent light aircraft under the name ofArden 4 CO2. On 80 octane fuel, this engine has a rated take-off power of 30.7 h.p. at3,000 r.p.m. and weighs 133 lb complete with propeller and accessories. Rollason Aircraftand Engines are making this powerplant at Croydon. HISPANO-SUIZA Societe d'Exploila-tion des Materials Hispano-Suiza, Rue du Capitaine Guynemer, Bois-Colombes, Seine.In our last engine review issue we suggested that this famous company could feel that theyhad received a raw deal from the French Government. In the development and mass-production of centrifugal turbojets of basically Rolls-Royce design, Hispano-Suiza performedan outstanding job, and four years ago they had delivered every French turbojet then in servicewith the French Air Force. Some 1,600 engines were delivered, the last (and most numerous)version being the Verdon 350 rated at 7,710 lb dry. Production has now virtually come to anend, and the company's own R.804/854 axial turbojet of 3,300 lb thrust (4,500 1b withreheat) has not found an application. NORD Nord-Aviation SNCA, Paris 7.This famous French company and its predeces- sors have been engaged in the development ofsubsonic and supersonic ramjets for several years past. This work has been reported in ourprevious engine reviews of April 9, 1954; May 11, 1956; and July 26, 1957. Current work iscentred largely upon the turbo/ramjet Griffon aircraft and the self-contained supersonic ram-jet Sirius I. Griffon Development of the Griffon seriesof supersonic research aircraft is continuing under a research contract from the FrenchGovernment. Flight testing of the Griffon 01 has been most successful, and in the course ofsome 200 flights speeds in excess of Mach 2 have been surpassed at altitude and highaccelerations at this speed have been recorded with a relatively low fuel feed to the ramjetportion of the powerplant. At 59,000ft in level flight it has been found that the Atar E3 with-out reheat in conjunction with slight augmen- tation from the ramjet portion of the Griffonproduces thrust appreciably superior to that from an Atar G with reheat. The intake is adirect pitot, the efficiency of which is improved by the presence of an oblique shock; the pro- Dassault R.7 Farandole Commercial single-shaft turbojet. Seven-stage compressor, annular combustion chamber with vaporizing burners and single-stage turbine. Ovtratl diameter across combustion cham- ber, 28.7Sin; overall length as depicted, 99in; equipped dry weight, 750 Ib; max dry rating, 3,100 Ib at 11,800 r.p.m. with s.f.c. of 1.07 and mass flow and pressure ratio of 55 Ib/sec and 3.8:1. Nord-Aviation Sirius I Ramjet with fixed-geometry double-shock intake and convergent nozzle. External diameter, 25.4in; overall length as depicted, 165.35in; dry weight, 313 Ib, of which 48.5 Ib is accounted for by the fuel system; design Mach number 2.4. pelling nozzle is a fixed-geometry convergentassembly. Maximum diameter of the ramjet duct is 59in and the total weight of the propul-sion system is 3,748 lb. Sirius I The first supersonic ramjet to bedeveloped by Nord, the Sirius is intended for the cruise propulsion of missiles or for theauxiliary propulsion of aircraft intended to hold Mach numbers between 1.5 and 2.5 for periodsof at least 15 min. The configuration of the unit has been planned to facilitate its applica-tion to a wide range of flight vehicles; the attachment points consist simply of a fronttrunnion, and a main anchorage close to the centre of gravity through which pass the fueland electric lines. The fuel-pump group and control system are housed entirely within theintake centre-body, and the propelling nozzle is of simple convergent fixed-geometry form.The main application of the Sirius I will be the propulsion of the Nord-Aviation CT.41 target. Nord are at present investigating a varietyof advanced ramjets both for missile propul- sion and as auxiliary aircraft power units.Results have been obtained at real and simu- lated altitudes of the order of 82,000ft at Machnumbers in excess of 3.5. POTEZ Societe des Avions et MoteursHenry Potez, 46 Avenue Kleber, Paris 16. Most small French piston-engined aircraft useAmerican powerplants, but Potez have assured business with the 240 h.p. 4-D 30 superchargedinverted four-in-line which has been adopted as the standard powerplant of the Nord 3400Army A.O.P. aircraft. S. E . P . R. Societe d'Etude de la Propul-sion par Reaction, 37 Rue des Acacias, Paris. Since 1947 this company have specialized inall forms of rocket propulsion, concentrating particularly upon solid-propulsion boost motorsand missile powerplants and upon liquid-pro- pellant engines running on nitric acid andfurfuryl alcohol. In our July 26, 1957, issue we reported extensively upon the work ofS.E.P.R. and described the manner in which they introduce a liquid inhibitor to the acidto permit propulsion systems to be stored in immediate readiness. A wide range of aircraft engines has beendeveloped and flown, but the production appli- cations have vanished one by one until it nowappears likely that the only aircraft of the immediate future likely to see service with anS.E.P.R. unit is the Dassault Mirage III. This aircraft will have the latest of the company'saircraft rocket engines, the single-chamber S.E.P.R. 84 rated at 3,307 lb thrust at sealevel. No details of this unit are available, but it undoubtedly incorporates a turbopumpto feed the propellants from remote tankage. Previous S.E.P.R. motors have been fixed- ,thrust units. SNECMA Societe Nationale d'Etude etde Construction de Moteurs d'Aviation, Paris 8. As the largest firm on the European continentdevoted exclusively to the propulsion of air- craft, SNECMA have since 1945 manufacturedsome thousands of engines. Piston engines placed in bulk production have included theRegnier 4L series of inverted four-in-lines (140 h.p.), the 12S and 12T inverted vee-12s
Sign up to
Flight Digital Magazine
Flight Print Magazine
Airline Business Magazine
E-newsletters
RSS
Events
