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Aviation History
1959
1959 - 0808.PDF
FLIGHT, 20 March 1959 AERO ENGINES 1959 . . . centrifugal compressor similar to that em-ployed in the gas-generator portion of the engine. The air compressor is housed in amagnesium-zirconium cast alloy scroll which terminates in an attachment face for the de-livery duct beneath the rotor hub; the fresh air for this compressor is taken in verticallydownwards through an intake in the centre of the upper half of the compressor casing.Accessories include a hydromechanical auto- matic fuel system, B.T.H. high-energy ignitersand any of a variety of types of electric or low-pressure air starter. The 4700 is at presentengaged in bench testing, and is scheduled to power the Fiat 7002 helicopter. JAPAN ISHIKAWAJIMA IshikawajimaHeavyIndustries Ltd., Tokyo. Since 1955 negotia- tions have been in progress with General Elec-tric; in June 1956 the company were authorized to manufacture spares for J47 turbojets to sup-port U.S.A.F. and Mitsubishi-built Sabres, and it is likely that complete J47s will be producedbefore the end of this year. KAWASAKI Kawasaki Aircraft Co.Ltd., Kobe. This aircraft company are in production with a flat-six piston engine ratedat 260 h.p. Designated KAE-240, it is based on American designs, has a swept volume of448 cu in and a weight of 440 lb. NIPPON Nippon Jet-Engine Co., Tokyo.Formed by a consortium of large Japanese industrialists, this group have designed andproduced a pair of small axial turbojets. Their first product, the 2,200 lb-thrust J0-1, wasdescribed and illustrated in our engine review of May 11, 1956. The engine described belowis their current model. J3-1 Many of the components of thisengine are essentially similar to those of the earlier unit. It differs chiefly in having anannular combustion chamber, which, with other modifications, reduces the weight and increasesthe thrust. The latter is still extremely low considering the size of the engine, and it ishoped to raise it appreciably in the course of further development. Data are given in theaccompanying panel. Most of the accessories are Japanese, and include high-energy ignitionand either an electric or an air-impingement starter. Three pre-production engines have beenmanufactured to an order placed by the National Defence Agency. One has beenmounted in a pod beneath the forward fuselage of a C-46D transport of the Air Self-DefenceForce for flight testing up to 200 kt at rela- tively low altitudes. At present it is intendedthat the other two powerplants will be mounted on the wing-tips of one of the Kawasaki-builtT-33A jet trainers. It is envisaged that the J3-1 will eventually power the Fuji T1F-1basic trainer. J3-1 (not illustrated). Military turbojet. Eight-stage compressor, annular combustion chamber with 12 vaporizing burners and single-stage turbine. Max carcase diameter, 28.35in; length overall, approxi- mately 86in: dry weight, 772 to 815 Ib; max design rating, 2,645 Ib dry at 13,000 r.p.m. with mass flow and pressure ratio of 51.8 Ib/sec and 4.57:1, and s.f.c. of 1.08. With development the thrust should reach 3,000 Ib. POLAND IN 1957 the entire Polish aircraft industrywas reorganized, the process culminating in the formation in October of that year of a newestablishment of prime importance. Desig- nated O.K.L. (aircraft construction centre) andlocated at the greatly enlarged Warsaw Okecie plant, this establishment includes an enginedivision charged with the responsibility for designing, developing and testing all Polishaero engines. Their design team is headed by Dipl. Ing. Wictor Narkiewicz, who before1939 supervized construction at the Warsaw Avia works and during the war was engagedon engine research at the R.A.E. Farnborough. The following are his designs which are atpresent under development or in production. In addition to these powerplants, quantityproduction is proceeding upon the Russian AI-14R seven-cylinder radial q.v.). WN-1 This is an air-cooled flat-four witha capacity of 176 cu in, a dry weight of 128 lb and ratings of 65 h.p. for li min and 58 h.p.continuously. Originally known as the PZL- 65KM, its design dates from 1947. Althoughthe initial development was successful, political considerations led to its cancellation and itwas not until political tension eased in 1956-57 that the WN-1 in a slightly improved formwent into production. It powers the PZL-102 Kos. A light flat-twin which is basically half aWN-1 is now being evolved for ultra-light air- craft projects. This engine, which has yet toreceive a designation, will be rated at 30-35 h.p. WN-3 In 1952, despite an unfavourablepolitical situation, Narkiewicz prepared a study of a new engine, the WN-3 illustrated in thediagram. The prototype was completed in 1954 and was fully developed by the end of1955. During development the maxim-urn power was raised from 300 to 340 h.p. withoutincreasing the weight, and the accessories are entirely of Polish manufacture. The WN-3 isin full production, principally for the TS-8 Bies trainer; some new designs, including thefour-engined MD-12, will also be equipped with the engine. WN-4 This is a special helicopter versionof the WN-3. It is fitted to the BZ-4 Zuk, with the crankshaft vertical. WN-5 A geared version of the WN-3, theWN-5 was rated at 450 h.p. In the absence of official support it did not progress beyond thedetailed study stage. WN-6 Evolved in 1956/57, this attractiveair-cooled flat-six unsupercharged engine has cylinders slightly larger than those of theWN-1 and a swept volume of 421 cu in. Features include a magnesium-alloy crankcasedivided into port and starboard halves, a con- ventional carburettor with manually-operatedaltitude control, a compressed-air or electric starter and provision for a D.C. generator, aircompressor and constant-speed unit. Weigh- ing 346 lb, the WN-6 has a take-off power of180 h.p., a continuous rating of 160 h.p. and an economical cruising power of 140 h.p. at3,200 r.p.m. with a specific consumption of 0.48 Ib/hr/b.h.p. It runs on 72 octane fuel.The WN-6 is intended for large-scale produc- tion and will be fitted to M-2 light aircraft.The WN-6R is fitted with a 0.66:1 reduction gear and has corresponding ratings of 220, 185and 155 h.p. at considerably increased r.p.m. WN-7 Basically a four-cylinder version ofthe WN-6, this engine weighs 231.5 lb and has take-off, maximum continuous and cruisingratings of 125, 110 and 95 h.p. The WN-7R incorporates a 0.63:1 reduction gear and has atake-off rating of 145 h.p. Jet Engines The bulk of Poland's experi-ence with sophisticated gas turbines has been obtained with the licence production of Rus-sian turbojets of the Klimov VK-1 (Nene- derivative) type. The first engines, rated at5,955 lb dry, began to leave the lines in 1955 and it is believed that production is continuingupon the VK-1A rated at 7,950 lb with after- burner. Since the formation of the O.K.L., researchinto gas turbines has been continued and is at present concentrated upon Narkiewicz's lightturbojet (intended for the TS-11 Iskra basic 401 trainer) and a turboprop rated at 1,000 s.h.p.(which is intended to power a twin-engined version of the MD-12 light transport). Nodetails are available on these projects, and it is likely that development is proceeding rela-tively slowly since everything is having to be done from scratch. At the original I.L. (Aviation Institute),Dipl. Ing. S. Wojcicki conducted the develop- ment of several experimental pulsejet and ram-jet units between 1952 and 1956. The smallest pulsejets, rated at 22 lb thrust, were test flownin a Bocian two-seat sailplane and were based upon the original designs of SNECMA; twoof Narkiewicz's 24 lb-thrust ramjet units are fitted to the Trzmiel ultra-light helicopterwhich began experimental testing in 1957. The largest units in this class are subsonicramjets and an example rated at 440 lb has been publicly displayed. Finally, a series of meteorological rockets isbeing designed at the Academy of Mining and Metallurgy in Krakow. The work began atthe end of 1957; the first design, the RM-1 liquid-fuel rocket, was successfully fired onOctober 10 last year and is envisaged as the last stage of a three-stage rocket designatedRM-3, the RM-2 being the RM-1 plus the second stage. SPAIN E N M A S A E.N.M.A., S.A., Antonio Maura4, 2", Madrid. Now celebrating the comple- tion of 50 years of unbroken operations, thenational Spanish aero-engine organization is justly proud of a large new factory in SanAndres de Barcelona. The following are the company's current range of powerplants; nomention has yet been made of any gas turbine work. Beta B-4 The latest version of this well-known single-row radial remains in limited production. It is normally equipped with ahydraulic Rotol propeller. Each of the nine cylinders has a bore and stroke of 155.5 and174.6mm, giving a displacement of 29.85 litres. Compression ratio is 6.4:1, permitting theuse of 87-octane fuel and giving a maximum rating of 765 h.p. at 2,200 r.p.m. Dry weightis 1,069 Ib. Sirio S-2 This is the latest version of anattractive single-row radial, and differs from earlier versions in having a reduction gear. Itnormally drives a two-blade, constant-speed, Rotol propeller. The Sirio has a single rowof seven cylinders, the bore and stroke of 150 and 145mm giving a displacement of17.93 litres. Supercharged and geared, the ENMASA Alcion (not illustrated). Commercial radial piston engine. Single row of seven cylinders, with supercharger and reduction gear. Bore and stroke, both 4.33in; swept volume, 447 cu in; dry weight, 496 Ib; max rating, 271 h.p. at 3,000 r.p.m.; cruising rating at 6,500ft, 172 h.p. at 2,400 r.p.m. ENMASA Flechn (not illustrated). Commercia flat-four piston engine. Bore, 4.14in; stroke, 3.94in; swept volume, 211 cu in; dry weight, 220 Ib; max rating, 91.7 h.p. at 2,600 r.p.m. WN-3 Piston engine. Seven-cy I i nd e r air- cooled radial, unsuper- charged and with direct drive. Diameter, 43.5in; length, 34.9in; bore, 5.31 in; stroke, 5.27in; swept volume, 818 cu in; dry weight, 530 Ib; max (5-min) rating, 340 h.p. at 2,500 r.p.m.; cruising rating, 237 h.p. at 2,100 r.p.m. with s.f.c. of 0.48 Ib/hr/h.p.
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