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Aviation History
1960
1960 - 0374.PDF
Aero Engi involving the optimum mixing of hot and cold Sows, a reverser and silencer. Rolls-Royce have chosen the modest by-pass ratio of 0.7 in order to achieve low s.f.c. with light weight, while preserving a small engine diameter to give low nacelle drag. The first engine of the new family to be planned was the RB 141, and its design began three years ago. Initially the 141 was intended as the powerplant of the Airco D.H.I21, but when this airliner was "shrunk" in the paper stage the engine had to be scaled as well (see RB.163). It is matched to the Caravelle 7, and is also well suited to several other aircraft. After extensive component and rig testing the first 141 started running last December, and three are now on the bench. Delivery of certificated engines is scheduled for early 1962. RB.145 Described and illustrated in our last Aero Engines issue (March 20, 1959), this small turbojet is a derivation of the RB.108, with a zero-stage and full equipment for all- Canadian Pratt * Whitney PT6A-2 Free-turbineturboprop. Rear intake, three-stage axial com- pressor, single-stage centrifugal compressor, annularreverse-flow combustion chamber with 12 burners, single-stage compressor turbine and single-stagepower turbine. Overall diameter, 18.45in; overall length as depicted, 57.15in; dry weight, 2501b; maxtake-off rating, 500 e.h.p. (468 s.h.p.) at propeller speed of 2,350 r.p.m. with s.f.c of 0.69; rated power,400 e.h.p. at propeller speed of 2,180 r.p.m. with s.f.c. of 0.74. PT6B-2 Turboshaft engine. Weight, 225lb; maxrating, 500 s.h.p. with s.f.c. of 0.71 at output speed of 6,800 r.p.m.; rated power, 400 s.h.p. with s.f.c. of0.75 at output speed of 6,000 r.p.m. Thar E. Stephenson, president of Canadian P & W, demonstrates that the PT6A-2 will have less than one-seventh the frontal area of the Wasp—of roughly the same power 374 weather propulsion of piloted aircraft. Dry rating is 2,7501b and an afterburning variant is available for supersonic applications. RB.146 Revealed at the 1959 SBAC Exhibition, the RB.146 is the latest and most powerful variant of the military Avon. It cor- responds approximately to the commercial RA.29, since it incorporates a zero-stage con- ferring greater mass flow and pressure ratio. As a result of its higher turbine-entry tem- perature it is more powerful than the airline unit, the dry rating being 13,2201b. From the outset the 146 has been designed for flight at over M2, and with an afterburner is going into production for advanced versions of the English Electric Lightning and Saab Draken. Dassault have announced that export versions of the Mirage III are now being offered powered by this engine. RB.153 From the context of some reports it may be that the RB.153 is similar to a pro- ject illustrated in a lecture by a Rolls-Royce engineer in which an engine of RB.145 charac- ter is used to provide either a jet for forward propulsion or a flow of hot gas to drive a vertical-lift turbofan running on an axis at 90° to that of the engine itself. Such an engine would suit the VTOL combat aircraft by the German Sudflug Group, and may be jointly developed by Rolls-Royce and MAN (q.v.). On the other hand, reports published in France state that the 153 is a relatively conventional tilting turbojet of high thrust/weight ratio, scaled to give a rating of 4,9601b. In the sec- tion dealing with MAN (p. 377-8) it is noted that six such engines may be used in these German projects. RB.163 In last week's issue we were able to reveal the basic characteristics of this new airline powerplant. Essentially a scaled-down RB.141, the 163 is sized to the propulsive requirements of the three-engined Airco D.H.121. In its development Rolls-Royce are bringing to bear all their experience in the evolution of advanced airline engines, and it is their confident belief that the 163 cannot be matched by any other powerplant in prospect. In the D.H.121 it is installed as an integrated package, complete with a hot/cold mixer, reverser and a silencer, the latter handling the combined mixed flows. Compared with current Conways, the work-split between the low- and high-pressure compressors has been altered, the latter now handling a higher pro- FLIGHT, 18 March I960 portion of the total. As a result the h-p. turbine has two stages, and the lower pressure of tne by-pass flow enables perfect mixing to be achieved, with a gain of some 2 per cent in s.f.c. It is likely that the RB.163 will start bench-running this year, and certificated pro- duction engines are to be available at the end of 1962. An unofficial report claims that Allison wish to licence-produce a version designated ARB.963 USTRALIA I C A C Commonwealth Aircraft Corporation, Melbourne. Outlines of CAC's piston and turbojet programmes were given in our re- views of July 26, 1957 and March 20, 1959. After delivering 114 Rolls-Royce Nenes for Vampires made by D.H. Australia, CAC started manufacture of the Rolls-Royce Avon in 1953. Some 200 Avons were ordered; rather less than half were for Canberra B.20s of the RAAF, the majority being fighter units for the CA.27 Sabre. These, and the later Canberra engines, are 7,5001b all-weather units essen- tially similar to the RAJ Production has virtually ELGIUM FN Fabrique Nationale d'Armes dt Guerre, Herstal, The Turbojet Department of this renowned armaments company was founded in 1949. Initially it was charged with the manufacture of turbojets of Rolls-Royce design for the Benelux air forces. These engines comprised 1,000 Derwent RD.8s for Gloster Meteors, 300 Avon RA.7s (Mks 113, 115, 120 and 121) for Hunter 4s and 300 Avon 203s for Hunter 6s. Currently the department is repairing and overhauling these engines, and the Orenda 11s of the Belgian CF-100 Mk 5 intercepters. Similar contracts have been placed for the Turbomeca Marbores of Belgian Magisters. FN are certain to share in the international NATO programmes for the F-104 Starfighter and Breguet 1150 Atlantic. The engines for these aircraft, respectively the GE J79 and Rolls-Royce Tyne, are said by FN to be planned for manufacture "within a European framework . . . with which this department will be closely concerned". CANA CANADIAN PRATT & WHITNEY Canadian Pratt & Whitney Aircraft Co, Ltd, Longueuil, Quebec. In recent years this com- pany's main production has consisted of 1,525 h.p. Wright Cyclone R-182O-82s for CS2F-! Trackers. Considerable repair and overhaul on Pratt & Whitney piston engines is also under- taken. Turbine work began with the company taking a major share in the design of the JT12 described in the section dealing with the parent firm. They have now developed the engine described below. PT6 First shaft-turbine designed in Canada, this powerplant has been aimed at the business and private field above 200 installed h.p., while retaining "the usability and economics of the Wasp Junior." Its configura- tion resembles the Lycoming engines, with the difference that the power section is back-to- front, the annular intake and accessories being at the rear and the exhaust issuing from behind the propeller reduction gear. Features include: fixed geometry; an integral oil tank between the intake and accessory sections; a Hamilton Standard JFC-50 automatic control system; drives for a starter/generator, vacuum and hydraulic pumps, tachometer and power take- off; and ready sub-division into four main sections for overhaul. Both helicopter and turboprop versions «*
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