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Aviation History
1960
1960 - 0375.PDF
FLIGHT, 18 March 1960 being developed. The latter, designated pT6A-2, has a compound-epicyclic reduction gear giving a final drive at up to 2,350 r.p.m. The turboshaft PT6B-2 has only a single stage of gearing, to give an output at up to 6,800 r.p.m. It is suited to a variety of heli- copters, VTOL platforms and of surface applications, and can run continuously at any angle from 45° nose-down to 110° nose-up. Water injection can maintain full power to 95 °F. The inlet arrangement permits tractor and pusher installations to be selected at will but .in most turboprops there will be a single scoop inlet above the cowling. Design studies began in October 1958, detail design began early in 1959 and bench testing started last autumn. No price has yet been quoted, but the company expect the PT6 to cost about $30 per horsepower. Prototype flight engines are to be made available next year. ORENDA Orenda Engines Ltd, Toronto. Starting from scratch at the end of World War 2, Orenda Engines (originally the engine division of A. V. Roe Canada) have built up an organization which has demonstrated its ability to carry to fruition major engine programmes. After producing the small Chinook turbojet the company designed the Orenda, roughly similar to the earliest Avons. This fine engine was in production from 1952 to 1958, total deliveries amounting to 3,794. The final variants were the Orenda 11 for the CF-100 Mk 5 and the Orenda 14 for the Sabre 6, both rated at 7,5001b dry. In September 1953, the company started the development of Project Study 13, a turbo- jet intended for the propulsion of a future supersonic all-weather fighter for the RCAF (the Avro Arrow Mk 2). Maturing as the Iroquois, this engine is potentially the most powerful turbojet in the Commonwealth. Con- siderable bench and flight development took place, but when the Arrow programme was terminated in February 1959, work on the Iroquois ceased also. J79 Cessation of the Orenda and Iroquois programmes dealt Orenda a shattering blow. Somewhat reduced in size, the company are now preparing to manufacture an advanced version of the J79, under licence from Inter- national General Electric, for the Canadair CL-90 (Canadian-built Lockheed F-104). About 300 powerplants will be required, Orenda's subcontract from Canadair being valued at $80m. CZECHOSLOVAKIA OMNI POL Omnipol, Prague 3, Washingtonova 11 (National agency for aero- engines). In our reviews of April 9, 1954, May 11, 1956, July 26, 1957 and March 20, 1959, we gave brief details of the chief Czech engines. The Walter Minor 4-III and 6-III are giving way to the M-332 and 337 with direct injection. These are all inverted in-line units, but the Praga Doris B is a flat-six of recent design. Also in limited production are the VK-1A turbojet and ASh-82T radial of Russian design. FRANC DASSAULT Avions Marcel Dassault, 78 Quai Carnot, Saint-Cloud. This very suc- cessful non-nationalized airframe manufacturer devoted some effort during the past six years to small turbojets initially based upon the Bristol Siddeley Viper. The work culminated in the R.7 Farandole, rated at 3,1001b dry. All such work has now been abandoned and the com- pany say that their energies are concentrated upon other enterprises. Dassault never really intended to become an engine firm, but the 375 possibility of achieving a head-start—via the Viper—into this field when the French Govern- ment favoured the twin-engined light attack machine was too strong to resist. In the event, the Orpheus won for the single-engined formula, and Dassault lost out, along with SNECMA, Hispano-Suiza and Turbomcca (q-v.). DRUINE Avions Roger Druine, Paris 16. Basing his work on the Porsche/Volkswagen air-cooled flat-four, the late M Druine developed a powerplant for his Turbulent light aircraft under the name of Ardem 4 CO2. Brief descriptions of two versions are given in the section dealing with Rollason (Great Britain). HISPANO-SUIZA Societid'Exploha- tion des Materials Hispano-Suiza, Rue du Capitaine Guynemer, Bois-Colombes, Seine. Production of large centrifugal rurbojets of basically Rolls-Royce design or derivation has now ceased. Over 1,600 were delivered, and repair and overhaul for the air forces of France, Israel and India remain major com- mitments. The company's own small axial of 3,3001b thrust found no application (see remarks under Dassault), and the only new aero-engine work is the manufacture, under sub-contract to SEPR, of the production Type 841 rocket packages for Mirage Ills. NORD Nord-Aviation SNCA, 12 Rue Beranger, ChatUlon Sous Bagneux Seine. Since 1950 the Arsenal, and its successor Nord-Aviation, have been engaged upon the development of a wide range of ramjets. Largest is that fitted to the company's own turbo-ramjet Griffon aircraft. In the course of extensive flight testing, experimental engines have been fired to well over 66,000ft, reaching Mach numbers from subsonic values up to more than 3.5. The most important is that described below. Sirins 1 As the powerplant of the Nord- Aviation Narval surface-to-air missile, the Sinus has reached an advanced state of development and been manufactured in some quantity. It has a circular cross-section, with a fixed centrebody housing the ram-air turbo- pump and control system. Around the rear portion of this centrebody are disposed inner and outer rings of fuel injectors, immediately downstream of which are the gutter-type flameholders. Air for the turbopump enters at a direct pitot intake, turns inwards through 90° in a cascade, drives the turbine at 15,000 r.p.m. and exits through a discharge system on the other side. Nord envisage the Sirius as the forerunner of a range of powerplants for mis- siles and (auxiliary thrust) aeroplanes. P O T E Z Societe des Avions et Moteurs Henry Potez, 46 Avenue Kleber, Paris 16. Showing commendable enthusiasm in what Britain appears to regard as a trivial and diminishing market, Potez' efforts to develop their range of small piston engines are reaping commercial success. The principal products are the 4D and 4E series. These engines are manufactured in the new plant at Argenteuil, together with helicopter transmissions and other mechanisms. 4D All engines in this series are inverted four-in-lines. The most important variant is the 4D.34, powerplant of the Nord 3400 for the French Army. The engine has a super- charger, injection carburettor, electric starter and direct drive to a hydraulic c-p. propeller. Swept volume is 354 cu in, compression ratio 7.63 and dry weight 4081b; maximum rating is 260 h.p. at 2,550 r.p.m., using 100/130 grade fuel, with a specific consumption of 0.491b/hr/ h.p. A related unit is the 240 h.p. 4D.32, equipped for aerobatics as the powerplant of the Nord 3202 trainer. At the start of this year Potez began the series-production of 376 of both types against a Government contract awarded at the end of 1958. Aero EngiW7960 Potez 4E-02 Light piston engine. Flat-four, un- geared, unsupercharged. Width, 30.1 in; height, 24.8in; length, 27.1 in; dry weight, 203lb; bore, 4.33in; stroke, 3.543in; swept volume, 209 cu in; max power, 105 h.p. The engine has been certificated at 96 h.p. at 2.530 r.p.m. with s.f.c. of 0.5. SEPR Ml Demountable rocket package. Oxidant tank, fixed thrust chamber, turbopump group (shaft- driven by turbojet) and control system. Width. 45in; height, 25.5in; length, 128.2in; weight of package complete, 452lb (1901b bare motor); thrust levels at sea level, 1,654 or 3.374lb with s.f.c. of 0.0048lb/sec/lb; thrust at 52,459ft, 3,704lb with s.f.c. of 0.00435. 4E During the past three years Potez have evolved this flat-four to suit a wide range of light aircraft The compression ratio is 7, yet the 4E operates on 80-octane fuel and has a competitive power/weight ratio. Equipment includes an electric starter and d.c. generator. At present 4Es arc being run at a rating of 105 h.p. Known as the 4E-02, these units incorporate minor modifications. The engine was revealed at the 1959 Paris Salon, and has now run 600hr on the ground and in a Jodel Ambassadeur preparatory to delivery before the end of 1960. Certification at 90 h.p. was achieved last November. Production is likely to run at about 50 engines monthly, and a substantial proportion of the initial batches— reportedly to a total of 400 engines—may be supplied to Cessna in the USA. According to Aviation Week the price in America may be about $1,600. SEPR Sociiti d'Etude de la Propulsion par Reaction, 37 Rue des Acacias, Paris. Founded in 1944, this nationalized group is Rolls-Royce Avon 100s and 200s being assembled by FN (Belgium) for Benelux Hunters. Some 600 hare been delivered
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