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Aviation History
1960
1960 - 0376.PDF
Aero Engines i960 the largest in Europe engaged in the field of rocket propulsion. Its facilities at Villejuif, Argenteuil, Melun-Villaroche and Istres have a covered area of 121,230 sq ft, and employees number 750, a high proportion of whom are graduate engineers. The shareholders include large firms in the French aircraft, metallurgical and chemical industries, and SEPR is one of the six companies behind SEREB (the French ballistic-missile organization). Turbometo Actoxou Single-shaft turboprop. Single-stage axial compressor followed by single- stage centrifugal compressor, annular combustion chamber and three-stage turbine. Orerntt diuinetei, 18.1in, length, 57in (71.2in from tip of spinner to tip of tailconc); dry weight of bare engine, equipped weight, 3201b: total with propeller max rating, 440 s.h.p. (470 e.h.p.) with j.f.c Turfaemaca Boston Single-shaft turboprop. Single- stage axial compressor followed by single-stage centrifugal compressor, annular combustion chamber and three-stage turbine. Overall diameter, 21.7in; overall length as depicted, 60.9in; dry weight of bare engine. 607lb; complete powerplant with propeller, oil tank, and cooler, 775lb; max rating 935 s.h.p. (1,000 e.h.p.) at 33,500 r.p.m. with j.p.t. of 510° C. s.f.c. of 0.605 and pressure ratio of 5.45; max cont, 740 s.h.p. (806 e.h.p.) at 33,500 r.p.m. with s.f.c. of 0.63. Turbomfea Turmo IB Free-turbine turboshaft. Single-stage axial compressor followed by single-stage centrifugal compressor, annular combustion chamber, two-stage compressor turbine and single-stage rear output turbine. Overall diameter of bare engine, 31 in: overall width cf complete powerplant (as illustrated), 29.4in; length, 65.1 in (approximately 74tn ai complete paw--plant); dry weight of bar* engine, 5101b; fully equipped, 5601b; complete power- plant, 6001b; take-off rating, 812 s.h.p. at 34.050 r.p.m. with s.f.c. of 0.67, with output r.p.m. of 5,325; normal rating, 640 s.h.p. at 34,050 r.p.m. with s.f.c. of 0.68; pressure ratio at 34,050 r.p.m., 5.65. Turmo 3C: identical in design, but slightly heavier and having greater mass flow and top temperature; take-off rating 1,100 s.h.p. at 33,000 r.p.m. with s.f.c. of 0.68 and pressure ratio of 5.5; output will normally be limited to 900 s.h.p., which will be maintained up to 100" F or 10,400ft. 376 More than 70 types of rocket engine have been developed, chiefly running on Furaline and white fuming nitric acid. HTP and liquid oxygen have been investigated but abandoned for aircraft work. More than 45,000 liquid firings have been logged, and 12,000 tons of nitric acid consumed without incident. Although outside the scope of this review, SEPR are the principal continental source of large solid-propellant boost and sustainer units for missiles. Typical of their products in this field are the boos: and sustriner rockets of the Matra R.422A; the former gives a thrust of 57,3301b for four seconds and weighs 1,8171b filled, while the latter weighs 5691b and gives a thrust of 3,5301b for 22sec. SEPR 841 As the booster engine of the Mirage III, several hundred of these neat packages are in production, the engines them- selves being subcontracted to Hispano-Suiza. The large oxidant tank fits within the rear fuselage and contains 69gal of nitric add. This tank can be readily replaced by a conventional fuel cell. At its forward end is a flexible coupling through which a shaft from the Atar 9 turbojet is taken in (93.7 h.p. at 5,080 r.p.m.), to drive the turbopump. To the rear is secured the thrust chamber, canted slightly downwards. Two thrust levels, one approximately double the other, may be selected, but no intermediate thrust can be chosen. In the present installa- tion the fuel is Till (Furaline) 32gal of which are housed in a cell which replaces the Mirage gun pack. All structural portions of the power- plant are manufactured from light alloys, stain- less steel being limited to rotating portions of the turbopump and to certain parts of the oxidant circuit. SEPR have cleared the unit for 50 air firings without overhaul. SEPR 844 Under this designation has been evolved a refined version of the 841. Minor variations have permitted the use of kerosine (from the aircraft tanks) as fuel, and the thrust can be varied to any point between the two levels established by the 841. Most of the Mirage engines may actually be delivered as 844s. SNECMA Societe Nationale d'Etude et de Construction de Moteurs d'Aviation, Paris 8. A nationalized group formed from Gnome- Rhone, Renault Aviation and Lorraine, SNECMA have for 15 years been the largest aero-engine firm on the continent of Europe. By far the major part of their activities has been the development and production of the Atar family of turbojets, but they have also licence- built the Bristol Hercules piston engine, developed small pulsejets and turbojets larger and smaller than the Atar and manufactured two piston engines of native design. They have also been intimately concerned with the Coleoptere aircraft, and with a variety of jet- deflection systems. For more than a year it has been obvious that SNECMA's current products are not likely to lead to substantial future business. Last year talks were held with Pratt & Whitney Aircraft with a view to the production by SNECMA of a derivative of the J75 turbojet for the pro- jected Dassault Mirage 4. Eventually this deal fell through, but in January a nine-year agree- ment was announced, under the terms of which United Aircraft acquire 10.9 per cent of SNECMA's capital (a curious situation for a nationalized company) and are represented on the French company's Board, in return for a licence permitting SNECMA to manufacture FLIGHT, 18 March 1960 all Pratt & Whitney piston and turbine engines and their spares. This gives the American firm a solid foot- hold within the European Common Market Although it seems unlikely that SNECMA will produce large quantities of any Pratt & Whitney engines, it means that these powerplants will have an almost unbeatable advantage within the Common Market; and the sales of spares to support the thousands of Pratt & Whitney engines already within that area will be con- siderable. It remains to be seen what effect the agreement will have on SNECMA's design ability. Atar A history of this great family of single-shaft military turbojets was given in our issue of July 26, 1957. Originally stemming from a BMW engine of 1945, SNECMA finally placed the Atar 101D-1 in production in 1953 at 6,6101b dry for Mystere 2s of France, India and Israel. The addition of a zero-stage produced the 7,7161b 101E, for the Vautour (and used in many prototypes). With after- burner this engine became the 9,7001b 101G, for the Super Mystere. In 1956 SNECMA unveiled the completely redesigned Atar 8, with a two-stage turbine and a "00" stage, the new compressor operating at a pressure ratio of 5.5 instead of 4JL The Atai 8 weighs 2,1801b and is rated at 9,7001h with s.f.c. of 0.98. It is in production for the Eten- dard4M. With afterburner the new engine becomes the Atar 9, for the Mirage 3 family. The present pre-series of these aircraft are fitted with the 9B, rated « 13,2271b with reheat. The installa- tion includes bifurcated intakes with variable half-cone centrebodies, and an afterburner and propelling nozzle fully-variable according to the position of the power lever. Now in pro- duction is the 9C, for the first series of 100 Mirage 3Cs, with an all-steel compressor casing and an improved reheat system brought in at Ml.4 and giving a maximum rating of 14,1091b. It will be succeeded by the Atar 9D, rated at 14,9911b. SNECMA stress the excel- lent performance of these engines; very encour- aging high-subsonic consumptions arc being recorded, and simple modifications investiga- ted with an Atar E5 should reduce s.f.c. by a further five per cent. Super Atar Brief details of this engine were given in our 1959 review. Intended for flight at M3, it is an all-steel unit with few compressor stages, high mass flow per unit frontal area and a large afterburner. Its develop- ment has virtually ceased. TURBOMECA Societe Anonym* Turbomeca, Bordes (Basses-Pyrenees). After World War 2 this company was entrusted with the development of a gas turbine to drive an a.p.u. for a large cargo aircraft The resulting Oredon, their first engine, went on test on August 25, 1948. By 1950 700 employees occu- pied a 207,000 sq ft plant, and the annual turnover was 582m francs. Today there are 1,500 employees on a floor area of 476,302 sq ft, and the annual turnover last year was 8,240m francs. By January 1, 1960, the company had de- livered 3,550 small gas turbines of many types. Deliveries are running at 100 or more engines monthly, and exports have been made fc 21 countries (to a 1959 total of 2,600m Francs, roughly the same as the entire turnover for 1955). Britain, the USA, Spain and Yugo- slavia have so far made 3,250 engines under Smcrrw Atar 9 Military singta-*haft turbo- jet with afterburner. Nine-stage compressor, annular combustion chamber with 20 burners in individual cups, two-stage turbine and variable-augmentation afterburner with three-position noxxle. Max diameter, 33.8t]'i; overall length. 263.8in; dry weight, 2,7551b; max ratings, 13,2281b at 8,400 r.p.m. with full reheat( s.f.c. 2.075), 11,9051b with partial reheat (s.f.c. 1.7) or 9,370lb dry (s.f.c. 1.1). with mass flow and pressure ratio of 149.9IW $ec and 5.5:1. Atar 9B, 9C: see text above.
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