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Aviation History
1960
1960 - 0377.PDF
PLIGHT, 18 March 1960 377 licence, and the company's power units have been chosen for 45 types of aeroplane, heli- copter and missile. More than 30 different types of engine have so far been built, of which the following are the most important. Artouste Under this name has been evolved a family of turboshaft engines of a single-shaft layout. The most important is the Artouste 2B1, which for five years has been made for the Sud Alouette 2 helicopter. The take-off rating is 400 s.h.p. at 34,000 r.p.m. with a consumption of 3771b/hr, and the maximum cruising rating is 355 s.h.p. with a consumption of 3461b/hr. Installed dry weight is 3601b, the bare engine weighing 2621b. An FAA type certificate was awarded in January 1958, and a number have been sold by Con- tinental for installation in Republic-built Alouettes. A variant has also been made by Blackburn Engines. At the beginning of this year Turbomeca had delivered 610, and 260 remain to be built at 20 per month. Superseding the 2B1 is the Artouste 3B, which has one of the company's new range of axial /centrifugal compressors operating at a pressure ratio of 5.2. This has enabled the take- off rating to be set at 542 s.h.p. for a fuel con- sumption of only 3551b/hr; and this is not the potential maximum, since it may be achieved at 40 °C ambient and on a standard-day is main- tained up to 14,300ft. The 3B weighs 4101b bare, or 5781b as installed in the Alouette 3. Six prototypes are running. Astazou Revealed at the 1957 Paris Salon, this is the smallest of the new engines with an axial /centrifugal compressor. Owing to its very high r.p.m. it operates at a pressure ratio of 5.81, higher than that for any other Turbo- meca unit It drives a two-blade Ratier-Figeac propeller at 2,420 r.p.m., and flight testing has taken place with a Max Holste 153 and Nord 1110 and two are to be installed in a Magister (previously a jet). The turboprop version has been selected to power the Potez 840 four- engined transport, and Astazous are being in- stalled by SFERMA in a Beech Travel-Air and Dornier Do 27. The engine was certificated last month at the ratings given in the data panel. Bastan Larger of the company's two new turboprops, the Bastan also has one of the axial /centrifugal compressors, but owing to the lower r.p.m. the pressure-ratio has been fixed at a point below that achieved by the Astazou. As a complete powerplant it is matched with a three-blade 9ft propeller and cowls perfectly. Initially designed to give around 650 h.p. it finally went on the bench at 750 h.p., was offi- cially certificated in January 1959 at 805 h.p. and now has the ratings given in the data. These ratings were certificated last December, when 4,700hr had been run, includ- ing a substantial amount of flying in a SFERMA-modified Beech PD.18. Bastans are being made for MS. 1500 Epcrviers, the Sud Voltigeur and Diplomate, the Dassault Com- munaute and Spirale and the MH.260 Supfi- Broussard. The 40 prototype engines are cur- rently being overhauled on a 500hr basis, and it is hoped that this time will double before the end of the year. A total of 50 pre-production Bastans are on order for equipping new air- frames. Marbore Largest of the first-generation engines with a simple centrifugal compressor, th; Marbore has been made in greater quan- tity than any other Turbomeca unit. On January 1 the plant at Bordes had delivered 2,150 and 650 remained on order, current pro- duction being at the rate of 75 engines monthly. An even greater number have been made in the USA by Continental (q.v.). The most numerous French version is the Marbore 2, with a diameter of 25in, length of 62in, dry weight of 314/3301b, maximum thrust of 8801b at 22,600 r.p.m. with s.f.c. of *.O8, and normal rating of 7101b. Such engines we used in the Fouga 170 Magister, Fouga 175 Zsphir, MS.760 Paris, and Nord CT.20 drone. A number have also been used in booster pods, Turbomeca's factory is situated at Bordes in the foothills of the Pyrenees. From the machine shop illustrated afore have come the parts for some 4,000 small gas turbines since 1953 particularly for the Nord 2502 Noratlas. Now in production is the Marborc 6, of 22in dia- meter, 56in length and 322/3371b weight. Although maximum r.p.m. arc only 21.500 (reducing pressure ratio very slightly to 3.84), the greater mass flow has enabled both the take-off and normal ratings to be fixed at 1,0581b, with s.f.c. of 1.12. Maximum cruising rating is 9261b. The Marbore 6 has been flying in Magisters since last summer. Pahnute In this engine an oversize com- pressor is employed and the excess air delivered for a variety of purposes. Most Paloustes are employed in ground applications (including the pneumatic starting of large aircraft) but many power the SO.1221 Djinn helicopters. At the beginning of the year Turbomeca had delivered 340, and 40 remained on order for delivery at five per month. The most common version is the Palouste 4, delivering 9,0001b/hr at 411b/ sq in gauge for a consumption of 2651b/hr. Starting may be achieved by hand-cranking or a small petrol engine. Mention may be made of the Palouste 6, but no details are available. Tunno Under this name has evolved a series of rear-drive free-turbine engines. The Turmo 1 and 2 are respectively rated at 270 and 400 s.h.p., but have been made only in small numbers in France (see Blackburn). French Turmo 2s are used in the Spanish Aerotecnica helicopters, the Breguet 940 Integral prototype and a Renault car. Of greater importance is the Turmo 3B. This is the free-turbine member of the new axial/ centrifugal family, and it gives correspondingly higher output with increased efficiency. Planned as a 700 h.p. engine, it was initially rated at 789 h.p. and now has the output quoted in the data. Last year (March 20) we illustrated the Turmo 3 as a bare unit, but this year's drawing depicts the complete powerplant of the Sud 3200 Frelon helicopter, in which three are geared to the single rotor. Turbomeca s»re making 29 prototype Turmo 3s, and several are being tested by Sud and Aerotechnica. GERMANY E V V B F Vereinegung Volkseigener Betriebe Flugzeugbau (Association of State-owned Air- craft Factories), Pirna/Elbe. An outline of the work done by this national aircraft-production group was contained in our previous engine review. The engine factory at Chemnitz was only completed in 1954, and its chief tasks have been the production of the Soviet ASh-82T piston engine and the Type 014 turbojet of their own design. A description of this 6,9451b-thrust engine, together with a diagram and full speci- fication, were given in our 1959 issue. It is in small series-production as the powerplant of the BB.152 airliner and may be used in the twin-engined BB.155. GERMANY W BMW BMW Triebwerkbau GMBH, Munich, 68. One of the most famous German aero-engine companies, BMW have re-entered this field on a large scale, with substantial government contracts for both the manufacture and overhaul of piston and turbine engines. The first assignment was the manufacture of several hundred GO-480 flat-six piston engines, under licence from the Lycoming Division of Avco, for Do 27s and Focke Wulf/Piaggio P.149Ds of the Luftwaffe. This was supple- mented by the repair and overhaul of the Orenda 14s of the Luftwaffe's 225 Sabre 6s. By far the largest BMW programme is the manufacture of the J79 turbojet, under licence from International General Electric, for the German F-104G. Some 550 are on order, and BMW have hopes of selling a similar number to Belgium, Holland, Italy and other NATO countries. HEINKEL Ernst Heinkel AG, Stutt- gart-Zuffenhausen. In our 1959 Aero Engines issue we described and illustrated the HeS 053 turbojet, rated at 14,3001b. This project has not been carried to fruition. Contracts remain, however, for the repair and overhaul of Turbomeca Marbore II turbojets of the Luftwaffe. KLOCKNER-HUMBOLDT-DEUTZ Klockner-Humboldl-Deutz AG, Cologne. Under contract to the Federal government, who hold a licence from Bristol Siddeley Engines, KHD are tooting up for the quantity production of the Orpheus 803, to power German Fiat G.91s. Previously BMW had been named as likely to overhaul and repair this engine, but apparently all Orpheus work is to be placed with the Cologne company. MAN Maschinenfabrik Augsburg-Niirn- berg AG, Dachauerstrasse 667, Munich 68. Un-
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