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Aviation History
1960
1960 - 0378.PDF
Aero Engines 1960 378 official sources claim that this renowned com- pany arc to enter the field cf aero engines with an advanced jet propulsion system fortheVTOL combat aircraft under development by Sudflug or Messerschmitt (and, according to the British Ministry of Defence, likely to be bought for the RAF). The first report said that the company were collaborating with Rolls-Royce and that they were developing the RB.1S3, a turbojet capable of being "feathered" to behave as a ramjet. A more likely statement, made by our French con- temporary Les Ailes, is that the 153 is a 4,9601b turbojet, six of which will be used for both lift and propulsion (two fixed vertically and four swivelling). PORSCHE Dr-lng h.c. F. Porsche K-G, Stuttgart-Zuffenhausen. In Europe the various types of Porsche 678 flat-four are the Porsche 471/4 Flat-four piston engine, geared but unsupcrcharged. Width, 32in; height, 25.4in; length, 28in; dry weight. 2471b; bore, 3.25in; stroke, 2.91 in; swept volume, 96.5 cu in; take-off rating, 75 h.p. at 4,(00 r.p.m. (2,325 propeller r.p.m.) with consump- tion of 5.25gal/hr; cruising rating, 40 h.p. at 4,270 (2,155) r.p.m. with consumption of 3.9gal/hr. Nippon YJ3-3 Single-shaft turbojet. Eight stage compressor, annular combustion chamber and single- stage turbine. Overall diameter, 28.35m; length, 72.9in; dry weight, 8161b; max rating 2,6461b with s.f.c. of 1.06. Higher ratings are in prospect. most popular powerplants for the lightest types of aircraft. There are three main versions, but all have the same bore and stroke, of 3.25 and 2.91 in respectively, a swept volume of 96.5 cu in and operate on 80-octane fuel. The unit illustrated is the most powerful of the series, replacing the 678/0 in production last year. The other engines are the 678/1, rated at 65 h.p., and the 678/3 direct-drive engine weighing 1871b and rated at 52 h.p. The Federal Air Ministry have provisionally laid down that all engines should be overhauled on a 600hr basis. INO1 HINDUSTAN Hindustan Aircraft (Pri- vate) Ltd, Bangalore District, India. In 1956 India's only major aircraft company established an engine division, and shortly thereafter signed a contract with Bristol Siddeley Engines for FLIGHT, 18 March 1960 As noted below, Hindustan Aircraft repair and overhaul the hundreds of Rolls-Royce Arons in service with the Indian Air Force. This is a Mk 203 engine from a Hunter 56 the licence-production of Orpheus 701s to power the Gnats manufactured by the com- pany's aircraft plant. A new factory was put in hand for this purpose; the buildings are almost complete, most of the tooling has been installed and manufacture of Orpheus parts has begun. Hindustan overhaul and test large numbers of Rolls-Royce Avons for the Indian Air Force. The company are also developing the PE.90H flat-four piston engine, rated at 90 h.p. at 2,600 r.p.m. This engine owes much to Ameri- can units, but is entirely indigenous with the exception of certain accessories. The first PE.90H ran last March, and certification is being sought A G U S T A Meccanica Verghera Agusta, Gallarate (Prov Varese). In our issues dated July 26, 1957 and March 20, 1959 we described and illustrated the chief engines produced by this versatile company. They are a 42 h.p. fiat- twin and a series of flat-fours in the 80-86 h.p. range, the latter including a geared aeroplane engine and a vertical-crankshaft unit for heli- copters. FIAT Fiat S.p.A., Divisione Aviazione, Corso G. Agnelli 200, Turin. In 1947 this great company's Aviation Division entered the gas-turbine field by making Goblin and Ghost turbojets under licence from DH Engines and in overhauling these powerplants for the Italian Air Force and French Navy. Large contracts were subsequently placed by several air forces for the overhaul of Allison J35s, General Electric J47s, Wright J65s and several piston engines. Under licence from Bristol Siddeley the main plant at Lingotto has been tooled for the manufacture of the Orpheus 803 to power the Fiat G.91 attack aircraft for several NATO nations. Deliveries of Fiat-built Orpheus are about to begin. The company has also designed several small gas turbines. One of these, the 4032 turbojet, is in the same general category as the Orpheus and no information on its development is available. It was described in our last Aero Engines issue (March 20, 1959). 4002 A description of this tiny turbojet appeared on page 127 of our issue of July 26, 1957. It has been designed for trouble-free operation in a range of light civil and military aircraft. It has not yet flown. 4700 A description of this unusual power- plant appeared in our last Aero Engines of the World issue, dated March 20,1959. Incorporat- ing several components previously developed for the Fiat 4002 turbojet, it is intended to supply air for cold tip-drive of the rotor of the Fiat 7002 helicopter. The prototype engines have completed some hundreds of hours of running and should take the first 7002 into the air during the coming summer. In principle the unit is reminiscent of the Napier Oryx, but its design points are less ambitious. Although successful, the British engine was cancelled owing to shortcomings in the basic concept. ISHIKAWAJIMA Ishikawajima Heavy Industries Co Ltd, 1010, Tanashi-Machi, Kita- tama-Gun, Tokyo, Japan, Since 1955 this large industrial firm has been a licensee of Inter- national General Electric. In June 1956 they were authorized to manufacture spares for J47s to support USAF and Mitsubishi-built Sabres, and large numbers of parts have since been delivered from the Tanashi works. Ishikawa- jima are also likely to be chosen to manufacture the complete J79 to power the Lockheed F-104J series, 200 of which are to be assembled by Mitsubishi. The company are also manu- facturing J3 engines developed by the Nippon Jet-Engine Co (q.v.). NIPPON Nippon Jet-Engine Co, Tokyo An ad hoc consortium formed by several large industrialists, this group has designed and produced two small turbojets, both owing some- thing to early American engines. First was the J0-1, described in our Aero Engines issue of May 11, 1956. Their current powerplant is the J3. J3 In design this engine differs from the JO largely in having an annular combustion chamber, which has permitted the mass flow to be raised. The thrust/weight ratio is still very poor, but the J3 is essentially a design upon which teeth can be cut rather than an optimum product. It was originally hoped that the J3-3 version might become the powerplant of the Fuji jet trainer. The superiority of the Bristol Siddeley Orpheus 805 has been rewarded by the first production contract, but a T1F-1 (T1A prototype) is scheduled to fly on the power of one of the pre-production YJ3-3s this month. Features of the design include forged steel compressor blading, an automatic mechanical- type control system, dual-manifold fuel supply with flow-divider downstream of an NJE fuel pump and flow control, dry-sump forced ail
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