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Aviation History
1961
1961 - 0983.PDF
FLIGHT, 20 July 1961 83 hydraulically controlled. In the lower-powered installation a unique form of automatic pitch-variation is incorporated, described in our account of flying the Currie Wot equipped with this powerplant which appeared in our issue of February 10 of this year. In the opinion of this journal the Turbo Wot is "probably the smoothest, quietest light air- craft anywhere," but Rover are taking a long look before committing themselves to production. Australia CAC Commonwealth Aircraft Corporation, Melbourne. After producing 114 Rolls-Royce Nenes and approximately 200 Avons instal- lationally matched to the Australian Canberra and CA.27 Sabre, the plant at Fishermen's Bend has been operating at much less than capacity for many months. Manufacture of new engines will begin only when all preparations have been made to meet the requirements of the SNECM A Atar programme for the Mirage Ills ordered for the RAAF. Although present contracts call for only 28 aircraft, the total may eventually run into three figures, and Atar production should be substantial. The engine will be either the 9C or 9K, both described in the section dealing with France. Senator Harrie Wade, the Australian Minister for Air, said in May that a choice between the Atar 9C and 9K would be made "within four months." Rolls-Royce RB.I45 turbojet mock-up Belgium FN Fabrique Nationule d'Armes de Guerre, Herstal-lez-Liege. Hav- ing completed the manufacture of Rolls-Royce Derwents and Avons, FN are rapidly tooling up for the production of major components of the 1,300-odd General Electric J79-11A turbojets required by the European F-104G programme. This work, which is being undertaken in collaboration with BMW and Fiat, leaves the Belgian company with the prime responsibility for manufacturing the turbine rotor, compressor rotor, fuel nozzles, combustion liner, inner and outer casings and first-stage nozzle guide vanes. Ultimately, FN will be required to manufacture major portions of the Rolls-Royce Tyne RTy.21 for the Breguet Atlantic programme, and the company are overhauling the Orenda 11 turbojets of the CF-100 Mk 5 fighters, and the Turbomeca Marbore turbojets of the Magister trainers, of the Belgian Air Force. Canada CANADIAN PRATT & WHITNEY Canadian Pratt & Whitney Aircraft Co Ltd, Jacques Cartier. Quebec. Having completed the manufacture of Wright R-1820 Cyclones for de Havilland's CS2F Tracker programme, the company's chief manufacturing programme is now the production of vast quantities of spare parts for Pratt & Whit- ney piston engines in all parts of the world. The company's own PT6 is described below. Canadian Pratt & Whitney handled the main design effort of the parent firm's JT12 turbojet, are producing the accessory gearboxes for the Canadair CL-44 and have overhaul facilities for all Pratt & Whitney engines used in Canada, as well as for the Wright R-1300 and R-1820 and the Napier Eland 504. PT6 First shaft-turbine designed in Canada, this powerplant has been aimed at the business and private field above 200 installed h.p.. Rolls-Royce Avon 532R commercial turbojet while retaining "'the usability and economics of the Wasp Junior." Lively American interest in the engine is indicated by the fact that it has been given the designation T74 by the US Navy. It has a unique design configuration in 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 and reduction gear. Features include: fixed geometry; an integral oil tank between the intake and accessory sections: a Hamilton Standard JFC-50 automatic control system; pads for a starter/generator, vacuum and hydraulic pumps, tachometer and power take-off; and ready sub-division into four main sections for overhaul. Both turboshaft and tuboprop versions are being developed. The latter, designated PT6A, has a compound-epicyclic reduction gear giving a final output drive up to 2.200 r.p.m. The inlet arrangement permits tractor and pusher installations to be selected at will, but in most turboprops a single inlet scoop can be utilized. The turboshaft PT6B has only a single stage of gearing to give an output at up to 6,230 r.p.m. It is suited to a variety of helicopters, VTOL platforms and surface applications. Detail design began early in 1959; the first gas-generator ran in November 1959, followed by the first complete engine-run in February 1960. On June 25 a total of 1,725 hours of gas-generator running, including l,200hr of complete engine running, had been completed. Component and rig testing totals over 6,600hr. One of the eight PT6 engines currently in the development programme is installed in the nose of a Beech 18, which made its first flight during May. A series of 50hr company tests have been carried out, and the 50hr PFRT is scheduled for completion during the summer. ORENDA Orenda Engines Ltd, Toronto, Ontario. This major member of the Hawker Siddeley Group is making efforts on a wide front into the research, design, manufacture and marketing of gas turbines for practically every conceivable purpose, including lift fans, industrial applications and nuclear powerplants. Over the period 1952 to 1958 total deliveries of all series of the Orenda engine amounted 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. The Orendas are still being used by five air forces in four continents and have accumulated a total of approximately 2m flying hours. Orendas are being operated at a rate of some 30,000 flying hours per month, and have a current overhaul life of 400 flying hours on the latest versions. The company's chief task on the manufacturing side is the production of the J79-OEL-7 turbojet, of General Electric basic design, to meet the propulsion requirements of the 200 CF-104 fighters being built by Canadair for the RCAF Air Division in Europe. J79-OEL-7 This engine is a "Canadianized" J79. Detailed infor- mation, including engine and tool drawings and specifications for the J79 engine, were received from General Electric at the end of October 1959. The first engine was built and submitted to test by December 20, 1960, and the first production engine was despatched to Lockheed Aircraft, which is supplying the 14 initial training aircraft to the RCAF, on January 19, 1961. The J79-OEL-7 has a 17-stage axial flow compressor in which the inlet guide vanes and first six stages of stator blades are variable. The combustion chamber is of the cannular type consisting of a Chrom- alloy outer casing and ten Hastelloy flame tubes. The blades in the three-stage turbine are attached to the discs by the fir-tree method of fixing, the blades being mounted in pairs with two blades per slot. The afterburner manifold and spray bar are mounted on the outer and inner flanges respectively of the fabricated turbine frame. The tailpipe and variable exhaust nozzle are cantilevered from the rear of the spray bar assembly. Although initial orders for some components or materials have been placed in the US, the engine is now largely made up of com- ponents produced and manufactured in Canada. Flow times to procure the various components have been established by the Canadian sub-contractors, and imports for the J79-OEL-7 programme have been reduced to approximately 20 per cent of all requirements. A photograph of one of these Orenda-built J79s appears on page 85.
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