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Aviation History
1961
1961 - 0986.PDF
86 FLIGHT, 20 July 1961 SEPR.844 rocket pack AERO ENGINES 1961 . . . constructed under licence by Continental (q.v.), and in Spain. The basic Marbore 2 remains in production, with 2,000 delivered, but for export purposes is being superseded by the uprated Marbore 6. The latter first ran in 1959, and has been chosen for the Paris 2 and 3 and the Potez-HeinkelCM.191. Palouste Manufacture of this bleed-air compressor unit is drawing to a close, although its success may be gauged by the fact that 150 Djinn helicopters have been sold to ten countries outside France. The standard version of the engine is the Palouste 4 (Table 5). Turmo Starting in 1949 as a massively constructed unit for armoured fighting vehicles, the Turmo was the company's first shaft-drive engine, consisting essentially of a Palas turbojet with a free-turbine and rear output shaft. Redesigned for aircraft use, the Turmo has been built in Britain by Blackburn (q.v.) and small numbers have been manufactured in France. But the engine really came into its own when the addition of a transonic axial stage to the compressor opened the way to a dramatic increase in power and efficiency. This led to the Turmo 3 family, and today these engines are becoming the most highly rated of all Turbo- meca designs. First of the Turmo 3s was the 3B turboshaft for the SA.32OO Fre- lon helicopter, which flew in June 1959 powered by three Turmo 3Bs each certificated at 882 s.h.p. But this was inadequate, both for the developed Sud 3210 Frelon and for the future Br.941 and 942 STOL transports, which were originally planned around the de Havilland Gnome. Gen de Gaulle decreed that a French engine should be used, and Turbomeca have since been engaged in wringing progressively greater power out of the Turmo, without increasing the basic frame size. The Turmo 3C turboshaft is the helicopter engine, with a direct pitot intake, upper and lower accessory drives around the front-support casing, twin exhaust ducts (upper and lower) taken away to left or right, depending on the installation, and a rear free-turbine driving through primary and secondary reduction gearboxes, the output from the primary gear being at 5,700 r.p.m. Development is in hand on the Turmo 3C2, in which power is increased to 1,282 s.h.p., for a fuel consumption of 8161b/hr. The turboprop is the Turmo 3D. and the Turbomeca designers have followed the configuration established by de Havilland Engines with the Gnome. The main gas-producer is hung beneath the output shaft and can be removed as a unit. The rear free- turbine drives the upper shaft at 6,000 r.p.m., and the overhung forward drive leads through a freewheel and dog-clutch to the propeller reduc- tion gearbox giving a final drive at 1,200 r.p.m. A drive pad at the rear of the primary box permits the powerplants of a multi-engined aircraft to be coupled together by spanwise shafting. This is a feature of the Br.941/942 aircraft, in which loss of one gas-generator means merely that less power is put into the four propellers. The 3D went on the bench last year and is now flying the first Br.941. Further uprating will lead to the Turmo 3D2, of 1,315 h.p. Turbofan Turbomeca have divulged no details of their new turbo- fan, beyond the fact that it incorporates certain components of existing engines and has a design rating of 1,5401b. Saab have stated that its specific consumption is exceedingly attractive, and that for this reason the engine has been chosen to power the Saab-105 multi-purpose light jet aircraft. SNECMA Atar 8 turbojet Germany BMW BMW Triebwerkbau GmbH, Munchen-Allach. Aero-engine business on a large scale has been steadily built up in Munich during the past five years, the first major assignment being the licence-produc- tion of the Lycoming GO480-B1A6 piston engine, of which several hundred are now in service in the Dornier 27 and Focke-Wulf P.149-D. Gas-turbine experience was gained by contracts to overhaul the Orenda 14 turbojets of the 225 Sabre 6s of the Luftwaffe, and the largest orders of all are those for the manufacture of major components of approxi- mately 550 General Electric J79-11A turbojets to meet the requirements of the European F-104G programme. Their partners in this operation are chiefly FN and Fiat. The units described below are of the company's own design. BMW.6012 Developed from the familiar 6002, this tiny turboshaft unit is envisaged as a prime mover for aircraft propulsion or auxiliary power. Combustion begins after hand-cranking to 3,000 r.p.m., and the unit becomes self-sustaining at 10,000 r.p.m., normal operating limits being 20,000 to 45,000 r.p.m. According to the gearbox chosen, the output shaft may turn at between 3.000 and 8,000 r.p.m.; this 89 h.p. engine is described as "impervious to cold or to the kind of fuel chosen," and can be overhung as a cantilever from the unit being driven. BMW.8026 Envisaged chiefly as a means of making gliders and sailplanes independent of winches or tugs, the 8026 turbojet weighs 841b and consumes 4.4 gal of diesel oil in 25min. BMW suggest 15min for take-off and climb to 6,600ft, thereafter soaring with lOmin power always available should lift be absent. The earlier BMW.8025 has proved most successful installed in the Allgaier H.30TS, and it is hoped that a wide market will materialize. Electric starting is provided for operation from the cockpit, lubrication is effected by adding oil to the fuel, and BMW claim that "in service no maintenance is necessary except refuelling." KLOCKNER - HUMBOLDT - DEUTZ Ktockner - Humboldt - Deutz, AG, Cologne. When the Federal Government obtained the Bristol Siddeley licence in respect of the Orpheus 803 turbojet, KHD were charged with its manufacture to power the German-built G.91s. The actual type of engine involved is the 8O3D-11, and now that tooling is completed K.HD are at last in genuine production. The factory is in a built-up area, and a carefully sound-proofed test-cell has been built, starting in mid-1959. Functional checking of this installation took place in December last, and an Orpheus calibrated by Bristol Siddcley ran there in February. KHD are collaborating with Bristol Siddeley and with Fiat in the overhaul and manufacture of Orpheus spares. PORSCHE Dr-Ing h.c. F. Porsche K-G, Stuttgart-Zuffenhausen. Production is continuing on the various types of Porsche 678 flat-four piston engine, principally for the Jodsl and other types of "home- built." India HINDUSTAN Hindustan Aircraft (Private) Ltd, Bangalore District, India. The production of Orpheus 701 and 703 turbojets under licence from Bristol Siddeley Engines has now started, in the new fac- tory built for this purpose. Some of these engines are destined for Hindustan-built Gnats, but it is worth noting that a pair of Orpheus 703 flew last month in the same company's HF-24 supersonic fighter. Development continues with the PE.90H flat-four piston engine, which is progressively relying less and less upon American accessories and should shortly achieve certification at 90 h.p. Hindustan are responsible for the repair and overhaul of the several hundred Rolls-Royce Avons in service with the Indian Air Force. Italy AGUSTA Meccanica Verghera Agusta, Gallarate (Prov. Varese). This famous motor-cycle and helicopter manufacturer has steadily built up a line of most attractive horizontally opposed piston engines suitable for aeroplanes and helicopters. Details of the four principal types are given in Table 6, and new variants are under development. Agusta state that the four engines listed are '"certified following CAR. 13 American regulations and are sold all over the world."
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