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Aviation History
1961
1961 - 0987.PDF
ILIGHT, 20 July 1961 87 Production of the Marbore turbojet at the Turbomeca factory at Hordes FIAT Fiat S.p.A., Divisione Aviazione, Turin. In addition to having a very substantial business in the manufacture of spares for established piston and turbine engines, Fiat's aero-engine activities now include the manufacture of two major powerplants of foreign design and the development of small gas turbines of their own conception. The latter are described below. The foreign units are the Bristol Sidde- ley Orpheus 803 turbojet and the General Electric J79-11, which is made in association with Alfa-Romeo and other firms to meet the require- ment of the European Western Group of Lockheed F-104G manufac- turers. 4004 After many years of experience with the earlier 4002 series, Fiat have embarked upon the Model 4004 turbojet, which consists essentially of the 4700 gas generator, described below, with the air compressor replaced by a propelling nozzle. Two types of 4004 have been designed, differing only in air-intake design. The original 4004.000 retains the 4700 intake, whereas the 4004.001 has a conventional turbo- jet intake. The latter is cast in Mg-Zr alloy, has three radial struts housing the front ball bearing and incorporates attachments for an oil tank above and accessory gearbox below. The data given in Table 1 refer to this engine; the 4004.000 prototype is nearly an inch shorter, but 111b heavier. 4301 Again derived from the Model 4700, this is a free-turbine shaft-drive engine. The engine is arranged back-to-front, like the Canadian Pratt & Whitney units, and an additional axial-flow turbine downstream of the basic gas-producer drives a reduction gearbox and propeller shaft. 4700 Designed to power Fiat's own Model 7002 cold-jet helicopter, which has done many hours of tethered running, the 4700 is a unique gas-turbine engine in which the basic powerplant comprises a centri- fugal compressor, mixed-flow annular combustion chamber and single- stage turbine. The unit is arranged in an upright position, and to its lower end is attached an additional axial turbine driving a magnesium- alloy centrifugal compressor which feeds fresh air up to the rotor. The engine has done its development running on JP-4 fuel, and is in receipt of financial support from MWDP and the Italian Air Defence Ministry. The 4700 was type-tested last year, and several development engines are now running. Data are in Table 5. METEOR Meteor S.p.A., Monfalcone. The Alfa series of light piston engines manufactured at Monfalcone (Trieste) are two-stroke engines with feeding and scavenging by Roots-type blowers, and fuel injection either into the supercharger or directly into the cylinders. A family of engines has been built up with air-cooled cylinders in X- formation viewed from the front, the more powerful members of the family having an identical set of cylinders mounted immediately behind the first. Various versions are available to each basic design, some being highly rated for service in targets and drones, some being arranged for helicopter propulsion or with turbosuperchargers to give constant power from sea level up to 8,000 or 20,000 or 26,000ft, and at least one member of each design having full civil certification. Ratings of three types are given in Table 6. Japan 1SHIKAWAJIMA Ishikawajima Heavy Industries Co Ltd, 1010, Tanashi-Machi, Kita-tama-Gun, Tokyo, Japan. After cutting their teeth with large contracts for the repair and overhaul, including spares- manufacture, of General Electric J47 turbojets installed in Mitsubishi- built Sabres and other aircraft, this large industrial company has for some months been busily engaged in tooling-up to manufacture the J79-7 turbojet to power the Mitsubishi-built Lockheed F-104J, a total of 177 of which are at present on order. The company are also manufac- turing the Nippon YJ3-3 turbojet, the background to which was given in our review issues of March 18, 1960 and May 11, 1956. Although the YJ3-3 compares unfavourably with the Bristol Siddeley Orpheus powerplant of the Fuji Tl-A trainer, it is envisaged that ultimately it will replace the British engine in the all-Japanese Fuji Tl-B. Flight development of the YJ3-3 began in February 1960 with a unit mounted beneath a C-46D of the Japanese defence agency. Poland Between 1945 and 1955 the lack of any available aero engines, apart from the M-ll of Soviet design, frustrated Polish designers of light aircraft. Today the prospects are brighter, and several new engines are being developed at the engine design office of the OKL. Head of this office is Wiktor Narkiewicz, who was responsible for the 320 h.p. WN-3 7-cylinder radial, which has been in production since 1956 for the Bies trainer and is fitted to the four-engined MD-12. His WN-1 flat-four of 65 h.p. was temporarily displaced by the Continental C90, but the WN-1 is specified for a number of new aircraft under the 1961-5 programme. Also ordered for national projects during this period is the WN-6 flat-six, rated at 140 to 160 h.p. with direct drive and up to 185 h.p. continuously as the geared WN-6R. The latest design is the WN-7, rated at 110/125 h.p., which is essentially a four-cylinder version of the WN-6. No information is available on the OKL-developed turbojet, rated at some 2,2001b thrust, which is already flying in the TS-11 Iskra trainer, nor of the OKL institute's ramjet and pulsejet team under Wojcicki. Spain ENMA ENMA, SA, Antonio Maura 4, 2", Madrid. Details of the range of piston engines produced by this national organization were given in our 1959 review, which was published on March 20 of that year. The company are in limited production with the Marbore 2 turbojet, under Turbomeca licence, for installation in the locally built Hispano Saeta and Saeta Voyager. ENMA also handle the overhaul of the imported Turbomeca Artoustes used in Aerotecnica helicopters. Sweden FLYGMOTOR Svenska Flygmotor AB, Trollhattan. Shares in Flygmotor are split 5:3 between Volvo and Bofors, but the company's chief occupation is the production of turbojets for the Royal Swedish Air Force. This work began with licence production of the RM1A (D.H. Goblin) in 1949-52, RM2 and 2A (D.H. Ghost) in 1952-5 and RM5 (R-R Avon 100 series) in 1955-8. The RM5 family are used in various types of Lansen aircraft, fitted with a British afterburner. RM6 This is the designation of a series of turbojets based essen- tially upon the 200-series Avon, and mass-produced under Rolls- Royce licence for the J32B Lansen and all marks of Saab-35 Draken. The RM6 is fitted with a very effective afterburner of Swedish design, in which a bleed-air turbopump feeds from 1,000 to 7,000gaI/hr for ignition by a hot-streak unit and control by a fuel-operated servo-valve to hold a constant pressure-ratio across the turbine. The latest mem- bers of this family of engines are based upon the RB.146 Avon 300 series, and such powerplants are fitted to the new variants of the Draken capable of over M2. RR2 This ramjet was discussed in our June 1 issue reporting upon the Paris Salon. Although not an aircraft powerplant, it indicates the considerable technical competence of the Swedish company in carrying such a major project through to completion. Flygmotor have a tech- nical agreement in this field with Bristol Siddeley Engines. VR3 This liquid-propellant rocket engine was produced to meet a 1954 requirement by the Royal Swedish Air Board for a unit capabl
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