FlightGlobal.com
Home
Premium
Archive
Video
Images
Forum
Atlas
Blogs
Jobs
Shop
RSS
Email Newsletters
You are in:
Home
Aviation History
1961
1961 - 0989.PDF
FLIGHT, 20 July 1961 AERO ENGINES 1961 . 89 Svenska Flygmotor VR3 rocket engine AiResearch Model 33! turboshaft BOEING The Boeing Company, Industrial Products Division, Seattle 24, Washington. After working in the field of small turbines for 18 years, Boeing have established two basic designs of engine representing two generations of development. The first major production series of Model 502 engines started at 100 h.p. in 1947 with a specific consump- tion of 1.8, and now range from 240 to 360 s.h.p., with s.f.c. down to 0.89 and overhaul periods of up to l.OOOhr. The most important aircraft-propulsion member of this family is the T50-4, now in pro- duction for the DASH (drone anti-submarine helicopter) built by the Gyrodyne Co of America. In March of this year this powerplant was approved by the US Navy after a 150hr qualification test at 270 s.h.p. with an exhaust gas temperature of l,140°F without deterioration in performance. The entirely new Model 520 is of appreciably more advanced design, and appears likely to give its rivals a run for their money. No appli- cations have yet materialized, but the US Navy are sponsoring its development as the T60 and flight trials of the T60-2 turboshaft are shortly to begin in an unspecified helicopter. The Model 520-4 is the corresponding version for fixed-wing aircraft, and the 520-6 and 520-8 are still later engines due to become available by 1962. CONTINENTAL Continental Motors Corporation, Muskegon, Michigan. Possibly the most successful producer of engines for light aircraft, Continental Motors describe themselves as "the world's largest independent manufacturer of internal-combustion engines." Their plant at Muskegon has a floor area of well over lm sq ft. and from it comes a steady flow of flat-four and flat-six "Red Seal" piston engines of competitive design. At least two of the latest models are to be manufactured in the United Kingdom by Rolls-Royce (q.v.). Smallest engine in production is the A65, rated at 65 h.p.: slightly larger are the C75 and C85, and the familiar C90 has now been supple- mented by the later O200A, with rated power increased from 90 to 100 h.p. Among the flat-six engines by far the most important are the O470 family with a displacement of 471 cu in. The first production engines of this type were the O470K and L, each weighing 4041b and delivering 230 h.p. at 2,600 r.p.m. on 80/87-octane fuel, and the O470B and M. which are flatter and longer, 51b heavier and develop 240 h.p. at the same r.p.m. using 91/96-grade fuel. Both these engines have now been largely superseded by the IO series, with direct fuel injection according to an efficient Continental arrange- ment with low-pressure delivery from a rotary-vane pump. The IO470C is rated at 250 h.p. on 91/96-grade fuel and weighs 4321b, while !ie IO470D delivers no less than 260 h.p. at slightly increased r.p.m. ;.625)on 100/115-octane petrol for a weight of only 4261b. The IO470D s likely eventually to be one of the most important of the British- manufactured powerplants. All these engines are unsupercharged and ngeared, but a larger geared and supercharged engine, the GTSIO520, -Ued at 390 h.p., is approaching certification and has been quoted as 'ie powerplant of the Short SC.7 Skyvan. CONTINENTAL Continental A viation and Engineering Corporation, Detroit 15, Michigan. Since the inception of its turbine programme in 1947, Continental Aviation has specialized in the development and production of small engines based upon the Turbomeca Marbore, for which a production licence was obtained at the outset. As the J69. an Americanized Marbore went into production in 1951, and approxi- mately 5,000 powerplants using the same basic gas-producer section have now been delivered from the production plant at Toledo, Ohio. Many of these units have been for non-propulsive applications, the most important of the latter being the Model 141 air compressor, well over 1,000 of which are providing ground support for advanced USAF aircraft, and the new Model 142 derived unit providing both air bleed and shaft power. Small numbers of Artouste 2 turboshafi engines were delivered from about 1952 as the Model 220, and the latest in this series is the FAA- approved 220-5. which has successfully undergone a l.OOOhr test at 400 s.h.p. (which can be maintained up to 95"F). Although there are no plans for immediate production. Continental have also discussed the manufacture at Toledo of the latest Turbomeca powerplants, and their Models 231-2, 235-4 and 261-4 are respectively the Astazou 2, Bastan 4 and Turmo 3C, all of which are described in the French section of this survey. J69 Continental's first major production variant of the Marbore was the J69-T-9, several hundred of which were delivered for the Cessna T-37A at a rated thrust of 8801b. From these early J69s have been developed a succession of uprated variants. The first of these was the J69-T-25 (Model 1025) in which the air-handling capacity was increased to raise the military rating to 1,0251b. The increase was obtained by raising the r.p.m. from 20,700 to 21,730, and this also had the effect of increasing the surge margin. Many improvements were made to the fuel, lubrication, and accessory-drive systems. Many hundreds of T-25 engines are now in use in the Cessna T-37B. In 1956 Continental followed the example of Turbomeca and added a transonic axial stage upstream of the centrifugal compressor. This pro- duced a startling advance in performance, and the first production version of the new family is the T-29, a highly rated unit in large-scale production for target drones (in particular the Ryan O-2C and related Firebees). The T-29 is rated at 1,7001b at 22,000 r.p.m. with a specific consumption of 1.1 and an exhaust gas temperature of l,300°F. Dry weight is 3351b and the engine has demonstrated its ability to operate at heights well above 60,000ft. Continental have derated this engine for manned-aircraft operation, the result being the commercial CJ69- 1400 (no military designation yet applicable). Weighing 3701b, the Model 1400 has a guaranteed minimum thrust of 1,4001b at 21,000 r.p.m. with an exhaust gas temperature not greater than 1,175' F and a specific consumption not greater than 1.04. T72 Otherwise known as CAE Model 217, the T72 is an entirely Rolls-Royce Continental O200A
Sign up to
Flight Digital Magazine
Flight Print Magazine
Airline Business Magazine
E-newsletters
RSS
Events
