FlightGlobal.com
Home
Premium
Archive
Video
Images
Forum
Atlas
Blogs
Jobs
Shop
RSS
Email Newsletters
You are in:
Home
Aviation History
1961
1961 - 0991.PDF
FLIGHT, 20 July 1961 AERO ENGINES 1961 . . . 91 the CJ-610, and bench testing of a small batch of prototype engines has demonstrated that all guarantees can be met. Although no firm applica- tion yet exists, GE have a most competitive powerplant, which they are promoting vigorously for aircraft weighing between 15,000 and 60,0001b. Moreover, they expect the engine to find a natural market in later versions of the aeroplanes at present powered by the CJ-6 ] 0. Certificated engines are scheduled for delivery early next year at a price of $75,000. CJ-610 A direct commercial counterpart of the J85-7, the CJ-610 is available in two versions: the 610-1, costing $45,000, rated at 2,8501b and intended for aircraft weighing from 12,000 to 15,0001b; and the -2B, |5,000 cheaper, rated at 2,4001b for small aircraft down to 8,5001b weight. The accessory package and control system are based upon the equipment fitted to the J85-5, and prototype flight engines are available now. The CJ-610-1 has been chosen for the Aero Com- mander 1121, and the CJ-610-2B has been named as the powerplant of the SAAC-23 and Israeli B-101C. CJ-805 Derived directly from the military J79, the CJ-805 is a commercial turbojet, with a thrust/weight ratio higher than that of any other engine in airline service. GE developed their own fail-safe reverser and "daisy-ejector" suppressor as integral parts of the powerplant, and detail changes throughout the engine are aimed at improving its life and reducing the costs of overhaul in comparison with the military unit. The company financed a flight-test programme which involved an accelerated test of l,000hr starting in April 1958 with one of the first CJ-805s mounted in an XF4D, and also included more than 3,000 flight hours logged by two engines mounted in an RB-66. The FAA certificate for the CJ-805-3 was awarded in September 1958. and the Convair 880 powered by these engines commenced scheduled service in May 1960. Last December the -3 was cleared for I,000hr between overhauls, and a further extension may be permitted before the end of this year. Bench and flight testing during 1958 indicated that aerodynamic and mechanical changes of a minor nature could improve the efficiency of essential components of the engine, and this has led to the CJ-8O5-3B, which handles the same airflow at reduced r.p.m. but has a slightly higher temperature. The -3B powers the Convair 880-M, which enters service late this year. CJ-805-23 Although its designation is so similar to that of the straight commercial jet, the -23 series are the aft-fan engines in which a mechanically independent turbine/fan assembly is added at the rear of a basic CJ-805 turbojet. The fan assembly has a diameter of 48.Sin and incorporates 54 double-deck blades operating at 950'F inboard and 200°F outboard. The outer fan blades are closely ducted, and in the Convair 990, the only production application, the duct is carried forward to an annular intake surrounding that for the turbojet. In the Caravelle 7 the fan duct has its own intake immediately ahead of the fan. Both aircraft have clamshell reversers. opening sideways on the 990 and vertically on the Caravelle. The aft-fan ran on the bench in 1957 and completed a 50hr test in December of that year. Approximately 7,000 bench hours have now been logged, and the highest-time engine has completed three 150hr endurance tests. Two engines which had already run 1.300 flight hours as CJ-805-3 turbojets were converted to -23 configuration and flown in the company's RB-66 in February 1960. The engine received its type certificate in June last year and is due to start scheduled service in the 990 next October. CJ810 This engine was announced in May 1959 as a turbofan in the 7,000 to 9,0001b-thrust class, available for service in 1962. Nothing has been heard of it since that date. MF-239C-3 Under this company designation a considerable pro- gramme of development has been in hand upon a 22,0001b-thrust aft- General Electric CF-700 turbofan fan derivative of the J79 for subsonic military applications. The engine has been given the USAF number TF35. but does not appear to have any obvious market. Qualified engines could be delivered in July 1963. T58 Financed by the US Navy as a small turboshaft engine for helicopters, the T58 first ran in April 1955 and a pair of engines flew in a converted Sikorsky HSS-1 in January 1957. In February 1958 de Havilland Engines announced a manufacturing licence, and christened the British version, which differs substantially from its American parent, the Gnome (q.w). Several hundred military engines have now been delivered from Lynn, principally for the twin-engine Sikorsky HSS-2, Boeing Vertol HC-1 and Raman HU2K. T58s have been used in the Fairchild VZ-5 and Kaman K-16 VTOL craft. Current production has been largely of the T58-6, although minor changes to the hot end (in particular, first-stage turbine blading of improved material) led to the T58-8 rating now on the line. The -8 passed its 50hr PFRT test last year, ahead of schedule and exceeding all guaranteed figures. Commercial CT-58 Almost indistinguishable from the military engine, the CT-58 was the first American helicopter turbine to be certificated by the FAA. By the end of this year NYA, CHA and LAA will all be flying twin-engined helicopters powered by these units, operating them to an approved time between overhauls of l,000hr. Single-engined S-62s are also coming into service in Los Angeles, San Francisco, Japan, and with a number of charter operators on the Gulf of Mexico, Canada, New Guinea and India. Including military operation, the 380 T58s shipped have logged over 60,000hr, of which 20.000hr is flight time, and should more than double this figure by the end of the year. Individual engin;s have completed 2,000hr without overhaul, suffered instantaneous loss of all load, and operated for sustained periods at more than 100°F above maximum permissible turbine-inlet temperature. Basic price is 569,000. T64 Funded by the US Navy under an unusual contract calling for turboshaft. turboprop and direct-drive versions to be taken to the qualification stage and subjected to not less than 10,000 test hours, the T64 is nearing the end of its bench programme at Lynn, and should already have begun its flight-test programme. The basic engine is typical of the company's very efficient single-shaft, variable-stator powerplants. the pressure-ratio being set high enough to ensure a specific consumption comparable in terms of price with that of the best piston engines. The four basic versions have the military designa- tions T64-2 turboshaft, T64-4 turboprop with reduction gear below the General Electric CJ-805-3B commercial turbojet
Sign up to
Flight Digital Magazine
Flight Print Magazine
Airline Business Magazine
E-newsletters
RSS
Events
