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Aviation History
1962
1962 - 1013.PDF
FLIGHT International, 28 June 1962 1011 AERO ENGINES 1962... centrifugal compressor. The Aubisque promises to start a new line with a second axial stage, which raises the pressure ratio to 6.9. As described in our February 15 issue, the additional fan stage is driven through reduction gearing with the curious ratio of 1 : 2.18353. Further gear trains drive a wide range of accessories including, ultimately, a 20kVA alternator. Turbomdca have departed from their previous practice in making the turbine with separate discs and inserted blades. The Aubisque was announced a year ago in company with the Saab-105 trainer, its first application. The prototype engine should this month have started its bench testing, flight testing is to be carried out with a pod mounted on a Canberra, and the first engines are due to be de livered to Sweden in January. Bastan Now in quantity production for eight types of aircraft, the Bastan is a single-shaft turboprop certificated at power far above the design figure of 650 s.h.p. The current production Bastan 4 was certificated in January last year, and is equipped by SFERMA as a self- contained powerplant complete with cowling and Ratier-Figeac three- blade propeller. Due to fly in November, the Nord MH.262 has the Bastan 6, in which detail improvements reduce s.f.c. and raise the power to 1,085 e.h.p. Turbomeca have now produced the Bi-Bastan, for the Sud-built S-58 helicopter, in which two power sections are coupled to a single output; the transmission limits the power to 1,500 s.h.p., and the unit weighs 9901b. Marbore Biggest seller of all Turbomeca engines, this simple centrifugal turbojet has been in production eight years and deliveries from Bordes total approximately 3,000. Most of these engines are 8801b-thrust Marbore 2s, but the most recent applications call for the Marbore 6 which, although no heavier and installationally inter changeable, has a mass flow raised by 22 per cent. The Marbore 6 was certificated on June 7. Oredon Since the Astazou has climbed out of the power-class for which it was intended, Turbomeca plan the Oredon 2 to take its place. The new engine has a lower mass flow than any other Turbo meca unit, and exists in prototype form. Turmo Ten years ago a massive 300 s.h.p. free-turbine unit for armoured vehicles, the Turmo has been progressively developed until it is now the most highly rated of all Turbomeca engines, and con siderable further growth is in prospect. The addition of an axial com pressor stage produced the 1,300 s.h.p. Turmo 3C2 turboshaft for the SE 3200 Frelon helicopter and the 1,335 e.h.p. 3D2 turboprop for the Breguet 941 and 942, the latter engine having a rear drive to the span- wise transmission shaft coupled to the four propellers. One of the first 3D2 engines has just completed an endurance test comprising 1,000 simulated flight cycles of lhr each, with one-third of the time at take-off power. Not yet certificated are the Turmo 3C3 for the Super Frelon helicopter and the 3D3 for the Dassault Spirale III. Also included in the data table are preliminary figures for the Turmo 6, proposed for the Breguet 943, a V/STOL transport to NATO's BMR-4 requirement. Germany BMW BMW Triebwerkbau, Dachauer Strasse 665, Munich-Attach. For more than 40 years an aero-engine producer, BMW has developed a range of very small gas turbines for aircraft use, as well as several non-aeronautical units. The licence-production of the Lycoming GO480-B1A6 piston engine has already run to some thousand engines. An even larger programme is the licence-production of the GE J79-11A turbojet for the European F-104G programme, in association with FN and Fiat. (Right) Daimler-Benz PTL 6 Turbomeca Astazou 2 on bench test; below, Turbomeca Aubisque mock-uf. 6012 Scheduled for production late this year, the BMW 6012 is a turboshaft rated at 100 h.p. An example has been flown in the single-seat Siemetzki helicopter, and airborne and ground a.p.u. versions are planned. 8026 Essentially a pure-jet version of the 6012, this very simple engine is envisaged chiefly as a booster for sailplanes. DAIMLER-BENZ Daimler-Benz AG, Stuttgart-Unterturkheim. The only firm that can claim to have been in the aero-engine business 74 years—starting with airships—this famous company has reformed its Aircraft Engine Division under Dr-Ing B. Eckert. Since 1956 their first goal has been to develop a reliable shaft-turbine which would also form the basis for a lightweight industrial engine. PTL 6 Having the configuration outlined in Table 4, this unit has a rear free power turbine driving through a single 3.1 : 1 spur gear to an output shaft which may extend either to front or rear and may be above, below or on either side of the unit. The addition of a further stage of gearing produces a front- or rear-drive turboprop. The gas generator has single-lever control of fuel feed to the annular combustion chamber, and a power-turbine overspeed governor. Bench testing on a water dynamometer has been in hand some months. ZTL 6 In this project the rear end of the PTL 6 is replaced by an aft fan unit of remarkably small diameter. Published figures are: diameter, 20.3in (slightly more across the fan intake); length, excluding nose bullet, 47.4in; static thrust, 1,2791b with s.f.c. of 0.66. (Below) MW 6012
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