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Aviation History
1962
1962 - 1015.PDF
FLIGHT International, 28 June 1962 Poland During the past year the development of the WN-6 and WN-7 piston engines has continued, and both are flying. The flat-six has ratings up to 185 h.p. in the geared WN-6R version, and the four-cylinder WN-7 is rated at 110/125 h.p., and 145 h.p. as the geared WN-7R. Bench trials are in hand with the 68 h.p. NP-1 flat-four. Precise details are still lacking of the TO-1, the simple turbojet of 8221b thrust used in the TS-11 Iskra. Spain ENMA Empresa Nacional de Motores de Aviacion SA, Madrid. Besides continuing to manufacture and support a range of piston engines (see 1959 review), ENMA is now in production with the Mar- bore M21, under Turbomeca licence, and is overhauling the Artouste engines imported by Aerotecnica. Sweden SFA Svenska Flygmotor AB, Trollhattan. A joint subsidiary of Volvo and Bofors, this company's main assignment is to provide engines for Swedish military aircraft. Although another firm had an indigenous turbojet under development a decade ago, SFA production has been based on foreign designs: RM 1, D.H.Goblin, 1949-52; RM 2, D.H. Ghost, 1952-5; RM 5, R-R Avon 100, 1955-58; RM 6, Avon 200, ^957-61; RM 7, Avon 300, 1961-63. All have been substantially developed, with reheat and nozzle systems of SFA design. RM 8 With this engine the company sever 13 years of co-operation with the United Kingdom. Seeking a powerplant for the Saab-37, the highly supersonic multi-mission aircraft which is to replace both the Saab-32 Lansen and Saab-35 Draken, the Royal Swedish Air Board held extensive talks with Rolls-Royce and Pratt & Whitney. They were naturally wary of buying an untried engine, and also of finding themselves the only customer. The ideal engine would probably have been,the RB.177, an advanced development of the Medway rated at about 15,0001b dry. Lack of British Government support swung the balance in favour of the Connecticut firm. The RM 8 will be based upon the JT8D (q.v.) but will be re-stressed for supersonic flight, incorporate several other modifications, and be fitted with a high- augmentation reheat system and variable nozzle which will be largely developed by SFA. Production will amount to "several hundred" engines. Switzerland Sulzer Brothers, of Winterthur, who have made numerous Goblin/ Ghost turbojets and parts for the Swiss Air Force, are tooling up to produce the AtarO? C or 09 K. unier SNECMA licence. These engines will power Mirage III intercepters made by the Federal Aircraft Factory. United Kingdom ALVIS Ahis Ltd, Coventry. Approximately one-quarter of the company's total labour force of 3,000 is currently engaged in aero nautical work. To their mild astonishment, Alvis are working at the limit of their capacity on re-engining Twin Pioneers with the long- stroke Leonides 531 (now in wide military and civil service with an ARB overhaul life of 800hr) and the service support of older Leonides of RAF Training and Transport Commands and 26 foreign nations. Further work is in hand on the 14-cylinder Leonides Majors of Whirl wind 7s of the Royal Navy and Whirlwind 8s of the Queen's Flight. Details may not yet be given of current piston-engine research and development, but Alvis are exploring the whole field of aircraft pro pulsion and intend to stay in it. ARDEM Rollason Aircraft & Engines Ltd, Croydon Airport, Surrey. The Ardem 4C02 flat-four is being produced for British Turbulent aircraft. Details were given in our 1961 review. BRISTOL SIDDELEY Bristol Siddeley Engines Limited, London SW7. Formed in April 1959 by the union of Bristol Aero-Engines and Armstrong Siddeley Motors, this dynamic and versatile company has been strengthened by the acquisition of the de Havilland Engine Co and Blackburn Engines. The share capital of both firms was purchased 1013 last November, and both are now losing their separate identities. The two companies are, however, discussed individually, following the review of previous BS engines. A slogan which appears in the company's advertising is Bristol Siddeley Supply the Power; and this they do for many kinds of aircraft, as well as guided weapons and a wide range of industrial, marine, rail traction and automotive appli cations. As far as the primary propulsion of aircraft is concerned, BS are attracting the interest of almost every builder of military aero planes as a result of their development of the high-ratio Pegasus turbo- fan with swivelling nozzles which can be turned to provide either thrust or lift. This outstandingly important engine, together with its more powerful successor, would undoubtedly be the subject of a maxi mum-effort development programme if BS was a Russian or American or French company. As it is, the Pegasus is being kept alive partly by the company's own money and partly by help from the USA, while the BS.100 will not be built at all unless someone can be found to pay for it. The situation is doubly surprising in that these engines are without parallel elsewhere, and are specified in a host of aircraft pro jects on drawing boards in many countries. Although the registered office is in London, the headquarters of the Aero Division is at Patch- way, north of Bristol, where aero-engine design and development, and most manufacturing, is undertaken. Production of certain engines, such as the Viper and Nimbus, and all work on rockets (not covered by this survey), is the responsibility of Ansty and other factories in the Coventry area, where the Power (i.e., non-aero) Division is centred. BS.59 Last February Bristol Siddeley announced that a research programme on components for this high-ratio ducted-fan lift engine was being supported by the MoA, and that a privately financed develop ment engine is scheduled to run this August. Envisaged as the first of a series of designs, the BS.59 will have lower exhaust velocity and tempera ture than comparable straight-jet lift units, and is also claimed to have a lower fuel consumption "without engine weight penalty." It is intended primarily for multi-engined transport aircraft and "flying-vehicle applications," and project studies are proceeding with various aircraft firms. Since the BS.59 is very short it can be readily installed in the wing roots or in wing-mounted pods. Six-engine pods are specified for the projected Focke-Wulf 260, using BS.59s said to be rated at 8,0001b. BS.75 The first new powerplant built to Bristol Siddeley design, the BS.75 turbofan represents a synthesis of knowledge gained with several earlier engines. The three-stage fan has a pressure ratio of 1.85 and is based upon the first stages of the Olympus 301 and Pegasus. The h-p compressor is of an entirely new design capable of considerable development, and its intake guide vanes and first stators are variable. The annular combustion chamber has 16 vaporizing burners, and is based upon designs which have flown over 4,000,000hr. In the design of both turbines Proteus experience has been utilized to the full, the dimensions, temperatures and stresses being almost identical. A target- type reverser, giving 58 per cent braking, is advanced in development. The prototype BS.75 ran on February 6, and its performance is encour aging. The type test is set for October 1963, and the engine is expected to enter airline service with an authorized overhaul life of 500hr and reach 2,000hr after 250,000hr in service. Water injection will be an optional extra, although the dry thrust is expected to be rapidly raised to 8,2001b and, ultimately, 10,0001b. BS.75 developments Several BS numbers denote developments of the basic civil engine. One is the BS.94 lift/thrust engine described overleaf. Another would be a supersonic military engine with high- Bnsto/ Siddeley BS.75
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