FlightGlobal.com
Home
Premium
Archive
Video
Images
Forum
Atlas
Blogs
Jobs
Shop
RSS
Email Newsletters
You are in:
Home
Aviation History
1962
1962 - 1021.PDF
FLIGHT International, 28 June 1962 Assembly of Continental piston engines in the Rolls-Royce Light Air craft Engine Department AERO ENGINES 1962... planned for such aircraft as the CL-704 (VTOL F-104) and Mirage HIV, and clearly has a thrust of the order of 20,0001b. In fact it is probable that it will have reheat boost controllable from about 10 per cent to 70 per cent. Tyne Although the world's most efficient turboprop has had its fair share of trouble, it is today doing a tremendous task on major air routes in all parts of the world. It is possibly the most complex and "difficult" aircraft gas turbine ever put into production, for it has two independent shafts, high pressure-ratio and temperature, and all the complication of a foolproof reversing propeller system. The original commercial engine was the Tyne 1 Mk 506, used in BEA Vanguards at the starting overhaul life of 800hr and with a minimum rating of 4,785 e.h.p. The RTy.l 1 Mk 512 is rematched to give 5,325 e.h.p., and drives TCA Vanguards at a declared TBO of 2,000hr with a part-life inspection. The RTy.l2 Mk 515 has a minimum rating of 5.500 e.h.p., and powers the CL-44 freighters of Seaboard, FTL and Slick, all of whom are FAA-approved to l,000hr. Total commercial time is roughly 245,000hr in Vanguards and 130,000hr in CL-44s. The military Tynes cover a range of powers up to over 8,000 h.p. For the Belfast C.l the Tyne 101 is maintained by a water/methanol system at 5,505 e.h.p. at up to 17°C. Deliveries of this engine are about to begin. Two important NATO military machines have the RTy.20: the Br 1150 Atlantic has the Tyne Mk 21, with 16ft propeller, and the Transall C.l60 will fly on the Mk 22, with 18ft propeller. Production engines for these aircraft will be assembled from components made by Rolls-Royce, FN, Hispano and MAN, the British share being roughly 20 per cent. Continental engines Under a licence agreement with Continental Motors Corp signed in 1960, the Light Aircraft Engine Department of the Rolls-Royce Motor Car Division at Crewe may manufacture any of the American company's range of piston engines; the agreement confers exclusive rights to all engines and parts in Europe, and for all RR-built engines in Australia and NZ, plus non-exclusive rights for many other parts of the world. Engines and parts built at Crewe are to be identical with those made in Muskegon, and to reduce cost the proven accessories are being imported from the USA. The spares shop is already doing brisk business, rehearsal type tests have been run on US-built engines and material has been released for the first Crewe production. The latter comprises the 95 h.p. C90 and 100 h.p. O-200, and these are due in four months. Soon afterwards will follow the first 145 h.p. O-300C, which is expected to be the major production engine. The Beagle M-218 Martlet engine will be the new O-300D, with feather ing propeller and constant-speed governor on the crankcase. Next year the Beagle B.206 engine, the 310 h.p. GIO-470A, will enter production. ROVER Rover Gas Turbines Ltd, Solihull, Warwickshire. From a 60 b.h.p. single-shaft industrial unit Rover have evolved 60 h.p. and 90 h.p. airborne a.p.u.s (for the Vulcan and RAF Argosy) and, as a 1019 private venture, the TP/90 turboprop. Employing a larger compressor developed for the Vulcan a.a.p.u., the TP/90 has a Dowty-Rotol McCauley propeller, the single-stage reduction gear also driving a hydraulic pump and generator. An earlier version has flown in light aircraft, and the developed unit is about to be type-tested. The Double/90 is a project with two power sections coupled to a single propeller and weighing 3591b. United States of America AIRESEARCH AiResearch Manufacturing Co, Division of The Garrett Corporation, Phoenix, Arizona. Having delivered over 9,000 small gas turbines for various military and .commercial applications, AiResearch Phoenix are well advanced with their first engine speci fically designed for aircraft propulsion. Model 331 Design of this 500 h.p. unit began in December 1959, and the company have since financed over 500hr bench testing of the single-shaft TSE331-7. Although it has an excellent brochure perform ance, care has been taken to keep the engine simple, and the two centri fugal compressors and three turbine wheels are all machined from single cast blanks. Flight testing started last October in a Republic Lark (licence-built Alouette 2 helicopter), and a 50hr PFRT is scheduled for this autumn. Design of the TSE331-50 free-turbine version is in hand. ALLISON Allison Division of General Motors, Indianapolis, Indiana. Despite the fact that deliveries of military T56 turboprops are running at twice the rate of 1961, Allison face a gradual rundown of their aircraft-engine business. The bread-and-butter T56 line may be ex tended by the fruits of current research into increased mass flow and gas temperature, and the use of a drum-type regenerative heat exchanger. The 250 h.p. T63 is taking longer to come than had been hoped, and when it arrives will be more complicated and expensive. Several years of technical collaboration with Rolls-Royce have not brought increased business and the rejection of the AR.168R (Spey) by US airframe manu facturers entering the TFX competition was critical for Allison, who were keenly aware of how much this programme meant to them. But they have other irons in the fire, including Minuteman ICBM rocket cases, spacecraft attitude and velocity control, electromagnetic pro pulsion and the direct conversion of solar and nuclear energy into usable power, as well as important work in non-flying fields. Employment is 11,000. Model 2S0/T63 This free-turbine engine was planned to meet a 1958 Army requirement for 250 s.h.p. at up to 100°F by a turboshaft unit weighing not more than 951b (or a turboprop not heavier than 1101b). As outlined in our January issue, difficulties with clearances, bearings, turbine discs and other mechanical factors have necessitated substantial redesign. A stage has been lopped from the 4.314in-dia- meter axial compressor (which is followed by a centrifugal stage), a second wheel has been put on the gas-generator turbine, the bearing arrangement has been completely altered, and discs and blading have been improved. First major application is the Army LOH light obser vation helicopter, and the three airframe contenders—Bell, Hiller and Hughes—are each due to receive five T63-5 engines between now and September. Last November the Army actually asked other firms to propose alternative engines for the LOH programme, but the new T63-5 successfully completed an unofficial 50hr PFRT in March and is due to be type-tested in September in readiness for fully qualified delivery in December. The earlier, downward exhaust, YT63-3 has flown in Bell HUL-1M test beds. Two YT63-1 turboprops are on evaluation at Wright-Patterson AFB, but there is no news of sales of the turboprop, nor of the civil Model 250 or the projected Model 252 twinned version. AiResearch TSE33I-7 installed in Republic Lark
Sign up to
Flight Digital Magazine
Flight Print Magazine
Airline Business Magazine
E-newsletters
RSS
Events
