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Aviation History
1962
1962 - 1022.PDF
First Allison YT63-5s being packed for despatch AERO ENGINES 1962... Model 501/T56 Powerplant of the Lockheed Electra, the 501-D13 single-shaft turboprop entered service in January 1959 and has now been cleared with Eastern, Western and Pacific Southwest to 2,200hr between overhaul. Some 1,100 commercial 501s were built, and the programme is essentially complete. The military T56 differs most obviously in carrying the propeller shaft above the line of the engine power section instead of below. About 2,400 military engines are in use, and accel erated production through the third quarter of next year is assured through contracts for the T56-7 for Lockheed C-130B and E, T56-8 for Grumman W2F and T56-10W for Lockheed P3V. As an indication of future growth, achieved with Rolls-Royce help in the use of cooled blades, it is worth recording the runs of the experimental 5,250 s.h.p. 501-H2, with 421b/sec mass flow through a larger compressor, the 5,200 s.h.p. 501-Ml, with cooled blades allowing 2.060T turbine tem perature, and the "Big John" combining both advances which ran for 2hr 25min in January at up to 6,770 s.h.p. BOEING Industrial Products Division, The Boeing Company, Seartle 24, Washington. Although several hundred turbocompressor and shaft-drive engines are in world-wide service in various ground appli cations, Boeing have achieved only limited success in aircraft pro pulsion. The first-generation Model 502, which has received Navy support as the T50 and flown in fixed-wing aeroplanes to almost 40,000ft, now has a production application powering the Gyrodyne DSN-3 drone ASW helicopter for the US Navy. The unit involved is the 270 s.h.p. T50-4, which was type-tested in March 1961. As yet there is no production aircraft-propulsion application for the more advanced Model 520 (Navy T60), but turboshaft and turboprop versions have been run on the bench. CONTINENTAL Continental Motors Corporation, Muskegon, Michigan. Described as "the world's largest independent manu facturer of internal-combustion engines," Continental Motors Corpor ation has an Aircraft Engine Division with over a million square feet devoted to the production of "Red Seal" piston engines for light- aircraft builders in many countries. Designated units from this range are coming into production by Rolls-Royce under the terms of a licence agreement announced in October 1960. In 1940 Continental Motors established a subsidiary known as the Continental Aviation and Engin eering Corporation. In addition to carrying out basic research and development for the parent firm, CAE has since 1947 handled the development and production of a series of small gas turbines based on original designs by Turbomeca. Aircraft Engine Division The past year has been mainly one of con solidating established engines, the most important of which are included in data table 5. Most of the latest engines have direct fuel injection through a simplified low-pressure system, and certain models have such features as a geared drive, shell-moulded cylinder heads and turbo- supercharger. Continental Aviation and Engineering Corp, Detroit 15, Michigan. Total production of the J69 family of turbojets derived from the Turbo meca Marbore is now approximately 3,000, the three most important members appearing in data table 1. Large numbers of shaft and bleed- air units have been delivered for ground use. T72 After a careful appraisal of probable future installational requirements an entirely new engine was designed in 1958-59 to deliver up to 500 s.h.p. in turboshaft and turboprop versions. This engine is currently under test as the CAE Model 217-5A, and is receiving US Navy support as the T72-2. After completing its 50hr preliminary flight rating test, a 217-5A entered the flight test phase installed in a FLIGHT International, 28 June 1962 1020 Republic Larke (Alouette 2) helicopter late last year, and performed well up to an altitude of 12,000ft in its first llhr flying. Price of the engine in production is estimated at $18,500. FRANKLIN Franklin Engine Co, Inc. Syracuse 8, NY. When the parent firm went bankrupt in 1950, Aircooled Motors were able to continue selling established products under court jurisdiction until 1961, but no new Franklin engine could be developed. This was heartbreaking, for they had supplied the power for all the first Sikorsky, Bell, Hiller, McCulloch and Piasecki helicopters. Finally, in April 1961, Aircooled Motors shut down completely; but in August they were bought from their defunct parent by Aero Industries, a diversified aviation and missile component firm. Renamed, they are striking to win back the market they lost. Besides improving the line of helicopter engines, a new series of piston and turbine engines is under development. 2A The 2A-110 flat-twin is a 60 h.p., 1301b unit for use in any attitude, especially in "home-built" aircraft. 4A This flat-four fixed-wing unit will be the first of the new line on the market, and certification is due on July 1. 6A A whole family of horizontal flat-sizes is coming, all of 335 eu in capacity, like the established vertical-crankshaft helicopter engines. The main members will be: 185 h.p., direct drive at 2,800 r.p.m.; 200 h.p. with 100/130 fuel and 9.5 : 1 compression; 210 h.p. direct drive at 3,200 r.p.m.; 220 h.p. with 0.7: 1 reduction from 3,400 r.p.m. and 9.5 :1 compression; 240 h.p. direct drive at 3,200 r.p.m. with turbosuper- charger; and the 260 h.p. 6AGS-335 listed in table 5. Turbine An American journal—our namesake, of Dallas—writes "Among the company's goals is a small twin-turbine powerplant for helicopters, which would provide simplicity and twin-engined safety. A prototype . . . should be ready for testing within six months." GENERAL ELECTRIC General Electric Co, Flight Propulsion Division, Cincinnati IS, Ohio. Having achieved only limited airline business despite the good record of their commercial turbojet and aft-fan engine, GE hoped to win the TFX engine competition which would have brought an estimated S800m over the next nine years. Encouraged by the Air Force—who had a vested interest, in that GE Evendale (Cincinnati) is an Air Force plant—an exceedingly advanced turbofan was evolved under the company designation MF295, using some components of the J79 and J93. Although it was generally judged the best of the three TFX engines, the Defense Department ordered the TF30, by P & W (a Navy firm), to be developed for this application, causing a high-level storm in which the USAF generals and GE were on the losing side. But the Air Force have chosen to buy a considerable number of F-110 Phan toms, and this may extend J79 production through 1965. The Small Aircraft Engine Department, at Lynn (Boston), continue to earn their keep, although the T64 has yet to be ordered in quantity and the J85s for the RCAF trainers will be built in Canada. They propose to make a wholly new, low-cost family of turbofan and shaft engines for light business aircraft. J79 Today the J79 is being built in more parts of the world than any other engine, because it powers the Lockheed F-104. Described in earlier issues of this journal, it has variable-incidence stators in the first six compressor stages, and represented the best that could be done to meet the requirement of low specific weight and consumption over the Mach range from 0.9 to 2.0 when the J79-1 went into production in 1957. Chief variants are: J79-2, 16,1501b thrust, early F4H-1 and A3J-1; J79-3A, 14,8001b, F-104A and B; J79-5B, 15,6001b, B-58 and TB-58; J79-7, 15,8001b. F-104C and D, and licence-built by Orenda Engines for CF-104; J79-8. 17,0001b, production F4H-1 and A3J-1; J79-11A, 15,8001b, F-104G, and licence-built in Belgium (FN), Canada (Orenda), Germany (BMW), Italy (Fiat) and Japan (IHI); and J79-15, 17,0001b, F-110 and RF-110. All these engines have variable afterburning up to 3,600"F, and run at constant speed of 7,460 (USAF) or 7,685 (Navy) r.p.m. at normal, military and takeoff power. The USAF engines have air-turbine starters and the Navy engines turbine air impingement, and the -8 and -15 have ami-iced first-stage stators. J85 Already being delivered in quantity for T-38 Talons, the after burning version of this small turbojet is to be brought in even greater numbers for the Mutual Aid Program Northrop F-5A (N-156). Takeoff thrust in T-38s averages 4,0111b, 1611b up on the J85-5 guaranteed figure, and the F-5A engine is the J85-13, re-rated at 4,0801b. Without afterburner, the 2,4501b J85-7 powers the GAM-72 Quail decoy, the civil dry engine is the CJ610 (q.v.) and the SJ-132 lift version has a thrust of 3,0501b and weight of 2951b. In the Ryan VZ-11 the discharge from two J85-7s may be diverted to drive GE's X-353 lift and stabiliza tion fan system for VTOL. Over 1,200 J85s have been shipped, and have logged over 30,000hr flying (72,000hr total). J93 Due to fly the first XB-70 Valkyrie at the end of the year, the J93 single-shaft, variable-stator turbojet in the 30,0001b class has com-
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