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Aviation History
1965
1965 - 0037.PDF
PROBABLE REGION NEXT-GENERATION /LONG-RANGE TRANSPORT ENGINE POD_0RAG___ INTAKE MOMENTUM DRAG CONWAY POD THRUST INTAKE MOMENTUM DRAG FUGHT International, 7 January 1965 23 RELATIVE: j &.F.C. AIRFLOW L8-L8-SEC YCLE PRESSURE RATIO 20 ,_tOOOK/ TURBINE ENTRY TEMR ^=a?U 1300 K 13OO°K CYCLE PRESSURE RATIO 24 BY-WVSS RATIO Fig 3 (above) Propulsive efficiency against pod drag Fig 4 (above right) By-pass ratio against relative s.f.c. Fig 5 (below) Hypothetical cycle for a twin-shaft subsonic transport turbojet with a pressure ratio of 20 and by-pass ratio of 2 to 3 Fundamentally, the number representing thrust over intake momentum drag is of more importance than by-pass ratio, in deciding the propulsive efficiency. At a chosen forward speed, this number is directly proportional to thrust/lb of air. When one considers that the thrust transmitted from the engine to the aircraft is less than the intake momentum drag, it is obvious that pod drag is of considerable importance. Fortunately, at higher by-pass ratios it has become possible to hide the auxiliaries in the by-pass duct. In this way, a pod for a by-pass ratio of between two and three is no bigger in diameter than one which would have been required for a by-pass ratio of one in the past. Advances in pod aerodynamics have made the passing of the greater airflow possible without a proportional increase in pod drag, even though the intake is larger in relation to the maximum cross-section area of the pod. The foregoing considerations indicate that at the present state of the art one can produce a very satisfactory long-range transport engine with a by-pass ratio of between two and three. The engine would be a two-shaft engine with a pressure ratio of about 20, and could have a cycle similar to that shown in the illustration (Fig 5). Aero Engines Reviewed Australia CAC Commonwealth Aircraft Corporation Pty Ltd, Lorimer Street, Port Melbourne, Victoria. Production effort is concentrated on licence manufacture of SNECMA Atar 9C turbojets for Australian-built Mirage IIIO fighters for the RAAF. Support and overhaul services are provided for RAAF and RNZAF Avons, Nenes and P & W radiate. Belgium FN Fabrique Rationale d'Armes de Guerre SA, Herstal-lez-Liige. Licence-manufactured General Electric J79-GE-11A turbojets and Rolls-Royce Tyne 21 and 22 components, for NATO F-104G Starfighters, Breguet Atlantics and Transall C-160s, now occupy FN's production lines. In addition, Avon and other powerplants are overhauled and repaired for the Belgian Air Force. Canada ORENDA Engines Division of Hawker Siddeley Canada Ltd, Malton, Ontario. Two variants of the General Electric J79 turbojet, J79-OEL-7 and J79-OEL-11A, are being manufactured under licence by Orenda, to power Canadair-built CF-104 Starfighters. A version of the General Electric CJ610 turbojet, designated J85- CAN-40, is also being produced for the Canadair CL-41 trainer. Additionally, support is maintained for Orenda designed turbojets, numbers of which are still in service in CF-100's and Sabres of Western air forces. UNITED AIRCRAFT United Aircraft of Canada Ltd, PO Box 10, Longueuil, Quebec. A subsidiary of United Aircraft Corporation of the USA, United Aircraft of Canada was renamed from Canadian Pratt & Whitney Aircraft Company Ltd in February 1963. Origin- ally concerned with the production of the parent company's radial engines and parts, United Aircraft of Canada have now developed to their own design a small turboprop, the PT6A, and a turboshaft, the PT6B, both of which promise wide potential in aircraft and helicopter applications. The production turboprop PT6A-6, is specified for the Beech King Air, DHC Turbo Beaver and Twin Otter, GD Model 48 Charger, Potez 841, and other similar aircraft. The turboshaft PT6B-9 powers the Hiller 1099 and TL5, Piasecki 16H Pathfinder, and Lockheed XH-51A helicopters. Higher-rated versions, PT6A-8 (680 e.h.p.) and PT6B-12 (660 s.h.p.), with similar configurations to the engines in current production, have been announced, and a Kaman K.I125 Huskie III is flying with two 770 s.h.p. PT6B-1 Is. Czechoslovakia OMNIPOL Foreign Trade Corporation, Washingtonova 11, Prague 1. Limited production continues of the reliable Walter Minor series of inverted in-line, air-cooled, supercharged, fuel- injection engines. The four-cylinder 140 h.p. Minor M332 powers the L-40 Meta Sokol, and two 210 h.p. six-cylinder M337s the Morava L200A and D. Two horizontally-opposed air-cooled engines have also been developed for helicopter application. The 270 h.p. six-cylinder M108H powers the prototype HC-3 and the
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