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Aviation History
1965
1965 - 0038.PDF
24 AERO ENGINES FLIGHT International. 7 January I96S 120 h.p. four-cylinder M110H, is fitted in the HC-2 Heli-Baby. Czechoslovakia's first turbine is the M701, a single-stage, centrifugal turbojet, bearing superficial resemblance to the Rolls-Royce Dart, which powers the L29 Delfin basic jet trainer. France ARDEM Avians Roger Druine, 20 Avenue du General Clavery, Paris 16e. The 30 h.p. Ardem 4CO2, developed by the late Roger Druine from the standard Volkswagen car engine, powers the Turbulent and is licence built in Britain by Rollason Aircraft and Engines. HISPANO SUIZA Societe a" Exploitation des Materiels Hispano Suiza, Bois-Colombes (Seine). Largest of the four partners in the NATO Tyne programme, Hispano Suiza manufacture 44 per cent of the components, and share final assembly and testing with MAN. Current delivery of these turboprops for Atlantics and Transalls is 14 per month, to a total of 120 engines in the initial series. Production also continues of contract-built SEPR 840 and 844 rocket packs for the Mirage III fighter, and Hispano Suiza provide support and overhaul services for French, Israeli and Indian Air Force Nene and Verdon turbojets, as well as Air France Caravelle Avons. POTEZ-AVCO SA Potez-Avco SA, Argenteuil (Seine-et-Oise). Formed jointly by Henry Potez and the Avco Corporation, USA, parent company of Lycoming, Potez-Avco produce the successful horizontally-opposed, air-cooled engines which were developed by the Engine Division of Henry Potez, the 105 h.p. four-cylinder 4E-20, its 116 h.p. fuel injection development, 4E-30, and the 175 h.p. six-cylinder, fuel-injection 6E-30. Parts support is provided for Potez 4D-34s in the Nord 3202 and 3400 aircraft. Licence production is starting, on a selected range of Lycoming piston engines for which Potez-Avco hold distribution rights in Europe, Africa and the Middle East. Distribution rights also cover Lycoming turbines in Europe, Africa, Middle and Far East and South America, and Potez-Avco have started overhaul and servicing of the T53 and T55 turbines. SEPR Sociiti d'Etude de la Propulsion par Riaction, Villejuif, (Seine). Founded in 1944 to design and develop solid and liquid rocket engines for manned aircraft and missiles, SEPR now has the largest facilities in Europe devoted to rocket propulsion. SEPR motors have been fitted in many research and development aircraft since the SEPR 25 was flown in the first French rocket-powered aircraft, the SO 6025 Espadon, in 1952. The 841 and 844 are the only motors currently in production for aircraft, numbers of which are being built under contract by Hispano Suiza, as pilot-controlled boosters for the Mirage III. Both are pump-fed, single regeneratively-cooled thrust chamber packages, the turbopump being driven by an auxiliary shaft from the aircraft's Atar turbojet. Oxidant for both motors is nitric acid. The 841 is automatically controllable to deliver either 1,6501b or 3,3701b sea-level thrust, and uses TX-II furaline as fuel. The 844 delivers a fixed thrust of 3,3701b, and uses JP1 or JP4. SNECMA TF-106 Bristol Siddeley Olympus 593 SNECMA Societe Nationale a"Etude et de Construction de Moteurs d''Aviation, 150 Boulevard Haussmann, Paris 8e. With a payroll of 12,600, SNECMA is now the largest engine manu- facturer in Continental Europe. Aero engine activities are concen- trated on four main efforts. Production continues with the ultimate versions of the Atar 8 and 9 single-shaft turbojets. The Atar 8, of 9,7001b thrust, powers the French Navy's Etendard IVM carrier-based fighter. The Atar 9B, 13,2001b, and 9C, 14,1101b, are installed in the Mirage in family, and two 9Ks, 15,4301b with reheat, in the Mirage IV supersonic strike aircraft. Atar 9s are fitted with an approach control system which maintains constant airspeed by automatic variation of the nozzle area, thus adjusting engine power. Atar 9Cs are manufactured under licence in Australia and Switzerland. The M45 Mars is a new series of medium-thrust powerplants, now under development at SNECMA in both turbojet and turbofan versions. Designed with aircraft such as the Mystere 30 in mind, the M45A turbojet has been planned for civil or military applications in the 4,400-5,5001b thrust range. The M45B, 6,600-7,7001b, is competing for adoption for the Ecap supersonic trainer/close support aircraft. The third version so far announced is the M45AF, an aft-fan engine for civil applications, in the 6,6O0-7,7001b class. Since 1959, there has been an agreement with United Aircraft whereby SNECMA are licensed to manufacture Pratt & Whitney products, and to benefit from the research and development activities of the American company. Within the realm of this agreement, SNECMA are developing from the Pratt & Whitney JTF10, a turbofan to power the Mirage HIV. The initial stage of this development is the TF104, 10,5001b thrust, which has been modified from the JTF10 and test flown in the Mirage HIT. Further development has resulted in the TF106, 11,2401b cold and 19,8401b with reheat in both hot and cold flows, which is being installed in the first prototype Mirage HIV. The definitive engine, designated TF316, should be installed in the second prototype during 1965. Additional applications are possible to the Mirage IIIF and to a development of the Mirage IV. The fourth major engine activity is SNECMA's contribution to the Concorde propulsion system, which amounts to everything aft of the turbines of the Olympus 593, namely the afterburner, nozzle, silencer, and thrust reverser. Development proceeds, in co-operation with Bristol Siddeley, at SNECMA's Melun-Villaroche '• Test Centre using an Olympus 301. Although afterburning may be used during acceleration to supersonic speed, the primary require- ment for increased thrust is for a few seconds only at take-off. Minimum in-flight drag and thrust loss are therefore highly important, and an aerodynamic flame holder is now being investi- gated as a possible solution to the problem. A full-scale version of
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