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Aviation History
1965
1965 - 0043.PDF
FLIGHT International, 7 January 1965 29 but incorporates modifications for operation in the Buccaneer S.2 and F-4 Phantom. The changes include provision for bleed air for the Buccaneer's boundary layer control system, and reheat for the supersonic F-4. Announced in July 1962, the 8,7401b thrust RB.183 Spey Junior is a lightened and simplified Spey using some 90 per cent of the standard components, the same number of compressor and turbine stages and the flame tubes of the 505 and 506. By-pass ratio will be 1.0, and weight has been saved by deletion of features necessary for the higher rating of the standard engine. Dry weight is 2,0251b. The first development engine is due to run this month, and develop- ment will be integrated with that of the larger version, thus bene- fiting immediately from 50,000hr of development already com- pleted. Target for type test is April 1966, followed by full certification later the same year, in time for the first flight of the Fokker F-28 Fellowship. The Spey Junior is presumably also intended for the Grumman Jet Gulfstream. The 17,3001b thrust Medway turbofan with switch-in deflection nozzle is currently under development for the Hawker Siddeley HS.681 STOL tactical transport for the RAF. As the RB.141, this engine, which was the second turbofan designed by Rolls-Royce, was conceived to power the original version of the Trident, and first ran in 1959. It is therefore directly related to its scaled-down derivative, the Spey. More than l,500hr of testing have already been completed and the Medway has a low s.f.c. in comparison with other engines in its thrust class. Smallest engine in the current range of Rolls-Royce turbofans, the 6,0001b thrust RB.172, which has been under development for about four years, is proposed for small short-haul transports, and may power the Dassault Mystere 30. With a length of 82in, and a diameter of 31.8in, this engine weighs 1,3311b. Designed for sim- plicity and low cost, the RB.172 has no inlet guide vanes or de-icing equipment, variable stators or bleed valves, and only two bearings for the h.p. rotor and four for the l.p. rotor. The first three stages of the six-stage l.p. compressor form the large-diameter fan. The six-stage h.p. compressor is driven by a single-stage and the l.p. compressor by two-stage turbines. The combustion chamber is annular. Military versions may have reheat. The Rolls-Royce/MAN/Bristol Siddeley RB.193 twin-shaft turbofan, is the most recent result of Rolls-Royce/MAN technical collaboration begun more than five years ago. It is probably to be adopted by the German Defence Ministry for the VAK-191B VTOL strike fighter, together with RB.162 lift engines. Experimental manufacture and production will be shared between MAN, Rolls- Royce and Bristol Siddeley. Two-thirds of the British contribution will come from Rolls-Royce and one-third, in the form of the thrust Rolls-Royce Spey vectoring system, from Bristol Siddeley. The two British companies have further agreed to explore the possibility of co-operation in exploiting export markets for British V/STOL techniques. Rolls-Royce has pioneered the design of specialized lift engines. The RB.108, first run in May 1955, with a thrust of 2,2101b and 8 : 1 thrust : weight ratio, powered the Short SC.l and Dassault Balzac research aircraft, and is installed in four hovering rigs on the Continent. By last September the first Dornier rig with four RB.108s had completed 63 free hovers, and the EWR rig 117 free hovers with three RB. 108s. Hovering tests should also have been started by now with the VFW rig (five RB.108s) and the Fiat rig (two RB.108S). The 2,7501b thrust RB.145 is a lightweight lift/cruise turbojet (thrust/weight ratio 6 : 1) based on the RB.108, with a nine-stage axial compressor, at least one zero stage, annular combustion chamber and two-stage turbine. Starting is hydraulic, an oil tank is mounted on the front casing and considerably more accessories are fitted than on the RB.108. The first RB.145 ran in April 1961 and six MAN-developed versions are installed in the EWR-Sud VJ101C. The VJ101C-X1 completed 35 take-off and landing transitions, and achieved its first supersonic flight in July 1964. Reheat versions of the RB.145, with 3,6501b thrust, are installed in the Mach 1.4 -X2, which is to fly very shortly. The phase 1 development contract covering the RB.162-1 (10 per cent bleed) and RB. 162-4 (non bleed) lift jets, under a tri- partite agreement between Britain, France and Germany, has been completed ahead of schedule. The RB.162 special category engine, completed in August 1964, achieved a thrust and s.f.c. respectively 2k per cent and 3i per cent better than contract figures. The thrust of the initial RB.162 was set at 4,4001b (thrust/weight ratio 16:1) to match various European VTOL projects. Changes in require- ments have led to increases in aircraft weight, and as a result the RB. 162-30 series is being developed initially for 5,5001b and eventually for 7,0001b thrust. RB.162s are specified for the Mirage IIIV, VAK-191B, Do31 and G.222. A front (top) fan version of the RB.162, designated RB.175, is under study. Latest version of the ubiquitous Dart, the RDa.12 Series 201 is to give 3,245 e.h.p. with water/methanol injection, in the Andover. A new Dart market (for the 2,550 e.h.p. Dart RDa.10) is the Convair-Liner conversion starting with 35 aircraft and a potential of 1,000. Existing production Tynes have powers up to 6,100 e.h.p., and development up to 7,630 e.h.p. is projected. Engines for the Atlantic and Transall are manufactured by Rolls-Royce, FN, Hispano Suiza and MAN. Rolls-Royce are responsible for production and service support of the Napier Gazelle for the Wcstland Wessex Mk 1 and 31, and Belvedere. The 1,540 s.h.p. Gazelle NGa.18 Mk 165 is under development for the Wessex 3. Rolls-Royce currently produce the Continental 95 h.p., 100 h.p., and 145 h.p. Licence production of the 310 h.p. GIO-470-A is planned. ROVER Rover Gas Turbines Ltd, Solihull. Rover a.p.u. turbines are installed in the HS Argosy C.I and Vulcan B.2. Latest application announced is a 150 h.p. unit weighing only 901b, developed in conjunction with Rotax, for the HS.1154. Also projected is a light, small 150 h.p. development of the TP.90. United States of America A1RESEARCH AiResearch Manufacturing Company of Arizona (Division of The Garrett Corporation), Phoenix, Arizona. AiResearch has produced more than 10,000 ground and airborne a.p.u.s from 30 to 850 h.p., and first flew the 500 s.h.p. Model TSE331 turboshaft in a Republic Lark (licence built Alouette 2) in October 1961. The 600 s.h.p. TPE331 turboprop is now being flight tested in a Helio Stallion and is specified for at least nine new aircraft. With the military designation T76-G6 and rated at 660 s.h.p. it is selected for the NA.300 COIN aircraft. ALLISON The Allison Division, General Motors Corporation, Indianapolis 6, Indiana. Allison's T56 turboprop continues in production for the Orion, Hercules, E-2A and C-2A. Most powerful of the series is the 4,910 e.h.p. T56-A-15 with air-cooled first stage turbine blades. More than 170 Lockheed Electras and Convairliners have flown with the 3,750 e.h.p. civil Allison Model 501-Dl3. The Allison Model 250-C10 or T63, is a lightweight free-turbine
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