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Aviation History
1965
1965 - 0046.PDF
30 FLIGHT International, 7 January 1965 Above, Allison T78 regenerative turboprop. Right, AiResearch TPE33I AERO ENGINES 250 s.h.p. turboshaft, certificated by FAA in December 1962. Major application is the US Army's Light Observation Helicopter (LOH). A significant current development is the 4,000 s.h.p. T78 regenera- tive turboprop fully described in Flight for November 12, 1964. BOEING The Boeing Company, Industrial Products Division, Seattle 24, Washington. Boeing have produced more than 1,200 Model 502, T50 g.p.u. turbo-compressors. The Model 550 is a new turboshaft in two versions: 330 s.h.p. 550-1 (T50-BO-IO) for the US Navy QH-50D Gyrodyne anti-submarine drone helicopter; and the 425 s.h.p. 550-1-22C for commercial helicopters. CONTINENTAL The Continental Motors Corporation, Aircraft Engine Division, Muskegon, Michigan. More than 50,000 of the world's aircraft are Continental powered. The current range of light aircraft engines includes horizontally opposed, air-cooled fours and sixes from 65 to 390 h.p., with variants geared, super- charged, turbo-supercharged, fan cooled, and fuel-injected. Rolls- Royce have acquired the licence to manufacture and sell Continental piston engines in Europe. CONTINENTAL Continental Aviation and Engineering Corpora- tion, Gas Turbine Division, Detroit 15, Michigan. A subsidiary of Continental Motors, this division has produced 6,000 Turbomeca Marbores under licence as the J69. The "long life" J69-T-25, 1,0251b thrust, powers the Cessna T-37B, and a "short life" version in its-most powerful form, the 1,7001b J69-T-29, is in production for the Ryan BQM-34A Drone. Two free-turbine engines have also been developed. The 310 s.h.p. T65-T-1 turboshaft completed acceptance tests'in 1964 and has an output drive gearbox mounted at the rear between bifurcated exhaust ducts. The front drive T72 Model 217 turboshaft, available as a single 700 s.h.p. unit for helicopters, was first flown in a Republic Lark, but may be a turboprop. The Model 217A-2A, scheduled for a 60hr pre-fiight rating test in late 1964, comprises two Model 217s coupled to a common reduction gearbox and output shaft. Rotor shafts in both T65 and T72 have three flexible, hydrodynamically damped bearing supports. FRANKLIN Franklin Engine Company Inc (Subsidiary of Aero Industries Inc) Syracuse 8, NY. The company is returning to aviation with an expanding series of horizontally opposed air- cooled piston engines—and a twin-turbine powerplant—for light aircraft and helicopters. Of 12 piston engines from 60 to 260 h.p. ten models use the same cylinders. Reduction gearing, turbosupercharging, fuel injection and vertical-crankshaft versions are included. GENERAL ELECTRIC General Electric Company, Flight Propulsion Division, Lynn, Massachusetts. The J47 still operates in B-47s and Sabres. Its successor, the J79, was the first US pro- duction engine capable of Mach 2 operation. The J93 powers the B-70. Five military and five civil turbines are in production. The 17,0001b thrust afterburning J79 was the first high-compres-! sion variable-stator turbojet in America. It is at present the most -r. important engine in Western Air Defence, powering the Starfighter, Phantom, Hustler and Vigilante. The 15,8001b J79-7 and -11 A, which power the F-104C, D and G and CF-104 Starfighters, are built under licence in Canada, Belgium, Germany, Italy and Japan. The CJ8O5-3 is a commercial version of the J79 developed as a private venture to power the Convair 880-22 and -22M. Although the majority of components are common between the two engines the CJ805 incorporates a number of detail changes designed to extend life, and reduce maintenance costs for civil operation. The 11,6501b CJ805-3A and 3B incorporate a stator vane feedback reset mechanism, which partially closes the inlet guide vanes during thrust reversal, to minimize re-ingestion of hot gases. The gas generator of the CJ8O5 is used in the free aft turbofan, 16,1001b thrust CJ8O5-23B for the Convair 990; and existing. CJ805s can be converted. Several models of the J85 lightweight turbojet are in large-scale production at the Small Aircraft Engine Department. With reheat, the J85-13 develops 4,0801b in the Northrop F-5A and B. The J85/LF2 lift fan propulsion system comprises two J85-13 turbojets without reheat, each rated at 2,9601b, two hydraulically-operated diverter valves, two 76in-diameter lift fans with tip-turbine drive; and one 41in diameter pitch trim and control fan. The complete system weighs 2,4201b, and total lift is 16,8351b, including 1,8201b from the pitch fan which is driven by 10 per cent of the exhaust gas flow. The s.f.c. is 0.34 at hover. The prototype J85-5/X353-5B system is installed in the Ryan XV-5A lift-fan research aircraft. Essentially similar to the J85 without reheat, the 2,8501b CJ610 turbojet, which weighs 3811b, is designed as a powerplant for commercial, executive and military aircraft of 12,500 to 14,0001b weight, and for heavier four-engined aircraft. Twin applications include the Jet Commander 1121, Lear Jet, HFB-320, Fairchild C-123H in boost pods and Cessna YAT-37D COIN (J85/J2). A single CJ610 is specified for the Canadair CT-114 Tutor. Following the development pattern of the CJ805-23 from the basic J79, the CF700 (military TF37) consists of a single aft- mounted, free-turbine fan with annular air intake. This small turbofan develops 4,2001b thrust, for a dry weight of 6701b. A thrust reverser can be incorporated. The engine is vertical in the LEM simulator rig. FAA type certification was awarded last July, and the CF700 is fitted in the Mystere 20 Fan Jet Falcon. Six 30,0001b YJ93 turbojets power the Mach 3 XB-70A. The. YJ93 produces nearly twice the thrust of the Mach 2 J79 with a weight increase of about 1,5001b, thus achieving a thrust/weight ratio above 5:1. The moderate pressure ratio, single axial flow compressor with variable stators, drives a two-stage turbine.
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