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Aviation History
1965
1965 - 0047.PDF
FLIGHT international, 7 January I96S 31 Controls and accessories are contained in a removable fireproof honeycomb pod suspended under the compressor. Fuel and oil line couplings are brazed. Overall length with afterburner is nearly 20ft. Testing has covered more than 4,500hr under sea level and simulated altitude conditions, including over 660hr at more than Mach 2 and 18hr at Mach 3 with afterburning. The 1,250 s.h.p. T58 turboshaft is in service in large numbers throughout the world and is manufactured under licence by Bristol Siddeley as the Gnome, and in Germany and Japan. A 1,400 s.h.p. version, interchangeable with the T58-8B, is under development, and was scheduled for certification in late 1964. Commercial version of the T58-8B is the 1,250 s.h.p. CT58-110 which powers the S-61, S-62 and 107 Model 2 helicopters. The free turbine T64, also to be licence-built by Bristol Siddeley, is in production as a turboshaft and turboprop. The basic engine, designated T64-6 or -1 (2,850 s.h.p.), is installed in the Sikorsky CH-53A, and Vought-Hiller-Ryan XC-142A. Helicopter version is the T64-2 of 2,810 s.h.p. The turboprop T64-4 (2,850 e.h.p.), has the gearbox below the engine centreline, and the T64-8 or -10, above. Two 2,850 s.h.p. T64-10s power the DH Canada Buffalo. T64 gas generators power the Hughes XV-9A hot-cycle research helicopter. JACOBS Jacobs Aircraft Engine Co, Subsidiary of Barium Steel Corp, Pottstown,Pa. The Jacobs R755-A2M1 may power the Grum- man Ag-Cat, with a new Sensenich ground adjustable propeller. LYCOMING The Lycoming Division of Avco Corporation, Stratford, Connecticut. Progenitor of the growing family of small turbines, the T53 free-turbine turboshaft accounts for 90 per cent of the Division's current production of small engines. Three versions of the T53 are in production, and four develop- ments are to follow. The 1,150 e.h.p. T53-L-7 turboprop powers the Grumman Mohawk and has been submitted for FAA certification as the T53-O7A with a recommended l.OOOhr TBO. Similar performance and reliability are available from the T53-L-9 series of helicopter turboshafts. Lycoming's biggest order, announced in December and worth $42.8m, is for the 1,100 s.h.p. T53-L-11 (LTC1K-5), a multi-fuel version of the L9 for the Bell TJH-1D Iroquois. LTC1K-3 is an improved version of the L-ll for operation at high ambient temperatures. The 1,400 s.h.p. LTC1K-4 turboshaft is a company venture with increased mass-flow and pressure ratio and four turbine stages. Two variable attitude K-4Bs power the Canadair CL-84. Principal differences in the T55, the other basic engine, are a seven-stage axial compressor and two-stage free turbine. This series will include a turbofan, and some turboprop models will employ Lycoming's split-power propeller reduction gear system. T55-L-7, now in production, is a high-speed output direct drive turboshaft, rated at 2,650 s.h.p., with a 300hr TBO, which super- sedes the -L-5 in the Vertol CH-47A and Curtiss Wright X-19. YT55-L-9 is a turboprop, the production version of which will be the 2,695 e.h.p. LTC4G-4 with potential of over 3,000 e.h.p. . Two LTC4G-3S rated at 2,529 e.h.p. are undergoing evaluation in YAT-28Es. Further developments in the T55 programme are the LTC4B-11 to give 2,300 s.h.p. at 95°F and 6,500ft, and another turboshaft, the 3,400 s.h.p. LTC4K-2. The 3,413 e.h.p. LTC4M-1 is a turboprop variant of the LTC4K-2. Basically a T55-L-7 with a front fan, the PLF1A-2 is a 6 : 1 by-pass turbofan rated at 4,3201b for a weight of 8251b. The production PLFlB-2 will have an A-2 fan with a more advanced gas generator. The B-2 will weigh 8801b, have a thrust of 5,2201b, and an s.f.c. of 0.364. Lycoming is investigating regeneration, engines with high- reduction ratio gearing for direct rotor drive, high-temperature materials, blade coatings, improved blade cooling, and high- temperature combustion chambers. Lycoming's Williamsport plant is responsible for the famous horizontally-opposed piston engines, ranging from 108 to 400 h.p., with reduction gearing, fuel injection, supercharging and turbosupercharging applied in various combinations for aircraft and helicopters. McCULLOCH McCulloch Corporation, Los Angeles Division, California. The company has supplied 50,000 two-stroke piston engines for US armed ferces radio-controlled target drones, the four<ylinder 72 h.p. model also being fitted in the Bensen Gyro- copter. The turbosupercharged six-cylinder TC6150 gives 120 h.p. for a weight of 1421b. There are reports of plans to produce certificated aircraft engines as well. NELSON Nelson Aircraft Corporation, Pittsburgh, Perm. The H-63 four-cylinder, horizontally opposed, air-cooled two-stroke piston engine is produced by Nelson as the 43 h.p., FAA certi- ficated H-63C, complete with clutch, cooling fan and shroud for helicopters and as the 48 h.p. H-63CP, also FAA certificated, and tested in a Hummingbird sailplane. The H-63CP is to be available in March PRATT & WHITNEY The Pratt & Whitney Division of United Aircraft Corporation, East Hartford 2, Connecticut. Pratt & Whitney have made 28,000 turbines since 1948, supplied engines for 1,200 jet transports and are competing for the American SST powerplant. Their turbines and developments therefrom are manufactured under licence by SNECMA in France, and Svenska Flygmotor have acquired a licence to produce the JT8D for the SAAB 37. Licence agreements cover the manufacture of piston engine components in Australia, Italy and Japan. Much of the United States offensive strength in the air, and many Boeing and Douglas transports, are powered by the JT3 (military J57) whose current output is in the 13,5001b class, and 18,0001b with reheat in supersonic fighters. The JT3D (military TF33) turbofan, powering later variants of the B-52 and the Boeing and Douglas transports, is basically a JT3 with large diameter two-stage front fan, and a fourth turbine. The JT3D produces 50 per cent more thrust at take-off and 20 per cent more in cruise than the JT3 with a 15 per cent better s.f.c. Air mass flow is 2.5 times greater and pressure ratio is 16:1 in the later versions. The Lockheed C-141-A is powered by 21,0001b TF33-P-7s. The JT4 (military J75) is basically an enlarged J57, capable of 26,5001b with reheat and powers intercontinental versions of the 707 and DC-8, at 16,8001b and 17,5001b thrust with a TBO of 5,600hr. The J75-P-19W with reheat powers the F-105D. Designed for the US Navy the 8,5001b JT8 (military J52) is a medium-sized two-spool turbojet with provision for reheat and powers the Grumman A-6 and Douglas A-4E. The turbofan JT8D was developed principally for the Boeing 727 and is largely made of steel and titanium with an annular full-length by-pass duct. Production deliveries to Boeing of 14,0001b JT8D-5s began two years ago. The same engine with SNECMA-designed thrust reverser will be installed in the Caravelle Super B. Two 12,0001b JT8D-5s will power the DC-9. A Svenska Flygmotor development of the JT8D-22 has been selected to power the SAAB 37 Viggen. Both the Lockheed A-ll or YF-12A Mach 3 high altitude aircraft, and the SR-71 strategic reconnaissance aircraft, an- nounced last year, are powered by two 30,0001b JT11 (military J58) G£ YJ93 for the B-70 Valkyrie
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