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Aviation History
1966
1966 - 0043.PDF
IRIGHT International, 6 January 1966 33GENERAL ELECTRIC (General ElectricCompany, Flight Propulsion Division) West Lynn, Massachusetts. Most significant event for General Electric HnHne the past year was the selection in September of its 41,0001b-thrust GE 1/6 high-by-pass ratio turbofan to power the C-5A heavy logistics military transport for the USAF. Understood to have a by-pass ratio of 8:1, the GE 1/6 has already been tested in two-thirds scale form and is the first of the new GE1 series of "building block" engines to be sponsored. Design, development and production will be located at General Electee's Evendale, Ohio plant. Other engine variants in the GE1 series include a turbojet with reheat; a turbojet with swivelling exhaust nozzles for thrust vectoring; a turbofan with main and by- pass flow combustion and thrust vectoring; a turboprop; and a turboshaft. The prime feature of the series is that by using a basic gas generator of advanced perfor- mance a variety of alternative propulsion configurations can be obtained by applying "add on" components. The various con- figurations could be developed in a shorter time at lower cost than by designing separate new engines. In addition to the GE1/6, the turbojet and moderate by-pass turbofan variants of the GE1 series have been test run. A scaled- down civil version of the GE1/6 is likely to be developed, of 5 or 6:1 by-pass ratio. In the American SST competition the GE4/J5 is General Electric's entry. This large 50,0001b thrust turbojet, making ex- tensive use of General Electric's supersonic experience with their J79 and J93 military turbojets, is to be taken to the prototype test stage. Three engines are to be built and tested for a minimum of lOOhr by early 1967. The GE4/J5 is a large near- constant-diameter engine which, with con- vergent-divergent nozzle and a thrust rever- ser, weighs 8,1001b. Length is 27ft 4in and diameter 5ft 11 in. A third forward-looking development by General Electric is its work to produce an engine for the US Defense Department's Advanced Manned Strategic Aircraft (AMSA) programme. This project will un- doubtedly necessitate an engine of variable- geometry design; a technique in which General Electric is well versed with the v.g. compressors in all its current turbojets and turboshafts. The company is required to run a demonstration engine in 1967 and General Electric CF700 aft-fan turbofan. Eight-stage axial compressor of 44lb/sec mass flow and7: I pressure ratio. Annular straight-through-flow combustion system. Two-stage axial compressor- turbine. Single-stage aft-fan of 84lb/sec mass flow, with single-stage axial turbine. By-pass ratio, 1.9 :1.Rating, 4,2001b. Weight. 7101b. Diameter, 33.2in shares a $40 million allotment with Pratt & Whitney for this project. In addition to these advanced activities, General Electric continues to produce its basic family of engines. The Large Jet Engine Department is developing an im- proved version of the J79 under the com- pany designation J79/J1B. Eight engines are involved in the test programme and maxi- mum thrust has been raised 9001b to 17,9001b for only 0.7in increase in diameter and 2101b greater weight. The J79/J1B is aimed at powering such present applications of the standard J79 as the McDonnell Phantom II, Lockheed F-104 and Convair B-58. If the expected order for an additional 180 Italian-built F-104s is finalised, the air- craft will be powered by Fiat-built 17,9001b- thrust J79/J1F engines. In adjacent Switz- erland one of the two remaining prototypes of the Flug-und-Fahrzeugwerke P.16 fighter is being re-engined with a J79-11A against possible delays in the Swiss Mirage III pro- gramme. On a smaller scale, General Electric has also developed the J85/J1A, a 5,0001b-thrust development of the standard J85. This is intended to meet normal growth require- ments of the J85, rated at 3,8501b and 4,0801b respectively in its J85-5 and J85-13 versions. The J85/J1A is also suitable for future applications requiring a turbojet in the 5,0001b-thrust class. During 1965 the J85-13 was selected to power the new Fiat G.91Y twin-engined fighter. The J85-13 is the standard power- plant for the Northrop F-5. Other applica- tions of the J85 include the Northrop T-38A, Canadair CT-114, Cessna YAT- 37D, and the McDonnell GAM-72 decoy missile. The engine also acts as the gas producer for General Electric's lift fan system in the GE/Ryan XV-5A VTOL re- search aircraft, and six YJ85s power the Lockheed VTOL simulator which hovered for the first time during 1965. Comparable development of the T64 is also under way in a USN-sponsored pro- gramme for extending the growth of this turboshaft. The new T64-12 takes the 2,690 s.h.p. rating of the standard T64-6 up to 3,400 s.h.p. by an extensive series of com- ponent improvements. The increased power will be used in the Sikorsky CH-53A, de Havilland CV-7A, LTV-Hiller-Ryan XC- 142A and Hughes XV-9A. The T64-12 has also been selected to power the US Army's Advanced Aerial Fire Support System (AAFSS) project. The smaller T58 turboshaft, powering numerous types of helicopter, was also in- stalled last year in the Bell Aerosystems X-22A V/STOL research aircraft. Four T58-8D engines of 1,250 s.h.p. each, power this aircraft. In the civil field, General Electric in October announced details of a new over- General Electric GE4/J5 single-shaft turbojet with reheat. No design details revealed, Rating, in the 50,0001b bracket. (Picture shows mock-up) • -^SuiMijijSk'
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