FlightGlobal.com
Home
Premium
Archive
Video
Images
Forum
Atlas
Blogs
Jobs
Shop
RSS
Email Newsletters
You are in:
Home
Aviation History
1967
1967 - 0032.PDF
34 FUCHT International, 5 January 1967 Pratt & Whitney JTFI6p (left) and TF30 (right) twin-spool turbofans with duct-burner and afterburner respectively. No design details of JTFI6B revealed except that performance levels are similar to those of TF30. TF30-P-I comprises three-stage axial fan plus six-stage axial i-p compressor. Seven-stage axial h-p compressor. Cannular straight-through-flow combustion system with eight flame tubes. Single-stage axial h-p turbine. Three-stage axial I-p turbine. Pressure ratio, 17 : I. By-pass ratio, 1.3 : I. Rating, approx 20,0001b with afterburner, approx 12,0001b without AERO ENGINES . . . conditions at Mach 2.7 and 65,000ft. As the sole example of a duct-burning engine —the ductburner is outboard of the main combustion system—the JTF17 incorporates a highly sophisticated, short-length exhaust system which embodies blow-in tertiary air doors that also provide for the exit of thrust-reverser gases; a variable area nozzle for the duct-burner exhaust; a clamshell thrust-reverser which also acts partially as a variable area exhaust nozzle; and a long- chord variable-area exit nozzle. What the JT17A gains by its short length it to some extent loses by its bulky dia- meter. Its intake area, therefore, is greater than that of its General Electric turbojet competitor. Because of its turbofan con- figuration, however, the JTF17A claims a lower overall s.f.c. and lower noise levels. At the time of going to press the FAA decision between the JTF17A and the GE4 had yet to be announced. The weakness of the P&W design might be said to be the novelty of its conception. Last November, possibly with this in mind, the company released photographs of its new JTF16B military duct-burning turbofan now under test for the USAF AMSA project. Rated at around 12,0001b, rising to about 20,0001b with augmentation, the engine is described by P&W as embodying highly advanced structural and aerodynamic concepts. As with a competing General Electric design, the JTF16B was originally scheduled to run this year. P&W is engaged on a number of other engine developments, including a diverted- thrust engine to meet future USAF V/STOL requirements, and a design study of a small 2,0001b turbofan under the designation DS.32A. This latter unit may well be associated with the market survey recently undertaken by its Canadian subsidiary company (see United Aircraft of Canada). Although P&W has not manufactured as many turbines as GE or R-R, it has a higher total flying time than either of the other companies. By November its military turbines had flown more than 50 million hours, and its civil turbines more than 40 million hours. Approximately 70 per cent of all military and civil aircraft that Pratt & Whitney JTFME twin-spool turbofan. Single-stage axial fan plus single-stage axial i-p com- pressor. Ten-stage axial h-p compressor. Annular straight-through-flow combustion system. Two-stage axial h-p turbine. Four-jtage axial I-p turbine. Air mass flow, l,200lb/sec. Pressure ratio, 20 : I. By-pass ratio. 3.4:1. Rating, 4l,000lb. Weight, 7,0001b. Diameter, approx 84in have flown with Pratt & Whitney turbines are still in service today, a proportion at least three times greater than for the engines of the other American companies. SOLAR (Subsidiary of International Har- vester Company) San Diego, California. Solar's main turbine activity centres on small special-purpose engines, including gas turbine starters and APUs. The company recently received $2.5 million contracts for the supply of APUs for USN and USMC CH-46A, CH-47A and CH-53A helicopters. WRIGHT (Wright Aeronautical Division, Curtiss-Wright Corporation) Wood-Ridge, New Jersey. Wright has for the past few years made a series of attempts to return to aero engine design and development. Recent ventures have included entry in the initial SST engine design competition, the USAF's lift-jet com- petition in 1965 and its AMSA engine design competition of 1965. In all of these the company was eliminated. However, Wright at present is engaged in design studies for a small advanced turbofan on behalf of the USAF and has a $13.5 million contract from the Air Force for construc- tion and testing of a vectored-thrust cruise propulsion engine (VTCPE). This is a two- year programme with the engines scheduled to run this year. USSR IVCHENKO This bureau, having initially specialised on turboprops, has now produced a small turbofan. The 3,945 e.h.p. AI-20K and 4,190 e.h.p. AI-20M single-shaft turboprops power the Antanov An-10 and Ilyushin 11-18 series and are the successors to the 4,000 e.h.p. Kuznetsov NK-4 turboprop for which the Ivchenko bureau was given responsibility. The AI-20 engines seem likely to be the most extensively produced of the Russian turboprops. A smaller engine bear- ing a close external resemblance to the AI-20 is the 2,515 eii.p. AI-24 powering the Antanov An-24. Both the AI-20 and -24 are constant-speed engines. Towards the end of last year their respective t.b.o.s were 4,000 and 3,000hr. The bureau's turbofan, the latest Ivchenko engine to be publicised, is the small 3,3071b AI-25 of 2:1 BPR, chosen to power the Yak-40 transport. IZOTOV The Izotov team has at least two turbo- shafts to its credit, a 400 e.h.p. unit (two of which power the Mil Mi-2 helicopter) and the larger 1,500 h.p. TV-2 free-turbine unit, two of which are installed in the Mil Mi-8 helicopter. KLIMOV This bureau entered the turbine field via the Rolls-Royce Derwent and Nene turbo- jets sold to Russia in 1947-48. The VK-1 copy of the Nene, rated at 5,0001b, was built in considerable numbers through into the mid-1950s. Latest identifiable Klimov engine is the VK-7 (or RD-9F) an axial turbojet of 6,7001b powering the MiG-19. KUZNETSOV The Kuznetsov bureau would appear to be one of larger, more important, elements of the Russian aero engine industry. Known best for its huge NK-12 turboprop, rated at 15,000 e.h.p. and powering the Tupolev Tu-114 and Antanov An-22, the Kuznetvn team has recently concentrated its attention on large turbofans. The first of these was the 23,1501b twin-spool NK-8 now flying ; in the Ilyushin 11-62 transport and specified S for the new tri-engine Tu-154. The latter | transport is now scheduled to have started its flight testing. The b.p.r. of the NK-8 has [ not been published, but is unlikely to exceed 1:1. Derived from the NK-8 is the supersonic NK-144, under development for Russia's SST, the Tu-144. This larger engine, rated at 28,6001b, has an afterburner which provides it with an augmented thrust of 37,7101b. The b.p.r. is 1:1, close to the 1.3:1 of P&W's JTF-17A SST turbofan. MIKULIN This bureau is associated with a series of large single-shaft axial turbojets, best known of which is the 20,9401b AM-3M-500 powering the Tu-104A and B transports. This engine is derived from the 18,0401b to 20,5001b M-209 turbojet powering the Tu-16 and Bison bombers. SHVETSOV Apparently still concerned only with piston engines, the Shvetsov bureau has manufac- tured the 1,000 h.p. ASH-62M radial for the Antanov An-2M agricultural aircraft, and the 1,700 h.p. ASh-82V radial for the Mil Mi-4 helicopter. SOLOVIEV Soloviev is providing the engines for Russia's current generation of turbofan transports, namely, the Tupolev Tu-124 and Tu-134A. Comprising one of the USSR's earliest turbofan engines, the 11.9051b D-20P is a twin-spool design of 1 :1 b.p.r. powering the Tu-124. Almost certainly derived from the D-20P is the larger D-30 of similar configuration and b.p.r. but rated at 14,9901b. This engine powers the Tu-134A. Third known turbine from the Soloviev bureau is the D-25V free-turbine turboshaft. Rated at 5,500 s.h.p.. this engine powers the large Mil Mi-6 and Mi-IOK helicopters. TUMANSKI This bureau would appear to have specialised on small turbojets, including the Type 29 unit rated at 1,8751b in the Yak-30, and 1,7641b in the Yak-32. YUGOSLAVIA Yugoslavia is continuing to import BSE Viper turbojets for the SOKO Galeb under a new £6 million contract placed with Bristol Siddeley in August last year. These engines are 2,5001b Viper 11 Mk 22-6 and 3,1301b Mk 531 units, and are being supplied in a "finger-tight" condition. Final assembly and production testing is performed in Yu slavia.
Sign up to
Flight Digital Magazine
Flight Print Magazine
Airline Business Magazine
E-newsletters
RSS
Events
