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Aviation History
1968
1968 - 0017.PDF
f LIGHT International, 4 January 1968 19 AERO ENGINES 1968 A "Flight" Special Review N INETEEN SIXTY-EIGHT will witness a spate of majorpropulsion events—notably decisions on the Americanand European airbus projects, the further development of such advanced engines as the GE4, JT9D and TF39, the first run of two new Rolls-Royce turbofans, the RB.207 and M45H, and the first flight of a string of new engines including the JT9D, TF41, Adour and Trent. Decisions are also hkely to be made on a number of military programmes, among which are the German/American AVS, the UK VG project, and AMSA, FX, VFX and VFAX, each of which will have a further impact on the international aero engine scene. Most significant for Britain, the long-term prospects for Rolls- Royce's big triple-spool turbofans are likely to be decided during the coming year. Across the production sector there is, if anything, an even higher level of activity. Every one of the major aero engine companies is in a condition of overload and work has been sub-contracted extensively throughout industry in the West. This congestion reflects the growing demands both for new transport aircraft and for military equipment, in particular for Vietnam. An indication of the scale of the problem can be gained from Rolls-Royce with its major production programme on the Spey (for no less than eight civil and military applica- tions). Of necessity, a large proportion of the company's component manufacture has been sub-contracted throughout Britain and overseas, with companies in France, Germany, Belgium, Italy, Sweden, Japan, Canada and the US. A consequence of this peak load is that the majority of aero engine manufacturers are now at their record peace-time level of employment. Unless there is a reduction or cessation of hostilities in South East Asia, or a major industrial slump, there is every likelihood that this boom period will continue at least into the 1970s. By then, the engines currently engaging the design and development departments should be in pro- duction and taking over as major sources of revenue. Large Turbofans (25,0001b upwards) Any chance that General Electric might break into the commercial market with a civil version of the TF39 is slim now that the Pratt & Whitney JT9D has been chosen for the Lockheed L-500, commercial counterpart to the TF39-powered C-5A transport. If the L-500 is adopted, then the increased rating to be pro- vided by the JT9D will be directly comparable with the initial 47,5001b thrust of the triple-spool Rolls-Royce RB.207 for the A-300 European airbus project. For Rolls-Royce, time is pressing, and while component work is underway on the RB.207, the crucial decision as to whether Europe will proceed from design to construction on the A-300 is still six months away. The likelihood of a British aircraft launching the smaller 33,00Olb/35,0OOlb RB.211 now seems remote following the recent rejection of government interest in the BAC Two-Eleven. For the RB.211's other potential application, the Douglas OC-10 and Lockheed L-1011, engine decisions continue to be delayed. Meanwhile, there is a probability that the weight of one or both of these airbus projects may grow to the point where a de-rated JT9D becomes an economic proposition, thus discounting the chances not only of the RB.211 but also of the competing General Electric CF6/34 and P&W's own JT18D. ". . . the majority of aero-engine manufacturers are now at their record peace-time level of employment." This scene reflects the activity at the R-R Bristol Engine Division (formerly Bristol Siddeley Engines) where civil and military Viper turbojets are being assembled Medium Turbofans (10,0001b upwards) The pattern of the market here seems fairly settled—the Rolls-Royce Spey has the 10,0001b to 12,0001b sector, and the P&W JT8D has the 12,0001b to 15,0001b segment. Above this, the P&W JT3D now holds undisputed sway. The advent of Soloviev and Kuznetsov turbofans for the new generation of Russian transports, on present viewing, seems unlikely to affect the engine market in the West. The noteworthy participant is Rolls-Royce's new triple-spool Trent for the Fairchild Hiller FH-228. This advanced-economy engine is aimed at the next round of short- to-medium haul transports (or re-engining the existing equip- ment) as a successor to the Spey. With the absence of any com- petitors in prospect, it may provide a follow-up to the JT8D also. Small Turbofans (up to 10,0001b) Here again, Rolls-Royce (with Snecma) has a unique development in the new low-s.f.c M45H for the feeder line VFW-614. The existence of a worth- while market for this German transport has yet to be proven, but it is more than likely that the operating-economics appeal of the VFW-614/M45H combination could well push public jet travel down into the small/medium turboprop market. Coming along at about the same time as the M45H are the Allison TF32 and GE TF34 high b.p.r. turbofans of compar- able thrust but initially to meet military rather than commer- cial requirements. Below this sector, in a thrust bracket of its own, the Rolls-Royce/Turbomeca RB.172/T.260 is well advanced for the Breguet/BAC Jaguar, and a civil-counterpart, the RT.172, is on offer. Further down, United Aircraft of Canada is already testing its new 2,0001b JT15D, while in Europe the competing Rolls-Royce BS.358 and Snecma/ Turbomeca M49 Larzac are still in the design stage. Augmented Turbofans Creating a new form of high boost system suited to needs of high Mach number propulsion, the augmented tucbofan is not without its teething problems, as evidenced by the TF30, Spey RB.168-25R and TF1O6/306. These may well have been contributory factors to the downfall 12 months ago of the P&W JTF17 (in the American SST competition), surely the most advanced airbreathing propulsion system built so far. Other augmented turbofans of note are the Flygmotor RM8 for the Saab Viggen and the Kuznetsov NK144 for the Tupolev TU-144. Turbojets Leading the field, and possibly the last turbojet of significance, the mightly GE4 for the Boeing 2707 is now in Phase III of its FAA development programme. In Europe, the Rolls-Royce/Snecma Olympus 593 should take the air in the Concorde next month. Turboprops While progressive development of the larger engines continues, it is at the low power end of the scale that the competition is at its peak. Here the AiResearch TPE331,
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