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Aviation History
1968
1968 - 0018.PDF
20 FLIGHT International, 4 January I9i6 AERO ENGINES 1968 ... United Aircraft of Canada PT6A and the Turbomeca Astazou are head-on in the race to power the turboprop feeder line and executive transport. While the TPE331 has ousted the Astazou in Short Skyvans for the US market, UAC has built close on 2,000 PT6s, and the Astazou probably has the margin on price. Turboshafts Here also, advances are being made at the bottom end of the scale. The new 1,500 s.h.p P&W ST9 and a GE counterpart design are competing for future US Army helicopter and V/STOL business—a threat surely to the whole future of Lycoming, traditional supplier of Army turboshaft power. In Europe, Rolls-Royce is launching the new BS.360 to meet the requirements of the Westland WG.13 for the Anglo/French helicopter deal. Below this, Allison is certifi- cating new, higher^power turboshaft (and turboprop) versions of its Model 250/T63 engine, while evidence of Continental's interest in its competing T65 is lacking. V/STOL Systems Most significant development is the joint Allison/Rolls-Royce advanced lift engine, announcement of the first run of which is now awaited. As the only engine in its thrust and size class, it could well emerge as the sole product, ever, in its field. Both P&W and GE are developing after- burner thrust-vectoring devices fox their competing lift/cruise engines, the JTF16 and GE1/10, for the German/American AVS project. In Europe, in the same 10,0001b basic thrust class, the swivel-nozzle Rolls-Royce/MAN RB.193 is apparently late in making its first run. Russia, also, at Domodedovo air show last year, demonstrated its growing interest in both lift jets and vectored-thrust engines. Piston Engines Still the mainstay of the huge general avia- tion market, the reciprocating engine continues slow but steady development. Continental and Lycoming, Franklin and McCulloch remain leaders in the field, worldwise. For reasons of space, however, piston engines are omitted from this review. In the following pages, entries are arranged alphabetically according to manufacturer. Under each manufacturer descrip- tions are arranged in the approximate order in which the respective engines entered or are likely to enter service. ENGINES REVIEWED AIRESEARCH (AiResearch Manufacturing Company, Division of the Garrett Corporation), Phoenix, Arizona, USA TPE331 Civil single-shaft turboprop. Design is based on AiResearch's extensive small gas turbine APU experience. Develop- ment potential to 1,000 s.h.p. TPE331 and T76 comprise sole propulsion engines produced by AiResearch. Applications Aero Commander Turbo Commander II, 2xTPE331- 43 (605 s.h.p.). Air Parts/Fletcher FU-24, lxTPE331 (575 s.h.p.). Carstedt Jet Liner 600, 2XTPE331 (605 e.h.p.). Fairchild HiUer Heli-Porter PC-6/C-H2, 2xTPE331-25D (575 s.h.p.). Mooney/ Mitsubishi MU-2B, 2XTPE331-25A (605 e.h.p.). Short Skyvan, 2XTPE331-201 (750 e.h.p.). Swearingen Merlin IIB, 2XTPE331-151. Volpar Super Turbo 18, 2XTPE331 (705 e.h.p.). Volpar Turboliner, 2xTPE331. (TPE331-201) Two-stage (single-sided) centrifugal compressor, annular combustor, three-stage turbine. Integral front-mounted gearbox. Take-off 750 e.h.p.; maximum continuous 750 e.h.p.: length 46.01in; width 21.18in; height 26.46in ; weight 3361b. T76 Military single-shaft turboprop. Derived from the TPE331. Sole application is the North American OV-10A COIN aircraft. T76-G-10 and -12 are similar to TPE331-201 with the same ratings but are handed for opposite rotation. ALLISON (Allison Division, General Motors Corporation), Indianapolis, Indiana, USA TF32 Military twin-spool turbofan. At the end of 1966 Allison and GE were awarded USN contracts (Allison valued at $1.44 million) for initial design phase for engines to power Navy's VSX anti- submarine warfare project. The TF32 is a single-stage fan, high b.p.r., high pressure-ratio engine combining high thrust/weight ratio with minimum size and low s.f.c. Another production view, this time of AiResearch TPE-331 turboprops TF41 Military twin-spool turbofan. Comprising advanced deriva- tive of Rolls-Royce Spey RB. 168-25 (designated RB. 168-62), the TF41 is subject of $230 million USAF contract awarded jointly to Allison and R-R for development and production of engine to power LTV A-7D Corsair II in place of Pratt & Whitney TF30. Development is joint, with Allison manufacturing under licence and R-R supplying parts common to existing Speys. Allison will assemble, test and deliver. First run of TF41-A-1 was at R-R Derby on October 18, 1967. Engine deliveries to start during 1968 when A-7D should also enter service. (TF41-A-1) Three-stage l.p. compressor & two-stage i.p. com- pressor (both driven by l.p. turbine), 11-stage h.p. compressor, cannular combustor with ten flame tubes, two-stage h.p. & l.p. turbines. Take-off 14,2501b; b.p.r. 0.77:1; mass flow 2581b/sec;- pressure ratio 20:1 overall. Model 250 Civil free-turbine turboshaft. Leading US low-power helicopter turbine, is commercial counterpart to T63 military turbo- : shaft. Development uprating to 370 s.h.p. in both turboshaft and turboprop forms was announced in 1966. Production delivery of these versions should start this year. Rolls-Royce is sales and service distributor in Europe, Africa, South America, the Middle East and Far East, and Hawker de Havilland (Australia) has similar franchise for South Pacific. R-R also holds option for exclusive licence for manufacture in UK. Applications Agusta Model 109C, 2X250-C14 (370 s.h.p.). Agusta- Bell 206A Jet Ranger, 1X250-C18 (317 s.h.p.). Bell 206A Jet Ranger, 1X250-C18 (317 s.h.p.). Fairchild Hiller FH-1100, 1x250- C18 (317 s.h.p.). Hughes 500, 1X250-C18 (252 s.h.p.). Hughes 500U, 1X250-C18 (252 s.h.p.). Nord 500, 2x250-C18 (317 s.h.p.). (Model 250-C18) Six-stage axial plus single-stage centrifugal com- pressor, annular reverse-flow combustor, two-stage compressor- turbine, two-stage power-turbine. Ventral-mounted integral gearbox. Take-off 317 s.h.p.; mass flow 3.01b/sec; pressure ratio 6.2:1; length 40.4in; width 19.0in; height 22.5in; weight 1361b. Model 250 civil Free-turbine turboprop. Propeller-driving counter- part to Model 250 turboshaft. Production deliveries of uprated version (250-B14) scheduled for later this year. Possible application in de Havilland Canada Mini Turbo-Beaver. (Model 250-B14) Take-off 370 s.h.p.; length 44.6in; width 19.0in; height 22.5in; weight 1641b. T63 Military free-turbine turboshaft. Military counterpart to civil Model 250. Major production programme for US Army light observation helicopter. Specialist development of regenerative version, Model 250-E3, on behalf of Army Materiel Laboratories flight demonstrated late in 1967 in Hughes YOH-6A. Application Hughes OH-6A LOH, 1XT63-A-5 (250 s.h.p.). (T63-A-5) Configuration similar to Model 250-C18. Take-off (s.l. 59°F) 250 s.h.p. de-rated. T56 Military single-shaft turboprop. Sole US high-power turboprop to be produced in quantity and progressively developed. As T56-A- 15, was first American engine to enter service with air-cooled turbine blading. Latest development version is smaller, lighter, with 5,325 e.h.p. T56-A-18 operating at higher turbine temperature. New features include annular combustor, advanced fuel system and air-
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