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Aviation History
1970
1970 - 0032.PDF
FLIGHT International, I January 1970 AERO ENGINES 1970 . . . FLY G MOTOR Svenska Flygmolor AB (subsidiary of Volvo AB). Headquarters: Trollhattan, Sweden RM8 Military two-shaft augmented turbofan. Licensed version of Pratt & Whitney JT8D-22 civil turbofan, developed by Flygmotor as supersonic afterburning engine for SAAB 37 Viggen Mach 2 intercepter and strike fighter. Under a government 689 million Sw Kr development and production contract, 195 RM8s are being built. More than 6,000hr ground and flight testing have been completed. (RM8) Two-stage fan plus four-stage i-p compressor (both driven by 1-p turbine), seven-stage h-p compressor, cannular combustor with nine flame tubes, single-stage h-p turbine, three-stage 1-p turf bine. Flygmotor afterburner, multi-flap variable primary nozzle with ejector, three-petal thrust reverser. fixed area secondary nozzle. Take-off 16,0001b basic, 26,4501b with afterburning: b.p.r. 1:1: mass flow 3201b/sec; pressure ratio (overall) 16.5:1 : length 118.lin: diameter 55.lin: weight 4,6301b. RM6 Military single-shaft augmented turbojet. Licence-built ver sions of the Rolls-Royce Avon, with Flygmotor developed after burner, for powering Saab 35 Draken fighters. The initial RM6B was Flygmotor version of Avon 200 Series (for description see Rolls- Royce RB.90 Avon) and current production RM6C is Flygmotor version of Avon 300 Series (for description see Rolls-Royce RB.146 Avon). Applications Saab J35A, J35B and Sk 35C Draken, 1XRM6B (11,0001b basic, 14,4001b with afterburning). Saab J35D, S35E, J35F, 35X, 35XD and 35XT Draken, 1XRM6C (12,7901b basic. 17.6501b with afterburning). GENERAL ELECTRIC Aircraft Engine Group (US General Electric Company). Group headquarters: West Lynn. Massachusetts, USA. Military Engine Division GE9 Military two-shaft augmented turbofan. First run several years ago under a demonstrator programme sponsored by the USAF Aeronautical Systems Division, the GE9 is an advanced turbofan competing with the Pratt & Whitney JTF20 as the engine for the USAF B-1A advanced manned strategic aircraft (AMSA) project. The GE9 has met or exceeded all USAF contract performance re quirements and having completed Phase II of its contract pro gramme early in 1969 has since been tested in the altitude test facility at the USAF Arnold Engineering Development Center. Requests for proposals for the B-1A engine were issued by the USAF to GE and Pratt & Whitney in November 1969 and power- plant selection is planned for late spring this year. Development programme for the winning engine, which is expected to draw extensively on work already completed on the engine (F100/F400) proposed for USAF F-15 air superiority fighter, is estimated at S320 million (£133 million). Production run is likely to be around 1,000 engines at procurement unit cost of between $650,000 (£271,000) and S750,000 (£313,000). Engine preliminary flight rating test is scheduled to be complete within three years of selection. F10C/F400 Military two-shaft augmented turbofan. Development of the F100/F400 is proceeding under an 18-month Initial Develop ment Phase contract to build and test engines for both the USAF's F-15 and USN's F-14B proposed air superiority fighters. (Competing Pratt & Whitney JTF22 turbofan is designated F100/F401). The programme is being jointly funded by the USAF and US Navy with the USAF's Aeronautical Systems Division acting as executive agency. Respective designations for the F-15 and F-14B versions are F100-GE-100 and F400-GE-400. Based on a modified core engine of the company's GE1 building block series, the F100/F400 has an augmented rating of approximately 29,0001b and is under test at GE's Evendale, Ohio, plant. Use is also being made of GE's earlier, less powerful GE1/10 augmented turbofan and other GE advanced engine programmes funded by the USAF to provide related test experience. GE1/10 Military two-shaft augmented turbofan. Comprising the GE1 core engine with the addition of a moderate b.p.r. fan and afterburner, the GE1/10 is a USAF-funded demonstrator engine for advanced tactical aircraft. Augmented rating is between 17,0001b and 18,0001b for an overall length of approximately 152in and a maximum diameter of approximately 38in. A non-augmented ver sion of 143in length and similar diameter has been tested as a potential power plant for military and commercial transports. As the GE1/10-F400 the engine is being used as a demonstrator for the F400-GE-400 augmented turbofan for the US Navy's F-14B engine competition. This version has two variable stator stages for the fan, and a modulating exhaust nozzle. Turbine entry tempera ture is in excess of 2,000°F. TF34 Military two-shaft turbofan. Powerplant for the US Navy's twin-engined Lockheed S-3A carrier-borne anti-submarine aircraft, the TF34 is a high b.p.r. engine of 9,0001b thrust based on the US General Electric T64 turboprop and offering a low s.f.c. on- station. A four-year development contract for the engine was awarded to GE by the US Navy Air Systems Command in April 1968 and the engine first ran, ahead of schedule, during the summer 1969. First flight of the S-3A is scheduled for early 1972 and fleet introduction the following year. In configuration the TF34 has a fan of more than 5:1 b.p.r., variable stator com pressor, annular combustor, and air-cooled turbine. Extensive use is also made of TF39 technology. Applications Boeing 707/320 AWACS project: 8xTF34 (9,600lb). Saab commercial transport project. Japanese Maritime Self-Defence Force maritime patrol aircraft project, 4XTF34. TF39 Military two-shaft turbofan. In production to power the Lockheed C-5 Galaxy, the TF39 is financed under a $459 million (£191 million) USAF programme covering supply of 258 engines for 58 C-5s. (An anticipated order for a further 57 aircraft was recently reduced to 23, involving some additional 120 TF39s). First run of the XTF39 was in December 1965 ; flight testing in a modified B-52 started in June 1967 and production deliveries com menced in October 1968. By August 1969 100 TF39s had been delivered and together with a further 55 test engines (including 24 YTF39s) had completed 21,000hr testing, including more than 2,00Ohr flight time in C.5 aircraft. High-pressure system is used as core engine for CF6 civil turbofan. (TF39-GE-1) One-and-a-half-stage fan, 16-stage h-p compressor, annular combustor, two-stage h-p turbine, five-stage 1-p turbine. Take-off 41,0001b; b.p.r. 8:1; mass flow l,5491b/sec; pressure ratio (overall) 25 :1; length 324in: diameter lOOin; weight 7,0261b. TF37 Military free-turbine aft-fan turbofan. Military vertically operating version of civil CF700 turbofan. Applications Bell Lunar Landing Research and Training Vehicles. 1 XTF37-GE-1 (4,2001b). (TF37-GE-1) Configuration and dimensions similar to CF700. Take-off 4,2001b: weight 6751b. J97 Military single-shaft augmented turbojet. Derived from the GE1/J1 series of turbojets (utilising the 5,0001b thrust GE1 core engine), the J97 is a new USAF-funded high performance turbojet of compact design for powering light attack fighters. Use of a fully modulated afterburner raises the basic 5,0001b thrust to between 7,0001b and 8,0001b. Initial application is likely to be in the projected Northrop P-530. Offering a higher thrust/weight ratio and lower s.f.c. than the company's J85 turbojet, the J97 was tested in the USAF's Arnold Engineering Development Center towards the end of 1969. Features of the J97 include an all- titanium, variable stator compressor of some 14 stages, a turbine entry temperature in excess of 2,000° F, and a guided expansion convergent-divergent exhaust nozzle. Technology derived from the J97 is also being applied to development of other new GE engines including the F100/F400. GE1/J1 Military single-shaft augmented turbojet. Utilising the GE1 core engine with the addition of an afterburner, the GE1/J1 offers a turbojet for advanced performance supersonic fighters and intercepters, of 7,5001b thrust. Two versions have been publicised, the GE1/J1A1 and the GE1/J1A2. Basic configuration includes a 14-stage single-shaft compressor with the first five stator stages and inlet guide vanes of variable incidence, an annular combustor, air-cooled turbine, advanced lightweight afterburner with guided expansion variable nozzle. Overall length 140in, diameter 24in. Applications Northrop P.530 air superiority fighter, 2XGE1/J1A2 (10,0001b). Saab military project, 2XGE1/J1A1 or J1A2. GE1 Civil and military single-shaft turbojet. Provides standard gas generator core engine, either direct or scaled-up for all new GE developments except TF34 and GE4. Ensures continuity of experience and economies in development costs. Basic core engine rated at 5,0001b; length approximately 70in; diameter 24in. Seven basic variants have been projected and/or tested by GE. (GE1 augmented turbofan) GE1 core engine energising low b.p.r. front fan, and equipped with afterburner. Thrust 15,0001b to 25,0001b. (GE1 turboshaft) GE1 core engine energising free-turbine with direct-drive front shaft. Power category, 10,000 s.h.p. (GE1 augmented vectored turbofan) GE1 core engine energising low b.p.r. front fan with full fan/exhaust flow exiting via single rear vectoring nozzle. Thrust bracket 10,0001b to 20,0001b. (GE1 augmented turbojet) GE1 core engine equipped with after burner. Thrust category 7,5001b. (GE1 cruise fan) GE1 core engine energising remote tip-turbine- driven cruise fan of high b.p.r. Thrust category, 26,0001b. (GE1 lift fan) GE1 core engine energising remote tip-turbine- driven lift fan of high b.p.r. Thrust category, 27,5001b. (GE1 turbofan) GE1 core engine energising high b.p.r. front fan. Thrust category, 20,0001b. Applications Sundry applications for the GEI family proposed.
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