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Aviation History
1972
1972 - 0047.PDF
FLIGHT international, 6 January 1972 Microturbo Eclair 1761b, 0-8kN. Microturbo Cougar 1651b, 0-8kN. Sermel TRS12 1441b, l-7kN. Sermel TRS18 2201b, 1-OkN. Military shaftpower WITH THE run down of US military participation in Vietnam and the consequent loss of impetus this war has given to helicopter production, this sector, which is largely dominated by turboshaft engines, is considerably less active than hitherto. Lycoming, as the largest sup plier of helicopter turbines to the US services, is in the immediate process of ceasing production and overhaul of its T53 and T55 engines at the company's Charleston, SC, plant, presumably leaving only its Stratford, Con necticut, plant engaged on these two turboshafts. Virtually all the engines in this sector have their com mercial counterparts, and have already been referred to under Civil Shaftpower in this review. There are how ever a number of uniquely military developments of turboshafts currently in hand; these include the small General Electric T700 which recently won the US Army's Uttas (Utility Tactical Transport Aircraft System) engine competition, the General Electric TF34 turboshaft derivative for the US tri-services' HLH (Heavy Lift Helicopter) project, and the small Rolls-Royce BS.360 turboshaft for the Westland WG.13 Lynx helicopter forming part of the Anglo-French helicopter programme. The US Navy's Lamps (Light Airborne Multi-Purpose System) programme is likely, eventually, to result in production of an existing US turboshaft, rather than to stimulate development of a new powerplant. A similar comment applies to the USAF's Pave Coin programme with regard to turboprops. The 1,500 s.h.p., l,120kW GE T700 turboshaft for the US Army is the winning contender in the Uttas compe tition against the Pratt & Whitney ST9 turboshaft of similar rating. These two engines were initially financed by the Army for a demonstrator programme begun as far back as 1967: a third, privately financed contender was the Lycoming PLT-27 turboshaft of 1,950 s.h.p., l,455kW. In an unusual move, the Army last year issued requests for quotations for a Uttas engine to no less than nine engine manufacturers; not surprisingly some of the com panies were reluctant to participate in view of GE and P&W's prior demonstrator engine experience. Previously designated GE12, the T700 is soon to receive a develop ment contract from the Army. It is anticipated that ultimate production orders for the T700 in the Uttas could amount to between 10,000 and 20,000 engines. The 900 s.h.p., 670kW Rolls-Royce BS.360 turboshaft had accumulated 70hr flying in two Lynx helicopters by the end of October last year and a further 140hr had been completed on the Lynx rotor rig. Problems with cooling the l.p. turbine have restricted develop ment engine flight ratings to 600 s.h.p., 450kW, while bench engines have achieved 890 s.h.p., 665kW. The turbine cooling deficiency has since been resolved. British and French requirements for the twin-engined Lynx are likely to amount to several hundred aircraft. As a development of note, United Aircraft of Canada last year established a new Company, United Aircraft of West Virginia Inc, to assemble and test UACL-manu- factured T400 coupled turboshafts for the US services. Applications for this 1,800 s.h.p., 1340kW engine in the US include the Bell AH-1J for the US Marine Corps, and the UH-1N for the USAF and USN. Market contenders: Avco Lycoming PLT-27 2,000 s.h.p., 1490kW bracket. Avco Lycoming T53-L-13 1,400 s.h.p., 1045kW. Avco Lycoming T55-L-11 3,750 s.h.p., 2,800kW. General Electric T700 1,500 s.h.p., l,120kW. General Electric T58-GE-5 1,500 s.h.p., l,120kW; T58-GE-8E 1,350 s.h.p., l,010kW; T58-GE-10 1,400 s.h.p., l,045kW. General Electric T64-GE-6 3,080 s.h.p., 2,300kW; T64-GE-7, -10 3,925 s.h.p., 2,930kW. General Electric TF34 derative 7,000 s.h.p., 5,330kW. Rolls-Royce BS360 900 s.h.p., 670kW. Rolls-Royce Gnome 31 H1400-2 1,700 s.h.p., 1270kW. Rolls-Royce Tyne RTy20 6,100 s.h.p., 4,450kW. Turbomeca Astazou IIIN 592 s.h.p., 440kW. Turbomeca IIIC4 1,384 s.h.p., 1030kW. Turbomeca Artouste IIIB 543 s.h.p., 405kW. Detroit Diesel Allison T63-A-5A 317 s.h.p., 236kW. Detroit Diesel Allison T56-A-15 4,910 s.h.p., 3,660kW. Military/Civil V/Stol THIS SECTOR is still wide open as a competitive area, such is the variety of types and sizes of propulsion systems under development or investigation, and such is the lack of a clear-cut and popularly accepted solution to the diverse needs of this market. There are a number of current market contenders, notable among them being the Rolls-Royce Pegasus vectored-thrust turbofan which is rapidly gaining popularity with the US services as well as the RAF. Extensive work has also been done by R-R on lightweight liftjets, mainly via the RB.162 in numerous Vtol aircraft and rigs, which has also been adapted as a take-off and climb booster for the HS Trident 3B. In addition the company is collaborating with Allison in joint development of the higher thrust/weight ratio J99 lift-jet and is actively working on the RB.202 lift-fan covering a thrust range of 10,0001b, 45kN to 20,0001b 91kN and offering the advantages of reduced noise level and more compact installation. In the USA, General Electric has been a keen protagonist of the fan-in-wing and the tilting lift/cruise fan. As the sole V/Stol engine in production and under concerted development, the R-R Pegasus powers only the HS Harrier and its USMC equivalent, the AV-8A. To facilitate joint UK/US development of advanced ver sions of the engine, R-R and Pratt & Whitney signed a collaborative agreement in October last year, and P&W has been granted an option to license the Pegasus in America. Yet to be ratified by the two governments, the agreement requires R-R to provide P&W with background information on the Pegasus, and P&W will be responsible for service support of the engine in the US. The Pegasus has now been in service for over two years, and to date more than 150 production engines have been delivered. The Pegasus 11, rated at 21,5001b, 98kN, gained Type approval in June last year. The production version of this engine will power all export Harriers, and engines currently powering all RAF and US Marine Corps aircraft will eventually be modified to this standard at overhaul. An advanced version, the 24,5001b, lllkN Pegasus 15 of larger diameter has been financed by the UK govern ment to demonstrator engine stage. This higher-thrust variant is of particular interest to the USMC and the US Navy for use in its sea-control-ship programme. Deve lopment of the Pegasus 15 could be completed within three years of go-ahead, at a cost of around $75 million. The US government is understood to be considering a request for development money for the Fiscal 1972 and 1973 defence budgets. The Pegasus 15 has growth potential to 27,5001b, 125kN and a further version, the Pegasus 16 embodying plenum-chamber burning could extend the thrust potential to 30,0001b, 136kN. This is the ultimate figure the USMC have set their sights on. Other R-R powered V/Stol aircraft is the VFW VAK 191B which made its first flight in September last year. This aircraft, which is being used as a systems test vehicle for the MRCA, has one R-R/MTU RB193-12 vectored-thrust turbofan of 10,1631b, 46kN and two 5,5781b, 25kN RB162-81 lift-jets. It seems unlikely however that further develop ment of these engines will take place. Market contenders: Rolls-Royce Pegasus 10 20,5001b, 93kN. Pegasus 11 21,5001b, 98kN; Pegasus 15 24,5001b, llkN. Rolls- Royce RB.162-81 5,5781b, 25kN; RB.162-86 5,2501b, 24kN. Rolls-Royce/Allison J99 8,5001b, 38kN to 9,0001b, 41kN class. Rolls-Royce RB.202 10,0001b, 45kN to 20,0001b, 91kN class.
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