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Aviation History
1973
1973 - 0026.PDF
TURBINE ENGINES CIVIL ENGINES SUPERSONIC 30,000lb, 134kN-40,0001b, 178kN NK-U4\\\\\\\\^\\^^ Olympus 593 Mk 602' " . , , /;:./.. ..,J.................. ' :.'..:.'. t^ 40,000lb Kuznetsov NK-144 (USSR) Two-shalt augmented turbotan. It is derived from the NK-8 subsonic turbofan and is equipped with a 35 per cent static boost afterburner for the Tupolev Tu-144 SST. There also is a reported military version for the Tupolev Backfire supersonic v-g bomber. It is scheduled to enter service in late 1974 or early 1975, but rumour suggests that the NK-144 may be replaced by a Soloviev D-30 supersonic derivative. NK-144 Three-stage fan, 11-stage h-p compressor, annular combustor, single-stage h-p turbine, two-stage 1-p turbine, afterburner, thrust-reverser and variable nozzle. Take-off 28,6601b basic, 38,5801b with afterburner; by pass ratio 1-02:1; pressure ratio 15:1; length 205in; diameter 59in; weight 6,2831b. FLIGHT International, 4 January 1973 The industry in 1973 THE INCOMING YEAR is likely to prove more a period of consolidation than one of significant technical or financial advance by the aero - engine industry, certainly as far as its participants in the West are con cerned. Each of the three big civil fans is now in service, and their respective manufacturers are concerned with consolidating their products' performance and reliability before embarking on too-ambitious schemes for their successors, even if they are straightforward growth versions such as P&W's relatively low-priority JT9D-X programme. The only real stimulant to a fresh round of competition is Snecma and GE's CFM56 project which would appear already to have overcome the vital problem of financial backing—although loss of the F101 as core engine and the fairly widespread reluctance of airlines to think seriously about a yet-newer generation of engine and aircraft would seem to pose important queries for this particular project. Another factor carrying the suggestion that further digestion of existing engine programmes is desired by operators—in this case Service operators—may well be the USAF's present reluctance to launch a major new turbofan competition (in the CFM56's thrust bracket) for its Advanced Medium Stol Transport (AMST). Proposed financing for an AMST engine is at a relatively low level for such a potentially significant category of power unit and reliance is currently being placed on existing turbofans. On the military front a number of important programmes are moving ahead, each faced during the year with critical milestones as targets for consolidating their pro gramme status—the F100, F101 and RB.199 are obvious examples, each involving very large investments by their respective governments, with correspondingly heavy responsibility by the engine companies to show satisfactory results in terms of continuing technical progress. For P&W with its F100, and the three European concerns collaborat ing in the RB.199, the future production requirements are very big carrots to help in focussing their efforts. Compiled by KEN FULTON OF THE WORLD Rolls-Royce/Snecma Olympus 593 (UK & France) Two-shaft augmented turbojet. Derived from the military Olympus 320 for the erstwhile BAC TSR.2, the Olympus 593 is the power unit for Concorde, and is being developed jointly by R-R Bristol Engine Division and Snecma. R-R is responsible for the gas generator and Snecma has authority for the entire exhaust system. The programme is shared 60 and 40 per cent respectively. More than 50 development engines have been built out of a planned total of 61 for bench and flight testing. Approximately 25,000hr have been run of the 32,000 engine development test hours scheduled to be completed by Con corde's entry into service in April 1975. More than 13,000hr of a planned total of 19.000hr bench testing have been com pleted, plus some 6,000 flight hours of the required 13,000hr. Pre-production Concorde 02 is the first aircraft to be powered by the definitive Olympus 593 Mk 602 with Snecma Type 28 nozzle (with monobloc exhaust nozzles and thrust-reversers) and having an initial rating of 37,2201b, 169kN, later to be cleared to the full production rating of 38,0501b, 173kN. The annular vaporising combustor of the Mk 602 eliminates visible smoke; the Type 28 nozzle reduces sideline noise on take-off and has retractable spades to attenuate fly-over noise. An extensive Anglo-French research programme is continu ing on further noise-reduction techniques. The total Concorde order book stands at nine firm orders, five preliminary pur chase agreements and 62 options involving 17 airlines. Pro posed later versions of the Olympus 593 include a 38,4001b Mk 612 and 39,9401b Mk 621.
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