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Aviation History
1973
1973 - 0027.PDF
FLIGHT International, 4 January 1973 Project or design study Demonstrator or development Production and/or service Heading picture, a healthy line of civil and military Speys, and a Tyne, in the dispatch area at the Rolls-Royce Derby works. Above, key to the bar charts on these and subsequent pages. Engines in each block of bars are illustrated in alphabetical order, according to manufacturer. They show maximum thrust (maximum augmented thrust where applicable). Vertical divisions represent major programme changes, e.g. from develop ment to production, or the emergence of a new sub-type Olympus 593 Mk 602 Seven-stage 1-p compressor, annular combustor, single-stage h-p and 1-p turbines, simple single- gutter afterburner, cascade-type thrust-reverser, multi-spade retractable noise suppressor, multi-flap independently variable primary and secondary nozzles. Take-off 38,0501b; mass flow 4501b/sec; pressure ratio 14-8:1; length (flange-to-flange) 148in; length (intake flange to final nozzle) 280in; diameter 47-85in; weight 5,7931b. Probably the most significant feature of the Concorde pro gramme is the continued successful progress of both engine and airframe. Development problems with the Olympus 593 have in particular been notable for their absence. With some 7,000hr of engine bench and flight test remaining to be com pleted over the next two years, much of this time will be concerned with accumulating operating experience, assess ing component lives and maximising the TBO at entry into service. The fact that a highly complex power unit, involving close integration of intake, gas generator, afterburner and exhaust nozzle control systems, has been brought thus far says much for the engineering and collaborative skills of the Rolls-Royce/Snecma team. One aspect of the Olympus 593 programme is certain, how ever, to remain a thorn in the sides of R-R/Snecma and RAC/ Aerospatiale for some while to come, namely engine noise. While the visible content of the exhaust has been virtually eliminated, the aural side of the Concorde's pollution "pro file" remains a problem. Although the manufacturers' aim is to reduce the noise to a level no worse than that of the 707, DC-8 and VC10, the fact that it is a new and prestigious aircraft is certain to continue to focus public attention on the pioneering Anglo-French SST. No competition exists between the Olympus 593 and the NK-144, there being no common market for the engines. For the R-R/Snecma turbojet in its current form, the only fore seeable competitive pressure would be from some future need for a higher-thrust engine for growth versions of Con corde. Lack of significant performance stretch in the Olympus 593 has been one of the points raised by Pan American in recent discussions with RAC and Aerospatiale. In this respect, R-R anticipated completing design studies last month of second-generation SST powerplants for imple mentation from 1977 onwards. With noise as a major factor of the new design, the straight turbojet (although still the optimum cycle from a propulsion-efficiency point of view) would be unacceptable. So R-R's studies have concerned low- bypass-ratio turbofans without reheat, and "leaky" turbojets with reheat, as ways of reducing this problem. Both schemes make use of the existing combustor and h-p components of the Olympus 593. SUBSONIC 40,000lb, 178kN-65,0001b, 290kN CF6-6 CF6-50 JT9D:.: TJ JT9D-X^ SSSS^SKSSStSSSSI RB211-22I 1 mmmmmmmm^mm- 65,000lb General Electric CF6-6 (USA) Two-shaft turbotan. It was developed by GE with corporate financing as the prime power unit for the McDonnell Douglas DC-10. It uses the TF39 core engine to energise a new lVstage fan and 1-p turbine. The The first production Olympus 593 Mk 602 turbojets are fitted to Concorde 02, which should fly soon engine first ran in October 1968, flew in a Roeing B-52 test-bed the following year and powered the DC-10-10 on its first flight in September 1970—in which month the engine received FAA certification. The DC-10-10 entered airline service in August 1971. By October 1972 more than 250 CF6-6Ds (the definitive DC-10-10 version) had been shipped to McDonnell Douglas and the engine had established a high reliability record in service, barring a series of major failures originating in an oil-sump defect. More than '4 million engine hours have been flown by the airlines. The only other application is in a projected 200-seat Rtol version of the Airbus Industrie A300R. Also projected are the 41,0001b CF6-6D1 and 43,0001b CF6-6G. CF6-6D One-and-a-quarter-stage fan, 16-stage 1-p compressor, annular combustor, two-stage h-p turbine, five-stage 1-p tur- Mne. Take-off 40,0001b; bypass ratio 5-9:1; mass flow 1,3071b/ sec; pressure ratio 28-2:1; length 193in; diameter 93-7in; weight 7,4501b. General Electric GF6-50 (USA) Two-shaft turbofan. Based closely on the CF6-6, the higher-rated CF6-50 series powers the McDonnell Douglas DC-10-30, Airbus Industrie A300B and is being prepared for flight test in a Boeing 747. It is also speci fied for the twin-engined DCT0 project and as one of two alternative power units for Boeing's entry for the USAF's Advanced Medium Stol Transport (AMST) competition. Changes introduced in the CF6-50 include the addition of two booster stages fo the 1-p compressor and the deletion of the last two h-p compressor stages (15 and 16) and the first stage of the five-stage 1-p turbine. Variable-bypass-ratio valves have also been introduced between the 1-p and h-p compressors. The first 49,0001b CF6-50A ran in December 1969, with flight testing in a B-52 beginning in September 1971. First flight of the DC-10-30 was in June 1972 and deliveries to airlines started in November. First flight of the A300B was in October 1972 and deliveries to airlines are scheduled
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