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Aviation History
1973
1973 - 0032.PDF
24 Mainstay of the world's long-haul airline fleets, the P&W JT3D is the subject of a Nasa contract to investigate the feasibility of new, quieter fans TURBINE ENGINES OF THE WORLD influences that, although in terms of production potential the JT8D is a more worthy project, cycle limitations of the smaller engine reduce the possible increase in bypass ratio. Also there is the difficulty of retrospectively fitting the larger JT8D in the 727 centre-engine installation. The re-fanned version is designated JT8D-NFF and offers an increase in take-off thrust and reductions in s.f.c. and noise. Production of the JT8D-powered Aerospatiale Caravelle ceased last year, but there is a likely requirement for the 14,5001b JT8D-9 to power 25 or 26 Kawasaki C-l military transports. JT8D-15 Two-stage fan and four-stage 1-p compressor, seven- stage 1-p turbine, three-stage 1-p turbine. Take-off 15,5001b; bypass ratio 0-99:1; mass flow 3231b/sec; pressure ratio 18:1; length 120in; diameter 42-5in; weight 3,3101b. Rolls-Royce RB.163 Spey (UK) Two-shaft turbofan. The declining production rea.uirement for the Spey to power the BAC One-Eleven series is being offset by an expanding order book for the Hawker Siddeley Trident series, stimulated by orders from China for 20 Trident 2Es and Super Trident 3Bs. Deliveries of the Spey are also being made for the Grumman Golfstream 2 and Fokker-VFW F.28, for which R-R is uprating the 9,8501b Spey 555. Other versions are the 12,5501b Spey 512-14DW for the One-Eleven 475 and 500 and the 11,9301b Spey 512-5W/50 for the Trident 3B. In addition, R-R is develop ing a retrofit "hush-kit" for potential application to some 1,200 Speys in world-wide service. There is also a Spey deriva tive, the RB.226 of 17,6401b-19,8401b thrust, projected for future Stol transports. Spey RB.163-25 Mk 512-14DW Five-stage fan/l-p compressor, 12-stage 1-p compressor, cannular combustor, two h-p and two 1-p turbines. Take-off 12,0001b dry and 12,5501b wet; bypass ratio 0-7:1; mass flow 2061b/sec; pressure ratio 20-7:1; length 125in; width 41in; height 45in; weight 2,4901b. Rolls-Royce/Snecma M45 series (UK & France) Two-shaft turbofans. The basic version is the 7,4731b M45H-01 being developed for the VFW-Fokker 614; seven engines have com pleted approximately 3,000hr bench and flight testing, and two 614s are flying. R-R and VFW-Fokker signed a contract in October 1972 covering production and delivery of M45H Mk 501s for the 614, including guarantees of compensation to R-R if VFW does not require more than certain number of engines. The M45H also provides a basis for a demonstrator for full-scale testing of Dowty Rotol's variable-pitch fan. Under the designation M45SD (RB.410), a demonstrator engine is planned to run about the middle of next year. There is a possibility that a v-p fan unit could provide a suitable Rolls-Royce/Snecma M45H turbofans for the VFW 614 feederliner, at R-R's Coventry plant FLIGHT International, 4 January 1973 candidate for development and production by the European engine group. Also proposed are a series of M45H turbofan and turboshaft derivatives, with ratings extending to 18,5001b and 8,750 s.h.p. respectively. M45H-01 Single-stage fan and five-stage 1-p compressor, seven- stage h-p compressor, annular combustor, single-stage h-p turbine; three-stage 1-p turbine. Take-off 7,4731b; bypass ratio 2-85:1; mass flow 2331b/sec; pressure ratio 18-8:1; length 116in; diameter 42-9in; weight 1,5001b. Soloviev D-20P (USSR) Two-shaft turbofan. Its sole applica tion is the Tupolev Tu-124. D-20P Three-stage fan, eight-stage h-p compressor, cannular combustor, single-stage h-p turbine, two-stage 1-p turbine. Take-off 11,9051b; bypass ratio 1:1; mass flow 2491b/sec; pres sure ratio 13:1; length 130in; diameter 38-3in; weight 3,2401b. With the exception of the M45H, engines in the 10,0001b- 20,0001b sector are well past the peak of their product-life curve. A major question mark hangs over the JT3D and JT8D as to whether current investigations will confirm that the benefits from re-fanning the engines warrant the costs likely to be involved—if so, the two turbofans could be given a useful lease of new life. The JT8D in any case still has a sizable production run to go. The noise-reducing proposals for the Spey are less radical and are proportionately cheaper. The future for the M45H remains controversial in view of the present limited interest in the 614, and there appear to be no further applications in the offing, partly because of engine price. Impending modification of the M45H to test the Dowty Rotol v-p fan with reduction gearbox could well open the door to use of the engine at a higher rating to power projected quiet Rtol and Stol designs. Here the Anglo-French turbofan would be unique. 5,0001b, 22kN-10,0001b, 445kN CF34 | M45 Series j 1 | ~j 15,0001b Avco Lycoming ALF-502 (USA) Geared two-shaft turbofan. As Lycoming's first serious venture in fixed-wing turbine pro pulsion, the ALF-502 uses the T55 turboshaft gas generator as a core engine. Derived from the earlier, lower-rated, ALF-501, the present version has been selected to power the Dassault- Rreguet Falcon 30 and in its military F102 form is already flying in the two Northrop A-9A prototypes. First flight of the Falcon 30 is scheduled for March and it is to be powered by the 5,5001b ALF-502D model. Hawker Siddeley has also selected the 6,5001b ALF-502H for its HS.146 four-engined
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