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Aviation History
1973
1973 - 0042.PDF
32 TURBINE ENGINES OF THE WORLD Pratt & Whitney TF30 (USA) Two-shaft turbofan. In basic form it powers the LTV A-7A, A-7B and some A-7Es. (See also 20,000-30,0001b sector entry.) Pratt & Whitney J52 (USA) Two-shaft turbojet. It provided the' basis for the JT8D civil turbofan. The latest version is the 11,2001b J52-P400 for McDonnell Douglas A4M and A4N Skyhawks. J52-P-408 Five-stage 1-p compressor, seven-stage h-p compres sor, annular combustor, single-stage h-p turbine, two-stage 1-p turbine. Take-off 11,2001b; mass flow 1431b/sec; pressure ratio 14-6:1; length 118-5in; diameter 38in; weight 2,3181b. Snecma M53 (France) Augmented single-shaft turbojet. The M53 was first bench-tested in February 1970 as a basic engine, and with afterburner in November of that year. It is intended to power fighter aircraft at Mach 2-5 initially, and at Mach 3 after further development, and is planned to be available for derivatives of the Dassault-Breguet F.l and G.8 within two years. Flight-testing in the starboard nacelle of a Cara- velle is due to begin in mid-1973. The first flight-standard M53 was delivered to the Melun-Villaroche test centre in August of last year. M53 Three-stage fan/l-p compressor, five-stage h-p com pressor, annular combustor, two-stage turbine. Take-oft 11,4661b and 18,7501b with afterburning; diameter 41in; weight 3,2001b. Snecma Atar (France) Augmented single-shaft turbojet. The main product of Snecma, with the 3,500th engine being delivered a year ago. The current production rate of Atar 09Cs for Dassault-Breguet's Mirage III and 5 is approxi mately 20 per month. The first delivery of an Atar 09K50 for the Mirage F.l was made early last year. The Atar 8K50, com prising the 09K50 without afterburner, was tested for the proposed Dassault-Breguet Super Etendard shipboard fighter. Atar 09K50 Nine-stage compressor, annular combustor, two- stage turbine, afterburner with variable convergent-divergent nozzle. Tumansky R-ll (USSR) Augmented turbojet. It powers the MiG-21MF with ratings of 11,2441b dry and 14,5501b with after burning, and is manufactured under licence (both engine and airframe) in India by Hindustan Aeronautics. Turbo-Union RB.199 (UK, Germany & Italy) Augmented three-shaft turbofan.- Eleven engines are scheduled to be on test by now at Bolls-Royce, Bristol; MTU, Munich; and Fiat, Turin for MRCA. Flight-testing under a modified HS Vulcan is planned to start this spring; MRCA's first flight is due in December. The main development contract for the engine and airframe was signed in August 1972. Nine prototype MRCAs are to be built, with tri-nation production commit ments for some 800 aircraft. RB.199-34R Three-stage fan, three-stage i-p compressor, six- stage h-p compressor, annular combustor, single-stage h-p turbine, single-stage i-p turbine, two-stage 1-p turbine, close- coupled afterburner with convergent nozzle and provision for thrust reverser. Take-off 9,0001b dry, 15,0001b with afterburn ing; weight approximately 1,8001b. Populated mainly by engines of long standing, e.g. the TF41/ Spey RB.168, J79, AL-5, AL-7, TF30, J52, Atar and R-ll, the 10,0001b-20,0001b sector contains two units of unique design— the J101 "leaky" turbojet and the RB.199 three-shaft turbofan. Both are competitors to. the extent that they were originally considered for the Northrop P-530 Cobra. Each of the pair has its own particular attributes, the J101 being obviously less expensive, but also less flexible and less economic; the RB.199 is a relatively more expensive unit specifically designed to meet the diverse requirements of MRCA. Both are timed to meet the needs of fighter and other military roles over the period 1975 to 1990. The M53 follows in the tradition of the Atar as a relatively simple and robust engine designed, together with Dassault- Breguet airframes, to provide indigenous equipment for the French Air Force which is also well suited to the needs and pockets of overseas markets, as was its predecessor, the Atar. It seems unlikely that the M53 will find application elsewhere. Snecma's M53 on the test bench. This engine will power a new generation of French combat aircraft, beginning with the Mirage F. I fighter and whatever aeroplane finally emerges from the Dassault G.8 deliberations FLIGHT International, 4 January 1973 GE's JI0I leaky turbojet seems certain to make a name for itself in the 1980s 5,0001b, 22.2kN-10,0001b, 45kN TF34. :.., v.,,.,.. . . ..,;...-..•.. Adour -.: •;> . . | | 10,0001b Avco Lycoming F102 (USA) Geared two-shaft turbofan. Under development to power the Northrop A-9A entry in the USAF's A-X contest, the F102 incorporates a T55 turboshaft gas generator as core engine plus the fan from Lycoming's PLF-1 high-bypass-ratio work of the early 1960s. The ALF-502 is the civil counterpart. A decision on the A-X is planned for March this year, with the winner being likely to receive orders to provide engines for up to 600 aircraft. The F102 is poten tially interchangeable with GE's TF34 in the competing Fair- child A-10A, while the TF34 can also be retrospectively fitted to the A-9A. The first run of an F102 took place in June 1971 and flight-testing in a North American AJ-2 began in January 1972. Two A-9As have flown. F102-LD-100 Single-stage fan plus two-stage "booster," eight- stage h-p compressor, annular combustor, two-stage h-p and
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