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Aviation History
1973
1973 - 1098.PDF
650 ADOUR DEVELOPMENT liveries of the first 48 engines for production aircraft begin next year. Ishikawajima Harima Heavy Industries holds a licence to manufacture the engine and eventually the majority of parts for T.2 engines will be made in Japan. By comparison with the new company Turbo Union, set up to manage the RB.199 for the MRCA, Rolls-Royce Turbo- meca is a much simpler organisation, reflecting the lower complexity of the project. Because of the difference in work-sharing and the greater disparity in experience be tween its members, the MRCA powerplant needs con siderably more definition than the Anglo-French engine. The most recent version to run was the RT.172-06 for the HS.1182, which spooled-up at Derby for the first time last February, two weeks ahead of schedule. This aircraft will fly in a year's time, and engines for the production air craft will be delivered in 1975 for service entry during the following year. For the Jaguar three series of engines are identified:- Bench engines Ten were built, five each by Rolls-Royce and Turbomeca. They are in use at Derby, Tarnos and the French Government establishment at Saclay for continuing development of the powerplant. Flight development engines Twenty-five flight develop ment engines were supplied for the Jaguar prototypes. Production engines There are two variants, Mk 101 and Mk 102. Mk 101 First production version, of which first 40 engines were built to this standard. Minimum ratings were 4,6201b dry and 6,9301b with afterburning, though all engines delivered had thrust levels well above these ratings. Mk 102 Second production version. The principal differ ence between this and the Mk 101 is the addition of a part- throttle reheat. The initial ratings of the early Mk 102s were 5,1651b dry and 7,3801b with afterburning. The slight FLIGHT International, 26 April 1973 The first Adour engine for the HS.II82 trainer 40 50 60 70 80 90 100 Throttle angle0 Characteristics of the part throttle reheat (PTR) system showing the variation of thrust with throttle angle obstruction in the jet tube caused by the presence of a second catalyst in later models causes a small reduction in thrust, to 7,3001b. Until production of the Mk 102 builds up both the RAF and the French Air Force will operate mainly single-catalyst engines, but Rolls-Royce Turbomeca has cleared four or five of the improved engines for flight, and has delivered two of them to the RAF. Reheat ignition on the Adour, as noted above, takes place through the agency of a catalyst, a technique derived from the Spey 25R of the British-built Phantoms. A small assembly containing a platinum-rhodium gauze generates the conditions required for spontaneous combustion to occur when a metered amount of fuel is introduced, and radial and circumferential channels propagate this flame across the burners. Mk 101 engines and initial Mk 102s had a single catalyst, but later Mk 102s have a second catalyst which improves the reliability of reheat light-up. The flight programme has demonstrated satisfactory light-up to speci fication altitude, and double-catalyst burners have extended the light-up envelope. Coupling an afterburner to a fan engine is a more diffi cult job than with a turbojet, and considerable effort was spent in overcoming problems with the system. One im portant change introduced during bench development, and before reheat development began, was the substitution of an annular bypass duct nozzle in place of individual flow mixers, to mix the cold and hot gas streams. The earlier type was found to cause higher-than-anticipated pressure losses and a rather high fuel consumption. This change necessitated a redesign of the reheat burner assembly. Quite extensive development testing, particularly in Derby's altitude chamber, was needed to overcome the twin problem of reliable ignition and satisfactory com bustion in the afterburner. The basic engine has been relatively free of troubles and has a high standard of mechanical reliability. The fire which destroyed Jaguar S-06 (the first British prototype) at A&AEE last year was due to a faulty compressor drum on which quality control action has now been taken. Shortage of engines to support the flight programme has been aggravated by the decentralised nature of the Leading data Mk 102 Take-off thrust, ISA, 7,380!b, 32-9kN with reheat, 5,1651b, 23kN dry; s.f.c. 0-945lb/hr/lb thrust (Mach 08 cruise, 39,000ft, dry thrust); bypass ratio 0-8; pressure ratio 11; weight, engine and reheat pipe, 1,6501b, 750kg. RT.172-06 Take-off thrust, ISA (10min rating) 5,200lb, 23-2kN; max continuous thrust, 4,650lb, 20-7kN; s.f.c. 0-7lb/hr/lb thrust; bypass ratio, 0-9; overall pressure ratio, 11; basic engine weight, 1,3071b, 594kg; overall length, 76-9in, 1 -953m; intake dia, 22-3in, 0-567m. Civil Adour Take-off thrust, ISA, 5,000lb, 22-8kN (flat rated to ISA + 4°C); overall pressure ratio, 10-45; bypass ratio, 0-87; air mass flow, 94lb/ sec, 43kg/sec; max turbine entry temperature, 1.380K; typical powerplant weight, engine and pod, 1,7151b., 780kg.
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