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Aviation History
1974
1974 - 0043.PDF
FLIGHT International, 10 January 1974 39 ALFA ROMEO (Italy) Aviation Division, Alfa Romeo SpA. Divisional headquarters: 80038 Pomigliano D'Arco, Naples. Tel: 841 344. Subsidiary (51 per cent stake) of Finmeccanica, holding company of engineering division of IRI (Instituto per la Ricostruzione Industriale), State-controlled industrial holding group (which has 49 per cent stake). Alfa Romeo engages in motor-vehicle manufacture, and aero-engine manufacture and overhaul. Company assets Lr756,220 million, £531-8 mil lion, and Aviation Division employees, 1,000. Company turn over in 1972 up to Lr302,299 million, £212-6 million. Aero-engine work represents only a very small part of Alfa Romeo's overall activities, and mainly concerns licence manufacture of General Electric J85-GE-13A turbojets for Aeritalia G.91Y, together with participation in Fiat license manufacture of General Electric J79-GE-19 turbojets. Deliveries of the J85, which are behind schdeule, will end this year, and those of the J79, next year. Alfa Romeo also manufactures components for the J79-GE-11A and -IK, the General Electric CF6 and T58-GE-3 and -10, and the Rolls- Royce (1971) Tyne, Dart and Gnome: in addition the com pany overhauls a wide variety of commercial and military engines. Development programmes in which Alfa Romeo is, or will be, participating include the Pratt & Whitney JT10D turbofan (together with Fiat via a new joint company), the Turbo-Union RB.199-34R turbofan (via Fiat), and the pro jected Rolls-Royce (1971) 500-600 s.h.p. turboshaft. The company is understood to have recently signed a licence with United Aircraft of Canada for manufacture of the PT6T coupled turboshaft. ALVIS BRITISH LEYLAND UK (United Kingdom) Holyhead Road, Coventry CV5 8JH. Tel: Coventry 25501. Alvis British Leyland UK Ltd, as a subsidiary of British Leyland UK Ltd, was responsible for the Rover series of small aviation turbines until December 1972, when this aspect of the company's business was sold to Lucas Aerospace (see page 49): Alvis continues with its primary activities as a motor vehicle manufacturer, and also overhauls Leonides and Lycoming piston engines. ATLAS (South Africa) Atlas Aircraft Corporation of South Africa (Pty) Ltd. Head quarters: PO Box 11, Atlas Road, Kempton Park, Transvall. Tel: Kempton Park 975-9111. Subsidiary company of State-owned Armaments Develop ment and Production Corporation of South Africa Ltd. Atlas engages in aircraft and aero engine licensed manufacture. As South Africa's sole aero-engine concern, Atlas has until recently manufactured Rolls-Royce (1971) Viper 11 turbojets (under sub-licence from Piaggio) for Atlas-built Aermacchi MB.326M trainer/light attack aircraft. This year Atlas is to participate in joint manufacture with Aermacchi of more than 100 MB.326K close-support/trainer aircraft initially powered by the Viper 540, and then to be retrofitted later in the year with the Rolls-Royce (1971)/Fiat Viper 632-43. This higher-thrust version of the turbojet may be sub-license built by Atlas via Fiat. AVCO LYCOMING (USA) Avco Lycoming- Division, Avco Corporation. Headquarters: 550 South Main Street, Stratford, Connecticut 06497. Tel: (203) 378 8211. Division of public corporation engaged in financial services, recreation and land development, and engineering products and research, including manufacture of aircraft turbine and piston engines. Corporate assets $1,439 million, £615 million, and employees 30,000. Corporate turnover in 1972 down to $1,077 million, £460 million. With a divisional payroll of 4,260, Avco Lycoming is the world's leading manufacturer of turbine engines for heli copters, in which position it has suffered significantly from cutbacks by the US Army following termination of American involvement in Vietnam. The Division's 1,580,000 sq ft head quarters and plant at Stratford is government owned, the company-owned 800,000 sq ft Charleston, South Carolina gas- turbine overhaul plant having been sold in January 1973 at after-tax loss of $1-51 million, £630,000. Together with Avco Lycoming Williamsport Division, leading manufacturer of piston engines for general aviation, the aircraft-engine sector of Avco constitutes the major part of corporate aerospace sales, which in 1972 amounted to $222 million, £95 million. Within this sub-total, sales to the US government were just over half the $192 million, £82 million figure for 1971. Although sales of commercial aerospace products rose by 50 per cent during the same period, new turbine engines developed for proposed aero and non-aero applications did not produce significant sales during 1972, and are not expected to have a favourable effect on results until the present, 1974, trading year. Approximately three-quarters of the corporate order book for 1973 constituted orders for aircraft engines and other aerospace products. ALF301 Geared two-shaft turbofan. In its definitive ALF301-B version rated at 2,8941b, this high b.p.r. unit embodies the T5319A gas-generator section as core engine. Intended by Lycoming for air taxi, commuter airline and small business/general-aviation aircraft, the ALF301 has yet to find an application (apart from the Beech/HSA BH-200 project) and appears to be in abeyance to enable concen trated effort on the larger ALF502. ALF502 (F102) Geared two-shaft turbofan. First run as a complete unit in June 1971, the ALF502 is a de-rated com mercial version of the 7,0001b F102 military turbofan (see below). The engine embodies the gas-generator section of the T55-L-11B (LTC4B-12) turboshaft as its core and is under development for the Hawker Siddeley HS.146 short- haul transport (4X6,5001b ALF502-H) and Dassault-Breguet Falcon 30/40 commuter airliner (2X6,5001b ALF502-D). The HS.146 is planned to fly in December next year and enter service in 1977, while the Falcon 30/40 is in flight-test. Certification of the engine for these two major applica tions is scheduled for mid-1975 and autumn this year respectively. Flight-testing may be carried out using a modified HS.748 with one Dart turboprop replaced by an ALF502. On development, the engine has already exceeded 7,2001b and has potential up to at least 8,5001b. A possible derivative could embody a modified version of the Dowty- Rotol variable-pitch fan being developed for Rolls-Royce (1971 )/Snecma M45SD. It seems unlikely that R-R will par ticipate in licensed manufacture of the ALF502 for the HS.146, which leaves the new turbofan as potentially the most important engine in Lycoming's inventory for the future. Amplications and projects. Cessna Model 600 Fan jet (2X ALF502); Dassault-Breguet Falcon 25 (2XALF502); Dassault- Breguet Atlantic Mks 2A & 2B (2XALF502); General Dynamics feederliner project; Rockwell International/US Navy OV-10A Bronco derivative (2XALF502); Fokker-VFW P305 Commuter (2XALF502). ALF502-D Single-stage gear-driven fan and 1-p compressor, seven-stage h-p compressor, annular reverse-flow combustor, two-stage h-p and 1-p turbines. Take-off 6,5001b, bypass ratio 6:1; pressure ratio 10-7:1; mass flow 2401b/sec; length 56-8in; width 41-5in; height 49-5in; weight 1,2001b. F102 (ALF502) Geared two-shaft turbofan. Losing entry in the USAF's AX close-support aircraft competition, the F102 flew in the Northrop A-9A in May 1972 and continued development into 1973. Whereas early experience with the F102 aided the ALF502 programme, any future development of a military variant is likely to rely on the growing experience with the commercial model. Basic rating of the YF102-LD-100 (ALF502-A) was 7,2001b with an eventual military qualification rating of 7,8601b. LTC1 Company designation (variously as LTC1B, LTC1K, LTC1S etc) for T53 turboprop/turboshaft, see page 40. LTC4 Company designation (variously as LTC4B, LTC4R etc) for T55 turboprop/turboshaft, see page 40). LTC4V Free-turbine two-shaft turboprop and turboshaft. An advanced design of compact, low consumption, low specific weight engine which has been under development by Lycoming since 1968, so far without an application. The LTC4V-1 turboshaft development version is rated at 5,103 e.h.p. for an s.f.c. of 0-411b/h p./hr, and the projected LTC4V-4 at 10,206 e.h.p. for a similar s.f.c. Weights are only 5701b and 1,4801b respectively: The series has potential use as a core engine for ALF502 derivatives. LTP101 Free-turbine two-shaft turboprop. Preliminary de sign of this small new 610 e.h.p. turboprop started in 1972, based on use of the 592 s.h.p. LTS101 turboshaft as core engine. The main features are a rugged, compact, simple design offering "low cost of ownership" and substantial growth potential. The engine could be FAA-certificated by mid-1975 and has been proposed as an alternative to the Allison Model 250 in the GAF Nomad. Configuration is the same as that of the LTS101 but with the addition of propeller and propeller gearbox modules. Length 44in, width 16in, height 22in. LTS101 Free-turbine two-shaft turboshaft. Development test-
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