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Aviation History
1974
1974 - 0049.PDF
FLIGHT International, 10 January 1974 Potential applications are the Boeing 7X7 and similar designs. CF6-50 (F103) Two-shaft turbotan. Undoubtedly GE's most important engine today, the CF6-50 is an uprated deriva tive of the CF6-6 with applications in four different civil and military aircraft. By designing the original series of turbo- tans to facilitate introduction of core-engine booster stages and other component changes, GE was able (at some ex pense), to step ahead of the competing P&W JT9D and R-R (1971) RB.2H to produce an engine in the 50,0001b bracket. This resulted in the successful launch of the long-range DC-10-30, selection of the CF6-50 to power the Airbus Industrie A300B, and intrusion by GE into P&VV's domain via the heavier Boeing 747-300. For the USAF, the FI05 military counterpart version has been chosen for the Boeing YC-14 AMST (Advanced Medium Stol Transport), and for the AANCP ( Advanced Airborne National Command Post I version of the 747-300. As the 49,0001b CF6-50A, the engine entered service in the DC-10-30 in December 1972 and has now flown some 150,000hr in service with 12 airlines. In-flight shutdown and unscheduled removal rates are currently around 0-09 and 0-37 per 1,000 engine hours. Deliveries of the CF6-50 already exceed 220. FAA certification ol the 51,0001b CF6-50C and the 52,5001b CF6-50E was completed in November last year, 18 months ahead of schedule; deliveries of the? CF6-50C for the DC-10-30 started in December. The next major step is certification of the A300B, which is now imminent, followed by introduction into service in March. Last week the company announced a new version, with 10 per cent thrust increase to 54,0001b, designated the CF(i-50.I. Certification is planned for December 1975. Interchangeable with the existing Cf'li-50. it will also have a 2 per cent lower s.f.c. mm 1' :<*.?? 'A. m S'JHSJ en ij "••V -, "'".-aj,-- I 'Jta Pip &A il'iL fi -TPflt»M fit Mi First G£ FI0I being prepared for shipping to Rockwell for the 8-/ bomber Applications and projects. Airbus tndustrie A300B2 and A300B4 (2X49,0001b CF6-50A or 2X51,00011) CF6-50O; Boeing 747-300 and -300 B (4X51,000lb CF6-50D or 4 X 52,5001 b CFK-50E); Boeing 747-300 AANCP (4X51,000lb 1T03-GE-100); Boeing YC-14 (2X51,0001b FI03-GE-I00): McDonnell Douglas DC-10-30 13X 51,0001b CF6-50C): McDonnell Douglas DC-I0 Twin (2X51,0001b CFB-50O. CF6-50A Single-shaft fan and three-stage i-p compressor, tourteen-stage h-p compressor, annular combustor, two-stage h-p turbine, four-stage l-p turbine. Take-off 49,0001b; bypass ratio 4-4:1; pressure ratio 30:1; mass flow l,451lb/sec; length 190in; width 93-7in; height iOBin; weight 8,3251b. CF700 (TF37) Two-shaft aft-fan engine. The CF700 uses the same gas-generator and many of the same accessories as the CJ610 (,185) series of turbo jets. The turbofan has two active applications, the Dassault-Breguet Fan Jet Falcon 20 (2X4,2501b CF700-2D or 2X4,315lb CF700-2D-2), and the Rock well International Sabre 75A (2X4.3151b CF700-2D-2). The Falcon 20 is one of the most successful business jets, with about 300 now on order, and the Sabre 75A, which was pre viously powered by P&W JT12A-8 turbojets, was FAA-certi- ficated in November 1973 and already has a backlog of 25 orders. The CF700 may also be chosen to re-engine the Israel Aircraft Industries Westwind .1123 as the Westwind 1124. The TF37 is the military counterpart. CF700-2U-2 Eight-stage compressor, annular combustor, two- stage compressor turbine, single-stage fan turbine. Take-oft 45 4,3151b; mass flow 841b/sec; length 75-6in; diameter 36-lin: weight 7371b. CFM56 Two-shaft turbofan. This is a joint venture with Snecma to develop a 10-12 tonne commercial turbofan based on the use of the core engine from the GE F101 mili tary turbofan (see page 561. CJ610 (J85) Single shaft turbojet. Commercial derivative of the J85 military turbojet, the CJ610 has flown more than 1-5 million hours powering business twin-jets. Its most popular applications are the Learjet Models 24 and 25, of which the 400th was delivered in October 1973, with orders in hand for a further 100. To meet the noise requirements of FAR Part 3(i, GE is working with Learjet on development of an eight lobe noise-suppressing tailpipe for use on the CJ6I0 power ing the Models 24 and 25. Flight-testing of the new tailpipe was scheduled to have started at the end of last year. Applications and projects. Gates Learjet Model 24D and 25B 12 X 2,9501b CJ610-6); Israel Aircraft Industries Westwind 1121 (2x2,9501b CJ610-5); Israel Aircraft Industries Westwind 1123 i2X3,l()()lb CJ6I0-9); National Aerospace Laboratory I Japan- Experimental Vtol (lX3,IO01b CJ610-9I. CJ6/0-tf/9 Eight-stage compressor, annular combustor, two- stage turbine. Take-oft 3,1001b; pressure ratio 6-3:1; mass flow 4401b, sec; length 45-4 in (CJ610-8I and 51 lin IC.1610-9): weight 4071b (CJ6I0-8) and 4171b (CJBIO-9). CT58 Free-turbine two-shaft turboshaft. Civil version of the T58 military engine. CT64 Free-turbine two-shaft turbos-haft and turboprop. Civil version of the T64 military engine. FI01 Augmented two-shaft turbofan. The F101 is under de velopment for the Rockwell International B-1A Mach 2-2 strategic bomber for the USAF. Incorporating technology gained from the former GE9/Amsa and F1DO/F400 demon strator-engine programmes, the F101 had run well over l,200hr of testing by mid-1973, and was planned to have completed its PFRT I Preliminary Flight Rating Test) in October. Three prototype B-lAs are under construction, the first being scheduled to fly in April. A production decision is expected in July next year — this would enable the bomber to enter service with the USAF early in 1980. The antici pated order is for 240 aircraft. GE has a contract to design, develop, build, test and supply 27 FlOls in support of the B-IA llight-test programme. The reported cost of engine de velopment to date is approximately $300 million, £128 million. The core engine of the F101 has been adopted lor the join! GE/Snecma CFM56 turbolan and, in scaled down form, for the General Electric J101 turbojet. FIOI-GE-IOO Two-stage fan, nine-stage h-p compressor, an nular combustor, single-stage h-p turbine, two-stage l-p tur bine, fully modulated afterburner with variable-area primar\ and secondary nozzles. Take-oft 17,0001b basic, rising with re heat to approximately 30,0001b; bypass ratio approximately 2:1; pressure ratio 27:1; mass Mow approximately 3501b/sec; length 18tin; diameter 55in; weight approximately 4,0001b. F103 (CF6-50I Two-shatt turbotan. This is the military counterpart of the commercial CF6-50. J79 Single-shaft turbojet with afterburner. The J79 is the most important US Mach 2 turbojet with extensive applica tion in the Lockheed F-104 and McDonnell Douglas F-4. Manufacture has been licensed to Motoren- und Turbinen- Union, Fiat, Fabriquc Nationale, Orenda and Ishikawajima- Harima Heavy Industries. The engine has been in produc tion at GE since 1956 and, together with units manufactured by licensees, more than 15,000 ,179s have been built. Applications and projects. Israel Aircraft Industries Barak (1 X 17,0001b A/B J79-GE-17); Lockheed F104C and D (1 X 15,8001b A/B J79-GE-7A); Lockheed F-104G and J (1 X 15,8001b A/B J79- GE-11A); Lockheed F-104S ( I X I7.900lb A/B J79-GE-19); McDonnell Douglas F-4A and -4B, and RF-4B (2 X 17,0001b A/B J79-GE-8); McDonnell Douglas F-4E and -4J (2X 17,9001b A/B J79-GE-10 or -17); McDonnell Douglas F-4C and RF-4C (2X 17,0001b A/B J79-GE-15); Bockwell International RA-5C (2XI7,900lb A/B J79-GE-10); Rockwell International NR-349 (3X 17,9001b A/B J79-GE-10). J79-GE-I7 Seventeen-stage compressor, annular combustor, three-stage turbine, close-coupled afterburner with variable- area convergent-divergent nozzle. Take-off 11,8701b basic rising with re-heat to 17,9001b; pressure ratio 13-5:1; mass How 170-Olb/sec; length 208-7in; diameter 39-lin; weight 3,8361b. J85 (CJ610) Single-shaft turbojet with afterburner. The J85 is used extensively in light fighter/trainer aircraft, with
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