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Aviation History
1974
1974 - 0054.PDF
50 TURBINE ENGINES OF THE WORLD facture of the R-R Tyne turboprop is at, or near to, its con clusion. MTU is prime contractor, with a 35 per cent share, in joint manufacture of another GE engine, the T64-GE-7 turbo- shaft for Sikorsky CH-53G helicopters. For a third GE powerplant, the CF6-50 turbofan for the A300B, MTU has an 11 per cent share and supplies hot-end components for final assembly by Snecma. In support of the Franco-German Alpha Jet trainer programme, MTU is to have a 22-6 per cent share in manufacturing the Turobmeca-Snecma Larzac 04 turbofan—a share reduced from an original figure of 25 per cent and lacking any participation in development work despit a high proportion of German Government financing in the Larzac development programme. With Detroit Diesel Allison, MTU last year concluded a licence agreement for manufacture, sale and service support of the Model 250-C20 turboshaft and 250-B17 turboprop, and future growth versions. In this connection MTU is developing the power-transfer sys tem for the Model 250-G20 selected for the Dornier Do 34 Kiebitz drone. Major development activity of the company concerns its participation, via a 40 per cent holding in Turbo- Union Ltd, in the RB.199-34R programme for the MRCA. MTU's development share is 42-5 per cent. The RB.199 should provide a third of MTU's production work-load by the late 1970s. Announced during 1973 was a proposed joint develop ment programme on the new P&W JT10D commercial turbo fan, with MTU as one of the European partners. No further statements have been forthcoming as to progress with this project. Thirdly, MTU is a partner with Alfa Romeo in the development of a proposed new R-R 600 s.h.p. turboshaft. MOTORLET (Czechoslovakia) Motorlet NC. Headquarters: Prague-J inonice. National corporation engaged in aircraft turbine and re lated light-engineering manufacture. Sales include those to Communist-bloc and other overseas countries. Sole Czech aircraft turbine design, development and manufacture con cern, Motorlet has built some 5,000 of its 1,9621b M701 turbo jets for the Aero L-29 Delphin trainer. Current production activity concerns licensed-manufacture of the Ivchenko AI-25 turbofan to power the Aero L-39 trainer. Built under the name Walter Titan, this engine has an initial rating ol 3,3001b, with development reported by Motorlet of 3,9701b AI-25WM version with a two-stage fan and air-cooled h-p turbine. (See Ivchenko entry, page 48, for description!. Thirdly, Motorlet has been developing the M601 turboprop with initial and growth versions rated at 550 and 700 e.h.p. NASA (USA) Lewis Research Centre, National Aeronautics and Space Administration. Headquarters: Cleveland, Ohio. Low-cost Turbojet Mkl Single-shaft turbojet. Nasa and the US Navy have a co-operative programme to assess the viability of low-cost turbojet engines for drones and missiles. The Mkl version of the turbojet, rated at 6501b, started development testing at the USN Naval Weapons Centre last year, and is to be static tested in the Rockwell International Turbo Condor air-to-surface missile. The engine, one of a series of five being built, has a four-stage cast compressor, annular combustor and single-stage cast turbine. Pressure ratio is 4:1, and will be boosted in a sixth, Mk2 version of the engine with a zero-stage compressor. The programme, which had non-military origin, could possibly provide a low- cost core engine for a small general-aviation turbofan. PIAGGIO (Italy) Aero Engine Division, Industrie Aeronautiche e Meccaniche Rinaldo Piaggio SpA. Headquarters: Viale Brigala Bisagno 14, 16129 Genoa. Tel: 540 521. Private company engaged in aircraft, aircraft turbine engine, rolling stock and industrial vehicle manufacture. Employees 1,200. Licensed manufacture is proceeding of the Rolls-Royce Viper 11, 526 and 540 turbojets to power Macchi MB326 trainers (the more powerful Viper 600 series being the sub- jet of a separate agreement with Fiat). Piaggio has granted a sub-licence for the Viper 11 and 540 to Atlas Aircraft. Licensed manufacture is also underway of Avco Lycoming T53-L-13A and T55-L-1IA turboshafts for Agusta-Bell 204B and 205, and Agusta-Boeing Vertol CH-47C helicopters. FLIGHT International, 10 January 1974 PRATT & WHITNEY AIRCRAFT (USA) Pratt & Whitney Aircraft Division, United Aircraft Corpora tion. Headquarters: Bust Hartford, Connecticut 06108. Tel: (203) 565-4321. Largest division of public company engaged in aircraft, industrial and marine turbines, helicopter and aerospace systems manufacture. Corporate assets $1,224 million, £523 million, and employees 63,850. Corporate sales in 1972 down slightly to $2,024 million. £865 million, of which $1,461 million, £624 million represented sales of gas-turbines. P&W em ployees about 42,000. As the West's largest manufacturer of aircraft gas-tur bines, P&W (with United Aircraft of Canada and of West Virginia) contributes just under 75 per cent of United Air craft's annual turnover. The slight decline from 74 per cent in 1970 to 72 per cent in 1972 appears to be in process of reversing itself, and turbine sales during the first three quarters of 1973 were back up to 74 per cent of the Cor porate total. The actual figure of $1,222 million, £522 million at September 30 contrasted well with the $1,046 million, £446 million at the corresponding point in 1972. At their nine-month rate, corporate sales seem likely to produce over $2,200 million. £940 million for the year. This would give around a 10 per cent increase over 1972, but still quite a way below the 1968 record figure of $2,500 million £1,068 million, especially when considering the subsequent fall in the value of money. For some while yet, United Aircraft's greatest achieve ment is likely to be its ability not to have been bankrupted when absorbing $137 million, £58-5 million of excess JT9D costs in its 1971 accounts. In the reverse sense, when UAC failed to agree with Signal Cos on a merger price last September, it let pass what in retrospect looks like having been a golden opportunity to have insulated itself against the worst effects of the Present economic crisis—Signal's July North Sea oil find oil the East Shetlands now presum ably being worth considerably more than even Signal was bargaining on. Meanwhile, UAC continues to seek other opportunities for mergers or acquisitions in its programme tor diversification away from undue dependence on US Government—and aerospace business. Ategg (PWA 535) Single-shaft core engine. P&W's entry in the joint USAF/USN Ategg (Advanced Turbine Engine Gas Generator i programme, the PWA 535 is older and some 30 per cent smaller than GE's core engine. To update its technology and introduce new low-cost ideas, the Air Force has funded P&W to develop a new compressor and com bustor, to be run initially with the existing turbine, and the Navy is paying tor a new turbine to be added later. Sub sequently, the (in effect) new core engine will be tested with a fan and l-o turbine to be supDorted by the Air Force and Navy respectively. F100 Augmented two-shaft turbofan. The F100 was selected in February 1970 for development as the power unit for the McDonnell Douglas F-15 air-superiority fighter (2 X 27,0001b A/B F100-PW-100) for the USAF. It was intended that a joint development programme would be run with the P&W F401, chosen to power the US Navy's Grumman F-14B air superiority fighter; the two turbofans have the same core engine, but the IT00 has a smaller fan and afterburner to optimise its operation lor the supersonic (as opposed to loiter) role. Cost problems with the F-14A version of the Navy aircraft have, however, greatly reduced the develop ment effort on the F401. After a series of unsuccessful attempts, the F100 in September last year successfully com pleted its official 150hr ground test, described by P&W as "the most stringent required of any military jet-engine in history." The Defence Department then fully supported a contract option worth $93-7 million, £40 million for FI00 series production. At the same time the DoD exercised a further contract option for F100 component-improvement engineering value at $106 million, £45.3 million, covering the first twelve months of the programme. At that time, ten F-15s had completed the equivalent of 2,000 FIO0 flying hours. The F100 has also been selected to power the General Dynamics YF-16 lightweight fighter (1 X 19,0001b F100-PW-100) for the USAF, planned to make its first flight this month. The F100 will be UAC's dominant product through to 1980. F100-PW-100 Three-stage fan, ten-stage h-p compressor, annular combustor, two-stage h-p and 1-p turbines, clore- coupled afterburner with "balance-beam" convergent- divergent nozzle. Take-off 19,0001b rising with reheat to 27,0001b; length 191in; diameter 37in; weight under 3,0001b. F105 (JT9D) Two-shaft turbofan. This is the military designa tion of the JT9D commercial turbofan, see page 51.
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