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Aviation History
1975
1975 - 0036.PDF
18 Directory TURBINE ENGINES OF THE WORLD The first five operational FlOOs were shipped by P&W in June 1974. The F100 also powers the General Dynamics YF-16 light weight fighter (1 X 19,0001b F100-PW-100) for the USAF which made its official first flight in February 1974. By July last year, F100 flying time in the F-16 and YF-16 exceeded 5,000hr and total ground testing amounted to a. further 15,000hr. The status of the F-15 F100 engine as UAC's dominant product through to 1980 could be further strengthened should the YF-16 be selected as either the USAF's new Air Combat Fighter (ACF) or Nato's replacement fighter for the F-104. F100-PW-100 Three-stage fan, ten-stage h-p compressor, annular combustor, two-stage h-p and 1-p turbines, close-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, F401 Augmented two-shaft turbofan. The F401, which shares certain components in common with the F100, has been under low-key development for the US Navy to power tho Grumman F-14B (2 X 28,1001b with afterburner F401-PW-400), first flight of which took place in September 1973. The engine is also being developed with a special exhaust diverter valve system for the Rockwell International XFV-12A V/Stol fighter being built for the Navy, With the turbofan's continuing failure to complete its OOhr substantiation tests, the F401 was threatened with termina tion in September last year. Selection of the F401 for several of the entries in the US Navy's VFAX strike fighter project has increased the pressure to retain the engine in development. The configuration of the F401 is similar to that of the F100 except for an additional booster stage behind the fan. F402 (Pegasus) Two-shaft vectored-thrust turbofan. A pro gramme-definition study has been undertaken by Pratt & Whitney and Rolls-Royce to provide data for a possible joint development by the two companies of the 24,5001b R-R Pegasus 15 to power an advanced version of the Harrier. A parallel programme-definition study on the airframe aspects of this fighter has also been completed jointly by HSA and McDonnell Douglas. It seems unlikely at present that the engine-airframe combination will be developed either as a joint venture or as a US project. The 21,5001b Pegasus 803 is already in service in America powering the AV-8A, with the US Navy/Marine Corps designation of F402-RR-401. Asoriginally delivered, these aircraft were powered by the 20,0001b Pegasus 802/F402-RR-400. J52 Two-shaft turbojet. Latest version is the 11,2001b J52- P-400 for the McDonnell Douglas A-4M and A-4N Skyhawks. J52-P-400 Five-stage 1-p compressor, seven-st^ge h-p com pressor, 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. J60 (JT12A) Single-stage turbojet. Military version of the JT12A, this turbojet powers the Lockheed C-140 (4 X 3,0001b J60-P-5), Rockwell International T-2B Buckeye (2 x 3,0001b J60-P-6) and Rockwell International Sabreliner (2 x 3,0001b J60-P-3). FLIGHT International, 2 January 1975 JFTD12A (T73) Free-turbine two-stage turboshaft. The most powerful helicopter turbine in service in the West, the JFTD12 uses the JT12 turbojet as gas-generator. The engine's sole application in both its commercial and military (T73) forms is the twin-engined Sikorsky S-64. Latest versions are the 4,800 s.h.p. JFTD12A-5A and T73-P-700. T7S-P-700 Nine-stage compressor, cannular combustor, two- stage compressor and power turbines. Direct drive. Take-off 4,800 s.h.p.; mass flow 5111b/sec; pressure ratio 6-75:1; length 99in ; diameter 20in; weight 9801b. JT3D (TF33) Two-shaft turbofan. The JT3D remains in modest production for the Boeing 707, mainly for the Chinese order for ten aircraft and 80 engines. By early last year, 5,565 JT3Ds had been ordered, of which 5,400 had been delivered. For any new 707s to be operated by US-registered airlines, the JT3D now has to meet FAA FAR. Part 36 noise requirements. To this end, Boeing has flight-tested an aircraft fitted with quiet nacelles, but this involves use of annular intake splitters and may not prove satisfactory, owing to the risk of icing, as a production installation. A more basic Nasa-financed programme to design and develop a new, quiet single-stage fan for the JT3D was terminated two years ago, both as a budget economy and because only an estimated nine per cent of the US domestic fleet in the early 1980s will comprise JT3D-powered 707s or DC-8s. Mean while the JT3D, which was the first turbofan to exceed 100 million hours flying in service, has achieved record times in operation without removal for maintenance; a JT3D-3B installed in an American Airlines 707-323B in September 1969 had not been removed 20,000 flying hours later in November 1974. The TF33 is the military version of the JT3D. The latest application for this engine, the Boeing E-3A is to make its first flight next month. Applications and projects. Boeing E-3A Awaes (4 x 21,0001b TF33-P-7); Boeing 707-120B and 720B (4 X 17,0001b JT3D-1); Boeing 707-120B, 320C and 720B (4 X 18,0001b JT3D-3B); Boeing 707-320 (4 X 19,0001b JT3D-7); Boeing 707-500 (4 X 18,0001b JT3D-3B or 4 X 19,0001b JT3D-7); Conroy Virtus (4 X 21,0001b TF33-P-7/JT3D-8A); McDonnell Dougfas DC-8 Series 50 (4 X 18,0001b JT3D-3B); McDonnell Douglas DC-8-62 and 63 series (4 X 19,0001b JT3D-7). JT3D-7 Two-stage fan and six-stage 1-p compressor, seven- stage h-p compressor, cannular combustor, single-stage h-p turbine, three-stage 1-p turbine. Take-off 19,0001b; bypass ratio 1-43:1; mass flow 4721b/sec; pressure ratio 13-5:1; length 136-6in; diameter 53in; weight 4,2601b. JT8D Two-shaft turbofan. By February last year more than 6,600 JT8Ds were in service and the turbofan had accumulated more than 70 million hours flying with over 140 operators world wide. The 1,000th Boeing 727, the JT8D's leading application, was rolled out in November 1973, and production continues at eight or nine a month. These and other statistics make the JT8D the world's most successful commercial turbofan. Thrust ratings have grown from 12,2501b to the 16,0001b of the JT8D-Z7, which was FAA-certificated in February 1974, and the future for the engine is being further enhanced by Nasa-financed work to refan the JT8D and fly it in acoustically-treated nacelles in a DC-9. This variant, the 16,6001b JT8D-109, first ran early last March, and should take the air in the modified DC-9 this month or in February. Recently proposed new installations for the turbofan include the Boeing Advanced 727-200 and 727-300, with either three 16,0001b JT8D-17s or three refanned JT8D-117s (alias JT8D- S158) of 18,0001b; and the McDonnell Douglas DC-9-60with two of either of these versions. More recently the 16,4001b-thrust JT8D-17R, with a contingency rating of 17,4001b, has been proposed for the 727-300 and long-range 727-200B. Last month Boeing and United Airlines announced plans to draw up specification for another derivative, the 727-300B, with 157 passengers and fuselage lengthened by 220in. This would have a new engine, the 19,0001b JT8D-217, with lower s.f.c. and decreased noise level. Latest JT8D-powered aircraft to enter service was the Dassault-Breguet Mercure in April last year; poor sales response, however, has decided Dassault to cease produc tion after the ten aircraft at present on order. For the USAF, the JT8D powers the McDonnell Douglas YC-15 AMST, first flight of which is planned for the first half of this year.
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