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Aviation History
1975
1975 - 0038.PDF
20 Directory TURBINE ENGINES OF THE WORLD JT12A (J60) Single-shaft turbojet. As the commercial counter part of the military J60, the JT12A powers the Lockheed Jet- Star Dash 8 (4 X 3,3001b JT12A-8) and the Rockwell Inter national Sabre 75 (2 x 3,3001b JT12A-8). Later versions of both aircraft are now powered by competing turbofans. JT12A-8 Nine-stage compressor, cannular combustor, two- stage turbine. Take-off 3,3001b; mass flow 50-51b/see; pressure ratio 6-7:1; length 78in; diameter 22in; weight 4681b. STJ442 (Sete) Single-shaft turbojet. Pratt & Whitney is a phase 2 participant in the US Navy's Supersonic Expendable Turbine Engine programme to develop a small throw-away turbojet for future tactical cruise missiles. The P&W design, the STJ442, has a five-stage compressor with a one-piece drum rotor, annular combustor and single-stags? turbine. The unconventional manu facturing and assembly techniques for the compressor rotor are the main subjects for research under its current contract. T73 (JFTDI2A) Free-turbine two-shaft turboshaft. This is the military version of the commercial JFTD12A commercial helicopter engine. TF30 Augmented two-shaft turbofan. This is the most widely used augmented turbofan in America, powering all versions of the General Dynamics F-lll and the Grumman F-14A, produc tion of both of which continues this year. Without afterburner it is also used in certain versions of the LTV A-7. Production orders for the F-14A were considerably boosted during 1974 by orders from Iran for a total of 80 aircraft, with delivery starting in 1976. An F-lll is to be test-flown in June this year with one of its two TF30-P-9 turbofans modified to incorporate a new and comprehensive Honeywell propulsion control system. This work forms part of the XJSAF/IJSN Joint Technology Demonstrator Engine (JTDE) programme, with the control system being designed for use with variable-cycle engines. Applications and projects. General Dynamics P-111 A, C, E and K (2 X 18,5001b A/B TF30-P-3); General Dynamics FB-111A (2 X 20,3501b A/BTF30-P-7); General Dynamics F-11 ID (2 x 19,6001b TF30-P-9); General Dynamics F-111F (2 X 25,0001b TF30-P- 100); Grumman F-14A* (2 X 20,0001b TF30-P-412); Lockheed F-204 Lancer (1 X 25,0001b TF30-P-100); LTV A-7A(1 X U,3501b TF301-P-6); LTV A-7B (1 X 13,4001b TF30-P-408). TF33 (JT3D) Two-shaft turbofan. This is the military version of the commercial JT3D turbofan. Variable Cycle Engine Two-shaft turbofan. Pratt & Whitney and GE are studying variable-cycle engine concepts for a possible future American SST. This work is part of Nasa's AST (Advanced Supersonic Technology) programme. The present P&W design is a two-shaft turbofan with a two-stage fan on each spool, the core engine being integral with the 1-p spool and taking its air at the exit face of the 1-p fan. Between the two fans, a novel form of alternate inlet and outlet ducts directs the l-p bypass air into an annular ejector-type noise-suppressor surrounding the rear of the engine, and takes in a separate, additional flow of air into the h-p fan. In this mode, the two fans operate in parallel to give maximum bypass ratio for low-noise take-off. With both sets of ducts retracted, the fans operate in series to supply relatively high-pressure air for duct-burning in the h-p fan bypass duct surrounding the core. In this mode the engine performs as a high-pressure duct-burning turbofan for supersonic cruise. In addition, P&W is participating in the TJSAF/TJSN Joint Technology Demonstrator Engine (JTDE) programme aimed at eventual development of a variable-cycle engine. Under USAF and/or USN funding, P&W is developing variable-area h-p and 1-p turbines, a v-p fan, h-p compressor, high-temperature com bustor, and small-scale variable-area exhaust nozzle models. FLIGHT International, 2 January 1975 ROLLS-ROYCE (United Kingdom) Rolls-Royce (1971) Ltd. Headquarters: Norfolk House, St James's Square, London SW1Y 4JS. Tel: 01-839 7888. Government-owned public company engaged in aero and non- aero gas-turbine manufacture. Corporate employees 65,000, and sales in 1973 up to £432 million, $1,003 million, including £220 million, $511 million exports. Significantly the largest aero-engine concern in Europe, Rolls- Royce has fully overcome its financial crisis of four years ago and is now a steadily expanding business, albeit based on a single type of product—gas turbines. By the third quarter of 1974, turnover for the full year was expected to be around £500 million, SI,161 million, with an increased payroll of about 65,000. These figures may now need some qualification in the light of the five-week strike at the company's Scottish factories during the fourth quarter. This was settled only by a critically high wage award and resulted in the loss of some £50 million, $116 million, sales and £15 million, $34-8 million, profit. By the second half of the year the company's order-book had risen to well over £800 million, $1,858 million, including about £100 million, $232 million, orders for industrial and marine derivatives of R-R aero turbines. Some of this business extends well into the 1980s, with a considerable amount of additional business for spares reaching "well into the 1990s. With the demise during 1973 of the "caretaker" management which had assumed control following the February 1971 bank ruptcy, new top management from outside was appointed by the Government towards the end of the 1973. Its main objectives are to restore the company's viability and regularise its capital structure. Towards this latter end, the Government in June 1973 agreed to an interim arrangement amounting to £112 million, $260 million, composed of £80 million, $186 million, Government- held equity, and £32 million, $74 million, Government loan. Further negotiations have proceeded concerning the company's longerrterm needs regarding equity, assistance with re-equipping, and financing for future engine projects. Any outcome of these discussions has yet to be announced. Meanwhile, Rolls-Royce is heavily occupied with a series of large-scale, mainly Government-financed development and pro duction programmes (RB.211, Olympus 593, RB.199, Adour, M45H, Pegasus, BS.360 Gem), and with manufacture and marketing of the company's industrial and marine turbines (Olympus, RB.211, Spey, Avon, Protens, Gnome), where again the UK Government, in various guises, is also a major customer. For all of these and its other development and production pro grammes, the company employs the services and products of some 800 subcontractors and suppliers, mainly from within the UK. One hundred and forty of these outside concerns each receive more than £250,000, $580,500, business from R-R in a year, and a number receive several times this figure. However, because of the lack of an adequate UK infrastructure of specialist subcontrac tors, R-R manufactures in-house many of the components and systems which P&W and GE traditionally and beneficially buy out from their network of suppliers in the US. This is the main reason for R-R's lower output per employee than the typical American engine company. Astazou Single-shaft turboshaft and turboprop. As part of the Anglo-French helicopter programme, R-R .manufactures 40 per cent (and Turbomeoa 60 per cent) of the 592 s.h.p. Astazou IIIN turboshafts powering Aorospatiale-Westland" Gazelles for the British armed forces. Sixty Gazelles were ordered for the British Army in September 1974; by then R-R had built, tested and shipped some 67 engines. R-R is also assembling and testing 1,088 e.h.p. Astazou 16D turboprops, rising Turbomeca-supplied parts, as power units for RAF Scottish Aviation Jetstream multi-engine trainers. By September last year, 53 of these engines had been delivered out of a total of 71 units. BS.360/RS.360 Gem Free-turbine three-shaft turboshaft. The Gem is the power unit of the twin-engined Westland-Aerospatiale Lynx, one of three aircraft types in the Anglo-French helicopter programme. Following a UK Government contract in May to procure long-lead materials for the first production batch of Gems, R-R received a £15 million, $34-8 million, order inFebruary last year for Gem engines and spares in support of a production contract for 100 Lynx helicopters for the British and French armed forces. The first Gems are scheduled to be delivered in May this year, with output reaching five engines per month by the
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