FlightGlobal.com
Home
Premium
Archive
Video
Images
Forum
Atlas
Blogs
Jobs
Shop
RSS
Email Newsletters
You are in:
Home
Aviation History
1975
1975 - 0042.PDF
24 Directory TURBINE ENGINES OF THE WORLD RB.401 Two-shaft turbofan. Representing a return to R-R's earlier two-spool layout (compared with the triple-spool Trent, RB.211, RB.199 and BS.300 Gem), the RB.401 is a projected 5,1001b civil turbofan for the business aircraft and trainer/light strike markets. Announced by the company in September last year, the engine is proposed for entry into service in early 1979. The RB.401 is based on an advanced-technology core which has already completed some hundreds of hours testing. The new turbofan fits a, thrust niche not at present occupied by any existing engine, and has sparked early interest in the United States. R-R expects to capture at least 2,100 of the 3,000 commercial and 3,500 military sales estimated for units of this size over the decade 1979 to 1989. A decision on company agree ment to full development is expected imminently. RB. 401-06 Single-stage fan, eight-stage h-p compressor, annular eornbustor, single-stage h-p turbine, two-stage I-p turbine. Take-off 5,1001b; bypass ratio 4-5:1; pressure ratio 14'6:1; mass flow 1701b/sec; length 55-4in; inlet diameter 31-Oin; weight approximately 9001b. Turmo Free-turbine two-shaft turboshaft. Following partici pation with Turbomeca in the manufacture of 1,390 s.h.p. Turmo IIIC4 turboshafts (shared 27 per cent by value by R-R and 73 per cent by Turbomeca) to power Aerospatiale/Westland SA.330 Puma helicopters for the Anglo-French helicopter pro gramme, R-R is currently engaged on Turmo repair and overhaul. Tyne Two-shaft turboprop. Following completion of production in 1974 of the Atlantic for several European navies, the Tyne continues in production as a marine power unit. More than 1,200 Tynes have been built for civil and military aircraft, with Snecma, MTU and Fabrique Rationale collaborating as a con sortium for European applications. France is proposing to flight- test an Atlantic Mk 2 version next year, with two M45H boosters in addition to the existing Tyne main powerplants. This would be for service with the French Fleet and, hopefully, for the other existing Atlantic operators. Applications. BAC Vanguard 951 (4 X 4,785 e.h.p. Tyne RTy.l Mk 506); BAC Vanguard 952 (4 X 5,325 e.h.p. Tyne RTy"ll Mk 512); Canadair CL-44D-4 (4 X 5,500 e.h.p. Tyne RTv.12 Mk 515); Canadair CL-44J and CC-106 Yukon (4 x 5,730 e.h.p. Tyne RTy.12 Mk 515/10); Dassault-Breguet Atlantic (2 X 6,100 e.h.p. Tyne RTy.12 Mk 515); Short Belfast C.l (4 x 5,715 e.h.p. Tyne RTy.20 Mk 101); Transall C.160D (2 x 6,100 e.h.p. Tyne RTy.20 Mk 22). Tyne RTy.20 Six-stage I-p compressor, nine-stage h-p com pressor, cannular combustor, single-stage h-p turbine, three- stage 1-p turbine, integral front-located gearbox. Take-off 5,855 e.h.p.; pressure ratio 13'5;1; mass flow 46-51b/sec; length 108-7in; diameter 43-2in; weight 2,2181b. Viper 500 and 600 Single-shaft turbojet. The Viper 600 series being developed jointly by R-R and Fiat is CAA-certificated and in production in its 3,7501b Viper 601 civil version, and in its 4,0001b Viper 632 military-version w-as scheduled to have completed type approval towards the end of last year. An eight- lobe noise-reducing exhaust nozzle has been flight-tested in a Hawker Siddeley HS. 125-600, and offers a simple retrospective modification which enables the aircraft to meet FAA FAR 36 before the end of this year. The earlier Viper 500 series is cur rently in production for both civil and military aircraft, and more than 3,000 of these engines have been delivered b3" R-R plus a further 600 by licensees. More than 1-25 million hours of flying have been completed. Production of the Viper 500 series is licensed to Piaggio, Atlas Aircraft, Hindustan Aeronautics and, earlier, to the Commonwealth Aircraft Corporation. Applications and projects. BAG Jet Provost 4 and 5 (1 X 2,5001b Viper 11 Mk 202); BAC 167 Strikemaster (1 X 3,4101b Viper 20F-20 Mk 535); EMB.326 Xavante (1 X 3,4101b Viper 20 Mk 540); Hawker Siddeley Dominie T.l (2 X 3,0201b Viper Mk301); Hawker Siddeley HS.125-400 (2 X 3,3601b Viper Mk 522); Hawker Siddeley HS.125-600 (2 X 3,7501b Viper Mk 601); Hin dustan Aeronautics HJT-16 Mk 1 Kiran (i X 2,5001b Viper 11); FLIGHT International. 2 January 1975 A new Rolls-Royce turbofan, the 5,1001b RB.401 is under initial development Jugoslavia/Romania Jurom (Viper 600); Macehi MB.326G and GB(1 X 3,4101b Viper 20 Mk 540); Macehi MB.326K (1 X 4,0001b Viper Mk 632-43); Rinaldo Piaggio PD.808 (2 X 3,3301b Viper Mk 526); Soko Galeb 2 (1 X 3,0001b Viper 11); Soko J-l Jastreb (1 X 3,0001b Viper Mk 531); Soko Jastreb 5 (1 x 4,0001b Viper 600). Viper 600 Eight-stage compressor, annular combustor, two-. stage turbine. Take-off 3,7501b; pressure ratio 5-8:l; mass flow 53-4Ib/see; length 85-2in; diameter 24-5in; weight 7601b. ROLLS-ROYCE TURBOMECA (United Kingdom) Rolls-Royce Turbomeca Ltd. Headquarters: Norfolk House, St. James's Square, London, SW1Y 4JS. Tel: 01-839 7888. Public company owned equally by Rolls-Royce (1971) Ltd and Turbomeca. Engaged in management control of joint aircraft turbine programmes, in particular the RB.172/T.260 Adour. RB.172/T.260 Adour Augmented two-shaft turbofan. More than 400 Adours have now been delivered, and for the turbofan's three firm applications—the Jaguar, Mitsubishi T-2 and HS.1182 Hawk—existing and anticipated orders amount to around 2,000 units. In the longer term, R-R and Turbomcca foresee a world market for some 6,000 Adours, both military and civil versions. The latter at present comprises a proposed slightly derated military engine, with a 0-87:1 bypass ratio and having scope for uprating by 19 per cent without major change. Noise levels would be within FAA FAR 36 requirements. Prototype civil Adours at 5,0001b thrust could be available approximately 2j years from go-ahead, 'with production deliveries starting 6-12 months later. In the Jaguar the military Adour entered service with the French Air Force and RAF during 1973, and in vmre- heated form the engine flew in the Hawker Siddeley HS.1182 Hawk in August last year. Entry into service of the Hawk is planned for the second half of 1976. For the T-2, R-R Turbomeca is supplying some 60 Adours which are being followed by licenee- built engines by Ishikawajirna-Harima Heavy Industries. While design and development of the Adour for the Jaguar has been shared 60 per cent by R-R and 40 per cent by Turbomeca, some production is done by Snecma, which is manufacturing the after burner under subcontract from R-R. Total expenditure on the engine programme by the end of last year has been quoted as between £57 million, $132 million, and £66-5 million, $154 million. R-R Turbomeca announced the availability of an up rated version of the Adour in August 1974, the RT.172/T.260-26 giving 8,0001b with reheat. This version, as the Mk 804, powers the Jaguar International for which £80 million, $185-8 million, export orders, worth £20 million, $46-4 million, for the Adour, were received last autumn. Applications and projects. Fuji T-l (improved version) (1 X Adour); Hawker Siddeley HS.1182 Hawk (1 X 5,2001b Adour RT.172-06 Mk 151); Macchi MB.338 (1 X Adour); Mitsubishi T-2 (2 X 7,3801b A/B Adour Mk 801X); Sepecat Jaguar (2 X
Sign up to
Flight Digital Magazine
Flight Print Magazine
Airline Business Magazine
E-newsletters
RSS
Events
