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Aviation History
1975
1975 - 0043.PDF
FLIGHT International, 2 January 1975 Directory 2? 7,3801b A/B Adour Mk 102); Sepecat Jaguar International (2 X 8,0001b A/B Adour Mk 804). Adour RB.172jT.260 Mk 102 Two-stage fan, five-stage h-p compressor, annular combustor, single-stage h-p and 1-p tur bines, close-coupled afterburner with variable convergent- divergent nozzle. Take-off 5,1651b basic, rising with reheat to 7,3801b; bypass ratio 0-8:1; pressure ratio 11*0:1; length 117in; diameter 22in; weight 1,3201b. ROLLS-ROYCE TURBOMECA INTERNATIONAL (France) Rolls-Royce Turbomeca International SA. Headquarters: Paris. Tel: 59) 270731. Public company owned equally by Rolls-Royce (1971) Ltd and Turbomeca SA. Engaged in aircraft turbine sales and service support. Essentially a secretariat, R-RTI co-ordinates the international promotion of selected small engines from its parent companies, including sales and field support for such products as the Astazou turboprop. SNECMA (France) Soci^te* Nationale d'Etude et de Construction de Moteurs d'Avia- tion. Headquarters: 150 Boulevard Haussmann, 75361 Paris Cedex 08. Tel: 227 33 94. National corporation owned 80 per cent by French Govern ment, 11 per cent by United Aircraft Corporation, and 9 per cent by ADPSI. Engaged in aero- and non-aero gas-turbine, electronic and hydraulic systems and landing-gear manufacture, and nuclear engineering. Corporate assets Fr2,363 million, £218-2 million, and employees 17,200. Corporate sales up in 1973 to Frl,735 million, £155 million, of which 80 per cent related to aero-engines. Aero-engine orders represented 83 per cent of Snecma's Frl,900 million, £169-5 million, corporate backlog, itself 13 per cent higher, at the end of 1973. The size of the new engine orderbook was approximate' y as anticipated but the split between military and commer lial engine orders was almost the converse of that expected. This was the result of a big drop in Concorde Olympus 593 requirements—-Snecma had originally budgetedfor 150 aircraft at thiee or four a month—and a jump in military export orders late in the year. This latter portion of Sne'cma sales has consistently risen over the past few years, and in 1973 amounted to Frl,673 million, £149-3 million, equivalent to 37*5 per cent of corporate turnover. Overall home and over seas military engine sales represent the largest single item in the total revenue. For the future, Snecma continues to aim for a better balance between civil an^ military business; the new CFM56 turbofan should start to redress the balance in the late 1970s. Meanwhile a general programme of diversification is under way, spearheaded by Snecma's nuclear work for which the company sees sales of around Fr675 million, £60-2 million, over the next few years. Atar 8 and 9 Single-shaft turbojet with afterburner. Production is centred on three main applications, the Atar 9C-powered Mirage III and 5, the Atar 8K50-powered Super Etendard, and the Atar 9K50-powered Mirage F.l. With more than 300 Mirage F.ls on order and the prospect of further French and foreign air force contracts, production of the Atar 9K50 has been boosted by 50 per cent, making this engine Snecma's main product for at least the next two years. The Super Etendard made its first flight in October last year, and about 100 aircraft are on order for entry into service starting 1977. Its Atar 8K50 is essentially a 9K50 without afterburner. Snecma has built close on 4,000 Atars, and licence production of the engine has been undertaken by CAC in Australia and Sulzer Bros in Switzerland. Applications and projects. Dassault-Breguet Mirage III and 5 series (1 X 13,2001b A/B Atar 9C); Dassault-Breguet Mirage F.1C (1 X 15,4001b A/B Atar 9K50); Dassault-Breguet Super Etendard (1 x 11,0001b Atar 8K50); Dassault-Breguet Mirage G.8-01 (2 X 15,4001b A/B Atar 9K50); Dassault-Breguet Mirage IV (2 x 14,7701b A/B Atar 9K7). Atar 9K50 Nine-stage compressor, annular combustor, two- stage turbine, afterburner with convergent-divergent nozzle. Take-off 11,0001b basic, rising with reheat to 15,4001b; pressure ratio 6-15:1; mass flow 1581b/sec; length 234in; diameter 40-1 in ; weight 3,4991b. CF6-50 Two-shaft turbofan. Snecma is participating:, to the extent of 23 per cent by value, in the production of Genera] Electric CF6-50 turbofans for the Airbus Industrie A300 pro gramme. Other shares are 68 per cent to GE and ten per cent to MTU. Final assembly and test is performed by Snecma. Deliveries started in June 1973 and an initial batch of 51 engines was scheduled to have been completed by the end of last year. Snecma is responsible for final assembly and testing of the CF6-50 turbofans for the A300 Larzac Two-shaft turbofan. Snecma and Turbomeca have formed a joint management company. Groupcment Turbomeca- Snecma CRTS, to handle development of the Larzac turbofan for the Franco-German Alpha Jet trainer. M45H Two-shaft turbofan. This engine is a joint project with Rolls-Royce to power the VFW 614. R-R is project leader with 60 per cent of development and 65 per cent of production. M53 Augmented single-shaft turbofan. Flight-testing of the first of two M53-powered Dassault-Breguet Mirage F.IE proto types was scheduled to have started last month. With 12 engines in development by mid-1974, the M53-02 initial version com pleted its flight qualification testing in July and the first of three M53-02s was delivered to Dassault-Breguet in September. Total test-running on the turbofan then amounted to about 2,500hr, including 200hr in the Caravelle flying testbed. Dassault- Breguet has been making a strong sales pitch with the F.1E to re-equip the Dutch, Belgian, Danish and Norwegian air forces, and there has been criticism that the new fighter had not already been ordered by the French Air Force. This led to the French Government agreeing in September to purchase about 40 F.lEs if the aircraft was ordered by the four Nato air forces. Although the French air force is planning to re-equip with around 200 M53-powered ACFs (Avion de Combat Futur) for the j^eriod to 1985, prior foreign support for the F.1E and M53 programme is likely to be financially beneficial to the prospects of the turbofan in this more advanced aircraft. The prime objective of the M53 is to take over from the Atar series, around 1977, as Snecma's main production activity and revenue earner-—a function which the Atar family has performed since the formation of Snecma in the earl ' post-war years. The M53 will have the advantage how ever of coming on stream at the same time as the CFM56 and thus sharing this task with a major commercial product. Growth versions of the M53 are anticipated with ratings of up to at least 22,0001b. M53 Three-stage fan, five-stage h-p compressor, annular com bustor, two-stage turbine, close-coupled afterburner, ejector-type convergent nozzle. Take-off 12,3501b basic, rising with reheat to 18,7001b; bypass ratio 0-4:1; pressure ratio 8-5:1; mass flow 1851b/sec; weight 3,1311b. Olympus 593 Two-shaft turbojet with afterburner. This engine is a joint development by Rolls-Royce (.1971) and Snecma to
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