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Aviation History
1975
1975 - 0047.PDF
FLIGHT International, 2 January 1975 The Turbomeca Arriel turboshaft is under development for the Aerospatiale SA.360 and SA.36S helicopters. of the Larzae turbofan to power the Dornier/Dassault-Breguet Alpha Jet. Larzac Two-shaft turbofan. This engine is under joint develop ment by Turbomeca and Snecma to power the Dornier/Dassault- Breguet Alpha Jet. The Larzac 01/02 first ran in May 1969 and flight-testing began aboard a modified Lockheed Constellation in March 1971. The definitive Larzac 04 ran in May 1972 and flew in the Constellation in March 1973. Flight-testing to higher speeds and altitudes took place in a Dassault-Breguet Falcon 10 which flew in May 1973. First flight of the Alpha Jet took place in October that year, since when three more prototypes have flown. Both France and Germany have each ordered 200 Alpha Jets, and Belgium '33, for service beginning in 1977. Production orders for the aircraft and engine are imminent. The Larzac development programme has made use of six bench-test and 18 flight-test engines, two of these latter being for the Falcon 10. The Larzac 04 attained its contract thrust in April last year. Financing of Larzac development has been shared between the French and German Governments, as will be the costs of produc tion. Manufacture of series engines will be shared 29-4 per cent by Turbomeca, 23 per cent by Snecma, 22-6 per cent by MTU, 22 per cent by KHD and three per cent by other companies including Fabrique Nationale. Dassault-Breguet and Dornier envisage a world market for some 1,000 Alpha Jets, equivalent to around 2,400 Larzacs for this application alone. The Larzac is licensed to Teledyne CAE. A civil Larzac 06 version rated at 2,7501b is being offered for later models of the Falcon 10 and Aerospatiale Corvette. Larzac 04 Two-stage fan, four-stage hp-compressor, annular combustor, single-stage h-p and 1-p turbines. Take-off 2,9801b; by pass ratio 113:1; pressure ratio 10'65;1; length 45in; diameter 22in; weight 6061b. TURBOMOTORI (Italy) Turbomotori Internationale SpA. Headquarters: Via delta Farnesina, 269 00194 Rome. Tel: (06) 326 267. Public company owned equally by General Electric, Fiat and Alfa Romeo. Engaged in marketing of aircraft turbines. Formed in 1970, the company provides a joint management service to co-ordinate the resources of its three parent concerns to meet aircraft engine market requirements wTith GE turbines. Turbomotori has initially been engaged in distributing GE- designed engines and spare parts and in providing service support for Italian-based programmes. TURBO-UNION (United Kingdom) Turbo-Union Ltd. Headquarters: PO Box 3, Filton, Bristol BS12 7QE. Tel: 0272 693871. Public company owned 40 per cent by Rolls-Royce (1971), 40 per cent by Motoren- und Turbinen-Union Munchen, and 20 per cent by Fiat. Engaged in management control of aircraft turbine programmes. Directory 29 RB.199 Augmented three-shaft turbofan. The RB.199 is under joint three-company development to power the MRCA. Pro gramme cost-sharing on the turbofan requires Britain and Germany to each provide 42-5 per cent, and Italy 15 per cent. Production estimates for the MRCA at present indicate 385 aircraft for the UK, 322 for Germany and 100 for Italy. Likely RB.199 production run is in excess of 2,500 units, making it potentially Europe's largest engine programme to date. The RB.199 first ran in September 1971 at R-R Bristol, followed by testing of a second engine at MTU in Munich in April 1972. First run of an RB.199 by Fiat at Sangone did not take place until May 1973, by which time all 15 engines in the bench development programme were on test. Flight-testing of the RB.199 com menced in April 1973 with the engine mounted in an MRCA half-fuselage under R-R's Vulcan. In addition to some 320hr of subsonic flight testing, the RB.199 has been tested under simu lated Mach 2+ and high-altitude conditions in the National Gas Turbine Establishment altitude cell at Pyestock, Hampshire. During the first half of last year there was a series of mishaps with the RB.199 which progressively delayed the MRCA first flight from February to August 14, when the first protoype made a successful flight at Manching in Germany. The initial problem was a turbine blade failure in December 1973. This was over come to permit engine ground runs in the MRCA P.01 prototype in March, by which time total testing on the RB.199 was well in excess of l,000hr. A further problem occurred during aircraft ground runs in May when a defective i-p turbine disc failed. Subsequently, no further problems have been reported, and the second MRCA prototype (the first British aircraft) flew at BAC Warton on October 30. By then total engine running time was over 2,000hr. Current development activity is directed towards Formal Qualification Test (FQT) and type approval next year. For flight clearance during last year, an engine performance below that of FQT was accepted, dry thrust was 11 per cent below FQT, and reheat thrust 19 per cent below. Subsequently these figures have been progressively improved. Production of the Larzac 04 turbofan will be undertaken by Snecma, Turbomeca, MTU, KHD and FN. m ft •* - is -^ *&sr ,<<* • •&; .- mFt
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