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Aviation History
1975
1975 - 0048.PDF
30 Directory TURBINE ENGINES OF THE WORLD Two other possible applications for the RB.199 are the Northrop P-530 Cobra, should that fighter be selected for re- equipping Nato air forces, and the twin-engined Hindustan Aeronautics HF-73 project. A growth version of the turbofan is projected at 17,9001b reheat thrust. RB. 199-34 Three-stage fan, three-stage 1-p compressor, six- stage h-p compressor, annular combustor, single-stage h-p and i-p turbines, two-stage 1-p turbine, close-coupled afterburner with convergent nozzle and thrust reverser. Take-off 8,5001b basic, rising with reheat to 14,5001b; bypass ratio just greater than unity; pressure ratio in excess of 20:1; mass flow approxi mately 1501b/sec; weight approximately 1,8001b. RB.235 Three-shaft turbofan. This is a projected sealed-down version of the RB.211 turbofan, rated in the 25,000-30,0001b class. Intended for future medium and long-range transports, the engine is designed to meet the more exacting noise and pollution regulations of the late 1970s and onwards. UNITED AIRCRAFT OF CANADA (Canada) United Aircraft of Canada Ltd. Headquarters: PO Box 10, Longueuil, Quebec. Tel: (514) 677-9411. Public company owned 95 per cent by United Aircraft Cor poration and 5 per cent by private shareholders. Engaged pri marily in turbine and piston aero-engine manufacture, and general aerospace manufacture. UACL has corporate sales typically in excess of $100 million, £43 million, split about 60 per cent to commercial operators and 40 per cent to military customers. The company's payroll normally comprises around 5,300 persons, but a shop-floor strike, whichstarted in January last year, and is still continuing, has great ly reduced employment levelandundoubtedly also sales and profits. Throughout 1974 there was a steady transfer of production of UACL's two main products, the PT6A turboprop and JT15D turbofan, to the company's sister division, Pratt & Whitney in Connecticut, USA. Despite this effort, deliveries of the two engines suffered during the year, with consequent difficulties to airframe manufacturers, in particular Beech, Cessna and Aero spatiale. Such has been the virulence of the UACL strike that the Canadian government was reported towards the end of last year to be considering taking over the company. ASP-10 Free-turbine two-shaft air-compressor. The ASP-10 is a unique adaptation of the PT6A turboprop to drive (via the free-turbine gearbox) a separate compressor supplying air for air- cushion-landing aircraft. Termed an air-supply package—hence ASP—the unit has been installed under the port wing of a highly modified DHC C-8 Buffalo transport (re-designated CC-115) in which Bell Aerospace has installed an air cushion landing system. Under the $10 million, £4-3 million, programme, which is jointly funded by the Canadian and US governments, the CC-115 was planned to have started flight-testing last year. Initial taxi-tests on the air cushion were started in July. The ACLS is intended to enable aircraft to operate from rough terrain, and from water, snow or ice. JT15D Two-shaft turbofan. The long-standing strike at UACL hit JT15D production at a time when the order book had reached around 750 engines and was growing fast. Subsequently, deliveries for the turbofan's two main applications, the Cessna Citation and Aerospatiale SN.601 Corvette, have slumped badly, in particular hitting Aerospatiale, who took second place behind Cessna with a smaller, later order-book. Even so, the JT15D has continued to gather possible new applications, no doubt through more positive assurances of production deliveries of engines via P&W. Applications and projects. Aerospatiale SN.601 Corvette (2 X 2,3101b JT15D-4); Cessna Citation (2 X 2,2001b JT15D-1); production-standard Boeing QM-94 (2 X 2,3101b JT15D-4); Bock- well Model 750 project (2 X JT15D); Rockwell International/ Nasa Aero Commander research aircraft (2 X JT15D). JT15D-4 Single-stage fan, single-stage axial plus single-stage centrifugal compressor, annular combustor, single-stage h-p turbine, two-stage 1-p turbini. Take-off 2,3101b; bypass ratio 2-5:1; pressure ratio 13'8:1; mass flow 751b/sec; length 59in; diameter 27in; weight 5551b. FLIGHT International, 2 January 1975 JTD25 Turbofan. This 1973 project for a new civil and military turbofan in the 4,0001b-5,0001b class was conceived largely in response to Cessna's proposed Eanjet 600. This latter project was cancelled m November 1973 following the emergence of the oil crisis, and the JT25D was finally terminated by the major strike at UACL. PT6A (T74) Free-turbine two-shaft turboprop. By the end of June last year, 6,227 PT6A engines had been delivered, and the 2,670 PT6A-powered aircraft in service had flown more than 13,760,000 engine hours. At that time, UACL announced in creases in the TBOs of the PT6A-6, -20, -27 and -28 to 3,500hr. The advent of the year-long strike at UACL has not aided PT6A deliveries, nor the engine's future prospects. In particular, Beech is now launching its first model powered by the rival AiResearch TPE331 turboprop. Contrary to this trend, however, there continue to be new applications proposed for PT6A, and a number of first flights are planned for 1975-1976, including the de Havilland Canada DHC-7 (the higher-rated PT6A-50 for which flew in the nose of a modified Vickers Viscount testbed in June last year), the Air Metal AMC.lll, and the Poligrat PD-01 Master Porter. The Short SD3-30 with PT6A-45s made its first flight last August and Piper launched its PT6A-28-powered PA-31T Cheyenne. The military version of the PT6A is the T74. Applications and projects. Air Metal AMC.III Stol-Lifter (2 X 1,179 e.h.p. PT6A-45); Beech King Air 90 (2 X 610 e.h.p. PT6A-20); Beech King Air 100 (2 X 751 e.h.p. PT6A-28); Beech 99 series (2 X 751 e.h.p. PT6A-27); Beech U-21 series (2 X 610 e.h.p. T74-CP-700); Beech Super King Air 200 (2 X 1,033 e.h.p. PT6A-41); Beech T-34B (1 X PT6A-25);Beech C-12 and Huron (2 X 750 s.h.p. PT6A-38); de Havilland Canada DHC-6 Twin Otter series (2 x 751 e.h.p. PT6A-27); de Havilland Canada DHC-7 (4 X l,174e.h.p. PT6A-50); Dornier Do 24/72 (3 X 1,174 e.h.p. PT6A-50); Embraer Bandeirante EMB-110 and C-65 (2 X 751 e.h.p. PT6A-27); Embraer EMB-111 (2 X 886 e.h.p. PT6A- 34); Embraer EMB-120 (2 X 1,070 e.h.p. PT6A-45); E-Systems L-450F (XQM-93A) Compass Dwell (1 X 475 e.h.p. PT6A-34); Frakes Mallard (2 X 751 e.h.p. PT6A-27 or 2 X 886 e.h.p. 6T6A- 34); Helio Stallion HST-550A (1 X 751 e.h.p. PT6A-27); Israel Aircraft Industries Arava (2 X 886 e.h.p. PT6A-34); Let L-410 Turbolet (2 X 751 e.h.p. PT6A-27); Mohawk M-298 (2 X 1,179 e.h.p. PT6A-45); Pilatu's Porter PC-6 Turbo Porter (1 X 610 e.h.p. PT6A-20 or 1 X 751 e.h.p. PT6A-27); Pilatus Porter QStol PC-6 Turbo Porter (1 X 610 e.h.p. PT6A-20B); Pilatus Porter/Poligrat PD-01 (2 x 1,179 e.h.p. PT6A-45); Pilatus- International PD-01 Master Porter (2 x 1,179 e.h.p. PT6A-45); Pilatus-International Twin Porter PC-10 (2 X 751 e.h.p. PT6A- 27); Pilatus-International Module Porter (1 x 751 e.h.p. PT6A- 27); Piper PA-31T Cheyenne (2 x 620 e.h.p. PT6A-28); Riley Jetstream (Handley Page) Jetstream (2 X 886 e.h.p. PT6A-34); Saunders Aircraft ST-27B (2 X 886 e.h.p. PT6A-34); Scottish Aviation Jetstream Mk 2 project (2 X 1,033 e.h.p. PT6A-41); Short SD3-30 (2 X 1,179 e.h.p. PT6A-45). PTSA-27 Three-stage axial plus single-stage centrifugal com pressor, annular reverse-flow combustor, single-stage compressor and power turbines, integral front-located gearbox. Take-off 751 e.h.p.; pressure ratio 7:1; mass flow 6-51b/sec; length 62in; diameter 19in; weight 2891b. PT6B (T74) Free-turbine two-shaft turboshaft. This is the turboshaft version of the PT6A which, for single or separate (multi) engine installations, has not hitherto sold well. Currently there is interest in the PT6B for a number of applications, including the single-engine Bell Model D306 where the UACL turboshaft is an alternative installation; the Polish licence-built Mil Mi-2 for which the PT6B-9 is being considered for a version of the helicopter for markets in the West; and the Westland 606 civil version of the Lynx where two (separate) PT6B-34s are proposed as alternatives to the two standard Rolls-Royce RS.360 Gems. First flight of this last aircraft is planned for mid-1976. The configuration of the PT6B is similar to that of the PT6A. PT6T Twin Pac (T400 and T402) Coupled free-turbine two- shaft turboshaft. Comprising coupled PT6B turboshafts with an integral front-located gearbox, the Twin Pac is in production as the 1,800 s.h.p. commercial PT6T-3 and military T400- CP-400. The engine has been certificated with a water-injeetion
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