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Aviation History
1978
1978 - 0026.PDF
34 RIGHT International, 7 January (978 helicopter engine, in particular powering numerous versions of the Bell UH-1 series. Some 10,000 UH-ls have been delivered, with 4,000-4,500 now remaining in service. Other major applications are the Bell Model 204 and 205 commercial helicopters and the single-engined version of the military Model 209. The Model 209 AH-1R and -IS armed helicopters are powered by the latest-version 1,485 s.h.p. T53-L-703, developed from the 1,400 s.h.p. main production series T53-L-13B (T5313B) engine. Featuring longer-life hot-end components from the FAA-certificated T5317A, the -703 has a thermodynamic rating of 1,800 s.h.p. and is therefore substantially flat-rated for hot-day/ high-altitude operation. The first of 148 T53-L-703-powered AH-1S attack helicopters for the US Army was delivered in March last year. An even higher-rated version of the turboshaft is the T53-L-702 of 1,900 s.h.p., over three times the design rating of the original T53 of the mid-1950s. May last year saw the beginning of hover flight-testing with the first of two Bell Model 301 XV-15 V/Stol tilt-rotor research aircraft, powered by two 1,550 s.h.p. LTC1K-4K turboshafts each driving a 25ft-diameter three-bladed semi rigid propeller-rotor. Wind-tunnel testing of the XV-15 is about to begin at Nasa's Ames Research Centre. Flight testing in the wingborne mode should then follow. The T53 turboshaft is licensed to Kawasaki Heavy Industries, Klockner-Humboldt-Deutz and Piaggio. In turboprop form the T53 powers the Grumman OV-1 Mohawk. Applications and projects Agusta-Bell Model 204B (1 X 1,000 s.h.p. T53-L-11A); Agusta-Bell Model 205 (1 X 1,400 s.h.p. T53-L-13A or -13B); Agusta-Bell Model 205A-1 (1 X 1,400 s.h.p. T53-L-13A or -13B); AIDC T-CH-1 (1 X 1,450 e.h.p. T53-L-701); AIDC XC-2 (1 X 1,450 e.h.p. T53-L- 701A); Bell UH-1C and -ID (1 X 1,400 s.h.p. T53-L-13); Bell UH-1H and -1L, CUH-1H, TH-1L and HH-1K (1 X 1,400 s.h.p. T53-L-13B); Bell Model 205A-1 (1 X 1,400 s.h.p. T5313A); Bell Model 209 AH-1G and -1Q (1 X 1,400 s.h.p. T53-L-13); Bell Model 209 AH-1R and -IS (1 X 1,485 s.h.p. T53-L-703); Bell Model 214 (1 X 1,900 s.h.p. T53-L-702); Bell Model 301 XV-15 (2 X 1,550 s.h.p. LTC1K-4K); Canadair CL-84-1 (2 X 1,500 s.h.p. LTC1K-4C); Dornier Do 24/72 (3 X 1,868 e.h.p. T5312A); Fabrique Federal d'Avions C-3605 (1 X 1,100 s.h.p. T53-L-7); Fuji-Bell Model 204B (1 X 1,100 s.h.p. K5311A); Fuji-Bell Model 205A-1 (1 X 1,400 s.h,p, T53-K-13B); Grumman OV-1D (2 X 1,203 e.h.p. T53-L-15 or 1,451 e.h.p. T53-L-701); Hamilton West- wind II STD (2 X 1,100 e.h.p. T5307A); Kaman HH-43B (1 X 860 s.h.p. T53-L-1B); Kaman HH-43F (1 X 1,100 s.h.p. T-53-L11A). T53-L-703 Seven-stage axial plus single-stage centrifugal compressor, annular reverse-flow combustor, two-stage compressor and power turbines. Take-off 1,485 s.h.p. (flat rated), pressure ratio 8:1, mass flow in excess of lllb/sec, length 47-6in, maximum diameter 23in, weight 5451b. T55 (LTC4) Free-turbine two-shaft turboshaft and turbo prop. As with the T53, the larger T55 has the US Army as its major operator, with the engine powering the Boeing Vertol CH-47 Chinook family of twin-turbine helicopters. More than 800 CH-47s have been built in the US and else where, and production continues into this year, albeit only at around one aircraft a month. Meanwhile, US Army CH-47 A, B and C models are being converted to the CH-47D configuration. For this Lycoming is developing the YT55- L-712, which, while retaining the 3,700 s.h.p. normal rating of earlier CH-47 engines, also offers a 4,600 s.h.p. 30min contingency rating. This will give the CH-47D an engine-out capability at 50,0001b gross weight in ISA sea-level con ditions. Three YCH-47D prototypes are being built, one each converted from CH-47A, B and C models, and the US Army's modernisation programme will keep the Chinook and T55 in service throughout the 1990s. From November last year through to February 1980 Lycoming is supplying 88 T55-L-11D co-production kits to Piaggio for Agusta-built CH-47s ordered by Iran in a $425 million deal. Under another large-scale contract Iran is being supplied with 397 Bell Model 214As and 39 214Cs powered by the 2,250 s.h.p. T5508D. Overhaul and repair of Model 214 engines currently accounts for close on half of Lycoming's overhaul business. To date, approximately 3,000 T55s have been delivered, and total flying time exceeds 3 • 5 million hours. Applications and projects Agusta-Bell 214A (1 X 2,970 s.h.p. LTC4B-8D); Agusta-Boeing Vertol CH-47C (2 X 3,750 s.h.p. T55-L-11D); Bell Model A and C (1 X 2,930 s.h.p. LTC4B-8D); Bell Model 214B Biglifter (1 X 2,930 s.h.p. T5508D); Boeing Vertol CH-47A (2 X 2,200 s.h.p. T55-L-7); Boeing Vertol CH-47B (2 X 2,850 s.h.p. T55-L-7C or -7D); Boeing Vertol CH-47C (2 X 3,750 s.h.p. T55-L-11C); Boeing Vertol CH-47D (2 X 3,750 s.h.p. T55-L-712); Boeing Vertol CH-147 (2 X 3,750 s.h.p. T55-L-11C); Piper Enforcer (1 X 2,529 eh.p. YT55-L-9). LTC4B-12 Seven-stage axial plus single-stage centrifugal compressor, annular reverse-flow combustor, two-stage com pressor and power turbines. Integral front-mounted gear box. Take-off 4,600 s.h.p., pressure ratio 8-5:1; mass flow 271b/sec, length 44in, diameter 24 • 25in, weight 6801b. T405 (PLT27) Free-turbine three-shaft turboshaft. First run in 1969, the PLT27 was originally designed as Lycoming's entry in the US Army's Uttas helicopter turbo- shaft competition, won by the GE T700. Last year the PLT27, under the US Navy designation T405, was again in competition1 with the T700 when Lycoming proposed the engine as a power unit in the Navy's Mk 3 Light Airborne Multipurpose System (Lamps) helicopter competition. The proposal coincided closely with US Army selection of Lycoming's AGT 1500 ground turbine engine (from which the PLT27 derives many of its aero^thermodynamic com ponents) for the Chrysler XM-1 Main Battle Tank. With the AGT 1500 then entering a full-scale engineering development phase aimed at production deliveries in 1979, Lycoming argued that the T405/AGT 1500 offered the possibility of common spares and inventory between land and air equipment if basically the same turboshaft powered both US Army and possible US Marine Corps battle tanks, and US Army and USN helicopters. In the event, the T700-powered Sikorsky UH-60A Uttas was selected for Lamps, thus further enhancing the GE engine's already very large production potential. Nevertheless, with more than 9,000 AGT 1500-powered Main Battle Tanks planned to be delivered by 1985, Lycoming is certain to maintain a strong military and commercial marketing effort behind the T405/PLT27 as an advanced and compact engine of low s.f.c. Power ratings range from 2,050 s.h.p. for the PLT27A and B, to 2,500 s.h.p. for the PLT27C and D. T405-LD-400 Multi-stage 1-p and h-p compressors (ten stages, including single-stage centrifugal), annular reverse- flow combustor, two single-stage compressor turbines, and two-stage power turbine with direct drive. Take-off 2,050 s.h.p., length 38-2in, maximum diameter 17-2in, weight 3201b. T702 (LTS101) Free-turbine two-shaft turboshaft. Military counterpart of the LTP101. Only the 592 s.h.p. YT702-LD- 700 has been announced. BEIT-SHEMESH (Israel) Beit-Shemesh Engines Ltd. Headquarters: Mobil Post Haela, Beit-Shemesh. Tel: 91161. Public company owned 51 per cent by Turbomeca and 49 per cent by Israel Aircraft Industries. Engaged in licensed manufacture of aircraft turbine engines and com ponents, and aero-engine repair. Corporate sales in excess of I£20 million (£1 • 1 million) and employees around 500. Activities have included subcontract work for Turbo meca, licensed production of Marbore 6 turbojets for Israeli Magisters, and spare parts manufacture for this engine, the Marbore 2, Astazou 2, Artouste 2 and 3, and Turmo 3. Development and possibly also production of the 3,4001b M6F turbo-fan have also been initiated. Asso ciated companies are Orcnat Turbines Ltd and Misco-Beit- Shemesh Ltd. Management of Beit-Shemesh was taken over by Israel Aircraft Industries in January last year. CASA (Spain) Division de Motores, Construcciones Aeronauticas SA. Divisional headquarters: Carretara de Ajalvir, Km 3-5, Apdo 111 Torrejon de Ardoz, Madrid. Tel: 407 34 66 and 407 37 66.
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