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Aviation History
1978
1978 - 0034.PDF
42 FLIGHT International, 7 January 1978 debut last month with Eastern Airlines, an event which could well lead to a further boost in CF6-50 sales. In a potentially very significant move, GE last year formally applied to the US Department of Commerce for permission to export 12 CF6-50 engines to the USSR for use in a proposed' long-range version of the Ilyushin 11-86. The, Russians have long had difficulty in developing high- bypass fan engines, and have negotiated both with GE and R-R for the acquisition of small numbers of CF6s and RB.211s. These two' companies are now also strong con tenders for the supply of high-power industrial turbines for compressor booster stations on Russia's massive and growing natural gas pipeline network. Last year R-R, with an industrial Avon, succeeded against GE (hitherto tradi tional heavy-duty turbine supplier to Russia) on a major new pipeline. In September last year, however, GE ran the first 59,000 h.p. LM5000 industrial derivative of the CF6-50. The possible supply to Russia of both aero and aero-derivative versions of the CF6-50 may not therefore be unconnected. Applications and projects: Airbus Industrie A300B1 (2 X 49,0001b CF6-50A); Airbus Industrie A300B2, A300B2K and A300B4 (2 X 51,0001b CF6-50C or 52,500/54,0001b CF6- 50C1); Airbus Industrie A300B9 (2 X 55,5001b CF6-50M); Boeing 747-200B, 747-200C, 747-200SP and 747-200F (4 X 52,0001b CF6-50E); Boeing stretched 747 (4 X 55,5001b CF6-50M); Boeing YC-14 (2 X 51,0001b CF6-50D); Boeing E-4A (4 X 52,5001b F103-GE-100); McDonnell Douglas DC-10 Series 30 and Series 30CF (3 X 49,0001b CF6-50A); McDonnell Douglas DC-10 Series 30 and 30F (3 X 51,0001b CF6-50C); McDonnell Douglas stretched DC-10 Series 30 (3 X 55,5001b CF6-50M). CF6-50E Single-stage fan and three-stage 1-p compressor, 14-stage h-p compressor, annular combustor, two-stage h-p turbine, four-stage 1-p turbine. Take-off 52,5001b, bypass ratio' 4-4:1, pressure ratio 30-3:1, mass flow l,4841b/sec, length 183in, width 93-7in, height 108in, weight 8,4101b. CF7 Two-shaft turbofan. While pushing its new CF34 turbo- fan and CT7 turboshaft in the business-aircraft market, GE has made studies of a 2,0001b commercial turbofan based on the T700 core engine. Presumably designated CF7, this unit is intended to power light and medium business aircraft. CF34 Two-shaft turbofan. Commercial derivative of the TF34 turbofan powering the Lockheed S-3A and Fairchild A-10, the CF34 is flat-rated at 7,9901b to 73°F. The com mercial engine is intended to power business jets and short- haul commercial transports. Its configuration is the same as that of the TF34 except for changes needed to suit individual installations and FAA requirements such as fan- blade containment and the fireproofing of selected com ponents. FAA certification was under way last year, scheduled for completion late this year. Engine deliveries are planned to start around March/April 1979, with a warranty for l,000hr or three years operation. Unit price of the CF34 is $475,000 (£270,000). By the time the engine enters service, more than 1,000 TF34s will have flown over a million hours in military operation. Data on the CF34 have been supplied to a variety of US and overseas air frame manufacturers, and one firm application—the Cana- dair Challenger—has emerged. Projects Canadair CL-600 Challenger (2 X CF34); Grum man Gulf stream (3 X CF34); Lockheed JetStar n/MRS (2 X CF34); Shin Meiwa Model LA (2 X CF34). CF700 (TF37) Two-shaft aft-fan engine. The CF700 has the same gas generator and many of the same accessories as the CJ610 (J85) turbojet. It has two active business twinjet applications, the Dassault-Breguet Falcon 20 and the Rockwell Sabreliner 75A/80A, both of which are powered by the 4,5001b CF700-2D-2. About 1,050 CF700s have been delivered for these two aircraft and for earlier applications, and sales are still continuing at a steady rate. The recent advent of the longer-range Falcon 20G with the AiResearch ATF3 has resulted in a sizeable order book for re-engining with the more economic turbofan. Dassault, which will be starting retrofitting this year, anticipates a market for at least 100 conversions. The GE turbofan is not however without its own advantages, derived mainly from the more than seven million hours flying accumulated! by the CF700 and CJ610. A new long-life compressor module for both engines was made available last year. This doubles the time between overhauls for compressor stators and rotors from 3,000hr to 6,000hr. CF700-2D-2 Eight-stage compressor, annular combustor, two-stage compressor turbine, and single-stage fan turbine with integral single-stage fan. Take-off 4,5001b, bypass ratio 1-93:1, compressor pressure ratio 6-22:1, fan mass flow 831b/sec, gas-generator mass flow 431b/sec, length 53 - 6in, maximum diameter 33-1, weight 7371b. CFM56 Two-shaft turbofan. This is a joint venture with Snecma to develop a 10/12-ton commercial turbofan based on the GE F101 core engine. See CFM International, page 35. CJ610 (J85) Single-shaft turbojet. The commercial counterpart of the military J85, the CJ610 powers a high proportion of the very successful Learjet business jets. Over 1,700 engines have been built, and have flown more than 4-25 million hours. Product improvement continues, with the certification last year of the 3,1001b CJ610-8A for operation at up to 51,000ft. This variant was launched to power the Learjet Century III, the highest-flying business jet currently available. The Century III can overfly the weather and airways, and offers greater range. In the Century in the CJ610-8A is warranted by GE for 100 per cent parts and labour credit allowances to> l,000hr or three years from delivery. Applications and projects: American Industries Super Pinto (1 X 2,8501b CJ610-4); Gates Learjet Model 24D, 25B and 25C (2 X 2,9501b CJ610-6); Gates Learjet Model 24E, 24F, 25D and 25F (2 X 3,1001b CJ610-8A); Gates Lear jet Model 28 and 29 Longhorn (2 X 3,1001b CJ610-8A); Gates Learjet Century III (2 X 3,1001b CJ610-8A); Ham burger Flugzeugbau Hansa Jet 300 (2 X 2,9501b CJ610-5 or 3,1001b CJ610-9); Israel Aircraft Industries Westwind 1121 (2 X 2,9501b CJ610-5); Israel Aircraft Industries Westwind 1123 (2 X 3,1001b CJ610-9). CJ610-8/9 Eight-stage compressor, annular combustor, two-stage turbine. Take-off 3,1001b, pressure ratio 6-3:1, mass flow 441b/sec, length 45-4/51-lin, maximum diameter 17-7in, weight 4211b. CT7 Free-turbine two-shaft turboshaft. A commercial ver sion of the US Army T700 powering the Uttas and AAH helicopters, the CT7 benefits front some 21,000hr operation already completed by the military turboshaffc The CT7 was FAA-certificated in June last year, and deliveries are due to start around the middle of this year. First applica tion is the Bell Model 214ST, which is already flying with two 1,685 s.h.p. CT7s. Other applications are the Sikorsky S-70 and Boeing Vertol Model 179, the commercial deriva tives of the two Uttas helicopters. GE has also studied an installation of the engine in an advanced version of the Sikorsky S-61. The configuration of the engine is the same as that of the T700, including the use of an integral inlet particle separator. The CT7's 212min contingency rating is 1,625 s.h.p., and normal take-off power is 1,560 s.h.p. Weight is 4301b. CT58 Free-turbine two-shaft turboshaft. Civil version of the T58 military engine. CT64 Free-turbine two-shaft turboshaft and turboprop. Civil version of the T64 military engine. F101 Augmented two^shaft turbofan. The Rockwell Inter national B-l, the new USAF strategic bomber and raison d'etre for the F101, was cancelled at the end of June last year. By that time three prototype B-ls had flown, and 46 YF101 and F101 engines had accumulated more' than 15,000hr running. GE then had some 1,100 employees work ing on the programme, a figure which was expected to reach a peak level of about 6,000 in 1981. Production workers affected by the start of J79 phase-out were
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