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Aviation History
1979
1979 - 0098.PDF
96 FLIGHT International, 13 January 1979 fighters, light attack aircraft and advanced low-cost fighters. F404-GE-400 specification Three-stage combined fan and 1-p compressor, seven-stage h-p compressor, annular com- bustor, single-stage h-p and 1-p turbines, close-coupled afterburner and variable nozzle. Take-off approximately 16,0001b with afterburning, bypass ratio 0-34:1, pressure ratio over 25:1, mass flow 1401b/sec, length 158in, maxi mum diameter 34-8in, weight approximately 2,0001b. J79 Augmented single-shaft turbojet. The J79 has been in production at GE since 1956, and has extensive applica tions in the Lockheed F-104, McDonnell Douglas F-4 and Israel Aircraft Industries Kfir. Manufacture has been licensed to Motoren- und Turbinen-Union, Fiat, Fabrique Nationale, Orenda and Ishikawajima-Harima Heavy Indus tries. Including units manufactured by licensees, more than 17,000 J79s have been built. Production is now taper ing off to around 100 units a year following the F-4 produc tion run-down last year. A product-improvement pro gramme has introduced a low-smoke, long-life update of the J79-GE-10 (as the -10A) for some 260 of the US Navy's F-4Js. Total J79 running time exceeds 24 million hours. J79-GE-17 specification Seventeen-stage compressor, annu lar combustor, three-stage turbine, close-coupled after burner with variable-area convergent-divergent nozzle. Take>off 11,8101b basic, rising with reheat to 17,8201b, pres sure ratio 13-5:1, mass flow 1701b/sec, length 208-7in, diameter 39- lin, weight 3,8361b. J85 (CJ610) Augmented single-shaft turbojet. The J85 is currently being built at a rate of about 300 units a year, and more than 12,000 engines have been built to date. These statistics make the J85 by far the most successful turbojet in its thrust class. The engine powers over 3,000 Northrop F-5/T-38s. More than 1,000 F-5Es and F-5Fs using the latest J85 version, the 5,0001b J85-GE-21A, have been delivered, and Northrop sees a market for 500-1,000 more of these aircraft. Among recent applications for the J85 are the Rockwell International/Nasa Highly Manoeuvrable Aircraft Technology (Himat) aircraft, and advanced remotely piloted vehicles by Northrop and Rockwell Inter national. Manufacture of the J85 has been licensed to Alfa Romeo and Orenda. J85-GE-21A specification Nine-stage compressor, annular combustor, two-stage turbine, afterburner with variable convergent-divergent nozzle. Take-off 3,5001b dry, rising with reheat to" 5,0001b; pressure ratio 8-3:1, mass flow 531b/sec, length 112-5in, diameter 21in, weight 6841b. T58 Free-turbine two-shaft turboshaft. With production currently running at 100 units a year and more than 7,500 engines delivered to date, the T58 is one of the West's leading turboshafts. In addition, manufacture has been licensed to Rolls-Royce, Ishikawjima-Harima Heavy Indus tries and Alfa Romeo, the R-R version being the Gnome. Latest version is the 1,870 s.h.p. T58-GE-16, and higher powers up to 2,200 s.h.p. are possible within the same frame size. Main US applications are the Bell UH-1F, Sikorsky HH-52A, CH/HH-3 and SH-3, Kaman UH/SH-2, and Boeing Vertol CH/HH-46. A first flight of note, in April last year, was made by the twin T58-GE-5-powered Sikorsky/Nasa/US Army S-72 Rotor Systems Research Air craft (RSRA), which flew in compound-helicopter mode; two TF34 turbofans gave forward thrust. Commercial ver sion of the turboshaft is the CT58, which powers the Boeing Vertol V-107 and Sikorsky S-61 and S-62. T58-GE-16 specification Ten-stage compressor, annular combustor, two-stage compressor and power turbines. Integral rear-mounted gearbox. Take-off 1,870 s.h.p., pres sure ratio 8-4:1, mass flow 13-71b/sec, length 63-6in, width 20 • 7in, height 21 • 5in, weight 4431b. T64 (CT64) Free-turbine two-shaft turboshaft and turbo prop. Primarily used in its turboshaft form, the T64 powers a variety of US Army, Navy, Marine Corps and Air Force helicopters, including the twin and tri-engined Sikorsky RH/HH/CH-53 and CH-53E. Most recent development has been the ordering into production of the T64-GE-415- powered CH-53E Super Stallion heavy-lift helicopter for the USN and USMC. Procurement of 49 aircraft has been approved, and the services are seeking to increase this to more than 100. Two T64 turboprop applications are in small-scale production: the Aeritalia G.222 (2X3,400 s.h.p. T64/P4D) and de Havilland Canada DHC-5D (2X2,970 s.h.p. CT64-820-4). The market for the G.222 is however circumscribed by US restrictions on overseas sales of military equipment, and the R-R Tyne is replacing the T64 in aircraft ordered by Libya. More than 2,300 T64s and commercial CT63s have been built to date, and production continues at around 80 units a year. Manufacture of the T64 has also been licensed to MTU, Fiat, and Ishikawajima- Harima Heavy Industries. T64-GE-415/416 specification Ten-stage compressor, annular combustor, two-stage compressor and power tur bines. Direct drive. Maximum power 4,380 s.h.p., pressure ratio 14:1, mass flow 281b/sec, length 79in, diameter 20in, weight 7201b. T700 (CT7) Free-turbine two-shaft turboshaft. The T700, originally developed under US Army funding for the Uttas programme, now powers not only the Army/Sikorsky UH- 60A Black Hawk"(2X1,560 s.h.p. T700-GE-700), but also the related US Navy UH-60B Lamps Mk III helicopter (2X 1,693 s.h.p. T700-GE-401), the Army/Hughes AH-64A Advanced Attack Helicopter (2X1,560 s.h.p. T700-GE-700), and the Bell Model 214ST (2X1,625 s.h.p. T700/T1C) for Iran. Production of the turboshaft is running at 200, rising to 300, units a year, making the T700 one of GE's most important military engines. Anticipated purchases of the Sikorsky, Hughes and Bell Helicopters exceed 2,700 air craft, indicating a foreseeable market for the T700 of at least 6,000 to 7,000 engines. The T700-GE-401, a 10 per cent growth version of the T700-GE-700, first ran in May 1978 and is due to complete model qualification in December this year. In addition, the US Army early last year funded GE to develop a 20 per cent growth version rated at around 1,845 s.h.p. The higher power will be achieved by increasing mass flow through the addition of a compressor booster stage which, it is reported, will be mounted on the power turbine rotor. The tentatively named "T700 Booster" is scheduled to make its first run around the middle of this year. Further development of the T700 could raise output to more than 2,000 s.h.p. T7O0-GE-7OO specification Five-stage axial plus single-stage centrifugal compressor with integral inlet particle separa tor, annular combustor, two-stage compressor and power turbines. Intermediate rating 1,560 s.h.p., pressure ratio 16:1, mass flow approximately lOlb/sec, length 46in, width 25in, height 23in, weight 4151b. TF34 Two-shaft turbofan. Although the last of 187 TF34- GE-400-powered Lockheed S-3A Vikings was delivered to the US Navy last year, production of the TF34-GE-100 for USAF Fairchild A-10 Thunderbolt lis is being increased from 120 units in 1978 to 300 units in 1979. Planned total purchase of the Thunderbolt II is in excess of 700 aircraft, and GE expects eventually to build more than 2,000 TF34s for this requirement and the Viking programme. In addi tion, Fairchild is converting a pre-production A-10 into a two-seat all-weather attack aircraft for evaluation by the Air Force. TF34-GE-400A specification Single-stage fan, fourteen- stage compressor, annular combustor, two-stage h-p tur bine, four-stage 1-p turbine. Take-off 9,2751b, bypass ratio 6-2:1, pressure^ ratio 21:1, mass flow 3381b/sec, length lOOin, maximum diameter 52in, weight 1,4581b. TF37 (CF700) Two-shaft aft-fan turbofan. Military version of the CF700. TF39 Two-shaft turbofan. The sole application of this engine, first of the big fans, is the US Air Force's Lockheed C-5A Galaxy. Some 77 C-5As remain in service. A new 30,000hr-life wing is being evaluated for retrofit to C-5As to extend their usefulness into the 1980s. The TF39 formed the basis of the CF6-6 civil turbofan.
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