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Aviation History
1984
1984 - 0034.PDF
PROPULSION FEFA engine discussed MUNICH An advanced two-spool Euro pean fighter engine code- named XG20 is being discussed for the proposed Future European Fighter Aircraft (FEFA). It would incorporate technical fea tures that, according to Turbo-Union, manufacturer of the Tornado's RB.199 engine, would make it "significantly better" than current two-shaft engines in the same power class, such as the General Electric F.404. Turbo-Union is hoping that the XG20 (for "gross thrust, 20,0001b") will be a truly European project involving the French aero-engine indus try as well as RB.199 partners Britain, West Germany, and Italy. French involvement is politically thorny, however, since work is already well advanced on Snecma's own advanced fighter engine, the M88. The only comment from Snecma's president, Jacques Benichou, is that "the door is open" to collaboration. Snecma denies, however, that any formal discussions on a joint fighter engine pro gramme have taken place, and notes that it is steadily advancing with the M88, which is now at the demon strator stage. The XG20 would offer simi lar performance to the RB.199 DemolA, a reduced-bypass- ratio development of the Mkl03 engine currently powering Tornadoes. It would, however, be much simpler and have lower life cycle costs. The RB.199 DemolA has just completed altitude testing at Derby, in which it ran at 20 per cent higher sea-level thrust than the Mkl03. Thrust at altitude is boosted by 40 per cent, conferring the kind of specific excess power demanded by fighters oper ating in the left-hand corner of the flight envelope. The improvements are largely due to increases in fan pressure ratio, a key feature of the programme to make the RB.199 suitable for fighter One of United Airlines' CFM56-powered DC-8-7 Is seen at Maui airport. The airline has recently increased to four its daily round trip services from the US to the Hawaiian island. power. Increasing fan pres sure ratio leads to a reduction in the bypass ratio, which is unity on the current engine. The aim is to reduce the ratio to around 0-5 by progressive aerodynamic improvements, many of which are handed down from Rolls-Royce's civil engine work. Turbine entry temperatures are set to rise to achieve the higher core pressure ratios needed for better thrust-to- weight ratio. The next series of RB.199 tests, due to begin early this year, will feature single-crystal high-pressure turbine blades and an improved low-pressure tur bine. Although Turbo-Union has no doubts that the RB.199 can be developed to suit fighters, it would, if financially and politically possible, like to embark on development of the XG20 in time to meet FEFA schedules. Initial FEFAs will probably be DemolA-powered, but Turbo-Union feels that an advanced two-shaft successor to the early Seventies tech nology RB.199 must crys tallise soon if Europe's agile fighter is to be Euro-powered. Projections for a 1990-1992 two-shaft fighter engine based on existing advanced engineering programmes at Turbo-Union yield a thrust: weight ratio of 10:1, achieved with a three-stage fan, five- stage compressor and single- stage turbines. This could be increased to 12:1 later in the decade, with a two-stage fan and three-stage HP com pressor. For comparison, the 20,0001b thrust (in reheat) Rolls-Royce Spey Mkl02 now powering Phantoms has a thrust:weight ratio of 5:1, achieved with a five-stage LP compressor, 12-stage HP compressor, and two-stage turbines. The Spey began life in 1960. IAE becomes official ZURICH Formal registration of IAE International Aero Engines AG, the five-company con sortium that will build the new V.2500 engine for 150-seat aircraft, took place in Zurich on December 15. IAE's first chairman, Ralph Robins, says that marketing of the 23,0001b thrust engine to the aircraft manufacturers and the airlines will begin immediately. The engine is being sold on the basis that it will burn 14 per cent less fuel than the CFM56-4, also offered for 150-seaters. Rolls-Royce expects a UK Government decision in January on whether it will be funded for half of its 30 per cent, £226 million, stake in V.2500. Overall development cost of the engine will be around £720 million. IAE "confidently expects" a 60 per cent penetration of a predicted 5,000 engine market over the next 20 years. 34 FN signs for Fl 00 test call HERSTAL The aero-engine division of Fabrique Nationale (FN) at Herstal, in Belgium, has signed a contract with the Royal Netherlands Air Force for delivery of an automated test system for the Pratt & Whitney FlOOs which power its F-16s. It will be used at the Dutch air force base at Twenthe, near Enschede, where the aircraft are deployed. Comprising an engine test cell and a "trim pad" for engines that are installed in airframes, the equipment will feature highly automated computerised instrumenta tion. FN says that besides accurate and reliable data recording this will enable test cell powerplant fuel savings of between 30 and 40 per cent, because of the speed with which the data will be picked off. The contract is worth BelFr80 million (£1 million) and the equipment will be delivered and operational in 1985. FN says that pros pects for deliveries of the system to other F-16 air forces in Europe are very good. In 1982 FN modernised Sabena's JT9D, CF6, and JT8D test cells. Under a sub contract deal, the Belgian airline will be responsible for the F-100 engine test bed and fuel feed system. FLIGHT International, 7 January 1984
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