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Aviation History
1985
1985 - 1726.PDF
EUROPE'S AEROSPACE CHALLENGE Four RTM322s are now running. The engine will be flight-tested on a US Army Black Hawk in January 1986 national Aero Engines members involved in the new V.2500 turbofan for 150-seaters. In the turboshaft field MTU has devel oped its own advanced gas generator, the GNT-1, which ran successfully last December. The demonstrator feeds directly into the MTM385, and several new technologies are being tested, includ ing ceramic turbine blade coatings, a single-stage transonic H.P. turbine (with single crystal blades), and supercritical axial compressor blades. The three engines covered by the agree ment are broadly similar in configuration, which will help progress towards eventual design commonality throughout the range. All feature axial/centrifugal compressors, reverse flow combustion chambers and digital electronic controls. The config uration reflects the general trend in the small military turboshaft (and indeed the whole military turbine engine) business, towards simplicity, ruggedness, and ease of maintenance, requirements highlighted by the US Army's Vietnam experience. Turbomeca's TM333 was conceived as a more powerful follow-on to the Arriel, the envisaged applications being twin-engined helicopters of 4-5 tonnes, such as the Dauphin 2. It competes with the Allison 250-C30, Lycoming LTS-101, and Gem, and its core consists of two axial and one centrifugal compressor stages, and single- stage uncooled H.P. turbine running at a moderate 1,100°C entry temperature. Growth of the TM333 will come from a 50° higher turbine entry temperature, giving 12 per cent more power and a reduc tion in fuel burn. Further on, Turbomeca says that the engine is capable of growth to 1,100 s.h.p.—where the MTM385 starts. Sixteen TM333s have so far accumu lated almost 4,000hr of testing, l.OOOhr of which have either been on board an Aero spatiale SA365 testbed (the world's first helicopter to fly with digitally-controlled turbines) or on the uprated SA365M military Dauphin. Turbomeca and MTU joined forces to produce an engine for the PAH-2 in the late 1970s, the first result being the MTM380. Two demonstrator engines run at the end of 1979. The delays in the PAH-2 programme have meant updating The MTM385 will power the PAH-2 series the engine, principally by the addition of a new transonic high-pressure turbine and the adoption of reduction gears instead of direct drive (using the TM333 gearbox). Design of the MTM385 is now finalised. In common with the TM333, the engine consists of a two-stage axial and single- stage centrifugal compressor driven by a single-stage (cooled) high-pressure turbine. First run is expected at the begin ning of 1987, flight-testing starting a few months later. Twelve engines will take part in the test programme, with the aim of achieving certification by 1990. Pro duction would then begin later that year. Workshare on the MTM385 is split in half, Turbomeca being responsible for the compressor and inlet particle separator, MTU the turbines and combustor. The engine is also proposed for civil applications—but only when its military future is assured. The first RTM322 gas generator ran at Rolls-Royce's Hatfield facility in Decem ber 1984, followed by a complete engine test at Turbomeca this February. Four engines are now running (two in France, two in the UK) and a further four will be on line by June. The engine, initially sized at 2,100 s.h.p. but capable of growth to 3,000 s.h.p., is seen as the basis of a family of powerplants encompassing turboprops and turbofans, and is the subject of a recent licence agreement with Pratt & * Whitney (Canada), which would like to offer such an engine for the proposed utility helicopter for the Canadian Army. New jobs for RTM322 In its turboshaft role, the RTM322 has seen its proposed applications change somewhat. Originally, the engine was aimed principally at the RAF's AST404 Wessex/Puma replacement, a require ment that is now in abeyance pending a decision on the size of machine needed. The Westland 30-400 remains a target, as does the three-engined EH101, prototype versions of which are powered by the T700. Rolls-Royce and Turbomeca are hopeful of a chance to prove the RTM322/EH101 combination early in the flight-test programme. A major opportunity lies in the work being carried out for the US Army on re- engining the Sikorsky UH-60 Black Hawk with RTM322s. The Army is interested in the 25 per cent extra power offered by the European engine over the current T700 and will supply a helicopter to Rolls- Royce's Filton plant this September for flight-test the following January—the first time the RTM322 will fly. Mockup engine installations in the UH-60 and AH-64 Apache have already shown that the RTM322 easily fits the T700 inter faces. The NH-90 is another important target for the RTM322 that has recently surfaced, and upwards of 700 machines may be ordered. Yet another possibility is the single-engined Agusta A129 Mangusta, which could suit British and Italian Army needs. S 118 FLIGHT International, 1 June 1985
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