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Aviation History
1988
1988 - 2574.PDF
Rate of climb - Time to height Take off weight 2000 Kg Flight envelope (Max grass weight 2000 Kg) 40,000- 30,000 g 20.000 3 M < 10,000 / ^w \ 40,000 30,000 20,000 10,000 0 <D 1 C0 I to I --»*'"" -m <Z) J SI o | <u 1 SI T^L a> 1 1 1 I / V ^ v^ *7 2000 Rate of climb ft/m. Take off height 200 300 True airspeed-Kts 345 20' be fitted to give a 360kt upper limit. To achieve comfort and efficiency, the Squalus team has worked extensively with Garrett. Cabin heating is via a mixer-muffler; humidity control is by Garrett, and Garrett will provide the pressurisation to 41b/in2. Gaseous oxygen is carried in the prototypes, and each seat has an emergency bottle for high-altitude ejection. Garrett's major contribution to the aircraft is, however, the TFE109 engine. It was designed to power the T-46 Next Generation Trainer (NGT), with the specific aims of fuel efficiency and maximum durability. The TFE109 is the first engine developed to meet the requirements of the US Ensip (engine structural integrity programme). Ensip examined two major elements—the assess ment of thermal vibrational and stress char acteristics of critical components, and the structural integrity of critical parts. The engine was required to provide fracture-free performance of critical parts in the presence of material, manufacturing, and processing defects for at least the scheduled inspection interval of the engine. The aims were achieved with a two-spool contra-rotating configuration with a bypass ratio of 5:1. The L.P. spool consists of a single-stage fan directly coupled to a two- stage axial turbine. The H.P. spod comprises a two-stage centrifugal compressor driven by a two-stage axial turbine. The airflow (stan dard day) is 52 • 21b/sec, and the overall pres- The performance envelope (above) will meet the stated needs of most air forces and many civilian training schools. Whether the side-by-side configuration (bottom) does is open to debate sure ratio is 16-3:1. The engine weighs 4201b and it is governed by a full-authority digital electronic fuel control which elimi nates engine trimming. The TFE109 is designed for no overhaul, only inspection, and is easily removed if necessary. Its modular construction is aimed at simplifying maintenance. There are only two bearing compartments, and it can be maintained on condition. An integrated life management system defines required main tenance by means of built-in test equipment. This airframe-engine combination produces an aeroplane which performs over a wide flight envelope from a stalling speed of 67kt (full flap) to a normal operating speed of 300kt. The economics of the Promavia project were outlined comprehensively in an earlier article (Flight, July 9). In brief, the engine has a specific fuel consumption of 0-3921b/hr/lb thrust at maximum thrust. The service ceiling is 37,000ft, with a maximum rate of climb of 3,200ft at sea level and a time-to-height performance of 14,000ft in 5min, which should meet most require ments. Promavia is offering an aircraft which, at current fuel prices, will cost approximately $150 per flying hour. Its flyaway cost is $2 million per copy. The company is seeking manufacturing agreements with potential partners in Belgium and overseas, and several US companies have shown interest. The first prototype has undergone more than 150hr of test and demonstration flying under a strongly open-to-view policy. It will move into series production early in 1989. Success for any project of this kind depends on a large number of factors coming right at the appropriate time, beyond the obvious performance/cost equation. Prefer ence for a turboprop, the required seating arrangement, indigenous design, home production against import—all will affect a customer's choice, and there are a lot of basic trainers competing in the market. Never theless, the Jet Squalus has a unique market niche. If you want to buy or build a new, low-cost, side-by-side, low-wing jet aircraft, the Jet Squalus is the only game in town. FLIGHT INTERNATIONAL, 10 September 1988
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