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FLIGHT International, 10 January 1974

TURBINE ENGINES OF THE WORLD far failing to gain a helicopter application, it has been
selected to power a novel Stamp (Small Tactical Aerial
Mobility Platform) vehicle to be built and demonstrated by
AiResearch under a $500,000, £208,000 US Marine Corps con-
cations are the Dassault-Breguet Falcon 10, the Gates Learjet tract. The TSE 231 will drive a ducted fan installed in a
Model 35 Transcontinental, the Model 36 Intercontinental modified Hughes OH-6A helicopter forward fuselage, the fan
and the Lockheed JetStar II: there is also a possibility of supplying lift, forward thrust and control. The vehicle, inten-
powering the projected three-engined Falcon 25. The Falcon ded to provide the basis for a "flying jeep," will undergo
10 was certificated in September 1973 and deliveries are under- tethered flight tests at the Naval Weapons Centre, China
way, with 55 on order and 122 on option. Certification of the Lake, California.
two Gates Learjet models is planned for the middle of this TSE231-1 Two-stage centrifugal compressor, annular reverse
year, when deliveries will also start. The company had de- flow combustor, single-shaft compressor and power turbines.
posits for 30 aircraft by September last year. The JetStar II Separate forward-mounted gearbox. Take-off 474 s.h.p.; pres-
installation is essentially an engine-change programme with sure ratio 8-9:1; mass flow 4-llb/sec; length 41in; width
the P r a t t & Whitney JT12A turbojet being displaced in the 28in; height 22-5in; weight 741b.
process. First flight of the re-engined aircraft is now planned
for later this month, with FAA certification scheduled for TSE331 Single-shaft turboshaft. Revived turboshalt version
the autumn. Of the two main versions of t h e turbofan, the of t h e 331 series, the TSE331 effectively is derived from the
3,5001b TFE731-2 is already FAA-certificated and in produc- TPE331-3 turboprop. Sole application to date is the Aviation
tion and the 3,7001b TFE731-3, which has an air-cooled h-p Specialities S-55-T (1X700 s.h.p. TSE331-3U), re-engined
turbine, r a n in August last year and should be certificated version of the Sikorsky S-55 helicopter. Configuration is
in April. The spread of ratings quoted by AiResearch for generally similar to the TPE331.
TFE731 extends from 3,2001b to 4,0001b.
Applications and projects Dassault-Breguet Falcon 10 (2X GENERAL ELECTRIC (USA)
3.5001b TFE731-2); Dassault-Breguet Falcon 25 (3X3.7001b Aircraft Engine Group, General Electric Company. Group
TFE731-3); Gates Learjet Model 35 Transcontinental & Model
36 Intercontinental (2 X 3,5001b TFE731-2); Israel Aircraft headquarters: Cincinnatti, Ohio 45215. Tel: (513) 243-2000.
Industries Westwind 1124 (2XTFE731); Lockheed JetStar II Public company with wide-ranging corporate activities em-
(4X3,7001b TFE731-3). bracing industrial and consumer electrical plant and ap-
TFE731-2 Single-stage geared fan and four-stage 1-p com- pliances, power generation, electronics, automation and
pressor, single-stage centrifugal h-p compressor, annular re- medical systems, and aero- and non-aero gas-turbines. Cor-
verse-flow combustor, single-stage h-p turbine, three-stage 1-p porate assets $7,402 million, £3,163 million, and employees
turbine. Take-off 3,5001b: pressure ratio 15-09:1; bypass ratio 369.000. Record corporate sales in 1972 of $10,239 million,
2-82:1; mass flow 1131b/sec; length 49-173in; width 34-20in; £4,375 million of which aerospace sales (with aero-engine
height 39-07in; weight 7101b. sales representing the largest item) were down at $1,514
million, £647 million.
TPE331 (T76) Single-shaft turboprop. By mid-1973 more than Aerospace sales by GE have declined steadily since the
3,000 TPE331 and T76 turboprops had been delivered—the late 1960s, reflecting the reduced defence and space expendi-
majority of them being commercial engines — and five t u r e by the US government. This sector of GE's operations
million hours had been flown in some 1,100 civil and military also has notably the lowest trading margin, with profit in
aircraft. Production at that time was running at 55-60 units 1972 amounting to only 1-8 per cent of sales compared with
per month, and 700 engines were scheduled to have been 5-1 per cent for the next highest sector of industrial com-
built during t h e year. A potentially significant development ponents and systems. The Aircraft Engine Group describes
during late 1972 was the installation of the TPE331 in a its biggest accomplishment in 1972 as staying profitable
Beech King Air, hitherto exclusively and very successfully while charging-off the costs of currently developing conti-
powered by the United Aircraft of Canada PT6A. Offsetting nental and intercontinental versions of the CF6 turbofan.
this, the TPE331 was not chosen to power the new Short During that year, the Group achieved increased commercial
SD3-30, despite the AiResearch engine being the Skyvan's engine sales, and experienced rising interest in business jets
power unit. One disadvantage of the TPE331 versus the powered by GE turbines. These trends are likely to have
Canadian turboprop is its present maximum power rating been continued last year when further record levels of cor-
of 904 e.h.p. compared with 1,174 e.h.p. on the PT6A. AiRe- porate sales and profits are expected.
search describes the TPE331 as having growth potential to
1,200 s.h.p: (see earlier T76 entry).
Ategg Single-shaft core engine. General Electric is one of
Applications and projects. Air Metal AM-C111 (2X904 e.h.p. four contractors participating the joint USAF/USN Ategg
TPE331-3); Beech King Air (2XTPF.331-150); Casa-201 Aviocar (Advanced Turbine Engine Gas Generator) programme for
(2X776 e.h.p. TPE331-5-251C); FMA IA.58 AX-2 Dolphin development of advanced engine components and technology.
(2X904 e.h.p. TPE331-3U-303); Fairchild Industries AU-23A The GE core engine, based on its losing F100/F400 turbofan
Peacemaker (1X705 e.h.p. TPE331-1-101F); Fairchild Indus- in the F-15/F-14 engine competition, is operating at probably
tries-Swearingen 3 and 4 (2X904 e.h.p. TPF33I-3U-303G1: Fair- t h e highest turbine entry temperature running today and is
child Industries-Swearingen Metro (2X904 e.h.p. TPE331- in process of embodying a new, more highly loaded com-
3UW-303G); Fairchild Industries/Pilatus Porter (1XTPE331- bustor.
25D); Grumman Goose Conversion (2XTPE331): Interceptor
Corporation Interceptor 400 (1X705 e.h.p. TPE331); Jetliner
Dove Conversion (2XTPE331); Mitsubishi MU-2J and -2K (2X CF6-6 Two-shaft turbofan. The CF6-6, closely derived from
6R5 s.h.p. TPPF.331-6-251M); Piaggio RP-196 (4X665 s.hp. the General Electric TF39 turbofan for t h e USAF C-5A
TPE331-I); Rockwell International Commander 680 (2X575 Galaxy, powers t h e McDonnell Douglas DC-10-10. Orders for
s.h.p. TPE331-43A or 2X667 s.h.p. TPE331-151); Rockwell this aircraft currently stand at just over 100, equal approxi-
International Turbo Commander 690A (2X717 s.h.p. TPE331- mately to half the total of all GE-powered DC-lOs. The CF6-6
5-251K); Short SC.7 Series 3 Skyvan (2X715 s.h.p. TPE331- entered airline service in August 1971, representing GE's
2-201). first major entry into the commercial engine sector. By late
October 1973 the CF6-6 had flown more than 800,000hr with
TPE331-2-201 Two-stage centrifugal compressor, tubular re- eight airlines and was showing exceptional reliability with
verse-flow combustor, three-stage turbine. Integral forward- in-flight shutdown and unscheduled removal rates of 0-09
located gearbox. Take-off 750 e.h.p.; pressure ratio 8-5:1; and 0-39 per 1,000 engine hours respectively. At that time,
mass flow 7-71b/sec; length 46in; width 21-2in; height 26-5in; 314 CF6-6s had been delivered. Operating problems have in-
weight 3361b. cluded C-sump cracking (rectified in phase 1A engines) and,
during November 1973, loss of fan and turbine blades. Basic
TSE36 Single-shaft turboshaft. Based on the AiResearch versions are the 40,0001b CF6-6D, the 41,0001b CF6-6D1, and
GTCP36 APU, this small 240 s.h.p. helicopter engine was the 43,0001b CF6-6G.
FAA-certificated in 1970. The engine has been test-flown in a
Hughes Model 269A and Enstrom F-28, but has yet to find Applications and projects. Europlane Qstol (2X40,0001b
an application. CF6-6D); McDonnell Douglas DC-10-10 (3X40,0001b CF6-6D).
TSF36'1 Single-shaft centrifugal compressor, tubular re- CF6-6D Single-stage fan and single-stage i-p compressor,
verse-flow combustor, single-stage radial-inflow turbine. In- sixteen-stage h-p compressor, annular combustor, two-stage
tegral forward-located gearbox. Take-off 240 s.h.p.; pressure h-p turbine, five-stage 1-p turbine. Take-off 40,0001b; bypass
ratio 4-26:1; mass flow 2-81b/sec; length 35-9in; width 27-9in; ratio 6-2:1; pressure ratio 26:1; mass flow l,3071b/sec; length
height 21-8in; weight 1651b. 193in; width 93-7in; height 108in; weight 7,4501b.

TSE231 Free-turbine two-shaft turboshaft. First tested three CF6-30 Two-shaft turbofan. A projected derated version of
years ago and flown in 1971, t h e TSE 231 embodies a scaled- the CF6-6 covering a thrust bracket of 30,0001b-36,0001b and
down version of the TPE331/T76 compressor: Although so intended to bridge the gap between the CFM56 and CF6-6.