46
TURBINE ENGINES OF THE WORLD
licensed manufacture also by Alfa Romeo and Orenda. To-
gether with civil CJ610 version and the CF700 aft-fan deriva-
tive, the series has flown more than 14' 2 million hours since
production deliveries started over eleven years ago. The latest
version is the J85-GE-21 powering the Northrop F-5E Tiger
II, production deliveries of which started early last year to
the USAF. Northrop sees a market for up to 1,000 F-5Es
world-wide by 1980, indicating a worthwhile future in addi-
tion to the more than 8,000 J85s already built. Recent flame-
out problems with the J85-GE-21 in the F-5E are in process
of being resolved.
Applications and projects. Aeritalia G-91Y (2X4,0801b A/B
J85-GE-13D); Canadair CL-41G (2X2,9501b J85-J4); Cessna
A-37A (2X2,8501b J85-GE-17A); McDonnell Douglas ADM-20C
Quail (1X J85-GE-7); Northrop T-38A (2X3,8501b A/B J85-GE-
5J); Northrop F-5A and -5B (2X4,0801b A/B J85-GE-13D);
Northrop F-5E Tiger II (2X5,0001b A/B J85-GE-21); Rockwell
International OV-10BZ Bronco (2XJ85); Rockwell Interna-
tional T-2C and -2D (2X2,9501b J85-GE-4A); Rockwell Inter-
national XFV-12A rig (2X2,9501b J85-GE-4A); Saab 105X7
(2X2,8501b J85-GE-17); Teledyne Ryan MQM-34D Model II Fire-
bee (1XJ85).
J85-GE-21 Nine-stage compressor, annular combustor, two-
stage turbine, afterburner with variable convergent-diver-
gent nozzle. Take-off 3,5001b basic, rising with re-heat to
5,0001b; pressure ratio 8-1:1; mass flow 52-01b/sec; length
112-5in; diameter 21in; weight 6751b.
J97 Single-shaft turbojet with afterburner. Derived from the
GE1/J1 series of turbojets (utilising the 5,0001b GE1 core
engine), the J97 is a USAF-financed high-performance turbo-
jet of compact design for RPV and drone installations. Its
main application in the Boeing YQM-94A Compass Cope B
RPV (see also AiResearch F104) suffered a setback in August
1973 when the first of two prototypes crashed. Other applica-
tions are in the Teledyne Ryan AQM-91A surveillance drone,
and a Nasa V/Stol research vehicle.
YJ97-GE-100 Fourteen-stage compressor, annular combustor,
two-stage turbine, afterburner. Take-off 5,2701b basic, rising
with re-heat to approximately 8,0001b; pressure ratio 13• 8:1;
length 109-5in; diameter 24-4in; weight 6941b.
J101 Single-shaft "leaky" turbojet with afterburner. Initi-
ated as a GE private venture (under the designation GE15;
J1A5), using the scaled-down F101 core engine, the J101 was
awarded a USAF development contract in April 1972 for the
twin-engined Northrop YF-17 lightweight fighter; the turbo-
jet has also been selected to power the very similar Northrop
P-530 Cobra. Five engines and a core are being used in the
development programme which was planned to have re-
sulted in PFRT (Preliminary Flight Test Rating) approval
in November last year, with about l,300hr testing completed
at that point. Initial deliveries of JlOls to Northrop are
imminent to meet a YF-17 first-flight date in April. There is
no commitment by the USAF to a production order for
either the YF-17 or the competing General Dynamics YF-16,
but for the P-530 Cobra type of aircraft Northrop sees a
worldwide m a r k e t of around 1,000 units.
YJ101-GE-100 Ten-stage compressor, annular combustor, two-
stage turbine, close-coupled afterburner operating on turbine
exhaust and a permanent compressor air bleed. Take-off
15,0001b with reheat; pressure ratio over 20:1; length 142in;
diameter 32-5in.
LF460 Single-shaft lift-fan. This is one of a number of tur-
bine tip-drive lift-fans being studied by GE as part of a con-
tinuing programme of Nasa-financed work on this mode of
V/Stol propulsion. Among Nasa-sponsored airframe studies
is a Rockwell International transport design embodying six
YJ97-GE-100 gas-generators energising six LF460A lift-fans,
each of approximately 10,0001b thrust.
Nasa QCSee Two-shaft turbofan. GE was awarded an ap-
proximately $31 million, £13-2 million contract by Nasa in
October 1973 to design, build and test two non-flying QCSee
(Quiet Clean Short-haul Experimental Engines) units over
a 56-month period. This award followed detailed preliminary
design studies during 1972/73 in which Detroit Diesel Allison
and Hamilton Standard also participated — and no doubt
recognises GE's extensive work under Nasa's earlier Quiet
Engine programme. For QCSee, GE is required to demon-
strate exhaust emission levels as proposed by the US
Environmental Protection Agency for 1979, and to achieve
a 90EPNdB noise footprint on take-off and landing no larger
than 12 sq mile.
FLIGHT International, {0 January 1974
RS.360 Gem Free-turbine three-shaft turboshaft. GE and
Rolls-Royce (1971) signed an agreement in 1971, later ex-
tended to the end of 1973, for the US company to explore
the market in America for the 900 s.h.p. RS.360 Gem turbo-
shaft. GE also holds an option to license manufacture. The
RS.360 is the commercial designation for the BS.360-07 engine
powering the Westland WG.13 Lynx helicopter, a version of
which is a contender in the US Navy's Lamps (Light Air-
borne Multi-Purpose System) programme. See also page 53.
T58 Free-turbine two-shaft turboshaft. The T58 has been
extensively produced for US Navy and USAF helicopters, and
is license-built by Rolls-Royce (1971), Alfa Romeo and Ishi-
kawajima-Harima Industries. There is also a joint pro-
gramme with Rolls-Royce (1971) for development to higher
ratings (the R-R version being the Gnome). The commercial
version of the engine, the CT58, was the first US helicopter
turbine to enter airline service.
Applications and projects. Bell X-22A (4X1,250 s.h.p. YT58-
GE-8D); Bell UH-1F (1X1,272 s.h.p. T58-GE-3); Boeing Vertol
CH-46D and UH-46D (2X1,400 s.h.p. T58-GE-10); Boeing Vertol
CH-46E (2X1,870 s.h.p. T58-GE-16); Boeing Vertol Model 107
(2X1,250 s.h.p. CT58-110 or 2X1,400 s.h.p. CT58-140);
Sikorsky HH-3 (2X1,500 s.h.p. T58-GE-5); Sikorsky SH-3
(2X1,350 s.h.p. T58-GE-8F); Sikorsky SH-3D and -3H (2X1,400
s.h.p. T58-GE-10); Sikorsky S-67 Blackhawk (2X1,500 s.h.p.
T58-GE-5); Sikorsky S-61 (2X1,500 s.h.p. CT58-110); Sikorsky
S-62A (1X1,500 s.h.p. CT58-110-11.
T58-GE-16 Ten-stage compressor, annular combustor, two-
stage compressor and power turbines. Integral rear-mounted
gearbox. Take-off 1,870 s.h.p.; pressure ratio 8-4:1; mass flow
13-71b/sec; length 63-6in; width 20-7in; height 21-5in; weight
4401b.
T64 (CT64) Free-turbine two shaft turboshaft and turboprop.
Primarily a turboshaft, the T64 powers a variety of US Army,
Navy, Air Force and Marine Corps helicopters, a potentially
important addition being the Sikorsky YCH-53E (3X3,925 s.h.p.
T64-GE-413A or 3X4,380 s.h.p. T64-GE-415) which has been
financed by the USN and USMC for two prototypes to be
flown and evaluated this year. An impending turboprop
application is the Aeritalia G.222 at present flying with two
3,400 s.h.p. T64/P4Ds. GE is understood to be developing a
5,000 s.h.p. T64 variant for the production aircraft. Manufac-
ture of the T64 is licensed to Motoren- und Turbinen-Union,
Fiat and Ishikawajima-Harima Heavy Industries. Civil version
of the engine is the CT64.
Applications and projects. Aeritalia G.222 (2X3,400 s.h.p.
T64/P4D); Canadair SCS CL-84-8 (2XT64); de Havilland DHC-5
(2X2,970 s.h.p. CT64-820-1); de Havilland Canada C-8A (2X
2,765 s.h.p. T64-GE-10); Kawasaki P-2J (2X2,765 s.h.p. T64-GE-
10); Shin Meiwa PS-1 (4X2,765 s.h.p. T64-GE-10); Sikorsky
CH-53A (2X3,080 s.h.p. T64-GE-6); Sikorsky CH-53C, HH-53C
and -53-D (2X3,936 s.h.p. T64-GE-7A); Sikorsky CH-53D
(2X3,925 s.h.p. T64-GE-413A); Sikorsky RH-53D (2X4,380 s.h.p.
T64-GE-415).
T64-GE-415 Ten-stage compressor, annular combustor, two-
stage compressor and power turbines. Direct drive. Maximum
power 4,380 s.h.p.; pressure ratio 14:1; mass flow 281b/sec;
length 79-0in; diameter 20-0in; weight 7201b.
T700 (GE12) Free-turbine two-shaft turboshaft. Likely to be
built in very considerable numbers over the next decade, the
T700 is under US Army-financed development for the two
competing Uttas (Utility Tactical Transport Aircraft System)
twin-engined helicopters, the Boeing Vertol YUH-61A and
Sikorsky YUH-60A. The T700 first ran in February 1973 and
should be ready for ground-testing in an airrcaft by March.
Flight-qualified T700s are scheduled to be supplied to Boeing
Vertol and Sikorsky in August, preparatory to first flights in
November. Thereafter a production contract should be
awarded to the winning contractor in March 1977, with
deliveries to the Army following in mid-1978. Both airframe
companies are to build commercial versions of their Uttas
designs, the Boeing Vertol Model 179 and Sikorsky S-70 respec-
tively, and similarly both companies are developing designs
for the US Navy, in particular for the Lamps (Light Airborne
Multi-Purpose Systems) competition for which a contractor is
to be selected this spring. In addition the T700 powers both
competing designs in the US Army's AAH (Advanced Armed
Helicopter) programme being built by Bell and Hughes. A
competitive fly-off between these two twin-engined helicop-
ters is scheduled for 1976. A further potential application for
the T700 is via the US Army's Advanced Scout Helicopter
study where new or existing airframes may use the GE
turboshaft. Rated shaft power of the T700 on test is 1,538 s.h.p.,
somewhat above specification.