6 Directory FLIGHT International, 2 January 1975
TURBINE ENGINES OF THE WORLD s.h.p. Model 250-C20 or 420 s.h.p. Model 250-C20B); Messer.
sehmitt-Bolkow-Blohm B6106 and B6116 (2 X 420 s.h.p-
Model 250-C20B); Pilatus Porter powered-glider project (1 X
developed earlier under the Ategg programme. Designation of 400 s.h.p. Model 250-C20 or 1 X 600. s.h.p. Model 250-C28);
Allison's current Ategg core is GMA 300 (see below). Posehel Aircraft P-400 Meridian (1 X 400 s.h.p. Model 250-C20);
Siai-Marchetti SM.1019 Turbo-Stol (1 X 330 e.h.p. Model
250-B15G); Soloy Conversions UH-12E J e t 5 (1 X 400 s.h.p.
GMA 300 As the third of Allison's Ategg advanced core engines,
Model 250-C20); VFW-Fokker H7-E1/2 (1 X 317 s.h.p. Model
the GMA 300 is regarded by the company as offering the basis
250-C18 or 1 X 400 s.h.p. Model 250-C20); VFW-Fokker LH3
for a new family of turbine engines. As well as providing the
(1 X 400 s.h.p. Model 250-C20).
gas-generator section for the Model 501-M62/T701 (see below),
Model 250-C20B Six-stage axial plus single-stage centrifugal
derivatives of the core include a 12,0001b, 6:1-bypass-ratio
compressor, annular reverse-flow combustor, two-stage com-
turbofan for inter-theatre transports and close-support aircraft,
pressor and power turbines. Centre-mounted reduction gearing
a 13,3001b, 8:1-bypass-ratio turbofan suitable for the US Navy's
Take-off 420 s.h.p.; pressure ratio 7-2:1; mass flow 3-451b/sec;
V P X land-based anti-submarine-warfare project, a 15,0001b
length 40-8in; width 19in; height 22-5in; weight 1581b.
variable-pitch turbofan of even higher bypass ratio for QStol
transports and a 7,640 s.h.p. regenerative turboshaft for marine
Model 501 (T56) Single-shaft turboprop. Major application
and electrical generation applications. of this engine has been in its military T56 form chosen for
Lockheed C-130 Hercules, more than 1,300 of "which have been
J99 Two-shaft lift-jet. This joint Allison/Rolls-Royce engine built (including civil versions) over the past 20 years. As an
is described under the R-R entry. originally Navy engine, the T56 also has application in three
USN aircraft. Only modest success has been achieved with the
Model 250 (T63) Free-turbine two-shaft turboshaft and turbo- turboprop in its commercial Model 501 form. Allison describes
prop. Allison has gained orders for over 9,000 Model 250-C-series total operating time as being "tens of millions of flight hours".
turboshafts since the engine first went into production in 1966. Deliveries to date total more than 10,000 engines. Military and
Some 6,500 of the 300 s.h.p. Model 250-C18s had been sold by the commercial TBOs are 6,000hr and 10,600hr respectively.
end of 1974 and deliveries of the 400 s.h.p. Model 250-C20 already Applications and projects Aeritalia G.222 (growth version)
exceed 2,000; this variant is gradually taking over from the -C18 (2 X 4,910 e.h.p. T56-A-15); General Dynamics 580 (2 X 3,750
and will remain in production a t least until 1976. J u s t into pro- e.h.p. Model 501-D13); Grumman C-2A Greyhound (2 X 4,050
e.h.p. T56-A-8); Grumman E-2B Hawkeye (2 X 4,050 e.h.p.
duction a t the end of last year was the uprated 420 s.h.p. Model
T56-A-8); Grumman E-2C Hawkeye (2 X 4,910 s.h.p. T56-A-
250-C20B with new compressor and gears and bifurcated exhaust
422); Lockheed C-130B and E (4x4,050 e.h.p. T56-A-7);
duct. The annual production rate is about 1,000 for these versions Lockheed HC-130H Hercules (4 X 4,910 e.h.p. T56-A-15);
of the Model 250-C. Currently under development are the radi- Lockheed P-3C Orion (4 X 4,910 e.h.p. T56-A-14); Lockheed-100
cally modified Model 250-C28 of 500 s.h.p. and -C30 of 640 s.h.p., Hercules (4 X 4,050 e.h.p. Model 501-D22); Lockheed-100-20K
which are planned for production in spring 1976 and early 1978 and -30 Hercules (4 X 4,680 e.h.p. Model 501-D22A); Lockheed
respectively. The emergence of these higher rated versions is 188A (4 x 3,750 e.h.p. Model 501-D13).
clearly in response to the recent spate of new 500-600 s.h.p.
turboshafts in the shape of the Lycoming LTS101, Turbomeca T56-A-15 Fourteen-stage compressor, annular combustor, four-
Arriel and, until lately, the Rolls-Royce ESM 600. The Model stage turbine, separate forward-supported reduction gearing.
250-C series has an extensive base of operating experience, in Take-off 4,910 e.h.p.; pressure ratio 9'25:1; mass flow 32'41b/sec;
particular having powered the 4,000-plus Bell Model 206A and length 146in; width 27in; height 39in; weight 1,8251b.
-B JetRangers built t o date, and is assured of a continuing future
in the new Model 206L LongRanger. Bell is already committed Fiat collaborates'with Rolls-Royce in developing the Viper 600 turbojet
to production of 1,090 JetRangers and 475 LongRangers over
the next three years. The LongRanger, which first flew in
September last year, is scheduled to be certificated and in pro-
duction by the third quarter of 1975. The Model 250-C has a
further outlet in the Hughes OH-6A Cayuse and Model 500
helicopters, and has a major chance of powering the winning
design of the US Army's Advanced Scout Helicopter (ASH)
contest.
A notably smaller market has developed for the Model 250-B
turboprop series. Most recent version is the uprated 420 s.h.p.
Model 250-B 17B now being delivered for the GAP Nomad and
American J e t Industries Turbostar 402 and 411. The Model
250/T63 turboshaft is licensed for manufacture by Kawaski
Heavy Industries and MTU.
Applications and projects Agusta Model 206A and A-l JetRanger
(1 X 317 s.h.p. Model 250-C18); Agusta Model 206B and B l (1 X
400 s.h.p. Model 250-C20); Agusta A.109C Hirundo (2 X 400 ' • • • • • •
V
s.h.p. Model 250-C20); Agusta A.129 (2 X 600 s.h.p. Model 250- I'
C28); American J e t Industries Turbostar 402 and 414 (2 X 420
s.h.p. Model 250-B17B); American J e t Industries Turbostar
Baron (2 X 416 e.h.p. Model 250-B17); Bell Model 206B J e t
Ranger I I (1 X 400 s.h.p. Model 250-C20); Bell Model 206L
LongRanger (1 X 420 s.h.p. Model 250-C20B); Bell Model 209
TH-57A SeaRanger (1 X 317 s.h.p. Model 250-C18); Bell Model
UK
209 OH-58A Kiowa (1 X 317 s.h.p. T63-A-700); Bell OH-58 ASH
version (1 X 400 s.h.p. T63-A-701 or 1 X 420 s.h.p. T63-A-702); Model 501-M62 (T701) Free-turbine two-shaft turboshaft.
Boeing Vertol 105C (2 x 460 s.h.p. Model 250-C20); Dornior Do Largest turboshaft in the West, the Model 501-M62 is being
34 Kiebitz (1 X 400 s.h.p. Model 250-C20); Fairchild Industries developed under a $32 million, £13.8 million, contract for the US
FH-1100 (1 X 317 s.h.p. Model 250-C18); Government Aircraft Army's H L H (Heavy Lift Helicopter), the three-engined Boeing
Factories N22 Nomad (2 X 416 e.h.p. Model 250-B17); Govern- Vertol XCH-62A, only one prototype of which is now being
m e n t Aircraft Factories N24 (2 X 416' e.h.p. Model 250-B17); developed to a stretched timetable. Embodying technology from
Hughes Models 500 and 500M (1 X 317 s.h.p. Model 250-C18A); Allison's Model 501/T56 and TF41 engines, and GMA 300 Ategg
Hughes OH-6 ASH version (1 X 400 s.h.p. T63-A-701 or 1 X 420 core engine (see above), the new turboshaft was scheduled to
s.h.p. T63-A-702); Kawasaki Model 369HS (1 X 317 s.h.p. Model have been flight-qualified by October last year. Roll-out of the
250-C18A); Messerschmitt-Bolkow-Blohm B6105A (2 X 400 XCH-02A is planned for September this year, followed by first