Allison J35

Last updated
J35
General Electric-Allison J35 turbojet in Aalborg Forsvars- og Garnisonsmuseum, pic3.JPG
An Allison J35 at Aalborg, Denmark
Type Turbojet
National originUnited States
Manufacturer General Electric
Allison Engine Company
First run1946
Major applications North American FJ-1 Fury
Northrop F-89 Scorpion
Northrop YB-49
Republic F-84 Thunderjet
Number built14,000
Developed into Allison J71
General Electric J47
A J35 with exhaust duct removed, exposing the power turbine. Allison J35.jpg
A J35 with exhaust duct removed, exposing the power turbine.

The General Electric/Allison J35 was the United States Air Force's first axial-flow (straight-through airflow) compressor jet engine. Originally developed by General Electric (GE company designation TG-180) in parallel with the Whittle-based centrifugal-flow J33, the J35 was a fairly simple turbojet, consisting of an eleven-stage axial-flow compressor and a single-stage turbine. With the afterburner, which most models carried, it produced a thrust of 7,400 lbf (33 kN).

Contents

Like the J33, the design of the J35 originated at General Electric, but major production was by the Allison Engine Company.

Design and development

While developing the T31 axial turboprop in 1943 General Electric realized that they had the resources to design an axial flow turbojet at the same time as their centrifugal-flow J33 engine. They recognized the axial would have more potential for the future and went ahead with the TG-180 engine. [1] GE axial compressor designs were developed from the NACA 8-stage compressor. [2]

Sectioned J35 at the National Naval Aviation Museum, Pensacola, FL. The 11-stage compressor is painted blue (the stators have been removed), the combustors are red, the turbine is unpainted. The teardrop-shaped openings along the outer edge of the turbine are the air channels used to cool the blades. GE-Allison-J35-Engine.jpg
Sectioned J35 at the National Naval Aviation Museum, Pensacola, FL. The 11-stage compressor is painted blue (the stators have been removed), the combustors are red, the turbine is unpainted. The teardrop-shaped openings along the outer edge of the turbine are the air channels used to cool the blades.
Cutaway of J35 combustor dome J-35-A-4 Turbojet Combustor Dome.jpg
Cutaway of J35 combustor dome
Cutaway of J35 fuel atomizer J-35-A-4 Turbojet Fuel Atomizer.jpg
Cutaway of J35 fuel atomizer

The engine had its starter and accessories (fuel control, fuel pump, oil pumps, hydraulic pump, RPM generator) [3] mounted in the center of the compressor inlet. This accessory layout, as used on centrifugal engines, restricted the area available for compressor inlet air. It was carried over to the J47 but revised (relocated to an external gearbox) on the J73 when a

GE developed a variable afterburner for the engine, although electronic control linked with engine controls had to wait until the J47. [5] Marrett describes one of the potential consequences of manual control of the engine and afterburner on a turbine engine: if the afterburner lit but the pilot failed to ensure the nozzle opened, the RPM governor could overfuel the engine until the turbine failed. [6]

Operational history

The General Electric J35 first flew in the Republic XP-84 Thunderjet in 1946. Late in 1947, complete responsibility for the development and production of the engine was transferred to the Allison Division of the General Motors Corporation and some J35s were also built by GM's Chevrolet division. More than 14,000 J35s had been built by the time production ended in 1955.

The J35 was used to power the Bell X-5 variable-sweep research aircraft and various prototypes such as the Douglas XB-43 Jetmaster, North American XB-45 Tornado, Convair XB-46, Boeing XB-47 Stratojet, Martin XB-48, and Northrop YB-49. It is probably best known, however, as the engine used in two of the leading fighters of the United States Air Force (USAF) in the 1950s: the Republic F-84 Thunderjet and the Northrop F-89 Scorpion.

A largely redesigned development, the J35-A-23, was later produced as the Allison J71, developing 10,900 lbf (48.49 kN) thrust.

Variants

Data from: Aircraft Engines of the World 1953, [7] Aircraft Engines of the World 1950 [8]

J35-GE-2
3,820 lbf (17.0 kN) thrust, prototypes built by General Electric.
J35-GE-7
3,745 lbf (16.66 kN) thrust, built by General Electric, powered the 2 Republic XP-84 Thunderjet prototypes
J35-GE-15
4,000 lbf (18 kN) thrust, built by General Electric, powered the sole Republic XP-84A Thunderjet
J35-A-3
4,000 lbf (18 kN) thrust
J35-C-3
3,820 lbf (17.0 kN) thrust, production by Chevrolet.
J35-C-3
4,000 lbf (18 kN) thrust, production by Chevrolet.
J35-A-4
Similar to -29, 4,000 lbf (18 kN) thrust
J35-A-5
4,000 lbf (18 kN) thrust
J35-A-9
4,000 lbf (18 kN) thrust
J35-A-11
Similar to -29, 6,000 lbf (27 kN) thrust
J35-A-13
5,200 lbf (23 kN) thrust
J35-A-13C
J35-A-15
Similar to -29, 4,000 lbf (18 kN) thrust, powered the 15 Republic YP-84 Thunderjets
J35-A-15C
4,000 lbf (18 kN) thrust
J35-A-17
Similar to -29, 4,900 lbf (22 kN) thrust
J35-A-17A
Similar to -29, 5,000 lbf (22 kN) thrust
J35-A-17D
5,000 lbf (22 kN) thrust
J35-A-19
Similar to -17, 5,000 lbf (22 kN) thrust
J35-A-21
Similar to -35, 5,600 lbf (25 kN) thrust, 7,400 lbf (33 kN) with afterburner
J35-A-21A
Similar to -35, 5,600 lbf (25 kN) thrust, 7,400 lbf (33 kN) with afterburner
J35-A-23
Similar to -29, 10,900 lbf (48 kN) thrust, original designation for the Allison J71
J35-A-25
Similar to -29, 5,000 lbf (22 kN) thrust
J35-A-29
5,560 lbf (24.7 kN) thrust
J35-A-33
Similar to -35, 5,600 lbf (25 kN) thrust, 7,400 lbf (33 kN) with afterburner, without anti-icing
J35-A-33A
Similar to -35, 5,600 lbf (25 kN) thrust, 7,400 lbf (33 kN) with afterburner, without anti-icing
J35-A-35
5,440 lbf (24.2 kN) thrust, 7,200 lbf (32 kN) with afterburner
J35-A-41
Similar to -35, 5,600 lbf (25 kN) thrust, 7,400 lbf (33 kN) with afterburner, with anti-icing
Model 450
company designation for J35 series engines.
General Electric 7E-TG-180-XR-17A
ca 1,740 hp (1,300 kW) gas power, gas generator for the Hughes XH-17.

Applications

Engines on display

Specifications (J35-A-35)

Data from , [9] Aircraft engines of the World 1957 [10]

General characteristics

Components

Performance

See also

Related development

Comparable engines

Related lists

Related Research Articles

<span class="mw-page-title-main">General Electric F101</span> Turbofan aircraft engine

The General Electric F101 is an afterburning turbofan jet engine. It powers the Rockwell B-1 Lancer strategic bomber fleet of the USAF. In full afterburner it produces a thrust of more than 30,000 pounds-force (130 kN). The F101 was GE's first turbofan with an afterburner.

<span class="mw-page-title-main">Pratt & Whitney J57</span> Turbojet engine

The Pratt & Whitney J57 is an axial-flow turbojet engine developed by Pratt & Whitney in the early 1950s. The J57 was the first 10,000 lbf (45 kN) thrust class engine in the United States. It was also the first two-spool turbojet to run, a few months before the similar Bristol Olympus in the UK.

<span class="mw-page-title-main">Lyulka AL-21</span>

The Lyulka AL-21 is an axial flow turbojet engine created by the Soviet Design Bureau named for its chief designer Arkhip Lyulka.

<span class="mw-page-title-main">General Electric J79</span> Axial flow turbojet engine

The General Electric J79 is an axial-flow turbojet engine built for use in a variety of fighter and bomber aircraft and a supersonic cruise missile. The J79 was produced by General Electric Aircraft Engines in the United States, and under license by several other companies worldwide. Among its major uses was the Lockheed F-104 Starfighter, Convair B-58 Hustler, McDonnell Douglas F-4 Phantom II, North American A-5 Vigilante and IAI Kfir.

de Havilland Goblin 1940s British turbojet aircraft engine

The de Havilland Goblin, originally designated as the Halford H-1, is an early turbojet engine designed by Frank Halford and built by de Havilland. The Goblin was the second British jet engine to fly, after Whittle's Power Jets W.1, and the first to pass a type test and receive a type certificate issued for an aircraft propulsion turbine.

<span class="mw-page-title-main">General Electric J47</span> Turbojet Engine developed in 1947

The General Electric J47 turbojet was developed by General Electric from its earlier J35. It first flew in May 1948. The J47 was the first axial-flow turbojet approved for commercial use in the United States. It was used in many types of aircraft, and more than 30,000 were manufactured before production ceased in 1956. It saw continued service in the US military until 1978. Packard built 3,025 of the engines under license.

The General Electric J85 is a small single-shaft turbojet engine. Military versions produce up to 3,500 lbf (16 kN) of thrust dry; afterburning variants can reach up to 5,000 lbf (22 kN). The engine, depending upon additional equipment and specific model, weighs from 300 to 500 pounds. It is one of GE's most successful and longest in service military jet engines, with the civilian versions having logged over 16.5 million hours of operation. The United States Air Force plans to continue using the J85 in aircraft through 2040. Civilian models, known as the CJ610, are similar but supplied without an afterburner and are identical to non-afterburning J85 variants, while the CF700 adds a rear-mounted fan for improved fuel economy.

<span class="mw-page-title-main">General Electric F404</span> Turbofan aircraft engine family

The General Electric F404 and F412 are a family of afterburning turbofan engines in the 10,500–19,000 lbf (47–85 kN) class. The series is produced by GE Aerospace. Partners include Volvo Aero, which builds the RM12 variant. The F404 was developed into the larger F414 turbofan, as well as the experimental GE36 civil propfan.

<span class="mw-page-title-main">Allison J33</span>

The General Electric/Allison J33 is an American centrifugal-flow jet engine, a development of the General Electric J31, enlarged to produce significantly greater thrust, starting at 4,000 lbf (18 kN) and ending at 4,600 lbf (20 kN) with an additional low-altitude boost to 5,400 lbf (24 kN) with water-alcohol injection.

<span class="mw-page-title-main">Tumansky RD-9</span> Turbojet aircraft engine

The Tumansky RD-9 was an early Soviet turbojet engine, not based on pre-existing German or British designs. The AM-5, developed by scaling down the AM-3, was available in 1952 and completed testing in 1953; it produced 25.5 kN (5,700 lbf) thrust without afterburner. The AM-5 engine is notable for making possible the first mass-produced supersonic interceptors such as the MiG-19, and the first Soviet all-weather area interceptor, the Yak-25. When Sergei Tumansky replaced Alexander Mikulin as the OKB-24's chief designer in 1956, the engine was renamed RD-9. The engine was later built under license in China as the WP-6.

The Boeing XB-56 was a proposal by Boeing for a re-engined version of the American jet-powered medium bomber aircraft, the B-47 Stratojet. The original designation for this modification was YB-47C.

<span class="mw-page-title-main">General Electric J31</span> First jet engine mass-produced in the US

The General Electric J31 was the first jet engine to be mass-produced in the United States.

<span class="mw-page-title-main">Douglas XB-43 Jetmaster</span> American bomber prototype

The Douglas XB-43 Jetmaster is an American 1940s jet-powered prototype bomber. The XB-43 was a development of the XB-42, replacing the piston engines of the XB-42 with two General Electric J35 engines of 4,000 lbf (17.8 kN) thrust each. Despite being the first American jet bomber to fly, it suffered stability issues and the design did not enter production.

<span class="mw-page-title-main">Westinghouse J40</span>

The Westinghouse J40 was an early high-performance afterburning turbojet engine designed by Westinghouse Aviation Gas Turbine Division starting in 1946 to a US Navy Bureau of Aeronautics (BuAer) request. BuAer intended to use the design in several fighter aircraft and a bomber. However, while an early low-power design was successful, attempts to scale it up to its full design power failed, and the design was finally abandoned, deemed a "fiasco" and a "flop".

<span class="mw-page-title-main">Allison J71</span>

The Allison J71 was a single spool turbojet engine, designed and built in the United States. It began development in 1948 as a much modified J35, originally designated J35-A-23.

<span class="mw-page-title-main">Avro Canada Orenda</span> 1940s Canadian turbojet aircraft engine

The Avro Canada TR5 Orenda was the first production jet engine from Avro Canada's Gas Turbine Division. Similar to other early jet engines in design, like the Rolls-Royce Avon or General Electric J47.

<span class="mw-page-title-main">General Electric YJ93</span> Turbojet engine

The General Electric YJ93 turbojet engine was designed as the powerplant for both the North American XB-70 Valkyrie bomber and the North American XF-108 Rapier interceptor. The YJ93 was a single-shaft axial-flow turbojet with a variable-stator compressor and a fully variable convergent/divergent exhaust nozzle. The maximum sea-level thrust was 28,800 lbf (128 kN).

<span class="mw-page-title-main">General Electric GE4</span> Turbojet engine by General Electric

The General Electric GE4 turbojet engine was designed in the late 1960s as the powerplant for the Boeing 2707 supersonic transport. The GE4 was a nine-stage, single-shaft, axial-flow turbojet based largely on the General Electric YJ93 which powered the North American XB-70 bomber. The GE4 was the most powerful engine of its era, producing 50,000 lbf (220 kN) dry, and 65,000 lbf (290 kN) with afterburner. The Boeing 2707 was cancelled in 1971, putting an end to further work on the GE4.

<span class="mw-page-title-main">General Electric T31</span>

The General Electric T31 was the first turboprop engine designed and built in the United States.

<span class="mw-page-title-main">General Electric J73</span> 1950s American turbojet engine

The General Electric J73 turbojet was developed by General Electric from the earlier J47 engine. Its original USAF designation was J47-21, but with innovative features including variable inlet guide vanes, double-shell combustor case, and 50% greater airflow was redesignated J73. Its only operational use was in the North American F-86H.

References

  1. Gunston, Bill (2006). The development of jet and turbine aero engines (4 ed.). Sparkford: PSL. p. 143. ISBN   0750944773.
  2. Dawson, Virginia P. (1991). "SP-4306 Engines and Innovation: Lewis Laboratory and American Propulsion Technology Chapter 3 : Jet Propulsion: Too Little, Too Late". history.nasa.gov. Washington, D.C.: National Aeronautics and Space Administration Office of Management Scientific and Technical Information Division. Retrieved 16 March 2019.
  3. "AERO ENGINES 1956". Flight and Aircraft Engineer. 69 (2468): 567–597. 11 May 1956. Retrieved 16 March 2019.
  4. "Aero Engines 1957". Flight and Aircraft Engineer. 72 (2531): 111–143. 26 July 1957. Retrieved 16 March 2019.
  5. General Electric Company (1979). Seven Decades of Progress: A Heritage of Aircraft Turbine Technology (1st ed.). Fallbrook: Aero Publishers Inc. p. 76. ISBN   0-8168-8355-6.
  6. Marrett, George J. (2006). Testing death : Hughes Aircraft test pilots and Cold War weaponry (1st ed.). Naval Institute Press. p. 21. ISBN   978-1-59114-512-7.
  7. Wilkinson, Paul H. (1953). Aircraft Engines of the World 1953 (11th ed.). London: Sir Isaac Pitman & Sons Ltd. pp. 60–62.
  8. Wilkinson, Paul H. (1950). Aircraft Engines of the World 1950 (11th ed.). London: Sir Isaac Pitman & Sons Ltd. pp. 48–49.
  9. Bridgman, Leonard (1955). Jane's all the World's Aircraft 1955–56. London: Jane's all the World's Aircraft Publishing Co. Ltd.
  10. Wilkinson, Paul H. (1957). Aircraft engines of the World 1957 (15th ed.). London: Sir Isaac Pitman & Sons Ltd. pp. 70–71.

Further reading