Engines used in different fighters
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You may be referring to this article
Crown Jewels
While the article discusses giant gas turbines for power plants, the technology is the same. It's a good read. I've referenced this article several times when people wonder "why are jet engines so hard to make, so expensive?" The technology is amazing.
The "hard part" is the turbine wheel and blades. Rotate something at insane RPM's and it comes under intense longitudinal strain... the blades simply want to fly off the wheel. They see approximately 20,000g, so a 500 gram blade "weighs" 10,000 kilograms EACH! Now add HEAT, red heat. Heat a steel bar dull red and you can bend it by hand like bread dough. The great trick is to find materials that can handle red heat AND intense strain at the same time.
Crown Jewels
While the article discusses giant gas turbines for power plants, the technology is the same. It's a good read. I've referenced this article several times when people wonder "why are jet engines so hard to make, so expensive?" The technology is amazing.
The "hard part" is the turbine wheel and blades. Rotate something at insane RPM's and it comes under intense longitudinal strain... the blades simply want to fly off the wheel. They see approximately 20,000g, so a 500 gram blade "weighs" 10,000 kilograms EACH! Now add HEAT, red heat. Heat a steel bar dull red and you can bend it by hand like bread dough. The great trick is to find materials that can handle red heat AND intense strain at the same time.
Manticore
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French jet-engine programme
Without doubt the most important French jet-engine programme, the SNECMA (Societe Nationale d'Etude et de Construction de Moteurs d'Aviation) Atar owes its origins to wartime German BMW axial-flow designs.
The SNECMA Atar 101 is a French axial-flow turbojet engine
Atar 101
Used in Dassault Super Mystère fighter-bomber
Atar o8
Two-stage turbine and improved compressor, non-afterburning, developed in 1954-1956.
An Atar 8K50 removed from a Super Etendard, NAS Landivisiau, France
Atar 08B
Used in Dassault Étendard IV
Atar o8K-50
Simplified non-afterburning version of Atar 9K-50 for Dassault Super Étendard
Atar 09
Integrated starter, improved compressor optimized for supersonic flight, afterburner.
Atar 09C
Used in Dassault Mirage III and 5 fighters
Atar09K-10
Improved combustion chamber, turbine blade cooling; used in Dassault Mirage IV bombers
Atar09K-50
improved Atar 9C with a redesigned turbine and upgraded compressor resulting in improved fuel consumption and thrust; used in Dassault Mirage F1 and Mirage 50.
Atar Plus
Joint development with ITP and Denel, new compressor, new turbine, new electronics.
From these SNECMA developed the much-improved Atar 9, with a redesigned compressor and new pattern of two-stage turbine. The Mirage IIIA was powered by the 9B which developed 13,225lb (5,999kg) in full afterburner, but this was replaced in the Mirage IIIC by the slightly more powerful 9B3 version rated at 13,320lb (6,042kg). For all subsequent versions of the Mirage III, Dassault used the Atar 9C rated at 13,670lb (6,200kg). This features a revised compressor with steel blades in the most thermally-stressed stages, a self-contained starter, and an improved overspeed which automatically engages at Mach 1.4 to boost the thrust at high supersonic speeds by up to eight per cent.
In addition to production by SNECMA, the Atar has been built under licence by Commonwealth Aircraft Corporation, Australia (for the Mirage IIIO), Fabrique Nationale, Belgium (for the Mirage 5), and by Sulzer Brothers, Switzerland (for the Mirage IIIs).
The Rolls-Royce Avon 67 turbojet was flight-tested in the Mirage back in February 1961, in the hope that the RAAF might specify this engine for its planned Mirage buy. Australia was already an Avon user, non-afterburning versions of the British engine having been installed in locally-built F-86 Sabres, and the engine offered significant performance. But when the RAAF finally signed for its new fighters, the Atar was specified, and this powerplant was to be used in one form or another for all delta-winged Mirage fighters until the late-1970s Mirage 2000.
Rolls-Royce Avon
It was inevitable that later and more powerful versions of the Atar would find their way into the Mirage III airframe. The Atar 9K-50 was developed for use in the Mirage Fl and 50 (see Mirage Fl entry for full details of this engine), but was also offered in the Mirage III.
The full story of uprated Mirage Ills is buried deep in classified Dassault and French government archives. The first production version of the delta Mirage to offer the Atar 9K-50 was a small batch of Mirage Ills delivered to what Dassault Breguet coyly describes as "a foreign operator already using Mirage III planes, and wishing a combat aircraft with a very high penetration speed".
The "foreign operator" in question was South Africa, which took delivery of these uprated Mirages between 1974 and 1975. Single-seat recce and two-seat trainer versions were designated IIIR2Z and IIID2Z respectively, and it would be surprising if the IIICZ fleet had not been reworked to accept the new engine. The Atar 9K-50 was also selected for the Mirage 50 (see Mirage 5/50 entry), but was to make a reappearance in the Mirage III series with the Mirage IIING flown in 1982.
IAI Kfir used the General Electric J79 instead
The SEPR 844 rocket motor is an optional unit, and replaces one of the internal fuel tanks. It burns red fuming nitric acid (RFNA) oxidiser contained in a tank within the rocket pack, plus aniline fuel carried in a special pack which replaced the DEFA cannon and their ammunition. These propellents are supplied to the engine by pumps driven by a shaft on the Atar, and the motor develops 3,300lb (1,500kg) of thrust.
Without doubt the most important French jet-engine programme, the SNECMA (Societe Nationale d'Etude et de Construction de Moteurs d'Aviation) Atar owes its origins to wartime German BMW axial-flow designs.
The SNECMA Atar 101 is a French axial-flow turbojet engine
Atar 101
Used in Dassault Super Mystère fighter-bomber
Atar o8
Two-stage turbine and improved compressor, non-afterburning, developed in 1954-1956.
An Atar 8K50 removed from a Super Etendard, NAS Landivisiau, France
Atar 08B
Used in Dassault Étendard IV
Atar o8K-50
Simplified non-afterburning version of Atar 9K-50 for Dassault Super Étendard
Atar 09
Integrated starter, improved compressor optimized for supersonic flight, afterburner.
Atar 09C
Used in Dassault Mirage III and 5 fighters
Atar09K-10
Improved combustion chamber, turbine blade cooling; used in Dassault Mirage IV bombers
Atar09K-50
improved Atar 9C with a redesigned turbine and upgraded compressor resulting in improved fuel consumption and thrust; used in Dassault Mirage F1 and Mirage 50.
Atar Plus
Joint development with ITP and Denel, new compressor, new turbine, new electronics.
From these SNECMA developed the much-improved Atar 9, with a redesigned compressor and new pattern of two-stage turbine. The Mirage IIIA was powered by the 9B which developed 13,225lb (5,999kg) in full afterburner, but this was replaced in the Mirage IIIC by the slightly more powerful 9B3 version rated at 13,320lb (6,042kg). For all subsequent versions of the Mirage III, Dassault used the Atar 9C rated at 13,670lb (6,200kg). This features a revised compressor with steel blades in the most thermally-stressed stages, a self-contained starter, and an improved overspeed which automatically engages at Mach 1.4 to boost the thrust at high supersonic speeds by up to eight per cent.
In addition to production by SNECMA, the Atar has been built under licence by Commonwealth Aircraft Corporation, Australia (for the Mirage IIIO), Fabrique Nationale, Belgium (for the Mirage 5), and by Sulzer Brothers, Switzerland (for the Mirage IIIs).
The Rolls-Royce Avon 67 turbojet was flight-tested in the Mirage back in February 1961, in the hope that the RAAF might specify this engine for its planned Mirage buy. Australia was already an Avon user, non-afterburning versions of the British engine having been installed in locally-built F-86 Sabres, and the engine offered significant performance. But when the RAAF finally signed for its new fighters, the Atar was specified, and this powerplant was to be used in one form or another for all delta-winged Mirage fighters until the late-1970s Mirage 2000.
Rolls-Royce Avon
It was inevitable that later and more powerful versions of the Atar would find their way into the Mirage III airframe. The Atar 9K-50 was developed for use in the Mirage Fl and 50 (see Mirage Fl entry for full details of this engine), but was also offered in the Mirage III.
The full story of uprated Mirage Ills is buried deep in classified Dassault and French government archives. The first production version of the delta Mirage to offer the Atar 9K-50 was a small batch of Mirage Ills delivered to what Dassault Breguet coyly describes as "a foreign operator already using Mirage III planes, and wishing a combat aircraft with a very high penetration speed".
The "foreign operator" in question was South Africa, which took delivery of these uprated Mirages between 1974 and 1975. Single-seat recce and two-seat trainer versions were designated IIIR2Z and IIID2Z respectively, and it would be surprising if the IIICZ fleet had not been reworked to accept the new engine. The Atar 9K-50 was also selected for the Mirage 50 (see Mirage 5/50 entry), but was to make a reappearance in the Mirage III series with the Mirage IIING flown in 1982.
IAI Kfir used the General Electric J79 instead
The SEPR 844 rocket motor is an optional unit, and replaces one of the internal fuel tanks. It burns red fuming nitric acid (RFNA) oxidiser contained in a tank within the rocket pack, plus aniline fuel carried in a special pack which replaced the DEFA cannon and their ammunition. These propellents are supplied to the engine by pumps driven by a shaft on the Atar, and the motor develops 3,300lb (1,500kg) of thrust.
Manticore
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ATAR 09C Engine Overhaul setup is a Snecma certified facility for overhauling the engines of Mirage Aircraft. The facility is capable of overhauling complete engines, test bed verifications, repair of major engine parts and overhauling of engine accessories. The overhaul process also includes accomplishment of engine modifications. State of the art facilities of NDI, Static/ Dynamic Balancing of Rotors, Plasma Spray, Electroplating of parts and Metallic parts reclaiming are used during the overhaul process.
Pakistan Aeronautical Complex
Atar 9K-50
Pakistan Aeronautical Complex
Atar 9K-50
Manticore
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The SNECMA M53 is an afterburning turbofan engine developed for the Dassault Mirage 2000 fighter by Snecma. The engine is in service with different air forces, including the latest Mirage 2000-5 and 2000-9 multirole fighters.
Although an entirely new design, the M53 is very similar in concept with the previous family of SNECMA military engines, the ATAR 9C and 9K, in that it has a single shaft driving both the fan and the high pressure compressor. Although this made it rather “dated” in comparison to other engines of the same generation, this gave the M53 some very desirable traits for a military engine
Snecma had actually begun to develop a totally new and smaller fighter engine in the late 1970s, supporting it with a programme called Dextre which concentrated on highly loaded turbines with air-cooled blades. By 1980 a demonstrator engine was running, the principal objectives being a thrust/weight ratio 50 per cent better than the Atar 9K50, and an afterburning thrust of 75 to 85 kN (16,872 to 19,100 lb st). Existence of this engine was a factor in France's decision to withdraw from the multinational European fighter team formed in 1983.In 1983 the Dassault-Breguet company committed to build the twin-engined Rafale fighter in both air force and naval (carrier-based) versions. For reasons of timing, it was decided that the prototypes should initially be powered by the General Electric F404. Snecma obtained full development funding for the M88 in 1987. Since then the M88-2 has been developed, say Snecma, on time and 15 per cent under budget. Today, the M88 is planned to cover thrusts from 50 to 105 kN (11,250 to 23,600 lb st) using an essentially common core. The same core was studied as the basis for the CFMXX commercial turbofan, which in turn has now been replaced by today's SaM146 (which see, under Powerjet). An unusual feature of the M88 is that it is made up of no fewer than 21 modules.
The Snecma M88 is a French afterburning turbofan engine developed by Snecma for the Dassault Rafale fighter.The original M88-1 was a demonstrator engine with a technology level similar to that of the 3 shaft RB199. The M88-2 is a much more advanced engine developed specifically for the Rafale.
The program M88-X (9 tons) 91kN is a project led by Snecma in connection with the sale of Rafale to the United Arab Emirates . This variant ready in 2013 will develop 20.250 lbf (from 17,000 lbf (76 kN) currently) justified by the fact that they will operate in a hot weather countries and will be for interception operations.
Although an entirely new design, the M53 is very similar in concept with the previous family of SNECMA military engines, the ATAR 9C and 9K, in that it has a single shaft driving both the fan and the high pressure compressor. Although this made it rather “dated” in comparison to other engines of the same generation, this gave the M53 some very desirable traits for a military engine
Snecma had actually begun to develop a totally new and smaller fighter engine in the late 1970s, supporting it with a programme called Dextre which concentrated on highly loaded turbines with air-cooled blades. By 1980 a demonstrator engine was running, the principal objectives being a thrust/weight ratio 50 per cent better than the Atar 9K50, and an afterburning thrust of 75 to 85 kN (16,872 to 19,100 lb st). Existence of this engine was a factor in France's decision to withdraw from the multinational European fighter team formed in 1983.In 1983 the Dassault-Breguet company committed to build the twin-engined Rafale fighter in both air force and naval (carrier-based) versions. For reasons of timing, it was decided that the prototypes should initially be powered by the General Electric F404. Snecma obtained full development funding for the M88 in 1987. Since then the M88-2 has been developed, say Snecma, on time and 15 per cent under budget. Today, the M88 is planned to cover thrusts from 50 to 105 kN (11,250 to 23,600 lb st) using an essentially common core. The same core was studied as the basis for the CFMXX commercial turbofan, which in turn has now been replaced by today's SaM146 (which see, under Powerjet). An unusual feature of the M88 is that it is made up of no fewer than 21 modules.
The Snecma M88 is a French afterburning turbofan engine developed by Snecma for the Dassault Rafale fighter.The original M88-1 was a demonstrator engine with a technology level similar to that of the 3 shaft RB199. The M88-2 is a much more advanced engine developed specifically for the Rafale.
The program M88-X (9 tons) 91kN is a project led by Snecma in connection with the sale of Rafale to the United Arab Emirates . This variant ready in 2013 will develop 20.250 lbf (from 17,000 lbf (76 kN) currently) justified by the fact that they will operate in a hot weather countries and will be for interception operations.
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Early Aircraft Engines
Early Aircraft Engines
Early Aircraft Engines
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RD-33
The RD-33 turbofan engine was developed in 1985 to power the Mikoyan MiG-29 fighter. It is an 8000-9000 kgf thrust class turbofan twin-shaft engine with afterburner built by the Klimov company of Russia and has several variants. It features a modular design, individual parts can be replaced separately and has a good tolerance to the environment. The RD-33 is simple to maintain and retains good performance in challenging environments
Then RD-33 series 3 is a variant for MiG-29M and MiG-29SMT
RD-33MK
The Klimov RD-33MK engine features higher thrust and durability than any of its predecessors. It has been developed to fit into advanced Mig-29 aircraft variants such as Mig-29K, Mig-29SMT and Mig-29M. Each RD-33MK engine provides 19,842 pounds of thrust and has an extended life cycle of 4,000 flight hours which is double than RD-33 engine.
RD-33MK engines were selected to power India's Mig-29K/KUB carrier-based aircraft ordered in 2005.
The RD-33 turbofan engine was developed in 1985 to power the Mikoyan MiG-29 fighter. It is an 8000-9000 kgf thrust class turbofan twin-shaft engine with afterburner built by the Klimov company of Russia and has several variants. It features a modular design, individual parts can be replaced separately and has a good tolerance to the environment. The RD-33 is simple to maintain and retains good performance in challenging environments
Then RD-33 series 3 is a variant for MiG-29M and MiG-29SMT
RD-33MK
The Klimov RD-33MK engine features higher thrust and durability than any of its predecessors. It has been developed to fit into advanced Mig-29 aircraft variants such as Mig-29K, Mig-29SMT and Mig-29M. Each RD-33MK engine provides 19,842 pounds of thrust and has an extended life cycle of 4,000 flight hours which is double than RD-33 engine.
RD-33MK engines were selected to power India's Mig-29K/KUB carrier-based aircraft ordered in 2005.
Dil Pakistan
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Can somebody tell me which other fighters use the AL31FN engine or is it exclusively for J10B ???? Thank you
houshanghai
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