By J. Connors
This booklet describes the evolution from piston engines to gasoline generators through the engineers who created these engines. integrated are countless numbers of archival images, in addition to over a dozen tables directory standards and purposes. the tale begins with the founding of the corporate within the Twenties to supply trustworthy air-cooled piston engines to the army and to aid create coast-to-coast advertisement flight provider. the writer explains how Pratt & Whitney got here from at the back of the contest constructing gasoline generators after the conflict with the debut of the J57, which powered the B-52 in 1952, and later the Air strength Century sequence warring parties (F-100, F-101, F-102) and the military A3D, F4D, and F-8 airplanes. additionally lined is the improvement of the J58, which powered the Mach three+ YF-12 and SR-71 plane and next army engines. Pratt & Whitney’s contribution to the luxurious advertisement jet period go back and forth is usually unique, with its JT3, JT3D, JT4, JT8D, JT9D, PW2000, PW4000, and PW6000 in Boeing, Douglas, and Airbus plane. This heritage of Pratt & Whitney’s function within the evolution of airplane engines from 1925 to the current day bargains younger engineers a wealth of insights approximately layout, improvement, advertising and marketing, and product aid for advertisement and armed forces buyers.
- facts and data showing during this publication are for informational reasons simply. AIAA and the writer usually are not answerable for any harm or harm due to use or reliance, nor do AIAA and the writer warrant that use or reliance could be loose from privately owned rights.
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Extra resources for Engines of Pratt and Whitney - A Technical History
Example text
To date, no radial engine has had a service operating-speed of more than 1800 rpm. The mean effective pressures have been relatively low; 120 lb THE EARLY YEARS 51 was regarded as good. We decided that the required guaranteed power could be obtained with 1344-cu. in. displacement on the basis of 125-lb mean effective pressure and 1900 rpm. This meant that the average engine must be capable of at least 420 hp or 130-lb mean effective pressure to assure a safe margin above the guarantee. … With proper cylinder and intake conditions, the detonating property of the fuel definitely limits the brake mean effective pressure.
Senator Black and his committee wrote the Air Mail Act of 1934 (the Black-McKellar Bill), which repealed all previous laws relating to the air mail business. The bill created new agencies such as the Interstate Commerce Commission to oversee the airlines and fix the airfare prices and air mail payments. Another part of the bill, which greatly affected Boeing and Rentschler, required airlines to disassociate themselves from their aircraft and engine manufacturing companies. As a result of his treatment by Senator Black’s committee and the need to separate his airline operations, William Boeing subsequently decided to get out of aviation and this led to the breakup of UA&TC.
This whole subject has been ably covered by S. D. Heron on numerous occasions, and great credit is due him for his able advocacy of the air-cooled engine. Later in the 1920s, Mead wrote an article for Aero Digest with the following concluding comments [3]: Therefore, it is evident that air-cooling has not only survived all possible service tests, but has, as a result of its superior performance, superseded water-cooling for all commercial work, and for practically every military purpose. The future is sure to bring even more decided improvements in air-cooled powerplants, and in the performance of planes equipped with them.
