T56 Jet Engine Manual
This article needs additional citations for. Unsourced material may be challenged and removed. (January 2010) T56 / Model 501 Type National origin Manufacturer Major applications Number built 18,000 Developed from The Allison T56 is a single-shaft, modular design military with a 14-stage axial flow compressor driven by a four-stage turbine. It was originally developed by the for the transport entering production in 1954. It is now produced under, which acquired Allison in 1995.
The commercial version is designated 501-D. With an unusually long production run, over 18,000 engines have been produced since 1954, logging over 200 million flying hours. Allison T56-A1 turboprop engine cutaway, at the Smithsonian National Air and Space Museum The T56 turboshaft evolved from Allison's previous series.
It was first flown in the nose of a B-17 testbed aircraft in 1954. Originally fitted to the, the T56 was also installed on the P-3 and E-2/C-2 aircraft, as well as civilian airliners such as the and Convair 580. T56 development almost ended before it began when the T56-A-1 engine Allison delivered to Lockheed in May, 1953, produced only 3,000 hp, not the required 3,750 shp needed for the C-130.
Further setbacks occurred in August 1953 when the engine under test only ran for 6 ½ hours before exploding on the test stand. A redesign of the engine ended with the same fate in September of the same year. After a second redesign, success was realized by the Allison team.
Evolution of the T56 has been achieved through increase of internal pressure and temperature factors. The T56-A-14 installed on the P-3 Orion has a 4591 shp rating with a compression ratio of 9.25:1 while the T56-A-427 fitted to the E-2 Hawkeye has a 5250 shp rating and a 12:1 compression. In addition, the T56 produces approximately 750 lbs of thrust from its exhaust. A shipboard version, the 501K engine, is used to generate electrical power for all U.S. Navy cruisers and destroyers currently in commission.
The Allison T56 is a single-shaft. An engine enhancement program saving fuel and providing lower temperatures in the T56 engine was approved in 2013. Connect and Cruise - with Manual Transmissions. Sort: Display. RJ350MT 350 Ram Jet Engine with T56 Manual Transmission Connect and Cruise System.
An engine enhancement program saving fuel and providing lower temperatures in the T56 engine was approved in 2013, and the US Air Force expects to save $2 billion and extend the fleet life. In the which first flew in 1996, the T56 is replaced by the, which uses dual FADECs (Full Authority Digital Engine Control) to control the engines and propellers. It drives new six-bladed from. Variants 501-D13 (Series I) and (Replacing P&W R-2800) starting December 1957 501-D13A (Series I) Similar to -D13 501-D13D (Series I) Similar to -D13 501-D13H (Series I) Similar to -D13 501-D22 (Series II) 501-D36A (Series II) (non-type certified) 501-D22A (Series III) 501-D22C (Series III) similar to -D22A 501-D22G (Series III) similar to -D22A 501-M62 Company designation for the T701-AD-700 turboshaft engine to power the Heavy-lift helicopter. Maintenance of a T56-A-16, 2009 T56-A-7 (Series I) T56-A-8 (Series I) T56-A-9 (Series I) T56-A-9D (Series I) Starting December 1956 and on all from 1960 T56-A-9E (Series I) Similar to -A-9D T56-A-10W (Series I) with water injection T56-A-7A (Series II) Starting May 1959 T56-A-7B (Series II) Similar to -A-7A T56-A-10WA (Series II) T56-A-14 (Series III) from August 1962 T56-A-15 (Series III) from June 1974 T56-A-16 (Series III) T56-A-425 (Series III) from June 1974 T56-A-14+ (Series 3.5) Fuel efficiency and reliability upgrade, from May 2015.
T56-A-15+ (Series 3.5) T56-A-16+ (Series 3.5) T56-A-425+ (Series 3.5) from August 2011 T56-A-427 (Series IV) upgrades from 1972 T56-A-427A (Series IV) similar to the -A-427 T701-AD-700 (501-M62) Turbo-shaft engine for the Heavy-lift helicopter. Applications. Specifications (T56 Series IV) Data from Rolls-Royce.
General characteristics. Type:. Length: 146.1 in (3,711 mm). Diameter: 27 in (690 mm).
Dry weight: 1,940 lb (880 kg) Components. Compressor: 14 stage axial flow.: 6 cylindrical flow-through.: 4 stage. Fuel type: JP8 Performance. Maximum power output: 4,350 (3,244 kW) limited to 4,100. Turbine inlet temperature: 860°C.
Fuel consumption: 2,412 pounds per hour.: 2.75:1 (shp/lb) See also Related development. Comparable engines. Related lists. References.
T he Celtech A/M37T-21D Mobile Turboprop Engine Test Stand (METS) is accepted for use by the USAF, USN, Fleets & MROs for testing all series of the T56, AE2100, 501D, T53, PT6, CT7 and many other turboprop engines. Celtech is proud to produce this most widely used turboprop engine test stand in the world. The T-21D is your convenient “prop on” test stand. Thorough reviews of the T21 by Atec and Celtech since our 2013 merger have advanced many, while preserving compatibility and configuration. Modern upgrade models of many turboprop planes are supported for engine and propeller test by today’s T21D (METS). Now with Vital Link on our corporate team, Celtech can provide proven solutions for indoor T21 prop engine testing to USAF configuration. Our modern T21D is now configurable for prop-on testing of many additional turboprop engines, as shown in our listing below.
As T21 worldwide repairs and support contractor to USAF, many technology refreshments for obsolete components and ECs can be provided during USAF repairs through Atec. Celtech customers are assured strengthened after sales support in spare parts and service from our new Atec resources. Commercial fleets and maintainers that are showing in these engines and planes are also interested in T21 “prop on” testing.
We offer service contracts to ensure your equipment is maintained properly and will work with your technical staff to answer any questions and provide technical support. Celtech’s products and services benefit from an impressive engine support ancestry involving Space Corp., Page Avjet, Knight Aero, Shaw & Estes, ASE and now, Atec. Length Width Height Weight Control Trailer: 146” 70” 99” 5000 lb Run-Up Trailer 192” 96” 96” 15900 lb Fuel Trailer (2500 gallons) 193” 80” 94” 3750 lb Celtech offers a complete, mobile A/M37T-21 Engine Test System (METS) Turboprop Trailer Assembly The run-up trailer is the main unit holding the engine under test, providing connection to all system components and an efficient work platform for test and repair personnel. Ongoing technology refreshments during repairs, upgrades and options keep the Celtech T21D compatible for use with today’s more powerful propellers and engines.
This run-up trailer is the main engine test unit holding the tested engine and all systems connections. The mobile trailer assembly provides a secure mounting base for the engine adapter kit, including a tie-down kit for securing to the base pad and breakaway interlock. The trailer design provides a mounting point for the fuel valve and electrical junction box. The trailer comes equipped with removable running gear/axles. Control Cab The climate-controlled, mobile control cab now hosts the advanced ADAQ™ control and software data acquisition system, including the renowned Atec throttle. ADAQ™ allows finer control, broad data collection, trending, communications and flexible report generation. The obsolete aircraft gauges are now on screen digital displays, and torque is more precisely measured.
A larger control cab is available as an option. Older ENDAS throttles and systems can often still be supported. Fuel System The mobile fuel system contains all components needed for engine testing, including pump, filter, and flow meter. The fuel system adheres to MS design and safety standards and is compatible with Air Force hardware. The standard fuel trailer capacity is 2500 gallons; options available. Ancillary Equipment The start cart and generator set are Government Furnished Equipment (GFE) needed to test engines.
Celtech manufactures accessories as options. Control Kit In addition to the items listed above, an engine specific test stand control kit is required. Test stand control kits include such items as dress equipment, cables, generator load bank, hydraulic service, etc. Celtech provides test stand control kits for a wide variety of engines. An approved Calibration Kit is also available.
T56 Jet Engine
We can help define your unique turboprop engine test needs. Advantages of Prop-On Testing/T21. T21 Prop-on testing delivers full Propeller and Engine testing under optimal operating conditions, yielding more accurate, all-parameter results. T21 can be configured to Prop-on test T56, AE2100, 501D, T53, PT6, CT7, PW 100s, TPE331, W-M601/H80, T38/40, MK532/6 and AI-24T engines. Post testing transition, turnaround and transport of engines to on-aircraft installation is minimized. Engines are ready with propeller and all types of testing complete.
Jet Engine Manual Pdf
A majority of failure modes involve the propeller, and T21 Prop-on testing appropriately addresses these important maintenance requirements. Propellers and propeller control systems testing functions are seamlessly accomplished during engine run testing. T21 Prop-on testing uniquely facilitates integral checking of the Prop Feather Controller, Vibe Monitor, Synchrophaser, new HS Electronic Pitch Control System, and other control subsystems.
Engine and Propeller installation, removal and handling is accommodated by the integral hoist rather than requiring field cranes or forklifts. This generates: better safety, labor savings, and streamlined maintenance and handling processes. Prop-on testing is particularly attractive for the low MTBF of these engines and propeller systems. T21 Test Stand efficiency is repeatedly beneficial to the maintainer for required frequent adjustments. Dynamometer O&M costs and complications are eliminated. T21 Prop-on testing is environmentally green, with no cooling water to treat or dispose. T21 is portable.
Should a need arise to test in another location, the system can be easily moved without leaving behind facilities, equipment or other assets.