Soviet Gas Turbines
Photos from Hajnal Sándor from Szolnok, Hungary, creator of the www.repulomuzeum.hu,
which is mostly about the Aero-Museum of Szolnok
Free-turbine engine for Mil Mi-2 helicopter (and for experimental vehicles in the Soviet Army)
Pn = 300 hp H = 3,000m, v = 0
Pn2 = 320 hp H = 3,000m, v = 200 km/h
Pmax = 437 hp in ideal conditions
Nkt = 45,000 /min nominal of compressor-turbine
Nft = 24,000 /min nominal of free turbine
Contructor: S.P. Isotov
First flown 22 September 1961 in a Mi-2 with two engines installed.
Later the production was given to PZL in Poland, which continuously modernised the engine.
The last version was the GTD-350W with 425 hp nominal power.
|At the top-right is the starter-generator. Top center is the tachometer drive of the compressor/turbine.||Top foreground, installed on the gear housing, is the hydraulic fuel control unit.||Air enters the small yellow inlet on the right, is compressed by seven axial and one centrifugal stages and travels to the burner via the two thin trumpet-shaped ducts on either side. Hot gasses drive the single-stage compressor turbine and the two-stage free (power) turbine. Exhaust exits via two short tubes on the opposite side. Similar to the Allison 250, we have no doubt which was the original.||Detail of the fuel regulator in the forest of the tubes.||Under the compressor is the oil pressure regulator.||It is easy to change the engine from left side to right: You move the exhaust gas outlet vanes to the other side, and cover the opening with flat sheets. The power shaft is just over the turbine housing. Right of the power shaft is another fuel regulator. At the left top is the free turbine tachometer drive.||Engine Rear||Exhaust Gas Outlet|
Fejès (pronounced fayesh) Experimental Aero Engine in Repülőmúzeum of Szolnok (Aero-Museum of Szolnok)
The Fejès experimental engine, with a rated power of 70 hp at 1,470 rpm,
was made in Hungary in the 1920s. It was unique in that the crankcase and
cylinders, usually castings, were instead made by welding iron and steel sheets
and tubes. This procedure was a patent of Hungarian engineer Mr. Jenő Fejes (see
US Patent No. 1,640,781). He hoped his idea would reduce weight, but it was too
early as the welding processes of the time were not suitably advanced.
Deformation and breakage of the welded parts resulted in low reliability.
Additionally, its power-to-weight ratio was less than ideal, but it was still
used experimentally a Szebeny-Asbóth type monoplane.
Later this kind of engine was used successfully in ASCOT-branded small trucks in England. (Anyone know more of this application?)
|Liquid-cooled six-cylinder engine is constructed from simply-formed iron and steel sheets and tubes.||The propeller shaft drives the camshaft, so the reduction has to be 2:1. Many parts are missing.|
Ivchenko AI-26V with the Powerpack of Mi-1 Helicopter
AI-26V 7-cylinder radial piston engine, 20.6 litres, 460/574 hp, weight 450 kg
Pictured here is the engine with its cooling fan and main reductor of Mi-1 helicopter. This equipment, after running out his active life, functioned as a training piece for technicians in the Hungarian Army.
This nice object is in Repulomuzeum Szolnok, Hungary. This Museum is my favourite place. It is five minutes from my house so I visit it often. It is very poor, like most museums in Hungary nowadays, but it has the complete MiG family ever flown in Hungary (Po-2, Il-18, Il-28, etc.) It also has about 20 piston and jet engines, with some curiosities, like Siemens Sh-13A, AI-21, AI-26V and so on. They are not rich people, but they have treasures!
The Mi-1 powerpack — unfortunately with a cluttered bacground. Flight direction is to the left. The cooling air did an "S" turn inside the fuselage; it came in over the engine, turned back in the rear fuselage, ran through the fan and engine, then turned 180° again, leaving the fuselage via the gill-shaped slots.
The engine with its gearbox and the cooling fan. The bottom end of the golden painted shaft is the coupling and brake of the main rotor.
|The main reductor, the hub and the main rotor control.||Front view of the engine.||The auxiliary units, the two ignition sets, the generator and the carburettor at the bottom.||Engine complete with the gearbox and cooling fan.||The robust and heavy gearbox with the coupling/brake at the top.||The other side of the auxiliary units.||These cylinders are used on the AI-21 (Yak-11), Ash-82 (Il-14, Mi-4) and others; Bore: 155.5 mm, Stroke: 155 mm.|
The Soviet turboprop engine of the legendary Ilyushin IL-18 and some other planes. This well-executed cross-section can be found in the Transport Museum of Budapest.
|Overall View of Engine and Cut-Down Propeller||A two stage propeller speed reduction unit (PSRU) couples the propeller to the turbine shaft. The PSRU could transfer maximum of 4,250 SHP. The turbine rotates at 10,400 ˜ 12,300 rpm.||Accessory drives||Tachometer Sensor (right) and Centrifugal Oil-Air Separator (top)||One of the two 28.5V/400A, 12 kW DC starter/generators. The four engines in the IL-18 had eight DC generators altogether. Moreover, every engine also had one 115V/400Hz, 12 kW AC generator.||Low and the high pressure compressor, ten stages altogether. Visible are the collector tubes to extract bleed air for cabin pressurization and heating and for control of the engine during start and run-up.||The fuel injection controller is under the compressor.||Ring-Type Burners. There are two fuel injection systems; One for normal operation and a separate one for starting.||Three Turbine Stages||Looking from the backside.|