Also have two afterburner units, not attached to engines. Carolinas Aviation Museum, - four units in storage, three came from Florida.( September 2018) ( Learn how and when to remove this template message) Unsourced material may be challenged and removed. Please help improve this section by adding citations to reliable sources. This variant was canceled with the aircraft program. J46-WE-18 This variant produced an increased 6,100 lbf (27.1 kN) of A/B thrust for the proposed A2U-1 attack aircraft, an attack variant of the F7U. Basically identical to the -8/-8B, the aircraft was equipped with a fresh water spray system that flushed salt deposits out of the engine before takeoff and after shutdown. J46-WE-12 This variant powered the F2Y Sea Dart hydroski aircraft. J46-WE-8 3,980 lbf (20.46 kN) (5,800 lbf (27.13 kN) thrust with afterburner) This variant powered both the F7U-3 and F7U-3M, the missile-capable Cutlass. This variant also powered the Harvey Hustler, a speed boat designed to go faster than 275 mph. J46-WE-8B The F7U-3 was equipped with two J46-WE-8B turbojets giving a 680 mph (1,095 km/h) max speed. All -8A engines were upgraded to the -8B build standard after being produced. J46-WE-8 J46-WE-8A This variant powered the F7U-3 Cutlass and produced 5,500/5,800 lbf of A/B thrust. Intended for the Douglas F3D-3 SkyKnight but did not go into production because of schedule slippage and the F3D-3 cancellation. Failed to exit testing due to thrust shortfalls. Variants Maintenance on the J46s of a F7U Cutlass aboard USS Hancock (CVA-19), 1957 J46-WE-2 J46-WE-3 3,980 lbf (18.15 kN) thrust Was to be used the Douglas X-3 Stiletto. This was abandoned when the electronic control could not be made acceptably reliable the final afterburner was an "ON/OFF" unit. The original design, using an electronic control system, would have allowed continuous adjustment of afterburner thrust from minimum to maximum. The same long control rods now pushed or pulled a ring that ran on rollers, which in turn opened or closed the iris. By the time the engine reached production, the rear nozzle had an iris-type "petal" design. Early development engines included a simple "eyelid" afterburner, actuated by control rods that ran the length of the engine. The engine's 12-stage compressor was driven by two turbine stages on a single shaft. The development program ran into many problems with this engine, including the original electronic control system, compressor/turbine mismatches, combustion instability and control issues at altitude leading to compressor stalling The produced -8, -8A and -8B engines were all derated from the original design specification on both thrust and specific fuel consumption. It was seen as a lower development risk than the Westinghouse J40 which was in parallel development at the same time. The model number assigned was X24C10, even though the J46 differed in many design features from the smaller J34.
#Westinghouse j34 combustion chamber series
The Westinghouse model number was a continuation of the "X24C" series of the J34. The J46 engine was developed as a larger, more powerful version of Westinghouse's J34 engine, about 50% larger. It also powered the F2Y Sea Dart and the F7U Cutlass jets, and Walt Arfon's Wingfoot Express land speed-record car. It was intended to power the improved, swept wing, F3D-3 Skyknight (swept-wing version ultimately canceled). The Westinghouse J46 is an afterburning turbojet engine that was developed to power several United States Navy aircraft in the 1950s. Westinghouse Aviation Gas Turbine Division
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