#CJ610 engine

[nocternalrandomness]

"The Screamin' Sasquatch" Jet WACO

The Screamin’ Sasquatch is one of a kind on the air show circuit John Klatt Airshows and Jack Link’s Beef Jerky teamed up to create a one of a kind plane, the Screamin Sasquatch., which is powered by two different engines. The plane style is a Jet Waco, first introduced by Jimmy Franklin in 1999. The Screamin’ Sasquatch is highly modified in many ways. Every control surface has been specifically engineered for the unique aerodynamic forces encountered during high-speed flight. Portions of the aircraft’s structure have been converted from wood and fabric, to carbon fiber. The cockpit has been moved 3 feet aft, in order to accommodate fuel tanks for both 100LL and Jet A fuel. The cockpit is extremely modern and incorporates the MGL Avionics Stratomaster Odyssey touch screen system, which integrates all of the engine monitoring of both power plants and the aircraft’s avionics systems – essentially combining a couple of dozen gauges into one screen. The Screamin’ Sasquatch, Jack Link’s Jet Waco is powered by dual power plants: a Pratt & Whitney 985 Radial Engine and a General Electric CJ610 (J85) Jet Engine with 3,000lbs of thrust. This system allows the plane to achieve feats other stunt planes are unable to do. The plane will be at a thrust ratio of 1 to 1, which allows it to accelerate going straight up.

[usafphantom2]

One of five reproduction Me-262s that were built in Seattle. Instead of the unreliable Jumo engines, they're fitted with GE CJ610s - the same engine used on early Learjets.

@therealnjennings via X

[greatpacificbooks]

About the engine: The General Electric CJ610 is a non-afterburning turbojet engine derived from the military J85, and is used on a number of civilian business jets. The model has logged over 16.5 million hours of operation. Civilian versions have powered business jets such as the Learjet 23 and the Hamburger Flugzeugbau HFB-320 Hansa Jet. A development, the CF700 added a rear-mounted fan mounted directly on the free-running low-pressure turbine. CJ610 was built from GE's experience on the J85 military engine. Today, the CJ610 has over 16.5 million hours of flight time and continues to perform well in corporate service. The success of GE's J85 fighter engine led to the development of the CJ610 for commercial use. The introduction of the CJ610 engine brought jet power to business aircraft. There are over 560 CJ610-powered aircraft in operation around the world, with an experience base of over 16.5 million service hours. With a current in-flight shut down rate of .02, and an unscheduled removal rate of .04, the CJ610 continues to perform well even after many years of service.

[skyfire85]

-Preflighting a Blohm & Voss - BV 141. | Photo: P.K. Luftwaffe

Flightline: 60 - Blohm and Voss

Hamburger Flugzeugbau (lit. ‘Hamburg aircraft construction’) was a division of the Blohm & Voss shipbuilding company, whose owners wanted to move into building long-range flying boats for the German state airline Hansa. The company’s name was changed to Abteilung Flugzeugbau der Schiffswerft Blohm & Voss (“Aircraft Manufacturing Division of Blohm & Voss Shipbuilder”) in 1937, and the growing Nazi rearming campaign saw the former passenger plan manufacturer branch out into warplanes.

B&V’s most successful design for the Wehrmacht was the BV.138 Seedrache (‘Sea Dragon’), a trimotor seaplane used for maritime patrol and naval reconnaissance.

-A Blohm & Voss BV 138, seen on Siutghiol lake, near Constanta, in 1943. | Photo: Unknown

The BV.222 Wiking (‘Viking’) was a pre-war large flying boat passenger plane, but the 13 examples produced were pressed into service as a cargo transport and troop transport during the War.

-A BV.222 in flight. | Photo: Unknown

B&V is perhaps best well known for a large number of asymmetrical designs produced by chief designer Richard Vogt.

In 1937, the German Air Ministry – the Reichsluftfahrtministerium (RLM) – issued a specification for a single-engine reconnaissance aircraft with optimal visual characteristics. The preferred contractor was Arado with the Ar 198, but the prototype proved unsuccessful. The eventual winner was the Focke-Wulf Fw 189 Uhu, even though its twin-boom design using two smaller engines did not match the requirement of a single engined aircraft. Blohm & Voss was not invited to participate, but pursued as a private venture the uniquely asymmetric BV 141. 

-BV.141 under construction at the Blohm + Voss plant. | Photo: Scholz

The crew compartment was set to starboard to provide the best view, as well as to counter roll forces from the single piston engine. The tail unit was similarly offset. Power came from a BMW 132N engine, though the prototypes were found to be underpowered. Later 141s were built with BMW 801s, and proved to be superior to the Fw.189, but competition with the Fw.190 for the BMW 801s capped production of the BV.141 at 28. A ground attack and dive-bomber variant, potentially augmented with a Jumo 004 jet engine, was studied as the Bv.237, but was not produced.

-Orthograph of the BV.237 showing the Jumo 004 mounting. | Illustration: Reichdreams #13: Asymmetric Planes

The Blohm & Voss P.111 was a back up design to the BV 138 sea plane. Whereas the fuselage was basically similar to the later-built BV 138, a long boom with a conventional tail unit was placed on the port side of the wing. Three Jumo 208 engines, each developing 1500 horsepower, were all mounted on the wing leading edge. A pontoon was located just outboard of the port engine, beneath the wing.

-Orthograph of the P.111. | Illustration: Wydawnictwo Militaria #64 BV 138

The BV P.178 dive-bomber had one Jumo 004B turbojet located under the wing to the starboard side of the fuselage. The pilot sat in a cockpit in the forward fuselage, with a large fuel tank located to the rear of the cockpit. Beneath the fuel tank there was a deep recession in which a SC 500 bomb could be carried within the fuselage, or a SC 1000 bomb which would protrude slightly out of the fuselage. Two solid-fuel auxiliary rocket engines extended from the rear, and may have possibly been used for take-off or for climbing after a dive-bombing attack. Two MG 151 15mm machine guns were located in the nose

The BV P.179 asymmetric fighter-bomber was developed from the BV P.177/BV.237, though it had a shorter wingspan and a single seat. The P.179 was powered by one BMW 801 14 cylinder radial engine. The cockpit was located in a nacelle to the starboard side of the fuselage, beneath which up to 500 kg (1100 lbs) of bombs could be carried. The main landing gear retracted outwards into the wingtips. Two MG 151/20 20mm cannon were the projected armament, and were located under the pilot’s position.

-Orthograph of the P.179. | Illustration: Luft46.com

BV P.194 was a series of designs for various mixed-propulsion asymmetrical aircraft, which were intended for diverse roles such as fighter, destroyer, dive bomber and reconnaissance. The designs all featured a BMW 801D on the main fuselage, and either a BMW 003 or Jumo 004 jet engine was mounted in the crew gondola, offset to starboard.

-A table of P.194 variants and color illustrations of hypothetical BV P.194 variants in squadron markings. | Illustration: luft46.com/Reichdreams Dossiers #13: Asymmetric Planes

Though not an asymmetrical design, the P.188 jet bomber was unique in that it had wings that were swept back half way along their length, then swept forwards to the tips. This design was expected to give good performance at both low and high speeds. The P.188 had tandem twin main landing gear along with outriggers to support the wings. The plane was to be powered by four Jumo 004C jets, and would have carried 2200lbs of bombs internally, or Hs 293C anti-ship missiles externally.

-Orthograph of the P.188. | Illustration: luft46.com

B+V ceased operations after the end of WW2, though it was reconstituted as Hamburger Flugzeugbau GmBH (HFB) in 1956 when Germany was freed from post-war restrictions. HFB mainly served as a subcontractor on programs like the Nord Noratlas, Transall C-160 and Lockheed F-104G Starfighter. Their only solo project was the HFB 320 Hansa Jet, a ten-seat business jet which featured a forward swept wing. The type was intended to compete with Lear Jet, but the General Electric CJ610 engines prevented it from flying from smaller fields, and the 320 was mainly limited to service with the West German Air Force, were it served as a VIP transport and as a trainer for ECM crews. The type was retired in 1994.

-German Air Force HFB 320 ECM with nose radome and additional aerials. At Air Tattoo International 1992. | Photo: Andrew Thomas

HFB merged with Messerschmitt-Bölkow to form Messerschmitt-Bölkow-Blohm (MBB), which in turn was taken over by Deutsche Aerospace (DASA) in September 1989, which has since been absorbed into the pan-European Airbus corporation.

[max-rainet]

CJ610 Turbojet Engines operating Instructions (1977) General Electric * Aircraft. Aviation in the USA / Manual / Instructions. Maintenance and Repair.

New in my shop today! Drop in, we'd love to hear from you.

https://www.ebay.com/itm/265239506537

[fassfuelsystems]

Military Turbojet Engines LOVE clean fuel. Fed by dual 540GPH Competition Series Systems, these twin CJ610-6 engines are getting strapped to a brand-new boat from John Hice!

Shop FASS Diesel Fuel Systems: https://fassride.com/

[airmanisr]

Legend Flyers LLC ME 262-B1-A N262MF c/n 501243 Messerschmitt Me-262 flying replica by Batman_60 Via Flickr: Powered by two General Electric CJ610-6 turbojet engines. Photographed at the Canadian Warplane Heritage Museum in Hamilton, Ontario on June 15, 2013.

[schmierstoffeonline-blog]

AeroShell Turbine Oil 560

AeroShell Turbine Oil 560 is a third generation, high performance, low coking 5 mm 2 /s synthetic hindered ester oil incorporating a carefully selected and finely balanced combination of additives to improve thermal and oxidation stability.

  Main Applications  -

  ·         Changes which have taken place over the last twenty years in engine performance (in terms of improved fuel consumption, higher operating temperatures and pressures) and maintenance practices have resulted in increased severity in lubricant operating conditions.

·         AeroShell Turbine Oil 560 was developed to withstand the hostile environments of today’s high powered, high compression engines in which the older generation of oils can be stressed up to and beyond their thermal limits, as evidenced by oil coking in the high temperature bearing areas.

·         By overcoming the problems associated with using old technology oils in new technology engines, AeroShell Turbine Oil 560:

·         maintains a cleaner engine

·         provides improved load carrying capacity

·         reduces maintenance costs

·         prolongs bearing life in both new and existing engines.

·         In order for military authorities to take advantage of this better performance in military engines the specification MIL-PRF- 23699 was re-written to include a “High Thermal Stability” (HTS) grade as well as the Standard (STD) and Corrosion Inhibited (C/I) grades. AeroShell Turbine Oil 560 is fully approved as an HTS oil. With the advent of the new civil turbine oil specification, SAE AS5780, which has more stringent requirements than the military specification, AeroShell Turbine Oil 560 was approved as a SPC (Standard Performance Capability) oil.

·         With effect from January 1st 2002, AeroShell Turbine Oil 560 has been manufactured with an improved formulation to further enhance its anti-coking performance.

·         AeroShell Turbine Oil 560 contains a synthetic ester oil and should not be used in contact with incompatible seal materials and it also affects some paints and plastics.

  Specifications, Approvals & Recommendations  -

  ·         Approved MIL – PRF -23699G Grade HTS (US) Approved SAE AS5780B Grade SPC

·         Equivalent DEF STAN 91-101 (British)

·         Equivalent DCSEA 299/A (French)

·         Analogue to VNII NP 50-1-4F, B3V, LZ-240, VNII NP 50-1-4U and 36/Ku-A (Russian)

·         NATO Code O-154

·         Joint Service Designation : Equivalent OX-27

·         Pratt & Whitney : Approved 521C Type II

·         General Electric : Approved D-50 TF1

·         Allison : Approved EMS-53 (Obsolete)

·         COMAC Approved to QPL-CMS-OL-202

·         AeroShell Turbine Oil 560 is approved for use in all models of the following engines:

·         Honeywell : TFE 731, TPE 331, APUs (majority of models), LTS 101, LTP 101, ALF 502, LF 507, AS907, AS977, GTCP 30, 36, 85, 331, 660, RE220

·         Allison (Rolls-Royce) : 250 Series

·         BMW – Rolls-Royce : BR710, BR715

·         CFM International : CFM 56 (all models)

·         CFE 738

·         Engine Alliance: GP7200

·         GE 90, CF6 (all models), CJ610, CF700, CT34, GEnX

·         IAE : V2500 Series

·         IHI : FJR 710

·         Hamilton Sundstrand : APS 500, 1000, 2000, 3000

·         Pratt & Whitney : JT3D, JT8D, JT9D, PW4000 Series (cleared for flight evaluation in PW2000 engines)

·         Pratt & Whitney Canada : PT6T, PT6A (some models only), PW120,121 Series, JT15D, PW200 Series, PW300 Series, PW500 Series, PW901A APU

·         Rolls-Royce : Spey, Tay RB183, Adour, RB199

·         Turbomeca : Arriel, Arrius, Makila, RTM 322, TM 319, TM 333, TP 319, MTR 390, various models of Astazou and Artouste engines

·         Full details of the approval status of AeroShell Turbine Oil 560 in APUs and other engines/accessories is available.

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https://schmierstoffe-dm.de/product/aeroshell-turbine-oil-560/

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