Allison T56 variants

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Allison T56 variants
Allison T-56 on display at the
Pensacola
Type Turboprop/turboshaft
National origin United States
Manufacturer Allison Engine Company
Rolls-Royce Holdings
First run 1950
Main article: Allison T56

The Allison T56 turboprop engine has been developed extensively throughout its production run, the many variants are described by the manufacturer as belonging to four main series groups.

Initial civil variants (Series I) were designed and produced by the Allison Engine Company as the 501-D and powered the Lockheed C-130 Hercules. Later variants (Series II, III, 3,5 and IV) gave increased performance through design refinements.

Further derivatives of the 501-D/T56 were produced as

United States military aircraft engine designation of T701, which was developed for the canceled Boeing Vertol XCH-62
project.

Commercial variants (501-D)

501-D10
The initial civil variant, which was proposed in 1955 with 3,750 equivalent shp (2,800 kW) of power at a
axial flow compressor with a compression ratio over 9:1, a four-stage turbine, and a 13+1⁄2 ft diameter (4.11 m), three-blade Aeroproducts A6341FN-215 propeller.[1]
501-D13
(Series I) Commercial version of the T56-A-1 used on the
cannular combustion chambers, and 4-stage turbine; 13,820 rpm shaft and 1,780 °F (970 °C; 2,240 °R; 1,240 K) turbine inlet temperature;[2] certified on September 12, 1957.[3]
501-D13A
(Series I) Similar to the 501-D13 but using a Hamilton Standard propeller; certified on April 15, 1958.[3]
501-D13D
(Series I) Similar to the 501-D13 except for the location of the rear mount and using D.C. generator drive; certified on December 18, 1959;
Convair CV-580 passenger aircraft.[4]
501-D13E
(Series I) Similar to the 501-D13 except for the location of the rear mount; certified on December 18, 1959.[3]
501-D13H
(Series I) Similar to the 501-D13D but with water-methanol injection; certified on February 20, 1964;
Convair CV-580.[4]
501-D15
A 4,050 shp (3,020 kW) engine under development[when?] for the Lockheed Electra.[6]
501-D22
(Series II) Similar to the 501-D13A but with 4,050 equivalent shp (3,020 kW) power rating at sea level takeoff, a shroud turbine, gearbox offset up, and no auto-feathering; certified on October 28, 1964.[3] Used on the Lockheed L-100 Hercules.
501-D22A
(Series III); Similar to the 501-D22 but with 4,680 equivalent shp (3,490 kW) power rating at sea level takeoff and air-cooled first-stage turbine blades, vanes, and stalk blades in all four turbine stages; certified on January 23, 1968.[3]
501-D22C
(Series III) Similar to the 501-D22A but with gearbox offset down, integral mount pads, and water-methanol injection; certified on December 27, 1968;[3] powered the Aero Spacelines Super Guppy.[7]
501-D22D
A 4,591 shp (3,424 kW) derivative to power the proposed Lockheed L-400, a twin-engine version of the L-100.[8]
501-D22E
Offered in 1979 as the initial engine for Lockheed's proposed L-100-60 (a stretched derivative of the
Lockheed L-100).[9]
501-D22G
(Series III) Similar to the 501-D22C but with 4,815 equivalent shp (3,591 kW) power rating at sea level takeoff, a three-mount system, auto-feathering, and no water-methanol injection; certified on March 23, 1984.
Convair CV-580[4]
501-D36
(Series II) Re-engined powerplant for the
CC-109 Cosmopolitan in 1966.[10]
501-D39
(Series IV) Offered for the
Lockheed L-100 civil aircraft,[11] starting in 1979 for the proposed L-100-60 as the successor engine to the 501-D22E, producing 5,575 shp (4,157 kW) with 14 ft diameter (4.3 m) propellers;[9] was the commercial version of the 501-M71.[12]
501-H2
Engine for the proposed Vanguard Model 30
vertical takeoff and landing (VTOL) transport competition; powered two 8 ft diameter (2.4 m) fans within the wings and two 14 ft 6 in diameter (4.42 m) propellers;[13] used a modified compressor for handling larger air flows.[14]
501-M1
Modified engine with new turbine blades that were hollow and air-cooled; on an experimental engine combining features of the 501-M1 with the 501-H2, ran at 6,770 shp (5,050 kW) for nearly 2.5 hours at a turbine inlet temperature of 2,060 °F (1,130 °C; 2,520 °R; 1,400 K) in January 1962 under a program funded by the Air Force and Navy.[14]
501-M7B
Replaces the T56-A-7 on an experimental
U.S. Army; power increased by 20% over the T56-A-7 due to lowering of the gear reduction ratio from 13.54 to 12.49, propeller blade changes to take advantage of the higher resulting propeller rotational speed, and a new turbine with air-cooled first and second-stage vanes and first-stage blades, so the turbine inlet temperature can be increased from 1,780 °F (970 °C; 2,240 °R; 1,240 K) for the T56-A-7 to 1,970 °F (1,080 °C; 2,430 °R; 1,350 K); a 4,591 shp (3,424 kW) rate engine that is restricted to 4,200 shp (3,100 kW) and about 10,600 lbf (4,800 kgf; 47 kN) of static thrust on the STOL C-130E, but is capable of 13,000 lbf (5,900 kgf; 58 kN) thrust at full power and with a larger, 15 ft (4.6 m) propeller.[15]
501-M22
Internal designation for the T56-A-18;[16] submitted for FAA certification under a new type certificate.[17]
501-M23
Submitted for FAA certification under an amended type certificate.[17]
501-M24
A demonstrator engine started in 1964[18] that was later used to derive the 501-M62B engine developed for the XCH-62 helicopter.[19]
501-M25
A 6,000 shp (4,500 kW) four-stage fixed turbine engine similar to the T56-A-15, but with a 90 °F (50 °C) increase from the T56-A-15's maximum turbine inlet temperature rating of 1,970 °F (1,080 °C; 2,430 °R; 1,350 K), and a variable geometry compressor for the inlet vane and the first five stator vanes; investigated in 1965 to power helicopters with a 75,000–85,000 lb (34,000–39,000 kg) maximum takeoff weight (MTOW).[20]
501-M26
A 5,450 shp (4,060 kW) similar to the 501-M25 but with a
free turbine instead of a fixed turbine, and a two-stage gas producer turbine;[20] based on the T56-A-18 engine.[21]
501-M34
A 5,175 shp (3,859 kW) turboshaft engine targeted for a 60-70 seat commuter helicopter proposal from Lockheed-California in 1966.[22]
501-M56
Engine candidate for the turboprop version of the Air Force
A-X close air support aircraft, requiring 4,400 shp (3,300 kW) of engine power.[23]
501-M62B
An internal designation for the engine that became the 8,079-shaft-horsepower (6,025-kilowatt) T701-AD-700 turboshaft, which weighed 1,179 lb (535 kg) and was intended to power the Boeing Vertol XCH-62 heavy-lift helicopter; 15 engines built, 700 hours of component testing, and almost 2,500 hours of engine development testing completed before the helicopter project's cancellation.[24]
501-M69
Engine proposed for transport-type offensive anti-air (TOAA) aircraft versions of the P-3 Orion (stretched derivative) and C-130 Hercules; rated power of 4,678 shp (3,488 kW), equivalent installed thrust-specific fuel consumption at cruise of 0.52 lb/(lbf⋅h) (15 g/(kN⋅s)).[25]
501-M71
A derivative of the T56-A-14 evaluated by NAVAIR in 1982 to achieve 10% lower fuel consumption, 24% more horsepower, smokeless exhaust, and greater reliability.[26]
501-M71K
(Series IV) A 5,250 hp (3,910 kW) engine using a larger propeller to power the
short takeoff and landing (STOL) starting in 1989,[27] but was destroyed when the HTTB became airborne during a ground test on February 3, 1993.[28][29]
501-M78
A 6,000 shp (4,500 kW) demonstrator engine for
Gulfstream II aircraft beginning in May 1987.[32] Various flight and ground testing programs were carried out on the engine testbed through June 1989.[33]
501-M80C
Also known as the
V-22 Osprey tiltrotor assault transport.[35]
PW–Allison 501-M80E
A 14,800 lbf thrust (6,700 kgf; 66 kN)
T406 turboshaft engine and intended for use on a 92-seat version of the proposed MPC 75 regional aircraft; developed jointly with Pratt & Whitney.[36]
501-M80R3
A turboprop engine offered as an equal partnership between Allison and Pratt & Whitney to power Lockheed's proposed successor to the P-3 Orion, which was developed for the U.S. Navy's long-range air antisubmarine warfare (ASW) capable aircraft (LRAACA) program.[37]
501-M80R33
A propfan engine studied for the
T406 core and rated at 11,000 lbf thrust (5,000 kgf; 49 kN).[39]

Military variants (T56)

A T56 on a mobile test unit at MCAS Futenma, 1982
T56-A-1
(Series I) A 1,600 lb weight (730 kg) engine delivering 3,460 shp (2,580 kW) and 725 lbf (329 kgf; 3.22 kN) residual jet thrust, which is equal to 3,750 equivalent shp (2,800 kW); single-shaft 14-stage
reduction gear with a 12.5-to-1 ratio, consisting of a 3.125-to-1 spur set followed by a 4.0-to-1 planet set.[40]
T56-A-1A
A 3,750 equivalent shp (2,800 kW) engine used on the
Lockheed C-130A Hercules.[41]
T56-A-2
Proposed gas generator engines for the
McDonnell XHCH-1
helicopter.
T56-A-3
A 3,250 equivalent shp (2,420 kW) engine that was paired with an Aeroproducts propeller and test flown by the
Convair YC-131C twin-turboprop aircraft between January and December 1955.[42]
T56-A-4
A 2,900 hp (2,200 kW) engine for the C-131D executive transport/VC-131H VIP transport;
McDonnell XHRH-1
helicopter, with propeller drive and gas generator bleed for rotor-tip pressure jets.
T56-A-5
A 2,100 shp (1,600 kW) turboshaft version for the
Piasecki YH-16B Transporter
helicopter.
T56-A-6
Gas generator engines for the NC-130B (58-0712) boundary layer control (BLC) demonstrator.[44]
T56-A-7
(Series II) A 4,050 shp (3,020 kW) engine flight-tested on a U.S. Air Force Allison
Boeing B-17 flying testbed aircraft, intended for the Lockheed C-130B;[6] also used on the C-130E; produces about 9,500 lbf (4,300 kgf; 42 kN) of static thrust.[15]
T56-A-7A
(Series II)
Lockheed C-130B Hercules
Starting May 1959.
T56-A-7B
(Series II) Used on the U.S. Air Force C/HC/NC-130B, MC-130E, and WC-130F;[45] similar to -A-7A.
T56-A-8
(Series II) Entered production in 1959;[26] the original engine on the Grumman E-2C, using the Aeroproducts A6441FN-248 propeller.[46]
T56-A-9
(Series I) Used on the U.S. Air Force C/AC/DC/GC/NC/RC-130A and the C-130D.[45]
T56-A-9D
(Series I)
Grumman E-2A Hawkeyes
from 1960.
T56-A-9E
(Series I) Similar to -A-9D.
T56-A-10W
(Series II) Water injection model that entered production in 1960.[26]
T56-A-10WA
(Series II) Used on the P-3A, EP-3A, and RP-3A.[47]
T56-A-11
Ordered for 12 Royal Australian Air Force C-130s in 1958.[48]
T56-A-13
(Series 3.5) Enhancements that improve SFC by 7.9%, increase maximum engine torque limit operation from 90 to 118 °F (32 to 48 °C; 549 to 578 °R; 305 to 321 K), and increase turbine life; tested on a C-130H testbed aircraft in 2012.[49]
T56-A-14
(Series III)
CP-140 Aurora from August 1962; entered production in 1964.[26]
T56-A-14A
(Series 3.5) Fuel efficiency and reliability upgrade, Lockheed WP-3D Orion from May 2015.
T56-A-15
(Series III)
Lockheed C-130H Hercules
USAF from June 1974.
T56-A-15A
(Series 3.5) Upgrade of the T56-A-15 on the Air Force LC-130H.[50]
Maintenance of a T56-A-16, 2009
T56-A-16
(Series III) Used on the KC-130F, KC-130R, LC-130F, and LC-130R.[47]: 3 
T56-A-16A
(Series 3.5).
T56-A-18
A 5,325 equivalent shp (3,971 kW), 1,554 lb (705 kg) variant that was designed and first run in 1965;
helical gear for the second stage, and fewer parts for the accessory gearing (compared with a first-stage spur gear, second-stage planetary spur gear, and separable clamped components in the accessory gearing for the T56-A-7 gearbox);[53] used an eight-bladed Hamilton Standard variable-camber propeller.[54]
T56-A-20
Proposed in 1968 to be funded within the 1969 fiscal year component improvement program (CIP).[55]
T56-A-100
(Series IV) U.S. Air Force EMDP demonstrator[11]
T56-A-101
(Series IV) Offered for the Lockheed C-130 Hercules.[11]
T56-A-422
Used on U.S. Navy
Northrop Grumman E-2C Hawkeye aircraft.[56]
T56-A-423
Used on U.S. Navy Lockheed EC-130G and EC-130Q aircraft.[56]
T56-A-425
(Series III) Replaced the T56-A-8 on the Grumman E-2C, using the 13.5 ft diameter (4.1 m) Hamilton 54460-1 propeller;
Grumman C-2A Greyhound
from June 1974.
T56-A-426
Used on the C-2A, E-2B, and TE-2A[47]: 3 
T56-A-427
(Series IV)
Northrop Grumman E-2 Hawkeye
upgrades from 1972.
T56-A-427A
(Series IV) Used on the
Northrop Grumman E-2D Advanced Hawkeye (AHE), which first flew in 2007.[57]

T701

T701-AD-700
An 8,079 shp (6,025 kW) turboshaft powerplant developed from the 501-M62B and intended for use on the canceled three-engine Boeing Vertol XCH-62 heavy-lift helicopter;[58] air flow of 44 lb/s (20 kg/s), pressure ratio of 12.8:1, turbine temperature of 2,290 °F (1,250 °C; 2,750 °R; 1,530 K), and power/weight ratio of 6.85:1.[59]

See also

Related development

Comparable engines

Related lists

References

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Bibliography

External links
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