The Allison T56turboprop 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.
The initial civil variant, which was proposed in 1955 with 3,750 equivalent shp (2,800 kW) of power at a
brake specific fuel consumption (BSFC) of 0.54 lb/(hp⋅h) (0.24 kg/(hp⋅h); 0.33 kg/kWh), a two-stage gearbox with a reduction ratio of 12.5:1, a 14-stage
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
Lockheed L-188 Electra, but using
kerosene as the primary fuel and
JP4 as the alternate (instead of JP4 as primary and
gasoline as secondary), and with the gearbox reduction ratio increased to 13.54 from 12.5, which lowers the propeller blade tip speed by 8 percent to 721 ft/s (220 m/s; 427 kn; 492 mph; 791 km/h) for the 13 ft 6 in (4.11 m) Aeroproducts 606 propeller; 3,750 equivalent shp (2,800 kW) power rating at sea level takeoff, 14-stage axial compressor, 6
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;[3] used on the
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]
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.[3] Used on the
Convair CV-580[4]
(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
lift fan aircraft that was entered in a 1961
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
short takeoff and landing (STOL) version of the Lockheed C-130E (internally designated as the GL298-7) targeted in 1963 for the
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-Xclose 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
Lockheed L-100-20 (L382E-44K-20) High Technology Test Bed (HTTB) for
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
NASA's Propfan Test Assessment (PTA) program. It had a modified
reduction gearbox that reversed the direction of rotation and increased the output speed from 1,020 rpm to 1,698 rpm. The engine was attached to an eight-bladed, 9 ft diameter (2.7 m), single-rotation Hamilton Standard SR-7L propeller.[30] Shown as an 8,000 hp (6,000 kW) engine at the 1983
Dayton Air Show,[31] the 501-M78 was flight-tested on a
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
T406-AD-400, a 6,000 shp class (4,500 kW) turboshaft engine.[34] primarily based on the T56-A-427, but with a
free-turbine turboshaft added to the single-spool engine; used on the
V-22 Osprey tiltrotor assault transport.[35]
PW–Allison 501-M80E
A 14,800 lbf thrust (6,700 kgf; 66 kN)
contra-rotating geared
propfan engine derived from the 501-M80C/
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
MPC 75[38] that was based on the
T406 core and rated at 11,000 lbf thrust (5,000 kgf; 49 kN).[39]
Military variants (T56)
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
axial flow compressor,
cannular combustion chamber with 6-cylindrical through-flow combustion liners, 4-stage axial flow turbine; 13,800-rpm shaft connected to a 2-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]
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
Military Air Transport Service (MATS) on a pair of
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;[43] also the proposed engines for the
McDonnell XHRH-1 helicopter, with propeller drive and gas generator bleed for rotor-tip pressure jets.
(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]
(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]
(Series 3.5) Upgrade of the T56-A-15 on the Air Force LC-130H.[50]
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;[51] Navy-funded development with air-cooled blades and vanes in the first two stages; 50-hour preliminary flight rating test completed in 1968;[52] turbine inlet temperature of 2,070 °F (1,130 °C; 2,530 °R; 1,410 K);[21] introduced major
gearbox update after 4,000 hours of back-to-back testing, featuring a
double helical first gear stage, a planetary
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]
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;[46]Grumman C-2A Greyhound from June 1974.
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]
^Hazen, R.M.; Gerdan, D.; LaMotte, R.R. (April 9–12, 1956). The Allison power package for the Lockheed Electra. SAE National Aeronautic Meeting. SAE Technical Papers. SAE Technical Paper Series. Vol. 1. New York City, New York, U.S.A.: SAE International.
doi:
10.4271/560273.
ISSN0148-7191.
OCLC5817960717.
^
ab"Certification workload grows: Greater use of delegation option foreseen for manufacturers of large, small aircraft". American Aviation. August 5, 1968. p. 27.
ISSN0096-4913.
^Woodley, David R.; Castle, William S. (October 16–18, 1973). Heavy lift helicopter main engines. National Aerospace Engineering and Manufacturing Meeting. SAE Technical Papers. SAE Technical Paper Series. Vol. 1. Los Angeles, California, U.S.A.:
Society of Automotive Engineers (SAE) (published February 1973).
doi:
10.4271/730920.
ISSN0148-7191.
^Wheatley, John B.; Zimmerman, D.G.; Hicks, R.W. (April 18–21, 1955). The Allison T56 turbo-prop aircraft engine. SAE Golden Anniversary Aeronautical Meeting. SAE Technical Papers. SAE Technical Paper Series. Vol. 1. New York City, New York, U.S.A.: SAE International.
doi:
10.4271/550075.
ISSN0148-7191.
OCLC1109574510.
^Gee, T. F.; Novick, A. S. (July 11–13, 1988). "Advanced turboprop and propfan development and testing". 24th Joint Propulsion Conference. AIAA/ASME/SAE/ASEE Joint Propulsion Conference (24th ed.). Figure 6. T701 standard day performance.
doi:
10.2514/6.1988-3080.
Bibliography
Aircraft Industries Association, Inc. (1958).
1957-1958 aircraft year book(PDF) (39th ed.). American Aviation Publications, Inc. Archived from
the original(PDF) on 2022-01-22. Retrieved 2020-12-08.
The Allison T56turboprop 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.
The initial civil variant, which was proposed in 1955 with 3,750 equivalent shp (2,800 kW) of power at a
brake specific fuel consumption (BSFC) of 0.54 lb/(hp⋅h) (0.24 kg/(hp⋅h); 0.33 kg/kWh), a two-stage gearbox with a reduction ratio of 12.5:1, a 14-stage
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
Lockheed L-188 Electra, but using
kerosene as the primary fuel and
JP4 as the alternate (instead of JP4 as primary and
gasoline as secondary), and with the gearbox reduction ratio increased to 13.54 from 12.5, which lowers the propeller blade tip speed by 8 percent to 721 ft/s (220 m/s; 427 kn; 492 mph; 791 km/h) for the 13 ft 6 in (4.11 m) Aeroproducts 606 propeller; 3,750 equivalent shp (2,800 kW) power rating at sea level takeoff, 14-stage axial compressor, 6
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;[3] used on the
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]
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.[3] Used on the
Convair CV-580[4]
(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
lift fan aircraft that was entered in a 1961
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
short takeoff and landing (STOL) version of the Lockheed C-130E (internally designated as the GL298-7) targeted in 1963 for the
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-Xclose 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
Lockheed L-100-20 (L382E-44K-20) High Technology Test Bed (HTTB) for
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
NASA's Propfan Test Assessment (PTA) program. It had a modified
reduction gearbox that reversed the direction of rotation and increased the output speed from 1,020 rpm to 1,698 rpm. The engine was attached to an eight-bladed, 9 ft diameter (2.7 m), single-rotation Hamilton Standard SR-7L propeller.[30] Shown as an 8,000 hp (6,000 kW) engine at the 1983
Dayton Air Show,[31] the 501-M78 was flight-tested on a
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
T406-AD-400, a 6,000 shp class (4,500 kW) turboshaft engine.[34] primarily based on the T56-A-427, but with a
free-turbine turboshaft added to the single-spool engine; used on the
V-22 Osprey tiltrotor assault transport.[35]
PW–Allison 501-M80E
A 14,800 lbf thrust (6,700 kgf; 66 kN)
contra-rotating geared
propfan engine derived from the 501-M80C/
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
MPC 75[38] that was based on the
T406 core and rated at 11,000 lbf thrust (5,000 kgf; 49 kN).[39]
Military variants (T56)
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
axial flow compressor,
cannular combustion chamber with 6-cylindrical through-flow combustion liners, 4-stage axial flow turbine; 13,800-rpm shaft connected to a 2-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]
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
Military Air Transport Service (MATS) on a pair of
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;[43] also the proposed engines for the
McDonnell XHRH-1 helicopter, with propeller drive and gas generator bleed for rotor-tip pressure jets.
(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]
(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]
(Series 3.5) Upgrade of the T56-A-15 on the Air Force LC-130H.[50]
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;[51] Navy-funded development with air-cooled blades and vanes in the first two stages; 50-hour preliminary flight rating test completed in 1968;[52] turbine inlet temperature of 2,070 °F (1,130 °C; 2,530 °R; 1,410 K);[21] introduced major
gearbox update after 4,000 hours of back-to-back testing, featuring a
double helical first gear stage, a planetary
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]
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;[46]Grumman C-2A Greyhound from June 1974.
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]
^Hazen, R.M.; Gerdan, D.; LaMotte, R.R. (April 9–12, 1956). The Allison power package for the Lockheed Electra. SAE National Aeronautic Meeting. SAE Technical Papers. SAE Technical Paper Series. Vol. 1. New York City, New York, U.S.A.: SAE International.
doi:
10.4271/560273.
ISSN0148-7191.
OCLC5817960717.
^
ab"Certification workload grows: Greater use of delegation option foreseen for manufacturers of large, small aircraft". American Aviation. August 5, 1968. p. 27.
ISSN0096-4913.
^Woodley, David R.; Castle, William S. (October 16–18, 1973). Heavy lift helicopter main engines. National Aerospace Engineering and Manufacturing Meeting. SAE Technical Papers. SAE Technical Paper Series. Vol. 1. Los Angeles, California, U.S.A.:
Society of Automotive Engineers (SAE) (published February 1973).
doi:
10.4271/730920.
ISSN0148-7191.
^Wheatley, John B.; Zimmerman, D.G.; Hicks, R.W. (April 18–21, 1955). The Allison T56 turbo-prop aircraft engine. SAE Golden Anniversary Aeronautical Meeting. SAE Technical Papers. SAE Technical Paper Series. Vol. 1. New York City, New York, U.S.A.: SAE International.
doi:
10.4271/550075.
ISSN0148-7191.
OCLC1109574510.
^Gee, T. F.; Novick, A. S. (July 11–13, 1988). "Advanced turboprop and propfan development and testing". 24th Joint Propulsion Conference. AIAA/ASME/SAE/ASEE Joint Propulsion Conference (24th ed.). Figure 6. T701 standard day performance.
doi:
10.2514/6.1988-3080.
Bibliography
Aircraft Industries Association, Inc. (1958).
1957-1958 aircraft year book(PDF) (39th ed.). American Aviation Publications, Inc. Archived from
the original(PDF) on 2022-01-22. Retrieved 2020-12-08.