I think many of yo uwill be interested by a translation... about M53 and M88 engines.) M88 designed since the beginning up to 12T( nbut would there need changes in cold section).
ISC - CFHM - IHCC
THE REACTORS M 53 AND M 88
Snecma military engines
Military engines accounted for nearly 40% of Snecma's turnover - 70% of which was for export.
Snecma has always completely realized its combat aircraft engines. It is on this competence of mastering advanced technology carefully maintained, with the help of the Official Services, aware of the strategic importance of the propulsion, that Snecma intends to develop its position in the concert of the great world motorists.
40 Air Forces around the world use our engines and there are about 10 4th level repair centers.
After the ATAR, whose success and reputation continues with the 9K50 and which marked Snecma's entry into the reaction including "firsts" and supersonic and afterburner records, the M53 and M88 are now the two flagships of our military production.
Both engines have very different genesis and characteristics.
If the ATAR family is associated with the first generations of French jet aircraft and especially the Mirage III, IV, the M53 him, is the engine of the Mirage 2000. However, originally it was not intended for such versatile aircraft which explains as we will see, its original and unique formula.
In the late 1960s, a new twin-jet aircraft concept was emerging with the idea of intercepting supersonic transport aircraft such as the Concorde, the Tu 144, and similar-performance bombers (B1).
Snecma was therefore starting to study a new engine capable of reaching Mach 3 - 3.2, or even more, by combining it with a ramjet.
Such an engine would necessarily have a low compression ratio (<10) to avoid too high compressor outlet temperatures.
This is not advantageous for the low subsonic and partial thrust waiting regimes, hence the idea of incorporating a limited double flow effect which also brings the benefit of cold air to ventilate the PC channel.
With a compression ratio of 10, there is no need for a double-body compressor or more than variable timing: a simple and economical solution. This is how the M53 single-flow single-body formula was born.
Quickly Mach maxi requirements are down but the original formula of M53 remained attractive for M = 2,2 - 2,5 for its simplicity. The reduction of the Mach has made it possible to switch to an almost all-titanium engine and has of course eliminated the air cooling system of the turbine cooling.
The M53 was destined to replace the ATAR 9K50 in the single-jet Mirage F1 of the "Marché du siècle", then, the latter having been won by the F16, the M53 was finally chosen to power the Mirage 2000 launched in 1975.
Note that originally the M53 was intended for jets. The transition to the Mirage 2000 single-jet application led to two studies: a boost of thrust by changing the CoBP and the introduction of a redundant, mostly electronic analogue, full-throttle regulation associated with hydromechanical backups. This regulation gives the pilot a motor without limiting instruction throughout the flight area: as is the rule for Snecma engines.
The versatility requirements of the Mirage 2000 have also led to one of the M53's most unique features: the variable-flow regulator of the secondary flow, making the M53 the first variable cycle engine ever commissioned.
This device makes it possible to introduce a variability of the dilution ratio. Closed, it increases the specific thrust of the engine at maximum speed, especially in supersonic. Open, it favors an optimization of the Cs at partial cruises of low altitude cruising or waiting.
The M53-P2 equips the Mirage 2000 6 Air Force, 600 have been delivered and 120 are in command.
In the Gulf War or in Bosnia, the M53 has demonstrated its excellent availability. For all users of Mirage 2000, there is virtually no unavailability of the aircraft for cause engine.
Beyond the continuous improvements, developments of this engine are in preparation especially to further increase its reliability, reduce consumption, SIR, maintenance cost and possibly in some cases increase thrust. New service packages are also available to our customers.
The M 88
The genesis of M88 is very different from that of M53. The latter launched before the aircraft, as is customary for the engine, had to adapt to 3 successive aircraft projects. The M88 has benefited from a project of a perfectly structured and continuous system in its development from research upstream to serialization. As such, it is an exemplary program.
While the M53 and Mirage 2000 was in development, the French official services launched in 1975 the prospective studies of the future tactical combat aircraft ACF.
Also highlighted were the optimal characteristics of the future engine and the materials and technologies to be developed for top-level equipment for service entry planned in the early 1990s.
In 1979, for example, the development of monocrystalline superalloys and related processes was launched. Exploratory developments of components such as advanced compressors, very cooled turbines, aerodynamic injection chambers were also involved.
In 1982 the demonstrator program was launched.
After the failure of the EFA discussions in 1984-85, France launched the Rafale and the development of the M88 alone, drawing lessons from the demonstrator.
As a result, an engine is now entering its production phase after an exemplary development program in terms of deadlines, performance and costs.
The engine is, we think, the best international level in its characteristics:
- F / M 9;
- TET max 1850 K;
- excellent FADEC;
- 3rd generation superalloys for monocrystalline blades;
- Superalloys for very damage tolerant disc (powder metallurgy);
- Thermal barriers, etc. ;
- 3D aerodynamic design.
The M88 is designed to generate a very large family of combat aircraft derivatives: with the same HP body, it can lead to derivatives at 9 T in virtually the same size and up to 12 T with a larger BP system.
Components of advanced technologies are already being tested to prepare these future versions, one of which is proposed to revamp the Swedish Gripen in competition with the EJ 200 and F414.
The development of the M88 engine family offers many opportunities for cooperation.
The HP body of this engine is for example well suited to turboprop derivatives of high power (10,000 hp) that we proposed with MTU and Fiat for the future military transport aircraft.
We are very proud of the M88-2 and hope that the family will be developed to benefit from the technological advance we have.
Thank you for your attention.