FLIGHT International, 14 May 1977 1317

8 Aluminium-coated compressor and 33 Three-stage l-p turbine TFE731

fixed stator ring 34 L-p spool rear roller bearing
9 Fan shaft rear ball-race 35 L-p spool speed transducer
10 Planetary reduction gears 36 Pick-up drive gear
II L-p spool tie bolt 37 Igniter plugs
12 Thrust ball-race 38 Scavenge line
13 Air-labyrinth seals 39 Lubrication pipe to bearing
14 H-p shaft front roller bearing 40 Plenum drains
15 H-p shaft bevel gear 41 Accessory drive coupling shaft
16 Auxiliary drive shaft bevel gear 42 Transfer-gearbox bearing housing Industries 1124 Westwind, in which the TFE731-3 replaces
17 H-p compressor face shroud 43 Transfer gearbox the GE CJ610 turbojet of the earlier Series 1123 aeroplane.
16 H-p centrifugal compressor 44 Compressor discharge relief valve
iy H-p compressor diffuser to fuel control system
Production of the IAI 1124 has been under way since FAA
45 H-p spool speed transducer certification of the fan conversion in spring last year.
Still some way in the future is the Cessna Citation III,
the second new airframe designed around the -3. Trans-
continental and intercontinental versions of this 10/15-seat
twinjet executive transport are planned to appear early
in 1980.
In October 1975 Garrett announced the 4,0001b TFE731-4
with a five-stage l-p compressor to provide a higher pres-
sure ratio. Although the company has yet to commit large-
scale funding for this version, it is probable that the -4
will eventually power the Citation III. The specification for
this engine was to have been denned by summer last year,
with certification planned for late next year. At present a
rethink is going on because the s.f.c. estimated for the
derivative has risen more sharply than the power. This
could be bad news in view of the current emphasis on fuel
costs and conservation, and the company is looking afresh
at the -4.
Encouraged by this growing spread of applications for
the TFE731, Grumman has built up another line of business
by supplying clamshell-type thrust reversers for many of
the installations. Aeronca is also supplying reversers for
the Learjet 35A and 36A, and the French company Hurel-
Dubois is rig-testing a universal TFE731 nacelle complete
with thrust reverser and intended to be interchangeable
across the whole range of installations.
The TFE731 market is potentially very large and geo-
graphically dispersed, and Garrett has established
a number of service centres in North America, Europe,
Australia and Brazil, backing them with a team of field
representatives. The company has also introduced a main-
tenance service plan under which, for an established rate
per engine hour, it assumes primary financial responsibility
for scheduled and unscheduled maintenance. There is also
a TFE731 progressive maintenance programme which takes
advantage of the engine's modular construction to intro-
duce "on condition" maintenance procedures. The present
interim 300hr inspection will grow with experience, par-
ticularly that from the half-dozen or so fleet leaders, on
which the highest-time engine has about 2,500hr.
The TFE731's statistics speak eloquently of the engine's
success. Garrett is coy about discussing money, but the
order book stands at 1,405 units, of which about 845 had
been delivered up to last week. Production is currently
running at 35 -2 and -3 engines per month, with a maxi-
mum anticipated rate of more than 50 a month, and
some 3,000 TFE731s are expected to be in service by 1979.
Total operating time amounts to 343,182hr as of last week,
of which 27,000hr has been spent in development. Garrett
says that the TFE731 has a growth potential to about
4,5001b.

TFE731 L E A D I N G DATA

TFE731-2 M a x t a k e - o f f thrust (sea level, I S A ) 3,5001b, 15-8kN Cruise

s.f.c. (40,000ft, Mach 0-8) 0-815lb/hr/lb B y p a s s ratio 2-70:1 Fan inlet
airflow 115-51lb/sec Fan pressure ratio 1-52:1 C y c l e pressure ratio
13-6:1 H e i g h t o v e r a l l 39 36in, 1m W i d t h o v e r a l l 34 20in, 86 9cm L e n g t h
(intake to exhaust flange) 49-73in, 1-26m T y p i c a l e n g i n e w e i g h t 722lb,
326kg
20 Reverse-flow annular combustor 46 Oil filter
21 Primary fuel manifold 47 Oil pump TFE731-3 M a x t a k e - o f f thrust (sea level, I S A ) 3,700lb, 16 8kN Cruise
22 Secondary fuel manifold 48 Accessory-gearbox drive shaft s.f.c. (40,000ft, Mach 0-8) 0-818lb/hr,'lb B y p a s s ratio 2-79:1 Fan i n l e t
23 Fuel atomiser air shroud 49 Oil breather
24 50
airflow 120-3lb/sec Fan pressure ratio 1-54:1 C y c l e pressure ratio
Interstage-turbine temperature Breather pressure-relief valve
thermocouple 51 Accessory gearbox, 2-5:1 redu 14-6:1 T y p i c a l e n g i n e w e i g h t 736lb, 334kg D i m e n s i o n s as for TFE731-2
25 H-p turbine stators 52 Fuel control unit
26 H-p turbine nozzle 53 Fuel filter TFE731-4 M a x t a k e - o f f thrust (sea level, I S A ) 4,000lb, 18-3kN Cruise
27 Single-stage h-p axial turbine wheel 54 Fuel pump s.f.c. (40,000ft, Mach 0-8) 0-852lb/hr/lb B y p a s s ratio 2-28:1 Fan inlet
28 Air-cooled h-p turbine blades 55 Fire wire a i r f l o w 120-4ib/sec C y c l e pressure r a t i o 17-5:1 L e n g t h (intake t o
H-p spool locking nut 56 Hydraulic pump
»
30 L-p rotor shaft 57 Gearbox side mounting
exhaust flange) 55in, 1 -4m T y p i c a l e n g i n e w e i g h t 770lb, 349kg Height
31 L-p shaft curvic coupling 58 Gearbox front mounting and width overall as for TFE731-2
32 L-p turbine stators 59 Fan biade duct