"Rapide/Dominies made up the NAC Fleet. The last type of piston engine airliner to be operated by NAC was a leased Mt Cook Airline Britten Norman BN2 Islander ZK-MCD, used during 1976-77 to operate a service on the Auckland - Whangarei - Kaitaia route. This was to allow services to operate while Kaitaia's compacted gravel runway was sealed for use by heavier aircraft. The Islander using an alternative grass strip. It was repainted in the ""new"" Wings of the Nation red and orange colour scheme. The pioneering turbo-prop powered Vickers Viscount first appeared in New Zealand in 1953 when an"
"the World 1964/65<ref name=""AEotW64/65""></ref> Pratt & Whitney J57 The Pratt & Whitney J57 (company designation: JT3C) is an axial-flow turbojet engine developed by Pratt & Whitney in the early 1950s. The J57 (first run January 1950) was the first 10,000 lbf (45 kN) thrust class engine in the United States. The J57/JT3C was developed into the J75/JT4A turbojet, JT3D/TF33 turbofan and the PT5/T57 turboprop. The J57 was a development of the Pratt & Whitney XT45 (PT4) turboprop engine that was originally intended for the Boeing XB-52. As the B-52 power requirements grew, the design evolved into a turbojet, the JT3."
"Pratt & Whitney J57 The Pratt & Whitney J57 (company designation: JT3C) is an axial-flow turbojet engine developed by Pratt & Whitney in the early 1950s. The J57 (first run January 1950) was the first 10,000 lbf (45 kN) thrust class engine in the United States. The J57/JT3C was developed into the J75/JT4A turbojet, JT3D/TF33 turbofan and the PT5/T57 turboprop. The J57 was a development of the Pratt & Whitney XT45 (PT4) turboprop engine that was originally intended for the Boeing XB-52. As the B-52 power requirements grew, the design evolved into a turbojet, the JT3. The J57 used titanium"
"Kaman's K-125 synchropter, which used a Boeing T50 turboshaft engine to power it on 11 December 1951. Compared to turbofans, turboprops are most efficient at flight speeds below 725 km/h (450 mph; 390 knots) because the jet velocity of the propeller (and exhaust) is relatively low. Modern turboprop airliners operate at nearly the same speed as small regional jet airliners but burn two-thirds of the fuel per passenger. However, compared to a turbojet (which can fly at high altitude for enhanced speed and fuel efficiency) a propeller aircraft has a lower ceiling. The most common application of turboprop engines in"
"Vickers Viscount The Vickers Viscount was a British medium-range turboprop airliner first flown in 1948 by Vickers-Armstrongs. A design requirement from the Brabazon Committee, it entered service in 1953 and was the first turboprop-powered airliner. The Viscount was well received by the public for its cabin conditions, which included pressurisation, reductions in vibration and noise, and panoramic windows. It became one of the most successful and profitable of the first post-war transport aircraft; 445 Viscounts were built for a range of international customers, including in North America. The Viscount was a response to the Brabazon Committee's Type II design for"
"propellers was to increase the propeller blade-area, and hence absorb greater engine power, within a propeller diameter limited by the height of the aircraft's undercarriage. The Short Sturgeon used two Merlin 140s with contra-rotating propellers. The Bristol Brabazon prototype airliner used eight Bristol Centaurus engines driving four pairs of contra-rotating propellers, each engine driving a single propeller. The post-war SARO Princess prototype flying boat airliner also had contra-rotating propellers. In the 1950s, the Soviet Union developed the Kuznetsov NK-12 turboprop. It drives an 8-blade contra-rotating propeller and, at 15,000 shp, it is the most powerful turboprop in the world. Four"
"for the Boeing B-52 Stratofortress to meet its long range requirement, and for the British long-range transport aircraft, the Saunders-Roe Princess, the Bristol Brabazon and the Bristol Britannia. Tupolev proposed a turboprop installation and Tu-95 design with this configuration was officially approved by the government on 11 July 1951. It used four Kuznetsov coupled turboprops, each fitted with two contra-rotating propellers with four blades each, with a nominal 8,948 kW (12,000 effective shaft horse power [eshp]) power rating. The engine, advanced for its time, was designed by a German team of ex-Junkers prisoner-engineers under Ferdinand Brandner. The fuselage was conventional"
"Pratt & Whitney T34 The Pratt & Whitney T34 (company designation PT2) was an axial flow turboprop engine designed and built by Pratt & Whitney. Its model name was Turbo-Wasp. In 1945 the United States Navy funded the development of a turboprop engine. The T34 was produced from 1951 to 1960, but never used in U.S. Navy aircraft production. The YT34 engine with three wide-bladed propellers was made for two Navy Lockheed R7V-2 Constellation(C-121s) variants, for testing. Flight tests were on 1 September 1954. In September 1950, a testbed Boeing B-17 Flying Fortress flew with a T34 turboprop mounted in"
"perceived demand for a high-speed 50-seat turboprop with good climb performance which could operate over short- and medium-range routes with similar block times to jet aircraft while retaining the efficiency provided by turboprop engines. The new airliner, called the Saab 2000, was formally launched in May 1989, with Saab already having firm orders for 46 aircraft and options for a further 147. The aircraft was assembled at Saab's Linköping factory, with major subcontractors including CASA, who built the aircraft's wings, Short Brothers, who built the rear fuselage and Valmet who built the aircraft's tail surfaces. The Saab 2000 first flew"
"Aero Commander 500 family The Aero Commander 500 family is a series of light-twin piston-engined and turboprop aircraft originally built by the Aero Design and Engineering Company in the late 1940s, renamed the Aero Commander company in 1950, and a division of Rockwell International from 1965. The initial production version was the 200-mph, seven-seat Aero Commander 520. An improved version, the 500S, manufactured after 1967, is known as the Shrike Commander. Larger variants are known by numerous model names and designations, ranging up to the 330-mph, 11-seat Model 695B/Jetprop 1000B turboprop. The idea for the Commander light business twin was"
"This was following the experimental installation of a Boeing T50 turboshaft in an example of the Kaman K-225 synchropter on December 11, 1951, as the world's first-ever turboshaft-powered helicopter of any type to fly. The T-80 tank, which entered service with the Soviet Army in 1976, was the first tank using a gas turbine as the main engine. Since 1980 the US Army has operated the M1 Abrams tank. Designed and built in the late 1970s, this tank makes use of a gas turbine engine compared to most tanks using reciprocating diesels. The engine has considerably fewer parts, mechanically is"
"a retractable main undercarriage and a fixed tailwheel. Pilot and instructor sat side by side ahead of the observer. The first prototype first flew on 30 May 1947, being temporarily powered by an 820 hp (611 kW) Bristol Mercury 30 radial engine. The second prototype, powered by the intended Armstrong Siddeley Mamba turboprop, first flew on 17 May 1948, the world's first single-engined turboprop aircraft to fly. The Air Ministry had second thoughts about its training requirements, and issued a new specification, T.14/47, requiring a two-seat trainer, powered by a Rolls-Royce Merlin piston engine. The Merlin powered Balliol, designated Balliol"
"production. The production version would have been known as the SIPA S.2510 Antilope but none were built; the prototype (""F-WJSS"") carried the designation S.251 on its fin. The sole Antilope is undergoing restoration in a private museum, owned by the ""Association Antilope"", at Montpelier-Mediterranee Airport, in southern France. SIPA Antilope The SIPA S.251 Antilope was a low-wing monoplane, seating four or five and powered by a single turboprop engine, developed in France in the early 1960s. It set a number of class records but was not put into production. The Antilope was one of the first turboprop powered light aircraft."
"the general public press was in the February 1944 issue of the British aviation publication ""Flight"", which included a detailed cutaway drawing of what a possible future turboprop engine could look like. The drawing was very close to what the future Rolls-Royce Trent would look like. The first British turboprop engine was the Rolls-Royce RB.50 Trent, a converted Derwent II fitted with reduction gear and a Rotol five-bladed propeller. Two Trents were fitted to Gloster Meteor ""EE227"" — the sole ""Trent-Meteor"" — which thus became the world's first turboprop-powered aircraft, albeit a test-bed not intended for production. It first flew"
"jet cruising speeds for most missions. The Bear would serve as their most successful long-range combat and surveillance aircraft and symbol of Soviet power projection throughout the end of the 20th century. The USA would incorporate contra-rotating turboprop engines, such as the ill-fated twin-turbine Allison T40 — essentially a twinned up pair of Allison T38 turboprop engines driving contra-rotating propellers — into a series of experimental aircraft during the 1950s, with aircraft powered with the T40, like the Convair R3Y Tradewind flying boat never entering U.S. Navy service. The first American turboprop engine was the General Electric XT31, first used"
"and improved heating and pressurization. In 1953 R-3350 Turbo-compounds were made available for civil use. Lockheed incorporated them into the L-1049C, which first flew on February 17 of that year. The R-3350-972-TC18DA-1 turbo-compound engines on the L-1049C had a new turbine system, the Power Recovery Turbines (PRT). Each engine's exhaust gas flowed through three turbines, increasing power by 550 hp (410 kW). One drawback of the PRT was the visible flame from the exhaust pipes; this was resolved by placing armor plating 2 in (5.08 cm) thick under the stack. The L-1049C had a higher cruising speed and climb rate."
"a propeller-driven airliner of 1946 but after a year of test flights that programme was abandoned. In the early 1950s a need to replace older designs and increase the size of the Soviet civil transport fleet, a Soviet Council of Ministers directive was issued on 30 December 1955 to the chief designers Kuznetsov and Ivchenko to develop new turboprop engines and to Ilyushin and Antonov to design an aircraft to use these engines. The two aircraft designs were developed as the Ilyushin Il-18 and the Antonov An-10 and the engine chosen was the Kuznetsov NK-4 rather than the Ivchenko AI-20."
"London Science Museum. Rolls-Royce RB.50 Trent The Rolls-Royce RB.50 Trent was the first Rolls-Royce turboprop engine. The Trent was based on a concept by Sir Frank Whittle. It was a Derwent Mark II turbojet engine with a cropped impeller (turbine unchanged) and a reduction gearbox (designed by A A Rubbra) connected to a five-bladed Rotol propeller. The Trent ran for 633 hours on test before being installed in a Gloster Meteor jet fighter which flew for the first time on 20 September 1945 at the start of a 298-hour flight test programme. A preserved Rolls-Royce Trent turboprop engine is on"
"Lockheed J37 The Lockheed J37 (company designation L-1000) was one of the first turbojet engines designed in the United States. It was not considered very important when it was first introduced in the 1930s and development was allowed to languish. By the time it was developed enough for production use, other engines, often British-derived, had surpassed it in performance. The design was later converted to a turboprop, the T35 and still later sold to Wright Aeronautical, where it saw some interest for use on what would become the B-52 Stratofortress, before that design moved to jet power. The J37 and"
"the exception of the small number of Welland-equipped models which were quickly removed from service. The Mk.II was also modified with a cropped impeller (turbine unchanged) and a reduction gearbox driving a five-bladed propeller. It was called the Rolls-Royce RB.50 Trent and was the first turboprop to fly. Two were installed in a Meteor I. The basic Derwent design was also used to produce a larger 5,000 lbf (22.2 kN) thrust engine known as the Rolls-Royce Nene. The Nene was such an advance over the Derwent that Derwent development effectively ended. The Nene was, however, larger in diameter and so"
"1953 and first flown on 21 December 1955: Pre-series aircraft were powered by two Turbomeca Gabizo with a two-chamber ( per chamber) SEPR 631 rocket engine (each chamber now being individually ignited for finer thrust control). SO.9050 prototypes ""001"", ""002"" and ""003"" were powered by two 2x Dassault MD.30 Viper turbojet, and SEPR 631 rocket engines. SO.9050-""07"", -""08"" and -""09"", powered by two Turbomeca Gabizo turbojets with a SEPR 631 rocket engine. SO.9000-01 Trident has been on public display since 1956 at the Musée de l'Air et de l'Espace, near Paris. SNCASO Trident The SNCASO SO.9000 Trident was a French"
"turbofans, which are quieter and more fuel-efficient. The first airliners with turbojet propulsion were experimental conversions of the Avro Lancastrian piston-engined airliner, which were flown with several types of early jet engine, including the de Havilland Ghost and the Rolls-Royce Nene. They retained the two inboard piston engines, the jets being housed in the outboard nacelles. The first airliner with jet power only was the Nene-powered Vickers VC.1 Viking ""G-AJPH"", which first flew on 6 April 1948. The early jet airliners had much lower interior levels of noise and vibration than contemporary piston-engined aircraft, so much so that in 1947,"
"Colombian airline, LANSA. Until TACA de Venezuela was completely absorbed by LAV in 1958, the route to Bogotá was flown using TACA aircraft in TACA livery. During the 1950s, LAV opened a transatlantic service and began flying to Panama (in 1953). The Constellation fleet was upgraded to L-1049G Super Constellations. An order for the first jet airliner, the De Havilland Comet 1, was placed, but with the Comet crashes of the 1950s, the airline never got their Comet jets. On 24 March 1956, LAV introduced its first turboprop, a Vickers Viscount 701 which was to replace the older piston engined"
"refurbished and saw new service with African operators; sales of these second-hand aircraft continued into the 1990s. It is believed that the last airworthy Viscount, 9Q-COD, last flew in January 2009 for Global Airways in the Democratic Republic of the Congo. See ""List of accidents and incidents involving the Vickers Viscount"". Vickers Viscount The Vickers Viscount was a British medium-range turboprop airliner first flown in 1948 by Vickers-Armstrongs. A design requirement from the Brabazon Committee, it entered service in 1953 and was the first turboprop-powered airliner. The Viscount was well received by the public for its cabin conditions, which included"
"General Electric J47 The General Electric J47 turbojet (GE company designation TG-190) was developed by General Electric from its earlier J35. It first flew in May 1948. The J47 was the first axial-flow turbojet approved for commercial use in the United States. It was used in many types of aircraft, and more than 30,000 were manufactured before production ceased in 1956. It saw continued service in the US military until 1978. Packard built 3,025 of the engines under license. The J47 design used experience from the TG-180/J35 engine which was described by ""Flight"" magazine in 1948 as the most widely"
"Aviation Traders Accountant The Aviation Traders ATL-90 Accountant was a 1950s British twin-engined 28-passenger turboprop airliner built at Southend Airport England by Aviation Traders, a member of the airline and aircraft engineering group controlled by Freddie Laker. The ATL-90 Accountant was a turboprop airliner designed as a replacement for the Douglas DC-3. It was powered by two Rolls-Royce Dart turboprops and first flew from Southend on 9 July 1957. The only Accountant, initially flown using the test serial G-41-1, but quickly registered G-ATEL, was displayed at the Farnborough Airshow in September 1957 but did not attract much commercial interest. The"
"Rolls-Royce RB.50 Trent The Rolls-Royce RB.50 Trent was the first Rolls-Royce turboprop engine. The Trent was based on a concept by Sir Frank Whittle. It was a Derwent Mark II turbojet engine with a cropped impeller (turbine unchanged) and a reduction gearbox (designed by A A Rubbra) connected to a five-bladed Rotol propeller. The Trent ran for 633 hours on test before being installed in a Gloster Meteor jet fighter which flew for the first time on 20 September 1945 at the start of a 298-hour flight test programme. A preserved Rolls-Royce Trent turboprop engine is on display at the"
"Viscounts allowed Cubana to become the first Latin American airline to fly only turboprop aircraft in all its international routes. By the late 1950s, Cubana was the Latin American airline with most experience in the operation and maintenance of British-built turboprop aircraft. It also had one of the most advanced fleets in Latin America. The new Bristol Britannias and Super Viscounts provided the only turboprop flights to Cuba at a time when U.S.-flag carriers and all other airlines flew there only with piston-prop aircraft. Cubana's turboprop aircraft (starting with the Viscount VV-755s in the mid-1950s) shortened flight times significantly, and"
"May 1946. Designated XP5Y-1, the first aircraft first flew on 18 April 1950 at San Diego. In August the aircraft set a turboprop endurance record of eight hours six minutes. The Navy decided not to proceed with the patrol boat version, instead directing that the design should be developed into a passenger and cargo aircraft. One of the XP5Y-1 prototypes was lost in a non-fatal accident on 15 July 1953, while design and development continued on the passenger and cargo version of the aircraft. The transport and cargo version was designated the R3Y-1 Tradewind and first flew on 25 February"
"Marcadau turboprop. A second prototype was built but the type did not enter production. Morane-Saulnier Epervier The Morane-Saulnier MS.1500 Epervier (en: ""Sparrowhawk"") was a 1950s French two-seat ground attack and reconnaissance aircraft. Designed and built by Morane-Saulnier to meet a French Air Force requirement, it did not enter production. Designed to meet a requirement for a tactical reconnaissance and counter-insurgency aircraft for use by the French Air Force in Algeria the Epervier was a tandem two-seat low-wing cantilever monoplane. Powered by a 700 hp (522 kW) Turbomeca Bastan turboprop the MS.1500 had a fixed tailwheel landing gear. The prototype first"
"in nacelles on the upper wing panels. The fuselage structure was welded steel tubing with duralumin formers, and a semi-monocoque duralumin nose section. The wings were stressed-skin metal structure on the inboard panels and fabric-covered wood beams and duralumin ribs on the outboard panels. The fuselage had room for two crew and up to ten passengers. Large doors and a roof-mounted chain hoist were fitted for use in the cargo role. The prototype designated the 50J first flew on 22 February 1938, powered by two 285 hp (213 kW) Jacobs L-5MB 7-cylinder radial engines. It was later re-engined with 330"
"Albatros and Fokker fighter planes. The world's first turboprop engine was the Jendrassik Cs-1 designed by the Hungarian mechanical engineer György Jendrassik. It was built and tested in the Ganz factory in Budapest between 1939 and 1942. It was planned to be fitted to the Varga RMI-1 X/H twin-engined reconnaissance bomber designed by László Varga in 1940, but the program was cancelled. Jendrassik had also designed a small-scale 75 kW turboprop in 1937. In 1947, the Ganz Works was nationalised and in 1949 it became independent and six big companies came into existence, including the Ganz Transformer Factory. In 1959,"
"turboprops. The Super Hercules was to be longer than the C-130B; a variant powered by 6,445 eshp Rolls-Royce Tynes and a jet-powered variant with four Pratt & Whitney JT3D-11 turbofans were also under development. Both Pan American and Slick Airways (which had ordered six) cancelled their orders and the other variants did not evolve past design studies. Lockheed decided to produce a commercial variant based on a de-militarised version of the C-130E Hercules. The prototype L-100 (registered N1130E) first flew on April 20, 1964 when it carried out a 1-hour, 25-minute flight. The type certificate was awarded on 16 February"