The J52 was developed in the mid-1950s for the US Navy as a scaled-down derivative of theJ57/JT3A.[3] It was initially intended to power theA4D-3 Skyhawk, an advanced avionics model that was canceled in 1957. After being canceled, the U.S. Air Force selected the J52 to power the AGM-28 Hound Dog cruise missile. The engine was designed with several unique features for this application, including a "conical centerbody mounted in the intake" and a "variable central plug ... in the nozzle".[4] Then, in 1958, the US Navy selected the engine to power what became theA-6 Intruder.
The J52-P-6 model, designed for the YA2F-1 (YA-6A) Intruder, had a unique nozzle that could be angled downward at 23 degrees forSTOL takeoffs; this was not used on production A-6s. Returning full circle, the J52 was selected to power the A4D-5, another model of the A-4 Skyhawk, remaining in all subsequent new-built models.[5]
The twin-spool J52 employs a split 12-stageaxial compressor consisting of a five-stage low pressure unit and a seven-stage high pressure unit. Behind the compressor is a nine-unitcan-annularcombustion chamber and a two-stage split turbine.
B-52F takeoff with J52-powered AGM-28 Hound Dog missiles
In 1960, U.S. Air Force'sStrategic Air Command (SAC) developed procedures so that theBoeing B-52 Stratofortress could use the Hound Dog's J52 engine for additional thrust while the missile was located on the bomber's two pylons. This helped heavily laden B-52s fly away from their airbases faster, which would have been useful in case of nuclear attacks on the bases. The Hound Dog could then be refueled from the B-52's wing fuel tanks.[6]
AGM-28 Hound Dog nuclear cruise missile, powered by the J52-P-3 jet engine.One of eight Grumman YA2F-1 Intruder prototypes, showing the original tiltable tailpipes.
7,500 lbf (33 kN) Flown in:AGM-28 Hound Dog. The design of the P-3 model included a variable inlet duct to improve engine efficiency at the various altitudes the cruise missile was designed to fly at.[7]
J52-P-6
8,500 lbf (38 kN) Flown in: A-6A. Included a 23-degree downward swiveling nozzle
J52-P6A
8,500 lbf (38 kN) Flown in: A-4E, TA-4J, EA-6B (the first few)
11,200 lbf (50 kN) Flown in: A-4M/N, TA-4KU, EA-6B. This variant included variable inlet guide vanes (VIGV) in the LPC, air-cooled turbine blades[8] Still in operation withArgentina,Brazil, andIndonesia
J52-P-409
(PW1212) 12,000 lbf (53 kN) thrust version of the J52-P-408 with an improved low pressure turbine (LPT) and faster acceleration. Designed for the EA-6B and was additionally marketed as an upgrade for the A-4. The J52-P-409 was also proposed as a cost-effective upgrade to the A-6E as an alternative to theA-6F Intruder II,[9] but was not purchased. The P-409 engine was also proposed for use in theEA-6B ADVCAP,[10] but that program was canceled after three prototypes were built and flown. The P-409 would have been available as a new engine or as an upgrade kit for P-408 engines, but was never ordered in significant quantities.[11][12]
PW1212
J52-P-409 re-designated
PW1216
16,000 lbf (71 kN) Anafterburning derivative of the J52-P409 engine proposed for the GrummanSabre II concept (the project later evolved into theJF-17 Thunder). The afterburner was designed inChina[13]
JT8A
Company designation for initial versions of the J52
Gunston, Bill (2006).The Development of Jet and Turbine Aero Engines, 4th Edition. Sparkford, Somerset, England, UK: Patrick Stephens, Haynes Publishing.ISBN0-7509-4477-3.
