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Aviation History
1945
1945 - 2226.PDF
NOVEMBER 8TH, 1945 FLIGHT 507 REVELATIONS AT FARNBOROUGH Derwent models it has nine straight-through combustion chambers. Designed initially for a thrust of 4,000 lb. at 12,300 r.p.m., it has a maximum diameter of 49^in. and an overall length of 97m., against 43m. and 88£in. re- spectively for the Derwent. Since its inception performance has been improved, and it is now cleared for flight with a maximum thrust of 5,000 lb. at 12,400 r.p.m. The dry weight of the unit is 1,600 lb. and the specific fuel con- sumption 1.08 Ib./hr./lb. thrust. As mentioned last week the performance of the Lockheed Shooting Star was improved by substituting Nene engines for those normally fitted to this aircraft. Metro-Vick Jet A new entry to the field of manufacturers of aircraft propulsion units is the Metropolitan- Vickers Electrical Co., Ltd., hitherto mainly concerned with power units for the generation of electri- city. The jet engine produced by this firm presents what may be termed a Continental as distinct from a British appearance as it embodies a nine-stage axial flow compres- sor, a single annular combustion chamber, a turbine and a jet cone all arranged on a common axis. Thus, in general layout it resembles the BMW 003 unit. With the exception of certain projecting auxiliary components the maximum diameter is 36£in. and the overall length 159m., while the dry weight is 1,700 lb. Earlier engines of a similar design were cleared for flight in December, 1943, with a rated output of 1,800 1b. and were the first axial compressor type turbine units to fly in this country. The first engine of the present series, F2/4, ran its initial test last January, and 3,500 lb. thrust is now developed at 7,700 r.p.m. on a con- sumption of 1.05 lb./hr./lb. thrust. On the test bench it has already run a 100-hour endurance test under type- test conditions. The third new jet engine was the Armstrong Siddeley A.S.X. This has a 14-stage axial flow compressor driven by a two- stage turbine and is unusual in the arrangement of the eleven straight- through combustion chambers around the compressor casing paral- lel to the axis. The flow direction of the compressor is the reverse of *the usual arrangement, intake be- ing arranged about midway along the engine and delivery to the com- bustion chambers at the forward end. The intake air of necessity enters by way of a series of ports passing between the rear ends of the combustion chambers. This ar- rangement, it would seem, robs the unit of any advantage as regards diameter. The dimensions are 42m. dia- meter and overall length 167m., with a dry weight of 1,900 lb. First tests were run in April, 1943, and the present rating for take-off and combat is 2,600 lb. thrust at 8,000 r.p.m. at a fuel consump- tion of 1.03 lb./hr,/lb. Daimler BenZ 601 engine had ^^ , Fof c™isinS a roller bearing journals and big- thrust of 2,050 lb. is de- ends. Divided races and cages veloped at 7,500 r.p.m. had serrated joint faces. with a fuel consumption The Walter liquid rocket power unit for the Me.16.ic interceptor has a supplementary combustion chamber for cruising : On the right are shown sectioned components. Sectioned cylinder head of BMW801 engine, showing hollow, sodium cooled exhaust valve. of 1.0 1b./hr./lb. thrust. The de Havilland Goblin in quantity production has a thrust of 3,000 lb., but it is interesting to note that fur- ther development is being undertaken and Vampire air- craft are now flying with special - category units pro during 3,400 1b. thrust. German jet engines were represented by examples of the Junkers Jumo 004 and the BMW 003, which have already been described in Tw? examples 01 German Flipht fSpnremhpr Tsrh hollow turbine blades. That tlight (beptemDer 13U1 on right has inner member 1945). Both were flown at to ^ and accelerate ^ the exhibition by British flow over internal surface, pilots, the Jumo in the Me 262 and the BMW in the Hein- kel 162, the so-called " Volks- jaeger." As compared with Britisli jet units the relative elaboration of design was well shown by the dis- play of a number of German jet engine components and control units. Of particular interest were the hollow fabricated turbine blades. Shortage of suitable material would appear to have been the prime reason for this construc- tion, two examples of which are shown in the sketch on this page. Both of these blades were intern- ally cooled by air passing radially outwards from the root. The one shown on the right of the illustration has an inserted inner member to direct the air flow along the inner surface of the blade. British reciprocating engines are all undergoing further development and Rolls-Royce, Bristol and. Napier units were all shown with increased power rating. The Bristol Hercules He2osM has a take-off rating of 2/00 h.p., but tests at over 2,500 h.p. have already been carried out. The Centaurus CE 22SM has the same nominal rating of 2,560 b.h.p. maximum at 4,250ft. as the Centaurus 57 but is intended for development in the immediate future to 3,500 b.h.p. maximum. The Napier Sabre VA, fitted with a Hobson fuel injector, has now passed its type test at a,600 b.h.p. Later types of Griffons and Merlins will be equipped with a metering fuel injection pump.
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