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Aviation History
1947
1947 - 0020.PDF
FLIGHT JANUARY 2ND, 1947 THE OLD YEAR Always a most intriguing design in view of its H '-' 24-cylinder layout and sleeve valves, the latest Sabre (Mk. VII) was one of the first British units to be rated with water / methanol injec- tion. Its capacity is 36.7 litres and the maxi- mum power is now 3,100 h.p. at 3,850 r.p.m. Of the latest Rolls-Royce units, the civil 620 has recently received frequent mention in con- nection with its installation in Douglas DC 4MS . for T.C.A. It is also, of course, the power unit of the Tudors. Its maximum output is 1,770 h.p. at 3,000 r.p.m., and its capacity 27 litres. Jt is recognized as a particu- larly well-equipped power unit and is well suited to the demands of transatlantic ser- vices. The Griffon 130, an- nounced at the very begin- ning of 1946, is remarkable for its power output at alti- tude. More than 2,000 h.p. is delivered at 21,000ft from this 37-litre engine. The Soon to be joined by themore powerful Proteus, the Bristol Theseus air-screw turbine has reached an advanced stage oftesting. "flat- Napier With the r.'gorous duties of trans-s-^Matlantic service in mind, the Rolls- |J| Royce 620 has been designed forhigh-altitude cruising and all it Designers wouldfind it hard to select a cleanerradial piston engine than thelatest Hercules, the 630. cruising entai.'s. secret lies chiefly in the 3-speed 2-stage supercharger and Rolls- Royce fuel injection system. Gas turbines have during the last twelve months emerged in a diver- sity of layouts and sizes. Rolls- Royce Derwent Vs and D.H. Goblins continued to establish themselves and details of their large brothers, the Nene and Ghost, each giving 5,000-lb thrust, were an- nounced during 1946. An outstand- ing performance of the year was that-of the specially rated Derwent Vs which can claim to have powered the first aircraft to exceed 1,000 k.p.h. It is probable that the special Goblin-powered D.H. 10S is also capable of such a speed. Metrovick designs have undergone further development, in particular with ducted-fan thrust augmenters. Such units are developing up to 4,600 1b static thrust but have not yet flown. The latest design, the F.5, has an open-fan augmenter. Much more has been heard of airscrew turbines during recent months. These are naturally taking longer to de- velop than the much simpler pure jets, and so far details of the Bristol Theseus, and Armstrong Siddeley Python and Mamba have been released. All these units now have a good numbei of running hours to their credit but have not flown. (Below) At present in a class of its own, the littleArmstrong Siddeley Mamba airscre% turbine gives a "four figure plus "equivalent horsepower fora lower installed weight and drag than any other power unit. A robust and compactpure jet unit, the de Havilland Ghost delivers5,000 lb. max. static thrust at 10,000 r.p.m. (Left) Most powerful British power unit announcedto date, the Armstrong Siddeiey Python airscrew turbine was developed from the A.S.X. experi-mental turbo-jet.
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