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Aviation History
1953
1953 - 1165.PDF
PLIGHTy 4 September 1953 BRITISH POWER UNITS 1953 IF a question were asked as to where the main strength of the British aircraft industry lies today, an appropriate answer would be "In its power units." In every important engine class except the very smallest there is at least one first-rate British product. Without being extravagant, the manufacturers or the Ministry of Supply have also made sure that an alternative is available for each design upon which depends an important military aircraft order. It may be that some of our manufacturers still have something to learn about production, but no one knows more than they do about design and development. Fortunately for all, there is an excellent spirit of collaboration between rival companies and a remarkable interchange of technical knowledge and experience. That unique body, the Gas Turbine Collaboration Committee, does invaluable work in this connection. Of the major units to be shown and demonstrated at Farnborough, more than usual will bear familiar names, examples having proved themselves over many hours in the air and on the test-beds. Most will show the benefits of tireless development and long experience and upon them now depends the success of our military re-equipment and turbine-transport plans. But let it not be thought that British manufacturers feel inclined to rest on their laurels or that they are slow to break new ground. This year has seen the first announcement of the Rolls-Royce Conway by-pass turbojet, and of the most powerful new de Havilland unit, the Gyron. These are not just names; both have been running for months past. Where could one find the equal in its class of Armstrong Siddeley's new Viper, and what other can match the high-altitude performance of the Bristol Olympus ? Without the sure power of the Rolls-Royce Avons and Armstrong Siddeley Sapphire the steady development of the Hunter, Swift, Javelin, D.H.110 and other new high-performance machines—including, especially, the V bombers and the Comet Series 2—wovld not have been possible. British manufacturers have had less reason to hurry in bringing afterburners to the production stage than have foreign companies, because the basic engines have, generally speaking, been able to provide sufficient thrust to meet the airframe requirements. This year, however, the supersonic flight and the climb performances expected of the new fighters has resulted in the introduction of reheat as standard equipment. Also, to meet the ever-increasing power demands for aircraft and missiles, rocket and ramjet development has actively continued. " By inference, independent tribute to the excellence of British gas turbines continues to be paid as each unit to go into production becomes the subject of a foreign licensing agreement; several, for example, are now associated with the great manufacturing names of the American aircraft-engine industry. There follows a complete resum£ of current British power units, together with illustrations and brief data, to serve as a guide to Farnborough visitors and for subsequent reference. Data tables complete this section. .11 vis Leonides GREAT artists, it is said, are seldom appreciated in their own lifetime. This cannot be true of an engine, but it was only after some years of patient development that the Alvis Leonides nine-cylinder radial came into its own. Over-emphasis on the all-embracing future of gas turbines and under-estimation of the power required for trainers and some feederliners helped to hold back its adoption. But those years have been put to good account so far as refinement of design is concerned, and now when it is most needed for fixed- and rotating-wing applications the units are available. The Leonides with vertical or horizontal mounting is accepted as the British helicopter and basic-trainer power source, and in addition it is used for several light transports. Features of the Leonides geared and supercharged unit are its compactness, Hobson low-pressure fuel injection system, modern screened and waterproofed ignition, and adaptability to suit various accessory-drive demands. Provision is made for a as. fully-feathering airscrew. An overhaul period of 600 hours is authorized, and the specific consumption for maximum cruising is from 0.52 to 0.56 pt/b.h.p./hr. Alvis lseonides Major AMOUNTING to a 14-cylinder, two-row version of the Leonides, the Major is now under development for several possible helicopter and fixed-wing designs. Com ponents of this 870 b.h.p. engine closely resemble—and are in some cases interchangeable with—those of the 9-cylinder unit. Geared (A.LE.M.1-1) and ungeared (A.LE.M.1-2) versions have been announced. > 105.4 cm LEONIDES Diameter 41.5>n .. Length 53 to 55m 134.6 to 139.7 cm Weight 770/790 lb 1956 kg/2006 kg Maximum power 540/570 h,p. .. 547/578 c.v. LEONIDES MAJORS Diameter 38.935U1 .. 98 8 cm Length 70.896/54.854^ .. 180/139 cm Weight 1,060/960lb ..481/435 kg Maximum power 870b.h.p. .. 883 c.v.
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