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Aviation History
1954
1954 - 0980.PDF
448 FLIGHT, 9 April 1954 Cirrus Minor 2'direct-drive, unsupercharged, air-cooled, poppet-valve, inverted four-in-line piston engine. Bore, 3.9in; stroke, Sin; swept volume, 243.S cu in (3.99 litres); width, 18in; height, 25.5in; length, 40in; dry weight, 234 lb; maximum power, 100 b.h.p. at 2,600 r.p.m. at sea level. Cirrus Major 3, of same layout as Cirrus Minor. Bore, 4.724in; stroke, 5.512in; swept volume, 386.4 cu in (6.3 litres); width, 17.7in; height, 31.3in; length, 43in; dry weight, 333 lb; maximum power, 158 b.h.p. at 2,450 r.p.m. at sea level. Cirrus Bombardier 702, of same layout as Cirrus Minor, but with direct fuel injection. Bore, 4.8in; stroke, 5.5in; swept volume, 389.12 cu in (6.524 litres); width, 17.2in; height, 31.1in; length, 46.8in; dry weight, 350 lb; maximum power, , 180 b.h.p. ac 2,600 r.p.m. at sea level. Bristol Hercules 758, fourteen-cylinder, two-row, sleeve-valve, air-cooled radial, with two-speed blower, copper cylinder heads, and provision for 150 h.p. accessory drive and reverse-pitch airscrew. Bore, 5.75in; stroke, 6.5in; swept volume, 2,360 cu in (38.7 litres); diameter, 52in; length, 70.8in; dry weight, 2,165 lb; maximum power, 2,090 b.h.p. at 2,800 r.p.m. at 13 lb boost at 3,000ft. Aero Engines 1954 • • • incorporate later theory and are a most promising family of engines of which a very great deal will be heard. Some will probably have afterburning. More about die Sapphire will be found under die American Wright company. Snarler. This is a liquid oxygen/hydrocarbon fuel "hot" rocket, giving a dirust fairly constant at 2,000 lb at all altitudes. Fed by a turbo-pump running on the rocket's own fuel it has a duration limited only by tank capacity. The drawing shows die pump on die left, the control unit in die centre (widi starting, safety and shut-down valves) and die regeneratively cooled com bustion chamber on the right. On p. 444 appears a photograph of die Snarler test-bed aircraft having its rocket fuels put aboard. Viper. Originally intended solely for the Australian Jindivik pilodess aircraft, the Viper is one of the simplest and cheapest turbojets in die world, notwidistanding its remarkable dirust. As can be seen, the combustion chamber resembles a miniaturized Sapphire unit, widi 12 vapourizing burners fed, in short-life Vipers, from a gear-type fuel pump. Features include a very neat disc-type built-up compressor, fully floating turbine nozzle guide vanes and an air-jet starter which spins the turbine. The Viper 3 has been delivered in large numbers to Australia and is still in production at a 1,640 lb rating; its design life of 10 hr has been far exceeded. The ASV.6 is a 1,900 lb dirust engine, and the ASV.5, also illustrated, is a completely different engine for long, trouble-free service. Principal differences include Nimonic 90 turbine blades (aldiough gas temperatures are no higher), general strengthening of the engine, a more normal "Sapphire-like" fuel system, and with steel blading in die first three compressor stages. This engine is in production for the Percival P.84, and is also mentioned under the French firm of Dassault. Blackburn Cirrus. Cirrus Engine Division of Blackburn and General Aircraft, Ltd., Brough, East Yorks. It was during 1925 that Maj. Halford, now chairman of die D.H. Engine com pany, cut an Airdisco R.A.F.4a in half and, so to speak, made the first Cirrus engine. This four-in-line unit was die first of a huge family, the development of which has been unbroken right up to die Bombardier. In 1951 die company, which had then long been part of the Blackburn and General Aircraft company, acquired manufacturing and sales rights for the remarkable range of Turbomeca engines, details of which are found under the French company. At the moment no Turbomeca engines have been made from scratch, but much development work has been completed, including some redesign of the engines, about which more will be heard. Cirrus Minor. This engine has served well even when over-stressed for racing purposes. It can use a variety of fuels, and a cheap de-rated version has been studied for light aircraft com petitions. It is normally equipped widi starter and generator and can take a v.p. airscrew. The Minor 2A is similar to die 2 (illus trated) except for a stiffened top cover; with a weight of 247 lb the 2A has an overspeed r.p.m. of 2,730. Cirrus Major. No changes have recently been made in this familiar engine, which has a recommended overhaul life of 600 hr. Bombardier, one of the most advanced designs in its class, the post-war Bombardier has direct fuel injection and an underhead camshaft. A constant-speed airscrew can be fitted, and equip ment includes fully screened ignition and, if required, a cartridge starter. It is in production for fixed- and rotary-wing aircraft. Bristol. The Engine Division of the Bristol Aeroplane Co., Ltd., Filton, Bristol. Entering die aero-engine field in 1920 with the famous Jupiter, the company concentrated almost entirely on air-cooled radials; and since before World War 2 design effort has been centred on engines employing a develop ment of die Burt-McCollum mono-sleeve valve. Gas-turbine work began during die war, the first unit—die Theseus turbo prop—being run in July 1945. Bristol gas-turbines have all been advanced units of high efficiency, and the engines listed below are all in a class of their own. The company is also devoting much attention to ramjets for guided weapons, and a number of these engines have been flown. The engine division has over 12,000 employees. Hercules. Some 70,000 "Hercs" have been built, and many thousands are still in world-wide use. Present production centres on the 730 and 750 series, widi single-speed blowers. The usual overhaul time is 1,250 hr, and the engine is capable of longer life than this. It is also mentioned under SNECMA (France). Centaurus. The most important application here is the Beverley, for which the Series 173 is in production. Very like the Ambassador's Centaurus 661, the 173 has a single-speed blower and gives 2,850 b.h.p. for take off. Water injection is fitted and, compared with the 661 illustrated, a new front cover carries the controller for die D.H. steel-bladed airscrew. The 173 is supplied as a complete engine-change unit, with a free-
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