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Aviation History
1954
1954 - 1219.PDF
MASTER CONTROL UNIT FLIGHT, 30 April 1954 FUEL BOOSTER PUMP STARTIf G IGNITION DISTRIBUTOR I 546-548 Variable Gear 1 Disc-loading spring. 2 Swinging shaft. 3 Oil-pressure feed gallery to centre- shaft discs. 4 Gearbox breather, with matrix separating oil from air. 5 Gear ratio indicator. Wheelcase 6 Hand-turning gear. 7 Epicyclic reduction gear. 8 Turbine governor and tachometer drives, 9 Viscous crankshaft damper. Top Cover 10 Fuel-rack cross shaft. 11 Turbine over-speed governor. 12 Turbine tachometer generator. 13 Crankshaft tachometer generator. Fuel System 14 De-aerator. 15 Filters (4). 16 Injection pumps (2). 17 Injectors (12). Front Casing 18 Booster-pump drive. 19 Injection-pump drive take-off. 20 Torquemeters. 21 Flexible-shaft front coupling. 22 Layshaft reduction gear. 27 Induction-port deflectors. 28 Coolant distribution gallery. 29 Coolant return to outlet. 30 Coolant outlet. 31 Hot-crown piston. 32 Induction trunk. 33 Coolant pump, delivery to block. Compressor 34 Entry annulus, with struts and bullet de-iced by 12th-stage air. 35 Air pitot pressure. 36 Air static pressure. 37 Air temperature. 38 Oil to front bearing. 39 Sump. 40 Oil return to scavenge pump. 41 12th-stage supply to de-ice intake. 42 Variable-incidence intake vanes. 43 Filter of 4th-stage air to turbine and compressor bearings. 44 Air to cool compressor bearings. 45 Oil to rear bearing. 46 Bifurcated delivery trunk. 47 Coupling shaft to turbine. 48 Compressor-oil scavenge pump. Turbine 49 Exhaust-pipe pressure. 50 4th-stage compressor air to front and rear bearings. 51 12th-stage air to thrust-balance piston. 52 Thrust-balance piston. 53 12th-stage disc-cooling air. 54 Labyrinth seal pressurized by 12th- stage air. 55 Circulation space for 4th-stage bear ing-cooling air. 56 Tail-pipe pressure. AIRSCREW SHAFT REDUCTION CEAR Twelve-cylinder, two-stroke valveless diesel engine com pounded with three-stage turbine driving both crankshaft and axial compressor. Specified fuels: diesel pool gas oil, wide-cut petrol (D.Eng.R.D. 2486), or kerosine (D.Eng.R.D. 2482); lubricating oil to D.Eng.R.D. 2472B/2. Overall height, 40in; overall width, 56jin: overall length, 119in; cylinder bore, 6in; stroke, 7fin; swept volume, 41.1 litres; axial compressor, 12 stages with mass flow of 13 lb/sec and pressure ratio of 8.25:1; cylinder compression ratio, 8:1; overall pressure ratio, 31.5:1; boost pressure, 89 Ib/sq in absolute; brake mean effective pressure, 205 Ib/sq in; overall expansion ratio, 24:1; airscrew reduction gear ratio, 0.526, 0.555, 0.569, 0.614 or 0.660 to 1; airscrew type, Rotol (solid light-alloy blades) or de Havifland (hollow-steel blades) in sizes from 13ft to 16ft diameter; dry weight 3,580 lb. Note: The performances given refer to full power at sea level. The principal features of the Nomad's performance are given in the power and s.f.c. curves on page 551; actual points from these curves are: sea level take-off (crankshaft 2.050 r.p.m., turbine 18,200 r.p.m.), 3,046 s.h.p. at 0.355 lb/hr/s.h.p., or 3,135 e.h.p. (allowing for 320 lb thrust) at 0.345 Ib/hr/e.h.p.; operational necessity at 11,000ft, in I.C.A.N, atmosphere at 300 knots T.A.S. (crankshaft 2,050 r.p.m., turbine 19.800 r.p.m.), 3,110 s.h.p. at 0.346 Ib/hr/s.h.p. or 3,250 e.h.p. at 0.333 Ib/hr/e.h.p.; cruising at 25,000ft under same conditions ('.rankshaft 1,750 r.p.m., turbine 19,600 rpm ) 1,952 s.h.p. at 0.340 Ib/hr/s.h.p. or 2,024 e.h.p. at 0.327 lb/hr/e.h.p. FLEXIBLE-DRIVE SHAFT COMPRESSOR
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