FlightGlobal.com
Home
Premium
Archive
Video
Images
Forum
Atlas
Blogs
Jobs
Shop
RSS
Email Newsletters
You are in:
Home
Aviation History
1955
1955 - 1073.PDF
5 August 1955 185 LIFTING POINT PEROX.DE fUEL CHECK FLAME TUBE CHECK VALVE VALVE RETAINING BOLT FUEL FEED LOW PRESSURE NITROGEN FEED PIPE P|PE TO DISTRIBUTOR 1 STARTING VALVE (STARBOARD. SIDE) FUEL TANK NITROGEN INLET METAL BELLOWS FUEL TANK PEROXIDE CHECK VALVE \ • DRAIN P0INT FUEL INLET WDETANK PIPE •I PARACHUTE CABLE IN RUBBER CHANNEL COMBUSTION 7 / ACTUATOR FLAME TUBE CHAMBER NITROGEN CYLINDERS CONTROL LINKAGE FUEL COLLECTOR PIPE - SPRUNG STRUT (RETRACTED) REAR SUSPENSION LUC PORT NITROGEN BEARER ARM PRESSURE GAUGE DROGUE HOUSING DROGUE ATTACHMENT CENTRE (METALASTIK) MOTOR MOUNTING position—transfers a motor into the "hot" category. The actualcombustion temperature can be varied according to the amount of fuel injected.In 1951, the de Havilland Engine Company, on their own initiative, began the development of a bi-propellant Sprite inwhich kerosine was to be injected into the peroxide reaction chamber. Such an arrangement had great attraction on severalgrounds. For example, decomposition of the H.T.P. resulted in a chamber temperature of some 600 deg C, which was ample forthe ignition of kerosine without the need for any external ignition system; further, the large flow of peroxide and steam was highlyefficient in purging the system and preventing any dangerous build-up of kerosine. ... By 1952, the company had proved the system by injecting kerosine into peroxide decomposition products, using a modifiedSprite chamber (designation, DSpr.3). This success led the M.o.S. to place a contract, in the summer of that year, for anA.T.O. motor for use on certain military aircraft, incorporating kerosine injection but using as many Sprite components aspossible. Not unnaturally, the new motor was named Super Sprite (M.o.S. designation, DSpr.4) and, although its design hasof necessity been a compromise, it is worth describing in detail. The diagram on page 187 shows in schematic form the pro-pellant supply and control system of the Super Sprite. The motor is entirely self-contained and is basically controlled by twocockpit switches. Closure of the master (safety) switch readies the unit for firing and passes nitrogen pressure from the storagebottles through a reducing valve to a safety valve, the latter
Sign up to
Flight Digital Magazine
Flight Print Magazine
Airline Business Magazine
E-newsletters
RSS
Events
