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Aviation History
1956
1956 - 1240.PDF
386 FLIGHT, 31 August 1956 Palouste, air-compressing gas turbine. Single-sided centrifugal compressor, annular combustion chamber with rotating fuel-injection nozzles, and single-stage turbine. Maximum diameter, 17.7in; height, about 18in; length, basic engine, 28.62in; dry weight, 178 Ib; delivery 2.725 Ib/sec air at 41.55 Ib/sq in gauge, with fuel consumption of 310 Ib/hr. Cirrus Bombardier 103, inverted four-in-line, air-cooled and 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 Ib; maximum power, 175-200 b.h.p. at 2,600 r.p.m. BLACKBURN AND GENERAL AIRCRAFT, LTD« Brough, E. Yorks. Telephone: Brough 121 Gas Turbines. It is now four years sinceBlackburn began to develop a rationalized range of units based on the small gas turbines developedin France by the Societe Turbomeca. All these engines have a single-sided centrifugal compres-sor and an unusual combustion system compris- ing an annular, collander-like flame tube intowhich fuel is sprayed through radial drillings in the rotating tubular drive-shaft which couplesthe turbine and compressor. An unusual feature common to all is a bifurcated intake duct extend-ing forward from the eye of the compressor to the extreme front of the engine where a large wheelcase provides up to 12 drive faces for a variety of accessories. The basic unit is the Palas turbojet. At presentthe only British application is the Somers-Ken- dall S.K.I light racer, although other projectssuch as the Miles Student would also employ such an engine. By fitting a combustion systemand turbine of reduced dimensions and then bleeding off the excess air delivered by the com-pressor, one can turn the Palas into the Palouste air-compressor unit. This engine is in productionfor various ground applications (including air- craft-starting trollies, as illustrated on page 404)and is also used in the Fairey Ultra-Light heli- copter where it supplies compressed air to therotor jets. By adding a second turbine stage to the Palas it is possible to obtain excess shaftpower which can then be extracted at the front of the engine through a conventional reductiongearbox, thus converting the unit into the Artouste. The Artouste 610 has an airborneapplication in the auxiliary generating plant for a British medium bomber and can also, of course,act as a turboprop engine in its own right. In the Turmo the added turbine stage is mechanic-ally independent and drives a gearbox mounted at the rear of the engine, the exhaust gas beingtaken away through an inclined trunk of rectan- gular section. The free-turbine principle of theTurmo is particularly useful in helicopter appli- cations, especially since a variety of reduction-gear ratios can be fitted. A derivative is the Coupled TurHlO, comprising two Turmo powersections geared to a common output shaft, free wheels being provided to enable either powersection to continue the drive independently. Piston Engines. Limited production is con-tinuing upon the direct-injection Bombardier 203. In the Auster A.O.P.9, standard equipment in-cludes a cartridge starter. On ordinary military M.T. fuel the rated horsepower is 173 but valuesgreater than 200 h.p. can be obtained with proper aviation petrol, and on high-octane fuels it isexpected that figures approaching 250 h.p. will eventually be obtainable. BRISTOL AERO ENGINES, LTD. F/fton, Bristol Telephone: Filton 3831 Olympus. As far as published figures areconcerned, this excellently engineered two-spool turbojet has a better thrust/weight ratio thanany other large gas turbine. It was in fact one of the first split-compressor gas turbines ever to bebuilt, and when it was first announced four years ago the rated thrust and specific fuel consump-tion were 9,750 Ib and 0.76. Since then the engine has progressed tremendously and theversion depicted in the drawing was type tested last November at 12,000 lb dry thrust and is inproduction at this rating (presumably for the Avro Vulcan). The engines are exceedingly fully equippedand considerably more advanced in design than their predecessors. Such units have twicegained the world altitude record and still hold this honour at a figure of 65,890ft in a Canberra.Although no official mention has been made of the fact, it has frequently been reported thatafterburning units are under development, pre- sumably with a view to applications other thanthe Vulcan. It is known that co-operation with Solar Aircraft involves the development of after-burners for "large Bristol turbojets" and there have also been frequent references to a systemof "Bristol Simplified Reheat" in which fuel is injected into the tailpipe to provide limited aug-mentation with a fixed-area nozzle. The exist- ence has also been revealed of a later series ofOlympus, of which the first rating to be announced is BO1.6. These engines have beenunofficially reported to be in the 15,000 lb- thrust class without afterburning. One assumesthat the commercial Olympus 511, which is suit- able for such aircraft as the largest Americanjet transports, is in fact a derivative of this new family of engines.
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