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Aviation History
1957
1957 - 1245.PDF
FLIGHT, 30 August 1957 333 British Aero Engines, 1957 . . . P. 181/182 In recent months Armstrong Sid-deley Motors have been evolving a simple and rugged centrifugal turboshaft engine in the1,000-h.p. class to meet a wide range of applica- tions. A private venture, it is the company's firstcentrifugal unit and promises to be simple, cheap and reliable; and the size and ability of the com-pany should ensure successful and rapid develop- ment. The following is an official statement whichhas now been authorized for publication. "Two versions of a 1,000 shaft-horsepowerengine are being developed on high priority by Armstrong Siddeley Motors, Ltd.; one ver-sion, at present designated the P.181, being for rotor-craft and the other, designated the P. 182,for fixed-wing aircraft. "These engines have been designed specificallyfor applications where reliability is of primary importance. The basic design is simple in conceptand should result in rapid development to the stage where the engines will have long overhaullives. Full use has been made of the extensive operating experience gained on the Sapphire,Viper, Mamba and Double Mamba engines so as to ensure the utmost reliability and ease of main-tenance. Both versions of the engine have a large potential market and should prove attractive tomany aircraft manufacturers and operators. "Both the P.181 and P.182 employ the samecompressor, combustion chamber and turbine assemblies, and they differ principally in thereduction gearing and final drives. The employ- ment of a large number of common componentswill enable a considerable degree of parallel development to be undertaken, and accordinglywill appreciably reduce the development time and cost." Rocket Motors No information may be pub-lished on the work at present being carried out at the headquarters of the company's Rocket Divi-sion at Ansty, near Coventry. It is, however, clear that the pace of development is quickening andthat the work is being carried out with high priority. An earlier (aircraft) motor, the Screamer,was fully described in our issue of July 27, 1956. BLACKBURN AND GENERAL AIRCRAFT COMPANY, LTD. Brough, East Yorks. Telephone: Brough 121. Palas A small turbojet, rated at 355 lb-thrust,the Palas is the progenitor of a wide range of small gas turbines which have been developedfrom original designs of the Societe Turbomeca, from whom Blackburn hold a manufacturinglicence. The Palas has been manufactured in small numbers for use in such aircraft as theSomers Kendall S.K.I and the Miles Sparrowjet; twin Palas are an alternative powerplant for theMiles Student. Palouste A production batch of Palouste air-compressor units was manufactured for the Fairey Ultra-Light helicopter. As in the original Frenchengine, the excess air delivery (which in the appli- cation mentioned is used to provide tip-jet pro-pulsion for the rotor) is obtained by matching the gas turbine and combustion chamber with anover-size compressor. Blackburn hold a production contract for thesupply of Palouste air-compressor trolleys for the Royal Navy. The air supply is delivered at about40 lb/sq in through a flexible hose and used as a source of power for various aircraft services.Turmo One of the most attractive of the Blackburn-Turbomeca engines, the Turmo has afree power-turbine and is suitable for applications in many fields. It is used in the American KamanK-17 helicopter and has also been produced in coupled form with a single output-shaft capableof delivering 908 s.h.p. Artouste A single - shaft turbine, theArtouste can be equipped for installation as a turboprop. One version is in production as theprime mover of an airborne auxiliary powerplant which provides paralleled A.C. supply for aBritish bomber. Armstrong Siddeley P.181. Free-turbine engine for rotary-wing aircraft. Two- stage centrifugal compressor, annular vaporizing combustion chamber, two- stage compressor turbine, single-stage mechanically independent power turbine, and reduction gear to output shaft. Overall diameter, 30in; length as shown, 85in; mass flow, 12.5 Ib/sec; pressure ratio, not released; dry weight, 425 Ib; maximum rating, 1,000 s.h.p. plus 200 Ib residual thrust, with specific consump- tion of 0.74 Ib/hr/s.h.p. or 0.687 lb;hr,e.h.p. Note: the P.182 fixed-wing turboprop is similar but is only 81 in in length; the P.182 is illustrated immediately below. Armstrong Siddeley P.181. This artist's impression shows a typical installation, the intake being at the rear end. Data are given beneath the drawing of the P.181 above Blackburn Palouste. Air-compressing gas turbine. Single 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. This unit is fitted to the Fairey Ultra-Light. Turmo. Free-turbine shaft-drive engine. Single, single-sided centrifugal com- pressor annular combustion chamber with rotating fuel-in|ection nozzles, and single-stage turbine. Additional turbine stage added at rear and driving reduction gear to output coupling. Overall width, 17 1m; height, 21 in; '"S^,4*-"'": dry weight with typical reduction-gear ratio, 281 Ib; mass flow (Turmo 600), 7.19 Ib/sec; rressure ratio, 4.12:1; maximum power, 450 b.h.p. at 36,000 r.p.m. with specific fuel consumption of 1.04 Ib/hr/b.h.p. I
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