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Aviation History
1958
1958-1- - 0334.PDF
338 FLIGHT, 29 August 1958 British Engines 1958 . . . Bristol Pro tin 7*5. Free-turbine turboprop for transports. Com- pressor with 12 reverse-flow axial stages and one centrifugal stage, eight combustion chambers and four-stage turbine (two pairs of stages each driving the compressor and reduction gear). Overall diameter, 40.1 in; length as shown, 100.6in; dry weight, 2,9001b; mass flow, 47lb/sec; pressure ratio, 7.2:1; maximum rating, 4,445 e.h.p. (3,960 ».h.p.+1,260 Ib) at 12.000 compressor r.p.m. with i.f.c. of 0.6; typical cruising s.f.c., 0.486. Bristol Olympus 201. Two-spool turbojet. Inspection shows that there is a five-stage low-pressure compressor, a seven-stage high- pressure compressor, a can-annular combustion chamber with eight flame-tubes and independent single-stage high- and low- pressure turbines. Overall diameter, 41.75in; length as depicted, 126.4in; type-tested dry thrust, 17,0001b; other data restricted. BRISTOL AERO-ENGINES, LTD.FUton, Bristol Telephone: Filton 3871Olympus First run in 1950 as a 9,140 lb-thrust turbojet, the latest mem-ber of the great Olympus family has been officially type-tested at a dry thrust of17,000 Ib, and has a minimum guaranteed thrust of 16,650 lb without any form ofreheat or power boosting. The Olympus was Britain's first two-spool (split-com-pressor) engine, and its response to rough handling up to altitudes as high as bomberaircraft can reach is of a wholly exceptional order. An extensive article in our issue ofMarch 7 last revealed some aspects of the superb performance of the first-generation100-series engines in Bomber Command as the powerplant of the Vulcan B.I, andnoted that the record of these military engines would do credit to a transportpowerplant. First production Olympus was the 101,of 11,000 lb dry thrust, and later models were the 102 (12,000 lb) and 104(13,000 1b). The later 200-series, now in production for the Vulcan B.2, have ahigher mass flow than earlier engines, although increased work-per-stage haspermitted a reduction in the length of the compressor and prevented any increase inweight. A commercial derivative is the 550-series, of which an Americanizedexample is the Curtiss-Wright TJ-38 Zephyr. The 200-series is also beingdeveloped with reheat. Orpheus Unlike other Bristol gas tur-bines, the Orpheus is an eminently simple single-shaft engine, and it is probably themost attractive turbojet in the world in the 5,000 lb class. Originally planned forspecialized military functions, it is today being produced for supersonic fighters,trainers, transport aircraft and executive machines. Many novel mechanical design features—such as the mounting of the turbine nozzles in the delivery segment from eachcombustion-chamber can, and the single- point suspension of the latter from thefuel injectors—have rendered the Orpheus a most competitive engine from the stand-points of first cost, overhaul man-hours and general reliability. Licences to pro-duce the Orpheus have been granted to Fiat (Italy), SNECMA (France), Hindu-stan (India) and Curtiss-Wright (U.S.A.) and the engine has also been bought bymany other countries. Flight development is taking place with engines mounted inan Ashton and Sabre, and Orpheus are also flying in such diverse productionapplications as the Gnat, Jetstar, Fuji TIF-2, G.91, Etendard VI and Taon. Theengine shown is typical of current units, although the later BOr.12 will be rated at6,810 1b dry or over 8,000 lb with reheat. Curtiss-Wright have developed the Ameri-canized TJ-37 version for such aircraft as the Jetstar. Proteus When the Britannia 102 wentinto scheduled service with B.O.A.C. in February last year the Proteus was themost powerful airline engine in the world, at 3,900 ch.p. This palm has now passedto the Soviet AM-3 turbojet, but the Proteus can still claim to have the lowestcost per ton-mile of any airline engine, as well as exceptionally good reliability. Inthe period since its entry to service the overhaul life of die Proteus 705 has beenprogressively raised to 1,600 hr, and B.O.A.C.' are running trial engines to1,900 hr. The next mark to be produced was the755, in which detail design improvements raised the take-off e.h.p. to 4,120 (this isthe brochure figure, although B.OAC.'s mean fleet power is rather higher, at4,160 e.h.p.). Still later improvements have led to the current marks, of whichthe 765 is the most important. The 255 is a slightly different military engine for theTransport Command Britannia 253s, with water injection. Ramjets Bristol Aero-Engines' experi-ence of complete supersonic ramjet power- plants is almost certainly unmatched out-side the U.S.A. The first production engine is the Thor, a 15.75in-diameter unit,with a circular intake housing a double- shock fixed centre-body, a ram-driven tur-bine fuel pump and giving an equivalent sea-level horse-power of about 130,000 atMach 3. Thors have become as reliable as any ramjet in the world, and a very largenumber are being made for the twin- engined Bloodhound missile. Last year the company displayed theBRJ.801, an 18in engine with a power out- put which is obviously far greater thanthe additional two inches of diameter Bristol Thor BT.1. Supersonic ramjet for pro- pulsion of the Bloodhound surface-to-air missile. Double-shock intake, ram-driven fuel turbopump feeding annular injection manifold and convergent/ divergent fixed-geometry nozzle. Overall diameter, 15.75in; length, 94.5in; approximate equivalent horse-power, 130,000 at Mach 3 at sea-level; all other data are restricted. Bristol Orpheus BOr.3 (Series 803). Single- shaft turbojet. Seven-stage compressor, annular combustion chamber with seven burners and single- stage turbine Overall diameter 32.4in; length as shown (with jet pipe), 1S0in; dry weight, about 825 Ib; mass flow and pressure ratio, restricted; maximum thrust, 4,850 Ib, with i.f.c. of 1.06. The Orpheus shown is equipped for the Fiat G.91,
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