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Aviation History
1959
1959 - 0792.PDF
20 March 1959 Blackburn A.129 Mk 3 Company-sponsored turboshaft engine. Compressor with two axial stages followedby single centrifugal stage, annular combustion chamber with fuel injection from rotary spray, two-stage compressor turbine and single-stage power turbine. Max installational diameter, excluding exhaustduct, 20.062in; intake diameter, 14.625in; overall length as depicted, 62.Win; dry weight, including fuel, oil and ignition systems, reduction gearbox and bifurcated exhaust duct, 390 Ib; max rating, sea level, static,i.s.a., 968 s.h.p.+93 Ib thrust at 35,000 compressor r.p.m. and 30.000 power-turbine r.p.m. with s.f.c. of 0.681 Ib/hr/s.h.p.; max cone rating, same conditions, 815 s.h.p. + 82 luat 34,000/28,100r.p.m.withs.f.c.of 0.718. Blackburn Paloutte 505 Military air-compressinggas turbine. Single centrifugal compressor, annular combustion chamber with rotating fuel-injectionnozzles, and single-stage turbine. Max 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-flow 310 Ib/hr. the Major is a 14-cylinder, two-row enginewith an overall diameter of only 38.925in. The fixed-wing Mk 702 has a maximum rating of885 h.p. at 3,000 r.p.m. with 9.25 lb/sq in boost at a height of 1,500ft and with an s.f.c. of0.72 to 0.755 lb/hr/h.p.; the Mk 155 1«!:- copter engine it fitted to a large number ofWhirlwind HAR.5 and HAS.7 helicopters of the Royal Navy, Whirlwind Mk 8s of theQueen's Flight and S-55 series II machines of the Austrian Air Force. Weighing 1,110 Ib,this engine has a 1 hi rating of 805 h.p. at 2,900 r.pjn. with 6.5 lb/sq in boost at 2,750ft. BLACKBURN The Engine Division,Blackburn & General Aircraft Ltd., Brough, Yorkshire. Small numbers of piston enginesare still being manufactured by Blackburn, the Cirrus Major III being produced for the Hin-dustan HT-2 and the Bombardier 208 remain- ing in limited production for the Auster AOP.9.Practically all the engine division's work is now centred on small gas turbines developed atBrough from the original designs by the French Turbomeca company. Artmute A 475 s.h.p. single-shaft engine,the Artouste has a front reduction gear and is employed in a number of airborne applicationsto provide shaft power, compressed air and electrical loads. Sponsored by the M.c.S. asthe BnA.1, a version has entered production in an airborne accessory power unit for theVictor B.2 heavy bomber; another A.P.U. is specified for the CL-44. Reference: March 21, 1958. Palooste In this engine a 600-size com-pressor is matched with a 500-size turbine, and the excess air is bled off from a large collec-tion manifold surrounding the combustion chamber. Weighing 204 lb, the Palouste has anormal pressure ratio of 3.88:1; a supercharged version is being evolved with a pressure ratioof 5.4:1. The earlier engine powers the Fairey Ultra-light helicopter, and is in mass produc-tion for ground-starting and other applications fitted either in trolleys or airborne pods. Tnnoo A free-turbine turboshaft engine,the Turmo is rated at 400 h.p. for a weight of 234 lb with direct drive or up to 343 lb accord-ing to the number of stages of gearing in the reduction gear. Air is induced through a pairof rectangular inlets at the front end and the exhaust is taken away through either one ortwo lateral ducts flanking the reduction gear and rear output shaft. Provision is made fora very wide range of accessories. A batch of Tunno 600s has been built for the Saunders-Roe P.531 Mk 1 helicopter and additional engines will be produced for this application.Turmos have also been supplied to Kaman Aircraft for installation in the K-600-4 heli-copter, in which the Turmo drives a Boeing compressor which feeds air to pressure-jets atthe blade tips. A.129 The existence of a ready-made two-stage transonic axial compressor, with charac- teristics excellently matched to the BlackburnTurmo free-turbine engine, has enabled Black- burn to evolve this extremely attractivepowerplant relatively quickly and cheaply. As far as possible the engine continues the stan-dardization inherent in the Blackburn family by employing a virtually unchanged centralportion, but a second stage has been added to the compressor turbine to provide the in-creased shaft power required. With the A.129 Blackburn have switched to a truly annular in-take, and the accessories are disposed around the casing of the axial compressor. The inlet guidevaries have variable incidence and a torque- meter can be fitted to the output gearbox. The gas-producer portion was first run as aturbojet in July last year, and the complete A.129 was run on the bench at Brough inAugust at an initial rating of 840 s.h.p. Testing has since proceeded very satisfactorily, andafter slight modifications to the turbine the engine will be re-rated at the design power of970 s.h.p. It is likely that the first production version will be intended for helicopters, inwhich it will be more important to provide a constant shaft power of about 700 s.h.p. at anoutput speed of 6,000 r.p.m. in adverse conditions of altitude and temperature. Substitution of Nimonic 105 for the Nimonic90 currently employed in the first- and second- stage turbine rotor blading will enable theengine to run at a turbine inlet temperature 50 deg K higher than at present, thus permit-ting the maximum i.s.a. rating to be raised to 1,050 s.h.p. The next stage of developmentwill centre around the axial compressor, and research currently in hand should enable thetip speed of this unit to be appreciably raised above the present level of l,200ft/sec. Theresulting higher pressure and increased mass flow are expected to result in a rating of1,150 s.h.p. At a still later stage it is antici- pated that air-cooled turbine rotor blades willbe introduced to permit still higher tempera- tures and an increase in rating to at least1,200 s.h.p. BRISTOL SIDDELEY BristolSiddeleyEngines Ltd.,St.James's Street,London,S.W.l. Notwithstanding the fact that the partners inthis great enterprise were themselves originally portions of large rival industrial organizations,Bristol Siddeley Engines has been formed by the complete amalgamation of two companiesin a manner which the British aviation scene has not previously witnessed. The constituent firms are Armstrong Siddeley Motors Ltd.(member of the Hawker Siddeley Group) and Bristol Aero-Engines Ltd. (subsidiary of theBristol Aeroplane Company). Early last year Bristol Siddeley Engines wasformed as a token company to control the tech- nical collaboration between the design and salesteams of A.S.M. and Bristol; but various fac- tors-—including the importance of the contractfor the propulsion of the TSR.2 aircraft—have caused the two firms to merge into one. All theshare capital is held jointly between the parent organizations of the two partner-firms and thedirectors of the new company have likewise been drawn from Bristol and Coventry. BristolSiddeley believe that they are third in terms of manpower among the aero-engine concernsof the western world, and in terms of research and development and production facilities areprobably first. The following text is divided into engine developments centred in Bristoland in Coventry; in our next such review this sub-division should not be necessary. Programmes in Bristol (originally Bristol Aero-Engines):— Olympus First run in 1950 at a rating of9,140 lb, this two-spool turbojet has since been developed to a remarkable degree; today, it isan entirely different engine, delivering well over twice as much thrust in conjunction with anextremely competitive specific consumption and enviable reliability. The first-generation, or100 series, Olympus were delivered between 1953 and 1956 as the powerplant of the VulcanB.I bomber. The initial production version was the Olympus 101 rated at 11,000 lb dry;this was succeeded by the Mk 102 (with a zero-stage on the compressor) rated at12,000 lb, and later by the slightly hotter Mk 104 rated at 13,000 lb. Total hours onthese engines arc at least 100,000, over 60,000 of which have been logged during BomberCommand Vulcan operations. Current overhaul time of the 101 is 450 hr, with selected enginesbeing run to 600; 102s have been held to 300 hr for conversion to 104 standard at thefirst major overhaul. A complete redesign led to the 200 seriesof second-generation engines in which, not- withstanding a reduction in the number ofcompressor stages, the thrust has been raised by some 50 per cent with no correspondingincrease in engine weight. These second- generation Olympus are undoubtedly amongthe finest turbojets in the world; their develop- ment has been outstandingly successful, andalready the dry thrust of engines of this family has risen from 16,000 lb to classified figureswell into the 20,000 lb bracket. Production is centred on the BO1.7 Mk 201 illustrated.These engines power the Vulcan B.2 and are Bristol Siddeley Olympus BOI.7R Military two-spool turbojet with afterburner. Inspection shows that there is a five-stage low-pressure com-pressor, seven-stage high-pressure compresso-, can-annular combustion chamber with eight flame tubes, single-stage h-p. turbine, single-stage l-p. turbine fully variable afterburner and multi-position nozzle. Overall intake diameter, 36 55in; installational envelope diameter, 42in; length asdepicted cold 295 64in- max reheat rating, 24,000 Ib; type-tested dry rating, 17,000 Ib. All other data restricted. The weight of the non-reheat engine has been stated to be 3,600 Ib and the s.f.c about 0.80.
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