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Aviation History
1959
1959 - 2130.PDF
FLIGHT, 4 September 1959 RB.I4I Now in a very advanced state of development and about tostart bench tests, the 141 is specifically planned to be the optimum engine for subsonic transport propulsion. In it are incorporated all the lessonslearned with by-pass engines (Conway), units of very high pressure-ratio (Tyne) and turbojets with extremely high top temperature and air-cooledturbine blades (military Avon). Ratings for the 141 will lie between 12,000 rl and 16,000 lb; initial deliveries will probably be made at some 14,300 lb for "••an advanced version of the Caravelle. RB. 145 Essentially a long-life turbojet for aircraft, largely based onthe RB.108, the 145 would be rated at 2,750 1b thrust and would have a very high power to weight ratio. It remains a project only. RB* 163 The existence of this very advanced by-pass turbojet for com-mercial transport applications was revealed when the specification for the redesigned D.H.121 airliner was published late last month. Rated initially at 10,100 1b,the RB.163 will have an exceedingly low specific fuel consumption and will be installed in a triple arrangement in the rear of the 121 fuselage, each engine having a thrustreverser and quiet-running nozzle. Owing to the fact that it is at present in a relatively early state of developmentRolls-Royce are naturally reticent regarding the engineering design of the RB.163 and it is too early to publish even a brief specification. Nevertheless, one may expect thispowerplant to have an exceedingly high inbuilt pressure-ratio—possibly at least as high as the 13:1 of the Tyne turboprop—together with a by-pass ratio not less than unityand a turbine temperature very much higher than that of the commercial Avons (air- cooled blades are a certainty). Undoubtedly the 163 will weigh less than 2,500 lb and onemay expect its qualities to be such as to carve out a wide commercial market. Rocket Engines Since 1955 Rolls-Royce have held a licence to develop and manu-facture large liquid-propellant rocket engines for ballistic vehicles, incorporating design information from the Rocketdyne Division of North American Aviation. One of thefirst of these units to be produced is illustrated on this page; and a twin-engine installa- tion powers the first stage of the D.H. Propellers Blue Streak LRBM. No engineeringinformation on these units may be disclosed, but it is logical to assume that they will have a sea-level thrust of at least 150,000 lb and will operate on liquid oxygen and a hydro-carbon fuel. Test firings will shortly commence at the Spadeadam site in Cumberland, which is managed by Rolls-Royce on behalf of the M.o.S. As the photograph at lower right indicates, the Rolls-Royce engines appear to havea gimbal-mounted chamber fabricated from an assemblage of nickel tubes, disposed axially and brazed together, the considerable bursting strength of the chamber (especiallyin the high-pressure zone in the region of the throat) being achieved by welding-on circumferential rings. Compared with the Rocketdyne engines used in productionIRBMs and ICBMs the British unit has straight taper over the divergent nozzle, a profile which can also be seen in the drawing of Blue Streak published on p. 148. The latterillustration also depicts the downward-pointing exhaust stacks from the turbopump gas-generator of each chamber; the overboard pipe from the generator can also be seenon the right-hand side of the earlier development engine illustrated on this page. Tyne Although originally projected as an engine in the 2,500 h.p. class, the Tyneis today in production at double this power and has been chosen for the Vanguard, CL-44, Britannic, Breguet 1150, Transall C.160 and for projected versions of theArgosy. Its two-spool compressor operates at high r.p.m. and achieves a very high pressure-ratio; and this, coupled with air-cooled turbine blading, has permitted thespecific fuel consumption to be brought down to levels similar to those of the most efficient piston engine. Flight development has been conducted with engines mountedin a Lincoln and an Elizabethan, and time is now building up rapidly, with several Vanguards already in the air. All Tyne installations at present projected incorporate ade Havilland four-blade propeller provided with ^-control. First airline service is scheduled with B.E.A. for March 1960. These initial V.951 Van-guards will be fitted with the RTy.l Mk 506 rated at 4,500 s.h.p. (4,985 e.h.p.). Succeed- ing Vanguards will have the second production engine, at the RTy.ll rating of 5,030s.h.p. (5,525 e.h.p.). These Tynes incorporate several design improvements, including rematching to an even higher turbine entry temperature made possible by improvedblade materials, and achieve a cruising six. of 0.388 lb/hr/e.h.p. For the Canadair CL-44 the RTy.l2 has a larger final nozzle in order to provide increased shaft-power attake-off, the propeller size being correspondingly increased. The RTy.l2 has a military dry rating of 5,300 s.h.p. (5,730 e.h.p.) and is likely to enter service with the R.C.A.F. inthe summer of next year. An essentially similar engine will be fitted to the Short SC.5 Britannic 3 for the R.A.F. and is also specified for NATO transport and maritime-patrolaircraft and for the twin-engined AW.651/661/671. •SSBM O B O 1-I © © — n 1^ o O o TTTTT TTM I III,I I I 1.1,1,1,1,1XI,1,1, Rolls-Royce Tyne RTy.l Mk 5M Commercial two- •pool turboprop. Six-stage low-pressure compressor, nine-stage high-pressure compressor, annular com- bustion chamber with ten flame tubes, single-stage high-pressure turbine and three-stage low-pressure turbine. External diameter over intake, 35.3in; overall installationa! envelope diameter, 40.Sin; length as depicted, room temp., 110.154in; dry weight, 2,220 Ib with all equipment; max sea-level rating, 4,500 s.h.p. (4,985 e.h.p.) at 15,250 r.p.m.; correspond- ing mass flow and pressure ratio, 46 Ib/sec and 13:1; typical cruising rating, 425 m.p.h. at 25,000ft, standard day, 2,455 s.h.p. (2.685 e.h.p.) with s.f.c. of 0.405 Ib/hr/ e.h.p. Ratings of later Tynes are given in Col. 1. Rolls-Royce LRBM Engine The photograph below is the only illustration to have been released for publication showing a large Rolls-Royce rocket engine constructed under the terms of the company's licence agreement with Rocketdyne. It can be seen to incorporate the American basket-tube form of chamber, approximating more nearly to a true cone than do those of the corresponding Rocketdyne engines (such as the S-3 and MB-3). The turbopump and control system is likely to be pure Rolls-Royce. The production engine for the Blue Streak LRBM may be expected to resemble this unit in broad outline only. Rolls-Royce RB.141 Commercial high-ratio by-pass turbojet. No details have been released, except for the fact that the thrust of the first series will lie between 12,000 and 16,000 Ib, according to application.- first deliveries are likely to be rated at 14,300 Ib. The five-foot tcale in the drawing is approximate. • s
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