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Aviation History
1960
1960 - 0371.PDF
FLIGHT, 18 March 1960 Napier Eland X»A Commercial turboshoft engine. Ten-stage compreaer, six combustion chambers three- stag* turbine and hydraulic coupling to rear drive. Overall diameter, 36in; height over oil-cooler blowers 51in; length as depicted, 135in; dry weight, without rear drive, 1,5001b; max rating (2i min), 3 150 s h p at 12,500 r.p.m.; one-hour rating, 2.600 s.h.p. at 12400 r.p.m.; max continuous, 2,400 s.h.p. at 12 500 rpm Corresponding estimated ratings for the E.211 (production Westminster engine) are 3,500,2,850 and 2,650 s.h.p! Napier Gaxelle NGa.13 (right) Military free-turbine turboshaft engine. Eleven-stage compressor, six com- bustion chambers, two-stage compressor turbine and single-stage free power turbine. Overall diameter (intake casting), 33.Sin; overall height, 70in; equipped dry weight, 8651b; max rating, 1.800 s.h.p. (5-min limit) at 20,400 compressor r.p.m. with t.f.c. of 0.664, or 1,450 j h.p. (one-hour) at 19,500 compressor rpm with s.f.c. of 0.703. Note: this engine can be mounted at any angle and is shown in the vertical position 371 service—H.I000s and P.lOOOs—will be 400hr. This should rise to l,000hr by the end of 1962, and the ultimate goal is 3,000hr. No prices have been quoted, but one might expect an equipped H.1000 to cost rather less than £15,000. NAPIER D. Napier & Son Ltd, Acton, London, W3. This member of the English Electric Group (but not of the new aircraft giant including English Electric's Aviation Division) has not produced a new engine design for a considerable period. It is relevant to record the report published by the London Daily Telegraph last month to the effect that "talks have been in progress for Rolls-Royce to take part in development of the two current aircraft engines designed and built by D. Napier & Son . . .", although neither firm can comment on this suggestion. Production of Elands and Gazelles is in hand at East Lancashire Road, Liverpool. The main design offices and commercial HQ are at Acton; a variety of test beds, including an all-angle one for the Gazelle, are at Park Royal and the Flight Development Establishment is at Luton. Other major aeronautical products include liquid-propellant rockets, HTP tip-drive booster systems for helicopters, Napiercast hot parts for engines and other equipment, and Spraymat electric de-icing. Eland The only large British single-shaft engine, the Eland has been developed in three major versions, all incorporating the same power section. These sub-types are described below. Turboprop For aeroplanes the Eland is fitted with a two-stage reduction gear (of advanced design described in our issue of November 27), which takes the drive through at a ratio of 10.25 or 14:1 to the four-blade de Havilland propeller. The standard engine in service is the Eland 504. Allegheny Airlines are re-equipping with Eland-powered Convair- liners, five conversions and ten new Canadair 540s. The airline have bought 15 Elands and have an option on 30, the conversions being done by AiResearch. Overhaul time should reach l,000hr by the end of this year. Other 504s are being supplied to Canadair for the ten CL-66 transports for the RCAF, and the first Canadair-built aircraft flew on January 7. Total hours on February 11 amounted to 25,259, including 10,000 in flight. The basic type-test took place in February 1958 and the Eland was the first turboprop to be fully certifi- cated by the FAA. Differing from the 504 only in having first-stage turbine blading of N.I05, the Eland 508 has the maximum continuous rating raised to 2,930 s.h.p. or 3,190 e.h.p. Helicopter For the Westland Westminster the basic power section is extended to the rear, to drive through a remote hydraulic clutch and an aircraft-mounted primary gearbox to a secondary box in which the power from the two engines is transmitted to the single rotor. Each engine carries a drum oil cooler and a Plannair fan above its intake. The hydraulic clutch has been cleared at 3,500 s.h.p. and the all-speed governing has proved so effective that this will be the power of the production E.211 engine. A speed difference of one per cent cor- responds to some 1,500 s.h.p., and accordingly the synchronizing forces match the r.p.m. of the two powerplants closely. Rotodyne The prototype Rotodyne has conducted all its flying on a pair of Eland NEL3s. Th;ss are basically turboprop 504s with an added rear hydraulic coupling and drive to an auxiliary compressor feeding air to the rotor pressure-jets. A month ago run- ning time amounted to l,243hr, including 304 in the aircraft on the ground and 226 in flight. Gazelle Conceived as an any-artitude engine for helicopters, this free-turbine unit is now fully developed for operation under arduous conditions in all parts of the world and is in production as the NGa.2 (installed vertically in the Bristol 192) and the NGa.13 (installed at 35 ° in the Westland Wessex). Yet another version may be employed horizontally in the Westland Wiltshire. Bristol engines differ from Wessex units in having "mirror image" turbine blading to drive in the opposite direction, and arc cleared at a high emergency power to give the 192 good single-engine performance. A full type test was run last November, and the civil Gazelle 500 was re- cently awarded special category ARB approval. ROLLASON Rollason Aircraft and Engines Ltd, Croydon Airport, Surrey. By arrangement with M Roger Druine and the Popular Flying Association, Rollason are producing the Ardem 4CO2 flat-four for installation in Turbulents. The basic engine has a swept volume of 72.62 cu in, a com- pression ratio of 6.6 and a dry weight (includ- ing propeller and exhaust stubs) of 1331b. Maximum rating is 30.7 h.p. at 3,000 r.p.m., with a consumption of 14pt of 80-octane petrol per hour. The company have sold about 30, each costing £272 10s. Rollason have also made six 4CO2-FH units, which develop 40 h.p., weigh 131b less and cost £367 10s. ROLLS-ROYCE Rolls-Royce Ltd, Derby. No other company has acquired such experience in so many fields of flight propul- sion as has the great Derby firm whose name is synonymous with engineering excellence. Although Rolls-Royce ramifications embrace nuclear power, oil engines, rail traction, cars, fighting vehicles and spaceflight, by far the greater part of the company's energies are devoted to gas turbines of advanced design for all types of aircraft. These units have been outstandingly successful, and many thousands of Derwent and Nene centrifugal turbojets, Avon axials_and Dart turboprops are now in use in every, part of the world. Employees of the Aero Engine division remain at about 34,000, out of a company total of 42,000. Military Avon production is handled by the Scottish factories, which also produce spares for older engines. Other establishments are those at Ilkeston and Mountsorrel, both near Derby, the Research and Development Centre at Barnoldswick, Lanes, and the Flight Development Establish- ment at Hucknall, Notts. The company also make the twin-chamber rocket engine for the Blue Streak LRBM—assiucd by a Rocketdyne licence—and manage the Ministry of Avia- tion's Rocket Test Establishment at Spade- adam, Cumberland, where the powerplant is now on test. Avon (Military) In 1950 the first-genera- tion Avon became the first axial gas turbine to go into production in the British Common- wealth. These engines have a 12-stage com- pressor, eight separate combustion chambers, a two-stage turbine, and electric or cartridge starting, and later models incorporate bleed- air anti-icing. Dry ratings run from 6,500 to 8,1001b and the afterburning versions give a thrust of about 9,5001b. Such engines are still being built by Commonwealth Aircraft Corp (Australia) and have been manufactured by FN (Belgium) and SFA (Sweden). In 1953 bulk deliveries began on the first of the 200-series second-generation Avons. These have a 15-*tage compressor, and intro- Rolls-Royee Tyne RTy.1 Mk 506 Commercial two-spool turboprop. Stx-«tage 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-pressureturbine. External diameter over intake, 35.3in; overall installational envelope diameter, 40.5in;length as depicted, 110.154in; dry weight, 2,220lb with all equipment: max rating, 4,500 s.h.p. (4,985e.h.p.) at 15,250 r.p.m.; corresponding mass flow and pressure ratio, 46lb/sec and 13:1; typical cruisingrating, 425 m.p.h. at 25,0O0tt, standard day, 2.455 s.h.p. (2.685 e.h.p.) with s.f.c. of 0.405lb/hr/e.h.p. Rolls-Royce Avon RA.2* Mk S27 Commercialturbojet. Sixteen-stage compressor, annular com- bustion chamber with eight flame tubes, three-stag*turbine and two-position sound-suppressing nozzle. Overall diameter, 39in; length, 125.975m; dry weight,3,327lb (including oil and fuel systems, controls and electrics); max rating, 11,7001b at 8,000 r.p.m.:corresponding mass flow and pressure ratio, 173lb/sec and 9.63:1 max cont, 9,8101b with s.f.c. of 0.749;low-percentage cruise at M0.74 at 35,OOOft, with nozzle open, 1,820lb at 6,850 r.p.m. with s.f.c. of 0.885.
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