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Aviation History
1960
1960 - 0564.PDF
564 FLIGHT, 22 April l%0 TYNE... ever, in comparison with the nacelle lines needed to match thespinner taper and contain the necessary accessories. The Tyne is a monocoque engine. Its stress-carrying bodyconsists of the magnesium-alloy reduction-gear and intake casing, the steel rear shell of the cylindrical oil tank, the steel drum ofthe 1-p. compressor, the aluminium-alloy intermediate casing, the stainless-steel outer casing of the h-p. compressor (which acts asa heat shield), the steel combustion-chamber outer casing, the steel nozzle box and turbine casings and the stainless-steel tail-cone assembly. Owing to the weight of the gears, the e.g. is near the front of the 1-p. compressor, and so the dynamic mountingunits are attached to the rear shell of the oil tank. by ten struts. All bearings are cooled and pressurized by coa-pressor bleed air, and protected by labyrinth seals. Great caie has been taken to ensure individual filtering of oil supplies, andthere are separate scavenge pumps for each main bearing. Air entering the Tyne is diffused in the intake duct, passesthrough the "swan-neck" contraction and then through the fixed inlet guide vanes into the six-stage 1-p. compressor. The i.g.v.and first stators are hollow, for bleed-air anticing, and are fabri- cated from Nimonic sheet, welded and brazed to cast inner andouter shroud plates, or platforms. The tapering cast-steel com- pressor drum is grooved for the tongued feet of the four remain-ing aluminium-alloy stators. The 1-p. shaft comprises a short front section with the splined high-speed pinion and an integraldisc for the first (zero) stage bolted to the main section, which has a helically splrned extension for joining to the rear 1-p. shan. Six rotor bearings depend from the monocoque shell by strutsystems that carry the loads across the ducts. Neglecting the reduction gear with its bearings, the forward support is the 1-p.compressor front roller bearing, which is held by seven hollow struts in the "swan neck" inner wall of the intake casting. The1-p. rear roller bearing and h-p. roller front bearing are housed in the intermediate casing, by a system of internal webs and tenstreamlined struts. Supported by the delivery duct is a large ball race which actsas the h-p. rear bearing. It carries the thrust on the h-p. shaft, together with that on the 1-p. system by way of the intershaftbearing. Originally a spherical plain bearing was tried here, as a means of providing for thrust loads, but it was replaced first bya double ball race and then by the present single ball race. Suspended from the outer casing through the nozzle assembly,the turbine front roller bearing is the rear support for the h-p. shaft.. The tail bearing is on the end of the 1-p. shaft, and is held The ahiminium-alloy blades are mounted in the steel discs byloose-fit pins locked by the steel interstage drums. Near the spline attachment, the discs have the characteristic R-R "hairpin"section, which maintains the spline interference fit while running. Of light alloy, the intermediate casing forms an inter-spoolsettling duct, divided into ten by the long-chord struts which carry the bearings. Entry and exit guide vanes straighten andpre-swirl the airflow. On top of this casing is a sliding gate valve for bleeding the 1-p. delivery to atmosphere under flight-idlingconditions. The casing also carries the wheelcases. Centrifugally cast steel is used for the casing of the nine-stageh-p. compressor. Eight rows of steel stators and the outlet guide vanes are assembled by tongues-and-grooves in steel rings thai,together, form an internal drum within the stress-carrying shell. External flanges on two of the rings, touching the shell, dividethe space into manifolds, the centre one of which receives 7th-stt£e air through the cut-back outer platforms of the blades. Again
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