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Aviation History
1960
1960 - 0565.PDF
FLIGHT, 22 April 1960 565 * „,, onesium-aMo» intake casing; S, fixed intake guide vanes t „JrtsW bleed air: C, tow-pressure compressor, D, intermediate casing; E, high- srasn -e compressor; f, delivery casing; G, flame cubes; H, high-preuure turbine;j th>ea-stafle tow-pressure turbine: K, propeller shaft; L, covers over axial ADLS eytin.»''. M. reduction gear; N, peripheral oil tank; O, anti-vibration mounting/£n, .it four); P, sliding gate-valve (in flight-idling this bleeds excess low-pressure ,jr I.- atmosphere, while maintaining high r.p.m.); Q, beta-range linkage; R,grouped accessories, including either electric or low-pressure air starter The targe drawing above was prepared by a Rolls-Royce artist in Derby. It shows well the principal features of a standard production RTy.l engine. All Tynes so far ordered will be equipped with propellers by de Hayilland Propellers Ltd, although this important component is not pictorially evident in these pages. For the Rotodyne, of course, the complete basic turboprop will also drive at the rear, through a hydraulic clutch, to an auxiliary compressor ROLLS-ROYCE TYNE Configuration Two-spool turboprop with six-stage low-pressure compressor,• nine-stage high-pressure compressor, ten combustion chambers in annular casing, single-stage high-pressure turbine and three-stage low-pressure turbine. Externaldiameter over intake, 35.3in; overall installational envelope diameter, 40.5in; overall length, 110.15in; dry weight, 2,070 to 2,1501b, depending on mark. Performance RB.109, sea-level static: mass flow, 41.4lb/sec; l-p. ratio 3.2;h-p. ratio, 3.77; overall ratio, 12.05; maximum power, 4,000 s.h.p. (4,430 e.h.p.) : with s.f.c. of 0.535 (0.485). RB.109 at 30,000ft, cruising at 425 m.p.h.: mass flow, 14.9lb/tec: l-p. ratio, 2.38; h-p. ratio 4.68; overall ratio, 11.15; power, 1,880 s.h.p. : (2,088 e.h.p.) with s.f.c. of 0.437 (0.393). RTy.l Mk 506, sea-level static: mass flow, 46.6lb/sec; l-p. ratio 3.35; h-p. ratio,4.08; overall ratio, 13.67; maximum power, 4,500 s.h.p. (4,985 e.h.p.) with s.f.c. of 0.539 (0.487). RTy.1 Mk 506 at 30,000ft, cruising at 42S m.p.h.: mass flow,16.8lb/jec; l-p. ratio 2.55; h-p. ratio, 4.87; overall ratio, 12.45; power, 2,095 s.h.p. (2,320 e.h.p.) with s.f.c. of 0.442 (0.399). RTy.11 Mk 512: as above except maximum power, 5,050 s.h.p. (5,545 e.h.p.)with s.f.c. in the cruising condition of 0.396. RTy.12 Mk 515: as above except maximum power, 5,300 s.h.p. (5,730 e.h.p.)with s.f.c. in the cruising condition of 0.394. RTy.20: as above except maximum power, 5,665 s.h.p. (6,100 e.h.p.) with s.f.c.in the cruising condition of 0.391. In the sea-level static condition the i.f.c. is 0.472 (0.439 on an e.h.p. basis). Perhaps the most critical single component of a gas turbine is its compressor. Above is the Tyne's nine- stage h-p. spool, and the six-stage l-p. compressor is pictured on the right Housed within a casing of magnesium alloy, the reduction gear annulus is surrounded by 24 torque- meter dashpot cylinders. The operation of the torquemeter, and of the automatic drag - limiting system, is described on page 566 The drawing at the foot of page 566 clarifies the geometry of the epicyclic reduction gear. The three planetary gears (right) are carried in a neat and rigid spider attached to the rear of the propeller shaft Towards the end of the opposite page it is pointed out- that the h-p. com- pressor stators are carried in steel rings lying inside the stress-carrying outer shell. Both shell and rings are here evident
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