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Aviation History
1961
1961 - 0235.PDF
FLIGHT, 24 February 1961 235 DELIVERY CASING BURNER H.P. COMPRESSOR DRIVING SHAFT 1 SI STAGE TURBINE OIL FEED TO HP COMPRESSOR REAR. IST-STAGE TURBINE FRONT AND REAR AND 2ND STAGE TURBINE FRONT BEARINGS AIRCRAFT ANTI-ICING IGNITER PLUG HOT-AIR VALVE TURBINE MOUNTING HEAT SHROUD EXHAUST CONE (INNER) REAR-BEARING (ML JET EXHAUST CONE (OUTER) TURBINE REAR HEAT SHROUD PRESSURE-DROP BLOCK P. COMPRESSOR ATIC GOVERNOR OIL DRAIN FROM 2ND-STAGE TURBINE REAR BEARING FULL-RANGE FLOW CONTROL DRAIN FROM 1ST- STAGE TURBINE REAR BEARING 2ND-STAGE TURBINE houses the front main bearing and d.c. generator, and the inletguide-vanes are of fixed incidence. The low-pressure compressor rotor is assembled on seven discs, the first two and the last beingof Rex 458 steel and the remainder of RR.58 light alloy. They are located by tubular dowels threaded over the eight through-boltswhich clamp the spool together. The rotor blades are of the same materials as their corresponding discs, and fir-tree attachments areused throughout. A light-alloy casting, the 1-p casing is made in upper and lower halves. Dovetail grooves retain the seven rows ofaluminium-alloy stator blades, and the single row of exit blades. The stators are located by stop bolts, against which they areclamped in groups by wedge-bolts. The intermediate casing is in Mg-Zr casting which carries therear bearing of the 1-p and the front bearing of the h-p spools. Mounting faces for auxiliaries are provided on this casing in twogroups, one set being driven from the 1-p shaft and the other from the h-p. Among the latter group are the fuel and oil pumps, acentrifugal breather within the casing, and the starter. The h-p compressor is similar to the 1-p unit, but steel is used throughout.The rotor discs are located relative to each other by Hirth couplings, and axially by means of a nut holding the pack ofdiscs in compression. The sheet-steel delivery casing carries the h-p compressor rearbearing on its inner wall and the main engine-mounting trunnions on its outer. Ten Lucas A/9 flame-tubes are mounted in theannular combustion chamber. The outer casing comprises front, centre and rear units, the centre portion being split into upperand lower halves to facilitate access to the flame-tubes. The front section carries the forward ends of the flame-tubes and the duplexburners, while the rear encloses the h-p turbine. All ten flame-tubes discharge into the turbine entry duct, whichis supported from the outer casing. Both h-p and 1-p stator blades are precision cast in segments of four, the former in Vitallium X40snd the latter in Nimonic 90. They are mounted at their outer "nds from the turbine casings, and the 1-p stators are dogged at'heir inner ends to an interstage seal. All rotor blading is shrouded and has fir-tree roots, the h-p material being Nimonic 105 andthe 1-p being Nimonic 90; discs are of Rex 448 or H46. In the 104 the turbine casings are stiffened to withstand thehigher stresses. Each end of the exhaust annulus is attached by a bolted joint, the downstream end having an articulated sectionto take up small malalignments between the engine and the jetpipe; the latter is attached by means of a quick-release manacle clamp. Fuel is fed by a Lucas D-size swashplate pump to the increased-capacity duplex burners, via an air/fuel ratio control, full-range flow control and flow distributor. Since the rotational speed is thesame for both the take-off and cruise rating—the extra power being obtained by increasing the turbine entry-temperature—theOlympus 104 requires only a single normally-operative speed governor, though an overspeed governor is also fitted as a stand-by.A j.p.t. limiter can be disconnected by a cockpit switch. (40 MACH No The remarkable performance of the Olympus 301 over a range of Mack numbers at 36J0O0ft. N and R denote "normal" and "reheat"
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