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Aviation History
1962
1962 - 1707.PDF
FLIGHT International, 30 August 1962 gas from the turbine; but additional fuel can be burnt between the fan and the front nozzles—what is known as " plenum-chamber burning," or p.c.b.— to give much increased thrust for only a modest rise in fuel consumption. The fully rated BS.100 would have a thrust of between 35,0001b and 40,0001b, but variants giving lower output are also being studied. A Ministry of Aviation development contract for this engine appears essential. Gnome An anglicized version of the General Electric T58, the Gnome is a turboshaft unit for helicopters which sets an extremely high standard. Use of a high-pressure axial compressor results in a maximum power of from 1,050 to 1,250 s.h.p., with a very low specific fuel consumption; while the basic engine, without final output gearbox, weighs only 2751b. Several models are in production for British and overseas customers, and the Coupled Gnome is a special variant in which two power sections are built into a single powerplant matched to the Westland Wessex 2. Gyron Junior While production of the 7,1001b Mk 101 turbojet continues for the Buccaneer S.l programme, ground and flight development is leading to further improvements in the DGJ.10 family of supersonic powerplants for the Bristol 188. Rated at 14,0001b with maximum reheat, these single-shaft engines are matched to flight at Mach numbers of from 2.5 to over 3. Nimbus Originally evolved by Black burn Engines from basic Turbomeca components, with the addition of a British two-stage axial compressor, the Nimbus is a free-turbine turboshaft rated at from 850 to 1,100 s.h.p. It is in production for the Scout and Wasp heli copters, and four Nimbus drive the West- land SR.N2 Hovercraft. Olympus First run at 9,1401b thrust in 1950, the Olympus turbojet has been developed to give almost four times this output in the latest version. It is a "two-spool," or split-compressor, engine, the main rotating assemblies being divided into separate low-pressure and high-pressure sections rotating at differ ent speeds. This gready improves the engine handling, while allowing high compression of the airflow to improve the fuel consumption. As a result the first type of Olympus to enter service— the 13,5001b Mk 104, which powers the Vulcan B.l—has a record said to be un rivalled in the RAF for ease of handling at all altitudes, reliability, low specific consumption and long overhaul life. The Vulcan B.2 is fitted with the 17,0001b Olympus Mk 201, and is being re- engined with the 20,0001b Olympus 301, while a supersonic development of the 301, with an advanced afterburner and vari able nozzle, will have a thrust of some 33,0001b and be fitted to the TSR2. This big engine first flew in February, and many of its parts will be common to the Olympus 593 under development for the proposed Anglo-French supersonic air liner. Orpheus An exceptionally simple single-shaft turbojet, the Orpheus exists in various forms giving from 4,230 to 8,1701b thrust installed in such dissimilar aircraft as the Gnat fighter and trainer, Fiat G.91 tactical aircraft, Hunting H.126
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