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Aviation History
1963
1963 - 2232.PDF
FLIGHT International, 26 December 1963 1031 V/STOL YEAR A Review of Progress by Rolls-Royce Jet Lift A Rolls-Royce photograph of the Dassault- Sud Balzac V0OI hovering with undercarriage extended DURING the past 12 months progress in the field of V/STOL using the composite-powerplant formula has been made on a broad front in Britain, France, Germany and Italy, and design work is in h£»id in Spain. This achievement has been reviewed by Mr A. C. Lovesey, OBE, BSC, FRAes, AMiMechE, deputy director of engineering of Rolls-Royce Ltd. The following article is based broadly upon Mr Lovesey's review. Great Britain Apart from the Hawker Siddeley P.1154, which employs a different powerplant formula, the most important V/STOL project for the British Services is the Hawker Siddeley AW.681 logistic transport. Like other major British weapon programmes the 681 has lately been under review by the Treasury. Nevertheless, it remains an active programme which could be completed in advance of any similar project in any other country. During the past three months the announcement of the choice of the Rolls-Royce Medway turbofan as the powerplant of this aircraft has daily been expected. Rated at some 17,500-18,0001b initially, and with a Potential for development up to at least 22,0001b, the Medway is an exceedingly efficient powerplant of relatively low diameter which in the 681 would be combined with a switch-in deflector of the type described in this journal last June 27. Compared with a twin- elbow, the switch-in deflector promises a reduction in cruising specific fuel consumption of some 4 per cent, and Rolls-Royce claim numerous other advantages. Britain's only example of a lift-jet aeroplane is the Short SC.l, which has laid the whole foundation for this type of V/STOL since its first flight in April 1957. Two SC.ls were built. In the past year the first (RAE) aircraft has made 130 flights comprising verti- circuits, hovers, transitions and a few conventional flights. In this period no engine failure has been experienced causing "perceptible loss of power in flight." The second SC.l was this year fitted with special stabilizing equipment associated with blind-landing trials. It was during the preliminary flight trials of this installation that the aircraft tragically crashed last October; but, states Mr Lovesey, "It has now been officially established that this was in no way connected with the engines." At Hucknall Rolls-Royce have constructed a "greasy pole" rig consisting of an RB.108 mounted in a frame sliding up and down a substantially vertical framework with a minimum of friction. The rig is remotely controlled to follow a programmed climb/ descent sequence, with feed-back to the control system from a radio altimeter. This rig is expected to pave the way for eventual all- weather VTOL operation. Hucknall has also continued VTOL tunnel-test programmes. Following trials with RB.108 engines, the RB.145 engines and pods for the German VJ 101C were extensively tested before shipment, and this year investigations have been made into the performance of the RB.162 lift jet for the Mirage IIIV. The latter aircraft pro gramme is discussed in the next section ("France"). It is now 20 months since the RB.162 first ran. and the first pair of flight engines was delivered only 18 months from the initial run. Flight clearance has been achieved at the guaranteed rating (2,000kg, Left side view of Rolls-Royce Medway turbofan with switch-in thrust deflector. Medways have run some IJOOhr on the bench, mainly in the 17,5001b thrust category; more powerful versions are in prospect. This engine has for several months been expected to be chosen for the Hawker Siddeley 681 ## ij, .
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