FlightGlobal.com
Home
Premium
Archive
Video
Images
Forum
Atlas
Blogs
Jobs
Shop
RSS
Email Newsletters
You are in:
Home
Aviation History
1965
1965 - 0041.PDF
FLIGHT International, 7 January I96S 27 United Kingdom ALVIS Alvis Ltd, Coventry. The 640 h.p. long-stroke Leonides 531/8B, latest version of the geared, supercharged nine-cylinder radial, powers the Series 3 version of Scottish Aviation's Twin Pioneer, with a TBO of 800hr. The 800 h.p. 14-cylinder, vertical- crankshaft Leonides Major 755/1, is installed in the Westland Whirlwind Series 2. In December 1962 Alvis established approved overhaul facilities for Lycoming piston engines. BRISTOL SIDDELEY Bristol Siddeley Engines Limited. London SW7 The activities of Bristol Siddeley are now concen- trated in three divisions. The Aero Division at Bristol is responsible for the supersonic Olympus, Pegasus, BS.100, Orpheus and Viper, while the Parkside factories at Coventry, cover service support of earlier engines such as Sapphires, Double Mambas, and the Proteus turboprop, which now has a TBO of 3,6OOhr in Britannias. The Power Division at Ansty, near Coventry, is responsible for rocket motors, industrial and marine versions of the Proteus and Olympus and hovercraft power. British hovercraft turbine power is, incident- ally, 100 per cent Bristol Siddeley. The new Small Engine Division, centred in the North London area and comprising the old de Havilland Engine establishments, has been formed to emphasize Bristol Siddeley's interest in helicopter powerplants and a.p.u.s. This Division also supports countless Gipsy piston engines and Goblin, Ghost and Gyron Junior turbojets. Bristol Siddeley is developing a range of vectored thrust turbofans for V/STOL aircraft. The initial engine, the BS.53 Pegasus, which from its inception has received support under the US Mutual Weapons Development Programme, first ran in September 1959 at around 13,0001b thrust and flew in the prototype P.I 127 in October 1960. Flight development of the Hawker Siddeley Kestrel continues with the 15,5001b BSPg.3. The BSPg.5, could give the Kestrel 18,0001b thrust. There are various versions of this engine, one of which will power the Dornier Do31. A flight development engine has been flown under a Valiant, and a pair of BSPg.5s is due to fly in the second Do31 hover rig, together with eight Rolls-Royce RB.162s. The Pegasus has also been used for preliminary trials of plenum chamber burning (p.c.b.) for the BS.100, both in a modified Sapphire cell at Ansty, and on an open air rig at Aston Down. Further developments of the Pegasus could incorporate p.c.b. as an integral part of the design. The compact BS.59 lift fan, first run in 1962, provided develop- ment experience for future lift engines. Although several develop- ment BS.75 turbofans of 7,5001b thrust have been built, this project is inactive at the moment. West Germany's VAK-191 V/STOL strike fighter was originally designed round the BS.94, a vectored derivative of the BS.75, the design thrust of which has risen from 7,5001b to the 9,000-10,0001b range. Current proposal for the VAK-191B is the Rolls-Royce/MAN/Bristol Siddeley RB.193, a joint project which incorporates Bristol Siddeley's swivelling nozzle experience. Among three major current projects, each in the 30,0001b-plus range with thrust augmentation, the BS.100 is one of the largest aero engines in existence, and the first vectored thrust turbofan designed for supersonic flight. Two examples have now run on the bench and the type is destined for the Hawker Siddeley P.I 154 strike fighter, under a contract placed in 1963. Initial flight testing is to be carried out under a V-bomber. Because the by-pass air is at a relatively low temperature, a thrust increase of up to 30 per cent at zero speed and 200 per cent at Mach 2, can be achieved with only a modest increase in s.f.c. and at an outlet temperature about the same as that in the rear nozzles. A retractable ramp on each side of the engine increases the exit area of the front nozzles Bristol Siddeley BS.100 Rolls-Royce RB.IS3 lift/cruise turbojet when in the horizontal position to permit maximum boost during supersonic flight. Beyond the BS.100 is the BS.lll, no details of which are at present available. The Olympus, one of the most important turbojets in aviation, forms the basis of the other two major Bristol Siddeley projects. After progressing, with exceptional reliability, from the Olympus 100 installed in Vulcans in 1956, to the 200 and 300 series now giving 20,0001b thrust in the latest Vulcan B2, the 22 R version is now flying as the 33,OOOlb Olympus 320 in the TSR.2. Even more recent in Olympus succession is the 593, the power- plant for the Concorde. The initial engine in this series was the 593D which first ran in July 1964, and the second, an enlarged variant of the 593D, ran in October 1964 as the 32,5001b thrust 593B. Ultimately, take-off thrust of the Concorde powerplant will be increased to about 35,0001b with SNECMA-designed reheat. SNECMA's contribution (q.v.) includes the afterburner, silencer and thrust reverser. They will receive an Olympus S93D during this year. Facilities have also been provided by the NGTE, for testing TSR.2 and Concorde engines in the variable speed and altitude test cells of their Pyestock establishment. The versatile Viper turbojet has been developed from a target drone engine in the Jindivik, into a most successful engine for a wide variety of civil and military aircraft. More than 1,000 Vipers had been built by early 1964. A major outlet today is the HS.125 which is powered by two 3,1201b thrust Viper 521s. United States operators of the DH.125 will benefit from a pay-by-the-hour overhaul scheme for their Vipers. In the same class as the HS.125, Piaggio's PD-808, which first flew in August 1964, is fitted with two 3,0001b thrust Viper 525s. Thrust improvements which enable the Viper 521 and 522 to deliver 3,1201b and 3,3101b respectively at i.s.a., and 3,0001b each at i.s.a. + 10°C, have been achieved with no increase in s.f.c. Vipers have been ordered by the US Navy for target drones, and are exported to Jugoslavia for the Sokol Galeb, and to India for the HJT-16, which first flew in September 1964. Rinaldo Piaggio make 200 series Vipers under licence for the MB.326. With the Orpheus and Viper together, Bristol Siddeley have extensive experience of power for primary and secondary jet trainers, eight types in all including the recently announced BAC 145. More than 100 Orpheus turbojets each have been completed by KHD in Germany (803s), and HAL in India (701s) and total licence output from Fiat has reached about 200 (803s). Unspecified versions of the Orpheus, presumably developments of the BOr.12, which has eight compressor and two turbine stages, have a static thrust of more than 9,0001b with reheat. The Gnome turboshaft, anglicized and developed version of the GE T58, is a major product of the Small Engine Division. More than 500 have already been built, with many orders still to be fulfilled. The 1,250 s.h.p. Gnome H.1200, uprated version of the H.1000, is supplied for single installation, and as a coupled pair driving through an aft gearbox. Maximum potential output is 2,500 s.h.p. which, in the Wessex HC2, is limited to 1,550 s.h.p. at the rotor head. Should either engine stop, the other will auto- matically increase power to the desired output, up to the maximum H.1200 emergency rating of 1,350 s.h.p. General Electric and Bristol Siddeley are jointly continuing development, with GE aiming at a 1,400 h.p. and BS a 1,600 h.p. version, which has already run in turbojet form. Yet higher powers are envisaged. The T64-BS is a free-turbine engine licensed in 1964 from GE and available as a turboshaft or a turboprop for helicopters, fixed- wing and V/STOL aircraft. The same basic gas generator, develop-
Sign up to
Flight Digital Magazine
Flight Print Magazine
Airline Business Magazine
E-newsletters
RSS
Events
