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Aviation History
1966
1966 - 0036.PDF
28 FUGHT International, 6 January Bristol Siddeley/SNECMA Olympui 593B single-shaft turbojet with reheat. No design details revealed. Rating, 32,5O0lb (rising to 35,OOOIb after two years in service) AERO ENGINES . . . of around 26,4001b. The afterburner vari- able-area nozzle and thrust reverser are being developed by Flygmotor and are based on their reheat design and operat- ing experience with licence-built Rolls- Royce Avon and Bristol Siddeley Ghost turbojets. Six RM8s are being used in a 7,500hr bench and flight test programme leading to production of the definitive engine in 1970. UNITED ARAB REPUBLIC HELWAN Helwan Air Works, Helwan. Sole product of this team of German and Egyptian engineers is the E-300 axial turbo- jet and reheat system. Basic rating of the engine is around 7,0001b, which afterburn- ing raises to 9,5001b. Work on the E-300 has been under way since 1961 and the engine is intended to replace the Bristol Siddeley Orpheus turbojet in the Helwan HA-300 fighter. Major test facilities have been built at Helwan to undertake engine development, involving special precautions to avoid the ingress of sand to any of the working areas. UNITED KINGDOM BRISTOL SIDDELEY ENGINES London SW7. Following the loss of two major Govern- ment contracts during 1965—the Olympus 320 turbojet for the BAC TSR.2 and the BS.100 vectored-thrust turbofan for the Hawker Siddeley P. 1154—Bristol Siddeley has strengthened its development team on the Olympus 593 for the Concorde and has also broadened its market into the small civil turbofan business. The company is to participate in the Phantom Spey produc- tion programme under licence from Rolls- Royce and awaits Government confirmation of a quantity order for the Pegasus vectored thrust turbofan to power RAF Hawker Sid- deley Kestrels. Prime engine of the company today is the Olympus 593B for the Concorde. This engine first ran in November and has an into-service rating of 32,5001b. After two years' airline experience it will be re-rated at 35,0001b. Based on a lineage running through the Olympus 100, 200 and 300 series engines powering RAF Vulcan bombers, and the ill-fated Olympus 320, the 593B constitutes an extensive re-design of the lower-thrust 593D which started develop- ment in July 1964 for the smaller version of the Concorde. Virtually a new engine, but taking maxi- mum advantage of previous Olympus aero- dynamic and mechanical experience, the 593B should complete its flight-clearance testing by early summer, and first flight under a Hawker Siddeley Vulcan flying test-bed should follow shortly afterwards. Seventeen 593B development engines are scheduled to be built. Static testing will be performed by both Bristol Siddeley and SNECMA, who are collaborating in the joint development of the engine and its exhaust system. Simulated altitude testing will be carried out at the National Gas Turbine Establishment, Pyestock, Hants, and at the French Government facility at Saclay, near Paris. Meanwhile, limited testing of the two 593Ds, which have already completed over 180 hours' running, will continue. Experi- ence with these engines has enabled refine- ments to be built into 593B. Now the subject of increasing design and development effort is the Bristol Siddeley/ SNECMA M45H high-by-pass ratio turbo- fan. Rated at 6,4501b, this advanced civil transport engine has been selected as the powerplant for the new VFW 614 short- haul jet. German funds to the equivalent of more than £7 million have been ear- marked to initiate development of the M45H, and the 614 is expected to absorb the first 200 to 300 engines. The M45H is one of a series of SNECMA/Bristol Siddeley turbofans first announced in January 1965. Aimed at powering the coming generation of feeder- line transports, larger business aircraft and light strike/trainer aircraft, the M45 family has four basic variants in addition to the H. These are the M45A and B civil and military turbojets, respectively without and with reheat, having a dry rating of 4,6301b raised by afterburning to 6,8101b. Derived from these, and using the same high-pres- sure rotor and combustion systems, are the M45F and G civil and military turbofans of 1.2:1 by-pass ratio. The M45F has a dry rating of 6,7241b and the M45G a rat- ing of 7,1001b, which is boosted by reheat to 12,2301b. Later in 1965 the M45G was selected as the engine to power the forthcoming Anglo- French variable-geometry aircraft. As such, the project is not the subject of immediate development and thus the M45G is likely to benefit from service experience with the civil M45H in the VFW614. Major differ- ence between the two engines will be the higher by-pass ratio—around 3.5:1—of the H engine. Development and manufacture of the M45G will be shared on a fifty-fifty basis between Bristol Siddeley and SNECMA. Division of effort on the M45H is likely to show greater emphasis on the Bristol Siddeley contribution, in respect of which the engine has the domestic designation BS.127. Bristol Siddeley's third major engine is the Pegasus turbofan. With testing of the Kestrel by the Tripartite Evaluation Squadron at RAF West Raynham now complete, and the intended Government order for the aircraft still awaited, the Pegasus is now at a crucial stage in its career. Preparatory work has been under way since mid-1965 to up-rate the engine to the 18,0001b-l 9,0001b thrust needed to make the Kestrel fully operational. Pegasus 5 engines, which powered evaluation air- craft at a thrust of around 15,3001b, are likely to be modified to provide an interim standard prior to availability of the defini- tive Pegasus 6. It is expected that some 110 Kestrels will be ordered, equivalent to a production run of at least 170 Pegasus engines. Once the contract is received, Bristol Siddeley should be able to run prototype engines during the year. The prototype Dornier Do31E V/STOL transport with two Pegasus 5 engines for main propulsion was rolled-out at the end of last year. First flight is imminent and the aircraft is the only other application for the Pegasus. A recent extension to the company's turbofan activities was the signing of an agreement between Bristol Siddeley, Pratt 6 Whitney and SNECMA whereby the three companies will explore possible avenues of collaboration on advanced turbofan engines for airbus transports. Prior to this Bristol Siddeley had under- taken its own design studies of such an engine under the company designation BS.123. Outstandingly successful among the com- pany's engines is the Viper turbojet, today powering two types of business jet and four types of light strike/trainer aircraft. In
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