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Aviation History
1966
1966 - 0039.PDF
FLIGHT International, 6 January 1966 29 Bristol Siddeley Viper 521 single-shaft turbojet. Eight-stage axial compressor of 52.7lb/sec mass flow and 5.6: I pressure ratio. Annular straight-through flow combustion chamber. Single-stage axial turbine. Rating, 3,1701b. Weight, 7301b. Diameter, 24.6in AERO ENGINES addition the engine is still in service in its original application, the Australian Jin- divik target drone. Some 2,000 Vipers are in service or on order, and production continues at a high rate. Major outlet for the engine is the Hawker Siddeley HS.125 executive jet and military navigation trainer. By the end of last year more than 100 of these aircraft had been ordered, over half the sales being to overseas coun- tries. Vipers 521 and 522, of 3,1201b and 3,3601b thrust respectively, power the HS.125. Other applications of the engine are the Aermacchi MB.326, Piaggio PD.8O8, Soko Galeb, BAC Jet Provost and Hindustan HJT-16. For the MB.326 the Viper is built under licence by Piaggio and will also be licence-manufactured in Australia by the Commonwealth Aircraft Corporation. There is a possibility of production being under- taken in South Africa. For the Yugoslav Galeb trainer, Bristol Siddeley supplies "finger-tight" engines for subsequent final assembly in Yugoslavia. The majority of these aircraft are powered by the Viper Mk 11 of 2,5001b thrust. Early in 1965 Bristol Siddeley was re- formed in three divisions: the Aero Division, responsible for the Olympus, M45, Orpheus and Viper, and the Odin and Thor ramjets; the Small Engine Divi- sion, for the Gnome and Nimbus; and the Industrial Division, for all rocket engines and the company's non-aero products, which include hovercraft turboshaft engines. The Gnome and Coupled Gnome turbo- shafts are the major products of the Small Engine Division. As a licence-built version of the General Electric T58, the engine is in production for the Westland Whirlwind and Wessex and Agusta-Bell 204B and Agusta A.I 01G helicopters, and for the Westland SR-N5 and SR-N6 hovercraft, i ,Pnonie als<> powers the SR-N3, and the Boeing-Vertol HKP-4 helicopter (ver- sion of the 107 delivered to the Royal Swedish Air Force and Navy) The Gnome H.I 200, of 1,250 sJi.p., isused in coupled form in the Wessex Mks 2, 3 and 60 torque-limited to a combined out-SL * '55°shp- The same <*&« m formP°wers *e 204B. First run in n^/™1965' *"« more Powerful H.1400verrfA r P> is aIso sPeci^^ for later versions of the 204B. The increased power is obtained by the inclusion of a redesigned compressor first stage, and improved hot- section components. In SR-N3, 5 and 6 hovercraft Gnomes have now completed well over 8,000 hours' maritime operation. The Nimbus turboshaft powers the West- land Scout and Wasp helicopters. With a one-hour rating of 883 s.h.p., the engine in the Scout is de-rated to 685 s.h.p and in the Wasp to 710 s.h.p. Operators of the aircraft include the British Army, Royal Navy, Royal Australian Navy, South African Navy, and Brazil, Uganda and New Zealand. Other Bristol Siddeley helicopter engines include the Turbomeca/BS Oredon III— under joint development as an LOH turbo- shaft of 350 s.h.p. one-hour rating—and the General Electric T64, for which Bristol Siddeley has taken a licence. The T64BS has a basic rating of 2,850 s.h.p. Both the Nimbus and Oredon are based on Turbomeca designs. Other engines for which the company has a licence are the Artouste and Palouste auxiliary power units. The Artouste is installed as an air- borne auxiliary powerplant in the Handley Page Victor B Mk 2, Hawker Siddeley Tri- dent, Canadair CL-44 and Short Belfast. The Palouste is used in large numbers by the RAF as a ground-based low-pressure- air starting unit, and is installed in the Canadair CL-66 to provide both air for main-engine starting and for cabin condi- tioning, as well as acting in a limited role as an AAPP. Other Bristol Siddeley engines in civil and military operation in large numbers, and for which the company provides ser- vice support, include Olympus 200 and 300, Sapphire, Orpheus, Gyron Junior, Goblin and Ghost turbojets, Double Mamba turbo- prop, and many thousands of Hercules, Centaurus and Gipsy-series piston engines. Sole British example of an aircraft rocket engine is the Bristol Siddeley BS.6O5 twin- chamber unit of 8,0001b thrust. This is in- stalled in the Hawker Siddeley Buccaneer S.Mk 2 now in service with the South African Air Force. BUDWORTH David Budworth, Harwich, Essex Manufacturer of a range of small multi- purpose turbines since the early nineteen- fifties, Budworth has provided engines for suction duties in laminarisation and bound- ary-layer control experiments involving specially modified Lancaster and Auster T.Mk 7 aircraft. Although the company has as its main outlet the sale of small turbines for demonstration, instructional and sundry industrial purposes, it is also engaged on a turboshaft which is directly suitable as an aircraft prime mover. ROLLS-ROYCE PO Box 31, Derby. Of the major companies in the British aero- space industry, Rolls-Royce has emerged virtually unscathed from the massive round of aircraft and engine cancellations under- taken by the Labour Government. Major loss was the cancellation of the deflected- thrust Medway turbofan for the Hawker Siddeley 681. Going a long way towards counterbalancing this was the Government's decision in November to go ahead with development and production of the super- sonic reheated version of the Spey turbo- fan for the RAF and RN Phantom air- craft. After a period of lacking a forward- looking military project and an entry into the Mach 2.5 field, the company is now well situated in both respects. Already entrenched in the middle band of civil and military engine sizes, Rolls-Royce during 1965 has taken vigorous steps to extend its coverage at top and bottom. Under way, and scheduled to make their first runs this year, are the large RB.178 civil turbofan and the small RB.172 military and civil turbofan. Both engines are Government sponsored. First and foremost in the company's armoury today is the Spey, selected in its various forms to power five civil transports and three military aircraft, together with numerous international projects. First to enter service in 1964 was the Spey Mk 505 of 9,8501b thrust, powering the Hawker Siddeley Trident lCs of BEA. These were followed by the Mk 506 of 10,4101b in the BAC One-Eleven 200-series and the Mk 511- 5W of 11,4001b in the larger Trident IE. Mk 511 engines in the One-Eleven Series 300 and 400 aircraft will be next in service. Announced last August, the Spey Mk 512-5W will power the new Trident 2Es on order for BEA, at an installed rating of 11,9301b. The first of these engines will run during 1966 and deliveries of certified Mk Bristol Siddeley Gnome H.I400 free-turbine turboshaft. Ten-stage axial compressor of 8.3:1 pressure ratio. Annular straight-through-flow com- bustion chamber. Two-stage axial compressor-turbine, single-stage axial free-turbine. Rating, 1,400s.h.p.
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