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TitleGAMexan olor a culo 2
TagsRotating Machines Internal Combustion Engine Aviation Machines
File Size1.7 MB
Total Pages29
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Document Text Contents
Page 1

de Havilland Gipsy Minor
The de Havilland Gipsy Minor or Gipsy Junior was a British four-cylinder, air-cooled, inline engine used primarily in the
de Havilland Moth Minor monoplane, both products being developed in the late 1930s.
The engine was a simplified and smaller version of the earlier de Havilland Gipsy. It featured only one magneto where
dual ignition was normal for the Gipsy series of engines. A total of 171 engines were produced, including 100 built in
Australia, production moving to that country due to the start of the Second World War

General characteristics
•Type: 4-cylinder air-cooled inverted inline piston aircraft engine
•Bore: 4.016 in (102 mm)
•Stroke: 4.528 in (115 mm)
•Displacement: 229.29 in³ (3.759 L)
•Dry weight: 216 lb (98 kg)

•Power output: 90 hp at 2,600 rpm
•Compression ratio: 6:1
•Power-to-weight ratio: 0.41 hp/lb

•Valvetrain: Overhead valve
•Fuel type: Minimum 70 octane petrol
•Oil system: Dry sump, gear-type pump
•Cooling system: Air-cooled

Page 2

de Havilland Gipsy Queen
The de Havilland Gipsy Queen is a British six-cylinder aero engine of 9 litres (550 cu in) capacity that was developed
in 1936 by the de Havilland Engine Company. It was developed from the de Havilland Gipsy Six for military aircraft use.
Produced between 1936 and 1950 Gipsy Queen engines still power vintage de Havilland aircraft types today.

General characteristics
•Type: 6-cylinder inverted inline piston engine
•Bore: 4.646 in (118 mm)
•Stroke: 5.512 in (140 mm)
•Displacement: 560.6 cu in (9.186 L)
•Length: 63.5 in (1,587 mm)
•Width: 20.5 in (513 mm)
•Height: 33.5 in (838 mm)
•Dry weight: 486 lbs (220 kg)

•Valvetrain: Overhead valve
•Fuel type: 87 octane petrol
•Oil system: Dry sump
•Cooling system: Air-cooled

•Power output: 208 hp (155 kW) at 2,400 rpm
•Compression ratio: 6.5:1
•Power-to-weight ratio: 0.43 hp/lb (0.7 kW/kg)

Page 14

Rolls-Royce Pegasus
The Rolls-Royce Pegasus is a turbofan engine originally designed by Bristol Siddeley, and was manufactured by
Rolls-Royce plc. This engine is able to direct thrust downwards which can then be swivelled to power a jet aircraft forward.
The BE.52 design was built around a Bristol Siddeley Orpheus which through a shaft drove the first three stages
of a Bristol Olympus engine which had inlet and outlets separate of those of the Orpheus.

Work was overseen by Bristol Siddeley's Technical Director Stanley Hooker. The Bristol Engine Company began work on
the BE.53 Pegasus in 1957. While the BE.52 was a self-contained powerplant and lighter compared to Wibault's concept,
the BE.52 was still complicated and heavy. In the BE.53 the Olympus stages were fitted close to the Orpheus stage; this
simplified the inlet ducting and the Olympus stages now supercharged the Orpheus improving the compression ratio.

The further development of the engine then proceeded in tandem with the airframe the Hawker P.1127, which first flew in 1960.
The next stage of design and development was then flown in the Kestrel, of which nine were built. This was then
developed into the Harrier combat aircraft. The engine was partially supported financially from the
Mutual Weapons Development Programme.

The Pegasus vectored-thrust turbofan is a two-shaft design featuring three low pressure
(LP) and eight high pressure (HP) compressor stages driven by two LP and two HP turbine stages respectively.
Unusually the LP and HP spools rotate in opposite directions to greatly reduce the gyroscopic effects which would
otherwise hamper low speed handling. The engine employs a simple thrust vectoring system that uses four swivelling nozzles,
giving the Harrier thrust both for lift and forward propulsion, allowing for STOVL flight. The front two nozzles are
fed with air from the LP compressor, the rear with hot (650 °C) jet exhaust. The airflow split is about 60/40 front back.

It was critical that the nozzles rotate together. This was achieved by using a pair of air motors fed from the HP (high pressure)
compressor, in a fail over configuration, pairs of nozzles connected with, surprisingly, motor-cycle chains.
The Pegasus was also the first turbofan engine to have the initial compressor fan, the zero stage, ahead of the front bearing. This
eliminated radial struts and the icing hazard they represent.

Page 15

General characteristics
• Type: Twin-spool turbofan
• Length: 137 in (3.480 m)
• Diameter: 48 in (1.219 m)
• Dry weight: 3,960 lb (1,796 kg)

• Compressor: 3-stage low pressure, 8-stage high pressure axial flow
• Combustors: Annular
• Turbine: 2-stage high pressure, 2-stage low pressure

• Maximum thrust: 23,800 lbf (106 kN)
• Overall pressure ratio: 16.3:1
• Specific fuel consumption: 0.76 lb/lbf-hr
• Thrust-to-weight ratio: 6:1

Page 28

de Havilland Goblin
The de Havilland Goblin, originally the Halford H-1, is an early turbojet engine designed by Frank Halford. The Goblin
built by de Havilland was the second British jet engine to fly, and the first to pass type tests and receive a
"Gas Turbine" class type rating.

The Goblin was the primary engine of the de Havilland Vampire, and was to have been the engine for the
F-80 Shooting Star (as the Allis-Chalmers J36) before that design switched engines due to production delays.
The Goblin also powered the Saab 21R, Fiat G.80 and de Havilland Swallow. The Goblin was later expanded into
the larger de Havilland Ghost, with the model numbers continuing from the last marks of the Goblin.

General characteristics
•Type: Turbojet
•Length: 107 in (2,718 mm)
•Diameter: 50 in (1,270 mm)
•Dry weight: 1,550 lb (703 kg)

•Compressor: Single sided, centrifugal flow
•Combustors: 16 chambers
•Turbine: Single stage axial flow
•Fuel type: Kerosene (R.D.E. / F / KER)
•Oil system: metered pressure spray at 50 psi (344.7 kPa) dry sump, 40 S.U. secs (13 cs) (Intavia 620) grade oil

•Maximum thrust: 3,000 lbf (13.34 kN) at 10,200 rpm at sea level
•Overall pressure ratio: 3.3:1
•Turbine inlet temperature: 1,472 °F (800 °C)
•Fuel consumption: 3,720 lb/hr (465, (1,687 kg/hr) or (2,114 l/hr)
•Specific fuel consumption: 1.18 lb/lbf/hr (120.285 kg/kW/hr)

Page 29

Rolls-Royce Olympus
The Rolls-Royce Olympus (originally the Bristol B.E.10 Olympus) was the world's first two-spool axial-flow
turbojet aircraft engine, originally developed and produced by Bristol Aero Engines. First running in 1950,
its initial use was as the powerplant of the Avro Vulcan V bomber. The design was further developed for
supersonic performance as part of the BAC TSR-2 programme. Later it saw production as the
Rolls-Royce/Snecma Olympus 593, the powerplant for Concorde SST.

Bristol Aero Engines (formerly Bristol Engine Company) merged with Armstrong Siddeley Motors in 1959
to form Bristol Siddeley Engines Limited (BSEL) which in turn was taken over by Rolls-Royce in 1966.

As of 2012, the Olympus remains in service as both a marine and industrial gas turbine. It also powers the restored Avro Vulcan XH558.

Mk.320 (of which the museum has two)
The performance specification for TSR2 was issued in 1962. It was to be powered by two BSEL Olympus Mk 320
(BOl.22R) engines rated at 30,610 lbf (136.2 kN) with reheat at take-off. The engine was a cutting edge
derivative of the Olympus Mk 301 with a Solar-type afterburner. The engine first ran in March 1961 and was test
flown in February 1962 underslung Vulcan B1 XA894 and was demonstrated at the Farnborough Air Show in September.
In December 1962 during a full power ground run at Filton, the engine blew up after an LP turbine failure, completely
destroying its host Vulcan in the subsequent fire.

On its first flight in September 1964 the engines of the TSR-2 were scarcely flightworthy being derated and
cleared for one flight. Nevertheless, the risk was deemed acceptable in the political climate of the time.
With new engines, the TSR-2 XR219 flew another 23 times before the project was cancelled in 1965.

General characteristics (Olympus 101)
•Type: Axial flow two-spool turbojet
•Length: 152.2 in (387 cm)
•Diameter: 40 in (100 cm)
•Dry weight: 3,615 lb (1,640 kg)

•Compressor: Axial 6 LP pressure stages, 8 HP stages
•Combustors: Cannular 10 flame tubes
•Turbine: HP single stage, LP single stage
•Fuel type: AVTUR or AVTAG

• Maximum thrust: 11,000 lbf (49 kN)
• Specific fuel consumption: .817
• Power-to-weight ratio: 3.04:1

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