DOCSLIB.ORG

The Development of the Whittle Turbojet

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
The Development of the Whittle Turbojet THE AMERICAN SOCIETY OF MECHANICAL ENGINEERS 345 E. 47th St., New York, N.Y.10017 97-GT-528 The Society shall not be response* for statements or opinions advancedin papers or clitussion at meetings of the Society or of its Divisions or Sections, or printed In its publications. Discussion is printed only if the paper is published in an ASME Journal. Authorization to photocopy material for Internal or personal use under circumstance not falling within the fair use. provisions of the Copyright Act is granted by ASME to libraries and other users registered with the Copyright Clearance Center (CCC) Transacticcal Reporting Senrice provided that the base fee of $0.30 • per page is paid direcby to the CCC, 27 Congress Street Salem MA 01970. Requests for special pemlission or bulk reproduction shadd be addressed to the ASME Teetotal Pubistting Department Copyright 0 1997 by ASME All Rights Reserved Printed in U.S.A Downloaded from http://asmedigitalcollection.asme.org/GT/proceedings-pdf/GT1997/78682/V001T01A012/2408878/v001t01a012-97-gt-528.pdf by guest on 23 September 2021 , 111 11111111,11 1)111111111 THE DEVELOPMENT OF THE WHITTLE TURBOJET Cyrus B. Meher-Homji Bechtel Corporation Houston, Texas. ABSTRACT The history of jet propulsion starts with the inventions of Hero of Alexandria (circa AD 60) who developed the first Sir Frank Whittle passed away on August 8, 1996 at the age of reaction type turbine. In 1791 John Barber invented a Watt type 89, in Maryland. His work in developing the turbojet can truly beam engine driven by a primitive gas turbine via reduction be said to represent one of the greatest mechanical engineering gearing. In 1900, Stirling Moss in the U.S, worked on a achievements in the last 70 years. The development of the Doctoral Thesis on gas turbines and upon joining General turbojet demanded that Whittle face almost insurmountable Electric (GE), designed and built one by 1907, albeit with poor technical and institutional challenges. The technical challenges performance. He then turned to his pioneering work on included developing centrifugal compressor pressure ratios of turbochargers for aircraft piston engines. In France, C. Lemale 4:1 from the prevailing technology level of 2.5:1, increasing and R. Armengaud, who worked at the Societe Anonyme des compressor efficiencies from 65 to 80% while designing for Turbomoteurs, designed a crude gas turbine which achieved an combustion intensities that were 10 times the prevailing state of overall efficiency of 3% by 1906. From 1905 through 1940, the the art in boiler technology. He was also responsible for Brown Boveri Corporation of Zurich designed and built several utilizing a vortex turbine design approach. The institutional pioneering gas turbines. In 1919, when the gas turbine was an challenges that he faced included changing a paradigm on established prime mover, the British Air Ministry asked Dr. aircraft propulsion technology and nurturing Power Jets Ltd. to W.I. Stern to report on the prospect for the use of gas turbines produce excellent engine designs with minimal resources in for aircraft propulsion. His study was flawed in its assumptions terms of money, technical manpower and governmental support, and he concluded that the gas turbine was not a feasible It is the object of this paper to document the epic long drawn out propositicml . This report was to have an adverse impact on struggle fought by Sir Frank against entrenched technical Whirde's quest for support years into the future. opinion that ultimately resulted in the turbojet revolution. The Dr. A.A. Griffith, a brilliant scientist working at England's technical aspects of his pioneering work with emphasis on the Royal Aircraft Establishment (RAE) worked in the 1920s on problems he encountered will also be discussed. developing groundbreaking aerodynamic theory where he treated turboznachine blades as airfoils. He built a small, 4 inch diameter, single stage axial compressor driven by an axial 1.0 INTRODUCTION turbine. Griffith played an important part in gas turbine development but, as we will see later, initially rejected 1.1 Historical Antecedents. Whittle's concept, thereby delaying Government assistance at a The turbojet revolution was pioneered by Sir Frank Whittle most critical juncture. in England and Hans von Ohain in Germany, their work being extensively documented by Constant (1980), Schleifer (1950), 1.2 Whittle's Early Work. von Ohain (1979), Scott (1995), and Jones (1989). Both these As a flight cadet attending the Royal Air Force College at pioneers who envisioned flight speeds in excess of 500 mph at Cranwell in 1928, Whittle wrote a thesis titled "Future altitudes of 30,000 feet, had revolutionary ideas as students, and Developments in Aircraft Design." In this thesis he proposed a developed their engines without the help of the traditional propulsion concept that utilized a piston engine driven aeroengine companies. In order to put the development of the compressor to blow air over fuel jets exhausting the high Whittle jet into a historical context, it is necessary to trace the temperature air through a propulsion mule. In October 1929, course of Whittle's thinking as well as the theoretical and practical developments in the field of gas turbines before the Second World War. 'Stem based his computations on industrial technology taking for example, 1250 lb. for fuel pumps and drive gears! Presented at the International Gas Turbine & Aeroengine Congress & Exhibition Orlando, Florida — June 2—June 5,1997 he realized that he could increase the blower pressure ratio and 2.0 BRIEF HISTORY OF WHITTLE'S ENGINES replace the piston engine by a turbine. Whittle approached Britain's air ministry with his concept but was told that it was not feasible. This assessment was made by Griffith who was 2.1 Design and Development of the WI) Engine eager to pursue his own complex gas turbine scheme 2 and failed In June 1936, the British Thomson-Houston Co (BTH) of to see the elegant simplicity of Whittle's engine. Rugby was awarded the contract for the detailed design and On January 16, 1930, Whittle filed for Patent No. 347206 for construction of the WU. Operating under severe financial "Improvements in Aircraft Propulsion" (Figure 1). This figure constraints, Whittle recognized he could not afford component Downloaded from http://asmedigitalcollection.asme.org/GT/proceedings-pdf/GT1997/78682/V001T01A012/2408878/v001t01a012-97-gt-528.pdf by guest on 23 September 2021 depicts a single shaft turbojet with an axial-centrifugal testing and therefore had to boldly take the risk and attempt to compressor, tubular combustor and two stage turbine. Between rim a complete engine'. His initial experiments on combustion 1934 and 1936. he studied for his Tripos at Cambridge and in were run with very envie combustion equipment as illustrated in 1935, allowed his patent to lapse because the Air Ministry Figure 2. As reported by Jones (1989), these experiments would not pay the .£5 renewal fee. Whittle however, doggedly produced deafening noise and thick clouds of fuel vapor and pursued his goal and in March 1936, a company called Power smoke. Reportedly, Power Jet's engineering drawings were Jets Ltt was launched with a nominal capital of t 10,000 with recognizable by the smell of fuel oil with which they became Whittle acting as the Chief Engineer. In May 18, 1935 he filed impregnated. for Patent No 459980 for an experimental turbojet, which would be called the WU. Whittle proceeded to design a double entry compressor with a 19" diameter made of high strength aluminum alloy and having 30 vanes. The compressor was to be driven by a 16.4" turbine operating at 17,750 RPM. The mass flow rate was to be 26 lb/sec and the pressure ratio 4.4:1. Whittle recognized that the area of greatest technical risk was in the combustor where an exceedingly large heat release had to be achieved in a very small volume. After talking to several burner manufacturers, Whittle was able to get the assistance of Laidlaw Drew and Co. to work on a small research contract. tt 15 = u 17 ' ft A.- 15 IMO Mao 6 hi Figure 2. Crude combustion test rig at the BTH factory, This shows the budgetary constraints that Whittle was working with. Deriving a satisfactory combustion chamber was one of the greatest challenges faced by Whittle. (Whittle, 1945) On April 12, 1937, the first few rims of the WU engine were Ut made. These were eventful because in several instances, the turbine accelerated with a rising shriek to 8,000 RPM even with the fuel valve closed. This uncontrolled and noisy acceleration Figure 1. Whittles patent drawing, filed January 16, 1930, caused considerable concern as it was usually accompanied by showing a two stage axial compressor followed by a one stage patches of red heat being visible on the combustor and flames centrifugal compressor. A straight through burner and a two emanating from the jet pipe. Finally, it was determined that fuel stage axial turbine on one disc is shown. pump tests conducted prior to engine light off resulted in an accumulation of fuel in the bottom of the combustion chamber It is interesting to note that the German jet engine which ignited causing the tmoontrolled acceleration. Figure 3 development program was, on the other hand, very well funded. illustrates the assembly of the first model of the experimental In 1938, Helmut Schelp had to pressure German aeroengine engine and the test stand on which it was to be used. The companies into accepting funds for studies on jet engines. The engine had a single large combustor of helical form. Tests German jet engine development program that resulted in the showed that the compressor and turbine efficiencies were below Junkers Jumo 004B, the world's first production jet engine design expectations.
Load more

Recommended publications
  • The Luftwaffe Wasn't Alone
    PIONEER JETS OF WORLD WAR II THE LUFTWAFFE WASN’T ALONE BY BARRETT TILLMAN he history of technology is replete with Heinkel, which absorbed some Junkers engineers. Each fac tory a concept called “multiple independent opted for axial compressors. Ohain and Whittle, however, discovery.” Examples are the incandes- independently pursued centrifugal designs, and both encoun- cent lightbulb by the American inventor tered problems, even though both were ultimately successful. Thomas Edison and the British inventor Ohain's design powered the Heinkel He 178, the world's first Joseph Swan in 1879, and the computer by jet airplane, flown in August 1939. Whittle, less successful in Briton Alan Turing and Polish-American finding industrial support, did not fly his own engine until Emil Post in 1936. May 1941, when it powered Britain's first jet airplane: the TDuring the 1930s, on opposite sides of the English Chan- Gloster E.28/39. Even so, he could not manufacture his sub- nel, two gifted aviation designers worked toward the same sequent designs, which the Air Ministry handed off to Rover, goal. Royal Air Force (RAF) Pilot Officer Frank Whittle, a a car company, and subsequently to another auto and piston 23-year-old prodigy, envisioned a gas-turbine engine that aero-engine manufacturer: Rolls-Royce. might surpass the most powerful piston designs, and patented Ohain’s work detoured in 1942 with a dead-end diagonal his idea in 1930. centrifugal compressor. As Dr. Hallion notes, however, “Whit- Slightly later, after flying gliders and tle’s designs greatly influenced American savoring their smooth, vibration-free “Axial-flow engines turbojet development—a General Electric– flight, German physicist Hans von Ohain— were more difficult built derivative of a Whittle design powered who had earned a doctorate in 1935— to perfect but America's first jet airplane, the Bell XP-59A became intrigued with a propeller-less gas- produced more Airacomet, in October 1942.
    [Show full text]
  • Pegasus Vectored-Thrust Turbofan Engine
    Pegasus Vectored-thrust Turbofan Engine Matador Harrier Sea Harrier AV-8A International Historic Mechanical Engineering Landmark 24 July 1993 International Air Tattoo '93 RAF Fairford The American Society of Mechanical Engineers I MECH E I NTERNATIONAL H ISTORIC M ECHANICAL E NGINEERING L ANDMARK PEGASUS V ECTORED-THRUST T URBOFAN ENGINE 1960 T HE B RISTOL AERO-ENGINES (ROLLS-R OYCE) PEGASUS ENGINE POWERED THE WORLD'S FIRST PRACTICAL VERTICAL/SHORT-TAKEOFF-AND-LANDING JET AIRCRAFT , THE H AWKER P. 1127 K ESTREL. USING FOUR ROTATABLE NOZZLES, ITS THRUST COULD BE DIRECTED DOWNWARD TO LIFT THE AIRCRAFT, REARWARD FOR WINGBORNE FLIGHT, OR IN BETWEEN TO ENABLE TRANSITION BETWEEN THE TWO FLIGHT REGIMES. T HIS ENGINE, SERIAL NUMBER BS 916, WAS PART OF THE DEVELOPMENT PROGRAM AND IS THE EARLIEST KNOWN SURVIVOR. PEGASUS ENGINE REMAIN IN PRODUCTION FOR THE H ARRIER II AIRCRAFT. T HE AMERICAN SOCIETY OF M ECHANICAL ENGINEERS T HE INSTITUTION OF M ECHANICAL ENGINEERS 1993 Evolution of the Pegasus Vectored-thrust Engine Introduction cern resulted in a perceived need trol and stability problems associ- The Pegasus vectored for combat runways for takeoff and ated with the transition from hover thrust engine provides the power landing, and which could, if re- to wing-borne flight. for the first operational vertical quired, be dispersed for operation The concepts examined and short takeoff and landing jet from unprepared and concealed and pursued to full-flight demon- aircraft. The Harrier entered ser- sites. Naval interest focused on a stration included "tail sitting" types vice with the Royal Air Force (RAF) similar objective to enable ship- exemplified by the Convair XFY-1 in 1969, followed by the similar borne combat aircraft to operate and mounted jet engines, while oth- AV-8A with the United States Ma- from helicopter-size platforms and ers used jet augmentation by means rine Corps in 1971.
    [Show full text]
  • Cat No Ref Title Author 3170 H3 an Airman's
    Cat Ref Title Author OS Sqdn and other info No 3170 H3 An Airman's Outing "Contact" 1842 B2 History of 607 Sqn R Aux AF, County of 607 Sqn Association 607 RAAF 2898 B4 AAF (Army Air Forces) The Official Guide AAF 1465 G2 British Airship at War 1914-1918 (The) Abbott, P 2504 G2 British Airship at War 1914-1918 (The) Abbott, P 790 B3 Post War Yorkshire Airfields Abraham, Barry 2654 C3 On the Edge of Flight - Development and Absolon, E W Engineering of Aircraft 3307 H1 Looking Up At The Sky. 50 years flying with Adcock, Sid the RAF 1592 F1 Burning Blue: A New History of the Battle of Addison, P/Craig JA Britain (The) 942 F5 History of the German Night Fighter Force Aders, Gerbhard 1917-1945 2392 B1 From the Ground Up Adkin, F 462 A3 Republic P-47 Thunderbolt Aero Publishers' Staff 961 A1 Pictorial Review Aeroplane 1190 J5 Aeroplane 1993 Aeroplane 1191 J5 Aeroplane 1998 Aeroplane 1192 J5 Aeroplane 1992 Aeroplane 1193 J5 Aeroplane 1997 Aeroplane 1194 J5 Aeroplane 1994 Aeroplane 1195 J5 Aeroplane 1990 Aeroplane Cat Ref Title Author OS Sqdn and other info No 1196 J5 Aeroplane 1994 Aeroplane 1197 J5 Aeroplane 1989 Aeroplane 1198 J5 Aeroplane 1991 Aeroplane 1200 J5 Aeroplane 1995 Aeroplane 1201 J5 Aeroplane 1996 Aeroplane 1525 J5 Aeroplane 1974 Aeroplane (Pub.) 1526 J5 Aeroplane 1975 Aeroplane (Pub.) 1527 J5 Aeroplane 1976 Aeroplane (Pub.) 1528 J5 Aeroplane 1977 Aeroplane (Pub.) 1529 J5 Aeroplane 1978 Aeroplane (Pub.) 1530 J5 Aeroplane 1979 Aeroplane (Pub.) 1531 J5 Aeroplane 1980 Aeroplane (Pub.) 1532 J5 Aeroplane 1981 Aeroplane (Pub.) 1533 J5
    [Show full text]
  • Capabilities of Midlands Aerospace Companies 2010-2011 Midlands Capability for the World’S Aerospace Industry
    Capabilities of Midlands Aerospace Companies 2010-2011 Midlands capability for the world’s aerospace industry The Midlands Aerospace Alliance is pleased to present you with the updated 20010-11 edition of our member capability directory. It has been designed to help you identify world-class Midlands partners and suppliers for your aerospace programmes and projects. The Midlands is home to one of the world’s biggest aerospace clusters, and aerospace systems designed and made in the Midlands can be found on the world’s most advanced aircraft. Leading names such as Aero Engine Controls, Goodrich, Meggitt, Moog and Rolls- Royce are major players in a region world-renowned for its core competency technologies: tTZTUFNTUIBUQPXFSBJSDSBGUoHBTUVSCJOFFOHJOFTBOEPUIFSQSPQVMTJPOTZTUFNT tTZTUFNTUIBUDPOUSPMUIFNPWJOHQBSUTPGBJSDSBGUBOEFOHJOFToFMFDUSJDBM NFDIBOJDBM electronic, hydraulic and pneumatic tTQFDJBMJTUNFUBMBOEDPNQPTJUFNBUFSJBMTUIBUFOBCMFUIFTFTZTUFNTUPQFSGPSNXJUI precision in exacting environments tTQFDJBMJTUFOHJOFFSJOHEFTJHOTFSWJDFT GBDUPSZFRVJQNFOUBOEUPPMJOH The Midlands business environment fosters the highest levels of innovation. Aerospace supply chains extend deep into our world-class advanced engineering economy. We access and invest in a dynamic skills base, with more than 45,000 skilled people working in the region’s aerospace industry. The mission of the Midlands Aerospace Alliance is to enhance cooperation between customers, suppliers and partners in the Midlands and globally, to help improve the performance of all our companies and organisations. We invite you to join us, using this directory to identify your new partners and suppliers. Dr Andrew Mair Chief Executive Midlands Aerospace Alliance The Midlands Aerospace Alliance (MAA) website provides further information and access to all MAA publications. The information in this directory is available and constantly updated, as a searchable database on the website.
    [Show full text]
  • Capabilities of Midlands Aerospace Companies
    Capabilities of Midlands Aerospace Companies 2017-2018 Midlands capability for the world’s aerospace industry he Midlands Aerospace Alliance is pleased to present you with the updated 2017-18 edition of our member capability directory T– which marks our fourteenth annual edition. It has been designed to help you identify world-class Midlands partners and suppliers for your aerospace programmes and projects. The Midlands is home to one of the largest aerospace clusters in the world. Aerospace technologies designed and made in the Midlands can be found on the world’s most advanced aircraft. Leading names such as Meggitt, Moog, Rolls-Royce and UTC Aerospace Systems are major players in a region renowned for its core competency technologies: • systems that power aircraft – gas turbine engines and other propulsion systems • systems that control the moving parts of aircraft and engines – electrical, mechanical, electronic, hydraulic and pneumatic • specialist metal and composite materials that enable these systems to perform with precision in exacting environments • specialist engineering design services, factory equipment and tooling. The Midlands business environment fosters the highest levels of innovation. Aerospace supply chains extend deep into our cluster’s world-class advanced engineering economy. We access and invest in a dynamic skills base, with more than 45,000 skilled people working in our aerospace industry. The mission of the Midlands Aerospace Alliance is to enhance cooperation between customers, suppliers and partners in the Midlands and globally, so that we can improve the performance of all our companies and organisations. We invite you to join us, using this directory to identify the new partners and suppliers you need to make your projects successful.
    [Show full text]
  • Pioneers to Partners, British Aircraft Since 1945
    Pioneers to Partners British Aircraft since 1945 Christopher Foyle & Leo Marriott Foreword by Marshal of the Royal Air Force, HRH The Prince Philip, Duke of Edinburgh, KG, KT spsfojd |EuoiiEUJ9iu| JO(EW snojauunu in jguiJEd |Eiiu9ss9 PUE lUEiJodum UE s\ Xjisnpm UOjlEjAE IjSjljjg 31)1 9J9l|M UOjlEnijS UJ9pOLJU 91)1 01 iinds puE s9|i!)Euosj9d §uu99iioid uo iijnq Xjisnpui UE LJUOJJ 9§UEip ss9|iu9|9J inq 9|iqns 91)1 SUElp >|00q 91)1 '9)111 9lfl. Uj p91E|nsdEDU9 sy 'sdjijSJiB U9A9 puE sj9p||2 'si|mq-9uuoq p S||E19p j9Uq §U|A!§ S9D|pU9ddE l)l|M S|Enp!Alpll! plIE S9!UEdlUOD J9||EUUS 91)1 3-1 H U9HO§JOj 1O[\J uojinquiuoD JofEiu E 9pEUJ SEIJ /Jisnpin qsjiug 9J9qM s9iuuuEj2ojd |Euo!iEUJ9iui jo spnpojd 9SOLJ1 SE ||9M SE pOU3d IBljl UlljljM l^EJDJjE l|mq l)SI!Ug /J9A9JO 'J9pJO )ED!§0|OUOJl)D Uj 'S|jB13p SujpjAOjd Xq A'JOIS ai)i SujiEJisn)!! '/Ep iu9S9jd 91)1 01 c^6|, iiiojj AJisnpu! ^EJDJJE ijsiiug 91)1 Uj 9§UEl)D 91)1 SlJEljD SJ9UJJDJ OJ SJ33L/0/J 'lU9JEddE X||pE9J S/EM|E 10 u sj Xijiuspi qsjiug 3i|i q§noqi|E p9iu9S9jd9j ||9M 9J9M S1SJ1U9DS pUE SJ99U|§U9 'SgjUEduUOD l)SjlUg tpjljM Ul EI1JOSUOD IEUOJ1EUJ91UI Ol p9| S9UUlUEJ§Ojd lU9LJUdO|9A9p l^EJDJIE JOfEUU JO 1SOD pUE 9|EDS J991JS 91)1 X||EniU9Ag S9iEJ9uuo|§uoD lEUisnpuj J9§JE| oiui pgqjosqE X||EnpEJ§ 9J9M pUE||!AE|-) 9p pUE (OlSjjg 'OJA\/ SE ipns S9UUEU snouiiEj PUE Xjisnpui IJEJDJJE 3i)i UjqijM SUOHESJIEJUOIIEJ JOfElU Ol p9| XiqEUEAUj S9pED9p JEMlSOd 31)1 JO Xll|E9J 3l)_|_ 'SS9DDnS LjljM p9UMOJD SXEM|E 1OU 9J9M SIJOJ-P 9S91J1 E qi|M s|i)i uo p|inq 01 iqSnos PUE uo|S|ndojd 13 [ Uj J9pE9| p|JOM 91)1
    [Show full text]
  • H.G. HAWKER ENGINEERING Co
    H.G. HAWKER ENGINEERING Co. The H. G. Hawker Engineering Company was formed in 1920 by the previous directors of the Sopwith Aviation Company starting all over again with less than 20 staff The HGHEC took over all the Sopwith patent rights as well as the Government contracts for reconditioning Sopwith Snipes. The name was changed to avoid confusion, pilot Harry Hawker’s being adopted as it was well known and as Tommy Sopwith considered Hawker to be largely responsible for the growth of the Sopwith Aviation Company during the war. Sadly, on July 12th 1921, Hawker was killed in a crash, caused by a faulty carburetor, while test flying a Nieuport Goshawk. Hawker Engineering built Hawker motorcycles, sidecars and aluminium car bodies whilst seeking orders for their new aircraft designs The Hawker Woodcock night fighter was the first Hawker production aircraft, 57 were bought for the RAF In 1921 Chief Designer Herbert Smith left for Japan and Captain B Thompson took his place starting with the very unsuccessful Duiker. His Woodcock also suffered from flutter and serious control deficiencies. Wilfred George Carter, a Sopwith Aviation draughtsman and designer, replaced Thompson and created the Woodcock II which entered RAF service in 1925. Sydney Camm, Hawker’s greatest designer, joined the Company in 1923. His designs were to make the Company’s fortune and led to great industrial expansion for Thomas Sopwith and his team After leaving school in 1908, aged nearly 15, Camm was a founder of the Windsor Model Aeroplane Club. He started work in 1914 as an aircraft woodworker for the Martin and Handasyde (later Martinsyde) Company of Woking and Brooklands.
    [Show full text]
  • Sir Frank Whittle
    Daniel Guggenheim Medal MEDALIST FOR 1946 For pioneering the development of turbojet propulsion of aircraft. SIR FRANK WHITTLE One day in July 1942, during World War II, a slightly-built young Englishman arrived in Washington on a highly confidential mission. So important was the equipment that accompanied him, so vital its secret, that he traveled under an assumed name and many who met him knew him only as “Frank.” He was in fact Frank Whittle, then a Wing Commander in the Royal Air Force; pioneer of the turbojet engine which was destined to make one of the most pro-found changes in aircraft propulsion since the beginning of powered flight. Born in Coventry, England, on June 1, 1907, Whittle entered Leamington College at the age of 11 on a scholarship won in elementary school. At the age of 16 he entered the Royal Air Force as an aircraft apprentice in the trade of metal rigger. At the final examination he was granted a cadetship at the Royal Air Force College, Cranwell. During 1928 and 1929, as a pilot officer, he spent fifteen months in the lllth Fighter Squadron and was then assigned to a flying instructors’ course at the Central Flying School, Wittering. It was during this course that the idea of using the turbine for jet propulsion first occurred to him. His patent application was filed in January, 1930. After one year as flying instructor and eighteen months as a floatplane and catapult testpilot, he was sent to Henlow in 1932 to take the Officers Engineering Course. The summer of 1934 saw him at Cambridge University (Peterhouse).
    [Show full text]
  • The New Whittle Laboratory Decarbonising Propulsion and Power
    The New Whittle Laboratory Decarbonising Propulsion and Power The impressive work undertaken by the Whittle Laboratory, through the National Centre for Propulsion “and Power project, demonstrates the University’s leadership in addressing the fundamental challenges of climate change. The development of new technologies, allowing us to decarbonise air travel and power generation, will be central to our efforts to create a carbon neutral future. Professor Stephen Toope, Vice-Chancellor of the University of Cambridge ” 2 The New Whittle Laboratory Summary Cambridge has a long tradition of excellence in the propulsion and power sectors, which underpin aviation and energy generation. From 1934 to 1937, Frank Whittle studied engineering in Cambridge as a member of Peterhouse. During this time he was able to advance his revolutionary idea for aircraft propulsion and founded ‘Power Jets Ltd’, the company that would go on to develop the jet engine. Prior to this, in 1884 Charles Parsons of St John’s College developed the first practical steam turbine, a technology that today generates more than half of the world’s electrical power.* Over the last 50 years the Whittle Laboratory has built on this heritage, playing a crucial role in shaping the propulsion and power sectors through industry partnerships with Rolls-Royce, Mitsubishi Heavy Industries and Siemens. The Whittle Laboratory is also the world’s most academically successful propulsion and power research institution, winning nine of the last 13 Gas Turbine Awards, the most prestigious prize in the field, awarded once a year since 1963. Aviation and power generation have brought many benefits – connecting people across the world and providing safe, reliable electricity to billions – but decarbonisation of these sectors is now one of society’s greatest challenges.
    [Show full text]
  • High Temperature Parts
    AGARD-CP-317 SMaintenance in Service of High Temperature Parts II- C)3 .3 L DISTRIBUTION AND AVAILABILITY ON BACK COVER Best Available Copy AGARD-CP-317 NORTH ATLANTIC TREATY ORC iZATION ADVISORY GROUP FOR AEROSPACE RESEARCH AND DEVELOPMENT (ORGANISATION DU TRAITE DE L'ATLANTIQUE NORD) AGARD Conference Proceedings No.317 MAINTENANCE IN SERVICE OF HIGH-TEMPERATURE PARTS & Papers presented at the 53rd Meeting of the AGARD Structures and Materials Panel held in Noordwijkerhout, the Netherlands 27 September-2 October 1981. THE MISSION OF AGARD Mhe mission of' AARI) is to bring together tile leading peloRalitie,, of the NATO nations in tile fields of Neiencv- and technology relating to aerospace for the following purpose-% of scientific and technical infonnation: SExchanging .Continuously stimulating advances in the aerospace sciences relevant to strengthening thie coniion defence posture. lnpro'ing the co-operation among member nations in aerospace researclh and developmenrt: Providing scientific and tccmt,-al advice and assistance to the North Atlantic Military Committee in the field of aerospace research and de'. elopnment Rendering scicultit'ic and tc:hmeal aslIstancc. is requested. to oher NATI) bodies and to nmember nations in connection with leýsvearh and devclopnielt problelm, in tfie acro.pace field: r!'tosiding assistance to inemhbter nations for the purpose of increasing their scie ntitiL anid tech1nical pot en tiall Recollmllmlending effectisc ways for tile melmjllber nLlat.tIlo,tO Use their research and development capabilities Ifm the conut on benefit of the NAI 0 co0in t1LtN - I'lhc highest authority wit hini A(.A RI) is the National Delegates Board cowisising of officially appointcd senior representati', fiom each member nation.
    [Show full text]
  • Comparative Study on Energy R&D Performance: Gas Turbine Case
    Comparative Study on Energy R&D Performance: Gas Turbine Case Study Prepared by Darian Unger and Howard Herzog Massachusetts Institute of Technology Energy Laboratory Prepared for Central Research Institute of Electric Power Industry (CRIEPI) Final Report August 1998 TABLE OF CONTENTS EXECUTIVE SUMMARY 1. INTRODUCTION/OVERVIEW .................................................................................1 2. GAS TURBINE BACKGROUND...............................................................................4 3. TECHNOLOGICAL IMPROVEMENTS .......................................................................6 4. GAS SUPPLY AND AVAILABILITY .......................................................................20 5. ENVIRONMENTAL CONCERNS ............................................................................25 6. ELECTRIC RESTRUCTURING AND CHANGING MARKET CONDITIONS ....................27 7. DRIVER INTERACTIONS .....................................................................................33 8. LESSONS FROM OTHER CASE STUDIES ................................................................39 9. CONCLUSIONS AND LESSONS.............................................................................42 APPENDIX A: TURBINE TIMELINE ..........................................................................44 APPENDIX B: REFERENCES REVIEWED ..................................................................49 APPENDIX C: EXPERTS INTERVIEWED....................................................................56 EXECUTIVE SUMMARY Gas
    [Show full text]
  • Strategically Located Between Gloucester and Cheltenham, with a Dedicated Access Road to the A417 and M5 Motorway
    The Gloucester Business Park community The Park covers 276 acres and is situated to the facilities, together with a range of Grade A office south east of Gloucester City Centre, adjacent to buildings. There are a significant number of high the M5 Motorway (Junction 11A). profile occupiers based at Gloucester Business Park including Laithwaites, Wincanton, TBS The site upon which the Park has been developed Engineering, Royal Mail, Lockheed Martin, NHS, was formerly the factory and test airfield for the BAE Systems, G-TEM, SHS Drinks and Horizon Gloster Aircraft Company, famous for building the Nuclear Power. Hawker Hurricane during the 1940s and the Gloster Javelin during the 1950s. The airfield ceased to be The Park provides an unrivalled amenity offer operational in 1962 and Arlington began developing including a Tesco Superstore, Costa Coffee, the Park in the early 1990s based on a mixed use Subway, Greggs, Premier Inn Hotel, Whittle Inn outline planning consent allowing for the delivery Restaurant and a David Lloyd Racket & Health of office, industrial, residential and retail uses. Club. To date, over 2.75 million sq ft has been developed, For further information please visit: ranging from small industrial units to large distribution www.gloucesterbusinesspark.co.uk Strategically located between Gloucester and Cheltenham, with a dedicated access road to the A417 and M5 motorway Gloucester 4.1 miles Cheltenham 6.8 miles Bristol City Centre 37 miles 0 25 50 Bristol Parkway 36 mins Swindon 49 mins London Paddington 111 mins from Gloucester
    [Show full text]