DOCSLIB.ORG

Rolls-Royce RB211

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Rolls-Royce RB211 Search Wikipedia Rolls-Royce RB211 The Rolls-Royce RB211 is a family of high-bypass turbofan engines made RB211 by Rolls-Royce plc and capable of generating 37,400 to 60,600 pounds- force (166 to 270 kilonewtons) thrust. Originally developed for the Lockheed L-1011 TriStar, it entered service in 1972 and was the only engine to power this type of aircraft. Its RB211 engine was the first three-spool engine, and it was to turn Rolls-Royce from a significant player in the aero-engine industry into a global leader. Already in the early 1970s the engine was reckoned by the company to be capable of at least 50 years of continuous development.[1][2] Rolls Royce RB211-524C2 engine on a Bahrain The RB211 was officially superseded in the 1990s by the Rolls-Royce Trent Royal Flight Boeing 747SP family of engines, the conceptual offspring of the RB211.[1] Type Turbofan National origin United Kingdom Contents Manufacturer Rolls-Royce First run 1969 History Major applications Lockheed L-1011 TriStar Background Boeing 747 Boeing 757 Finalisation of design Boeing 767 Tupolev Tu-204 RB211-22 series Developed into Rolls-Royce Trent Development and testing Insolvency and aftermath RB211-524 series RB211-535 series Industrial RB211 Marine WR-21 Specifications RB211-22 series RB211-524 series RB211-535 series Leading particulars See also References External links History Background In 1966 American Airlines announced a requirement for a new short-medium range airliner with a focus on low-cost per-seat operations. While they were looking for a twin-engined plane, the aircraft manufacturers needed more than one customer to justify developing a new airliner. Eastern Airlines were also interested, but needed greater range and needed to operate long routes over water; at the time this demanded three engines in order to provide redundancy. Other airlines were also in favour of three engines. Lockheed and Douglas responded with designs, the L-1011 TriStar and DC-10 respectively. Both had three engines, transcontinental range and seated around 300 passengers in a widebody layout with two aisles. Both planes also required new engines. Engines were undergoing a period of rapid advance due to the introduction of the high bypass concept, which provided for greater thrust, improved fuel economy and less noise than the earlier low-bypass designs. Rolls-Royce had been working on an engine of the required 45,000 lbf (200 kN) thrust class for an abortive attempt to introduce an updated Hawker Siddeley Trident as the RB178. This work was later developed for the 47,500 lbf (211 kN) thrust RB207 to be used on the Airbus A300, before it was cancelled in favour of the RB211 programme. Meanwhile Rolls-Royce was also working on a series of triple-spool[3] designs as replacements for the Conway, which promised to deliver higher efficiencies. In this configuration, three groups of turbines spin three separate concentric shafts to power three sections of the compressor area running at different speeds. In addition to allowing each stage of the compressor to run at its optimal speed, the triple-spool design is also more compact and rigid, although more complex to build and maintain. Several designs were being worked on at the time, including a 10,000 lbf (44 kN) thrust design known as the RB203 intended to replace the Rolls-Royce Spey. Work started on the Conway replacement engine in July 1961 and a twin-spool demonstrator engine to prove the HP compressor, combustor, and turbine system designs, had been run by 1966. Rolls- Royce chose the triple-spool system in 1965 as the simplest, lowest cost solution to the problem of obtaining lower fuel consumption and reduced noise levels at a constant power setting. Work on the RB211 as essentially a scaled-down RB207 began in 1966-7 with the first certificated engines being scheduled to be available by December 1970 at 33,260lb take-off thrust and at a price of $511,000 each.[4] Finalisation of design On 23 June 1967, Rolls-Royce offered Lockheed the RB211-06 for the L-1011. The new engine was to be rated at 33,260 lbf (147,900 N) thrust and combined features of several engines then under development: the large high-power, high-bypass design from the RB207 and the triple-spool design of the RB203.[5] To this they added one totally new piece of technology, a fan stage built of a new carbon fibre material called Hyfil developed at RAE Farnborough. The weight savings were considerable over a similar fan made of steel, and would have given the RB211 an advantage over its competitors in terms of power-to-weight ratio. Despite knowing that the timescale would be challenging for an engine incorporating these new features, Rolls-Royce committed to putting the RB211 into service in 1971.[6] Lockheed felt the new engine would offer a distinct advantage over the otherwise similar DC-10 product. However, Douglas had also requested proposals from Rolls for an engine to power its DC-10, and in October 1967 Rolls responded with a 35,400 lbf (157,000 N) thrust version of the RB211 designated the RB211-10. There followed a period of intense negotiations between airframe manufacturers Lockheed and Douglas, potential engine suppliers Rolls-Royce and General Electric and Pratt & Whitney, as well as the major U.S. airlines. During this time prices were negotiated downwards, while the required thrust ratings were raised ever higher. By early 1968, Rolls was offering a 40,600 lbf (181,000 N) thrust engine designated RB211-18. Finally, on 29 March 1968 Lockheed announced that it had received orders for 94 TriStars, and placed an order with Rolls-Royce for 150 sets of engines designated RB211-22.[6][7] RB211-22 series Development and testing The RB211's complexity required a lengthy development and testing period. By Autumn 1969 Rolls-Royce was struggling to meet the performance guarantees to which it had committed: the engine had insufficient thrust, was over-weight and its fuel consumption was too high. The situation deteriorated further when in May 1970 the new Hyfil (a Carbon (fiber) composite) fan stage, after passing every other test, shattered into pieces when a chicken was fired into it at high speed.[8] Rolls had been developing a titanium blade as an insurance against difficulties with Hyfil, but this meant extra cost and more weight. It also brought its own technical problems when it was discovered that only one side of the titanium billet was of the right metallurgical quality for blade fabrication.[9] In addition, the project had suffered a serious setback with the sudden death of Chief Engineer Adrian "Lom" Lombard in July 1967, a loss that was described as Rolls-Royce having been "deprived of one of the finest trouble-shooting engineers in the industry".[10] In September 1970, Rolls-Royce reported to the government that development costs for the RB211 had risen to £170.3 million - nearly double the original estimate; furthermore the estimated production costs now exceeded the £230,375 selling price of each engine.[6] The project was in crisis.[11] Insolvency and aftermath By January 1971 Rolls-Royce had become insolvent, and on 4 February 1971 was placed into receivership,[note 1] seriously jeopardising the L-1011 TriStar programme. Because of its strategic importance, the company was nationalised by the then- Conservative government of Edward Heath, allowing development of the RB211 to be completed.[12] As Lockheed was itself in a vulnerable position, the government required that the US government guarantee the bank loans that Lockheed needed to complete the L-1011 project. If Lockheed (which was itself weakened by the difficulties) had failed, the market for the RB211 would have evaporated. Despite some opposition, the US government provided these guarantees.[13] In May 1971, a new company called "Rolls-Royce (1971) Ltd." acquired the assets of Rolls-Royce from the Receiver, and shortly afterwards signed a new contract with Lockheed. This revised agreement cancelled penalties for late delivery, and increased the price of each engine by £110,000.[14] Hugh Conway (managing director RR Gas Turbines), persuaded Stanley Hooker to come out of retirement and return to Rolls Royce.[15][16] As technical director he led a team of other retirees to fix the remaining problems on the RB211-22. The engine was finally certified on 14 April 1972,[17] about a year later than originally planned, and the first TriStar entered service with Eastern Air Lines on 26 April 1972. Hooker was knighted for his role in 1974.[18] The RB211's initial reliability in service was not as good as had been expected because of the focus of the development programme on meeting the engine's performance guarantees. Early deliveries were of the RB211-22C model, derated slightly from the later -22B. However, a programme of modifications during the first few years in service improved matters considerably, and the series has since matured into a highly reliable engine. RB211-524 series Although originally designed for the L-1011-1, Rolls-Royce knew that the RB211 could be developed to provide greater thrust. By redesigning the fan and the IP compressor, Hooker's team managed to increase the engine's thrust to 50,000 lbf (220 kN). The new version, which first ran on 1 October 1973,[19] was designated RB211-524, and would be able to power new variants of the L- 1011, as well as the Boeing 747. Rolls-Royce had tried without success to sell the RB211 to Boeing in the 1960s, but the new -524 offered significant performance and efficiency improvements over the Pratt & Whitney JT9D which Boeing had originally selected to power the 747.
Load more

Recommended publications
  • 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]
  • 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]
  • The Connection
    The Connection ROYAL AIR FORCE HISTORICAL SOCIETY 2 The opinions expressed in this publication are those of the contributors concerned and are not necessarily those held by the Royal Air Force Historical Society. Copyright 2011: Royal Air Force Historical Society First published in the UK in 2011 by the Royal Air Force Historical Society All rights reserved. No part of this book may be reproduced or transmitted in any form or by any means, electronic or mechanical including photocopying, recording or by any information storage and retrieval system, without permission from the Publisher in writing. ISBN 978-0-,010120-2-1 Printed by 3indrush 4roup 3indrush House Avenue Two Station 5ane 3itney O72. 273 1 ROYAL AIR FORCE HISTORICAL SOCIETY President 8arshal of the Royal Air Force Sir 8ichael Beetham 4CB CBE DFC AFC Vice-President Air 8arshal Sir Frederick Sowrey KCB CBE AFC Committee Chairman Air Vice-8arshal N B Baldwin CB CBE FRAeS Vice-Chairman 4roup Captain J D Heron OBE Secretary 4roup Captain K J Dearman 8embership Secretary Dr Jack Dunham PhD CPsychol A8RAeS Treasurer J Boyes TD CA 8embers Air Commodore 4 R Pitchfork 8BE BA FRAes 3ing Commander C Cummings *J S Cox Esq BA 8A *AV8 P Dye OBE BSc(Eng) CEng AC4I 8RAeS *4roup Captain A J Byford 8A 8A RAF *3ing Commander C Hunter 88DS RAF Editor A Publications 3ing Commander C 4 Jefford 8BE BA 8anager *Ex Officio 2 CONTENTS THE BE4INNIN4 B THE 3HITE FA8I5C by Sir 4eorge 10 3hite BEFORE AND DURIN4 THE FIRST 3OR5D 3AR by Prof 1D Duncan 4reenman THE BRISTO5 F5CIN4 SCHOO5S by Bill 8organ 2, BRISTO5ES
    [Show full text]
  • The Raf Harrier Story
    THE RAF HARRIER STORY ROYAL AIR FORCE HISTORICAL SOCIETY 2 The opinions expressed in this publication are those of the contributors concerned and are not necessarily those held by the Royal Air Force Historical Society. Copyright 2006: Royal Air Force Historical Society First published in the UK in 2006 by the Royal Air Force Historical Society All rights reserved. No part of this book may be reproduced or transmitted in any form or by any means, electronic or mechanical including photocopying, recording or by any information storage and retrieval system, without permission from the Publisher in writing. ISBN 0-9530345-2-6 Printed by Advance Book Printing Unit 9 Northmoor Park Church Road Northmoor OX29 5UH 3 ROYAL AIR FORCE HISTORICAL SOCIETY President Marshal of the Royal Air Force Sir Michael Beetham GCB CBE DFC AFC Vice-President Air Marshal Sir Frederick Sowrey KCB CBE AFC Committee Chairman Air Vice-Marshal N B Baldwin CB CBE FRAeS Vice-Chairman Group Captain J D Heron OBE Secretary Group Captain K J Dearman Membership Secretary Dr Jack Dunham PhD CPsychol AMRAeS Treasurer J Boyes TD CA Members Air Commodore H A Probert MBE MA *J S Cox Esq BA MA *Dr M A Fopp MA FMA FIMgt *Group Captain N Parton BSc (Hons) MA MDA MPhil CEng FRAeS RAF *Wing Commander D Robertson RAF Wing Commander C Cummings Editor & Publications Wing Commander C G Jefford MBE BA Manager *Ex Officio 4 CONTENTS EARLY HISTORICAL PERSPECTIVES AND EMERGING 8 STAFF TARGETS by Air Chf Mshl Sir Patrick Hine JET LIFT by Prof John F Coplin 14 EVOLUTION OF THE PEGASUS VECTORED
    [Show full text]
  • The Power for Flight: NASA's Contributions To
    The Power Power The forFlight NASA’s Contributions to Aircraft Propulsion for for Flight Jeremy R. Kinney ThePower for NASA’s Contributions to Aircraft Propulsion Flight Jeremy R. Kinney Library of Congress Cataloging-in-Publication Data Names: Kinney, Jeremy R., author. Title: The power for flight : NASA’s contributions to aircraft propulsion / Jeremy R. Kinney. Description: Washington, DC : National Aeronautics and Space Administration, [2017] | Includes bibliographical references and index. Identifiers: LCCN 2017027182 (print) | LCCN 2017028761 (ebook) | ISBN 9781626830387 (Epub) | ISBN 9781626830370 (hardcover) ) | ISBN 9781626830394 (softcover) Subjects: LCSH: United States. National Aeronautics and Space Administration– Research–History. | Airplanes–Jet propulsion–Research–United States– History. | Airplanes–Motors–Research–United States–History. Classification: LCC TL521.312 (ebook) | LCC TL521.312 .K47 2017 (print) | DDC 629.134/35072073–dc23 LC record available at https://lccn.loc.gov/2017027182 Copyright © 2017 by the National Aeronautics and Space Administration. The opinions expressed in this volume are those of the authors and do not necessarily reflect the official positions of the United States Government or of the National Aeronautics and Space Administration. This publication is available as a free download at http://www.nasa.gov/ebooks National Aeronautics and Space Administration Washington, DC Table of Contents Dedication v Acknowledgments vi Foreword vii Chapter 1: The NACA and Aircraft Propulsion, 1915–1958.................................1 Chapter 2: NASA Gets to Work, 1958–1975 ..................................................... 49 Chapter 3: The Shift Toward Commercial Aviation, 1966–1975 ...................... 73 Chapter 4: The Quest for Propulsive Efficiency, 1976–1989 ......................... 103 Chapter 5: Propulsion Control Enters the Computer Era, 1976–1998 ........... 139 Chapter 6: Transiting to a New Century, 1990–2008 ....................................
    [Show full text]
  • ENGINEERS' WALK in BRISTOL (Blue Plaques)
    Supplement to the Histelect News No. S75 August 2020 ENGINEERS’ WALK IN BRISTOL (Blue Plaques) - Part 1 by John Coneybeare There were three reasons why I suggested that the Retired Professional Engineers Club (now sadly closed) should set this up. a) In Sydney I saw the recently commenced series of pavement mounted plaques, celebrating famous Australian Writers at Circular Quay. b) The Retired Chartered Engineer’s Club in Exeter had already erected wall mounted plaques in their city and kindly showed me around. c) Bristol was planning to celebrate the bi-centenary of Isambard Kingdom Brunel’s birth in 2006. There are now 15 plaques erected on walls belonging to a science museum in Bristol called ‘We the Curious’. We are indebted to this museum for their great support. The following are mini biographies but you can see more by visiting engineerswalk.co.uk. _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ Samuel Plimsoll (1824 – 1898) Mr John Chambers, of a mine owning family, gave him another chance. Following the Plimsoll was born in Bristol but by his teens dismissal of corrupt staff there was the family lived in Sheffield. He wanted to be cooperation between GNR and Plimsoll. a coal merchant exporting coal to Kings Plimsoll designed and built a revolutionary Cross, London by rail.
    [Show full text]
  • CLASS 3: EVOLUTION, SCIENCE and TECHNOLOGY Is Your Computer More Intelligent Than You?
    WHY DOES EVOLUTION MATTER? IN THIS CLASS How did brain development evolve to produce the human brain?....2 CLASS 3: EVOLUTION, SCIENCE AND TECHNOLOGY Is your computer more intelligent than you? .....................................5 In the past two classes, we have looked at evolution in the past, but now it’s time to turn Human consciousness .......................................................................7 to the future: this class is all about evolution in science and technology. We will look at the evolution of flying and airplanes, brain development and artificial intelligence, and Welcome to Oxplore! .........................................................................9 the evolution of consciousness itself. In this class, we will take what we have learned about Addiction ...........................................................................................10 how evolution works and apply it to subjects in the sciences to see where we might be going as well as where we have come from. You’ll have the chance to consider these Looking for a new podcast to get stuck into? .....................................10 topics in your own competition entries—and remember, top entries have the chance to The mathematics of natural selection ................................................11 win prizes! The evolution of gas turbines .............................................................14 Keep in mind you are not expected to read every class cover to cover: we’ve provided lots Coming up on this course ...................................................................17 of links to further reading and extra material, but you are welcome to focus on what is most interesting to you! subjects covered: Computer Science, Engineering, Maths, COMPETITIONS & PRIZES Medicine, Physics, Psychology For full details on all competitions, including instructions for submitting release date: 1 March 2021 your entry, please see the Competitions page of the Year 11 section competition deadline: 29 March 2021 on Inspire Digital.
    [Show full text]
  • The Whittle Building Introduction the Opening
    the whittle building Introduction THE OPENING This booklet is intended to celebrate not only the opening of the Whittle Building but also the refurbishment of Fen Court, which together will provide outstanding accommodation for 22 students. They used to say that change was unusual in Peterhouse but here we are with a handsome new building – the first such building on site for half a century. On behalf of the College, I would like to thank all those who have contributed so handsomely to the venture in whatever shape or form. This includes everybody from generous benefactors to skilled architects, engineers and craftsmen; from friends who have cajoled others to help through to the College staff and others who have coped so well with the moderate turmoil during the building works. Everyone has played their part. Clearly, these new facilities are terrific; they embrace increased and enhanced student and Fellows’ accommodation, a new College bar and JCR (the Junior Common Room has been colloquially known as the Sex Club ever since our sexcentenary celebrations!), new music rooms, a conference room, a gym, as well as a renovated sickbay. The Whittle memorabilia provide additional interest. We and future generations of Petreans are lucky indeed. 5 The opening of this new building marks a truly triumphant NEIL PLEVY (M. 1978; 1959–2010) conclusion to the late Neil Plevy’s original appeal, which has been so admirably continued by Saskia Murk Jansen and our previous The new bar in the Whittle Building has been named The Plevy Bar and current Bursars. Thanks to everyone’s hard work and your in memory of Neil Plevy.
    [Show full text]
  • D0484 Extract.Pdf
    This edition published in 2002 by Airlife Publishing, an imprint of The Crowood Press Ltd Ramsbury, Marlborough Wiltshire SN8 2HR www.crowood.com This impression 2012 © Sir Stanley Hooker 1984 All rights reserved. No part of this publication may be reproduced or transmitted in any form or by any means, electronic or mechanical, including photocopy, recording, or any information storage and retrieval system, without permission in writing from the publishers. British Library Cataloguing-in-Publication Data A catalogue record for this book is available from the British Library. ISBN 978 I 853 \0 285 I Printed in Spain by GraphyCems Foreword by The Lord Keith of Castleacre Most laymen regard higher mathematics as a dull subject and consequently suspect that those who practise it must be somewhat sombre and live in a rarefied atmosphere. Stanley Hooker's life story and the way he has written it clearly disprove this view. Stanley first came into my life when in October, 1972,1 went to Rolls-Royce as Chairman of a company recently rescued from bankruptcy, but still proudly possessing one of the greatest of names. He rapidly became my guide, philosopher and friend. He held my hand, technically, throughout the seven years 1 was with the company and 1 shall always be deeply grateful to him. This brilliant mathematician, who won almost every available scholarship and academic prize, is possessed of a warm and loveable character. He has a capacity for making enduring friendships with all types, kinds and nationalities. A truly modest man, he is generous to a degree. He was the first to give credit to others when things went right; equally the first to assume the blame when things went wrong.
    [Show full text]
  • Defying Gravity
    January 2021 ONLINE ONLINE COLLABORATION DEFENCE SPACE INDIA’S HUMAN SPACEFLIGHT DEFYING GRAVITY EVTOL SECTOR CONTINUES SECTOR EVTOL CHALLENGES ABOVE SOAR TO www.aerosociety.com AEROSPACE January 2021 Volume 48 Number 1 Royal Aeronautical Society THE AERONAUTICAL NOW FREE JOURNAL TO ALL RAeS Covering all aspects of aerospace MEMBERS! Editor-in-Chief: Professor Holger Babinsky FRAeS University of Cambridge, UK Chairman of the Editorial Board: Professor Mike Graham FREng FRAeS Imperial College London, UK Deputy Chairman of the Editorial Board: Professor Chris Atkin CEng FRAeS City, University of London, UK We have exciting news for readers of The Aeronautical Journal. The Royal Aeronautical Society, in partnership with its co-publishers, Cambridge University Press, has taken the decision to make The Aeronautical Journal available, free of charge, to all members of The RAeS from January 2021. As part of these changes, the RAeS will no longer offer the journal in printed form. If you currently subscribe to The Aeronautical Journal, you will not have your subscription renewed, instead you are invited to view the Journal and its 124 year old back catalogue for free with the rest of the membership. From 1 January 2021, members will have free access to the Journal’s dedicated website via a link at: aerosociety.com/aerojournal. If you have any questions, or require further support, contact: [email protected] Get FREE ACCESS to a sample collection at: cambridge.org/aer/sc WJD Aero Journal FP Advert 11_2020.indd 2 14/12/2020 14:49 Volume 48 Number 1 January 2021 EDITORIAL Contents The long haul to recovery? Regulars 4 Radome 12 Transmission Many people will be glad to have seen the back of 2020 and the worldwide The latest aviation and Your letters, emails, tweets aeronautical intelligence, and social media feedback.
    [Show full text]
  • Metropolitan Vickers, the Gas Turbine, and the State: a Socio
    Metropolitan Vickers, the Gas Turbine, and the State: A Socio- Technical History, 1935-1960 A thesis submitted to the University of Manchester for the degree of Doctor of Philosophy in the Faculty of Life Sciences 2012 Jakob Whitfield Contents List of Tables: .................................................................................................................................. 5 List of Figures .................................................................................................................................. 5 Abstract ........................................................................................................................................... 6 Declaration ...................................................................................................................................... 7 Copyright Statement ....................................................................................................................... 7 Acknowledgements ......................................................................................................................... 8 Acronyms, Initialisms, and Abbreviations Used ............................................................................ 10 Introduction ........................................................................................................................... 12 Metropolitan Vickers .................................................................................................................... 13 Historiography of the jet engine
    [Show full text]
  • CASM-Aircrafthistories-AV-8Aharrier.Pdf
    CANADA AVIATION MUSEUM AIRCRAFT HAWKER SIDDELEY AV-8A HARRIER UNITED STATES MARINE CORPS BuNo 158966 Introduction As this is written approaching the 50th anniversary of the first flight of the prototype Hawker P.1127 aircraft, one cannot help to think about a sight as quite as incredulous as that of a small, yet mighty jet- powered fixed-wing aircraft, high in the sky, with an unparalleled cacophony emanating from its engine exhaust ducts – and to add to all of that, it’s not moving! For ages man has marveled at how the diminutive hummingbird could perform its daily routines while in a hover, pirouette on a dime and even fly backwards, all with seemingly little effort but with a furious beating of their tiny wings. Someone must have pondered how it would be to harness that energy and enable man and machine to perform similarly. In fact, famed American inventor Thomas Alva Edison, sometime in 1905 prophesied, “The airplane won’t amount to a damn until they get a machine that will act like a hummingbird – go straight up, go forward, go backward, come straight down and alight like a hummingbird. It isn’t easy…Somebody will do it.” To incorporate the furious flapping of wings in order to emulate the flight of birds on a manned flying machine was, now in hindsight, obviously impractical, and various early attempts to fly vehicles employing such a method failed miserably, many with unfortunate and sometimes humorous outcomes. Oftentimes these inspired efforts were recorded on film for posterity and now can be seen in old black and white newsreel footage, usually resulting in gales of laughter emanating from the now aviation technology savvy viewing audience.
    [Show full text]