Bristol Aero Engines. Rolls Royce Olympus

Mk 201

[Vous devez être inscrit et connecté pour voir cette image]

Mk 301

[Vous devez être inscrit et connecté pour voir cette image]

Mk 301

6 stage LP compressor

7 stage HP compressor

cannular combustor with 10 flame tubes

single stage HP turbine

mass flow : 290lb/s

pressure ratio : 13 : 1

Civilianised Olympus


Plans to civilianise the Olympus go back as far as 1953 with the unveiling of the [Vous devez être inscrit et connecté pour voir ce lien] airliner based upon the Vulcan.^{[Vous devez être inscrit et connecté pour voir ce lien]}
However, most of the civilian derivatives, except for supersonic airliners, were developed from the BOl.6.

These include:

• Olympus 510 series: With a thrust in the region of 15,000 lbf (67 kN) to 19,000 lbf (85 kN), the 510 series were civilianised versions of the BOl.6. A team was sent to [Vous devez être inscrit et connecté pour voir ce lien] at [Vous devez être inscrit et connecté pour voir ce lien] to promote the engine in 1956 but without success.
  

• Olympus 551: The Olympus 551 was a derated and lightened version of the BOl.6 and rated at 13,500 lbf (60 kN) thrust. The engine was the subject of a licence agreement between Bristol Aero Engines and the Curtiss-Wright Corporation - the engine being marketed in the USA as the Curtiss-Wright Zephyr. There were hopes to fit the Olympus 551 to the Avro Type 740 and Bristol Type 200 [Vous devez être inscrit et connecté pour voir ce lien] airliners which did not progress beyond the project stage. Curtiss-Wright also failed to market the engine.
  

Avro Type 740

[Vous devez être inscrit et connecté pour voir cette image]

Thin-wing Javelin

One project that got beyond the drawing board was a supersonic development of the [Vous devez être inscrit et connecté pour voir ce lien], the P370, powered by two BOl.6, 7, or 7SR engines.

The design evolved into the P376 with two BOl.21R engines rated at 28,500 lbf (127 kN) with reheat.

Eighteen aircraft were ordered in 1955.

The project was abandoned the following year.

TSR-2 Olympus Mk 320

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 [Vous devez être inscrit et connecté pour voir ce lien] in September.

In December 1962 during a full power ground run at [Vous devez être inscrit et connecté pour voir ce lien], the engine blew up, 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 flew another 23 times before the project was cancelled in 1965.

Rolls-Royce/Snecma Olympus 593

[Vous devez être inscrit et connecté pour voir ce lien]

-------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------

The Rolls-Royce/Snecma Olympus 593 was a [Vous devez être inscrit et connecté pour voir ce lien] which powered the supersonic airliner [Vous devez être inscrit et connecté pour voir ce lien].

Initially a joint project between [Vous devez être inscrit et connecté pour voir ce lien] and [Vous devez être inscrit et connecté pour voir ce lien] based on Bristol's [Vous devez être inscrit et connecté pour voir ce lien] engine, [Vous devez être inscrit et connecté pour voir ce lien] acquired Bristol making it a division of Rolls-Royce.

Until Concorde's regular commercial flights ceased the Olympus turbojet was unique in aviation as the only afterburning turbojet powering a commercial aircraft.

Installed in Concorde and while operating at [Vous devez être inscrit et connecté pour voir ce lien], Rolls-Royce engineers claimed that it was the world's most efficient [Vous devez être inscrit et connecté pour voir ce lien].


Development

The Olympus 593 project was started in 1964, using the [Vous devez être inscrit et connecté pour voir ce lien]'s Olympus 320 as a basis for development. [Vous devez être inscrit et connecté pour voir ce lien] of the [Vous devez être inscrit et connecté pour voir ce lien] and [Vous devez être inscrit et connecté pour voir ce lien] of [Vous devez être inscrit et connecté pour voir ce lien] were to share the project.

SNECMA and Bristol were also involved in an unrelated joint project, the [Vous devez être inscrit et connecté pour voir ce lien].

Acquiring Bristol Siddeley in 1966, Rolls-Royce continued as the British partner.^{[Vous devez être inscrit et connecté pour voir ce lien]}

The early stages validated the basic design concept but many studies were required to achieve desired specifications, e.g.

• The critical factor – fuel consumption
  
• Pressure Ratio
  
• Weight/Size
  
• Turbine entry temperature
  

Initially, engineers studied using turbojets or [Vous devez être inscrit et connecté pour voir ce lien], but the lower frontal cross-sectional area of turbojets in the end was shown to be a critical factor in achieving superior performance.

The competing Russian [Vous devez être inscrit et connecté pour voir ce lien] initially used a turbofan, but quickly changed to a turbojet with considerable improvement in performance.
[Vous devez être inscrit et connecté pour voir ce lien]

Development of the original Olympus and engine accessories was under Bristol Siddeley, while Snecma was responsible for the variable engine inlet system, the exhaust nozzle/thrust reverser, the [Vous devez être inscrit et connecté pour voir ce lien] and the noise attenuation system.

Britain was to have a larger share in production of the Olympus 593 as France had a larger share in fuselage
production.

The Olympus 593B was run in November 1965.

The B was a redesign of the 593D which was planned for an earlier smaller Concorde design.

Tests of 593D gave further information for the design of the B.

^{[Vous devez être inscrit et connecté pour voir ce lien]} The B was dropped later from the designation. SNECMA used an Olympus 301 in testing scaled models of the nozzle system.^{[Vous devez être inscrit et connecté pour voir ce lien]}

In June 1966 a complete Olympus 593 engine and variable geometry exhaust assembly was first run at [Vous devez être inscrit et connecté pour voir ce lien], [Vous devez être inscrit et connecté pour voir ce lien], [Vous devez être inscrit et connecté pour voir ce lien].

At [Vous devez être inscrit et connecté pour voir ce lien], flight tests began using a [Vous devez être inscrit et connecté pour voir ce lien] bomber with the engine attached to its underside.

Due to the Vulcan's aerodynamic limitations the tests were limited to a speed of [Vous devez être inscrit et connecté pour voir ce lien] 0.98 (1,200 km/h).

During these tests the 593 achieved 35,190 lbf (157 kN) thrust, which exceeded the requirements of the engine.

In early 1966, the Olympus 593 delivered 37,000 lb of thrust with the use of reheat ^{[Vous devez être inscrit et connecté pour voir ce lien]}

In April 1967 the Olympus 593 ran for the first time in a high altitude chamber, at [Vous devez être inscrit et connecté pour voir ce lien], France.

In January 1968 the Vulcan flying test bed logged 100 flight hours, and the variable geometry exhaust assembly for the Olympus 593 engine was cleared at Melun-Villaroche for flight in the Concorde prototypes.

At 15:40 on the 2nd March 1969 Concorde prototype 001, captained by chief test pilot [Vous devez être inscrit et connecté pour voir ce lien], started its first take off run, with afterburners lit.

The four Olympus 593 engines accelerated the aircraft, and after 4,700 feet (1.4 km) of runway and at a speed of 205 knots (380 km/h), captain Turcat lifted the aircraft off for the first time.

67 engines in the end were manufactured.^{[Vous devez être inscrit et connecté pour voir ce lien]}

Plans were drawn up for a quieter and more powerful version of the engine with an extra turbine section and a larger-diameter air compressor that would have eschewed the reheat and added sound-deadening; this would have improved efficiency across the board and permitted rather greater range and opened up new routes, particularly across the Pacific as well as transcontinental across America.

However, the poor sales of Concorde meant that this plan for a Concorde 'B' was never put into practice.