670
16
SIX DERBY WINNERS...
17
I, Wrapped-sheet intake guide vanes; 2, fabricated steel intake; 3, nose fairing
housing hot-air circulation tubes; 4, l-p compressor front roller bearing, with self-
contained metering and scavenge pumps; 5, one-piece l-p rotor drum; 6, pin-
attached, aluminium rotor blading; 7, one-piece l-p casing; 8, diffuser casing; 9, l-p
compressor rear bearing and accessory drive; 10, h-p compressor front bearing;
II, h-p compressor variable intake guide vanes; 12, h-p rotor drum; 13, h-p com-
pressor casing; 14, by-pass duct; 15, bleed-air manifold; 16, engine anti-icing hot-air
valves; 17, anti-icing outlet to nose cowl; 18, fireproof bulkhead; 19, fuel manifold;
In the RB.I63 Spey, Rolls-Royce have brought together all their unparalleled experience in the design of high-pressure, high-temperature by-poss
engines for the provision of the most efficient possible propulsion at speeds in the neighbourhood of Mach I. Many significant design details visible
in this cutaway drawing, prepared by the manufacturer, are commented upon in the text on the opposite page
rather than merely restores, take-off power. The w/m system is
torque sensitive; at sea level, for example, 2,680min e.h.p. can be
achieved at up to ISA -f 30 C. while at 5,000ft the corresponding
power is 2,400 e.h.p. The guaranteed minimum rating of the
RDa.8 without wet boosting is 2,310 e.h.p., the increased tempera-
ture raising the output by 290 h.p. in comparison with the otherwise
identical RDa.7.
At the Rolls-Royce flight-test establishment at Hucknall, Notts,
there may be seen an Elizabethan with an RDa.8 mounted in the
starboard position. On the port wing of the same aircraft is mounted
an RDa.10, and with this engine the way is open to further develop-
ment within the bracket 2,500-4,000 h.p. In fact, the RDa.10 and
its paper successors effectively bridge the gap to the Tyne, and
Rolls-Royce have no plans for a new turboprop in the Dart power-
class.
Differences between the RDa.7/8 family and the RDa.10 start
right at the intake, which is opened out to accept a 15 per cent greater
mass-flow. The throat area of the compressor rotating guide vanes
has been increased, the l-p impeller has a greater diameter (to give a
higher pressure ratio), flame temperature is increased some 65 GC,
the turbine nozzle guide vanes are of improved material, the first
FLIGHT, 18 May 1961
20, ten flame tubes with integral discharge nozzles; 21, main thrust bearing on h-p
shaft; 22, air-cooled rotor blading of first h-p turbine stage; 23, rear disc of l-p
turbine; 24, rear engine mounting; 25, hot/cold flow mixer; 26, bleed-sir fuel
heater; 27, bleed-air to constant-speed drive and alternator cooling ejector; 28,
fuel/oil heat exchanger; 29, fuel-pressure transmitter: 30, l-p wheelcase; 31,oil filter;
32, oil tank: 33, l-p fuel warning switch; 34, l-p fuel filter; 35, l-p governor; 36, oil
filter; 37, control-unit suspension link; 38, h-p wheelcase; 39, combined fuel control
unit.
turbine rotor stage has air-cooled Nimonic 105 blading. the
reduction gear has spread centres to increase its capacity, a water,
methanol power-boost system can be fitted and provision is made
for a reversing propeller, with a conical spinner reminiscent of that
used on the Tyne.
Interest in these more powerful Darts is hardening for a number
of applications. The only one so far announced is the Namco
YS-11, a large local-service airliner which is now a firm project for
Japan and the Far East. For this aircraft the RDa. 10/1 was officially
type-tested in February 1961 at a wet rating of 3,030 e.h.p An
initial shipment of five prototype engines is being made, arn: the
first YS-11 should fly early in 1962. For military applicatio the
RDa. 12 bears the same relationship to the 10 as does the 8 to
i i pfl h
an increase in flame temperature raising the dry and wet rath ;s to
2,795 and 3,255 e.h.p. respectively.
SPEY This is a particularly opportune time at which to d. -uss
the RB.163 Spey, for this week Rolls-Royce have release «*
publication design details previously restricted on comn "aal
grounds. Moreover, a little more can be revealed of the en, nI -nes
manifold applications, together with notes on future developi "