Armstrong Siddeley Sapphire

This article is about the jet engine. For the Wright engine, see Wright J65. For the vehicle, see Armstrong Siddeley Sapphire (motor car).
Sapphire
Preserved Armstrong Siddeley Sapphire
at the Midland Air Museum
Type Turbojet
Manufacturer Armstrong Siddeley
First run 1 October 1948
Major applications Gloster Javelin
Handley Page Victor
Hawker Hunter
Variants Wright J65

The Armstrong Siddeley Sapphire was a British turbojet engine produced by Armstrong Siddeley in the 1950s. It was the ultimate development of work that had started as the Metrovick F.2 in 1940, evolving into an advanced axial flow design with an annular combustion chamber that developed over 11,000 lbf (49 kN). It powered early versions of the Hawker Hunter and Handley Page Victor, and every Gloster Javelin. Production was also started under licence in the United States by Wright Aeronautical as the J65, powering a number of US designs.

Design and development

Design evolution of the Sapphire started at Metropolitan-Vickers (Metrovick) in 1943 as an offshoot of the F.2 project. With the F.2 reaching flight quality at about 1,600 lbf (7,100 N), Metrovick turned to producing larger designs, both an enlarged F.2 known as the Beryl, as well as the much larger F.9 Sapphire. (The names were chosen after a decision to use gemstones for future engine names). The Beryl eventually developed 4,000 lbf (18 kN) thrust, but the only project to select it, the Saunders-Roe SR.A/1, was cancelled.

In 1948[1] Metrovick exited the jet engine industry.[2][3] Armstrong Siddeley, who already had a turbine development of their own, the ASX, took over the MVSa.1, now renamed ASSa.1, and redesigned it as the ASSa.2.

In December 1949 the ASSa.2 completed an acceptance test at 7,380 lbf (33 kN). It's competitor from Rolls-Royce, the AvonRa.3 at that time had a design thrust of 6,500 lbf (33 kN).[4] A number of companies expressed interest in the Sapphire, and it was considered as either the main or backup powerplant for most British designs of the late '40s and early '50s.

The ASSa.5 with 7,500 lbf (33,000 N) thrust was used only on the English Electric P.1A, prototype for the Lightning. A simple fixed-nozzle reheat was fitted to extend the performance boundary for stability and control testing from about Mach 1.1 to beyond Mach 1.5.[5] Future versions of the Lightning were powered by the Avon.

The ASSa.6, 8,300 lbf (37,000 N), was used on the Gloster Javelin FAW Mk.1, Hawker Hunter F.Mk.2 and F.Mk.5, and the prototype Sud Ouest SO 4050 Vautour. The higher thrust ASSa.7 at 11,000 lbf (49 kN) was the first British engine to be rated above 10,000 lbf (44 kN) and it powered the Gloster Javelin FAW Mk.7, Handley Page Victor B.Mk.1 and a prototype Swiss fighter-bomber, the FFA P-16.

The Sapphire compressor operated well, free from surging,[6] over its complete RPM range without the need for variable inlet guide vanes (VIGV) or bleed (VIGV on early engines were fixed on the ASSa.6.[7]) However, early compressor stages suffered from fatigue due to rotating stall at low RPM and various fixes, such as lacing wire, were incorporated. Curtiss-Wright introduced variable ramps on the Wright J65 at the entry to the compressor[8] to prevent the stalling and blade excitation. Armstrong-Siddeley tested a similar solution on the Sapphire but incorporated blade changes instead to reduce the blade response to the stalling.[9]

Caygill[10] states that one of the most serious problems encountered throughout the life of the Gloster Javelin was caused by "centre-line closure" on the Sapphire engine. Flying through thick cloud could cause the compressor case to shrink and rub the blades causing catastrophic engine failures and loss of the aircraft.

An afterburner with limited boost was required for the Javelin's ASSa.7, making it the ASSa.7LR. 12% boost was required at high altitudes to regain the bomber intercept performance that had been lost carrying the new de Havilland Firestreak missiles.[10] Afterburners with a low boost requirement were sometimes known as "wee-heat".[10] Other low-boost reheats have included the "tailpipe augmentation"(TPA) on the F-86H (J73) with +10% at take-off[11] and "Bristol Simplified Reheat"(BSR), with about 16% boost at take-off, tested on Derwent V, Orenda, Olympus[12] and Orpheus engines.[13]

Variants

MVSa.1
Ministry of Supply designation of the original Metropolitan-Vickers F.9 Sapphire, derived from the Metropolitan-Vickers F.2/4 Beryl. Design work on this much larger engine started in 1943.
Metropolitan-Vickers F.9 Sapphire
Company designation for the MVSa.1
ASSa.3
Completed a 150-hour Service Type Test in November 1951 at a sea level rating of 7,500 lbf (33.36 kN) at an s.f.c. of 0.91
ASSa.4
[14]
ASSa.5
Early Armstrong Siddeley developed Sapphire engines.[14]
ASSa.5R
Reheated engines fitted to the English Electric P.1A.
ASSa.6
Later engines developed for the Gloster Javelin FAW Mk.1, Hawker Hunter F.Mk.2, F.Mk.5 and the prototype Sud Ouest SO 4050 Vautour
ASSa.7
Rated at 11,000 lbf (49 kN), powering the Gloster Javelin FAW Mk.7, Handley Page Victor B.Mk.1 and the prototype FFA P-16.
ASSa.7LR
Engines with a 12% augmentation reheat system for use above 20,000 ft (6,100 m), powering the Gloster Javelin FAW Mk.8.
Wright J65
Licence production in the United States by Wright Aeronautical
ASSa.9
[14]

Applications

Note:[15]

Engines on display

An Armstrong Siddeley Sapphire is on static display at the Midland Air Museum, Coventry Airport, Warwickshire.

Specifications (ASSa.7 / 7LR)

Data from [16]

General characteristics

Components

Performance

See also

Related development
Comparable engines
Related lists

References

Notes

  1. ↑ https://www.flightglobal.com/pdfarchive/view/1956/1956%20-%200017.html
  2. ↑ Depending on the sources, Metrovick either left the engine business on their own to concentrate on steam turbines, or were forced from the market by the Ministry of Supply in order to reduce the number of companies they had to deal with.
  3. ↑ Gunston 1989, p.102. Note: "...the firm had decided in 1947, under Ministry pressure, to get out of aviation"
  4. ↑ https://www.flightglobal.com/pdfarchive/view/1955/1955%20-%201780.html
  5. ↑ Testing Years" Roland Beamont, Ian Allen Ltd. Londondon, ISBN 0 7110 1072 2, p.93
  6. ↑ https://www.flightglobal.com/pdfarchive/view/1956/1956%20-%200018.html
  7. ↑ https://www.flightglobal.com/pdfarchive/view/1956/1956%20-%200020.html
  8. ↑ https://www.flightglobal.com/pdfarchive/view/1956/1956%20-%200022.html
  9. ↑ https://www.flightglobal.com/pdfarchive/view/1956/1956%20-%201599.html
  10. 1 2 3 Javelin From The Cockpit, Peter Caygill, Pen & Sword Books Ltd., ISBN 978-1-84884-656-2
  11. ↑ "seven decades of progress" General Electric, Aero Publishers Inc. 1979, Fallbrook, ISBN 0-8168-8355-6, p. 83
  12. ↑ "Olympus-the first forty years" Alan Baxter, Rolls-Royce Heritage Trust, 1990, ISBN 9780951171097, p.26
  13. ↑ https://www.flightglobal.com/pdfarchive/view/1959/1959%20-%202122.html
  14. 1 2 3 Taylor, John W.R. FRHistS. ARAeS (1955). Jane's All the World's Aircraft 1955-56. London: Sampson, Low, Marston & Co Ltd.
  15. ↑ In many cases the Sapphire was used on early prototypes of these aircraft and was often later replaced by the Rolls-Royce Avon, only the generic aircraft types are given.
  16. ↑ Taylor, John W.R. FRHistS. ARAeS (1962). Jane's All the World's Aircraft 1962-63. London: Sampson, Low, Marston & Co Ltd.

Bibliography

  • Gunston, Bill. World Encyclopedia of Aero Engines. Cambridge, England. Patrick Stephens Limited, 1989. ISBN 1-85260-163-9
  • Kay, Anthony L. (2007). Turbojet History and Development 1930-1960 1 (1st ed.). Ramsbury: The Crowood Press. ISBN 978-1-86126-912-6. 

External links

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