》4CH2SA+5吃GR%EnRs7 MEAN-1032 号 A∽ L96 答9n7和m+院 N.26r 注6%》 BIO MIIMLIM ACCEPONCE OMARIMM ACEPTANE BROCHARE NOMINAL MN,--/3% 05 ENEINE SERAL N9 845se47 Fig 2. Olympus 593 Mk 610 Performance of Fig 3. Effect of Cycle on Payload at Fixed New Production Engines (Assessed at Range Nominal Control Schedule Settings) Only two of the engines were rejected on datum value,results in a loss in payload. the first acceptance run,due in both cases The turbojet had optimum performance,a to low TET,and hence thrust,at limiting conclusion that had been reached indepen- HP spool rpm or measured EGT. In both dently by Government establishments. cases a change in component enabled the Concorde was designed to have no higher engine to be cleared. noise levels than the subsonic narrow bodied jets (707,VC10 etc)which were expected to The successor to Concorde must not only form the major part of airport movements at be economically viable,but must be the envisaged entry-into-service date. The environmentally acceptable. In their 1977 results of monitoring of Concorde operations paper to the AIAA/SAE Propulsion Conference into Washington and New York have confirmed the authors reviewed the application of new that this target has been achieved. technology to meet these aims,and discussed the constraints involved with particular Considerations of optimisation of mission reference to pollution and noise. Prior to fuel,including the quite considerable sub- that date ICAO had addressed the matter of sonic element in the reserves,led to the noise regulations for present and future choice of overall pressure ratio adopted. supersonic transport aircraft,and Apart from the engine cycle,other engineer- initiated a number of studies which have ing considerations were of major importance. been proceeding over the last year. This The Olympus family of engines had a large paper gives the results of some of the UK background of experience,and a supersonic contributions to these studies which are version was already under development for relevant to the choice of engine for a a military tactical strike aircraft (TSR2) supersonic cruise aircraft,and goes on to which was later cancelled,but not before discuss further options such as duct the engines had flown, burning and cycle variability in the light of these studies.The paper also summarises Furthermore,the Bristol part of the recent and proposed experimental work on Rolls-Royce organisation (Bristol Siddeley silencing, covering the results of Engines Limited as it was then known) co-annular nozzle noise measurements, and already had collaborative arrangements with including some details of a proposed the French engine company SNECMA. international collaboration programme to advance the technology of ejector These considerations weighed heavily in suppressors. favour of the choice of an olympus derivative,once the choice of engine cycle had been made,During the design and Choice of Engine for Concorde development of the engine and powerplant the Figure 3,which is reproduced from maximum possible amount of variability was Reference 1,shows the relationship trends incorporated to obtain the best performance and lowest noise within the constraints of between payload,TET,bypass ratio and jet velocity. It takes into account both the available technology. specific fuel consumption and powerplant weight and drag effects using Concorde as Figure 3 also shows how,as technology a datum at fixed range. advances,the use of increased TET would permit the bypass ratio to be increased and jet velocity reduced without sacrifice in At the cruise turbine entry temperatures (ueowethatn payload,and that an improved payload is obtained with higher TET if the jet velocity addition of bypass,to reduce jet velocity is held constant,or allowed to rise. at take-off and flyover (cut-back)from the 2Fig 2. Olympus 593 Mk 610 Performance of New Production Engines (Assessed at Nominal Control Schedule Settings) Only two of the engines were rejected on the first acceptance run, due in both cases to low TET, and hence thrust, at limiting HP spool rpm or measured EGT. In both cases a change in component enabled the engine to be cleared. ' The successor to Concorde must not only be economically viable, but must be environmentally acceptable. In their 1977 I paper to the AIAA/SAE Propulsion Conference the authors reviewed the application of new technology to meet these aims, and discussed the constraints involved with particular reference to pollution and noise. Prior to that date ICAO had addressed the matter of noise regulations for present and future supersonic transport aircraft, and initiated a number of studies which have been proceeding over the last year. This paper gives the results of some of the UK contributions to these studies which are relevant to the choice of engine for a supersonic cruise aircraft, and goes on to discuss further options such as duct burning and cycle variability in the light of these studies. The paper also summarises recent and proposed experimental work on silencing, covering the results of co-annular nozzle noise measurements, and including some details of a proposed international collaboration programme to advance the technology of ejector suppressors. Choice of Encline for Concorde Figure 3, which is reproduced from Reference 1, shows the relationship trends between payload, TET, bypass ratio and jet velocity. It takes into account both specific fuel consumption and powerplant weight and drag effects using Concorde as a datum at fixed range. At the cruise turbine entry temperatures envisaged at Cgncorde's early design stage (135OOK - 1400 K) Figure 3 shows that any addition of bypass, to reduce jet velocity at take-off and flyover (cut-back) from the 2 Fig 3. Effect of Cycle on Payload at Fixed Range datum value, results in a loss in payload. The turbojet had optimum performance, a conclusion that had been reached indepen￾dently by Government establishments. Concorde was designed to have no higher noise levels than the subsonic narrow bodied jets (707, VClO etc) which were expected to form the major part of airport movements at the envisaged entry-into-service date. The results of monitoring of Concorde operations into Washington and New York have confirmed that this target has been achieved. Considerations of optimisation of mission fuel, including the quite considerable sub￾sonic element in the reserves, led to the choice of overall pressure ratio adopted. Apart from the engine cycle, other engineer￾ing considerations were of major importance, The Olympus family of engines had a large background of experience, and a supersonic version was already under development for a military tactical strike aircraft (TSRZ) which was later cancelled, but not before the engines had flown. Furthermore, the Bristol part of the Rolls-Royce organisation (Bristol Siddeley Engines Limited as it was then known) already had collqborative arrangements with the French engine company SNECMA. These considerations weighed heavily in favour of the choice of an Olympus derivative, once the choice of engine cycle had been made. During the design and development of the engine and powerplant the maximum possible amount of variability was incorporated to obtain the best performance and lowest noise within the constraints of the available technology. Figure 3 also shows how, as technology advances, the use of increased TET would permit the bypass ratio to be increased and jet velocity reduced without sacrifice in payload, and that an improved payload is obtained with higher TET if the jet velocity is held constant, or allowed to rise