Got this from Groggy on the TGP site
http://www.tgplanes.com/Public/snitz/topic.asp?TOPIC_ID=1268
“The L.R.1 bomber project was first submitted to the Ministry of Aircraft Production late in 1944” and “In May, 1945 a project was prepared for a transatlantic civil transport powered by four L.R. 1 engines driving ducted fans. The machine was designed to cruise at 470 m.p.h. at 45,000ft. with a still air range of 5,280 miles and a payload of 20,000 lb. The estimated all-up weight was 156,000 lb.”
“The static thrust of the straight jet version of the engine was envisaged as 5,500lb static thrust at S.L.” The L.R.1 turbo fan would have given with a bypass ratio of 2.5, so this would give a thrust of ?? 10,000 lb? any ideas?
This is about the only details I can find for the L.R. 1 bomber but I was told by Ian Whittle, Whittles son that the prototype L.R.1 engine was almost finished being built.
Any additions or comments?
Anybody have any further information on the bomber, the civilain transport or the engines and what would have been the effect on the early post war designs if a turbofan had been available in the late 40’s
By: alertken - 13th November 2006 at 23:40
“What would have been the effect on the early post war designs if a turbofan had been available in the late 40’s?” Not much; no role.
Start in 1944. If its rapid climb you want, then turbojet. For endurance, Big recip – Eagle/Pennine. We’re trying the propellor-turbine, though bothered about its sfc; we’re funding Clyde/Dart/Tweed at RR, Proteus/Theseus at Bristol, Mamba/Python at MetroVick. Power Jets is trying W2/700, plenum-chamber-burning turbofan, Miles M.52 as FTB.
Move to 1947. W2/700 and M.52 lapsed in 1946 as we had neither enemy nor money. RR, trying too much, is making a mess of AJ.65 axial turbojet. Bristol starts B.E.10 (to be Olympus 100), MoS moves F.9 from MetroVick to ASM, to be Sapphire: these turbojets are chosen for Avro/HP Mediums because we need all-the-power-we-can get to lift the ghastly bulk of Blue Danube high to Moscow. Halford, trying too much at DH, sees EE sell his Napier E.113 turbofan scheme to RR: it had been chosen for Short Sperrin, but Hives substitutes AJ.65 and dams various Clydes so he can attend to fixing (to be Avon) and placing it on Geo.Edwards’ proper Medium.
1950: RR places (E.113, now)RB.80 Conway on Valiant B.2 (Avon, prot.only): it’s a low pathfinder – endurance (=turbofan) more than power (=turbojet). But it gets chopped. Mid-1950s: floods of Avons, Olympii, Sapphires, berthed where power beats endurance.
Conway was revived for Victor 2 because its Bomb was to be lighter, its range greater, so well-met by BPR >1. Range (or lower fuel burn) became a civil attribute, admitting Conway and JT3D-3B to displace JT4A. Modest BPR had no especial virtue: it’s the big fan that makes turbofans worthwhile, and that needed the metallurgical innovations of 1963.
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November 7, 2006 at 10:05 am