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• W2077880885 abstract "T cost of the development and production of strikefighter aircraft increased rapidly in the 1950s because of the ever-increasing sophistication of the electronics and the bombs or missiles carried, together with the demand for supersonic performance of at least Mach 2. In a forlorn attempt to reverse this tendency in England, W.E.W. Fetter, designer of the famed Canberra bomber, proposed the Gnat fighter, weighing less than 10,000 Ib ancf limited to high subsonic performance, in the hope that such an aircraft would be inexpensive and easy to produce. Gen. Norstadt of the U.S. Air Force, Supreme Commander of NATO, supported the concept, but added that it should be capable of taking off and landing on 2000 ft grass strips, which he described as cow pastures. The specifications of the NATO Light Fighter, as it came to be known, closely followed those of the Gnat, except that this aircraft was to have high-pressure tires and thus could not operate from grass fields. Fetter, being the obstinate fellow he was, steadfastly refused to change and, therefore, opened the field to D'Assault, Breguet, and Fiat; thus, the lightweight fighter competition began. In the background, Col. John O'Driscoll of the U.S. Air Force was the driving force behind the competition and had inspired Gen. Norstadt to issue his requirements. At the time, O'Driscoll was the executive head of the Mutual Weapons Development Program (MWDP) in Paris, and had funding available for development projects of interest to NATO. He was also a man of great vision and experience, and the resuscitation of the German and Italian aircraft industries and air forces owes much to the vigor with which he pursued both the competition and selection of the lightweight fighter. He also held the purse strings and dealt most effectively with the competitors, despite the enormous pressures to which he was subjected. The Bristol Engine Company had proposed the Orpheus engine as the powerplant for the Gnat. This engine had an air mass flow of 80 Ib/s, a compression ratio of 4.5/1, a thrust of 4850 Ib for a weight of 800 Ib. As such, it was easily the lightest engine available and was subsequently adopted by all the aircraft competitors as the desired powerplant. Thus, Col. O'Driscoll had few problems in the choice of the engine, and after the technical details had been scrutinized at WrightPatterson Air Force Base and Theodore von Karman, he was able to give immediate financial support for the development of the engine. The arrangement was that MWDP would pay 15% of the development cost and the Bristol Engine Company fund the remainder. A cross-sectional drawing of the Orpheus is shown in Fig. 1. It had a seven-stage axial compressor, an annular combustion chamber, and a single-stage turbine (the compression ratio having been chosen for this purpose). The basic new feature was the large-diameter, thin shaft connecting the turbine and compressor, which eliminated all whirling problems and enabled two main bearings to be used—one at the front of the compressor and the other at the rear of the turbine. Hitherto, axial engines had always had a three-bearing arrangement, which necessitated a coupling in the center of the compressor-turbine shaft where the third bearing was situated. The Orpheus was the first jet engine to avoid this complication, weight, and cost. Additionally, the turbine was mounted on the shaft by Firth couplings. This simple device proved to be a very accurate centering mechanism, allowing the turbine to be removed and replaced without the need for dynamic rebalancing. All of these features have now become standard design techniques in modern engines, but were initiated on the Orpheus and made a substantial contribution to its low cost, light weight, and reliability. The engine met all of its performance requirements, and ran like a watch. In the meantime, the aircraft competition had been won by Fiat, where Gabrielli had designed the G91. Hundreds of this aircraft were produced in both Germany and Italy, and the Orpheus engine was likewise produced by Fiat in Italy and Klockner-Humboldt Deutz in Germany. In fact, in the postwar era, the first 100,000 h of flying by the Luftwaffe were all with the G91 and the Orpheus. Col. O'Driscoll had always considered short takeoff and landing to be a prime requirement in the European theater, which at that time was very short of concrete runways, all of which were highly vulnerable. Having launched the G91 and the Orpheus, he thus turned his attention to vertical takeoff and landing (VTOL). In Paris at the time, was a famous French aircraft designer, Michele Wibault, who was unattached to any aircraft company and was being supported by Winthrop Rockefeller. Wibault had an idea for a vertical takeoff fighter, which consisted of a turbine engine (in his case the Bristol Orion engine) driving through gearboxes and cross shafts four centrifugal compressors, two on each side of the aircraft (see Fig. 2). The volutes could be rotated through 90 deg, so the" @default.
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• W2077880885 date "1981-05-01" @default.
• W2077880885 modified "2023-10-18" @default.
• W2077880885 title "History of the Pegasus vectored thrust engine" @default.
• W2077880885 doi "https://doi.org/10.2514/3.44708" @default.
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