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{{short description|1960s British turbofan aircraft engine}}
{{Use dmy dates|date=December 2016}}
{{Use dmy dates|date=December 2016}}
{{Use British English|date=December 2016}}
{{Use British English|date=December 2016}}
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|type= [[Thrust vectoring|Vectored thrust]] [[turbofan]]
|type= [[Thrust vectoring|Vectored thrust]] [[turbofan]]
|manufacturer= [[Bristol Siddeley|Bristol Siddeley Engines Limited]]
|manufacturer= [[Bristol Siddeley|Bristol Siddeley Engines Limited]]
|first run= {{avyear|1960}}
|first run= 1960
|major applications= [[Hawker Siddeley P.1154]] (intended)
|major applications= [[Hawker Siddeley P.1154]] (intended)
|number built =6
|number built =6
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|}
|}


The '''Bristol Siddeley BS.100''' was a British twin-spool, [[vectored thrust]], [[turbofan]] [[Aircraft engine|aero engine]] that first ran in 1960. The engine was designed and built in limited numbers by [[Bristol Siddeley|Bristol Siddeley Engines Limited]]. The project was cancelled in early 1965.
The '''Bristol Siddeley BS.100''' is a British twin-spool, [[vectored thrust]], [[turbofan]] [[Aircraft engine|aero engine]] that first ran in 1960. The engine was designed and built in limited numbers by [[Bristol Siddeley|Bristol Siddeley Engines Limited]]. The project was cancelled in early 1965.


==Design and development==
==Design and development==
Based on the 300-series [[Rolls-Royce Olympus|Olympus]],<ref>http://www.flightglobal.com/pdfarchive/view/1962/1962%20-%200761.html</ref> the BS.100 was similar in general arrangement to that of the company's [[Rolls-Royce Pegasus|Pegasus]] design, but with the addition of [[Afterburner#Plenum Chamber Burning|plenum chamber burning]] (PCB), to enable the projected [[Hawker Siddeley P.1154]] VSTOL fighter design to accelerate to supersonic speed <ref>Gunston 1989, p.38.</ref> and to allow the aircraft to hover.
Based on the 300-series [[Rolls-Royce Olympus|Olympus]],<ref>[http://www.flightglobal.com/pdfarchive/view/1962/1962%20-%200761.html Flightglobal archive - 1962]</ref> the BS.100 was similar in general arrangement to that of the company's [[Rolls-Royce Pegasus|Pegasus]] design, but with the addition of [[plenum chamber burning]] (PCB), to enable the projected [[Hawker Siddeley P.1154]] VSTOL fighter design to accelerate to supersonic speed <ref>Gunston 1989, p.38.</ref> and to allow the aircraft to hover.


PCB is similar to [[afterburner|reheat]], but combustion is only applied to the bypass air (i.e. the front nozzles). PCB was quite difficult to develop since combustion had to occur on the bends between fan exit and entry to the two vectoring front nozzles and at much lower inlet pressure and temperature than a conventional afterburner. The PCB flame-holders were highly complex sheet metal fabrications which were difficult to envisage on a 2D engineering drawing. Consequently 3D models in wood had to be produced to aid development of the system.<ref>Pegasus:The Heart Of The Harrier, Andrew Dow 2009, Chapter 6</ref>
PCB is similar to [[afterburner|reheat]], but combustion is only applied to the bypass air (i.e. the front nozzles). PCB was quite difficult to develop since combustion had to occur on the bends between fan exit and entry to the two vectoring front nozzles and at much lower inlet pressure and temperature than a conventional afterburner. The PCB flame-holders were highly complex sheet metal fabrications which were difficult to envisage on a 2D engineering drawing. Consequently 3D models in wood had to be produced to aid development of the system.<ref name="Dow">Dow 2009, ch. 6</ref>


Variable area front nozzles were required. This was to be achieved by movable ramps mounted horizontally on the fuselage between the front and rear nozzles. For vertical flight and subsonic cruise, the nozzle area would be large, whereas with the PCB lit during acceleration to supersonic speed the ramps would be expanded, reducing flow to the front nozzles and diverting more flow into the core.<ref>Pegasus:The Heart Of The Harrier, Andrew Dow 2009, Chapter 6</ref>
Variable area front nozzles were required. This was to be achieved by movable ramps mounted horizontally on the fuselage between the front and rear nozzles. For vertical flight and subsonic cruise, the nozzle area would be large, whereas with the PCB lit during acceleration to supersonic speed the ramps would be expanded, reducing flow to the front nozzles and diverting more flow into the core.<ref name="Dow"/>
Although PCB ran on a Pegasus 2 development engine, it was never fitted to any of the BS100-8 engines that were built and never flew.<ref>Pegasus:The Heart Of The Harrier, Andrew Dow 2009, Chapter 6</ref>
Although PCB ran on a Pegasus 2 development engine, it was never fitted to any of the BS.100-8 engines that were built and never flew.<ref name="Dow"/>


The BS.100 was also intended for the [[Fokker Republic D-24]].<ref>http://www.flightglobal.com/pdfarchive/view/1962/1962%20-%201016.html</ref><ref>http://www.flightglobal.com/airspace/media/experimentalaircraftcutaways/fokker-republic-d-24-cutaway-9325.aspx</ref>
The BS.100 was also intended for the [[Fokker Republic D-24]].<ref>[http://www.flightglobal.com/pdfarchive/view/1962/1962%20-%201016.html Flightglobal archive]</ref><ref>[http://www.flightglobal.com/airspace/media/experimentalaircraftcutaways/fokker-republic-d-24-cutaway-9325.aspx Flightglobal archive Fokker-Republic D-24]</ref>


==Variants==
==Variants==
A range of BS100 engines were studied in the early 60's, but it was the BS100-8 that was finally selected for
A range of BS.100 engines were studied in the early 1960s, but it was the BS.100-8 that was finally selected for development manufacture and was actually built.<ref name="Dow"/>
Development Manufacture and was actually built.<ref>Pegasus:The Heart Of The Harrier, Andrew Dow 2009, Chapter 6</ref>


==Engines on display==
==Engines on display==
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==Specifications (BS.100-8)==
==Specifications (BS.100-8)==
{{jetspecs|
{{jetspecs|
⚫
|ref=''Pegasus:The Heart Of The Harrier.''<ref name="Dow"/>

⚫
|ref=''Pegasus:The Heart Of The Harrier.''<ref>Pegasus:The Heart Of The Harrier, Andrew Dow 2009, Chapter 6</ref>
|type=Vectored thrust after-burning [[turbofan]] with Plenum Chamber Burning (PCB)
|type=Vectored thrust after-burning [[turbofan]] with Plenum Chamber Burning (PCB)
|length={{cvt|107|in}} fan entry to exhaust cone truncation
|length={{cvt|107|in}} fan entry to exhaust cone truncation
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{{refbegin}}
{{refbegin}}
* Gunston, Bill. ''World Encyclopedia of Aero Engines''. Cambridge, England. Patrick Stephens Limited, 1989. {{ISBN|1-85260-163-9}}
* Gunston, Bill. ''World Encyclopedia of Aero Engines''. Cambridge, England. Patrick Stephens Limited, 1989. {{ISBN|1-85260-163-9}}
* Dow, Andrew. ''Pegasus - The heart of the Harrier.'' Barnsley, South Yorkshire. Pen and Sword, 2009. {{ISBN|1-84884-042-X}}
{{refend}}
{{refend}}


==External links==
==External links==
{{Commons category|Bristol Siddeley BS100}}
{{Commons category|Bristol Siddeley BS100}}
*[http://www.harrier.org.uk/history/history_p1154.htm P.1154 history at harrier.org]
*[http://www.harrier.org.uk/history/history_p1154.htm P.1154 history at harrier.org] {{Webarchive|url=https://web.archive.org/web/20190115012733/http://www.harrier.org.uk/history/history_p1154.htm |date=15 January 2019 }}


{{BristolAeroengines}}
{{BristolAeroengines}}

Latest revision as of 10:02, 27 October 2023

BS.100
Bristol Siddeley BS.100 on display at the Fleet Air Arm Museum.
Type Vectored thrust turbofan
Manufacturer Bristol Siddeley Engines Limited
First run 1960
Major applications Hawker Siddeley P.1154 (intended)
Number built 6

The Bristol Siddeley BS.100 is a British twin-spool, vectored thrust, turbofan aero engine that first ran in 1960. The engine was designed and built in limited numbers by Bristol Siddeley Engines Limited. The project was cancelled in early 1965.

Design and development[edit]

Based on the 300-series Olympus,[1] the BS.100 was similar in general arrangement to that of the company's Pegasus design, but with the addition of plenum chamber burning (PCB), to enable the projected Hawker Siddeley P.1154 VSTOL fighter design to accelerate to supersonic speed [2] and to allow the aircraft to hover.

PCB is similar to reheat, but combustion is only applied to the bypass air (i.e. the front nozzles). PCB was quite difficult to develop since combustion had to occur on the bends between fan exit and entry to the two vectoring front nozzles and at much lower inlet pressure and temperature than a conventional afterburner. The PCB flame-holders were highly complex sheet metal fabrications which were difficult to envisage on a 2D engineering drawing. Consequently 3D models in wood had to be produced to aid development of the system.[3]

Variable area front nozzles were required. This was to be achieved by movable ramps mounted horizontally on the fuselage between the front and rear nozzles. For vertical flight and subsonic cruise, the nozzle area would be large, whereas with the PCB lit during acceleration to supersonic speed the ramps would be expanded, reducing flow to the front nozzles and diverting more flow into the core.[3]

Although PCB ran on a Pegasus 2 development engine, it was never fitted to any of the BS.100-8 engines that were built and never flew.[3]

The BS.100 was also intended for the Fokker Republic D-24.[4][5]

Variants[edit]

A range of BS.100 engines were studied in the early 1960s, but it was the BS.100-8 that was finally selected for development manufacture and was actually built.[3]

Engines on display[edit]

A preserved Bristol Siddeley BS.100 is on public display at the Fleet Air Arm Museum, RNAS Yeovilton.

Specifications (BS.100-8)[edit]

Data from Pegasus:The Heart Of The Harrier.[3]

General characteristics

  • Type: Vectored thrust after-burning turbofan with Plenum Chamber Burning (PCB)
  • Length: 107 in (2,700 mm) fan entry to exhaust cone truncation
  • Diameter: 52 in (1,300 mm) fan
  • Dry weight:

Components

  • Compressor: Two-spool axial flow, 4-stage LP compressor fan, with 7-stage HP compressor
  • Turbine: HP cooled single-stage with 2-stage uncooled LP turbines
  • Fuel type: Kerosene

Performance

  • Maximum thrust:
    • 26,200 lbf (116.5 kN) PCB off
    • 33,140 lbf (147.4 kN) normal lift thrust, PCB on, 20 second rating
    • 35,170 lbf (156.4 kN) short lift thrust, PCB on, 140 second rating
  • Overall pressure ratio: 11.45:1
  • Bypass ratio: 0.934:1
  • Air mass flow: 490 lb/s (220 kg/s)
  • Turbine inlet temperature: 1,447K short lift
  • Specific fuel consumption: 0.773 lb/(lbf.h)21.9g/(kN.s) PCB off

See also[edit]

Related development

Comparable engines

Related lists

References[edit]

Notes[edit]

  1. ^ Flightglobal archive - 1962
  2. ^ Gunston 1989, p.38.
  3. ^ a b c d e Dow 2009, ch. 6
  4. ^ Flightglobal archive
  5. ^ Flightglobal archive Fokker-Republic D-24

Bibliography[edit]

  • Gunston, Bill. World Encyclopedia of Aero Engines. Cambridge, England. Patrick Stephens Limited, 1989. ISBN 1-85260-163-9
  • Dow, Andrew. Pegasus - The heart of the Harrier. Barnsley, South Yorkshire. Pen and Sword, 2009. ISBN 1-84884-042-X

External links[edit]

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