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{{short description|1930s British piston aircraft engine}}
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{{Use dmy dates|date=December 2016}}
[[image:bristol.perseus.arp.750pix.jpg|thumb|right|250px|Bristol Perseus engine]]
{{Use British English|date=December 2016}}
{|{{Infobox Aircraft Begin
|name=Perseus
|image=File:bristol.perseus.arp.750pix.jpg
|caption=Preserved Bristol Perseus
}}{{Infobox Aircraft Engine
|type=[[Piston]] [[aircraft engine]]
|manufacturer=[[Bristol Aeroplane Company]]
|first run= 1932
|major applications=[[Westland Lysander]]<br>[[Blackburn Skua]]
|number built =c.8,000
|program cost =
|unit cost =
|developed from =
|developed into = [[Bristol Hercules]]
|variants with their own articles =
}}
|}


The '''Perseus''' was a nine cylinder one-row [[radial engine|radial]] [[aircraft engine]] produced by the [[Bristol Engine Company]] starting in 1932. It was not widely used due to the rapid introduction of much more powerful two-row engines like the [[Bristol Hercules]], but is notable as being Bristol's first successful [[sleeve valve]] design.
The '''Bristol Perseus''' was a British nine-cylinder, single-row, air-cooled [[radial engine|radial]] [[aircraft engine]] produced by the [[Bristol Engine Company]] starting in 1932. It was the first production [[sleeve valve]] aero engine.<ref>Lumsden 2003, p.116.</ref>


==Design and development==
In late 1925 and early 1926, the [[Royal Aircraft Establishment|RAE]] published a series of papers by [[Harry Ricardo]] on the sleeve valve principle. In short, the sleeve valve replaced the normal [[poppet valve]]s in the engine with a rotating sleeve inside the cylinder. As the sleeve rotated, holes in the sleeve lined up with holes in the cylinder to open and close the valve. The advantages were primarily simplicity and that less energy is needed to run the system. However at higher powers and RPMs, when the engine needs to move considerably more air more quickly, the sleeve design comes into its own. Normal poppet valves require some time to open and close, limiting the maximum speed of the engine. This can be corrected with stronger mechanisms, but only at the cost of increased power needs and stronger (and heavier) mechanisms. In contrast the sleeve required almost constant power to drive at any speed; driving it at high speeds was no more difficult than low. The sleeve is also much easier to "drive" than the poppet in terms of layout, there are no pushrods or rockers needed, just a gear at the base of the cylinder. This makes it much easier to use in "dense" two-row engines where the pushrods otherwise take up considerable space.
In late 1925 and early 1926, the [[Royal Aircraft Establishment]] (RAE) published a series of papers by [[Harry Ricardo]] on the [[sleeve valve]] principle. The main advantages over the traditional [[poppet valve]]s was better [[volumetric efficiency]] and the ability to operate at higher rotational speeds. This allowed a smaller engine to produce the same power as a larger one, leading to better fuel efficiency and compact design, particularly in multi-row radial engines.


It was this "future expansion" capability that interested Roy Fedden when he first read of the work. By 1927 Fedden had built a working two cylinder V as a testbed, with the idea of developing it into a V-12. However several problems cropped up on the design, notably that the sleeves tended to burst during the power stroke and strip their driving gears. This led to a long series of tests and materials changes and upgrades that required six years and an estimated 2 million pounds, but by 1933 the problems had been worked out.
[[Roy Fedden]], Bristol's primary engine designer, became interested in the concept and by 1927 he had constructed a working two-cylinder V as a test bed, with the idea of developing it into a V-12. Problems cropped up on the design, notably the sleeves bursting during the power stroke and stripping their driving gears. A long series of tests and materials changes and improvements required six years and an estimated £2 million to cure. By 1933, the problems had been worked out and the Perseus went on to become the first sleeve valve aero-engine in the world, to be put into large quantity production.<ref>Bridgman (Jane's) 1998, p. 270.</ref>


The result was a [[Bristol Jupiter|Jupiter]]-sized engine adapted to the sleeve system, the Perseus, and its smaller cousin, the [[Bristol Aquila]]. The first production versions of the Perseus were rated at 580 [[horsepower]] 433 kW), the same as the same-year model [[Bristol Mercury|Mercury]], which shows that the sleeve system was being underutilized. However this was quickly uprated as improvements were introduced, and by 1936 the Perseus was delivering 810 hp (604 kW), eventually topping out at 930 hp (690 kW) in 1939. This is roughly double the power of the Jupiter.
The result was a [[Bristol Mercury]]-sized engine adapted to the sleeve valve system, the Perseus, and its smaller cousin, the [[Bristol Aquila]]. The first production versions of the Perseus were rated at 580 [[horsepower]] (433&nbsp;kW), the same as the Mercury model for that year, which shows that the sleeve system was being underexploited. The engine was quickly uprated as improvements were introduced and by 1936 the Perseus was delivering 810&nbsp;hp (604&nbsp;kW), eventually topping out at 930&nbsp;hp (690&nbsp;kW) in 1939, while the Perseus 100 with an increased capacity of 1,635 cu in (26.8 L), produced {{convert|1200|hp|kW|abbr=on}} at 2,700 rpm at 4,250&nbsp;ft (1,296 m).<ref>Bridgman (Jane's) 1998, p. 272.</ref> This far outperformed even the most developed versions of the Mercury.


The Perseus saw limited use in the civilian field, notably on the [[Short Empire]] flying-boats, but was more common in the now-expanding military field where it was found on the [[Westland Lysander]], [[Vickers Vildebeest]], [[Blackburn Botha]], [[Blackburn Skua|Skua]] and [[Blackburn Roc|Roc]] [[bomber]]s.
The Perseus saw limited use in the civilian field, notably on the [[Short Empire]] flying-boats but was more common in the expanding military field, where it was found on the [[Westland Lysander]] reconnaissance aircraft and the [[Vickers Vildebeest]], [[Blackburn Botha]], [[Blackburn Skua|Skua]] and [[Blackburn Roc|Roc]] [[bomber]]s.


The main contribution of the Perseus is that its mechanicals were used as the basic piston and cylinder for the "twinned" versions, the tremendously successful [[Bristol Hercules|Hercules]] and [[Bristol Centaurus|Centaurus]]. It was in these designs that the advantages of the sleeve valve were finally put to good use, and by war's end the Centarus was one of the most powerful engines in the world.
The main contribution of the Perseus is that its design was used as the basic piston and cylinder for two "twinned" (double-row) types: the tremendously successful [[Bristol Hercules]] and [[Bristol Centaurus]] engines. It was in these designs that the advantages of the sleeve valve were finally put to good use and by war's end, the Centaurus was one of the most powerful engines in the world.


==Applications==
== Specifications (Perseus)==
[[File:De havilland DH95 Flamingo.jpg|thumb|right|Bristol Perseus powered [[de Havilland Flamingo]]]]
{{pistonspecs|
''Note:''<ref>List from Lumsden, the Perseus may not be the main powerplant for some of these types</ref>
<!-- If you do not understand how to use this template, please ask at [[Wikipedia talk:WikiProject Aircraft]] -->
* [[Blackburn Botha]]
* [[Blackburn Roc]]
* [[Blackburn Skua]]
* [[Bristol Bulldog]]
* [[Bristol Type 148]]
* [[Burnelli UB-14|Cunliffe-Owen Flying Wing]]
* [[de Havilland Flamingo]]
* [[de Havilland Flamingo|de Havilland Hertfordshire]]
* [[Gloster Goring]]
* [[Hawker Hart]]
* [[Saro A.33]]
* [[Short Empire]]
* [[Short Scylla]]
* [[Vickers Vellore|Vickers Vellox]]
* [[Vickers Vildebeest|Vickers Vildebeest Mk.IV]]
* [[Westland Lysander|Westland Lysander Mk.II]]

==Specifications (Perseus XII)==
[[File:Bristol Perseus sleeve valve radial engine.jpg|thumb|right|Cutaway Bristol Perseus showing sleeve valves and reduction gears]]
{{pistonspecs
|<!-- If you do not understand how to use this template, please ask at [[Wikipedia talk:WikiProject Aircraft]] -->
<!-- Please include units where appropriate (main comes first, alt in parentheses). If data are missing, leave the parameter blank (do not delete it). For additional lines, end your alt units with </li> and start a new, fully-formatted line with <li> -->
<!-- Please include units where appropriate (main comes first, alt in parentheses). If data are missing, leave the parameter blank (do not delete it). For additional lines, end your alt units with </li> and start a new, fully-formatted line with <li> -->
|ref=''Lumsden.''<ref>Lumsden 2003, p.117.</ref>
|type=9-cylinder one-row [[radial engine]]
|type=Nine-cylinder single-row supercharged air-cooled [[radial engine]]
|bore=5.75 in (146 mm)
|bore=5.75 in (146 mm)
|stroke=6.5 in (165 mm)
|stroke=6.5 in (165 mm)
|displacement=1,520 in³ (24.9 L)
|displacement=1,520 in<sup>3</sup> (24.9 L)
|length=
|length=49 in (1,245 mm)
|diameter=
|diameter=55.3 in (1,405 mm)
|width=
|width=
|height=
|height=
|weight=1,026 lb (466 kg)
|weight=1,025 lb (465 kg)
|valvetrain=[[Sleeve valve]]
|valvetrain=[[Sleeve valve]]
|supercharger=
|supercharger=Single-speed [[centrifugal type supercharger]]
|fuelsystem=[[Claudel-Hobson]] [[carburetor|carburettor]]
|turbocharger=
|fueltype=87 [[octane rating|Octane]] [[gasoline|petrol]]
|fuelsystem=
|fueltype=
|oilsystem=
|oilsystem=
|coolingsystem=Air-cooled
|coolingsystem=Air-cooled
|power=
|power=540 hp (400 kW) at 2,400 rpm
* 830 hp (619 kW) at 2,650 rpm for takeoff
|specpower=0.36 hp/in³ (16.1 kW/L)
* 905 hp (675 kW) at 2,750 rpm at 6,500 ft (1,980 m)
|compression=
|specpower=0.59 hp/in³ (26.75 kW/L)
|compression=6.75:1
|fuelcon=
|fuelcon=
|specfuelcon=
|specfuelcon=0.43 lb/(hp·h) (261 g/(kW·h))
|oilcon=
|oilcon=0.28 oz/(hp·h) (11 g/(kW·h))
|power/weight=0.53 hp/lb (0.86 kW/kg)
|power/weight=0.88 hp/lb (1.45 kW/kg)
|reduction_gear=0.5:1 turning a [[de Havilland]] variable pitch [[Propeller (aircraft)|propeller]]
}}

==See also==
{{aircontent
<!-- other related articles that have not already linked: -->
|see also=

<!-- designs which were developed into or from this aircraft: -->
|related=
* [[Bristol Hercules]]
* [[Bristol Centaurus]]
<!-- aircraft that are of similar role, era, and capability this design: -->
|similar aircraft=

<!-- relevant lists that this aircraft appears in: -->
|lists=
* [[List of aircraft engines]]

<!-- For aircraft engine articles. Engines that are of similar to this design: -->
|similar engines=

<!-- See [[WP:Air/PC]] for more explanation of these fields. -->
}}
}}
Comment: The specifications given for the Perseus seem to be the size of the Mercury and not the Jupiter as stated in the article.


==Uses==
==References==
{{Commons category|Bristol Perseus}}
;{{GBR}}:
*[[Blackburn Botha]]
*[[Blackburn Roc]]
*[[Blackburn Skua]]
*[[de Havilland Flamingo]]
*[[Short Empire]]
*[[Vickers Vildebeest]] MK IV
*[[Westland Lysander|Westland Lysander Mk.II]]


===Notes===
{{BristolAeroengines}}
{{reflist}}


===Bibliography===
[[Category:Radial engines]]
{{refbegin}}
* Bridgman, L, (ed.) (1998) ''Jane's Fighting Aircraft of World War II.'' Crescent . {{ISBN|0-517-67964-7}}
* Gunston, Bill. ''World Encyclopedia of Aero Engines''. Cambridge, England. Patrick Stephens Limited, 1989. {{ISBN|1-85260-163-9}}
* Gunston, Bill. ''Development of Piston Aero Engines''. Cambridge, England. Patrick Stephens Limited, 2006. {{ISBN|0-7509-4478-1}}
* Lumsden, Alec. ''British Piston Engines and their Aircraft''. Marlborough, Wiltshire: Airlife Publishing, 2003. {{ISBN|1-85310-294-6}}.
{{refend}}
<!--==External links== -->
{{Bristol aeroengines}}


[[Category:Aircraft air-cooled radial piston engines]]
[[it:Bristol Perseus]]
[[Category:Bristol aircraft engines|Perseus]]
[[Category:Sleeve valve engines]]
[[Category:1930s aircraft piston engines]]

Latest revision as of 21:02, 16 April 2024

Perseus
Preserved Bristol Perseus
Type Piston aircraft engine
Manufacturer Bristol Aeroplane Company
First run 1932
Major applications Westland Lysander
Blackburn Skua
Number built c.8,000
Developed into Bristol Hercules

The Bristol Perseus was a British nine-cylinder, single-row, air-cooled radial aircraft engine produced by the Bristol Engine Company starting in 1932. It was the first production sleeve valve aero engine.[1]

Design and development[edit]

In late 1925 and early 1926, the Royal Aircraft Establishment (RAE) published a series of papers by Harry Ricardo on the sleeve valve principle. The main advantages over the traditional poppet valves was better volumetric efficiency and the ability to operate at higher rotational speeds. This allowed a smaller engine to produce the same power as a larger one, leading to better fuel efficiency and compact design, particularly in multi-row radial engines.

Roy Fedden, Bristol's primary engine designer, became interested in the concept and by 1927 he had constructed a working two-cylinder V as a test bed, with the idea of developing it into a V-12. Problems cropped up on the design, notably the sleeves bursting during the power stroke and stripping their driving gears. A long series of tests and materials changes and improvements required six years and an estimated £2 million to cure. By 1933, the problems had been worked out and the Perseus went on to become the first sleeve valve aero-engine in the world, to be put into large quantity production.[2]

The result was a Bristol Mercury-sized engine adapted to the sleeve valve system, the Perseus, and its smaller cousin, the Bristol Aquila. The first production versions of the Perseus were rated at 580 horsepower (433 kW), the same as the Mercury model for that year, which shows that the sleeve system was being underexploited. The engine was quickly uprated as improvements were introduced and by 1936 the Perseus was delivering 810 hp (604 kW), eventually topping out at 930 hp (690 kW) in 1939, while the Perseus 100 with an increased capacity of 1,635 cu in (26.8 L), produced 1,200 hp (890 kW) at 2,700 rpm at 4,250 ft (1,296 m).[3] This far outperformed even the most developed versions of the Mercury.

The Perseus saw limited use in the civilian field, notably on the Short Empire flying-boats but was more common in the expanding military field, where it was found on the Westland Lysander reconnaissance aircraft and the Vickers Vildebeest, Blackburn Botha, Skua and Roc bombers.

The main contribution of the Perseus is that its design was used as the basic piston and cylinder for two "twinned" (double-row) types: the tremendously successful Bristol Hercules and Bristol Centaurus engines. It was in these designs that the advantages of the sleeve valve were finally put to good use and by war's end, the Centaurus was one of the most powerful engines in the world.

Applications[edit]

Bristol Perseus powered de Havilland Flamingo

Note:[4]

Specifications (Perseus XII)[edit]

Cutaway Bristol Perseus showing sleeve valves and reduction gears

Data from Lumsden.[5]

General characteristics

  • Type: Nine-cylinder single-row supercharged air-cooled radial engine
  • Bore: 5.75 in (146 mm)
  • Stroke: 6.5 in (165 mm)
  • Displacement: 1,520 in3 (24.9 L)
  • Length: 49 in (1,245 mm)
  • Diameter: 55.3 in (1,405 mm)
  • Dry weight: 1,025 lb (465 kg)

Components

Performance

See also[edit]

Related development

Related lists

References[edit]

Wikimedia Commons has media related to Bristol Perseus.

Notes[edit]

  1. ^ Lumsden 2003, p.116.
  2. ^ Bridgman (Jane's) 1998, p. 270.
  3. ^ Bridgman (Jane's) 1998, p. 272.
  4. ^ List from Lumsden, the Perseus may not be the main powerplant for some of these types
  5. ^ Lumsden 2003, p.117.

Bibliography[edit]

  • Bridgman, L, (ed.) (1998) Jane's Fighting Aircraft of World War II. Crescent . ISBN 0-517-67964-7
  • Gunston, Bill. World Encyclopedia of Aero Engines. Cambridge, England. Patrick Stephens Limited, 1989. ISBN 1-85260-163-9
  • Gunston, Bill. Development of Piston Aero Engines. Cambridge, England. Patrick Stephens Limited, 2006. ISBN 0-7509-4478-1
  • Lumsden, Alec. British Piston Engines and their Aircraft. Marlborough, Wiltshire: Airlife Publishing, 2003. ISBN 1-85310-294-6.
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