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{{short description|1940s British turboprop aircraft engine}}
{{Use dmy dates|date=December 2016}}
{{Use British English|date=December 2016}}
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{|{{Infobox Aircraft Begin
{|{{Infobox aircraft begin
|name=Theseus
|name=Theseus
|image=bristol.theseus.arp.750pix.jpg
|image=bristol.theseus.arp.750pix.jpg
Line 7: Line 10:
|type=[[Turboprop]]
|type=[[Turboprop]]
|manufacturer=[[Bristol Siddeley]]
|manufacturer=[[Bristol Siddeley]]
|first run=18 July {{avyear|1945}}
|first run=18 July 1945
|major applications=[[Handley Page Hermes]]
|major applications=[[Handley Page Hermes]]
}}
}}
|}
|}


The '''Theseus''' was the [[Bristol Aeroplane Company]]'s first attempt at a gas-[[turbine]] engine design, a [[turboprop]] that delivered just over 2,000&nbsp;hp (1,500&nbsp;kW). A novel feature was the use of a heat exchanger to transfer waste heat from the exhaust to the compressor exit.
The '''Theseus''' was the [[Bristol Aeroplane Company]]'s first attempt at a gas-[[turbine]] engine design. A [[turboprop]] delivering just over 2,000&nbsp;hp (1,500&nbsp;kW) was chosen rather than compete with companies that were already developing turbojets. A [[heat exchanger]] to transfer [[waste heat]] from the exhaust to the compressor exit was necessary to meet a requirement for a fuel consumption comparable to a piston engine.
However, the heat exchanger was abandoned after tests showed that it had a high pressure loss and only produced a fuel saving of 8%. Furthermore overall performance was reduced
⚫
The engine was soon superseded by the [[Bristol Proteus|Proteus]] design with more power, and the only extended use of the engine was in two [[Handley Page Hermes|Handley Page Hermes 5]] development aircraft.<ref>Gunston 1989, p.34.</ref>
<ref>Making Jet Engines in World War II: Britain, Germany, and the United States', Hermione Giffard 2016,University of Chicago,p.114-115</ref>
<ref>Turbojet History And Development 1930-1960 Volume 1, Antony Kay2007, {{ISBN|978 1 86126 912 6}}, p.139</ref>


Following 156 hours of ground runs and the receipt of a test certificate from the Ministry of Supply on 28 January 1947, two Theseus engines were fitted in the outer positions of a four-engined [[Avro Lincoln]] for air tests.<ref name="Flight1947">{{cite journal | title=Theseus Air Testing - First Bristol Airscrew Turbines Fly in a Lincoln : Some Features Discussed | journal= [[Flight International|Flight]] | page= 270| date= 27 March 1947 |url=http://www.flightglobal.com/pdfarchive/view/1947/1947%20-%200444.html}}</ref> After ground and taxying test the Lincoln first flew on 17 February 1947.<ref name="Flight1947" />
As well as being one of the first engines to feature a [[free-turbine turboshaft|free propeller turbine]], the Theseus was the first turboprop in the world to pass a [[Type certificate|type test]] in January 1947.<ref>http://www.flightglobal.com/pdfarchive/view/1947/1947%20-%200602.html {{Dead link|date=February 2022}}</ref> Following 156 hours of ground runs and the receipt of a test certificate from the Ministry of Supply on 28 January 1947, two Theseus engines were fitted in the outer positions of a four-engined [[Avro Lincoln]] for air tests.<ref name="Flight1947">{{cite journal | title=Theseus Air Testing - First Bristol Airscrew Turbines Fly in a Lincoln : Some Features Discussed | journal= [[Flight International|Flight]] | page= 270| date= 27 March 1947 |url=http://www.flightglobal.com/pdfarchive/view/1947/1947%20-%200444.html}}</ref> After ground and taxying test the Lincoln first flew on 17 February 1947.<ref name="Flight1947" />


⚫
The engine was also installed in two [[Handley Page Hermes|Handley Page Hermes 5]] development aircraft.<ref>Gunston 1989, p.34.</ref>
The Theseus was the first propeller turbine (turboprop) engine in the world to pass a [[Type certificate|type test]], doing so in January 1947.<ref>http://www.flightglobal.com/pdfarchive/view/1947/1947%20-%200602.html</ref>

It was soon superseded by the [[Bristol Proteus|Proteus]] design with more power.


==Applications==
==Applications==
*[[Avro Theseus Lincoln]]<ref>Test bed only</ref>
*[[Avro Theseus Lincoln]]<ref>Test bed only</ref>
*[[Handley Page Hermes|Handley Page Hermes 5]]
*[[Handley Page Hermes|Handley Page Hermes 5]]

==Bristol Theseus on public display==
[[East Midlands Aeropark]] Castle Donington.


==Variants==
==Variants==
;Theseus Series TH.11
;Theseus Series TH.11
:Variant without heat exchanger
:Variant without heat exchanger. Ran for first time July 18, 1945
;Theseus Series TH.21
;Theseus Series TH.21
:Variant with heat exchanger
:Variant with heat exchanger. Ran for first time in December, 1945
;Theseus 502:

==Specifications (Theseus Th.21)==
==Specifications (Theseus Th.21)==
{{jetspecs
{{jetspecs
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|ref=<ref name=Wilkinson>{{cite book|last=Wilkinson|first=Paul H.|title=Aircraft Engines of the world 1946|year=1946|publisher=Sir Isaac Pitman & Sons|location=London|pages=284-285}}</ref>
|ref=Aircraft Engines of the world 1946<ref name=Wilkinson>{{cite book|last=Wilkinson|first=Paul H.|title=Aircraft Engines of the world 1946|year=1946|publisher=Sir Isaac Pitman & Sons|location=London|pages=284–285}}</ref>
|type=Mixed compressor [[turboprop]] with heat exchanger
|type=Mixed compressor [[turboprop]] with matrix heat exchanger
|length={{convert|106|in|mm|abbr=on|1}}
|length={{convert|106|in|m|abbr=on|2}}
|diameter={{convert|49|in|mm|abbr=on|1}}
|diameter={{convert|48|in|m|abbr=on|2}}<ref name="PM magazine2">Practical Mechanics, February 1947, p.172</ref>
|weight={{convert|2,310|lb|kg|abbr=on|1}}
|weight={{convert|2,310|lb|kg|abbr=on}}
|compressor=8-stage axial + 1-stage centrifugal compressors feeding the combustion chambers through a heat exchanger
|compressor=8-stage axial + 1-stage centrifugal compressors feeding the combustion chambers through a heat exchanger
|combustion=8 x stainless steel can combustion chambers
|combustion=8 x stainless steel can combustion chambers
|turbine=2-stage axial + 1-stage axial free turbine driving the propeller
|turbine=2-stage axial + 1-stage axial [[free-turbine turboshaft|free turbine]] driving the propeller
|fueltype=Kerosene (R.D.E. / F / KER)
|fueltype=Kerosene (R.D.E. / F / KER)
|oilsystem=pressure feed to bearings, dry sump, 40 S.U. secs (13 cs) (Intavia 620) grade oil
|oilsystem=pressure feed to bearings, dry sump, 40 [[S.U. secs]] (13 cSt) (Intavia 620) grade oil
|power={{convert|2,800|hp|kW|abbr=on|2}} equivalent at 8,200 rpm at sea level ''({{convert|2,200|hp|kW|abbr=on|2}} + {{convert|825|lbf|kN|abbr=on|2}} residual thrust)''
|power={{convert|1,950|bhp|kW|abbr=on}}@Sea Level Static, ISA plus {{convert|500|lbf|kN|abbr=on|2}} residual thrust<ref name="PM magazine2" />
|thrust=
|thrust=
|compression=5:1<ref name="PM magazine1">Practical Mechanics, January 1947, p.116-118</ref>
|compression=3:1
|aircon=30.0 lb/s (13.61 kg/s)<ref name="PM magazine1" />
|bypass=
|bypass=
|aircon=
|turbinetemp=
|turbinetemp=
|fuelcon=
|fuelcon={{convert|272|impgal|l|abbr=on|1}} /hr
|specfuelcon=0.5 lb/equiv. hp/hr ( kg/equiv. kW/hr)
|specfuelcon=0.57 lb/equiv. hph (kg/equiv. kWh)@ Max Power, 300mph, Sea Level, ISA<ref name="PM magazine2" />
*'''Specific Fuel Consumption :''' 0.5 lb/equiv. hph (kg/equiv. kWh)@ Max Power, 300mph, 20000ft, ISA <ref name="PM magazine2" />
|power/weight=1.02 equiv. hp/lb (1.677 equiv. kW/kg)
|power/weight=1.02 equiv. hp/lb (1.677 equiv. kW/kg) {{clarify|date=December 2016}}
|thrust/weight=<br/>
|thrust/weight=<br />
*'''Maximum flight rating:''' {{convert|1,500|hp|kW|abbr=on|2}} equivalent at 8,200 rpm at {{convert|20,000|ft|m|abbr=on|0}}
*'''Maximum flight rating:''' {{convert|2,350|hp|kW|abbr=on}} equivalent at Max Power, 300mph, Sea Level,ISA<ref name="PM magazine2" />

*'''Maximum flight rating:''' {{convert|1,500|hp|kW|abbr=on}} equivalent at Max Power, 300mph, {{convert|20,000|ft|m|abbr=on}},ISA NOTE:Equivalent Power defined as Propeller Shaft Power plus (Jet Thrust * Flight Velocity/Propeller Efficiency) <ref name="PM magazine2" />
}}
}}


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==References==
==References==

===Notes===
===Notes===
{{reflist}}
{{reflist}}
Line 66: Line 78:
===Bibliography===
===Bibliography===
{{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}}
{{refend}}
{{refend}}


==External links==
==External links==
{{commons category}}
{{Commons category|Bristol Theseus}}
*[http://www.flightglobal.com/pdfarchive/view/1945/1945%20-%202384.html "Bristol Theseus I"] a 1945 ''Flight'' article
*[http://www.flightglobal.com/pdfarchive/view/1945/1945%20-%202384.html "Bristol Theseus I"] a 1945 ''Flight'' article
*[http://www.flightglobal.com/pdfarchive/view/1950/1950%20-%202036.html ''Flight'' magazine - Theseus article 1950]
*[http://www.flightglobal.com/pdfarchive/view/1950/1950%20-%202036.html Development of the turboprop] ''Flight'' 30 November 1950


{{BristolAeroengines}}
{{BristolAeroengines}}
{{Aviation lists}}


[[Category:Turboprop engines 1940–1949]]
[[Category:1940s turboprop engines]]
[[Category:Bristol aircraft engines|Theseus]]
[[Category:Bristol aircraft engines|Theseus]]
[[Category:Mixed-compressor gas turbines]]

Latest revision as of 18:32, 6 August 2024

Theseus
Preserved Bristol Theseus
Type Turboprop
Manufacturer Bristol Siddeley
First run 18 July 1945
Major applications Handley Page Hermes

The Theseus was the Bristol Aeroplane Company's first attempt at a gas-turbine engine design. A turboprop delivering just over 2,000 hp (1,500 kW) was chosen rather than compete with companies that were already developing turbojets. A heat exchanger to transfer waste heat from the exhaust to the compressor exit was necessary to meet a requirement for a fuel consumption comparable to a piston engine. However, the heat exchanger was abandoned after tests showed that it had a high pressure loss and only produced a fuel saving of 8%. Furthermore overall performance was reduced [1] [2]

As well as being one of the first engines to feature a free propeller turbine, the Theseus was the first turboprop in the world to pass a type test in January 1947.[3] Following 156 hours of ground runs and the receipt of a test certificate from the Ministry of Supply on 28 January 1947, two Theseus engines were fitted in the outer positions of a four-engined Avro Lincoln for air tests.[4] After ground and taxying test the Lincoln first flew on 17 February 1947.[4]

The engine was also installed in two Handley Page Hermes 5 development aircraft.[5]

It was soon superseded by the Proteus design with more power.

Applications

[edit]

Bristol Theseus on public display

[edit]

East Midlands Aeropark Castle Donington.

Variants

[edit]
Theseus Series TH.11
Variant without heat exchanger. Ran for first time July 18, 1945
Theseus Series TH.21
Variant with heat exchanger. Ran for first time in December, 1945
Theseus 502

Specifications (Theseus Th.21)

[edit]

Data from Aircraft Engines of the world 1946[7]

General characteristics

  • Type: Mixed compressor turboprop with matrix heat exchanger
  • Length: 106 in (2.69 m)
  • Diameter: 48 in (1.22 m)[8]
  • Dry weight: 2,310 lb (1,050 kg)

Components

  • Compressor: 8-stage axial + 1-stage centrifugal compressors feeding the combustion chambers through a heat exchanger
  • Combustors: 8 x stainless steel can combustion chambers
  • Turbine: 2-stage axial + 1-stage axial free turbine driving the propeller
  • Fuel type: Kerosene (R.D.E. / F / KER)
  • Oil system: pressure feed to bearings, dry sump, 40 S.U. secs (13 cSt) (Intavia 620) grade oil

Performance

  • Maximum power output: 1,950 bhp (1,450 kW)@Sea Level Static, ISA plus 500 lbf (2.22 kN) residual thrust[8]
  • Overall pressure ratio: 5:1[9]
  • Air mass flow: 30.0 lb/s (13.61 kg/s)[9]
  • Specific fuel consumption: 0.57 lb/equiv. hph (kg/equiv. kWh)@ Max Power, 300mph, Sea Level, ISA[8]
  • Specific Fuel Consumption : 0.5 lb/equiv. hph (kg/equiv. kWh)@ Max Power, 300mph, 20000ft, ISA [8]
  • Thrust-to-weight ratio:
  • Maximum flight rating: 2,350 hp (1,750 kW) equivalent at Max Power, 300mph, Sea Level,ISA[8]
  • Maximum flight rating: 1,500 hp (1,100 kW) equivalent at Max Power, 300mph, 20,000 ft (6,100 m),ISA NOTE:Equivalent Power defined as Propeller Shaft Power plus (Jet Thrust * Flight Velocity/Propeller Efficiency) [8]
  • Power-to-weight ratio: 1.02 equiv. hp/lb (1.677 equiv. kW/kg) [clarification needed]

See also

[edit]

References

[edit]

Notes

[edit]
  1. ^ Making Jet Engines in World War II: Britain, Germany, and the United States', Hermione Giffard 2016,University of Chicago,p.114-115
  2. ^ Turbojet History And Development 1930-1960 Volume 1, Antony Kay2007, ISBN 978 1 86126 912 6, p.139
  3. ^ http://www.flightglobal.com/pdfarchive/view/1947/1947%20-%200602.html [dead link‍]
  4. ^ a b "Theseus Air Testing - First Bristol Airscrew Turbines Fly in a Lincoln : Some Features Discussed". Flight: 270. 27 March 1947.
  5. ^ Gunston 1989, p.34.
  6. ^ Test bed only
  7. ^ Wilkinson, Paul H. (1946). Aircraft Engines of the world 1946. London: Sir Isaac Pitman & Sons. pp. 284–285.
  8. ^ a b c d e f Practical Mechanics, February 1947, p.172
  9. ^ a b Practical Mechanics, January 1947, p.116-118

Bibliography

[edit]
  • Gunston, Bill. World Encyclopedia of Aero Engines. Cambridge, England. Patrick Stephens Limited, 1989. ISBN 1-85260-163-9
[edit]
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