Derwent

The Rolls-Royce RB.37 Derwent is a 1940s British centrifugal compressor turbojet engine, the second Rolls-Royce jet engine to enter production. Essentially an improved version of the Rolls-Royce Welland, itself a renamed version of Frank Whittle's Power Jets W.2B, Rolls inherited the Derwent design from Rover when they took over their jet engine development in 1943. Performance over the Welland was somewhat increased and reliability dramatically improved, making the Derwent the chosen engine for the Gloster Meteor and many other post-World War II British jet designs.

The Derwent Mk.I entered production with 2,000 lbf (8.9 kN) of thrust. Mk.II, III and IV's followed, peaking at 2,400 lbf (10.7 kN) of thrust. The Derwent was the primary engine of all the early Meteors with the exception of the small number of Welland-equipped models which were quickly removed from service. The Mk.II was also modified with a cropped impeller (turbine unchanged)[4] and a reduction gearbox driving a five-bladed propeller. It was called the Rolls-Royce RB.50 Trent and was the first turboprop to fly. Two were installed in a Meteor I.

The Mark V used the basic Derwent design was also used to produce a larger 5,000 lbf (22.2 kN) thrust engine known as the Rolls-Royce Nene. The Nene was such an advance over the Derwent that Derwent development effectively ended. The Nene was, however, larger in diameter and so could not fit into the nacelles of the Meteor. The next Derwent version, the Derwent Mk.V, was instead produced by scaling down the new Nene to the diameter of the previous Derwent, specifically for use on the Meteor.

Several Derwents and Nenes were sold to the Soviet Union by the then Labour government, causing a major political row, as the Nene was the most powerful production turbojet in the world at the time. The Soviets promptly reverse engineered the Derwent V and produced their own unlicensed version, the Klimov RD-500. The Nene was reverse-engineered to form the propulsion unit for the famous MiG-15 jet fighter. The Derwent Mk.V was also used on the Canadian Avro Jetliner, but this was not put into production.

On 7 November 1945, a Meteor powered by the Derwent V set a world air speed record of 606 mph (975 km/h) TAS.

Avon 115

The Rolls-Royce Avon was the first axial flow jet engine designed and produced by Rolls-Royce. Introduced in 1950, the engine went on to become one of their most successful post-World War II engine designs. It was used in a wide variety of aircraft, both military and civilian, as well as versions for stationary and maritime power.

An English Electric Canberra powered by two Avons made the first un-refuelled non-stop transatlantic flight by a jet, and a BOAC de Havilland Comet 4 powered by four Avons made the first scheduled transatlantic crossing by a jet airliner.

Production of the Avon aero engine version ended after 24 years in 1974. Production of the derived Avon industrial version, currently produced by Siemens, continues to this day.

Avon 206

The engine entered production in 1950 as the RA.3/Mk.101 with 6,500 lbf (29 kN) thrust in the English Electric Canberra B.2.[1] Similar versions were used in the Canberra B.6, Hawker Hunter and Supermarine Swift. Uprated versions followed, the RA.7/Mk.114 with 7,350 lbf (32,700 N) thrust in the de Havilland Comet C.2, the RA.14/Mk.201, 9,500 lbf (42 kN) in the Vickers Valiant and the RA.26, 10,000 lbf (44 kN) used in the Comet C.3 and Hawker Hunter F.6. An Avon-powered de Havilland Comet 4 flew the first scheduled transatlantic jet service in 1958. The highest thrust version was the RA.29 Mk.301/2 (RB.146) used in later versions of the English Electric Lightning. It produced 12,690 lbf (56,450 N) and 17,110 lbf (72,770 N)[5] with afterburning. Other aircraft to use the Avon included the de Havilland Sea Vixen, Supermarine Scimitar and Fairey Delta2.

The Avon 200 series was a complete redesign having very little in common with earlier Marks. Differences included a completely new combustion section and a 15-stage compressor based on that of the Armstrong-Siddeley Sapphire. The first application was the Vickers Valiant.

The Avon continued in production for the Sud Aviation Caravelle and English Electric (BAC) Lightning until 1974, by which time over 11,000 had been built. It remained in operational service with the RAF until 23 June 2006 in the English Electric Canberra PR.9.

In the collection is both a Mk 122 from a Hawker Hunter and a Mk 206 from an English Electric Canberra.

Rolls Royce Spey

The Rolls-Royce Spey (company designations RB.163 and RB.168 and RB.183) is a low bypass turbofan engine originally designed and manufactured by Rolls-Royce that has been in widespread service for over 40 years.

Intended for the civilian jet airliner market when it was being designed in the late 1950s, and went on the power the BAC 1-11 and Trident. The Spey concept was also used in a wide variety of military aircraft including the Buccaneer and F-4 Phantom, and later as a turboshaft engine for ships known as the Marine Spey, and even as the basis for a new civilian line, the Rolls-Royce Tay.

Aviation versions of the "base model" Spey have accumulated over 50 million hours of flight time. In keeping with Rolls-Royce naming practices, the engine is named after the River Spey.

Our engine comes from a Hawker Sidney Nimrod MR2 Maritime Reconnaissance Aircraft which was based on the worlds first commercial Jet the De Havilland Comet.

Rolls Royce RB199

The Turbo-Union RB199 is an aircraft turbofan jet engine designed and built in the early 1970s by Turbo-Union, a joint venture between Rolls-Royce, MTU and FiatAvio. The RB199's sole production application is the Panavia Tornado.

The RB199 is a modular engine, improving servicing. It was flight tested on the Avro Vulcan, the same aircraft that was used for the flight testing of Concorde’s Olympus 593. A specially built nacelle was designed that was fully representative of the Tornado fuselage and attached below the Vulcan. The aircraft first flew in this configuration in 1972.

All the installed versions of the RB199 are of three spool design and are fitted with thrust reversers for braking on the Panavia Tornado. The engine's compact design gives high thrust-to-weight and thrust-to-volume ratios while maintaining good handling characteristics and low fuel consumption. The RB199 has amassed over 5 million flight hours since entering service with the Royal Air Force, Luftwaffe, German Navy, Italian Air Force and Royal Saudi Air Force.

The RB199 was designed to give the Tornado outstanding performance. In order to meet the many different mission requirements of the Tornado, in particular extreme low-level missions, a 3-shaft design with afterburner and thrust reverser was selected. The Digital Engine Control Unit (DECU) reduces the pilot's workload during operation and supports on-condition maintenance. The fact that the RB199 is still a very modern combat engine with future growth potential is a confirmation of its advanced design. Modular construction allows damaged modules to be changed within the minimum turnaround time, thus ensuring greater availability of the aircraft. Its unprecedented reliability has been demonstrated not only in hostile environmental conditions but also in combat. The most recent production standard, Mk105, powers the German ECR (Electronic Combat Reconnaissance) Tornado.

Rolls Royce Jet Engines

Derwent

Avon 115

Avon 206

Rolls Royce Spey

Rolls Royce RB199