Rolls-Royce Tay (turbofan)
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- See also: Rolls-Royce Tay (turbojet)
The Rolls-Royce RB.183 Tay is a development of the RB.163 (Mark 555-15) civil Spey, using scaled down low-pressure components from the famous RB.211 to produce versions with a bypass ratio of 3.1:1 or greater. The Tay family is used on a number of small airliners and larger bizjets, including the Gulfstream IV, Fokker 70 and Fokker 100, with a later version being used to re-engine the Boeing 727-100's.
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[edit] Tay 611-8
Thrust: 13,850 lbf (62 kN)
Aircraft: Tay 611 entered service in 1987 on the Gulfstream IV/IV-SP, for which it is the exclusive powerplant.
Originally designated 610-8, all but one training engine have now been converted to 611-8 standard. The newest variant is the 611-8C which has a modified high pressure nozzle box, cast HP1 turbine blades, larger fan from the 650-15, structural by-pass duct and FADEC.
All Tays consists of a twenty-two blade titanium fan, 3 stage Intermediate pressure compressor (Same spool as the fan.), 12 stage High pressure compressor, 2 stage high pressure turbine, 3 stage low pressure turbine.
[edit] Tay 620-15
Thrust: 13,850 lbf (62 kN)
Aircraft: Fokker 70 from 1994, Fokker 100 from 1988
The 620-15 is internally identical to the 611-8 and externally similar to the 650-15.
[edit] Tay 650-15
Thrust: 15,100 lbf (67 kN)
Aircraft: Originally designed to re-engine the BAC One-Eleven (650-14, only two made, both have since been converted to 650-15 standard.), the 650-15 entered service on the Fokker 100 in 1989 .
[edit] Tay 651-54
Thrust: 15,400 lbf (69 kN)
Aircraft: Boeing 727-100 from 1992. Conversion from three JT8D-7 to three Tay 651-54 was done by the now defunct Dee Howard Aircraft Maintenance Company in San Antonio Texas for the United Parcel Service. Only one private 727 was converted, it is believed to be flying in Australia for a casino.
The 651-54 is internally identical to the 650-15. The thrust increase comes solely from an adjustment to the Fuel Flow Meter.
[edit] Trivia
-Uses a carbon composite by-pass duct (20% weight reduction over titanium.) due to no planned military application requiring an afterburner.
-Ingests 404 lbs (183.25 kg) of air per second at 100% N1. (Static, 15C, 101 kPa.)
-Customer bleed air is taken from stage 12 of the HPC at ground idle and is switched to stage 7 bleed as rpm is increased.
-Uses a variable geometry inlet guide vanes and a stage 7 bleed valve to regulate the core mass airflow of the HPC rather than variable geometry stators.
-The proto-type Tay 610-8 had an IPC bleed valve for high altitude operation, it was deleted due to mechanical complexity and revised requirements from the airframe manufacturer Gulfstream Aerospace. A later modification was introduced to compensate for the habit of the hydro/pneumatic Fuel Flow Meter (A.K.A. Fuel Control Unit.) to 'hunt and seek' at altitude by attenuating the P3 input. (P3 is the HPC exit pressure in this case.) The FADEC of the 611-8C reduces this tendency further thereby increasing the apparent surge margin available.
-Uses a ten unit interconnected 'flame-tube' combustion section rather than a full annular. Each tube has a fuel nozzle and a pre-swirl assembly at its front face to control the flame pattern.
-Rotating assemblies turn clockwise when viewed from the front.
-It is a two spool engine; the IPC is directly connected to the fan.
-Is a modular engine consisting of:
- M1-Low pressure fan.
- M2-Intermediate pressure compressor.
- M3-High pressure compressor.
- M4-Combustion and high pressure turbine with bearing support.
- M5-Low pressure turbine with bearing support and rear engine mount.
- M6-High-speed gearbox.
- M7-Front case with thrust & support bearings as well as the forward engine mounts.
- M8-Not a true module; it encompasses all other engine items not listed above.
- The ignition system for Tay variants on Fokker aircraft is underneath the passenger lavatory
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