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Napier Nomad
The Napier Nomad was a complex British diesel cycle aircraft engine designed and built by Napier & Son in 1949. Two versions were flight tested:
The Nomad I diesel engine drove one of a pair of contra-rotating propellers with the Napier Naiad based turbine driving the other propeller as a turboprop and also supercharging the diesel unit.
The later Nomad II used the turbine to boost the manifold pressure of the diesel unit and was also coupled to the crankshaft, this version drove one propeller only. The resulting unit set the lowest specific fuel consumption figures seen up to that time,[1] despite this the project was cancelled in 1955 after interest in the project had passed and £5.1 million had been spent on development.
In 1945 the Air Ministry asked for proposals for a new 6,000 horsepower (4,500 kW) class engine with good economy. Curtiss-Wright was designing an engine of this sort of power known as the Turbo-compound engine, but Sir Harry Ricardo, one of Britain's great engine designers, suggested that the most economical combination would be a similar design using a diesel two-stroke in place of the Curtiss's petrol engine.
Before World War II Napier had licensed the Junkers Jumo 204 diesel design to set up production in the UK as the Napier Culverin, but the onset of the war made the Sabre all-important and work on the Culverin was stopped. In response to the Air Ministry's 1945 requirements Napier dusted off this work, combining two enlarged Culverins into an H-block similar to the Sabre, resulting in a massive 75-litre design. Markets for an engine of this size seemed limited, however, so instead they reverted to the original Sabre-like horizontally opposed 12 cylinder design, and the result was the Nomad.
The initial Nomad design (E.125) or Nomad 3 was incredibly complex, essentially two engines in one. One was a turbo-supercharged Diesel similar to the upper half of a Napier Sabre. Mounted below this was a complete turboprop engine, based on their Naiad design, the output of which was geared to a shaft driving the front propeller of a contra-rotating pair, the axial compressor also drove the supercharger impeller. As if that were not enough complexity, during takeoff additional fuel was injected into the rear turbine stage for more power, and turned off once the aircraft was cruising.[3]
The compressor and turbine assemblies of the Nomad were tested during 1948, and the complete unit was run in October 1949. The prototype was installed in the nose of an Avro Lincoln heavy bomber for testing: it first flew in 1950 and appeared at the Farnborough Air Display on 10 September 1951.[4] In total the Nomad I ran for just over 1,000 hours, and proved to be rather temperamental, but when running properly it could produce 3,000 horsepower (2,200 kW) and 320 lbf (1.4 kN) thrust. It had a specific fuel consumption (sfc) of 0.36 lb/(hp·h) (0.22 kg/(kW·h)).
Even before the Nomad I was running, its successor, the Nomad II (E.145) Nomad 6, had already been designed. In this version an extra compressor stage was added, replacing the original supercharger. This stage was driven by an additional stage in the turbine, so the system was now more like a turbocharger and the compressed air for the Diesel was no longer "robbing" power for the turboprop. In addition the propeller shaft from the turbine was eliminated, and geared using a hydraulic clutch into the main shaft. The result was smaller and considerably simpler: a single engine driving a single propeller.[5] Overall about 1,000 lb was taken off the weight. The wet liners of the cylinders of the Nomad I were changed for dry liners.[6] While the Nomad II was undergoing testing, a prototype Avro Shackleton was lent to Napier as a testbed. The engine proved bulky, like the Nomad I before it, and in the meantime several dummy engines were used on the Shackleton for various tests.
A further development, the Nomad Nm.7, of 3,500 shp was announced in 1953[7]
By 1954 interest in the Nomad was waning, and after the only other project[which?] based on it was cancelled, work on the engine was ended in April 1955, after an expenditure of £5.1 million
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