153:
164:
390:
316:
398:
31:
409:(E.145) Nomad 6, had already been designed. In this version an extra stage was added to the axial compressor/supercharger, eliminating the separate centrifugal part and the intercooler. The turbine (which also received an additional stage) was now only used to drive the compressor, and feed back any excess power to the main shaft using a
302:
of no more than about 1,000 K, much less than the typical 5,000 K of a reciprocating engine, and so jets have very poor thermal efficiency. The Nomad design focused on replacing the low-temperature combustion chambers of the jet engine with highly efficient Diesel combustion chambers. In
342:
design, the output of which drove the front propeller of a contra-rotating pair. To achieve higher boost, the crankshaft drove a centrifugal supercharger, which also provided the scavenging needed for starting the engine from rest. During take-off additional fuel was injected into the rear
303:
practice, it was much too difficult to couple the diesel power output back into the turbine cycle. The maximum practical power of the Nomad was 4,000 hp (3.0 MW), and it was much heavier than a pure jet of the same power. By this time civilian jets such as the
361:
on 10 September 1951. 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 hp (2.2 MW) and 320 lbf (1.4 kN) thrust. It had a
425:
without any need for bypass. The result was smaller and considerably simpler: a single engine driving a single propeller. Overall weight reduction was 1,000 lb (450 kg). The
214:
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
440:
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.
210:
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
275:
350:
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
187:, 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
1034:
140:
figures seen up to that time. Despite this the Nomad project was cancelled in 1955 having spent £5.1 million on development, as most interest had passed to
453:, based on it was cancelled, work on the engine was ended in April 1955, after an expenditure of £5.1 million. The design was also considered for the
1261:
1047:
1008:
891:
1240:
1219:
1078:
443:
On an equivalent power basis, the Nomad II had an SFC of 0.327 lb/(hp⋅h) (199 g/kWh) at 25,000 ft (7,600 m) cruise altitude.
1299:
1480:
363:
137:
225:
The objective of the design was to produce a civilian power plant with far superior fuel efficiency to the emerging jet engine.
1485:
1184:
1161:
1138:
1118:
875:
136:, using the turbo-compound principle, coupled the two parts to drive a single propeller. The Nomad II had the lowest
1495:
1490:
1475:
1465:
1455:
1292:
295:
is the peak combustion temperature. Jet engines have relatively low-temperature combustion systems which produce a
1460:
697:
667:
3,150 hp (2,350 kW) max take-off at 89 psi (610 kPa) boost not including 320 lbf residual
466:
1134:, research by Chris Ashworth – it was amongst the original sources of the article according to the history
1285:
473:
323:
The initial Nomad design (E.125) or Nomad 1 was incredibly complex, almost two engines in one. One was a
157:
1270:
1253:
1232:
1088:
1060:
1021:
901:
1127:
982:
652:
410:
370:
307:
were nearing completion, and the Nomad was never seriously considered by any aircraft manufacturer.
1500:
843:
462:
458:
232:
358:
800:
672:
175:
asked for proposals for a new 6,000 hp (4.5 MW) class engine with good fuel economy.
446:
A further development, the Nomad Nm.7, of 3,500 shp (2.6 MW) was announced in 1953.
1470:
706:
507:
180:
1265:
1248:
1227:
1016:
80:
1212:
152:
8:
571:
489:
1308:
417:" system with its valves etc. So the system was now like a combination of a mechanical
226:
132:
which used two propellers, each driven by the mechanically independent stages, and the
1194:
1171:
1148:
1114:
1083:
1055:
990:
896:
871:
826:
688:
620:
219:
959:
932:
163:
764:
546:
199:
1434:
1330:
1311:
562:
501:
450:
437:
413:; the separate propeller from the turbine was deleted, just as the whole of the "
389:
203:
125:
113:
109:
70:
50:
1381:
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831:
454:
315:
176:
46:
884:
1449:
1350:
1335:
1198:
1189:
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1166:
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994:
777:
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679:
553:
538:
184:
117:
106:
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495:
422:
418:
374:
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351:
339:
328:
207:
195:
172:
92:
702:
0.345 lb/(ehp·h) (0.210 kg/(kW·h)) (combined unit) at 11,000 ft and 300 kn
449:
By 1954 interest in the Nomad was waning, and after the only project, the
1418:
1345:
1213:
Aircraft Engine
Historical Society photo gallery of Napier piston engines
414:
397:
324:
215:
1325:
634:
614:
598:
542:
304:
1277:
430:
426:
347:
stage for more power, and turned off once the aircraft was cruising.
335:
141:
890:
1128:
https://www.thegrowler.org.uk/avroshackleton/the-nomad-proposal.htm
1067:
477:
378:
331:
211:
188:
856:
771:
344:
121:
1113:. Marlborough, Wiltshire: Airlife Publishing. pp. 170–172.
791:
668:
285:
30:
1147:. Vol. 60, no. 20. 17 May 1954. pp. 30–32, 34.
179:
was designing an engine of this sort of power known as the
1217:
1170:. Vol. 58, no. 14. pp. 30–32, 37–38, 41.
405:
Even before the Nomad I was running, its successor, the
327:
two-stroke diesel, having some resemblance to half of a
646:
Engine exhaust gases ducted in to Naiad turbine section
436:
While the Nomad II was undergoing testing, a prototype
357:
for testing: it first flew in 1950 and appeared at the
124:
to recover energy from the exhaust and thereby improve
947:
920:
908:
870:. Cambridge, England: Patrick Stephens. p. 106.
693:
8.1 (cylinder ratio), 31.5:1 (overall pressure ratio)
235:
202:
diesel design to set up production in the UK as the
1079:"Napier Nomad: An engine of outstanding efficiency"
1073:
965:
938:
334:. Mounted below this were the rotating parts of a
269:
862:
541:compounded with three-stage turbine driving both
429:of the cylinders of the Nomad I were changed for
1447:
1269:. 1 April 1961. pp. 760–761. Archived from
637:and gas generator, maximum boost pressure 89 psi
366:(sfc) of 0.36 lb/(hp⋅h) (220 g/kWh).
1020:. 6 November 1953. p. 610. Archived from
469:, the design the Nomad was intending to best.
1293:
1193:. Vol. 55, no. 15. pp. 12–15.
1252:. 20 March 1953. p. 348. Archived from
1241:"NOMAD NNm6: Napiers' new compounded engine"
720:
514:
1218:D. Napier and Son Limited (25 April 1952).
369:The prototype Nomad I is on display at the
319:Schematic drawing of Napier Nomad I and II.
1300:
1286:
1035:Steven F. Udvar-Hazy Center - Napier Nomad
983:"What's going on in England: Napier Nomad"
528:
1111:British Piston Engines and their Aircraft
1001:
147:
1182:
1159:
1139:"Compound diesel engine design analyzed"
980:
396:
388:
314:
162:
151:
128:. Two versions were tested, the complex
1307:
1185:"Weak production handcuffs British air"
1108:
974:
953:
926:
914:
892:"Cancelled projects: the list up-dated"
1448:
1048:"Aircraft intelligence: Great Britain"
537:Twelve-cylinder, two-stroke valveless
393:Front three-quarter view of a Nomad II
222:design, and the result was the Nomad.
1281:
1183:Anderton, David A. (8 October 1951).
900:: 262. 17 August 1967. Archived from
675:(crankshaft) and 18,200 rpm (turbine)
1162:"New Nomad's fuel appetite is small"
1059:: 485. 17 April 1953. Archived from
206:, but the onset of the war made the
1160:Anderton, David A. (6 April 1953).
981:Ferguson, Hamish (September 1954).
868:World Encyclopaedia of Aero Engines
13:
1481:Two-stroke aircraft piston engines
715:
14:
1512:
1206:
711:0.88 hp/lb (1.45 kW/kg)
783:
472:A Nomad II is on display at the
29:
1040:
1028:
754:
483:
811:13.0 lb/s (5.9 kg/s)
796:320 lbf residual at 18,200 rpm
684:1.25 hp/in (57 kW/L)
658:
284:is the exhaust temperature in
16:British diesel aircraft engine
1:
1486:1940s aircraft piston engines
849:
607:
603:3,580 lb (1,620 kg)
588:56.25 in (1,429 mm)
567:7.375 in (187.3 mm)
270:{\displaystyle 1-T_{e}/T_{p}}
1231:. p. 35. Archived from
1164:. Aeronautical Engineering.
1141:. Aeronautical Engineering.
465:. This design turned to the
7:
815:
582:119 in (3,000 mm)
576:2,502 in (41.0 L)
474:Steven F. Udvar-Hazy Center
451:Avro Type 719 Shackleton IV
384:
158:Steven F. Udvar-Hazy Center
10:
1517:
671:from the turbine at 2,050
594:40 in (1,000 mm)
558:6.00 in (152 mm)
310:
1427:
1411:
1395:
1364:
1318:
1087:: 543–551. Archived from
698:Specific fuel consumption
515:Specifications (Nomad II)
411:Beier variable-ratio gear
371:National Museum of Flight
364:specific fuel consumption
138:specific fuel consumption
116:in 1949. They combined a
37:
28:
23:
844:List of aircraft engines
463:Royal Canadian Air Force
459:maritime patrol aircraft
198:Napier had licensed the
1496:Diesel engines by maker
1491:Diesel engines by model
1476:1940s turboprop engines
1466:Aircraft diesel engines
1456:Napier aircraft engines
1187:. Farnborough Verdict.
1037:Retrieved: 7 April 2020
721:General characteristics
529:General characteristics
461:being designed for the
359:Farnborough Air Display
1461:Turbo-compound engines
1365:Turboprop / Turboshaft
1109:Lumsden, Alec (2003).
801:Overall pressure ratio
402:
394:
320:
271:
168:
160:
148:Design and development
112:designed and built by
707:Power-to-weight ratio
508:Canadair CP-107 Argus
400:
392:
375:East Fortune Airfield
338:engine, based on the
318:
272:
181:turbo-compound engine
166:
155:
233:
216:horizontally opposed
989:. pp. 56, 58.
490:Airspeed Ambassador
1262:"Napier, Luton..."
1132:The Nomad Proposal
821:Comparable engines
403:
395:
325:turbo-supercharged
321:
267:
227:Thermal efficiency
169:
161:
88:Major applications
1443:
1442:
1235:on 28 March 2015.
1091:on 8 October 2012
1077:(30 April 1954).
1063:on 16 April 2016.
1024:on 13 April 2016.
827:Rolls-Royce Crecy
689:Compression ratio
99:
98:
1508:
1302:
1295:
1288:
1279:
1278:
1274:
1273:on 5 March 2016.
1257:
1245:
1236:
1224:
1202:
1179:
1156:
1124:
1101:
1100:
1098:
1096:
1071:
1065:
1064:
1052:
1044:
1038:
1032:
1026:
1025:
1013:
1009:"Here and there"
1005:
999:
998:
978:
972:
963:
957:
951:
945:
936:
930:
924:
918:
912:
906:
905:
904:on 5 March 2016.
888:
882:
881:
860:
547:axial compressor
276:
274:
273:
268:
266:
265:
256:
251:
250:
200:Junkers Jumo 204
114:Napier & Son
95:(test bed only)
89:
71:Napier & Son
59:
38:Napier Nomad II
33:
21:
20:
1516:
1515:
1511:
1510:
1509:
1507:
1506:
1505:
1501:Avro Shackleton
1446:
1445:
1444:
1439:
1423:
1407:
1391:
1360:
1314:
1306:
1260:
1256:on 18 May 2014.
1243:
1239:
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1121:
1105:
1104:
1094:
1092:
1072:
1068:
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1046:
1045:
1041:
1033:
1029:
1011:
1007:
1006:
1002:
987:Diesel Progress
979:
975:
969:(30 April 1954)
964:
960:
952:
948:
942:(30 April 1954)
937:
933:
925:
921:
913:
909:
889:
885:
878:
861:
857:
852:
818:
786:
757:
723:
718:
716:Turbine section
661:
650:Cooling system:
610:
531:
517:
502:Avro Shackleton
498:(test bed only)
486:
438:Avro Shackleton
387:
313:
301:
294:
283:
261:
257:
252:
246:
242:
234:
231:
230:
204:Napier Culverin
150:
110:aircraft engine
87:
62:United Kingdom
58:National origin
57:
49:
17:
12:
11:
5:
1514:
1504:
1503:
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1396:Turbo-compound
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1359:
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1348:
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1338:
1333:
1328:
1322:
1320:
1319:Piston engines
1316:
1315:
1305:
1304:
1297:
1290:
1282:
1276:
1275:
1258:
1237:
1220:"Napier Nomad"
1215:
1208:
1207:External links
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1204:
1203:
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1157:
1135:
1125:
1119:
1103:
1102:
1066:
1039:
1027:
1000:
973:
971:, p. 550.
958:
956:, p. 171.
954:Lumsden (2003)
946:
944:, p. 549.
931:
929:, p. 172.
927:Lumsden (2003)
919:
917:, p. 170.
915:Lumsden (2003)
907:
883:
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848:
847:
846:
835:
834:
832:Dobrynin VD-4K
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809:Air mass flow:
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680:Specific power
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619:Piston ported
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510:(planned only)
505:
504:(planned only)
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492:(planned only)
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455:Canadair Argus
386:
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329:Napier Sabre's
312:
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177:Curtiss-Wright
167:Napier Nomad 1
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47:Turbo-compound
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1190:Aviation Week
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1167:Aviation Week
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1144:Aviation Week
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1120:1-85310-294-6
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1075:Gunston, Bill
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864:Gunston, Bill
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838:Related lists
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730:Gas generator
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690:
686:
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665:Power output:
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653:Liquid-cooled
651:
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539:diesel engine
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467:Wright R-3350
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119:
118:piston engine
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105:is a British
104:
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67:Manufacturer
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65:
61:
56:
55:
52:
48:
45:
42:
41:
36:
32:
27:
22:
19:
1471:Flat engines
1402:
1312:aero engines
1271:the original
1264:
1254:the original
1247:
1233:the original
1226:
1188:
1165:
1142:
1131:
1110:
1093:. Retrieved
1089:the original
1082:
1069:
1061:the original
1054:
1042:
1030:
1022:the original
1015:
1003:
986:
976:
966:
961:
949:
939:
934:
922:
910:
902:the original
895:
886:
867:
858:
837:
836:
820:
819:
808:
799:
789:
770:
760:
748:
743:
738:
734:Napier Naiad
726:
705:
696:
687:
678:
664:
649:
642:Turbocharger
640:
632:Napier Naiad
627:Supercharger
625:
613:
597:
591:
585:
579:
572:Displacement
570:
561:
552:
534:
522:
519:
518:
496:Avro Lincoln
484:Applications
471:
457:, a similar
448:
445:
442:
435:
423:turbocharger
419:supercharger
406:
404:
401:Topside view
368:
355:heavy bomber
352:Avro Lincoln
349:
322:
296:
289:
278:
229:is given by
224:
196:World War II
193:
173:Air Ministry
171:In 1945 the
170:
133:
129:
126:fuel economy
103:Napier Nomad
102:
100:
93:Avro Lincoln
81:October 1949
18:
1095:18 December
784:Performance
761:Compressor:
749:Dry weight:
659:Performance
415:afterburner
51:aero-engine
1450:Categories
850:References
778:axial flow
755:Components
635:turboshaft
621:two-stroke
615:Valvetrain
608:Components
599:Dry weight
543:crankshaft
431:dry liners
427:wet liners
305:Boeing 707
183:, but Sir
77:First run
1199:0005-2175
1176:0005-2175
1153:0005-2175
995:1040-8878
763:12-stage
744:Diameter:
732:based on
520:Data from
336:turboprop
240:−
144:designs.
142:turboprop
1435:Scorpion
1331:Culverin
866:(1989).
816:See also
790:Maximum
776:3-stage
478:Virginia
421:, and a
407:Nomad II
385:Nomad II
379:Scotland
277:, where
220:cylinder
191:engine.
134:Nomad II
1382:Gazelle
1341:Javelin
772:Turbine
739:Length:
592:Height:
580:Length:
345:turbine
311:Nomad I
286:kelvins
212:H-block
194:Before
156:At the
130:Nomad I
122:turbine
120:with a
1428:Rocket
1351:Rapier
1336:Dagger
1309:Napier
1266:Flight
1249:Flight
1228:Flight
1197:
1174:
1151:
1117:
1084:Flight
1056:Flight
1017:Flight
993:
967:Flight
940:Flight
897:Flight
874:
805:8.25:1
792:thrust
669:thrust
586:Width:
563:Stroke
523:Flight
189:petrol
107:diesel
24:Nomad
1403:Nomad
1387:Naiad
1377:Eland
1356:Sabre
1244:(PDF)
1223:(PDF)
1051:(PDF)
1012:(PDF)
765:axial
727:Type:
535:Type:
340:Naiad
208:Sabre
43:Type
1419:Oryx
1346:Lion
1195:ISSN
1172:ISSN
1149:ISSN
1115:ISBN
1097:2009
991:ISSN
872:ISBN
767:flow
554:Bore
545:and
525:1954
332:H-24
288:and
101:The
1326:Cub
673:rpm
476:in
377:in
373:at
218:12
1452::
1246:.
1225:.
1130:–
1081:.
1053:.
1014:.
985:.
894:.
480:.
433:.
381:.
1301:e
1294:t
1287:v
1201:.
1178:.
1155:.
1123:.
1099:.
997:.
880:.
803::
794::
774::
709::
700::
691::
682::
644::
629::
617::
601::
574::
565::
556::
549:.
300:p
297:T
293:p
290:T
282:e
279:T
263:p
259:T
254:/
248:e
244:T
237:1
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