As part of its 24/7 monitoring service, Rolls-Royce will use the EHM data distributed by SITAONAIR's AIRCOM FlightMessenger to anticipate any maintenance needs and maximize the operational life of its engines.
Rolls Royce Ae3007c Maintenance Manual
Rolls-Royce June 1, 1993 501-D22,A,C,G, and 501-D36 INDEX Revised Aug 8, 2019 PAGE 3 OF 4 COIL No. Subject Published Revised 1059 Compressor Wheel MPI Inspection 03-01-90 (No Effectivity For D36 Engine) 1060 Critical Shafting Inspection for Grinding Burns 02-28-91 (No Effectivity For D36 Engine). The Rolls-Royce Meteor and later the Rover Meteor was a British tank engine developed during the Second World War. It was used in British tanks up to 1964. It was a result of co-operation between Leyland Motors and Rolls-Royce who between them in 1941 had suggested that a specialised de-rated version of the latter company's Merlin aero-engine would be highly suitable for use in armoured.
Rolls Royce 250 Maintenance Manual
Geneva – 5 July 2016 – Rolls-Royce has selected SITAONAIR’sAIRCOM® FlightMessenger to collate and distribute Engine Health Monitoring (EHM) data from its engines, which fly on over 6,000 aircraft and collectively operate for over 100-million hours per year. As part of its 24/7 monitoring service, Rolls-Royce will use the EHM data distributed by FlightMessenger to anticipate any maintenance needs and maximize the operational life of its engines.
Rolls-Royce engines intelligently collect and analyse data during flight. This data is then transmitted to Rolls-Royce to support its TotalCare® Service Solutions. Across the engine fleet this data amounts to thousands of messages per day. Rolls-Royce wanted a single system to receive and distribute these messages to its analytics and operations teams. FlightMessenger from SITAONAIR was selected to meet this demand.
FlightMessenger is an integral component of a suite of products based on the AIRCOM Platform, which has been adopted by more than 100 airlines to host and process important data points for their flight operations.
The service operates alongside AIRCOM FlightTracker and FlightPlanner. The technology enables the processing of aircraft data in a harmonized, central and secure way, allowing airlines and industry manufacturers to improve operational efficiencies.
“Operational engine data provides both specific details to enable us to anticipate any maintenance needs with individual engines, and information that allows us to track performance trends across all our engine types,” said Nick Ward, Rolls-Royce, Product Manager, Predictive Equipment Health Management.
“With over 400 airline and leasing customers with engines fitted on thousands of aircraft, we have to manage billions of data points on-board per flight. FlightMessenger gives us the ability to receive and distribute transmitted summaries of all that information in the most efficient way. We then apply our analytics and draw insights from this data to provide our customers with informed decisions that improve their operations.”
AIRCOM Server FlightMessenger is hosted in SITA’s dedicated Air Transport Industry Cloud, a global infrastructure that is connected to 380 airports, 17,000 air transport sites, and 15,000 commercial aircraft.
“The aviation industry is facing several challenges relating to data from new-generation aircraft, and this new agreement with Rolls-Royce cements SITAONAIR’s position as a trusted provider capable of supporting every aspect of aircraft connectivity,” said David Lavorel, CEO of SITAONAIR.
“By optimising the collection of data, Rolls-Royce and airline engineers will be able to organise the maintenance and servicing of their engines more efficiently to make better use of the aircraft’s time on the ground.”
The AIRCOM ServerPlatform lies at the heart of SITAONAIR’s connected aircraft strategy. Through the neutral and sensitive data processing platform, SITAONAIR’s integrated applications play a key role in delivering real value through a more effective transmission of aircraft data across multiple fleet types, not only to airlines but the wider aviation industry.
| During World War II, thousands of Rolls-Royce Merlin engines powered several famous aircraft such as the Supermarine Spitfire, Hawker Hurricane, DeHavilland Mosquito, P-51 Mustang, and the Avro Lancaster. The Merlin engine was developed in England in 1936, and was used in the prototype Spitfire F39/34. In 1939, a Rolls-Royce Merlin MK II engine, producing 1,030 hp, was selected to power the first production Spitfire. In early 1941, Packard Motors was licensed to build Merlin engines. The majority of Packard built Merlins were destined for what is considered by most to be the best fighter of World War II, the North American P-51 Mustang. The first Mustangs were powered by the Allison V-1710 engine, but by 1943, the Mustang P51B & C, (RAF Mustang III) were powered by a V-1650-3 Packard Merlin engine producing 1,520 hp. In Canada, the Packard Merlins were designated Merlin 28 and 29. Later models of the Curtiss P-40 were also powered by Packard Merlins. |
| The standard engine for the P-51D Mustang was the liquid-cooled, l2-cylinder, Packard-built, Rolls-Royce Merlin V-1650-3 or -7 developing 1,400 hp at take-off. The original Mustangs were fitted with low-altitude rated Allison V-1710 engines, but as the possibilities of the Mustang as a high-altitude fighter was realized, it was decided to fit the aircraft with a Merlin engine. For this purpose, four Mustang Mark Is were sent to Rolls-Royce for use as development aircraft, AL963, AL975, AM203 and AM208. Merlin 61 series engines were installed with a frontal radiator, in addition to the normal ventral scoop. The Mustang/Rolls-Royce combination was an instant success and it was adopted as standard for all the Mustang variants. To increase engine production, Packard was selected to build the Merlin under license. |
| The Merlin was fitted with an injection-type carburetor and a two-stage supercharger. The carburetor however, was at a disadvantage in maintaining positive fuel flow during negative G maneuvers causing the engine to sputter or cut-out. Unlike the German Daimler-Benz DB 601 which uses fuel-injection, this system maintains positive fuel flow when pulling negative Gs. Fuel-injection allowed many a Messerschmitt Bf 109 pilot to escape a Spitfire on its tail and return to fight another day. The -3 engine supercharger cut-in at 19,000 feet, and the -7, between 14,500 and 19,000 feet. The supercharger was automatic, but could be manually over ridden. In order to give the engine an extra burst of power during an emergency, the throttle could be pushed past the gate stop by breaking the safety wire. If used longer than five minutes, there was a risk of severe engine damage. There was no doubt when the supercharger cut into the high-blower position on the P-51 Mustang. The aircraft shuddered violently and pilots had to learn to anticipate the cut-in and reduce throttle. When descending, the change to low-blower took place at about 14,500 feet, and the only indication of the event was a drop in manifold pressure. The Packard Merlin drove either a four-blade Hamilton-Standard Hydromatic or Aeroproducts automatic, constant-speed propeller. Coolant (30/70 ethylene-glycol/water) and oil radiators were installed in the pronounced belly scoop radiator fairing under the fuselage. One weakness of the Merlin was that it could be put out of action by a single bullet or shrapnel, but this applied to all liquid-cooled engines and did not detract from the Mustang's all-round capabilities. The Mustang was a welcome sight to the Boeing B-17 Fortress crews as they plunged deep into German skies during the daylight offensive against the Nazi armament industries. The Merlin went through continuous development throughout World War II, ending up with at MK 71. The Merlin series was then superseded by the Griffon series. |
| Specifications: | |
|---|---|
| Rolls-Royce Merlin I | |
| Date: | 1936 |
| Cylinders: | 12 |
| Configuration: | V, Liquid cooled |
| Horsepower: | 1,030 (768 kw) |
| RPM: | 3,000 |
| Bore and Stroke: | 5.4 in. (137 mm) x 6 in. (152 mm) |
| Displacement: | 1,650 cu. in. (27 liters) |
| Weight: | 1,320 lbs. (600 kg) |
© The Aviation History On-Line Museum.All rights reserved.
Created November 29, 2006. Updated October 12, 2013.