Bluebird CMN-8
Encyclopedia
Bluebird Mach 1.1 was a design for a rocket-powered supersonic land speed record
car, planned by Donald Campbell
but thwarted by his subsequent death during a water speed record attempt in Bluebird K7
in early 1967.
Donald Campbell decided that a massive jump in speed was called for following his successful 1964 LSR
attempt in Bluebird CN7.
His vision was of a supersonic rocket car with a potential maximum speed of 840 mph, referred to as Bluebird Mach 1.1. Norris Brothers were requested to undertake a design study.
Donald, ever superstitious, chose a lucky date to hold a press conference at the Charing Cross Hotel on 7 July 1965 to announce his future record breaking plans:
‘In terms of speed on the earth’s surface, my next logical step must be to construct a Bluebird car that can reach Mach 1.1. The Americans are already making plans for such a vehicle and it would be tragic for the world image of British technology if we did not compete in this great contest and win. The nation whose technologies are first to seize the “faster than sound” record on land will be the nation whose industry will be seen to leapfrog into the 70s or 80s. We can have the car on the track within three years.’
Bluebird Mach 1.1 – was to be rocket-powered. Ken Norris had calculated that using rocket motors would result in a vehicle that had a very low frontal area, greater density and lighter weight than if he went down the jet engine route. Bluebird Mach 1.1 would also be a relatively compact and simple design. Norris specified two off-the-shelf Bristol Siddeley 605
rocket engines. The 605 had been developed as a take-off assist rocket engine for military aircraft and was fuelled with kerosene, using hydrogen peroxide as the fuel oxidant. Each engine was rated at 8,000 lb of thrust. In the Bluebird Mach 1.1 application, the combined thrust of 16,000 lb would be the equivalent of a staggering 36,000 bhp at 840 mph.
The compact size of the rocket motors enabled Ken Norris to design a vehicle with a very low cross-sectional area. A dart-like configuration was chosen, with two closely paired front wheels behind the nose-mounted cockpit and two rear wheels spaced eight feet apart, faired into stabilising fins. The design was expected to be inherently stable in a straight line. The main structure of the car was both elegant and simple, yet it would ensure significant torsional strength and also allow separate storage of the two liquids used as the propellant. The main chassis would be a flat box-like structure with internal rib strengthening, not unlike the chassis of Bluebird CN7. This would provide the frame to which were attached the rocket engines, one above and one below, as well as the propellant tanks – hydrogen peroxide on top, kerosene underneath. The frame would also house the torsion bar rear suspension. Clad in a slim pencil-shaped body with rear outrigger fins, the vehicle would feature a recumbent driving position. The wheels were to be machined from solid aluminium billets. As they were not required for propulsion, but merely to support the car, there would be no need for tyres.
Various dimensions were considered and eventually a full-scale mock-up of the car was built measuring 27 feet 8 inches long, 8 feet 6 inches wide at the rear wheels and with an overall height of just 3 feet 7 inches. Ground clearance was projected to be only 4.5 inches, giving Bluebird Mach 1.1 a very low centre of gravity and roll centre. The predicted weight was 1,660 kilograms including propellants. Bluebird Mach 1.1 would thus have a formidable power-to-weight ratio of 22,000 bhp per tonne!
In 1965 a promotional model was displayed outside Campbell's house.
Interest in the project was such that the Jamaican Government offered to construct a 14 miles (22.5 km) track to host the record.
The full story of Campbell's stillborn rocket car will be told in 'Donald Campbell Bluebird and The Final Record Attempt' to be published in late 2011
After Campbell's death, the project continued at a low key for some years, still involving Leo Villa
and Ken Norris as Design Consultant from 1968-1971. In 1973, Nigel McKnight became involved, but failed to raise the necessary sponsorship.
The model disappeared and its present whereabouts are unknown. It was possibly buried in building foundations, along with the wrecked sponsons of the crashed K7
.
The project is little-known today, although some model makers offer replicas.
Land speed record
The land speed record is the highest speed achieved by a wheeled vehicle on land. There is no single body for validation and regulation; in practice the Category C flying start regulations are used, officiated by regional or national organizations under the auspices of the Fédération...
car, planned by Donald Campbell
Donald Campbell
Donald Malcolm Campbell, CBE was a British speed record breaker who broke eight world speed records in the 1950s and 1960s...
but thwarted by his subsequent death during a water speed record attempt in Bluebird K7
Bluebird K7
Bluebird K7 was a turbo jet-engined hydroplane with which the United Kingdom's Donald Campbell set seven world water speed records during the 1950s and 1960s. Campbell lost his life in K7 on January 4, 1967 whilst making a bid to raise the speed record to over on Coniston Water.-Design:Donald...
in early 1967.
Donald Campbell decided that a massive jump in speed was called for following his successful 1964 LSR
Land speed record
The land speed record is the highest speed achieved by a wheeled vehicle on land. There is no single body for validation and regulation; in practice the Category C flying start regulations are used, officiated by regional or national organizations under the auspices of the Fédération...
attempt in Bluebird CN7.
His vision was of a supersonic rocket car with a potential maximum speed of 840 mph, referred to as Bluebird Mach 1.1. Norris Brothers were requested to undertake a design study.
Donald, ever superstitious, chose a lucky date to hold a press conference at the Charing Cross Hotel on 7 July 1965 to announce his future record breaking plans:
‘In terms of speed on the earth’s surface, my next logical step must be to construct a Bluebird car that can reach Mach 1.1. The Americans are already making plans for such a vehicle and it would be tragic for the world image of British technology if we did not compete in this great contest and win. The nation whose technologies are first to seize the “faster than sound” record on land will be the nation whose industry will be seen to leapfrog into the 70s or 80s. We can have the car on the track within three years.’
Bluebird Mach 1.1 – was to be rocket-powered. Ken Norris had calculated that using rocket motors would result in a vehicle that had a very low frontal area, greater density and lighter weight than if he went down the jet engine route. Bluebird Mach 1.1 would also be a relatively compact and simple design. Norris specified two off-the-shelf Bristol Siddeley 605
Bristol Siddeley 605
The Bristol Siddeley BS.605 is a retractable take off assist rocket engine burning hydrogen peroxide and kerosene. Its design was based on the smaller chamber of Armstrong Siddeley's Stentor engine....
rocket engines. The 605 had been developed as a take-off assist rocket engine for military aircraft and was fuelled with kerosene, using hydrogen peroxide as the fuel oxidant. Each engine was rated at 8,000 lb of thrust. In the Bluebird Mach 1.1 application, the combined thrust of 16,000 lb would be the equivalent of a staggering 36,000 bhp at 840 mph.
The compact size of the rocket motors enabled Ken Norris to design a vehicle with a very low cross-sectional area. A dart-like configuration was chosen, with two closely paired front wheels behind the nose-mounted cockpit and two rear wheels spaced eight feet apart, faired into stabilising fins. The design was expected to be inherently stable in a straight line. The main structure of the car was both elegant and simple, yet it would ensure significant torsional strength and also allow separate storage of the two liquids used as the propellant. The main chassis would be a flat box-like structure with internal rib strengthening, not unlike the chassis of Bluebird CN7. This would provide the frame to which were attached the rocket engines, one above and one below, as well as the propellant tanks – hydrogen peroxide on top, kerosene underneath. The frame would also house the torsion bar rear suspension. Clad in a slim pencil-shaped body with rear outrigger fins, the vehicle would feature a recumbent driving position. The wheels were to be machined from solid aluminium billets. As they were not required for propulsion, but merely to support the car, there would be no need for tyres.
Various dimensions were considered and eventually a full-scale mock-up of the car was built measuring 27 feet 8 inches long, 8 feet 6 inches wide at the rear wheels and with an overall height of just 3 feet 7 inches. Ground clearance was projected to be only 4.5 inches, giving Bluebird Mach 1.1 a very low centre of gravity and roll centre. The predicted weight was 1,660 kilograms including propellants. Bluebird Mach 1.1 would thus have a formidable power-to-weight ratio of 22,000 bhp per tonne!
In 1965 a promotional model was displayed outside Campbell's house.
Interest in the project was such that the Jamaican Government offered to construct a 14 miles (22.5 km) track to host the record.
The full story of Campbell's stillborn rocket car will be told in 'Donald Campbell Bluebird and The Final Record Attempt' to be published in late 2011
After Campbell's death, the project continued at a low key for some years, still involving Leo Villa
Leo Villa
Period 3D photographs taken by Leo Villa on a Stereo Realist camera given to him by Donald Campbell.- References :...
and Ken Norris as Design Consultant from 1968-1971. In 1973, Nigel McKnight became involved, but failed to raise the necessary sponsorship.
The model disappeared and its present whereabouts are unknown. It was possibly buried in building foundations, along with the wrecked sponsons of the crashed K7
Bluebird K7
Bluebird K7 was a turbo jet-engined hydroplane with which the United Kingdom's Donald Campbell set seven world water speed records during the 1950s and 1960s. Campbell lost his life in K7 on January 4, 1967 whilst making a bid to raise the speed record to over on Coniston Water.-Design:Donald...
.
The project is little-known today, although some model makers offer replicas.