Design evolution of the Sapphire started at Metropolitan-Vickers in 1943 as an offshoot of the F.2 project. With the F.2 reaching flight quality at about, Metrovick turned to producing larger designs, both an enlarged F.2 known as the Beryl, as well as the much larger F.9 Sapphire.. The Beryl eventually developed 4,000 lbf thrust, but the only project to select it, the Saunders-Roe SR.A/1, was cancelled. The Ministry of Supply designated the F.9 as the MVSa.1. In 1948 Metrovick exited the jet engine industry. Armstrong Siddeley, who already had a turbine development of their own, the ASX, took over the MVSa.1, now renamed ASSa.1. After a redesign it emerged as the ASSa.2. In December 1949 the ASSa.2 completed an acceptance test at. Its competitor, the Avon Ra.3 had a design thrust of at that time. A number of companies expressed interest in the Sapphire, and it was considered as either the main or backup powerplant for most British designs of the late '40s and early '50s. The ASSa.5 with thrust was used only on the English Electric P.1A, prototype for the Lightning. A simple fixed-nozzle reheat was fitted to extend the performance boundary for stability and control testing from about Mach 1.1 to beyond Mach 1.5. Future versions of the Lightning were powered by the Avon. The ASSa.6,, was used on the Gloster Javelin FAW Mk.1, Hawker Hunter F.Mk.2 and F.Mk.5, and the prototype Sud Ouest SO 4050 Vautour. The higher thrust ASSa.7 at was the first British engine to be rated above and it powered the Gloster Javelin FAW Mk.7, Handley PageVictor B.Mk.1 and a prototype Swiss fighter-bomber, the FFA P-16. The Sapphire compressor operated well, free from surging, over its complete RPM range without the need for variable inlet guide vanes or bleed. However, early compressor stages suffered from fatigue due to rotating stall at low RPM and various fixes, such as lacing wire, were incorporated. Curtiss-Wright introduced variable ramps on the Wright J65 at the entry to the compressor to prevent the stalling and blade excitation. Armstrong-Siddeley tested a similar solution on the Sapphire but incorporated blade changes instead to reduce the blade response to the stalling. Caygill states that one of the most serious problems encountered throughout the life of the Gloster Javelin was caused by "centre-line closure" on the Sapphire engine. Flying through thick cloud could cause the compressor case to shrink and rub the blades causing catastrophic engine failures and loss of the aircraft. "Centre-line closure" also caused a Sapphire failure on a Victor B.1. An afterburner with limited boost was required for the Javelin's ASSa.7, making it the ASSa.7LR. 12% boost was required at high altitudes to regain the bomber intercept performance that had been lost carrying the new de Havilland Firestreak missiles. Afterburners with a low boost requirement were sometimes known as "wee-heat". Other low-boost reheats have included the "tailpipe augmentation" on the F-86H with +10% at take-off and "Bristol Simplified Reheat", with about 16% boost at take-off, tested on Derwent V, Orenda, Olympus and Orpheus engines.
Variants
;MVSa.1: Ministry of Supply designation of the original Metropolitan-Vickers F.9 Sapphire, derived from the Metropolitan-Vickers F.2/4 Beryl. Design work on this much larger engine started in 1943. ;ASSa.3: Completed a 150-hour Service Type Test in November 1951 at a sea level rating of at an s.f.c. of 0.91 ;ASSa.4: ;ASSa.5: Early Armstrong Siddeley developed Sapphire engines. ;ASSa.5R: Reheated engines fitted to the English Electric P.1A. ;ASSa.6:Later engines developed for the Gloster Javelin FAW Mk.1, Hawker Hunter F.Mk.2, F.Mk.5 and the prototype Sud Ouest SO 4050 Vautour ;ASSa.7: Rated at, powering the Gloster Javelin FAW Mk.7, Handley Page Victor B.Mk.1 and the prototype FFA P-16. ;ASSa.7LR: Engines with a 12% augmentation reheat system for use above, powering the Gloster Javelin FAW Mk.8. ;Wright J65:Licence production in the United States by Wright Aeronautical ;ASSa.8: ;ASSa.9: ;ASSa.12: ;Sapphire 101: ;Sapphire 104: ;Sapphire 202:
