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111-614: The feasibility of jet propulsion had been demonstrated in Germany in early 1937 by Hans von Ohain working with the Heinkel company. Most of the Reich Air Ministry ( RLM ) remained uninterested, but Helmut Schelp and Hans Mauch saw the potential of the concept and encouraged Germany's aero engine manufacturers to begin their own programmes of jet engine development. The companies remained skeptical and little new development

222-406: A cast magnesium casing in two halves, one with half-sections of stator assemblies bolted to it. The four front stators were constructed from steel alloy blades welded to the mount; the rear five were pressed steel sheet bent over the mount and welded on. Steel alloy compressor blades dovetailled into slots in the compressor disk and were fixed by small screws. The compressor itself was mounted to

333-423: A 004A was carried aloft by a Messerschmitt Bf 110 to run up the engine in flight. The 004 used an eight-stage axial-flow compressor, with six straight-through combustion chambers (made from sheet steel), and a one-stage turbine with hollow blades. On July 18, one of the prototype Messerschmitt Me 262s flew for the first time under jet power from its 004 engines, and the 004 went into production with an order from

444-542: A 7.92 mm (.312 in) MG 81 machine gun with a higher rate of fire, and the G-series was equipped with the twin-barreled MG 81Z . Many G-series night fighters were retrofitted or factory-built with the Schräge Musik off-bore gun system, which fired upward at an oblique angle for shooting down bombers while passing underneath; it was frequently equipped with two 20 mm MG FF/M, but field installations of

555-477: A centrifugal compressor with a radial inflow turbine, a design that proved to be impractical and as a result, despite much effort, was never put into production. By comparison, Whittle's centrifugal flow engines, in both straight-through and reverse flow configuration (developed further by Rolls Royce), powered all Allied World War II jets and the majority of immediate post-war fighters. They were built under licence in numerous countries including Australia, France and

666-455: A combustion chamber of unknown endurance to flight readiness, I came upon the idea of separating the turbine problem from the combustion chamber problem by using hydrogen fuel. As a physicist, I knew of course that the diffusion and combustion speed of gaseous hydrogen was substantially greater than that of petrol." A study of the model's airflow resulted in several improvements over a two-month period. Encouraged by these findings, Ohain produced

777-659: A fuel system to enable it to run self-contained on liquid fuel, which was achieved in September 1937. With the heavy backing of Heinkel, Ohain's jet engine was the first to power an aircraft, the Heinkel He 178 aircraft in 1939, which was followed by Whittle's engine within the Gloster E.28/39 in 1941. Turbojet powered fighter aircraft from both Germany and Britain entered operational use virtually simultaneously in July 1944:

888-444: A local garage, Bartles and Becker. There he met an automotive mechanic, Max Hahn, and eventually arranged for him to build a demonstration model of his engine for 500  ℛ︁ℳ︁ . The completed model was larger in diameter than Whittle's fully working engine of 1937, although much shorter. Ohain took the model to the university for testing but ran into problems with combustion of the petrol fuel, which took place mostly after

999-688: A meeting between his engineers and Ohain, during which he argued that the current "garage engine" would never work, but that the concept upon which it was based was sound. The engineers were convinced, and in April Ohain and Hahn began working for Heinkel at the Marienehe airfield outside Rostock , in Warnemuende. Working with Engineer Gundermann and Hahn in Special Development, von Ohain states: "Under pressure of aiming to bring

1110-558: A new "pet project" of his own, eventually becoming the Heinkel HeS 011 . Although this was the first of Schelp's "Class II" engines to start working well, production had still not started when the war ended. Work continued on the HeS 8 for some time, but it was eventually abandoned in the spring of 1943. Part of the challenge for von Ohain was his approach to designing a practical turbojet that could be developed. His primary design comprised

1221-466: A new prototype that would run on hydrogen gas supplied by an external pressurised source. The resulting Heinkel-Strahltriebwerk 1 (HeS 1), German for Heinkel Jet Engine 1, was built by hand-picking some of the best machinists in the company, much to the chagrin of the shop-floor supervisors. Hahn, meanwhile, worked on the combustion problem, an area in which he had some experience. The engine was extremely simple, made largely of sheet metal. Construction, by

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1332-544: A new type of compressor which allowed a continuous, straight flow of air through the engine (an axial compressor ), recently developed by the Aerodynamische Versuchsanstalt (AVA – Aerodynamic Research Institute) at Göttingen . The axial-flow compressor not only had excellent performance, about 78% efficient in "real world" conditions, but it also had a smaller cross-section, important for high-speed aircraft. Dr. Bruno Bruckman's old assistant on

1443-738: A night fighter. It was something of a stop-gap measure, though armed with four 7.92mm/ 0.31 in machine guns and two 20 mm / 0.78 in cannon. The Bf 110 remained the principal night fighter of the Luftwaffe through to 1944. Bf 110 V1 Bf 110 V2 Bf 110 V3 Small-scale production with two Jumo 210 engines. First major production series, DB 601 engines. Heavy fighter/fighter-bomber, extreme range versions based on C-series, prepared to operate with external fuel tanks. Often stationed in Norway . Mostly fighter bombers, strengthened airframe, up to 1,200 kg (2,650 lb) bombload. Same as

1554-496: A patent of an idea ... We thought that it was not seriously being worked on." In February 1937, the turbine section was running on a test stand. According to von Ohain, "We were now working on a machine capable of powering an aircraft, the forerunner of the He-S3B. I had intended to put the combustion chamber between the compressor and the turbine, as we had done with the hydrogen unit, but Hahn suggested putting it ahead of them, which

1665-440: A patent on his version of a jet engine, Process and Apparatus for Producing Airstreams for Propelling Airplanes . Unlike Frank Whittle 's Power Jets WU design with its axial flow turbine, Ohain used a radial in-flow turbine to go with a centrifugal compressor , placing them back-to-back with an annular combustion space wrapped around the rotor. While working at the university, Ohain used to take his sports car to be serviced at

1776-597: A radial inflow turbine. Ultimately, this configuration had too many shortcomings to be put into production; however, aided by the enormous resources of the Heinkel Aircraft Company, a developed version was sufficient to power the He-178, and on 27 August 1939 von Ohain entered history as the designer of the world's first gas turbine to power an aircraft. Von Ohain stayed with centrifugal designs, contributing his research to Heinkel's other projects such as

1887-511: A range around 1,094 km (680 mi). A compact oil cooler and air scoop remained under each engine nacelle for the remainder of the Bf 110's production run. First conceived in the latter half of 1939, the Bf 110D featured a series of modifications and improvements that were focused on increasing its range. The initial D-series version, the Bf 110D-0 was designed to add a large, streamlined, 1,050-litre (277 U.S. gallon) ventral fuel tank built under

1998-440: A reputation for unreliability; the time between major overhauls (not technically a time between overhaul ) was thirty to fifty hours, and may have been as low as ten, though a skilled flyer could double the interval. (The competing BMW 003's was about fifty.) The process involved replacing compressor blades, (which suffered the most damage, usually from ingesting stones and such, later known as fodding ) and turbine blades damaged by

2109-577: A role to which the aircraft was well suited. After the Battle of Britain, the Bf 110 enjoyed a successful period as an air superiority fighter and strike aircraft in other theatres and defended Germany from strategic air attack by day against the United States Army Air Forces (USAAF)'s Eighth Air Force , until an American change in fighter tactics rendered them increasingly vulnerable to developing American air supremacy over

2220-462: A second one was nearing completion at about the same time as a new test airframe, the Heinkel He 178 , which first flew on 27 August 1939, the first jet-powered aircraft to fly by test pilot Erich Warsitz . Heinkel had applied, May 31, 1939, for a patent: US2256198 Espacenet - Original document , an 'Aircraft power plant', inventor Max Hahn. First application for this patent in Germany was May, 1938. Work started immediately on larger versions, first

2331-543: A simple combustion area using six " flame cans ", instead of the more efficient single annular can . For the same reasons, he collaborated heavily on the development of the engine's turbine with Allgemeine Elektrizitäts-Gesellschaft (General Electric Company, AEG) in Berlin , and instead of building development engines, opted to begin work immediately on the prototype of an engine that could be put straight into production. Franz's conservative approach came under question from

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2442-482: A single forward-firing 20 mm MG FF cannon. Bayerische Flugzeugwerke omitted the internal bomb load requirement from the RLM directive to increase the armament element of the RLM's specification. The Bf 110 proved to be far superior to its rivals in providing the speed, range, and firepower to meet its role requirements. Accordingly, Bayerische Flugzeugwerke's submission bested Focke-Wulf, Henschel, and Arado , and thus

2553-503: A steel shaft with twelve set screws . Jumo tried a variety of compressor blades, beginning with solid steel, later hollow sheet metal ones, welded on the taper, with their roots fitted over rhomboidal studs on the turbine wheel, to which they were pinned and brazed . One interesting feature of the 004 was the starter, designed by the German engineer Norbert Riedel , which consisted of a 10 hp (7.5 kW) 2-stroke flat engine behind

2664-479: A transition from biplane to monoplane designs. Most concentrated on the single-engined fighter aircraft , but the problem of range arose. The Ministry of Aviation (RLM, for Reichsluftfahrtministerium ), at the encouragement of Hermann Göring , issued a request for a new multipurpose fighter called the Kampfzerstörer (battle destroyer) with long range and an internal bomb bay. This request called for

2775-507: A twin-engined, three-seat, all-metal monoplane that was armed with cannon and a bomb bay . Of the seven companies approached, only Bayerische Flugzeugwerke (which later became Messerschmitt ), Focke-Wulf , and Henschel responded to the request. The Focke-Wulf design, the Focke-Wulf Fw 57 , had a wingspan of 25.6 m (84 ft) and was powered by a pair of DB 600 engines. It was armed with two 20 mm MG FF cannons in

2886-483: A two-flow, dual entrance flow radial flow compressor that looked monstrous from an engine point of view. Its flow reversal looked to us to be an undesirable thing, but it turned out that it wasn't so bad after although it gave some minor instability problems ... Our patent claims had to be narrowed in comparison to Whittle's because Whittle showed certain things." He then somewhat understandably justified their knowledge of Whittle's work by saying: "We felt that it looked like

2997-813: A year, or more. Following World War II, Jumo 004s were built in small numbers in Malešice in Czechoslovakia , designated Avia Avia M-04 , to power the Avia S-92 which was itself a copy of the Me 262. Upgraded Jumo 004 copies were also built in the Soviet Union as the Klimov RD-10 , where they powered the Yakovlev Yak-15 as well as many prototype jet fighters. In France , captured 004s powered

3108-581: Is displayed as fully assembled at the Royal Air Force Museum's London site at Hendon , North London. A G-series night fighter, it was likely built in 1944. It served with Nachtjagdgeschwader 3 , the unit responsible for the night air defence of Denmark and North Germany until Germany's surrender in May 1945. It was one of five Bf 110s taken by the British for technical evaluation. In 1946, it

3219-601: Is made from a wide range of original spare parts found all over the world. It is currently owned and displayed by a private foundation in Denmark. Data from The Warplanes of the Third Reich , Die Deutsche Luftrüstung 1933–1945 Vol.3 – Flugzeugtypen Henschel-Messerschmitt General characteristics Performance Armament Related development Aircraft of comparable role, configuration, and era Related lists Note: Official RLM designations had

3330-539: The 004B weighed 100 kg (220 lb) less than the 004A, and in 1943 had passed several 100-hour tests, with a time between overhauls of 50 hours being achieved. Later in 1943 the 004B version suffered turbine blade failures which were not understood by the Junkers team. They focused on areas such as material defects, grain size and surface roughness. Eventually, in December, blade-vibration specialist Max Bentele

3441-525: The BMW 003 . By early 1942 the HeS 8, officially the 109-001 (HeS 001), was still not progressing well. Meanwhile, Müller's HeS 30, officially the 109-006 (HeS 006), was developing much more quickly. Both engines were still some time from being ready for production, however, while the 003 and 004 appeared to be ready to go. In early 1942 the director of jet development at the RLM, Helmut Schelp , refused further funding for both designs, and ordered Heinkel to work on

Junkers Jumo 004 - Misplaced Pages Continue

3552-635: The Charles Stark Draper Prize for their work on turbojet engines. Ohain was elected a member of the U.S. National Academy of Engineering (NAE). Ohain was awarded the Ludwig-Prandtl-Ring from the Deutsche Gesellschaft für Luft- und Raumfahrt (German Society for Aeronautics and Astronautics) for "outstanding contribution in the field of aerospace engineering" in 1992. In 1982, Ohain was inducted into

3663-755: The International Air & Space Hall of Fame at the San Diego Air & Space Museum . In 1990, Ohain was inducted into the National Aviation Hall of Fame . Ohain died in Melbourne, Florida, in 1998, aged 86. He was survived by his wife and four children. One of his sons, Christopher von Ohain, joined the United States Marine Corps (USMC). Christopher’s son, Hans Christopher von Ohain, also joined

3774-573: The Me 262 on July 26 and the Gloster Meteor on July 27 of 1944. The Me 262 was the first operational fighter jet and saw flight combat with hundreds of machines, while the few dozen Meteors saw limited action. Although Von Ohain and Whittle both knew about axial flow compressors, they remained dedicated to improving centrifugal compressor engines to power respectively the Heinkel He 178 and

3885-872: The Sud-Ouest SO 6000 Triton and the Arsenal VG-70 . ( Data from: Kay, Turbojet: History and Development 1930–1960 : Volume 1: Great Britain and Germany Layout: A=axial flow compressor stages, C=can combustion chambers, T=turbine stages. A number of examples of the Jumo 004 turbojet exist in aviation museums and historical collections in North America, Europe and Australia, including; Data from Comparable engines Related lists Hans von Ohain Hans Joachim Pabst von Ohain (14 December 1911 – 13 March 1998)

3996-961: The United States Air Force Exceptional Civilian Service Award, Systems Command Award for Exceptional Civilian Service, the Eugene M. Zuckert Management Award, the Air Force Special Achievement Award, and just before he retired, the Citation of Honor. In 1984–85, Ohain served as the Charles A. Lindbergh Chair in Aerospace History , a competitive senior fellowship at the National Air and Space Museum . In 1991 Ohain and Whittle were jointly awarded

4107-527: The 109-004-series of jet engine designs, formed the setbacks that were the principal factor delaying the Luftwaffe's introduction of the Me 262 into squadron service. Given the lower-quality steels used in the 004B, these engines had a service life of only 10–25 hours, perhaps twice this in the hands of a careful pilot. Another shortcoming of the engine, common to all early turbojets, was its sluggish throttle response. Worse, too much fuel could be injected into

4218-472: The 20 mm MG 151/20 or 30 mm (1.18 in) MK 108 cannons were also used. The Schräge Musik weapons were typically mounted immediately in front of the rear cockpit . The Bf 110 G-2/R1 was also capable of employing armament such as the Bordkanone -series 37 mm (1.46 in) BK 3,7 autofed cannon, mounted in a conformal ventral gun pod under the fuselage. A single hit from this weapon

4329-628: The B-2 reconnaissance version, which had a camera in place of the cannons and the B-3, which was used as a trainer , with the cannons replaced by extra radio equipment. Only 45 Bf 110Bs were built before the Jumo 210G engine production line ended. The major identifier of the -A and -B-series Bf 110s was the very large "mouth" bath radiators located under each engine. In late 1938, the DB 601 B-1 engines became available in quantity, and thus were promptly adopted on

4440-678: The Bf 109, though not as fast. Eventually, 512 Bf 110F models were completed between December 1941 and December 1942, when production gave way to the Bf 110G. Although the Me 210 entered service in mid-1941, it was plagued with problems and was withdrawn from service for further development. In the wake of the failure of the Me 210, the Bf 110G was designed. The G model was fitted with DB 605 B engines, producing 1,085 kW (1,475 PS) at their Notleistung (war emergency) top-level setting, and 997 kW (1,355 PS) at 5.8 km (19,000 ft) altitude. The Bf 110G also had upgraded nose armament, and underwent some changes which improved

4551-635: The Bf 110 at some point during their combat careers and the top night fighter ace, Major Heinz-Wolfgang Schnaufer , flew it exclusively and claimed 121 victories in 164 sorties. In addition to its use by the Luftwaffe , other operators of the type included the Hungarian Air Force , the Regia Aeronautica , and the Romanian Air Force . Throughout the 1930s, the air forces of many major military powers were engaged in

Junkers Jumo 004 - Misplaced Pages Continue

4662-525: The Bf 110 was ordered into full rate production. The initial deliveries of the Bf 110 encountered several delays with their DB 600 engines, which forced Bayerische Flugzeugwerke to install Junkers Jumo 210 B engines, leaving the Bf 110 seriously underpowered and able to reach a top speed of only 431 km/h (268 mph). The armament of the A-0 units was also limited to four nose-mounted 7.92 mm (.312 in) MG 17 machine guns . Even without delivery of

4773-409: The Bf 110 was put on a low priority in 1941 in expectation of its replacement by the Me 210. During this time, two versions of the Bf 110 were developed, the E and F models. The E was designed as a fighter bomber ( Zerstörer Jabo ), able to carry four 50 kg (110 lb) ETC 50 racks under the wing, along with the centreline ETC 500 bomb rack . The first E, the Bf 110 E-1 was originally powered by

4884-661: The Bf 110. The Bf 110 served with considerable success in the early campaigns in Poland , Norway , and France . The primary weakness of the Bf 110 was its lack of manoeuvrability, although this could be mitigated with better tactics. This weakness was exploited by the RAF, when Bf 110s were flown as close escort to German bombers during the Battle of Britain . When British bombers began targeting German territory with nightly raids, some Bf 110-equipped units were converted to night fighters,

4995-489: The Bf 110C. In the adoption of this engine, the design teams opted to remove the radiators under the engine nacelles and replace them with water/glycol radiators for the C-series airframes, placing them under the wing just outboard of each nacelle, otherwise similar in installation, appearance and function to those on the Bf 109E. With the DB 601 engine, the Bf 110's maximum speed increased to 541 km/h (336 mph) with

5106-513: The DB 600 engines, Bayerische Flugzeugwerke began assembly of the Bf 110 in mid-1937. As the DB 600 engines continued to have problems, Bayerische Flugzeugwerke was forced to keep on using Jumo motors, the 210G, which supplied 515 kW (700 PS) each (versus the 471 kW/640 PS supplied by the 210B). Three versions of the Bf 110B were built, the B-1, which had four 7.92 mm (.312 in) MG 17 machine guns and two 20 mm MG FF cannons,

5217-434: The DB 601B engine, but shifted to the DB 601P as they became available in quantity. In total, 856 Bf 110E models were built between August 1940 and January 1942. The E models also had upgraded armour and some fuselage upgrades to support the added weight. Most pilots of the Bf 110E considered the aircraft slow and unresponsive, with one former Bf 110 pilot commenting the E was "rigged and a total dog." The Bf 110F featured

5328-597: The E, again strengthened airframe, better armour, two 993 kW (1,350 PS) DB 601F engines. Improved F-series, two 1,085 kW (1,475 PS) DB 605 B engines, tail rudders increased in size. The final version, similar to the G, was cancelled before any prototypes were ready after important documents were lost in an air raid on the Waggonbau Gotha factory, which was leading the H-development. Two intact Bf 110s are known to exist: This aircraft

5439-471: The G subtype the most versatile production version of the Bf 110. The initial batch of six preseries production G-0 aircraft built in June 1942 were followed by 797 G-2, 172 G-3 and 2,293 of the night fighter-dedicated, three-seater G-4 models; built between December 1942 and April 1945. Pilots reported the Bf 110G to be a "mixed bag" in the air, in part due to all changes between the G and F series. The Bf 110G

5550-587: The Gloster E.28/39 until the end of the Second World War. Axial flow compressor jet engines were instead developed in parallel by Anselm Franz (Junkers) and Hermann Oestrich (BMW) to design the similar Jumo 004 and BMW 003 engines, designs that were eventually adopted by most manufacturers by the 1950s. After the war the two men met, became friends and received the Charles Stark Draper Prize for Engineering "for their independent development of

5661-455: The HeS 6 which was simply a larger HeS 3b, and then on a new design known as the HeS 8 which once again re-arranged the overall layout. The compressor and turbine were connected with a large-diameter drum long-enough to fit an annular combustion chamber between them. It was intended to install the engine on the Heinkel He 280 fighter , but the airframe development progressed much more smoothly than

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5772-579: The MG FFs with MG 151s and the rear gunner station would be armed with the twin-barreled MG 81Z ). Development work on an improved type to replace the Bf 110 - the Messerschmitt Me 210 - began before the conflict started, but its shakedown troubles resulted in the Bf 110 soldiering on until the end of the war in various roles. Its intended replacements, the aforementioned Me 210 and the significantly improved Me 410 Hornisse , never fully replaced

5883-447: The RAF engineer ran the world's first jet engine on the 12th of April 1937), nevertheless Ohain had been given a copy of Whittle's patents by his lawyer, while his own patent application being prepared and before he had begun construction of an engine. In his biography, Ohain frankly critiqued Whittle's design: "When I saw Whittle's patent I was almost convinced that it had something to do with boundary layer suction combinations. It had

5994-419: The RLM for 80 engines. The initial 004A engines built to power the Me 262 prototypes had been built without restrictions on materials, and they used scarce raw materials such as nickel , cobalt , and molybdenum in quantities which were unacceptable in production. Franz realized that the Jumo 004 would have to be redesigned to incorporate a minimum of these strategic materials , and this was accomplished. All

6105-465: The RLM found that the Bf 110, while not as manoeuvrable as desired, was rather faster than its original request specified, as well as faster than the front-line fighter, the Bf 109 B-1. The order for four pre-production A-0 units was promptly placed, the first of which was delivered in January 1937. Amid this phase of testing, both the Focke-Wulf Fw 187 and Henschel Hs 124 competitors were rejected and

6216-588: The RLM reconsidered the ideas of the Kampfzerstörer and began focusing on the Zerstörer . Due to these changes, the Bayerische Flugzeugwerke design better fit the Ministry's requests. On 12 May 1936, Rudolf Opitz flew the first Bf 110 from Augsburg . As many pre-war designs found, the engine technologies promised were of insufficient reliability. Even with the temperamental DB 600 engines,

6327-460: The RLM, but was vindicated when even given the developmental problems that it was to face, the 004 entered production and service well ahead of the BMW 003, its more technologically advanced but slightly lower thrust competitor (7.83 kN/1,760 lbf). At Kolbermoor, location of the Heinkel - Hirth engine works, the post-war Fedden Mission , led by Sir Roy Fedden , found jet engine manufacturing

6438-688: The Reich as 1944 began. During the Balkans and North African campaigns and on the Eastern Front , the Bf 110 rendered valuable ground support to the German Army as a potent fighter-bomber. Later in the conflict, it was developed into a formidable radar-equipped night fighter, becoming the principal night-fighting aircraft of the Luftwaffe . The majority of the German night fighter aces flew

6549-724: The US and were copied by the Russians and Chinese to power the MiG-15 and MiG-17. Whittle's basic reverse flow design remains the most common gas turbine configuration in production today with over 80,000 built in the form of the Allison (RR) 250/300 and Pratt & Whitney PT6 series of engines. However, in his invention of HE S011 , von Ohain introduced a standard concept which combined axial and radial designs for most business jets today, along with turboprops and helicopters. In 1947, Ohain

6660-429: The USMC; he was killed in a car accident in 2022. Messerschmitt Bf 110 The Messerschmitt Bf 110 , often known unofficially as the Me 110 , is a twin-engined Zerstörer (destroyer, heavy fighter ), fighter-bomber ( Jagdbomber or Jabo ), and night fighter ( Nachtjäger ) designed by the German aircraft company Bayerische Flugzeugwerke (BFW) and produced by successor company Messerschmitt . It

6771-423: The aerodynamics of the aircraft. The rear cockpit access was moved forward from the transversely-hinged, "tilt-open" rearmost canopy glazing to a side/top hinged opening section of the main canopy, opening to port, with a new rearmost framed glazing section fixed in place. No Bf 110 G-1 existed, so the Bf 110 G-2 became the baseline Bf 110G. A large number of Rüstsätze field conversion packs were available, making

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6882-456: The airflow through the engine created a stable vortex that acted as the compressor and turbine. This interest in mass-flow led Ohain to research magnetohydrodynamics (MHD) for power generation, noting that the hot gases from a coal-fired plant could be used to extract power from their speed when exiting the combustion chamber, remaining hot enough to then power a conventional steam turbine. Thus an MHD generator could extract further power from

6993-406: The bent and folded sheet metal, and a re-arrangement of the layout to reduce the cross-sectional area of the engine by placing the annular combustor in an extended gap between the compressor and turbine. The original turbine was too small to work efficiently. In the beginning of 1939, the He-S3A was fitted into the He 178 airframe for a standing display at Roggentin on 3 July 1939. Yet this turbine

7104-425: The blacksmith in his village, started late in the summer of 1936 and was completed in March 1937. Two weeks later the engine was running on hydrogen, but the high temperature exhaust led to considerable "burning" of the metal. The tests were otherwise successful, and in September the combustor was replaced and the engine was run on gasoline for the first time. Running on gasoline caused the combustor to clog up. Although

7215-438: The coal, and lead to greater efficiencies. Unfortunately this design has proven difficult to build due to a lack of proper materials, namely high-temperature non-magnetic materials that are also able to withstand the chemically active exhaust. Ohain also investigated other power related concepts. He also invented the idea of the "jet wing", in which air from the compressor of a jet engine is bled off to large "augmented" vents in

7326-607: The combined centrifugal/axial HeS8 and 011, but ultimately none of his designs was put into production. Other competing German designers at Junkers and BMW, following the axial design layout, saw their engines brought into production, although they never solved some of the basic power and durability problems. Von Ohain nevertheless started the world's first jet engine industry in his homeland of Germany, with many prototypes and series productions built until 1945 . Von Ohain, having entered turbojet design some time later than Whittle, began working on his first turbojet engine designs during

7437-422: The combustion chambers by moving the throttle too quickly, causing the temperature to rise too far before the airflow increased to match the increased fuel. This overheated the turbine blades, and was a major cause for engine failures. Nevertheless, it made jet power for combat aircraft a reality for the first time. The exhaust area of the engine used a a variable geometry nozzle known as a plug nozzle . The plug

7548-591: The conclusion that a constant work process, i.e. constant compression, combustion, expansion, would have great advantages. Thus I chose a quite simple engine, a radial compressor with a radial turbine." However, the model he and Max Hahn built and tested in the courtyard of the Institute showed the combustion chamber needed further development. As a consequence, Pohl and von Ohain decided to approach Heinkel as someone who "doesn't back away from new ideas". In February 1936, Pohl wrote to Ernst Heinkel , telling him about Ohain's design and its possibilities. Heinkel arranged

7659-532: The early "dachshund's belly" ventral fuselage tank in test flights mandated its omission from production D-1s, although they were still prepared to mount an improved, better-streamlined, version. D-1s so equipped were known as D-1/R1, whereas the D-1/R2 was equipped with two 900-litre drop tanks and a droppable 85-litre oil tank. Later D-2 and D-3 versions retained the twin underwing 900-litre drop tank capability, using multipurpose ordnance racks capable of holding either drop tanks or carrying bombs. The production of

7770-451: The early 1960s he did a fair amount of work on the design of gas core reactor rockets which would retain the nuclear fuel while allowing the working mass to be used as exhaust. The engineering needed for this role was also used for a variety of other "down to earth" purposes, including centrifuges and pumps. Ohain would later use the basic mass-flow techniques of these designs to create a fascinating jet engine with no moving parts, in which

7881-453: The engine was never intended to be a flight-quality design, it proved beyond a doubt that the basic concept was workable, and Ohain had at last caught up with Whittle. With vastly more funding and industry support, Ohain would soon overtake Whittle and forge ahead. It has often been claimed that Ohain was unaware of Whittle's work. While in a very strict sense this may be true (in that he was unaware of Whittle's experiments at Lutterworth where

7992-431: The engine, and had to be used in gliding tests while work on the engine continued. A flight-quality HeS 8 was installed in late March 1941, followed by the first flight on 2 April. Three days later the aircraft was demonstrated for a party of Nazi and RLM officials, all of whom were impressed. Full development funds soon followed. By this point there were a number of turbojet developments taking place in Germany. Heinkel

8103-528: The entire tube. The final result of the changes was the He-S3B." A new design, the HeS 3b was proposed, which lengthened the combustor by placing the forward part of it in front of the compressor outer rim. While not as small as the original HeS 3 design, the 3b was nevertheless fairly compact. The 3b first ran in July 1939 (some references say in May), and was air-tested under the Heinkel He 118 dive bomber prototype. The original 3b engine soon burned out, but

8214-428: The fall of 1933 when I was in my seventh semester at Göttingen University. I didn't know that many people before me had the same thought." Unlike Whittle, von Ohain had the significant advantage of being supported by an aircraft manufacturer, Heinkel, who funded his work. When in 1935 von Ohain designed his overall engine layout, he based it for compactness on a centrifugal impeller (centrifugal or radial compressor) and

8325-402: The firm was given the funds to build several prototype aircraft. By the end of 1935, the Bf 110 had evolved into an all-metal, low-wing cantilever monoplane of semi monocoque design featuring twin vertical stabilizers and powered by two DB 600A engines. The design was also fitted with Handley-Page wing slots (actually, leading-edge slats ). By luck (and pressure by Ernst Udet ),

8436-465: The fuselage, which required a substantially sized, conformal streamlined ventral fuselage fairing extending from halfway back under the nose to the rear of the cockpit glazing, inspiring the nickname Dackelbauch ( dachshund 's belly). The D-1 was also set up to accept a pair of fin -equipped 900-litre (238 U.S. gallon) drop tanks, one under each wing, increasing the total fuel capacity to 4,120 litres (1,088 U.S. gallons). The substantial added drag of

8547-468: The high thermodynamic loads. The Germans were known to use both specially designed wire-framed hemispherical cages and/or flat circular covers over the intakes to prevent ingestion of foreign matter into their aircraft jet engines' intakes while on the ground. The compressor and turbine blades' life could be extended by re-balancing the rotors during routine maintenance; the Riedel two-stroke starter engine and

8658-446: The hot metal parts, including the combustion chamber, were changed to mild steel protected by an aluminum coating, and the hollow turbine blades were produced from folded and welded Cromadur alloy (12% chromium, 18% manganese, and 70% iron) developed by Krupp , and cooled by compressed air "bled" from the compressor. The engine's operational lifespan was shortened, but on the plus side it became easier to construct. Production engines had

8769-444: The intake nose-cone. A hole in the front of the cone gave access to a manual pull-start if the electric starter motor failed. Two small gasoline/ oil mix tanks were fitted within the upper perimeter of the annular intake's sheet metal housing for fuelling the starter. The Riedel was also used for starting the competing BMW 003 engine, and for Heinkel's more advanced HeS 011 "mixed-flow" compressor design. The first production model of

8880-464: The jet engine program, Dr. Österich, took over for him in Berlin, and selected the axial flow design, due to its smaller diameter; it was 10 cm (3.9 in) less than the competing axial-flow BMW 003 . On the other hand, he aimed to produce an engine that was far below its theoretical potential, in the interests of expediting development and simplifying production. One major decision was to opt for

8991-528: The job. Franz started his development team later that year, and the project was given the RLM designation 109-004 (the 109- prefix, assigned by the RLM was common to all reaction engine projects in WWII Germany, including German WWII rocket engine designs for manned aircraft). Franz opted for a design that was at once conservative and revolutionary. His design differed from von Ohain's in that he utilised

9102-564: The lower part of the nose. Later versions replaced the MG FF/M with the more powerful 20 mm MG 151/20 cannons and many G-series aircraft, especially those which served in the bomber-destroyer role, had two 30 mm (1.18 in) MK 108 cannons fitted instead of the MG 17. The defensive armament initially consisted of a single, flexibly mounted 7.92 mm (.312 in) MG 15 machine gun . Late F-series and prototype G-series were upgraded to

9213-484: The major centers for aeronautical research, with Ohain having attended lectures by Ludwig Prandtl . In 1933, while still a student, he conceived what he called "an engine that did not require a propeller ". After receiving his PhD in 1935, Ohain became the junior assistant of Robert Wichard Pohl , then director of the Physical Institute of the university. In 1936, while working for Pohl, Ohain registered

9324-611: The mind of Paul Bevilaqua , one of his students at WP-AFB , from math to engineering, which later enabled Bevilaqua to invent the Rolls-Royce LiftSystem for the JSF F35B STOVL : "in school I learned how to move the pieces, and Hans taught me how to play chess". Ohain also showed Bevilaqua "what those TS-diagrams actually mean". Ohain retired from Wright-Patterson in 1979 and took up an associate professor position teaching propulsion and thermodynamics at

9435-661: The nearby University of Dayton , spending winter sessions from 1981 to 1983 teaching the same subjects at the University of Florida . Ohain continued at the University of Dayton until 1992, when concerns about his health prompted a move with his wife, Hanny, to Melbourne, Florida . During his career, Ohain won many engineering and management awards, including (among others) the American Institute of Aeronautics and Astronautics (AIAA) Goddard Astronautics Award,

9546-407: The new DB 601F engines, which produced 993 kW/1,350 PS (almost double the power the original Jumo engines provided), which allowed for upgraded armour, strengthening, and increased weight with no loss in performance. Three common versions of the F model existed. Pilots typically felt the Bf 110F to be the best of the Bf 110 line, being fully aerobatic and in some respects smoother to fly than

9657-559: The nose, while a third was positioned in a dorsal turret . The Fw 57 V1 flew in 1936, but its performance was poor and the machine crashed. The Henschel Hs 124 was similar in construction layout to the Fw 57, equipped with two Jumo 210 C for the V1. The V2 used the BMW 132 Dc radial engines generating 870 PS compared with the 640 PS Jumo. The armament consisted of a single rearward-firing 7.92 mm (.312 in) MG 15 machine gun and

9768-502: The program at this point. Max Bentele , as an Air Ministry consulting engineer with a background in turbocharger vibrations, assisted in solving the problem. The original aluminium stators were replaced with steel ones in which configuration the engine developed 5.9 kN (1,300 lb f ) in August, and passed a 10-hour endurance run at 9.8 kN (2,200 lb f ) in December. The first flight test took place on March 15, 1942, when

9879-459: The same period that Whittle was building his WU engine in Britain. Their turbojet designs have been said by some to be an example of simultaneous invention. However, von Ohain explains in his biography that, in 1935, while his own patent was being prepared (and before he had begun construction of an engine), his lawyer gave him a copy of Whittle's patent, which he read and critiqued. As a result, he

9990-443: The turbine, sending flames shooting out from the exhaust duct. The lack of combustion before the turbine contributed to the engine being unable to run without the assistance of the electric motor which subsequently overheated. According to von Ohain, "My interest in jet engines began in about 1933. I found that the elegance of flying was spoiled by the enormous vibrations and noise from the piston engine/propeller combination. I came to

10101-570: The turbojet engine." Born in Dessau , Germany, Ohain finished high school in 1930 at the Arndt-Gymnasium in Dahlem and earned a PhD in physics in 1935 at the University of Göttingen , with his thesis entitled An Interference Light Relay for White Light on an optical microphone to record sound directly to film, which led to his first patent. The University of Göttingen was then one of

10212-468: The turbojet's governor would also be examined and replaced as needed. Combustors required maintenance every twenty hours, and replacement at 200. Between 5,000 and 8,000 004s were built; at the end of the Second World War , production stood at 1,500 per month. The Fedden Mission, led by Sir Roy Fedden , postwar estimated total jet engine production by mid-1946 could have reached 100,000 units

10323-409: The type found its niche during the winter of 1940-41 as a night fighter in defensive operations. At first, the three main crew members had no special equipment for night operations and relied on their eyes alone to find enemy aircraft in the dark. Ground-controlled interception began from mid 1941 and the Bf 110 began to take its toll on RAF bombers and was soon an aircraft to be feared. Airborne radar

10434-539: The wings to provide lift for VTOL aircraft. A small amount of high-pressure air is blown into a venturi , which in turn sucks a much larger volume of air along with it, thus leading to "thrust augmentation". The concept was used in the Rockwell XFV-12 experimental aircraft, although the market interest in VTOL aircraft was short-lived. He participated in several other patents. Ohain was the influence in shifting

10545-461: Was RM 12,000, and cheaper than the Junkers 213 piston engine, which was RM 35,000. Moreover, the jets used lower-skill labor and needed only 375 hours to complete (including manufacture, assembly, and shipping), compared to 1,400 for the BMW 801 . Production and maintenance of the 004 was done at the Junkers works at Magdeburg , under the supervision of Otto Hartkopf . Completed engines earned

10656-735: Was a German physicist, engineer, and the designer of the first aircraft to use a turbojet engine. Together with Frank Whittle and Anselm Franz , he has been described as the co-inventor of the turbojet engine. However, the historical timelines show that von Ohain was still a university student when, in January 1930, Whittle filed his first patent for a turbojet engine and successfully tested his first engine in April 1937, some 6 months before von Ohain. Additionally, prior to designing his engine and filing his own patent in 1935, von Ohain had read and critiqued Whittle's patents. Von Ohain stated in his biography that "My interest in jet propulsion began in

10767-465: Was an excellent idea." The He-S3 turbine was test flown by Erich Warsitz and Walter Künzel in a Heinkel He 118 , providing additional throttled thrust to the conventional engine. While work on the HeS 1 continued, the Pohl-Ohain team had already moved on to the design of a flight-quality engine, the HeS 3 . The major differences were the use of machined compressor and turbine stages, replacing

10878-851: Was brought to the United States by Operation Paperclip and went to work for the United States Air Force at Wright-Patterson Air Force Base . In 1956 he was made the Director of the Air Force Aeronautical Research Laboratory and by 1975 he was the Chief Scientist of the Aero Propulsion Laboratory there. During his work at Wright-Patterson, Ohain continued his own personal work on various topics. In

10989-476: Was carried out. In 1939 Schelp and Mauch visited the companies to check up on progress. Otto Mader, head of the Junkers Motorenwerke (Jumo) division of the large Junkers aviation firm, stated that even if the concept was useful, he had no one to work on it. Schelp responded by stating that Dr Anselm Franz , then in charge of Junkers' turbo- and supercharger development, would be perfect for

11100-430: Was considered a superior gun platform with excellent all-around visibility, and considered, until the advent of the Heinkel He 219 , to be one of the best night fighters flown by the Luftwaffe . The Bf 110's main strength was its ability to mount unusually powerful air-to-air weaponry. Early versions had four 7.92 mm (.312 in) MG 17 machine guns in the upper nose and two 20 mm MG FF/M cannons fitted in

11211-471: Was first tested in October 1940, though without an exhaust nozzle. It was bench-tested at the end of January 1941 to a maximum thrust of 430 kgf (4,200 N; 950 lbf), and work continued to increase the thrust, the RLM contract having set a minimum of 600 kgf (5,900 N; 1,300 lbf) thrust. Vibration problems with the compressor stators, originally cantilevered from the outside, delayed

11322-494: Was forced to modify his own application so as not to infringe on Whittle's design. The core of Ohain's first jet engine, the Heinkel HeS 1 , which he described as his "hydrogen test engine," was run "in March or early April" according to Ohain (although Ernst Heinkel's diaries record it as September 1937). Work on the hydrogen test engine continued, but the engine required modifications to fix overtemperature problems and to fit

11433-476: Was nicknamed the Zwiebel (German for onion, due to its shape when seen from the side). The plug moved about 40 cm (16 inch) fore-and-aft, using an electric motor-powered rack-and-pinion, to change the exhaust cross-sectional area for thrust control. The Jumo 004 could run on three types of fuel: Costing RM 10,000 for materials, the Jumo 004 also proved somewhat cheaper than the competing BMW 003 , which

11544-490: Was once again brought in during a meeting at the RLM headquarters. He identified that the failures were caused by one of the blades' natural frequencies being in the engine running range. His solution was to raise the frequency, by increasing the blade taper and shortening them by 1 millimetre, and to reduce the operating speed of the engine from 9,000 to 8,700 rpm. It was not until early 1944 that full production could finally begin. These sorts of engineering detail challenges for

11655-601: Was primarily operated by the Luftwaffe and was active throughout the Second World War . Development of the Bf 110 commenced during the first half of the 1930s; one early proponent of the type was Hermann Göring , who believed its heavy armament, speed, and range would make it the premier offensive fighter of the Luftwaffe . Early variants were armed with a pair of MG FF 20 mm cannon, four 7.92 mm (.323 in) MG 17 machine guns , and one 7.92 mm (.323 in) MG 15 machine gun for defence (later variants would replace

11766-857: Was selected for preservation by the Air Historical Branch . It was eventually moved to the RAF Museum in 1978, where it has remained ever since. Displayed at the Deutsches Technikmuseum Berlin . Additionally, the Technik Museum Speyer preserves the wings and other parts from a Bf 110 that were recovered from a lake in Sweden in 1995. During the war, the aircraft landed on the frozen lake after being damaged by Swedish anti-aircraft fire. Messerschmitt Bf 110 G4 (unknown Werk Nr.) This aircraft

11877-462: Was simpler and required lower-skill labor and less sophisticated tooling than piston engine production; in fact, most of the making of hollow turbine blades and sheet metal work on jets could be done by tooling used in making automobile body panels . Fedden himself criticized the attachment of the 004's compressor casing, which was in two halves, bolted to the half-sections of the stator assemblies. The first prototype 004A , which used diesel fuel ,

11988-551: Was so impressed by the concept that he arranged the transfer to the project of Adolph Müller from Junkers , who was developing an axial compressor -powered design, renamed as the Heinkel HeS 30 . Müller left Junkers after they purchased the Junkers Motoren company, who had their own project under way, which by this time was known as the Junkers Jumo 004 . Meanwhile, BMW was making good progress with its own design,

12099-401: Was still not powerful enough for flight. According to von Ohain, "We experimented with various combinations to modify the compressor diffuser and turbine nozzle vanes to increase thrust sufficiently to qualify the aircraft for the first flight demonstration. We found that a small diffuser behind the engine with a collar and splitter to divert flows functioned better than a high speed flow through

12210-438: Was used experimentally during 1941, effective up to a maximum distance of 3.5 km/ 2.2 miles and capable of bringing the Bf 110 to within 200 m/655 ft of a target. However, its effectiveness varied massively during the latter half of the conflict as a result of Allied countermeasures and German radar advances alike. Becoming active around July 1942, the Bf 110F-4 was the first version to be designed specifically as

12321-444: Was usually enough to destroy any Allied bomber. The initial Bf 110 C-1/B fighter-bomber could carry two 250 kg (551 lb), two 500 kg (1,102 lb), or two 1,000 kg (2,204 lb) bombs on two ETC 500 racks under the fuselage and, starting with the Bf 110 E-0, could be supplemented by four additional 50 kg (110 lb) bombs on ETC 50 racks under the wing. After a period of use on bombing and reconnaissance,

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