First Jet Engine Aircraft

can be traced back to this time. Archytas, the originator of arithmetic mechanical engineering, as described in the works of Aulus Gellius five hundred years after him, is said to have created and constructed the first synthetic self-propelled aircraft.

Initial experiments with air-breathing jet thrusters were based on hybrids in which an outside energy generator first generated pressurized gas, which was then blended with propellant and burnt for the jet blast. Such a system, known by Secondo Campini as the thermal jet, but more often as the motor jet, uses a ventilator to compress the exhaust gas, powered by a traditional reciprocating engine.

The Caproni Campini N.1 and the Tsu-11 engine, which will propel Ohka Kamikazes towards the end of the Second War, are just two example. No one was quite succesful and the CC.2 was much faster than the same CC.2 engine with a conventional engine and prop assembly. By 1913, René Lorin, a France aeronautical and space engineering graduate, had a patent filed for a jet engine designed for the world's first ram jet, but it was not possible to create a working model because no aircraft could reach enough operating speeds, so the theory behind the idea continued.

In the 1930' s, engineering staff realised that the engine's peak power was limited[2] when the propulsion rate decreased as the tip of the blades was approaching the velocity of noise. In order to be able to increase engine power beyond this obstacle, a way would have to be found to make radical improvements to the reciprocating engine itself, or a completely new engine would have to be made.

Gasturbinenmotoren, generally referred to as "jet" motors, could do this. One of the keys to a handy engine was the gasturbine, which extracted power from the engine itself to power the compression unit. It was not an original concept born in the 1930s: the patented fixed displacement engine was given to John Barber in England in 1791.

Ægidius Elling, a Norway based civil engineers, constructed the first self-supporting natural-cycle gas turbines in 1903. Restrictions in construction and in mechanical and metallurgical practice kept such motors from entering production. In 1921 the Frenchman Maxime Guillaume submitted the first application for a patented use of a gasturbine to drive an aircraft.

His motor was an thrust turbine jet. Edgar Buckingham of the US National Bureau of Standards in 1923 issued a report[7] in which skepticism was expressed that prop-powered aircraft at the low altitude and airspeed of the time would be commercially competitive: "Instead, the reciprocating engine in its many different shapes (rotary and statically radially, air-cooled and liquid-cooled inline) was the only engine available to aircraft design engineers until the early thirties.

As long as only low power aircraft were needed, everything that was available, this was reasonable. On 16 January 1930 Whittle filed his first application for a British industrial property right (granted in 1932). At the time, the patents showed a two-stage thrust type impeller that feeds a one-sided radial impeller. Convenient thrust superchargers were made possible by A. A. Griffith's pioneering work in 1926 ("An Aerodynamic Theory of Turbine Design").

For various practicable reason, Whittle would later focus only on the simple radial compactor. The first Whittle engine ran in April 1937. Whittle's crew almost panicked when the engine didn't stop and accelerated after the engine was on. As it turned out, there had been petrol getting into the engine and accumulating in swimming baths.

The engine could only stop when all the leaking petrol had been used up. the first aircraft in the history of the company to be powered exclusively by a turbo jet. Margaret Conner, the writer, explains that the Ohain lawyer from Ohain "came across a Whittle patient during the years that Ohain patients were being formulated". Ohain himself is cited as saying: "We have the feeling that it looks like a patented idea" "We thought it wasn't being worked on seriously.

" Since Ohain's application for patents was not made until 1935, this approval clearly shows that he had studied Whittle's patents and even thoroughly examined them before submitting his own patents and about 2 years before his own engine ran. Worldwide the first turbo prop was the Jendrassik Cs-1 of the György Jendrassik.

Whittle's engine began to look useful and his Power Jets Ltd. began to receive funding from the Air Ministry. 1941 a flying engine named W.1, which could take 1000lb ( 4 kN ) thrusts, was mounted on the Gloster E28/39 especially designed for it and flown for the first time on 15 May 1941 at the RAF Cranwell.

Frank Halford, a UK aircraft engine builder, designed a "straight through" copy of the jet based on Whittle's idea; his draft became the de Havilland Goblin. An issue with these two early constructions, referred to as concentrifugal stream motors, was that the supercharger accelerated the incoming fresh water from the center inlet to the outside circumference of the motor, where the fresh water was then forced out through a diverging channel arrangement, transforming its speed into compression.

One of the advantages of this construction was that it was already well received after being widely used in electric loaders and then in reciprocating motors. In view of the early technical restrictions on the motor rotational speeds, however, the condenser had to have a very large bore to generate the necessary output.

As a result, the jet engine had a large front surface, which made it less useful as an aircraft engine due to its aerodynamic resistance. Another drawback of the previous Whittle constructions was that the airflow through the combustor section and back to the turbines and tail pipe was inverted, increasing intricacy and reducing efficiencies.

However, these engine models had the main benefits of low mass, ease and dependability, and developments quickly shifted to convenient flight capability design. An excerpt from the Junkers Jumo 004 engine. The Austrian Anselm Franz from the engine department of Junkers (Junkers Motoren or Jumo) solved these troubles with the launch of the thrust compactor.

Basically this is a reversing gear engine. On the other hand, the front side of the motor is supplied with compressed exhaust gas, which is forced by a blower (convergent channels) towards the back of the motor, where it is pressed against a row of non-rotating vanes referred to as static motors (divergent channels). By far the performance of the blower is not as high as that of the radial blower, so a number of these ventilator and stator couples are connected in line to achieve the required degree of densification.

Despite its complex design, the resulting engine is much smaller in size and thus more streamlined. The Jumo was allocated the next engine number in the RLM 4 naming order and the resulting Jumo was the 004 engine. In 1944, after solving many minor engineering problems, series manufacture of this engine began as the engine for the world's first jet aircraft, the Messerschmitt Me 262 (and later the world's first jet aircraft, the Arado Ar 234).

As a result of this retardation, the soldier came too late to influence Germany's stance in the Second World War decisively. Nevertheless, it will be memorable as the first use of jet thrusters in operation. Heinkel-Hirth also attempted to develop a more efficient turbine jet engine, the Heinkel HeS 011 with almost 3,000 lbs full throttle, very much later in the day, to enhance the powering capabilities for new jet aircraft constructions and enhance the capabilities of current constructions.

Use was made of a one-of-a-kind "diagonal" section that combines the characteristics of radial and thrust impeller assemblies for turbine jet engines, but stayed on test, with only about nineteen ever made. The Metrovick F.2, their first thrust current motor, ran in Great Britain in 1941 and was piloted for the first time in 1943.

Though more efficient than the former concentrifugal constructions, the Ministry regarded its complexities and reliability as a disadvantage in times of warmongering. Work at Metrovick resulted in the Armstrong Siddeley Sapphire engine, which was to be constructed in the USA as J65. After the end of the WWII the winning coalition thoroughly examined the jet planes and power plants in Germany and helped to work on early Soviet (see Arkhip Lyulka) and American jet planes.

One of the legacies of the thrust engine is that virtually all fixed-wing aircraft power plants were inspired by this unique concept. Zentrifugal stream motors have become better since their inception. As a result of enhancements in bearings engineering, the motor rotational speeds were raised, which significantly reduced the radial supercharger diameters.

Shorter engine length continues to be an benefit of this construction, especially for use in choppers where overall dimensions are more important than face area. In addition, due to their more rugged motor component, they are less susceptible to contamination damages than thrust motors. Even though the aerodynamic construction in Germany was more progressive, the combined effect of simple construction and the absence of the necessary scarce metal for the necessary sophisticated metalurgy (such as wolfram, chrome and titanium) for highly stressed parts such as turbines vanes and bearing, etc., means that the later manufactured motors in Germany had a shorter lifetime and had to be replaced after 10-25hrs.

UK motors were also produced on a large scale under licence in the USA (see Tizard Mission) and marketed to Russia, which re-developed them, with the Nene supplying electricity to the MiG-15. US and USSR constructions, self-contained thrust flows, mostly aimed at achieving supreme performances until the 1960', although the General Electric J47 offered outstanding servicing in the F-86 Sabre in the 1950'.

In the 1950' the engine was almost universally applicable in fighter aircraft, with the exceptions of freight, connection and other specialties. In the 1960' all large civil aircraft were also equipped with jet propulsion, so that the reciprocating engine was used in such inexpensive recesses as freighting. Through tireless improvement of the turbo prop, the reciprocating engine (a compression ignition engine) has been completely superseded from the mains so that it only serves the smallest general aircraft design and some UAV applications.

It took significantly less than twenty years for the engine to ascend to an almost universally usable engine for aircraft. History wasn't over yet, however, because the efficiencies of turbojets were still somewhat lower than those of reciprocating jetjets, but in the seventies with the emergence of high-bypass jetjets, an innovative feature not anticipated by early comments like Edgar Buckingham, at high speed and high altitude that seemed preposterous to them,

It was only then that engine fuelling efficiencies eventually surpassed those of the best reciprocating and prop engines[15], and the dreams of a quick, secure and economic voyage around the globe came true, and their well-founded forecasts for that period that power plants would never cost much were destroyed forever.

Engine story. Maxime Guillaume, "Propulseur para reaction sur l'air", Français Patents No 534,801 (filed: 3 May 1921; issued: 13 January 1922). Frank Whittle, "Improvements in the powertrain for aircraft and other vehicles", UK No 347.206 pat (filed: 16 January 1930).