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Aviation History
1945
1945 - 1161.PDF
JUNE 14TH, 1945 FLIGHT 633 This diagram indicates the type of turbine unit evolved byHeinkel-Hirth. It has a four-stage compressor and a two- stage turbine. units. Bussing N.A.G. among others had interesting designs in course of test, but they were more complicated than early British counterparts. The N.A.G. had a free piston-type compressor. The most recent turbine jet engines of enemy origin on which great store was set was a B.M.W. 003 design incorporating a seven-stage com- pressor in conjunction with a single stage turbine. It developed a static thrust of 1,760 lb. Examples of this engine had been applied to a number of prototype aircraft, including the He 162 Volksjager, an Fw, and a Junkers which were flying before VE-day. It would appear that with the typical Teutonic approach to technical problems, the highest mechanical efficiency, ignoring complexity, was the primary objective of their designers, but the difficulties of the metallurgical situation was the means of minimising much of their aims. In an attempt to overcome the shortage of heat-resisting metals suitable for the turbine wheel, German engineers experimented with hollow blades to assist cooling. It may be recalled that some years ago the Swiss engineer, Buchi, patented a system of conducting air from the hub through the leading edge of the blades of a turbo- supercharger. More interesting at the present stage perhaps is the reported statement of a German rocket and jet expert that two specimens of Germany's latest jet-propelled aircraft, twelve turbine engines and also rocket units were for- warded to Japan in three submarines in January, 1945. Twenty-two Messerschmitt engineers and three from a Junkers factory are said to have accompanied the equipment. From Shaef a correspondent cables that the German.' were on the verge of perfecting a four turbine-jet bomber —the Me 264—intended for high altitude high-speed ser- vice. It was anticipated that this big machine would have been ready in three months from VE Day. It has also been reported that an experimental fighter equipped with an intermittent impulse thermal duct engine similar to that employed on the Vi flying bomb has been discovered. This was probably the Dornier D017Z. An impulse engine of this type was in the early stages actually tested on a road lorry. I have seen captured photographs of a lorry under experimental test propelled by one of these engines mounted high up. The driver looked very anxious, as might be imagined from the long flaming exhaust from the tail and the deafening noise of the Vi unit. From the foregoing brief summary it is clear that there is much to be gleaned from a study of German practice. It is equally true that Continental designers could learn much from the highly developed British units. When the full story of our achievements can be told it will be demonstrated that Britain has made a major contribution to the world's knowledge and successful development of jet-propulsion systems, which present the prospect of new and revolutionary types of aircraft and undoubtedly con- stitute an important '' phase change '' in the science of mechanical flight and power production in its wider applications. The jet-propulsion unit is a heat engine and is designed in conformity with thermal and dynamic laws which are generally known and accepted. Under war conditions, however, the normal technical liaison established by learned societies, the Press and trade channels breaks down between belligerent countries. As a consequence, whilst pursuing the same aim and employing the same principles, the scientists in warring countries may approach a problem and develop a solution upon radically different lines. British and German designers sought efficiency in jet-propulsion units by simplicity and complexity respec- tively. Toward the end of 1944 the He 260 (now obsolete) made an appearance.
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