4.1 KiB
| title | chunk | source | category | tags | date_saved | instance |
|---|---|---|---|---|---|---|
| Hans von Ohain | 3/4 | https://en.wikipedia.org/wiki/Hans_von_Ohain | reference | science, encyclopedia | 2026-05-05T13:11:31.733588+00:00 | kb-cron |
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 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 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 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 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, 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 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.
=== Ultimate outcome === Part of the challenge for von Ohain was his approach to designing a practical turbojet that could be developed. His primary design comprised 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 the US and were copied by the Soviets 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.