Heinkel HeS 3: Difference between revisions
Pieter1963 (talk | contribs) →Specifications (HeS 3b): corrected terms and details in line with more credible ref |
Pieter1963 (talk | contribs) →Development: corrected description in line with std jet engine terminology and more credible ref, see talk |
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==Development== |
==Development== |
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The HeS 3 design was largely based on the original [[Heinkel HeS 1|HeS 1]]. It was converted to burn gasolene instead of hydrogen gas as in the HeS 1. von Ohain was also unhappy with the large external diameter of the HeS 1, and re-arranged the layout of the new engine to allow the parts to be "folded together" in a more compact layout. |
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The first HeS 3 design was generally similar to the HeS 1 |
The first HeS 3 design was generally similar to the HeS 1. The compressed air flowed into an annular combustion chamber arranged to lie between the compressor and turbine, which were separated much more than in the HeS 1 to allow this arrangement. The first example was bench tested around March 1938, but the arrangement led to a smaller than useful compressor and poor combustion. |
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An improved engine, the HeS 3b, had a 14-blade inducer and 16-blade [[centrifugal compressor]]. In order to keep the dimensions small, the widest part of the annular combustor was placed in line with the smaller diameter axial entry to the impeller. At exit from the impeller the air flowed forwards before turning rearwards to flow through the combustor. The flow was then turned radially inwards to enter the turbine. Although not as compact as the original design, the 3b was much simpler. The fuel was preheated as it was used to cool the rear roller bearing.<ref name=C.Rodgers> |
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The engine was completed in early 1939, and was flight-tested under one of the remaining [[Heinkel He 118]] [[dive bomber]] prototypes. The flight tests were carried out in extreme secrecy, taking off and landing under propeller power, and only flying in the early morning before other workers had arrived. Testing proceeded smoothly, but the engine eventually burned out its turbine. |
The engine was completed in early 1939, and was flight-tested under one of the remaining [[Heinkel He 118]] [[dive bomber]] prototypes. The flight tests were carried out in extreme secrecy, taking off and landing under propeller power, and only flying in the early morning before other workers had arrived. Testing proceeded smoothly, but the engine eventually burned out its turbine. |
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Revision as of 01:46, 14 June 2014
| HeS 3 | |
|---|---|
| |
| A sectioned Heinkel HeS 3 Turbojet engine at the Deutsches Museum | |
| Type | Centrifugal flow turbojet engine |
| National origin | Germany |
| Manufacturer | Heinkel-Hirth Motorenwerke |
| First run | 1938 |
| Developed from | Heinkel HeS 1 |
| Developed into | Heinkel HeS 6 |
The Heinkel HeS 3 (HeS - Heinkel Strahltriebwerke) was the world's first operational jet engine to power an aircraft. Designed by Hans von Ohain while working at Heinkel, the engine first flew as the primary power of the Heinkel He 178, piloted by Erich Warsitz on 27 August 1939. Although successful, the engine had too little thrust to be really useful, and work started on the more powerful Heinkel HeS 8 as their first production design.
Development
The HeS 3 design was largely based on the original HeS 1. It was converted to burn gasolene instead of hydrogen gas as in the HeS 1. von Ohain was also unhappy with the large external diameter of the HeS 1, and re-arranged the layout of the new engine to allow the parts to be "folded together" in a more compact layout.
The first HeS 3 design was generally similar to the HeS 1. The compressed air flowed into an annular combustion chamber arranged to lie between the compressor and turbine, which were separated much more than in the HeS 1 to allow this arrangement. The first example was bench tested around March 1938, but the arrangement led to a smaller than useful compressor and poor combustion.
An improved engine, the HeS 3b, had a 14-blade inducer and 16-blade centrifugal compressor. In order to keep the dimensions small, the widest part of the annular combustor was placed in line with the smaller diameter axial entry to the impeller. At exit from the impeller the air flowed forwards before turning rearwards to flow through the combustor. The flow was then turned radially inwards to enter the turbine. Although not as compact as the original design, the 3b was much simpler. The fuel was preheated as it was used to cool the rear roller bearing.Cite error: A <ref> tag is missing the closing </ref> (see the help page).
|type=Centrifugal flow turbojet engine
|length= 1,480 mm (58 in)
|diameter= 930 mm (37 in)
|weight= 360 kg (790 lb)
- HeS 6: 420 kg (930 lb)
|compressor=14-blade axial inducer + 16-blade centrifugal flow compressor[1] |combustion=Reverse-flow annular[1] |turbine=12-blade radial inflow turbine[1] |fueltype=Gasoline or Diesel fuel |oilsystem=pressure spray |power= |thrust=4.9 kN (1,100 lbf) @ 11,600 rpm, (I.S.A. S.L.S.)[1]
- HeS 6: 5.4 kN (1,210 lbf) @ 13,300 rpm (I.S.A. S.L.S.)[1]
|compression=2.8:1
|bypass=
|aircon=12.6 kg/s (27.7 lb/sec)[1]
|turbinetemp=
|fuelcon=
|specfuelcon= 1000.971 l/(kN.hr) (1.6 gal/(lb·h))
- HeS 6: 741.46 l/(kN.hr) (1.6 gal/(lb·h))
|power/weight= |thrust/weight= }}
References
Bibliography
- German Jet Engine and Gas Turbine Development, Antony Kay, Airlife Books, 2002
- Lutz Warsitz: THE FIRST JET PILOT - The Story of German Test Pilot Erich Warsitz, Pen and Sword Books Ltd., England, 2009, ISBN 978-1-84415-818-8, English Edition
- Kay, Anthony L. (2007). Turbojet History and Development 1930-1960. Vol. 1 (1st ed.). Ramsbury: The Crowood Press. ISBN 978-1-86126-912-6.
External links
