Heinkel HeS 3: Difference between revisions
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The HeS 3 design was largely based on the [[Heinkel HeS 1|HeS 1]] but converted to burn liquid fuel instead of hydrogen gas used in the HeS1. von Ohain also reduced the large external diameter of the HeS 1, by placing the combustor in the large unused space in front of the centrifugal compressor.<ref name=Homji>"Pioneering Turbojet Developments of Dr. Hans Von Ohain-From the HeS 1 to the HeS 011" Meher-Homji and Prisell, Transactions of the ASME, Vol. 122, April 2000</ref> |
The HeS 3 design was largely based on the [[Heinkel HeS 1|HeS 1]] but converted to burn liquid fuel instead of hydrogen gas used in the HeS1. von Ohain also reduced the large external diameter of the HeS 1, by placing the combustor in the large unused space in front of the centrifugal compressor.<ref name=Homji>"Pioneering Turbojet Developments of Dr. Hans Von Ohain-From the HeS 1 to the HeS 011" Meher-Homji and Prisell, Transactions of the ASME, Vol. 122, April 2000</ref> |
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The first HeS 3 design was generally similar to the HeS 1, using an 8-blade inducer and 16-blade [[centrifugal compressor]]. The compressed air flowed into an annular combustion chamber between the compressor and turbine, which made the engine longer.{{Cn}} The first example was bench tested around March 1938, but did not reach the design thrust because a small compressor and combustor had been used to reduce the frontal area.<ref name=Homji /> |
The first HeS 3 design was generally similar to the HeS 1, using an 8-blade inducer and 16-blade [[centrifugal compressor]]. The compressed air flowed into an annular combustion chamber between the compressor and turbine, which made the engine longer.{{Cn|date=June 2014}} The first example was bench tested around March 1938, but did not reach the design thrust because a small compressor and combustor had been used to reduce the frontal area.<ref name=Homji /> |
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An improved engine, the HeS 3b, had a 14-blade inducer and 16 blade [[centrifugal compressor]]. In order to minimise the diamter 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">"A Performance Diagnosis of the 1939 Heinkel HE S3B Turbojet" C. Rodgers, GT2004-53014</ref> |
An improved engine, the HeS 3b, had a 14-blade inducer and 16 blade [[centrifugal compressor]]. In order to minimise the diamter 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">"A Performance Diagnosis of the 1939 Heinkel HE S3B Turbojet" C. Rodgers, GT2004-53014</ref> |
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Revision as of 23:58, 21 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 HeS 1 but converted to burn liquid fuel instead of hydrogen gas used in the HeS1. von Ohain also reduced the large external diameter of the HeS 1, by placing the combustor in the large unused space in front of the centrifugal compressor.[1]
The first HeS 3 design was generally similar to the HeS 1, using an 8-blade inducer and 16-blade centrifugal compressor. The compressed air flowed into an annular combustion chamber between the compressor and turbine, which made the engine longer.[citation needed] The first example was bench tested around March 1938, but did not reach the design thrust because a small compressor and combustor had been used to reduce the frontal area.[1]
An improved engine, the HeS 3b, had a 14-blade inducer and 16 blade centrifugal compressor. In order to minimise the diamter 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.[2]
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.
A second engine was completed just after completion of the He 178 airframe, so it was decided to move directly to full flight tests. A short hop was made on 24 August during high-speed taxi tests, followed by full flight on 27 August, the first aircraft to fly solely under jet power. Testing continued and in November the aircraft was demonstrated to RLM officials in hopes of receiving funding for the development of a larger engine, but nothing seemed forthcoming.
Hans Mauch later told von Ohain the RLM was in fact extremely impressed, but he was concerned that Heinkel's airframe team did not have the knowledge to undertake engine development. Instead he and Helmut Schelp secretly visited a number of aircraft engine manufacturers to try to start programs there. Mauch left his position in 1939 leaving Schelp in command. Schelp was not as concerned about where development was taking place, and immediately started funding Heinkel to produce a more powerful engine.
HeS 6
Work on a larger version, the HeS 6, started immediately, and was tested under a Heinkel He 111 late in 1939. While successful, notably in terms of vastly improved fuel economy, the weight was considered excessive and the design was abandoned in favour of the more advanced Heinkel HeS 8.
Specifications (HeS 3b)
Data from [3]
General characteristics
- Type: Centrifugal flow turbojet engine
- Length: 1,480 mm (58 in)
- Diameter: 930 mm (37 in)
- Dry weight: 360 kg (790 lb)
- HeS 6: 420 kg (930 lb)
Components
- Compressor: 14-blade axial inducer + 16-blade centrifugal flow compressor[2]
- Combustors: Reverse-flow annular[2]
- Turbine: 12-blade radial inflow turbine[2]
- Fuel type: Gasoline or Diesel fuel
- Oil system: pressure spray
Performance
- HeS 6: 5.4 kN (1,210 lbf) @ 13,300 rpm (I.S.A. S.L.S.)[2]
- Overall pressure ratio: 2.8:1
- Air mass flow: 12.6 kg/s (27.7 lb/sec)[2]
- Specific fuel consumption: 1000.971 l/(kN.hr) (1.6 gal/(lb·h))
- HeS 6: 741.46 l/(kN.hr) (1.6 gal/(lb·h))
References
- ^ a b "Pioneering Turbojet Developments of Dr. Hans Von Ohain-From the HeS 1 to the HeS 011" Meher-Homji and Prisell, Transactions of the ASME, Vol. 122, April 2000
- ^ a b c d e f g "A Performance Diagnosis of the 1939 Heinkel HE S3B Turbojet" C. Rodgers, GT2004-53014
- ^ Kay, Anthony L. (2007). Turbojet History and Development 1930-1960. Vol. 1 (1st ed.). Ramsbury: The Crowood Press. pp. 171–174. ISBN 978-1-86126-912-6.
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
