Sir Frank Whittle
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The Luftwaffe Wasn't Alone
PIONEER JETS OF WORLD WAR II THE LUFTWAFFE WASN’T ALONE BY BARRETT TILLMAN he history of technology is replete with Heinkel, which absorbed some Junkers engineers. Each fac tory a concept called “multiple independent opted for axial compressors. Ohain and Whittle, however, discovery.” Examples are the incandes- independently pursued centrifugal designs, and both encoun- cent lightbulb by the American inventor tered problems, even though both were ultimately successful. Thomas Edison and the British inventor Ohain's design powered the Heinkel He 178, the world's first Joseph Swan in 1879, and the computer by jet airplane, flown in August 1939. Whittle, less successful in Briton Alan Turing and Polish-American finding industrial support, did not fly his own engine until Emil Post in 1936. May 1941, when it powered Britain's first jet airplane: the TDuring the 1930s, on opposite sides of the English Chan- Gloster E.28/39. Even so, he could not manufacture his sub- nel, two gifted aviation designers worked toward the same sequent designs, which the Air Ministry handed off to Rover, goal. Royal Air Force (RAF) Pilot Officer Frank Whittle, a a car company, and subsequently to another auto and piston 23-year-old prodigy, envisioned a gas-turbine engine that aero-engine manufacturer: Rolls-Royce. might surpass the most powerful piston designs, and patented Ohain’s work detoured in 1942 with a dead-end diagonal his idea in 1930. centrifugal compressor. As Dr. Hallion notes, however, “Whit- Slightly later, after flying gliders and tle’s designs greatly influenced American savoring their smooth, vibration-free “Axial-flow engines turbojet development—a General Electric– flight, German physicist Hans von Ohain— were more difficult built derivative of a Whittle design powered who had earned a doctorate in 1935— to perfect but America's first jet airplane, the Bell XP-59A became intrigued with a propeller-less gas- produced more Airacomet, in October 1942. -
Sir Frank Whittle
Daniel Guggenheim Medal MEDALIST FOR 1946 For pioneering the development of turbojet propulsion of aircraft. SIR FRANK WHITTLE One day in July 1942, during World War II, a slightly-built young Englishman arrived in Washington on a highly confidential mission. So important was the equipment that accompanied him, so vital its secret, that he traveled under an assumed name and many who met him knew him only as “Frank.” He was in fact Frank Whittle, then a Wing Commander in the Royal Air Force; pioneer of the turbojet engine which was destined to make one of the most pro-found changes in aircraft propulsion since the beginning of powered flight. Born in Coventry, England, on June 1, 1907, Whittle entered Leamington College at the age of 11 on a scholarship won in elementary school. At the age of 16 he entered the Royal Air Force as an aircraft apprentice in the trade of metal rigger. At the final examination he was granted a cadetship at the Royal Air Force College, Cranwell. During 1928 and 1929, as a pilot officer, he spent fifteen months in the lllth Fighter Squadron and was then assigned to a flying instructors’ course at the Central Flying School, Wittering. It was during this course that the idea of using the turbine for jet propulsion first occurred to him. His patent application was filed in January, 1930. After one year as flying instructor and eighteen months as a floatplane and catapult testpilot, he was sent to Henlow in 1932 to take the Officers Engineering Course. The summer of 1934 saw him at Cambridge University (Peterhouse). -
The New Whittle Laboratory Decarbonising Propulsion and Power
The New Whittle Laboratory Decarbonising Propulsion and Power The impressive work undertaken by the Whittle Laboratory, through the National Centre for Propulsion “and Power project, demonstrates the University’s leadership in addressing the fundamental challenges of climate change. The development of new technologies, allowing us to decarbonise air travel and power generation, will be central to our efforts to create a carbon neutral future. Professor Stephen Toope, Vice-Chancellor of the University of Cambridge ” 2 The New Whittle Laboratory Summary Cambridge has a long tradition of excellence in the propulsion and power sectors, which underpin aviation and energy generation. From 1934 to 1937, Frank Whittle studied engineering in Cambridge as a member of Peterhouse. During this time he was able to advance his revolutionary idea for aircraft propulsion and founded ‘Power Jets Ltd’, the company that would go on to develop the jet engine. Prior to this, in 1884 Charles Parsons of St John’s College developed the first practical steam turbine, a technology that today generates more than half of the world’s electrical power.* Over the last 50 years the Whittle Laboratory has built on this heritage, playing a crucial role in shaping the propulsion and power sectors through industry partnerships with Rolls-Royce, Mitsubishi Heavy Industries and Siemens. The Whittle Laboratory is also the world’s most academically successful propulsion and power research institution, winning nine of the last 13 Gas Turbine Awards, the most prestigious prize in the field, awarded once a year since 1963. Aviation and power generation have brought many benefits – connecting people across the world and providing safe, reliable electricity to billions – but decarbonisation of these sectors is now one of society’s greatest challenges. -
Comparative Study on Energy R&D Performance: Gas Turbine Case
Comparative Study on Energy R&D Performance: Gas Turbine Case Study Prepared by Darian Unger and Howard Herzog Massachusetts Institute of Technology Energy Laboratory Prepared for Central Research Institute of Electric Power Industry (CRIEPI) Final Report August 1998 TABLE OF CONTENTS EXECUTIVE SUMMARY 1. INTRODUCTION/OVERVIEW .................................................................................1 2. GAS TURBINE BACKGROUND...............................................................................4 3. TECHNOLOGICAL IMPROVEMENTS .......................................................................6 4. GAS SUPPLY AND AVAILABILITY .......................................................................20 5. ENVIRONMENTAL CONCERNS ............................................................................25 6. ELECTRIC RESTRUCTURING AND CHANGING MARKET CONDITIONS ....................27 7. DRIVER INTERACTIONS .....................................................................................33 8. LESSONS FROM OTHER CASE STUDIES ................................................................39 9. CONCLUSIONS AND LESSONS.............................................................................42 APPENDIX A: TURBINE TIMELINE ..........................................................................44 APPENDIX B: REFERENCES REVIEWED ..................................................................49 APPENDIX C: EXPERTS INTERVIEWED....................................................................56 EXECUTIVE SUMMARY Gas -
The Power for Flight: NASA's Contributions To
The Power Power The forFlight NASA’s Contributions to Aircraft Propulsion for for Flight Jeremy R. Kinney ThePower for NASA’s Contributions to Aircraft Propulsion Flight Jeremy R. Kinney Library of Congress Cataloging-in-Publication Data Names: Kinney, Jeremy R., author. Title: The power for flight : NASA’s contributions to aircraft propulsion / Jeremy R. Kinney. Description: Washington, DC : National Aeronautics and Space Administration, [2017] | Includes bibliographical references and index. Identifiers: LCCN 2017027182 (print) | LCCN 2017028761 (ebook) | ISBN 9781626830387 (Epub) | ISBN 9781626830370 (hardcover) ) | ISBN 9781626830394 (softcover) Subjects: LCSH: United States. National Aeronautics and Space Administration– Research–History. | Airplanes–Jet propulsion–Research–United States– History. | Airplanes–Motors–Research–United States–History. Classification: LCC TL521.312 (ebook) | LCC TL521.312 .K47 2017 (print) | DDC 629.134/35072073–dc23 LC record available at https://lccn.loc.gov/2017027182 Copyright © 2017 by the National Aeronautics and Space Administration. The opinions expressed in this volume are those of the authors and do not necessarily reflect the official positions of the United States Government or of the National Aeronautics and Space Administration. This publication is available as a free download at http://www.nasa.gov/ebooks National Aeronautics and Space Administration Washington, DC Table of Contents Dedication v Acknowledgments vi Foreword vii Chapter 1: The NACA and Aircraft Propulsion, 1915–1958.................................1 Chapter 2: NASA Gets to Work, 1958–1975 ..................................................... 49 Chapter 3: The Shift Toward Commercial Aviation, 1966–1975 ...................... 73 Chapter 4: The Quest for Propulsive Efficiency, 1976–1989 ......................... 103 Chapter 5: Propulsion Control Enters the Computer Era, 1976–1998 ........... 139 Chapter 6: Transiting to a New Century, 1990–2008 .................................... -
The Jet Generations Photo by Russ Rogers Via Warren Thompson
A 21-year-old RAF pilot and a German graduate student got the whole thing going 70 years ago. The Jet Generations Photo by Russ Rogers via Warren Thompson By Bruce D. Callander N the last months of World War II, was losing the war but was still able self. Within a decade, the propel- Allied bombers were jumped by to inflict damage. ler-driven fighters of the major pow- German interceptors that had no These desperation weapons ar- ers would become virtually obso- propellers but could outrun any rived too late to have any substan- lete, their successors powered by conventional fighter. In the Pa- tial impact on the outcome of the “reaction engines.” cific, the Japanese sent piloted war, but they foreshadowed a post- At the time of the Wright brothers’ Iglide bombs against ships and air- war transformation in military tech- first flight in 1903, a relatively light craft, their suicide dives boosted by nology as dramatic in its way as the internal combustion engine was avail- rocket or turbojet engines. The Axis invention of the flying machine it- able. For the next three decades, pis- A four-ship of F-80 fighters. The Shooting Star was the nation’s first combat jet fighter. 68 AIR FORCE Magazine / October 2002 AIR FORCE Magazine / October 2002 68 A 21-year-old RAF pilot and a German graduate student got the whole thing going 70 years ago. The Jet Generations Photo by Russ Rogers via Warren Thompson By Bruce D. Callander N the last months of World War II, was losing the war but was still able self. -
Nom De L'avion : Gloster E.28/39 Type D'avion : Chasseur À Réaction Biturbine MOTORISATION : Rolls-Royce W.2B/23C Westland I
Nom de l'avion : Gloster E.28/39 Type d'avion : Chasseur à réaction biturbine MOTORISATION : Rolls-Royce W.2B/23C Westland I Moteur de 12 cylindres en V inversé refroidi par liquide Puissance développée: 1050 ch au décollage, 1100 ch à 3700 m et 2950 ch ARMEMENT 4 canons de 20 mm PERFORMANCES Vitesse maximale= 770 km/h à 3050 m Vitesse ascension= 5,9 m/s Plafond pratique= 9755 - 13100 m Rayon action= 656 km - endurance : 56' DIMENSIONS Envergure : 8,85 m Longueur : 7,75 m Hauteur : 2,70 m Surface alaire : 13,60 m2 MASSES Vide : 1310 kg Charge : 0 kg Maximal : 6315 kg HISTOIRE Le Gloster E.28/39, (Gloster Whittle, Gloster Pioneer, ou Gloster G.40) a été le premier turboréacteur Britannique à voler au Royaume -Uni. Conçu pour tester le nouveau réacteur Whittle en vol, les résultats du test permirent d'influer sur l'élaboration d'un avion de combat opérationnel, le Gloster Meteor. En Septembre 1939, le ministère de l'air a publié un cahier des charges à Gloster pour un avion capable de tester les turboréacteurs de Frank Whittle. Travaillant en étroite collaboration avec Whittle, l'ingénieur en chef de Gloster, George Carter a établi un avion de configuration d'ailes classiques, le réacteur étant implanté dans le nez. Un contrat pour deux prototypes a été signé par le Ministère de l'Air le 3 Février 1940 et le premier achevé en avril 1941. Les travaux ont commencé a Hucclecote près de Gloucester, mais a ensuite été transféré à la Regent Motors à Cheltenham, considérée comme un lieu sûr contre les bombardements. -
0106Engines.Pdf
They approached the jet engine problem in different ways, but they both solved it. The Converging Paths of Whittle and von Ohain Pictured in 1987 is Frank Whittle and the Whittle W1X, the engine he designed. The engine is on display in the jet gallery at the National Air and Space Museum in Washington, D.C. 70 AIR FORCE Magazine / January 2006 They approached the jet engine problem in different ways, but they both solved it. o one who witnessed the first apprentice at the age of 16. His goal flight by a jet aircraft had any was to become a pilot. N idea of the revolution that the Hugh Trenchard, Marshal of the jet engine would bring. The secret flight Royal Air Force, made many important in Germany of the Heinkel He-178 contributions to the RAF, but none more on Aug. 27, 1939, led to revolutions so than his concept of apprentice train- in aviation, warfare, transportation, ing. Trenchard insisted that his enlisted politics, and the world economy. and noncommissioned personnel have The Converging Paths of A functioning jet engine was real- a sound education. Then he wanted ized at about the same time by two his average RAF airman to have three independent inventors, British Frank years’ training as an apprentice before Whittle and German Hans Pabst von entering service as a mechanic or other Ohain. They could not have differed skilled worker. more in personality. Trenchard believed that only educat- Whittle and von Ohain Whittle, an extremely proficient Royal ed and well-trained men could become Air Force pilot, was quick tempered professional airmen. -
Frank Whittle and Rolls-Royce
Frank Whittle and Rolls-Royce, Barnoldswick, developed and pioneered global aerospace since the opening of the site in W.W.2. Rolls Royce has been important locally as a major employer and nationally as the pioneer of national defence and civil aviation. Frank Whittle - father of the jet engine Rolls Royce grew from an electrical business established in 1884 by Henry Royce. During the First World War, the company developed their first aero-engine, the Eagle, which later powered the first transatlantic flight. In 1931, the company developed the R Engine which evolved into the Merlin – famously used to power the Spitfire and Hurricane fighters. The Second World War transformed Rolls Royce into a major force in the aero industry. Working with Frank Whittle, the company developed the first gas turbine – or jet – engine. In 1941 the Gloster Meteor made its first powered flight. It was this engine which was to be developed and manufactured in Barnoldswick. Frank Whittle (centre) with Stanley Hooker and John Herriot Frank Whittle - Production moves to Barnoldswick Rover were initially given the contract to produce the W2 jet engine for the Gloster Meteor. They decided to move production to Clitheroe and Barnoldswick to escape the heavy German bombing of their Midlands headquarters. Bankfield Mill was chosen as the main manufacturing site in Barnoldswick. Rover moved here to develop their top-secret war time project in 1940. Bracewell Hall, left, was used as offices by Rover, and later, Rolls-Royce In 1942, Rolls-Royce took over the contract from Rover, and assumed control of the Bankfield site in 1943. -
The Bramson Report by Cyrus B
Volume 42: 2002, No.1 CIRCULATION 15,000 • ATLANTA, GEORGIA USA • ASME INTERNATIONAL GAS TURBINE INSTITUTE TOP TURBO EXPO ‘02 KEYNOTERS in AMSTERDAM to SPEAK at 3-6 June TE’02 he Monday morning Keynote Session at TURBO EXPO is open to Tall TE’02 registrants, regardless of their registration category. This gives all industry visitors and participants at TE’02 Start Your Planning Now! an opportunity to hear from industry world leaders. The theme of this year’s Keynote is “Gas Turbines for a Better FEATURED THIS YEAR Tomorrow.” The distinguished Keynote IN THIS Speakers are: ISSUE... at the 47th ASME TURBO EXPO – Land, Sea & Air: Peter F. Hartman, Managing Director & Chief TE’02 Section ✲ Leading edge technology. Operations Officer of KLM 1, 12-15 ✲ Key industry issues relevant to your profession. GT Data ✲ Exceptional Keynote Speakers. Collection ✲ Hosted Welcome Reception at the 4-6 Rijksmuseum. Ludo M. J. van Halderen, ✲ CD-ROM with all 500+ published papers Chief Executive Officer of ISO’s included in registration. NUON, the leading Dutch 7-8 ✲ Special pre-conference workshop for users. energy and water company ✲ Full Gas Turbine Users Symposium User program dedicated to Operations & Workshop Maintenance, Repair Technology, and 15 Engineering & Business. Nick Salmon, ✲ Large networking session by and for users. Executive Vice President Bramson ✲ Report Highly informative facility tours. of ALSTOM 16-20 This year TURBO EXPO, the world’s In Memory of “Bud” premier educational program for engineers, Lakshminarayana managers and users of gas turbine technology 24 in all its applications, will again feature its world renowned Technical Congress, a Special welcoming comments will be .. -
Air Cover on D-Day • Lithgow in Libya Jet Fighters of the Second World War Major Dixon's Diary • Trouble at Thorney
Air Cover on D-Day • Lithgow in Libya Jet Fighters of the Second World War Major Dixon’s Diary • Trouble at Thorney Tangmere Military Aviation Museum Trust Company Limited Patron: The Duke of Richmond and Gordon Hon. President: Air Marshal Sir Dusty Miller, KBE Hon. Life Vice-President: Alan Bower Hon. Life Vice-President: Duncan Simpson, OBE Council of Trustees Chairman: Group Captain David Baron, OBE David Burleigh, MBE Reginald Byron David Coxon Dudley Hooley Ken Shepherd Phil Stokes Joyce Warren Officers of the Company Hon. Treasurer: Ken Shepherd Hon. Secretary: Joyce Warren Management Team Director: Dudley Hooley Curator: David Coxon General Manager and Chief Engineer: Phil Stokes Events Manager: David Burleigh, MBE Publicity Manager: Cherry Greveson Staffing Manager: Mike Wieland Treasurer: Ken Shepherd Shop Manager: Sheila Shepherd Registered in England and Wales as a Charity Charity Commission Registration Number 299327 Registered Office: Tangmere, near Chichester, West Sussex PO20 2ES, England Telephone: 01243 790090 Fax: 01243 789490 Website: www.tangmere-museum.org.uk E-mail: [email protected] 2 . from Charles Dixon’s Diary 4 A personal record of life on the Western Front in 1917-18 David Coxon Jet Fighters of the Second World War, Part 1 7 Meteors, Me262s, Shooting Stars, and their precursors Matt Wright The Swift Souvenir Book 18 Photographs of the successful air speed record attempt in Libya, 1953 Courtesy of Les Cobbett Tangmere and Operation Neptune 24 The air cover plan for D-Day, and Tangmere’s part in it Andrew Smith Letters, Notes, and Queries 29 The Hunter that wouldn’t land, and Over the Andes Published by the Society of Friends of the Tangmere Military Aviation Museum, Tangmere, near Chichester, West Sussex PO20 2ES, England Edited by Dr Reginald Byron, who may be contacted care of the Museum at the postal address given above, or by e-mail at [email protected] Copyright © 2014 by the Tangmere Military Aviation Museum Trust Company All rights reserved. -
Barnoldswick
BANCROFT MILL ENGINE TRUST jointly presents with ROLLS ROYCE LEISURE 70th Anniversary of Rolls-Royce in Barnoldswick. Visit to Barlick of Terry Jones and his 1943 Barlick built Welland Engine, one of the first batch of jet engines to be produced. SATURDAY 17TH at the Leisure Centre, Skipton Road: the Welland on display from 1.00pm SUNDAY 18TH AT Bancroft Mill, Gillians Lane: the Welland on display from 11.00am and the Bancroft Mill engine running from 1.00pm Terry will attend at both venues with a video and talk and to answer questions. BANCROFT MILL ENGINE TRUST Gillians Lane Barnoldswick BB18 5QR Press release begins:- Rolls Royce: 70 years in Barnoldswick. Welland Engine returns to its birthplace with a joint effort by Bancroft Mill Engine Museum and Rolls Royce Leisure to host it and Terry Jones its rebuilder. Weaving was sporadic from 1920 at Bankfield Shed, in the doldrums in 1939 it suddenly became the country’s Shadow Factory No. 6, when it was occupied by the Rover Company to undertake the development of Frank Whittle’s W2B jet engine design. By early 1943 Rover had completed development of the engine. The mass production of the conventional Merlin engine having been put on a sound footing Rolls-Royce were in position in May of that year to come to Barnoldswick to take over the production of the W2B engine to the required standard and in the quantities needed. Work proceeded apace and by the end of that year Rolls Royce was making functional engines, renamed the RB23 Welland, in quantity to equip the Gloster Meteor aircraft that the Air Ministry had on order.