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243 Sentences With "turbojets"

How to use turbojets in a sentence? Find typical usage patterns (collocations)/phrases/context for "turbojets" and check conjugation/comparative form for "turbojets". Mastering all the usages of "turbojets" from sentence examples published by news publications.

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As each B-52 is powered by eight turbojets paired in four pods, the bomber still carried seven engines at the time, but, like, still.
The scaled-down flier will use a trio of General Electric turbojets; the airliner will use new engines that are more efficient and powerful, and thus don't require afterburners, but don't quite exist yet.
Though the first of the breed, the de Havilland Comet, really was powered only by sleek turbojets that fitted elegantly into its wings, it did not take engineers long to work out that a turbojet works best not by itself but as part of a bigger whole.
103R A proposed military transport derivative with Turbomeca Marboré wing-tip auxiliary turbojets.
Pneumatic De-Icing boots are sometimes found on larger piston prop aircraft, smaller turbojets such as the Cessna Citation V, and some older turbojets. This device is rarely used on modern turbojet aircraft. This device was invented by the Goodrich Corporation (previously known as B.F. Goodrich) in 1923.
This sets the lower limit for BPR and these engines have been called "leaky" or continuous bleed turbojets. (General Electric YJ-101 BPR 0.25) and low BPR turbojets. (Pratt & Whitney PW1120). Low BPR (0.2) has also been used to provide surge margin as well as afterburner cooling for the Pratt & Whitney J58..
A modified Vickers Viscount was shown with Rolls-Royce Tay turbojets in a configuration mimicked later by the Boeing 737.
9050 Trident III: SO.9050-07, -08 and -09, powered by two Turbomeca Gabizo turbojets with a SEPR 631 rocket engine.
Jefford et al. 2005, p. 104. It was powered by a pair of de Havilland Gyron Junior turbojets, producing of thrust.Green 1964, p. 430.
To achieve this, the design included two Tumansky R-27 afterburning turbojets for cruise and four Kolesov RD-36-35 turbojets for STOL performance. Side-by-side seating for the crew was implemented since the large Orion radar antennas required a large frontal cross-section. To test the six-engine scheme, the first Su-15 prototype was converted into S-58VD flying laboratory which operated in 1966–1969.
The Focke-Wulf 1000x1000x1000 project had three different variants. All of them were twin-jet bombers that would be powered by two Heinkel-Hirth He S 011 turbojets.
Mach 1.3." MiG-19, F-100, F-8. : 4. Supersonic (limited purpose) (1955–70): "Supersonic aerodynamics, especially area ruling; fourth-generation turbojets; radar for search and fire control.
Four turbojets placed in separate nacelles under the wings. The tail section was of a conventional type and the projected speed was such that no defensive armament was carried.
Another obvious change was the replacement of the Wright J65 turbojets with Pratt & Whitney TF33-P-11 turbofan engines. The TF33s gave the aircraft more than double the thrust of the B model. The RB-57F was also fitted with two detachable Pratt & Whitney J60-P-9 turbojets mounted in pods attached to the wings outboard of the main engines. These auxiliary engines were air-started and only for use at altitude in flight.
Schematic diagram illustrating the operation of a low-bypass turbofan engine. Turbofans differ from turbojets in that they have an additional fan at the front of the engine, which accelerates air in a duct bypassing the core gas turbine engine. Turbofans are the dominant engine type for medium and long-range airliners. Turbofans are usually more efficient than turbojets at subsonic speeds, but at high speeds their large frontal area generates more drag.
When turbojets were introduced, the top speed of fighter aircraft equipped with them was at least 100 miles per hour faster than competing piston-driven aircraft. In the years after the war, the drawbacks of the turbojet gradually became apparent. Below about Mach 2, turbojets are very fuel inefficient and create tremendous amounts of noise. Early designs also respond very slowly to power changes, a fact that killed many experienced pilots when they attempted the transition to jets.
Some aircraft were fitted with two underwing Turbomeca Palas turbojet engines for auxiliary power. Other aircraft were used for engine-trials fitted with the SNECMA Atar 101 and licence-built Rolls-Royce Nene turbojets.
In 1944 Heinkel produced different designs of the project using either two Heinkel HeS 011 or two BMW 003 axial-flow turbojets. One of the turbojets was placed on top of the fuselage and the other in a ventral position. The engine below the fuselage was placed asymmetrically in order to provide space for the retractable front undercarriage wheel. The designs of this aircraft would be used by Heinkel to develop the He 162 Volksjäger, which used only one turbojet engine, towards the end of 1944.
To meet a requirement to use as an engined testbed for Turbomeca turbojets, Fouga combined two CM.8 fuselages. It used the port and starboard outerwings with a new wing centre section to join the two fuselages. The V-tails fitted to each fuselage were joined at the top in a W configuration. The type was designated the Fouga CM.88-R Gemeaux I and first flew 6 March 1951, it was fitted with two Turbomeca Piméné turbojets, one on top of each fuselage.
The two pods with four turbojets and the six piston engines combined gave the B-36 a total of for short periods of time."B-36 Adds Four Jet Engines." Popular Mechanics, July 1949, p. 124.
These engines, with their lower exhaust velocities, produce less jet noise and use less fuel. Turbojets are still used to power medium range cruise missiles, due to their high exhaust speed, low frontal area and relative simplicity.
The main exhibits are piston engines and turbojets that powered aircraft as well as rocket engines used for aircraft and spacecraft. All the exhibits were developed and produced by companies that were eventually merged into the Safran group.
Meanwhile, the second prototype XG-20 was returned to Chase Aircraft, to be fitted with two twin pods for General Electric J47 turbojets, becoming the XC-123A, the first jet-powered transport aircraft built in the United States.Adcock 1992, p.7.
These drawbacks eventually led to the downfall of the pure turbojet, and only a handful of types are still in production. The last airliner that used turbojets was the Concorde, whose Mach 2 airspeed permitted the engine to be highly efficient.
Transonic (1947–55): "Second- generation turbojets; radar gunsights; swept wings; generally have adjustable horizontal stabilizers. Early hydromechanical flight control systems. Mach 0.90-1.05." F-86, F-84 Thunderstreak, F9F Cougar, MiG-15, MiG-17, Hawker Hunter, Dassault Mystère IV. : 3.
P2V-5 with nose turret in 1952. The Lyautey P2V-5Fs had additional turbojets mounted on nacelles where the rockets are in this photo. The squadron continued using the six P4M-1Qs as mission aircraft. In addition, they obtained three Lockheed P2V-5Fs.
The Northrop XP-79 flying wing was an unusual aircraft that only flew once, resulting in the death of the pilot. It was originally designed as a rocket powered aircraft but later used turbojets. The pilot was given a prone flying position.
Turbojet engine layout Two engineers, Frank Whittle in the UK and Hans von Ohain in Germany, developed the turbojet concept independently into practical engines during the late 1930s. Turbojets consist of an inlet, a compressor, a combustor, a turbine (that drives the compressor) and a propelling nozzle. The compressed air is heated in the combustor and passes through the turbine, then expands in the nozzle to produce a high speed propelling jet Turbojets have a low propulsive efficiency below about Mach 2 and produce a lot of jet noise, both a result of the very high velocity of the exhaust. Modern jet propelled aircraft are powered by turbofans.
USS Antietam in the early 1960s ;T-2A :Two-seat intermediate jet training aircraft, powered by a 3,400-lb (1542-kg) thrust Westinghouse J34-WE-46/48 turbojet, original designation T2J-1 Buckeye, 217 built ;YT-2B :Two T-2As were converted into T-2B prototype aircraft. ;T-2B :Improved version, it was powered by two 3,000-lb (1360-kg) thrust Pratt & Whitney J60-P-6 turbojets; 97 were built. ;YT-2C :One T-2B was converted into a T-2C prototype aircraft. ;T-2C :Final production version for the U.S. Navy, it was powered by two 2,950-lbf thrust General Electric J85-GE-4 turbojets; 231 were built.
Though Alexander Lippisch is generally credited as the pioneer of the delta wing, Chadwick's team had followed its own logical design process.Laming 2002, pp. 23, 24. The initial design submission had four large turbojets stacked in pairs buried in the wing either side of the centreline.
As of 2013 Fritz Unger in Germany is developing a jetpack called Skyflash with rigid wings about wingspan and two turbojets designed to run on diesel fuel. It is designed for takeoff from the ground using four undercarriage wheels on the front of his chest and abdomen.
The modified JT12A-3 turbojets with a basic rating of 14.69 kN (3,300 lb st) were tested in the two Lockheed XV-4A Hummingbird VTOL research aircraft. The next version, JT12A-21, had an afterburner which delivered a maximum thrust of 17.91 kN (4,025 lb st).
The Ishikawajima-Harima J3-IHI-7C booster turbojets, produced 13.7 kN (3,085 lbf) thrust, giving the P-2J a top speed of . A P-2J (note the twin-wheel main gear) displayed at Kanoya Air Base The P-2J had accommodations for up to 12 crewmen.
Powered by four Pratt & Whitney JT3C turbojets, the initial 720 could cover a range with 131 passengers in two classes. Powered by JT3D turbofans, the 720B first flew on October 6, 1960, and entered service in March 1961. It could seat 156 passengers in one class over a range.
A-6E Intruder of VA-52, 1981 ;A-6E :A-6A with improved electronics. ;A-6F Intruder II :Advanced version with updated electronics and General Electric F404 turbofans; only 5 built. ;A-6G :Proposed cheaper alternative to the A-6F, with its advanced electronics, but existing J52 turbojets.
Tsybin R-020. www.testpilot.ru. Retrieved 28 February 2008. More conventional Tumansky R-11 turbojets (the engine used in the MiG-21) replaced the unavailable Soloviev turbofans. Five R-020 airframes were virtually complete, only awaiting engines by April 1961, with another 10 planned, when Soviet Premier Nikita Khrushchev cancelled the program.
Size: 11 MB. Accessed: 10 March 2012. and also eliminated the need for an anti-torque rotor at the tail. Forward thrust was provided by two turbojets, which allowed the main rotor to only be required to provide lift. It was found to have good hover stability against crosswind and tailwind.
The engine configuration describes the fundamental operating principles by which internal combustion engines are categorized. Piston engines are often categorized by their cylinder layout, valves and camshafts. Wankel engines are often categorized by the number of rotors present. Gas turbine engines are often categorized into turbojets, turbofans, turboprops and turboshafts.
During the second half of 1953, Fairchild, Bell, and Martin Aircraft conducted high altitude reconnaissance aircraft design studies for the United States Air Force under project MX-2147.Polmar 2001, p. 26. All three designs used Pratt & Whitney J57-19 turbojets. The Bell and Martin (B-57D) designs were chosen for further development.
572 The Type 525 was powered by two Rolls-Royce Avon turbojets and fitted with a taller tricycle undercarriage positioned further out on the wings than on the Type 508. It had a conventional tail and rudder surfaces and swept wings. It made its first public appearance at the September 1954 Farnborough Airshow.
The J97 was based on GE's General Electric GE1/J1 series of turbojets and the engine development was financed by the United States Air Force. The original application was to be the Northrop P-530 (which later evolved into the YF-17), but it was ultimately only used in several small drone aircraft.
The stretched -320, powered by JT4A turbojets The 707-320 Intercontinental is a stretched version of the turbojet-powered 707-120, initially powered by JT4A-3 or JT4A-5 turbojets producing each (most eventually got JT4A-11s). The interior allowed up to 189 passengers, the same as the -120 and -220 series, but improved two-class capacity due to an 80-in fuselage stretch ahead of the wing (from to ), with extensions to the fin and horizontal stabilizer extending the aircraft's length further. The longer wing carried more fuel, increasing range by and allowing the aircraft to operate as true transoceanic aircraft. The wing modifications included outboard and inboard inserts, as well as a kink in the trailing edge to add area inboard.
The Morane-Saulnier MS.760 Paris had a gross weight of , initially powered by two Turboméca Marboré turbojets of thrust, although most aircraft were later upgraded to units. The aircraft seated a single pilot and up to three passengers under a sliding canopy, and was first flown on 29 July 1954. 219 were built. The Lockheed JetStar is the earliest business jet with a center aisle The Lockheed JetStar, designed to meet USAF UCX requirements and seating ten passengers and two crew, first flew on 4 September 1957. A total of 204 aircraft were produced from 1957 to 1978 powered by several different engines; four Pratt & Whitney JT12 turbojets, then Garrett TFE731 turbofans for a MTOW, then two General Electric CF700 turbofans.
The chosen power plant was two Pratt & Whitney J75 (JT4B-21) axial-flow turbojets of static sea level thrust each with afterburner, providing a maximum speed of at altitude at maximum power and a combat speed of at altitude at maximum power. Combat range was planned for with payload at average speed in 4.15 hours.
The F6D-1 would have weighed approximately . It would have been powered by two Pratt & Whitney TF30-P2 non-afterburning turbofan engines which were more fuel efficient than the turbojets common at the time. It would have had subsonic performance, but a loiter time of six hours on station from its carrier.Holder 2007, p. 87.
ISSN 0002-2667. The selection of the American General Electric CJ610 turbojet engine to power the design was a straightforward choice; at the time, there was no other compact turbojets that had reached quantity manufacture yet. It provided some benefits, such as a relatively high thrust output, but was both noisy and fuel-hungry.
Lockheed modified the second prototype aircraft between 1966 and 1968 to XV-4B standard. The two Pratt & Whitney JT12 engines were replaced with six General Electric J85 turbojets, four of these units acting as lift jets. This aircraft crashed in Georgia on 14 March 1969; pilot Harlan J. Quamme escaped uninjured, using the ejection seat.
It was powered by the same Bristol Siddeley Orpheus 703 turbojets that had powered the Folland Gnat, also being manufactured by HAL at that time. On 1 April 1967, the first production Marut was delivered to the IAF.Singh, Sushant. "Tejas is not India's first indigenous fighter, that would be the HF-24 Marut." Times of India, 1 July 2016.
Gordon, pp. 117–18 Before the prototype was finished, Sukhoi was ordered to use the Lyulka TR-1 turbojets originally intended for the Su-9. This aircraft was designated the Su-11 and was called Samolyet KL by the OKB. Each TR-1 developed only 12.7 kN (2,865 lbf) thrust each, rather than the 15 kN (3300 lbf) required.
Mexican Ministry of the Economy: Hungary (in Spanish) Hungary's main exports to Mexico include: piston engines, transport automobiles and turbojets. Mexico's main exports to Hungary include: parts and accessories of mechanical devices; process units and connecting rods. Mexican multinational companies such as Cemex and Nemak operate in Hungary. Nemak operates a production plant in the Hungarian city of Győr.
Later designs, the Model 23A and 23B, had the turbojets mounted at the back of the wing and fuselage, with the Model 23B's engines situated over the rear of the wing and aft fuselage, and the Model 23A using a delta wing.Bradley, Robert, 2010. Convair Advanced Designs: Secret Projects from San Diego 1923-1962. North Branch, MN: Specialty Press.
An Armagnac, S.O. 2060, ended its days as an engine test-bed, alternately fitted with turbojet engines fitted in a nacelle below the fuselage. It was tested with two Snecma Atar 101 turbojets each engine having a different system of afterburner. The Snecma Vulcain was also tested in a similar manner.Green and Pollinger 1955, p. 175.
9; Issue 42108. Armstrong Siddeley produced radial aircraft engines throughout its life, together with turbojets after the war. In April 1920 or slightly later, it produced its own subsidiary, The Sir W.G. Armstrong Whitworth Aircraft Co. Ltd. This last company went on to produce Siskin fighters in large numbers, together with all the later Armstrong Whitworth designs.
The 1963 Learjet 23 was the first light jet. The first large, long range jet was the Grumman Gulfstream II in 1966. The MTOW British Aerospace 125 first flew on 13 August 1962 as the de Havilland DH.125, powered by two Armstrong Siddeley Viper turbojets. Its engines were replaced by Garrett TFE731s, then Pratt & Whitney Canada PW300 turbofans.
The Northrop YF-17's main design elements date from the F-5 based internal Northrop project N-300. The N-300 featured a longer fuselage, small leading-edge root extensions (LERX), and more powerful GE15-J1A1 turbojets. The wing was moved higher on the fuselage to increase ordnance flexibility. The N-300 further evolved into the P-530 Cobra.
Air International February 1977, p. 98. This aircraft, powered by two Mikulin AM-5 turbojets first flew on 7 April 1959.Gunston 1995, p. 377. Based on the results of these trials, the RSR was redesigned (as the R-020) to make it more manoeuvrable at high altitude (it was proposed to carry out barrel rolls to avoid surface-to-air missiles).
Andrade 1979, p. 87. The second prototype XG-20, following public display in early 1950 at Pope AFB during Exercise Swarmer,Shrader 1953, p.136. was taken aside for a more radical transformation, being fitted with two twin bomber engine pods containing J47 turbojets, and flying in early 1951 as the XC-123A, the United States' first jet-powered transport aircraft.
Designed by Microjet SA, as a vehicle for the small gas turbine engines produced by Microturbo and as a two-seat lightweight jet trainer. The 200 is a low-wing cantilever monoplane with a retractable tricycle landing gear and a v-tail. It is powered by two Microturbo TRS 18-1 turbojets. It had side-by-side seating for an instructor and student.
It first flew on 30 December 1949. The first prototype was later modified to the same configuration. The third prototype S.O.6020-03 was modified with an auxiliary SEPR 25 liquid-fuel rocket engine beneath the fuselage and was re-designated S.O.6025. The first prototype was modified for research use and had two wingtip-mounted Turbomeca Marbore turbojets fitted.
The revived Alfa Romeo Avio began to diversify its operation. Its repair and maintenance side expanded to deal with repairing Curtiss-Wright R-1820 and R-3350 piston engines, Rolls-Royce Avon and Wright J65 turbojets, Rolls-Royce Dart turboprops and Rolls-Royce Conway turbofans mounted on Italian and Norwegian airplanes. Alfa Romeo license built the Bristol Siddeley Orpheus for the Fiat G.91 programme, one of a number of examples of cooperation between the companies during the decade, and was the European distributor of the General Electric J85 and CJ610 turbojets. It was also involved, alongside FIAT, FN of Belgium and BMW, in the European production programme for the production of a FIAT (General Electric) J79-GE-11A turbojet to power the Lockheed F-104 Starfighter that was being built in Europe and was used extensively by many NATO air forces.
The only difference between the two was the type of engines used. The XC-123 used two Pratt & Whitney R-2800-23 air-cooled radial piston engines, while the XC-123A was fitted with four General Electric J47-GE-11 turbojets, in two pods.Andrade 1979, p. 87. The XC-123A also has the distinction, while only experimental, of being the USAF first jet-powered military transport.
Consequently, net thrust increases, implying a specific fuel consumption (fuel flow/net thrust) decrease. So turbojets can be made more fuel efficient by raising overall pressure ratio and turbine inlet temperature in unison. However, better turbine materials and/or improved vane/blade cooling are required to cope with increases in both turbine inlet temperature and compressor delivery temperature. Increasing the latter may also require better compressor materials.
The aircraft's designers built a rocket plane after considering alternatives. Turbojets could not achieve the required performance at high altitude. An aircraft with both turbojet and rocket engines would be too large and complex. The X-1 was, in principle, a "bullet with wings", its shape closely resembling a Browning .50-caliber (12.7 mm) machine gun bullet, known to be stable in supersonic flight.
SEPR 841 monted for one Mirage IIIC. The Mirage and its distinctive delta wing planform began with the prototype MD.550 Mystère-Delta. This bore little relation, other than its name, to the Dassault Mystère; France's swept- wing fighter of the period. The delta aircraft was smaller, around two thirds of the Mystère's weight and was powered by two small Viper turbojets and the SEPR 66 rocket.
Webster, David. "50 Years of Probe and Drogue Flight Refuelling cover signed Air Chief Marshal Sir Michael Knight KCB AFC FRAES, Director of Flight Refuelling Limited." the- best-of-british.com. Retrieved: 23 March 2010. Meteor F.8 WA820 was adapted during 1948 to take two Armstrong Siddeley Sapphire turbojets, and from Moreton Valence, on 31 August 1951, established a time-to-height climb record.
The Arado E.560 designs were a development based on the Arado 234, and they share some characteristics with that plane. Only five designs of Ar E.560 variants have survived; the remaining are unknown. Except for two variants which were propeller-driven aircraft, the other three E.560 designs were to have been powered by turbojets. They were all equipped with retractable tricycle undercarriage.
The 1601 was a cantilever mid-wing monoplane with a 33° swept wing. The wing was fitted with ailerons, spoilers, leading edge slats and trailing edge flaps. It had retractable tricycle landing gear and was powered by two Rolls-Royce Derwent turbojets in underslung, wing mounted nacelles on either side of the fuselage. It had an enclosed cockpit and was fitted with a Martin-Baker ejection seat.
It initially flew without the turbojets. The 28th Strategic Reconnaissance Wing based at Rapid City AFB (later renamed Ellsworth AFB), South Dakota, received its first RB-36D on 3 June 1950. Due to severe material shortages, the new RB-36Ds did not become operationally ready until June 1951. The 24th and last RB-36D was delivered in May 1951. A total of 24 RB-36Ds was built.
The turbojets were normally used only for speed dashes over the target area or for takeoff. The 6th conducted strategic bombardment training with the aircraft, being deployed at Andersen AFB, Guam from October 1955 to January 1956. The phaseout of the B-36 began in 1957, when the wing began receiving the new Boeing B-52 Stratofortress jet bomber. They were flown by its existing squadrons.
P1A From 1953 onwards, the first three prototype aircraft were hand-built at Samlesbury. These aircraft had been assigned the aircraft serials WG760, WG763, and WG765 (the static airframe). The prototypes were powered by un-reheated Armstrong Siddeley Sapphire turbojets, as the selected Rolls-Royce Avon engines which powered subsequent production aircraft had fallen behind schedule due to their own development problems.Darling 2000, p. 10.
Control-Line airplanes usually have a power plant of to , although engines can be as large as .90, or may have electric power. Two-stroke glow engines are most common, but almost any form of model engine has been used, including pulse jet engines and turbojets. Control-line models tend to have very high power-to-weight ratios compared to R/C models or full-scale aircraft.
CIAM focused on theoretical and experimental research and modernization of prototypes up to the production stage. After the war, CIAM was engaged with reactive (jet) engines for airplanes, successors to the first-generation turbojets. In the early 1950s, the largest test base in Europe was built in Lytkarino. In the 1970s, the institute began work on a ramjet engine using the special hypersonic "flying laboratory" GLL Holod.
Most modern combat aircraft can carry at least a pair of air-to-air missiles. A USAF F-22A Raptor stealth fighter. In the 1970s, turbofans replaced turbojets, improving fuel economy enough that the last piston engined support aircraft could be replaced with jets, making multi-role combat aircraft possible. Honeycomb structures began to replace milled structures, and the first composite components began to appear on components subjected to little stress.
The 707-220 was designed for hot and high operations with more powerful Pratt & Whitney JT4A-3 turbojets. Five of these were produced, but only four were ultimately delivered, with one being lost during a test flight. All were for Braniff International Airways and carried the model number 707-227; the first entered service in December 1959. This version was made obsolete by the arrival of the turbofan-powered 707-120B.
The -420, powered by Rolls-Royce Conway low-bypass turbofans The 707-420 was identical to the -320, but fitted with Rolls-Royce Conway 508 (RCo.12) turbofans (or by-pass turbojets as Rolls-Royce called them) of thrust each. The first announced customer was Lufthansa. BOAC's controversial order was announced six months later, but the British carrier got the first service-ready aircraft off the production line.
The Westminster was the first tangible result of efforts that Westland Aircraft had been making throughout the 1950s to produce a gas- turbine-powered heavy-lift helicopter. Projects ranged up to the remarkable W.90, a 450-seat troopship with three Sapphire turbojets mounted on its rotor- tips.James 1991, p.498. In 1954, Westland investigated licensed manufacture of the Sikorsky S-56 for the civil market with turboshaft power.
Conventional in other respects, the high-mounted wing could be slewed by up to 35° for high-speed flight. The wing span was when unswept and when fully swept.Masters (1982) The long main undercarriage retracted into the wing, while a nose wheel completed the tricycle undercarriage.Sharp (2015) The P 202 was powered by a pair of BMW 003 turbojets, slung underneath he fuselage centre section and exhausting behind the wing.
The company was one of the largest of its kind in the worldFlight 6 Feb 1959Flight 28 August 1959 and offered a wider range of engines than any other manufacturer. Aero engines produced by the company included piston engines, turboprops, turboshafts, turbojets, turbofans, auxiliary power units, ramjets and liquid propellant rocket engines. Outside the aeronautical field its products were gas turbines for marine and industrial use, diesel engines, and automatic transmissions.
The G.91Y was an increased-performance version of the Fiat G.91 funded by the Italian government. Based on the G.91T two-seat trainer variant, the single Bristol Orpheus turbojet engine of this aircraft was replaced by two afterburning General Electric J85 turbojets which increased thrust by 60% over the single-engined variant.[Staff author] 20 June 1968. "Fiat G.91Y" Flight International, p. 931. www.flightglobal.com.
The last of the Messerschmitt variants, the 1944 Me P.1079 51 project, used a ramjet instead of a pulsejet. But eventually ramjets were also dropped in favor of turbojets towards the end of the Third Reich. A further variant, the Me P.1079 18 Schwalbe, appears in some publications.Messerschmitt P.1079/18 Schwalbe But this "experimental aircraft" is a widely publicized hoax, not a real Messerschmitt project.
Auxiliary rockets and/or jet engines can help a fully loaded aircraft to take off within the length of the runway. The rockets are usually one-time units that are jettisoned after takeoff. This practice was common in the 1950s and 60s, when the lower levels of thrust from military turbojets was inadequate for takeoff from shorter runways or with very heavy payloads. It is now seldom used.
N-20.02 Arbalète on display The glider had successfully proven the design and was followed by a similar sized powered test aircraft, the EFW N-20.02 Arbalète ("Crossbow"), powered by four 0.98 kN (220 lbf) Turboméca Piméné turbojets mounted above and below the wings. This aircraft first flew on 16 November 1951. It proved to have good manoeuvrability and reached a maximum speed of 750 km/h (466 mph).
Its two-spar wings were fitted with slotted flaps and Frise ailerons. Its powerplant comprised two RD-20 turbojets, which were Soviet-manufactured versions of the BMW 003. The two engines were located behind the cockpit in the lower fuselage, with the exhaust exiting under the tail unit. A steel laminate heatshield was installed on the bottom of the rear fuselage to protect it from the exhaust gasses.
Schematic diagram showing the operation of a simplified turboshaft engine. The compressor spool is shown in green and the free / power spool is in purple. A turboshaft engine is a form of gas turbine that is optimized to produce shaftpower rather than jet thrust. In concept, turboshaft engines are very similar to turbojets, with additional turbine expansion to extract heat energy from the exhaust and convert it into output shaft power.
A combustion chamber is fabricated and plumbed between the compressor and turbine sections. More sophisticated turbojets are also built, where their thrust and light weight are sufficient to power large model aircraft. The Schreckling design constructs the entire engine from raw materials, including the fabrication of a centrifugal compressor wheel from plywood, epoxy and wrapped carbon fibre strands. Several small companies now manufacture small turbines and parts for the amateur.
Blazer and Dorio 1993, pp. 9–10. The XF-89 was fitted with Allison J35-A-9 turbojets and proved to be seriously underpowered. Initial flights were made with conventional ailerons, decelerons not being installed until December.Air International July 1988, p. 46. Several months earlier the Air Force conducted a competitive evaluation of the three existing all-weather interceptor prototypes, the XF-87, the XF-89, and the US Navy's XF3D.
Buttler p87 Until the intended (three) Power Jets W.2/500 turbojets were available the M.39 would have had two Rolls-Royce Merlin 60 inline or Bristol Hercules VIII radial piston engines. The M.39 would have a crew of three in a pressurized cabin. As well as the bomb-bay amidships, the M.39 would carry two fixed 20 mm cannons in the roots of the forward wings.
Examples of surface vehicles using turbines are M1 Abrams, MTT Turbine SUPERBIKE and the Millennium. Pulse jet engines are similar in many ways to turbojets, but have almost no moving parts. For this reason, they were very appealing to vehicle designers in the past; however their noise, heat and inefficiency has led to their abandonment. A historical example of the use of a pulse jet was the V-1 flying bomb.
Air International October 1973, p. 167. The first version of the aircraft entered service in 1959 as the T2J-1. It was redesignated the T-2A in 1962 under the joint aircraft designation system. The aircraft was subsequently redesigned, and the single engine was replaced with two Pratt & Whitney J60-P-6 turbojets in the T-2B. The T-2C was fitted with two thrust General Electric J85-GE-4 turbojets. The T-2D and T-2E were export versions for the Venezuelan Air Force and Hellenic Air Force, respectively. The T-2 Buckeye (along with the TF-9J Cougar) replaced the T2V-1/T-1A SeaStar, though the T-1 continued in some uses into the 1970s. A T-2C being parked at Naval Air Station Pensacola, Florida, on August 30, 2005 All T-2 Buckeyes were manufactured by North American at Air Force Plant 85, located just south of Port Columbus Airport in Columbus, Ohio.
The Model 385 was designed and built under a United States Army research contract to prove a concept known as hot-cycle propulsion. The helicopter was given the military designation XV-9A with the serial number 64-15107. Two General Electric YT64-GE-6 turbojets were used as gas generators, the jet efflux was ducted to nozzles at the blade tips. The rotor blades also had cooling ducts in both the leading and trailing edges.
The Pratt & Whitney JT3 turbojets powered the original Boeing 707 and DC-8 models; in the early 1960s the JT3 was modified into the JT3D low-bypass turbofan for long-range 707 and DC-8 variants. The de Havilland and Tupolev designs had engines incorporated within the wings next to the fuselage, a concept that endured only within military designs while the Caravelle pioneered engines mounted either side of the rear fuselage.
Of those built, perhaps the most distinct was the civil-orientated 2502, which featured additional engines in the form of a pair of wing-tip mounted Turbomeca Marboré turbojets, giving it improved takeoff performance. The proposed 2506 was to have further built upon the 2502, having been intended to possess airbrakes, along with re- designed flaps and height-adjustable landing gear."Commercial aircraft of the world." Flight International, 28 November 1963. p. 892.
They have a full-time staff of professional flight instructors and a fleet of Cessna aircraft. It is also a Cessna Pilot Center and operates a charter company called Vectair-USA. Any aircraft from a small training aircraft to a Bombardier Global Express business jet can operate to, from, and around Olive Branch Airport. A few charter companies have piston singles and twins, jets, and/or turbojets based at Olive Branch Airport.
Pure turbojets were found to fly little faster than the speed of sound. In order to increase speed for supersonic flight, fuel was injected into the engine exhaust, upstream of a divergent nozzle similar to that seen on a rocket engine. As the fuel burned it expanded, reacting against the nozzle to drive the exhaust backwards and the engine forwards. Turbojet engines have a high fuel consumption, and afterburning even more so.
Their turbojets were removed before the delivery flight to California, during which one aircraft crashed. The two surviving aircraft were fully modified for the role after delivery and could carry of fire retardant. They first flew missions during the 1961 fire season. Another aircraft crashed on takeoff in September 1967 when an engine failed and the sole survivor only made a few more flights before it was scrapped in 1968–69.Ginter 1992, pp.
Originally named the PD.808 Vespa Jet the business jet was designed in a joint venture between Piaggio and the Douglas Aircraft Company. The basic design work was carried out by Douglas and the prototype was built at the Piaggio factory at Finale Ligure.Simpson 1991, pp. 232–233 The PD.808 was a low-wing cantilever cabin-monoplane with tip-tanks and powered by two rear-mounted Bristol Siddeley Viper 525 turbojets.
The smaller, MTOW North American Sabreliner, tailored to the USAF UTX requirement, first flew on 16 September 1958. Powered by two Pratt & Whitney JT12 turbojet engines then Garrett TFE731s, more than 800 were produced from 1959 to 1982. Designed in 1957 for the UCX requirement, the McDonnell 119 was delayed by the cancellation of the Fairchild J83 engine program, and first flew on 11 February 1959 powered by four Westinghouse J34 turbojets.
Two of the production CM.10 gliders were converted to the powered version, CM.100-01, the first prototype (registration F-WFAV), was first flown on 19 January 1949, but no order resulted for this aircraft. It was later tested with Turbomeca Piméné turbojets mounted on the wingtips as the CM.101R-01. The second aircraft, which was converted as CM.101R-02, (registration F-WFAV), was first flown on 23 Aug 1951.
The aircraft's main design elements date to early 1965, from the internal Northrop project N-300. The N-300 was itself derived from the F-5E, and features a longer fuselage, small leading-edge root extensions (LERX), and more powerful GE15-J1A1 turbojets, rated at 9,000 lbf (40 kN) each. The wing was slightly elevated to increase ordnance flexibility. The N-300 further evolved into the P-530 Cobra, which uses GE15-J1A5 engines, with a very small .
Many of these engines are derived from older military turbojets such as the Pratt & Whitney J57 and J75 models. There is also a derivative of the P&W; JT8D low-bypass turbofan that creates up to 35,000 HP. Jet engines are also sometimes developed into, or share certain components such as engine cores, with turboshaft and turboprop engines, which are forms of gas turbine engines that are typically used to power helicopters and some propeller-driven aircraft.
The ministry wanted Braathens SAFE to fly the route with a concession granted to SAS, but Braathens SAFE rejected this. Instead, they were granted both the routes on temporary basis. The new airport received three daily flights to Oslo, of which two went via Ålesund, and four services on the West Coast route to Bergen Airport, Flesland and Trondheim Airport, Værnes.Tjomsland and Wilsberg: 183 The routes were flown using Fokker F27 Friendship turboprops and Fokker F28 Fellowship turbojets.
Three prototypes were then taken to Muroc Air Force Base (later renamed Edwards Air Force Base) for service trials. These units were powered by two Westinghouse J34-WE-24 turbojets of 3,000 lbf (1,361 kgf) thrust, mounted under the roots of then-standard straight wings of the early jet era. A production contract for 28 F3D-1 J34-WE-32 powered production aircraft was issued in June 1948 with the first production aircraft flying on 13 February 1950.
Two T58s, converted to turbojets by the removal of the power turbines, were used as the engines on the Maverick TwinJet 1200.MiniJets Website Retrieved 28 June 2011 The Carroll Shelby turbine cars entered in the 1968 Indianapolis 500 race were powered by T58s.'Rodger Ward's Indy 500 Preview; Will the Turbines Takeover?' The cars were found to be using variable inlets to get around the USAC regulations on the maximum allowable inlet size and were disqualified.
Victor B1A XH588 at an East Anglian Battle of Britain day event, 1959 Production B.1 Victors were powered by the Armstrong Siddeley Sapphire ASSa.7 turbojets rated at , and was initially deployed with the Blue Danube nuclear weapon, re-deploying with the more powerful Yellow Sun weapon when it became available. Victors also carried U.S.-owned Mark 5 nuclear bombs (made available under the Project E programme) and the British Red Beard tactical nuclear weapon.Brookes 2011, p. 29.
Several variants of it were produced in large numbers from 1942. During the war it used wooden rear fuselages due to a shortage of metal. This was succeeded by the development of the jet-powered Tu-16 bomber, which used a sweptback wing for good subsonic performance. As turbojets were not fuel efficient enough to provide truly intercontinental range, the Soviets elected to design a new bomber, the Tu-20, more commonly referred to as the Tu-95.
Theoretically, a PDE can operate from subsonic up to a hypersonic flight speed of roughly Mach 5. An ideal PDE design can have a thermodynamic efficiency higher than other designs like turbojets and turbofans because a detonation wave rapidly compresses the mixture and adds heat at constant volume. Consequently, moving parts like compressor spools are not necessarily required in the engine, which could significantly reduce overall weight and cost. PDEs have been considered for propulsion since 1940.
The planned powerplants were two Junkers Jumo 004 turbojet engines, later to be replaced by Heinkel HeS 011 turbojets in a further development with swept wings, the Messerschmitt P.1100.Messerschmitt Me P.1100/II None of the variants were built, but this project was developed into the Messerschmitt P.1100 all-weather fighter project, which in turn would lead to the single-seat, single-jet Messerschmitt P.1101 design for the Emergency Fighter Program in July 1944.
Intended for the Douglas F3D-3 SkyKnight but did not go into production because of schedule slippage and the F3D-3 cancellation. ;J46-WE-8: ;J46-WE-8A:This variant powered the F7U-3 Cutlass and produced 5,500/5,800 lbf of A/B thrust. All -8A engines were upgraded to the -8B build standard after being produced. ;J46-WE-8B:The F7U-3 was equipped with two J46-WE-8B turbojets giving a 680 mph (1,095 km/h) max speed.
In 1954, BMW formed BMW Studienge-sellschaft für Triebwerkbau GmbH as part of West German efforts to resume aircraft engine production. The company was renamed BMW Triebwerkbau GmbH in 1957, and began producing General Electric J79-11A turbojets for the Lockheed F-104G Starfighter program. In 1960, MAN AG acquired 50 percent of BMW Triebwerkbau GmbH. MAN AG purchased the remainder of the company in 1965, and merged it with MAN Turbomotoren GmbH to form MAN Turbo GmbH.
People's Liberation Army (PLA) has adopted several Chinese drones and UAVs developed by Dalian San-Ke Science and Technology Co., Ltd. (SKAT, 大连三科科技集团有限公司), a Chinese firm that specializes in the development and production of UAVs and turbojets engine for UAVs application. SKAT is the first Chinese firm to successfully develop the 50 kg class turbojet engine, which is used on SKAT developed UAVs in service with Chinese military.
In early 1943, aviation officials at the United States Navy were impressed with McDonnell's audacious XP-67 Bat project. McDonnell was invited by the navy to cooperate in the development of a shipboard jet fighter, using an engine from the turbojets under development by Westinghouse Electric Corporation. Three prototypes were ordered on 30 August 1943 and the designation XFD-1 was assigned. Under the 1922 United States Navy aircraft designation system, the letter "D" before the dash designated the aircraft's manufacturer.
White Knight One launch aircraft Tier One's launch aircraft, Scaled Composites model 318, known as White Knight, is designed to take off and land horizontally and attain an altitude of about , all while carrying the Tier One spacecraft in a parasite aircraft configuration. Its propulsion is by twin turbojets: afterburning J-85-GE-5 engines, rated at of thrust each. It has the same cabin, avionics, and trim system as SpaceShipOne. This means it can flight-qualify almost all components of SpaceShipOne.
The aircraft was unconventional, and consisted of a long, thin, area ruled fuselage with a large fin and all-moving stabilators in the tail. The single seat cockpit was in the extreme nose and the small-span wing was mounted high on the fuselage. At the ends of each wing were pods that contained two turbojets each. These pods were designed to swivel through an arc of 100° (horizontal to 10° past vertical) to allow for both horizontal and vertical flight.
Because of this the fuselage could not rotate for takeoff in the usual way and instead a variable-incidence wing, originally developed for the BV 144 transport, was used. Small retractable outrigger wheels would be placed in the wings.Sharp (2016) The bomber was to be powered by four Junkers Jumo 004C turbojets placed below the wings. Because of the uncertainties surrounding the design, four variants were put forward in all, differing mainly in their engine locations, armament, cabin and tail layout.
Embassy of Canada in Prague Embassy of the Czech Republic in Ottawa In 2013, Canadian exports to the Czech Republic (CR) totalled (CAD) $134.8 million. Canadian goods sent to the CR made up of aircraft, helicopters and parts, machinery, turbojets, turbopropellers, medical instruments, pet food, pharmaceuticals, vitamins, iron/steel, plastics and non-alcoholic beverages. Exports from the CR totalled $446.6 million. Czech goods included machinery, iron and steel products, auto parts, tractors, tires, medical instruments, sports equipment, uranium, glass and beer.
Most aviation piston engines are air-cooled. While water cooled engines were widely used from the early days of flight, air cooled engines were the dominant choice in aircraft. Following the Second World War, turbojets and jet turbine powered aircraft have come to dominate flight regimes where water cooled piston engines offered the advantage of reduced drag. Today, piston engines are mostly used in slower general aviation aircraft where the greater drag produced by air cooled engines is not a major disadvantage.
Most people use the term 'jet aircraft' to denote gas turbine based airbreathing jet engines, but rockets and scramjets are both also propelled by jet propulsion. Cruise missiles are single-use unmanned jet aircraft, powered predominately by ramjets or turbojets or sometimes turbofans, but they will often have a rocket propulsion system for initial propulsion. The fastest airbreathing jet aircraft is the unmanned X-43 scramjet at around Mach 9–10. The fastest manned (rocket) aircraft is the X-15 at Mach 6.85.
Eighteen C-135As (Boeing model number 717-148), powered by Pratt & Whitney J57 turbojets, were built. In later years, almost all were upgraded with Pratt & Whitney TF33 turbofan engines and wide-span horizontal stabilizers, and were re-designated C-135E. Most were converted to various special roles, including airborne command posts, missile-tracking platforms, and VIP transports, and were withdrawn throughout the 1990s. The C-135E designation was also applied to EC-135Ns that were used in the combat support role.
The relatively sharply swept wing was mounted low on the fuselage, with the carry-through structure passing between the cargo holds. The inner wing sections were more sharply swept and tapered, and housed the main undercarriage mechanism which retracted inwards so that the wheels lay in the fuselage. Two Rolls-Royce RB 141/11 turbojets were fitted in blisters protruding from either side of the rear fuselage, with alternatives offered including the General Electric CJ-805-23 or Pratt & Whitney JT3D-3.
The Mystère IV was an evolutionary development of the Mystère II aircraft. Although bearing an external resemblance to the earlier aircraft, the Mystère IV was in fact a new design with aerodynamic improvements for supersonic flight. The prototype first flew on 28 September 1952, and the aircraft entered service in April 1953. The first 50 Mystere IVA production aircraft were powered by British Rolls-Royce Tay turbojets, while the remainder had the French-built Hispano- Suiza Verdon 350 version of that engine.
The production T-37A was similar to the XT-37 prototypes, except for minor changes to fix problems revealed by the flight-test program. The first T-37A was completed in September 1955 and flew later that year. The T-37A was very noisy, even by the standards of jet aircraft. The intake of air into its small turbojets emitted a high-pitched shriek that led some to describe the trainer as , and it was referred to as the "6,000 pound dog whistle" .
Newell O.Wright and Corinne D. Hollon Graves The Recent Past on Eglin Air Force Base . CRM No. 13 (1997) pp. 30–32 The sole Northrop JB-1A Bat, nicknamed "Thunderbug" due to the improvised General Electric B-1 turbojets' "peculiar squeal", a jet-propelled flying wing spanning to carry . bombs in pods close to the engines, made its first powered, but unmanned, flight from Santa Rosa Island on 7 December 1944, launching from a pair of rails laid across the sand dunes.
It climbed rapidly, stalled, and crashed 400 yards from the launch point.Werrell, Kenneth P., "The Evolution of the Cruise Missile", Air University, Maxwell Air Force Base, Montgomery, Alabama, first printing 1995, second printing 1998, , , , , , p. 69. Makeshift B-1 turbojets did not live up to expectation, so JB-1s are completed with pulsejet power as JB-10s.Yenne, William, "Secret Weapons of World War II: The Techno-Military Breakthroughs That Changed History", Berkley Books, New York, August 2003, , pp. 82–83.
The aircraft was to be a delta-winged fighter with a watertight hull and twin retractable hydro-skis for takeoff and landing. When stationary or moving slowly in the water, the Sea Dart floated with the trailing edge of the wings touching the water. The skis were not extended until the aircraft reached about per hour during its takeoff run. Required power was put up by a pair of afterburning Westinghouse XJ46-WE-02 turbojets, fed from intakes mounted high above the wings to avoid ingesting spray.
The Mirage and its distinctive delta wing planform began with the prototype MD 550 Mystère-Delta. This bore little relation, other than its name, to the Dassault Mystère; France's swept-wing fighter of the period. The delta aircraft was smaller, around two thirds of the Mystère's weight and was powered by two small Viper turbojets and a SEPR 66 liquid-fuelled rocket. All three of these engines barely exceeded the thrust of the Mystère's ATAR 101D, although they also only weighed about half of the ATAR.
Air Force Systems Command, Delivering The Future (1989). Compiled by Lt. Col. Beverly S. Follis, USAFR HQ AFSC/Office of History Its curriculum focused on the traditional field of performance testing and the relatively new field of stability and control, which had suddenly assumed critical importance with the dramatic increases in speed offered by the new turbojets. As the decade opened, the first-generation X-1 reached and a altitude, representing the edge of the envelope. The D-558-II Douglas Skyrocket soon surpassed these marks.
The British versions of the McDonnell Douglas F-4 Phantom II (designated Phantom FG.Mk.1 and FGR.Mk.2) replaced the 16,000 lb wet thrust J79 turbojets with a pair of 20,515 lb wet thrust Spey 201 turbofans. These provided extra thrust for operation from smaller British aircraft carriers, and provided additional bleed air for the boundary layer control system for slower landing speeds. The air intake area was increased by twenty per cent, while the aft fuselage under the engines had to be redesigned.
The aircraft crashed at Oxon Hill, Maryland. Classified jettisonable propeller technology caused a problem for authorities in explaining what witnesses on the ground thought was the aircraft exploding. Possible fuel management problems were speculated, but this hypothesis was never proven by subsequent investigation. The remaining prototype was used in flight test programs, including fulfilling a December 1943 proposal by Douglas to fit uprated engines and underwing Westinghouse 19XB-2A axial-flow turbojets of 1,600 lbf (7.1 kN) thrust each, making it the XB-42A.
Andrews and Morgan 1987, pp. 297–298. Supermarine's design to meet this requirement was the Type 505, featuring a thin, straight wing and a V-tail (or "butterfly tail") to keep the tail surfaces away from the jet exhausts, and to be powered by two Rolls-Royce Avon turbojets, mounted side- by-side in the fuselage. In 1948, the Admiralty had second thoughts about the undercarriage-less fighter and Supermarine reworked their design by including a nosewheel undercarriage, becoming the Type 508.Mason 1992, p. 375.
It entered service in 1955, with 34 being built including two prototypes.The Myasishchev M-4 / 3M "Bison" & M-50 "Bounder". Air Vectors.net. The M-4 was made mostly of aircraft aluminum alloys with some steel and magnesium components. It had wings swept at 35-degrees and powered initially by four Mikulin AM-3A engines with a maximum thrust of 85.8 kN (8,750 kgp; 19,290 lbf), but later upgraded to RD-3M-500 turbojets with a maximum thrust of 93.2 kN (9,500 kgp; 20,940 lbf).
The Fleuret was designed and built to compete in an order for the French Air Force for a two-seat jet trainer. It was a side-by-side low mid-wing cantilever monoplane with a T-tail and powered by two 800 lbf (3.6kn) Turbomeca Marboré II turbojets. The prototype with French test registration F-ZWRS first flew on 29 January 1953. The aircraft was not ordered with the Air Force buying the Fouga CM.170 Magister instead and only one Fleuret was built.
Nicknamed the "Jumbo Jet", it was the first wide-body airliner, able to carry significantly more passengers than any other aircraft. Its capacity and performance were unmatched, even after the launch of wide-body trijet competition in the form of the McDonnell Douglas DC-10 and Lockheed L-1011 TriStar. left Within its own category in commercial aviation, the supersonic airliner Concorde began service in 1976. Its four Rolls Royce/Snecma Olympus 593 turbojets allowed it to cruise at twice the speed of sound.
Vehicle noise is predominantly from the engine at low vehicle speeds and from tires and the air flowing past the vehicle at higher speeds. Electric motors are quieter than internal combustion engines. Thrust-producing engines, such as turbofans, turbojets and rockets emit the greatest amount of noise due to the way their thrust-producing, high-velocity exhaust streams interact with the surrounding stationary air. Noise reduction technology includes intake and exhaust system mufflers (silencers) on gasoline and diesel engines and noise attenuation liners in turbofan inlets.
92nd BG B-29s bombing a target in Korea, September 1950. General Electric J47-GE-19 turbojets. Shows 326th Bombardment Squadron emblem, red/yellow tail flashes. The wing's origins lie with the 92d Bombardment Group, first established during World War II. On 17 November 1947, the 92d Bombardment Wing, Very Heavy was organized at Spokane Army Air Field, Washington as part of the United States Air Force's wing base reorganization, in which combat groups and all supporting units on a base were assigned to a single wing.
Another very different variant altogether. Two-seat attack/destroyer all-metal aircraft powered by four Heinkel He S 011 turbojets. It had the cockpit at the front end of the fuselage and was armed with a 7.5 cm Pak 40 cannon and one MK 112 55 mm autocannon in the nose, and four additional MK 112 in Schräge Musik configuration behind the cockpit. Its tail was of the conventional type and it had a wingspan of 15.4 m and a length of 15.2 m.
Reaction engines generate the thrust to propel an aircraft by ejecting the exhaust gases at high velocity from the engine, the resultant reaction of forces driving the aircraft forwards. The most common reaction propulsion engines flown are turbojets, turbofans and rockets. Other types such as pulsejets, ramjets, scramjets and pulse detonation engines have also flown. In jet engines the oxygen necessary for fuel combustion comes from the air, while rockets carry oxygen in some form as part of the fuel load, permitting their use in space.
Work began on the Model 219 in 1944, as a replacement for the PB4Y Privateer long-range patrol bomber, optimised for long range minelaying missions, with the first flight being on 20 October 1946.Lake and Dorr 2000, p.139. A large and complicated aircraft, it was powered by two Pratt & Whitney R4360 Wasp Major 28-cylinder radial engines. To give a boost during takeoff and combat, two Allison J33 turbojets were fitted in the rear of the two enlarged engine nacelles, the intakes being beneath and behind the radial engines.
The V-1 was a German cruise missile used in World War II, most famously in the bombing of London in 1944. Pulsejet engines, being cheap and easy to construct, were the obvious choice for the V-1's designers, given the Germans' materials shortages and overstretched industry at that stage of the war. Designers of modern cruise missiles do not choose pulsejet engines for propulsion, preferring turbojets or rocket engines. The only other use of the Pulsejet was for an experimental Einpersonenfluggerät project for the German Heer.
The missile was launched by a rocket-propelled sled along a 150 m (500 ft) long track, but seconds after release the JB-1 pitched up into a stall and crashed. This was caused by an incorrectly calculated elevon setting for take-off, but the JB-1 program was subsequently stopped, mainly because the performance and reliability of the GE B1 turbojet engines were far below expectations. In addition, the cost to produce the Ford copy of the Argus pulse-jet engine of the JB-2 was much less than the GE turbojets.
XV-5A Models The XV-5 was powered by two thrust General Electric J85-GE-5 turbojets. General Electric X353-5 Lift-fans in the wings and a smaller fan in the nose, powered by engine exhaust gas, were used for Vertical Take-Off and Landing (VTOL). The diameter lift fan in each wing had a hinged cover on the upper wing surface which was opened for VTOL."VZ-11 VTOL Lift From Fans in the Wings" Flight International, 27 September 1962 The nose fan provided adequate pitch control but produced adverse handling characteristics.
In heat engines such as jet engines, efficiency is highest when combustion occurs at the highest pressure and temperature possible, and expanded down to ambient pressure (see Carnot cycle). Since the exhaust gas already has reduced oxygen owing to previous combustion, and since the fuel is not burning in a highly compressed air column, the afterburner is generally inefficient compared with the main combustor. Afterburner efficiency also declines significantly if, as is usually the case, the inlet and tailpipe pressure decreases with increasing altitude. This limitation applies only to turbojets.
In a military turbofan combat engine the bypass air is added into the exhaust, thereby increasing the core and afterburner efficiency. In turbojets the gain is limited to 50%, whereas in a turbofan it depends on the bypass ratio and can be as much as 70%."Basic Study of the Afterburner" Yoshiyuki Ohya, NASA TT F-13,657 However, as a counterexample, the SR-71 had reasonable efficiency at high altitude in afterburning ("wet") mode owing to its high speed (mach 3.2) and correspondingly high pressure due to ram intake.
Construction of a pair of X-3s was approved on 30 June 1949. During development, the X-3's planned Westinghouse J46 engines were unable to meet the thrust, size and weight requirements, so lower-thrust Westinghouse J34 turbojets were substituted, producing only of thrust with afterburner rather than the planned . The first aircraft was built and delivered to Edwards Air Force Base, California, on 11 September 1952. The X-3 featured an unusual slender, streamlined shape having a very long, gently- tapered nose and small trapezoidal wings.
Wendell E. Reed was an aircraft engineer noted primarily for inventing the engine microjet controller (EMC), for which he was awarded the Wright Brothers Medal in 1955.Pneumatic Control for Turbojets and Ramjets: A New System by Solar (1955) Flight 68(2445), 847. Reed's experiences in the USAAF piloting the B-25 kindled a lifelong interest in flight and he later completed his degree at University of Wisconsin in Mechanical Engineering.Williams, J. (2005) Wendell E. Reed; prestigious award winner at Solar San Diego Union- Tribune, April 2, 2005.
It is seen here at Tegel Airport in September 1978, shortly after its return from a lease to Air Malta (note the hybrid colour scheme and the two Pratt & Whitney JT4A turbojets under the left wing). 31 March 1968 marked the beginning of Dan- Air's association with Tegel which lasted 25 years. On that day, a Comet 4 left the airport for Málaga, the first of almost 300 IT flights under contract to West German tour operator Neckermann und Reisen. Dan-Air established its first overseas base at Tegel in 1969.
Knaack 1988, p. 179. ;RB-50G :Conversion of the RB-50B for electronic reconnaissance. Fitted with Shoran for navigation, and six electronic stations, with 16-man crew; 15 converted. ;TB-50H :Unarmed crew trainer for B-47 squadrons. 24 completed, the last B-50s built. All later converted to KB-50K tankers.Knaack 1988, pp. 197–199. ;KB-50J :Conversions to air-to-air refueling tankers with improved performance from two extra General Electric J47 turbojets under the outer wings, 112 converted from B-50D, TB-50D, RB-50E, RB-50F and RB-50G aircraft.
Avro Tudor 8 fitted with Nene jet engines at RAE Farnborough in September 1950 The second prototype Tudor I was rebuilt to Tudor IV standards. It was later fitted with four Rolls-Royce Nene 4 turbojets in under-wing paired nacelles. Given the serial VX195, The Tudor 8 carried out its first flight at Woodford on 6 September 1948, and a few days later, it was demonstrated at the SBAC Show at Farnborough. Later, the Tudor 8 was used for high-altitude tests at Boscombe Down and RAE Farnborough before being broken up in 1951.
After the AW.54 was criticized for lack of power, the AW.54A with two MetroVick F.3 turbojets was submitted. Submissions were also made by Blackburn and Fairey (also with twin-Merlin designs) and by Westland with a mixed-power design comprising a Pratt & Whitney R-4360 Wasp Major radial in the nose and a Halford H.1 turbojet in the tail. On 19 October 1943, Shorts received the "Instruction to Proceed" and an order for three prototypes designated Sturgeon S.1, with military serials RK787, RK791 and RK794 assigned.
The Skywarrior had a 36° degree swept wing and two Pratt & Whitney J57 turbojet engines. Early prototypes had used the intended Westinghouse J40, a powerplant that proved to be disastrous and was subsequently canceled. The turbojets could be supplemented by a provision for twelve thrust JATO bottles. The aircraft had a largely conventional semi-monocoque fuselage, with the engines in underwing nacelles. Flight controls were hydraulic, and for storage below deck, the A-3's wings folded outboard of the engines, lying almost flat, and its vertical stabilizer was hinged to starboard.
With the development of the Jet Engine, at long last designers have the power to realize the dreams of aerial transport. Key to this were new generation turbojets and resulting turbofans, beginning with the General Electric J79. The Lockheed C-141 Starlifter and its contribution to the Vietnam War and transporting casualties home is reviewed. With the advent of the Pratt & Whitney JT9D, true giants such as the Lockheed C-5 Galaxy take to the air - an aircraft with the ability to accomplish the entire Berlin Airlift in only 5 flights.
Jim Winchester, in a book published in 2011 by The Rosen Publishing Group, proposed the following definitions: : 1. 1942–1950. from World War II to the Korean War, similar construction to their propeller driven fighter, 1st and 2nd generation turbojets : Me 262, Gloster Meteor, MiG 15, F-86 : 2. 1950–1965. onboard radar, infrared homing missiles : 3. 1965–1975. look- down/shoot-down, RF air-to-air missiles, Terrain awareness and warning systems, Air-to-surface missiles with electro-optical guidance (e.g. AGM-65 Maverick), laser-guided bombs : F-4 : 4. 1975–2005.
Petter later explained that the technical solution was found to lie in the right choice of wing. Swept wings had been considered, but were was found to be unnecessary at the Mach numbers attainable when carrying a useful military load with the thrust available from two contemporary turbojets. The problems that the Welkin had encountered at altitude were avoided by choosing a wing with a low aspect-ratio allowing a modest thickness/chord ratio, together with a light wing-loading. The modest curvature of the wings meant that the intersection with the fuselage and nacelles required no fillets to smooth the flow.
Most modern jet engine designs are turbofans, which have largely replaced turbojets. These modern engines use a gas turbine engine core with high overall pressure ratio (about 40:1 in 1995) and high turbine entry temperature (about 1800 K in 1995),"Gas Turbine Technology Evolution: A Designer's Perspective" Bernard L.Koff Journal of Propulsion and Power Vol20 No4 July–August 2004 Fig.34/41 and provide a great deal of their thrust with a turbine-powered fan stage, rather than with pure exhaust thrust as in a turbojet. These features combine to give a high efficiency, relative to a turbojet.
SFQ-1 was an unarmed test vehicle derivative of the Silkworm missile family. The test vehicle was used in the Chinese development of small turbojets that were designed to improve the range of the Chinese anti-ship cruise missiles, as well as powering the experimental versions of land attack YJ-4 cruise missiles. The entire project was reportedly named as Kunpeng (鲲鹏) Project, which first started in the early 1970s. SFQ-1 was specifically developed to test mini turbojet engines WP-11 and FW-41, the Chinese reverse engineered western turbojet engines for UAVs and missiles.
USAF procurement of the Boeing 707 was very limited, amounting to three Model 707-153s designated VC-137A. When delivered in 1959 these had four 13,500 lb (6123 kg) dry thrust Pratt & Whitney J57 (JT3C6) turbojets; when subsequently re-engined with 18,000 lbf (80.1 kN) dry thrust TF33-P-5 (JT3D) turbofans they were redesignated VC-137B. Only one other variant served with the USAF: this was the VC-137C Air Force One presidential transport, the two examples of which were Model 707-320B Intercontinentals with specialized interior furnishings and advanced communications equipment. Two further non-presidential C-137C aircraft were later added.
By 1951, a civil-orientated version of the Noratlas, was under development and had received multiple orders from domestic and overseas customers. Known as the N-2502A/B, it was designed to be suitable for the transportation of both passenger and cargo payloads; the principal difference between the military models and the civil variant was the addition of a pair of small Turbomeca Marboré IIE turbojets, installed within the wingtips, for the purpose of improving the type's performance during the takeoff phase of flight only."Commercial aircraft of the world." Flight International, 26 November 1964. p. 934.
Kay, p. Previous design efforts in Germany had investigated ducted fans (turbofans / by-pass turbojets) and contra-rotating compressor spools, but Leist incorporated both into the ZTL6000 (precursor to the ZTL 6001 / DB 007), resulting in a very complex design. Another novel feature was a turbine which passed alternately through the combustion chamber efflux and cooling air tapped from the bypass flow. By the Summer of 1942 design goals had been revised down and the new engine was given the designations ZTL6001 (company) and DB 007 / ZTL 109-007 (RLM), ZTL being an acronym for Zweikreiststurbinen-Luftstrahltriebwerk (two-circuit turbojet engine).
In 1944, the Sukhoi design bureau (OKB) began designing a twin- engined fighter powered by two Lyulka TR-1 turbojets, known internally as the Samolyet or Izdeliye (item or product) K. The ultimate design was very probably influenced by a captured Messerschmitt Me 262, but the Su-9 was not a copy of the German aircraft.Gordon, p. 115 The Su-9 had an oval cross-section, all-metal stressed skin monocoque fuselage that housed a single cockpit. The pilot was protected by armor plates to his front, an armored seat back and a bulletproof windscreen for the bubble canopy.
By early 1968, the Army and Bell were working together again to expand the envelope of the Model 533. Bell removed the wings previously used and replaced them with a stub wing mounted higher and further back on the airframe. Bell also replaced the J69 turbojets with Pratt & Whitney JT12A-3 (J60) engines, capable of producing 3,300 pounds (13.3 kN) of thrust each, mounting the new engines on the ends of the stub wings. Bell also modified the helicopter flight controls to change pitch control from inputs to the rotor during lower flight speeds to airplane-style elevator control during high-speed flight.
He proposed an arrangement for a simple turbojet engine, which used an axial compressor and single stage turbine, called the AJ.65 and renamed Avon, the company's first production axial turbojet. He also proposed various bypass schemes, some too complex mechanically but including one which used 2 compressors in series, the arrangement subsequently used in the Conway. Griffith carried out pioneering studies into vertical take-off and landing (VTOL) technology, such as controlling in the hover using air jets. He proposed using batteries of small, simple, lightweight turbojets for lifting the aircraft in a horizontal attitude, a 'flat-riser'.
The forward fuselage was designed so that it, including the cockpit, could be jettisoned from the aircraft in an emergency. The aircraft was configured to carry more than of test equipment, including sensors (primarily strain gauges and accelerometers) in 400 locations throughout the aircraft. One wing was pierced by 400 small holes to enable aerodynamic pressure data to be collected. The Skystreaks were powered by one Allison J-35-A-11 engine (developed by General Electric as the TG-180) — one of the first axial-flow turbojets of American origin — and carried 230 US gallons (871 l) of jet fuel (kerosene).
"Lift-Fan Aircraft-Lessons Learned The Pilot's Perspective" Ronald M. Gerdes, NASA Contractor Report 177620August 1993 The fans provided vertical lift of approximately , nearly three times the thrust of the engines as turbojets. A set of louvered vanes underneath each of the wing fans could vector the thrust fore and aft and provided yaw control. The engine power setting determined the lift from the fans, as fan RPM was determined by the exhaust output from the J85 engines and the load on the fan. Roll control was by differential actuation of the wing-fan exit louvers.
The USAAF/USAF investigated nuclear power for warplanes beginning in 1946 with NEPA and the ANP. However, the Navy entered the nuclear-powered aircraft foray in May 1953 by awarding contracts to Convair-San Diego and Martin to study the possibility of a nuclear- propelled seaplane. In early 1955, operational requirements and engineering contracts for a nuclear-powered seaplane were awarded to the manufacturers. Early designs for the Model 23 featured a large seaplane with a length of 171 feet and a wingspan of 131.5 feet, utilizing J75 turbojets fed by a Pratt & Whitney nuclear reactor.
He achieves true controlled flight using his body and a hand throttle to maneuver; jet wingsuits use small turbojets, but differ from other aircraft in that the fuselage and flight control surfaces consist of a human. jet-powered wingpack The system is said by Rossy to be highly responsive and reactive in flight, to the point where he needs to closely control his head, arm and leg movements to avoid an uncontrolled spin. The engines on the wing must be aligned precisely during set-up, also to prevent instability. An electronic starter system ensures that all four engines ignite simultaneously.
The C model of the H.XVIII was based on the airframe of the H.XVIIIA with a huge tail. It had an MG 151 turret set in the middle rear of the wing and with six BMW 003 turbojets slung under the wings; this was designed by Messerschmitt and Junkers engineers. It is uncertain if this overall design was directly developed by the Horten brothers or their manufacturer, as there is little surviving evidence of this proposed version. It was eventually rejected by the Horten brothers, as it was not a major improvement over the Ho XVIIIA.
Rybinsk was originally known as the Kolesov Engine Design Bureau. Kolesov took over the organization from V.A. Dobrynin who founded it in the late 1930s or early 1940s. Under Kolesov's direction, the bureau designed turbojet engines for the Myasishchev M-50 Bounder experimental supersonic bomber, turbojets for the Tu-22 Blinder medium bomber, RD-36-35FVR lift engines for the Yak-38 Forger, RD-36-51A supersonic engines for the Tu-144 SST, RD-36-51V engines for the Myasishchev M-17 Mystic, and lift engines for the Yak-141 Freestyle. Lyulka-Saturn was named for its founder, A. M. Lyulka.
The I-305 (izdeliye FT) was a MiG-9 airframe with a single Lyulka TR-1 turbojet of that replaced the pair of RD-20 turbojets. The armament was rearranged with the 23 mm cannon moved to each side of the fuselage, even with the N-37 gun in the centerline bulkhead; the latter's ammunition supply was increased to 45 rounds. The aircraft was intended to have a pressurized cockpit and its overall weight was reduced to . The engine, however, was not ready for testing and the aircraft's development was cancelled after the prototype MiG-15 began flight testing in early 1948.
Donald 1995, p. 13. The aircraft first became airborne during high-speed taxiing tests on 1 October with Bell test pilot Robert Stanley at the controls, although the first official flight was made by Col Laurence Craigie the next day. A handful of the first Airacomets had open- air flight observer stations (similar to those of biplanes) later cut into the nose; over the following months, tests on the three XP-59As revealed a multitude of problems including poor engine response and reliability (common shortcomings of all early turbojets), insufficient lateral stability, i.e., in the roll axis,Green 1961, p. 19.
Turbofans were invented to circumvent the undesirable characteristic of turbojets being inefficient for subsonic flight. To raise the efficiency of a turbojet, the obvious approach would be to increase the burner temperature, to give better Carnot efficiency and fit larger compressors and nozzles. However, while that does increase thrust somewhat, the exhaust jet leaves the engine with even higher velocity, which at subsonic flight speeds, takes most of the extra energy with it, wasting fuel. Instead, a turbofan can be thought of as a turbojet being used to drive a ducted fan, with both of those contributing to the thrust.
In a bypass design extra turbines drive a ducted fan that accelerates air rearward from the front of the engine. In a high-bypass design, the ducted fan and nozzle produce most of the thrust. Turbofans are closely related to turboprops in principle because both transfer some of the gas turbine's gas power, using extra machinery, to a bypass stream leaving less for the hot nozzle to convert to kinetic energy. Turbofans represent an intermediate stage between turbojets, which derive all their thrust from exhaust gases, and turbo-props which derive minimal thrust from exhaust gases (typically 10% or less).
Retrieved: 2 October 2012. Pilots of the early A-7s lauded the aircraft for general ease of flying (with the exceptions of poor stability on crosswind landings and miserable stopping performance on wet runways with an inoperative anti-skid braking system) and excellent forward visibility but noted a lack of engine thrust. This was addressed with A-7B and more thoroughly with A-7D/E. The turbofan engine provided a dramatic increase in fuel efficiency compared with earlier turbojets – the A-7D was said to have specific fuel consumption one sixth that of an F-100 Super Sabre at equivalent thrust.
However the three squadrons of the wing (24th, 39th, 40th) were soon re- equipped with SAC's new heavy bomber, Convair B-36D Peacemaker and the unit was redesignated the 6th Bombardment Wing (Heavy). The B-36D was the first major production model of the bomber, being equipped with two pairs of General Electric J47-GE-19 turbojets in pods underneath the outer wings to assist the six R-4360-41 piston engines. The B-36D flew fairly well on just four or even three piston engines, so it was common practice to shut down some of the engines during cruise.
Had Concorde entered service against earlier designs like the Boeing 707 or de Havilland Comet, it would have been much more competitive though the 707 and DC-8 still carried more passengers. When these high bypass jet engines reached commercial service in the 1960s, subsonic jet engines immediately became much more efficient, closer to the efficiency of turbojets at supersonic speeds. One major advantage of the SST disappeared. Turbofan engines improve efficiency by increasing the amount of cold low-pressure air they accelerate, using some of the energy normally used to accelerate hot air in the classic non-bypass turbojet.
It has retractable tricycle landing gear and was originally designed with a cabin for a pilot and six-passengers. The first Viper 525-powered prototype (with Italian Serial Number MM577) first flew on 29 August 1965, this was followed by a second Viper 525 powered prototype and two civil demonstrators. The company tried to interest commercial operators (including offering a General Electric CJ610 variant) but the only interest was from the Italian Air Force as a liaison, training and radar calibration aircraft with an order for 25. The Italian Air Force aircraft were powered by Viper 526 turbojets.
The fuselage of the Su-25 has an ellipsoidal section and is of semi-monocoque, stressed-skin construction, arranged as a longitudinal load-bearing framework of longerons, beams and stringers, with a transverse load-bearing assembly of frames. The one-piece horizontal tailplane is attached to the load-bearing frame at two mounting points. Early versions of the Su-25 were equipped with two R-95Sh non- afterburning turbojets, in compartments on either side of the rear fuselage. The engines, sub-assemblies and surrounding fuselage are cooled by air provided by the cold air intakes on top of the engine nacelles.
Almost 1,700 aircraft of all variants, including the Hawker 800, were produced between 1962 and 2013. The Aero Commander 1121 Jet Commander, which later became the IAI Westwind, first flew on 27 January 1963, powered by two General Electric CJ610 turbojets, then Garrett TFE731s. Production of Jet Commanders and Westwinds from 1965 to 1987 came to 442 aircraft; and it was developed as the IAI Astra, later re-branded as the Gulfstream G100. The MTOW Dassault Falcon 20 first flew on 4 May 1963, powered by two General Electric CF700s, then Garrett ATF3 turbofans and Garrett TFE731s.
Retrieved: 29 October 2010. At much the same time, the YC-123H was under development, the product of a Fairchild modification program started in 1956 and completed in 1957. A "Jet Augmentation Program" for existing C-123Bs had been initiated in 1955 at the behest of the USAF, and in the YC-123H contract the USAF expanded it to allow the mounting of two pod-mounted General Electric J85 turbojets. In 1979, the Royal Thai government, seeking to extend the life of their C-123 fleet, placed a contract with the Mancro Aircraft Company, supported by the USAF, to convert a single C-123B to turboprop powerplants.
Apart from the addition of the engine and associated fuel tanks and accessories, the aircraft was essentially the single seat Diamant 18. The later Prometheus 19 of 1978 was a two-seat, side-by-side configuration aircraft with a new fuselage, purpose built to contain the wider cockpit and the twin turbojets, a new, mid- mounted wing with a different section and a span, in its initial form, of . The all-moving tail of the Diamant was replaced by a conventional one. Design work on the Prometheus 19 began in about 1971 and construction was started in 1975, leading to a first flight on 22 June 1978.
It had four Pratt & Whitney JT3C-6 turbojets, civilian versions of the military J57, initially producing with water injection. Maximum takeoff weight was and first flight was on December 20, 1957. Major orders were the launch order for 20 707-121 aircraft by Pan Am and an American Airlines order for 30 707-123 aircraft. The first revenue flight was on October 26, 1958; 56 were built, plus seven short-bodied -138s; the last -120 was delivered to Western in May 1960. The 707-138 was a -120 with a fuselage shorter than the others, with (three frames) removed ahead and behind the wing, giving increased range.
Sergey Ilyushin had begun design studies during 1950–51 for a jet-engined ground-attack aircraft possessing better performance characteristics than was possible with piston-engined aircraft. By the end of 1951 the Ilyushin design bureau had prepared a technical proposal for a two-seat armored aircraft using two Mikulin AM-5 axial-flow turbojets rated at at maximum power (without afterburner) and with afterburner. In January 1952 Ilyushin sent this proposal to the government, which was quickly accepted, and he was directed to design and build one prototype. The Il-40 had wings set low on the fuselage, swept back at an angle of 35°, and a tricycle undercarriage.
The MiG-25 had two enormously powerful Tumansky R-15 turbojets, allowing Mach 3 speed at high altitudes, but the problem was their weak performance at low altitudes, not even sufficient to cross Mach 1 boundary. More acute problems stemmed from the tendency of the Foxbat's engines to break down at maximum throttle in high-speed situations. A new engine, this time a low-bypass turbofan, was needed to power the new interceptor. The Mikoyan-Gurevich (MiG) design bureau contracted OKB-19 design bureau (now part of Aviadvigatel) to build such an engine, for the aircraft that would become known as the MiG-31.
Alexander Lippisch was noted for designing tailless aircraft, with a certain amount of success. Along similar lines as the rocket-powered Me 163, Lippisch designed a tailless fighter to be powered by a Heinkel turbojet. The slow pace of development of reliable turbojets forced Lippisch to redesign the aircraft to be powered by a single Daimler-Benz DB 605 inverted V-12 piston engine, mounted in the nose and driving a pusher propeller at the rear of the fuselage pod, via an extension shaft. The mid-mounted wings would have been swept back 23.4°, housing the skinny retractable main landing gear with elevons inboard and ailerons outboard on the trailing edge.
In addition to the radar, this version also incorporated several changes – the AM-5A Srs 1 turbojets were replaced with RD-5A (AM-5A) Srs 2 engines with the same rating, the wheelbase was increased by moving the nose gear unit 33 cm forward to improve directional stability during takeoff and landing, and the cannons were fitted with muzzle brakes. 406 Yak-25Ms were built at the Saratov factory, with deliveries beginning in January 1955. RAF RPF ELINT flights from October 1956 indicated that the Yak-25M had entered service, but that height-finding by ground-based radars was poor and so interception was ineffective above 35,000 feet.
The MX-334 In 1942, John K. (Jack) Northrop conceived the XP-79 as a high-speed rocket-powered flying-wing fighter aircraft. In January 1943, a contract for two prototypes (s/n 43-52437 & 43-52438) with designation XP-79 was issued by the United States Army Air Forces (USAAF). Originally, it was planned to use a thrust XCALR-2000A-1 "rotojet" rocket motor from Aerojet that used mono-ethylaniline fuel and red fuming nitric acid (RFNA) oxidiser. However, the rocket motor configuration using canted rockets to drive the turbo-pumps was unsatisfactory and the aircraft was subsequently fitted with two Westinghouse 19B (J30) turbojets and re-designated XP-79B.
Turbofans are closely related to turboprops in principle because both transfer some of the gas turbine's gas power, using extra machinery, to a bypass stream leaving less for the hot nozzle to convert to kinetic energy. Turbofans represent an intermediate stage between turbojets, which derive all their thrust from exhaust gases, and turbo-props which derive minimal thrust from exhaust gases (typically 10% or less)."The turbofan engine ", page 7. SRM Institute of Science and Technology, Department of aerospace engineering Extracting shaft power and transferring it to a bypass stream introduces extra losses which are more than made up by the improved propulsive efficiency.
The TRI-40 engine is a modified version of the Microturbo TRI 60 class of small turbojets, designed to be smaller and lighter for new missiles. It is currently being used on the Kongsberg Naval Strike Missile (NSM) for the Royal Norwegian Navy and the updated MM-40 Exocet Block 3 anti-ship missile. There are several differences between the TRI-40 and the older TRI-60 engines. One is that the -40 uses a 4-stage compressor rather than the 3 stage compressor that the original TRI-60 models use (although several newer variants of the TRI-60 use a 4-stage compressor as well).
One of the He 280 test pilots, Helmut Schenk, became the first person to escape from a stricken aircraft with an ejection seat on 13 January 1942 after his control surfaces iced up and became inoperative. The fighter had been being used in tests of the Argus As 014 impulse jets for Fieseler Fi 103 missile development. It had its usual HeS 8A turbojets removed, and was towed aloft from the Erprobungsstelle Rechlin central test facility of the Luftwaffe in Germany by a pair of Bf 110C tugs in a heavy snow-shower. At , Schenk found he had no control, jettisoned his towline, and ejected.
Postwar commercial airframe design focused on airliners, on turboprop engines, and then on Jet engines : turbojets and later turbofans. The generally higher speeds and tensile stresses of turboprops and jets were major challenges. Newly developed aluminum alloys with copper, magnesium and zinc were critical to these designs. Flown in 1952 and designed to cruise at Mach 2 where skin friction required its heat resistance, the Douglas X-3 Stiletto was the first titanium aircraft but it was underpowered and barely supersonic; the Mach 3.2 Lockheed A-12 and SR-71 were also mainly titanium, as was the cancelled Boeing 2707 Mach 2.7 supersonic transport.
Ramjets utilize high-speed characteristics of air to literally 'ram' air through an inlet diffuser into the combustor. At transonic and supersonic flight speeds, the air upstream of the inlet is not able to move out of the way quickly enough, and is compressed within the diffuser before being diffused into the combustor. Combustion in a ramjet takes place at subsonic velocities, similar to turbojets, but the combustion products are then accelerated through a convergent-divergent nozzle to supersonic speeds. As they have no mechanical means of compression, ramjets cannot start from a standstill, and generally do not achieve sufficient compression until supersonic flight.
The size of the engines and the models are significantly limited by the maximum line length of used for competition, although very long lines (as much as 150 feet) have been used on rare occasions. The competition categories that need high power output and speed can turn at very high rotational speeds for a reciprocating engine. A engine used in the FAI Speed event may produce as much as at rotational speeds in the range of 45000 rpm - faster than some full-scale turbojets. The specific output is around 1200 hp/liter which is far in excess of racing motorcycle engines or Formula 1 auto racing engines.
639 Thus, the lower speed exhaust jets emitted from engines such as high bypass turbofans are the quietest, whereas the fastest jets, such as rockets, turbojets, and ramjets, are the loudest. For commercial jet aircraft the jet noise has reduced from the turbojet through bypass engines to turbofans as a result of a progressive reduction in propelling jet velocities. For example, the JT8D, a bypass engine, has a jet velocity of 1450 ft/sec whereas the JT9D, a turbofan, has jet velocities of 885 ft/sec (cold) and 1190 ft/sec (hot)."The Aircraft Gas Turbine Engine and its operation" United Technologies Pratt & Whitney Part No. P&W; 182408 December 1982 Sea level static internal pressures and temperatures pp.
Northrop designed a flying-wing aircraft with two General Electric B1 turbojets in the center section, and two 900 kg (2000 lb) general-purpose bombs in enclosed "bomb containers" in the wing roots. To test the aerodynamics of the design, one JB-1 was completed as a manned unpowered glider, which was first flown in August 1944. In July 1944, three weeks after German V-1 "Buzz Bombs" first struck England on 12 and 13 June, American engineers at Wright Field fired a working copy of the German Argus As 014 pulse-jet engine, "reverse-engineered" from crashed German V-1s that were brought to the United States from England for analysis.
In April 1964, contracted testing was completed with the Army. Bell immediately fitted the two-bladed rotor with tapered blade tip caps for the company's own independent testing. The blade tip modification allowed the helicopter to reach 193 knots (222 mph, 357 km/h) using the maximum auxiliary thrust from the Continental turbojets. In an effort to achieve even higher speeds, Bell removed the J69-T-9 engines and replaced them with 1,700-pound (7.56 kN) thrust J69-T-29 engines. The additional thrust helped make the 533 the first rotorcraft in history to exceed 200 knots (230 mph, 370 km/h), reaching 205 knots (236 mph, 380 km/h) on 15 October 1964.
The first flight of the XF-87 Blackhawk was on 5 March 1948.Associated Press, "Four-Jet Fighter, Weighing as Much As B-17, Tested", San Bernardino Daily Sun, San Bernardino, California, Tuesday 2 March 1948, Volume LIV, Number 158, page 1. Although the top speed was slower than expected, the aircraft was otherwise acceptable, and the newly formed (in September 1947) United States Air Force placed orders for 57 F-87A fighters and 30 RF-87A reconnaissance aircraft just over a month later. Since the performance problems were due to lack of power, the four Westinghouse XJ34-WE-7 turbojets of the prototypes were to be substituted for two General Electric J47 jets in production models.
While the M-4 had less range than the Tupolev Tu-95, it had greater speed and payload, sufficient advantages to continue improving on the design. In 1954, approval was granted for a redesign of the M-4, which flew on 27 March 1956 and began state trials in early 1958. The 3M "Bison-B" was powered by four Dobrynin RD-7 turbojets, which had the same thrust as the RD-3M but were 25% more fuel efficient; a nose inflight refueling probe was also added to further increase range. The center fuselage was considerably redesigned to reduce weight and improve aerodynamics, and the wings were updated with a wider span and area.
Victor B.2 aircraft (XL158), at RAF Wittering, Cambridgeshire, undergoing pre- flight preparations The RAF required a higher ceiling for its bombers, and a number of proposals were considered for improved Victors to meet this demand. At first, Handley Page proposed use of the Sapphire 9 engines to produce a "Phase 2" bomber, to be followed by "Phase 3" Victors with much greater wingspan at and powered by Bristol Siddeley Olympus turbojets or Rolls-Royce Conway turbofans. The Sapphire 9 was cancelled, however, and the heavily modified Phase 3 aircraft would have delayed production, so an interim "Phase 2A" Victor was proposed and accepted, to be powered by the Conway and having minimal modifications.Barnes 1976, pp. 509–511.
Scramjets are designed to operate in the hypersonic flight regime, beyond the reach of turbojet engines, and, along with ramjets, fill the gap between the high efficiency of turbojets and the high speed of rocket engines. Turbomachinery-based engines, while highly efficient at subsonic speeds, become increasingly inefficient at transonic speeds, as the compressor rotors found in turbojet engines require subsonic speeds to operate. While the flow from transonic to low supersonic speeds can be decelerated to these conditions, doing so at supersonic speeds results in a tremendous increase in temperature and a loss in the total pressure of the flow. Around Mach3-4, turbomachinery is no longer useful, and ram-style compression becomes the preferred method.
J85, sectioned for display. Flow is left to right, multistage compressor on left, combustion chambers center, two-stage turbine on right Airbreathing jet engines are gas turbines optimized to produce thrust from the exhaust gases, or from ducted fans connected to the gas turbines. Jet engines that produce thrust from the direct impulse of exhaust gases are often called turbojets, whereas those that generate thrust with the addition of a ducted fan are often called turbofans or (rarely) fan-jets. Gas turbines are also used in many liquid fuel rockets, where gas turbines are used to power a turbopump to permit the use of lightweight, low-pressure tanks, reducing the empty weight of the rocket.
The purpose of using PAR thrust is to allow the craft to take off at lower speeds than those required if the system was not used. Some craft only use PAR thrust during takeoff; notable examples of this are the KM and Lun Ekranoplanes that situated their jet engines forward of the wing and deflected the thrust downwards under the wing. Once airborne and at a speed where sufficient lift was generated by the wing alone, the deflection could be removed. The KM required 10 turbojets to have enough power to take off, 8 of them operating in PAR mode; once in level flight, the engines could be throttled back extensively or some of them even shut off.
Over the next year, practically all German aircraft designers based their projects on the 011, very much as had been done only a year or two previously with projected piston-engined designs, such as those of the twin-engined Bomber B program, widely based on the equally experimental Junkers Jumo 222 twenty-four cylinder powerplant. Advanced high-output (>1,500 kW) aviation piston engines and more advanced turbojets proved to be something the German aviation engine industry would have considerable challenges developing into combat-reliable engines throughout the war years. As a result, and like the nearly three hundred experimental examples built of the complex Jumo 222 piston engine, the HeS 011 turbojet never entered production, with only 19 prototypes built in total.
The aircraft was powered by two Mikulin AM-5 turbojets, mounted in nacelles that were attached directly to the undersurface of the wing. The design maximized fuel capacity to provide greater endurance, resulting in the usage of a bicycle undercarriage with a single-wheel nose unit and a two-wheel main unit, augmented by outrigger struts mounted under the wingtips. The Yak-120 was configured to carry a conformal drop tank on the centerline of the fuselage to provide additional endurance. The aircraft included an RP-6 Sokol radar in its nose, with the radar antenna dish enclosed by a bullet-shaped glass fiber radome. The Sokol could detect four engine bombers at 25 km and fighters at 16 km distance.
The design was unveiled in Denver on November 15, 2016 and it was initially intended to make its first subsonic flight in late 2017, powered by three General Electric CJ610 turbojets (a civilian J85), with subsequent supersonic flight testing at Edwards AFB. By April 2017, enough financing was secured to build and fly it. Its preliminary design review was completed by June 2017, with a switch of engine to the military version of the J85 to take advantage of the extra thrust. It was then anticipated that flight tests would start late 2018. In 2017, the composite wing spar was load tested while being heated in an hydraulic testbed at , above the heat soak operational temperature. First expected supersonic flight slipped to 2019.
Convair began development of a medium-range commercial jet in April 1956, to compete with announced products from Boeing and Douglas. Initially the design was called the Skylark, but the name was later changed to the Golden Arrow, then Convair 600 and then finally the 880, both numbers referring to its top speed of 600 mph (970 km/h) or 880 ft/s (268 m/s). It was powered by General Electric CJ-805-3 turbojets, a civilian version of the J79 which powered the Lockheed F-104 Starfighter, McDonnell Douglas F-4 Phantom, and Convair B-58 Hustler. The first example of the Model 22 initial production version (no prototype was built) made its maiden flight on 27 January 1959.
The Mistel series of fighter/powered bomb composite ground-attack aircraft pre-dated the He 162 by over two years, and the Mistel 5 project study in early 1945 proposed the mating of an He 162A-2 to the Arado E.377A flying bomb. The fighter would sit atop the bomb, which would itself be equipped with two underwing-mounted BMW 003 turbojets. This ungainly combination would take off on a sprung trolley fitted with tandem wheels on each side for the "main gear" equivalent, derived from that used on the first eight Arado Ar 234 prototypes, with all three jets running. Immediately after take-off, the trolley would be jettisoned, and the Mistel would then fly to within strike range of the designated target.
The ultimate expression of this design is the turboprop, where almost all of the jet thrust is used to power a very large fan – the propeller. The efficiency curve of the fan design means that the amount of bypass that maximizes overall engine efficiency is a function of forward speed, which decreases from propellers, to fans, to no bypass at all as speed increases. Additionally, the large frontal area taken up by the low-pressure fan at the front of the engine increases drag, especially at supersonic speeds, and means the bypass ratios are much more limited than on subsonic aircraft. For example, the early Tu-144S was fitted with a low bypass turbofan engine which was much less efficient than Concorde's turbojets in supersonic flight.
Until the end of operations in 1985 management was carried out by Angkasa Pura I. Kemayoran International Airport experienced a period of historic phases of Indonesia from the reign of the Dutch East Indies, Japanese occupation to Indonesian independence (Old Order, and New Order), especially in the aviation world. From civilian planes to military aircraft, from the start of their development to piston engines, propellers to turbojets landed here. For example, a Fokker type aircraft was recorded from the Fokker F-VIIb-3 with a piston engine, Fokker Friendship with a turbo engine until the Fokker F-28 jet engine landed here. Then the Douglas DC-3 aircraft recorded landed and flew from the beginning and end of the airport's operation.
For increased passenger comfort, the cabin was both fully pressurized and air-conditioned. On 29 July 1954, the prototype MS.760, registered F-WGVO (F-BGVO), took off on its maiden flight. Various features of its design, such as its T-shaped vertical stabilizer, low wing, and two Turbomeca Marboré II 400 kg turbojets internally mounted side-by-side within the aft fuselage, led to the aircraft being largely characterized for its inherent stability during flight. The French military emerged as a crucial early customer for the Paris, ordering a large batch of 50 aircraft to perform liaison duties for both the French Air Force and the French Navy, replacing older types such as the Nord Noralpha and Nord Norécrin.
Powered by two J34-WE-32 engines. ;F7U-2 :Proposed version, planned to be powered by two Westinghouse J34-WE-42 engines with afterburner, but the order for 88 aircraft was cancelled. ;XF7U-3 :Designation given to one aircraft built as the prototype for the F7U-3, BuNo 128451. First flight: 20 December 1951. ;F7U-3 :The definitive production version, 180 built. Powered by two Westinghouse J46-WE-8B turbojets. The first sixteen aircraft, including the prototype, were powered by interim J35-A-29 non-afterburning engines. F7U-3P reconnaissance aircraft ;F7U-3P :Photo- reconnaissance version, 12 built. With a 25 in longer nose and equipped with photo flash cartridges none of these aircraft saw operational service, being used only for research and evaluation purposes.
The project was originally designated XA-44 in 1945 under the old "attack" category. An unusual forward-swept wing- design powered by three J35-GE turbojets, the project was developed in parallel with Convair's XB-46. The original design had a wing with a 12° forward-sweep and a solid nose section, but when the Army Air Force revamped the advanced attack aircraft requirement into a light bomber requirement in 1946, the aircraft was redesignated XB-53 and the wing redesigned with a 30° forward-sweep and 8° dihedral that was borrowed from German wartime research, but also a glazed nose section. The swept-forward configuration would give the aircraft a greater climb rate and maneuverability.Buttler, Tony (2010). American Secret Projects: Bombers, Attack and Anti-Submarine Aircraft 1945 to 1974.
Company officials argued that it made more sense to allow them to complete the XB-46 prototype as a stripped-down testbed omitting armament and other equipment and for the AAF to allow them to proceed with two XA-44 airframes in lieu of the other two XB-46s on contract. In June 1946, the AAF agreed to the substitution but that project was ultimately cancelled in December 1946 before the prototypes were completed. The B-46 would be completed with only the equipment necessary to prove its airworthiness and handling characteristics. The XB-46 had a long streamlined oval torpedo-shaped fuselage, long narrow straight shoulder-mounted wings with four Chevrolet-built J35-C3 axial-flow eleven stage turbojets of static thrust paired in an integral nacelle under each wing.
The Yak-121 prototype was developed as a successor to the Yak-25 family and it became the base for the Yak-27 family of supersonic interceptor and tactical reconnaissance aircraft. The Yak-27 and Yak-27K interceptors, armed with guns and K-8 missiles respectively, reached or exceeded their requirements, but were overtaken in performance by the Sukhoi Su-9, and so production was not authorized. A high- altitude interceptor version, the Yak-27V, was converted from the Yak-121 prototype by fitting a 1,300 kg•f (2,866 lb•f) Dushkin S-155 rocket booster in the rear fuselage, and Tumansky RD-9AKYe afterburning turbojets. Although performance was very good, reaching the height of 23,000 m (75,400 ft) during trials, development was halted due to maintenance problems of the Dushkin S-155 rocket engine.
The Tu-14 had its origin in the three-engined '73' design which used a pair of Rolls-Royce Nene turbojets under the wings and a single Rolls-Royce Derwent V in the tail, in an installation much like that of the central engine of a Boeing 727. The availability of the Klimov VK-1, a more-powerful version of the Nene, allowed the RD-500 to be deleted from the preliminary design, which was given the internal designation of "81". The other major change was the addition of a PSBN navigation radar which required a fifth crewmember to operate. This was rejected by the VVS and Tupolev reworked the design to eliminate the dorsal and ventral turrets and reduce the crew to only three, the pilot, a bombardier-navigator, and a tail gunner.
Two major modifications were required, the first involving the standard underwing podded Allison J71 engines being removed and replaced by a pair of static thrust General Electric XJ79-GE-13 non-afterburning turbojets mounted in pods attached to the rear of the fuselage sides. Bleed air from the J79 engines was fed into a pair of underwing fairings, each of which housed a "bleed-burn" turbine which sucked the boundary layer air out through the wing slots. The X-21A test vehicles (55-0408 and 55-0410) also incorporated sophisticated laminar flow control systems built into a completely new wing of increased span and area, with a sweep reduced from 35° to 30°. The wing had a multiple series of span-wise slots (800,000 in total)Winchester 2005 p. 297.
About a decade after German aerospace engineers began exploring the idea of using swept wings to reduce drag on transonic speed aircraft, Hamilton Standard in the 1940s attempted to apply a similar concept to engine propellers. It created highly swept propeller blades with supersonic tip speeds, so that engines with exposed propellers could power aircraft to speeds and cruising altitudes only attained by new turbojet and turbofan engines. Early tests of these blades revealed then-unresolvable blade flutter and blade stress problems, and high noise levels were considered another obstacle. The popularity of turbojets and turbofans curtailed research in propellers, but by the 1960s, interest increased when studies showed that an exposed propeller driven by a gas turbine could power an airliner flying at a speed of Mach 0.7–0.8 and at an altitude of .
Picture of a B-47E. Clearly visible are the four engine nacelles with the six engines, which were to be replaced by four uniform nacelles and engines The B-47 was equipped with six General Electric J47 turbojets, each rated at thrust. The engines were mounted in four nacelles slung from the high wing, with two engines in the inboard pod and one engine in the outboard nacelle. To reduce complexity and increase commonality, it was proposed that a higher-rated engine be selected such that one engine could be mounted in each nacelle. The Allison J35 turbojet engine was being developed during the late 1940s, and it was provisionally rated at or with afterburner. Thus 4 × 8500 lbf = using that engine, as compared to 6 × 5,200 lbf = in the production B-47.
Model of Ju 287 V1 from side bottom view The Ju 287 was intended to provide the Luftwaffe with a bomber that could avoid interception by outrunning enemy fighters. The swept-forward wing was suggested by the project's head designer Dr. Hans Wocke as a way of providing extra lift at low airspeeds - necessary because of the poor responsiveness of early turbojets at the vulnerable times of takeoff and landing. A further structural advantage of the forward-swept wing was that it would allow for a single massive weapons bay in the best location, the centre of gravity of the plane, with the main wing spar passing behind the bomb bay. The same structural requirement meant the wing could then be located at the best aerodynamic location, the centre of the fuselage.
The Mikoyan-Gurevich Ye-152A was a twin-engined version of the Ye-152, sharing its general layout but utilising two Tumansky R-11 afterburning turbojets mounted side by side in a revised rear fuselage. The change in engine type, necessitated by the extremely poor reliability of the R-15, led to a widened rear fuselage with large ventral fins. The majority of the airframe was identical to the Ye-152, incorporating the extended inlet and fuselage found to be advantageous during testing for the proposed Ye-151 cannon-armed variant of the Ye-150. Due to the use of fully developed and reliable R-11 engines, the Ye-152A was ready for flight in July 1959 and continued to fly on test duties at the Mikoyan-Gurevich test centre until it crashed in 1965.
Turbopumps are centrifugal pumps which are spun by gas turbines and are used to raise the propellant pressure above the pressure in the combustion chamber so that it can be injected and burnt. Turbopumps are very commonly used with rockets, but ramjets and turbojets also have been known to use them. The drive gases for the turbopump is usually generated in separate chambers with off-stoichiometric combustion and the relatively small mass flow is dumped either through a special nozzle, or at a point in the main nozzle; both cause a small reduction in performance. In some cases (notably the Space Shuttle Main Engine) staged combustion is used, and the pump gas exhaust is returned into the main chamber where the combustion is completed and essentially no loss of performance due to pumping losses then occurs.
Drawing on the company's E11K1 and K-60 designs, the K-200 was to use six turbojets. The suggestion that the K-200 was intended to replace other long-range heavy flying boats in Imperial Japanese Navy (IJN) service and that the K-200 was also proposed as the delivery platform to carry a Japanese nuclear weapon to the United States are not supported with evidence. The IJN may have asked Kawanishi to consider a turbojet powered flying boat or it may have been a company initiative. Support for the latter comes from the IJN's request for the Kawanishi H11K Soku and the K-60, both large flying boats, and thus the suggestion may have been put forth. For such a large flying boat, the K-200 likely would have been powered by the Ne-330 turbojet.
For air-breathing engines such as turbojets, energy efficiency and propellant (fuel) efficiency are much the same thing, since the propellant is a fuel and the source of energy. In rocketry, the propellant is also the exhaust, and this means that a high energy propellant gives better propellant efficiency but can in some cases actually give lower energy efficiency. It can be seen in the table (just below) that the subsonic turbofans such as General Electric's CF6 turbofan use a lot less fuel to generate thrust for a second than did the Concorde's Rolls- Royce/Snecma Olympus 593 turbojet. However, since energy is force times distance and the distance per second was greater for the Concorde, the actual power generated by the engine for the same amount of fuel was higher for the Concorde at Mach 2 than the CF6.
Jet engines, particularly turbojets, are a type of gas turbine configured such that most of the work available results from the thrust of the hot exhaust gases. Turbofans, both the high-bypass versions used in all modern commercial jetliners, and the low-bypass versions in most modern military aircraft, produce a combination of jet thrust from the exhaust of burnt fuel, and air thrust from what amounts to an internal propeller. High-bypass turbofan engines achieve most of their thrust from a fan driving air backwards through the engine casing, and driven by a gas turbine, which also contributes jet thrust via its exhaust. The two are in one large engine casing with the fan (propeller) at the front and the jet engine behind, with both turbine exhaust and fan-driven air exiting the rear of the engine casing.
Realising that the export potential for the Tupolev Tu-104 was limited, the Council of Ministers issued directive No. 1511–846 on 12 August 1956, requiring the Tupolev Design Bureau to develop a four-engined version of the Tu-104, to enable the aircraft to safely cross large expanses of ocean, and improve safety on takeoff in case of engine failure. The Tu-110 was a major redesign of the Tu-104, powered by four Lyulka AL-7 turbojets rated at 5,500 kgf (53.9 kN; 12,100 lbf) thrust each, with two staggered engines in the root of each extended centresection. The first prototype was flown on 11 March 1957. Production of the Tu-110 was authorised at the Kazan Aircraft Factory, with an initial order for ten aircraft, but only three aircraft were completed before the programme was terminated.
The '140' was a reconnaissance/bomber aircraft, derived from the OKB-1 EF 131 with Soviet turbojet engines. The initial version, a tactical jet bomber with a secondary reconnaissance role, was initiated as the EF-140 by Dr. Brunolf Baade, at OKB-1, in 1947. The six Jumo 004 engines of the EF-131 were replaced by two Mikulin AM-TKRD-01 axial flow turbojets, rated at 32.372 kN (7,280 lb) thrust, in large nacelles attached to the underside of the wing at the same position. Using the airframe of the second EF-131 prototype, the '140' was very similar in appearance, and to its forebear Junkers Ju 287, with the classic Junkers-style crew compartment in the nose, wings swept forward 19°50' with marked dihedral, and the underslung engine nacelles extending forward of the leading-edge.
An F-84G at Chaumont- Semoutiers Air Base, France, in 1953 In 1944, Republic Aviation's chief designer, Alexander Kartveli, began working on a turbojet-powered replacement for the P-47 Thunderbolt piston-engined fighter. The initial attempts to redesign the P-47 to accommodate a jet engine proved futile due to the large cross-section of the early centrifugal compressor turbojets. Instead, Kartveli and his team designed a new aircraft with a streamlined fuselage largely occupied by an axial compressor turbojet engine and fuel stored in rather thick unswept wings. On 11 September 1944, the USAAF released General Operational Requirements for a day fighter with a top speed of 600 mph (521 kn, 966 km/h), combat radius of 705 miles (612 nmi, 1,135 km), and armament of either six 0.50 in (12.7 mm) or four 0.60 in (15.2 mm) machine guns.
Bristol avoided gas turbine development work at first, as Roy Fedden considered that Bristol's limited wartime resources were already occupied with the enlarged generation of sleeve valve radial engines such as the Hercules and Centaurus then under development and that a useful turbojet engine was at least ten years away. This policy changed under Frank Owner and this became one of the reasons behind Fedden's falling out with Bristol and his departure from them in 1942. Bristol began gas turbine design work with Owner's 1943 proposal for a 4,000 hp turboprop, which entered service as the more modest 2,000 hp Theseus. Given Bristol's experience with large radials for heavy transport aircraft, they chose to address the same applications for their first turbine engines, thus chose turboprops rather than the turbojets for fast fighters which all the other manufacturers were developing.
GE also analyzed "throttle profiles" and found that pilots were changing throttle settings far more often than engineers previously expected; putting undue stress on the engines. GE also sought with the F404 a design that would avoid compressor stalls and other engine failures, and would respond quickly to control inputs; a common complaint of pilots converting from propeller planes to jets were that early turbojets were not responsive to changes in thrust input. GE executives Frederick A. Larson and Paul Setts also set the goal that the new engine would be smaller than the F-4's GE J79, but provide at least as much thrust, and cost half as much as the P&W; F100 engine for the F-16. Due to a fan designed to smooth airflow before it enters the compressor, the F404 has high resistance to compressor stalls, even at high angles of attack.
Attempts to avoid these issues have typically resulted in the engine being much heavier (scramjets/ramjets) or has greatly reduced the thrust generated (conventional turbojets/ramjets); in either of these scenarios, the end result would be an engine that possesses a poor thrust to weight ratio at high speeds, which in turn would be too heavy to assist much in reaching orbit. The SABRE engine design aims to avoid the historic weight-performance issue by using some of the liquid hydrogen fuel to cool helium within a closed-cycle precooler, which quickly reduces the temperature of the air at the inlet. The air is then used for combustion in a similar manner to a conventional jet engine. Once the helium has left the pre-cooler it is further heated by the products of the pre-burner giving it enough energy to drive the turbine and the liquid hydrogen pump.
A-6F prototype in 1987 An advanced A-6F Intruder II was proposed in the mid-1980s that would have replaced the Intruder's elderly Pratt & Whitney J52 turbojets with non- afterburning versions of the General Electric F404 turbofan used in the F/A-18 Hornet, providing substantial improvements in both power and fuel economy. The A-6F would have had totally new avionics, including a Norden AN/APQ-173 synthetic aperture radar and multi-function cockpit displays – the APQ-173 would have given the Intruder air-to-air capacity with provision for the AIM-120 AMRAAM. Two additional wing pylons were added, for a total of seven stations. Although five development aircraft were built, the U.S. Navy ultimately chose not to authorize the A-6F, preferring to concentrate on the A-12 Avenger II. This left the service in a quandary when the A-12 was canceled in 1991.
In March 1953, all of the Convair company was bought by the General Dynamics Corporation, a conglomerate of military and high-technology companies, and it became officially the Convair Division within General Dynamics. After the beginning of the Jet Age of military fighters and bombers, Convair was a pioneer of the delta-winged aircraft design, along with the French Dassault aircraft company, which designed and built the Mirage fighter planes. One of Convair's most famous products was the ten-engined Convair B-36 strategic bomber, burning four turbojets and turning six pusher propellers driven by Pratt & Whitney R-4360 Wasp Major radial piston engines. The Convair B-36 was the largest landbased piston engined bomber in the world. The Atlas missile, the F-102 Delta Dagger and F-106 Delta Dart delta-winged interceptors, and the delta-winged B-58 Hustler supersonic intercontinental nuclear bomber were all Convair products.
The Tu-88 first flew on 27 April 1952. After winning a competition against the Ilyushin Il-46, it was approved for production in December 1952. The first production bombers entered service with Frontal Aviation in 1954, receiving the service designation Tu-16. It received the NATO reporting name Badger-A. Rear side view of a Tu-16 Badger reconnaissance variant (most likely Tu-16R) (1989) It had a new, large swept wing and two large Mikulin AM-3 turbojets, one in each wing root. It could carry a single massive FAB-9000 conventional bomb (the Russian equivalent of the British Grand Slam) or various nuclear weapons for a range of around Production took place in 3 aviation plants - in Kazan, Kuybyshev and Voronezh. Although the Tu-16 began as a high-altitude, free-fall bomber, in the mid-1950s it was equipped to carry early Soviet cruise missiles. The Tu-16KS-1 (Badger-B) version could carry AS-1 missiles over a combat radius of .
A French Air Force Mirage IV The Mirage IV shares design features and a visual resemblance to the Mirage III fighter, featuring a tailless delta wing and a single square-topped vertical fin. However, the wing is significantly thinner to allow better high-speed performance and has a thickness/chord ratio of only 3.8% at the root and 3.2% at the tip; this wing was the thinnest built in Europe at that time and one of the thinnest in the world. While being significantly smaller than an expensive medium bomber proposal for the role, the Mirage IV was roughly three times the weight of the preceding Mirage III. The Mirage IV is powered by two Snecma Atar turbojets, fed by two air intakes on either side of the fuselage that had intake half- cone shock diffusers, known as souris ("mice"), which were moved forward as speed increased to trim the inlet for the shock wave angle.
In 1944, the U.S. War Department was aware of aviation advances in Germany and issued a requirement for a range of designs for medium bombers weighing from to more than . Other designs resulting from this competition, sometimes nicknamed "The Class of 45", included the North American XB-45 and the Convair XB-46. Production orders finally went to the North American B-45 Tornado, and even this airplane served only for a couple of years before again being replaced by the much more modern Boeing B-47 Stratojet, although the B-45 had the inherent performance – especially if it was not burdened with a payload – for it to then serve as a reconnaissance aircraft. All of the bombers comprising the Class of '45 were transitional aircraft, which combined the power of turbojets with the aeronautical knowledge of World War II. The XB-48 was no exception, as its round fuselage and unswept wings showed a distinct influence of Martin's B-26 Marauder medium bomber.
Altogether, these changes increased the amount of external weapons that could be carried to , and also allowed the aircraft to fulfill the NATO requirement of carrying a "special store" (nuclear weapon) under the fuselage.Cacutt 1988, pp. 165–166. Belgium, the Netherlands, and Italy selected the F-104 soon after as well, and the four European nations set up four production groups to jointly manufacture the F-104G under license. Arbeitsgemeinschaft (ARGE) South consisted of Messerschmitt, Heinkel, Dornier, and Siebel; ARGE North comprised Hamburger Flugzeugbau, Focke-Wulf, and Weserflug in Germany, as well as Fokker and Aviolanda in the Netherlands; the West Group was made of SABCA and Avions Fairey in Belgium; and the Italian Group was formed of Fiat, Macchi, Piaggio, SACA, and SIAI-Marchetti.Kropf 2002, pp. 19–21. The four groups were contracted to manufacture 210, 350, 189, and 200 F-104G aircraft, respectively.Donald 2003, p. 152. In addition, 1,225 J79 turbojets was also produced under license by BMW in Germany, Fabrique Nationale in Belgium, and Alfa Romeo in Italy.
To research prone- pilot cockpit arrangements and controls, the Government Aircraft Factories developed the Ikarus 232 Pionir, a small twin-engined low-wing monoplane, powered by 2x Walter Mikron III piston engines. An enlarged version of the Pionir was developed as the Type 451, powered by 2x Walter Minor 6-III piston engines. The first aircraft built under this designation was a propeller- driven aircraft that accommodated the pilot in prone position. It was an otherwise conventional low-wing monoplane with retractable tailwheel undercarriage, the main units of which retracted backwards into the engine nacelles mounted below the wings. This flew in 1952, and by the end of the year was followed by the 451M (Mlazni – "Jet") which had conventional seating for the pilot and in place of the two Walter Minor 6-III inline engines of the original Ikarus 451 (which has two inverted Walter six-cylinder piston engines of each, 6.7 m (22 ft) wingspan, a maximum speed of 335 km/h (182 knots) and a ceiling of 4750m (15,570 ft).) was fitted with Turbomeca Palas turbojets.
Another attempt was made to rescue the design by stacking two O-1230s to make the H engine H-2470 but the only design to use it, the Vultee XP-54, never entered production. The Curtiss XF14C was originally intended to be powered by the H-2470, but the engine's poor performance led to the adoption of an alternative radial engine on the prototype. (The XF14C did not enter production.) Undeterred by the O-1230/H-2470's failure, Lycoming turned to an even larger design, the 36-cylinder XR-7755, the largest aviation piston engine ever built. This design also experienced problems, and was only ready for use at the very end of World War II, when the aviation world was turning to turbojets and turboprop engines to power future large aircraft. There was apparently some interest in using it on the Convair B-36 Peacemaker bomber, but the 28-cylinder Pratt & Whitney R-4360 Wasp Major four-bank radial was used instead. Through the 1920s and -30s, Lycoming had still been supplying automotive manufacturers with engines.
As an improvement to the F11F-1 (F-11A) fighter, Grumman proposed a more advanced version of the airframe known as the F11F-1F Super Tiger. This was the result of a 1955 study to fit the new General Electric J79 engine into the F11F airframe. The Navy was sufficiently interested to authorize modification of two production F11F-1s with enlarged air intakes and YJ79-GE-3 turbojets, with the result being designated the F11F-1F, indicating a production F11F-1 with a special engine fit. The aircraft first flew on 25 May 1956, reaching Mach 1.44 in one of the flights. After the addition of 60° wing root fillets, a 13.5 in (35 cm) fuselage extension, and an uprated J79 engine, the F11F-1F reached an impressive Mach 2.04 in 1957, thus becoming the first naval aircraft in the world to exceed Mach 2 (two years before the F4H, F8U-3, and A3J). This was a surprise even to Grumman, which had expected a top speed of only Mach 1.4 at altitude.
Modified to accept Westinghouse J34 turbojets for flight test purposes, the 119 was first flown on 11 February 1959, but the Air Force rejected it later that year in favor of the Lockheed JetStar (designated C-140), citing concerns about foreign object damage with the 119's low-mounted engines. Following this setback, McDonnell continued to market the type commercially, renaming it the 220 to commemorate McDonnell's second 20 years of business, and showing it in a 10-place luxury configuration and a more basic configuration with 29 passenger seats. McDonnell drew up plans to equip production models with more modern Pratt & Whitney JT12 or General Electric CF700 engines, and the 220 was awarded a Federal Aviation Administration type certificate on 17 October 1960. The company made a provisional deal with Pan American World Airways to lease 170 of the jets, but no other orders materialized, and McDonnell was ultimately unable to offer the aircraft to Pan Am at an attractive price; consequently, the airline rejected the aircraft in favor of the Dassault-Breguet Mystère 20, and no further production ensued.
This engine finally emerged as the famed General Electric J47, which saw a great demand for several military aircraft; a second manufacturing facility near Cincinnati was opened. J47 production ran to 30,000 engines by the time the lines closed down in 1956. Further development of the J47 by Patrick Clarke in 1957 led to the J73, and from there into the much more powerful J79. The J79 was GE's second "hit", leading to a production run of 17,000 in several different countries. The GE and Lockheed team that developed the J79 and the F-104 Mach 2 fighter aircraft received the 1958 Collier Trophy for outstanding technical achievement in aviation. Other successes followed, including the T58, and T64 turboshaft engines, J85 and F404 turbojets. The TF39 was the first high-bypass turbofan engine to enter production."The CF6 Engine Family" Entered into the C-5 Galaxy contest in 1964 against similar designs from Curtiss-Wright and Pratt & Whitney, GE's entry was selected as the winner during the final down-select in 1965. This led to a civilian model, the CF6, which was offered for the Lockheed L-1011 and McDonnell Douglas DC-10 projects.
Test flights began on 18 April 1941, with the Me 262 V1 example, bearing its Stammkennzeichen radio code letters of PC+UA, but since its intended BMW 003 turbojets were not ready for fitting, a conventional Junkers Jumo 210 engine was mounted in the V1 prototype's nose, driving a propeller, to test the Me 262 V1 airframe. When the BMW 003 engines were installed, the Jumo was retained for safety, which proved wise as both 003s failed during the first flight and the pilot had to land using the nose-mounted engine alone. The V1 through V4 prototype airframes all possessed what would become an uncharacteristic feature for most later jet aircraft designs, a fully retracting conventional gear setup with a retracting tailwheel—indeed, the very first prospective German "jet fighter" airframe design ever flown, the Heinkel He 280, used a retractable tricycle landing gear from its beginnings, and flying on jet power alone as early as the end of March 1941. The V3 third prototype airframe, with the code PC+UC, became a true jet when it flew on 18 July 1942 in Leipheim near Günzburg, Germany, piloted by test pilot Fritz Wendel.
Layout of Ayaks engines The Ayaks was projected to employ a novel engine that uses an MHD generator to collect and slow down highly ionized and rarefied air upstream airbreathing jet engines, usually scramjets, although HSRI project lead Vladimir L. Fraĭshtadt told in a 2001 interview that the MHD bypass system of the hypersonic plane Ayaks could decelerate the incoming hypersonic airflow sufficiently to use almost conventional turbomachinery, a surprising technical solution considering such hypersonic speeds, yet confirmed as feasible by independent studies using Mach 2.7 turbojets, or even subsonic ramjets. The air is mixed with fuel into the mixture that burns in the combustor, while the electricity produced by the inlet MHD generator feeds the MHD accelerator located behind the jet engine near the single expansion ramp nozzle to provide additional thrust and specific impulse. The plasma funnel developed over the air inlet from the Lorentz forces greatly increases the ability of the engine to collect air, increasing the effective diameter of the air inlet up to hundreds of meters. It also extends the Mach regime and altitude the aircraft can cruise to.
The company claims the overall design of the P180 Avanti II enables the wing to be 34% smaller than on conventional aircraft.. Cabin The P180 is reported to have good fuel efficiency relative to small turbojets flying in the same speed and altitude range. Flight International stated: "The Avanti has no direct turboprop competitors, its closest jet rivals are the Raytheon Premier I and the Cessna Citation CJ2+ ... Piaggio says low-drag laminar flow is maintained to around 50% of the wing chord, compared with around 20–25% for conventional tractor turboprops where propeller wash disturbs the airflow over the wing... specific air range at high altitude is 3.4 km/kg (0.84 nmi/lb) compared with around 2 km/kg (0.49 nmi/lb) for current jets or 2.7 km/kg (0.67 nmi/lb) for other turboprops.". By this estimate, mileage is 70% better per fuel unit than comparable jet aircraft, although this greater efficiency is achieved only at a relatively slow 315 KTAS and FL410.. P180 Avanti II Specifications now show slightly lower numbers for specific range of 3.1 km/kg (0.76 nmi/lb). Interior noise is lower than in conventional turboprop aircraft, because the propellers and engine exhausts are behind the cabin. Piaggio quotes 68 dBA.
Early turbojet engines were not very fuel-efficient because their overall pressure ratio and turbine inlet temperature were severely limited by the technology available at the time. The first turbofan engine, which was only run on a test bed, was the German Daimler-Benz DB 670, designated the 109-007 by the Nazi Ministry of Aviation, with a first run date of 27 May 1943, after the testing of the turbomachinery using an electric motor, which had been undertaken on 1 April 1943."Turbojet History And Development 1930–1960 Volume 1", The Crowood Press Ltd. 2007, , p.241 Development of the engine was abandoned, with its problems unsolved, as the war situation worsened for Germany. Later in 1943, the British ground tested the Metrovick F.3 turbofan, which used the Metrovick F.2 turbojet as a gas generator with the exhaust discharging into a close-coupled aft-fan module comprising a contra-rotating LP turbine system driving two co-axial contra- rotating fans. Improved materials, and the introduction of twin compressors, such as in the Bristol Olympus, and Pratt & Whitney JT3C engines, increased the overall pressure ratio and thus the thermodynamic efficiency of engines.they also had poor propulsive efficiency, because pure turbojets have a high specific thrust/high velocity exhaust, which is better suited to supersonic flight.
On 25 August 1950, Convair issued a formal proposal for a swept- winged version of the B-36 with all-jet propulsion. The United States Air Force was sufficiently interested that on 15 March 1951, it authorized Convair to convert two B-36Fs (49-2676 and 49-2684) as B-36Gs. Since the aircraft was so radically different from the existing B-36, the designation was soon changed to YB-60. The YB-60 had 72% parts commonality with its piston-engined predecessor. The fuselages of the two aircraft were largely identical, although the YB-60 had a longer, pointed nose with a needle-like instrument probe instead of the B-36's rounded nose; its tail surfaces were swept to match the wings and a wedge-shaped insert added at the wing root. The swept wings also used many B-36 parts. The YB-60's unofficial competitor for an Air Force contract was Boeing's B-52 Stratofortress. Convair's proposal was substantially cheaper than Boeing's, since it involved modifying an existing design rather than starting from scratch. Like the B-52, it was powered by eight Pratt & Whitney J57-P-3 turbojets mounted in pairs in four pods suspended below the wing. Instead of the B-36's crew of 15, the YB-60's crew numbered 10.

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