Heinkel Jet engines

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johnbr

johnbr

2nd Lieutenant
5,591
5,150
Jun 23, 2006
London Ontario Canada
Here is little on there engine note on Von Ohain said 70% of the work on the o-11 was to have as little heat-resisting steel as possible.To do it they lost 1500lbs of thrust. from me and the net.
HeS-30, test1942.jpg
He-006.jpg
1 Heinkel HeS 8A.jpg
01 Heinkel HeS 011.jpg
 
Last edited:
I think this is as much pictorial information on this particular line of engines that I have seen in one place. I had originally thought that Dr. Von Ohain and Adolf Müller did not get along but it could've been Dr. Anselm Franz I can't recall anymore. My father introduced me to Dr. Ohain when he was the director of the Air Force Aeronautical Research Laboratory (now known as the Air Force Research Laboratory) at Wright-Patterson. That was a pretty good day.
 
A little info on the he-s40
Design

The design was based on the HeS 30 not only to make parts more readily available as well as to make direct comparisons between the two easier. The main changes were to reduce the compression ratio of the compressor to about 2:1 (from 2.8:1), and add the new combustion chambers. The new chambers were considerably larger than the originals, forcing a reduction in the number from ten to six burners. The valve stems projected forward into streamlined fairings in the intake area behind the compressor
The operational cycle of the engine is somewhat similar to a conventional six-cylinder engine. Slightly compressed air, similar to an automobile equipped with a turbocharger, was channeled into the cylinders in turn, closed off with the poppet valves, and then burned. By the time the combustion was complete the pressure in the flame cans would be much higher, although the actual compression ratio is not specified. The hot gas then blew through a turbine to extract power, instead of forcing a piston to move. Although there would be some loss of charge during the burning period, and thus the design would be less efficient than the true Otto cycle, it would nevertheless be somewhat more efficient than a traditional jet engine, at the cost of some complexity
 
Heinkel 109-006
Junkers Jumo 109-006

The HeS 30 (HeS - Heinkel Strahltriebwerk) was an early jet engine, originally designed by Adolf Müller at Junkers, but eventually built and tested at Heinkel. It was possibly the best of the "Class I" engines, a class that included the more famous BMW 003 and Junkers Jumo 004, but work on the design was stopped by the Reichluftfahrtministerium (RLM) as they felt the Heinkel team should put all their efforts into other designs.

The HeS 30 was designed before the RLM introduced standardized naming for their engine projects. It was assigned the official name 109-006, and it was sometimes called the HeS 006 as a short form. Development ended just as these names were being introduced, so "HeS 30" naming is much more common.

Herbert Wagner started engine developments at Junkers in 1936, placing Adolf Müller in overall charge of the project. In 1938 Junkers purchased Junkers Motoren (Jumo), formerly a separate company. In October 1939, under pressure from the RLM, Junkers moved all their engine work to Jumo's Dessau factories from their main plants at Magdeburg. Müller would have ended up in a subordinate role after the move, but decided to leave instead. He and about half of the original Junkers team were scooped up by Ernst Heinkel and moved to his Rostock campus, where Hans von Ohain was working on the Heinkel HeS 3 engine.
Of all of the designs Müller brought with him, the HeS 30 was simplest and easiest to build. Müller had already built a test engine while still at Junkers, however it was only able to run at about half its designed RPM, which limited compression and required a continuous supply of external compressed air. The design was abandoned when Müller left, the Jumo team's simpler design being used instead. Müller promised Heinkel he could have the engine up and running on a testbed within one year of completing the move, a promise he was ultimately unable to keep.
Key to the engine's working cycle was an axial compressor of then-unique construction. Most German engines of the era had the stators do all of the actual compression, with the rotors speeding up the air for them to compress. In the HeS 30, the rotor and stators shared compression about 50-50, a design originally provided by Rudolph Friedrich of Junkers. Overall the engine had a five-stage compressor providing air at a compression ratio of 3:1 to ten flame cans, which powered a single-stage turbine. The turbine was also unique for the era, using a set of guide vanes that were adjustable for various operating speeds. Like most German axial engines, the engine also included a variable-geometry exhaust cone to lower back pressure when starting, and an electric starter motor.
Due to the move, it took considerable time for the team to restart work on the design, and even though three experimental engines were ordered as the 109-006 in 1939, it was not until May 1942 the first engine actually ran. In addition to problems with the move, the compressor turned out to provide more mass flow than initially suspected, forcing a redesign of the turbine. To add to the problems, Müller and Heinkel had an argument in May that eventually led to Müller resigning.
Work on the engine continued, and by October it was running at full speed. Of all of the early engines, the HeS 30 was by far the best design. It produced a thrust of 860 kg (1,895 lb), almost equidistant between the BMW 003's 800 kg (1,780 lb) and the Jumo 004's higher 900 kg (1,980 lb), but weighed only 390 kg (860 lb), providing a much better power-to-weight ratio than the dry weights of either the 003 at 562 kg (1,240 lb) or the 004 at 720 kg (1,585 lb). The HeS also had better specific fuel consumption and was also smaller in cross-section.

Helmut Schelp, in charge of engine development at the RLM, refused to give Heinkel a production contract, an event Hans von Ohain claims brought Ernst Heinkel near tears. Schelp noted that while the design was excellent, BMW and Jumo were so far ahead they simply did not need another "Class I" engine – something that would prove ironic in another two years when both of those engines were still not operational. It also appears he had some misgivings about the compressor arrangement, but if this was the case it was never official. He also cancelled von Ohain's Heinkel HeS 8 at the same time.
Instead of yet another Class I engine, Schelp asked Heinkel to continue work on a Class II engine of about 1,300 kg thrust, which would be needed for reasonably sized single-engine fighters, and as a useful addition to twin-engine bombers. Thus work on the HeS 30 and HeS 008 ended, and Heinkel turned, grudgingly, to the Heinkel HeS 011, which would not enter production before the war ended. The remains of Müller's team were then moved to the Heinkel-Hirth plants to work on the new engine.
Starting some time in 1940 or '41, the basic mechanical layout of the HeS 30 was also used on an experimental constant-volume engine known as the Heinkel HeS 40.
pecifications
Type: Turbojet
Length: 2.72m
Diameter: 0.62m
Dry weight: 390kg (860lb)
Compressor: Axial 5-stages
Combustors: 10 Cannular chambers
Turbine: Axial 1 stage
Fuel type: Gasoline
Oil system: pressure scavenge return
Maximum thrust: 860kp (1,896lb)
Overall pressure ratio: 3:1 Pressure ratio
 
The HeS 8A Engine DescriptionThe HeS8
~
RLM Designation 109-001
!
was designed with the
specific objectives mentioned above and was based on the HeS 3
and HeS 6 engines. The reduction in diameter was accomplished
by redesign of the compressor diffuser into an axial design and
combustion chamber by making it a ''straight through'' design as
shown in Fig. 11. The leading particulars of this engine are shown
in Table 1.
The HeS 8A comprised of a 14-blade axial flow inducer having
airfoil type blades, which were made from aluminum alloy forg-
ings. The inducer was followed by a 19-vane radial flow impeller
of composite construction consisting of aluminum alloy blades
retained in a steel hub and rear shrouding plate. Leaving the com-
bustor, the working fluid passed through a 14-blade radial inflow
turbine, also built up of steel blades retained in a steel hub. The
compressor-turbine shaft was mounted on two bearings, one be-
tween the inducer and impeller and the second aft of the turbine.
The combustion chamber was a ''straight through'' annular de-
sign with compressor discharge passing through two sets of dif-
fuser vanes prior to entering the combustor. The vaporizing fuel
system injected fuel into the chamber through 16 sets of eight
nozzles giving a total of 128 nozzles. Each nozzle was a tube
approximately 1/16th inch in diameter. Initially, no attempts were
made to provide any secondary air distribution but later models
had such provisions.
The propelling nozzle was of fixed area and a tailpipe was used
on the He 280 installation. The exact number of engines of this
type actually built is not known but several versions were built.
Even though the HeS 8A was a good engine, its power was
marginal for the He 280, and it lost out to the Jumo 004, which
had been chosen for the production of the Me 262 jet fighter.
While the performance in terms of thrust and fuel consumption
and length was superior,
the HeS 8A engine also had a problem
relating to the radial inflow turbine which represented a technol-
ogy leap for the time and the overall need for strategic materials
was higher than for the axial cooled blading of the Jumo 004.
Consequently, thrust growth by means of increasing turbine inlet
temperature was limited for the HeS 8A without the use of stra-
tegic materials such as nickel. The radial inflow turbine blades
also suffered from fatigue failures and blade-to-hub attachment
problems
 
He-011
Design and Development of the Heinkel
Hirth HeS
011 Engine
In 1942 the RLM granted Heinkel-Hirth the contract for a
second-generation engine known as the HeS 011
RLM designation 109-011
which provided a quantum step in specific power
and performance. The specifications of this engine were as follows
: Max thrust 12.75 kN
2863 lbs
with a growth to 14.7 kn
3307 lbs
weight under 900 kg
1985 lbs
pressure ratio 4.2:1,
altitude capability 15 km
50,000 ft
specific fuel consumption
less than 1.4 lb/lb-hr. Dr. von Ohain was in charge of the devel-
opment and Dr. Max Bentele was responsible for component de-
velopment and managed the development on the compressor and
turbine sections of the engine.
As reported by Bentele
, in December 1944 the best performance
parameters attained for the engine were a thrust of 13 kN
2940 lbs
at a rotor speed of 10,205 rpm. The leading particulars
of the first generation Jumo 004B engine which was in production
and this advanced engine developed at Heinkel–Hirth a4
and the layout depicted in Fig. 14
10.1 Compressor Section.
The concept and aerodynamic
design of the compressor was by Dr. von Ohain. The compressor
had a single stage inducer row followed by a diagonal
compressor 25 mixed flow
stage and then three symmetric 50 percent reaction
axial flow compressor stages. As the air exited
the first axial inducer stage, the annular passage was reduced by a
shaft fairing to the diagonal compressor. The combination of a
diagonal stage with axial flow stages was ingenious as it made the
operating line very flat and imparted growth potential without
incorporating variable geometry which would be required for
higher pressure ratios.
The double-skinned intake hoods served the dual function of
straightening the airflow and housing the accessories, oil tank, and
lube oil pump. Both warm air and electric heating were available
for anti-icing. A photograph of the compressor section is shown in
Fig. 15 which shows the mixed flow stage.
To develop this compressor, a 1600 kW electric test stand in
Zuffenhausen and a steam turbine driven 15,000 hp stand in Dres-
den were utilized. The rigs allowed the measurement of flow,
pressure and temperature distributions in the flow path and con-
siderable challenges had to be met in designing the mixed flow
compressor section. Rather than arriving at an optimal configura-
tion for the axial stages analytically, this was done experimentally
using adjustable stators. A variety of settings were tested on the
stand and finally this led to satisfactory performance as shown in
the compressor map of Fig. 16
. Bentele recounts that during
one test, in spite of smooth running of the engine, the occurrence
of discrepancies in pressure and temperature readings puzzled th
 
test team. The issue was resolved when a technician appeared
with some broken aluminum blades which he had found at the
compressor air exit and inquired if this might be the problem!
Evidently, the uniform breakage of the blades did not result in
significant unbalance.10.2 Combustor.
The combustor was an annular design
with airflow being divided into two flow streams by an annular
headpiece with a small airflow being routed into the head piece
for mixture preparation and combustion. Most of the air was
routed through two of the outer and inner rows of vented at the
end of the combustion chamber and into the missing chamber to
attain the required temperature. The housing wall located around
the combustor was protected against radiant heat transfer by an
annular insulator around which was circulated fresh air from the
chamber. Sixteen equispaced fuel nozzles were utilized with four
igniter plugs, two on the lateral axis and two 45 deg upwards.
Bentele indicated that the combustor was a great design challenge
and obtaining a satisfactory radial and circumferential temperature
profile was not easy given the flow profile emanating from the
mixed flow compressor wheel. The combustor was, therefore, a
design compromise, but one that worked.
10.3 Turbine Section.
The HeS 011 had a really remark-
able two stage air-cooled turbine section
designed by Dr.
Max Bentele. Two rows of hollow turbine nozzle blades were
cooled by air bled off through the annulus after the final compres-
sor stage. This nozzle cooling air was ducted between the com-
bustion chamber and the rotor shaft, which was shielded by an
annular insert. The two-stage axial turbine was cooled by com-
pressor bleed air. Both of the discs had hollow vanes with air
being routed to the second stage through holes bored in the first
stage. The airflow exited the blades at the tip.
The development of the turbine section was most challenging.
Initially solid blades were employed and stress rupture occurred a
the first stage and fatigue failures at the second stage. The reso-
nance failure was traced to the location of four struts of the rear
bearing support and these were eliminated by spacing the struts at
unequal angles thus minimizing the forced excitations which were
in resonance with the second-stage rotor blades. Some of the strut
arrangements analyzed
of the blading .
The final air-cooled blade designed by Dr. Bentele did not uti-
lize any strategic materials and were called ''topfschaufel.'' These
blades were manufactured starting with a circular plate of auste-
netic chrome-moly sheet steel from which a closed end tube was
drawn in several stages with intermediate heat treatments.
, wall thickness diminished from 2 mm 0.079 in
the root to 0.45 mm 0.017 in
at the blade tip, so as to match the
stresses with the prevailing radial temperature profile. The airfoil
shape was then induced and finish machining done. Both the first
and second turbine stages utilized this construction and contained
an insert for the proper distribution of the cooling air and for
damping blade vibration.
10.4 Mechanical Features and Accessories
10.4.1 Bearings and Accessories.
There were two main
bearings on the HeS 011. The front main ball bearing was located
 
just ahead of the diagonal compressor and was both a radial and
thrust bearing. A floating shaft extended from it to drive the front
axial compressor and, via bevel gearing and vertical take off
shafts, the accessories. Accessories located above the engine in-
cluded the Riedel starter,27
a Siemens or Bosch generator, a Bar-mag
fuel pump, Knorr air compressor and tachometer. The rear
bearing located aft of the two-stage turbine was cooled as well as
lubricated by pressurized oil.10.4.2 Fuel System
The fuel system was controlled by the
throttle, which operated a constant speed governor to control fuel
and thus engine speed. Fuel was routed to a low-pressure fuel
pump which was a double gear pump with two independent suc-
tions. The delivery of this pump was fed to the Barmag high-
pressure fuel pump, which delivered about 51.6 1/min 13.7 gpm
at a pressure of 40 kg/cm 2 570 psi
. A pressure control valve
diverted excess flow back to the suction side of the low-pressure
pump. The high-pressure fuel was then fed to the governor and
through two annular pipes to the 16 fuel injectors in the combus-
tor. A pressure valve on the delivery pipes ensured that the appro-
priate pressure to sustain operation would be admitted to the
combustor.
10.4.3 Lubrication System. Lube oil tanks with a capacity of 12 liters 3.18 gal
were located on the lower part of the accessory
support on both sides of the pumpset which consisted of a delivery
and 2 scavenge units. An additional returnery scavenge pump
was located behind the rear bearing. The oil flow rate was 35 L/min 9.24 grm
at an operating pressure of 305-4 kg/cm 2 50-57 psi
3.5–4 kg/cm
. Oil was gravity fed from the tanks to the delivery
pump, which routed it through a filter and collector. Both the two
main bearings and the accessory bearings were lubricated by the
pressurized collector through two distributor pipes. The gearing
and bearings of the front axial compressor were centrifugally lu-
bricated while the bevel gears were spray lubricated.
10.4.4 Tail Cone Bullet.
The HeS 011 had an adjustable tail
cone bullet moved by a piston within the cone.28 In the original
configuration, the bullet was linked to the throttle control to con-
trol the piston feed and drain pressure oil pipe. This was later
changed to an electrically controllable crossfeed valve connected
so that when switched off, it moved to the operating or extended
position and when switched on, brought the bullet to the retracted
position for startup.
11 Hans Von Ohain, Co-Inventor of the Turbojet
Dr. Hans Joachim Pabst von Ohain was born on December 14,
1911 in Dessau Germany. He received his Doctorate in Physics
and Applied Mechanics in 1935 at the University of Gottingen
and remained at the University for a year while he developed a
theory of jet engines and built a demonstration model. In April
1936, he joined the Heinkel company in Rostock moving to the 27
This was similar to the starter used in the Junkers Jumo 004 and BMW 003
Heinkel-Hirth company in Stuttgart in the Fall of 1942. He di-
rected a research and development program that resulted in the
HeS 3B engine that powered the Heinkel He 178 which made the
world's first turbojet powered flight on August 27, 1939 at the
Heinkel Airfield near Rostock. He also developed the HeS 8A,
which powered the world's first twin jet fighter, the He280 that
flew in April 1941. Thereafter, he was instrumental, along with
Dr. Max Bentele, in the development of what would be the
world's most powerful and sophisticated turbojet at the end of the
Second World War, the HeS 011.
Being considered one of the most out
 
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