228:, 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
196:, 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, but used an electric starter motor instead of the Riedel piston engine built into both the BMW 003 and Jumo 004.
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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
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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
187:
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.
208:
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
180:
air. Junkers abandoned the design when Müller left, choosing to develop the Jumo team's simpler design 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.
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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
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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.
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156:. 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
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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 30 concept also had better
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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
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The HeS 30 was designed before the RLM introduced standardized naming for their engine projects. It was assigned the official name
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148:(Jumo), formerly a separate company. In October 1939, under pressure from the RLM, Junkers moved all their engine work to Jumo's
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started engine developments at
Junkers in 1936, placing Adolf Müller in overall charge of the project. In 1938 Junkers purchased
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as a short form. Development ended just as these names were being introduced, so "HeS 30" naming is much more common.
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and was also smaller in cross-section. It has been said its overall performance was not matched until 1947.
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900 kg (1,980 lb), but weighed only 390 kg (860 lb), providing a much better
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The Race for Hitler's X-Planes: Britain's 1945 Mission to
Capture Secret Luftwaffe Technology
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101:. It was possibly the best of the "Class I" engines, a class that included the more famous
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World
Encyclopedia of Aero Engines: From the Pioneers to the Present Day
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Overall the engine had a five-stage compressor providing air at a
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German Jet Engine and Gas
Turbine Development 1930–1945
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479:Spanish-language site with HeS 30 engine details
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457:. Vol. 1. Ramsbury: The Crowood Press.
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455:Turbojet History and Development 1930–1960
271:Turbojet History and Development 1930-1960
239:, and as a useful addition to twin-engine
183:Key to the engine's working cycle was an
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362:860kp (1,896lbf, 8.433kN) at 9000 rpm
97:, but eventually built and tested at
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419:(5th ed.). Stroud, UK: Sutton.
152:factories from their main plants at
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83:(HeS - Heinkel Strahltriebwerke)
805:jet/rocket engine designations
1:
400:. Stroud, UK: History Press.
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396:Christopher, John (2013).
302:390 kg (860 lb)
290:2.72 m (107 in)
215:specific fuel consumption
160:and moved to his primary
111:Reichluftfahrtministerium
89:, originally designed by
30:Jet engine (gas turbine)
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1091:Heinkel aircraft engines
453:Kay, Anthony L. (2007).
434:Kay, Anthony L. (2002).
345:pressure scavenge return
200:Argument and resignation
51:Heinkel-Hirth Motorenbau
296:62 cm (24 in)
276:General characteristics
1096:1940s turbojet engines
415:Gunston, Bill (2006).
376:Thrust-to-weight ratio
367:Overall pressure ratio
132:Design and development
438:. The Crowood Press.
211:power-to-weight ratio
324:10 Cannular chambers
172:was working on the
801:Reich Air Ministry
371:3:1 Pressure ratio
232:at the same time.
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267:Data from
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339:Gasoline
284:Turbojet
237:fighters
176:engine.
137:The move
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329:Turbine
288:Length:
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166:Rostock
126:HeS 006
122:109-006
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150:Dessau
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515:Hirth
385:Notes
282:Type:
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