High-bypass turbofan engines are wider than the turbojet engines that were common on 1960s airliners.
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Creating affordable supersonic flight has been on Branson's radar since the turbojet-powered Concorde retired back in 2003.
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Lose yourself inside the afterburner of a General Electric J79 axial-flow turbojet engine, which won't power an aircraft.
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When he was 2000, he joined the Royal Air Force and was assigned to a turbojet engine design project.
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The blast severed the airliner's elevator cables, disabled one of the four turbojet engines, and knocked out multiple hydraulic systems.
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The engine selected to power the Concorde was the Olympus 593 turbojet, developed by Rolls-Royce/Bristol Siddeley and Snecma.
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The business produces the P180 turbojet which shares design and technology features with surveillance drones made by Piaggio Aerospace's defense and security arm.
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Both of these arrangements—and particularly turbofans—move more air, and thus create more thrust, than the turbojet within is capable of generating by itself.
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In addition, residents near airports that were home to the Concorde fleet protested the amount of noise generated by the plane's four massive turbojet engines.
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Col Maliki identified the engine on the cruise missile as a TJ100: a type of turbojet made by the PBS Group in the Czech Republic.
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In 1945, before a design team had even been formed at de Havilland, the British Overseas Airways Corporation made an order for 10 turbojet aircraft.
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The TurboJet ferry ride from Hong Kong (150 to 200 Hong Kong dollars for an economy fare, about $20 to $25) is reasonably quick and comfortable.
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The concept rotorcraft has "two turbojet engines that could provide huge horizontal thrust for high speed movement"and the "fuselage is coated with stealth materials," claims Chinese media.
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A California company called JetPack Aviation unveiled a functioning turbojet version two years ago, capable of staying aloft for 10 minutes, traveling at speeds up to 123 miles per hour.
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They came up with a twin-turbojet design that could propel the MiG-25 to Mach 2.8 in operational conditions and 3.2 if the pilots were willing to risk the engines.
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With its pressurized cabin, it could travel as high as 21997,000 feet, and, courtesy of four turbojet engines offering 22,000 Newtons of thrust each, it cruised at 460 miles per hour.
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Their first product is a called R500 and it's a 50kg turbojet engine for fixed-wing aircrafts with MTOW (maximum take-off weight) of more than 100kg as well as hover platforms.
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This hypnotic whirl of metal is the afterburner of a General Electric J1043 axial-flow turbojet engine—the same engine used on F-4 Phantom jets, made by McDonnell Aircraft during the Vietnam War.
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The Super White Shark concept model was described as a two-seat turbojet stealth aircraft with a ceiling of 6,000 metres (19,685 feet), a top speed of 650km/h (404mph) and a range of 2,950km.
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In 2017 it started talks to sell its executive P180 turbojet business to PAC Investments, a Chinese state-backed consortium, an operation which raised concerns over the transfer of sensitive technology and potential loss of jobs.
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Edward Oughton, senior research associate at the University of Oxford who closely studies 5G development, likened the technology to the Concorde, the high-speed turbojet-powered supersonic passenger airliner that flew at twice the speed of sound.
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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.
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Then, add energy and hydrogen and remove the oxygen to turn it into appropriate hydrocarbons, and release the energy added in the same way that the energy in conventional fuel is released—by burning the fuel in a turbojet that then turns a turbofan or a propeller.
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The co-stars were in a place that season, after two World Series triumphs, where Munson routinely invited Jackson to join him on the Cessna Citation twin-engine turbojet he had just purchased to make frequent in-season trips from New York to see his wife and children in Canton.
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A turbojet takes in air through a revolving compressor, mixes the compressed air with fuel, burns the mixture in a combustion chamber and ejects the exhaust out of the back to provide thrust, having first run it through a turbine which, via a shaft running along the engine's axis, turns the compressor.
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"The economics of our plane are much better than Concorde's, driven by 50 years of evolution in the aerospace industry," claims Eli Dourado of Boom: Whereas Concorde was designed on paper, built with aluminium, and powered by noisy and dirty turbojet engines, we are designing with computational fluid dynamics, building with carbon fibre, and powered by a highly efficient and quiet turbofan engine.
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ER22 turbojet train A turbojet train is a train powered by turbojet engines. Like a jet aircraft, but unlike a gas turbine locomotive, the train is propelled by the jet thrust of the engines, rather than by its wheels. Only a handful of jet-powered trains have been built, for experimental research in high-speed rail. Turbojet engines have been built with the engine incorporated into a railcar combining both propulsion and passenger accommodation rather than as separate locomotives hauling passenger coaches.
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ATJ 220SV is a small turbojet, used to power model aircraft.
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SNCASE Baroudeur at Paris Air Show, 19 June 1999. ;S.E.5000 Baroudeur :Prototype powered by a SNECMA Atar 101C turbojet, two built. ;S.E.5003 Baroudeur :Pre-production aircraft powered by a SNECMA Atar 101D turbojet, three built.
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After the merger, the routes are now operated under the TurboJET brand.
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Four-engined bomber project powered by turbojet engines. The wings were swept back.
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Six-engined bomber project powered by turbojet engines. It had swept back wings.
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Four-engined bomber project powered by turbojet engines. It had swept back wings.
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AMT Nike is a small turbojet, used to power model aircraft and some jetpacks.
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Turbojet: History and Development 1930-1960. Vol, 2. The Crowwood Press, 2007. Norton, Bill.
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1 became the first purpose-built rocket plane to fly. The turbojet was invented in 1939, independently by Frank Whittle and later Hans von Ohain. The first turbojet aircraft to fly was the Heinkel He 178, on August 27, 1939 in Rostock (Germany).
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The afterburner, designed in China, would have increased thrust to ."Pratt & Whitney's PW1216 turbojet" (1987).
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Similar to tiltrotor concept, but with turbojet or turbofan engines instead of ones with propellers.
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In the early 1990s, Brunswick developed an improved version of the ADM-141 TALD decoy missile with turbojet power, the ADM-141C. Teledyne CAE responded by developing the J700 turbojet for the ADM-141C, giving the missile improved range and a flight profile resembling aircraft.
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5: single-seat fighter-bomber version. Powered by the Goblin 2 turbojet; 930 built for the RAF and 88 for export. ;FB.6: single-seat fighter-bomber. Powered by a Goblin 3 turbojet; 178 built, 100 built in Switzerland for the Swiss Air Force.
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Jetcat P400 is a small turbojet engine used to power model aircraft and some jet packs.
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In 1965 Bell Aerosystems concluded a new contract with the Defense Advanced Research Projects Agency (DARPA) to develop a jet pack with a turbojet engine. This project was called the "Jet Flying Belt", or simply the "Jet Belt". Wendell Moore and John K. Hulbert, a specialist in gas turbines, worked to design a new turbojet pack. Williams Research Corporation (now Williams International) in Walled Lake, Michigan, designed and built a new turbojet engine to Bell's specifications in 1969.
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The turboramjet engine is used when space is constrained, as it takes up less space than separate ramjet and turbojet engines. Since a ramjet must already be traveling at high speeds before it will start working, a ramjet-powered aircraft is incapable of taking off from a runway under its own power; that is the advantage of the turbojet, which is a member of the gas turbine family of engines. A turbojet does not rely purely on the motion of the engine to compress the incoming air flow; instead, the turbojet contains some additional rotating machinery that compresses incoming air and allows the engine to function during takeoff and at slow speeds. For flow between Mach 3 and 3.5 during cruise flight, speeds at which the turbojet could not function because of the temperature limitations of its turbine blades, this design provides the ability to operate from zero speed to over Mach 3 using the best features of both the turbojet and ramjet combined into a single engine.
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ISSN 1368-485X ;MC-15 Cri-Cri Jet :Model powered by two PBS VB TJ20 turbojet engines.
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The operation of the engine is controlled using bypass flaps located just downstream of the diffuser. During low-speed flight, controllable flaps close the bypass duct and force air directly into the compressor section of the turbojet. During high-speed flight, the flaps block the flow into the turbojet, and the engine operates like a ramjet using the aft combustion chamber to produce thrust. The engine would start out operating as a turbojet during takeoff and while climbing to altitude.
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At high Mach numbers (~4.88) air cannot be cooled below the turbojet limit (1200K). As a result, no combustion can occur in the core turbojet and the engine must transition into a pure ramjet mode. The variable inlet continues to articulate (PCT patent pending) to completely block air access to the turbojet, while optimizing intake to exit area ratios for ramjet combustion using hydrogen. The engine still realizes an efficiency boost from the cooling effects of the heat exchanger (albeit much less in this mode).
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The emergence of new lightweight turbojet engines, several of which were well advanced in their own development process, also enabled the envisioned light fighter concept to be realised. The Gnat was initially intended to be powered by a Bristol BE-22 Saturn turbojet engine, capable of generating 3,800 lbf (16.9 kN 1,724 kgp) of thrust. However, development of the Saturn was cancelled; in its place, the more capable but not immediately available Bristol Orpheus turbojet engine was adopted instead. In order that the project would not be delayed before reaching the prototype stage, Petter's unarmed proof-of-concept demonstrator for the Gnat was instead powered by the less powerful Armstrong Siddeley Viper 101 turbojet engine, capable of generating 1,640 lbf (7.3 kN / 744 kgp) of thrust.
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Early aft-fan arrangements which added bypass airflow to a turbojet were known as thrust augmentors.Gas turbine aero-thermodynamics : with special reference to aircraft propulsion Sir Frank Whittle, Pergamon Press Ltd. 1981, . p.220 The aft-fan fitted to the General Electric CJ805-3 turbojet augmented the take-off thrust from 11,650lb to 16,100lb.
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In response to the growing number of jet powered fighters operated by the Luftwaffe, Republic began work on a turbojet powered version of the P-47. The "Turbobolt" was to have been powered by a single General Electric J31 turbojet, later changed to an Allison J35. The Thunderbolt's eight guns were to be relocated to the nose. Soon after work began, Republic engineers realized that mounting a turbojet engine onto the Thunderbolt airframe was not feasible, and even if it were, performance likely would not improve by much.
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A replica of a German Heinkel He 178, the world's first aircraft to fly under turbojet power, at Rostock-Laage Airport.
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Most turbojet-powered model aircraft are now using these commercial and semi-commercial microturbines, rather than a Schreckling-like home-build.
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The Rolls-Royce Nene turbojet, of 5,200 lbf thrust, had a split tailpipe which exhausted either side of the fuselage. The combination was termed the Hawker P.1072. This gave approximatelyAlthough the Nene's thrust, as for any turbojet, fell with increasing altitude the Snarler's remained constant. 50% greater thrust, although with twenty times the fuel consumption.
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On 25 October 2005 in Lahti in Finland, Visa Parviainen jumped from a hot air balloon in a wingsuit with two small turbojet jet engines attached to his feet. Each turbojet provided approximately of thrust and ran on kerosene (Jet A-1) fuel. Parviainen apparently achieved approximately 30 seconds of horizontal flight with no noticeable loss of altitude.BIRDMAN, Inc.
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The F-7 is a type of Chinese interceptor aircraft. On 4 July 2003 a ceremony was held to celebrate the roll-out of the 10,000th turbojet engine to be overhauled at the facility. The engine overhaul workshop was also upgraded to overhaul the newer WP-13F turbojet engines of the PAF's latest F-7 model, the F-7PG.
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Both the Cheetah D and C variants were equipped with the more powerful SNECMA Atar 9K50C-11 turbojet engine, upgraded in South Africa.
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The aircraft was powered by four Kuznetsov NK-86 turbojet engines and had flown 18,363 hours up until the day of the accident.
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These tankers added a General Electric J47 turbojet engine underneath each wing to increase the speed and altitude capability of the aircraft.Knaack, pp.
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The second prototype, which was fitted with production-standard avionics, armament and a 7,550 lbf (33.58 kN) Avon 107 turbojet, first flew on 5 May 1952\. As an insurance against development problems on the part of the Avon engine, Hawker modified the design to accommodate another axial turbojet, the 8,000 lbf (35.59 kN) Armstrong Siddeley Sapphire 101. Fitted with a Sapphire, the third prototype flew on 30 November 1952.Griffin 2006, pp. 17–18. On 16 March 1953, the first production standard Hunter F.1, fitted with a single 7,600 lbf (33.80 kN) Avon 113 turbojet, made its first flight.
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One of the earliest turbofans was a derivative of the General Electric J79 turbojet, known as the CJ805-23, which featured an integrated aft fan/low-pressure (LP) turbine unit located in the turbojet exhaust jetpipe. Hot gas from the turbojet turbine exhaust expanded through the LP turbine, the fan blades being a radial extension of the turbine blades. This aft-fan configuration was later exploited in the General Electric GE36 UDF (propfan) demonstrator of the early 80s. One of the problems with the aft fan configuration is hot gas leakage from the LP turbine to the fan.
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Three pre-production aircraft designated the S.E.5003 were also built with Atar 101D turbojet engines but the type was not ordered into production.
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In 2008 Troy Hartman started designing a wingless jetpack with two turbojet motors strapped to his back; later he added a parafoil as a wing.
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Improved variant, powered by two thrust General Electric CJ610-6 turbojet engines, and maximum take-off weight. FAA certified December 17, 1968. 49 aircraft built.
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TurboJET provides service to the Outer Harbour Ferry Terminal, in central Macau. Cotai Water Jet operate to the Taipa Temporary Ferry Terminal on the Taipa island, which enables easy access to The Venetian Macao casino and Macau International Airport. Both operators run services every 30 minutes, or more frequently, during the day, with TurboJET providing a limited overnight service. The journey time is approximately one hour.
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No prototypes were built for the next proposed variant, the FR-3, which would have used a General Electric I-20 turbojet. Both of these projects were canceled with the end of the war. The fastest Fireball was the XFR-4, which had a Westinghouse J34 turbojet and was approximately 100 mph (160 km/h) faster than the FR-1.McDowell 1995, p. 39.
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The first operation of a nuclear aircraft engine occurred on January 31, 1956 using a modified General Electric J47 turbojet engine. The Aircraft Nuclear Propulsion program was terminated by President Kennedy after his annual budget message to Congress in 1961. The Oak Ridge National Laboratory researched and developed nuclear aircraft engines. Two shielded reactors powered two General Electric J87 turbojet engines to nearly full thrust.
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Around 1954, NATC modified the sole surviving XAJ-1 to conduct inflight refueling tests using the probe and drogue configuration. The turbojet engine was removed and the fuel hose and its drogue extended out from the jet's former exhaust opening. Aircraft in service retained the turbojet and had their bomb bay doors modified to accommodate the hose and drogue. They were refueling aircraft during late 1954.
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3 of Fundamentals of Naval Weapons Systems The Mobin employs the "Toloo-4" turbojet engine. The engine is a single shaft turbojet engine which consists of 3 stage axial compressor, direct annular combustion chamber and 1 stage axial turbine. It weighs 55.9 kg with a diameter of 330mm and length of 1130mm-1330mm. The engine thrust is rated at 345daN with an engine speed of 28500RPM.
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The first patent for using a gas turbine to power an aircraft was filed in 1921 by Maxime Guillaume. His engine was an axial-flow turbojet, but was never constructed, as it would have required considerable advances over the state of the art in compressors. Alan Arnold Griffith published An Aerodynamic Theory of Turbine Design in 1926 leading to experimental work at the RAE. The Whittle W.2/700 engine flew in the Gloster E.28/39, the first British aircraft to fly with a turbojet engine, and the Gloster Meteor In 1928, RAF College Cranwell cadet Frank Whittle formally submitted his ideas for a turbojet to his superiors.
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Lepage 2009, p. 223. By the time designs were being ironed out, the revolutionary Me 262 turbojet negated the need for further piston-engined fighter design.
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The first jetliners, introduced in the 1950s, used the simpler turbojet engine; these were quickly supplanted by designs using turbofans, which are quieter and more fuel-efficient.
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The JS1-C is certificated in Europe by M&D; Flugzeugbau as the JS-MD Single, with a retractable MD-TJ42 turbojet engine mounted behind the cockpit.
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Braced high aspect ratio wings were used by French Hurel-Dubois (now part of Safran) with the Hurel-Dubois HD.10 demonstrator in 1948, and then the HD.31/32/34 airliners, still used by the French Institut Geographique National until the early eighties. A turbojet-powered HD.45 was unsuccessfully proposed to compete with the Sud Aviation Caravelle, maybe due to the high-speed turbojet mismatched to a slower airframe.
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Monument at the rail-car factory in Tver depicting a Turbojet train In 1970, researchers in the USSR developed the High-speed Laboratory Railcar (SVL) turbojet train. The SVL was able to reach a speed of . The researchers placed jet engines on an ER22 railcar, normally part of an electric-powered multiple unit train. The SVL had a mass of 54.4 tonnes (including 7.4 tonnes of fuel) and was long.
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The underside of an AF-2S showing its opened weapons bay ; XTB3F-1 :Prototypes of two-seat torpedo bomber powered by one 2,300 hp R-2800-46 engine and a Westinghouse turbojet; three built. ; XTB3F-1S & -2S :Two modified XTB3F-1 prototypes with turbojet removed and ventral radome, later redesignated as XAF-1. ; AF-2S :Production variant with 2,400 hp R-2800-48 engine, 193 built.Swanborough and Bowers 1990, p. 246.
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The Company EDePro (Engine Development and Production) is a company based in Belgrade, Serbia which develops solutions for solid rockets, turbojet powered missiles and production of energetic materials.
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The J87 was a large turbojet, designed to operate as a paired unit, with a nuclear reactor power section. The complete power-plant was given the project designation X211. The X211 was a relatively large multiple turbojet engine of conventional layout, save for the combustion chambers being replaced by a nuclear reactor where half of the total air-flow through the turbojet sections was used for direct-cycle cooling of the reactor. The J87 components featured variable-stator compressors and chemically-fuelled afterburners and a single nuclear reactor to supply heat to both J87 engines. Several arrangements for the X211 were studied but eventually the paired J87 was chosen and development was started at General Electrics Evandale factory.
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Lepage 2009, p. 223. By the time designs were being ironed out, the revolutionary Me 262 turbojet negated the need for further piston-engined fighter design.Green 1960, p. 191.
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A sprag clutch may be used in the starting turbine of a turbojet engine, so that the running main engine does not keep the starter engaged at high speeds.
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At the time it came into service, the X-10 was one of the fastest turbojet- powered aircraft flown. From 1953 to 1955 a total of five X-10s flew 15 flights at Edwards AFB. There it reached a maximum flight speed of Mach 1.84, flew a distance of , and reached an altitude of . These were performance levels superior to nearly all manned turbojet aircraft (the exception being the YF-104 Starfighter).
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Air Commodore Sir Frank Whittle, (1 June 1907 – 9 August 1996) was an English Royal Air Force air officer. He is credited with single-handedly inventing the turbojet engine. A patent was submitted by Maxime Guillaume in 1921 for a similar invention; however, this was technically unfeasible at the time. Whittle's jet engines were developed some years earlier than those of Germany's Hans von Ohain who was the designer of the first operational turbojet engine.
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The Tumansky R-11 was developed by A.A. Mikulin, Sergei Tumansky, and B.S. Stechkin as a twin-spool axial-flow high- altitude non-afterburning turbojet for Yakovlev Yak-25RV reconnaissance aircraft. This engine was the first Soviet twin-spool turbojet. It was first run in early 1956Gunston 1989, p.167. and was later employed in some variants of the Yakovlev Yak-26 and Yakovlev Yak-27, as well as the Yak-28.
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Although its pilot took off and landed using the He 118's piston engine, he started the turbojet engine in flight and flew under its power in July 1939, the first time an aircraft flew under jet power. The following month the similarly powered, fixed conventional landing gear-fitted Heinkel He 178 V1 would make the first flight powered entirely by a turbojet engine.Guttman, Robert, "Heinkel's Jet Test-Bed," Aviation History, March 2012, p. 15.
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To earn a living, White entered industry and banking in Britain, but he returned to Germany for a year, where he met Albert Einstein. Back in Britain, in 1935 Whyte met Frank Whittle, one of the pioneers of the turbojet engine, and became a backer of the development of this invention, the eventual result being the British Air Ministry's initial commitment to the development of turbojet-powered planes, nearly five years later.
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Owj is a high-performance turbojet engine that can be used in a variety of aerial vehicles. In 2016, Iran unveiled its first "national turbojet engine" dubbed "Owj" (Zenith). Manufactured with more than 14,000 parts, it is capable of flight at 50,000 feet and can be mounted on planes with a maximum takeoff weight of ten tons. Iran says that superalloys and specialized furnaces "made in Iran" have been used for this engine.
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Lis-5 turbojet engine Front view of LIM 6bis Fresco in Polish service; MAPS air museum, North Canton, Ohio. Cockpit view, LIM 6bis Fresco; MAPS air museum, North Canton, Ohio.
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The competing Pratt & Whitney indirect-cycle engines used J91 turbojet sections in the X287 and X291 projects, which were also cancelled with the demise of the nuclear-powered bomber program.
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A turbojet-powered version of the Gorgon II missile, Gorgon IIB, was also ordered, with four examples being contracted for; the project was cancelled due to a lack of suitable engines.
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To reduce risks in using the relatively new turbo- ramjet powerplant, the first Griffon (Nord 1500-01 Griffon I) was completed with only the 3,800 kgf thrust ATAR 101F turbojet component.
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At low flight speeds the DASS engine relies solely on the on-board turbojet that runs on a conventional hydrocarbon fuel. The variable geometry intake (PCT patent pending) allows large gaps to form between the heat exchanger (which is not operating at this stage), minimizing intake pressure losses. During this mode, the bypass is closed and all air is processed through the turbojet core. The exhaust nozzle (PCT patent pending) contracts in the subsonic mode for optimal specific thrust.
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1714 production aircraft were delivered to the Air Force prior to any conversions or redesignations, with their original block numbers. EF-80 prone pilot test aircraft ;XP-80 :Prototype powered by a de Havilland-built Halford H.1B turbojet and first flown 8 January 1944, one built. ;XP-80A :Production prototype variant powered by a General Electric I-40 turbojet, increased span and length but wing area reduced, two built. ;YP-80A: 12 pre-production aircraft.
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After World War II, Sir Malcolm unsuccessfully re-engined K4 with a de Havilland Goblin turbojet engine but did not gain any records. The new superstructure did gain the nickname 'The Coniston Slipper' .
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It was the waterway passenger transportation junction of Shenzhen. Ferry operations were operated by TurboJET and CKS Ferries. It has been replaced by the Shekou Cruise Center a.k.a. the new Shekou Ferry Terminal.
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The Allison J71 turbojet powered the Douglas B-66 Destroyer and the McDonnell F3H-2 Demon after the failed Westinghouse J40 proved unworkable. The prototype P6M SeaMasters were also fitted with the engine.
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Westinghouse manufactured 24 of the 9.5A and 20 of the 9.5B engines. Despite their limited use, they constituted the first family of small turbojet engines successfully developed and produced in the United States.
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A cutaway Westinghouse 9.5A/J32 turbojet engine is on display at the Steven F. Udvar-Hazy Center in Chantilly, VA. This engine was built from spare parts and never had a serial number.
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By the late 1950s combat aircraft were capable of Mach 2, and so faster targets had to be developed to keep pace. Northrop designed a turbojet- powered Mach 2 target in the late 1950s, originally designated the Q-4 but later given the designation of AQM-35. In production form, it was a slender dart with wedge-shaped stubby wings, swept conventional tail assembly, and a General Electric J85 turbojet engine, like that used on the Northrop F-5 fighter.
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In the 1950s the British developed mixed power designs to cover the performance gap that existed in then-current turbojet designs. The rocket was the main engine for delivering the speed and height required for high speed interception of high level bombers and the turbojet gave increased fuel economy in other parts of flight, most notably to make sure the aircraft was able to make a powered landing rather than risking an unpredictable gliding return. The Saunders-Roe SR.53 was a successful design and was due to be developed into production when economics forced curtailment of most British aircraft programmes in the late 1950s. The advancement of the turbojet engine output, the advent of missiles, and advances in radar had made a return to mixed power unnecessary.
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A General Electric J85-GE-17A turbojet engine. This cutaway clearly shows the 8 stages of axial compressor at the front (left side of the picture), the combustion chambers in the middle, and the two stages of turbines at the rear of the engine. A turbojet is a type of gas turbine engine that was originally developed for military fighters during World War II. A turbojet is the simplest of all aircraft gas turbines. It consists of a compressor to draw air in and compress it, a combustion section where fuel is added and ignited, one or more turbines that extract power from the expanding exhaust gases to drive the compressor, and an exhaust nozzle that accelerates the exhaust gases out the back of the engine to create thrust.
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Typical temperature vs. entropy (TS) Diagram for a single spool turbojet. Note that 1 CHU/(lb K) = 1 Btu/(lb °R) = 1 Btu/(lb °F) = 1 kcal/(kg °C) = 4.184 kJ/(kg·K). Temperature vs.
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The J102-100 is an axial flow turbojet that was first run in March 1991. In 1997 it was being considered for use in a sea-skimming supersonic target for the United States Navy. .
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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.
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As turbojet engines are most efficient at high speeds, the experimental research has focused in applications for high-speed passenger services, rather than the heavier trains (with more frequent stops) used for freight services.
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Data from: Aircraft Engines of the World 1964/65 ;M45A: A compact moderate thrust turbojet. ;M45A-3:for civil applications. ;M45AF:Aft-fan turbofan engine intended for civil aircraft. ;M45B:Turbojet with afterburning for military aircraft.
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Powered by a Goblin 35 turbojet; 731 were built by DH and Fairey Aviation. Some fitted with ejection seats. ;Sea Vampire F.20: naval version of the FB.5; 18 built by English Electric.
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It made its initial flight in the Consolidated Vultee XP-81 on 21 December 1945. The T31 was mounted in the nose; an Allison J33 turbojet engine mounted in the rear fuselage provided added thrust.
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The Canberra structure is mainly metal, with only the forward portion of the tail-fin made from wood.Halpenny 2005, p. 59. Thrust was provided by a pair of axial flow Rolls-Royce Avon turbojet engines.
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Design point calculations for other gas turbine engine types are similar in format to that given above for a single spool turbojet. The design point calculation for a two spool turbojet, has two compression calculations; one for the Low Pressure (LP) Compressor, the other for the High Pressure (HP) Compressor. There is also two turbine calculations; one for the HP Turbine, the other for the LP Turbine. In a two spool unmixed turbofan, the LP Compressor calculation is usually replaced by Fan Inner (i.e.
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The original air-breathing gas turbine jet engine was the turbojet. It was a concept brought to life by two engineers, Frank Whittle in England UK and Hans von Ohain in Germany. The turbojet compresses and heats air and then exhausts it as a high speed, high temperature jet to create thrust. While these engines are capable of giving high thrust levels, they are most efficient at very high speeds (over Mach 1), due to the low-mass-flow, high speed nature of the jet exhaust.
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Another major difference is that the bearing system is lubricated by fuel rather than a separate oil system. Finally, the engine is much more "electric" than the TRI-60. It has a permanent magnet based generator (270 V DC) mounted directly on the engine shaft, which older engines lacked, as well as an ECU controlled fuel metering system.RIDEAU, Jean- François, GUYADER, Gilles, CLOAREC, Alain (2008). MICROTURBO Families of Turbojet Engine for Missiles and UAV’s From the TR60 to the new bypass turbojet engine generation.
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Sustained high speeds would be impossible with the high fuel consumption of reheat, and the plane used afterburners at takeoff and to minimize time spent in the high-drag transonic flight regime. Supersonic flight without afterburners is referred to as supercruise. A turbojet engine equipped with an afterburner is called an "afterburning turbojet", whereas a turbofan engine similarly equipped is sometimes called an "augmented turbofan". A "dump-and-burn" is an airshow display feature where fuel is jettisoned, then intentionally ignited using the afterburner.
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In 1987, N Tanatsugu published "Analytical Study of Space Plane Powered by Air-Turbo Ramjet with Intake Air Cooler." part of Japan's ISAS (now JAXA) study into an Air-Turbo Ramjet (ATR, later ATREX after the addition of an expander cycle) intended to power the first stage of a TSTO spaceplane. ATREX was superseded by the Preecooled Turbojet (PCTJ) and Hypersonic Turbojet studies. A liquid nitrogen precooled hydrogen burning test engine was flown at Mach 2 at Taiki Aerospace Research Field in September 2010.
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Development was still underway in late 1943 when BMW decided the project wasn't worthwhile. With their BMW 003 axial-flow turbojet engine finally maturing and considerably larger models of turbojet and even turboprop powerplants entering the prototype phase from both BMW and their competitors, it appeared that large piston engines weren't worth building. Postwar, the British scientific mission's leader, Sir Roy Fedden, called it "interesting and innovative" quoted in Christopher, p. 81 and considered it "one of the most interesting piston engines seen in Germany".
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W-300 is a high subsonic drone developed by HTZC. W-200 is turbojet-powered with W is the short for Pinyin Wo-pen (涡喷), abbreviation for turbojet in Chinese. W-200 has a cylindrical fuselage with swept wing, and fuselage mounted tailplane. The nosecone of W-200 is not as pointed as that of H-300, a possible indications of W-200 might have lower speed than H-300, and the inlet is located atop the fuselage at the end of the empennage.
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The Arrow Mark 1 was the initial version powered by two Pratt & Whitney J75 turbojet engines that produced of thrust each. The Mk 1 was used for development and flight testing. Five were completed.Donald, David, ed.
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Kurt Schreckling (born 1939) is a German technician, who pioneered home- constructed turbojet engines for model aircraft. He is also an amateur astronomer specialized in optical measurements. The asteroid 489603 Kurtschreckling was named in his honor.
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Modern turbofans are a development of the turbojet; they are basically a turbojet that includes a new section called the fan stage. Rather than using all of its exhaust gases to provide direct thrust like a turbojet, the turbofan engine extracts some of the power from the exhaust gases inside the engine and uses it to power the fan stage. The fan stage accelerates a large volume of air through a duct, bypassing the engine core (the actual gas turbine component of the engine), and expelling it at the rear as a jet, creating thrust. A proportion of the air that comes through the fan stage enters the engine core rather than being ducted to the rear, and is thus compressed and heated; some of the energy is extracted to power the compressors and fans, while the remainder is exhausted at the rear.
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Turbojet operation over the complete flight envelope from zero to Mach 3+ requires features to allow the compressor to function properly at the high inlet temperatures beyond Mach 2.5 as well as at low flight speeds.U.S.Patent 3,344,606 "Recover Bleed Air Turbojet" Robert B. Abernethy The J58 compressor solution was to bleed airflow from the 4th compressor stage at speeds above about Mach 2.sr-71.org Blackbird Manual Section 1 Description and Operation page 1-20 The bleed flow, 20% at Mach 3, was returned to the engine via 6 external tubes to cool the afterburner liner and primary nozzle as well as to provide extra air for combustion.enginehistory.org Presentation by Pete Law "SR-71 Propulsion, Part 2" The J58 engine was the only operational turbojet engine, being designed to operate continuously even at maximum afterburning, for Mach 3.2 cruise.
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Powered by both a 2,100 hp (1,566 kW) Pratt & Whitney R-2800 Double Wasp propeller engine, and an Allis-Chalmers J36 turbojet, the aircraft was in theory the fastest fighter in the US Navy at that time.
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The Aerowagon was a precursor to the German Schienenzeppelin railcar, the American M-497 Black Beetle railcar and the Soviet turbojet train, all three of them being experimental vehicles featuring the combination of railcar and aircraft engine.
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American Helicopter Society. Accessed on 8 November 2008. The second XH-51A (serial number 61-51263) was subsequently converted by adding wings with a span of 16.1 ft (4.9 m), and a 2,900 lbf (12.9 kN) Pratt & Whitney J60-2 turbojet engine mounted on the left wing to increase performance. The XH-51A Compound first flew without powering up the turbojet on 21 September 1964, while tests were conducted for balance and handling. The aircraft's first flight as a true compound helicopter took place on 10 April 1965.
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On 2 March 1953, the first prototype Trident I conducted the type's maiden flight; flown by test pilot Jacques Guignard, the aircraft used the entire length of the runway to get airborne, being powered only by its turbojet engines. It was initially flown without any rocket engine installed, relying solely upon its turbojet engines instead.Pelt 2012, pp. 160–161. According to aviation author Bill Gunston, the early test flights of the SO.9000 were 'hairy' prior to the installation of the rocket motor, which first occurred during September 1954.
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GE J79 turbojet exhaust (red coloring added by Technik Museum Sinsheim, Germany) The F-104 was designed to use the General Electric J79 turbojet engine,Donald 1997, p. 578. fed by side-mounted intakes with fixed inlet cones optimized for performance at Mach 1.7 (increased to Mach 2 for later F-104s equipped with more powerful J79-GE-19 engines).Davies 2014, p. 10. Unlike some supersonic aircraft, the F-104 did not have variable-geometry inlets; instead at high Mach numbers excess air was bypassed around the engine.
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The Gloster Meteor was the first British jet fighter and the Allies' only jet aircraft to achieve combat operations during World War II. Meanwhile, in Britain the Gloster E28/39 had its maiden flight on 15 May 1941 and the Gloster Meteor finally entered service with the RAF in July 1944. These were powered by turbojet engines from Power Jets Ltd., set up by Frank Whittle. The first two operational turbojet aircraft, the Messerschmitt Me 262 and then the Gloster Meteor entered service within three months of each other in 1944.
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Prototype one month before its 9 May 1967 first flight By 1960, Dutch aircraft manufacturer Fokker was engaged in multiple programmes; these included military aircraft such as the Bréguet Br.1150 Atlantic and the Lockheed F-104 Starfighter, as well as the commercially successful turboprop-powered F27 Friendship airliner. Around this time, British European Airways (BEA) released a specification that called for a high speed regional airliner powered by turbojet engines.Eden 2016, p. 124. In response, Fokker took an interest in developing its own turbojet- powered short-haul airliner.May 1963, p. 25.
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Two prototype aircraft were ordered on 11 February 1944 that were designated XP-81. The engine selection was an attempt to couple the high-speed capability of the jet engine with the endurance offered by the propeller engine. The XP-81 was designed to use the General Electric TG-100 turboprop engine (later designated XT31 by the US military) in the nose driving a four-bladed propeller and a GE J33 turbojet in the rear fuselage. The turboprop would be used for normal flight and cruising and the turbojet added for high-speed flight.
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The YF120's variable cycle system worked by varying the bypass ratio of the engine for different flight regimes, allowing the engine to act like either a low bypass turbofan or nearly a turbojet. As a low bypass turbofan (like competitor F119), the engine performed similarly to comparable engines. When needed, however, the engine could direct more airflow through the hot core of the engine (like a turbojet), increasing the specific thrust of the engine. This made the engine more efficient at high altitude, high thrust levels than a traditional low bypass turbofan.
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A scramjet cannot produce efficient thrust unless boosted to high speed, around Mach5, although depending on the design it could act as a ramjet at low speeds. A horizontal take-off aircraft would need conventional turbofan, turbojet, or rocket engines to take off, sufficiently large to move a heavy craft. Also needed would be fuel for those engines, plus all engine-associated mounting structure and control systems. Turbofan and turbojet engines are heavy and cannot easily exceed about Mach2–3, so another propulsion method would be needed to reach scramjet operating speed.
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Propeller engines are most efficient for low speeds, turbojet engines – for high speeds, and turbofan engines – between the two. Turbofans are the most efficient engines in the range of speeds from about , the speed at which most commercial aircraft operate.. Turbofans retain an efficiency edge over pure jets at low supersonic speeds up to roughly . In a zero-bypass (turbojet) engine the high temperature and high pressure exhaust gas is accelerated by expansion through a propelling nozzle and produces all the thrust. The compressor absorbs all the mechanical power produced by the turbine.
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The design was named for its resemblance to the manta ray.Gunston 1981, p. 67. The thick wing roots contained the air intakes feeding a single turbojet engine. Fuel was contained both in the wings and the deep fuselage.
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Due to a lack of suitable turbojet engines for missile usage, the Gorgon IIIB was cancelled before any vehicles had been built. However a derivative, the TD2N target drone, was produced, with nine aircraft being produced and tested.
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The ALAS flies at low altitude and has small radar and infrared (heat) signatures due to using a turbofan motor instead of a turbojet. In recent years, the ALAS platform has found a secondary use as a UAV.
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The first delivery to the Brazilian army are expected to be done by 2016, however all development stages are expected to be fully cleared by 2021. Flight test with the turbojet are expected to commence in mid 2013.
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3 turbojet. The company was contracted to build three prototypes, the first aircraft flying on the 26 July 1957. The second aircraft incorporated improvements and had a slightly longer fuselage. Development was discontinued and only two aircraft were built.
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A cutaway General Electric J31 (I-16) turbojet engine based on the W.1/W.2B With the W.2 design proceeding smoothly, Whittle was sent to Boston, Massachusetts in mid-1942 to help the General Electric jet programme.
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The resulting engine was a small, simple axial-flow turbojet. The first pre-production engine began flight testing in a Curtiss C-46 testbed in February 1960, with production deliveries beginning in April 1962.Taylor 1966, pp. 492–493.
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Donald 1997, pp. 585–86. The U-2C and TR-1A variants used the more powerful Pratt & Whitney J75 turbojet. The U-2S and TU-2S variants incorporated the more powerful General Electric F118 turbofan engine.Donald 2003, p. 7.
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Widely exported. ;Turbo-Mentor 34C :Civilian version ;Allison Turbine Mentor :Conversion of surplus T-34 Mentors to be powered by Allison Model 250 turboprop engines.Taylor 1988, p. 325. ;Model 73 Jet Mentor:Powered by a Continental J69-T-9 turbojet engine.
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Mason 1992, p. 339. On the initial flight, an uncontrollable yawing motion was discovered, which led to a redesigned larger rudder; however, no difficulties had been attributed to the groundbreaking turbojet propulsion.Butler and Buttler 2006, p. 15.Shacklady 1962, p. 21.
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The eleven preproduction machines that followed were designated Mystère IIC, nine of which were fitted with the SNECMA Atar 101C axial-flow turbojet, rated at thrust, while two were experimentally fitted with the afterburning Atar 101F, with an afterburning thrust of .
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The first was to be fitted with four Rolls-Royce RA.3 Avon turbojet engines, while the second was to be fitted with four Armstrong Siddeley Sapphire engines and was designated the Type 667.Andrews and Morgan 1988, p. 438.
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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.
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The aircraft was powered by a single Tumansky RU-19 turbojet, mounted above the wing. The Be-1 was also equipped with landing gear. The aircraft was operated between 1961 and 1964. The first flight from water was made in 1964.
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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.
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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.
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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'.
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Family tree of Sabre & Fury variants ;XFJ-2: Test and evaluation aircraft; three built. ;FJ-2 Fury: Single-seat fighter-bomber aircraft, equipped with folding wings; powered by one General Electric J47-GE-2 turbojet; 200 built. ;FJ-3 Fury (after 1962 F-1C): Single-seat fighter-bomber version, powered by the more powerful Wright J65-W-2 or J65-W-4 turbojet engine; 538 built. ;FJ-3M Fury (after 1962 MF-1C): Improved version of the FJ-3, with the ability to carry AIM-9 Sidewinder air-to-air missiles; 194 FJ-3 converted to this standard.
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In 1955, the Czechoslovakian aero-engine company Motorlet commenced design of a new turbojet engine to power the Aero L-29, a jet trainer being designed by Aero for a competition to equip all Warsaw Pact air forces. The resulting design, designated Motorlet M-701 was a single shaft centrifugal compressor turbojet and was the first jet engine designed in Czechoslovakia (although Motorlet had previously built the Klimov VK-1 under license). The M-701 was first run in 1958, and engine no.4 was tested on an Avia B-228 flying laboratory in December 1959.
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Unlike a typical jet engine, such as a turbojet or turbofan engine, a scramjet does not use rotating, fan-like components to compress the air; rather, the achievable speed of the aircraft moving through the atmosphere causes the air to compress within the inlet. As such, no moving parts are needed in a scramjet. In comparison, typical turbojet engines require multiple stages of rotating compressor rotors, and multiple rotating turbine stages, all of which add weight, complexity, and a greater number of failure points to the engine. Due to the nature of their design, scramjet operation is limited to near- hypersonic velocities.
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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.
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In high-speed flight, the incoming air has a very high dynamic pressure and aerodynamic deceleration results in a rise in static pressure and temperature. Temperatures can rise above the material limits of the compressor blades in a conventional turbojet. A strategy to alleviate this problem is to place a heat exchanger downstream of the inlet in order to reduce gas temperatures prior to mechanical compression. Similar to the deep-cooled turbojet or the liquefied air cycle engine (LACE), energy extracted from the incoming air in the DASS engine is added back into the system downstream as sensible heat in the fuel stream.
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The initial Volksjäger competition in the second half of 1944 required the use of the BMW 003 powerplant. The Focke-Wulf Volksjäger 1, the first model of the Focke-Wulf project, was an innovative-looking single-jet aircraft. It was designed to be powered by one BMW 003 A1 turbojet as an actual contract competitor to the He 162A Spatz, the winner of the Volksjäger design competition and the selected Volksjäger aircraft to be mass-produced.The Heinkel He-162 Volksjaeger The air intake of the turbojet engine was placed in the front and the engine itself in the lower fuselage.
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The initial variant of the Lancer was to be the CL-1200-1, powered by a single J79-GE-19 turbojet which was an uprated version of the engine used in the F-104. The second, more advanced variant, the CL-1200-2, was to have redesigned center and rear fuselage sections that could accommodate a modern turbofan engine as an improvement on the J79 turbojet. This turbofan engine was to be the Pratt & Whitney TF30-P-100 as used in the F-111F. The TF-30-P-100 would have provided a 60 percent increase in thrust at maximum power.
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The small size of the Mirage I restricted its armament to a single air-to-air missile, and it was decided during flight trials that the aircraft was too small for the carriage of a useful armament. Following the completion of flying trials, the Mirage I prototype was eventually scrapped. Dassault was keen to produce a successor to the Mirage I prototype; at one point, the firm was considering the production of an enlarged version, known as the Mirage II, which would have been furnished with a pair of Turbomeca Gabizo turbojet engines. However, the Mirage II ultimately remained unbuilt as it was bypassed for an even more ambitious design, being 30 per cent heavier than the original Mirage I, powered by the newly developed Snecma Atar afterburning turbojet engine, capable of generating up to of thrust. The Atar was an axial-flow turbojet design, having been derived from the German Second World War-era BMW 003 engine.
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The Patchway factory in South Gloucestershire produced military aeroplane engines including the Olympus two-spool turbojet (from which the engine for Concorde was developed), the Orpheus turbojet for the Folland Gnat light fighter/trainer aircraft, the Pegasus two shaft medium bypass ratio vectored thrust turbofan for the Hawker Siddeley P.1127/Kestrel/Harrier VSTOL ground attack aircraft, the Proteus turboprop for the Bristol Britannia airliner and the Viper turbojet for the Hawker Siddeley HS.125. Bristol Siddeley had under development another vectored thrust turbofan, the "plenum chamber burner" (similar to an afterburner) equipped BS100, which was intended for the supersonic Hawker Siddeley P.1154 VSTOL fighter, but the project was cancelled in 1965. The two shaft BS143 was proposed for the MRCA (later the Tornado), but the takeover by RR caused the adoption of the three shaft RB199 instead. Hypersonics were explored in a shock tube near the High Altitude Test Plant (HATP) at Bristol, in support of BS1012 hypersonic engine thinking.
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Having two wings, one each end of the aircraft, movements of the centre of gravity due to fuel or ammunition use were less of a problem. The Miles M.52 was a turbojet-powered supersonic research aircraft project that was cancelled before completion.
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In 1943, a version using a more conventional mechanical supercharger began production. After World War II, V12 engines became generally obsolete in aircraft due to the introduction of turbojet and turboprop engines that had more power for their weight, and fewer complications.
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Introduced at Airventure 2009. Powered by a Czech-built PBS TJ-100 turbojet engine mounted above the aft fuselage, with the exhaust exiting between the Y-tail. The SubSonex achieved first engine test runs in December 2009. The engine produces of thrust.
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Takeoff weight was increased to initially and to with the higher-rated JT4As and center section tanks. Its first flight was on January 11, 1958; 69 turbojet 707-320s were delivered through January 1963, the first passengers being carried (by Pan Am) in August 1959.
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Simply because he believes he is the part. Watch him laugh, cry or bond with his remote controlled alien friend and note his nuanced turn." A Rediff.com critic agreed that Roshan was "the turbojet that propels the film to the realm of the extraordinary.
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Ishikawajima Ne-20 turbojet on display at Steven F. Udvar-Hazy Center Three Ne-20s have been preserved to the present day, one at Ishikawajima-Harima's internal company museum in Tanashi, and two at the Smithsonian's National Air and Space Museum in Washington, DC.
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Sergey Stechkin was born on September 6, 1920 in Moscow. His father (Boris Stechkin) was a Soviet turbojet engine designer, academician. His great uncle, N.Ye. Zhukovsky, was the founding father of modern aero- and hydrodynamics. His maternal grandfather, N.A. Shilov, was a notable chemist.
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Olympus BOl.1 turbojet. In the jet engine application, the compressor faces a wide variety of operating conditions. On the ground at takeoff the inlet pressure is high, inlet speed zero, and the compressor spun at a variety of speeds as the power is applied.
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The Jindivik Mk.1 was powered by an Armstrong Siddeley Adder (ASA.1) turbojet, which had been developed as a disposable engine for the project. Only 14 Mk.1s were ever made. The Mk.2 was powered by a Flight 1956 Armstrong Siddeley Viper engine.
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Alexander Kartveli, born Aleksandre Kartvelishvili, () (September 9, 1896 – June 20, 1974) was an influential Georgian aircraft engineer and a pioneer in the United States. Kartveli achieved important breakthroughs in military aviation in the time of turbojet fighters. (June 30, 2002). Retrieved on October 17, 2011.
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The P-500 Bazalt (; ) is a turbojet-powered, supersonic cruise missile used by the Soviet and Russian navies. Its GRAU designation is 4K80 P-500 Bazalt and its NATO reporting name is SS-N-12 Sandbox, modern version is P-1000 Vulkan AShM SLCM.
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Most commercial aviation jet engines in use today are of the high-bypass type, and most modern military fighter engines are low-bypass. Afterburners are not used on high-bypass turbofan engines but may be used on either low-bypass turbofan or turbojet engines.
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Neil Burgess Jr. (1918–1997) was a leading American aircraft propulsion engineer and designer. Working at General Electric with Gerhard Neumann, they won the 1958 Collier Trophy for their work on the General Electric J79 turbojet engine which powered the Lockheed F-104 Starfighter.
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Neither did the POI have available for > consultation or assistance air carrier inspectors assigned to other offices > to fulfill her responsibilities. Apparently, she had become so dependent on > other inspectors in surveilling Midwest Express that her own role was > reduced primarily to administrative matters. The absence of first-hand > knowledge of the carrier and her lack of experience in turbojet air carrier > operations severely handicapped her ability to perform the quality of > surveillance required to detect shortcomings of FAR 121 airline operation. > The Safety Board believes that the experience level of the POI was > inappropriate for her assignment as the POI of a new air carrier operating > turbojet equipment.
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Only two were built. In the 1950s, the British developed mixed-power jet designs employing both rocket and jet engines to cover the performance gap that existed in turbojet designs. The rocket was the main engine for delivering the speed and height required for high-speed interception of high-level bombers and the turbojet gave increased fuel economy in other parts of flight, most notably to ensure the aircraft was able to make a powered landing rather than risking an unpredictable gliding return. The Saunders-Roe SR.53 was a successful design, and was planned for production when economics forced the British to curtail most aircraft programs in the late 1950s.
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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.
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Gunston 1981, pp. 218–219. Out of these studies, one particular design, led by aircraft engineer Lucien Servanty, emerged of a shoulder-wing monoplane which was capable of supersonic speeds. The envisioned aircraft made use of a mixed-propulsion configuration, being primarily powered by a single SEPR-built rocket engine and augmented with a set of wing-tip mounted turbojet engines; operationally, both rocket and turbojet engines were to be used to perform a rapid climb and interception at high altitudes, while the jet engines alone would be used to return to base. The rocket engine selected was based upon the unit used upon the Matra M.04 missile.
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Turbojet engine A turbojet engine is a gas turbine engine that works by compressing air with an inlet and a compressor (axial, centrifugal, or both), mixing fuel with the compressed air, burning the mixture in the combustor, and then passing the hot, high pressure air through a turbine and a nozzle. The compressor is powered by the turbine, which extracts energy from the expanding gas passing through it. The engine converts internal energy in the fuel to kinetic energy in the exhaust, producing thrust. All the air ingested by the inlet is passed through the compressor, combustor, and turbine, unlike the turbofan engine described below.
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Canadair gave the Sabre the project number CL-13. Canadair produced six versions of the CL-13 Sabre. The sole Sabre Mk.1 was essentially the same as the North American Sabre F-86A. It had a General Electric J47-GE-13 turbojet of 5,200 lbf (23 kN) thrust. The Sabre Mk.2 had the same engine, although after the first 20 aircraft were produced, the remainder of the production run was distinguished in having power-assisted controls and an "all-flying" tailplane. The sole Sabre Mk 3 was the first of the Canadian Sabres to use the Avro Canada Orenda turbojet (Orenda 3 with 6,000 lbf (27 kN) thrust).
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The Firebee could be air-launched from a specially modified launch aircraft (Douglas A-26 Invader was first to be used for this), or ground-launched with a single RATO booster. Following successful evaluation the target was ordered into production for the USAF as the Q-2A, powered by a Continental J69-T-19B turbojet engine with of thrust. The Air Force then obtained small numbers of a Q-2B with a more powerful engine for high-altitude performance. The U.S. Navy bought the Firebee as the KDA-1 which was mostly similar to the Q-2A, differing mainly in its powerplant: a Fairchild J44-R-20B turbojet with thrust.
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The first version of the missile was created in 1999, however, the development of the missile officially started in September 2001. Eventually, the original specifications underwent a major modification, including removal of the retractable wings and addition of composite materials. The missiles uses solid-fuel rockets for launching, and a turbojet during the subsonic cruise flight The missile indigenous turbojet engine is a variant of the Turbomachine TJ1000, developed by Turbomachine company and being used by Avibras under a manufacturing license agreement. AV-TM-300 AV- TM-300 and AV-SS-150 The Brazilian Army signed an initial order contract in November 2012, investing $100 million in the development phase.
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Like the AC-130 that preceded it, the AC-119 proved to be a potent weapon. The AC-119 was made more deadly by the introduction of the AC-119K "Stinger" version, which featured the addition of two General Electric M61 Vulcan 20 mm cannon, improved avionics, and two underwing-mounted General Electric J85-GE-17 turbojet engines, adding nearly of thrust. Other major variants included the EC-119J, used for satellite tracking, and the YC-119H Skyvan prototype, with larger wings and tail. In civilian use, many C-119s feature the "Jet-Pack" modification, which incorporates a Westinghouse J34 turbojet engine in a nacelle above the fuselage.
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Cotai Water Jet (; ) is a company that operates high-speed ferry services between the Special Administrative Regions of Macau and Hong Kong. It is one of the two companies operating high-speed ferry services between the two territories - the other one being TurboJET. The Taipa Ferry Terminal in Macau is used by this ferry route to enable easy access to The Venetian Macao in Cotai, although it is also chosen by some because of its proximity to Taipa, Cotai and Coloane in comparison to the Outer Harbour Ferry Terminal (Terminal Marítimo) used by TurboJET on the Macau Peninsula. The Cotai Water Jet is a subsidiary of Las Vegas Sands.
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Gibson, James N. The Navaho Missile Project: The Story of the Know-How missile of American Rocketry. Atglen, Pennsylvania: Schiffer Publishing, 1996. . The X-10 was powered by two Westinghouse J40 turbojet engines with afterburners, and equipped with landing gear for conventional take off and landing.
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The Lansen was powered by an afterburning Svenska Flygmotor RM5 turbojet engine, which was a license- produced Rolls-Royce Avon RA.3/Mk.109 engine manufactured by Svenska Flygmotor.Wagner 2009, pp. 53–54. For easy maintenance access to the engine, the aircraft's entire aft fuselage was detachable.
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Georgian Air Force Aero L-29 Private Aero L-29C Delfin ES-XLP Reconnaissance Delfín Motorlet M701 turbojet engine ; : National Air Force of Angola – 6 L-29s were in service as of December 2016. ; : Army Air Section - 4 L-29s were in service as of December 2016.
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The J-6 has a maximum speed at altitude of 1,540 km/h (960 mph), Mach 1.45. Service ceiling is 17,900 m (58,700 ft). Combat radius with two drop tanks is about 640 km (400 mi). Powerplant is two Liming Wopen-6A (Tumansky R-9) turbojet engines.
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30: single-seat fighter-bomber version for the RAAF. Powered by Rolls-Royce Nene turbojet; 57 built in Australia. ;FB.31: Nene-engined, 23 built new in Australia & 28 F.30 converted to FB.31 ;F.32: One Australian F.30 converted with air conditioning. ;T.
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Ed Woll (died 2010) was an American Engineer who developed the first modern gas turbine engines for General Electric. Woll led development of the T58, T64, and T700 Turboshaft engines. Woll also led the F404, F101, F110 Turbojet military engines and GE27, and CFM56 civilian engines.
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The total engine represented a design compromise to minimize the use of strategic materials and to simplify manufacture. With the lower-quality steels used in the 004B, the engine required overhaul after just 25 hours for a metallurgical test on the turbine. If it passed the test, the engine was refitted for a further 10 hours of usage, but 35 hours marked the absolute limit for the turbine wheel.CIOS XXIV-6 "Gas Turbine Development: BMW-Junkers-Daimler-Benz" London, 1946 p. 24 While BMW's and Junkers' axial compressor turbojet engines were characterised by a sophisticated design that could offer considerable advantage – also used in a generalized form for the contemporary American Westinghouse J30 turbojet – the lack of rare materials for the Jumo 004 design put it at a disadvantage compared to the "partly axial-flow" Power Jets W.2/700 turbojet engine which, despite its own largely centrifugal compressor-influenced design, provided (between an operating overhaul interval of 60–65 hoursThe Gloster Meteor, 1962 p.28) an operational life span of 125 hours.
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A number of Bristol Siddeley engines continued to be developed under Rolls-Royce including the Olympus turbojet – including the joint development Bristol started with Snecma for Concorde – and the Pegasus. The astronomical names favoured by Bristol indicated their heritage in a Rolls-Royce lineup named after British rivers.
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By this time, World War II had progressed to where the need was for long-range escort fighters and not high-speed interceptors. Furthermore, the advent of the new turbojet-powered interceptors showed greater promise for the interceptor role. Thus, the production order for the P-72 was cancelled.
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An intake failure could lead to a double or triple engine failure. The advantage of the ducted fan over the turbojet was reduced airport noise but with considerable economic penalties with its larger cross-section producing excessive drag.Birtles, Philip. Concorde, pp. 62–63. Vergennes, Vermont: Plymouth Press, 2000. .
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The Martel fuselage forms the basis for the Sea Eagle anti-ship missile with a turbojet to improve range, while the French used it to develop ARMAT, an advanced ARM missile in the 1980s. For ARM functions, the RAF adopted a totally new and much smaller missile, the ALARM.
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An unusual feature of the engine was that the fuel/oxidiser pump was externally driven, by a drive from the gearbox of the P.1072's turbojet engine. This feature continued into the first versions of the subsequent Screamer engine, but was later replaced with a turbine-driven turbopump.
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It provides ferry services to Hong Kong. The terminal provides 12 berths for hydrofoils and 2 for ferries. The pier features a heliport, providing an alternative to TurboJET. The terminal building is a two-storey structure with arrivals on the lower level and departures on the upper level.
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The 0.22 was the first attempt at a practical application of the ramjet technology that had been developed in the 0.10 and 0.21 research aircraft over the previous years. Unlike all previous Leduc aircraft, it featured swept wings and a coaxial turbojet-ramjet powerplant to enable unassisted operation.
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Experimental Aircraft . Airpower.au.af.mil. Retrieved on October 17, 2011. initially planned as a four-engine postwar transport; American Airlines canceled its orders and only two prototypes were built for the US Air Force. Shortly after the end of World War II a new concept of turbojet fighters would emerge.
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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.
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The first operational jet fighter was the Messerschmitt Me 262,Hecht, Heinrich. The World's First Turbojet Fighter – Messerschmitt Me 262. Atglen, Pennsylvania: Schiffer Publishing, 1990. . manufactured by Germany during World War II, which entered service on 19 April 1944 with Erprobungskommando 262 at Lechfeld just south of Augsburg.
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Focke-Wulf produced three different designs of the project that would have been powered by two Heinkel HeS 011 turbojet engines. The innovative-looking series of jet bombers was designed by H. von Halem and D. Küchemann.Karl-Heinz Ludwig, Technik und Ingenieure im Dritten Reich. Athenäum-Verlag, Königstein/Ts.
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The turbojet engine was mounted in the rear fuselage and was fed by ducts in each wing root.Koehnen 1983, p. 3. The most unusual feature of the aircraft was its use of "Metalite" for its skin. This was made of balsa, sandwiched between two thin sheets of aluminum.
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The later TU-144D featured turbojet engines with comparable efficiency. These limitations meant that SST designs were not able to take advantage of the dramatic improvements in fuel economy that high bypass engines brought to the subsonic market, but they were already more efficient than their subsonic turbofan counterparts.
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The YJ93 started life as the General Electric X275, an enlarged version of the General Electric J79 turbojet. This evolved to the X279 when Mach 3 cruise became a requirement, and ultimately became the YJ93.Jenkins, Dennis R. and Tony R. Landis. Valkyrie: North American's Mach 3 Superbomber.
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The Bristol Phoebus was an early turbojet engine developed by Bristol Engines. It was based on the gas generator core of the Bristol Proteus. The Phoebus was used for development but only a handful were made. As with other Bristol engines, it took its name from classical mythology.
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The Turana had a composite metal/fibre glass structure and was powered by a Microturbo Cougar 022 Turbojet. The Turana was first flown from Woomera in August 1971. The program was cancelled in 1979 as water ingress during recovery of the drone was causing failure of the electronics.
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For example, the way the compressor operates is determined by the flow resistances behind it, which occur in the combustor, turbine, tailpipe and propelling nozzle."Jet Propulsion for Aerospace Applications" Second edition,Hesse and Mumford, Pitman Publishing Corporation 1964, p172 Matching may be defined as designing, sizing, and manipulating the operating characteristics"Method for Determining Component Matching and Operating Characteristics for Turbojet Engines" David G. Evans, Lewis Research Center of the compressor, turbine and propelling nozzle. Three fundamental observations are built upon"Method for Determining Component Matching and Operating Characteristics for Turbojet Engines" David G. Evans, Lewis Research Center. Table 1 "Development of Matching Parameters" as outlined below to develop the required understanding to match the components efficiently.
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In 1947, at the behest of the United States Navy, Pratt & Whitney entered into an agreement to produce the Rolls-Royce Nene centrifugal-flow turbojet engine under license as the J42 (company designation JT6), for use in the Grumman F9F Panther fighter aircraft.Connors, p.202 Concerned that the Nene would not have the potential to cope with future weight growth in improved versions of the Panther, Luke Hobbs, vice president of engineering for P&W;'s parent company, the United Aircraft Corporation, requested that Rolls-Royce design a more powerful engine based on the Nene, which Pratt & Whitney would also produce. By 1948, Rolls- Royce had designed the Tay turbojet, also a centrifugal-flow design.
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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.
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Constructed mainly of light alloys, the Griffon comprised a large tubular fuselage which supported the middle set delta wings, fin with rudder and the forward fuselage, which extended forwards over the turbo-ramjet air intake. The forward fuselage housed the single-seat cockpit and carried small delta canards on either side of the cockpit. The tricycle undercarriage retracted into the wings and the underside of the air intake. The design of the Griffon featured a dual turbojet-ramjet powerplant, with the turbojet enabling unassisted takeoffs (ramjets cannot produce thrust at zero airspeed and thus cannot move an aircraft from a standstill) and the ramjet producing extra thrust at airspeeds above 1,000 km/h (600 mph).
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At Wright Field, Warden was promoted to lieutenant colonel and became chief of the Engineering Division, Bombardment Branch in May 1945. In that position, Warden had responsibility over the Northrop XB-35, Convair XB-36, Douglas XB-42, and the Boeing XB-52 programs. By 1945, there was a serious debate regarding the development of the next generation of long-range strategic Air Force bombers – propeller-driven engines versus turbojet engines – with emphasis on size of the bomber, cost, and effective flight range. Warden became an advocate for a turbojet heavy bomber and was designated the project officer when Boeing was awarded the contract to build the experimental aircraft with turboprop engines.
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The operating and support costs of the Skyfox were less than that of the T-33 and could compete with the costs of the Hawk and the Alpha Jet. Structural improvements, avionics upgrades, electrical rewiring, airframe and systems refurbishment, and powerplant modifications resulted in low cost, low maintenance hours, and low spare parts consumption. The two TFE371-3A turbofans that powered the Skyfox together weighed 17 per cent less than the single J33-A-35 turbojet of the T-33, while producing 60 percent more thrust and consuming 45 percent less fuel. The TFE371-3A turbofan had a ten-fold increase in time between overhauls (TBO) compared with the J33-A-35 turbojet.
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Jet aircraft use such engines for long-distance travel. Early jet aircraft used turbojet engines that were relatively inefficient for subsonic flight. Most modern subsonic jet aircraft use more complex high-bypass turbofan engines. They give higher speed and greater fuel efficiency than piston and propeller aeroengines over long distances.
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The Su-9 was the first Soviet aircraft to use hydraulic-powered controls.Gordon, pp. 116, 119–20 A Soviet copy of the Junkers Jumo 004B turbojet, known as the RD-10, was hung under each wing in a streamlined nacelle. The aircraft had a tricycle undercarriage that retracted into the fuselage.
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On 29 November 2013, a TurboJET double decker ferry with 105 passengers crashed with an unknown object.Hong Kong ferry accident leaves 85 injured – Channel NewsAsia from 29. November 2013 85 people were injured in the crash. The ferry crashed on Friday morning at 1.15 am, on the way to Macau.
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The Shorts company persevered with the project, redesigning the aircraft six months later. The new design retained the wings and tail of the SB.1 but (at Tom Brooke-Smith's insistence) featured two small turbojet engines housed in a new, light-alloy fuselage. The result was the Short SB.4 Sherpa.
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Safran Helicopter Engines subsidiary Safran Power Units is the leading European manufacturer of turbojet engines for missiles, drones and auxiliary power units. Safran Helicopter Engines has 6,300 employees worldwide, with 5000 based in France. In 2015, the company reportedly produced and delivered 718 new engines, and repaired around 1,700 engines.
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The construction of the nozzles made it possible to move the jet to any side. Kerosene fuel was stored in tanks beside the engine. Control of the turbojet pack was similar to the rocket pack, but the pilot could not tilt the entire engine. Maneuvering was by deflecting the nozzles.
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At one stage Frost, along with Avro's Chief Aerodynamacist Jim Chamberlin, extensively reworked the original design of the fuselage. On 17 May 1949, in response to the programme's progress, an additional agreement was reached to produce ten pre-production fighters along with 30 Avro Orendas, an indigenously-developed turbojet engine.
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44-34586 prototype for a high-speed A-26F powered by two R-2800-83 engines driving four-bladed propellers with a s.t. General Electric J31 turbojet installed in the rear fuselage. The prototype reached a top speed of but the series was cancelled as performance gains were not sufficient.
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Sapphire turbojet engine fitted to an Avro 691 Lancastrian testbed (outer position), June 1954 A testbed aircraft is an aeroplane, helicopter or other kind of aircraft intended for flight research or testing the aircraft concepts or on-board equipment. These could be specially designed or modified from serial production aircraft.
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None of the airframes were completed. ;689 Tudor 7 :Tudor 2 fitted with four 1,750 hp (1,305 kW) Bristol Hercules 120 radial piston engines, one prototype only. ;688 Tudor 8 :Jet-engined version of the Tudor 1. Tudor 1 VX195 was fitted with four Rolls- Royce Nene 4 turbojet engines.
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61G Arbalète II: Proposed version, similar to Pa.61F but with retractable foreplanes instead of rudder airbrakes and forward fuselage strakes. ;Pa.61H Arbalète II: Proposed twin Turbomeca Palas turbojet version, otherwise like Pa.61F but without strakes. ;Pa.610 Arbalète III: Proposed four seat version with retractable gear and engine.
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11 May 1956, p. 596 ;J46-WE-18:This variant produced an increased 6,100 lbf (27.1 kN) of A/B thrust for the proposed A2U-1 attack aircraft, an attack variant of the F7U. This variant was canceled with the aircraft program.Westinghouse J46 Axial Turbojet Family, Paul Christiansen, Bleeg Publishing, 2016.
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In September 1948, Republic proposed a mixed-power ground attack development of the Thunderbolt. It was to be powered by an R-2800 engine in the nose and a Westinghouse 24C turbojet in the rear fuselage. However, the USAF was not interested in the design and did not order any prototypes.
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Modern High bypass turbofans are not only more fuel efficient, but also much quieter than older turbojet and low-bypass turbofan engines. On newer engines noise-reducing chevrons further reduce the engine's noise, while on older engines the use of hush kits are used to help mitigate their excessive noise.
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Dr. Ernst Heinkel (24 January 1888 - 30 January 1958) was a German aircraft designer, manufacturer, Wehrwirtschaftsführer in the Third Reich, and member of the Nazi party. His company Heinkel Flugzeugwerke produced the Heinkel He 178, the world's first turbojet aircraft and jet plane, and the Heinkel He 176, the first rocket aircraft.
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Denel Dynamics Skua The Denel Dynamics Skua is a turbojet-engined target drone used to simulate fast-moving attack aircraft during surface-to-air and air-to- air training exercises and weapons tests. It is manufactured by the Denel Dynamics division of the South African state-owned Denel aerospace and defence conglomerate.
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Two cars parked beneath the XH-17 give a sense of scale. The propulsion system was unusual. Two General Electric J35 turbojet engines were used, sending bleed air up through the rotor hub. The blades were hollow, and the hot compressed air traveled through the blades to tip jets where fuel was injected.
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He has fitted motorcycles with war-surplus superchargers intended for aero-engines, and has even built a turbojet into a motorcycle frame (a la the actual MTT Superbike). Unfortunately, his few forays into making a living out of motorcycle engineering foundered, as though predestined, on the rocks of sidekick Malcolm's well-meaning incompetence.
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She was the first president of WAFS post-war organization between the year 1972–1975. Additionally, she was elected mayor of California City for one term in 1978. Also, she served one term as the St. Claire County Airport Commissioner. At seventy-nine, Crews co-piloted a corporate turbojet for almost eighty hours.
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First flown on 26 December 1956 on turbojet power alone, the ramjet was finally fired on the 34th flight, on 18 May 1957. Another 80 flights took place before the cancellation of the project in favour of the more conventional Dassault Mirage III. A second prototype was under construction at the time.
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Anselm Franz (January 21, 1900 - November 18, 1994) was a pioneering Austrian jet engine engineer known for the development of the Jumo 004, the world's first mass-produced turbojet engine by Nazi Germany during World War II,"Air Warfare: an International Encyclopedia: A-L ", Walter J. Boyne. ABC-CLIO, 2002. p. 234, 235. , .
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The 24 July 1944 design by Hans Hornung of a single- seat jet fighter. It was powered by one Heinkel He S 011 turbojet. This was the shortest of all versions with a blunt nose and a v-tail. It had a wingspan of 7.15 m and a length of 6.85 m.
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Flight International, 6 May 1955, p. 583.Flight International 13 June 1958, p. 799. The Jet Provost is equipped with a single Armstrong Siddeley Viper 101 turbojet engine, which is mounted behind the cockpit in a roomy stainless steel-lined engine bay upon a secondary steel- tube structure.Flight International, 6 May 1955, pp.
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33: two-seat training version. Powered by the Goblin turbojet; 36 were built in Australia. ;T.34: two-seat training version for the Royal Australian Navy; five were built in Australia. ;T.34A: Vampire T.34s fitted with ejection seats. ;T.35: modified two-seat training version; 68 built in Australia. ;T.
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Data from:Aircraft Engines of the world 1946 and Design Analysis of BMW 003 Turbojet by Maj Rudolph C Schulte, Project Officer, Turbojet and Gas Turbine Developments, HQ, USAAF ;BMW 003A-1 (TL 109-003):Prototype, / 8,000 rpm / sea level, weight of 609 kg (1,342 lb). ;BMW 003A-2 (TL 109-003):Initial production variant, / 9,500 rpm / sea level. ;BMW 003C (TL 109-003):Improved design, reduced weight A-2, , equal to Jumo 004B) / 9,500 rpm / sea level ;BMW 003D (TL 109-003):Improved design C, / 10,000 rpm / sea level, weight of 649 kg (1,430 lb) [301 kg/664 lb lighter than the HeS 011], one each extra compressor and turbine stage added for higher thrust, only lengthening the engine by overall compared to the A-2. ;BMW 003E :With ventral mounting points for use atop the fuselage, on the Heinkel He 162 and Henschel Hs 132. ;BMW 003R (TLR 109-003):An A-2 subtype turbojet with a BMW 109-718 (RLM powerplant number 109-718) liquid-fuel rocket fixed permanently above the jet exhaust nozzle, running on a hypergolic combination of R-stoff (a.k.a.
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Hans Joachim Pabst von Ohain (14 December 191113 March 1998) was a German physicist, and the designer of the first operational jet engine. His first design ran in March 1937, and it was one of his engines that powered the world's first flyable all-jet aircraft, the prototype of the Heinkel He 178 (He 178 V1) in late August 1939. In spite of these early successes, other German designs quickly eclipsed Ohain's, and none of his engine designs entered widespread production or operational use. Ohain started to develop his first turbojet engine designs independently during the same period that Frank Whittle was working on his own similar designs in Britain, and their turbojet designs are said by some to be an example of simultaneous invention.
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Concorde A Designer's Life The Journey To Mach 2, Ted Talbot 2013, The History Press, , p.48 Rolls-Royce had a design proposal, the RB.169, for the aircraft at the time of Concorde's initial design but "to develop a brand-new engine for Concorde would have been prohibitively expensive" so an existing engine, already flying in the TSR-2 prototype, was chosen. It was the Olympus 320 turbojet, a development of the Bristol engine first used for the Avro Vulcan bomber. Great confidence was placed in being able to reduce the noise of a turbojet and massive strides by SNECMA in silencer design were reported during the programme. However, by 1974 the spade silencers which projected into the exhaust were reported to be ineffective.
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Alan Arnold Griffith (13 June 1893 – 13 October 1963), son of Victorian science fiction author George Griffith, was an English engineer. Among many other contributions he is best known for his work on stress and fracture in metals that is now known as metal fatigue, as well as being one of the first to develop a strong theoretical basis for the jet engine. Griffith's advanced axial-flow turbojet engine designs, were integral in the creation of Britain's first operational axial-flow turbojet engine, the Metropolitan-Vickers F.2 which first ran successfully in 1941. Griffith however had little direct involvement in actually producing the engine, after he moved in 1939 from leading the engine department at the Royal Aircraft Establishment to start work at Rolls Royce.
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In Autumn 1946, the Saab company began internal studies aimed at developing a replacement aircraft for the Saab B 18/S 18 as Sweden's standard attack aircraft.Saab 30 December 1960. p. 1017. In 1948, Saab was formally approached by the Swedish Government with a request to investigate the development of a turbojet-powered strike aircraft to replace a series of 1940s vintage attack, reconnaissance and night-fighter aircraft then in the Flygvapnet: the B 18/S 18, J 21R/A 21R and J 30 (de Havilland Mosquito). Out of several differing design studies performed, including a twin-engine aircraft intended to be powered by a pair of de Havilland Ghost turbojet engines, Saab settled on a single-engine design, which was initially designated the P1150.
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The appearance of the German turbojet-powered Messerschmitt Me 262 near the end of World War II prompted the Soviet Union to develop faster fighter aircraft. Since the USSR lacked a production-ready turbojet engine, development efforts were directed toward mixed-power aircraft utilizing a conventional piston engine-driven propeller for the majority of propulsion with a small rocket or jet engine for bursts of speed. The Su-5 (initially I-107) and the conceptually similar Mikoyan-Gurevich I-250 were designed in 1944. The aircraft first flew on 6 April 1945 and underwent limited flight testing. It was subsequently fitted with a laminar flow wing and attained 793 km/h (428 kn, 493 mph) at 4,350 m (14,270 ft) with the motorjet functioning.
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The aircraft is powered by a Guizhou WP-13 turbojet engine, a copy of the Soviet Tumansky R-13; it is anticipated that a newer, improved engine, will be installed in production aircraft. The air intake for the engine is mounted atop the fuselage, with the engine itself mounted in the rear of the aircraft.
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He had 3,186 flight hours, but only 36 of those hours were on the DC-9, which was the extent of his turbojet experience, and he had not flown at all for the past 24 days. Bruecher was the pilot flying at the time of the accident. The cabin crew consisted of three flight attendants.
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The Mirage IIIV was built in response to a mid-1960s NATO specification for a VTOL strike fighter. Mirage IIIV carries eight RB.162-31 lift engines(generating 5,400 lb thrust each), long-stroke landing gears, and additional covers to reduce impact of the lift engine exhausts. Main engine a SNECMA TF-104 turbojet.
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The engine chosen was the new General Electric J79 turbojet, an engine of dramatically improved performance in comparison with contemporary designs.Bashow 1986, p. 13. The small design powered by a single J79, issued Temporary Design Number L-246, remained essentially identical to the prototype Starfighter as eventually delivered. Lockheed designated the prototype Model 083.
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The Lyulka TR-3A was redesignated as the AL-5 to honor Arkhip Mikhailovich Lyulka in 1950. It was a single-shaft turbojet with a seven-stage axial compressor. It had an annular combustion chamber with 24 nozzles and a single-stage turbine. It had a fixed exhaust nozzle and had a turbine starting unit.
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Erstwhile Kerala Hitech Industries Limited (KELTEC), has been taken over and renamed as Brahmos Aerospace Trivandrum ltd (BATL) and is a General Engineering Work Centre with flexibility to realize a variety of products. The present product-mix includes major systems required for the Launch Vehicle & Satellite and non-rotating Systems of Turbojet Aircraft Engine.
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VA-63 FJ-4Bs in 1958. Family tree of Sabre & Fury variants ;XFJ-4 :Two prototypes with a J65-W-4 engine and re-designed fuselage. ;YFJ-4 :One FJ-4 used for development testing. ;FJ-4 Fury : Single-seat fighter-bomber version, powered by a Wright J65-W-16A turbojet engine, 150 built.
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The large fuselage and wing had two and five fuel tanks, respectively, giving an estimated combat radius of some .Buttler 2007, p. 106. Top speed was estimated at , about Mach 3, at . The aircraft was powered by two General Electric J93 turbojet engines, also used in North American's XB-70 Valkyrie bomber, in the fuselage.
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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.
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On 14 May 1953, after Joseph Stalin's death, the Sukhoi OKB was reopened"Sukhoi Su-7." Sukhoi Company Museum. Retrieved: 28 January 2011 and by the summer, it began work on a swept-wing front-line fighter. The first prototype, designated S-1, was designed to use the new Lyulka AL-7 turbojet engine.
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Target-type thrust reversal is commonly applied to low bypass turbofan engines or turbojet engines. In this kind of engine with low bypass ratio, the core part of the engine produces a significantly larger part of the thrust. Therefore, the airflow from the core part must be blocked in order to produce sufficient reverse thrust.
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In addition to its control development programme, the Marabou has test flown a single small turbojet engine, the 1.0 kN (225 lb) PBS Velká Biteš TJ-100M, mounted on a short pylon above the port wing at the outer end of the centre section. Its fuel is carried in a separate centre section tank.
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Nor did it show any promise for development as a turbojet in its own right, as Hooker was working on the BE.10, later to become the Olympus, which, unlike the troublesome Proteus, was a powerful and reliable success from the outset. Development of the Phoebus had ceased by 1953, after a cost of £600,000.
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Among its successful World War II engine designs were the BMW 132 and BMW 801 air-cooled radial engines, and the pioneering BMW 003 axial-flow turbojet. Towards the end of the Third Reich, BMW developed some military aircraft projects for the Luftwaffe— the Strahlbomber, Schnellbomber and Strahljäger— but none of them reached production.
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The first two operational turbojet aircraft, the Me 262 and then the Gloster Meteor entered service in 1944. Gloster Meteor F.3s. The Gloster Meteor was the first British jet fighter and the Allies' only jet aircraft to achieve combat operations during World War II. Meanwhile, air combat on the Western Front had a much different character.
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The first major production model, the Mirage IIIC, first flew in October 1960.Brindley 1971, p. 176. The IIIC was largely similar to the earlier IIIA, being less than a half meter longer and featuring a full operational fit. The Mirage IIIC was a single-seat interceptor, with an Atar 09B turbojet engine, featuring an eyelid type variable exhaust.
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By this time, the Horten brothers were working on a turbojet-powered design for the Amerika Bomber contract competition and did not attend the first test flight. The test pilot was Leutnant Erwin Ziller. Two further test flights were made: on 2 February 1945 and on 18 February 1945. Another test pilot used in the evaluation was .
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Sky Arrow is TV guided like LMD-002.Sky Arrow UAV employed missile The aerodynamic layout of Sky Arrow contains four pairs of control surfaces, with four parallelogram shaped ones in front, and four smaller trapezoid shaped ones in the tail, and the missile uses rocket motor instead of turbojet engine and thus does not have any intake.
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Nakajima Aircraft Company developed some variants of the aircraft: There was also a modified version of the design to be launched from a 200 m long catapult, the "Nakajima Kikka-kai Prototype Turbojet Special Attacker". This differed in having a projected total weight of 4,080 kg and a maximum speed of 687 km/h at 6,000 m.
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The Fiat 4700 was developed to provide power in cold-jet driven helicopters. The 4700 was a turbo-driven air compressor driven by the primary engine, a turbojet engine based on the Fiat 4002. The compressor and primary engine are mechanically independent. The engine is mounted vertically to reduce the length of the compressed-air ducts to the rotor.
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The Chang Feng, or Long Wind is a turbojet powered land-attack cruise missile, indigenously developed by China. It is the first domestically produced Chinese land-attack cruise missile, and it is the first land-attack cruise missile to enter service with the People's Liberation Army. There are two variants the Chang Feng 1 and the Chang Feng 2.
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KD-88 (Kongdi-88) is an anti-ship missile built by China Aerospace Science and Technology Corporation (CASC). Its export version is called TL-7. It can be launched from fighter aircraft (JH-7), ground-based units, and ships. Features turbojet engine with cruising speeds of 0.8-0.85 Mach and a range of 180 km (110 miles).
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897, 902. The wing also houses integral fuel tanks which contain the majority of the aircraft's fuel.Flight 1962, p. 898. Early models of the aircraft were powered by several versions of the Bristol Siddeley Viper turbojet engine, while later aircraft have adopted more recent turbofan powerplants such as the Garrett TFE731 and Pratt & Whitney Canada PW300.
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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.
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The Lyulka TR-3 was a single- shaft turbojet with a seven-stage axial compressor. It had an annular combustion chamber with 24 nozzles and a single-stage turbine. It had a fixed exhaust nozzle and had a pneumatic SV-3 starting unit, although this was later replaced by a turbine unit. It had a thrust of .
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C-802 The C-802 is the export version of the YJ-83;United States Office of Naval Intelligence: page 16 It is powered by the French TRI 60-2 turbojet and has a range of . The C-802A and C-802AK are the export surface- and air-launched variants. The C-802A has a range of .
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Shun Tak-China Travel Ship Management Limited (), doing business as TurboJET (), is a ferry company based in Hong Kong. The company was established from the joint venture between Shun Tak Holdings and China Travel International Investment Hong Kong in July 1999. It operates hydrofoil ferry services between Hong Kong, Macau, Shenzhen and Zhuhai, in the Pearl River Delta area.
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It was powered by a single de Havilland Ghost 103 turbojet engine and its armament was the same as the RAF version. The next variant was the FAW.21, which included the modifications introduced in the Venom NF.2A and NF.3. Some of these modifications included the Ghost 104 engine, a clear-view canopy and American radar.
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4,850 lbf (21.6 kN) Ghost 103 turbojet engine, AI Mk 10 (US SCR 720) radar.Sturtivant 1990, p.83 50 built. ;FAW.21 :Improved version, equivalent to Venom NF.3. 4,950 lbf (22.1 kN) Ghost 104 engine, AI Mk 21 (US APS-57) radar, strengthened long-stroke undercarriage.Sturtivant 1990, p. 86. 167 built. ;ECM.21 :Six FAW.
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To keep the load within the bearing specification seal diameters are chosen accordingly as, many years ago, on the backface of the impeller in the de Havilland Ghost engine. Sometimes an extra disc known as a balance piston has to be added inside the rotor. An early turbojet example with a balance piston was the Rolls-Royce Avon.
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First SM-20/I launch from Tu-95K was made in the fall of 1956. One of the greatest challenges in the early development was starting the missile's Lyulka AL-7F turbojet engine after prolonged flight in very cold upper atmosphere. Kh-20 began flight testing on March 17, 1958. A Kh-20 missile on display.
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The Meteor was the first production jet as it entered production a few months before the Me 262, which itself had been in development since before the start of the war as Projekt 1065. A modern reproduction of the Me 262 in flight in 2006. The first operational turbojet aircraft, the Messerschmitt Me 262 entered service in April 1944.
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Air International July 1988, p. 45. To reduce drag, the two Allison J35 turbojet engines were buried in the lower fuselage, directly behind their air intakes, and they exhausted underneath the rear fuselage. The horizontal stabilizer was mounted just above the junction of the vertical stabilizer with the fuselage and had some dihedral.Isham and McLaren, p. 9.
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He also directed research in propulsion aerodynamics in the Altitude Wind Tunnel that led to significant improvements in both reciprocating and early turbojet aircraft engines. He also pioneered research on large-scale ramjet engines. Silverstein was placed in charge of all research at the Lewis Research Center in 1949. In 1952 he was appointed its Associate Director.
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An XF6U-1 without afterburner. A specification was issued by the Navy's Bureau of Aeronautics (BuAer) for a single-seat, carrier-based fighter powered by a Westinghouse 24C (later J34) axial turbojet on 5 September 1944. Chance Vought was awarded a contract for three V-340 (company designation) prototypes on 29 December 1944.Koehnen 1983, p. 2.
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Ernst Heinkel (right) with Siegfried Günter. Siegfried Günter (8 December 1899 - 20 June 1969) and Walter Günter (8 December 1899 - 21 September 1937) were German twin brothers and pioneering aircraft designers. Walter was responsible for the world's first rocket-powered and turbojet airframes, projects funded by Nazi Germany."The jet race and the Second World War", Sterling Michael Pavelec.
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During its production run, both its wings and engine were improved to the MiG-23M standard. Production began at Irkutsk in 1971 and eventually converted to the MiG-23UB. ;MiG-23UB: ("Flogger-C") Very similar to MiG-23U except that the Tumansky R-29 turbojet engine replaced the older R-27 installed in the MiG-23U.
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Daniel Dehaemers was the Belgian challenger for the absolute water speed record. The SP600 is of full carbon composite construction and is powered by a Rolls-Royce Adour 104 turbojet engine. The boat was planned to be tested during 2016. However, after finishing building the boat he died of cancer in 2018 before he managed to trial the craft.
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The cockpit is pressurised and is covered by a jettisonable canopy which works in conjunction with the twin Martin-Baker-built ejection seats. The MB-339 possesses a low, un-swept wing complete with tip tanks; the air intakes for the single turbojet engine is located within the wing roots. This wing is identical to that used on the older MB-326K model. The powerplant used for the aircraft's initial versions was the Rolls-Royce Viper 632-43 turbojet engine, which was capable of producing a maximum thrust of 4,000 lbf (17.8 kN); this is the same model as installed upon the older MB-326K model. Later models, such as the MB.339C, are furnished with the more powerful Viper 680 engine, which can generate up to 4,300 lbf (19.57 kN) of thrust.
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Retrieved: 10 August 2013. ; Me 262 C-2b : Single prototype [made from Me 262A Werknummer 170 074] of rocket-boosted interceptor (Heimatschützer II) with two BMW 003R "combined" powerplants (BMW 003 turbojet, with a single thrust BMW 109-718 liquid-fuelled rocket engine mounted atop the rear of each jet exhaust) for boosted thrust, only flown once with combined jet/rocket power on 26 March 1945."Video of BMW 718 rocket engine test firing on this aircraft." German Jet Power, 1 August 2013. Retrieved: 10 August 2013. ;Me 262 C-3 : Heimatschützer III – proposed version with Jumo 004 turbojet engines replaced with Walter HWK RII-211 Liquid-fuelled rocket engines. ; Me 262 C-3a : Heimatschützer IV - a rocket- boosted interceptor with a Walter HWK 109-509S-2 rocket motor housed in a permanent belly pack.
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Findings from these early studies indicated that many such accidents could have been avoided if a GPWS had been used. As a result of these studies and recommendations from the U.S. National Transportation Safety Board (NTSB), in 1974 the FAA required all (Part 121) certificate holders (that is, those operating large turbine-powered airplanes) and some (Part 135) certificate holders (that is, those operating large turbojet airplanes) to install TSO-approved GPWS equipment. and , as published in : In 1978, the FAA extended the GPWS requirement to Part 135 certificate holders operating smaller airplanes: turbojet-powered airplanes with ten or more passenger seats. These operators were required to install TSO-approved GPWS equipment or alternative ground proximity advisory systems that provide routine altitude callouts whether or not there is any imminent danger.
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In 1970 EFF began work on a turbojet powered version of the FFA Diamant 18 sailplane. This, named the Prometheus 1, first flew on 21 June 1971. It was initially powered by a Microturbo Eclair II, later replaced by a Microturbo TRS 25. The engine was mounted on a short pylon to the rear of the cockpit above the wing centre line.
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Afterburner GE J79 The propelling nozzle converts a gas turbine or gas generator into a jet engine. Power available in the gas turbine exhaust is converted into a high speed propelling jet by the nozzle. The power is defined by typical gauge pressure and temperature values for a turbojet of and ."The Aircraft gas Turbine Engine and its operation" P&W; Oper. Instr.
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On launch the wings unfold and a TJ-50 turbojet propels the missile on a pre-determined course which is composed of up to 100 different waypoints. An inertial navigation system with GPS support keeps the MALD on course. Although pre-programmed before the aircraft leaves the ground, the course can be modified by the pilot at any point up to launch.
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The increased airflow from the fan gives higher thrust at low speeds. The lower exhaust speed also gives much lower jet noise. The comparatively large frontal fan has several effects. Compared to a turbojet of identical thrust, a turbofan has a much larger air mass flow rate and the flow through the bypass duct generates a significant fraction of the thrust.
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Since the J79 turbojet engine is an U.S. design, although manufactured under license in Israel, all export sales of the Kfir are subject to prior approval being granted by the U.S. State Department, a fact that has limited the sale of the Kfir to foreign nations. As of 2006, the IAI Kfir has been exported to Colombia, Ecuador, and Sri Lanka.
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There are three classes of aircraft: landplanes, seaplanes, and amphibians; then within these classes, there are records for aircraft in a number of weight categories. There are still further subdivisions for piston-engined, turbojet, turboprop, and rocket-engined aircraft. Within each of these groups, records are defined for speed over a straight course and for closed circuits of various sizes carrying various payloads.
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The Rolls-Royce Olympus, originally known as the "Bristol BE.10 Olympus",Baxter 1990, p. 18. is a two-spool axial-flow turbojet that powered the Vulcan. Each Vulcan had four engines buried in the wings, positioned in pairs close to the fuselage. The engine's design began in 1947, intended to power the Bristol Aeroplane Company's own rival design to the Vulcan.
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It was just large enough to accommodate the single-place cockpit with a tilting seat and the thrust Rolls- Royce Avon turbojet. The high-mounted delta wing of the aircraft had a wingspan of only and was capped with flat endplates. The nose of the aircraft had a hook on the underside and a short pole for gauging distance from the trailer.
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MiG-21MF Inlet cones (sometimes called shock cones or inlet centerbodiesNASA Dryden Centerbody inlet for F-15) are a component of some supersonic aircraft and missiles. They are primarily used on ramjets, such as the D-21 Tagboard and Lockheed X-7. Some turbojet aircraft including the Su-7, MiG-21, English Electric Lightning, and SR-71 also use an inlet cone.
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However, because of persistent problems with its turbojet engines and later, Hitler's determination to use it as a bomber, the Me 262 was not developed as a fighter until late in the war. By spring 1944, the Me 262 was sufficiently ready for operational service. By this time, Galland faced rivalries amongst the Luftwaffe command over how best to employ the aircraft.
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Head-on view of an FD2 on static display, June 2016 The Fairey Delta 2 was a mid-wing tailless delta monoplane. It was powered by a single Rolls-Royce Avon RA.14R turbojet engine with reheat.Flight 1964, p. 136. The engine was fed by air intakes which were blended into the wing roots and featured an eyelid-type nozzle.
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J-8 at the China Aviation Museum. J-8E at Beijing Military Museum. ; J-8 : First flew on 5 July 1969. Initial day fighter variant, resembles an enlarged MiG-21. Equipped with 2 x WP-7A turbojet engines, SR-4 ranging radar 2 x Type 30-I 30mm cannon (200 rounds each), and 2 x PL-2 IR-guided AAMs.
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Rustom-1 MALE UAV. The DRDO has also developed many unmanned aerial vehicles- such as the Nishant tactical UAV and the Lakshya Pilotless Target Aircraft (PTA). The Lakshya PTA has been ordered by all three services for their gunnery target training requirements. Efforts are ongoing to develop the PTA further, with an improved all-digital flight control system, and a better turbojet engine.
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Shun Tak Holdings Limited () is a Hong Kong-Macau company founded in 1972. It has been one of the constituents of the Hang Seng Hong Kong MidCap Index since 11 September 2006. The company is active in shipping, property, hospitality and investments businesses. Its shipping division, operating under the name of TurboJET, operates ferry services between Hong Kong and Macau.
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High-bypass turbofan. The front fan is an enclosed propeller providing air thrust while the turbojet behind provides exhaust thrust. Aircraft that use propellers as their prime propulsion device constitute a historically important subset of aircraft, despite inherent limitations to their speed. Aircraft powered by piston engines get virtually all of their thrust from the propeller driven by the engine.
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The Kh-59 Ovod ( Овод 'Gadfly'; AS-13 'Kingbolt') is a Russian TV-guided cruise missile with a two-stage solid-fuel propulsion system and 200 km range. The Kh-59M Ovod-M (AS-18 'Kazoo') is a variant with a bigger warhead and turbojet engine. It is primarily a land-attack missile but the Kh-59MK variant targets ships.
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Of the changes made to the aircraft, major differences included the repositioning of the jet engine to the lower fuselage lobe, which was now fed with air via a large, chin- mounted intake; the wing was also enlarged and blown flaps were adopted. The turbojet engine selected was the de Havilland Gyron Junior, capable of generating of thrust.Wood 1975, p. 59.
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The new wing had full-span leading edge slats and trailing edge flaps with roll control achieved using spoilers rather than traditional ailerons. For storage on aircraft carriers, the F-11 Tiger's wings manually folded downwards. Anticipating supersonic performance, the tailplane was all-moving. The aircraft was designed for the Wright J65 turbojet, a license-built version of the Armstrong Siddeley Sapphire.
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The X-15's XLR99 rocket engine used ammonia and liquid oxygen. The Lockheed NF-104A had rocket and air- breathing turbojet engines, shown here climbing with rocket power. The rocket used hydrogen peroxide and JP-4 jet fuel. In 1946, the Soviet Mikoyan-Gurevich I-270 was built partly using technology developed by Sergei Korolev in 1932 and 1943.
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Buttler 2007, p. 52. The 707 programme provided valuable insights into the Vulcan's flight characteristics, most of the information coming from the second and third prototypes which flew before the Vulcan. All 707s were powered by a single Rolls-Royce Derwent centrifugal turbojet. The air intake on the first prototype and later 707B was located on the upper rear fuselage.
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To ensure sufficient performance, Vought made provisions for a Rocketdyne XLF-40 liquid-fueled rocket motor with 8,000 lbf (35.6 kN) of thrust in addition to the turbojet. Avionics included the AN/AWG-7 fire control computer, AN/APG-74 radar, and AN/ASQ-19 datalink. The system was expected to simultaneously track six and engage two targets.Gunston 1981, p. 244.
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The A model of the H.XVIII was a long, smooth blended wing body. Its six turbojet engines were buried deep in the wing and the exhausts centered on the trailing end. Resembling the Horten Ho 229 flying wing fighter there were many odd features that distinguished this aircraft; the jettisonable landing gear"Horton Ho 18a." luft46.co. Retrieved: 15 August 2009.
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This aircraft served Nos. 28 and 60 Squadrons of the RAF. The final Venom for the RAF was the single-seat FB.4 which first flew on 29 December 1953.Birtles Air Pictorial July 1971, p. 244. It entered service in 1955 and 250 were built. It was powered by a single 4,850 lbf (21.6 kN) thrust de Havilland Ghost 103 turbojet engine.
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Burbank airport near Los Angeles in September 1986. Note deleted cabin windows A Belgian Air Force Falcon 20E, August 2010 A USCG HU-25 Guardian ;Mystère/Falcon 20 :Prototype, one built. F-WLKB, initially powered by two Pratt & Whitney JT12A-8 turbojet engines. Now stored at Musée Air et Espace Aéroport Paris – Le Bourget. ;Mystère/Falcon 20C :Initial production version.
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The Belgians were early adopters of battlefield UAVs, introducing the "Epervier (Sparrowhawk)" UAV in the early 1970s. It was built by Manufacture Belge De Lampes Et De Materiel Electronique SA (MBLE) of Belgium. Epervier prototypes were propeller-driven, but the production Epervier UAV, the "X.5" model, was fitted with a Rover TJ125 turbojet with 510 N (52 kgf / 114 lbf) thrust.
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This was designed as mixed-power aircraft, with a Pratt & Whitney Double Wasp radial engine in the nose and a Westinghouse 19XB turbojet in the tail. Originally, the Westinghouse engine was to be the new X24C which was to emerge as the J34 series. When it became apparent the X24C delivery schedules would not meet the airframe schedule, the 19XB-2B was substituted.
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However, other reports claim that the Attacker's wing was aerodynamically inferior to the original elliptical wing of the Spitfire, possessing unfavourable characteristics such as a lower critical Mach number. The Attacker was powered by a single Rolls-Royce Nene Mk. 101 turbojet engine; at the time, the Nene was the most powerful jet engine in the world, with a thrust of 5,000 lb.
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The WZ-5 has a WP-11 turbojet engine which provides performance close to the J85-GE-100. One WZ-5 displayed in the China Aviation Museum, Beijing was painted with a few small-sized Vietnamese national flags; it was widely speculated this example had been sent to Vietnam to carry out missions during the 1979 conflict."Chinese PLAAF WZ5 UAV." AirForceWorld.com.
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However, for supersonic cruise, the fan variable inlet guide vanes and auxiliary intake close-off to minimize bypass flow and increase specific thrust. In this mode the engine acts more like a 'leaky' turbojet (e.g. the F404). In the Mixed-Flow Turbofan with Ejector concept, a low bypass ratio engine is mounted in front of a long tube, called an ejector.
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On Thursday, October 21, 1948 Schairer and Boeing engineers Art Carlsen and Vaughn Blumenthal presented the design of a four-engine turboprop bomber to the Air Force chief of bomber development, Col. Pete Warden. Warden, looked over the turboprop data and was clearly disappointed. He asked if the Boeing team could come up with an updated proposal for a four-engine turbojet bomber.
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They reduce the forward propagating, high-pitched noise caused by the small, high-speed fan. This kind of high- pitched noise is much less of an issue on modern high-bypass turbofan engines as the significantly larger front fans they employ are designed to spin at much lower speeds than those found in older turbojet, and low-bypass turbofan, engines.
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The main resources Brazil exported to Colombia were propene, automobiles, tires, AC generators, combustion engines and parts of turbojet engines. These do not include all of Brazil's exports just what they exported to Colombia. Colombia exports to Brazil include: crude petroleum, coal briquettes, coffee, refined petroleum and cut flowers. Colombia exports an estimated value of 2.23 billion US dollars to Brazil.
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BW (Bei-Wei or Beiwei, 北威, meaning Northern Might) UAVs are Chinese drones developed by Beijing Co., Ltd. Wei-Biao-Zhi-Yuan Science and Technology Development Co., Ltd. (WBZY, 北京威标智远科技发展有限公司). All BW drones are powered by solid rocket motors to achieve lower overall cost in comparison to turbojet engine.
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The main headquarters of LOBO are deep inside a cavern in the Sonoran Desert. The team has several different vehicles as transportation and back up. They often uses a minijet, a turbojet backpack with retractable wings and a large behemoth vehicle used as a mobile headquarters. Kid Acero also has a trained eagle who helps him in his adventures in the wilderness.
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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.
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Heinkel 111P dropping bombs over Poland, September 1939 After Adolf Hitler came to power, designs by Heinkel's firm formed a vital part of the Luftwaffe's growing strength in the years leading up to the Second World War. This included the Heinkel He 59, the Heinkel He 115 and the Heinkel He 111. He was designated a Wehrwirtschaftführer (~ defence industry leader) by the German government for his commitment to rearmament. Heinkel was passionate about high-speed flight, and was keen on exploring alternative forms of aircraft propulsion. He donated aircraft to Wernher von Braun who was investigating rocket propulsion for aircraft, as well as sponsoring the research of Hans von Ohain into turbojet engines, leading to the flight of the Heinkel He 178, the first aircraft to fly solely under turbojet power by Erich Warsitz on August 27, 1939.
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NACA 144 also began its flight program with a turbojet powerplant. NACA pilots Robert A. Champine and John H. Griffith flew 21 times in this configuration to test airspeed calibrations and to research longitudinal and lateral stability and control. In the process, during August 1949 they encountered pitch-up problems, which NACA engineers recognized as serious because they could produce a limiting and dangerous restriction on flight performance. Hence, they determined to make a complete investigation of the problem. In 1950, Douglas replaced the turbojet with an LR-8 rocket engine, and its pilot, Bill Bridgeman, flew the aircraft seven times up to a speed of Mach 1.88 (1.88 times the speed of sound) and an altitude of 79,494 ft (24,230 m), the latter an unofficial world's altitude record at the time, achieved on 15 August 1951.
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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.
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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.
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The Mamba was also developed into the form of the Double Mamba, which was used to power the Fairey Gannet anti-submarine aircraft for the Royal Navy. This was essentially two Mambas lying side-by-side and driving contra-rotating propellers separately through a common gearbox. A turbojet version of the Mamba was developed as the Armstrong Siddeley Adder, by removing the reduction gearbox.Gunston 1989, p.20.
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O'Rourke, G.G. "Of Hosenoses, Stoofs, and Lefthanded Spads." United States Naval Institute Proceedings, July 1968. The XA4D-1 prototype set a world speed record of 695.163 mph on 15 October 1955. The aircraft is of conventional post-World War II design, with a low-mounted delta wing, tricycle undercarriage, and a single turbojet engine in the rear fuselage, with two air intakes on the fuselage sides.
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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.
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When an Iowa-class battleship fired a Harpoon missile, a booster propelled the missile away from the ship; after approximately , the booster dropped away. After the booster was discarded a turbojet engine ignited and propelled the missile to the target. The stabilizing and actuator fins, which helped to guide the missile to its target, were stored folded in the canister and sprang into position after launching.
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Jet Reaction is a motorcycle built by British motorcycle land-speed record challenger Richard Brown. The motorcycle is powered by a turboshaft helicopter engine converted to afterburning turbojet. Brown previously ran the Gillette Mach 3 Challenger hydrogen peroxide rocket motorcycle at Bonneville Salt Flats, setting a one-way speed record of and top speed of . He expects to exceed with Jet Reaction in 2012–2013.
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After World War II the original trophy was (according to stipulation) retired. Also, advances in airplane technology, especially the advent of the turbojet, complicated matters. It was decided to establish a new series, with "R" (piston engine) and "J" (jet-powered) divisions. The "R" class was for civilian competition; the "J" division was for military pilots and was administered by the United States Air Force.
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Komaki Air Base Data from: Simpson 2001, p. 246 ;T1F1: powered by a Nippon J3 engine. ;T1F2: Two prototypes, powered by Bristol BOr.1 Orpheus engines. ;T1F3: Initial designation for the production T-1A, powered by Bristol BOr.4 Orpheus engines. ;T-1A: Powered by a 17.79 kN (4,000 lbf) Bristol Siddeley Orpheus Mk 805 turbojet engine. The original designation was T1F3. 46 built.
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The Eagle was never fitted to a production front-line fighter, as it was overshadowed by a new wave of turbojet engines, such as the Rolls-Royce Derwent and turboprops such as the Dart and Armstrong Siddeley Python. Fifteen Eagle 22s were produced to power prototypes of the Westland Wyvern fighter/torpedo bomber due to its intended powerplant, the AS Python being late in development.
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One major mission of the service, maintaining Ocean Stations, came to an end as improvements in oceanic aviation (turbojet airliners and improved radionavigation) obviated the need. However, the Magnuson–Stevens Fisheries Conservation and Management Act of 1976 brought an increase in offshore fisheries patrols, to which the newer WHECs (the 378s) were redeployed, as the aging boiler-powered World War II-vintage wooden-deckers were gradually retired.
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It has a very low bypass ratio (0.16:1). Similar low amounts of bypass on earlier engines, required only for afterburner and nozzle cooling,Design For Air Combat, Ray Whitford 1987, Jane's Publishing Company Limited, , p.140 introduced the term "'leaky' turbojet". The Kaveri engine has been specifically designed for the Indian operating environment, which ranges from hot desert to the highest mountain range in the world.
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This allows the missile to guide itself to the target with a high degree of accuracy. The original Kh-55 had a drop-down engine; the Kh-65SE had a fixed external turbojet engine, while the Kh-SD had its engine inside the body of the missile. Current-production versions are equipped with the increased power of 450 kgf Russian-made NPO Saturn TRDD-50A engine.
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Thus, the Bell Jet Flying Belt remained an experimental model. On 29 May 1969, Wendell Moore died of complications from a heart attack he had suffered six months earlier, and work on the turbojet pack was ended. Bell sold the sole version of the "Bell pack", together with the patents and technical documentation, to Williams Research Corporation. This pack is now in the Williams International company museum.
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Hirschel, Prem and Madelung 2012, p. 342. It would be Spain's first indigenously- developed aircraft to be powered by the turbojet engine. On 12 August 1955, the first prototype conducted its maiden flight, flown by Major Fernando de Juan Valiente, the company's chief test pilot. Valiente later praised the prototype's handling qualities, stating them to be light and responsive, including "viceless and straightforward" stall characteristics.
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Lambert 3 February 1956, p. 131. Early on, the French Turbomeca Marboré turbojet engine had been selected to power the type; Spain had successfully negotiated a license to locally produce this engine."Military Aircraft of the World..." Flight International, 20 June 1958. p. 862. Development was protracted, the first production aircraft, which was designated by the manufacturer as HA-200A, first flew during October 1962.
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It was flown non-stop from Bangor, Maine to Paris. During the week-long show, it flew each day, demonstrating its capabilities as a telecommunications platform. The Proteus is the current holder of a number of FAI world records for altitude (class: C1-e: landplanes 3,000–6,000 kg, Group: 3, turbojet), set in cooperation with NASA Dryden.FAI records listing The highest altitude achieved was in October 2000.
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All three of the Skyrockets had 35-degree swept wings. Until configured for air launch, NACA 143 featured a Westinghouse J-34-40 turbojet engine rated at static thrust. It carried of aviation gasoline and weighed 10,572 lb (4,795 kg) at takeoff. NACA 144 (and NACA 143 after modification in 1955) was powered by an LR-8-RM-6 rocket engine rated at static thrust.
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If the research had been successful, there was a plan to use the turbojet powered vehicle to pull a "Russian troika" express service. As of 2014 the train still exists in a dilapidated and unmaintained state, while the research project has been honoured with a monument made from the front of the railcar, outside a railcar factory in Tver, a city in western Russia.
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These engines were boosted to of thrust per chamber for a total of . In comparison, the idle thrust of the X-15's XLR99 engine was . After 24 powered flights, the XLR11 engines were replaced by the new XLR99 engine in November 1960. The XLR11-RM-13 was also used in the Dryden lifting bodies, and as a booster engine in the Republic XF-91 Thunderceptor turbojet.
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Turbojet engine TJ 100, PBS Velká Bíteš, a.s. L-13 B "Bačostroj" ;L-13 B Bačostroj:(OK-8902) single-seat experimental motor glider with Walter Mikron IIIA, 48 kW ;L-13 A1:(Llewellyn Modification) to extend the fatigue life to nominally three times the basic Blanik L-13 life. ;TG-10 Blanik :United States Air Force Academy, gliding school. ;Aerotechnik L-13 Vivat:touring motorglider derivative.
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The hydrocarbon fuel is typically used in turbojet/turbofan engines, which are considered mature/conventional technology. This engine will provide thrust at low-speeds. Hydrogen has a large heat capacity (~14 kJ/kgK), so it is an excellent heat sink for the heat exchanger (patent pending). It also has the best energy content per unit mass of any fuel and is a light molecule.
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The first 'final' sketches of the aircraft, incorporating the new information, was drawn in January 1946.Widfeldt 1966, pp. 4–5. SAAB S 29C 'Tunnan' on display at Swedish Air Force Museum, Linköping The originally envisioned powerplant for the type was the de Havilland Goblin turbojet engine. However, in December 1945, information on the newer and more powerful de Havilland Ghost engine became available.
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The aircraft involved was a Boeing 707-121 registered with tail number N709PA. Named the Clipper Tradewind, it was the oldest aircraft in the U.S. commercial jet fleet at the time of the crash. It had been delivered to Pan Am on 27 October 1958 and had flown a total of 14,609 hours. It was powered by four Pratt & Whitney JT3C-6 turbojet engines.
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Two new versions were announced in 1976 the 24E and 24F, they introduced a new cambered wing and aerodynamic improvements to reduce stall and approach speed (Century III wing). The 24E did not have a fuselage fuel tank for higher payload but shorter range. Some 24E models had the fuselage tank installed later to restore range. Powered by two thrust General Electric CJ610-8A turbojet engines.
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Rüstsatze may be applied to various sub-types of their respective aircraft type, denoted as a suffix in the form /Rn. Data from:'Messerschmitt Me 262A Schwalbe ;/R1:Underfuselage pylon for external fuel tank. ;/R2:Ratog installation for two Rheinmetall 109-502 solid rocket engines. ;/R3:BMW 003R rocket boosted turbojet installation. ;/R4:Installation of the FuG 350 Zc Naxos radar warning receiver / detector.
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As with most engineering calculations, simplifying assumptions were made. Turbine inlet guide vanes of a turbojet Velocity triangles can be used to calculate the basic performance of a turbine stage. Gas exits the stationary turbine nozzle guide vanes at absolute velocity Va1. The rotor rotates at velocity U. Relative to the rotor, the velocity of the gas as it impinges on the rotor entrance is Vr1.
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It was a low-wing all-wood monoplane with retractable tricycle landing gear. The engine was a small Turbomeca Palas turbojet located in the fuselage. It had two inlet ducts, one either side of the fuselage and the exhaust was below the rear fuselage. It had an enclosed cabin with tandem seating for an instructor and student and was fitted with a jettisonable canopy.
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These initial aspects are very similar to how a turbojet operates, however, there are several differences. The first is that the combustor in the turboramjet is often separate from the main airflow. Instead of combining air from the compressor with fuel to combust, the turboramjet combustor may use hydrogen and oxygen, carried on the aircraft, as its fuel for the combustor.Kerrebrock, pp. 443–4.
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The design started as an experimental pure-turbojet known as the ASX, which commenced testing in 1943. By this point other engine designs were already entering pre- production, and it seemed there was little need for the ASX in its existing form. The design was then modified by the addition of a reduction gearbox to drive a propeller. The turboprop thus formed was named ASP.
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A June 1950 Council of Ministers directive ordered Yakovlev to develop a supersonic fighter that used the Lyul'ka AL-5 axial compressor turbojet. Based on a recommendation from one of TsAGI aerodynamicists, Yakovlev was directed to use the rhomboid or cropped delta-shaped wing covered in captured German research.Gordon, et al., pp. 184–185 The directive was extremely ambitious as it required the maximum speed to be Mach 1.7 at a time when the world speed record was barely over the sound barrier. This requirement had to be revised when the AL-5 was delayed and a substitute engine had to be chosen. No other Soviet turbojet offered the same sort of power as the AL-5 so the project was recast as a technology demonstrator to evaluate the novel wing aerodynamics. The Klimov RD-500 was chosen and the maximum speed was expected to be at a takeoff weight of .
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It was then decided to produce a new axial flow turbojet based on the German BMW 003. Development of the engine was troubled, based on little more than photographs and a single cut-away drawing of the BMW 003, a suitable unit, the Ishikawajima Ne-20, was finally built in 1945. By mid-1945, the Kikka project was making progress once again and at this stage, due to the deteriorating war situation, it is possible that the Navy considered employing the Kikka as a kamikaze weapon, although this prospect was questionable due to the high cost and complexity associated with manufacturing contemporary turbojet engines. Other more economical projects designed specifically for kamikaze attacks, such as the simpler Nakajima Tōka (designed to absorb Japanese stock of obsolete engines), the pulsejet-powered Kawanishi Baika, and the infamous Yokosuka Ohka, were either underway or already in mass production.
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Wagner 2009, p. 53. Saab had initially envisaged powering the P1150 with the indigenously produced STAL Dovern turbojet engine. However, both timescale and technical difficulties encountered during the development of the Dovern resulted in the Swedish government electing to substitute the intended Dovern engine with the license-built Rolls-Royce Avon Series 100 turbojet engine, designated RM.5, instead. The single Avon engine provided the Saab A 32A with a thrust to weight ratio of about 0.3, and enabled the aircraft to be roughly 10,000lb heavier than the twin engine Saab 18 it replaced; the later-produced J 32B interceptor and S 32C reconnaissance variants received the upgraded and significantly more powerful RM6A Avon engine instead.Gunston and Gilchrist 1993, pp. 134–36. On 3 November 1952, the first P1150 prototype conducted its first flight."700 m.p.h. Saab." Flight International, 7 November 1952. p. 580.
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The earlier 707s had been powered by the turbojet JT3C and the improved efficiency of the turbofan soon attracted the airlines. A JT3D powered 707-123B and 720-023B (the suffix B was to indicate a turbofan powered aircraft) entered service with American Airlines on the same day, March 12, 1961. The Boeing KC-135 Stratotankers were all originally powered by turbojet engines. With the demise of many airline 707s the United States Air Force took the opportunity to buy the surplus airframes and use the engines to re-fit the KC-135As used by the Air National Guard and reserve squadrons with the civilian JT3D (designated TF33-PW-102). Over 150 aircraft were modified and the former KC-135A were re-designated the KC-135E.Tony Pither, The Boeing 707 720 and C-135, Air-Britain (Historians), 1998, JT3Ds from Boeing 707s are used to re-fit USAF KC-135As, 1984.
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Although China was satisfied with the performance of its own Changfeng series land attack cruise missile, an inherent problem with this turbojet powered Changfeng (missile) meant that the size and weight of the missile were too large to be carried by aerial platforms in Chinese inventory and the range of the missile was inadequate. A turbofan powered version was needed, but due to the limitation of Chinese R&D; and industrial capability of the time, this could not be achieved immediately. As a result, China decided to take a two-step approach, first to have the turbojet powered Changfeng missile meet the immediate need, then complete development on a turbofan powered version like the Tomahawk (missile) for deployment on aerial platforms while China was building up its industrial infrastructure. The breakup of the former Soviet Union provided a great boost for Chinese efforts in developing its own turbofan powered cruise missiles.
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Frantic efforts were made to construct a sufficient number of F-1s in order to allow a large-scale bombardment campaign to coincide with the Ardennes Offensive, but numerous factors (bombing of the factories producing the missiles, shortages of steel and rail transport, the chaotic tactical situation Germany was facing at this point in the war, etc.) delayed the delivery of these long-range V-1s until February/March 1945. Beginning on 2 March 1945, slightly more than three weeks before the V-1 campaign finally ended, several hundred F-1s were launched at Britain from Dutch sites under Operation "Zeppelin". Frustrated by increasing Allied dominance in the air, Germany also employed V-1s to attack the RAF's forward airfields, such as Volkel, in the Netherlands. There was also a turbojet-propelled upgraded variant proposed, meant to use the Porsche 109-005 low-cost turbojet enginePorsche 109-005 engine drawing.
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The prototype Miles M.52 turbojet powered aircraft, designed to achieve supersonic level flight In 1942, the United Kingdom's Ministry of Aviation began a top- secret project with Miles Aircraft to develop the world's first aircraft capable of breaking the sound barrier. The project resulted in the development of the prototype Miles M.52 turbojet-powered aircraft, which was designed to reach 1,000 mph (417 m/s; 1,600 km/h) (over twice the existing speed record) in level flight, and to climb to an altitude of 36,000 ft (11 km) in 1 minute 30 seconds. A huge number of advanced features were incorporated into the resulting M.52 design, many of which hint at a detailed knowledge of supersonic aerodynamics. In particular, the design featured a conical nose and sharp wing leading edges, as it was known that round-nosed projectiles could not be stabilised at supersonic speeds.
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Further development of the 211 led to the superb Jumo 213, which was in high demand for an increasingly large variety of late-war piston-engined aircraft. Their only attempt at an over-1,500 kW output piston engine, the Junkers Jumo 222, suffered from inadequate metallurgy and internal design for what was otherwise a very innovative engine design, with nearly 300 examples produced solely as test examples — the aviation engine firms of the Third Reich had considerable challenges in developing piston engines that could exceed the 1,500 kW output level that would be able to operate with proven combat reliability. However, the world's first production axial-flow compressor-equipped turbojet engine, emerged from the "Jumo" firm in 1944 as the Jumo 004, becoming the first turbojet engine to be considered of production quality, and was used in the then revolutionary Messerschmitt Me 262A jet fighter.
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Rolfe, Douglas and Alexis Dawydoff. Airplanes Of The World. New York: Simon & Schuster, 1962. While the piston-powered XC-123 was initially well-regarded for tactical transport for its ruggedness and reliability, and its ability to operate from short and unimproved airstrips, the turbojet-powered XC-123A – designed for high-speed transport between USAF bases for critical parts and personnel – was found unable to operate from short and rough airstrips.
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In 1944 another promotion to assistant chief engineer saw him working on other emerging turbojet projects. By 1954 'Rbr' had risen to the position of technical director on the company board. During his time at Rolls-Royce, Rubbra married his secretary, Lilian Webster, and in 1961 he was appointed a Commander of the Order of the British Empire (CBE), as was his brother Edmund who was a respected musical composer.
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This included infantry and armor, howitzers, mortars, floating mines, mined boats, a railroad gun, and the giant 600 mm Karl-Gerät super-heavy mortar. They also attacked the bridge using the newly developed Arado Ar 234B-2 turbojet bombers. To protect the bridge against aircraft, the Americans positioned the largest concentration of anti-aircraft weapons during World War II leading to "the greatest antiaircraft artillery battles in American history".
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Indian Abarth Punto come with a 1.4 Turbojet engine with and new sport kit for exterior and interior including revised Abarth badge and retuned chassis. Transmission is a five speed manual. Production in India ended in November 2018, together with the Abarth and Adventure versions. As a result, Fiat Chrysler Automobiles decided to withdraw the Fiat brand from the Indian market, leaving space to the brand of Jeep.
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Cotai Water Jet also operates services between Taipa Ferry Terminal and the Sheung Wan, Tsim Sha Tsui and Hong Kong International Airport. Apart from the sea routes there are also regular scheduled helicopter services between Hong Kong and Macau, which are operated by Sky Shuttle. The trip takes approximately 20 minutes. A sea-crossing service has been launched by TurboJET which travels between the Hong Kong International Airport and Macau.
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The SSM-N-8A Regulus or the Regulus I was a United States Navy-developed ship- and-submarine-launched, nuclear-capable turbojet-powered second generation cruise missile, deployed from 1955 to 1964. Its development was an outgrowth of U.S. Navy tests conducted with the German V-1 missile at Naval Air Station Point Mugu in California.Regulus: America's First Sea-borne Nuclear Deterrent Edward C. Whitman. Undersea Warfare vol.
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Alternative powerplants were evaluated for potential use, including the Rolls- Royce Olympus turbojet engine and the Rolls-Royce Conway turbofan engine, the latter being the first available turbofan engine in the world. According to Wood, the Olympus engine provided the best compromise on paper, capable of an equal strike range to the Conway while delivering similar speed and altitude performance to the Gyron engine.Wood 1975, pp. 208–209.
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Pelt 2012, pp. 158–159. During its test programme, improved rocket engines were trialed and the aircraft became the first European aircraft to attain Mach 1 during level flight.Pelt 2012, p. 159. Encouraged by the performance of the Espadon, the French Air Force issued a request to French aircraft companies for a high- speed lightweight interceptor aircraft that harnessed either turbojet or rocket propulsion, or some combination thereof.
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The engine was a General Electric LM1500 turbojet (a civilian variation of the aircraft's original J79). A stock engine for low speed testing is rated at 42,500 hp (31.7 MW). The vehicle had an enhanced engine for record attempts, rated at 52,000 hp (52,700 metric horsepower). At idle the stock engine consumes of fuel per minute, rising to per minute at 100% military power and per minute in afterburner mode.
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However, as Rolls-Royce was then developing an improved design with an axial compressor, which would become the Avon, the development and production of the Tay turbojet was left to Pratt & Whitney.Gunston 2006, p.195. However, Rolls- Royce retained the rights to the Tay outside of the United States. The Tay/J48 was a thirty percent enlargement of the preceding Nene/J42, and was produced both with and without afterburning.
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Powered by 2x Turbomeca Palas 056A turbojet engines, the S-451M was used to set a world speed record in its class in 1960. Museum of Aviation ;J-451MM Stršljen : (J – Jurisnik – close support) (Stršljen – Hornet)The intended production close support version with tricycle undercarriage, Turbomeca Marbore engines and cannon armament. (1 built). ;S-451MM Matica :(Matica – Queen bee) Two-seat trainer version, used for a world speed record in 1957.
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In addition to the Gyron engine of earlier proposals, the proposed fighter was to be equipped with a pair of de Havilland Spectre rocket engines that were mounted in fairings on the rear fuselage.Wood 1975, p. 83. The high-test peroxide (HTP) fuel for the rocket engines was stored in tanks held in underwing fairings and within the wing's leading edge, separate from the turbojet engine's fuel storage.
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Some trouble was experienced, but the 31 civilian technicians from the San Antonio depot successfully repaired the XC-99 at Dover AFB. Jet engines had become extremely important to the Air Force by 1955. The Boeing B-47 Stratojet bomber was the first full weapons system bomber. Designed in 1945, the B-47 was powered by six General Electric J47 turbojet engines and featured swept-back wings and tail surfaces.
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Aircraft engines are part of the propulsion system of an airplane, helicopter, rocket or UAV which produce rotary power transferred to a propeller or kinetic energy as a high-velocity gas exhaust stream. Aircraft engine types include turboprop, turbojet, turbofan and turboshaft. Piston engines are used in recreational personal aircraft and older aircraft. Electric engines are used in model aircraft, small drones, small UAVs and small manned aircraft.
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The later Ghost turbojet propelled early versions of the de Havilland Comet jetliner and the de Havilland Venom fighter. The company later developed the de Havilland Gnome turboshaft under licence from the General Electric T58 design, but the company was absorbed into Bristol Siddeley Engines Limited (BSEL) in 1961; Bristol Siddeley itself subsequently merged with Rolls-Royce Limited in 1968 and the merged company continued with the "Rolls-Royce" name.
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The market for ramjet engines had largely disappeared by the mid-1960s due to increased performance from turbojet engines, and the belief that rockets were more appropriate for the nation’s defense. Marquardt continued low-level development on advanced designs. One system, developed in partnership with Morton Thiokol, placed a solid fuel booster inside the ramjet core. When the solid fuel burned out the ramjet would ignite as normal.
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Besides the ducted rocket, four rockets were positioned at the exhaust nozzle, along with the 19XB turbojet produced by Westinghouse. A proposal by Consolidated Vultee (later Convair) was accepted in May 1946, with a proposal for a ramjet-powered aircraft, with a 45° swept wing under USAAF Air Materiel Command Secret Project MX-813. However, wind tunnel testing demonstrated a number of problems with this design.Baughe, r, Joe.
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The type was powered by a single SNECMA Atar turbojet engine, which had also powered the French Air Force's Dassault Mirage III. The engine's configuration was broadly similar to that of the Mirage III's powerplant, albeit with the exception of the removed afterburner. In flight, the Étendard was capable of attaining transonic speeds, being only able to exceed the speed of sound when in a dive.Gunston and Gilchrist 1993, p. 169.
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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.
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The Yak-28 had a large mid-mounted wing, swept at 45 degrees. The tailplane set halfway up the vertical fin (with cutouts to allow rudder movement). Slats were fitted on the leading edges and slotted flaps were mounted on the trailing edges of the wings. The two Tumansky R-11 turbojet engines, initially with 57 kN (12,795 lbf) thrust each, were mounted in pods, similar to the previous Yak-25.
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A turbofan derivative, the GTX37-14UB, followed. The GTRE returned to turbojet technology with the greatly redesigned, but unsatisfactory, GTX-35. For the LCA programme, the GTRE would again take up a turbofan design which it designated the GTX-35VS "Kaveri" (named after the Kaveri River). Full-scale development was authorized in April 1989 in what was then expected to be a 93-month programme projected to cost .
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The Weapon Division of Fairey Engineering Ltd was responsible in the UK for the Jindivik Mk 2B Pilotless target aircraft. This had a Bristol Siddeley Viper ASV.8 turbojet, giving a speed of and an operational ceiling in excess of 50,000 ft. The "Fairey V.T.O" was a vertical take-off delta wing aircraft was designed to explore the possibility of making an aircraft launched from short ramps with low acceleration.
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A model of the He P.1078 B variant The Heinkel P.1078 project had three quite different variants. All of them were a single-seat fighters with polyhedral swept wings. The wings were swept back at 40 degrees and included wood in their construction. All of the projected aircraft had the wing tips angled downwards and all of them would be powered by a single Heinkel HeS 011 turbojet.
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The Flaris LAR01 is a Polish five-seat very light jet, intended for general aviation use. It is made largely of carbon fiber reinforced polymers and powered by a single turbojet engine – the production version of the LAR01 is to be powered by a single Williams FJ33-5A engine.Sarsfield, Kate. "Poland's Metal Master selects Williams FJ33 to power Flaris LAR-1 personal jet." Flight International, 9 June 2015.
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While developing the T31 axial turboprop in 1943 GE realized that they had the resources to design an axial turbojet at the same time as their centrifugal J33 engine. They recognized the axial would have more potential for the future and went ahead with the TG-180 engine. GE axial compressor designs were developed from the NACA 8-stage compressor. Allison J35 (GE), 1947 (National Naval Aviation Museum, Pensacola, FL).
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Francillon, René J. McDonnell Douglas Aircraft Since 1920: Volume I. Annapolis, Maryland: Naval Institute Press, 1988. . The Skyrocket featured wings with a 35-degree sweep and horizontal stabilizers with 40-degree sweep. The wings and empennage were fabricated from aluminum and the large fuselage was of primarily magnesium construction. The Skyrocket was powered by a Westinghouse J34-40 turbojet engine fed through side intakes in the forward fuselage.
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Its propellants were of liquid oxygen and of diluted ethyl alcohol. In its launch configuration, it weighed 15,787 lb (7,161 kg). NACA 145 had both an LR-8-RM-5 rocket engine rated at static thrust and featured a Westinghouse J-34-40 turbojet engine rated at static thrust. It carried of liquid oxygen, of diluted ethyl alcohol, and of aviation gasoline for a launch weight of 15,266 lb (6,925 kg).
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Figure 3 Fanno and Rayleigh Line Intersection Chart. The Rayleigh flow model has many analytical uses, most notably involving aircraft engines. For instance, the combustion chambers inside turbojet engines usually have a constant area and the fuel mass addition is negligible. These properties make the Rayleigh flow model applicable for heat addition to the flow through combustion, assuming the heat addition does not result in dissociation of the air-fuel mixture.
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Alexander Alexandrovich Mikulin () (February 14 (O.S. February 2), 1895, Vladimir – May 13, 1985, Moscow) was a Soviet Russian aircraft engine designer and chief designer in the Mikulin OKB. His achievements include the first Soviet liquid-cooled aircraft piston engine, the Mikulin AM-34, and the Mikulin AM-3 turbojet engine for the Soviet Union's first jet airliner, the Tupolev Tu-104. Mikulin also took part in the Tsar Tank project.
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The two General Electric J33-GE-5 turbojet engines were located in each wing root which left the large and bulky fuselage free for fuel tanks and armament. The fuselage was an all-metal semimonocoque capable of carrying 1,150 gal (4,350 l) of fuel. In addition, two 250 gal (950 l) drop tanks could be carried. The cabin was pressurized and used a small and low bubble style canopy.
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Pilots Carol Sugars and Douglas Rodante flew their Delphin Jet from Stead Airport, Reno, Nevada to Leesburg International Airport, Leesburg, Florida in order to promote environmentally friendly fuels in aviation.Biello, David. "Biodiesel Takes to the Sky." Scientific American, 30 November 2007. The L-29, much like its L-39 successor, has found use in air racing, some of which have been re-engined with the British Armstrong Siddeley Viper turbojet engine.
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The Lavochkin OKB was ordered to design a fighter using a single Junkers Jumo 004B axial-flow turbojet in February 1945.Gunston 1995, p. 167. Much like their rivals at the Mikoyan-Gurevich OKB with their MiG-9, the OKB chose a "pod-and-boom" layout for their new fighter, based on advice from the Central Aerohydrodynamic Institute (TsAGI), although their design had a shoulder-mounted wing.Gordon 2002, p. 102.
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"Sixty years of the jet age," Flight Global"The Jet Age, 1958 - today," America by air, Smithsonian national Air and Space Museum. The pure turbojet engine is not fuel-efficient. The turbofan engine improves thermodynamic efficiency by passing some air around the engine core and mixing it with the exhaust. This reduces the fuel burned, increasing the range and lowering the cost of operation for a given aircraft.
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Moreover, the companies could not market the aircraft directly; all sales would be handled by the Department of Defense. Both Northrop and General Dynamics (GD) responded to the FX requirement. GD's F-16/79 was a variant of the F-16A, replacing the Pratt & Whitney F100 turbofan engine with the J79 turbojet and equipping it with downgraded avionics; Northrop responded with the F-5G.Martin and Schmidt 1987, p. 14.
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The propeller is one of the most efficient sources of thrust available and is common on subsonic aeroplanes and airships. Sometimes it is enclosed in the form of a ducted fan. At higher subsonic speeds and at high altitudes, such as attained by most airliners, the high-bypass turbofan becomes necessary. Pure jets such as the turbojet and ramjet are inefficient at subsonic speeds and not often used.
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The aircraft was fully aerobatic and stressed to +/-6g. The standard day, sea level, no wind, take off with a engine was and the landing roll was . The manufacturer estimated the construction time from the planned kit to be 2000 hours. The aircraft was not a success due to problems with vibrations in the engine-to-propeller extension shaft and so the aircraft was converted to turbojet power.
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The shock waves generated slowed the air to subsonic speeds relative to the engine. The air then entered the engine compressor. Some of this compressor flow (20% at cruise) was removed after the fourth compressor stage and went straight to the afterburner through six bypass tubes. Air passing through the turbojet was compressed further by the remaining five compressor stages and then fuel was added in the combustion chamber.
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As with most gas turbine engines of the 1940s, 50s, and 60s the Ministry of Supply allocated the Proteus a designation which was apparently little used. Officially the Proteus was named Bristol BPr.n Proteus ;Bristol Phoebus: (BPh.1) Turbojet early version of the Proteus used to test and develop the gas generator portion of the engine, flight tested in the bomb bay of an Avro Lincoln from May 1946.
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The Spectre was a bipropellant engine burning kerosene and hydrogen peroxide. The power could be controlled from 10–100% delivering 8,000 lbf (35.7 kN) of thrust at full power. In the SR.53 it used the same fuel tanks as the turbojet engine and if run at full power was expected to consume the full load in about seven minutes. In 1952 static testing commenced with the Spectre DSpe.l.
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TurboJET is the world's largest operator of Boeing's Jetfoils; all used to belong to the former Far East Hydrofoil / Far East Jetfoil. Far East Hydrofoil / Far East Jetfoil also used PS-30 and FoilCat, whereas the former Turbo Cat used FlyingCat and TriCat. TurboJET's fleet includes seven major types of vessels (and eight minor vessels), with one of the major types (and two minor types) rented from another company.
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Testing of the X211 was confined to the XJ87 turbojet sections. In 1956, the United States Air Force (USAF) decided that the proposed WS-125 bomber was unfeasible as an operational strategic aircraft. In spite of this, the X211 program was continued for another 3 years, albeit with no target application. It was finally terminated in mid-1959 and by 1961 all funding for nuclear propulsion was removed.
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The HN-1 is reportedly a Chinese development of the native X-600 missile. Some sources believe it was based on the Kh-SD. The biggest difference between the HN-1 and its rumored origin Kh-SD missile is that a turbofan engine was adapted for HN-1, replacing the turbojet engine of Kh-SD. In 1988, China built an improved missile based on the X-600, called the HN-1.
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In May 1944 Lyulka was ordered to begin development of a turbojet with a thrust of . He demonstrated an eight-stage axial-flow engine in March 1945 called the S-18. In early 1946 the Council of Ministers ordered that the S-18 be developed into an operational engine with a thrust of . The TR-1 was developed in early 1946 and had its first static run on 9 August.
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The wing root and air intakes Production aircraft were powered by four Avon 201 turbojet engines, with thrust. In addition to providing thrust for flight, the engines also provided bleed air for the pressurization, ice protection, and air conditioning systems. The aircraft's DC electrical generators were also driven by the engines. Napier Spraymat electric heaters were installed in the engine inlets to prevent engine damage due to ice.
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The only Mystère IVN in flight. ;Mystère IVN : Dassault also proposed a two-seat all-weather interceptor version called Mystère IVN. The aircraft was equipped with the AN/APG-33 radar in an arrangement similar to North American F-86D Sabre Dog, powered by a Rolls-Royce Avon turbojet, and armed with 55× 68 mm Matra rockets in a retractable belly tray. The first prototype flew on 19 July 1954.
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Me 262A-2a (Black X), Australia, 2012 Me 262B-1a/U1 (Red 8), South Africa, 2008 Me 262 B-1a (White 35), at Willow Grove, Pa., in 2007; relocated to and on display in Pensacola, Fl. Me 262A and its Junkers Jumo 004 turbojet engine (Yellow 5), NMUSAF-Dayton, 2007 ; Me 262 A-1a/R7, W.Nr.500071 White 3, III./JG 7 : Deutsches Museum,Inv.-No.: 73736. Deutsches Museum.
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Nord 1500 Griffon II, which was powered by a turbojet-ramjet combination, a precursor to later turborocket designs. The air turborocket is a form of combined-cycle jet engine. The basic layout includes a gas generator, which produces high pressure gas, that drives a turbine/compressor assembly which compresses atmospheric air into a combustion chamber. This mixture is then combusted before leaving the device through a nozzle and creating thrust.
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Upon reaching high subsonic speed, the portion of the engine downstream of the turbojet would be used as an afterburner to accelerate the plane above the speed of sound. At lower speeds, air passes through an inlet and is then compressed by an axial compressor. That compressor is driven by a turbine, which is powered by hot, high-pressure gas from a combustion chamber.Heiser and Pratt, pp. 457–8.
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At a cost of $19.4 million in 1953 dollars, Triton was a somewhat expensive failure. However, in 1950 it could not be foreseen that the turbojet-powered, supersonic Regulus II would be comparable to a ramjet-powered weapon in just six years, or that a solid- fueled ballistic missile (Polaris) would soon eclipse all of the Navy’s other strategic options, and that it could be developed and deployed by 1961.
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The loss has been attributed as having been a major setback to the programme and later having played a factor in its termination. Following the accident, test flights continued using the second prototype V4/II (DM-ZYB), although this aircraft did not fly until 1960.Hirschel, Prem and Madelung 2012, p. 109. It would be the first to be powered by the indigenously-developed Pirna 014 turbojet engine.
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The Pilatus PC-24 jet entered service in early 2018, with PlaneSense taking delivery of the first production model. Building on the success of the Pilatus PC-12 turboprops, the PC-24 aims to offer PC-12 versatility with turbojet powered performance. PlaneSense is the launch customer with a preliminary order for six jets under contract. Before taking delivery of the PC-24, PlaneSense purchased four Nextant 400XTi aircraft.
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In the late 1930s, then- Commander Delmer S. Fahrney proposed that an "aerial torpedo" be developed for the purpose of intercepting bomber aircraft; while in 1940 the U.S. Navy Bureau of Aeronautics investigated the concept, it was only in May 1943, with the advent of practical jet and rocket engines, that the United States Navy initiated the Gorgon missile program, headquartered at the Naval Aircraft Modification Unit (later Naval Air Development Station) in Pennsylvania.Parsch 2005 The original design for Gorgon called for a turbojet-powered missile of approximately , capable of reaching and intended for use in destroying bombers or transport aircraft. Several guidance options were considered, including television guidance using a camera in the missile's nose and steering commands sent via radio, active radar homing, or infrared homing. As 1943 progressed the Gorgon project diversified, and in October 1943 aerodynamic studies and delays in the development of suitable small turbojet engines led to the decision being made to trial two different designs:Ordway and Wakeford 1960, p.181.
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However, the development of both the Swift and the Hunter would be protracted and also encountered several considerable technical challenges; according to Wood, this had been in part due to a failure to procure interim aircraft equipped with swept wings or to proceed with development of the Miles M.52. Wood describes the Swift as being "literally an attempt to squeeze a quart into a pint pot, with 30mm Aden guns, afterburning, power controls, adequate fuel and a respectable high subsonic performance". Swift FR.5 landing at the Farnborough air show in 1955 The Type 541 replaced its predecessors' Rolls-Royce Nene centrifugal flow turbojet engine with the axial-flow Rolls-Royce AJ.65 turbojet engine, which became the famed Avon series. The fuselage, which had been given a cross section suitable for the Nene engine, was not redesigned for the narrower AJ.65 and Avon engines, and retained a somewhat portly appearance.
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Animation of a 2-spool, high-bypass turbofan Schematic diagram of a high- bypass turbofan engine Rolls-Royce Trent 1000 turbofan powering a Boeing 787 Dreamliner testflight Engine Alliance GP7000 turbofan (view from the rear) awaiting installation on an Airbus A380 under construction The turbofan or fanjet is a type of airbreathing jet engine that is widely used in aircraft propulsion. The word "turbofan" is a portmanteau of "turbine" and "fan": the turbo portion refers to a gas turbine engine which achieves mechanical energy from combustion, and the fan, a ducted fan that uses the mechanical energy from the gas turbine to accelerate air rearwards. Thus, whereas all the air taken in by a turbojet passes through the turbine (through the combustion chamber), in a turbofan some of that air bypasses the turbine. A turbofan thus can be thought of as a turbojet being used to drive a ducted fan, with both of these contributing to the thrust.
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It is also called AVCAT fuel for Aviation Carrier Turbine fuel.UK MOD DEF STAN 23-8 ISSUE 2 :The JP-4 and JP-5 fuels, covered by the MIL-DTL-5624 and meeting the British Specification DEF STAN 91-86 AVCAT/FSII (formerly DERD 2452), are intended for use in aircraft turbine engines. These fuels require unique additives that are necessary for military aircraft and engine fuel systems. ;JP-6 :was developed for the General Electric YJ93 afterburning turbojet engines used in the XB-70 Valkyrie for sustained flight at Mach 3. It was similar to JP-5 but with a lower freezing point and improved thermal oxidative stability. When the XB-70 program was cancelled, the JP-6 specification, MIL-J-25656, was also cancelled.The History of Jet Fuel Air BP ;JP-7 :was developed for the Pratt & Whitney J58 afterburning turbojet engines used in the SR-71 Blackbird for sustained flight at Mach 3+.
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The Pratt & Whitney J58 (JT11D-20) turbojet aero engine, which had a specific fuel requirement; namely JP-7 turbine fuel. Turbine Fuel, Low Volatility, JP-7, commonly known as JP-7 (referred to as Jet Propellant 7 prior to MIL- DTL-38219) is a specialized type of jet fuel developed for the United States Air Force (USAF) for use in its supersonic military aircraft; including the SR-71 Blackbird and the Boeing X-51 Waverider.
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Artist's depiction of a J 21 inflight The Saab 21 was an unorthodox twin-boom pusher configuration fighter aircraft. It featured a low-mounted wing, a tricycle landing gear arrangement, and was furnished with heavy forward-firing armament.Widfeldt 1966, p. 4. Several recent innovations were incorporated into its design, such as an ejector seat for the pilot; the pusher layout later allowed the type to be readily modified with a turbojet engine as well.
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At the time of the accident, company records indicate that he had accumulated approximately 4,507 flying hours, of which 29 hours were in the F28. Rachuba held a flight engineer certificate with ratings for turbojet-powered aircraft and an expired instructor certificate issued on August 16, 1987. He also held a Federal Aviation Administration (FAA) license for non-federal control towers. Previously, he had served as a flight engineer on Boeing 737s and Boeing 727s.
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In the 1960s there was little difference between civil and military jet engines, apart from the use of afterburning in some (supersonic) applications. Today, turbofans are used for airliners because they have an exhaust speed that is better matched to the subsonic flight speed of the airliner. At airliner flight speeds, the exhaust speed from a turbojet engine is excessively high and wastes energy. The lower exhaust speed from a turbofan gives better fuel consumption.
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Jet engines can be run on almost any fuel. Hydrogen is a highly desirable fuel, as, although the energy per mole is not unusually high, the molecule is very much lighter than other molecules. The energy per kg of hydrogen is twice that of more common fuels and this gives twice the specific impulse. In addition, jet engines running on hydrogen are quite easy to build—the first ever turbojet was run on hydrogen.
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Tsuruno believed the design could easily be retrofitted with a turbojet, when suitable engines became available. His ideas were worked out by the First Naval Air Technical Arsenal (Dai-Ichi Kaigun Koku Gijitsusho), which designed three gliders designated Yokosuka MXY6, featuring canards.Shinden tanks45.tripod.com. Retrieved: 19 August 2010. These were built by Chigasaki Seizo K. K. and one was later fitted with a 22 hp Semi 11 (Ha-90) 4-cylinder air-cooled engine.
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The company also benefited from an increased demand for basic aircraft training; during 1953, the German Air Force ordered 265 Piaggio P.149 trainers. By 1957, Piaggio had also developed the Piaggio P.166, a twin-engine light transport aircraft, which was marketed and produced for military customers and civilian personnel worldwide. In 1960, Piaggio secured a production license for the Rolls Royce Viper turbojet engine; shortly thereafter, the firm began manufacturing jet engines.
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Two years later Nadiradze began working in the Central Aerohydrodynamic Institute (TsAGI) in which he led a team of engineers engaged in theoretical and experimental research on aircraft landing gears based on the principles of air cushions. He was also involved in the development of the Tupolev Tu-2 and early Soviet turbojet fighters. In 1941 he was appointed as a chief designer in the Moscow OKB (Experimental Design Bureau) plant 22 (Gorbunov).
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A system that blew air from the engines was used for both defogging and rain removal.Jenkins and Landis 2002, pp. 75–76. The lower forward section included a radar bay, and production machines were to be equipped with a refueling receptacle on the upper surface of the nose.Jenkins and Landis 2002, p. 81. The XB-70 was equipped with six General Electric YJ93-GE-3 turbojet engines, designed to use JP-6 jet fuel.
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The company was officially formed at Stag Lane in February 1944 and later moved into a factory leased by the government in 1946 at Leavesden, which had earlier been a site for Handley Page Halifax production.Lumsden 2003, p.136. This is now the location of Leavesden Film Studios. It went on to produce one of the early turbojet engines the de Havilland Goblin which saw service in the early post-war de Havilland Vampire fighter.
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Rolls-Royce Conway RCo.17 Mk201 on static display The Victor B.1 was powered by four Armstrong Siddeley Sapphire turbojet engines. The engines were embedded in pairs in the wing roots. Because of the high mounted position of the wing, the tail had to adopt a high mounting to maintain clearance of the jet turbulence, but the airbrakes were ideally situated to take advantage of this phenomenon.Flight 30 October 1959, pp. 463–465.
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Several dozen of this "L-5CT" or "George Gobel" model were produced in the late 1950s and early 1960s. He also played the harmonica. In 1957, three U.S. Air Force B-52 Stratofortress bombers made the first nonstop round-the-world flight by turbojet aircraft. One of the bombers was called "Lonesome George." The crew later appeared on Gobel's primetime television show and recounted the mission, which took them 45 hours and 19 minutes.
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Whiskey Twin Cylinder submarine armed with P-5 missiles. The P-5 "Pyatyorka" (; "Pyatyorka", "fiver" in English), also known by the NATO codename SS-N-3C Shaddock, is a Cold War era turbojet-powered cruise missile of the Soviet Union, designed by the Chelomey design bureau. The missile entered service in 1959. Pyatyorka is a common name for the missile as the "digit 5", corresponding to the R-7 Semyorka, the digit 7.
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North American Aviation began development of the Sabreliner as an in-house project, and in response to the UTX request for proposals, offered a military version to the USAF. UTX combined two different roles, personnel transport and combat readiness training, into the same aircraft. The civilian version prototype, which carried the model number NA-265, made its first flight on September 16, 1958. It was powered by two General Electric YJ85 turbojet engines.
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82 Of the 83.5-litre displacement class, BMW 803 possessing a 28-cylinder layout reminiscent of the Pratt & Whitney Wasp Major, but with the BMW four-row radial design using liquid cooling instead, as designed by Dr. Spiegel of Siemens, the final report remarked, "Its layout and design appeared clumsy and rather indifferent."Christopher, p. 83 They also witnessed the BMW 003A-1 axial-flow turbojet run on the Herbitus test stand.Christopher, p. 186.
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Kotelnikov, pp. 176–77 The ACh-30B was tested as a motorjet where the jet engine's compressor was driven by an incorporated piston engine (as opposed to being driven by a turbine extracting power from the jet's exhaust as in a normal turbojet). It was bench tested from June 1944 through May 1945, but was never installed in any aircraft. The jet engine's thrust was and the equivalent horsepower of the combination was .
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The BD-5J held the Guinness record for the World's Smallest Jet for over 25 years. Bob Bishop originally garnered the record with one of his jets, and in November 2004 the record changed hands to Juan Jiménez of San Juan, Puerto Rico, whose BD-5J weighed in 80 lbs (36 kg) lighter than Bishop's jet. The primary difference was the use of an earlier Microturbo turbojet, the simpler 022 Couguar, which weighed less.
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Heinkel Flugzeugwerke () was a German aircraft manufacturing company founded by and named after Ernst Heinkel. It is noted for producing bomber aircraft for the Luftwaffe in World War II and for important contributions to high- speed flight, with the pioneering examples of a successful liquid-fueled rocket and a turbojet-powered aircraft in aviation history, with both Heinkel designs' first flights occurring shortly before the outbreak of World War II in Europe.
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Thrust- producing flow which passes through an engines thermal cycle is called primary airflow. Using only cycle flow was relatively short-lived as the turbojet engine. Airflow through a propeller or a turbomachine fan is called secondary flow and is not part of the thermal cycle.The Aerothermodynamics Of Aircraft Gas Turbine Engines, Gordon C. Oates, editor, AFAPL-TR-78-52, Air Force Aero Propulsion Laboratory, Wright Patterson Air Force Base, Ohio 45433, 1.2.3.3.
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These were existing B-50A, B-50D or RB-50 aircraft with armament removed and equipped with a probe and drogue refueling system installed by Hayes Aircraft Corporation, and capable of refueling three fighters at the same time. The squadron began to send KB-50s to be modified to KB-50J configuration. These tankers added a General Electric J47 turbojet engine underneath each wing to increase the speed and altitude capability of the aircraft.Knaack, pp.
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The French built aircraft carried the designations FM-1...-18 and the Finnish built FM-21...-82. The aircraft served as a jet trainer in the Finnish Air Force between 1958–1988 until superseded by BAe Hawks. A total of 21 Magisters were destroyed in accidents, six with fatal outcome. The usual Finnish Air Force nickname for the aircraft was Kukkopilli (Ocarina) because of the unique sound of the Turbomeca Marboré turbojet.
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The Douglas X-3 Stiletto was the sleekest of the early experimental aircraft, but its research accomplishments were not those originally planned. It was originally intended for advanced Mach 2 turbojet propulsion testing, but it fell largely into the category of configuration explorers, as its performance (due to inadequate engines) never met its original performance goals.Hallion, Richard P. "The NACA, NASA, and the Supersonic-Hypersonic Frontier." NASA Technical Reports. Retrieved: 7 September 2011.
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One Canguro was modified to fly under power by Adriano Mantelli. His first version, flown in 1955 had a 16.4 kW (22 hp) motor mounted on a pylon above the wing. After storm damage this airframe was modified again to take a 1.47 kN (331 lbf) Turbomeca Palas turbojet in place of the rear seat, with a ventral fuselage exhaust below the wing trailing edge. Dating from 1962, it was known as the Canguro Palas.
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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.
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Despite being one of the first jet-engined air transports, the Ashton was engaged in primarily experimental work and was soon eclipsed in technology by the first of the full-scale production airliners, the de Havilland Comet. Ashton WB491 was modified with an under-fuselage mounting for testing turbine engines. It was used by Rolls Royce for trials with the Conway and Avon. Bristol Siddeley used Ashton WB493 as a testbed for its Olympus turbojet.
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Turner 1968, p. 9. Type 663 Tay Viscount demonstrating at Farnborough in September 1950 The second prototype Viscount, the Type 663 testbed, had two Rolls-Royce Tay turbojet engines and first flew in RAF markings as serial VX217 at Wisley on 15 March 1950.Andrews and Morgan 1988, pp. 425–426. It was demonstrated at the Farnborough SBAC Show in September and was later used in the development of powered controls for the Valiant bomber.
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From flight approval in Autumn 1956, flight experience again posed altitude starvation problems. Clearance was given for flight in the SR.53 prototype from May 1957. In October 1957 a contract was announced for a more advanced version of the aircraft as the SR.177 to utilise a revised design Spectre DSpe.5 engine together with a reheated supersonic capability thrust de Havilland Gyron Junior turbojet engine, thus meeting a full mixed-power aircraft concept.
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The CT-114 Tutor is a single-engine turbojet-powered trainer aircraft. It was purpose-designed for the training role, and possesses numerous favourable qualities, including a high level of reliability and favourable operating economics. It is capable of a wide performance range, possessing a top speed at altitude of 795 kmh (429 kt) and a diving speed of 885 kmh (478 kt) against a relatively low stalling speed of 71kt.Norris 1998, p. 23.
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"The turbofan engine ", p. 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 turboprop at its best flight speed gave significant fuel savings over a turbojet even though an extra turbine, a gearbox and a propeller were added to the turbojet's low-loss propelling nozzle.
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The Green Monster was the name of several vehicles built by Art Arfons and his half brother Walt Arfons. These ranged from dragsters to a turbojet-powered car which briefly held the land speed record three times during 1964 and 1965. The land speed record Green Monster set the absolute record three times during the close competition of 1964 and 1965. It was powered by a General Electric J79 taken from an F-104 Starfighter.
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The wing modifications included Krueger flaps outboard of the outboard engines, lowering take-off and landing speeds—thus shortening runway length requirements—and a thickened inboard leading edge section, with a slightly greater sweep. This modification increased the top speed over the .Frawley, Gerald. "Boeing 720". The International Directory of Civil Aircraft, 2003/2004. Fishwick, Act: Aerospace Publications, 2003. . It had four Pratt & Whitney JT3C-7 turbojet engines producing each.Donald, David, ed.
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113, 124. The Avco Lycoming Savage with the YF102 extended At least one other AJ-2 was purchased and used as a water bomber before it was purchased in 1970 by Avco Lycoming for use as an engine testbed for the YF102 turbofan. The J33 turbojet had to be reinstalled and the aircraft required almost a year of maintenance before it could be flown to Avco Lycoming's home airfield at Stratford, Connecticut.
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Oestrich and his team worked on the further development of the Atar 101. In 1948 he acquired French citizenship and in 1950 he rose to technical director of Snecma in Villaroche, where the developments of the BMW 003 engine were being monitored. He retired from Snecma in 1960. For his services at Snecma overseeing the development of Snecma Atar turbojet engines, he was awarded Knight of the Legion of Honor in 1962.
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It was believed that turbojet or turboprop engines could power all aircraft, from the largest to smallest designs. The Wankel engine did not find many applications in aircraft, but was used by Mazda in a popular line of sports cars. The French company Citroën had developed Wankel powered helicopter in 1970's. In modern times the Wankel engine has been used in motor gliders where the compactness, light weight, and smoothness are crucially important.
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Shekou Cruise Center Main Hall of the Cruise Center Shekou Cruise Center (), also known as the Shekou Ferry Terminal () and the Shekou Prince Bay Cruise Homeport, is a cruise terminal located in Shekou, Nanshan District, Shenzhen, China. It runs direct ferry connections from Shenzhen to destinations across the Pearl River Delta. It is operated by China Merchants Shekou Ferry Terminal Service Co., Ltd. Ferry operations are operated by Xunlong Ferries, TurboJET and CKS Ferries.
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The rest is transmitted through the reduction gearing to the propeller. Further expansion of the gases occurs in the propelling nozzle, where the gases exhaust to atmospheric pressure. The propelling nozzle provides a relatively small proportion of the thrust generated by a turboprop. In contrast to a turbojet, the engine's exhaust gases do not generally contain enough energy to create significant thrust, since almost all of the engine's power is used to drive the propeller.
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She was powered by a Metropolitan-Vickers Beryl turbojet of thrust. K7 was of all-metal construction and proved to have extremely high rigidity. Campbell and K7 set a new record of on Ullswater in July 1955. Campbell and K7 went on to break the record a further six times over the next nine years in the US and England (Coniston Water), finally increasing it to at Lake Dumbleyung in Western Australia in 1964.
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Serbian Aerobatic team "Flying Stars" on an airshow in Slovenia, 2008 ; G2-A : Two-seat advanced jet trainer, light attack aircraft. ; G-2A-E : Two-seat export version for Libya and Zambia. ; G2Š : Unarmed trainer. ; G3 Galeb-3 : Prototype of export version first flown 19 August 1970, with BMB (Rolls-Royce/Bristol Siddeley) Viper Mk 532 Turbojet engine from J-21 Jastreb, modern cockpit, cameras in tip-tanks, weapon load doubled, JATO and other modifications.
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Basic training was provided on Percival Provosts. However, with the arrival of No. 81 Entry in September 1959, the college gave students the option of taking a degree and allowed them to fly Jet Provosts. A new academic building, now known as Whittle Hall, was built to support the expanded syllabus. It was opened by Sir Frank Whittle, who had attended Cranwell as a young officer and had subsequently invented the turbojet engine, in 1962.
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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.
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The Saunders-Roe Duchess would have been a high-wing cantilever monoplane, featuring a relatively conventional tail and a full- length planing bottom hull. It was provided with a swept wing. For stability, the wing would have carried floats near each wingtip; these would have incorporated a retraction mechanism to reduce drag. It would have been powered by an arrangement of six de Havilland Ghost turbojet engines mounted inside of the wingroots.
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The Supermarine 545 was a development of the Swift to meet Air Ministry specification F.105D2. It had a crescent shaped wing and was intended to fly at supersonic speeds.FlightAndrews, pp 294-296 It was powered by a single afterburning Rolls-Royce Avon turbojet fed from an elliptical nose air intake with a central, bullet shaped centrebody. The intake was the most obvious difference between the Type 545 and its precursor, which had side intakes.
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The shorter high- pressure compressor was similarly encased, but with ribs running front-to-back only. Power was taken off between the two compressor stages to power accessories, with the gearbox placed on the top of the engine outside of the compressor casings. In June 1943 the USAAF did give Lockheed a contract for a jet-powered airplane, but it was to incorporate a British turbojet. Thereafter, Price discontinued work on his design.
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By 1965 he was assistant chief engineer of the Olympus 593 project,Flight International 3 June 1965 later becoming chief engineer.Times, 27 May 1971, page VI He was technical director of Rolls-Royce at Filton (Bristol Siddeley until 1968), when the engines (Rolls-Royce/Snecma Olympus 593 twin-spool turbojet) for the BAC Concorde were being developed.Flight International 30 October 1976 Brian Calvert was Concorde's flight manager, with whom he worked closely.
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The aircraft was a Tupolev Tu-154M (registration B-2610, factory 86A740, serial no. 0740). It was completed by the Kuibyshev Aviation Plant (KuAPO) on December 22, 1986, and was immediately transferred to the Civil Aviation Administration of China (CAAC). On July 1, 1988, due to reorganization, CAAC transferred the aircraft to China Northwest Airlines. The aircraft was powered with three turbojet Soloviev D-30KU-154-II engines from the Rybinsk Engine Plant.
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The N-102 Fang was powered by one General Electric J79 turbojet engine, though the designers believed two engines would increase the reliability and safety margin. The pilot would have a largely unobstructed canopy because of the downward angle of the nose. The design also included swept-back wings and a tricycle landing gear. The design never entered production because the United States Air Force instead opted for the F-104 Starfighter design by Lockheed Martin.
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The T-610 Super Pinto started off as a 1968 conversion of the United States Navy's Temco TT Pinto two-seat jet trainer. AJI modified the aircraft for light attack by changing the powerplant with the General Electric CJ610-6 turbojet engine and extending the fuselage by 10 inches. It featured a modified wing, wingtip fuel tanks and a swept vertical stabilizer as well as provision for two underwing hardpoints. The prototype first flew on June 28, 1968.
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The two-place Lockheed T-33A Shooting Star subsonic American jet trainer aircraft involved was manufacture serial number 580-9528 and registered 53-5966. It was maintained by the Maryland Air National Guard and equipped with an Allison J33-A-35 turbojet engine. The pilot and sole survivor of the accident was Captain Julius McCoy, age 34. He was rated as a military pilot August 4, 1944 and joined the Maryland Air National Guard in 1952.
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By properly 'tuning' the system (by designing the engine dimensions properly), a resonating combustion process can be achieved. While some valveless engines are known for being extremely fuel-hungry, other designs use significantly less fuel than a valved pulsejet, and a properly designed system with advanced components and techniques can rival or exceed the fuel efficiency of small turbojet engines. In 1909, Georges Marconnet developed the first pulsating combustor without valves. It was the grandfather of all valveless pulsejets.
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In September 1939, the Air Ministry issued a specification to Gloster for an aircraft to test one of Whittle's turbojet designs in flight, resulting in the development of the Gloster E.28/39, the first British jet aircraft. The name adopted for this initial proof of concept aircraft, E.28/39, originated from the aircraft having been developed in conformance with the 28th "Experimental" specification issued by the Air Ministry in 1939.Flight International 13 May 1971, p. 677.
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The swept-wing Stratojet, powered by six J-47 turbojet engines and capable of high subsonic speeds, was in its way as revolutionary as the X-1 had been. His expertise proved instrumental in bringing the revolutionary jet bomber to operational status with the Strategic Air Command. A year later, the flight test engineer was permanently assigned to Muroc Army Air Field (soon to be renamed Edwards Air Force Base) where he remained, with interruptions, until 1956.
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Fuels include jet fuel and AVGAS (aviation gasoline), which differ from automotive engine fuels. Gas turbine engines will run on aviation gasoline as an alternative to jet fuel as in the case of turbojet booster engines on piston-engined aircraft. Small turboprop and business aircraft may be approved for a limited running time on avgas to allow refuelling at remote airstrips with no jet fuel supply. Different fuels are used for different applications due to their performance characteristics.
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The I-3 had a longer forward fuselage compared to the I-1 and the cockpit was positioned further ahead of the 60 degree swept wing. Armament consisted of three 30 mm Nudelman-Richter NR-30 cannon, each with 65 rounds – one in the left wing root and two on the right side. The Klimov VK-3 turbojet was never provisioned or fitted to the airframe. In 1956 the I-3 was converted into the I-3U.
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SEPR's auxiliary rocket engines were based on the hypergolic fuel chemistry of nitric acid oxidiser and TX2 (tri-ethylamine xylidine) fuel. Unusually, the turbopump for the engine was mechanically driven from outside. A mechanical drive shaft from the accessory drive of the main turbojet provided the needed at 5,070 rpm, provided that the engine was running at full speed. As the propellants are hypergolic, the engine can be ignited repeatedly simply by engaging the clutch drive to the pump.
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The J-8F also possesses all the avionic and electronic upgrades the J-8H received. The earlier J-8B/Ds can be distinguished from later J-8H/Fs by their dark green radomes, compared to the latter's black radomes. Introduction of the more powerful WP-14 Kunlun turbojet engine for the J-8 series is planned to go under way in the coming years. The J-8F also serves in the People's Liberation Army Naval Air Force as well.
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This a/c was later used for exploring the F-15's flight envelope, handling qualities and external stores carriage capabilities. Meanwhile, the turbojet revolution had reached a high plateau at Edwards. By the time the base was officially designated the U.S. Air Force Flight Test Center in June 1951, more than 40 different types of aircraft had first taken flight at the base and the nation's first generation of jet-powered combat airplanes had already completed development.
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LMD-002 is one of the two models of a Chinese UAV employed missile series named as LM, short for Lei Ming, (Leiming, 雷鸣 meaning Thunder Roars). Both models weigh around 5 kg, and with a maximum range of 4.2 km. Both models are powered by micro turbojet engine developed by Shanghai Thunder Turbine Manufacture Co., Ltd. (上海雷霆微型涡轮发动机有限公司), with side intakes.
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LMD-003 is one of the two models of a Chinese UAV employed missile series named as LM, short for Lei Ming (Leiming, 雷鸣 meaning Thunder Roars). Both models weigh around 5 kg, and with a maximum range of 4.2 km. Both models are powered by micro turbojet engine developed by Shanghai Thunder Turbine Manufacture Co., Ltd. (上海雷霆微型涡轮发动机有限公司), with side intakes.
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The Boeing YQM-94A is a cantilever shoulder-wing monoplane, basically a jet-powered sailplane, with long straight wings, a twin fin tail, retractable tricycle landing gear, and a turbojet housed in a pod on its back. The engine was a General Electric YJ97-GE-100 providing 5,270 lb (2,390 kg) thrust. The YQM-94A was constructed using aluminium and fiberglass. The lower half of the circular-section fuselage was glass-fibre honeycomb, the same material used for radomes.
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In the same timeframe as the J57, the Bristol Aeroplane Company Engine Division in the UK also adopted the two spool arrangement into their Rolls-Royce Olympus turbojet engine series, which went on to propel the Avro Vulcan bomber and later Concorde. Within a few months both P&W; and Bristol had had a first run of their prototypes. Both demonstrated superb handling "Not much of an Engineer:an autobiography" Sir Stanley Hooker, Airlife Publishing Ltd. 1984, , p.
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It made its maiden flight on 4 February 2011. The standard includes the new Zhuk-M radar, new avionics, an IFR probe as well as new enhanced RD-33 series 3 turbojet engines. The modernisation is part of a $900 million contract to upgrade the 66 fighter fleet. Although not initially designed to carry strategic weapons, the Indian Air Force will receive 40 upgraded Su-30MKIs capable of carrying the BrahMos cruise missile possibly by 2020.
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Alexander Lippisch designed it after inspecting the new Heinkel He 162 which he thought could be improved. The redesigned He 162 composed of the nose section of the Heinkel 162, the wings and tail of the Me 163C, a newly designed rear fuselage, and landing gear adapted from the Bf 109. Power was to be supplied by a single Heinkel HeS 011A turbojet contained within the rear fuselage, which was fed by two intakes buried in the wing roots.
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Greenspun was employed as a commercial pilot for Delta Air Lines subsidiary Comair from 2008 until it ceased operation in 2012. According to the FAA Airmen registry, Greenspun holds an Airline Transport Pilot License and Flight Instructor certificates for both airplanes and helicopters, as well as type ratings for two turbojet-powered airplanes. Greenspun is listed as an instructor at the East Coast Aero Club and was interviewed by NPR regarding the success of a Groupon helicopter lesson offer.
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In 1958, the squadron upgraded to Boeing B-50 Superfortress tankers, which provided greater speed to refuel jet aircraft. KB-50s were modified about 1959 to KB-50J configuration which added a J-47 turbojet engine underneath each wing in place of the auxiliary fuel tanks to increase the speed of the aircraft. Some aircraft and crews deployed to Don Muang Royal Thai Air Force Base, Thailand in 1961 to support USAF advisory tactical jet aircraft.
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In 1961 the company was renamed Sociedade de Turismo e Diversões de Macau, S.A.R.L. (STDM). Business at its flagship Lisboa Casino Hotel blossomed, the hotel later becoming well known internationally. In the same year, Ho also set up Shun Tak Holdings Ltd, which was listed on the Stock Exchange of Hong Kong. Through a subsidiary, TurboJET, it owns one of the world's largest fleets of high-speed jetfoils, which ferry passengers between Hong Kong and Macau.
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Bell constructed the X-14 as an open-cockpit, all-metal (duralumin) monoplane for the USAF. It was powered by two Armstrong Siddeley Viper turbojet engines equipped with thrust deflectors sited at the aircraft's centre of gravity. The engines are fixed in position; transition from vertical to horizontal flight is achieved with a system of movable vanes that control the direction of engine thrust. Top speed was 180 miles per hour with a service ceiling of 20,000 feet.
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It was built using a high percentage of plastic composite materials, which had a lower radar reflectivity than metal. The leading and trailing edges of the wings had inset triangles of a radar-absorbent material. The aircraft was powered by a General Electric YJ97-GE-3 turbojet providing 4,000 pounds (1,815 kg) thrust, with the engine exhaust mixed with cool air to reduce its infrared signature. The YJ97 was derived from a General Electric demonstrator engine designated the "GE1".
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The French Air Force ordered 150 Mystère IICs, with the first production machine flying in June 1954, being delivered in October of that year. The production aircraft featured the twin DEFA cannon, an Atar 101D turbojet with thrust, increased tail sweep, and revised intake trunking and internal fuel tank arrangement. Top speed was at low level. Details of external stores are unclear, but a reasonable assumption would be that they were similar to those of the Ouragan.
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The Vampire was a jet-propelled car that currently holds the outright British land speed record, driven by Colin Fallows to a mean speed of on 5 July 2000 at Elvington, Yorkshire, England.The Times, September 21, 2006. See Vampire was long and consumed from 7 to 10 UK gallons of fuel per mile. Powered by a Rolls-Royce Orpheus turbojet engine, it could accelerate from standstill to in six seconds, a personal best set at Santa Pod Raceway.
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Due to funding problems and the resultant long development time, Spain abandoned the project in 1960. Front view of HA-300 showing tailed delta-wing and the undercarriage Egypt then acquired the design from Hispano Aviación. The design team, headed by Messerschmitt, moved to Helwan, Egypt, to continue its work on the HA-300, which now stood for Helwan Aircraft 300. Ferdinand Brandner, an Austrian jet engine expert, was also invited to develop a turbojet for the new fighter.
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The small Turbomeca Marboré turbojet engine was mounted in the central lower fuselage, fed from wing root inlets and exhausting under the raised rear fuselage just aft of the wing trailing edge. Fuel was supplied from one fuselage and two wing tanks. The horizontal tail was unswept and straight tapered, with squared tips, the starboard elevator carrying an electrically operated trim tab. The fin and rudder were also straight tapered but swept, with a long, low dorsal strake.
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The pilot commented in his report on a need for cockpit heating and a larger fuel tank. The aircraft continued flight tests until 1944.Flight 1949 By that time, more advanced turbojet-powered aircraft were available. The Gloster E.28/39 was later able to achieve high speeds, highest being 505 mph at 30,000 feet with a W.2/700 engine and it proved to be a capable experimental platform and exhibited a "good climb rate and ceiling".
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On 13 January 1960, the prototype performed its maiden flight, flown by project pilot Ian MacTavish. Originally, the first flight has been scheduled to take place in early 1959, but had been delayed due to issues relating to engine development. While the prototype was powered by a single Pratt & Whitney JT12A-5 turbojet engine, this would be substituted for by a General Electric J85 powerplant for the subsequent production aircraft that followed.Norris 1998, pp. 22–23.
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For many years it was believed that this missile used a turbojet engine during the sustained flight; after the Russian and the Western media gained access to its performance characteristics, it was understood that its propulsion system was a ramjet.Scott, Richard Russia's 'Shipwreck' missile enigma solved Jane's Naval Forces News. 10 September 2001 The P-700 has a distinctive annular air intake in the nose. Maximum speed is believed to be between Mach 1.6 to Mach 2.5.
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NAVAL&MERCHANT; SHIPS 2012 May issue The missile has a means of countering the attacking anti-missiles. Also, the on-board computer carries data designed to counter an enemy's electronic warfare and to evade counter- measures. The P-700 was derived from the P-500 Bazalt missile with a turbojet. The P-700 was in turn developed into the P-800 Oniks, which uses ramjet propulsion, and the BrahMos missile, a joint Indian/Russian modernization of the P-800.
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Powered by a large ramjet with turbojet sustainer, the Griffon was renamed from the SFECMAS 1500 Guépard (Cheetah) after SFECMAS was merged with SNCAN to form Nord Aviation. Two prototypes were ordered initially in a letter dated 24 August 1953, with the final contract, (No. 2003/55) in 1955. Although intended to eventually fulfil a requirement for a light interceptor capable of operation from 1,000m grass runways, the two prototypes were ordered without military equipment for research purposes only.
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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.
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The clam-shell door, or cascade, system is pneumatically operated. When activated, the doors rotate to open the ducts and close the normal exit, causing the thrust to be directed forward. The cascade thrust reverser is commonly used on turbofan engines. On turbojet engines, this system would be less effective than the target system, as the cascade system only makes use of the fan airflow and does not affect the main engine core, which continues to produce forward thrust.
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The second prototype began powered tests early in 1947, but was damaged beyond repair making a hard landing. Shortly afterwards, the first prototype was also destroyed in a landing accident. By this stage, turbojet technology was at a far more advanced stage than it had been at the outset of the project, and surface-to-air missiles had replaced the need for point-defence interceptors. Under these circumstances, the Air Force decided to cancel the project.
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The TALD was used with great success in the opening stages of Operation Desert Storm in 1991, with the first being deployed in combat by Lt. Jeff Greer. More than 100 were launched on the opening night of the war. This prompted the Iraqi air defense to activate many of its radars, most of which were then destroyed by anti- radiation missiles. The Improved TALD is powered by a Teledyne CAE Model 312 (J700-CA-400) turbojet.
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An Indian Sea Hawk on the flight deck of The F 1 was armed with four 20 mm (.79 in) Hispano Mk V cannons. It was powered by a 5,000 lbf (22 kN) thrust Rolls-Royce Nene 101 centrifugal flow turbojet engine. The Nene engine was viewed as underpowered; in 1950, the government had cancelled development of the Rolls-Royce Tay, an afterburner-equipped development of the Nene, leaving no more powerful engines to equip the Sea Hawk.
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Forward view of preserved Vickers Valiant XD818 at RAF Museum Cosford The Valiant had a shoulder-mounted wing and four Rolls-Royce Avon RA.3 turbojet engines, each providing up to of thrust, installed in pairs in fireproof bays in each wing root. The design of the Valiant gave an overall impression of a clean aircraft with swept-wing aerodynamics. George Edwards described the Valiant appropriately and simply as an "unfunny" aircraft.Andrews and Morgan 1988, p. 449.
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Joined by Ed Wells, Boeing vice president of Engineering, the engineers worked that night in the Hotel Van Cleve and redesigned Boeing's proposal to be a four-engine turbojet bomber. On Friday, Col. Warden carefully looked over the new charts and graphs and asked for a better design. Returning to the Hotel Van Cleve, the Boeing team was joined by Bob Withington and Maynard Pennell, two top Boeing engineers who just happened to be in town on other business.
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A Stage 2 hush kit has 6 to 8 lobes, whereas a Stage 3 hush kit has 10 to 12 lobes. Nowadays aircraft that have been Stage 2 modified must be Stage 3 modified in most countries. A hush kit is an aerodynamic device used to help reduce the noise produced by aircraft jet engines. These devices are typically installed on older turbojet and low-bypass turbofan engines, as they are much louder than later high- bypass turbofan engines.
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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.
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This short-range radar system was useful only in the terminal phases of the interception. Most of the operation would be directed using ground-controlled interception, as was the case with the earlier aircraft it replaced. The added weight of the electronic equipment required a more powerful engine, so the standard J-33 turbojet engine, which had been fitted to the T-33A, was replaced with an afterburning Allison J33-A-33. The combination reduced the internal fuel capacity.
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This leaves little time for reaction and stimulated the design of close-in weapon systems (CIWS). Its rocket motor, which is fuelled by solid propellant, gives the Exocet a maximum range of . It was replaced on the Block 3 MM40 ship-launched version of the missile with a solid-propellant booster and a turbojet sustainer motor which extends the range of the missile to more than . The submarine-launched version places the missile inside a launch capsule.
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The Rolls-Royce Avon turbojet engine was affected by repeated compressor surges early in its 1940s development which proved difficult to eliminate from the design. Such was the perceived importance and urgency of the engine that Rolls-Royce licensed the compressor design of the Sapphire engine from Armstrong Siddeley to speed development. The engine, as redesigned, went on to power aircraft such as the English Electric Canberra bomber, and the de Havilland Comet and Sud Aviation Caravelle airliners.
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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.
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Work on the design ended in 1936 after Doble found little interest in the design from aircraft manufacturers or the Army. Price started work on his own turbojet design in 1938. To improve fuel efficiency, he used a combination of low-compression axial compressor stages feeding a high-compression reciprocating compressor. In 1941 he was hired by Lockheed to evaluate the General Electric superchargers being fit to the experimental XP-49, a high-altitude version of the P-38.
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The J402 engine was designed for the Harpoon missile from the beginning. Its size and weight were dictated by the already-planned missile (just over 12 inches (30 cm) in diameter, about 100 lb (45 kg) in weight). The engine also had to be designed to be inexpensive; the military wanted to produce and store large quantities of the missile. To meet these requirements, Teledyne aerodynamically scaled their J69-T-406 turbojet to just 32% air capacity.
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Communist bloc cars such as Ladas often still sported crank-starting as late as the 1980s. For the first examples of production German turbojet engines later in World War II, Norbert Riedel designed a small two-stroke, opposed-twin gasoline engine to start both the Junkers Jumo 004 and BMW 003 aircraft gas turbines as a form of auxiliary power unit to get the central spindle of each engine design rotating — these were usually installed at the very front of the turbojet, and were themselves started by a pull-rope to get them running during the startup procedure for the jet engines they were fitted to. Before Chrysler's 1949 innovation of the key-operated combination ignition-starter switch, the starter was often operated by the driver pressing a button mounted on the floor or dashboard. Some vehicles had a pedal in the floor that manually engaged the starter drive pinion with the flywheel ring gear, then completed the electrical circuit to the starter motor once the pedal reached the end of its travel.
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During 1989, Industria de Turbo Propulsores SA (ITP) was established. It was originally structured as a joint venture between Spanish engineering conglomerate SENER and British aero engine manufacturer Rolls- Royce Holdings. Its formation was closely associated with the creation of EuroJet Turbo GmbH, a multinational engine consortium to develop and produce the EJ200 turbojet engine to power the Eurofighter Typhoon. In 1990, ITP acquired an engine maintenance plant located in Ajalvir, Madrid, from Spanish aircraft manufacturer Construcciones Aeronáuticas SA (CASA).
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Fuel was limited to 600 liters (132 gallons) in a bag tank located in the fuselage above the wing.Gunston, 1997 The engine was the Turmanskii-designed RU-19, made especially for the aircraft. Like the rest of the aircraft, it was simply designed, a single- shaft turbojet with a seven-stage axial compressor, rated at 900 kg (1,984 lbs) thrust. Air was fed from very small inlets located in the wing roots, and discharged directly under the rear fuselage with no jetpipe.
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Beck, Simon. "C-82 Packet." c82packet.com. Retrieved: 31 December 2013. ;XC-82B : 1947, fitted with 2650hp Pratt & Whitney R-4360 Wasp Major radial engines as a precursor to the C-119 series. One converted from a C-82A. ;C-82N : 1946, Production aircraft built by North American Aviation. Only three were completed, before the remaining 997 were cancelled. ;Steward-Davis Jet-Packet 1600 : 1956, civil conversion of Fairchild C-82A with Westinghouse J30-W turbojet booster engine in pod above upper fuselage.
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Messerschmitt Me 262A at the National Museum of the United States Air Force The first generation of jet fighters comprised the initial, subsonic jet- fighter designs introduced late in World War II (1939–1945) and in the early post-war period. They differed little from their piston-engined counterparts in appearance, and many employed unswept wings. Guns and cannon remained the principal armament. The need to obtain a decisive advantage in maximum speed pushed the development of turbojet-powered aircraft forward.
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Full development funds soon followed. By this point there were a number of turbojet developments taking place in Germany. Heinkel was so impressed by the concept that he arranged the transfer to the project of Adolph Müller from Junkers, who was developing an axial compressor-powered design, renamed as the Heinkel HeS 30. Müller left Junkers after they purchased the Junkers Motoren company, who had their own project under way, which by this time was known as the Junkers Jumo 004.
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Specific thrust is the thrust per unit air mass flowrate of a jet engine (e.g. turbojet, turbofan, etc.) and can be calculated by the ratio of net thrust/total intake airflow. Low specific thrust engines tend to be more efficient of propellant (at subsonic speeds), but also have a lower effective exhaust velocity and lower maximum airspeed. Engines considered to have high specific thrust are mostly used for supersonic speeds, and extremely high specific thrust engines can achieve hypersonic speeds.
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It has produced turbojet and turboprop engines for military and civil use, including Blackjack and Backfire bombers and Tu-154 transports. The NK-12M engine produced by Frunze is the most powerful turboprop in the world. Samara Frunze also produced engines for the Salyut spacecraft and for the Mir space station. Re-established as the joint-stock company Motorostroitel in 1994, it retained this denomination until 2010, when it was merged with several other Samara-based engine plants on the verge of bankruptcy.
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Bell used the fuselage of a Schweizer 1-23 glider with the wing of a Cessna 170 and the landing gear of a Bell 47 helicopter. Two thrust Fairchild J44 turbojet engines - as used on drones, missiles and for JATO - were mounted one on each side of the aircraft under the wing. These could be tilted from horizontal to vertical. A Turbomeca Palouste turbocompressor powered small thrusters at the tail and wingtips to provide a reaction control system during hover.
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Monino Museum (1998) In the late 1940s, the Soviet Union was strongly committed to matching the United States in strategic bombing capability. The Soviets' only long-range bomber at the time was Tupolev's Tu-4 'Bull', a reverse-engineered copy of the American B-29 Superfortress. The development of the notably powerful Mikulin AM-3 turbojet led to the possibility of a large, jet-powered bomber. The Tupolev design bureau began work on the Tu-88 ("Aircraft N") prototypes in 1950.
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But the wing was given a longer span on the port (left hand) side, with room beneath it for a nacelle containing a BMW 003 turbojet. The root of the tail fin extended forward, with the tail plane mounted on top of the extension, raising it above the jet exhaust. The main undercarriage retracted outward into the main wing, on the port side outboard of the engine nacelle. A retractable tailwheel was located in the extreme rear, beneath the rudder.
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Gloucester has a long history in the aerospace business. In 1926 the Gloucestershire Aircraft Company at Brockworth changed its name to the Gloster Aircraft Company because international customers claimed that the name "Gloucestershire" was too difficult to spell. A sculpture in the city centre celebrates Gloucester's aviation history and its involvement in the jet engine. Frank Whittle's pioneering turbojet engine powered the Gloster E.28/39, the first British jet aircraft, which first flew at the company's airfield at Brockworth.
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Concorde needed to fly long distances to be economically viable; this required high efficiency from the powerplant. Turbofan engines were rejected due to their larger cross-section producing excessive drag. Olympus turbojet technology was available to be developed to meet the design requirements of the aircraft, although turbofans would be studied for any future SST. The aircraft used reheat (afterburners) at take-off and to pass through the upper transonic regime and to supersonic speeds, between Mach 0.95 and 1.7.
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Additionally, the J-8IIM carried new multifunction displays, integrated INS/GPS navigation system, new fire- control systems, new alternators and a new electronic countermeasures suite. The J-8IIM possessed true BVR capabilities with the use of the R-27 (air-to- air missile) semi-active infrared seeker medium-ranged missile. New WP-13B turbojet engines were adopted as well. The J-8IIM has had no new orders from China or the export market, where it is offered as the F-8IIM.
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Boyne 2002, pp. 261–262. Due to the limited thrust available from early jet engines, it was decided that subsequent production aircraft would be powered by a pair of turbojet engines.Spick 2002, pp. 169–170. In 1940, for a "military load" of , the Royal Aircraft Establishment (RAE) had advised that work on an aircraft of all-up weight, with a total static thrust of should be started, with an design for the expected, more powerful, W.2 and axial engine designs.
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Meteor F.8 in flight at RAF Greenham Common, May 1986 The first operational version of the Meteor, designated as the Meteor F.1, apart from the minor airframe refinements, was a straightforward 'militarisation' of the earlier F9/40 prototypes.Shacklady 1962, p. 29. The dimensions of the standard Meteor F.1 were long with a span of , with an empty weight of and a maximum takeoff weight of . Despite the revolutionary turbojet propulsion used,Flight 25 October 1945, p. 444.
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He was made a Fellow of the Royal Society, and of the Royal Aeronautical Society, and in 1991 he and von Ohain were awarded the Charles Stark Draper Prize for their work on turbojet engines. Whittle became an atheist by degrees. Whittle died of lung cancer on 9 August 1996, at his home in Columbia, Maryland. He was cremated in America and his ashes were flown to England where they were placed in a memorial in a church in Cranwell.
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The ATRAN (Automatic Terrain Recognition and Navigation) Mace "A" was launched from a mobile transporter/launcher while the inertially guided Mace "B" was launched from a hardened bunker. Both used a solid fuel booster rocket for initial acceleration and an Allison J33 turbojet for flight. The TM-76B, redesignated as CGM-13B remained on alert until 30 April 1969 with the 71st Tactical Missile Squadron at Bitburg AB, and until October 1969 with the 498th Tactical Missile Group at Kadena Air Base, Okinawa.
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The weapon was meant to be cheap, but at the same time capable of giving an ordinary missile boat the same 'punch' as a battleship's salvo. The onboard electronics were based on a simple analog design, with a homing conical scanning radar sensor. It used a more reliable rocket engine with acid fuel in preference to a turbojet. Some shortcomings were never totally solved, due to the liquid propellant of the rocket engine: the acid fuel gradually corroded the missile fuselage.
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Propulsive efficiency comparison for various gas turbine engine configurations In a zero-bypass (turbojet) engine the high temperature and high pressure exhaust gas is accelerated by expansion through a propelling nozzle and produces all the thrust. The compressor absorbs all the mechanical power produced by the turbine. 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.
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Mexico's main exports to Poland include: motor vehicles, tractors, cycles and other vehicles; memory units; razors; and turbojet, turboprop and gas turbines. Poland's main exports to Mexico include: motor vehicles and seats; goods for the Promotion Program of the Automotive and Auto Parts Industry Sector; and fuel pumps for diesel injection. Between 1999 and 2012, Polish direct investment to Mexico amounted to US$17 million. During that same period, Mexican direct investment to Poland amounted to approximately US$4 million.
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The engine has three intake stages, which are sized according to the sound created by the combustion process when running. This has exactly the same effect as the turbine and compressor in a turbojet, creating a vacuum that sucks in air. The intakes, along with the exhaust, are sonically tuned so that the locations of the pressure antinodes of the Mach disks in the propane stream match the locations of the intake apertures. Thus atmospheric pressure augments air intake as much as possible.
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The Avrocar, with vertical takeoff and landing, was originally intended to replace both the Jeep and the helicopter in combat situations, but proved to be inadequate for both. In spite of a powerful turbojet, it could not rise more than four or five feet off the ground, i.e., out of ground effect. Thus, the Avrocar could be seen as a prototype for the early generations of hovercraft, lacking only a 'skirt' to make it a truly effective example of the type.
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Out of a combined desire to equip the aircraft with a radar unit and to make greater use of turbojet power, a more ambitious design began to be drawn up.Wood 1975, pp. 57-58. While it had begun as an advanced design concept for the SR.53, upon the issuing of a development contract by the Ministry of Defence in May 1955 (to meet specification F.155), the project was given its own designation as the SR.177.Wood 1986, p. 61.
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Another field of study was the aerodynamics of supporting surfaces and the velocity and pressure distribution on wings of various shapes. He experimented and studied the effects of jet emitted near the trailing edge on airfoil lift including the effect of spoilers. A number of his papers was devoted to the aerodynamics of aircraft propulsion (piston, turbo-prop and turbojet engines). Furthermore, he tackled the problem of air flow through the introduction pipe and exhaustion of combustion gases through a jet exhaust nozzle.
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HFB 320 schematic The HFB 320 Hansa Jet is a mid-wing monoplane of a somewhat conventional layout, being powered by a rear-mounted twin jet engines beneath a T-tail. Constructed entirely of metal, it has a 10-seat passenger cabin and retractable undercarriage. As certified, the Hansa Jet can carry up to 12 passengers. Its General Electric CJ610 turbojet engines enabled the aircraft to achieve a maximum speed of 486 knots along with a maximum endurance in excess of 1,200 nm.
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Packs with a turbojet engine are fueled with traditional kerosene-based jet fuel. They have higher efficiency, greater height and a duration of flight of many minutes, but they are complex in construction and very expensive. Only one working model of this pack was made; it underwent flight tests in the 1960s and at present it no longer flies. Jet packs and rocket packs have much better flight time on a tankful of fuel if they have wings like an aeroplane's.
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Swanborough and Bowers 1990, p. 402. The XFR-1 was a single-seat, low-wing monoplane with tricycle landing gear. A Wright R-1820-72W Cyclone radial engine was mounted in the fighter's nose while a General Electric I-16 (later redesignated as the J-31) turbojet was mounted in the rear fuselage. It was fed by ducts in each wing root which meant that the wing had to be relatively thick to house the ducts and the outward-retracting main landing gear.
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The YJ-83 uses microprocessors and a strapdown inertial reference unit (IRU); these are more compact than the equivalent electronics used in the YJ-8 and the export C-802, allowing the YJ-83 to have a 180-km range at Mach 0.9. The missile is powered by the Chinese CTJ-2 turbojet, and carries 190-kg high- explosive fragmentation warhead. Terminal guidance is by an active radar. The YJ-83K, the air-launched variant, has a range of 200 km.
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The ATREX engine (Air Turbo Ramjet Engine with eXpander cycle) developed in Japan is an experimental precooled jet engine that works as a turbojet at low speeds and a ramjet up to mach 6.0. ATREX uses liquid hydrogen fuel in a fairly exotic single-fan arrangement. The liquid hydrogen fuel is pumped through a heat exchanger in the air-intake, simultaneously heating the liquid hydrogen and cooling the incoming air. This cooling of the incoming air is critical in achieving a reasonable efficiency.
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The hydrogen then continues through a second heat exchanger positioned after the combustion section, where the hot exhaust is used to further heat the hydrogen, turning it in a very high pressure gas. This gas is then passed through the tips of the fan providing driving power to the fan at subsonic speeds. After mixing with the air, the hydrogen is burned in the combustion chamber. The development of this engine lost focus in favor of the new hypersonic precooled turbojet engine (PCTJ).
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The start cart was positioned underneath the J58 and the two Buick engines powered a single, vertical drive shaft connecting to the J58 engine and spinning it to above 3,200 RPM, at which point the turbojet could self-sustain. Once the first J58 engine was started, the cart was repositioned to start the aircraft's other J58 engine. Later start carts used Chevrolet big-block V8 engines. Eventually, a quieter, pneumatic start system was developed for use at main operating bases.
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SM-1 engine on display It was initially planned that the aircraft's engines would be designed and built by the Swiss company Sulzer. The initial engine choice was a small turbojet, the Sulzer D45, with a thrust of , which was abandoned in 1947. Only two prototype D45 engines were built in 1948. The first engine, D45.01 was used in a test rig between 1950 and 1951 and the second engine, D45.04 (of limited airworthiness) was used until 1955 in a test rig.
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The Lavochkin OKB decided to improve the performance of the 152 in late 1946 by replacing the RD-10 engine with a more powerful Lyulka TR-1 turbojet of thrust. The design work was completed in September 1947, and construction began of a prototype shortly afterward, but the engine was not yet ready for testing and the project was canceled. The only other significant difference from the 152 was that each cannon was furnished with 75 rounds of ammunition.Gordon 2002, pp.
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The aircraft industry had no precedent for an engine which would gain in thrust with altitude and the required maximum thrust was estimated at between and thrust. The design was based on a variable thrust which could be throttled from to . Design philosophy was matched to the mixed power concept of an aircraft having both a turbojet and rocket engine for maximum operational flexibility. Primary innovation was as the first to incorporate its turbo pump turbine upstream of its combustion chamber.
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In August 1944, a requirement led to the Volksjäger ("Peoples' Fighter") aircraft design competition, to create a lightweight high-speed fighter/interceptor using a single BMW 003 turbojet engine as specified,Christopher, John. The Race for Hitler's X-Planes (The Mill, Gloucestershire: History Press, 2013), p.145. intended for rapid mass-production while using minimal resources. The Volksjäger was intended to be disposable, with damaged aircraft being discarded rather than repaired, while it was to be flown by pilots hastily trained on gliders.
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A notable advance for large aircraft was the introduction of a turboprop powerplant, the Allison T56 which was developed for the C-130. It gave the aircraft greater range than a turbojet engine as it used less fuel. Turboprop engines also produced much more power for their weight than piston engines. However, the turboprop configuration chosen for the T56, with the propeller connected to the compressor, had the potential to cause structural failure of the aircraft if an engine failed.
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The Tu-98 emerged from a program for a fast supersonic bomber to replace the Tupolev Tu-16. It was powered by two Lyulka AL-7 turbojet engines with side-mounted intakes high on the fuselage (above the wingroot). The Tu-98 was built in 1955 and first flown in 1956. It was shown to an American delegation at the Tushino airfield outside Moscow in June 1956, but it subsequently did not enter service, and only the single prototype was completed.
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To oversee the new project, Packard hired Allison Engine Company's Robert M. Williams as their chief design engineer at the Toledo facility in July of that year. In October 1946 Williams and Dr. George F. Wislicenus, one of the engineers working under him, discussed ways of improving the efficiency of turbojet engines. They came up with an engine design which they called a "ducted fan". The resulting engine was Packard's model PT-205, with the military designation Packard XJ49-V-1 turbofan engine.
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Spirit of America was the first of the modern record breaking jet-propelled cars, built with a narrow streamlined fuselage, three-wheel chassis, and, most significantly, turbojet engine. Like most of the other competing vehicles, the engine was ex- military. The first Spirit had a General Electric J47 engine from an F-86 and was tested at Bonneville Salt Flats in 1962, where difficult handling resulted in failure. Before trying again, a new stabilizer and steerable front wheel were added.
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The failure of the J40 led to the Pratt & Whitney J57 turbojet with afterburner, rated with of thrust being substituted for the prototypes and F-102As.Wegg 2000, pp. 200–201. This aircraft was intended to be temporary, pending the development of the F-102B, which would employ the more advanced Curtiss-Wright J67, a licensed derivative of the Bristol-Siddeley Olympus which was still in development. The F-102B would later evolve to become the F-106A, dubbed the "Ultimate Interceptor".
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The beginnings of the CL-41 Tutor can be found in a decision by Canadian aircraft manufacturer Canadair to develop its own indigenous trainer aircraft as a private venture. The design itself was the product of the company’s in-house Preliminary Design department.Dishlevoy 2005, pp. 8–10. By August 1957, the basic configuration of the design had been completed, which was of a turbojet- powered, low-wing aircraft, complete with a tricycle undercarriage and a side- by-side cockpit arrangement.
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Whereas all the air taken in by a turbojet passes through the turbine (through the combustion chamber), in a turbofan some of that air bypasses the turbine. Because the turbine has to additionally drive the fan, the turbine is larger and has larger pressure and temperature drops, and so the nozzles are smaller. This means that the exhaust velocity of the core is reduced. The fan also has lower exhaust velocity, giving much more thrust per unit energy (lower specific thrust).
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As the engine accelerates to supersonic velocities, the articulated portions of the intake direct flow into the heat exchanger (PCT patent pending). Liquid hydrogen fuel is passed through the heat exchanger, decreasing the temperature of the air prior to engine compression. Some of the air bypass the turbojet core, and is mixed with the hydrogen exiting the heat exchanger in the afterburner section. Note that the magnitude of heat transfer is coupled to the amount of hydrogen available for combustion in the afterburner.
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It was fitted with two Pratt & Whitney R-2800-44W Double Wasp piston engines, mounted in nacelles under each wing with a large turbocharger fitted inside each engine nacelle, and a Allison J33-A-10 turbojet was fitted in the rear fuselage. The jet engine was only intended for takeoff and maximum speed near the target,Johnson 2000, p. 343. and was fed by an air inlet on top of the fuselage that was normally kept closed to reduce drag.
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MBI Publishing. Aside from the wings, the two aircraft shared the basic design as well as the Lyulka AL-7 turbojet engine. Since the T-3 was intended to be an interceptor, it was fitted with the Almaz (Алмаз, Diamond) radar housed in the air intake. The prototype first flew on 26 May 1956. The T-3 was ordered into production at Factory No.153 but events overtook it when a revised specification was issued for the Interceptor fighter role.
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However, both piston-engined and turboprop-powered propeller-driven aircraft were reaching their zenith and new technological developments such as the advent of the pure turbojet and turbofan engines, both without propellers, meant that the designs were quickly eclipsed. The US propeller manufacturer, Hamilton Standard, bought a Fairey Gannet in 1983 to study the effects of counter rotation on propeller noise and blade vibratory stresses. The Gannet was particularly suitable because the independently-driven propellers provided a comparison between counter and single rotation.
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Though initially fitted with turbojet engines, the dominant engine for the Boeing 720 was the Pratt & Whitney JT3D, a turbofan variant of the JT3C with lower fuel consumption and higher thrust. JT3D-engined 720s had a "B" suffix; some of American's 720Bs were conversions of JT3C-powered 720s. Like the 707, the 720/720B used engine-driven turbocompressors to supply high-pressure air for cabin pressurization. The engines could not supply sufficient bleed air for this purpose without a serious loss of thrust.
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XF-104 #1 was subsonic in level flight when powered by the non-afterburning J65, but Mach 1 could be easily exceeded during a slight descent. In July 1954, the J65-B-3 was replaced by the afterburning J65-W-7 turbojet. With this engine installed, the performance of the XF-104 was greatly improved. Maximum level speed was Mach 1.49 at , and an altitude of could be attained in a zoom climb, while Mach 1.6 could be attained in a dive.
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A Magister of the Belgian Air Force During the postwar years, Fouga continued to pursue its own designs. During 1948, development commenced on a new primary trainer aircraft design that harnessed newly-developed jet propulsion technology. The initial design, subsequently named the CM.170 Magister, was evaluated by the French Air Force (Armée de l'Air, AdA) and, in response to its determination that the aircraft lacked sufficient power for its requirements, was enlarged and adopted a pair of Turbomeca Marboré turbojet engines.
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The air intakes were moved to the fuselage sides to make space in the nose for a planned target radar (which was never actually fitted). New wings with greater area and reduced sweep were incorporated. The Q-5 shares the J-6's Liming Wopen WP-6 A (Tumansky RD-9) turbojet engines. The redesign cost some high- altitude speed, but the Q-5 is as fast as the MiG-19/J-6 at low level, thanks largely to the area-ruled fuselage.
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Due to fuel shortages late in the war, few went into combat, and it took an experienced pilot with excellent shooting skills to achieve "kills". The Komet also spawned later weapons like the vertical-launch, similarly rocket-powered Bachem Ba 349 Natter, and the postwar, American turbojet-powered Convair XF-92 delta wing interceptor. Ultimately, the point defense role that the Me 163 played would be taken over by the surface-to-air missile (SAM), Messerschmitt's own example being the Enzian.
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Me-262 variants Note:- U = Umrüst-Bausatz – conversion kit installed at factory level, denoted as a suffix in the form /Un. ; Me 262 A-0 : Pre- production aircraft fitted with two Jumo 004B turbojet engines, 23 built. ; Me 262 A-1a "Schwalbe" : Primary production version, usable as both fighter (interceptor) and fighter-bomber. ; Me 262 A-1a/U1 : Single prototype with a total of six nose mounted guns, two MG 151/20 cannon, two MK 103 cannon, and two MK 108 cannon.
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Gothaer Waggonfabrik, which was selected to mass-produce the Horten Ho 229 as the Go 229, began work on an improved version of the aircraft after discovering flaws with the Horton flying wing. These flaws included limited space for modifications, especially new engines, or extra crew, as well as instability. The company proposed the Go P.60A in January 1945. The Go P.60A was to have two BMW 003A-1 turbojet engines, one mounted above the wing and one below.
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The AQM-35 program began life in 1953 as the Model RP-61 supersonic target drone. In June 1954 the United States Air Force awarded Northrop a contract for development of the project as the Q-4; the first flight-capable XQ-4 was launched in 1956. The XQ-4 was capable of either ground or air launch, though the former mode was never tested. It was powered by a Westinghouse XJ81-WE-3 turbojet, allowing it to reach speeds of Mach 1.55.
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Acceleration was excellent provided the turbine was spun up (by applying power) prior to releasing the brakes. The Turbine Car also featured a fully stainless steel exhaust system, the exits of which were flat in cross section. This was intended to spread the exhaust gases thinly and thus cool them further, in order to allow the vehicle to stand in traffic without risking damage to following traffic. The combustor, or burner, was primitive by the standards of modern turbojet engines.
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SubSonex JSX-1 demonstration flight JSX-1 prototype The JSX-1 is a single place, single engine, jet aircraft similar in design to an Onex, with a Waiex style Y tail, fixed main landing gear and a retractable nosewheel. It was introduced at AirVenture 2009. It is powered by a Czech-built PBS TJ-100 turbojet engine mounted above the aft fuselage, with the exhaust exiting between the Y-tail. The SubSonex achieved first engine test runs in December 2009.
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Ordered in late 1944 as the XFJ-1 in competition with proposals from Douglas and Vought, the Fury began as a straight-wing, tricycle gear fighter with a single turbojet passing through the fuselage. The wing, empennage, and canopy strongly resembled that of the piston-engined P-51D Mustang, North American Aviation's highly successful World War II fighter, enclosing a relocated cockpit accommodation further forward in relation to the Mustang's design, to ensure good forward pilot visibility for carrier operations.
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The static firing test for the M-V rocket engines took place at Noshiro. In addition, a successful static test firing of the ATREX, an experimental precooled jet engine that works as a turbojet at low speeds and a ramjet up to Mach 6.0 occurred in 1992. From 1998, the site has been active in the Reusable Vehicle Testing program to develop an air-breathing engine which uses less fuel than a rocket and can therefore transport a larger payload.
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405–06 The I-21 was a twin-engined, all-metal, single-seat jet fighter, with straight laminar flow wings, mid-set on a circular fuselage. The fighter's Lyul'ka TR-2 turbojet engines were mounted below the wings much like those on the German Messerschmitt Me 262 fighter. Underneath the engine nacelles were hardpoints that could carry bombs or drop tanks. The slightly swept tail unit was cruciform in layout with the tailplane set at approximately half-fin span with slight dihedral.
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The powerplant would be the same Junkers Jumo 004B-1 turbojet (900 kgf thrust) or BMW 003A (800 kgf). The basic armament was to be two 20 mm MG 151/20 cannons (with 120 rpg) and two MK 103 cannons mounted in the nose. An additional proposal was two 30 mm (1.18 in) MK 108 cannons to be installed in the wing roots. The pilot cockpit used in the prototypes was the same as utilized in the Bf 109E/G types.
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The skids incorporated a crude suspension/damping system made of rubber rings. The three-wheeled trolley had provision to use rockets (two or four according to terrain plus two back-up) if needed to assist. Apart from the landing gear the aircraft was a conventional shoulder-wing monoplane with a 38 degree swept wing and tail surfaces and powered by a SNECMA Atar 101C turbojet with wing- root intakes. The first of two prototypes flew on the 1 August 1953.
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As a secondary mission it can also gather tactical electronic intelligence within a combat zone, and another secondary mission is attacking enemy radar sites with anti- radiation missiles. The Prowler has a crew of four, a pilot and three Electronic Countermeasures Officers (known as ECMOs). Powered by two non- afterburning Pratt & Whitney J52-P-408A turbojet engines, it is capable of speeds of up to with a range of 1,140 miles (1,840 km). Design particulars include the refueling probe being asymmetrical, appearing bent to the right.
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The TS diagram shown on the RHS is for a single spool turbojet, where a single drive shaft connects the turbine unit with the compressor unit. Apart from stations 0 and 8s, stagnation pressure and stagnation temperature are used. Station 0 is ambient. Stagnation quantities are frequently used in gas turbine cycle studies, because no knowledge of the flow velocity is required. The processes depicted are: ;Freestream (stations 0 to 1) :In the example, the aircraft is stationary, so stations 0 and 1 are coincident.
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Construction, by the blacksmith in his village, started late in the summer of 1936 and was completed in March 1937. Two weeks later the engine was running on hydrogen, but the high temperature exhaust led to considerable "burning" of the metal. The tests were otherwise successful, and in September the combustors were replaced and the engine was run on gasoline for the first time. Ohain had at last, albeit five months after Frank Whittle, working in parallel in England, run a self-contained turbojet.
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Leading edge slats were fitted for increased lift during takeoff and landing, while the trailing edges were mostly elevon control surfaces. Additional pitch trimmers were fitted inboard near the jet exhaust, and were locked upwards on takeoff and landing. The Westinghouse J40 turbojet was the intended powerplant, but Douglas took a conservative view and designed in contingency options for other power plants. The J40 proved troublesome and was eventually cancelled, and the Skyray was fitted instead with the Pratt & Whitney J57, a more powerful but larger engine.
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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.
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Two RAAF F-4Es at RAAF Base Edinburgh in 1971 In March 1963, McDonnell Douglas offered to provide the RAAF with a modified version of the F-4C, the model 98DX, fitted with SNECMA Atar 9 engines. This engine was already used in the RAAF's Mirage IIIOs, but the French turbojet was inferior to the General Electric J79, and the RAAF chose instead to order the F-111C Aardvark which had a greater range.Baugher, Joseph F. "Phantom with Royal Australian Air Force." Phantom II, December 1999.
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By August , it was planning for co- production of the aircraft in South Africa. As of March , Yakovlev had received one order to develop the Yak-46, which temporarily saved the firm from bankruptcy. In mid-, the Progress engine design bureau was looking to create a turbojet derivative of its D-27 to use on the Yak-46. Later that year, it was reported that the Yak-46 would use two Progress D-727 high-bypass turbofan engines, without mention of a propfan aircraft version.
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The tail and rear fuselage are detachable, providing maintenance access to the aircraft's single engine The P.1067 first flew from RAF Boscombe Down on 20 July 1951, powered by a 6,500 lbf (28.91 kN) Rolls-Royce Avon 103 engine from an English Electric Canberra bomber. The second prototype was fitted with a 7,550 lbf (33.58 kN) Avon 107 turbojet. Hawker's third prototype was powered by an 8,000 lbf (35.59 kN) Armstrong Siddeley Sapphire 101. Production Hunters were fitted with either the Avon or the Sapphire engine.
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The P 209.01 was further developed into the P 210, one of two preliminary designs submitted for the Volksjäger requirement. Little interest seems to have been shown in it and only the alternative design, the P 211 with a more conventional tail, was taken forward to the next stage. It was to have been powered by a single BMW 003B turbojet engine of static thrust and had a wing span of . The P 209.01 also formed the basis of the subsequent P 212 project.
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"Aviaone (formerly IAV Craiova)." Flight International, 22 October 1996. A Soko G-4 Super Galeb of the Serbian Air Force Another programme begun during the 1970s would result in the development of the G-4 Super Galeb; it was designed as a replacement for Yugoslav Air Force's existing inventory of G-2 Galebs. According to aviation periodical Flight International, the Super Galeb showed unmistakable lineage from the earlier G-2, sharing the same British-sourced Rolls-Royce Viper turbojet engine, albeit uprated for greater performance.
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Edward Constant II (born 1942/43) is a former Professor of History at Carnegie Mellon University, and convicted of aggravated assault and attempted homicide. He earned his doctorate from Northwestern University in 1977, and since 1976 had been a member of the Carnegie Mellon history department. He was noted for his publications on the evolution and impact of technology. In 1982 he was awarded the Dexter Prize of the Society for the History of Technology (SHOT) for his book titled, "The Origins of the Turbojet Revolution".
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It shows that a level of required training has been met. It is not limited to the air carrier at which the attendant is employed (although some initial documents showed the airlines where the holders were working), and is the attendant's personal property. It does have two ratings, Group 1 and Group 2 (listed on the certificate as "Group I" and "Group II"). Either or both of these may be earned depending upon the general type of aircraft, (propeller or turbojet), on which the holder has trained.
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By the 1960s, all large civilian aircraft were also jet powered, leaving the piston engine in low-cost niche roles such as cargo flights. The efficiency of turbojet engines was still rather worse than piston engines, but by the 1970s, with the advent of high-bypass turbofan jet engines (an innovation not foreseen by the early commentators such as Edgar Buckingham, at high speeds and high altitudes that seemed absurd to them), fuel efficiency was about the same as the best piston and propeller engines.
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The Super Sprite was packaged as a self- contained engine in its own nacelle, jettisoned after take-off and retrieved by parachute. Inflatable air bags cushioned its impact with the ground. To obtain a clean separation from the carrier aircraft, the production engines fitted to the Vickers Valiant had a small canard vane at the nose, pitching the nacelle downwards on separation. :De Havilland regarded the 166 units manufactured as a standard production item, supported by their Service Department alongside piston and turbojet engines.
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North American's design, designated the T2J-1 by the US Navy, was a mid-winged monoplane with trainee and instructor sitting in tandem on North American-built ejection seats, with the rear (instructor's) seat raised to give a good view over the trainee's head. The aircraft's unswept wing's structure was based on that of the FJ-1 Fury, while its control system was based on the T-28C.Air International October 1973, p. 164. It was powered by a single Westinghouse J34-WE-46/48 turbojet, rated at .
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Additionally, pilots and aiming devices had not yet adapted to the speed of jet aircraft, forcing pilots to slow their airplanes to accurately fire at bombers, leaving them momentarily at the reach of Allied gunmen. Two weeks later, on 18 February 1945, disaster struck during the third test flight. Ziller took off without any problems to perform a series of flight tests. After about 45 minutes, at an altitude of around 800 m, one of the Jumo 004 turbojet engines developed a problem, caught fire and stopped.
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Unteroffizier Konrad Augner, 8./JG 1, stated the skid usually occurred below when a tight turn was made, because the ailerons constrained the circulation of air around the turbine inducing a stall. The airflow over the twin vertical stabilisers was disrupted by the axial-flow turbojet exhaust forcing the pilot to use ailerons only for turning. Hauptmann Paul-Heinrich Dähne, commanding II. Gruppe, apparently forgot this flying characteristic and attempted to escape with the ejection seat but broke his neck when the canopy failed to clear sufficiently.
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The turboprop at its best flight speed gives significant fuel savings over a turbojet even though an extra turbine, a gearbox and a propeller were added to the turbojet's low- loss propelling nozzle.Gas Turbine Theory Second Edition, Cohen, Rogers and Saravanamuttoo, Longmans Group Limited 1972, , p.85 The turbofan has additional losses from its extra turbines, fan, bypass duct and extra propelling nozzle compared to the turbojet's single nozzle. To see the influence of increasing BPR alone on overall efficiency in the aircraft, i.e.
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McDonnell concluded that more power was needed than the J79 turbojet could provide to operate from the smaller decks of British carriers. So, they spoke to Rolls-Royce about whether the RB-168 Spey turbofan, then in development for use in the Blackburn Buccaneer, could be fitted to the aircraft.Davies 2016, p. 14. In 1960, McDonnell approached the RAF with its model number 98CJ, which was an F4H-1 (later F-4B) with various modifications, including the installation of the Spey Mk.101 turbofan.
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The first Awards Banquet was held on October 4, 1957, at the Beverly Hilton Hotel in Beverly Hills, California. It was at the second such banquet, however, that the tradition of the Iven C. Kincheloe Award began. This annual award honors the member who has done the most proficient test work during the previous year. James Gannett of Boeing and Joseph John "Tym" Tymczyszyn of the Civil Aeronautics Administration won the first Kincheloe Award for their work toward certification of America's first turbojet airliner' the Boeing 707.
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In 1959 was introduced the Sud Aviation Caravelle (80–140 seats), ordered by Flag Carriers, the first purpose-built short-haul jetliner, a twin turbojet design for inter-European routes. The Caravelle used the forward fuselage nose section of the de Havilland Comet, the first commercial jetliner, not effective for continental-European flights. The BAC One-Eleven (89–119 seats) was then introduced in 1965. In 1968, Aeroflot introduced the 32 seat Yakovlev Yak-40 and the 65–85 seats Fokker F28 Fellowship was introduced in 1969.
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This success garnered funding for the addition of a Turbomeca Marboré turbojet engine taken from a Fouga Magister, which powered it to on 1 November 1967. Several newer prototypes of ever-larger size followed, culminating in the I-80, a 44-seat vehicle powered by two turboshaft engines driving a single shrouded propeller. An long test track outside of Chevilly was built to test it, where it arrived on 10 September 1969. Two days later it reached , and the day after that , its design speed.
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Fuel economy, or thrust specific fuel consumption in aircraft terms, is extremely poor. This makes general operations like flying from one airbase to another expensive propositions. More problematic is the fact that ramjets rely on forward speed to compress the incoming air, and only become efficient above Mach 1\. Alexander Kartveli, Republic's Chief Designer, devised a solution to these problems. He proposed using a Wright J67 turbojet (a license-built derivative of the Bristol Olympus) supplemented by an RJ55-W-1 ramjet behind it.
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By this time, Aeroflot's route network covered a distance of some . The 20th Communist Party Congress, held in 1956, saw plans for Aeroflot services to be dramatically increased. The airline would see its overall activities increased from its then current levels by 3.8 times, and it was set the target of the carriage of 16,000,000 passengers by 1960. In order to meet these goals, Aeroflot introduced higher capacity turbojet and turbine-prop aircraft on key domestic routes, and on services to Aeroflot destinations abroad.
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This was exacerbated by the relatively low power available from jet engines at the time—for example the Boeing B-52 Stratofortress required eight turbojet engines to yield the required performance, and still needed RATO for very heavy payloads (a proposed update of the B-52 replaces these with half the number of much more powerful engines). In a Cold War context, RATO and JATO bottles were seen as a way for fighter aircraft to use the undamaged sections of runways of airfields which had been attacked.
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Internal-combustion glow engines combined with ducted-fan units were the first achievable means of modeling a scaled-size jet aircraft. Despite the introduction of model-scale turbojet engines, electric-powered ducted fans remain popular on smaller, lower-cost model aircraft. Some electric-powered ducted fan airplanes can reach speeds of more than 320km/h (200mph). Most types of fans used in computers contain a duct integrated into the fan assembly; the duct is also used for mechanically mounting the fan to other components.
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From 1947, work began on a new axial-flow turbojet by OKB-165, led by Arkhip Mikhailovich Lyulka. OKB Mikoyan-Guryevich designed the I-350 around this engine, the Lyul'ka TR-3A (redesignated as the Lyulka AL-5). Resembling a scaled-up MiG-17, the I-350 had a long slim fuselage, mid-set 57° swept wings and a wide-chord fin mounting a tailplane at half-span. Given the OKB designation Izdeliye M, it was the first Soviet fighter able to fly stably at supersonic speeds.
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The 'Phoenix' airliner is represented by the Avro Ashton WB493, in use since 1955 as a testbed by the engine manufacturer Bristol Siddeley (now part of Rolls- Royce plc).Jackson 2000, p. 437. The real aircraft, named the 'Olympus- Ashton', was powered by two Olympus turbojet, podded, underwing engines in addition to four Nenes mounted in the standard wing root location. For its starring role as the 'Phoenix' airliner, the Olympus-Ashton was painted in a special livery to represent the fictional 'Atlas Aviation'.
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Tu-141 with launcher The Tu-141 was a follow-on to the Tupolev Tu-123 and was a relatively large, medium-range reconnaissance drone. It was designed to undertake reconnaissance missions several hundred kilometers behind the front lines at transonic speeds. It could carry a range of payloads, including film cameras, infrared imagers, EO imagers, and imaging radar. As with previous Tupolev designs, it had a dart-like rear-mounted delta wing, forward-mounted canards, and a KR-17A turbojet engine mounted above the tail.
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The CK-1 was powered by a WP-6 engine, which was a Chinese copy of the Soviet Mikulin RD-9B turbojet and featured some system changes from the original La-17s used as a pattern. WP-6 turbojet's thrust was massive comparing engine on board La-17, for this reason take-off control and procedure was optimized for CK-1. CK-1 relied on a take- off assistance vehicle before a rocket launching system was developed later. It also featured a parachute recovery system.
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During the First World War, Nobel was the home of two explosives factories: The British Cordite Limited and Canadian Explosives Ltd. Both sites closed in 1922. Explosives and munitions were also produced at Nobel in World War II. Nobel is of historical interest to Canadians because it was home of the Orenda Engines testing facility, where the Orenda Iroquois turbojet engine was being developed. This engine was slated to power the ill-fated Avro Arrow until the project was cancelled by the Diefenbaker government.
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PAF Base Masroor is the other Pakistan Air Force base in Karachi. The new PAF Base Bholari near Karachi was inaugurated in January 2018. It is currently the home of the PAF Air War College, preparing Pakistan Air Force junior officers who have already been marked for promotion for command and staff duties at the operational level. One of the facilities at PAF Base Faisal, the 102 Air Engineering depot, is responsible for the overhaul of turbojet engines for the PAF's fleet of Chengdu F-7.
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The Air Force BQM-34F was slightly heavier, with an additional parachute for midair recovery by helicopter snatch. The Navy BQM-34E was updated with improved avionics in the mid-1970s, with the upgrade redesignated BQM-34T. The Firebee II was a sleek dart of an aircraft with swept tailplane and swept mid-body wings. It was powered by a Teledyne CAE J69-T-6 turbojet with thrust, with the intake on the belly forward of the wings and the exhaust under the tailfins.
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The Denel Dynamics (formerly Kentron) MUPSOW (MUlti-Purpose, Stand-Off Weapon) is a guided weapon designed for pinpoint strikes against soft targets such as airfields, bunkers and command-and-control centers at stand-off ranges. Accuracy is achieved by using an advanced inertial navigation and terminal guidance technology consisting of a data link to either TV, IIR or MMW seekers. The airframe is made out of composites, powered by a turbojet. The weapon carries warheads of fragmentation, anti-runway ordnance and single warhead configurations.
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Proving satisfactory, full-scale production of the type was approved shortly thereafter. Later production aircraft were fitted with hard points underneath each wing, which were intended for weapon training purposes; this modification led to such aircraft being redesignated as Kiran IA. A total of 190 Mk I and 1A aircraft were manufactured. During the 1970s, work was undertaken by HAL on an uprated version of the aircraft; it was instead powered by the Bristol Siddeley Orpheus turbojet engine, capable of generating a maximum thrust of .
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Dishlevoy 2005, pp. 8–10.Norris 1998, p. 22. By August 1957, the basic configuration had been completed, which was of a turbojet-powered, low-wing aircraft, complete with a tricycle undercarriage and a side-by-side cockpit arrangement. Despite a lack of official backing from the Canadian Government, the Royal Canadian Air Force's (RCAF) Directorate of Training’s Jet Trainer Liaison Committee had closely engaged with the company; their involvement in the project had reportedly made a significant impact in the aircraft's final design.
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The idea of the jet engine was not new, but the technical problems involved did not begin to be solved until the 1930s. Frank Whittle, an English inventor and RAF officer, began development of a viable jet engine in 1928, and Hans von Ohain in Germany began work independently in the early 1930s. In August 1939 the turbojet powered Heinkel He 178, the world's first jet aircraft, made its first flight. A wide range of jet aircraft exist, both for civilian and military purposes.
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The exhaust nozzle forked in two at the end of the turbojet engine and ended in two auxiliary combustion chambers located on the trailing edges of the circular wing. When fuel was added, the auxiliary combustion chambers acted as primitive afterburners, providing horizontal flight. Control at low speed was achieved by varying the power to each auxiliary chamber through two small nozzles. The landing gear was very simple, consisting of the two main gear legs on either side of the central propellers and a small tailwheel.
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A smaller core flow/higher bypass ratio cycle can be achieved by raising the high-pressure (HP) turbine rotor inlet temperature. To illustrate one aspect of how a turbofan differs from a turbojet, they may be compared, as in a re-engining assessment, at the same airflow (to keep a common intake for example) and the same net thrust (i.e. same specific thrust). A bypass flow can be added only if the turbine inlet temperature is not too high to compensate for the smaller core flow.
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The DARPA contract is to test the Sabre engine's precooler heat exchanger (HTX). The test work which started in 2018 focussed on running the heat exchanger at temperatures simulating Mach5 of over . The HTX test unit was completed in the UK and sent to Colorado in 2018, where on 25 March 2019 an F-4 GE J79 turbojet exhaust was mixed with ambient air to replicate Mach3.3 inlet conditions, successfully quenching a stream of gases to in less than 1/20th of a second.
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The first flight of the first prototype was on 27 February , without the turbojet installed. When this was completed in April of the same year, the aircraft flew several mixed-power trials, however on 8 May, it crashed on a landing approach. The second prototype flew for the first time on 9 July, again in 1945, and was soon followed by a third prototype. Both aircraft showed promise, however, by October , the Navy had lost interest in the mixed-power concept and cancelled further development.
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It had a high-mounted swept wing with a boundary-layer control system (blown flaps) to improve low-speed lift. It had no ailerons; roll control was provided by spoilers in conjunction with differential deflection of the all- moving tail surfaces. The use of aluminum-lithium alloy for wing skins and titanium for critical structures was also unusual. The A-5 had two widely spaced General Electric J79 turbojet engines, fed by inlets with variable intake ramps, and a single large all-moving vertical stabilizer.
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The vertical stabilizer also had to be redesigned to smooth out the airflow at the intersection of the horizontal and vertical stabilizers. Other changes included the addition of dive brakes on the sides of the fuselage and the replacement of the Metalite panels near the engine exhaust with stainless steel ones.Koehnen 1983, pp. 6–7, 11. The first XF6U-1 prototype was powered by a Westinghouse J34-WE-22 turbojet with 3,000 lbf (13.34 kN) thrust, one third of the weight of the aircraft.
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Originally conceived to use a piston engine driving a five- or six-blade pusher propeller, brothers Scott and Dan Hanchette commenced work on the prototype, then known as the ViperFan,Freeze 2005, p. 10C in February 1996.Saywers 2006, p. 14 However, concerns about the difficulty and cost associated with eliminating vibration from the drivetrain led the Hanchettes to choose turbojet propulsion instead, and they installed a Turbomeca Marboré engine in place of the Continental flat-6 they had originally envisaged as a powerplant.
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It could also be equipped as a tanker for refueling other aircraft.Polmar 2008, pp. 184–185. The Sea Vixen FAW.1 was cleared to carry the Red Beard free-fall nuclear bomb in the event of an "extreme operational emergency".Nicholas Air International July 2005, p. 47. The Sea Vixen was powered by a pair of Rolls-Royce Avon 208 turbojet engines and could reach a maximum speed of 690 mph (1,110 km/h) and a range of up to 600 mi (1,000 km).
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However, the KB-29s were simply too slow to refuel jet fighters. The increasing performance of operational fighters made it necessary to boost the performance of the tankers, and this was done by re-equipping with the KB-50 Superfortress starting in December 1956 which provided greater speed to refuel jet aircraft. The squadron received its first KB-50J in 1958. This model added a J-47 turbojet engine underneath each wing in place of the auxiliary fuel tanks to increase the speed of the aircraft.
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Initially, the relatively high fuel consumption of the Goblin engine had provided early models of the Vampire with a limited range; this had been a common problem with all early jet aircraft. Later marks featured considerably increased internal fuel capacity as a result. The H.1 Goblin engine, conceived in 1941, remained unchanged in basic form for 13 years; according to aerospace publication Flight: "The Goblin...can fairly claim to be the world's most reliable turbojet". Over successive models, it gained increased turbine temperature and thrust.
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Armstrong Siddeley Beta was an early rocket engine, intended for use in supersonic aircraft. The Miles M.52, the intended British contender for supersonic flight, had been cancelled in 1946 due to uncertainty concerning its turbojet engine's thrust potential and the risks of manned supersonic flight. A scale model was then built by Vickers with a 362 kg (800 lbf) thrust hydrogen peroxide 'hot' motor evolved at Westcott derived from the Walter HWK 109-509 engine. This initiated the Beta and the subsequent Delta engines.
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The CM.8 was a single- seat aircraft of conventional sailplane design and designed for aerobatics. Two prototypes were built: the CM.8/13, with a 13-metre wingspan and a conventional empennage, and the CM.8/15 with a 15-metre wingspan and a V-tail. The pleasing performance of these aircraft led to experiments with mounting a small turbojet on the dorsal fuselage, exhausting between the tail fins. The first of these flew on 14 July 1949, powered by a Turbomeca Piméné.
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In 1946, Edward West, Jr obtained 6,000 war surplus General Electric Type B aircraft engine turbosuperchargers. His intention was to convert these into cheap, expendable turbojet engines that could be used to power target drones. He was awarded a US Navy contract to manufacture the engine, which was designated as the XJ38-WS-2. The modifications to the turbosuperchargers were extensive, as a single reverse flow combustion chamber was connected to the compressor outlet and the turbine inlet, where the aircraft piston engine would normally be fitted.
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The powerplant adopted for the aircraft was a single Rolls-Royce Derwent 8 centrifugal turbojet engine. According to aviation author Robert Jackson, the FD1 was intended to be outfitted with larger booster rockets to facilitate ramp take-offs, during which control would have been maintained via four swivelling jet nozzles on the rear fuselage. Although designed as a transonic aircraft, the FD1 had a short-coupled, "portly" appearance, completely at odds with Fairey's next design, the sleek and elegant Delta 2.Flanagan 2017, p. 95.
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The low speed and cost, of course, limited the complexity of the vehicle and the scope of its technical objectives. Piloting the aircraft on its first flight December 21, 1979, was NASA research pilot Thomas C. McMurtry, who was also the pilot on the final flight August 7, 1982. Another well-known test pilot involved in the project was Pete Knight. The AD-1 was powered by two small Microturbo TRS18-046 turbojet engines, each producing 220 pounds of static thrust at sea level.
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Through their introduction of the elliptical wing-planform, their designs set officially recognized speed records. Lufthansa purchased the He 70, nicknaming it the Heinkel-Blitz (blitz means "lightning"), and instituted "blitz" air-routes between Berlin, Cologne, Hamburg, and Frankfurt comparable to today's travel time for the same routes. During this time Walter submitted airframe designs for what would become the He 178, an experimental turbojet aircraft, and the experimental He 176 rocket plane, in coordination with Hans von Ohain."Hans von Ohain: elegance in flight", Margaret Conner.
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To allow these ranges, the Matador was powered by a small turbojet engine in place of the V-1's much less efficient pulsejet. Matador was armed with the W5 nuclear warhead, essentially an improved version of the Fat Man design that was lighter and had a smaller cross section. A single U.S. Air Force group, 1st Pilotless Bomber Squadron, was armed with the weapon, keeping them on alert with a six-minute launch time. It could be easily retargeted, unlike weapons using inertial guidance systems.
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Aircraft piloted by her ended up in South Africa, North East India, Ceylon, the Middle East and Russia. They were otherwise variously used for the invasion of Madagascar, for bomber crew training, anti-submarine duties, air sea rescue and the spectacular attack on the Gestapo Headquarters in Oslo in 1942. On 27 October 1944 she delivered to Armstrong Whitworth at Baginton a particularly interesting Lancaster which was to be fitted with the company's first axial flow turbojet. This was the forerunner of the modern day jet fighter.
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MBDA was awarded an Assessment Phase contract for SPEAR 3, a standoff attack weapon. This is specified to have a range of at least 100 km, although current figures for SPEAR indicate a range over 130 km (80+nm). The weapon will make substantial reuse of technologies from the Brimstone precision strike missile that is used for engagements at shorter ranges. The weapon will fly at high-subsonic speed using a turbojet and wing kit, and will feature a multimode seeker with INS/GPS guidance and datalink.
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The assessment phase concluded with flight trials in 2014 on the Eurofighter Typhoon. The missile is set to use the same Hamilton Sundstrand TJ-150 turbojet as the JSOW-ER. MBDA has shown artwork of a three-missile launcher on a single Typhoon weapon station, and four will fit with a Meteor air-to-air missile in each internal weapons bay of the F-35B. In May 2016, the MOD awarded a £411 million contract to MBDA for the development of the air-launched SPEAR 3 missile.
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Philip Walsh, Paul Fletcher. "Gas Turbine Performance", page 36. John Wiley & Sons, 15 April 2008. Quote: "It has better fuel consumption than a turbojet or turbofan, due to a high propulsive efficiency.., achieving thrust by a high mass flow of air from the propeller at low jet velocity. Above 0.6 Mach number the turboprop in turn becomes uncompetitive, due mainly to higher weight and frontal area." The Rolls–Royce Conway turbofan engine, developed in the early 1950s, was an early example of a bypass engine. The configuration was similar to a 2-spool turbojet but to make it into a bypass engine it was equipped with an oversized low pressure compressor: the flow through the inner portion of the compressor blades went into the core while the outer portion of the blades blew air around the core to provide the rest of the thrust. The bypass ratio for the Conway varied between 0.3 and 0.6 depending on the variant"Rolls-Royce Aero Engines" Bill Gunston, Patrick Stevens Limited, , p.147 The growth of bypass ratios during the 1960s gave jetliners fuel efficiency that could compete with that of piston-powered planes.
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Production figures were in the thousands, which led to a very reliable engine. Consequently it was only natural for Boeing to choose the J57 civil variant, the JT3C, for their 707 jetliner. Douglas did likewise with their DC8. Pressure to reduce jet noise and specific fuel consumption later resulted in P&W; using an innovative modification to convert the JT3C turbojet into the JT3D two spool turbofan, initially for civil purposes, but also for military applications like the Boeing B-52H. The prestigious Collier Trophy for 1952 was awarded to Leonard S. Hobbs, Chief Engineer of United Aircraft Corporation, for "designing and producing the P&W; J57 turbojet engine". The engine was produced from 1951 to 1965 with a total of 21,170 built. Many J57 models shipped since 1954 contained 7-15% of Titanium, by dry weight. Commercially Pure Titanium was used in the inlet case and low pressure compressor case, whereas the low pressure rotor assembly was made up of 6A1-4V Titanium alloy blades, discs and disc spacers"Titanium in Aerospace Applications" RI.Jaffee, W.H Sharp and RS Nycum , Defence Metals Information Society.
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The first B model passed a 150-hour endurance test in February 1951 at . A flight test followed on 5 December 1951 in the Dassault Ouragan, and starting on 27 March 1952, under the wings of a Gloster Meteor F.4. After delivering the initial production run of B models, the Atar 101C used an improved compressor and combustion chamber, raising the thrust to . The Atar 101D featured a slightly larger turbine with new high-temperature alloys that allowed the exit temperature to rise to 1,000 °C and the thrust to . The D model also included a new exhaust consisting of a long pipe ending in a nozzle with two "eyelid" shutters in place of the earlier fore/aft moving cone on the inside, a feature of the WW II Junkers Jumo 004 axial-flow turbojet, which was known as the Zwiebel (onion) from its shape. The Atar 101E added a "zeroth" compressor stage, raising the overall pressure ratio to 4.8:1 and the thrust to , surpassing the projected thrust of 34.3 kN (7,700 lbf)of the German BMW 018 turbojet still being developed in 1945.
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In 1945-47 he designed the first Soviet jet engine, TR-1, which passed the whole cycle of state tests with success. Pavel Sukhoy (head of the OKB Sukhoy) immediately proposed to install the new engine on his Su-11 jets, starting a long collaborative work with Lyulka. He later designed the AL-5, AL-7, AL-21 turbojet engines which were installed on the Su-7, Su-17, Su-20, Su-24, MiG-23 and other Soviet military aircraft. Lyulka also designed the upper stage engines for the Soviet moon rocket N1.
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There was also no practical speed advantage due to the wing and fuselage design, and a drastic reduction in range. Only the one turbojet-powered test and evaluation version was built. By 1953, Henry J. Kaiser purchased a majority share in Chase Aircraft, feeling that after having completed C-119s for Fairchild under contract, he could take control of the impending C-123 contract. Two airframes were completed at Kaiser's Willow Run factory in Ypsilanti, Michigan, before a pricing scandal that led to Kaiser's being told that no further contracts with him would be honored.
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Over the next ten days, the German High Command tried nearly every weapon at their disposal to destroy the bridge. In an indication of their dire military situation, Hermann Göring initially sought volunteers from among Messerschmitt 262A pilots for suicide missions to attack the bridge, but the aircraft's bomb targeting sight prevented their use in this way. To supplement the propeller- driven aircraft, Göring formed Gefechtsverband Kowalewski, which included about 40 Arado Ar 234 B-2 turbojet bombers of III./Kampfgeschwader 76 (76th Bomber Wing), normally based in Norway.
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In 1951 a production of fittings started. Modernisation and extension of the production capacities connected with an investment casting hall construction were finished in 1970. At the same time, the company entered the aviation world by developing an auxiliary power unit for Aero L-39 Albatros aircraft. After gaining experience in the technology of auxiliary power units and environment control systems, in 2004 PBS VB expanded its product portfolio and included propulsion units – turbojet, turboshaft and turboprop engines for small manned or unmanned aircraft, UAVs and target drones.
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During 1947, at the behest of the Swedish Air Force, the 21 was subject to an extensive rebuilding programme, under which existing aircraft were converted to jet propulsion. The work required each aircraft to be extensively altered, receiving modifications to over 50 per cent of the airframe, tailplane and wing. Most significantly, each of the fighters was furnished with a single British-sourced de Havilland Goblin turbojet engine, which took the place of the DB 605B. The resulting jet-propelled fighter was adopted by the Swedish Air Force and became the service's first jet aircraft.
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The system was essentially a bolt-on extension to the existing design and had almost no effect on the operation of the original engine. Each turbine blade was an integral part of a "blucket", the outboard section of which was a fan rotor blade. Running freely on a stub shaft, a series of buckets, mounted on a disc, made up the aft rotor assembly. The efflux from the turbojet expanded through the (inner) turbine annulus, thus providing power directly to the fan blades located in the outer annulus.
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Triethylborane was used to ignite the JP-7 fuel in the Pratt & Whitney J58 turbojet/ramjet engines powering the Lockheed SR-71, and its predecessor A-12 OXCART. Triethylborane is suitable for this because of its pyrophoric properties, especially the fact that it burns with a very high temperature. It was chosen as an ignition method for reliability reasons, and in the case of the Blackbird, because the JP-7 fuel has very low volatility and is difficult to ignite. Conventional ignition plugs posed a high risk of malfunction.
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The F-14 was initially equipped with two Pratt & Whitney TF30 (or JTF10A) augmented turbofan engines, each rated at 20,900 lb (93 kN) of thrust, which enabled the aircraft to attain a maximum speed of Mach 2.34. The F-14 would normally fly at a cruising speed for reduced fuel consumption, which was important for conducting lengthy patrol missions.Laurence K. Loftin, Jr. "Part II: The Jet Age, Chapter 10: Technology of the Jet Airplane, Turbojet and Turbofan Systems." Quest for Performance: The Evolution of Modern Aircraft, 29 February 2009. Retrieved: 29 January 2009.
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An axial compressor consists of a series of propeller-like disks known as "stages", each of which compresses the incoming air in turn. As the air is compressed its volume decreases, so each stage has less diameter than the one before it. In a normal turbojet, the compressors rotational speeds are limited so that the outer tips of the blades remain subsonic. If all of the stages are powered off of a common shaft, this means that the limiting rotational speed will be defined by the first stage, which is the largest.
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Fiat Linea Interior The Fiat Linea is built on the FCA Small LWB platform. The Linea sits on a wheelbase and its total length is , and , respectively, longer than the Fiat Grande Punto it is based on. It is only shorter than the Fiat Viaggio compact sedan from the C-segment. At launch, in Turkey in 2007, the car was initially available with a 1.4 Fire gasoline engine and 1.3 Multijet diesel engine. The 1.4 TurboJet engine with 120 PS, and the 1.6 diesel with 105 PS were the next models to be made available.
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The Tumansky R-21 was developed at Tushino motor plant (part of OKB-300), headed by Nikolai Georgievich Metskhvarishvili, as a twin-spool axial-flow afterburning turbojet. It was based on the Tumansky R-11 with the goal of increasing thrust and airflow, using a new six-stage compressor with a larger diameter and different rotor blades than its predecessor as well as a new afterburner chamber and variable exhaust nozzle. The increased pressure ratio and turbine inlet temperature required components to be fabricated from advanced alloys.Ye-8 development history on Airwar.
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The development of the turbojet-powered E.1/44 was the product of a collaboration between the Gloster Aircraft Company and Sir Frank Whittle's firm, Power Jets Ltd. Whittle had formed Power Jets in March 1936 to develop his ideas of jet propulsion, with Whittle as the company's chief engineer.Pavelec 2007, pp. 45–46. For several years, attracting financial backers and aviation firms prepared to take on Whittle's radical ideas was difficult; in 1931, Armstrong-Siddeley had evaluated and rejected Whittle's proposal, finding it to be technically sound but at the limits of engineering capability.
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Its propulsion system, consisting of multiple Rolls-Royce RB145, a lightweight single-spool turbojet engine was developed as a collaborative effort between the British engine specialist Rolls-Royce Limited and the German engine manufacturer MAN Turbo.Hirschel, Prem and Madelung 2012, pp. 452-453. Its control systems, developed by American firm Honeywell and Germany company Bodenseewerk, performed various functions across the flight regime of the VJ 101 C, including attitude control during hover and the transition from hover to horizontal aerodynamic flight.Hirschel, Prem and Madelung 2012, pp. 514-515.
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During the course of the L-2000-2's development, the engine previously selected by Lockheed was no longer deemed acceptable. During the time frame between the L-2000-1 and L-2000-2, Pratt and Whitney designed a new afterburning turbofan called the JTF-17A, which produced greater amounts of thrust. General Electric developed the GE4 which was an afterburning turbojet with variable guide- vanes, which was actually the less powerful of the two at sea level, but produced more power at high altitudes. Both engines required some degree of afterburner during cruise.
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This was rarely done, and Schelp found himself able to wander London at will. On one such trip he came across the Gloster E.28/39, bearing a plaque that stated it was the first turbojet powered aircraft to fly. It had actually been beaten into the air by over a year by the Heinkel He 178, and when Schelp pointed this out it was wryly suggested there may be some inaccuracy with the plaque. The correct lineage now appears on the E.28 display at the Science Museum.
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The RB-57D was built strictly as a high- altitude reconnaissance aircraft. It originated in a December 1952 USAF study funded by the Wright Air Development Center for a turbojet-powered special reconnaissance aircraft with a radius of that could operate at altitudes of . Subsonic performance was considered to be acceptable and it was felt that no defensive armament would be needed. The RB-57D was unique and set the stage for high-altitude reconnaissance operations in the rarefied air of the stratosphere. Preliminary specifications were prepared by the Air Force on 27 March 1953.
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The aircraft had poor control at low speeds because of a simpler supersonic wing design; in addition the Tu-144 required braking parachutes to land while Concorde used anti-lock brakes. The Tu-144 had two crashes, one at the 1973 Paris Air Show, and another during a pre-delivery test flight in May 1978. Later production Tu-144 versions were more refined and competitive. They had retractable canards for better low- speed control, turbojet engines providing nearly the fuel efficiency and range of Concorde and a top speed of Mach 2.35.
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Lavochkin had produced a line of prop powered fighters in World War II. The Lavochkin La-150 was its first response to a 1945 order to build a single-seat jet fighter using a single German Junkers Jumo 004 turbojet from the Me 262. The Lavochkin La-152 which flew in December 1946 moved the engine to the front of the nose, which reduced thrust loss. The Lavochkin La-160 was the first Soviet fighter to apply swept wings, and flew in June 1947. The Lavochkin La-168 first flew on April 22, 1948.
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The first flight of the XQ-1 prototype took place in 1950; 28 aircraft of the type were built. Although the aircraft proved to be mostly satisfactory, the thirsty nature of the pulsejet engine limited the drone's endurance to a mere 60 minutes.Yenne 2004, p.21. In an attempt to increase the potential flight time of the aircraft, one XQ-1 was re-engined with a Continental YJ69 turbojet replacing the pulsejet, becoming the XQ-1A; however it was determined that further improvements were needed, and so a major redesign of the type was undertaken.
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The fuel was used to cool rear roller bearing, which also preheated the fuel."A Performance Diagnosis of the 1939 Heinkel HE S3B Turbojet" C. Rodgers, GT2004-53014 The engine was completed in early 1939, and was flight-tested under one of the remaining Heinkel He 118 dive bomber prototypes. The flight tests were carried out in extreme secrecy, taking off and landing under propeller power, and only flying in the early morning before other workers had arrived. Testing proceeded smoothly, but the engine eventually burned out its turbine.
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This was the last turbojet design in progress before the war ended and which had the highest thrust rating at 1,300 kg of thrust. However, the Ne-330 consumed 1.95 kg of fuel per kg of thrust and six Ne-330 engines would have resulted in the K-200 needing to devote a large portion of its weight for fuel. A consequence of this would be a rather short operational range, inferior to the main IJN flying boat, the Kawanishi H8K "Emily", even through the speed would have been faster.
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The critical engine of a multi-engine fixed-wing aircraft is the engine that, in the event of failure, would most adversely affect the performance or handling abilities of an aircraft. On propeller aircraft, there is a difference in the remaining yawing moments after failure of the left or the right (outboard) engine when all propellers rotate in the same direction due to the P-factor. On turbojet and turbofan aircraft, there usually is no difference between the yawing moments after failure of a left or right engine.
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Several Derwents and Nenes were sold to the Soviet Union by the then Labour government, causing a major political row, as the Nene was the most powerful production turbojet in the world at the time. The Soviets promptly reverse engineered the Derwent V and produced their own unlicensed version, the Klimov RD-500. The Nene was reverse-engineered to form the propulsion unit for the famous MiG-15 jet fighter. The Derwent Mk.V was also used on the Canadian Avro Jetliner, but this was not put into production.
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Whittle would later concentrate on the simpler centrifugal compressor only. Whittle was unable to interest the government in his invention, and development continued at a slow pace. Heinkel He 178, the world's first aircraft to fly purely on turbojet power In 1935, Hans von Ohain started work on a similar design in Germany, both compressor and turbine being radial, on opposite sides of the same disc, initially unaware of Whittle's work.The History of the Jet Engine – Sir Frank Whittle – Hans Von Ohain Ohain said that he had not read Whittle's patent and Whittle believed him.
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With the exception of scramjets, jet engines, deprived of their inlet systems can only accept air at around half the speed of sound. The inlet system's job for transonic and supersonic aircraft is to slow the air and perform some of the compression. The limit on maximum altitude for engines is set by flammability – at very high altitudes the air becomes too thin to burn, or after compression, too hot. For turbojet engines altitudes of about 40 km appear to be possible, whereas for ramjet engines 55 km may be achievable.
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The development of the turbojet- powered Gloster Meteor was a collaboration between the Gloster Aircraft Company and Frank Whittle's firm, Power Jets Ltd. Whittle formed Power Jets Ltd in March 1936 to develop his ideas of jet propulsion, Whittle himself serving as the company's chief engineer.Pavelec 2007, pp. 45–46. For several years, attracting financial backers and aviation firms prepared to take on Whittle's radical ideas was difficult; in 1931, Armstrong-Siddeley had evaluated and rejected Whittle's proposal, finding it to be technically sound but at the limits of engineering capability.
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The Derwent engine, and the re-designed Derwent V based on the Nene, was installed on many of the later production Meteors; the adoption of this new powerplant led to considerable performance increases. The Meteor often served as the basis for the development of other early turbojet designs; a pair of Meteor F.4s were sent to Rolls-Royce to aid in their experimental engine trials, RA435 being used for reheat testing, and RA491 being fitted with the Rolls- Royce Avon, an axial-flow engine."Hotter and Faster." Flight, 1 September 1949. p. 203.
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He excelled in his studies and became an accomplished pilot. While writing his thesis there he formulated the fundamental concepts that led to the creation of the turbojet engine, taking out a patent on his design in 1930. His performance on an officers' engineering course earned him a place on a further course at Peterhouse, Cambridge, where he graduated with a First. Without Air Ministry support, he and two retired RAF servicemen formed Power Jets Ltd to build his engine with assistance from the firm of British Thomson-Houston.
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The Yak-140 was developed around the Mikulin AM-11 turbojet (rated at thrust dry and with afterburner) to meet a specification issued in 1953 requiring a supersonic fighter with a maximum speed of and a range of . It was to be armed with three cannon with 75 rounds per gun and was to be capable of carrying air-to-ground rockets as well as of bombs. Its fully loaded weight was to be and it was to be ready to be submitted for State acceptance trials in March 1955.Gordon, et al.
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Last but not least, it is extremely difficult to produce a radar-absorbent plasma around an entire aircraft traveling at high speed, the electrical power needed is tremendous. However, a substantial reduction of an aircraft's RCS may be still be achieved by generating radar- absorbent plasma around the most reflective surfaces of the aircraft, such as the turbojet engine fan blades, engine air intakes, vertical stabilizers, and airborne radar antenna. There have been several computational studies on plasma-based radar cross section reduction technique using three-dimensional finite-difference time-domain simulations. Chaudhury et al.
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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.
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As of 2010, there have been experimental powered wingsuits, often using small jet engines strapped to the feet or a wingpack setup to allow for even greater horizontal speeds and even vertical ascent. On 25 October 2009, in Lahti, Finland, Visa Parviainen jumped from a hot air balloon in a wingsuit with two small turbojet engines attached to his feet. The engines provided approximately 160 N (16 kgf, 35 lbf) of thrust each and ran on JET A-1 fuel. Parviainen achieved approximately 30 seconds of horizontal flight with no noticeable loss of altitude.
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The resulting F-111 would introduce a variable-geometry wing for greatly increased payload, range, and low-level penetration capabilities. In 1962–1963, Sukhoi initially set out to build an aircraft without the complexity of moving wings like the F-111. It designed and built a mockup of S-6, a delta wing aircraft powered by two Tumansky R-21 turbojet engines and with a crew of two in a tandem arrangement. The mockup was inspected but no further work was ordered due to lack of progress on the Puma hardware.
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To validate the design a 10% scale model was attached to a THK-5 and used as a flying wind tunnel, to validate the design values. The THK-13 was initially planned to have a small piston engine or turbojet, but was completed as a glider, principally launched by aero-tow behind a Focke-Wulf Fw 44. The first flight took place in mid 1948, flown by Kadri Kavukçu, lasting for around 30 minutes. Modifications were carried out before the next flight in August 1948, flown by Cemal Uygun.
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Underside of a Super Étendard in-flight. The protruding tail hook is towards the rear of the fuselage The Super Étendard is a small, single-engined, mid-winged aircraft with an all-metal structure. Both the wings and tailplane are swept, with the folding wings having a sweepback of about 45 degrees, while the aircraft is powered by a non-afterburning SNECMA Atar 8K-50 turbojet with a rating of 49 kN (11,025 lbf). Its performance was not much better than the Etendard IV, but its avionics were significantly improved.
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Later testing involved the use of an exhaust turbine which was a half-scale version of that used in the Whittle W.1 turbojet, the first British jet engine to fly. Unlike a conventional turbocharger the turbine was coupled to the engine's accessory driveshaft and acted as a power recovery device. It was thought that using the turbine would lower fuel consumption allowing the engine to be used in larger transport aircraft. This was confirmed during testing, but failures due to severe overheating and drive shaft fractures were experienced.
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Its muzzle velocity was still considerable, but its rate of fire was only 400 rounds per minute. The weapon's considerable recoil and waste gases were problematic for turbojet fighter aircraft, as was finding space for the gun and a useful amount of ammunition, but a single shell was often sufficient to destroy a bomber. The N-37 was used in the MiG-9, MiG-15, MiG-17, and early MiG-19 fighters, the Yakovlev Yak-25, and others. Production lasted through the late 1950s, although it remained in service for many years afterwards.
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The F-4J variant, which was then the primary version in service with the US Navy, was taken as the basis for the UK aircraft, subject to major redesign. The most significant change was the use of the larger and more powerful Rolls-Royce Spey turbofan in place of the GE J79 turbojet to allow operations from the Royal Navy's carriers. Although several had received major upgrades, all of the UK carriers were smaller than the US carriers from which the J79-GE-8 and −10 powered Phantoms operated.Richardson 1984, p. 26.
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Allward 1983, pp. 8–9. The two differed primarily in role; P.234 was a single-seat day fighter with a V-tail, while P.238 was a two-seat night fighter with a mid-mounted delta tailplane. The RAF requirements were subject to some changes, mainly in regards to radar equipment and armaments; Gloster also initiated some changes as further research was conducted into the aerodynamic properties of the new swept and delta wings, as well as use of the new Armstrong Siddeley Sapphire turbojet engine.Allward 1983, pp. 9–11.
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A group of Soviet aerospace organizations then came up with the R11K, an expendable non- afterburning version of the Tumanskiy R11F-300 turbojet, used on first- generation Mikoyan MiG-21 fighters, and the La-17 was redesigned to be fitted with this engine. The Sokol design bureau (OKB) began production of this reengined La-17 in the late 1970s. To the armed services it was still an La-17MM, but had an internal OKB designation of La-17K. The R11K engines were rebuilds of retired R11F-300 engines.
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Learjet 25 about to take-off Two General Electric CJ610-6 single-rotor axial-flow turbojet engines are pylon-mounted on each side of the aft fuselage. Each engine is rated at 2950 pounds of thrust at sea level. The engine compartments consist of an eight- stage axial-flow compressor directly coupled to a two-stage turbine, a through-flow annular combustion system, variable inlet guide vanes, controlled compressor interstage bleed, exhaust nozzle and accessory drive system. Starting ignition is provided by a dual output capacitor-discharge system.
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The Canadair CT-133 was the result of a 1951 contract to build T-33 Shooting Star trainers for the Royal Canadian Air Force (RCAF). The powerplant is a Rolls-Royce Nene 10 turbojet instead of the Allison J33 used by Lockheed in the production of the original T-33. A project designation of CL-30 was given by Canadair and the name was changed to Silver Star. The appearance of the CT-133 is very distinctive due to the large fuel tanks usually carried on each wingtip.
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142"American Airlines Experience with Turbojet/Turbofan Engines" K. F. Whatley , The American Society of Mechanical Engineers. 1962, ASME 62-GTP-16, p.5. Today most civil and military turbofans have a two spool configuration, a notable exception being the Rolls-Royce Trent turbofan series which has three spools. Incidentally, most modern civil turbofans use all three of the above options to handle the extremely high overall pressure ratios employed today (50:1 typically). As the Applications section below indicates, during the 1950s the J57 was an extremely popular engine, with numerous military applications.
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It was propelled by a Klimov RD-500K turbojet engine, reverse-engineered from the Rolls-Royce Derwent engine. Guidance was provided by an inertial navigation system (INS) in the midcourse phase, and by a semi-active radar in the terminal phase which directed the missile to its target. A 600 kg high explosive (HE) armour- piercing warhead was carried. The AS-1 is believed to have entered service in 1955, initially being deployed on the Tu-4 and later on the Tu-16KS 'Badger-B' strategic bomber, on two under-wing pylons.
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The MQM-107 was originally developed by Beech Aircraft for the United States Army Aviation and Missile Command's 1972 Variable Speed Training Target (VSTT) requirement. It was announced as the winner in 1975, and the Army took delivery of the original model (the MQM-107A) until 1979. Over the next two decades, several updated variants of the Streaker were introduced with different engines and payloads. The MQM-107 is designed as a high-subsonic target drone, featuring a slight sweep in the wings and a centerline mounted turbojet engine.
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Both prototypes flew under hybrid jet/rocket power during March 1945, though records do not indicate the results of testing with the 162E. Only about 500 examples of the BMW 003 were built, but the Fedden Mission postwar estimated total German jet engine production by mid-1946 could have reached 100,000 units a year, or more. The 003 was intended for export to Japan, but working examples of the engine were never supplied. Instead, Japanese engineers used drawings and photos of the engine to design an indigenous turbojet, the Ishikawajima Ne-20.
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Rutland Reindeer: Built by the Rutland Aircraft Company, in service with C.A.T.O, then regularly plying the Atlantic. Powered by eight engines with four contra- rotating propellers (four nacelles carrying two engines each), the Reindeer can best be imagined to resemble the Bristol Brabazon, whose future development would also have included jet power; Shute notes this late in the novel. It is described as a low wing monoplane with a nosewheel type undercarriage and a single tail somewhat similar to that of the Consolidated Privateer. Assegai Mk.1 powered by a Boreus afterburning turbojet.
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The challenge is to design an engine to encompass the flight regimes of subsonic, supersonic and hypersonic speeds. Using turbine compression, turbojet engines can work at zero speed and usually perform best up to Mach 2.2. Ramjets, using aerodynamic compression with subsonic combustion, perform poorly under Mach 0.5 and are most efficient around Mach 3, being able to go up to around Mach 6. The SR-71's specially designed engines converted to low-speed ramjets by redirecting the airflow around the core and into the afterburner for speeds greater than Mach 2.5.
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Thrust depends on two things: the velocity of the exhaust gas and the mass of the gas. A jet engine can produce more thrust by either accelerating the gas to a higher velocity or ejecting a greater mass of gas from the engine. Designing a basic turbojet engine around the second principle produces the turbofan engine, which creates slower gas, but more of it. Turbofans are highly fuel efficient and can deliver high thrust for long periods, but the design tradeoff is a large size relative to the power output.
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Stanley joined Bell Aircraft in 1940 as chief test pilot. He became the first American to fly a jet aircraft on October 1, 1942, when he flew the Bell XP-59A Airacomet, which was the United States’ first turbojet aircraft. The flight took place at Muroc Dry Lake, California. The Airacomet is on display at the National Air and Space Museum in Washington, D.C. Stanley was promoted to engineering vice president at Bell Aircraft and oversaw the design of the world's first supersonic aircraft, the Bell X-1 and X-2.
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Since the second half of the 1940s, the Lyambir military airfield was used as an airport. In 1955, a civil airport was built in the city limits, in the area of what is nowadays Gagarin Street. And in 1960, a new airport was opened in its current place, near the village of Lukhovka, 5 km south-east of Saransk city center. In 1964, a new terminal was built. In 1981, a concrete runway was commissioned, which allowed the airport to accept modern turbojet Tu-134 and Yak-42 aircraft.
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The Tu-123 was a long-range, high-altitude supersonic strategic unmanned reconnaissance aircraft, in a form reminiscent of a big dart, conceptually somewhat similar to the United States' D-21. It carried both film cameras and SIGINT payloads. The Tu-123 was ground-launched with JATO boosting and powered by a KR-15 afterburning turbojet in flight. The KR-15 was a lower-cost, short- life, expendable version of the R-15 engine used on the twin-engine, Mach 3-class Mikoyan-Gurevich MiG-25 Foxbat interceptor.
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The Messerschmitt P.1106 went through several redesigns; the first version had a T-tail with the cockpit faired into the vertical stabilizer, and the later design having a V-tail with the cockpit moved slightly forward. The wings of each design were swept back at 40 degrees. The planned powerplant was a Heinkel HeS 011 turbojet engine, and armament was to be two 30 mm MK 108 cannons. The project was abandoned since the performance of the P.1101 had not been improved on, and the 1106 cockpit had poor visibility.
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The Klimov OKB was formed in the early 1930s to produce and improve upon the liquid-cooled Hispano-Suiza 12Y V-12 piston engine for which the USSR had acquired a license. At that time Klimov also manufactured motorcycles. In 1946 the British government allowed Rolls-Royce to sell a number of Nene and Derwent V turbojet engines to the Soviet Union. Klimov OKB was given the task of "metrifying" the British designs, without the knowledge or permission of the West, as the VK-1 and RD-500.
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This was 18 years before Joule and 43 years before Brayton. Brayton engines were all piston engines and for the most part, internal combustion versions of the un-recuperated Ericsson engine. The "Brayton cycle" is now known as the gas turbine cycle, which differs from the original "Brayton cycle" in the use of a turbine compressor and expander. The gas turbine cycle is used for all modern gas turbine and turbojet engines, however simple cycle turbines are often recuperated to improve efficiency and these recuperated turbines more closely resemble Ericsson's work.
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Additional or reduced text and formatting, not included in the original, have been added here for clarity and emphasis. Beginning in the early 1970s, a number of studies examined the occurrence of CFIT accidents. Findings from these studies indicated that many such accidents could have been avoided if a warning device called a ground proximity warning system (GPWS) had been used. As a result of these studies and recommendations from the U.S. National Transportation Safety Board (NTSB), in 1974, the FAA required all large turbine and turbojet airplanes to install TSO-approved GPWS equipment.
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The Miles Student at Coventry airport in 1961 when owned by F.G. Miles Engineering Building on the company's experience with the M.77 "Sparrowjet", the M.100 Student was a two-seat, side-by-side, all-metal jet trainer. The M.100 prototype was powered by a 400 kgf (882 lb) thrust Turbomeca Marbore turbojet and flew for the first time on 15 May 1957. Miles had hoped to secure an RAF order, but the contract went to the Jet Provost. The Student was proposed for several training programmes, but without success.
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During the late 1940s, Szydlowski opted to focus Turbomeca's design resources on low-power jet propulsion, intended for a new range of jet-powered aircraft, including turbine-powered helicopters. The production of turboshaft engines, which became widely used for rotorcraft, became a staple of the business over subsequent decades. From 1950, Turbomeca produced the tiny centrifugal flow Palas turbojet, producing 1.6 kN (353 lbf). In addition to the company's own production, the Palas was also produced under license by Blackburn and General Aircraft in the United Kingdom and Continental in the United States.
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It has the ability to strike ground targets with high precision and accuracy. Its motor utilizes a turbojet, it releases low heat signatures and the missile is equipped to deal with the most sophisticated types of electronic warfare. Discussing the capabilities of the missile, the Israeli military intelligence website DEBKAfile states that there is: "...no military force in the world has so far found an effective means of intercepting cruise missiles before they strike, unless they are short range." The missile is essentially immune to any sort of radar and missile defense systems.
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Forward section of an Ouragan The Dassault Ouragan was an early jet-powered fighter aircraft. It employed a straightforward basic layout, with a single divided air intake in the nose that carried air around either side of the cockpit to the engine, which was located directly behind the pilot. The Ouragan was powered by a single Rolls-Royce Nene turbojet engine, produced under license by Hispano-Suiza. Early aircraft were equipped with Martin-Baker Mk.1 ejection seats, however the majority of production aircraft were outfitted with SNCASO E.86 ejection seats instead.
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Eleven preproduction IICs were used for operational evaluation and trials with SNECMA Atar 101C axial- flow turbojet and the afterburning Atar 101F. ;MD 453 Mystère IIIN: A single Mystère prototype built with lateral intakes and a two-seat cockpit, to continue development of the MD 451 Aladin initiated with the MD 450-30-L modified Ouragan. First flown on 18 July 1952 the sole IIIN was never fitted with a radar and was used for ejection seat trials once development of the MD 451 was abandoned. The second and third prototypes were cancelled before completion.
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The turbojet's air intakes were moved from the wing roots to the fuselage in front of the wing; they were covered by electrically powered doors to lessen drag when the aircraft was flying only on its piston engine. The Fireball's fuselage was lengthened by to accommodate the larger engine and the leading edge extension of the wing root that housed the air intakes was also removed. The XFR-4 was intended to serve as a testbed for the turbojet installation on the XF2R-1 Dark Shark.Ginter 1995, pp.
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Rim of the Pacific Exercise (RIMPAC) 2016 in the Pacific Ocean, 21 July 2016. Air intake (black triangle) for turbojet is visible on the underside In 1965 the United States Navy began studies for a missile in the range class for use against surfaced submarines. The name Harpoon was assigned to the project. The sinking of the Israeli destroyer in 1967 by a Soviet-built Styx anti-ship missile shocked senior United States Navy officers, who until then had not been conscious of the threat posed by anti-ship missiles.
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The first attempt to use turbojet engines on a railroad was made in 1966 by the New York Central Railroad (NYCR), a company with operations throughout the Great Lakes region. They streamlined a Budd Rail Diesel Car, added two General Electric J47-19 jet engines, and nicknamed it the M-497 Black Beetle. Testing was performed on a length of the normal NYCR system - a virtually arrow-straight layout of regular existing track between Butler, Indiana, and Stryker, Ohio. On July 23, 1966, the train reached a speed of .
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Lockheed Martin F-22A Raptor Jet aircraft use airbreathing jet engines, which take in air, burn fuel with it in a combustion chamber, and accelerate the exhaust rearwards to provide thrust. Different jet engine configurations include the turbojet and turbofan, sometimes with the addition of an afterburner. Those with no rotating turbomachinery include the pulsejet and ramjet. These mechanically simple engines produce no thrust when stationary, so the aircraft must be launched to flying speed using a catapult, like the V-1 flying bomb, or a rocket, for example.
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Significantly, the bomber offensive kept the revolutionary Type XXI U-Boat from entering service during the war. Moreover, Allied air raids had a serious propaganda impact on the German government, all prompting Germany to begin serious development on air defense technology—in the form of fighter planes. The practical jet aircraft age began just before the start of the war with the development of the Heinkel He 178, the first true turbojet. Late in the war the Germans brought in the first operational Jet fighter, the Messerschmitt Me 262.
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The Midge and Gnat were the creation of W.E.W. "Teddy" Petter, a British aircraft designer who had gained wide recognition for his design of the English Electric Canberra bomber and Lightning supersonic interceptor. Petter had grown suspicious of the trend towards bigger and more expensive combat aircraft, and he felt that a small, simple fighter would offer the advantages of low purchase and operational costs. New lightweight turbojet engines were being developed that would be able to power such small fighters.The Folland Gnat / HAL Ajeet , Greg Goebel's Vectorsite.
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During testing it was discovered that the engines would not produce the required thrust, so the N-20.20 project was started. The aircraft was similar to the N-20.10, but had one conventional engine, a Rolls-Royce Avon or Armstrong Siddeley Sapphire turbojet in each wing root. The wing was a little thinner and the main landing gear came a little closer to the fuselage because now there was no need to place the engines within the wing. The N 20:20 was never completed, although some wind tunnel models were manufactured.
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Another study called "Longhorn Project" was conducted by Hughes, and later Raytheon following the absorption of Hughes into Raytheon, looked a Maverick version equipped with turbojet engines instead of rocket motors. The "Maverick ER", as it was dubbed, would have a "significant increase in range" compared to the Maverick's current range of . The proposal was abandoned, but if the Maverick ER had entered production, it would have replaced the AGM-119B Penguin carried on the MH-60R. The most modern versions of the Maverick are the AGM-65H/K, which were in production .
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The Type IV for the jet-powered aircraft went to de Havilland and became, in 1949, the world's first jet airliner, the Comet. It featured an aerodynamically clean design with four de Havilland Ghost turbojet engines buried in the wings, a pressurised fuselage, and large, square windows. For the era, it offered a relatively quiet, comfortable passenger cabin and showed signs of being a commercial success at its 1952 debut. However, a year after entering commercial service, the Comets began suffering problems, with three of them breaking up during mid-flight in well-publicised accidents.
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188 Germany, the United Kingdom, and the United States all had operational turbojet-powered fighter aircraft while Japan had produced, but not used, motorjet-powered kamikaze aircraft, and had tested and ordered into production conventional jets. Italy and the Soviet Union had both tested motorjet aircraft which had turbines powered by piston engines and the latter had also equipped several types of conventional piston-powered fighter aircraft with auxiliary ramjet engines for testing purposes. Germany was the only country to use jet-powered bombers operationally during the war.Zabecki, 1999, p.
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Shun Tak and China Travel had their own separate ferry business brands before merging as TurboJET, on 1 July 1999. They were Far East Hydrofoil / Far East Jetfoil by Shun Tak, and Turbo Cat by CTS Parkview Company Ltd. It acquired New Ferry -Transporte Marítimo de Passageiros Limitada (abbreviated New World First Ferry) from NWS Holdings with 350 million in cash on 11 August 2011, and completed the transaction on 30 September. Since the opening of HongKong-Macau-Zhuhai Bridge in October 2018, passenger numbers have been falling sharply due to the direct competition.
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TurboJET provides services between Hong Kong, Hong Kong International Airport, Macau, Shenzhen and Guangzhou, all located around the Pearl River Delta in southern China. The route between Hong Kong and Macau is the busiest, operating 24 hours a day, taking approximately one hour to travel the journey on TurboJET's high speed vessels. In the past, besides the inter- city routes, Turbo Cat operated Hong Kong out-lying routes during the years 1999 to 2000. The routes were Central to Tuen Mun (on weekdays), and Central to Tai O (on weekends).
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Pelt 2012, p. 163. Formal development of what would be designated the SE.212 Durandal by SNCASE was started during December 1963. The design team produced a compact aircraft furnished with a 60° delta wing and powered by a single SNECMA Atar 101F turbojet engine, equipped with afterburning. It was intended for the Durandal to take off while being solely powered by this conventional engine; once it had attained a high altitude, the aircraft's speed could then be boosted by the ignition of its auxiliary engine, a single SEPR 75 rocket motor.
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The familiar study of jet aircraft treats jet thrust with a "black box" description which only looks at what goes into the jet engine, air and fuel, and what comes out, exhaust gas and an unbalanced force. This force, called thrust, is the sum of the momentum difference between entry and exit and any unbalanced pressure force between entry and exit, as explained in "Thrust calculation". As an example, an early turbojet, the Bristol Olympus Mk. 101, had a momentum thrust of 9300 lb. and a pressure thrust of 1800 lb.
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Photos showing a "straight wing" (straight- line-taper in the wing planform, for both the leading and trailing edges) were of the second prototype He 178 V2, which never flew under power. The aircraft made its maiden flight on 27 August 1939, only days before Germany invaded Poland. The test pilot was Erich Warsitz, who had also flown the world's first rocket powered airplane, the Heinkel He 176, on its maiden flight in June 1939. Heinkel had developed the turbojet engine and the testbed aircraft, the Heinkel He 178 V1, in great secrecy.
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Golley and Gunston 2010, p. 127. In September 1939, the Air Ministry issued a specification to Gloster for an aircraft to test one of Frank Whittle's turbojet designs in flight. The E.28/39 designation originates from the aircraft having been developed in conformance with the 28th "Experimental" specification issued by the Air Ministry in 1939. The E.28/39 specification required the aircraft to carry a pair of 0.303 in (7.62 mm) Browning machine guns in each wing, along with 2,000 rounds of ammunition, but these were never fitted.
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It was the first jet aircraft recognised by the Fédération Aéronautique Internationale (at the time the German He 178 program was still kept secret). Campini had proposed the motorjet in 1932. The British experimental Gloster E.28/39 first took to the air on May 15, 1941, powered by Sir Frank Whittle's turbojet."No Airscrew Necessary..." Flight(flightglobal.com), 27 October 1949 p554 The United States produced the Bell XP-59A using two examples of a version of the Whittle engine built by General Electric, which flew on October 1, 1942.
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Little is known about this project apart from brief mention in surviving documents; it was designed around the same time as the Focke-Wulf Ta 283. The Super Lorin was based on the Focke-Wulf Ta 183, with similar mid-fuselage positioned wings swept at 45°. The aircraft would have a wingspan of 7.6 m and a length of 11.6 m. Power was to be provided by a fuselage-mounted rocket engine and small turbojet for takeoff; two Lorin ramjets located on the tips of the sharply swept tailplane would be used for cruising.
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The aircraft was externally similar to the Me 163 upon which it was based, although the P.20 was in fact a new design sharing only few parts with the Me 163. The fuselage was deepened accommodating a single Jumo 004 turbojet fed by a low mounted nose intake. The wings were modified in order to house a retractable landing gear and two heavy MK 103 autocannons in the wing roots. They no longer had to hold the C-Stoff fuel tanks but smaller tanks might have been installed to hold jet fuel.
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In 1963, the Ukrainian Territorial Administration of Civil Aviation formed its Boryspil subdivision consisting of the airport and its air group. The air group grew significantly in the 1960s and 1970s. In 1974 it consisted of four fleets of turbojet aircraft (Tu-104 planes), turbofan aircraft (Tu-134, Tu-154 planes) and two fleets of turboprop aircraft (Ilyushin Il-18 planes). Toward the final decades of the Cold War, the Soviet Air Force maintained a presence at Boryspil Airport with 1 VTAP (1st Military Aviation Transportation Regiment) flying Ilyushin Il-76 cargo jets.
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They were to test-fly the de Havilland Vampire. Cunningham commented that the machine would make an ideal night fighter. Although he was not familiar with the workings of the de Havilland Goblin turbojet, he recommended that if the cockpit was extended to allow for a navigator and the fuel tanks were enlarged, the type could make a formidable interceptor. While test-flying, Cunningham and Rawnsley carried out a sortie over Normandy from RAF Uxbridge. They overflew the British sector on the 9 June 1944 as the Battle for Caen began.
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It was followed by the aft-fan General Electric CF700 engine, with a 2.0 bypass ratio. This was derived from the General Electric J85/CJ610 turbojet to power the larger Rockwell Sabreliner 75/80 model aircraft, as well as the Dassault Falcon 20, with about a 50% increase in thrust to . The CF700 was the first small turbofan to be certified by the Federal Aviation Administration (FAA). There were at one time over 400 CF700 aircraft in operation around the world, with an experience base of over 10 million service hours.
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Erich Warsitz (18 October 1906, Hattingen, Westphalia - 12 July 1983) was a German test pilot of the 1930s. He held the rank of Flight-Captain in the Luftwaffe and was selected by the Reich Air Ministry as chief test pilot at Peenemünde West. He is remembered as the first person to fly an aircraft under liquid-fueled rocket power, the Heinkel He 176, on June 20, 1939 and also the first to fly an aircraft under turbojet power, the Heinkel He 178, on August 27 the same year.
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While the conceptual B-45B, which would have been equipped with a radar-guided fire control system, would never be ordered, the more advanced B-45C did secure an order. This variant featured a strengthened airframe, tip tanks for greater fuel capacity, and more powerful General Electric J47-15 (or −15) turbojet engines, as well as other improvements; only 10 would be delivered from an order of 43. Perhaps the most notable variant was the RB-45C, a dedicated reconnaissance aircraft that lacked a bombing capability; 33 aircraft were delivered.
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In 2010, MBDA was awarded an assessment phase contract for a network-enabled standoff missile, named SPEAR 3, which reuses technology derived from Brimstone. SPEAR 3 flies at high subsonic speed and can reach ranges of at least . It features a Hamilton Sundstrand TJ-150 turbojet engine, wing kit, multi-mode seeker, INS/GPS guidance and datalink. The missile is designed to equip Eurofighter Typhoon and Lockheed Martin F-35 Lightning II multirole fighter aircraft and is expected to enter service with the Royal Air Force in the mid-2020's.
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Under a revised contract, the Boeing Project 474 was converted into the Boeing Project 479, which included a study of using six J40 turbojet engines in place of the turboprops on a similar wing platform, but with a thicker root section. Work on detailed engineering and mockup construction was canceled, although Boeing was contracted to continue conceptual studies and wind tunnel investigations. These studies proved valuable in development of the Boeing B-52 Stratofortress, which first flew on April 15, 1952. The XB-55 project did not result in construction of a prototype.
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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.
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The Convair B-58 Hustler was a high speed strategic bomber, capable of attaining routinely Mach 2 at altitude. It incorporated a large delta wing with a leading-edge sweep of 60° and was powered by an arrangement of four General Electric J79-GE-1 turbojet engines. Although its sizable wing generated relatively low wing loading, it proved to be surprisingly well suited for low-altitude, high-speed flight. To protect against the heat generated while cruising at Mach 2, the crew compartment, the wheel wells and electronics bay were pressurized and air conditioned.
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The Air Force had enthusiastically embraced the Lightning Bug and was trying to refine the type, working with Ryan to obtain an improved version of the high-altitude Model 147B, designated the Model 147G. The Model 147G featured a more powerful Continental J69-T-41A turbojet, with 1,920 pounds of thrust (871 kgp), replacing the J69-T-29A used in its predecessors, and a fuselage stretched to , to accommodate more fuel. The no-con system was also installed. The first 147G was delivered to the USAF in July 1965.
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Gold Wings initiated preliminary design of a twin-engine turboprop named Norlindo and even began conceptual design of a turbojet trainer called Tinihaban Superstrike under the All-Filipino Technology Aircraft (AFTA) project. Out of these experiences, a single, piston engine trainer aircraft was conceived, designed, built and flown within three years. The Defiant 300 prototype, as the aircraft was called, flew twice, the first on February 22, 1988. The Defiant project came out to be an excellent collaborative effort of a group of aeronautical engineers, aviation enthusiasts, government agencies and research institutions.
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The wooden mock-up was ready for inspection at the end of April, and work started on two prototypes late in May. The J79 engine was not yet ready, so both prototypes were instead designed to use the Wright J65, a licensed built version of the Armstrong Siddeley Sapphire. Construction of the first prototype XF-104 (US serial number 53-7786, Buzz number FG-786) began in summer 1953 at Lockheed's Burbank, California factory. This aircraft was powered by a non-afterburning Buick-built Wright J65-B-3 turbojet.
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Other avionics include an autopilot and yaw damper. The Mirage F1 was powered by a single SNECMA Atar 9K-50 turbojet engine, which was capable of providing roughly of thrust, giving the aircraft a maximum speed of 1,453 MPH and an altitude ceiling of 65,615 feet. Flight International described the Atar engine as being "unexpectedly simple", despite the adoption of an afterburner. An improved engine, initially known as the Super Atar and later as the Snecma M53, was intended to be eventually adopted on production Mirage F1 aircraft, as well as for successor aircraft.
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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.
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Käsemann 1999, pp. 47, 128 Postwar experimental aircraft of the aerodynamic configuration that the Me 163 used, were found to have serious stability problems when entering transonic flight, like the similarly configured, and turbojet powered, Northrop X-4 Bantam and de Havilland DH 108, which made the V18's record with the Walter 509B "cruiser" rocket motor more remarkable. Waldemar Voigt of Messerschmitt's Oberammergau project and development offices started a redesign of the 163 to incorporate the new twin- chamber Walter rocket engine, as well as fix other problems.
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The subsequent F-94B, which entered service in January 1951, was outwardly virtually identical to the F-94A. The Allison J33 turbojet had a number of modifications made, which made it a very reliable engine; the pilot was provided with a more roomy cockpit and the canopy was replaced by a canopy with a bow frame in the center between the two crew members, as well as a new Instrument Landing System (ILS). 356 of these were built. It proved in service to be a very reliable aircraft with relatively few problems.
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The Snark next switched to an internal turbojet engine for the rest of its flight. The engine was a Pratt and Whitney J57, which was the first jet engine featuring a thrust of or more. Since the Snark lacked a horizontal tail surface, it used elevons as its primary flight control surfaces, and it flew with an unusual nose-high angle during level flight. During the final phase of its flight, its nuclear warhead would have separated from its fuselage and then followed a ballistic trajectory towards its target.
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Survivability was improved by an electronic warfare (EW) suite and inert gas system in the fuel tanks to prevent fire. The first prototype had a MiG-23S type wing, but subsequent examples had the larger "type 2" wing. Most importantly, instead of an R-29 variant, aircraft was powered by the Lyulka AL-21 turbojet with a maximum thrust of 113 kN (25,400 lbf). The production of this variant was limited, however, as the supply of AL-21 engines was needed for the Sukhoi Su-17 and Su-24 production lines.
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Immediately after World War II, the Curtiss-Wright Corporation became a defense contractor supplying aircraft and aircraft engines. This American aircraft manufacturing company was directly descended from the business ventures of the Wright brothers and their fellow aviation pioneer Glenn Curtiss. In 1949, Roy Hurley became president of the company and sought keenly to acquire Bentele's services. While Curtiss-Wright had once been one of the top aircraft and aircraft engine producers in the world, the company was slow to adopt the new turbojet engine, which began to dominate the market.
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The highly modified and modernized aircraft was expected to cost about half of a new comparable trainer, such as the BAE Hawk and Dassault/Dornier Alpha Jet. With the design work done, Skyfox purchased 80 surplus T-33s. The Skyfox was marketed either as a complete converted aircraft from Boeing, or as a conversion kit, with the customer providing the T-33 airframe. The conversion incorporated about 70% of the existing T-33 airframe, but replaced the existing internal single Allison J33 turbojet engine with two Garrett TFE731-3A turbofan engines mounted externally.
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Private ferries is also available in sporadic times in the public pier, 15 minutes walk from the Tuen Mun Ferry Pier. The town is also served by New World First Ferry services to Tung Chung (being discontinued in July 2008 and replaced by Fortune Ferry Tuen Mun – Tung Chung – Sha Lo Wan – Tai O services). On 28 January 2016, TurboJET launched the new cross-boundary ferry services between Tuen Mun, Macau and Shenzhen Airport (being suspended services since 2019 due to the COVID-19 pandemic). All services departs from Tuen Mun Ferry Pier.
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After it became clear that neither the TR-1, nor the imported British Rolls-Royce Nene or Rolls-Royce Derwent engines would be available to power the prototypes, Yakovlev settled on the newly available afterburning version of the RD-10. The first prototype was ordered to a very demanding schedule and was completed on 29 November 1946.Gordon & Kommissarov, pp. 218–21 The Yak-19 had an flattened oval-shaped, metal semi-monocoque fuselage with the single-seat cockpit and its teardrop-shaped canopy positioned just forward of the axial-flow RD-10F turbojet engine.
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Bomber versions of both types were proposed, and work continued on them at the insistence of Adolf Hitler long after the point when anything other than token use could have been made of them. Moves were made to revive the Me 328 again in 1944 as a piloted flying bomb based on the Me 328B, fitted with a bomb, but it was dropped in favour of the Fieseler Fi 103R (Reichenberg). Two differing revised versions - one designated as the Me 328C, to be fitted with a Jumo 004 turbojet — and another, in-house proposal that did not receive a letter suffix, used two As 014 pulsejets mounted on pylons mounted onto the rear fuselage sides — refitted with a twin tail empennage design — along with a Porsche 109-005 single-use turbojet of thrust in the same dorsal rear location as meant for its use on the V-1, allowed with the new twin-tail designMe 328 proposal for two As 014/Porsche 109-005 propulsion — but neither of these proposals came to anything. Owing to the basic idea of short-life reaction propulsion units to power it, the Me 328 project is often listed as a suicide weapon, however the aircraft was not intended as such.
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During the 1950s, the company leveraged partnerships with foreign engine manufacturers, helping it to acquire expertise in the recently developed turbojet engine. It undertook the licensed manufacture of several engines, such as the Rolls-Royce Avon (referred to in Swedish Air Force service as the RM5 and RM6) and the Pratt & Whitney JT8D (RM8). Throughout the post-war period, the company has served as the major engine supplier of the Swedish Air Force. During the 1970s, the firm decided to apply the experience it had gathered on the production and service of military aircraft engines towards the commercial aerospace sector.
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The EA-6B Prowler is powered by two Pratt & Whitney J52 turbojet engines, and it is capable of high subsonic speeds. Due to its extensive electronic warfare operations, and the aircraft's age (produced until 1991), the EA-6B is a high-maintenance aircraft, and has undergone many frequent equipment upgrades. Although designed as an electronic warfare and command-and-control aircraft for air strike missions, the EA-6B is also capable of attacking some surface targets on its own, in particular enemy radar sites and surface-to-air missile launchers. In addition, the EA-6B is capable of gathering electronic signals intelligence.
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JP-7 was developed for the Pratt & Whitney J58 (JT11D-20) turbojet engine, which was used primarily in the now retired Lockheed SR-71 Blackbird. During flight, the SR-71 could attain speeds in excess of Mach 3+, which was the most efficient cruising speed for the J58 engines. However, very high skin temperatures are generated at this speed due to friction with the air. A new jet fuel was needed that was not affected by the heat, so JP-7 jet fuel, with a high flash point and high thermal stability, was developed for this purpose.
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25 bypass ratio leading to the nickname "leaky turbojet". The bypass effectively was only a cooling stream for the rear of the engine, allowing the engine bay to be constructed of lighter, cheaper materials. The P-530's wing planform and nose section was similar to the F-5, with a trapezoidal shape formed by a sweep of 20° at the quarter-chord line, and a tapered trailing edge, but was over double the area, with as opposed to of the F-5E. Initially shoulder mounted, the wings were gradually shifted down to the mid position.
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For example, the emissions come under a group called combustion, the origin of vibrations transmitted to the airframe come under an area called rotor dynamics. The understanding of how a particular fuel flow produces a definite amount of thrust at a particular point in the flight envelope is called jet engine performance. Performance is the subject of a specialised discipline within aero engine design and development teams as is the understanding of noise and emissions by their respective specialists in other groups. The fundamental performance task for a single shaft turbojet is to match the operation of the compressor, turbine and propelling nozzle.
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The above three ties between the compressor and turbine are adjusted and refined to account for the flows and powers not being equal due to, for example, compressor flow and electric and hydraulic power"Method for Determining Component Matching and Operating Characteristics for Turbojet Engines" David G. Evans, Lewis Research Center. Table 1 "Development of Matching Parameters" being diverted to the airframe. Thus the performance is understood and defined by using the practical engineering application of thermodynamics and aerodynamics."Gas Turbine Aero- Thermodynamics" Sir Frank Whittle This article covers a wide scope of the discipline of jet engine performance.
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The finalized design called for a long, slender missile, fitted with delta wings, and powered by a pair of General Electric turbojet engines, mounted in nacelles near the tips of the wing. The missile was intended to be launched utilizing a rocket sled; air-launch from a Convair B-36 heavy bomber was an alternative that was studied. The missile would climb at subsonic speeds to its operating altitude, then conduct a supersonic dash to the target area, being guided using a celestial navigation system. A "slipper" type drop tank would be jettisoned halfway through the flight.
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Outer Harbour Ferry Terminal, Macau TurboJET's Jetfoil (model Boeing 929) Over 150 sea-crossing services are scheduled daily between Macau and Hong Kong, and the Outer Harbour Ferry Terminal serves as the major terminal for Macau's passenger traffic by sea. The route is served by high speed catamarans (with passenger capacity of about 400) and jetfoils (with passenger capacity of about 260) and the journey takes approximately one hour. There are also daily scheduled ferry services between Macau and Shenzhen. At present the services are operated by TurboJET from Sheung Wan, Tsim Sha Tsui and Hong Kong International Airport.
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The design had three engines mounted at the rear of the fuselage, one on either side and one in the fin. The empennage was a T-tail arrangement to keep the horizontal stabiliser above the central engine. The Type 200 was the first design to have this T-tail trijet configuration, which was later used successfully on several aircraft (see Boeing 727, Hawker Siddeley Trident, Tupolev Tu-154). There was speculation about several engines that might have been used on the aircraft, including the Bristol Orpheus turbojet, The Bristol Olympus, the Rolls Royce RB.140/RB.
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Similarly the main undercarriage did not penetrate the main wing spar, designed so that when retracted only the wheel itself was inside the wing and the undercarriage struts were housed in a fairing below the wing. Thus the wing structure was lighter with the same overall strength. The rudder was constructed of a single panel reinforced with external ribs. An A4D Skyhawk with the rear fuselage removed and an engine being slid into place, Marine Corps Air Station Iwakuni, Japan, 1959 The turbojet engine was accessed for service or replacement by removing the aft section of the fuselage and sliding out the engine.
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Taken over by Rolls-Royce themselves directly on 1 April 1947, the factory initially repaired and overhauled both Merlin and Griffon engines as well as producing spare parts. Increased requirement for the Avon turbojet for the Korean war meant that it switched totally to fanjet production, and in 1965 became a specialist compressor component manufacturing facility. The factory closed in December 2005, with all production moved to either the new facility at Inchinnan next to Glasgow Airport, or the redeveloped East Kilbride plantEnd of era for Rolls-Royce plant, BBC News, 15 December 2005 (which itself closed little over a decade later).
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Segal started with a Ford F-350 truck, reinforced the frame assembly, added the front end from a Grand National stock car, borrowed air scoops from a DC-3, and a one-man cockpit modeled after a Messerschmitt fighter plane. Under the hood, Segal modified the Ford engine with an oversized carburetor and nitrous oxide injectors. Northrop University loaned the production a working GE turbojet engine. The oscillation overthruster was created by Riva and visual effects supervisor Michael Fink out of a gyroscope to which a metal frame, wires, circuits, and tiny strobe lights were added.
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A symposium titled "Supersonic-Transport Implications" was hosted by the Royal Aeronautical Society on 8 December 1960. Various views were put forward on the likely type of powerplant for a supersonic transport, such as podded or buried installation and turbojet or ducted-fan engines. Boundary layer management in the podded installation was put forward as simpler with only an inlet cone but Dr. Seddon of the RAE saw "a future in a more sophisticated integration of shapes" in a buried installation. Another concern highlighted the case with two or more engines situated behind a single intake.
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The North American Aviation AGM-28 Hound Dog was a supersonic, turbojet- propelled, air-launched cruise missile developed in 1959 for the United States Air Force. It was primarily designed to be capable of attacking Soviet ground- based air defense sites prior to a potential air attack by B-52 Stratofortress long range bombers during the Cold War. The Hound Dog was first given the designation B-77, then redesignated GAM-77, and finally as AGM-28. It was conceived as a temporary standoff missile for the B-52, to be used until the GAM-87 Skybolt air-launched ballistic missile was available.
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Commissioned for the Imperial Japanese Navy after the R1Y design was cancelled due to its disappointing performance estimates, the R2Y used coupled engines driving a single propeller and also featured a tricycle undercarriage. Completed in April 1945, the prototype made a short flight on 8 May, but was destroyed in a US air raid only a few days later, thus ending development. A proposal was also made to develop the R2Y into a turbojet- powered light bomber by replacing its piston engines with two Mitsubishi Ne-330s. Designated the R2Y2 Keiun Kai, it did not enter construction before the end of the war.
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Gas turbine engines are primarily controlled by the amount of fuel supplied to the combustion chambers. With this in mind we can say that, the very simplest fuel control for a turbine engine is a fuel valve operated by the pilot. Many pre-production models of early turbojet engines featured just that, but it was soon found that this kind of control was difficult and dangerous in actual use. Closing the valve too quickly while trying to reduce power output could cause a lean die-out, where the airflow through the engine blows the flame out of the combustion chamber and extinguishes it.
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Powered by one 10,150 lbf (45.17 kN) Rolls- Royce Avon 203 turbojet engine, revised wing with a leading edge "dogtooth" and four hardpoints, and a follow-up tailplane on later aircraft (also retrofitted to the early production examples) to improve pitch response at high Mach number, first flight 22 January 1954, 384 built. ;;Hunter F.6A :Modified F.6 with brake parachute and 230 gallon inboard drop tanks, for use at RAF Brawdy, where diversion airfields were distant. ;Hunter T.7 :Two-seat trainer built for the RAF. A side by side seating nose section replaced the single seat nose.
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At high speeds the Meteor had a tendency to lose directional stability, often during unfavourable weather conditions, leading to a 'snaking' motion; this could be easily resolved by throttling back to reduce speed.Butler and Buttler 2006, p. 27. Based upon designs produced by Power Jets, Rolls-Royce produced more advanced and powerful turbojet engines. Beyond numerous improvements made to the Welland engine that powered the early Meteors, Rolls-Royce and Power Jets collaborated to develop the more capable Derwent engine, which as the Rover B.26 had undergone a radical re-design from the W.2B/500 while at Rover.
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Newsgroup correspondence, 1998–99 It is important to note that, when computing the specific reaction energy of a given propellant combination, the entire mass of the propellants (both fuel and oxidizer) must be included. The exception is in the case of air-breathing engines, which use atmospheric oxygen and consequently have to carry less mass for a given energy output. Fuels for car or turbojet engines have a much better effective energy output per unit mass of propellant that must be carried, but are similar per unit mass of fuel. Computer programs that predict the performance of propellants in rocket engines are available.
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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).
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The aircraft was to be propelled by this wing rotation. For takeoff and landing it would fly vertically as a helicopter, then tilt over horizontally to fly as a self-propelled wing generating both lift and thrust. The contemporary Heinkel Lerche project had an annular wing forming a duct around a conventional propeller, and in the transition from vertical to forward flight the lift would have transferred to the wing. Dan Sharp, Luftwaffe: Secret Weapons of the Third Reich, Mortons, 2015 The SNECMA Coléoptère was a postwar French development of the annular wing concept, but powered by a turbojet.
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Bede Aircraft Corporation was founded by aeronautical engineer Jim Bede in Cleveland in 1961 to produce the BD-1 kit aircraft, which eventually became the American Aviation Corporation's AA-1. The company also created and produced a number of advanced kit planes including the famous Bede BD-5 (pusher propeller driven) and BD-5J (turbojet driven). The BD-5J has held the Guinness record as the World's Smallest Jet Aircraft for more than a quarter century. Versions of it saw use in various Budweiser commercials (the Bud Light Jet, which was lost in an inflight fire and crash unrelated to airshow work).
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As SAAB continued its work on the initiative, it became possible for Sweden to purchase the "Goblin 2", a turbojet engine, directly from de Havilland Engine Company, along with the license to manufacture it in Sweden. Acquired as per this manner, the engine became the first jet engine to be used by the Swedish Air Force, who designated it as the RM1. On 10 March 1947, the maiden flight of Saab's first jet aircraft, being a converted J 21, outfitted with a single Goblin 2 engine, took place. The results of the subsequent flight test programme was largely viewed as satisfactory.
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In 1976, the Warsaw Institute of Aeronautics (Polish: Instytut Lotnictwa) initiated work on a program to develop a new jet-powered trainer aircraft; this was primarily envisioned to replace the Polish Air Force's existing TS-11 Iskra fleet, an indigenously-developed first generation jet trainer aircraft. A key feature of the new type would be its PZL K-15 turbojet engines, which were also locally designed by the Warsaw Institute of Aeronautics. Subsequently dubbed Iryda, the aircraft was designed by PZL Mielec (then WSK- Mielec). On 3 March 1985, the first prototype conducted the type's maiden flight.
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After flight tests to determine the characteristics of the aircraft with the wings installed, the wings were removed. Starting on 21 October 1963, Bell began test flights with two Continental CAE J69-T-9 turbojet engines in nacelles mounted directly to the aft portion of the fuselage. The thrust from the two 920-pound (4.09 kN) thrust engines caused turbulent airflow over the standard elevators, so an additional elevator was mounted on the vertical fin on the opposite side of the tail rotor. Following the modification, flight tests were resumed on 2 March 1964, with both wings and engines mounted.
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The '150' was originally to be powered by two Lyul'ka TR-3 turbojet engines, but on 20 May OKB-1 was ordered to use Mikulin AMRD-04 engines, this decision was eventually overturned and the smaller, lighter and less powerful Lyul'ka TR-3A was finally selected. The '150' was constructed throughout with light alloy stressed skin and high-strength steel for highly stressed parts. The fuselage was of oval section fore and aft with a cylindrical section in the middle. The 35° shoulder-mounted swept wings had 1 o 20' anhedral on the lower surface, outboard of rib 4.
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As part of the Emergency Fighter Program (), at the beginning of 1945 a programme was launched by the OKL in order to replace the He 162 Spatz,Smithsonian NSAM page on their unrestored He 162A Spatz the winner of the earlier Volksjäger "people's fighter" design competition. The new aircraft was intended to have superior performance in order to deal with high altitude threats such as the B-29 Superfortress. To meet this requirement, power was to be a single Heinkel HeS 011 turbojet. The designs of the official winner of the competition, the Junkers EF 128, were submitted in February 1945.
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The cylindrical body had four stub-wings at the rear of the fuselage, with aerodynamic trim provided by smaller canard foreplanes. Although the drone looked and flew like a missile and was launched from truck- mounted rails, it cruised under jet power. Takeoff was achieved by a booster rocket, which was jettisoned when flight speed was attained. A small turbojet then took over for the rest of the flight The flight pattern was programmed and allowed for the flight to the target areas, a run while the cameras or sensors recorded, and the return to the recovery site.
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The J57 was a development of the Pratt & Whitney XT45 (PT4) turboprop engine that was originally intended for the Boeing XB-52. As the B-52 power requirements grew, the design evolved into a turbojet, the JT3. Pratt & Whitney designed the J57 to have a relatively high overall pressure ratio to help improve both Thrust-specific fuel consumption and specific thrust, but it was known that throttling a single high pressure ratio compressor would cause stability problems. As Sir Stanley Hooker explains in his autobiography "Not much of an Engineer:an autobiography" Sir Stanley Hooker, Airlife Publishing Ltd.
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Sopka land-based launcher variant The S-2 Sopka coastal defense system (Russian GRAU code 4K87) (NATO code: SSC-2b Samlet) was a conventionally armed variant which attached a SPRD-15 jet assisted rocket to launch the missile from fixed launchers. After attaining sufficient velocity, the AS-1 turbojet would carry the missile to the target. The system was designed for land based attacks on sea targets and widely deployed in eastern bloc countries such as Poland and East Germany during the Cold War. One Sopka regiment was stationed in Cuba as part of Operation Anadyr.
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Astrogeologist Gene Shoemaker wearing a Bell Rocket Belt while training astronauts In 1960, the Bell Rocketbelt was presented to the public. The jet of gas was provided by a hydrogen peroxide- powered rocket, but the jet could also be powered by a turbojet engine, a ducted fan, or other kinds of rockets powered by solid fuel, liquid fuel or compressed gas (usually nitrogen). This is the oldest known type of jet pack or rocket pack. One Bell Rocket Belt is on display at the Smithsonian Institution's National Air and Space Museum annex, the Steven F. Udvar-Hazy Center, located near Dulles Airport.
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Heinkel's He 280, the firm's only twin-jet aircraft design to fly never reached production, however, since the RLM wanted Heinkel to concentrate on bomber production and instead promoted the development of the rival Messerschmitt Me 262. Very late in the war, a Heinkel single-jet powered fighter finally took to the air as the Heinkel He 162A Spatz (sparrow) as the first military jet to use retractable tricycle landing gear, use a turbojet engine from its maiden flight forward, and use an ejection seat from the start, but it had barely entered service at the time of Germany's surrender.
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With the performance requirements to a large extent dictating the choice of the engine, the airframe turned out to be quite bulky compared to contemporary slimmer designs with turbojet engines. The first prototypes had a straight midsection fuselage that was later improved with a "hump" on the dorsal spine for reduced drag according to the area rule. The wing had the shape of a double delta with a dogtooth added to improve longitudinal stability at high incidence angles.Riebe, J. and William C. "Low- Speed Stability Characteristics of a Cambered-Delta-Wing Model", NACA RM-L55L21a, 1956.
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However, as turbojet engines developed and became increasingly powerful and efficient, new powerplants were quickly becoming available that would make such aircraft more practical.Winchester 2005, p. 223. Maurice Brennan, the chief designer of the SR.53, had also become convinced of the necessity for an airborne radar unit to be carried by the aircraft, as the SR.53 was reliant upon on ground-based radar guidance and the pilot's own vision to intercept aircraft. In particular, it was feared that pilots would be unable to focus their eyes properly at the altitude that the SR.53 was capable of.
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KB-50s were modified about 1960 to KB-50J configuration which added a J-47 turbojet engine underneath each wing in place of the auxiliary fuel tanks to increase the speed of the aircraft. By 1964 the unit's aircraft were phased out due to age. They were being replaced by SAC Boeing KC-97 Stratotankers and Boeing KC-135 Stratotankers The squadron inactivated in early 1966 and its KB-50Js were sent to the Military Aircraft Storage and Disposition Center at Davis–Monthan AFB, Arizona. When inactivated the squadron was the last USAF KB-50 unit.
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On April 4, 1998, Pietronigro flew from NASA's Johnson Space Center, aboard a KC135 turbojet, to create ‘drift paintings’ as the artist's body floated within the 3-D kinetic painting space facilitated by parabolic flight and microgravity. He appropriated modernist painting conventions using similar techniques employed in abstract expressionism but with the intention of having different outcomes within a postmodern situation. Pietronigro painted by squeezing rainbow colored acrylic paints from pastry bags into the space surrounding his body. A by by plastic bag was tethered to the interior of the jet using bungee cords and Velcro.
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The Nord 1402A Gerfaut first flew on 15 January 1954 as a single-seat single-engined monoplane with thin delta wings and swept vertical tail surfaces and a small high-set delta tailplane. The fuselage was a cylindrical monocoque structure with a nose intake and with the cockpit mounted above it, giving the aircraft its characteristic hump-backed look. It had a retractable tricycle landing gear and was originally powered by an internal 2800 kg (6,173 lb ) thrust ATAR 101C turbojet. On 3 August 1954 it became the first aircraft in Europe to exceed Mach 1 in level flight without afterburners.
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J40 powered XF3H-1 prototype on the in 1953 Westinghouse Electric Corporation established the Westinghouse Aviation Gas Turbine Division (AGT) in 1945. Along with General Electric, Westinghouse had extensive experience in turbine design that put them in the lead over established aviation engine manufacturers, who had little experience with these entirely new design concepts. While most early engines in the US were redesigned versions of British jets, the J30 was the first truly American- designed turbojet to run, and saw use in the McDonnell FH Phantom. The enlarged J34 was obsolete when introduced, but moderately successful.
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The J-21 Jastreb was developed as a replacement for the Republic F-84 Thunderjet, which had been the most commonly used turbojet fighter-bomber aircraft of the Yugoslav Air Force until 1967. On the basis of the G-2 Galeb, the J-21 Jastreb was developed as a single seat ground attack variant, flying for the first time on 19 July 1965. Pilots sit on licence-built Folland Type 1-B ejection seats under individual canopies hinged on the starboard side in un-pressurised cockpits. Instruments and controls are entirely conventional with manually operated flying controls and standard flight instruments.
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In the latter part of 1944 the Luftwaffe High Command saw an urgent need to counter the devastating allied bombing raids. They conceived the idea of a Miniaturjäger, a miniature fighter, which could be cheaply and quickly manufactured in large numbers. Problems with the turbojet engines then appearing led to the adoption of the more primitive pulse jet. They approached Heinkel, Junkers and Blohm & Voss (B&V;) in November to put forward designs using a strict minimum of materials, to be powered by one Argus As 014 pulse jet engine, similar to that used in the V-1 flying bomb.
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The first test flight was on 18 May 1940 and first deliveries to the Flygvapnet (Swedish Air Force) were in 1942. The development of the turbojet meant it had a short service history, but when the B 17 ended Swedish service in 1947–50, 46 were sold to Ethiopia, remaining in service until 1968. Two B 17As were sold to Finland in 1959 and 1960, serving as target tugs for the Finnish Air Force, both succumbing to accidents fairly quickly. For some months from very early 1945 fifteen B 17As were issued to DANFORCE (Danish Brigade of 5000 men in Sweden).
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The CF-100 Mark 1 prototype, 18101, emerged from the factory, painted gloss black overall with white lightning bolts running down the fuselage and engines. On 19 January 1950, the CF-100 prototype flew its maiden flight with Gloster Aircraft Company Chief Test Pilot Squadron Leader Bill Waterton (on loan from Gloster, then also part of the Hawker Siddeley group) at the controls.Rossiter 2002, p. 63. The Mark 1 was powered by a pair of Rolls-Royce Avon RA 3 turbojet engines, each capable of generating a maximum thrust of 28.9 kN (2,950 kgp / 6,500 lbf) thrust.
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Rear view showing the wide rear tire and large bore exhaust When MTT president Ted Mclntyre decided to add a motorcycle to his firm's range, he appointed Christian Travert, a former bike racer and custom builder, to head the project. Early models were powered by a Rolls- Royce-Allison Model 250-C18 gas turbine producing a claimed at 52,000 rpm. Unlike some turbojet-powered motorcycles which relied on jet propulsion for thrust, the Y2K Superbike's turboshaft engine drives the rear wheel via a two- speed gearbox and chain and sprocket. The motorcycles are produced on demand and made to order for buyers.
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The T31 was also used on the Navy XF2R-1, similarly powered by a turboprop/turbojet engine combination. The engine was to have been flown experimentally on a Curtiss XC-113 (a converted Curtiss C-46), but the experiment was abandoned after the XC-113 was involved in a ground accident. Only 28 T31s were built; none were used in production aircraft, but improved production turboprop engines were developed from the technology pioneered by the T31. A derivative of the T31, the General Electric TG-110, given the military designation T41, was ordered but subsequently cancelled.
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Smith 1994, p. 157. HAL chose to adopt the British-sourced Rolls Royce Viper 11 turbojet engine, capable of generating up to of thrust, to serve as its powerplant. According to Smith, the development of what would become Kiran proved beneficial to other HAL projects, the design team being later redeployed to the HF-24 Marut, an indigenously designed fighter-bomber.Smith 1994, p. 157. On 4 September 1964, a prototype performed the type's maiden flight.Taylor 1982, p. 92. The initial production aircraft was designated Kiran I; during March 1968, the first deliveries of the pre-production aircraft were made to the IAF.
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Petter was unable to pursue this vision at English Electric, so he left to become managing director and chief designer of Folland Aircraft. In 1951, using company funds, he began work on his lightweight fighter concept, which was designated the "Fo-141 Gnat". The Gnat was to be powered by a Bristol BE.22 Saturn turbojet with 3,800 lbf (16.9 kN 1,724 kgp) thrust. However, the Saturn was cancelled, and so Petter's unarmed proof-of-concept demonstrator for the Gnat was powered by the less powerful Armstrong Siddeley Viper 101 with 1,640 lbf (7.3 kN / 744 kgp) thrust.
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He suggests that the failure doomed his design, in spite of being unable to dive vertically like the Stuka. Of the 15 He 118s built, two went to Japan where they were designated DXHe, however the aircraft disintegrated during Japanese flight tests. The 13-Shi (1939) design specification that led to the Yokosuka D4Y naval dive bomber may have been inspired by the He 118, but otherwise the two aircraft had little in common. Heinkel used another example as a flying testbed for the Heinkel HeS 3 turbojet, with the jet engine slung under its fuselage.
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In the summer of 1956 it was evident to the Mikoyan-and- Gurevich Design Bureau OKB-155 that the Klimov VK-3 engine would never be available, due to developmental problems that led to its eventual cancellation. The existing I-3 airframe was used to create the I-7 series of aircraft. Work began on the redesign of the aircraft to take a Lyulka AL-7E/F turbojet engine as used on the contemporary Sukhoi Su-7. The Lyulka AL-7 engine was a less complex and more dependable engine, as it did not have a bypass system.
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In 1930 Lovesey was awarded Aviators Certificate No. 9350 by the Royal Aero Club. In the late 1930s Lovesey (who had become known as 'Lov' in company shorthand) began working with others on developing the new Rolls-Royce Merlin and just prior to the start of the Battle of Britain was placed in charge of the development programme. His contribution to the Merlin, doubling its power output and improving reliability at the same time, was a major achievement. Post-war, Lovesey adapted the Merlin for civil use and then turned to turbojet development with work on the Rolls-Royce Avon.
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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.
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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.
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A Pratt & Whitney TJ-150 turbojet engine for a powered JSOW is being tested. This variant is named JSOW-ER, where "ER" is for "extended range". JSOW-ER will increase range from .Raytheon Demonstrates Engine for Powered Joint Standoff Weapon February 20, 2007Raytheon Completes Free Flight of Joint Standoff Weapon Extended Range Nov 02, 2009VIDEO: Raytheon Demo-Flies Powered JSOW Oct 30, 2009 In February, 2019, the US Navy announced that it would issue a sole-source contract to Raytheon to build an improved JSOW-ER to be placed in service by the end of FY2023.
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Aware of the competition from the Rolls-Royce Conway turbofan, Pratt & Whitney decided to develop the JT3D turbofan from the JT3C turbojet for later deliveries of the Boeing 707 and the Douglas DC-8, then nearing entry into service. A 2-stage fan replaced the first 3 stages of the 9-stage JT3C LP compressor. On the LP turbine, the second stage was enlarged and a third stage added. Unlike GE with the CJ805-23, Pratt & Whitney had not undertaken any transonic fan research prior to designing the JT3D, so they were unable to incorporate a single stage unit into the specification.
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The Canberra principally differed from its preceding piston-powered wartime bombers by its use of twin Rolls-Royce Avon turbojet engines. The fuselage was circular in cross section, tapered at both ends and, cockpit aside, entirely without protrusions; the line of the large, low-aspect ratio wings was broken only by the tubular engine nacelles.Flight, 15 December 1949, p. 766. The Canberra had a two-man crew in a fighter-style cabin with a large blown canopy, but delays in the development of the intended automatic radar bombsight resulted in the addition of a bomb aimer's position housed within the nose.
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The XJ49 design was truly a break from conventional design practices of the time. Most turbojet engines then used one centrifugal compressor, one turbine wheel and multiple combustion chambers that resembled long cylinders arranged in a conical pattern. The XJ49 design had a two-stage compressor made up of an axial-flow supersonic compressor at the engine intake, driven by the second power turbine wheel, followed by a spirally- shaped mixed flow compressor, driven by the first turbine wheel, giving an overall compression ratio of 6:1.Neal Power from the annular combustion chamber exhaust drives the complex two-stage turbine.
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As they lack mechanical compressors, scramjets require the high kinetic energy of a hypersonic flow to compress the incoming air to operational conditions. Thus, a scramjet-powered vehicle must be accelerated to the required velocity (usually about Mach4) by some other means of propulsion, such as turbojet, railgun, or rocket engines. In the flight of the experimental scramjet-powered Boeing X-51A, the test craft was lifted to flight altitude by a Boeing B-52 Stratofortress before being released and accelerated by a detachable rocket to near Mach4.5. In May 2013, another flight achieved an increased speed of Mach5.1.
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Unlike a rocket that quickly passes mostly vertically through the atmosphere or a turbojet or ramjet that flies at much lower speeds, a hypersonic airbreathing vehicle optimally flies a "depressed trajectory", staying within the atmosphere at hypersonic speeds. Because scramjets have only mediocre thrust-to-weight ratios, acceleration would be limited. Therefore, time in the atmosphere at supersonic speed would be considerable, possibly 15–30 minutes. Similar to a reentering space vehicle, heat insulation would be a formidable task, with protection required for a duration longer than that of a typical space capsule, although less than the Space Shuttle.
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The development of the turbojet-powered E.28/39 was the product of a collaboration between the Gloster Aircraft Company and Sir Frank Whittle's firm, Power Jets Ltd. Whittle formed Power Jets Ltd in March 1936 to develop his ideas of jet propulsion, Whittle himself serving as the company's chief engineer.Pavelec 2007, pp. 45–46. For several years, attracting financial backers and aviation firms prepared to take on Whittle's radical ideas was difficult; in 1931, Armstrong-Siddeley had evaluated and rejected Whittle's proposal, finding it to be technically sound but at the limits of engineering capability.Pavelec 2007, pp. 43–44.
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The original low-bypass turbofan engines were designed to improve propulsive efficiency by reducing the exhaust velocity to a value closer to that of the aircraft. The Rolls-Royce Conway, the world's first production turbofan, had a bypass ratio of 0.3, similar to the modern General Electric F404 fighter engine. Civilian turbofan engines of the 1960s, such as the Pratt & Whitney JT8D and the Rolls-Royce Spey, had bypass ratios closer to 1, and were similar to their military equivalents. The first General Electric turbofan was the aft-fan CJ805-23, based on the CJ805-3 turbojet.
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Future improvements in turbine cooling/material technology can allow higher turbine inlet temperature, which is necessary because of increased cooling air temperature, resulting from an overall pressure ratio increase. The resulting turbofan, with reasonable efficiencies and duct loss for the added components, would probably operate at a higher nozzle pressure ratio than the turbojet, but with a lower exhaust temperature to retain net thrust. Since the temperature rise across the whole engine (intake to nozzle) would be lower, the (dry power) fuel flow would also be reduced, resulting in a better specific fuel consumption (SFC). Some low- bypass ratio military turbofans (e.g.
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Early jet engines had poor acceleration, and the FR Fireball was a mixed-propulsion aircraft with a propeller in front and a jet engine in the back designed for use on an aircraft carrier. The Russian Mikoyan-Gurevich I-250 and Sukhoi Su-5 were similar concepts but used a motorjet instead of a turbojet and were not designed for carrier use. Further experiments after the war with mixed propulsion involving at least one turboprop powerplant included the XF2R Dark Shark and the XF-84H Thunderscreech, one of the loudest aircraft ever flown.# Knaack, Marcelle Size.
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Due to the static thrust capability of the hybrid rocket engine, the vehicle can take off under air-breathing mode, much like a conventional turbojet. As the craft ascends and the outside air pressure drops, more and more air is passed into the compressor as the effectiveness of the ram compression drops. In this fashion the jets are able to operate to a much higher altitude than would normally be possible. At Mach5.5 the air-breathing system becomes inefficient and is powered down, replaced by the on-board stored oxygen which allows the engine to accelerate to orbital velocities (around Mach25).
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Pivoting-door thrust reversal seen on the CFM-56 engines of an Airbus A340-300 In addition to the two types used on turbojet and low-bypass turbofan engines, a third type of thrust reverser is found on some high-bypass turbofan engines. Doors in the bypass duct are used to redirect the air that is accelerated by the engine's fan section but does not pass through the combustion chamber (called bypass air) such that it provides reverse thrust. The cold stream reverser system is activated by an air motor. During normal operation, the reverse thrust vanes are blocked.
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The four engines would be buried in thickened wing roots; the remaining wing planform was highly tapered. Developed under weapons system designation MX-1965, the XB-59 was to have a crew of three, and would be powered by four GE J73-X24A turbojet engines, mounted in the roots of the 73 foot span wings. The landing gear would be similar to the bicycle arrangement found on the B-47 and B-52 Stratofortress, with wingtip-mounted outriggers. The Boeing contract for the XB-59 was canceled in late 1952 after the Convair company's submission, designated B-58 Hustler, was selected for development.
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IMI TALD and IMI ITALD F-14 launching a TALD The ADM-141A/B TALD was an American decoy missile originally built by Brunswick Corporation for the United States Air Force and the Israeli Air Force. Later it transitioned to joint US/Israeli manufacture with Israeli Military Industries Advanced Systems Division (IMI-ASD). The Tactical Air Launched Decoy (TALD) was intended to confuse and saturate enemy air defenses, as part of an overall SEAD (Suppression of Enemy Air Defenses) strategy, thus allowing attacking aircraft and weapons a higher probability of penetrating to the target. The Improved TALD is a turbojet-powered version.
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National Research Council (U.S.) Innovation in the Maritime Industry (1979) Maritime Transportation Research Board, pp. 127-131 The John Sergeant was scrapped in 1972 at Portsmouth PA. Boeing Jetfoil 929-100-007 Urzela of TurboJET Boeing launched its first passenger-carrying waterjet-propelled hydrofoil Boeing 929, in April 1974. Those ships were powered by two Allison 501-KF gas turbines. Between 1971 and 1981, Seatrain Lines operated a scheduled container service between ports on the eastern seaboard of the United States and ports in northwest Europe across the North Atlantic with four container ships of 26,000 tonnes DWT.
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One of the J85 turbojet engines added to later models of the AC-119 is visible in this photo. By November 1968, the aircraft had deployed to Vietnam and joined the 14th Special Operations Wing at Nha Trang Air Base. The AC-119Gs were placed in the 71st Special Operations Squadron which was formed from the activated 71st Troop Carrier Squadron, of the Air Force Reserve located at Bakalar Air Force Base in Columbus, Indiana. When the 71 SOS returned to continental USA in 1969, the gunships were taken over by the newly formed 17 SOS.
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BQM-74 Chukar III, turbojet-powered aerial target drone UAVs include both autonomous (capable of operating without human input) drones and remotely piloted vehicles (RPVs). A UAV is capable of controlled, sustained level flight and is powered by a jet, reciprocating, or electric engine. In the twenty first century technology reached a point of sophistication that the UAV is now being given a greatly expanded role in many areas of aviation. A UAV differs from a cruise missile in that a UAV is intended to be recovered after its mission, while a cruise missile impacts its target.
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In October 1946 the Bristol Aeroplane Company tendered a design to the British Air Ministry for a high-speed long- range bomber with four turbojet engines.Barnes 1988, pp.376-377 Designated Type 172, it was liked by Air Staff, who asked the company to build a smaller half-scale Rolls Royce Nene-powered single-seat aircraft, the Type 174, to the same geometric design with a 45 degree wing sweep. On 23 July 1947, the Air Ministry issued Specification E.8/47 ("Prototype Flying Models to Operational Requirement 250") to Bristol, who designated it the Type 174.Meekcoms/Morgan 1994, pp.
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When the company commenced its service on 15 January 2000, it bought 14 ferries and rented seven hovercraft and catamarans from its predecessor. Since then it has introduced 10 fast vessels on Outlying Islands routes to phase out the rented vessels and to improve services. It used to have a subsidiary, New World First Ferry Services (Macau) (abbreviated New World First Ferry (Macau)), which operated a fast ferry service between Kowloon (China Ferry Terminal in Tsim Sha Tsui) and Macau (Hong Kong-Macau Ferry Pier). In 2011, it was sold to Shun Tak-China Travel Ship Management Limited, the owner of TurboJET.
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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.
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During the day of 24 April 1944 the city and the surrounding area was heavily attacked by the USAAF.Battle over Munich Over seven hundred bomber aircraft took part in the attack, and the bombers were escorted by P-51B, P-38J, and P-47D aircraft, with around eight hundred fighter aircraft. The Boeing B-17 Flying Fortress and Consolidated B-24 Liberator bomber aircraft came from the 8th and 9th Air Forces. The attack was intended to limit production of the Dornier Do 335 at Dornier Flugzeugwerke, Oberpfaffenhofen and turbine blades for the Junkers Jumo 004 axial-flow turbojet.
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The supersonic speed advantage provided by the MiG-21's more modern turbojet engine was found to be not as useful in combat as originally thought, because aerial dogfights at the time were conducted almost entirely in the sub-sonic speed regime. The J-6 (and hence the MiG-19 also) was found to be more manoeuvrable than the MiG-21 and, although slower, its acceleration during dogfights was considered adequate. The North Vietnamese Air Force fielded at least one unit of J-6 during the war, the 925th Fighter Regiment, beginning in 1969.Toperczer, Istvan.
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A land-attack missile(LAM) is a naval surface-to-surface missile that is capable of effectively attacking targets ashore, unlike specialized anti-ship missiles, which are optimized for striking other ships. Some dual-role missiles are suitable for both missions. Like long-range anti-ship missiles, land-attack missiles are usually turbojet or turbofan powered cruise missiles. To prevent early detection and counter-measures, they usually fly near the ground at very low altitude, employing terrain-following techniques, either with terrain-following radar or with precise navigation system, like GPS, combined with a stored map of obstacles and ground elevation data (TERCOM).
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The Crusader was powered by a Pratt and Whitney J57 turbojet engine. The engine was equipped with an afterburner that, unlike on later engines, was either fully lit, or off (i.e. it did not have "zones"). The engine produced 16,000 lb of thrust static sea level unducted in the initial -44 application, not enough to allow the F-8 to sustain vertical in clean configuration, especially as thrust falls off with installation, subsonic speed, an altitude. The Crusader was the first jet fighter in US service to reach 1,000 mph; U.S. Navy pilot R.W. Windsor reached 1,015 mph on a flight in 1956.
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This trainer variant was built in large numbers for the RAF and for export. An alternative powerplant to the de Havilland Goblin soon became available in the form of the Rolls- Royce Nene, another turbojet engine capable of generating similar levels of thrust. The name Vampire II was given to three experimental Nene-powered Vampires, which were used to assess their performance. One of these was evaluated by the RAF before it was decided that the rival Goblin would be adopted for the RAF Vampires instead; another contributed to development work for the Vampires for the Royal Australian Air Force (RAAF).
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This asymmetrically-designed dive bomber had one Junkers Jumo 004B turbojet located under the wing to the starboard side of the fuselage. The pilot sat in a cockpit in the forward fuselage, with a large fuel tank located to the rear of the cockpit.Blohm & Voss P.178 - Luft'46 Beneath the fuel tank, there was a deep recess in which an SC 500 bomb could be carried within the fuselage, or an SC 1000 bomb which would protrude slightly out of the fuselage. Two solid- fuel auxiliary rockets extended from the rear, used for take-off.
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The wing itself was straight and relatively thin, achieved a low- aspect ratio; it featured multi-spar construction. It is provisioned with tip- tanks which, in addition to storing fuel, provide a structural function, acting as end plates. A fuselage break aft of the wings enabled the rapid changing of the engine. The majority of powered systems, such as the flight controls, primarily harnessed Hydraulic power in the form of a Dowty-built high-pressure system; this was driven by the aircraft's turbojet engine and supplemented by accumulators for emergency operation of the undercarriage, air brakes and flaps.
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Highlighting the President's visit was the nonstop flight of two F8U Crusaders, spanning the nation in three hours and twenty-eight minutes, from off the West Coast to the flight deck of Saratoga in the Atlantic. Also in 1957, Saratoga conducted Regulus guided missile tests. She was one of ten aircraft carriers configured to operate the turbojet powered subsonic guided missile and only one of six carriers to ever actually launch the missile (performing two test launches) providing the first United States Navy nuclear strategic deterrence force. The carrier departed Mayport on 3 September 1957 for her maiden transatlantic voyage.
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The SK-1 was a wooden two-seat mid-wing cantilever monoplane with a V-tail and powered by a Turbomeca Palas turbojet mounted above the mid-fuselage. It had a retractable nose wheel and single main wheel landing gear with retractable wingtip outriggers and seating in tandem for two under a one-piece canopy. The SK-1 was designed by Hugh Kendall and built by Somers-Kendall Aircraft Limited, a company he set up with Nat Somers a racing pilot. Built between 1954 and 1955 at Woodley the aircraft registered G-AOBG was first flown on 8 October 1955.
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The NAU "KhAI" was founded in 1930 on the basis of aviation division of the Kharkiv Polytechnic Institute. In 1941-44 it was evacuated to Kazan. Its history is closely connected with the development of aircraft engineering and science in the Soviet Union. The university is famous for its creation of the first in Europe high-speed airplane with a retractable landing gear and the creation of the design of the turbojet engine developed by teacher of the KhAI A. M. Liulka who afterwards became the academician and designer of many structures of aircraft engines including the engine of the aircraft Su-27.
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During the previous year, work had also commenced at Berlin-based Industriewerke Ludwigsfelde (IWL) on the development of the Pirna 014 turbojet engine; it was this powerplant that would be selected for the 152.Hirschel, Prem and Madelung 2012, p. 360. According to Baade, work was hindered by a lack of optimal facilities present in East Germany. According to aviation periodical Flight International, East Germany was keen to involve Western industry in the project as well, particularly in the provision of components and materials; it was also hoped the sales of the 152 could be garnered from the west as well.
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Military expert Anton Lavrov in the Izvestia article suggested that the design of the Burevestnik uses a ramjet engine, which, unlike the more traditional propulsion systems for nuclear weapons, will have radioactive exhaust throughout its entire operation. Stratfor, an American geopolitical intelligence platform, assumes that Burevestnik utilizes a turbojet engine and a liquid-fueled booster. According to James Hockenhull, the UK's Chief of Defence Intelligence (CDI), the Burevestnik is a "sub-sonic nuclear-powered cruise missile system which has global reach and would allow attack from unexpected directions". Per Hockenhull, the missile would have "a near indefinite loiter time".
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A General Electric F404 military turbofan on loan from the American government was used as the basis for the GE36 prototype. The F404 mixed exhaust stream discharged through a turbine which drove two contra-rotating stages of fans. Although the demonstrator engines had 8x8 and 10x8 fan blade configurations, the most efficient setup that was tested had a 12x10 blade configuration. The scimitar shape of the fan rotor blades can operate at high velocities to match turbojet or turbofan speeds, allowing the engine to power the proposed Boeing 7J7 airliner at a Mach 0.83 cruise speed.
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In late 1944 work began on another turboprop, the Proteus. For the Bristol Type 172 fast jet bomber and also with an eye to post-war developments and the likelihood of jet travel in fast airliners, Bristol had considered the need for a suitable pure turbojet engine. This B.E.10 engine, which would eventually become the Olympus, began as initial concepts in 1946. Bristol recognised that their lack so far of experience with pure-jet engines could be overcome by developing the core of the Proteus, the compressor, combustion chambers and first turbine, as a stand-alone jet engine.
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The Tracy Doryland Wind Tunnel Laboratory contains an Aerodynamics laboratory with four wind tunnels for undergraduate students' use. The Thermal/Fluid Laboratory contains a water tunnel to demonstrate fluid flow. The Propulsion Lab has a micro-turbojet which is used to study advanced propulsion. The STEM education center and the Jim and Linda Lee Planetarium, which is the only planetarium in Arizona that is north of Phoenix, is used as a community outreach tool that houses state of the art lab space that is used by students as well as local middle and high school students in order to promote STEM related education.
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A long-range cruise missile, the Haeseong was developed for over-the-horizon warfare, capable of attacking targets out to 150 km (93 miles). Traveling at ultra-low sea-skimming altitudes, it uses a high-subsonic, high-capacity turbojet, with an Inertial Navigation System (INC) and Global Positioning System (GPS) to guide it toward its target, using a radio altimeter to maintain altitude. An active radar is used for targeting in the terminal phase immediately before impact. It was designed to be deployed in an active electronic warfare environment, fitted with both detection and countermeasures systems.
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2005, p. 131. On 2 February 1965, Prime Minister Harold Wilson announced the intention to order Hawker Siddeley's maritime patrol version of the Comet, the HS.801 as a replacement for Shackleton Mk 2. The Nimrod design was based on that of the Comet 4 civil airliner which had reached the end of its commercial life (the first two prototype Nimrods, XV148 and XV147, were built from two final unfinished Comet 4C airframes). The Comet's turbojet engines were replaced by Rolls-Royce Spey turbofans for better fuel efficiency, particularly at the low altitudes required for maritime patrol.
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Referred to at the time as an "assault drone", and the only aircraft ever designated in the 'BD' series, the XBDR-1 was designed by Interstate in response to a Navy requirement in late 1943 and early 1944. The aircraft featured a tailless design,Parsch 2003 and was essentially a flying wing with a small vertical stabiliser. The XBDR-1 was intended to be powered by two Westinghouse 19B axial-flow turbojet engines, which were to be buried in the wing near the wing roots. The planned warload was not detailed, however it was planned that the assault drone would be guided to its target via a television link.
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Since the weight of the turbojet engine was far less than a piston engine, having two engines was no longer a handicap and one or two were used, depending on requirements. This in turn required the development of ejection seats so the pilot could escape, and G-suits to counter the much greater forces being applied to the pilot during maneuvers. MiG-17 underside In the 1950s, radar was fitted to day fighters, since due to ever increasing air-to-air weapon ranges, pilots could no longer see far enough ahead to prepare for the opposition. Subsequently, radar capabilities grew enormously and are now the primary method of target acquisition.
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The -320 and -420 are 8 ft (2.4 m) longer than the initial -120; later 707s were powered by JT3D turbofans. The initial standard model was the 707-120 with JT3C turbojet engines. Qantas ordered a shorter-bodied version called the 707-138, which was a -120 with six fuselage frames removed, three in front of the wings, and three aft. The frames in the 707 were set apart, so this resulted in a shortening of to a length of . With the maximum takeoff weight the same as that of the -120 (), the -138 was able to fly the longer routes that Qantas needed.
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Nirbhay (Fearless) is a long range, all-weather, subsonic cruise missile powered by solid rocket booster and turbofan or a turbojet engine that can be launched from multiple platforms and is capable of carrying conventional and nuclear warheads. The missile is guided by an inertial navigation system and a radio altimeter for the height determination. It carries a Ring Laser Gyroscope (RLG) based guidance, control and navigation system with additional MEMS based Inertial Navigation System (INS) along with radiodetermination- satellite service GPS/NAVIC. With a range of about 1000 km, Nirbhay is capable of delivering 24 different types of warheads depending on mission requirements.
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PCC streetcar 3260 in the older green paint scheme at Ashmont in 1999 The rolling stock consists of rebuilt PCC streetcars, which were formerly part of a fleet shared with the Green Line. The historic rolling stock is retained largely because the line, built for 1920s streetcars, would have to be substantially rebuilt to accommodate the heavier modern cars used on the Green Line. In order to clear the line of snow, the MBTA maintains a jet engine-powered snowblower, officially the Portec RMC Hurricane Jet Snow Blower, model RP-3, dubbed "Snowzilla". Snowzilla weighs , measures 8 by 12 by 27 feet, and is powered by a Westinghouse J34 turbojet engine.
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In March 1954, Hawker decided to embark on the development of a new fighter aircraft in response to the release of Operational Requirement 323 (OR.323) by the Air Ministry .Wood 1975, p. 207. This initial design, designated as the P.1103, was a twin-seat swept wing aircraft powered by the de Havilland Gyron turbojet engine and armed with two sizeable Red Dean air-to-air missiles. The proposed design was reworked the following year when, in February 1955, the Ministry issued OR.329, which, amongst other requirements, called for a large 40-inch sweep-scanning radar unit, AI.18, to be installed.
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Although the type had initially conceived of as an interceptor, the batch had been ordered with the intention of using them to develop the type for additional roles as well. The Mirage IIIA were almost 2 meters longer than the Mirage III prototype, had an enlarged wing of 17.3 per cent greater area, a chord reduced to 4.5 per cent, and an Atar 09B turbojet capable of generating afterburning thrust of up to . The SEPR 841 rocket engine was also retained. The Mirage IIIA was also fitted with a Thomson-CSF-built Cyrano Ibis air intercept radar, operational-standard avionics, and a drag chute to shorten its landing roll.
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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.
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Further modifications to the basic design resulted in the Hawker Sea Hawk carrier-based fighter. However, the Sea Hawk possessed a straight wing and was powered by the Rolls-Royce Nene turbojet engine, both features that rapidly became obsolete.Griffin 2006, p. 15. Seeking better performance and fulfilment of the Air Ministry Specification E.38/46, Sydney Camm designed the Hawker P.1052, which was essentially a Sea Hawk outfitted with a 35-degree swept wing. Performing its first flight in 1948, the P.1052 demonstrated good performance and conducted several carrier trials, but was ultimately determined to not warrant further development into a production aircraft.
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Despite its belated use of advanced turbojet and rocket propelled aircraft for the destruction of Allied bombers, the Luftwaffe was overwhelmed by the Allies' superior numbers and improved tactics, and a lack of trained pilots and aviation fuel. In January 1945, during the closing stages of the Battle of the Bulge, the Luftwaffe made a last-ditch effort to win air superiority, and met with failure. With rapidly dwindling supplies of petroleum, oil, and lubricants after this campaign, and as part of the entire combined Wehrmacht military forces as a whole, the Luftwaffe ceased to be an effective fighting force. After the defeat of Germany, the Luftwaffe was disbanded in 1946.
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Michael Holm, 41st Fighter Aviation Regiment PVO, accessed 2016. In 1993 the VVS decided to withdraw its 40 MiG-23 aircraft at Burevestnik."News Breaks", Aviation Week and Space Technology, August 2, 1993 The decision was said in the Russian press to come as good news to its pilots, as the failure of the MiG-23's single R-35 turbojet engine would be "the last failure in the pilot's life", and that a ship or submarine would come by three days after the accident at best. The Russian article also described Burevestnik as a bare- base facility, with no hangars, and aircraft "rusting year-round under the open sky".
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It was in this backdrop that British seaplane manufacturer Saunders-Roe recognised that the newly-developed turbojet engine presented an opportunity to overcome the traditional performance drawbacks and design limitations of floatplanes. By not requiring clearance for a propeller, the fuselage could sit lower in the water and use a flying boat-type hull. The prospective aircraft's performance when powered by Halford H.1 engines was projected to be 520 mph at 40,000 ft. Saunders-Roe speculated that, as floatplanes could have staging grounds nearer to their objectives than land-based counterparts, both the time and effort involved in mounting missions, particularly offensive ones, could be reduced.
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It was heavily marketed to Iran but ultimately was not exported anywhere. However the experience and technological achievements gained from the J-8C and F-8IIM projects were later applied by Shenyang Aircraft Company to the later J-8H/F variants. It was also during this time that the Shanghai Academy of Spaceflight Technology certified the PL-11 in 2001 after successfully test firing five missiles from the J-8II. The J-8H configuration features the more powerful WP-13B turbojet engines, improved avionics and the improved Type 1471 pulse-doppler fire control radar with look-down/shoot-down capability and a range of new operating modes.
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A few air-breathing engines made for high speed applications (ramjets and scramjets) use the ram effect of the vehicle's speed instead of a mechanical compressor. The thrust of a typical jetliner engine went from (de Havilland Ghost turbojet) in the 1950s to (General Electric GE90 turbofan) in the 1990s, and their reliability went from 40 in-flight shutdowns per 100,000 engine flight hours to less than 1 per 100,000 in the late 1990s. This, combined with greatly decreased fuel consumption, permitted routine transatlantic flight by twin-engined airliners by the turn of the century, where previously a similar journey would have required multiple fuel stops.
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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.
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The Su-24 has two Saturn/Lyulka AL-21F-3A after-burning turbojet engines with 109.8 kN (24,700 lbf) thrust each, fed with air from two rectangular side-mounted intakes with splitter plates/boundary-layer diverters. In early Su-24 ("Fencer A" according to NATO) aircraft these intakes had variable ramps, allowing a maximum speed of , Mach 2.18, at altitude and a ceiling of . Because the Su-24 is used almost exclusively for low-level missions, the actuators for the variable intakes were deleted to reduce weight and maintenance. This has no effect on low-level performance, but absolute maximum speed and altitude are cut to Mach 1.35 and .
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Head-on view of a Victor during a ground taxi run, 2006 The Victor was a futuristic- looking, streamlined aircraft, with four turbojet (later turbofan) engines buried in the thick wing roots. Distinguishing features of the Victor were its highly swept T-tail with considerable dihedral on the tail planes, and a prominent chin bulge that contained the targeting radar, nose landing gear unit and an auxiliary bomb aimer's position. It was originally required by the specification that the whole nose section could be detached at high altitudes to act as an escape pod, but the Air Ministry abandoned this requirement in 1950.ap Rees Air Pictorial May 1972, p. 166.
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The dedicated high-altitude photo-reconnaissance variant of the Yak-27 interceptor was named Yak-27R (NATO designation "Mangrove"). The radome and radar were replaced with a glazed nose for an observer/navigator, two cameras were added, and the Nudelman-Rikhter NR-23 cannon was deleted from the port-board. It had a longer wing with a span of 11.82 m (38 ft 9 in), with two Tumansky RD-9AF turbojet engines and a top speed of about 1,285 km/h (798 mph) at high altitude. It had a service ceiling of 16,500 m (54,000 ft) and a range of 2,380 km (1,480 mi) with two wing tanks.
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In 1959 the U.S. Navy submarine USS Barbero assisted the Post Office Department, predecessor to the United States Postal Service (USPS), in its search for faster mail transportation, with the only delivery of "Missile Mail". On 8 June 1959, Barbero fired a Regulus cruise missile – its nuclear warhead having earlier been replaced by two Post Office Department mail containers – targeted at the Naval Auxiliary Air Station at Naval Station Mayport in Florida. The Regulus cruise missile was launched with a pair of Aerojet-General 3KS-33,000 [3 sec duration, thrust] solid-propellant boosters. A turbojet engine sustained the long-range cruise flight after the boosters were dropped.
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A jet engine is a reaction engine which uses ambient air as the working fluid, and converts it to a hot, high-pressure gas which is expanded through one or more nozzles. Two types of jet engine, the turbojet and turbofan, employ axial-flow or centrifugal compressors to raise the pressure before combustion, and turbines to drive the compression. Ramjets operate only at high flight speeds because they omit the compressors and turbines, depending instead on the dynamic pressure generated by the high speed (known as ram compression). Pulse jets also omit the compressors and turbines, but can generate static thrust and have limited maximum speed.
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Peklicz, Joseph, 2001, "Build the Monocopter" Sport Rocketry 44,2 March–April, 2001 p 34Hodge, Jon, 2000, "Monocopter C6 MII Review" Cosrocketeer, 12, 4, July–August, 2000 p. 4-5 Tip jets can use compressed air, provided by a separate engine, to create jet thrust. Other types use a system that functions similarly to the afterburner (reheat) on a conventional jet engine, except that instead of reheating a gas jet, they serve as the primary heater, creating greater thrust than the flow of pre-compressed air alone; the best description of this is thrust augmentation. Other designs includes ramjets or even a complete turbojet engine.
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While the Xenoah engine was being tested, Bede decided to create an unconventional variant of the BD-5 with a small jet engine. The result was the BD-5J, a 300 mph (480 km/h) aircraft. The design used the Sermel TRS-18-046 turbojet (now Microturbo, a division of Turbomeca, in turn a division of Groupe Safran), which produced 225 lb of thrust. The original engines were produced under license by Ames Industrial in the United States. Bob Bishop had purchased 20 BD-5J kits as soon as they had appeared, and many of the flying examples started life in this batch of twenty.
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The variable-incidence tailplane is hydraulically actuated and was directly linked to the elevators to vary the tail unit's effective camber. The ailerons were able to droop, providing a full-span jet flap. The H.126 was powered by a single Bristol Orpheus turbojet engine. All engine thrust was ducted through to a vertical distribution manifold, the top of which featured three ducts on each side leading into the wing to reach a total of eight fishtails, from which exhaust would be directed over the full span of both the flaps and ailerons; one of the wing ducts also supplies the roll-jet nozzle at the wing tip.
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The BMW 003 began development as a project of the Brandenburgische Motorenwerke (Brandenburg Motor Works, known as "Bramo"), under the direction of Hermann Östrich and assigned the RLM designation 109-003 (using the RLM's "109-" prefix, common to all jet and rocket engine projects). Bramo was also developing another turbojet, the 109-002. In 1939, BMW bought out Bramo, and in the acquisition, obtained both engine projects. The 109-002 had a very sophisticated contra-rotating compressor design intended to eliminate torque, but was abandoned in favour of the simpler engine, which in the end proved to have enough development problems of its own.
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The requirements from the Swedish Air Force dictated Mach 2 capability at high altitude and Mach 1 at low altitude. At the same time, short-field take-off and landing performance was also required. Since the Viggen was developed initially as an attack aircraft instead of an interceptor (the Saab 35 Draken fulfilled this role), some emphasis was given to low fuel consumption at high subsonic speeds at low level for good range. With turbofan engines just emerging and indicating better fuel economy for cruise than turbojet engines, the former was favoured, since the latter were mainly limited by metallurgy development resulting from limitations in turbine temperature.
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The four J-47 turbojet engines on the B-36 were not considered JATO systems; they were an integral part of the aircraft's powerplants, and were used during takeoff, climb, and cruise at altitude. The Hercules LC-130 can be equipped with a JATO rocket system to shorten takeoff as used in the LC-130 Skibird for polar missions. During WW2 the German Arado Ar 234 and the Messerschmitt Me 323 "Gigant" used rocket units beneath the wings for assisted takeoff. Such systems were popular during the 1950s, when heavy bombers started to require two or more miles of runway to take off fully laden.
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A keel fitted under the rear fuselage functions to reduce the negative dihedral effect of the butterfly tail during rudder applications. The Magister was powered by a pair of Turbomeca Marbore turbojet engines, which provided 880 lb of thrust each; it was promoted as offering "twin-engine safety with single-engined flying characteristics". The two engines, which were placed close to the centre line, produced very little asymmetric thrust as a consequence; this was viewed as a valuable safety feature for a trainer aircraft. While viewed as an uncommon instance, in the event of a single-engine flameout the relighting procedure was relatively quick and easy to perform.
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In July 1940 the RAE signed a contract with Metrovick to build a flight-quality pure-turbojet engine based on the Freda turbine. This emerged as the F.1 concept, which was built in several forms, with the first running engine starting on the testbed in late 1941. The design cleared its special-category flight-tests in 1942, and flew for the first time on 29 June 1943 in the open bomb bay of an Avro Lancaster. Compared to the centrifugal-flow Whittle designs, the F.1 was extremely advanced, using a nine-stage axial compressor, annular combustion chamber, and a two-stage turbine.
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Development of the F.2 turbojet progressed rapidly, and the engine ran for the first time in November 1941. By that time, there were a number of engines in development based on the Whittle concept, but the F.2 looked considerably more capable than any of them. A flyable version, the F.2/1, received its test rating in 1942. One was fitted to an Avro Lancaster test-bed (the first prototype Lancaster, s/n BT308), mounted at the rear in place of the rear turret, with a single air intake on the top of the fuselage, in front of the twin tail plane.
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It was believed in the 1940s that a design without horizontal stabilizers would avoid the interaction of shock waves between the wing and stabilizers. These were believed to be the source of the stability problems at transonic speeds up to Mach 0.9. Two aircraft had already been built using a semi-tailless design—the rocket-powered Me 163B Komet flown in combat by Nazi Germany's Luftwaffe in World War II, and the turbojet-powered British de Havilland DH.108 Swallow built after the war. The United States Army Air Forces signed a contract with the Northrop Aircraft Company on 11 June 1946, to build two X-4s.
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The Il-30 was a follow-on to the Il-28, although design began on 21 June 1948, before the Il-28 had flown. It was designed to meet a requirement for a jet bomber that could carry to a range of with a maximum speed no less than . The design took that of the Il-28 as a starting point, but had thin, mid-mounted swept wings with a 35° sweep angle, chosen to allow the aircraft to reach its required speed. It was intended to be powered by two new Lyulka TR-3 axial-flow turbojet engines with 45.1 kN (10,140 lbf) thrust each in wing-mounted nacelles.
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Sectioned compressor stage of a J79 The J79 is a single-spool turbojet with a seventeen-stage compressor with, what was at the time, a novel arrangement of variable stator blades which allow the engine to develop pressure similar to a twin-spool engine at a much lower weight. Anyone new to variable stators had to overcome the complexity of the linkages and the difficulty of sealing the pivots and airfoil root/casing clearances. Two spools needed more knowledge about bearings and sealing. GE studied both options for nearly a year before deciding, in 1952, that they should pursue variable stators for the 12:1 pressure ratio(PR) compressor.
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The XLR11-RM-5 engine was first used in the Bell X-1. On October 14, 1947, the X-1 became the first aircraft to fly faster than the speed of sound (Mach 1). The XLR11-RM-5 was also used in the X-1A and X-1B, and as a booster engine in the U.S. Navy's D-558-2 Douglas Skyrocket turbojet (where it was designated the XLR8-RM-5). In 1959 and 1960, while development of a more powerful engine was still underway, a pair of XLR11-RM-13's were used as an interim power plant for the initial flights of the X-15 research aircraft.
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The DB 603 aircraft engine was subsequently removed during the war while the vehicle was moved to safety and storage in Kärnten, Austria. The T80 survived the war and was eventually moved into the Mercedes-Benz Museum in Stuttgart for permanent display. After the war, John Cobb drove the Railton Mobil Special to a land speed record of in 1947, a speed which was slower than the projected for the T80 in 1940. It took until 1964 for Art Arfons to hit in the turbojet-powered "Green Monster" to attain and surpass the T80's speed target, purely on the jet thrust for the Arfons vehicle.
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Bluebird K4 now had a chance of exceeding Sayers' record and also enjoyed success as a circuit racer, winning the Oltranza Cup in Italy in the spring of that year. Returning to Coniston in September, they finally got Bluebird up to 170 mph after further trials, only to suffer a structural failure at which wrecked the boat. Sayers raised the record the following year to in Slo-Mo-Shun IV. Along with Campbell, Britain had another potential contender for water speed record honours — John Cobb. He had commissioned the world's first purpose-built turbojet Hydroplane, Crusader, with a target speed of over , and began trials on Loch Ness in autumn 1952.
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The real reason was that the aircraft was inferior to the MiG-15 already in flight testing.Gordon and Kommissarov, pp. 59–61 Another re-engined version of the MiG-9 was the I-320 (izdeliye FN). It had an imported Rolls- Royce Nene I centrifugal-flow turbojet rated at and the armament was rearranged yet again in another attempt to eliminate the gas ingestion problem. The N-37 cannon was moved to the underside of the fuselage and the NS-23 guns were moved to each side of the fuselage as in the I-305, although none of the gun barrels protruded past the lips of the air intakes.
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Two experimental reactors, HTRE-2 with its turbojet engines intact, and HTRE-3 with its engines removed, are at the EBR-1 facility south of the Idaho National Laboratory. Experimental HTRE reactors for nuclear aircraft, (HTRE-2 left and HTRE-3 right) on display at Idaho National Laboratory near Arco, Idaho (). The U.S. designed these engines for use in a new, specially-designed nuclear bomber, the WS-125. Although Eisenhower eventually terminated it by cutting NEPA and telling Congress that the program was not urgent, he backed a small program for developing high temperature materials and high performance reactors; that program was terminated early in the Kennedy administration.
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Instead P&W; designed a 2-stage unit based on some research they had done to support the J91 nuclear turbojet. On the Boeing 707 the JT3D fan nacelle was relatively short, whereas the Douglas DC-8 installation had a full length fan cowl. Pratt & Whitney provided a kit whereby JT3Cs could be converted to the JT3D standard in an overhaul shop.based on article in Flight magazine 19 December 1958 In 1959, important orders for the engine were the Boeing 707-120B and Boeing 720B when American Airlines ordered one 707 powered by JT3D turbofans and KLM ordered a JT3D powered Douglas DC-8.
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The Canberra proved to be a useful platform for such work and was used by a number of British tests and trials establishments. As well as those operated by English Electric, a number of engine manufacturers were also loaned Canberras as engine test beds; Armstrong Siddeley for the Sapphire, Bristol Siddeley for the Olympus, de Havilland Engine Company for the Gyron Junior turbojet and Rolls-Royce Limited for the Avon. Ferranti used four different Canberra B.2s for avionics development work. One example is WV787, built as a Canberra B.2 in 1952, it was loaned to Armstrong Siddeley and fitted with Armstrong Siddeley Sapphire engines.
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Flight testing of the prototypes proved to be vice-free and required only a few modifications. The changes included the installation of a glazed nose to accommodate a bomb-aimer, due to the advanced H2S Mk9 bombing radar being unavailable for production, the turbojet engines were replaced by more powerful Rolls-Royce Avon R.A.3s, and distinctive teardrop-shaped fuel tanks were fitted under the wingtips. Refinements were also made following early flight testing to the rudder and elevator to reduce instances of buffeting, after which it is claimed that the Canberra handled much like a fighter, proving to be atypically manoeuvrable for a bomber.Gunston and Gilchrist 1993, p. 56.
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Packard's investment for production of the new turbojet engine design was extensive. By the end of 1946, the installation of fabrication and testing equipment was valued at $10,000,000. In addition, flight testing, shop, and hangar facilities at Willow Run, Michigan was valued at $1,000,000, and an additional $3,500,000 in laboratory and testing equipment was installed by spring of 1947. Serial numbers V-500001 to V-500007 were allocated, indicating that at least seven engines were built. Development continued on the engine over three years, with Packard assigning model numbers PT-103 and PT-104 to military engine designations XJ41 serial number V-500001 and XJ41 serial number V-500003.
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The first gas turbine engine considered for an armoured fighting vehicle, theGT 101 which was based on the BMW 003 turbojet, was tested in the Panther tank in mid-1944.Kay, Antony, German Jet Engine and Gas Turbine Development 1930-1945, Airlife Publishing, 2002 The first turboshaft engine for rotorcraft was built by the French engine firm Turbomeca, led by the founder, Joseph Szydlowski. In 1948, they built the first French-designed turbine engine, the 100-shp 782. Originally conceived as an auxiliary power unit, it was soon adapted to aircraft propulsion, and found a niche as a powerplant for turboshaft-driven helicopters in the 1950s.
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For additional range, each of the wing tips could accommodate the installation of a 75gal tip tank, freeing up the underwing stores positions for other stores and munitions, these were not jettisonable during flight. When installed, the tip tanks had the effect of improving the aircraft's roll rate, which was lower than many of its contemporaries. Early production Venoms commonly suffered from weaknesses within the wing structure, leading to flight limitations and warning markings being applied to distinguish them from typical aircraft. The Venom FB 1 was powered by a single 4,850 lbf (21.6 kN) thrust Ghost 48 Mk.1 turbojet engine; later marks were equipped with increasingly powerful models.
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Pupil and instructor sat in tandem under a fully glazed, continuous but multiframed canopy, each with their own sideways opening access. The rear cockpit was placed between two small, overwing air intakes for the 1.57 kN (350 lbf) Turbomeca Palas turbojet, the exhaust from which exited ventrally well behind the trailing edge. Aft of the exhaust the underside of the fuselage tapered upwards to the tail. The tapered tailplane was placed on top of the fuselage and carried horn balanced elevators; the fin, with a dorsal fillet and balanced rudder were straight tapered, with the latter running down between the elevators to the keel.
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On January 25, 1945, Messerschmitt proposed the P.1107/I jet- powered bomber. The P.1107/I was designed using experiences from the company's earlier Me 264 jet bomber, and was to be powered by four BMW 018 or Heinkel HeS 109-011 turbojet engines mounted in twin-pods under the wings. The steel and Duralumin fuselage was to have been taken from the Me 264, while the wings were to be constructed of wood. Landing gear was to consist of two large diameter main wheels which retracted into the fuselage and twin nose wheels, and the empennage was to have a high set tailplane.
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The A-3 was powered by a pair of Pratt & Whitney J57 turbojet engines, whereas the B-66 used two Allison J71 engines; Gunston and Gilchrist note that this engine swap "offered no apparent advantage", generating less thrust and being more fuel-hungry than the J57 engine which was also already in USAF use. Due to the engine change, this necessitated a complete redesign of the power systems as well, repositioning all hydraulic pumps and generators onto the engines themselves instead of being fed with bleed air from within the fuselage. The pressurized crew compartment was given a different structure, adopting a very deep glazed front position for the pilot.
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Widfeldt 1966, p. 7. ;A 29B : Same aircraft as the J 29B, when serving with attack units. ;S 29C : Reconnaissance ("S" was derived from Spaning; scouting or reconnaissance in Swedish), 76 built from 1954 through 1956; five cameras mounted in a modified nose (no armament was carried). Later modified with the improved wing design introduced on the J 29E. ;J 29D : Single prototype to test Ghost RM 2A turbojet with 27.5 kN (2,800 kgp/6,175 lbf) afterburning thrust; ultimately converted to J 29 F standard.Widfeldt 1966, p. 8. ;J 29E : Fighter, 29 built in 1955; introduced an improved wing design with a leading edge dogtooth to increase the critical Mach number.
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X24 engine simplified cross-section The X-24 is one of the few configurations of X-type engines known to have been produced. The design consists of a pairing of 4 banks of six cylinders with a common crankshaft, lighter than other multi-bank designs, which require multiple crankshafts. Few of the X-24 engines developed saw service, and their production lifetimes were very limited. Postwar developments of the turbojet and turbofan engines obviated the need for large piston aircraft engines of this type. In the United Kingdom, Rolls-Royce produced the Vulture X-24 based on the Peregrine (which was itself a highly developed Kestrel).
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The panel lacked political allies in Washington, however, and the Ivy Mike shot went ahead as scheduled. Bush was outraged when a security hearing stripped Oppenheimer of his security clearance in 1954; he issued a strident attack on Oppenheimer's accusers in The New York Times. Alfred Friendly summed up the feeling of many scientists in declaring that Bush had become "the Grand Old Man of American science". Bush continued to serve on the NACA through 1948 and expressed annoyance with aircraft companies for delaying development of a turbojet engine because of the huge expense of research and development as well as retooling from older piston engines.
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CFM56-3 turbofan engine A turbofan engine is much the same as a turbojet, but with an enlarged fan at the front that provides thrust in much the same way as a ducted propeller, resulting in improved fuel efficiency. Though the fan creates thrust like a propeller, the surrounding duct frees it from many of the restrictions that limit propeller performance. This operation is a more efficient way to provide thrust than simply using the jet nozzle alone, and turbofans are more efficient than propellers in the transsonic range of aircraft speeds and can operate in the supersonic realm. A turbofan typically has extra turbine stages to turn the fan.
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The XT-37 was aerodynamically clean, so much so that a speedbrake was fitted behind the nosewheel doors to help increase drag for landing and for use in other phases of flight. Since the short landing gear placed the engine air intakes close to the ground, screens pivoted over the intakes from underneath when the landing gear was extended, to prevent foreign object damage. The XT-37 was fitted with two Continental-Teledyne J69-T-9 turbojet engines, French Turbomeca Marboré engines built under license, with 920 lbf (4.1 kN) thrust each. The engines had thrust attenuators to allow them to remain spooled-up (i.e.
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Tu-128 prototype at Central Air Force Museum, Monino, Russia Iosif Nezval of Tupolev Design Bureau led development of the new interceptor aircraft. The work began in 1958, based on an existing single prototype of the unsuccessful Tu-98 supersonic bomber. The military designation of the interceptor was at first Tu-28, but it was changed in 1963 to Tu-128, identical to the designation used by the OKB. The Tu-128 had a broad, low/mid- mounted swept wing carrying the main landing gear in wing-mounted pods, and slab tailplanes. Two Lyulka AL-7F-2 turbojet engines were mounted in the fuselage.
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However, as with other turbojet engines at the time, the Me 262's engines did not provide sufficient thrust at low air speeds and throttle response was slow, so that in certain circumstances such as takeoff and landing the aircraft became a vulnerable target. Another disadvantage that pioneering jet aircraft of the World War II era shared, was the high risk of compressor stall and if throttle movements were too rapid, the engine(s) could suffer a flameout. The coarse opening of the throttle would cause fuel surging and lead to excessive jet pipe temperatures. Pilots were instructed to operate the throttle gently and avoid quick changes.
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In February 2004, the Délégation Générale pour l'Armement (DGA) notified MBDA of a contract for the design and production of a new missile, the MM40 Block 3. It has an improved range, in excess of —through the use of a turbojet engine, and includes four air intakes to provide continuous airflow to the power plant during high-G manoeuvres. The Block 3 missile accepts GPS guidance system waypoint commands, which allow it to attack naval targets from different angles and to strike land targets, giving it a marginal role as a land-attack missile. The Block 3 Exocet is lighter than the previous MM40 Block 2 Exocet.
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Retrieved: 31 July 2011. The Tu-144's 55th and last scheduled passenger flight occurred on 1 June 1978. An Aeroflot freight-only service recommenced using the new production variant Tu-144D ("D" for Dal'nyaya – "long range")"Tu-144D." GlobalSecurity.org. Retrieved: 31 July 2011. aircraft on 23 June 1979, including longer routes from Moscow to Khabarovsk made possible by the more efficient Kolesov RD-36-51 turbojet engines, which also increased the maximum cruising speed to Mach 2.15."NASA Dryden Fact Sheet: Tu-144LL." NASA. Retrieved: 31 July 2011. There were only 103 scheduled flights before the Tu-144 was removed from commercial service.
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The blades of a constant-speed propeller increase pitch as aircraft speed increases, allowing for a wider range of airspeeds than a fixed-pitch propeller. Another benefit of this type of propeller is that it can also be used to generate negative thrust while decelerating on the runway. Additionally, in the event of an engine failure, the propeller can be feathered, thus minimizing the drag of the non-functioning propeller. While most modern turbojet and turbofan engines use axial-flow compressors, turboprop engines usually contain at least one stage of centrifugal compressor which have the advantage of being simple and lightweight, at the expense of a streamlined shape.
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Gas turbines- Gas turbines in marine applications are becoming more popular due to their smaller size, increased efficiency, and ability to burn cleaner fuels. They run just like gas turbines for power generation, but are also much smaller and do require more machinery for propulsion. They are most popular in naval ships as they can be at a dead stop to full power in minutes (Kayadelen, 2013), and are much smaller for a given amount of power. Flow of air through a turbocharger and engine Water jet- Essentially a waterjet drive is like an aircraft turbojet with the difference that the operating fluid is water instead of air.
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Early spaceplanes were used to explore hypersonic flight (e.g. X-15). Some air-breathing engine-based designs (cf X-30) such as aircraft based on scramjets or pulse detonation engines could potentially achieve orbital velocity or go some useful way to doing so; however, these designs still must perform a final rocket burn at their apogee to circularize their trajectory to avoid returning to the atmosphere. Other, reusable turbojet-like designs like Skylon which uses precooled jet engines up to Mach 5.5 before employing rockets to enter orbit appears to have a mass budget that permits a larger payload than pure rockets while achieving it in a single stage.
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A CF6 turbofan installed at INTA Turbojet Engine Test Centre After developing the TF39 for the C-5 Galaxy in the late 1960s, GE offered a more powerful variant for civilian use, the CF6, and quickly found interest in two designs being offered for a recent Eastern Airlines contract, the Lockheed L-1011 and the McDonnell Douglas DC-10. Lockheed eventually selected the Rolls-Royce RB211, but Douglas stuck with the CF6 and the DC-10 entered service in 1971. It was also selected for versions of the Boeing 747. Since then, the CF6 has powered versions of the Airbus A300, A310 and A330, Boeing 767, and McDonnell Douglas MD-11.
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Concept work began on the XP-80 in May 1943. Since the British turbojet was not yet delivered, Lockheed obtained its blueprint dimensions from Bell as ordered by the USAAC. Lockheed's team, consisting of 28 engineers, was led by Clarence L. "Kelly" Johnson in the same manner as the P-38 Lightning, in the same remote building with high security and greater autonomy, a continuation of Lockheed's Skunk Works style of research and development. The original XP-80 prototype Lulu-Belle With the Germans and British clearly far ahead in development, Lockheed was pressed to develop a comparable jet in as short a time as possible.
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In response to President Jimmy Carter's February 1977 directive to curtail arms proliferation by selling only reduced-capability weapons to foreign countries, General Dynamics developed a modified export- oriented version of the F-16A/B designed for use with the outdated General Electric J79 turbojet engine. Northrop competed for this market with its F-20 Tigershark. Accommodating the J79-GE-119 engine required modification of the F-16's inlet, the addition of steel heat shielding, a transfer gearbox (to connect the engine to the existing F-16 gearbox), and an 18-inch (46 cm) stretch of the aft fuselage. First flight occurred on 29 October 1980.
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Aircraft with four or more engines have not only a VMCA (often called VMCA1 under these circumstances), where the critical engine alone is inoperative, but also a VMCA2 that applies when the engine inboard of the critical engine, on the same wing, is also inoperative. Civil aviation regulations (FAR, CS and equivalent) no longer require a VMCA2 to be determined, although it is still required for military aircraft with four or more engines. On turbojet and turbofan aircraft, the outboard engines are usually equally critical. Three-engine aircraft such as the MD-11 and BN-2 Trislander do not have a VMCA2; a failed centerline engine has no effect on VMC.
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In October 1927, Rubbra (who had become known as 'Rbr' in company shorthand) was promoted to designer, where he was further involved with the Buzzard, Kestrel and the new Rolls-Royce R. He also became deeply involved in the Goshawk, Merlin and Vulture projects. In 1934 he was appointed assistant chief designer and in July 1940 he was promoted further to chief designer of aero engines. His design work continued with development of the Merlin, and he was a major contributor to the success of the Rolls-Royce Griffon, the last of the V12 piston engine line. In 1943 Rubbra was designing the Eagle and then began work on the Welland, the company's first turbojet engine.
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The chassis is an adaptation of the Fiat Palio, a lower cost compact. Levels of safety were not maintained (airbags and ABS are optional on lower trim levels, and the highest one has only two airbags as standard), but the ride comfort is said to be the same. The five door version is the only one available in the Brazilian line, and there are no plans for a two-door version (in Brazil, two door vehicles are only accepted for cheaper cars). The engines available at launch were the 1.4 Fire 8v and the 1.8 Ecotec-Family 1 X18XE engine that comes from GM- Fiat/Powertrain, and later the 1.4 Fire 16v TurboJet, also available for the Linea.
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Between the wars, wood was largely replaced in part or whole by metal tubing, and finally aluminum stressed skin structures (monocoque) began to predominate. By World War II, most fighters were all-metal monoplanes armed with batteries of machine guns or cannons and some were capable of speeds approaching . Most fighters up to this point had one engine, but a number of twin-engine fighters were built; however they were found to be outmatched against single-engine fighters and were relegated to other tasks, such as night fighters equipped with primitive radar sets. Hawker Sea Hurricanes in formation By the end of the war, turbojet engines were replacing piston engines as the means of propulsion, further increasing aircraft speed.
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La-9 derivatives included examples fitted with two underwing auxiliary pulsejet engines (the La-9RD) and a similarly mounted pair of auxiliary ramjet engines (the La-138); however, neither of these entered service. One that did enter service – with the U.S. Navy in March 1945 – was the Ryan FR-1 Fireball; production was halted with the war's end on VJ-Day, with only 66 having been delivered, and the type was withdrawn from service in 1947. The USAAF had ordered its first 13 mixed turboprop-turbojet-powered pre-production prototypes of the Consolidated Vultee XP-81 fighter, but this program was also canceled by VJ Day, with 80% of the engineering work completed.
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On the basis of the CAC track record and a detailed proposal, the Department of Defence Production granted funds to develop the CAC CA-23 concept. The CAC CA-23 delta wing design concept was a two-seat all-weather fighter with a low set tail. It was originally planned to be powered by two Rolls-Royce Tay engines; the final version was however designed for the more powerful Rolls-Royce Avon turbojet engines. The aircraft was to be fitted with the most up to date radar and electronic equipment. Its anticipated performance was to be in the region of Mach 1.5 which would have been much faster than any contemporary aircraft.
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Gloster E.1/44 SM809, fitted with the original tail unit, circa 1944 The Gloster E.1/44 was a stressed-skin mid-winged monoplane design, featuring a relatively broad fuselage and a wide-track undercarriage. The design bore little resemblance to the twin-jet Meteor and only superficial similarities to the earlier pioneering E.28/29, being a larger and significantly heavier aircraft. Unlike the E.28/29, which had a central air intake in the nose into a straight- through duct to reach its turbojet engine, the E.1/44's Nene received air via a pair of semi-circular air intakes ahead of the wing roots.Flight 1948, pp. 429–430.
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Based on the testing and evaluation of the XF-104, the next variant, the YF-104A, was lengthened and fitted with a General Electric J79 engine, modified landing gear, and modified air intakes.Cacutt 1988, p. 159. The YF-104A and subsequent models were longer than the XF-104 to accommodate the larger GE J79 engine. The YF-104 initially flew with the GE XJ79-GE-3 turbojet which generated 9,300 pounds of dry thrust (14,800 with afterburner), which was later replaced by the J79-GE-3A with an improved afterburner.Upton 2003, p. 38. A total of 17 YF-104As were ordered by the USAF on 30 March 1955 for further flight testing.
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SEPR's auxiliary rocket engines were based on hypergolic fuel chemistry of 98.5% nitric acid (HNO3) oxidiser with furfuryl alcohol as a fuel, in the ratio of 2.4:1. Later fuels were a mixture of 41% furfuryl alcohol, 41% xylidine and 18% methyl alcohol, or furaline (C13H12N2O; 2-(5-phenylfuran-2-yl)-4,5-dihydro-1H-imidazole ) Unusually, the turbopumps for some of SEPR's engine were mechanically driven from outside. A mechanical drive shaft from the accessory drive of the main turbojet provided the needed at 5,070 rpm, provided that the engine was running at full speed. As the propellants are hypergolic, the engine can be ignited repeatedly simply by engaging the clutch drive to the pump.
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The designed target maximum speed was originally Mach 2.4 at above of altitude. In order to achieve this target, the J-9 was fitted with an 8,500kgf (19,000 lbf)-thrust turbojet engine and the 601 Institute initially used a tailless delta design. Development at this point shifted to the newly built 611 Institute and the Chengdu Aircraft Factory.Spick 2002, p.72. At the beginning of the 1970s, the 611 Institute proposed a new design using a canard ahead of the delta wing (similar to the Swedish Viggen), but because it required new materials and know-how (plus having engine performance problems), it was not until 1975 that the design could be completed.
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U.S. Air Force F-15E Strike Eagles Simulation of a low-bypass turbofan's airflow Jet engine airflow during take-off (Germanwings Airbus A319) A jet engine is a type of reaction engine discharging a fast-moving jet that generates thrust by jet propulsion. While this broad definition can include rocket, water jet, and hybrid propulsion, the term typically refers to an airbreathing jet engine such as a turbojet, turbofan, ramjet, or pulse jet. In general, jet engines are internal combustion engines. Airbreathing jet engines typically feature a rotating air compressor powered by a turbine, with the leftover power providing thrust through the propelling nozzle—this process is known as the Brayton thermodynamic cycle.
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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.
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The pilot controlled the aircraft from within an enclosed cockpit; however, the pilot's position was somewhat unorthodox. To accommodate the changing orientation of the aircraft between vertical and horizon flight, the pilot was seated upon an ejector seat that would tilt appropriately to match the flight mode of the aircraft, moving so that they would be seated nearly-upwards during the vertical phase of flight, such as landing and taking-off. The intakes for the powerplant, a single SNECMA Atar axial-flow turbojet engine were positioned on either side of the cockpit. While the aircraft had been designed by SNECMA, the majority of the manufacturing process was performed by another French aircraft company, Nord Aviation.
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By 1975, the C-141 fleet have reportedly accumulated an average of 20,000 flight hours each, two-thirds of their original rated life span. A C-141 participating in Operation Deep Freeze, October 1997 Despite an early belief that the advantages of the turbojet over preceding propeller-driven cargo aircraft would render the latter obsolete, service experiences with the C-141 found that there was still a useful role for turboprop-driven utility transports such as the Lockheed C-130 Hercules. Capabilities such as short- field takeoff performance and suitability for austere airstrips meant that such aircraft proved useful, while the C-141 proved to be anything but robust, suffering numerous instances of structural failures.Ziman 2003, p. 298.
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Hatfield was appointed Director of the Brown - Firth Research Laboratories in Sheffield in 1916 (succeeding Harry Brearley and continuing Brearley's work on stainless steel), and later joined the Board of Messrs Thomas Firth and John Brown Limited. Hatfield is credited with the invention in 1924 of 18/8 stainless steel (18% chromium, 8% nickel); he also invented 18/8 stainless with titanium added, now known as 321. In 1940 he devised "Rex 78", a stainless steel alloy for use in Frank Whittle's turbojet engine project, the material being first used in the Power Jets W.1. He authored a variety of technical papers on metallurgy, with particular reference to rust, acid and heat-resistant steels and cast iron.
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6–8 ;Buccaneer S.1 :First production model, powered by de Havilland Gyron Junior 101 turbojet engines. Forty built, ordered on 25 September 1959, built at Brough and towed to Holme-on-Spalding Moor for first flight and testing. First aircraft flown on 23 January 1962. A further ten S.1 aircraft ordered in September 1959 were completed as S.2s. ;Buccaneer S.2 :Development of the S.1 with various improvements, and powered by the more powerful Rolls-Royce Spey turbofan engines. From 1962, ten were built by Blackburn Aircraft Limited, and seventy-four by Hawker Siddeley Aviation Limited.Chesneau 2005, pp.11–12. ;Buccaneer S.2A :Ex-Royal Navy S.2 aircraft reworked for Royal Air Force.
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A low- bypass-ratio (BPR) afterburning turbofan engine featuring a six-stage core high-pressure (HP) compressor with variable inlet guide vanes (IGVs), a three- stage low-pressure (LP) compressor with transonic blading, an annular combustion chamber, and cooled single-stage HP and LP turbines. The development model is fitted with an advanced convergent-divergent ("con-di") variable nozzle, but the GTRE hopes to fit production Tejas aircraft with an axisymmetric, multi-axis thrust-vectoring nozzle to further enhance the LCA's agility. The core Turbojet engine of the Kaveri is the Kabini. The general arrangement of the Kaveri is very similar to other contemporary combat engines, such as the Eurojet EJ200, General Electric F414 and Snecma M88.
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The innovative design of the Me P.1111 was completed in January 1945, and was intended as an improvement to the Messerschmitt P.1110 Ente.Heinz J. Nowarra: Die Deutsche Luftrüstung 1933–1945, Band 3, Bernard & Graefe Verlag Koblenz 1993, , page 253 The Messerschmitt P.1111 was an 8.92 m long tailless airplane with nearly delta-shaped wings, swept back at a 45 degree angle, and a wingspan of 9.12 m.Jean-Denis Lepage, Aircraft of the Luftwaffe, 1935-1945: An Illustrated Guide It was equipped with a pressurized cockpit for a single pilot. The planned powerplant was a Heinkel HeS 011 turbojet engine, and armament was to be four 30 mm MK 108 cannon.
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Attention was also paid to ease of use, the engine is controlled via a single-lever power control with ground and flight idle stops, behaving much like a traditional turbojet unit; in general, both controls and instrumentation are clear and straightforward.Lambert 1979, p. 901. The engine and fan installation incorporates a freely-moving turbine, which necessitates constant-speed control over the fan along with the use of reduction gear to roughly half the 6,000 rpm output of the engine to achieve a fan speed of 3,090 rpm; both of these were designed by British supplier Dowty Group. The constant speed of the five-bladed fan enables the use of a relatively simple blade profile.
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Vautour II N The Sud Aviation Vautour was a jet-propelled mid-sized combat aircraft, typically employed as a bomber and attack aircraft, as well as having some usage as an interceptor. In terms of its basic configuration, it had a shoulder-wing monoplane configuration, furnished with a 35° swept wing and a "flying" tail. Power was provided by a pair of SNECMA Atar 101 turbojet engines, which were carried in pods located underneath the wings. The Vautour was equipped with a bicycle-type landing gear configuration in which the main units were located upon the underside of the fore and aft fuselage, these were augmented by smaller stabilizing gear set into bottom of the engine pods.
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The 003 was selected as the basis for a gas turbine development project for the German military's anticipated need for what is today called a turboshaft powerplant for multiple needs — this project was called the GT 101, using the 003 axial-flow turbojet as the starting point in mid-November 1944. Its original purpose would have been to re-engine the Panther tank with a turboshaft-based power system capable of up to a 1,150 PS usable shaft horsepower rating into an AFV's drivetrain, from an engine weight of only , giving it a 27 hp/ton power-to-weight ratio — just over twice the factor that the Panther's original gasoline-fueled Maybach V12 piston engine provided.
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In December 2014, NASA awarded Lockheed Martin a contract to study the feasibility of building the SR-72's propulsion system using existing turbine engine technologies. The $892,292 contract funds a design study to determine the viability of a TBCC propulsion system by combining one of several current turbine engines, with a very low Mach ignition Dual Mode Ramjet (DMRJ). NASA previously funded a Lockheed Martin study that found speeds up to Mach 7 could be achieved with a dual-mode engine combining turbine and ramjet technologies. The problem with hypersonic propulsion has always been the gap between the highest speed capabilities of a turbojet, from around Mach 2.2 to the lowest speed of a scramjet at Mach 4.
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The same year Taitz was assigned to head a Soviet technical group for the evaluation of the Peenemünde test site where the German V-1 and V-2 missiles were tested. KS-1 under the wing of Tu-16 bomber From 1945 to 1947, together with Alexander Chesalov, Taitz initiated the development of testbed aeroplanes based on the Tu-2 bomber for flight testing of the jet engines. Concurrently he developed the theory of similarity for aviation turbojet engine testing. Taitz organised and supervised the flight research and testing of the first Soviet jet fighters MiG-9, MiG-15, MiG-19 and Su-9, for which he was awarded the Stalin Prize in 1949.
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In 1942 the Luftwaffe was interested in replacing the venerable but ageing Junkers Ju 87, and Dr. Richard Vogt's design team at Blohm & Voss began work on project P 177. The dive bomber version would have had a one-man crew with two fixed forward firing MG 151 cannon and two rear firing MG 131 machine guns, carrying of bombs. A two-seat ground attack version was also proposed with two fixed forward firing MG 151 cannon, three forward firing MK 103 cannon with six bombs. A final B-1 type was to incorporate a Junkers Jumo 004B turbojet engine in a third nacelle slung underneath the wing, between the piston engine and the cockpit.
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The aircraft was powered by a single Rolls-Royce Nene turbojet engine, which was already being licence-produced in France by Hispano-Suiza for the SNCASE SE-535, which was in turn a licence- built version of the British de Havilland Vampire. In September 1947, a series of talks outlining the project took place between Dassault and the Bureau d'Etudes et Plans d'Etat Major. The French government's response to the proposal was positive;Dassault Aviation however no firm order for the aircraft was placed at this time, necessitating the project to proceed as a private venture. In December 1947, the detailed design work phase of the project, which had been allocated the design number M.D. (Marcel Dassault) 450, commenced.
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Amid the final years of the Second World War, officials in Canada had concluded both that the development of a self-sufficient indigenous military aviation industry would be of considerable national value and that the new field of jet propulsion held considerable promise. As early as July 1944, Canada had commenced work on its own turbojet engine programme, producing the experimental Avro Canada Chinook powerplant.Dow 1997, pp. 62-63. During the late 1940s and early 1950s, events such as the Korean War and Soviet atomic bomb project had contributed to the rising international tensions of what would become known as the Cold War; the Canadian Government decided to respond by greatly increasing defense expenditure.Dow 1997, pp. 66-70.
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The target selection technology provides NSM with a capacity for independent detection, recognition, and discrimination of targets at sea or on the coast. This is possible by the combination of an imaging infrared (IIR) seeker and an onboard target database. NSM is able to navigate by GPS, inertial and terrain reference systems. After being launched into the air by a solid rocket booster which is jettisoned upon burning out, the missile is propelled to its target in high subsonic speed by a turbojet sustainer engine—leaving the 125 kg multi-purpose blast/fragmentation warhead to do its work, which in case of a ship target means impacting the ship at or near the water line.
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The TG-100 benefited from the Anglo/American technology exchange with one of its designers, Glenn Warren, stating that one of the most important British contributions was the concept of multiple combustion cans. The GE axial compressor design was directly influenced by NACA with their 8-stage compressor. NACA had developed the theory and designed and tested the compressor. The General Electric XT31 was first used in the experimental Consolidated Vultee XP-81. The XP-81 first flew in December 1945, the first aircraft to use a combination of turboprop and turbojet power. The XC-113, with T31 in the No. 2 position The T31 engine was the first American turboprop engine to power an aircraft.
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SNCA du Nord (Nord Aviation) developed the aircraft to meet the shipboard fighter requirement which dictated that the aircraft be armed with three 20mm or 30mm cannon and carry 500 kg bombs or rockets. The aircraft was powered by a 22.2 kN (5,000 lbf) Hispano-Suiza Nene 102 turbojet engine and featured 24° swept wings. The prototype aircraft, ultimately the only aircraft built, did not have any armament installed, not did it have the folding wings that would be required for carrier use. The aircraft was damaged on 24 June 1950, and the rebuilt aircraft featured a larger vertical tail and space for radar in the nose, over the engine air intake.
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403; these aircraft were lightweight fighters made entirely of wood. Engineer Stefanutti is also the first planner of a war aircraft of series operating by remote control, built by Aerolombarda and ready to the operations in the period of armistice. In the postwar Stefanutti was applied to the reaction flight, coming to plan and then to realize the first hunting jet plane of national planning, that takings the name of Aerfer Sagittario 2. This aircraft is visible in the Italian Air Force Museum near Bracciano (Rome); together with the following development that it also foresaw the use of a rocket besides the turbojet to increase the push and the speed of interception.
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Both models used a solid rocket booster for initial acceleration and an Allison J33-A-41 turbojet for cruise flight. The Goodyear Aircraft Corporation developed ATRAN (Automatic Terrain Recognition And Navigation, a radar map-matching system) in which the return from a radar scanning antenna was matched with a series of "maps" carried on a 35mm film strip on board the missile. The ATRAN navigation section corrected the flight path if the missile deviated from the flight path as carried on the film map. In August 1952, Air Materiel Command initiated the mating of the Goodyear ATRAN with the MGM-1 Matador. This mating resulted in a production contract in June 1954.
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Women at work on bomber, Douglas Aircraft Company, Long Beach, California in October 1942 During World War II, Douglas joined the BVD (Boeing-Vega-Douglas) consortium to produce the B-17 Flying Fortress. After the war, Douglas built another Boeing design under license, the B-47 Stratojet turbojet-powered bomber, using a government-owned factory in Marietta, Georgia. World War II was a major boost for Douglas. Douglas ranked fifth among United States corporations in the value of wartime production contracts.Peck, Merton J. & Scherer, Frederic M. The Weapons Acquisition Process: An Economic Analysis (1962) Harvard Business School p.619 The company produced almost 30,000 aircraft from 1942 to 1945, and its workforce swelled to 160,000.
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During the late 1940s, following the end of the Second World War, France quickly set about its recovery and the rebuilding of its military, particularly the French Air Force. During this time, the French Air Staff sought both to become a strong military force once again and to foster the indigenous development of advanced military aircraft. In this respect, one area of high interest for prospective development was the relatively new field of rocket-powered aircraft. According to author Michel van Pelt, French Air Force officials were against a pure rocket-powered fight, akin to the wartime- era Messerschmitt Me 163 Komet, but instead favoured a mixed-propulsion approach, using a combination of rocket and turbojet engines.
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The YF120 was also proposed as the basis for a more exotic engine, the Turbine-Based Combined Cycle (TBCC) engine that was to be used in demonstrator aircraft like the X-43B and future hypersonic aircraft. Specifically, the YF120 was to be the basis for the Revolutionary Turbine Accelerator (RTA-1). The variable cycle technology used in the YF120 would be extended to not only turn the engine into a turbojet but also into a ramjet. In that mode all airflow would bypass the core and be diverted into the afterburner-like "hyperburner" where it would be combusted like a ramjet. This proposed engine was to accelerate from 0 to Mach 4.1 (at 56,000 ft) in eight minutes.
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A replica E.28/39 on display at the Jet Age Museum The E.28/39 was powered by a Power Jets W.1 turbojet engine behind the pilot and the fuel tank. The engine exhaust was directed through the centre of the fuselage, the jetpipe terminating about two feet behind the rudder. A nose air-intake led the air through bifurcated ducts around the cockpit. A fuel tank, containing up to 82 Imp gal (372.8 litres), was behind the cockpit, supposed to have been adopted as a countermeasure against the impact of negative g, which posed the risk of causing the engine to flame out, which was hard to re-light during flight.
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Towards the last years of the Third Reich, Heinrich Focke started design work on the Rochen, also known as Schnellflugzeug, as soon as he had the relevant data for the new German jet engines. In 1939, he patented the idea of a circular aircraft with a large airfoil section and an open center that acted as a huge propeller duct for twin contra-rotating propellers, driven by a projected Focke-Wulf designed turbojet engine via an axle and gearbox. The Fw-Rochen would have achieved forward flight by vectoring the downwash from the propellers rearward through a series of louvers below them. The louvers themselves could also be completely closed for gliding flight in the event of engine failure.
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The ratio of the mass-flow of air bypassing the engine core divided by the mass-flow of air passing through the core is referred to as the bypass ratio. The engine produces thrust through a combination of these two portions working together; engines that use more jet thrust relative to fan thrust are known as low-bypass turbofans, conversely those that have considerably more fan thrust than jet thrust are known as high-bypass. Most commercial aviation jet engines in use today are of the high-bypass type, and most modern military fighter engines are low-bypass. Afterburners are not used on high-bypass turbofan engines but may be used on either low-bypass turbofan or turbojet engines.
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In 1946, the Air Staff issued Operational Requirements OR229 and OR230 for the development of turbojet-powered heavy bombers capable of carrying nuclear weapons at high altitude and speed, without defensive armament, to act as a deterrent to hostile powers and, if deterrence failed, to perform a nuclear strike. In conjunction with this ambition, Britain set about developing its own atomic weapons. In January 1947, the British Air Ministry issued Specification B.35/46 for an advanced jet bomber intended to carry nuclear weapons and to fly near the speed of sound at altitudes of . Three firms: A.V. Roe, Handley-Page and Vickers-Armstrongs submitted advanced designs intended to meet the stringent requirements.
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The design team studied the potential adaption of the aircraft, having opted to use the Rolls-Royce Griffon-powered Fury prototype as the starting point. The team started with the deletion of the piston engine, with its replacement, a single Rolls-Royce Nene turbojet engine, being fitted in a mid-fuselage position, along with lateral air intakes and a tailpipe which emerged beneath the tailplane. The prospective modifications also included "stretching" the fuselage and moving the cockpit to the extreme front of the fuselage in a re- contoured nose; this design received the internal designation P.1035. Use of the Rolls-Royce Derwent engine had been studied but quickly discarded as lacking power for an aircraft of this size.
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Gunston and Gilchrist 1993, p. 173. Convair, which had built the XF-92A and other delta-wing fighters, initially looked at swept and semi-delta configurations, then settled on the delta wing planform, which offered good internal volume for support systems and fuel; it also provided low wing loading (for airframe size), permitting supersonic flight in the mid-stratosphere at . Most of the configurations studied involved matching said delta wing to a relatively slender fuselage, which housed a crew of two and was powered by a pair of jet engines. The initial Convair proposal, coded FZP-110, was a radical two-place, delta wing bomber design powered by an arrangement of three General Electric J53 turbojet engines.
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In December 1941, Metrovick ran its Metrovick F.2 engine for the first time. While successful, the engine was too heavy to be a useful aircraft engine, and the Royal Aircraft Establishment (RAE) felt this was likely due to Metrovick's history as a steam turbine company without much aircraft experience. The RAE approached Armstrong Siddeley to help with the design, both to improve the F.2 as well as to get A-S familiar with turbojet design so they might build their own designs, or others under license. However, Metrovick refused to have anything to do with them, and no amount of effort on the part of Armstrong Siddeley or the RAE would change their opinion.
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The P-1 first flew in July 1957 but underwent only limited flight testing due to unavailability of the intended powerplant and ongoing problems with the radar and missile systems as well as lukewarm enthusiasm from the VVS (Voyenno-Vozdooshnyye Seely – Soviet air forces). OKB-51 persisted for some time trying to raise enthusiasm for the P-1 by proposing an even bigger engine, the Tumansky R-15-300 afterburning turbojet, with singular lack of success. The sole P-1 prototype was relegated to experimental work and later scrapped. A second prototype, the P-2 was studied, powered by twin Klimov VK-11 engines in the rear fuselage, but this version was cancelled at the mock-up review stage.
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The design didn't look much like a conventional turbojet, resembling more a tiny flat cylindrical box with an inlet hole on one side and an exhaust hole on the other. It was expected to have a thrust-to-weight ratio of about 100—incredible compared to any "macroscale" engine but a logical consequence of scaling the technology down in size—and run at about 1.2 million RPM, making bearings a tricky issue. Since it could "spool up" in about a millisecond, it was envisioned as operating in a pulsed mode to conserve fuel and also provide a throttling scheme. A functioning gas turbine was never successfully implemented at this scale after years of development.
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Auxiliary intakes are opened on each side of the powerplant, allowing air to enter the rear fan and progress through the rest of the engine. Operating the fans in this parallel mode substantially increases the total airflow of the engine at a thrust, resulting in a lower jet velocity and a quieter engine. Back in the 1970s, Boeing modified a Pratt & Whitney JT8D to a Tandem Fan configuration and successfully demonstrated the switch from series to parallel operation (and vice versa) with the engine running, albeit at part power. In the Mid Tandem Fan concept, a high specific flow single stage fan is located between the high pressure (HP) and low pressure (LP) compressors of a turbojet core.
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On February 21, 1949 a Sovmin order requested the Yakovlev OKB to design a lightweight, radar-equipped, all-weather and night interceptor capable of Mach 0.97 at 4,000 m (13,000 ft). The aircraft was to utilize the Klimov VK-1 engine which first appeared on Mikoyan-Gurevich MiG-15 and MiG-17 fighters. This engine was itself a Soviet copy of the British Rolls-Royce Nene centrifugal turbojet initially known as the RD-45. The leading fighter OKBs each created a prototype to meet the requirement, which included the Lavochkin La-200, Mig I-320, Suchoi Su-15 (unrelated to the later aircraft with the same designation) and the Yak-50 (again, unrelated to the later aircraft).
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According to Mason, the controls of the Vampire were considered to be relatively light and sensitive, employing an effective elevator arrangement that enabled generous acceleration from relatively little control inputs along with highly balanced ailerons that could achieve high rates of roll. In comparison to the elevator and ailerons, the rudder required more vigorous actuation in order to achieve meaningful effect. Pilots converting from piston-engined types would find themselves having to adapt to the slower acceleration of turbojet engines and the corresponding need to moderate rapid throttle movements to avoid instigating a compressor stall. The Vampire had a relatively good power/weight ratio and was reputedly quite maneuverable within the 400-500MPH range.
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Two Petrels on a P2V-6 Kingfisher C was the only member of the Kingfisher family to reach operational service. Developed from the SWOD Mark 15 airframe, and given the definitive designation AUM-N-2 Petrel, construction of the missile was contracted to the Guided Missiles Division of Fairchild Aircraft. As designed, Petrel was essentially a Mark 21 Mod 2 torpedo fitted with flying surfaces and a Fairchild J44 turbojet; the missile had a range of at Mach 0.5, and used semi-active radar homing for guidance.Parsch 2005 By the time Petrel entered operational service in 1956, the Mark 41 torpedo had been selected as its definitive warload;Freidman 1982, p. 119.
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The X-18 showing its elaborate engine configuration Design work started in 1955 by Stanley Hiller Jr and Hiller Aircraft Corporation received a manufacturing contract and funding from the U.S. Air Force to build the only X-18 ever produced, serialled 57-3078. To speed up construction and conserve money, the plane was constructed from scavenged parts including a Chase YC-122C Avitruc fuselage, 49-2883, and turboprops from the Lockheed XFV-1 and Convair XFY-1 Pogo experimental fighter programs. The tri-bladed contra-rotating propellers were a giant 16 ft (4.8 m) across. The Westinghouse turbojet engine had its exhaust diverted upwards and downwards at the tail to give the plane pitch control at low speeds.
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The PW1120 had 70 percent similarity with the F100, so the IDF/AF would not need a special facility for spare parts. It would be built under licence by Bet-Shemesh Engines Limited in Israel. IAI installed one PW1120 in the starboard nacelle of an F-4E-32-MC of the IDF/AF (Number 334/66-0327) to explore the airframe/powerplant combination for an upgrade program of the F-4E, known as Kurnass 2000 ("Heavy Hammer") or Super Phantom and to act as an engine testbed for the Lavi. The powerplant was more powerful, and more fuel efficient than the General Electric J79-GE-17 turbojet normally installed in the F-4E.
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An example of a turbojet turbine blade. The blade of the accident aircraft fractured at its root, shown here at the bottom of this image After takeoff from Koltsovo Airport while climbing though 140 meters altitude as the crew reduced the engine power from takeoff setting, engine No. 2 began vibrating severely. The crew was uncertain which engine was failing and were unable to use the engine instruments because the instrument panel was vibrating violently. A crew member decided to reduce power on engine No. 1 in an attempt to determine if it was the source of the shaking, but he inadvertently pulled the throttle lever too far back, shutting down that engine.
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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.
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The work on the Me P.1112 started on 25 February 1945 after Willy Messerschmitt decided to halt the development of the Messerschmitt P.1111, which would have required, as standard equipment, a pressurized cockpit and ejection seat. Designed by the head of the Messerschmitt Project Office Woldemar Voigt (1907–1980), between 3 and 30 March 1945 as an alternative to the Me P.1111, the Me P.1112 design was less radical than the P.1111 and incorporated the lessons learned from the development of the Messerschmitt P.1110 design. Voigt estimated that the Me P.1112 would commence flight testing by mid-1946. Intended to be powered by a single Heinkel HeS 011 turbojet, three design concepts of the Me P.1112 were developed.
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English Electric Lightning Technological breakthroughs, lessons learned from the aerial battles of the Korean War, and a focus on conducting operations in a nuclear warfare environment shaped the development of second-generation fighters. Technological advances in aerodynamics, propulsion and aerospace building-materials (primarily aluminum alloys) permitted designers to experiment with aeronautical innovations such as swept wings, delta wings, and area-ruled fuselages. Widespread use of afterburning turbojet engines made these the first production aircraft to break the sound barrier, and the ability to sustain supersonic speeds in level flight became a common capability amongst fighters of this generation. Dassault Mirage III Fighter designs also took advantage of new electronics technologies that made effective radars small enough to carry aboard smaller aircraft.
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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.
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The plane's undercarriage was a traditional tricycle type with a twin-wheeled nose gear. Each of the two six-wheeled main gear utilized the same tires used on the Douglas DC-8, but which were filled with nitrogen and to lower pressures. To provide an optimum entry date into service, Lockheed decided to use a beefed-up turbofan derivative of the Pratt & Whitney J58. The J58 had already successfully proven itself as a high-thrust, high- performance jet engine on the top-secret Lockheed A-12 (and subsequently on the Lockheed SR-71 Blackbird.) Since it was a turbofan, it was deemed to be quieter than a typical turbojet at low altitude and low speed, required no afterburner for takeoff, and allowed reduced power settings.
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MiG-21 at Aleksotas Airport (S. Dariaus / S. Gireno), Kaunas (EYKS) MiG-21М National People's Army of the GDR, August 1990 The MiG-21 was the first successful Soviet aircraft combining fighter and interceptor characteristics in a single aircraft. It was a lightweight fighter, achieving Mach 2 with a relatively low-powered afterburning turbojet, and is thus comparable to the American Lockheed F-104 Starfighter and Northrop F-5 Freedom Fighter and the French Dassault Mirage III. Its basic layout was used for numerous other Soviet designs; delta-winged aircraft included Su-9 interceptor and the fast E-150 prototype from MiG bureau while the mass-produced successful front fighter Su-7 and Mikoyan's I-75 experimental interceptor combined a similar fuselage shape with swept-back wings.
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The HeS 3 design was largely based on the HeS 1 but converted to burn liquid fuel instead of hydrogen gas used in the HeS 1. The first HeS 3 design was generally similar to the HeS 1, using an 8-blade inducer and 16-blade centrifugal compressor. The compressed air flowed into an annular combustion chamber between the compressor and turbine, which made the engine longer. The first example was bench tested around March 1938, but did not reach the design thrust because a small compressor and combustor had been used to reduce the frontal area."Pioneering Turbojet Developments of Dr. Hans Von Ohain-From the HeS 1 to the HeS 011" Meher-Homji and Prisell, Transactions of the ASME, Vol. 122, April 2000.
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While current engines operate best at a single point in the flight envelope, newer engines could vary their bypass ratios for optimum efficiency at any speed or altitude. That would give an aircraft a much greater range, faster acceleration, and greater subsonic cruise efficiency. A variable cycle engine could configure itself to act like a turbojet at supersonic speeds, while performing like a high-bypass turbofan for efficient cruising at slower speeds; the ability to supercruise may not be a critical requirement, but it will likely be able to with this engine type. One critical component is the adaptive fan to allow the engine to vary its bypass ratio depending on altitude and speed with a third stream of air to increase or decrease the bypass ratio.
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181 Built by the Navy's Naval Aircraft Modification Unit, located in the former Brewster Aeronautical Corporation factory in Johnsville, Pennsylvania,Pattillo 1998, p.145 the TD2N-1 was of conventional design, with a monoplane wing and twin-tail configuration; to reduce cost and pressure on strategic materials, it was constructed primarily of wood with some portions of the fuselage being fabric- covered.National Air and Space Museum: Drone, Target, KDN-1 The aircraft was powered by a Westinghouse 9.5 – later redesignated J32 – turbojet engine mounted beneath the airframe. The drone was controlled by a combination of preset navigation and radio command guidance, and was equipped with a parachute recovery system to allow the aircraft to be reused if it was not shot down.
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Golley and Gunston 2010, p. 127. The Gloster E.28/39. The yellow undersides were standard for RAF training and prototype aircraft of the period. In spite of ongoing infighting between Power Jets and several of its stakeholders, the Air Ministry contracted Gloster in late 1939 to manufacture a prototype aircraft powered by one of Whittle's new turbojet engines.Pavelec 2007, pp. 168–169. The single-engined proof-of-concept Gloster E28/39, the first British jet-powered aircraft, conducted its maiden flight on 15 May 1941, flown by Gloster's chief test pilot, Flight Lieutenant Philip "Gerry" Sayer.Boyne 2002, p. 261. The success of the E.28/39 proved the viability of jet propulsion, and Gloster pressed ahead with designs for a production fighter aircraft.
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On 23 November 2015, Kratos completed the second flight of its self-funded Unmanned Tactical Aerial Platform (UTAP-22), a development of the BQM-167A converted into a low-cost unmanned combat aerial vehicle (UCAV). The test involved collaborative airborne operations with a manned AV-8B Harrier fighter for 94 minutes demonstrating command and control through a tactical data-link, autonomous formation flying with the AV-8B, and transfer of UTAP-22 control between operators in a tactical network and then to an independent control link.Kratos Completes Second Flight of Tactical Unmanned Aircraft - Ainonline.com, 9 December 2015 The 6.1 m (21 ft)-long turbojet-powered aircraft can travel at up to an altitude of with a maximum range of and an endurance of three hours.
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When no commercial sales were made, Lockheed donated the aircraft to NASA.Kirby 2011, p. 74. Another, more ambitious proposal, commonly designated as SC.5/40, sought to combine elements of the Starlifter with another strategic airlifter, the turboprop-powered Short Belfast, was to be performed in partnership with the British aircraft manufacturer Shorts.Flight 19 September 1963, p. 508. For this variant, the fuselage of the Belfast would have been paired with the wing of the Starlifter, which would have readily enabled the adoption of turbojet engines; speculated engines to power the envisioned airlifter included the Pratt & Whitney JT3D-3 (18,000 lb) or JT3D-8 (21,000 lb), Rolls-Royce Conway 550 (21,825 lb) or Bristol Siddeley BS.100 (27,000 lb approximately).
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In September 1953, after the first stage of the Yak-120's state acceptance trials concluded, the second Yak-120 prototype was re-engined with the new Mikulin AM-9A turbojet, an improved version of the AM-5. Rocket pods for ARS-57 Skvorets folding-fin aircraft rockets were added, intended for use against enemy bomber formations. A modified RP-6 known as the Sokol-M was also to be added, and what was designated the Yak-120M was to begin its state acceptance trials in September 1954. Due to delays occasioned by the late delivery of the engines and lack of radar, the aircraft was not completed until the end of 1954, and was instead equipped with a standard RP-6.
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Early examples of the type were powered by a pair of PZL-5s, an older generation turbojet engine; these were considered to be underpowered and were only intended as a temporary measure while issues with the newer K-15 were being resolved. Following the Revolutions of 1989, Poland soon gained greater accessibility to international markets; this had an impact upon the fledgling Iryda. It was chosen to adopt a British-developed Martin-Baker Mk.10 ejection seat; consideration was reportedly given to the incorporation of foreign- sourced avionics from French aeronautics company SAGEM. During May 1995, the first pair of M-93K Irydas were delivered to the Polish Air Force; these were intended to be the production-standard version of the type.
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In 1986, the Indian Defence Ministry's Defence Research and Development Organisation (DRDO) was authorized to launch a programme to develop an indigenous powerplant for the Light Combat Aircraft. It had already been decided early in the LCA programme to equip the prototype aircraft with the General Electric F404-GE-F2J3 afterburning turbofan engine, but if this parallel program was successful, it was intended to equip the production aircraft with this indigenous engine. The DRDO assigned the lead development responsibility to its Gas Turbine Research Establishment (GTRE), which had some experience in developing jet engines. It had developed the GTX37-14U after-burning turbojet, which first ran in 1977, and was the first jet engine to be designed entirely in India.
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On 5 September 1940, Flugkapitän Wendel, while performing a series of diving trials on Me 210 V2, Werknummer 0002, WL-ABEO, lost the starboard tailplane in the final dive and bailed out, the twin-engined fighter crashing at Siebentíschwald, Germany. This was the first of many losses of the type.Green, William, "The Warplanes of the Third Reich", Galahad Books, New York, 1986, , , p. 611. On 25 March 1942, Wendel took the first prototype Me 262V1, PC+UA, on its first jet-powered flight but the experimental BMW 003 gas turbojet engines it was fitted with both failed and he was forced to limp the prototype airframe back to Augsburg on the nose-mounted Jumo 210 inverted-V12 piston engine installed for initial airframe testing.
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The Heinkel name was also behind pioneering work in jet engine and rocket development, and also the German aviation firm that attempted to popularize the use of retractable tricycle landing gear, a relative rarity in early WW II German airframe design. In 1939, flown by Erich Warsitz,Warsitz, Lutz: THE FIRST JET PILOT - The Story of German Test Pilot Erich Warsitz, Pen and Sword Books Ltd., England, 2009 the Heinkel He 176 and Heinkel He 178 became the first aircraft designs to fly under liquid-fuel rocket and turbojet power respectively. Ruins of the Heinkel headquarters offices in Rostock Heinkel was the first to develop a jet fighter to prototype stage, the Heinkel He 280, the first Heinkel design to use and fly with retractable tricycle gear.
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4 FJ-3 Fury fighter-bombers of VF-33 and an AD-6 of VA-25 on the deck of in the North Atlantic in 1957 A VF-51 Fury aboard in 1957 Even while development of the FJ-2 was ongoing, the development was planned of a version powered by the Wright J65, a license-built version of the British Armstrong Siddeley Sapphire turbojet. The Sapphire promised to deliver 28% more thrust than the J47, for little gain in weight. The new version was designated FJ-3, and an order for 389 aircraft was placed in March 1952. To test the new engine a single FJ-2, BuNo 131931, was modified, but the first true production FJ-3 flew on 3 July 1953.
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The Short SB.1 was a shoulder-wing, cantilever, tailless monoplane glider designed by David Keith- Lucas and Professor Geoffrey T.R. Hill and built by Shorts as a private research venture to test the concept of the aero-isoclinic wing; it was the first aircraft to incorporate this feature. After initial tests, at the end of which the SB.1 crash-landed as a result of problems while being towed behind the Short Sturgeon, the SB.1 was further developed into the Short SB.4 Sherpa, powered by two Blackburn Turbomeca Palas turbojet engines. In 1951, Keith- Lucas designed the Short SB-6 Seamew as a lightweight anti-submarine platform. While in Belfast, he served on the Senate of the Queen's University, Belfast.
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Following on where the F.3 left off, the F.5 was a version of the F.2/4 with an open rotor (unducted) thrust augmenter added to the end of the jet pipe, somewhat remote from the HP turbine The 5 ft 6 in diameter fixed pitch propellers, which contra-rotated, were driven by a four-stage statorless LP turbine unit, similar to that of the F.3. Static thrust increased from the 3,500lbf of the F.2/2 to in excess of , with a corresponding reduction in specific fuel consumption. Relative to the parent turbojet, the weight increase for this prop fan configuration was about 26%, compared to 53% for the F.3 turbofan."Metrovick F.5", Flight, 2 January 1947, p. 18.
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While working on this design, Őstrich was secretly approached by French DGER agents with an offer to take up further design of the 003 in France. The French forces had found a number of BMW 003 turbojet engines in their occupation zone after the war, and were interested in setting up a production line. These discussions had not progressed very far when Őstrich was allowed to return to Munich, only to be brought back to England in late August, then returned to Munich again where the US offered him and a hand-selected team jobs in the US, but without their families. Östrich instead accepted the French invitation, and by September had been set up at the former Dornier factories in Rickenbach in the French Zone.
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The Ya-Ali (Persian: یاعلی) is an air-launched cruise missile (ALCM) built by Iran. The missile was first unveiled on 11 May 2014 when Iranian leader Grand Ayatollah Ali Khamenei visited the Aerospace Force of the Army of the Guardians of the Islamic Revolution. According to Janes Defence, the missile has a jet engine inlet and possibly uses a version of the Toloue-4 turbojet Iran produces for its longer-range anti-ship missiles and it is reported to have a range of 700 km. On February 7, 2015, Iran's Deputy Defense Minister Mohammad Eslami announced that the missile could previously be launched from only Mirage type fighter planes but it can now be launched from every fighter plane that Iran owns.
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Different degrees of ordered structures: a monocrystalline crystal, polycrystalline structure, and amorphous or non- crystalline solid Crystallite size in monodisperse microstructures is usually approximated from X-ray diffraction patterns and grain size by other experimental techniques like transmission electron microscopy. Solid objects large enough to see and handle are rarely composed of a single crystal, except for a few cases (gems, silicon single crystals for the electronics industry, certain types of fiber, single crystals of a nickel-based superalloy for turbojet engines, and some ice crystals which can exceed 0.5 meters in diameter). Most materials are polycrystalline, made of a large number crystallites held together by thin layers of amorphous solid. The crystallite size can vary from a few nanometers to several millimeters.
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The Su-11 was an upgraded version of the Sukhoi Su-9 ('Fishpot') interceptor, which had been developed in parallel with the OKB's swept wing Su-7 fighter bomber. Recognizing the Su-9's fundamental limitations, Sukhoi began work on the Su-11, which first flew in 1961 as the T-47 prototype. The Su-11 shared the Su-9's delta wing, swept tailplanes and cigar-shaped fuselage, as well as the circular nose intake, but had a longer nose to accommodate the more powerful 'Oryol' (Eagle; NATO reporting name 'Skip Spin') radar set. A more powerful Lyulka AL-7F-1 turbojet was installed, providing 9.8 kN (2,210 lbf) more afterburning thrust for improved climb rate and high-altitude performance (and to compensate for increased weight).
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Testing quickly demonstrated that the idea of using a single engine to provide air for both the lift curtain and forward flight required too many trade-offs. A Blackburn Marboré turbojet for forward thrust and two large vertical rudders for directional control were added, producing the SR.N1 Mk II. A further upgrade with the Armstrong Siddeley Viper produced the Mk III. Further modifications, especially the addition of pointed nose and stern areas, produced the Mk IV. Although the SR.N1 was successful as a testbed, the design hovered too close to the surface to be practical; at even small waves would hit the bow. The solution was offered by Cecil Latimer-Needham, following a suggestion made by his business partner Arthur Ord-Hume.
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The Super Mystère represents the final step in evolution which began with the Dassault Ouragan and progressed through the Mystère II/III and Mystère IV. While earlier Mystère variants could attain supersonic speeds only in a dive, the Super Mystère could exceed the speed of sound in level flight. This was achieved thanks to the new thin wing with 45° of sweep (compared with 41° of sweep in the Mystère IV and only 33° in Mystère II) and the use of an afterburner-equipped turbojet engine. The first prototype Super Mystère B.1, powered by a Rolls-Royce Avon RA.7R, took to the air on 2 March 1954. The aircraft broke the sound barrier in level flight the following day.
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In most modern aircraft, their complex systems are both monitored and adjusted by electronic microprocessors and computers, resulting in the elimination of the flight engineer's position. In earlier days, most larger aircraft were designed and built with a flight engineer's position. For U.S. civilian aircraft that require a flight engineer as part of the crew, the FE must possess an FAA Flight Engineer Certificate with reciprocating, turboprop, or turbojet ratings appropriate to the aircraft. Whereas the four-engine Douglas DC-4 did not require an FE, the FAA type certificates of subsequent four-engine reciprocating engine airplanes (DC-6, DC-7, Constellation, Boeing 307 and 377) and early three- and four- engine jets (Boeing 707, 727, early 747, DC-8, DC-10, L-1011) required flight engineers.
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In 1964, the three Princesses were all purchased by Eoin Mekie on behalf of Aero Spacelines, who planned to use them as heavy-duty freight aircraft for transporting Saturn V rocket components for NASA. When the cocooning was removed, it was found that they were badly corroded (the contract for maintenance and inspection of the stored aircraft had been allowed to lapse, which resulted in the airframes deteriorating rapidly), and all three Princesses were broken up by 1967. They were the last fixed-wing commercial aircraft produced by Saunders-Roe. The company constructed one more fixed-wing design, the Saunders-Roe SR.53 mixed-power (rocket and turbojet) fighter design; aside from that venture, the company primarily concentrated its efforts on helicopters and hovercraft after this point.
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The Tunnan was equipped with a single de Havilland Ghost turbojet engine, capable of generating up to 5,000lb of thrust. It was capable of powering the aircraft to speeds in excess of 650 MPH, and reportedly provided performance in excess of Sweden's existing de Havilland Vampire fleet. The engine was attached to the fuselage at three key points, while the engine cowling could be removed as a single piece; a special trolley was used to remove the engine for maintenance. To improve pilot survivability in light of the aircraft's high speeds, the Tunnan took advantage of the availability of a Saab-developed ejector seat developed in 1943, which was combined with an explosive jettison system for the rapid removal of the canopy.
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On 5 September 1959 Qantas became the third airline to fly jets across the North Atlantic, after BOAC and Pan Am, operating between London and New York as part of the service from Sydney. All of the turbojet aircraft were converted to upgraded turbofan engines in 1961 and were rebranded as V-Jets from the Latin vannus meaning fan. Qantas Boeing 707-338C convertible passenger/freight aircraft carrying a spare engine under its wing root at Frankfurt Airport in 1972 Air travel grew substantially in the early 1960s, so Qantas ordered the larger Boeing 707-338C series of aircraft. While waiting for these to be delivered, Qantas operated six deHavilland Comet 4 aircraft wet leased from BOAC between 7 November 1959 to 30 May 1963.
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The Viperjet prototype flew late in October 1999. and made its public debut at EAA AirVenture Oshkosh in 2000.Hitchman 2000, p. 44. The Hanchette brothers, however, were unhappy with both the low powerSaywers 2006, p. 1 and the high fuel consumptionFreeze 2005, p.11C of the Turbomeca engine, and soon swapped it for a General Electric T58 turboshaft engine with the power turbine removed, turning it into a turbojet. While this worked, it still did not produce as much thrust as the Hanchettes hoped for, and eventually, they selected the General Electric J85. With this engine producing around four times the thrust of the previous powerplants tested in the Viper, the Hanchettes substantially redesigned the aircraft, dubbing the J85-powered version the MKII.
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Parallel with the Mirage F3 study, which was intended to serve as an interceptor aircraft, Dassault decided to study a single-seat derivative which featured the all-French SNECMA Atar 9K-50 turbojet engine. As a result of the cancellation of two major projects, the company's design team found themselves with a decreased workload. Accordingly, in mid-1964, Dassault decided to commence design work on the smaller aircraft, subsequently designated as the Mirage F1, with the intention of producing a successor to its Mirage III and Mirage 5 fighters; This work was performed under a government contract in anticipation of a potential French Air Force specification for an all-weather interceptor to succeed its fleet of Mirage IIIC aircraft. Escadron de chasse 1/5 Vendée.
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The company was keen to promote the advantages of the design, observing the SN 600 to offer well below average operating costs, being better within its size range than any other turbojet-powered competitor along with some turboprop-powered designs as well. Furthermore, it was promoted as being a spacious and flexible aircraft that satisfied the needs of commuter airlines. On 16 July 1970, the prototype SN 600, powered by a pair of Pratt & Whitney Canada JT15D engines installed, performed its maiden flight. However, the intended Larzac engine was never fitted to the prototype, having still been in development for over a year after the loss of the prototype, which had crashed during a test flight intended to explore the aircraft's stall characteristics on 23 March 1971.
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The Galeb was developed as a collaborative effort between Yugoslavia and the United Kingdom, and reportedly contributed significantly to the export value of the latter;. a significant proportion of components and ancillary equipment, such as the powerplant, ejector seats, and navigational fittings amongst others, that were installed upon the aircraft had been sourced from or were directly produced by a range of British aerospace manufacturers. According to aviation publication Flight International, the heavy proportion of British equipment employed upon the Galeb was a decisive factor in the appearance of the aircraft at the 1968 Farnborough Airshow. Sponsorship for the aircraft's development was provided by the British engine manufacturer Rolls-Royce Limited, whose Armstrong Siddeley Viper turbojet engine was selected to power the type.
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A Serbian G2 Galeb at Kecskemet Air Base, Hungary, 2010 The G2 Galeb is an versatile trainer aircraft, suited for carrying out a varied range of training missions to minimize number of aircraft needed to meet an operator's overall training requirements.Flight International, 28 November 1968. pp. 901, 903. The aircraft is flown by a crew of two, typically a candidate pilot and an instructor, which are seated in a tandem cockpit layout, the candidate being typically placed in the forward position; both crew members are provided with Folland Type 1-B lightweight ejector seats.Flight International, 28 November 1968. pp. 902-903. The Galeb is powered by a single Armstrong Siddeley Viper II Mark 22/6 turbojet engine, capable of providing up to 2,500lb of thrust.
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The development of the Petrel began in August 1944, when the U.S. Navy Bureau of Ordnance (BuOrd) began Project Kingfisher, intending to develop a series of standoff torpedo weapons. The "Kingfisher C", later designated AUM-2 and then as AUM-N-2 (for 'Air-to-Underwater Missile'), was designed as an air-launched jet-powered missile which carried a torpedo as its payload. Various different design options were considered for this missile; the final choice was a Mark 21 Mod 2 torpedo, in diameter, with a Fairchild J44 turbojet engine providing thrust, wooden fins and wings in span, and a nose fairing housing guidance equipment. On launch the , missile dropped to above the water and cruised at Mach 0.5 towards the target, using semi-active radar homing.
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Concorde's intake system schematics Concorde's intake systemThe pre-production Concorde G-AXDN, Duxford, close up of engines, with the scalloped thrust reversers prominent. On production aircraft a revised design of "eyelid" variable nozzle/thrust reverser was used The Concorde's variable geometry intake, designed by BAC, like any jet engine intake, has to deliver the air to the engine at as high pressure as possible (pressure recovery) and with a pressure distribution (distortion) that can be tolerated by the compressor. Poor pressure recovery is an unacceptable loss for the intake compression process and unacceptable distortion causes engine surging (from loss of surge margin). If the engine is an afterburning turbojet the intake also has to supply cooling air for the hot afterburner duct and engine nozzle.
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One possible alternative method of propulsion to the motorjet to was to obtain turbojet engines from Germany, but despite requests from Antonio Alessio and Count Giovanni Battista Caproni, the Germans delivered only a wooden mock-up for dimensional tests to Reggiane. After the war, Longhi tried to conduct experiments with two Junkers Jumo 004 engines that were left in Udine airport after the German defeat. These extremely valuable jet engines were delivered to Italy in 1945 as spare parts for a Luftwaffe high speed reconnaissance flight, equipped with three Arado Ar 234 Blitz, when the nearly impossible to intercept German twin-jet planes participated to the Italian Campaign. Unfortunately for Reggiane's designers, the engines were purchased by Angelo Ambrosini, another Italian aircraft manufacturer.
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In April 1946, the Council of People's Commissars ordered several design bureaux (OKB – Opytnoye Konstruktorskoye Buro), included that of Alexander Yakovlev, to develop a single-seat jet fighter to be equipped with a single Lyulka TR-1 turbojet engine. The aircraft should have a maximum speed of at sea level and a speed of at an altitude of . It should be able to climb to that altitude in 3.8 minutes or less and should have a maximum range of no less than . Yakovlev and his team were well aware that any derivative of their earlier Yak-15 and Yak-17 fighters, then under development, could not reach the required speed because of their thick wings and chose to begin a "clean-slate" design.
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Most team members were recent university graduates, and only three people: Xu, Huang, and Lu Xiaopeng, had any aircraft design experience. To fill the PLAAF requirement, the designers at Shenyang produced the JJ-1, a straight- winged aircraft, with a retractable tricycle undercarriage, tandem cockpits with a side hinged canopy over the front cockpit and rearward sliding canopy over the rear cockpit (very similar to the Shenyang JJ-5) and intakes either side of the front cockpit. Power was supplied by a Shenyang Aircraft Development Office PF-1A, (Chinese copy of the Klimov RD-500 itself a copy of the Rolls-Royce Derwent), centrifugal compressor turbojet fitted in the centre fuselage, exhausting through a jet pipe extending to the tail of the fuselage. Armament was to have been a single calibre automatic cannon.
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Stipa later became convinced that German rocket and jet technology (especially the V-1 flying bomb) was using his patented invention without giving proper credit, although his ducted fan design had little mechanically in common with turbojet engines and nothing at all with the pulsejet used on the V-1. Stipa spent years studying the idea mathematically while working in the Engineering Division of the Italian Air Ministry, eventually determining that the venturi tube's inner surface needed to be shaped like an airfoil in order to achieve the greatest efficiency. He also determined the optimum shape of the propeller, the most efficient distance between the leading edge of the tube and the propeller, and the best rate of revolution of the propeller. Finally, he petitioned the Italian Fascist government to produce a prototype aircraft.
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Australian Mirage IIIO (top) and Mirage IIID (bottom) in 1980. These aircraft are now operated by the Pakistan Air Force An Australian Mirage IIID in 1988 Australia first showed an official interest in replacing its CAC Sabre with the Mirage III in 1960, and initially considered a variant powered by a licence-built variant of the Rolls-Royce Avon turbojet (used by the CAC Sabre). While an experimental Avon-powered Mirage III was built as a prototype and flown in trials, it did not result in use of the Avon by a production variant. The Australian government decided that the Royal Australian Air Force (RAAF) would receive a variant based on the Mirage IIIE and powered by the SNECMA Atar engine, built under license by Government Aircraft Factories (GAF) at Fishermans Bend, Melbourne.
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The Central Hydrofoil Design Bureau planned a massive ekranoplan utilizing the "Wing In Ground" (WIG) effect, and Alexeyev was invited to participate in development due to his expertise with hydrofoils. Only two years after development began the project resulted in the Korabl Maket (KM), better known in English as the Caspian Sea Monster, with Alexeyev as the chief designer and V. Efimov as the lead engineer. When the KM's functioning prototype of the project was completed in 1966, it was largest and heaviest aircraft in the world, but as it was a secret project at the time this benchmark was unknown to the world. It was powered by eight Dobrynin VD-7 turbojet engines on the front of the fuselage, and two on the tail for extra thrust during takeoff.
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Prior to 1977, every official water speed record had been set by an American, Briton, Irishman or Canadian. On November 20, Australian Ken Warby piloted his Spirit of Australia purely on the jet thrust of its Westinghouse J34 turbojet to a velocity of 464.5 km/h (290.313 mph) to beat Lee Taylor’s record. Warby, who had built the craft in his back yard, used the publicity to find sponsorship to pay for improvements to the Spirit. On October 8, 1978 Warby travelled to Blowering Dam, Australia, and broke both the 480 km/h (300 mph) and 500 km/h barriers with an average speed of 510 km/h (318.75 mph). As of 2018, Warby’s record still stands, and there have only been two official attempts to break it.
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On 1 September 1953, during the first flight of the second Trident I prototype, flown by Guignard, the aircraft crashed after struggling to gain altitude after takeoff and colliding with an electricity pylon, resulting in its loss and Guignard sustaining severe injuries.Pelt 2012, p. 161. On 16 January 1954, test flights using the remaining Trident I prototype were resumed, flown by test pilot Charles Goujon. Partially in response to the loss of the second Trident I due to a lack of engine power, it was decided to adopt new turbojet engines in the form of the more powerful Dassault MD.30 Viper, a license-produced version of the British Armstrong Siddeley Viper engine, which were capable of producing 7.34 kN (1,654 lbf) thrust each, nearly double the thrust of the original engines.
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Hand-cranking a boat diesel motor in Inle Lake (Myanmar). A 1920s era electric self-starter for an airship engine Typical electric starter installed underneath and toward the rear of an automobile engine The Norbert Riedel-designed, "APU-style" two- stroke starter motor for a Jumo 004 turbojet engine Before the advent of the starter motor, engines were started by various methods including wind-up springs, gunpowder cylinders, and human-powered techniques such as a removable crank handle which engaged the front of the crankshaft, pulling on an airplane propeller, or pulling a cord that was wound around an open-face pulley. The hand-crank method was commonly used to start engines, but it was inconvenient, difficult, and dangerous. The behavior of an engine during starting is not always predictable.
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Developed from the Ivchenko AI-25 turbofan engine, ZVL was also responsible for pre-production and serial engine production. The DV-2 is a two-spool modular aviation turbofan engine with a single-stage overhung fan, two-stage LP compressor, seven-stage HP compressor, single-stage HP turbine, and two-stage LP turbine, and an annular combustion system. Maximum power at T-O is with a specific fuel consumption of 60 kg/(kN h) (0.593 (lb/lbf h)), at Maximum Rating, Sea Level Static, ISA.Russia, Central/Eastern Europe and China Turbofan and Turbojet Engines One of the most unusual features of this military engine is the single stage fan; most trainer and combat engines have multi-staged fans, single stage fans normally being the preserve of civil and military transport turbofans.
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The thrust-to-weight ratio of jet engines with similar configurations varies with scale, but is mostly a function of engine construction technology. For a given engine, the lighter the engine, the better the thrust-to-weight is, the less fuel is used to compensate for drag due to the lift needed to carry the engine weight, or to accelerate the mass of the engine. As can be seen in the following table, rocket engines generally achieve much higher thrust-to-weight ratios than duct engines such as turbojet and turbofan engines. This is primarily because rockets almost universally use dense liquid or solid reaction mass which gives a much smaller volume and hence the pressurization system that supplies the nozzle is much smaller and lighter for the same performance.
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During 1947, at the direction of the Swedish Air Force, SAAB began to receive the service's piston-engined J 21s for the purpose of converting them to jet propulsion. This conversion work involved an extensive rebuilding programme, requiring each aircraft to be extensively modified. In all, in excess of 50 per cent of the airframe, tailplane and wing was changed and, most significantly, each of the fighters was furnished with a single British-sourced de Havilland Goblin turbojet engine, which took the place of the DB 605B and propeller unit. The resulting jet-propelled fighter was adopted by the Swedish Air Force and became the service's first jet aircraft. In light of its extensive changes and to differentiate them from its predecessors, rebuilt 21s were assigned the designation of J 21R.
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In order to sufficiently address the position of the new engine's exhaust, the stabilizer of the tailplane had to be raised from its former position, effectively requiring the tail section to be redesigned. Additionally, to sufficiently feed the hungry turbojet engine, the fighter's fuel volume was increased significantly via the installation of additional fuel tanks within the middle section of the wing and a pair of large wingtip tanks. At the same time, various measures to improve the fighter's aerodynamic properties were implemented during the rebuild process, leading to the adoption of curved glass in the forward section of the cockpit canopy, while the leading edge of the wing also received modifications. It was decided to implement air brakes in the form of an additional flap located on the outer wing's trailing edge.
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The crew are provided with avionics that enable poor-weather flying; the forward position is provided with a radio altimeter and gyro-gunsight. For combat missions, the Super Galeb can be outfitted with a centreline-mounted gun pod containing a twin-barrel 23mm Gryazev-Shipunov GSh-23L cannon with up to 200 rounds. In addition, four hard points are installed beneath the wings, the inboard pair having a 7701b capacity while the outboard have a 5501b capacity; these can carry a variety of Western and Eastern European armaments and equipment; the inboard pylons are plumbed for 70 gallon external fuel tanks, a locally developed reconnaissance pod was also under development at one stage. The G-4 is powered by a single British-sources Rolls-Royce Viper turbojet engine.
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Fairey Ultra-light Helicopter, preserved and on display at the Midland Air Museum, September 2011 The Fairey Ultra-light Helicopter emerged as a compact side-by-side two-seater, powered by a single Turbomeca Palouste turbojet engine, which was produced under licence by Blackburn. It was mounted semi-externally at floor level, behind the seats. The engine was furnished with an oversized compressor for the purpose of providing air to the tip-burners at 40 psi (275 kPa); this arrangement eliminated the necessity for a tail rotor in order to counteract torque, which was not a factor with the tip jet configuration adopted. The Palouste engine was by far the most costly element of the Ultra-light, reportedly comprising in excess of 50 per cent of the craft's purchase cost.
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During 1958, further testing took place using an arrangement of four Allison J33 turbojet engines. These trials supported efforted to develop increasingly effective arrestor gear that was suited for the larger and more powerful jets entering naval aviation at that time. While the tailhook is predominantly operated in a naval context, numerous land-based aircraft have also been fitted with them to assist with slowing down landings during emergencies. One highly unorthodox incident, known as "Pardo's Push", occurred during the Vietnam War in March 1967, involving a United States Air Force McDonnell Douglas F-4 Phantom II piloted by Bob Pardo assisting a second heavily damaged Phantom II in exiting the combat zone by pushing his aircraft against the other's deployed tailhook, reportedly halving its rate of descent temporarily.
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The 622d Air Refueling Squadron was established in 1955 by Tactical Air Command to provide dedicated in-flight refueling, initially for F-100 Super Sabres and later for other in-flight refueling capable TAC fighters, fighter bombers, and reconnaissance aircraft. The squadron was initially equipped with transferred Strategic Air Command (SAC) KB-29M Stratofortrresses that were converted to aerial tankers using a British-developed Probe and drogue refueling system. The squadron re-equipped with KB-50 Superfortress in 1957 which provided greater speed to refuel jet aircraft. KB-50s were modified about 1960 to the KB-50J configuration, which added a J-47 turbojet engine underneath each wing in place of the auxiliary fuel tanks in order to further increase the speed of the aircraft while conducting air refueling operations.
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Polyphem-S missile The Polyphem was a proposed light-weight fibre-optic wire- guided surface-to-surface missile with a range of 60 km. It uses a sealed round, a solid propellant booster rocket to launch the missile out of its canister to an initial height, so that the wings and control surfaces can unfold, and a more fuel economic turbojet cruise engine kicks in to propel the missile. The missile can be programmed to follow a preset course, using GPS or inertial guidance. An infrared seeker can be used to automatically pick a target and for the terminal guidance phase, but it is also possible to transfer the thermal images back to the launching platform via a 200 MBit/s data link provided by an optical fibre, and manually select the target.
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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 .
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One of the prototypes on display at the 1962 Farnborough Air Show In 1961, de Havilland began work upon a small business jet, then known as the DH.125 Jet Dragon, which was intended to replace the piston engined de Havilland Dove, a successful business aircraft and light transport. Prior to the start of the project, de Havilland had determined that a successful business jet would require several variables to be met, including a range of at least 1,000 miles, the speed and cost factors of a suitable jet engine to outperform turboprop-propelled competitors, and an engineering philosophy that favoured reliability and conventionality. The design team settled on a twin-engine aircraft with the engines mounted on the rear fuselage. The Bristol Siddeley Viper turbojet powerplant was selected to power the type.
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Prominent successes during the Cold War include the use of its Artouste II turboshaft engine to power the new Sud Aviation Alouette II helicopter (the first production turbine-powered helicopter in the world) as well as its involvement in Rolls-Royce Turbomeca Limited (a joint venture with British engine manufacturer Rolls Royce Ltd that produced turbojet and turboshaft engines). During September 2001, the French aerospace specialist SNECMA Group acquired the company, after which it was rebranded as Safran Helicopter Engines. The company states that it has more than 2,500 customers in 155 countries. Safran Helicopter Engines has 15 sites and operates on each continent, providing its customers with a proximity service through 44 distributors and certified maintenance centers, 18 Repair & Overhaul Centers, and 90 Field Representatives and Field Technicians.
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Starting in 1957, the firm stated manufacture of the Bastan turboprop for the Aérospatiale N 262 airliner. During 1968, a joint venture with British engine manufacturer Rolls Royce Ltd, named Rolls-Royce Turbomeca Limited, was established to develop and produce the Adour turbojet engine to power the Anglo-French SEPECAT Jaguar. In addition to manufacturing the aero-engine, the company also provided associated support services to end users. The Adour would not only be adopted for the Jaguar, but also various other aircraft, such as the BAE Systems Hawk, the McDonnell Douglas T-45 Goshawk, and Mitsubishi T-2 trainer aircraft, as well as the Mitsubishi F-1 ground attack fighter. In excess of 2,800 Adour engines would eventually be produced, reportedly amassing a cumulative total of 7,000,000 flying hours.
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In 1949, having overcome the uncertainties and difficulties of the Second World War, the Fiat aeronautical activities were reorganised in the Aviation area. Delays in the production typologies accumulated in the years of autarchy were soon overcome thanks to the technical competences of Gabrielli and the new climate of Atlantic and inter- European collaboration. Already in 1951, Gabrielli had designed the G80, the first Italian jet aircraft powered by a De Havilland “Goblin” turbojet engine. In the early 1950s, Fiat Aviazione started a production revival by means of American orders and, in particular, was the only company in Europe to obtain the licence from NATO for the construction of the F86 K. It entered into an agreement with General Electric and Pratt & Whitney for the production of jet engine components.
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The Tumansky R-13 is a development of the successful Tumansky R-11 engine. It is a two-spool axial-flow turbojet featuring a new five-stage high-pressure compressor, new combustion chamber design to facilitate restarting the engine at high altitudes, new afterburner, and greater use of titanium components. It is used by MiG-21M, MF, SM, and SMT, and Sukhoi Su-15M and TM. R-13 is also built in China as LM WP13, and experienced similar fate like Tumansky R-11: originally, both were licensed to be built in China, but after the Sino-Soviet split all Soviet technical support was withdrawn and Chinese proceeded on their own. Under the leadership of the general designer Jiang Hepu (江和甫), both R-11 and R-13 were successfully built in China.
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The BQM-34A emerged as the Firebee as it is recognized today, with a bigger airframe, longer wings, and a particular "chin"-type inlet under a pointed nose (in contrast to the circular intake of the first-generation Firebees). It was powered by a Continental J69-T-29A turbojet, a copy of the improved Turbomeca Gourdon derivative of the Marbore, with thrust. The U.S. Navy also adopted the BQM-34A, while the Army obtained a ground-launched version designated MQM-34D with longer wings and a heavier JATO booster. A feature of the second-generation Firebee is that some photographs show it to with triangular endplates on the tailplane, while others show no endplates but feature a ventral fin under the tail, and still others have neither endplates nor ventral fin.
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While not impressed with the engine itself, when he saw it running he was convinced that it could develop into a suitable powerplant given what they had managed to achieve in the somewhat primitive conditions at Lutterworth. Gloster E.28/39 The Gloster E.28/39 was designed primarily to prove the concept of turbojet powered flight, the Air Ministry however insisted that the design include provision for four guns and 2,000 rounds of ammunition even if these were not fitted in the prototype. The contract to build the E.28/39 also known as the Pioneer was placed with Gloster on 3 February 1940. The aircraft was built in secret at the Regents garage, Cheltenham and first flew on 15 April 1941 at RAF Cranwell, becoming the first British and Allied jet aircraft.
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Before construction started on Doris the RAE team had already turned their attention to the problem of delivering a usable "pure-jet" engine as quickly as possible. The earlier designs had been built with the assumption that overall airflow should be kept as low as possible and that the energy would be extracted through a propeller. This was not appropriate for a pure-jet, where airflow is also providing the thrust. A new 9-stage compressor section known as Freda was designed, increasing in size to just over 22 inches in diameter and providing 50 lb/s airflow and a compression ratio of about 4:1. Freda proved successful, and in December 1939 was fitted with a turbine section to become the first self-running axial turbojet in England, the F.1, providing 2,150 lbf.
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The BQM-90 project was begun in 1970 under the designation ZBQM-90A; the intent of the program was to create a supersonic, high-altitude target drone for use in testing air-to-air and surface-to-air missiles. It was to be launched from the ground or the air, using a turbojet powerplant, and would be controlled by either ground-baser or airborne control stations. The requirements for flight performance were increased during development; eventually the specification called for the BQM-90 to simulate a sea skimming anti-ship missile at Mach 1.3 or a high altitude missile travelling at a speed of Mach 3 and an altitude of . At the end of a flight the drone was to deploy a parachute, allowing it to be recovered and re-used.
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The firm was among those companies to be short-listed to proceed with development studies. By June 1945, the aircraft that was to become the Canberra bore many similarities to the eventual design, despite the placement of a single, centrally mounted turbojet engine; Petter had held discussions with Rolls- Royce Ltd on the topic of the development of a scaled-up derivative of the Nene engine. In late 1945, the design was modified further with a pair of engines being adopted instead, initially to be set in the wing roots and later to be mounted in a mid-wing position; this change was made principally due to centre of gravity issues imposed by the position and weight of a heavy bombload and centrally-mounted single engine.Walker 8 May 1969, p. 758.
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To oversee the new project, Packard hired Allison Engine Company's Robert M. Williams as their chief design engineer at the Toledo facility in July of that year. In early 1945 the Power Plant Lab at Wright Field asked Packard to take on a research project to develop an expendable jet engine of , weighing no more than . Design work for the engine, designated Packard XJ41, began in May 1945. After studying existing turbojet engines it was decided to design an engine which would be a significant advancement over conventional turbo-jet engines, have a low manufacturing cost, minimum use of strategic materials and be a lightweight design. The Packard XJ41 met those requirements with a combination of a mixed flow compressor, a lightweight annular combustion chamber and hollow turbine blades for both rotor and stator.
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This was achieved at the Black Rock Desert in Nevada, US. It is powered by a single Rolls-Royce Avon jet engine sourced from an English Electric Lightning, and has a configuration somewhat resembling that of the mid-1960s-era J79 turbojet-powered land speed record cars of Art Arfons, collectively known as the "Green Monster" cars. KTVN TV (Reno, Nevada) reporter/photographers Michael Hagerty and Gary Martin covered the record setting attempt in the days leading up to the record. The car was unceremoniously stored under a tarpaulin in the only automotive garage at Black Rock desert when it wasn't being worked on by the team. A propane torch was used to burn the line straight down the hard cracked dirt of the desert for the driver to follow.
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Heinkel He 178, in August 1939 the world's first aircraft to fly purely on turbojet power Caproni Campini N1 in flight The Gloster E28 taking off After the first instance of powered flight, a large number of jet engine factories were suggested. René Lorin, Morize, Harris proposed systems for creating a jet efflux.Jet Propulsion of Aircraft Part III G Geoffrey Smith Flight September 25th 1941 In 1910 the Romanian inventor Henri Coandă filed a patent on a jet propulsion system which used piston-engine exhaust gases to add heat to an otherwise pure air stream compressed by rotating fan blades in a duct. It was installed in his Coandă-1910 but this craft probably never flew. During the 1920’s and 1930s a number of approaches were tried.
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The overall effective exhaust velocity of the two exhaust jets can be made closer to a normal subsonic aircraft's flight speed. In effect, a turbofan emits a large amount of air more slowly, whereas a turbojet emits a smaller amount of air quickly, which is a far less efficient way to generate the same thrust (see efficiency section below). The ratio of the mass-flow of air bypassing the engine core compared to the mass-flow of air passing through the core is referred to as the bypass ratio. The engine produces thrust through a combination of these two portions working together; engines that use more jet thrust relative to fan thrust are known as low-bypass turbofans, conversely those that have considerably more fan thrust than jet thrust are known as high-bypass.
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The Bloodhound project was announced on 23 October 2008 at the London Science Museum by Lord Drayson – then Minister of Science in the UK's Department for Innovation, Universities and Skills – who first suggested the project in 2006 to land speed record holders Richard Noble and Andy Green, a pilot and Wing Commander serving in the RAF. The two men, between them, have held the land speed record since 1983. In 1983, Noble, a self-described engineer and adventurer reached 633 mph (1,019 km/h) driving a turbojet- powered car named Thrust2 across the Nevada desert. In 1997, he headed the project to build ThrustSSC, which was driven by Green at , thereby breaking the sound barrier, a first for a land vehicle (in compliance with Fédération Internationale de l'Automobile rules).
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In October 1948, a conference in Dayton, Ohio was addressing the problems of the XB-55 when it was proposed over lunch that the XB-52 (Boeing Model 464), which until that point had been planned with turboprop engines, could be equipped with the forthcoming Pratt & Whitney J57 turbojet engines. Within a week, it was clear that not only would the XB-52 outperform the XB-55, it could be flying at least a year before the XB-55 could be expected to have reliable engines. Also bearing on the decision to abandon the XB-55 program were government funding constraints and the growing realization that the B-47 was becoming more successful than first projected. On 29 January 1949, the Air Materiel Command was directed to cancel the Boeing XB-55 contract.
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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.
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Following peace between Egypt and Israel in 1979, the RJAF began to modernize its fleet once again. The first part of this program was the procurement of the Dassault Mirage F1 which became the RJAF's frontline fighter supported by generous aid from wealthy oil-rich Arab states. The Mirage F1 was selected over the General Dynamics F-16/79 (an F-16A powered by the GE J79 turbojet series as opposed to the Pratt & Whitney F100, which had 25% more power in afterburn) while also acquiring the Northrop F-5 to complement the Mirage F1CJ/EJ in the process. In the 1980s, the RJAF supported Saddam Hussein and the Iraqi regime during the Iran-Iraq War, committing their aircraft for combat training alongside Iraqi aircraft squadrons with one joint aircraft squadron.
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In addition, the new aircraft had to use the General Electric TG-180 axial turbojet which entered production as the Allison J35. On 11 November 1944, Republic received an order for three prototypes of the new XP-84—Model AP-23. Since the design promised superior performance to the Lockheed-built P-80 Shooting Star and Republic had extensive experience in building single-seat fighters, no competition was held for the contract. The name Thunderjet was chosen to continue the Republic Aviation tradition started with the P-47 Thunderbolt while emphasizing the new method of propulsion. On 4 January 1945, even before the aircraft took to the air, the USAAF expanded its order to 25 service test YP-84As and 75 production P-84Bs (later modified to 15 YP-84A and 85 P-84B).
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In subsequent literature, the accent has been put more on magnetohydrodynamics than on the chemical part of these engines, which are now simply referred to as a scramjet with MHD bypass as these concepts intimately require each other to work efficiently. The idea of thermally shielding the engine is detailed in the fundamental analysis of an ideal turbojet for maximum thrust analysis in the aerothermodynamics literature. That is, putting the turbine (work extraction) upstream and the compressor (work addition) downstream. For a conventional jet engine, the thermodynamics works, however the advanced thermo-fluids analysis shows that in order to add sufficient heat to power the aircraft without thermally choking the flow (and unstarting the engine) the combustor has to grow and the amount of heat added grows as well.
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Yakovlev Yak-23UTI On 11 March 1947, the Council of People's Commissars ordered several design bureaux (OKB), including that of Alexander Yakovlev, to develop a single-seat, straight-winged jet fighter to be equipped with a single British Rolls-Royce Nene or Rolls-Royce Derwent turbojet engine. The aircraft should have a maximum speed of at sea level and a speed of at an altitude of . It should be able to climb to that altitude in 3.5 minutes or less and should have a maximum range of no less than . Alexander Yakovlev decided to develop two designs, the Yakovlev Yak-25 in accordance with the Ministry's order and a lightweight, more agile aircraft (the Yak-23) in the hopes that one or the other would win an order from the Ministry.
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To alleviate these drawbacks, the Regulus II was designed with an inertial navigation system, which required no further input from the launch ship / boat after launch, and a greater range through improved aerodynamics, larger fuel capacity, and a lower specific fuel consumption from its jet engine. Prototype missiles were built, designated XRSSM-N-9 Regulus II, with retractable landing gear, to allow multiple launches, and Wright J65-W-6 engines and Aerojet General booster, which restricted them to subsonic flight. The first flight of the XRSSM-N-9 took place in May 1956. Beginning in 1958, testing was carried out with the XRSSM-N-9a, equipped with the General Electric J79-GE-3 turbojet and a Rocketdyne solid-fueled rocket booster to allow the entire flight envelope to be explored.
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