“ JET PROPULSION” 1952 EDUCATIONAL FILM EXPLAINING THE BASICS OF JET AIRCRAFT ENGINES 25094
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This 1952 Encyclopedia Britannica Film explains how jet propulsion works in simple terms. It uses the third law of motion and several animations of different types of jet engines to explain this. It ends with extensive inflight footage of a McDonnell F2H Banshee while explaining the benefits that jet propulsion can bring.
0:09 Encyclopedia Britannica Films, 0:15 “Jet Propulsion”, 0:30 overview of an airport in the US with United DC-6s and TWA DC-3s, 0:56 close ups of propellers, 1:24 a United DC-3 taxiing, 1:40 close ups of propellers, 2:00 animation showing the efficiency of propellers with speed, 2:25 an early jet engine, 2:44 a child blowing up and letting go of a balloon, 2:59 the third law of motion, 3:09 animation showing what makes the balloon fly, 3:47 third law of motion demonstrated through a boy jumping on a wagon, a sprinkler in action, and a gas powered toy model, 5:20 animation showing how an airplane jet engine works, 7:23 close ups of an actual jet engine, 7:43 a pilot getting into a US Air Force McDonnell F2H Banshee, starting it up, and taking off, 9:17 F2H Banshee flying, 9:51 animation showing the efficiency of jet aircraft at different speeds, 10:16 animation of a turboprop engine, 10:42 animation showing how a pulse jet engine works, 10:55 animation showing how a ram jet engine works, 11:11 a rocket taking off, 11:35 an F2H Banshee flying in the air, 12:22 The End
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I remember when I saw a jet airplane for the first time. In the late 50s, the local airport had an open house, and people could go through the airplanes on display there. One of them was a Boeing 707, which, ironically was the first plane I flew on when, a few years later, I left to enter the military.
My airport included an Air National Guard wing flying Korean War F-86 Sabre jets. This was in 1962. The airlines at our airport were still flying prop jobs like Convair, DC-6, and TWA using Connie's which were close to retirement.
I've been a jet engine tech since 1974 and we were taught the basic principle was simple " Sucks, Blows and Goes ". and " don't stand in the front or stand in the back when running ". Cool video, thanks !
I learned it as "sucks, burns, blows, and goes."
My Father flew in a De Havilland Comet from the UK to Cyprus when he began his National Service in 1957.
This W.1X engine, which was sent to General Electric in 1941, is now in the Smithsonian, Washington DC. The Whittle/Power Jets W.1 engine can be seen in the Flight Gallery of the Science Museum, London, together with the WU. The prototype Gloster E.28/39 is suspended from the roof nearby.
Whittle has frequently been criticised by his detractors for his decision to use of the “dead end” technology of the centrifugal compressor. In fact, there was no decision to be made: he utilised a known technology and took it to the limit. He had no access to axial flow technology, nor did he have the resources to design an axial flow compressor, let alone to develop it.
At the end of WWII, centrifugal flow engines were still some way ahead of axial flow engines, in terms of performance and reliability. For example, Rolls-Royce’s Derwent 1 engine and DeHavilland’s H.1/Goblin had higher pressure ratios and lower specific fuel consumption figures than the Jumo 004B, which powered the Me 262. It would take until the end of the 1940s before the axial flow engine drew ahead, and it would need a considerable amount of development work.
In the UK, the Royal Aircraft Establishment (RAE), led by AA Griffith, had secretly been working on a series of axial flow compressors during the late 1930s. Their objective was the development of a turboprop engine. However, with the success of Whittle’s WU engine, their F.1 turboprop project transformed into a turbojet, the development of which was continued at Metropolitan Vickers (Metrovick) in Manchester.
The Metrovick F.2/1 engine had its first run in November or December of 1941 and two F.2/1 engines took to the air in 1943, powering the Gloster Meteor prototype. They were larger, heavier, and had a higher trust than the Whittle W.2B engines intended for the Meteor, but they had reliability problems. Further development resulted in the F.2/4 Beryl engine, with a thrust of 4,000lb. However, by the end of WWII, Rolls-Royce had produced the centrifugal flow Nene, with a thrust of 5,000lb.
The Beryl never went into full production, but further development at Metrovick resulted in the F.9. The project was handed over to Armstrong Siddeley in Coventry after WWII, to become the Sapphire 6. The engine was licence-built in the USA as the Wright J65, of which thousands were produced. Also, following WWII, the Nene was built under licence in the USA as the P&W J42, and the P&W J48 was a licence-built Rolls-Royce Tay.
In 1941, in addition to being sent the W.1X engine, General Electric received drawings of Whittle’s W.2B engine. These were used as the basis for the GE I-A, which ran the following year. It went into production as the GE J31, and still had Whittle’s original reverse-flow combustion chamber arrangement. However, GE further developed the engine with straight-through combustion chambers as the I-40. Production was handed over to Allison, and the engine became the Allison J33, of which thousands were built.
With the industrial might of the nation behind it, the jet engine industry took off in the USA after WWII, but its launch pad was made in the UK.
I promised more to follow: here it is.
And what of von Ohain in Germany, whose rudimentary turbojet, the first true jet engine to fly, took to the air in August 1939 and flew for all of six minutes?
It is well known that, on more than one occasion, in the company of Sir Frank Whittle and other respected engineers of the early jet engines, he made a very telling remark. He would say that if Whittle had enjoyed the level of support that he had received in the early days, the RAF could have had a jet fighter in service some three years earlier than the Luftwaffe.
Hans Pabst von Ohain applied for a patent for his engine in 1935, but only after his patent lawyer pointed out that features in hist application would infringe Whittle’s patent of 1931 and should be amended. He had Max Hahn build a very rudimentary sheet-metal ‘garage engine’ for him in that year. It was driven by an electric motor and there are some reports that it was fuelled with “a little petrol”, which burned in the exhaust. However, Ernst Heinkel then took an interest in Von Ohain’s engine, which was moved to the Heinkel works, where further unsuccessful attempts were made to run it.
Von Ohain’s second demonstration engine was completed in the spring of 1937, and it was initially motored over, driven by a belt drive from a pulley in the roof of the workshop. There are claims that it ran soon after, but other reports suggest that it was only motored over for pressure measurements. Heinkel recorded that it ran on hydrogen in September 1937 and on petrol in the spring of 1938. However, Hahn and von Ohain had to work “night and day”, as the engine was experiencing overheating problems, with Hahn coming up with a vaporiser arrangement for the combustion chamber.
Work on a third version of the engine, the HeS3, followed and an HeS3A version was flight tested, slung beneath an He 118, sometime between May and July 1939. The HeS3B, which powered the He 178 for that first six-minute flight on 27 August 1939: however, it was far from reliable and the He178 may have made only a few more flights.
In the meantime, Whittle had completed the second rebuild of his WU engine, with ten reverse-flow combustion chambers. Testing began October 1938 and continued until February 1941, when a failure in the rim of the engine’s original turbine disc released several blades, resulting in damage beyond repair. The engine can now be seen in London’s Science Museum.
Nevertheless, the success of the WU led to the ordering of a flight standard engine, the W.1, which was based closely on the WU in its third and final form. Testing of the W.1 began in February 1941 and, following 25 hours of high-power testing, it was released for 10 hours of flight trials. Nominally rated at a thrust of 1,240lb, at 17,750rev/min, it was derated for flight at a thrust of 860lb, at16,500rev/min.
The first flight of the Gloster E.28/39 took place on the evening of 15 May 1941 at RAF Cranwell and lasted 17 minutes. That was the official first flight, but the aircraft had taken off briefly during taxiing trials at Gloster’s airfield at Brockworth, on 8 April, powered by a non-flight-standard W.1X engine. This engine was later shipped over to GE in the USA, where it became the first jet engine to run in the USA.
And more to follow.
The aircraft in this video with the V on the tail are from reserve squadrons at NAS Glenview, now a suburb North of Chicago. The colored band around the mid fuselage is orange. Glenview is where navy pilots flew from to qualify to land on carriers during WW2 on the Wolverine and Sable in Lake Michigan.
Loved that film
3:45 That boy walked down that wall and jumped out of his wagon and lived. lol Very lucky he didn't fall. What a wild world back then. So much has changed. More than half a hundred people in a plane.
Back then, Toys and activities were designed to showcase the intelligent and shed light on the others lol
3:50 ok kid, now jump down on your wagon and try not to bust your butt. Aaaand ACTION!
4:30 that car was sick
We designed and built those in woodshop back in Jr. High.
Made mine look like a funny car.
1:48 What type of aircraft is that?
The Bearcats are recognizable but I can't make out the ones with the big spinners.
F8F-1 Bearcat
Martin AM-1 Mauler
@@HawgKeeper I don't think so. The Mauler has an air scoop in front of the canopy, these don't have that.
Die Sauerkrauts haben das erste Strahlflugzeug gebaut und geflogen! Das war bitter für die Briten , ist aber die Realität. Das hier gezeigte Triebwerk hat einen typischen Kegel in der Düse , genau wie das Junkers Jumo 004. Interessant.
Yes, it's a fact, but the He 178 flew for only 6 minutes on its first flight, because the engine couldn't be run for any longer than that, and the aircraft landed as a glider. The He 178 would not have been allowed into the air in the UK (or the States), as it would not have been considered airworthy.
The Gloster E.28/39 didn't fly until May 1941. Its first flight lasted 17 minutes, at the end of which it landed under power and was wheeled into its hangar, with no inspection of the W.1 engine, which had previously undergone 25 hours of ground tests at high power. The engine flew for its cleared 10 flight hours, at the end of which it was stripped and inspected. The only defect found was a small crack in a combustion chamber.
In 1944, the Jumo 004B, with its axial flow compressor, had a lower pressure ratio and a higher specific fuel consumption than Whittle's 1941 centrifugal flow engine. The 004B worked - but only just. That is also a fact.
I’m sorry (no, not really), but there are some contributors on the far side of the pond who need to be given a few facts about jet engines.
Firstly, let’s be clear, the principle of the gas turbine to produce shaft power (like the steam turbine, a British invention) had been established many years before its use as a jet engine occurred to anyone. At the beginning of the 20th century, the Holzwarth ‘explosion’ (constant volume combustion) gas turbine was developed, but its thermal efficiency was only about 8 percent.
Beyond this, there were other attempts to produce a gas turbine operating to the Brayton (constant pressure combustion) cycle, which Brown Boveri in Switzerland finally did successfully in 1938, with an industrial gas turbine driving an electrical generator producing about 5MW. It was finally taken out of service in 2002, because the generator had sustained damage.
In 1922, Maxime Guillaume (who may have been Belgian) was granted a French patent for an axial flow jet engine. He’d had a bright idea, but it was very rudimentary, and he was an agricultural engineer who couldn’t back up his idea with theory and calculations. In 1926, Dr A A Griffith of the Royal Aircraft Establishment in the UK wrote a report in which he proposed an axial flow gas turbine aircraft engine, driving a propeller: what is now known as a turboprop.
In 1928. A 21-year-old RAF technical apprentice by the name of Frank Whittle wrote a thesis discussing high speed flight. He hadn’t got his ideas sorted and proposed a machine using a combined piston-engine compressor and combustion system, to power an axial flow turbine driving a propeller. The following year, now a qualified RAF pilot, Whittle did come up with the idea of a true propulsion gas turbine: what is now known as a turbojet.
However, his proposal, including the relevant theory and calculations, was forwarded to Dr Griffith no less, who rejected the proposal. He believed that, with its centrifugal compressor, it would be too large in diameter and, in any case, would produce insufficient jet thrust. Nevertheless, in 1930, Whittle submitted a patent application for a turbojet, which was granted the following year.
Discouraged, Whittle continued with his flying career and became an instructor and one of the RAF’s top aerobatic and stunt pilots. However, in 1934, the RAF sent him off to Cambridge University, where he gained his degree in only two years while also working on his engine, encouraged by some influential friends. They had managed to arrange a small amount of venture capital funding and Power Jets Ltd was founded.
On 12 April 1937, Whittle’s WU engine was started up and ran for the first time on 12 April 1937, at the BTH works in Rugby, England. It ran out of control because excess fuel had collected in the combustion chamber - but it was the first gas turbine propulsion engine in the world to run unassisted under its own power.
That’s enough for now: more to follow.
Germans were the first yo use this technology during WWS.
WWS? 😂😂
YES... ME 262!!
@@py2rpjrubens450The Heinkel He 178 was the first flying jet powered plane. The ME-262 was the first jet powered combat aircraft.
@@joemoore4027 Really...Thank"s... both are beatiful!! hugs
With an engine life of 12 hours between rebuilds, it worked out pretty bad for them.
02:25 Finally an American film which correctly credits the invention of the jet engine to be British. (note Germans used Frank Whittle's patent and did not invent the jet turbine ).
This film was made by Encyclopaedia Britannica so not entirely unsurprising that it credits Britain
@@IronFist. This was one of the educational films films shown in school classrooms in the 1950s and 60s on 16mm film projectors.
The first patent application for a jet engine to power an aircraft was submitted in 1921... By a French engineer, in France, which is probably one of the sources that Whittle got the idea from. The first jet engine successfully used in a military aircraft was of German origin, and regardless of who it was copied from, design changes were implemented prior to it's use. In fact, the idea of a gas powered turbine had been tossed around by many engineers for years prior to Whittle's design, and the concept didn't originate in his mind. The stumbling block that everyone faced was finding a material that could withstand the exhaust temperatures that are generated. It seems that ever since the colonies gained their independence, some Brits are obsessed with trying to point out that the UK is still superior and always number one, trying to bask in the glory of days gone by... They may as well resign themselves to the fact that they aren't any more and get over it.
The first gas turbine to successfully run self-sustainingly was built in 1903 by Norwegian engineer Ægidius Elling.
@@IronFist. I watch a lot of documentaries made by the British, they take a copious amount of credit for things they had nothing to do with. I watched one and the commentator was claiming the cellular phone as a British invention lol. Others claim the internet, the web, personal computers lol.
Have you guys ever met or know of David Hoffman? I watch his channel as well. I think y'all would make great friends.
Baywatch?
@@indigohammer5732 David Hoffman, filmmaker.
That political Nitwit? I blocked him a long time ago.
Yeah, my favorite channels
The narrator sounds like Steve Allen.
"I thought that the major was a real lady suffragette! JET! Wooo hoo oo wooo hoo hoo oo! JET!" -- Paul McCartney
"Bu, Bu, Bu, Benny & the Jets."
4:55 ...it is the imbalance of the pressure...
Pressure imbalance machine
Sort of like the kamala supporter
@@KingfishStevens-di9jiYou are in the wrong place. Most of us are here for the content, not your political views.
After watching this I'm "jetting" over to my local supermarket
👍🏽😎👍🏽🛩️
What a bunch of nonsense!
You must be an expert! I'll take your word for it.
What a crap comment!