Figure 1.--Both British and German companies were interested in jet engines before the war. The Germans actually funded the project and thus came up with the first prototypes. Only Hitler's interfearance prevented the deployment of jet aircraft early enough to have made a difference in the War. The ME-262 was a magnificent plane it even had the look of a killer, albeit with serious weknesses. Again Hitler interfeared. This time he prevented it from being used effectively. The British also eventually developed a jet -- the Glouster E-28 Meteor. The two planes, however, never met in combat. America was behind in jet developed. Experts assured U.S. Army Air Corps commanders that jet propulsion was not feasible. A prototype was, however, produced in great secrecy. Its capabiities were far below that of the German and British planes. It was also dangerous to fly. Only after VE Day did the American public get a look at their country's first jet. Lockheed put the P-80 on display at its Burbank facility. The caption read, "Lockheed P-80 Jet Exhaust Isn't Good Bunk: Neal Newton Jr. (above), 13 [the editor obviouly got the age wrong], may find the exhaust outlet on a Lockeed P-80 jet plane a comfy place to relax but we wouldn't recommend it for sleeping. The outlet hears up to 1500 degrees Fahrenheit during flight of the speedy fighter plane, which was shown to the public here for the first time." The photograph was dated July 31, 1945.

While piston engines were the primary power source for World War II aircrft, both the Allies and the Axis powers worked on jet engines. America, Britain, Germany, and Japan were all working on jet engines. Here the Luftwaffe had the decided lead and not only deployed the formidable ME-262 Swallow and V-1 buzz bomb (a primitive cruise missle with a ram jet). The ME-262 was the most formidable fighter of World War II One of the ME-262's main weaknesses was, however, that the engine rotors in the axial design required scarce metals and German metalurgy had not caught up with the advamces of the aviation industry. The rotors had to be replaced after only a short service life of about 25 hours, amd this was only if the pilot carefully regulated acceleration, something difficult to do in the heat of battle. The high temperrtatures achieved in the German jet engines could not be tolerated by the alloys the Germans used for the rotors. This was crucial because ectended delays in servicing the engines suignificantly reduced the number of planes that could be deployed at any given time. The Luftwaffe was in the process of deploying a second generation of jet aircraft when the NAZIs surrenderd (May 1945). The German advantage in jet technology was largely nulified by Hitler's interference. The German second generation of jets included both fighters and bombers. Especially important was a new engine which required less scarce metals and had a longer service life. They were also easier to operate and inexperinced pilots could be used. This could have very subtanially change the course of the air war. Thanfully for the Allies, Hitler came to thiur assistance. He interfered and essentially threw away the German advantage. He ordered developmental projects cut back to focus resojrces on proven technologies to defeat the Soviets (1942). And once developed, he insisted it be used as a bomber rather than a fighter, an absurd use of this potent aircraft. The expanding Allied bombing campaign, some that ME-262 squadrons if available, could have effectively combatted, both slowed production and reduced the availability of fuel. British designer Frank Whittle also produced a jet engine. He was behind the Germans because the Air Ministry concluded that jet propulsion was not practical (1929). The decission was largely based on the work of A.A. Griffith at the Royal Aircraft Establishment (RAE). Whittle disagreed, but without RAF backing, had to be done at a slow speed with the limited private financing available. Whittle chose the centrifuicval design for his engines which avoided the metalurgical problems encountered by the Germans. Thus the Glouster E-28 Meteor could be deployed much more effectively. Today there are no serviceable ME-262s while there are Meteors. The Air Ministry did not change their minds until months before the War (1939). And in the heat of battle, only limited resources were made available for this unproven new technology. The Americanns were also working on jet propulsion, but at wars end their engines were unable to generate the thrust achieved by either the Germans and British meaning the early American jets had poor performance. The Japanese also worked with jet engines. They made little progress until late in the War, the Germans began sharing their high technology with them. Unlike the Allies who began sharing technology even before America entered the War, the Germans at first provided only limited assistance to the Japanese. And when the Germans began providing their high technology. it was too late. The American bombing and submarine campaigns severely limited the ability of Japanese industry to make any important use of the advanced German technology.

Capabilities

While piston engines were the primary power source for World War II aircrft, there were limitations on piston poweed air craft. The propeller which transformed the pison energy to drive created wind resistance. This mean that the sound barrier could never be exceeded. No engin was large enough to overcome this basic limitation. The P-51 Mustang was the epitony of a piston powered plane. No matter how brilliant the engineers, capabilities could not be significantly increased. Dispensing with the propellers meant that very significant increases in speed were possible. The World War II jets achieved that, but only just. The speed advances were limited by still basic jet ebgine design and the propulsion they could generate.

Types

An early issue un jet enfine design was the axial and centrifugial design options. The Germans chose the simpler axial design. Whittle chosen the centrifuicval design for his engines which avoided the metalurgical problems encountered by the Germans. Thus the Glouster E-28 Meteor could be deployed much more effectively. Today there are no serviceable ME-262s while there are Meteors.

Countries

Both the Allies and the Axis powers worked on jet engines. America, Britain, Germany, and Japan were all working on jet engines. Here the Luftwaffe had the decided lead and not only deployed the formidable ME-262 Swallow and V-1 buzz bomb (a primitive cruise missle with a ram jet). The ME-262 was the most formidable fighter of World War II One of the ME-262's main weaknesses was, however, that the engine rotors in the axial design required scarce metals and German metalurgy had not caught up with the advamces of the aviation industry. The rotors had to be replaced after only a short service life of about 25 hours, amd this was only if the pilot carefully regulated acceleration, something difficult to do in the heat of battle. The high temperrtatures achieved in the German jet engines could not be tolerated by the alloys the Germans used for the rotors. This was crucial because ectended delays in servicing the enbgines suignificantly reduced the number of planes that could be deployed at any given time. The Luftwaffe was in the procss of deploying a second generation of jet aircraft when the NAZIs surrenderd (May 1945). The German advantage in jet technology was largely nulified by Hitler's interference. The German second generation of jets included both fighters and bombers. Especially important was a new engine which required less scarce metals and had a longer service life. They were also easier to operate and inexperinced pilots could be used. This could have very subtanially changed the course of the air war. Thanfully for the Allies, Hitler came to theur assistance. He interfered and essentially threw away the German advantage. He ordered developmental projects cut back to focus resojrces on proven technologies to defeat the Soviets (1942). And once developed, he insisted it be used as a bomber rather than a fighter, an absurd use of this potent aircraft. The expanding Allied bombing campaign, some that ME-262 squadrons if available, could have effectively combatted, both slowed producgtion and reduced the availability of fuel. British designer Frank Whittle also produced a jet engine. He was behind the Germans because the Air Ministry concluded that jet propulsion was not practical (1929). The decission was largely based on the work of A.A. Griffith at the Royal Aircraft Establishment (RAE). Whittle disagreed, but without RAF backing, had to be done at a slow speed with the limited private financing available. The Air Ministry did not change their minds until months before the War (1939). And in the heat of battle, only limited resources were made available for this unproven new technology. The Americanns were also working on jet propulsion, but at wars end their engines were unable to generate the thrust achieved by either the Germans and British meaning the early American jets had poor performance. The Japanese also worked with jet engines. They made little progress until late in the War, the Germasn began shafring their high technology with them. Unlike the Allies who began sharing technology even before America entered the War, the Germans at first provided only limited assistance to the Japanese. And when the Germans began proding their high technology. it was too late. The American bombing and submarine campaigns severely limited the ability of Japanese industry to make any important use of the advanced German technology.

Germany

The Germn Luftwaffe had the decided lead. The huge appropriations Hitler lavished on the Luftwaffe brought enormous advantages when he and stalin launche the war. The Germans not only deployed the formidable ME-262 Swallow and V-1 buzz bomb (a primitive cruise missle with a ram jet). The ME-262 was the most formidable fighter of World War II One of the ME-262's main weaknesses was, however, that the engine rotors in the axial design required scarce metals and German metalurgy had not caught up with the advamces of the aviation industry. The rotors had to be replaced after only a short service life of about 25 hours, amd this was only if the pilot carefully regulated acceleration, something difficult to do in the heat of battle. The high temperrtatures achieved in the German jet engines could not be tolerated by the alloys the Germans used for the rotors. This was crucial because ectended delays in servicing the ebgines suignificantly reduced the number of planes that could be deployed at any given time. The Luftwaffe was in the process of deploying a second generation of jet aircraft when the NAZIs surrenderd (May 1945). The German advantage in jet technology was largely nulified by Hitler's interference. The German second generation of jets included both fighters and bombers. Especially important was a new engine which required less scarce metals and had a longer service life. They were also easier to operate and inexperinced pilots could be used. This could have very subtanially changed the course of the air war. Thanfully for the Allies, Hitler came to theur assistance. He interfered and essentially threw away the German advantage. He ordered developmental projects cut back to focus resojrces on proven technologies to defeat the Soviets (1942). And once developed, he insisted it be used as a bomber rather than a fighter, an absurd use of this potent aircraft. The expanding Allied bombing campaign, some that ME-262 squadrons if available, could have effectively combatted, both slowed production and reduced the availability of fuel. A reader writes, "A note of interest; have you ever looked at the rear view of a Me-262 and all twin engine modern jets since the 737. They look almost identical except for the extended belly for the the landing gear on some jets. The Germans had the classic jet fuselage design as well as the swept wings right from the start."

Britain

British designer Frank Whittle also produced a jet engine. He was behind the Germans because the Air Ministry concluded that jet propulsion was not practical (1929). The decission was largely based on the work of A.A. Griffith at the Royal Aircraft Establishment (RAE). Whittle disagreed, but without RAF backing, had to be done at a slow speed with the limited private financing available. The Air Ministry did not change their minds until months before the War (1939). And in the heat of battle, only limited resources were made available for this unproven new technology.

America

The Americans were also interested in the idea, but experts assured American air commanders that jet propulsion was not feasible. Only when the Bririh began sharing their secret research, did the Americans begin working on jet propulsion. A prototype was, however, produced in great secrecy. At wars end, however, the American jet engines were unable to generate the thrust achieved by either the Germans or British meaning the early American jets had poor performance. Its capabiities were far below that of the German and British planes. It was also dangerous to fly. Only after VE Day did the American public get a look at their country's first jet. Lockheed put the P-80 on display at its Burbank facility (figure 1).

Japan

The Japanese also worked with jet engines. They made little progress until late in the War, the Germasn began shafring their high technology with them. Unlike the Allies who began sharing technology even before America entered the War, the Germans at first provided only limited assistance to the Japanese. And when the Germans began providing their high technology. it was too late. The American bombing and submarine campaigns severely limited the ability of Japanese industry to make any important use of the advanced German technology.

Soviet Union

Created: 11:35 AM 2/10/2016
Last updated: 11:35 AM 2/10/2016