Frank Whittle invented the turbojet engine in 1937. In the post-war years jet engines would become the next step in aircraft development. This impact would be felt across all sectors of aviation, from commercial to military, and would play a big part in furthering flying technology to unthinkable new heights.
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Very nice video 😊
It would be helpful to mute the narration on the original footage when adding your own. It's really distracting to hear the other narration under the one I'm trying to listen to.
This video got me thinking it's More of a space thing really but I think it fits here.
This whole thing with engines not going quick enough. And with people officially crying outheories that. Once were in the domain of science faction? I think there may be on a correct course, but they still have it wrong. I think you should use the third way possible of movement ,and not move yourself but the whole of space and time around you. I think only then real choice becomes possible within a block Universe.. And real travel.
But that's just me I guess
Did Whittle design ME-262?
Inspiring to see women driving the agenda.
TOO…MANY….ADS.
Gave up watching…😕
5:12 hitler stache wearing heatwave glasses in the 50s far out
Did they ever try to barrel roll the Comet in any of its iterations? Because the pilot responsible for demonstrating the 707 for investors and the big bosses, did just that.
I can't get enough of your incredible talent. ��
Excellent
Whittle didn’t invent anyting, his 1930 patent was flawed and didn't work until 1941 and became obsolete before 1945 ..Germans flew in 1939 and their axial flow design is the one all jet engines are based on..
Dehaviland set the table. Boeing ate their lunch.
You refer to the Vickers Viscount, yet…..Not a single picture of the Viscount can be seen in this production. Lots of pictures of the Brittania and the Vanguard but non of the Viscount. Or perhapse I missed something ?
Whilst a lot of the British story is focused around Sir Frank Whittle’s efforts throughout the world, it is apt to overlook contemporary European interests of the time most notably Von Ohain, because of his book in the 1950’s. This has been corrected by modern revisionist historians and engineers. I would refer you to Dr Hermione Giffard’s book Making Jet Engines in World War II, which has corrected the historical narratives with engineering facts.
Whittle was only responsible for a centrifugal jet engine with a double sided impeller compressor and reverse flow combustion system, made up of individual combustor bins in which the air is reversed twice, giving 1600 pounds of thrust and had no involvement in the axial flow engine development or the industrialisation by Rolls Royce, de Havilland, and Armstrong Siddeley. Major George Bulman head of British Engine development for MAP held strong opinions on Whittle’s ability to design and manufacture in volume a jet engine powerful enough to eclipse the available piston engines. Arguably he was proven correct until Rolls Royce became involved.
The Whittle engine issue of this architecture resulted in poor power output. Rolls Royce developed the simplified centrifugal Derwent designed by Adrian Lombard used the double sided impeller but with straight through combustion system and was more powerful at 1900, Pounds of Thrust. The de Havilland goblin designed by Frank Halford took the Derwent design further and simplified for the Goblin at 3000 Pounds of Thrust
However what is less known is the work of Dr AA Griffith and Hayne Constant. Before the war Dr AA Griffith has produced a paper on the principle of a turbine axial flow engine as part of the RAE, this was developed into a British axial flow series of engines produced by Metrovicks, in association with Armstrong Siddeley, part of Hawker, which became Bristol Siddeley and finally Rolls Royce.
The key engine during the war was the F2 which not surprisingly were more powerful than the Whittle design, first delivering 1,800 lbf (8,000 N), but soon scaling up to well over 2,000 lbf (8,900 N). Around that time, the Whittle W.2B was developing only 1,600 lbf (7,100 N). However, although more powerful than the German Jumo 004 and BMW 003 engines like them there was concerns about reliability particular after the F2 prototype Meteor crashed in early 1944. The meteor prototypes were used to test all jet engines, so Whittles, de Havilland, Rovers, Rolls Royce and the F2 axial flow called “Beryl”. Whittle’s engines were only powerful enough for ground speed runs. The first meteor prototype to fly used the de Havilland Goblin.
So, whilst the first British jet fighters used the Rolls-Royce RB.23 Welland, in the Meteor and de Havilland Goblin, in the Vampire, Metrovicks continued to develop the British Axial Flow engines, the final being the considerably larger F.9 Sapphire with Armstrong Siddeley, to become the Bristol Siddeley Sapphire, which powered the Hawker Hunter, Gloster Javelin and the Victor V bomber. It was subsequently developed into the Rolls Royce Avon then Conway and ultimately Bristol Siddeley Olympus.
So considering passenger aircraft, the de Havilland Comet initially used the de Havilland Ghost engines 5500 pounds thrust designed by Major Frank Halfords team. Frank Whittle had nothing to do with the design and indeed was apposed to its design. The development of the axial flow engines Sapphire was led by Hayne Constant and the Avon by AA Griffith.