7/29/2019 Me262 Engine 2

1/18

S IS THE CASE with theairframe of the Me-262, theJunkers Jumo 004 axial flow

gas turbine jet power plant is acompromise between design desireand available materials andproduction facilities.

A

Outstanding evidence of compromises resulting from lack ofmaterials is the fact that more than7% of the air taken in is bled off forcooling purposes. Despite this,

however, most engines were foundto have a service life of about only10 hr., against a design life of 25 35 hr. Additional compromises areevident in the design, which showsthat the production engineer undoubtedly hampered by lack ofboth plant facilities and adequateskilled labor has been as importanta factor in its construction as was thedesigner.

But the Germans had made realprogress in overcoming materialsdifficulties, for just after theycapitulated that development of a

new alloy of excellent heat-resistant qualities had made itpossible to get up to 150 hr. servicein actual flight tests, and up to 500hr. on the test stand.

A large unit, the 004 is 152 in.long from the intake to the tip ofthe exhaust; 30 in. in dia. at theskin around the six combustionchambers, with maximum diameterof the cowling reaching 34 in.

The circular nose cowling isdouble skinned, the two surfacesbeing welded together near theleading edge and held in positionby riveted channel shaped brackets.Diameter at the intake end is 20 in.,the outer skin increasing to 31 in.,the inner to 21. Inside thecowling is an annular gasoline tank

which is divided into two sections,the upper being of -gal. capacityfeeding fuel to the starting engine,the lower of 3-gal. capacity,feeding starting fuel to the

combustion chambers.The nose cowling attaches by

eight screws in captured nuts to theannular-shaped combination oil tankand cooler. Having 3-gal. capacity,this tank has a baffle close to theinner surface so that as warm oil isfed in from the top it is cooled as itflows around to the bottom ofannulus and the tank proper.

The oil tank, in turn, is attachedby 23 bolts on a flange to thealuminum alloy intake casting. Thisunit comprises the outer ring, withflanges on both front and rear faces,

!

9C;:++

7/29/2019 Me262 Engine 2

2/18

four hollow streamlined spokes, andthe inner ring.

Moving back to the front of theunit, though, we find inside the nosecowling a fairing which looks justlike a propeller spinner, increasingin size to 12 in. at the intake casting,leaving approximately 220 sq. in.intake area. This spinner houses thestarting engine, a two-cylinder two-cycle horizontally opposed gasolineengine which develops 10 hp. at6,000 rpm. The starting engine hasits own electric starting motor; and,for emergency, extending out to thefront of the spinner is a cable startersimilar to those found on outboardboat engines. The engine is 12 in.long, 10 in. wide, 8 in. high, andweighs 36 lb.

The starter engine is bolted to sixstuds in the bevel gear casting,which contains bears to drive theaccessories. Each of these gears iscarried by ball and roller bearings,

with the drive shafts fitting intointernally splined stub shafts on thebevels. There are two drive shaftsextending through two of thehollow fairings of the intakecasting, one going up to theaccessory case which is mountedatop the intake casting, the otherextending down to the main oilpumps, which are set inside thelower part of the intake casting.

The bevel gear casting, also ofaluminum alloy, is bolted to twelvestuds set in a flange in the frontface of the intake casting.

The rear side of the intakecasting's inner ring is cup-shaped,housing the front compressorbearing. This unit is comprised ofthree thrust races each with 15bearings mounted in steel linersset in a light hemispheric-shapedhousing which is kept in contactwith the female portion of theintake housing by the pressure of

ten springs held in place by a platebolting to the intake casting. Theouter bearing races are mounted inseparate sleeves which fit on thecompressor shaft.

This design not only allows forpreloading the bearings duringassembly to ensure even distributionof thrust, but the bearing assemblycan be left intact during disassemblysimply by withdrawing thecompressor shaft from the innersleeve.

Next in the fore-to-aft sequenceins the aluminum alloy stator

casting, which is built in top andbottom halves held togetherlongitudinally by eleven 3/8-in. boltsthrough flanges on each side, withattachment to the intake casting by24 3/8-in. bolts through a heavyflange. Running the entire length ofthe bottom half of the casting arethree .7-in dia. passages, one servingas part of the oil line leading to therear compressor and turbinebearings, one connecting oil sumps(which are located in both intake andmain castings), and one serving aspart of the oil return line from a

scavenge pump set in the rearturbine bearing housing.Just aft of the fourth compression

stage in both halves of the statorcasting is a slot, inside of which is aring with a wedge-shaped leadingedge pointing upstream and set toleave a .08-in. opening to bleed offair for part of the cooling system(which will be discussed later in aseparate section.)

Like the stator casting, the statorrings, which consist of inner andouter shroud rings and stator blades,are built as subassemblies, then

bolted in place and locked by smalltabs.Considerable variation, both in

materials used and methods ofconstruction, was found in thissection. In early production units,for example, the inlet guide vanesand first two rows of stator bladeswere of stamped aluminum withairfoil profiles; and in assembly,

,4C )-") - " 0" ,%)1)1"%

7/29/2019 Me262 Engine 2

3/18

ends of the blades had been pushedthrough slots in the shroud rings andbrazed in place. In other earlyengines, the third stator row variedboth in material and method ofattachment. In some cases it wouldbe of aluminum, but without airfoil;in others it would be of steel withthe ends turned to form flanges

which were spot welded to theshroud rings. The remainder werestamped sheet steel, zinc coated.

One late-production engineexamined showed a combination ofall the variations, with the inletguide vanes and first two rows ofstator blades of stamped aluminum,and the rest steel, indicating theGermans may have been swingingover from aluminum to steelexclusively. Apparently all the steelblades had been enameled, but thisprotective coating on the last row,where temperatures reached

approximately 380 deg. C., appearedto have been burned off.

Methods of attaching blades toshroud rings also varied. On theinlet guide vanes and first two rows,the ends of the blades had beenpushed through slots in the shroudrings and brazed in place; the 3rd,6th, and 7th rows had a weld allaround the blade end; the 4th, 5th,and 8th row blade ends had beenformed into split clips which werespotwelded to the shroud rings.

The outer shroud rings arechannel shaped with an angle

bracket riveted to each end, thisbracket in turn being bolted to a studset in the casing just inside themating flange. Inner shroud ringsare flanged along the leading edge,with the exception of the 7th row,which is channel shaped.

Except for the inlet guide vanesand the last row of stator blades,which act as straighteners, statorblades are arranged as impulseblading they are set at nearly zerostagger and simply serve as guidesto direct the airflow into the rotorblades.

"

3 ) %3 ) "1) , %

7/29/2019 Me262 Engine 2

4/18

The compressor rotor is made upof eight aluminum disks heldtogether by twelve bolts eachthrough shoulders approximately at

mid-diameter, with the entire unitbeing pulled together by a 38.75-in.long, .705-in. dia. tie rod which hasbeen estimated to have a stress ofsome 40,000 psi., with a force topull the assembly together figured atabout 16,000 psi.

Diameters of the disks increasefrom the low to high pressure endsas follows: Stage 1, 13.86 in., Stage2, 14.68 in., Stage 3, 15.61 in., Stage4, 16.44 in., Stage 5, 17.18 in., Stage6, 17.85 in., Stage 7, 18.24 in., andStage 8, 18.34 in.

To carry the compressor bearings

there is attached to each end disk asteel shaft with an integral diskcarrying a round-faced washer. Thisshaft goes through the disk and is

@ " )")%))%"))%

30" "%),"""%@"" )"))"))% ) ,"%C"")"%

*" ) " %

7/29/2019 Me262 Engine 2

5/18

tightened by a nut so that the face ofthis washer (rounded to facilitatealignment) bears against the diskface. The flange on the rear shafthas six slots around its outer edge,into which fit projections on the reardisk. Thus torque is transmittedfrom the turbine to the rearcompressor disk, and from there on

to the other disks by the boltspreviously noted as fastening thedisks together, the torque beingtransmitted to the compressor unitaround the faces, rather than througha central shaft.

Compressor rotor blades, of whichthere are 27 in the first two stages,38 in the rest, are all stampedaluminum with machined rootsfitting into pyramid shaped slots inthe rotor disk. Through the aft faceof each blade root, directly under theblade trailing edge, is a small screwset longitudinally and extending into

the disk.Tip stagger of the blades is about

the same through the first six stagesof compression, but increases in thelast two. Chord of the bladesdecreases through the eight stages asfollows: 1.95 in., 1,94; 1.34; 1.33;1.30; 1.30; 1.24; and 1.21.

Blade profiles in the first twostages are very similar (possiblyeven designed to the same section),while the third stage has a thickersection. Stages 4, 5, and 6 havethinner sections (here, too, possiblythe same), with about the same

chord as Stage 3, while the last twostages, though set at greater pitchand having slightly narrower chord,have generally similar camber andprofiles.

Clearances between the rotorblades and the stator casting are .103in. over the first three stages and .04over the remaining five. Axialclearances between rotor disks andinner stator shroud rings rangefrom .1 to .15 in., and axialclearances at roots between rotorand stator blades are .5 and .6 in.

Backbone of the 004 is a complex

aluminum casting which, in additionto providing the three engineattaching points, supports thecompressor casing through 25bolts the entire combustionchamber assembly, the turbinenozzle, the aft compressor bearing,the two turbine bearings and,through the combustion chambercasing, the entire exhaust system.

Moreover, in the base of each ofthe six ribs supporting thecombustion chambers, there arecored passages, five of which carrycooling air, one carrying lube oil.And, while the air passage arearemains constant between the

compressor and combustionchambers, the main casting changesthe shape from annular to circular atthe entrance to the chambers.

In the front of the casting, at thetip of the last stator row, is an 18-3/8-in. die. ring with a serrated inner

#

2 )" ) )" ) "%1)"%

)" ) % "-")"88"56"))1-"8"1%

7/29/2019 Me262 Engine 2

6/18

surface fitting closely to serrationson the aft face of the last compressordisc. Air bleeding through theserrations is carried aft throughcored holes in the casting to coolthere front face of the turbine diskand, on hollow-bladed turbines, tocool the blades themselves.

Just outside and in back of thisring are the fairings which divide theair and direct it into the individualcombustion chambers. Thesefairings, in turn, are surrounded by a28-in. o.d. ring with 25 bolt holes forattaching the compressor casing.Besides the bolt holes there are 18openings, six of which carry the airbled off from the compressor on aftfor exhaust system cooling, andtwelve smaller ones which takecooling air around the combustionchambers.

Around the outside of this ring,extending back to a heavy flange to

$

"), "" )")%+1"),%)"

)"%21""),"%

3") 88 " " )" )")88%

7/29/2019 Me262 Engine 2

7/18

which the combustion chambercasing bolts, are twelve raisedlongitudinal ridges arranged in pairs.These have machined faces havingfour bolt holes and two aligning pinsserving s the forward engine pickuppoints. With six such pickup points,the engine was designed for a widevariety of mountings. In the case of

the Me-262 plates with collared nutswere fastened to the two on eitherside of the topmost unit.

Overall length of the main castingis 37 in., with the previouslymentioned ribs tapering down fromthe aft face of the ring structure tothe central longitudinal memberwhich has an 8-in. dia. ant the aftend.

The aft compressor bearing,having 16 rollers, is set in the frontof the main casting inside theserrated ring, the housing beingattached to the casting by 14 bolts.

The turbine thrust bearing is setinside the main casting, with thecenterline of the balls 24-3/8 in.back of the front edge of the serratedring, and the main turbine rollerbearing is bolted into the rear end.

Each of the six combustionchambers is built up of three majorcomponents having a combinedweight of 19 lb. First, there is amild steel outer casing, of 5 in.dia. at the entering end flaring out to8-5/8 in., and having a length of 20-5/8 in. The front end has a collarwith a rubber sealing ring which is

pushed up against the aft face of themain casting to take care of airleakage and to compensate for thedifference in casting and combustionchamber expansion.

Fitting inside the front end of thiscasing is the flame tube, which hastwo main components the entrysection and stub pipe assembly. Thefore part of the entry section flaresout somewhat as does the outercasing, and at the front end has asix-blade swirler. This unit is madeof 22 gage mild steel with a blackenamel coating. The stub pipe

assembly is made up of ten flamechutes welded to a ring (which iswelded by brackets to the rear end ofthe flame tubes and to a 4-in. dishedbaffle plate at the rear. To helpdirect air into the chutes, -in.circular baffle plates are riveted tothe forward ring. Material of thisunit is mild steel with an aluminizedfinish.

Third major component of thecombustion chamber is an 11-in.long 20-gage aluminized steel linerhaving a corrugated outer skinwhich permits cooling air to flowinside the outer casing. This linerfits into the aft end of the casing.The aft ends of the combustionchambers are bolted around flangesto a ring of six rings which fits overthere rear end of the main casting.

Ignition interconnectors betweenchambers are of but 15/32 in. dia.,and starting plugs are provided inthree of the six chambers. Theseelements, as are the fuel plugs, areenclosed in streamlined fairings.

Surrounding the combustionchambers is a 16-gage mild steeldouble skinned casing havingflanges welded at both ends thatat the front end attaching by studsto the main casting; that at the rearattaching to the turbine inlet ductouter flange, the nozzle ringassembly flange, and the exhaust

casing flange. Besides the bolt holesin the front flange, there are 24 ofsimilar size, twelve leading to sixducts of 22-gage steel which carrythe air bled from the fourthcompressor stage through thecombustion chamber casing, andtwelve directing air around thecombustion chambers. These ductsalso help stiffen the skin, as it takesthe weight of the entire exhaustsystem.

Six large hand holes are cut in thecasing just behind the flange. Thesegive access for making minoradjustments to burners and the threeignition plugs.

A little more than halfway aftaround the combustion chambercasing is a heavy collar comprised oftwo channel shaped members, andinside the casing at this ring are sixtie rids, connecting it to the maincasting. Any one of these six unitscan serve as the aft engine pickuppoint; in the case of the Me-262 it is

%

") 88 )1 ") ) %* " )) " )"88""%+#)5"6)1)")#1"1%

7/29/2019 Me262 Engine 2

8/18

the top one.Ducting from the combustion

chambers to the turbine nozzlechanges the air passage from the sixcircles to annular shape. Attached tothe combustion chambers by bolts,this 19-gage aluminized mild steelunit is made in two parts, the rear ofwhich is welded to a heavy flange.Studded to this flange from the innershroud ring of the turbine nozzleassembly are two mild steeldiaphragm plates. These, in turn,are studded to the rear end of themain casting, and so support the

inlet ducting and turbine nozzle ring.On the rear of the outer turbine inletducting a light flange mates with aflange on the rear of the combustionchamber casing. Thus the turbineinlet ducting, to which thecombustion chambers are attached,is supported partly the diaphragms,and partly by the skin.

Maintenance crews really take abeating as the result of the finaldesign, for it is a major operation toget at the combustion chambers.First, the variable-area nozzleoperating shaft must be removed so

that the complete exhaust systemassembly can be taken off. Then,unless special equipment isavailable, the engine must be placedupright on the turbine disk andburner pipes and ignition leadsdisconnected from the combustionchambers. Then the compressorcasing-main casting joint can bebroken and the whole front end

lifted off. Next the rear compressorbearing assembly, torque tube, andlocking ring can be removed andthe main casting assembly removed when the nut on the front end ofthe turbine shaft is unscrewed. Therear diaphragm plates can then beremoved and the turbine inletducting and combustion chamberassembly lifted off. Then the frontdiaphragm plate is removed and theturbine inlet ducting, with thecombustion chamber assembly,lifted out of the casing. At thispoint, as one sweating engineer

who did the job declared, Now,Bub, y'can take out the individualcombustion chambers.

An unusual feature of the 004'sdesign is the use of hollow turbinenozzle blades through whichcooling air is fed from thecompressor via the main castingand supporting diaphragm plates.The two-part outer nozzle shroudring is made of mild steel and bothparts are welded to a ring that is

joggled and flanged to mate withflanges through 36 bolts on theinlet ducting and the aft flange of

the combustion chamber casing. Inaddition to the bolt holes the flangehas 36 sets of three holes forcooling air passage.

The 35 nozzles are made ofaustenitic sheet steel, .045 in. thick,bent to shape around a 1/16-in.radius to form the leading edge.Between the sheets at the trailingedge are spotwelded four wedge

shaped spacers, 1 in. long andtapering from 1/8 to .020 in., leavinga .020-in. gap down the trailing edgethrough which the cooling airescapes.

In assembly, the blade tips areclosed, pushed through slots weldedto the outer shroud ring, and theroots are pushed through slots in theinner shroud ring and spotwelded inplace on the inner surface of thering.

To this ring, in turn, is welded aheavy, mild steel flange and secondflanged ring, the two flanges pickingup with the diaphragm plates whichsupport the assembly from the rearof the main casting.

Two types of 61-blade turbinesare used. Originally both blades anddisks were solid, later hollow bladesand lighter disks were introduced ata saving of approximately 40 lb.

The solid disks were of hardenedchrome steel, taking stresses ofabout 15 tons at maximum rpm.Cooling is effected by spilling airbled back through the main castingagainst the disk face then up overthe blade roots and out between theblades.

The 12-oz. solid blades are

!

2)"))1%* ")")," ) ""%:" " ) " ""%3")

)1"%

9 , ") , )%: , ") "))8") "%3,")")%

7/29/2019 Me262 Engine 2

9/18

forged from an austenitic steelcontaining 30% nickel, 14% chrome,1.75% titanium, and .12% carbon,corresponding closely to Tinidur,a Krupp alloy known before the war,and are attached by three machinedlugs drilled to take two 11-mm.rivets each. Maximum centrifugalblade stresses have been estimated at

18,000 psi., and gas bending stressesat 2-4,000 psi. Study of the solidblades indicates that the roots didn'tget much above 450 deg. C., due tothe cooling air flow up from thedisk, but near the center it appearsthe temperatures got up to about 750deg. C. This applies to servicemodels, not those previouslymentioned as having given thelonger flight and test-stand life.

Disks for hollow blade turbinesare of lighter material than the solidtypes and have attached, across thefront face, a thin sheet flared out

near the center. This picks up thecooling air and, via ridges on thedisk, whirls it out toward the bladeroots where it goes through twosmall holes drilled in the disk rim upthrough the blade and out the tip.

Made of the same material as thesolid blades, the hollow type areformed by deep drawing a discthrough a total of 15 operations. Inassembling the turbine, the bladeroots are fitted over grooved stubson the disk rim. Two small holes oneach side take locating pins to holdthe blades in place during assembly,

but they take no stresses.With a silver-base flux in the

grooves, the entire unit is put in anoven at 6-800 deg. C., warmed for20 min., then heated to about 1,050deg. C. in 40 min., then cooled instill air at room temperature beforehardening in a gas or air oven.

Later production units have tworivets in the blade trailing edgesnear the tips, a modification made

necessary by cracking caused byvibration.

The turbine is attached by sixstuds to a short shaft carried no twobearings housed in the maincasting. The front bearing is asingle-race ball thrust, the rear asingle-race roller type, and both arecooled by oil only Connection ofthe turbine and compressor is vi aheavy, internally splined coupling.

The exhaust cone is made up ofaluminized mild steel, and consistsof two major components: outerfairing is double skinned, with

cooling air bled from thecompressor flowing between theskins to within 15-3/4 in. of the exitwhere the inner skin ends. Outsidethe other skin from there to the endis another skin, flared at the leadingedge to scoop in cooling air. It isattached by spot weldedcorrugations.

Attached to the outer fairing bysix faired struts is the inner fairing,tapering from 19 in. at the turbineend to 9. This unit houses a rackgear driven by a shaft enteringthrough one of the struts which

moves a bullet extending from itsaft end. Actuating this bullet over

its maximum travel of approximately 7-3/8 in. varies theexit area between 20 and 25%. It isset in retracted position for startingto give greater area and help preventover-heating, then moved aft todecrease the area and give greatervelocity for takeoff and flying. Themovement is accomplished by a

gear-type servo motor set near theaccessory housing and connected bya long torque tube to gears set on theexhaust housing over one of thestruts leading into the previously-mentioned rack gear.

Originally the unit was supposedto operate automatically over smallranges at extremely high speed andaltitudes to give maximumefficiency, but on some enginesexamined the necessary lines hadbeen blanked off. The two-positionoperation is obtained through amechanical linkage with the throttle

so that the bullet moves aft atbetween 7,000 and 7,500 rpm.

Since the necessary coolingsystem played a very important partin both the design and constructionof the 004, it is felt best to note itbriefly as a separate part of thestudy. It consists of three majorstages, as follows:

1. Air bled off after the 4thcompression stage.

2. Air taken off just after thelast compression stage.

3. Air bled off between thecompressor and combustion

chambers.In Stage 1 the air is picked up by

!

3)"")%@,)%

7/29/2019 Me262 Engine 2

10/18

the ring after the 4th compressor rowand is directed into six coredpassages in the stator casting, then atthe combustion chamber casing it isdivided so that some of the air goes

through six ducts in the combustionchamber casing skin, some goesinside the casing and around thechambers themselves. That which

goes into the ducts continues aftand, through small holes in theflanges, between the double skin ofthe exhaust cone outer fairing.Majority of the air goes straight on

aft to the end of the inner skin, butsome is taken through the six strutsconnecting the inner fairing intothat unit to cool the rack gear and

bullet.In Stage 2 the air goes through the

serrations between the compressorand the main casting, into two of thesix cored passages in the casting

back to the turbine. Here, on theoriginal engines, it was spilledagainst the face of the turbine diskand moved out to escape betweenthe turbine blades. On engines withhollow blades, however, the air isducted across the space between thetwo diaphragm plates supporting theturbine disc where it is picked up byridges and forced up through theturbine blade roots out through theblade tips.

Stage 3 cooling air, bled offbetween the compressor andcombustion chambers, is ducted

through three passages in the maincasting to the space between theturbine nozzle-supportingdiaphragms, then up through theturbine nozzle vanes and into theslip-stream through the trailingedges of the vanes.

It is estimated that Stages 1 and 3take approximately 3% each of thetotal air movement, and that Stage 2probably takes at least half as much;thus better than 7% of the availableflow is taken off because of a lack ofhigher heat-resistant alloys.Additional performance penalties are

evident in the fact that ducting isnecessary, complicating both theweight and production pictures.

Air is not the only coolingmedium, for the lubricating systemtoo is employed. In this system, twogear pumps circulate lube oil to thefront compressor bearing assembly,the accessory-drive bevel gears, and

!

C1,EL,%C')""1%C," , " ") , " ")

) " ) % C , ) )" ) " ") 88% + " ")"%

"""" "" " , )" )%+"%

7/29/2019 Me262 Engine 2

11/18

the accessory gears. Anothersupplies oil to lubricate and cool therear compressor and both turbinebearings, the latter two beingsprayed and splashed, respectively.

The two main pumps, mountedbeneath the engine and driven fromthe bevel gears through a nosecasting strut, deliver 190 gal./hr.

each. The two-part scavenge unit isbuilt into the turbine bearinghousing and is driven by a gear cutinto the sleeve which serves toreturn oil to the cooler. In levelflight, one part of the unit, a 300gal./hr. puma, returns oil throughone of the cored passages in themain casting, then through a passagein the stator casting to the pump inthe bottom of the intake casting. Inclimbs, the other part, a 90 gal./hr.gear pump, picks up the oil andfeeds it into a common return line tothe air-oil separator. Oil is returned

from the main pump to the separatorby a 300-gal./hr. driven by the sameshaft as the delivery pumps.

Two types of fuel are used on the004: gasoline for starting and J-2brown coal crud for running. Thegasoline is carried in the lower partof the annular tank set in the nosecowling, and is automatically cut offafter ignition at about 3,000 rpm.This is fed by an electrically drivenpump delivering 80 gal./hr. at 28 psi.Near the end of the war it was foundthat centrifugal crude oil was alsoused as operating fuel.

The main single-stage electrically-driven gear type pump has amaximum delivery of 500 gal./hr. at1,000 psi. at 3,000 rpm.

Most interesting of the accessoriesis the all-speed governor, a 17-lb.unit consisting basically of acentrifugal governor, oil pump andspill and throttle valves. Inoperation, oil goes through a passageto the pilot piston and is distributedto outer faces of either the spill orfollow-up piston, depending onmovement of the flyweights. Boththe pistons move at the same time,

adjusting the fuel spill to counteractchanges in engine speed. Thedistance between the spill andfollow-up pistons varies accordingto the flow of oil through thepassages so that the spill pistonaction is a step-by-step operationcontrolled by the follow-up whichreturns to normal position after eachstep. A throttle valve is linked with

the governor cam so that when thethrottle is advanced the fuel flowincreases and response isimmediate. The governor thentakes over and adjusts the enginespeed to a predetermined value setby the position of the cam.

&'(> ..-,-, ,3 +, ,3)-0

:*-;, 7)3 (3- ,

4),)/ ( .;3;?+ ?,.+

3),,,3

7/29/2019 Me262 Engine 2

12/18

!

7/29/2019 Me262 Engine 2

13/18

!"

7/29/2019 Me262 Engine 2

14/18

!

7/29/2019 Me262 Engine 2

15/18

!#

7/29/2019 Me262 Engine 2

16/18

!$

7/29/2019 Me262 Engine 2

17/18

!%

7/29/2019 Me262 Engine 2

18/18

Edit ors note:

This article was originally published in the October

and November, 1945 issues, Volume 44, numbers 10

and 11, ofAviation magazine, published by McGraw-

Hill Publishing Company of New York, NY, USA.

This reconstruction is derived from microfilm. The

source is University Microfilms International,Publication No. 364 (Aviation Week and Space

Technology), Reel No. 21 (January 1945 December

1945). The source was a tightly bound volume, so that

there is some distortion of the images, especially near

the binding. It has not been practical to remove or

compensate for all the distortions, so none of the

illustrations in this reconstruction should be considered

reliable sources as to fine details of shape, proportion or

spatial relationship. The distortions are, in general,

small, and should not detract from a general

appreciation of arrangement and relationship.

The editor has attempted to represent the originallayout of the article, but there are some exceptions.

Limitations in the compositing tools cause a difference

in the text flow relative to the illustrations, compared to

the original, so that some changes have been made, to

compensate partially for that effect, and the tabular data

have been removed from the flow of text and brought

together on a single page after the text, partly to make

them more accessible, and partly to sidestep problems

with page layout. In addition, the original Part II article

contained a foldout. Images from that sheet have been

added at the end of the article. The images have

considerable overlap, so that no information is lost,even though it is not practical to reproduce the original

illustrations.

This article was one in a series of design analyses

published in Aviation during the war years, between

May 1943 and November 1945. The subjects were the

Bell P-39 Airacobra, Curtis C-46 Commando,

Fleetwing BT-12, Douglas A-20 Havoc, Bristol

Beaufighter (British), deHavilland Mosquito (British),

North American P-51 Mustang, Lockheed P-38

Lightning, Focke-Wulf FW-190 (captured German),

Boeing B-17 Flying Fortress, North American B-25

Mitchell (specifically, the B-25H and B-25J models),

Mitsubishi Zeke 32 Hamp (captured Japanese),

Consolidated Vultee B-24 Liberator, Fairchild C-82

Packet, and Messerschmitt Me-262 (captured German),

with one article dealing specifically with the Me-262's

Jumo 004 jet engine. Some of the analyses were

authored by senior members of the design teams at the

original manufacturers, while others were written by

staff editors ofAviation magazine.

The original articles were copyright to their

respective sources the employers of the authors,

following general practice of the time.

This reconstruction is compilation copyright JL

McClellan, 2004.