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G ERMANY'S MOST SUCCESSFUL

jet propelled plane, the Me-
262, is an unusual
combination of radical and orthodox
design, materials combinations, and
workmanship, some of the latter
being surprisingly sloppy. It shows,
too, that the production engineer
had as important a place in its
development as anyone connected
with the project.
A low-wing monoplane of 40 ft.
11½ in. span, 34 ft. 9-in. length, and
11 ft. 4-in. over-all height, it was
used as a fighter, fighter-bomber,
and ground attack craft, and was
apparently also designed for photo
reconnaissance use.
The very tip of the fuselage looks
exactly like a propeller spinner –
and may well be just that – with a
hole cut in front so that a gun
camera mounted inside, reached by
a small, quickly removable access
plate set in the left side. A solid
web bulkhead backs this section up,
serving as a jacking point. Then
follows a 14½-in. section enclosing
a flush-riveted channel-shaped
former, the whole being screwed to
the next section which contains the
nose wheel and the four 30-mm.
MK-108 cannon grouped high in the
nose section.
Since the length of these guns is
but 3 ft. 6 in., a very compact
installation has been achieved with
no external projections. A large
spherical support around the barrel


  


   
 



 

 
 

near the aft end facilitates mounted high, the use of steel in employment of steel was dictated by
adjustments during sighting in that section is understandable transportation difficulties rather than
operations. because of the blast effect, but even design considerations or lack of
The guns are usually set to the belly skin is of the same aluminum, for reports emanating
converge at 450 meters. The MK- material. It is possible the from Germany indicate that the
108 fires 575 – 600 rounds per min.
with a muzzle velocity of 1,570 fps.,
and weighs bu 134 lb. Compressed
air for charging is carried in eight
bottles set inside the fuselage on the
left ahead of the cockpit.
The two top guns carry 100
rounds each, the bottom pair 80
each, and all are fired
simultaneously by a switch on the
contact stick.
Although the 262 was designed as
an interceptor, Hitler ordered it
made into a bomber. The result was
installation of two jettisonable bomb
racks, each carrying one 550-lb.
bomb. Additional armament on later
models consisted of 24 R4M 5-cm.
rockets, 12 under each wing, and it
is reported that the Germans planned
to install up to 48 under each wing.
Skin of the 6 ft. 5½-in. long
section aft of the spinner is .080 ! 


  

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factor.
The cannon are most accessible,
for two 35¼ in. long access doors,
piano hinged 1½ in. off the top
centerline, can be quickly opened
simply by loosening two flush
toggle latches like those used on
cowling of the FW-190 (see page
131 Oct. 1944 AVIATION) exposing
all the gun mechanism as well as the
ammunition drums.
This whole nose section attaches
to the mid-fuselage in a simple but
effective manner. At each lower
corner is a 1-in. )approx.) high-
tension steel bolt fastening it to the
solid web bulkhead of the mid-
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tubes, also bolted to forged fittings
on the mid-section bulkhead and
Nazis were not pressed at any time extending forward to the bulkhead at
or this material. However, since the front end of the gun access
e nose section carried both the doors. Both these tubes are built as
heavy armament and the nose turnbuckles so that alignment
wheel, the added stren
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Thus it would be possible for a

trained crew to change a damaged
nose section in the field in short
order, or it would be a simple matter
to install a nose equipped with
different armament or photo recon
units.
At the end of the nose section, the
Me-262's fuselage cross section is
practically an equilateral triangle,
only slightly rounded out.
First bulkhead in the mid-fuselage
section is solid web aluminum alloy
with six vertical and two horizontal
hat shaped stiffeners.
At a point 16¾ in. back is a
channel shaped former, flush riveted
to the skin, and 16 in. farther aft is
another solid web bulkhead, with
vertical and horizontal hat shaped
stiffeners. Practically all the space
between the two solid bulkheads is
taken up by the fore fuel cell (which
will be discussed in detail in the
section devoted to the fuel system).
The bottom panel of this section
consists of a waffle grid, double
stressed skin, 34¾in. long and 55 in.
wide. The panel is attached to the
fuselage by flush screws and
captured nuts, the same system
employed on the FW-190 panel
beneath the fuel cells.
Interchangeability of these panels
evidently was not much of
consideration in Me-262 production,
for the screws were set
approximately 1¾ in. apart but with
variations of as much as ¼ in. and 9 
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his own Führer, for the Germans call
the next section the Führerraum, or
pilot space. And they must have
been little Führers, for the rudder
pedals are quite close to the seat and
there is no fore-and-aft adjustment

 
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average sized American sitting in the
cockpit finds his knees sticking well
up in the air right in front of some of
the instruments.
Only one channel-shaped former
extends form the cockpit rail to the
bottom of the fuselage at the cockpit
which is, in effect, a horizontally-
disposed cylindrical section with
part of the wall sliced off. This
“cockpit liner” section was designed
for pressurization, but the craft
examined had no means of
developing pressure and there are no
reports of any of the 262's actually
operating in combat with
pressurization.
Further evidence that cockpit
pressure was an unused design
feature is found in the windshield, a
conventional three-piece flat-plate
unit in which the front piece is 3½-
in. bullet proof glass, set in a steel
frame, but merely screwed in
without the usual synthetic rubber
mounting found in other German
craft. The seal – which certainly



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The cockpit canopy consists of
two rounded plastic glass sections
mounted in a frame with flat fore-
and-aft pieces and tubular base. It
pivots on th right side for entrance
and exit, and it can be locked closed
only from the inside by a lever

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which drives pins into holes set in
the base of the windshield frame and
the turtleback section. A 16-mm.-
thick head and shoulder silhouette
armor section, which extends up and
over the back of the pilot's head, is
bolted to the canopy frame just
ahead of the turtleback section.
Either the Germans changed their
own minds about instrumentation or
had them changed by Allied
bombing, because original designs
called for more instruments than are
actually installed – at least that's the
case on some late planes. The
main instrument panel is divided in
two sections, with flight
instruments on the left, engine
instruments on the right.
Flight instruments include:
Artificial horizon, combined with
bank and turn indicator, airspeed
indicator (some of which have been
red-lined at 658 mph.), altimeter,
rate of climb indicator, repeater
compass, and blind approach
indicator.
Engine instruments include: Two
tachometers of two-speed variety to
give readings from 0 – 3,000 rpm.
and form 2,000 – 15,000 rpm.
(generally red-lined at 8,900 rpm.);
two gas pressure gages indicating up
to 1 kg./cm.²; two gas temperature
gages indicating up to 1,000 deg. C.
(with marks on the gages at 680
deg.); two oil pressure gages; and
fuel gages for front and rear tanks.
Called for in design plans, but not
installed in craft studied, were two
fuel injection pump pressure gages,
marked at 65 kg./cm.².








 


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 Just below the center of the main trim tab crank; and release cable to
panel is the bomb switch panel, jettison rocket units for assisted
marked for dive or level bombing takeoff.
and for instantaneous or delayed A corresponding panel on the
action fusing. pilot's right contains pitot heater
Above the main panel is the switch; Very signal switches; radio
gunsight, in most cases the old- frequency selector and on/off
fashioned REV1 16B reflector type, switches; starter switches for starting
which can be swung to the right out motors; and switches to select low
of the way for takeoff and landing. speed indicator on the tachometers.
On a slanting panel just to the left The electric junction box is
of the main board are valves for installed below these panels outside
emergency operation of flaps and the fuselage cockpit liner, and it is
landing gear; oxygen flow indicator; ! 
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oxygen pressure gages (not on all  
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 the left is pull handle for the nose
flap and landing gear, and buttons, )% wheel brake, a unit evidently
immediately aft for operating both installed to facilitate stopping on the
these systems; stabilizer pitch indicator; stabilizer adjusting small turfed fields which the
switch; fuel selector valves; rudder Germans were forced to use during
the later stages of the war.
Just under the windshield base
frame, also on the left, is a pull lever
to operate a small square air scoop
set in the fuselage side. This
apparently was a late factory
modification – and the workmanship
would certainly never have passed
German inspection in the early days.
The pilot's seat is adjustable only
up and down on a parallelogram
frame, and it is locked in position by
a lever under the front of the seat
which engages a pin in ratchet teeth.
Unlike earlier German craft, the Me-
262 has no bungee cord to facilitate
moving the seat. The upholstered
back of the seat is held in place by
two clip springs to facilitate removal
for access to the battery, which sits
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instead, attached to channel-shaped
vertical and horizontal stiffeners
riveted to the solid aluminum alloy
bulkhead which begins the aft
fuselage section and forms the front
panel of the rear fuel cell space. The
bottom skin panel for this section
measures 35½ x 60 in. and is similar
in construction to that under the
front cells. In the middle of this fuel
cell, some 17¼ in. back, is a former
which is built-up double channel
section up the sides to the second-
from-centerline stringer, from which
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section stringers – one along the top
centerline aft of the cockpit; five
along the sides (with one ending at
former 14); and five along the
bottom (the two outermost ending at
former 15).
The bulkhead forming the ft end
of the rear fuel cell is a solid web
but is sheet steel of approximately .
080 gage.
An unusual construction feature is
found throughout much of the aft
fuselage section, where the formers
are made of the aluminum skin
sheets themselves. In fabrication,
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fuselage contour, then the aft ½ in. is
joggled to the thickness of the metal
itself – about .050 – then bent
inward to form a channel or J-
section. The next skin is lap jointed
and flush riveted in place.
Whether this method of
construction should be blamed or
merely the type of labor available is
not precisely known, but many of
the joints were not at all clean,
requiring the use of considerable
filler to smooth them out. Careful
study, however, seems to indicate it
was probably more the quality of
labor than the design, for many of
the rivets were somewhat out of line
and had required considerable filler
themselves to give anything like a
smooth finish.
Immediately aft of the cockpit the
fuselage shape starts its change to a
very narrow elliptical section only 2 

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some respects, quite like that on the
FW-190. It bolts to the aft fuselage
section with the joint larded (at least
on some planes) with liberal
quantities of filler and covered by a
doped fabric strip in a vain attempt
to get a smooth surface.
The former aft of the joint is a
built-up ring riveted to a steel I-
beam section which slants aft 47
deg. from the vertical and extends
up some 2 ft. above the fuselage top
to form the lower part of the front
fin spar.
The end of the tail cone, 4 ft. 8¼

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in. aft of the former just mentioned,
is a stamped flanged aluminum
channel section member which also
serves as the bottom of the rear fin
spar and rudder post.
Connecting the tops of these two
spars is a horizontal stamped flanged
channel member upon which the
stabilizer is mounted. In production,
the stabilizer must be installed
before the fin and rudder are put in
place.
Then the fin, the spars of which
have steel plates riveted to their
lower ends, is attached to the tail
cone by seven bolts along each side
of the front spar and four on each
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two halves, divided on the vertical
plane of the fuselage axis. The Although the rudder is quite yokes attaching to the rudder false
halves are then bolted together along deep, it has but two hinges, both spar, giving a universal joint effect.
the spar line through access holes in typical self-aligning ball bearing The lower hinge is a vertical pin
the skin. These holes – of units. The top bearing is set just extending up from a rudder rib.
approximately 1 in. dia. – are then beneath the mass balance, the Trailing edge of the tab is formed by
covered with small doped-fabric lower at the bottom rib, where crimping together the skins, around
patches. The joint along the leading push-pull controls also attach. which a strip is folded and flush
edge is covered by plywood fairing Oddly enough, the combination riveted. It is 36¾-in. deep, with 4-
which is screwed on. Rounded tip servo and trim tab has four hinges 7/16 in. chord at the top and 6 in. at
of the fin is built in two halves, and, comparing its construction the bottom.
welded together and attached to the with other parts of the plane, it As is the case with several other
main body by flush screws. A sowed every evidence of having German planes, the 262's all metal
single-sheet, deep-drawn aluminum come from a different shop. It too, stabilizer is adjustable, the incidence
fairing is fastened by 41 flush has a mass balance, set right under being changed by a small electric
screws to the base of the fin and top the top self-aligning ball bearing motor operating a screw jack
of the fuselage. hinge. The two middle hinges are mounted inside the fin fairing on the
Chord of the rudder is narrow, small metal blocks with vertical front face of the frame to which the
being but 20½ in. at the widest pins holding them to the tab and vertical fin is bolted. This unit is
point, but there is plenty of depth,
for the rudder has an overall height
of 6 ft. 11 in., extending from the
top of the fin to the bottom of the tail
cone. A small tip is screwed to the
top just above the large mass
balance, and the main section of the
unit follows conventional
construction practice.
The spar is D-section, with the
curved part fitting closely inside the
fin trailing edge. Conventional
stamped flanged aluminum ribs with
lightening holes extend back to the
trailing edge, where the skin
surfaces are crimped together and
riveted with 3/8-in. ordinary round-
head rivets.
Fore part of the bottom portion of
the rudder, beneath the lower hinge,
is comprised of two formed sheets !
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mass-balanced trim tabs set near the
inboard end. These tabs were
apparently designed as
interchangeable servo units, for a
small arm at the outboard end
extends up from the right one and
down from the left, and captured
enemy documents show an
anchoring arm designed into the
stabilizer trailing edge. However,
the operational experience or Allied
bombing made completion of this
plan impossible, for the tab arms
were not connected to the stabilizer
and, in fact, the tabs had been
riveted into immobility by small
gusset plates at each end.
Nevertheless, each tab had four
hinges, with ball bearing units at
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riveted.
One-piece pressed-aluminum which, though approximately like dihedral, too.
stabilizer fillets are held in place by our laminar flow foils, has a plan The wing is built around a
a leading edge pin which moves up form which is angular, to say the composite I-beam main spar having
and down between greased strips least. The leading edge has a 20- steel booms and built up dural web,
riveted to metal brackets just above deg. sweepback; the spar sweeps tapering in depth from 14½ in. at the
the adjusting jack, and by screws – back 12 deg., starting at the centerline to 3 in. at the tip
one top and bottom – 10 in. aft of fuselage side; the trailing edge attachment fitting. Spar boom caps
the stabilizer spar. sweeps forward 8½ deg. to the are ¾ in. thick at the centerline, the
There are many interesting outboard side of the power plant; upper being 4¼ in. wide, the lower
variations in both design and then sweeps back 5 deg. from there 4¾.
workmanship in the 262's wing on out. All this and 6 deg. Built in two sections, the spar is

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open automatically at 186 mph. in
gliding angle and at 279 mph. in a
climb.
The 5¼-in. wingtip, with its
integral formation set in a
transparent plastic covering, is built
in two halves, flush riveted to an
inboard rib and spar. The two
halves, flush riveted to an inboard
rib and spar. The two halves are
welded together around the outer
edge and, on at least one craft, a
thoroughly sloppy weld it was. Its
method of attachment, however, is
neat and can be accomplished fairly
fast with simple tools.
A horizontal pin near the leading
edge slips into a holed angle plate on
the wingtip rib, then the tip is
pushed toward the planes so that an
angle bracket slips int a forged
fitting riveted to the end of the spar,
whereupon a through bolt with self
locking nut is pushed down from the
top through small access holes. At
the time the tip is pushed toward the
wing, a vertical plate slips into a
yoke attached to the end of the
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All metal ailerons are of
conventional design, having a trim tabs, those on aileron tabs are
channel-section aluminum spar, simply straps bolted to the aileron
rolled sheet aluminum leading edge, and hooked around pins in the tab.
and stamped flanged ribs. At the Like those on the other tabs,
trailing edge the two skins surfaces however, the trailing edges are
are crimped and riveted to a flat 3/3- neatly flush-riveted.
in. strip. Here, as on the rudder and Flaps are built in two sections:
stabilizer, the rivets are not flush. The inboard (which has a 21¾-in.
The ailerons are built in two chord) extending 38½ in. from the
sections. Each have a 42-in. span, wing root to the power plant, and
and the two sections are connected the outer section extending 48¾ in.
via the control bracket, which is split from the power plant. With rolled
so that one half is riveted to the aluminum leading edges, stamped
outboard rib of the inner section, the channel-section spar, and
other to the inboard end of the outer conventional ribs, they are built in
section. A self-aligning ball baring two halves, bolted together except
hinge also serves as a connecting at the trailing edge where the skin
point for the two sections, and surfaces are crimped and riveted
similar bearings re bolted to ribs aft (with brazier head rivets) to a ½-in.
of the auxiliary spar at each end. aluminum strip.
Evidently the 38-5/8 x 3 in. trim Ball bearing rollers at both ends
tabs were originally proposed as of each section run in 7-in. steel
servo tabs, but in practice they guides which re bolted to the
ended up only as ground-adjustable auxiliary spar so that, in operation,
units, for the control arm, riveted to the flaps move back and down, for
the outboard end of the inner aileron the guides slant down 35½ deg.
section, is attached by a turnbuckle from the top to the bottom wing
rod to the aileron-operating bracket surface. This action is imparted by
rather than being attached to the hydraulically operated toggles <,


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wing surface extends out over the

flap so that even when extended to
the full 50 deg., the flap leading
edge is shrouded for 1½ in.
The flap actuating cylinder is set
at a 45-deg. angle to the front face of
the main spar directly ahead of the
oleo hinge point and is attached to
one corner of a triangle whose apex
is its hinge point on the spar. Where
the piston attaches there is also
attached a push-pull rod which
extends across the plane to the left to
a bell crank set just over the left
power plant, with a push-pull rod
going straight back to the aft face of
the auxiliary spar. Here it is
connected to an arm extending down
from a torque tube connected to the
toggles which force the flaps back
and down.
Right side flaps are actuated by a
tube going straight back from the
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base of the triangular member
connected to the actuating piston.
Pilot error in forgetting to lower
the landing gear is avoided through
the system being so arranged that the
flaps cannot be extended until the
landing gear has been put down.
The left outboard flap on the craft
examined has markings at 0, 10, 20,
30, 40, and 50 deg., with the 20-deg.
mark in red for takeoff.
Three of the lower wing skin
panels, extending over three ribs
each, are held in place by flush
screws placed approximately 1½
in. apart. While the primary
purpose may have been to facilitate
access, the small number of units
requiring maintenance give rise to
the belief that it may have been
employed to facilitate production by
eliminating blind riveting.
Quite an unorthodox method is
used to attach the wing to the
fuselage. Near the base of the root
nose rib, 9 in. aft of the leading
edge, a 1-in. bolt goes through a
two-sided forged bathtub fitting
which is bolted to the aft face of
bulkhead backing up the front fuel

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cell. A similar sized bolt is used on

the root rib aft of the auxiliary spar.
Then, riveted to the top wing skin at
the fuselage line is a 1-3/16 x 1-
3/16-in. steel angle member through
which 17 bolts and self-locking nuts
attach it directly to the fuselage skin.
On the first Me-262 brought to
this country for study, many of the
holes in the fuselage skin had been
elongated and some were as much as
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of the angle member.
The wing fillet, just over 73 in.
long, is held in place by a cable
anchored to an angle bracket at the
trailing edge and going under seven
hooks riveted to the attaching angel-
member, with a turnbuckle at the
front keeping it snug. The fillet
around the leading edge is a drawn
light aluminum alloy section
attached by eight flush screws.
Oleo struts for the main wheels of
the hydraulically retractable tricycle
landing gear are hinged in a built-up
steel box structure on the end of
spanwise spars extending 30 in.
from the root rib midway between
the main and auxiliary spars.
The 26-in.-long forged oleo strut
is 5½ in. in dia. and has
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flight tests it was found that the main
wheels had considerable lateral play,
but when the normal 1.200 lb.
pressure was built up, the wobble
disappeared.
The retracting jack is bolt-hinged
to a steel fitting bolted to the root rib
at the end of the front spar of the
landing gear torque box, while the
piston is attached to the front of the
oleo strut by a ball and socket joint.
Fairing for the main gear is built
in two section, both of which are
double-skinned grid-type structures
with the top section hinged to the
torque box end and the lower bolted
to a bracket welded to the oleo
piston just above the axle.
In operation the main wheels
swing up and into the bottom of the
fuselage, with the right strut
operating an actuating valve at the
end of its arc. This valve in turn
closes fairing doors which are
hinged at the fuselage centerline and
which serve as the landing gear up
lock.
To accomplish this, a hydraulic
cylinder is attached parallel to the aft
face of the main spar just to the left
of the fuselage centerline. Its piston
is connected to a welded steel box
type bell crank which, in turn, is
attached by a universal joint to
another box bell crank set between
two stamped flanged vertical plates
set along the centerline. At the
lower corner of this bell crank are
universal joint tie rods connected to
the leading edge of the built-up
fairing doors, and at the upper rear
corner is a flat steel tie rod
connected to a triangular shaped
built-up bell crank attached to
similar tie rods on the trailing edge
of the fairing doors.


Thus, when the oleo strut hits the
actuating valve, the piston moves
to the right, forcing the tie rod-
connected bell cranks to snap the
doors closed under the wheels, with
the 90-deg. change in direction
between the units serving as the
locking mechanism after the
hydraulic pressure on the piston is
relieved.
The nose wheel retracts aft and
up into a well below the armament
compartment, the wheel, near the
end of the retracting arc, striking a
transverse tube which pulls the
double skin fairing door closed.
Spring loaded pins moving into the
piston serve as up and down locks.
German drawings studied in
connection with this article show
provision for the conventional
torque scissors, but on the later
model craft examined, the nose
wheel contained a built in shimmy
damper. The nose gear retracts and
extends after the main wheels have
been locked either up or down.
Both the landing gear and flap
operating systems have connections
with a compressed air bottle which
can be cut in for emergency
operation of the two systems.
Surface controls present several
odd and interesting features. The
control stick, for example, is
mounted in a ball and socket joint
set in the bottom of the cockpit
liner, extending down 4 in. and
ending in a welded angle bracket.
Attached by a ball bearing joint to
one face of this bracket is a 3/4-in.
tube extending to the right above
the main spar. Just inside the
fuselage, and bolted to the top
boom of the spar, is a bell crank
from which 1-in. push-pull tubes
extend, with one universal joint in
each at the fuselage side (to
compensate for spar sweepback) out
to bell cranks set just ahead of the
aileron control arms..
Attached to the aft face of the
angle bracket on the stick is a 5/8-in.
elevator operating tube going aft to a
self aligning ball bearing crank set
just over and ahead of the auxiliary
spar, from which a 1-in. tube
extends to the left side of the
fuselage and another bell crank to
connect to a similar sized push-pull
tube going aft. A third bell crank is
set in the empennage near the
stabilizer leading edge. Extending
straight aft from this crank is another
push-pull rod connected to the
elevator horn and, just ahead of the
horn, a large mass balance which
can be ground adjust on the fulcrum.
This balance is in addition to
those already noted as being set in
the elevators themselves, and may
be a late modification. Reports from
abroad have indicated that at speeds
over 500 mph. the ailerons and
elevators of the 262 become
extremely hard to move and that an
extendable control stick designed to
give increased leverage had been
developed. However, no such stick,
or provisions for its installation
could be found on the craft studied,
and it is held possible the mass
balance just discussed has been
utilized in its stead.
Rudder pedals are very similar to
those on the FW-190, incorporating
the main wheel brake pedals as
integral units. A torque tube extends
aft from the right pedal inside the
cockpit liner, then through a seal to a
bell crank where another tube
extends to the left side of the




fuselage to a second crank which is but one final modification of the C
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The fuel system consists of two necessary were made in the G

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are suspended by two straps on the behind. This, of course, meant
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through pressed fittings riveted to to give the necessary length, and
the inside of the fuselage skin about relocation of the aft fuel tank,
two-thirds of the way up the side. normal radio equipment, oxygen
Nuts are put on the bolts through bottles and master compass, all of
access holes in the fuselage skin, which were pushed further aft in
with the holes covered by doped the fuselage.
fabric patches. Study of the plans for this
Each of the main fuel cells has change does not indicate that much,
two booster pumps and the reserve if anything, had been done to
tank has one, the system being so compensate for the added weight
arranged that fuel can be pumped aft of CG and, since the craft had to
from any tank to either engine, or be trimmed nose heavy for take-off
fuel from the rear tank can be as originally designed, it is
pumped to the front. believed that even more trim had to
The reserve tank (at least some of be applied for the night fighter
these have not been self sealing) version. Too, since the 262 was
goes just in front of the main spar. It not the most maneuverable to begin
is trapped to a single-skin panel, 19- with, it is believed that the radar-
3/4 in. deep by 66¼ in. wide, that is loaded version was not as good a
reinforced by six hat shaped combat craft as the original day
stiffeners and is attached to the fighter version.
fuselage by flat screws placed
approximately 1¾ in. apart. The concluding part of this study
Evidence of the Nazi's attempts to will cover the Junkers Jumo 004
get more range out of the Me-262 is gas-turbine jet-propulsion power
shown by plans for installation of plants, used in the Me-262 but
the 170-gal. auxiliary tank aft of the designed for use in other craft as
rear main cell. It is not known how well.
extensively, if at all, this plan was
carried out, for the craft studied was
the latest model produced and it had
no such installation. Instead, the &'(
radio was installed in the space and,
a little farther aft, the master )*
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compass and oxygen bottle. Access 3- (3
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Radio installation consists of the ' ), 

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usual German equipment – FuG 16Z :*-;

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control stations) and in some cases &- ,)-<  )2  3-=  (3  0,
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Whether Hitler was finally .4,,)
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the world's hottest bomber or
whether the Luftwaffe went ahead in
the face of his orders is not known,


   
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A S IS THE CASEwith the

airframe of the Me-262, the
Junkers Jumo 004 axial flow
gas turbine jet power plant is a
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compromise between design desire
and available materials and
production facilities.
Outstanding evidence of
compromises resulting from lack of
materials is the fact that more than
7% of the air taken in is bled off for
cooling purposes. Despite this,
however, most engines were found
to have a service life of about only
10 hr., against a “design life” of 25 –
35 hr. Additional compromises are
evident in the design, which shows
that the production engineer –
undoubtedly hampered by lack of
both plant facilities and adequate
skilled labor – has been as important
a factor in its construction as was the
designer.
But the Germans had made real
progress in overcoming materials
difficulties, for just after they
capitulated that development of a
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new alloy of excellent heat-
resistant qualities had made it
possible to get up to 150 hr. service
in actual flight tests, and up to 500
hr. on the test stand.
A large unit, the 004 is 152 in.
long from the intake to the tip of
the exhaust; 30 in. in dia. at the
skin around the six combustion
chambers, with maximum diameter
of the cowling reaching 34 in.
The circular nose cowling is
double skinned, the two surfaces
being welded together near the
leading edge and held in position
by riveted channel shaped brackets.
Diameter at the intake end is 20 in.,
the outer skin increasing to 31½ in.,
the inner to 21½. Inside the
cowling is an annular gasoline tank
which is divided into two sections,
the upper being of ¾-gal. capacity
feeding fuel to the starting engine,
the lower of 3¼-gal. capacity,
feeding starting fuel to the
combustion chambers.
The nose cowling attaches by
eight screws in captured nuts to the
annular-shaped combination oil tank
and cooler. Having 3-gal. capacity,
this tank has a baffle close to the
inner surface so that as warm oil is
fed in from the top it is cooled as it
flows around to the bottom of
annulus and the tank proper.
The oil tank, in turn, is attached
by 23 bolts on a flange to the
aluminum alloy intake casting. This
unit comprises the outer ring, with
flanges on both front and rear faces,



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ten springs held in place by a plate

four hollow streamlined spokes, and
the inner ring.
Moving back to the front of the
unit, though, we find inside the nose
cowling a fairing which looks just
like a propeller spinner, increasing
in size to 12 in. at the intake casting,
leaving approximately 220 sq. in.
intake area. This spinner houses the
starting engine, a two-cylinder two-
cycle horizontally opposed gasoline
engine which develops 10 hp. at
6,000 rpm. The starting engine has
its own electric starting motor; and,
for emergency, extending out to the
front of the spinner is a cable starter
similar to those found on outboard
boat engines. The engine is 12½ in.
long, 10 in. wide, 8¼ in. high, and
weighs 36 lb.
The starter engine is bolted to six
studs in the bevel gear casting,
which contains bears to drive the
accessories. Each of these gears is
carried by ball and roller bearings,
with the drive shafts fitting into
internally splined stub shafts on the
bevels. There are two drive shafts
extending through two of the
hollow fairings of the intake
casting, one going up to the
accessory case which is mounted
atop the intake casting, the other
extending down to the main oil
pumps, which are set inside the
lower part of the intake casting.
The bevel gear casting, also of
aluminum alloy, is bolted to twelve
studs set in a flange in the front
face of the intake casting.
The rear side of the intake
casting's inner ring is cup-shaped,
housing the front compressor
bearing. This unit is comprised of
three thrust races – each with 15
bearings – mounted in steel liners
set in a light hemispheric-shaped
housing which is kept in contact
with the female portion of the
intake housing by the pressure of
bolting to the intake casting. The
outer bearing races are mounted in
separate sleeves which fit on the
compressor shaft.
This design not only allows for
preloading the bearings during
assembly to ensure even distribution
of thrust, but the bearing assembly
can be left intact during disassembly
simply by withdrawing the
compressor shaft from the inner
sleeve.
Next in the fore-to-aft sequence
ins the aluminum alloy stator
casting, which is built in top and
bottom halves held together
longitudinally by eleven 3/8-in. bolts
through flanges on each side, with
attachment to the intake casting by
24 3/8-in. bolts through a heavy
flange. Running the entire length of
the bottom half of the casting are
three .7-in dia. passages, one serving
as part of the oil line leading to the
rear compressor and turbine
bearings, one connecting oil sumps
(which are located in both intake and
main castings), and one serving as
part of the oil return line from a
scavenge pump set in the rear
turbine bearing housing.
Just aft of the fourth compression
stage in both halves of the stator
casting is a slot, inside of which is a
ring with a wedge-shaped leading
edge pointing upstream and set to
leave a .08-in. opening to bleed off
air for part of the cooling system
(which will be discussed later in a
separate section.)
Like the stator casting, the stator
rings, which consist of inner and
outer shroud rings and stator blades,
are built as subassemblies, then
bolted in place and locked by small
tabs.
Considerable variation, both in
materials used and methods of
construction, was found in this
section. In early production units,
for example, the inlet guide vanes
and first two rows of stator blades
were of stamped aluminum with
airfoil profiles; and in assembly,


   
ends of the blades had been pushed
through slots in the shroud rings and
brazed in place. In other early
engines, the third stator row varied
both in material and method of
attachment. In some cases it would
be of aluminum, but without airfoil;
in others it would be of steel with
the ends turned to form flanges
which were spot welded to the
shroud rings. The remainder were
stamped sheet steel, zinc coated.
One late-production engine
examined showed a combination of
all the variations, with the inlet
guide vanes and first two rows of
stator blades of stamped aluminum,
and the rest steel, indicating the
Germans may have been swinging
over from aluminum to steel
exclusively. Apparently all the steel
blades had been enameled, but this
protective coating on the last row,
where temperatures reached
approximately 380 deg. C., appeared
to have been burned off.
Methods of attaching blades to
shroud rings also varied. On the
inlet guide vanes and first two rows,
the ends of the blades had been
pushed through slots in the shroud
rings and brazed in place; the 3rd,
6th, and 7th rows had a weld all
around the blade end; the 4th, 5th,
and 8th row blade ends had been
formed into split clips which were
spotwelded to the shroud rings.
The outer shroud rings are
channel shaped with an angle
bracket riveted to each end, this
bracket in turn being bolted to a stud
set in the casing just inside the
mating flange. Inner shroud rings
are flanged along the leading edge,
with the exception of the 7th row,
which is channel shaped.
Except for the inlet guide vanes
and the last row of stator blades,
which act as straighteners, stator
blades are arranged as impulse
blading – they are set at nearly zero
stagger and simply serve as guides
to direct the airflow into the rotor
blades.
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The compressor rotor is made up

of eight aluminum disks held
together by twelve bolts each
through shoulders approximately at
mid-diameter, with the entire unit
being pulled together by a 38.75-in.
long, .705-in. dia. tie rod which has
been estimated to have a stress of
some 40,000 psi., with a force to
pull the assembly together figured at
about 16,000 psi.
Diameters of the disks increase
from the low to high pressure ends
as follows: Stage 1, 13.86 in., Stage
2, 14.68 in., Stage 3, 15.61 in., Stage
4, 16.44 in., Stage 5, 17.18 in., Stage
6, 17.85 in., Stage 7, 18.24 in., and
Stage 8, 18.34 in.
To carry the compressor bearings
there is attached to each end disk a
steel shaft with an integral disk
carrying a round-faced washer. This
shaft goes through the disk and is

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tightened by a nut so that the face of
this washer (rounded to facilitate
alignment) bears against the disk
face. The flange on the rear shaft
has six slots around its outer edge,
into which fit projections on the rear
disk. Thus torque is transmitted
from the turbine to the rear
compressor disk, and from there on
to the other disks by the bolts
previously noted as fastening the
disks together, the torque being
transmitted to the compressor unit
around the faces, rather than through
a central shaft.
Compressor rotor blades, of which
there are 27 in the first two stages,
38 in the rest, are all stamped
aluminum with machined roots
fitting into pyramid shaped slots in
the rotor disk. Through the aft face
of each blade root, directly under the
blade trailing edge, is a small screw
set longitudinally and extending into
the disk.
Tip stagger of the blades is about
the same through the first six stages
of compression, but increases in the
last two. Chord of the blades
decreases through the eight stages as
follows: 1.95 in., 1,94; 1.34; 1.33;
1.30; 1.30; 1.24; and 1.21.
Blade profiles in the first two 2


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even designed to the same section),
while the third stage has a thicker Moreover, in the base of each of compressor and combustion
section. Stages 4, 5, and 6 have the six ribs supporting the chambers, the main casting changes
thinner sections (here, too, possibly combustion chambers, there are the shape from annular to circular at
the same), with about the same cored passages, five of which carry the entrance to the chambers.
chord as Stage 3, while the last two cooling air, one carrying lube oil. In the front of the casting, at the
stages, though set at greater pitch And, while the air passage area tip of the last stator row, is an 18-
and having slightly narrower chord, remains constant between the 3/8-in. die. ring with a serrated inner
have generally similar camber and
profiles.
Clearances between the rotor
blades and the stator casting are .103
in. over the first three stages and .04
over the remaining five. Axial
clearances between rotor disks and
inner stator shroud rings range
from .1 to .15 in., and axial
clearances at roots between rotor
and stator blades are .5 and .6 in.
Backbone of the 004 is a complex
aluminum casting which, in addition
to providing the three engine
attaching points, supports the
compressor casing – through 25
bolts – the entire combustion
chamber assembly, the turbine
nozzle, the aft compressor bearing, 


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surface fitting closely to serrations

on the aft face of the last compressor
disc. Air bleeding through the
serrations is carried aft through
cored holes in the casting to cool
there front face of the turbine disk
and, on hollow-bladed turbines, to
cool the blades themselves.
Just outside and in back of this
ring are the fairings which divide the
air and direct it into the individual
combustion chambers. These
fairings, in turn, are surrounded by a
28-in. o.d. ring with 25 bolt holes for
attaching the compressor casing.
Besides the bolt holes there are 18
openings, six of which carry the air
bled off from the compressor on aft
for exhaust system cooling, and
twelve smaller ones which take
cooling air around the combustion
chambers.
Around the outside of this ring,
extending back to a heavy flange to


 
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which the combustion chamber
casing bolts, are twelve raised
longitudinal ridges arranged in pairs.
These have machined faces having
four bolt holes and two aligning pins
serving s the forward engine pickup
points. With six such pickup points,
the engine was designed for a wide
variety of mountings. In the case of
the Me-262 plates with collared nuts
were fastened to the two on either
side of the topmost unit.
Overall length of the main casting
is 37¼ in., with the previously
mentioned ribs tapering down from
the aft face of the ring structure to
the central longitudinal member
which has an 8¾-in. dia. ant the aft
end.
The aft compressor bearing,
having 16 rollers, is set in the front
of the main casting inside the
serrated ring, the housing being
attached to the casting by 14 bolts.
The turbine thrust bearing is set
inside the main casting, with the
centerline of the balls 24-3/8 in.
back of the front edge of the serrated
ring, and the main turbine roller
bearing is bolted into the rear end.
Each of the six combustion
chambers is built up of three major
components having a combined 


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weight of 19 lb. First, there is a  

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mild steel outer casing, of 5¾ in. 
 

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5/8 in. The front end has a collar
with a rubber sealing ring which is Third major component of the casing flange. Besides the bolt holes
pushed up against the aft face of the combustion chamber is an 11-in. in the front flange, there are 24 of
main casting to take care of air long 20-gage aluminized steel liner similar size, twelve leading to six
leakage and to compensate for the having a corrugated outer skin ducts of 22-gage steel which carry
difference in casting and combustion which permits cooling air to flow the air bled from the fourth
chamber expansion. inside the outer casing. This liner compressor stage through the
Fitting inside the front end of this fits into the aft end of the casing. combustion chamber casing, and
casing is the flame tube, which has The aft ends of the combustion twelve directing air around the
two main components – the entry chambers are bolted around flanges combustion chambers. These ducts
section and stub pipe assembly. The to a ring of six rings which fits over also help stiffen the skin, as it takes
fore part of the entry section flares there rear end of the main casting. the weight of the entire exhaust
out somewhat as does the outer Ignition interconnectors between system.
casing, and at the front end has a chambers are of but 15/32 in. dia., Six large hand holes are cut in the
six-blade swirler. This unit is made and starting plugs are provided in casing just behind the flange. These
of 22 gage mild steel with a black three of the six chambers. These give access for making minor
enamel coating. The stub pipe elements, as are the fuel plugs, are adjustments to burners and the three
assembly is made up of ten flame enclosed in streamlined fairings. ignition plugs.
chutes welded to a ring (which is Surrounding the combustion A little more than halfway aft
welded by brackets to the rear end of chambers is a 16-gage mild steel around the combustion chamber
the flame tubes and to a 4-in. dished double skinned casing having casing is a heavy collar comprised of
baffle plate at the rear. To help flanges welded at both ends – that two channel shaped members, and
direct air into the chutes, ½-in. at the front end attaching by studs inside the casing at this ring are six
circular baffle plates are riveted to to the main casting; that at the rear tie rids, connecting it to the main
the forward ring. Material of this attaching to the turbine inlet duct casting. Any one of these six units
unit is mild steel with an aluminized outer flange, the nozzle ring can serve as the aft engine pickup
finish. assembly flange, and the exhaust point; in the case of the Me-262 it is


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the top one. lifted off. Next the rear compressor 9 
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chambers to the turbine nozzle locking ring can be removed and  "
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this 19-gage aluminized mild steel rear diaphragm plates can then be
unit is made in two parts, the rear of removed and the turbine inlet
which is welded to a heavy flange. ducting and combustion chamber shaped spacers, 1 in. long and
Studded to this flange from the inner assembly lifted off. Then the front tapering from 1/8 to .020 in., leaving
shroud ring of the turbine nozzle diaphragm plate is removed and the a .020-in. gap down the trailing edge
assembly are two mild steel turbine inlet ducting, with the through which the cooling air
diaphragm plates. These, in turn, combustion chamber assembly, escapes.
are studded to the rear end of the lifted out of the casing. At this In assembly, the blade tips are
main casting, and so support the point, as one sweating engineer closed, pushed through slots welded
inlet ducting and turbine nozzle ring. who did the job declared, “Now, to the outer shroud ring, and the
On the rear of the outer turbine inlet Bub, y'can take out the individual roots are pushed through slots in the
ducting a light flange mates with a combustion chambers.” inner shroud ring and spotwelded in
flange on the rear of the combustion An unusual feature of the 004's place on the inner surface of the
chamber casing. Thus the turbine design is the use of hollow turbine ring.
inlet ducting, to which the nozzle blades through which To this ring, in turn, is welded a
combustion chambers are attached, cooling air is fed from the heavy, mild steel flange and second
is supported partly the diaphragms, compressor via the main casting flanged ring, the two flanges picking
and partly by the skin. and supporting diaphragm plates. up with the diaphragm plates which
Maintenance crews really take a The two-part outer nozzle shroud support the assembly from the rear
beating as the result of the final ring is made of mild steel and both of the main casting.
design, for it is a major operation to parts are welded to a ring that is Two types of 61-blade turbines
get at the combustion chambers. joggled and flanged to mate with are used. Originally both blades and
First, the variable-area nozzle flanges through 36 bolts on the disks were solid, later hollow blades
operating shaft must be removed so inlet ducting and the aft flange of and lighter disks were introduced at
that the complete exhaust system the combustion chamber casing. In a saving of approximately 40 lb.
assembly can be taken off. Then, addition to the bolt holes the flange The solid disks were of hardened
unless special equipment is has 36 sets of three holes for chrome steel, taking stresses of
available, the engine must be placed cooling air passage. about 15 tons at maximum rpm.
upright on the turbine disk and The 35 nozzles are made of Cooling is effected by spilling air
burner pipes and ignition leads austenitic sheet steel, .045 in. thick, bled back through the main casting
disconnected from the combustion bent to shape around a 1/16-in. against the disk face then up over
chambers. Then the compressor radius to form the leading edge. the blade roots and out between the
casing-main casting joint can be Between the sheets at the trailing blades.
broken and the whole front end edge are spotwelded four wedge The 12¼-oz. solid blades are




!
forged from an austenitic steel
containing 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 machined
lugs drilled to take two 11-mm.
rivets each. Maximum centrifugal
blade stresses have been estimated at
18,000 psi., and gas bending stresses
at 2-4,000 psi. Study of the solid
blades indicates that the roots didn't
get much above 450 deg. C., due to
the cooling air flow up from the
disk, but near the center it appears
the temperatures got up to about 750
deg. C. This applies to service
models, not those previously
mentioned as having given the
longer flight and test-stand life.
Disks for hollow blade turbines
are of lighter material than the solid
types and have attached, across the
front face, a thin sheet flared out
near the center. This picks up the
cooling air and, via ridges on the
disk, whirls it out toward the blade
roots where it goes through two
small holes drilled in the disk rim up
through the blade and out the tip.
Made of the same material as the
solid blades, the hollow type are
formed by deep drawing a disc
through a total of 15 operations. In
assembling the turbine, the blade
roots are fitted over grooved stubs
on the disk rim. Two small holes on
each side take locating pins to hold
the blades in place during assembly,
but they take no stresses.
With a silver-base flux in the


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grooves, the entire unit is put in an
oven at 6-800 deg. C., warmed for
20 min., then heated to about 1,050
deg. C. in 40 min., then cooled in
still air at room temperature before
hardening in a gas or air oven.
Later production units have two
rivets in the blade trailing edges
near the tips, a modification made
necessary by cracking caused by
vibration.
The turbine is attached by six
studs to a short shaft carried no two
bearings housed in the main
casting. The front bearing is a
single-race ball thrust, the rear a
single-race roller type, and both are
cooled by oil only Connection of
the turbine and compressor is vi a
heavy, internally splined coupling.
The exhaust cone is made up of
aluminized mild steel, and consists
of two major components: outer
fairing is double skinned, with
cooling air bled from the
compressor flowing between the
skins to within 15-3/4 in. of the exit
where the inner skin ends. Outside
the other skin from there to the end
is another skin, flared at the leading
edge to scoop in cooling air. It is
attached by spot welded
corrugations.
Attached to the outer fairing by
six faired struts is the inner fairing,
tapering from 19½ in. at the turbine
end to 9¾. This unit houses a rack
gear – driven by a shaft entering
through one of the struts – which
moves a “bullet” extending from its
aft end. Actuating this bullet over
3

its maximum travel of
approximately 7-3/8 in. varies the
exit area between 20 and 25%. It is
set in retracted position for starting
to give greater area and help prevent
over-heating, then moved aft to
decrease the area and give greater
velocity for takeoff and flying. The
movement is accomplished by a
gear-type servo motor set near the
accessory housing and connected by
a long torque tube to gears set on the
exhaust housing over one of the
struts leading into the previously-
mentioned rack gear.
Originally the unit was supposed
to operate automatically over small
ranges at extremely high speed and
altitudes to give maximum
efficiency, but on some engines
examined the necessary lines had
been blanked off. The two-position
operation is obtained through a
mechanical linkage with the throttle
so that the bullet moves aft at
between 7,000 and 7,500 rpm.
Since the necessary cooling
system played a very important part
in both the design and construction
of the 004, it is felt best to note it
briefly as a separate part of the
study. It consists of three major
stages, as follows:
1. Air bled off after the 4th
compression stage.
2. Air taken off just after the
last compression stage.
3. Air bled off between the
compressor and combustion
chambers.
In Stage 1 the air is picked up by


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the ring after the 4th compressor row goes into the ducts continues aft bullet.
and is directed into six cored and, through small holes in the In Stage 2 the air goes through the
passages in the stator casting, then at flanges, between the double skin of serrations between the compressor
the combustion chamber casing it is the exhaust cone outer fairing. and the main casting, into two of the
divided so that some of the air goes Majority of the air goes straight on six cored passages in the casting
through six ducts in the combustion aft to the end of the inner skin, but back to the turbine. Here, on the
chamber casing skin, some goes some is taken through the six struts original engines, it was spilled
inside the casing and around the connecting the inner fairing into against the face of the turbine disk
chambers themselves. That which that unit to cool the rack gear and and moved out to escape between
the turbine blades. On engines with



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 ducted across the space between the
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turbine disc where it is picked up by
ridges and forced up through the
turbine blade roots out through the
blade tips.
Stage 3 cooling air, bled off
between the compressor and
combustion chambers, is ducted
through three passages in the main
casting to the space between the
turbine nozzle-supporting
diaphragms, then up through the
turbine nozzle vanes and into the
slip-stream through the trailing
edges of the vanes.
It is estimated that Stages 1 and 3
take approximately 3% each of the
total air movement, and that Stage 2
probably takes at least half as much;
thus better than 7% of the available
flow is taken off because of a lack of
higher heat-resistant alloys.
Additional performance penalties are
evident in the fact that ducting is
necessary, complicating both the
weight and production pictures.
Air is not the only cooling
medium, for the lubricating system
too is employed. In this system, two
gear pumps circulate lube oil to the
front compressor bearing assembly,
the accessory-drive bevel gears, and




!

the accessory gears. Another
supplies oil to lubricate and cool the
)
rear compressor and both turbine
bearings, the latter two being
sprayed and splashed, respectively.
The two main pumps, mounted
beneath the engine and driven from
the bevel gears through a nose
casting strut, deliver 190 gal./hr.
each. The two-part scavenge unit is
built into the turbine bearing
 ..-,-
 , ,3 +,     ,3 )-0
the governor cam so that when the
throttle is advanced the fuel flow ,--./
increases and response is ; ,
immediate. The governor then Casting with oil pumps, filter......57 lb.
Bevel gear assembly & drive
takes over and adjusts the engine shafts.......................................18 lb.
speed to a predetermined value set Gear box & drives........................35 lb.
by the position of the cam. Front compressor bearing
assembly.................................25 lb.
..................................................................135 lb.
*
Stator csting & blades..............................200 lb.
&'( Rotor with stub shaft & tie rod................220 lb.
> 

housing and is driven by a gear cut :*-;

,   7)
3  (3
-    , * 
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into the sleeve which serves to
.+ Main casting & fittings................163 lb.
return oil to the cooler. In level
<+,8  ' ++ 3-
flight, one part of the unit, a 300
3  62)  6
, assembly.................................6½ lb.
gal./hr. puma, returns oil through
one of the cored passages in the
.  3-=   @  8  7)0
main casting, then through a passage
-+,) ,-5-)= ,'))
in the stator casting to the pump in
0-
)=
.)(-) 3-
the bottom of the intake casting. In
--

climbs, the other part, a 90 gal./hr.
gear pump, picks up the oil and
feeds it into a common return line to
the air-oil separator. Oil is returned
from the main pump to the separator
by a 300-gal./hr. driven by the same
shaft as the delivery pumps.
Two types of fuel are used on the
004: gasoline for starting and J-2
brown coal “crud” for running. The
gasoline is carried in the lower part
of the annular tank set in the nose
cowling, and is automatically cut off
after ignition at about 3,000 rpm.
This is fed by an electrically driven
pump delivering 80 gal./hr. at 28 psi.
Near the end of the war it was found
+
  Air-oil separator...........................4 lb.
that centrifugal crude oil was also
used as operating fuel.
The main single-stage electrically-
driven gear type pump has a
maximum delivery of 500 gal./hr. at
1,000 psi. at 3,000 rpm.
Most interesting of the accessories
is the all-speed governor, a 17-lb.
unit consisting basically of a
centrifugal governor, oil pump and
spill and throttle valves. In
operation, oil goes through a passage
to the pilot piston and is distributed
to outer faces of either the spill or
follow-up piston, depending on
movement of the flyweights. Both
the pistons move at the same time,
adjusting the fuel spill to counteract
changes in engine speed. The
distance between the spill and
follow-up pistons varies according
to the flow of oil through the
passages so that the spill piston
action is a step-by-step operation
controlled by the follow-up which
returns to normal position after each
step. A throttle valve is linked with
 4) ,)/  ( .;3;?+ ?,
3 ),,,3
Rear compressor bearing
-   8+ )3  7)
 4) ,)/  (=  ,    6   /
++-+,
Rear turbine bearing assembly
.;-
..................................................................286 lb.
6)@,
(3
*)" 
*
Wt. (without cowl).......................1,669 lb.
Wt. (with cowl)............................1,775 lb.
Specific wt................................... .85 lb
Thrust......................................1,970 – 1980
lb.
Pressure ratio............................... 3:1
Fuel consumption...............2,720 – 2,745
lb./hr.
Maximum speed..........................8,700 rpm.
Idling speed..................................3,080 rpm.
Idling speed fuel consumption.... 614 lb./hr.
Length.......................................... 152 in.
Maximum dia............................... 34 in.
Frontal area (cowled)................... 6.4 sq. ft.
)

Tachometer..................................1½ lb.

Inlet guide.....................32 ....
1.....................................61 27
2.....................................61 27
3.....................................59 38
4.....................................61 38
5.....................................61 38
6.....................................71 38
7.....................................71 38
8.....................................57 38
Utter casing & fittings.................100 lb.
Front turbine bearing
assembly.................................7½ lb.
& scavenger pumps................9 lb.
6 chambers burners, igniters,
& interconnectors...............................116 lb.
3")
Inlet ducting & joint rings...........42 lb.
Nozzle assembly..........................43 lb.
Diaphragm plates.........................10 lb.
Disk & blades (solid)...................151 lb.
Shaft, sleeve, fittings...................30 lb.
Compressor coupling................... 7 lb.
"
Bullet assembly...........................190 lb.
...............................................................1,430 lb.

Oil tank........................................27 lb.
Fuel pump.................................... 9 lb.
Governor......................................17 lb.
Bullet control servo motor...........17½ lb.
Drive shaft for bullet................... 4 lb.
Fuel filter..................................... 2 lb.
Fuel non-return valves................. 1 lb.
Throttle linkage........................... 7 lb.
Misc. fittings & attachments.......25 lb.
Engine mount brackets................15 lb.
..................................................................115 lb.
C  
Starter engine...............................36 lb.
Gasoline tanks & supports...........20 lb.
Gasoline pump............................. 6 lb.
Igniter coils.................................. 3 lb.
Net dry weight with starter...................1,625 lb.

Generator fittings.........................36 lb.
Hydraulic pump........................... 8 lb.
......................................................................4 lb.
*
Starter engine cowling................. 4 lb.
Starting fuel tank cowling...........17 lb.
Remainder of cowling.................85 lb.
..................................................................106 lb.
Total dry weight, completely
cowled engine..................................1,175 lb.


  !!


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  !%
Edit ors note: published in Aviation during the war years, between
May 1943 and November 1945. The subjects were the
This article was originally published in the October
Bell P-39 Airacobra, Curtis C-46 Commando,
and November, 1945 issues, Volume 44, numbers 10
Fleetwing BT-12, Douglas A-20 Havoc, Bristol
and 11, of Aviation magazine, published by McGraw-
Beaufighter (British), deHavilland Mosquito (British),
Hill Publishing Company of New York, NY, USA.
North American P-51 Mustang, Lockheed P-38
This reconstruction is derived from microfilm. The
Lightning, Focke-Wulf FW-190 (captured German),
source is University Microfilms International,
Boeing B-17 Flying Fortress, North American B-25
Publication No. 364 (Aviation Week and Space
Mitchell (specifically, the B-25H and B-25J models),
Technology), Reel No. 21 (January 1945 – December
Mitsubishi “Zeke 32” Hamp (captured Japanese),
1945). The source was a tightly bound volume, so that
Consolidated Vultee B-24 Liberator, Fairchild C-82
there is some distortion of the images, especially near
Packet, and Messerschmitt Me-262 (captured German),
the binding. It has not been practical to remove or
with one article dealing specifically with the Me-262's
compensate for all the distortions, so none of the
Jumo 004 jet engine. Some of the analyses were
illustrations in this reconstruction should be considered
authored by senior members of the design teams at the
reliable sources as to fine details of shape, proportion or
original manufacturers, while others were written by
spatial relationship. The distortions are, in general,
staff editors of Aviation magazine.
small, and should not detract from a general
The original articles were copyright to their
appreciation of arrangement and relationship.
respective sources — the employers of the authors,
The editor has attempted to represent the original
following general practice of the time.
layout of the article, but there are some exceptions.
This reconstruction is compilation copyright JL
Limitations in the compositing tools cause a difference
McClellan, 2004.
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