Jets45 Engines



    J36 - The de Havilland H-1 made under license. Producing 2,700 lb of thrust, the engine was fitted to the combination powered Curtiss XF15 C-1, as well as the Lockheed XP-80. It was hoped to fit the engine in the production Lockheed P-80 but the GE I-40 was adopted as it's development was far ahead of the British H-1 "Goblin" engine.


    J-33 / GE I-40   
    Developed by GEC from the J-31 as the GE I-40 until September 1945, when production was moved to Allison. Mirroring the work at Rolls-Royce in Britain by using straight combustors, the GE I-40 was first tested on the 9/1/1944 and produced an output of 4,000 lb of thrust. It was the direct descendant of Whittle's W1 engine sent over to the USA in 1942. Used in the P 80A and Bell XP 83.


    B-1    A small axial flow turbojet with 400 LB of thrust, used in the Northrop JB-1 "Bat"
    I-A / I-16 / J-31

    The IA or GE-I was a copy of the British Power Jets W1, which first ran on 18/4/1942 it was used to power the Bell XP 59.

    The I-16/J-31 was developed from the copy of Frank Whittle's W1(GE IA). In 1943 it produced 1,650 LB of thrust.

    Fitted to the Bell P 59 A/B , the Ryan FR-1 Fireball, the Ryan XF2R-1 "Darkshark"

    J-35 / TG-180   

    The US's first axial flow turbojet, developed from the turboprop TG-100 / TG-31 project, the TG-180 had an out put of 2,545lb of thrust, being run for the first time on the 21/4/1944. It would be some time until it was fitted into an aircraft and didn't perform it's first flight until 26/2/1946 when it powered the Republic XP-84 "Thunderjet" on it's first flight.

    Also fitted to the Douglas XB 43, North American XB 45, Northrop XB 35-B, North American FJ-1 Fury, North American XP 86 "Sabre" and Douglas D-558-1 "Skystreak".

    TG-100 / TG-31 / XT-31 (turboprop)   
    The US's first turboprop the engine dated from a contract awarded to make a turboprop engine in late 1941 from the USAAF, the engine was designed and made at the General-Electric plant at Schenechtady, New York and first ran in May 1943, with out a propeller. Work on the engine went on at a slow pace with an output of 1,650 hp being achieved, in the end only 28 units were made, it was fitted to the Convair XP 81, the Ryan XF2R-1 "Darkshark" and the Ryan XF2R-2. It was hoped to develop the engine after the war in the form of the TG-110 and the TG-120, but neither of these engines would make it to production.


    A copy of the Argus As 014, fitted to the Republic JB-2 "Thunderbug" and Northrop JB-10 "Bat". Also a pair were fitted to a North American P 51 D "Mustang" for tests.


    J-37 (L-1000)   
    Development of the L-1000 began in 1940. It was to power Lockheed's L-133 project fighter, the design was of an advanced axial-flow type engine, when the contract for the US's first jet was awarded to Bell's XP 59, work on the L-1000 idled along until 1943 when the USAAF approved a low-priority development contract, with the engine now known as the XJ-37. However the engine was to pass though a number of companies, none of which managed to get it to work and in 1950 the J-37 was "killed off".

NACA(National Advisory Committee for Aeronautics)

    Jeep   The NACA was interested in the idea of jet propulsion as early as 1923 when a paper was published, although the paper can to a negative conclusion, subsequent studies were under taken in the 1930s and by the late 1930s the NACA became interested in the idea of a jet engine to augment power for planes on take off. By 1940 Eastman Jacobs and a small team based at the NACA Langley Laboratorie, came up with a ducted-fan engine very similar to the Campini engine, it was built and tested in the spring of 1942. Tests continued from the summer of 1942 into 1943 with the idea of building a research aircraft solely powered by a bigger version of the engine, but by mid 1943 the whole project was dropped as unworkable.
    Propulsive duct engine
    In 1941 the NACA started work on the possiblties of developing a ramjet engine. The idea came from work on the "Meredith effect." In the USA, they were however unaware of the work of Lorin and later work by Carter, V Leduc and Schmitdt. The tests were carried out in the February and March of 1941 finding out that the idea of a "Ramjet"was possible. By the end of 1945 the NACA had a number of ramjet projects "on the go" at both of it's Langley and the Lewis Laboratories concentrating on combustion and burner design.


    XT-37 "Turbodyne" (turboprop)   The Northrop company had, as with Lockheed embarked on a program of jet engine development before America entered the war in 1941. Vladimir Pavlecka was the head of Northrop's research and design program which developed the "Turbodyne" turboprop engine, on the 1/7/1943 Northrop received a contract from the US Navy to build two XT-37 engines, with the first being bench tested in December 1944, ( it was the first American turboprop engine to run with a propeller fitted) but by 1945 the Navy had lost any interest in the idea of turboprop powered aircraft. However the USAAF were interested in the engine and work continued. It was hoped to use the XT-37 as the power plant for the Northrop B-35, a prototype aircraft was built the EB-35B, but because of teething troubles with the engines which were never to be overcome the "Turbodyne" engine was abandoned in the late 1940s.


    WE-19XB-2B    The X19A designed in 1942, first ran in March 1943, the B engine made 1,165 lb of thrust. It was fitted in the Northrop XP79B, Mc Donnell XFD-1 Phantom and the Douglas XB 42 Mixmaster.

    The production version of the X19-B, producing 1,600 lb of thrust. Fitted in the Mc Donnell FH-1 Phantom and the Grumman XTB3F-1
    The X19A axial flow turbojet as fitted into the Grumman XTB3F-1 "Guardian"
    Developed form the J-30, the J-34 was a 11-stage axial flow engine making around 3,000 lb of thrust, fitted to the Vought F6U-1 Pirate, McDonnell XF-85 "Goblin." and the Ryan XF-4 and XF2R-2

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