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An Overview of Military Jet Engine History 107 pounds of thrust. At the same time, it had nearly twice the fuel efficiency of the most successful German World War II engine, the 2,000-pound-thrust Junkers Jumo 004. The J57 made development of the first true long-range strategic jet bomber possible, the Boeing B- 52. It also helped make supersonic flight possible. In May 1953, the North American YF-100 fighter became the first combat aircraft in the world to achieve sustained-level supersonic flight. In addition to the B-52 and the F-100, the J57 powered numerous other Air Force aircraft such as the McDonnell F-101 fighter, the General Dynamics (GD) Convair F-102 fighter, and the Boeing KC-135 aerial tanker. Navy tactical aircraft equipped with this engine included the Vought F8U and the Douglas F4D, F5D, and A3D. The improved J-75, which was based on the same fundamental principles but used more-exotic higher-temperature materials to produce greater thrust, powered the Republic F-105 and Convair General Dynamics F-106 fighters, and other military aircraft. Finally, the J57 also made the development of successful long-range commercial and military jet transports possible when its commercial version, the JT3, was used to power the Boeing B-707. But to achieve the full potential of this capability, another major innovation was borrowed from the British by P&W and added to the JT3, resulting in the JT3D. This innovation was the development of the low-BPR turbofan or fanjet. Rolls-Royce engineers had been considering bypass jet engines since the end of World War II. These engines have larger low-pressure compressors that permit a portion of the air to be ducted past and around the core of the engine and expelled with the hot jet gas from the core. This feature results in lower specific fuel consumption, higher thrust, and lower noise. The dual-spool configuration is necessary for fanjets because the low-pressure spool and high-pressure spool turn at different speeds. Rolls-Royce developed a low-bypass turbofan called the Conway, which was used on the de Havilland Comet jet commercial transport and entered service in May 1952. Because of the wing-buried installation on the Comet, and on early British jet bombers such as the Vulcan, the engine could not be optimized with a large enough fan for optimal fuel efficiency and transatlantic range (Gunston, 1989). P&W engineers were initially skeptical about fanjets. GE, however, developed its own successful version of a fanjet based on a slightly different approach—the “aft fan” concept in which the fan isPDF Image | Military Jet Engine Acquisition Technology Basics and Cost-Estimating Methodology
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