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296 PROCEEDINGS OF THE 29TH TURBOMACHINERY SYMPOSIUM Figure 37. The First Operational Allied Fighter During WW II, the Gloster Meteor, Powered by Two Whittle W.2 Engines Built by Rolls Royce. (Maximum speed 410 mph at 10,000 ft.) (Meher-Homji, 1997; Courtesy ASME) diffuser (known as the type-16 diffuser), and blower casing. With these modifications, the W.2/700 compressor finally attained Whittle’s aim of 80 percent efficiency while deriving a pressure ratio of 4:1. In the four years that had elapsed since the first flight trials of the W.1 engine, Power Jets Limited had tripled the thrust of the engine with no increase in size and a 70 percent increase in weight (Whittle, 1954). The growth in engine capability is depicted in Table 4. engine. Nationalization resulted in a serious drop in morale and the pioneering Power Jets’ team started to lose heart with conflicts developing regarding the role of the company. Whittle felt that engine development should be a goal while others were content to view the organization as a research and development establishment. In January 1945, Whittle was invited to become a member of the board of Power Jets (R&D). It was at this time that the Gas Turbine Technical Advisory and Coordinating Committee was formed to direct the course of gas turbine activities in the UK. In April 1945, it started to become clear that Power Jets would not have the right to design and build experimental engines, and that it was expected to focus on fundamental research and component development. The company that boldly strode forth with technology with which no established company would invest resources in, was now stripped of the right to design or build jet engines. On January 22, 1946, Whittle submitted his letter of resignation from the board of Power Jets (R&D) Limited. As he predicted, the brilliant team of engineers that he had built and who had pioneered jet engines in Britain, finally broke up, and the engineers were hired by other firms working on gas turbines. Whittle’s basic engine design features lived on at Rolls Royce. The Nene, designed by Dr. Stanley Hooker and first run in 1944, had some new features but still retained 80 percent of the Power Jets’ design ideas. The engine was rated at 4500 lb thrust. A scaled- down version of the Nene known as the Derwent V was made. Figure 39 shows a cutaway drawing of the Rolls Royce Nene. A photograph of a sectioned Nene Engine is shown in Figure 40. The small centrifugal compressor behind the main compressor is to supply bearing cooling air. ENGINE W.1 W.2/500 W.2/700 Thrust, SFC, Lbs. lb./hr/lb. 950 1.37 1,755 1.13 2,487 1.05 Jetpipe Temp, °C 597 606 647 Figure 38. W.2/700 Turbojet, the Last Engine to be Built by Power Jets Limited. (Rated at 2500 lb thrust.) (Meher-Homji, 1997; Courtesy ASME) Table 4. Growth in Whittle Engines, W.1 Through the W.2/700. (Engine speed for all engines was 17,500 rpm. Overall diameter was the same. W.2/700 data are for the final version, with Nimonic® 80 blading, blade height of 3.63 inches, and mass flow rate of 47.15 lb/sec.) (Meher-Homji, 1997) In 1944, Power Jets Limited was nationalized. Engine development work continued with emphasis on the W.2/700 Figure 39. Cutaway of the Rolls Royce Nene Engine (5000 Lb Thrust, 80 Lb/Sec), Designed by Sir Stanley Hooker Incorporating Basic Whittle Design Features. (Meher-Homji, 1997; Courtesy ASME) Figure 40. Sectioned Photo of Rolls Royce Nene Engine. (Courtesy Doug Nagy, Liburdi Engineering Limited)PDF Image | THE HISTORICAL EVOLUTION OF TURBOMACHINERY
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