Fiat Linea

To further boost the sales and to quench of thirst of auto enthusiast, Fiat will soon powerful version of its Linea sedan. It’s not the much expected Linea 1.6L diesel Linea but the petrol one. Linea will get 1.4L turbojet petrol engine producing 120bhp of maximum power and 206Nm of peak torque starting from 1750rpm.  In contrary the current 1.4L linea produces the 90PS of maximum power and 115Nm of peak torque. Fiat 1.6L is said to be fast and exhilarating with a top speed of 195kmph and o-60kmph in 9 seconds. Along with the new Engine, the Linea is expected to receive some cosmetic changes and niggling problems fixed. Along with the Linea, Fiat will launch Punto CNG variant in 2010.

59: Red Devil, originally uploaded by Snap Happy Ria.

Often during my ferry rides from Lamma to Hong Kong Island, I would look out the window and see these fast Hong Kong-bound boats from Macau practically skimming the water. I call `em “Red Devils”

Now here’s a really cool site that I’ve somehow managed to find. United Nuclear is a scientific equipment and supply site. At first that seem sort of lame… But wait until you see what they sell. Everything from Caffeine to various metals to radioactive Uranium Ore. They have miniature turbojet engines that you can put on your bike or scooter, hydrogen fuel conversion kits for your car, Van deGraff Generators, Tesla coils, drug testing kits, Neodymium magnets… You really have to explore the site because I can’t list all the crazy stuff they sell! Their prices seem reasonable for the stuff they have, and they seem to add new stuff periodically. Many of there rarer things like their ultra high radiation Uranium Ores are often sold out, but you can’t just buy that stuff from any website, or store. So check this one out, you might find something you like.

I’m back! It was extremely tiring to travel from DC to Houston (layover) to SF to LA back to SF to Narita (layover) to Hong Kong to Macau to Hong Kong to Taipei to Hong Kong to Narita (layover) to SF to Houston (layover) then FINALLY back to DC. Wow. Looking at all those trips makes my head spin. Needless to say, my jet lag is HORRIBLE. Uh, can you say cold pizza at 4am? But, I’m BACK! and I had a ton of great adventures to share!

Surprisingly, one of the highlights to my trip was my 1.5 day trip to Macau! Considering that everyone who heard I was going described Macau as a dirty version of Vegas… uhhh.. SO not so! okay, maybe a little, but I had a great time! But first off…

How to Get to Macau from Hong Kong via Sea:

1. How to get there by sea: Getting around in Hong Kong is really easy, so I wasn’t that surprised that getting from Hong Kong to Macau would be any different.

• TurboJet, New World First Ferry, Cotai Strip are a few of the ferry companies that will take you by sea. My experiences are with TurboJet, which I found to be really easy and runs almost like a 2nd rate plane boarding. Otherwise, buy ticket and 20 minutes before you board the ship. Pretty simple.

2. Costs: For appoximately $20 USD, you can book a ticket online or at the Shun Tak Centre in Hong Kong (MTR: Sheung Wan Station). If you use your Visa, you do get a little bit of a discount.

3. Standby: After seeing everything and eating everything we wanted to eat, we decided to head back to the Macau Ferry Terminal early to see if we can go standby back to Hong Kong. Apparently this is a very popular idea as there were lines and lines of people trying to do the same thing! Luckily Turbo Jet doesn’t charge a change fee and they basically have a ship sail out every 30 minutes. Horrah!

Additional Reading and Resources:

Getting There: NYTimes.com

:: :: :: :: :: ::

TurboJet and FirstFerry are the major ferry operators between Hong Kong and Macau. Within 2016 their business is over or substantially reduced. The Macau bridge construction is starting next year and is expected to be finished by 2016. Here we witness an obvious change. The shift from a way of transportation to another will definitely affect their business. Its obvious – they have time to act. It could not be dramatic, but sure will make a big difference. Change happens everyday, the development of Internet, shifting economies, social values, etc. Change is happening today. Most companies didn’t realize yet the change, and how they cope with this change. Later will be worst, act now.

: : :

The last destination on my summer trip to East Asia…

Macau

facade of St. Paul's Roman Catholic Church, which burned down (casino in background)

A 45-minute Turbojet ferry ride from Hong Kong across South China Sea, Macau is like a mini-Hong Kong. Similar architecture grace Macau Peninsula, and long bridges connect the peninsula to Taipa Island. Macau is China’s other Special Administrative Region (in addition to Hong Kong). This “casino town” has surpassed Las Vegas as the world’s largest gambling operation, which makes it one of the world’s wealthiest places. Once governed by Portugal, Macau retains its Portuguese and Chinese influences in language, food, and architecture.

MUST-SEE

Macau Tower

1. Macau Tower. If you’re not afraid of heights, you can brave the world’s tallest bungy jump. Or just enjoy an unobstructed view of the peninsula from the indoor or outdoor observation deck.
2. Casinos. If you’re into gambling or eating at buffets, you’ll find some familiar casino-hotels also located in Vegas, including Sands and Wynn. From Fisherman’s Wharf, you can gaze across South China Sea, lined with elegant bridges.

Macau casino-hotels

So where am I going next? It depends on scheduling and other factors, of course, but I’m anxious to visit Greece, Eastern Europe, Northern China, India, Spain, the United Arab Emirates (which is trying to become like Hong Kong), and so many other places. Before that though, I’ll take a trip down memory lane and write about my past travels to Western Europe, Australia, New Zealand, and other parts of East Asia. Thanks for reading and stay tuned…

Hong Kong is the most efficient city I’ve ever been to. For sure, there are other cities (San Francisco, New York, etc.) where the moment you get off the plane, you can just about get to any location in that city without getting into a car. However, Hong Kong just takes it to another level in my opinion because there are more than 1 option of public transportation to get to all the places you want to go.

1. By Rail – there are 2 main rail systems, which are actually connected into 1, the MTR. If you click on that map to enlarge it, you can see that a visitor can leave the airport on the MTR system and go just about anywhere in Hong Kong, including the doorsteps of Shenzhen, China, where you can board trains that will take you as far as Beijing! The trains are very clean (no bums) and were never late when I was there for over 2 weeks. It’s one of only 2 rail systems in the world that is profitable and does not require government subsidies in order to operate, and there are trains that leave each station in a matter of a few minutes. On top of all that, the more suburban parts of Hong Kong were actually built in and around these stations in a cluster of high rise apartments and shops in ways in which you can leave the station and walk to your home while being covered from the elements at all times. Efficiency at its finest.

2. By Ferry/Hovercraft - Because Hong Kong is an island surrounded by other islands and ports, traveling on water makes a lot of sense. But it’s really amazing how easily accessible everything is, and yes, there are many ferry operators. Companies like TurboJet and New World operate out of multiple ports around Hong Kong and take passengers in and around Hong Kong/Kowloon, Shenzhen, Shekou, and of course, Macau, the Las Vegas of Asia. You can hop on the MTR to a stop with a ferry terminal, such as the one at the Shun Tak Centre, with luggage in hand, walk into the building, buy a round trip ticket and take the 1-hour ferry ride to Macau. Imagine a Saturday morning where you get up and feel like going to Vegas; if you were in the US, you are basically assed out, unless you live near Vegas, or settle for the local Indian casino. If you were in Hong Kong, however, you could be in Macau in a couple of hours and be back the same night to take your friends out to dinner with what you won (or ask them to take you out because you lost).

3. By Bus – This of course is the stable of public transportation in most cities around the world and Hong Kong is no exception. What I found amazing is the different variety of buses they have available. There are many profitable bus operators such as: The Kowloon Motor Bus Co., Citybus and New Lantao Bus, which were all fine and got me back to my friend’s place at 5am in the morning after a long night out. They go basically anywhere you need to go, even to places not very close by the MTR stations. To keep efficient, they will not stop at a designated spot unless someone requests the driver to do so. What I find amazing is that there are also these ‘mini buses’ that run around the city. They fit about 10 people, and it’s just first come, first serve. Where there are bus stops, there will probably be a mini bus stop as well, so if your normal bus hasn’t arrived, you can just jump on the mini bus and go where you need to go for cheap. Amazing…

There are also taxis readily available so if you really need to get somewhere fast, that option is still there. Hong Kong also caters to the rich by offering helicopter rides. There are even those cabled lifts like the ones you see at ski resorts (except it’s enclosed) and the peak tramway, which takes you to the top of Hong Kong. The only thing I didn’t see were rickshaws, probably because they’re not efficient enough.

:: :: :: :: :: ::

I’ve been long meaning to do this. There are a huge amount of propulsion concepts and terms floating around so this is my small part of trying to clear up and order this corner of the internet. Namely, high speed aircraft and rocket engines and their advantages and disadvantages in very short form. This is by no means a well researched and meticulously checked post, as I don’t have time for one right now.

This is how I’d order most of them (you can click to get a bigger picture):

So, to explain the diagram:

Tu – Turbine Engines

They are the normal jets that airliners and fighters carry. They have a compressor, a burner and a turbine. A compressor can have many stages, and so can the turbine too. The hot exhaust from the burner turns the turbine which turns the compressor via a shaft. An afterburner adds thrust but adds fuel consumption too. A fan adds thrust with little addition of fuel consumption. Usually slow planes that need long range have turbofans and fast planes have turbojets. Well, except nowadays modern fighters have turbofans with afterburners since they have reached acceptable speeds and fuel consumption is more important.

Operating speed range is approximated from 0 to about Mach 2.5. Speed is usually limited by turbine temperature.

Examples.
Turbojet: P&W J57 in B-52, F-100, F-101, F-102 and many more.
Turbofan: GE F110 in F-16; Rolls Royce Trent in Boeing 777, Airbus A330,340 and 380.

Tr – Turborockets

These are not in use anywhere that I know of. They are a cross between a rocket and a turbofan. They have been proposed for wide speed ranges. Since they don’t have a turbine in the free flow, they could in theory reach higher speeds.

In a Gas Generator Air Turbo Rocket (GG-ATR) there is both oxidizer and fuel flow from the tanks to a gas generator, that then burns them and turns a turbine which turns the compressor. This is usually the way chosen with hydrocarbon (kerosene) high speed concepts. Note that this thing needs oxidizer.

In an E-ATR the fuel circulates around the hot sides of the engine and expands to turn the turbine. Usually hydrogen is the fuel used here because of its good expander characteristics. (The RL-10 rocket engine expands hydrogen to turn its turbopumps likewise.)

The configuration in the picture is only notional. Often a compresor with tip-turbines has been proposed, this means that the gas generator exhausts along the outer rim of the compressor. The compressor is made so the tips function as a turbine for the gg exhaust, while the inner disc functions as a normal compressor. Thus you save a lot on component mass and moving parts and get rid of a possible gearbox.

In theory these could have a very wide speed range. From zero to some Mach. At the end you run into compressor problems, but it should be later than the turbine problems with turbine engines.

Example:
Marquardt SERJ proposed for X-15 follow-ons. Though this had an air breathing drive gas generator (it had tip turbine in the compressor).

Note that as far as I know, the terminology about these engines is not very well determined and this is just my interpretation from what I have read.

Ro – Rocket

I’ve only shown a simplified entry in this category for comparison purposes. In reality of course rockets need “compressors” of their own kind, which are propellant pumps, and the rockets usually use gas generator, expander or staged combustion cycles to power the turbopump.

A rocket needs to carry all its oxidizer and fuel (which also are its reaction mass), which means a big craft and high thrust engines and problems, especially when cruising for a long time. But a rocket is very good for an acceleration mission: it can produce huge amounts of thrust, weigh very little and operate at any speed – and best in a vacuum.

Examples:
GG: Rocketdyne F-1
Expander: P&W RL-10

Ra – Ramjet and Scramjet

This is also a very simplified view. A ramjet or scramjet doesn’t have any moving parts. It uses the inlet to compress the incoming air. The problem is, it can’t start while stationary. And it is inefficient at slow speeds too. They can also be quite big since the compression ratios are not very good usually. But at high mach, they are good, when the inlet can provide as much compression as a normal jet compressor.

Scramjets are a special case – they are Supersonic Combustion ramjets. The aerodynamics are hard and drag tremendous. Only a few have been demonstrated. It is usually hard to design for a wide speed range.

Ramjets have a speed range from perhaps Mach 0.5 to Mach 6, while (from memory) scramjets could be from Mach 4 to Mach 10-12. This is quite unclear.

Examples:
Ramjet: Marquardt RJ43 in Bomarc
Scramjet: X-43. The engine and airframe are a complete system.

Conclusion

These are not all possible engines. I’ve left out for example ejector ramjets, that are in principle rockets firing down a ramjet duct hoping to entrain air. They promise aerodynamic simplicity but have really bad efficiency. Also, many engines don’t fall clearly in one category, as they have moving parts that route the air in different places at different speeds. The SR-71’s J-58 could be considered a mix between a turbojet and a ramjet.

There are a lot of other possible concepts, feel free to mix and match components like compressors, gas generators, turbines etc etc.

In general, turbofans are efficient since they use a large reaction mass. Since power, and so . Actually, propellers are even more efficient than jets at low speeds because they have even more reaction mass flow mdot and slower v_ex. But they start to run into trouble as speed is increased. There are no supersonic propeller craft. Jets and fans can use inlets to slow down the flow to subsonic inside the engine that buys them some more speed. Engines are also more efficient with higher compression ratio. But that requires more (or more advanced) compressor and turbine stages. Compressors can stall. Turbines can suffer heat damage. There are a lot of design parameters.

The Mig-25 uses huge low compression ratio turbojet engines. They are fuel hogs and have low thrust at low speed, but at high speed the inlet does quite good compression so they are better. Of course, it is quite an old design too, but it can reach Mach 3 although risking heat damage to engines. In a sense, it resembles a ramjet.

Rockets have much higher exhaust velocities (2-4 km/s) than jets but they don’t have the benefit of getting their oxygen from the ambient air or using the ambient nitrogen as reaction mass. (Edit: Removed incomplete and incorrect mathematical analysis.)

But air breathing is harder and harder at higher speeds. Drag and heating grows, it’s harder to slow down the velocity to subsonic etc… Also, air breathing, since it includes handling large volumes of ambient air, usually has big hardware mass per thrust. The compressors especially. T/m is usually about 100 m/s^2 with good military turbofans.

A lot of this stuff has been learned along the way from NASA’s technical reports as well as many links from the secret projects forum. Even Aviation Week seems to follow the experts there now.

The relevancy of this post for space access? Debatable. Many say just go with rockets – that air breathing is a nuisance. It could be so. But with so much effort spent on it, it’s still fascinating to look at the history of air breathing propulsion. And now, the near future with the upcoming Blackswift competition (if it isn’t cancelled).

EDIT: added some content, mainly to summary.

 Airplane La-176, which is December 28, 1948 overcame “sonic booms”

In 1948,aircraft La-176 aviakonstruktora SA Lavochkina broke the sound barrier. Engineering and technical research ideas Struminskogo are at the heart of creation, in particular, aircraft MiG-15, excellent proven in the 50-s during the fighting in Korea …

АИСТ-5ВМ , АИСТ-5ТМ , ТМ-59 , ТМГ-3 , ТМС-65 , Used aircraft engines apply the resources in thermal machines AIST-5VM, AIST-5TM, HM-59, TMG-3, TMS-65, a car fire AGVT-100 (157)

. Airfield wind machine AIST-5VM developed in the NGO Aviaistok “on the chassis of the car KrAZ-255B1. Designed for the removal of moisture from the surface of airfields, snow, extraneous matter

At the basic chassis cab vehicle for a cross – turbojet engine VC-1. For the engine fitted to the fuel tank.

Thermal machine TMG-3 developed at the plant “Sevdormash.” Designed to clean and rulezhek runways of snow and ice. Represents a trailer axle embodied in front of the car.The frame of uniaxial trailer mounted jet engine VC-1.

Thermal machine TM-59 is designed for communal Mtsensk plant engineering. Designed to clean and rulezhek runways of snow and ice, and for degassing and decontamination of aircraft.

In front of the tractor to pristykovana bogie with the turbo engine R-25-300. In the rear of the tractor fitted tank for the liquid detergent volume of 3 m ^3.

http://aviaros.narod.ru/vk-1.htm

Klimov Fighter Aircraft Engines (part 1/2)

Klimov Fighter Aircraft Engines (part 1/2)

Klimov Fighter Aircraft Engines (part 1/2)

Origins of German jet power: “HeS 3B July of 1939 saw the first flight tests, using an He 118, of von Ohain’s HeS 3B centrifugal turbojet.
HeS 3B Cutaway view of the Heinkel HeS 3B in the Deutsches Museum. Picture shows a rebuilt example after the war. HeS 3B In 1939 the HeS 3B produced a thrust of 450 – 500 kp. The axial low-pressure compressor had eight blades while the centrifugal-flow compressor had 16. He 178 A second HeS 3B was fitted to the He 178 prototype which made the first true purely on turbojet power on august 27, 1939.
Although no spectacular performer, the succes of the He 178 made an enormous impact on the RLM and swelled the ranks of jet aircraft protagonists. Video First flight of the He-178 (6.6Mb).
http://www.xs4all.nl/%7Ejqmgrdyk/jetpower/He-178.mpg

Origins of German jet power: “HeS 3B July of 1939 saw the first flight tests, using an He 118, of von Ohain’s HeS 3B centrifugal turbojet.
HeS 3B Cutaway view of the Heinkel HeS 3B in the Deutsches Museum. Picture shows a rebuilt example after the war. HeS 3B In 1939 the HeS 3B produced a thrust of 450 – 500 kp. The axial low-pressure compressor had eight blades while the centrifugal-flow compressor had 16. He 178 A second HeS 3B was fitted to the He 178 prototype which made the first true purely on turbojet power on august 27, 1939.
Although no spectacular performer, the succes of the He 178 made an enormous impact on the RLM and swelled the ranks of jet aircraft protagonists. Video First flight of the He-178 (6.6Mb).
http://www.xs4all.nl/%7Ejqmgrdyk/jetpower/He-178.mpg

http://jpcolliat.free.fr/he178/he178-3.htm: ” Heinkel decided to build two specimens of them: the He-178V-1 equipped with the HeS-3B engine and the He-178V equipped with the HeS-6 engine then under development. He-178 Heinkel He-178 had a cylindrical fuselage of section, of oval profile, with air intake frontal and exhaust nozzle at the back end of the fuselage.The rolling tests began on August 24, 1939, then the great day arrived for Heinkel, Von Ohain and Warsitz, on August 27, 1939, with the first gleams of the morning. The program was as follows: takeoff of He-178 by its own means, straight line, turn, turn of the ground and landing. All occurred in accordance with the plan, the flight lasted six minutes at an altitude of two approximately thousand meters. He-178 On the official side did not have, this time still, not to miss disappointments Heinkel. The same morning, at 4 a.m. 30, the principal promoter of the first jet which had just flown in an entirely autonomous way telephoned Ernst Udet. Here how it told later this episode in its autobiography entitled “Stürmische Leben” (a stormy life): “II was necessary one moment so that Udet answers, of a deadened tone and grumbler. Hello, say to him I, here Heinkel, I wanted to simply to say you that the Warsitz captain has just flown successfully the first jet of the world, He-178, with the first turbine engine of the world, HeS-3B, and that it landed without difficulty”.

http://jpcolliat.free.fr/he178/he178-3.htm: ” Heinkel decided to build two specimens of them: the He-178V-1 equipped with the HeS-3B engine and the He-178V equipped with the HeS-6 engine then under development. He-178 Heinkel He-178 had a cylindrical fuselage of section, of oval profile, with air intake frontal and exhaust nozzle at the back end of the fuselage.The rolling tests began on August 24, 1939, then the great day arrived for Heinkel, Von Ohain and Warsitz, on August 27, 1939, with the first gleams of the morning. The program was as follows: takeoff of He-178 by its own means, straight line, turn, turn of the ground and landing. All occurred in accordance with the plan, the flight lasted six minutes at an altitude of two approximately thousand meters. He-178 On the official side did not have, this time still, not to miss disappointments Heinkel. The same morning, at 4 a.m. 30, the principal promoter of the first jet which had just flown in an entirely autonomous way telephoned Ernst Udet. Here how it told later this episode in its autobiography entitled “Stürmische Leben” (a stormy life): “II was necessary one moment so that Udet answers, of a deadened tone and grumbler. Hello, say to him I, here Heinkel, I wanted to simply to say you that the Warsitz captain has just flown successfully the first jet of the world, He-178, with the first turbine engine of the world, HeS-3B, and that it landed without difficulty”.

冯.欧海因的涡轮喷气发动机与 He 178

　　 梅塞施密特 Me 262 的诞生是德国自 1930 年代中期就开始的涡轮喷气发动机研发的必然结果。德国的喷气发动机研究源自航空工程师汉斯-约阿西姆.帕勃斯特.冯.欧海因（Hans-Joachim Pabst Von Ohain）的一项燃气涡轮专利。与此同时，英国皇家空军的福兰克.惠特尔（Frank Whittle）少校也开始了燃气涡轮发动机的研究工作。（左图：战后的冯.欧海因）

1933 年冯.欧海因正在哥廷根（Goettingen）大学攻读博士学位时，开始研究以燃气轮机为基础设计先进航空发动机的可行性。虽然当时人们都认为燃气轮机的重量不适合用做航空发动机，但他还是在机械师马克斯.汉恩（Max Hahn）的帮助下，在车库中完成了一个“涡轮喷气发动机”的演示模型。

马克斯.汉恩与测试发动机

　　冯.欧海因设法说服他的教授，R.W.波尔（R.W. Pohl）来观看一次模型发动机的试车。这肯定给波尔教授留下了深刻印象。波尔教授思想开明，人缘很好，1936 年他写信将冯.欧海因博士推荐给恩斯特.海因克尔。恩斯特.海因克尔如获至宝，但令他头疼的是：欧海因对他的发明守口如瓶，于是只得在 1936 年 4 月 授命欧海因领导一组开发人员开始研发实用性的喷气发动机。

1937 年 9 月，冯.欧海因小组拿出了一台测试原型机，但在时间上已经落后惠特尔测试原型机 6 个月了。一开始，这台原型机只能燃烧氢气，不能使用标准燃料，随后马克思.汉恩将其改进成可以燃烧煤油。

样机初步成功，恩斯特.海因克尔指示欧海因再制造一台可用于飞行测试的发动机，编号 HeS 3。HeS 3 完成后，1939 年 5 月捆绑在一架 He 118 俯冲轰炸机上试飞。虽然几个月后发动机烧毁，但从中积累的经验已经足够制造一架纯喷气动力的实验飞机——海因克尔 He 178，该机的动力是改进过的 HeS 3B 发动机，重约 360 公斤，推力 380 公斤，推重比稍大于 1。后来 He 178 又换装了推力 590 公斤的 HeS 6。

HeS 3B 离心式喷气发动机结构图

　　He 178 看起来像是一具飞行烟囱，头部进气，机身笔直。采用高置梯形机翼和常规尾翼布局，发动机安装在机身中部。该机具有可收放的后三点起落架，主起落架收入机身下部。

HEINKEL He 178
规格 数据
翼展 8.13 m
长度 7.5 m
空重 1,560 kg
正常重量 1,995 kg
极速 700 Km/H

1939 年 8 月 27 日——就在大战爆发前几天，He 178 在保密状态下完成了首次飞行。首次飞行持续了 5 分钟，飞行员报告：“飞机没有振动并且没有螺旋桨飞机的扭矩效应。飞行平稳……感觉棒极了！”冯.欧海因现在赶在了惠特尔之前。惠特尔的努力陷入沼泽中， 由于政府和军方目光短浅，直到 1941 年 5 月，使用惠特尔喷气发动机的格罗斯特 E-28/39 才飞上天空。

保存在英国科学博物馆的 E.28-39

冯.欧海因的涡轮喷气发动机与 He 178

　　 梅塞施密特 Me 262 的诞生是德国自 1930 年代中期就开始的涡轮喷气发动机研发的必然结果。德国的喷气发动机研究源自航空工程师汉斯-约阿西姆.帕勃斯特.冯.欧海因（Hans-Joachim Pabst Von Ohain）的一项燃气涡轮专利。与此同时，英国皇家空军的福兰克.惠特尔（Frank Whittle）少校也开始了燃气涡轮发动机的研究工作。（左图：战后的冯.欧海因）

1933 年冯.欧海因正在哥廷根（Goettingen）大学攻读博士学位时，开始研究以燃气轮机为基础设计先进航空发动机的可行性。虽然当时人们都认为燃气轮机的重量不适合用做航空发动机，但他还是在机械师马克斯.汉恩（Max Hahn）的帮助下，在车库中完成了一个“涡轮喷气发动机”的演示模型。

马克斯.汉恩与测试发动机

　　冯.欧海因设法说服他的教授，R.W.波尔（R.W. Pohl）来观看一次模型发动机的试车。这肯定给波尔教授留下了深刻印象。波尔教授思想开明，人缘很好，1936 年他写信将冯.欧海因博士推荐给恩斯特.海因克尔。恩斯特.海因克尔如获至宝，但令他头疼的是：欧海因对他的发明守口如瓶，于是只得在 1936 年 4 月 授命欧海因领导一组开发人员开始研发实用性的喷气发动机。

1937 年 9 月，冯.欧海因小组拿出了一台测试原型机，但在时间上已经落后惠特尔测试原型机 6 个月了。一开始，这台原型机只能燃烧氢气，不能使用标准燃料，随后马克思.汉恩将其改进成可以燃烧煤油。

样机初步成功，恩斯特.海因克尔指示欧海因再制造一台可用于飞行测试的发动机，编号 HeS 3。HeS 3 完成后，1939 年 5 月捆绑在一架 He 118 俯冲轰炸机上试飞。虽然几个月后发动机烧毁，但从中积累的经验已经足够制造一架纯喷气动力的实验飞机——海因克尔 He 178，该机的动力是改进过的 HeS 3B 发动机，重约 360 公斤，推力 380 公斤，推重比稍大于 1。后来 He 178 又换装了推力 590 公斤的 HeS 6。

HeS 3B 离心式喷气发动机结构图

　　He 178 看起来像是一具飞行烟囱，头部进气，机身笔直。采用高置梯形机翼和常规尾翼布局，发动机安装在机身中部。该机具有可收放的后三点起落架，主起落架收入机身下部。

HEINKEL He 178
规格 数据
翼展 8.13 m
长度 7.5 m
空重 1,560 kg
正常重量 1,995 kg
极速 700 Km/H

1939 年 8 月 27 日——就在大战爆发前几天，He 178 在保密状态下完成了首次飞行。首次飞行持续了 5 分钟，飞行员报告：“飞机没有振动并且没有螺旋桨飞机的扭矩效应。飞行平稳……感觉棒极了！”冯.欧海因现在赶在了惠特尔之前。惠特尔的努力陷入沼泽中， 由于政府和军方目光短浅，直到 1941 年 5 月，使用惠特尔喷气发动机的格罗斯特 E-28/39 才飞上天空。

保存在英国科学博物馆的 E.28-39