iT!:M No.

ii.r: No

5
XXlll-14

TURBINE ENGINE ACTIVITY AT

ERNST HEINKEL AKTIENGESELLSCIIAFT

rfhis
t;

report

is issued ,,ith the

British Patents

"''arn ing that, if the subject matter should be protected

or Patent applications, this publication cannot be held to give

any

rrr.tecriun against action for infringement.

COMBINED INTELLIGENCE OBJECTIVES

LONDON-H.M. STATIONERY OFFICE

SCB-C0.\1..\1.ITTEE

i'ORBIMB BIGIHI .&O'l'ITM

A!
BllNST !IDIDL JD'DllW!Bi.IMIJAPl'
Dlllt !lllml-lmORIH

S/ZUJn!llWJSllt

....,. 19.fi.5

1/Lt. L. P.
Lieut. S. '1'.

:auaoRD, JU19R.
llOmtlSOK, t1SIQl.

O.LO.s. Tuaet Nwiber

5/21

Jet Propulaio11

cxnmnam INm.LmBNOI omrns StfB-OOMM na

1-2 Diririon, Sl!AD' (BMr) JPO U3

TABLE OF C OHTE'lfl'S

Pa.ge

.. .

Pa.ge

List of Illustrations
I

Object

II

Introduction

II I

S\.l:llll.&..r')

IV

Narr atiTe

!lei nke 1-H i rth

VI

Description of the He s 11 end 109-011 A-0

VII

Appendix

, , ,

, , .

Jet Activity

.. . . .. . . .. . . ..

Dispersal Point s

Projects:

Pe rsonnel of Inspection

/
F/O

P.

P.R.

Lieut. S.T.

(jg)

Bamford,

Prioe,

P age 56
Page 57
Page 58

Pll{;e

59

Page 60
Page 62

. .. ... . . . . . . . .

Page 63

Documen

Removed fran Zuf'f11nhe.usen

F Lt. L.

36

109-'.:ll A-0 Drawing Number Key

Lieut.

Page

Frelininary Inventor y of

Pe.ge 5

..

. . . . . . . . . . . . .

1940 to date

Page B

. . . . . . . . . .. . . . ..

Engineering Dept . Key with Personnel

Page

..

.. . . . ... . .. . .. .. ... . ... . . . . .. . . . ...

Erllllt Heinkel GmbH Tree

Pag e S

Team

RAFVR

RAFVR

Robinson, USNR

A. Ke.litinaky, USNR

ILLUSTRATIONS
CF

LIST

He s 3 b

Sectional Arrangement and Pe rf orr.lll.nce

He 178

Turbo Jet P ro pell ed Aircraft .

He s 6

Secti onal Arrangement and Performance

Re s 8

Se ctional Arra nge ment and Performance

J!e 280

Turbo-Jet Propelled Air craft

Ie s 8

Tur b o-Jet Engine

Re s e Vl6 -

Se cti onal Arrangement

It. s 8

Installation in He 280 Aircraft ... . .

l!e s 8 Vl5 -

Design Stucy

Re s lC

Sectional Arrangenent un<l Fer-f orma..'1ce

He

Sectior.d

s 3C

. .
.

. .

. . . .

. . . . . .

...

. .

Figure l

. .. .

Figure 2

. .

. Figure 3

..

. . . . . . .

. .

..

. .

. ..

. . ..

. . . . .

..

. .

Figure 4
Figure 5

. Figure 6

.. Figure 7

. .. .

. Figure 8

'

. . . . .

. Figure 9

. . . . .

Arra.:-"4;et16t and Perf orm.ance .

Figure lC

. Figure 11

. . .

H11 s 3C

Turbo-Jet Engine

lit. s 4C

Sectional Arrangement e.nd P e rformance

!le s 5C c

Sect ional Ar rangement 11.nd Perfonna.nce

Figure 14

He s SC z

Sectional Arrangement and Performance

Figure lE

le s 60

Sectional

. . . .. . . .. . . .

He s 11 Vl

Sectional A r M!.11@: eme !It

Turbo-Jet Enc; in

. ..

. .

. . . . .

. . .

. . .

He s 11 Vl -

Comp ressor Set . ..

He s 11 Vl -

Turb in" Set

!'le s 11 V6

Sectional Arrangement ...

..

Arrangement and. Peforrui.r..ot. .

Flow Pe.th DeTelop!!ent of H Serieo Engines

ie s 11 Vl -

. . . .. . . .. . . ...

100-011 A-0-

Secti on !\ l Arrangement ..

l00-011 A-0-

Turbo-Jet Engine

t I

t t

109-011 A-0-

Turbo-Jet Engine

2.

'

Figure 16
Figure 17

. . . . . . . . . . . .

..... Figure 18

...

. .. .

. . . .

'

. . . . . . . . . . . .

. .

. . .

. . . . .

t t

t t

..

. Figure 13

. . . . . . . . . .

. .

. .

Figure 12

. .

. Figure lS

. . . . . . . . .

Figure 21

.. Figure 22

. . . . . . .

. . . ..

. . . ...

t e

t I

I t I

. P'igure 20

t I

. Figure 23

Figur11 2{

Figur" 25

'

TUlll!INE ENGINE ACTIVITY

AT
ERNST HEINXEL AKTIEJ;ESELLSCRAFT
Werk Hirth-Motoren

Stuttgart Zutfenhauaen

I Object

To investigate the work c arr ied on by the firm Er nat

Hei.kel Aktiengesellschaft, Werk H i rth -Mo toren at Stuttgart

Zuffenhausen, hereafter called :deinkel-Hirth, in the development of

gas turbine power plants.

II - Introduction

The purpcse of this

report is twoold1

to infonn those

inte rPs ted in gas turbine power plant develo;:rnent of the n&ture of
li inkel -H irth ' s

&etivity nlong these lines o>er the pnst ten years

&nd to present a brief dscription of their projects and,

to " rov i de a b&ais for the
tcJ.s ta:rget at i ts

This

conductini; of a further

secondly,

investigation of

di s perul points,

report is

in te nde d to p r ovi de but a brief outline cf

the subject and i b&sed upon the investigators' obser vation,

'0"-rrogation of personnel and a brief study of some;

three h undred

P<>unda or document and 30,000 feet of m i crofi lm records evacuated

l5.

/f

rrom S tut tsart

nhauaen.

II I - S1.11mU.l7

There h a wea lth of material

nailable from the lleinkel

llirth orga ni z ation relating to all pha

of their activity,

all of

which hould be studied and evaluated for use by the Allied Powera.
A certain BJ!IOunt of material as listed in the Appendix hu been

vacuated from Stuttgart Zuffenhausen;

thia however can represent

but a frac ti on of the total ava il able at their dia peraal point and
in their archives.
Documents state that !leinkel
pr opelled aircraft on August 27,
lleinkel lie. 178,

a s i ng le seat,

1939.

t"irat flew a turb o - jet

This ai r craf t was

high wing monoplane,

the

powered with a

sing le lleinkel He S 3 b turbo-jet engine loc at e d within the fuselage

aft of th e pil ot .

It is not known whether or not this - the

first turbo-jet propel le d aircraft to fly within Genaany.

Subseque nt to the flight of thia airer& lleinkel under
took the d evelopllent of an advanced

design engi ne ,

the He S 8 and

the aircraft division of the firm designed the He. 280 around thia
engine .

With the failure of this aircraft engine combination to

result in a suc oe ss ful a ircraft Heinkel, essentially an aircraft

4.

firm,

acquired control of Hi rth-Motoren e.nd continued their des ign

studies,

investigating ten different engine desi gns in all and

culminating in the He S 11,

a 2,860 lbs. thrust turbo-jet engine.

Their studies covered centrifugal and axial flaw turbo

jet

and turbo-jet a nd piston-engine driven ducted fan units,

engines,

both wih

and withoo t exhaust power r e c overy.

It is ,,...ide nt that the firm experimented with this latter
type of engine develoj'.ll!e nt,

rather than s e+tling d own to pranote

turbo-jet engines as an advanc e d form of aircraft power pl ant

It

would also appear that they were hesitant to depart from their l,OCXJ
lba. thrust engin e and did not develop a l arger size u ntil sometime
in 1942,

IV

Narrative

The Hi rth -Uato ren Werk in Zuffenhausen ia loc ated at 1:1-,e

r..ort.>, edge of the town, off the Marconi Strasse.

The target was

0u.nd to be but 1lightly d11mli{!;ed by either bcmbing or shell fire but

had been badly pillaged by the
me'\'ed to their dispersa.l

slave labor left behind when the firm

point in early April.

All key personnel lef't Stuttgart lihen the evacuation took

?lce but the Engineering Dire ctor, Dipl. Ing. !urt Schif had re-

.
: .rr.ed the week previou1 to the fall of Stuttgart and wu available

I
I

5.

tor interrogation.

ooaplete hi1tory o t llei nke.L-!lirth aotiTitie fl'Cll the

founding of the organisation up to January 1945 ii contained in

report, remailling to be tran1lated, entitled -.:Otwicklung1ge1ohiohte

der Brnat 11'.einlcel Alctiengeaelhohatt - ( "DeYelepaent lliatory of'
lrmt Heinkel

A.G.),

which waa written tor the hiltorioml ireoordl

of the Genu.n Air llin11try Technical Seotion.

A tree, given in t he Appendix, hu been cc:apiled trcm
document, i nterrogation and investigation,

and hors the poaition

of the targets investigated with the oomplex of the lrmt !einkel

holding company

as

e.t Apri l 1945,

A.G.

together with their relation1 to

other !Ieinlcel-Rirth sub1idiaries and, diaper1ala.

I would appear that the o riginal phaaea of jet engine
deTelopnent w1 thin this finn were the. worlc of the_ EJ"net !einlcel
Flugzeugwerlc !!Dstoclc
years preceding the

From !elmut Saohae at K-pten, who in the

war

o ooupied the p oaition at the RIJl recently

tenanted by General Eisenlohr. it hu been learned ti..t when jet_project1 were originally being considered the fira of Heinlcel waa not
in the approved list,

and that the deTelopaentl at BDtoolc -re

private venture on the part ot lleinlcel who wished to be in on the!

picking ot both airtr._ &lid power plant manufacture ot the tuture.

Thil uy be correct and it ao would explain the taoilitiea afforded
to ltuelUr

by

Heinlc

f'o r the developnent of the lie S 30

s.

(q .v.)

and

the absorption by Heinkel of the !irth firm

a unit with exper-

aa

ience in power plant manu facture.

llhen this latter control was achieved all jet activity ot'
the Heinkel combine

moved froia Rostoolc to the premiaH ot :the

:;-tirth-Mo toren <hbh at Stuttgart/Zuftenhausen.

Ii-

P'roa

eine ri
standpoint. the organisation at.

haa enjoyed

Zuttenhauaen

b"u

an

they were,

an

enviable position during the

year

for all pr ac tic al purpose a privately owned, state

JUbBidised research and develop111ent laboratory.

of any consequence that ttley carried <1.1t

The only production

the manuf'aot:ure ot

at turbo superchargers for the IDOi' 801 engine and the manu..

of their own small in line air-cooled engines.

ture

1I1::;::

,.::::0:-::::..-::.:-::::-,::,:::--::::.:::

...

abta.
'
-----

"-'C- .

starter motors and general accessories.

--

In 1941, apparently

OOnjunotion with IJ'IL, they undertook develop111ent work on exhaust

. -- ..i::: --

superchargers and at the same time started a tucly ot the

gas turbine auxiliary p0119r plants.

With their absorption

J!einkel complex, those two side ct their aotiTity continued

-._.,ally

OTer-ahadand in importa
ce by the deTelOp111ent ot'
n

enginea.

7.

v - Beinkel-llirth Jet

ActiTity

A complete history of Heinkel-Hirth jet engine activi ty

from the time the firm o f Ernst Heink el first became i ntere st ed in
the work to about 1941 ia c ontained in two r ports, still to be
translated, entitled Er nst Heinlcel Strahltriebwerke",
lleinkel Jet Propulsion Units),

("Ernst

isuea 0 and 1.

Jet activity has followed three lines of development over

the past ten

The first,

years.

as laid do wn by the !!ei n kel R osto c k

organization in 1936 and generall y credited to Dr. von Ohain,

represented the development of a series of turbo-jet engins designed around a c entrii'ugal impeller system.
devel o?llent was on axi"1

The second line of

flow turbo-jet engines &nd was s ponsored

by a Herr Mueller who came to liei :okel from Junkers in 1938 or 1939.
A number of proposal s have also been put forward for ducted fan
engi ne s where power was supplied by a reciprocRting engine,
with and ithout a turbine s tag e
who spaneored thi s

dev elol'!llent,

both

While it is not definitel y knolrn

it i s beli eved to be a Dr.

l!entele

lrho was in ch a r ge of the ad:Tanced design deparent and as concen

trating on pis ton engines.

Records indicate that contracts ere

let on certain of these ducted fan engines, but there is no evidence

that they proceeded any further than the construction of 1ingle
cylinder test u ni ta.

a.

li':'Et

lie S 3,

6,

8,

9,

10 and 11 a.re von Oho.in designs;

and 40 are designs by Mueller.

He S 30

Experiment&l)

Projected
" - Seriea

The majority o; these engines were projects only,

and

or these

but fou were buil t in an experiment or "V" aeries.

four, the He S 8 and fte S 011 are of p rincipal

interest and for thia

References

reaaon &re described more compl etely then the rest,

haTe been noted also in documents to sub-types such as the lie S 8 a

and the He S 8 b,

Where additional material is available for study,

it ia indicated.
lie S 3.

The fte S 3 turbo-jet ene;ine is built around a c oripressor/

turbine set comp rising an ax i a l flOll' inducer,

a radiaf

flow impeller

Air frcm the impeller is divided aft

and a radial inf'low turbine,

of the diffuser, a portion passing orward thra.igh the annular reTerse flow combustion chamber and the l:alance mixin with the
products of combustion prior to entry into the turbine,
is illustr ated i n Figure 1,
consumption,

toge t he r with curves of thrust and fUel

Other characteristics of the engine,

Speed
Weight

. . . .

. .

Fronta l Area

. .

Specif ic Weight

. . .

. . . . . .

. .

. . .

Reference is made to Sketch A,

as known, foll011'1

13,000 rpm.

795 lbs.
7.3 sq.rt

72

#//IF.

illustrating a turbo-jet

engine patented by !fax Rahn and assigned to the fina of Ernst Heinkel

to which thia en g!.ne bears a atriking resemblance.

In a l l pro;,abi-

lity this engine and a succeeding model were built before the lie S 3
and probably bore the design ation He S l and He S 2,

10.

respectiTely.

5.

(.

"

'
i2

-i""...e;.:
..
-

... ,...... ... 1'

-

J
J

.
. ..

I
:

.--1

-J
-

.;

I
1

- I

V"'"" h,
''

--....

.....

5E:CTIONA.l

ARRANGEMET

---

!!

--

-.
----....:.
-::'.---!--PER
FORMANCE
""
"'

HE

3B

f/5', I.

l-

The lie S 3 waa installed in the Heinkel lie,

illu1trated in Figure 2, and new en August 27, 1939,

178 aircrat'1;
So far u

h known th il
- the f'irat
turbo-jet aircraft to fiy in
A
limited a.mount
of design ancl
tut data is
available on the
engine.

lies s.
The
IeSSwua
further development of' the He S

3,

A. Blower impeller.
B. Turbine wheel.
C. Air flow cu1de rinc.
0. Annul;ir combustion chamber
E. Combustion air passace.
F. Fuel injector.
G. lnsulition piss.age.

Illustrations

of' the engine do net

Sketch A.
indicate any obvious change in design so it

can only be assumed tha t the 6 wa1 a ref'in1111ent of the lie S 3.

The engine is illustrated in Figure 3 together with curve of
thrust and fuel con11.1111p tion and further known oharacteriatio1 are
u

foll 011111

12.

G)
,....
w

:x:

....0
("')

....,
l_____

(/)
<1>

......

<1>

_n
a>
......
-

.0
\....

(/)
-

co
I'.....

r--

<1>

Iu.
<i

<{
0
w

...J
...J
l:J

Q.

0
er
0..
IJ
I-J
0
co

:::>
t-

) 7
-

FIG, 2.

...

....

..... - .-.
,..

.J

S&.ovbildu

.. -3

\,-";

\..

.,.- -

---------

---"'----

SECTIONAL

ARRANGMENT

PERfORMANC[
He.

Speed

. . . , . . . . . . .

Weight

13,300 rpm.
925 l ba.

, , . , , , ,

Fro nt al Area

7.1 'l,!'t.

Specif ic We ight

.70

. .

#/frF.

This e ng ine was test flown underneat.h 11.n He. 111 Aircrart.
!!e S 8.
The Ke S 8 was designed with the specific view to
the weight lllld di amete r or the originll.l fie S

3/6

reduce

Improve-

design.

ments in these two points were as rollow11

He S 3 6

925 lb

"
36.5

836 lbs.

30.5

. .

ae s 8

. . ..

D i uie t e r

Weit;ht
.

"

Thi s was accomplished by a redesig n or the combustion

chamber, ne.kill{'. it a straight throu gh deaign as ahawn in F igure 4.
Curves of thrust and fuel

consumptio n a re also given n this Figure

and other known characteristico follow:

. .. . . . . . . . .. . .
. .. ....

Speed

Weight

I I I

. .

I e e e e

Frontal Area

Specific Weight
The He.

280,

13,500 rpa

I I S I I I I I I

836 lbs.

5.16 sq.rt.

. . .

.55

#//IF.

a twin engi ne tu rbo jet aircrart illustrated

in Figure 5 was des ign ed f0r this engine.

The He S 8 is d es igned around a compressor turbine set

1:

CQnpr i sing a 14 blade axial

flow i nducer, having airfoil type

as illu strated in Sketch

alloy rorginga,

This inducer is

l!, which are made trcn e.luminum

followed by a 19 vane radial flow

16.

nittni<hnung
-

6
b If.

Sdlub

I
I

1000

soo

Spu11iiC1er arenn110lief!>'Oud>

l
I

250 1-----<
,____
_.._....f.J -v
0

200

400

600

800

FluggW\w1ndogktt

eiECTIONAL

ARRANGE.MC.NT
16.

PERFORMANCE.
HE 5 8

F16.4.

IURBO

JET PROPE.LLE.D

A\RCRAFT

II

0
!.L.l
_J
...J
w
Q..
0

0..
- ....
-

'
i
J

1w
"J

--.,.._
.....

"'""
'

'r.L

0
!O

er
::,)
>-

.;

..

imp ellor of ccmpoaite construction,

consisting of alwlinUll &110!',f

-1

;t

bl&des retained in
& steel hub &nd
rear s hrouding
plate.

A.i'ter

com-

bustion the wo rking

fluid passes t hrough
a l blade r adi a l
inflow turbine a ls o

being built up ot
steel bl&des re-

- --

.
..
-----
'

tained in a a t eel hub

ne

\_},..,...

compressor/tur-

bine set,

-whi ch is
Slcetch .

illustrated in t h e

engine cut-away i n Fgure 6,

is mounted on two bearinb sets, one

oetween the inducer ar.d i.mpeller and ,..e second s.r:; of the turbine.
Combustior. is c'ied "'-lt in a straight hrough annular
chamber,

the CQnpress or discher e passing thro u gh two

diffuser vanes

before ente ri ng the chaober.

se t s Of

The fuel system is

v&porhing system funtioning i n the fo llowi ng manneri

Fuel is

injected into the chlber through 16 seta of eight notiles,

total of 128 individual nozzles.

giv ing-a

Each noiile is & tube approximate;

18.

TURBO- JET

ENGINE

;
3

. '

:"\

----

....

.?.

w
z

z
lJ

"""' \
\
-......

,..

".)

- .

FIG 6

in diar.ieter.

1/16"
1/2"

Altern.ete noz zles differ in length by about

a.nd apra.y into two pass ages as i ndi c itted in Slcetoh c.

?he

f'/01&.LE
CLOCK

Sketch C.
f'uel from the nozzle
rings,

i..:npingea upon the tire surface s fol"l:lled by steel

having their outer surface grooved, from which it is vaporized

and burned.

Initially no attempts were made to provide any

secondary air distribuion,

trated in Figure 7.

but subsequent models ao th e VlS illus-

had such provisions.

The exhaust nozzle is of fixed area and a tailpipe we.a

used on the He.

280 installation as illustrated in Figure 8.

20.

--

UI

:I:
.-

-_.

R
-

J
0 .:j

I
I

_J

<i
z
0
-

fu
IU
o')

I'
I
I
I

21.

FtG,-7

\.

)-

'

LL.
<(
Ci
u
C!

"'

----

"'

--

<
0

-"-

-
-'
.

j
..

<O
(\j
w

z
J,

:\1- - ,,

_J

- ---

z
0
d'.:
I-

_.J
_J
,...

t
t.

---

U)

b-_

....'

F1f

.7,

The exact zrumber of engines of this series built is un-

known, howeTer,
pecific

lxial

Vl3, Vl4, Vl5, VlS, V28, V28 and V30.

details or changes between

these

Vl, VS, V6.,

Little is Jcnawn o f
engines except that Vl6

ncorporated sandwich secon dary air mixers and Vl5 was designed with
new type compressor s ystem.

In this engine the c0111pressor set

consisted of an a xial inducer stage,

l:ich
the
er1es
l
'ltout

oere

the fol lowing have been identified&

sta ge.

a ra dial stage 11.nd 11. single

This is shown in Figure 9.

!t will be noted that

total pressure ratio e.s i;iven in this drawing is 3.2:1,

is credited to the 11.Xial

stage.

.5 of

rt follows tha.t the He S 8

of engines wi thout this 11.Xial stage had a pressure ratio of

2. 7: 1

T he Vl6 unit,

illustrated in Figure 7, was test flown

under a n lie. 111 and certain flight teat results are aTailable.

s a lso a

I
''!?.nea,
ln e

certain amount of design and test data available on

engine.

Nothing i s known of the !'le S 9 except that Heinkel-llirth

receiT
ed a Ministry contract for the construction of ten of these

DoCUlllenta indicate that this design l:light be one in which

comp ressor/turbine set eonsisted of an 11.Xial inducer stage,

&gona1 stage,

two 11.Xial star;es and 11. radial

inflow turbine.

Such

I
l

lh
. .

I
ii

I. II:)q;I

,-

..

'

I "'

'

'

'

'l:

,.......___

'

'

z
iJ

\fl
w
0

l'
-.

.--.....

I
I
I
i

''i

I
I
I

s.n engine w ould fit

Vl5,

e.nd the He S ll.

He S l O.
The He S 10 waa an experimental ducted f!IIl engine built
aro und the He S 8 turbo-jet e ngine.

Power for driving the i'a.n

Ming taken from a drive at the front of the rotating assembly.

The

engine ia illustrated in Figure 10, together with a.il"Tea of thru1t

and fuel onsumption.
Sped
Weigtit

into the develo:ient series between th e He S 8

Further details follow:

.

. . . . . . . .

Frontal Area

Specific We i ght

13, 500 rpa.

l,100 lbs.
8.6 aq.t't.

.56.'1/f!F.

Additional design and test data are available on t his e ngine.

l!.e S 011,
The He S 011 engine was designed in the period from 1941
to date,

and represents the culmination of Beinkel's design exper-

ience with the preceeding engines.

This e ngine is described in

oetil in Sect io n VI and a wealth of design and test information ia

vailable.

Re S 30.
The He S 30 e ng ine is a design of a certain Herr Mueller,

ho came to Beinlcel at Restock sometime in 1938 or 1939.

Records

tate that Mueller claimed to have been working for Junkers and
prolJliaed to have a n engine runnin g within a ye a r of his arrival.

25.

aL t t

rir. 11

Schnittzeichnung

Schoubildtr
1,

10

1500

I/
....
....
I

'

1000

...

r
,.
1--- t-- --
soo

..... .

100

600

800

F1Yg9...dlw1n419ka.t
v

5ECTIONAL

ARANE.MtNT
26.

PERFORMANCE
He. 5

10

FIG

10

Since the product of his design is similar to the Jw!io 004 it clin
be assumed that the 004

running p rior to this time and that

'lrllS

Mueller bued his design upon experience with that engme.

The He

S 30 i s i llustrated in Figure 11 to g e ther with cu rves of thrust and

fuel

consumption.

An a.rtiat a sectional drawing is given in

Further detrl la &a known a.re:

Figure 12.

Speed

. . .

Weigtit

. . . . .

Fr on tal Area.

. . . . . . . . . . . . . .

Specific Weight

10,500 rpm.
85'1

lbs.

3.23 sq.ft
52

#/#f'.

The lie S 30 is bu ilt a round a. compressor turbine set,

con-

sist ing of a five stage axial flow compressor 1U1d asingle stage
axi&l flaw turbine, with adjustable notzle guide vanes ,
believed to be ten individual combustion chsmbers ar e

What a.re

used, v"rying

from a c ircular section at the e n try to a h e art -shaped section at

the nozzle vane c hamber.
in the out posit ion

A two-position tail cone was used,

he ld

b;: mea ns of a spring and retracted by a simple

pull cord.
Further design information, test records

and d rawi ngs are

available on this en gi ne .
lie S 40.
The He S 40 e ngin e was
pr esaor,

constructed from parts,

turbine a nd exhaust nozzle,

in that an attempt

i.e. com

from the He S 30 but differed

ma d e to cri.rry out combustion at constant

27

Blatt Hr.9

Sdinittxtichnung

Sdiaubildtr
8

9
bh

madi., l<.Msioflveli>ra..0

1000

1000
1500

I
r"""---.
0

100

.soo

Sp
..

750

250

400

600

Vk"'/,

800

ft1191.>di9U.

fll;g9H0tw1"digkt II
V'lln

5ECTIONAL

ARRAGEMENT
28

200

.00

600

800

PE.RF'ORMANCE.
Ht:.

.30

rtG II

TURe>O

JET
c:::
.....

=--:: :::;:-::.._

L1J
z
w
.-!

w
-,..
J
0
..

cD

Ci
I
:J
i
I-

'it
t
f

29.

FtG. IZ

z
cr

0
f()

J;
z
<:J
z
tJ
1w
"'"')

FIG. IZ

volUllle by mee.na of a oombustion ctiamber of apeoial design

em.p1oy1Zl(

Nothing is known of this p roject

a sleeTe valve in t he entry.

other than what can be diaoemed rrom the illustration give n in

Figure 13.

To <late no technical data has become available.

!'le S 50 d.
The !'le S 50 d is a ducted ren power unit consisting of a
twenty-four cylinder Diesel engine driving a t wo-stage fan i.n an
o:;.
closed duct.

According to the manufactu rer,

a Diesel power pll.!:

was selected in spite or 1 ts high specific weight,

to talce &dvanta.,,

of its low specific consumption for long range operation.

The

engine is illustrated in Figure 14, together with curves of thr\Ui

Other details aa known follow

and fuel consUl!lption.

Speed

. . .

Weight

Frontal Area

4, 600 r]Xlo
1,495 lbs.
6.13 sq.ft.

Engine1
Power at take-off
Rated Power
Bore

. . . . .

Stroke

,.

. . . . . .

. . .

1 .. 200
1,000
3.74
3.54

BHP
BHP
in.
in.

Number of Cylinders
24
Four raws of six in a horizontal
Arrangement:
H".
Fan drive taken free center
of dual crankshafts,

He S 50 z.
The He S 50 z is also a ducted fan design, in this case
consisting of a sixteen
thr ee-stage lattice fan.

cylinder air-cooled "X" engine driving a

A single cylinder power unit has been

Blatt

Nr.12

:r:

31.

Elatt :lr. 18

s,d,nittnlchnung

Schaublldet
15

14
Schub:
s..

SECTlONAL ARRANGE.MENT
32.

PERFOl'.MANC
He:. 5 SO o

F1&.

t.+

construot"'1 and tested but 11.side from the me.nuf11.cturer 1 s s&les datll.
presented in Figure 16, and the following det11.ils, nothing is known
of the engin e:
Speed

. .

. . .. .

..

. .

. . . . . . .

Engine
Power 11.t take-off

l,000 BHP

800 MIT
3.9 in.

Stroke

2.76 in.

Rated Power
Bore

. . 6,000 rpm
814 lbs

3.23 sq.ft

.. . . . .

Frontal

. . .. . . . . . . . . . .

Weight . . . . .

.. ..

..

Number of Cylinders
Arrangement:

16

Frur bllnks of four. Single

crankshaft.

lie I 60.

This engine, which did not get beyond the project stage,
-

designed to aupercede the l1e S 50 series.

In this c11.se the unit

consisted of a thirty-two cylinder x engine driving 11. three-sta.ge

fa.n.

Thia unit differs bB.Sica.lly fro!:l the He S 50 series in tha.t a.

zertain amount
1.

o f power i

extracted from the working fluid through

radia.l inflow tu rbine before the fluid is discharged to the

ktm oephere.

The en gine is illustrated in Figure 16,

ourvea of thrust and fuel consumption.

together with

Other details follow:

.. ,

6,000 rpm.

Weight , ... , .............

1,750 lbe.

Speed

Frontal Are a , . , ..

3.

6.9 sq.f't.

Blatt

Nr.16

Sdinltneidinung

S<:houbllder
12
Souiiiod>or 8ronn\loorbraud.

!
I

I
r

I
i

LL_ 7501------1
I

1 000

'

SOO f---4----1--_.J,.--

........ _-
- ----.. -

V'"'1
soo

SECTIONAL

ARRANGE.MEN\

'---V""/
7CO
00
WO
800

PERFORMANCE
HE s so z.

Blett

Nr.20

Schnitneichnvng

Schoubilder
16

woc.---.-,-1
;
So

17

5'7>vo
1000
.----

,,---

1 soo .------__,lr--

---
I
I
--_L
__
...
..... ,.... ...--=-'!'
1 000 1----t

I !

::;;:::J:.:
::
sooj'"-_,';:;;;;:::::;::::::::4:::
I
I

200

800

00600

v"'/...

I-:
:-:---:
.____,...,_:
w
8 0
00
oOO
c

Flu99ed\w1nd19t

v-mI.

Flu99e1c:hw ndgltool

5ECTIONAL

ARRANGE..MEl'H
35.

PE.R..FORMANC..E.
HE 5

Fl6 16
O

Engine:
P ower at take-off
Rated Power

Bore

2,000 BHP

1,000 BKP

. . . . , . .

3.94 in .

2.76 in.

Stroke

Number of Cylinder
Arrangmaent 1

32

!"our row puallel "x.

cranlcsh&fts.

Four

DriTe affected

through central aht with what

appears to be an oTernmni ng
olutoh from turbine,

Des cription
of the fte S 11 and lCll-011 A-0

VI -

A complete technical ueaoription or "he Heinkel-Hirth

100-011 A-0 engine ia contained in a report, rsaining to be tran.alated,

entitled "Technische Unterlagen &Ul!l Strahltriebwerk 109-011

A-O" - ("Technical Data relating to Jet Engine 109-011 A-0"),

dated ll<toember 1944.
The He S ll series engine is the current lieinkel-Hirth
develonent and production mod el .

The desig n of the engine wa

the llitcome of an RLJ.! bomber specification of 18 July 1941, which

peoified a propeller/turbine power plant consisting of two compressor
turbine sets,

two

oombuation chembers and a power turbine driving a

..

variable pitoh propeller.

He lnkel-Hirth adop ted the policy that

prior to the construc tion uf such Rn engine it would first be

necessary to build a turbo-jet unit, which i n effect would fom
half of the propeller/turbine power plant.

36.

Preliminary studies were

concluded in Se ptem be r 1942 and the followini; req.i i rementa for a.

turbo-jet engine were l a.id down&
Statio 'T'hrust
Cycle Temperature

Pressure Batio

Airflow

. . . .

Specific Beat Belease

2.eso lba.
750 c.
4.4
66 #/1eo.
l.M x 105 BTU/ou.tt.

Preliminary inveatiga.tiona led on two design. the first

belieTed to b e the He
S 9, described in the
previous section,

and

the second the Ke S 11

differing,

in that a.

mixed flow ccmpresser

"lombinationagebllse1"
"8.6

used.

Thi oom-

pres aor, il 1 uatrated

:.n

Sketoh D.

Sketch D. consist
ar,

axial inducer followed by

e.

diabonal flow impeller and thre e

!Y.is.1 fl ow stage.
Engines built in this

series fa.11 into three groups

.ginea Vl to VS, which were experimental and all differed fran one

"0ther in ma.jo.r detai la 1

... .
'
c,?:IJ.d

re s

VS to V25. which represented

a. series of experimental engine

a.n

a.ttempt

V26 to V85, which

ented a. second series o f experillle nta.l eng:in es and which. while

37.

ed to have
aet up, are believ

engine

Vl

to

V5

been a bandoned.

werebuilt and u of

January

It is known that

1945

engines

V9 had been finished and ha<i accU11Ulated running ti ae.

it i asaumed that eonatruction o f

the

The lie S

the balt.nce of the

VS

to

V25

1e rie1 engines t.re the reeult of a progresaiTe

development from t lie S

illustrated in Figure

Since

to V85 prograa was to be dropped.

V26

11

to

build the A-0 production se riea ,

plan were in hand in December to

t.nd the llhole of

V6

17.

flow path deaign ia

b and the trend in

All

engine1 in the lie S

11

aer iea are

built t.round t. compreaao r turbine set cons iati ng of' t.n axial now

impellol' and three o.xial stsgea

inducer f ollowed by a dio nal flow

aa illustrated in Sketch D,

stage axit.l flaw turbine.

9Jld a two

The canbuationchAntber is annular in funn and fuel is injected downatret.m.

The exhaust nozzle deaign ho.s been varied, both fixed and

two position nozzlea having been used.

The compressor set for this model engine waa sel ected on
the

basis of' experience gained with the coMpresaor of' the !le S 8 A

engine.

In eatablishing the fino.l d e s ign three different axial

inducer& were tested in combination with three diagon&l. flow

illlpellora,
1tage1.

&nd the fiDAl combinaticn

ith each of the three axial

Thi a work - carried o ut o n a

1, 600

a t Zuf'f enhauaen at speeds less than design.

38

Jew blower test rig

In Decl!lllber

1943/

II

II

'

(c
c S 3b

He S 8d

He SB VIS

Ha S 9

He 3 II

'"0w PAIH OE'JELOPME.NT

OF
39.

HE

SERIES

E.NGINE:.5
f/6 I 7

(?)

January 1944 the complet "

oompre ssor set was tested up to speed on

a IJVL test bed at ll.A.JI. Augsburg.

In addition t o aer odynamic studies, methods of construc
t i o n have been experimented with
as

and the inducer

have been bu ilt

co.stings and forgings, the diagonal wheel ><ith oolid and inserted

blades and the axial

stator stages of forgings

and with sheet

met al blades.
Ie S 11 Vl.
The He S 11 Vl engine is illustrated in Figure 18.
engine, the first of the series,

was

and sheet and no attempt was made to

design standaris.

buitl up from steel

Thia

castings

save weight or meet a i rcraft

The complete gino is illustrated in Figure 19.

The compressor,ltur't>in e

co n nected

se t is c(, nstructed in two secti ons 1

by a tie rod to take out o.xial unbalance, and mounted on three sets
of bearings.
ings,

is

The first bearing set,

oo n e i s tine; of' three

located ahead of the diaconal stage.

inducer stage being taken on its own bearing.

consisting o f one roller bearing,

and the spider h.:ousint; is

third bearing set,

in ':he

consisting of

ball bear-

l'hru st from t he axial

The

second

bearing set,

is l ocated ai't of the axial stages

lane of the exit guide vanes.
a single roller bearing,

located aft of the turbine and l u brication and cooling

to the bearing through the spider arms.

40.

':'he

ia

air is carried

T diagonal flow

.r-\
\.
I
.
\.
I
-

>
-

l1"l
w

I-

2
.w
z

u.J
<.:)
z
<!

ex:

<!

_J

<i

z
0

t3lU

d)

I
41.

F14. 18

J:
m
(/)
-

UJ
z

.,

i.mpe l lor,

which is hogged out of a ch e ese o f aluminum alloy,

the three a x ial rotating rows,

and

are assei:ible<l on a commo n shaft as

i llustrated in Figure 20.

The turbine is of tw o staG e axial
-

blades retained in the discs by means o f a

two

flow de s i g n using solid

"V" root pinned with

pins on Pach side of the "V", half in the

in the disc,

bl a de

ro ot and half

The turbine rotor assembly is illustrated in Figure

21.
The combustion chamber used on the Vl e ng i ne is similar
in des i gn to that used on the last ser ies of the He S 8 engines,
typif ied by the He S 8 Vl 5 illustrated in Figure 9,
A two-position

exhaust nozzle is provided,

by means of a two-position c ylinder.

actuation be ing

The >10rkig fluid is o il.

e ar bo x as
The Vl engine did not hav e an accessory drive g
such, since the engine wus not intended for flight.
was provided,

presu:no.b ly for the

fuel systerJ i;overnor,

mounted on top of the front bearing spider ring,

A s i ng l e pad
on a box

the dr iv e sft

being c arried through on e of the spider vanes which also s erve as

g"ide vanes fo r t he d iagonal stage impeller a irflow,

Little is known of subsequent enines in the Vl/5 series

except that compressor housings having provision for axial stage
stator blade adjust.Dent were constructed which,

presumably aer a

HE $

ll

VI

TURBINE

ET

Ht

1\

\/ l

"'Il
oe tting

had b een e stabli shed , were repla ced with s implified

daatU:r

witho.it adjustment provisions.

Engine

V5

was fi "':i;ed with a single stage

having a i r-cooled blades,

1'/L turbi n e

and in addition design s tudies ""re niad

e

of two-stage turbines having hollow air-cooled blades,

first with

!MW type b lading and later with blades designed and developed by
Porsche
blades.

of Stuttgart.

These were c alled Topfaohaufeln,

i .e. pot

Several types of air-cooled stator blades were also tried

in tis first se ri es of engines,

The only perf ormance information on the Vl engine uail::,
at this time is given in a repo r t d a ted January 19, nemely1
Thrust
Speed

...................... .

2,460 lbs,

9, 920 rpn.

lic>zzle Are a
Airflow

. . . . . . . . . . . . .

Cycle Tempertur e
Jl:e S 11

1,505 sq.ft,
47 .70 lbs, sec.

660

c.

V6/25.
Following the c on s tn1 cti on of the firs"';; five experimental

engines the VS series was constructed which marked a serious attempt

to produce a turbo-jet engine sui t able

for eiroraft.

In the co'..ll"se

of the development the three bea rinr; arra.nt;<rnent vras abandoned 0J1d
replaced by two bearings.

Considerable s h orten i ng of the overall

length of the engine was ao oompli a he d by this chAnge together with t.

redesir;n of the combustion

chamber which was also shortened.

"6.

At the same time the balance of the e11f;ine was redesiGned with the
'fiew o f reducing ita weight and making production imprcwements.
The flaw path was not changed except for blade settings as deter
mined necessary from tests Jn the fi rst five engines.
The He S 11 V6 turbo-jet engine is illustrated in Figure
22,

It will be seen that the three-bearinE shaft has been replaced

by a two-bearing arrangl!lllent in which the f ront bee.ring set, con

sisting of a ball and roller bearinc,

is l ocated ahead of the

diagona.l impeller and the rear bearing set,

consisting of a sill{;le

roller bearing, is mounted behind the turbine as has been the case
with all of the engines in this series,

The diagonal impeller

design was changed to a composite construction in which the blades

were m achined from alllllinum alloy forgings retained by a bulb root
of approximately an inch in diameter in a steel hub.
changes haYe also

Slight

been effeoteli in the axial compressor design,

consisting principally of methods o f construction and blade retention.

The combustion ch!lllb
l er on this engine was completely re
designed,

the orii;inal multiple nozzle set being replaced by 16

downstream nozzles,

A definite attpt was made in this engine to

establish a primary air chamber and secondary air is introduced

through a set of sandwioh mixers.

An attempt was made in this design

to replace the combustion chomber parts made from high temperature

47.

Cf)

_J
4:
z
0
-

fu
uJ
<f)

-iB

alloy with 111i ld steel,

alw:linized.

An access o ry drive housing containing

deaigned for this

engine.

an

ol tank

WILi

The design being bas ed on that used in

The princip"1 drive is through a vertical shaft

the l!e S 8 A.
contained in one

of the three a pide rs used for bearing support.

Thia ahAft drivea a horizontal lay shaft t hrough bevel gears which
receives the starter drive at one end and prc:wiae1 a power take-off
at the

other a cce a ac ry drives are driven by spur ge e.r s

o ther,

from the power take-off horizontal

shaft,

Perfo rmance of the V6 series engi ne s i s giv en 11.8

p ounds static thrust at sea 1 evel at ll,000 engine rpn .

specif i c fuel consumption b e ing 1.32 lbs, lb. thrust,

hours runnine; ti rne had been accumulated
in this aeries by January 1945.

on

2,860

The
In all

184

the four engines built

154 hours was at thrusts below

1,760 pounds and but three hours of the r e mninder was at thrusta in
excess of 2,400 lbs,
109-011 A-0,
The

109-011

A-d engine is the production series engine re-

sultini; from the devel opment 110rk

an

illustrated in Figure 23 in section,

siven in Figurea 2 4 and 26.

are as follows:

the He S ll.

The engine ii

and viewa of a mock up are

Performance data and characteristic

-I
c

OJ
0

Thrust

, .

SFC

Dry Weight

2,860 lbs.

1.31 #/#F
2, 0\10 lbs.

Height

42.5 in.

Width

, ,

34.0 in.

Length

. .
.

. .

. . ..

. .
.

. . .

. . 136.0 in.(with nozzle

.

extended).

Engine is being 1 ightened and expected weight is 1, 905 1 bs. +

severe.l major changes in design were initiated and a

2:(.

general des-

cription of the engine is as follom,

The compressor turbine s et is

the same as used on the

V6 series except that the bearing arr&ngeo:ent has been further

simplified by the omission of the roller bearin, used with & ball,
o.heo.d of th e diagon&l. flow impeller,
of Porsche design, shown in Sketch E.

Turbine blo.des are holloor,

This blade is dran from a

plate in a manner s imilar to the Junkers hollow blade,

but is

retained in the turbine disc by means of a single rivet.

sealing plat e is used between blades,

A small

retained by me8.JlS of the rivet.

The A-0 engine haa been lengthened somewhat over the V6 series by a
ree.rr-.ngement o f the front end.

Where the euid" vanes a.ft of the

inducer were contained in the acc8sso ry drive section on the V6

series, they now occupy a separate section and what are apparently
tlro hollow fairings now oarry the accessory drive gear shai'ts in
that sec tion,

The p rincipal change in the compress or set is the use

or sheet metal ate.tor rows in the axial compress or,

53,

The are

a pparently riveted into sheet metal shroudinga and the labyrinth

packings have been done away with.

Axial compressor rotory blade

have been redesigned with
a sit1gle leg fasteni
riveted intQ a disc having
a " gro<7'f'e at i ta periphery.

The combustion

chamber has been rede1:1il1l'"d

to llBe turbula.nce .f\ingers

aft of the primary air

chamber and secondary air
is intro duced by two

rowm

ot sandwich mixers facing

forwards.

An aluminum alloy

combustion chember outer

ca.sing

was

used in thi de

sign in the interests of

saving weight.
Sketch E.

cone is left open.

gine has also been designed with a prupeller,

this unit being assigned to
at 750

!m./Hr.

The tail
Thia en-

the development of

the firm of Daimler-Benz.

Ferformanoe

at sea level (450 mph) ia 2.000 THP and 1.740 lbs.

A reasonable lllnO'tnt of technical documentation

1tble on both the

is avail

jet and turbine propeller versions of t>,is "ngine,

which material is awaiting translation and study before a complete

report regarding these develoflllents can be written,

55.

lfEIYKEL-HIRTH DISPERS.L AND ASSOCiaTED TMlGETS:

l.

Cotton sp inning mill (BaUJ:lwollspinnerei) at Kolbermoor,

half way between Bud Aibling and Rosenheim,
sal from Heinkel-Hirth at Zuffen heusen.

Bavariu

about

Diapor

Dispersal effected

during the first week in April 1945.

all development recars '

technical aata l\Ild certuin key personnel will be found here,

2,

Staatlichen Saline Friedrichshal l Kochendorf, ab rut ten milea

Underground production plant for He s 011

north of Heilbronn.
engille.

Also archives consisting o f twenty-one cses of

documents covering ml projects,

(This latter ::iateriol is

ren orted to have been evacuated).

3.

Creditanstalt Bankvcreine,

Innsbruck,

Austria.

Archives con

sisting of six cases of documents covering ID.I projects.

4.

5.

"Ernst Heinkel Aktiengesellschaft, Werk Waltersdorf", Walter's

dorf bei !lerlin-Grilnau.
Production assenbly ?lant for He S 11,
Norbert Riedel K.G., Uuggemlorf

( Obfr).

Manufacturer of

small gasoline starter erine used on this and other turbo

jet engines in Germl\J\y,
6,

L' Orange,
nozzles.

7,

Stuttgart Feuerbach.

J.lanufMturer of fuel injection

J,laschinenfabrik - Aue;sburg - !urenburg (UAJ!), Augsburg,

DVL

compressor test rig located here Rnd h1tve done compres,or test
ing for Heinkel-Hirth.
a.

It is considered likoly that if evacuation from Kolbermoor has

taken place the most probable destination would be Heinkel at
Jenbach,

58.

I
ENG::l:EERING DEPARTMENT KEY WI':'E PEP.Jllll'E:'..

TK

Tech!'.!.

Direl:tion

Tochnicl Drection

DO.rector Sohil'

ATD

Assistent Techn.

Assistant Technical

Direktion

Dr. Stieglitz

Direction

'Mus terbau

Design and Constri1ctior.

MBA

Dr. v Che.in

(Chief Encineer)
Entwurf sabt

Pre l iminary Desig n Q('fice Dr. Vanicelc

Vorentwicklung

Preliminary Developnent

Dr.

Mnsterkonstruktionsb\iro

Drawi r.g o:'fice

Cchl'li tz

Versuchsabteilung

Exp er bnental Division

Hartenstein

TVW

Techn. Verwaltung

Technical Administration

Rees F

BTD

Bllro d,Teobn.

frreau of Technical

Walter

ENA
V'i:W

llKt
V SA

Dir elcti on

Bentele

Directior.

FLV

F l u gv er such

SKB

Serien-Konstrulct.

XO?/
:,zx

lltlro

Normenstelle Aenderunga

Flight '.:'est

Schl!i'er

Production 3hop

Rees L

Standards/Hod ifications

etelle
Triebwerksentwicklung

Auxiliary Powe,. f lant

Kuchen

De'l'"o 1 opr:ient
i'U'
c.lj)
":: ...
.

Material Research

Dr. Slattenschek

Techn. Aussendienst

Field Service

Jllg

Pat e ntabtei l ung

Pat ent De partm ent

Roe e nke

I
60.

1100-011

A-0 !JRAWING NC. KEY

100
Cl&ss

of Equ inent - RU!

Number of

!lumber ------

200

- Laufer - Compressor/Turbine 3et

450

- BrennkBr.lr.ler - Combustion Chanber

551 - Gerntetrger - Accessory Drive

580
581

Schmierstofflanlage -

Oil Pump

Oelleitungen - Oil Sytem

Luftleitungen - Air System

582 - KraftstoffleHungen - Fuel S,stem

583

El. Leitungen - Electrical System

584

- Hilfcgerate - Auxiliary GeRr

585

- Hei:;svorrichtung - Heating System

586

- Einlaufhaube - Inlet Fairing

590

- Anlassergetriebe - Starting Gear

550

- Verdichtergehause - Coripressor casing

850

124.12

--------1

100-011 Groups

Project---------------

Fonn&t of DraTring

570

011.450

3chub<liise - Exhaust Nozzle

62.

.-

Preliminary inventory of microfilms, docwnents and

drawings removed b y CAFT Group IV Field T"am 5 from Hirth Motoren

GJ.IBH Stuttgart/Zuffenhaueen:

llicrof ilm Reoords - 500 ft. Roll clUU! 1

l - Patent Records - 18 cans labeled as follows:

19-34,

35-52,

189-218,

392-424,

53-73,

219-248,
425-447,

74-94,

249-284,

448-475.

123-157,

320-357,

2 - Patent Records - l can labeled as foll<llfs:

7-18

158-188,

358-391,

1-25.

3 - Ptttent Records - 2 cans label"d as follows: 1-14, 15-28.

4 - Patent Records - 2 cans labeled as follows:
703532,

713549-5225.

582182-

5 - Records of Reopening Patent Applications - 6 cans

lE>beled as follows: Sl63-356,
Oct/Nov/Dec 1944,

8163-356, J.lay/June/July,

Jan/Feb/l.!ar/April 1944,

Oct/llov/Dec 1944.

6 - Patent Notices - 2 cans labeled as follows:

P500-S527,

7 - Personnel Data

15/7/43,

P476-P485-P487-P497.

30/6/43,

8 - AVS Card Index,

9 - !.'.11terirtl

- 3 cans labeled as follows:

9/6/43.

Patent Card Index, DVL Patents - 1 can.

Developnent R"ports - 1 can.

10 - TIorks hop Handbook - 1 can.

11 - Technical Data on Materials - 1 can.
12 - Test Department Reports - 2 cans.
13 - Reports on :>upercharger Tests - 1 can.
14 - Reports on Comb\lstion Tests - l can.
15 - Photographs of Test Instrument Panel made during Tests of
Ile S 11 and 109-011 - 4 cans.

95-122,

285-319,

1-6,

63.

16 - Reports on Advanced Developments (Dr.

Be ntl e ) - 1 ca.n..

17 - Calculation Reports - 1 can.

18 - Agreements with the REA - 2 cans labeled l & 2.

(?)

19 - Resonance Carda

- l can.

20 - UX Card Index - 1 can.

21 - Reports aa:l or Drawings of Projects SSO, P254,

l can.

d/or

22 - Reports an
1 can.

DrllWings

P358

of 109-011 Turbo-Jet Bngine -

23 - Unlabeled - l can.
licrofil.m. Reoorda - 100 ft. roll cans:
l - Drawing Number Book for Pro,iects 9-2279, 9-2281 and
9-2426 - 1 can.
2 - Parts list nnd Drawing s of HM 515

piston engine - l can.

3 - Pnrta list and DrRwings of HM 501 piston engine - l can.

4 - Parts list and Dre.wings of ml 60 R piston engine

1 can.

5 - Parts list and Drawings of HlJ 9-7018 piston starter

eine - l can.
6 - Drawings of 19-607 Bo x er engine - l ca=i.

Parts list and Drawings of 19-518 "Fresh Gas Turbine"

(Gas Producer) - l can.

8 - Deutsche Revisions und Treuhand Aktiengesellschaft,

l can.
9 - P ersonnel Data - l can.
10 - VE\l Drawings - l can.

64.

Be rl in -

11 - VSA Dr&Wings - 1 can.

12 - VSA Reports - 1 oa.n.
13

WU

Materio.l Data - 1 co.n.

14 - Workshop Oro.wings of 9-2281 turbo superoho.rger - 1 ca.n.

16
15

l1KF

Register of photographs - 1 oa.n.

VKF

(RLM

Records ) - 1 oa.n.

17 - Publicfltion Records or Register - 1 can.

18 -

WKF'

Pictures - 1 can.

19 - Study of gearing and controls for

l can.

PTL (EII

- Reutter ) -

20 - Parts List for 9-2218 Turbo Superoho.rger, 19-109 Aux

iliary Power Plant and 9-2097 Maih&k Pump - l co.n.
21 - Workshop Do.ta on HY-500 o.nd Hl!-5al Piston Engines - l can.
22 - Standards - l can.
23 - Final Particulars of the He S 30 l can.
24 - 19-526 Turbo Auxiliary Set - l can.
25 - Co.rd Index of Accessory Drawings - l co.n.
26 - Unstellbo.uftro.gter

#8

and 9 - l can.

Microfilm Records - 10 ft. roll c!Ul.11

1 - Drawings, VEW 1 - 1 oa.n.

(Single Cylinder Engine).

2.- Tool List - l co.n.

3 - HM - P5000 9-7018 Sto.rter Engine with Hydraulic Drive 1 can.
4

179-2216-50, '19-2279-10, 179-2281-01, Turbo Superoho.rger Data l ce.n.

66.

1 can.

Sketch List

Parts List for 9-7018 Sts.rter Eni;ine - 1 can.

7 - Hirh M11terial List - 1 can.

8 - Work List for 9-501 and 9-504 Piston Engines
Microfilm Records
1

1 c an.

- Pnp<ir \'!rapped Rolls:

Number Registry of Sales Invoices

1 roll.

2 - l.!ob. Kartei Abt. Son. 17/9/44 - 1 roll.

3

Mobilized Labor

1 roll.

4 - Drawings e.nd Hodel NtU'lber Book - 1 roll.

5

Records of Reopening Pate nt Action

Original Bffioi e no;.' C11lculetior.s

7 - Busine3S

Records

1 roll.

(?) 1/12/43 - 1 roll.

l roll.

8 - Turbo Supe rcharg ed Engine Chara cteristics - l roll.

9

Drawing List VEW 18/4/44 - 1 roll.

10 - Future Develo]'.!llents of r.
11

12

Bentele - 1 r oll.

WKF - 1 roll.
Item number and

index of "hop

insructions for 9-2216 Turbo

Supercharger - l roll.
13

STTW History of l!e S Turbo- j e t s

- l roll.

14 - L. u. W. List for 9-2281 Turbo upercharger

Doc\lllll!l nt s

1 roll.

1 - History of Hirth !!otoren G.l.!.!l.H. with listini; of all

pr oject s frqn 1930 to 1944.
2 - History of Hirth Turbo Jet Engine De velopme nt .

66,

3 - Technical Report Covering 109-011 Turbo-Jt Engines V26

to V8 5 ,
4

Technical Report Covering 109-011 Turbo-Jet Engines V86

and onwards.

5 - Record of Contracts fror:i 1937 through 1942

6

Draft of Description of all Hirth Projects

Index of Hirth Te chnical Reports ,

( Incomolete ) ,

8 - RLM Mate rial Specifications.

9 - Eigh Temperature llaterials Data,
10

File of Photographs

of Lecture Pl ates on and Photog raphs

o f the 100-011 Dev el opme nt .

11 - File of Photographs of Compressor nnd Turbine

Blade

Sections and Di.,c;rens,

12 - File

of Basic Calculations for 100-011.

13

Miscellaneous He S 8 A Data.

14

l!iscel leneous Re S 10 Data,

iscellaneous He 3 30 Data.

15

16 - !iselleneous He S 3 b Data.
17 - Parts List fo r 109-011 Vl and V2.
18 - Experimental Combustion Chamber Data 109-011.
19 - Description,

Tes t Rep ort s ,

Regul ator for H S 8 A.

Detail Drawings on P00-125 Fuel

( Re c; u l t or

sent to

R.A.E.).

20

Automatic Control Unit Data 109-011.

21

Bl,.de Vibration Datn 109-0ll.

22

File of Photor,raphs and De s c ript i ve l!nteriels Covering

9-7018 Starter Enine,

67.

I::re:nngs 1
l - llajor Assembly Drawings of l 09-ou.

Drawing List of ,Jumo 109-004. BZ Bl.

3 - Drawings of HH 9-7018 Starter Engine (Complete).

4

Drawings of 19-100 Auxiliary Power Plant.

Jumo 001 Bl Assembly and Installation Drawings.
l.!iscel laneous Drawings,

!lot es and Sketches.

Installation Drawings of Reidel Starter Engine.

68.

SUPPLE!JENT ARY ll<J!ES I

l.

Six cases of documents containing a portion of the archives

of the Hirth lilotoren IYerl: have been rl!lllcwed fran the Credit
anstalt llankvereine at Innsbruck and forwarded to London.

2.

Documents at the Staatlichen Saline in Kochendorf will not

be accessible until the first week in April.

3.

Dr.

von Clhain,

together with Herr Hartenstein, Development

Engineer, Herr Tetzloff,

Production Engineer, and numerous

other Hirth Motoren personnel are in custody at Kolbennoor.

4.

Six Hirth 100-011 A-0 Turbo-Jet Engines have been ordered

from BMW at Kolbermoor.

This finu

we!"e

prcpari!l{; to manu!'ac

ture this engine and have parts on hand for ten engines.
Delivery is promised in approximately five Donths.

May 29,

1945.

J
69.

& s. Ltd.