Cub Driver wrote in message . ..
On 10 Aug 2004 00:32:05 -0700, (Eunometic)
wrote:

The life nvertheless reached 60 hours at the end of
the war.

Huh. The Messerschmitt test pilots who flew the 262 for the Americans
in May 1945 claimed a TBO of 25 hours.

How did one know which engine was in a given aircraft? Was the TBO
stamped on it?

There were several production versons: the Jumo 004B1 which had solid
tinadur (about 40% iron, 30% titanium, 15% nickel, 15% chromium)
turbine blades then the much improved Jumo 004B4 which could have
hollow turbine blades of either deep drawn tinadur or folded and
welded cromadure ( about 68% Iron, 14% chromium and 18% manganese) and
other changes to combustion and copressors.

The reason was that the Germans had the two types made as backups to
each other and neither company could supply sufficient blades alone.
cromadur was supposedly inferior due to higher creep but it was
actualy more reliable in service because its process of manufacture
(folding and welding) was more controllable; tinadur had to be deep
drawn as it could not be welded.

I assume theat the eingines had seriel numbers or block numbers that
identified their peculiarities.

The Jumo 003C4 also entered production. It was delivered to the
factories (Messerschmitt, Gotha etc) and flown but it may not have
entered service.

This is the obiturary of Franz Anselm; it talks of the MTBO of the
Jumo 004
http://www.memagazine.org/backissues...anz/franz.html

"With hollow blades of Cromadur sheet metal, the complete 004B engine
contained less than 5 pounds of chromium. The first production model
of the 004B weighed 220 pounds less than the 004A. Additional
modifications were made to the first compressor stages. A series of
100-hour tests were completed on several engines, and time between
overhaul of 50 hours was achieveda"

It's clear the article refers to 004B4 engines with cromadur blades.



all the best -- Dan Ford
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