's German patent for jet engines (January 1928). The third illustration is a turbojet
Heinkel He 178
, the world's first aircraft to fly purely on turbojet power, using an
The first patent for using a gas turbine to power an aircraft was filed in 1921 by Frenchman
 His engine was to be an axial-flow turbojet, but was never constructed, as it would have required considerable advances over the state of the art in compressors.
RAF College Cranwell cadet
Frank Whittle formally submitted his ideas for a turbojet to his superiors. In October 1929 he developed his ideas further.
 On 16 January 1930 in England, Whittle submitted his first patent (granted in 1932).
 The patent showed a two-stage
axial compressor feeding a single-sided
centrifugal compressor. Practical axial compressors were made possible by ideas from
A.A.Griffith in a seminal paper in 1926 ("An Aerodynamic Theory of Turbine Design"). Whittle would later concentrate on the simpler centrifugal compressor only, for a variety of practical reasons. Whittle had the first turbojet to run, the
Power Jets WU on 12 April 1937. It was liquid-fuelled, and included a self-contained fuel pump. Whittle's team experienced near-panic when the engine would not stop, accelerating even after the fuel was switched off. It turned out that fuel had leaked into the engine and accumulated in pools, so the engine would not stop until all the leaked fuel had burned off. Whittle was unable to interest the government in his invention, and development continued at a slow pace.
In Germany, Hans von Ohain patented a similar engine in 1935.
On 27 August 1939 the
Heinkel He 178 became the world's first aircraft to fly under turbojet power with test-pilot
Erich Warsitz at the controls,
 thus becoming the first practical jet plane. The
Gloster E.28/39, (also referred to as the "Gloster Whittle", "Gloster Pioneer", or "Gloster G.40") was the first British jet-engined aircraft to fly. It was designed to test the Whittle jet engine in flight, leading to the development of the Gloster Meteor.
The first two operational turbojet aircraft, the
Messerschmitt Me 262 and then the
Gloster Meteor entered service in 1944 towards the end of
World War II.
Air is drawn into the rotating compressor via the intake and is compressed to a higher pressure before entering the combustion chamber.
Fuel is mixed with the compressed air and burns in the combustor. The combustion products leave the combustor and expand through the
power is extracted to drive the compressor. The turbine exit gases still contain considerable energy that is converted in the propelling nozzle to a high speed jet.
The first jet engines were turbojets, with either a
centrifugal compressor (as in the
Heinkel HeS 3), or
Axial compressors (as in the
Junkers Jumo 004) which gave a smaller diameter, although longer, engine. By replacing the propeller used on piston engines with a high speed jet of exhaust higher aircraft speeds were attainable.
One of the last applications for a turbojet engine was the
Concorde which used the
Olympus 593 engine. At the time of its design the turbojet was still seen as the optimum for cruising at twice the speed of sound despite the advantage of turbofans for lower speeds. For the Concorde less fuel was required to produce a given thrust for a mile at Mach 2.0 than a modern high-bypass turbofan such as
General Electric CF6 at its Mach 0.86 optimum speed.
Turbojet engines had a significant impact on
commercial aviation. Aside from giving faster flight speeds turbojets had greater reliability than piston engines, with some models demonstrating dispatch reliability rating in excess of 99.9%. Pre-jet commercial aircraft were designed with as many as 4 engines in part because of concerns over in-flight failures. Overseas flight paths were plotted to keep planes within an hour of a landing field, lengthening flights. The increase in reliability that came with the turbojet enabled three and two-engine designs, and more direct long-distance flights.
High-temperature alloys were a
reverse salient, a key technology that dragged progress on jet engines. Non-UK jet engines built in the 1930s and 1940s had to be overhauled every 10 or 20 hours due to
creep failure and other types of damage to blades. British engines however utilised
Nimonic alloys which allowed extended use without overhaul, engines such as the
Rolls-Royce Welland and
 and by 1949 the
de Havilland Goblin, being
type tested for 500 hours without maintenance.
 It was not until the 1950s that
superalloy technology allowed other countries to produce economically practical engines.