View source for Rolls-Royce Nene

{{short description|1940s British turbojet aircraft engine}}
{{Use dmy dates|date=July 2015}}
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{{infobox aero engine
 |name= RB.41 Nene / J42
 |image= Rolls_Royce_Nene.jpg
 |caption= Rolls-Royce Nene on display at [[RAAF Base Pearce]], [[Western Australia]] - note the wire mesh grille around the air intake to prevent [[Foreign object damage]]
 |engine_type= [[Turbojet]]
 |manufacturer= [[Rolls-Royce Limited]]
 |first_run= 27 October 1944
 |major_applications= {{ubl|[[Canadair CT-133 Silver Star]] | [[Dassault Ouragan]] | [[de Havilland Vampire]] | [[Grumman F9F Panther]] | [[Hawker Sea Hawk]]}}
 |number_built = 1,139 (J42) 
 |developed_from = [[Rolls-Royce Derwent]]
 |variants_with_their_own_articles =
 |developed_into = {{ubl|[[Rolls-Royce Derwent V]] |[[Rolls-Royce RB.44 Tay]] | [[Pratt & Whitney J48]] | [[Klimov VK-1]] }}
}}

The '''Rolls-Royce RB.41 Nene''' is a 1940s British [[centrifugal compressor]] [[turbojet]] engine. The Nene was a complete redesign, rather than a scaled-up [[Rolls-Royce Derwent]],<ref name=gunston>"Rolls-Royce Aero Engines" Bill Gunston, Patrick Stephens Limited 1989, {{ISBN|1-85260-037-3}}, p.111</ref> with a design target of {{cvt|5,000|lbf|kN|lk=in}}, making it the most powerful engine of its era. First run in 1944, it was [[Rolls-Royce Limited|Rolls-Royce]]'s third [[jet engine]] to enter production, and first ran less than 6 months from the start of design. It was named after the [[River Nene]] in keeping with the company's tradition of naming its jet engines after rivers.

The design saw relatively little use in British aircraft designs, being passed over in favour of the [[Axial flow|axial-flow]] [[Rolls-Royce Avon|Avon]] that followed it. Its only widespread use in the UK was in the [[Hawker Sea Hawk]] and the [[Supermarine Attacker]]. In the US it was built under licence as the '''Pratt & Whitney J42''', and it powered the [[Grumman F9F Panther]]. Its most widespread use was in the form of the [[Klimov VK-1]], a [[Reverse engineering|reverse-engineered]], modified and enlarged version which produced around {{cvt|6,000|lbf|kN}} of thrust, and powered the Russian built [[Mikoyan-Gurevich MiG-15]], a highly successful fighter aircraft which was produced in vast numbers.

An uprated version of the Nene was produced as the [[Rolls-Royce RB.44 Tay|Rolls-Royce Tay]].

==Design and development==
[[File:Pulqui engine.jpg|thumb|left|An [[FMA IAe 33 Pulqui II]] without tail section, showing its Rolls-Royce Nene II turbojet]]

The Nene was designed as a result of a June 1944 visit to the US by [[Stanley Hooker]]. He discovered that [[GE Aviation|General Electric]] already had two engine types running, an axial and a centrifugal, of {{cvt|4,000|lbf|kN}} thrust. He was determined to produce a higher thrust engine and subsequently obtained a Ministry of Aircraft Production contract for an engine of 4,200 lbf (19 kN) thrust with the understanding that {{cvt|5,000|lbf|kN}} would be the design target. Hooker, [[Adrian Lombard]], Pearson and Morley designed a new engine, the B.41 later called the Nene, rather than scaling up the Derwent.<ref name=gunston/> 

The double-sided [[impeller]] was {{convert|28.8|in|cm}} in diameter, compared to {{cvt|20.68|in|cm}} for the Derwent I, to produce an airflow of {{cvt|80|lb/s|kg/s}}, while the overall diameter of the engine was {{convert|49.5|in|cm}}. A scaled up Derwent of the same thrust would have had a {{convert|60|in|cm|adj=on}} diameter. The compressor casing was based on Whittle's Type 16 W.2/500 compressor case which was more aerodynamically efficient than that on the Derwent but also eliminated cracking. Other design advances included nine new low pressure-drop/high efficiency [[combustion chamber]]s developed by [[Lucas Industries|Lucas]] and a small impeller for rear bearing and turbine disc cooling.<ref>"Not Much Of An Engineer" Sir Stanley Hooker, Airlife Publishing 2002, {{ISBN|1-85310-285-7}}, p.88</ref> The first engine start was attempted on 27 October 1944. A number of snags delayed the run until nearly midnight, when with almost the entire day and night shift staff watching, an attempt was made to start the engine. To the frustration of everyone with a vested interest in it starting the engine refused to light - positioning the igniter was a trial-and-error affair at the time. On a subsequent attempt, Denis Drew, who had come from Lucas, the combustion specialists, and took a wide interest in engine development problems, removed one of the igniters and instead used the flame from an [[Oxy-fuel welding and cutting|oxy-acetylene torch]] to ignite the fuel in the combustion chamber.

The igniter had to be close enough to the fuel spray to ignite it when starting, but not overheat when subjected to the continuous flame temperature when the engine was running. The larger diameter of the Nene combustion chambers found this to be a problem,  and the first-run needed to ignite with a flame rather than the spark energy that was considered sufficient at that time. The Nene was subsequently fitted with two torch, or flame, igniters which had a fuel spray next to an igniter.<ref name=smith>Gas Turbines and Jet Propulsion For Aircraft,Geoffrey Smith, Fourth Edition 1946, Published by Flight, Dorset House, Stamford Street, London S.E.1., p.75 and Fig.77</ref> The flame would project into the main combustor fuel spray. Torch igniters were superseded by surface discharge igniter plugs with a considerably greater energy release rate than a flame.<ref>{{cite journal|url=https://journals.sagepub.com/doi/10.1243/PIME_PROC_1956_170_012_02|at=p.54 |doi=10.1243/PIME_PROC_1956_170_012_02 |title=James Clayton Lecture: Fuel Control and Burning in Aero-Gas-Turbine Engines |year=1956 |last1=Watson |first1=E. A. |journal=Proceedings of the Institution of Mechanical Engineers |volume=170 |url-access=subscription }}</ref>

The engine was run up to just over {{cvt|4,000|lbf|kN}}, and a cheer went up around the assembled personnel. However the engine was running hotter than expected and would not reach 5,000 lb, as it was built, without overheating the turbine. Pearson, the performance engineer, insisted that no more running be done without fitting the guide vanes that were available for the impeller intake. Upon Hooker's arrival next morning, and informed that the inlet vanes had been fitted during the night, Hooker was overjoyed to see the thrust gauge needle registering {{cvt|5,000|lbf|kN}} at the same temperature that had only given 4,000 lb the previous night, making the B.41 the highest thrust jet engine in the world. Weight was around {{cvt|1,600|lb|kg}}.<ref>"World Encyclopedia of Aero Engines - 5th edition" by [[Bill Gunston]], Sutton Publishing, 2006, p.193</ref>

Inlet guide vanes had been in use in Whittle engines for some time. They improve the overall performance of the engine significantly by "helping the air round the corner".<ref>The First James Clayton Lecture,"The Early History Of The Whittle Jet Propulsion Gas Turbine",Air Commodore F.Whittle,p.430/Fig.20</ref> However they were made from thin sheet metal and often broke damaging the engine. For Hooker they were a worrying mechanical problem which he did not want so they were not fitted when the Derwent entered service, although the turbine had to run 90 degC hotter to give the take-off thrust of 2,000 lb. He was still concerned with the durability of the vanes so the first Nene was initially built without them.<ref>Not Much Of An Engineer,Sir Stanley Hooker 1984,{{ISBN|1-85310-285-7}}, p.83</ref>

The Nene was based on the "straight-through" version of the basic [[Frank Whittle|Whittle]]-style layout, with the flow going directly through the engine from front to rear, as opposed to a "reverse-flow" type,<ref>{{cite web|url=http://www.enginehistory.org/GasTurbines/r-r_w2b.shtml |archive-url=https://web.archive.org/web/20140507185055/http://www.enginehistory.org/GasTurbines/r-r_w2b.shtml |url-status=dead |archive-date=2014-05-07 |title=R-R W2B |access-date=2020-02-29}}</ref> which reverses the direction of air flow through the combustor section so that the turbine stage can be mounted within the combustor section; this allows for a more compact engine, but increases the combustor pressure losses which has an adverse effect on engine performance.<ref>[http://naca.central.cranfield.ac.uk/reports/arc/rm/2579.pdf Fig.17]</ref> Less thrust is generated with the same fuel flow. It was during the design of the Nene that Rolls decided to give their engines numbers as well as names, with the [[Rolls-Royce Welland|Welland]] and [[Rolls-Royce Derwent|Derwent]] keeping their original [[Rover (car)|Rover]] models, '''B/23''' and '''B/26'''. It was later decided that these model designations looked too much like RAF bomber designations (i.e. "''[[English Electric Canberra|English Electric Canberra B.Mk 2]]''" would often be shortened to "''Canberra B.2''"), and "R" was added to the front, the "R" signifying "Rolls" and the original Rover "B" signifying [[Barnoldswick]].<ref>Rolls-Royce Aero Engines,Bill Gunston 1989,{{ISBN|1 85260 037 3}},p.111</ref> This '''RB''' designation scheme continued into the late 20th Century, with [[turbofan]] designs such as the [[Turbo-Union RB199|RB.199]], [[Rolls-Royce RB.203 Trent|RB.203]] and [[Rolls-Royce RB211|RB.211]]; the most recent family of Rolls-Royce turbofans (a development of the RB.211) goes under the simple designation "[[Rolls-Royce Trent|Rolls-Royce Trent]]", with variants given their own designator number or letter series (i.e. [[Rolls-Royce Trent 500|Trent 500]], [[Rolls-Royce Trent 900|Trent 900]], [[Rolls-Royce Trent 1000|Trent 1000]], [[Rolls-Royce Trent XWB|Trent XWB]], etc.).

[[File:Avro 691 Lancastrian Nene VH742 Ringway 24.04.48 edited-2.jpg|thumb|right|The Rolls-Royce Avro Lancastrian Nene test bed in 1948 fitted with the jet engines in the outboard position]]
Early airborne tests of the Nene were undertaken in an [[Avro Lancastrian]] operated by Rolls-Royce from their Hucknall airfield. The two outboard [[Rolls-Royce Merlin]]s were replaced by the jet engine. The Nene's first flight however was in a modified [[Lockheed P-80 Shooting Star|Lockheed XP-80 Shooting Star]].<ref>{{cite magazine|url=https://www.flightglobal.com/pdfarchive/view/1946/1946%20-%200764.html |title=Rolls-Royce Nene I|page=394|magazine=Flight Global|date=18 April 1946|archive-url=https://web.archive.org/web/20181229181713/https://www.flightglobal.com/pdfarchive/view/1946/1946%20-%200764.html |archive-date=29 December 2018 |url-status=dead}}</ref>

After seeing the Nene running, at an after work drink at the [[Swan Court Shopping Arcade|Swan & Royal Hotel]], [[Clitheroe]], and hearing the complaints about a lack of any official application for the engine, someone - thought to be [[Frank Whittle|Whittle]] - suggested that the Nene be scaled-down to fit a [[Gloster Meteor|Meteor]] nacelle. J.P. Herriot or Lombard did the calculation on a tablecloth and announced a thrust of {{cvt|3,650|lbf|kN}}. At this time they were attempting to increase the Derwent's thrust from {{cvt|2,200|to|2,450|lbf|kN}}, and the idea seemed "too good to be true". On hearing this, Hooker did a quick calculation and announced, "We've got a 600-mph [{{cvt|600|mph|km/h|disp=out}}] Meteor".<ref name="Sutton Publishing 2006, p.194">"World Encyclopedia of Aero Engines - 5th edition" by [[Bill Gunston]], Sutton Publishing, 2006, p.194</ref>

Drawings for the 0.855 scale Nene, now known as the Derwent V, were started on 1 January 1945 and on 7 June the engine began a 100-hour test at {{cvt|2,600|lbf|kN}}, soon reaching {{cvt|3,500|lbf|kN}}. Weight was {{cvt|1,250|lb|kg}}. By 1946 thrust had been increased to {{cvt|4,200|lbf|kN}} using [[Nimonic|Nimonic 90]] turbine blades.<ref name="Sutton Publishing 2006, p.194"/>

The development of the Nene was continued with this scaled-down version, the Derwent V having no direct relationship to the earlier Derwent series. On 7 November 1945, the first official air speed record by a jet aircraft was set by a Meteor F.3 of 606 miles per hour (975&nbsp;km/h) powered by the scaled-down Nene.

==Service use==
[[File:Pratt & Whitney J42.jpg|thumb|Pratt & Whitney J42]]

The Nene doubled the thrust of the earlier generation engines, with early versions providing about 5,000&nbsp;lbf (22.2&nbsp;kN), but remained generally similar in most ways. This should have suggested that it would be widely used in various designs, but the [[Gloster Meteor]] proved so successful with its [[Rolls-Royce Derwent|Derwent]]s that the [[Air Ministry]] felt there was no pressing need to improve upon it. Instead a series of much more capable designs using the [[Rolls-Royce Avon]] were studied, and the Nene generally languished.

A total of twenty-five Nenes were sold to the [[Soviet Union]] as a gesture of goodwill - with reservation to not use for military purposes - with the agreement of [[Stafford Cripps]]. Rolls-Royce were given permission in September 1946 to sell 10 Nene engines to the USSR, and in March 1947 to sell a further 15. The price was fixed under a commercial contract. A total of 55 jet engines were sold to the Soviets in 1947.<ref>[https://api.parliament.uk/historic-hansard/commons/1948/nov/22/jet-engines-foreign-sales "Jet Engines (Foreign Sales)"]. {{ukhansard | house=HC | date=22 November 1948 | vol=458 | cc=839-41}}</ref><ref name="taylor20230722">{{Cite news |last=Taylor |first=Steven |date=2023-07-22 |title=Why Attlee's decision to send Rolls Royce jet engines to Stalin caused outrage in Washington |language=en-GB |work=The Telegraph |url=https://www.telegraph.co.uk/news/2023/07/22/attlee-ignored-warnings-send-stalin-rolls-royce-engines/ |access-date=2023-11-25 |issn=0307-1235}}</ref> Seventeen Soviet engineers trained at the Rolls-Royce factory in Derby in 1947 to maintain and repair the engine. The Soviets reneged on the promise to not use it for military purposes,{{r|taylor20230722}} and [[reverse engineering|reverse engineered]] the Nene to develop the [[Klimov VK-1|Klimov RD-45]], and a larger version, the [[Klimov VK-1]], which soon appeared in various Soviet fighters including [[Mikoyan-Gurevich MiG-15]].

[[Pratt & Whitney]] acquired a licence to produce the Nene as the '''Pratt & Whitney J42''', and it powered the [[Grumman F9F Panther]] which first flew in November 1947.<ref>Connors, p.202</ref>

The Nene was used to power the first civil jet aircraft, the Nene Viking,<ref name="flightglobal.com">[http://www.flightglobal.com/pdfarchive/view/1949/1949%20-%200401.html "The Vickers 'Nene/Viking'"]. ''Flight'', 3 March 1949. Retrieved 8 March 2017.</ref> a modified [[Vickers VC.1 Viking|Vickers Viking]], the single example of which first flew on 6 April 1948 from [[Wisley Airfield]].<ref>{{cite book|last=Gunston|first=Bill|year=1980|title=The Illustrated Encyclopedia of Commercial Aircraft|publisher=Windward|isbn=0711200602}}</ref>{{page needed|date=March 2017}}

It was briefly made under licence in Australia for use in the [[RAAF]] [[de Havilland Vampire]] fighters. It was also built by [[Orenda Engines|Orenda]] in Canada for use in 656 [[Canadair CT-133 Silver Star]] aircraft from 1952.

Hispano-Suiza in France built the Nene under licence as the '''Hispano-Suiza Nene''', with limited production before concentrating on the larger [[Rolls-Royce RB.44 Tay|Rolls-Royce Tay/Hispano-Suiza Verdon]].

==Variants==
;RN.1
;RN.2
;RN.6
;Nene I
;Nene Mk.3:With an electric starter motor and two torch igniters the Mk.3 powered the [[Supermarine Attacker F Mk.1]].
;Nene Mk.10:Similar to the Mk.102 but with a larger accessories wheelcase for the [[Lockheed T-33]].
;Nene Mk.101:With a bifurcated jet-pipe for the [[Hawker Sea Hawk]], at a reduced output of {{convert|5000|lbf|kN|abbr=on|2}}
;Nene Mk.102:Similar to the Mk.3, but incorporating more modern equipment, for the [[Supermarine Attacker FB Mk.2]]
;Nene Mk.103:Uprated to {{convert|5200|lbf|kN|abbr=on|2}} for the [[Hawker Sea Hawk#Variants|Hawker Sea Hawk FB.5 and FGA.6]]. Some were retrofitted to convert existing FB.3 and FGA.4 aircraft.
;Pratt & Whitney J42: US licence production<ref name=AEotW50/>
:;J42-P-4:<ref name=AEotW50>{{cite book |last=Wilkinson |first=Paul H. |title=Aircraft engines of the World 1950 |year=1950 |publisher=Sir Isaac Pitman & Sons Ltd. |location=London |edition=11th |pages=56–57}}</ref>
:;J42-P-6:<ref name=AEotW50/>
:;J42-P-8:<ref name=AEotW50/>
:;Turbo-Wasp JT-6B:<ref name=AEotW50/>
;Kuznetsov RD-45:Unlicensed copy produced in the USSR
;H.S. Nene 102:<ref name=AEotW57>{{cite book |last=Wilkinson |first=Paul H. |title=Aircraft engines of the World 1957 |year=1957 |publisher=Sir Isaac Pitman & Sons Ltd. |location=London |edition=15th |pages=65–69}}</ref>
;H.S. Nene 104:<ref name=AEotW57/>
;H.S. Nene 104-BR:<ref name=AEotW57/>
;H.S. Nene 105A:<ref name=AEotW57/>
;H.S. Nene 105-AR:<ref name=AEotW57/>

==Applications==
;Nene
{{columns-list|colwidth=30em|
* [[Armstrong Whitworth AW.52]]
* [[Avro Ashton]]
* [[Avro Lancastrian]] (test-bed)
* [[Avro Tudor VIII]]
* [[Boulton Paul P.111]]
* [[Boulton Paul P.120]]
* [[Canadair CT-133 Silver Star]]
* [[Dassault Ouragan]]
* [[de Havilland Vampire]]
* [[Fiat G.80|Fiat G.82]]
* [[FMA IAe 33 Pulqui II]]
* [[FMA I.Ae 38]] (jet powered proposal)
* [[Gloster E.1/44]]
* [[Handley Page HP.88]]
* [[Hawker P.1052]]
* [[Hawker P.1081]]
* [[Hawker Sea Hawk]]
* [[Nord 2200]]
* [[Rolls-Royce Thrust Measuring Rig]]
* [[SNCAC NC.1071]]
* [[SNCAC NC 1080]]
* [[SNCASO SO.4000]]
* [[SNCASO SO.6000 Triton]]
* [[Sud-Est Grognard]]
* [[Sud-Ouest Bretagne]]
* [[Sud-Ouest Triton]]
* [[Supermarine Attacker]]
* [[Vickers Type 618 Nene-Viking]]
}}

;Pratt & Whitney J42
* [[Grumman F9F Panther]]

; Kuznetsov RD-45
* [[Mikoyan-Gurevich MiG-15]]

==Engines on display==
{{Unreferenced section|date=October 2018}}
* A complete Nene engine is displayed at the RAF Manston History Museum, Manston, Kent.
* A complete Nene engine is displayed at the [[South Yorkshire Aircraft Museum]], Doncaster, England.
* A sectioned Rolls-Royce Nene is on display at the [[Fleet Air Arm Museum]], [[RNAS Yeovilton (HMS Heron)|RNAS Yeovilton]].
* A sectioned Rolla-Royce Nene-10 is on display at [[Canadian Warplane Heritage Museum]], Hamilton, Ontario, Canada.
* [http://www.gatwick-aviation-museum.co.uk/ Gatwick Aviation Museum ] Charlwood surrey
* A cutaway Nene II on display at the [[New England Air Museum]]
* A sectioned Hispano-Suiza Nene is on display at the Ailes Anciennes Toulouse Museum in France.
*[http://www.aatlse.org/ Ailes Anciennes Toulouse Museum] Toulouse/Blagnac.
*A sectioned RR Nene is on display at the Queensland Air Museum, Caloundra, Australia.
*A complete Nene engine is on display at the [[Historical Aircraft Restoration Society]], at Albion Park, New South Wales, Australia
*A Nene, from a Pulqui II, is on display at the National Aeronautics Museum, Moron, Buenos Aires, Argentina.
*A Nene is on display at the [https://www.rolls-royce.com/about/heritage-trust.aspx Rolls-Royce Heritage Trust] Collection (Derby).
* An H-S Nene plated "106/104C" is on public display at the [[City of Norwich Aviation Museum]] in [[Horsham St Faith|Horsham St Faith, Norfolk]].<ref>{{cite web |title=Engines List |url=http://www.cnam.org.uk/engines-list |website=City of Norwich Aviation Museum |access-date=27 August 2023}}</ref>

==Specifications (Nene)==
[[File:Rolls-Royce Nene, centrufugal gas turbine.jpg|thumb|right|Cutaway view showing the combustion chambers and compressor]]
{{jetspecs
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|ref=<ref name=Wilkinson>{{cite book|last=Wilkinson|first=Paul H.|title=Aircraft Engines of the world 1946|year=1946|publisher=Sir Isaac Pitman & Sons|location=London|pages=298–299}}</ref>
|type=centrifugal compressor [[turbojet]]
|length={{convert|96.8|in|mm|abbr=on|0}}
|diameter={{convert|49.5|in|mm|abbr=on|0}}
|weight={{convert|1,600|lb|kg|abbr=on|0}}
|compressor=single-stage centrifugal with double-sided impeller
|combustion=9 x can combustion chambers
|turbine=single-stage axial
|fueltype=kerosene 
|oilsystem=pressure feed, dry sump with scavenge, cooling and filtration
|power=
|thrust= (also '''Take off rating''') at sea level static {{convert|5,000|lbf|kN|abbr=on|1}} at 12,300 rpm
*'''Max Cruise rating:''' at sea level static {{convert|4,360|lbf|kN|abbr=on|1}} at 12,000 rpm
*'''Cruise rating:''' at sea level static {{convert|3,620|lbf|kN|abbr=on|1}} at 11,500 rpm
*'''Idle:''' at sea level static {{convert|120|lbf|kN|abbr=on|1}} at 2,500 rpm
|compression=
|bypass=
|aircon=
|turbinetemp=
|fuelcon=
|specfuelcon={{convert|1.06|tsfc|si tsfc}}
|power/weight=
|thrust/weight=3.226
}}

==See also==
{{Aircontent
|related=
* [[Rolls-Royce RB.44 Tay]]
* [[Pratt & Whitney J48]]
* [[Klimov VK-1]]
|similar engines=
|lists=
* [[List of aircraft engines]]
|see also=
}}

==References==
{{reflist}}

==Bibliography==
* Bridgman, L, (ed.) (1998) ''Jane's fighting aircraft of World War II.'' Crescent. {{ISBN|0-517-67964-7}}
* {{cite magazine |last=Buttler |first=Tony |title=Turbojets for Stalin: Some Facts Behind the Sale of British Jet Engines to Russia |magazine=[[Air Enthusiast]] |issue= 94 |date=July–August 2001 |issn=0143-5450 |pages=73–77 }}
* {{cite book|last= Connors |first= Jack |title= The Engines of Pratt & Whitney: A Technical History |publisher= [[American Institute of Aeronautics and Astronautics]] |location= Reston. Virginia |year= 2010 |isbn= 978-1-60086-711-8 }}
* {{cite book|last=Kay|first=Anthony L.|title=Turbojet History and Development 1930-1960 |publisher=The Crowood Press|location=Ramsbury|date=2007|edition=1st|volume=1|isbn=978-1-86126-912-6}}
*{{cite book|last=Wilkinson|first=Paul H.|title=Aircraft Engines of the world 1946|year=1946|publisher=Sir Isaac Pitman & Sons|location=London|pages=298–299}}

==External links==
{{commons category|Rolls-Royce Nene}}
* [http://www.pw.utc.com/J42_Engine Pratt & Whitney History page on the J42]
* [https://web.archive.org/web/20040702054756/http://www.lancastermuseum.ca/engine_rollsnene.html The Nanton Lancaster Society]
* [http://www.flightglobal.com/pdfarchive/view/1946/1946%20-%200757.html "Rolls-Royce Nene I"] a 1946 ''Flight'' article on the Nene

{{RRaeroengines}}
{{USAF gas turbine engines}}

[[Category:Rolls-Royce aircraft gas turbine engines|Nene]]
[[Category:1940s turbojet engines]]
[[Category:Centrifugal-flow turbojet engines]]
[[Category:Products introduced in 1944]]