it and first flew on 15 May 1941 at RAF Cranwell. British aircraft engine designer, Frank Halford, working from Whittle's ideas, developed a "straight through" version of the centrifugal jet; his design became the de Havilland Goblin. One problem with both of these early designs, which are called centrifugal-flow engines, was that the compressor worked by accelerating air outward from the central intake to the outer periphery of the engine, where the air was then compressed by a divergent duct set-up, converting its velocity into pressure. An advantage of this design was that it was already well understood, having been implemented in centrifugal superchargers, then in widespread use on piston engines. However, given the early technological limitations on the shaft speed of the engine, the compressor needed to have a very large diameter to produce the power required. This meant that the engines had a large frontal area, which made it less useful as an aircraft powerplant due to drag. A further disadvantage of the earlier Whittle designs was that the air flow was reversed through the combustion section and again to the turbine and tailpipe, adding complexity and lowering efficiency. Nevertheless, these types of engines had the major advantages of light weight, simplicity and reliability, and development rapidly progressed to practical airworthy designs. Austrian Anselm Franz of Junkers' engine division (Junkers Motoren or Jumo) addressed these problems with the introduction of the axial-flow compressor. Essentially, this is a turbine in reverse. Air coming in the front of the engine is blown towards the rear of the engine by a fan stage (convergent ducts), where it is crushed against a set of non-rotating blades called stators (divergent ducts). The process is nowhere near as powerful as the centrifugal compressor, so a number of these pairs of fans and stators are placed in series to get the needed compression. Even with all the added complexity, the resulting engine is much smaller in diameter and thus, more aerodynamic. Jumo was assigned the next engine number in the RLM numbering sequence, 4, and the result was the Jumo 004 engine. After many lesser technical difficulties were solved, mass production of this engine started in 1944 as a powerplant for the world's first jet-fighter aircraft, the Messerschmitt Me 262 (and later the world's first jet-bomber aircraft, the Arado Ar 234). A variety of reasons conspired to delay the engine's availability, this delay caused the