The Department of Munitions and Supply (DMS) thought this was a wonderful opportunity to get in at the "ground floor" of a newly developing field, one that the country could enter with relative ease and thereby reduce their dependence on foreign suppliers for aircraft engines.
One led from the realization that no one in the nascent industry really understood the effects of real-world weather on the operations of jet engines, especially in icing conditions.
While the CWTS was being set up, the government also worked on the second part of the Banks Report, and on 1 July 1944 formally incorporated Turbo Research in Leaside, Toronto.
[citation needed] Over the next year the team was built out as more engineers joined the effort, including Winnett Boyd, Joe Purvis, Burt Avery and Harry Keast from Power Jets.
They farmed out parts manufacture to 1,200 different companies, providing everything from gears and ball bearings, to the compressor and turbine blades.
Among the many advances brought to Canadian industry as part of the Chinook program, Light Alloys Ltd. invested in their first aluminum casting, while Shawinigan Chemicals did the same for stainless steels.
Although the team had already turned to the design of the Chinook's successor, the Orenda, work on the engines continued in order to gain experience in construction and operation.
In spite of this it produced almost double the thrust, largely due to the improved materials, especially in the turbine, which allowed for higher operating temperatures and raised the overall pressure ratio from the Jumo's 3.1 to the Chinook's 4.5.