By the time the HeS 3 program wound down in 1939, it appears that von Ohain no longer favoured the centrifugal compressor for jet engines.

He had been "sold" on the axial compressor as early as 1938, after a meeting with D. Encke of AVA, but continued with the centrifugal design in the HeS 3 because it was much easier to work with.

The combustion chamber consisted of two diffusers that slowed the airflow from the compressor, and then injected fuel through 128 nozzles arranged in two sets at different "depths".

Three days later the aircraft was demonstrated for a party of RLM officials, who were impressed, and full backing for Heinkel's program was forthcoming.

Helmut Schelp, in charge of jet development at the RLM, decided that the BMW 003 and Junkers Jumo 004 were "good enough", and cancelled all work on Heinkel's existing designs.

Instead he asked them to move onto a "Class II" engine design of about 1,300 kg thrust, which would evolve as the Heinkel HeS 011.

In order to extract more power from the exhaust to drive the fan, an additional single axial-stage turbine was added behind the HeS 8's existing centrifugal one.

The only real difference between the HeS 10 and a modern turbofan engine was that the fan was not powered independently of the core, although, given the separate axial turbine stage, this would not have been difficult to arrange.