Editing Frank Whittle (section)

===Nationalisation===
During a demonstration of the E.28/39 to [[Winston Churchill]] in April 1943, Whittle proposed to [[Stafford Cripps]], Minister of Aircraft Production, that all jet development be nationalised. He pointed out that the company had been funded by private investors who helped develop the engine successfully, only to see production contracts go to other companies. Nationalisation was the only way to repay those debts and ensure a fair deal for everyone, and he was willing to surrender his shares in Power Jets to make this happen. In October, Cripps told Whittle that he decided a better solution would be to nationalise Power Jets only.<ref name=trust/>
Whittle believed that he had triggered this decision, but Cripps had already been considering how best to maintain a successful jet programme and act responsibly regarding the state's substantial financial investment, while at the same time wanting to establish a research centre that could use Power Jets' talents, and had come to the conclusion that national interests demanded the setting up of a Government-owned establishment.{{sfn|Nahum|2004|pp=101, 105}} Within the MAP there was a feeling that Power Jets was effectively a research unit funded by the Treasury and that management within the company was non-existent, the latter was also expressed by workers at Power Jets.<ref>Nahum 2004 p97</ref>{{Efn|Whyte had resigned as Chairman and Managing Director in July 1941}} On 1 December Cripps advised Power Jets' directors that the Treasury would not pay more than £100,000 for the company.<ref name=trust/>
[[File:MiG-15 USAF.jpg|thumb|right|[[No Kum-sok]]'s MiG-15 on display at the [[National Museum of the United States Air Force]].]]
In January 1944 Whittle was appointed a [[Commander of the Order of the British Empire]] in the [[1944 New Year Honours|New Year Honours]].<ref>{{London Gazette |issue = 36309 |date = 31 December 1943 |page=17 |supp=y }}</ref> By this time he was a [[group captain]], having been promoted from [[Wing commander (rank)|wing commander]] in July 1943.<ref>{{London Gazette |issue=36092 |date=13 July 1943 |supp=y |page=3200}}</ref> Later that month after further negotiations the Ministry made another offer of £135,500 for Power Jets, which was reluctantly accepted after the Ministry refused arbitration on the matter. Since Whittle had already offered to surrender his shares he would receive nothing at all, while Williams and Tinling each received almost £46,800 for their stock, and investors of cash or services had a threefold return on their original investment.{{sfn|Nahum|2004|p=102}} Whittle met with Cripps to object personally to the nationalisation efforts and how they were being handled, but to no avail. The final terms were agreed on 28 March, and Power Jets officially became Power Jets (Research and Development) Ltd, with [[Roxbee Cox, Baron Kings Norton|Roxbee Cox]] as chairman, [[Hayne Constant|Constant]] of RAE Head of Engineering Division, and Whittle as Chief Technical Advisor.{{Efn|The board of directors included Sir [[William Stanier]], [[Harry Ricardo]], and [[Edwin Plowden, Baron Plowden|Edwin Plowden]]<ref>Nahum 2004 p110</ref>}} On 5 April 1944, the Ministry sent Whittle an award of only £10,000 for his shares.<ref name=trust/>

Whittle and other Power Jets staff still held the view that they would be the sole designers of jet engines; they would build prototypes and industry would actually produce them. This view was in conflict with that of the engine companies, which in engine design had already achieved competence similar or superior to that of Power Jets. The engine companies stated they would not work with Power Jets if Power Jets were the sole designers.<ref>Nahum 2004 p114</ref> The government scientists from RAE who had been moved to Power Jets were against it also and within MAP there was a feeling that Power Jets was publicly financed but not under public administration.   From the end of March, Whittle spent six months in hospital recovering from nervous exhaustion; he resigned from Power Jets (R and D) Ltd in January 1946. In July the company was merged with the gas turbine division of the RAE to form the [[National Gas Turbine Establishment]] (NGTE) at Farnborough. Sixteen Power Jets engineers, following Whittle's example, also resigned.{{sfn|Nahum|2004|pp=118–119}} The [[Rolls-Royce_Nene]] (designed by Hooker,  Lombard, Pearson and Morley) would be licensed and made in two different countries: in the United States as the Pratt & Whitney J42 jet engine, later incorporated into the [[Grumman F9F Panther]] and in the USSR Soviet as the [[Klimov VK-1]] jet engine, later incorporated into the [[MiG-15]]; the Panther vs the MiG-15 would meet in air battles during the Korean war.