Const:ruct'inlg ,A

T _-:RBOCHARG:EiR, T'URIB,O,lET E:NI'GINE

Table of Contents

Preface 1
Chapter- 1 Introduction to Turbojet Engines 2
Chapter 2 Selecting a Turbocharger 8
Chapter 3 Examination of the Turbocharger 12
Chapter 4 Constructing the Turbocharger Turbojet Engine 16
CbapterS Construction of the Combustion Chamber 18
Chapter 6 Lubrication System 30
Chapter 7 Fuel System 34
ChapterS Ignition System 38
Chapter 9 Construction of Exhaust Outlet and Intake 40
Chapter 10 Operation and Startup Procedure 46
Bibliography 50 The information contained in this guide is purely academic. Jet engines are potentially dangerous and should not be constructed or operated by anyone for any purpose whatsoever, The author and publisher di sclaim all liabilit y incurred in connection with the usc of this information.

PREFACE

This publication is the result of a jet engine project started in 1996. After some trial and error and considerable thought, we successfully built a turbojet engine using an ordinary truck turbocharger, some exhaust tubing and materials found around most automotive repair shops. We constructed several turbocharger/turbojet engines that run on propane or dieselljet fuel. We CRated an internet web site dedicated to our hobby and received 80 many questions that we decided a detailed. construction guide would be appropriate.

We have moo to use as many pictures as possible. Oftentimes ideas can be communicated best with pictures. Many of the fixtures and mounting methods that we used are not the only way to do things. We are trying to show the major elements of a turbojet engine. You win likely find improvements to what we have done.

Although commercial and military jet engines are extremely expensive, a simple turbojet engine can be constructed utilizing a used. turbocharger and other readily obtainable parts. The total cost should not exceed $500.00. No special skills or engineering knowledge arc required, however they help. If you can put a trailer hitch on a car or install a new bathroom sink, you should be able to build this jet engine. It should be noted, however, that this project is not for the faint of heart. Combustible liquids, high temperatures, fire and high rotational speed can be a formula for di saster, Utmost care should be taken in each step of the proj ect. Take the time to check each connection and build some sort of protective cover for the turbocharger in case something comes apart at high speed Think twice before doing anything! We hope yo u have as much fun buil ding a turbojet engine as we have. Good Luck!

1

Chapter I

Introduction to TURBOJET ENGINES

Before describing the construction of the turbocharger/turbojet engine, some basic principles should be understood. A turbojet engine can be broken down into five maj or subassemblies, the inlet duct, compressor, combustion chamber, turbine wheel, and exhaust outlet. When the engine is running, air is drawn into the compressor where it is compressed and the pressure is increased. It is then ducted to the combustion cham her where fuel is added and bum.ed. The heat in the combustion chamber causes the air to expand before it exits through a nozzle and drives the power turbine. The turbine drives the compressor by means of a drive shaft. The remaining hot gasses are expelled out the exhaust nozzle. Forcing the large amount of air taken into the engine and expelling it out the exhaust duct at a much higher velocity creates thrust. This is the principle of operation ofthc turbojet engine. It is a reaction engine.

Reaction (thrust)

Pressure

Action

Fig. 1 BaUoon AMlog;y

A reaction engine can be illustrated by visualizing a balloon fined with ail. If the stem of the balloon is held closed the pressure inside the balloon is eq ual on all parts of the interior surface. J f the stem is released and the air is allowed to escape, the pressure in the area of the stem is lowered while the pressure remains the same on the side opposite the stem. The pressure is now unequal on the j nterior surface and the balloon is forced to move in the direction opposite the stem. The undisturbed air pressure in the balloon 1~ potential energy that becomes kinetic energy when the air is allowed to escape. This movement is called reaction.

2

Another example of reaction is a man standing on a skateboard holding a bowling ball.

As long as he holds the bowling ball (mass) the skateboard will not move. Ifhe suddenly throws the bowling ball the skateboard will move in the opposite direction. The motion of the skateboard is reaction. The bowling ball represents mass and the act of throwing represents acceleration. When the bowling ball is thrown it accelerates from a steady state to a new state of motion. This is mass acceleration.

Combustion Chamber ~

Com pressor \

Fig. 2:

Single Spool Turbojet F.ngine

Fig. 2 shows a simple single spool turbojet engine. When the air in the combustor is heated. it expands and is forced through the turbine blades which, in turn, drive the oompressor. Air is drawn into the compressor and the pressure is increased as it enters the oombustion chamber. 1Ue cycle is continuous.

Approximately 90% of the energy produced by the expansion of air in the combustion chamber is used to drive the compressor and the remaini ng t 0% goes out the exhaust nozzle to produce thrust, An engine that produces ] 000 lbs, of thrust requires about

] tOOO horsepower to drive the compressor, Most of the fuel burned in the engine is used to drive the compressor.

3

Combustion Chamber High Pressure Compressor Low Pressure Compressor

Fig. 3

Dual Spool Turbojet Engine

Fig. 3 shows a dual spool turbofan engine. In this engine a turbine wheel is placed behind the primary turbine and is used to drive the first stage compressor. 'This engine has the advantage of being capable of producing much higher compression ratios since the first stage (low pressure section) forces a large amount of air into the high pressure section. This type of turboj et engine produces more thrust for a given diameter than a single spool engine and j s desirable for fuselage-mounted engines.

Fig. "

TripJe S pool Turbofan F. n gi ne

4

-._ .... ~~ .... -- ............ -- ..... _I • __ ._..._.,__._- •••

The sole purpose of the turbine in a turbojet engine is to drive the compressor. In a turbofan engine, a second turbine, behind the one that drives the compressor, is used to drive a ducted fun on the front of the engine. The fan rotates at a considerably slower speed than the core engine and is considerably larger in diameter. The thrust produced by the fan greatly increases the total thrust produced by the engine. Usually the fan on a high bypass engine will produce two to four times the thrust that the core engine produces.

The efficiency of the fan is considerably higher than the core engine. Qt is more efficient to move a large amount of air allow velocity than it is to move a small mount of air at high velocity.) Both the fan and the core engine produce thrust.

Gearbox

Fig. 5 Turbofan Engine

5

The turboprop engine in Fig. 5 uses a turbojet engine as a core engine with the hot exhaust gasses directed towmd a power turbine. The power turbine is connected to a propeller by means of a reduction gear. This system takes advantage of the relatively high efficiency of the propeller and the smoothness and light weight of the turbojet engine. In this configuration the thrust provided by the turbojet core engine is almost entirely used to drive the propeller. A gear reduction is required since most propellers do not exceed about 2,400 rpm. The core engine can be operating at 30)000 to 4O~OOO rpm.

Speed mismatch is a problem in the turboprop and turbofan engine design. The propeller is designed to operate a1 a speed less than the speed of sound (mach 1) while the core engine usual Jy operates at a speed in excess of.3 O~OOO rpm. A gear reduction is required to match speeds.

Propellers are designed to operate with a tip speed 1 ess than the speed of sound. Usually a design speed of around .8 mach is best. If the propeller is allowed to operate at a speed greater than mach l, the efficiency of the propeller decreases dramatically. And since the speed of sound decreases with a decrease in temperature, the actual speed of sound at 25~OOO feet may be several hundred rpm less than at sea level. Thus severe altitude limits are set on the turboprop powered aircraft.

Compressor _,

Combustion Chamber

InletDuct~

Airflow ---

Fig. 6 Turbocharger Turbojet Engine

6

The turbocharger jet engine in Fig. 6 U3eS the compressor and turbine from a common turbocharger. The turbocharger compressor serves the same function as the compressor on a commercial jet engine. The turbjlle on the turbocharger drives the compressor and the excess energy is expelled out tire exhaust nozzle to provide tbrust. The lower portion of the drawing shows the combustion chamber attached to the: turbocharger, The

, combustor liner (with the holes), does not go all the way to the bottom of the combustor.

Enough air is allowed to go into the burner to allow the correct fuel to air ratio and the rest is used as cooling air in the turbine, Without thi s cooling air, the turbine would get too bot an melt the blades. The blades are generally made from HastaIloy, a nickel alloy, and can handle temperatures in excess of 2, 000 deg. E without damage.

I I

Cost and efficieoey

Early turbojet engines consumed large amounts of fuel and did not produce high power output. Their weight to power ratio was poor. They would consume 1.2 to 1.5 pounds of fuel per hour for every pound of thrust they produced. Today 's turbofan engines consume as little as .25 pounds of fuel for each pound of thrust produced. This is far less than the best piston engines in use. We estimate that the home built turbojet engine will use about 1 pound of fuel for each pound of thrust produced. This is not high efficiencyt but when you consider the construction cost compared to a commercial jet engine the result is remarkable. SSOO.OO dollars would Imrdly buy an igniter for a commercialjet engine.

1

Chapter 2

Selecting a TURBOCHARGER

When selecting a turbocharger to build your turbo] et, a large truck turbocharger is best Large turbochargers move large amounts of air. More air equals more mass flow! More mass flow equals more funl

The following table (T -1) can be used to estimate the static thrust produced by a small radiaJ turbojet engine with a centrifugal compressor inducer diameter of 1.Su to 4,25u. Inflow air velocity is assumed to be .4 mach at sea level and standard conditions. It is assumed that enough fuel is used to produce a choked nozzle vcl(lCity of at least mach 1. Inflow air is calculated at a weight ofO,076471bslcuiin. This is a theoretical approximation and requires that enough energy be provided to produce appropriate mass flow.

l a d u e e r Ar.<i Arol!~ AirflG w Aj~flo w t.4 ~ Hf10 W Th r'ut
D jim IIhr (~q.in} (lq.ft.1 (au. in ./Ul:.J ((If.! Jt ./m ifl) [lb ~./I.e) ( lb tJ
1 .5" 1. 17 0.0123 12.27 736.31 D.94 37.89
1.75" 2.41 0.0167 , 60.70 1002.20 1.28 51. 57
2.00" S.14 0.0218 21.62 1 ~O 9. 00 t 57 67.35
2.25" 3.96 0.0276 27.6' 1656.90 .2 .1 1 fl5.25
2:.5 C" 4.91 0.0340 34.09 2045.31 :Z.61 105.24
2.75" 5.94 0.04 t 2 41.25 2474.82 s. 1 5 127.34
3.00" 7.07 0.0491 49.09 2945.24 :L7~ 1 S1 .55
3.25" 6.JO 0.0576 51. EI 1 :3 45 6.57 4.41 177. e 6
3.$0" 9.62 0.066 B 66.60 4008.80 s .1 1 206.27
3.75" 11.04 D.0767 76.70 4501.94 s B., 23&.79
4.00" 12.57 0.087 :J 87.27 5235.98 1).67 269.42
4.25" 1 4. ) 9 O.098S 98.52 59 I 0.93 ;r.53 304.15 Note: The inducer diameter is the smallest opening inflow air must pass through to enter the com presso f.

T-1

8

he foUowing table (T-2) gives the approximate choked nozzle static thrust in poWlds (lbt) for varying inflow velocities with a known inducer diameter.

l!I.du:er 600 IPs 700 cps 800 fPs 900 fps 1000 :IPs
~
1.S· 22,73 tbt 26.521bt 30.311bt 34.10 Ibt 37.89lbt
1.1~ 30.94lbt 36.10 Ibt 41.251bt 46,411bt 51.57 tbt
2.0(1 40.41 tbt 47.15 Ibt 53.88 Ibt 60.621bt 67,35 Ibt
2.2" 55.15 Ibt 59.61lbt 68.20 Ibt 76.72.lbt 85.25 Ibt
2.SCt' 63.14 Ibt 73.67lbt 84.191bt 94.72lbt 105.241bt
2.75" 16.411bt 89.14 Ibt 101.&1 Itt 114.611bt 127,34 Ibt
3.00- 90.93 Ibt lO6.08lbt 121.24 Ibt 13639lbt 151.551bt
3.25' lO6.71lbt 124.50 lbt 142.29lbt 160,07 ~,bt 177,86 Ibt
3.5Cf 123.75lbt 144,391bt 165.02 Ibt 185.65 Iilt 206.27 U:t
3.75" 142.08 lbt 165.751bt 189.431bt 213.11lbt 236.79 lbt
4.0(1 161.65 H:t 188.59 Ibt 215.531bt 242. 48 l'r:t 269.42 Il:t
4.2~ 182.491bt 212.90 n:t 243.34 Ibt 'ZJ 3. 73 tbt. 304.151bt
4.5cr 204.591bt 238.69 II:t 272. 791bt: 306.881bt 340.98 Jbt T-l

Although there '3 no exact correlation between horsepower and thrust, one horsepower wiJI produce approximately 2.5 lbs. static thrust.

9

'We reconunend a truck turbocharger such as the Garrett T-l SA. These were used on trucks and brgl:! stationary diesel engines, TIley are common and usually 'can be obtained for $1.00 . .00 or ~ess. Check out the m-ue_k_ weecking yards. Smnll automotive: '~urbocharge:!is are not as adaptable since they ,quite often have special flanges and. strange confi,gu,_rrutions that make mounting the combustion cham bel' difficult,

Inspect the turbocharger carefully. Don't leta little rust diSicourage you. Look in the turbine end and. notice the tips of the turbiue blades. Iftheyare burned or missing. the unit m.ay be out ofbalauce, Very slight lrllming will not have much meet 011 (I,veraU performance. Grab the compressor sh8!ft and move it up and down, Some radial play is permissible. End play is critical and V'em:y little can be tolerated.

F~~ 7

Garf'ett Turheeh a rger'

Fig. 7 shows. an AiReseardll:'] SA series turbocharger. They are Wat'gc) very common and. usually inexpensive. Truck wrecking y ardsusuall yo have more than a A~w. Checkthe !J.t1I it 'very carefuUy. Make sure that the turbine and co upressor tum. fr~dy. If the unit has been overheated there will be signs. of heat discoloration 01:1 the turbine whee] and turbine ho'u::;iog.

Check the castings for cracks or lumps. If a foreign object has entered me compressor and broken a blade, it will likely fly apart and damage the case. The compressor housing is made from aluminwn alloy and is easily broken. The turbine housing is made from malleable cast iron and is quite tough. They are rarely damaged.

11

Chapler3 .EnunmaUan 011'

THE TUR.BOCHARGER

Turbeehargers, nsedongaseline a.nd. diesel engi,ne$ii ,contain bot]~ a mbrJ ,air compres:s.Cir andan.exhauS't S.M driventulib1ne. The turbineis connected. to the cempressorby a wive shaD. HtJt exhaust gasses front the 'elWgine drirethe mlbmewhee~ wh]eih,in turn, ddves !he loompressor that (ONeS pressarlzed air mtothe et~gine. By a:ddrnga 'wrbocluuger, the QilDput of'an mtemad eombustion engine can 00 increased byS O%~, or m.ore.

,Fig. 8

''Ju,rbtu,:bllrger

Flg·. 8 sho"ws a. GarreU. T ~ 1 SA oompres~oc with the housing removed, Not~ce the bent blades on the c0mpresSiOlr near the renter. These arethe inducer vanes 1JIat draw air inte the compre'.ssor inlet. Onee air is drawn in, celil;trifugn'] forcethrows it to the Otlltc:r edge where it isaccelerated in the d ireetion of rotation, Itthen moves to tbeoutletin the hQusin,g 'I1I,!l1d po.SiS~ 'On to tllile e~g:il.1Je intake l'lil~'lifoAd.

Fig. '9 CompRssor

Thrboebargcli Campressoe

The compressor on the mroocnru:ger serves the same fWlCtion as thccompresser on the turbojet engine. It is used to, compress a Warge amount of , air into a small space and mcrOO,se pressure, TIh~ ,compressor wheel turns at avery rugh speed; 'U:suaUy between 45,0(JIO md 125,:000 rpm .. The iaqer truck turbochargers rum about 15,000. rpm .. The eompressor wheel is, usually made from an aluminum aUo,y. It does not run at a. high, temper.a:tur,e:so aJiuminum works fine .. The temperature of the air 'W1i11 increase 2000 to. 41.10 deg, F. infhe compressor The compressed air exits the compressor ~n.to a diffUs.er. This, is usually a casting that increases in area so that the air will be slowed. down and the pressure wiH increase,

The compressor end contains the impeller. It is usually an investment ca.~ng ofeluminum alloy. The blades should aHbe intact and not bent excessively, The curved portions of the blades near the center are called the inducer vanes andare used to draw air ~flit<0 the compressor where theradial blades accelerate it, The air then passes into the snail shaped housi ng caned the diffu~er.

13

Fig~ 10 1iIrbiioe

The turbine is, lccatedat the rear o:hhe tuebneharger inside at sll_sH heusiag, Theturbine is a. radi ail inflow design. The snail. housing is designed 00 incr-ease the veloei 1y of the infllowin~ air so 'that it strikes the turbine blades; at high velocity. The inflmving

high speed air strikes the tips of theturbineblades causing the turbine to rotate at very high speed. The turbine wheel has angled blades near the outlet and is. designed to exhaust the hot. gases to the rear. Gas temperature at this, pomn:t is, about W;I:lOO deg, F. The turbine whed is Ills~ullny CIiIlSL from H asm][I,)Y or game otbernic kel alloy.

14

Fig. 11 Hearing

'The, Drive s,h.aft .and nearin g

The turbine drives the compressor by means of a dri lie shaft~ usually a very short, small diameter :shaft that is &i.ctwon welded to ihe turbine wheel and bohed to the eompresser, The' shaft runs thmughan al.umJnum bearing ..

MOiSe modem Lud:mchargers use hydr,odynamic bearings as shewn in Fig. 11. Thi sis an alloy sleeve bearing with. design tolerances that aUowa layer of oil between the shaft and the bearing. When theturboehargerls running, the ow] sUflP].y is under pressure and the shaft rides, on a layer of oil and does not touch the elloybearing. The shaft is suspended on it layer of oU. The thruSil be;.ving on tbe turbine end rides on a layer of oll and is cooled by oil, The turbine end. bearing runs extremely hot, usually about W ,800 deg .. E. Large quantities of oil must be circulated to provide adequate cooling.

] ~

]

]

11 J _I

] ]

I

I

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•

Cb_apter4 ICODStrUf:,t~DI tbe

TURBOCHARGER TURBOJET E,NGINE

Once you have chosen a turboeharger the next step is 'h) plan how to build the combustion chamber and how to mount the turbochargertc the lest stand, Since there is very little vibratio~ the turbocharger can. he mounted solidly mUle ~est stand,

Turhojet engines operate ,at hightemperatures and. produce considerable thrust, A test stand. must be eonstrneted in such a manner that it ean be faslen~d to ,3, ,so~id anchor of some sort. We~ welded a chain $0, the exha!lilS1l end 810 thait it could be fastenedto the Iloor, A welded steeW test. stand that win support the engmne at areasonable working height and ,s;1IIippCl11 i~ while mmmingt is s.how.n ..

Some method must be usedte mount the turbocharger to the test stand. We used a pair of muffler clamps from the muck repair shop. They are mounted to the test stand using I" x 2'~ square tube. The turbo must be secure SlO it will not move ~len runaing,

Fig . .I1

,.Jet ED:~tiDe on Tesr Stand

The stand is constructed from I'>} x 2'\ .067' steel tube. The top and bottom steel trays are shelves from a steel shel vi ng unit. Four casters are welded to the bottom comers. The .lower shelfholds the oil and jet fuel tankst as well as the pumps IDId motors. The important thing is that the stand be substantia] and not collapse under stress. The exact dimensions are not important as long as it will hold all of the parts required. The stand shown in the picture works very well.

1.7

Chapter :5

COMtruction of the

COMBUSTION CHAMBER

The combustion chamber is the kt:y element of the engine. This is where fuel is mixed with compressed air and burned, causing the air to expand and drive the turbine wheel. A shield called a "com bustion liner" is designed to allow some air to mix with the fuel and bum, while the remainder of the air is used to cool the steel parts.

An analogy would be the windproof design of the Zippo lighter. The holes in the combustion liner are adjusted to aJlow the right amount of air to mix with the fuel so that combustion can occur. If the holes are too larget the incoming pressurized. air will blow out the flame. If the holes are too sma11~ there will not be enough oxygen to support combustion. If the holes at the fuel inlet end are too small, the flame win have to travel down the combustion liner until enough oxygen has entered to support combustion. This will cause the com bustion to occur in the in let to the turbine and overheat the turbine.

Cool Air 0 0
·0 0
Hot Air 0 () 0 0 Liquid Fuel
0 0 0 0 C)

Cool Air
0 0 Air from Compressor

Fig. 13 Combustion Chamber Airflow

18

As you can see, the holes in the com bustion liner are critical. They can best be determined by trial and error. The holes shown are what we used and are a good starting point. More holes can be drilled as needed.

The combustion liner does not extend to the bottom of the combustion chamber. Excess air passes around the liner and continues into the turbine housing. This forms a layer of cool air 8IUWld the hot gas entering the turbine. We drilled a hole in the turbine housing and. inserted a thermocouple. The air in the first v.. .. measured 250 deg, F.~ while the air near the center rose to nearly 2,000 deg, F.

I

--y---

8.000--1

1I8~ Steel Tubt

0 0 0 0 0
0 0 0 0 0
6_000 0 ·0 0 0
0 0 0 0 0
0 0 0 0 0
...... _--- Fig. 14

Combustion Chamber Diagram

The combusti on chamber LS constructed from truck. exhaust tuhi ng, which can be purchased at most truck repair shops. The outsi de of the chamber is 6" diameter tubing 8" long. A l/S"" thick ring is welded to the top end and a 1/8" plate to the other end. Fig. 14 shows the position of the parts.

19

r 7.000 -I

0 0 0 0 0 3/8" Holes
0 0 0 0 0
0 0 0 0 0
0 0 0 0 0
0 0 0 0 0
411 Exhaust Pipe Fig. 1S Combustion LIner

The com busti on li net, shown in Fig. 15. is made from a pi ccc of 4'~ diameter exhaust tubing 7" long with holes drilled as shown in the drawing. The holes should be drilled approximately 1 112" on center. Preci se placement is somewhat determined by experimentation.

/ High Temp GaRke-t

Cool bll9t:t.an _/ Liner

ru,h Temp C'~et ~
~-

-
0 0 0 0
0 0 0 0 0
0 0 0 0 ··0
.'
Fuel. N ozzle ____..,r
0 0 0 0 0
0 0 0 0 0
g .. ~ i

,_/ _/
Rillg Top Plate \.._ Bottom Plate

Fig. 16

Combustion Chamber A~sembly Schematic

Fig. 16 is an assembly schematic of the combustion chamber. The bottom plate and the ring are welded. to the 6" diameter exhaust tubing. The liner is SpOL welded to the top plate. Be very careful when welding not to warp the top plate. IL must seal with a gasket or pressurized fuel and air will escape. Both the top and bonum gaskets can be high temperature gasket material from an automotive store. The V4~' pipe coupling allows the fuel nozzle to be screwed into the lid. A W~ pipe ill pple can be screwed into the other end. A 14mm nut is welded where you want the spark plug. This will allow the electrode to project through the lid just about the right amount. The 1/8" steel propane tube can he welded in place near the spark plug.

21.

F,ig., l'

Rin.g,;. TopP~H~e~ nnd BoUum PI.ate

frug. ~ 'l shows three major compnnents 01' the eombusuon chamber, the ring~top plate, and bottom plate. Tilley are cut from 118" mild steel, The easiest wary to make these is to take the drawing to a. shop with a laser cuU,er or a plasma torch. TIley can be cut en a metal baud S!.tW, but this is alot of work. If you d,Q deewde to cut them by 'hand don't use a. ton::h. it may cause them to' severely warp and not seal correctly; The combustion chamber is. designed run sueh a manner that the topplate is held on by sixl O~32 AUen head screws,

o

-Fuel

Spark Plug Hole

6.000

e

- Propane

Fig. 18 Top Platt

The top plate in Fig. ] 8 is drilled to accommodate the fuel inlet, spark plug. and propane inlet.

6.000

4.500

Fig. 19 Riog

The combustion chamber top ti n g is shown in Fig. 19, Be sure to clamp the top plate and ring together when drilHng your six holes to assure perfect alignment.

24

Cut To Fit Turbocharger

6.000

Fig. 20 Bottom Plate

The bottom plate shown in Fig. 20 is cut to fit your particular turbocharger.

/ Welded 14mIll Nul

Fuel N077Je .:»:

Fig. 11

Side View of Top Plate

Fig. 12, View of Top "I artie

Fig, 22 shows the configuration! we have use for the top plate, We have ,added a drain tube with ,3 ,shut off va~ve to the bottom of the oombus,tion chamber ~u IUmt any fuel tlImt accumulates cam drain off: The exact position is not important jus.t as. 'tong as. it is ne:llf the low point. Tho much fuel in the combustion chamber win create a lot of white smoke. It could also ctl!use an uncontrolled startup, The propane allows a pilot flame tobe used, whichmakes starting easier, Notice tbe check 'Valve between the '90 ,(leG. Fitting and the hose conaector. TIlls is used so that when the fuel is, StlUt off. it will not dribble Ento the combustion can, When. the fue~ pressure is above: 1 0 psi, the va'lve wjll open and fuel can fl.ow to the nozzle. Fig. 2W showsa detailed side view ofd~ components.

Flg, 2:3 Prop'antl Pi[ot Flame

Fig" .23 shows the propane pHot flame ,system. A piece 'of rubber hose is attached to, a propane terch, The spruill p~ug win igni~,e the propane. The small flame wil I. assure the ignition of the fuel.

FiI;.24

Iuspeeting the' Cam.bus'ti~jI'n Lmer

The holes, can be adj usted after you have run the engine a few hours. Look tor hot spots OF carbon buildup. As you can see in fig .. 24 we added extra holes as necessary ..

!llletDuct~ Airflow ~~

Exhaust

COmbtlstiion Olamber

li':ig .. 25

Turboehorg;Cr Tlurbojet .Eogille Ddail

Fig. 2S shows Ute ,configuration oftbe tmbochargeli turiboJet engine. Notice tbeUu:·ee-incb 'exhaust tube 'l.Nelded to~he side: oflhe combustion chamber. Th~s is the 8.[1 inlet for the ,co'mbus,tmon dmmber. Admee-in.ch rubber elbowis attachedto the exIll8l!ust~u:be, and compressor outlet by stainless. clamps .. These items W1e available at a ~Qca] truck supply store, It is. recommended 'fuatyolJ mount the combustiorr chamber on the bottom o!'tbe engine, This prevents forgotten objects, such as bolts, nuts, etc, from falling intothe turbine b~adles.

Chapter 6,

LUBRICATION ,SYSTEM

Mcstuirbochatgers are eq_uipped vviili.nydmdynrurnjcibearin,glS.. The bearing itself is a s.eeve made fh"m an aluminum ,aHoy. TIle bearings, are designed! to have an excess o,f clearance on the turbine shaft Tile beaming IDs j[1!,ooued" under pressure.with li,ght\ oit The oil p['Ovides lubricanOD.,aS well as:cooUng. When the turbocl1arger is running, the oil fills the gap between the bearing, and shall and. Ul.e metal parts do not toucb. 'This is a!fl excellent bearing for thisparticular aJppl~c81tion since the turbine runs at extremely high t.emperarur,es and some sort of mechani sm Is needed to carry the heat away ft,omthe bearings. Tile oil gets: very hot though.

Fig. 26

LlIJ hricatiou Sy JSt'em

The oiE pump~ motor and tank can be seen 0111 therigh~ side of Fig" .26., Notice: the: l~e diamei:el" oil renan hose. The' oiJ goes, iato themmochatB:er bearings, UliIder ,abow: 45 Ibs

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pressure andreturns 'by gra,viity. The outlet canaot have any res:tri.ctrnon and. the oil must

flow neely. Oil in the tank: win s,et to several hundred degrees in about 15 minuees of runrUng: time.

The tank. is a hydraulic tank ftom W.,W. Grainger, which fi~w.eU and] comes, with 01 ven,ted eap, It holds 5 galiIons, of'oil. W~ lIlsed,lhe same hmk fOf the fuel. W.W. Grainger has awire mesh ruler for the large lw~e intibe end.

We used a.s ,gallon tank fined wmth Chevron TUrbine Oil #OST ISO .3,2. The turbine' nil wiIl,operate at high 'temperatures without producing excess carbon deposi:ls., It will become quite bot aft.er a halfhour of nmning. nus; oilcen 'he obtained froma~oi1 distributo,r in 5 ganon eans,

The oiJ reservoir is from W. W., Grainger, It is a Daymn, 5 ~aUon hy.dr,llulk reservoir, Mode14Z980, wah. a vented cap. We used the same mcdelteakfor the jet fuel also,

Fig. 27 O~IP1:llUp Tag

An oi~ pump tha!Jt will produce abou:t2:5-45 Jbs of pressure is required, We chose to use a. Dayton Carbonatnr Pump and Mo[()[ Mode] #SK88:7n~ which is equipped whha 113 hI'

~ 25 velt AC motor. TIlepulnp, is normally usedto dispense soda fountain products and ~:Hllm.iPS the oil v,e·ry wen inthis 3Ji''P~ic:l:aition"

The same f!lJJJmp and.mo:®or are used. row the fuel system, The pump is positi ve displacemenr and has a relief valve which needs to be ,ad] usted. The ~fish.11clions that 'come with the pUlUP' shew how b) de it.

Chaptl3f 7 FUELSY8TEM

TIle fue 1 system. consists of a .5 -gallnn fireltank, a gear drivenfuel pump." a metering val ve nnd a fuel nozzle ..

FiJg, 28, Fuel System.

Fig. 28 showsthe rue] pump, aFIdthe fuel tank, Fuel is drawn fr-om the tank into the pump, Il:Ire pump has a return line to the tank since it [8 a po,si~wv~ displacement pump and is

movi ng fuel all the ti me ~t is running. Any ruellli~l ],s not 'Used by the engi Ole is returned to ~he tank. The hose on the left side of the tank goes to the fuel control valve. The pusnp, motor. and tank are 'the same models used in the Jubrication system. They can be pun:~hasRd [mrn W.W. (]nliTlg',er.

FiJg_,29

"Rei Regulatillg CirlCui.t

Fig .. 29' shows the fuel·regul.a:~ing cireujt, Note me ball valve right ahead of~he needle valve. This allows qui.ck,er !lhut,o,ff in case of disaster, The Doodle valve is the main speed eontml. The fuel pressure gauge eaa be seen in the photo. It is ,1.\ good idea to monitor all of the fluids,

Fig .. 3·1 N,cedle Vallve

The fuel control valve is shown above run Fig. 30.. T11is Is aneedle valve tha:t,c:,Ml be purchased at any hydraulic supply. You can get the hose and fittings at the same bydraulic supp'y.

FJi;g.3,1 F'u.el. No,zzJes

The rud nozzlesare sized to the, combustion chamber, The nozzles shown are from Sp~"&ying Systems Inc. They are N\J]mbe:r % M SS. They have a ~:"p'ipe t[i}.read~ fullcircle patt.em and 3 gallons, per minute !low. It is, possible ~o substinne furnace aezdes,

furnace nozdes h aves different tbreadand you will have to' improvise,

l:fyoo finda substitute nozzle, be sure tm13t the .spray iii att e·m Is as wide as possible, If the spray shoots too far imo :the eomhustien chamber, the flame will be too close to the entra1l£e, of the turbine and wi}] overheat

31

Ch~pter s

IGNITIO,N SYSTEM

The ignition system consists of a neon transformer, some ignitionwireand H. sp'Mkplug. An, ol~ ,]leeD, tnm5form~r _fliom 8~i:s~amed, beer s~gn, works we'D. _W~ found one that puts ouL ?~500 ~ohs across, Ute ou~u, 1~._ ~e.transfonneri however, ws centes ~ped and gmundedso y.ou ,can on~y use o~ half of theontput., One ,o,f the hlgh voltage leads, needs to 'be cut off and Mapped w~th e'~eckicW~ape, Wrap it good, because this is very bigh v,olmge.

r DBiu~,lIIiJ.ool) V~UG ,,;r' ,

~~nkl-T' - ~£'T-~..&'...""''' G _..lI~..lI

'\.,'I; IU;; :ap '-'I '~""'n.J u .. " r '. lIOrUI1lRiU

~,2[1 Volts; A!C

Fi.g.32 Ig:n,ition SystJem

The diiagram in Fig. 32 shows ho the transformer is connected wn the circait, Be careful to use good! 8u~omouv,e spark plu c wire and do not tOll!chanl1hing will,en this unit is, plugged in.

Adjust the gap on the spark plug iI. I the: best spark, Witb AC on the transformer, the spark will be 'COlrt.imJOUS. Once I, engine is running the ignition system 'can be shut off.

The flame in the burner win oonti: to bum 'without assistance,

'The transformer we found had ,an Ill-off swi l,eb 11lready on it Which most neon sign transformers have,

39'

Chapter 9' ,Cnns,tructiGO of

,EXHAUST OUTLET c"D AlR INTAKE

Turbojlet ,engines produce thr I t by ,acceWerat~ng mass, 0 It the e:~lUSt nozzle, The exhatu:st. owlet is reduced to' acoeler:aiee ga~ molecules. The nozzle is designed to accelerate ·the hot gasses to a speed j ust s6gh y below the speed. ef SOWld. When the velDcity exceeds 'the speed of:sound,fu.e effici ..y decreases rapidly.

11----~-toOO-+_-r~~----~ '11.00~--~------I

.F~g.33 Exhaust .D uet P~an

Fig . .33 shows the exhaust duct It is constructed (If six-inch truck e.X:b"ust tubing, and exhaust reducer. Both arc aval ble ail: II ]OC.a.] truck supply store, Yon can adjust the dimensionsto the, turbocharger you are usiug, Some trial and error is required in determining the exact size of t: c 'outlet. 1'00 small an outlet will produce a 1 arge amount ef baek pressuee and the tempe ature ofthe turbine will mereaee proportionssely; The turbine temperature should not exceed l~850 deg, F, Addmga temperature gauge tothe exhaust outlet is highly recomn ended.

F.ig. .34 .Exhaust Duct

Fig. 34 :sh(lws~he exhaust duct '. oti ce ~he method used for mounting, the engine- to the

stand, a six-inch exhaust ' . The exhaust duct and inlet are held the mrhochargerby

stainless sled clamps. Both are ata truck slllPP~Y store.

41

Fig., 36 Moun.tiiog

::.~s.=;: :.~~;;~~:~~~t;; :=~ i!:;::a~::~~:.~.U.t

00 lows aeertein ,amonnt of flexi mg.. As you can see lnllhe picture, we fa~ri,cated. an inlet nozzle fQ,[ theturbo. This is 'op Joual. It !Hakes it easier to attach the blower when smrting the engine.

Fig. 36 Blower

Designmng an independent ir ' . system for turbocharger turbojet engines is an

engineering challenge, ' onal speed for this engine is 75,000 rpm, In order ito

achieve start-up, the engine II be brou:gh:L upto 200% of.oper,ational speed, or 15~OOO

rpm. This ;cmdd be M.th an electric motor; but moooting\vl)uld be dlifficult

Thmugh tr~a~ and error, we that a Blackand Decker Super Vac "n' Mu1,ch

elecfric bhywe,fj as d~,p'icted in I. g. 36~ eould be uLHized. It is: portable, fully independent and relatively ee:onomical.' I also found that. when usinga blower,we only had te achieve 10% of"opeJ,a:tlon~ . " ' or 7.500 rpm, because 'of the additional eirflowthat is

generated, The adapter on the ' . of the b I O\1Ver is a trscsmissicn fi ~'~ er funnelthat has

been cut .off. This allows lhe~o he held to the inlet and alii of the: air directed in®o the turbo charger. We also . at funnel shaped inlet for the engine as shown in Fig; 37.

Fig.. 37 J:ntake

The IDJet in Fig. 31 is constructed from' . piece or six-inchtruck exhaust. tubing: and. the meft over reducer piece fromthe exhaust r~]!ct

...

II

I

I

Chapter ]0

OP'ERAT.ON AND' STARTUP P'ROCEUURE

II

F',ig.38 SH.[ety C OV!C'I'

It is ,~ good idea to install a sefety cover as shown in Fig. 38. The cage is an angle iron frame, with expanded metal welded to the inside. It should be designed to keep fingei ~, hands, etc, out of the inlet, The inlet has a lot (if suction and. could pull hands and fingers in, Ilo.is could ruin your " .. hole day'!

Before starting the engine be sure you are in €I location where the noise and jet blast won't bother anyone, If you are' in a garage, open the door and aim the exhaust outside. Securely anchor the test stand lu the floor, the engine creates a considerable amount of thrust

Be careful handling diesel, orjetfucl, Itis not as flammable as gasoline 1hm yuu should still use caution, Rcmember.this is a realjet engine and it makes a rot of noise.\Ve..ar ear protectors when you. are running it.

Fig, 39' showsthe oil supply: small pl!'opaI!I1e tank: is used for, drained. fmm the combustion .... ~f'ru.u.u" •.

2) Smrt fuel pump and confirm 1 0 -psig-systempressure,

3) P,blce blower intomnl,et and aUo - turbine ~o accelerate (aboul I mimue),

4) Open combustor drain ~opurge ny residual iillel in cembustion chamber i(llBuany ,em_ptr)·

5) fum igniter on. Allow engjnetl. accelerate untiW no furtbl!-J: acceleratinn can be: achieved, with the Ieafblower,

6,) o.pen propane val Vie' to pre .. igni ~ . cold engine, You'M]] here a rambling sound 1 ike a fumaee,

7)1 Tum. fuel idl1!e' valve on (25 peL -Is nome pressure) Cenfirmfuel ignition, DO NOT remove blower yet.

,8) CIDose propane valve, If the turbine outlet temperature exceeds 1,100 deg, E, shut. fuel ,off ~DIATELY~

9) .AUow engine to aeeelerate until It tries topull the blower into the engine, 10) Remove blower from inlet, Ttl igniter off.

11 .) - '. - • I I ..

~1 AI .• !OW engme. to ..•. acC.lomt.C.~o 1.~e. speed ... 'li,a .. ppreximately 25,000 rpm).

12)1 Open throttle ~:o 80.·,10 0 ps;~g fo~ fuU power,

~ 1) The engine can be aceelerated, I' educed, oridled l.-vidllhc fuel control, Combustion temperature should be around 850~ 75 deg, 'f.

4B

2) Smrt fuel pump and confirm 1 0 -psig-systempressure,

3) P,blce blower intomnl,et and aUo - turbine ~o accelerate (aboul I mimue),

4) Open combustor drain ~opurge ny residual iillel in cembustion chamber i(llBuany ,em_ptr)·

5) fum igniter on. Allow engjnetl. accelerate untiW no furtbl!-J: acceleratinn can be: achieved, with the Ieafblower,

6,) o.pen propane val Vie' to pre .. igni ~ . cold engine, You'M]] here a rambling sound 1 ike a fumaee,

7)1 Tum. fuel idl1!e' valve on (25 peL -Is nome pressure) Cenfirmfuel ignition, DO NOT remove blower yet.

,8) CIDose propane valve, If the turbine outlet temperature exceeds 1,100 deg, E, shut. fuel ,off ~DIATELY~

9) .AUow engine to aeeelerate until It tries topull the blower into the engine, 10) Remove blower from inlet, Ttl igniter off.

11 .) - '. - • I I ..

~1 AI .• !OW engme. to ..•. acC.lomt.C.~o 1.~e. speed ... 'li,a .. ppreximately 25,000 rpm).

12)1 Open throttle ~:o 80.·,10 0 ps;~g fo~ fuU power,

~ 1) The engine can be aceelerated, I' educed, oridled l.-vidllhc fuel control, Combustion temperature should be around 850~ 75 deg, 'f.

4B

Aireraft Gas "[utbine,-"Engine Technology (AviatiQfl ieclmoWogy Series) h'y ,Irn.in E. TRager

OlencoeM,e-Gmw-Hill1996

'Tudlg~har.gers

by Hugh,MalcluD,es

,Price Stem. 810311, Inc, '1984