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This tiny but mighty jet engine was built using the core of a very small motorcycle turbo modified with a welded frame and oilless ceramic bearings. Thi engine has yet to be tested but initial test spins are promising
video coming soon
The Frankenjet II
This huge turbojet was a significant improvement in thrust output and startup performance using an experimental vortex combustor. This also had a viewing window to observe combustion and this showed changes in flame color at high throttle and unused dead zones throughout the chamber. This can be used in future versions to idealize chamber geometry and make things more compact for thrust vehicle applications. Unfortunately, a fuel system leak during its latest test prevented it from ever reaching full power but it managed to produce over 130N right before shutdown.
see short video: https://youtube.com/shorts/s0VhCdj7JKQ?si=X7lZBh2H689-FG5p
The Frankenjet I
This first attempt at a large scale turbocharger based jet engine was a good proof of concept and was able to throttle and sustain combustion without external input. Built around a scrap Holset HT3B turbo, It had several oil system problems and the starter fan ended up obstructing the intake, reducing performance. This was later modified into a more compact version with an upgraded combustor design.
First Turbojet
This very basic turbojet engine used cooking supplies and some old scrap aircraft parts to make a barely functional engine. sustaining with the starter off was the only thing it was able to accomplish with very little measurable thrust and overheating in about than 3 minutes. It was still functional enough to inspire design improvement and future versions.
Pyroflask IV
This hybrid electric jet engine was able to perform significantly better than previous versions producing double the thrust for the same power and being able to run continuously without overheating. The open nozzle allowed much higher mass flow and could sustain around 20N at full power.
Pyroflask III
This hybrid thruster ran at a much higher chamber pressure thanks to an aluminum impeller and a nozzle insert. It was able to produce around 10N and hold chamber pressures of around 6psi with a mostly printed compressor housing. Its low flow however meant that it required the same power as pyroflask IV for half the thrust.
Pyroflask II
This improved version used a higher pressure compressor design and a more efficient chamber that allowed for automatic ignition and did not flame out as easily as the first version. It also produced around 8N of thrust
Pyroflask I
This first attempt at a hybrid electric thruster used a water bottle for the combustion chamber although a very inefficient compressor led to a barely measurable 3N of thrust. Overheating was also an issue with the white-hot nozzle slowly getting oxidized and eaten away with no nozzle cooling whatsoever.
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