3 measurements = statistically significant. I find it concerning that if we get a ‘good’ result we stop taking measurements. Only when we get ‘bad’ results do we measure again. Bias is a killer of the truth.
I did notice the fact that you do not advertise on this channel. In fact, that's one of the main reasons why I like and respect this channel so much. It is an unavoidable truth that whenever a TH-cam channel starts adverting products and/or services which the host will never use, there is a high probability that a gradual change will start to take place. The motivation to produce a video starts to be more and more driven by financial rewards rather than intellectual ones. A line of thust is cut between the channel and its audience. Some of the audience will, to an extent, feel conned for having been lured into a long, seemingly useless, perhaps misleading advert. Thank you ever so much for honestly caring about your viewers and their viewing experience. Such posture will never go unnoticed.
You're the Bloke millions of kids would want as their dad !! my dad was useless at everything, which is why I became an engineer, and now have five kids with good University Degrees and the youngest (Number six) doing four A-levels to get him into university here in the UK. Your Videos are inspiring to young engineers worldwide. Thank You.
I disagree. we can all put up with a 20 second sponsor. But NOT the youtube ads every 5 minutes (it's a engineering video but we get pushed ads about some game?). A quick sponsor read by these guys of a product they really might use works for me and every cent they can put towards the science I am all for it.
@@zeitgeist909 You don't get either sponsor or ads. You get ads or both ads and sponsor. TH-cam wants it's cut and they only earn it by ads, not by sponsor. There are ways to stop the ads, you can search for it
You got a reduction in thrust because the volume of air entrained couldn't make up for the massive pressure drop the augmenter created. It expanded the the nozzle area rapidly reducing exhaust velocity. Lower exhaust velocity for relatively the same air mass flow means a reduction in thrust. It works on the pulse jets because their exhausts are at a much higher velocity (supersonic) due to the fact they have a detonative combustion process compared to deflagrative for the jet engine, so the augmenter essentially becomes like a convergent-divergent nozzle for them, helping their exhaust expand for greater velocity.
Sort of, i think the case is really more to do with momentum coupling, the high velocity low massflow provides less impulse for the energy of a high massflow low velocity flow, and the really inefficient pulse het output gets a larger benefit by entraining a larger massflow in the augmenter than the better tuned turbojet
@@youngbloodbear9662 A good test would be to couple the augumenter directly to the pulse engines in a way that doesn't cause entrainment. Basically just welding it to the engine. If the thrust still increases then my theory is probably right.
Love this channel. Engineering every kid would have loved to but never had the funds or the parental approval. Glad to see a parent who is still a kid.
You got my like. Just for not getting stupid sponsors! If i could give 2, id do it as well because i love these informative video's! Keep up the good work 💪🏻
I love this channel. Dude explains stuff sometimes in such great detail I get lost on the point of the video, but holy shit he's like the genius dad everyone always wanted.
You express your thoughts in a well-planned, precise way. You avoid the usual parasitic adjectives and interjections that connote emotions and beg for empathy, but would actually deflect attention from the fine explanations that you offer. This manner is characteristic of an inquisitive scientific intellect that converses with nature through the language of experiment. The description of how and why a turbo-jet engine works is concise and in my view perfect. (There, I fulfilled my moral duty to write a long comment :) But the complement is well-deserved).
@@TechIngredients Hello, I think the 2 reasons you gave for the augmenter not working on the turbojet are logical and likely valid, but I feel there may be a third reason as well. I believe the augmenter may produce additional thrust by basically functioning somewhat like an afterburner, but instead of burning additional fuel to get the heat energy it uses to produce thrust, it's simply extracting wasted heat energy that still remains in the exhaust gases after they leave the main engine. In essences it's kinda like a striling engine in regard to the fact stirling engines further extract work from the exhaust gases before expelling them. I think one significant reason this doesn't work with the turbojet is because to some extent turbojets are already designed to do this. Remember in your description of the afterburner, you touched upon how the exhaust from the engine was still oxygen rich. Well, that's because the engine pulls in significantly more air than it needs for combustion. In the engine that additional air absorbs heat and converts it to thrust and work (in turning the turbine) inside the engine. This, is of course, why the turbojet, is already vastly more efficient than the pulsejet. And it likely also explains why the augmenter has no chance of working very well on the turbo jet to begin with.
i heard this saying once "its more important to know you are wrong than to know you are right" and i love it. we need to appreciate being wrong some times
You have to introduce about half of the reactor into the wing toroid tube. Enlarge the toroid and modifide the angle of the curvature to reduce in a shorter length of the tube. Remenber this use a the back part of a turbofan. Also, you can use it to improve solid fuel misile rockets. I hope you understand what I mean. Or, you can imagine it as stato reactor with a source of heat inside but, this time, the source is the motor. Another thing you have to think is in the increasing and decresing dimentiinal eficiency in terms of force by kg of gasolin (JP1, tipe kerosene of course with out water and parafinines) Think it and I hope you understand my coment to take advantage of the hot fluid not used.
in germany we had Löwenzahn the guy who moderated it was an Engineer who often built Rube-Goldberg machines (little fun fact: he was the sound-technician responsible for transmitting Kennedy's speech in Berlin "Ich bin ein Berliner"
@@edz44 Now......go back and READ, with your eye balls what I wrote. I wrote "I got excited when you SAID rotating detonation engine. I didn't say the two other engines he had beside him were RDE's....I said the WORDS came out of his mouth. And that's exactly what he says @ the 2:18 mark. Gosh I for one feel better knowing I was correct in what I wrote. You should leave "Trolling" to the experts.
@@MrDhalli6500Are… are you ok? You came back six hours later just to leave another frustrated comment? At that point I’m actually kinda concerned about you.
I love how deep you got here! So few channels (probably none as much as you) do this, and as someone who does some light research myself, I really enjoy this.
I spent a few years working with the two main manufacturers of successful RC Turbines; AMT USA & RA Microjets. There’s a few things that are working against you here, but the main thing is the overall design in several areas. The self-start & cool down motor at the inlet is a problem and causes problems with flow compared to how we used to start these manually. The next major design problem is the burner can design that has so many variables that affect where the fireball is positioned inside. The next is the NGV’s (nozzle-guide vanes) which is mounted at the rear just inside the tail cone and what it’s attached to along with the internal housing. Next would be the tail cone itself and for this turbine to produce the specs it comes with stock. There are a lot of limitations in front of you and the tailpipes we use in the RC Jets we fly need a specific design for what turbine is used. We’ve already tried a lot of really crazy attempts to make there more efficient but there would need to be another system tied into the FADEC that would adjust the monitoring of the EGT’s to keep the turbine from ramping down. From memory we had the best results from creating a duct for the turbine and then a larger cone that went over the tail cone that was slightly shorter that the length of the tail cone. The problem in the end is the single stage turbine itself and the design because you’re chasing so many little areas already in place that it’s working against you. There are a few guys in the Netherlands that may still be interested in offering some thoughts. BTW… the 25hour mark for maintenance is quite amusing except maybe for the first maintenance check because the interval that we used years ago was 250hours on bearings before they needed to be changed so I don’t know how that got so much worse since they are still using ceramic bearings. We had test turbines that were run for a couple thousand hours without failure but they were never in an aircraft or anywhere that there was a chance for FOD. Keep pushing ahead because I’d like to see what you come up with but there’s some changes needed like that big plate in front of the turbine isn’t needed at all and is causing its own problems. Lastly please know that if you’re using an extinguisher that puts out powder it will immediately damage the turbine wheel, compressor housing and bearings. You only want to put the extinguisher where the fire is burning like with a wet start. Things get really exciting with the wet starts but you will want the ability to keep moving air through to keep the flame “Aft”. We used electric leaf blowers (still do) to cool them down and keep air moving through them the turbine to cool it down or keep the flame out of the tailpipe. Good luck! It looks like the fun we used to have..!
My first thought was that the augmenter was cooling the thrust gas and lowering the primary thrust stream from the engine thermally, but if the effect is related to boundary layer drag in the augmenter itself I wonder if dimpling the inside surface to disturb the laminar flow would be an effective approach (golf ball principle) or perhaps moving the augmenter along the thrust line fore and aft to change the amount of induced air, or both. Either way this was a more entertaining video than I thought it might be, thanks for that 🙂
I love pulse jets. So simple yet so effective. I built on a couple years ago it worked grate untill the reeds failed. Good times. I cant wait to see what you guys have instore. 😊
Remember, this is a trade off of velocity seeking pressure. In other words, expect that the stratification inside the augmentor has enough diameter to have far less velocity but greater pressure at the circumference. Hence, far less frictional loss than the smaller diameter you now have.
You always impress me, not conforming to youtube populism but actually following scientific values to deliver information. The time, energy, research, and money it costs to show these kind of experiments are huge.
The secret is in the shock diamonds when it comes to afterburners. With pulse engines you are creating a stream of supersonic shock waves. So a continuous burn jet engine without afterburner is not creating any supersonic shock waves in the augmenter tube, just drag. Injecting fuel and igniting it in the augmenter tube will produce a lot more thrust and use a lot more fuel. You should also start to see the formation of external shock diamonds if the afterburner is tuned correctly. I believe that eight or more shock diamonds are regarded as being optimum for maximum thrust.
One should never underestimate the Reynold's number in such a setup with fast moving turbulent gas flow. However, there are good news. There is already a working and well proven augmenter for continuously operating jet engines, that improves power and fuel economy significantly: It is termed the turbo-fan concept. You need a turbo shaft engine with a large fan at the intake face, driven by a planetary gear box. Fan and engine are mounted coaxially within a tube. the main wirking principle is that of a gas-pump. Additionally, the hot exhaust gas stream provides more work - close to Carnot's efficiency with optmised engines. Consequently EGT of the whole system is much lower.
Aerospace engineer, but admittedly didn’t specialize in propulsion, still I did study it quite a bit. What I can say is that typically aerospace propulsion comes down to momentum coupling, you have a given power generation available in a reactive engine and you need to maximize the useful momentum transfer coming from that, that means balancing massflow and exit velocity. You can have a lot of air moving slow or a little air screaming fast with the same energy. Because of the V^2 vs V scaling of energy and momentum that means you get the most oomph from a larger mass moving slow, but if you’re moving at a certain velocity you have to give *some* impulse or you aren’t really doing anything. It tends to balance so that the exhaust velocity is most efficient at about 2x the forward speed. A turbojet has a really fast exhaust, so its not very efficient for most aircraft, instead we use bypass air and extract more energy from the turbine to run the fan of a turbofan to push lots of air at the right speed to maximize efficiency. Then for big slow aircraft we go straight to a turboshaft engine and run a huge propeller so something like 80x the air is getting pushed on by the screw than runs through the engine, and at the limit we have helicopters where they can be more or less efficient while static. Getting on to pulsejets, they run off of an explosion meaning they have a brief pulse of high velocity output, but they usually run on slow moving or static frames. An augmenter better couples the momentum of that impulse by entraining a larger massflow and distributing that pulse over a longer time, you get a bigger smoother push instead of sharp taps. Meanwhile a small turbojet, while it does have a fast exhaust and lower massflow, the internal flow velocity usually assumes mach 0 behavior and it’s nothing crazy, ~mach 1 for a hot gas. Using an augmenter here is similar to a really inefficient implementation of bypass air in a turbofan, i wouldn’t be surprised to see it working, but i also can see why it wouldn’t be especially effective in comparison to the pulsejet
@@TechIngredients after thinking a little longer, I’m guessing it’s possible to see thrust improvements but the ‘tuning’ of the augmenter design might be quite different than for a pulse jet, and the losses to skin friction drag on the walls of the augmenter are likely to be more significant than for an equivalent pulse jet. I don’t have a good enough intuition here to be confident about what parameter changes might be required though, but I might suggest playing with diameter and length as some first order changes to try and find some correlations to start optimizing on. That may be cost/time prohibitive though
Continue to be in total admiration of your dedication to things experimental. As usual excellent dialog explaining processes. Very glad the channel is doing so well - I well remember your really early output and here you are getting ever closer to 1M subs! Thank you.
And this is one of the big reasons that an engine with an afterburner has a variable shaped nozzle, the Turkey Feathers are designed to account for the different in flow due to the changes in the flow, People don't fully understand that basic turbines with a fixed Nozzle are a compromise, they are designed for best performance use at the 'mean' point for the turbine design (typically about 75 or so % operating throttle). If bolting simple augmentor on worked, GE and RR etc would have done it long ago! It's in their INTEREST to have things like this work rather than hide it away etc. But what I love about this channel is it's never afraid to fail or confirm a fail... and that's what real science is.. Theory, Test, Understand, Improve.... Never stop learning.
since the air inside it drags, is there some internal design that can work similar to the dimples in a golf ball? maybe many rings for vortexes to form in place to reduce friction with the exhaust from engine?
It's funny, but one thing I really enjoy about your videos is your approach to safety. I've actually tried to model some of my own safety procedures off of yours. Like try and think of the worst possible thing that could theoretically happen and have everything you need to mitigate a big problem like that. And then if you only have a little problem, you're over prepared.
I think your millionth subscriber is not that far away. You deserve all the support you get for your excellent content. You have such outstanding video production standards that the effort is invisible to so many who take it for granted. Well done, and keep growing from strength to strength.
It's been a long time since I found a youtube video fascinating and engaging enough to sit through 40 minutes without a single pause. This was incredible.
Are you going to add some pre cooling. Nitrous would be awesome to watch. A film cooling system would be awesome and more practical. I can not wait to see what you have in store for the next video. To one million subs and beyond 😊
Even in jet propulsion there isn’t a free lunch. I was a jet engine mechanic in the AF. On the test cell we used an augmenter tube that slid over the afterburner to cool and vent the AB fuel plumbing and injectors. I don’t recall a change of thrust with or without it. Some propeller aircraft use augmentor tubes over the end of the exhaust pipes to draw cooling air through the cowling. FYI, the compressor on the C-130 T-56 engine at 100% rpm at STP consumes 10,000 hp.
We are so privlidged to get this kind of content for free, super engaging, entertaining and most of all educational! The presenter is allso very likable and knows how to teach in a way you WANT to learn, and learn more.
How are you guys not well over 1-million subscribers? Your channel is incredible and so informative! This channel should be recommended to all STEM students!
Everyone should watch this channel, not only great information but entertaining as well! Makes me strive to be more inquisitive, that scientific approach though; 10/10 thank you gentlemen.
Love it. I was thinking its working on the Bernoulli principal. Like the "blow up a large bag, with a single puff/blow" trick. Also assumed it could only have been friction that lowered its effectiveness, however I would never have figured out the vortex ring effect with the outside motion helping the thrust. Thanks again guys for a great watch.
FWIW with the big jet engines you have to wait three minutes at idle from start-up before going to full power, and another three minutes at idle after landing for cooling & stabilising the internal temps. Great video, thanks!
Love your content guys. Not stuff I think would ever apply to my daily life, but I love watching nonetheless! Love that you guys care more about the overall experience than you do milking the profits, we all see the passion and that's what most of us are here for I'm sure
Thank you for all the research and development that you and your team do! I've started making one of the sound panel projects and I'm really excited to hear the results later. Keep up the great work!
Man I'm studying mechanical engineering in Zagreb(Croatia) and I'm inspired from you to become a good engineer. Just what to tell you that you have viewers all across the globe. 🔥🔥
I've spent a lot of time working with augmentors -- they're tricky beasts and there are a number of mechanisms whereby they *can* improve the *static* thrust of an intermittent thrust engine (such as a pulsejet or PDE). However, there are still no free lunches so make sure you consider *all* the factors before youi draw your conclusions 🙂
True. Static is obviously a key factor because the greater frontal area will eventually negate the augmentation as the vehicle accelerates. Most papers point to 200 Kph as the break-even point.
If the air inside the augmenter is causing drag then you simply need to reduce the surface area inside the augmenter to be less than the toroid at the entrance. If the surface area of the toroid is greater than the inner walls of the augmenter then you should have a net force in the desired direction. Perhaps a bigger inlet face that doesn't have a "throat" because after a certain distance down the "hole," undesired drag will start to occur. Manipulating surface area positions and ratioes are possibly the way. Good luck
Hello! I just want to say that this is maybe the coolest diy engineering channel on youtube, and I congratulate you for that! Also, I have a video request, about thermal transfer oils for the purpose of solar heat extraction. Thank you!
Im just so happy that I gound your videos again, My account on youtube got all screwed up due to a nasty hacker problem but as soon as I found your videos I watched a bunch if your videos again so stoked to have rediscovered you guys Ive missed your videos greatly!!
This is the 3rd time I need to re-suscribe to this channel! Not sure why I keep getting kicked out. I love your video! Congrats and thank you for the great work!!
Awesome display of physics, propulsion and practical theory. I really enjoyed your experiment. Looking forward to the next installment! Thanks for sharing with us mere mortals.
One of the best channels on TH-cam for sure. Been hooked ever since your early videos on sound and made a set of the DML speakers paired with a 3d printed sub from Hexibase, which made a fantastic little DIY project with great sound for the price. Keep up the awesome work, hope you guys get the recognition you deserve!
Not enough people confirm negative experimental results. Such a good way to improve your intuition.
Very true.
Fun fact: top comment confirms a negative experimental result, human condition has entered a intellectual mass extension.
Technically ... Général science rarely publish failures, but computing security ... Always do !!!
"Can we boost it?"
Indeed. Negative results are still very worthwhile. It's not a failure, you know what does not work.
3 measurements = statistically significant. I find it concerning that if we get a ‘good’ result we stop taking measurements. Only when we get ‘bad’ results do we measure again. Bias is a killer of the truth.
This is my tributary comment for the algorithmic gods. May your subs grow ever higher
lol, same
I wonder if the thumbs up is enough of a sacrifice to the algorithmic gods to appease them?
@@tomboyd7109 Depends on how it's removed, I suppose.
To one million and beyond
We exalt in the glory of the tributary comment \0/
This guy is my favorite mad scientist.
😊
Mine too!
mad scientist he may be yet he is a very knowledgeable mad scientist across may fields.
not mine
Markle Sparkle? (Sorry, obscure reference. The mad science is fun.)
I did notice the fact that you do not advertise on this channel. In fact, that's one of the main reasons why I like and respect this channel so much.
It is an unavoidable truth that whenever a TH-cam channel starts adverting products and/or services which the host will never use, there is a high probability that a gradual change will start to take place. The motivation to produce a video starts to be more and more driven by financial rewards rather than intellectual ones.
A line of thust is cut between the channel and its audience. Some of the audience will, to an extent, feel conned for having been lured into a long, seemingly useless, perhaps misleading advert.
Thank you ever so much for honestly caring about your viewers and their viewing experience.
Such posture will never go unnoticed.
You're the Bloke millions of kids would want as their dad !! my dad was useless at everything, which is why I became an engineer, and now have five kids with good University Degrees and the youngest (Number six) doing four A-levels to get him into university here in the UK. Your Videos are inspiring to young engineers worldwide. Thank You.
Thank you for avoiding sponsors, may the algorithm be with you.
Thank you for not having annoying sponsorships. Love your channel
I disagree. we can all put up with a 20 second sponsor. But NOT the youtube ads every 5 minutes (it's a engineering video but we get pushed ads about some game?). A quick sponsor read by these guys of a product they really might use works for me and every cent they can put towards the science I am all for it.
@@zeitgeist909 Firefox and voilà.
@@zeitgeist909 You don't get either sponsor or ads. You get ads or both ads and sponsor. TH-cam wants it's cut and they only earn it by ads, not by sponsor. There are ways to stop the ads, you can search for it
Problem is: TH-cam ads are getting more and more annoying. I got like 4 or 5 during this video. Even 45seconds one
@@E_Proxy The channel gets no say about the youtube ads. If you don't have premium you will get them, Tech ingredients has no say in the matter.
You got a reduction in thrust because the volume of air entrained couldn't make up for the massive pressure drop the augmenter created. It expanded the the nozzle area rapidly reducing exhaust velocity. Lower exhaust velocity for relatively the same air mass flow means a reduction in thrust.
It works on the pulse jets because their exhausts are at a much higher velocity (supersonic) due to the fact they have a detonative combustion process compared to deflagrative for the jet engine, so the augmenter essentially becomes like a convergent-divergent nozzle for them, helping their exhaust expand for greater velocity.
Sort of, i think the case is really more to do with momentum coupling, the high velocity low massflow provides less impulse for the energy of a high massflow low velocity flow, and the really inefficient pulse het output gets a larger benefit by entraining a larger massflow in the augmenter than the better tuned turbojet
@@youngbloodbear9662 A good test would be to couple the augumenter directly to the pulse engines in a way that doesn't cause entrainment. Basically just welding it to the engine. If the thrust still increases then my theory is probably right.
I was wondering how much the exhaust velocity was going to affect it.
@@xBIGMUSCLEx that would be a fair test I agree
@@youngbloodbear9662 I patented a jet engine design that uses similar principles.
The fact that you published video with a disappointing result demonstrates your integrity. I'm looking forward to the pulse jet iteration!
Love this channel. Engineering every kid would have loved to but never had the funds or the parental approval. Glad to see a parent who is still a kid.
They are alive!
I was wondering the same thing! 😂
I bet it takes a lot of work and time to build everything
Great guys and smart with 1% of mad scientist :) Hope all to be safe and ok to see 10 mils subs here 👍
I don't know who I get more surprised is alive after each video, them or I did a thing. Both keep doing the craziest stuff.
@@joaomrtins Alan Pan is also a FULL LUNATIC.
I am a tech geek! I love watching you put together projects that, as a kid, I could only dream about!
Thank you!
Impressive is a understatement. These guys need a raise. You guys rock. 😊
Great demonstration and vid, inspite of the GoPro's inabilities. Thx for doing this, filming it and sharing it with us.
"This is my tributary comment for the algorithmic gods. May your subs grow ever higher." Greetings from Brasil!😃
Propane guy here. You have 2 holes near the torch base. That uses same principles (i think it is some type of venturi) to mix air with jetted propane.
what??? youre made of propane?
@@penguiin12 no he is Pro Pane his hands install quality windows by day and inflict quality justice by night.
@@zachmoyer1849😂😂😂
@@penguiin12 he is, what's the problem?
Propane and propane accessories?
You got my like. Just for not getting stupid sponsors!
If i could give 2, id do it as well because i love these informative video's! Keep up the good work 💪🏻
They have a patreon that I subscribed to I feel the same way
To the moon
@@friskydingo5370 lots of ppl sell out, raids shadow legends or other bs
Glad there are still honourable people as content creators
Can't wait to see and hear you light up the pulse detonation engine especially. Always love your content.
Ditto 🙂
you are one of the best content creators and inventors on boob tube . ive been with you solid since the first panel speakers developing days
You know whats great about this channel
You can like the video before it starts because you already know its gonna be great 👌
That’s what I do too, so I can’t forget it!!
And no way I change my mind about this.
Been with you folks for over 4 years now. Just shared the Tesla boat video with someone earlier today!
I love this channel.
Dude explains stuff sometimes in such great detail I get lost on the point of the video, but holy shit he's like the genius dad everyone always wanted.
Wow!
You express your thoughts in a well-planned, precise way. You avoid the usual parasitic adjectives and interjections that connote emotions and beg for empathy, but would actually deflect attention from the fine explanations that you offer. This manner is characteristic of an inquisitive scientific intellect that converses with nature through the language of experiment. The description of how and why a turbo-jet engine works is concise and in my view perfect. (There, I fulfilled my moral duty to write a long comment :) But the complement is well-deserved).
Thanks for doing your duty!😘
@@TechIngredients Hello, I think the 2 reasons you gave for the augmenter not working on the turbojet are logical and likely valid, but I feel there may be a third reason as well. I believe the augmenter may produce additional thrust by basically functioning somewhat like an afterburner, but instead of burning additional fuel to get the heat energy it uses to produce thrust, it's simply extracting wasted heat energy that still remains in the exhaust gases after they leave the main engine. In essences it's kinda like a striling engine in regard to the fact stirling engines further extract work from the exhaust gases before expelling them. I think one significant reason this doesn't work with the turbojet is because to some extent turbojets are already designed to do this. Remember in your description of the afterburner, you touched upon how the exhaust from the engine was still oxygen rich. Well, that's because the engine pulls in significantly more air than it needs for combustion. In the engine that additional air absorbs heat and converts it to thrust and work (in turning the turbine) inside the engine. This, is of course, why the turbojet, is already vastly more efficient than the pulsejet. And it likely also explains why the augmenter has no chance of working very well on the turbo jet to begin with.
i heard this saying once "its more important to know you are wrong than to know you are right" and i love it. we need to appreciate being wrong some times
You have to introduce about half of the reactor into the wing toroid tube. Enlarge the toroid and modifide the angle of the curvature to reduce in a shorter length of the tube. Remenber this use a the back part of a turbofan. Also, you can use it to improve solid fuel misile rockets. I hope you understand what I mean.
Or, you can imagine it as stato reactor with a source of heat inside but, this time, the source is the motor. Another thing you have to think is in the increasing and decresing dimentiinal eficiency in terms of force by kg of gasolin (JP1, tipe kerosene of course with out water and parafinines)
Think it and I hope you understand my coment to take advantage of the hot fluid not used.
You know, I didn’t realize this till now but this channel is a modern day Mr. Wizard for adults.
I totally loved that show as a kid 😊
in germany we had Löwenzahn
the guy who moderated it was an Engineer who often built Rube-Goldberg machines (little fun fact: he was the sound-technician responsible for transmitting Kennedy's speech in Berlin "Ich bin ein Berliner"
@@Ahtalonmöge Herr Lustig in frieden ruhen
@@friskydingo5370was that the original series in the 50s or the newer one in the 70 I believe? I loved the ones when I was a kid in the 50s.😊
I said exactly that the first time I saw one of his videos. It was rocket engines, if I remember correctly.
I got excited when you said "Rotating detonation engine". They are the engines of the future.
That's a pulsed detonation engine, not an RDE.
@@edz44 Yes, but he mentioned an RDE.
@@edz44 Now......go back and READ, with your eye balls what I wrote. I wrote "I got excited when you SAID rotating detonation engine. I didn't say the two other engines he had beside him were RDE's....I said the WORDS came out of his mouth. And that's exactly what he says @ the 2:18 mark. Gosh I for one feel better knowing I was correct in what I wrote. You should leave "Trolling" to the experts.
@@edz44 Go back and read what I wrote S.L.O.W.L.Y and tell my why your comment isn't deleted yet.
@@MrDhalli6500Are… are you ok? You came back six hours later just to leave another frustrated comment? At that point I’m actually kinda concerned about you.
I love how deep you got here! So few channels (probably none as much as you) do this, and as someone who does some light research myself, I really enjoy this.
I spent a few years working with the two main manufacturers of successful RC Turbines; AMT USA & RA Microjets. There’s a few things that are working against you here, but the main thing is the overall design in several areas. The self-start & cool down motor at the inlet is a problem and causes problems with flow compared to how we used to start these manually. The next major design problem is the burner can design that has so many variables that affect where the fireball is positioned inside. The next is the NGV’s (nozzle-guide vanes) which is mounted at the rear just inside the tail cone and what it’s attached to along with the internal housing. Next would be the tail cone itself and for this turbine to produce the specs it comes with stock. There are a lot of limitations in front of you and the tailpipes we use in the RC Jets we fly need a specific design for what turbine is used.
We’ve already tried a lot of really crazy attempts to make there more efficient but there would need to be another system tied into the FADEC that would adjust the monitoring of the EGT’s to keep the turbine from ramping down. From memory we had the best results from creating a duct for the turbine and then a larger cone that went over the tail cone that was slightly shorter that the length of the tail cone.
The problem in the end is the single stage turbine itself and the design because you’re chasing so many little areas already in place that it’s working against you. There are a few guys in the Netherlands that may still be interested in offering some thoughts.
BTW… the 25hour mark for maintenance is quite amusing except maybe for the first maintenance check because the interval that we used years ago was 250hours on bearings before they needed to be changed so I don’t know how that got so much worse since they are still using ceramic bearings. We had test turbines that were run for a couple thousand hours without failure but they were never in an aircraft or anywhere that there was a chance for FOD.
Keep pushing ahead because I’d like to see what you come up with but there’s some changes needed like that big plate in front of the turbine isn’t needed at all and is causing its own problems. Lastly please know that if you’re using an extinguisher that puts out powder it will immediately damage the turbine wheel, compressor housing and bearings. You only want to put the extinguisher where the fire is burning like with a wet start. Things get really exciting with the wet starts but you will want the ability to keep moving air through to keep the flame “Aft”. We used electric leaf blowers (still do) to cool them down and keep air moving through them the turbine to cool it down or keep the flame out of the tailpipe.
Good luck! It looks like the fun we used to have..!
My first thought was that the augmenter was cooling the thrust gas and lowering the primary thrust stream from the engine thermally, but if the effect is related to boundary layer drag in the augmenter itself I wonder if dimpling the inside surface to disturb the laminar flow would be an effective approach (golf ball principle) or perhaps moving the augmenter along the thrust line fore and aft to change the amount of induced air, or both.
Either way this was a more entertaining video than I thought it might be, thanks for that 🙂
I always love how informative your videos are. I’ve learned more about jet engines than I ever knew.
Quality of this channel is absolutely stunning. Thank you for making this content and thank you for not killing us with ads!
I love pulse jets. So simple yet so effective. I built on a couple years ago it worked grate untill the reeds failed. Good times. I cant wait to see what you guys have instore. 😊
I used propane. It wasent grate I can't wait to see what fuel you will use. Jet fuel would be awesome 😊
@@friskydingo5370
Interesting mate!
Remember, this is a trade off of velocity seeking pressure. In other words, expect that the stratification inside the augmentor has enough diameter to have far less velocity but greater pressure at the circumference. Hence, far less frictional loss than the smaller diameter you now have.
You always impress me, not conforming to youtube populism but actually following scientific values to deliver information. The time, energy, research, and money it costs to show these kind of experiments are huge.
Very cool beans. Beans you wish you could be like cuz they're so cool
Love, love, love this channel! This is why the internet is brill...
Welcome back to your channel! Missed you.
It has been a while since you did a video. Glad you see you're back at it!
The secret is in the shock diamonds when it comes to afterburners. With pulse engines you are creating a stream of supersonic shock waves. So a continuous burn jet engine without afterburner is not creating any supersonic shock waves in the augmenter tube, just drag. Injecting fuel and igniting it in the augmenter tube will produce a lot more thrust and use a lot more fuel. You should also start to see the formation of external shock diamonds if the afterburner is tuned correctly. I believe that eight or more shock diamonds are regarded as being optimum for maximum thrust.
The delivery and the content of those video are so professional! You are setting a quality standard here. Thanks for making them!
fancy suit, no tie, matching hat, arrive via chauffer .. go to the big boy gun show looking right
his hair changed color
One should never underestimate the Reynold's number in such a setup with fast moving turbulent gas flow. However, there are good news. There is already a working and well proven augmenter for continuously operating jet engines, that improves power and fuel economy significantly: It is termed the turbo-fan concept. You need a turbo shaft engine with a large fan at the intake face, driven by a planetary gear box. Fan and engine are mounted coaxially within a tube. the main wirking principle is that of a gas-pump. Additionally, the hot exhaust gas stream provides more work - close to Carnot's efficiency with optmised engines. Consequently EGT of the whole system is much lower.
Yeah, but a modern high-bypass turbofan can't take you supersonic (yet). And that has to be the goal
@@ACCPhil When supersonic flight is the goal, I agree. However, if fuel economy and low emissions are required, turbo-fans are the best choice.
I would love to see a proper RC scale high-bypass axial flow turbofan! Centrifugal flow turbojet engines are the only ones I've ever seen.
So glad to see another vid. These guys are incredible.
Love your channel. You’re like a teacher that only plays with the cool toys!
I've followed this channel for many years through my other account. It's very exciting how hardcore the videos have been getting
Excellent and very interesting as always - thanks!
Aerospace engineer, but admittedly didn’t specialize in propulsion, still I did study it quite a bit. What I can say is that typically aerospace propulsion comes down to momentum coupling, you have a given power generation available in a reactive engine and you need to maximize the useful momentum transfer coming from that, that means balancing massflow and exit velocity. You can have a lot of air moving slow or a little air screaming fast with the same energy. Because of the V^2 vs V scaling of energy and momentum that means you get the most oomph from a larger mass moving slow, but if you’re moving at a certain velocity you have to give *some* impulse or you aren’t really doing anything. It tends to balance so that the exhaust velocity is most efficient at about 2x the forward speed. A turbojet has a really fast exhaust, so its not very efficient for most aircraft, instead we use bypass air and extract more energy from the turbine to run the fan of a turbofan to push lots of air at the right speed to maximize efficiency. Then for big slow aircraft we go straight to a turboshaft engine and run a huge propeller so something like 80x the air is getting pushed on by the screw than runs through the engine, and at the limit we have helicopters where they can be more or less efficient while static.
Getting on to pulsejets, they run off of an explosion meaning they have a brief pulse of high velocity output, but they usually run on slow moving or static frames. An augmenter better couples the momentum of that impulse by entraining a larger massflow and distributing that pulse over a longer time, you get a bigger smoother push instead of sharp taps. Meanwhile a small turbojet, while it does have a fast exhaust and lower massflow, the internal flow velocity usually assumes mach 0 behavior and it’s nothing crazy, ~mach 1 for a hot gas. Using an augmenter here is similar to a really inefficient implementation of bypass air in a turbofan, i wouldn’t be surprised to see it working, but i also can see why it wouldn’t be especially effective in comparison to the pulsejet
Agreed
@@TechIngredients after thinking a little longer, I’m guessing it’s possible to see thrust improvements but the ‘tuning’ of the augmenter design might be quite different than for a pulse jet, and the losses to skin friction drag on the walls of the augmenter are likely to be more significant than for an equivalent pulse jet. I don’t have a good enough intuition here to be confident about what parameter changes might be required though, but I might suggest playing with diameter and length as some first order changes to try and find some correlations to start optimizing on. That may be cost/time prohibitive though
What an excellent video. Thank you for the hard work and cool content.
Continue to be in total admiration of your dedication to things experimental. As usual excellent dialog explaining processes. Very glad the channel is doing so well - I well remember your really early output and here you are getting ever closer to 1M subs! Thank you.
If you dont fail you never learn. Love the video and subbed!
Thanks!
Missed you guys, love your content.
Outstanding what you do. Keep on!
Time to wake up the neighbors 😅 when they ask just tell them its your industral hair dryer 😊
And this is one of the big reasons that an engine with an afterburner has a variable shaped nozzle, the Turkey Feathers are designed to account for the different in flow due to the changes in the flow, People don't fully understand that basic turbines with a fixed Nozzle are a compromise, they are designed for best performance use at the 'mean' point for the turbine design (typically about 75 or so % operating throttle).
If bolting simple augmentor on worked, GE and RR etc would have done it long ago! It's in their INTEREST to have things like this work rather than hide it away etc.
But what I love about this channel is it's never afraid to fail or confirm a fail... and that's what real science is.. Theory, Test, Understand, Improve....
Never stop learning.
I love it when we get a new Tech ingredients videoooooooo keep 'em coming please
since the air inside it drags, is there some internal design that can work similar to the dimples in a golf ball? maybe many rings for vortexes to form in place to reduce friction with the exhaust from engine?
Oh, I was waiting for these guys
It's funny, but one thing I really enjoy about your videos is your approach to safety. I've actually tried to model some of my own safety procedures off of yours. Like try and think of the worst possible thing that could theoretically happen and have everything you need to mitigate a big problem like that. And then if you only have a little problem, you're over prepared.
It's so much fun watching you guys get more and more ambitious, all while taking everything deadly serious.
I think your millionth subscriber is not that far away. You deserve all the support you get for your excellent content. You have such outstanding video production standards that the effort is invisible to so many who take it for granted. Well done, and keep growing from strength to strength.
woah, caught this before even a minute passed
Love your honesty, integrity and dedication to educational and scientific content. Please keep doing what you're doing.
It's been a long time since I found a youtube video fascinating and engaging enough to sit through 40 minutes without a single pause. This was incredible.
Are you going to add some pre cooling. Nitrous would be awesome to watch. A film cooling system would be awesome and more practical. I can not wait to see what you have in store for the next video. To one million subs and beyond 😊
Thank you ☺️
I love this channel. Thanks to these guys I learn every time I watch. Keep up the great work and I'm excited for 1 million subscribers!
Always a treat when your channel pops up in my feed. You'll have a million subscribers soon!
Always appreciate your work on these videos. Thank you once more!
I can't tell you how excited I get when I realize you've posted a new video and how much I enjoy watching it! Thank you!!!!
Wow!
Definitely one of my favorite TH-cam channels. Keep up the good work, fellas. Subscribed. (Retired electrohydraulic servovalve guy).
Even in jet propulsion there isn’t a free lunch. I was a jet engine mechanic in the AF. On the test cell we used an augmenter tube that slid over the afterburner to cool and vent the AB fuel plumbing and injectors. I don’t recall a change of thrust with or without it. Some propeller aircraft use augmentor tubes over the end of the exhaust pipes to draw cooling air through the cowling.
FYI, the compressor on the C-130 T-56 engine at 100% rpm at STP consumes 10,000 hp.
This was the most comprehensive look at how a jet engine starts I’ve seen. Love it!
We are so privlidged to get this kind of content for free, super engaging, entertaining and most of all educational! The presenter is allso very likable and knows how to teach in a way you WANT to learn, and learn more.
It's easy to visualise exactly what's happening thanks to the casual competance you convey in your explanations.
How are you guys not well over 1-million subscribers? Your channel is incredible and so informative! This channel should be recommended to all STEM students!
sadly because they need better info flow and pacing to get further, they should see rober and stuffmadehere to understand narrative and pacing
Everyone should watch this channel, not only great information but entertaining as well! Makes me strive to be more inquisitive, that scientific approach though; 10/10 thank you gentlemen.
Love it. I was thinking its working on the Bernoulli principal. Like the "blow up a large bag, with a single puff/blow" trick. Also assumed it could only have been friction that lowered its effectiveness, however I would never have figured out the vortex ring effect with the outside motion helping the thrust. Thanks again guys for a great watch.
FWIW with the big jet engines you have to wait three minutes at idle from start-up before going to full power, and another three minutes at idle after landing for cooling & stabilising the internal temps.
Great video, thanks!
Long time fan and still absolutely loving the content. This kind of stuff always reminds me how important science and engineering is for our lives.
Love your content guys. Not stuff I think would ever apply to my daily life, but I love watching nonetheless! Love that you guys care more about the overall experience than you do milking the profits, we all see the passion and that's what most of us are here for I'm sure
Thank you so much for these videos. As an engineer, these provoke aspirations in me to gain higher disciplines in your craft. Bravo!🎉
Commenting for algorithm boost, this channel rocks, and love the idea that you can do this without advertisers 💪🏼
Appreciate it!
The attention to detail and rigour in this channel is crazy
Thank you for releasing us from the hill at that is called ads and we appreciate you for not doing sponsored ads
Thank you for all the research and development that you and your team do! I've started making one of the sound panel projects and I'm really excited to hear the results later. Keep up the great work!
This may be your best one yet. The only new channel release I look forward to as much as TI, is Primitive Technology.
Last week I was checking for New videos. YAY!
Great work as always!
Man
I'm studying mechanical engineering in Zagreb(Croatia) and I'm inspired from you to become a good engineer.
Just what to tell you that you have viewers all across the globe.
🔥🔥
Thanks and welcome!
I've spent a lot of time working with augmentors -- they're tricky beasts and there are a number of mechanisms whereby they *can* improve the *static* thrust of an intermittent thrust engine (such as a pulsejet or PDE). However, there are still no free lunches so make sure you consider *all* the factors before youi draw your conclusions 🙂
True.
Static is obviously a key factor because the greater frontal area will eventually negate the augmentation as the vehicle accelerates. Most papers point to 200 Kph as the break-even point.
If the air inside the augmenter is causing drag then you simply need to reduce the surface area inside the augmenter to be less than the toroid at the entrance. If the surface area of the toroid is greater than the inner walls of the augmenter then you should have a net force in the desired direction. Perhaps a bigger inlet face that doesn't have a "throat" because after a certain distance down the "hole," undesired drag will start to occur. Manipulating surface area positions and ratioes are possibly the way. Good luck
Hello! I just want to say that this is maybe the coolest diy engineering channel on youtube, and I congratulate you for that! Also, I have a video request, about thermal transfer oils for the purpose of solar heat extraction. Thank you!
Thanks!
Thank you for doing all that you guys do. Very entertaining and enlightening. Love the broad range of subjects that you guys get into.
Our pleasure!
Your channel is the biggest breath of fresh air. Thank you for doing what you do. ✌️
i am glad you two are making videos again... keep them coming you are a inspiration to a lot of us
We will, and thank you.
Im just so happy that I gound your videos again, My account on youtube got all screwed up due to a nasty hacker problem but as soon as I found your videos I watched a bunch if your videos again so stoked to
have rediscovered you guys Ive missed your videos greatly!!
Welcome back!
This is the 3rd time I need to re-suscribe to this channel! Not sure why I keep getting kicked out. I love your video! Congrats and thank you for the great work!!
One of the best channels on TH-cam. Thank you for sharing these experiments with us!
Awesome display of physics, propulsion and practical theory. I really enjoyed your experiment. Looking forward to the next installment! Thanks for sharing with us mere mortals.
Just when I thought that I haven't seen any video's from your channel for such a long time, there is a new one! Thank you!
One of the best channels on TH-cam for sure. Been hooked ever since your early videos on sound and made a set of the DML speakers paired with a 3d printed sub from Hexibase, which made a fantastic little DIY project with great sound for the price. Keep up the awesome work, hope you guys get the recognition you deserve!