Jet Engine PlansG8 2 Jet

5/10/2018 Jet Engine PlansG8 2 Jet

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E GIN 'ER G C Distribu ted bl) VORTECH., inc.


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T A B L E O F C O N T E N T SIntroduction ,............................. 5Basic Principle of T h e G8-2 Jet Engine 7Mo del G8 -2- 5 Da ta. .. ... ... .. ... ... ... ... ... ... 8M od el G 8- 2- 20 D at a . .. . .. .. .. . .. .. .. .. .. .. .. .. .. 9

cc Portable Demonstrator G8-2-1S . 9Model G8-2-40 Data .......................... 1 0Mod el G8 -2- 80 Data 1 1

1 1121 31 3

Propane Tank Pressurization System .Schematic Diagram of G8-2 Fuel & Control .MOdel G8-2-130 Data .Model Gd-2-130R Data .M oll ier Dia gra m f or Pr opa ne. ... ... ... ... ... ... .. 14Discussion of G8-2 Jet Engine 15Firing Instructions for G8-2 Jet .. 22Why The G8-2 Jet was Invented & Comparison 23Helicopter Blade Tip Installation of G8-2 Jet. .. 2 6MEG-1X Helicopter Data .. 29MEG-2X Helicopter Data 30G8-2-1S Static Performance 32G8-2-15 Windtunnel Data 34MEG-2X & 3X Hovering Flight Data .. .. 35MEG 3X Flying Platform Data.. .. . . 37Other Jet Helicopters Powered by G8-2-20 & 40. 42G8-2 Glider Power '" 43-52Icarus V Hang-Gl ider. . . . . .. . . .. . . . .. . .. . .. . .. . . .. 45MEG-bOO Jet Plane 47Whilling Airctaft Cars PJ-l 50B D - S Powered b y two G8-2-130 Jets 51S p ac e R a ng e r D a ta . .. . .. . .. . .. . .. . .. . .. . .. . .. . .. . . 53Jet Go-Karts..................................... 54Jet Bicycles 56rlover-cr-af t;s- . . . . . . . . . . . . . . . . . . . . . . 57Jet Museum Exhibit Los Angeles CA 58GTS-15 Teaching Test Stand for Colleges 59

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E M G ENGINEERING CO.p .0. Box 1368 H e s p er i s ~ C a l i fo r n ia 9 2 345 Phone 619- 247-8519

I~ugene ,\1. C;lllhdre ff I

M E S S A G E F R O M T H E P R E S I D E N TEugene M. Gluhareff, president and founder of The EMG EngineeringCompany, invaites you to become acqUainted with the EMG products,and become one of the pleased users of the G8-2 Jet Engines. Joinqther inventors who pioneer in new applications of the G8-2 Jets, ~who achieved new products and established new records. i~'>:I~-r,Write and tell us what you have powered with your G8-2 Jet Engine. J:What new and exciting accomplishments have you attained. ~_Send us photo1 performance data, and a brief description. Includeyour name, address, and a passport photo of yourself. We will giveyou honorable mention in this Technical Hand Book and will pay you$20 if we use your photoIf you would like to see the G8-2 Jet firing, drop in for a freedemonstratio, but give us a call a day ahead Phone; 619-247-8519If you need an engine of a different size or thrust perhaps we canbe of service to you by designing and building the engine to suityour project.

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JUtJlH ilR U B Q l l U 1 _ RL[JL GL U H A R E E LE u g e n e M . G l u h a r e f f i s a g r a d u a t e A e r o n a u t i c a l E n g i n e e r f r o m t h eR e n s s e l a e r P o l y t e c h n i c I n s t i t u t e , T r o y , N e w Y o r k C l a s s o f 1 9 4 2He is holding a lifetime federal pilots license. Trained to fly asa cadet in US. Army Aircorps. He is also a well known helicopterdesigner and inventor of jet engines. His extensive experience wasacquired over twenty five years of association with many helicoptercompanies as designer project engineer and developer.He was a part of the helicopter history since its beginning withSikorsky Aircraft Corp.Bridgeport Conn. as Primary Design Engineerand Project Engineer working directly under Mr. Igor I Sikorskyand with Mr. Igor A. Sikorsky Chief of Aerodyn~mics. There heparticipated in the design of many helicopters. Among many othersprojects he was a Project Engineer testing and Developing of thesingle bladed helicopter system. Also invented & developed Kerosenefueled Valveless Pulse Jet which he used in designing a Single BladeOne-Man helicopter which he test flown himself in 1949 He alsodesigned a Delta-Wing Convertiplane, with foldable Single BladedRotor turbine powered with tip Cold-Jet for for The USAF.In 1950 moved to California and joined The American Helicopter Co.Manhattan Beach, CA. as Project Engineer on Top-Sergeant a Val~ePUlse-Jet Powered Helicopter. Shortly he was promoted to PreliminaryDesign and designed the XH-26 One-Man Tip Jet powered helicopterfor The USAF. In 1952 he joined Rotorcraft Corp. Glendale, CA as aDesign Engineer redesigning of two bladed Tip Rocket Powered One-Man Helicopter for The US Navy The Pin-Wheel.In 1953 organized his own company, The Gluhareff Helicopters Corp.in Manhattan Beach, CA Invented a Valveless-Pulse-Jet using Propaneas fuel Designed a Single Bladed One-Man Portable Helicopter usingthat jet. Participated in USAF Competition with another Co. In 1955The G8-2 Pressure-Jet was under development. With it Mr. Gluhareffdesigned and build the two Portable Helicopters MEG-1X and MEG-2Xand later the MEG-3X Flying Platform. All were successefully flownin Palm Springs in 1959. The company ran out of funds.In 1960 joined The US Navy at Naval Ordnance Test Station, China-Lake CA as Aerospace Engineer GS-12 and worked up to GS-14 asProject Engineer on Rotary Drones. In Fall of 1963 he joined DouglassAircraft Co. Missile & Space Division, Huntington Beach, CAas designEngineer Scientist on Saturn Rocket. He has participated in thelaunching of 4 Saturn Rockets in charge of the sequence of eventsfran firing to parking orbit. He also did performance data verifica-tion and orbit analysis. On termination of S-4 stage he was transferedto Long Beach division as Senior Design Engineer in Advanced Systemson Special Projects, researching and testing rocket engines for twoyears. Then transfered to The Ejection Seat Groopl he became aSpecialist in the design of Rocket Stabilization Systems for theEjection Seats and Capsules for USAF.In 1972 again organized his own co. The EMG Engineering Co Gardena,CA here he pioneered in development and inventing more powerful G8-2jet engines beyond 15 lbs. of thrust.In 1981 moved to Hesperia, CA Surviving the Terminal Lung Cancer in 1982 now iswell and has been designing more powerful Jet Engines up to 700 lbs. thrust and2ngaged in new designs of jets and helicopters.

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I N T R O D U C T I O NThe G 8-2 Technical Hand-Boo k p resents Info rmation, Photos, Theory ,Des cription, Principles a nd Functions of The Gluhareff Pressure JetEngine. It a lso presents the uses an d applica tions of The G8- 2 J etEngine by The [MG Engineer ing and our customers.The reader m ay notice a b it of hist ory as one analyzes the dat a andgraphs especially r eferring to the fi rst engine the G8-2 -13 It w asthi s first engine that made The MEG-2X Portable One-Ma n He licopterair b orne.The informat ion pr esented here was accumulated over a per iod of manyyears of research and testing. Starting with the G8 -2-13 prod ucingonly 13 lb s Max.sta tic thrust. As improveme nts we re made the thrustreached 15 lbs Th e G8-2-15 was evolved. Re searching .and developi ngnew inventio ns the thrust was growing. In 1 978 in Gard ena The newG8-2-20 was borne. This e ngine prod uced 23 lbs. st atically. However;the w eight and si ze did not change, it remained 5 Ibs bu t the G8-2-20H the helicopter engine weighed 7 lbs wit h different CGThe SF.C. the specif ic fuel consumption, is also c ontinually im pro-vin g with the inc reasing of jet thrust. As the improvements areachieved they are auto matically incorporate d into all the enginesand draw ings which are pe riodically u pdated.In 1978 EMG Engineering had 5 different mod els of G8-2 jet s whichare as follows

G8-2-5 .......... t .. , 5.25 Ibs of thrust stat ic.G8~2-20 2300 n n n n. . . . . . . . . . . .G8-2-40 43.00 n rr n n. . . . . . . . . .G8-2-82 82.00 n n n n. . . . . . . . . . . .G8-2-130 130.00 n n n n. . . . . .

In 1984 the followin g new wngines emerged.G8-2-350G8-2,..700 35000700.00

n n nn n n n

These jets are rated on the bas is of stat ic t hrust. Howev er; with aforward sp eed the jet thrust increa ses. This i s due to the Ram-Air,provided the engine has a properly designed and leakproof airs coupThe dynamic S.F.C. a t about 200 - 250 mph. drops to 1/3 of staticS.F.C. value and lower at higher speed.The G8 -2 jets starts with a pus h of a button, It is 100% thrott leablewit h a smooth thro ttle progression, Idle to m ax thrust wi th instantrespons e of t hrottle vari ation. The th rust curve is a straigh t line.The je t emits no smoke or v isible flame in day time. I t has ecologi-cally clean and non -toxic exhaust that consists of Steam an d carbon-dioxide . All engines are m ade of heat resistant 321 Stainless steeland Alumi num. The G8-2 jet has no mov ing parts f or th at it is ver yrel iable and has extremely long life w ithout m aintenance.The tuning of t he intake s is built in,the fuel-air ration is als oauto matically c ontrolled all these features are built in and are asper the Co nstruction Pl ans.

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T h Q G 8 - 2 J Q t co nsi sts o f- t :w ama 'in '-p art s the BURNER and COWLINGthat houses first and second stages of the Intake System. The twoparts are assembled on a Mounting-Bar which is provided with fullyassembled and tested engines. The customer should test-verify theengine for thrust and how to handle it prior to mounting the Jeton his own installation. One also can copy the holes from the barto your installation for proper location. Helicopter engines comewith the Mounting-Bar others do not. The Round-Intake jets have noMounting-Bar. In most cases the G8-2 is available in 3 ways.

1. Completely Assembled & Tested Jets.2. Assembly Kits3. Construction PackagesThe completely Assembled enginesl this is selfexplanatory.The Assembly Kits consists of finished parts and SUb-assemblies.Some jets have one Heat Exchanger Coil some have two Coils. TheKits require less work for you,and what sub-assemblies are madeare assembled in a jigg thus. all parts are uniform and per print.To assemble a Kit one must take it to a Heliarc-welding place.The Construction Package consists of pre-formed but unfinishedparts. It is the least expensive way to get a G8-2 Jet Engine.However, it requires a lot of work on your part. The tools requiredto assemble the jet are; a hammer, two pair of metal snips, rightand left hand. Several files, measuring instruments, Sand-Paper anda roll of masking tape to keep the parts together while taking tothe welder. Welding must be done with a Heliarc Welding machine,and the welder must be an Aircraft Heliarc welder

G8-~-20 Assembl Kit G8-2-20 Construction Packdge

For a corect sequence and the method of assembling the G8-2 partsone must closely follow the Construction Plans and Instructions.When you are ready to fire your own G8-2 jet for the first time itis very important to follow a prescribed way Read carefully theinstructions. If the engine was assembled by EMG you can fire itany way within the limits. Keep the fire out of second stage.

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B A S I C P R I N C I P L E O F T H E G 8 - 2 J E T

The G8-2 Jet Engine is an entirely new concept ~s compared to theconventiona.l turbo-jet. It~is not a Ram-Jet nor tl ~llse-Jet. It isbasic~lly a burner with a sonic synchronized intake. Classically theG8-2 is a Pressure-Jet Engine.The G8-2 .Jet t:ngine was designed specifically around the fuelLiquid Propane. Pr i.rnar.Ly b ecause it is a fuel with DOUfJLE El\JEl{GYcompressive energy and heat of combustion. This resulted in simpli-fication of the entire design.Prnpane is safer than gasoline, readily available, easily storedand controlled and is inexpensive. Propane weighs 4.23 lbs per gdllon,and releases about 21,690 ATU/lb when burned (oxidized).When putting this fuel to work, dnd using both of these energies,the following is accomplished: The first energy, the inherent pres-sure in the fuel tank, when released, delivers the liquid fuel to thejet engine at high pressure, thus elimin~ting the fuel pump.The LquLd Propane upon reaching the hot Heat-B.xchanger coil inthe engine combustion chamber, is vaporeized and super-heated andpiped to the ejection nozzle, while still under high pressure.From the nozzle. the hot-gas is injected into the 1 stage intakesystem at supersonic speed. The high velocity of the gas does thework of drawing-in the surrounding air into the intake system at

predetermined fuel-air ratio of 15 to 1 by weight.Thus, compressive energy r eLease pumps the air into the jet burnereliminating the need of a bulky air compressor and, the motor todrive it.The 2nd stage duct must be sonically tuned to the 3rd st


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M O D E l G 8 - 2 - 5 J E T E N G I N E

static Performance Holding G8-2-5 Jet

S P E C I F I C A T I O NMax. Static Thrust .............Weight (Jet assembled) .............S~ii'~C. S't atLc ., iHP. [{dting :$tatic (equivalent He) ..H . P . H a t i n g a t 2 ()O m p h (gross I I p) . .

5.21.5NiAL~51.83

l.b s ,Ibs.(veryhp ,hp.

Low)

D I M E N S I O NOve r aH Length ...............Overall Intake from t13urner .....Combustion Diameter ..............'I'a i.1 Pi pe D'iame ter ............... 2~.O in.15.5 in.3.0 in.:::'.0 In.

A significant breakthrough for IVC mode I air-pLane ent.hust as ts 1this pre s sur e - .ie t e nf; in est ci. r ts wit 11 d pus j \ a I' d 0utton by R/ C, i.tidles with a wind like a turbine, anu cun ne stopped dnd r e.s t.a r te din the uir by H/C.For the first time ever, an ope r ator w itno ut going nNJ[' the pLune

Cdn stdrt the engine, tuxi, tak~-off, fly dod Idnd, tdxi bilCk to theapro~, park dod shut-off the jet engine.

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M O D E L G 8 - 2 - 2 0 J E T E N G I N E.

V)2.0 m;..I(5 t;

: : : >a .c10 :rf-l--S ~

G3-2.-20

NOZZLE t>RESSUlZE PSIG:o 20 40


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M O D E L G 8 - 7 - 4 0 J E T E N G I N E

G3-2-4050 V )t! l-J40 1-

V)

30 ~.r;2 D f-~t .u10 h

PRESSURE PS(Gr.o ZO 4D 60 80 IDe 120 110 16"0G8-2-40 Static Performance ( A ) Assembled dnd Tested G8-2-40

S P E C I F I C A T I O NG8-2-~O G8-2-80- -- ~-~-~--.~--_.. -~- -------- - - - - - - --~.----~---~-~--- --------_,_ --~~ ~~-- -Max. Static Thrust in LBS 43.0

Jet Weight Assembled 11.0SFC. Static Value '" 4.6SFC. Dynamic Value N / AHP Rating Static Equi valent HP...... 10.0HP. Dynamic bver 20IT MPH Gross HP ... 2 2 9

8 2 0 lbs.21.0 lbs.4. 2 Ibs/lb/hr.N/A

2 0 0 hp.4 2 . 5 hp.

D I M E N S I O NOverall Length in inches 3 8 5 4 5 0 inches

36.0 inches85 inches6. 5 inches

Overall Intake from < t 0 f Bur-nar-. . 27.5Combustion Chamber Diameter '" 6.5Tail~Pipe Diameter 5.0

8ugene

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M O D E L G 8 - 2 - 8 0 J E T E N G I N E~. " . .~ GLUHAREFF PRESSURE JET ENG IN E'"

1 0 0 G 8 - 2 - 8 0f1III80 . . . II-VJ60 ::lIXI40 t-!-W2 0 " N O ZZLE PRESSUREO PSI.o 20 40 60 80 100 120 140 )60G8-2-MO StdticPerformdnce

A n d r e Gluhareff h o l d s The G8-2-80 Jet Engine

P R O P A N E T A N K P R E S S U R I Z A T I O NPressure of Ni trogen ---------,Pressurizing Propane to ---~

G8-2 Jet

' J - ~_ J T ~V I 'rN o z z l e JPressure

fiI: ill! c- - : - ~ ~ ~ ' i i -._~ -0--- L-~ ~ = : ~ =.~~. --_. _-----.-- ~.~-.~-.- -- - ...-~-.- '--_ .. _ ._ _ ., _ - _ . -

T an k P re ss ur e

1 ',

\,\ ',iJ

The schematic diagram above shows the proper way to pressurise the Propane tankand to keep the pressure in the tank constant while a test is run. This way thedata obtained will be under proper conditions. One must keep in mind that thePropane-Tank has a pressure relief valve. It is usually preset at 375 psig by theState regulation DOT, Department of Transportation. If one will raise the pressureabove that value the Propane Tank will leak beyon operators control. The leakinggas is flamable and may explod. The EMG recommends that operator do not go abovethe 300 psig markl because the pressure valve is not exact it may start leaking at350 psig. or below that value.

rlo(YlO JC t : : :

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"'-w0-1> t="'00:":r:~I-z-

Ol c >0

~u :: > . . : . : :1 :- c:i E> '+-. . . . 0 O J< 0< II) :l. . . . . . .= '-~ : E ..0 ,_loll E ~- O :>L: 01;:::In U o ,-- c _0t-4 e n 0 ( 1 ) 0 6VI " 2 ,_. . :J

("') OJ~ Yl ..0 2 ':l E 0o 0.L:U,_.IV(!). . . . z

Iu.I

~. . . .. . . . .. .,~ I~ c oC). . . . . - ,: z : :l- I= I0 Itil

II

0 0Olt 0 ,_Ol u 0 ,_-0 II VI Vl, VIn e ! 2 01. . ' < : o, Ol c:VI c


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MODEL G8-2-130 JET ENGINE

1 2 0V) .c o_J7. 8 P ;

1 6 0 : ' . ,

! r't",, ,. ,

o o 80 1 2 : 0 160 '200 240~ NO ZZLE P~E -5SLJR PSIG-,A nd y J a' mi s~n\s holdi~gThe GS-2-130 Static Performance of G8-2-130

S P E C I F I C A T I O N G8-2-130Max. Static Thrust in LBS Jet W eight, Assembled .S.F .r. Static Value S.F.C. Dynamic Value .H P . Rating Static Equivalent H P H P . Dynamic over 200 mph. Gross HP.

137.024.51.33N/A33073.0D I M E N S I O N

,, ,

. ,

G8-2-130R1320 lbs230 lbs0 .7 8 l bs /l b/h r.N/A325 hp.73.0 hp.

Overall Length inches ! ! . t. 1i.!II ..... ' I I " ' . 480 48.5 in.Overall Intake from C of Burner . . . . . . . 370 360 inCombusti 01; Chamber Diameter inches .... 9.0 9.0 in.Tail-Pipe Diameter '. I ' II ' .. .. 1 . . . 70 70 in.MODE L G 8-2-130R J E T

The G8-2-130R photo left is a much betterengine. Changes are; The Elliptical Intakewas replaced b y a Round Intake this knokedout many problems that people had such as thealignment of the second stage and the thirdstage.Now there is no problem, just insertthe second stage into the third stage & thetwo bolts holding it and it is all doneThe Improvements are~ Jet weight is les~23lbs. The Nozzle pressure for 130 lbs.of stathrust is 170 psi. instead of the 240 psi.The S.F.C. = 0.78 Ibs/lb/hr. The MountingBar was eliminated and all Aluminum Parts

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M o ll i e r c h a r t f o r p r o p a n e .

3 IX J . . _ . . . . . , - . - -.:'.~:'~f~280 .% 0L:;: . J O O.... i!:T::::: ::;~~: : :

150

c

Entho Ipy-BTU,"LB/O F. [Above ,oluroled yo por ~I _200 F .I14


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DISCUSSION OF THE G8-2 JET ENGINEThe basic motive power of The G8-2 Jet Engine is the FUEL in the

tank. Propane is The Liquified Petroleum Gas (LPG), which is used incampers and trailers for cooking and heating. It comes in silvercolored containers that are attached to the trailer frame.The Propane in the tank is C 3 H S ' normally it is a liquid and itis under pressure of about 1 2 9 psig at .ambient temperature. Forclarification refer to The Mo!l'lierChart page 14, follow the saturatedvapor line until it intersects the ambient temperature line. Horizon-tally go to the left margin, there you will find the absolute tankpressure. From that value substract 14.7 and the remainder will bethe tank pressure in psig.Example: at 80~ F ambient temperature, thetank pressure will be 143 - 14.7 '= 128.3 psig. When Propane burns itreleases 21,690 BTU/lb. Propane weighs 4.23 lbs. per gallon and boilsat -43. 8~ F.Tank with a liquid pick-up, has a tube that goes to the bottom ofthe tank. Therefore, when the tank valve is open a liquid Propane flowsout to the throttle. The tank pres~ure is registered on the right handgauge, see Schematic Diagram page 12. When the operator opens the throt-tle valve, liquid fuel flows to the jet engine, when it enters the heatexchanger via #7 metering fittingoLiquid Propane upon entering the heat exchanger coils is vaporizedand super-heated. Absorbing the heat energy from the combustion chamber,which is at about 3,600~ F. The hot Propane vapor at about 1200~ Foflows under pressure from heat-exchanger through an insulated tube tothe ejection nozzle, see page 12 . There it is allowed to expand throughthe nozzle C to D (ref. Mollier Diagram), and enter the three stageair intake at supersonic speed.The pressure in the heat-exchanger and at the nozzle is the same,and it is registered on the left hand gauge, and is referred to as theNozzle Pressure,see page 12. The operator by moving the throttle canregulate the nozzle pressure with almost instant response.When operating The G8-2 Jet statically, the nozzle pressure (P )can never exceed the tank pressure (Pt), oec.aus e the boiling Propgnein the tank is the original source of pressure. Consequently the max.nozzle pressure will be, the tank pressure less line friction (Pf).

Maximum Pn =: Pt - PfIf slightly higher nozzle pressure is desired, the tank can bepainted black. This will increase the heat absorption, and increasethe temperature of the Propane, which in turn will result in higertank pressure. This increasemay be about 40 psi.If a much higher pressure is desired, then the tank must be heateduntil the desired tank pressure is reached. Ref. Mollier Diagram,follow saturated line A to B.

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MaZZIE 1st STAGE 2nd STAGE 3rd STAGE

When whirling the G8-2 Jet Engine on a tip of helicopter bladet h e t a n k p r e s s u r e i s n o t t o o i m p o r t a n t , b e c a u s eu p d u e t o t h e c e n t r i f u g a l f o r c e ( P f) a c t i n g o nl i n e i s a d d i n g t o t h e t a n k ~ressur. The nozzlethen be as follows;

t h e pre ssu re bui lt-t h e f u e l i n t h e b l a d epressure (p ) willn

The three stage air intake is so designed that the dmbient air ispicked-up at eash stage. Fuel mixes with air so that the fuel-airratio of the gdS entering t h e combustion chamber is maintained a tabout 15 to 1, by weight. In doing this work the Propane's inherentcompressive energy i s released ciS Kinetic E n e r g y (K G).The air is pumped in the following manner. The supersonic blast ofPropane Vapor from the nozzle entering the first stage, creates apart ial vacuum at the in Le t , thus induc iug ambient air (W~ ] .

I

The new mixture of the induced air and fuel in the first stageblasts into the second stage, creating a partial vacuum at the inletof #2 stage, and inducing more i :: l. ir C W t lg ; ) into the second stage.

The same proces S is.repeated at the inlet off the third stage,inducing final air ('2V~ )oNi th the addi t i.o n of .,_a~J) air to themixture it becomes comliUstible, up to now it was t o o rich and wouldnot burn.The mixture then moves through the diffuser section, where thehigh velocity of gas is converted to pressure. This phenomenan isreferred to as the pressure recovery by the diffuser. This is used topressurize the combustion chamber, and to upgrade the combustionefficiency.The junction of the diffuser and combustion chamber is called thediffuser-skirt. In this section the mixture is ig;nited and forms astationary flwne-front. This is defined as a point where the velocityof the flame propagation upstream is equal to the velocity of the gasmixture coming down.The amount of air drawn in by each stage, and the total amount ofair (by weight) can be determined by the use of the continUityequation, which is as follows;

-n , = Nozzle Efficiency, M = Mass Flow, V = Exit-VelocitySee sketch (A) page 17, or page 34 GTS-lS Technical Hand Book,"Intake System Analysis.

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19/90

INTAKE SYSTEM D I F F U S 8 H SKIRT---.FLAME FRONT1.J~ I OIF'FUSER

306.5 K E G = 2 0 8 .V2 = G25.5G2 =.264w.::.129

1 0 : : 45.4

141V3 = 172G3 =.3051 J c t ~ =.041

% : : :14.2V I 384Gl =.1345

W e < . . : : .115I i o ' = 40.4

S a m p l e A n a l y s i s o f A m o u n t o f A i r P i c k e d u p b y e d c h S t a g e

T h e s k e t . ch i l l u s t r a t e s t h e t h r e e s t a g e s o f t h e s u pe r- ch a r - ge r o f t h eG 8 - 2 J e t E n g i n e o p e r a t i n g s t a t i c a l l y , p r o d u c i n g 10 Ibs. o f t h r u s t .I t g i v e s t h e v a l u e o f K i n e t i c 8 n e r g y (!(L~), V e l o c i t y (V), W e i g h t F l o w(G), W e i , g h t o f I n d u c ~d l \i r C W a . . ) , em d Pe r - ce n ta g e o f a i r i n d u c e d p e rs t a g e (%J ; f o r a l l t h r e e s t a g e s .T h e d e t a i l s c t n d c o m p l e t e m e t h o d s o f c a l c u l a t i o n s a r e n o t p r e s e n t e di n t h i s b o o k . T h i s m a t e r i a l w i t h e x a m p l e s i s g i v e n i n t h e G T S - I oT e c h n i c a l Han d B o o k . (G T S - 1 5 T e c h n i c a l H a n d H o o k i s p r i c e d $ 7. 5U p l u s

, 'p.2 p o s t a g e) .T h i s m e t h o d o f c a l c u l a t i n g t h e i n t a k e s y s t e m p e r f o r m a n c e i s v a l i do n l y i f t h e 2 n d a n d 3r d s t a g e s a r e s o n i c a l l y t u n e d t o e u c h o t h e r . T h e2 n d s t a g e i s 1/2 w a v e l e n g t h a n d t i l e 3r d s t a g e i s 1/4 o f t h e sa m ow a v e l e n g t h .P e o p l e i n t h i s f i e l d have h e a r d o f t h e t u n e d e x h d u s t o f t h e i n t e r n d lc o m b u s t i o n e n g i n e . T h e e f f e c t o f t h i s i s l o w e r i n g o f t h e b a c k p r e s s u r e ,r e s u l t i n g i n m o r e p o w e r . I n t h e c u s e o f T h e G 8 - 2 J e t w e d o t h e r e v e r s e ,

c r e d t i n g h i g e r p r e s s u r e i n t h e i n t a k e s y s t e m . N i t h o u t s o n i c t u n i n g t i l eG8-2 J e t w i l l n o t w o r k s t a t i c a l l y .B e y o n d t h e f 1 8 m e - f r o n t t h e f u e l - a i r m i x t u r e e n t e r s t h e c o m b u s t i o nc h a m b e r , w h e r e it b u r n s , ex p a n d s , .rn d c r ec.e s p r e s s u r e . The 9U.Q t u r n i n g ;o f the g u s [l o w e n t e r i n g the c o m b u s t i o n ch a m b e r cr e a te s a g r e a t deal o ft u r b u l e ~c e . T h i s s l o w s d o w n the f l o w , a l l o w i n g e x c e l l e n t m i x i n g dode x p d n s i o n , w i t h m o r e e f f i c i e n t b l l r n i n g . T h e c o m b u s t i o n c h a m b e r t e m p e r


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Due to the higher pressure in the combustion chamber, the hot ga sis driven toward the tail-pipe completing its burning cycle. In thet a i l - p i p e t h e g a s a c c e l e r a t e s a n d c o o l s d u e t o i t s e x p a n s i o n , a n d i sejected out. Thus the second energy of Propane, (the heat of combus-tion) is released reslting in jet thrust.

CALCULATE JET EXHAUST VELOCITYThe equation for jet thrust ( '1 ') isM = mass of gas in slugs (W/g),32.2 gravity constant.

T = M x V eV = exhaust gas velocity in ft./sed:egE X AMP L E :Calculate the jet exhaust velocity (V ) for the G8-2-l5 Jet Engine,producing 16 lbs. of static thrust.

1. Determine the weight-flow of fuel. (Gi,) lbs. /sec. From graph(A ) page 3 1 determine coresponding SFC = 6.5T x SFC 16 x 6.5Gf = = = 0.0289 lbs./sec.t 36002. Determine the weight-flow of air (G,) lbs./sec.From graph (e) page 33 air-fuel rat!o is 14.6 to 1.

Ga = Gf x 14.6 = 0.422 l.bs./sec.3. Determine the total weight-flow (G) Ibs./sec.

G = Gi,+ G = 0.451 lbs./sec.a4. Dete~mine the total mass-flow (M) slugs/sec.

M = G/g = 0.451/32.25. Determine exhaust exit velocity (V ) In ft./sec.e

V T/M = 16 x 32.2/ 0.451 = 1,142 ft./sec.e

HORSE POWER VS JET THRUSTA question often asked is, WHAT IS THE: HP RATING OF'TIE G8-2 JST?

A Horse Power (HP) is a unit of power that we are familiar with. Itapplies to the internal combustion engine and a turbine, whichproduce shaft power (torque). When we refer to pure thrust engineswe rate them in pounds of thrust.The lIP of the G8-2 Jet cannot be stated unless a specific conditionis given. The HP of G8-2, or any jet engine that produces pure thruststatically, by calculation, is zero. We use the term, EouivulentHorse Power (HP ). This means that the HP value is based on an empir-ical value detePmjned by actual test. As compared to the internalcombustion engine.

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EXAMPLEAn actual test was conducted, a 12 hp rated internal combustionengine, with a fixed pitch propeller, produced a max. static thrustof 48 lbs. running at full power. Calculate the lbs. of thrust perhp.

THUUST (T) = 48/12 = 4 lbs. per HP.The G8-2 Jet produces 40 lbs. of thrust statically, calculate itsequivalent H P.

EQUIVALENT (HP ) = 40/4 '" 10 hp ,eFor calculating the H? of the G8-2 Jet at any other condition, theequation is as follows;

HP = T x V/550T = thrust in lbs., V velocity in ft./sec. 550 '"constant.

~ X AMP L ECalculate the HP of the G8-2-40 Jet at 400 mph. (V 586 ft./sec.)

H P = 40 x 586/550 = 42.7 hp.Calculate the HP of the same engine at 650 mph. (V = 954 ft./sec.)

lIP =: 40 x 954/550 = = 69.5 hp.The actual value of HP will be nigher with a properly designed airscoop. It will increase the inlet pressure due to the ram-air effect.

Increasing the thrust and lowering the S.~'.C" means that you burnless fuel, and get more thrust. Allowing longe~ flight on a tank offuel.Page 34 presents a wind-tunnel data for the G8-2-15 Jet. It wastested with and without the air-scoop. Corve (8) shows jet thrust withthe air-scoop on at 300 ft ./sec. (205 mph). The curve (A ) is staticperformance with air-scoop on. The results indicate that the jet isstarving for air. The curve (C) shows static thrust without the air-scoop. Comparing the curve (B) with curve (C) shows that there is a10% thrust gain with the scoop. This particular scoop had a substantialleakage of pressure.Due to very efficient burning there is no visible flame nor smoke.The exhaust gas is not toxic, it consists of steam, carbon-dioxide,and inert nitrogene. The exhaust blast of G8-2-l5 is relatively cool,you can put your hand in it at 5 ft from the end of tail-pipe, andexperience only a warm blast. If the tail-pipe is shortened a visibleflame will appear, and thrust will drop.The noise level of the G8-2 Jet is considered low. The sound ismostly from the tail-pipe, it has a tendency to select and amplifyits own natural frequency, from the noise source at the fluctuatingflame front in the diffuser skirt.

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INSTALLATION INSTRUCTIONS

The G8-2 Jet Engine is not a Pulse-Jet, it is a burner, and ar es on at in g t ai l- pi pe is detrimental, it reduces jet thrust. The endof the G8-2 Jets tail-pipe has a fishtail cut which dampens the tail-pipe1s natural frequency. The change from straight to fishtail cutincreased the thrust of the G8-2-15 by 3 lbs and reduced the noiselevel by about 1/2.The resonance in the tail-pipe is detrimental to the intake system.The resonant frequency of the tail-pipe interfers with the frequencyof the tuned intake, which operates on a higher frequency. A smallhole in the side of the Diffuser #5 is a sonic damper, i t reduceSnoise and improves jet thrust. (Hefer to GTS-15 Technical Hand Book,page 46. II Sonic Tuning of the G8-2 Jet Engine).The total compressive energy of Propane is released to the intakesystem as Kinetic Energy (KE). This energy is responsible for pumpingair and to maintain combustion chamber pressure. The total KineticEnergy can be calculated as heat energy, by the area enclosed by A,B, C, and D. (see Mollier Chart page 14).Liquid Propane in the tank is under pressure which is applied atthe metering fitting #7 at point (B ) on Mollier Chart. The heat Energy(ll) to (C) increaSing its Enthalpy, is transferred to the fuel in theHeat-ii:xchanger Coils #3, to vaporize and dry. f~nergy released c:ttthenozzle #17, expanding gas follows the line of constant Entropy (C) to(D), is Kinetic Ener-gy (KG). (D) to (A) this energy is released in the.intake stages as Heat 8nergy. (A ) to (8) energy trans ferred to Propanein the tank as heat, from the ambient air, or by heating the tank whertmore pressure is needed.The simplicity of the G8-2 Jet 8ngine, and its similarity to theTurbo-Jet ~ngine in performance, resulted in great demand and popula-rity in schools and colleges, which lead to the development of TheGTS-1.5 Teaching Test Stand. This audio-visual educational devicesimplifies the teaching of the principles of jet propulsion. (Uefer,pages 54-55, or to The GTS-15 Technical Hand Book wh i.ch is primarilyfor jet performance calculation and lab. use).

The completely assembled G8-2 Jet is mounted on a mounting-bar,the assembly consists of 3 parts, the Burner Assy. part (A), CowlingAssy. part (E), and a Mounting-Bar. (see page 21) The Mounting-Oarserves two purposes, one is to hold the parts (A ) and (8) togetherwith proper positioning of parts and proper stage alignment, thesecond is for transportation.

The jets are test fired while on the mounting-bar. You may incor-porate the mounting-bar into your design, or substitute your ownmounting-bar, using the original bar as a jigg to drill new mounting'holes. To disassemble the G8-2 Jet Engine into the burner (A), cowiihg(8) and the mounting-bar, one must remove the bolts. However, a seque-ntial procedure must be followed in disassembling or assembling.

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First remove the screws or bolts holding the cowling, tbqs looseningit from the mounting-bar. Apply slight pressure to the cowling pullingthe #2 stage out of #3 stage and lift, (see fig. A). When cowlingclears the #3 stage, slide it toward the burner while it is sliding offthe nozzle, until it is free. Finally remove bolts holding the burnerassembly and then mounting-bar and separate them.

Fig.(C) Frontal aligningz :6

" "~ MOUNTlNG BOLTSFig.(A) Removal of Cowling Fig.(B) Aligning the Stages

To assemble the G8-2 Jet one made by you from LI . constructionpackage or assembly kit, foilow the same procedure as above, but inreverse.All stages must fit one into the other as concentrically as possibleThe air-gap between the two mating stages must be the same all ctrowndthis applies to stages 1 dnd 2, and 2 and 3,The nozzle should be positioned to blast through the center of #1stage, and aim at the exact center of #3 stage in both planes. To checkthis alignment one must mount the burner assy. on to the mounting-bar,then position the nozzle at the aprox. location where it will be whenthe cowling assy. is mounted.Use a rod or wire that fits exactly into the nozzle orifice, itshould be long enough to reach inside the #3 stage. If the alignmentis not correct, bend the nozzle to aim as stated clbove. Remove the rodand install the cowling assy. All 3 stages and the nozzle must be onthe center-line, see fig. (C). If the stages and nozzle ure not prop-erly aligned, it will result in ear splitting shrills. Hecheck thealignment and correct.

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F IR S T F IR IN G OF A N EW JE TT h e f i r s t f i r i n g i s t h e m o s t important firing, it must be followed

as directed. The new G8-2 Jet Engine must be heated gradually to itsmaximum temperature. This initial neuting releases all the internalstress concentrations as a result of welding and hammering. If thegradual heating is not carried out, the engine may be permanentlydeformed or cracked. After the fiest controlled firing as directed,the G8-2 Jet can be fired any way you wish, then it is safe.Firing of the G 8 - 2 Jet is extremely Simple. Upen valve on fuel tank,crack the throttle, and push the ignition button, the jet wilb light-upwith a weak puff. Allow heat-exchanger coils to warm-up for 6-8 secondsthen use the throttle as you wish. More throttle more jet thrust.

FIRST FIRING DIRECTIONSPrior to firing the G 8 - 2 Jet see the schematic diagram -on page 1 2.Carefully check your fuel lines and igrlition wires, make sure all nutsare tightened properly. Also check how securely your jet is fastened,would it tear itself loose or not? Then read the instructions below.Ignite the G8-2 Jet by pushing the ignition button, at the same timecrack the throttle gently to about 10 - 15 psi nozzle pressure. If theelectric ignition is not available use a mdtch at the tail-pipe. As thefuel-air mixture ignites, slowly increase the nozzle pressure to about25 psi and let the engine warm-up for 5 -10 seconds, at this point thejet engine is idling.

CAUTION:Do not allow the fire- in #2 stage, fire will deform the #2 stageduct and may melt the alumunum cowling. If this occurs immediatelypush the throttle and increase the nozzle pressure, this will blow the

fire into the combustion chamber, where it belongs.When the .engine is idling properly, wait for it to get red-hot andallow all pa~ts to come to an even temperature. Then start opening thethrottle slowly to its maximum position. The noise will change from ahum to a roar and the thrust will go up. Make sure the engine is prop-erly secured and will not tear itself loose. Do NOT be frightened bythe red-hot engine it is quite normal. Keep it firing at maximum throt-tle setting for about 30 seconds. Then shut it off just by turning offthe fuel (throttle). This terminates the first firing of your jet.Maximum jet thrust output depends on the gas pressure in the fueltank, higher the pressure, higher the jet tllrust. By Pdinting the fueltank flat black the tank pressure may be rdised as muctl as 40 psi.00 NOT use any pressure regulators on your' fuel tank. If you haveone on, remove it. The fuel line must be direct, tank to throttleand then to jet.NOTE; use Liquid Propane not gas. If you do not have a tonk with dliquid pick-up, turn your tank upsidedown, in this way you w i,11 supp Iythe jet with Liquid Propane instead of gas.

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WHY THE G8-2 JET ENGINE WAS INVENTEDBY

EUGE J \ fE : M . G LUHAREF F

Whenever there is a discussion regarding the G8-2 Jet Engineinvariably the question is asked: "How and Why did the G8-2 Jet cameabout? The reader of this article will probably ask the same questiontherefore, I shall anticipate this and provide the explanation.

The engine was invented due to necessity. It took about five yearsto develop a 1.25 Ib thrust working prototype, to the present G8-2-1~Jet Engine dnd in 1978 a 23 Ibs of thrust.It may seem unusual to take five years for a relatively simple job,however, Propane is a new fuel and the "know how" o.n its applicationhad to be acquired experimentally step by step. Insufficient amount ofunds slowed it down considerably.The idea that instigated this development was my ambition to builda IIfLYING MOTOHCYCLE", or in other words, a IIPORTABL8 ONE-MAN HELI-COPTER.", a field heretofore untouched due to the non-existence of asuitable blade-tip powerplant. Iwas convinced that blade-tip powerwas the only solution to this problem.Consequently, my next problem ~as to find a suitable powerplantfor installat ion on a helicopter blade-tip. Exam ining available jetengines, such as HAM-JJ!.."'T,I) LS[~-J'~r, VALVELeSS PULSIi: JET, I realizedthat there were no suitable engines to do the job.At this point the usual question asked is, "What is the differencebetween the above mentioned jets and rockets and the G8-2 Jet Engine?Also, "Why some of the above jets cant be used". The answer is tha tthey Cbn be used but they are not practical for tile job, the goal woulnot be reached.I feel that prior to further discussion as to why the existing jetsand rockets are not suited for the job of powering a Portable One-ManHelicopter. Disadvant~ges of each of the above mentioned jets shouldbe pointed out this will familiarize the reader so that he will be ablto recognize the features of the G8-2 Jet Engine, that the others arelacking, and its essential superiority and simplicity.

lWCK8I' &'lGINERocket engines, mono-propellant or bi-propellant are inherentlydangerous because their thrust is a result of a continuous controlledexplosion. The specific fuel consumption of rockets is extremely high.This is due to the fact that all of the fuel must be carried on board.Contrary to air-breathing jet engj_nes with fuel-air ratio of 15, whichmeans that for I lb of fuel on board, 15 lhs of air is picked-up fromthe atmosphere. In starting a rocket on a blade-tip with a poor cata-lyst or if not igniting instantly, this will spew raw fuel into thesurrounding atmosphere, which in most cases is toxic or incendiary.

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PULSE JET ENGINE

Thus not a de si red f ea tu re f o r rotary aircraft. Refueling a l s orequires t r a i n e d p e r s o n n e l a n d t h e c o s t o f m o s t r o c k e t f u e l s is p r o -hibitive. The average S.F.C. = 36 lbs/lb/hr. The a tt ra ct iv e fe at ureof tip-rockets is that it is small, simple, and lightweight. As anexample to fly a rocket powered flying-belt using Hydrogene Peroxide(I~02) as fuel, the cost is about $45 for about 20 seconds.RAMJEt ENGINE

Ram-jet is known to be the simplest jet engine but it is thehungriest on the list of S . P . C . The Ram-Jets average S . F . C .= 1 2 lbs/Ib/hr. in the subsonic range. Furthermore, ram-jet does not operatestatically and it has to move through the air at a relatively highspeed before it can be ignited.The ram-jet IS propulsive efficiency and thrust is solely a functionof ram-air pressure which in subsonic region is low. Moreover, ram-jetsfrontal projected area is the largest in comparison with other types ofjets for the same thrust. Therefore, the ram-jet has a very high profiledrag at high speed while at low speed it does not work.The combustion cycle of a ram-jet is considered to be that of as imp Ielow pressure burner. Ram-jet uses ordinary gasoline, kerosene or jetfuels, resulting in smoke, fire, and toxic product of combustion. Thisis mostly carbon-monoxide (CO). The advantages of Ram-Jet is Simplicityand no moving parts.

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The Pulse-Jet is a member of the jet famlly that operates on anexplosion cycle. In other words, its tllrust is a result of a series ofexplosions which are controlled by sonic synchronization of the inletvalve to the resonant natural frequency of the tail-pipe. The lengthof the tail-pipe is equal to 1/4 of the sonic wave length.

The Pulse-Jet operates best statically, its thrust decreases withforward speed, due to its high drag and desynchronizing effect of theram-air on the valve. (At mach number M = 0.6 the jet thrus t is dlmostzero). The Pulse-Jet is long, bulky dnd heavy it requires auxiliarystarting equipment such as air compressor, motor, and a big storagetank because the jet does not start every time.The throttleability of Pulse-Jet is about 20% at the top (between80 8nd 100% only). The average S.F.C. = 6.0 Ibs/lb/hr. The biggestdisadvantage of the Pulse-Jet is its valve which is completely unre-

liable, heavy and has a very short life. Consequently, as the valvedisintegrates the jet thrust drops. 'rhe noise level of the Pulse-Jetis extremely high because the jet performance depends on the compres-sion of the sonic wave to reignite the fuel-air mixture each cycle.VALVELESS PULSE JEt

'I'h e Va 1veless PuIse-Jet is mere ly d pulsc=jet wi thou t the valve.nlis is accomplished by matching the natural i're


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The elimination of the leaky valve improves the propulsive effici-ency, it also improves the S.F,C. = 5.0 Ibs/lb/hr This also allows amore complete combustion thus reducing the toxic exhaust fumes, ascompared to the pulse-jet. The toxic exhaust fumes of the pulse-jetars conciderably less if compared to the rdffi-jet.This is the resultof changing from low compression burning cycle of ram-jet to theexplosion cycle of the pulse-jet.The configuration of the Valveless Pulse-Jet differs from thestandard pulse-jet by having a longer intake duct, and overall lengthbecomes 1/2 of the sonic operating wavw length, but all other opera-tional ch&rachteristics of the pulse-jet are retained.

P H E S S UR E J E T E NG I NEA Pressure-Jet is a ram-jet to which the air for combustion is sup-plied under pressure. Consequently the ram-air is no longer of any use.Pressurization of the combustion chamber allows the burning cycle totake place under higher pressure, thus greatly improving the propulsiveefficiency which results in much greater thrust and lower S , F . C .The average value of S.F.C. = 2.0 lbs/lb/hr for the Pressure-Jet.The burner unit is usually small, has low aerodynamic profile drag andalso low weight. This is a very attractive quality. However, thecompressed air must be supplied by a compressor which in tvrn requiresits own power source. Therefore, rendering the system complex, heavyand high-priced. Consequently evaluating the over-all system andconsidering the machinery involved, the over-all S.F.C. the system isno longer attractive.Upon analyzing the existing types of jet engines I carne to theconclusion there were no jet engines that were practical. It wasnecessary for me to invent one. Since I had several patents on Pulse-Jets and Jet Helicopters, this contemplated task was not a new one.The new engine would have the following qualities; Lightweight, nomoving parts, low fuel consumption, requiring no auxiliary startingequipment, work well statically and at high speed, start without failevery time with a push of a button, minimum noise, smoke, flame, andone without the toxic exhaust fumes. All of the above mentioned jetsuse gasoline, kerosene, and J.P. fuels which have toxic exhaust gas,smoke and flame.Weighing all the factors, I felt that the fuel was the No 1. itemand the jet must be designed for use with a particular fuel. Then,into that were incorporated the phenomenas of desired charachteristics,and so, Propane was selected and the G8-2 type jet was invented.Now in 1978 with larger thrust units such as the G8-2-130, basedon data obtained from Space-Ranger the S.F.C. ~ 0 . 7 8 Ibs/lb/hr.in static operation, and no machinery.

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HE L I COP T ER BLADE-T IP IN STALLATIONTo install the G8-2 Jet on a helicopter blade-tip, wether theM E G - I X , MEG-2X, MEG-3X or others, Certain specific requirementsmust be carried out.The c.g. of the burner assembly (A ) must be located on 25% ofthe blade chord. The jet mounting plates must be bolted directlyto the load carrying straps. The steel straps run on top and bottomof the blade on 25% of chord, transmitting directly the jet centri-fugal load to the root-fitting. (see photo B page 32) steel strapsmake the blade strong and stiff.(ref. D W G # 307-Xl-Burner (A)-~ I t \ . (tlR- SCO()P~ H i n g e ~ x i S I

'lit, i ...+-_~.. c . . C : J . I _.'- )c r ~ ~ t : e e ~

--f'''~ \-- r----Burner e G . - - - - - - - - - Blade- t - - -1< Retention Ring - j,E/ L50 / 0 of strapsI chordFig. (A ) Jet position vs blade,/i'-To minimize the jet drag it must be positioned at O~ while theblade is at +8~(see Fig. B). Also ref. to DWG # 301-X,To accomplish this twist, # 3 ~tage must be turned 8~ prior toweldjng it to the combustion chamber. (when ordering a G8-2-15 orG8-2~20 for helicopter use, please specify 8~ twist).The tail-pipe being subjected to the centrifugal force, must beattached to the trailing edge (T .I~.) with a retention ring. Thisring must fit loosely over the tail-pipe, allowing it to slide freelY,it may move 1/4 to 1/2 inch. Tail-pipe expands longitudionaly fromthe heat inside. (see F i g . A & C ).The retention ring must be made of normalized 4130 steel band,and welded to the holding bands with Heliarc, with all welds tocarry the load in shear.

Burner e G . -- Blade/r: Engine, HetentionHing

8 BoltFig. (B) Jet-Blade relation

WeldFig. (C) Retention

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TIP-JET IGNITIONSpark-Plug

to Plug ftHub

Slip-Ring ASlip-Ring B Spark-Plug

'----''< i tion Wiret o S pa rk -P lu g

-Jet A

Piezo-Electric - CrystalN eg at i v e - G ro un d

' - - - - - 1 5 , 0 0 0 v ol ts P os it ive

The diagram above illustrates a typical helicopter igni-tion system powered by two tip jets. The system has twoIgniters A and B individual system for each jet.The diagram above illustrates a typical ignition for ahelicopter with two blades and two tip jets. The systemhas two Igniters A and B an individual system for eachjet.When the RED BUTTON is pushed a 1 5 , 0 0 0 volt charge goesto a SLIP-RING where it is transferred through a brushto a rotati ng part. From sl ip-ring the charge travels tothe spark-plug through a high voltage wire in the blade.The spark ignites the gas in the combustion chamber andjet is on The current returns to the Igniter via metalsrtucture that serves as ground thus closing the cir~ui t.Consequently when button A is pressed the jet A is igni-ted, press button B the 8 jet is ignited stationary orrotating rotor.One Igni t er can be used for two jets but the slip - ringmust be split in two, one half for each jet so ignitingone jet at a time. To avoid electric leakage the highte-nsion wire must be well protected.The IGNITER is a Piezo-electric crystal when it is hitit produces the 15,000 volts suitable to ignite the jet.It always works, weighs under 2 oz There is no need fora b at ter y.

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IG N IT E RRed PushButton

LockingNut

l ~e 9a te ve _ _ ., _,PostPositivePost +


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MEG -1X H EL ICOP T E R

E.M. Gluhareff Harness Flight Testing MEG-IX Single Bladed One-ManPortable Helicopt er, ".Powered by one G8-2-25 Jet Engine.

The G8-2-25 Installation on MEG-IX Blade-Tip. This is the Improvedversion, not the original. Above instdllation is similar to theG8-2-15 installdtion on MEG-3X blade-tip.- 28 -


31/90

MEG-1X HELICOPTER

. \~~~ I '<

MEG-1X SPECIFICATIONSRotor Diameter ......... Q'Numb er of Blades .........Blade Chord .Airfoil Sec. Root N ACA . Airfoil Sec. Tip N ACA .. Power-Plant, Pr~ssure-Jet ..Max. Static Jet Thrust .....

20.0 ft.I12.0 in..0012.0009G8-2-2525.0 lbs.Weight Empty............... 58.0 Lbs,Fuel 3 gallons Propane 13.0 Ibs.Gross Weight ~ 260.0 Lb s 0Flight RPM 335-370Hovering Flight Duration 18.0 min.Fuel used per minute ...... 0.72Ibs.First test flight (harness) Feb.1956Total Flight Time ......... 70-90 hr.Test Pilots; E.M. GluhareffHobert FarringtonNo Vibration, Excellent ControlResponce and extremelly Stable.

The MEG-IX, a single bladed portable one-man ilelicopter, is not aconventional machine but it has many advantages. It is simple indesign, has low operating cost, has only one jet to feed and verylow construction cost due to its simplicity. The reason the MEG-IXdoes not flip over is that its rotor is on a hinge, allowing theblade to flap. Consequently a hinge transmits no moment.

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I ~MEG -2X H E L ICOP T E R

'.,.",-

Los Ange les M arcr NewlDESIG='ER GLl' H.~REFF & : HEI_ICOPTERIn the race to build tbe ' \ ,~orld's smallesthelicop ter ~ ( he lead was c laim ed las. week

In' : \erQ n.1utical En gin eer Eug en e GIll-h;refi. Weight ~i the contraption:6 8 Ib s.. 0 nd G lu 1,3 reff th inks he en n even -tually io\\"er it to .. 5 lbs.

MEG-2X SPECIFICATIONS~Rotor Diamet er ..... 000 Number of Blades ........Blad~ Chord ..............Airfoil Sec. Root N AC A Airfoil Sect. Tip NACA ....Power-Plant, Pressure-Jet ..Max.Jet Thrust (Static) ....

20.0 ft.212.0 in..0012.0009G8-2-1313.0 Ibs.Weight Empty .~uel 3 gallons, Propane .Gross Weight ..............

68.0 lbs.13.0 Ibs.270.0 lbs.Flight R P M . . . . .. . . . .. . . . .. Hovering Flight Duration .Fuel used per minute .

300-340 actual12.0 min. act.0.54 lbs.Forward Speed Max.......... 65.0 mph.Hovering Ceiling 4500.0 ft. calculatedService Ceiling 17000.0 ft. calculatedFirst flight (hovering) .... Oct. 1956Forward Flight in wind cond. 25-35 mph.Forward Flight Duration.... 18.0 min. actuaLTotal Flight Time 170. hours plusTest Pilots; 8.M. Gluhareff

Robert Far-rington

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MEG-2X Portable One-Man Helicopter, piloted by E.M. GluhareffThe original MEG-2X Helicopter as shown above was powered by twoG8-2-13 Jets on each blade-tip. The helicopter became airborne inhovering at about 300 RPM and 6.5 blade pitch angle lifting 270 Ibs.lsee graph page 35). The jet speed at 300 RPM is 315 ft./sec. and itsthrust was 13 lbs. With two jets the total thrust was 2 x 13 : 26 lbs(ref. page 35). The horse power to fly was 14.9 hp , (Gross HP).

HP : T x V/550 = 26 x 315/550 : 14.9 hp.The Graph (A ) below, illustrates a typical G8-2-15 static perform-ance, also shown is the S.F.C curve vs Thrust and Nozzle Pressure.EXAMPLE: At a nozzle pressure of 130 psi static thrust is 14.5 lbs.and S.F.C. = 6.4 Ibs/lb/hr. This means that to maintain a thrust of1.0 lb. for one houT, 6.4 Ibs. of fuel will be used. At lower thrustthe S.F.C. will be higher. However, at jet forward speed of about300 ft./sec. the DYNAMIC S.F'.C. will be about 2 lbs/lb/hr. for G8-2-13on blade-tip.The Graph (8) below shows the Net Available Horse Power vs jetspeed, at jet Gross Thrust of 15 lbs. constant. The designates JetHot Drag plus Scoop Profile Drag at various speeds in po~nds.

NIT HORSE.POWER v s, V(1oClTYSf ATIC THR.UST V " NOZZlE PRESSURE s.r.c. vs , PnIb 109

0:? ; B12 0~ 710 ~6

:t8 ... 56 ~ 4

~34 "_ 22 Z r

,< ,-w,g'\~0 . , J Ve/

. _ - c _ ~ /'t v " L . . . . . . . 0/r ( 7 ; : -J V/ V Graph (B)!L~V I I

14 I 1.0"~ 1---r-----? 2 r - -I/,~ A..,~'~ ~!> 'i"},... " ' . < . . S . F . C .I ' " " " 1% t:-I-- / _ .., !-:--/ I/ IV I --iGraph (A )../ I I I I

12108642o 2.0 40 60 80 100 I'.W 140 lbe 160

NOZZLE P~ESSL IRE PS Io roo 200 300 400 500


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With the improved G8~2-15 Jet, throttle turned to full power,each jet will produce 18 Ibs. of thrust. The total available HPthen w i l l be 2 2 . 7 h p . This demonstrates that MEG-2X has a 47.5%reserve power, as compared to piston engine driven helicoptersthat usually have only 2 0 1 0 reserve power in hovering.Now with the latest G8-2-20 Jet producing in excess of 23 Ibs.of thrust, the MEG-2X will have an excellent performance.

Gross HP vs RPM for MEG-2X with 23 Ibs thrust/jet.ROTOR R P M JEI' SPEED (ft/sec) GROSS HP

100 .. ~ .......... ill ,.. ... 105 . . I 8.7200 . . . . . . . . . . . . . . . . . . . . 210 . . . . . . . . . . . . . 17.5300 .. ,. ill .......... 315 . . .. . . .. . . 1 1 0 '" 26.4400 ... . .. . . .. . .. . 420 ,. .. ,., . . . . . ,. ,. . 35.2500 . . ,. . .,. . . . .. . .. . 525 .. . . . . . . . . . . . . . . . 44.0Static HP is given as equivalent HP and is used only as a compar-ison to rate a pure thrust jet engine in static performance. Theequivalent HP of the G8-2-1S as discussed above is 18/4 = 4.5 HP.With two jets we have a total of 9 HP, but tests prove that 14.9 HPis needed for MEG-2X to be air-borne. If the HP assumptions were tobe based on equivalent HP the MEG-2X would never get off the ground.

G8-2-13 on blade-tip of MEG-2X (A ) MEG-2X blade uncovered

Photo (B) above shows the blade construction before covering itwith fabric. Identical blades were used on MEG-IX, 2X and 3X. Theblade consists of Spruce L.E. with steel straps on top and bottomto carry the jet centrifugal load directly to the root fitting.Balsa wood ribs are glued to the spar and Spruce T.E. The aluminumtip-fairing and fuel lines are visible in the L.E. The root fittingplates are made of 7075-T6 aluminum alloy. The complete blade withtip-fairing weighs 8 Ibs.

ReI. D \ V G " # 307-X Blade Ass embly, iJfVG# 308-0 Tip-Fair ing, DWG #301-X Jet Instullation on Blade.- 32 -


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10. 000900;

8. 800700V1o :l

. . . . : l 6z 600HE - < 500V10p: : 4l J : :E - o'0a::


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PRATT & W HITNEY AIRCRAFT 27


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26 PRATT & W HITNEY AIRCRAFT


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