6 Afterburner Nozzle Actuators
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- Опубликовано: 29 окт 2024
- We look at the variable jet nozzle on an afterburning turbojet, and how it is made to change shapes.
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...And all of it designed by hand when 'CAD' wasn't even a word yet. Amazing!
Yes, and I bet it was cheaper than it is to design this kind of stuff today? Why? Nobody knows!
0:39 looks so cool. Reminds me of a folding vegetable steamer... for steaming vegetables at several thousand degrees celsius.
When you were exclaiming " look at that beauty ! " ,,
I was busy taking screen shots ,
It is a jaw droping beauty , what a complex design. I must draw it
Yay, my moment of fame; I guess I can say I'm kind of a big deal on the Internet, now.
I think I was thinking of pistons like springs, thank you for another great explanation!
That nozzle is about the coolest mechanism I've seen. I'd love to see closeup video of the various linkages moving. I'll keep watching your back log of videos in hopes of seeing more. Thanks.
Jay, you do good work! and you entertain "A plus".
Now I completely understand why the nozzles move ... thank you Sir.. :)
Love the music in the backgroud!
THANK YOU. THANK YOU. THANK YOU. Nicely done demo of variable nozzle. You da man!
I can watch it all day.
This comment has absolutely nothing to do with the J79 and AgentJayZ's work, but I've just been watching, yet again, the TV documentary about the visit of Canadian Lancaster VeRA to the UK in 2014. I still feel greatly privileged to have seen her and the BBMF Lanc flying together.
“You never want to jam your nozzle”...
I love it when you talk dirty to us
Rowdy Yates Getting your nozzle jammed is as embarassing as it is painful.
I know the actuators I deal with at work are strictly gear driven, all of them in our application anyways, have shear pins in the splines...I'd suppose to avoid damage. Hook them up to an exhaust/fueldraulic driven power soruce and they extend/retract at a very rapid operating speed.
It's interesting to see how a hydraulic nozzle actuation system works. The engines that I work on use a pneumatic system to open and close the nozzle.
I've watched many (most?) Of your videos - this is one of my faves
Tequila and afterburner variable nozzles - It doesn't get better than this.
Gathering technical details because I want to build two for my car.
Really enjoyed watching that , thankyou.
I wish I saw this video 3 years ago😭😭😭. Would have love one of those blades Especially as I'm building a scale model of an F-4B soon!
...it runs on air .....lol ! I busted out laughing and people was staring at me :)
...and also he did a 10/10 impression of these retards.
Nooooo.... I encourage them all to see the world... on their own airline, of course.
then the windows open so they CAN flap their hands out of them to help with takeoff.
ok , so a guy sent me a video showing a fuel truck (pump truck actually) but it has a guy talking over the whole thing saying it's fake because it has a very small tank on the truck and there is no way it could pump 10,000 gallons or something ...that fast.
1. it's a pump truck with a filtration system sitting in back.
2. I used to work at L.P.I and hydro tested those filter tanks(in video it's sitting on the passenger side) the big one with d-ring lugs. (1 Micron I was told ) when I was just out of school.
3. It shows the guy hook a 8" feed line to the ground. .come on !!! there your proof ...I knew right then where the fuel was coming from !
4. It's called a " fuel hydrant system" consisting of a , pump truck,tank farm,(far away) , under ground piping leading to designated fuel spots.
the covers look just like gas station covers (flush with the pavement) .this way you don't have fuel tanks sitting all the air port . you send a specialized truck (static ground wire , large fuel pump, nice big filter talk for large volumes of fuel, hose reels to plane and ground. Get in hook up ,fill up and leave ! oh the truck has a built in scissor lift for hooking hose to the wing. I ask the guy " how's come my vacuum cleaner don't suck start itself and keep running ?" lol no response .....
Thank goodness an A380 can and does fly. I flew 7,000 miles one way in January on an A380 and did the return flight on another A380 just a couple of weeks ago. I wasn't even aware of the engines being started: that plane is the quietest airliner that I've flown on (sorry DD: that should be: ... on which I have flown).
That's pretty cool to see this close!
Cool.
Bernoulli would be proud.
Synchronization hyd flow divider valve could solve the problem.
Great video.
Interesting stuff! Thanks for the upload
I really Enjoy your channel, great job .Thank you dear
Thanks for the upload, need some color inspiration to detail my model f-15E
8:25 It may called "Variable Stator Outer Control Mechanism" from "Designing Simplicity to Achieve Technological
Improvement: The General Electric J79 Turbojet Engine; Innovations, Achievements and Effects" PDF file.
I've got a question: Why is there a mixing chamber after the afterburner ? I'm asking about the purpose of having it right after the afterburner that is supposed to just increase the kinetic energy of the flow.
Thanks in advance
I think when you say afterburner, you mean the fuel spraybar array. The whole structure, from the back of the basic engine, right back to the variable nozzle, is considered to be "the afterburner".
The mixing chamber, or jet pipe, is where the fuel and air mixture actually burns.
"and that aint good joey" 😂😂😂😂😂
Hi AgentJayZ, I had translated this video into Chinese (Taiwan) subtitle in order to share knowledge with my people (We have a lot of F-104s serviced in RoCAF back in '60 thru '80), Please kind review and granted. Thank you!
I will have a look
@@AgentJayZ Thank you, Sir!
America loves Taiwan!
Best video ever... loved the closeup of the variable guide vain actuator drive. A work of art. Neat to see the same thing on the "turkey feathers" actuaters?
I always wondered about the nozzle and the components dealing with all the forces,as they don't look really meaty and strong.
Is that motor is both privately owned, and has full military style variable nozzle plus afterburner? If so thats amazing, I thought they where one of those things you couldn't have... would love to see it in person, but since thats not possible, massive hats off to you for the videos.
The open space between the outer nozzle and inner nozzle, is that for a venturi effect to keep the nozzles from overheating in after burner mode?? sucking in cooling air to reduce exhaust temp or an provide an insulating layer of cooling air between exhaust and nozzles
Partly That, and the GE manual days it is a thrust augmenter.
Can’t ya wait until we get ‘LECTRIC JETS?!
I‘m a follower of your channel since 2015 and couldn‘t remember that you‘ve adressed the following question:
How does the engine „know“ that the afterburner has really got ignited?
Temperature is measured, and used by the Nozzle Area Controller to set the position of the actuators of the variable nozzle. If fuel is fed to the spraybars, but doesn't ignite, the nozzle area is not changed.
00:40 whoaaa look at thats nozzle actuator moving on ...
An episode of ST:V used jet engine parts and an F-18 LOX converter as props.
In the movie from 2009, you'll see rear frames of J79s and combustor cans from J47s in the engineering section.
Why the inner and outer nozzle? Is that like a mixer type of thing going on there, blending atmosphere with the exhaust?
The space between the two acts as a mixer/exducer, and helps cool the engine inside the aircraft.
The philosophy of the design? I'm not qualified to answer that one, but Graham is. Maybe he'll give us his opinion.
en.wikipedia.org/wiki/Propelling_nozzle#Ejector_nozzle
I think it's that one. The explanation in Wikipedia is not overwhelmingly detailed. The gas dynamics inside such a nozzle are quite intriguing. As a mere commentator and with English as my second language I'm not the one to explain either.
Here's the reply I posted to the same question a few days ago, plus a bit more information.
A reheat/afterburner system is the one part of a jet engine that I've never actually been involved in the design of. OK, for the benefit of DD, I'll rephrase that as, ... is the one part of a jet engine in the design of which I've never been involved.
I can't, therefore, comment on the philosophy and functionality of the design, in terms of engine performance. Obviously, the J79 nozzle does have an exducer/ejector arrangement, but AgentJayZ knows far more about the engine than I do. The EJ200 con-di nozzle doesn't have this arrangement, but the Olympus 593 in Concorde had a similar primary and secondary nozzle arrangement. However, the Concorde reheat and nozzle system was designed by SNECMA in France.
Since my original post I've seen a couple of former colleagues, who specialised in powerplant installation and performance and I did pick their brains.
The Concorde nozzle arrangement did have an ejector function, which, at subsonic speeds, reduced the 'base drag' of the rear of the engine nacelles and was also claimed to provide some noise reduction. However, I can't see this as being relevant to the J79 in an F-104. At supersonic cruise, the ejector effect of the Concorde engine nozzles was considerably reduced and the 'open' primary and secondary nozzles effectively formed a convergent-divergent nozzle arrangement. The Concorde secondary nozzles also acted as thrust reversers, so that the primary and secondary nozzles had to be separate.
I can only assume that the primary and secondary nozzles of the J79 act in a similar manner, to form a con-di nozzle, when the engine is in afterburner. Perhaps this was the design solution before someone came up with the what I might term an 'integrated' design solution.
Did I get it right that the variable compressor guide vanes are moved by a pair of actuators for redundancy? Is it meant to continue operating even if one of the guiding assemblies fails somehow without getting stuck?
As for the variable afterburner nozzle, I think this might be different because of the need for even distribution of force around the linkage. But the variable compressor does not seem to be that dependent on both actuators except for the torque, isn't it?
From a mechanical engineering perspective that long linkage would be considered a "coupler". Starting at the actuator it would be a "rocker" - "coupler" - "follower". This is totally semantics, you usually only call something a crank when it's allowed to spin 360 degrees, and a rocker when it has limited range of motion.
We just use the names given to the parts by the engineers who designed them.
AgentJayZ lol, you're right. I should blame only myself for semantics when I'm labeling my drawing incorrectly. Which, I have done many times before 😆
The afterburner certainly is a great way to empty a fuel supply. I wonder what the fuel consumption rate would have been for the never built Boeing 2707 powered by 4 General Electric GE-4 turbo-jets. Would the Concorde have been economical by comparison?
is it true that some versions of the J79 had issues with jamming nozzles....and that some parts were re designed and some kind of emergency mechanism was added to close it ?
I have seen cable operated locks installed on the nozzle actuators, but never seen them in use. They would not prevent a jam, or unjam a jam. I don't know why they are there, but they are not in the OEM manual.
Starfighters had a manual lock mechanism, in case the nozzle failed open. The pilot could lock the nozzle in the closed position and allow him/her to land the plane in an emergency situation. With an open nozzle, a J79 won't make much thrust (unless in A/B), and Starfighters didn't have a very good glide ratio.
The control guide looks like mechanical thing in iron man suit.
Just amazing to me that turbofan make more thrust than turbojet. Seems like it would be the other way around. Why?
A turbojet is you on your bicycle in top gear. A turbofan is you on your bicycle in about 3rd gear. Which would be best to ride up a hill?
Airliners go fairly slow, and they need engines built for thrust, not speed.
The piece at about 10 o'clock seems to be sticking a bit -- it folds/unfolds slower and the plates on either side that slide in/out of it are scraped all to hell. Is that normal/acceptable?
All normal. It's an old, tired unit, that functions within acceptable limits.
Could you show us the synchronization cable is more detail?
No. I've about reached the limit of detail I am allowed to put on display.
Afterburner Friday! Send me pics! Lol!
At 09:21 I see a number of bolts that just look too long. How about the extra weight? More to the left I see that other bolts are much shorter. Or is this engine not to fly. Is it rebuild for stationary use?
We keep track of all fasteners, clean them and replace them from whence they came. This engine had been worked on by many people before it came to us. It is possible that the ring of bolts you are speaking of was completely replaced with new, and they may be a quarter inch or so too long.
The weight difference would be a pound or two, on an engine with an all-up weight of about 3500lbs.
Thanks for the very quick answer. I forgot to mention that it must have taken a lot of extra time to fasten it. They are all locknuts after all.
But I can understand why you did not use shorter once from your local hardware store :-)
One question: what is the fore-aft displacement of the nozzle support ring when the nozzle is closed and fully opened? I couldn't find the actual value in the F-4C J79 maintenance manual. I wish to represent the displacement in my model as accurately as feasible.
You couldn't find it because it's not there. It is not a specified dimension.
The rams that make the afterburner nozzle move have a stroke of about 8 inches, but the entire stroke is not used when operating on the engine.
The only way to get your requested dimension is to directly measure the travel when mounted on the engine, while running in the range from full dry thrust to full AB.
That sir, is not going to happen.
You can come and try, but you will not succeed.
@@AgentJayZ Ok. Thanks for your trouble. The reason I ask is that ALL of the commercially offered plastic model kits of the F-4 Phantom only represent the airplane on the ground, with its nozzles in fully opened and extended position. In flight however a Phantom in, say Military power, the nozzles are in closed position and contracted forward into to the fuselage, exposing the parts of the rear fuselage that are normally not visible because the extended and opened nozzles hide. I begun watching Jet City videos only a month ago but now I think I have made sense how the turbojet engines work. Thanks! & keep going forward.
Critical timing of nozzle actuators in the context of oil delivery: If you could measure the exact distance between the oil tank and the delivery point at a nozzle actuator, is the distance the same for each length of piping connecting the oil tank to each actuator? Is this one method of ensuring all actuators start at the same time?
No. The cylinders are arranged in series. Synchronization is accomplished as described.
Nice video? My guess is the synchronizer cable is telling the actuators to open via some internal (in each actuator) hydraulic valve mechanism. Is there a master actuator unit that all the other actuators have to follow? Am I completely wrong?
All 4 actuators are equal and work in parallel.The position feedback to the nozzle area control is attached to the actual nozzle.
When you have an afterburner video, would it be possible to include a picture in picture of the throttle position indicator?Kind regardsKeith.
The T-bar position indicator is a number on the monitor screen. It's an arbitrarily assigned range of pulses, counted by our computer. It has no units other than Hz.
The throttle position indicator on the engines' fuel control, is underneath the engine, at the six o'clock position, and very difficult to inspect.
We don't use throttle position for anything. We refer to engine rpm, EGT and thrust.
When the engine is running on propane what is used as opposed to fuel to actuate the variable compressor stator vanes. Sorry if this has been answered before
The VSV system on industrial engines has been converted to run on hydraulic fluid like a more conventional hydraulic system. An off-engine pump is used to provide the pressure.
AgentJayZ ok cool thanks for the reply
Is there something missing from the inside of the outer nozzle blades (petals) in the engine here? In other pictures and your other videos, the inside of the nozzle blades consists of mostly flat surfaces (with small holes), but here that doesn't seem to be the case.
The details of the construction of the nozzle elements might have a different appearance, but this is a complete OEM J79 nozzle.
At max non afterburner with nozzle stuck full open, why no thrust? Thank you!
There is a specific nozzle area which will provide maximum acceleration of any particular flow of gas, in terms of volume over time. Hotter gases ( those that have been reheated ) take up more volume, so use a larger nozzle size to get max acceleration.
If you use a nozzle orifice which is too large for a given flow, efficiency is greatly reduced.
Homework assignment: Put a candle on your party muffin...(cupcake!). from a distance of 3 ft (1m), it is easy to blow out using the correct accelerating nozzle formed with your mouth.
Re-light the party muffin candle, and open your mouth to say Aah...
Try blowing out the candle with that mouth shape.
For you it's blowing out a candle; for a J79, it's trying to push the Starfighter forward...
Why put the afterburner back on if it's not going back in a jet?
might be a jet car ...or jet Simi for shows or some sorta drag race . I think he said 2 videos back he wasn't allowed to say " where and what it's for ". leaves the mind to wonder ....
I don't know the purpose. I think this engine will be used for experimentation, but I have no details on what that might be.
Jay, so where does the afterburner thrust 'push' on? I'm implying this in the essence that dumping more fuel into the hot exhaust provides more thrust, but where does this extra impulse come from? The variable nozzle can adjust to the amount of flow exiting but it looks like a fairly linear tube, where is this extra force pushing on per se, the base of the turbine?
I'd recommend JoshTheEngineer's video on afterburners - basically faster flow, but yes there has to be back pressures to accelerate that flow, but I don't think they are very big (compared to the compressor for instance). The nozzle plays a large part in expanding the flow, so it definitely has force on it.
See i understand that there is faster flow, however you would assume this would increase backpressure that then restricts the actual jet engine from working as efficiently as possible, obviously it works, but from conventional turbojets whereas most of the reaction force comes from the fan blades themselves and the opposite end of the scale, the bell of the rocket engine post the combustion chamber the expansion nozzle, i just find it hard to visualize exactly where these extra forces come from.
The extra forward 'push' comes from the fact that there is less rearward force on the final nozzle, because it is open.
Hi AJ, how long from now do you suppose it might take before you get to work on an engine with an aerospike design?
We work on industrial aeroderivative engines, most of which are adaptations of 1950's aircraft designs. We also work on fighter jet engines of the 1st, 2nd and 3rd generation.
Contrary to what a lot of people seem to think, we are not a research station.
I have as much chance of working on an aerospike engine as any of my viewers.
I would love it, but it's unlikely.
Yeah, I figured so, but I want to see you reaction.
Sounds like you would love a close look as much as I would too.
Also, I assume you meant to refer to the 1950's and not the 1050's :-)
Thank you for your reply.
Oops... gonna fix that!
By the way, my interest at the moment is the YJ93 as used in the XB-70, and as far as I understand the YJ93 was basically an enlarged J79, with some design changes, like different fuel, presumably higher temperatures, higher exhaust velocity, an annular combustor instead of the separate (but connected) cans on the J79, different number of nozzle blades, etc. I am working on an add-on of the XB-70 for Microsoft Flight Simulator (as a hobby), and am easily tempted to veer off into learning "too much" details.... There is understandably a lot less information available publicly about the YJ93 so I am trying to learn a lot about the J79 instead. Do you happen to have some tidbits of knowledge about the YJ93 that isn't readily available on the net?
I have no information on the J93. They did not make very many of them, and they were not put to any other use than the XB-70.
They might have been a very successful industrial gas generator, but that wasn't done.
That fan blade looks so light...
If it was steel it would be almost a hundred lbs, but it is made of sweet, chewy titanium alloy... Mmmmmm.
AgentJayZ you need to go back to that dipshits channel and check out how much of your content he is using saying jet engines run on water and claiming fair use..... !!!!
I have a hard time watching his garbage. Hopefully others do too. I'll never educate the true conspiracy weevils, preening their own ignorance, but I don't think we need to worry about them.
My Sweetie picked that junk up and we talked it out. There are MORONS loose on this planet. MORONS! mercy.
I watched your other afterburner videos but didn't get the answer. Why are there 2 nozzles? Is the outer nozzle simply an extension in order to fit the aircraft design or does it serve another purpose?
The space between the two acts as a mixer/exducer, and helps cool the engine inside the aircraft.
The philosophy of the design? I'm not qualified to answer that one, but Graham is. Maybe he'll give us his opinion.
Well, AgentJay,Z, a reheat/afterburner system is the one part of a jet engine that I've never actually been involved in the design of. OK, for the benefit of DD, I'll rephrase that as, ... is the one part of a jet engine in the design of which I've never been involved.
I can't, therefore, comment on the philosophy and functionality of the design, in terms of engine performance. Obviously, the J79 nozzle does have an exducer/ejector arrangement, but you know far more about the engine than I do.
The EJ200 con-di nozzle doesn't have this arrangement, but the Olympus 593 in Concorde had a similar primary and secondary nozzle arrangement. However, the Concorde reheat and nozzle system was designed by SNECMA in France.
I will be seeing a couple of former colleagues on Tuesday, who specialised in powerplant installation and performance. I'l try picking their brains.
Thanks for your time.
"Oh there isn't a fuel manifold...it runs on AIR" you've been watching too much Jones....not
hi i send that i want to buy parts from you so how I contact with you
sir can u give detailed info on generation of single crystal turbine blades
Each of the books I recommend has a good explanation of the what, how, and why of single crystal blades.
that blade is it from an CF6? is it an 80C2?
CF6-6, a very early variant.
I think the flame thrower is the air.
Hey, remember that fun you had comparing tightening torque to breakaway torque? Your fellow Canadian, AvE, did an interesting study recently on that very phenomenon. ruclips.net/video/0zuqSrD6F8I/видео.html
I want to like this video, but there are currently 420 likes. I don't wan't to ruin that.
Niceeeee!! =D
Nice Video, as always. The plumbing lets me awe again...
Buuut: Aw comeon, not the Air-instead-of-fuel shit again? Just ignore that.
splendid, . /////
What fighter jet use this engine.??
I was going to answer that incredibly simple question, but I saw the double question marks, so I knew you were just being sarcastic...
@@AgentJayZ I'm sorry about that.. I didn't intend to do that
The most well known fighters that used this engine are the F-4, and the F-104. It was also used in the B-58 and A-5 bombers.
@@AgentJayZ the f4 is such a badass plane. awesome to see a little of what makes it so badass!!
hey you grouch , can I say nice vid or am I breaking a capital rule ? :p
Pee Wee is that you?
It's more of a cynical Marvin, but also sounds like Pee Wee hit with a trank dart, eh?
your rack is called a drag link
Here are a few Hight resolution pictures of the J79 afterburtner. All CO0 licenced.
pixabay.com/en/photos/?q=user%3Aolafpictures+afterburner&hp=&image_type=all&order=popular&cat=&min_width=&min_height=
9:40 -why shut queen off?
Copyright lawyers are everywhere, and they don't get along with anybody.
8:25 I'm just guessing here.... Guide Vane Spar?
I like drag link, but funny... in The GE Illustrated Parts Book for this particular engine, it is listed as fig 16, part 82: "rod".
There we have it, from the people who made it... it's a rod.
A similar part for a different engine, made by the same company is called "LEVER, VANE ACTUATION - COMPRESSOR STATOR", or to put it in correct order, compressor stator vane actuation lever.
AgentJayZ Don't want to get those jammed, either.
That's the standard format I was familiar with at R-R. The principle is that the description starts with what it actually is: it's not a compressor stator.
Drag link or pittman arm
What happened at 9:41?
A very popular and famous song came on the shop radio... I have been put Under Pressure... by Google's robots to not include any copyrighted music in my vids... even in the background.
AgentJayZ Would the bots still be as upset over something a little more Vanilla?
Actually I was guessing you were about to pan something into the camera's view that shouldn't be shown... perhaps the aforementioned thing that does the thing to make the other thing go really fast!
Is it a convergent-divergent (de Laval type nozzle) or only convergent nozzle
Its variable, so it can be either.
@@AgentJayZ What is the maximum achievable (operating range) area ratio (exit cross-sectional area/throat cross-sectional area) of these nozzles? Do they vary the area ratio with altitude of flight?
Does the area ratio of nozzle can be adjusted during flight?
only convergent nozzle or only divergent nozzle cannot move like that so it is conver-diver noz
@@abhargava792 That is not what convergent-divergent means. The term does not refer to any dynamic possibility to change the geometry. It means that going backward, the cross-sectional area first decreases (the nozzle converges), then increases (diverges). You can have a nozzle with no moving parts that still is convergent-divergent. Rocket engines use such.
Well . . . . if it's not going to fly, it will be an expensive driveway deicer.
I wonder if you're reading regular messages to your channel?
Wrote to you about people who steal your clips and say wrong things ...
Yes, I read all messages and comments. According to Google, I do not have any control over how my content is used. Sometimes I can prove to their robots that the stolen footage is mine, and I can make a copyright claim, so I do.
I believe the comparison process needs to be more sophisticated.
Thank you for replying.
It hurts me that RUclipsrs, like you, who work so hard to entertain us, can not control the material.
And that foil hats can freely ruin your work!
It's up to people who are knowledgeable, like you and all my subscribers, to recognize the ignorance of these hoaxers, and identify them as idiots whenever they are encountered.
Thanks!
10/4 on the IDIOTS! Thanks, Jay!
English is not my first language.
Could you please add the words that are missing, to build a complete sentence, thank you!
0:12 to 0:17 gently lubricating it along its full length..really?
Really. That's what I was doing. It's a feedback cable that slides inside a stainless steel tube in a very hot environment.
What, exactly, is your problem, sir?
On second thought, please don't bore me with the details about your specific problems.
The door is over there...
AgentJayZ just a little humor. I like your channel.
7:14 LMAO what is that voice
It's my impression of a jet fuel hoaxtard.
I went with Marvin on Sulfur Hexaflouride.
You know, like you'd expect...
@@AgentJayZ *chef's kiss*
There is a video on here shown by 'The Contingency Plan' named 'The Jet Fuel Hoax' from Aplanetruth.info, where they show your footage of your air starter at the beginning. It is such a stupid film that I simply can't imagine you giving permission to use that. So I thought you had better know about this kind of abuse, such that you maybe able to get some retribution.
I have killed off that video so many times with a copyright strike, but it gets uploaded by another idiot the next day. It's fairly well edited, which is why I believe there is an organized plan of disinformation happening. Why? Who knows...
I was involved in the design of gas turbines, industrial, marine and aero, for over 40 years. They were fuelled with aviation grade kerosene (and gasoline in one instance), diesel oil, natural gas (and ethane in one instance). Anyone who believes that they run on air alone, with no fuel supply, must also believe in perpetual motion.
Truth Pills: Your lack of knowledge is not my responsibility. You are ignorant, and claiming I am lying to you makes you an idiot.
I have offered the S&S Test cell facility to be inspected and witnessed by anyone who wishes to prove, or disprove the theory that jet engines operate on air alone. This subject is an open book and nothing is hidden, To date, no one has taken me up on my offer. We test run turbine engines on a weekly basis, and the opportunity for you, or anyone else who wishes to prove/disprove the theory remains available. It is time to put up or shut up on this subject.
Please give me a small turbine blade , please