The holes in the front of the combustion chamber are too big so the flame is not lit. . Another problem would be the first stage of the diffuser that you don't have . That way the air is not being compressed.
You need a parabolic combustion chamber to act as a vector pressure director: this is why compressors actually compress the air that comes in. The fuel air mixture needs to be evenly spread and at proper constituent ratio in the combustion chamber. The ignition of this mixture results in exhaust pressures and velocities greater than that which come in and so the chamber needs to be designed properly so that the expanding exhaust presses against the chamber walls and is forced out the exhaust pathway by the explosion itsself and the fact that its the only way the exhaust gases can escape. Premixing the fuel and air is important step as the explosion needs to be carefully created and then self sustained via the turbine helping to increase the supply of reagents to the combustion chamber as it drives a fan and compressor behind it. Getting a good fuel air mix is key and so good engine designs use the compressed air to mix very directly with the injected fuel. In commercial jet engines, there are incredibly powerful atomizers which inject fuel into the compressed air from the compressor. Past properly designed fan blades and stators, the mixture can burn in an explosion in the combustion chamber and the exhaust fumes will not be able to make it back up the pathway the fuel air mixture comes in due to some clever tricks. The reason it doesn't make it up the compressor side of the engine in a proper engine is because the fuel air mixture comes in under pressure like an expanding aerosol spray flow into a large hard metal chamber which is the combustion chamber and since the opening from the compression path way to the combustion chamber is small, the expanding gas would more easily flow out the exhaust path. This is where good turbine design comes in as the turbine will rob the expanding gases speed is robbed via the blades. As the combustion is ongoing, a flow path is created which is analagous to a wind in the direction of the exhaust. One of the more descriptive names of this is exhaust flow. Even 1 conceptual explosion blast in the combustion chamber would impart exhaust gas pressure on the internal walls of the combustion chamber and engine in the exhaust half of the setup. The shape of the combustion chamber is designed to make use of this push by blocking half of the explosion's pathway and partially redirecting it while the exhaust half of the combustion chamber is open and promotes the reaction products to flow outward since there is nothing to resist the flow. Again, this is where the turbine comes in to rob the exhaust flow of some of that speed. Regardless of this, there is now a high pressure inside of the engine apparatus and so it flows to an area of low pressure, which is in the direction of the exhaust channel out into the open air. This depressurization pathway imparts a resistive pressuring force on all the exhaust gas behind it in the case of a constant exhaust flow, which reaches all the way back up to the combustion chamber. So long as the exhaust gas can continue to expand inside well designed exhaust pathways, it will push in one direction and flow in the opposite. Another way of looking at this is to view an expansion from the perspective of one of the sides of an expansion. That side will be static (the combustion chamber's compressor side) and the other side will move away from the static side at twice the normal expansion rate. If you squeeze all of this into a conical or parabolic shape, you now have pressure in a tube leading to flow. A way of understanding how the parabolic or conical shape of the exhaust side contributes to flow is to think about how we get toothpaste of its tube. We have to squeeze the toothpaste tube, and since the cap is off on the toothpaste tube, the paste flows out of that hole as it's the only place all of that pressure can be relieved. This motion actually does cause an ever so slight push in the opposite direction, relative to the force of the toothpaste against the air as it comes out of the tube and also, that pressure works its way up to the toothpaste tubes walls which result in ever so slightly increased resistance when trying to squeeze toothpaste out of a tube and not just the viscosity based resistance from a tube of toothpaste being squeezed. Like the analogy, the combustion chamber is then under even higher pressure, which imparts greater force onto the part of the combustion chamber that's actually pushed by the explosion / expanding gas (the compressor sided half of the combustion chamber). This is known as back pressure. The back pressure increases the higher the rate of the explosion going on in the combustion chamber. The fuel-air-heat reaction which creates expanding exhaust gas products happens at a set reaction rate but can be varied in different ways. For example, increasing the amount of air generally speeds up the explosion but putting in too much air causes the flame to get blown out entirely because there's not a properly saturated mixture in the combustion chamber. However, if more air is forced in as a mixture with a proper ratio of fuel to air then more exhaust can be created under an even higher pressure situation due to both the incoming fuel-air mixture's higher pressure but even more so due to the further increased back pressure from the exhaust further down the exhaust part of the engine. The back pressure will of course be even higher the more exhaust is flowing through the exhaust channel and this is just Newtonian physics at play. The force from the back-pressure from the exhaust that pushes against the combustion chamber is more commonly known as thrust. The high speed exhaust flow moving out of the engine is more commonly known as a jet. The fan which steals some of this jet's speed and converts it into a rotation is known as the turbine or turbo. If all of these things work properly together, you have a turbojet engine. From what I can tell just looking at your engine, all you're doing is blowing the fuel air mixture out of the engine. To create a flame inside of your engine, you would have to greatly lower the amount of fuel you're putting in. Your engine still seems like it needs a redesign. Also your start up procedure is not correct for the simple design you seem to be using To get any form of success out of your engine you would have to run the fat at the lowest speed, inject a flame into the engine from the front or side, and gradually turn up the fuel from no pressure higher and higher. If your engine design is good enough, fuel air mixture will burn inside of the engine and you'll hear (and or see) a consistent blow / roar out the back (but there should not be flames coming out of the engine. If you can make it to that step with that setup, you would then increase the fan speed ever so slightly and then the fuel, or both at the same time but incredibly faint increases. What would happen is the blow from the engine would increase until the blow is powerful that the motor would not be required to turn the fan. You won't get there if the flame is burning outside of the combustion chamber. Afterburning jet engines use the hot exhaust to burn more fuel, creating more expansions of gas from where the extra fuel burns in the reheater burner. The expanding gas pushes against parts of the nozzle which resemble the combustion chambers' compressor entry side creating significantly more thrust, but it also pushes against exhaust flowing out of the combustion chamber. This results in even greater back pressure and more thrust up the chain. All in all, all of the effects more thrust overall I still think your engine needs a redesign to create a better combustion chamber and your fuel concentration in the combustion chamber is just too high at the start anyway. Try fan starts with extremely low fuel burns if possible. Even no fuel burning at the start is a possible start. Once it "catches" from an careful titration and ratio adjustment of the fuel supply, you'll know and the real testing can begin.
A spark plug shouldn't be necesary, you might just be injecting the gas wrong as another commenter suggested. When the flame enters the combustion chamber there's a characteristic pop sound. In most of the attempts in this video the flame doesn't even go inside the engine
@@aspboss1973 when the flamefront travels through the turbine and inside the combustion chamber, it quickly ignites the air fuel mixture there creating a pop sound
1. The air mass flow rate could be drowning out the fuel, you probably need more fuel gas flow or you progressively reduce the intake radius with ring plates of different internal radius. 2. With respect to the vaneless diffuser, there might not be enough conversion of dynamic pressure to static. You probably could try reincorporating the diffuser vanes. 3. You probably might need to do a CFD analysis of the combustion chamber. There needs to be a recirculation zone (vortex regime) in the primary zone (i.e. close to the front plate of the combustion chamber) for proper mixing. 4. You probably might need a tighter grouping of the Nozzle guide vanes (NGV) and the turbine blade.
I've seen your last video of the complete assembly and the problem of the blown flame is definitely the following : Your injection nozzles/needles are way too long and it seems that they are injecting and mixing the air/fuel in the secondary or dilution zone rather than in the primary zone. Therefore, you should shorten the needles. Also, they are pointing towards the NGV/turbine while they should be pointing to the opposite, i.e towards the front of the engine (compressor/diffuser). For these two reasons (1st reason most importantly), the air velocity near the actual injection zone will always blow away the flame as the flame speed can never reach the air speed in this zone. Please take a look at the kj66 engine it will help you a lot. Don't hesitate to contact me if you have any questions.
He has a problem with the first stage diffuser even if he does all that you explained it will not work because the air also has to be compressed to have a good mixture of fuel and air passed through the first stage of the diffuser and then at high pressure and unloaded on top of the combustion chamber but a new diffuser has to be made
Maybe take a closer look to the design of the combustion chamber. You are right the needles a facing to the NGV, but around the needles are some stainless steel pipes which are close on the side to the NGV and has two holes on the sides in the primary zone. I will try to show it in one of the next videos, as some other people also thought the same as you :)
Definitive Zündkerze und eine Zündung sollte auch eigentlich erst erfolgen, wenn das Triebwerk eine höhere Drehzahl erreicht hat, da ja dann erst Luft-Gas-Gemisch stimmt. Also: Triebwerk auf eine bestimmte Drehzahl bringen (Ausprobieren) dann Zündung einschalten, dann Gas hinzufügen.
compressor and turbine's have their own characteristic curves, massflow vs pressure. they need to be matched at some point. if turbine massflow capacity is higher then compressor's, it wouldnt create enough power to reach self sustained speed. even without any combustion, i didnt notice any compression-expansion "noise" on the video. that would be a result of turbine doesnt "keeping" pressure on the upstream. especially stators (aka ngv) are generally responsible for that. on the other hand, it would be a nice upgrade to add a continues spark plug into combustion chamber. due to aerodynamic factors, small diameter engines have to run at higher speeds, so, self sustained speed would be also higher. i am not sure on starter speeds but it would be a good idea to have faster one. adding a temperature sensor between compressor-combustor interface would give you a reading that means if compression is ok or not (simple isentropic compression pressure is ok or not, reached temp is reasonable for burning or not etc..). diagnostic of problem would be easier.
while re-watching your previous videos, i suspect that your compressor diffuser flow area is lower then turbine stator area. normally effective area is the case (discharge coeff * area) but as a starting point please check both areas (min area in blade channel) that are perpendicular to mainflow (throat). if compressor is being "choked" due to lower area that means you could not pressurize rest of machine, massflow cant rise and impeller would go into rotating stall.
Weniger Gas, die Turbine LANGSAM drehen und gucken das erst die Flamme in die Brennkammer zurück schlägt. Ich empfehle mit Pressluft zu starten und sauber einstellbare Druckminder für Hilfsgas und Pressluft zu nehmen. Werte notieren und schrittweise zu erhöhen. Mit einem richtigen Brenner und nicht mit einem Feuerzeug kannst du dann auch bei moderater Drehzahl (500rpm) oder so das ganze von hinten zu zünden. Wenn es hinten raus brennt ist das Gemisch viel zu fett. 1. moderate Drehzahl einstellen 2. Brenner zünden und an der Düse positionieren 3. Gas hinzufügen, langsam aufdrehen. Wenn es nicht klappt mit der Drehzahl variieren. Ansonsten überprüfen wie die Löcher in der Brennkammer sitzen. Möglich ist, dass sie ungünstig sitzen und es so immer wieder zum Flammabriss kommt.
Lots of wannabe engineers copy & pasting googled information here but nobody talking about holding a cigarette lighter at the back of the motor in a 25kmh wind, or igniting fuel in the tailpipe and expecting it to light something 7" further back inside the engine. Although it's fun to reinvent the wheel, perhaps the wisdom of having an ignition point inside the combustion chamber or at least further back was always a good idea.
Hi, um die Flamme erstmal in die Brennkammer zu bekommen, würde ich den Rotor mit der Hand mal kurz in die Gegenrichtung drehen. Man sollte schon, wie einige bereits schrieben, dieses "Plop" Geräusch hören. Ein weiteres Designproblem ist der "dicke" Wellentunnel. Wie soll da Luft zum inneren Flammrohr kommen, wenn die Luft keinen Platz hat durch den engen Spalt zu strömen. Der Diffusorseitige Spalt muß min so groß sein, das die Bohrungen im inneren Flammrohr auch die Luft querschnittsmäßig bekommen können. Mir scheint es, daß deswegen die Flamme nach außen getragen wird, weil sie nicht in der BK zentriert wird. Viel Glück weiterhin👍👍👍 Andy
Que pena que ese ministro del helicoptero fue el que dijo que no fue un misil ruso que chocó contra un edificio de apartamento, que había sido un misil ucraniano, el mismo que le hicieron renunciar por decir la verdad! Y el mismo que dijeron que había que eliminarlo! Que pena! Descanse en paz! Zelensky no se anda con juegos!
The holes in the front of the combustion chamber are too big so the flame is not lit.
. Another problem would be the first stage of the diffuser that you don't have .
That way the air is not being compressed.
You need a parabolic combustion chamber to act as a vector pressure director: this is why compressors actually compress the air that comes in. The fuel air mixture needs to be evenly spread and at proper constituent ratio in the combustion chamber. The ignition of this mixture results in exhaust pressures and velocities greater than that which come in and so the chamber needs to be designed properly so that the expanding exhaust presses against the chamber walls and is forced out the exhaust pathway by the explosion itsself and the fact that its the only way the exhaust gases can escape. Premixing the fuel and air is important step as the explosion needs to be carefully created and then self sustained via the turbine helping to increase the supply of reagents to the combustion chamber as it drives a fan and compressor behind it. Getting a good fuel air mix is key and so good engine designs use the compressed air to mix very directly with the injected fuel. In commercial jet engines, there are incredibly powerful atomizers which inject fuel into the compressed air from the compressor. Past properly designed fan blades and stators, the mixture can burn in an explosion in the combustion chamber and the exhaust fumes will not be able to make it back up the pathway the fuel air mixture comes in due to some clever tricks.
The reason it doesn't make it up the compressor side of the engine in a proper engine is because the fuel air mixture comes in under pressure like an expanding aerosol spray flow into a large hard metal chamber which is the combustion chamber and since the opening from the compression path way to the combustion chamber is small, the expanding gas would more easily flow out the exhaust path. This is where good turbine design comes in as the turbine will rob the expanding gases speed is robbed via the blades. As the combustion is ongoing, a flow path is created which is analagous to a wind in the direction of the exhaust. One of the more descriptive names of this is exhaust flow. Even 1 conceptual explosion blast in the combustion chamber would impart exhaust gas pressure on the internal walls of the combustion chamber and engine in the exhaust half of the setup. The shape of the combustion chamber is designed to make use of this push by blocking half of the explosion's pathway and partially redirecting it while the exhaust half of the combustion chamber is open and promotes the reaction products to flow outward since there is nothing to resist the flow.
Again, this is where the turbine comes in to rob the exhaust flow of some of that speed. Regardless of this, there is now a high pressure inside of the engine apparatus and so it flows to an area of low pressure, which is in the direction of the exhaust channel out into the open air. This depressurization pathway imparts a resistive pressuring force on all the exhaust gas behind it in the case of a constant exhaust flow, which reaches all the way back up to the combustion chamber. So long as the exhaust gas can continue to expand inside well designed exhaust pathways, it will push in one direction and flow in the opposite. Another way of looking at this is to view an expansion from the perspective of one of the sides of an expansion. That side will be static (the combustion chamber's compressor side) and the other side will move away from the static side at twice the normal expansion rate. If you squeeze all of this into a conical or parabolic shape, you now have pressure in a tube leading to flow. A way of understanding how the parabolic or conical shape of the exhaust side contributes to flow is to think about how we get toothpaste of its tube. We have to squeeze the toothpaste tube, and since the cap is off on the toothpaste tube, the paste flows out of that hole as it's the only place all of that pressure can be relieved. This motion actually does cause an ever so slight push in the opposite direction, relative to the force of the toothpaste against the air as it comes out of the tube and also, that pressure works its way up to the toothpaste tubes walls which result in ever so slightly increased resistance when trying to squeeze toothpaste out of a tube and not just the viscosity based resistance from a tube of toothpaste being squeezed. Like the analogy, the combustion chamber is then under even higher pressure, which imparts greater force onto the part of the combustion chamber that's actually pushed by the explosion / expanding gas (the compressor sided half of the combustion chamber). This is known as back pressure.
The back pressure increases the higher the rate of the explosion going on in the combustion chamber. The fuel-air-heat reaction which creates expanding exhaust gas products happens at a set reaction rate but can be varied in different ways. For example, increasing the amount of air generally speeds up the explosion but putting in too much air causes the flame to get blown out entirely because there's not a properly saturated mixture in the combustion chamber. However, if more air is forced in as a mixture with a proper ratio of fuel to air then more exhaust can be created under an even higher pressure situation due to both the incoming fuel-air mixture's higher pressure but even more so due to the further increased back pressure from the exhaust further down the exhaust part of the engine. The back pressure will of course be even higher the more exhaust is flowing through the exhaust channel and this is just Newtonian physics at play. The force from the back-pressure from the exhaust that pushes against the combustion chamber is more commonly known as thrust. The high speed exhaust flow moving out of the engine is more commonly known as a jet. The fan which steals some of this jet's speed and converts it into a rotation is known as the turbine or turbo. If all of these things work properly together, you have a turbojet engine.
From what I can tell just looking at your engine, all you're doing is blowing the fuel air mixture out of the engine. To create a flame inside of your engine, you would have to greatly lower the amount of fuel you're putting in. Your engine still seems like it needs a redesign. Also your start up procedure is not correct for the simple design you seem to be using
To get any form of success out of your engine you would have to run the fat at the lowest speed, inject a flame into the engine from the front or side, and gradually turn up the fuel from no pressure higher and higher. If your engine design is good enough, fuel air mixture will burn inside of the engine and you'll hear (and or see) a consistent blow / roar out the back (but there should not be flames coming out of the engine. If you can make it to that step with that setup, you would then increase the fan speed ever so slightly and then the fuel, or both at the same time but incredibly faint increases. What would happen is the blow from the engine would increase until the blow is powerful that the motor would not be required to turn the fan. You won't get there if the flame is burning outside of the combustion chamber.
Afterburning jet engines use the hot exhaust to burn more fuel, creating more expansions of gas from where the extra fuel burns in the reheater burner. The expanding gas pushes against parts of the nozzle which resemble the combustion chambers' compressor entry side creating significantly more thrust, but it also pushes against exhaust flowing out of the combustion chamber. This results in even greater back pressure and more thrust up the chain. All in all, all of the effects more thrust overall
I still think your engine needs a redesign to create a better combustion chamber and your fuel concentration in the combustion chamber is just too high at the start anyway. Try fan starts with extremely low fuel burns if possible. Even no fuel burning at the start is a possible start. Once it "catches" from an careful titration and ratio adjustment of the fuel supply, you'll know and the real testing can begin.
A spark plug shouldn't be necesary, you might just be injecting the gas wrong as another commenter suggested. When the flame enters the combustion chamber there's a characteristic pop sound. In most of the attempts in this video the flame doesn't even go inside the engine
Can you tell me about the characteristic pop sound ?
Why it occurs?
Interested...
@@aspboss1973 when the flamefront travels through the turbine and inside the combustion chamber, it quickly ignites the air fuel mixture there creating a pop sound
@@forloop7713 Okay, So the pop sound is a good indication?
@@aspboss1973 yes, are you building a jet engine?
@@forloop7713 Yes. ( I do have observed the pop sound. I didn't know it's good or bad)
1. The air mass flow rate could be drowning out the fuel, you probably need more fuel gas flow or you progressively reduce the intake radius with ring plates of different internal radius.
2. With respect to the vaneless diffuser, there might not be enough conversion of dynamic pressure to static. You probably could try reincorporating the diffuser vanes.
3. You probably might need to do a CFD analysis of the combustion chamber. There needs to be a recirculation zone (vortex regime) in the primary zone (i.e. close to the front plate of the combustion chamber) for proper mixing.
4. You probably might need a tighter grouping of the Nozzle guide vanes (NGV) and the turbine blade.
Well, his project almost meaningless without CFD-analysis, it’s seems similar to Igor Negoda
Continue this project! Get start it yet now! I wanna to see a testrun the jet!
I've seen your last video of the complete assembly and the problem of the blown flame is definitely the following : Your injection nozzles/needles are way too long and it seems that they are injecting and mixing the air/fuel in the secondary or dilution zone rather than in the primary zone. Therefore, you should shorten the needles. Also, they are pointing towards the NGV/turbine while they should be pointing to the opposite, i.e towards the front of the engine (compressor/diffuser). For these two reasons (1st reason most importantly), the air velocity near the actual injection zone will always blow away the flame as the flame speed can never reach the air speed in this zone. Please take a look at the kj66 engine it will help you a lot. Don't hesitate to contact me if you have any questions.
Yeah the fuel should be injected at the beginning of the combustion chamber and upstream or to the side
He has a problem with the first stage diffuser even if he does all that you explained it will not work because the air also has to be compressed to have a good mixture of fuel and air passed through the first stage of the diffuser and then at high pressure and unloaded on top of the combustion chamber but a new diffuser has to be made
Maybe take a closer look to the design of the combustion chamber. You are right the needles a facing to the NGV, but around the needles are some stainless steel pipes which are close on the side to the NGV and has two holes on the sides in the primary zone. I will try to show it in one of the next videos, as some other people also thought the same as you :)
@@SmartFilmProjectshave u tried also high bypass turbofan engines?
Definitive Zündkerze und eine Zündung sollte auch eigentlich erst erfolgen, wenn das Triebwerk eine höhere Drehzahl erreicht hat, da ja dann erst Luft-Gas-Gemisch stimmt.
Also: Triebwerk auf eine bestimmte Drehzahl bringen (Ausprobieren) dann Zündung einschalten, dann Gas hinzufügen.
Igniter in the combustion chamber, much more fuel and RPM
exactly, a spark plug is definitely needed in the chamber
compressor and turbine's have their own characteristic curves, massflow vs pressure. they need to be matched at some point. if turbine massflow capacity is higher then compressor's, it wouldnt create enough power to reach self sustained speed. even without any combustion, i didnt notice any compression-expansion "noise" on the video. that would be a result of turbine doesnt "keeping" pressure on the upstream. especially stators (aka ngv) are generally responsible for that.
on the other hand, it would be a nice upgrade to add a continues spark plug into combustion chamber. due to aerodynamic factors, small diameter engines have to run at higher speeds, so, self sustained speed would be also higher. i am not sure on starter speeds but it would be a good idea to have faster one.
adding a temperature sensor between compressor-combustor interface would give you a reading that means if compression is ok or not (simple isentropic compression pressure is ok or not, reached temp is reasonable for burning or not etc..). diagnostic of problem would be easier.
while re-watching your previous videos, i suspect that your compressor diffuser flow area is lower then turbine stator area. normally effective area is the case (discharge coeff * area) but as a starting point please check both areas (min area in blade channel) that are perpendicular to mainflow (throat). if compressor is being "choked" due to lower area that means you could not pressurize rest of machine, massflow cant rise and impeller would go into rotating stall.
Weniger Gas, die Turbine LANGSAM drehen und gucken das erst die Flamme in die Brennkammer zurück schlägt. Ich empfehle mit Pressluft zu starten und sauber einstellbare Druckminder für Hilfsgas und Pressluft zu nehmen. Werte notieren und schrittweise zu erhöhen. Mit einem richtigen Brenner und nicht mit einem Feuerzeug kannst du dann auch bei moderater Drehzahl (500rpm) oder so das ganze von hinten zu zünden. Wenn es hinten raus brennt ist das Gemisch viel zu fett.
1. moderate Drehzahl einstellen
2. Brenner zünden und an der Düse positionieren
3. Gas hinzufügen, langsam aufdrehen.
Wenn es nicht klappt mit der Drehzahl variieren.
Ansonsten überprüfen wie die Löcher in der Brennkammer sitzen. Möglich ist, dass sie ungünstig sitzen und es so immer wieder zum Flammabriss kommt.
Ihr braucht auf jeden Fall mindestens eine Zündkerze in der brennkammer.
für mehr Zuverlässigkeit am besten 2 um 180° versetzt.
Zündkerze oder NiCr Draht in die Brennkammer
Lots of wannabe engineers copy & pasting googled information here but nobody talking about holding a cigarette lighter at the back of the motor in a 25kmh wind, or igniting fuel in the tailpipe and expecting it to light something 7" further back inside the engine.
Although it's fun to reinvent the wheel, perhaps the wisdom of having an ignition point inside the combustion chamber or at least further back was always a good idea.
Flame is not getting locked in the combustion chamber.
eine glühkerze oder ähnliches in der brennkammer, könnte vlt weiterhelfen.
Hi,
um die Flamme erstmal in die Brennkammer zu bekommen, würde ich den Rotor mit der Hand mal kurz in die Gegenrichtung drehen.
Man sollte schon, wie einige bereits schrieben, dieses "Plop" Geräusch hören.
Ein weiteres Designproblem ist der "dicke" Wellentunnel.
Wie soll da Luft zum inneren Flammrohr kommen, wenn die Luft keinen Platz hat durch den engen Spalt zu strömen.
Der Diffusorseitige Spalt muß min so groß sein, das die Bohrungen im inneren Flammrohr auch die Luft querschnittsmäßig bekommen können.
Mir scheint es, daß deswegen die Flamme nach außen getragen wird, weil sie nicht in der BK zentriert wird.
Viel Glück weiterhin👍👍👍
Andy
You'll need at least 45-50k RPM and an internal ignition source. Watching yall do this made my head hurt.
I am having exactly the same problem with my engine.
I want to connect with that person in the video.
If possible, please share contact info.
Wrong combination of fuel and air.
Que pena que ese ministro del helicoptero fue el que dijo que no fue un misil ruso que chocó contra un edificio de apartamento, que había sido un misil ucraniano, el mismo que le hicieron renunciar por decir la verdad! Y el mismo que dijeron que había que eliminarlo! Que pena! Descanse en paz! Zelensky no se anda con juegos!