You wouldn't happen to have any operating data on the compressor, would you? Particularly compression ratio and operating pressure in PSI. I'm rather curious what these centrifugal units were able to achieve pre-ECU era. As a fellow AgentJayZ video enthusiast, I can only compare it with the J79 data he's mentioned. Long story short, for my own project, I'm limiting my combustion chamber to ~60 psi for the safe zone with capacity for maybe 70, material capability dependant as my pressure vessel that is being re-engineered was originally rated at 100psi. I very much doubt my equipment will be able to push over 40, but it will also be operated beyond the original specs and free of a lot of restriction from its initial configuration. I'm slowly making a dent in your library of coverage and it is very much appreciated how much you've documented along the way! Very enjoyable, good sir.
What in the heck are ya buildin'? I have listed here for you some specs for the J44, from the service manual: Rated Engine Speed: 15,780 RPM Thrust (Sea Level): 950 lbs Max Altitude: 20,000 Ft. Air Flow: 25.8 lbs/s Pressure Ratio: 2.47 Specific Fuel Consumption: 1.65 lb/hr/lb thrust (1,568 lbs/hr at rated power) Rated EGT: 816 deg. C (1500 deg F) Oil Mist Lube System Operating Range: 0 - 35 psi As you can see, the efficiency is very low, especially compared to modern engine design. It burns a lot of fuel for the power it makes, which is expected just looking at the low pressure ratio spec. There is not an actual spec for compressor discharge pressure, other than the reference to it concerning the oil mist lubricator system operating range of 0 to 35 psi. It uses compressor discharge air to pressurize the system, so I would expect to see 35 psi at full power (100% rpm). There are 2 external connections to the engine cowling near the front, right after the diffuser. One feeds to the acceleration limiter valve (pressure is directly proportional to rpm) & the other feeds air to the turbine bearing for cooling. The lube system supply air is obtained inside the engine, on the combustion side of the diffuser housing, as you can see in my videos. Maybe I will connect a pressure gauge to the engine to see what happens, once I get it going. Hope this helps. DD
@@DScottDuncan Hmm, interesting. That's about what I expected, but still appreciated. I started building a testbed for a process to utilize on-demand hydrogen using a large Schwitzer turbo as the base for the engine, but have since acquired an industrial Garrett compressor wheel and a ton of old Phantom II parts. It's kind of become its own hybrid engine now, using some older parts and newer ideas I've come up with along the way.
