The Pulsed Turbine Turbo-Prop Aircraft Engine Concept

When the Pulsed Turbine duel tandem four-chambered rotor engine comes to fruition, it
will display inherit redundancy characteristics, built-in safety features not found in other
aviation engines. This design configuration brings two separated Pulsed Turbine Rotor
Engines, (U.S. Patent: US 6,907,723 B1), together that share a centralized ignition distribution
circuitry and a power shaft, to function as one engine.
To show how this new turbine engine concept could become a game-changer and
establish new aviation industry standards for light to medium weight, prop-driven aircraft, we
will look at: inherit design safety features, the theory of how power is generated, anticipated
performance characteristics, and manufacturing cost-reduction advantages.

Inherit Design Safety Features:

1. Four simultaneously triggered ignition sources. (if one ignition source becomes
inoperative the engine could still maintain 75% power output.)
2. Continuous and reliable timed spark ignition in all rotating combustion chambers
prevents any possibility of a flame-out condition in this turbine engine design.
3. Shut down one-half of the engine. In theory, this engine could still continue
functioning with the fuel source shutoff to one rotor, while still retaining roughly 50%
power. Incorporating and manually activating “reserve” fuel injectors could significantly
boost power output from the functioning rotor.
4. With two compressors at opposite ends of the engine, compressor stalling due to high
or low air pressure surges felt on one compressor, can be quickly negated with the
opposite compressor not being affected.
How Power is Generated:
Based on the U.S. Patent: US 6,907,723 B1, The Pulsed Turbine Rotor Engine
functions as follows: air is continuously drawn in through centrifugal rotating compressors and
forced through heat exchangers which surrounds high-speed, rotating four-chambered rotors.

In the duel tandem four-chamber rotor configuration, the blades of the two compressors
attached at opposite ends of the same central shaft would have to have their blades canted in
opposite directions from each other. Each compressor would be identified as the front and rear
compressor, respectively, in relation to the shaft's direction of rotation, to ensure that air is
being drawn into the engine from both ends.

The two rotors if held side-by-side with their face plates facing the same direction, they
would have their combustion chamber nozzles tips canted in opposite directions to generate
turning thrust in the same direction while being attached at opposite ends of the same central
shaft. Each rotor should be identified as the front rotor, and or the rear rotor in relation to the
shaft's direction of rotation. The two rotors are set at angular positions of 45 degrees out-of-
phase from each other on the shaft.

Each of the rotating combustion chambers within the two rotors has a spark plug within
the chamber as part of a rotary ignition circuit which ignites the fuel-air mixtures. Combustion
chambers can be fortified with cheaper heat resistant materials that can take much more
punishing forces (for example, repeated rapid throttle-up or throttle-down conditions in
response to gyro-to-fuel injection control signals), when compared to the typical thin high
precision turbine blades in a conventional jet engine. The rotating combustion chambers are
not subjected to continuous high heat gas flow. Pulsed Turbine Rotor Engine combustion cycle
is pulsed much like that of a reciprocating gas engine but occurring at higher frequencies. The
rotating combustion chambers are allowed to cool briefly after ignited gases exit the chambers
and the much cooler (preheated) air-fuel mixture enters the chamber.

When heated the air mass leaves the heat exchanger, it is directed through four
channels within the manifold section of the engine. There are two manifolds sections, one
forward and one at the rear of the engine. There are four fuel injectors housed in each
manifold section of the engine to spray fuel into each of the four channels. All four fuel injectors
in one engine manifold are activated simultaneously. The heated air passes the tip of the fuel
injector in which fuel is sprayed into the heated air mass. This air and fuel mixture then enters
a high-speed rotary seal that mates with the rotor plate. The air-fuel mixture' path is temporarily
interrupted until the mouth of a rotating combustion chamber aligns with the rotary seal. The
smaller rotary seal, when compared to the wider diameter of the larger rotor faceplate, will spin
at a much higher rate.

Two factors are occurring at this point that “mimics” the high compression ratio
generated in the final stages in the compressor housing of an axial-flow compressor in a
conventional jet engine, thereby eliminating the need for the more expensive axial-flow
compressor. The flow of the heated compressed air-fuel mixture is temporarily interrupted
allowing the air-fuel mass to concentrate more and the rotary seals which spin at extremely
high-speeds creates a centrifugal force that further compacts the air-fuel mass against its inner
walls. There will also be an addition bonus, the centrifugal effect would create a much more
homogeneous air-fuel mixture allowing for cleaner, faster combustion.

Once alignment occurs between the four rotary seals and four rotating combustion
chambers simultaneously, the pressure of the fuel-air mixture force opens the pressure
sensitive spring-loaded intake valves at the mouth of the combustion chambers. The fuel-air
mixtures are then ignited and the resulting pressure due to combustion, forces the intake
valves close. Hot gases in the chamber expand quickly and are then constricted by the exit
path within the neck of the combustion chamber and then exit out of the canted nozzle to
create thrust. Thrust generated from the rotors' nozzles provides rotational torque.

All four combustion chambers in each rotor are charged with a compressed air-fuel
mass and ignited simultaneously. At each 45 degree rotation of the engine, the alternate rotor
ignites its four chambers. So, in one rotation cycle of the engine, power from “both” rotors
would have been generated eight times. Each individual chamber would have been ignited four
times in one complete rotation. Combine that equates to 32 individual combustion chamber
ignitions for each engine rotation cycle.

The power output at this time can only be imagined.

Four independent high voltage ignition sources must be triggered simultaneously and
have their voltage discharges shuttled back and forth between the two Pulsed Turbine Rotors,
eight times for one complete engine rotation. So hypothetically, if the engine is running at 10,
000 revolutions per minute, (RPMS), the ignition voltage shuttling between the two rotors
would occur 80,000 times.
 With the engine running at 10,000 RPMS, it would also require simultaneous fuel-
injection into all four chambers of each rotor to be activated 40,000 times per minute. Both
rotors combined would have to generate 80,000 fuel-injections per minute at 10,000 RPMS.

Anticipated high engine speeds along with shuttling ignition voltage discharges between
the two rotors, may negate the utilization of standard fuel-injection pulse-width control. Engine
speed control may require “reserved” fuel injectors to be incorporated, withelectronically-gated
triggering and computer controlled for incremental fuel-injector selection. This factor was not
adequately represented in the second illustration of our NASA contest entry, (Please revisit
hyperlink on the first introduction page). Where it shows optional pitch-rate and roll-rate gyro
signal inputs, there should have been a third input: engine speed control by incremental
selection of reserved fuel injectors via the signal processor.

In emergency situations manual control can be applied to override computerized

incremental fuel-injector selection by activating all the reserved fuel-injectors to function
simultaneously.

Anticipated Performance Characteristics:

- More fuel efficient than conventional turbine engines.
- Quieter and less vibration than reciprocating engines.
- Engine starting and in-flight restarting reliability.
- Fuel-injection control module can receive signals from a rate-gyro sensor for
instantaneous rapid throttle response.
- Can be throttled up and down continuously. (advantageous for Tilt-Rotor roll control.)

Manufacturing Advantages:
- Fewer moving parts than a reciprocating engine.
- No need for precision manufactured turbine blades, or expensive axial-flow
compressors, therefore less costly.

It is hoped that this brief presentation of the Pulsed Turbine Turbo-Prop Engine has
provided investment incentives to prospective aviation engine manufacturers. It is a simple
concept design which embraces reliability and safety, ensured by major component
redundancy, fuel-injection efficiency, and cheaper manufacturing.

It was also intended to show that the development of this engine could be the catalyst to
bringing other marketable innovations to fruition. That not only does this engine concept have
a future but it can open other doors to the future for the aerospace industry.

Thank you for spending your valuable time to read our brief Pulsed Turbine Turbo-
Prop concept presentation. We look forward to hearing from you soon. Contact information is
provided below:

The Pulsed Turbine Rotor Engine

(Patent No.: US 6,907,723 B1)

Inventor(s) contact information:

David Haskins
 David M. Haskins (son)
Address: 4122 45th St., San Diego, CA 92105
Phone: 619.365.5241

Patent Attorney: Michael R. Schacht

2801 Meridian St, Ste 202, Bellingham, WA. 98225
Phone: (360) 647-0400, Fax: (360) 647-0412
Websites associated with this firm: http://www.schachtlaw.com/