Argus Pulsejet Motor 109-014 stats - I hope this can be useful
from p238 to p255 of German Jet Enigine & Gas Turbine Developments 1930 - 1945 by Antony L Kay - ISBN 1-84037-294-X with some chart-info/related figures and details about the 109-014 assembled into the following..
Thrust(s); 350 kp (772 lb) static @ sea level
330 kp (728 lb) @ 400 kmh/kph (248 mph) @ sea level
240 kp (529 lb) @ 645 kmh/kph (400 mph) @ 3000 m (9840 ft) near max ceiling
for contued safe operation of engine - the higher the alt, the
less power and more chance of damaging cavitation/resonance.
Wieght; 138 kg (304 lb)
Pulse Frequency; 47 htz cycles per second - harmonic frequency of the combustion pulse is double -
reverse negative pressure resonance coinciding with the
shutting reed valves prior to next ingnition pulse cycle.
Specific Fuel Rate; 2.88 @ 350 kp thrust rating
Fuel Air Ratio; 1:15
Max Tube Temp; 650+ C (1200+ F) higher temps resulted in tube melting & associated distortion &
resonance/cavitation problems & faliure of ignition process due to lack
of strategic high temp metals/alloys to withstand greater heating.
Temp at Tube End; 580 C (1076 F)
Exhaust Tube CSA; 0.125 sq m (1.35 sq ft) the book doesn't list if this is measured from frontal, average
or the rear of engine - I assume (wrongly perhaps?) it is an
a total figure of just the engine unit.
Exhaust Tube Diameter; 400 mm (1 ft 3 3/4 inch)
Exhaust Tube Length; 3485 mm (11 ft 5 1/4 inch)
Fuel Tank Pressurisation from the same Air Supply System as used by V1 Guidance Control System
Constant fuel-line pressure from fuel tank before throttle is 4 atm, fuel tank pressure is 7 atm, droping to roughly 6 atm during flight.
Fuel Tank Pressure - Fuel Nozzles Pressure
Before Starting; 7.0 atm - 0.0 atm
At Starting; 6.9 atm - 1.2 atm
Immediately After Start; 6.7 atm - 2.2 atm
During Launching; 9.0 atm* - 2.6 atm *this is due to fuel flow inertia/G from V1 acceleration to
flying speed during ramp launches
The throttle of a V1's 109-014 engine is similar to auto prop and fuel command Kommandgarat (spelling?) system... I have yet to locate a diagram online (I could scan it from the book), it is an autominous system, below is a mechanical discription of the Thottle connections. There is no info in that book about a possible pilot throttle for the pilotable V1 - but hyperthetically, I'd guess that a fuel nozzle pressure variation of upto 2.6 atm should the engine control/govenor system not overide it for safeties/resonance/reliabilities sake
An Altitude Barometric Capsule output rod is linked via a balance beam to the Ram Air Pressure Capsule output rod.
From the balance beam at 1/3 its length from the Alt output pivot, is the input rod location to operating the Throttle Valve (located in the fuel line curcuit, between the Constant Fuel Pressure Valve and the Fuel Spray Injectors), to alter fuel adjustment of fuel/air ratio to stay as close as could be to the magic 1:15 number/limit as speed and altitde changes.
Negative G would affect the linkages and cause cutting out of the engine - V1's were supposed to keep their engine working until impact, but Argus elected not to solve negative cutting out, as impact speeds weren't viewed as different enough vs. the explosive and penetrative effects of the waffen system.
If the fuel ratio changes much from this 1:15 figure or goes above it, severe combustion cavitation & harmonic resonance problems will ensue leading to damaging lighter structures and contols systems within the V1 - let alone the effect suffered by organics of such powerful resonance fluctuations. Engine life was rated over 3 1/2hours of constant running, roughly 10 times more than minimally required of the engine to reach its target before the V1 hit.
A couple of tons of resonating air and the tubes noise/resonance/harmonics nearly shook the Brunswick wind tunnel test building apart earlier in the pre Argus 'Schmidt' days of pulsejet research when a uprated Schmidt SR500, a 750 kp 50 cycle (per second) unit was tested without 'soft' harmonic absorbing engine mounts in 1942/1943.
As the war and development progressed, improved the 109-014's were developing in test with non-operation V1's, upto reaching speeds of 793 kmh/kph (493 mph) at wars end.
<----<< click for bigger pic link
V1Starting Control Panel pic & diagram - this was mounted on the ramp or upon the starting & loading trolley
Swedish Argus 109-014 V1 Report
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