PROCESS:

I divided the engine into two primary subsystems: the combustion chamber and the compressor. The combustion chamber was designed first, as it dictated airflow and packaging constraints for the compressor.

The combustion chamber was built around a stainless steel exhaust reducer selected for high-temperature durability. A fuel ring was used to inject butane near the chamber entrance to maintain a stable ignition source. A perforated flame tube downstream introduced compressor air in stages, with smaller upstream holes to prevent flame blowout and larger downstream holes to promote complete combustion.

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To maintain a compact architecture, a centrifugal compressor was selected. Unlike a traditional turbojet, which uses an exhaust-driven turbine, the compressor was powered by an external brushless motor and ESC for simplicity and controllability during testing.​

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The compressor was manufactured using SLS-printed Nylon PA12 to support complex internal geometry for motor mounting and cable routing that would have been difficult to achieve with FDM printing.

The engine, electronics, and fuel system were integrated into a test stand prior to initial operation.

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RESULTS:

Initial testing was conducted without an exhaust nozzle to validate combustion and airflow performance. Multiple nozzle geometries and materials were then tested to evaluate thrust performance and thermal durability. A converging conical steel nozzle produced the best performance but failed due to thermal limits during extended operation.

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The final prototype successfully demonstrated sustained combustion, compressor-driven airflow, and basic jet engine operating behavior.​​​