Yes, the gas temps should be FAR lower than the pulsejet exhaust gas temperatures.Nick wrote:much much lower temps as well Larry?
Well, no - because I'm too ignorant of designing the turbine part. I've never really understood what they did with the turbine in relation to the SNECMA engine, for example. Does the wheel just spin across the tail end, spaced in as close as you dare to get it? Are the buckets (blades) the full height of the outlet diameter? Does a single-stage turbine work efficiently enough, or do you need multiple stages interspersed with static vanes?Can you sketch out what you mean?
All I've ever seen is the pictures of the combustor itself (by this, I mean the chamber, pipe and integral augmentor). Therefore, a lot is left to the imagination, in regard to the turbine being driven. You might think it would be pretty conventional (since dilution is part of normally-designed turbojet combustors), but I'm pretty sure that the average speed emerging from that augmentor will be a lot slower than from a conventional turbojet chamber (which, it seems to me, could be supersonic flow).
To me, the no. 1 nicest thing about inserting the augmentor tail-end design is that you isolate the pulsejet tail-end flow reversal from the region of the turbine! That should take away a lot of potential worries about what happens there.