By the end of July, 2001, we were contacted by Engineer Jeff Corr of U.S.A. (http://www.geocities.com/jet_engines) while he was looking for information in the WEB to start a Marboré IIc turbojet out of active service. From that moment on we are interchanging information via e-mail about the problems that we have and the possible solutions...


From what we could establish through the correspondence the U.S.A machine is of unknown origin (it was acquired at a surplus seller) and same as ours it lacks vital pieces for the starting. It does not have the jet exhaust tube, it needs the auxiliary starting pump, one of the feed pipes for the ignition torches and we know that one of the vibrators for the torches does not work.
Neither it counts with the control instruments of the original airplane.


As it was to be expected, it is necessary to use the ingenuity here also. We can see that the created board uses 12 Volts batteries as ours and has relays for the starting and some luminous indicators that ours still does not have. Mr. Corr is an Electronic Engineer and he does not have problems in this area...


One of the first doubts about the general state of the U.S.A machine was generated when Mr. Corr observed a remarkable oil loss in the back end of the turbojet. Once made the electric command board for the starting, during the first tests with the electrical auxiliary motor appeared a sound of rubbing which he recorded and sent to us to analyze it. After listening to it several times it did not seem to us that the problem was a bearing in bad state, but rather its seals.
And it seems that for Mr. Corr great doubts generate answers proportional to the size of them, and equipped as is seen in the photo he faced the removal of the tail cone of the turbojet to have access to the rear bearing.


Here the back support of the turbine can be seen on the workbench after having unscrewed some 28 bolts...


Much closer to the access to the rear bearing. Get rid of the four bolts and the central nut and the access to it is guaranteed. Like the fight to disassemble everything too...


Here is the responsable of the insomny of Mr. Corr!. At the time of publishing this section we received an e-mail communicating us that a new bearing was in its place and that the rubbing noises had disappeared.


At November 08th of 2002 Jeff finished the definitive frame for the Marboré IIc. He told us in an e-mail that it was completely adjustable and it can be seen that it is built basically in structural steel and is remarkably lower than our frame. The wheels for moving around (four) are small and the machine is held by three points.


From here it can be better appraised the anchorage of the machine to the frame and the heat resistant special black painting that was applied to the set exit-and-cone of the machine. He also told us that he was trying to put the Marboré aboard a Ford F-150 to let it run at 200+ MPH. That will be very interesting to be seen!


These are the two solenoid valves that regulate the JP1's flow first to the auxiliary fuel pump, and later to the main fuel pump.


Moment at which Jeff's Marboré IIc starts after two years of fighting. Note the lack of exhaust tube, the assembly of the batteries for the starting and the fuel tank mounted upon the ladder...


End of the first starting. Without RPM counter or exhaust temperature meter. And yet worried about the problems of the turbine's rear ball bearing. But happy as never!


If one looks closely to the base of the frame it can be seen the presence of two cords destined to prevent the movement of the base/turbojet unit. Like our Marboré, it doesn't move at the RPMs tested. And the neighbors come to the news' site pets included...


A rear view of Marboré IIc's start that we still have not taken from ours...


Here is one of the favorite views of the president of our Asociación Cooperadora. It's a shame that it is the result of having low batteries at the starting (as we would verify by the end of 2003...). The turbine remains in around 2500 RPM and cannot raise by itself its RPM regime. The only solution: stop it and restart again (with full loaded batteries, of course).


Last but not least we cannot forget to mention the turbojet made with a Porsche compressor built by Mr. Corr before the Marboré IIc undertaking. Simply awesome...