erik
Member
Joined: March 2015
Posts: 12
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Post by erik on Sept 3, 2019 22:58:51 GMT -5
John, yes, I found some engines in the USA, pity about the exchange rate at the moment. Erik.
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Vidar
New Member
Joined: June 2013
Posts: 5
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Post by Vidar on Sept 4, 2019 11:49:06 GMT -5
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Vidar
New Member
Joined: June 2013
Posts: 5
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Post by Vidar on Sept 4, 2019 11:50:23 GMT -5
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Post by racket on Sept 4, 2019 18:45:04 GMT -5
Hi Erik
Unfortunately I don't have his email address , have you tried PM'ing him through Messages??
Cheers Joh
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erik
Member
Joined: March 2015
Posts: 12
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Post by erik on Sept 5, 2019 0:47:48 GMT -5
No, not yet, John. Erik
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erik
Member
Joined: March 2015
Posts: 12
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Post by erik on Sept 6, 2019 1:30:19 GMT -5
So, have anyone on this forum turned the GTD-350 Polish turbine into a fixed wing power plant? Anything to share? Good and the bad? Erik in Oz.
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jetric
Veteran Member
Joined: December 2014
Posts: 132
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Post by jetric on Sept 6, 2019 4:57:22 GMT -5
So, have anyone on this forum turned the GTD-350 Polish turbine into a fixed wing power plant? Anything to share? Good and the bad? Erik in Oz. Hi Erik, I am quite familiar with this engine including it's good and bad points. Jonathan starr had quite a few issues with his engine because he re-routed some of the oil and fuel lines to accommodate him moving the exhaust ducts to point upwards ( personally I do not recommend doing this as the exhaust ducts are quite a complex fabrication and if they are fitted in the wrong orientation this can lead to half of the outlet from the power turbine being blocked off!!!! Keep with the standard orientation of both exhaust ducts exiting either to the left side or right side). Always ensure that the large engraved arrow marks on the two exhaust blanking covers always point together. Jonathans engine had a fault with the valve pack that is underneath the combustion chamber that is why it never ran correctly, there are three separate shuttle valves in this pack that are activated during start-up and shut-down and are controlled by a high pressure feed from the fuel pump; one controls the fuel drain from the bottom of the combustion chamber, another controls the fuel dump back from the main spray nozzle and the last one controls the fuel dump from the high pressure feed from the fuel pump, if any of these valves stick of the seals leak it will cause issues during start-up. One of the biggest issues with this engine is getting the torch ignitor to work correctly, it is of a very poor design which will become self evident if you remove your one from your engine and have a look at it, it consists of a atomiser spray nozzle and a surface discharge ignitor plug inside a small flame tube, one of the obvious issues is that the ignitor plug actually covers over the spray nozzle so that any spray from the nozzle hits the side of the plug body and turns back into solid droplets that will not burn/ignite, I had to machine a spacer to move the ignitor plug back out of the way of the spray so that it will ignite the atomised spray. This improved the starting dramatically. The engine is designed to start and run effectively with a 10psi of pressure in the fuel feed line from the fuel tank, as the engines main high pressure fuel pump is of the swash plate and plunger type, but the plungers do not have return springs they rely on the fuel pressure in the fuel supply feed to push them back into contact with the swash plate!!!. I have the full English manual for this engine that I could send to you if you do not already have a copy of it as jonathan starr made these available on his web page. The manual also has a listing of the different marks/versions of this engine with the corresponding TBO life limits depending on what type of NGV/turbine blade material that was used. As with a majority of Russian/polish engines they measure Turbine Entry/Inlet temperature and not EGT. Video below of my engine starting and running; Enjoy, Richard S.
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erik
Member
Joined: March 2015
Posts: 12
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Post by erik on Sept 6, 2019 6:13:39 GMT -5
Hello Richard. Thank you very much for your post. If you could, I don`t have any manuals as yet, so if you can supply one, or give me a link to where I can find it, I would be very grateful. I am more than happy to reimburse any costs. Now to find an engine. Do you know of any for sale, or know of an agency/business that can sell me one? A Honeywell/Garret TPE331 will also work. Thanks again and kindest regards, Erik in Oz.
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erik
Member
Joined: March 2015
Posts: 12
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Post by erik on Sept 6, 2019 6:19:24 GMT -5
So, have anyone on this forum turned the GTD-350 Polish turbine into a fixed wing power plant? Anything to share? Good and the bad? Erik in Oz. Hi Erik, I am quite familiar with this engine including it's good and bad points. Jonathan starr had quite a few issues with his engine because he re-routed some of the oil and fuel lines to accommodate him moving the exhaust ducts to point upwards ( personally I do not recommend doing this as the exhaust ducts are quite a complex fabrication and if they are fitted in the wrong orientation this can lead to half of the outlet from the power turbine being blocked off!!!! Keep with the standard orientation of both exhaust ducts exiting either to the left side or right side). Always ensure that the large engraved arrow marks on the two exhaust blanking covers always point together. Jonathans engine had a fault with the valve pack that is underneath the combustion chamber that is why it never ran correctly, there are three separate shuttle valves in this pack that are activated during start-up and shut-down and are controlled by a high pressure feed from the fuel pump; one controls the fuel drain from the bottom of the combustion chamber, another controls the fuel dump back from the main spray nozzle and the last one controls the fuel dump from the high pressure feed from the fuel pump, if any of these valves stick of the seals leak it will cause issues during start-up. One of the biggest issues with this engine is getting the torch ignitor to work correctly, it is of a very poor design which will become self evident if you remove your one from your engine and have a look at it, it consists of a atomiser spray nozzle and a surface discharge ignitor plug inside a small flame tube, one of the obvious issues is that the ignitor plug actually covers over the spray nozzle so that any spray from the nozzle hits the side of the plug body and turns back into solid droplets that will not burn/ignite, I had to machine a spacer to move the ignitor plug back out of the way of the spray so that it will ignite the atomised spray. This improved the starting dramatically. The engine is designed to start and run effectively with a 10psi of pressure in the fuel feed line from the fuel tank, as the engines main high pressure fuel pump is of the swash plate and plunger type, but the plungers do not have return springs they rely on the fuel pressure in the fuel supply feed to push them back into contact with the swash plate!!!. I have the full English manual for this engine that I could send to you if you do not already have a copy of it as jonathan starr made these available on his web page. The manual also has a listing of the different marks/versions of this engine with the corresponding TBO life limits depending on what type of NGV/turbine blade material that was used. As with a majority of Russian/polish engines they measure Turbine Entry/Inlet temperature and not EGT. Video below of my engine starting and running; Enjoy, Richard S.
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jetric
Veteran Member
Joined: December 2014
Posts: 132
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Post by jetric on Sept 6, 2019 6:47:11 GMT -5
Hello Richard. Thank you very much for your post. If you could, I don`t have any manuals as yet, so if you can supply one, or give me a link to where I can find it, I would be very grateful. I am more than happy to reimburse any costs. Now to find an engine. Do you know of any for sale, or know of an agency/business that can sell me one? A Honeywell/Garret TPE331 will also work. Thanks again and kindest regards, Erik in Oz. Hi Erik, Send me a PM of your Email address and then I can forward the manual on to you, I don't want any money for this. There is only one GTD350 that I know of for sale here in the UK but the guy wants around £3000 and then there is the shipping involved to get it to you. What would be a suitable HP range of engine that you require? are you using the engine in a pusher or tractor configuration on the aircraft? Have you considered using a BMW/RR T312 150hp with a constant speed variable pitch prop? Cheers, Richard S.
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erik
Member
Joined: March 2015
Posts: 12
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Post by erik on Sept 7, 2019 7:03:13 GMT -5
Hello Richard To answer your questions: 1. I want around 400 to 500 hp. The plane is a Bede BD4, a kit plane or plans build (your choice). It has decent performance figures, and piston engines in the 150 hp all the way up to 400 hp have been used successfully by owners/builders. Why a turbine and not the usual Conti or Lycoming IO-BIG, you ask? Because I can...... The more power could (yes, I know, weight of extra fuel, the turbine`s known fondness for Jet-A, etc), potentially pull the plane into the 250 mph cruising-speed arena. Not to be sneered at. 2. Because I can. Experimental class set me free to build the plane around MY wants and needs, not what some factory decides FOR me. 3. It is in tractor configuration, and a tail dragger. 4. I have an Ivo Magnum electric constant speed prop that I want to use. I believe the free turbine runs at 6000 rpm, so I will need a further reduction down to 2750 rpm. Kindest regards, Erik.
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erik
Member
Joined: March 2015
Posts: 12
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Post by erik on Sept 7, 2019 7:06:46 GMT -5
Oh, I forgot to mention: I am considering a Garret/Honeywell TPE-331 as well. A bit more powerful, but then again, too much power is never enough. AND....I can`t afford a PT-6. Erik.
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aserbo
New Member
Joined: February 2021
Posts: 1
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Post by aserbo on Feb 21, 2021 14:44:27 GMT -5
Hello Richard. Thank you very much for your post. If you could, I don`t have any manuals as yet, so if you can supply one, or give me a link to where I can find it, I would be very grateful. I am more than happy to reimburse any costs. Now to find an engine. Do you know of any for sale, or know of an agency/business that can sell me one? A Honeywell/Garret TPE331 will also work. Thanks again and kindest regards, Erik in Oz. Hi Erik, Send me a PM of your Email address and then I can forward the manual on to you, I don't want any money for this. There is only one GTD350 that I know of for sale here in the UK but the guy wants around £3000 and then there is the shipping involved to get it to you. What would be a suitable HP range of engine that you require? are you using the engine in a pusher or tractor configuration on the aircraft? Have you considered using a BMW/RR T312 150hp with a constant speed variable pitch prop? Cheers, Richard S. Hi, Richard! Earlier this week I picked up a dirt cheap (or so I would imagine) GTD-350 from a chap that needed to empty his garage... I would really like to get my hands on a manual for the engine that is written in letters that i actually can read, would you please share yhe one you have with a total turbine noob? Best regards Asle, Norway
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Post by Johansson on Feb 23, 2021 15:17:58 GMT -5
You´ve got mail.
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