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Post by smithy1 on Sept 9, 2014 18:13:03 GMT -5
Hi Anders, Some of the "chain driven" Harley-Davidson machines with aftermarket sprocket/disk rotors have this type of setup...very clever indeed. Hopefully you won't get too much chain lube on the sprocket.....could cause a little "slippage" methinks..!
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Post by smithy1 on Sept 9, 2014 18:08:52 GMT -5
You're not wrong John....I've got a nervous "twitch" in my eye as we speak..! I can't see too many dramas with the setup...I just need to check thoroughly for leaks etc...and to make sure I've got enough fuse in the fuse holder for the twin pumps which are wired together, a couple of short pump test runs will answer that for me I suspect. Cheers, Smithy.
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Post by smithy1 on Sept 9, 2014 15:15:53 GMT -5
Hi Guys, Finished fitting up the two Bosch 044 A/B pumps in parallel yesterday evening, I fitted an inline check valve in the feed line to eliminate the possibility of tailpipe pressure pushing the fuel back to the tank when the A/B is not in use. Due to lack of daylight I have yet to finish the wiring and need to test them to make sure they actually work together, will do that this afternoon after work....the Hot-Streak pump will then be fitted and plumbed/wired in, most of the plumbing is there for it, just had to swap pumps over and fabricate a new feed line for it. I'll try to remember to take some picks when it's all done.
Cheers, Smithy.
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Post by smithy1 on Sept 8, 2014 22:20:41 GMT -5
Hi Anders Looking forward to see it working, what type and size of boat are you going to test your turboshaft outboard on? :-) Cheers Erik LOL....Knowing Anders...it's probably going on something "ICE" related, ....and with winter coming up in that part of the world it would make sense..! He'll possibly have it powering a snowmobile at some stage..! Cheers, Smithy.
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Post by smithy1 on Sept 8, 2014 20:16:21 GMT -5
might be about time to replace those brake pads Not such a silly idea Andrew....I have some motorcycle pads at home which look close-ish, I'm sure I could "doctor" them to fit. The rear brakes pads are fine and have plenty of "meat" on them....the front's are a bit ordinary though..! I actually have two car shows to go to this weekend, one at Liverpool on Saturday, although I might be quite limited with available room at this one as it's in a small-ish car park...and on Sunday I have one quite close to home at Leumeah...this one should hopefully allow me to have a bit of extra room to throw some flames around... You're welcome to pop out to either or both if you wish Andrew. Cheers, Smithy.
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Post by smithy1 on Sept 8, 2014 19:54:53 GMT -5
Hi All, My new hot-streak pump and a few fittings/check valves have just arrived....just in time for me to set about fitting everything to the "Beast" prior to this coming weekend. I have a car show this weekend so it'll give me an opportunity to see if the new A/B and H/S systems are working nicely.
So...this weekend should see the "Beast" running with four....yes four, (count 'em)....fuel pumps, two high flow/high pressure Bosch 044's to supply the A/B, one smaller 130L/H @4 bar for the hot-streak and a similar unit supplying the engine itself....should be enough I think..!
John and I crunched the numbers some time ago and we think the 6041 powered "Beast" should be good for well over 200lbs thrust wet....hopefully we're close to right..
Cheers, Smithy.
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Post by smithy1 on Sept 8, 2014 16:38:05 GMT -5
Hi Anders, The FADEC signal to the pump is just varying the voltage to the pump depending on throttle position and sensed engine rpm....it will then adjust the voltage to the pump to keep the rpm at the required level as demanded by the throttle signal, they're fairly simple animals really.
If the free power is only doing ~10,000rpm, the normal bearings will handle it easily as long as they're lubed sufficiently and temps don't get too high. I would point a lube spray at the upper bearing and let gravity feed the lower one if possible. Let the scavenge drain back to tank via larger dia line and possibly a filter and you should be good to go....I'm sure you've got something in mind...if you can successfully run the bike without too much drama, the outboard motor should be easy for you...
Cheers, Smithy.
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Post by smithy1 on Sept 8, 2014 14:32:29 GMT -5
Hi Anders, I have a miniature fuel pump if you need one for your free power lube requirements, the windscreen washer pump may not handle the fuel too well. What type of bearings are you using in the free power unit.. and what rpm do you think it will be running?
It may be possible to run the free-power lube pump from the engine pump PWM signal, just connect the two pumps in parallel..... when the engine is running the F/P lube pump will also be running, that will save having to run two PWM controllers. These little pumps only pull ~2-2.5amps so the engine controller should be able to handle both of them easily.
Cheers, Smithy.
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Post by smithy1 on Sept 7, 2014 15:05:09 GMT -5
Hi Alan, I work for an aircraft engine repair company and I do a lot of work on the RR250-C20B, C30, C40 & C47 engines and I do the fuel controls for the C20B's & C30's. I can certainly get some info for you. The T63 is essentially the military version of the C20B. We use Mobil Jet-II in our engines. As long as the oil meets Mil-Spec...PRF-23699, Mobil 254 is also an alternative oil and meets the same specs. I specialize in the Fuel Controls, Fuel Pumps and Power Turbine Governors. If you need any help or information, I'll do my best to help you out. I have access to all the latest manuals and test specifications etc... I also have access to a Fuel Control/Fuel Pump test stand and a Power Turbine Governor Test stand if you need anything checked or calibrated.
Cheers, Smithy.
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Post by smithy1 on Sept 7, 2014 14:41:54 GMT -5
Hi Anders,
I love your ingenuity...well done Sir....I did some repairs to two AMT Olympus engines a year or two back, they're nicely made turbines too..
Cheers, Smithy.
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Post by smithy1 on Sept 4, 2014 2:55:16 GMT -5
Huge Thanks to John for shooting me a spare V-band for the outer combustion case on the 6041 .....it cleaned up nicely and fits like it has always been there. Things are coming together nicely now....all the parts I've ordered are slowly dribbling in.....should be smiles all round in a week or two...am expecting a decent amount of fire from the Beast..! Cheers, Smithy.
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Post by smithy1 on Sept 2, 2014 16:50:38 GMT -5
Voted Anders....best of luck to you..!
Cheers, Smithy.
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Post by smithy1 on Aug 31, 2014 21:43:25 GMT -5
Excellent..! 1000C....! That's getting up there, as long as it's not for too long she should survive intact.... Well done for getting back on the horse Sir. Cheers, Smithy.
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Post by smithy1 on Aug 31, 2014 21:13:01 GMT -5
Sounds like I'm going to have to come and have another play! Most certainly Andrew, you'll be more than welcome. Will be a few weeks until I run it again though as I have to wait till some new parts arrive and I can source a new V band for the outer combustion case. Then I'll get all the plumbing and wiring sorted. Yesterday she started the same as it did when you were helping me out, just a pop as the propane ignited and an uneventful run up to idle @ 4.5-5psi P2, EGT ~440-460C...as it should be, I'm seeing ~650-675c peaks during run up to idle, as long as I keep an eye on the temps and adjust the fuel flow during spool-up to suit... I'm more than happy with that. The only difference this time was that the A/B and hot streak actually worked .....although it was pumping plenty of white kero smoke when you were present....it just isn't enough for a decent flame show....the little dragster has heaps more flames..! When I do car shows with it...it's the big flames the paying punters like to see..! I can always adjust the A/B flows down via an inline valve for the best thrust when required....that's the easy part. I can't complain though, progress is happening in the right direction and I'm not hurting anything.....that's always a bonus..! Kudos to John for a nicely running and strong engine.... Cheers, Smithy.
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Post by smithy1 on Aug 31, 2014 18:56:14 GMT -5
Hi Anders, Love your work...... Agree with John here....Those idle/low P2 pressure EGT's are indeed a concern, as John mentions...it'll be interesting to see what results you get with the different jet nozzle and resultant pressures. It is difficult to make a diffuser....and most other flow/pressure dependent parts to a certain degree, which will suit all conditions, what works nicely at one point can be slightly "off" at another.
I'm sure you're well aware...when those temps start getting up into the 800C+ range we start to worry, it means TIT's are approaching the limits of the materials we're using.
Cheers, Smithy.
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