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Turbine rigging
- Thread starter KnotRight
- Start date
Here is a picture of the Caliper controller.
This is activated by a micro switch in the shift which sends voltage to the coil and the onboard air system will apply air to the cylinder which mechanicaly pushes the master cylinder which squeezes the caliper stoping the N2 on the turbine enabling a shift in and out of forward neutral reverse.
This is activated by a micro switch in the shift which sends voltage to the coil and the onboard air system will apply air to the cylinder which mechanicaly pushes the master cylinder which squeezes the caliper stoping the N2 on the turbine enabling a shift in and out of forward neutral reverse.
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Here is the pictures of the Test Cell used in Dynoing
Turbine Engines.
This facility is FAA certified.
When they dynoed one of my Engines they went to lunch During the Pull.
Turbines are designed to Run for sustained periods at full power.
Try that with a bigblock.
Turbine Engines.
This facility is FAA certified.
When they dynoed one of my Engines they went to lunch During the Pull.
Turbines are designed to Run for sustained periods at full power.
Try that with a bigblock.
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g, ck out www.kahn.com hyd.dynamometers for kicks ! how about this ol'vid. very cold, early day in 08 www.youtube.com/watch?v=S-fBO6Ps-eM
glassdave
Founding Member / Competitor
just curious, how is N2 decoupled or isolated within the turbine to allow it to be stopped?
Great thread.
Rik
Sponsor / Charter Member
You remember what a "Daisy Wheel" looks like that kids play with or old people put in their yards?
Imagine blowing onto the daisy wheel and it will turn/spin.
Very similar concept. As the daisy wheel (N2) spins, it is connected to a shaft on a bearing. The N1 GP nozzle forces air onto the PT wheel and in turn spins the wheel and the shaft.
The shaft is splined to accept an input shaft and thus power is coupled.
This is the same for the hot shaft and the cold shaft engines. Therefore, there is no mechanical connection and you can stop the N2 from spinning provided you have sufficent means such as a caliper and rotor to do so.
Rik
Rik
Sponsor / Charter Member
Hey, what can I say. I've been around this for quite a while now.
Here is the oil tanks. The helicopter has something similar onboard.
These are 316 stainless.
These are designed to be mounted directly to the Turbine.
They hold approx 10 quarts. The Turbines lubrication consists of a
dry sump with pressure fed bearings and scavenge on all bearings also.
These tanks have a baffles in them as well as breathers.
These are 316 stainless.
These are designed to be mounted directly to the Turbine.
They hold approx 10 quarts. The Turbines lubrication consists of a
dry sump with pressure fed bearings and scavenge on all bearings also.
These tanks have a baffles in them as well as breathers.
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Here is the exhaust.
Its is of 321 Stainless steel.
Its is run dry. Thermo wrap (header wrap).
Also a High heat thermo blanket.
The way it attaches to the Turbine is with 18 Stainless springs.
Which allows flex and minimal movement.
There is also a 1/2 inch gap allowing a venturi to help scavenge
the Combuster heat and evacuate heat in the engine bays
Its is of 321 Stainless steel.
Its is run dry. Thermo wrap (header wrap).
Also a High heat thermo blanket.
The way it attaches to the Turbine is with 18 Stainless springs.
Which allows flex and minimal movement.
There is also a 1/2 inch gap allowing a venturi to help scavenge
the Combuster heat and evacuate heat in the engine bays
Attachments
Another run up "Starboard" sweet Kero. ! www.youtube.com/watch?v=B6-BuvVj8AY
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