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Airborne Photographics
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Registrace 24. 06. 2017
Aerial Photography
RotorWay Turbine Engine FCU Disassembly
RotorWay Turbine Engine FCU Disassembly
Contact Chris for more information: mailto:turboshaftengines@gmail.com
Contact Chris for more information: mailto:turboshaftengines@gmail.com
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RotorWay Turbine Engine Repair
zhlédnutí 29KPřed 6 lety
This video is about RotorWay Turbine Engine Contact Chris for more information: mailto:turboshaftengines@gmail.com
RotorWay Turbine Engine Demonstration
zhlédnutí 180KPřed 6 lety
This video is about RotorWay Turbine Engine Demonstration. Contact Chris for more information: mailto:turboshaftengines@gmail.com
Too bad P&W doesn't make turbines in this hp range.
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That is literally the smallest helicopter main rotor gearbox I have ever seen, that includes the mini 500 main rotor gearbox, the Bell 47, and the Hiller 12 series.
Interesting! I have a T62 & a quickchange but I'm not about to hook them together.
Do you have by any chance any cbox gearbox and clutch with bell housing for sell ? Maybe this one from the demo ?
Smart man 🤓
True that
Hi maestro can you get me joub
Brillant, Thank You
I'm curious how your HOA feels about this :-)
Where did you get your 3 to 1 gearbox
Hi do you have any helicopter blade making videos
Thank you for the great Explain and how did the turbine engine?
Fantastic work you do.
How did you get involved with Turbine Engines on Light Aircraft? I have the same interest but at an amateur level. I'd like to learn move about Turbine engines powering Civilian Aircraft Thumbs Up!
Is there a Good source "Proven", 'Civilian Aviation "Turbine Engines"' that can be used and adapted for the civilian (2-6 seat) Homebuilt experimental Aircraft market? I would like to see a Light Turbine engine in a Civilian aircraft that has lots of power to overcome the current power deficits that exist in the current civilian airplane & helicopter market. I'd sure like to see an Experimental, Homebuilt Turbine Helicopter Kit (or Airplane Kit) that seats 2-6 passengers, has more power and an extended range than what is currently available in the civilian market. Seems, the engine powerplants available in the current market are lacking performance and barely powerful enough to carry 2-4 passengers at max load, only able to fly 2 hours or up to 200 miles before refueling again. Does anyone know of a more capable Helicopter than the status-quo (ie. Robinson 22, 44) that has more power, greater maneuverability, increased range & load capacity that is still affordable to buy and fly?
I feel the same. I want a 100-350 hp turbo prop for the experimental category to begin with. I’d make a mini PC-21 with a 200hp turboprop if it existed.
There are a couple of firms designing "light" turbines for the experimental market but you have to understand it's a very difficult area to penetrate. Turbine's require millions of dollars in R&D to develop and use expensive exotic alloys for the high temp/pressure thresholds they operate within. Making one for the experimental market is a tough sell because you're looking at $100,000 just for the engine which is usually more than someone wants to pay for an entire functional aircraft. The next problem is maintenance. With a brand new turbine who is qualified to service it? Probably only the manufacturer since it is nothing like popular turbines you see today. Parts will be rare and you will have to ship your engine across the country or even overseas for repairs which is further cost prohibitive. Lastly comes necessity. Turbines are for high performance heavy aircraft. Who needs a turbine in a 2 seater plane that weighs 800 lbs? Experimental aircraft are typically flown maybe 50 hours per year. There's no need for the kind of reliability of a turbine with such little usage, piston is fine.
The T62 series is aviation approved and time proven, if you want more than 300 shp though you're going to have to go to the t63 series!!
Can I have your winters diff🤣🤣🤣
Sharp Man, too bad he can't get the rights (and a Shop) to make these Engines.
Interesting video! I own a T62T32 I wonder which GAC unit you guys use? Do you sell parts for T62s, FCUs etc? I assume Rotorways are flown in experimental category, I'n not sure EASA allows the turbine powered versions in the UK?
Right on Chris... keep it up buddy. You’re pretty good...
chris, i need some info about converting my 30 yr old barnfind exec 90,never flown,to a turbine solar set up inclusive of kiss aviation gearbox plus the necessary components,and electronics,etc,as in ball park cost. im in the uk,and such info is not easy to source.thank you.
well the kit costs 20k USD from KISS aviation and thats just the conversion kit. You'll need your own engine + gearbox which is another 20k. I'd ballpark 50k to convert a 162f to turbine, not sure if exec 90 is any different.
@@codmott286 thanks chris,im pretty sure the airframes are the same,i did think the kiss aviation kit included the turbine reduction gearbox,and maybe tailrotor gearbox etc.are there any solars turbines still out there,if yes,where to look? appreciate your advice.
@@eddyriley2055 you're right KISS includes all gearboxes. You can find the turbines on ebay sometimes, barnstormers, occasionally trade-a-plane, otherwise best avenue is the various rotary forums for each dedicated aircraft. Some owners give up projects, or bought spares they no longer need. For instance homers helicopter website has a clean T62-32 available in crate.
@@codmott286 thanks for that,what a relief,had visions there,of a conversion kit , consisting of brackets and bolts for $20k,back on budget,just need to find a decent solar t62,many thanks.
Great video I love it thanks...
Would love to see this in the Vans RV SERIES ❤️?
Genius man ❤👌
One of these plus Kitfox= Magic
Sounds extremely noisy. Love the Rotorway & the Mark Evans DVD. I've watched it at least 1000 times.....
WHY YOU OLD SCHOOL HOTRODDER ! ! ! You're using a 'Franklin Quick Change' rear end out of a Sprint car for the final drive. C-O-O-L ! ! !
Blablablabla ! interressantes Video. Jetzt weiss ich wenigstens wie sich "amerikanisch mit Kaugummi im Mund" anhört.
I worked on the 62. It has two rpm's, one hundred percent and zero percent. I was an turbine engine mechanic for helicopters in the U.S. Army. Most of my work was on 712's found on the Chinook as well as the 62 used as apu. Noisy little bastards... no doubt why I have tinnitus and I used double hearing protection. Question though... I noticed there is no egt sensor on the chimney. Why not?
What helicopter does the smaller solar 2A1 come from? Also in regards to power %, most of these engines seem to idle around 60% until ready for takeoff, is that bad for the engine?
Really Very Good Work well done
Just one tail rotor drive belt?
Nevermind, you mentioned that it's just for ground demonstration purposes.
that is correct. I thought maybe it was 2 in parallel but apparently it's just one. Crazy.
I've flown in a Rotorway that was assembled by a friend of mine in the UK. it had a 4 cylinder petrol engine and the tail rotor was driven by vee belts. The tail rotor used to cause its blades to crack at the boss connection points.
Be interesting to see that turbine hooked up to a generator. Be more interesting to see how big of a generator it can turn vs the amount of fuel consumption. Of course, that data is already known; but the efficiency would be worth noting. Fuel consumption vs amperage output with two phases 120/240vac.
Pls I need the dimensions of the t62 turbine wheel and how can I get one thank you.
I worked with lots of those Solar turbines in the 70’s. They were made for the telephone company’s 200 KW standby generator sets. They proved to be not a good choice for that application because of the frequent starting and stopping they experienced. A turbine engine does not like short run times and frequent starts. The heating and cooling cycles are the equivalent of several hours of run time per start. This resulted in high maintenance costs compared to Diesel engines which is why they were phased out of the standby generator application. Solar still makes much larger turbine generators used for industrial power generation.
That a winners quick change rear end?
I am thinking air boat application what is an out put rpm at what I would bolt to the prop? 2500 max
well the turbine shaft outputs at 60,000 rpm. You could reduce it to whatever you want.
Does the rotax gearbox use their gears or is the 3:1 ratio special gears?
How much does one of those run $?
20k for the engine, sometimes cheaper if you can find it in bulk without inspection. Have seen them go as low as 6-10k.
Why are you destroying your hearing? It appears you weren’t using any ear protection.
What?????? 😂🤣
@Stimpy&Ren Ears????? What????
👍🇺🇸
do they have auto relite ability ? something like Bell or MD ? its prob going to be a requirement in snow and no doubt rain before long like the commercial aircraft. There is a guy up in Alberta Canada I met as well that can do recording systems for keeping track of the parameters
AN is just grade 8 BTW
91rss ummm..... an stands for the army navy standard. Numbered in 16ths of an inch. Most of its aluminum, some stainless steel so grade 8..... not so much. Just an industry standard size description. For example -4 an is 4/16 aka 1/4. I’m surprised a normal google search couldn’t supply you that
@@josht8011 yes 30 yrs in the field,, AN in fittings is obsolete now BTW, its basically hydraulic fitting charts to find fittings on owner built stuff, and owner built could use grade 8 vs AN3 etc.
Quick question: If you've got a centrifugal clutch on the engine output, why do you need a spragg clutch as well? Surely if the engine died in flight, the centrifugal clutch would disengage and the rest of the drivetrain would be freewheeling (or autorotating if you prefer) anyway?
why would the centrifugal disengage at a useful rpm, it would but at a very low rpm, wouldn't it?
For startup otherwise you would be trying to turn main Nd tail rotor systems at start, equals hot start
@@Channel-tr1hx If the engine were to lock up or something catastrophic, the inertia of the rotating blades would tear something apart
Between the clutch and the sprag is the Rotax reduction drive if it were to seize then you would be mighty greatful that the Sprag allowed the Rotor system to continue spinning on its own momentum before you were able to reconfigure for Auto Rotation (drop the collective to change the MR blade pitch to negative) which is totally different.
Waouw Chris... you really are a kind of "porphete" in that matiere... Very informative stuff here ! Well done ! Frederic (Belgium XET owner who has deal with you last year...).
I would just like to keep it ib my garage just for a conversation starter lol
Tree tree tree 36 we wet he grew he tree 2 21 r tree trees yew 😢😢🎄😉😂😂😂😂😂
Awesome Video, thanks for posting.Hats off to you sir.
I’m so happy I found your channel! Yay I’m not alone in the world anymore, ha! I’m the only helicopter guy in the EAA chapter so I’m loving this!
are you interested in adapt a similar system for ground vehicle propulsion? Send me a line at benavidesi.a@gmail.com
Alfonso Benavides Iglesias these would be terrible for a vehicle. They spin extremely fast. They are made to run usually at 1 rpm and maintain it reguardless of the load. Some used for helicopters can very the rpm but most engines this tiny are Apu’s for aircraft. Kc135 uses two like this and to be honest they are horrendously unreliable for even that purpose. They run at 100% which is about 65k rpms. They are tuned harmonically to this speed. The vibrations this goes through in transition from start to 100% would make this thing a ticking time bomb in a car. Not to mention running them slower than the rpms they are designed for would not push enough air through the combustion chamber and just melt everything if sustained. Basically the definition of a hung/ hot start on a normal jet engine.
so you're like 1 of 2 guys in the country who can service these things right? I guess this is what makes the piston model attractive.
Excellent demonstration. Very nicely fabricated assembly.