JB-220 Turbine
05-29-2013, 04:40 AM
#1
JB-220 Turbine
Does anyone have experience with this turbine when operating in a hot and humid climate? I like the weight and size of the turbine compared to the thrust. I am not familiar with JB turbines and I do not want to buy anymore paper weights.
05-29-2013, 09:26 AM
#3
RE: JB-220 Turbine
It dosn't get a whole lot hotter or humid than south Texas. I have seen Barry fly his 180 gold several times and it performes flawlessly. I currently have a 220 on order from ultimate jets. I'm confident in them.
05-29-2013, 03:59 PM
#5
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RE: JB-220 Turbine
My friend in Las Vegas has one, it's an awesome powerplant. I was only able to run it in his driveway before I had to go home it was very impressive.
He has since flown it in his JL-F22 and he said it was awesome.
He has since flown it in his JL-F22 and he said it was awesome.
05-29-2013, 09:03 PM
#6
RE: JB-220 Turbine
We have lots of 220s operating in the desert. Dusty, very hot and low pressure. Density altitude can be as high as 6000 ft with OAT typically around 100 to 115 F. The 220 performs as all the other Behotec/ BF engines in these conditions: extremely well.
Behotec have made a tour de force with this engine. First of all every unit is delivered with a thrust reading sheet that is coming from the pre-delivery engine test and made with a lab grade test bench. I have confronted my measurements with theirs and we are always within a few %. The test bench that I have been using for many years to do the RCJI engine tests is also lab grade and I calibrate it on a regular basis.
They managed to get that much thrust in a 160 form factor thanks to intensive CFD using one of the most famous software in that segment. The compressor, diffuser, NGV and turbine wheels have been very thoroughly digitally designed.
The thrust of 220N is achieved at a fairly low RPM of 123000 RPM. The engine is also running fairly cold at 750c TGT( not EGT as the tempreature reading is taken in front of the turbine wheel ).
Furthermore they have adopted a new very clever design for the fuel sticks that stabilizes the combustion cycle a lot and make them much more durable in time ( less hot spots on old engines ). The rear bearing also has several patents. It is self-centering and has a very specific cooling pattern that makes it run very cold.
Behotec have made a tour de force with this engine. First of all every unit is delivered with a thrust reading sheet that is coming from the pre-delivery engine test and made with a lab grade test bench. I have confronted my measurements with theirs and we are always within a few %. The test bench that I have been using for many years to do the RCJI engine tests is also lab grade and I calibrate it on a regular basis.
They managed to get that much thrust in a 160 form factor thanks to intensive CFD using one of the most famous software in that segment. The compressor, diffuser, NGV and turbine wheels have been very thoroughly digitally designed.
The thrust of 220N is achieved at a fairly low RPM of 123000 RPM. The engine is also running fairly cold at 750c TGT( not EGT as the tempreature reading is taken in front of the turbine wheel ).
Furthermore they have adopted a new very clever design for the fuel sticks that stabilizes the combustion cycle a lot and make them much more durable in time ( less hot spots on old engines ). The rear bearing also has several patents. It is self-centering and has a very specific cooling pattern that makes it run very cold.
05-29-2013, 11:26 PM
#7
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RE: JB-220 Turbine
ORIGINAL: olnico
We have lots of 220s operating in the desert. Dusty, very hot and low pressure. Density altitude can be as high as 6000 ft with OAT typically around 100 to 115 F. The 220 performs as all the other Behotec/ BF engines in these conditions: extremely well.
Behotec have made a tour de force with this engine. First of all every unit is delivered with a thrust reading sheet that is coming from the pre-delivery engine test and made with a lab grade test bench. I have confronted my measurements with theirs and we are always within a few %. The test bench that I have been using for many years to do the RCJI engine tests is also lab grade and I calibrate it on a regular basis.
They managed to get that much thrust in a 160 form factor thanks to intensive CFD using one of the most famous software in that segment. The compressor, diffuser, NGV and turbine wheels have been very thoroughly digitally designed.
The thrust of 220N is achieved at a fairly low RPM of 123000 RPM. The engine is also running fairly cold at 750c TGT( not EGT as the tempreature reading is taken in front of the turbine wheel ).
Furthermore they have adopted a new very clever design for the fuel sticks that stabilizes the combustion cycle a lot and make them much more durable in time ( less hot spots on old engines ). The rear bearing also has several patents. It is self-centering and has a very specific cooling pattern that makes it run very cold.
We have lots of 220s operating in the desert. Dusty, very hot and low pressure. Density altitude can be as high as 6000 ft with OAT typically around 100 to 115 F. The 220 performs as all the other Behotec/ BF engines in these conditions: extremely well.
Behotec have made a tour de force with this engine. First of all every unit is delivered with a thrust reading sheet that is coming from the pre-delivery engine test and made with a lab grade test bench. I have confronted my measurements with theirs and we are always within a few %. The test bench that I have been using for many years to do the RCJI engine tests is also lab grade and I calibrate it on a regular basis.
They managed to get that much thrust in a 160 form factor thanks to intensive CFD using one of the most famous software in that segment. The compressor, diffuser, NGV and turbine wheels have been very thoroughly digitally designed.
The thrust of 220N is achieved at a fairly low RPM of 123000 RPM. The engine is also running fairly cold at 750c TGT( not EGT as the tempreature reading is taken in front of the turbine wheel ).
Furthermore they have adopted a new very clever design for the fuel sticks that stabilizes the combustion cycle a lot and make them much more durable in time ( less hot spots on old engines ). The rear bearing also has several patents. It is self-centering and has a very specific cooling pattern that makes it run very cold.
Andre
05-30-2013, 06:44 PM
#12
RE: JB-220 Turbine
Houston, but I won't fly this plane until later in the year most likely. Like I said though Barry from ultimate jets fly's his stuff at Houston fields also. I believe his handle is u2fast. maybe he would put my 220 in his big hawk and give it a try if he hasn't flown a 220 yet.
11-09-2013, 03:50 PM
#13
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I've ordered this magnificent engine yesterday, should be ready by January according to Thomas, sounds like its worth the wait.
Does anybody have any advise on the fuel tank/bubble trap set-up?
Does anybody have any advise on the fuel tank/bubble trap set-up?
11-10-2013, 01:20 AM
#14
Hi all,
I live in Yokohama Japan, and as you know summer season of Japan is famous for one of the area of super high humidity and high temp on the earth.
i enjoy turbine model with many friend of jet freacks, most of my friend declined to jet flight by turbine surging (sama as compressor stall)couse by super high humidity.
Old tipe of Jetcat(Ex:P80SE),JB(BF) and all of Kingtech can be used without any problems in japanese summer.
Best regards,
K.Tanabe
I live in Yokohama Japan, and as you know summer season of Japan is famous for one of the area of super high humidity and high temp on the earth.
i enjoy turbine model with many friend of jet freacks, most of my friend declined to jet flight by turbine surging (sama as compressor stall)couse by super high humidity.
Old tipe of Jetcat(Ex:P80SE),JB(BF) and all of Kingtech can be used without any problems in japanese summer.
Best regards,
K.Tanabe
11-10-2013, 08:34 AM
#16
11-10-2013, 07:33 PM
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Derek Middleton
