Behotec 220 RCJI article.
01-30-2015, 08:45 AM
#1
Thread Starter
Behotec 220 RCJI article.
Just a quick heads up on the new engine test from Collin Strauss.
"This test makes the JB-220 the turbine with the best power to weight ratio so far tested by RCJI, and not by a small amount"
Just as a reminder, this engine has been out on the market for 4 years now. It is also the turbine is this class with the best proven reliability figures. This is a fact that we are appreciating on a regular basis with our UAV operations.
http://www.ultimate-jets.net/collect...roducts/jb-220
"This test makes the JB-220 the turbine with the best power to weight ratio so far tested by RCJI, and not by a small amount"
Just as a reminder, this engine has been out on the market for 4 years now. It is also the turbine is this class with the best proven reliability figures. This is a fact that we are appreciating on a regular basis with our UAV operations.
http://www.ultimate-jets.net/collect...roducts/jb-220
01-30-2015, 10:47 PM
#4
One of the best challengers that our model turbine engines face here in the desert is high temperatures and high humidity.
Our climate, for most of the year is warm and dry with summers being very hot and dry, but as we approach the autumn equinox (August / September), the humidity reaches uncomfortable levels with temperatures still high (38 degrees Celsius / 100 F) and humidity 85%. To put this into reality – although we are at Sea Level, the Density Altitude reaches 4,000’. These conditions are the real test for turbines. Almost every turbine here (if equipped) has the ECU set to give Normal Acceleration Levels, anything FAST or VERY FAST is asking too much from the internal components under such conditions. Also, in my opinion, having a very fast acceleration time is unrealistic – real jet pilots (and full size), have no such luxury and that is the way I fly my RC Jets.
As for the Behotec 220 (and the entire Behotec line), there is simply no comparison. The next engine that comes very very close is the evoJet ex series and BF Turbines (both are amazing turbines). As for IQ-HAMMER, they are simply known here as "winter turbines" as they don't perform at all when the conditions get tough.
Our climate, for most of the year is warm and dry with summers being very hot and dry, but as we approach the autumn equinox (August / September), the humidity reaches uncomfortable levels with temperatures still high (38 degrees Celsius / 100 F) and humidity 85%. To put this into reality – although we are at Sea Level, the Density Altitude reaches 4,000’. These conditions are the real test for turbines. Almost every turbine here (if equipped) has the ECU set to give Normal Acceleration Levels, anything FAST or VERY FAST is asking too much from the internal components under such conditions. Also, in my opinion, having a very fast acceleration time is unrealistic – real jet pilots (and full size), have no such luxury and that is the way I fly my RC Jets.
As for the Behotec 220 (and the entire Behotec line), there is simply no comparison. The next engine that comes very very close is the evoJet ex series and BF Turbines (both are amazing turbines). As for IQ-HAMMER, they are simply known here as "winter turbines" as they don't perform at all when the conditions get tough.
Last edited by darryltarr; 01-30-2015 at 10:51 PM.
01-31-2015, 12:27 AM
#5
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Have not seen the article so I would like to hear inputs from users.
The local University does quite a bit of MGT student work on MSc level.
They acquired a Behotec 220 and asked me to help out at getting it going.
I have attached a picture of it running. I must say I have never seen any tail-cone glowing as much as this one.
Literally white hot and I asked them not to run it again. It does produce a lot of thrust.
At the rated 123K we got 232N. But at 120K it is still white hot.
The manufacturer states this is normal but would like to hear from actual users.
The EGT displayed is about 250 degrees less than the measured EGT mainly due to the probe being only about 2mm into the gas stream.
Any ideas?
Andre
The local University does quite a bit of MGT student work on MSc level.
They acquired a Behotec 220 and asked me to help out at getting it going.
I have attached a picture of it running. I must say I have never seen any tail-cone glowing as much as this one.
Literally white hot and I asked them not to run it again. It does produce a lot of thrust.
At the rated 123K we got 232N. But at 120K it is still white hot.
The manufacturer states this is normal but would like to hear from actual users.
The EGT displayed is about 250 degrees less than the measured EGT mainly due to the probe being only about 2mm into the gas stream.
Any ideas?
Andre
Last edited by Turbotronic; 01-31-2015 at 12:30 AM.
02-01-2015, 12:48 AM
#7
Thread Starter
Have not seen the article so I would like to hear inputs from users.
The local University does quite a bit of MGT student work on MSc level.
They acquired a Behotec 220 and asked me to help out at getting it going.
I have attached a picture of it running. I must say I have never seen any tail-cone glowing as much as this one.
Literally white hot and I asked them not to run it again. It does produce a lot of thrust.
At the rated 123K we got 232N. But at 120K it is still white hot.
The manufacturer states this is normal but would like to hear from actual users.
The EGT displayed is about 250 degrees less than the measured EGT mainly due to the probe being only about 2mm into the gas stream.
Any ideas?
Andre
The local University does quite a bit of MGT student work on MSc level.
They acquired a Behotec 220 and asked me to help out at getting it going.
I have attached a picture of it running. I must say I have never seen any tail-cone glowing as much as this one.
Literally white hot and I asked them not to run it again. It does produce a lot of thrust.
At the rated 123K we got 232N. But at 120K it is still white hot.
The manufacturer states this is normal but would like to hear from actual users.
The EGT displayed is about 250 degrees less than the measured EGT mainly due to the probe being only about 2mm into the gas stream.
Any ideas?
Andre
I must say that I have not checked the color of the tailcone indoor. Ambient lighting does a lot to the perception of glowing. All my tests are conducted outdoor at noon under the desert sun due to the fact that I do not have a proper extraction duct indoor.
02-01-2015, 09:19 AM
#9
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Hi Oli,
We are dealing with engineering students here. They know from material science and laws of physics that Inconel 713 (which I assume this is) has it material properties go downhill fast above 750 deg C so they are not likely to accept it as normal.
So I think they are going to spend some MSc's to redesign the engine to produce this power at a lower EGT. From CFD and thermodynamic standpoint it can only be done using a much higher pressure ratio. Nice challenge for them. Hope we can learn from it.
Below data the gathered. Note the egt is deg K and is not correct anyway. The readings were converted from deg C from the ECU.
We are dealing with engineering students here. They know from material science and laws of physics that Inconel 713 (which I assume this is) has it material properties go downhill fast above 750 deg C so they are not likely to accept it as normal.
So I think they are going to spend some MSc's to redesign the engine to produce this power at a lower EGT. From CFD and thermodynamic standpoint it can only be done using a much higher pressure ratio. Nice challenge for them. Hope we can learn from it.
Below data the gathered. Note the egt is deg K and is not correct anyway. The readings were converted from deg C from the ECU.
Last edited by Turbotronic; 02-01-2015 at 09:21 AM.
02-01-2015, 12:44 PM
#11
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Hi Oli,
We are dealing with engineering students here. They know from material science and laws of physics that Inconel 713 (which I assume this is) has it material properties go downhill fast above 750 deg C so they are not likely to accept it as normal.
So I think they are going to spend some MSc's to redesign the engine to produce this power at a lower EGT. From CFD and thermodynamic standpoint it can only be done using a much higher pressure ratio. Nice challenge for them. Hope we can learn from it.
Below data the gathered. Note the egt is deg K and is not correct anyway. The readings were converted from deg C from the ECU.
We are dealing with engineering students here. They know from material science and laws of physics that Inconel 713 (which I assume this is) has it material properties go downhill fast above 750 deg C so they are not likely to accept it as normal.
So I think they are going to spend some MSc's to redesign the engine to produce this power at a lower EGT. From CFD and thermodynamic standpoint it can only be done using a much higher pressure ratio. Nice challenge for them. Hope we can learn from it.
Below data the gathered. Note the egt is deg K and is not correct anyway. The readings were converted from deg C from the ECU.
860 deg is quite warm
but I have to say I'm pleased to see you are seeing similar thrust results to the engine that RCJI was sent.Jason
02-01-2015, 01:20 PM
#12
Thread Starter
02-01-2015, 01:43 PM
#13
Thread Starter
Hi Oli,
We are dealing with engineering students here. They know from material science and laws of physics that Inconel 713 (which I assume this is) has it material properties go downhill fast above 750 deg C so they are not likely to accept it as normal.
So I think they are going to spend some MSc's to redesign the engine to produce this power at a lower EGT. From CFD and thermodynamic standpoint it can only be done using a much higher pressure ratio. Nice challenge for them. Hope we can learn from it.
Below data the gathered. Note the egt is deg K and is not correct anyway. The readings were converted from deg C from the ECU.
We are dealing with engineering students here. They know from material science and laws of physics that Inconel 713 (which I assume this is) has it material properties go downhill fast above 750 deg C so they are not likely to accept it as normal.
So I think they are going to spend some MSc's to redesign the engine to produce this power at a lower EGT. From CFD and thermodynamic standpoint it can only be done using a much higher pressure ratio. Nice challenge for them. Hope we can learn from it.
Below data the gathered. Note the egt is deg K and is not correct anyway. The readings were converted from deg C from the ECU.
Inconel 713 is used on the combustion chamber though.
02-01-2015, 11:28 PM
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05-09-2016, 02:16 AM
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Hello Guys,
Received my JB220. Must say its an Awesome Thing!!!
Two queries:-
1. Where we can find the turbine engine number? Or there isn't any? Just curious...
2. ECU Battery. It says 3Cell Lipo but on the same hand it also says not more than 12V, whereas full charged 3Cell Lipo gives about 12.6volts
Received my JB220. Must say its an Awesome Thing!!!
Two queries:-
1. Where we can find the turbine engine number? Or there isn't any? Just curious...
2. ECU Battery. It says 3Cell Lipo but on the same hand it also says not more than 12V, whereas full charged 3Cell Lipo gives about 12.6volts
05-09-2016, 04:06 AM
#20
I have 3 JB220 engines. Powerhouse of a motor and very reliable. Not a hiccup in 2 years of running them.
12v for the ECU is nominal voltage and a 3 cell lipo is what is recommended. No different than using a 2s lipo (8.3v when fully charged) on a servo rated at 7.4v.
12v for the ECU is nominal voltage and a 3 cell lipo is what is recommended. No different than using a 2s lipo (8.3v when fully charged) on a servo rated at 7.4v.
05-09-2016, 06:51 AM
#22
Thread Starter
We have sold almost 200 engines Worldwide over the past 4 years.
Lots of these are running on military vehicles in the worst operating desert conditions on the planet. These are the only engines on the market that gave us proper reliability levels in these conditions.
We have not had a single return from hobby customers in all these years outside of servicing. That tells a lot.
Lots of these are running on military vehicles in the worst operating desert conditions on the planet. These are the only engines on the market that gave us proper reliability levels in these conditions.
We have not had a single return from hobby customers in all these years outside of servicing. That tells a lot.
10-04-2016, 02:29 AM
#24
Thread Starter