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New turbine X 45 ,by Gaspar

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Old 10-17-2019, 04:19 PM
  #101  
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Default One more kid on the block !




got one more the family ! It was a good old Firebird...circa 2001...brought to life with the X-45... / It had a Wren 44 and tipped the scale at 14# wet... now it does at 10# sharp, dry.. smaller tank. no header tank (it uses a large Zenoah felt clunk), not maidened yet...the computer wants to auto-correct to "maddened"...it could be 'cuase is too breezy the next few days...(note; the wing is upside down to make it easier to match the flap servos).

But at 0ne-to-uno wt/pwr what can be left behind?

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Old 10-18-2019, 03:21 AM
  #102  
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Originally Posted by sjpateys View Post
TBH I can't see why it wouldn't work in theory, as the engine is both physically smaller and lighter than the P20, whilst having lower idle thrust. I think I'll wait a bit, hopefully someone else might attempt it.

I should perhaps clarify, that if I did it, I would mount the engine externally in the same manner as in the post above.
P20 is "same size" but 100grams lighter. P20 has fairly low idle thrust as it idles at a reasonably low 85krpm.

Also remember with the P20 above they cut away half the plane, that is not IN the Yak in my mind. My solution is installing it inside with a thrust tube, doing it as scale as possible.

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Old 10-18-2019, 05:40 AM
  #103  
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Originally Posted by Henke Torphammar View Post
P20 is "same size" but 100grams lighter. .
Henke, that's not true.

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Old 10-18-2019, 08:20 AM
  #104  
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Same with older p20se
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Old 10-18-2019, 02:28 PM
  #105  
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Originally Posted by Henke Torphammar View Post
P20 is "same size" but 100grams lighter. P20 has fairly low idle thrust as it idles at a reasonably low 85krpm.

Also remember with the P20 above they cut away half the plane, that is not IN the Yak in my mind. My solution is installing it inside with a thrust tube, doing it as scale as possible.
I own both the X45 and the P20 internal kero start and I can tell you that the X45 is marginally lighter. According to RC Jet International, total installed weight of the X45 is 544 grams, versus the P20 which is 620 grams, both including the ECU battery. These figures are straight out of the magazine reviewed by Colin Straus. The P20 burns 105ml/min versus 195ml/min for the X45 at max thrust but in my real time testing of the X45, overall fight time works out about the same for same amount of fuel carried because you have to fly around with greatly reduced power in your typical 90mm size jet. This tends to give amazing fuel economy and I believe that a over-powered jet is much more economical to fly than a marginally powered jet. Also turbine power versus fuel flow is not linear, that is, fuel flow increases dramatically along with power above 80%. Any jet that previously flew with a P20 will be a very good conversion with a X45, it will be lighter but with TWICE the power available!! This demands respect and very sensible use of the throttle, or reduce electronically via the ECU. In the photo, the X45 is slightly smaller than the P20, but this is very typical of technology, things get smaller but are more powerful.

Last edited by Aussie1; 10-18-2019 at 03:07 PM.
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Old 10-19-2019, 06:23 AM
  #106  
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Its pretty clear looking at the photos, that the X45 is certainly no bigger than the P20, if anything slightly more compact.
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Old 10-19-2019, 11:57 AM
  #107  
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It reallly looks a superb example of precision engineering, and judging by the stand at JetPower plenty of development in the future.

An amazing little power house when compared with the first generation JPX on the same stand.
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Old 11-03-2019, 07:28 PM
  #108  
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Any compact 60-70 Newton engine soon...perhaps ?
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Old 11-04-2019, 12:11 AM
  #109  
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Originally Posted by RockiesGuy View Post
Any compact 60-70 Newton engine soon...perhaps ?
You surely don't expect a 70 in a case smaller than a Jetcat 20?

I've had my Jets-Munt 70, which is smaller (shorter) than a Wren 44, for some time. Still haven't built the airframe though.
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Old 11-05-2019, 12:38 PM
  #110  
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Originally Posted by alasdair View Post
You surely don't expect a 70 in a case smaller than a Jetcat 20?

I've had my Jets-Munt 70, which is smaller (shorter) than a Wren 44, for some time. Still haven't built the airframe though.
Yes we do! Along with the Moon on a Stick, and that pot o'gold at the end of every rainbow.
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Old 11-09-2019, 07:30 AM
  #111  
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Guys; I have never said -same size-... and there is no lines in between ..but now that you mention it; not even 10 years ago the wren44 was still a wonder-weapon...today at half its size we got a couple of brands at that power or even more (consistent 45N) and at that size we got almost twice as much power on a couple of brands again! So there might some unicorns out there..

Last edited by RockiesGuy; 11-09-2019 at 07:36 AM. Reason: update
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Old 11-09-2019, 09:07 AM
  #112  
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The BS Olympus was first ran at 9000 pounds of thrust, in its final version, on Concorde, 38,050 pounds, admittedly with reheat !
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Old 11-09-2019, 07:14 PM
  #113  
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When is the turboprop going to be released?
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Old 11-09-2019, 10:50 PM
  #114  
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Does anyone know if the new 100XBL ,which also has an yellow power+ecu connector, is for 2S or 3S lipo packs?

cosmetics only or electronics also upgraded to match 166 and 210 ts turbines?
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Old 11-10-2019, 05:25 AM
  #115  
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Originally Posted by RC_MAN View Post
When is the turboprop going to be released?
Yes, very interested to hear as well! This might be the perfect Wren 44 turboprop replacement.
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Old 11-10-2019, 08:38 AM
  #116  
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The heli mechanics are ahead of the turbo prop so it will be after the first of the year before it’s done.
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Old 11-10-2019, 11:56 AM
  #117  
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This was on their website

News
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Old 11-11-2019, 03:41 AM
  #118  
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[QUOTE=alasdair;12561324]You surely don't expect a 70 in a case smaller than a Jetcat 20?

I want a turbine for my free flight jetex models, with at least 60N of thrust, plus afterburner, in a case the size of an AAA battery.
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Old Yesterday, 07:34 PM
  #119  
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It's a pleasure meeting Gaspar! A proud new X45 owner here. I'd like to thank you for writing such an informative manual! I've studied it thoroughly, several questions however. Thinking it may be best if you had first crack at answering them yourself for other first time X45 users. A bit about myself, although the X45 will be my first turbine. I've been flying RC Electric, Gas and Nitro for 30+ years. Proficient in both rotary wing, fixed wing. Spent this past season flying 80 and 90 mm EDF. I'd also like to thank Keith of Jets Munt for supporting my order.
  1. Per the manual, page 14. It states fuel pump mounting is best suited “with the pipes uppermost to minimize the possibility of trapped air bubbles”. Do you mind rephrasing? Not understanding.
2. As I understand it, flooding can occur either by accidental priming or internal burner failure. How do I know whether the burner failed or is somehow faulty?

3. When using the Multi-Color display for ECU setup and parameter changes, can I simply unplug the unit from the HUB once completed?
a. Is the suggested sequence to power up my Tx/Rx, plug up the Multi-Color Display to the HUB, then plug up the ECU battery or can I simply plug up the Multi-Color display at any time before or after the model is powered up with the ECU battery already plugged up?

4. Regarding ECU Data Record and Playback function, does the multi-color handheld unit need to remain plugged to the Hub (remain mounted inside the aircraft) to be capable of replaying the last 66 minutes? Or can the multicolor handheld unit somehow retrieve/download all memory from the ECU for playback?
a. What voltage Rx pack should the Multi-color display be powered with for replay as a handheld unit?
b. Does the X45 ECU have an integral hour meter for service monitoring?
c. Can I somehow download the latest 51 minutes from the ECU using your viewer software for my PC?

5. What is FADEC?

6. Are there normal operating temperatures I should be expecting for both engine and EGT during idle, normal use and max throttle?

7. What is the ECU battery connector type on the HUB?

8. Can the ECU battery remain plugged to the HUB at all times, effectively a slave to RX power ON or should the ECU battery be unplugged when not in use and plugged up prior to powering up the receiver?

9. Regarding ECU Tx Alignment setup, although my transmitter, a JR 12X, is equipped with a manual throttle trim. Am I capable of assigning my trim lever to a 2 position switch instead, then proceed with alignment?

10. Regarding Fail Safe Setup, page 19, #1 states to adjust throttle travel from -100% to +100%. Then #3 states, adjust failsafe position to -125%.. Is the manual simply stating, adjust the low throttle endpoint to -125%, leaving the full throttle endpoint at +100%?

11. Per the manuals “Starting the engine”, it states to set the throttle stick down and the trim up (“idle”)..To confirm idle is always FULL UP TRIM (100%) and stop is FULL down trim (0%), correct? As mentioned above, assume I can assign such to a two position switch instead versus using my trim lever?

12. Per the manuals “During startup”, page 20 for a new installation, it suggests to initiate the 1st start then abort after 5 seconds. After doing so (assuming I've properly primed the fuel system) should I make an attempt to drain any possible fuel pooling before reactivating the start sequence or would I be defeating the purpose the 5 second abort?
a. Following, it also states “If start-up sequence is not completed, check for flame inside the engine.” Does this statement relate to a startup sequence that isn’t manually aborted?


Thank You Gaspar! Look forward to hearing from you.
Raz

Last edited by Razmo; Yesterday at 07:38 PM.
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Old Today, 01:25 AM
  #120  
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Gaspar is really excellent at responding to queries quickly and accurately. He offers us great support, probably the best.

But PLEASE dont overload him by asking numerous questions on issues which are dealt with in the really excellent manual, or those you can determine yourself just by running the engine, eg, egts .

Its behaviour is really excellent, exceptionally good, in fact, and its operation simplicity personified.

If you are new to turbines may I suggest you discuss such operations with someone of experience. Gas turbine operation is not at all difficult but it is different to piston or electric ops.
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Old Today, 03:46 AM
  #121  
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Originally Posted by Razmo View Post
It's a pleasure meeting Gaspar! A proud new X45 owner here.

5. What is FADEC?

Thank You Gaspar! Look forward to hearing from you.
Raz
here's an answer from Wiki
https://en.wikipedia.org/wiki/FADEC

Regarding Q9,
Personal preference.
I have used several ways. I started by using the trim, which takes a couple of seconds to run. KISS. Then changed to a 2 position switch which is instant, but was worried that knocking it by accident in flight would be an instant deadstick.
I recently found a better way. On my Taranis Tx which has voice, I use switch SG, a 3-position switch.
I leave the throttle trim full up. I set TWO positions of the switch to RUN and the third to STOP.
I use the two end positions for switching on and off the engine, and I set the voice to tell me "throttle active" or "throttle disabled" in each position. If I accidentally move the switch to the middle position I get the "throttle active" voice warning which prompts me to put it back to the RUN end position. I have to move it twice, deliberately, with a voice warning half way, to shut down the engine.
On a Tx with sound I can recommend this system.

Last edited by alasdair; Today at 04:04 AM.
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Old Today, 06:48 AM
  #122  
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Originally Posted by David Gladwin View Post
But PLEASE dont overload him by asking numerous questions on issues which are dealt with in the really excellent manual, or those you can determine yourself just by running the engine, eg, egts
I feel my questions can only be of a benefit to Gaspar and others new to the X45 and Turbines. The 1st iteration of the manual is excellent and Gaspar is clearly the gentleman. I couldn't be more impressed, but the manual can be improved. My questions weren't structured for discussion. They were structured for those willing to take the time to study the manual, aiding clarity in areas that should clarify confusion. Their implementation should create less questions. I figured this may be why it would be best if all questions were answered together to keep the information in one place for readers.

Thanks,
Raz
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Old Today, 07:11 AM
  #123  
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Originally Posted by alasdair View Post
here's an answer from Wiki
https://en.wikipedia.org/wiki/FADEC

Regarding Q9,
Personal preference.
I have used several ways. I started by using the trim, which takes a couple of seconds to run. KISS. Then changed to a 2 position switch which is instant, but was worried that knocking it by accident in flight would be an instant deadstick.
I recently found a better way. On my Taranis Tx which has voice, I use switch SG, a 3-position switch.
I leave the throttle trim full up. I set TWO positions of the switch to RUN and the third to STOP.
I use the two end positions for switching on and off the engine, and I set the voice to tell me "throttle active" or "throttle disabled" in each position. If I accidentally move the switch to the middle position I get the "throttle active" voice warning which prompts me to put it back to the RUN end position. I have to move it twice, deliberately, with a voice warning half way, to shut down the engine.
On a Tx with sound I can recommend this system.
Appreciate it Alasdair! I too thought about an accidental switch bump and also prefer the use of a switch. I like the idea of using a 3-position switch and voice alerts would be nice to have .. Quick question, if your trim lever function is mapped to a 3 position switch, it doesn't matter where your trim lever is, right? Isn't in inhibited once mapped? I had intended to always leave it full down (0%) using the switch OFF/ON..

Raz
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