ravikoth

yep, thats the filter i bought, filtered it twice just to be sure,
was just wondering what i should expect when switching from Jet A 1 to diesel, and what to do to arrive at a great running parameter set...................

757Driver

My Feedback: (90)

The Diesel will make more thrust. Really the only down side is the smoke at idle and the stink when it gets on your hands. Barbersol shave cream will clean your hands of the smell.
I see you are in India so it's a bit hard for you to call. When you get a chance post your start parameters.
A good start will not take long and will not produce any torching from the tailpipe. If the ECU hasn't been optimized for Diesel it will help to fine tune some of those. I'm happy to coordinate with Dirk and get you setup.

paulsa

Hi Rush

Rush!

Yup... what did you guys figure out?

Regards!

paulsa

See http://www.rcgroups.com/forums/showt...998859&page=16 

Rush!

Thanks Paulus...  i'll just wait for the 25hr service...  i'll have Chuang figure it out then

Seafury232

Hello
Have you a setup K80 for the pump FW200 ??
TKS

chrispol

My Feedback: (9)

Been trying to find a good set of params for my K-80F foe diesel does anyone have a good starting point?

mtnflyer14

I used factory settings except lowered Pump PW ignition from 23 to 20, increased RPM ignition from 2,000 to 3,000 and lowered Preheat fuel down from 30% to 23%. Those settings work okay for me on diesel here at 6500' MSL.
Regards,
Gus

Pull Up Now!

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Is this thread dead? No new posts for a long time. Is there a replacement K80 forum somewhere?

Tip22v

Not that I know of. I recently had to send my K80 in for service because the thrust cone bolts were all loose and one had fallen out. The guys at KT turned it around in about 10 days and only charged for return shipping, pretty cool. I have since flown it twice and it's running great.

mtnflyer14

I have my K-80 in a GJC Viperjet. On my way to the field now to test the new smoke system. K-80 is doing great, but if you have the F model with the plug in the case where the glow plug used to be - check it to make sure it is screwed in tight. Mine came out and bubble the paint on the Viper's engine cover hatch.
Regards,
Gus

Pull Up Now!

My Feedback: (3)

I tried starting my KT K80G first time last night. No luck, it wouldn't start. I am using diesel fuel, 5% kingtech turbine oil.

Using the parameters from the manual (diesel), the first start resulted in repeated "ignition fail" messages.

After a while, I progressively increased the pump pw ignition k (whatever that is) to 30. I also increased the "preheat fuel" to 30% progressively. Always the same thing, "ignition fail". See the red circled items in the attached pic.

As background, I did prime the pump, and verified the fuel does flow thru the filter.

I also went thru the fuel valve test and could hear it clicking. During start up sequence, I can see the fuel pump led light pulsing.

Glow plug test ok, too. Altitude here is about 1000msl. The temperature was a bit cold, maybe 35 degrees F. Maybe that's part of the issue.

During start attempts, the rpm shows around 2500. Is that normal? Anyone care to share their K80 model G settings, and some suggestions? Thanks.

Pull Up Now!

My Feedback: (3)

Good news, last evening, we got the Kingtech K80G running. On advise from another forum, I looked up the tailpipe to verify the igniter was glowing. Next, I reduced the RPM Preheat setting to 4,000 rpm because it's cold out. Next, I primed the burner for about 1.5 seconds. In doing so, I watched the fuel line and saw a couple bubbles advance about 1 inch. Be careful in doing this--it can cause fuel to pool. Then I initiated the start sequence and I could hear a pop or two. OK, so the igniter is working. At that point, I progressively increase the pump pw k one step at-a-time. At around 25, I could see a momentary circular pattern of individual flames in the pipe. Had not seen that before, so it's moving in the right direction! Progressed up through 28 until it fired, but flamed out. The terminal read "weak fuel". Well, ya coulda told me that before, I thought! I bumped pump to 29k, and bang it started. Nice. 143,000 rpms, about 520 degs C. Felt like close to 18lbs thrust. I'll measure that tonight. Throttle is quite responsive, but very non linear. I'll fix that by selecting a different throttle curve on the Fadec. The roar, and feeling of sheer power is quite palpable. I'm sure the neighbors thought the same thing. The start had a momentary burst of yellow flame about 1 foot long out the tailpipe. It had velocity, and went away. Is this a concern?? Is it a sign of incorrect settings? Maybe bumping up the preheat RPM back to 5000 would fix that, if the weather was warmer. I'll try that tonight. I'll also skip the burner prime. Makes me nervous and I don't want to have to do that. I"m hoping that the main problem was insufficient pump power k. I'm guessing a long fuel path is the reason for the high pump k.

mtnflyer14

"During start attempts, the rpm shows around 2500. Is that normal?"

I have three Kingtech engines and all spin to at least 3,000 RPM on the start. No, I don't think that is normal.
Regards,
Gus

Pull Up Now!

My Feedback: (3)

Mtnflyer, my K80 gets well past 2500rpm now. I think the ECU, without any ignition, didn't see the point of ramping up the rpm past 2500 if there was no temperature rise. But, I'd really like to reduce the yellow plume that happens on switchover. it's like there's too much overlap between burner shutoff and injector turn-on. This is speculation, but I don't see a parameter that governs this timing.

mtnflyer14

I flew my KT-100 this morning and it immediately spins to 5,000 when the starter engages. My KT-80 is in another airplane and is the F model, which shouldn't matter, but if you want I can take the start parameters off the GSU and post them here. Let me know. BTW, a momentary one foot long flame is not a problem, in my opinion.
Regards,
Gus

Pull Up Now!

My Feedback: (3)

Thanks Gus, I'd much appreciate knowing your F model 80 settings.

I kinda agree that the momentary flame isn't a show stopper, but I've also seen quite a few turbine starts that don't do that either. So, it makes me curious if it can be reduced. For ignition RPM, I see a few settings that might be involved. Starter Power Ign. RPM ignition K. That last one has values that sound like RPM. Mine is set for 2000. I just assume if the ignition rpm is too high, it might not light off because of too much airflow. Maybe not though.

I wish there was a definitive explanation for each one of these parameters, and what they do. The book defines some of them, but not all. And sometimes they mix up the terms making it hard to say for sure which parameter is being referred to. And, I'm kinda new at this, lets not forget that!

mtnflyer14

Keep in mind that I am at 1200' MSL here in Phoenix, most fly days are low to mid 70s, and I am running diesel with 4% Kingtech oil. Given that, my start on Wednesday to check the Viper smoke system had a high EGT on start of just over 600 - very cool. Regarding the parameters and what they do, you can download the FADEC GSU manual, which has much more info than the Kingtech manual. Here are my parameters in order on the GSU: Pump start Auto+2; pump start ramp 10; glow power 7.4v; low battery 6.8v (because I am temporarily running a 7.4v LiPo for the ECU/starter instead of the usual 9.9v LiFe); starter pwr ign 70; starter pwr fuel ramp 130; 100% start power 15k rpm; RPM off starter 19k; RPM to reconnect 18k; rpm ign 3k, pump pw ign 20; engine min flow 80%; egt end preheat 72c; rpm preheat 5k; rpm fuel ramp 10,000; preheat fuel 23%; ign time out 30s; start mode auto kero.
Hope that helps.
Regards,
Gus

Pull Up Now!

My Feedback: (3)

Thanks for the parameters, I will doublecheck them against mine. I have already studied the Fadec GSU manual. You're right, it's much better than the Kingtech book. But both of them explain the engine operation in phases. Some of the parameters are mentioned in that process, but some are not. I am at 1000 feet MSL, and I'm using diesel with 5% King tech turbine oil. I will tweak with some of the settings in a organized way not changing more than one thing at a time until I see a beneficial effect. I will keep this forum informed.

jetflyr

Try contacting Barry or Dirk. They will tweak things with you fo a smooth start.

757Driver

My Feedback: (90)

Hi Pull, my suggestions are to have it on a test stand to keep ur ship safe. However use the tanks that are installed in the jet. Just extend lines a bit. They all tend to start a bit differently if using a pipe.
I found that with diesel less is better. Try dropping fuel values and even raising preheat rpm. Also auto1 seemed to give me best result. Be sure u are using a fresh 3s life on the G.
Post your complete setup and a vid of the start if u can. The start the best on kero if you want a clean start. I found it almost impossible with diesel.

mtnflyer14

"I found it almost impossible with diesel."
What did you find almost impossible on diesel? My K-80F in the Viperjet had a max EGT on start last Wednesday of just barely 600 C, with minimal flame (not an issue). My K-100G seems to start a little hotter, but it is in an Elan and the flames on start just aren't an issue.
Regards,
Gus

Ram-bro

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subscribed

Pull Up Now!

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I've been in contact with Barry. Not Dirk. Barry suggested lowering the "preheat fuel", which is currently at 30%. I lowered it to 28% and the engine flamed out on startup. It didn't used to do that, so I restore the 30% and now it starts fine, yellow flame notwithstanding. Is there an email for Dirk?