I wasn't gonna say anything, but ET is right, me and two other guys found that glow plug to be junk and that the CC chamber moved when we pulled the plug. Kind of a PIA to put the MCoy 9 in, but nonetheless, it was easily manageable and I don't hold that against JJ. Although I would have expected a better plug, that's just something so simple. I'm out for the weekend having fun,

Later guys.

Sean

Hi All,
Matt i am flying them out in palmdale on company land about 1 mile sq with a paved 350 ft strip.
would love to have any of ya that would like to come out and fly i will see if i can get it cleared with work.
thanks
Al
SIXSHOOTER

lets not start again this started of so well ,some of the cc do move when you take the plug out ,we had a order the other day and some bloke wanted two plugs in it .i liked the idea of that no movent on cc and more chance of the gas lighting

What is a bloke?

It's very hard to reconcile these two things here.
Here we have the actual, official UK rep and service agent, as listed on the JJ website, saying that the movement of the CC is normal, it's a bit of a flaw, but not insurmountable. Three or four different paying JJ customers found the same thing.
And here we have this seventeen year old kid, who is NOT listed as a JJ rep(the site was JUST updated again) saying it's not normal, that it must be a problem with the way the owner assembled it, and all you have to do is THIS and the problem will be fixed. So, are the engines flawed from the factory? Or is this person, who has rather limited experience, perhaps mistaken? Maybe we should be taking advice given by some people with a big old grain of salt? How long before somebody loses an eye?
I am hearing different stories from different people here, and I would tend to go with Angsley Turbines, who actually have experience as engineers, and who actually fly turbines, and have owned and serviced various brands.
I absolutely, totally, see Sean Reitmeyer's point of view, too. At this point, how many turbines have been sold? 100? More? At THIS point, all the basic bugs should be out, and the engine should be a useable product for the consumer. A couple of glitches, sure, but if a lot more people are still having problems, then it becomes a little scary.
Me, my engine is a very early JJ1200, I've had it for a long time now, I had an expectation of problems, but by now, they ought to be substantially debugged.
What is a modified and tested autostart JJ1400 costing from Angsley? Something that will be guaranteed to run right out of the box?
What mods are you doing? What do you think of the unmodified engine?

When a Chinese turbine manufacturer goes bankrupt, they say he is "bloke".

HAHA...!

Really, what does it mean?

A "bloke" is English slang for a man.

[sm=tongue.gif][sm=tongue.gif][sm=tongue.gif]

No intentions of degrading this thread, just stating facts... My input regarding JJ is done...these threads hve proved they are not worth the time

Let me fire that RIGHT back at you. It does help knowing what you are talking about before taking shots at others.

Mine, and at least several other people's engines, have the same "problem" with the plug hole not lining up. Since I did not assemble or dissasemble the engine...the factory did...there are one of two possible scenarios here...either the factory is assembling them wrong...or it is as they are designed.

Secondup...if you have a magnetic sensor, and you are getting funky RPM readings...you look at the SENSOR first. It's a magnetic sensor, with a magnet in the spinner, and I'm sorry, but magnets CAN lose their magnetism, and sensors CAN be tricked by electrically charged parts, and given a solid state piece of electronics like the Gaspar ECU, I would look at the sensor first.
Who mounted the sensor? The factory?

Always check the guage or sensor first.

Are the RF supression capacitors on the starter motor?

I am VERY surprised, in that I thought this engine was bought through "Jetjoe USA", who have vast experience servicing these, and that it would have been test run and debugged like the UK rep does.
What about

lets please NOT get into the WARS about who is what or not! Unless someone is a rep or a dealer themselves then it should not matter. Time will tell on the status of Jet Joe USA or NOT. This is a good thread for FACTUAL info, we can all have opinions without degrading one another. My JJ will be flying in less than 2 weeks on a scratch built trainer/type i designed. Looking forward to it. Russ

It has to do with seperating facts from fantasy, and not having somebody ruin their engine, airframe, or blow their fool hand off following bum advice, under the guise that they thought they were getting factory experience or something. It's actually pretty scary.

What JJ did you get? What SN# is it?

Can I suggest you bench run it? I, and at least one other guy, have had engines they THOUGHT were ready for flight(they started and ran) but under more continued use, problems manifested. At any rate, I am glad mine is on a test bench and not an airframe at the moment. Keep in mind mine is an early one, it may be substantially different from yours.
Got any pics of your original design?

my engine is also an original 1200 that will be converted to a 1400 with JOE's Factory parts.This particular engine has NOT been run at all so i dont have any tech info. The design is kind of like a cross between an old midwest jetster and an avator. The engine sits on top and is in a "test stand" enviroment and that is the way i want it for now.I personally dont have pics of the plane yet , one of our club members does, maybe he can email them to me but i will Post info on the flight with pics when that happens. Hopefully next weekend but for sure within 2 weeks. Russ

Cool. You will have a test stand with wheels and wings. Keep us posted.

Dont know why but...I'll reply....
lets start with the CC...."either the factory is assembling them wrong...or it is as they are designed." Well, little of both! The twist the CC does when the plug is removed is caused by the fuel and propane feed tubes and how they are aligned between the CC and the diffuser, slighly offset. It is absolutely possible, during assembly, to adjust this offset to eliminate the CC from rotating in the can when the plug is removed. I have, unlike ET, broken down and reassembled the JJ several times and speak from first hand knowledge.
As for the RPM sensor... "I'm sorry, but magnets CAN lose their magnetism, and sensors CAN be tricked by electrically charged parts, and given a solid state piece of electronics like the Gaspar ECU, I would look at the sensor first." What does this have to do with the cost of bread?? The discussion was over degaussing, my reply was that degaussing does nothing for a Gaspar FADEC rpm sensor. Funny how you either ignore posts or twist things every time your errors are corrected....
While I NEVER claim to be an expert at anything, what I do convey is always from actual experience with a product. Since I do speak to Gaspar several times a week and I have been fairly well schooled by the FADEC ( and Merlin) designer in addition to servicing his turbines, I think I would at least pass your stringent qualification requirements... As I said, I'm done. Good luck guys...

Dear guys,

I think a twisted combustor aligement is no big deal.
One can correct the aligment easily.
But as I'd mention, JJ should pay more attention to their product.

Any information on JJ-1800? 66mm class turbine?
Great news!

Best regards,

[quote]ORIGINAL: EASYTIGER

Morning Guys

You 'blokes' been "discussing" tech things while I've been building and some go flying. My own JJ turbines are JJ1400, (fourteen hundreds) are fairly newish at No649 came with no number on the can or a 'Jetjoe' embossed stamp but with a single exhaust. Used about 1.95 ltrs of oil obout 40 ltrs of mixed fuel.
672 is clearly stamped with the number and embossed 'Jetjoe'and has a twin exhaust cone. used about 1.25 ltrs of oil
681 is the newest clearly stamped with the number and embossed 'Jetjoe'and has the single exhaust cone. Used only 0.2 ltrs of oil.

JJ First Time Users[:-]
I always bench run every turbine, till I know it well on performance and basic operation and I have then have setup the system and ECU for it.

JJ Tyros [:-]
Degaussing for JJ newbies, might mean simply passing a strong magnet over the rpm sensor. Takes less than a second really and as I've I typed these words I could have done it dozens of times, so if it might help just try it, obviously it won't fix a dud sensor!. Some here don't use the standard Gasper unit 'exclusively' maybe they are forgetting other ECUs in use, so it can help with other ECUs.

JJ Newbies[8D]
As indicated between my 649 and 681 there are little variations, no concern there. Combustion chambers do move occasionally, so if you can see the hole has moved get something and move it back gently. If you cannot see the CC hole then options exist either get the factory to realign or get someone competent to reallign. It takes me about 25 minutes to completely strip a JJ to base components. Though realigning is usually straight forward it can be tricky when the feed pipes need to realign into the diffusser to square things up.

JJ Tyros>:]
How does the CC- Combustion Chamber movement occur? In the factory the outer cans are pre drilled maybe using a template, with an expectation that the glow plus is in a fixed position, when the CCs are made little variation occur because these are hand assembled components together with the feed pipes and rings. The CC is positioned by using a glow plug and the diffuser offered up to the feed pipes, to get these to align a small twist might be needed. This slight bending of the pipes can untwist later moving glow plug hole in the CC around. In short no big deal but there should not really be a need for twisting. Ask Joe to sort and it'll be sorted.

I'm trying here to get the thread back to helping out the users. When I have pumped 25 ltrs of oil through on JJ turbine I'll have a better view. So far in stripping down of the JJ 1400s I see little to be concerned about after some operation. So far so good I have the re purchased. Enough said, I'm off flying today and with a video camera recording I hope.

ET get this back on track, with friendly discussion by all the JJ users who should use it and support it

Paul

hi i should have said customer on my last post been a long day .i will ask andy to come on here and say what his finding are on the cc as he does the tecnical work .the price of the turbines from us are what they are listed on joe web site plus posting and import tax .they will be run and tested befor they are sent out the 18lb will be out in a while but need to make shore every thing is ok .look at the trouble the early 12lb was to joe so he is making shore that it is right befor they are sold to the public .what i think is the best way.happy jj flying dont forget any problem with your jj in the u.k contact us and we will help you.

T+B
I can't recommend you and Andy too highly to anyone in Europe to try and purchase from. For through technical insight into these turbines, Andy is recognized by Joe at JJ Turbines as both a developer and beta tester in bringing the JJ1200 upto the current JJ1400 top spec.[8D] I have seen this in writing from Joe and within the finished products improvements. You are top guys, not just selling but more importantly flying every weekend (weather permitting) these great little power houses. This great for us in Europe, hope it comes good in the USA and Canada also.

Paul

Darrell

The fleet is coming together. The blue devil is the test bed as shown and by tomorrow should have two JJ 1400 on board With the home built shown needed all of our grass strip after releasing the brake at full power. With a Behotec 66 skips off at 3/4 but with two JJ on board it will be derated to about 22-26 lbs thrust and fly comfortably on 70%. Why two? I want to fly either A10 warthog or a Lightning and I need twin operational experience, especially as I'm on a hand start which taxes the coordination a little. I've got a good crew chief and CO2 help on start up. The propane gas goes in on a tee and after testing fuel also or a tank for each engine. FADEC only reads one engine, semi ECU on the other, PCM fail safe and a channel switch kill both engines. Boomerang shown will maiden soon and Hawk progresses at speed. I'll have something of interest to fly at your site, rgrds to Andy.

Paul

Here is a picture of a gas test on the injector ring, looks like two of the injectors definitely need attention and a third is also flowing not as well as the rest.

paul can you send a email about the blue devil likes dislikes price etc i have looked at them for two jj

Greg

Nice photos and thanks for showing the CC, I like to see the burn patterns around the pre burn area. On the later production wheels for the JJ1400 they are balanced on the outer ring as per this photo.

Paul