JetCat P-130RX
06-20-2020, 03:12 PM
#102
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sounds like a sticky pump or fuel restriction. I would ask George to have you up the pump rattle voltage. Also what version software is in your ECU?
Last edited by Jetkopter; 06-20-2020 at 03:18 PM.
06-20-2020, 09:50 PM
#104
Thread Starter
Do you remember the idle and max pump figures? It could be a restriction, but most likely the pump brush gear is not turning the rotor at the super low voltages we start at. Pump rattle would be the thing to adjust, I’m not sure how it’s handled in the US as it’s in a program not normally accessible by the user. Talk to George.
Sometimes more runs will clean up the brushes enough to give reliable starts, I presume the ECU pack is strong enough during the start (battery indicator does not drop to the bottom during heat and spool)
We have a few more P-130’s running around me, one in a Rookie/Harpoon and that goes vertical forever! Another friend changed a JetCat 160 for the 130 and he says it’s just as fast, but lighter and more fuel efficient.
Dave
Sometimes more runs will clean up the brushes enough to give reliable starts, I presume the ECU pack is strong enough during the start (battery indicator does not drop to the bottom during heat and spool)
We have a few more P-130’s running around me, one in a Rookie/Harpoon and that goes vertical forever! Another friend changed a JetCat 160 for the 130 and he says it’s just as fast, but lighter and more fuel efficient.
Dave
06-21-2020, 02:17 AM
#105
Hi Dave.
I will look at those pump figures. The ECU pack is a bran new Thunderpower Prolight 2S 4400 and working as it should. My flash fuel system is all high flow with 3/16 id tubing and fittings throughout along with a high flow UAT. I took the fuel filter apart when I converted it from the cheetah. It was clean but I cleaned it anyway. Since I had 4 good starts out of the box, I suppose it could have become clogged but the fuel, Jet A, is double filtered coming out of my Jersey Modeler.
Today is the last day of the jet rally so I will note those voltages on all my runs and report back.
Thanks!
Dom
I will look at those pump figures. The ECU pack is a bran new Thunderpower Prolight 2S 4400 and working as it should. My flash fuel system is all high flow with 3/16 id tubing and fittings throughout along with a high flow UAT. I took the fuel filter apart when I converted it from the cheetah. It was clean but I cleaned it anyway. Since I had 4 good starts out of the box, I suppose it could have become clogged but the fuel, Jet A, is double filtered coming out of my Jersey Modeler.
Today is the last day of the jet rally so I will note those voltages on all my runs and report back.
Thanks!
Dom
06-21-2020, 10:27 AM
#107
Thread Starter
Dom
The high figure is a little more than our last Flash (Std 2 tank set up, felt clunk in both) with an MAP bubble trap we had 0.7 at 40,000 and 3.2v at 127,000
You have not given an idle figure?
Which bubble trap?
Dave
The high figure is a little more than our last Flash (Std 2 tank set up, felt clunk in both) with an MAP bubble trap we had 0.7 at 40,000 and 3.2v at 127,000
You have not given an idle figure?
Which bubble trap?
Dave
06-21-2020, 12:21 PM
#108
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The max pump voltage would show restriction, George or I can give you one time access to un lock the ecu and change the rattle voltage.It basically spikes the pump voltage to get it past and tight spots. In the future on your first run, record your max pump voltage in the model as it gives you a reference to go back to when these issues arise. I also recommend boibohr fuel additive to prevent and remove microbial growth.
Don
Don
06-21-2020, 03:15 PM
#109
Thanks for the info guys!
I am running a MAP Hi Flow UAT.
Last flight today:
Max pump 3.4
Avg 1.55
Off 1.05 (but I had a failsafe event in the air and a shutdown
I dont see a figure for idle voltage
So you think my numbers indicate a restriction? Even my clunks are 3/16 ID.
I can open the filter with some effort if you think its warranted.
3 runs today and the last one fired up the first time.
I am running a MAP Hi Flow UAT.
Last flight today:
Max pump 3.4
Avg 1.55
Off 1.05 (but I had a failsafe event in the air and a shutdown
I dont see a figure for idle voltage
So you think my numbers indicate a restriction? Even my clunks are 3/16 ID.
I can open the filter with some effort if you think its warranted.
3 runs today and the last one fired up the first time.
06-22-2020, 12:03 PM
#115
I found it on the MAP site. I still dont know what voltage is considered acceptable though. 3.4 Max pump = restriction? I have 111 flight on my Flash now all using Jet A and doubled filtered from my Jersey Modeler can. How often would these elements need to be replaced?
06-22-2020, 12:33 PM
#116
Thread Starter
Dom
Didn’t mean the MAP element, I have never changed one, 10 years the oldest one. OK, my fuel choice is super clean, but you should get years from the MAP pleated element if the main tank was clean and fuel filtered.
I was talking about the H9 filter, the tiny surface area element in that is the restriction.
Your pump figures were not terrible, but should come down with a change of fuel filter. The JetCat one is great, just retighten by hand one day after building and it will never leak.
Dave
PS, My next article in RCJi will cover some of these things, there is an FB thread over here a friend told me about, people who think a felt clunk is a filter replacement and useful for cleaning out dirty tanks...still smiling now about some of the thoughts discussed.
Didn’t mean the MAP element, I have never changed one, 10 years the oldest one. OK, my fuel choice is super clean, but you should get years from the MAP pleated element if the main tank was clean and fuel filtered.
I was talking about the H9 filter, the tiny surface area element in that is the restriction.
Your pump figures were not terrible, but should come down with a change of fuel filter. The JetCat one is great, just retighten by hand one day after building and it will never leak.
Dave
PS, My next article in RCJi will cover some of these things, there is an FB thread over here a friend told me about, people who think a felt clunk is a filter replacement and useful for cleaning out dirty tanks...still smiling now about some of the thoughts discussed.
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DenisFerrari (05-30-2021)
06-11-2021, 05:17 PM
#121
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Location: Kortessem, BELGIUM
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ISA conditions
Hi Guys,
I carry out the turbine testing for RCJI magazine, and did the test of the JetCat P130-RX published in the current issue - I have to admit that I was extremely surprised to see the full thrust figures during the first test run, so much so that I shut the engine down and rechecked the parameters before a second run, which gave exactly the same result! The maximum rpm was exactly as stated by JetCat, so no change from standard there, and the temperatures were normal, suggesting that the internals of the engine were also as standard.
The only major difference was the fuel consumption, which was significantly higher than stated, however this increase in fuel consumption exactly mirrored the increase in thrust above nominal, so when running at 130 Newtons thrust the fuel consumption matched what JetCat claimed.
Overall the engine is very impressive, giving a huge amount of power from its compact dimensions.
For anyone that wants to read the full test report we can provide back issues of the magazine, the April/May 2019 issue, at www.rcjetinternational.com whilst anyone buying a new subscription will currently receive this issue as the first of their subscription. Digital issues can be downloaded from https://pocketmags.com/radio-control...ional-magazine
Colin Straus
RCJI Magazine and Ripmax Ltd
I carry out the turbine testing for RCJI magazine, and did the test of the JetCat P130-RX published in the current issue - I have to admit that I was extremely surprised to see the full thrust figures during the first test run, so much so that I shut the engine down and rechecked the parameters before a second run, which gave exactly the same result! The maximum rpm was exactly as stated by JetCat, so no change from standard there, and the temperatures were normal, suggesting that the internals of the engine were also as standard.
The only major difference was the fuel consumption, which was significantly higher than stated, however this increase in fuel consumption exactly mirrored the increase in thrust above nominal, so when running at 130 Newtons thrust the fuel consumption matched what JetCat claimed.
Overall the engine is very impressive, giving a huge amount of power from its compact dimensions.
For anyone that wants to read the full test report we can provide back issues of the magazine, the April/May 2019 issue, at www.rcjetinternational.com whilst anyone buying a new subscription will currently receive this issue as the first of their subscription. Digital issues can be downloaded from https://pocketmags.com/radio-control...ional-magazine
Colin Straus
RCJI Magazine and Ripmax Ltd
I have a couple of questions :
Have you had a chance to run the 130 on the stand at near ISA conditions?
Did you happen to record the atmospheric pressure the day of the original test?
Did you test the engine with an intake screen in place?
154N out of a 130 engine sounds great, but testing at 6 degrees C outside air temp helps any gas turbine.
A decent intake screen is good for the engine, but it is also a restriction to performance. I fly off grass, I will not fly without an intake screen.
Regards,
Winibald
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DenisFerrari (06-13-2021)
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DenisFerrari (06-13-2021)
07-08-2021, 08:51 PM
#124
Thread Starter
It would be OK to use, but probably won’t fit in the tank fitting you have. It’s a carryover from when most German model manufacturers used huge tank fittings.
It’s a good pick up to use in the fuel caddy.
It’s a good pick up to use in the fuel caddy.
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DenisFerrari (07-12-2021)
07-09-2021, 04:24 AM
#125
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I installed the winged-felt clunk. My tank is a long cylinder and I found that there is a baffle plate in the center. So, it was a little tricky to get the wings down through it. The biggest clunk I ever got came with my small Wizard kit, the darn thing weighs half as much as the X45!