Hi Peter,

I did understand what you were saying just do not agree, the reliability and build quality has been proven, just not demonstarted as yet in your country:-)

AMA approval is well in progress and we should have a few flying at events very shortly.

BRG,
Chris.

Hi Dean,

What can I say, you have caught us out :-)

We have a policy of slightly understating the power optput of our engines, and in fact the figures stated in our blurb are the minimum we would expect from our engines in adverse conditions around the world.
The design of this particular engine will allow it to deliver more than the stated power, and we do uprate the engines to a higher power level for certain applications.
The engine Bradders has is a standard off the shelf JMP/TJT 3000, it is not in any way uprated.
The figures in our blurb are what we deem to be a fully achievable power rating in most ambient conditions around the world, thats why we write in the manual that the figures are subject to ambient conditions.
We have a company policy of understating the power output slightly so that the customer is happy that his engine will give the power stated in our advertising and not be disapointed when it will not achieve published figures.

You will notice that in all my posts to this and any other forum, that I have never compared our product to any other, and our reps and agents are advised not to do this.
TJT/JMP will achieve market share on performance not by getting into crap fights with other companies or reps.
The Cat Killer title was not from any TJT rep or from TJT direct, but from a customer expressing his satisfaction with our product, and comparing it to other engines he has used in the past.

I am trying to figure out how Bradders is getting such high power:-) and have consulted the book of manufacturers excuses.
I came up with a few that might explain this.
1) 29lbs, these must be little pounds.
2) the air is thicker where he is, he will have to de rate the engine.
3) not enough oil in the fuel.
4) test bench pointing down hill.
5) faulty electronics.
6) he must be using hi octane Jet A1
7) Faulty load cell.

Bradders, thanks for the kind words, I am very pleased you are happy with your engine, good luck with Gimpy.

BRG,
Chris.

Chris

Thanks for update and I do appreciate the honest and quick response direct from the manufacturer / designer!! I sell a lot of engines in Canada and the U.S. and customers often ask what type of " thrust levels " they require for a certain project - hence the question. Got a good chuckle off your last post too! Will have to remember those!!

Best Wishes

Hi Dean,

on the thrust thing, I would much rather understate than over state, a certain car manufacturer, when asked the top speed of thier most recent creation just said adequate. our engine can be set by the operator to give a max rpm from 31k to 126k, to give you an indication of thrust to rev, my roo is 15 1/4 lbs, TJT3000 on its back and the engine is set to 115k max rpm, on a cool day this is 10kg clean, on a warm day this is 9.5 and on a hot day 32c this is just 9kg clean.
Most of our engine testing is done at just above sea level and in day time temps of 30c average, now lets say we test an engine at these conditions and it gives 10kg thrust, we then ship this engine to the customer and at the same rpm the engine will give 11kg because the ambient temp is lower and the altitude is the same or lower, we have a very happy customer. if you go the other way and overstate the power output, then when he tests his engine he will be unhappy as the engine will not do what it is said to do.

It is a fact of life that some engines do produce the power as advertised and some dont, ours do.

BRG,
Chris,

TJT may put a time limit on full throttle operation (or should I say max rpm operations ) but they are in good company. A few other engine manufacturers do the same in the interest of extreme engine life and reliability, something I value highly. Those engine manufacturers include Rolls Royce, General Electric, Pratt and Whitney and CFM among others, and when you are over the Atlantic on a winter night flying a big twin its very comforting to pull up the bottom engine screen on the EICAS and see those engines perfectly matched in every parameter. Very comforting, too, to know those engines ARE going to keep running. (Long range twin operations are known as ETOPS: Engines Turn or Passengers Swim)

From what I have seen ( and I have thoroughly bench tested the engine for RCJI) TJT build quality is as good as it comes and I am looking forward to the full autostart version. And if you want to see delightful build quality in a small (5Kg) engine just take a look at a PST 600 which starts and runs as well as it looks. It comes as no surprise to learn that TJT and PST have a degree of co-operation.

Just can't understand why Chris puts a beautifully made engine on, to my eyes, the world's ugliest aeroplae, the Kangaroo. ( I will no doubt receive howls of derision over that remark !)
BRG,
David Gladwin,

Now David, that's not quite fair to the Kangaroo. After all, you have seen my Super Reaper. It makes the Kangaroo look pretty damn good.

Fortunately, the beauty of the Reaper is in the flying, although I am keen to get a Vigilante up and running so I can feel like I'm flying a "real" jet.

Garrett

Now THAT'S a good looking airplane!
Myles

Ok Garret youve got me there !
My brain tries to block out images of really ugly aircraft (the Super Reaper just struggles(up) into that category) but as I now live in Australia how can I forget Kangaroos ?
BRG,
David G.

David, being a fellow MIG fan you must like this 'ROO' - I believe owned by Jeremy McWilliams in the U.K. - Sweetest looking 'ROO' about! Until Tam does a Ferrari version! : )

Marty

Could you send me those Quinte pics again to [email protected] Also include a shot of your Roo with the TJT engine so I can get that in the MAAC jet article.

Thanks

Yep, I agree it does look very nice , whats it called, a Migaroo or a Kangig?
BRG,
David G.

Hi Myles,

Here's a shot I grabbed of a very nice MAS Renegade at Jets Over Sydney. It's the Vigilante's slightly smaller brother. Same wing and tail, but the fuse is a whisker shorter and narrower.

Here's another shot of it.

Garrett

my goodness what a sensitive bunch you all are I have to admit that my thrust test was not made in laboratory conditions but at 125000rpn it is definately more than 22pounds i can promise you that.sorry if I frightened any one.