Anyone have any info and experience with the new Titan from JetCat? (Performance, Throtle response, etc?) Thanks!

I think there were a couple of fellas with the Titan @ the AJR.

I'm looking forward to throwing mine on the KingCat this weekend. light weight, good throttle response and plenty-O-thrust, should be a blast to toss around.

L8R

buck

I flew mine on my Kingcat last weekend. Good throttle response, excellent power. It does have a little less push than my P-160's had but all in all it seems like it will be a nice engine. I did have an early version of it that I put twelve flights on before losing the airplane to a mid air. I was particularily interested in the temperatures that it was running because most of the problems I had with the P-160's were related to the high temps they were operating at. The Titan with its 12 sticks, and new compbustion chamber seems to run much cooler. By running it at 123K RPM it should become as reliable as the P-120's, only time will tell.

I want one with a GREEN front cover and call it a SPARTIN

What the heck is a compbustion chamber?lol

That's Mississippi for the thingy inside what holds the flames in!!!!

Hey Dave, I had a P160 on my Kingcat and just shipped it off to Bob to get retrofitted to a Titan.. Was there a big difference in performance between your 160 and the Titan?

Dave

I did the same thing Bago did really like to hear what you have to say on that.

The 160 was default set at 125K rpm when I with the help of John Redmond on the phone dialed it up to 128K you could feel the difference.
The spool up on my 160 was 3.5 seconds and she ran right at 700c at WOT.

I hear that it is different then the MK2 as well I can't figure the Titan out just yet seems it's the internal of some of the MK2 anyone know?

Not a big difference but... I also have not flown the new KC with anything but a P-120 and now the Titan. It is definetly more power than the 120. One of my standard tests is a vertical eight, last weekend I did one then immediately pulled through a second one right after. Plenty of power.

FWIW I ran a MK I P-160 for 230 flights without a problem at 125K when I truned it up to 128 it lasted about 5 flights. When I first got a MK II i kept it at 125 and had a lot of trouble with the turbine wheel rubbing the EGV (seemed to be the common problem) then also had a few fuel manifolds fail. I am particularily hard on engines I fly a lot. From what Bob tells me at 123K the Titan should be just as reliable as my P-120s one had 400+ flights the other 500, before I had new bearings put in them. Time will tell but it seems very smooth and is definetly running a good bit cooler than the earlier P-160s.

That's the inside of your plane when the engine starts on fire.

Cool guys! Thanks for the info......I'm planning on getting a sm f-15, was going to put the p120 in it, but think i'll go with the titan since I can dial it down if needed, then have plenty of push for future projects.......any suggestions or comments on that? Just want to be sure I'm doing the right thing. Keep the dirty side down!

Curious,
If the Titan runs at 123,000? I have a P120 it's running at 125,400 max according to the GSU but I thought both run at the same RPM? Kevin

Happy Thanksgiving.

just returned from getting a quickie out at the flying field. put 3 flights on my KingCat today with the Titan. The Titan will go into an F-4 in the near future so I'm using the King as an engine platform until it's ready.

The Titan performed beautifully. It has good power and throttles up at a good pace. I've flown the King with a 120 and can tell the Titan has a surplus of power over the 120. slow flight to vertical up-lines were accomplished easily.

The most distinguishing trait over the previous 120 I owned was the quicker throttle response. I felt comfortable enough with the throttle response on the first flight to shoot an approach to minimum altitude (and loaded the deck against the Titan by flying it essentially at idle) and then gunned it to waveoff. It passed the test in my book by keeping pace with my throttle movement.

thanks to John and Barry for their assitance.

more flights throughout the weekend.

Buck

David, hurry up and get that Rhino out to the left coast!!!! LOL besides, my 400 is getting grumpy sitting on the bench

Can you dial the thrust down to be the same as the p120, then back up again when you need the extra power? If so, how is this process done........is it very involved or just a matter of turning a screw on the ecu? Thanks!

I suggest you send your P-160s in for the upgrade/switch. I was out today and figured I'll squeeze out a few more flights out of my P-160 before I sent it in when she decided to quit just as I rotated at the end of the runway. Broken gears and cracked wing. All repairable, but completely unnessary. Send them in for a more reliable power plant.


Happy Thanksgiving
Sung

Robert,

Just have to press a couple of buttons on the ecu, takes about 15 seconds. You can set the thrust all the way from 1 pound up to the rated thrust of the motor.

Thanks John, I've been wondering about how to do that.....pretty simple, I think that answers my question on buying the 120 or titan. Keep the dirty side down!!

Hey Buck, how was the fuel consumption compare to the 120 for the same flight profile??
V..

can't really compare Vin'. 'cause when I flew with the 120 I only used the saddle tanks and the UAT. I now fly with a Mueller center tank which adds aprox 40 oz maybe more.

After an 8 minute flight, roughly 1/2 power I'm landing with fuel in the saddle tanks just below the wooden cross piece that holds those tanks apart.

The nice thing about landing at this fuel capacity is the plane feels heavier (much like a fighter) thus providing a more stable platform (less floating tendencies) in the groove. I'm carrying about 4 clicks above idle around the landing pattern and removing 1 click of throttle at a time as I begin to roll into the groove. The throttle up from this setting is good thus minimizing waveoff disasters waiting for the engine to spool up.

so far so good. avg Rpms have been in the low 60's and temps in the mid 500's.

I know David R is routinely flying 10+ minutes and he's using the stock setup for fuel. His flying style is different than mine i.e. WOT most of the flight

Don't let Buck fool you.. He says 'That's only 1/2 throttle!' all the time when flying the AT400. Sure Buck.. Sure it is!

awww come on Dougie, don't let all my secrets out

Glad to here you are enjoying the motor Buck.

John, I sent you an email, let me know when you are ready for a credit card number. Sean

Vin,

My fuel consumption seems comparable with the P-120, I don;t care what engine (except the P-200) on my Kingcat and I have a 10.5 or 11 minute flight. My flight profile is somewhat more aggresive than most though.....I am in the throttle a whole lot.

[sm=thumbup.gif][sm=thumbup.gif] 4 hours 50 min 28 sec total run time and 15 gallons later I'll give her a Ebert and Roper. yup, she's a keeper, wait let me make sure no one is looking.....yup coast is clear, go ahead.

L8R

buck