New Turbine
01-21-2002 | 03:40 AM
#1
Thread Starter
My Feedback: (1)
Joined: Dec 2001
Posts: 3,759
Likes: 0
Received 0 Likes
on
0 Posts
From: Fort Wayne, IN
New Turbine
Guys & Gals,
Check out the new turbine pictures on my web site:
http://terry_holston.tripod.com/holstonsjethanger/
They were sent to me by Chris Mounkley from Australia, the engine is a collabration between him and Tom Cook of Jet Model Products.
Uses an ECU Tom designed, Chris says is the easyest to use ever!
Click the "New jet engine" page.
Check out the new turbine pictures on my web site:
http://terry_holston.tripod.com/holstonsjethanger/
They were sent to me by Chris Mounkley from Australia, the engine is a collabration between him and Tom Cook of Jet Model Products.
Uses an ECU Tom designed, Chris says is the easyest to use ever!
Click the "New jet engine" page.
01-21-2002 | 04:18 AM
#4
My Feedback: (1)
New Turbine
Davidr,
We will have to see what Tom sets the ECU for. You might remember the test stand at Superman at Tom's trailer? That was the TJT. We had 22 pounds of lead on the cable attached to the "slider" and the engine would snap it right up. I'd guess somewhere in the 22 to 28 pound range. It's been run a lot harder than that.
We will have to see what Tom sets the ECU for. You might remember the test stand at Superman at Tom's trailer? That was the TJT. We had 22 pounds of lead on the cable attached to the "slider" and the engine would snap it right up. I'd guess somewhere in the 22 to 28 pound range. It's been run a lot harder than that.
01-21-2002 | 05:29 AM
#6
Senior Member
My Feedback: (1)
Joined: Dec 2001
Posts: 3,241
Likes: 0
Received 0 Likes
on
0 Posts
From: Oxford, MS
New Turbine
Dean,
I remember the test stand but did not get a really close look at the engine. I talked to Chris breifly Sunday morning outside the hotel (he was hurting from his knee injury) and he described his bearing mounts to me. Sounded very interesting. Is that your engine or the Rocketboy's.
DR
I remember the test stand but did not get a really close look at the engine. I talked to Chris breifly Sunday morning outside the hotel (he was hurting from his knee injury) and he described his bearing mounts to me. Sounded very interesting. Is that your engine or the Rocketboy's.
DR
01-21-2002 | 06:03 AM
#7
Joined: Jan 2002
Posts: 1,998
Likes: 0
Received 0 Likes
on
0 Posts
From: Sydney, , AUSTRALIA
JG 100 EAGLE
G'day guys,
Little update for you re the JG 100...
www.tjt.bz will be the new Turbojet Technologies web site, I hope to have it fully operational by end of this week. All the TJT/ARTES/JMP info you are looking for will be found on our new web site, so check for it later in the week....
We will also have the only fully indepth online jet services and operations jet site moderated by the global TJT rep network, and jet forums of any manufacturer. So you want customer service!!!! its on its way...
Tom Cook / JMP is the U.S. distributor...
Cheers - Marty
Little update for you re the JG 100...
www.tjt.bz will be the new Turbojet Technologies web site, I hope to have it fully operational by end of this week. All the TJT/ARTES/JMP info you are looking for will be found on our new web site, so check for it later in the week....
We will also have the only fully indepth online jet services and operations jet site moderated by the global TJT rep network, and jet forums of any manufacturer. So you want customer service!!!! its on its way...
Tom Cook / JMP is the U.S. distributor...
Cheers - Marty
01-21-2002 | 06:28 AM
#8
Joined: Jan 2002
Posts: 1,998
Likes: 0
Received 0 Likes
on
0 Posts
From: Sydney, , AUSTRALIA
JG 100 / JF 50
More pics of the new TJT/ARTES/JMP engines the JG 100 'Eagle' and JF 50 'Bee'
Both engines are designed, produced and distributed through
TJT/ARTES/JMP
Pricing is being finalised, but! expect a plesent surprise....
Cheers - Marty TJT Canada
Both engines are designed, produced and distributed through
TJT/ARTES/JMP
Pricing is being finalised, but! expect a plesent surprise....
Cheers - Marty TJT Canada
01-21-2002 | 01:10 PM
#10
My Feedback: (6)
New Turbine
The JG-100 (JMP-3000) picture above shows the configuration that I have, with the aluminum can. According to Chris, it is stiffer than the steel can and he can annodize it to many different colors. I have a bunch of Hot Spot flights on it and it has been wonderful. If I remember correctly, it was supposed to be 27 lbs at 126k RPM, but wait for the TJT web site to be sure and Tom may change that with his ECU (which, by the way, is supposed to be really nice!).
01-21-2002 | 04:44 PM
#11
Joined: Jan 2002
Posts: 11
Likes: 0
Received 0 Likes
on
0 Posts
From: MexicoDF, MEXICO
New Turbine
Hi Marty,
I think you might got incorect information on the JF50 BEE
The JF50 BEE was not designed and is not been produced by TJT.
Contact Jesus Artes at www.artesjet.com for compleat information.
Regards
Felipe Nieto
co-designer and co-producer
I think you might got incorect information on the JF50 BEE
The JF50 BEE was not designed and is not been produced by TJT.
Contact Jesus Artes at www.artesjet.com for compleat information.
Regards
Felipe Nieto
co-designer and co-producer
01-21-2002 | 06:15 PM
#12
My Feedback: (6)
New Turbine
Although correct that the JF50 BEE was not designed by TJT, the way I understand it (and I could be wrong) is that TJT intends to produce their version of the same engine. It will of course be called something different and incorporate some of Chris's clever changes, but will be very similar. Ahh, the future's so bright we are all gonna have to wear shades!
01-22-2002 | 07:50 AM
#15
My Feedback: (2)
New Turbine
Hi everyone,
Just thought I would introduce myself. My name is Kelly Williams and I am the Canadian sales and service rep for TJT, based out of Vancouver, BC. My counterpart, Martin, is based in the east and is primarily responsible for the worldwide marketing, web design, and creation of advertising materials. The rest of the team includes Rob Rowbotham in the UK (otherwise known as the UK agent for FADEC ECU's), Chris Mounkley (TJT-3000 co-designer) in Australia at TJT headquarters, and of coarse Tom Cook of Jet Model Products in the USA. Tom's a pretty busy guy so myself, Martin and another service engineer named Jon Dahlgren will be helping to provide on-line support and troubleshooting services for all the TJT products. Jon and I are both Mechanical Engineers by trade with many years of home-built turbine and RC experience. Regardless of who sold you the engine and where you are in the world, there will always be TJT rep available by phone or the click of a mouse.
[the technical description is removed for further editing. See revised version with graphics below.]
If anyone has any technically related questions or other requests, please don't hesitate to fire me an email to my personal address at [email protected]. After the site is up, I will be reachable through [email protected].
Thanks.
Kelly W
Just thought I would introduce myself. My name is Kelly Williams and I am the Canadian sales and service rep for TJT, based out of Vancouver, BC. My counterpart, Martin, is based in the east and is primarily responsible for the worldwide marketing, web design, and creation of advertising materials. The rest of the team includes Rob Rowbotham in the UK (otherwise known as the UK agent for FADEC ECU's), Chris Mounkley (TJT-3000 co-designer) in Australia at TJT headquarters, and of coarse Tom Cook of Jet Model Products in the USA. Tom's a pretty busy guy so myself, Martin and another service engineer named Jon Dahlgren will be helping to provide on-line support and troubleshooting services for all the TJT products. Jon and I are both Mechanical Engineers by trade with many years of home-built turbine and RC experience. Regardless of who sold you the engine and where you are in the world, there will always be TJT rep available by phone or the click of a mouse.
[the technical description is removed for further editing. See revised version with graphics below.]
If anyone has any technically related questions or other requests, please don't hesitate to fire me an email to my personal address at [email protected]. After the site is up, I will be reachable through [email protected].
Thanks.
Kelly W
01-22-2002 | 12:29 PM
#16
My Feedback: (6)
New Turbine
May I also add to Kelly's post that since the stainless carriers are steel (and so are the outer bearing races), not only do "the stainless steel carriers also expand and contract much less than aluminum components under temperature variations", but they actually expand and contract almost exactly (possible EXACTLY, if the race is the same stainless steel) the same since they are both steels. This really is an ingenous method of securing the bearindgs in these engines which TJT has come up with. Very impressive.
01-23-2002 | 08:30 AM
#17
My Feedback: (2)
TJT-3000 / JMP-3000
In a summary, these are the critical features that allow us to ensure that every customer maximizes the return on their turbine investment. To better describe the bearing alignment features of this engine over my first post, I have added a few simple diagrams and modified the text to suit.
As mentioned before, the majority of this material copied directly from the user manual supplied with every TJT-3000 engine, to be downloadable for www.TJT.bz. The manual also provides an extensive safety outline and a short educational section for those interested in learning the basics of turbine operation. It does not serve as a prerequisite for a high-level thermodynamics course, but with the use of flow diagrams it accurately describes the theory of operation behind turbo-jets, turbo-shafts, turbo-props and turbo-fans. Although most modelers are already up to date on this technology, there is always a few that are not. We strongly believe that turbine education is critical to both TJT and its customers by allowing all of us to communicate more efficiently.
(1) Self-aligning Bearing Configuration
Correct bearing alignment design principles are the single largest benefit of the TJT-3000.
Many current turbine designs operate on simple variations of the original KJ-66 design. In this design the front bearing is simply press fit in to the backside of the aluminum diffuser and the rear bearing supported in the shaft tunnel near the rear of the engine. The rear bearing is assumed to be concentric to the front bearing resulting in an over constrained bearing configuration. Press fitting either of the shaft bearings into any fixed component automatically induces a combination of run out and non-concentricity between bearings. Both conditions are exaggerated in the attached diagram. In reality the variations are on the order of several microns, invisible to the human eye but not to a ceramic ball bearing.
The diagram to the upper-left is a visualization of non-concentric bearings (cut in half). The axes of the bearings are parallel yet offset, causing each ball to bind at the top and bottom of its travel and running loosed elsewhere. The binding action causes enormous stresses in the inner and outer bearing race grooves, destroying the surface finish. Likewise, the loose portion of the ceramic ball’s travel can cause them to slap together on a microscopic level, also affecting the bearings lifetime by wearing the ball’s surface. The upper-right diagram represents a bearing orientation due to run out in 1 or more of the bearing support components. Run out occurs when a planar machined surface is not accurately flat, skewing the position of any component constrained to that surface. In this case the effect on the bearings is very similar to non-concentricity, making the combination of the two very detrimental to bearing lifetime.
Press fitting bearings into aluminum components has also been eliminated in the TJT-3000’s design because of the extreme tolerances in achieving the correct bearing fit at all operating temperatures. For example, as an aluminum diffuser heats up it will expand in every direction, which loosens the fit on the front bearing. To accommodate for this the bore can be slightly reduced, achieving a solid press fit at high temperature and unfortunately an over press fit at room temperature. An over press fit will easily destroy a bearing far before its specified lifetime. While it is possible to achieve the correct press fit tolerance for all temperatures, the increased manufacturing cost and component scrap rate would not be sustainable at a reasonable cost to TJT or its customers. If a bearing’s outer race ever becomes loose it will begin to spin immediately, causing extensive damage to the engine. Many variations of the original bearing support scheme have been attempted with new preload directions and the incorporation of o-rings or wave washers to limit bearing spin, none of which stand up to the quality requirements set by TJT.
TJT has developed a radical new solution to these design hurdles in their ball bearing supported carrier system, shown in the lower portion of the attached diagram. The TJT-3000’s bearings are both press fit into stainless steel bearing carriers, preloaded with off the shelf wave washers (bearing preload shown by arrows) and self-aligning as soon as the shaft nuts are tightened. The multiple degrees of freedom allow each bearing to operate with absolutely no effects from run out or non-concentricity what so ever. Each ball remains is contact with the inner and outer bearing race al all times. Testing results and customer feedback indicate a dramatic increase in bearing life with this system.
The stainless steel carriers also expand and contract much less than aluminum components under temperature variations. The press-fit tolerance issues of other bearing support methods are now totally insignificant in this design.
“Woketman”, your point is valid and thanks for raising that theory… If we assume that the bearing outer race’s material is similar in composition to the stainless steel in the carrier, the expansion rates may be nearly identical. It is probably safe to expect a near constant press fit throughout the temperature spectrum.
(2) Forced Air Induction Through the Shaft Assembly
The TJT-3000’s unique bearing cooling design is second to none. The TJT design team has incorporated a small suction impellor directly behind the rear shaft bearing, rotating at full shaft speed. This causes a suction effect in the shaft tunnel, drawing case pressurized air through the bearings. The air is then ejected from the shaft tunnel directly onto the turbine hub for additional cooling.
The net result is a rear bearing temperature reduction by 80° – 120° C (depending on throttle position) when compared to an identical turbine without forced air induction. This feature is critical when the turbine is operating at idle speed and the case pressure is lowest, adversely affecting the natural flow of cooling air for the bearings.
(3) Turbine Wheel Hub Cooling
Several small air jets have been incorporated into the TJT-3000’s exhaust turbine stage to spray pre-combustion air at the turbine wheel hub where the stress is at its maximum. The result is a significantly higher safety factor due to inconel’s increased tensile strength properties at lower temperatures. Two side effects to the hub cooling are reduced heat conduction to the shaft and consequently lower rear bearing temperatures.
For those of you interested, I plan to eventually make some sample FEA stress diagrams available for download. Although I didn’t design the TJT-3000’s wheel or provide any engineering insight into the design, the graphics will roughly identify the highest stress positions in an average 66mm wheel casting.
(4) Advanced Aerodynamics Applied to Diffuser Designs
Several hundred hours have been spent in design and optimization of the TJT-3000’s diffuser. This is not just another redesigned KJ-66 diffuser opened up for a larger compressor wheel. As the airflow exits from the radial compressor wheel’s outlet, the diffuser vanes are designed to efficiently harness the radial flow and convert it to high-pressure axial flow. The primary and secondary vanes have been optimized in shape and position to avoid the negative effects of airflow approaching the speed of sound, Mach 1. Side effects from poor efficiency diffusers can cause elevated temperatures at the front of the engine, reducing the life of fittings and hoses. Optimizing the diffuser section also greatly effects the overall performance specification, due to the inefficiencies commonly associated with this part of the turbine’s thermodynamic cycle.
Other significant features include a clot-resistant fuel injection system, compressor inlet cone profile optimization, ECU features, turbine mounting strap grooves in the pressure casing, etc. For now I will leave it at that and direct interested parties to our website, www.tjt.bz.
As you can probably see by now, TJT has spent an enormous amount of resources on the bearing system in the TJT-3000/JMP-3000 engines. Our reason is simple, its the “Achilles heal” of the engine...
That’s it, Thanks to everyone for your interest.
Kelly W, TJT Canada
As mentioned before, the majority of this material copied directly from the user manual supplied with every TJT-3000 engine, to be downloadable for www.TJT.bz. The manual also provides an extensive safety outline and a short educational section for those interested in learning the basics of turbine operation. It does not serve as a prerequisite for a high-level thermodynamics course, but with the use of flow diagrams it accurately describes the theory of operation behind turbo-jets, turbo-shafts, turbo-props and turbo-fans. Although most modelers are already up to date on this technology, there is always a few that are not. We strongly believe that turbine education is critical to both TJT and its customers by allowing all of us to communicate more efficiently.
(1) Self-aligning Bearing Configuration
Correct bearing alignment design principles are the single largest benefit of the TJT-3000.
Many current turbine designs operate on simple variations of the original KJ-66 design. In this design the front bearing is simply press fit in to the backside of the aluminum diffuser and the rear bearing supported in the shaft tunnel near the rear of the engine. The rear bearing is assumed to be concentric to the front bearing resulting in an over constrained bearing configuration. Press fitting either of the shaft bearings into any fixed component automatically induces a combination of run out and non-concentricity between bearings. Both conditions are exaggerated in the attached diagram. In reality the variations are on the order of several microns, invisible to the human eye but not to a ceramic ball bearing.
The diagram to the upper-left is a visualization of non-concentric bearings (cut in half). The axes of the bearings are parallel yet offset, causing each ball to bind at the top and bottom of its travel and running loosed elsewhere. The binding action causes enormous stresses in the inner and outer bearing race grooves, destroying the surface finish. Likewise, the loose portion of the ceramic ball’s travel can cause them to slap together on a microscopic level, also affecting the bearings lifetime by wearing the ball’s surface. The upper-right diagram represents a bearing orientation due to run out in 1 or more of the bearing support components. Run out occurs when a planar machined surface is not accurately flat, skewing the position of any component constrained to that surface. In this case the effect on the bearings is very similar to non-concentricity, making the combination of the two very detrimental to bearing lifetime.
Press fitting bearings into aluminum components has also been eliminated in the TJT-3000’s design because of the extreme tolerances in achieving the correct bearing fit at all operating temperatures. For example, as an aluminum diffuser heats up it will expand in every direction, which loosens the fit on the front bearing. To accommodate for this the bore can be slightly reduced, achieving a solid press fit at high temperature and unfortunately an over press fit at room temperature. An over press fit will easily destroy a bearing far before its specified lifetime. While it is possible to achieve the correct press fit tolerance for all temperatures, the increased manufacturing cost and component scrap rate would not be sustainable at a reasonable cost to TJT or its customers. If a bearing’s outer race ever becomes loose it will begin to spin immediately, causing extensive damage to the engine. Many variations of the original bearing support scheme have been attempted with new preload directions and the incorporation of o-rings or wave washers to limit bearing spin, none of which stand up to the quality requirements set by TJT.
TJT has developed a radical new solution to these design hurdles in their ball bearing supported carrier system, shown in the lower portion of the attached diagram. The TJT-3000’s bearings are both press fit into stainless steel bearing carriers, preloaded with off the shelf wave washers (bearing preload shown by arrows) and self-aligning as soon as the shaft nuts are tightened. The multiple degrees of freedom allow each bearing to operate with absolutely no effects from run out or non-concentricity what so ever. Each ball remains is contact with the inner and outer bearing race al all times. Testing results and customer feedback indicate a dramatic increase in bearing life with this system.
The stainless steel carriers also expand and contract much less than aluminum components under temperature variations. The press-fit tolerance issues of other bearing support methods are now totally insignificant in this design.
“Woketman”, your point is valid and thanks for raising that theory… If we assume that the bearing outer race’s material is similar in composition to the stainless steel in the carrier, the expansion rates may be nearly identical. It is probably safe to expect a near constant press fit throughout the temperature spectrum.
(2) Forced Air Induction Through the Shaft Assembly
The TJT-3000’s unique bearing cooling design is second to none. The TJT design team has incorporated a small suction impellor directly behind the rear shaft bearing, rotating at full shaft speed. This causes a suction effect in the shaft tunnel, drawing case pressurized air through the bearings. The air is then ejected from the shaft tunnel directly onto the turbine hub for additional cooling.
The net result is a rear bearing temperature reduction by 80° – 120° C (depending on throttle position) when compared to an identical turbine without forced air induction. This feature is critical when the turbine is operating at idle speed and the case pressure is lowest, adversely affecting the natural flow of cooling air for the bearings.
(3) Turbine Wheel Hub Cooling
Several small air jets have been incorporated into the TJT-3000’s exhaust turbine stage to spray pre-combustion air at the turbine wheel hub where the stress is at its maximum. The result is a significantly higher safety factor due to inconel’s increased tensile strength properties at lower temperatures. Two side effects to the hub cooling are reduced heat conduction to the shaft and consequently lower rear bearing temperatures.
For those of you interested, I plan to eventually make some sample FEA stress diagrams available for download. Although I didn’t design the TJT-3000’s wheel or provide any engineering insight into the design, the graphics will roughly identify the highest stress positions in an average 66mm wheel casting.
(4) Advanced Aerodynamics Applied to Diffuser Designs
Several hundred hours have been spent in design and optimization of the TJT-3000’s diffuser. This is not just another redesigned KJ-66 diffuser opened up for a larger compressor wheel. As the airflow exits from the radial compressor wheel’s outlet, the diffuser vanes are designed to efficiently harness the radial flow and convert it to high-pressure axial flow. The primary and secondary vanes have been optimized in shape and position to avoid the negative effects of airflow approaching the speed of sound, Mach 1. Side effects from poor efficiency diffusers can cause elevated temperatures at the front of the engine, reducing the life of fittings and hoses. Optimizing the diffuser section also greatly effects the overall performance specification, due to the inefficiencies commonly associated with this part of the turbine’s thermodynamic cycle.
Other significant features include a clot-resistant fuel injection system, compressor inlet cone profile optimization, ECU features, turbine mounting strap grooves in the pressure casing, etc. For now I will leave it at that and direct interested parties to our website, www.tjt.bz.
As you can probably see by now, TJT has spent an enormous amount of resources on the bearing system in the TJT-3000/JMP-3000 engines. Our reason is simple, its the “Achilles heal” of the engine...
That’s it, Thanks to everyone for your interest.
Kelly W, TJT Canada
01-23-2002 | 03:55 PM
#18
My Feedback: (6)
New Turbine
Great data and explanations, Kelly. Let me just say that for anyone that was not there at Superman '01 and did not get to see this hardware up close, these innovations are not real complicated rocket science hardware. It is just simple, logical techniques developed by TJT/Jesus to stop all of the well known KJ-66 variant bearing issues. When you look at the stainless bearing carrier and the way it mounts and the little fan on the ass end of the shaft, you can instantly see that it is a well thought out, simple solution that is well executed. Man, I sure hope they patented this stuff! 
01-24-2002 | 12:35 AM
#19
Member
Joined: Jan 2002
Posts: 93
Likes: 0
Received 0 Likes
on
0 Posts
From: Perth, AUSTRALIA
New Turbine
Hi Mark and all,
Re haveing patents on our first generation inovations to the engines, there is no point, we at TJT have already seen examples of our diffuser design copied or stolen, we made the decision not to patent the bearing carrier system as is was such an inovative solution to a problem that has existed in most of these small turbine engines for a very long time, by not patenting it, there is a chance that you guys, the engine users will benifit from our decision in that maybe others will adopt a better fix for a long term problem in the existing engines out there.
TJT openly showed out diffuser design, bearing carrier and cooling system at Superman, and believe me we had all the engine manufacturers who were at the show all over our stuff, several made some very complimentary comments.
Just remember this, it is all our own design and development work, Myself, Doctor Artes and Felipe Nieto have spent many hours and many dollars in designing and producing a far better mouse trap for you guys to use and enjoy.
Our Second generation stuff is on the bench now, once fully tested and developed, it will be in the hands of the modeler, not before.
You have all had a chance to see the Eagle, and have had the chance to see full technical review in RCJI, this engine stands up for itself, The Bee, will be out there soon, and this will be followed by our latest offereing the Falcon.
We are working on the Heli motor at present, no gears, no drive belts, very simple and the size of a Coke can, these will complete our first generation package to the public, when generation 2 is released all the first generation stuff is fully upgradeable to Gen2.
We at TJT are pro active in the design and development of this stuff, we dont just sit back and try to make a 6 year old design go harder.
Many thanks,
Chris@tjt
Ps how do I get to show a picture along side my post
Re haveing patents on our first generation inovations to the engines, there is no point, we at TJT have already seen examples of our diffuser design copied or stolen, we made the decision not to patent the bearing carrier system as is was such an inovative solution to a problem that has existed in most of these small turbine engines for a very long time, by not patenting it, there is a chance that you guys, the engine users will benifit from our decision in that maybe others will adopt a better fix for a long term problem in the existing engines out there.
TJT openly showed out diffuser design, bearing carrier and cooling system at Superman, and believe me we had all the engine manufacturers who were at the show all over our stuff, several made some very complimentary comments.
Just remember this, it is all our own design and development work, Myself, Doctor Artes and Felipe Nieto have spent many hours and many dollars in designing and producing a far better mouse trap for you guys to use and enjoy.
Our Second generation stuff is on the bench now, once fully tested and developed, it will be in the hands of the modeler, not before.
You have all had a chance to see the Eagle, and have had the chance to see full technical review in RCJI, this engine stands up for itself, The Bee, will be out there soon, and this will be followed by our latest offereing the Falcon.
We are working on the Heli motor at present, no gears, no drive belts, very simple and the size of a Coke can, these will complete our first generation package to the public, when generation 2 is released all the first generation stuff is fully upgradeable to Gen2.
We at TJT are pro active in the design and development of this stuff, we dont just sit back and try to make a 6 year old design go harder.
Many thanks,
Chris@tjt
Ps how do I get to show a picture along side my post
01-24-2002 | 12:40 AM
#20
My Feedback: (6)
New Turbine
Chris, you da man! Regarding the picture, just go to the line entitled "attach file" (its just below "options") and click on the browse button, locate the file (I think max size is 650 x 650 or so) and that's it. I'd like to personally thank you and Jesus and the rest of you guys for the remarkable improvements and contributions to our sport. The future is very bright indeed.
01-24-2002 | 03:55 AM
#21
Joined: Dec 2001
Posts: 1,016
Likes: 0
Received 0 Likes
on
0 Posts
From: Nicosia, , CYPRUS
New Turbine
Chris,
If the picture will not upload and you get a message telling you that it is not a true Jpeg file, then save it through Microsoft Photo editor under a different filename and upload the newly saved file.
Now you know for sure I'm here too
Regards from Sunny Cy to the sunny (as well) land of Oz.
Chris
If the picture will not upload and you get a message telling you that it is not a true Jpeg file, then save it through Microsoft Photo editor under a different filename and upload the newly saved file.
Now you know for sure I'm here too
Regards from Sunny Cy to the sunny (as well) land of Oz.
Chris
01-24-2002 | 04:10 AM
#22
Member
Joined: Jan 2002
Posts: 93
Likes: 0
Received 0 Likes
on
0 Posts
From: Perth, AUSTRALIA
New Turbine
Hi Chris,
Many thanks to both you and Mark for the picture info, I will try to do it later when I get home.
Good to see you here.
BRG,
Chris in the land of OZ
Many thanks to both you and Mark for the picture info, I will try to do it later when I get home.
Good to see you here.
BRG,
Chris in the land of OZ
01-25-2002 | 12:01 AM
#23
My Feedback: (6)
New Turbine
Regarding EMI from ECUs, Gaspar (the FADEC guy) posted this link to the Jets list. http://www.espiell.com/emi.htm This is the ECU that currently comes with the TJT engines. As soon as JMP has their's ready, the new JMP ECU will be with these fine engines. Gaspar has some interesting data at this link. Well worth a read.
01-27-2002 | 02:09 AM
#24
Joined: Jan 2002
Posts: 1,998
Likes: 0
Received 0 Likes
on
0 Posts
From: Sydney, , AUSTRALIA
TJT.bz website
The www.TJT.bz forums have now been activated and are online
Check it out....
Want to checkout the new JMP3000, come visit...
www.TJT.bz
Cheers - Marty
Check it out....
Want to checkout the new JMP3000, come visit...
www.TJT.bz
Cheers - Marty
01-27-2002 | 02:14 AM
#25
Joined: Jan 2002
Posts: 1,998
Likes: 0
Received 0 Likes
on
0 Posts
From: Sydney, , AUSTRALIA
JMP3000 Photos....
Just tried posting pics of the NEW JMP3000 turbine engine, problem with image posting at moment I guess but have contact RCU and pics should be
posted shortly...
posted shortly...
