| T-53 |
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| Power Turbine Shaft |
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| T-53 Gas Producer Turbine |
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| T-53 |
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Here is a Lycoming T-53, these were used in rotorcraft like the ever famous Huey. Certain models are capable of
producing nearly 1500 shp. This is normally a free power turbine, but we are removing the power turbine and shaft from this
unit in order to run it as a thrust engine only. If we left the power turbine in and ran it with no load, it would overspeed,
and probably come out the side. We hope to have it running next semester. The engine on the right is one that my group has
totally disassembled for the experience, and are now putting back together.
| PT-6 |
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| PT-6 Torn Apart |
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| PT-6 Burner Can |
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| PT-6 Burner Can |
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| PT-6 |
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The PT-6 is made by Pratt and Whitney. These are also turbo-shaft or turbo-prop engines. The school has several of them,
two of which are on our Beechcraft King Air 65-90. I have had the oppurtunity to do a 100 hour inspection on a PT-6 and run
them. Our King Air PT-6's produce 450 shp per engine. They also have free power turbines. It often amazes me that so much
power can be developed with a burner can that small. This is a reverse flow gas path engine. The shaft is on the exhaust side,
and the intake is towards the back.
| JT-12 |
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The JT-12 is also put out by Pratt and Whitney. It is a Turbojet engine and used purely for thrust. The military designation
for this engine is a J-60. We also have several of these at M.T.S.U. one of which we ran last semester. I was able to
tear one down, re-assemble and do an HSI, or hot section inspection last year, that was fun... I think this is my favorite
turbojet engine to run.
| Garrett TPE-331 |
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| Compressor |
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| Garrett Run-up Stand |
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This is our Garrett TPE-331 run-up stand. This stands for Turbo Prop Engine, it is not a free power turbine and is therefore
harder to start, it has a centrifugal compressor. We all got to start, run, and remove the entire engine in our turbine
overhaul class.
| J-85 |
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Here is a CJ-610 or J-85 manufactured by General Electric. This particular engine was donated by the military and is
a drone engine, it had no hook ups for gauges or anything. We are supposed to be getting a new one complete with an afterburner
in the next few weeks. I will get some video of that on the website after we fire it up.
| Large APU |
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| Large APU |
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| Small APU |
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Here are a few A.P.U.'s that are laying around the school, I would really like to have one, but I can't seem to convince
them to donate. The larger one should produce somewhere in he neighborhood of 200shp. These are very similar to turbochargers
in that they have centrifugal compressors and radial inflow turbines. The gearbox is driven directly off of the shaft.
| Allison 250 |
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| OH-58 Helicopter |
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| Allison 250 |
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The Allison 250 is one of the most unique engines ever produced. The gas path is one of a kind, with tubes that deliver
the compressed air to the single burner can with one fuel injector and one ignitor. They weigh a mere 154 pounds complete
with gearbox and produce about 450 shp. I got to start the OH-58 in class, it has a 250. This is a free-power turbine engine,
with a combination axial and centrifugal compressor. Allison manufactures everything from turbine engines to gearboxes for tractor
trailors on the highways. It's no wonder everybody wants one, what would you do with a compact engine like this and 450 shp?
The picture on the right shows a cross section of an Allison 250.
| Variable exhaust nozzle |
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In order for a turbojet to run efficiently with and without the afterburner it needs a variable exhaust nozzle. This
is so you have maximum thrust when the afterburner is not running. The nozzle will open up when the afterburner is engaged
to allow for the expansion of the hot gasses. If it were not opened up it would create an immense back pressure in the engine
and possibly burn it up.
| Thrust Reverser |
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Thrust reversers are used on turbo-jets and turbo-fans to re-direct the gas in a rearward manner. This particular reverser
will spring bacward, and a clamshell will pop over the normal exhaust oulet. Hot gasses are then diverted out the sides through
guides at about a 45 degree angle. This allows reverse thrust for braking or backing. The thrust reverser only produces about
45% rearward thrust at full power.
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