Wren turboprop manual

The values are approximate and can vary slightly from engine to engine. Values at Standard Temperature and Pressure. Notice the greater thrust for a given fuel consumption for the turbprop engine relative to the turbine engine alone. Turbine technology offers many advantages, but model aircraft with conventional propeller power systems have never been able to exploit them. As the name indicates, the turbo-prop engine - its full name is a turbo-jet propeller engine - comprises a gas turbine driving an airscrew.

The secondary shaft directly drives a gearbox designed to cope with high rotational speeds, and this in turn reduces the speed to a value suitable for a propeller. The gearbox is fitted with anintegral axial fan which provides the necessary airflow for cooling the components subject to high temperature. Another completely new feature of the engine is the electronic control system, which processes the speed information derived from both shafts: primary and secondary.

This simply means that the pilot can concentrate entirely on flying, while the complex engine management processes are carried out fully electronically. The reduction gearbox is a specially developed planetary design, highly efficient and very compact. When ever a new kind of power system concept is introduced, the model flyer is obliged to immerse himself in the subject in order to gain the necessary expertise, and this certainly applies to turbines.

However, once the operator has become familiar with the procedure, it is actually simpler to handle a turbine installed in a model aircraft than to operate a piston engine: only a single radio control system channel is required to control the engine, and starting preparations for the engine simply boil down to filling the fueltank and a small auxiliary gas tank required to start the turbine.

The engine starts at the press of a button from the transmitter, where upon the entire starting process runs automatically, controlled by the turbine's on-board electronics ECU. Initially the integral electric motor accelerates the turbine to a speed of around rpm, then the auxiliary gas supply is opened and the gas is ignited in the turbine's combustor. The turbine then continues to accelerate until the burning gas overtakes the starter motor's speed the motor then disengages, and the turbine continues to accelerate until it reaches a speed high enough to support running on kerosene.

Once the start-up process is completed successfully, the ECU sets a stable idle speed before transferring control to the pilot. This engine is ideal for many of the large aircraft kits and ARFs currently available.

Through optimization of the engine RPM and diffuser design, this engine now produces 10 lbs of thrust with a faster spool up! This is the smallest production turbine available in the world being basically the size of a soda can. The MW "Gold" is the production version and is available only as a factory assembled item. FOD screen as shown below is available as an option.

See engine pricing. MW "Gold" Autostart. MW "Gold" Manual Start. These engines can be used for turbo-prop aircraft straight gear box or turbo-shaft helicopter 90 degree gear box operations. The gearbox is driven pneumatically using the engine exhaust gases to drive a second "free turbine" as opposed to a direct planetary type gearbox.

MW "Gold" Turbo-Prop. MW Kit. Recently entering into production is the much anticipated MW SuperSport 18 lb thrust turbine.

Packaged into the MW size and weighing just over 2 lbs, this engine gives big performance at a fraction of the weight of other engines available in this thrust class. This has been achieved through optimizing engine efficiency and with a higher compression ratio.

This sets new standards for performance and efficiency for such a small size turbine!