| |
|
|
We are now looking straight up at the exhaust bearing
housing with the cover plate removed for service access.
While the plate is removed, I am going to drill a hole
in the middle of the plate for the exhaust spike to
be attached.
|
|
The plate has
now been drilled with a M10 hole and a nut welded to the
back, there was however slight warping to the plate, as
there is plenty of clearance this should not be a problem
for the snug fitting of the exhaust spike.
|
| |
|
|
|
There we go spike
attached, just needs to be torqued up now. The spike comes
from a Artouse APU and has the same fitting on the housing
as the nimbus. Time to get the exhaust nozzle fabricated
out of stainless steel. Also I better have a go at getting
that old gasket paper removed.
|
|
These interface
connectors for the Nimbus are harder to get hold of than
you can imagine, they are full military specification
and built to last, not cheep but worth every penny. I
better start thinking about the electrical side of things.
|
 .
|
|
|
|
Now that the gearbox has been removed,
it's time to have a go at the oil system. I intend to
reroute the oil rather than just blank of the supply feeds
as done by other turbine enthusiasts. A temporary oil
pipe has been connected where the oil cooler will be mounted,
shown bottom left.
|
|
This shows the oil
feed coming down from the top right of the picture and
connecting directly in to the gearbox scavenge pipe work.
As the 2 scavenge pipes run in parallel, one can be blanked
off without any concerns of back pressure.
|
|
|
|
The Oil Cooler
has now been fitted to the left side of the engine frame,
mounted on four shock mount rubbers which are bolted in
turn to a piece of aluminium angle. A piece of stainless
steel grid plate makes an excellent protection cover as
the oil cooler is quite fragile.
|
|
We decided
to cross the pipe work so that any vibration coming from
the caddy pick up or indeed the engine will be dissipated.
To do this I removed the steel oil return pipe which connected
directly to the oil reservoir and replaced it with the
rubber oil pipe that can be seen in the foreground.
|
|
|
|
This picture shows the high pressure fuel system. Normally
the engine is governed by the free turbine section,
but as it has been removed, the fuel pipe work can be
connected directly to the HP shutoff cock shown at the
top left of the picture. To make shutdown easier, I
have also added an electronically controlled fuel shutoff
solenoid valve, shown bottom center. The fuel pump is
to the right.
|
|
I want to make the engine removable from the pick up
with in minutes if required. To help do this the starter
connecting wires are terminated to a Durite fork lift
truck quick-connector. I'm hoping that the 175 amp load
of the connector will be enough to turn the engine over
without getting warm. Thanks to Manbat of Shrewsbury
for a deal on all the bits!
|
