On Test
The engine was soon installed onto the test rig and had the fuel and electrical cables hooked up, the ECU and fuel pump plus filter connected and battery plugged in, a 3-cell, 9.9 V 2100 mAh pack being used for all the test runs. Programming the ECU to the radio being used is very simple, as is priming the fuel line up to the engine, the tubing being disconnected from the turbine whilst this was being done to eliminate any possibility of flooding the turbine with fuel. Once this was completed the start settings were adjusted to those shown in the manual for Kerosene fuels,these being slightly different to those used when running on Diesel.
The first start from cold took around 1 minute, and this was typical for further cold starts, the time for starts from warm being slightly shorter. Nothing untoward was evident, the engine just going through the various stages smoothly until the start sequence was complete and the ECU passed control over to the radio.
The engine was allowed to idle for a period to enable the ECU to more accurately stabilise the exact idle rpm, then the throttle was opened gradually to full, and the engine accelerated up to just below full rpm, the ECU then steadily increased the power until full power was reached, this process setting the full power rpm and overall throttle range.
With the power reduced to idle the test process was started, with the engine being run at a range of power settings, where thrust,EGT and full consumption were measured. All of this was completed without any fuss, the engine performing very well throughout, even at the top of the power range. I did notice a slight instability of rpm at times, with the rpm varying by a few hundred up or down, but in operation this would not be noticeable, and as the fuel pump runs in this minor instability should disappear.
The corrected full power figure of 21.1 kg thrust is fractionally above the claimed figure of 21.0 kg, as is the recorded full power rpm of 121,500, the manual suggesting 120,000. Fuel consumption was also slightly above that claimed, with the recorded figure being 631 grams (789 ml) per minute at full power, rather than the manual’s figure of 590 grams (738 ml) per minute. For a powerful engine such as this the idle thrust was particularly low, at only 6.2 Newtons (0.6 kg), which is a great help on an approach into a small strip.
Notably, the K-210G has the best power to weight ratio of any turbine we have yet tested,based on maximum thrust compared to the overall weight of the engine including ancillaries and fuel for 5 minutes at full power, although this record has always been held by one of the more powerful engines, as they tend to be more fuel efficient and the ancillaries weight is proportionally lower.
As I have come to expect from Kingtech turbines the acceleration and deceleration figures are excellent at around 3.5 seconds from idle to full power, and 4 seconds for full power down to idle.
After a very straightforward and fuss-free test programme had been completed the supplied FOD guard was installed to see how this would affect the thrust of the engine, and another run showed that only around 1 Newton was lost with the FOD guard fitted, a very small price to pay for the protection to a valuable turbine a FOD guard provides.
Ready for its first test run, the K-210G looks attractive in its graduated gold and red finish |
发表于 2020-6-11 09:00:04
千斤顶
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