Book Review: Engine Swapping Tips and Techniques , R.M. Clarke

Paul did pass the time by typing:

Linkies

version Other books by same author.

1 of 2 Ayres service bulletin No. SB-AG-001 Corporation P.O. BOX 3090 ONE AYRES WAY ALBANY, GEORGIA 31706-3090 PHONE

229/883-1440 FAX 229/439-9790 Service Bulletin No. SB-AG-001 August 25, 1977 SUBJECT: CONVERSION OF MODEL PT6/S-2R FROM THE PT6A-34 ENGINE TO THE PT6A- 34AG ENGINE MODELS AFFECTED: SERIAL NUMBERS AFFECTED KIT ENGINE AIRFRAME Rockwell Commander S2R 1 56046 1712R with United Aircraft of 3 56166 1873R Canada PT 6A-34 engine 4 56186 5003R 5 56218 5062R 6 56187 5057R 7 56228 1877R 8 56240 1876R 9 56229 1872R 10 56219 5058R 11 56248 2185R 12 56250 5071R 13 56247 5065R 14 56265 2033R 15 56288 1926R 16 56284 1949R 17* 56289 5073R 18* 56302 5072R 19* 56303 2256R 20* 56308 5074R 21* 56315 5075R 22* 56316 5076R 23* 56309 2260R REFERENCE: Pratt and Whitney of Canada Service Bulletin No. 1252. COMPLIANCE TIME: At the next regularly scheduled inspection interval, not to exceed the next 300 hours of operation. PURPOSE: To provide instructions for conversion of early Model PT6/S-2R aircraft from the PT6A- 34 engine to the PT6A-34AG engine with diesel fuel approval. Page 2 of 2 Service Bulletin No. SB-AG-001 August 25, 1977 FAA APPROVED INSTRUCTIONS:

1. Comply with Pratt and Whitney SB 1252. (See Attachment 1).
2. Install airframe wiring for Compressor Delivery Air Line Heater (P-3 Line Heater). Refer to Attachment 2.
3. Install placards in accordance with Attachment 3.
4. Make a Log Book entry certifying compliance with this Service Bulletin. Complete and return the Compliance Card to AYRES CORPORATION.
5. Replace the original FAA Airplane Flight Manual, dated 07-23-76, with the revised AFM dated

08-29-77. MATERIAL REQUIRED:

1. Material specified on SB 1252
2. Material listed on the attached P3 heater wiring instructions. (Attachment 2)
3. The placards listed on Attachment 3.
4. Revised Airplane Flight Manual, Dated 08-29-77.
5. Compliance Card. AVAILABILITY OF PARTS: AYRES Corporation Parts Department, Albany, Georgia.

*NOTE: Kits 17 through 23 conform to Pratt and Whitney Service Bulletin No. 1252 and were equipped with P-3 line heater wiring at the time of delivery of the converted Model PT6/S-2R by AYRES Corporation. Therefore, for Kits 17 through 23, compliance with this Service Bulletin only requires accompishment of Steps 3, 4 and 5 of the instructions listed above.

Quit licking your balls, oIIIIIIo

LandRover ? Camel Trophy ?

Dave Milne, Scotland '91 Grand Wagoneer, '99 TJ

I don't think the Malaysian Rainforest Challenge is quite as difficult as the camel trophy (now sadly discontinued on the grounds of political correctness).

If I had to take a vehicle into the (wet) rainforest, I'd go for a diesel for sure - much more reliable and works when wet.

Camel Trophy Winners...

1980 Transamazonica Jeep, Petrol 1981 Sumatra Range Rover, 2 door, Petrol 1982 Papua New Guinea Range Rover, 2 door, Petrol 1983 Zaire Series III 88 Diesel 1984 Brazil Land Rover 110 Diesel 1985 Borneo Land Rover 90 Diesel 1986 Australia Land Rover 90 Diesel 1987 Madagascar Range Rover TD Diesel 1988 Sulawesi Land Rover 110 Diesel 1989 The Amazon Land Rover 110 Diesel 1990 Siberia-USSR Discovery Tdi 3-door Diesel 1991 Tanzania-Burundi Discovery Tdi 5-door Diesel 1992 Guyana Discovery Tdi 5-door Diesel 1993 Sabah-Malaysia Discovery Tdi 5-door Diesel 1994 Arg-Parag-Chile Discovery Tdi 5-door Diesel 1995 Mundo Maya Discovery Tdi 5-door Diesel 1996 Borneo Discovery Tdi 5-door Diesel 1997 Mongolia Discovery Tdi 5-door Diesel

Dave Milne, Scotland '91 Grand Wagoneer, '99 TJ

http://magaz> >

Because Bill can't read more than a few lines between scrotal licks:

REFERENCE: Pratt and Whitney of Canada Service Bulletin No. 1252. COMPLIANCE TIME: At the next regularly scheduled inspection interval, not to exceed the next

300 hours of operation. PURPOSE: To provide instructions for conversion of early Model PT6/S-2R aircraft from the PT6A- 34 engine to the PT6A-34AG engine with diesel fuel approval.

The -34AG differs from the straight 34 because it has a heated fuel line to the fuel controller. It is approved for use with #2 Diesel whereas the standard 34 is not. Ditto the other -xxAG variants.

This would never be needed in most of the environments agplanes fly because they don't spray when it's freezing. Byut the FAA demanded this. A lot of operators probably just ignore this, but to be legal this STC puts you in compliance.

In short, airplanes in the United States fly on diesel fuel. Written proof. (I'd quote the TCDS for the engine, however, it specifies "conforming to P&W Specification such and such" where one is for JP5, one for JP-4, and one for commercial diesel fuels. Peckerwood would tell you I was making it up.

Well you'd be wrong on that too Bill, there are FAA certified diesel engines being installed in FAA certified and flying aircraft that have type certificates.

Jerry

and more are being developed ..

Dave Milne, Scotland '91 Grand Wagoneer, '99 TJ

Most of the diesel fuel burned in aircraft is in turboprops and helo turboshafts. Bill is being willfully stupid. And lazy-he could call any of the manuafcturers of ag aircraft whose products use either PT6 Pratt or 331 Garrett engines. Generally only ag operators do it-they are the only ones all that concerned with fuel prices. Bizjets operate in an environment lower than diesel's freeze point, but also they're cost-insensitive. If FBOs charged $4 a gallon for Jet A they still wouldn't bat an eye.

But yes, there are aircraft diesels per se-I don't know if any are flying in certificated aircraft in the U.S. right now, but two European companies make engines that are certified and sold in overseas markets. Maule Air would be the most likely operator right now.

Well, it seems to have worked for you!

On July 18, 2003, Maule Air, Inc., manufacturer of the renowned Maule STOL aircraft, became the first US aircraft OEM to fly with the SMA SR305 Jet A powered diesel engine. Maule flew the M-9-230 to EAA Oshkosh AirVenture 2003.

This aircraft, which is based on the company's M-7 spring gear tailwheel model, was very well received, as interest in this new technology is very high. This particular model is a 5 seat, 4 door aircraft. The middle and rear seats and easily removable, turning this aircraft into a 2 seat cargo hauler. The gross weight on this new model will be increase to 2800 lbs. MTOW, up from 2500 lbs. MTOW. This economical Jet A burning engine will be fed from 4 fuel tanks totaling

85 gals. This is expected to give the aircraft a range of approximately 1000 miles. The turbo- charged SMA SR305 engine produces 230 hp for 5 minutes, then maintains 200 continuous horsepower up through 10,000 ft. MSL. Maule is working hard to achieve certification by next spring.

Call AlliedSignal then.... or look up the TCDS if you are smart enough...

[snip]

Gas turbines are very tolerant of what fuels they burn. I recently worked a qualification program for a US Navy start cart. This unit mounts on back of the tractor used to tow the planes around on the deck of a carrier and provides compressed air for main engine starting. We ran a significant portion of the qualification test on diesel fuel. I was more surprised to see that the tractor's diesel engine was placarded to allow operation with JP-5. A fact that we accidently verified.

In a flight engine, it can be little more tricky. Changes in the fuel density can alter the fuel schedule (which can be compensated via the SG adjustment on the fuel control) and your altitude relight envelope may suffer due to poorer atomization of the fuel (probably less of a problem for a helo than a biz jet). Viscosity differences may result in temperature limitations on the use of diesel fuel. Also, diesel fuel burns a little "dirtier" so an engine run on diesel exculsively, may have a shorter turbine life due to carbon particle erosion. The components in the fuel system are resistant to both types of fuels,so there are no special cleaning procedures after using diesel fuel. As long as the engine manufacturer allows use of diesel fuels, there is no problem with the FAA. For example, the LTS101 operating instructions allows use of both artic grades (DF-A) and winter grade (DF-1) diesel fuels within certain limitations. Other turbine engines should have similar allowances and limitations.

Hope this answers your question.

... hope now you're not sorry you asked :-)

Mark Johnston Sr Engineering Specialist LT101 Project AlliedSignal Engines Phx, AZ

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