My
T58 Turbine Powered Boat Project
Since
this is an ongoing project, I'll continue to add content as
I make progress
There
are no instructions that describe how to assemble a turbine
powered project like this. It's definitely 'uncharted waters'.
I've spent (what seems like) countless hours investigating,
researching, and experimenting to find out 'what works with
what'. I've contacted (seemingly) hundreds of professionals
in all areas of expertise in an effort to identify solutions
to the various technical problems I've encountered.
Many
of my days are often spent locating, and gathering parts for
this project. Here's some of the highlights.
Other
parts I'm gathering for this turbine powered project
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The
output of the SDG will be coupled directly to an SCS
Crashbox. This will allow me to shift Forward-Neutral-Reverse
for low speed maneuvering. While the turbine idles,
I can apply the disk brake to stop the rotation of the
Power Turbine and SDG shafts. I can then shift, let
off the brake and maneuver as required. An additional
benefit of the SCS Crashbox is that reverse is geared
down 2:1 so prop wash against the transom is reduced
when backing down. I can shift to neutral for starts
and for the proper 3 minute 'cool down' period required
after high-speed runs. I just don't have the 'balls'
to live with a direct-drive propulsion system. I must
have neutral. Reverse will be nice also.
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Designed
and produced by Mike Sage the SCS
Crashbox (also known as the "Zero Drag Transmission")
is rated to handle up to 1500 HP. The output from the Crashbox
will be coupled to my Arneson Surface Drive and is specifically
designed to have minimal internal gear resistance when running
in the forward direction.
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I
picked up an old oil cooler out of a Harvard
AT-6 Aircraft that was powered by a Pratt
and Whitney R-1340 radial
engine. This monster will be used to cool the lube
oil in my SDG. I'll put a fan on one end and fabricate
a 'flapper valve' on the discharge side so I can select
to 1) direct the warm air up to the cockpit (for creature
comfort during cool weather cruising) or 2) vent it
overboard (during the summer months). These are the
'before' photos as I received the unit. After I 'hot
tank', glass-bead blast, prime, paint and pressure test,
it will be good as new. I'll also fabricate brackets
and thermostatically control the fan. This will keep
my SDG gearbox humming along at the required 180º F.
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This
3 gallon Peterson
Dry Sump Oil Tank will supply MIL-L-23699
synthetic lube oil to the gearbox. I'll get one more
for the turbine lube oil system.
I
was able to acquire an armload of AN-16 stainless braided
hose to plumb my lube oil system (for both the T58 gas
turbine engine and the Speed Decreaser Gear).
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The
seats in my Cobra were too large for the turbine conversion,
so I scored two pairs of Corbeau
Leather TRS racing seats to replace them. After
I install the turbine (and rework the aft cockpit bulkhead)
I'll install my second pair (on each side of the turbine)
in place of the bench seat.
I
expect to end up with comfortable seating for four,
and I may even have enough room for a fifth seat (up
front in the center).
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The
deck hardware was in pretty sad shape, so I'm replacing
it all. I've located the correct stainless steel pop-up
cleats and eye bolts.
I
scored a couple sets of aircraft style, alloy fuel fill
and vent fittings.
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I've
got plenty of Stainless Steel Braided hose for plumbing.
I
use my sand
blasting cabinet to perform 'corrosion control'
without damaging delicate parts. In this view, you can
see I've removed all the corrosion on my Kiekhaefer
K-Planes and they are now ready to sand, prime, and
paint. I'll add some more pics of the assembled K-planes.
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I
scored a matching pair of brand new dry sump oil tanks
(one to supply lube oil to my T-58 Gas Turbine and the
other for the Speed Decreaser Gearbox).
I'll modify
these by adding sight gauges and two AN16 fittings.
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Currently,
a mechanical lever on the fuel control commands the
engine to 'run' or 'shutdown'. I prefer to control the
engine through a dashboard toggle switch so I'll mount
this actuator (and the associated linkage) to electrically
control these functions.
I've
also begun to fabricate a wiring harness (from scratch)
with a single Cannon Plug for the engine. All engine
controls and indications will go through this connector
(except for the starter leads and EGT wire). Yeah, I
know; General Electric calls it "Power Turbine
Inlet Temperature". "EGT" is a much more
common term used on Naval Aircraft, so I usually call
it that.
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Thanks
to all those folks who have provided tips, technical advice,
and information to help me with this project.
Soon I hope to be skimming across the waves at 120 miles an
hour with a permanent grim etched on my face!
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