Miniature Gas Turbine

LAB-style Shaft Power Unit

Features:
Sub miniature real working kerosene fuelled gas
turbine engine power plant
2-stage free power turbine
Planetary reduction, fuel lubricated gearbox
Up to 3kw shaft power
Fully automatic starting system
Six easy access, integrated pressure probes
Six easy access, temperature probes
Circular 90mm diameter uncluttered intake
Control system incorporated onto engine
One pipe, one wire to connect and go
Shaft rpm sensor
Dynamic shaft torque sensor version

Wren Power Systems LAB shaft Drive Power Unit

Pic shows fixed and torque sensing units together

Contents:

Safety briefing
General description
Ports and sensors
Application
Operation

Wren Power Systems Ltd

Unit 1, Mitchells Industrial Estate, Bradberry Balk Lane, Wombwell, Barnsley, England, S73 8HR
+44 (0) 1709 877439, Web: www.wrenpowersystems.com Email: info@wrenpowersystems.com
Facebook: https://www.facebook.com/wrenturbines, Twitter: https://twitter.com/WRENPWR
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Wren Power Systems 44 LAB Shaft Power Engine

Safety Briefing:
Before progressing to a detailed description of this engine and its peripherals we take this first
opportunity to draw the readers attention to important considerations required when proposing
use of a unit such as this:
1. These power units cannot be considered as toys in any way. They are complex and highly
miniaturised versions of the engines which drive propellers in full size aircraft and must be
treated with great care and consideration at all times.
2. No-one should be allowed to operate this unit without proper training and familiarisation.
The free power turbine is an unconstrained high power drive without any physical maximum
speed. It is capable of accelerating to destructive speed if operated without appropriate
loading at high power settings.
3. It is advised always to have a CO2 or similar gas-type fire extinguisher with you when running
the engine you never know when an emergency will strike and it is best to be prepared. If
you need to extinguish a fire you should point the extinguisher into the front of the engine
and not in through the turbine end as this may simply blow the flame into the intake.
4. Wear ear defenders when running the engine as gas turbines have a high intensity noise
level close to the engine that can impair your hearing in time.
5. This unit should only be operated in a disciplined and procedural way. It is not intended to
be revved up and down like a motorbike or chainsaw. Nor to be loaded by slamming on
loads on and off like a switch. Its use should be pre-planned and experiments and operations
deliberate and measured.
6. We recommend the use of a simple check-sheet for before, during and after running of the
engine to help ensure maximum serviceability and operational life.
7. Always ensure the power supply and fuel supply are adequate for the whole of your
experiment. It is extremely bad for the engine to run out of fuel during a high load test
period as all cooling and lubrication stops suddenly whilst the turbines are at high working
temperature which will then dry out the bearings.
8. The engine is an internal combustion engine which emits high gas temperatures (up to
550C) in very large volumes by comparison to an equivalent 2-or-4 cycle engine. Its high
exhaust volume could fill a room quickly with toxic gases which could be dangerous to
humans if not provided with a proper installed exhaust extraction system, or run in open
areas.
9. The engine inlet draws large volumes of air into the inlet and flammable gases must never
be allowed in proximity or to enter and potentially explode on contact with the live
combustion taking place inside the engine.
10. Never use any liquid or gasses or sprays to try to assist combustion, either on starting or
during running. The engine does not require this under any circumstances and a dangerous
flashback or explosion could be triggered.
11. Many parts of the engine reach high temperatures in normal running and the engine must
be enclosed or guarded to eliminate the possible of human contact which WILL cause severe
skin burns.
12. Ducted exhaust systems will gradually heat up to exhaust gas temperatures after time at
running power. Ensure such ducting is properly protected from accidental contact with
humans or flammable materials, any plastics or other materials liable to combust or give off
dangerous fumes when heated.
13. Equally, ensure any exhaust gases are emitted safely so as not to cause harm, annoyance or
distress to animals, birds, aquatics/marine life, or your neighbours.

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14. The strong engine intake flow can pull a rag or cover into the protective mesh and cause a
failure of the inlet flow by blocking. This can cause the combustion process to collapse and
exit forward out the intake under extreme circumstances, so ALWAYS keep inlet clear and
open.
15. Equally, never try to test the suction power of the engine by placing a hand or object over
the inlet, while running.
16. Before attempting to start the engine, always do a careful visual check of the complete
installation to ensure it is safe to do so. Always use your checksheet.
17. Always apply and remove output loads in a gentle and measured manner and monitor
carefully output shaft speed at all times. The same with engine rpm, increase and decrease
power settings slowly and carefully allowing the engine time to stabilise at the new rpm
setting.
18. The gearbox output shaft maximum rpm is 6,000rpm in normal usage. It is safe up to
6,500rpm but above 6,000rpm should be considered overspeed, redline. When
dynamometer testing or driving a generator type load, NEVER remove or reduce the output
load whilst at engine rpms above 100,000rpm. It is ok to increase the loading whilst at high
power, just dont reduce it without reducing engine power 1st.
19. The output shaft speed may be loaded down to zero rpm for periods not exceeding 30
seconds for peak torque testing. Stationary periods at high engine rpms can overheat the 2nd
stage bearing and turbine so must be kept to absolute shortest duration. Cooked bearings
will not be covered under warranty.
20. If multiple periods of high torque, zero output rpm are required, run the engine unloaded at
85k for two minutes after each stationary load period to lower heat soakage and allow full
bearing lubrication flow to resume. DO NOT simply shut off the engine as this will leave
maximum temperature at bearing areas with minimal lubrication that will take some time to
dissipate and leaves bearings dry.
21. Monitor the gearbox temperature during running (probe TGB). The gearbox must not be
continued to run above 65C. If the temperature rises above this the engine must be shut
down/rested and allowed to cool before running again.
22. After load testing or high rpm running, run the engine with light or no load up to 85,000rpm,
(output shaft speed maximum 4,000rpm) for 60 seconds before shutting down, to allow
temperatures to stabilise and lubrication to return to normal.
23. After the engine has run and is shut off, high metal temperatures can remain for many
minutes at many places on the engine, so always allow at least 20 mins before attempting
any intimate access or maintenance adjustment in close proximity to the hot sections of the
engine.
24. Always allow the engine its full cooldown sequence after each run. This can take up to two
minutes but is required to stabilise temperatures in all parts of the engine. We recommend a
15min break between runs for the engine to properly cool before the next start and full run
period.
25. Never run the engine with any air pressure ports open. Some connect directly to the full
1500C+ heat of the combustion chamber and will melt tubes and/or burn the skin if allowed
to flow freely. Always connect to a closed pressure transducer, or blank off securely if not
required.

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Wren Power Systems 44 LAB Shaft Power Engine

A proper jet engine in miniature.
These units have been designed and produced in response to a requirement for a small simple gas
turbine 2-stage engine that can be run against a torque load in an educational setting. The brief
requires the smallest most compact unit, simple installation and operation, a wide range of fitted
sensors in appropriate locations and smooth unobtrusive running.
Two versions of the unit are
presented:
To the left of the picture can be
seen the fixed stationary engine
and gearbox pattern.
The version to the right has a
special bearing mounting system for
engine and gearbox, allowing them
to swivel freely and sense torque
reaction opposite to rotation, via a small load cell.

Each Wren 44LAB engine unit features:

Miniature 2-stage shaft output gas turbine
Shaft drive output up to 3kw @ 6000rpm
Circular 90mm diameter unobstructed intake connection
Engine running equipment built onto engine
Engine and gearbox unit ready fitted to solid aluminium mounting and base
Output shaft rpm sensor
Set of six pressure ports at engine stations
Set of six temperature points at engine stations
Integral cooling fan
All aluminium parts colour anodised for smart finish and surface protection
Dynamic torque sensing or fixed engine option
Single outlet downward exhaust

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Description
The power unit and drive descriptions following apply to both versions.
This miniature engine unit is based on the highly successful miniature
Wren Power Systems 44i Turboprop unit which is a sub-miniature gas
turbine with a second stage and gearbox made to drive a conventional
propeller in model aircraft. The unit is similar in performance to a 50cc
2-cycle engine and for many years was the worlds smallest 2-stage
miniature gas turbine.
The 44LAB unit adopts the same 1st and 2nd stage units in a custom
produced housing suited to stationary running. This miniature engine
has all the functionality of a larger engine but is miniaturised to allow
running on a desktop arrangement, with low noise and heat output.
The units are prepared with a full range of pressure and temperature
sensors fitted to allow the engines thermodynamic cycle to be
observed whilst in operation. These are likely the smallest gas turbines
available anywhere with such a comprehensive range of fitted sensors.
The configuration is a 2-stage, free turbine drive, meaning no physical connection between 1st and
2nd stages (see parts above right). The torque being generated via guided impingement of the engine
exhaust gases onto the blades of the 2nd larger turbine wheel, which is free to revolve independently
and geared to the output drive shaft. The shaft speed on the output shaft is solely dependant on the
load or torque taken from the shaft. This configuration technically allows shaft rpms down to zero to
be used at maximum torque although in practice this should only be for a few seconds at a time as
there is no effective lubrication or cooling whilst stationary.
The 2nd stage drive is at high speed and relatively low torque
so to reduce the rpms to a more useable range a 9:1
planetary reduction gearbox follows the output drive shaft.
This gives a useable rpm output range of 0-5,000rpm.
A maximum shaft speed of up to 6,000rpm can still be used,
with a reduced torque.
A small axial cooling fan is fitted to the gearbox output shaft to allow longer runtime and with
moderate loading can help to keep gearbox temperatures below
around 50C, depending on ambient conditions.
The gas turbine 1st stage section gas generator is a simple cycle,
single stage compressor, single stage axial turbine arrangement for
simplicity and compactness.
The engine is fitted with an annular combustion chamber with six
vapourizer type tubes to gasify the liquid fuel. Suitable fuels are
those in the kerosene family and with some small adjustments
diesel fuel can also be used, with slight degradation of exhaust
emission.
The engine section can produce a maximum gas flow of 0.1kg/sec
(approx. 77ltrs/sec) at a pressure ratio (PR) of 3.0 at a maximum
peak rpm of 195,000 from a minimum idle speed of 55,00rpm.

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The engine is down-rated to 185k for long life and reduced maximum
running temperatures. The engine section uses the same hot section
components as the regular Wren 44 2-stage engines.
Self sustain rpm, the minimum rpm where the engine will run under
its own power is approx 30,000rpm.
The engine uses an internally fitted ceramic burner to initiate the
combustion until enough heat builds up for the vapourizers to take
over.
Oil is added to the fuel and used to lubricate all the bearings
and gears used in the unit. The used lubricant enters the
exhaust stream and is ducted away by the exhaust system.
The 1st stage rotor runs in ceramic high-speed bearings and
fuel is bled off the main fuel feed via a small fixed area
metering device.
The 2nd stage and gearbox is separately lubricated with a 2nd
fuel bleed system.
The engine starting and operation is controlled by a miniature computer called an ECU (Engine
Control Unit) housed under the engine service panel on the engine (shown here, under the pipes
and wires). This unit receives external signals to initiate the start sequence and to command a
certain throttle percentage between idle and maximum rpm (0 to 100%).
The fuel flow into the engine decides the 1st stage operating rpm.
The fuel pressure flow required to operate the engine is achieved through a small gear pump
(mounted behind the engine service panel) below the ECU, with an electric motor driving the gears,
a higher motor voltage producing a higher fuel flow and thus higher engine rpm.
The ECU receives a feedback signal from the engine rotor rpms via a small hall-effect (magnetic)
sensor which returns one pulse per revolution of the rotor. By this means the ECU can keep track of
the current engine rpm and control the fuel flow according to the requested rpm level.
A dedicated thermocouple probe is fitted in the gas passage
between the 1st and 2nd stage turbines. This senses the gas
temperature at this point and feeds this signal back to the ECU
for monitoring. During the start sequence this probe will inform
the ECU the burner system is operating correctly and to control
the start sequence to accelerate the engine towards idle.
Loss of this signal or a reading below 100C indicates a flameout (combustion ceasing) condition or failure of the engine
burner system to provide a satisfactory initial heating. Similarly, an over-temp condition (over
800C) will warn the ECU and allow it to reduce the fuel flow or in extreme cases, to shut off the
engine.
To provide initial rotation of the engine rotor a small high speed electric motor is fitted at the engine
intake, controlled by the ECU. Its drive is transferred by a small miniature self-retracting bendix
clutch to the engine rotor. This motor must achieve 30,000rpm to successfully start the engine to
self-sustaining rpm and onwards to idle at 55,000rpm. After the engine is shut down, the starter
motor is driven slowly at around 8,000rpm to cool the engine interior down to approx 100C.
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The engine unit is supplied securely mounted to a sturdy baseplate which can be bolted (using the
six bolts points) into the client equipment or affixed to a
suitable base for open running.
The exhaust is supplied pre-orientated to customers
request and it is not possible to change this orientation
once the engine is completed due to connections secured
to the exhaust unit.
The engine mountings are made split to allow easy
dismounting of the engine unit from the base if required.
The 1st and 2nd stages may also be easily separated for
service or repair access.
The torque sensing unit has a large diameter, very thin section roller
bearing fitted to the engine casing. This allows free rotation of the engine
to occur with low friction and also provides the mounting function for the
engine.
The front end of the unit is supported directly on the shaft bearing to allow
the unit to swivel freely whilst still providing maximum rigidity to the
output shaft.

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Sensors
One of the purposes of the units is to provide dynamic
measuring of the various stages of the engine whilst running.
A fuller description of these is provided in the later section
on PORTS.
Each unit incorporates six pressure sensing tappings and six
temperature probe positions. These are situated at key
points in the engine cycle to allow continuous monitoring of
the gas state at each stage.
The stages are selected to offer most useful distribution from
an educational perspective. It is accepted the single point positioning of these sensors will introduce
considerable variation in accuracy against the ideal model due to the very small size of the unit and
difficulty in locating areas of mean pressure and temperature, but this is also a useful lesson and
adds to the educational value of the unit as a whole.
Sensor locations are:
Pressure: P2 (inlet), P3S (diffuser delivery static), P3T (diffuser delivery total), P4 (combustion
chamber exit), P5 (N1 turbine exit), P6 (N2 turbine exit).
Temperature: T2 (inlet), T3T (diffuser delivery total), TGB (gearbox temperature), T4 (combustion
chamber exit), T5 (N1 turbine exit), T6 (N2 turbine exit).
Sensors are accessed via a panel on the engine.
Both units incorporate speed sensors on output shafts of hall-effect one pulse per rev pattern. A
small magnet is embedded into the fan hub to provide the magnetic signal.
For ease of releasing the engine unit from its mounting, the connections to
the engine section of the unit are a single 8-way plug and a single 4mm clear
fuel input line, connected to the fuel tank.
The 8-way plug includes power supply, signal in and display signal outputs.
The signal line 0v and power supply 0V line should be kept separate. The
power supply required is equivalent to a 2-cell LiPO battery (8.4v), or a single
smoothed 8.5v DC source, capable of 150w loading. The ECU will trip out if
the input voltage rises above 10v (or there is excessive ripple) so stay with
smoothed 8.5v max.
To connect to the unit, a connector
block is provided mounted inside a small
box, attached to the engine baseplate.
Under the lid to the box is a chart
showing all the pinouts for the
connector.
As there are two versions of the engine, there are also two versions of
the connector box. The torque sensing unit (above right) has additional
load cell outputs, occupying an additional three pins.

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Engine connector
The plug which provides the connection to the
main engine unit is of 8-way pattern, each pin is
numbered on the moulding of both socket and
plug.
The pin connections are:
1+4

0v ECU power

0v Signal power

3+5

+8.5v ECU power

Throttle signal input

Display signal output

+5v Signal power

Operating control signal

The signal source used to control the engine is the same as a standard R/C radio signal which is a
PWM signal of 5v pk-pk, with a m/s ratio of 1-2m/s and repetition rate of 50hz (20ms).
The standard range is:
Engine off / stop = 1.0ms on, 19.0ms off,
Ready to start / idle = 1.2ms on, 18.8ms off,
Max rpm = 2.0ms on, 18.0ms off.
This can be provided synthetically via a computer programme or via a simple controller with control
knob as supplied by Wren Power Systems.
The engine requires a 5v smoothed dc supply of around 75ma, to operate the signal control side of
the ECU. This would normally be included as part of the throttle signal but if this is separately
derived then a 5v DC supply must be provided. The display output of the ECU uses this 5v supply so
must be provided to view, review or alter any of the operating settings of the engine and to drive the
output mosfets for pump, starter and ignite/burner.
In addition, the rpm shaft output rpm sensor (see below) is also powered by this 5v supply, as is also
the load cell which senses the torque from the torque measuring version of the engine. There is
provision to use this supply in the connecting box on the engine baseplate.
The 8.5v high current ECU supply ONLY provides power for the fuel pump and starter motor and is
not required to review or change ECU settings via the display output.
It is good practice to provide a means of isolating the main 8.5v ECU power supply when the 5v
signal power is shut down, as when the 5v supply is shut off the output mosfets are not properly
shut off and there may be stray residual currents which remain in the power control circuitry. An
isolation switch will eliminate this possibility.

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As convention and good practice, the main ECU power should be applied 5 secs AFTER the 5v supply
has been initiated, and shut down 5 secs or more BEFORE the 5v supply.
An anti-surge fuse of rating 10amp is suitable to use as an inline fuse for the 8.5v dc supply.
In wiring the 8.5v DC power supply, great care must be taken with polarity. The ECU WILL be
instantly destroyed by a reverse connection of whatever duration.

Output shaft speed sensor

A shaft speed sensor is mounted to the front shaft
bearing support and picks up magnetic pulses from
a small magnet fitted into the axial fan, on the
output shaft.
The signal produced is one pulse per revolution, 5v
pk-pk. The 5v supply for the sensor can be taken
from the 5v DC signal supply. The signal is low
current and must be buffered if driving a low
impedance (<100).
The sensor is a hall effect device which means it
can be interfered with by external strong magnetic fields.
Care must be taken to ensure any local magnetic devices or strong electrical signals do not pass
close to this sensor as they can prevent the device from operating correctly.

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Swivel engine torque sensor

The torque sensor used in the swivelling (torque
sensing) version of the engine is a simple
calibrated radius arm pressing onto a small load
cell (with integrated amplifier section).
The radius arm has a small screw pressing down on
it at a radius from the centreline. The cell is
powered from the 5v DC signal supply and the
output of the load cell is a voltage linearly
proportional to the load applied.
NOTE: The output of the load cell does not start at
zero due to a small volt offset, plus the weight of
the engine panel applies a slight load to the cell, even at zero torque. This offset was measured at
0.72v. Typical output voltage range for the load cell in ideal conditions is 0.5 to 4.5v. A suitable
trimming circuit should be able to provide an offset for the small offset voltage, with the shaft at
rest. A buffer should be provided for this load cell output if driving a low impedance (<100).
The load cell response is linear to the torque applied, the actual movement is required is only
fractions of mm and also note this causes a very small movement swing on the engine exhaust
system. The adjusting screw is to allow the position of the downward exhaust to be adjusted exactly
central to the base. The cell maximum rating is 25lbs (11.36kg, 111.48N) @ 4.5v output.
The torque arm radius is 94mm (0.094m) from centreline to load cell actuation point.
Using a value for torque and the shaft driving rpm we have prepared a chart of shaft power in KW,
shown below.
* Note load cell peak voltage output max is 4.5v @ 25lb (111.5N). Max peak rpm is 6,500.
Load cell v. @ rest
0.72v

Wren 44 LAB Shaft Power Engine, Torque to KW @ output shaft

RPM
KW output @ rpm
Torque
Nm @
Shaft

N@
load
cell

V.
load
cell

500

1000

1500

2000

2500

3000

3500

4000

4500

5000

5500

6000

6500

10.64

1.10

0.052

0.105

0.157

0.209

0.262

0.314

0.366

0.419

0.471

0.523

0.576

0.628

0.680

21.28

1.48

0.105

0.209

0.314

0.419

0.523

0.628

0.733

0.837

0.942

1.047

1.151

1.256

1.361

31.91

1.87

0.157

0.314

0.471

0.628

0.785

0.942

1.099

1.256

1.413

1.570

1.727

1.884

2.041

42.55

2.25

0.209

0.419

0.628

0.837

1.047

1.256

1.465

1.675

1.884

2.093

2.303

2.512

2.721

53.19

2.63

0.262

0.523

0.785

1.047

1.308

1.570

1.832

2.093

2.355

2.617

2.878

3.140

3.402

63.83

3.01

0.314

0.628

0.942

1.256

1.570

1.884

2.198

2.512

2.826

3.140

3.454

3.768

4.082

74.47

3.39

0.366

0.733

1.099

1.465

1.832

2.198

2.564

2.931

3.297

3.663

4.030

4.396

4.762

85.11

3.77

0.419

0.837

1.256

1.675

2.093

2.512

2.931

3.349

3.768

4.187

4.605

5.024

5.443

95.74

4.16

0.471

0.942

1.413

1.884

2.355

2.826

3.297

3.768

4.239

4.710

5.181

5.652

6.123

10

106.38

4.54

0.523

1.047

1.570

2.093

2.617

3.140

3.663

4.187

4.710

5.233

5.757

6.280

6.803

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Multiply frequency in Hz from the shaft speed sensor by 60 to get RPM.

ie, 55Hz = 55x60=3300rpm
A chart of shaft power in HP is shown below. * Note load cell v. output max is 4.5v @ 25lb (111.5N).

Load cell v. @ rest

0.72v

Wren 44 LAB Shaft Power Engine, Torque to KW @ output shaft RPM

HP output @ rpm
Torque
Nm @
Shaft

N@
load
cell

V.
load
cell

500

1000

1500

2000

2500

3000

3500

4000

4500

5000

5500

6000

6500

10.64

1.10

0.070

0.140

0.210

0.281

0.351

0.421

0.491

0.561

0.631

0.701

0.771

0.842

0.912

21.28

1.48

0.140

0.281

0.421

0.561

0.701

0.842

0.982

1.122

1.262

1.403

1.543

1.683

1.823

31.91

1.87

0.210

0.421

0.631

0.842

1.052

1.262

1.473

1.683

1.893

2.104

2.314

2.525

2.735

42.55

2.03

0.281

0.561

0.842

1.122

1.403

1.683

1.964

2.244

2.525

2.805

3.086

3.366

3.647

53.19

2.63

0.351

0.701

1.052

1.403

1.753

2.104

2.454

2.805

3.156

3.506

3.857

4.208

4.558

63.83

3.01

0.421

0.842

1.262

1.683

2.104

2.525

2.945

3.366

3.787

4.208

4.628

5.049

5.470

74.47

3.17

0.491

0.982

1.473

1.964

2.454

2.945

3.436

3.927

4.418

4.909

5.400

5.891

6.382

85.11

3.77

0.561

1.122

1.683

2.244

2.805

3.366

3.927

4.488

5.049

5.610

6.171

6.732

7.293

95.74

3.94

0.631

1.262

1.893

2.525

3.156

3.787

4.418

5.049

5.680

6.311

6.943

7.574

8.205

10

106.38

4.54

0.701

1.403

2.104

2.805

3.506

4.208

4.909

5.610

6.311

7.013

7.714

8.415

9.116

The formula to calculate KW output = Nm/1000 x RPM x 2/60.

The formula to calculate HP output = Nm/746 x RPM x 2/60
Load cell response can be shown as:
1 Nm torque = 10.64Nm @ load cell, 1m/0.094m (0.094m = torque arm). 10.64N/9.81N = 1.0846Kg
or 2.38lbs.
Load cell output is 0.5 to 4.5v (4.5v = 25lbs). Response therefore = 4v/25lbs or approx 0.16v/lb.
1Nm torque = 2.38lbs @ load cell. 2.38lbs x 0.16v = 0.381v.
0.381v + 0.72v residual = 1.101v for 1Nm
*Note the maximum possible output range available from the load cell will be reduced by any offset
applied to null out the weight of the connection box resting on it.

We checked our own calibration by applying known weights onto the engine service panel top at a
position close to the centreline of the torque arm pressure point. We were able to read out the
voltage from the load cell and confirm measurements were very close to calculated.

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44 LAB Shaft Power Engine

Mounting
The engine unit is mounted on two mounting
points, both split at the centreline to allow
ease of engine unit release and removal.
The shaft drive end is supported at the output
bearing to provide maximum support to
external loads applied radially to the output
shaft.
The engine end (see right) is supported via a
large diameter substantial strap applied to the
engine casing. This will mean some heat will be
transmitted from the engine casing to the mount in normal use, but the mount will help to soak
some of this heat away.
On the swivel engine version the same front bearing support is used, but the engine support is a
special roller bearing raceway which allows the whole engine unit to swivel freely. The swivelling
torque is countered by a thrust screw bearing onto a small load cell to provide the torque sensing
function. Both mount systems allow easy splitting for engine removal.
The split mounts are bolted to a substantial baseplate to provide a sturdy and level operating point.
This baseplate can be fixed down to the installed equipment by bolting through the six 8mm holes
provided. A suitable hole pattern is included to assist preparations. Both versions of the engine have
the same hole pattern and shaft position so any template can be used for either version.
It is advised to allow a small amount of flexibility in securing the mounting to ensure the baseplate is
not distorted when bolting down. A flexible rubber mount such as used for vibration insulation for
machinery will ensure the baseplate is mounted effectively and without distortion. Any distortion
can twist the forward gearbox bearing and cause the rotation to become stiff and possible early
failure of the shaft bearing.
The engine is designed to only be run in the upright position with baseplate at the bottom. This
ensures lubrication for engine and gearbox operates correctly.
Dismounting the engine.
The engine unit requires only two connections to operate: the 4mm fuel inlet and the main signal
line plug. If these are disconnected and the two top split halves removed, the complete engine unit
can be lifted free from the engine bearers. The output shaft rpm pickup remains in position on the
engine mounting, as does the torque sensing load cell.
NOTE. The swivel engine version requires great care to keep the engine roller bearing outer ring in
position on the engine as the engine unit is lifted out. The roller bearing outer ring can easily slide off
if it is not maintained axially in position so should be secured with sticky tape. Within the outer ring
are 105 small rollers and the only way to replace them is by hand, one at a time, a very tedious
exercise. The roller bearing is lubricated with silicon grease and this can be used to stick the rollers in
place on the inner raceway if the bearing rollers are allowed to fall out, or if the bearing needs to be
cleaned out due to contamination etc.

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Front shaft bearing

The front bearing on the output shaft is easily replaceable if required. The engine should be released
from the mountings to prevent distortion by removing the front end support. Once removed, a
simple bearing puller can reach around the rear of the bearing and pull it off neatly. The bearing
should not be hammered to try to remove it as it is sure to jam on the shaft and damage will be
caused to the delicate engine ceramic bearings by such hammering. A new bearing should be
secured with a small smear of Bearing Lock Loctite, the yellow liquid.
The bearing is gently bedded onto a small amount of gasket compound to prevent any sliding out of
position in event of axial thrust. This is preferable to tightly clamp the bearing mechanically in case
the outer raceway be distorted out of shape.
Output drive shaft
The standard output shaft is diameter 14mm and has a 3mm keyway to allow a short, rounded end
square key to be fitted to assist the drive to the load pulley, though it is not anticipated this would
be required in view of the gentle acceleration of the shaft and the lack of high torque pulses from
the shaft drive. A suitable pulley or coupling etc, can be secured by the clamp or grub screw method.
If grub screws used they should be of dog point type which set into the keyway or if pointed type
used they should screw onto any key fitted in order to prevent damage to the shaft. This could
prevent the pulley being removed from the shaft.
Both versions of the engine have shaft positions at the same location and at the same shaft centres,
so can be considered interchangeable on the same base mounting holes.
Both units are provided with a simple connection box to allow external electrics to terminate neatly.
Inside, a multiway block allows plenty of room to connect to and cables pass through rubber
grommets in slots to allow the cables to be prepared in advance and dropped into place in the slots
for connecting up.

Connections are shown on a label in the connection box.

From left (pin 1) to right (pin 12) connections are:
Pin:

Description:

Shaft rpm sensor 0v

Shaft rpm sensor signal out

Shaft rpm sensor +5v

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Load cell +5v

Load cell signal out

Load cell 0v

Main ECU power +8.5v @ circa 15a (can be fused 10a anti-surge)

Main ECU power 0v

ECU signal 0v

10

ECU signal input

11

ECU signal +5v (smoothed DC @ 75ma approx)

12

ECU display signal output

Power supply and signal connections

The main power supply required to run the engine is 8.5-9v low ripple DC (pins 7 & 8), and this needs
to supply up to 150W (around 15a) to avoid problems with starting the engine where peak currents
are required. Wires feeding this need to be at least 1mm2 section to avoid significant volt drop.
Alongside this, the ECU signal line and its 5v supply should be wired in place. These are very low
current so small section wires are quite ok for modest wire lengths. The display unit can now be
wired in and can use the same +5v and 0v as the signal line. If the display is not used this is no
detriment to ECU operation but is a major help when checking or adjusting ECU parameters,
checking runtime etc.
The ECU can be powered up with the signal supply (5v) and checked to make sure the display is
working. Once done the main power supply can be connected. The remaining rpm signal line and
where fitted the load cell output signal can now be coupled up. + and - wires have been left to
enable coupling of the +5v signal supply to the shaft rpm sensor, where this feeds a non-powered
input.
The sensor output is from a high gain op-amp so should not be required to sink or source a high
current or drive a long, high capacitance cable. If this is required, the signal should be passed
through an additional buffer stage.

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Ports
One of the educational requirements of these power units is that the various stages within the
engine be revealed in operation by an array of temperature and pressures sensing points. These help
to identify the gas state at each area of the engine.
The sensing ports allow the user to connect external equipment (data logger, LAB-View system etc),
to monitor the temperatures and pressures arising inside the engine at each station whilst operating
the engine. This can be used to build a useful picture of the performance and efficiency of each stage
in the engine. Note, the sensors do not have to be
connected or used to run the engine but are provided as
a useful teaching aid and to add usefulness to the unit.
The pressure port connections are in the form of pipes
connected to the areas being sensed. The same pipes
carry the thermocouple probes to measure the
temperature at that point.
You can see the pipes (above right) as they pass through
the main body of the engine. This is how we are able to
eliminate all external probes and sensors from the engine
area.
The pipes terminate at the main bulkhead inside the
engine where the case attaches.

Drillings through the bulkhead allow the ports to pass to

the outside of the bulkhead and similar drillings right
through the solid connecting box allow the ports to
terminate on the panel face, where pipe fittings allow
connection to the outside world.

Although a complex maze of interconnections, it allows a

clean and uncluttered exterior with secure connectivity
even on this very small engine.
This system is quite unique in a unit of this size. Without
such an arrangement it would be extremely complicated
to access probe positions in such a tiny engine and would
render such a unit impossible to service or repair without
major surgery.

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On the 44i LAB engine, all temp probes (apart from T2) are seated into brass fittings attached to the
engine front panel. This panel is accessed by removing the engine starter and fod screen (4 screws).
The starter motor is disconnected at an inline 2pin socket and the fod screen removed
completely allowing full access to the whole
front end of the engine and its accessories.
The brass fittings have tubes attached to their
rear which sleeve the probes all the way to the
desired location for temperature measuring, so
only the measuring tip is exposed.
The sleeve is also used to sense the pressure at
the location of the temp probe meaning only
one sensor point has to be attached to any one
location. Therefore only a small number of
pipes need be accommodated in the very small
space and this enables the internal arrangement to be kept relatively simple and free of clutter.
Some locations are at the rear of the engine and it was preferred not to pass pipework around the
outside of the engine but to travel through the inside of the main body of the engine and back
outside to the interstage and exhaust section. As pipes pass through each section they pass through
bulkheads where the pipes can be disconnected, to enable the engine to be constructed and
disassembled easily without having to remove all sections, just the required section on its own.
All sections in this complex array of pipework have expansion joints to allow heating and cooling to
occur in the pipes without raising stress points. The temperature probes slide all the way down these
pipe routes and appear at exactly the right location required.
No stripping down or disassembly of the engine is required to fit or replace any or all of the probes
should any malfunction. The probe is unclamped from its locking nut, withdrawn from its socket, and
a new one fitted into its place and secured with clamp nut. The probe wiring is then fed out to the
rear of the main panel on the engine where it terminates at a standard miniature K-type socket.
The pic shows the empty sockets awaiting their
probes to be fitted. You can also see the rpm pickup
as a banana shaped object mounted to the front wall
of the engine.
The clear pipe coming out of the front wall is the fuel
return to the gearbox lube which passes through the
engine casing through drillings and finally exits inside
the services box. The feed passes through a fine
needle restriction to control the flow to the gearbox.
The lube feed is at the end of the fuel supply chain so
all other areas will fill first on an initial prime, the fuel
will then remain in the pipes after shutdown. Right,
shows a slightly earlier version, the feed now passes
through a Y piece to split the feed to the engine lube
system. (See pic at top of page for current setup).

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PORTS. Description and commentary

We offer a description and commentary on the ports used on the engine to aid understanding and
appreciation of the limitations of such items in such a compact package.
P2 & T2, the main engine intake, immediately forward of the compressor inducer. The location of
the pressure point at the narrowest part of the intake tends to make it operate as a venturi so it is
not unusual to see a pressure reading below ambient pressure.
The temperature probe used is an exposed twisted pair, specially insulated from heating effects
from the intake, for maximum sensitivity.
P3a, diffuser exit (static), taken from the low turbulence, low velocity area at the rear of the diffuser,
sometimes called the engine case pressure. This pressure point is also used as the source of air
pressure used to lightly pressurise the gearbox to assist the flow of lubricant through the high speed
turbine bearing.
P3a MUST be closed while running or connected to a sensor,
otherwise gearbox lubrication will fail.
P3b and T3b, diffuser exit (total), taken from a forward facing
probe directly in the exit of the diffuser to receive full diffuser
velocity.
This is the highest pressure seen in the engine as it combines
the full diffuser pressure with an additional pressure head
caused by the high gas exit velocity.
Using the cross sectional area at this point, the total dynamic pressure measured, and the gas
temperature taken by the probe (which together can give the gas density), a basic calculation can be
made to work out the mass flow of the engine. The temperature probe is positioned at a single
outlet of the diffuser (of eleven) and is subject to a small amount of tip heating due to the gas
velocity at this point.
P4 & T4, combustion chamber exit, taken just before the hot gas enters
the NGV at the end of the combustion chamber, the highest
temperature safely measureable in this region.
Note this area is highly turbulent and temperature measures taken in
this region are often caught in cold eddies from the main combustion
chamber air cooling holes (the larger holes in the picture at right), which
in some cases can show a disappointing low temperature for the
location, making temperature readings from this probe area unreliable.
Metal probes (we have used Inconel sheathed) are also subject to what
is called IR shine, infra-red radiant heat from the high intensity flame in
the main area of combustion which is occurring just 15-20mm away.
This flame is from high oxygen kerosene fuel mix can reach 1800C
which if allowed to touch the probe would melt it instantly, despite it
being rated at 1200C.
Ultra small combustion chambers always have this problem but this in
itself is a valuable learning exercise.

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P5 & T5, N1 turbine exit, taken from the passage

immediately before the N2 (power or free) turbine at
the exit of the interstage guide vane.
Pressure readings are fairly stable as gas velocity is
fairly low but there are large variation in local gas
temperatures due to the forcing and entrapment effect
of the interstage guide vane passages.
An additional temperature probe is also fitted to
provide gas temperature feedback for the ECU to
control the engine starting and max temperature
control. This probe is not externally accessible.

P6 & T6, N2 turbine exit, taken from the area

immediately following the exit of the N2 turbine as the
gas passes into the exhaust section.
The gas temperature is well mixed at this point, having
passed through the power turbine and collected in the
exhaust plenum, along with a significant reduction in
gas velocity.
The probe is positioned to take advantage of the flow of
gases toward the exhaust exit.
Positive pressure at this point is extremely low and
difficult to measure accurately. It is particularly affected
by the slightest back pressure from any following
exhaust ducting, so pressure measures must be used with caution.

TGB, a temperature probe is fitted to monitor the gearbox temperature.

This probe is attached to the gearbox casing. The probe is in the form of
a small metal ring bolted to one of the gearbox fixing screws and to
which is attached a protective braided sleeving.
It is suggested the maximum gearbox temp be limited to 60C where the
engine must be shut down and the unit allowed to cool, before
restarting.
All temperature probes are standard industrial Type K,
Inconel sheathed thermocouple isolated junctions and are
connected internally to compatible Type K sockets and
wiring.
Connections to external thermocouple amplifiers should be
made with compatible Type K connectors and wiring to avoid
losses due to false junctions.

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Choosing a suitable pressure transducer

The pressure outlets provided are intended to be connected to a closed cell type pressure
transducer situated as close as possible to the engine unit to minimise tube volume and gas flows.
Such transducers may be chosen to suit the input signal required by the data logging or monitoring
system (0-5v, 0-10v, 4-20ma etc).
Some sensors have a low maximum gas temperature (like silicon disc types). These should not be
used on any gas likely to exceed 150C, so may only be considered for P2, P3a and P3b, but note
these cannot withstand wetting by kerosene fuels or fuel vapour as the diaphrams used in the
sensor may dissolve. With this in mind we recommend stainless disc pattern transducers as the
ideal, with ceramic disc types a close 2nd.
Suitable ranges for each transducer are:
P2, 0-1Bar abs (abs = absolute, relative to perfect vacuum).
P3a, P3b, P4, 0-2.5 Bar gauge (0 Bar gauge = ambient pressure)
P5, P6, 0-1 Bar gauge
IMPORTANT NOTE, probe position points P4, P5 and P6 monitor gas pressures at places of high or
extremely high gas temperature and though limited in flow capacity must never be allowed to flow
to open air, either by not connecting a closed pressure transducer to the pressure outlet or using a
damaged or leaky tube section. Care must be taken to prevent this hot gas escaping uncontrolled.
Tubes used to transmit the pressures to external transducers must be of PTFE high temperature
pattern via positive locking connectors. The connectors on the engine are made for dia 4mm x
2.5mm bore PTFE tube. We strongly recommend the use of PTFE tube on all pressure taps to avoid
the possibility and danger of mixing tube materials.

Never run the engine unit with pressure outlets left open or unplugged.

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Connecting up the engine

Fuel supply
The fuel supply (or tank) should be kept as close as feasible to the engine with the fuel level ideally
being between the height of the engine service panel and the baseplate. This will ensure minimal
delay in starting the engine and avoid the danger of fuel running into the engine whilst stopped.
The engine fuel system contains a pair of electrical valves which will hold the fuel in the system after
an engine run as long as the lift height is not extreme (<500mm). The fuel supply should have an
inline filter fitted to trap any particles present in the fuel and prevent them being fed into the engine
fuel system. This filter should be regarded as a last line of protection, the fuel supply and tanking
should be kept spotlessly clean.
The fuel supply is supplied though 4mm clear tube and this would be suitable for up to 1m of supply.
Beyond this a larger tube should be used to avoid excessive suction effort being required to draw
fuel through the smaller tube. No tube smaller than this 4mm should be used under any
circumstance.
Fuel
The engine is designed to run on Jet A or Jet A1 or low sulphur paraffin such as is available at
airfields and DIY stores or at filling stations from the pump. A system of decanting the fuel safely into
the fuel tank must be arranged. Do not use open-top fuel tanks which could fall over or be unstable
when filled. When decanting fuel, take precautions to ensure no solid particles or water droplets are
carried over into your fuel tank use an effective filter system. Note that it is common for water to
collect in the bottom of fuel containers ensure this cannot be sucked into the fuel system by
regular visual checks. If necessary, drain the contents and discard the water residue in a safe and
responsible manner.
Note that jet fuels and oils should not be allowed to come into skin contact so wear suitable gloves
and take extra care when handling.
Oil
To this fuel must be added 5% of a suitable oil, ie a mixture of around 20:1 fuel to oil. Suitable oils
are turbine oils such as Mobil JetOil, Aeroshell 500/550 and Exxon 2380. Other oils specifically for
use in turbine engines and which will mix readily with the fuel and stay mixed, may also be used, for
example Castrol TT 2 stroke motor cycle oil has been used successfully.
We use a red 2-stroke oil as sold in supermarkets for strimmers
and chainsaws. Its easy to obtain and designed to mix with
fuel and be burn and is very economical. It seems to leave little
residue and is coloured red so its easy to see in the fuel tank,
or to confirm you have mixed it in. Similar oils are sold by
retailers who market Stihl chainsaw products and the simple
mineral oils work well. Do not use synthetic oils as the mixing is
less predictable and the complex qualities they possess are not
required by the engine as most of the oil will be burnt in the
combustion chamber.
To test if an oil will mix and stay mixed safely, mix up a 5%
mixture with fuel in a clear jar with lid. Leave in sunlight for
one week. If the oil separates it is not suitable and should not
be used.
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Setting up the engine

The engine is ready prepared for running and only requires a fuel supply, power supply and suitable
control signal to operate. The usual system for operating the engine is using a simple signal
generator circuit with a single switch for engine stop and engine run, and a manual throttle
control to operate the engine between idle and max rpms with a knob or lever. Note the maximum
rpm that can be set by the throttle control is the maximum rpm preset into the ECU. A lower
maximum can be preset if desired by adjusting the maximum rpm value in the RUN menu to save
having to gauge precisely the position on the throttle control lever/knob.
A display unit should be wired or plugged in to monitor the engine behaviour. Buttons on the
display allow access to the parameters for starting and running the unit.
The ECU has many menu options and these are accessed by navigation buttons (up & down )
and value changing buttons (+ & -). To change a setting navigate to the required item and adjust its
value, there is no need to press anything to confirm it once you have altered the value held.
The menus are arranged in four main areas:
START, INFO, RADIO and RUN.

Info
Start

Run
Radio

Anything to do with how the engine starts is held in the START menu. Anything to do with how the
engine runs is in the RUN menu, how the engine interacts with the outside world is held in the
RADIO menu and anything to do with the history of the engine running or any test functions is held
in INFO. To find the four menus use the UP button ().
Once the ECU signal 5v supply is connected and powered up, the ECU display can be accessed to
show the ECU power supply voltage is as expected by pressing the 2nd button in from left two times,
the battery voltage is shown bottom left. At top of this screen is the received control signal and this
screen can be used to confirm the control signal range is correct and as expected.
Engine Off / stop = 1ms (1000us) on, 19ms off,
Ready / or engine-on, or idle = 1.2ms (1200us) on, 18.8ms off,
Max rpm = 2.0ms (2000us) on, 18ms off.
It is most important that no attempt made to start the engine if the range of control signals is not
closely as shown above. In particular, not having a safe shut-down signal has obvious dangers in that
there will be no effective or safe method for stopping the engine once it has been started.
As the display does not photograph well we have reproduced the display readings as a green box.
Once the signal power supply has been connected and
powered up the screen should come on and after a few
seconds should stabilise to the opening screen and should
show as right:
To scroll through the different screens use .
The buttons - + are used to change the values stored.

Wren Power Systems 44 LAB Turboshaft Power Unit

Trim Low
RPM 00000

T=020C
PW 000

Info
Start

Run
Radio

Page 23

Press the Up button () and scroll through the menus until

you find the one showing:

Press the minus (-) button and the screen will change to:
Press the + button to enter the radio setup screen.

Transmitter
adjust

Stick Up
Trim Up

Enter

(Full power)

You should then see this screen:

Using your signal generator or throttle controller, send the engine max rpm signal (2000us) and
press the + button on the display to set the value into the ECU.

The screen will now change to:

Stick Down
Trim Down

(Stop)

Now using your signal generator, send the signal for engine stop, and press the + button.

The display will now change to:

Stick Down
Trim Up

(Idle)

Now use your signal generator to send the signal for engine on, and minimum throttle (idle)
(1200us). Again press the + button.
Thrust curve:
The display should then show:

LINEAR

Set signal generator to engine off or stop (1000us). You can now power-off the 5v signal supply to
reset the ECU.
Turn on the 5v supply again. If you have completed all steps correctly the opening screen will show
Trim Low and if you send the signal or switch your controller to engine-run (1200us) the display
should change to Ready. If not, you will need to recheck the setting up procedure and repeat the
radio setup.
This procedure is called your radio set-up, so called as the ECU is made for use in R/C airplanes
controlled by an R/C radio set. It should only need doing again if the settings are changed or the
signal generator signal is altered at all.
Priming Fuel System
Using the display terminal, the fuel system can be primed with fuel. Note, during any operation of
the fuel pump a small green LED will illuminate at the top of the services box on the engine. This
procedure requires connecting of the 8.5V ECU power supply. Be EXTREMELY careful about polarity
before switch this supply on.
Connect up the fuel supply using a 4mm fuel clear pipe to the quick release fitting on the side of the
engine service panel. There is no obvious way to observe the progress of priming of the engine fuel
lines as they are hidden within the engine casings, so we advise only to prime until the fuel has risen
to the main fuel inlet on the engine.
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Using the display buttons, go into the INFO menu, and proceed until the option Prime Burner On
Off. Press On button and watch fuel travel to engine, then press Off to stop. Do not prime
longer as you risk pouring fuel into the engine which will cause a flaming start. Small bubbles in the
pipes at this stage will not prevent a start, just delay it or make it a little longer.
You should not prime the pump again unless you have completely drained the fuel system.
Running the engine
Once you have completed the priming of the engine you can prepare for an engine run:
Check all leads and pipes are in the correct position and properly connected. If there is a load fitted to the
output shaft, belt, coupling etc, ensure this is correctly installed and guarded if required.
Engine is assumed to have been set up in a suitable place in a well ventilated area, preferably outside and
clear of any likely hazards.
Ensure fire extinguisher is in position and easily to hand.
Brief all onlookers about the starting procedure and indicate the correct place to stand including
yourself.
Check the danger area is clear before making an engine start.
Starting the engine
Turn on ECU signal power supply.
Turn on ECU signal supply with engine set to off. Screen shows Trim Low
To initiate the start, switch engine control to RUN, (screen shows Ready). Set throttle control to
max and back to idle quickly. (Holding the control at full will spin engine at full power can be used
to cool down from a previous hot start or run)
Starter will spin engine briefly and then power igniter (screen shows Glow Test then Burner On).
Note - to initiate start without spinning engine, raise throttle half way and back to idle.
Igniter will heat and after some seconds starter will spin engine slowly, pump will turn on (green LED
on), igniter valve ticking. (If pump does not come on raise pump power ignition kero (START menu)
until it does).
You should hear a faint plop and screen will show IGNITION. Temperature will start to rise as
combustion starts in engine. (Screen shows Preheat)
After some seconds engine speed will increase, you can hear valve pulsing speed up and the main
fuel valve begin to open and engine begins accelerating towards idle. (Screen shows Switchover
then Fuel Ramp). If engine stops at switchover, increase pump start point until it continues
through the start.

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If during a start attempt, the fuel has not arrived at the engine after a period of time has elapsed you
may see the message Ignition Fail on the screen. This means no detectable ignition or rising
temperature was sensed. Simply set the engine-stop signal or switch to Off if you have such an
option, then back to Ready or on and initiate a further start.
Note, if you get a failed start where some combustion has taken place, wait a few minutes to allow
the exhaust temperature reading to reduce to below about 60C before trying again. Trying an
immediate 2nd start while the engine is still above 80C may result in another failed start due to the
lack of any significant temp rise being seen by the ECU, due to the existing high temperature left by
the previous start. A wait of a few minutes will usually sort this out.
During the acceleration, burner turns off at 20,000rpm, as soon as fuel ramp begins.
Starter turns off as engine passes 30,000rpm.
Engine arrives at 55,000rpm - idle, (screen shows Running).
You now have control of engine via throttle control.
At any time the start can be terminated by switching engine to STOP. The throttle can then be used
to switch the starter to clear the engine (in addition to the stop switch).
Throttle response
Once the engine is at idle you can operate the throttle control, if it is safe to do so. Use the throttle
control gently and smoothly to raise the rpms to the desired level. NOTE, do not exceed 100,000rpm if
there is no load attached to the output shaft. Lower the throttle back to idle and the engine should run
back to idle at 55k. The ECU needs this cycle to learn the throttle stick position to rpm match and it is
good practice to do this at the beginning of all engine runs but only raise engine speed to a safe level
which is determined by the load on the output shaft.
Note the stick position relates directly to the engine power, 1/2 stick = 1/2 power, 3/4 stick = power
and so on. If you find you need a more gentle response, if you enter the RUN menu, there is a setting for
throttle response acceleration delay, raise the number by 5 or more if you want it a bit slower or viceversa to speed it up. Beware of going too quick as the engine may struggle to pick up if you try to make it
accelerate too fast.
After running
After running the engine, raise rpm to 80,000rpm for approx. 20 seconds and then switch off engine
by setting engine switch to STOP (not to off), this will turn off the engine and the ECU will use the
starter motor to spin the engine to cool the engine interior.
ECU will spin engine in short bursts until the temp reading goes below 100C where it will stop. If
temp rises above 100C again ECU will spin the engine again until below 100C.
Once cooling is complete display shows Stop meaning it has finished cooling.
You can now turn off the engine and shut down the power supply. If you have two switches, turn off
the ECU 8.5v supply first, followed by the 5v signal supply.

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Want to run again?

If you wish to start the engine for another run you will have to reset the ECU. To do this, simply
switch off the 5v signal power supply for a few seconds, then turn back on. You will then be able to
initiate another start. If you dont do this and try another immediate start you will see the error
message Flameout, which simply means you need to reset the ECU.
The gearbox and engine casing will soak quite a lot of heat during normal running so you should
allow about 30mins cooldown time between lengthy running periods to allow everything to cool
safely, before restarting. In any case, do not continue to run the engine after the gearbox temp
(TGB) goes above 60C. If this happens during a run you should reduce the throttle and initiate the
normal shut down procedure as soon as you can to avoid overheating the unit.
Burning kerosene fuel, the engine will generate over 100kw of heat energy from the fuel every
second, so it must be allowed time to dissipate this heating by the use of rest periods. It is not
possible to provide enough cooling to counteract this heating effect by external means, so is a
necessary condition of operation.
Flame during starting?
During an engine start it is sometimes observed a lot of smoke or small flame appears in the exhaust,
this is usually caused by fuel from the gearbox, from the previous engine run.
The gearbox holds a quantity of fuel during a normal run. The rapidly rotating planet carrier and
planetary gears ensure there is a lot of churning of the gearbox fuel and this, plus a small
pressurization from the engine ensures the excess fuel will flow out the power turbine bearing and
exit via the exhaust system thus creating a continuous automatic lubrication system.
When the engine is stopped the pressure in the gearbox also stops and the residual fuel will no
longer be pushed out of the power turbine bearing, so will stay in the gearbox, building up as a
puddle, until the engine is restarted.
During the next engine start, the 1st thing that happens is the pressure starts to return to the
gearbox and this pushes out a small amount of the residual fuel through the power turbine bearing
and into the exhaust area. During the engine start this can cause some smoking and even a small
flame to appear for a short time, ignited by the heating of the starting engine. Providing the exhaust
is metallic this will usually not cause any problem, as the duration is only a few seconds but can be
alarming if not expected.
This should not be confused with flaming caused by an excessively high pump start point setting
which can cause a constant flame during the 2nd part of the start. In this case the engine MUST be
shut down immediately as the engine may not be able to start successfully with this excess fuel
condition, which can cause the exhaust system to glow red hot and overheat, and the engine cannot
recover from this situation by itself. The engine stop/run MUST be quickly switched to STOP which
will turn off the fuel pump immediately.
If this flaming occurs, the PUMP START POINT (START menu) is the setting which needs to be
lowered. Usually this can be caused by the pump loosening off in service and such an adjustment is
perfectly normal and to be expected as the unit settles in. A reduction of about 3 points off the
PUMP START POINT setting is usual. Always re-test with the engine from cold or at least cool, as a
hot engine will not start the same as the temperature rise around 80-100C is used to control the
ignition and preheat process.

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Noise from starter motor?

After a period of use you may start to hear some
screeching coming from the front end of the engine at
the initiation of a start or at the cooldown cycle after an
engine run.
This is usually from the starter motor clutch. It transmits
its drive through a small bendix clutch and rubber Oring
and this may loosen and require moving slightly closer to
the compressor nut for a better drive.
Pull off the black cap covering the motor. You will find there are three M3 grub screws holding the
starter motor in place, simply slacken these about 1/2 turn and you can then gently ease the starter
inwards by about 0.5mm. If this does not solve the problem it is possible the Oring has already worn
excessively and must be replaced. The two wires connected to the starter must be de-soldered from
the small pcb, to allow the starter to be fully withdrawn. The Oring can be clearly seen and accessed
for replacement.
Use the reverse procedure to refit the starter. To achieve the correct operating clearance, push the
starter fully home and then pull back 1mm. Gently and evenly tighten all three grub screws. They
only require nipping as they have sharp points, not fully clamping as they will crush the body of the
starter and break the magnets inside. In the INFO section on the ECU display there is a function
called STARTER TEST, use this to check the operation of the starter and adjust again if the action is
not clean and snappy.
The cap may finally be replaced to enclose the starter motor.
Servicing.
The LAB unit is complex and it is not feasible for inexperienced people to attempt repair or service.
Should this be required the unit must be returned to manufacturer for proper attention. The packing
case is ideal for the purpose.
The unit is heavy and it may be any fault may be limited to the
engine section or the gearbox section. The unit may be released
from the front and rear engine mountings by removing the top split
mount section and unplugging the plug and fuel line.
With care, the unit may now be split at the junction of the
interstage and the spider by 1ST releasing the brass nut holding the
exhaust thermocouple and pressure connection, releasing the
gearbox thermocouple ring, and carefully removing the eight small
cap head screws around the interstage section (see right) and gently
easing the unit apart.
This is not a simple procedure and problems can arise if not done
carefully but we appreciate there needs to be a mechanism for
repair or service of a less than complete unit which forms a heavy
and bulky shipment.

In all cases where the unit may require attention, we strongly recommend contacting Wren Power
Systems for advice before making any decisions about servicing, repair or disassembly of the unit (s).
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LAB ECU Schematic

The schematic above shows the connections to and from all the various components making up the
automatic starting system used on the LAB unit. The ECU, fuel pump and fuel valve are contained in
the service box attached to the engine, the burner valve and remaining parts are fitted onto the
engine itself. All the wiring and plumbing shown is already complete.
Connections to and from the ECU go via the 8-pin socket mounted on the service box, which is then
connected to the main connector block inside the small black box attach to the baseplate.
Only these external connections are required, all other system connections, electrical and plumbing
are complete, tested and ready for use.

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Base plate plan schematic, showing mounting hole positions. Output shaft is to r/h side.

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Side section view of engine unit complete (torque sensing version)

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Use of these notes and instructions

These instructions and notes of guidance may be incorporated into any additional material
generated as part of the engines installation in further equipment. We request any such use,
however limited, is credited to Wren Power Systems and encouragement included to keep
communication lines open to WPS in future use to maximise usefulness and serviceability.
The warranty period is nominally two years. This full warranty may be transferred once by full notice
to WPS whilst within the warranty period. Outside of this arrangements for further or continuing
cover can be provided by agreement with WPS. We reserve the right of sight and test of the
equipment where warranty request is made beyond the normal duration or transfer more than
once.
Limitations of use
This equipment is supplied on the understanding it is not be used to power any man powered
vehicle or craft.
There are likely some uses beyond the control of WPS but we ask the user to align their intended use
to keep within with the tone and outline of these notes of guidance to ensure maximum
serviceability and usefulness. The unit is highly specialist and intended as a laboratory tool, not a
engine as used for a lawnmower, to be run continuously for long periods of time or at high
continuous loading.
Lack of care in use and operation will only result in early and / or continuous failure of the unit and
where such use is deemed beyond that reasonably expected we reserve the right to charge for such
repair and putting right and returning to serviceability. Continued use beyond the capability of the
unit will make it impossible for WPS to keep the unit serviceable and we would be unable to
continue support for the unit.
Normal use and care of the unit will assure a long and trouble free life. Any problems arising are
encouraged to be dealt with in the 1st instance by reference to these guidance notes, and making
contact with WPS for further advice and support.

Wren Power Systems Ltd

Sept 2016

Unit 1, Mitchells Industrial Estate, Bradberry Balk Lane, Wombwell, Barnsley, England, S73 8HR
+44 (0) 1709 877439,

Web: www.wrenpowersystems.com Email: info@wrenpowersystems.com

Facebook: https://www.facebook.com/wrenturbines, Twitter: https://twitter.com/WRENPWR

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