Hello gang just thought I would throw this one out there.
Looking for some tips on operating Garrett engines 331-10s.
And does the power of 97% or 100% for climb make a difference for extending engine life, of the Garrett grenade?
Cruise power what are you using for EGT?
Just looking for some education and real world experience on this one.
Any takers.
Looking for Garrett engines operating tips.
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It's the Pitts
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slowstream
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Stearman,
I flew them for many years, they can be a pretty decent engine, a little underpowered for a J31, the -12 is much better for power. They are frickin loud though.
I have spoken with numerous AME's and just like everything else in aviation there are different opinions from well experienced AME's on this engine, but the bottom line is that I have seen no written evidence that running them at 97% increase's the lifespan. Running them at 97 or 100% the EGT is still run up to 632 degrees. One of my previous employers would fire a guy or come unglued if you didn't bring it back to 97% in cruise.
My experience though, run a bunch of props through by hand before starting them in the winter if she sat out all night and its cold. Take it easy on jamming up the power (the gear box). Make sure you give a proper cool down time and run some props through after shut down. Most important thing I have learned ..............make sure you have a AME who knows these engines and the a/c's systems, I have seen more than a couple AME's hurt operators greatly by not knowing them.
Good luck
Slowstream
I flew them for many years, they can be a pretty decent engine, a little underpowered for a J31, the -12 is much better for power. They are frickin loud though.
I have spoken with numerous AME's and just like everything else in aviation there are different opinions from well experienced AME's on this engine, but the bottom line is that I have seen no written evidence that running them at 97% increase's the lifespan. Running them at 97 or 100% the EGT is still run up to 632 degrees. One of my previous employers would fire a guy or come unglued if you didn't bring it back to 97% in cruise.
My experience though, run a bunch of props through by hand before starting them in the winter if she sat out all night and its cold. Take it easy on jamming up the power (the gear box). Make sure you give a proper cool down time and run some props through after shut down. Most important thing I have learned ..............make sure you have a AME who knows these engines and the a/c's systems, I have seen more than a couple AME's hurt operators greatly by not knowing them.
Good luck
Slowstream
The engine likes running at 100% RPM.
You can reduce to 96% in cruise only... and it's only for comfort... not to help the engine reach TBO. Personally, I prefer running @ 100% all the time. It's just more efficient.
As for EGT values... I use Redline -50. Or whatever the Torque/EGT Limiter will allow me to use.
Ben
You can reduce to 96% in cruise only... and it's only for comfort... not to help the engine reach TBO. Personally, I prefer running @ 100% all the time. It's just more efficient.
As for EGT values... I use Redline -50. Or whatever the Torque/EGT Limiter will allow me to use.
Ben
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The Hammer
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We run them at 100% (Ag operations)
Instant power, less fuel consumption, no air filters to clean, very little oil usage compared to Pratt.
Slowstream was bang on those tips, pulling the prop and cooling her down will keep your nozzles in good shape.
Watch your temperature, it is said to be the life of your engine.
As for noise: ANR + ear plugs
Instant power, less fuel consumption, no air filters to clean, very little oil usage compared to Pratt.
Slowstream was bang on those tips, pulling the prop and cooling her down will keep your nozzles in good shape.
Watch your temperature, it is said to be the life of your engine.
As for noise: ANR + ear plugs
Running them between 100-96% will not make any difference except for a little passenger comfort, and if it is like the four bladed MU-2 marquise it won't matter as they are not that loud inside anyway.
Your passengers probably won't notice the difference.
As for the EGT's we are running them at 640 deg opposed to the 650 book figure the reason for this is creap/pilot tooling. I've found that even at 640 trying to tweak the temp théy'll creap up to 650 from myself playin with them.
cheers
Oh go loud or go home
Your passengers probably won't notice the difference.
As for the EGT's we are running them at 640 deg opposed to the 650 book figure the reason for this is creap/pilot tooling. I've found that even at 640 trying to tweak the temp théy'll creap up to 650 from myself playin with them.
cheers
Oh go loud or go home
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onezerotenthousand
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Speeds High FRIDAY, and isn't it always Friday, 100 % is good, 96 % if you want to hear anything after a couple years, in cruise anyway. 100% on takeoff for sure! Speeds high Gear down will really slow the machine down on a short gate too.
AND THAT'S THE WAY THE COOKIE CRUMBLES!
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harveymushman
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Captain Crunch
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chancellor
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Have flown them for 3500 hrs now and they are a good but finnicky engine. It does make a difference running them at 97%. The three companies I have worked for started flying them at the lower rpm in cruise and over a couple years started to make hotsection and overhaul times. I know Westwind and Transwest both found this to be true. 
Yes that is correct, don't let the accelaration at anypoint during the start slow to less than 1% per second, if it does you will hang the engine and cause internal damage to the compressor, etc..J31 wrote:One % per second.......I think! Been a few years...Captain Crunch wrote:Is there a time limit during start between 18-28%, or as long as the engine is accelerating, at some point getting above 28% is the start ok to continue?
My experience is that running 97% on various Garrett installations will save the operator in engine repair and overhaul cost.
If the engine is in a Jetstream it has a temperature bump-up of about 30 degrees when you bring the speed back though 98%. So make sure you bring the EGT back to below 610 before reducing the speed to 97% lest you get the computer dumping fuel on the TTL system. The system was designed to reduce engine wear, save fuel and reduce cabin noise.
As with all engines the less power you pull from them the less wear. However the Garrett was designed to run fast and does not take well to slow speed high torque at ground idle.
Probably the biggest way to save engine wear is to have a good maintenance program and keep the fuel nozzles in good shape.
As some others have noted ventilating the engine after shutdown does a lot for Garrett engine health. You do not have to be stupid about spinning the prop either. I have seen pilots whacked hard by a prop blade because the slipped while trying to spin the engine over as fast as they could. Absolutely no need for that, 15 to 20 blades hand over hand is sufficient.
If the engine is in a Jetstream it has a temperature bump-up of about 30 degrees when you bring the speed back though 98%. So make sure you bring the EGT back to below 610 before reducing the speed to 97% lest you get the computer dumping fuel on the TTL system. The system was designed to reduce engine wear, save fuel and reduce cabin noise.
As with all engines the less power you pull from them the less wear. However the Garrett was designed to run fast and does not take well to slow speed high torque at ground idle.
Probably the biggest way to save engine wear is to have a good maintenance program and keep the fuel nozzles in good shape.
As some others have noted ventilating the engine after shutdown does a lot for Garrett engine health. You do not have to be stupid about spinning the prop either. I have seen pilots whacked hard by a prop blade because the slipped while trying to spin the engine over as fast as they could. Absolutely no need for that, 15 to 20 blades hand over hand is sufficient.
