T-53-13 start sequence....

Actuate the starter motor
@12% N1 with spark ignitor engaged, introduce start fuel.
@15% N1 with positive indication of lightoff, Introduce main fuel at Idle detent position
@40-45% release the starter switch to disengage the starter motor. Disengage spark ignitor and start fuel. Allow engine to stabalise at 50% N1 idle speed.

The max EGT on the T-53-13 should be 650 C... dont have my calculator handy to translate that to F and it is waayyy to early in the morning for my brain to do math reliably.

I think you might have been reading the EGT (T5) limits for the -17 engine, or possibly the 703 there Knot Right. But a conversion of the temp will confirm that...

To answer the original question... they spin up quite easily.

Wow, this is a serious project.

Here is a link to another guy that did this. He was Helicopter mechanic and a pretty serious do-it-yourselfer.

http://www.turbinefun.com/My_Dream.asp

From the military manual:

The engine is started by energizing the starter, the starting fuel solenoid valve, and the ignition system. Starting fuel flows into the combustion chamber through four starting fuel nozzles and is ignited by the four igniter plugs adjacent to the starting fuel nozzles at the 2, 4, 8, and 10 o'clock positions. At 8 to 13 percent N1 speed, the fuel regulator valve opens, and main fuel flows into the combustion chamber through 22 fuel atomizers and is ignited by the burning starting fuel. As compressor rotor speed (N1) increases, the additional fuel mixes with compressed air and burns.

When compressor speed increases to 40 percent N1 speed, the starter, starting fuel solenoid valve, and ignition system should be de-energized. Combustion gases pass through the gas producer nozzle assemblies; impinge upon (strike) the blades of the gas producer rotor assemblies; How through the power turbine nozzle assemblies; and impinge upon the blades of the power turbine rotor assemblies. Approximately 60 percent of the gas energy passing from the combustion chamber is extracted by the N1 turbine rotors to drive the compressor, while the remaining energy is extracted by the N2 power turbines to drive the power shaft. The power turbine rotor assemblies are splined to the power shaft and secured by the power-shaft bolt. The power shaft is splined into the sun-gear shaft, which drives the output reduction gearing and, in turn, the power output gear shaft.

Even I can tell the difference from the yellow pages to the white

one more then I gotta get back to work on the boat.

Knot right

Do you have a job other than your boat? I really enjoy all of the detailed info you give us on this thread. Even though I have NO CLUE about trubines.

FWIW I think you are half way there....to becomeing a rocket scientist that is. Keep it up.

It also seems that you are going to beat some of your original projections of being on the water by Jan.

The combustion chamber may see temperatures up to 3500 degrees F. What Gerry is referencing is the Turbine Inlet Temp(TIT) which is after the gas leaves the combustion chamber and enters the turbine. The EGT (exhaust gas temp) will be down to 900-1200 degrees F range.

The 1700 range at the TIT is pretty normal.

Heat at the end of the compressor or at the relief band can be as high as 575 degrees F.

I think you guys would be amazed to find that the temperatures produced in a piston engine are pretty similar to the numbers we are discussing. The fire is just spread out over 8 cylinders.

I have not joined yet, so can not see the pics.
But I still am curious, does the fuel set up involve a header tank that has a motive flow (i.e., a "water bed type -no moving parts) pump that supplies a pressure head to the fuel control?

Come on Gerry, post some more pictures of your progress, looks like your doing a great job. Tom

Aeromotive A2000 with a return line
Fuel pressure gauge on dash.
Fuel/water seperater filter
adjustable 0-15lbs