The Rolls Royce Nimbus 503 Gas Turbine - Page 2

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We are now looking straight up at the exhaust bearing housing with the cover plate removed for service access. While the plate is removed, I am going to drill a hole in the middle of the plate for the exhaust spike to be attached.

The plate has now been drilled with a M10 hole and a nut welded to the back, there was however slight warping to the plate, as there is plenty of clearance this should not be a problem for the snug fitting of the exhaust spike.

There we go spike attached, just needs to be torqued up now. The spike comes from a Artouse APU and has the same fitting on the housing as the nimbus. Time to get the exhaust nozzle fabricated out of stainless steel. Also I better have a go at getting that old gasket paper removed.

These interface connectors for the Nimbus are harder to get hold of than you can imagine, they are full military specification and built to last, not cheep but worth every penny. I better start thinking about the electrical side of things.

.
Now that the gearbox has been removed, it's time to have a go at the oil system. I intend to reroute the oil rather than just blank of the supply feeds as done by other turbine enthusiasts. A temporary oil pipe has been connected where the oil cooler will be mounted, shown bottom left.

This shows the oil feed coming down from the top right of the picture and connecting directly in to the gearbox scavenge pipe work. As the 2 scavenge pipes run in parallel, one can be blanked off without any concerns of back pressure.
The Oil Cooler has now been fitted to the left side of the engine frame, mounted on four shock mount rubbers which are bolted in turn to a piece of aluminium angle. A piece of stainless steel grid plate makes an excellent protection cover as the oil cooler is quite fragile.

 
We decided to cross the pipe work so that any vibration coming from the caddy pick up or indeed the engine will be dissipated. To do this I removed the steel oil return pipe which connected directly to the oil reservoir and replaced it with the rubber oil pipe that can be seen in the foreground.

This picture shows the high pressure fuel system. Normally the engine is governed by the free turbine section, but as it has been removed, the fuel pipe work can be connected directly to the HP shutoff cock shown at the top left of the picture. To make shutdown easier, I have also added an electronically controlled fuel shutoff solenoid valve, shown bottom center. The fuel pump is to the right.

I want to make the engine removable from the pick up with in minutes if required. To help do this the starter connecting wires are terminated to a Durite fork lift truck quick-connector. I'm hoping that the 175 amp load of the connector will be enough to turn the engine over without getting warm. Thanks to Manbat of Shrewsbury for a deal on all the bits!


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