AMT Netherlands conçoit et fabrique des petits turboréacteurs destinés à la propulsion :
- d'engins cibles / drones
- d'avions radiocommandés,
- d'avions expérimentaux,
- de planeurs à dispositifs d'envol incorporés,
Ainsi qu'à la réalisation d'études sonores.
|Engine diameter||130 mm||5.1 Inch|
|Engine length||374 mm||14.7 Inch|
|Engine weight||2900 gram||6.4 Lbs|
|System airborne weight *||3845 gram||8,5 Lbs|
|Thrust at S.T.P. **||230 N||51.7 Lbf|
|Thrust at Idle RPM||13 N||2.9 Lbf|
|Mass flow||450 Gr/sec||0.99 Lb/Sec|
|Max continues EGT||750 Deg C||1380 Deg F|
|Fuel consumption||640 Gr/min||22,5 oz/min|
|Specific fuel consumption||46,4 gr/(Kn*sec)||1,64 lb/(lbf*hr)|
The original Olympus design was redesigned in 2004 to the HP version, in 2010 the engine is converted to a direct kerosene starting system.
The engine is highly used in the "model jet scene" but also professionals are using the Olympus HP. A spinoff of the Olympus HP is being certified by EASA for the use as a "bringing home device" for a full size glider. For universities a "special" layout is available with measuring points.
The Olympus engine has been constructed from a single radial compressor and an axial turbine.
The time required for the turbine to spool up and down is influenced by the low mass of its axial turbine wheel - from min. RPM to max. RPM in less than 4 seconds and from max. RPM to min. RPM in less than 2 seconds.
The combustion chamber is of the annular type, which is provided with a unique low pressure fuel system, developed by AMT.
From this same fuel system both hybrid bearings are also lubricated. A separate oil supply for lubrication is therefore no longer necessary.
The turbine is protected by means of a microprocessor controller (ECU) that regulates the maximum turbine performance within the software limits. The ECU is fully automatic and needs no adjustment