Here you go

https://www.malibuaerospace.com/product ... r-wash-kit

None of those match the PWC compressor wash system schematic in my JT15D-5A manual:

30 gallons of fluids, 3 pressure gauges, shop air connection, 2 filters, 7 valves, and some sort of electronic valve timer.

Really?

Mike C.

I built a rinse cart which is just used for compressor and turbine rinses, not washes. I believe for salt mitigation you just need a distilled water rinse, not a wash. My kit was about $200 in parts plus a little time for assembly (not including the proprietary rinse nozzle from PWC for the PT6). I can do rinses by myself on a PT6 using a remote switch that I run through the storm window into the cockpit.

As I recall, most of the engines I worked on had a schedule for wash, either being every 100 hours or so, or when turbine temps were trending higher at a set N1 (the rationale being a dirty compressor was aerodynamically less efficient requiring more work from the turbine to reach the desired fan speed).

The only customer that utilized a more frequent wash schedule (approx every three days as I recall) was the US Coast Guard, which literally had planes sitting in saltwater at certain bases (like Miami).

I’d be curious which engine manufacturer and model is recommending a daily wash.

As an aside, back in the day we had a number of different methods for doing the wash routine. One apparatus was a wand that extended into the inlet (biz jet application), with a cuff conforming to the leading edge (and held down with sandbags). A concept we developed and tested (but never made into production) was a manifold built into the fan frame with a quick disconnect on the nacelle.

Today, your biggest issue may be environmental restrictions which many airports have with running the wash fluid onto the tarmac. For this reason, Pratt devised their EcoWash system, which captures and recycles the wash solution. If you’ve got a million, you can probably persuade Pratt to part with one. Otherwise, you may need to find a local vendor who has a unit.

Art

Whatever happened to throwing a bag of walnut shells into the inlet with the engine spooled up?

A compressor wash is different than a compressor rinse. They use a little different solution and it's a bit more in-depth. The idea is to get any build up off to try to restore power and lower temps.

A compressor rinse / de-sal is intended to get the salt off the components after flying near salt water.

A citation service center charges about $300/engine for this. An indy shop charges us about $150/engine.

-The Citation Jet Exchange

Whatever happened to throwing a bag of walnut shells into the inlet with the engine spooled up?

Whatever happened to throwing a bag of walnut shells into the inlet with the engine spooled up?


Better put that in green... someone might do it!

I worked with an old fellow, started flying the the 1930’s, worked for Convair in San Diego. I remember him telling me that’s how they did it back the day, though my recollection is that they were ground walnut shells.

Better put that in green... someone might do it! :doh:

Just make sure they aren't wearing anything metal. No belt buckles, keys or phones in pockets, etc. and the engine should be fine.

Looking at mainly the Citation 525 market we could be in for an tough Q4 for buyers.

Every year come November I get an influx of requests to buy a plane ASAP for tax reasons by the end of the year. The planes are already picked through by that point.

My advice, start serious shopping now if you're looking for a plane!

-The Citation Jet Exchange

In our Legacy Citation arena, There are several buyers fighting for each premium bird. I'm busier than I've been in my life. Halfway joking but I think we are building as many Citations annually as Cessna did in the early 80s. Q4 is going to be insanely busy.

Mike

Same here, in the process of closing three airplanes and telling myself that we might not get a 4th quarter rush, that I might get a break, then I have two existing clients looking to upgrade and three new prospects... just this week. The 4th quarter of last year was nuts, looking like this one will be the same.

To Corey's point, the 525 market has dried right up, we were able to acquire a nice CJ2+ and a nice CJ3 earlier this year, in fact with an increase in inventory, I was worried we might have overpaid for the CJ3... Nope. Those markets went right back to extremely tight.

We're currently shopping for a CJ2+ and CJ3... very few to choose from, we also have an M2 client, he's lucky and gets to pick what he wants, several nice airplanes on the market and many more off market.

Chip, maybe you wanna launch “Iwillsellyouajettalk.com”. Not sure how your posts are relatable here on BeechTalk?