OPERATION AND

MAINTENANCE MANUAL
 INTRODUCTION
Welcome to JET CENTRAL. If you fly a turbine today you are flying a KJ-66 design
based one. Jesus Artes is part of the reason we are all fortunate to realize what was
every jet modelers dream no to long ago.
The JET CENTRAL company, a leader in kit motors and largest parts supplier who has
furnished parts to every well know engine manufacturer, produces the newest most
advanced micro turbines available today. Smaller, more powerful, faster acceleration,
less fuel burn, lower temperatures, higher quality, less maintenance and the best
price. JET CENTRAL, an ISO 9000 Company is now a full production engine
manufacturer, producing high quality parts to be assembled into the newest line of
micro turbines.... SUPER BEE, FALCON, SUPER EAGLE, RHINO, RABBIT.
We are committed to support these new turbines in a way never seen before. You
won’t find a more knowledgeable company in micro turbines to turn to than JET
CENTRAL.

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 TABLE OF CONTENTS
1. Safety Information 4
1.1 Safety Rules 5
2. Turbine System Components Description 6
2.1 Parts List 6
2.2 Turbine 7
2.3 I.C.S. 8
2.4 Fuel/Oil System 9
2.5 Starting Gas System 9
2.6 Hand Data Terminal (HDT) 9
3. Turbine Installation Instructions 10
3.1 Turbine mounts & probe 10
3.2 I.C.S. 11
3.3 Pump Starter Battery 12
3.4 Radio Receiver 12
3.5 Thermocouple 12
3.6 Fuel Pump 13
3.7 Starting Gas 13
3.8 Rpm Sensor 14
3.9 Engine service line description 14
4. Programming The I.C.S. 18
4.1 First Screen 18
4.2 Principal Screen 18
4.3 Secondary Screen 19
4.4 Menu Screen 19
4.5 Start Submenu 20
4.6 Info Submenu 21
4.7 Radio Submenu 23
Transmitter preparation and verification 23
Throttle Curves 25
4.8 Run Submenu 26
4.9 Last Run Shutdown Reasons 27
5. Radio Link Failsafe 28
6. Advanced programming 29
7. Pre Start/Shut Down Checklist 31
7.1 Starting the Engine 31
8. Proper Range Checking 33
9. Fuel and Fuel Care 34
10. Multiengine Installation 35
11. Maintenance 36

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12. Troubleshooting 37
13. Important Updates 39
14. Contact 40
15. Limited Lifetime Turbine Warranty 42

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1 SAFETY INFORMATION
The JET CENTRAL TURBINE ENGINES are in its own right a single stage centrifugal flow
gas turbine engine, configured to operate as a TURBOJET ENGINE for use mainly, but not
exclusively, in remotely piloted fixed wing aircraft. Such aircraft and their control systems
must be appropriately designed and constructed to be compatible with the performance of the
TURBOJET ENGINE.

NOTE: The airworthiness, structural design, integrity of the aircraft and its control systems
are the entire responsibility of the owner/builder/operator. JET CENTRAL and its agents
cannot accept responsibility for any failure, structural or otherwise, of the aircraft or its control
systems. JET CENTRAL and its agents cannot accept responsibility for any inappropriate or
unauthorized use of the JET CENTRAL ENGINE.

The JET CENTRAL gas turbine engine is a very safe, easy to operate unit. The JET
CENTRAL is a state of the art gas turbine engine and all components are manufactured
within the highest standards. If operated correctly it will provide years of reliable, trouble-free
service, with low maintenance.

It cannot however, be stressed highly enough, that the operating instructions be fully
understood before attempting to operate your engine. Any alterations to the engine
whatsoever, without the written consent of JET CENTRAL, will render any warranty
null and void and as a consequence the controlling body in your country may not grant
approval for use.

The JET CENTRAL gas turbines are high performance TURBOJET ENGINES that need
discipline, commitment to correct and safe operation. With other persons present while
operation, the TURBOJET ENGINE ALWAYS ENFORCE THE PROPER SAFE DISTANCES
FROM THE TURBINE! The recommended minimum safe distances are:
In front of the turbine 15 feet
Beside of the turbine 25 feet
Behind the turbine 25 feet

Fire extinguishers should be on hand at all times. JC recommends CO2 variety. To avoid
hearing damage, always use hearing protection when near running a turbine engine. When
the turbine is running never place your hands closer than 6 inches into the area of the intake.
An EXTREME SUCTION, which can grasp a hand, fingers or other objects in a flash,
prevails in this area. Be aware of this danger always! Prevent foreign materials from
entering the intake when working the turbine. Before operation, make sure there are no lose
parts or debris near the turbine. Objects being sucked in can cause severe damage.

Always exercise caution around the hot parts of the turbine, to avoid burns. The outer case at
the turbine stage and nozzle reaches 400-500º (Celsius), while the exhaust gas may exceed
600º C.

Assure that the fuel is mixed with the correct amount of synthetic oil for the specific engine.
Use only synthetic turbine oils always.

Use common sense when operating model turbine jet aircraft. Never operate in or around
heavily populated areas, and in or around areas experiencing drought or dryness.

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1.1 Safety Rules
Rule 1 Never run your engine indoors; always ensure you are in the open air.
Ensure non-associated persons are at least 10 yards away from the engine when running.
Always have a fully operational CO2 fire extinguisher available and ready for use when
starting and running your engine.

Rule 2 When bench running or engine starting in an airframe, never allow yourself or
another person to stand behind or in the rear quadrant of the engine. Always ensure the
exhaust of the engine is directed away from persons and property as the heat and velocity of
the engine exhaust can cause damage and injury.

Rule 3 Air will save the engine, in the event of a hot or failed start always isolate the
fuel to the engine, but always keep the start air running to the engine, this will clear the
engine of residual fuel and will keep the core of the engine cool. If you are using the Electric
starter then once again isolate the fuel supply to the engine and keep the starter running. Do
not be afraid to use your fire extinguisher, a CO2 extinguisher will not harm the engine in any
way. A hand held blower is another good safety item to have on hand during the start up and
shut down of the motor.

Rule 4 Never attempt to start a flooded or wet engine, this will result in a hot or wet
start and you will have flames. To dry out or clear the engine, stand it tail pipe down and
either run the starter motor or blow air through the engine until all residual fuel has been
blown out of it.

Rule 5 Always start the engine with the nose of the plane pointed into the wind and
shut down with the nose pointed into the wind also.

Rule 6 In the event of a hot start, or sever engine fire, close the throttle and the trim
lever to the fully back position and turn off the fuel isolation valve, this will allow the engine to
clear itself, be ready to use your fire extinguisher. A CO2 type extinguisher will not harm the
engine in any way; if a dry powder extinguisher is used and the powder is ingested into the
engine then you must return the engine to our service department.

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2 TURBINE SYSTEM COMPONENTS DESCRIPTION
2.1 Parts List
Before starting installation of the engine please check the contents against the parts list. If
any part is missing or damaged, contact JET CENTRAL or their agent in your country for
correction. DO NOT substitute missing or damaged parts as this will void your warranty and
your country’s controlling body’s approval for use.

1 - Turbine Engine
1 - I.C.S. Unit
1 - Clear Fuel Line
1 - Yellow Fuel Line
1 - Battery Pack
1 - Hand Data Terminal (HDT)
1 - Manual

Box #1 with:
1 - Fuel Pump
2 - Solenoid Valves
1 - Nylon Strap
1 - Fuel Pump Mount
1 - Charging Cable

Box #2 with:
1 - Gas Tank with Festo “T” Connector
1 - On/Off Festo Valve
2 - Straight Festo Connectors
2 – One Way Festo Connectors
1 - Gas Restrictor
1 - Gas Filter
1 - Fuel Filter

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2.2 Turbine
It is a single shaft turbojet with an annular combustor. A single stage axial flow turbine drives
a single stage centrifugal compressor. The shaft is supported by 2 fuel/oil lubricated pre-
loaded angular contact bearings. The turbine speed is controlled by the amount of fuel
received from the fuel pump, which is controlled by the I.C.S.

Turbine Specifications

Super Eagle Super Bee Rhino Falcon Rabbit

6.3 Kg (14 Lbs) 10 Kg (22 Lbs) 8.55 Kg
13.5 Kg (30 Lbs) 16.3 Kg (36 Lbs)
Thrust Class @ 180,000 @ 126,000 (19 Lbs) @
@ 128,000 RPM @ 117,000 RPM
RPM RPM 152,000 RPM

Average Fuel 0.35 Lt/min 0.18 Lt/min 0.52 Lt/min 0.27 Lt/min 0.18 Lt/min
Consumption (12 Oz/min) (6 Oz/min) (17.5 Oz/min) (9.1 Oz/min) (6 Oz/min)

32,000-128,000 55,000-180,000 30,000-120,000 34,000-126,000 40,000-152,000

R.P.M. range
RPM RPM RPM RPM RPM

E.G.T. 500°C - 700°C 500°C - 700°C 650°C 500°C - 700°C 500°C - 700°C

1.560 Kg 0.880 Kg 1.700 Kg 1.490 Kg 1.0 Kg

Weight (3.44 Lbs) with (1.94 Lbs) (3.75 Lbs) (3.3 Lbs) (2.2 Lbs) with
starter with starter with starter with starter starter

111 mm 82 mm 111 mm 99 mm 91 mm
Diameter
(4.37 inches) (3.228 inches) (4.37 inches) (3.89 inches) (3.582 inches)

300 mm 232 mm 300 mm 300 mm 245 mm

Length
(11.8 inches) (9.13 inches) (11.8 inches) (11.8 inches) (9.645 inches)

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2.3 I.C.S.
The I.C.S. (intelligent Control System) is a total system for the control of a model gas turbine
engine. Its main function is to control and regulate the fuel pump, providing to the turbine
engine the necessary amount of fuel for safe and controlled operation.

The I.C.S. measures the exhaust gas temperature, the relative position of the throttle stick
and the rotor speed. It monitors all of the controls necessary to guarantee that the engine
stays between the user-defined parameters of operation, also providing fail-safe shutdown of
the engine when it has detected any important anomaly. In order to make this assessment,
the I.C.S. has a rpm sensor, a thermocouple input, a throttle servo input, power connections
for the fuel pump, starter, glow plug, fuel and gas valves, battery and a digital (RS232) serial
port to program and read the data in real-time to a PC.

The measurements made by the I.C.S. are:

• Temperature of the exhaust gas
• Pump battery voltage
• Width of the throttle pulses from the radio
transmitter
• Engine rotor RPM
• Engine run time
• External analog signal

All of these measurements can be read into and displayed on the Hand Data terminal (HDT)
that is connected to the I.C.S. by a RJ-45 connector, or into a personal computer trough a
RS232 adapter. The configuration/setup parameters are stored in the I.C.S. by the HDT or
the PC.

Features:
• RPM input: Magnetic sensor up to 250.000 R.P.M.
• Temperature range up to 1000ºC using a "K" type thermocouple
• PWM control of 8192 steps for pump
• Build-in electronic brake for the starter motor to help the clutch to disengage
• Blown glow-plug detector
• Adjustable glow-plug power
• Adjustable gas flow
• Elapsed engine run timers
• Status LED on the unit plus 2 more remote on option
• RS232 interface to interface to a PC
• Black box function. Record the engine measures each 0.5 sec up to 51 minutes
• Used mAh counter
• Bad RC pulses (glitches) counter

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2.4 Fuel / Oil System
The Fuel/Oil is pre mixed together where the fuel line connects to the motor a T-fitting sends
some of the Fuel/Oil to the bearings and the rest is sent to the fuel nozzles in the combustion
chamber. It is important to filter the fuel and use proper types of fuel in the turbine Engine.
Without proper filtering one or more of the injector needles could become clogged, thus
affecting the proper running of the engine. Only synthetic turbine engine oil is to be used and
MIXED TO THE PROPER AMOUNT of 2.5 %, or 16 US ounces per 5 US gallons fuel.

2.5 Starting Gas System

In the initial start sequence, the motor to initiate ignition uses propane or a propane/butane
mixture. This system uses an onboard gas tank and a solenoid valve to deliver the gas to the
combustion chamber, the glow plug is powered momentary to cause ignition, when certain
parameters are meet the fuel solenoid valve is opened by the I.C.S. and then fuel is used to
bring the engine to the proper idle rpm during the remaining ramps. The gas valve is
automatically closed when a certain RPM is reached during the fuel ramp.

2.6 Hand data Terminal (HDT)

The Hand Data Terminal is simple and easy to operate. The HDT is used to read the different
information and to program certain parameters in the I.C.S., this is a link between the user
and the I.C.S. Make sure to take the necessary time and learn the operation, as this is the
only exact way the operator can monitor and check that the motor is running properly. The
unit is small and compact but always remove it before flying.

Note: If you leave it installed, remember it uses power from your RX battery.

HDT

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3 TURBINE SYSTEM INSTALLATION INSTRUCTIONS
3.1 Turbine
Turbine mounts and EGT probe
Check that the EGT probe is firmly at its position and only 1/16” inserted in the tail nozzle.

There are 2 probe retainers on the probe, one attached to the engine mount strap, and the
other to a bolt on the exhaust cone area

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3.2 I.C.S.
Connections:
• Throttle input to the receiver: JR type servo cable (Throttle RX)
• Propane/butane valve: JR type connector receptacle (Gas Valve)
• Fuel valve: JR type connector receptacle. The central cable is positive and the two of
the sides negative (Fuel Valve)
• RPM sensor: JR type connector receptacle (RPM Sensor)
• Thermocouple: JR type connector receptacle (ThermoC)
• Multiplex connector 1
• Battery input: Red/black cable
• Fuel pump: Red/Green cable
• Multiplex connector 2
• Glow plug: Red/Black cable
• Starter: Red/Blue cable

*Note: In all power cables the black is the common and negative. This means that all the
black cables are connected internally together and to the negative of the pump/starter battery.

Connect the cables in their places. Note that some of the JR type connectors used can be
connected in wrong place or inverted. Use the colored labels on the I.C.S. body to connect all
the connectors in their place. The configurations of the pins have done in the way that no
damage can be produced to the electronics in the case of a bad connection.

Please note that:

• If the thermocouple connector is connected inverted, the temperature will decrease
when heated, and the I.C.S. will fail in to recognize the gas ignition.

• If the RPM sensor is connected inverted, no RPM will be read.

• Use the recommended (supplied) starter motor battery or one of the same voltage. If
you decide to use a battery with different voltage, the turbine ECU has to be
readjusted at the factory.

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I.C.S. Main Unit
Because the I.C.S. is an electronic piece of equipment, the installation in the model aircraft is
similar to that of the radio receiver. It has to be in an accessible location within the airframe,
with limited vibration and far from the heat of the engine. Also because the pump motor uses
DC power, that can produce sparks in the collector when operating, it is highly recommended
that the installation of all electrical equipment be done as far as possible from the R/C
receiver. Keep the power cables at the minimum possible length and avoid installing the
antenna near them.

3.3 Pump/Starter Battery

The I.C.S. needs for its operation two different power supplies. The first is taken from the
radio receiver through the throttle servo connection and the second is the battery that
supplies the pump. Reversing the polarity of the battery causes the destruction of the
semiconductors of the I.C.S.

The I.C.S. can work with pump battery voltages between 1.2V and 15V in manual start mode,
and from 4,8V to 15V in auto start mode. The selection of the number of battery elements is
due in consideration to the real needs of the ancillary equipment like starter motor, solenoids
valves and pump motor. Use only the recommended battery voltage and capacity.

This battery does not need an on/off switch in the airframe since the I.C.S. has an internal
electronic switch, which disconnects it when the power to the receiver is switched off.

The NiMh batteries are not recommended due to its high internal resistance.

Use good quality sintered fast-charge NiCad’s for the ECU supply with at least 1200mAh,
preferably 2000mAh, capacity and charge before each flight.

3.4 Radio Receiver

The I.C.S. is connected to the radio receiver like a standard throttle servo, inserted in the
channel for the throttle, receiving the information of the throttle control pulses and the receiver
battery supply. We recommend any 6V-regulated systems.

3.5 Thermocouple
The I.C.S. uses a thermocouple of type “K”, good up to 1100ºC. The provided standard
thermocouple consists of a Ø1.5 mm diameter Inconel wire, finished in a connector that fits
directly on the I.C.S. The recommended installation is by inserting the end of the
thermocouple so that it is 2 mm, 1/16 inch, within the flow of exhausts gases; and plugging
the lead into the I.C.S. at proper input. Take note that the wire coming from the thermo
coupler has a solid green wire and a green and white wire. The input of the I.C.S. is color-
coded; make sure to line up the correct colors when plugging in this lead.

Never bend or cut the probe or probe wires. If you need to extend the wire, use a servo
extension.

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3.6 Fuel Pump Line out
Note: the arrow on the pump shows the direction of the fuel flow.

Connect necessary length of 4mm tube in the suction side of the pump from the fuel supply,
and the 4mm output line to the fuel solenoid valve. Place the manual on/off valve between the
solenoid valve and the Turbine CLEAR fuel input line. We recommend placing the MANUAL
valve where it can be closed easily. JC recommends to safety tie all barbed fittings with
20mm safety wire.

Line out Suction / to fuel tank

Line in To fuel solenoid

Fuel line in from tank

Fuel pump
output line
Fuel solenoid
valve

Manual on/off valve To motor

3.7 Starting gas

Connect necessary lengths of 4mm line to each side of the push in “T” fitting on the onboard
start gas tank, to one side connect the One Way Festo fill valve, and to the other side connect
the start gas solenoid. Connect the gas flow restrictor and Festo filter end, to the YELLOW
4mm gas line coming from the turbine. Then connect the filter to the output of the Gas
solenoid.

TIP: use a pair of needle nose pliers inserted into the Festo line to open the pliers, this will
stretch the line to easily fit over the barb fittings and the line will return to its normal size.
DON’T use heating method, it will leak.

Gas Filter

Gas solenoid Festo to turbine

One way Festo

Onboard gas tank fill valve

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3.8 Rpm Sensor
Connect the JR line coming from the turbine to the rpm input on the I.C.S.

3.9 Turbine Service Lines Description

Rpm sensor yellow gas line

Clear fuel line

Festo to turbine

Gas flow
restrictor & filter
Filter to gas solenoid

Gas solenoid valve

Gas out to turbine

Gas in from tank

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15
16
17
4 PROGRAMMING THE I.C.S.
The HDT has a LCD with 16 characters x 2 rows and four buttons which allow you to move
through the various menus and to change the data settings in each menu page. The
presentation of data has been organized in screens. The first two, displays the engine status
readings in real time and the following screens allow you to modify the operating parameters.
All of the parameters can be modified while the engine is running, so it is easy to tune the
engine without having to start it again to test the new settings. Both left buttons allow you to
move through the different screens in an ascending mode (Menu Up) or descending mode
(Menu Down). Both right buttons allow you to change the data in increasing value (Up Data)
or decreasing value (Down Data).

Menu down Data up/Enter

Menu up Data down

4.1 First Screen

When you have connected de I.C.S. and you turn on
the RX, appears briefly the presentation screen with
the Serial Number of your engine.

4.2 Principal Screen

In this screen you have the status of the engine,
temperature (Centigrades), RPM and the power
supplied to the fuel pump (PW). This goes from 0 to
999.

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4.3 Secondary Screen
If you push the Menu Up button you get to the
secondary screen.

Here you have the pulses from your transmitter,

the % of the accelerator stick, the voltage of the
I.C.S. battery and the software version.

4.4 Menu Screen

By pushing again the Menu Up button you get to the menu screen.

Here you have four menus to choose from:

Start

Info

Radio

Run

To get into each menu, simply push the corresponding button.

Start – menu down ( )

Info – menu up ( )

Radio – data down ( - )

Run – data up ( + )

All the parameters in the submenus are factory preadjusted and they have a good starting
point to fine tunning your engine. Make small changes at a time.

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4.5 Start Submenu

At the “Start” submenu you first get to this screen

Pushing the menu up button you get to “Glow plug

power”

With the Data up and Data down buttons you can

change this value. In the Rabbit there is an internal
Glow Plug, and the valve has to be set at “255”.

The next screen is “Start gas adjust”

Here you can change a little amount of the gas that

goes to the turbine. Again, the goal here is to have the
lowest possible gas but enough to have a reliable start
all the time.

The last screen in the start submenu is the “Low batt

adjust”.

If the voltage of the battery drops bellow this value, the

start cycle will be interrupted and you will gat a “Low
batt” alarm.

If you upgrade the I.C.S. battery mAh, you will may

increase this value to become closer to the nominal
battery voltage.

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4.6 Info Submenu

When you chosse this option, the first screen will

showthe timers.

“Tot” – The total time in minutes that your turbine has

run

“Last”- The time in seconds of your last run

“Cy” – The number of cycles (start, run, off) your turbine

has

The second option is “Battery used”

Counts the mAh used from the battery. User can

set to zero at first flight of the day, and check after
each fligth to know approximately the remaining
power of the battery.

NOTE: The circuit that measures the amperage in

the ECU is not a precision circuit, it was added to
protect the ECU from overloads. Measured values
can have an error of 10%.

Counter of bad RC pulses and total time duration

of bad signal.

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The next five options are test options. For these options you must have the trim down on
your transmitter. They all have an ON (-) / OFF (+) button and you can test them individually.
The Starter, Glow Plug, Fuel Pump, Gas Valve and Fuel Valve.

Starter Glow Plug

Fuel Pump Gas Valve

Fuel Valve

The priming procedure is by turning on the fuel pump until the fuel lines are full.

CAUTION: When you test the Fuel Pump you may flood the turbine.

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4.7 Radio Submenu
IMPORTANT – Please Read
Before programming the I.C.S. to learn your transmitter throttle settings, it is important that
you clear your transmitter of all and any MIX or FAILSAFE program you might have
programmed connected to the throttle channel, this can interfere with the operation of the
I.C.S.

Program your failsafe after you have programmed the I.C.S. to learn your transmitter throttle
settings.

Here are some Key items not to forget to check:

• Your transmitters throttle channel atv, end points or travel adjustments should be at
100% with no reductions or mixes to it

• When your trim is down, HDT should read “Trim Low” and 0%

• When trim is up, HDT should read “Ready” and about 25%

• When you raise throttle to maximum, HDT should read 100%

• Always program your failsafe after you program your I.C.S. and set it to “ENGINE
CUT” Throttle down and Trim Down

• Check that your failsafe is working properly

TRANSMITTER PREPARATION AND VERIFICATION.

First unplug the fuel pump/starter battery to prevent accidental starting of the engine.

The transmitter must not have programmed any reduction of throw, trim, slow movement, the
center value or the linearity modified. In case of doubt it is recommended to connect a servo
to verify that the movement is correct from end to end and fast. Once the transmitter is OK,
connect the I.C.S. and by means of the key “Menu Up” change to screen 2. With the trim and
stick of the transmitter raised (Full power) the reading of “Pulse = xxxx” must be between
1900-2200. With stick and the trim lowered, the reading must be between 800 and 1200. In
case readings are inverted, like in some Futaba
transmitters, it is necessary to change the sense of the
movement in the transmitter (Servo reverses). If the
reading does not arrive at these values means that the
transmitter has some function of limitation of throw
applied to the throttle channel. Once verified the
transmitter, the I.C.S. can be programmed.

In order to do it, move to the menu screen, press “radio”

submenu and you get to the adjust screen.

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 This first menu is only informative and it warns you of
the entrance in the screens of programming of the
throttle control. Press the button 'Data Up' to enter in the
programming menus. Next it appears the screen of
programming the full throttle position.

In order to program these parameters locate the trim

and stick in the superior position. Once located in this
position, push the button "Data Up". At this moment the
I.C.S. will record the received order of the radio as the
position of full power and, in the HDT, the following phase of adjustment is shown. If this
adjustment requires no modifications, is enough to push the key "Menu up". This also causes
the change of screen but the throw is not programmed.

The following screen allows programming the lower

limit (Stop). In order to do it is enough to locate the
trim and stick to the minimum and push the button
"Data Up”. Also in this case pushing the button
“Menu up” will cause the change of screen without
varying the previous adjustment.

The last screen of adjustment is the position of the trim

that will correspond to the idle of the engine. To make
this adjustment it is sufficient locating the stick to the
minimum and the trim to maximum and push the button
“Data Up”. Just as in the previous adjustments, the
button “Menu up” will cause the change of screen
without varying the last recorded adjustment.

Once finished the programming of the transmitter, it can

be verified by means of the secondary screen of the
HDT.

To the right of the value of the transmitter’s received pulse appears one from 0 to 100%. This
value must correspond to the relative position of the throttle stick, matching 0% to stick and
the trim to the minimum and, 100% to stick and trim to the maximum. If these values were not
reached, or the limits of the 0 or 100% were reached before pushing the stick to the end, the
calibration process must be repeated.

When the superior and inferior limits are verified, the adjustment of the trim can be verified.
This is made through the green LED that incorporates the I.C.S.

With the I.C.S. in start mode, that is to say, just started, locating the trim and the stick at lower
side the LED must be off. When raising the trim slowly, the LED must light approximately to
half of the throw of the trim. From this point the I.C.S. considers that the motor must be
running and below this, stopped.

24
THROTTLE CURVES
By default the FADEC controls the RPM in linear way, i.e, at the half stick position the engine
turns at half of the rotor RPM range. Jet engines develop the thrust in exponential mode, thus
half RPM means approximately 1/4 of thrust. On small engines with a high idle to full power
rpm ratio, or in a high drag/low power planes, often only the last 1/3 of the throttle stick
produces significant thrust, with the low half stick travel being not used. Although that with
current digital TX the pilot can modify the throttle curve to suit its needs, from version 5.48
three throttle curves have been added to simplify the setup for most of the installations:

FULL EXPO: Means linear RPM, it is the default setting and the mode used for all previous
software versions. Thrust develops exponentially, and it is the recommended curve for big
engines and/or high thrust/weight ratio planes, as it ease the control in low power used during
taxi.

LINEAR: Means that the thrust develops linearly with the throttle settings. Could cause
difficult taxi, as it would be difficult to fine adjust the power at low settings.

HALF EXPO: An intermediate setting between the other two modes.

STICK POSITION

0% (idle) 25% 50% 75% 100%

MODE
FULL EXPO Idle thrust 6% 25% 56% 100%
% of total
HALF EXPO Idle thrust 16% 38% 66% 100%
thrust
LINEAR Idle thrust 25% 50% 75% 100%

25
4.8 Run Submenu

When you select this option you will enter the normal run
parameter.

With menu up you get in the “Fuel power speed”

Here is where you can limit the RPM in order to get the
thrust that you want.

R.P.M. / Thrust Rabbit

20
18

16
Thrust in Lb

14

12
10
8

6
4

2
0
40 48 56 64 72 80 88 96 104 112 120 128 136 144 152

RPM

26
4.9 Last Run Shutdown Reason
To get to this screen you have to turn Off and turn On again the RX, then press the “Menu
Down” and it will show for a couple of seconds the reason, temperature, RPM’s and the
power of the fuel pump.

User Off – Means that was shutdown from the transmiter by a trim down or throtle cut

Speed Low – Means that the I.C.S. registered a lower RPM than the minimum factory
programmed

Hi Temp – Means that the I.C.S. registered a temperature higher than the maximum factory
programmed

Low Temp – Means that the I.C.S. registered a temperature lower than the minimum factory
programmed

All this data is very important to determinate the cause of the last shutdown or flame out.

In case this information is not enough to determinate the causes, the I.C.S. stores the last 51
minutes of use, and can be downloaded to a computer.

Please contact your dealer for advise.

27
5 RADIO LINK FAILSAFE
The I.C.S. has a failsafe feature that stops the engine in the case of the radio link failure, but
prevents to stop it in the case of short glitches. This system works in PCM/PPM/IPD systems.

PPM systems
In the case of radio failure (erratic movement of the servos or pulses out of the programmed
values window), the I.C.S. sets the power to idle during approximately 1 sec. If the radio link
is regained in this time, the power goes back to normal, but if not the system will kill the
engine.

PCM /IPD systems

The user should program the failsafe of these systems to cut the engine (trim low-stick low).
In the case that the receiver has a radio link failure, it will output the failsafe settings. The
I.C.S. will set the power at idle during 1 second after receiving the stop command, and if
during this time the receiver exits from failsafe the engine will go back to the throttle set
power. If not, it will be cut-off. This system allows flying through small glitches while retaining
the ability to kill the engine in the case of radio failure.

EVER PROGRAM THE FAILSAFE TO KILL THE ENGINE. NEVER FLY A

TURBINE PLANE WITH THE FAILSAFE SET TO “HOLD”.
Special features
Last power-down cause

The I.C.S. stores in its internal memory the measures of the engine each 0.5s up to 52
minutes. These measures are RPM, temperature, throttle position and pump power. Only can
be downloaded through a PC and a RS232 cable, but the user can check through the HDT
the cause of the last power down and the measures of the engine at the moment when the
I.C.S. cut the engine. This feature is useful to track the cause of a flame out in flight. After
power up, set the trim low and press the “Menu Down” button. The HDT will show the cause
of the last shut down, and the EGT, RPM and pump power at this moment during 2 sec.

28
6 ADVANCED PROGRAMMING
These parameters cannot be accessed without a special code.
The I.C.S. has the ability to automatically adjust the pump power to start it at the lowest
possible speed, independently of the battery voltage and pump roughness. Also the user has
the possibility to a d j u s t t h e m i n i m u m p u m p p o w e r m a n u a l l y .

In some cases such as in high altitude uses, we can open up parameters that the user can
adjust; the Acceleration and Deceleration delays these are quite useful in high altitude
operation. We will only due this if we see a performance benefit can be obtained for the user
and he or she understands how these parameters affect the engine performance. Please feel
free to contact us if you are operating a motor higher than 6000ft msl for a long period of time.

AUTO pump mode:

The values of “Pump start point” from 0 to 8 are in AUTO mode. This means that the I.C.S.
will adjust itself the pump power to start it slowly. The recommended value is AUTO+0, that
makes the pump start at the minimum possible speed, but it is possible to start in a faster
speed by selecting AUTO+1, AUTO+2 if needed.

Manual mode:
From values from 9 to 255 the power applied to the pump is fixed. It is necessary to test with
the selected pump and battery the right value, to allow the pump turn at the minimum speed.

Adjustment of the “Pump start ramp” value:

This parameter adjusts the speed of the fuel increase during the “Fuel ramp” phase. Higher
values mean a faster fuel flow increase. Increase this value if the engine takes too long to
arrive to idle, and decrease it if the starts are too hot.

Adjustment of the values of speed of acceleration (Acceleration delay), deceleration

(Deceleration delay), and stabilization (Stability delay)

Habitually these values do not need adjustment and the recommended values are useful to
most of the engines, but with the purpose of being able to use the I.C.S. with any type of
turbine they are included in the parameters.

Time of acceleration (Acceleration delay)

The I.C.S. calculates the speed of acceleration depending on the exhaust temperature, the
current rotor speed and its parameter (Acceleration Delay); therefore, it is possible to modify
the global time of acceleration modifying it. Higher values mean longer acceleration times.

Time of deceleration (Deceleration delay)

For the calculation of the speed of deceleration the I.C.S. considers the same parameters as
in the acceleration, unless the fixed value is this other parameter. Higher values mean longer
times.

29
Stability delay
Once the engine has reached approximately the power corresponding to the value of the
throttle setting, the I.C.S. adjusts the fuel flow with the purpose of match the exact value of
thrust. The speed what the I.C.S. make this adjustment can be programmed with this
parameter. The habitual values vary between 40 and 60, depending on the time of
programmed acceleration deceleration, the temperature and the inertia of the whole system
including pump, engine, tubes, etc. If a too low time is programmed, the engine will not
become stabilized and will be raising and lowering to the power when correcting the I.C.S.
more quickly than the response time of the turbine. If the time is very long, the I.C.S. will take
more time to adapt itself to the engine in case of change in the batteries, pump, etc.

30
7 BEFORE START CHECKLIST
• Charge Receiver Battery
• Charge I.C.S. Battery
• Prepare Fire Extinguisher
• Check Fuel Tank Vent Unobstructed
• Mix oil 2.5% Ratio
• Fill Tanks Check For Leaks
• Open Manual Shutoff Valve
• Fill Start Gas Tank
• Turn On Receiver Switch
• Place Model With Nose In Wind
• Activate Brakes
• Start

Shutdown Check List

• Turn Model Into Wind
• Activate Brakes and Stop Turbine
• Close Manual Fuel Shut Off Valve
• After Cool down (2 minutes) Turn Off Receiver Switch

7.1 Starting the engine

Keep the magnetic RPM pickup clear of stray magnetic sources such as fuel pump, solenoid
valves, glow plug wire, or servos, as the magnetic field generated can upset the rpm reading.

Gas supplied must be liquid gas; dip-tube liquid feed types are suitable, if your system
doesn’t have one, just hold the gas bottle upside down. Propane and Propane/Butane
mixtures work well in temperate climates.

Always set-up and confirm the operation of your Auto-start installation on the test stand,
before installing into your model. Always use a pre start checklist.

The present version of Auto Start uses only one channel to all of the engine functions: To
trigger the auto start cycle, the process is as follows: TEMPERATURE MUST BE BELOW
100ºC TO START

The user raises the trim. "Ready" will appear on the HDT (Hand Data Terminal) screen when
the engine is supposedly to be to idle. If the trim is on "stop" position, "Trim low" will be read
on the HDT. If higher than idle, "Stick Lo!" will be read.

When "Ready" is displayed, the user raises the stick to full power and to idle again, the start
sequence begins.

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GLOW TEST; if the glow test fails, a "Glow Bad" message is displayed

WAITS TEN SECONDS TO ALLOW THE INTERNAL GLOW PLUG TO WARM UP

GAS ON AND STARTER ON INTERMITENT AT LOW POWER

GAS IGNITES

GAS IGNITION DETECTED PREHEATING AND FUEL RAMP

When the max ignition RPM is reached and the ignition isn’t detected the starter is switched
off and the RPM decays repeating the cycle. Usually the lack of ignition is caused by too
much or too little gas. “Weak Gas” message on the HDT means not enough gas has entered
the combustion chamber to support ignition.

When the thermocouple registers an increase of 50ºC in temperature it means that the
ignition have occurred, the starter is switched on immediately at reduced power, the fuel
solenoid opens and the fuel pump starts with a pre programmed power for a few seconds
during “preheat”

Then the engine begins to accelerate at the "fuel ramp" values, depending on the real RPM.
Once the engine reaches the factory preprogrammed RPMs, the gas valve is closed, and
when the RPM arrive at the predefined "starter off" value, the starter is switched off and the
brake applied to it. The engine continues accelerating alone until the idle RPM are reached.

Always accelerate to full power. Slowly the first time you start the engine, to allow the I.C.S.
learns the full power and idle limits. Do this every time you recharge your batteries.

The first time you ever run the turbine, it is necessary to go slowly to full throttle and live it
there until the max RPMs are reached and stable, then lower the throttle stick one click at a
time and making a pause each time allowing the ICS to learn the new conditions. This only
has to be repeated if a mayor change in the installation is done like a fuel pump change

SHUT DOWN
To shut down the motor at any time, close the throttle trim and the motor will stop and go into
auto-cool until 100°C are reached. The motor will only go into auto-cool if the trim is lowered.

START RECAP!
1. Fill the gas tank.
2. Open the manual fuel valve.
3. Check the voltage on your I.C.S. battery.
4. Raise the trim the HDT will read “Ready”
5. Raise the throttle to full and back to idle engine starts… “If not it will go into
auto-restart mode”
6. Shut down... lower the trim
7. If you wish not to start the motor lower the trim FIRST, then the throttle.

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8 PROPER RANGE CHECKING
We recommend this version of proper range checking as written By JR Propo.
• Place model perpendicular.
• Program up-elevator Fail Safe.
• Remove antenna.
• Hold transmitter arms length.
• Walk backwards until elevator deflects STOP and mark position and measure,
carefully count how many paces out you went.
• Re-program Fail Safe for engine to idle.
• Perform exact same test with motor running at 1/2 throttle. When engine goes to idle
STOP and mark position, and carefully count how many paces you went.
• If you lost more than 20% with the motor running investigate and retest. JR Team
Members like to see minimums of...Engine off 175 Feet, 60 paces and engine running
150 feet 50 paces
DON’T FORGET AFTER THE ABOVE RANGE CHECK TO RESET YOUR
FAILSAFE TO “ENGINE OFF” THROTTLE DOWN TRIM DOWN!

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9 FUEL AND FUEL SYSTEM CARE
Your JET CENTRAL micro turbine can burn deodorized kerosene-k, kerosene or Jet-A for
fuel. Fuel must be mixed with 2.5% synthetic turbine oil. Example formula: 16-0z of oil in 5
Gallons of fuel.

Filtering

You may use an onboard filter if you wish. We use an automotive type filter and filter the fuel
before it goes into the tank.

Header Tank

We recommend a header tank with some type of bubble eliminator or an Orbit clunk. This is a
must do, if you want to take every possible measure to insure against flame outs

Fuel Line

We recommend to always safety tie all fuel line connections unless they are a Festo connect.

Tanks

Always use a gasoline compatible stopper; as for fuel tanks, Dubro style and Kevlar tanks
work fine and seem to have the best impact resistance; but always use a 5/32 size brass
tubing for pick up and vents, this ensures your fuel flow is always flowing without resistance.

34
10 MULTIENGINE INSTALLATION
For multiengine installation, first set up each motor as per manual, start and run each engine
separately. Then, when you are satisfied and your engines are starting and running smooth,
plug the throttle leads from each of the I.C.S. into a “Y” connector and plug that into your
throttle channel. Now both motors will start at the same time and shut down at the same time.
This is preferred over individual starting and is a simple way of assuring your taking off on
both motors!

Helpful Tips

** If one motor starts and the other doesn’t for any reason, just cycle the throttle again; the
one not running will re-start.

** In multiengine installations always have each motor with its own complete fuel system.

** As ECU has auto restart, if you need to shut down after the motors are running and need to
restart quickly, just raise the trim to the ready position and cycle the throttle, when the auto
cool down cycle gets the motor to a safe temperature the ECU will restart the motors
automatically.

** Place on/off switches on the throttle lead before the “Y” connector that plugs the ECU’s
throttle channel into the receiver, this way you can shut off one motor or the other on the
ground or start one at a time by turning off the engine desired, it is also helpful if you have a
“BAD START” on one motor to reset the ECU.

35
11 MAINTENANCE
Do to being an advanced design over other popular motors you will find that your JET
CENTRAL turbine needs less maintenance and your turbine will only need to be properly
cared for to get hours of enjoyment. We have new state of the art bearing systems, precision
made combustion chambers and high efficiency turbine wheels that take heat and load of the
main components thus greatly extending service requirements. If you find yourself needing
service just call! We have a special system in place to give you quick turn around and for all
major repairs your JET CENTRAL Turbine goes back to its ISO 9000 factory, were it was
built to be repaired, this insures a quick turn around with quality workmanship and keeps
major repairs to the l west cost.

36
12 TROUBLESHOOTING
PROBLEM CAUSE SOLUTION
When raising the trim of the I.C.S. in stop mode after running. Switch off and on the I.C.S. (RX)
radio, the LED is not again.
illuminated
Bad adjustment of radio transmitter. Program the parameters of the
radio.
Supply Failure.
Verify battery power, check
connectors
After cycling the throttle Blown glow plug or disconnected. Check glow plug connections
“Glow Bad” message and battery.
appears If the Glow Plug is damaged it
has to be replaced at a Service
Center
After cycling throttle Start motor bad/disconnected. Check starter.
nothing happens and later
the “Start Bad” message
appears.
After cycling throttle the Starter power to low. Check starter battery.
rotor turns but later the
RPM sensor failure. Check starter to run freely.
“Start Bad” message
appears. Check RPM sensor connections.
The RPM are cycling but Gas empty or gas solenoid valve Check the Gas supply.
gas doesn’t ignite. disconnected or bad.
Glow plug brightness to low. Check/adjust glow plug
brightness and filament is pulled
out.
Too much or not much gas. Check restrictor clogged or
missing.
When the gas is ignited the The starter failed to have the Check the starter Battery.
“Start Bad” Message minimum RPM to continue the
Check the starter.
appears. sequence.
When the start gas is The Temperature isn't hot enough to Check the temperature probe
ignited the I.C.S. does not start the fuel ramp. that it’s inserted in the tail pipe
begin to pump fuel and 1/16”.
“Time Out” message
appears There is not much gas. Check restrictor clogged or
missing.
Gas does not ignite. Check glow plug.

When the fuel ramp starts The fuel is not reaching the engine. Check fuel lines.
and the “Weak Gas”
message appears Check manual valve is open.

Prime an try again

37
I.C.S. SHUTDOWN CODES
The I.C.S. will always show you the reason of the last shut down. It will also give you a code
and the engine parameters so you know why it has happened. Here are the codes and what
they refer so it’s important that in an unwanted shut down, note the given parameters and
codes to see what has happened before restarting the turbine. These codes will be reset.

• USER OFF The I.C.S. has received the shut down command from the receiver

• RX PWR The I.C.S. lost power from the receiver

• FAILSAFE The I.C.S. received the failsafe command from the receiver

• FLAME OUT The I.C.S. lost the temperature reading from the thermocouple

• SPEEDLOW The I.C.S. has shut the turbine down due to the fact the RPM has fallen
below a certain RPM

• AUTOMODE The I.C.S. has received a start command after initiated an auto start

IMPORTANT PARAMETERS - In each of the above codes also these important parameters
will be displayed:

• TEMPERATURE

• RPM

• PUMP POWER

The I.C.S. stores at last 10 min run time parameters to help in diagnosing any issues.

38
13 IMPORTANT UPDATES
As the use of the JET CENTRAL motors increase, we find some important things to update
the user. One every owner will receive a current update page as it is released.

1. IMPORTANT Use the supplied hangar 9 fuel filter just between the fuel pump and
the turbine, this will insure you don’t clog the oil flow reducer. If you don’t use this filter
you can damage the motor by reducing the flow of fuel/oil to the rear bearing!

2. Make sure to bring the trim to the lowest position to start the auto cool on the motor!

3. Super Bee new RPM’s idle is now 55,000K and Max RPM is now 180,000K this
allows to receive about 13 -13.5 lbs of thrust and gives a faster spool up time. Your
I.C.S. is set @ 175,000K so you can use the HDT to move the RPM’s up to 180,000K
if needed. Don’t forget you can also turn down the RPM’s!

4. IMPORTANT! Use only 5 cell 6V packs on your receiver; this will insure proper
operation of the turbine electronics. You can use a regulator if wished but we find 6V
packs work just fine with today's radio equipment. Tests have proven that all turbine
electronics can get glitches by lower 4.8 Volt packs running you radio system.

5. If its cold outside 65°F or below and you get a time out message this is due to the
start gas flow not being enough, just leave your fill supply hooked up and open as you
cycle the throttle to start. Then, once you get a pre-heat message or Ramp message,
disconnect the fill bottle and let the engine finish the ramping just from the onboard
gas tank.

6. If you experience any type of engine failure make sure to check the last power down
cause and fix the issue. You do this by turning the receiver power switch off and on,
wait until you get the main menu, then push and hold the menu down. The I.C.S. will
tell you why the turbine was shut down and important parameters to verify. Don’t try to
restart the turbine again until you have wrote parameters down for future reference,
they will be reset after the next run.

7. Charge your batteries properly and make sure your packs are no less than 2 flights
low. You can go more if you wish, but it’s a good habit to re-charge after every second
flight.

8. IT IS IMPORTANT IF YOU FLY ANOTHER BRAND OF TURBINE TO MAKE SURE

YOU UNDERSTAND THE STARTING PROCEDURES OF THE JET CENTRAL
I.C.S. ECU AND UNDERSTAND THE DIFFRACE.

Programming the transmitter when the HDT asks for stick up and trim up, place the trim all
the way to the top; then when the HDT asks for stick low trim at idle place the trim only to the
center during this learn feature.

Follow the above steps and now if needed after your turbine is running you can use the
seconded half of your trim movement to idle up your motor to create some residual thrust to
help in taxing and for landing if wished.

39
14 CONTACT
WORLDWIDE SALES AND SERVICE
ASIA
JETSET
Masashi Tahara
Email info@jrtsetj.com
JAPAN

Dino Ou
Email sy3660@ms21.hinet.net
TAIWAN

EUROPE
RESCUE - Turbinen - Service
Uwe Kannapin
Cordinger Str. 98, D - 29699 Bomlitz
Website www.ukpraezitec.de
Email uwekannapin@aol.com
GERMANY

JetCom e.k.
Stefan Theophil
Robert-Bosch-Strasse 24
D-68766 Hockenheim
Website www.jetcom-modelbau.de
Email Stefan.theophil@jetcom-modelbau.de
Mobile INT. + 49(0) 173 8833 650
Phone INT. + 49(0) 6205 2890 456
Fax INT. + 49(0) 6205 2890 455
GERMANY

SWISS POLLER GmbH

Div. Swiss Power Planes
Alte Dorfstr. 27
CH-5617 Tenwill
Phone INT. + 41 79 402 1971
SWITZERLAND

ROBERT ROWBOTHMAN
Email robrow@btinternet.com
Southport
UNITED KINGDOM

40
SOUTH AMERICA
Michel Durand
Website www.jetsrc.com
Email: info@jetsrc.com
CHILE

USA
JetArtes Gulf Coast
Eric Clapp
5285 White Ibis Drive
North Port, Florida 34287
Phone/Fax INT +(941) 468 1246
Website www.jetartes.com
Email jetartessales@aol.com

FACTORY DIRECT
JetCentral
Phone INT. + (5255)5090 7460
Website www.jetcentral.com.mx
Email Jet-Central@dym.com.mx

*Please take note of different time zones, as JET CENTRAL is a worldwide company.

41
 JET CENTRAL
Limited Lifetime Turbine Warranty
For Jet Central Micro Turbines
The Lifetime Limited Warranty coverage is provided on eligible turbines delivered to
customers in all market areas. Jet Central will provide for repair or replacement of covered
components of the turbine for life to the original owner in accordance with the following
terms, conditions and limitations.

1. Warranty Coverage. Under the Limited Lifetime Warranty you are

provided with coverage from the date of purchase (start date) provided you
register your purchase with Jet Central within 15 days of purchase.

2. Eligible Turbines. 2006 model year turbines sold to eligible customers on

or after October 1, 2006 in all market areas by Jet Central and /or it’s
authorized dealers. Current eligible turbines are, but not limited to; jf50
Super Bee, jf80 Falcon, jf100 Super Eagle and jf170 Rhino

3. Repairs Covered Under the Lifetime Limited Warranty. Jet Central will repair, replace or
adjust all covered components as specified on page 2 that fail due to defective material or
workmanship or wear and tear resulting from defective material and workmanship during the
applicable warranty period. Lifetime Warranty period is applicable to the original owner.
Original owner must register their purchase with Jet Central within 15 days of purchase.
There will be no exceptions to this rule.

4. Component Protection. Covers all components of the turbine with exception of Glow Plug.
Components of the turbine are limited to specifically those parts when combined and
assembled result in a complete turbine engine.

5. Where to Go for Covered Repairs. Jet Central recommends that you return your turbine to
Jet Central Micro Turbine Manufacturing or notify your dealer for instructions which will expedite
the return and repair of your turbine. If you require assistance in receiving covered repairs or
locating the nearest authorized dealer or for specific instructions for return, you may call Jet
Central or email Jet Central direct. Please see operator’s manual for contact information for
your specific area.

6. Repairs. All warranty repairs of covered components MUST be made with service parts or
manufactured parts authorized by Jet Central. In some cases, the use of Jet Central
remanufactured parts is at the discretion of Jet Central.

7. Care of Turbine. Your turbine must be properly operated and maintained in accordance with
the operation manual received with each turbine. Recommended maintenance schedules must
be adhered to. It is your responsibility to make sure that all scheduled maintenance is
performed and materials used meet Jet Centrals specifications. Failure to have scheduled
maintenance performed as specified in the operators manual by Jet Central will invalidate
warranty coverage on parts affected by the lack of proper operation and maintenance. Turbine
must be operated with a FOD screen.

8. Transferability. This warranty is transferable. If you sell your turbine, Jet Centrals Limited
Lifetime Warranty may be transferred to the new owner.

New owner is required to pay a transfer fee of $250.00 USD, register his

name as the new customer who owns serial number_______ within 15 days of purchasing a
pre-owned Jet Central Micro Turbine sold on or after October 1, 2006 to its original owner.
No exceptions will be available.

42
This warranty statement is valid for:

Serial number:___________Model :_______________Delivery Date:_______________

Owners Name:__________________________________________________________
Address:___________________________City:_____________________State_______
ZIP:_____________
Dealer Signature________________________Owner Signature___________________

Registration must be received by Jet Central within 15 days of Purchase. You must attach your
purchase receipt showing purchase price, date of purchase and from whom purchased.

Exclusions to Limited Lifetime Warranty. Any turbine which has been crashed however minor is
excluded from this warranty. Any turbine in the opinion of Jet Central which has been abused and or
shows neglect, may be denied coverage under the terms of Jet Centrals Limited Lifetime Warranty.

Owners Signature_______________________________Date___________________________

________________________________________________

Parts Coverage Under The Jet Central Limited Lifetime Warranty

Turbine:

• All internal lubricated Parts

• Diffuser
• Shaft Tunnel
• EGV
• Injectors
• Exhaust Cone outer
• Exhaust Cone inner
• Exhaust Cone Support
• Shaft
• Compressor
• Turbine Wheel
• Bearings
• Combustion Chamber
• RPM Sensor
• Fuel pump (Jet Central manufactured)
• All miscellaneous support parts necessary for turbine assembly

Parts and Services NOT covered

• All items not specifically listed in the Parts Coverage list above.
• Repairs needed on any turbine caused by an aftermarket installed component
• Repairs caused by crashes or other physical damage accidents, damage from fire or explosion, other
casualty losses or losses due to negligence, or failures caused by unauthorized modifications to the
turbine or the installation or use of any parts or components not authorized by Jet Central Micro Turbine
Manufacturing.

43