NEW version for 2014

Wren 80i Jubilee

80N fully internal kerosene

starting Gas Turbine Engine

Features:
• Extremely short overall length
• 8:1 thrust to weight ratio
• Integral protective FOD screen
• New fully internal Kero burner
• High duty precision bearings
• Inconel combustion system
• Fast kerosene starting system
• Sturdy high quality aluminium case
• 3-piece pre-shaped mounting Copyright Wren Turbines 2014

Wren 80i Internal Kerostart 80N TurboJet Engine Page 1

Contents
Introduction to the Wren 80i .................................................................................... 3
Mechanical Description ............................................................................................ 5
Performance Figures ................................................................................................. 6
Safety Notes .............................................................................................................. 7
Package Contents...................................................................................................... 9
Ancillaries ................................................................................................................ 10
Igniter System ......................................................................................................... 13
Setting up the engine .............................................................................................. 14
Setting up in the model........................................................................................... 14
Engine Mounting detail........................................................................................... 15
Connecting up the ECU ........................................................................................... 16
Setting the ECU to your radio ................................................................................. 17
Priming the fuel system - new installation ............................................................. 18
Failsafe function ...................................................................................................... 19
Running the engine ................................................................................................. 20
Shutting down ......................................................................................................... 21
Care and Maintenance ............................................................................................ 21
Kerosene Igniter System (Including starting solutions) .......................................... 23
Problem Checklist. .................................................................................................. 24

STOP PRESS – NOW IN-HOUSE MACHINING!

Wren Turbines now has a new in-house machining facility that produces most of the components used in this
engine. This enables us to maintain part repeatability and the high quality you expect from us. It enables us to
enhance our stock provision and make good decisions on manufacturing to improve lead times and order
response. We never forget it is you who decides if we have done enough to make your turbine experience a
good one.
Thank-you for buying this product, we hope you enjoy it as much as we have making it. We always welcome
feedback on any aspect of this product so feel free to contact us in the usual ways and keep an eye out for our
new Facebook page for anything new or interesting coming up.
Mike Murphy, MD, Wren Turbines Ltd

Wren Turbines Ltd

Unit 19, Century Park Network Centre
Dearne Lane, Manvers
Rotherham, South Yorkshire
S63 5DE. United Kingdom
Tel: +44 (0)1709 877 439 Fax: +44 (0)1709 875 935
E.Mail: info@wrenturbines.co.uk
www.wrenturbines.co.uk

Find us on Facebook - https://www.facebook.com/pages/Wren-turbines/154656198069224

Wren 80i Internal Kerostart 80N TurboJet Engine Page 2

Introduction to the Wren 80i (formerly “Jubilee”)

Features:
• High thrust to weight ratio.
• Small physical size – extremely short length enhances install options.
• Integral high quality FOD screen and starter mounting – no modified tea strainers.
• New fully internal, low current kerosene igniter.
• Solid stainless steel bearing carrier system.
• High precision ceramic bearings.
• Inconel combustion chamber for long service life.
• New - high quality aluminium case for excellent service life and superb finish.
• FADEC Kero-start ECU.
• 50 hour service interval.

The challenge!
In the years following the highly successful introduction of our 5.4kg thrust Wren 54 engine in 2001, customer
feedback indicated a need for more power in the same case size. The basic 54 mk1 has increased since then
through the various Mks to 6.3Kg, 6.8Kg, 7.5Kg and now to 8Kg+ for the latest engine. The performance trend
is always ever upwards but the increased bulk of a larger engine was a significant penalty which fliers wanted
to avoid. What was desired was an engine with the good manners and reliability of the older engines but
without the cost penalty of the more powerful Wren 100. We believe the Wren 80i fits the bill. Since our
Jubilee 80 was introduced two years ago we have continued the path of new developments and now offer the
engine with fully integrated kero start built into the engine, no more outside plug caps, plus a new recessed
alloy case. The name represents the “i” in 80i – “internal”.

The engine is a single shaft turbo-jet with a high pressure centrifugal compressor and single-stage axial
turbine. A precision machined aluminium diffuser system gives a wide operating margin able to cope with large
pressure and temperature extremes. A high quality stainless steel shaft tunnel supports the two precision
ceramic bearings with a gentle preload, allowing very free running and low operating loads.

The reliable Inconel combustion chamber has been retained from the Wren 100 and offers long service life and
low weight penalty. The new kero igniter is built into the chamber in the front and cool end, optimising its
operation and removing it from the high temperature combustion gases. Many parts are interchangeable with
the Wren 100, ensuring ease of servicing and availability of spares for years to come. The 80i uses the
compact and reliable FADEC ECU which has excellent engine control functionality for fuss free operation.

A new 4th generation internal kerosene start burner with internal fuel feed is fitted as standard which allows for
a much neater installation. The burner is compact and has an element has a voltage range equivalent to the 2S
LiPo battery that supplies the ECU – making it almost impossible to overdrive it. The element has extremely
fast heat-up time and generates a strong, healthy pilot burn which makes the start process rapid, consistent
and fuss-free. The internal location is a bonus for those with limited room in the engine compartment.

All this and, of course, the as-standard Wren quality that our customers know and expect, make the Wren 80i
the ideal first choice for jet enthusiasts looking for quite a bit more than the usual in their turbine choice.

The new Wren 80i is a result of continued analysis of design and manufacturing procedure. It is this that has
enabled the engine to be economically-priced yet still of extremely high quality and performance. Wren now
manufacture most engine parts inhouse so we are able to maintain our high quality with regular source of
supply, ensuring you get the best product possible. We are confident customers will find it easy to use and
enjoy its sparkling performance. Since its introduction it has enjoyed massive popularity and we are delighted
to be able to offer this latest version, for no extra cost.

Wren 80i Internal Kerostart 80N TurboJet Engine Page 3

Wren 80i
The name “Wren 80i” reflects the standard followed by many manufacturers to name their engines after the
thrust class to which they are aimed – in this case the 8Kg class. Introduced in 2012 – the year of our Queen
Elizabeth’s diamond jubilee, we thought we would make it memorable with a name – “Jubilee 80i”. As this
memorable year has passed we are reverting to the standard name “80i” - already improved on since its
introduction.

The engine has an 89mm diameter case size and is just 240mm long from tip of starter to end of exhaust
making this one of the smallest engines in this thrust class available. This short length is made possible by
making extensive use of our experience in designing short combustion chambers that work well and efficiently.
The engine is a drop-in replacement for other engines in the 7-8kg class, matching by-pass layout, bearers and
tail cone position. The Wren 80i is shorter in front of the bearers and this is a great advantage as it frees up
space that can be used to position the fuel tank, for example, and optimise the CoG.

The engine weighs just 990g (2.2lbs) including the integral FOD screen/starter mounting. The integral FOD
screen is in keeping with our ethos of safety and performance for our customers. The starter is the well proven
Wren bendix style clutch and fully ball-raced 280BB motor for long life.

An inline fuel filter is fitted under the FOD screen to protect the fuel and lubrication system. The engine uses a
hall-type magnetic RPM pickup to sense engine rotating speed. The sensor picks up the rotating magnetic field
from a small bar magnet fitted inside the spinner nut.

The RPM pickup under the FOD screen is sensitive to stray external magnetic
fields so it is advisable to keep devices capable of producing interference away
from the sensor.

The engine connections also include the power cable for the starter motor and kerosene igniter. These are
locally terminated and reach the ECU via a lead supplied with the engine.

The fuel and igniter supply to the engine is via the 3mm Festo fittings on the pipes (clear for fuel, green for
kero igniter) extending from the FOD screen.

Removal of the engine from the model is very simple; simply unscrew the top mount straps, disconnect the fuel
lines, pull out the signal plug and power plug and lift out the engine. Always seal the open fuel and igniter lines
to prevent ingress of contaminants.

The engine mount design allows the lower section to be retained in the airframe so the engine is cradled in
position before being secured by the two upper straps.

The fuel supply to the kerosene igniter is delivered to the engine via a solenoid valve which controls the flow by
rapidly pulsing on and off. The resulting flow is set by an easily accessible value set in the ECU. See the
settings section for the default values used.

The main fuel supply to the engine is also controlled by a similar solenoid valve and it is very important to not
mix these two up when connecting pipework.

In normal operation we expect a long operating life from the igniter element but in the event of failure requiring
replacement element it is important to reset the operating voltage to the default value (6.5v) for the new
element. Always set the igniter voltage to the minimum required to achieve a successful start for maximum life.
Excessive voltage can shorten its life due to carbon build-up.

See the notes on setting up the burner for more details.

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Mechanical Description

Your Wren 80i miniature gas turbine is the latest in the line of Wren 3 ½” diameter miniature gas turbines
which began in 1999 as a 2.5Kg thrust engine and has now been developed to 10Kg in the same size and
weight (Wren 100).

The engine is a single shaft turbojet comprising of single stage centrifugal compressor and single stage axial
turbine. The compressor is a 14 vane slightly retro-curved pattern offering high pressure rise with wide
operating envelope and freedom from surge. The diffuser system comprises a one-piece machined assembly
with eleven vanes combining a wedge style front vane with integral side vanes.

The turbine rotor assembly is dynamically balanced to below 0.03g/mm and is carried by two angular contact
high speed, high precision ceramic bearings housed in a high quality stainless shaft tunnel. The bearings are
lightly preloaded using wave springs to a load of just 5N allowing very free rotor running, minimal torque
requirement for starting and long bearing life. The bearings are cooled and lubricated by a small bleed-off from
the main fuel pressure line. Lubricating oil is mixed at 5% to the fuel to provide lubrication as the fuel alone
has little or no lubricating ability.

The combustion chamber is of annular pattern with all hot contact surfaces of Inconel 600 for resistance from
distortion and erosion for the lifetime of the engine. The chamber also benefits from a circulation ring to allow
correct combustion to be attained in a much shorter than standard pattern. This results overall in a shorter and
more compact engine. The fuel vapour conversion is via twelve vaporiser tubes of special pattern fed by
stainless steel injectors mounted in a brass manifold.

The nozzle guide vane is made from a high temperature furnace-grade alloy which is ideally suited to operating
in this environment. The casting is made from a pattern made at Wren. The turbine is a 21-blade wheel made
from a Wren wax pattern. It is vacuum cast in Inconel 713C to full aerospace certification for maximum safety
and life. The contoured exhaust cone is machined from stainless steel for strength and safety and is designed
to safely contain any blade failure of the turbine and to optimise the gas flow for best thrust.

The engine casing is machined from anodised aluminium for rigidity and accuracy and is complimented at the
front end by a machined and anodised starter housing. The case is recessed to allow the mounting to slot into
place to prevent fore and aft movement An integral stainless steel meshed fod screen protects the engine from
accidental ingress of potentially damaging particles and inquisitive fingers. A high pressure 15-micron fuel filter
is fitted in the fuel pressure line as protection from potentially harmful fuel contamination.

The engine starter is a high speed ball-raced electric motor fitted with a miniature bendix-type clutch assembly
retained in the off position by a magnetic ring to the motor casing. The drive is transmitted through a small
replaceable neoprene O-ring. The motor, clutch assembly and O-ring are easily accessed by simply slackening
the three grub screws and withdrawing the complete starter.

The Electronic Control Unit (ECU) is a closed loop system using a magnetic hall-effect sensor to detect rotating
speed of the rotor via a small magnet fitted into the aluminium compressor securing nut. A type “K” Inconel
sheathed thermocouple inserted into the exhaust cone measures exhaust gas temperature and this is read by
the ECU to ensure operation is within limits set.

All screws used on the engine are stainless steel and of the cap head pattern for ease of access and a locking
compound is used on all critical screws. All pipework is secured to the engine via 3mm quick release industry-
standard fittings. Pipework for all services is via high flexibility 3mm polypropylene fuel-proof tubing.

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Performance Figures

Jet engine performance varies according to atmospheric conditions so the figures we quote are for a “standard
day” and on most days we correct the readings we get to reflect standard day performance. There will always
be small differences between the thrust of engines because they are designed to run to a specific max RPM and
no two engines are identical, however hard we try. Full-size engines suffer from the same problem and so are
set up to run to a specified thrust, the engine would be set to achieve the specification by raising or lowering
the max RPM. This is impractical for engines in our size so we just aim for the highest spec’ possible with each
engine. Because of these differences we use the term “nominal” – which means ”normally” in our case.

Nominal Performance figures for the Wren 80i

Maximum RPM: 160,000 RPM
Maximum thrust: 8.2Kg (18lbs)
Idle speed: 50,000 RPM
Idle thrust: 0.3Kg (0.65lbs)
EGT idle: 450-550’C
EGT max: 550-700’C
Fuel consumption at max: 320ml/min (11oz/min)
Fuel consumption at idle: 12ml/min (0.4oz/min)

Specifications:
Weight (engine only): 990g (2.2lbs)
Weight ancillaries ex. Battery: 140g (4.9oz)
Weight inc. ancillaries: 1130g (2.49lbs)
Length o/a inc. FOD screen: 240mm (9.5”)
Diameter: 89mm (3.5”)

Standard cabling distance between engine and ECU - 400mm (1.5”) (Alternatives available)

ECU battery: 2-cell LiPo 7.4v, minimum 1800mAh 20C (capacities vary)

Useful measures:
Bearing lubrication flow: 7.6% total fuel flow
Oil content: 5%, 20:1 fuel - oil
Oil type: Turbine oils, quality 2-cycle oils or Mobil DTE Light
Starter motor: 280BB ball raced 3-pole motor c/w Wren bendix clutch
Igniter: Wren internal ceramic element, 6.5v operation, 20W
RPM pickup: Magnetic hall-effect sensor, ∅4mmx3mm magnet fitted
Exhaust temp’ probe: K-type, Inconel sheath, 1.5mm inserted min 6mm into exhaust

Engine servicing interval 50hrs runtime – bearing service.

Wren 80i Internal Kerostart 80N TurboJet Engine Page 6

Safety Notes

Wren Turbines are active members of BMFA (British Model Flying Association) and fully endorse the BMFA code
of practice for operating gas turbines. The BMFA also provides insurance cover for modellers in the UK. This
Code of Practice may be accessed from the Gas Turbine Builders Association (GTBA) website on
www.gtba.co.uk The GTBA is the BMFA advisory body for model gas turbines.

Failsafe. Please read carefully the notes on setting the failsafe on your radio to ensure safe operation in event
of interference or loss of signal.

It is advised always to have a CO2 or similar gas-type fire extinguisher with you when running the engine – you
never know when an emergency will strike and it is best to be prepared. If you need to extinguish an onboard
fire you should point the extinguisher into the front of the engine and not in through the turbine end as this
may simply blow the flame into the model.

Always ensure, when running a gas turbine that you keep spectators at least 10m (30ft) clear of the area to the
side and rear of the engine as you would a propeller engine, as although a broken turbine is extremely rare it is
still technically possible and it is better to be safe.

When running the engine you should stand in front, or in front and to one side of the engine, and not to the
side for the reason above.

Always wear ear defenders when running the engine as gas turbines have a high intensity noise level close to
the engine that can impair your hearing in time.

Never try to improve/speed up the starting of the engine by spraying ignition agents into the engine – a
dangerous flashback fire may result and you will in any case never
improve the starting this way.

This engine is not a toy and can cause bodily harm to you or others if
misused. The engine may not be used for purposes of powering a
vehicle or craft to propel a human being.

It is your responsibility as owner, to ensure safe, careful and considerate

operation of your engine at all times, and in accordance with the
manufacturer’s instructions.

If you sell or give away this engine, please pass these instructions to the
new owner.

This engine must only be run firmly attached to a secure and sturdy
engine test stand or model installation where the model is suitably
restrained. The thrust generated is considerable and mountings must be
sufficient to withstand such forces. Use appropriate screws and lock-
nuts. The engine must never be run held in the hand or clamped in a
vice.

This engine is an internal combustion gas turbine engine which generates large quantities of heat – ensure the
mountings and installation are appropriate for operation at these elevated temperatures.

During operation and for a time afterwards there are parts of the engine which are hot enough to cause serious
burns – do not touch any part of the engine until it has cooled to room temperature.

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Always operate your engine in open air away from confined spaces as the engine exhaust contains gases which
can cause asphyxiation and nuisance from smells.

The exhaust gases are very hot (up to 600°C) on leaving the engine and can cause burns to skin or damage to
objects close to it – keep exhausts clear of anything which is affected by such heat.

This engine must not be used near flammable gases, liquid or materials.

Always keep a CO2 fire extinguisher close by when operating this engine.

Turbine fuel is poisonous. Keep it away from the mouth and eyes and from contact with skin. Always store it in
a marked container and out of reach to children.

Turbine fuel has a relatively high flash-point but in certain circumstances (i.e. if allowed to contact hot surfaces)
can be highly flammable or even explosive. Keep it away from heat and sources of combustion.

Continual failed kerosene starting or excessive priming of the fuel system can cause excess fuel to build up in
the engine chamber which can cause flaming on eventual ignition. If fuel excess is suspected the only way to
drain the engine is to tip the engine forward and allow the fuel to exit through the fod screen and mop up with
a rag. It is no use tipping the engine with the exhaust downwards as excess fuel will not be released due to the
NGV being mounted forward of the engine rear.

Turbine oil can be are hazardous to health and must not be allowed to come into contact with skin, mouth, eyes
or through ingestion, accidental or otherwise. Take care when decanting and ensure any spillage is wiped away
immediately and clean any affected area with warm soapy water. Wash hands and any affected part
immediately after any contact.

Turbine oil can discolour or affect certain paint finishes as may be used. Take precautions to prevent spillage.
Do not discard or allow any spillage to run into drains.

As operator, it is your responsibility to ensure any spectators (especially small children) or helpers are kept well
away from the engine whilst it is operating. The safest position to operate the engine is directly in front. The
area inline and to the rear of the turbine is the most dangerous area and you must keep well clear of this.

Keep all spectators away from the side and rear of the engine to a distance of at least 10mtrs (30ft) radius, as
shown. If operating from a pit area take special care as safety distances are often difficult to maintain.
Consider the high engine noise level when spectators are around and do not use high throttle levels in these
circumstances.

Keep all helpers close by and brief them fully on their duties before starting the engine. One helper should carry
out the role of fireman. Ensure they are aware of what to do in event of emergency and where to position the
extinguisher if required.

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Package Contents

The engine package contains the following:

• Quick-start guide and warranty

• Wren 80i engine
• 3-piece engine mounting
• FADEC ECU (with receiver cable)
• FADEC Data Terminal
• Fuel pump
• Solenoid valve (2 off), c/w 3mm quick-release fittings
• FESTO ‘Y’-piece
• 4-core engine to ECU power cable
• ECU to pump/battery cable
• 1M clear 3mm tube
• 1M green 3mm tube
• 0.3M 3.1mm (1/8”) internal Tygon

(Spare/additional cables and pipes are available)

Wren 80i Internal Kerostart 80N TurboJet Engine Page 9

Ancillaries

LiPo battery
There is no battery supplied with the engine (optional extra) but it is important for the reliable operation of the
engine that a suitable pack is used.
A 2-cell LiPo battery pack should be used with the engine. The precise capacity can vary but a minimum
of 1800mAh is recommended. A larger capacity will allow more flights between charges. A high-quality LiPo
with a discharge ‘C’ rating of at least 20 is recommended. The ‘C’ rating is the number of multiples of the
nominal capacity that the battery may deliver in short bursts without damage. With a C rating of 20 and a
capacity of 1800mAh the battery should be able to supply 20x1800mA=36,000mA or 36A for short time during
the start cycle without significantly dropping the output voltage.

It is good policy to monitor the amount of charge required to recharge the battery to be sure and to monitor
the battery health. The kerosene-start system uses a low resistance heating element to ignite the kerosene in
addition to driving the engine through the starter motor. This makes a large demand on the battery, so a high
C rating is imperative to successful starts.

Always disconnect the battery from the ECU before charging. Charging
with battery connected to ECU can destroy the ECU and this will not be covered
by the warranty.

Charge the pack with a charger especially set up for LiPo batteries. Chargers for any other batteries MUST NOT
be used and can cause the battery to explode. After the flying session is finished, disconnect the battery to
prevent it from irreversible damage caused by deep discharging.

Fuel
The engine is designed to run on Jet A or Jet A1 or low sulphur paraffin such as is available at airfields and DIY
shops or at filling stations from the pump. A system of decanting the fuel safely into the fuel tank must be
arranged. Do not use open-top fuel tanks which could fall over or be unstable when filled. When decanting
fuel, take precautions to ensure no solid particles or water droplets are carried over into your fuel tank – use an
effective filter system. Note that it is common for water to collect in the bottom of fuel containers – ensure this
cannot be sucked into the fuel system by regular visual checks. If necessary, drain the contents and discard
the water residue in a safe and responsible manner.

Note that jet fuels and oils should not be allowed to come into contact with skin so wear suitable gloves and
take extra care when handling.

Oil
To the fuel must be added 5% of a suitable oil, i.e. a mixture of around 20:1 fuel to oil. Suitable oils are
turbine oils such as Mobil JetOil, Aeroshell 500/550 and Exxon 2380. Other oils specifically for use in turbine
engines and which will mix readily with the fuel and stay mixed may also be used. For example
Castrol TT 2 stroke motor cycle oil and oils used for outboard motor engines have been used very successfully.

At Wren we use supermarket 2-cycle oil, intended for strimmers and lawnmowers. It’s cheap, very effective as
a lubrication, not so hazardous to handle and the smell is not too bad, but most of all it’s easy to get hold of.

Wren 80i Internal Kerostart 80N TurboJet Engine Page 10

Fuel System
The fuel pump is supplied filled with 100% oil, to preserve it at peak condition
while in storage. Please drain this before using the pump. The fuel supply
should be connected to the fuel pump using the yellow “Tygon” 3.1mm (1/8”)
internal fuel pipe provided.

There is a sharp barb on the pump so we fit a short length of 4mm pipe to the
suction side of the pump. The Tygon is pushed firmly onto this forming a tight
leak-proof seal. Do not fit anything smaller in internal diameter than 3.1mm
(1/8” inch) Tygon as this can cause fuel supply problems.

When using specialist jet tanks refer to the manufacturer’s instructions. Never replace this with silicon tube in
the belief it will fit easier – it will slide off as the silicone is attacked immediately by kerosene and dissolved.

The output of the fuel pump connects via a 4mm fitting to a ‘Y’ fitting using 4mm tube. The two outlets of the
‘Y’ each feed the input of a solenoid valve via 3mm push-in fittings with 3mm tube.

Fitting and removing tube from the quick-release fittings

To fit tube to the fitting, ensure the end of the tube is cut perfectly square using a sharp knife – not side cutter
pliers. Apply a very thin smear of regular axle or silicon grease to the last few mm of tube and with a slight
turning action push the tube fully home into the fitting. A light tug on the tube will confirm it is properly fitted.

To release the tube, hold the fitting firmly in the fingers of one hand and using the finger and thumb of the
other, push the blue outer ring toward the fitting and gently pull out the tube from the fitting using the
remaining fingers.

Just pulling hard on the tube is sure to damage the retainer in the fitting and stretch the tube and make the
fitting hold the tube even tighter - so don’t!

Electrical (solenoid) valves

Both solenoid valves have an arrow on the valve base showing the direction of
flow.

The fuel feed from one branch of the ‘Y’ fitting is connected to the fuel solenoid
valve with 3mm pipe. The other branch of the ‘Y’ fitting feeds the igniter solenoid
valve.

The output of each solenoid valve has a quick-release fitting for 3mm tubing.
One 3mm clear tube passes to the main engine fuel supply via 3mm inline coupling and the other, via another
inline coupling, goes to the green tube that connects internally to the igniter.

Both valves are identical so either can be fitted to either feed at this
stage, but once connected by piping, the outputs the electrical plugs
must be orientated correctly in the ECU to ensure correct operation.

Wren 80i Internal Kerostart 80N TurboJet Engine Page 11

A fuel shut-off tap is not essential on an autostart engine as the solenoid valves provide this function as soon as
powered down but, where local regulations require or personal requirements dictate, a tap can be fitted in the
delivery (pressure) line of the pump before the ‘Y’ fitting (suitable taps are available from Wren).

Never fit anything in the suction line between tank and pump as this can
allow air into the system which causes flameout problems.

An in-line 15µm fuel filter is fitted in the fuel feed to the engine
under the green FOD guard. It is covered in clear heatshrink to
prevent possible electrical noise by rubbing. It is rare for this filter
to need cleaning but if this is required it must be refitted back in the
same orientation (the turned ring indicates the output) –
otherwise any debris remaining will travel straight into the engine
when it is next started.

Connections in the fuel system should be kept spotlessly clean to eliminate the possibility of contaminants
entering the system that can cause sticking valves, stalled fuel pumps and blocked filters and igniters. Debris
entering the engine can cause hot spots, ruined bearings and poor running which may require major repair.
Cleanliness is truly next to godliness in this respect!

A common failure complaint is the result of tiny pieces of the yellow “Tygon” fuel feed tube getting into the
suction side of the fuel pump and jamming the gears. This is why it is good practice to fit a piece of fuel tube
over the barb before the Tygon. Always check the barb is clear of Tygon bits if you have to disconnect the
suction pipe.

If you do get a stalled pump through bits getting in, do not disassemble the pump. Clear the obstruction by
disconnecting the pump from the ECU and running it in reverse on 6 volts whilst connected to a supply of clean
fuel on the output side. If the pump is opened it will not be covered by the warranty.

IMPORTANT: If the engine needs to be returned for servicing or to transfer between

aircraft, keep the fuel and igniter plug lines blanked off to prevent contamination.

Temperature (EGT) sensor

The temperature sensor is pre-shaped and retained in the exhaust cone by the
small bracket which is secured to one of the exhaust cone screws. It should
protrude approx. 8mm through the small hole at 4 O’clock in the exhaust cone
(viewed from the exhaust end). The front end of the probe is secured against
the fod guard with a small ‘P’ clip. The temperature probe must never be cut
short as it is only the tip of the probe that can measure temperature.

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Igniter System

The igniter unit is a specially made assembly that consists of:

• A ceramic heater element mounted in a stainless steel heater body.

• A brass connecting pin to provide a contact with the plug cap.

The igniter unit is fitted and replaceable at the factory so in the event of a failure the engine must be returned
for service. This replacement is covered under the normal warranty but does not cover damage due to
unauthorised disassembly. The heater element should give long and reliable service under normal conditions
and is expected to last the life of the engine.

IMPORTANT: In the event that the igniter unit becomes faulty, return the engine for
servicing under the warranty. If any attempt is made to disassemble the unit, this
warranty will be invalidated.

See the burner servicing notes at the end of this manual for more details and guidance and action if the burner
needs attention.

Wren 80i Internal kerostart system

The Wren 80i internal kerostart system is basically an alternative form of pre-heating from the old propane gas
system used in gas start engines.

Heating is achieved by igniting and burning a small amount of fuel using a small plug called the Burner. This is
a small ceramic electrical element enclosed in a stainless steel housing with a very small clearance around its
tip. The housing fits into the front of the combustion chamber.

The element is heating by passing electrical current through it and its tip glows bright orange. Kerosene fuel is
then pumped through the narrow gap next to the glowing element and it bursts into flame. This flame then
provides enough heating in the combustion chamber to allow fuel to vaporise when passed down the vaporiser
tubes in the normal way.

The amount of fuel used for the burner is very small so the solenoid valve supplying the burner switches on and
off rapidly in order to regulate the flow from the fuel pump. The longer the valve stays open the more fuel is
able to pass and this is how the ECU controls the flow.

Wren 80i Internal Kerostart 80N TurboJet Engine Page 13

Setting up the engine

The engine and its accessories have already been set up and run at least three times so experienced modellers
may proceed and install the engine directly to their aeroplane. Pay heed to the notes on intake requirements
and mounting.

For less experienced modellers it is suggested to set the engine up on a test-stand and to familiarise
themselves with starting and running the engine before installing in a model. A three-piece mounting strap is
supplied and this should be strongly attached to a pair of timber battens screwed to a base-board. The two top
straps must fit securely on the engine to prevent the casing sliding.

The various components can be temporarily secured to the baseboard, but be careful not to allow any cables or
pipes to run close to the engine intake where they might be sucked against the FOD screen. Remember, this
engine produces 8+kg (18lbs) of thrust and it can push over the test stand unless it is very secure.

Setting up in the model

Intake considerations
The Wren 80i consumes a considerable volume of air and the intake area must be large enough. The mass flow
of the engine is 0.20kg/sec - just over 155 litres per second and all this must pass through the intake and
exhaust system.

The minimum size for a square inlet is 100mm x 100mm or 4” x 4”. A single circular opening would need to be
112mm (4.5”) diameter to have the same area. This inlet area can be achieved through a number of openings
but need to be uncluttered and free of internal restrictions especially in the immediate area of the engine intake
grille.

If a tailpipe is required then you can use the Wren

SuperSport (0.15mm wall) version. The thinner Wren 54
pipe is too thin (0.1mm).

You must leave a gap of 25mm (1”) between the end

of the engine exhaust nozzle and start of the tailpipe
bellmouth.

This ensures adequate secondary air can be induced into

the tailpipe and enable a small increase in throughput to be
achieved without causing restriction in the airflow of the
engine.

Too small a gap can cause reduced thrust, excessive running temperature and unstable running. Too large a
gap can allow overspill of the exhaust around the edges of the bellmouth.

Where the engine is exposed parts of the airframe may need to be protected from heat damage. Temporary
protection may be required during starting.

The engine can be mounted in any orientation in its mounting. If, for example, you wish to mount the engine
upside down on the underside of your model this will not cause any problem to the engine.

Wren 80i Internal Kerostart 80N TurboJet Engine Page 14

Engine mounting detail

The Wren 80i is supplied with a 3-piece engine mount enabling customers to provide a secure and stable fixing
point into their model. It is designed such that the lower section can be fixed into place with six #6
woodscrews or M4 bolts into a suitable hard point on the airframe. This then acts as a cradle for the engine to
sit into whilst the services are connected without needing to support the engine weight. The upper section of
the mounting can then be used to secure the engine into place with the four supplied self tapping screws.

Note the engine case is recessed to provide a secure mounting for the engine in its mount.

The drawing shows the mounting arrangement from above and looking at the engine from the exhaust nozzle
end (end view). The engine may also be mounted inverted if required.

40

End View
Top

117
98

6o
ff,
Ø4
Overhead view

Above: Chris Seaman’s F105 with prototype Wren 100 (same size, no recessed case)
Note the spacing between turbine and entry of bellmouth (25-30mm / 1-¼”)

Wren 80i Internal Kerostart 80N TurboJet Engine Page 15

Schematic showing layout of components for Kerostart installation

Igniter
Pump

valve
Fuel
From
fuel
tank

valve
Fuel
Starter/Glow

Pump/Battery
7.4v 2s LiPo
Fuel valve
Gas
Data Terminal
Xicoy FADEC
Au-108k ECU
RPM sensor
Thermocouple
Receiver
Throttle input

This schematic was new only a short time ago but already the kero burner has disappeared inside the
engine case – hardly seems right!

Connecting up the ECU

The engine has already been run and the ECU adjusted to optimum conditions with the fuel pump supplied at
the factory – it should therefore only require setting to your radio in order to run perfectly.

Please do this before making any adjustments as unnecessary adjustment of the ECU settings will only add
problems to an otherwise perfect set-up.

Refer to the label on the ECU on for plug locations.

1. Plug burner valve to the 2-pin socket marked as “Gas valve” on ECU (top left).

2. Plug engine fuel valve to adjacent 2-pin socket marked “Fuel valve” (extreme top left), note – this
label is on the side of the ECU.

3. Plug in the receiver throttle signal wire from receiver to the plug marked “Throttle input” (see bottom
right).

4. Plug in the engine rpm sensor to the 3-pin plug marked “RPM sensor” (bottom right).

5. Plug in the engine temperature probe to the 3-pin plug marked “Thermocouple” (bottom right).

6. Plug in the glow/starter cable from the engine, using extension if fitted, (see top right).

7. Plug in the battery/pump cable (top left). Leave the battery end unconnected at this stage.

8. Plug in the data terminal (bottom left). A standard servo type extension cable can be fitted to the
model to allow convenient access, if required.

Wren 80i Internal Kerostart 80N TurboJet Engine Page 16

Setting the ECU to your radio

Plug the display into the ECU. If you have a transmitter with digital trims you can simulate the trim up/down
function using the “Throttle Cut” switch, which is usually a function switched through a switch mounted on the
transmitter. Consult your radio manual for this function. Setting the ECU using this is done in the same way
except that when trim-up is required you switch the “Throttle Cut” to off, and when trim-down is required, you
switch to “Throttle Cut” on.

For initial testing the digital trims can be used if you don’t want to have to explore the “Throttle Cut” function
just yet! The trim up/down function is used to switch the engine to “ready to start” and “off”, and would not
normally be used to vary the idle rpm.

Turn on the transmitter and receiver. On power-up the screen

should come on and after a few seconds should stabilise to the Trim Low T=020°C
opening screen and should show as right: (If the temp’ probe is RPM 00000 PW 000
not connected it will show as 0°C). “T” = ambient temp’.

There are four buttons on the display. The buttons are:▼, ▲, - and +. To scroll through the different screens
use ▼▲. The buttons - + are used to change the values stored.

Press the Up button (▲) and scroll through the menus until you Info Run
find the one showing: Start Radio

Press the minus (-) button and the screen will change to:
Transmitter
adjust Enter

Press the + button to enter the radio setup screen. You should
Stick Up Trim Up
then see this screen:
(Full power)

On your transmitter, place the throttle stick and trim to maximum and
press the + button to set the value into the ECU. (The starter may cut
in – this is normal).

The screen will now

Stick Down
change to:
Trim Down (Stop)

Move the throttle trim down (or switch the “engine cut” switch to on)
and throttle stick back to zero and again press the + button.

The display will now Stick Down

change to:
Trim Up (Idle)

Wren 80i Internal Kerostart 80N TurboJet Engine Page 17

 Leaving the throttle stick in the minimum position, raise the throttle
trim to the max position or switch “Engine Cut” switch to off, and again
press the + button.

The display should Thrust curve:

then show:
LINEAR

Lower trim to zero. Now switch off the receiver.

Turn the receiver on again, if you have done all the steps correctly the opening screen will show “Trim Low” and
if you raise your trim to full it should change to “Ready” and a blue led will light on the ECU. If not, you may
need to reverse the throttle channel on your transmitter and repeat the radio setup – see below.

Checking Radio Setup:

To check the radio setup from the “Ready” screen, use the “▲”
Pulse=1002µs 00%
button to access the first screen (see right). You can see at top
the received radio signal and to the right, the stick position Vb= 0.0V V.6.10W
indicator.

With the stick and trim down (or throttle cut set to engine off) the reading should be exactly 0%. (If it reads
100% with stick and trim down, the servo output needs reversing in the transmitter, then redo the transmitter
setup and re-check).

At trim up (or throttle cut set to engine on) the reading should be approx. 12-20%.

At full throttle the reading should show exactly 100%.

This completes your radio set-up. It should only need doing again if the radio settings are changed or
installation moved to another radio but it is worth rechecking using the above procedure periodically.

Once your engine is properly installed and the remainder of the helicopter mechanics are assembled, you can
prepare to run the engine.

Priming the fuel system - new installation

Charge and connect the LiPo battery, turn on fuel if there is a shutoff tap somewhere in your system
(recommended in pressure line ONLY).

Ensure stick and trim are at zero. Go into “INFO” menu and go down the entries until you get to “test”
functions. Find “Test/Prime Pump”. Press “On” button to turn on fuel pump and watch fuel travel along from the
tank to the engine. Press “Off” to stop. Make sure that fuel is advancing along the clear fuel line.

Go further down “INFO” menu to “Prime Burner On Off”. Press “On” button and watch fuel travel to burner,
then press “Off” to stop. Do not prime longer as you risk pouring fuel into the engine which will cause a flaming
start. Small bubbles in the pipes at this stage will not prevent a start but may delay it. Make sure that the fuel
is advancing along the green burner line

Wren 80i Internal Kerostart 80N TurboJet Engine Page 18

Failsafe function

The ECU contains a failsafe function that will stop the engine in the event of loss of radio link or continued radio
interference that masks the normal signal, but will allow the engine to continue to operate in the case of short
glitches. The system works with PCM, PPM and IPD systems.

PPM systems
In case of loss of radio link, corrupted or signal pulses outside the programmed window of operation, for the
first 0.5 secs the ECU will do nothing and keep the engine at its last valid setting. If during this time the radio
link is recovered or signal pulse-width returns to within the programmed window, control is returned.

If after this 0.5secs the signal still is missing or bad, the ECU will command the engine to "idle", and keep it at
idle for a further 1.5secs. After this 1.5secs (total 0.5+1.5secs=2secs) the ECU will command the engine to
shut down.

If the signal returns during this 2s, the ECU will take this signal as good and reset the 2secs timer and engine
control will return.

PCM/IPD systems
The user should program the “failsafe” function of the radio to send a signal lower than the normal “stop” signal
(i.e. if normal “stop” is –100%, then program the failsafe to output –125%).

When the receiver enters into "failsafe" mode, it will issue a signal to the ECU of -125% that is outside the valid
command window, (between STOP (-100%) and Full power (+100%). In this case the ECU will follow same
procedure as described in PPM mode and shutdown the engine after 2s of failsafe. In this event the ECU will
record the cause of shutdown as a “Failsafe” shutdown.

If the failsafe setting is programmed on the TX to the same point as the “STOP” command, the system will act
exactly the same, except that the ECU will record in its memory that the cause of the last shutdown was "User-
Off". This could make it more difficult to troubleshoot an in-flight shutdown.

This system allows the engine to fly through minor interruptions of signal or glitches, thus avoiding the engine
shutting off unnecessarily, while maintaining the safety of automatic shutdown in cases of loss or corruption of
radio link.

IMPORTANT

ALWAYS PROGRAMME THE RECEIVER FAILSAFE TO ENGINE IDLE OR STOP.

NEVER FLY A TURBINE AIRCRAFT WITH THE RECEIVER FAILSAFE SET TO “HOLD” AS IT WILL PREVENT
THE ENGINE FROM BEING SHUT DOWN IN A FAILSAFE SITUATION.

Wren 80i Internal Kerostart 80N TurboJet Engine Page 19

Running your 80i engine

At this point it is assumed the engine and its accessories are properly installed and connected up as described
in the various sections.

If a tailpipe is fitted it is secured in position with the recommended 25-30mm gap between exhaust outlet and
bellmouth.

Once you have completed the priming of the burner and main fuel line you can prepare for an engine run.

1. Prior to initiating the start sequence ensure that:

• All leads and pipes are in the correct position and properly connected.
• The engine is positioned in a suitable place in a well ventilated area, preferably outside and clear of
any likely hazards.
• Your test stand or aircraft are FIRMLY secured.
• A fire extinguisher is in position and easily to hand.
• All onlookers are briefed about the requirement for minimum safe distances and indicate the correct
place to stand – including yourself.
• The danger area is clear before making an engine start.

2. Turn on transmitter and receiver.

3. Plug in display - screen shows “Trim Low”

4. To initiate the start, raise trim to full, (LED in ECU lights and screen shows “Ready”). Place stick to full and
back down quickly. (Holding the stick at full will spin engine at full power)

(To initiate start without spinning engine raise trim to full, raise stick half way and back down.)

5. The starter will spin the engine briefly and then power igniter (screen shows “Glow Test” then “Burner
On”).

6. Igniter will heat and, after some seconds, the starter will spin the engine slowly and the pump will turn on
slowly with the igniter valve ticking.

7. You should hear a pop as combustion starts in engine and see a temperature rise on the display. (Screen
shows “Preheat”)

8. After some seconds the engine speed will increase and the valve pulsing will begin to switch over to the
main fuel manifold and the engine will accelerate towards idle. (Screen shows “Switchover” then “Fuel
Ramp”)

9. During the acceleration, the burner turns off at 16,000 RPM.

10. Starter motor turns off as engine passes 30,000 RPM.

11. Engine arrives at 50,000 RPM idle, (screen shows “Running”).

12. You now have control of engine via throttle stick.

The start can be terminated at any time by lowering stick and trim to zero. The throttle stick can
then be used in short bursts to switch the starter in order to clear and cool the engine.

Wren 80i Internal Kerostart 80N TurboJet Engine Page 20

Shutting down

When you are ready to shut down, throttle to around 60,000 RPM for about five seconds and lower the stick
and trim to zero to stop the engine. As the engine comes to a stop the starter will kick in to spin the engine
gently for the cool-down cycle until the engine has cooled to 100°C.

Wait until the cool down is completed. The receiver and transmitter can now be turned off.

If this is the last run for a while or of the day, disconnect the ECU battery.

NEVER recharge the battery whilst still connected to the ECU or installed in the
airframe. LiPo batteries are a great power source but there is a risk of fire and damage to your
model if there is a charging problem.

Care and Maintenance

The engine, like most mechanical machines will appreciate being kept clean and dry. Keep the intake clear
from ingress of grass, fluff and all the other small bits the engine will ‘find’ from around itself while running.
The engine has no consumable parts in the accepted sense of the word; however the rotor bearings will
eventually wear and become noisy indicating replacement is becoming due.

We recommend a service interval of 50 hrs, bearing noise is the indicator of bearing health so always listen to
the engine on cooling down after a run to see if it still sounds sweet. If it’s still quiet it’s happy. The bearing
manufacturers specify 10,000hrs life for a bearing but that’s only while it’s still in the packet!

Be careful to ensure your ECU battery is kept well charged in order that the engine is always started briskly and
properly cooled down after a run. After flying is completed for the day, disconnect the ECU battery from the
ECU. Failing to do this may cause the battery to discharge beyond the level to which it can be recovered. If
this occurs the only option is a replacement battery. Warranty will not cover a deep discharged battery.

General check-points:
Ensure that the ECU battery has sufficient charge before flying. Note the amount of charge required after a
flight/run to recharge the battery and take this away from the battery capacity. For example, if a previously
fully charged battery requires 400mAh to recharge after a single flight and the battery’s capacity is 1800mAh,
this would indicate it should be safe to make a second and possibly a third flight but then the battery would
require recharging (since 1800-400 = 1400). Always remove batteries from the aeroplane to recharge.

Always aim to leave at least 700mAh reserve. If in doubt, charge before each flight. LiPos do not mind this
and it will not harm their capacity. If don’t want to charge at the flying field then fit a larger capacity battery or
get a second battery which you can swap in after flight(s).

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

The igniter and starter wires are deliberately twisted tightly together to minimise stray
interference. Do not straighten them out in the belief this will neaten your installation.

Wren 80i Internal Kerostart 80N TurboJet Engine Page 21

Do not fly with the display unit attached to the ECU as this is a potential source of interference.

Only prime the fuel system once. If the lines are still full there is no need to repeat this.

If this is your first turbine, we recommend you set-up and confirm the operation of your Auto-start installation
on the test-stand, before installing into your model.

The ECU is pre-programmed to suit the Wren 80i engine. The settings have been found suitable for most Wren
80i installations. The only adjustment to running you may wish to employ is to change the
acceleration/deceleration rate to allow for hot conditions where the acceleration may not be as smooth as
before. This setting is held in the RUN menu.

Exhaust temperature
At all times the temperature should remain well below the value set in the main menu. If the engine goes over
this value the ECU will reduce the fuel pump power until the overheat has passed. It is quite normal to have
very short term high temperature spikes of a couple of seconds, but longer than this can result in overheating
of the engine and the ECU may shut the engine down. In this case the cause should be investigated.

Basic ECU settings:

There are several layers of ECU settings that are accessible to the user. All have been pre-set at Wren to
values or settings that are appropriate for correct operation of your individual engine during several test runs
after construction. There follows a rundown of each setting with its default value.

Do not alter any of the ECU’s parameters unless instructed to do so by a member or Wren staff.

Wren 80i ECU default values and adjusted settings:

Parameter: Default value:

Pump start point 024

Pump start ramp 004
Glow power 6.5v
Low battery volts 6.0v
Starter power at ignition 065
Starter power at fuel ramp 070
RPM point 100% starter power 26,000
RPM starter off 30,000
RPM reconnect starter 26,000
RPM Ignition kero 6,000
Pump power ignition kero 030
Engine min flow % 30
EGT end preheat °C 200
RPM preheat kero 9,000
RPM fuel ramp kero 22,000
Preheat fuel 40
Ignition timeout secs 25.5

Wren 80i Internal Kerostart 80N TurboJet Engine Page 22

Kerosene Igniter System

The kerosene burner has been carefully set up to start easily and reliably. Please do not change
ANY of the settings unless there is a very good reason for doing so. If a friend has a similar
engine DO NOT copy their settings in the belief it will make your starts better/faster/easier. More
likely it will result in you failing to get a start of any kind.

How it works in detail:

The amount of fuel used for the kero burner is very small so the solenoid valve supplying the burner switches
on and off rapidly to regulate the flow from the fuel pump. The longer the valve stays open the more fuel is
able to pass and this is how the ECU controls the flow.

The setting for this is important as with too little flow there will only be a small flame, but too much and the
element may be cooled so much the fuel fails to ignite into flame. Also, if the engine is spinning too fast while
the small flame is going it may blow the flame out so RPM must be carefully controlled.
This stage is called Ignition.

Once the ECU has seen enough temperature rise from the small burner flame it will begin pulsing the main fuel
valve to the combustion chamber in addition to the burner - a very small amount initially so as to establish
combustion properly.
This stage is called Preheat.

Once the ECU has seen enough temperature rise it will gradually increase the starter speed and main fuel valve
opening time to increase the fuel flow to the main fuel manifold.
This stage is called Switchover.

At switchover the fuel pump is increasing RPM and continues increasing as the engines accelerates up to the
point where the fuel valve is 100% open. At this point the burner is turned off. The fuel pump and starter
power keeps rising until the starter is no longer needed and continues until the engine reaches idle.
This stage is called Fuelramp.

What to do if you have ignition problems

In the unlikely event that you encounter kerosene ignition problems it is a simple job to fine tune the settings
in the ECU in order to correct for small variations due to, for example, the fuel pump having been replaced.

The burner will not start up:

Repeat the start procedure a second or third time to be sure that the fuel has reached the burner. If
the burner still fails to ignite it’s possible the element has failed and needs replacing. (see details on
page 13).

The engine stops when it reaches Switchover:

Increase the “Pump Start Point” by 2 points and, after leaving the engine to cool for 10 minutes,
retry the start. Repeat this as necessary until the engine will proceed onto the Fuelramp stage.
Then increase the value by an additional 1 point in order to be sure that it is high enough to start
reliably under all conditions.

The engine starts making flame when it finishes Switchover:

Reduce the “Pump Start Point” by 3 points and, after leaving the engine to cool for 10 minutes, retry
the start. Repeat this if necessary until the engine will start without excessive flaming.

Wren 80i Internal Kerostart 80N TurboJet Engine Page 23

Problem Checklist.
If something does not quite work how it should, work through the following checklist to isolate the fault and
provide a cure or help identify the appropriate action as required:
Symptom
No reading on ECU display
unit
(ecu battery should be
plugged in)
Temperature reading
incorrect or “0”
No RPM indicated when
engine is spun
Burner will not ignite fuel
Weak burner flame
Fuel pump not running
No or little temp’ rise on
burner ignition
Pump runs but no fuel
delivered
No or little RPM increase as
fuel enters
Wren 80i Internal Kerostart 80N TurboJet Engine
Problem Action
RX not switched on or RX battery
Verify connection and charge if
discharged or plugged in wrong way
necessary
round
Ensure that display is connected and
Display not connected properly that the plug is in the correct
orientation.
Display malfunction Contact Wren
ECU problem Contact Wren
Thermocouple not connected or not Ensure connector fully and correctly
properly connected inserted into ECU
ECU problem Contact Wren
Thermocouple failure Contact Wren
Ensure connector fully and correctly
RPM sensor plug inserted incorrectly
inserted into ECU
Contact Wren and remove source of
RPM sensor lead broken/chafed
chafing
RPM sensor malfunction Contact Wren
ECU problem Contact Wren
Increase burner volts by 0.2v up to a
Burner element voltage too low
maximum of 7v
Poor glow at element Check for carbon buildup
Blown element Send engine for service replacement
Fuel flow too high Reduce Pump Power Ignition Kero
No fuel at element Check burner valve operation
Pump start point too high Reduce Pump Power Ignition Kero
Increase Pump Power Ignition Kero by
Fuel flow at burner too low
2 points
Pump not connected Check wiring (see page 16)
Pump jammed with foreign object Unblock using method on page 12
Increase Pump Power Ignition Kero by
Insufficient burner fuel supply
2 points
Temp’ probe not inserted into exhaust
Insert 6-8mm
cone
Check clunk for blockage. Ensure fuel
Fuel not reaching tank pick-up
like is not kinked
Pump fault Contact Dealer
Fuel solenoid not opening Check wiring to ECU
Insufficient revs on starter motor Engine part rubbing – contact Wren
Clutch slipping Replace O-ring
Air in fuel line Air will disappear after several seconds
Page 24
Symptom Problem Action
Trim down/shut off fuel immediately
Remove fuel solenoid plug and start
Residual fuel in engine burner-only or tip engine forwards (see
page 8) to clear
Excessive flaming during fuel
There was air in fuel system Restart
ramp
Insufficient revs on starter Check if slipping occurring and fix
Starter motor burnt out/inoperative Dealer replacement
Fuel pump has loosened off from initial
Lower “Pump Start Point”
setting
ECU settings incorrect Contact Wren
Engine overshoots idle
Normal until ECU settles down
Air in fuel line causes late but rapid
ECU will correct itself and settle down
start-up
“Overtemp’” is detected by ECU and
shutdown if temp’ has run over 800’C Cool off, reduce pump start point by 3
due to long hot start, low start battery points, and restart
or air in fuel line.
Engine slows or is stopped
Interference to RPM pickup by
during start
Wild RPM reading electromagnetic device sited too
close, find and move.
Retry when engine has cooled.
Engine has jammed
Contact Wren if problem remains.

Battery voltage fading during start Recharge battery

Check tank system for air leaks/fuel

Air in fuel line
flow problem
Fuel valve not holding open Check / replace
Engine slows or stops during
Stick may not have been fully
acceleration Check TX setup
positioned on setup
Tank vent blocked preventing fuel
Unblock
being supplied
Closing fuel valve Replace
Engine slows in flight
Inline fuel filter or fuel pipe blocked Unblock
Low fuel Refuel
Check tank system for leaks or
Air in fuel system
blockages
Bad connection at pump, pump battery
Check and solve
or ECU
Engine stops in flight
RPM or temp’ sensor faulty or bad
Check and solve
connections

RX interference causing ECU shutdown Find interference source and solve

Excessive/unusual noise or Engine out of balance due to foreign

Contact / Return to dealer
vibration object ingestion/malfunction

We welcome feedback on this product or this set of operating instructions. Please let us know if you have any
problems but check they are not already covered by the manual and/or checklist above.

Wren Turbines Ltd

06/2014

Wren 80i Internal Kerostart 80N TurboJet Engine Page 25