At 02:36 28 January 2015, wrote:

Something to think about with the jet engine is an uncontained
engine
failu=
re (happens rarely in the airline world but it does happen and what
kind
of=
engine fire protection is available for a "Hot Start" or engine fire
(anot=
her rare occurrence but does happen) So if there is an engine fire
protect=
ion systems AND some kind of shield for the pilot if the engine
suffered
so=
me kind of rpm exceedence then I would seriously consider the jet


There is an EASA document titled "Special Condition on Small Jet
engine for Sailplane Applicable to Sailplanes Category" which gives
the design and certification criteria for turbines for gliders and which
discusses rotor containment. All the glider turbines have to comply
to be certified and I know that M&D who make the JS1 jet had to
put their engine through 1500 start and power cycles with a cracked
blade as part of the certification tests. That issue doesn't worry me
at all.

http://www.easa.europa.eu/system/fil...tion-docs-crd-
Special-Condition-small-jet-engine-for-sailplane-final.pdf

As for the fire risk, there isn't a lot of point in having a fire wall in
the JS1 engine bay when the turbine can only be run when it is fully
extended with the engine bay doors shut.

There is comprehensive emergency procedure advice in the jet
manual including about engine fires - how to recognise them and
how to manage them. The bottom line is close the fuel valve and
wait until the engine stops, then switch the engine off and wait until
it cools down.

As a European owner I am far more concerned about when the
turbine is going to get EASA certification so that I can get it installed
rather than hazards after it is installed.

John Galloway