I'm loving these videos. You are so direct in your explanations and very effectively present the components and techniques while adding just the right amount of background information as well as interesting facts, it's brilliant. P.S. It's nice seeing shop kitty again.
Another awesome and informative video! I know you put a lot of work into these videos and I just wanted to let you know that your hard work is highly appreciated.
Who told you that? These blocks are made of amorphous carbon. They can be damaged physically by abrasion or impact, but are basically immune to contamination of any kind. At least what the RR manual says. They work in a violent and inhospitable environment, and are designed to function no matter how dirty or oily they may get. When refinishing them, I wear rubber gloves to keep the carbon dust off my hands.
The "matrix" looks to be fine enough to keep out not just fingers and dropped parts, but also nesting animals like bees. It would work for little birds and mice, too. The Maddex / S&S thing bugged me in the past, but I figured that maybe one did turbine services and the other bought and sold turbines, and maybe they shared shop space or a test cell. I didn't notice the tuque, and never knew you were president of anything!
Sounds like a good idea, but the RR manual specifies dry assembly. When you decide to change a manufacturers procedure, you take responsibilty for the result.
@mobius1aic Not trying to be braggy, but we do specialized work, and we have customers from all over the world. It takes very little extra to ship to FSJ from Edmonton or Vancouver when the engine is coming from, say, Australia, or Holland, or the UK, Ecuador... or maybe New Guinea. Heck, we even have a customer or two in The wilds of California !! We are here because our founder grew up in this area... and none of us like big-city traffic!
if anyone is interested, "British Standard" fasteners are Joe Whitworths. An amazing man, who did much to standardise tolerances and threads. Why not read about him here? en.m.wikipedia.org/wiki/British_Standard_Whitworth
Alan Passat hello, but my original tool box, I had4 Whitworth spinners, having come from a British Crown Colony, my screwdrivers, were TURNER, of AUSTRALIA, ADJUSTABLE WRENCHES, WERE DOWIDAT, from GERMANY, refrigeration specialty tool set in a metal box for servicing valves , was from ENGLAND, BRITTOOL but FLARING TOOLS ETC were from USA IMPERIAL , THEY were stolen so it I ever saw them,,again I would know them by marks made bu me + the brands . Cheers 🏴🇬🇧🇺🇸
No computers on our old engines. All the sensors and actuator are part of a hydromechanical control system. Newer engines and the ones flying today have an ECU, but because its aviation, it's called a FADEC, Full Authority Digital Engine Control. The FA part means there is no manual override.
In the video, the chamfer looks like it's still there on the new piston, but facing the center of it rather than the outside. Is that so, or is it just a trick of the camera?
I read in the engineers course notes for the Avon 520 that the bleed valve actuator is operated by high pressure fuel, not hydraulic oil. Fuel is also used to operate the intake guide vane rams. But if this engine uses natural gas as fuel and not jet fuel, that can't be true, right? "The air intake guide vanes are operated by a hydraulic ram which uses high pressure fuel as a working medium, from 35° (closed) to -10° (open)" and "Each bleed valve is operated by a differential area piston attached to the valve carrier plate. The small area side of the piston is always subjected to high pressure fuel. The large area side of the piston is subjected to low pressure fuel when the valve is open. To close the valves high pressure fuel is directed to the large area side by a Bleed Valve Control Unit. The greater high pressure force displaces the piston and closes the valve."
@xxJohn1977xx The Avon bleed valve is an unusual sliding design, and most, if not all modern engines use a simpler poppet style.These valves are under control of the engine management system, not the pilot. Usually, there are other ports on the compressor which are always open, which are connected via ducts in the airframe, to valves that can be controlled by the crew. The air in these ducts is used for starting, cabin pressurization, or other things depending the setting of the valves.
Good eye. The new piston acts to scrape dirt away from the cylinder wall. The old piston tended to trap dirt between itself and the cylinder wall, leading to jamming of the mechanism.
its amazing what the airlines use bleed air for. Connected to the 5th and 8th stage compressor stages and of course a bleed to starter air flow,leading edges of the wings, cowling de-ice. Lots of connections to that bleed air
I believe the bleed air you're thinking of is different. The valve shown in this video valve releases bleed air into the surrounding airflow for the purposes of stabilizing pressure inside the compressor during throttle changes to prevent compressor stall. The air released by this valve is not put to any other use. The bleed air you're referring to is continuously extracted from different sections of the compressor for the purpose of pressurizing the cabin, de-ice, door seals, engine start, etc. On the Gulfstream GIV that I fly (Rolls Royce Tay engines) service bleed air is taken from the 7th stage of the compressor under normal circumstances but when demand is high or available bleed air is low (as when power setting is low) a second, 12th stage valve opens to supply the required airflow. As an interesting side note, the Rolls-Royce Tay 611-8 engines on the GIV produce so much bleed air that it is REQUIRED to be extracting bleed air from the engines above 41,000 feet else flame out might occur! Other, smaller jet engines don't have this issue but they produce so little bleed air, that when extra bleed air is required (i.e, to de-ice the aircraft in icing conditions), a significant amount of engine power is lost!
@@timsfun6653 i just wanted to ask, when you say that the engine will flame out at cruise if air is not bled, is that an intended thing since that'd mean the engine efficiency is less affected at cruise even with max bleed demand?
@@user-mf2gr3cz6e Yes that is as designed into the engine. I don't know too much about the details but my understanding is that the compressor stage makes an excess of bleed air during normal high power operations so that enough bleed air is available during lower power operations. If this excess air pressure isn't bled off up high where the atmosphere is thin the extra pressure in the compressor can cause the air to attempt to push forwards through the engine (the wrong direction). This would cause a compressor stall. Could be a little bit off on the details of this but the general idea is correct. The G-IV operating manual requires both bleed air valves to be open and both AC packs to be on whenever operating at or above 41,000 feet. If an AC pack should fail we are required to turn on the engine cowl anti-ice system to help bleed enough air pressure from the engines. Hope this helps.
@xxJohn1977xx Ever notice how the air conditioning doesn't work when the plane is idling on the ground, but gets going once the engines are making power? The compressor needs to be turning at sufficient rpm to make enough air pressure for the system to start working. Aircraft are full of air handling ductwork going just about everywhere inside the wings and fuselage. All very high quality, stainless steel, and very expensive...
Hey Jay, thanks for these videos! This "lesson" in particular made me wonder about something. All those devices that work on the engine (compressor bleed valve for example, but also other things such as fuel nozzles, oil system etc. etc.)... How are they controlled? I mean, I know about EGT thermocouples, fuel flow sensors, oil pressure sensors and so on: do these systems act under the control of some sort of computer? Something like the ECU we find in every car nowadays! Thank you for your time
Older jet engines will have a hydromechanical fuel control unit that is the equivalent of a carburetor only 1000x more complicated, new ones may have fcu and a computer or only a computer
Aircraft parts seem so overly complicated to me. I understand the mission-critical nature of their tasks, but the Rube Goldberg-ish level of complication creates its own problems (and cost!). So many CNC parts and fasteners. For example, couldn't a nylon or teflon aligning piston do the same thing *and* be more reliable? Graphite shutters?! They probably originally spec'ed diamonds but cost cutting got in the way:) Keep posting these awesome videos! You've got the best channel on TH-cam!
Why is that grating ("matrix") necessary? So that no objects can be dropped by accident into the engine through the valve? Ah, you wonder the same at 15:40 and reach the same conclusion. And now when I look into a document called "Rolls-Royce Avon 520 Series Engineers Course Notes" I bought some days ago, it says "A matrix over the plate prevents the ingress of foreign matter while, under the plate, a light alloy carrier supporting six carbon pads, controls the airflow."
Mr jay I found something interesting. In the j85 manual it sees a connection of the t2 aspirator of the fuel , with the anti icing of the inlet of the engine. All connected with the anti icing valve of the inlet and sensing line to the fuel flowccontrol. I can send it if you want. So bleed air to the anti icing valve and air from fuel aspirator. What heats up? In my photocopy I don't have different colors. If read thanks for your time.
Is there any relationship between the movement of the variable stators and the bleeding valve ? Not necessarily a mechanical connection, but a synchronized movement between them ? I heard variable stators are also meant to avoid stall when rpm and inlet temperature change . Thank you
Since there is so much high pressure air going through the valve and the matrix looks to be quite fine, I am wondering what the matrix is made of and why it is black in color?
I read some pilot instruction of the J35 draken (Dragon) and in one part it meantioned not to pull full throttle fast, because it could lead to a compressor stall. As i pilot, you would hear the engine changing it´s sound. What whould happen to the engine?
AgentJayZ.... can you explain a little bit more how several techniques to avoid surge in the compressor work. Airbleed - VIGV's ....etc.....and how this move inside the compressor map. I have taken a small review of the airbleed ...and as far i can see , if we remove air from the compressor at a fixed RPM , our operation point will move to SURGE.... so ...im a little bit confused... i hope you can provide some information. Thank you.
Great video. New to all of this, but very interested in anything Rolls Royce related. What model Avon was this on and what type of aircraft would have this engine? Thanks again!
SHOP KITTY :3 Apparently he/she likes air bleed valves :D What would be pretty sweet, is if you did a few vids on the Rolls Royce Pegasus, but I don't see any practical reason why a Pegasus would ever come through the shop you guys run. But it would be cool.
HI Jay , Thank you for this video. I have query , The sleeve appears to be a steel component that slides inside the bearing housing, which seems to be made of aluminum bronze. Is there a chance of bearing housing failure during operation due to the dissimilar materials? And also between split bush and sleeve.
You gave no time stamp, but the piston is steel, and it slides inside a brass sleeve. There is some wear on the sleeve, and it is checked for at each overhaul. Aviation Avons are well maintained, so the only cases of "sticking" I know about are on industrial Avons, and it's more commonly caused by dirt buildup inside the sleeve.
The stabilizing valve at 3:10, is that included because the air flow through the Compressor bleed valve is turbulent at the edges of the rectangular openings and the whole moving structure could oscillate at some point? Hence the stabilization valve is a damper( shock absorber) to these oscillation I guess. It is rather scaring to know how much those carbon sliders cost, as I am not in the aircraft maintenance profession. Great detail, thank you,
Carmel Pule' It's not a shock absorber. It just keeps everything in line by being the second of two supports. If the sliding grate was only positioned by one end, it would likely bend the actuator rod.
Hi Jay, I know I am watching an older valve but in doing so it got me thinking. I am wondering when jet engines go from flight engines to industrial engines you do away with a lot of extra like wing deicing and cabin bleed as well as many others. My question is by eliminating all this bleed air and exhaust air before the power turbine, does this in turn increase the available power (energy) of the engine? Would the compressor give more pressure since none or less is being removed out of the path for other uses? Thanks Jay
+hommie789 Yes, all those aircraft uses for air are deleted, and it does increase engine efficiency. This video is about a starting bleed valve, and it is retained for industrial use. Also, many industrial engines retain the anti-ice capability, which remains switched off when not required.
Yes I understand about this video and you also did another video about all the different bleed air, and the two together had me thinking about more air, more compression and more power. So the rated HP you talk about when you doing an engine is that for industrial applications or flight aircraft applications? Also do you know approximately how much more HP you get by removing all that extra air loss? Thank you for your really fast reply last time, no need to go out of your way, when you get a chance is fine, you have a life long fan here.
Also did a Google Earth search to see were you guys are, I had no idea Ft. St. John was so far north. I figured you all would be further south, much closer to Vancouver. What keeps you guys in business up there? Not trying to pry or be negative, just wondering. I've always found the dissemination of Canada's population an interesting subject, especially in the northern reaches, where you would think no body would live.
Sorry my "guess" wasn't up to your standards, the last turbines I dealt with were triple expansion geared steam turbines fed by 600 psi Babcock and Wilcox boilers plants. The aircraft engines belonged to a different department.
how blocked in opened position surge valve affects the EGT? EGT rise, drop or stay without any change? in my oppinion it will rise but i can't clearly explain why. Please help
Hello! i have a question. I suppose that when the pilot turn on the valve from the cockpit with the switches, the valve drive is electrical. i´m right?
when working wh the carbon pads its best to wear latex or nitrile glove because oils and such on peoples fingesr and hands will cause the pads to deteriorate
"..Im the president and owner.." In another video that was about the startcart you couldnt start it since you needed permission? I thought you was the one who approved such thing, but its just not that easy i guess.
I am always blown away by the amount of design and engineering that goes into every singl component in these engines. ",,,this is a very good thing !"
The level of detail is really impressive, I learn a lot about mechanical work in general from your videos.
I'm loving these videos. You are so direct in your explanations and very effectively present the components and techniques while adding just the right amount of background information as well as interesting facts, it's brilliant.
P.S. It's nice seeing shop kitty again.
"Like a heavy duty Ritz cracker." Haha, what a great description. Thanks for yet another great video AgentJayZ, very entertaining!
Another awesome and informative video! I know you put a lot of work into these videos and I just wanted to let you know that your hard work is highly appreciated.
Who told you that? These blocks are made of amorphous carbon. They can be damaged physically by abrasion or impact, but are basically immune to contamination of any kind.
At least what the RR manual says.
They work in a violent and inhospitable environment, and are designed to function no matter how dirty or oily they may get.
When refinishing them, I wear rubber gloves to keep the carbon dust off my hands.
The "matrix" looks to be fine enough to keep out not just fingers and dropped parts, but also nesting animals like bees. It would work for little birds and mice, too.
The Maddex / S&S thing bugged me in the past, but I figured that maybe one did turbine services and the other bought and sold turbines, and maybe they shared shop space or a test cell. I didn't notice the tuque, and never knew you were president of anything!
Sounds like a good idea, but the RR manual specifies dry assembly. When you decide to change a manufacturers procedure, you take responsibilty for the result.
@mobius1aic Not trying to be braggy, but we do specialized work, and we have customers from all over the world. It takes very little extra to ship to FSJ from Edmonton or Vancouver when the engine is coming from, say, Australia, or Holland, or the UK, Ecuador... or maybe New Guinea. Heck, we even have a customer or two in The wilds of California !!
We are here because our founder grew up in this area... and none of us like big-city traffic!
if anyone is interested, "British Standard" fasteners are Joe Whitworths. An amazing man, who did much to standardise tolerances and threads. Why not read about him here? en.m.wikipedia.org/wiki/British_Standard_Whitworth
Alan Passat hello, but my original tool box, I had4 Whitworth spinners, having come from a British Crown Colony, my screwdrivers, were TURNER, of AUSTRALIA, ADJUSTABLE WRENCHES, WERE DOWIDAT, from GERMANY, refrigeration specialty tool set in a metal box for servicing valves , was from ENGLAND, BRITTOOL but FLARING TOOLS ETC were from USA IMPERIAL , THEY were stolen so it I ever saw them,,again I would know them by marks made bu me + the brands . Cheers 🏴🇬🇧🇺🇸
Excellent level of detail. Keep up the good work. Cheers.
Very Interesting ! - Never saw before how a Bleed - Valve of a Jet - engine looks :)
@mobius1aic So far I've made a video on every type of engine we've had come through... and I'll try to keep that up !
Great show!
Thanks again for another awesome lesson! Very interesting particular!
And cute shop kitty ;-)
Thanks for the videos very cool to see this stuff :)
You are a good man, with patience giving us detailed knowledge of jet engines... God Bless You @AgentJayZ
@oisiaa Thanks! It's just me working, but it does take longer when trying to work the camera as well :)
No computers on our old engines. All the sensors and actuator are part of a hydromechanical control system.
Newer engines and the ones flying today have an ECU, but because its aviation, it's called a FADEC, Full Authority Digital Engine Control. The FA part means there is no manual override.
Start cart is owned by S&S, and that video was made before I started Jet City...
In the video, the chamfer looks like it's still there on the new piston, but facing the center of it rather than the outside. Is that so, or is it just a trick of the camera?
I read in the engineers course notes for the Avon 520 that the bleed valve actuator is operated by high pressure fuel, not hydraulic oil. Fuel is also used to operate the intake guide vane rams. But if this engine uses natural gas as fuel and not jet fuel, that can't be true, right?
"The air intake guide vanes are operated by a hydraulic ram which uses high pressure fuel as a working medium, from 35° (closed) to -10° (open)"
and
"Each bleed valve is operated by a differential area piston attached to the valve carrier plate. The small area side of the piston is always subjected to high pressure fuel. The large area side of the piston is subjected to low pressure fuel when the valve is open. To close the valves high pressure fuel is directed to the large area side by a Bleed Valve Control Unit. The greater high pressure force displaces the piston and closes the valve."
we sell crush washers at B&F fastener supply but I never really knew what they were used for before this video - Cool! thanks!!
@xxJohn1977xx The Avon bleed valve is an unusual sliding design, and most, if not all modern engines use a simpler poppet style.These valves are under control of the engine management system, not the pilot.
Usually, there are other ports on the compressor which are always open, which are connected via ducts in the airframe, to valves that can be controlled by the crew. The air in these ducts is used for starting, cabin pressurization, or other things depending the setting of the valves.
Good eye. The new piston acts to scrape dirt away from the cylinder wall. The old piston tended to trap dirt between itself and the cylinder wall, leading to jamming of the mechanism.
its amazing what the airlines use bleed air for. Connected to the 5th and 8th stage compressor stages and of course a bleed to starter air flow,leading edges of the wings, cowling de-ice. Lots of connections to that bleed air
I believe the bleed air you're thinking of is different. The valve shown in this video valve releases bleed air into the surrounding airflow for the purposes of stabilizing pressure inside the compressor during throttle changes to prevent compressor stall. The air released by this valve is not put to any other use. The bleed air you're referring to is continuously extracted from different sections of the compressor for the purpose of pressurizing the cabin, de-ice, door seals, engine start, etc. On the Gulfstream GIV that I fly (Rolls Royce Tay engines) service bleed air is taken from the 7th stage of the compressor under normal circumstances but when demand is high or available bleed air is low (as when power setting is low) a second, 12th stage valve opens to supply the required airflow. As an interesting side note, the Rolls-Royce Tay 611-8 engines on the GIV produce so much bleed air that it is REQUIRED to be extracting bleed air from the engines above 41,000 feet else flame out might occur! Other, smaller jet engines don't have this issue but they produce so little bleed air, that when extra bleed air is required (i.e, to de-ice the aircraft in icing conditions), a significant amount of engine power is lost!
@@timsfun6653 i just wanted to ask, when you say that the engine will flame out at cruise if air is not bled, is that an intended thing since that'd mean the engine efficiency is less affected at cruise even with max bleed demand?
@@user-mf2gr3cz6e Yes that is as designed into the engine. I don't know too much about the details but my understanding is that the compressor stage makes an excess of bleed air during normal high power operations so that enough bleed air is available during lower power operations. If this excess air pressure isn't bled off up high where the atmosphere is thin the extra pressure in the compressor can cause the air to attempt to push forwards through the engine (the wrong direction). This would cause a compressor stall. Could be a little bit off on the details of this but the general idea is correct. The G-IV operating manual requires both bleed air valves to be open and both AC packs to be on whenever operating at or above 41,000 feet. If an AC pack should fail we are required to turn on the engine cowl anti-ice system to help bleed enough air pressure from the engines. Hope this helps.
@viewchico I'm sure they'd sell you one. They are easy to find and contact.
@xxJohn1977xx Ever notice how the air conditioning doesn't work when the plane is idling on the ground, but gets going once the engines are making power? The compressor needs to be turning at sufficient rpm to make enough air pressure for the system to start working.
Aircraft are full of air handling ductwork going just about everywhere inside the wings and fuselage. All very high quality, stainless steel, and very expensive...
Cute little kitty in the background at 15:50 ;-)
No really, awesome videos which I'm sure are a lot of hard work to take and edit. Thanks for that!
Hey Jay, thanks for these videos! This "lesson" in particular made me wonder about something. All those devices that work on the engine (compressor bleed valve for example, but also other things such as fuel nozzles, oil system etc. etc.)... How are they controlled? I mean, I know about EGT thermocouples, fuel flow sensors, oil pressure sensors and so on: do these systems act under the control of some sort of computer? Something like the ECU we find in every car nowadays! Thank you for your time
Older jet engines will have a hydromechanical fuel control unit that is the equivalent of a carburetor only 1000x more complicated, new ones may have fcu and a computer or only a computer
What's a proper budget?
15:39 A cat! That implies tens of engine parts get randomly dropped on the floor every day. :-D
Aircraft parts seem so overly complicated to me. I understand the mission-critical nature of their tasks, but the Rube Goldberg-ish level of complication creates its own problems (and cost!). So many CNC parts and fasteners. For example, couldn't a nylon or teflon aligning piston do the same thing *and* be more reliable? Graphite shutters?! They probably originally spec'ed diamonds but cost cutting got in the way:) Keep posting these awesome videos! You've got the best channel on TH-cam!
Why is that grating ("matrix") necessary? So that no objects can be dropped by accident into the engine through the valve? Ah, you wonder the same at 15:40 and reach the same conclusion. And now when I look into a document called "Rolls-Royce Avon 520 Series Engineers Course Notes" I bought some days ago, it says "A matrix over the plate prevents the ingress of foreign matter while, under the plate, a light alloy carrier supporting six carbon pads, controls the airflow."
Good job nice
Mr jay I found something interesting. In the j85 manual it sees a connection of the t2 aspirator of the fuel , with the anti icing of the inlet of the engine. All connected with the anti icing valve of the inlet and sensing line to the fuel flowccontrol. I can send it if you want. So bleed air to the anti icing valve and air from fuel aspirator. What heats up? In my photocopy I don't have different colors. If read thanks for your time.
Do you have a video or explanation for how a compressor bleed valve prevents compressor stall? Thanks!
Is there any relationship between the movement of the variable stators and the bleeding valve ? Not necessarily a mechanical connection, but a synchronized movement between them ? I heard variable stators are also meant to avoid stall when rpm and inlet temperature change . Thank you
Since there is so much high pressure air going through the valve and the matrix looks to be quite fine, I am wondering what the matrix is made of and why it is black in color?
I read some pilot instruction of the J35 draken (Dragon) and in one part it meantioned not to pull full throttle fast, because it could lead to a compressor stall. As i pilot, you would hear the engine changing it´s sound. What whould happen to the engine?
Jay, should we call you 'Sir' now?
Rich.
AgentJayZ.... can you explain a little bit more how several techniques to avoid surge in the compressor work. Airbleed - VIGV's ....etc.....and how this move inside the compressor map.
I have taken a small review of the airbleed ...and as far i can see , if we remove air from the compressor at a fixed RPM , our operation point will move to SURGE.... so ...im a little bit confused... i hope you can provide some information.
Thank you.
Can ultrasonic cleaning with an ammonia-based solvent be used?
Great video. New to all of this, but very interested in anything Rolls Royce related. What model Avon was this on and what type of aircraft would have this engine? Thanks again!
This bleed valve is used on the RR Avon, an engine that no longer is used in aircraft, but is still used for ground running industrial applications.
SHOP KITTY :3 Apparently he/she likes air bleed valves :D
What would be pretty sweet, is if you did a few vids on the Rolls Royce Pegasus, but I don't see any practical reason why a Pegasus would ever come through the shop you guys run. But it would be cool.
I hope you always remember your run-up screens - wouldn't want Shop-Kitty to become FOD!
Are those scratches in the face of the carbon blocks considered superficial or would you have replaced them given the proper budget?
HI Jay , Thank you for this video. I have query , The sleeve appears to be a steel component that slides inside the bearing housing, which seems to be made of aluminum bronze. Is there a chance of bearing housing failure during operation due to the dissimilar materials? And also between split bush and sleeve.
You gave no time stamp, but the piston is steel, and it slides inside a brass sleeve. There is some wear on the sleeve, and it is checked for at each overhaul. Aviation Avons are well maintained, so the only cases of "sticking" I know about are on industrial Avons, and it's more commonly caused by dirt buildup inside the sleeve.
Then it all make sense, thanks.
thx alot for explan
What is compressor stall exactly? What is the effect on the engine?
What About bleed valve ram
The stabilizing valve at 3:10, is that included because the air flow through the Compressor bleed valve is turbulent at the edges of the rectangular openings and the whole moving structure could oscillate at some point? Hence the stabilization valve is a damper( shock absorber) to these oscillation I guess.
It is rather scaring to know how much those carbon sliders cost, as I am not in the aircraft maintenance profession. Great detail, thank you,
Carmel Pule' It's not a shock absorber. It just keeps everything in line by being the second of two supports. If the sliding grate was only positioned by one end, it would likely bend the actuator rod.
I see shop kitty in the background.
"MEOW!"
@Agentjayz. You think if I could buy a trans Canada turbine beanie and hoodie? You know for the support.
Hi Jay, I know I am watching an older valve but in doing so it got me thinking. I am wondering when jet engines go from flight engines to industrial engines you do away with a lot of extra like wing deicing and cabin bleed as well as many others. My question is by eliminating all this bleed air and exhaust air before the power turbine, does this in turn increase the available power (energy) of the engine? Would the compressor give more pressure since none or less is being removed out of the path for other uses?
Thanks Jay
+hommie789 Yes, all those aircraft uses for air are deleted, and it does increase engine efficiency. This video is about a starting bleed valve, and it is retained for industrial use.
Also, many industrial engines retain the anti-ice capability, which remains switched off when not required.
Yes I understand about this video and you also did another video about all the different bleed air, and the two together had me thinking about more air, more compression and more power. So the rated HP you talk about when you doing an engine is that for industrial applications or flight aircraft applications? Also do you know approximately how much more HP you get by removing all that extra air loss?
Thank you for your really fast reply last time, no need to go out of your way, when you get a chance is fine, you have a life long fan here.
How is it possible that the weak carbon blocks can withstand the pressure difference across them when closed?
A magical metal structure called the grid.
... Actually, RR calls the grid an even more magical name: the matrix.
Also did a Google Earth search to see were you guys are, I had no idea Ft. St. John was so far north. I figured you all would be further south, much closer to Vancouver. What keeps you guys in business up there? Not trying to pry or be negative, just wondering. I've always found the dissemination of Canada's population an interesting subject, especially in the northern reaches, where you would think no body would live.
Sorry my "guess" wasn't up to your standards, the last turbines I dealt with were triple expansion geared steam turbines fed by 600 psi Babcock and Wilcox boilers plants. The aircraft engines belonged to a different department.
how blocked in opened position surge valve affects the EGT? EGT rise, drop or stay without any change? in my oppinion it will rise but i can't clearly explain why. Please help
With the bleed valves open past the point where they should close, you would see higher EGT, and your max power would be reduced.
@@AgentJayZ Thank You!
Hello! i have a question. I suppose that when the pilot turn on the valve from the cockpit with the switches, the valve drive is electrical. i´m right?
+Pedro Picon Barriel No. These valves are not controlled from the cockpit.
Another explanation is in my video: Bleed Air.
ok. Thanks!
The darn brits have fancy names for everything lol
much to the satisfaction of shop kitty LOL!!
Do you have a vacant job for a mechanical engineer from Germany?
when working wh the carbon pads its best to wear latex or nitrile glove because oils and such on peoples fingesr and hands will cause the pads to deteriorate
Workshop cat! :3
vERY GOOD, NICE WHITE MECHANIC HELPER, BUT DOESN'T RWIST WRENCES
Very nice, a good mechanic helper, but doesn't twiste wrenches! Thanks!!!
Like
That whole valve seems excessively over-engineered.
I agree! It's a RR thing, since the beginning of the jet age...
Does it make any difference either way to reliability?
"..Im the president and owner.."
In another video that was about the startcart you couldnt start it since you needed permission? I thought you was the one who approved such thing, but its just not that easy i guess.
the split bush, what all the girlies are doing now adays