You said if you were to lose all oil pressure you would immediately power off the turbine in order to preserve the ability to freewheel the rotor and obviously autorotate to a landing. I’m curious if that’s a unique situation to an A Star or most turbine powered helicopters?
@@GRosa250 its all dependent on the engine design and where the freewheel is. Because the Arriel engines have the freewheel unit built into the engine you need to preserve the oil to keep it lubricated and functioning. We tested it in the sim against pilots who had lost all oil pressure and you only have several minutes to get it on the ground if the engine stays running and pumps all the oil out. By shutting down the engine it helps prevent oil from being pumped out and buys you time before the freewheel seizes.
@@PilotTeacher thank you for the explanation. I’m no expert but that doesn’t seem like the best design. It would be like if your car engine locked up then your wheels lock up. Even in a car an automatic transmission will still freewheel and a with a manual you could disengage the clutch or put it in neutral.
@@GRosa250 yep im with you on that one, but they must have it done for a reason. Everything is a compromise in aviation and the reality of a total loss of oil fluid is almost none existent!
That’s cool that the final drive is not connected to the shaft but rather merely spins from hot, high pressure exhaust gasses. Loved learning more about it. 50k rpms down to 30k down to 6k down to a few hundred rpm at the main rotor.
I will probably never be any kind of pilot but have a keen intrest in aircraft and avionics especially helicopters. Thanks for that teaching, I lapped it up like a thristy animal looking for water. Thanks again.
One of my all time favorite aircraft. Quiet, very powerful, great cabin heating/air conditioning with the optional electric a/c unit. Excellent VFR aircraft 👍🇺🇸🦜🦜
Thank you for breaking it down for a layman like myself to understand. The engineering that went into this engine is mind-boggling. The reduction gearbox is incredible. I'm also blown away by the main rotor rpm if I remember correctly around 370rpm! Thanks again and safe flying.
I have my first check ride tomorrow(around 20 hours), and this video was great for covering everything I need to know(for my level) about turbine engines. Thank you
For their size it is amazing how much power they produce. The Arriel engines used on the Astars are a great engine for sure. Be sure to check out the Entire Helicopter Guided Tour video too if you liked this one!
incredible... absolutely a very good faculty, after watching your explanations on the subject, I am really cursing my fate that why I didn't" have a teacher like you.
Hey there! Yes, absolutely clear and easy explanation the powerplant of this helicopter. Antonov's 24 engine Ai-24 is much more complicated. The main difference at fuel control, on my aircraft pilot regulate fuel directly then propeller pitch variate automatically. Have nice day!
Great video. Nice to see people interested in the engines. Would be nice to see the explanation of the injection wheel after the start injectors and ignitors are off. That’s where the Arriel engine is pretty unique. And not to pick but 55-56k rpm is a bit too high for the gas generator speed. 100% is 52,100 on the 1D1 and free turbine 100% is 39,158 that’s reduced down to 6000 output speed.
Just a quick comment. After the compressors, the temperature and pressure are indeed increased. Typically, the axial velocity through the component is maintained and the Mach number goes down as the temperature goes up. So, the velocity of the air is typically not increased.
Cool! Thanks for the info. These engines always blow my mind and the exact engineering behind them is incredible! I was going off the pilot's 'Dumbed down' version training manual!
@@PilotTeacher It's all good, for sure. I have spent too much time "inside" the engine. But, I am an aviation guy at heart. My comment is only intended in the most positive sense. Thanks very much for your videos.
Hi, my fried! What a great explantion about how this beautiful engine works!!! My question is how an internal combustion engine transmits its power to the propellers. I'm trying to find a video, but I can't find it . Thanks for the creat class here! One more follower here!!!
@@fmainieri the gasses move through the Power Turbine causing it to rotate. The turbine shaft is connected to the main gearbox which turns both the main and tail rotors.
Thanks so much for the fascinating video. I’ve long been curious about how turboshaft engines work, but it’s hard to find good info. I’m going to see now what else you have on your channel. Excellent work man!!
The air after the 2nd stage centrifugal does Not speed up, it slows down in the diffuser ducting accomplishing pressure recovery into the combustion camber.
14:00 Pro tip: if you have low frequency wind noise like here, just pass the audio through high-pass filter (e.g. 80 Hz high-pass filter would cut low frequency noise below 80 Hz off). Note that most filters are not hard so they might still leak low frequency through. If you cannot adjust the effect (e.g. -12 dB/octave vs -24 dB/octave), you can just apply the same filter multiple times. If you do that in post production while the audio is in digital format, applying the same high-pass filter shouldn't cause extra noise but just make the filter limit harder.
@@PilotTeacher As long as you don't clip (get to 0 dB for digital systems), software noise filtering can do absolute magic these days. You'll be limited by the noise floor of your audio gear if you have to lower the limit due the wind to avoid clipping. Of course, having a high quality windshield reduces wind noise and you don't need to reduce the mic level so much which results in better noise floor which in turn improves final audio quality.
@@MikkoRantalainen awesome! Thanks for the tips. I went with Rode audio and their wind muffs/deadcats. Looking forward to improving the production quality!
I’m getting ready for the AStar as well. This is way better than the book diagrams. I’ll have to see if you’ve got any other helpful videos. Thanks for putting this together!
Fantastic! Best description of Arriel engines I have heard. Your explanations fit my ears and understanding perfectly! Thanks for doing these videos! Keep up the great work. Perhaps a video on Single vs Dual Hydraulics and how they work? Electrical systems?
Worked on A Stars in the Gulf of Mexico but mainly in Alaska. Very dependable aircraft , yes these engines are great simple and easy to work on . These helicopters are considered third world helicopters, because you can work on them in the middle of nowhere. You can change an engine easy , takes no time at all same with the main transmission. As long as you got something to lift it .
what about helicopters that have two engines? like the twin huey, do they have two power output shafts? and one other thing, in a Chinook, or CH 146, where they have rotors front and back, does the rear arrangement drive the front rotors through gearing? Thank you, enjoyed the video, love helicopters
Each engine drives an output shaft that feeds into a main transmission. This transmission then drives the rotor head/s. You can see the engines and transmissions in these videos: AS355 Twinstar Helicopter: Guided Tour With Engine Start & Fly Away th-cam.com/video/LPYFFRUDxkk/w-d-xo.html Search & Rescue Pilot - Everything You Ever Wanted To Know!! th-cam.com/video/Sn8kj5CbYVg/w-d-xo.html EMS Pilot - Everything You Ever Wanted To Know!! th-cam.com/video/X4V-9AnSzxI/w-d-xo.html Hope these help!
Your explanation of the fuel control unit references the upper and lower linkage but contradicts your telling and showing of the FFCL and Collective inputs from the cockpit.
Tanks for the video, enjoy it, nice explanation and walkthrough. Curious about what power percentage you are using during cruise as you stated it uses about 180 litres an hour. I have read its BSFC, but it is only stated for max power, not cruise power. My understanding is a turbine engine is less efficient at part throttle. Thanks.
Great video & clear explanation! Can you quickly explain where the governor is in relation to the throttle please? Is the governor a piece of hardware?
Ill try and answer it as best I can as our engineers keep us Peasant Pilots well away from their engines! As far as I’m aware on the mechanical fuel control engines the governor is part of the fuel metering system on the engine. It monitors the position of the Collective via a cable and adjusts the fuel to suit. Its all based on air pressure within the engine and rotating fly weights for the governing. On the digitally controlled engines the engine control unit monitors the power turbine speed and main rotor rpm and adjusts the fuel flow to suit to keep the NR dead on! Thats about as basic as I can keep it. I hope that helps! I could be way off but I’m out in the field with no engineers to ask or training manuals to look at!
@@PilotTeacher Thank you very much for that. I was looking for a clear explanation on how low rotor RPM happens and I understood it from your explanation about the relation between engine & rotor RPM. Thank you & fly safe.
Transmission has its own oil stored in its casing. The engine oil is pumped around the engine using an engine driven oil pump. It then drains via gravity and is then returned to the reservoir by scavenge pumps.
very interesting and well explained. Thanks alot. I have a question though. Why isn't there a starter gen and igniter on the other engine. Or is there a link from the right engine to the left?
Great video! You explained these parts really well. Is the power output shaft always connected to main rotor and tail rotor or is there some kind of clutch system to allow engine to run without rotors spinning?
On the Arriel 1D1, there is a free wheel unit mounted to the drive flange of the engine power shaft. The free wheel shaft drives the transmission drifeshaft and runs coaxially through the power shaft of the engine to the rear of the engine where it is connected to the tail rotor driveshaft.
Hy sir how are you explain very well But i have one question that when pilot start the engine the starter can turn the blades also or the blades turn by power turbine lonely?
Great explanation. However, let’s take it from this point. Your turbine is up to speed but your rotor blades are still stationary, how do you engage the rotor blades? Your throttle is on the collective. You are going to use the collective and throttle to raise or lift the copter. What device engages the rotors and keeps them rotating while you are in, what I would call neutral? Thank you, take care and stay healthy.
Hi Vincent! This is a great question. Ill take my camera into work tomorrow and film an explanation for you. Its quite a simple concept but showing you will be even better! Stay tuned!
The other FCU lever below the throttle is called the anticipator. Through the reduction in sensed rpm gain or drop of the free turbine will increase or decrease the gas generator rpm to maintain rotor speed and power requirements of the anticipator set point.
Surprised there's a direct mechanical connection between the collective and the fuel control. I would have expected the engine to be governor-driven (via the fuel control system) to automatically maintain set RPM regardless of collective setting. Interesting.
The fuel control does have a govenor that trys to maintain the rpm around 390 when in flight and it works pretty well. From what I understand the governor is set by the fuel control lever that is used to start the engine and then is never touched in flight unless you have a governor failure/malfunction. Then the power is adjusted by the collective as I move it up and down. The new H125 has a full digital engine control system with an automatic backup governor system.
@@PilotTeacher Mechanical "CORRELATOR" does the majority of the compensation for RPM droop..why it sometimes is calendar "droop compensator"🤣👍..the power turbine RPM/governor response fine tunes the gas producer "throttle" In a heli you want to keep the rotor RPM in the green arc, or ""DROOP" can turn into RAPID UNRECOVERABLE DECAY..leading to "DROP...🤯😱💥☠" Helicopters are like figureskating..whirly-twirley balanced deftly upon edges. Or like the Harlem Globetrotters act! Lol "Keep the power-pedal skid low" and may you find all the "tail" you need!(that's tail rotor authority!)🚁
Thank you so much ! I missed your first name to address you, apologies. Question for you: Why wear a helmet when its hot and uncomfortable? Why are headphones with a cap not enough?
@@PilotTeacher The real developments is in the commercial airplane engines, state of the art it is in the A380 which have huge compression rates and thus more efficient. Helis doesn't seem to be put as much money into since I guess the latest ones are very good as they are and small. The only thing that is left is to go all electric but then we need another power source since the batteries today are to heavy for a helicopter as in the video. Or we need some totally new very lightweight extremely power dense battery then fun will begin.
Sorry Ben but I have absolutely no idea with the maintenance side of the industry. Maybe call around a few companies and see if you can get any leads that way.
When you also fly in the rain, how does the engines get rid of the water that passes through the compressor from blowing the flames out in the combustor?
The amount of water that makes it into the combustion chamber is almost zero. The inlet barrier filter, then the temperature increase while in the compressor pretty much vaporizes any moisture. Any remaining moisture going into the combustion chamber will be so insignificant that it will not effect the fireball. The only time a problem occurs is if a large lump of snow is ingested and blocks the air intake. This would cause a flame out.
On the Astar, yes. It comes out the front to connect to the main transmission and out of the rear to the tail rotor gearbox. Each engine and helicopter design can vary. Most have a single output shaft from the engine that feeds the main transmission which then feeds the main and tail rotor systems along with any ancillary equipment.
@@stachowi thanks buddy. All helicopters have a freewheeling unit that separates the engine/s from the drivetrain to allow the rotor systems to rotate freely and complete an autorotation but if the transmission seizes you’re hooped.
The helicopters I designed had the hellfire missles, and a seperate Avionics Helicopter I designed was the Chinook helilicopter. I designed and named from the Chinook king salmon minnows coming down the White Mountain fish river every fall.
The Astar is super safe. Its the one of the reasons why its the worlds most popular utility helicopter. The B3, especially the new B3e/H125 is definitely safer due to it’s increased power, digital engine control, puncture resistant fuel tank, crash attenuating seats and dual hydraulics, all of which the B2 does not have.
Your description of the fuel system was incomplete. The fuel nozzles do not supply fuel once the engine is running. That function is taken over by the fling wheel. Also the glaring contradiction between the anticipator and throttle cable descriptions and the video.
@@anaveragedadsworkshop a quick talk with your airbus AME will shed some light on the differences between the starting fuel system and the operating fuel system.
My engineers tell me its around $1.3m brand new overhauled from Safran and then used engines start from around $500K and up depending on how much time they have on them.
@@PilotTeacher thanks for the quick response my frien. i live in Greece and i own a functional with all the start up instruments helicopter engine from the vietnam war. i m looking forward to sell it but i dont know where and in what price
@@PilotTeacher Also can i send it to you via instagram?? so you can tell me your oppinion about it? I dont even know what model it is :P , my father got it from a crazy friend of him who wanted to build a boat with this perticular engine along time ago and now its been siting for years...
@@altergarage1347 an engine from the Vietnam era will never be able to be used in a helicopter today unless its been stored correctly and has all the paperwork for its life. It could be used for a hobby project but the noise and cost to run generally make them not an option.
Hi Sherwin, The planetary gear system used in the transmission is the strongest and smallest way to efficiently reduce the rotational speed between the drive shaft from the engine and the main rotor mast. The engine drive shaft comes into the main transmission at 6125 rpm which feeds onto a ring gear. This reduces the rpm down to 1707 rpm. This ring gear then drives the planetary gear system which then further reduces the rpm to 394 rpm, which is the what the main rotor turns at during flight. Check out this video that shows it perfectly - Although I have no idea what he is saying! th-cam.com/video/cQP4qU0UQX0/w-d-xo.html Hope this helps!
🤔...🤯40KRPM! WOW!! I know the Lycoming T-53 family of the Bell UH-1Huey..a medium lift platform..a bit bigger engine..lol it runs power turbine @ 25K RPM for 6.6K RPM output..all the RPMs get turned into torque like first gear in a car...weak fast turning gets turned into slow STRONG TORQUE by the gear ratio/mechanical advantage exchange.. that 40,000 RPM POWER TURBINE IS A LOT OF ENERGY! 60% more RPM, 15K MORE RPM! "GREAT SCOT!!!" Well this VERIFIED MY OWN QUESTION & ANSWER! It clearly validated my visual based supposition that the parts were so small so they could move so fast, & GUESTIMATING GEAR RATIOS in the initial reduction gearing.. therefore little engine WAS a "ROCKET IN A BOTTLE!" That's one fast digit spinner, sure will go SCORCH-POP if oil gets low! SO YES, 15 THOUSAND MORE RPM THAN THE POWER TURBINE IN THE HUEY! 60% MORE RPMs.. I love the simplicity of that engine, less to go wrong, looks like RC helicopter turbine engine of today! I also like the apparent cleaner flow patterning the combustion chamber, wonder what flow speed is..in some engines it's about 400MPH/644kmh. The A-Star is a beautiful & simply effective bird..I have always admired! Great video, thanks!
Hi Mr. Pilot Teacher. I would love to see such a machine running live in front of me. I would also like to ask you a question; Is the running costs about $1000 an hour, TBO's included? I know, my dad use to tell me; I am a cheapskate!. He use to say: If you ask the price, you can't afford it!!!
@@PilotTeacher Yeah. You right Mr. Teacher. I lost track of time and prices. I would however love to go out for a lesson in Bell Jetranger 206, but I think that might be over a $1000ph... But I don't care, You only live once. Twice for me as a pilot when I survived a secondary stall in a C152.
With all these multi million dollar aircraft. I dont understand why not use some little cameras and a monitor in the cockpit. For my experimental I am installing one in the engine compartment, one looking beneath, one rearward over the tail boom and also on on each of the main rotors. they are so cheap and use next to no power.
@@PilotTeacher Wrote a detailed reply and lost it. You said if you have smoke you would have to circle around to check it. Having cameras you can watch every aspect of the aircraft. So many aircraft have come down because pilots could not see what was wrong. I can mount 1000fps cameras on my rotors and watch the motion, damage, ice formation, tracking. Engine compartment for fuel, oil, coolant levels, Smoke, fire. Looking aft and in fuselage to look at linkages. If the landing gear does not go down you can have a camera looking at them and also showing how close you are to the ground. a camera looking down for long lining. So many possibilities.
@@chippyjohn1 extra things that add weight, expense and more to get approved and then fix. For most helicopters they are not high on the priority list otherwise the manufacturers would have them fitted.
@@PilotTeacher It also makes for a very cheap and simple video recorder in case of a crash. You can remote locate the memory stick to a position such as the tail. SSD are such large capacity now compared to the old black boxes they used to have.
@@chippyjohn1 they do have their place for sure but there is a reason why the industry hasn’t included them. What that/those reasons are is anybody’s guess.
I hear you LT!! The sound has been my biggest nightmare on these videos. Either its rubbing or its windy!! I keep trying new methods and hopefully I find the solution!
@@PilotTeacher No worries. From what I see, the mic is flapping around with the clothing. And also try getting a „dead cat” for a mic. It works miracles!
@@Hasunori yeah this was one of my early videos. Learning lots and always trying new ways to try and get the video and audio better. Its my pet peeve when I’m editing it hahaha
This guy goes on about this engine using fuel, but fails to point out where the fuel is stored These helicopters don't require fuel to run, they use air instead
Trust me buddy when the fuel runs out the engine stops real quick! The 540 litre fuel tank is mounted under the engine deck between the two cargo compartments.
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You said if you were to lose all oil pressure you would immediately power off the turbine in order to preserve the ability to freewheel the rotor and obviously autorotate to a landing. I’m curious if that’s a unique situation to an A Star or most turbine powered helicopters?
@@GRosa250 its all dependent on the engine design and where the freewheel is. Because the Arriel engines have the freewheel unit built into the engine you need to preserve the oil to keep it lubricated and functioning.
We tested it in the sim against pilots who had lost all oil pressure and you only have several minutes to get it on the ground if the engine stays running and pumps all the oil out.
By shutting down the engine it helps prevent oil from being pumped out and buys you time before the freewheel seizes.
@@PilotTeacher thank you for the explanation. I’m no expert but that doesn’t seem like the best design. It would be like if your car engine locked up then your wheels lock up. Even in a car an automatic transmission will still freewheel and a with a manual you could disengage the clutch or put it in neutral.
@@GRosa250 yep im with you on that one, but they must have it done for a reason. Everything is a compromise in aviation and the reality of a total loss of oil fluid is almost none existent!
I was a jet mechanic for years and years. They are amazing peices of engineering. Thank you and be safe.
Ron, the engineering in todays world blows my mind everyday!!
That’s cool that the final drive is not connected to the shaft but rather merely spins from hot, high pressure exhaust gasses. Loved learning more about it.
50k rpms down to 30k down to 6k down to a few hundred rpm at the main rotor.
They truly are amazing pieces of engineering and thats why each engine is over $1M brand new!!
@@PilotTeacher damn! Love it.
I will probably never be any kind of pilot but have a keen intrest in aircraft and avionics especially helicopters. Thanks for that teaching, I lapped it up like a thristy animal looking for water. Thanks again.
Theres lots more videos for you lap up Harold - Enjoy!
One of my all time favorite aircraft. Quiet, very powerful, great cabin heating/air conditioning with the optional electric a/c unit. Excellent VFR aircraft 👍🇺🇸🦜🦜
There was a few times I wished it had AC! No ac in these workhorses!
Thank you for breaking it down for a layman like myself to understand. The engineering that went into this engine is mind-boggling. The reduction gearbox is incredible. I'm also blown away by the main rotor rpm if I remember correctly around 370rpm! Thanks again and safe flying.
Yes they are remarkable! Normal flight rpm for the Astar is 390 +4/-5
I have my first check ride tomorrow(around 20 hours), and this video was great for covering everything I need to know(for my level) about turbine engines. Thank you
Glad you found it helpful!
Ooof. Not sure how I feel that you fly via TH-cam knowledge.
Excellent & marvellous explanation of a turbo shaft engine , how it works , by a true Engineer...👌.....💞....🌹
Thanks Muli! Glad you enjoyed it!
Very fascinated with heli's. im amazed by how small the engine actually is. The AStar engines especially, much smaller than the Bell heli models
For their size it is amazing how much power they produce. The Arriel engines used on the Astars are a great engine for sure. Be sure to check out the Entire Helicopter Guided Tour video too if you liked this one!
Ya faster flow from fewer moving parts moving 60%faster!! Way more torque once you get that geared down!
incredible... absolutely a very good faculty, after watching your explanations on the subject, I am really cursing my fate that why I didn't" have a teacher like you.
Thanks for your kind words Devesh! I'm glad I could provide some information you found helpful! Enjoy the rest of the videos!
Hey there! Yes, absolutely clear and easy explanation the powerplant of this helicopter. Antonov's 24 engine Ai-24 is much more complicated. The main difference at fuel control, on my aircraft pilot regulate fuel directly then propeller pitch variate automatically.
Have nice day!
Great video. Nice to see people interested in the engines. Would be nice to see the explanation of the injection wheel after the start injectors and ignitors are off. That’s where the Arriel engine is pretty unique. And not to pick but 55-56k rpm is a bit too high for the gas generator speed. 100% is 52,100 on the 1D1 and free turbine 100% is 39,158 that’s reduced down to 6000 output speed.
Thats why I just fly them and not design them hahaha
Just a quick comment. After the compressors, the temperature and pressure are indeed increased. Typically, the axial velocity through the component is maintained and the Mach number goes down as the temperature goes up. So, the velocity of the air is typically not increased.
Cool! Thanks for the info. These engines always blow my mind and the exact engineering behind them is incredible! I was going off the pilot's 'Dumbed down' version training manual!
@@PilotTeacher It's all good, for sure. I have spent too much time "inside" the engine. But, I am an aviation guy at heart. My comment is only intended in the most positive sense. Thanks very much for your videos.
@@indepviewpt Thanks for your input and appreciation. The more accurate the information I can get the better!
Hi, my fried! What a great explantion about how this beautiful engine works!!! My question is how an internal combustion engine transmits its power to the propellers. I'm trying to find a video, but I can't find it . Thanks for the creat class here! One more follower here!!!
@@fmainieri the gasses move through the Power Turbine causing it to rotate. The turbine shaft is connected to the main gearbox which turns both the main and tail rotors.
Good man , thanks for sharing your knowledge. Enjoyed alot.
@@andrewashmore8000 anytime my friend!
That was very educationally informative, simplified, clear and concise.
You almost certified me as an aircraft mechanic. 👍👍👍👍👍
Glad you enjoyed it!
Thanks so much for the fascinating video. I’ve long been curious about how turboshaft engines work, but it’s hard to find good info. I’m going to see now what else you have on your channel. Excellent work man!!
Im glad you found the video helpful and interesting! There are tonnes of great videos on my channel which I’m sure you will also love!
The air after the 2nd stage centrifugal does Not speed up, it slows down in the diffuser ducting accomplishing pressure recovery into the combustion camber.
14:00 Pro tip: if you have low frequency wind noise like here, just pass the audio through high-pass filter (e.g. 80 Hz high-pass filter would cut low frequency noise below 80 Hz off). Note that most filters are not hard so they might still leak low frequency through. If you cannot adjust the effect (e.g. -12 dB/octave vs -24 dB/octave), you can just apply the same filter multiple times. If you do that in post production while the audio is in digital format, applying the same high-pass filter shouldn't cause extra noise but just make the filter limit harder.
Ahhh great tips Mikko! Where were you when I needed your advice 18 months ago hahaha!
I spent some good money on better audio and video equipment this year. Alot of the videos shot were unusable because of the wind noise!
@@PilotTeacher As long as you don't clip (get to 0 dB for digital systems), software noise filtering can do absolute magic these days. You'll be limited by the noise floor of your audio gear if you have to lower the limit due the wind to avoid clipping.
Of course, having a high quality windshield reduces wind noise and you don't need to reduce the mic level so much which results in better noise floor which in turn improves final audio quality.
@@MikkoRantalainen awesome! Thanks for the tips. I went with Rode audio and their wind muffs/deadcats. Looking forward to improving the production quality!
Awesome! Loved the video. Currently studying the AS350B2 for my new job and found this video very helpful. Thank you for your time. Fly safe
Glad you liked it!! This book from Phil Croucher really helped me on my endorsement:
The AS350/355 Book at Amazon:
amzn.to/3mChUbd
Bravo! I love your teaching on this beautiful complex engine
@@leoneugene7456 thanks buddy!!
I’m getting ready for the AStar as well. This is way better than the book diagrams. I’ll have to see if you’ve got any other helpful videos. Thanks for putting this together!
@@maxxawesome7412 You will live the Astar! Ive got lots of videos and Playlists - Go take a look!
Thanks! Great presentation! Very interesting indeed!
You’re welcome!
Thanks , extremely well explained in details
You’re welcome!
I really like the way you explain it, simple and understood
Im glad you enjoyed it!
Excellent engineering explained.
Thanks! I’m glad you enjoyed it!
Very good explanation!
Glad you enjoyed it!
3:30 The velocity goes down since there is a resistance which make the pressure go up.
Pretty cool stuff hey!!
@@PilotTeacher Science is the shit!
Great video! CFII/Tour Pilot moving to turbines soon so extra thanks to you brother!!!
Glad to help!
Fantastic! Best description of Arriel engines I have heard. Your explanations fit my ears and understanding perfectly! Thanks for doing these videos! Keep up the great work.
Perhaps a video on Single vs Dual Hydraulics and how they work? Electrical systems?
Thanks Marnie!! Check out my video on the H125 as that has dual hydraulics.
Worked on A Stars in the Gulf of Mexico but mainly in Alaska. Very dependable aircraft , yes these engines are great simple and easy to work on . These helicopters are considered third world helicopters, because you can work on them in the middle of nowhere. You can change an engine easy , takes no time at all same with the main transmission. As long as you got something to lift it .
Great explanation. I'm surprised how compact the actual engine is.
Small form factor but lots of power!!
The best lesson ever
Thanks Geoffrey! Im glad you enjoyed it!
Beautiful presentation!!! nice information about gas turbine engine 👏👏👍!!!I realy enjoy it!!!! excellent!!
Glad you enjoyed it!
Amazing job, seems like I am gonna ace my type rating ;)
Glad it could help!
Really like it. 👍 Thanks.
Glad you like it!
Best 🚁 channel!
Thanks Hugo!!
what about helicopters that have two engines? like the twin huey, do they have two power output shafts? and one other thing, in a Chinook, or CH 146, where they have rotors front and back, does the rear arrangement drive the front rotors through gearing? Thank you, enjoyed the video, love helicopters
Each engine drives an output shaft that feeds into a main transmission. This transmission then drives the rotor head/s.
You can see the engines and transmissions in these videos:
AS355 Twinstar Helicopter: Guided Tour With Engine Start & Fly Away
th-cam.com/video/LPYFFRUDxkk/w-d-xo.html
Search & Rescue Pilot - Everything You Ever Wanted To Know!!
th-cam.com/video/Sn8kj5CbYVg/w-d-xo.html
EMS Pilot - Everything You Ever Wanted To Know!!
th-cam.com/video/X4V-9AnSzxI/w-d-xo.html
Hope these help!
Wow that thing is small, thought first that was the freeturbine section at first and compressor section was inside the heli
Yes they are small for the amount of power they produce! Very simple to look at but very precise and complex in their design!
Great video mate. Really informative.
Glad you liked it!
What are the 2 pipes protruding behind the exhaust pipe? Someone told me they were ventilation and for when there is excessive oil.
Something like like that.
The two pipes out the back are an accessory gearbox/oil reservoir vent, and the rear bearing vent
Very tidy engine. Amazing power from something that size. Thanks for the explanation.
Yeah its crazy how much power they produce! We just need the next leap in powerplant design!
Well explained 👍🏻
Thanks!
Why have the gears on the hot side? Wouldn't it be a lot less wear if on the cold intake side?
Excellent video and explanation. 👍🏻👍🏻
Thank you! 👍
Your explanation of the fuel control unit references the upper and lower linkage but contradicts your telling and showing of the FFCL and Collective inputs from the cockpit.
Yeah sometimes I get things twisted in the moment of trying to explain and point. Its a skill i'm trying to refine!
Awesome video! Thank you very much!
Glad you enjoyed it!!
Thanks, great vid!!!
Thanks!!
Tanks for the video, enjoy it, nice explanation and walkthrough. Curious about what power percentage you are using during cruise as you stated it uses about 180 litres an hour. I have read its BSFC, but it is only stated for max power, not cruise power. My understanding is a turbine engine is less efficient at part throttle. Thanks.
In the Astar I normally cruise at whatever speed 96% NG gives me.
Great video sir. Thank you for your time and effort!
Anytime David! Glad you enjoyed it!
VEEERY interessting video! Thank you very much, always something more to learn 👍😁😁
Thanks Raphael! Glad you enjoyed it!!
Great video & clear explanation! Can you quickly explain where the governor is in relation to the throttle please? Is the governor a piece of hardware?
Ill try and answer it as best I can as our engineers keep us Peasant Pilots well away from their engines!
As far as I’m aware on the mechanical fuel control engines the governor is part of the fuel metering system on the engine. It monitors the position of the Collective via a cable and adjusts the fuel to suit. Its all based on air pressure within the engine and rotating fly weights for the governing.
On the digitally controlled engines the engine control unit monitors the power turbine speed and main rotor rpm and adjusts the fuel flow to suit to keep the NR dead on!
Thats about as basic as I can keep it. I hope that helps! I could be way off but I’m out in the field with no engineers to ask or training manuals to look at!
@@PilotTeacher Thank you very much for that. I was looking for a clear explanation on how low rotor RPM happens and I understood it from your explanation about the relation between engine & rotor RPM. Thank you & fly safe.
Enjoyed watching that 👍🏽
Thanks Nick! Glad you enjoyed it!
How is the engine lubricated, where does the oil go? Also is it the same oil that's used for engine, transmission and cooling?
Transmission has its own oil stored in its casing. The engine oil is pumped around the engine using an engine driven oil pump. It then drains via gravity and is then returned to the reservoir by scavenge pumps.
@@PilotTeacher but what parts does it lubricate inside the engine?
@@LanaaAmor bearings.
very interesting and well explained. Thanks alot.
I have a question though. Why isn't there a starter gen and igniter on the other engine. Or is there a link from the right engine to the left?
There is only a single engine on this helicopter. With helicopters that have two engines, each engine will have its own starter generator.
Great video! You explained these parts really well. Is the power output shaft always connected to main rotor and tail rotor or is there some kind of clutch system to allow engine to run without rotors spinning?
Try this buddy:
Why Don't Helicopter Rotors Turn As Soon As It's Engine Starts?
th-cam.com/video/HlHs_0G6Cfc/w-d-xo.html
On the Arriel 1D1, there is a free wheel unit mounted to the drive flange of the engine power shaft. The free wheel shaft drives the transmission drifeshaft and runs coaxially through the power shaft of the engine to the rear of the engine where it is connected to the tail rotor driveshaft.
Subscribed!🚁👍
Hy sir how are you explain very well
But i have one question that when pilot start the engine the starter can turn the blades also or the blades turn by power turbine lonely?
Power turbine only.
Great explanation. However, let’s take it from this point. Your turbine is up to speed but your rotor blades are still stationary, how do you engage the rotor blades? Your throttle is on the collective. You are going to use the collective and throttle to raise or lift the copter. What device engages the rotors and keeps them rotating while you are in, what I would call neutral? Thank you, take care and stay healthy.
Hi Vincent!
This is a great question. Ill take my camera into work tomorrow and film an explanation for you. Its quite a simple concept but showing you will be even better! Stay tuned!
@@PilotTeacher thank you very much.
Vincent be sure to keep an eye out for Tuesdays video! ;)
@@PilotTeacher I will and thank you very much.
The other FCU lever below the throttle is called the anticipator. Through the reduction in sensed rpm gain or drop of the free turbine will increase or decrease the gas generator rpm to maintain rotor speed and power requirements of the anticipator set point.
Beautiful
Surprised there's a direct mechanical connection between the collective and the fuel control. I would have expected the engine to be governor-driven (via the fuel control system) to automatically maintain set RPM regardless of collective setting. Interesting.
The fuel control does have a govenor that trys to maintain the rpm around 390 when in flight and it works pretty well.
From what I understand the governor is set by the fuel control lever that is used to start the engine and then is never touched in flight unless you have a governor failure/malfunction.
Then the power is adjusted by the collective as I move it up and down.
The new H125 has a full digital engine control system with an automatic backup governor system.
@@PilotTeacher Mechanical "CORRELATOR" does the majority of the compensation for RPM droop..why it sometimes is calendar "droop compensator"🤣👍..the power turbine RPM/governor response fine tunes the gas producer "throttle"
In a heli you want to keep the rotor RPM in the green arc, or ""DROOP" can turn into RAPID UNRECOVERABLE DECAY..leading to "DROP...🤯😱💥☠"
Helicopters are like figureskating..whirly-twirley balanced deftly upon edges.
Or like the Harlem Globetrotters act! Lol "Keep the power-pedal skid low" and may you find all the "tail" you need!(that's tail rotor authority!)🚁
Cool video ❤️
Thanks!
Thank you so much ! I missed your first name to address you, apologies. Question for you: Why wear a helmet when its hot and uncomfortable? Why are headphones with a cap not enough?
I wear both. Helmets provide much better head protection in the event of a hard landing but headsets provide less strain on your neck and shoulders.
The engine on my moped in the late -80 was pretty much bigger then that one, dam they are efficient!
Oh yes!! We just now need the next big leap in engine technology!
@@PilotTeacher The real developments is in the commercial airplane engines, state of the art it is in the A380 which have huge compression rates and thus more efficient. Helis doesn't seem to be put as much money into since I guess the latest ones are very good as they are and small. The only thing that is left is to go all electric but then we need another power source since the batteries today are to heavy for a helicopter as in the video. Or we need some totally new very lightweight extremely power dense battery then fun will begin.
@@dtiydr you are correct! We need the next jump from piston to turbine to …….
Hello Rick, I'm searching for an Arriel 1D1 used with part-time hours remaining. Just taking a shot to ask if you'd have anyone you could refer me to?
Sorry Ben but I have absolutely no idea with the maintenance side of the industry. Maybe call around a few companies and see if you can get any leads that way.
@@PilotTeacher No worries, thought I'd try. Calling and called companies. Thank you for the quick reply.
When you also fly in the rain, how does the engines get rid of the water that passes through the compressor from blowing the flames out in the combustor?
The amount of water that makes it into the combustion chamber is almost zero. The inlet barrier filter, then the temperature increase while in the compressor pretty much vaporizes any moisture.
Any remaining moisture going into the combustion chamber will be so insignificant that it will not effect the fireball. The only time a problem occurs is if a large lump of snow is ingested and blocks the air intake. This would cause a flame out.
great content.
Thanks!
Learning the Helicopter Gas Turbine Engine. @
does that 6k RPM shaft to directly to BOTH the main gearbox AND the tail rotor gearbox?
On the Astar, yes. It comes out the front to connect to the main transmission and out of the rear to the tail rotor gearbox.
Each engine and helicopter design can vary. Most have a single output shaft from the engine that feeds the main transmission which then feeds the main and tail rotor systems along with any ancillary equipment.
@@PilotTeacher what happens if anything along that powertrain seizes, will that cause the rotor RPM to decay?
@@stachowi the helicopter becomes a lawn dart!
@@PilotTeacher gotcha, love your channel...
@@stachowi thanks buddy. All helicopters have a freewheeling unit that separates the engine/s from the drivetrain to allow the rotor systems to rotate freely and complete an autorotation but if the transmission seizes you’re hooped.
Hi what is that little silver tubing pipe that runs underneath the back of your helicopters exhaust pipe for mate?
Hi Robert, I believe it has something to do with the oil system but I will confirm with my engineer when I see him tomorrow and get back to you...
Hey Robert, be sure to check out my latest video coming out on Tuesday Jan 12th - It might interest you ;)
@@PilotTeacher Hi and thank you for your video's and you are doing great my friend.
I love yo explanation thxxxx
The helicopters I designed had the hellfire missles, and a seperate Avionics Helicopter I designed was the Chinook helilicopter. I designed and named from the Chinook king salmon minnows coming down the White Mountain fish river every fall.
Hi, is there a clutch in the turbine?
Hi C R. Check out his video to help answer your question….
th-cam.com/video/HlHs_0G6Cfc/w-d-xo.html
What kind of fuel that helicopter use and what is the octane
Hi Stephen. The gas turbine engines in helicopters use a fuel called Jet A. Its similar to diesel and has an octane of around 15.
and is the astar safe? would you say the b2 or b3 is safer?
The Astar is super safe. Its the one of the reasons why its the worlds most popular utility helicopter.
The B3, especially the new B3e/H125 is definitely safer due to it’s increased power, digital engine control, puncture resistant fuel tank, crash attenuating seats and dual hydraulics, all of which the B2 does not have.
Your description of the fuel system was incomplete. The fuel nozzles do not supply fuel once the engine is running. That function is taken over by the fling wheel.
Also the glaring contradiction between the anticipator and throttle cable descriptions and the video.
Never heard of a fling wheel!
@@PilotTeacher also known as the injection wheel.
@@eds6889 Still never seen one in any of the gas turbine manuals for any of the helicopters Ive flown.
@@anaveragedadsworkshop a quick talk with your airbus AME will shed some light on the differences between the starting fuel system and the operating fuel system.
@@anaveragedadsworkshop also we are only talking about the Arriel engine here.
What about fadec..and oil pressure
Talk to the aircrafts designers for that one!
You are my teacher
My pleasure Arun!!
Greetings friend ! How much it costs to buy an engine like this one or similar?
My engineers tell me its around $1.3m brand new overhauled from Safran and then used engines start from around $500K and up depending on how much time they have on them.
@@PilotTeacher thanks for the quick response my frien. i live in Greece and i own a functional with all the start up instruments helicopter engine from the vietnam war. i m looking forward to sell it but i dont know where and in what price
@@PilotTeacher Also can i send it to you via instagram?? so you can tell me your oppinion about it? I dont even know what model it is :P , my father got it from a crazy friend of him who wanted to build a boat with this perticular engine along time ago and now its been siting for years...
@@altergarage1347 an engine from the Vietnam era will never be able to be used in a helicopter today unless its been stored correctly and has all the paperwork for its life. It could be used for a hobby project but the noise and cost to run generally make them not an option.
@@PilotTeacher thank you my friend
Very interesting
I think so too!
I see in the main rotor transmission there is a planetary great system .why is that ?
Hi Sherwin,
The planetary gear system used in the transmission is the strongest and smallest way to efficiently reduce the rotational speed between the drive shaft from the engine and the main rotor mast.
The engine drive shaft comes into the main transmission at 6125 rpm which feeds onto a ring gear. This reduces the rpm down to 1707 rpm. This ring gear then drives the planetary gear system which then further reduces the rpm to 394 rpm, which is the what the main rotor turns at during flight.
Check out this video that shows it perfectly - Although I have no idea what he is saying!
th-cam.com/video/cQP4qU0UQX0/w-d-xo.html
Hope this helps!
@@PilotTeacher thanks
@@sherwinsalvatori6997 Anytime!!
❤❤❤❤❤❤❤👍👍👍👍👍👍👍
🤔...🤯40KRPM! WOW!!
I know the Lycoming T-53 family of the Bell UH-1Huey..a medium lift platform..a bit bigger engine..lol it runs power turbine @ 25K RPM for 6.6K RPM output..all the RPMs get turned into torque like first gear in a car...weak fast turning gets turned into slow STRONG TORQUE by the gear ratio/mechanical advantage exchange.. that 40,000 RPM POWER TURBINE IS A LOT OF ENERGY!
60% more RPM, 15K MORE RPM! "GREAT SCOT!!!"
Well this VERIFIED MY OWN QUESTION & ANSWER! It clearly validated my visual based supposition that the parts were so small so they could move so fast, & GUESTIMATING GEAR RATIOS in the initial reduction gearing.. therefore little engine WAS a "ROCKET IN A BOTTLE!" That's one fast digit spinner, sure will go SCORCH-POP if oil gets low!
SO YES, 15 THOUSAND MORE RPM THAN THE POWER TURBINE IN THE HUEY! 60% MORE RPMs..
I love the simplicity of that engine, less to go wrong, looks like RC helicopter turbine engine of today! I also like the apparent cleaner flow patterning the combustion chamber, wonder what flow speed is..in some engines it's about 400MPH/644kmh.
The A-Star is a beautiful & simply effective bird..I have always admired!
Great video, thanks!
Hi Mr. Pilot Teacher. I would love to see such a machine running live in front of me. I would also like to ask you a question; Is the running costs about $1000 an hour, TBO's included? I know, my dad use to tell me; I am a cheapskate!. He use to say: If you ask the price, you can't afford it!!!
$1000 is cheap. This goes out the door for around $2600 per hour.
@@PilotTeacher Yeah. You right Mr. Teacher. I lost track of time and prices. I would however love to go out for a lesson in Bell Jetranger 206, but I think that might be over a $1000ph... But I don't care, You only live once. Twice for me as a pilot when I survived a secondary stall in a C152.
With all these multi million dollar aircraft. I dont understand why not use some little cameras and a monitor in the cockpit. For my experimental I am installing one in the engine compartment, one looking beneath, one rearward over the tail boom and also on on each of the main rotors. they are so cheap and use next to no power.
To look for what?
@@PilotTeacher Wrote a detailed reply and lost it. You said if you have smoke you would have to circle around to check it. Having cameras you can watch every aspect of the aircraft. So many aircraft have come down because pilots could not see what was wrong. I can mount 1000fps cameras on my rotors and watch the motion, damage, ice formation, tracking. Engine compartment for fuel, oil, coolant levels, Smoke, fire. Looking aft and in fuselage to look at linkages. If the landing gear does not go down you can have a camera looking at them and also showing how close you are to the ground. a camera looking down for long lining. So many possibilities.
@@chippyjohn1 extra things that add weight, expense and more to get approved and then fix. For most helicopters they are not high on the priority list otherwise the manufacturers would have them fitted.
@@PilotTeacher It also makes for a very cheap and simple video recorder in case of a crash. You can remote locate the memory stick to a position such as the tail. SSD are such large capacity now compared to the old black boxes they used to have.
@@chippyjohn1 they do have their place for sure but there is a reason why the industry hasn’t included them. What that/those reasons are is anybody’s guess.
56,000 rpm? Yeah I'm never going to get on a helicopter again. That sounds horrifying
Not at all. Its one of the most dependable engines in the world!!
@@PilotTeacher it's amazing but I just idk something spinning that fast makes me nervous
@@timobatana6705 if your car has a turbocharger than thats spinning the same!!
@@PilotTeacher small turbos in smaller cars sping 100,000rpms +
@@ghostrider-be9ek 😮
This mic rubbing is a nightmare!
I hear you LT!! The sound has been my biggest nightmare on these videos. Either its rubbing or its windy!! I keep trying new methods and hopefully I find the solution!
@@PilotTeacher No worries. From what I see, the mic is flapping around with the clothing. And also try getting a „dead cat” for a mic. It works miracles!
@@Hasunori yeah this was one of my early videos. Learning lots and always trying new ways to try and get the video and audio better. Its my pet peeve when I’m editing it hahaha
Use gear jealousy is cruel as d rage of a man and grave. Doe thou bringeth many gift he will not spear any ransom or in d day of vengeance.
I have no idea what you said!
@@PilotTeacher Japan don't speak English proverbs book of Ezekiel he wrote the psalm. How many tons of fuel a chopper normally Carry.?
@@PilotTeacher y or give reason.
This guy goes on about this engine using fuel, but fails to point out where the fuel is stored
These helicopters don't require fuel to run, they use air instead
Trust me buddy when the fuel runs out the engine stops real quick!
The 540 litre fuel tank is mounted under the engine deck between the two cargo compartments.
@@PilotTeacher can you do a video on the fuel tank location, 540liters is huge
@@jordanblake574 hey Jordan it is directly under the transmission between the back seats, the two side cargo pods and the tail boom connection.