Thanx a lot JayZ for the attention to my question & response!I suck up all of your videos🤭!Hope the fires out there flame out.Enjoy riding your K25!I happen to have a '08 gsxr 1000 road bike & i m about to buy also a R21 (R1150GS). Looking forward to next vids!
"Zen.." was one of the best books I've ever read. Had to read it in high school and understood almost none of it. Picked it up 5 years later as a college graduate, and it blew my mind.
Excellent video! Thank you for a well thought through presentation. My first USN squadron flew the Grumman Cougar powered by the Pratt & Whitney J48. This was in 1969.
And were you aware that the J48 was a licence-built version of the Rolls-Royce Tay engine, which was a derivative of the Rolls-Royce Nene, which was also licence-built as the J42?
I have owned a rake of NMW K100's and a K75s. The K100 had some kind of internal shaft that rattled when I bought them and rattled when I either scrapped them off (some dumb ass ran it over while parked) That dunk, dunk, dunk noise from the engine at idle sounded the same after about 160,000km on all of the K100's. The K75 was supposed to be the same engine but with 3 pots instead of 4. There was no internal shaft though and the torque was higher up the rev range. TBH you cant go much wrong with a BMW motorbike. I have owned about 15 motorbikes and the BMW's were cheapest to maintain and most reliable.
Thanks Jay for another great video and story... I am glad the BMW bike didn't tear itself up... The boxer is very reliable... Maybe install a radio...or listen to music...to drown out the sweet sound of German machinery....
Had a 1981 VW diesel.. our first valve job we replaced only 2 shims.. at 91k miles.. our the following 3 more adjustments ( 320k miles) replacement was ZERO.. I believe hydraulic lifters are superior to anything currently available.. but shim and bucket is almost as good.
I'd like to extend the question covered in this video: Do you think it is realistic that you would end up not being able to restore an engine due to lack of documentation and specs? What I mean is: Let's assume you get a bearing manufacturer to agree on manufactuing a batch of thrust bearings for the Orenda 14. I can imagine there are some specifications for that bearing, that only the original manufacturers have known and that have not been published in the genereal documentaiton of the engine. So you would end up with a bearing, that you can't put in the engine because you don't know if it meets the orginal specs. Thank you for educating us! Greetings from Austria.
This is a good description of the issue that will eventually present itself. When such bearings are produced, they will need to be tested to the satisfaction of the operators of the engine.
Thanks for the video Jay! Been a while since I have commented. I was just sitting here pondering, what little details of manufacturing or assembly of turbine engines inspire you when you are tinkering on/building other things, like bikes, cars, whatever? Because I am thinking you are a man that appreciates meticulous detail and overengineering.
Lifters, lift up, dampen valvetrain vibrations, and lifters spin in their bores. There isnt a single piece on a turbine engine that moves in such a complex motion and at a high speed. Parts like that are common in piston engines. This is why the AGT-1500 was selected over a piston engine, they wanted a very simple tough tank engine.
Those J 79 Turbojet engines with Afterburner that Secret Agent JayZ overhauled zipping along just fine in The Starfighter's Aerospace fleet of Lockheed F 104 Starfighters . TF 104GM Black Beauty, taken apart and airlifted to Italy and reassembled for The 100 Anniversary of The Italian Air Force Founding Celebration, with PierCarlo at the controls. The only flying F 104S-ASAM also owned by Starfighter's Aerospace being readied for test flights. And a possible TF 104 GM being modified to be a two seat version of the NASA 1962 single seat aerospace trainer NF-104A that had the added RocketDyne 3,000 # thrust rocket engine and a Reaction Control system for Pitch Yaw and Roll control in very thin upper atmosphere where the standard flight control surfaces will not work. Be very cool if Rick and crew can pull this one off ! *
Hi Jay! I’m not sure about the r1200 but the r1150 used small push rods about 2 in long to move the rocker arm. The push rod had steel balls pressed into either side of an aluminum shaft and after many heat cycles the ball would get loose in its pressed aluminum collar. This contributed to a lot of valve noise on the oil heads. I’m not sure if that system survived into the r1200 though. Might be the origin of your noise.
You are correct. Simplified for brevity, and because most viewers are unaware of such details. Many CL-13s are painted up in USAF colors, and labelled as F-86F. I would bet that you know the two main reasons why...
dear j ... there is a power station about two mile from my house which is is going to be torn down next year .. the ratcliffe on soar .. which in peak times helps supply london with power and at the moment burns on average 1000 tons of coal per hour .. it also two standby jet engines rolls royce olympus.. i dont know what will happen to them wheighed in for scrap? regards laurence
As a Bristol Siddeley Coventry apprentice, I visited the site during their commissioning (they were the original Industrial Olympus 17.5MW sets) and saw one of them run up, I think it was for the first time but, at this distance in time, I can't be sure. PS When they were first installed, they didn't have Rolls-Royce nameplates.
Hi Jay! Can you make a video explaining why *actual* Turbojets dont use Centrifugal Compressors (Unlike their younger RC brothers), and why said RC engines dont use Axial Compressors?
If you watch my Oshkosh vid called Warbird Jets, I'm in the backseat of an aircraft that does a barrel roll. It's powered by a turbojet engine that uses a double sided, single stage centrifugal compressor. I might make a video about engine sizes, technology, and costs.
The first generation turbojets (the successful ones) all had centrifugal compressors. The Whittle WU, W.1, W.1A, W.2B, the R-R Welland (derived from the W.2B), Derwent, Nene and Tay, the DH Goblin and Ghost all had centrifugal compressors. And so did von Ohain's original engines, including the HeS 3, the first ever turbojet to fly in the He 178. However, it was good for only a few minutes flight time and the aircraft's first landing was unpowered.. In comparison to the British centrifugal engines, the German wartime axial flow engines were grossly inferior in almost every respect - except for their frontal area. The first successful turbojets in the USA all used Brit technology. The P&W J42 was a licence-built Nene and the J48 was a licence-built Tay. And, of course, the Klimov VK-1 in the MiG-15 was a reverse-engineered R-R Nene (with a few tweaks). It produced a little less thrust that the axial flow GE J47, was slightly less efficient in terms of specific fuel consumption, but was significantly lighter.
I've given you an answer to Part One of your question, now here is an answer to Part Two. I presume you've taken a good look at the blading in the compressors of the Orenda engines that AgentJayZ has shown us? Perhaps you have also seen the compressor blading of the J79s and LM1500s that he has worked on? Now try to imagine those scaled down geometrically to the size of the little centrifugal turbojets that are used in R/C jet aircraft models. The blades and vanes would be impossibly thin and fragile: they would be like tiny razor blades. And the various clearances, both radial and axial, could not be scaled. To be practicable, the blades and vanes would have to be relatively larger, both in thickness and in chord. Now imagine those blades and vanes scaled back up to the size of an Orenda or a J79. They would be ridiculously thick and their chords would be unnecessarily wide, making the compressors excessively long. Aerodynamically, those compressors would be significantly less efficient than the real Orenda and J79 compressors. - and so are the actual 'miniature' axial flow compressors that various people have tried to construct. In practice, they are relatively even more inefficient, to the extent that they often do not work. PS I used to be a regular visitor to a local model engineering show here in the UK, at which members of the Gas Turbine Builders Association exhibited their little centrifugal engines, including running one or two of them. However, there was one exhibitor who turned up with the components of his little axial flow engine: to the best of my knowledge, it had never actually run.
If you want one, we have a few "circuit boards" from the 1950's Sabre. Empty tube sockets and all. I have no idea what they are for, but maybe the analog "computerized" gunsight. Eh?
Isn't that odd saying they want electric when the gas-turbo-shaft Is set up with a generator to be what makes the electricity Especially in a supply problem, when nesserary.
The Sabre must have it's J 47 Orenda engine Olthough a P & W PT6 might be interesting who would removed the RR Merlin from a Spitfire or a Mustang ? Nice BMW Bike is it a flat twin, what CC is it, used to like off road biking Sorry about last text I was unwell, good now
Turbine blades are not machined, except for the roots. Certainly we can print the blades... the difficulty is nobody wants to risk their multimillion dollar engine to test if they can handle the working stresses.
I don't know all the details of how it's done, but it's not like a mold or a press that can be quickly swapped in. The machines are all universal, and are configured for high volumes in the thousands of bearings. This would need to be stopped, and changes would need to be made in forging of the basic parts, machining , grinding, measurement, inspection, testing and quality control, certification of performance, engraving or labelling, packaging, inventory. If the factory has hundreds of workers, making thousands of units per day, and generating a decent profit margin, how many units need to be ordered to cover the interruption and delay involved with setup for a new product? I doubt it would be worth their time for anything less than a thousand items, and even then a significant "low volume" premium would need to be paid. Anyway, no manufacturer we've talked to is interested in such a puny amount of money, and no owner has so far been interested in paying such a huge amount of money.
@fuzzy1dk As someone who was involved in the design of aero-derivative industrial engines, I would say no. An operator would expect at least the same level of reliability as the original engine - as they believe they're paying for it. In fact, the industrial version might need a better standard of thrust bearing because it has to take higher loads at ground level, as compared to running at altitude.
If it was termed an Accessory Gearbox (which is what it is), would that help? It can drive fuel pumps, oil pumps, hydraulic pumps, an electrical generator, etc.
Us who are truly the special "ones"... are mostly always over concerned/over anal about things.. id think thats better than those who dont know any better about" things"...🤔 👍
I have a question. I'm a plumber, so bear with me if I get terminology wrong. In a turbo fan engine with a free turbine (fan not directly connected to the compressor). If we assume a fan on a turbo fan engine can only achieve a certain full throttle rpm on, say, a test stand or on an aircraft stationary doing a run up. I assume the fan will increase rpm as the aircraft increases speed like a propeller driven aircraft or boat would. if I am correct in my thinking are engines designed to handle the fan rpm that might occur at a high speed, high throttle scenario, or does the engine management software reduce throttle to prevent a fan overspeed from happening?
From a physics perspective, I think you can achieve higher rpm while stationary. At high speed the fan will be consuming more power to produce the same thrust. It would be really interesting to hear what the absolute gentleman JZ himself has to say about this.
The static thrust might seem to be more than the moving thrust, because the speed differential between the exhaust air and the atmosphere is greatest when the engine isn't moving. But, as the engine is moving through the air, as it would be when propelling a flying aircraft, the inlet air is also being rammed into the engine. The fan is designed for best performance while flying at several hundred km/hr, and at full engine rpm. The LP, N1, or Fan rpm would be lower on static test because of 2 factors: no ram effect, and the air is more dense on the ground than it is a few KM in the sky. The different rpm's for the N1 system, static on the ground, and at any speed in the air, are all within the operating limits of the engine. If either the fan (N1) or the core(N2) were to get to their maximum rpm, the fuel control would modulate fuel to keep those values from exceeding the max limit. Full Authority Digital Engine Control. The full authority bit means the computer is in charge.
@@ChemEDan I think you aren’t considering the Angle of Attack change (reduction in AOA) due to forward motion. Statically, the AOA is basically the angle of the fan blades.. with forward motion say in flight, the AOA is smaller, which should unload or make less drag, allowing the rpm to be higher.. a good example is an airplane with a fixed pitch prop. On takeoff, it might only make 2250 rpm. In flight, it could be 2700 rpm or more if you let it..
Speaking about the J79, the Variable Stator System adjusts for inlet air pressure and density, and the entire compressor system is designed for conditions of full rpm and max ram pressure. The inlet duct, which is part of the aircraft, adjusts its geometry to maximize ram pressure and to keep the inlet air subsonic, even if the aircraft is travelling through the air at supersonic speeds.
Pay attention. That's what this whole channel is about. It appears you've lost your sign. ... Here ya go. Enjoy this: th-cam.com/video/ZBjelRDKHUk/w-d-xo.htmlsi=TFLBZKdoIc23baY4
Does that matter? You are definitely not the first to watch it, because it's too long for that. You're the first guy, after the first guy, to be the first of the followers of Kathaleen. She was first, anthonynotwatcher was 2nd, and you are the third viewer to not view the vid.
I don't work on engines, yet I find this channel fascinating!
If you did work on engines, would you be fascinated by videos of a guy talking about doing your own job?
5. years in and still loving the yarns Jay. Have a good day!!!
Thanx a lot JayZ for the attention to my question & response!I suck up all of your videos🤭!Hope the fires out there flame out.Enjoy riding your K25!I happen to have a '08 gsxr 1000 road bike & i m about to buy also a R21 (R1150GS). Looking forward to next vids!
Ah, There's a special joy to touring on a big bore 4 cylinder sport bike. Went to Montana on a Honda 929, and had a really nice time.
If there ever was such thing as mechanical stand up comedy ... that valve clearance episode was hilarious 😂
Very nice to see you on again.
A lot of the 1950s fighters are among the coolest looking jets of all time.
Re bike trip: Persig, in Zen and the Art of Motorcycle Maintenance took the same route. He adjusted his valves, too.
I like the part about waiting for his brain to warm up.
"Zen.." was one of the best books I've ever read. Had to read it in high school and understood almost none of it. Picked it up 5 years later as a college graduate, and it blew my mind.
Excellent video! Thank you for a well thought through presentation. My first USN squadron flew the Grumman Cougar powered by the Pratt & Whitney J48. This was in 1969.
And were you aware that the J48 was a licence-built version of the Rolls-Royce Tay engine, which was a derivative of the Rolls-Royce Nene, which was also licence-built as the J42?
I have owned a rake of NMW K100's and a K75s. The K100 had some kind of internal shaft that rattled when I bought them and rattled when I either scrapped them off (some dumb ass ran it over while parked) That dunk, dunk, dunk noise from the engine at idle sounded the same after about 160,000km on all of the K100's. The K75 was supposed to be the same engine but with 3 pots instead of 4. There was no internal shaft though and the torque was higher up the rev range. TBH you cant go much wrong with a BMW motorbike. I have owned about 15 motorbikes and the BMW's were cheapest to maintain and most reliable.
Happy Thanksgiving and thanks for the upload!
Thanks Jay for another great video and story...
I am glad the BMW bike didn't tear itself up...
The boxer is very reliable...
Maybe install a radio...or listen to music...to drown out the sweet sound of German machinery....
Had a 1981 VW diesel.. our first valve job we replaced only 2 shims.. at 91k miles.. our the following 3 more adjustments ( 320k miles) replacement was ZERO.. I believe hydraulic lifters are superior to anything currently available.. but shim and bucket is almost as good.
I'd like to extend the question covered in this video: Do you think it is realistic that you would end up not being able to restore an engine due to lack of documentation and specs?
What I mean is: Let's assume you get a bearing manufacturer to agree on manufactuing a batch of thrust bearings for the Orenda 14. I can imagine there are some specifications for that bearing, that only the original manufacturers have known and that have not been published in the genereal documentaiton of the engine. So you would end up with a bearing, that you can't put in the engine because you don't know if it meets the orginal specs.
Thank you for educating us! Greetings from Austria.
This is a good description of the issue that will eventually present itself.
When such bearings are produced, they will need to be tested to the satisfaction of the operators of the engine.
Thanks for the video Jay! Been a while since I have commented. I was just sitting here pondering, what little details of manufacturing or assembly of turbine engines inspire you when you are tinkering on/building other things, like bikes, cars, whatever? Because I am thinking you are a man that appreciates meticulous detail and overengineering.
I like that almost everything is made of Aluminum or stainless steel. I rarely deal with rust and mud, like I have to with automotive work.
Hey, Jay, I'm scouring the local pawnshops for orenda 14 ring bearings. Before watching your video, i didn't realize they were so valuable.
Hey I learned Thanksgiving in Canada is on the second Monday in October - nice!
😉
I think you might have the second coolest username ever... next of course to rocketwaffles !
Lifters, lift up, dampen valvetrain vibrations, and lifters spin in their bores. There isnt a single piece on a turbine engine that moves in such a complex motion and at a high speed. Parts like that are common in piston engines. This is why the AGT-1500 was selected over a piston engine, they wanted a very simple tough tank engine.
🎉🎉1st, awesome channel
ooooo US Highway 12. Great riding road!
Super cool machine.
Those J 79 Turbojet engines with Afterburner that Secret Agent JayZ overhauled zipping along just fine in The Starfighter's Aerospace fleet of Lockheed F 104 Starfighters .
TF 104GM Black Beauty, taken apart and airlifted to Italy and reassembled for The 100 Anniversary of The Italian Air Force Founding Celebration, with PierCarlo at the controls. The only flying F 104S-ASAM also owned by Starfighter's Aerospace being readied for test flights.
And a possible TF 104 GM being modified to be a two seat version of the NASA 1962 single seat aerospace trainer NF-104A that had the added RocketDyne 3,000 # thrust rocket engine and a Reaction Control system for Pitch Yaw and Roll control in very thin upper atmosphere where the standard flight control surfaces will not work. Be very cool if Rick and crew can pull this one off ! *
Thanks JZed. It's like ...if you've got the money, I've got the time
Hi Jay! I’m not sure about the r1200 but the r1150 used small push rods about 2 in long to move the rocker arm. The push rod had steel balls pressed into either side of an aluminum shaft and after many heat cycles the ball would get loose in its pressed aluminum collar. This contributed to a lot of valve noise on the oil heads. I’m not sure if that system survived into the r1200 though. Might be the origin of your noise.
The little linkage is steel in this motor. Noise completely disappeared after adjusting the valves.
GOOD STUFF
ajz , may as well make this a combo turbine and mc channel.
"Mounting doohickies"
The ladies on my other tabs: 👀👀👀👀👀
If the sabre is powered by the orenda isn't it a CL-13..
Or is it still an f86...
Great content as always..
You are correct. Simplified for brevity, and because most viewers are unaware of such details.
Many CL-13s are painted up in USAF colors, and labelled as F-86F. I would bet that you know the two main reasons why...
dear j ... there is a power station about two mile from my house which is is going to be torn down next year .. the ratcliffe on soar .. which in peak times helps supply london with power and at the moment burns on average 1000 tons of coal per hour .. it also two standby jet engines rolls royce olympus.. i dont know what will happen to them wheighed in for scrap? regards laurence
Those Olympus engines might be valuable to an industrial buyer.
As a Bristol Siddeley Coventry apprentice, I visited the site during their commissioning (they were the original Industrial Olympus 17.5MW sets) and saw one of them run up, I think it was for the first time but, at this distance in time, I can't be sure.
PS When they were first installed, they didn't have Rolls-Royce nameplates.
Unfortunate to be decommissioning a working plant.
Northrop F-5 still my favorite.
Hi Jay! Can you make a video explaining why *actual* Turbojets dont use Centrifugal Compressors (Unlike their younger RC brothers), and why said RC engines dont use Axial Compressors?
If you watch my Oshkosh vid called Warbird Jets, I'm in the backseat of an aircraft that does a barrel roll. It's powered by a turbojet engine that uses a double sided, single stage centrifugal compressor.
I might make a video about engine sizes, technology, and costs.
The first generation turbojets (the successful ones) all had centrifugal compressors.
The Whittle WU, W.1, W.1A, W.2B, the R-R Welland (derived from the W.2B), Derwent, Nene and Tay, the DH Goblin and Ghost all had centrifugal compressors. And so did von Ohain's original engines, including the HeS 3, the first ever turbojet to fly in the He 178. However, it was good for only a few minutes flight time and the aircraft's first landing was unpowered..
In comparison to the British centrifugal engines, the German wartime axial flow engines were grossly inferior in almost every respect - except for their frontal area.
The first successful turbojets in the USA all used Brit technology. The P&W J42 was a licence-built Nene and the J48 was a licence-built Tay. And, of course, the Klimov VK-1 in the MiG-15 was a reverse-engineered R-R Nene (with a few tweaks). It produced a little less thrust that the axial flow GE J47, was slightly less efficient in terms of specific fuel consumption, but was significantly lighter.
I've given you an answer to Part One of your question, now here is an answer to Part Two.
I presume you've taken a good look at the blading in the compressors of the Orenda engines that AgentJayZ has shown us? Perhaps you have also seen the compressor blading of the J79s and LM1500s that he has worked on?
Now try to imagine those scaled down geometrically to the size of the little centrifugal turbojets that are used in R/C jet aircraft models. The blades and vanes would be impossibly thin and fragile: they would be like tiny razor blades. And the various clearances, both radial and axial, could not be scaled. To be practicable, the blades and vanes would have to be relatively larger, both in thickness and in chord.
Now imagine those blades and vanes scaled back up to the size of an Orenda or a J79. They would be ridiculously thick and their chords would be unnecessarily wide, making the compressors excessively long.
Aerodynamically, those compressors would be significantly less efficient than the real Orenda and J79 compressors. - and so are the actual 'miniature' axial flow compressors that various people have tried to construct. In practice, they are relatively even more inefficient, to the extent that they often do not work.
PS I used to be a regular visitor to a local model engineering show here in the UK, at which members of the Gas Turbine Builders Association exhibited their little centrifugal engines, including running one or two of them. However, there was one exhibitor who turned up with the components of his little axial flow engine: to the best of my knowledge, it had never actually run.
No disrespect. I do old electronics. Way less challenging than the JZed world (nice job on the Jensen speaker).
If you want one, we have a few "circuit boards" from the 1950's Sabre. Empty tube sockets and all. I have no idea what they are for, but maybe the analog "computerized" gunsight.
Eh?
Isn't that odd saying they want electric when the gas-turbo-shaft
Is set up with a generator to be what makes the electricity
Especially in a supply problem, when nesserary.
BMW build quality? 7 words: *final drive gear case bursting into flames*
Really? At 70 thousand miles, mine looks new inside.
Nuclear plants typically generate 1GW each. New one in GA due to go online 2024.
The Sabre must have it's J 47 Orenda engine
Olthough a P & W PT6 might be interesting who would removed the RR Merlin from a Spitfire or a Mustang ?
Nice BMW Bike is it a flat twin, what CC is it, used to like off road biking
Sorry about last text I was unwell, good now
If you had a Packard with a V12 you could put a 350 in there or put the real thing in ….I would do the V12
Rich collectors who own fighter planes can have parts fabricated. Us prewar car guys have to do that all the time
We are working on that, but we are not there yet.
@@AgentJayZCNC machining and metal 3D printing technology has come a long way, its pretty exciting
Turbine blades are not machined, except for the roots. Certainly we can print the blades... the difficulty is nobody wants to risk their multimillion dollar engine to test if they can handle the working stresses.
Was the bearing manufacturer tooling destroyed or why could they not reinstall the equipment for a limited run?
I don't know all the details of how it's done, but it's not like a mold or a press that can be quickly swapped in. The machines are all universal, and are configured for high volumes in the thousands of bearings.
This would need to be stopped, and changes would need to be made in forging of the basic parts, machining , grinding, measurement, inspection, testing and quality control, certification of performance, engraving or labelling, packaging, inventory.
If the factory has hundreds of workers, making thousands of units per day, and generating a decent profit margin, how many units need to be ordered to cover the interruption and delay involved with setup for a new product?
I doubt it would be worth their time for anything less than a thousand items, and even then a significant "low volume" premium would need to be paid.
Anyway, no manufacturer we've talked to is interested in such a puny amount of money, and no owner has so far been interested in paying such a huge amount of money.
@@AgentJayZ for industrial use is adapting another available bearing an option?
@fuzzy1dk As someone who was involved in the design of aero-derivative industrial engines, I would say no. An operator would expect at least the same level of reliability as the original engine - as they believe they're paying for it.
In fact, the industrial version might need a better standard of thrust bearing because it has to take higher loads at ground level, as compared to running at altitude.
i thin a better comparison might be vintage farm machinery rather than cars
How many hours of running do you get before the engine has to be overhauled again?
Orenda says 400 hours.
Please what's the work of gearbox
"the work of gearbox"... ... is to be a gearbox. Over.
If it was termed an Accessory Gearbox (which is what it is), would that help? It can drive fuel pumps, oil pumps, hydraulic pumps, an electrical generator, etc.
Of course, being a RR design engineer, you are a knowledgeable guy, and a nice guy.
Pilots are taught that piston engines run about 1/2 pound of fuel per hour per horsepower.
Us who are truly the special "ones"... are mostly always over concerned/over anal about things.. id think thats better than those who dont know any better about" things"...🤔 👍
I have a question. I'm a plumber, so bear with me if I get terminology wrong.
In a turbo fan engine with a free turbine (fan not directly connected to the compressor). If we assume a fan on a turbo fan engine can only achieve a certain full throttle rpm on, say, a test stand or on an aircraft stationary doing a run up. I assume the fan will increase rpm as the aircraft increases speed like a propeller driven aircraft or boat would. if I am correct in my thinking are engines designed to handle the fan rpm that might occur at a high speed, high throttle scenario, or does the engine management software reduce throttle to prevent a fan overspeed from happening?
From a physics perspective, I think you can achieve higher rpm while stationary. At high speed the fan will be consuming more power to produce the same thrust. It would be really interesting to hear what the absolute gentleman JZ himself has to say about this.
The static thrust might seem to be more than the moving thrust, because the speed differential between the exhaust air and the atmosphere is greatest when the engine isn't moving.
But, as the engine is moving through the air, as it would be when propelling a flying aircraft, the inlet air is also being rammed into the engine.
The fan is designed for best performance while flying at several hundred km/hr, and at full engine rpm.
The LP, N1, or Fan rpm would be lower on static test because of 2 factors: no ram effect, and the air is more dense on the ground than it is a few KM in the sky.
The different rpm's for the N1 system, static on the ground, and at any speed in the air, are all within the operating limits of the engine.
If either the fan (N1) or the core(N2) were to get to their maximum rpm, the fuel control would modulate fuel to keep those values from exceeding the max limit.
Full Authority Digital Engine Control.
The full authority bit means the computer is in charge.
@@AgentJayZ you answered that for me very well.
@@ChemEDan I think you aren’t considering the Angle of Attack change (reduction in AOA) due to forward motion. Statically, the AOA is basically the angle of the fan blades.. with forward motion say in flight, the AOA is smaller, which should unload or make less drag, allowing the rpm to be higher.. a good example is an airplane with a fixed pitch prop. On takeoff, it might only make 2250 rpm. In flight, it could be 2700 rpm or more if you let it..
Speaking about the J79, the Variable Stator System adjusts for inlet air pressure and density, and the entire compressor system is designed for conditions of full rpm and max ram pressure. The inlet duct, which is part of the aircraft, adjusts its geometry to maximize ram pressure and to keep the inlet air subsonic, even if the aircraft is travelling through the air at supersonic speeds.
wtf is a doo hickey,is it a septic tank thing?.
No idea what you are talking about. Time stamp is minimal, if proper name is not known.
Keep them answer straight to the point . Blah blah blah
Pay attention. That's what this whole channel is about. It appears you've lost your sign.
... Here ya go. Enjoy this: th-cam.com/video/ZBjelRDKHUk/w-d-xo.htmlsi=TFLBZKdoIc23baY4
first
Does that matter? You are definitely not the first to watch it, because it's too long for that.
You're the first guy, after the first guy, to be the first of the followers of Kathaleen. She was first, anthonynotwatcher was 2nd, and you are the third viewer to not view the vid.
@@AgentJayZ These accounts are kinda bot'ish lol
Maybe I should add a target word for my gate-keeping robots?
"first"?
I don't know... those guys are really quick on the trigger.