When the engine is at idle, the bleed valves are open, blowing air out. They do not suck air in. As engine RPM increases they start to close. The fuel nozzles mounted at the main frame are called main fuel nozzles. The ones mounted on the diffuser are called main spray bars. The ones going through the flame holder are called pilot spray bars. The gears you mentioned are PTO gears they are used to turn the gearbox which turns all your gearbox mounted components.
Nice engine, some mistakes while explaining though...Bleed valve lets air out, an turbine engine has no crank shaft, and the movable stator blades are there to provide the "acurate angle" of air streaming to the first compressor stage to prevent compressor stalling...same reason for bleedvalve by the way. But really nice engine...
@@m_tahseen Yes, A compressorstall is basicly the stagnation of airflow through the Compressor. The result is a higher pressur behind the compressor than the compressor can deliver in that regime, a backflow through the compressor is the result (very violent, last a fraction of a second and is repeating periodicly) with all the nasty things like possible overstressing the components and losing thrust. The exact flow patter through the compressor is (imo) to complicated for the comment section. The airflow over the Compressorblade (a typical Airfoil shape) stalls and the vortices "blocking the airflow through the compressor so that for a short period of time the pressure drops and a backflow occures. The easiest solution is to bleed air from behind the compressor and reduce the pressure quickly enough to prevent a compressor stall. A more complicated solution but for a wider range is to use compressor (and/or inlet) guide vanes. Those guide vanes are moving stator blades wich are changing the flow pattern in that manner, that the airflow vector reaches the compressor blade with an angle of attack that it doesnt stall (below the critical angle of attack for the stage). A compressor stall is occuring usually during quick accelleration from low rpm to high Rpm or at high Rpm (or thrust setting) and low airspeed or when the flow through the intake is disturbed by high angles of attack or damage to the inlet or compressor blades. some explaining vedeos... From Flight training: th-cam.com/video/MQWYhsYfMxE/w-d-xo.html unfortunately german but good visualisation (im from Germany so its easy for me but i hope it helps you) th-cam.com/video/kamM_DQdo9M/w-d-xo.html A bit more scientific but good as well: th-cam.com/video/U-fAaI26a88/w-d-xo.html i hope i can help you with that, its a bit oversimplyfied but i hope its still ok...
Thanks, always loved the F-5, particularly the E, such a mean looking slick beast, they doesn't make them like thát anymore, any way, have a couple of questions, is this the J85-21, and where does the afterburner cooling-air come from....?
A turbine engine doesn't have a crankshaft. Also, the ignition system has igniter plugs not spark plugs. Just for your information to correct your video.
The Red Section mainly Combustor or Afterburner Section is made from which Material What is the Technology behind this Which type of Turbine Blades are used in this Engine Anyone Please answer my Questions
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When the engine is at idle, the bleed valves are open, blowing air out. They do not suck air in. As engine RPM increases they start to close. The fuel nozzles mounted at the main frame are called main fuel nozzles. The ones mounted on the diffuser are called main spray bars. The ones going through the flame holder are called pilot spray bars. The gears you mentioned are PTO gears they are used to turn the gearbox which turns all your gearbox mounted components.
All true! Worked on this engine from 1983 til 1988 for the Dutch Airforce.
Nice engine, some mistakes while explaining though...Bleed valve lets air out, an turbine engine has no crank shaft, and the movable stator blades are there to provide the "acurate angle" of air streaming to the first compressor stage to prevent compressor stalling...same reason for bleedvalve by the way. But really nice engine...
Nice observation.Could you please elaborate on the compressor stall ?
@@m_tahseen Yes,
A compressorstall is basicly the stagnation of airflow through the Compressor. The result is a higher pressur behind the compressor than the compressor can deliver in that regime, a backflow through the compressor is the result (very violent, last a fraction of a second and is repeating periodicly) with all the nasty things like possible overstressing the components and losing thrust. The exact flow patter through the compressor is (imo) to complicated for the comment section. The airflow over the Compressorblade (a typical Airfoil shape) stalls and the vortices "blocking the airflow through the compressor so that for a short period of time the pressure drops and a backflow occures.
The easiest solution is to bleed air from behind the compressor and reduce the pressure quickly enough to prevent a compressor stall. A more complicated solution but for a wider range is to use compressor (and/or inlet) guide vanes. Those guide vanes are moving stator blades wich are changing the flow pattern in that manner, that the airflow vector reaches the compressor blade with an angle of attack that it doesnt stall (below the critical angle of attack for the stage). A compressor stall is occuring usually during quick accelleration from low rpm to high Rpm or at high Rpm (or thrust setting) and low airspeed or when the flow through the intake is disturbed by high angles of attack or damage to the inlet or compressor blades.
some explaining vedeos...
From Flight training: th-cam.com/video/MQWYhsYfMxE/w-d-xo.html
unfortunately german but good visualisation (im from Germany so its easy for me but i hope it helps you) th-cam.com/video/kamM_DQdo9M/w-d-xo.html
A bit more scientific but good as well: th-cam.com/video/U-fAaI26a88/w-d-xo.html
i hope i can help you with that, its a bit oversimplyfied but i hope its still ok...
we still make parts for the j85 In Lynn Massachusetts , I personally assembled the combust and flame holder
The gears he showed are used to transfer the power to and from the power section to drive the generator and conversely the starter and accessories.
Great video of the turbines in an F-5/T-38 ❤
the fuel gets heated by cooling the oil its a win win
Very nice for 1950s tech.
Bleed valve let the air out not in. and there is no crank shaft.. Those gears are used to drive the Accessory gearbox.
Thanks, always loved the F-5, particularly the E, such a mean looking slick beast, they doesn't make them like thát anymore, any way, have a couple of questions, is this the J85-21, and where does the afterburner cooling-air come from....?
I believe it to be a -5 rather than a -21.
But it's hard to make out from the video.
He said Crankshaft...lol
good :)
more detail about this engine
Can u show a video of it running
Thanks bro🔥
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Where is this? My powers of deductive reasoning guessing Arizona State? Nice facility
Like the video
Good but please show RD33 klimov too
indian engineers, are you here?
Can you explain the turbine reduction
Thank you so much ADAM 5/5
A turbine engine doesn't have a crankshaft. Also, the ignition system has igniter plugs not spark plugs. Just for your information to correct your video.
The Red Section mainly Combustor or Afterburner Section is made from which Material
What is the Technology behind this
Which type of Turbine Blades are used in this Engine
Anyone Please answer my Questions
The same metal alloy that stainless steel 316 grade ,but... without the chrome in the molten.
The G.E. J85-21B has always been a powerful engine.
Wears face mask: video discarded
Does that engine have covid or something....take off the mask ....