JayZ I notice the OV-10 on your shirt. Great airplane. I have over 600 hours in combat in this beautiful aircraft. I really enjoy your videos. I use them in my class.
The most unusual bearings I ever encountered were in the Hamilton-Standard ACM. They were gas lubricated. As you might guess, the real problem is getting the machine up to speed so that a hydrodynamic film of air is developed.
So the moral is kids, spelling mistakes are a perfect example of poor attention to detail. There will be no tolerance in the aviation industry or any other profession..... Mediocrity loves company.
I will try to answer some of the questions regarding bearing specifications and bearing selection. The first part of the study is the shaft itself. The type and measure of loading is calculated for each loading point, and afterwards the minimum diameter of the shaft is chosen for each segment depending on the material and a shock loading factor based on the application (turbines have quite low shock loading). The minimum diameter is then rounded to the next higher standardized shaft diameter (e.g. if the minimum diameter was 97,5 mm the chose diameter would be 100 mm), in order to accept standard features like bearings, key ways, retaining rings of standardized diameters too. Then the bearings are selected depending on the loading of each mounting point, the speed of rotation and the life expectancy. The most important is the life expectancy which should be high enough to meet the service intervals required but not higher in order to avoid the extra weight and cost of a bigger bearing. Finally the equivalent safety factor is calculated. The final part must be able to withstand 1,8 to 2,0 times the dynamic loading at the operating conditions. In general applications equivalent safety factors between 1,5 and 2,5 may have been accepted but they are evidence of a design either too light to withstand prolonged operation (in the case of 1,5) or one that's heavier and more expensive than required (if it gets to 2,5). In aviation it must never exceed 2 as this would make the part too heavy.
Hi Jay, do you get to do diagnostics on the engines in the field at all? Or do you mainly just do overhaul? Also when you get these engines in what is the most common damage? Would it be foreign debris contact on the compressor leading edge or something else?
(the flaps on the back of the jet that open when the afterburner is activated) is it powered bye servos or is it held by tension. and if i were to make a turboprop, or a jet engine (out of bean cans) what would be a good hi-temp resistent bearing.
Is that just background workshop harmonics or can I actually hear the eye watering tones of bagpipes towards the end? This question is being asked from bonnie Scotland!
I love your low tolerance for poor spelling and "stupid" questions. As a computer/electronics tech, I have to constantly remind myself that the majority of people cannot seem to grasp what I consider common sense.
This may be a better replacement for question #1; is there a visual inspection process for bearings during an overhaul, or do you just scrap them all and replace? :P
Could you please talk across the fixed bearing and floating bearing in the engine shaft. What happens to bearings when the shaft and parts expands in high operating temperature.
Don't chase the money, do what you love.
I think i pick up on the tedious nature of these information sessions and you grinding your way answering various questions.
JayZ I notice the OV-10 on your shirt. Great airplane. I have over 600 hours in combat in this beautiful aircraft. I really enjoy your videos. I use them in my class.
I commend you on your patience! Keep up the good work.
The most unusual bearings I ever encountered were in the Hamilton-Standard ACM. They were gas lubricated. As you might guess, the real problem is getting the machine up to speed so that a hydrodynamic film of air is developed.
So the moral is kids, spelling mistakes are a perfect example of poor attention to detail. There will be no tolerance in the aviation industry or any other profession..... Mediocrity loves company.
I'm super late to the party here, but I need to comment on the "thrust bearing load" question/response.
I will try to answer some of the questions regarding bearing specifications and bearing selection. The first part of the study is the shaft itself. The type and measure of loading is calculated for each loading point, and afterwards the minimum diameter of the shaft is chosen for each segment depending on the material and a shock loading factor based on the application (turbines have quite low shock loading). The minimum diameter is then rounded to the next higher standardized shaft diameter (e.g. if the minimum diameter was 97,5 mm the chose diameter would be 100 mm), in order to accept standard features like bearings, key ways, retaining rings of standardized diameters too. Then the bearings are selected depending on the loading of each mounting point, the speed of rotation and the life expectancy. The most important is the life expectancy which should be high enough to meet the service intervals required but not higher in order to avoid the extra weight and cost of a bigger bearing. Finally the equivalent safety factor is calculated. The final part must be able to withstand 1,8 to 2,0 times the dynamic loading at the operating conditions. In general applications equivalent safety factors between 1,5 and 2,5 may have been accepted but they are evidence of a design either too light to withstand prolonged operation (in the case of 1,5) or one that's heavier and more expensive than required (if it gets to 2,5). In aviation it must never exceed 2 as this would make the part too heavy.
That's the best advice ever.... Agent Jayz. "Do what you love, don't chase the money". Sadly many people don't do that, but it's their loss.
Hi Jay, do you get to do diagnostics on the engines in the field at all? Or do you mainly just do overhaul? Also when you get these engines in what is the most common damage? Would it be foreign debris contact on the compressor leading edge or something else?
(the flaps on the back of the jet that open when the afterburner is activated) is it powered bye servos or is it held by tension. and if i were to make a turboprop, or a jet engine (out of bean cans) what would be a good hi-temp resistent bearing.
Don't chase the money, do what you love!
Hellor Sir, I would like to know if any other types of technology is used, besides bearings, to guide in rotation the main shaft of a jet engine?
Do Air Foil Bearings and Active Magnetic Bearings have any place in the engines you guys service?
Is that just background workshop harmonics or can I actually hear the eye watering tones of bagpipes towards the end? This question is being asked from bonnie Scotland!
I love your low tolerance for poor spelling and "stupid" questions. As a computer/electronics tech, I have to constantly remind myself that the majority of people cannot seem to grasp what I consider common sense.
another very interesting video agent jayz,thanks keep them coming:)
Hello
This may be a better replacement for question #1; is there a visual inspection process for bearings during an overhaul, or do you just scrap them all and replace? :P
Could you please talk across the fixed bearing and floating bearing in the engine shaft. What happens to bearings when the shaft and parts expands in high operating temperature.