That was Columbia, and it wasnt a tiny nick, it was a half-meter wide hole smashed through the leading edge of the wing. The shuttles have come back with missing or damaged tiles on many occasions, with the maiden flight having come back with damage to many tiles.
Once again I'm reminded that while being a jet engine mechanic is the best job in the world, it also involves inspecting 91 turbine nozzles, trying to determine if that dark spot is a chip or 'splatter', looking for cracks, measuring the cracks, etc. We won't even talk about safety wire and the secluded places where it lives.... Thanks for the video.
I work at a factory that makes castings similar to those. We make the compressor blades we run alot of solar 815 and 819. We run a ton of Rolls Royce single blades. We mainly make castings for commercial air liners.
I'm back home after a few days with my son and family. I joined them for a families' day and air show that was held at the airfield where my son is stationed, which also coincided with my birthday. He had arranged a flight in a Harvard for me, but the aircraft went unserviceable on the day. However, I must share with you a "two nations divided by a common language" happening on board a USAF V-22 Osprey that was open to visitors. Low on the right-hand side of the bulkhead behind the cockpit was a small circular access panel bearing the acronym 'ARSE'. I took mischievous pleasure in telling the crewman standing there that it was the Brit English rendition of ASS in N American English and, as it lined up with the co-pilot's posterior, it was even more amusing to a Brit. However, I didn't have time to ask what the acronym meant: can anyone out there enlighten me? PS The following day, on my way back home, I stopped over at the Imperial War Museum at Duxford, which has a dedicated American Air Museum section that didn't exist the last time I visited over twenty years ago. It has an SR-71 on display, with its two engines on show beneath it wings, so I've now had a close-up view of two J58s. PPS As the weather was great, I treated myself to a short flight in a DH Dragon Rapide, as a consolation for not having a flight in a Harvard. With an unladen weight less than the kerb (that's the Brit spelling) weight of my VW Golf out on the driveway, we could feel the thermals on what was a hot sunny day.
Agent Jjay thx for informative and interesting video, like the shirt as I remember riding with my parents when a child back in late 50s from Ca to So Dakota on rt 66 for family reunions in a '56 and '58 Chevy's no a/c during the summer. Now live right next to what's left of it on the West coast.
Obviously surface defects are a real problem. Do you use anything more critical than visual, or do you use microscopic or staining examination to find micro cracking? Thanks, I have learned much about turbine power from your vids.
Before the recoating is done, I guess they have to remove the metal build up and maybe also the old ceramic coating. How is that done without damaging the blades? I guess sand blasting would be too aggressive but I don't know.
You're nearer than you thought. It's called wet-blasting. Consist in a medium and a liquid, generally water, pushed through nozzle. With proper medium size and precise pressure control, it is easy to completely peel a coating way before the base metal gets affected by the process.
The wife and I were watching Space Cowboys this evening and Columbia came up. As much as I love that movie, the shuttle in the movie would have turned into a flaming meteorite on re-entry...
Damn I didn’t realise it had been that long since you had that engine in first time around. I still remember you getting everything back from the ceramic coaters. Very cool. Good to see it getting some much needed TLC by the looks of it. Any idea what caused the burner to fragment?
You should your vane segments in a solution of 20% by weight sodium hydroxide, that should not hurt the thermal barrier coating but it will clean out all the sooth. Also, stripping and application of the bond layer and the TBC is something you should be in house if it's expensive. Only our liners have TBC and we renew them at each overhaul For hot section components downstream of the first vane, platinum aluminid coatings last so much longer and aren't liable to chip off and full on the blades. Also it's not crazy hard to apply, maybe you could upgrade to that ?
... NaOH eats aluminum... makes it disappear, so not the best idea. I am not trying to clean off the staining or the soot, because it does not matter. Cost is not the main concern here; it's quality of the finished product. The ceramic is used as a TBC, not armor, so PtAl would not be an upgrade. Thanks tho...
Thanks once again for an informative video. You always help expand my puny old brain again (the day I stop learning is the day I die). I had a interesting thought; some time ago I saw a piece about how an outfit was providing a cryogenic treatment service employing liquid nitrogen as a molecular modification/enhancement agent. They employed it on musical instruments and electronics which reportedly dramatically enhanced the performance of the items they treated. Have you ever heard of this and could this type of process be useful to the machines you work on? I imagine it could have application for components in critical heat stress areas. Your thoughts?
Never heard of it, but it sounds interesting. Many heat treatments are useful in transforming the properties of metal parts that operate at fairly low temps... up to about 400F or so. Knives, axles, gears, wrenches, springs, rivets, and what-not.... especially the what-not! Anything in the hot end of a gas turbine engine has to be strong without any heat treating, since when the engine is running, these parts are working at over 1000F. At these working temps, any effects of heat treatment would be lost.
What causes this damage? Detonation or maybe debris? Ceramic-coated pistons can be expected to outlast the engine itself. I'm not as familiar with turbines. Very interesting, though.
@@grahamj9101 Yeah, I figured. There must be some kind of compression going on, though. Any kind of compression could lead to detonation if two flamefronts collide in opposite directions and squeeze a fuel mixture between them.
@@juansolo1617 You've still got the wrong head on: no compression occurs during the combustion process of the Brayton/gas turbine cycle. All the compression occurs in the compressor and there is actually a pressure drop across a jet engine combustor.
I have a very interesting question. Why is the last stage of the compressor the same diameter as the turbine? Wouldn’t a bigger turbine provide more torque?
This was a design for an aircraft engine. Minimizing overall engine diameter was a major consideration. The only purpose of the turbine us to extract some of the kinetic energy in the high speed exhaust gases coming out of the combustion section... to supply enough torque to turn the compressor. If more torque is needed, a second or even a third stage can be added to the turbine. In the Orenda 10, one stage gets the job done. In the later, more powerful Orenda 14, a two stage turbine is used.
Hello, if you are that deep into the engine and getting some of the parts/blades resurfaced, wouldn't it be prudent to just get them all done while you're there, given how much time and money it would cost to get back to that part of the engine again if you have problems with the pieces that you didn't get resurfaced?
Hardly a fair comparison JZ, but depending on the wear of the other tire, I’d replace them as a set, and if it was all wheel drive, I’d have to do some circumference and wear measurements, and depending on the result and the vehicle in question, all four tires may have to be replaced as some AWD systems are a bit peculiar when tire circumference variation gets beyond a certain level.
I find it surprising that individual blades are repaired (recoated). I would have thought it is clean, inspect, possibly replace with new. Would this be done for aircraft as well or just for theses industrial museum pieces?
This is not a service. A service would be done on site by the ground crew responsible for the aircraft, and would take a day or so. This is a repair combined with a full disassembly and inspection, and will involve many weeks of work.
@@AgentJayZ - ok but still I'm interested in a rough idea on what disassembly and inspection might cost me. Most Mechanics in Australia charge $120 per hour so I guess what you do is far more specialized and would cost a little more :-)
....this is the kind of knowledge (skill, if you will) we need more of in this country...folks willing to get their hand dirty doing indispensable jobs without which the country and economy will not function...I wish I had gotten a trade or skill instead of two basically useless advanced degrees (which temporarily helped, but in the long run did nothing to increase my earnings...it wasn't until I got a job at Sikorsky Aircraft (doing work for which a simple high school diploma wouldda been enough) that I earned good money...I did damn well, but If I'd had my A&P the earnings wouldda increased dramatically...
Jay, is there a technical spec for surface roughness (Ra)for turbine blades, before they need to be refurbished , e.g any surface with a RA greater than 5 μm (micro meters) ? Does the ceramic coating improve the surface finish.
New, they have a rough, almost sandblasted finish. The ceramic coating feels like 320 grit sandpaper. Polishing them to a mirror finish when they are uncoated does nothing for their function, but makes them look beautiful.
I believe it was the Columbia space shuttle accident that broke up on re entry m.th-cam.com/video/2eTRaJGDe-8/w-d-xo.html 2:50 mark video link is the testing vid
I was watching some videos of various Russian fighters and they all seemed to put out a lot of dark smoke from the engine’s tailpipe. I don’t recall seeing western planes exhausting so much smoke. Is there a significant design difference in the Russian engines or do they run them richer than western engines? Did I just miss the western smoking engines? What gives?
@@AgentJayZ Wasn't aware there was a mod that accomplished that. Would it be fair to say the Russians don't care if their engines put off a little smoke?
Take a look a some old film clips of B-47s, early B-52s, and even early B707s, and marvel at their exhaust smoke. Perhaps you could also take a look at a clip of a Wright J65-powered A-4 Skyhawk in flight and marvel at its lack of exhaust smoke. That's because the J65 was a licence-built Armstrong Siddeley Sapphire 6, with a vaporiser combustion chamber.
Nickel-steel alloys. Various alloys recipes depending of stress and heat that blade's stage is about to endure. The ceramic coating is added on blades in the power section to help endure the heat. Compressor section's blades are not usually coated. They are mostly going to encounter impact from ingested particles from the intake, brittle coating then becomes more a nuisance than an asset.
Thanks for the correction. Didn't thought that aluminum vanes could take the heat of ceramic deposition. I learn something everyday. ...Wait...That engine have alu vanes past the combustor? Even with the TBC, how high is the temp at the exit of a combustor? I thought it was around 900 - 1100 F. And the alu vanes doesn't distort? Wow!
@@AgentJayZ The Bloodhound LSR project circulated the tragic news to their supporters before the mainstream media got hold of it. My heart sank too when I read the report.
"Historically, Rockwell had manufactured their tile in Palmdale, CA, from fiber production billets made by Lockheed Missile and Space Company in Sunnyvale, CA. In order to provide the shuttle orbiterwith TPS repair materials and replacement hardware more quickly, NASA subsequently contracted with Rockwell to establish a new Thermal Protection System Facility (TPSF) at the launch site at KSC. The analysis by Rockwell of the Single-Tile Manufacturing facility requirements showed that small batch furnaces capable of firing from one to six tiles at a time would be a cost-effective alternative to the continuous-roller hearth kilns currently certified to fire the TPS tile coatings." "Basically, Rockwell receives the production billets of fiber from Lockheed Missile and Space Company out of which they machine individual tiles to proper dimensions. Computerized numerically controlled (CNC) machining was an ideal means for making any one of 20,000 different tiles that are each a special size or shape. After machining, the tile is sprayed on the outer surface and sidewalls with aglass slurry coating. To complete the manufacture of a single tile, the glass coating must be sintered in a furnace that is capable of firing batch after batch with exceptional temperature accuracy and repeatable performance." Paragraphs from this article: www.keithcompany.com/documents/Batch_Furnace_Technology_for_Space_Shuttle_Tile_Manufacturing.pdf
The tiles on Columbia only failed because a huge chunk of insulation ripped off the external fuel tank during launch and punched a sizable hole in the wing. As I recall, they did a number of EVAs while in orbit to look at it and do their best on repairs. Honestly in my opinion, it was like glueing a lego model made into a 6ft ball together and then trying to push it down a flight of stairs, i.e. anything at that point short of building a repair station on the ISS would result in failure. A tragic failure nonetheless, but after you hit the big red Liftoff button, you're just along for the ride and the flight was doomed thereafter.
Hi there! I have a question concerning gas generators for industrial uses vs. gas turbine engines for aircrafts. In this video here (th-cam.com/video/xiu9fIgydx4/w-d-xo.html) it is mentioned around 1:43 that the compressed air needs to reverse flow to enter the combustion chamber... This is radically different than the aircraft engines where the combustion cans are aligned with the air flow. Do you happen to know why they design them like that? Are they cheaper or easier to maintain? Thank you for your great videos!
This is not different at all. The PT-6, one of the most widely used turboprop engines in the world, makes the air flow do a 180 before entering the combustor.
That was Columbia, and it wasnt a tiny nick, it was a half-meter wide hole smashed through the leading edge of the wing. The shuttles have come back with missing or damaged tiles on many occasions, with the maiden flight having come back with damage to many tiles.
OK, not arguing. But it's the same idea I was trying to convey.
It was a nick in the context he used for comparison.
Once again I'm reminded that while being a jet engine mechanic is the best job in the world, it also involves inspecting 91 turbine nozzles, trying to determine if that dark spot is a chip or 'splatter', looking for cracks, measuring the cracks, etc.
We won't even talk about safety wire and the secluded places where it lives....
Thanks for the video.
Oh yeah!
I’m glad I see parts I manufacture on this channel.
I work at a factory that makes castings similar to those. We make the compressor blades we run alot of solar 815 and 819. We run a ton of Rolls Royce single blades. We mainly make castings for commercial air liners.
"We're geosynchronous" Quite cool effect when that happens...
Spaceshuttle Colombia had a hole the size of a basketball in the leading edge of the wing.
So, to scale then...
I'm back home after a few days with my son and family. I joined them for a families' day and air show that was held at the airfield where my son is stationed, which also coincided with my birthday. He had arranged a flight in a Harvard for me, but the aircraft went unserviceable on the day. However, I must share with you a "two nations divided by a common language" happening on board a USAF V-22 Osprey that was open to visitors. Low on the right-hand side of the bulkhead behind the cockpit was a small circular access panel bearing the acronym 'ARSE'. I took mischievous pleasure in telling the crewman standing there that it was the Brit English rendition of ASS in N American English and, as it lined up with the co-pilot's posterior, it was even more amusing to a Brit. However, I didn't have time to ask what the acronym meant: can anyone out there enlighten me?
PS The following day, on my way back home, I stopped over at the Imperial War Museum at Duxford, which has a dedicated American Air Museum section that didn't exist the last time I visited over twenty years ago. It has an SR-71 on display, with its two engines on show beneath it wings, so I've now had a close-up view of two J58s.
PPS As the weather was great, I treated myself to a short flight in a DH Dragon Rapide, as a consolation for not having a flight in a Harvard. With an unladen weight less than the kerb (that's the Brit spelling) weight of my VW Golf out on the driveway, we could feel the thermals on what was a hot sunny day.
4:25 Shuttle Colombia had a 16in gash in the leading edge of its left wing, the crew did not survive reentry. However, your point is understood.
Jet engines are fantastic and fascinating technology, absolutely love your videos!
Agent Jjay thx for informative and interesting video, like the shirt as I remember riding with my parents when a child back in late 50s from Ca to So Dakota on rt 66 for family reunions in a '56 and '58 Chevy's no a/c during the summer. Now live right next to what's left of it on the West coast.
Agent, you're the Bob Ross of jet engines! You're amazing!
Cool vid. As always. Sweet SV650 in the background.
Great video! Thank you for sharing all the information and footage!
I really like to watch your post sir, very interested even I didn't work on that, how I wish I could see personally your company
Obviously surface defects are a real problem. Do you use anything more critical than visual, or do you use microscopic or staining examination to find micro cracking? Thanks, I have learned much about turbine power from your vids.
Those blades are indeed beautiful.
Before the recoating is done, I guess they have to remove the metal build up and maybe also the old ceramic coating. How is that done without damaging the blades? I guess sand blasting would be too aggressive but I don't know.
You're nearer than you thought. It's called wet-blasting. Consist in a medium and a liquid, generally water, pushed through nozzle. With proper medium size and precise pressure control, it is easy to completely peel a coating way before the base metal gets affected by the process.
I'm not trying to be snooty... love your channel!! But It was the Colombia and it was a 6''+ hole
So... right about to scale, then. I was trying to illustrate a point with a familiar example. How'd I do?
The wife and I were watching Space Cowboys this evening and Columbia came up. As much as I love that movie, the shuttle in the movie would have turned into a flaming meteorite on re-entry...
Damn I didn’t realise it had been that long since you had that engine in first time around. I still remember you getting everything back from the ceramic coaters. Very cool. Good to see it getting some much needed TLC by the looks of it. Any idea what caused the burner to fragment?
The info section talks about that.
@@AgentJayZ Ah thanks!
You should your vane segments in a solution of 20% by weight sodium hydroxide, that should not hurt the thermal barrier coating but it will clean out all the sooth.
Also, stripping and application of the bond layer and the TBC is something you should be in house if it's expensive.
Only our liners have TBC and we renew them at each overhaul
For hot section components downstream of the first vane, platinum aluminid coatings last so much longer and aren't liable to chip off and full on the blades. Also it's not crazy hard to apply, maybe you could upgrade to that ?
... NaOH eats aluminum... makes it disappear, so not the best idea.
I am not trying to clean off the staining or the soot, because it does not matter.
Cost is not the main concern here; it's quality of the finished product.
The ceramic is used as a TBC, not armor, so PtAl would not be an upgrade.
Thanks tho...
Coating of hot section turbine components is best left to specialists. Why invest in equipment that would be vastly underutilized?
Thanks once again for an informative video. You always help expand my puny old brain again (the day I stop learning is the day I die). I had a interesting thought; some time ago I saw a piece about how an outfit was providing a cryogenic treatment service employing liquid nitrogen as a molecular modification/enhancement agent. They employed it on musical instruments and electronics which reportedly dramatically enhanced the performance of the items they treated. Have you ever heard of this and could this type of process be useful to the machines you work on? I imagine it could have application for components in critical heat stress areas. Your thoughts?
Never heard of it, but it sounds interesting. Many heat treatments are useful in transforming the properties of metal parts that operate at fairly low temps... up to about 400F or so. Knives, axles, gears, wrenches, springs, rivets, and what-not.... especially the what-not!
Anything in the hot end of a gas turbine engine has to be strong without any heat treating, since when the engine is running, these parts are working at over 1000F. At these working temps, any effects of heat treatment would be lost.
I like the music in the background !
Very interesting videos, we have many Rolls Royce Dewent engine at work for our Gloster Meteors I'm always interested in them
Jay, are you not doing the race boat anymore? Is the boat not running or are you just to busy to take on more?
What causes this damage? Detonation or maybe debris? Ceramic-coated pistons can be expected to outlast the engine itself. I'm not as familiar with turbines. Very interesting, though.
Info section
I think you've got your piston head on: gas turbine engines don't suffer from detonation, as they have a continuous combustion process.
@@grahamj9101 Yeah, I figured. There must be some kind of compression going on, though. Any kind of compression could lead to detonation if two flamefronts collide in opposite directions and squeeze a fuel mixture between them.
@@juansolo1617 You've still got the wrong head on: no compression occurs during the combustion process of the Brayton/gas turbine cycle. All the compression occurs in the compressor and there is actually a pressure drop across a jet engine combustor.
I have a very interesting question. Why is the last stage of the compressor the same diameter as the turbine? Wouldn’t a bigger turbine provide more torque?
This was a design for an aircraft engine. Minimizing overall engine diameter was a major consideration.
The only purpose of the turbine us to extract some of the kinetic energy in the high speed exhaust gases coming out of the combustion section... to supply enough torque to turn the compressor.
If more torque is needed, a second or even a third stage can be added to the turbine. In the Orenda 10, one stage gets the job done. In the later, more powerful Orenda 14, a two stage turbine is used.
Greetings from Italy!!!
How much cost ceramic coating for one blade. We do something similar to pistons on cars. It's not that expensive, like 100€ for one engine.
Considering everything about the industry, probable a couple hundred dollars per blade. Everything has to be certified.
@11:34 is that a H on the spacer between the blade rings? Do technicians leave Easter eggs in engine like initials etc...?
It says "4". The ring above it says "5" ten or so seconds later.
As usual excellent video. What is the bearing clearance for these bearings ; i mean C2 or C3 etc? Thanks for your time.
Parts i made for the F135 engine is the same thing.
any chips in ceramic coatings is INSTA scrap!
Production or MMO visual inspection standards?
Was this covered under warranty ? Just curious. ..and do you offer warranties on your engines ?
No.
Yes.
Nice Jay. When are the jet boat races comming?
Hello, if you are that deep into the engine and getting some of the parts/blades resurfaced, wouldn't it be prudent to just get them all done while you're there, given how much time and money it would cost to get back to that part of the engine again if you have problems with the pieces that you didn't get resurfaced?
If you ran into a curb and damaged one of your tires, how many would you replace?
Hardly a fair comparison JZ, but depending on the wear of the other tire, I’d replace them as a set, and if it was all wheel drive, I’d have to do some circumference and wear measurements, and depending on the result and the vehicle in question, all four tires may have to be replaced as some AWD systems are a bit peculiar when tire circumference variation gets beyond a certain level.
JZ do you have a video or a PDF that tells where all the different Turbines you work on are used? i.e. what aircraft or ground application?
Is the repair under warranty? How many hours was on it when it puked up. Is this a common failure.
I find it surprising that individual blades are repaired (recoated). I would have thought it is clean, inspect, possibly replace with new. Would this be done for aircraft as well or just for theses industrial museum pieces?
The inspection process has three outcomes: serviceable, repairable, and scrap.
These engines fly.
Is it the equivalent of vapour deposition?
The Lincoln Highway: The Grandmother Road.
There's a good video about the history of the Lincoln Highway right here on this TH-camy thing. Makes you want to road trip!
@@AgentJayZ This is where I learned about it. Maybe the same video: th-cam.com/video/SIW2-bH84u4/w-d-xo.html
Cheers, Jay.
Things in motion tend to stay in motion regardless of fingers, lol.
Do commercial airliners' engines also have ceramic coated turbine blades ?
Yes, it's a very common feature of modern engines.
Hi AgentJayZ - what sort of dollars will the Orenda 10 service cost - just out of interest
This is not a service. A service would be done on site by the ground crew responsible for the aircraft, and would take a day or so.
This is a repair combined with a full disassembly and inspection, and will involve many weeks of work.
@@AgentJayZ - ok but still I'm interested in a rough idea on what disassembly and inspection might cost me. Most Mechanics in Australia charge $120 per hour so I guess what you do is far more specialized and would cost a little more :-)
....this is the kind of knowledge (skill, if you will) we need more of in this country...folks willing to get their hand dirty doing indispensable jobs without which the country and economy will not function...I wish I had gotten a trade or skill instead of two basically useless advanced degrees (which temporarily helped, but in the long run did nothing to increase my earnings...it wasn't until I got a job at Sikorsky Aircraft (doing work for which a simple high school diploma wouldda been enough) that I earned good money...I did damn well, but If I'd had my A&P the earnings wouldda increased dramatically...
And Columbia had far more than a nick...
Same principle.
Yes. It was suspended to be the size of a suitcase and the reason for backflip inspections on all follow on missions.
which engine is that in the background???
Shuttle Columbia was the one with the leading edge damage and she never made it back Jay
Travis Goff He acknowledged that the shuttle never made it back... he got the name wrong.
Technically she made it back - but in many pieces. RIP Columbia and the crew...
It was not a small hole either.
Peter Resetz it sure wasn’t.... it was the size of a basketball...
What is the name of Coating?
I like your flat cap😁
Fred Dibnah! Was one of my inspirations...
Very nice. Damage, no subtitle french.
Jay, is there a technical spec for surface roughness (Ra)for turbine blades, before they need to be refurbished , e.g any surface with a RA greater than 5 μm (micro meters) ? Does the ceramic coating improve the surface finish.
New, they have a rough, almost sandblasted finish. The ceramic coating feels like 320 grit sandpaper. Polishing them to a mirror finish when they are uncoated does nothing for their function, but makes them look beautiful.
@@AgentJayZ Thanks Jay, what is the allowable thickness spec for the ceramic coating? I assume it's not like sunblock the more the merrier ;-)
Love it! Thanks.
How to lose a finger. Missing your lapel microphone setup very much
Spelled correctly! Extra biscuit for you!
I believe it was the Columbia space shuttle accident that broke up on re entry m.th-cam.com/video/2eTRaJGDe-8/w-d-xo.html 2:50 mark video link is the testing vid
Did you hear about the Russian A321 that ingested birds and landed in a cornfield ?
I was watching some videos of various Russian fighters and they all seemed to put out a lot of dark smoke from the engine’s tailpipe. I don’t recall seeing western planes exhausting so much smoke. Is there a significant design difference in the Russian engines or do they run them richer than western engines? Did I just miss the western smoking engines? What gives?
Ever seen a J79 without the low-smoke mod? I have a few vids of them being test run.
@@AgentJayZ Wasn't aware there was a mod that accomplished that. Would it be fair to say the Russians don't care if their engines put off a little smoke?
Take a look a some old film clips of B-47s, early B-52s, and even early B707s, and marvel at their exhaust smoke. Perhaps you could also take a look at a clip of a Wright J65-powered A-4 Skyhawk in flight and marvel at its lack of exhaust smoke. That's because the J65 was a licence-built Armstrong Siddeley Sapphire 6, with a vaporiser combustion chamber.
are those blade made of Steel??
Nickel-steel alloys. Various alloys recipes depending of stress and heat that blade's stage is about to endure. The ceramic coating is added on blades in the power section to help endure the heat. Compressor section's blades are not usually coated. They are mostly going to encounter impact from ingested particles from the intake, brittle coating then becomes more a nuisance than an asset.
The airfoils in this video are stator vanes, and they are made of aluminum.
Thanks for the correction. Didn't thought that aluminum vanes could take the heat of ceramic deposition. I learn something everyday. ...Wait...That engine have alu vanes past the combustor? Even with the TBC, how high is the temp at the exit of a combustor? I thought it was around 900 - 1100 F. And the alu vanes doesn't distort? Wow!
Nice!!!!
greetings. very good. success.
Those cases look like the inside of the mouth of one of these beasts from Transformers or Dune.
Usul has called a big one!
...again, it is the legend...
Tragic news about North American Eagle and the death of Jessi Combs.
I did not know. But your comment made my heart sink.
@@AgentJayZ The Bloodhound LSR project circulated the tragic news to their supporters before the mainstream media got hold of it. My heart sank too when I read the report.
North American Eagle was made possible by Alot of effort by some really great men and women. Very sad.
Very unfortunate await the cause? To say she passed away doing what she loved God Bless rest in peace
Well that was Scarry
hello there 🤠
What was the name of the company that made the heat shield tiles for Columbus ?
"Historically, Rockwell had manufactured their tile in Palmdale, CA, from fiber production billets made by Lockheed Missile and Space Company in Sunnyvale, CA. In order to provide the shuttle orbiterwith TPS repair materials and replacement hardware more quickly, NASA subsequently contracted with Rockwell to establish a new Thermal Protection System Facility (TPSF) at the launch site at KSC. The analysis by Rockwell of the Single-Tile Manufacturing facility requirements showed that small batch furnaces capable of firing from one to six tiles at a time would be a cost-effective alternative to the continuous-roller hearth kilns currently certified to fire the TPS tile coatings."
"Basically, Rockwell receives the production billets of fiber from Lockheed Missile and Space Company out of which they machine individual tiles to proper dimensions. Computerized numerically controlled (CNC) machining was an ideal means for making any one of 20,000 different tiles that are each a special size or shape. After machining, the tile is sprayed on the outer surface and sidewalls with aglass slurry coating. To complete the manufacture of a single tile, the glass coating must be sintered in a furnace that is capable of firing batch after batch with exceptional temperature accuracy and repeatable performance."
Paragraphs from this article:
www.keithcompany.com/documents/Batch_Furnace_Technology_for_Space_Shuttle_Tile_Manufacturing.pdf
The tiles on Columbia only failed because a huge chunk of insulation ripped off the external fuel tank during launch and punched a sizable hole in the wing. As I recall, they did a number of EVAs while in orbit to look at it and do their best on repairs. Honestly in my opinion, it was like glueing a lego model made into a 6ft ball together and then trying to push it down a flight of stairs, i.e. anything at that point short of building a repair station on the ISS would result in failure. A tragic failure nonetheless, but after you hit the big red Liftoff button, you're just along for the ride and the flight was doomed thereafter.
Hi there! I have a question concerning gas generators for industrial uses vs. gas turbine engines for aircrafts. In this video here (th-cam.com/video/xiu9fIgydx4/w-d-xo.html) it is mentioned around 1:43 that the compressed air needs to reverse flow to enter the combustion chamber... This is radically different than the aircraft engines where the combustion cans are aligned with the air flow. Do you happen to know why they design them like that? Are they cheaper or easier to maintain? Thank you for your great videos!
This is not different at all. The PT-6, one of the most widely used turboprop engines in the world, makes the air flow do a 180 before entering the combustor.
Did you work on The North American Eagle? th-cam.com/video/lHs9o8FZdlE/w-d-xo.html
Your test cell is at 7:52
Take a photo of each blade before you send them off so you know the original fault is fixed when they come back.
they will be flawless or rejected. He knows his business.