The funny thing Is, even from department to department here at Pratt, they call the turbine stator something different. I call them" the turbine stator " engineering calls them "the turbine guide vane " management will just call them " vanes " inspectors call them by their part number. It gets confusing super quickly
"I know that's not exciting." Wait ... watching an expert ... seeing an actual rebuild manual ... close-ups of real components from a classic engine. You're right it's not exciting it's FASCINATING! THANK YOU!
"Boeing is not cause for rejection", did a spit take with my coffee there :-) Ah, bowing... I wonder how many 1000s of hours of test running are behind those instructions. For every sentence in that manual someone has to have inspected a part, seen some damage and then ran it for another 400 hours without it causing a problem. For how many years had the engine been operational when that manual was last updated? Have you compared different manuals to find out what has changed over a few years of service? Some criteria tightened? Some criteria loosened?
The F-86 Sabre really was one of the best planes ever, according to no less a pilot than Capt Eric "Winkle" Brown RN, and he really did know what he was talking about.
A truly great man. Nobody will ever beat his record. He flew the BV-141, which I built a model of as a teenager. Everybody thought I built it wrong, but they were wrong. Oh, to take one of those to Oshkosh!
@@AgentJayZ Agreed! I had the privilege of meeting him a couple of years before he died, when a gave a lecture at the Fleet Air Arm Museum at Yeovilton. He was introduced to the audience with the news that he'd just bought himself a new sports car. I am convinced that, as a small boy, I saw a BV-141 being test flown a couple of years after the war. It was a warm sunny summer's day and I heard an unusual engine noise above me. I looked up and saw this odd-shaped aeroplane, which I would now describe as asymmetric. Years later, looking through a book on German WWII aircraft, I came upon a photo of the plane that I had seen.
I was a crewman on a US Abrams tank back in my army days and the turbine engine had something called a recuperator. I have no idea what it does or where it is. I wasn’t a mechanic, I just rode them.
The recuperator is a heat exchanger that scavenges waste heat from the exhaust (after the power turbine) and puts that recovered heat back into the compressed intake air, that is the air going from the compressor to the combustor. Its purpose is to improve the fuel efficiency.
The CF6-6 and early Lm2500 used Stg1 and 2 turbine blades that were mated together to make a single blade. The shop in Evendale where I worked was called the bucket shop
Laymen here. What causes the cracks on the nozzles? It looks like the crack has significant width, but I assume the material isn’t missing. Are the nozzles under extreme tension, or is the metal “bunched up” on either side from some metal grain change?
Every start, taxi, takeoff, cruise, landing, taxi, and shutdown comprises what is called a heat cycle. The nozzles experience temperatures ranging from ambient to 1400F or more, a sustained period of operation at around 1200F, and then a rapid cooldown from about 800F. Thermal expansion and contraction eventually causes metal under such conditions to crack.
Apologies if this has been asked in ANY prior video comment section, Do you ever have to x-ray parts to judge hidden/metallurgical robustness in a donated part? Or can be done using available external inspection or testing with shop tools (say like judging hardness of a heat-treated part, things like that).
Jay, since the books and manufacturing of these engines are 50 odd years old, do the manufacturer's ever update the old books and procedures? As time and technology progress do they ever find something in the books maybe unsafe by today's standards or maybe hazardous so a change needs to happen? Just wondering
Upon further poking around the HP and LP seal leakage air that has already been pressurized once is harvested and reintroduced as cooling air for maximum efficiency. That way you don't have to steal more bleed air if you already have a source of (relatively) cooler air that has already been compressed. Hence the name 'recoup'
Your videos are the best ways to attract potential customers - the best advertisements I have ever seen. BTW, is that possible welding the crack (under argon) before ceramic coating?
No cracks are acceptable on turbine blades, so no repairs. On the turbine inlet stators, or guide vanes, also known as nozzles, there are allowances for cracks, but there is no acceptable repair scheme. The cracks get to the point where they exceed the allowable limit, making the part unusable, and then it is garbage.
@@AgentJayZ Looking forward to it! Blancolirio introduced me to your site. Very interesting stuff! I am a recreational flight instructor at uFly Simulator in Mississauga. Sometimes the news stations call us to explain and demonstrate in the simulator what happened and why. Tough couple of years for the 737.
NICE SHIRT!!!! Hope all is well Jay. At P&W, we worry about erosion more than anything, one thing modern turbofan engines cannot do without is rhodium (element) in its hot section ceramic coatings. It is very expensive so we have tried but the vanes erode, fast. Another thing that helps acceptance is if you have a LPT or not.
I would had really liked to had seen the Iroquois developed into a production engine. It and the Avro Arrow interceptor for which it was designed were the first use of titanium as a major component in aerospace construction.
I noticed the small bottles of tire sealant on the shelf. Some aircraft have self sealing tanks. Are there any applications for self sealing /healing features inside a gas turbine engine? I know you've mentioned an edge seal to prevent gas escape that actually wears into place, carbon of some sort I think.
Those are bottles of tire sealant for my mountain bike. There are no self-healing features inside turbine engines. Not the ones I've worked on anyway. The turbine tip seals sometimes come into slight contact with shrouds that are built up of an abradable material, allowing the tips of the turbine blades to "wear in" their own pathway, and this makes a fairly good seal against gases leaking around the tip. Design features like this are being incorporated more and more into modern engines, in an effort to increase overall efficiency.
How many hours on average does it take to fully service an engine that large, or is it something which varies too much to say based on what’s needed service-wise, and which engine it is?
Do you also weigh all those parts when putting them together to make sure the ensamble is balanced down to the microgram, or are they already so?! OR, since they do not spin anyway, it doesn't really matter?
CTX 1300 is an intercity comfort missile. I employ it as a long distance tourer. I does a pretty good job, but no cruise control. Massive torque though!
Can you please explain me about the requirement of Bleed Valves in axial flow Compressors to avoid rotating stall? Probably, it's an old design. If possible, you can suggest me some literature to refer, online! Have been trying to find it out for last few months but couldn't get proper literature!
1. how do stator vanes turn fast air into slow higher pressure air? Is it analogous to a water hammer? 2. what's the typical angle of inlet guide vanes?
1 Its a process called aerodynamic diffusion. 2 every engine is different. Modern engines have variable inlet guide vanes. The angle varies with air speed, density, and engine speed.
Yes. The rotating blades on the spinning rotor increase the velocity of the air. The divergent pathway between the stator vanes causes the air to slow down and increase in pressure.
I have a playlist called Your Questions. Somewhere in that playlist is a video called "Books!" Also, if you search the internet for "jet engine" you will find something really good published by RR.
Sir i like your videos. U make videos of the old engines. I am an AME student. Can u suggest me a TH-cam channel who makes videos on the modern engines.
What I really meant was, the basic principles of how jet engines work has not changed since the very first ones. Any actual specific procedure needed for any specific engine will be in the engine overhaul manual for that engine. Any reasonable AME student should and would know that. So, completely missing the point of my videos... all of them.
I love these videos, its literally useless knowledge for me, but I just need to know.
Yes for me too..i cant even figure out a fricken lawnmower...🤣🤣🤣
Knowledge is a very light burden.
The funny thing Is, even from department to department here at Pratt, they call the turbine stator something different. I call them" the turbine stator " engineering calls them "the turbine guide vane " management will just call them " vanes " inspectors call them by their part number.
It gets confusing super quickly
Another highly efficient and best-in-class video from our favorite resident of Jet City!
Wow, thanks!
"I know that's not exciting." Wait ... watching an expert ... seeing an actual rebuild manual ... close-ups of real components from a classic engine. You're right it's not exciting it's FASCINATING! THANK YOU!
The "recoup tube" is a very important item and is listed on a maintenance bill as a bonus for mechanics...
Thanks for your kind comment. What is this recoup tube. I have seen it's on CF6 80C2 engine.
This is great stuff. Love the detail, very well done.
"Boeing is not cause for rejection", did a spit take with my coffee there :-) Ah, bowing...
I wonder how many 1000s of hours of test running are behind those instructions. For every sentence in that manual someone has to have inspected a part, seen some damage and then ran it for another 400 hours without it causing a problem. For how many years had the engine been operational when that manual was last updated? Have you compared different manuals to find out what has changed over a few years of service? Some criteria tightened? Some criteria loosened?
If memory serves me right Bob Hoover`s favorite airplane was the Sabre jet.
Incredible videos, thanks!
If i had to guess, which I do because I don't know, I'd say the 'recoup tube' is a scavenger pump return line. Was that redundant?
The F-86 Sabre really was one of the best planes ever, according to no less a pilot than Capt Eric "Winkle" Brown RN, and he really did know what he was talking about.
A truly great man. Nobody will ever beat his record. He flew the BV-141, which I built a model of as a teenager. Everybody thought I built it wrong, but they were wrong.
Oh, to take one of those to Oshkosh!
@@AgentJayZ is it possible to fill the crack with welding or brazing?
@@Sadik15B As the economist said to the bishop, if it were that easy, everyone would be doing it!
@@AgentJayZ Agreed! I had the privilege of meeting him a couple of years before he died, when a gave a lecture at the Fleet Air Arm Museum at Yeovilton. He was introduced to the audience with the news that he'd just bought himself a new sports car.
I am convinced that, as a small boy, I saw a BV-141 being test flown a couple of years after the war. It was a warm sunny summer's day and I heard an unusual engine noise above me. I looked up and saw this odd-shaped aeroplane, which I would now describe as asymmetric. Years later, looking through a book on German WWII aircraft, I came upon a photo of the plane that I had seen.
@@grahamj9101 Wow, I had not read about that plane before. It looks like something Burt Rutan would design on a dare :-)
I was a crewman on a US Abrams tank back in my army days and the turbine engine had something called a recuperator. I have no idea what it does or where it is. I wasn’t a mechanic, I just rode them.
The recuperator is a heat exchanger that scavenges waste heat from the exhaust (after the power turbine) and puts that recovered heat back into the compressed intake air, that is the air going from the compressor to the combustor. Its purpose is to improve the fuel efficiency.
The CF6-6 and early Lm2500 used Stg1 and 2 turbine blades that were mated together to make a single blade. The shop in Evendale where I worked was called the bucket shop
We work with those blades all the time. They are in the older models of the engine, which are primarily the ones we service.
Just curious, what's the connection between Jet City and S&S ?
Laymen here. What causes the cracks on the nozzles? It looks like the crack has significant width, but I assume the material isn’t missing. Are the nozzles under extreme tension, or is the metal “bunched up” on either side from some metal grain change?
Every start, taxi, takeoff, cruise, landing, taxi, and shutdown comprises what is called a heat cycle.
The nozzles experience temperatures ranging from ambient to 1400F or more, a sustained period of operation at around 1200F, and then a rapid cooldown from about 800F.
Thermal expansion and contraction eventually causes metal under such conditions to crack.
A truly wise man says "Gee I don't know that '.
Apologies if this has been asked in ANY prior video comment section, Do you ever have to x-ray parts to judge hidden/metallurgical robustness in a donated part? Or can be done using available external inspection or testing with shop tools (say like judging hardness of a heat-treated part, things like that).
The inspection methods are given in the overhaul manual. Sometimes two alternate methods are list.
Follow the instruction. No time for creativity.
Jay, since the books and manufacturing of these engines are 50 odd years old, do the manufacturer's ever update the old books and procedures? As time and technology progress do they ever find something in the books maybe unsafe by today's standards or maybe hazardous so a change needs to happen? Just wondering
Things may be done differently on newer machines, but these engines have very detailed procedures to adhere to, so we do.
Can you make a video about the ceramic coating process please
I would like to see that too if the company that does it allows access, which I suspect they don't.
I can google pictures of recoup tubes on a CF6. They look like they deliver bleed air somewhere perhaps for cooling(?)
Upon further poking around the HP and LP seal leakage air that has already been pressurized once is harvested and reintroduced as cooling air for maximum efficiency. That way you don't have to steal more bleed air if you already have a source of (relatively) cooler air that has already been compressed.
Hence the name 'recoup'
Your videos are the best ways to attract potential customers - the best advertisements I have ever seen. BTW, is that possible welding the crack (under argon) before ceramic coating?
No cracks are acceptable on turbine blades, so no repairs.
On the turbine inlet stators, or guide vanes, also known as nozzles, there are allowances for cracks, but there is no acceptable repair scheme. The cracks get to the point where they exceed the allowable limit, making the part unusable, and then it is garbage.
Hi Agent, How do you get dirty, crusty, rusty stator rings out of their housings to clean them?
Great video! Thanks. Now I'm wondering how the micro brazing is done.
It’s a good day ,today! Good to see ya agent zed...tnx
I learned so much from that video. Thanks a lot Agent Jay!
Yo JZ! Are you able to do a quick video discussing the Boeing 737 CFM engines with the sticky 5th stage valves?
In the works right now.
@@AgentJayZ Looking forward to it! Blancolirio introduced me to your site. Very interesting stuff! I am a recreational flight instructor at uFly Simulator in Mississauga. Sometimes the news stations call us to explain and demonstrate in the simulator what happened and why. Tough couple of years for the 737.
NICE SHIRT!!!! Hope all is well Jay. At P&W, we worry about erosion more than anything, one thing modern turbofan engines cannot do without is rhodium (element) in its hot section ceramic coatings. It is very expensive so we have tried but the vanes erode, fast. Another thing that helps acceptance is if you have a LPT or not.
I would had really liked to had seen the Iroquois developed into a production engine. It and the Avro Arrow interceptor for which it was designed were the first use of titanium as a major component in aerospace construction.
I noticed the small bottles of tire sealant on the shelf. Some aircraft have self sealing tanks. Are there any applications for self sealing /healing features inside a gas turbine engine? I know you've mentioned an edge seal to prevent gas escape that actually wears into place, carbon of some sort I think.
Those are bottles of tire sealant for my mountain bike. There are no self-healing features inside turbine engines. Not the ones I've worked on anyway.
The turbine tip seals sometimes come into slight contact with shrouds that are built up of an abradable material, allowing the tips of the turbine blades to "wear in" their own pathway, and this makes a fairly good seal against gases leaking around the tip.
Design features like this are being incorporated more and more into modern engines, in an effort to increase overall efficiency.
you should make up your own jargon. you could call the turbine a "dynamically self indexing gas expansion nozzle", or a DSIGEN for short.
Hey agent JZ do you know where I can get MS J1 flareless fittings, the ferrules are very unusual with flare on both ends....hope you are familiar
Wow' look as if you've been busy and are having a good time of it.
How many hours on average does it take to fully service an engine that large, or is it something which varies too much to say based on what’s needed service-wise, and which engine it is?
I find these videos fascinating. Patreon videos even more so.
Do you also weigh all those parts when putting them together to make sure the ensamble is balanced down to the microgram, or are they already so?!
OR, since they do not spin anyway, it doesn't really matter?
I need to know the answer to this question now lol
Jay made a video about this subject some time ago. Just need to find it
Static parts don't move, so they don't need to be balanced, so they don't need to be weighed.
@@AgentJayZ Thanks.
I DO remember a video about rotor blades being numbered, on the other hand.
But in other news, how do you like the large red asphalt assault machine in the background? Looks like a fine commute vehicle!
CTX 1300 is an intercity comfort missile. I employ it as a long distance tourer. I does a pretty good job, but no cruise control. Massive torque though!
22:40 I think "bowing" is shown on the diagram (2nd vane from left), but I might be wrong
Can you please explain me about the requirement of Bleed Valves in axial flow Compressors to avoid rotating stall? Probably, it's an old design. If possible, you can suggest me some literature to refer, online! Have been trying to find it out for last few months but couldn't get proper literature!
It will only take a couple of seconds to use the search bar on my channel page to search for compressor stall.
Hello, I am from India, which metal is suitable for making small jet engines?
All the parts are made from whatever metal alloy is best suited for the purpose. Many different metals are used,
Does that manual have any repair procedures beyond just grinding away material? For example, weld repair of cracks?
I believe I read the entire section, did I not? Other parts have their own repair schemes, some including welding, but not these.
Have you guys looked in to high power laser corrosion removal tools?
"What's a nozzle?" That's what she said...
Oh nice it is just car parts were they have 50 different names for the same thing.
1. how do stator vanes turn fast air into slow higher pressure air? Is it analogous to a water hammer?
2. what's the typical angle of inlet guide vanes?
1 Its a process called aerodynamic diffusion.
2 every engine is different. Modern engines have variable inlet guide vanes. The angle varies with air speed, density, and engine speed.
@@AgentJayZ And these variable inlet guide vanes are controlled by sensors and computers right?
@@AgentJayZ So flow area actually increases through a stator vane?
Yes. The rotating blades on the spinning rotor increase the velocity of the air. The divergent pathway between the stator vanes causes the air to slow down and increase in pressure.
Awesome video👍
@~15:45 "Each engine has its own [...] acceptance standards" - Is this each model or each individual unit?
[Edit: timestamp]
Each model.
@16:33 I think the next update is planned for 2060.
Thanks you....Very much...!
Working on French built helicopters seeing weird names for things is not even surprising anymore. They can't even call a bolt a bolt.
Are the nozzles proportional in size to the compressor blades?
No. The two have nothing to do with each other in any way.
Please tell mee how can i learn all that.
Is there a book or somthimg
Im 19 yrs old
Any help?..💓
I have a playlist called Your Questions. Somewhere in that playlist is a video called "Books!"
Also, if you search the internet for "jet engine" you will find something really good published by RR.
Sir i like your videos. U make videos of the old engines. I am an AME student. Can u suggest me a TH-cam channel who makes videos on the modern engines.
You are completely missing the point...
These are the engines he works on. This channel is his business and what he does for a living. Do you not understand this?
What I really meant was, the basic principles of how jet engines work has not changed since the very first ones.
Any actual specific procedure needed for any specific engine will be in the engine overhaul manual for that engine. Any reasonable AME student should and would know that.
So, completely missing the point of my videos... all of them.
Good luck
Sweet.
After making a turbine eingine play a tune. He takes apart 737 eingine
its in the exploded view :D
برنامج رائع ترجم للغة العربية حتى نفهم
What's that?
5:46 I call it N.G.V.
@agentJayZ the best!!!