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Fighter Jet Engine Afterburner Test

Add to EJ Playlist  J79 with afterburner at the S&S Turbines open-air test cell in Ft. St. John B.C. Taken from a Kfir fighter, after it had suffered damage. The compressor rotor was destroyed by FOD (foreign object debris) ingestion, and was completely replaced. This is the same engine as that in the F-104, F-4, B-58, and some early F-16s. The "smoke" you see coming from the engine at full power/afterburn er is not smoke, but unburnt fuel. The afterburner in these shots is spraying fuel into the jetpipe, but the igniter in not functioning. What you see is 50 gallons per minute of jet fuel being blown out the nozzle. Later shots show the afterburner functioning. Comments are welcome, and questions will be answered

Turbine Engine: full power ... LOUD!

Add to EJ Playlist  This is more film of the GE LM1500 gas turbine engine running at the S&S Turbines open-air test cell. All the noise in the beginning is made by the start cart, which is a 90Hp turbine engine. Even when you hear the LM1500 start to wind up, it's not even running until you see the heat waves coming out the back of it. This happens when the operator opens the fuel valve at around 2,000 rpm. In the middle of the video, when the noise in an unbearable shriek, the engine is turning just over 7000 rpm, and is blowing hot air out the jetpipe to the tune of a little more than 15 thousand horsepower. The air flow through the engine at full power is about 150 pounds per second. In the view of the control room screen, the numbers are as follows from left to right along the top of the screen: EGT or exhaust gas temperature in degrees Celsius, measured just after the last stage of the turbine, which is just behind the second green steel frame holding the engine. Next is RPM. This engine has basically one rotating shaft, and you can just barely see the 1st stage compressor blades moving on shutdown. Engine RPM is of this common shaft, upon which all compressor and turbine stages are mounted. 5,000 rpm is idle speed for this engine. Last, on the right, is lube oil pressure, in pounds per square inch. These engines have roller bearings, not journal bearings like a car engine, so oil pressure is mainly an indication of oil flow. A lot of flow is needed, because the oil is used as a coolant for the main bearings. The engine will run with no oil pressure, except the bearings will overheat, so monitoring of oil flow is very important. This is the same engine you see in "Starting a large turbine engine" Note: All references to podracers will be deleted. If you have to ask why, it can't be explained to you.

Vintage fighter jet engine

Add to EJ Playlist  An Orenda Type 14 engine at S&S Turbines in Fort St John, BC. Running on diesel fuel and started with its on-board electric starter, this engine makes a bit more smoke than the LPG fuelled one we recently tested here: http://www.yout ube.com/watch?v =Q-UHj-QOEOc&fe ature=related, but it passed this acceptance test and will be used in a Canadair Sabre MK 6 used in airshows.

Rolls Royce Olympus II

Add to EJ Playlist  Perfect test run of a very large turbine engine at S&S Turbines open-air test cell in Fort St John, BC. Special guest appearance by Moto Steve, who is the lead hand at Maddex Turbines, where this engine was repaired and tuned up. Today we made 27 thousand horsepower with this beast. Plenty more on the stick, as it's rated at 40,000 full on.

Rolls Royce Olympus lll

Add to EJ Playlist  An Olympus from an electrical generating facility had a blade fail in its HP turbine. It was sent to Maddex Turbines for repair. We've replaced the blade, fixed any damage, and here is the test run showing that it's ready for return to service. Sorry for the distorted sound on startup; the bass is so loud it just tortures the camera's mic, and does a number on the people as well!

J47 Turbojet engine test run 1

Add to EJ Playlist  You've watched it being built for weeks, and here it is running up to 96% rpm in our test cell. These classic F-86 Sabre engines do spit some fire on startup, and here with slightly less volatile fuel, we have a bit more fire than is normal. But at no time during the entire test sequence did this engine experience a temperature outside the normal range, as specified by the manufacturer. I get Bill to open the fuel supply valve at 500 rpm, and I immediately switch on the ignitors. At 600 rpm I crack open the throttle, and move it to START, which is about 1/8 to full. The engine lights and spits flames out the tailpipe, so I cut back on the throttle, but too much, and the engine quits. Of course the starter is still spinning it, so I advance again to START, and then pull back to about 1/16 and let the flames clear from the jetpipe. I then slowly advance towards IDLE, which is near 1/4 throttle, and signal Byron to shut off the electric starter at 2100 rpm, which is the specified starter cutout speed. I take about a minute to bring the revs up to 3000, which is nominal idle speed. After idling for 8 minutes, I slowly bring the revs up to 7640, which is the nominal setting for 90% power. The thrust you see displayed is about 30% low, because the tailpipe nozzle is nearly 100 square inches too large in area for this engine to make optimal thrust. Overall, this engine performed well, and didn't leak a drop anywhere. A successful test run !

J47 Turbojet test run 2

Add to EJ Playlist  The second run of the J47, where we test the emergency fuel regulator. Since I'm running the engine, I have two guest camera operators: Byron Westgate and Ryan Dumaresq. The F-86 Sabre has two fuel regulators, main and emergency, enabling the pilot to fly the airplane in case all electrical power is lost. It also has dual independent fuel pumps, either of which will supply the engine with enough fuel for full power. In this test both systems worked perfectly, and the hydromechanical automated EFR was more aggressive with the throttle than I was !

Testing a GE J79 with afterburner

Add to EJ Playlist  A newly rebuilt engine from a supersonic fighter is put to the test at the S&S / Maddex test cell. After some run-ups from idle to full military power, the afterburner is engaged, resulting in some extreme camera abuse...

Spey Gas Turbine testing

Add to EJ Playlist  Rolls Royce Spey industrial gas turbine in the S&S outdoor test cell. After being completely rebuilt, this engine is being tuned for operation of the compressor bleed valves. This engine is rated at 21 thousand Hp, and today we ran it up to about 75% of that.

Testing a Large Turbine Engine : A New Perspective

Add to EJ Playlist  You are there... This is what it's like starting, running, and testing a GE LM1500 industrial turbine engine. And most of all, running the cameras to document the test! On this day we used our minimum crew of three: Robin is the operator in the control room and he's running the show. Electron Bill is controlling the fuel supply system and vaporizer. I'm the start cart guy and also help with any actions or adjustments that might be needed as called for by the operator. This is a video of the highlights of the material I shot today with one of three cameras. Some of this footage will be used in the final movie created with footage from all of them. I hope you gearheads enjoy this; others, looking for mainstream entertainment value, may want to move on... For me, test days are exciting times, and I hope this video conveys a bit of that. It's not a Gopro... The remote mic was wrapped in foam, then wrapped in tape,and placed under my jacket in the middle of my back.

Spey gas turbine test

Add to EJ Playlist  For you gearheads, here are the highlights of a test run of an industrial Rolls Royce Spey at the S&S Turbines outdoor test cell in Fort St John, BC, Canada. This is the same turbomachine core as the engines in Thrust SSC, the current land speed record holding car . Those are aircraft Speys, but the differences are not great.

Max power, plus afterburner - LOUD !

Add to EJ Playlist  Unedited shot of a jetfighter engine test at S&S Turbines outdoor test cell in Fort St John, BC. This is a J79 taken from an active duty aircraft. This was part of the acceptance test after a repair. Some idling to max military power, and then three hits on tha AB. This is unedited, because I'm experiencing difficulties with my editing software. Sorry about the sound. It really is much louder than it seems here... and then we advance the throttle.

Turbojet with afterburner - very loud

Add to EJ Playlist  A J79 engine has been repaired, and now needs to be tested. This is the test day footage of it passing the test.

J79 Turbojet to VSXE-2

Add to EJ Playlist  What was once a J79 installed in an F104 Starfighter has been reconfigured as an LM1500... but not just any industrial workhorse. This engine has been modified to allow running outside the nominal design paramaters for safe operation. This experimental jet engine is running, literally. "outside the envelope". This engine is a compilation of greatness, consisting of parts from a couple of J79s, and two LM1500s - a 101 and a 102, plus a couple of CJ805 bits! Running on propane using special fuel nozzles hand-made by Lane McCabe. We've also got control of the VSVs... independent of throttle. If it's not exciting to watch, well... there's not enough room here to explain it all. Those of you familiar with J79s or LM1500s will see it right away. Enjoy! Yes: this test was successful. And there's a cameo of none other than AgentJayZ warming his cold hands in the jetwash.

VSXE-2: The Second Day

Add to EJ Playlist  Testing the upper range of power and airflow performance of our modified LM1500/J79/CJ80 5 turbine engine. It has parts from all three. Normally, the variable stators and inlet guide vanes are always precisely controlled by computer to provide the most stable airflow at all compressor rotor speeds. This is to avoid stalling or surging of the engine. This engine has been built to turn slower than the starting speed of a normal J79, as well as keeping the ability to achieve the same max power. We have also programmed the computer to give independent control of the angle of the variable stators, regardless of RPM. This very definitely makes it possible to cause a stall of the compressor, and a big one could cause a lot of damage to the engine, as you may notice from my comments in the control room. The test went well: we exceeded our expectations, and we had no difficulties. But the risk was there. Over-riding the computer control of a 15 thousand Hp jet engine is not for the faint of heart, nor the weak of knee! All went well, thanks to the skill of the man at the controls: Robin Sipe, founder of S&S Turbines in Fort St John, BC.

Testing a Starfighter Engine

Add to EJ Playlist  Our GE J79-19 turbojet, out of an Italian air force Starfighter, being put through its paces, and burning several hundred gallons of sweet Jet-A in the process. My rear-engine camera was blown down the field, rescued and put on intake monitoring duty. It still couldn't keep still. I held my main camera, standing as close as I dared to the afterburner nozzle, and my knees actually buckled a bit every time it lit off. This engine makes some smoke because it has standard combustors (see my combustor videos), and passed the test with ease. It ran like a Swiss watch, er... like an Italian turbojet !

Rolls Royce Olympus IV

Add to EJ Playlist  This Olympus was looking good as it hit all the marks and passed all the tests on its first try at the test cell in Fort St. John, BC. Notice how much more slowly an industrial engine is powered up compared to an airliner engine... one of the reasons they last more than ten times longer between overhauls... The smoke you see is common on the first runup after rebuild; it's sealants curing and assembly lube flashing off.

J79 in Reheat: More!

Add to EJ Playlist  One more demonstration run of the J79-19 was called for. I got some different shots of the afterburner in action. Enjoy !

Fighter and Bomber - a pair of J47s in the shop

Add to EJ Playlist  We've got two J47s in our shop; one from a B47-B, and one from an F86-F. I'm doing a bit of work on both, so let's take a look at them...

The Rotor Jack - Turbine Engines: A Closer Look

Add to EJ Playlist  How do we keep the main rotor in the right place before the bearing that holds it in place is installed? Good question. Here's the answer...

Intake Screens - Turbine Engines: A Closer Look

Add to EJ Playlist  You don't see intake screens on modern jet engines, but back in the day there were a variety of measures taken to keep foreign objects out of the intakes of jets. Instead of turning half the system with a drill, I've supplied power to the entire system on the intake of a GE J47 that we have in the shop.

The Starter - Turbine Engines: A Closer Look

Add to EJ Playlist  Electric starter installation in the front accessory section of the GE J47 turbojet engine

Auxiliary drives - Turbine Engines: A Closer Look

Add to EJ Playlist  Showing progress from the April 16 video, as we build up the front of a GE J47 turbojet engine.

J47 Ceramic Blades - Turbine Engines: A Closer Look

Add to EJ Playlist  The turbine blades have had a ceramic thermal barrier coating applied, and now we install them into the J47 engine which will be installed in an F86-F Sabre.

Locking Blades - Turbine Engines: A Closer Look

Add to EJ Playlist  Installation of the turbine blade lock pins in the GE J47 turbojet engine.

J47 Front Buildup

Add to EJ Playlist  Showing further progress from the April 22 video, we complete the final assembly of the intake and accessories of the J47 turbojet. This engine will be installed in a North American F86-F Sabre, and flown in airshows throughout the USA

Stators, Combustors and Turbines - Turbine Engines: A Closer Look

Add to EJ Playlist  Looking at some of the major components that handle the airflow as it is processed by turbine engine. Some are from a damaged engine we've taken apart, and some are ready to be installed in a fresh one we are assembling. The S&S Turbine Services Ltd. shop is in Jet City, Canada.

The Afterburner - Turbine Engines: A Closer Look

Add to EJ Playlist  In the quiet after the engine test we take a look at the parts of the afterburner assembly and remove some of the mystery of the torch ignitor.

Afterburner ignition testing

Add to EJ Playlist  The J79 turbojet afterburner will not ignite unless the engine is at full rpm. Here we design and create a device that will allow us to test the AB ignition system without needing to run the engine at all.

Afterburner Fuel System

Add to EJ Playlist  What puts the fuel into the afterburner section of the J79 turbojet? We examine one of the 21 fuel spraybars that inject fuel at over 250psi into the jetstream. We then install it and make the connections to the four separate fuel manifolds that work togather to deliver 50 gallons per minute to the ring of spraybars when the engine is in Max AB.



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AgentJayZ jet tech lessons and engine tests