Add to EJ Playlist On the test day, we ran the engine for a total of about 45 minutes. We started and shut it down several times, made a few adjustments, and ran it at various power levels.
This clip is edited out of the parts of all of those runs that I was able to capture.
We fuelled it with propane vapor, which is a convenient substitute for natural gas, because we can store the liquid propane in a large tank, and vaporize it as we need it.
To deliver natural gas in quantity to fuel the engine, we would need to build a pipeline to our test cell.
Add to EJ Playlist It takes some work to get an engine ready for a test run, so we're going to visit Walter and Bill in our test cell, as they prepare the Rolls Royce Spey. It's a two-shaft industrial engine, that makes almost 20 thousand Hp, but is much more fuel efficient than the earlier RR Avon or our most common engine, the GE LM1500.
Add to EJ Playlist This is how we transport the engines we build to our test cell, which is about 1Km away from our shop. Thanks to Walter, Lane, and Electron Bill for allowing me to put them on camera.
Special thanks to Lane for building the engine.
Add to EJ Playlist Today, after nearly nine months of work, we put our Orenda type 14 engine into the horizontal test stand. A few accessories to mount in the front, and she'll be ready to test.
This engine will be mated to the airframe of a Canadair Sabre 6 currently undergoing restoration at the Planes of Fame museum in Chino California.
That airframe is featured in my recent video called "A Sabre and its Engine"
Add to EJ Playlist This time, we talk about:
1) Old vs. new ways of controlling gas turbine engines
2) The sleek outside vs. the complicated inside
3) That amazing roar of an airliner climbing after takeoff
4) EGT at full power and in afterburner, for engines so equipped
5) The ways ball bearing and roller bearings work
6) BONUS: does tolerance stack affect engine dimensions, and what does that mean
Add to EJ Playlist "Even a video on O-rings will do"... so says Youtuber Nissim Einat.
Well... be careful what you wish for...
This is a real training video, and shows the correct way to handle O-ring seal installation, as specified by the manufacturers of aviation gas turbine engines.
Add to EJ Playlist Two turbine engine powered race boats do some testing on the lake. These boats normally race on river courses, so a nice calm lake is a piece of cake, but we're just doing a quick test of the setup before heading off to race.
Maximum speed is not the goal here, but both boats went just over 125 MPH on this day.
Add to EJ Playlist Things we discuss today:
1) - P&Ws new geared turbofan
2) - Energy wasted during a test run
3) - Combustor liner metallurgy
4) - Combustor interconnectors and their function
5) - How the back of a Sabre jet is attached to the front
Add to EJ Playlist OK, everybody... time for a bit of tough love. This video is in response to all the people who share a very common misunderstandin g about how jets work.
More than that, this is especially directed at those who feel the need to spread their misunderstandin g by "explaining" it to others.
Let's all do our part to help these people learn how things really work.
Add to EJ Playlist Questions we talk about today:
-1) Engine mounts in the airframe.
-2) Temperature profile of the rpm range
-3) Examples of turbine blade damage
-4) Gyroscopic forces of the engine affecting aircraft handling
-5) How the oil system handles air bubbles and inverted flying
Add to EJ Playlist Here is a quick look at the starter ratchet clutch from a Rolls Royce Avon.
With some engines, the clutch is built into the starter. In the Avon, it's part of the engine's starter drive mechanism.
Add to EJ Playlist This time I try to talk about:
1) - where the thrust acts on the engine...
2) - how to polish a titanium blade..
3) - tamper-evident lead seals, a.k.a. birdshit...
4) - scrapped turbine parts...
5) - variation between compressor stages...
6) - Bonus!! the Turbinophone being built for Burning Man...
Add to EJ Playlist For an air seal test of an LM2500, we lock the output shaft of the intergral power turbine so it can't move.
First run we did not even get to idle before the unloaded and unlocked PT started to approach its full running speed.
We shut the engine down, and Byron built a locking fixture for the output shaft of the PT. Then we ran the engine to idle, and just above that to check VSV activation threshold.
Everything goes great.
The VSV tuning is bang on, and the air seal flow is in the range of what we want to see.
I didn't get much footage because I was on fuel purge and hookup duty, and I only had one camera.
Add to EJ Playlist Not much video, but I did take a few pics as the crew stuck the engine in the Sabre6, and then put the plane back together. The whole process took about an hour and a half.
I'm sure the ground crews in Korea could have done this in 20 minutes under emergency conditions !
Add to EJ Playlist We're not done yet at the secret air base, and as promised , we get to take a quick walk through the hangar where the Sabres are kept.
Let's have a look at some of the classic warbirds in the collection.
I was like a kid in a candy store, but I managed to say a few things that were mostly accurate.
Thanks to Juan, Steve, Tom, Andy, Dennis, and Randy... your friendship and hospitality was very much appreciated, and made this visit into a real pleasure!
Add to EJ Playlist We visit some friends who own a Canadair Sabre6, a classic 50's jetfighter which uses The Orenda type 14 turbojet engine. Let's take a look inside and around the Sabre, and see why the inlet starter fairing on the type 14 looks so funny...
Add to EJ Playlist Here are the questions I try to answer this time:
1) What do you do when you need to lockwire a bolt but there's no adjacent bolt to tie to?
2)Where or how do you guys test the power turbine, and can the afterburner be thought of as being very similar to a combustor can just a really large version?
3) What is flat rating a engine and why is it done?
4) Request for: Decibel measurements during engine runs.
5) Hi Jay, thanks again, nice vid. I've got some questions for you. 1) Would you make a video about locking systems in the engine?, Pins, Lock Tabs, washers and that sort of things that prevent things to come apart mid flight. 2. I've never seen rubber or silicon, sealants, o-rings and that kind of things to prevent leaks, why is that or just that i don't look carefully?. 3. Why the blades you were installing were not ceramic-coated like the others at the stage that was already installed?.
Add to EJ Playlist In this video I rty to talk about:
1) Engine cooling air flow...
2) Some of you guys ask questions in Personal Messages but have activated contact block...
3) Noise reduction for industrial turbine engines
4) Noise coming from jet engines at takeoff
5) The fir tree base configuration of the turbine blade attachment to the disk.
Add to EJ Playlist These are the Qs:
1) Are gas turbines used for main power or just back-up?
2) How is a twin shaft engine different for starting than a single ?
3) Does a turboshaft conversion jet need an exhaust inner cone ?
4) How often do industrial gas turbine engines have their oil changed ?
5) How often do you find loose bolts held in place by lockwire ?
Add to EJ Playlist A detailed look at installation of turbine blades. This time, we are working on the 2nd stage of the turbine of the Orenda type 14, an engine from a Canadair Sabre 6.
It was the Canadian-built version of the F86 Sabre...