Clips from several days of running a Starfighter engine, A J79-11 from an F-104 Starfighter. One of those days we were graced by the rise of a full moon as we prepared to run. For jet people who are interested in gas turbine engines, I saved the best just for you, at the end,

Is there a torque on the engine mounts of a running turbine engine? A jet engine in an aircraft, or a marine propulsion unit in a ship? Let's take a look at how all this stuff does what it does.

On our first cold day of the season, we can warm up in ( near! ) the jet blast of an afterburning turbojet engine. GE J79 J1-E Idle rpm 5000 Max rpm 7685 Max dry thrust 11,500 lbs consuming about 40 gallons per minute of Jet A. Max reheat thrust 18,300 lbs using about 90 gallons per minute of fuel. Spelled out, so you know it's not a typo, and yes... per minute, not per hour. A gallon and a half per second. There are two fuel pumps. The one for the afterburner takes one hundred seventy five horsepower to function.

A discussion of what fire protection systems are used for jet engine... as opposed to what is used in jet aircraft. There is definitely a difference. Also, as a bonus, I have a few comments to make about the safest man on the planet:@whistlindiesel As always, comments from professionals and amateurs are welcome. heck these videos out: Jet Questions 87: Fire https://youtu.be/qfFqS74T3UU The Turbojet Start Sequence: https://youtu.be/vTHSXcvCFlM Turbine engine heat damage: https://youtu.be/KqgZpy8rsvE

What to look for when you want to have/fix/restore/just get running a real jet engine to stand around it, drink beer, and fire up in the back yard... This video is just the tip of the iceberg. I want to see people do this this, so I promise to answer all questions the best I can. Check out Darren Duncan and his project with a J44 turbojet: DScottDuncan I looked back, and it seems i have made a very similar video a couple years ago. Search for "Buying and Restoring Your Own Jet Engine"

The fuel air ratio for a turbojet engine is the same as for a car, truck, motorcycle or tractor. It's also very different, and it changes. It all depends on where you look inside the combustion section of the turbine engine...

Looking into the near future... We have a new project on an old engine that just showed up.

Turbine engines are expensive and powerful. The Air Oil separators they use are also expensive and powerful. Let's have a look, shall we?

Those 3-D printed experimental turbine blades are in the engine, and the engine is in the test cell. We spin that thing at max rpm, which is 7800, and the are also at about 840F. That's low, because we do not have jet nozzle which allows pressure and temp to build up in front of it. The temp limit for these blades is just over 1200F in service. ... That's the subject of the next test. Max rpm and max temp. Stay tuned, Jet People!

The Orenda 14 engine for a Sabre 6 has been in the shop for almost three years. The entire restoration process has been documented on the Patreon account. This is a compilation of clips from the two days of run in, calibration, adjustment, and performance testing. The engine worked perfectly and it will soon be flying again.

Detailing the changes that need to be made in order to run a liquid fueled jet engine on a gaseous fuel like propane or natural gas.

This is footage of the test runs with Gen 3 blades from Blade-X technologies, at the S&S Turbines test cell. Blade-X has left us to visit customers and vendors on a world tour. When they gave made some more prototypes, possibly for other engines we work with, I will definitely be there to document the progress !

To test the durability and potential of 3D printed nickel alloy printed turbine blades, we've had some examples made for the Orenda-11/14 turbojet engine. These are the first stage blades, and will be running at about 1200 degrees F, and 7800 rpm. We have a few of these engines in storage, so it is the simplest setup to use for testing purposes. Let's hear your judgements, criticisms, and predictions.

The first two days of performance testing the Blade-X carbon fiber compressor blades in an LM1500 engine. If you are not familiar with the terms used here, all will be made clear if you look at my videos about compressors and compressor stall. Compressors : https://youtu.be/CXSi4GXUojo Compressor Stall : https://youtu.be/yaFeO6Jze64 and: https://youtu.be/xzdpkIibwBM Compressor Stall 2: https://youtu.be/PydNz525RPc and: https://youtu.be/ofa4Swtj9gQ

We have some compressor blades that we will be testing in one of our LM1500s. It's the industrial version of the J79 turbojet, which powers the F-104 Starfighter, the F-4 Phantom II, and many other aircraft. These blades are made from highly compressed carbon fiber and resin composite, with some finish machining to alter their shape. Let's hear your comments and ideas... Videos of the running test are coming up.

A brief description of hydromechanical fuel system components, as well as a little review of the combustion section of a gas turbine engine. Also have a look at my recent video called Combustion Pressure: https://youtu.be/2M9HWW-qtXQ

The final and most important question, which was left out of Compressor Stall 2... is answered here.

Adding some more details to the discussion and description of turbine engine compressor stall. Please add your questions to the comments. Here is the first Video on compressor stall: https://youtu.be/yaFeO6Jze64 Here is the often overlooked Q&A sequel to that one: https://youtu.be/xzdpkIibwBM

Viewers have asked about "handed" engines. Are there jet engines that turn one way on one wing, and turn the other way on the other wing? It only makes sense, right? Common sense would dictate... Seems like the best way to do it... I don't see why they wouldn't do that... Well, let's have just a little think...

Would it be possible to put an afterburner in a Sabre Jet? Also, this may be your big chance. Do not send you info to me. Watch the video, and follow the instructions... Direct your inquiries to the man doing the hiring. His name is Dane. Here is an informative discussion of exhaust nozzles. I found it accurate but dull. https://youtu.be/Nxw1HZj-b74?si=6KrfgOzYdIaONh5k

We take a look at old-school tech that was applied to airliner engines in the 50s, 60s, and 70s, until the march of technology made them unnecessary. They were weird, groovy, and vital to comply with the law. I wish I had one! Some copy/paste links... The video that sparked the question: https://www.youtube.com/watch?v=C0umWIPCPd4&t=965s at 15:58 aircrew is inspecting the exhaust mixer. My video called Turbojet or Turbofan: https://youtu.be/AtqXfzHz_b8?si=1zdJZ0PxWq-WIbOA A video about the new "ejector" hush kit for the RR Spey engines in a Gulfstream: https://youtu.be/LyiMg6SaYsE?si=KugJpkdVlhVFcgY7

A viewer asked why aren't the oil pumps in turbine engines just routinely replaced after a specified interval of running. For a variety of reasons, things in the aviation world are a bit different from the way cars are maintained. Links: The video which sparked the question... Oil Pump Rebuilding and Testing : https://youtu.be/moQC6J2SaBo Jet Engine Lube Pump Overhaul: https://youtu.be/AxqB9D0mX5U Jet Engine Lube System: https://youtu.be/WAia8PwMvQM

Let's try to describe all the different ways used to start a gas turbine engine. We're including fighter jets, airliners, helicopters and industrial ground running engines. I will include video examples of as many that I can, and here are some links to other vids: The Blackbird start cart: https://www.thesr71blackbird.com/Aircraft/Engines RR Avons in a Canberra: cartridge fed turbine starter: https://youtu.be/v4w85CeWOus?si=HAj_6NprIxs0EknZ The F-22 startup, featuring a cartridge start of a small starter engine. The video has been edited to cut out the windup of the main engine. I don't know why they did that. https://youtu.be/U9l_NnvsB-g?si=QJA7_aXLtX2zH8-O My video on the air turbine starter with a radial inflow turbine: https://youtu.be/G28OlUqpUfE?si=YFIqBNnyFK9jxQXZ My video about air turbine starters with axial flow turbines https://youtu.be/NOdeSOHpXYA?si=KDVXGXYiHXtPEPZV My video about the our start cart containing a Garrett GTC 85: https://youtu.be/4seex64vGlE?si=fhn3PbTJpaQH7YU0 bonus: https://youtu.be/KHJYMWBEKyo?si=euIKspc_KU4w1sTe

Due to frustration with assembly, instructions, description, and accuracy of representation, this series of videos is at an end. I did not finish this model kit, but I want to help the manufacturer with a few small improvements, which will really bring out the potential of this kit. My suggestions are: 1- better identification of each part 2- using accurate names for those parts 3- clearer and more detailed instructions for assembly 4- a more meaningful and educational description of what the PT6 is, and how it is used. As promised, the best re-write of the description of the PT6 will be contacted by me for an address to send the complete kit, free of any charges. I will review the submissions, which must be original and not a copy from another source... and I will be the sole judge for this contest. send your 1 page or less description to [email protected] The kit is produced by Skymechman, and sold by EngineDIY The supplied instructions and the description are both here: https://docs.google.com/document/d/1jNvol3vRwHSd5y0MOMgg9epYzAE8KojX/edit?ref=8w3whxyg#heading=h.gjdgxs The model kit supplier is here: https://www.enginediy.com/en-ca/collections/skymech/products/pta6-turboprop-engine-model-kit-build-your-own-turboprop-engine-that-works-3d-printing-diy-aircraft-100pcs

You can think of this video as an appendix to Blancolirio's reporting on the crash of Hop-A-Jet Challenger 604. I try to explain the differences between fuel pumps, transfer pumps, and boost pumps. Feel free to post what you think I mean by "that one thing". Also: what's wrong with this picture?

Putting things together is not as straightforward as with the scale model kits I made when I was a kid. This is both a puzzle and an opportunity. Sent to Jet City Turbine Services, Inc. for review, is a scale model cutaway for display of a Pratt & Whitney Canada PT6 turboprop engine. Produced by Skymechman, and sold by EngineDIY Here is the link to the kit: https://www.enginediy.com/en-ca/collections/skymech/products/pta6-turboprop-engine-model-kit-build-your-own-turboprop-engine-that-works-3d-printing-diy-aircraft-100pcs Here are the assembly instructions: https://docs.google.com/document/d/1jNvol3vRwHSd5y0MOMgg9epYzAE8KojX/edit?ref=8w3whxyg#heading=h.gjdgxs

I got a great question this morning about the different types of cooling air passages in turbine blades, so here is my response. This is the video that the question is about: https://youtu.be/7upnkrhqRWQ Also: https://youtu.be/TzwMumR3I30 For more, go to my channel page and put cooling air in the search feature.

Sent to Jet City Turbine Services, Inc. for review, is a scale model cutaway for display of a Pratt & Whitney Canada PT6 turboprop engine. Produced by Skymechman, and sold by EngineDIY Here is the link to the kit: https://www.enginediy.com/en-ca/collections/skymech/products/pta6-turboprop-engine-model-kit-build-your-own-turboprop-engine-that-works-3d-printing-diy-aircraft-100pcs Here are the assembly instructions: https://docs.google.com/document/d/1jNvol3vRwHSd5y0MOMgg9epYzAE8KojX/edit?ref=8w3whxyg#heading=h.gjdgxs

Today, on the same day... I got two questions that both turned out to be largely about sound. I must confess that I am a sound addict, and I have been self-diagnosed with a fairly serious loudspeaker fetish. Hey, the shop has a 6 speaker transmission line system, supported by a 950W subwoofer.

Some thoughts about why aircraft don't use gaseous fuels, even though almost all industrial aeroderivative gas turbines run on natural gas. It's a simple answer, with, as always, complications. Comments are always welcome.

A little story about how bad things can happen through a chain of tiny things that aren't quite right. This event is part of my philosophy and motivation to always do my best work. Here is the NTSB report: https://www.ntsb.gov/investigations/AccidentReports/Reports/AAR9706.pdf A good prequel to this vid is here: https://youtu.be/RyZRzdt4Zng

Let's have a what if session about power turbines becoming unexpectedly disconnected from their load while running. Here's the link to the video I mention which features a look at an LM1600 PT https://youtu.be/tEnKfJ5A65o I have a playlist all about power turbines that you may enjoy: " Power Turbines and what they do... "

When we see an engine with damage, we can try to understand what happened, and also think of the many possible causes that would lead to the damage. If any of those causes are associated with tasks we perform in our job.... we can be inspired to be better at our job. People are depending on us.

I've been answering questions about jet engines since 2007, and this is one of the best ever. Let's squeeze our minds into goo over this one! If you work on or with the F-135 engine, maybe you can share a bit of info. If you are not in the know, but think you might have an idea... post at your own risk.

A J79 turbojet engine out of a fighter is tested to the limit, and we happened to get a bunch of snow during the test. This is an aircraft engine, which we have overhauled for the owner/operator.

Let's look at some compressor designs used in gas turbine engines, in response to a question about why the disks don't seem to touch the center shaft in some diagrams. A very interesting question, showing that the person asking has looked into the subject, and done a bit of thinking...

The mysterious source and pathways for turbine cooling air in a turbojet engine. The Canadair Sabre 6 was built in Canada under license from North American Aviation. It was a slightly modified design of the F-86F, and it used a Canadian designed and produced engine: the Orenda 14 turbojet. While restoring one, I had all the pieces in place to show how turbine cooling air gets where it is needed. Other videos about cooling air, by title. Copy into the search box on my channel page... Working on a Turbojet: 3 -Turbine Cooling Air Air-Cooled Blades - Turbine Engines: A Closer Look Cooling Air 3 - Rear Bearing Combustor Liners - Turbine Engines: A Closer Look Heat, upon HEAT. Why turbine temp is so important. Cool Your Jets

A great question about the service life of aircraft and industrial turbine engines. As usual, the answer is not simple. It depends on a lot of things... Here is a video featuring Paul Keppler in his Orenda powered Sabre Jet. I've worked on his engine, and I can tell you it's in great shape. " F-86 Sabre Aerobatics - No Music! - Airshow London 2018 "

An interesting question about the bumps in an afterburner. The question was asked about this video called "Jet Nozzle Test". https://youtu.be/x5ccK94IvsA I wasn't sure what exactly was meant, so I took a guess. The thumbnail for this vid is the flame holder in the afterburner section of our Orenda Iroquois. Yes it is.

Of the four unrelated things talked about, the last is an unlikely scenario... How would you restart an engine in flight if you had no power to the starter? Well... let's think about that for a minute.

Sometimes, on a windy day, you might see an airliner that is parked and shut down, and the engines might be turning like windmills. Is it bad for the engines to be turning like that?

Recently I have had quite a few viewers ask how they can get to work on jet engines, or how they can obtain one... This a popular question. Here are some other response videos I've made: https://youtu.be/b9DYsyhi7bQ Another Way To Get There https://youtu.be/C8J8roji0xo So You Want To Work On Jets... https://youtu.be/Z4yfkQnFr6U Design and Build a Jet Engine yourself https://youtu.be/EprYbbRpcNo Restoring Your Own Jet Engine

Here are my thoughts after watching Mike Patey's video about his engine failure in his highly modified aircraft called Turbulence. Here are the links to several of my videos dealing with subjects mentioned in this video. Turbojet Start Sequence: https://youtu.be/vTHSXcvCFlM Hot Start: https://youtu.be/axR5kiZWaYc Cool Your Jets: https://youtu.be/O49EwwUaSsk To see a broken blade, have a look at Removing Blades J47 Turbojet here: https://youtu.be/kzWBBiKqyyA Turbine Engine Heat Damage: https://youtu.be/KqgZpy8rsvE

An Orenda 14 turbojet that was the first engine I ever ran in our test cell was sent to us for a fuel system overhaul. All components of the fuel system were rebuilt to new condition or they were replaced with new parts. The hot section was also inspected for wear or damage. None was found. This is the acceptance run in June 2023. This is the same engine as featured in my August 2013 video "Sabre Jet Engine first start" the link to it is here: https://youtu.be/wRH0eDrNjSY

We've got two turbojet engines in the shop. Orenda 14s, which power the Sabre Jet (F-86F in USA and Sabre 6 in Canada) to just below Mach 1 in level flight. One is in for a fuel system overhaul, and the other is being restored from the ground up. Every component and system is checked, and today it's the ignition system. The Orenda is also used as an industrial gas generator, where it drives a power turbine to produce about 9 thousand Hp. The test run shown here is of an industrial Orenda, used to make power for an offshore oil platform in another part of the world. Everything went well. Tourbillon Turbines has a 100% reliability record. They have never had any failures in service.

Phil asked me to do a video about flameout causes and recovery action options. This is my best answer as someone who builds jet engines and runs them in our test cell. I don't have access to airliners or their operating instructions, so I really encourage pilots and others familiar with engine operations in airliners to tell their stories here! The first start video of #2920 is here: https://youtu.be/wRH0eDrNjSY The comparison vid between a Sabre cockpit and our test cell is here: https://youtu.be/JKXr68QPzZU

A question was asked in a way that made me realize I have never discussed a little used but vital component of all of the older turbojet engines. Interconnectors are part of the design in can-type combustion sections, and in can-annular, so almost all jet engines up until about 1970 or so. There are some notable exceptions, and I want you to mention them in the comments. The engine could not run without these, but they are only functional during startup. While running, they do nothing.

Episode #1 Sent in by Scott in Illinois: At an air force base for the B-58 bomber, we have the story from 1964 of how one young aircraft maintainer, by being incompetent and complacent, created a J79 fuel nozzle mismatch disaster. And risked a nuclear disaster... no kidding. This one is an actual Disaster, instead of the much preferred Near Miss. we can all learn from this, eh? If you have had an experience with either a close call or a disaster, please share it!

On a dreary Monday, when it's snowing, what could be better than some raging reheat? Plus bonus comment. A few people have mentioned that the flame holder looks like it gets in the way of gas flow. Remember the gas velocity is not so great there. In the jet pipe, there is some pressure and some speed. As the gas exits the pipe, the accelerating nozzle converts the pressure to a huge increase in speed, and that acceleration of the exhaust is how thrust is made. Since it is located well upstream of the accelerating nozzle, the losses caused by the flame holder are minimal. Editor's update: I have tried the Feather brand blades, and they are a big improvement. They are more confidence inspiring, because they seem to work so much better. Thanks for the recommendations!

I made a video back in the day that has become meme-worthy and unstoppable. It's called Dropped into a Turbine Engine, and this is the story of how it came to be. Turbinophone page here: http://www.turbinophone.com/ Tickling the Teeth of the Dragon: https://youtu.be/vMeA6Naot8w The full tour of the J79 cutaway: https://youtu.be/Or6mIaSWZ8g

After reading the Wiki report on Transair Flight 810 , and the comments generated by my first video I posted yesterday, I have some further comments to make on this incident. the report I'm referring to is here: https://en.m.wikipedia.org/wiki/Transair_Flight_810

Let's answer some questions in a comment I received over a year ago. Why did it take so long? I asked that first.

Explained in detail the series of events that take place during the start of a turbojet engine from fully stopped to working in the flight regime. In our test cell, we have full manual control over the engine, so all these steps must be completed in the right order, and within narrow time windows to ensure a good start, and to avoid any damage to the engine. This is a project completed in Summer of 2021 that was never used. It's also a good follow up to my video called How to Start a Jet Engine.

This Rolls Royce Olympus is a ship engine, and makes a little over 27 thousand Hp. My other Olympus videos are of natural gas fired engines, used for generating electricity. This one is liquid fueled, running on JetA1. The total running time over these days was a little over one hour, with quite a bit of idling, and maybe 3 or 4 minutes of max power. Our fuel consumption was a bit under 500 imperial gallons. If you notice, there is no smoke in the exhaust at all. This vid is the latest addition to my playlist called The Mighty Olympus. It's on my channel page, or you can use this link address: https://youtube.com/playlist?list=PLE5I9ZZNPu1OsE9RZALWujQO54z77n3sd

The working title was "Compressors 2" Watch the original "Compressors" here: https://youtu.be/CXSi4GXUojo Also, the compressor stall video is here: https://youtu.be/yaFeO6Jze64 and the follow up Q&A video is here: https://youtu.be/xzdpkIibwBM

After more than a decade, this is a follow up video to my Lockwire video. A bit more detailed instructions on how to use the Safety Cable system to replace lockwire, saving much time in the process. A lot of viewers are thinking this system has a weak spot at the crimped-on ferrule. The ferrule is not the weak spot. The wire needs to be tight enough to avoid vibrating and wear, but it does not hold the torque of the bolt. The wire is there to keep the bolt from winding out and becoming a loose piece of debris that could cause a lot of damage. The wire is not strong enough to apply the proper torque to the bolt. That's not what it's for. Every time a safety cable is removed for disassembly, the cable breaks. Even if the ferrule itself is gripped by the pliers and force is applied, the cable breaks, but the ferrule never comes off. I've never seen it happen. Following a suggestion made by many viewers, I went to the DMC site, and watched the vid on their version of this tool. Seems like a quality unit. I don't think I would use the wire tensioning handle, because of the 90 degree corner the cable is pulled through. I'd have to try it though. Interesting for a safety wire manufacturer, the comparison they make to using standard lock wire is a joke. They include three gigantic mistakes: 1- Using lineman's pliers instead of lockwire pliers. 2- The wire is incorrectly twisted from the starting bolt, in a way that would allow the wire to slip over the bolt head. 3- The pliers are placed where they will leave a mark, or nick in the wire as it enters the second bolt.

Another friendly tech school that uses my vids sent a nice gift, and We review my most used tools when I am building jet engines.

Engine Pressure Ratio is an important indication for pilots, but it's not used by engine builders and testers like me. Let's talk about why that is, OK? Here is the link to the the video mentioned here: https://youtu.be/lpdPiBQ-H3M

After some questions about sound recording from great distances, I used an afterburning J79 test to try out a few things. I hope you enjoy. To get right up close, try looking at my other videos featuring this afterburning turbojet monster of an engine.

Part of what happens at Jet City is the testing, repair and overhaul of oil and hydraulic pumps for jet engines and industrial gas generators. Today we have a couple of pumps used by an LM1500, which as you may already know by now, is the ground running version of the GE J79. If you enjoy this more detailed, long format video, you really should check out Patreon.com/AgentJayZ...

The video preceding this one was all talking about reducing the noise made by jet engines near airports. This video is not about that. Probably as opposite as can be. For your enjoyment, we made as much noise as possible, using multiple afterburner pulls, and burning prodigious amounts of JetA. The Jet fuel hoax crowd are idiots; every moronic one of them. This is a J79-19, normally installed in a supersonic aircraft used to train military pilots in a dissimilar adversary environment... yes, exactly like Top Gun. Other models, such as the J79-15, were used in the F-4 Phantom 2. The -11 was used in the early F-104 Starfighters. It was sent to us for overhaul and made new again by the boys at S&S Turbines: Clayton, Justin, and Walter. The operator is Electron Bill. The engine burns: 5 gal per minute of fuel at idle. 5000 rpm. 35-40 gpm at full dry power. 7685 rpm. Nominally 11,500 lbs of static thrust 85-90 gpm in full afterburner. 7685 rpm. Nominally 18,300 lbs of static thrust Each engine's actual number vary, depending on many factors... The engine uses 155 lbs of air per second at both of those max settings. The extra 50 gpm in AB is used to "reheat" the exhaust of the basic engine, making it hotter, and expanding more, so it leaves the engine much faster. This day, we were running for about 30 minutes, with a lot of idling, which I cut out. We burned through 1,800 Litres of JetA. Good thing we bought 4,000L from the airport, which they delivered to our tank. According to our instrumentation guy, the thrust was about half what I expected, because only one of the two (left and right) load cells on the engine mounts was connected. The AB does not sound louder in the vid, but it is in real life. The mic is a lapel unit, inside a high density foam shield, and the shield is placed inside a Pelican case, on the ground, about 70 yards back and to the side. You can see the position of the tripod, showing why it is not blown away: it's not in the jet stream. In that setup, the mic is completely overwhelmed at or even before max dry power. I try to explain how dangerously loud the noise is in my video "Testing a J79 with Afterburner" Please let me know if you like this non-talking video.

This morning I got a great question from Felipe about the apparent power reduction almost immediately after takeoff by many airliners. A few links: Blancolirio is a 777 captain with a great YT channel Mentour Pilot is another airliner pilot with a great channel And check out the Wikipedia page for Aircraft noise pollution, as well as the page for the JT8D engine. This video is generating a lot of comments that are either totally clueless, or are simply restating the completely obvious. Such comments will be discarded at my leisure.

Answering a question about how exactly a Starfighter engine gets going. For further info, check out these vids: Testing a Starfighter Engine https://youtu.be/Bxkt2vx9EOQ Also, you might like this one: Starfighter Engine Run https://youtu.be/8dpmlu4Gd0U

A little discussion about the contest, and why the winner won.

It's only ben a couple days since I finished my epic ride over the North American continent. Oshkosh Wisconsin was where I stayed for 7 days during Airventure 2022. I was planning to live the experience, instead of trying to document it on video, but I had my phone, and managed to get a few good shots. If you've read this far, there's a secret contest: the first person who tells me what is very unusual about something shown in this video (the thing I'm thinking about), will win an award, yet to be decided. Update: The contest ended on Aug 12. I am very impressed with Open Mind, for noticing the N2 and N1 were reading opposite to what I expected in the startup sequence in the L-39.

A proving run of a RR Tyne engine, overhauled at Tourbillon Turbines, and used in a Navy frigate as the 5000 Hp cruise powerplant. Some explanation of the configuration of our test cell, which we use to safely load this beast of an engine. Check out the Power Turbine video referenced here: https://youtu.be/tEnKfJ5A65o Also: https://youtu.be/wIxHp_FazQQ The Wiki page for the RR Tyne: https://en.wikipedia.org/wiki/Rolls-Royce_Tyne This engine is a Tyne RM-1C A video about our Air Dyno: https://youtu.be/yY73rm7FZhM And if you are wondering about my mangled finger, I messed up a jump on my MTB, was going about 35 Km/hr, the front started dropping, then I hit a tree with my shoulder, and after flying about 15m while pitching and yawing, I landed on my head and punched the planet with my left hand. I was wearing those cycling gloves, which didn't cover the impact zone. Tore off some skin, helmet saved my noggin, and no real damage to me or the bike. Yay!

A few people have been asking how this project is coming along, so I want to show you all where we are.

More than a few Jet City viewers have asked me about a certain video showing a clear combustor outer case on an RC jet engine. I've watched a few videos on the subject, and here are my thoughts.

A nice viewer wanted to know something. By the question he sent, I can't tell what it is...

I slightly rambling analysis of what fuels can be used in jet engines, and why it is that we use liquids composed of long chain hydrocarbon molecules. Their use generates greenhouse gases, but when all the factors are considered, they are, for the time being, the best choice... The Wiki page on the Orenda OE600: https://en.wikipedia.org/wiki/Orenda_OE600 Also: https://avia.wikisort.org/engine/en/Engine/Orenda_OE600

Stuff happening on Friday the 13th. People send nice things here. Jet City sends pizzas around the world. I would love to post a link here; but I encourage you to Google " Pizza for Ukraine ", and decide for yourself if you want to participate.

Restoring an old jet engine is a huge project, but not impossible for someone with time, a little money, and the determination to see it through. Here is the plan! JT8-D Wiki page: https://en.wikipedia.org/wiki/Pratt_%26_Whitney_JT8D JT8-D manuals here: https://www.eflightmanuals.com/ Kelowna Flightcraft: https://en.wikipedia.org/wiki/KF_Aerospace About the T-shirt... May 9 is a big day... have a look at this: https://www.youtube.com/watch?v=CVlEkBHO_hc

A discussion about what a few people have suggested: Designing and building a working jet engine from scratch. From the idea to the working engine... is it a task that one person can tackle? Here's the first in my series of combustor liner videos: https://www.youtube.com/watch?v=xycmedGUdB4 Darren Duncan and his Fairchild J44 turbojet project: https://www.youtube.com/c/DScottDuncan/featured Here's my vid about books to get you started: https://www.youtube.com/watch?v=Hp3StrY-_B8 And for anybody wondering about my shirts: https://www.youtube.com/watch?v=CVlEkBHO_hc

After refurbishing, repairing, refinishing all of the components, today we put them all together, to become one of six combustors for the Orenda 14 turbojet, which powers the Canadair Sabre 6. It's the Canadian license-built version of the North American Aviation F-86F Sabre Jet.

AB, Reheat, Post-Combustion... Over a couple of days, we burned over a thousand gallons of Jet A in the process of rigging and tuning the fuel control of this J79 J1-E. 40 gallons per minute at full dry power, making over 11,000 lbs thrust. 90 gallons per minute in full reheat, making over 18,000 lbs thrust. This engine was built by Clayton and Justin, the operator in this video was Electron Bill. Me?, I just ran around with a couple cameras and tried not to get in the way.

A little demo and discussion about the combustion section of a jet engine. We answer the question: "Why doesn't the hot gas come out the front of the engine?"

Winter is finally over, and things are happening. Friends have sent some flags, and the work continues on the restoration of another Saber Jet engine. If you want to find my Patreon page, paste this into a search bar: https://www.patreon.com/user?u=8844734&fan_landing=true

On a cold and icy day, we run a J79 turbojet to full afterburning power. I've got the camera pretty close in the field behind our test cell. A little talk about the engine, and a lot of noise! Here's my video about the narrowing shape of the gas path in the compressor section: https://youtu.be/IHoTc0RdJMw Here's my video about the older, "screamer" J79 test: https://youtu.be/vCEhhRoJOaw Here's my video explaining the basics of the J79 turbojet engine: https://youtu.be/Or6mIaSWZ8g

The Sabre 6 is the Canadian version of the F86-F Sabre. The engine is the Orenda 14 turbojet, with 7200 lbs thrust. This turbojet has a main oil pump assembly, and an auxiliary pump assembly. The main assembly is made up of three pumps, and today we will be taking it apart, inspecting everything, and rebuilding it with fresh sealing O-rings.

Jet engines are rated for output in terms of their static thrust at sea level. How would that compare to being rated in horsepower. There are a few engines that still power aircraft, and also are configured for use as industrial power sources. Let's see how they compare. Power Turbine playlist title: Power Turbines and what they do... ( contains the Megawatts video ) Fuel Nozzle playlist title: Fuel Nozzle description and Testing The video listing books you should read: https://youtu.be/Hp3StrY-_B8 Also of interest: https://youtu.be/vyftKRBeNhc

A 5000-plus Hp engine for a navy ship, we have to get creative to test run this thing at full power. As a load, we use our Air Dyno, the compressor section of a J-79 turbojet with a few modifications. As always, the sound you hear on the video is not at all representative of the unbelievable sonic fury that is really happening. We also have a quick review of the general layout of the Tyne engine.

Well, technically I was, for about a week. The incredible storms of Nov 14-15 in South Western BC changed my plans, and trapped me in Vancouver for a week or so. It was not an ordeal for me. Many people suffered much more serious consequences, and it will take months to rebuild just the damage to our roads...

Nothing fancy here, just real information, needed by professionals and interested laypeople. Yes, needed by... not just helpful to. You know, essential. Absolutely. If you don't know this stuff, you are not meeting the minimum basic requirement.

A compilation of recordings taken during a week of running an LM2500. This is one of the largest engines we build, and this is an early model, nominally rated at 27,000 Hp. Built by the team: Multi-purpose Walter, Andrei, Gabe, and Daena. Justin on the throttle, tuned and tweaked by Electron Bill. The LM2500 is an industrial gas turbine engine that is a slight modification of the design of the GE CF6-6 airliner turbofan. We are running on gaseous propane, a convenient replacement for the natural gas this engine will use once installed.

Why do turbine engines make so much noise on start up? Do they make more noise on start up? Where does that noise come from? Does it go away? Why does it go away?

Answering questions about all of those things, and keeping the rants to a slow boil...

An engine we worked on in 2019, serial #2919, is in an award winning Sabre. The Allison 250 C-18 is coming together. And we look into some of the details of air cooled turbine blades that we have not covered before.

A couple of days running a J79-7, for a Norwegian association restoring a CF 104 Starfighter. Both the engine and the aircraft were designed in the USA, by GE and Lockheed. Both were built in Canada under license, by Orenda Engines Canada, and by Canadair. As with all the old-school J79s, some smoke, some screech, and some afterburner to rock the sky..

It has been a few weeks since we looked at the jet boat project, but progress is being made. Here's an update as of Aug 27, 2021.

A little bonus for the J79 people out there. No talking and no video ads! I bet you could play this as a loop if you really wanted. Fuel consumption is about 35-40 gallons per minute at full dry power, and the afterburner adds about 50 to that number. Here's some cool footage of one of these in a Starfighter. Thanks to my girlfriend Shiela https://www.youtube.com/watch?v=q5OZlMy9h00

We tested an older J79 this day. It made a lot of black smoke with its old school original combustor liners, and it howled at part power settings due to its original design jet nozzle. Pilots did not enjoy these characteristics, but plane-spotters do... Fuel consumption is about 35-40 gallons per minute at full dry power, and the afterburner adds about 50 to that number.

The process by which we came up with a method of loading and testing a 5,000 Hp turboshaft engine with a modified compressor of another engine. Because it measures rpm, torque, and power, it's a dynamometer. Because it uses the power fed into it to compress a large flow of air, we call it our air dyno. A viewer named Ivan has asked for suggestions to help him design his own... My Compressor Stall video: https://youtu.be/yaFeO6Jze64 A video of the air dyno at work: https://youtu.be/EZmIPb2J3ow

An Ai25-TL that we repaired 5 years ago has come in for a check run.

A little talk about what is real and what is made up for convenience. I hope you enjoy it. I am expecting howls of disagreement and mountains of criticism. A definition I did not include: Colloquial: 1) Miriam Webster: used in or characteristic of familiar and informal conversation. 2) Cambridge: informal and more suitable for use in speech than in writing. 3) Collins: words and phrases are informal and are used mainly in conversation

Life is an adventure, so a back up plan comes in handy sometimes.

I'm heading to Oshkosh on my bike, to Airventure 2021, which is the largest gathering of aviators in the world. The video of my visit there in 2019 is called Warbird Jets. This trip will include three adventures: the way there, the Oshkosh fly-in, and the journey back. I've been looking forward to this for over a year!

A crate arrived today. It was much larger than expected. Let's open everything up and see what we've got.

Built in the 1950s, last overhauled in the 80s, and stored for decades... Over the past year we have fully overhauled and restored this Orenda 14 turbojet engine. With a few teething pains, this engine passed its performance acceptance test, and will be flying in a Sabre Jet again. For the whole story, visit Patreon.com/AgentJayZ and become a participant in Jet City.

To test an Orenda 14 turbojet, that is the engine for a Sabre Jet, we need to use mounts that will fit the test cell, which is designed to test the J79 turbojet, out of the Starfighter, Phantom II, and the F-21, among other very fast aircraft.

Checking out the flow pattern of the one and only fuel nozzle of our Allison 250 C-18B. Main engine for our mini jet boat.

Needed for turbine engine power: air, fuel, and a little bolt of lightning. Good news, bad news...

The paint is dry and the bolts have been cleaned. Our little outlaw Allison 250 C18-B is back together. It's now a matter of cleaning up and reattaching the fuel control and other accessories.

After successfully restoring the thread inserts in the centrifugal stage of the compressor for our Allison 250 C-18b, and painting it, it can be reinstalled. I think it will look great when it's sitting in the engine bay of our mini jet boat. What do you think of the colour?

Broken Bolts and Broken Dreams... The Glamour of Component Repair! With the 50 year old rusted bolts in the compressor scroll of our Allison 250 C18-B, we have an opportunity to demonstrate the types of situations that often occur when working as a component repair technician. Thanks to all the commenters for their suggestions, but I tried all of your ideas already. You think I haven't done this before? I did this sort of work every day before I opened my own overhaul shop. There are many levels of effort and stress, all the way from "no problem at all" to "complete destruction and loss of the part". Let's see how far down the ladder of despair we get with these broken, rusty bolts... PS: I'm tired of people not understanding, and saying I should use EDM. All such comments will be deleted.

Removing the compressor module of our Allison 250 C-18B This engine turns 50 this week, and we encounter some difficulties in getting it back into shape...

Removing the oil filter and regulator assembly so we can peak inside the gearbox and see the the N1 reduction gearing. Also a bit about manuals, corrosion, and painting.

I received a package from Pennsylvania College of Technology yesterday. If you are interested in doing the type of work shown in all of my videos, it has never been easier to get the training needed. Every Canadian province, and I'll bet every American state has a school that can turn you into a turbomachinery technician, or an aviation maintenance specialist. This is where to find out more about their programs. https://www.pct.edu/academics/et/aviation

The cases and the rotor have been cleaned up for the compressor of our Allison 250 C18B, so we'll do a bit of assembly. Also, If you want to find a project like this, the outcome of your search depends on you. Try this in your search bar: https://www.barnstormers.com

Hardware cleaning is an important part of restoring a turbine engine. It's also the most glamorous part. Come with me, and live like a hero! Also, more nagging about air and how it really behaves.

Removing one half of the axial compressor cases will let us inspect the rotor for damage, wear, and dirt accumulation, all of which will reduce compressor efficiency and limit how much power the engine can make before it hits the temperature limit.

Some work was done on our Allison 250 over the weekend, and progress is being made towards getting this thing into running condition. Also, lets clear something up about what the starting bleed valve is for...

There are many ways to build things. Let's look at several ways to build an axial compressor for a gas turbine engine.

Some more general info on the layout of the Allison/RR 250 engine, plus a cleaning, inspection, and rebuild of the compressor bleed valve.

We have an old, crusty Allison 250 C-18 turboshaft engine, originally used in a Bell Jet Ranger helicopter. We need to clean it up and get it into running shape, so it can put its 317 Hp into the jet water jet drive of a very small speed boat. Let's take a quick look at the engine and what needs to be done. The specs for the C18 are listed on the Wiki page here: https://en.wikipedia.org/wiki/Allison_Model_250 Although the pictures are of the C20, which is very similar. To see a Bell Jet Ranger being used as an aerial tow truck, have a look at my video about racing on the Dart River in NZ. Heli footage starts at about 15:00. https://youtu.be/VfnvtDuJgGA

"What's the average running temperature of a jet engine?" It seems like such a simple question, doesn't it?

A follow up to the video on the dangers of testing engines. Many have asked why we don't have a debris screen in front of the engine. Here's the answer.

Observations of the video available showing the engine failure and fire aboard United Airlines flight 328 on Feb 20 2021. From the point of view of an engine guy. Here is a link to P&W's page about this engine: https://prattwhitney.com/products-and-services/products/commercial-engines/pw4000-112 Here's an operating manual for the P&W4000 series engines for pilots: https://www.theairlinepilots.com/forumarchive/a310/a310pw4000seriesoperation.pdf The Turbofan design engineer referred to in the video is my friend grahamj9101 When the final NTSB report is released, we will see how close or how far off the mark I really am.

Many have asked over the years if testing jet engines is a dangerous thing to do. Let's look into that and try to come up with some sort of answer...

Today I got a question from a viewer who's having difficulty making sense out of what is written in one of his books. It turns out there is a very good reason for this, and I have also encountered this difficulty.

This is one of the most common misunderstandings about how a jet engine compressor works. Please post in the comment section any questions that you might have after watching this video. It's not the easiest principle to understand, but you can do it!

Thanks to a question from Ever443, we are looking into why a ship might be designed to use a gas turbine engine. The two Wiki pages I recommend in this video are Gas Turbine and Marine Propulsion

This video is in response to the many people who have told me they are designing an amazing new engine idea, and are asking for my assistance. With respect, I try to remind them of the enormity of what they are attempting. I'm not sure they really know, but I encourage them to try.

This misunderstanding is actually the second most common, so let's do another video about pressure. The NASA Turbojet equation page is here: https://www.grc.nasa.gov/www/k-12/airplane/turbth.html but I encourage you to look around their amazing resource ! My video about the wider angle of the jet exhaust on an older J79 is here: https://youtu.be/8dpmlu4Gd0U If you really want to see AgentGrumpyZ in his rant about engine thrust, try this. https://youtu.be/BeuP2BAky74

Restoring a vintage turbojet engine from a Sabre Jet, we are installing a set of new old stock fuel nozzles. First thing on the list is to test that they function as new... after being stored for over 60 years.

Lets work through what is probably the most common misunderstanding that makes it hard to understand how jet engines work. Pressure of the air as it passes through the engine, and what happens in the combustion area. Support me on Patreon : https://www.patreon.com/join/1396326 For more detail about pressures within a turbojet, have a look at my video called Jet Engine Diagrams 3 : https://youtu.be/VTpjyV4FOXM

My contribution supporting Blancolirio's video about the incident in Novosibirsk on Nov 13 2020. I try to supply some information from the perspective of a jet engine overhaul shop. Blancolirio's video: https://www.youtube.com/watch?v=IqT-IugbR3Q&t=17s D-18T description on page about the Buran shuttle and AN-225 Mirya transport aircraft: http://www.buran-energia.com/mriya-antonov/mriya-moteur-engine-desc.php D-18T cutaway by Luca Marchetti : https://blenderartists.org/t/ivchenko-progress-d-18t-turbofan/624045

Acceptance run of a J79 - 11B, out of a Starfighter. This engine has the original "standard" combustor liners and fuel nozzles, and the earlier, short-petal variable jet nozzle. This means it makes black smoke, and it screeches or howls when at partial power. All that clears up when we ease on in to afterburner, which is progressive, and can burn up to 50 gallons more fuel per minute.

Reacting to a question about a video claiming to show the starting sequence of an F-22 Raptor. Watch it here: https://youtu.be/U9l_NnvsB-g?t=49 Comparing the sequence of events to what happens in our test cell when we test an old-school, smokey, howling early model J79 engine from an F-104 Starfighter. Designed in the 1950s, the Starfighter is faster than the F-22. Yes it is!

Many viewers have asked why the power generated by a turbine engine can't be taken from the main rotor shaft, and why a power turbine is needed. In todays single question episode, I try to answer that. The video about the MAN MGT6100 is here: https://youtu.be/GF-70yncAVY It will help you understand what I'm referring to if you watch it. Please consider becoming participant on my Patreon page: https://www.patreon.com/user?u=8844734&fan_landing=true

The deep dark mysterious power turbine. A magic machine that seems to be the subject of eternal misunderstanding. Let's take a look at a few of them, and try to explain away a bit of the mystery.

Something very interesting happened the other day, and I finally tell the story of how my channel got its name.

Answering a question about why it is so important to watch the temperature gauge for a turbine engine. It's the most important thing. More important than anything!

Unchanged except for the volume level. As demanded by a significant fraction of viewers

The RR Tyne marine propulsion unit is a 5,000 Hp turboshaft engine. Three shafts: the HP core, the LP booster, and the integral free power turbine. Installed in the Maddex/S&S test cell coupled to an air load device, this engine is run right up to it's rated Hp maximum.

New information, new diagrams, and a new understanding of the whole picture... for me, anyway. Emergency Airworthiness Directive 2020-16-51 regarding the 5th stage bleed air check valve on the CFM56 engine used to propel the 737NG series of aircraft. Let's get into this!

Thanks to the magic of people being connected, new information has turned up that we all need to see!

Information about bleed valves, check valves, the CFM56-3 engine, the 737 NG airliners powered by these excellent engines, and the recent FAA emergency airworthiness directive concerning their potential for malfunction.

The hot parts of an Orenda 14 turbojet engine for a Sabre jet fighter from the Korean war era. Inspecting the turbine inlet guide vanes for heat damage, including acceptance standards for cracks.

What is the difference between a turboprop and a turboshaft engine? It's all in the details. Let's look at a few of them.To help out the channel, and get access to many more hands on videos, visit Patreon.com and look up AgentJayZ Thanks!

Why does a turbine make so much power, and why does it even turn when it's hit by the exhaust from the combustion section of a jet engine... If you'd like to see more of the Orenda 14 turbojet restoration project, have a look at AgentJayZ on Patreon.

How does the rear bearing, surrounded by all that thousand degree plus jet exhaust... survive all that heat? Come along with me for a deep dive into just how smart those jet engine designers and engineers really are.

An Orenda 14 turbojet engine that needs a lot of attention is about to get it. This is the beginning of the restoration of an engine for a Sabre Jet. The complete chronological series of lengthy videos about this engine will be posted, commercial-free, to the Patreon channel "AgentJayZ". Occasional synopses will be right here. On Patreon: type AgentJayZ into the "find creator" search box.

How much weight does "all that lock/safety wire" add to the weight of the engine? Let's take a look and do the math! Become a patron and help keep Jet City running! "https://www.patreon.com/user?u=8844734&fan_landing=true" Have a look at lockwire 1, 2, and 3!

An engine for an A-4 Skyhawk was sent to us to make it flight worthy. Here is the Curtiss Wright J65 in our test cell, showing how we can adapt to any engine and make it run. Note: the thrust measuring load cells were not connected for this series of runs.

A tour of the test cell engine monitor screen we use when running jet engin.es and industrial gas generators. watch to the end for bonus footage of test runs of the GE J79, Orenda 14, and RR Avon. The last clips are indeed from a smokey, screaming J79 out of a certain Starfighter.

The Orenda 10 turbojet engine which powers a Canadair Sabre was sent to us for repairs. Here it is, running right up to max takeoff power, soon to make a Sabre pilot very happy. We were over thrust minima and under temp maxima at every point, which is a very good day for a jet engine. The Canadair Sabre is a Canadian-built licensed copy of the North American Aviation F-86 Sabre. An extremely successful fighter jet first used by the USAF in Korea, and also sold to many air forces around the world. Like its ancestor, the P-51 Mustang, the Sabre is a very responsive and satisfying aircraft to fly.

The often used term "hot start" has a very specific technical definition, along side its conversational meaning. I build, start, and test the engines for vintage fighter aircraft. Turbojet engines. Here's my contribution to the discussion.

How we start a turbojet engine in our test cell compared to how it's done in the aircraft. The Orenda 10 (Canadair Sabre Mk 5) and the Orenda 14 (Canadair Sabre Mk 6) are so similar in construction that it really makes no difference to our demonstration here, and the starting procedure is exactly the same. If you like this video, and want to help support the channel, please visit Patreon.com for AgentJayZ. Thanks!

Let's take a more detailed look at the fuel system for the Orenda 14 turbojet, with the pilot's operational manual, and the real thing, sitting in the shop. This video is a follow-up, or even a part two of this one: https://youtu.be/n4CWg9RMgWk

Working on a classic turbojet engine, out of a Canadair Sabre 6, I was impressed by the size of the fuel line. It seems out of proportion if you compare it to what you see working on piston-powered vehicles, don't you think? In response to questions about water removal: It would be an extremely unusual sequence of events that would allow an amount of water that might affect the running of a jet engine ( a liter/quart, maybe?), and would interfere with the starting process. Maybe it could pool in one tank that was switched to in mid journey. Quality of fuel is critical, and refueling procedures reflect that. I guess anything is possible, but there is no mention of water contamination of fuel in any of the engine troubleshooting manuals I've ever seen. Info: The Sabre 6 is a license built in Canada version of the North American Aviation F-86 Sabre At full power the Sabre burns about 20 gallons per minute of fuel. I've made quite a few videos about the Sabre Jet and the Orenda engines that power them. Also I've featured the J-47 engine that powers the American F-86. There is a search bar on my channel page, and I will also be adding this video to a playlist on the Orenda turbojet.

A comparison of test runs of two variants of the same engine. The Orenda 14 turbojet is the engine that powers the Canadair Sabre 6, a licence built Canadian adaption of the North American F-86 Sabre jet fighter, from the 1950s, and saw much action if the Korean war. They still are flying and have many admirers at air shows. The OTF-3 is the industrial gas generator created by redesigning the 14; all accessories are stripped off except the oil pump, and the jet acceleration nozzle at the back is deleted. It is now a gas generator, and runs on natural gas. It will supply gas to drive a separate power turbine, which will drive an electrical generator through a reduction gearbox, which will reduce its running speed of 7200 rpm down to 3000 or 3600 rpm depending on the frequency of required of the AC generated. Please enjoy, and I will try to answer your questions.

As turbine blades have become more complicated, their manufacture has gone through some changes.

A short discussion about professionalism when working on aircraft gas turbine engines.

A few viewers have asked about an exceedingly rare occurrence, and I may have recently found out a reason for this. Another, more common comment is that we should use a screen on the inlet of the engines we test. I discuss some of the reasons we don't. Dear nitpickers and semantics nazis: your complaints are not interesting, and will be properly handled. Links: Bristol Britannia turboprop airliner https://www.youtube.com/watch?v=gt_S-nj2QO0 Lockheed Constellation piston engine airliner https://www.youtube.com/watch?v=xRwSKmFoFa8 Bristol Proteus turboprop engine https://en.wikipedia.org/wiki/Bristol_Proteus Boeing 707 https://www.youtube.com/watch?v=KIXMjwlmmO8

The engine for the Dutch Starfighter Foundation is almost ready to move to the testing stage. Here's some video of another J79 passing its acceptance test. Remember that the engine pictured running in our test cell in this video is not the engine for the Dutch Starfighter Restoration Group.

There are a lot of ways to become a turbine engine technician. Here are three different ones.

This is a discussion about the various categories of parts used in building a jet engine... It's also a response to the people who have complained, insulted, and threatened me about an issue they "have insufficient knowledge about".

A professionally produced video about the work we do on gas turbine engines.

Progress update on the Dutch Starfighter engine. Parts have been cleaned and checked out, and reassembly has begun.

Discussion of the purpose of the afterburner/reheat system and the variable nozzle that goes with it. Saab Draken Afterburner: https://www.youtube.com/watch?v=5OXf992K154 Also: https://www.youtube.com/watch?v=Qz0FRHFQzdU

Some talking, some diagrams, and some real parts to help understand the recent turbine failure of a GE90-115B, and the FAA's emergency airworthiness directive in response to the incident. blancolirio's channel : https://www.youtube.com/watch?v=BRzK1eKS_pY Here is the full text of the FAA's directive:http://rgl.faa.gov/Regulatory_and_Guidance_Library/rgad.nsf/0/936cdd0f9b2d29ae8625849c006dc9cd/$FILE/2019-21-51_Emergency.pdf

Un-crating an ex-Dutch Air Force J79 turbojet engine, and shipping it across town to the S&S Turbines aviation engine shop, where we will return it to flying condition. Then we'll test run it, and donate it to the Dutch Starfighter Foundation, who are a non-profit group planning to return a Starfighter to the air in Holland. Update April 2020: the engine identified in this video turned out to have serious internal problems that made it beyond economical repair. Although some of the externals and accessories have been utilized, the engine featured in the test runs is based on an entirely different core donator. You can help support these efforts by visiting ssturbine.com, hitting the about us tab, and picking up a T-shirt. Also, check out the Dutch Starfighter Foundation on Facebook The hostage rescue mentioned has an entry in Wiki: " 1977 dutch train hijacking "

A viewer asked my opinion on the subject of damage cause to airliner engines from colliding with UAVs/drones. Here is the description and list of questions sent to me: " Recently, I was asked what the effects would be if a drone collided with the engines of an airliner (no particular engine specified). I've started to second-guess what I said and am wondering if you would be able to provide some insight on the matter. The following is my answer and the reasoning behind it: My initial response was that the results would not be good regardless of whether it's a tiny drone (15-20cm across; 0.2-1.2kg), medium drone (60cm across; 4kg), or large drone (114.3cm across; 7-14 kg). I'm pretty confident that the largest drones we're tracking would do a ton of damage to even a moderately-sized, high-bypass engine. In the case of the smaller drones, I said that it wouldn't likely cause a major flight safety issue (uncontained failure, uncontained fire, etc), but could potentially cause a compressor stall if ingested into the core. In the case of regional jets with low/lower-bypass engines, it seems that the likelihood of the core ingesting it increases dramatically, in part just because of the change in size relative to the drone, but also because the bypass duct is going to be much smaller. Aside from the motors, wiring, circuit boards, battery, etc, the construction of the drone is primarily molded plastic, 3D-printed composite, or carbon fiber. I think it would melt very quickly. As an example, the 3D-printed composite construction of one of the drones we're using has a melting point of 193 C. Based on my understanding, the air already exceeds that temperature before the combustors. Ignoring the melting issue, the strength of the plastic parts would probably be more than enough to cause damage to the entire compressor. For carbon fiber, I think it would splinter apart long before the glue could melt. Given how abrasive CF is, I assume that there would also be some abrasive damage regardless of whether or not the compressor was damaged when it broke up the material. I would guess that the strength of the fan blades (at least in medium-sized, high-bypass engines) would be more than enough to survive the impact. I do question whether the parts of the drone would actually make it to the core, or if they would just get kicked out to the sides and go by in the bypass duct (assuming solid particles behave similarly to water). The reason I think they may make it into the core of larger/higher-bypass engines is because of the much steeper pitch of the fan blade near the root/center. In short, the answer I gave was that it would cause damage regardless of the engine, and that you would almost certainly need to overhaul/rebuild (not sure of correct terminology here) the entire engine because the I figured FAA wouldn't let you fly with an engine that had ingested something of appreciable size. I said that the "worst-case" that was likely to happen was that the compressor would stall and the pilots would treat it like a compressor stall caused by anything else. I do not think a compressor stall caused by damage from ingesting something would be the type of stall that you could recover from just by reducing engine power and adding it back (as opposed to a compressor stall caused by temporary airflow disturbance somewhere ahead of the compressor). Some questions: How accurate/realistic is my initial prediction? If a drone impacted near the perimeter of the fan and caused (not sure of terminology here) a rotating compressor stall (localized to the damaged blades), would that stall always propagate to the IP and/or HP compressor, or could the engine function "normally" enough in some instances that it would be able to provide most of its rated thrust? Would a drone impact of any type require an inspection/rebuild of the engine? If a drone (or FOD of any type) did damage part of the LP compressor to an extent that warranted a rebuild of the LP compressor, would you also be required to inspect/rebuild the IP and HP compressors (if three-spool)? If the impact of a small drone wouldn't damage and/or stall the compressor of the engine, how big of a drone would you need to cause enough damage for an engine failure? I know this is a somewhat loaded question because of how many parameters can impact (pun maybe intended) the result of a situation like this. Is a three-spool engine more prone to compressor stalls than two-spool? Would the volatile nature of the LiPo battery increase damage in any appreciable way, or is the engine resilient enough to heat and pressure to not be affected?"

Something very strange has been happening to the compressor of this Orenda type 10 turbojet engine, which is going back into a Canadair Sabre Jet. Let's avoid some confusion: I am not asking for your recommendations on what to so, and there is no vote. The compressor rotor is being replaced. As always, your opinion matters, except here... Thank you, come again!

A quick check in with the boys rebuilding the engine that had the torn up HP compressor section.

Clearing up some misunderstandings that may be happening when we encounter the term reverse air flow when trying to learn more about jet engines...

The ceramic thermal barrier coating has been damaged by pieces of debris hitting it. The debris came from a combustor liner that had begun to break up. We take a very close look at each of them to determine which need to be stripped and re-coated. Liners normally are not subject to flame, but in these older engines, it sometimes happens. This cases burning and deterioration of the metal, and eventually some pieces may break off.

A RR Avon industrial gas generator. If it had a nozzle it would be a jet engine, and it sure sounds like one here, with our testing restrictive nozzle in place. We made over ten thousand horsepower today. Unfortunately the highest power settings had the camera mic breaking up, and sounding like crunching plastic wrap, so it's no included, but we get to about 95% rpm before that happens. The clicking noise at the end is the starter ratchet clutch... got a video on that if you want to take a look. The clanking is the compressor blades rocking on their mounting pins. Running on propane in place of its normal, natural gas fuel, and started with an air turbine starter, fed air from our start cart, which contains a Garret GTC-85... What looks like a spark or flashing light under the engine is a small aluminum ID tag on one of the sensor lines we use to monitor the engine, running on Jet-A, the same stuff the airliners use.

I planned on enjoying my first visit to Oshkosh without making a video, but I had my camera, so I couldn't help myself. Here's a few of the highlights of my week of fun. Background music near the end is Junior Brown's Surf Medley. There's a few examples of it here on YouTube. He is the best guitar player I've ever seen live, and I've seen Pink Floyd, U2, Dire Straits, and Steve Miller.

Usually damage occurs from ingestion of FOD, or Foreign Object Debris. Here is an example of a less common event: damage due to DOD. Domestic, meaning the debris came from within the engine itself.

Skip the silliness by going to 1:48 Is a rapid response helicopter engine subjected to extra stress?

From BC to Alberta, Montana, Wyoming, Colorado, Texas, Oklahoma, Missouri, Illinois, Wisconsin, Minnesota, North Dakota, back through Alberta and home to BC, I head out on the bike to meet some fellow aviation enthusiasts... but these folks own a few vintage warbird jets and trainers!

It's been a busy few weeks, and here are the reasons for my less frequent uploads. Bikes and Jets!

Many questions over the years... about exactly where the thrust of a jet engine is created and what part of the engine it pushes on...to propel the aircraft. Let's look into that...

Let's straighten this out: Many people have said that an engine on our test stand is not making any mechanical power, because nothing's moving. Let's take a look into this, and show just how mistaken these people are.

Reheat, post-combustion, or afterburner... whatever you call it, if your jet engine has the capability, it needs a variable jet propulsion nozzle. We read through the description that GE presents for the variable nozzle assembly for the legendary J79 turbojet. We discover that a lot of what we may have thought, may be different from our understanding, so we are learning. The Book shown is called The Development of Jet and Turbine Aero Engines. More info here: https://www.goodreads.com/book/show/6685274-the-development-of-jet-and-turbine-aero-engines Before you complain that I have no idea what I am talking about, please remember that we are reading the words printed by GE, who designed and built the J79, which during it's period of use, was one of the most widely used and successful turbojet engines in history.

A sort of comparison between our J47 turbojet engine, and its bigger sibling, the J79 turbojet. Both are legendary engines with long and successful service records. If you like this video, and want to help support the channel, please visit Patreon.com for AgentJayZ. Thanks!

All the work we've done in the past couple of months... and it's time to proof test it. Here's the rigging and running of the J47 turbojet. There was only one camera in use today - I had to run the engine! We burned about 450 L of fuel in the roughly half hour of running We used JetA, supplied by our closest neighbor, the airport.

For a detailed look at blade mounts and fits, check out the video about blade locks in the Orenda 14 playlist: https://youtu.be/7O19cZtRTcM Also, for the installation of blade locks, check out: https://youtu.be/WgV8rX1FdyE

Almost twelve years in the making, this channel has hit a milestone. We revisit the source of inspiration, and have a chit chat. Thanks everybody!

The LM2500 is one of the largest engines we work on. We ran this 30 thousand Hp beast to max power today. It ran smooth as glass, and performed beautifully. Balanced by Daena Electron Bill at the controls This is the same engine featured in my video from a few months back called Turbine Engine Heat Damage. https://youtu.be/KqgZpy8rsvE Yes, we replaced many parts, and did a lot of repairs. Much of the high power footage is not included, because my new camera can't handle the noise. A remedy is in the works.

To compare with the continuousarc ignition system of the J47, we look inside the combustor of an Orenda 14 to view the ignitor plug when we energize the ignition system. The J47 powered the F86 Saber, built in California by North American Aviation. The Orenda 14 powered the Sabre 6, a licensed copy of the F86, built in Ontario, Canada by Canadair.

After making a special cable that allows us to power up the engine's ignition system, we have to test it to make sure we can have a successful start in the test cell. A small camera is placed inside the combustor, looking directly at the spark gap electrode. Here is another type of spark gap for the J47: watch?v=dFSnAEmLVOw

Installing and locking the new, ceramic coated blades in the order arrived at over the weekend balancing session. The turbine could not safely be transported fully assembled, so the blades were numbered in their final balance position and boxed up. This is the final assembly. How do the locking pins come out?... Watch the whole playlist on this engine: Turbojets: J47 Turbine Upgrade and Compressor Refurb in 2019

The turbine has been balanced, and then the blades were numbered and removed for safe transport from the balancing facility, at another shop. Today we are installing the turbine disk and shaft into the engine, and then the next step will be re-blading it. Watch the whole playlist on this engine: Turbojets: J47 Turbine Upgrade and Compressor Refurb in 2019

The compressor is back together on this engine from a 1950's F-86 Sabre. With a bit of ingenuity, we save a spitload of money and time. Watch the whole playlist on this engine:Turbojets: J47 Turbine Upgrade and Compressor Refurb in 2019

Have a look at the hand-cleaned rotor, and we have received a few flags over the Christmas holiday...

Removing the top of the two part compressor case to have a look at what condition the rotor is in after many years of running and storage without any attention... Watch the whole playlist on this engine: Turbojets: J47 Turbine Upgrade and Compressor Refurb in 2019

The turbine casing holds the structures that direct the combustion gases into the turbine of this jet engine out of a classic fighter jet from the 1950s - the F86 Sabre. Watch the whole playlist on this engine: Turbojets: J47 Turbine Upgrade and Compressor Refurb in 2019

One of the more unusual ways that water can affect the compressor stators of a jet engine... Watch the whole playlist on this engine: Turbojets: J47 Turbine Upgrade and Compressor Refurb in 2019

Special bonus footage for the true gearheads. This seems like the closest I'll come to real time travel! I made this video public instead of the original idea of just having it linked to the blade removal video.

A full, detailed answer to the question that has been asked for years: How do you get the blade lock pins out? For extra views of the new blades, check this out: https://youtu.be/QsNodUlEt1g Here is my original "locking blades" video: https://youtu.be/b3c-LQ1d81w Watch the whole playlist on this engine: Turbojets: J47 Turbine Upgrade and Compressor Refurb in 2019

Many thanks to Carpenter Millwright College in Newfoundland, And BTW... non stop afterburners for 20 minutes! ...Activate at 6:36!

More footage of the Orenda 14 testing. This time we take it to maximum takeoff power, after unboxing a friendship flag from Estonia...

The Orenda 14 turbojet is all together, and we get our chance to use the test cell. Here are some of the highlights...

Why is it called lockwire? And how to lockwire a single fastener...

Have a look at the parts of an engine that nearly blew itself to pieces. This LM2500 is/was a 35 thousand Hp engine used to generate electricity, and it was pushed a bit too hard. Too much fuel, too much power, too much heat! Can we fix it? You bet... that's what we do! The test run after being repaired is here: https://youtu.be/TZbQnh1c9_M

The turbine we put together last time goes in the engine, and we look at a few details before turning the whole engine horizontal and placing it in the work stands.

We finally have our ceramic coated engine parts, and begin final assembly of the turbine section of the Orenda 14 engine, used in the Canadair Sabre, a 1950's fighter jet. Plus a bit of bonus footage of the GE LM 1600 being started and taken to idle, running on propane in our test cell.

The external accessories on the Orenda 14 and the rigid steel lines that connect them. A few new flags of friendship go up on the wall.

We begin the buildup of the "turbine half" of the entire engine... the other part that forms the front of the engine, you might call the "compressor half". Those are not industry standard terms, so don't use 'em, ok?

Weighing, sorting, blading, machine setup and a bit of tool making this weekend at Jet city and S&S main shop.

Let's look at one of the basics: how is the turbine connected to the compressor, and why does it need to be anyway?

A bit more footage of our custom tooling in action, plus a bonus for me, and one for the curious.

The turbine was stuck to the main rotor shaft, so we had to design and build a special, brute force tool to get it off without any damage.

Turbine Blade Locks is the subject of this episode... What holds the blades in a turbine engine? Let's have a look at a few different ones...

Finally, we drop the entries into the exhaust of a fighter jet engine and find our winner of the titanium fan blade... Together, we raised over 1700.00 for the local chapter of the Special Olympics Society, so a big thanks to all of you! Did you win? Did you enter? Next time, for sure!

Starting and testing a GE LM1600, the industrial version of the GE F404, which is used in the F-18 and F/A-18, among others. This ground runner produces about 20 thousand Hp in the form of a stream of high speed pressurized gas, which is used to turn a power turbine, which then does mechanical work. For more information, have a look at my videos about power turbines.

We pull the compressor case off to have a look at the rotor, and then review the way the accessories are driven via two radial drive shafts attached to a double transfer gearbox that Orenda calls the PTO

An Orenda 14 that will be used to power a Canadair Sabre 6 is in the shop for a full inspection to be returned to flight status. Removing all the external components from the compressor casing got me thinking about compressors and how they work...

An Orenda 14 turbojet has been delivered to the shop. In the first of this series, we take it out of the box, and mount it in stands. Let's take a look at it.

Race bikes, Flags of Nations, and a look at a three spool jet engine.

Visiting some senior students in the aircraft maintenance engineer course at Northern Lights College. After removing and replacing both the main rotor assembly and the tail rotor, we hop in this iconic machine and start it up for some balancing runs.

A request came in to describe the external components on a jet engine. We have a small turbofan engine out of a military trainer in the shop, so let's give it the once over, and see how many parts we can identify.

The shop if full of turbine engines of various descriptions. We wander through them and have a little talk about fuel consumption and efficiency.

Finding and fixing the parts that broke during our initial test run of the J79-15.

A few days in the test cell with our J79-15, formerly out of a Phantom II. For Jet City Turbines T-shirts, stickers and other things: Visit www.redbubble.com and search for Jet City Turbines

Connecting the fuel line and pressure testing the system. Fixing leaks. Also bonus introduction of the LM1600 at the S&S shop.

A bit about the "fuel hoax" hoax, and an offer by "rana t" to pay for our fuel. I'm eager to watch him break his promise... Jet Fuel Hoaxtards: We all know that you think you know about a huge worldwide conspiracy, but please read this before you comment: This is how the world works: If you people want to change the generally accepted explanation of something, you are the ones who need to come up with the hypothesis and alternate explanation, and you have to offer supporting evidence in an attempt to "prove" you are right. I don't have to do anything. Check this out: www.youtube.com/watch?v=T1F8GoVnonU I also like this video, where a fellow Canuck breaks down another haoxtard's claims: https://www.youtube.com/watch?v=bT0UZFzMdLo And here is a discussion of fuel burn in a 777 airliner, by the captain, Blancolirio: https://youtu.be/izexIUdL1ow

Friendship flags arrive, Jet City merch is finally here, and a little rant about this whole fuel hoax hoax. To enter the turbofan blade draw: This draw is open to the entire world. The winner will not have to pay for shipping. In order to have a chance to win, you need to do two things: Visit this page and make a minimum one dollar donation: https://secure.e2rm.com/registrant/startup.aspx?eventid=236904 Send a 1"X3" ( 25mm X 75mm ) piece of paper with your username on one side, and your real name on the other to: AgentJayZ Downtown P.O. Box 160 Fort St. John, BC Canada V1J 0K9 Entries must be postmarked by April 1 2018 Donations accepted until midnight April 15 2018. Enter as many times as you want! For Jet City Turbines T-shirts, stickers and other things: Visit www.redbubble.com and search for Jet City Turbines

We look at the variable jet nozzle on an afterburning turbojet, and how it is made to change shapes. We are giving away a huge titanium fan blade from an airliner engine! This draw is open to the entire world. The winner will not have to pay for shipping. In order to have a chance to win, you need to do two things: Visit this page and make a minimum one dollar donation: https://secure.e2rm.com/registrant/startup.aspx?eventid=236904 Send a 1"X3" ( 25mm X 75mm ) piece of paper with your username on one side, and your real name on the other to: AgentJayZ Downtown P.O. Box 160 Fort St. John, BC Canada V1J 0K9 Entries must be postmarked by April 1 2018 Donations accepted until midnight April 15 2018. Enter as many times as you want, but please remember to make a small donation to our local Special Olympics, as they get no government funding.

Nearly done the reassembly of our J79-15, and the details need to be just right. To enter the draw: We are giving away a huge titanium fan blade from an airliner engine! This draw is open to the entire world. The winner will not have to pay for shipping. In order to have a chance to win, you need to do two things: Visit this page and make a minimum one dollar donation: https://secure.e2rm.com/registrant/startup.aspx?eventid=236904 Send a 1"X3" ( 25mm X 75mm ) piece of paper with your username on one side, and your real name on the other to: AgentJayZ Downtown P.O. Box 160 Fort St. John, BC Canada V1J 0K9 Entries must be postmarked by April 1 2018 Donations accepted until midnight April 15 2018. Enter as many times as you want, but please remember to make a small donation to our local Special Olympics, as they get no government funding.

The Square is back! Let's take a look at most of the fuel system components of a J79 turbojet engine, originally from a Phantom II. Details about how to enter to win the turbofan blade are in the description section of my previous three vids. Please watch my 500th video giveway, where I announce the start of the contest.

Here's the snow we get on a not quite typical day up here in Jet City. To enter the draw for the titanium turbofan blade, here's what you need to know: We are giving away a huge titanium fan blade from an airliner engine! This draw is open to the entire world. The winner will not have to pay for shipping. In order to have a chance to win, you need to do two things: Visit this page and make a minimum one dollar donation: https://secure.e2rm.com/registrant/startup.aspx?eventid=236904 Send a 1"X3" ( 25mm X 75mm ) piece of paper with your username on one side, and your real name on the other to: AgentJayZ Downtown P.O. Box 160 Fort St. John, BC Canada V1J 0K9 Entries must be postmarked by April 1 2018 Donations accepted until midnight April 15 2018. Enter as many times as you want!

Why don't the combustors of a jet engine melt in all that fiery heat? Let's look at a few of them. Turbofan Blade Draw: We are giving away a huge titanium fan blade from an airliner engine! This draw is open to the entire world. The winner will not have to pay for shipping. In order to have a chance to win, you need to do two things: Visit this page and make a minimum one dollar donation: https://secure.e2rm.com/registrant/startup.aspx?eventid=236904 Send a 1"X3" 25mm X 75mm (approximately) piece of paper with your username on one side, and your real name on the other to: AgentJayZ Downtown P.O. Box 160 Fort St. John, BC Canada V1J 0K9 Entries must be postmarked by April 1 2018 Donations accepted until midnight April 15 2018. Enter as many times as you want, but please only one entry slip per envelope.

Modifying the afterburner of our J79-15 Megan replacing a spraybar, and Kristen reminding us about the Turbofan blade giveaway draw. If you want a chance to win a 30lb. titanium alloy fan blade from a GE CF6-6 turbofan engine, used on an AIrbus A-300, here are the details: This draw is open to the entire world. The winner will not have to pay for shipping. In order to have a chance to win, you need to do two things: Visit this page and make a minimum one dollar donation: https://secure.e2rm.com/registrant/startup.aspx?eventid=236904 Send a 1"X3" ( 25mm X 75mm ) piece of paper with your username on one side, and your real name on the other to: AgentJayZ Downtown P.O. Box 160 Fort St. John, BC Canada V1J 0K9 engine! Entries must be postmarked by April 1 2018 Donations accepted until midnight April 15 2018. Enter as many times as you want, but please only one entry slip per envelope.

We are giving away a huge titanium fan blade from an airliner engine! This draw is open to the entire world. The winner will not have to pay for shipping. In order to have a chance to win, you need to do two things: Visit this page and make a minimum one dollar donation: https://secure.e2rm.com/registrant/startup.aspx?eventid=236904 Send a 1"X3" ( 25mm X 75mm ) piece of paper with your username on one side, and your real name on the other to: AgentJayZ Downtown P.O. Box 160 Fort St. John, BC Canada V1J 0K9 Entries must be postmarked by April 1 2018 Donations accepted until midnight April 15 2018. Enter as many times as you want, but please only one entry slip per envelope.

Why is it, that with up to 50:1 compression in modern jet engines, and all the heat that creates, that they do not have a problem with pre-ignition, or detonation, or knocking?

We've never had a cartridge starter on an engine before, so lets take a look at one. For a paper describing this actual starter, and others, check out the link supplied by RickAtlantaPilot ... just below.

We continue with the process of building up our J79 turbojet engine. For those of you who noticed there are 60 bolts, and not 40: you have an eye for detail! Lucky the procedures we follow do not require knowing how many bolts there are. I don't know why I kept saying 40... I must have been thinking about a different engine.

A summary of my thoughts on jet powered cars, trucks, boats and tractors. You can do it !

A few people have asked how to get started in the turbine engine technician field. Here's my answer.

After we install the #2 bearing, covered in a previous video series called the main bearing... we install the oil and air seals that make up the surrounding structures in the midframe, also called the CRF, or compressor rear frame.

For discussion: someone with a great new idea that will revolutionize transportation... has asked us (me) for my opinion of their groundbreaking concept. ... Hmmm ...

Getting the main thrust bearing ready... and then we have a better idea on how to satisfy our Friday need for noise, heat and speed... This engine was built by Kristen, Megan, Lane, and Tyrell, at the S&S J79 aviation shop. I ran the start cart for this run. Yee haw!

We investigate the question of whether or not it's a good idea to click a click-type torque wrench more than once when installing critical fasteners.

We have arrived at a major objective: we can remove and inspect the main thrust bearing, also called the #2 bearing in the J79. Also, Kristen reluctantly appears on camera. With positive reviews, she may agree to participate more in the future.

Next step is to get the gearbox off, so we can put the rotor jack in, and then take apart the #2 bearing... all explained in this video. Hey... you are becoming an expert!

Now that the fuel control and the rear gearbox is off, we can get to the bolts attaching the last couple of fuel nozzles we need to get out so that we can remove the first stage turbine nozzle guide vanes and the combustor liners.

I attempt to convey the complexity of the task of removing the myriad connections to the fuel control of a J79-15 so that it can be taken off the engine.

Our first full test run of the Rolls Royce Marine Tyne. The output was loaded with a compressor section of an LM1500. The Tyne was built by Massih and his team of wizards. The rigging in the test cell was carried out by Massih Ashrafi, Big Mike, Fuelmaster Byron, Cosmin the sensible, Special agent Diaz, and Electron Bill. The hand on the power lever was sometimes Byron, sometimes E-Bill, and sometimes Brian Maddigan, the founder of Maddex Turbines. This video is composed of recordings over 3 days of testing.

After lifting the turbine out, we start the work necessary for removal of the combustion section of the J79. It's not all excitement and action... there are a lot of things to do!

How the cooling air gets to the turbine nozzle guide vanes in a J79 Turbojet engine.

How does the rear main bearing not get destroyed by all that heat coming out the back of a jet engine?

A procedure to measure axial play of the main thrust bearing of a J79 -15 we have in the shop.

Locking of turbine fasteners, Who operates industrial engines?, Anti-ice systems, Smokey exhaust of the J79, Do we make parts?

While testing the bearing sump pressures in a turbojet engine, we discover a leak in the afterburner fuel system. The part was replaced with a new one, and the engine is happy again.

There were a lot of comments on the compressor stall video. Here are some responses.

A description of anti-stall technology applied to axial compressors in gas turbine engines. If turbine engines are designed to run with maximum efficiency at their design point (100%), then the compressor geometry needs to be very aggressive. Such a design will not run at lower rpms, and will not even start. The variable vanes alter the angle of attack of the compressor, so it can start and get up to its design speed. To design a compressor for easy starting, you need to give up a lot of power if you don't have variable geometry. Please watch the follow up to this video: Compressor Stall Q&A This video is not for experts, and not for pilots. It's for the many people who are interested in turbine engine function, but may not be involved in the industry. If you have a question, please check the index of my playlist called Your Questions Answered... first. Thanks in advance. To help support the channel, check out Patreon for AgentJayZ. Thanks!

Turbine vs. diesel piston efficiency, Pressure sensors, Hot rodding a turbine engine, Water & ice ingestion, Temperatures of engine cases.

First we tested the gas generator. Now we are attaching a load to the power turbine so we can fully load test the RR Marine Tyne engine, used for ship propulsion.

Some terms I hear being used incorrectly over and over, by the nicest, well-meaning people. Let's sort that out. And one very large question...

A real, working Orenda gas turbine and power turbine electrical generating trailer, almost exactly like the one we've been looking at in our boneyard recently. We open up the engine to inspect the compressor, then put it back together and fire it up. We make megawatts for the masses, and stand right inside the main control room!

We have a totally smashed and destroyed Fender special design speaker from a '77 Super Reverb amp. The owner of the amp is a blues master, and would like to keep everything as original as possible. Let's see if we can do something...

Some add-ons and follow ups to a couple of my recent videos: Retired Power Turbine Skid, and Q96: Books.

A walkaround of a retired gas-generator/power turbine skid in our boneyard. We salvaged the inlet bell mouth for use when testing other Orenda engines.

Intercoolers, Different manufacturers designs, Industrial turbofans?, Combustor liners, LM2500 compressor housing.

I show you some excellent books you can read to gain knowledge about gas turbine engines.

Not so much Questions, but comments from viewers that fall into three categories... I enjoyed making this video, so i hope you like it.

What I've been doing this summer. Racing my SV 650x, riding my fat bike, being a host at our Orenda Iroquois display at the airshow, and hanging out with fabulous women...

Torques produced by jet engines, Books about jets, Fuel nozzles clogging, Counter rotating shafts

A few shots of the many things that went on in the week after Q94... the week before Canada Day and USA Day. July 1st and July 4th.

Note: the prize mentioned in this video has been awarded... Stator lock strips, Turboprop rotation (again), Throttle response (again), The movie "Flight", Throwing objects in the jet exhaust. The engine on the test stand is a Rolls Royce Spey.

Entertainingly misguided comments and questions from (quite rare) disappointingly uninspired viewers.

A turbojet engine on a rainy day, pictures of semi-nude women, and one good question...

A summary of the test run of a Rolls Royce Spey industrial gas turbine engine. Running on gaseous propane, This two spool engine makes about 20 thousand Hp, which helps dry out Jetwash Alley.

Lately some of the work has been on "controlled technology", so we discuss a very common misunderstanding about turbine engines, and even piston engines...

The last of our snow is melting fast. Warm temps make the snow sticky, so we made a snowman in the path of a J79 turbojet exhaust. Second half of the video is three days later, with lots of afterburning raging power.

We look at the temperature and pressure of the air as it is processed by a turbojet engine / gas generator. Bonus winter biking footage of the trail where I broke my bike.

Some diagrams about turbofans, turbojets, jet accelerating nozzles, and a discussion of engine power ratings.

Let's all try to figure out how that jet nozzle is controlled and how it moves...

Actions of the jet nozzle of an afterburning turbojet on a field of fresh snow.

Air starter or electric, Why a separate fuel nozzle for starting, Time from start to full power?

The idea of using a T-56 turboprop engine in an industrial application is our discussion today.

A single topic Q&A: Converting an Allison T-56 into a turbojet? Here's a video about developing the T-56 turboprop: https://www.youtube.com/watch?v=6jAv802UmWY

How do fighter jets avoid fuel starvation when they zip around the sky?

EGT variation with power setting. Jet powered trains? Bonus! : Jet powered smokestacks? Bonus link: http://www.bbc.com/news/world-asia-india-38285567 plus: camera and video settings...

Why external gearboxes, Variable turbine nozzles? Variable stator timing, Turboshaft driven race cars, Testing turbine blades to destruction

Maybe Han Solo has something different in his vest, but maybe not. Here's what they really do.

Can a jet engine "run away", Starting airliner engines, Pri & Sec fuel systems, Why the little holes, Cooling air, Centrifugal compressors, How we fix engines.

On a scenic Canadian winter day with heavy frost on the branches, we shatter the peace with a J79 turbojet. This vid was made using shots taken over three days of testing. The sky was cloudy one day and sunny another. Pay no attention to the man behind the curtain...

A short guided tour of an industrial turboshaft engine. Beautifully prepared by Andrei and Kyle. All specs are in the video, so if you ask me how much power it makes, we will all know you didn't watch it.

A look at the main rotor shaft from a Fairchild J44 turbojet engine, sent to Jet City Turbines for balancing after replacement of the turbine disk.

AB thrust losses?, Air impingement starting, Power turbines, Power turbine inlet ducts Bonus question from joe schmo The video showing the air impingement starter manifold on a running engine is called "Another Jet Car Engine"

Single question episode: A home made engine-afterburner setup built by John Edwards... And we take a field trip to watch an afterburner run.

After burning a few hundred gallons of Jet A, in your afterburning J79, it's a good idea to let things cool down at flight idle before shutting down. Turbine blades and other hot parts last longer if the temperature gradient within them is kept as low as possible.

Running a GE LM2500 with a temporarily set up water injection system for the purpose of NOx reduction. This engine is used in an electrical power generation installation. 25MW, give or take depending on the other equipment. Here it's tested on propane, but in service it will use either natural gas or diesel with its dual-fuel nozzles.

First test run of a newly rebuilt industrial gas turbine engine, an Orenda OTF-3. The engineering of this engine is a slight modification to the design of the Type 14 turbojet, which powers the Canadair Sabre 6, our version of the F-85-F Sabre. The OTF-3 is a ten thousand Hp industrial gas generator, and we test it here before shipping it back to the happy owner/operator. Industrial gas turbines are used in a variety of applications needing huge power and reliability. Sometimes their light weight compared to the power they produce is handy, too. They come in a variety of sizes, ranging from about 1,000 Hp to about 100,000 Hp for the general type of engine that is a modification of an aircraft engine. This class is known as "aeroderivative". Aeroderivative gas turbine engines are commonly used for electrical generation, ship propulsion, natural gas compression and pumping through pipelines, pumping vast amounts of water, and sometimes the smaller ones are used for locomotives or even tractor pulling.

On a Friday afternoon, we are checking the install on the turbine of an A-10 engine, when we are visited by a tiny monster.

Testing a J79 turbojet with afterburner, we are watching the mayhem in the jetwash area, and get a few shots of the control room. The difference in power from idle to full military, and even afterburner is well illustrated by the relative levels of mayhem. Welcome to Jet City! Aug 25 2016.

After a few delays in the process, we get to run a small turbofan engine, and find that it is performing very well. We also learn that what we thought was a fuel system vent was a recirculation valve on the fuel cooled oil cooler. We pumped jet fuel all over the floor, and the engine ran perfectly.

Rolls Royce Marine Spey SMA 1 test run making 20 thousand Hp. Watch for the compressor bleed valve to close at 11,000 rpm on the core. You can hear the engine sound change as we start making big power.

There are many sources of fire in and around a jet engine. Let's have a look at some of them.

Metric engines?, Cadmium and its effects on titanium, Thrust balance pistons, Reduction gearboxes...

The Green Monster's afterburner, Gaskets?, The power curve, Turbine locomotives, Turbine to shaft attachment, Is a static run doing work?

Diagrams about jet engines are a good thing, but they are not the only answer to your quest for knowledge! Let's have a look at a good one...

An Orenda type 14 turbojet engine, used in a Canadair Sabre 6, is tweaked, tuned, and adjusted before being installed in the airframe, which is a Canadian built, licensed copy of the North American Aviation F86-F Sabre. Featuring some images taken with our new thermal imaging camera. Heatilons have no chance of escaping us now!

Blending blade tips, Stall on takeoff roll, My fave fighter, Water injection, Why we test engines, The RB211, Plus some Orenda 14 test footage!

Turbofans vs turboprops, Boat engine layout, Jet tech training, A&P instructor Richard Wallace in Lansing Michigan, Industrial engine maintenance, Fighter vs airliner engines, Sealants for splitlines, P-clamps!

An industrial turbine engine, built by Maddex Turbines, is rocking the world at our test cell. Compare this one to the marine Spey we tested just a few weeks ago. That one was also built by Maddex, the independent Rolls-Royce specialists, right here in Fort St. John, BC.

If you look carefully, there are parts of three different versions of the Rolls-Royce Spey shown in this video. Aviation, Industrial, and Marine. I would say that's something possibly unique in the YouTube universe. grahamj9101 is the authority on that subject...

We check the fuel nozzle connections to the main manifold for leaks during the reassembly of an AI25-TL turbofan engine.

First test run of a Rolls Royce Marine Spey gas turbine engine. The oil consumption and vibration levels were both under the required parameters, and after some adjustments, this engine met the specified power output for its application, which is powering a medium sized ship to healthy speeds. The smoke seen at high power running is coming from an air-oil separator tank situated on the floor to the right rear of the engine. All normal, everything went well. Please read this important explanation: The people at our test cell do not need to be protected from jumping into an engine intake. The mesh guard we used to use created a significant power loss. Such guards are not used in industrial applications. Customers pay a great deal of money for an engine overhaul and test. They don't like it when you tell them the engine did not make it's required power level, but you're sure it will with the screen off. The usual reply is "then test it with the screen off".

Engine failing a test, How-to books, Variable guide vanes, Engine installations, Replacement parts, Why the J79 is so loud...

Centrifugal vs Axial compressors, Cartridge starts, Compressor vs turbine stages, Controlling power output, What is a zero stage? Plus: tools...

DLE engines, Throttle lag, FOD prevention, Old vs new engines, Industrial fuel controls. Yes, that's a smudge of soot on my face. You get that occasionally when working on jet engines.

Locking turbine blades into position after balancing on a disc that turns over 17,000rpm in service.

Inlet air speed static vs flying, Parts for older engines, Carbon seal details, On the job training.

GE J79 turbojet engine test run with some afterburner. This time I recorded from farther away to see if the cameras could get better sound quality.

Another recommended book on jet power, plus: 1) - Cartridge starters for jet engines 2) - Impulse & reaction turbine blading 3) - Different types of fasteners in turbine engines 4) - Sudden changes in inlet air pressure for jets 5) - Centrifugal compressor turbine engines Index of all videos: http://members.iinet.net.au/~tgard/

Thanks to Afterburner119, at the West Palm Beach R&D facility for Pratt & Whitney, for the bonus box. Plus: Reward for watching all of the video: a test run of a large turbine engine, including shots of the control console. I have received a few gifts over the past few years, from Jet People all over the world, and I thank all of them. This is my first video response to such a nice surprise.

A short test run with a J79, including a quick blast of the afterburner. We go through the monitoring instruments used in the aircraft, start it up and let 'er rip. There was intended to be a much longer test, but the customer requested we forgo that and ship the engine ASAP. This is all the video I could take of it.

The first in a series of videos where I take a thrashed pair of really nice speakers from1979, and restore them to full function. Watch how easy it is! These things are amazingly well built monuments to 1970s sound system tech, and I think they are awesome! - (added Jan 19 2017): This video does not have ads, because I really thought it would only get a few hundred views. I made the series to document the restoration process, and to match up with the notes I put inside them. I thought it would be interesting for the next owner, maybe 50 years from now, to see their history. I can hardly believe this video, only eleven months after being posted, has over 31,000 views. Thanks to all of you!

Start-to-finish assembly of all the refurbished components. A quick checkout, and we get these beauties home.

We listen to an updated crossover on the right, and an original crossover on the left. All low, mid and high frequency drivers have been repaired, cleaned and tested.

We go inside the "upper floor" of this two compartment floorstanding speaker. Removing the crossover, mid and tweeter, refurbish the enclosure, and a bit of soldering the new capacitors into the crossover.

Swept shape of turbofan blades, Power levels at takeoff and cruise, A home-made jet?, PT breakaway, Temperature of outer cases, Why not fly higher? Index of all videos: http://members.iinet.net.au/~tgard/

Alignment of bearings & shafts, Industrial turbofans?, No-shaft compressor, Power turbine guide vanes Index of all videos: http://members.iinet.net.au/~tgard/ And the speakers are featured in a playlist called Speakers!

Why the engines we work on are old, What turboshaft is best for a car, How to get a job like mine, How to get really cool jet parts, Thermal expansion of jet engines Index of all videos: http://members.iinet.net.au/~tgard/

The first test run of 2016 of a GE LM1500 that I was able to catch on video. Including more views of the instrumentation in the control room. Electron Bill is our operator today, and Walter is out there in the cold, making adjustments as needed on the engine. It's -18C or so, and the wind rushing through the building makes it seem much colder.

SFC of old jet engines, Another request for everything, Stator mounting methods, Contra rotating compressor, Reviving an old engine. Bonus story by Bob Miller! Index of all videos: http://members.iinet.net.au/~tgard/

How tolerances in dimensions affect compressor rotor trueness, Sabre Jets powered by J47, Orenda 14 or Avon..., Bean can jet engine?, Thrust bearing loads. Index of all videos: http://members.iinet.net.au/~tgard/

T58 turbojet conversion - afterburner?, Whisps of smoke from airliner engines, LM1500 vs J79, Jet engines used for melting snow. Index of all videos: http://members.iinet.net.au/~tgard/

The last time this engine ran, it was in a Canadian all-weather interceptor built in the 1950s. It's an Orenda Type 11, removed from an Avro CF-100 sometime after 1962.

Orenda 10 turbojet engine test. Installed in our test cell with the jet propulsion nozzle that is part of the aircraft it powers: a Canadair Sabre, which is a license built version of the North American Aviation F-86 fighter.

We start with a square area on the Rolls Royce Avon, but then expand our territory, since it's a rather rare visitor to our test cell. My apologies for being away when it was started and run. Check out my other Avon test run videos!

Questions submitted by engineering students relating to bearings. I try to understand, and maybe answer them.

Bearing sump vents, Scavenge pumps, Turbine blade metallurgy, AVPIN starter, Turboshaft conversion to turbojet. Index of all videos: http://members.iinet.net.au/~tgard/

Different fuels, Anti-stall devices, Dropping something into an engine, Annular combustors, Geared turbofan Index of all videos: http://members.iinet.net.au/~tgard/

Aviation vs. Industrial turbine engines, Lockwire, Fuel spray pattern, Swirl vanes, Reverse flow combustion

This video contains some awesome jet engine footage...! A quiet walkabout to look at some new arrivals, and a loud walkabout while we run our Orenda 10 - this time without leaks. To see this Orenda 10 engine installed in the Sabre and flying , watch: Selfridge Open House and Airshow 2017- F-86 Sabre Demo

We get to look at the anti-ice system of the J79 turbojet, and of the engine nacelle inlet on a large airliner.

1) Ceramic coatings 2) Sand ingestion maintenance problems 3& 4) Testing the fuel system before testing the engine 5) Centrifugal compressors still in service 6) Fuel nozzle setup & flow pattern

Highlights of a test run of our LM2500 featuring start up and full, unedited rundown right until the main rotor stops. Our fuel today is heated vaporous propane. As always, at Jet City we try to always bring you the finest in gearhead porn.

On-board starting power, Water ingestion, Afterburning turbofan vs turbojet, G-forces effect on fuel spray pattern, Gas generator to power turbine transition duct

We light up the Orenda 10 , and find a few Issues we need to address...

A few steps along the way to getting our Orenda type 10 Sabre Jet engine ready for a test run

Help me put the ceramic-coated turbine inlet guide vanes (nozzles) into our Orenda 10 turbojet, destined to be installed in a Canadair Sabre jet fighter from the 1950s. To see this Orenda 10 engine installed in the Sabre and flying , watch: Selfridge Open House and Airshow 2017- F-86 Sabre Demo

Order may not exactly match your list: 1) Modified turbofans for industry? 2) Jet dragsters... ... again... 3) Test cell bellmouth... ... again... 4) Power tools? 5) combustion air & cooling air

1) Impulse and reaction turbines 2) Turbine vs piston engines 3) Split line bolts 4) Bleed air cabin pressurization 5) Electric vs air turbine starters

It's the last day of racing in the 2015 World Jet Boat Marathon, and we are on the banks of the Athabasca in Whitecourt Alberta. Enjoy the sound of these amazing boats!

It's the sixth day of the 2015 world jet boat racing marathon, and we're on the pine river in Taylor BC. We are on-board #357 Unnatural Disaster for some racing action! Gord Humphrey is the owner/driver. Chris Zapesoki is his navigator. To help support the channel, check out Patreon for AgentJayZ. Thanks!

A freshly rebuilt J79 turbojet aviation engine: we check the operation and synchronization of the variable stator system, and also the fuel control rigging, right on up to full afterburner.

1) - Do aviation rules apply to industrial engines? 2) - Intershaft bearings in multi shaft engines. 3) - J79 afterburner ignitor 4) - Visible flames at the back of a jet engine 5) - Temperature rise in the compressor.

A comparison between compressor disks and turbine disks, then a look at what we needed to make in order to get the turbine disk and shaft ready for balancing. I called this making more... because the first video about tool making was in the AI-25 turbofan series... you need to watch those!

1) - Rigid vs flexible fuel lines 2) - Blade mounting methods 3) - What does a turbine really do ? 4) - The sounds made during a jet engine start.

Let's look at EGT as we start the engine and bring the revs up. Always remember: piston engine knowledge is irrelevant here... This engine starts at 1350 rpm, is assisted by the starter up to 2500 rpm, from where it can bring itself to idle at 5000. The max rpm is about 7200 - 7650, depending on ambient air temp and pressure.

A successful test run of a GE LM1500 turbine engine, with me trying to comment on all of the actions that are required to start this 15 thousand Hp converted fighter jet engine.

1) - Flame out ? 2) - Thrust reverser problems 3) - Scratches caused by cleaning ? 4) - Why a power turbine ? 5) - LM1500 square

A drive to the boat launch, a few incredible passes in #358, zipping by the dock, and a quick interview with owner/driver Bobby Clark. Compared to a previous video featuring Bobby, the boat seems to be flying better, and according to the driver... faster.

1) - Temp of compressor cases 2) - Dovetails vs Fir Trees 3) - Main vs Emergency fuel system 4) - The Clamps !! 5) - Orenda 10 in the square...

A look at the amazing warbird collection at Vintage Wings in Gatineau, Canada. Spifires, Mustangs, Corsairs, Warhawks, Lysanderss, Merlin and Allison V1710s... We do some engine tests in Hawk One, a Canadair Sabre 6, with an Orenda type 14 turbojet engine, lik ethe one featured in the videos in my playlist about that engine.

A road trip to Nanton, Alberta to see their Lancaster bomber and their CF-100 Canuck. In a night time run, all four RR Merlin engines are brought to life and run up , just like when they worked for a living. Nanton is just south of High River, Alberta, where the show Heartland is filmed...

1) - J79 turbojet black smoke 2) - Temp of engine cases at various points 3) - How we balance rotors 4) - Centrifugal vs Axial compressors 5) - Compressor Discharge Pressure

The engines taken from a retired F4C Phantom II are needing some attention before being shipped to our shop to be converted into LM1500 industrial power plants.

1) - Outflow valve? 2) - Hand made jet engine parts? 3) - Dust contamination? 4) - Struts restricting airflow? 5) - Exterior components of a jet engine

1) - Break-in process for rebuilt jet engines 2) - Flight vs ground engines 3) - How much does that cost? 4) - Turbine stages; how many? 5) - Cooling air passages blocked 6) - Limits of material properties & Frank Whittle

The Orenda 14 has two fuel systems. A main system and one for emergency backup. We are testing the transition as we switch from one to the other.

Like the SR-71? Check out chaos's 3D printing project of a large scale model here: https://www.patreon.com/chaos_maker 1) - High and Low bypass turbofans 2) - Variable stator function 3) - Scrapped parts 4) - Ceramic parts and bearings 5) - What keeps the engine turning?

After a couple weeks of disassembly, we are beginning the process of cleaning, inspecting and repairing the components of our LM2500. This is an early model, rated at about 24,000 Hp burning natural gas fuel.

LM2500 annular combustor liner In flight fluid leaks on airliner engines Types of stators and their function Centrifugal air-oil separator

Published on 01 April, 2015...adjusted for the exact centerline of North America using the Canadian 10 hour metric day, as featured in the Fritz Lang classic Metropolis... A special report on recent discoveries revealing secret techology. Note: I am not impersonating a Southern accent... I am mocking people who adopt a fake accent in order to sound cool. And for everyone who claims that Chem trails are a big secret that the ( name the boogey men here) are hiding from you please read this before commenting: This is how the world works: If you people want to change the generally accepted explanation of something, you are the ones who need to come up with the hypothesis and alternate explanation, and you have to offer supporting evidence in an attempt to "prove" you are right. I don't have to do anything.

1) - Two shaft bearing arrangement 2) - Grizzly bears? 3) - Maintenance procedures 4) - Variable nozzle control 5) - Turbine blade mid-span supports

1) - Ignitors... 2) - Blade tip clearance 3) - Propfans?... 4) - 737 flattened inlet shape 5) - Rocket engines at S&S... 6) - J44 and the Motorlet 601

1) - Thermal stresses in jet engines 2) - Which way do they turn? 3) - Boroscope inspection techniques 4) - Damaged stators?

1) - Turboprops vs Turbofans 2) - Jet exhaust nozzles vs rockets 3) - Mass of the compressor 4) - Engines vertical in the shop?

1) Combustor cooling air and flame propogation 2) What starts the start cart? 3) Compressor blade and combustor materials. A great index to all my vids can be found here: http://members.iinet.net.au/~tgard/

A back to back run of a J79 afterburning fighter jet engine and its industrial derivative, the LM1500. All the major parts of the core are identical in both engines, but they burn different fuels, and they perform very different jobs.

1) - Turbine powered cars? 2) - Recycling turbine blades 3) - Strength of the test stand 4) - AgentJayZ's vital info 5) - Requests for experiments with customers' engines A great index to all my vids can be found here: http://members.iinet.net.au/~tgard/

1) - Lockwire doing its job... 2) - Heat damage to turbine blades 3) - Jet dragsters 4) - Military vs. civilian engines 5) - The sounds of various jet engines

1) - Annular combustor advantages 2) - Scavenge pump advantages 3) - Natural gas fuelled engines 4) - Turbine failure... 5) - J47 blade lock pin removal

1) - Aeroderivative industrial engines 2) - Heat shielding for the rear bearing 3) - Small UAV impacting a turbofan 4) - SR-71 and the J58 5) - Inlet vortices

1 - Engine service intervals 2 - Annular combustors 3 - Thrust reverse 4 - Race boat exhaust 5 - Oil system inverted

1) A small turboshaft engine as a hobby project? 2) How to get into turbine engine work 3) Do airliners ever use max power? 4) Where is thrust generated 5) Fan & core thrust ratio

Problems getting the second of three engines to idle, and then the third of three shattering the bitter cold with a blast of heat and noise.

A couple of packages arrived from far off lands. Let's open them up!

J79 turbojet engine with afterburner being test run after some repairs, and before being shipped to the operator of the aircraft it will be re-installed in.

Turbofans, turbofans... thrust reverse, bypass ducts, engine mounts, and a little bit about axial compressor function.

Some questions keep coming around and around... Here are my answers:

More description of how we did it, and clips of all the starts.

It's been a while, but here we go with the testing of the AI-25TL turbofan engine from the L-39 Albatross single-seat jet aircraft. I watched these aircraft run the course at 505 mph at the 2014 Reno Air Races.

1) - Jet Fuel 2) - What's the newest engine I've worked on? 3) - Exhaust of propane fuelled turbine engines 4) - Supersonic airflow & the bypass duct 5) - Water injection & damage by volcanic ash ingestion

1) - Stators and what they do in compressors and turbines. 2) - Fuel nozzle plugged ? 3) - Increasing low-throttle fuel efficiency? 4) - The GE CJ805-23 aft fan engine. 5) - low compression, low temp engines?

We did three runs over two days of this afterburning turbojet. We were trying to isolate and correct a transitory variation in thrust at high cruise. We varied the power from about 60% to medium afterburner in order to fully bracket the suspected transitory range. This is an aircraft engine, and we are testing is because that is what we do. S&S Turbines is a company that services industrial and exeprimental aviation gas turbine engines. This 8 minute video was edited from about three hours of footage taken of all three test runs. The cameras and I all took some hits from flying debris, but there were no injuries!

1) - pressure changes in the engine 2) - surprises found during repairs 3) - exhaust velocity vs airspeed 4) - APU compared to jet engine 5) - power characteristics of various engines

Keeping you up to date with the developing LM500 test program, and a hint at what's coming up.

1) - The flame inside the combustor 2) - Where is our starting equipment from? 3) - How a turbofan handles rain or hail 4) - A request to show everything and what it does 5) - How to predict if a jet engine will start 6) - Starting airliner engines with APU power or engine bleed air Bonus: Jet Porn, Do it baby, do it again... by thepollywog1... A great index to all my vids can be found here: http://members.iinet.net.au/~tgard/

1) - time lapse full rebuild? 2) - turbines for ski boats? 3) - helicopter vs fixed wing engines 4) - NDT done at S&S 5) - oil system inverted flying 6) - PTO for engine gearbox

1) - Different fuel nozzles for different fuels 2) - Signals used during our test runs 3) - Industrial Olympus vs. Concorde engine 4) - When to turn ignition off 5) - What do my coworkers think of me filming tests? 6) - FOD ingestion and it's effects 7) - Red lines painted on the side of planes / nacelles. Why?

Minimally edited footage of the A class combined with the Unlimited class boats racing in the Taylor Flats 200 river race on Labour Day weekend, 2014

An explanation of the drive system of the race boats, plus some video of them in action shot from a helicopter. I don't know why I said 2015.... maybe because that's the year we will be hosting the World Jet Boat Marathon right here in Taylor / Fort St John... Hope to see you there! Admission is free, camping is free, and there will be the top racers in the world in our little town.

My view of the A-class and unlimited class circuit race on Saturday afternoon. At the 2014 Taylor Flats 200... river boat racing with our guys in contention.

1) - Why does the afterburner nozzle change shape? 2) - Keeping blades from falling out while balancing turbine rotors 3) - How do VSVs and bleed valves do the same job? 4) - Do the rotor blades and stator vanes ever match up? Also: it's Gerhard Neumann, not von Neumann... sorry about that !

1) - Can our engines blow up? 2) - The shape of the turbine section 3) - Cleaning deposits from compressors 4) - Cooling down process for turbine engines 5) - Interaction of rotor blades and stator vanes

A fine summer day, and a giant turbojet engine ripping a hole in the atmosphere. Things went as expected, and this is one more Olympus that's ready to head back to work. Thanks to the Maddex Turbine Services crew: Brian at the controls, Mike on starter duty in the Cat, Donovan on fuel connection and close - in engine support, the new guys, Dan and Constantine on firewatch, and of course, Byron Westgate on fuel supply management.

1) - Tail hooks on Canadian CF-18s 2) - Do we test engines at simulated high altitude 3) - FOD screens on the J47 Bonus : struts 4) - The path of turbine blade cooling air 5) - Jet engine shutdown procedure 6) - What tools do we use in our shop

Swapping the rotor from a damaged PT with a new one. Bonus footage or my visit to Ottawa to look at the NRC wind tunnel and the Aviation and Aerospace Museum

Balancing and building up the power turbine used with an LM1500. Plus a whiteboard talk explaining how power turbines are installed and used with large industrial gas turbine engines.

1) - F-4s come with RR Speys or GE J79 engines...why? 2) - Oils and fuels used in jet engines 3) - Explaining the numbers on our control room screen 4) - In flight engine starting vs normal ground starts

1) - Why is the power turbine even needed ? 2) - Close-fitting parts and why they don't crash together. 3) - What the inlet bellmouth does. 4) - Labyrinth seals. 5) - A comment on shop screwups by someone who's been there.

The Grande Prairie races, from a different point of view. This time, I'm driving the race boat transporter / launcher. This is the same location as I featured in My 2012 video called "...pt.9 To The Races"

1) - I answer some questions about the design of the racing riverboats 2) - We discuss an ongoing issue that a lot of viewers have difficulty understanding about my J79 afterburner videos. 3) - We talk about the VSV system, and how it is essential to the starting of modern engines. 4 ) - A bonus review of how a nozzle is a critical component...

This is the second J-47 we've had in our test cell, and this one behaves in a slightly more civilized manner. Robin at the controls, Red is the customer rep, Electron Bill on the the starting system, AgentJayZ watching for oil leaks etc.

Before we do a full test run, we check that everything is connected and set up correctly. When we are sure of that, we do a short start-to-idle run... just to be extra sure.

We are preparing our test cell for the J-47, out of a North American Aviation F-86-F Sabre.

Another anatomy session for Jet People, this time examining the different parts that all have the same name. I sure manage to use that word a lot...

Here we read directly from the holy scriptures of GE. I passage known as "Basic Engine Operation" It's the way GE describes how The LM500 works. An excellent description of the functioning of a jet engine.

Each of the 8 compressor blades given to the contest winners have been signed by me, and have had a serial number engraved... so if any show up on Ebay, we'll know who really didn't want theirs ;) ... The full inscription is "J79 Stg 1" on one side, and "AgentJayZ 2014 0x" on the other. In the place of x, the blades are numbered 1 through 8 The list of winners with the blade they have been sent: mytmousemalibu 01 AfterburnerTech 02 krbruner 03 Qgal5kap123 04 Sergeant Pyro 05 megaduce104 06 Simon Pittarelli 07 Scott Swenka 08 Honorable mentions: You guys all had great entries, but I only have so much stuff... Marc Meulebelt scienceman64 Nicholas Mather shoemakerleve9 Vernon Knowles Micheal Zhang Isaac Uden Caphits mrhangfire1 Jack Willette Simon Moffatt dan dezinna Ashley Laurens Congratulations to all of you, and thanks to everyone who sent in a response to my contest video !!

Tell me why you should get one of 7 Stg 1 compressor blades, signed by me. Tell me your story, and maybe earn bonus marks based on what you hear in the video. I will pick the best seven, and send each of them a blade in the mail.

This time we take a bit more of a look at the control room screen, as well as our aircraft gauge set. Maybe because it was cold this day, Robin spent more time than usual with the engine power selector right against the pin... in full afterburner. Enjoy ! Fuel used in this test: approx.400 gallons (imperial)

Final assembly is complete on Franken-Jet, aka Little Smokey

Some discussion with diagrams of turboprops. Featured: the Garrett TPE331 and the Pratt & Whitney PT6

For the first time this year: no snow ! More video of the engine monitoring computer in the control room, as well as looking at this engine running smoothly up to max power of just over 15 thousand Hp.

A quick look at the progress Andrei and I have been making with building up our stock of AI-25 engines.

Single issue episode where I try to answer one of the most interesting questions ever posted to my channel. I am honoured to be even asked this question. Thank you all, and let's keep having fun with jets... ! A great index to all my vids can be found here: http://members.iinet.net.au/~tgard/

Loud video ! A follow-up to Afterburner vs Mud. The engine performed well after some tuning, and I got a couple of unusual shots I've been after for a long time. Today we have an afterburning J79 built and tuned by Lane McCabe, and operated by Electron Bill. The instruments to the right of the computer monitor are the exact ones used in the aircraft, all connected and functioning thanks to Electron Bill.

Putting a freshly rebuilt fighter jet engine through its paces in the test cell on a warm, wet spring day. We get some baseline data, do some adjustments, and then blow some mud into the sky with the afterburner. Special thanks to the crew at S&S Turbines: Lane McCabe - engine builder Electron Bill - instrumentation and computer integration Robin Sipe - engine operator and president of S&S Turbines

We've checked the carbon seal stacks of the HP rotor, and it all looks good. Reassembly is going well, thanks to Andrei, the Russian dynamo.

Single topic today: Thrust forces in the turbojet engine, thrust bearings, engine thrust, and the sources of confusion regarding these similarly named entities.

Getting right to the deepest part of this engine, we remove the High Pressure turbine, the fuel nozzles, the combustor liner and case... and have a look inside.

1) - Starter drive system for the RR Olympus twin-shaft turbojet 2) - Rapid throttle changes for airliners vs fighters 3) - Why do we do what we do ? 4) - Why do J79s smoke so much ? 5) - Why are some J79s smokey, and some aren't ? 6) - Power density in combustors - old vs new engines 7) - Why don't the combustion gases blow out the front of the engine ?

The brand new contender, with design improvements based on racing experience in Black Beauty, is ready for the world. For the first time ever, Gord starts the engine, and then just can't resist starting it again...

Tool design, tool making, and then figuring out how to use the tools... We are taking out parts and getting to the heart of this jet engine.

Taking things apart... discovering problems...looking at stuff... making tools...

Jet engines for aircraft, helicopters, race boats, and industrial use. Taken apart, all put together, and run to 100%, If you have a question, it is probably featured in a video in the playlist called Your Questions Answered. Welcome to S&S Turbines, where I work, and Jet City Turbines, which is the company I started in 2011. To help support the channel, check out Patreon for AgentJayZ. Thanks!

We are taking apart a medium sized turbofan engine to find out what made it stop turning and become a shop demonstrator. Well, at least we get started...

1) do I have a favorite engine...? 2) how does the fan work in the F-35 Lightning ? 3) what kind of bearings are in those engines ? 4) what's a cutoff valve ? what's a shutoff valve ? what fire detection do engines have? 5) how does the fire get lit in non-ignitor cans... ?

Today we compare two different combustor liners for our jet boat race engine. What was in the engine that burned up its hot section was quite worn and ready for replacement. We have a liner from a CT58 which has very few hours on it. The CT58 was designed to carry passengers in civil aviation, so that may be why it just seems to be more heavily built. We are going to race it !

The J47 is a classic, early American jet engine. It was used in the F-86 Sabre ( one ), and in the B-47 ( six! ), two of the most beautiful aircraft that have ever been created. We've got one in the shop so we can to check out its condition, and get it ready for use in an F-86. Pilots love this plane, and so do non-pilots; have a google, and see what you think ! Jet City Turbine Services thanks Compression Technology of Fort St John, for allowing us to be guests in their shop.

Oh, just another afterburning turbojet to test on a Friday afternoon... It was a beautiful warm day today, and almost everybody was there. Electron Bill, Big Al, Lane, who built the engine, Walter, guest cameraman Ryan, the boys from Maddex( Brian, Mike, Amir ), Byron, Robin the president and chief operator, and Daena, who got to drive her first jet engine today. Al is holding the jug because the oil talnk was overserviced, and the engine has a way of fixing that... puking the excess oil overboard. And the wonderful belch at the beginning of the video is electrically powered, if you know what I mean !

Let's take a look at what happens to a turbine engine when things go wrong... Plus how sometimes, things can work out...

The first couple of runs in the development process of the Maddex Turbines air-brake dynamometer, with which we will test the Allison / RR 501 industrial series of turboshaft engines. They are a very slightly modified T-56 turboprop, and produce between 3,000 and 5,000 Hp. I am not working on this project, but I was able to nab some footage, and hack together this update for you. The "smoke" you see during the first run is actually oil mist coming from the lube oil reservoir vent on the totally independent system of the load compressor; the one in front of the running engine. Notice there is no mist coming off the running engine in the second run...

After a couple weeks of careful work, Electron Bill and I have taken all of the bearings out of the LM500, and we're ready to make up a list of parts that need replacing.

This time: 1) How safe does AgentJayZ feel ? 2)Why don't I jump with glee during a test? 2B) Do I worry about explosions ? 3)Why didn't the Avon smoke on startup? 4)Do RR engines sound better than GE? 5)Why are the fuel pigtails so long? Somehow I seem to have grown an extra eyebrow !

First test run of a newly upgraded Avon industrial engine. Power output and hot section durability have been upgraded with the application of ceramic thermal barrier coatings to the most heat-stressed parts of this very popular workhorse. It was very cold today; the wind made it feel like about -30C. Guest appearances by Byron, Electron Bill, Donovan, Mike, Massih, Brian...

The GE LM500 is the industrial version of the very popular CF34 / TF34 turbofan aircraft engine. Help me out with removing the fuel nozzles to look at the ferrules in the combustor they fit into with a handy boroscope.

This time, we talk about: 1) - The double-compressor 501 / T-56 in our test cell 2) -X-ray inspection 3) -The Orenda nose cone 4) - Compressor design 5) - The fluid used by actuators 6) - Air-fuel ratio... 7) - Why you should idle for two minutes before shutting down your turbine engine.

We get to have a look at a fuel nozzle type that is less commonly used - the vaporizing, as opposed to atomizing type. This engine burns liquid jet fuel, and is installed in the early models of the A4 Skyhawk.

Discussed: 1) - Why the power turbine is needed 2) - How the power turbine does what it does 3) - Are gas turbines good for power generation ? 4) - Arrangement of shafts in a two shaft engine 5) - How can oil get into bleed air used for cabin pressurization ?

This time, let's talk about: 1) - windmilling turbofan concerns 2) - tolerance stack buildup along overall engine length 3) - types of bearings used on the main shaft 4) - why is EGT important ? 5) - impulse and reaction turbine types

A discussion about how the term " bleed air" is used to describe not just one thing, but a variety of sources and destination for air that leaves the compressor upstream of the nominal compressor outlet.

This time: 1) - Oil pressure 2) - Compressor bleed valves 3) - The smell of jet fuel in the morning... 4) - Turning propane into vapour to fuel a jet engine

In this episode : 1) Reasons for loose mounts of turbine and compressor blades 2) Are there industrial uses for turbofan engines ? 3) Older designs had allowable limits for cracks in the hot section. Do newer ones ? 4) Vibration measurement and monitoring in aircraft and our test cell. 5) Do airliners always fly at full power? What about efficiency at part throttle ?

A perfect place to watch the start of the race: the boats are lined up on one side of a bridge, and pass under us as they proceed to the starting box. The noise is incredible, and the heat from the gas turbine boats wafts up to heat us on this rainy cold day. The V8 boats bellow their exhaust straight into our faces, and we can't get enough of it. This video is really more about the sounds I experienced that day.. it was just incredible. Good thing I had a waterproof camera, because it was pouring rain, and I almost fell off that bridge taking these shots for you guys. I hope you enjoy this as much as I did? FYI: Dale's boat #U399 was running a GM crate motor, the LSX454, and was making roughly 850 Hp.

...With a little help from the lone Jet Ranger ! This was one of the greatest days of the trip. Here's some on-shore, and onboard footage of the start and running of the first of two heat races, both consisting of an up and down leg on the mighty and spectacular Dart river. Stick around for some fantastic video of some very dedicated course volunteers, and one very river-savvy helicopter pilot. I never found out his name, but I really hope he sees this video. All of the volunteers in this video deserve a huge thanks, because without them there would be no race !

A detailed look at our driveshaft repairs, and an explanation of how the driveline brake is used to help control our race boat. Our driveshaft tore apart on the first leg of the Waiau river section of the marathon. For footage of the race on that day, have a look at EngineBlockTV, a Youtube channel with professionally edited video highlights of each day of the marathon, as well as profiles of teams and their boats.

The 2013 World Jet Boat Racing Marathon in NZ. This is my story from day 1 and 2... mostly 2. During the criterium, or circuit race in Balclutha, Gord and Chris have their big moment, which is featured on the YT channel "EngineBlockTV". Later that day there was a leg race form Balclutha to Beaumont, and back again. Get on board with Chris and Gord, and make that trip at over 100 miles per hour. The footage has not been sped up or changed in any way, except parts have been cut out in the editing process. Maximum speed of the boat, so far, is 141 miles per hour, clocked on GPS. Special thanks to Grant Bullings for the phone video he took of our boat. My apologies for not being able to rotate it.

A pre-race trip up the Dart River during a sandstorm, in the Sport Jet, and then we fly through the bottom section of the race course in the T-58 powered #357 Unnatural Disaster. Severe camera abuse results, and then we head to the boat show / tech inspection area in Oamaru on the day before racing starts.

This is the 3rd of what will be a 4 part series about pre-running the rivers of southern New Zealand in preparation for the week-long jet boat racing marathon. The next pre-run video will be about the mighty Dart River, and after that I will post a few videos of the actual racing, with the amazing race boats prepared by over 30 teams from Canada, New Zealand and Mexico... a lot of people were asking: where are the Americans?

I get my first look at two more rivers on the circuit of the 2013 NZJBRRA marathon. Check out their website for excellent, professionally produced daily coverage of these races. The Waitaki is on the first day of the coming week-long marathon, and the Matukituki is on the last.

Arriving two weeks before the start of the 2013 New Zealand jet boat racing marathon, we put the pre-runner boats in all the rivers and try to learn their personalities. In this video, we arrive, and have a look at one of the most challenging rivers in the program, the Oreti. The course we run starts at the bridge over the river near the town of Lumsden, and proceeds downstream towards Invercargill. Because I have so much footage, and because NZ is such a fantastic place, what I thought would be one video about pre running will have to be expanded into several sections. Same goes for the racing. I will have to make a series of videos, each one containing one or two of the six rivers we raced on. Stay tuned !

On our third day of racing, we broke a u-joint. Luckily there is a day off in the middle of the marathon, so we're fixing our boat. Because we missed one round, we are no longer eligible for the championship, but we can still win individual races. This is an unedited video because time and resources are very tight while we are here in NZ racing these amazing rivers in this beautiful country. Stay tuned for a full documentation of the goings on once I return to home base ! Check out Race Safe for their tracking coverage of the event. Each boat contains a transponder, and their position and speed is constantly monitored in real time. They have a free app that makes it easy to track your favorite racers... like us, number 357, or the current highest placed Canadians, in second place, Dale Whiteside and Trevor Ransom in unlimited boat # 399. Watch " Jet boat Driveline Repairs " to see the installed replacement drive shaft.

We've repaired our broken driveshaft, and we are ready to race ! Chris Zapesoki, the navigator for Unlimited#357, is finishing his installation of a new, heavy-duty unit, replacing the one which was ripped apart by the massive torque generated by the T58 gas turbine engine.

Hey, we've hit 20 ! This time, let's talk about: 1) Bearing life expectancy 2) Coke and soot deposits in the engine 3) Fuel nozzle spray pattern 4) Chemtrails... ................. ............ more info here: https://youtu.be/PNatkPqC0J0 5) How does our start cart work. A great index to all my vids can be found here: http://members.iinet.net.au/~tgard/

Let's talk about 1) - Water getting into the engine 2) - Running out of fuel 3) - What's that steel box next to the engine in the test cell ? 4) - What's that yellow thing on wheels ? 5) - Why do newer, more powerful engines have smaller combustors?

This one is all about how to get a job like mine, and how I ended up where I am today...

This time: 1) - What shape is the duct between the GG and the PT in an industrial installation. 2) - Why the power is concentrated right near the top of the operational speed range. 3) - What the heck is that big white thing on the front of the engine...? 4) - Do I try to recognize all those sounds heard in an airliner while travelling...

Comparing the throttle response of the fuel system in standard and emergency configuration.

Highlights of a jet boat race right here in our home town. The Taylor Flats 200 weekend, sponsored by S&S Turbines and Jet City Turbines. I was spectating, helping, shooting video and wandering around. These boats are amazing. Here are the rules for building boats of the various classes: All classes must be water-jet drive, and have a well braced roll cage solidly mounted to the hull. Unlimited Class: -Hull any shape or material min length 16 ft -Unlimited engine modifications, any exhaust. A+ Class: -Hull any shape or material min length 16 ft. -Engine displacement max 470 cu. in. or AMS Engines Spec Engine 565 cu. in. low compression or Crate Test Engine - LSX 454 GM part #19244611 or US BBFX class 502 cu. in. -Superchargers, blowers & turbos are allowed at 1.8X cu. in. ratio -Gasoline fuel only -Any exhaust c/w mufflers CX Class: -Hull any shape or material min length 16 ft. -Stock crate engine GMLS3 376 ci,480,515,or CT525 ; Ford 392 ci part #m-6006-d392rt(430) / c392rt & c392ft(475) ; or Dodge 6.1 Hemi part #P5155067 -Any carb or fuel injection system -Normally aspirated only -Gasoline fuel only -Stock crate intake manifold -Any oil pan, ignition and distributor ( no dry sumps) -No overbore, porting, balancing, or engine modifications -Factory cylinder heads only -Any exhaust c/w mufflers FX Class: -Hull: Tunnel any shape or material min length 16 ft. V-bottom or step tech any shape or material min length 13 ft -Engine GM ZZ4 crate long block part # 24502609 -No porting , balancing or modifications -any oil pan, ignition system. no dry sumps -Stock GM intake manifold -Carburetor 750 cfm max & 1" spacer with max 3 0.060 gaskets -Any exhaust c/w mufflers -Gasoline fuel only FXV Class: -Hull V-bottom or Step Tech any shape or material min length 13 ft. -No glass windshields -Engines & all specifications same as FX class

This is not the S.A.B.R.E. ... It does not exist yet... The first start and initial test run of the Orenda type 14 turbojet that we have been working on for almost a year now... you and me! It's been a lot of work, and now it's all on the line as we crank this baby up, hit the sparks and spray those combustors with Jet A. It was an exciting and exhausting day... A special note: this is not a hot start, but fairly typical of the older generations of turbojets to have flames shoot out the tailpipe on startup. To help support the channel, check out Patreon for AgentJayZ. Thanks! The video response is from Burning Man participant Kunal Dovedy, and the engine section he used is the exact one featured in my video "dropped into a turbine engine".

A trip to the FSJ Air Show... which leads to some video of some other adventures this summer. I even call a Wright R-2600 a Curtiss... Well, for a time, the company was called Curtiss-Wright.

The engine known as "old faithful", because it has been such a reliable performer, and repeat race-winner, has been installed in the boat, and we just need to check that everything is connected and leak-free before putting the boat in a container and shipping it to its next racing location...

In this episode, we talk about: 1) how the power is used in a jet engine 2) how the main shaft is supported in a turbine engine 3) How jet thrust is created 4) How everything is arranged to make a turbofan

The third day of running an Afterburning J79 Turbojet engine, with some steam, some diamonds, and a camera getting a little too personal with the business end of a jet.

The same engine featured in Afterburner vs Grass, this time at full military power. Some parts were replaced, and the fuel control system had to be readjusted, so we're doing that and testing that.

A single topic episode about a comment and important question. Also a strange and ancient medium of communication makes a brief appearance !

A J79 from a military fighter has been repaired, and now must be tested. No snow to melt... this time we have grass and weeds to roast.

When we want to move an engine farther than down the block to our test cell, this is how we do it. This is an LM1500 going into it's matching container for long distance shipping. Each type of engine has it's own custom-fitted container. They are not universal or interchangeable between different engine types.

This time: 1) Lubrication of a windmilling turbofan on a parked airliner. 2) Exceeding the limits imposed by the fuel control 3) Aircraft bolts vs regular bolts 4) FCU adjustments on the test stand 5) N1, N2... what does that mean ?

In San Carlos, just south of San Francisco, the Hiller Museum has a lot of aircraft that you are allowed to touch, and some you shouldn't. They offer computer flight simulator sessions, and access to their restoration shop. There is an engine display area, containing a few jets, but many early radial piston engines.

This time, We talk about 1) Engine shipping containers 2) Ways that modern engines are more efficient than older ones 3)How we lift and move the engines in our shop 4)How hot do turbine blades get? 5) Does the exhaust in the race boats push the boat down ?

409 Squadron Nighthawks are the operational squadron of pilots who secure Canadian airspace from their base in Cold Lake, Alberta. I was shown the hangar by commanding officer Lt. Col. Daniel McLeod. Special thanks to Logan and Connel, sky-warriors from the future.

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.

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.

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.

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"

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

A walk through some of the hangars of the Planes of Fame Museum in Chino, California. Ram Air Turbine at 9:40

"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.

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.

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

A trip to the Planes of Fame fighter restoration hangar in Chino California to visit the airframe that our Orenda 14 will be installed in...

OK, everybody... time for a bit of tough love. This video is in response to all the people who share a very common misunderstanding about how jets work. More than that, this is especially directed at those who feel the need to spread their misunderstanding by "explaining" it to others. Let's all do our part to help these people learn how things really work.

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

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.

Let's take a look at the rebuilt fuel pumps for the Orenda type 14 turbojet being rebuilt for a Sabre 6.

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... A great index to all my vids can be found here: http://members.iinet.net.au/~tgard/

We are starting to assemble the fuel and oil systems onto the outside of this Orenda type 14 turbojet engine, destined to be used in a 1950's fighter jet, the Canadair Sabre6

This time, we discuss: 1) How the main bearings are supported in the engine 2) In-flight restarting 3) How the engine lift in the shop works 4) What exactly does a turbine do?

We test run a J79-J1E with afterburner on a sunny, snowy, freezing cold day. There are a few new people with us, and they prove that "everybody loves afterburners !"

The compressor section is now connected to the turbine section, and the core of our Orenda 14 is nearly complete.

Installing a set of used blades in a T58 power turbine just before we balance the assembly. This is part of the powerplant in a riverboat racer.

The big pieces are coming together, so let's look at the shiny bits while we can...

Today, the nearly unedited step-by-step process of blending and finishing the titanium alloy compressor blades while still assembled to the rotor.

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.

In this episode, I discuss : 1) Instrumentation of engine parts 2) Durability of ceramic coatings 3) The aircraft pictures on our shop walls 4) A comment about how dangerous jets are 5) The air starter possibly acting to make thrust

I was allowed to take a quick walk through the other hangar, containing some of the other aircraft in the collection. Enjoy !

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 !

You've seen this engine running in our test cell, but today we get to be there when it is put through its paces in the application it was designed for; mounted inside the fabulous Canadair Sabre6. A Canadian license-buit version of the North American F86 Sabre. It was a big thrill for me to stand on the wing of this fighter jet while Randy started and ran the engine. I hope you all enjoy watching this as much as I did capturing it for you!

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. Enjoy! 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!

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...

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? -Arnthorg 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? -the1thatgotirwin 3) What is flat rating a engine and why is it done? -Balkrishna Damle 4) Request for: Decibel measurements during engine runs. -snower13 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?. -lugue79

We have rebuilt our own lease engine, and we're almost ready to send it back out into service. But first we test run it, on this cold winter day. Not too noticeable in the video, but this test begins with a bit of a hard light off - a small boom on ignition. No problem. What appears to be the first start is actually a run-up on the starter with no fuel or ignition, and we are looking to see that there is oil pressure. The engine is assembled "dry" and sometimes it takes a bit for the oil to start circulating... After shutdown I try to disconnect the fuel line as quickly as possible, so the slight air pressure left in the engine will purge all the propane out of the fuel nozzles and manifold.

In this video I try 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.

We look at the turbine nozzle guide vanes and the rear bearing, which supports the turbine, in an Orenda type14 turbojet engine.

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 ?

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...

This time I try to answer questions about: 1) Test cell thrust measurement 2) Engine rundown noise 3)The cameras I use 4) Major engine failures

Before we assemble the turbine section, lets have a close look at what the big pieces look like. The construction and cleaning of the turbine disks may interest you.

After we performed the 400 hour service / repair to an active fighter jet engine, we put it in the test cell, and we see what it'll do. It's a battle between fire and ice.

Here are the questions I try to answer for you guys: 1) Again, great video Jay! What is a typical fuel mass flow for an engine burning gas? -dcggames 2) For your question box: walk us through how it's decided when an engine is not worthy of restoration. I'm not talking about those obvious ones such as totally trashed due to ingestion rather when wear is the factor. Is it a percentage of replacement for example?? -jscussel 3) I have a question: What is a heatilon? -42yme 4) How much does the full restoration of one of these engines cost? -Salamanamanjaro 5) Hi. Could anyone explain why does the gas escape trough the turbine after being heated-up? Why it doesn't just go both directions (turbine and compressor)? -jaryH3 6) BONUS!! : It seems the front fan isn't spinning... why isn't it spinning ? PS: If you post an unsolicited "explanation" of how a compressor works, unless it really helps to understand the concept, it's just going to get deleted.

I try to answer some more questions. If you send yours in, I will evaluate it, and maybe decide it is worthy of an attempt. It makes me think sometimes, though, and that can be painful... Here are the questions I try to answer: 1) Could an axial flow air turbine starter be modified into a gas microturboshaft? Many others have very successfully converted car/truck turbochargers into gas microturbines... -chad willey 2) Re: Testing a GE J79 with afterburner: You must have had the tripod anchored -- Idon't see how it didn't blow away. -sbentjies 3) Could you kindly tell me whether N1 and N2 are the rotational speeds of two different spools in the engine? -nitin178 4) Is a complete balancing job required after any blending work on a particular engine? -DScottDuncan 5) Could you explain the cooling system of a jet? -various

We are replacing the main thrust double bearing in a vintage fighter jet engine, and are using a revised technique that is a little easier on the equipment.

A look at the fuel nozzles from our Orenda Type 14 turbojet. Then we test one ! And since we want to test the flow pattern of jet fuel... we are running jet fuel through it. Real Jet A. We have a large tank of it that we get filled by an airport tanker truck.

I try to answer some questions from the comment sections of recent videos. Here are the questions I try to answer: 1) When you refurbish a compressor / turbine blade, how do you control it dimensionally? -gcoochy 2) I work in automotive, and I'm bored. I need to broaden my horizon. Any input would be greatly appreciated. -Themikevt 3) Why do turbine engines need a diffuser? Is it to slow down the velocity of the compressed air so as not to blow out the flame? -4fifty8 4) Why is it that you can walk in front of these engines and not get sucked in? -johnm400uk 5) They use jet engines to move natural gas in pipelines 24/7. How is this done? -bobl78 6) Right!? Is S&S hiring? -Gamefan232949 7) Why isn't the fan turning? -various ...

A strong wind flowing through our test cell is caused by this large turbojet, and makes it feel much colder than it is. The industrial Olympus is a development of the predecessor to the concorde engine, but it still moves a lot of air. This engine is used to generate up to 25MW of electrical power, and todays test was a complete success.

A comparison of shiny, reworked jet parts with the crusty, dirty things we started with.

Ever wondered what's inside the compressor of a jet engine? Let's take a look inside one from a turbojet engine we have apart in the shop. This engine is being prepared for instalation in a Canadair Sabre 6, which is a license-built Canadian version of the F86 Sabre. It will fly in airshows in the southern USA.

A few of the highlights of engine tests and other things form the first 200 of my videos.

Winter is back, and we are ready for it. A test run of a freshly rebuilt LM1500 that will be used to move natural gas in a pipeline running from northern Canada to the US. Engine was started using its on-board air-turbine starter and our start cart . Fuelled with gaseous propane for this test, the engine will be fuelled with natural gas in service.

A bit of a demonstration for some guests: we fire up the Starfighter engine and use the afterburner, just so everybody understands what we do up in Fort St John, a place I like to call Jet City. This engine uses the original "standard can" combustor liners, so it's quite smokey in its exhaust.

We take a quick walkaround inspection of a first generation Jet engine from the 1940's: a centrifugal compressor makes this Rolls Royce Nene much shorter than the engines developed later, which all used the more familiar, axial flow type of compressor. Almost all turbofan and turbojet engines today use axial flow compressors. This engine was used in the Canadair T-33 trainer and a few Australian-built DeHavilland Vampire fighters. A Russian copy of this engine was used to power the Mig 15.

A quick checkout run before a couple of demonstration runs next week.

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.

A very detailed training video that will give you the ability to repair compressor blades in a jet engine to aircraft standards. I have blended over 20 thousand compressor blades.. and I want to share what I've learned. If it bores you, then working on jets may not be the best career choice for you ... Because you will be dealing with the likes of Keith Boyne; Scottish madman, bowery boy, and turbine overhaul superhero.

How often do you get to see this? ! Two Orenda engines side-by side: one from a Canadair Sabre 6 (F86), and one from the Avro Arrow. Yes, the Iroquois is real, so real that it's actually the only Iroquois ever to be installed into a real Avro Arrow, but it unfortunately never got to fly before the project was cancelled. Both of these powerplants were designed and built in Canada by Orenda Engines Ltd.

I have not been able to devote as much time to making videos the past couple of months... Here's why:

The Orenda type 14 turbojet normally lights off with a small tailpipe fire. Lets' take a look at the system designed to reduce the possibility of a large tailpipe fire...

Some views of the first day of testing, and of the week spent setting up this 1950s era jet engine in our test cell

We have had Daena working on the parts all summer, and now we begin assembling the cases of the Orenda Iroquois owned by S&S Turbines for public display. Work will continue on bringing this aerospace legend back to running condition.

A guided tour of our display model of the Rolls Royce / Allison T56 /501 To help support the channel, check out Patreon for AgentJayZ. Thanks!

Long, technical video. Look over my shoulder for an afternoon as I attempt the most difficult lockwiring job I have encountered so far... It may be boring if you don't want to see a very difficult procedure in great detail. 16:03 You may see a small piece of debris fall down in. It's not a piece of wire. This engine powered the boat to a win after being reassembled.

The main thrust bearing in our helicopter engine is being inspected and rebuilt. We'll look at just how all the parts stack together, and how the oil is kept around the bearing by seals on either side of it. This forms what is called a bearing sump. Update June 2013: So far this engine has powered Unnatural Disaster #357 to a win in every race it has entered. So yes, the effort was well worth it ! Let's not forget that the driver has a great deal to do with the boats performance. I am lucky to be working for world champion Gord Humphrey.

Pre-race test with the primary engine... the race in Peace River, Alberta is two days away. We're making sure everything is race-ready !

We've spent a couple weeks reconditioning a crusty military surplus helicopter engine, and we're ready to see what we've got... We learn here that there is no substitute for a hand held camera for vibration isolation, and that the engine needs a bit more work...

We've built the engine, and we've put it in the boat. After our little spin on the lake, the next thing to do is watch Gord and Chris put it through its paces in a real race. The only other turbine boat that showed up for this event had a mechanical problem, so it was us against a field of V-8 powered jet boats. Enjoy the sights and the sounds ! If you like this, watch some much better onboard footage from our racing in New Zealand. A really good one is "My Kiwi Adventure Pt. 7: Racing the Dart River"

A quick look at the propulsion system of the race boat, which is powered by the Power Turbine. We also get a chance to see how the engine transmits those 1200Hp to the PT.

The T58 is in the boat, and we're going for a ride. Hang on for the fastest test run I've ever been to!

Final assembly of the turbine rotating assembly. Now we are basically finished assembling the core, and ready to attach all the external accessories that make it an engine.

Assembling the fuel-burning section of this 1200 Hp turboshaft engine. It's got an annular combustor liner, just like a modern airliner.

A look at how the power is taken from a land-running jet engine to do useful work, and also a look at how thermocouples are used to measure temperature spread.

Just a quick look at the LPC rotor from an Orenda Iroquois as it dries off in the sun outside our shop.

Today we get to install the variable stator and IGV system actuating rings and the control unit .

We begin building the engine from the front... starting with a new front frame.

A detailed look at the compressor rotor and stators is possible when we pull the compressor cases off.

A gas turbine engine of a size that might be easier for most of us to relate to. Let's get a look at the hot end of a GE T58 turboshaft helicopter engine. It supplies around 1200 horsepower to Gord Humphrey when he's driving his world champion race boat, #357 Unnatural Disaster.

The first steps have been put in place to restore and reconstruct the engine from the Avro Arrow. Yes, we have an Orenda Iroquois, and it looks surprisingly good after Daena removes over 50 years of dirt and grime. Here's video that describes the history of how this engine was obtained: www.youtube.com/watch?v=yfnT2Akem6Q

Today we finally get to run our LM2500, built with many parts that were donated by our CF6 turbofan.

You've all seen the Ebay ads for turbine blades of various description. I'm going to help all you Jet People avoid getting ripped off. We're all going to see just what's what...

A couple of cameras in the control room give a different view of the test of a propane-burning industrial gas turbine engine. Also, responding to a recent request, I have included all but a few seconds of the rundown time; from fuel cutoff until the rotor stops moving. We look for a time of at least 3:20 for the rundown. This engine took about 3:30, but appears to take less due to a few seconds edited out of the video.

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

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.

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 ! To help support the channel, check out Patreon for AgentJayZ. Thanks!

Let's take a look at our Italian Starfighter engine: The data plate on a jet engine is much like a VIN number plate, only it's easier to make sense of... sort of...

Lets look around inside the compressors of a few different turbine engines. How does it all fit together, where does the air go, and how does it work ? Watch the sequel, made in 2023 here: https://youtu.be/7YiB5d9EJCA

Now that the thrust bearings have been replaced, we put this fighter jet engine back together. I hope you find the details interesting.

I try to show how the thrust bearing is attached to the engine cases and the rotor of the J79 / LM1500 gas turbine engine. Some whiteboard drawing, some real parts, and hopefully some detailed discussion of the thrust bearing installation in the engine we work on all the time here at S&S Turbines.

Continuing on from where we left off last week,we gain access to and replace the main thrust bearing of this engine.

The Orenda type14 turbojet engine was used to power the Canadair Sabre 6, which is a Canadian license-built version of the North American F86 Sabre jet fighter of the 50's. We've got one in the shop for a thrust bearing replacement, and that gives us a chance to have a look inside this classic turbojet engine. Thrust was about 7500 lbs. The industrial versions of these make around 10,000 Hp.

We test a fresh GE LM1500, and compare it directly to the fighter jet engine from which it is derived - the J79.

Torch ignitor, and then variable nozzle actuation testing for an afterburner-equipped J79 turbojet used to power a military fighter aircraft.

A look at the components of a typical jet engine lube system, and a simplified explanation of how they all work together. We use examples of each component from several different engines, and we go through some hand-made diagrams... Piston engines need lubrication for the sliding of piston rings against cylinder walls, and lubrication of journal bearings. The oil also is used as a coolant, sometimes even sprayed on the undersides of pistons. Turbine engines use high temperature tolerant oil to cool the roller bearings supporting the main rotor. The oil is also used as a lubricant for the accessory drive gearboxes. Piston engine oil is higher in viscosity, and turbine engine oil is higher in temperature tolerance. Engine oil has 5 functions: 1 - Lubrication 2 - Cooling 3 - Carrying away contaminants and wear debris 4 - Power transmission 5 - Corrosion prevention #4 may seem odd. Think hydraulic valve lifters and cam phasers in piston engines. In Turbine engines, think vsv actuators and torque meters. The functions are prioritized differently: Piston engines 1 2 4 3 5 Turbine engines 2 3 1 4 5 That's my comparison.

We look at what a diffuser is and I try to explain the way it works in a jet engine. If it seems to not make sense... search for Bernoulli and his equations. The book with the diagrams I show is the subject of a video of mine called Jet Questions 96: Books! It's the thumbnail, actually.

How do we hold back the power of a jet engine when we test it ? A look at the framework and equipment we will be using for the upcoming test of an engine taken from an F104 Starfighter - complete with afterburner.

A demonstration of how to remove a turbine shaft bearing without damaging it. We use a hydraulic actuator along with a specialized puller tool designed to grip the bearing race. No tools or parts were harmed in the making of this video.

A description of how we got to the turbine blades from the CF6 airliner engine, and removed them so they could be used in the LM2500 industrial powerplant based on that same engine.

A detailed demonstration of the first step in the process of determining if a turbine blade removed from an engine is suitable for further service. The visual inspection requires very little preparation of the part, and is used to quickly "weed out" the parts that are obviously damaged. This saves the resources that would be wasted by sending them through dye penetrant Non Destructive Testing.

We look at the CF6-6 airliner engine as a source for parts in the rebuilding of an LM2500 power-generation engine. I try to explain how and also why. In this episode, shop kitty has a bit part, and your challenge is to find her.

Fan removal from our CF6-6 airliner engine. Our goal is to remove the turbines and inspect the hot section parts for possible use in another engine.

A look at the hardest-working parts in a large industrial gas turbine engine, and how they compare to their counterparts in the large aircraft jet engine from which they are derived.

Jet engine testing , my most ambitious editing project so far... Using 3 cameras and a lot of propane fuel, this is the first run of a new jet engine, built at S&S Turbines, in Fort St John, BC.

A line up of eight combustor liners from five different manufacturers allows us to compare the similarities and differences in the design of this critical but often overlooked component of gas turbine engines.

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.

Looking into the intake of a 50s fighter jet engine, and a little talk about why electric starters were the way then, but not now. This engine is used to power the Canadair Sabre 6, which is a Canadian-built licensed copy of the F86-F, one of the best fighter aircraft of the 1950s.

Jet fuel nozzles, ignitors, combustors, fuel lines, a look inside the combustor of a real turbojet engine, and I try to explain how it all works.

A step by step description of the process of upgrading one of the mechanisms in a bleed valve from a Rolls Royce Avon.

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.

We disassemble a fuel pump from an Orenda type14 turbojet, which is the engine from a Canadair Sabre 6. Also welcoming the students of SC TAC, section D51 as new recruits to the worldwide order of Jet People.

We've got a 50's fighter jet engine in the shop, so let's have a look at it. This engine was among the first to mount the powered accessories on the outside of the engine instead of clustered inside a forward nose cone. To drive those accessories, a way was needed to transfer power from the main rotor out to the cases. We look closely at just how that was done.

Bearing types and locations in a modern twin spool turbofan engine are examined in the shop, test cell, and on the whiteboard. This is a response to a question from a viewer, so send your ideas in...

Index of all videos: http://members.iinet.net.au/~tgard/ NOTE: comments about the left hand thread will be deleted.* We reassemble an axial flow air turbine starter, looking closely at the planetary gear reduction section. This starter is used on the engines of jet aircraft for the Air Force. We were not told which engines, nor for what aircraft... If you hated shop class, you'll have the same reaction to this video ! *The reason for deleting all comments related to the left hand screw: It is there for a reason, and I ask the question why just for fun. Many people think it is a serious request for an answer, and they offer one. Every single response so far has been adamant, confident. lecturing and lordly... and incorrect. I won't tolerate the spreading of false information on my channel, so I have a choice of correcting each response, which opens up a debate with the ignorant, which I will also not tolerate, or I can simply delete it... much easier. I suppose if anyone ever does give the correct reason for the screw being left handed, or even there in the first place... I might leave that comment up. Thanks for reading this !

A look at the second, inner layer of the combustor liners in a J79 jet engine, and how the afterburner is similarly constructed. I didn't explain as well as I should have that the inner dome is the inside layer "inside" the combustor liner I hold up...

The last race of the season is a double header. Join us as we experience the bikes, the pit area, the track, and the races... on Saturday, and another on Sunday. R6racer62 (Dean Thompson)takes home the intermediate open-displacement supersport title for 2011 riding his Yamaha R1 race bike... Sometimes you need to take a break from jet engines and turn a wrench on a really fast motorcycle !!

Following last week's review, we take a closer look at the various typres of large gas turbine engines and how they are modified from aircraft powerplants into industrial gas generators.

Using diagrams and real examples, we look at power turbines and how they work. Then we start to notice they are more common than most people think ! Any complaining about the balance machine will be deleted. Not my shop, machine, or safety program. I've got nothing to do with it. This video is the second in a series on power turbines. The first was posted last fall and contains more views of one of the power turbines featured here.

Testing some air turbine starters for jet engines without spending millions of dollars on equipment. We are using a turbine-powered start cart to supply air to some air-turbine starters, which are used to apply torque to the main rotor of large turbine engines in order to start them. No pistons were used in the making of this video...

Full test over two days of our lease engine with a new compressor. A few adjustments are made to the airflow control system, and we get her cranking out over 16 thousand Hp. A view of the engine rpm readout on the computer screen might help with the long-running misunderstanding about how fast large turbine engines spin. Yes we rent jet engines... and we custom build them for many applications.

We get to see the radial driveshaft which transfers power from the main rotor to the accessory gearbox on a J-79 / LM1500 turbine engine. I run the camera while Walter, Big Al, and the president of the company do the hard part of installing the gearbox, which weighs about 120 lbs.

The Garrett air turbine starter. We take one apart, and video one in action starting a large turbine engine. In the process we see some things that have not been noticed before... Once the engine has been started, there is a clutch to disengage the starter. To see more about that, have a look at my video called "the Starter Ratchet Clutch"

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.

Carbon seals are high performance oil seals used in aircraft and industrial turbine engines. Let's take a close look at what makes them so different from the rubber lip seals used in automotive engines...

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.

A newly rebuilt engine from a supersonic fighter is put to the test at the S&S / Maddex test cell. ***************************************************** Please keep in mind that the nearest neighbors are over 800 m to the side, and over 2 km behind the engine. And I am holding a camera... I do not control other people's actions. Before you start to complain about the lack of hearing protection in a certain shot... keep in mind the engine is at IDLE power. Not saying I approve, but don't assume that the individual did not move away and put his hands over his ears when the power was increased. Any more bitching, whining, complaining on this issue will be instantly removed. ******************************************************** This engine has low smoke fuel nozzles and combustors. The large cloud is is a mist of unburnt fuel, caused by the afterburner ignition not functioning. Fuel consumption is about 35-40 gallons per minute at full dry power, and the afterburner adds about 50 to that number. Max military (dry) thrust is about 11,000 lbs. With Max AB, this engine made 18,300 lbs of thrust. AB will only function at 100% rpm, which is 7650 under standard conditions. Flight idle is around 6400. and ground idle is 5000 rpm. About Horsepower: With this engine, the J79, there is an industrial version called the LM1500. The fuel burning core is the same, with identical part numbers. The J79 jet engine is a gas generator with a jet propulsion exhaust nozzle at the back. The nozzle converts the exhaust energy into thrust by accelerating the gases. It takes a force to accelerate something. That force pushes on the thing doing the acceleration and equally on the thing being accelerated. The LM1500 is the same gas generator that supplies the exhaust to a separate power turbine via a large duct. That power turbine converts the exhaust energy into mechanical torque and rotational speed. The definition of horsepower is torque multiplied by rpm divided by 5252. So with this particular engine, we can measure thrust in one form of test, and power with the other. When I say a J79 has 15,000 Hp, I mean the equivalent LM1500 makes that much. Give or take, no guarantees, it's just for demonstration. To help support the channel, check out Patreon for AgentJayZ. Thanks!

We test the afteburner ignition system in a J79 turbojet, thank Q123477 for the goodies he sent, and make a VDI from a titanium compressor blade. Special guest appearances by shop kitty and Electron Bill.

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 !

The shop is full of jet engines, so let's take a look at them !

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 !

A new engine in the S&S / Maddex Turbines test cell: A J47 turbojet made in 1953 and stored without being ever used until now. We've converted it from a dash 25, designed for a Boeing B47 bomber, into a dash 27, meant to be installed in a North American F86 fighter.

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. To help support the channel, check out Patreon for AgentJayZ. "https://www.patreon.com/user?u=8844734&fan_landing=true" Thanks!

Installation of the turbine blade lock pins in the GE J47 turbojet engine. To see the removal procedure for the pins...check out Jet Questions 48 For even more detail, check out "removing turbine blades from a J47" here: https://youtu.be/kzWBBiKqyyA

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

Orenda Iroquois X-116 at S&S Turbines 4: An update and a call to action: The Iroquois restoration project needs your help. One incredible prize will be given to the one and only person who first meets the challenge.

Electric starter installation in the front accessory section of the GE J47 turbojet engine

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.

Robin Sipe, the founder of S&S Turbines, and the only person in the world who owns an Orenda Iroquois engine, begins working on bringing X-116 back to life... Here's video that describes the history of how this engine was obtained: www.youtube.com/watch?v=yfnT2Akem6Q

We've got a brand new GE J47 turbojet that will be used in an F86-F Sabre flown in airshows in the western states. The turbine nozzle guide vane assembly has been ceramic-coated, and the procedure for installing it into the engine is shown here.

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 J47 Turbojet has an unusual ignition system, and we look inside the engine to demonstrate how unusual it is. With the turbine removed, we can look right into the combustor and see the ignitor electrodes directly in the path of the fuel nozzle. Watch as we energize the ignition circuit with the lights turned off...

It's been more than ten years of negotiations, but it's finally back in Canada ... in our shop. This is the engine thought by many not to exist at all. Sent to Bristol Aerospace for disassembly in 1958, it was never put back together, and stored in a giant warehouse in the UK. It escaped destruction, and sat for decades until it was put in a shipping container and sent to S&S Turbines in Fort St John BC. The long term plan is to restore it to running condition, but it's going to take a great deal of very difficult work to get there... Here's video that describes the history of how this engine was obtained: www.youtube.com/watch?v=yfnT2Akem6Q

Today it arrived. It's crusty, dusty, and suffering form over 50 years of shuffling about in a giant warehouse. It's in pieces, but it's definitely real, and it's here. This is the Orenda Iroquois. More videos to follow as the project progresses... Here's video that describes the history of how this engine was obtained: www.youtube.com/watch?v=yfnT2Akem6Q

Where and how the fuel nozzles fit in a J47 turbojet engine. We clean, test and install them in this classic GE second generation American jet engine - the first with an axial-flow compressor. Six of these engines powered the Boeing B47, America's first nuclear jet bomber and the mainstay Of Strategic Air Command until the coming of the B52.

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...

This is a real piece of history: The GE J47 was used in the North American F86 Sabre, the Convair B36 Peacemaker, the Boeing B47 Stratojet, and others. Believe it or not, this engine is brand new. It was built and tested in 1953 by Packard Motors under license from GE, put in its container, and never installed or used until now - 2011. It has all the original factory tags on it, and we're going to bring it to life.... stay tuned, Jet People!

Another close-up how to video showing a lockwire job that is of medium difficulty on a real aircraft engine.

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...

If you want to know how to install lockwire, this video reveals the details and tricks. You will know how to use the tools, and be able to do it with no special tools at all. Race car, race bike, airplane, jet, rocket, or road warrior ... whatever you're working on, this is how to lockwire the fasteners. Be sure to watch part 2 and part 3. This video is not about which lock system is better. Thread locking compounds like Loctite are not used on jet engines, for two big reasons: 1- It is invisible when installed, so to inspect whether a bolt has been properly torqued, it must be removed and re-torqued. simply loosening it and re-torquing it will not do, because the locking agent, once cured, can not be moved. It must be cleaned off and reapplied, before reinstalling the fastener. For quick visual inspections, Loctite is useless. 2- Thread locking compounds are destroyed at the temperatures encountered in a running turbine engine

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!

A large industrial turbine engine in the S&S test cell, running on propane and blowing ice and snow all over the camera.

Want to start a jet engine? Here's how... Note: this video was created after I had already posted dozens of videos where we start and test jet engines. People were asking how it's done, exactly. If you are one of those very few people who are complaining that I don't start it up here... well, you need to be a bit more aware of what's all around you. Jeez. I have posted hundreds of jet engine test videos... many with afterburner, so have a look at them. This is a GE LM1500/J79, and it is the real thing. No RC, no GPU; a real turbojet that took the F-104 to Mach 2.5, and made the F-4 into the most versatile jet fighter ever. Index of all videos: http://members.iinet.net.au/~tgard/

Movement of the airflow controls at the inlet of an industrial turbojet powerplant. I attempt again to explain why there appears to be a fan inside the engine, and why it doesn't move...

Engine RPM measurement for large gas turbine engines is critical. Here is a short explanation of the mechanical parts of the speed pickup for a GE LM1500 industrial turbine.

A more complete description of the emergency fuel shutoff valve used in the testing of large gas turbine engines at S&S Turbines in Fort St John, BC.

How to put together the Hi Pressure Compressor cases of an LM1500 industrial gas turbine engine. Detailed training video shows you how to do it... if you really want to know.

Looking at the oil system of a large industrial turbine engine. A dry-sump system, including inline filter screens preceding each of the elements that comprise the main lube oil pump of the GE LM1500

For gearheads only - others will find this boring: Full procedure for rebuilding carbon oil seals for the main thrust bearing of a large industrial turbine engine. If you want to know what it's like to work on jets, there are no details left out of this training video.

After its debut as a supporting act in Propane Dream Pt. 3, it was decided to give the VDI a chance to shine on its own, in a dedicated feature all to itself. Watch laugh and love this vital piece of adventure kit! Everybody will soon have one. Make yours now...

The way to Jet City was drifted over, and new tracks must be laid! Everything in this video is powered by propane.

A chance to look at the rotor blade airfoil shape on the LP Compressor second stage of a Spey Mk1900 industrial turbine engine which makes a little over 15,000 Hp when running.

Viewer mytmousemalibu asked about the bolts penetrating the splitline of the LM1500 outer combustor case, seen in the video "Anti Ice System 2". I believe a video is worth ten thousand words, so here is my answer. I'm also nominating mytmousemalibu for honorary citizenship in Jet City.

We take a look at the systems on a couple of GE J79 turbojets, and try to trace the path of flow of hot air which keeps the intake free of ice.

A walk through our new test cell, explaining some of the equipment seen in all of the turbine engine test videos on this channel.

We take a long overdue peek into the workings of our unsung hero of all the tests... that brave little hot air dispenser: the Start Cart... also known to US military types as a Huffer. We bought it as USAF surplus, so we can consider that to be its proper name.

More test footage of our experimental J79/CJ805/LM1500 engine, with some views taken when I was standing directly in the jetwash while running.

Testing the upper range of power and airflow performance of our modified LM1500/J79/CJ805 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.

It's been too long, but at last I can show you the conclusion of the propane dream. I've got the 6.0L cammed up and it's been through about 2500L of propane, while there has yet to be any progress made on Mr Bill's Vortec Chevy. He's still burning the black fuel. It's been over a year since part two, but hey.. we've all been busy building jets and riding bikes. ... And when it finally happens... there will be a part 4 !

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.

Taking a look at exactly what a "can" is when you are talking about jet engines. You want to know, so have a look at this bit of history. In its day the Orenda type 14 turbojet was the most powerful in the world. Designed and built in Canada, eh! Nothing lasts forever, and the American P&W J57 soon blew everything else out of the water in terms of power, weight, and flexibility... but things were brewing up north... stay tuned.

At the new S&S/Maddex turbine test cell, we talk to Electron Bill about the anti-icing system of the Rolls Royce Avon 1534 industrial turbine engine.

A freshly rebuilt Avon 1534 making over 20 thousand Hp at the new S&S / Maddex Test cell in Fort St John. Enjoy the noise!

One of the ways to assess bearing setup and overall build quality of a Rolls Royce Avon is to measure the time it takes for the rotor to coast to a stop after shutting off the fuel. The longer the better, and minimum for acceptance is 3 min 20 seconds Here is another beautiful Avon built by Maddex turbines exceeding this by almost a minute.

Due to the amazing level of knowledge posessed by you, the watchers of my videos, and your curiosity, we're going to look at the subtle differences in different versions of the same engine. We're comparing the compressor outlet guide vanes of the J79 military engine and those of the CJ-805 commercial airliner engine. Both are essentially the same engine, and were the cutting edge back in the 50's and 60's. The LM1500 industrial engine uses the aerodynamic components of the J79, and many are still operating today. S&S Turbines, where this video was made, specializes in supporting the LM1500 and other industrial turbine engines.

The combustor liner is one of the little known and often misunderstood parts of a jet engine. I talk about design philosophy, and show you a few examples from some different engines.

How turbine blades are attached to the rotor in the LM1500 and how it can cause a noise that is often commented on. Demonstrated and explained using a turbine rotor that has been run in our test cell and now sits in a workstand in our shop.

The compressor rotor of a jet engine can be damaged by the build-up of rust. The blades can lock up in their slots, and then they may fracture due to increased vibration. Here we look at how rust can get into the blade roots of stainless steel blades in steel disks, and even in titanium alloy discs.

Hitting a titanium blade with the blaster in the dark...'cause it looks like it's in outer space or something.

Turbine engines use a variety of titanium alloy parts.Shop Kitty and I compare the properties of this delicious metal with some other more familiar high-performance alloys.

A huge winstorm that knocked down trees by my house on Sunday also broke the restraints on a turbofan we have in the yard. On the Holiday Monday, I found it windmilling away...

Ever wonder what holds the compressor and turbine together? It seems every jet engine has a different design for the main turbine-to-compressor coupling.Here is a look at how it's done in the GE J79 / LM1500. The torque on this nut does not have to be very high, because it is locked in place by ratcheting teeth. Typically 200-250 ft-lbs.

Cleaning up our back lot, and piling up some junk for the recyclers.

We take a look inside the way the musical tones were generated in a previous video, and then sampled to make a song called "Ghost Turbine".

Before we move weight around to ensure balanced running, we need to know that the rotor of a jet engine is straight and true.

Looking in detail how the compressor rotor is balanced during and after assembly.

Yet another invader is taking up space in the shop. Another Rolls Royce, and this one has twice as many parts...

Fixing the blades for balancing, and spinning up the disk to see how we're doing. Also a cameo from shop kitty.

We are building up a stage 5 compressor disk for a J79 turbojet engine from a fighter aircraft in active service. We are sorting and installing the blades so we can balance the disk.

We look at the way parts interact when they are from different sources...

How do you make electricity with a jet engine? Here's how...

A guided tour of the J79 turbojet engine, from intake to afterburner. This is the cutaway display we have in front of our shop at S&S Turbine Services, where we overhaul and repair industrial gas turbine engines for customers all over the world. If you liked this video, check out my channel page and type J79 into the search bar to see test run videos featuring afterburners. To help support the channel, check out Patreon for AgentJayZ. Thanks!

A look at the center fairing at the intake of a gas turbine engine. Also a quick view of the inside of our new test facilities.

We take a look at the fan section of a 747 engine, and find out what makes a turbofan different from a turbojet.

We take a detailed look at how a compressor rotor is held together in large jet engine.

GE LM1500 turbine on the balance machine with Big Al at the controls.

A simple, easy, and powerful test to indicate just what kind of person you are...

We look at the parts of a jet that guide the power from the combustion section to the turbine.

A review of technique, and discussion of which tools get the best results. Plus some thoughts on surface finish.

More about repairing turbine blades. Tools, techniques, and a bit about checking for cracks

If you have some damaged turbine blades, here's how to repair them.

Removal and testing of the thrust bearing of a GE LM1500 gas turbine engine. Some specialized tooling and some secret techniques to making sure everything is right. This is a very technical procedure, but we have fun with it because we are taking apart a retired engine for salvage and training purposes. If you like this stuff... you are a true gearhead!

Hey! You found the original. Rare opportunity to demonstrate a sound that no turbine tech wants to hear... ever! ... because it means you have to get that thing you dropped in there back out. Jet engines are heavy and sensitive, so it's a big deal to lift one up and turn it over, just to hopefully drop out a small piece that some dumbass dropped in there. If that does not work, the engine must be disassembled to the point where the item can be retrieved. This will be an expensive process. ... that's why it's a bad sound. To help support the channel, check out Patreon for AgentJayZ. Thanks! Shot in summer 2010 with a Canon Power Shot SD980is, at its max setting of 720P and 30 fps. It was a 275.00 camera then. This article/instrument is the compressor section of an LM1500, which is the ground running version of the mighty J79 turbojet. It is sitting with the inlet facing down, so the blades get bigger the lower you get, making the notes or sounds get lower in frequency as the screw drops through. This actual piece of an engine has been turned into a public display and art piece, called the Turbinophone. Google that, and enjoy! The Turbinophone is mounted inlet up, so the notes rise in progression as pellets are dropped into it. If you want to hear an experimental dubstep composition using this sound, check out "Ghost Turbine" by Skenik on YouTube He has also made one using the sound of the starter for a Rolls Royce Olympus engine from another of my videos. It's called Kiryu Lab Oh, and please don't post links to the ripped off versions of my video.

Bear Mountain wind turbine park - finding spectacular views, a nice trail, some good camping spots, and a lot of fresh air.

Taking apart the turbine rotor of a worn-out industrial turbine engine. We look at turbine blades and their connection to the rotor, labyrinth and knife-edge seals, carbon seals, the rear bearing and the oil jets that cool it.

This is the J79 engine featured in " Inside an afterburner ". Walter has converted it into an LM1500 , an industrial engine rated at over 15,000 Hp. The last time this engine ran it was in an F104 Starfighter. It will now lead a long and pampered life as a stationary ground power unit. It racked up 2500 hours as a flight engine. It will likely run for over 100,000 hours as an LM1500.

Comparing the different types of fuel nozzles used in various types of industrial jet engines.

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.

A look inside an afterburner , and how it is attached to a J79 Jet engine. A surplus fighter aircraft engine is being converted to an industrial gas generator.

Testing a turbojet afterburner fuel spray bar by running low pressure water through it using a special tool rigged up by Al von Hollen...

Winding up a new jet engine to apply anti-corrosion preservative. Byron on start cart, Bill on sprayer, Jay on camera.

A look at the variable inlet guide vanes in the front frame of an Industrial jet engine - the GE LM1500. This unit was removed from an engine used in Craig Breedlove's car, the Sonic Arrow.

A closer look at the turbine and its casing in a freshly run LM1500 industrial turbine engine. Also another look at the parts in the intake.

The J79 engine used in Craig Breedlove's last car, the Sonic Arrow, is about to be resurrected into an industrial power unit. It will live long and prosper ! Not a podracer, but a real land speed racer...

Power test and rundown of a large turbine engine. "Why is the fan not turning?" Many people have asked that. Here is another view showing the answer.

I take a look at a main thrust bearing oil seal from an LM1500 industrial turbine engine. They are commonly called carbon seals....

Showing the installed rear inner race of the main thrust bearing of an LM1500 industrial jet engine

Running to the oven to get the HOT bearing race and installing it in an LM1500. On a Sunday in the S&S Turbines industrial engine overhaul shop in Jet City, Canada.

Getting set up to install the rear inner race of the main thrust bearing of a large industrial turbine engine derived from the J79 turbojet.

Oil jets, safety wiring, a look inside the compressor rotor, and a bit about the turbine - to - compressor coupling of a large industrial turbine engine derived from a J79 turbojet.

Further progress is made installing the oil jets for the main thrust bearing of a large turbine engine. At the S&S Turbines industrial engine overhaul shop in Jet City, Canada.

A look at the main thrust bearing in a large turbojet engine. The first part of the installation. A cameo appearance by Shop Kitty..

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.

Building the compressor rotor for an LM1500 industrial turbine engine.

Running the air-control system of an industrial jet engine through a checkout in the S&S Turbines shop in Jet City, Canada. Featuring Byron Westgate, turbojet technician, owner, driver and creator of Old Blue ( theoriginaloldblue ). Not a monster truck, but a wild, raging, off-road-only big block Ford.

A pair of pliers that may not seem too useful at first, but they are like a mini vise. We use them for turbine engine sevice all the time. Here they make bearing replacement on my bike a breeze!

Al von Hollen, of S&S Turbine services, is testing a spark ignitor box from a GE LM1500. This vid shows ( hopefully ) the massive power of these ignitors. You can hear the power of the spark, but the camera's sampling rate seems to be out of sync with the actual flash. Hopefully you can see at least one. When I say "that's blinding", it is. For a few minutes after shooting this, I was seeing spots...

Variable stator setup and actuation on a 15,000 Hp industrial engine. The General Electric LM1500 is designed around the core of the J79 turbojet engine, used in the F104 Starfighter, F4 Phantom II, and all current American cars contending for the world land speed record.

Testing a J79-based core destined for one of Jim Neilson's jet cars, this one a land speed record attempt. This was a good day, and a successful test. I hope you like the light-hearted mood preceeding the test! S&S Turbines now supplies engines for 3 land speed racer cars. Not a podracer, but a real land speed race car.

GE LM1500 test at S&S Turbines outdoor test cell on a snowy day. Electron Bill keeps an eye on the intake, looking for any ice formation. Byron runs the starter and cooling system. Good test of one of our units available for lease. We moved some snow around, and later you can see steam rising from the snow/mud field. Thanks to fuel-master Darren and throttle-jockey Robin, we ran through a couple thousand liters of enviro-friendly clean burning propane.

The second of a pair of LM1500s tested at the S&S Turbines outdoor test cell in Fort St John, BC. More detail footage of the VSV / VIGV actuation.

Test footage of an LM1500 being taken to full power and back to idle a few times, showing the action of the VIGVs. Another successful test at the S&S Turbines outdoor test facility in Fort St John, BC Canada. Otherwise known as Jet City

It's getting closer to the line, as Electron Bill must confront the fact that Jay's truck engine now runs. A bit of bodywork, and we will be even. The first one to install his propane fuel conversion kit wins...

Caterpillar industrial turbine engine test at S&S Turbines outdoor test cell in FSJ, BC Canada. Dual air vane motor starters. Free power turbine. Journal bearings. A very different type of engine for our test cell, yet it passes with flying colors!

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

This is the test day with the owners present, of a Roll Royce Avon at S&S Turbines outdoor test cell. Unlike the last Avon, this has had the starter drive modified to accept an air turbine starter. It's the starter freewheling you see near the end. Max RPM for this engine is about 7900 rpm, and idle is at 3500. We give it fuel at around 1200 rpm, but it still needs the starter to help it approach idle. This engine is used as a power source for a gas compression facility. The exhaust gases are used to turn a power tubine, which is connected to a natural gas compressor, which moves large amounts of natural gas through a pipeline. Power output is close to 20,000 Hp.

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.

Quick run up to check instrumentation, and then a shutdown of a Rolls Royce Avon at the S&S turbines outdoor test cell in Fort St John, BC. We could not take it past idle because ice was beginning to form in the intake, and this engine does not have anti-icing ability.

High power test of Rolls Royce Olympus industrial gas turbine engine # 60 at S&S Turbines test cell in Fort St John, BC. Normally fuelled by natural gas, here we test it on gaseous propane. This hydraulically started engine produces over 40 thousand Hp, and is used to provide the power to turn an electrical generator in an overseas power station.

Moto Steve, the naked motocrosser, and Mr Bill, the electron wrangler, bet their fellas on who is going to finish their propane conversion first. How did I get caught in the middle of this?

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.

The S&S Turbines outdoor test cell in FSJ, BC Canada. Before the official engine test, we did a few starts and some running at low power of a Rolls Royce Industrial Spey Mk1900 turbine engine. This is a two spool engine, and it does indeed have a fan, which I have tried to film for you. Enjoy, and stay tuned for some videos of the full test at hight power.

Unedited startup of a Spey industrial turbine engine at the S&S test cell in Fort St John, BC Canada.

The Rolls Royce Avon at near max power. Over 25,000 Hp were churned out by this workhorse - a landbound raging fighter jet engine. One of the loudest engines we've tested.

Unedited clip of a Rolls Royce Avon Turbojet being taken from Idle to Hi power in the S&S Test cell in Fort St John, BC. Sorry about the distorted sound. The mic was covered with foam and tape, but there was no zoom. To get that close the noise is really something.

Fuel connection and start up of a Rolls Royce Avon 1534, an industrial derivative of the engines used in English Electric Lightning. a supersonic intercepter fighter of the 50s and 60s.

It was finally above zero, and Massih wanted to hear an engine that sounded like his Ferarri Enzo. This was the best I could do...

A huge turbojet engine at idle, and Massih has to walk into the exhaust stream until it gets too much. Hey, it's all about the safety! Safen up, people! Yes, it's a 40,000Hp engine, and about ten minutes after this clip we took it up to 26,000. That was all our fuel pumps could push into this monster. It's a Concorde engine.

My coworker nearly burns his hand by sticking it behind a running Jet engine. This is Rolls Royce Olympus, rated at over 40,000 Hp, but it is just above idle here. Still, jet exhaust is hot.

Rolls Royce Olympus Turbojet being throttled up from idle to all the fuel we can give it. We made 26,000 Hp on this run. The engine is rated at 40,000 plus, but our fuel system can not feed it propane fast enough to make that. This was a successful test. The video is long and possibly uninteresting to some, but a very gradual throttle-up is typical of industrial engines. I have had a few requests for a full, unedited spool-up, and here it is.

Fast forward to 5:20 J79 engine from an F-104 Starfighter on S&S Turbines test stand. We watch from behind as the afterburner lights three times. This is an engine that was created from modules taken from several engines brought to us by Starfighters.net crew chiefs Sean and Dave. We disassembled the engines, and took the best parts to make this one. They took this engine back to Florida and put it into one of their F-104s. Dave May is the cameraman, and it's his voice you hear.

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.youtube.com/watch?v=Q-UHj-QOEOc&feature=related, but it passed this acceptance test and will be used in a Canadair Sabre MK 6 used in airshows.

Rolls Royce Avon at S&S Turbines test cell in Fort St John, BC. The aero version of this engine was used to power the English Electric Lightning, a mach 2.5 interceptor in the 60's, and also the DeHavilland Comet airliner of the 50's. An on-board electric starter is powered by 11 car batteries to bring the engine up to light-off. When I hit the third position on the switch, that's 132VDC and 1000 Amps. The current quickly drops to 50A, and stays there until I am signalled by Brian Maddigan, the operator, to cut power to the starter. This test went well, and we made 23,000 Hp today. All running footage here is of the engine at idle. The roar of this thing is so tremendous that the vibration caused the camera to shut down. Unfortunately, much footage was lost. I hope to have some full power footage in the future.

Olympus from light-off up to idle making very loud low frequency sound. This is the only footage (so far) of the famous dancing pipe wrench. It is made of aluminum, but it is a 24 incher. It stops rattling when I grab it. Then you get to hear the engine rev up past the range of resonance, clear out, and start to really scream. Funny, at the end of this clip, the Olympus is just above idle.

Second start of the Olympus at S&S Turbines in Fort St John, BC, Canada. Sequence: starter - ignitors - fuel. Fuel before ignitors equals explosion or fire. I included this rear view because you can hear the zapping of the ignitors. They are similar to spark plugs, but with 2-3 times the voltage, and much higher current. You get an idea how powerful the spark is by the noise they make... This engine struggles from light-off to idle with a tremendous low-frequency sound that had tools jumping on our workbench. The camera's mic was so overwhelmed that all you can hear is distortion. Next Olympus we test, I'll try to record it clearly.

Test run: Rolls Royce Olympus at S&S Turbines open-air test cell. One of the largest turbojet engines, about 40 thousand Hp in the industrial version shown here. Looking in the front at startup, you can clearly see the freshly cleaned elements of the low-pressure compressor: First are the struts, which hold the front main bearing firmly in place. The LP rotating shaft is supported by this bearing. Second, you see the copper-colored inlet guide vanes. On many engines these are able to move, but in the Olympus they are fixed. Then the blades of the first stage of the turning compressor shaft. They are made of solid titanium alloy, and it took 2 days to hand polish them. Next, the first stage of compression is made complete by stator vanes, which are directly behind the spinning blades. The Olympus is closely related to the engine used the Avro Vulcan Bomber, and a later, uprated version was used in the Concorde. Both used four engines, with afterburner on the Concorde. This engine does not have an afterburner. This engine is used to generate electricity. A lot of it!

GE LM2500 turbine engine at the S&S Turbines test cell in Fort St John, BC. This is an industrial version of the CF-6, which powered the DC-10 and some 747 aircraft. Various marques of this engine produce between 25 and 35 thousand horsepower. In the first shot, we are purging liquid propane from the fuel line. This fuel must be in a gas state for our controls to work properly. The shot at the end is included just because I walk right through the flow of hot air still blowing out the exhaust as the engine winds down.

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/afterburner 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

Orenda turbojet, predecessor to the Iroquois, built to power the Avro Arrow. The Orenda was designed and built in Canada to power the Avro CF-100 "Canuck", an RCAF interceptor in the late 40's. Some of these engines were also used to power the Canadian built CF-86 Sabre, under license from North American Aviation. The unit you see here was assembled from the best parts of three separate engines; two industrial and one from an aircraft. The work was performed by Maddex Turbines in Ft. St. John, BC during July and August of 2007. Maddex, originated by Brian Maddigan, has built, repaired, or overhauled several Orendas, as well as these Rolls-Royce Jets: The Avon, which powered the Lightning interceptor, the Canberra bomber, and the Comet Airliner. The Olympus, which powered the Vulcan bomber and the Concorde airliner. The Spey, which powered the A7 Corsair, and was the engine used by the world record holding land speed car Thrust SSC (two Speys). Also the Allison 501, which is the industrial T-56, the engine from the C-130 Hercules transport, as well as the AC-130 Spectre Gunship. The unit in this video is used to generate electricity, and you see it here making about 10,000 Hp in the S&S Turbines test cell, also in Ft. St. John. That's Brian and Moto-Steve checking the engine at idle, and Robin Sipe, of S&S Turbines at the end, indicating that this historically significant engine has passed the test, and is ready for operation. Sorry for any busted speakers, but this is a real jet engine. As you can hear, we almost killed the camera's mic. In the second pan scene, which is also the loudest, the engine is at full power. It's running on propane, which is being fed thought the U-shaped manifold in the middle of the test stand. The resolution is poor here on Youtube, but if you look closely at about 49 or 50 seconds, you'll see a vapour vortex form below the front of the intake and get sucked into the engine. To those of us who were there, it was very dramatic, and looked like a rag going in. Scary for just a second! The outdoor shot shows a 1000 gal diesel tank which is used for testing liquid-fuelled engines.

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.