Back in1969 I was with the 605th we did depot maintenance.I did engines,engine alignment,rigging,jet cal,test flight vibe check,linear act.repair and trouble shooting in the Nam heat.
Why is the part called a frequency adapter? In any case, it's a bearing, and it performs the function of a bearing. Unless it has more functions. What I see is that the traction bearing inserted in the "star" performs the other functions of advance delay. Thank you.
Very grateful for this video. You have made it possible for me to understand how to use and set up the AFM8. Thank you for taking the time to make this video. BT
Probably, you're asking about the impeller. On C18 and C20, which were in this video, they are made of steel. C20R and Series III and Series IV (C28, C30, C47, C40) - titanium.
Basically, it mean, super rigid almost Bridget and allows for all the motions of a fully articulated rotorhead however, you have to push very hard on it to make it move and it has a really strong tendency to go back to its original position. I in other words, it’s a rigid rotor system that runs soft and it’s plain.
I just bought an airplane with a TPE 331-6 and I am having issues with developing full speed. I am suppose to get close to 320Kts but I am one getting 240kts right now. We suspect it has something to do with the prop perhaps not developing enough pitch. Anyway, I don't have anyone local here in ABQ to help me, wondering if there is something I can take a quick look at to determine if I am correct, a setting I can measure or something like that. My pilot has had trouble getting the prop to go on the stops during shut down, don't know if that could be related.
If the propeller governor is able to maintain RPM at higher power settings. What we normally call Alpha. It is quite likely that there’s nothing wrong with the propeller. However, if the torque system is not a calibration, the engine just may not be getting enough power even though it’s indicating it is, I would do a torque calibration check. If the start latches are not catching on shut down, they may need to be cleaned and lubricated. These engines do need to be put into reverse thrust a little bit during shut down. Otherwise the latches will be missed. The latches are at 0° properly angle.
I’m seeing a term NL and NH on Wikipedia. I’m assuming it’s the Low Pressure turbine and High pressure turbine? As I understand it the first turbine stage Gas Producer Ng is also known as N1? And the second the Power Turbine Np is also known as N2. Which one is the High and Low pressure turbine? In turbofan engine diagrams they all seems to have Combustion, then HP turbine (labeled N2) then LP turbine (labeled N1). Are turboshaft engines different?
It’s confusing but… I’ll do my best to explain. This RR250 compressor is a combination compressor meaning it combines an axial and centrifugal compressor. Both those two compressors are on one shaft operating at the same speed. This RPM (N) is known as N1 (first rotor air hits) or Ng (gas producer). The N2 on the RR250 is the power turbine, which drives the output shaft, sometimes called Np. Or when it’s running with the rotor system on a helicopter it’s Nr (Rotor). To confuse that even more… put that engine’s output shaft to a propeller and it becomes Np (prop RPM). When you see NL and NH those are dual spool or triple spool engines. NL is sometimes a combination of the Fan and the first couple stages of axial compression. Also, since this is the first thing the air hits it’s also sometimes called N1. Then the NH sometimes called N2 is the high pressure compressor which is next in the pathway of air, just before it hits the combustion chamber. They both have their own turbine(s) and operate at their own proffered RPM. Spinning a shaft inside a shaft. The increased complexity is offset by the efficiency gain. The newest turbofans are triple spool N1= fan, N2 or NL=first stages of compressor, N3 or NH= high pressure turbine. See simple lol
Thanks for the video, how does the starter generator work? You said the starter gets the N1 to a certain speed, how does that happen? Is it mechanically linked? How high could the starter spin the N1?
The starter/gen is connected directly via gears to the accessory case. Nose turbine engines have to spin about 15% min before the start. It depends on the engine. I think this particular engine can get to near 20% on a ground start. Probably around 18% on battery alone.
El aire entra a través de las paletas de guía(frontal) de tras de eso está el compresor lo cual genera un movimiento a los rotores y luego paso por los alabes de estator (es de compresión axial) después va al compresor centrifugo lo cual importa energía al girar. DIFUSOR= cuál el aire sale del compresor centrifugo los conductos divergentes intercambian velocidad
All the weight and stress of the entire aircraft is counting on the top of the mast and the little bit of metal attached to the main shaft. I would like to know what the mast is made of. That has to be on tough piece of metal. Especially with the extra long mast of the Robinson design.
Yes, true. However, you do want to start it as quickly as possible so when we adjust fuels controls, or the newer FADEC units, we use the maximum starting temp as a guide. With very little cooling air during the start we want them to get them up to idle speed as quickly as possible. Hot and fast start is best. The burn marks can also come from a nozzle that’s not flowing correctly. So, doing follow checks at their recommended time and us essential. A streaking fuel nozzle can lead to very expensive for section.
@@halhobenshield5931 Wow! Thanks for clarifying that. I have always loved the Bell 206 Jet Ranger and the Hughs 500 that both have used this awesome little gas turbine for well over 50-years now and with an excellent reliability and safety record. Your explanation on that unit was exemplary. You really know your stuff! Bravo, Sir!
