AgentJayZ you are a legend for creating this channel. Nothing helps my aviation studies more than your vids. Since my university is full of crap, at least I can see what i'm learning about on your vids. Hopefully one day I'll be able to touch, not just see.
I'm a spanish student doing my last year project in university. It is the design of a small turbojet engine (about 70N of thrust). I have to thank you and your videos for showing me how real things in a TJ engine looks like. Thank you for let us see things that otherwise we couldn't ever have seen. I wish i could have time to subtitle your videos so that more people could learn about this world. Once again thanks for your time!
Thank you so much Jay not only are your videos very instrumental in my path to getting my A & P license I get to actually see the internal parts at a much more in depth visual. Thanks again....
Hi Jay thanks for showing us a lots about the combustor in details through this video I watched a tutor video about how the combustor working in animated video but now , when I watched your video , everything in my imaginations becoming very clear , now I can see very clearly add up to my knowledge thank you appreciated , its very clear and understandable that no one cant missed your explanations , beautiful I love it , thanks mate cheers
wow i dont know what else to say other than thank you everytime i watch your videos i feel like i sould be paying for this soo much awesome info wonderful!!!
Nice video, I worked at Rolls Royce until recently but never really got a chance to see the engines. I'm going to go over your vids to see what I can learn ;-) cheers
Thanks for the video. Also great to see some real damages what to look for. I just had to watch the Star Trek movie once again. I saw some parts that looked like jet engine parts in about 1h 25min.
Agent jayz, sangat luar biasa ilmu nya, , aku kenal Cenel ini, pertama di mulainya pa demi,,, Terima kasih Profesor,, Agent jayz,, Walau aku ini bukan bidang ku tp semenjak itu sedikit bnyk memahami,, aku suka , agent jayz luar biasa,,
The material shows cracks easily on visual inspection. The OEM procedures are for visual inspection of this part. Other parts are required to be inspected with either magnaflux or dye penetrant.
There's only one huge liner in a modern turbofan. It is inspected at every overhaul, and repaired if neccessary. It will probably be replaced after several thousand hours of service. That would be a couple years in a working airliner. Not a limited lifetime component with a specific number of cycles or hours before replacement. It depends on its condition whether it will be repaired or replaced.
The main shop is filled to overflowing with several jobs, including the Orenda. A gap in the test schedule allowed me to paint these big pieces in the unused test cell. But the window has closed, and I'm moving them out now. Good thing I'm finished!
AgentJayZ, thank you so much for these wonderful, easy to understand videos! If you don't mind, I have a question that perhaps you, or one of your followers could answer. What prevents the combusting air/fuel mixture from blowing back out of the compressed air intake path? Thanks again, and keep up the good work!
Jay, your a legend! I love these hands on videos and cant thank you enough for taking the time and effort to make them for us. One question, if this was a modern turbofan engine that was under going a major overhaul would the procedure be the same or would they just scrap the liners and replace with new? Also approximately how long in service before this sort of strip down and inspection would be required? Thanks in advance. John
Great video - once again ;-) These Orenad 14 combustor cans are quite big compared to the ones in a J-79 - aren`t they? I have seen some cut open J-79 and J-47 along with Rolls Royce and some Russian type engines in a museum last weekend - which was nice to have kind of a compare in how they are designed. Just love this stuff :-)
Some of the items are in the work area Of Commander Scott's workshop (camera pans through combustors, and flame ring on the floor near rear of shuttle). Then on Enterprise Kirk searches for Scotty by talking to the casing.
I've compiled a ton of parts for The Project =) and have now moved on to the initial stages of fabrication. I'm watching all of these combustor videos looking for pertinent information as the first order is fabbing up a combustor cover. My first thought was a scuba tank as the base but they're quite pricey, even in 'junk' condition, so now I'm looking at fire extinguisher tanks. Think they'll hold up to the pressure? For reference, I'm using a JT12 combustor liner for primary containment duty.
Having recently acquired a sandblasting cabinet, Like any good mechanic I'm finding a bajillon things in my garage that need sandblasting. In many of your videos, I noticed that you tend to do quite a lot of manual scrubbing. I'm curious as to what types of things get which treatment, and why. I've seen you blast compressor blades, but scrub stators.
I have question: is there any flame stabilizers in combustion chamber or just like swirlers? Im sure that flame stabilizers are used afterburners. Please help
Also in Star Trek Enterprise season 4 episode 3 in T'Pols home in Vulcan have these "lanterns" that look a awfully lot like a combustor can liners. Hmm maybe those would work as a lanterns too...
Jay, It looks like you turned the test cell into a work shop! Must be a light schedule of engine runs. : < ( Interesting anyhow; thanks for another! Darren
So out of curiosity....what do you do with combustors and or liners if they don't pass the test? Is there a chance you might have several unserviceable ones laying around? Your videos have inspired an idea....! Love watching these videos by the way...
I have a question not so much related to this video but its mentioned in other videos could you explain the cause, effect and what is a compressor stall. I think I understand it a little from a reply made in the comments somewhere but want to understand it better. Im about two thirds the way through your videos very interesting stuff makes me wish I had taken a career path in turbine engine service. not in electronics although I enjoy that too. by the way why in this video do you give home work! now I have to watch star Trek again. oh the pain. interesting what they used as props many ham radio operators recognized the antennas on the bridge one just like the one on the roof of my car,
I thought they used inconel for the combustor liners .. the mini/nano turbojets I use for RC jet model airplanes use inconel combustion chambers .. originally they used furnace stainless, but it had too short of a service life .. they would lose density (sort of delaminate) and corrode away like a BBQ grill burner …
A well designed combustor liner is never touched by the flame. Stainless steel is more than adequate if the liner does its job of directing cooling air. One of the reasons I don't pay attention to RC Turbine model engines.
Wow! If S&S charges $100 (for example) per man-hour, that would be $300,000 for labor! Correct? Plus that $20,000 thrust bearing (for example) you showed way back in a video about them... plus whatever else! So, you could actually have a 400~500 K + bill when done? Amazing! I give respect & thanks to people & businesses that fund this kind of work, especially the antique stuff, which is usually for the love of it! Darren
I have searched through your videos and have not found the answer to this one: Do these big canisters from the Orenda engines provide any structural strength and/or rigidity to the engine or do they just sort of sit in place and let the central shaft do that job?
+Jim “ThatsMrBuckaroo” they are there to contain and direct the airflow through the engine. The main shaft is there to transmit torque to the compressor. The strength and integrity of the engine is provided by the large tree-trunk like casing that the shaft passes through. Orinda calls it the backbone.
Great video! I was wondering if you deal with any reverse flow combustion chambers? I'm having trouble wrapping my head around how an annular reverse flow combustor would look like
Have a look at a diagram for a PT6. There's lots out there. I even made a video about the flow of air in that engine. It's in one of my Questions Answered vids. Probably best to watch em all.
I've sometimes wondered this several times.. which part of a turbojet engine receives the reaction thrust that propels the aircraft attached to it? It can't be the combustor liner because as you said it is attached in such a manner to expand and contract freely. Could it be the combustor casing that (in part) takes thrust and transmits to the rest of the engine structure? Thanks again)
That is an excellent question. I wish you had received the answer because that got me thinking as well. I'm no jet engine expert but I did stay at a Holiday Inn Express once. My first thought is that the load, or reaction would be shared by each of the compressor and turbine fans. If you think of each fan being independent, like a plain old floor fan, the exhaust pressure would go one way, and the reaction force would go the other way. Maybe I'm all wrong but that's what I'd say. Each and every blade of compressor and turbine would be sharing the forward push of the engine.
Take a look at his video on Lube System might give you some insight, I believe three main ball-bearings hold the entire compressor-turbine assembly, which will transmit the force to the casing.
THRUST IS CREATED BY THE GASSES EXPANDING, THE EXHAUST GAS DOESNT REALY RELEASE ALL ITS BUILT UP ENGERGY TILL ITS LEAVING THROUGH THE TURBINES AND OUT INTO THE EXHAUST NOZZLE WHERE IT HAS A CHANCE TO FULLY EXPAND AND APPLY THRUST TO THE ENTIRE CASE OF THE ENGINE
Im not Jay but, yes. Just about everything is now an annular design. Prolly safe to say that the "can" design is not beeing used anymore in new designs. Some are quite small. The annular combustor in a PT6A is no larger than say, a medium sized pizza.
Since it is usually a question of what needs to be done and how long it will take, it's usually dependent on the amount of labor invovled. Several hundred to several thousand man-hours. Plus whatever parts are required.
The pressure outside the liner is greater then inside. *** This is important *** The burning of fuel with the air does not increase its pressure. The volume expands greatly, and the gases rush out the essentially open path through the turbine. *** these are not piston engines ***
Jay, a p&w engine on a 737 caught fire at Mancgester Airport UK in the 80s killing many on board due to smoke inhalation. Its was found tha a crack in the combustor can had been repaired by welding and was to blame. Would it of been the liner or the casing? I dont understand how a crack in the liner could cause the engine to catch fire as surely the casing would contain it?
The JT8-D engines have a can-annular design, but that does not matter. There is no way for combustion gases to enter the cabin, except for a fire in the nacelle severe enough to destroy the engine, and cause a break-up of the fuselage. Methinks some of your details of the scenario may be a wee bit off.
@@AgentJayZ Sorry i didnt explain properly, it was late when i was replying. The AAIB report said the no 9 combustor can ruptured and ejected a piece of material which blew a hole in the fuel tank. I dont understand how this can happen?
The pressure differential between the inside and the outside of the combustor liner is very small. Air does move, but I would estimate the Delta P as about 10 psi or so.
"So, the Enterprise has had its maiden voyage, has it? She is one well-endowed lady. I'd like to get my hands on her "ample nacelles," if you pardon the engineering parlance." - 17:40
Inconel (rather, the "family" of Inconel alloys) is mostly nickel and chromium, with other metals (like cobalt, molybdenum, etc.) added to create the final properties. Iron (the basis for steel) is 10% or less of the final composition, so Inconel is part of the nickel-based super alloys, rather than a steel. A Wiki search will turn up much more info.
OK so - you can tell I'm going way back trying to find my answer - but havent found it... Combustors - How many is enough? How many is not? I figure since you can't have a single combustor that goes all the way around - you put them about the axis. Redundancy? I guess some, huh? WHICH engine you know of has the fewest combustors on one engine??
