Turbine Engine Heat Damage 

@@bradenhuxley8922 spam...

I am 73 and also enjoy it

How much kw/ hp does this engine make brand new vs end of service life?

Hello squidgysailor, answering for myself: I don't know, but interesting question. I'd send that question to the pros.

I've seen a few overtemperature events, but only a very few, over the decades - but, yes, this gives me a flashback too.

Well they saved the entire compressor and combustor. Only the turbine section was a goner.

... that will not help...

They say Mars is the red planet, but this fine red dust accumulates in every industrial engine that comes to the shop, from all different parts of the world...

AgentJayZ as much air that flows through that thing I’m sure it picks up whatever floats in the atmosphere including volcanic dust or smoke from fires. Hard to say

The EGT harness was destroyed.

I do not know the history of this engine, but the scenario you describe has happened before...

I reviewed the vid, and I agree. Some folks might want to see in super close detail. I will try to keep that in mind as I make vids from now on...

LM2500 is a derivative of an old CF6. So. No rhenium here. Anyway turbine blade superalloys are expensive even without rhenium.

Also burner modes are mapped, sprint curves, acoustics etc.

It is a bleed air takeoff point. The piping is not leading to the stators, it is leading away from them.

@@AgentJayZ Thank you very much!

As it's a GE engine, it's unlikely to use an Inconel alloy for its turbine blades: GE has its own range of Rene superalloys.

It's a fabricated structure, made by joining formed pieces of stainless steel sheet... by welding. Some frames and cases are made by casting. Not this one.

The detailed metallurgy of the components of the engines I work on is beyond my knowledge base, so I don't have an answer for you.

You are probably thinking of alloys that used beryllium. Ni-Be-Ti alloys are very strong and heat/corrosion resistant, but beryllium is toxic in all forms and very expensive due to the extra precautions associated with handling it. Improvements in ceramic coatings have allowed it to be phased out of general use.

DAMN. That's insane. What incredible power. Who even manufactures these powerful disk balancing test motors.

My God...never mind Star Trek-the metallurgy, construction techniques and just the sheer forces involved with these engines are astounding.

They fit, and they function well. It's up to the engineers and their magic to come up with a combination of numbers and shapes of these little wings to do what needs to be done. They are hollow to provide a pathway for air to escape to a collection point on the outside of the cases. Bleed air is taken off at various stages of compression, depending on the pressure needed. The farther back along the compressor, the higher the pressure and temperature.

@@AgentJayZThanks for the explanation - I did wonder if they were for air bleed....I'm more used to see a circumferential slot in the casing wall feed an annulus where the air is drawn off.

I don't know the support and retention arrangement of the HP1 NGVs in the CF6/LM2500, but it does appear that the inner platform trailing edge of the NGVs has moved back into contact with the leading edge of the HPT1 blades, causing that undercut. However, what I can tell you is that the friction force generated as contact occurred, relative to the power available, would only imperceptibly slow the spool down, assuming the movement was relatively gradual, and the heat generated by friction would result in almost instantaneous melting, with the molten material immediately being carried away in the turbine gas flow. Even if the rearward movement of the NGVs was quite rapid, the braking effect would be very marginal: in fact, the molten interface would tend to act as a lubricant. I've seen a not dissimilar event, as a result of a location bearing failure, which allowed the HP turbine rotor disc and blades to move forward into contact with the HP NGVs and their root sealing features. It was estimated that this event happened in a matter of, at most, a hundred or two milliseconds. In addition to the blade leading edge being undercut in a similar manner, the debris being released eroded the root section on the 'suction' side of the leading edge. No-one understood this until I pointed out that the debris would have a lower axial velocity than the gas flow and that they should construct a velocity triangle for the debris, which would explain everything.

There are parts cleaning machines like that, but removing all of the blades to run them through such a cleaner might be more labor-intensive than just cleaning everything while it’s on the engine.

Turbine engines are not sent out to limp back into service. An overhaul returns the engine to as new function. When this engine is rebuilt, it will make the rated power for another overhaul interval. There is no one piece that is the decider on fixing the engine up. Every part is replaceable, but if too many of them a ruined, the repair will cost more than buying a replacement engine. In that case, the engine is described as Beyond Economical Repair.

@@AgentJayZ Thanks! I know that's the standard you get them back to, I just wondered if there was anything that made them not worth it. I think you showed us some extremely rare Orenda turbine blades a few years ago that would have been almost impossible to replace if the were damaged or lost.

Adulterated with what? Almost all modern ones do. Some of the old ones that don't are still flying.

Kinda a late reply, but generally jet engines only really care about how much energy is produced per unit of fuel, provided the fuel doesn't gunk anything up and the fuel delivery system is ok with it. It's not like a piston engine where the exact properties of how a fuel ignites and the speed of the gas expansion are closely monitored and controlled, if it burns well it burns well. I seriously doubt there is anything remotely practical you can add to jet fuel to make it perform better, the US military dumped a lot of money into trying to find something during the 50s and 60s and never found anything that worked, and I doubt anything new has been invented since that could work.

" I need information about" means everything, which is a lot of work. You'd better get at it. Whatever you are looking for, your chances of finding it depends upon your resourcefulness. Your request is so broad and so vague, it would require weeks of research. If you actually are interested, you will enjoy the journey.

​@@AgentJayZ Thank you very much for the reply. clear and frank.

The C30 has no axial stages in the compressor, just that big ol' centrifugal, and it's pretty tough. The turbine blades spin at over 50 thousand rpm, but they are very solid. The Dzus fastener has some steel in it, and it;s a bad thing for any turbine engine to eat. You probably but some deep gouges in the compressor, some dents and possibly some tears in the combustor liner, and maybe some impact marks on the turbine inlet guide vanes. The turbine blades would likely be undamaged. All those parts will be replaced, so it's going to be a bit pricey. If it was an industrial engine, it would be returned to service as is, most likely.

It's called Endura.

That tool is a lifter. It allows the removal or installation of the combustor without causing any damage.

The hotter you run, the more power you get. Maybe that plane had a time limited rating, like takeoff power, that the pilot could engage and eventually burn things in the engine.