As a former C-130 pilot, what makes this engine design so great for that aircraft is the fixed turbo shaft design that requires the engine to operate nearly wide open all the time. All the thrust is controlled by the complex Hamilton Standard prop gear reduction. So, unlike a turbojet or turbofan there is virtually no “spool up” time (lag) so when you need to add power, it’s there right now!! ( like a recip engine) Making the C-130 a great low level, formation, off field, slow flying “Bush” plane. Thanks for posting Jay Z! Juan.
DrunkHog it runs at the same rpm all the time. When you increase the load via the variable pitch prop, it gives the engineer more fuel to maintain speed, but it doesn’t “rev” up.
@ Interesting to note: My grandfather invented these jet engine fuel injection nozzles, which are used in virtually every jet engine made. He was the Vice President of Engineering for Delevan Manufacturing from the 50s through early 70s. I recall a story he told me once on how this whole complex development came to him in a dream one night. He literally woke up in a sweat, grabbed his notepad and pencil and scribbled out all these complex mathematical equations and the next morning, called a meeting at work and handed out hand drawn copies of his work to the rest of his engineering team and everyone is using their sliderules and chewing on their pipes and puffing their cigars and cigarettes and all were nodding, "this could work!" So they ordered a prototype made and put it through it's test phases and sure enough - the math was right! Upon retiring in the early 70s, Delevan gave my grandfather a plaque with that 1st prototype nozzle encased in acrylic and to this day, that hangs on my wall in my living room! Oh...and he never got rich! As he was under contract as an employee of Delavan, this was considered their intellectual property and he was ceremoniously given "$1.00 and valued consideration!" (plus one hell of an annual Christmas bonus which exceeded his annual income for several years.) Put this way - he wasn't hurting, lol. Just a little FYI story there!
Mike .R. I sincerely hope that your grandfather is still with us. And in the event he is not, I offer you my heartfelt condolences. I thank you for this amazing story of your grandfather and his invention. Whether divine or inspired, we are grateful for his knowledge and sacrifice. Without such an invention, the modern jet turbine engine would not exist. He and others like him, are the best of us, always striving to exceed the highest levels of intelligence. What a remarkable man. I know you are most proud of your lineage, as you should be. GR
@Mike.R I trust you and i trust the nature. I even believe that the inventions and discoveries are all very quietly timed and exposed to us humans, though that dosen't sound engineer like. I am a Civil Engineer devoted a life time to building Hydro Power Projects and experiencing the power of Nature - so respecting it a lot. I was looking at the sanitation workers suffering and from my experience in sludge, silt, sediment, mud handling i knew there is no relief in the mechanical world for them. And related to that, I have a story to share, a living story. I have applied for patenting JALODBUST - a system for removing fecal sludge from Septic tanks. I too was stuck and same way with nothing available that could work. One morning i woke up with a solution. around my idea i collected some engineering evidence in form of formulae and assumptions, I built it in a workshop and it worked. Now i have a company around it, yet bootstrapped but recently ASME has selected it as one of the 8 top Hardware inventions for social cause for the year. It is on my page at linkedIn.com/in/rakeshkasba
The arrangement of individual liners inside a common case is a transition design between the earliest designs in which there are separate combustor cans around the engine, as in the Orenda type 14 ( see videos ), and the latest designs in which a single annular liner is inside an annular case, as in the LM2500 or T58 ( see videos ). The arrangement in the T56 is called can-annular, and is characteristic of many great engines, like the J79, RR Avon, Spey and Olympus, the P&W J57, J75, and JT8D.
This is easily the most informative video on jet technology that I've had the pleasure to come across. Most videos miss huge details on the combustion chamber and the structure. I feel like an expert now.
The cruise missiles I know of use a small turbofan engine designed and made by a company called Williams International. There are several versions of the engine, and Williams also makes a variety of other small engines for missiles and drones. Since these engines are designed to be blown up after running for a few minutes or hours., they are never serviced or rebuilt. Williams developed an aircraft engine from its missile engine work, called the FJ44. It's used in the Cessna Citation.
I was associated with gas turbines for a portion of my engineering career. I worked at Ruston & Hornsby in England who developed the first successful industrial gas turbine the Ruston TA. This was under the leadership of Bob Fielden who learned the craft of gas turbine design working under Frank Whittle. While at Ruston I worked alongside a victim of the cancellation of the Avro Arrow or CF-105 which was infamously cancelled at short notice by the Canadian government. This guy had worked for Orenda who were developing the ultimate Arrow engine and were also victims of the cancellation. Later I worked for a civilian group responsible for preliminary ship design power systems for the Royal Canadian Navy. Our big project in the early 1960's was the Implementation of the first gas turbine powered warship of which DDH280 - HMCS Huron with two Pratt& Whitney engines providing low and high power functions was the first of its class. [ Imagine how I felt when I watched the movie on how Huron was deliberately sunk in a planned destruction exercise. Not a great way to go, but better I suppose than being sold for scrap ]. At the risk of going beyond what is a reasonable length for a comment I'd like add a few remarks about some of the main basic design problems in building gas turbines. The first is the choice of compressor of which there are two basic options - either centrifugal or axial [ the latter was illustrated in the piece ]. The least efficient is the centrifugal compressor but it's the easiest to build. During WW2. the Germans developed a Junkers engine which utilized an axial compressor. Unfortunately this was at a time when calculations were done by slide rule, and was accordingly slow and expansive, and at a time when test data was rather sparse. The early German jets were as a result prone to compressor problems [ alluded to in the piece by a brief reference to ' stall ' ] which caused the engines to flame out. The British adopted the easier to build centrifugal compressor which were not prone to stall. The second big problem in turbine design is getting the right metallurgy for the turbine bales. The hotter the gasses passing through the turbine, the greater will be the problem of ' creep ' - the degradation of the strength of the blades with usage. Thus the top allowable temperature that the blades can sustain is an ultimate limit on what power and performance is achievable. This is a limitation which is a permanent one - so metallurgy remains a final determinant in gas turbine design. As a final comment I confess to being thoroughly bewildered while still an engineering student by the intricacies of how to assemble even a simple single spool engine. This complexity was well illustrated in the video.
Thanks, I worked C-130s for a time as an Instrument Technician but never in my 20 years have I had this cc level of understanding of the inner workings of the T- 56. Thanks for your expertise with gas turbine engines.
Living under the CFB Trenton pattern, I have the daily joy of watching these turbines flying over in very tight formations of 4! Excellent explanation - Thanks!
Thank you so much for sharing! Your videos are incredibly interesting and insightful! Its a pleasure and a privilege to watch and learn. Also very inspiring!
One of my favorite jobs out of A&P school was working at a engine overhaul facility working on many different engines. Non flight engines were called ground pounders. Some were very large in diameter. Some were flight engines. Rolls-Royce and GE. Some of the engines that came in after inspection were hung up and beat while the damaged blades fell to the floor. Years later I did lots of hot section replacements on the PT6A-114.
Thanks. That means a lot! We sometimes, half-jokingly, ask ourselves how the airline pilots would feel about advancing those levers if they could see the turbine blades glowing orange, each spinning with ten tons of force on their mounting roots, just a couple of feet below an aluminum tank filled with ten thousand gallons of fuel. Yikes! Carry on as if normal...
Being a P-3C Orion Flight Engineer I can tell you the exact RPM. The engine produces 13820 RPM and the 2 stage Reduction Gear Box or RGB which reduces the ratio of torque and RPM to 13.54:1. The first stage reduces at a rate of 4.333:1 whereas the second stage is at a rate of 3.125:1. As per the probe on the 3 o'clock position of the air inlet guide scoop in known as the compressor inlet pressure probe which allows the fuel control to meter fuel appropriately due the amount of ram air supplied to the engine. AKA the CIP probe. There as well is a CIT probe which was not displayed in the video which utilizes air temperature to as well help meter fuel via the fuel control. I as well noticed that there were no thermocouples at the end of the combustion liner cans, the thermocouples (18 of them, 3 per can) send the signal to the TIT gauges in the flight station which display how hot the combustion section is burning at the end of the can. Our maximum allowed TIT for takeoff is 1077 degrees celsius. A little random fact as well is the turbine tangential stress are at an age to the heat expansion and contraction, if the struts weren't diagonal they would crack due to the expansion and contraction at the welds. SUCH A FASCINATING PEICE OF EQUIPMENT! (IBNFE, LOCAL 8251) :)
Thank you for posting all of these awesome videos! Being a motorhead, I ran into your channel from a UA-cam suggestion to watch a video with a turbine powered river boat. So afterwards, I checked out your channel to see what else you had posted. And I was really pleasantly surprised with all of the cool informational videos you have. I had a basic understanding of how jet engines work, but I didn't really understand how axial compressors work, the difference between axial and centrifugal compressors, anything about diffusors (which still doesn't makes sense to me based on PVNRT) or about multistage turbines. I have a lot more videos to go, but I learn awesome stuff with every video. Again, thank you very much!!!
Great class! I've seen these cutaways for years, but I now have a much greater appreciation for the subtleties of its design, especially the cooling aspects.
Thank you my friend! This is a well-needed course in how a jet engine works and shows a person how to build one. Lots of critical details are explained here in solid English with a Canadian touch; a masterpiece!
Good old T-56. Thanks for posting this. I worked on these for 6 years (AC-130U). By the way, reduction ratio is 13.54:1... 13,820 down to ~1020 RPM at the prop. Slow, but it's a big prop.
All your videos are just awesome. There is no other place to get a look inside a jet engine like this! Also your accent, voice tone and the way you deliver your sentences reminds me A LOT of Alex Lifeson (who as you must know is the guitarist from Rush- also from BC). I hope that comment isn't annoying to you! ;) I really enjoyed this video!
I worked up to manger of the my cell where we make stages 1-8 compressor A/foil. Here I’m at MB Aerospace here in the uk. Use to work on the stage 6 and 7 compressor line making these from billets. They weren’t even punch pressed first! The 7 and 8’s are so small! Not much bigger than your thumb nail the stage 8’s
Well, it's important to remember what the two different types of blades do. The compressor blades are designed to add energy to the airstream by accelerating it toward the combustor. The turbine blades are designed to take energy away from the airstream coming from the combustor. The turbine drives the compressor, so both are connected and turning the same direction. Compressor blades push air; turbine blades are pushed by air...
i really need to contact with you . Can you give me your email or anything else ???? if you don't want to share it in here for privacy issue you can also email me at abdullahasifnoman@gmail.com .
Hearing those blades rattling again as Agent spun the shaft was extremely moving and reminiscent! I worked for a company called Centrax based in Newton Abbot, UK and first built their gas turbine generator sets and then after a while went to work in their field service (customer service) unit and toured Europe repairing, removing, and installing the gen-sets. Halcyon days. Beautiful engine!
Thanks for the explanation. I always wondered how these beauties performed ? Now I that I know, I will try to find one of these to put in my Cessna. Will run at lower power levels though.
Loved this. I knew the basic principals already, but it really helped gel things to see how it all goes together. If you're running a shaft to tap output for some mechanical purpose, and you have a huge load, is it possible for the load to bog the turbine down, or does it just flameout? (My BotE figure suggests about 2100 ft-pounds torque, so I don't imagine that would be easy, anyway.)
The small manufacturing tolerances on jet engines are really something to admire. I wonder if there are maintenance issues on the blades (or on any other rotating parts) when a jet fighter is pulling heavy G's . Is it possible to get 'scratch marks' just from maneuvering?
Luis Pesante The exhaust can produce several hundred pounds of thrust on large turboprops, but this is a small percentage of the total output of the engine.
It's called an exhaust cone, because it specifically is not a nozzle. This is an industrial 501, not a T56, so the exhaust is ducted away, not used for thrust or power in any way. It may be sent through a heat exchanger to created steam, at the installation where it is used. In the T56 the exhaust gases are ejected through a rear nozzle that cause them to accelerate and provide a small amount of residual thrust. The 501 does not have such a nozzle. It has an entrance to an exhaust duct, which I have called a cone, because it is shaped like a section of a cone.
I would like to say a big thank you to mr agentjayZ for your videos...informative and inspiring...ive love engines of all types and understand there workings but today stumbling over your videos has answered questions ive been wanting answered for a while (i don't get much free time!!) keep recording what is an amazing feet of engineering and i look forward to more :-)
17:30 2,400 pounds per hour of fuel burned = 342 gallons per hour x $5 per gallon = $1,700 of fuel per hour per engine x 4 engines for the C130 = $6,800 OF FUEL BURNED PER HOUR. 2,300 mile range at 336mph at 20,000 feet = 6.8 hours x $6,800 = $46,240 OF FUEL BURNED IN A 6.8 HOUR FLIGHT. en.wikipedia.org/wiki/Lockheed_C-130_Hercules
I think the actual fuel costs is one of the least concerns in terms of how expensive it is to fly. The unit cost for T56 seems to be around 3 million USD (2014). Just imagine how much it costs to keep them in flying condition. Plus you have to have a plane in good shape attached to those engines!
+gatti 500 Have a look at my video "Jet Engine lube System". The bearings get to a couple hundred degrees F. Maybe more for the rear bearing, but it is heavily heat shielded and cooled.
The thing I didn't get is why they used only one oring on number four bearing scavenge tube, but the pressure line had two. I had a scavenge tube break it's only oring and caused a whole lot of smoke. After the line crew had explained all the relevant conditions I realized what had happened, told my supervisor what had happened and we didn't need to scavenge a ready for issue power plant. Just replace the oring. They made me break down a RFI unit anyway. When the line crew pulled the turbine I went over and pulled the broken oring and proved my point. They didn't like me much, I was rarely wrong. I knew that baby inside and out.
Really impressive video. Great editing, camera work, lighting, sound, clear explanations from someone very knowledgeable about the topic. Just outstanding. Thank you for making this.
Thanks heaps for making and posting your video. Probably the most informative, and helpful walk-through's of a turbine I've ever seen. Hope you can post more like this... I was impressed.
@AgentJayZ thanks for this video! This really illustrates where the different components I work with every day play a function inside the engine. Since we focus more on individual components we hardly get to see the big picture. I've been on a viewing binge with your videos for the last four days and I must admit they are addicting. lol
Wanted to say thanks for all your great videos. I have longed wanted to know more about jet engines, So i thank you for your time is explaining all this to us. .
Thank you so much for uploading this video,it answered a couple of questions i couldn't find the answer elsewhere.In fact,this might be the most informative video on UA-cam when it comes to Jet Engines technology and functioning,great video JayZ.
As a former C-130 pilot, what makes this engine design so great for that aircraft is the fixed turbo shaft design that requires the engine to operate nearly wide open all the time. All the thrust is controlled by the complex Hamilton Standard prop gear reduction. So, unlike a turbojet or turbofan there is virtually no “spool up” time (lag) so when you need to add power, it’s there right now!! ( like a recip engine) Making the C-130 a great low level, formation, off field, slow flying “Bush” plane. Thanks for posting Jay Z! Juan.
blancolirio Interesting. I guess that lag time can be a problem when low and slow. It must have been fun flying it.
Hi there! What does "engine nearly wide open all the time" mean, exactly?! I'd like to understand that. Thanks!
DrunkHog it runs at the same rpm all the time. When you increase the load via the variable pitch prop, it gives the engineer more fuel to maintain speed, but it doesn’t “rev” up.
@@lzrjck69 Thank you for clarifying that!
Blancolirio, your videos are awesome as well! I can't get enough Aviation information. Thank you, thank you, thank you!
@ Interesting to note: My grandfather invented these jet engine fuel injection nozzles, which are used in virtually every jet engine made. He was the Vice President of Engineering for Delevan Manufacturing from the 50s through early 70s. I recall a story he told me once on how this whole complex development came to him in a dream one night. He literally woke up in a sweat, grabbed his notepad and pencil and scribbled out all these complex mathematical equations and the next morning, called a meeting at work and handed out hand drawn copies of his work to the rest of his engineering team and everyone is using their sliderules and chewing on their pipes and puffing their cigars and cigarettes and all were nodding, "this could work!" So they ordered a prototype made and put it through it's test phases and sure enough - the math was right! Upon retiring in the early 70s, Delevan gave my grandfather a plaque with that 1st prototype nozzle encased in acrylic and to this day, that hangs on my wall in my living room! Oh...and he never got rich! As he was under contract as an employee of Delavan, this was considered their intellectual property and he was ceremoniously given "$1.00 and valued consideration!" (plus one hell of an annual Christmas bonus which exceeded his annual income for several years.) Put this way - he wasn't hurting, lol. Just a little FYI story there!
Mike .R.
I sincerely hope that your grandfather is still with us. And in the event he is not, I offer you my heartfelt condolences.
I thank you for this amazing story of your grandfather and his invention.
Whether divine or inspired, we are grateful for his knowledge and sacrifice.
Without such an invention, the modern jet turbine engine would not exist.
He and others like him, are the best of us, always striving to exceed the highest levels of intelligence.
What a remarkable man. I know you are most proud of your lineage, as you should be.
GR
@@honestspirit56 Thank you for the nice comment! Sadly, my Grandfather passed in 1996, but I am all the better man for having known him!
I love reading stories like this!
@Mike.R I trust you and i trust the nature. I even believe that the inventions and discoveries are all very quietly timed and exposed to us humans, though that dosen't sound engineer like. I am a Civil Engineer devoted a life time to building Hydro Power Projects and experiencing the power of Nature - so respecting it a lot. I was looking at the sanitation workers suffering and from my experience in sludge, silt, sediment, mud handling i knew there is no relief in the mechanical world for them.
And related to that, I have a story to share, a living story. I have applied for patenting JALODBUST - a system for removing fecal sludge from Septic tanks. I too was stuck and same way with nothing available that could work. One morning i woke up with a solution. around my idea i collected some engineering evidence in form of formulae and assumptions, I built it in a workshop and it worked. Now i have a company around it, yet bootstrapped but recently ASME has selected it as one of the 8 top Hardware inventions for social cause for the year. It is on my page at linkedIn.com/in/rakeshkasba
Wowwww.
The arrangement of individual liners inside a common case is a transition design between the earliest designs in which there are separate combustor cans around the engine, as in the Orenda type 14 ( see videos ), and the latest designs in which a single annular liner is inside an annular case, as in the LM2500 or T58 ( see videos ).
The arrangement in the T56 is called can-annular, and is characteristic of many great engines, like the J79, RR Avon, Spey and Olympus, the P&W J57, J75, and JT8D.
The best demonstration of how a turbine works I've seen.
Agreed. This is really terrific.
This is easily the most informative video on jet technology that I've had the pleasure to come across. Most videos miss huge details on the combustion chamber and the structure. I feel like an expert now.
He has a huge catalog of videos on you-tube, I don't work on engines but I feel like I learned a lot.
Why is the reduction gear necessary? In the turboprop. Do turbo fan engines have reduction gears?
It's if you want to run something at a lower rotational speed Alex. Propeller, pump, electrical generator, etc.
@@theflyingfool yeah but is the reduction gear neccasary, why is it neccasary, can the propeller have the same rpm as the turbine
@@alexcope8142 the propeller would be turning so fast it would literally stall.
I build PT6's and I enjoyed this video. So thank you for a cool watch!!
This is great. Felt like I was on a school field trip to the engine factory. Thanks for the lesson.
The cruise missiles I know of use a small turbofan engine designed and made by a company called Williams International.
There are several versions of the engine, and Williams also makes a variety of other small engines for missiles and drones.
Since these engines are designed to be blown up after running for a few minutes or hours., they are never serviced or rebuilt.
Williams developed an aircraft engine from its missile engine work, called the FJ44. It's used in the Cessna Citation.
I was associated with gas turbines for a portion of my engineering career. I worked at Ruston & Hornsby in England who developed the first successful industrial gas turbine the Ruston TA. This was under the leadership of Bob Fielden who learned the craft of gas turbine design working under Frank Whittle.
While at Ruston I worked alongside a victim of the cancellation of the Avro Arrow or CF-105 which was infamously cancelled at short notice by the Canadian government. This guy had worked for Orenda who were developing the ultimate Arrow engine and were also victims of the cancellation.
Later I worked for a civilian group responsible for preliminary ship design power systems for the Royal Canadian Navy. Our big project in the early 1960's was the Implementation of the first gas turbine powered warship of which DDH280 - HMCS Huron with two Pratt& Whitney engines providing low and high power functions was the first of its class. [ Imagine how I felt when I watched the movie on how Huron was deliberately sunk in a planned destruction exercise. Not a great way to go, but better I suppose than being sold for scrap ].
At the risk of going beyond what is a reasonable length for a comment I'd like add a few remarks about some of the main basic design problems in building gas turbines. The first is the choice of compressor of which there are two basic options - either centrifugal or axial [ the latter was illustrated in the piece ]. The least efficient is the centrifugal compressor but it's the easiest to build. During WW2. the Germans developed a Junkers engine which utilized an axial compressor. Unfortunately this was at a time when calculations were done by slide rule, and was accordingly slow and expansive, and at a time when test data was rather sparse. The early German jets were as a result prone to compressor problems [ alluded to in the piece by a brief reference to ' stall ' ] which caused the engines to flame out. The British adopted the easier to build centrifugal compressor which were not prone to stall.
The second big problem in turbine design is getting the right metallurgy for the turbine bales. The hotter the gasses passing through the turbine, the greater will be the problem of ' creep ' - the degradation of the strength of the blades with usage. Thus the top allowable temperature that the blades can sustain is an ultimate limit on what power and performance is achievable. This is a limitation which is a permanent one - so metallurgy remains a final determinant in gas turbine design.
As a final comment I confess to being thoroughly bewildered while still an engineering student by the intricacies of how to assemble even a simple single spool engine. This complexity was well illustrated in the video.
Thanks, I worked C-130s for a time as an Instrument Technician but never in my 20 years have I had this cc level of understanding of the inner workings of the T- 56. Thanks for your expertise with gas turbine engines.
This was a really great video. Thank you so much for taking the time. I learned so much.
Love your vids, really cool stuff. Thanks for taking the time and effort to make them!
thank you for displaying this. it was such a good education.
Agentjayz, Thanks for helping me to understand jet engines!
Absolutely love this hands-on, thoroughly informative video!
I agree, a great overview professionally done! You share a lot of insights on the subtleties of design. Thanks for sharing your work!
Living under the CFB Trenton pattern, I have the daily joy of watching these turbines flying over in very tight formations of 4! Excellent explanation - Thanks!
Fantastic video, explained so much about the workings of these engines that I've tried to figure out for so long! Keep up the great work
I love the clinking of the fins. Gets me every time.
Spent 17 years in a guard unit with 130,s. Best explanation I’ve ever seen on the Allison engine.
Thanks!
Really good description mate . Well done thanks
All respect! this channel is one of the best UA-cam technical channel.
Thank you, AgentJayZ.
That was a great video. We all appreciate you and your team's efforts.
Merry Christmas and Happy New Year, and Happy Holidays.
Thank you so much for sharing! Your videos are incredibly interesting and insightful! Its a pleasure and a privilege to watch and learn. Also very inspiring!
One of my favorite jobs out of A&P school was working at a engine overhaul facility working on many different engines. Non flight engines were called ground pounders. Some were very large in diameter. Some were flight engines. Rolls-Royce and GE. Some of the engines that came in after inspection were hung up and beat while the damaged blades fell to the floor. Years later I did lots of hot section replacements on the PT6A-114.
Very good explanation of each component.
This is an amzing video. I am never tired to see it! Thank you!
the cut away RR engine is an asset to the education of aviation the cut away view made the lecture more in depth and perfectly clear to understand
This is the best I have seen. and after teaching about this engine for several years I can honestly say it is very thoroughly presented. Thank you
100%. This is a spectacular job.
As a former F-14 pilot, I spooled up many a GE F-110. I never realized the level of operational detail of it until watching your vids. Thank you sir
Yeah I was wondering that myself, whether the actual pilots get to see the stuff that makes them fly everyday in this detail or not :P
A pilot knows his machine.
Wall Street lackeys on the other hand are on a very strict need to know basis.
+Peter Timowreef I knew plenty of details about the GE F-110, but not the fine-detail knowledge of a mechanic.
Thanks. That means a lot!
We sometimes, half-jokingly, ask ourselves how the airline pilots would feel about advancing those levers if they could see the turbine blades glowing orange, each spinning with ten tons of force on their mounting roots, just a couple of feet below an aluminum tank filled with ten thousand gallons of fuel.
Yikes!
Carry on as if normal...
boob Obviously one you're very jealous of.
Still living in your mom's basement?
Amazing technology, Jay. Thanks for the video.
Great video, thanks for taking the time to explain this turbine.
Being a P-3C Orion Flight Engineer I can tell you the exact RPM. The engine produces 13820 RPM and the 2 stage Reduction Gear Box or RGB which reduces the ratio of torque and RPM to 13.54:1. The first stage reduces at a rate of 4.333:1 whereas the second stage is at a rate of 3.125:1. As per the probe on the 3 o'clock position of the air inlet guide scoop in known as the compressor inlet pressure probe which allows the fuel control to meter fuel appropriately due the amount of ram air supplied to the engine. AKA the CIP probe. There as well is a CIT probe which was not displayed in the video which utilizes air temperature to as well help meter fuel via the fuel control. I as well noticed that there were no thermocouples at the end of the combustion liner cans, the thermocouples (18 of them, 3 per can) send the signal to the TIT gauges in the flight station which display how hot the combustion section is burning at the end of the can. Our maximum allowed TIT for takeoff is 1077 degrees celsius. A little random fact as well is the turbine tangential stress are at an age to the heat expansion and contraction, if the struts weren't diagonal they would crack due to the expansion and contraction at the welds. SUCH A FASCINATING PEICE OF EQUIPMENT! (IBNFE, LOCAL 8251) :)
Jesse Adkins Nice to hear from the voice of authority and experience. You're the dude with the dream job.
Thanks for the insight!
Jesse Adkins Well done. Mechs Rule!!
***** amen to that! :)
AgentJayZ This video was awesome! This job is amazing unfortunately the P-8 Poseidon is phasing us out :/
Jesse Adkins Come to Germany. ;) The German Navy is flying the P-3s for at least another 10 years.
Thank you for posting all of these awesome videos! Being a motorhead, I ran into your channel from a UA-cam suggestion to watch a video with a turbine powered river boat. So afterwards, I checked out your channel to see what else you had posted. And I was really pleasantly surprised with all of the cool informational videos you have. I had a basic understanding of how jet engines work, but I didn't really understand how axial compressors work, the difference between axial and centrifugal compressors, anything about diffusors (which still doesn't makes sense to me based on PVNRT) or about multistage turbines. I have a lot more videos to go, but I learn awesome stuff with every video. Again, thank you very much!!!
I really enjoyed the detailed breakdown of this engine as I have always wanted more detail of how they work. Thank you for sharing.
Great class! I've seen these cutaways for years, but I now have a much greater appreciation for the subtleties of its design, especially the cooling aspects.
This is sooo useful thank you very much!
Thank you my friend! This is a well-needed course in how a jet engine works and shows a person how to build one. Lots of critical details are explained here in solid English with a Canadian touch; a masterpiece!
Turbo prop.
Thank you, Sir. I've been looking for an explanation like that on these engines for years. That was outstanding.
Very interesting! Thanks for your clear and thorough explanation of the inner workings of turbine engine!
Good old T-56. Thanks for posting this. I worked on these for 6 years (AC-130U). By the way, reduction ratio is 13.54:1... 13,820 down to ~1020 RPM at the prop. Slow, but it's a big prop.
that mild spooky flex.. lol I like
Correct on the prop speed. The original RAF C-130's (H?) were that prop speed - Hamilton Standard 90 props?
Also TIT was 1010C on the H
Prop rpm on the -425 used by the c-2 was 1100 Ng was 14,380. TIT was operational limited to 1010 but we usually ran around 760-780.
On the RAF C-130K we could go to 1077° TIT
All your videos are just awesome. There is no other place to get a look inside a jet engine like this!
Also your accent, voice tone and the way you deliver your sentences reminds me A LOT of Alex Lifeson (who as you must know is the guitarist from Rush- also from BC). I hope that comment isn't annoying to you! ;)
I really enjoyed this video!
Great vid and a very good insight into how it all happens. Thanks!
You rock agent Jay z...keep it up..Thanks for wonderful videos..
We build the combustion chamber for Rolls Royce. Very cool to see it as it's utilized in the full engine. Great video! Thanks for posting.
+Kurt Fischback I'm really curious, what is it made from, what kind of alloy, coating, etc?
I worked up to manger of the my cell where we make stages 1-8 compressor A/foil. Here I’m at MB Aerospace here in the uk. Use to work on the stage 6 and 7 compressor line making these from billets. They weren’t even punch pressed first! The 7 and 8’s are so small! Not much bigger than your thumb nail the stage 8’s
Well, it's important to remember what the two different types of blades do.
The compressor blades are designed to add energy to the airstream by accelerating it toward the combustor.
The turbine blades are designed to take energy away from the airstream coming from the combustor.
The turbine drives the compressor, so both are connected and turning the same direction.
Compressor blades push air; turbine blades are pushed by air...
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You did contact me. Anything you don't want to discuss in public comments, I'm not interested in. Thank you.
Really interesting, with a lot of details which are important on end! thank you!
Very informative: thank you for making and posting.
Peace.
Hearing those blades rattling again as Agent spun the shaft was extremely moving and reminiscent! I worked for a company called Centrax based in Newton Abbot, UK and first built their gas turbine generator sets and then after a while went to work in their field service (customer service) unit and toured Europe repairing, removing, and installing the gen-sets. Halcyon days. Beautiful engine!
Thank you for your videos, it's really helpful to my future project. i quit understand a lot after watching them.
Excellent video, thanks Jay.
Awesome video! very educational, Thanks for posting it.
Great vid! Our Convair drivers used to say that the Allison used 2,000 Hp to turn the prop and 2,000 Hp to make the noise.
Well, a 4,500 Hp T56 actually uses 9,000 Hp to dive the compressor, which is noisy, so make of that what you will ...
You're almost right; T56 makes about 9500 total hp. 4000 gets to prop, 4000 to drive compressor, & 500 hp gets used by the accessories drive.
Thanks for the explanation. I always wondered how these beauties performed ? Now I that I know, I will try to find one of these to put in my Cessna. Will run at lower power levels though.
A thousand THANK YOU's for this very informative and fascinating video! My level of understanding just went up greatly.
This is EXCELLENT! Great video and something anyone can understand.
Loved this. I knew the basic principals already, but it really helped gel things to see how it all goes together.
If you're running a shaft to tap output for some mechanical purpose, and you have a huge load, is it possible for the load to bog the turbine down, or does it just flameout? (My BotE figure suggests about 2100 ft-pounds torque, so I don't imagine that would be easy, anyway.)
The small manufacturing tolerances on jet engines are really something to admire. I wonder if there are maintenance issues on the blades (or on any other rotating parts) when a jet fighter is pulling heavy G's . Is it possible to get 'scratch marks' just from maneuvering?
Excellent, excellent video! They are all good. Keep them coming.
Very nice tour !! Enjoyed it a lot !!
117,000 Lbs/ hour of air... I cant even begin to describe how awesome that is...
+Cody Smallwood And this is a small engine. Those monsters on a 777 "process" several tons of atmosphere per second.
If installed indoor at a power plant where will it get all that air from?
... the 250-plus I've already made aren't doing it for you?
I'm working on more...
Thank you so much for all incredible informations
Thank YOU very much for a very interesting tour
Does this turboprop exhaust produce any significant amount of thrust?
Luis Pesante The exhaust can produce several hundred pounds of thrust on large turboprops, but this is a small percentage of the total output of the engine.
It was said that for the E-2C the engines exhaust provided 10-15% of the thrust.
Nice walk around apart from calling the exhaust nozzle a "cone." :D
It's called an exhaust cone, because it specifically is not a nozzle. This is an industrial 501, not a T56, so the exhaust is ducted away, not used for thrust or power in any way. It may be sent through a heat exchanger to created steam, at the installation where it is used.
In the T56 the exhaust gases are ejected through a rear nozzle that cause them to accelerate and provide a small amount of residual thrust.
The 501 does not have such a nozzle. It has an entrance to an exhaust duct, which I have called a cone, because it is shaped like a section of a cone.
I would like to say a big thank you to mr agentjayZ for your videos...informative and inspiring...ive love engines of all types and understand there workings but today stumbling over your videos has answered questions ive been wanting answered for a while (i don't get much free time!!)
keep recording what is an amazing feet of engineering and i look forward to more :-)
Great video! Nice to see up close each stage and component. Thanks
This engine is used on the aircraft I work on lockeed Martin p3 Orion
The engine is 13820rpm, the reduction gear box drops it to 1020rpm its at gear ratio of 13.54:1
I was about to write this but thought I'd check the comments first. Although I believe the engine RPM is 13820.
Bobby Raw you
I will need a generator that runs at that speed 1020rpm to give me 50hz for power plant 4mw+
hay man you helped me get my powerplant love your videos thanks for all your time and effort !
Thanks for your enthusiastic and illustrative explanation.
Mind boggling how much horsepower turbojet engines make for their size.
Turboshaft?
I ran (3) 501 at a 12.5 MW Plant cogeneration very noisy 😆👍
Navy has A school for Gas Turbines I'm Steam Engineer Turbine endorsement US Navy ⚓
How many Hours do you run these engines for per day.
I need some of your expertise to setup a 4mw power plant with this engine UK.
Very descriptive and will explained video. Thoroughly appreciate it.
Excellent video with great explanations! I love how you detailed the airflow through the combustion chamber and flame cans. Thank you very much.
17:30 2,400 pounds per hour of fuel burned = 342 gallons per hour x $5 per gallon = $1,700 of fuel per hour per engine x 4 engines for the C130 = $6,800 OF FUEL BURNED PER HOUR. 2,300 mile range at 336mph at 20,000 feet = 6.8 hours x $6,800 = $46,240 OF FUEL BURNED IN A 6.8 HOUR FLIGHT. en.wikipedia.org/wiki/Lockheed_C-130_Hercules
I think the actual fuel costs is one of the least concerns in terms of how expensive it is to fly. The unit cost for T56 seems to be around 3 million USD (2014). Just imagine how much it costs to keep them in flying condition. Plus you have to have a plane in good shape attached to those engines!
So this will not be economical as a LNG gas power plant with this calculation.
how are the bearings lubricated and how hot do they get ?
+gatti 500 Have a look at my video "Jet Engine lube System". The bearings get to a couple hundred degrees F.
Maybe more for the rear bearing, but it is heavily heat shielded and cooled.
+AgentJayZ , cool , thanks !
Do carbon seals in the T-58-100 protect the bearings more from heat?
The thing I didn't get is why they used only one oring on number four bearing scavenge tube, but the pressure line had two. I had a scavenge tube break it's only oring and caused a whole lot of smoke. After the line crew had explained all the relevant conditions I realized what had happened, told my supervisor what had happened and we didn't need to scavenge a ready for issue power plant. Just replace the oring. They made me break down a RFI unit anyway. When the line crew pulled the turbine I went over and pulled the broken oring and proved my point. They didn't like me much, I was rarely wrong. I knew that baby inside and out.
The oil pump supplies them through passages and oil jets
JayZ , it is obvious that you put alot of time and effort into your very interesting and informative videos. I enjoy them alot and I thank you.
Amazing explanation glad to learn the basic of Aircraft engine ❤️
We learn more and real with you , thank you so much
Terrific, EDUCATIONAL videos. Love your style for keepin it real. Press on brudduh !!
Excellent description and cutaway. Thank you for your production.
Fantastic video mate. Many thanks from Australia.
Good work dude. Thank you for sharing this with us. I was lookinf for a video like this for a long time and yours is a nice explanation on the matter.
Thank you! Best demonstration I've ever seen.
Super explanation !!! Congratulations ! Best regards and keep the NICE JOB !
Great video. Very helpful. Thank you for making this!
Really impressive video. Great editing, camera work, lighting, sound, clear explanations from someone very knowledgeable about the topic. Just outstanding. Thank you for making this.
Thanks heaps for making and posting your video. Probably the most informative, and helpful walk-through's of a turbine I've ever seen. Hope you can post more like this... I was impressed.
Awesome video and explanation! Love this channel and by the way, this channel is GREATLY needed in the aircraft industry!!! 👍
Thanks from France. Excellent video and comments !!!!
@AgentJayZ thanks for this video! This really illustrates where the different components I work with every day play a function inside the engine. Since we focus more on individual components we hardly get to see the big picture. I've been on a viewing binge with your videos for the last four days and I must admit they are addicting. lol
Wanted to say thanks for all your great videos. I have longed wanted to know more about jet engines, So i thank you for your time is explaining all this to us. .
You do a great job explaining how this engine functions. Thank you. Very educational.
Such a beautiful piece of machinery
Thank you so much for uploading this video,it answered a couple of questions i couldn't find the answer elsewhere.In fact,this might be the most informative video on UA-cam when it comes to Jet Engines technology and functioning,great video JayZ.
absolutely brilliant description of the engine
Thank you so much. Your videos are very educative, with detailed explanation. Really appreciated.
Thanks for detailed & knowledgeable presentation.