I wish more people with cool professions did these sorts of videos! I love learning about everything I can, so videos like this are a beautiful thing, to me.
The thing is, we never have time. What people forget is, it is our job, it’s no different from everybody else’s, imagine what would happen if you got caught by your manager on your smartphone, we’re no different.
Don't get me wrong, I love the J47 and the J79, but this...this was really cool. There is something very special about the sound of this engine. I think I will watch this video again...
A-MA-ZING, I could listen to this for hours :) And thank you for showing us the spin-down as well. That clinging sound of the fan blades is a thing of beauty!
Hello again, JayZ, and thanks for the nostalgia trip - but then nostalgia isn't what it used to be. It brings back memories of my time at R-R IMD (1967-82) and (as I've told you before) designing the Oly 'C' LPT blade: that must have been in 1971, immediately after the bankruptcy. I had previously been working on the Marine RB211 project and that was cancelled, as a result, only to be resurrected a couple of years later as the Industrial RB211. For Tyler H's information, Bristol Aero Engines amalgamated with Armstrong Siddeley Motors in 1958, to form Bristol Siddeley Engines, which was taken over by Roll-Royce in 1966, so that, just as I finished my apprenticeship with BSE Coventry, the change of name was introduced, and I had to apply to join R-R. In another video, you've shown us the lacing wires (that's what we called them) in the LM1500 power turbine: they are, of course, for blade vibration damping. The original Ind Oly 17.5MW power turbine and the Marine Oly TM1/2/3 power turbine had lacing wires, 'inherited' from the ASM Sapphire 7 turbine. We then moved on to interlocking shrouds,with the first new design application at R-R IMD being in the Oly 'C' HP and LP turbines. On the subject of two-spool engines counter-rotating, the HP and LP spools of the Pegasus in the Harrier 'jump jet' do so, specifically to eliminate gyroscopic effects. The two spools of the EJ200 in the Typhoon contra-rotate and the HP spool in the latest marks of 3-spool Trent turbofan contra-rotates relative to the IP spool and the fan.
Thanks for the info. Please feel free to correct and educate us. You may be the most knowledgeable of my 26,500 subscribers... you are a subscriber, aren't you ?
AgentJayZ Hello again JayZ, Yes, the little box at the top shows 'subscribed'. Let me reassure you and compliment you: you're doing pretty well at educating your subscribers on the intricacies of the gas turbine.
AgentJayZ Hello again JayZ, The Canadian Lancaster is over here in the UK and flying with the BBMF Lanc at several air shows. It's a once in a lifetime opportunity to see the two together - and the Vulcan is appearing too. Yes, it's 200 series engines are running out of hours, but so is the airframe, I believe. Whether the UK CAA would accept an engine overhaul done by Maddex, I've no idea. I suspect it might be a question of trying to get hold of aero standard (B-prefix part number) parts, because I couldn't see bureaucracy accepting any industrial (BDA-prefix?) part numbers, even though they had to be every bit as reliable - if not more so. I indulged in another nostalgia trip and looked at the photos of the Oly 'C' on your websites, which reminded me that there was another bit of my work on the engine. The combustion chambers have the machined cooling rings 'borrowed' from the 593-3B Concorde prototype engines, before the annular vaporiser chamber was introduced for production. The interconnectors appear to have little air scoop features to feed the cooling ring holes immediately downstream of the interconnectors. This was introduced as an in-service mod as a result of local overheating and was my idea, based on a much more complex arrangement in the 593. How effective has it been over the years?
AgentJayZ Hi JayZ, I know the connection between the Olympus and what I'm going to tell you and your subscribers is courtesy of Avro, but yesterday (Saturday) I had the experience of seeing two Lancasters and hearing eight Merlins, as they flew overhead at low level. They were awesome.
That was thoroughly enjoyable, thank you. I actually just watched your Olympus series again recently and it really does look different now. And your footage clearly shows just how much gas that thing generates.
Awesome . Olympus is always a jaw dropper . lush sound , can only imagine the bass on startup lol , I imagine its a little like standing next to a funny car on launch
Much smaller intake Diameter than I would have thought. The shear (right term?) must have been huge: no wonder it was noisy. Fantastic video. I saw one of the pre production Concordes at Melbourne Airport and they were running the engines are for about half an hour. Most of the of the people around me commented on how noisy it was. That was 1975., the last and only time I saw one flying.
I remember the Concorde and its Rolls-Royce/Snecma Olympus 593s with afterburners. I can tell it was interesting to see the take-off from the side of the runway :o)
All I can say is "Magnificent!" What a great engine from Rolls Royce. I would love to work for them on the production side but I have an aversion to redundancy!
Would love to just have had a video of this with just the pure sounds from the front... no moving or cutting of the video or anything... just to hear that heavenly full spool...
Naked? I watched this in a 'gimp suit' complete with ball gag LOL. Seriously though, the Olympus has a sound all it's own and the core on those things is rock solid. No wonder bits of it would up as part of the power plant for the Concorde.
for some reason when i hear of a rolls royce jet engine, i image the intake fan blades to be made out of polished chrome and a golden casing. but tbh it's impressive how the company can go from making really luxurious cars to building highly efficient jet engines.
Rolls Royce aero engines and RR motor cars separated ways and became completely independent of each other decades ago. They have nothing in common but the name... strangely.
@@AgentJayZ Rolls Royce cars are now made in Germany by BMW. There was no way the UK government was going to allow The engine division to be sold off! In fact Rolls Royce now have serious in many US aero engine manufacturers,like Allison, and P&W.
Gods, I love the sound of an Olympus starting up and running. This is one of your best videos, Jay. I love the different shots you brought into this one.
As I watch in amazement...trying to imagine how far behind this engine the high speed air actually goes. I wondered...does running a power plant like this in a stationary position over stress its mounting points? Does it hurt itself by being prevented from moving as it would in an aircraft? Does this make any sense?
It puts the same force through its mounts as it would in an aircraft. Industrial mounts don't need to worry about weight, so they are far stronger, usually.
Hello JayZ, I'm glad I took the opportunity to see the two Lancs last week, as the Canadian Lanc is now grounded with an engine problem. However, I will still go to Bournemouth tomorrow for the Air festival and to see that other Avro classic, the Vulcan, and hear the unique sound its four Olympus engines. The Vulcan to the Sky Trust is asking for GBP200k of donations to ensure its airworthiness for next year's air show season, which will be its last, they say. After that, they will maintain XH558 in a serviceable condition and taxi it every so often: very sad, but probably inevitable. So, JayZ, it is highly unlikely that Maddex will be asked to overhaul any Olympus aero engines.
I don't know how many of your videos I've watched, but it's a lot. I absolutely loved this one, little bit of plant, lots of great angles on that beautiful engine, amazing sounds and a nice perspective on the environmental effects of a 30k+ hp air cannon. Do your ears pop when you open the door to the control room during a test?
It's a fixed displacement axial piston motor... very similar to a Parker F11-12. There are cutaways and diagrams of this motor on the interwebs if you search for that model.
@@AgentJayZ Thanks for the reply. I know it's like asking too much but i am trying to figure out what sort of starter power is required for engines this big for one of my projects. I see Parker F11 and F12 have many sub models also.If you can point to a closer one then it will be really helpful. Thanks though.
A few questions if I may. 1) After rebuilds or refurbs how many test runs do you guys do to determine whether the engine is ready for service? 2) How long do you generally run the engines for during such tests? 3) In situations where the engines are not under load (Power turbines) how are they tested differently since you are not running load? 4) Do you have any test stand rigging videos? (the before, during and after type, from nothing to on the stand, back to nothing, engine crated and ready to go. I know it sounds boring, and it takes time, but I think seeing some of the finer intricacies about assembly and rigging is actually interesting.)
- As many as we need to, no more - Usually about a half hour - Engines have an exhaust nozzle, gas generators don't, so we put one on. Your incorrect terminology led to the confusion. - The crew rigging the engine does not want me filming their activities. I have videos about our engine test stand.
You're missing a word or two there. Also, the Iroquois that is owned by S&S Turbines was obtained from a storage facility used by Bristol Aerospace. It was completely disassembled, and had been in storage since before the Olympus was developed. Hmmm. Good ideas have a way of surviving through inspiration.
I assume you all think jet noise is music to you ears, but do you think you risk hearing damage in your job? Like, does your head ring after a test is over?
Assume all that you want. Funny thing... I can't hear you... My earplugs work so well they block out all annoyances. Thank you for assuming it's even possible to be around such things without ear protection... It shows how little you actually know. I will proceed with the same amount of respect for your intelligence and judgement: STFU, and FTFO. Twice.
AgentJayZ I don't think this poster intended to be annoying, I think they were just asking if you felt likely to suffer from hearing damage. Myself, I am well aware of the danger of loud noise and I know that your ears would be obliterated by that dangerous noise. I notice you all wear ear protection. I would also like to say that I enjoy watching all of your videos and I would like to request more test vids if possible. I hope everything is ok. Stuart
sdavies45 Thank you for your gracious opinion regarding the intentions of another commenter. I don't agree with it. As far as your request, I record every engine test we do, and I've posted all of them. You want more ? Can't help you there...
I enjoy your videos and I always eagerly but patiently wait for the next test. If you post all of your engine tests, then that is all I was asking for, however I realise that yoiu are probably very busy in the shop. I could also be wrong about the intentions of the other commenter
They are suppose to do that. He has done many videos talking about this. You can search for his videos on Turbines or compressors to find out more. The blades are designed to have that "freedom of play" due to expansion from the heat.
AgentJayZ Yeah, I replied before watching the video. At first I thought they may have been referring to the starter, but then I saw, after I posted, the scene was of the intake showing the compressor blades.
Those Olympus engines are so quiet in flight, I've had XH-588 fly over my house once when I was out walking the dog! Awesome sight to see it come in over the hills and pass just over the trees. xD
Steve Lane I love the noise the Vulcan makes when it spools up to full power, nothing else sounds like it! Shape of the inlets? And after it has took off there is still no silence as all of the car alarms are now going off!
Hi Jay. What kind life do they have in 'generator/pump ' config? I have a fair amount of knowledge about engine life on wing, but the cycles are what kills them in aircraft. Also as a generator/ pump, are they run at a de rated figure or are they run at max continuous to get the most power?
Quick question about turbofans. whats the diameter of the fan in a turbo fan, also whats the diameter of the compressor inlet behind the fan? I tried to look up the numbers on the internet but no luck. I dont care which turbofan it is im just curious. Thanks.
Turbofans power the cruise missile, and the 777. Those are high bypass ratio. The f-14,15,16, 18, 22, and 35 use what are called low bypass ratio turbofans. Pick a diameter, and a bypass ratio, and use some basic geometry. The bypass ratio of a JT8-D is about 1:1. The bypass ratio of a GE 90 is about 8:1 I think the diameter of the GE 90 is about 110 inches. Work your arithmetic, and get your results. Also, if you google the word turbofan, there are many excellent illustrations that will show you the relationship between fan and core diameter. Cheers!
When they started the Concorde engines believe they had to run slowly or the shafts would oscillate before the engine had warmed up due to them being long and the engine not to being to temperature/ critical dimension!. Is this right and do you have to do the same thing for the generator version?
Run slowly? What does that mean? We've covered the issue of heat and cooling air. The two points on the rpm range where a turbine engine runs hottest is at the max power limit, and when it's idling. During startup it goes even hotter, and this is considered an allowable temp spike. Running the engine slower is harder on it, not easier. Also, the engine parts "warm up" in less than a minute, while the oil takes five or so... Also... Oscillate in what way? Axially... No Radially? That would imply the shafts are "loose" in the bearings until they expand to fit as they heat up. This is not so. The shafts also do not "whip", as they are not wet noodles, but immensely rigid, precisely machined, heavy pieces of high alloy steel, It appears to me that your source is lacking
Hi Agent J Kay. Regarding my previous comment on the Olympus 593 …quoting from Brian Trubshaws’ (Concorde Test pilot) book ‘Concorde - The Inside Story’......‘The first of these (problems) was the ‘propensity to break shafts’. This phenomenom was due to a temperature difference between top and bottom during cooling after engine shutdown. On engine restart the out of balance shaft could break. Consequently, a procedure known as ‘de-bowing’ was introduced for several years until an extra bearing was introduced ’. Obviously this doesn’t apply to your lovely Olympus, but it highlights an interesting stage in development. Keep making your videos! They are brilliant !!
What's a regular air starter? For aircraft, it's all about weight. A hydraulic starter can be powerful and inexpensive, but then it will be heavy. Air starters are powerful and lightweight, but are very expensive. For industrial gas generators based on aviation engines... aeroderivative as it is called, like this Olympus, sometimes it's easiest to just use the aircraft starting system... which in this case was a small, highly stressed hydraulic motor. So in this video, we have an industrial gas generator, based on the design of an aircraft engine, using the aircraft starting system, which is a small hydraulic motor that would be considered undersized by industrial hydraulic standards, and needs a lot of expensive maintenance. A true industrial hydraulic starter motor for this engine would be rock solid reliable, and weigh more then ten times as much. So, for this industrial powerplant, why not use that? Well, redesigning and re-engineering anything is very expensive.
@@AgentJayZ ah that makes sense. Also, my mistake for mixing the names up. I meant to type starting from a start cart rather then "regular air starter".
+BlockBusterBPL The industrial Olympus was based on an earlier design that was used to power the Vulcan bomber. The Concorde used a significantly up-rated later design called the 593.
It’s not a Rolls-Royce engine it was designed and built by Bristol Aero Engines as the Bristol B.E.10 Olympus. Rolls-Royce bought out Bristol but this engine dates back to 1946.
Both correct it is Rolls made item but the design of historical interest is indeed the original Type Bristol Siddeley Olympus early smaller type similar as those fitted to early smaller Vulcan B1 aircraft. They have a distinct almost air raid siren kind of harmonic whine. I love it. These vids are superb !
I'm an instructor for Fisher Controls. I couldn't help but notice the C1 Pressure Controller on the wall of the fuel shed. Do you use that to automatically control the fuel pressure? Working well, I hope...
Larry Tipton Yes. You'll have to ask Byron about the details, because he and Electron Bill designed and build the fuel shack. But I'm sure you know exactly how the thing works.
If this engine is meant to drive a generator, I'd expect its design was optimized to put as much power as possible into the turning shaft, rather than exhaust thrust? 9:44 Yet it still produces quite a lot of wind. Wow!
The problem with the Olympus is that it was initially designed as a turbojet for aircraft and was later used in marine and industrial applications so it not ideal.The equivalent offering from RR in that size and power bracket was the Conway which was a turbofan with very low bypass ratio.The Olympus has zero,it's got no bypass.
I think the Olympus eats 230lbs per second of air. Using that, you can definitely calculate the scfm of the compressor. How many cubic feet in a pound of air X how many seconds in a minute...
Propane! Jet A is the norm, but how is Propane? Is there any power output difference using Propane? I would imagine that the fuel nozzles are different and that the exhaust output is cleaner than when using Jet A.
Different fuel nozzles. Shown in my vids about fuel nozzles. Power is determined by heat. However you make that heat does not matter. Exhaust has no soot on propane or natural gas.
i have a question about rotors and stators, i noticed when the engine was spooling down that all the blades on the compressor rotors and stators are almost perfectly aligned, is this on purpose?
Although you may not realize it, there are a few ways to interpret your question. Yes I am being picky, because details are important here. There's no easy answer to your question, so I will include it in my Q37 vid.
allow me to clarify, what i meant was say on a hypothetical engine, you had 12 blades on the first two stages of the compressor rotors, the blades at the 12 o'clock position on first and second stage appear to be perfectly aligned. i don't know if that helps at all
Each stage of compression has a different number of blades, and that number will be different from the number of vanes. all of the rows of blades and vanes are purposely designed so they do not coincide in any sort of regular, repeating pattern. I discuss why this is so in my upcoming video, Q36, to be released worldwide in Friday, Aug 15th.
so they cut the fuel , the engine spools down and agentjayz want to film the compressorblades so they set the engine to full throttle so the stators are in the open position so he has a nice view on the ratling noisy shine nice compressor blades.
Ricy013 From idle, our engines take about 4 minutes to stop rotating after shutdown. Shutting it off from max power is possible, but stupid, as I explain in Q36, I think... maybe 35. It would then take another minute or so. The compressor takes a lot of power to turn, and without any, the engine loses rpm very quickly.
AgentJayZ could you make a soundfile of downspinning engine? Because a lot of people like the sound. And at www I don't found a nice and smooth start and spinout :)
Why is the CONCORD faster than the average planes of today? Is it because concord has bigger engines or is it the same engines just designed differently?
I guess the question is why? Does it go into service doing something? Surely as a serious power source they're pretty inefficient designs compared to modern ones?
1) question too vague 2) yes 3) the efficiency of this unit generating electricity depends mostly on the power turbine it drives and the generator connected to that. This is a gas generator, whose function is to turn fuel and air into large quantities of hot, pressurized gas to drive a power turbine. Newer gas generators are not really much more efficient at the job.
AgentJayZ Thanks. Your (3) answer is interesting, given the claims made by manufacturers. Siemens claim a few percent over their generations of device, which if the unit is large and run 24/7, percents of efficiency must translate into huge fuel savings. I guess these older units aren't run continuously necessarily. I'd be amazed if CAD hasn't lept efficiency ahead of these 1960s/70s designs.
How long does this motor take to spin down from fuel cut to 0RPM N1. For that matter does N1 or N2 come to a stop first? N2 is going faster but I imagine N1 has a lot more mass...
Good question ! You can hear Mike say near the end of this video, that they are looking for at least 3 min until the LP stops, and this engine far exceeds that. The HP will stop quicker, because it is driving the oil pumps, but then there is no way to see when it actually stops.
Those are the compressor blades clacking around. The blades aren't locked into their, 'Holder' very tightly, there's a bit of give. At the lower RPM's when they're not clacking around due to centrifugal force, you hear that.
if you overhaul an engine, what (important) parts should remain, in order to call it an overhauled engine rather than a new engine? Greetings from The Netherlands!
While the engine is running, no fuel goes out the door. It's all burned in the combustors, and the so only exhaust leaves the back of the engine, eventually making its way out the door. As an accountant, you are missing the point. You have seen a 25MW engine running at varying power levels for less than an hour. This engine in service will be running continuously at max output , for days, weeks, months, even years at a time. It burns natural gas normally, and here it is using propane, heated to a vaporous form. The fuel consumption at full power is roughly 30 gallons per minute of liquid propane, so that's about 1800 gal per hour. ...so for a test run, the fuel consumption is but a fly speck, insignificant compared to lifetime use.
@@AgentJayZ Thank you for the tuition. I just thought Concorde and incorrectly thought mega bucks in jet fuel. Now we see how important domain knowledge is.
why the generator? Is the test stand building not hooked up to the grid? or do you use it because you dont want to lose control of the engine's controls and sensors if there is a power failure?
great video. Are there some implications with a reconditioned engine (shorter oil change interval, dont run such high rpm for the first 100 hours etc)? For example, with a reconditioned car engine the engine has to be run in again and a shorter oil change interval
to avoid someone passing behind the engin while running with all the fast gases behind. i suggest you attach a red ribbon (or long strip of cloth).. that would extend along with air moving out. it will be a visible indicator not to pass behind.
The power takeoff shaft ( that's not what it's called ) is attached to the power turbine, which is attached to the exhaust gases.... maybe you should just watch my series on power turbines...
I have seen a gas turbine engine larger and more powerful than this (LM6000) used for generating electricity at an installation that was quiet enough to hear birds chirping right next to the building. Both the inlet and exhaust silencers looked like 5-storey office buildings.
I know you allways keep a safe distance from the intake of a running engine, but I'm curious about the nature of the beast. Can you ever feel the sucking of the engine without getting too close, or is nothing, then nothing, then nothing, then you're suddenly just sucked in if you would, hypothetically, walk too close? Btw, what's the safety distance?
AgentJayZ I'm curious about the safe distance behind the engine looking at that torn up ground. I still find it impossible to visualize how much energy is in the air leaving the engine.
Coolkeys2009 The safe distance behind an Olympus at full power at our test cell is outside the known universe. Nobody has even thought about trying it. At 100m, the air won't knock you over, but the gravel will be hitting you like bullets. Enough to penetrate your body and hurt you seriously? Nobody has bothered to find out.
This is an industrial, ground running powerplant. It's closest aircraft equivalent was used in the Vulcan bomber. A much-revised and upgraded Olympus powered Concorde.
@@skeletron4748 Both the Concorde and Vulcan had Olympus series engines. However, what sets the Concorde apart from the Vulcan is that it had afterburners.
I wish more people with cool professions did these sorts of videos! I love learning about everything I can, so videos like this are a beautiful thing, to me.
GentlemanGames exactly. I can’t stop watching these. Very cool and interesting.
The thing is, we never have time. What people forget is, it is our job, it’s no different from everybody else’s, imagine what would happen if you got caught by your manager on your smartphone, we’re no different.
Fantastic!, that is an amazing engine!. even before combustion starts the noise is just incredible!
The only thing better than watching an Olympus being put through its paces,is four of them at take off in the Vulcan!
The Fred Dibnah of the jet era. Love it, such running in the blood enthusiasm for engineering. Respect.
I've seen the Vulcan Bomber a few times, beautiful aircraft and the howl is awesome
The sheer volume of air, so impressive!
5:10 Yow! Brave cameraman, getting that close to the intake when that thing is running!
That was the most beautiful engine start I've ever heard.
Don't get me wrong, I love the J47 and the J79, but this...this was really cool. There is something very special about the sound of this engine. I think I will watch this video again...
A-MA-ZING, I could listen to this for hours :)
And thank you for showing us the spin-down as well.
That clinging sound of the fan blades is a thing of beauty!
What a RUSH just from watching the movie. You guys have the coolest job ever!
Wow! what a monster! The turbine engine is such a work of art.
Hello again, JayZ, and thanks for the nostalgia trip - but then nostalgia isn't what it used to be. It brings back memories of my time at R-R IMD (1967-82) and (as I've told you before) designing the Oly 'C' LPT blade: that must have been in 1971, immediately after the bankruptcy. I had previously been working on the Marine RB211 project and that was cancelled, as a result, only to be resurrected a couple of years later as the Industrial RB211.
For Tyler H's information, Bristol Aero Engines amalgamated with Armstrong Siddeley Motors in 1958, to form Bristol Siddeley Engines, which was taken over by Roll-Royce in 1966, so that, just as I finished my apprenticeship with BSE Coventry, the change of name was introduced, and I had to apply to join R-R.
In another video, you've shown us the lacing wires (that's what we called them) in the LM1500 power turbine: they are, of course, for blade vibration damping. The original Ind Oly 17.5MW power turbine and the Marine Oly TM1/2/3 power turbine had lacing wires, 'inherited' from the ASM Sapphire 7 turbine. We then moved on to interlocking shrouds,with the first new design application at R-R IMD being in the Oly 'C' HP and LP turbines.
On the subject of two-spool engines counter-rotating, the HP and LP spools of the Pegasus in the Harrier 'jump jet' do so, specifically to eliminate gyroscopic effects. The two spools of the EJ200 in the Typhoon contra-rotate and the HP spool in the latest marks of 3-spool Trent turbofan contra-rotates relative to the IP spool and the fan.
Thanks for the info. Please feel free to correct and educate us. You may be the most knowledgeable of my 26,500 subscribers... you are a subscriber, aren't you ?
AgentJayZ Hello again JayZ, Yes, the little box at the top shows 'subscribed'. Let me reassure you and compliment you: you're doing pretty well at educating your subscribers on the intricacies of the gas turbine.
AgentJayZ Hello again JayZ, The Canadian Lancaster is over here in the UK and flying with the BBMF Lanc at several air shows. It's a once in a lifetime opportunity to see the two together - and the Vulcan is appearing too. Yes, it's 200 series engines are running out of hours, but so is the airframe, I believe. Whether the UK CAA would accept an engine overhaul done by Maddex, I've no idea. I suspect it might be a question of trying to get hold of aero standard (B-prefix part number) parts, because I couldn't see bureaucracy accepting any industrial (BDA-prefix?) part numbers, even though they had to be every bit as reliable - if not more so.
I indulged in another nostalgia trip and looked at the photos of the Oly 'C' on your websites, which reminded me that there was another bit of my work on the engine. The combustion chambers have the machined cooling rings 'borrowed' from the 593-3B Concorde prototype engines, before the annular vaporiser chamber was introduced for production. The interconnectors appear to have little air scoop features to feed the cooling ring holes immediately downstream of the interconnectors. This was introduced as an in-service mod as a result of local overheating and was my idea, based on a much more complex arrangement in the 593. How effective has it been over the years?
AgentJayZ Hi JayZ, I know the connection between the Olympus and what I'm going to tell you and your subscribers is courtesy of Avro, but yesterday (Saturday) I had the experience of seeing two Lancasters and hearing eight Merlins, as they flew overhead at low level. They were awesome.
@@grahamj9101 you're awesome!
That was thoroughly enjoyable, thank you. I actually just watched your Olympus series again recently and it really does look different now. And your footage clearly shows just how much gas that thing generates.
The most beautiful engine that I have seen and listened; It is song for My ears :)
That's the most beautiful startup I've ever heard
Awesome . Olympus is always a jaw dropper . lush sound , can only imagine the bass on startup lol , I imagine its a little like standing next to a funny car on launch
Amazing! They were in the avro vulcan & concorde, love the yanks for keeping history alive.
We are located a little north of where you think there, bub.
Much smaller intake Diameter than I would have thought. The shear (right term?) must have been huge: no wonder it was noisy. Fantastic video. I saw one of the pre production Concordes at Melbourne Airport and they were running the engines are for about half an hour. Most of the of the people around me commented on how noisy it was. That was 1975., the last and only time I saw one flying.
No start cart, just a Start cat.
Clever!
TrainedWarrior PC NJ to m
y
I love the noise it makes when it spools up!
Great video! Loved it, screaming sound, blowing rocks and all!
I never watch these things naked. I *swear* :D
I remember the Concorde and its Rolls-Royce/Snecma Olympus 593s with afterburners. I can tell it was interesting to see the take-off from the side of the runway :o)
Hear/notice/learn something new every time! Nice revisit of the ol' Britt!! Thanks again.
DD
Like that old Depeche Mode tune - Everything counts in large amounts.
Thank you for your selfless teaching
oh man that sound! ive seen a couple of similar model turbines in peaking stations around the country, just not the same as an olympus
You do fantastic videos
I been learning a lot of stuff and interesting
Australia
All I can say is "Magnificent!" What a great engine from Rolls Royce. I would love to work for them on the production side but I have an aversion to redundancy!
Would love to just have had a video of this with just the pure sounds from the front... no moving or cutting of the video or anything... just to hear that heavenly full spool...
Me too. Start up to shut down from the front- no cuts :)
4:04 i love that sound.. :D
music to my ears
It is too mouch
I just watched an old video where the start cart spat fire when it started, that thing looked prehistoric
I could be laying in bed with my wife, but I wasn't tired so I am binge watching these videos
Great job on the engine fellas.
Naked? I watched this in a 'gimp suit' complete with ball gag LOL. Seriously though, the Olympus has a sound all it's own and the core on those things is rock solid. No wonder bits of it would up as part of the power plant for the Concorde.
Saw a video of a tornado blowing grass just like that...serious stuff!
for some reason when i hear of a rolls royce jet engine, i image the intake fan blades to be made out of polished chrome and a golden casing.
but tbh it's impressive how the company can go from making really luxurious cars to building highly efficient jet engines.
Rolls Royce aero engines and RR motor cars separated ways and became completely independent of each other decades ago. They have nothing in common but the name... strangely.
@@AgentJayZ Rolls Royce cars are now made in Germany by BMW. There was no way the UK government was going to allow The engine division to be sold off! In fact Rolls Royce now have serious in many US aero engine manufacturers,like Allison, and P&W.
@5:00 i can realy hear Thunderbird 2 engine sound in here from classic series.
Thunderbird 2 was my favourite when I was a wide eyed kid sitting too close to the TV.
@@AgentJayZ For me to... But i'm 44 and still a kid that is to close to the TV when i see her.
Its beauty jet engine. I like it!
Gods, I love the sound of an Olympus starting up and running. This is one of your best videos, Jay. I love the different shots you brought into this one.
I was wondering how reliably supplied gaseous propane in large quantities. Now I know.
A magnificent beast!
Insane spoolup sound
As I watch in amazement...trying to imagine how far behind this engine the high speed air actually goes. I wondered...does running a power plant like this in a stationary position over stress its mounting points? Does it hurt itself by being prevented from moving as it would in an aircraft? Does this make any sense?
It puts the same force through its mounts as it would in an aircraft. Industrial mounts don't need to worry about weight, so they are far stronger, usually.
AgentJayZ
Excellent... Thank you...Seemed a good question, no ?
how much does one of these engines cost?
Hello JayZ, I'm glad I took the opportunity to see the two Lancs last week, as the Canadian Lanc is now grounded with an engine problem. However, I will still go to Bournemouth tomorrow for the Air festival and to see that other Avro classic, the Vulcan, and hear the unique sound its four Olympus engines. The Vulcan to the Sky Trust is asking for GBP200k of donations to ensure its airworthiness for next year's air show season, which will be its last, they say. After that, they will maintain XH558 in a serviceable condition and taxi it every so often: very sad, but probably inevitable. So, JayZ, it is highly unlikely that Maddex will be asked to overhaul any Olympus aero engines.
That engine is like the rolls royce of turbine engines!
Okay okay, 5 bucks into the bad pun piggy bank...
I don't know how many of your videos I've watched, but it's a lot. I absolutely loved this one, little bit of plant, lots of great angles on that beautiful engine, amazing sounds and a nice perspective on the environmental effects of a 30k+ hp air cannon.
Do your ears pop when you open the door to the control room during a test?
Ear protection is worn everywhere in the test cell, even in the control room, for that very reason
Can you tell us more about the hydraulic starter motor, please.
It's a fixed displacement axial piston motor... very similar to a Parker F11-12. There are cutaways and diagrams of this motor on the interwebs if you search for that model.
@@AgentJayZ Thanks for the reply. I know it's like asking too much but i am trying to figure out what sort of starter power is required for engines this big for one of my projects. I see Parker F11 and F12 have many sub models also.If you can point to a closer one then it will be really helpful. Thanks though.
A few questions if I may.
1) After rebuilds or refurbs how many test runs do you guys do to determine whether the engine is ready for service?
2) How long do you generally run the engines for during such tests?
3) In situations where the engines are not under load (Power turbines) how are they tested differently since you are not running load?
4) Do you have any test stand rigging videos? (the before, during and after type, from nothing to on the stand, back to nothing, engine crated and ready to go. I know it sounds boring, and it takes time, but I think seeing some of the finer intricacies about assembly and rigging is actually interesting.)
- As many as we need to, no more
- Usually about a half hour
- Engines have an exhaust nozzle, gas generators don't, so we put one on. Your incorrect terminology led to the confusion.
- The crew rigging the engine does not want me filming their activities. I have videos about our engine test stand.
Oh, we need to full spool up!!!!
Did you see any design similarities to the Iroquois that as you know the "Avro Arrow"
You're missing a word or two there.
Also, the Iroquois that is owned by S&S Turbines was obtained from a storage facility used by Bristol Aerospace. It was completely disassembled, and had been in storage since before the Olympus was developed.
Hmmm.
Good ideas have a way of surviving through inspiration.
I assume you all think jet noise is music to you ears, but do you think you risk hearing damage in your job? Like, does your head ring after a test is over?
Assume all that you want.
Funny thing... I can't hear you... My earplugs work so well they block out all annoyances. Thank you for assuming it's even possible to be around such things without ear protection... It shows how little you actually know.
I will proceed with the same amount of respect for your intelligence and judgement:
STFU, and FTFO.
Twice.
AgentJayZ
I don't think this poster intended to be annoying, I think they were just asking if you felt likely to suffer from hearing damage. Myself, I am well aware of the danger of loud noise and I know that your ears would be obliterated by that dangerous noise. I notice you all wear ear protection. I would also like to say that I enjoy watching all of your videos and I would like to request more test vids if possible. I hope everything is ok. Stuart
sdavies45 Thank you for your gracious opinion regarding the intentions of another commenter. I don't agree with it.
As far as your request, I record every engine test we do, and I've posted all of them. You want more ?
Can't help you there...
I enjoy your videos and I always eagerly but patiently wait for the next test. If you post all of your engine tests, then that is all I was asking for, however I realise that yoiu are probably very busy in the shop. I could also be wrong about the intentions of the other commenter
What are the ticking noises the turbine blades are making at the end?
They are suppose to do that. He has done many videos talking about this. You can search for his videos on Turbines or compressors to find out more. The blades are designed to have that "freedom of play" due to expansion from the heat.
Those are compressor blades... and they are not "the same thing".
AgentJayZ Yeah, I replied before watching the video. At first I thought they may have been referring to the starter, but then I saw, after I posted, the scene was of the intake showing the compressor blades.
Alfredo Pacheco Jr No worries; I was talking to Unicus.
so, how much LP does it consume on a run like this? I know the liquid fueled engines burn 20 gallons a min at full power (or close to that)
Subwoofer users are in for a ride when it starts! :D
Would you guys do a discount on overhauling the engines on that Vulcan when they run out of hours? Quite soon too IIRC. :)
Those Olympus engines are so quiet in flight, I've had XH-588 fly over my house once when I was out walking the dog! Awesome sight to see it come in over the hills and pass just over the trees. xD
Steve Lane
I love the noise the Vulcan makes when it spools up to full power, nothing else sounds like it! Shape of the inlets? And after it has took off there is still no silence as all of the car alarms are now going off!
The owners need to contact Maddex Turbine Services to work out a plan.
I want if that's the same engine they use on the Concorde it just looks like a supersonic jet jet engine
The engines in the Vulcan over here are near the end of their hours,what would be involved (If it's at all feasable) to zero hour them?
Hi Jay.
What kind life do they have in 'generator/pump ' config? I have a fair amount of knowledge about engine life on wing, but the cycles are what kills them in aircraft. Also as a generator/ pump, are they run at a de rated figure or are they run at max continuous to get the most power?
My only question is; what for an why does this test rig/stand exist? Why are you restoring/rebuilding these amazing engines? Static generators?!
Quick question about turbofans. whats the diameter of the fan in a turbo fan, also whats the diameter of the compressor inlet behind the fan? I tried to look up the numbers on the internet but no luck. I dont care which turbofan it is im just curious. Thanks.
Turbofans power the cruise missile, and the 777. Those are high bypass ratio. The f-14,15,16, 18, 22, and 35 use what are called low bypass ratio turbofans.
Pick a diameter, and a bypass ratio, and use some basic geometry.
The bypass ratio of a JT8-D is about 1:1. The bypass ratio of a GE 90 is about 8:1
I think the diameter of the GE 90 is about 110 inches.
Work your arithmetic, and get your results.
Also, if you google the word turbofan, there are many excellent illustrations that will show you the relationship between fan and core diameter.
Cheers!
When they started the Concorde engines believe they had to run slowly or the shafts would oscillate before the engine had warmed up due to them being long and the engine not to being to temperature/ critical dimension!. Is this right and do you have to do the same thing for the generator version?
Run slowly?
What does that mean?
We've covered the issue of heat and cooling air.
The two points on the rpm range where a turbine engine runs hottest is at the max power limit, and when it's idling.
During startup it goes even hotter, and this is considered an allowable temp spike.
Running the engine slower is harder on it, not easier.
Also, the engine parts "warm up" in less than a minute, while the oil takes five or so...
Also... Oscillate in what way?
Axially... No
Radially? That would imply the shafts are "loose" in the bearings until they expand to fit as they heat up.
This is not so.
The shafts also do not "whip", as they are not wet noodles, but immensely rigid, precisely machined, heavy pieces of high alloy steel,
It appears to me that your source is lacking
AgentJayZ Doooerr ! I shall have to get my Concorde book out. Thanks for your reply. Am enjoying your strip down of the AI 25. DD
Deezil Dave
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Hi Agent J Kay.
Regarding my previous comment on the Olympus 593 …quoting from Brian Trubshaws’ (Concorde Test pilot) book ‘Concorde - The Inside Story’......‘The first of these (problems) was the ‘propensity to break shafts’. This phenomenom was due to a temperature difference between top and bottom during cooling after engine shutdown. On engine restart the out of balance shaft could break. Consequently, a procedure known as ‘de-bowing’ was introduced for several years until an extra bearing was introduced ’.
Obviously this doesn’t apply to your lovely Olympus,
but it highlights an interesting stage in development. Keep making your videos! They are brilliant !!
AgentJayZ Think Google has Mullered my reply a bit see my read more below
In terms of time starting up before fuel is introduced, are hydraulic starters quicker then regular air starters?
What's a regular air starter?
For aircraft, it's all about weight.
A hydraulic starter can be powerful and inexpensive, but then it will be heavy.
Air starters are powerful and lightweight, but are very expensive.
For industrial gas generators based on aviation engines... aeroderivative as it is called, like this Olympus, sometimes it's easiest to just use the aircraft starting system... which in this case was a small, highly stressed hydraulic motor.
So in this video, we have an industrial gas generator, based on the design of an aircraft engine, using the aircraft starting system, which is a small hydraulic motor that would be considered undersized by industrial hydraulic standards, and needs a lot of expensive maintenance.
A true industrial hydraulic starter motor for this engine would be rock solid reliable, and weigh more then ten times as much.
So, for this industrial powerplant, why not use that? Well, redesigning and re-engineering anything is very expensive.
@@AgentJayZ ah that makes sense. Also, my mistake for mixing the names up. I meant to type starting from a start cart rather then "regular air starter".
one of the first videos also was olympus,so a full circle
Time is not a circle, but an imaginary line. We can't go back there... unless we happened to record it and post the video on UA-cam !
Safwentay by watching this video... you did. It was filmed yesterday.
I think this one was in the concorde.
+BlockBusterBPL The industrial Olympus was based on an earlier design that was used to power the Vulcan bomber. The Concorde used a significantly up-rated later design called the 593.
It’s not a Rolls-Royce engine it was designed and built by Bristol Aero Engines as the Bristol B.E.10 Olympus. Rolls-Royce bought out Bristol but this engine dates back to 1946.
+Gavin Sharp
It has a data plate that says Rolls Royce Olympus...
What should I call it?
Both correct it is Rolls made item but the design of historical interest is indeed the original Type Bristol Siddeley Olympus early smaller type similar as those fitted to early smaller Vulcan B1 aircraft. They have a distinct almost air raid siren kind of harmonic whine. I love it. These vids are superb !
I'm an instructor for Fisher Controls. I couldn't help but notice the C1 Pressure Controller on the wall of the fuel shed. Do you use that to automatically control the fuel pressure? Working well, I hope...
Larry Tipton Yes. You'll have to ask Byron about the details, because he and Electron Bill designed and build the fuel shack. But I'm sure you know exactly how the thing works.
If this engine is meant to drive a generator, I'd expect its design was optimized to put as much power as possible into the turning shaft, rather than exhaust thrust? 9:44 Yet it still produces quite a lot of wind. Wow!
The problem with the Olympus is that it was initially designed as a turbojet for aircraft and was later used in marine and industrial applications so it not ideal.The equivalent offering from RR in that size and power bracket was the Conway which was a turbofan with very low bypass ratio.The Olympus has zero,it's got no bypass.
is it even possible to measure how many cubic feet of minute that things pulling in and out
I think the Olympus eats 230lbs per second of air. Using that, you can definitely calculate the scfm of the compressor.
How many cubic feet in a pound of air X how many seconds in a minute...
I noticed one of the guys on site had a KC Royals hat on! Any connections to KC. Thanks for the videos from Kansas by the way. Go Royals
Propane! Jet A is the norm, but how is Propane? Is there any power output difference using Propane? I would imagine that the fuel nozzles are different and that the exhaust output is cleaner than when using Jet A.
Different fuel nozzles. Shown in my vids about fuel nozzles.
Power is determined by heat. However you make that heat does not matter.
Exhaust has no soot on propane or natural gas.
Could you show where aircraft engines are connected to the aircraft frame, and what type these connections are? Thanks, love your videos!
i have a question about rotors and stators,
i noticed when the engine was spooling down that all the blades on the compressor rotors and stators are almost perfectly aligned, is this on purpose?
Although you may not realize it, there are a few ways to interpret your question. Yes I am being picky, because details are important here.
There's no easy answer to your question, so I will include it in my Q37 vid.
allow me to clarify, what i meant was say on a hypothetical engine, you had 12 blades on the first two stages of the compressor rotors, the blades at the 12 o'clock position on first and second stage appear to be perfectly aligned.
i don't know if that helps at all
Each stage of compression has a different number of blades, and that number will be different from the number of vanes. all of the rows of blades and vanes are purposely designed so they do not coincide in any sort of regular, repeating pattern. I discuss why this is so in my upcoming video, Q36, to be released worldwide in Friday, Aug 15th.
thank you for the reply, i look forward to your new video
so they cut the fuel , the engine spools down and agentjayz want to film the compressorblades so they set the engine to full throttle so the stators are in the open position so he has a nice view on the ratling noisy shine nice compressor blades.
i have loved all of them
if you speed up the engine on max. an then shut it down. How long does the rotors inside need to stand completely sill?
Ricy013 From idle, our engines take about 4 minutes to stop rotating after shutdown. Shutting it off from max power is possible, but stupid, as I explain in Q36, I think... maybe 35.
It would then take another minute or so. The compressor takes a lot of power to turn, and without any, the engine loses rpm very quickly.
AgentJayZ could you make a soundfile of downspinning engine? Because a lot of people like the sound. And at www I don't found a nice and smooth start and spinout :)
I think I've already posted a video like that.
AgentJayZ ouh =O what videos is it? a whole spinout? sorry for that :(
Why is the CONCORD faster than the average planes of today? Is it because concord has bigger engines or is it the same engines just designed differently?
I guess the question is why? Does it go into service doing something? Surely as a serious power source they're pretty inefficient designs compared to modern ones?
1) question too vague
2) yes
3) the efficiency of this unit generating electricity depends mostly on the power turbine it drives and the generator connected to that. This is a gas generator, whose function is to turn fuel and air into large quantities of hot, pressurized gas to drive a power turbine. Newer gas generators are not really much more efficient at the job.
AgentJayZ Thanks. Your (3) answer is interesting, given the claims made by manufacturers. Siemens claim a few percent over their generations of device, which if the unit is large and run 24/7, percents of efficiency must translate into huge fuel savings. I guess these older units aren't run continuously necessarily. I'd be amazed if CAD hasn't lept efficiency ahead of these 1960s/70s designs.
Be amazed
AgentJayZ
I am amazed at these things. No problem there.
How long does this motor take to spin down from fuel cut to 0RPM N1. For that matter does N1 or N2 come to a stop first? N2 is going faster but I imagine N1 has a lot more mass...
Good question ! You can hear Mike say near the end of this video, that they are looking for at least 3 min until the LP stops, and this engine far exceeds that.
The HP will stop quicker, because it is driving the oil pumps, but then there is no way to see when it actually stops.
Sir how rotation in side fan .
What is that supposed to mean?
What are all of those light clinking noises as it reaches at very low speed when spinning down?
Those are the compressor blades clacking around. The blades aren't locked into their, 'Holder' very tightly, there's a bit of give. At the lower RPM's when they're not clacking around due to centrifugal force, you hear that.
if you overhaul an engine, what (important) parts should remain, in order to call it an overhauled engine rather than a new engine? Greetings from The Netherlands!
As a bookkeeper in training I would like to know how many dollars in fuel went out the backdoor on that run.
While the engine is running, no fuel goes out the door. It's all burned in the combustors, and the so only exhaust leaves the back of the engine, eventually making its way out the door.
As an accountant, you are missing the point.
You have seen a 25MW engine running at varying power levels for less than an hour.
This engine in service will be running continuously at max output , for days, weeks, months, even years at a time.
It burns natural gas normally, and here it is using propane, heated to a vaporous form. The fuel consumption at full power is roughly 30 gallons per minute of liquid propane, so that's about 1800 gal per hour.
...so for a test run, the fuel consumption is but a fly speck, insignificant compared to lifetime use.
@@AgentJayZ Thank you for the tuition. I just thought Concorde and incorrectly thought mega bucks in jet fuel. Now we see how important domain knowledge is.
How many houses would that engine power.?
A beast of an engine
paul taylor Just Guessing, but you may want to check out my test vids of the RR Avon.
why the generator?
Is the test stand building not hooked up to the grid? or do you use it because you dont want to lose control of the engine's controls and sensors if there is a power failure?
our test cell is in the exact middle of nowhere. no water, no power, no nothin'
AgentJayZ
Is it correct to say that if there was a power failure the fuel supply to the gg would be shut off automatically anyway?
Ever heard of a UPS? They come in Large, too.
AgentJayZ and no neighbors, lol
Do you supply oil pressure to the bearings on engine spool down or rely on residual oil for proper lubrication?
The oil pump is connected by gears to the main rotor, so if the rotor is turning, oil is circulating.
Sweet. That should have been intuitive on my part.
great video.
Are there some implications with a reconditioned engine (shorter oil change interval, dont run such high rpm for the first 100 hours etc)?
For example, with a reconditioned car engine the engine has to be run in again and a shorter oil change interval
Overhauled is functionally new, so no restrictions on the normal operation.
to avoid someone passing behind the engin while running with all the fast gases behind. i suggest you attach a red ribbon (or long strip of cloth).. that would extend along with air moving out. it will be a visible indicator not to pass behind.
+rhfolder2
Nobody at our test cell needs a red ribbon.
I am a communications engineer.. I watched several of ur videos. and learned new things... good work!
still... a visual indicator wont hurt.
I was waiting for a few fan blades to go walkies.
This engine has no fan.
How do you couple the alternator to this? I don't see a power take off shaft anywhere.
The power takeoff shaft ( that's not what it's called ) is attached to the power turbine, which is attached to the exhaust gases.... maybe you should just watch my series on power turbines...
Thanks. Some excellent videos in that series!
If these are powering up a hospital, what kind of silencers (if any) would you use ?
I have seen a gas turbine engine larger and more powerful than this (LM6000) used for generating electricity at an installation that was quiet enough to hear birds chirping right next to the building.
Both the inlet and exhaust silencers looked like 5-storey office buildings.
I know you allways keep a safe distance from the intake of a running engine, but I'm curious about the nature of the beast. Can you ever feel the sucking of the engine without getting too close, or is nothing, then nothing, then nothing, then you're suddenly just sucked in if you would, hypothetically, walk too close? Btw, what's the safety distance?
Well, the best guy to ask woulda been Ron... but we lost him last month...
AgentJayZ I'm curious about the safe distance behind the engine looking at that torn up ground. I still find it impossible to visualize how much energy is in the air leaving the engine.
Coolkeys2009 The safe distance behind an Olympus at full power at our test cell is outside the known universe. Nobody has even thought about trying it. At 100m, the air won't knock you over, but the gravel will be hitting you like bullets. Enough to penetrate your body and hurt you seriously? Nobody has bothered to find out.
whilst these olympus engines are power units does that mean your team know what is required to do a similar job on an aircraft mounted olympus?
Awesome! Can the compressor stator blades (the first ones behind the struts, I can't really see well the others) be trimmed?
What jet plane is this mighty thruster from?
This is an industrial, ground running powerplant.
It's closest aircraft equivalent was used in the Vulcan bomber.
A much-revised and upgraded Olympus powered Concorde.
Question?
What kind of Airplane ✈️ does this go into?
This is an industrial engine. It is related to the engines in the Vulcan bomber, but it is used to generate electricity on the ground.
AgentJayZ
Thank you! I didn’t know.... you are very smart ....... I enjoy your videos!
Actually went into the concorde which was a supersonic jet
@@skeletron4748 Both the Concorde and Vulcan had Olympus series engines. However, what sets the Concorde apart from the Vulcan is that it had afterburners.
at 11:35 what is that noise?
Compressor blades moving in their mounts. Turbine blades also do this. Have a look at my video: "Jet engine turbine blade noise"