Got a friend that was tasked with recording the shuttle launch sound. His method was employed for years up to the end of the program. Put a mic 🎙️ in a coffee can , fill it with sand . Put that centered in a 55 gallon Drum, fill it with sand . Cover with steel plates. Launch shuttle. Look for remains several hundred feet away... It worked!
you'll never get accurate sound with a pure mic, unless you're 1000ft away, even then, the mic would destroy itself.... the roar of those engines is unreal
Working on these engines for 28 years, the meantioned S/N's are about twice that age. Awesome they're still around. In case you know, are they still using twin shank HPT's or have they been converted it n the mean time?
@@nicosira230 Thanks for the answer, interesting! As far as I know twin shank airfoils haven't been made for ages. Wasn't expecting that the USN still has some. Was quickly checking in Google what kind of vessel the Admiral Gallaghan is, wasn't expecting a RoRo freighter. Is it in reserve or active? Last twin shanks I was working on were on German F122 frigates, last of which retired a few years ago. Really rare engines nowadays. I hope, the 0001 will end in a museum one day.
What a beauty 👌 just shows how much time and effort is spent on not only making sure that engine runs as it should, but also that it looks spotless. Well done to you and your team
3 layers of 12mm Lexan. All that does in make us feel good. A turbine disc fragment at full speed would blow through that like it was Kleenex. That's why our window is way out of the plane of rotation of the heavy, hot stuff.
@@AgentJayZ I can absolutely understand that. A few thin layer of Lexan might let you see, but it sure won't protect. Even the shipping container walls are not enough to stop any potential shrapnel. Mitigated risks.
Definitely an older LM2500. The main indicator is that turbine mid frame. Older engines had a fabricated outer case for the mid frame but they were prone to cracking around the weld seam for the AFT flange. A lot of companies have upgraded their engines which includes using a cast case for the mid frame. Newer generations of the 2500 only came with cast cases. I've machined tons of them during the overhaul process. The engines with a power turbine had similar changes with the LPT case and turbine rear frame which I've also machined tons of them during their overhaul. In fact the company I work for is the only company approved by GE to repair the liner shift of the turbine mid frame and also to repair the tube cracking/breakage on strut 4 of the TRF (which is a solid part of the frame and is not replaceable).
Sound was great BTW! All the work of getting that optimized was well worth it. Not over-driven, not distorted. Comes through crisp and appropriately loud.
Massively powerful, compact, proven (indeed one of the most produced ever) and reliable... but compared to its actual competition efficiency is what denotes it as one of the older players, rather than being its strong suit.
The LM2500 is derived from the TF39 and it's first commercial version, the CF6-6. It's first version has got about 25,000 ship hence its name. That's ca.18.5 MW. Newer marine versions reach about the power output you stated, which equals ca. 21.5 MW, I even have seen a rating of 23 MW, which turned out really bad for the lifetime because the EGT was increased to 920 degC (1690 F) on liquid fuel, it was subsequently reduced to 20MW, after they burned through 2 engines with only a few hundred hrs. If higher power is required, the best option is the LM2500+/+G4 with around 30 MW. In industrial applications running on natural gas you can ad about 10% power output. The standard hot section lifetime there is 25k hrs.
good to see you come up in recommendations..didn't know you still uploaded. i fly often so i love this stuff...id be interested to hear your take on the long range b777 b787 and a350 engines...remarkable engineering to the point it just doesn't make any sense to me...the international flight times are getting up to 14 hours? half a million lbs for 14 hours? well i get fuel is being spent but. you're the most technical sources of all the aviation channels i follow. to my knowledge, the other channels haven't covered it just an idea
Ahh, that loud hum on start-up. All systems serviced and checked, panels buttoned up, Phantoms in the night. Can still smell the burned fuel even after all this time.
Thank you for posting these videos on jet engines, I love them! On the issue of canceling noise in the videos, I’ve got a suggestion. This is within my field of expertise. You’ll need to find a safe method of putting a microphone on or near the engine and away from the headset. Have that input on your digital audio workstation put on the “INV” or inverse mode. Mix that with your microphone to provide the cancellation of signals.
I might try that. My concern is the actual physical mechanism the mic uses to create its electrical signal. That's why I keep trying to attenuate the sound before it gets to the mic.
@@AgentJayZ, you could actually mount it outside the building somewhere, outside the influence of the airflow. Being the noise of the jet is so loud, that should be a sufficient signal to partially negate (electrical signal wise). I doubt that noise can be totally eliminated. I hope this works for you.
I think that the LM2500 was designed in the late 1960s, derived from the CF6-6. I recall seeing one on test at the US Navy's Test Center (I can spell in American!) in Philadelphia, when I went to an ASME gas turbine conference. That was some time before we started the design of the Industrial RB211 in 1971/72, which was intended as a competitor.
The LM2500 was derived from the TF39, which in turn spun off the CF6-6. I worked on LM2500 Model GA101 Serial No.4 It still had spaghetti tubing fitted from GE's testing performed the conversion process from TF39 to the original LM2500. Great engine family. Send me an email and let me know how you and yours are faring.
For interest, the same weight (~20ton skidmount) of reciprocating diesel engine has about 10% better economy at rated power (~202g/kwh vs ~227), breaking even in economy at 40% load factor, but produces ~10x less power (~2,416kw vs 25,060) from ~22x less exhaust gas flow (~190kg/min vs ~4250), at considerably cooler tailpipe temperatures (~475'c vs ~566).
The maintenance cost of a diesel engine would be substantially more than a gas turbine And a diesel engine would weigh substantially more than gas turbine producing the same output And a gas turbine has way less moving Parts than a reciprocating engine
@@Orion44851 but a lot more people have the tools and experience needed to maintain a diesel engine. Number of moving parts, that depends on how you count. If you start counting blades etc. there is a huge number of parts in a turbine engine
It's not just that it's 19 thousand horsepower, it's the power to weight ratio that really impresses me about jet turbines, from the smallest models to largest of industrial designs. What I also find most impressive, is the public's general state of ignorance, about how these actually function. If you don't think they run on gallons of aviation fuel per minute, offer to pay Agent JayZ his weekly test cell fuel bill. 😀
Good stuff, Jay. Looks like you could use a retractable Blast Fence out the back door. Reminds me what it looked like after we fired 10 or so rounds with the 106 Recoilless Rifle. (Jeep w/Cannon).
We make rotating parts, compressor discs for example, for the LM2500 at my work currently. I don't think they are all spare parts so it's probably still in production. I have made so many parts for this engine =)
Have a look at the LM9000. Based on the GE90 core, good for almost 100,000 horsepower. That's output (load) power. I find it even more amazing that the GE90 turbines need to extract roughly 200,000 horsepower to drive the compressor.
I can’t remember which video of yours it was when you drew a graph of the EGT in the starting sequence, but I thought it was neat seeing the display screen when the EGT went up at the start then come down as RPM kept going up
When I think that the turbine engine shaft that looks like the one in the video can handle all this torque and horsepower, I can't imagine it and I wonder what materials it is made of, amazing!!!!!
Oh man, how much I just love the sound (esp. when starting or winding down) of the smaller turbine engines, like the one in the start-cart or the Allison 250, you also currently have in your shop. Might sound weird, but it's like music for me, could just listen to that all day (and sometimes I do, when spending hours watching videos of helicopters starting xD) And wow, is it just me, or did jet-wash-alley get quite deep 😮
Those older J79s with the screamer nozzles have a wider angle of dispersion of their exhaust stream, so the pick up more material off the ground. We've tested a lot of them recently.
nice.... your trench out the back is getting deeper and wider.... any plans to fill that in and maybe put a layer of conr=crete or something over the top ?
i've commented on that a few times, "jet wash alley is on landfill close to an airfield..... the expense of concreting that space is pointless to consider, since it would just blow away eventually anyway" (paraphrased from J-zed responses to me)
well good, listened on new quality Shure H/P I heard it light normally I only know when EGT rises I like to hear this with a jet, the Allison RR 250 is a Good sounding start-up will use again with cell tests, thanks fella
Like the footage? LIKE the footage?? Sir, I *LOVED* the footage. It prompts me to ask a question though - the struts on the front frame both had a large square of weld visible. From that I would assume that the struts are hollow, is this correct? Do you know why there is a square weld bead on them? Also, I am surprised that the welds were not ground smooth to improve airflow - it must not cause enough disruption to be worth smoothing the welds off. Sorry if I got any part names wrong, please correct me if I did. Thanks, and thank you for sharing that beast on the test stand.
The front frame is fabricated, and the struts are hollow. This is a very early model of the LM2500, but I'm sure that if the engineers thought it was important, the welds would be faired in. If only we could hear the opinion of a gas turbine design engineer... Standing by for sir Graham.
Thank you for the invitation to comment, AgentJayZ. I wouldn't dream of second guessing the designers, aerodynamicists and performance engineers at GE. If they decided that there would be no significant effect on airflow and performance, that's good enough for me. Having said that, I could imagine a keen young designer, back in the late 1960s, deciding that the intake casing - sorry, front frame - would look prettier with the welds dressed. But then some manufacturing engineer might come along and challenge him on the grounds of cost and cost reduction. Things like that have happened .....
That engine is damn near jewel clean! A beaut' in its own right. Quick question, I don't recall if it's ever been brought up on the channel; how are these engines started in gas generator duty in something like an emergency power skid? (One would assume electric, but that's a rather dirty word 'round these parts.)
With not thrust indicator on the digital instrument panel , how are you guys deducing / extrapolating the power output? Is it going by the engine data plate and engine manufacturer operational charts for that particular model within the lm2500 family , say at this atmospheric air temperature and pressure, engine rpm , compressor discharge pressure , fuel flow , EGT , attitude (~2200ft MSL in this one's case ) and maybe other factors? Not the first time I had my morning coffe with jet/gas generator related video from your channel and I don't intend to let it not grow into a routine whenever possible , many thanks.
Impressive engine. Curiosity question - wondering about fuel burn per unit time, at say, 8,800 rpm or so. Thinking it's pretty heavy! Effective sound level control method with the recording - 30dB is a great reduction.
These engines burn about the same as piston engines, but only when running at full rated power. They have other advantages, like lack of vibration, power to weight ratio, total power output, and the ability to go from cold and dark to full power in under one minute.
According to Wiki: 0.373 lbs of fuel burned per Hp per hour... so 0.373(25,000)/3600 = 2.59 lbs per second. Within the margins of approximation... confirmed!
If you haven’t already posted something like this, it would be interesting to see the process of mounting an engine on the test stand, and the related preparations.
I've done that in many tests of many engines... go have a looksee. This particular day, the rundown was about 5 minutes, with a lot of people yakking. The priority of the test cell is testing engines, not being a studio for Jay's videos...
Nice videos you put out here. No of times in your video you have refer these engines as industrial engines. I was wondering what are these engines actually used for, only aviation or do they have some application in other industry??
Have a look at the excellent summary on wiki. Search for "gas turbine" in Google to find it. The engines we work on at S&S Turbines are shown under the heading "Aeroderivative gas turbines"
They are used regularly as power generators and drivers for large natural gas compressors. I suspect this one is probably from a pipeline gas compressor station given it's designed to run on natural gas (though they can be found at some industrial sites to make use of off-gass that would otherwise be burnt to generate power)
Why is the Turbofan turbine removed? Would that not be a more efficient way to extract power, than a separate external turbine? Love your videos, am a long time viewer from Toronto.
The LM2500 is available in two configurations. One, like this one, is a pure gas generator, used to supply gas to run a separate power turbine. The other has an integral PT, similar to but different from the aircraft LPT. That version has an output shaft that runs at 3600rpm, and at 66,000 lb-ft of torque,
When an industrial gas generator is marketed without a derivative of the aero LP turbine as its power turbine, it is usually bolted onto the front of a power turbine designed by another company altogether. The same company has probably also designed the load that it is powering. Unlike the aero derivative power turbine, it will probably be a 'heavyweight', which will last the life of the installation, and have a succession of overhauled gas generators bolted to the front of it.
RIP the first starter , will you be doing a video of the remains ? excellent vid as always, jetwash alley looking more like the grand canyon here i thought
Agent jay, my college has an R11 F2S 300 jet engine ( from a crashed MIG 21 BIS). I would like to know how to disassemble it and where can I get the exploitation manuals for that. Please
Your school has a lot more resources than I do. Start with where you think the information you need might be, and combine that with the contacts you or your school has. The process may not be quick or easy, but you will eventually find what you need, or something close. Do you really want me to do all that for you?
How do you determine horsepower produced without the dyno? Are you measuring thrust and translating that to HP? Also, I'm curious about the control of the vsv's. Are they responding according to actual spool RPM or to commanded throttle position? As always, a great video. Thank you for putting in the effort to produce these.
VSV position is dependent on air temp, rpm, throttle position, and ambient air pressure. The manufacturer supplies info on jet pipe pressure buildup using a specific exit nozzle area, to be used to calculate Hp developed.
@@AgentJayZ So, am I understanding this right, that the hp calculated this way indicate the hp that could be used to drive a powerturbine and the power needed to drive the compressor is not included? Is there any kind of standart guessing formula like, an engine's compressor uses roundabout 30% of the overall power produced by the engine, or does that vary a lot from engine to engine. Thank's for the effort you put into your vids and educating your community! Greetings from Switzerland.
For a single shaft engine, the compressor uses 2/3 of the power obtained from the combustion of the fuel. The power turbine converts whatever is leftover in the gas stream to mechanical torque. LM2500s range in net output from 20K to 47K Hp, depending on the version. have a look at my videos on power turbines. Channel page has a search box.
@@AgentJayZ @Beverly Chmelik Thank you gentlemen for answering my question. 2/3s that sounds quite astonishing. The output power alone is very impressive.
How do you monitor different engine values during engine runs? I mean, do you utilize the engine's "native" sensors, or do you temporarily install new ones?
We install standard sensors for all variables, except for EGT, which we read the signal from the engine's thermocouples. We take much more detailed measurements of vibration and also measure the oil temp at the scavenge outlet of each separate bearing sump.
Hey my favourite Jet tech ! Greetings from Australia, just wanting to know why there is fluctuations in rpm , even though it seems only minimal, (a couple of hundred rpm) can you let me know why this happens and how? It may stupid but how and why does it this happen? I know there is more to this than meets the eye , but I would have thought an engine would stay at the relevant rpm in regards to the throttle position and not fluctuate so much
The speed pickup is a magnetic device much like a guitar pickup, and it works best with a strong, high frequency input, which is the teeth of a tiny square notched metal wheel passing by an passive electromagnetic sensor. At the lower speeds seen when starting, it sometimes even stops working for a few seconds. I made a video about it years ago. It's called Speed Measurement - Turbine Engines: A Closer Look Here's the YT link address: ua-cam.com/video/CS-iQ_HWcpI/v-deo.html
@@AgentJayZ Insee the same thing happen on high speed high volume fans, the eddy currents built up in the metal hub create erratic readings outside of the normal operating range. Even in range they often need a manual adjustment while at speed to give a reliable reading, adjustments are a red hair in or out. A little less airflow than what you work with though.
The other thing to remember is that a top fuel dragster needs special fuel to do so, specifically nitromethane. A turbine can at least theoretically produce the power it does on practically any liquid (or gas) that burns.
Good eyes! That is actually braided stainless steel safety cable, not the more common twisted safety wire of lock wire. It's there to prevent the mounting screws from coming out if they work loose. Have a look at my videos on lockwire.
Like you can with piston engines for trucks and cars, can you increase the HP of the jet engine by compressing the intake air before it gets to the engine? In theory like if you were to put the exhaust of one into the intake of another. I would assume the high exhaust temps would destroy the second engine but if you could magically cool the air before it got to the second engine would that work? Or would that be too much equipment for the value the output would achieve? Second part of that question is does the jet engine behave differently on the ground at a set rate of fuel being delivered then it would in cursing at altitude?
Exhaust is not "air". The inlet of any jet engine is a huge compressor. The GE LMS 100 has a gigantic intercooler, the size of a house. Comparing piston engines to turbine engines is similar to comparing actual horses with piston engines...
Yes, you can increase the power (and the efficiency) of a jet engine by compressing the intake air. It means adding a low pressure spool to what was previously a single-spool engine. As an example, the HP spool of the Pegasus engine in the Harrier is based on the Bristol Orpheus engine, to which has been added a three-stage fan and an LP turbine. That's the practicable way of doing it. Putting two engine in series, with the second engine swallowing the exhaust of the first would be totally impracticable. I'll try to answer your second question, which I'm not sure I understand - and I'm not at all sure that you do either. If a jet engine is run at a constant rotational speed from take-off up to a cruise altitude, the fuel flow will progressively reduce as altitude increases. Its thrust will, of course, be reduced in proportion to the fuel flow: but that's not a problem, because the drag on the aircraft also progressively reduces with altitude. That is why airliners cruise at high altitude: it's more efficient.
Bit confused as what my brain is telling me is different from what I think I was seeing. I was under the impression most turbines need to be at about 60% of RPMmax to even start and idle at about 70%? Then start producing enough power to taxi an aircraft at about 80%? That 2500 seemed to be starting below 50% or is that me not looking closely enough?
Some rough numbers: - starter engaged - fuel introduced around 15% - ignition follows promptly and stabilised by 20% - starter cut out at 40% - ground idle 50-60% - flight idle 70% - taxi not much more than idle
You are implying a model, or brand, or type? It is a system created by our electronics and Instrumentation guy, along with a computer programmer. We have a fuel valve from Continental, connected to a large (?) PLC, monitored and controlled through a WIndows based computer, interfaced with an electronic linear actuator to the throttle on the aircraft engines.
Since the gap between idle and 100+% is only a few hundred rpm, is the thrust generated linear across that range? Say idle is 8000 rpm and 100% is 9000, would 8500 rpm be 50% the thrust Edit: I realise this is an industrial engine, so I guess shaft hp rather than thrust
Ground idle is about 60% of max rpm, and is the minimum speed ehich provides enough airflow to keep the engine from overheating. Flight idle is about 84% of gas generator max rpm, and is the lowest rpm from which the engine will respond relatively quickly to throttle increase. Cruise power is roughly 90 to 95 % of max gas generator rpm. Between 95% and 100 percent is where you might call the powerband is. The compressors reach their designed performance exponentially. Definitely not a linear progression of power from idle to max.
nominally 40k Laughed my arse off.. just.. only...40k superb looking rebuild.you gotta love how 40k sounds like a bag of nails in the washing machine on run down.. superb video Jay thanks alot for the efforts over the years
No. The purpose of the fuel is to heat and expand air that then passes through the turbine(s). The engine has set temperature values it needs to achieve to make its rated power output. If a fuel type has less energy per unit of mass, the engine will use more of it to reach the proper temperature.
It runs on gaseous propane!..the big tank of liquid propane is fed into a vaporizer that heats the liquid propane and turns it into a gaseous vapor and its hot ..thus the grey insulation wrap on the fuel line from the vaporizer to the engine..Jay Z has plenty of vids of explaining and showing it better than myself but i hope this helps you find those videos from the past 👍
I guess that's part of why we use turbine engines - high power density compared with say a diesel engine. But they have their place too, like some ships.
longer than that... i've made a few comments regarding it, AJZ just chuckles about it..... eventually he'll have a 3 ft ditch 200ft long back there in jetwash alley
A CF6 what? There is several versions. CF6-6 CF6-50 CF6-80A CF6-80C and CF6-80E if it's a -50 it's only worth scrap value and -6 you can resell components for use in LM2500 and all 80s are used still a lot are now used on cargo planes.
It's not a stationary jet engine. A jet engine has a jet nozzle. A jet engine does not have an output shaft (except for the accessory gearbox, which only transmits a small amount of the total power to the various accessories, like fuel and oil pumps) This is an industrial gas generator. It produces a stream of gas used to move a power turbine (which has an output shaft). Fore more, type power turbine into the search box on my channel page, to find several videos you might like.
Thanks for asking this question, I was wondering where the gearbox and PTO were too. It seems weird that making wind to blow a turbine is how it works and not having a main gearbox output from the engine and also capture the power from the moving air trying to double down on efficiency or something along those lines.
@@tbthedozer The gearbox is normally serviced at the industrial plant. And the PT overhauled seperate from the GG. The PT often drives a electrical generator that is also overhauled seperate.
The gas generator is usually a fairly small part of the expense of the whole installation, whether you are generating electricity of powering a ship. There are various sizes of engine to be used with the various sizes of installation. The design engineers decide how much power is needed, and design the installation to do the job. Other engineers design the engine for the power output appropriate to the application. Through a magic process of convergence, it all works together.
Hi can u tell me or test how much kg thrust an open ended airstarter hose can produce ? Would like to make and fly an jetpack on that hose ;):) thx my calculations say to lift a human would equal about 200kW of fast moving air
Got a friend that was tasked with recording the shuttle launch sound. His method was employed for years up to the end of the program. Put a mic 🎙️ in a coffee can , fill it with sand . Put that centered in a 55 gallon Drum, fill it with sand . Cover with steel plates. Launch shuttle. Look for remains several hundred feet away... It worked!
you'll never get accurate sound with a pure mic, unless you're 1000ft away, even then, the mic would destroy itself.... the roar of those engines is unreal
That my friend is a badass microphone-sound dampening system you have there! Best quality vlog you’ve ever done Agent. .. .. kudos
The first LM2500, Serial No. 001, built in 1969, is still in use as a main propulsion engine aboard the SS ADMIRAL CALLAGHAN.
S/Ns 0001, 0002 and 0003 are on G/T admiral Callagan. 1&3 are installed and 2 is on a nitrogen filled canister as a spare main engine.
Working on these engines for 28 years, the meantioned S/N's are about twice that age. Awesome they're still around. In case you know, are they still using twin shank HPT's or have they been converted it n the mean time?
Yes, they are still twin shank blades. We need to replace a number of them and they were hard to find.
@@nicosira230 Thanks for the answer, interesting! As far as I know twin shank airfoils haven't been made for ages. Wasn't expecting that the USN still has some. Was quickly checking in Google what kind of vessel the Admiral Gallaghan is, wasn't expecting a RoRo freighter. Is it in reserve or active? Last twin shanks I was working on were on German F122 frigates, last of which retired a few years ago. Really rare engines nowadays. I hope, the 0001 will end in a museum one day.
That's a really neat trick, putting the mic in a set of ear defenders. It worked pretty well, loud, but without the usual tonnes of distortion 😃
What a beauty 👌 just shows how much time and effort is spent on not only making sure that engine runs as it should, but also that it looks spotless. Well done to you and your team
Always like the footage Jay, no matter when it comes out!
3 layers of 12mm Lexan. All that does in make us feel good. A turbine disc fragment at full speed would blow through that like it was Kleenex. That's why our window is way out of the plane of rotation of the heavy, hot stuff.
@@AgentJayZ I can absolutely understand that. A few thin layer of Lexan might let you see, but it sure won't protect. Even the shipping container walls are not enough to stop any potential shrapnel. Mitigated risks.
We have 5 LM2500+ on our offshore platform, they have been delivered to us in 2016
The sound recording is excellent!
looked good watching all the vanes adjusting on the BSV arm... love the spool up & spool down sounds
Outstanding tour of this engine. Thank you and happy holidays to come. Dan US
Wow, the jet blast trench sure has grown a lot since I first started watching your channel years ago…
Definitely an older LM2500. The main indicator is that turbine mid frame. Older engines had a fabricated outer case for the mid frame but they were prone to cracking around the weld seam for the AFT flange. A lot of companies have upgraded their engines which includes using a cast case for the mid frame. Newer generations of the 2500 only came with cast cases. I've machined tons of them during the overhaul process. The engines with a power turbine had similar changes with the LPT case and turbine rear frame which I've also machined tons of them during their overhaul. In fact the company I work for is the only company approved by GE to repair the liner shift of the turbine mid frame and also to repair the tube cracking/breakage on strut 4 of the TRF (which is a solid part of the frame and is not replaceable).
Do you work for MTU Maintenance Eric? 👍
@@willo996 no, we are a supplier for them tho
Sound was great BTW! All the work of getting that optimized was well worth it. Not over-driven, not distorted. Comes through crisp and appropriately loud.
Massively powerful very efficient core.
Massively powerful, compact, proven (indeed one of the most produced ever) and reliable... but compared to its actual competition efficiency is what denotes it as one of the older players, rather than being its strong suit.
Brings back memories of working at Rolls Royce in Derby England and in Montreal. I noticed you had a Radial flow turbine in one of the shots. Thanks.
The marine units on most European navy's are rated at 28836 hp, the engine was derived from the CF6/50.
The LM2500 is derived from the TF39 and it's first commercial version, the CF6-6. It's first version has got about 25,000 ship hence its name. That's ca.18.5 MW. Newer marine versions reach about the power output you stated, which equals ca. 21.5 MW, I even have seen a rating of 23 MW, which turned out really bad for the lifetime because the EGT was increased to 920 degC (1690 F) on liquid fuel, it was subsequently reduced to 20MW, after they burned through 2 engines with only a few hundred hrs. If higher power is required, the best option is the LM2500+/+G4 with around 30 MW. In industrial applications running on natural gas you can ad about 10% power output. The standard hot section lifetime there is 25k hrs.
Thank you for filming the shutdown spooldown up close up front, it was good audio of the blades wiggling around in their Christmas trees
Man, that engine is beautiful!
good to see you come up in recommendations..didn't know you still uploaded. i fly often so i love this stuff...id be interested to hear your take on the long range b777 b787 and a350 engines...remarkable engineering to the point it just doesn't make any sense to me...the international flight times are getting up to 14 hours? half a million lbs for 14 hours? well i get fuel is being spent but. you're the most technical sources of all the aviation channels i follow. to my knowledge, the other channels haven't covered it just an idea
I really like the mic in the cups tech! Simple and effective. Definitely a way to go.
Ahh, that loud hum on start-up. All systems serviced and checked, panels buttoned up, Phantoms in the night.
Can still smell the burned fuel even after all this time.
LM2500’s are still in production for both Land and Marine applications.
Thank you for posting these videos on jet engines, I love them!
On the issue of canceling noise in the videos, I’ve got a suggestion.
This is within my field of expertise.
You’ll need to find a safe method of putting a microphone on or near the engine and away from the headset.
Have that input on your digital audio workstation put on the “INV” or inverse mode. Mix that with your microphone to provide the cancellation of signals.
I might try that. My concern is the actual physical mechanism the mic uses to create its electrical signal.
That's why I keep trying to attenuate the sound before it gets to the mic.
@@AgentJayZ, you could actually mount it outside the building somewhere, outside the influence of the airflow. Being the noise of the jet is so loud, that should be a sufficient signal to partially negate (electrical signal wise). I doubt that noise can be totally eliminated.
I hope this works for you.
I think that the LM2500 was designed in the late 1960s, derived from the CF6-6. I recall seeing one on test at the US Navy's Test Center (I can spell in American!) in Philadelphia, when I went to an ASME gas turbine conference. That was some time before we started the design of the Industrial RB211 in 1971/72, which was intended as a competitor.
The LM2500 was derived from the TF39, which in turn spun off the CF6-6. I worked on LM2500 Model GA101 Serial No.4 It still had spaghetti tubing fitted from GE's testing performed the conversion process from TF39 to the original LM2500. Great engine family. Send me an email and let me know how you and yours are faring.
Very interesting at the end, where you see how the angle of the stators are dumping the air onto the "showels" of the first stage, like a water mill.
The best part and my most favorite is the end when the blades are winding down.
my favorite part is watching the engines spin down.
Oh, you will like the RR Olympus, then.
Thanks, JZed
For interest, the same weight (~20ton skidmount) of reciprocating diesel engine has about 10% better economy at rated power (~202g/kwh vs ~227), breaking even in economy at 40% load factor, but produces ~10x less power (~2,416kw vs 25,060) from ~22x less exhaust gas flow (~190kg/min vs ~4250), at considerably cooler tailpipe temperatures (~475'c vs ~566).
The maintenance cost of a diesel engine would be substantially more than a gas turbine
And a diesel engine would weigh substantially more than gas turbine producing the same output
And a gas turbine has way less moving Parts than a reciprocating engine
@@Orion44851 but a lot more people have the tools and experience needed to maintain a diesel engine. Number of moving parts, that depends on how you count. If you start counting blades etc. there is a huge number of parts in a turbine engine
The LM2500 weighs in at under 5T. I would like to see a 27,000Hp piston engine that could run for years at full power... and weighs anywhere near 5T.
We have a power station in Indiana that runs on natural gas that uses LM 6000 engines. Only uses 2 out of 4 at a time. And just for peak demand.
It's not just that it's 19 thousand horsepower, it's the power to weight ratio that really impresses me about jet turbines, from the smallest models to largest of industrial designs. What I also find most impressive, is the public's general state of ignorance, about how these actually function. If you don't think they run on gallons of aviation fuel per minute, offer to pay Agent JayZ his weekly test cell fuel bill. 😀
Good stuff, Jay. Looks like you could use a retractable Blast Fence out the back door. Reminds me what it looked like after we fired 10 or so rounds with the 106 Recoilless Rifle. (Jeep w/Cannon).
We make rotating parts, compressor discs for example, for the LM2500 at my work currently. I don't think they are all spare parts so it's probably still in production. I have made so many parts for this engine =)
You are correct. GE is still selling new LM2500’s.
I was looking at GE lm2500 page a few weeks ago. I recall ship turbines being 47,000+ shp
Have a look at the LM9000. Based on the GE90 core, good for almost 100,000 horsepower. That's output (load) power. I find it even more amazing that the GE90 turbines need to extract roughly 200,000 horsepower to drive the compressor.
I can’t remember which video of yours it was when you drew a graph of the EGT in the starting sequence, but I thought it was neat seeing the display screen when the EGT went up at the start then come down as RPM kept going up
Maybe the one called Turbojet Start Sequence. ?
When I think that the turbine engine shaft that looks like the one in the video can handle all this torque and horsepower, I can't imagine it and I wonder what materials it is made of, amazing!!!!!
The turbine shaft is not visible in this video. It is made of high quality steel alloy.
Oh man, how much I just love the sound (esp. when starting or winding down) of the smaller turbine engines, like the one in the start-cart or the Allison 250, you also currently have in your shop.
Might sound weird, but it's like music for me, could just listen to that all day (and sometimes I do, when spending hours watching videos of helicopters starting xD)
And wow, is it just me, or did jet-wash-alley get quite deep 😮
Those older J79s with the screamer nozzles have a wider angle of dispersion of their exhaust stream, so the pick up more material off the ground. We've tested a lot of them recently.
Any update on the Orinda Iroquois engine, waiting with great anticipation.
Nothing has changed since the last time it was put on static display at our local airshow, but I should pay it a visit in storage...
nice.... your trench out the back is getting deeper and wider.... any plans to fill that in and maybe put a layer of conr=crete or something over the top ?
I like the trench, it's kind of a natural, multilingual, "Beware of Jet Blast" sign, and it's free!
i've commented on that a few times, "jet wash alley is on landfill close to an airfield..... the expense of concreting that space is pointless to consider, since it would just blow away eventually anyway" (paraphrased from J-zed responses to me)
well good, listened on new quality Shure H/P I heard it light
normally I only know when EGT rises
I like to hear this with a jet, the Allison RR 250 is a Good sounding start-up
will use again with cell tests, thanks fella
Love your content, keep up the great work.
Like the footage? LIKE the footage?? Sir, I *LOVED* the footage.
It prompts me to ask a question though - the struts on the front frame both had a large square of weld visible. From that I would assume that the struts are hollow, is this correct?
Do you know why there is a square weld bead on them? Also, I am surprised that the welds were not ground smooth to improve airflow - it must not cause enough disruption to be worth smoothing the welds off.
Sorry if I got any part names wrong, please correct me if I did.
Thanks, and thank you for sharing that beast on the test stand.
The front frame is fabricated, and the struts are hollow. This is a very early model of the LM2500, but I'm sure that if the engineers thought it was important, the welds would be faired in.
If only we could hear the opinion of a gas turbine design engineer...
Standing by for sir Graham.
@@AgentJayZ Thank you sir; I am standing by as well.
Thank you for the invitation to comment, AgentJayZ.
I wouldn't dream of second guessing the designers, aerodynamicists and performance engineers at GE. If they decided that there would be no significant effect on airflow and performance, that's good enough for me.
Having said that, I could imagine a keen young designer, back in the late 1960s, deciding that the intake casing - sorry, front frame - would look prettier with the welds dressed. But then some manufacturing engineer might come along and challenge him on the grounds of cost and cost reduction. Things like that have happened .....
I have 2 of these in the DLE variant driving gas compressors. 32,000shp
The newest LM2500 is the LM2500+G4 47,000shp
That engine is damn near jewel clean! A beaut' in its own right.
Quick question, I don't recall if it's ever been brought up on the channel; how are these engines started in gas generator duty in something like an emergency power skid?
(One would assume electric, but that's a rather dirty word 'round these parts.)
My video "how to start a jet engine" describes the starting process for this engine. There are many different ways, but this one uses that way...
@@AgentJayZ Ah, thank you! I'll jump on that for curiosity's sake.
With not thrust indicator on the digital instrument panel , how are you guys deducing / extrapolating the power output?
Is it going by the engine data plate and engine manufacturer operational charts for that particular model within the lm2500 family , say at this atmospheric air temperature and pressure, engine rpm , compressor discharge pressure , fuel flow , EGT , attitude (~2200ft MSL in this one's case ) and maybe other factors?
Not the first time I had my morning coffe with jet/gas generator related video from your channel and I don't intend to let it not grow into a routine whenever possible , many thanks.
Area of exhaust nozzle and jet pipe pressure.
They also use strain gauges on the stand to measure the flex and can calculate the thrust that way
Thanks JayZed👍👀....Awesome power 🌬🌪 Sound is OK🔊
Impressive engine. Curiosity question - wondering about fuel burn per unit time, at say, 8,800 rpm or so. Thinking it's pretty heavy! Effective sound level control method with the recording - 30dB is a great reduction.
These engines burn about the same as piston engines, but only when running at full rated power. They have other advantages, like lack of vibration, power to weight ratio, total power output, and the ability to go from cold and dark to full power in under one minute.
if my math is right. ~15MW output, times three to drive the compressor etc. so about 45MW total, most fuels are ~45MJ/kg, so roughly 1kg/second
According to Wiki: 0.373 lbs of fuel burned per Hp per hour... so 0.373(25,000)/3600 = 2.59 lbs per second. Within the margins of approximation... confirmed!
@@AgentJayZ Thank you :)
Brilliant thanks
Hmm, big tube for make lamp gas into noise.
Thank you
If you haven’t already posted something like this, it would be interesting to see the process of mounting an engine on the test stand, and the related preparations.
Video playlist for you: Our engine test cell Put that title in the search box of my channel page...
Thank you for directing me to this playlist, and also for creating it. Always interesting content on this channel. 👍👍
My leafblower nozzle looks just like that. Only much smaller. Almost as loud though.
Similar, only ours is a tree-blower.
@@AgentJayZ Haha. The trench behind your testing facility is proof of that.
Please present the spooldown in entirety. Its 🎶
I've done that in many tests of many engines... go have a looksee.
This particular day, the rundown was about 5 minutes, with a lot of people yakking.
The priority of the test cell is testing engines, not being a studio for Jay's videos...
Beautiful engine
Even the nameplate is safety wired.
Nice videos you put out here. No of times in your video you have refer these engines as industrial engines. I was wondering what are these engines actually used for, only aviation or do they have some application in other industry??
Have a look at the excellent summary on wiki. Search for "gas turbine" in Google to find it. The engines we work on at S&S Turbines are shown under the heading "Aeroderivative gas turbines"
They are used regularly as power generators and drivers for large natural gas compressors. I suspect this one is probably from a pipeline gas compressor station given it's designed to run on natural gas (though they can be found at some industrial sites to make use of off-gass that would otherwise be burnt to generate power)
Why is the Turbofan turbine removed? Would that not be a more efficient way to extract power, than a separate external turbine? Love your videos, am a long time viewer from Toronto.
The LM2500 is available in two configurations. One, like this one, is a pure gas generator, used to supply gas to run a separate power turbine.
The other has an integral PT, similar to but different from the aircraft LPT. That version has an output shaft that runs at 3600rpm, and at 66,000 lb-ft of torque,
When an industrial gas generator is marketed without a derivative of the aero LP turbine as its power turbine, it is usually bolted onto the front of a power turbine designed by another company altogether. The same company has probably also designed the load that it is powering. Unlike the aero derivative power turbine, it will probably be a 'heavyweight', which will last the life of the installation, and have a succession of overhauled gas generators bolted to the front of it.
RIP the first starter , will you be doing a video of the remains ? excellent vid as always, jetwash alley looking more like the grand canyon here i thought
I see turbine mid frame I can't help wondering if I welded any part of it.
Looked up LM 2500 on wiki and ended up reading about Queen Mary 2.
nice test👍
I guess you have a gas compressor on site, can you show it sometime?
We run our natural gas fueled engines on gaseous propane.
Agent jay, my college has an R11 F2S 300 jet engine ( from a crashed MIG 21 BIS). I would like to know how to disassemble it and where can I get the exploitation manuals for that. Please
Your school has a lot more resources than I do. Start with where you think the information you need might be, and combine that with the contacts you or your school has.
The process may not be quick or easy, but you will eventually find what you need, or something close.
Do you really want me to do all that for you?
Is it necessary to use a sharpie to write on the screen of the test cell monitor??
Temperature and rpm limits change with conditions, so, yes.
Sharpies are essential component of any test cell.....
cool...the HP ratings, is that continuous or max / intermittent?
Stupid Q, are the ID plates always safety wired on?
Everything is safetied.
An LM2500 will typically run at max power for months, or years continuously.
just be glad you don't get lockwired into your seat when you fly commercially. I'm sure airlines would do it if they could get away with it!
@@KC-rd3gw haha.. nice reference to the “lock wire vs safety wire” videos!
So cool!
But the burning question is..... will it fit in my Jetboat?
As stated in the Wiki entry, many cruise ships use LM2500s for main propulsion.
Should fit on the dinghy
@@zane812 so then, are you bolting the jet to the dinghy or the dinghy to the jet?
How do you determine horsepower produced without the dyno? Are you measuring thrust and translating that to HP? Also, I'm curious about the control of the vsv's. Are they responding according to actual spool RPM or to commanded throttle position?
As always, a great video. Thank you for putting in the effort to produce these.
VSV position is dependent on air temp, rpm, throttle position, and ambient air pressure.
The manufacturer supplies info on jet pipe pressure buildup using a specific exit nozzle area, to be used to calculate Hp developed.
@@AgentJayZ So, am I understanding this right, that the hp calculated this way indicate the hp that could be used to drive a powerturbine and the power needed to drive the compressor is not included?
Is there any kind of standart guessing formula like, an engine's compressor uses roundabout 30% of the overall power produced by the engine, or does that vary a lot from engine to engine.
Thank's for the effort you put into your vids and educating your community!
Greetings from Switzerland.
@@Lion-7381 Hp is output power. I have seen a few figures showing as much as 2/3 greater power just to run the engine IE 1 hp out and 2 hp internal.
For a single shaft engine, the compressor uses 2/3 of the power obtained from the combustion of the fuel.
The power turbine converts whatever is leftover in the gas stream to mechanical torque.
LM2500s range in net output from 20K to 47K Hp, depending on the version.
have a look at my videos on power turbines. Channel page has a search box.
@@AgentJayZ @Beverly Chmelik Thank you gentlemen for answering my question. 2/3s that sounds quite astonishing. The output power alone is very impressive.
A slap on the rear fuselage
How do you monitor different engine values during engine runs? I mean, do you utilize the engine's "native" sensors, or do you temporarily install new ones?
We install standard sensors for all variables, except for EGT, which we read the signal from the engine's thermocouples. We take much more detailed measurements of vibration and also measure the oil temp at the scavenge outlet of each separate bearing sump.
Try the lm2500 plus G4 version
Hello I'm from Philippines, how about the F-14 Tomcat engine
That's not an engine we work on.
So, what caused the starter to smoke it's self ???
Bearing failure
awesome, why peeps thumbs down ??
Hey my favourite Jet tech !
Greetings from Australia, just wanting to know why there is fluctuations in rpm , even though it seems only minimal, (a couple of hundred rpm) can you let me know why this happens and how? It may stupid but how and why does it this happen?
I know there is more to this than meets the eye , but I would have thought an engine would stay at the relevant rpm in regards to the throttle position and not fluctuate so much
The speed pickup is a magnetic device much like a guitar pickup, and it works best with a strong, high frequency input, which is the teeth of a tiny square notched metal wheel passing by an passive electromagnetic sensor. At the lower speeds seen when starting, it sometimes even stops working for a few seconds.
I made a video about it years ago. It's called Speed Measurement - Turbine Engines: A Closer Look
Here's the YT link address: ua-cam.com/video/CS-iQ_HWcpI/v-deo.html
@@AgentJayZ Insee the same thing happen on high speed high volume fans, the eddy currents built up in the metal hub create erratic readings outside of the normal operating range. Even in range they often need a manual adjustment while at speed to give a reliable reading, adjustments are a red hair in or out. A little less airflow than what you work with though.
I've heard top fuel dragster gets 11000 hp from a 500 cubic inch pushrod V-8
Yeah, for a whole 4 seconds.
We are talking years, here.
@@AgentJayZ Yea, they eat themselves pretty quickly....
The other thing to remember is that a top fuel dragster needs special fuel to do so, specifically nitromethane. A turbine can at least theoretically produce the power it does on practically any liquid (or gas) that burns.
why does the nameplate have a little braided wire running between each screw? is that a anti-static bonding measure or what?
Good eyes! That is actually braided stainless steel safety cable, not the more common twisted safety wire of lock wire. It's there to prevent the mounting screws from coming out if they work loose. Have a look at my videos on lockwire.
@@AgentJayZ thanks for answering my question. Love the channel, best wishes
Rated 40,000 hp, so where do you tap off the power? Looks like MANY ships and compressor stations use it!!
Video for you: Power Turbines, what are they?
Like you can with piston engines for trucks and cars, can you increase the HP of the jet engine by compressing the intake air before it gets to the engine? In theory like if you were to put the exhaust of one into the intake of another. I would assume the high exhaust temps would destroy the second engine but if you could magically cool the air before it got to the second engine would that work? Or would that be too much equipment for the value the output would achieve?
Second part of that question is does the jet engine behave differently on the ground at a set rate of fuel being delivered then it would in cursing at altitude?
Exhaust is not "air".
The inlet of any jet engine is a huge compressor.
The GE LMS 100 has a gigantic intercooler, the size of a house.
Comparing piston engines to turbine engines is similar to comparing actual horses with piston engines...
@@AgentJayZ I thought I had seen big intercoolers... but now I have. Thanks for sharing this.
Yes, you can increase the power (and the efficiency) of a jet engine by compressing the intake air. It means adding a low pressure spool to what was previously a single-spool engine.
As an example, the HP spool of the Pegasus engine in the Harrier is based on the Bristol Orpheus engine, to which has been added a three-stage fan and an LP turbine. That's the practicable way of doing it. Putting two engine in series, with the second engine swallowing the exhaust of the first would be totally impracticable.
I'll try to answer your second question, which I'm not sure I understand - and I'm not at all sure that you do either.
If a jet engine is run at a constant rotational speed from take-off up to a cruise altitude, the fuel flow will progressively reduce as altitude increases. Its thrust will, of course, be reduced in proportion to the fuel flow: but that's not a problem, because the drag on the aircraft also progressively reduces with altitude. That is why airliners cruise at high altitude: it's more efficient.
The second question I’ll reword. Will an aircraft engine produce the same amount of power flying at very low altitude vs very high altitude.
@@tommy13t No. Thrust drops with altitude.
Bit confused as what my brain is telling me is different from what I think I was seeing. I was under the impression most turbines need to be at about 60% of RPMmax to even start and idle at about 70%? Then start producing enough power to taxi an aircraft at about 80%? That 2500 seemed to be starting below 50% or is that me not looking closely enough?
Some rough numbers:
- starter engaged
- fuel introduced around 15%
- ignition follows promptly and stabilised by 20%
- starter cut out at 40%
- ground idle 50-60%
- flight idle 70%
- taxi not much more than idle
google says: ignition at 1200rpm, sustaining at 4500rpm, idle at 5000rpm, max rpm 8700
Dear DI, you just blew up your engine, and the fire trucks will be there in 5.
You need to watch my video "how to start a jet engine".
@@AgentJayZ wouldn’t be the first time. I’m no longer a mechanic.
@@AgentJayZ ignition on before adding fuel but otherwise pretty close?
Hey agentjayz just wondering what control setup or control system are you using?
You are implying a model, or brand, or type? It is a system created by our electronics and Instrumentation guy, along with a computer programmer. We have a fuel valve from Continental, connected to a large (?) PLC, monitored and controlled through a WIndows based computer, interfaced with an electronic linear actuator to the throttle on the aircraft engines.
Since the gap between idle and 100+% is only a few hundred rpm, is the thrust generated linear across that range? Say idle is 8000 rpm and 100% is 9000, would 8500 rpm be 50% the thrust
Edit: I realise this is an industrial engine, so I guess shaft hp rather than thrust
Ground idle is about 60% of max rpm, and is the minimum speed ehich provides enough airflow to keep the engine from overheating.
Flight idle is about 84% of gas generator max rpm, and is the lowest rpm from which the engine will respond relatively quickly to throttle increase.
Cruise power is roughly 90 to 95 % of max gas generator rpm.
Between 95% and 100 percent is where you might call the powerband is.
The compressors reach their designed performance exponentially.
Definitely not a linear progression of power from idle to max.
@@AgentJayZ thank you for answering! Only a hobby interest of mine, but your videos have been so interesting
nominally 40k Laughed my arse off.. just.. only...40k superb looking rebuild.you gotta love how 40k sounds like a bag of nails in the washing machine on run down.. superb video Jay thanks alot for the efforts over the years
That spool down! 😎😄
👍👍👍❤️❤️
Does different fuel types produce a great difference in power output?
No. The purpose of the fuel is to heat and expand air that then passes through the turbine(s). The engine has set temperature values it needs to achieve to make its rated power output.
If a fuel type has less energy per unit of mass, the engine will use more of it to reach the proper temperature.
Couple of quick questions Jay
Are you running this on natural gas or propane?
And is the throttle control on the engine itself or external?
@@blitzwing1 And I think from previous videos, they test aviation versions on LPG, not kerosene.
It runs on gaseous propane!..the big tank of liquid propane is fed into a vaporizer that heats the liquid propane and turns it into a gaseous vapor and its hot ..thus the grey insulation wrap on the fuel line from the vaporizer to the engine..Jay Z has plenty of vids of explaining and showing it better than myself but i hope this helps you find those videos from the past 👍
All of you are splashing around in a pool of "gee, I shoulda read the info section!"
what`s the spiral looking thing in the lm2500`s air intake?
Compressor inlet temp sensor.
@@AgentJayZ thanks
2:02 That is insane, I mean it doesn't seem that especially big?
The industrial versions of the GE90, which are on the Boeing 777, are rated at over 70 thousand Hp...
Darn cool, I say!
@@AgentJayZ Dam..
I guess that's part of why we use turbine engines - high power density compared with say a diesel engine. But they have their place too, like some ships.
@@AgentJayZ it is the majestic LM9000
@@marcodacco602 Have a look at the LMS100, what an abomination.😂
just make sure to lay down the AmEx Centurion before you get one... you should start a GoFundMe for these demos
Same or equivalent engine that's in the F-35 Nato bird.
Yeah, nah. That is complete, sprayed on and polished Bullshit.
Gway.
@@AgentJayZ hahaha
🤣
Wow, is it just me or have you blokes dug a bit of a hole out the back of the shop in the last year or so? 😁
longer than that... i've made a few comments regarding it, AJZ just chuckles about it..... eventually he'll have a 3 ft ditch 200ft long back there in jetwash alley
I found a salvage CF6 from a 747 for a cool $20k..
Good deal.
A CF6 what? There is several versions. CF6-6 CF6-50 CF6-80A CF6-80C and CF6-80E if it's a -50 it's only worth scrap value and -6 you can resell components for use in LM2500 and all 80s are used still a lot are now used on cargo planes.
With that hp you could definitely break wind at 90.
If this is a stationary jet engine, where is the output shaft?
It's not a stationary jet engine.
A jet engine has a jet nozzle.
A jet engine does not have an output shaft (except for the accessory gearbox, which only transmits a small amount of the total power to the various accessories, like fuel and oil pumps)
This is an industrial gas generator.
It produces a stream of gas used to move a power turbine (which has an output shaft).
Fore more, type power turbine into the search box on my channel page, to find several videos you might like.
Thanks for asking this question, I was wondering where the gearbox and PTO were too. It seems weird that making wind to blow a turbine is how it works and not having a main gearbox output from the engine and also capture the power from the moving air trying to double down on efficiency or something along those lines.
You also might enjoy the videos I have made about power turbines.
@@tbthedozer The gearbox is normally serviced at the industrial plant. And the PT overhauled seperate from the GG. The PT often drives a electrical generator that is also overhauled seperate.
@@AgentJayZ Will do! Thanks again for posting these highly detailed videos on these amazing engines.
Wait till you get a 2500 plus g4
I want one.
We make them, and we sell them...
Best you can get.
A Salesman in the world will tell you, "Horse power sells." Usually bigger is better. What about in the LM world? Is bigger better?
The gas generator is usually a fairly small part of the expense of the whole installation, whether you are generating electricity of powering a ship. There are various sizes of engine to be used with the various sizes of installation. The design engineers decide how much power is needed, and design the installation to do the job.
Other engineers design the engine for the power output appropriate to the application.
Through a magic process of convergence, it all works together.
i want one in my car
where ya gonna put the fuel tank?
@@TeemarkConvair the car become fuel cell at that point.
plan on the car being a tanker truck, and the fuel carried in the 10k gal tanker
I thought the rpm was faster than 8900 .
Not for something of this size. For a smaller turbine, absolutely.
Turn on the afterburner ??????
Gather up your things. Your mom's here.
@@AgentJayZ 😂😘👌
@@AgentJayZ Pithy!
Hi can u tell me or test how much kg thrust an open ended airstarter hose can produce ? Would like to make and fly an jetpack on that hose ;):) thx
my calculations say to lift a human would equal about 200kW of fast moving air