Orenda 14 2018 pt.10 Turbine Assembly

We finally have our ceramic coated engine parts, and begin final assembly of the turbine section of the Orenda 14 engine, used in the Canadair Sabre, a 1950's fighter jet.
Plus a bit of bonus footage of the GE LM 1600 being started and taken to idle, running on propane in our test cell.

[@wagsman9999]

40 years ago I started a career at a nuclear power plant. On an introductory tour of the facility a crusty Sargent and Lundy guy asked me - "You know why this plant is safe?" I sheepishly replied, "Because we hire good people?". He said no, "Codes and Standards, follow them." It's a lesson I never forgot, and one reason I appreciate these videos.

[@pinkdispatcher]

The ceramic coated turbine nozzles and blades are a work of art. So beautiful. Thanks again for showing us all the good parts.

[@ChinnuWoW]

Gorgeous ceramic coated turbine blades!

[@clydecessna737]

I have learned an enormous amount from you and I thank you. I think a great idea for a video would be to take us on a tour through time and show technology improvements all the way from early turbojets to digitally controlled turbofans of today. This could be done by theme: for example show all the igniter improvements over time, then show fuel control over time.

[@gmcjetpilot]

I'm a nerd, I find this fascinating. As a pilot and engineer I had a technical high level understanding of gas turbines. Seeing how they go together helps me with a deeper understanding.

[@RallyRat]

I always love me some fastener details, thanks!

[@seaglider844]

Had a good friend of the family that was a machinist at Orenda back in the day. A great guy and this kind of effort in preserving a part of Orenda's achievements helps us to remember what happens when programs like the Avro Arrow get cancelled. All of those guys and the ability to produce this high tech disappeared over night, and scattered around the world. Kinda like Nortel and Blackberry right now..... Anyway thanks for this, its fascinating to watch!

[@gus2747]

I really admire the ability to do 96 identical painstaking operations. IDENTICAL.

[@dingwon]

I didn't know i needed this in my life. thank you I appreciate this content

[@FabricatorFactory]

Patience is a virtue. Gratifying to see it come to life at the end I bet. Ill be sure to show this to my class in the future. Nice to review part 1 to 7 first. Lol. Great job.

[@AgentJayZ]

That's what this is... If you are an instructor, I thank you in advance for the school swag you send my way, in appreciation for showing my videos in your classes. It will be featured in a future video.

[@FabricatorFactory]

@@AgentJayZ So it is. Just watched 1-7. My bad. Great job keep up the great work. Millwright class in Newfoundland. Will see what swag I can dig up. Nice to see the explanation as well as seeing the GT parts. Keep up the great work. Staying tuned.

[@FabricatorFactory]

@@AgentJayZ do you like Rum?

[@jlgarau]

Thanks Sr...

[@SuperSecretSquirell]

I've got a set of those magic pliers. They really are magic, I use them all the time.

[@Eaglekeeper1958]

That looks like so much fun!

[@d.t.4523]

Another cool look inside. Thank you!

[@beforebefore]

I can say that I learned something today... that a longer bolt allows more thermal expansion for reduced thermal fatigue of said bolt. Not that the overall concept is new to me, but the application is... having never dealt with this in an automotive engine myself.

[@poppopscarvinshop]

I Love It, Even Your Tools are Clean!

[@PowerRacer]

Great Job

[@magaan4717]

Never fails to amaze me 👌thanks jz

[@chikwadougwu9042]

Thank you dearly ❤️.

[@Madkite]

Reminds me of when I used to do armature winding. One wire wrong on the comm. Or a short from manipulation, and it's cut it all off and start again.

[@cck0728]

As usual excellent work. I have two queries: 1) Why is it important to align master mark on turbine disc with master spline? Is it due to balancing? 2) Does the 2 mm thick locking strip show that axial forces on the buckets/blades is less than radial forces on the blades (due to centrifugal forces)? If no, than after heating up, the clearances become tight but how thin locking plate takes such a high axial/thrust load? Thanks for your valuable time for replying.

[@epj900]

Love the Ffloyd playing in the background

[@princebatswater]

How do you squeeze the last locking tab?

[@senormucho7488]

I'm curious why you don't use marker pen to identify the blades instead of tape. The blade weights are written on the ends of the blades in marker so why not use marker to positively identify the blade positions? There would be no chance of tape coming off or being inadvertently removed. It would seem more robust to write on the blades versus applying tape and, additionally, nothing would have to be removed before assembly, reducing potential errors.

[@michaelmooney3369]

the Large Haydon Collider at CERN is cooled to almost absolute zero. when they do so it loses 90 feet in length from the cold, the opposite of Jay's situation. also the U2 used hand built engines with very selective parts choosing for extreme altitudes, I believe 3 or 4 out of 10 parts would be used. now it uses the F118 non AB ver of F110 made for the B-2. originally the Pratt & Whitney J75-P-13 powered it, I imagine they are just as picky now.

[@AgentJayZ]

As discussed before... all jet engines are hand built.

[@Direct_Home_Inspections]

@@AgentJayZ Thank you

[@beachboardfan9544]

309s for those lock tabs? I think thats what the sheet says. How do you smoosh the last lock tab, is it possible to get the channel lock pliers in between the blades to get at the last tab?

[@DScottDuncan]

And not chip that beautiful ceramic coating with a slip of the magic smasher! Protect it with a rag? I would have to go poop after I got done with that last one. DD

[@beachboardfan9544]

Hey Darren hows your project coming? When are we seeing that J44 run?

[@DScottDuncan]

Fuel cell is done , electrical box mod done, now waiting on me to install them on the stand. I have been covered-up with work & projects other than the J44 this entire year, as well as Mark, who does my fabrication work. Most recently I have been helping my farmer buddy with harvest & I am about to do some maintenance on my truck before Winter, like a fuel pump & replacing the front-to-rear brake line that is badly rusted. It has taken far longer than I ever thought it would but I will get her going, I promise!

[@beachboardfan9544]

Cool man, looking forward to it. 👍

[@seannot-telling9806]

Just like a wedding cake with all the layers that go into it. BTW have you found a good shop for getting a traceable certification for hammer calibration? I enjoy the videos Thank You.

[@slkgeothermal]

How is the ceramic coating applied? Have you shown that previously? Love your channel. Thanks for sharing your knowledge.

[@joshtargo6834]

the lock strips don't seem very significant, but I guess they work. Are the drag forces (parallel to the shaft) on the turbine blades extremely low, or are the friction forces in the tree extremely high because of the centrifugal/centripetal force?

[@GeofreySanders]

First I wondered whether the blade-number tape would be left on... then you mentioned removing the tags. What might be the run-time consequences of leaving some tape on the turbine?

[@AgentJayZ]

Nothing. I was gonna leave it on for fun... but it's not my engine, so not my call...

[@memetb5796]

So I'm sure this has been discussed before in a video, but can you give a reminder about the clinking sound of the blades? At first I thought it was to allow for thermal expansion, but it was still clinking after the engine shutoff (also, I doubt there's much heat in the compressor blades). Do they lock in place due centrifugal force? Or are they simply always loose to allow for turbulence? Thanks for the channel. It's always a pleasure to watch.

[@AgentJayZ]

One of my early videos is called Jet Engine Turbine Blade Noise. See if that helps explain it, and let me know, eh?

[@memetb5796]

@@AgentJayZ Totally answers it. Best video host ever. Keep on keepin' on, buddy.

[@peterdaymond6080]

Have you ever considered having a deep pit with a hydraulic platform to do away with the step ladder?

[@AgentJayZ]

Yes. Most shops do not have that. To install one, you need to break up the concrete floor, and dig a big hole in the ground. Landlords are not exactly cool with that. If I was to build a shop, that's how it's done.

[@Joemama555]

just cover with a rug and table, whistling during inspections!

[@grahamj9101]

Some shops do have pits for engine assembly. Check out: 'Rolls-Royce Assembling Engine EJ200 Eurofighter Typhoon' elsewhere on KZbin. Even R-R can't resist indulging in some eye candy. PS I mean the shots of Typhoons right at the end, of course .....

[@grahamj9101]

If you haven't already seen it, AgentJayZ, you might like to take a look at the video clip from R-R Bristol, which I've recommended to Mr Daymond.

[@andy1514-g1q]

why isn't the fan in the front going round? just kidding - great video as usual. :) what are the splodgy marks on the turbine rotor between the first & second stages? many thanks.

[@AgentJayZ]

The turbine assembly was badly corroded. We disassembled it and removed the rust with light glass bead blasting. The marks were what remained.

[@andy1514-g1q]

thanks :)

[@cougarten]

How does the locking work? Is it simply the bend in the tab holding it in so it doesn't rattle out while not spinning? (and while spinning enough friction from the centrifugal force)

[@AxelC2020]

"back off, eh" is my favorite part (: Question: when a normally functional jet engine is starting, does it spew any fuel from exhaust? I know the turbine is spun to specific rpms prior starting injecting fuel, so are jet engines burning all fuel from start?

[@douro20]

You're always going to lose some fuel when starting. Like any other internal combustion engine, they need a rich air/fuel mixture to help during initial ignition. Some engines, like the Ivchenko/Motor Sich AI-25 turbofan, need a very rich mixture to light up, and that is why you will see fuel mist coming out the rear of the engine during startup.

[@AgentJayZ]

Any properly functioning jet engine will instantly light off as soon as it is fed fuel. The ignitors are energized before any fuel is introduced. The fuel is sprayed directly into a spark. Dribbling fuel or misting out the back while trying to start is the sign of a troubled, maladjusted, or very crude fuel system.

[@sathyavelusakthi9614]

Cool explained sir thanks

[@grahamj9101]

I have a cautionary tale to tell, underlining the need to ensure that even the simplest repetitive build procedures are done absolutely ‘by the book’ on a jet engine, in order to avoid potential flight safety risks. I may have told the story on this channel in the past: nevertheless, it is well worth repeating. I will, however, refrain from identifying the aircraft type, the engine manufacturer and the engine. Some years ago, a pilot flying an aircraft of his nation’s Marine Corps found that he could not throttle his engine back below a certain power setting. However, with great presence of mind, rather than ‘punching out’, he stuck with the aircraft and made a high speed landing at that throttle setting, saving his aircraft and allowing a detailed investigation. On engine strip, it was found that the VIGV mechanism of the HP compressor had become jammed, as a result of a hinge pin (one of forty two) retracting from the outer end of a vane actuating lever. This had occurred as a result of a retaining split pin not having had its ‘legs’ bent over. By way of clarification, what I (and the whole of the UK engineering industry) know as a split pin may, I believe, be known as a ‘cotter pin’ in N America. It was determined that the error must have happened when the engine was first built by the manufacturer, despite the fact that the error should have been quite obvious on visual inspection. Having been overlooked, the VIGV assembly was then shrouded with a dust cover, which prevented the problem being spotted at a later stage. Needless to say, considerably more stringent build and inspection procedures were introduced, pending a proposal for a redesign, as requested by the operator. Accordingly, a proposal was produced for a simple, yet innovative (if I say so myself) and relatively low-cost redesign , which could even be retrofitted 'in the field'. The proposal was submitted for approval, together with a detailed report describing several other design options that had been considered and rejected. The recommended solution was, nevertheless, rejected by the operator on the grounds that the more rigorous build procedures were now considered to be adequate. The operator had also become a lot more cost conscious, as a result of government funding cuts, following a short, sharp, but expensive little war. In comparison to, for example, checking and verifying that every one of a pitch circle of bolts was correctly torque tightened, checking those split pins should have been simplicity itself: nevertheless, the procedure failed because of human error. So what is the moral of this story? On engine build, it is essential to work with attention to detail and to do everything ‘by the book’, even for the simplest of tasks - and if 'the book' needs changing/updating, then JFDI! There are also lessons for the designer, which I would characterise as follows: wherever possible, don’t just make things foolproof; don’t even make them idiot proof; make them **** proof!

[@AgentJayZ]

Good one. British = long sentences with perfect grammar. For us North Americans, you gotta be less like Shakespeare, and more like Stallone... Yo!

[@grahamj9101]

"Talk to me, Johnny."

[@grahamj9101]

PS As you told Mr Kim Taehyung, "pay attention to the old guys". It will mean letting them (and me) ramble on, but you just might learn something.

[@zapfanzapfan]

In that case there was a lack of effort by the person building the engine. One also have to protect against the possibility of someone using creativity and a great deal of effort to install something the wrong way. The Proton crash 5 years ago comes to mind, someone rather violently installed 3 sensors in the wrong direction so that all 3 sensors gave the rocket the same faulty data on ascent. The sensors were designed to only be able to be installed in one way. If I interpret the image of the mounting platforms recovered from the debris correctly, the sensors had been installed with enough force that the locator pins on the sensors had made deep enough indentations in the mounting platforms that the sensors fitted anyway. A hammer may have been involved...

[@johnnybgood3279]

Did someone call my name? I have been told that it is very hard to make things foolproof because fools are so ingenious!

[@martinwilcox1945]

Agent Jay Z if you have bolts that have crumby threads can you and/@or do you use thread chasers to clean them?

[@AgentJayZ]

If a bolt is showing damage or corrosion to any of the threads, I replace it with the same part in better condition.

[@zapfanzapfan]

"Delicate rubber micro adjuster"... I used one of those on the logs when I built a log cabin, they also required some gentle persuasion :-) How much weight does the coating add to the blades?

[@oneoldcarnut8342]

Can any performance be realized from this modification or just better durability? what about efficiency. Will this help with fuel consumption? For your information I enjoy your channel 👍👍

[@GeofreySanders]

Jay has mentioned before that one "could" run the engine hotter, but durability is worth more money in the long run. ...Get it? Long run? Because the engine can run longer with coated blades? Okay I'll show myself out.

[@arthurlueck5709]

I noticed a start cart in your shop. Are you just storing that for S&S?

[@vector6977]

inconel bolts, standoffs and other hardware too?

[@xelaxander]

What is the use case for such an engine? In a previous video you said your shop rebuilds mostly for power plants, but why are engines from the 40s and 50s used? Edit: Just looked it up on 1st vid. Sorry for stupid question. Still the power plant thing intrigues me.

[@AgentJayZ]

I recently made videos about the industrial version of this engine in an electrical generation installation. Retired PT, and Working PT...

[@Firedog105]

You ever stuck your fingers in there after shut down and try to stop the blades like a ceiling fan . It looks so tempting .

[@AgentJayZ]

Can't get there. Burned to a crisp. Push past the pain? Chopped carrots in yer face... with bones in the middle.

[@GeofreySanders]

@@AgentJayZ Weird, we only ever get the boneless carrots in the supermarkets here.

[@grahamj9101]

And any adult who does it is boneheaded., but children may indeed be tempted. I once had to write an official letter from R-R to the Imperial War Museum at Duxford because they had a prototype Olympus 593 (Concorde) engine on show, where a child could reach into the intake and turn the LP compressor. I'd seen the engine during a visit and thought that I would check that the LP spool was locked to prevent it turning. To my surprise, it wasn't and I had to advise them that they needed to push a couple of strips of wood into the bottom of the compressor, which would simply and effectively 'sprag' the compressor. Now, if ever I come across an engine on display where I can reach into the intake, I always check, very carefully .....

[@grahamj9101]

You could make a vacation out of touring the various aviation museums in Britain: details available on request.

[@grahamj9101]

I've been visiting my daughter and family here in Singapore and I fly back home tomorrow. I'd be happy to compile a list of UK aviation museums for you after my return. There are numerous small museums dotted around the country, but, compared to the USA, distances between them are not great.

[@seanavery7265]

Great video ,how long will it be before 737 cores will be used as industrial engineering 😎

[@AgentJayZ]

The 737 is an aircraft. The engines of the -200 series were P&W JT8D turbofans. The industrial derivative of this engine, the FT8, has been in service for decades. The newer 737s use the CFM56 engines. S&S Turbines are in the process of developing an industrial version of this engine.

[@grahamj9101]

As you've mentioned it, this begs a question from me as to how S&S propose to develop an Industrial CFM56? Having been there and done that on the RB211 years ago, is the intention to remove the fan and a stage (or two) of LP turbine to produce a gas generator? Or will the LP turbine also double as the power turbine with a direct drive off the LP spool? I'm very interested, of course, but if Mr Sipe doesn't wish to answer for commercial reasons, then I will back off. PS I would have thought CFMI/GE/Safran might be ever so slightly displeased with a third party taking on some design authority for their product and might put up some objections.

[@robinsipe3108]

grahamj9101 Come visit me in Phoenix and we can chat about all things turbine related for quite a bit, I suspect.

[@grahamj9101]

Message received and understood. As a Brit, I need to ask, is that Phoenix AZ? One day perhaps ..... but I'm using up cyclic life.

[@oneoldcarnut8342]

Were they originally ceramic coated?

[@AgentJayZ]

No. This engine was made before TBCs were a thing. We added it as an upgrade.

[@greghelms4458]

Stupid question. In an industrial setting, in the engine room, is the air filtered in the room for engine longevity?

[@AgentJayZ]

The air in the room is not the air that goes into the engine. The air in The engine room is not filtered. Between the outside of the building and the engine air inlet will typically be a very large air filter with an area of a thousand or so square feet. This is to prevent particles and debris from being ingested, and to minimize restriction on inlet air.

[@greghelms4458]

AgentJayZ thanks. That’s what I figured. Couldn’t imagine no filtering taking place. Don’t stop making these videos. Love this channel.

[@SuburbAllied]

Hello! At 16:05 there's a brief glimpse of some gear-shaped locktaps (in the very upper right corner of the screen). What engine are those made for, and how does those blades looks like?

[@AgentJayZ]

Those are tabwashers, used in the RR Tyne.

[@SuburbAllied]

@@AgentJayZ Ah I see! Thank you for the reply!

[@hananc]

I have seen videos of turbine engines maintenance where the engine was horizontal. I assume those engines have to be designed in a certain way in order to be maintained horizontally. What are the main differences between vertically and horizontally maintained turbine engines?

[@AgentJayZ]

Certain things are easier in the horizontal. That requires a very expensive piece of factory tooling called a "rotisserie stand". If we could ever find one, we would use it. Engines are built vertically. Some procedures can be done horizontally.

[@hananc]

Thanks. Googled it and saw what you mean by "rotisserie". It has to turn a heavy engine 360.

[@glenntanner3]

Love watching your videos. But shouldn't all the blades be "identical" and aside from balancing the shaft afterwards (which will have to be done anyhow due to the new ceramic coating) would getting them out of order matter? Not suggesting this would be the ideal practice and i'm sure keeping the order minimizes balancing; but if say they were to get mixed it wouldn't be the end of the world would it.

[@AgentJayZ]

I've made videos on the whole balancing process. The blades are not identical. Should? That's not my department.

[@glenntanner3]

@@AgentJayZ I hope you didn't think I meant every blade in the engine, but rather all in the row. So please indulge my rephrasement; what would you do if a series of blades got mixed up?

[@AgentJayZ]

If the numbers that we apply after balancing got removed, we would have to re do the whole balance procedure. The numbers we put on the blades before the balance process are the weights of the blades. They are not identical, and it's the differences in mass that we exploit to enable use to move weight around, to balance the rotor.

[@glenntanner3]

@@AgentJayZ thank you, I get it now, it's already been balanced. I thought "the next step" would be to balance. Please keep sharing, removing the mystery from the jet engine perhaps makes it more impressive.

[@nickpogoler]

When you’re installing the last couple blades and no longer have room to get the pliers in there to squeeze the locking tabs, what do you do?

[@Joemama555]

what size of clearance is there betwixt the turbine blades and nozzle-stators (and compressor blades n stators)? we talkin' peas or grapes? cant be too close otherwise the air-raid-siren-chopping effect would occur I reckon.. and ill go back and count w multiplication, but im gurssing the counts of neighboring blades and stators are not equal and also coprime exactly to avoid resonnant chopping, was that discussed on some previous episode do I remember?

[@AgentJayZ]

Modern engines keep the axial clearance very small ( 1-2 mm ) for the sake of efficiency. this engine was devleoped before that was thought of, so the clearance between stators and blades in the turbine is 10-15 mm or so.

[@grahamj9101]

The axial clearances between the blades and vanes in a compressor are determined primarily by the need to avoid a 'clash' in the event of an engine surge (call it a 'stall', if you must, but I don't). The deflections under the dynamic conditions of the rapid and multiple flow reversals during a surge event are quite considerable. Your "guess" is quite correct: the blade and vane numbers in both compressors and turbines are selected so as to avoid resonances. Prime numbers used to be favoured, but less so these days. Sorry, but I don't go along with AgentJayZ's assertion that axial clearances in turbines are reduced to 1 to 2mm in modern engines and certainly not for the axial clearances between turbine aerofoils. Alongside my laptop, I have a cross-section of the R-R Trent turbine open on my iPad right now: you should be able to find it as easily as I did. The axial clearances between blade and vane platforms are effectively controlled by their 'overlaps', but these have to allow for the differential axial thermal expansions and contractions of the rotors relative to the casings, since the location (aka 'thrust') bearings are situated several hundreds of millimetres (if not a metre or two) forward of the turbines in any of the big turbofan engines.

[@grahamj9101]

Take a look at the cross-section of the Trent turbine, which I recommended to Mr Kozak. The axial clearances between the aerofoils in certain areas of that are a lot more than 10-15mm.

[@grahamj9101]

Try googling (other search engines are available) 'Trent turbine cross section'. The first image on the top row that comes up for me is a coloured pretty picture of a Trent turbine. It's small and it certainly doesn't have any dimensions on it - but I haven't found any that do. Nevertheless, it looks dimensionally accurate to me - and it's not a diagrammatic. So, starting (from memory) with the height of the aerofoil of the HP turbine blade at about 3 inches (75mm), you can see that the axial gaps in the turbine are into the tens of millimetres in places. R-R doesn't claim any performance advantage for its 3-shaft layout, in terms of control of axial clearances. (it certainly didn't in my day). The primary advantage claimed for the layout is that it is shorter, stiffer and gives better tip clearance control, resulting in less performance loss in service. In addition, the IP compressor/turbine combination is running at its optimum speed, as compared to the low tip speed of the booster stages hanging off the back of the fan of 2-shaft engine. Having said that, R-R does make a 2-shaft engine range, with booster stages - the BR700 series, built in Germany. The BR700 uses a 10-stage HP compressor based on a compressor developed at R-R Bristol back in the 1980s, which first went into the IAE V2500 and in the design of which I was heavily involved. PS For AgentJayZ's information, the V2500 and the BR700 both rotate clockwise viewed from the rear.

[@marcopk7244]

Great man 👨

[@topplayer7580]

Hello agent Jay, what are some recommendations that you can give to a new mechanic straight out of school?

[@AgentJayZ]

Yes! Stay off that damn phone. Pay attention to the old guys.. they can help you or decide not to if you are disrespectful. The newest guy in the shop is the one with the broom. I have watched many people fail these "life" exams...

[@grahamj9101]

Yes, as an apprentice, I had to follow one of those idle b******s on engine test. It took me some time to earn a modicum of respect from the old hands, but I did and I knew that I had when the shift foreman handed the throttle over to me and said, "Drive, apprentice!" It was actually a big locomotive diesel engine, not a jet engine: nevertheless, it was an experience.

[@tatsmec]

I am assuming the numbers on the edge of the blades are measurements? If so what is it indicating. weight, length, width?

[@AgentJayZ]

grams

[@collingtech1]

bike ride? no bears around right?

[@lwilton]

What are those capped-off pseudopods sticking out of the sides of the Lm1600 in the test cell?

[@AgentJayZ]

Those are ducts for the HP compressor bleed valves. The valves remain open during this run, so lots of air blasting through the ducts.

[@C-M-E]

I perused the comments quite a ways down the page to try to cut down on repeat questions, but would you happen to know the max thermal operating temperature of that ceramic coating? I'm looking at doing a few parts myself for the project but the coatings available to me have a max temp of 1800*F. The most crucial parts like the turbine blades, housings and select components that are directly in the exhaust path I've purchased from companies that know what they're doing far more than I. The parts I'm concerned with are components I'm manufacturing that are exposed to areas of high heat like the liner case or pieces I'm welding in that don't exist at present (non-rotational).

[@hussssshie]

Take a look on Thermal barrier coatings (TBC). drive.google.com/file/d/10h0FmNTcWSS7SLoGM_XJ3sV0oH7k-mYL/view?usp=sharing Uploaded this pdf to my drive with the thermal degradation in case it helps

[@seq165432]

In your shop, has a large component or engine ever lost it's support and hit the floor??

[@AgentJayZ]

I was going to ask what you consider large, but then your "or engine" bit gave me a hint of what you mean. Nothing like that has happened. No part, component, or assembly has been damaged by hitting the floor or anything else in my shop. Zzatt a good answer?

[@seq165432]

@@AgentJayZ I actually feel guilty for asking that question - more so because you took the time to reply :-) thank you!

[@nathanhaiduk2957]

Does KZbin ever bang you up for having the radio on... I gave my try at creating content and had several videos demonitized because of the ratio in the background

[@artideg]

How do you remove the tape labels from the back of the turbine blades after assy?

[@AgentJayZ]

I peel it off. Sometimes you need a stick or a pick to reach it.

[@bobl78]

on an engine that has to be airworthy.. are there certain steps in the build that are to checked by a second person ? I know you are a professional and this is not to insult you, it´s just a question I`m interested in ... in the end it´s humans putting together the engines and humans make mistakes

[@AgentJayZ]

We do that. On buildup, when a critical assembly is to be "buried" under more parts, we take a picture of every step and keep it on file. After assembly is completed, the engine has to pass an aircraft acceptance test, which is much more stringent than what an industrial engine is subject to. If it passes the aircraft engine test, it's an aircraft engine.

[@grahamj9101]

When I was an apprentice, back in the 1960s, there were people called 'inspectors' in the engine assembly shop. Their sole job was to witness safety critical procedures and sign them off (quite literally) in a build record. Since then, 'self inspection' has come in, where the fitters sign off their own work. I have a view on that change in the light of certain events and flight safety issues over the years. Please see a separate comment that I have posted.

[@theq4602]

How much does a LM1600 cost? rebuilt vs new?

[@AgentJayZ]

4. 10. shipping not included.

[@theq4602]

@@AgentJayZ millions?

[@jacekm4707]

@@theq4602 i can bet yes.

[@reagankarti8072]

Hlo sir this is regan - inside the combustion cylinder if we fix small sizes of turbine what ll be the result? It ll be increase the pressure and also engine velocity or it ll be colupse the speed and also the main shaft turbine?

[@AgentJayZ]

I do not understand what you are saying here.

[@dwizzleusa4202]

Meant nothing bad love the vids...

[@dwizzleusa4202]

Hah got that harbor freight brand dead blow hammer.. hey it works just funny being a jet engine shop

[@jacekm4707]

Why lubricating threads? So they can thread out easly next time?

[@AgentJayZ]

1) because the manufacturers instructions say so. 2) It's the right thing to do 3) to prevent galling of the threads 4) to ensure the application torque goes towards putting tension on the bolt, and not just overcoming friction of the dry threads

[@jacekm4707]

@@AgentJayZ thx for responding thats what i was expecting. Yet without wiring lock they would easly corck themselves out right? Anyway they should be lubricated and locked OFC.

[@AgentJayZ]

The first thing that locks any fastener in position is the proper torque. That's how screw threads are designed. The second, and backup lock, is the lockwire, or lockwasher, or thread locking chemical. Bolts and nuts do not work themselves loose if properly torqued. Thread locking methods are like insurance... almost never needed, but really helpful when they are.

[@jacekm4707]

@@AgentJayZ thank you.

[@michaelmooney3369]

they would be laser cut?

[@AgentJayZ]

Either that or water jet. The originals are die stamped.

[@mwbgaming28]

20:00 if I'm on a plane and heard that noise coming from the engines, I would be extremely concerned

[@AgentJayZ]

Every time you are on an airliner, the turbofan engine makes those noises when starting. Every one, every time. Cheers.

[@mwbgaming28]

@@AgentJayZwell I have never heard it, I guess the plane has enough soundproofing to filter it out lol

[@Sebastian_Athea]

What would happen if you tried running the engine with paper tags still on the blades?

[@AgentJayZ]

They would burn off.

[@Sebastian_Athea]

Really? So why bother removing them if they wouldn't damage anything?

[@AgentJayZ]

It's not my engine, so the instructions will be followed to the letter. Unfortunately, your application to work as an apprentice turbine engine technician at Jet City has been declined.

[@Sebastian_Athea]

Hahaha... ok... Don't get angry I'm just asking questions. I have been following you for about 10 years now! You make awesome content that no one else makes. I really enjoy watching your videos, thanks for making them! I'm actually electronics engineer, but I work as PC service technician and system integrator, specialized in custom liquid cooled high performance PCs.

[@grahamj9101]

As a matter of interest, as an apprentice I was told that I must never use a 'lead' (ie, graphite) pencil on turbine blades for marking purposes. I think that they used 'Chinagraph' brand pencils, but it's all a very long time ago now .....

[@marcopk7244]

Nice great man

[@tomast9034]

....thumb detector...is that hammer looking thingy :D

[@swampfoot]

Have you ever heard people call the turbine blades "buckets"? The real old-timers used to say that. I assume as an analogy to a water wheel on a river with lots of buckets filling up and getting dumped out? Happy Thanksgiving, btw!

[@ArchaicMuse]

"Buckets" is a term for impulse turbine blades, rather than reaction's, if I'm not mistaken.

[@swampfoot]

Right you are, I think that's it.

[@grahamj9101]

Yes, I believe that the term originates from early steam turbines that had impulse blading. It is still used by some manufacturers in relation to steam turbine blading and, if you check out the 'heavyweight' gas turbines from GE Schenectady, they still have 'buckets' rather than blades, even though the blades are 50percent reaction.

[@vladalexandrumocanu4442]

@3:09 - is that a Moldavian flag you have on the wall? :D

[@jim5870]

Don't bump that bench and knock it over!

[@rafihussain]

Like you say. Beautiful. a bit noisy. Musical. Thanks for entertainment

[@TheAlignmentGuy_TM]

Booker T Live At Darryl's House: kzbin.info/www/bejne/nGenoZhsn7adjZI

[@gusbisbal9803]

"They are the hardest working, highest temperature pieces in the engine"..... then "Very Cool" I kind of thought it was the other way around. Not cool at all.

[@AgentJayZ]

There are a few speech habits I seem to be trapped in. The one that Is worst in my opinion, is that I always start off with saying "OK". I get most of them in editing... The super cool and very cool thing... I don't even realize I'm saying it...

[@MoraFermi]

"Cool when not operating at 900C" (or whatever the operating temperature is)

[@grahamj9101]

You forgot your very Canadian, "eh", which, let me assure you, I'm not in criticising in any way, eh?

[@gusbisbal9803]

All I can say is that its super cool that your doing this work and I am OK with it all.

[@argonthesad]

This job would get tedious pretty quick.

[@AgentJayZ]

It takes patience, and a satisfaction with doing things meticulously.

[@deanropchan7213]

6:04=F.O.D. Foreign Object Debris

[@AgentJayZ]

Yeah, we took that out... you got that, right?

[@Eaglekeeper1958]

Do they pay you or do you have to pay them to get work there?🤣😂🤣😂