Yours are amongst the MOST interesting and informative videos on all of KZfaq. Succinct and to the point with no unnecessary content. Many thanks.

that is so cool ... imagine the heat and forces applied to those materials during operation ... thanks for the up close look at how this stuff goes together !

What I would give for just a few hours of a macro shot of you working on installing blades. Boy. The most relaxing thing while working on projects late at night

Excellent! you mean business. No extra music, nothing. I appreciate.

Iv been searching for design details on jet engine for over a month now and the videos from your channel saved me a lot of time, "SUBSCRIBED"😊😊👍👍

@343jonny Those are struts in the tail pipe, used for positioning the rear cone. The rear cone reduces turbulence in the exhaust stream by eliminating the step change from the annular shape of the turbine exit to the tubular shape of the jet pipe. The struts are airfoil shaped to reduce turbulence as the gases flow past them. They are replaceable, but not adjustable. Thrust-vectoring is a relatively new technology of flight engines, and we never see it in our business.

"actually the mop bucket wouldn't be there in operation" lol... good one

Another awesome video! You have no idea how much I look forward to each of these.

You are the purveyor of North American turbine goodness to humanity!

Amazing! Technical explanations while demonstrating practical application. I envy you in your vocation!

Letting you do these vids is good advertising, and it's working. If I had an engine that needed servicing, I'd want you guys to do it!

I have to correct you, sir. I worked on C-130's for about 6 years. We used the T-56-A-15 engines which put out around 4,000 horsepower. If you do the math, 19,600 in/lbs at 13,820 rpm = 4297 horsepower. If you subtract frictional losses from the gearbox (13.54:1) , I wouldn't be surprised to see that you lose 100-200 hp at least! That being said, I really do enjoy your videos. I just so happen to be a specialist for one engine. You seem to know quite a bit about turbine engines in general!

This guy makes super explained videos for the layman 🇬🇧

You need dedicated roll pin holders and punches, as used in gun-making.

Spins 4 times with a single push, those bearings are so perfect

@MiG29MOVT The pins are destroyed in shear upon blade removal. The pins are then driven out of the hole in the disk... towards the hub. The blades are indeed ceramic thermal barrier coated. This can increase the temperature tolerance of these parts for increased performance or longer life, or both. The blades themselves are made of hi-temp alloys, like the blades in all jet engines.

Wow just a standard rollpin retaining those blades incredible

I want to say "fantastic". You've got a great coping mechanism

Older than I am and I am 60 . I worked APU s one was used to start the F4. The other ran Radar we would get some that had 40,000 hours on them, we would put new bearing and seals in them, ship them back

Ok got it. With the molds, tools & machines I design and build for a living I'm used to the hardened dowel and roll pins that are used. One would have to beat pretty hard to get them to shear & in the process destroy the blade and possibly the disk. The pins you're using, being a roll pin and probably a little softer allows it to fold over and shear with minimal persuasion. Trust me until being able to have you walk use through these engines, most things about these was a big mystery.

We apply Pt-al coating for the t56/501k stage 2 vane segments down here in Texas for Rolls Royce. That was really interesting to see the size difference between that j series and t56

You're Teaching ME Something I Did Not Know Sir!!!

@TalksWithDirt .. I'm just a machine geek who is allowed to film the toys. Most turbine overhaul companies won't let employees take pictures of the work they do. I'm lucky, so feel it's my obligation to share with the curious.

Jayz those lock pins you have (we call them roll pins here in NZ) are what I used to rebuild the power-valves in my Suzuki RGV-250 N....and when done right they last forever and dont flog out a horrible hole...usually due to the difference in characteristics

I would never have thought of that trick. thanks for the responce

Keep up the good work and please dont stop bringing us these awesome videos!

Oh, well I will not argue with anything you say, because you have much more experience with that engine than me. I was just rying to point out how much better the T56 was at making power than the older engines. When you say gearbox, that is a different thing on a turboprop: The J47 gearbox uses one percent or so of engine power to drive accessories. The T56 gearbox drives the prop with about 99% of engine power, so it would likely have the losses you mention.

Whether the slots face front or back, they still are arranged from inner diameter to outer diameter, so balance-wise it makes no difference. Axial position is of such a small consequence that it is disregarded.

Those lock pins are spring roll pins, which I've used as an auto and bus mechanic for decades. They look to be SS or better, very hard, strong, tough, doesn't like to deform. I am going to see if I can find a video that shows how you remove those pins. They are installed into blind holes, you can hear them clang as they bottom out in their holes. I'll bet it isn't easy. And these are the hollow types. There are pins that look like a lunch wrap, a tight spiral of SS or spring steel. I remember the pain of trying to remove those monsters. Cryo, perhaps? I'm keen to find out, if I dan.

Wow... these videos are great, thanks for sharing them!!! I hope one day it could be possible to make stage compliant commercial SST's...

Considering the direction of motion of the turbine blade, those locking C type slotted coiled spring pins should be inserted in position with their slot pointing outwards. The first one was fine , but that shown at 1:33 should be rotated a little. When inserted as I suggested the load that can be taken by the locking pin is much higher. In one of my industrial investigations , I once found one of these C slotted coiled spring pins was being used as a cotter pin to lock a very large boiler fan on to a shaft for an Electric power station. The slot was positioned parallel with the shaft and the double shear action caused it to spring each time the fan started and stopped. Eventually metal fatigue crept in and the other side of the slot broke all along its length. If the locking pin was installed through a rotation of 90 degrees, The shearing action would not have resulted in the locking pin being subjected to such metal fatigue through continuously springing it. In this particular case it I do not know how important it is but the point how to insert these type of locking pin needs consideration when the load is "pulsating". In this case the ,considering that the turbine blade is taking the slipstream of the guide vanes before it, the blade is being pulsated and forced back.

Excellent work

The T-56-A-7 engines put out even less horsepower, since the TIT was reduced from 1050 to 960 *C (If I remember correctly; I used the tech data that dealt with -7 engines, but never dealt with them in reality. They used solid turbine blades vs. the -15 hollow, cooled turbine blades that could handle the higher temps). I believe that would put the horsepower somewhere around 3500+. Again, all of this is on a nice, cold day. A warm day would make you hit TIT before max torque and limit your power

The answer is in the comments to this video. I never did show it in any video, because it really isn't a big mystery.

@mytmousemalibu Yes, I'm not as up on my old time fighters as I should be, but i know some J47s were fitted with afterburners. The roll pins are hi temp, and bit softer than regular ones. At least they shear off easily when the blade roots are tapped forward to remove the baldes.... Uhhhhh never mind that! I never said that.

That would be a really fantastic career! And yes, I'm heavily biased haha. We were brainwashed to hate "straight jets" (turbofan/jet) In the USAF, there were two engine mechanics: turboshaft/prop and straight jets. It kinda biased us a bit, but we got to work on some really cool aircraft! (The slow aircraft tend to have the most guns). But I'd much rather have the deep knowledge of different types of turbine engines. Impulse, reaction, impulse/reaction, dual spool, Variable IGV's, etc etc

@mytmousemalibu You're right that the F-86D Sabre "Dog" was an afterburning Sabre, but it was far from the last Sabre. Rather, it was an offshoot of the main Sabre line that was specialized as an all-weather air-defense interceptor, a bomber killer. It had an afterburner for faster climb. The ordinary Sabre was a general-purpose fighter not suited as an interceptor.

@JetAce08 A go kart or a display engine? Well, a 501, which is a T56 without the gearbox or prop, weighs 1200 lbs, and at 3 to 5 thousand Hp,burns many hundreds of gallons of fuel per hour. You need to look at one of those start carts. They come up for sale often on Ebay. Keep in mind they are about 75 to 100 Hp. They`d make good engines for a kart project. An insane kart project...

@AgentJayZ lol, I had kinda wondered if the blades simply sheared them off! Otherwise there would be evidence of removal, just shear it, tap out remaining piece! Pretty ingenious system they thought up back then! Neat stuff! If i remember correctly, there was 1 afterburning Sabre, the very last one, The "Dog" the F-86D. I dont see it as an F-86 myself, looks way differant, not much in common with the other variants. Much uglier too! Forgot we have a Westinghouse J30 at school too...

@JetAce08 Take away the power turbine, gearbox and prop of a T56, and you would have a screaming little turbojet, but you would need at least 8 of them to get a C-130 off the ground. Those pieces take the energy in a low mass, hi velocity jet of exhaust, and turn it into a high mass, low velocity prop wash. Much more push. It turns a speedboat into a tugboat. Perfect for a cargo plane.... or a monstrous gunship.

Thank you very much oh you are very nice man. I like a person like you ,you are very kind to share these for the people. i wish God bless you. Hey AgentJayZ please let me see how to take out the locking Blades. Very thanks again and that will make every one be happy and you too. May God bless you.

@AgentJayZ all this is true, and you have helped me greatly in understanding that, but I was speaking more of a jet powered go cart, or something ive always wanted, a small jet powered glider, with a system that restarts the engine while air born so one could get to altitude under its own power, shut the engine off, glide back down, then get back up to altitude again. Or in my own crazy case, just having an engine to run and work on for the hell of it : )

Hi!! Agt J very nicely explained. I suggest you to start tutorial classes ,step to step ,every minute details inside of latest fighter and pax jet engines. Either you be live or video post. You see at currently all your previous videos are not in order.

@AgentJayZ lol, well ok a drag cart then. But I was speaking more of using the thrust to push it, not shaft Hp though. Plus I think i have more fun building my own stuff then getting a actual jet engine. I learn more from building it, not to mention its hard enough building the little projects I do since I have no real area to build in. Im technically not suppost to have any of this crap in my barracks room, or work on it at the cryo shop, so im kinda stuck with hoping a shop mate will let

@AgentJayZ I enjoy your vids and all the extreme detailed close-ups of the jets. There's always something new to learn about every time. Oh, maybe a "female hand-model" pointing to jet-parts on an episode (as you narrate) would be a fun twist. ;) All the best to you and continued... jet-success!

I'm watching your videos and You are the best.

Nice vid! Can't wait to see it run!

@Fierobsessed I was going to ask the same. My best guess is that since it is a blind hole, a self tapping bolt and a slide hammer is used. Would be a good subject for another vid.

amazing...keep making such videos

That's pure art..

3:59 The rear tailcone housing is a diffuser, it's reducing the velocity/increasing pressure of the exhaust stream. So you can probably call it that.

Have you ever worked on a j58 out of the sr71? I'm an A&P mechanic as well, but I never used my license much just a little sheet metal work. I went to an Aviation school in San Antonio. The name of the school was Hallmark Aviation school of Aeronautics, but it is now called Hallmark Aviation College. I would love to work on turbines like yourself. As a young teenager I was fascinated with jet aircraft.

Great videos and I expecting more from you.

It's a little hard to get size perspective when we're looking at just the core of one engine and the entire housing of the other. But it likely is a big size difference. I think looking at the turbine disc was where the extreme size difference was more obvious. I am curious how much the sheer mass of that spool not only slows the acceleration but adds significant weight to the aircraft.

I have answered this question so many times, I'm afraid I am unable to continue. Perhaps you may want to read below...

@Dhillipboy Turbines, wherever they are, have only one function. and what do you mean "the" turbine ? Typical bypass turbofans have two, and sometimes three turbines. They all do the same thing. They convert the energy contained in a stream of moving fluid into mechanical torque.

@Fierobsessed I'll give you the same answer I gave docbipe last week: ... I can show you some of the techniques used by jet people, but to learn all of them, you must become one of us...

You must have a serious amount of patience to install that many pins.

hy there, there were few things that i was hoping for you to cover or help me in knowing them, they are as mentioned below: 1. I was interested more in knowing about the different types of industrial gas turbines used across the market provided by different manufacturers. differences b/w them, the leading gas turbines till date based on performance and other paraphernalia of its. 2. Also if u can help me in understanding more about the blade loading(axial, in case of compressors and circumferential, in case of turbines) that will be really appreciated. 3. I was also interested in knowing more about how the gas turbine behave while in operation like how cooling of turbine happens? how and by what amount air gets compressed,how can it be varied(with the use of variable guide vanes as in case of SGT-800) and why? how the life of blades and other components goes in case of usage(continuous or as per need) and other things as such! It would be highly appreciated if u can help me in knowing these?

Excellent video!

It looked as though there was a crack in the side wall of that part just behind the turbine. As you were panning the camera showing where the pipe go's together rite after the pipe ends it looks like there's one on that side wall. But maybe it just looked that way lol

@mykhaledi F86-F sabre, flown in California Airshows.

Grubby fingers in HD! Wait, make that Turbine-Jedi grubby fingers... in HD!

great work, post more.

A lot of you have asked that... so many that I gave the answer over a year ago...

". . . this is what a pin looks like. . . Oooops!. . . " rolls off falls inside the turbine - two weeks later - I found it!

@CNCAddict Yes, of course you are correct. BUT I choose to use the common ( and wrong ) description of the effect as centrifugal, just because I sound like a pedantic geek when I insist on using the absolute correct terminology... plus, it's like holding back the tide with a spoon... so I go with the flow. Meh. Plus, your referring to a comment in another video, aren't you?

What if that wheel that holds the turbine blades on the end was made of tungsten, once the the wheel's rpm got to about 60,000 the wheel would turn for a long time. If it is connected to the compression section via a shaft, once the aircraft got up to a high speed say 500 knots just the air being forced into the engine & the heavy wheel holding the blades at exhaust section, it could almost be a perpetual motion type engine, I mean once it got up to cruising speed at a level flight the fuel could be turn way down or even off. It only needs fuel to take off climb & get up to cruising speed.

Hi I cant good speak english i am michanic turbin sgt 100 t0 400 you are vere nice man and frandli tanki you for every think

that is just amazing! you have a cool job. Thanks!

I thought the pins would be somthing special, not just a simple roll pin! I'd be a bit nervous putting the tail cone on there with an overhung turbine! Also intresting a big castle nut holds it on! Now the F-86 wasn't afterburning if I remember right? Cool stuff Jay! I may be one of you soon! There's a chance ill be at GE here soon. If allowed ill film some at school, we have a JT8D, some APU turbines, looks like what's in your huffer cart!

@Fierobsessed I would imagine you tap them similarly to how you remove headless / broken bolts from an engine head, etc. There are reverse bits you can use, but we're talking lawn mower vs jet engine here, potentially having quite a few differences in finesse and tools required :)

thank you mate.....

@AgentJayZ Maybe the inverse of centripetal force ;) Seriously..that is a bugger of a problem...I would have thought they'd use threaded pins..or something that comes out more easily. Either way great video!!!

JayZ you do a pretty awesome job with your video's. Like many Canucks I've known and follow on youtube, you are entertaining and have a gift of teaching. I have one little complaint, What video is it because I haven't found it. Don't beat me for asking, Please! Go easy, I'm a new follower.

Correct me regarding what? This video is about a different engine that the one you mention.

How would you remove those pins?

Excellent professor!! :)

that turbine wheel looks spiffy.....hahaha...awesome!!!!!

Wen the leaf requres replacement how will u pull out that small pin.i racked my brains no way i can guess. Can u pliz pliz pliz replay. Iam so much intrested in this videos.i will not have a restful sleep without ur replay. Some of the greatest videos and explanation is outstanding

This videos are great

Sorry for that! I was referring to the T-56 compressor you had laid out horizontally @ 4:30.

I like this work

fantastic!, facinating

I was hoping you would say what the compressor rotor in the background was, I have a C-130 squadron right across the street from my shop. I wonder how much thrust a T-56 engine without the extra turbine stages would produce? I like the size of the T-56 not to big, but not to small. Perfect size to do some experimenting with :)

I do not work in the industry but I am fascinated by jet engines. Your videos are fantastic. One question, why are the turbine blades locked in with set pins rather than screw based fasteners? is it a heat consideration... or vibration etc.. thanks if you get a chance to answer and keep up the great work, both on the clear and understandable videos and the building and maintenance of awesome engines.

Are those eight or ten smaller cylinders the combustion chambers?

These videos are great. Sound, lighting, content, all first rate. Thanks! A couple of questions, first do you make any of your own tools? And, you deal with a lot of little parts, how do you know for sure that all the pins are in, that you didn't somehow loose a pin and skip a hole?

Your videos are sharp and closeups are clear. What camcorder do you use?

thank you sir your videos are great :)

Sangat bagus konten ini airfoilnya (bilah) sangat jelas dilihat science airfoil trimakasih sangat jelas pengetahuanya

@gushhnet Is that what that was? It gave me a little chill, like it was a ghost or something.

Mmm look at 3:03 and it appears there a wiggly crack in the outer metal housing perpendicular to the rear of the outer ring

@AgentJayZ me test my designs at his house. which makes everyone think im goin to blow something up. They dont quite trust me knowledge yet, even though i try to tell them i started building this stuff in middle on the back porch on a old wooden table, and the only thing i ever burnt was the hair on my fingers. Im thinking about getting a storage unit and putting a work bench in it though, it will be my own private little shop/get-a-way

It's interesting that the pins don't modify the balance. Or does balancing happen after this point?

JayZ, shoulden't the slots in the pins all be oriented the same (facing enine inlet)? I can imagine 96 tiny slits could add up to close to an ounce of weight?

Hello sir. I want to learn all the workings of jet engine sir.

Curious as to the turbine blade removal , how are the roll pins removed to facilitate blade removal from the disc , and do they have a corresponding hole in the base ? I love this stuff , worked on yacht diesels and generators for 30 years but missed my calling .. The only thing that I wouldn't like is dealing with all of those HP lines :p ....

Thank you for teaching........ SAT SAHEB =)

As always im greatful for your interesting videos! You showed us how the turbine disk got cooled by air coming in through a center hole in the rear(?) cone. As I've understood it, it enters there, but where does the hot air, after it has cooled the disk leave, or exit? Is it through same pipe?