NOW DAYS... IT is a whole lot closer to aeronautics than ever! Not only do computers operate the engines and pretty much every other operation of the craft, they also communicate with tens, hundreds or thousands of other computers in a massive intelligence network. Battlefield intelligence is growing ever more complex, multi-layered and eyes-on dependent. This means that IT is not just web browsers and bank notes, its also flight and battle data.

Welcome to Jet City , Dave!

Nobody I know of has converted their Sabre Jet to use a different, more modern engine.

interesting - thanks

It's not just the military that uses this form of nomenclature. In my experience, it's been standard practice throughout the industry on both military and civil jet engines for decades.

@@grahamj9101 You are correct, but I believe it was formulated by the military first as a standard practice.

Have you ever discussed what engine you dislike working on the most? Mine is the TF34.

I like the smiley! I wish I could go back in time by only 20 minutes, when I decided not to bother responding to hi you's comment. I was gonna say: "Some people have called it a fuel heater, but they are uninformed." Now I realize I shoulda!

It's surely 5-10 times smaller than an air cooled exchanger would have to be, and creates no air flow problems. Cooling requirements are probably closely matched to fuel consumption too.

@@AgentJayZ I'm surprised a man like you can't go at least 20 minutes back in time. What with you jet engines and all.

@@fascistpedant758 Some engines do have ACOCs, in addition to FCOCs. Turboprops almost invariably have them, because of the need to deal with the heat rejection from the gearbox.

Get a head start, and watch the 100 plus videos in my playlist called Your Questions Answered. It will definitely not hurt your grades!

Good guess.

With rigid lines, or even with the large, short hoses, getting the fittings started is the most difficult part of the job.

In early 1963, on my first placement as an apprentice, straight out of the training school, I was put into the Viper and Double Mamba build shop. After an introductory spell on the strip section, I was let loose on Double Mamba build. I got a large union nut cross-threaded, realised what I'd done, and was in the process of correcting it, when I was spotted. I was ticked off, but given credit for doing so.

Awesome. Thanks. I still think the same amount of information is contained in the phrase a human being would use: vehicle, construction type, system, function... aircraft tubular oil cooler. Saves all those commas, too!

No. EPR is a pilot, feel good thing. It's meaningless, except to give a general indication of engine operation. I made a video called Jet Engine Thrust a few years ago. It's a bit of a rant, but it's about the fact that jet engines are not pressure devices, but acceleration devices. I still chuckle at the question I asked back then: how fast does a hydraulic jack fly? Here it is... it's OK if you don't like it. kzfaq.info/get/bejne/eMulg5VzptHdZ2g.html

Thank you, I watched your link. You seemed a little pissed off. Can't say I blame you. I did say "if that applies" because I did not know. I was thinking that about approximately 3:55 when you were talking about the difference in pressure between the two lines and I thought it may be similar. I believe pilots set power based on the EPR. I remember their was a crash in 82 of a Air Florida Flight 90. I believe part of the problem was the EPR sensors were iced up and gave incorrect power settings.

I've talked to a few retired military pilots, and they all have the same list of favorite planes to fly based on fun, feel, and thrills. In no particular order: Supermarine Spitfire North American Aviation P-51 Mustang North American Aviation F-86 Sabre (actually, they prefer the Canadair Sabre 6) McDonnell Douglas F-4 Phantom 2 All old, and all with analog engine controls. I think I would prefer an all manual carbureted v-12 rear wheel drive roadster to a drive by wire digital fuel injected KERS hybrid with launch control and gps integrated ABS with paddle shifters. Just me...

AgentJayZ those aircraft are some of my favorite, although I never got the chance to fly them personally. But I did get my private license. If you ever get a chance, go out to the Reno air races, they have a good mix of warbirds, Jets, and new light aircraft racing around pylons in the desert. Great sights and sounds. On a side note, is the Sabre 6 a higher powered version of the f-86?

I was at the Gold Cup in 2014, and had a pit pass. Amazing experience. The Sabre 6 was a Canadian license built version of the F-86F, and it used a Canadian designed and built engine, that produced 7200 lbs of thrust. (Last month, one that I built made 7700) In the F86-F, the GE J47 produced 5500 lbs of thrust. The J47 is a great engine, with more combat hours than any other jet engine ever. The two engines are different, and you can't say that one is a higher powered version of the other. The Sabre dominated the sky in its day with either engine. Check out my vids of J47 tests.

It's in the pipe. The schedule has been affected by world events...

AgentJayZ understandable thanks for the reply!

I might try that.

That lever, as well as the one on the emergency fuel control, is connected ( by the green rods) to a pivot which is connected to a cable that goes to the throttle handle in the cockpit. You can see the throttle handle in a video I made comparing the start sequence in the jet and in the test cell.

Bonus pints for the correct spelling of phlegm... or is it flegm now? And remember to never dispose of the contents of the dephlegmator in the re-bigulator.

Yeah, there are bleed ports on the fuel pumps, because they are the highest point in the fuel system. I may make that part of an upcoming vid. You could just spin the engine up on the starter, and pump about a gallon of air through it until the fuel gets there, or use the fuel bleed ports. Engineers are pretty dang smart, I tell ya!

I believe the fuel distribution blocks function is to flow the same amount of fuel to each nozzle regardless of differences in resistance. My instinct is that their is a fixed displacement mechanism (Probably similar in form to a gear or vain pump) for each burner. These "pumps" would not necessarily be driven mechanically but by the flow of fuel through them. If each fixed displacement device where attached to each other by a shaft, then each output would flow the same amount of fuel regardless of the resistance experienced at each output.

No such thing as rich or lean. It evenly divides the flow into six separate lines.

JetA is the design fuel. Kerosene, diesel, are interchangeable with minor adjustments. AvGas or any gasoline is a suitable alternate fuel with minor adjustments and shortened service life for fuel system components. In a pinch, if it burns, it turns.

Stainless steel.

@@AgentJayZ thank you sir 🤗

A turbofan puts a greater acceleration into the air than a prop does. A 3,000 Hp piston engine once swung a 13 foot prop. An 80 thousand Hp turbofan spins a 9.5 foot fan. Maybe it's the ducting, but also the difference in blade number. The discharge of the fan is moving much faster than the prop wash.

AgentJayZ Hey mate, just out of curiosity - do you get many turbofans in the shop (either low or high bypass), or is it mainly the old but gold engines? Also, please forgive a very stupid question, but do you see turbofans on ground/turboshaft installations? Or is it completely pointless and I’m not understanding right? Fairly sure all of the second question is part of the answer. Thanks in advance, and cheers from Australia. P.S. I *really* need to send you a bigger flag one day. You know, to... compensate for things.

In high bypass turbofans, most of the engine power is harvested by the LP turbine to drive the fan. It's a fairly simple modification of the design to increase the amount of energy harvested by the LPT, and the delete the fan itself, so the LPT drives the output shaft with almost all the power created by the burning fuel. That is exactly what GE did with the CF6 series of engines to create the LM 2500. It started out as a 25 thousand Hp engine, and has grown to almost twice that. Check out my LM 2500 videos!

@@AgentJayZ thank you !

we measure oil into the cooler and in the reservoir (after the cooler), so yes. The oil lose about 100F.

I don't know what the flow rate or heat capacity of the oil is but that sounds like 100s of kW in heat transfer if it is 1 liter per second.

I've heard rumors of an afterburning Orenda 17, but never seen one, or seen any reference to one in a manual.

Each part is made of the most suitable material. Not making a list. You need to be more specific. Also: I put the things together; I don't really need to know what they are made of.

Possible. Most coking and deposits form at shutdown.

The usual amount dumped out is about 500ml, or a pint. This engine uses between 2 and 20 gallons per minute in operation. Also, the system was designed in the 1950s for a military fighter. The amount wasted is an insignificantly small quantity.

Both things happen, because its a heat exchanger. But the manual calls it an oil cooler. If anybody wants to call it french toast, that's fine with me... just not in my shop.

If I am intepreting right the F-86 cutaways available, the manual (as quoted by Jay) calls it the right thing. In this ship the fuel tanks are inside the fuselage and so are not exposed to cold soaking as it happens in airliners fitted with integral fuel tanks built as part of the wings. In the Saber, the only fuel exposed to the external air temp. would be the one inside the drop tanks, but I doubt even this fuel would have the time to get too cold, as the drop tanks will be the first to get depleted. So, IMHO, the main function of the oil cooler is indeed to cool down the oil, the heating up of the fuel being a welcomed by-product, but not as critical as in an airliner. Great video, by the way!!

I don't know why there is such consternation, analysis, and unnecessary debate. Orenda built the engine, and they call it an oil cooler. All comments on the subject are useless, irrelevant, and a complete waste of effort. These are the facts, and the facts don't give a shit what anybody thinks. OK, then?

RB211s used to have FCOCs (fuel cooled oil coolers): it appears that Trents now have FOHEs (fuel/oil heat exchangers). There is essentially no difference: they perform exactly the same function.

Did

100% is the nominal max recommended power, beyond which component life is shortened due to thermal stress. Takeoff power is 102% of that value, and is limited to 5 minutes duration. These are old military turbojets. I can't say if modern airliner engines follow the same rules. blancolirio might know. He flies the 777. Check out his channel.

Me too, how can that be ?

102% of rated rpm and power. Same thing as how cars have maximum torque at certain rpms in so called power bands.

From a previous comment: 100% is the nominal max recommended power, beyond which component life is shortened due to thermal stress. Takeoff power is 102% of that value, and is limited to 5 minutes duration. These are old military turbojets. I can't say if modern airliner engines follow the same rules. blancolirio might know. He flies the 777. Check out his channel.

Hey! I agree. Our test cell tachometer reads in revolutions per minute. Aircraft tachs read in percent... to which I say: percent of what?

You would often hear that the Space Shuttle had "throttled up to 104% rated power". Eventually they changed the rating, so that became the new 100%.

@WanJae42 No, they stuck with it to not confuse numbers from earlier testing. Emergency power was 109% and they had been tested to 111%. Now with development of SLS they have tested to 113%.

Not a piston engine, no lambda sensor, smoke's got nothing to do with it. The compensation is to ensure thrust stays consistent as the plane gains or loses altitude, so the pilot does not have to constantly adjust the throttle during combat.

ratride1 One was shown recently being in a container on a mattress :)

There's a search bar on my channel page. Try "engine shipping containers"

Thanks, i was kind of thinking this is the case.. But wanted to ask if there would have been some differences. Thanks for the great and fun answer AgentJayZ!

AgentJayZ Thanks I’ll check that out. Do you ever prepare engines for long term storage before shipping them back?

Any removal from active service, for whatever reason, requires complete "reactivation" service of the entire aircraft. All systems checked, fluids topped up and bled.

@@AgentJayZ many thanks, Id be curious to see more details of a reactivation service if its something youre ever able to cover in a video, no worries if not though and thanks for the response

This one? I think I said it was 600 to 1100 psi. Maybe that was in the previous video.

@@AgentJayZ thanks

Yes. All those little details get taken care of while the pre run testing is done in the test cell.

The FCOC ? Nope, it's main purpose is to cool the oil (sure the fuel gets heated in the process, but it's not the main goal)

I try to make them more of a source of information, and I try not to compete with the more entertainment-oriented channels. Sorry.

Yepp, can't watch them casually, have to pay attention :-)

Different hat every day. Only option: old bald head.

AgentJayZ From a fellow bald guy, that’s a badass hat, Jay. Wear that thing proudly. greetings from Iowa, USA.

@@AgentJayZ I wouldn't mind. Whatever keeps you happy enough to keep sharing info is fine with me, I suppose.