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Turbine Engine: full power ... LOUD!

This is more film of the GE LM1500 gas turbine engine running at the S&S Turbines open-air test cell. All the noise in the beginning is made by the start cart, which is a 90Hp turbine engine. Even when you hear the LM1500 start to wind up, it's not even running until you see the heat waves coming out the back of it. This happens when the operator opens the fuel valve at around 2,000 rpm. In the middle of the video, when the noise in an unbearable shriek, the engine is turning just over 7000 rpm, and is blowing hot air out the jetpipe to the tune of a little more than 15 thousand horsepower. The air flow through the engine at full power is about 150 pounds per second. In the view of the control room screen, the numbers are as follows from left to right along the top of the screen: EGT or Exhaust gas temperature in degrees Celsius, measured just after the last stage of the turbine, which is just behind the second green steel frame holding the engine. Next is RPM. This engine has basically one rotating shaft, and you can just barely see the 1st stage compressor blades moving on shutdown. Engine RPM is of this common shaft, upon which all compressor and turbine stages are mounted. 5,000 rpm is idle speed for this engine. Last, on the right, is lube oil pressure, in pounds per square inch. These engines have roller bearings, not journal bearings like a car engine, so oil pressure is mainly an indication of oil flow. A lot of flow is needed, because the oil is used as a coolant for the main bearings. The engine will run with no oil pressure, except the bearings will overheat, so monitoring of oil flow is very important. This is the same engine you see in "Starting a large turbine engine" Note: All references to podracers will be deleted. If you have to ask why, it can't be explained to you.


 


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Test run: Rolls Royce Olympus at S&S Turbines open-air test cell. One of the largest turbojet engines, about 40 thousand Hp in the industrial version shown here. Looking in the front at startup, you can clearly see the freshly cleaned elements of the low-pressure compressor: First are the struts, which hold the front main bearing firmly in place. The LP rotating shaft is supported by this bearing. Second, you see the copper-colored inlet guide vanes. On many engines these are able to move, but in the Olympus they are fixed. Then the blades of the first stage of the turning compressor shaft. They are made of solid titanium alloy, and it took 2 days to hand polish them. Next, the first stage of compression is made complete by stator vanes, which are directly behind the spinning blades. The Olympus is closely related to the engine used the Avro Vulcan Bomber, and a later, uprated version was used in the Concorde. Both used four engines, with afterburner on the Concorde. This engine does not have an afterburner. This engine is used to generate electricity. A lot of it!





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