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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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Testing a GE J79 with afterburner
A newly rebuilt engine from a supersonic fighter is put to the test at the S&S / Maddex test cell. After some run-ups from idle to full military power, the afterburner is engaged, resulting in some extreme camera abuse...





Afterburner vs. Snow
We test run a J79-J1E with afterburner on a sunny, snowy, freezing cold day. There are a few new people with us, and they prove that "everybody loves afterburners !"





Inside an Afterburner - Turbine Engines: A Closer Look
A look inside an afterburner , and how it is attached to a J79 Jet engine. A surplus fighter aircraft engine is being converted to an industrial gas generator.





Rolls Royce Olympus
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!





Boeing 767-300 engine startup.MOV
Starting of a Boeing 767-300 engine





Jet Powered Van
Dihatsu Hijet minivan fitted with a detuned RR 200 series Viper turbojet engine. www.ianfbennett.co.uk www.jetpower.co.uk





MONSTER TRUCK US military Ultra Heavy Lift Amphibious Connector
New concept for the US Marine Corps A potential replacement for the Marines' 20-year-old air cushioned ship-to-shore craft has foam runners and a massive payload. Officials with the Marine Corps Warfighting Lab, in conjunction with the Office of Naval Research, conducted a technical assessment earlier this month with a half-scale version of the Ultra Heavy-Lift Amphibious Connector, a high-tech craft being developed as an option to replace the Landing Craft Air Cushioned as a vehicle to bring troops, vehicles and gear ashore. The UHAC has also been discussed as a replacement for the Landing Craft Utility, another Navy ship-to-shore connector, but Warfighting Lab officials said they were especially interested in how the UHAC stacked up against the LCAC. The Navy's LCACs traditionally deploy with and operate from amphibious well deck ships and often transport Marines to and from shore as part of training or Marine Expeditionary Unit deployments. Unlike the LCAC, which acts as a hovercraft with an inflatable skirt, the UHAC has air-filled tracks made out of foam that can propel it through the water and on land. The footprint of the UHAC is significantly larger: 2,500 square feet of deck area to the LCAC's 1,800. But this means the UHAC can handle a much larger payload. While the LCAC can carry 65 tons of gear, the UHAC can handle 150 tons, or 190 with an overload payload. Capt. James Pineiro, Ground Combat Element branch head for the Warfighting Lab's Science and Technology Division, said the UHAC would be able to carry three main battle tanks ashore, at some 60 tons apiece. Another advantage to the UHAC, Pineiro said, is its range: 200 nautical miles to the LCAC's 86. And unlike the LCAC, when the UHAC arrives onshore, it can keep on going, thanks to low pressure captive air cells in the tracks. At about a pound per square inch, the UHAC can cross mud flats and tidal marsh areas. And the tracks can crawl over a sea wall of up to 10 feet, he said — all important features during a beach assault. "You could look at the amphibious invasion of Inchon, during the Korean War," Pineiro said. "there were significant mud flats there, and a 26-foot tide difference. At low tide it went a couple of miles out. That was a problem during the invasion of Inchon." Where the UHAC does come up short is in water speed. Because of the drag created by the foam tracks, it can only travel at 20 knots, half the speed of the LCAC. But Pineiro said he anticipated that mission commanders would be able to work around this drawback. "When you get into planning ops, you kind of plan for your capability," he said. Officials with the project said the concept for the UHAC originated in 2008, with a goal to design an amphibious vehicle with low PSI. The Office of Naval Research accepted a concept design for the vehicle from the company Navatek, Inc., and the project has been in development since then, with the construction of a half-scale demonstrator and an at-sea demonstration in 2012. The half-scale model is still massive at 42 feet long, 26 feet wide and 17 feet high. It was in Honolulu in early March to complete a limited technical assessment to demonstrate its capabilities. The test, Pineiro said, involved launching the UHAC from a simulated ship's well deck with an internally transported vehicle aboard. The UHAC brought the vehicle to the shore and then returned to the ship, he said. The assessment is preparation for a larger demonstration of the UHAC's abilities at the Advanced Warfighting Experiment, also in Hawaii, that will take place in conjunction with the international exercise Rim of the Pacific 2014 this summer. "We want to make sure the UHAC can perform," Pineiro said. Future steps following this summer's experiment remain unclear as testing continues. But according to the Marines Seabasing Required Capabilities Annual Report for 2013, published in December, product managers with ONR are working with Defense Department agencies to secure funding for continued development. "Development of a full-scale technology demonstrator is a possibility," the report said. Amid budget cutbacks, one feature is sure to catch the eye of acquisition officials: because of the technology involved in constructing and operating a UHAC, ONR estimates per-unit production and maintenance costs would be less than half that of an LCAC, officials with the project said. The Navy began purchasing its 91 LCACs in the early 1980s at per-unit costs ranging from $22 million to $32 million, or between $45 and $75 million with inflation adjusted.





How to build a Rotary Bridge Port engine
FullBoost Tech Files, Ep 1 ~ Rebuild and Bridgeport of a 13B rotary engine @ Mr Parts. We have started with a stripped down 1984 Mazda RX7 13BT engine, and will run through the steps involved in bridge porting the engine, then assembly, to the start up in its new home, a 1972 Mazda 808 (RX3). [ http://mrparts.com.au ] http://www.fullBoost.com.au Follow us on social media @ Google+ https://plus.google.com/+fullBoost Facebook http://www.facebook.com/fullBoostcomau YouTube http://www.youtube.com/user/fullBoostcomau Twitter https://twitter.com/fullBoostcomau Instagram http://instagram.com/fullBoostcomau





Awesome V12 Monster diesel engine Awake and Alive startup
Awesome V12 Monster diesel engine Awake and Alive startup The first V-type engine (a 2-cylinder vee twin) was built in 1889 by Daimler, to a design by Wilhelm Maybach. By 1903 V8 engines were being produced for motor boat racing by the Société Antoinette to designs by Léon Levavasseur, building on experience gained with in-line four-cylinder engines. In 1904, the Putney Motor Works completed a new V12 marine racing engine -- the first V12 engine produced for any purpose.[2] Known as the 'Craig-Dörwald' engine after Putney's founding partners, the engine mounted pairs of L-head cylinders at a 90 degree included angle on an aluminium crankcase, using the same cylinder pairs that powered the company's standard 2-cylinder car. A single camshaft mounted in the central vee operated the valves directly. As in many marine engines, the camshaft could be slid longitudinally to engage a second set of cams, giving valve timing that reversed the engine's rotation to achieve astern propulsion. "Starting is by pumping a charge into each cylinder and switching on the trembler coils. A sliding camshaft gave direct reversing. The camshaft has fluted webs and main bearings in graduated thickness from the largest at the flywheel end."[3] Displacing 1,119.9 cuin (18,352 cc) (bore and stroke of 4.875" x 5" (123.8 x 127 mm)), the engine weighed 950 pounds (430 kg) and developed 150 bhp (110 kW). Little is known of the engine's achievements in the 40-foot hull for which it was intended, while a scheme to use the engine to power heavy freight vehicles never came to fruition.[2] One V12 Dörwald marine engine was found still running in a Hong Kong junk in the late-1960s. Two more V12s appeared in the 1909-10 motor boat racing season. The Lamb Boat & Engine Company of Clinton, Iowa built a 1,558.6 cuin (25,541 cc (5.25" x 6" (133.4 x 152.4 mm)) engine for the company's 32-foot Lamb IV. It weighed in at 2,114 pounds (959 kg). No weight is known for the massive 3,463.6 cuin (56,758 cc) (7" x 7.5" (177.8 x 190.5 mm)) F-head engine built by the Orleans Motor Company. Output is quoted as "nearly 400 bhp (300 kW)". By 1914, when Panhard built two 2,356.2 cuin (38,611 cc) (5" x 10" (127 x 254 mm)) engines with four-valve cylinder heads the V12 was well established in motor boat racing.[2] In automobiles, V12 engines have not been common due to their complexity and cost. They are used almost exclusively in expensive sports and luxury cars because of their power, smoother operation and distinctive sound. ▬▬▬▬▬▬▬▬▬▬▬▬▬▬▬▬▬▬▬▬▬▬▬▬▬ ▬▬ ★ MORE INTERESTING VIDEOS: http://www.youtube.com/watch?v=yrbwGmtZ8pM&list=UUYH8swcp71EHt-88lkaMDTQ ★ SUBSCRIBE: http://goo.gl/GynuUU ★ Follow my Twitter: https://twitter.com/GeorgeDominik1 ★ Thanks For Watching ★ ★ Post comment , share and tell us what u think ★ ▬▬▬▬▬▬▬▬▬▬▬▬▬▬▬▬▬▬▬▬▬▬▬▬▬ ▬▬





Two 9 Cylinder Radial Engines - Start and Run - Sternmotor
Der erste Ausschnitt aus meiner DVD Stationärmotorentreffen Burkhardtsdorf 2011 ( 50 Miinuten, siehe Homepage ) Start und lauf von zwei Sternmotoren. Zuerst läuft der kleinere Wilga Sternmotor mit 10L Hubraum. Anschliessend wird der Antonov Sternmotor mit 30 Litern Hubraum und 1000PS vorbereitet und gestartet. Das war ein eindrucksvolles Erlebnis. Die Lautstärke ist unvorstellbar! First start a Wilga Radial Engine. After this run comes the Antonov Star Engine, a very impressive engine! 9 Zylinder Sternmotor Er stammt aus einem PZL-104 "Wilga 35" Flugzeug. Hersteller: UdSSR / Polen Typ: AI 14R Baujahr: 1974 Zylinder: 9 Leistung: 280 PS Hubraum: 10,161 L Verbrauch: 60 Liter Antonov: Zylinder: 9, luftgekühlt, einreihige Sternanordnung Bohrung: 156 mm Hub: 175 mm Hubraum: 29,8 l Länge: 1,213 mm Durchmesser: 1,378 mm Gewicht: 560 kg Aufladung: zweistufiger Kompressor Treibstoffsystem: Vergaser Treibstoff: Benzin, mind. 92 Oktan. (Meist wird aber AvGas 100 LL vorgeschrieben). Leistung: 746 kW (1000 PS) bei 2200/min Startleistung, 634 kW (850 PS) bei 2100/min auf 4200 m Höhe. Kompression: 6,4:1 Quelle: Wikipedia





CFM56 Jet Engine Full Stop in real time
I've just seen an Iberia A321 parking in front of me while spotting and focused on the nº2 engine to record how much time needed a CFM 56 engine to completely stop. Recorded at Barcelona - El Prat airport (LEBL).





Mystic C5000 Turbine Startup
2x Jetcat Marine -lets rock-





Compressors - Turbine Engines: A Closer Look
Lets look around inside the compressors of a few different turbine engines. How does it all fit together, where does the air go, and how does it work ?





USA EAST Big Rigs Pulling Series, Crawford County Fair. Meadville, PA
USA East brings the big rigs pulling series to the Crawford County Fair in Meadville Pennsylvania. 5 trucks competed for a $7,000 purse...





6,000 hp Jet Car Fires Up with Raw Sound
Half-time show at Houston Motorsports Park to get people to come back to the drags the next night. http://www.houstonmotorsportspark.com/




Which car is faster? Which Car is Faster?





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1987 Nissan 200SX xe: 13.857 @ 103.160
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