Burning fuel creates a lot of heat which causes the air to expand, too much fuel creates too much temperature - more volume in the same space equals more pressure, if this happens suddenly the higher pressure partially blocks the air exiting the compressor and also may overheat the turbine.
I've never even been near a jet engine, yet after watching this video just once I've been hired as a senior maintenance technician at over 3 top name airline companies
Step 1. Watch this video. Step 2. Schedule the interview. Step 3. Sleep at a Holiday Inn Express the night before the interview. Step 4. Enjoy your new career!
I'm a proces automation technician, with absolutely no knowledge of jet engines, but in my Profession i'm often confronted to solve safety and control issues. So i'm assuming that a jet engine has some kind of control system. When your control unit compares the compressor aft pressure with the combustion chamber pressure it can take appropriate action to protect the engine, of course with flightsafety in mind (better a destroyed engine than a crashed plane). I'm sure that jet engine engineers have considered something like this but can't be realised?
Very good explanation. In very simple terms, it is caused due to, not enough pressure created in the compressor to push the air forward. This can be caused due damages, wear and tear of the stator and rotor of the compressor, an external body stuck into the compressor, improper throttling that creates Temperory surge etc.
what i don’t get is how can burner pressure increase if it’s not an isentropic process. pressure should be either the same or lower in combustion chamber
Why isn't there a automated fuel shutoff device activated by the disrupted airflow in the compressor section or a reversed pressure gradient toward the intake part of engine?
In order for combustion to occur, oxygen and heat and fuel have to be in proper ratios to each other. If you have an excess or not enough fuel or oxygen or heat, then combustion will not happen. It's commonly referred to as the combustion triangle (because of the three things needed and they are connected to each other).
When you talk about ways to fix the stall. You say one part of it is increasing the airflow (by increased airspeed) through the front, to of course get everything spinning faster (and re gain the corresponding pressure for the given fuel flow). But you also mention to decrease the angle of the attack. Are you referring to the airflow that is head-on to the aircraft, hitting the fan blades. Because this is basically the same as increasing airflow, or airspeed.
Great explanation and way to be able to answer some questions, but this method is only correct if we are flying below the tropopause, for example, where the temperature gets colder, LSS (local speed of sound) decreases as we climb and therefore to maintain a constant Mach number, we need to increase TAS. It´s different if we fly above tropopause because the temperature remains constant, isothermal layer.
This is becoming pretty outdated- I don't know any fairly modern engine that has a centrifugal compressor- not to say that I don't like the older compressors!
Using the diagram explained compression stall in a clear and concise manner. Also for the first, time i had a clear understanding of turbo fan jet engine operational principle. While i may have written this a bit differently, a bit more concisely and differential why the wings and engines angle of attack effect laminar flow inside the compressor section of the jet , KUDOS! JOB WELL DONE. Many thanks.
Generally, higher speeds will prevent the back flow of air as it will increase airflow through the engine, thereby increasing the pressure aft of the compressor section.
Very interesting! It kind of reminds me of what can happen if you don't lean out the mixture at higher altitude. You have an imbalance in fuel to air density ratio.
Too much fuel not enough oxygen equals loss of ignition, the damn thing is flooded, will not produce power and it pops and backfires! A painful over-explanation deserves an equal but painless under-explanation.
Thanks man 👍🏽
Amazing. Thanks for the feedback!
The volume isn't low enough, I can still barely hear it.
Wonderful video! Very clear and forward i love it, thank you so much. One question though, why does fuel increase the pressure?
Burning fuel creates a lot of heat which causes the air to expand, too much fuel creates too much temperature - more volume in the same space equals more pressure, if this happens suddenly the higher pressure partially blocks the air exiting the compressor and also may overheat the turbine.
Too rich mixture 🤔
Jet farts:
I've never even been near a jet engine, yet after watching this video just once I've been hired as a senior maintenance technician at over 3 top name airline companies
Step 1. Watch this video. Step 2. Schedule the interview. Step 3. Sleep at a Holiday Inn Express the night before the interview. Step 4. Enjoy your new career!
I'm a proces automation technician, with absolutely no knowledge of jet engines, but in my Profession i'm often confronted to solve safety and control issues. So i'm assuming that a jet engine has some kind of control system. When your control unit compares the compressor aft pressure with the combustion chamber pressure it can take appropriate action to protect the engine, of course with flightsafety in mind (better a destroyed engine than a crashed plane). I'm sure that jet engine engineers have considered something like this but can't be realised?
so because of increase in temp in the combustion section the pressure increase?
1:45 *me totally not checking my facebook tab*
I thought the guy was quite understandable actually
Thanks! I knew about compressor stall but didn’t think about the surge repercussions. Thanks for explaining!
Soooo.... reduce fuel and slightly pitch forward
OK - so to fix the issue, decrease angle of attack, lower fuel input and increase air speed. But what happens if you only have one engine?
You the best sir
Great video👌
I understood clearly thx very much
Very good explanation. In very simple terms, it is caused due to, not enough pressure created in the compressor to push the air forward. This can be caused due damages, wear and tear of the stator and rotor of the compressor, an external body stuck into the compressor, improper throttling that creates Temperory surge etc.
what i don’t get is how can burner pressure increase if it’s not an isentropic process. pressure should be either the same or lower in combustion chamber
like how does increase fuel flow increase airflow pressure
That waz é Power-Phull
Can you help me understand why true air speed decreases with constant Mach speed in climb?
Why isn't there a automated fuel shutoff device activated by the disrupted airflow in the compressor section or a reversed pressure gradient toward the intake part of engine?
Idk why it took me so long to understand compressor stalls. This video cleared it up completely. Thank you!
Ijectornya agak maju pas di masuknya angin dengan minyak tekanan tinggi jadi nyemprot
Minimized introductory air causes over-rich fuel mixture ( momentary overfuelling) and corresponding backfire.
Your voice sounds just like Adept Ape.... He's a diesel mechanic on YT.
In order for combustion to occur, oxygen and heat and fuel have to be in proper ratios to each other. If you have an excess or not enough fuel or oxygen or heat, then combustion will not happen. It's commonly referred to as the combustion triangle (because of the three things needed and they are connected to each other).
Would the engine have to do a check after this?
Yes definitely
sound sucks. I have everything at 100% and I can barely hear you.
Is that a turbo fan with a radial compressor stage? 👀
When you talk about ways to fix the stall. You say one part of it is increasing the airflow (by increased airspeed) through the front, to of course get everything spinning faster (and re gain the corresponding pressure for the given fuel flow). But you also mention to decrease the angle of the attack. Are you referring to the airflow that is head-on to the aircraft, hitting the fan blades. Because this is basically the same as increasing airflow, or airspeed.
Ahhh just heard you say ‘decrease the angle of attack, IF THATS THE ISSUE’ Makes more sense now
The main takeaway is, if a compression stall happens,...it's because air flow was restricted.............yeah..
Great explanation and way to be able to answer some questions, but this method is only correct if we are flying below the tropopause, for example, where the temperature gets colder, LSS (local speed of sound) decreases as we climb and therefore to maintain a constant Mach number, we need to increase TAS. It´s different if we fly above tropopause because the temperature remains constant, isothermal layer.
This is becoming pretty outdated- I don't know any fairly modern engine that has a centrifugal compressor- not to say that I don't like the older compressors!
Makes sense thank you
thanks really helpful
Thanks for your effort of explaining this concept ,I much appreciate it.
Very well explained.Thanks a lot
AgentJayZ has a much better analysis with only one static graphic.
How can the Raptor jet move forward in what is almost a hover with a very high angle of attack during an air show?
So in a compressor stall the engine doesn't completely stops?
Useful explanatory video. Prolix, but comprehensible.
Using the diagram explained compression stall in a clear and concise manner. Also for the first, time i had a clear understanding of turbo fan jet engine operational principle. While i may have written this a bit differently, a bit more concisely and differential why the wings and engines angle of attack effect laminar flow inside the compressor section of the jet , KUDOS! JOB WELL DONE. Many thanks.
Great video but low volume..
This helped a lot, thanks!
Can high speed climbs cause a compressor stall?
Generally, higher speeds will prevent the back flow of air as it will increase airflow through the engine, thereby increasing the pressure aft of the compressor section.
Very interesting! It kind of reminds me of what can happen if you don't lean out the mixture at higher altitude. You have an imbalance in fuel to air density ratio.
Too much fuel not enough oxygen equals loss of ignition, the damn thing is flooded, will not produce power and it pops and backfires! A painful over-explanation deserves an equal but painless under-explanation.
Who's here after swiss001 video?
PAL PR113 brought me here.