This literally, is 1 of the BEST RUclips channels ever. It is so interesting to me,to watch,listen,and,learn all of these things about jet engines. Since I was a child,I've been amazed by anything aero related. A BIG Thanks to AgentJayZ,for making and sharing all of this information! A+
Nice! I worked on these in the australian navy, as they were fitted to our guided missile frigates. 2 26,000hp lm2500s through a 20:1 double reduction gearbox into a single propeller shaft. I remember many starter oil changes!
At full power i rember being told about 2L per engine per second. I can't rember the fuel capacity but its range was 4,500 nautical miles (8,300 km; 5,200 mi) at 20 knots (37 km/h; 23 mph)
My first job out of school was for a company that packaged the LM2500s and 5000s with generators. Nothing was cooler than getting to work and listening to the gas turbines being started and load tested. Giant columns of steam rising up from the metal plates being dropped into huge tanks of water. Even got to work on the LM6000 engines, as they were introduced in 1991. Learned a lot since then and this video brings back some good memories. Thanks for sharing.
I do appreciate the massive effort to rebuild and run these beautiful engines! The sounds are biblical, but I imagine the smell of burning fuel is equally as indulgent! I worked in the airline industry for 25 years and it never gets old. Thank you! 🙏🏻
Work or Art! Seriously LOVED that shot of the variable compressor stators being adjusted by that arm. I think you called them variable stators in another video I've watched, I'm not 100% sure. It demonstrated that the front ring of stators is adjusting more than the rear ring of stators! When I saw that arm moving on the front, I was waiting to see the rear, if it had a synchronized arm doing the same, then I saw that it's just a pivot point at the rear side of the armature 'thingy'. Then it clicked for me that the adjustment is not the same for each row of stators, but evenly reduced going from front to back. AMAZING and GENIUS me thinks! Thanks so much AgentJayZ, I've always wanted a better look at turbine engines! I used to go to the local drag strip when the Jet Cars were here, before they closed Rocky Mountain Raceway. They let us stand right next to where the after burners lit up, and 'first timers' would always run away when they lit them up.
Can't these tests wait until spring? You're engines keep blowing your cold Canadian weather down here into Washington. It's been 10-15 degrees colder than normal all winter!
Looking this engine over reminds me of a recip engine mechanic, who referred to us jet mech's as blow torch mechanics. He told me that after looking at the plumbing on an old J-57 engine that all you had to do to become an jet engine mechanic was to take a plumber and knock his brains out. After many years of being a engine man, I tend to believe him now. LOL .
Same engine as what propelled a couple of the destroyers I served on in the US Navy. I loved when we'd conduct at sea refuelings because when we'd break away from the supply ship, the Capt would pull the props back, call for a flank 1 bell then go full pitch. I never thought I'd see/hear a ship which sounded like a DC-10 at full snort...but they did! Very dependable and in an emergency, they could pull a broken engine up through the stack(they were hinged), drop a new one down and be ready to go in about 24hrs. Blistering pace in comparison to the older boiler plants which would require dry dock...
I definitely miss the sound of the wind whistling between the DDG stacks with all four of these running ahead flank, with 30 degrees of rudder on, and after a break-away. Good times!
Thanks for this video. I worked at GE during the 80's and was responsible for the engineering design of the fuel control for this engine. It's been a long time since I heard one running. I appreciate the chance to hear and see one again.
I worked and did my apprenticeship with Rolls-Royce LTD (Aero Engine Division) in Scotland in the late 60's and early 70's. The facility where I did most of my training was in the client overhaul and repair factory for damaged engines. I also did time in development department. We had a large engine test facility that could run up to 5 aero engines at the same time... and the test facility accommodated afterburner testing too. They had large intake ducts and very large exhaust silencers installed and even then you could hear the engine exhaust noise 5 miles away as a low rumble. I remember that one engine failed on its rebuild test run due to the installation mechanic forgetting to take some tools away and they got sucked in through the compressor and the tools destroyed the engine. When we stripped the engine down for repair at RR's cost and found remnants of the mechanic's pliers with his name etched on the handle. Needless to say he did not work there after than incident. Those were the happy days. Power to your elbow for producing these very interesting and informative Videos on jet engines. Takes me back.
@@paulolson734 paul olson I am shocked to read this. Very bad to allow that when working in a bit of kit that's going to fly in the sky. RR etched ALL tools given to it's staff. Even each nut, screw, washer and bolt was given its part number etched in it as did all parts. Don't know if they still do that. Thanks again to AgentJayZ for bringing back great memories for me.
I was trained on that engine while in the US Navy. I was stationed onboard the USS Fletcher DD 992, out of San Diego, for 5 years. Best time of my life, at the time.
I love the LM2500 series, the G4 especially. While they may seem “big” they are TINY compared to what a Diesel engine would require in size to put out an even remotely similar amount of horsepower. Any diesel putting out 20,000 to 40,000 HP is probably the size of a two-storey house, yet these LM’s can be fit inside the size of an oversized garage. Incredible when you think about it!
A similarly powerful Two Stroke Diesel is even larger: ruclips.net/video/GPsUM7q6dz0/видео.html Such Engines are way more efficient and can burn much cheaper Fuel, so they usually are the Engine of Choice. Gas Turbines are only used where Space is very limited, e.g. on High Speed Ferries or Military Ships. An Exhaust Gas Boiler and a Steam Turbine for Waste Heat Reclamation can get the Gas Turbine to similar Effciencies like a Diesel Engine, but so far, such a Plant was built on the Celebrity Millenium Class Cruise Ships only.
This is the best RUclips Channel!! Really shows us things which are usually off limit if not working in the industry. Thanks for sharing, really valuable!
When I was 23 years old. I was an instructor of the Engine Phase for the US NAVY GAS TURINE SCHOOL in Great Mistakes, IL. We used the LM2500 for Main Propulsion and the Allison 501k for electrical generation.
It's beautiful!! I worked on a GE 9 H That was installed in Wales in the UK, doing mods and fitting hula seals to the combustion liners, you could easily Stand in them, what a beast!
I'm looking forward to working around the LM2500 and the LM6000 in the not too distant future. I want to thank you for the video's since they've taught me a lot about these engines - things I didn't know about turbine engines.
Holy cow that VSV actuator mechanism is gorgeous. Also: you need like a merch store with shirts that say "That's Not A Fan" with the image of the front of an LM1500 :)
Love the LM2500's!! The two on board the FFG's I was on where my babies as LPO of Main Propulsion, wouldn't trade that experience for anything, they are solid work horses, thanks for the vid
What can I say, just sitting here in the UK looking at my monitor with a big smile on my face and feeling like I did years ago after starting my Wren 54 for the first time, fantastic AgentJayZ keep it up.
JG40061 where r u located. My company in California areclooking for GSM that are looking for work. Located in port Hueneme California, start pay is actually pretty good
That Variable Compressor Guide Vanes actuator system is such a simple but effective design! I guess it's very convenient to adjust the rigging angles if needed since there is minimal of external tubes and hoses compared to aero jet engines.
Joseph Johnson if you’re looking for work as a gse on a de commissioned destroyer my company is hiring located in port Hueneme, ca. Great company and great pay
Worked at GE Aero for a short time as insourced IT. Loved watching these things get dismantled and build backup and tested. I just dont remember how much m3 of LNG they used per hour, but it was a for me unbelievable number
Don’t think the CF6 ever saw service with the 757. The 75 was nicely over powered as is with the PW and RR engines, but the CF6 would have been insane on that aircraft. It was on the 757’s big brother, the 767, as mentioned…among other large aircraft.
That's more than 24 MW! On liquid fuel! That is a certain ticket for an early death of your hot section. The manufacturer GE did sell 2500s with a similar output (23MW) to the German Navy (F124 class). The first engine was dead after a few hundred hrs. Reason, they sold it with a max T54 temperature of 920 degC. And I guess it is similar with the Aussie Navy. In marine applications a good sustainable power output for the 2500 running on Diesel is about 20MW, everything above will significantly shorten its lifetime. As a comparison for industrial applications of the 2500 the max T54 is set to 840 degC, where the power output would be about 22 MW on standard day conditions and natural gas fuel. The point is, you could even get 30 MW out of an LM2500 if you increase the temperature even more, it would just reduce the lifetime extraordinarily to like a couple of hrs or less. The German Navy reduced the max power to about MW now to keep the engines much longer alive.
I love this channel especially when you make noise. I wonder how many hamburgers you could have cooked with that much propane that you just ran through there.
Secret AgentJayZ, do you really want us to believe that the LM2500 runs on propane??? This is why people also believe in the flat earth. I know that what is really in the tank is Canadian Whiskey. I can tell by how smooth the engine runs. That is why you are always smiling after a test run.
When I worked for ARCO in Prudhoe '85-'86 in the warehouse, I delivered a couple of LM1500's in the cans to the flow stations as they were the prime power for compressing the gas before being sent back to the CCP for final compression (up to 3500 psi), before being injected back into the ground. Saw a few Frame 5's too. BIG power in the oilfields.
While I was working in Prudhoe Bay in the ARCO warehouse, we had several LM1500's in the cans ready to go to be changed out for the pump stations. They were used for the compressor trains along with Frame 5's; lot's of money in small places.
I worked at Arco CPF 1 and 2 as well as Sohio GC 1 and 2 in the early 1980's. I was the GE engineer who found that the brand new 2 shaft frame 5's driving compressor trains were shipped from the factory without oil seals on their #1 bearings. To run them, it took 2 guys constantly pumping lube oil into the oil tank all day and night long. The turbines would trip the next day because the flame detectors would carbon up. At CPF 2, I think. The managers at the oil company were flippin mad about the whole thing. I hand made an oil seals out of aluminum plate and got them both up and running in a few days. I was a hero but GE San Francisco wouldn't even give me a GE baseball cap let alone a plastic walnut wall plaque or lunch at McDonalds. After the blame game subsided, it was found that during the turbine builds at the GE plant in Schenectady, the wet coupling shaft to the accessory gear was ordered to be changed to a dry coupling shaft which needed the inlet casings to be machined for air/oil seals. They weren't. I drew up plans for a bolt on oil seal to fit behind the inductor alternator. The oil seals had air plumbed to them to keep the oil inside the bearing housing. Without this seal, lube oil was being sucked out of the bearing housing into the compressor inlet at a horrendous rate. Those 2 Frame 5's are the only ones in the world with external bolt on oil seals on the #1 bearing. I had to quit GE as they insisted that I move to Anchorage right after I bought my house in NorCal. Thanks for the memory jog!
So as a guy who works on the Marine (shipboard) version of this engine I have two questions what were you using to drive your VSV's (we use the F/O pump both on MFC and DFC versions you seem to have a small box where we have a second pump on our DFC set up is that a pump just for your VSV's? or does it do more?) and what were you cooling the L/O with (we use a separate L/O system in a storage and cooling assembly)
The VSV actuators are controlled by the main fuel control. They are powered by hydraulic oil, supplied by a dedicated pump on the auxilliary gearbox. On these engines, hydraulic oil and engine oil are taken from a common source.
At the power plant where I worked we have 2 big tanks of hydrogen to cool the generators. Every time they have a big BBQ, they have it right next to the hydrogen tank.
OK @00:27 2 engineering bolts missing from the air intake? And Yes i know these don't matter. But when starting a Gas Turbine, you ask.....Where are they?
Good eye. I didn't build it, and I too, sir, had the same reaction. They would not be so important if they were connecting the bellmouth to the front frame... but they connect the front frame to the compressor cases, so they are important. I have no reaction to your comment except to share your concern, sir.
Stators have two functions. They direct the flow of air at the appropriate angle towards the rotor stage behind them, and they form a divergent pathway, where the actual compression of the air takes place, through the process of aerodynamic diffusion. IGVs have only one function. They direct the flow of air at the appropriate angle towards the rotor stage behind them. So yes, and no. Typically they are described as being different from stators, but they do look just like them.
@@AgentJayZ thanks for taking the time to explain. Based on your response I found this document online which provided me a good introduction to the concept of diverging and converging pathways: skybrary.aero/sites/default/files/bookshelf/1621.pdf thx again!
good day, i wanted to thank you for this channel. You really help me out I am in the navy and my job is working on the gas turbine engines on board. I work on the GE LM2500 and the Rolls Royce Alison 501 k 34 engine. i enjoy reading and visualizing how things work. i use your channel the most to see exactly what is going on inside the engine as well as seeing each part, and what they really look like. I don't get a chance to really take apart the engine. If you can make a future video breaking down each section of the LM2500 that would be amazing thank you again.
The 2500 runs a lot higher RPM than the 1500 despite being larger, interesting. Cool video Jay! Loved the shot of the snowflakes being pulled into the compressor.
In the early 1980s when I built the frigates in San Pedro with these gas turbine engines the reduction gear the bull gear was 13 ft was told that GE owned the gears lease them to the Navy and that they cost over a million sounds like chump change now what do i know ?
I was on a cruise ship to Alaska a couple years ago and I believe they had two or more lm3500 powering the cruise ship. I really wanted to get downinto the engine room but there was no way they would let civilians in they did however have a tour of the ship but it did not include the engine room ☹️. I've been watching you since your first video keep up the good work. 👌👍🛠️
(looking at the start cart as of yet) You've mentioned that its output is 85 pounds per minute. Have you got a ballpark number for the LM2500? :) Gorgeous thing, and it runs on gaseous propane, wow. (Is liquid propane an option as fuel at all?)
@@AgentJayZ what do you think of reaction engines? They are a uk company and have opened up manufacturing and testing in the USA, I will put a link on here shortly 👍
Last time I checked, the J47 and the Orenda 14 are reaction engines. The work I've done in Earth orbit is not classified, but how I got there is. Hey look! A squirrel!
Used to listen to one every day. It was burning natural gas for many years. Powered an anhydrous ammonia manufacturing facility. Lots of large compressors & pumps. Not sure if they used the exhaust or not to make the product but I know we had a 12" natural gas pipeline in.
I use to work on the LM2500 in the Military. If you're using propane as fuel, do you have to adjust the main fuel control specific gravity to something else to compensate?
Yet another great video. And, your initial assessment during the overview is so correct--beautiful. Fascinating to think the progenitors of the jet engine (Frank Whittle in Britain and some German guy who read his patents) did so because as aviators they thought piston engines of the day were too noisy and shaky. LOL. Who would have guessed that was the "Mother of Invention" for the jet, turbo-fan, and gas turbine engines--noise and shakiness. LOL.
I always thought that turbine engines were developed in the quest for an engine with a higher output rather than a quieter engine with less vibration. Those, along with better reliability, were just icing on the cake.
built around the similar time doe's the RB-211 have a core only shaft type engine for power/ship and wondered what this now maybe 2 spool is called, a few years back I discovered the B-52 had water injection on take off, you later explained the more you could throw out the back, the greater power you'd get and the the bigger you are the more you could carry, thanks for that.
In Earthican, it's -15C. There are still, I think, two on this planet,isolated pockets of refusal to accept the universal, the practical, the sensible, the logical.... Hey, wasn't that a Supertramp song? Now... what was the question again?
So... I went to NASA, and i asked them about the system of measurement they use. This is exactly what they said: "Only the United States, Liberia, and Burma still primarily use English units -- the rest of the world is metric. And now the Moon will be metric too. NASA has decided to use metric units for all operations on the lunar surface when it returns to the Moon.Jan 8, 2007" So, I guess you won this one, eh?
Multiply by 9, divide by 5, add 32 - and don't by so lazy. This aged Brit used to think in Fahrenheit for the weather, but the TV and radio weather forecasters in the UK gave up quoting both Fahrenheit and Celsius years ago. As an engineer, I always used Celsius (aka Centigrade, sometimes), along with Imperial units. I still think in terms of pounds thrust for an engine, but I can divide by 2.204, multiply by 9.81 and divide by 1,000 for kN. We went metric in this land that invented Imperial units for you years ago - and I'm still amazed that you didn't adopt the metric system to reinforce your independence, after wasting all that lovely tea in Boston harbour (I spell it with a 'u'). Yes, we went metric years ago in the UK, but woe betide anyone who stops us measuring road distances in miles .....
![Noob To Max With DRAGON REWORK In Blox Fruits [FULL MOVIE]](http://i.ytimg.com/vi/LnBMOinoOvA/mqdefault.jpg)
I was a GSM when I was in the Navy. Great engines. Loved hearing them run when out at sea. Good times. :)
Very cool to see the variable stator vanes in action, the linkage to keep these all in sync is amazing. Thanks for the close up !
This literally, is 1 of the BEST RUclips channels ever. It is so interesting to me,to watch,listen,and,learn all of these things about jet engines. Since I was a child,I've been amazed by anything aero related. A BIG Thanks to AgentJayZ,for making and sharing all of this information! A+
Nice! I worked on these in the australian navy, as they were fitted to our guided missile frigates. 2 26,000hp lm2500s through a 20:1 double reduction gearbox into a single propeller shaft. I remember many starter oil changes!
At full power i rember being told about 2L per engine per second.
I can't rember the fuel capacity but its range was 4,500 nautical miles (8,300 km; 5,200 mi) at 20 knots (37 km/h; 23 mph)
@@leeedwards234
Sounds about right. I believe reading 7000 liters per hour for the 1st. gen 2500.
My first job out of school was for a company that packaged the LM2500s and 5000s with generators. Nothing was cooler than getting to work and listening to the gas turbines being started and load tested. Giant columns of steam rising up from the metal plates being dropped into huge tanks of water. Even got to work on the LM6000 engines, as they were introduced in 1991. Learned a lot since then and this video brings back some good memories. Thanks for sharing.
I do appreciate the massive effort to rebuild and run these beautiful engines! The sounds are biblical, but I imagine the smell of burning fuel is equally as indulgent! I worked in the airline industry for 25 years and it never gets old. Thank you! 🙏🏻
Very cool to watch those compressor stator vanes move.
It's 2023 and I get to watch a guy start up one of the coolest things I've ever seen
This has to be one of the most beautiful engin I've seen on your channel, it looks brand new !
Work or Art! Seriously LOVED that shot of the variable compressor stators being adjusted by that arm. I think you called them variable stators in another video I've watched, I'm not 100% sure. It demonstrated that the front ring of stators is adjusting more than the rear ring of stators! When I saw that arm moving on the front, I was waiting to see the rear, if it had a synchronized arm doing the same, then I saw that it's just a pivot point at the rear side of the armature 'thingy'. Then it clicked for me that the adjustment is not the same for each row of stators, but evenly reduced going from front to back. AMAZING and GENIUS me thinks! Thanks so much AgentJayZ, I've always wanted a better look at turbine engines! I used to go to the local drag strip when the Jet Cars were here, before they closed Rocky Mountain Raceway. They let us stand right next to where the after burners lit up, and 'first timers' would always run away when they lit them up.
Brings me back to my time in the Navy working on these as well as the Allison K17!
Can't these tests wait until spring? You're engines keep blowing your cold Canadian weather down here into Washington. It's been 10-15 degrees colder than normal all winter!
Looking this engine over reminds me of a recip engine mechanic, who referred to us jet mech's as blow torch mechanics. He told me that after looking at the plumbing on an old J-57 engine that all you had to do to become an jet engine mechanic was to take a plumber and knock his brains out. After many years of being a engine man, I tend to believe him now. LOL .
Same engine as what propelled a couple of the destroyers I served on in the US Navy. I loved when we'd conduct at sea refuelings because when we'd break away from the supply ship, the Capt would pull the props back, call for a flank 1 bell then go full pitch. I never thought I'd see/hear a ship which sounded like a DC-10 at full snort...but they did! Very dependable and in an emergency, they could pull a broken engine up through the stack(they were hinged), drop a new one down and be ready to go in about 24hrs. Blistering pace in comparison to the older boiler plants which would require dry dock...
I definitely miss the sound of the wind whistling between the DDG stacks with all four of these running ahead flank, with 30 degrees of rudder on, and after a break-away. Good times!
Good times guys. Good times.
Thanks for this video. I worked at GE during the 80's and was responsible for the engineering design of the fuel control for this engine. It's been a long time since I heard one running. I appreciate the chance to hear and see one again.
I worked and did my apprenticeship with Rolls-Royce LTD (Aero Engine Division) in Scotland in the late 60's and early 70's. The facility where I did most of my training was in the client overhaul and repair factory for damaged engines. I also did time in development department. We had a large engine test facility that could run up to 5 aero engines at the same time... and the test facility accommodated afterburner testing too. They had large intake ducts and very large exhaust silencers installed and even then you could hear the engine exhaust noise 5 miles away as a low rumble. I remember that one engine failed on its rebuild test run due to the installation mechanic forgetting to take some tools away and they got sucked in through the compressor and the tools destroyed the engine. When we stripped the engine down for repair at RR's cost and found remnants of the mechanic's pliers with his name etched on the handle. Needless to say he did not work there after than incident.
Those were the happy days.
Power to your elbow for producing these very interesting and informative Videos on jet engines. Takes me back.
That's exactly why it's very unusual for aviation mechanics to engrave their names on their tools.
paul olsen: You are full of shit.
@@paulolson734 paul olson I am shocked to read this. Very bad to allow that when working in a bit of kit that's going to fly in the sky. RR etched ALL tools given to it's staff. Even each nut, screw, washer and bolt was given its part number etched in it as did all parts. Don't know if they still do that. Thanks again to AgentJayZ for bringing back great memories for me.
I was trained on that engine while in the US Navy. I was stationed onboard the USS Fletcher DD 992, out of San Diego, for 5 years. Best time of my life, at the time.
I love the LM2500 series, the G4 especially. While they may seem “big” they are TINY compared to what a Diesel engine would require in size to put out an even remotely similar amount of horsepower. Any diesel putting out 20,000 to 40,000 HP is probably the size of a two-storey house, yet these LM’s can be fit inside the size of an oversized garage. Incredible when you think about it!
A similarly powerful Two Stroke Diesel is even larger: ruclips.net/video/GPsUM7q6dz0/видео.html
Such Engines are way more efficient and can burn much cheaper Fuel, so they usually are the Engine of Choice. Gas Turbines are only used where Space is very limited, e.g. on High Speed Ferries or Military Ships. An Exhaust Gas Boiler and a Steam Turbine for Waste Heat Reclamation can get the Gas Turbine to similar Effciencies like a Diesel Engine, but so far, such a Plant was built on the Celebrity Millenium Class Cruise Ships only.
@@Genius_at_Work Weight is also a super important difference
Thank you for braving the cold for another powerful video. These engines are exquisite examples of engineering and art.
This is the best RUclips Channel!! Really shows us things which are usually off limit if not working in the industry. Thanks for sharing, really valuable!
When I was 23 years old. I was an instructor of the Engine Phase for the US NAVY GAS TURINE SCHOOL in Great Mistakes, IL. We used the LM2500 for Main Propulsion and the Allison 501k for electrical generation.
What a beautiful looking piece of machinery. Looks brand spanking new! Amazing work.
It's beautiful!! I worked on a GE 9 H
That was installed in Wales in the UK, doing mods and fitting hula seals to the combustion liners, you could easily Stand in them, what a beast!
I'm looking forward to working around the LM2500 and the LM6000 in the not too distant future. I want to thank you for the video's since they've taught me a lot about these engines - things I didn't know about turbine engines.
This is the first time I'm watching your videos , fascinating stuff. Very cool video.
Really quite astounding with all that beastly power from a single spool engine by the look of it, you guys and GE certainly know what you're doing.
I used to sleep next to the air intakes for 2 of these. while they were running I slept great. Sudden quiet still wakes me up from a dead sleep.
yeah me too, in the navy my rack was underneath a diesel...no problem...must have background noise to this day
Never slept better than when in my rack on board ship.
I work in a power plant and it has six GE LM6000. Amazing machines!
santiago carbajales we have 5 6000’s and 2 LMS 100’s
Holy cow that VSV actuator mechanism is gorgeous.
Also: you need like a merch store with shirts that say "That's Not A Fan" with the image of the front of an LM1500 :)
The linkage to give different turn rates to the stator blades in the compressor is a work of art. All that complex motion with a single piston!
So reliable turbines i enjoy working on. These LM2500 engines on the our ship. Low maintenance but we do our pms on point
I recognize some of those nuts and tubes. I work in a aerospace hardware fabrication shop and sometimes we do work for GE. Very cool to see in use!
Love the LM2500's!! The two on board the FFG's I was on where my babies as LPO of Main Propulsion, wouldn't trade that experience for anything, they are solid work horses, thanks for the vid
I miss the USS Simpson. the FFG"S were awesome
Wadsworth FFG-9
What can I say, just sitting here in the UK looking at my monitor with a big smile on my face and feeling like I did years ago after starting my Wren 54 for the first time, fantastic AgentJayZ keep it up.
We had 2 of these for main propulsion, feeding a main reduction gear into a single shaft and prop, on a guided missile frigate.
So cool, awesome to see the action of the IGV and variable staters move!
As a GSM in the Navy it was easy to work on & very reliable
JG40061 where r u located. My company in California areclooking for GSM that are looking for work. Located in port Hueneme California, start pay is actually pretty good
@@Hitch_49 how about GSE's? We do both the mechanical and electronics on turbines.
@@christinesommerfeld9815 yup hiring one of each. One GSM AND ONE GSE
Thanks for this video, it's one of the best. Feel like I'm there watching it run.
i think i found my new favorite channel
That Variable Compressor Guide Vanes actuator system is such a simple but effective design! I guess it's very convenient to adjust the rigging angles if needed since there is minimal of external tubes and hoses compared to aero jet engines.
Takes my back to my Navy
days were I worked on the
control electronics for these.
GSE? Nice.
Gse1 here
GSE = Get Someone Else
Wow! the jet wash in the snow is more impressive then the engine itself. Amazing!
I've learnt so much from AgentJayZ thank you fella
Awesome watching the variable stater vanes move during exceleration.
I worked on those while serving in the US Navy. At the time, that's what they used on Spruance class destroyers. That was 30 years ago.
They use them on the Burks as well.
The LM2500 had about 20% less power 30 years ago, but it’s basically still the same old engine.
Worked on them as a GSE on OHP frigates
Joseph Johnson if you’re looking for work as a gse on a de commissioned destroyer my company is hiring located in port Hueneme, ca. Great company and great pay
Very cool, I briefly worked on the tf39 towards the end of its life. It's always cool to see that compressor!
I kept thinking about the stand... It's hard to believe that even steel and cement could keep this thing from leaving the garage at high speed !
Worked at GE Aero for a short time as insourced IT. Loved watching these things get dismantled and build backup and tested. I just dont remember how much m3 of LNG they used per hour, but it was a for me unbelievable number
I worked in a natural gas liquids extraction plant as an instrument and controls technician and we had 2 of these driving large gas compressors.
It's a very popular industrial turbine engine.
Beautiful piece; looks as good as it sounds. Thanks for sharing!
We had two of these as main propulsion on the navy frigate I was assigned. Ship could run thirty five knots (40 mph).
I'm glad we have enclosures for ours on our ships. That beast is screaming!
jo pi the good ol modules
Fun fact: Add a high-bypass turbofan to this engine and you get a CF-6 which has been used to power 747, 757 and 767 aircraft.
Yes, this was covered in my series of videos called turbofan parts donor, where we took parts out of a CF6-6 to complete a build up of an LM2500.
Don’t think the CF6 ever saw service with the 757. The 75 was nicely over powered as is with the PW and RR engines, but the CF6 would have been insane on that aircraft. It was on the 757’s big brother, the 767, as mentioned…among other large aircraft.
Many thanks......these jet engines never fail to fascinate me!
Wow! Those guys are gonna fly a warehouse if they aren't careful.
that's a real work of art you have there. many thanks for sharing. BTW you may have the world's best job...
We were getting 33000 HP out of our LM2500 in the Aussie navy
That's more than 24 MW! On liquid fuel! That is a certain ticket for an early death of your hot section. The manufacturer GE did sell 2500s with a similar output (23MW) to the German Navy (F124 class). The first engine was dead after a few hundred hrs. Reason, they sold it with a max T54 temperature of 920 degC. And I guess it is similar with the Aussie Navy. In marine applications a good sustainable power output for the 2500 running on Diesel is about 20MW, everything above will significantly shorten its lifetime. As a comparison for industrial applications of the 2500 the max T54 is set to 840 degC, where the power output would be about 22 MW on standard day conditions and natural gas fuel. The point is, you could even get 30 MW out of an LM2500 if you increase the temperature even more, it would just reduce the lifetime extraordinarily to like a couple of hrs or less. The German Navy reduced the max power to about MW now to keep the engines much longer alive.
The sound of a gas turbine starting up is one of the coolest sounds I've ever heard.
I love this channel especially when you make noise. I wonder how many hamburgers you could have cooked with that much propane that you just ran through there.
My truck is powered by propane, and the amount we used in this test would probably last me a year or more...
Bill Murray from Caddyshack - that’s who you sound like. Thank you for the informative videos!
Any comparison to Bill Murray is an enormous compliment!
Secret AgentJayZ, do you really want us to believe that the LM2500 runs on propane??? This is why people also believe in the flat earth. I know that what is really in the tank is Canadian Whiskey. I can tell by how smooth the engine runs. That is why you are always smiling after a test run.
Just a reminder... I have no sense of humour regarding the fuel hoaxters...
@@AgentJayZ Understood and no harm intended.
Its not whisky its maple syrup. :-)
When I worked for ARCO in Prudhoe '85-'86 in the warehouse, I delivered a couple of LM1500's in the cans to the flow stations as they were the prime power for compressing the gas before being sent back to the CCP for final compression (up to 3500 psi), before being injected back into the ground. Saw a few Frame 5's too. BIG power in the oilfields.
I've got 4 of these on my ship for propulsion, worked on them for the past 6 years.
That's a mighty big boat you got there...
A cruise ship? It's gotta be something really big to need that much power!
@@RobbYarber the us Navy uses these in the current ddg and cg classes
I'm currently stationed on a DDG, which all have 4 LM2500. we can get around 30 knots full power
@@jamrocin "30 plus knots" lol
"It's a huge engine, so we didn't so much blow away the snow, we warmed up the world."
Makes me feel warm all over.
Had 4 of these on my ship in the navy
While I was working in Prudhoe Bay in the ARCO warehouse, we had several LM1500's in the cans ready to go to be changed out for the pump stations. They were used for the compressor trains along with Frame 5's; lot's of money in small places.
I worked at Arco CPF 1 and 2 as well as Sohio GC 1 and 2 in the early 1980's. I was the GE engineer who found that the brand new 2 shaft frame 5's driving compressor trains were shipped from the factory without oil seals on their #1 bearings. To run them, it took 2 guys constantly pumping lube oil into the oil tank all day and night long. The turbines would trip the next day because the flame detectors would carbon up. At CPF 2, I think. The managers at the oil company were flippin mad about the whole thing. I hand made an oil seals out of aluminum plate and got them both up and running in a few days. I was a hero but GE San Francisco wouldn't even give me a GE baseball cap let alone a plastic walnut wall plaque or lunch at McDonalds.
After the blame game subsided, it was found that during the turbine builds at the GE plant in Schenectady, the wet coupling shaft to the accessory gear was ordered to be changed to a dry coupling shaft which needed the inlet casings to be machined for air/oil seals. They weren't. I drew up plans for a bolt on oil seal to fit behind the inductor alternator. The oil seals had air plumbed to them to keep the oil inside the bearing housing. Without this seal, lube oil was being sucked out of the bearing housing into the compressor inlet at a horrendous rate. Those 2 Frame 5's are the only ones in the world with external bolt on oil seals on the #1 bearing. I had to quit GE as they insisted that I move to Anchorage right after I bought my house in NorCal. Thanks for the memory jog!
@@kimmer6 That is an incredible story, and I believe very word of it. I saw and heard much craziness in the oil fields while I was there.
where do you take the power? I mean, the shaft...
I just made another video on power turbines...
Anular combustion chamber, 30 duel orifice fuel atamatisors, 16 stage compressor.....love your video!
So as a guy who works on the Marine (shipboard) version of this engine I have two questions what were you using to drive your VSV's (we use the F/O pump both on MFC and DFC versions you seem to have a small box where we have a second pump on our DFC set up is that a pump just for your VSV's? or does it do more?) and what were you cooling the L/O with (we use a separate L/O system in a storage and cooling assembly)
The VSV actuators are controlled by the main fuel control. They are powered by hydraulic oil, supplied by a dedicated pump on the auxilliary gearbox.
On these engines, hydraulic oil and engine oil are taken from a common source.
I worked for ge for 11 years on 9fa
And some 9h turbines , great to see one running
At the power plant where I worked we have 2 big tanks of hydrogen to cool the generators. Every time they have a big BBQ, they have it right next to the hydrogen tank.
As always, there is a fine line between fun and disaster.
Dang... ain't that true in every situ?
THANK YOU VERY MUCH FOR YOUR SHARE AND GENEROUS TEACHINGS!
OK @00:27 2 engineering bolts missing from the air intake? And Yes i know these don't matter. But when starting a Gas Turbine, you ask.....Where are they?
Good eye. I didn't build it, and I too, sir, had the same reaction. They would not be so important if they were connecting the bellmouth to the front frame... but they connect the front frame to the compressor cases, so they are important. I have no reaction to your comment except to share your concern, sir.
@@AgentJayZ Thank you sir! I used to work on Rolls Royce Olympus and Tyne engines back in RN days as a Marine Engineer
Dont know anything about this stuff but you make it great to watch
Is the nozzle to provide a dummy load because you don't have the power turbine? I presume this isn't meant to fly given it's running on LPG
Exactly.
Clear your driveway like a boss. Love jet engines they are one of the most amazing things we make.
Are the inlet guide vanes part of the first compressor stage? Are they stators?
Stators have two functions. They direct the flow of air at the appropriate angle towards the rotor stage behind them, and they form a divergent pathway, where the actual compression of the air takes place, through the process of aerodynamic diffusion.
IGVs have only one function. They direct the flow of air at the appropriate angle towards the rotor stage behind them.
So yes, and no. Typically they are described as being different from stators, but they do look just like them.
@@AgentJayZ thanks for taking the time to explain. Based on your response I found this document online which provided me a good introduction to the concept of diverging and converging pathways: skybrary.aero/sites/default/files/bookshelf/1621.pdf thx again!
good day, i wanted to thank you for this channel. You really help me out I am in the navy and my job is working on the gas turbine engines on board. I work on the GE LM2500 and the Rolls Royce Alison 501 k 34 engine. i enjoy reading and visualizing how things work. i use your channel the most to see exactly what is going on inside the engine as well as seeing each part, and what they really look like. I don't get a chance to really take apart the engine. If you can make a future video breaking down each section of the LM2500 that would be amazing thank you again.
Cool video! I assume there is no danger of the cameraman being sucked in?
A fair bet... considering you are watching my video, eh?
The 2500 runs a lot higher RPM than the 1500 despite being larger, interesting. Cool video Jay! Loved the shot of the snowflakes being pulled into the compressor.
In the early 1980s when I built the frigates in San Pedro with these gas turbine engines the reduction gear the bull gear was 13 ft was told that GE owned the gears lease them to the Navy and that they cost over a million sounds like chump change now what do i know ?
Great video agent jayz,wow that is a thing of beauty 😀
I was on a cruise ship to Alaska a couple years ago and I believe they had two or more lm3500 powering the cruise ship. I really wanted to get downinto the engine room but there was no way they would let civilians in they did however have a tour of the ship but it did not include the engine room ☹️.
I've been watching you since your first video keep up the good work. 👌👍🛠️
Awesome engine and awesome video. Thanks JayZ great job!
You need to use my proper name. The one you used belongs to a very famous businessman, who may not appreciate it.
Oh yes, you are right. Dang I will just have to put the fix on that next go around.
(looking at the start cart as of yet)
You've mentioned that its output is 85 pounds per minute. Have you got a ballpark number for the LM2500? :)
Gorgeous thing, and it runs on gaseous propane, wow. (Is liquid propane an option as fuel at all?)
LM2500 consumes just under 200 lbs per second of air at full power.
@@AgentJayZ what do you think of reaction engines? They are a uk company and have opened up manufacturing and testing in the USA, I will put a link on here shortly 👍
@@AgentJayZ
m.ruclips.net/video/wxdXLl9P62M/видео.html
@@grantrennie AgentJayZ would reply, but the NDA does not allow.
Last time I checked, the J47 and the Orenda 14 are reaction engines.
The work I've done in Earth orbit is not classified, but how I got there is.
Hey look! A squirrel!
Used to listen to one every day. It was burning natural gas for many years. Powered an anhydrous ammonia manufacturing facility. Lots of large compressors & pumps. Not sure if they used the exhaust or not to make the product but I know we had a 12" natural gas pipeline in.
CF6 core, right?
Yes.
AgentJayZ 0:58 This is a piece of fine art my friend. It's almost too beautiful to run!
I used to build these in Evendale, Ohio
Ed - did you build CF-6 engines at the same time or factory?
I an still welding on the turbine mid frames and sumps in Evendale
This video made me giggle like a giddy schoolkid. Loved it.
Does the start turbine disengage when the jet fires up or is it permanently connected?
Video: starter ratchet clutch
Nice video. Very instructif. Thanks for sharing.
I use to work on the LM2500 in the Military. If you're using propane as fuel, do you have to adjust the main fuel control specific gravity to something else to compensate?
This engine normally would run on natural gas the fuel control can easily adjust for the minor difference. We don't have to change anything.
@@AgentJayZ Cool thanks.
Yet another great video. And, your initial assessment during the overview is so correct--beautiful. Fascinating to think the progenitors of the jet engine (Frank Whittle in Britain and some German guy who read his patents) did so because as aviators they thought piston engines of the day were too noisy and shaky. LOL. Who would have guessed that was the "Mother of Invention" for the jet, turbo-fan, and gas turbine engines--noise and shakiness. LOL.
I always thought that turbine engines were developed in the quest for an engine with a higher output rather than a quieter engine with less vibration. Those, along with better reliability, were just icing on the cake.
I have seen one burn more than 25 gallons per minute! Fire four of them up aboard ship and two turbine generators and find they burn a lot of gas!
built around the similar time doe's the RB-211 have a core only shaft type engine
for power/ship and wondered what this now maybe 2 spool is called,
a few years back I discovered the B-52 had water injection on take off, you later
explained the more you could throw out the back, the greater power you'd get
and the the bigger you are the more you could carry, thanks for that.
9:25 for a very fast hair dryer.
And house heater edit: imagine having your house heated by a turbine engine
@@Jesus_Christ_loves_you_alot heated and powered! The only grid you’d be on is fuel 🤣
9:43 That's the without question the biggest V-Band I've ever seen.
What is -15°C in Freedom Units? :D
In Earthican, it's -15C. There are still, I think, two on this planet,isolated pockets of refusal to accept the universal, the practical, the sensible, the logical.... Hey, wasn't that a Supertramp song?
Now... what was the question again?
that be a solid 5.
Units used by those who walked on the moon and units of those who haven't
So... I went to NASA, and i asked them about the system of measurement they use. This is exactly what they said:
"Only the United States, Liberia, and Burma still primarily use English units -- the rest of the world is metric. And now the Moon will be metric too. NASA has decided to use metric units for all operations on the lunar surface when it returns to the Moon.Jan 8, 2007"
So, I guess you won this one, eh?
Multiply by 9, divide by 5, add 32 - and don't by so lazy.
This aged Brit used to think in Fahrenheit for the weather, but the TV and radio weather forecasters in the UK gave up quoting both Fahrenheit and Celsius years ago. As an engineer, I always used Celsius (aka Centigrade, sometimes), along with Imperial units. I still think in terms of pounds thrust for an engine, but I can divide by 2.204, multiply by 9.81 and divide by 1,000 for kN.
We went metric in this land that invented Imperial units for you years ago - and I'm still amazed that you didn't adopt the metric system to reinforce your independence, after wasting all that lovely tea in Boston harbour (I spell it with a 'u').
Yes, we went metric years ago in the UK, but woe betide anyone who stops us measuring road distances in miles .....
Expensive way of shifting snow! lol But very satisfying all the same :-))