this is why no one like you your actually stupid and fake space is real yo your a dumb donkey

@AgentJayZ

9 ай бұрын

This is great. You managed to cram eleven mistakes into one nearly incoherent string of words that could have been three sentences, if typed out by a human, and not a troll. Bravo.

@GrahamCantin

9 ай бұрын

Well, I like him. My friend likes him too. "I'll be careful." "You'll be dead!" Real though, thanks for the improbable explanation; Unlikely events can be some of the most informative when you break down the components involved like this.

@DScottDuncan

9 ай бұрын

Wow, this video has a range of thoughts and emotions! Then that is topped by an illiterate comment that appears to have no relevance. Jay, I admire your patience with your subscribers and random trolls while giving your views and thoughts regarding various topics, be they gas turbine engines or life in general! I was going to mention the History Channel show on 'air disasters', with an episode about a multi-engined airliner that flew through volcanic ash/dust, causing the engines to 'stop'. If that happens, whatever caused the engines to stop probably won't allow them to restart. Maybe this topic is a big can of worms we don't need to ponder. An airliner will glide for a little bit and can be landed, give or take a large body of water. Just ask Sully! 😊 Cheers and thanks for your time. DD

@arnodyck

8 ай бұрын

This is why you stay in school and say no to drugs LOL

FYI: The engine manufactures establish inflight rellte envelopes (altitude/airspeed) for both assisted and windmilling restarts. We do this typically on a dedicated test aircraft such as a flying test bed (FTB). Windmilling starts do not require bleed air from either another engine or APU. I was a flight test engineer at Honeywell in Phoenix and we performed over 1,200 air starts (assisted and windmilling) during the development/certification of the AS900 (HTF7000) turbofan. The correct restart fuel schedule must be determined by test. Note that FADEC controls are self powered by PMAs (permanent magnet alternators), one for each FADEC and do not require aircraft power to control the start. Typically the windmill envelope is between 250 and 300 knots and less than 30,000 feet (each model will have its own specific envelope). I believe that during flight testing we were able to successfully start an AS900 above 35,000 feet. I hope that helps. Thanks for posting.

@AgentJayZ

9 ай бұрын

Thanks for this excellent info.

@radunicadum

9 ай бұрын

Oh, yes, @AgentJayZ, thanks for posting! And @ianbell8701 thanks for adding in this valuable info too! Not even that kind of remotely possible scenario in a "normal life flying condition", but fascinating stuff, indeed! :) Thanks again!

Mentour Pilot has a video titled *"When Pilots treat the Aircraft Like a TOY! | Air Crash Investigation."* The video covers the story of Pinnacle Airlines flight 3701. The two pilots wanted to take the airplane up to 51,000 feet. Both engines quit and they spent the remainder to the flight trying to restart the engines.

Just as an addendum to your scenario, in my experience as an aircraft mechanic back in the '70s and '80s, there was a test called an FCF (functional check flight) test. It was done when the aircraft had a double engine replacement or some other major maintenance done. One of the procedures that the FCF pilot did was to air start each engine in turn. Now this test was done by an extremely experienced pilot and also this is on military fighter type aircraft. The last jet I worked on was the EF-111A. Now this is a different scenario than was asked but it is something I do know a little about and as you stated, this is not something done under normal operating parameters. I think it was a great question and your answer couldn't have been stated any better.

@AgentJayZ

9 ай бұрын

Thank you, I place a lot of value on the opinions of folks who were involved with the operation of aircraft for their intended purpose.

The reasons and circumstances for an inflight restart are all published in the manual (QRH ect). The manual will describe when to consider a restart, and give a chart of altitude vs airspeed with shaded areas describing when to do a windmill restart, or when to do a starter assisted start. The manufacturers have done all the work figuring out the proper procedures to restart an engine, and how to identify that it might be able to be restarted. Just follow the checklist, and if it starts it starts. We do inflight restarts in the sim all the time.

@hondaveetc82

9 ай бұрын

Chup

@lpdirv

9 ай бұрын

Yup, have done a lot of shutdowns over the years, mostly chip-lights and during training. New turbine captains always got an inflight shutdown and restart during conversion flight training. Its really helpful for them to see it, as its such a non event. Builds a lot of confidence. Shutting off a stove for a chip isn’t a big deal and if you need to restart, just hit start and add fuel, easy peasy. That said, fly whats working first and then deal with problems.

@litz13

9 ай бұрын

IIRC, TACA ended up on the levee outside New Orleans because they inflight restarted their engines after they quenched in a thunderstorm and promptly overheated and damaged them (further past whatever damage the thunderstorm has already done). Airstarts are just very very tricky

The most likely scenario for a dual engine flameout is fuel starvation. That doesn't mean fuel exhaustion, but fuel mismanagement.There are a lot lengthy procedures for dual engine flameout, separated into "fuel remaining" and "no fuel remaining". The very first part (e. g. for the A330) assumes no APU bleed available, and optimal windmilling restart speed is listed as 300 knots or Mach 0.82. That's a steep descent without engine power. APUs also often have a maximum altitude at which they can be started, so initially from cruise flight levels, so-called "unassisted start" is the only option. It says nothing about possible engine damage.

@AgentJayZ

9 ай бұрын

I like it when you aircraft-y guys help out with specific procedures like this.

Thanks for that, most of us think like they're piston engines and you can let the clutch out to restart like a stick shift car. I've watched loads of your videos and others relating to hot starts and kind of get it relating to blade temperatures and still none the wiser to the higher end technicalities..Mike Patey's problem recently also. So informative to the ordinary guy. Love it.

Hey. Hope you are well. I absolutely Love what you do :) I think we can attribute the engine shutdown (restartable) with possible engine rain/hail/ice ingestion or other forms of icing that cause engine flameout. In those cases the EEC can do an automatic relight or the pilot can choose to do a quick manual relight by toggling the M/L and using APU bleed. Other interesting case in engines such as Trent (and I suppose with others as well) is that they have protection functions such as TCM, IPTOS/LPTOS, FOH, FBH Fire, valve failure, fuel metering failure, etc where the EEC is usually programmed to do an automatic shutdown (do a closure of the SOV). However, even in these cases, the EEC is usually programmed to never permit the 2nd Eng to shutdown ever if 1st eng has had a protection function shutdown. So you’ll always have one working engine to use xbleed for light up. I guess all the cases in industry where people say “in case of a dual engine failure” are taken as an acceptable risk (some ~e-9 per eng hr).

keeping the sneeze was a brilliant editing move. JZ, these videos are awesome. Love that you do not take fouls lightly.

Maybe someone else has already said this. For the CFM56-7B engine ground start, fuel is added at no less than 25% N2 or up to the maximum motoring speed of the starter. Under specific conditions, fuel may be added at 20% N2 and for emergencies only, fuel can be added at 15%. Adding fuel before 15% will nearly certainly cause a hot start. I know there is a pilot quick reference handbook procedure for windmill starts which requires a small range of true air speed to make it work. I don’t recall that procedure off the top of my head however.

I enjoyed this question and answer. It came across my mind too while watching a video on air Canada 143 but would not have helped. I did not know about the rpm requirements for starting so thank you for covering that.

Yup, have done a lot of shutdowns over the years, mostly chip-lights and during training. New turbine captains always got an inflight shutdown and restart during conversion flight training. Its really helpful for them to see it, as its such a non event. Builds a lot of confidence. Shutting off a stove for a chip isn’t a big deal and if you need to restart, just hit start and add fuel, easy peasy. That said, fly whats working first and then deal with problems. Airborne diving restarts, sim or emergency only.

Your my favorite jet mechanic. Tellin it like it is . Thanks man.

In a modern airliner, I have no direct control over turbofan fuel flow. Or any direct control of an engine mounted fuel valve. On the instrument panel in front of me is a laminated checklist (2 of them), which includes the procedure "DUAL ENGINE FAILURE" surrounded by red. It asks for 250 knots minimum airspeed in the situation. Hurricane Katrina, at it's peak according to Wikipedia, blew with the destructive force of 152 knots. So add 100 extra knots of force on top of that, and shove it into the fan inlet, the core, and against the compressor blades. The machine that I fly is incredible. Absolutely incredible. I don't watch engine speed and temps while trying to fiddle with fuel in a dive. The dedicated computer (double) on each engine takes care of that. I don't have any direct control of the engines. I use levers and buttons in the cockpit to ask the computer nicely for a thrust output, and it decides how and when it will give it to me. Including all starts. There is only one 'do it now - and give me all' control. "The FADEC monitors N2 and automatically turns on both igniters and schedules relight fuel flow in the event of an engine flame out." - Pilots manual. Thanks for being open minded and allowing input.

@AgentJayZ

9 ай бұрын

Great to hear from someone who has access to "the real thing" in the modern world. As you may notice, I work with old stuff. So is it true that modern airliner engines do have a manual override option? More descriptions of the operation of your aircraft would definitely be interesting to me, and I'm guessing my 189,000 subscribers might like that too.

@rjtoten

9 ай бұрын

@@AgentJayZ "So is it true that modern airliner engines do have a manual override option?" No, this is false. At least for the engines I've used, and per my understanding.

@AgentJayZ

9 ай бұрын

Thanks. That's what I thought, but there's nothing like asking the guy who drives one...

@balazsegressy3788

9 ай бұрын

On modern jet airlines still you have direct control on the engine mounted fuel shutoff valve. Controlled by the Fuel control switch / engine master switch or by the fire handle/ fireshutoff button. On Fadec control you have always direct control on engine thrust. Autothrottle off and the main input to fadec to schedule fuel flow is the Throttle position transmitter by resolvers to fadec. On the 757 with the rolls royce engine or on the 737 classic you have control.cables connecting to to the fuel control

Another great education video.Thank you so much!!!

I was assuming there must be some kind of hi tech, space aged, unobtainable by mere mortals, thread locker compound for the problem you've been talking about. Really deep and intelligent response. Regarding torquing and not being sure it was already done or to have to re-torque fasteners which had thread locking compound and the confusion that could cause, I had never thought about. Lots to learn in this episode. Thank you...!!

you are a good instructor and teacher

It has happened: Pinnacle Airlines flight 3701. Mentour Pilot has a video on it: "When Pilots Treat the Aircraft Like a TOY!" They stalled the aircraft at a high altitude and the engines shut off due to the disturbed air. The APU could not have been started at that altitude, but there is a procedure to restart without any engines with airspeed and the RAT.

@snap_oversteer

9 ай бұрын

Beat me to it, I'll just add that their attempts at windmilling start were unsuccessful...

@ddegn

9 ай бұрын

I hadn't scrolled far enough before making a similar post. I thought of the same flight while watching this video.

Today my teacher said if someone takes another guy's tools it will fight behind the hangar, is that true?

@AgentJayZ

9 ай бұрын

You touch my tools without permission, you get a bonus crescent wrench to the skull.

G'day from Australia!

GREAT CHANNEL. Learning A LOT. Keep up the good work. BTW, Greetings from TEXAS 🤠

More questions about loosening bolts..... Torque also isn't just a spec for the fastener. The materials it's clamping is also part of the torques spec. Obviously, clamping a softer material may require less torque on said fastener and like you always say, the manufacturer has their specs for a reason. So while the bolt itself can be torqued more, it may cause deformation or cracking of the housing it's clamping. Especially under the heat cycles these engines go through. Since you mentioned self locking nuts, what is the torque required to spin the nut before it starts to clamp? Should that be taken out (added) to the final spec? Final part, the bolts were loosening, but are the nuts actually turning off or is the bolt stretching after a heating cycle or the housing compressing after same cycle? So many questions and probably a simple answer. All basic stuff you are aware of and you didn't cover, but sure you'll take it personally. 😉

@SpecialEDy

9 ай бұрын

More importantly, the clamping force will change with the temperature. For example, a steel bolt will expand half as far per unit of distance as an aluminum part. Clearances and torque specs take into account the thermal rate of expansion of all the involved components.

I only can think of one instance where the engines shut off in an even close manner. British Airways Flight 38. Iced up fuel, however, they were too close to the ground to have any options other than land it. Hard.

Well, you had me at "spoke". All our school and grocery getting bikes are all my old 90's parts bin Frankenstein bikes. It's fun to build a useable bike from the dusty reaches of the garage. Also thanks for explaining windmill restart.

Thank you for Ur knowledge, love the piston engine but know very little about turbines, have done turbo charging on piston engines, looks like not much happens until the turbines up to full speed like a light switch, on or off not much between

Great video !!

Appreciate your in-depth exclamation on trying to do a restart with airflow through the engine. Really wanted to get into the airplane service industry. And tried to at one point but having dysgraphia really held me back!! I became a Journeymen Automotive Seal mechanic instead. This kind of question is what they were asking about restarting a engine with automatics in to drive to try to restart an engine that quit running. But since 1964 /5 they haven't put a rear oil pump in the automatics since and you can't build hydraulic pressure in the Transmission. Therefore you can't drive the engine to get it to restart. Thanks so much for sharing you experience and knowledge with Us!!

low torque bolts coming loose begs the question, what was the engineer trying to do? The torque on the bolt creates a clamping load that is a portion of the bolt's ultimate strength. So if the value is low, did the engineer feel that a large amount of bolt strength was required to do other things? Other things like managing engine output forces, dynamic vehicle forces, resisting flex of a component resulting from forces applied or changes in temperature. Can you measure the bolts that came loose to see if they are stretched? In my workplace we torque fasteners and mark them. Even if there's loctite. Sometimes in automotive we have cam gear bolts that come loose and nothing seems to work. Nothing I've worked on personally, but a couple friends in drag racing have had this. One was on old chevys and the other was with 3 year old coyote engines in F150s. Totally different cam gears but same problem. For these people nothing seemed to work. They tried strong bolts, loctite and even welding the bolts. Everything failed, so we can see how fastener retention can be a huge challenge sometimes. I use red loctite sparingly on many automotive fasteners. It comes apart easily. Is it because automotive fasteners are always contaminated with something else? Everything has either some kind of factory protection like anodizing, galvanizing, factory thread locking compound, rust, dirt, grease or oil. It could also have any combination of those things. Is it the small amount applied that helps it come out, the heat from using a power tool, contamination or a combination of those things?

I completely agree about what people frame in their vids.

Way back in the dark ages (late 1980s) when I was still flying aboard the CP140 Aurora we would routinely shut down (loiter) number 1 to reduce fuel burn and extend mission duration. On certain relatively rare occasions we would shut down 1 and 4. I don't ***think*** the starter was used when they were relit to cruise back home. Simply unfeathering the prop was enough to cause the engine to spin up. I know. Different situation/engine arrangement. There were (I seem to recall) emergency procedures to spin up an engine if (for whatever reason) you couldn't use the starter and had to get an engine started. One was a windmill start which required a long runway and sufficient airspeed to spin up the engine. Another was a "buddy" start. That required another aircraft to be stopped in front of you and use its propwash to spin up the engine.

@AgentJayZ

9 ай бұрын

The engines of the Aurora are the Allison T-56. This is a single shaft turboprop, with the propeller mechanically connected via a reduction gearbox to the fuel burning core, or gas generator of the engine. On an airliner engine, there is no mechanical connection between the fan (N1) and the core (N2), so it is much more difficult to get the fuel burning part of the engine up to starting speed. have a look at my video called turbojet or turbofan.

@martinhyde9663

9 ай бұрын

@@AgentJayZ Yeah, I know... different engine configuration and different circumstances

Bravo,Agent Jay Z,greetings from Greece!My question is:When,why & under which circumstances will these engines from the '40s '50s & similar age stop to be efficient, effective,productive, economically viable or even unserviceable due to lack of parts?When a turbojet engine stops to breathe hot gas for ground use?what is the next choice for industry & other "grounded" use?Thanks a lot for your great effort to educate us,be well! (a few comments on the BMW?from the aspect of mechanical build quality, performance & function?)

I have also seen ban manuals with torque tables, so I made new ones using something that will stay put. Counterweights on a excavator can be 400 foot pounds for the bolts.

Lol. Good content Jay.

George Bailey Brayton would approve of this video.... ... .. . 👍

The C141 fuel &ignition switch had a spring loaded "air start" position. I know that when air start was activated it fired the ignitors even on the ground with the engine static. That position didn't arm the starter, there was a separate button for that. I think they windmill started them. The APU did not run in flight, it was tied to touchdown C/B.

Nice

Jay, as a mechaic - I agree with you why did the engine shit down in the first place? In general, would a pilot want to waste glide altitude on trying to ram restart a failed engine? If both engines flame out and the apu refuses to start I’d maximize the aircraft’s glide profile…… it’s a waste of effort to restart in this manor. At this point it’s a waste of crew resources remember the priorities: aviate, navigate communicate :)

@pinkdispatcher

9 ай бұрын

Pilots do what's in the emergency procedures, they don't second-guess them. And if the procedure says "try unassisted restart", they normally will. However, the A330 POH I quoted above also lists the available glide time from FL400, and the pilots have to do what they deem safest, but need a very good reason not to follow the emergency procedures; many of these have been written in blood.

@AgentJayZ

9 ай бұрын

I agree. It was a theoretical question, and I treated it like a little thought adventure. Related to the thought experiment, but not as useful...

@miketel01

9 ай бұрын

@@AgentJayZ I like your theoretical scenarios. Was a good video. I def. Do not want to be a passenger on a Gimli Glider

I think the most likely cause of having one engine wrecked and one engine stopped but startable is accidentally shutting down the wrong engine during a single engine failure/fire.

Just to throw another factor in there, assuming you're normally installing bolts dry adding threadlocker (or anti seize) where it's not specified is going to increase the bolt preload if it's torqued to the same value cos it acts as a lubricant. Does make things fun if you do like antiseizing all the things. Mostly cos I've spent too long swearing at rusted fasteners on cars/boats.

@AgentJayZ

9 ай бұрын

The engine is assembled following the manufacturers overhaul manual, down to the tiniest detail. Each fastener is specified to either use or not use thread lubricant on assembly.

The best bicycle i ever had was one that i pulled off a metal scrap pile from a farm.

lol. excellent advice.

On a few occaisions, an engine will fail and the pilot will shut off the wrong engine.

Too true. Alan Dershowitz and Bill O'Reilly immediately comes to mind. Back up.

Does OEM call for self locking nuts/bolts (I assume so) but if so, I've never been able to find reliable info on torque specs for them. There's not even an agreed upon amount to alter the OE spec by to achieve proper torque. I guess bolt stretch would be used instead of standard torque figures in this case?

@AgentJayZ

9 ай бұрын

The engine is assembled following the manufacturers overhaul manual, down to the tiniest detail. That's the task/job/career of the aircraft engine tech.

J walking up to the camera to sneeze but keeping his ugly mug outa sight 😂😂😂

@AgentJayZ

9 ай бұрын

Oh... the sneeze was recorded. It's on the cutting room floor.

Regarding the first thing... Hell, I feel like an achiever if I put on a clean shirt and comb my head.

Would it be a better idea to replace the self-locking bolts with lock wired version and possibly even safetied castle nuts too rather than lock-tite that is highly likely to melt?

@AgentJayZ

9 ай бұрын

When you think you have a better idea than the engine designers and manufacturers... you are stepping out on thin ice, and you are responsible for any problems, because you did not follow the procedure.

@MatthijsvanDuin

9 ай бұрын

@@AgentJayZ Same can be said for over-torquing or using loctite, neither of which is in compliance with specified procedures

@nolt4024

9 ай бұрын

@@AgentJayZ I can see that…but ^^^this too no?

I agree with your support of lock wire. However, it depends on installer. To me, it is just like locktite. You don’t know if the bolt was properly torqued down properly regardless. Someone can halfass torque the fastener down, throw wire on it, send it back into the air, and most wouldn’t be the wiser.

@AgentJayZ

9 ай бұрын

Done incorrectly, anything can kill. My point was that Loctite, used properly, is invisible. Lock wire, when done correctly, is a visible confirmation of torqueing.

@jadefalcon001

9 ай бұрын

@@AgentJayZ procedures and the adherence thereto are the glue that holds machines like planes together. The Checklist Manifesto is a great book about this kind of thinking. Love it!

Great vedio I would ask some thing about engine peeformance In CFM56-5 engines and i thing in all jet engines The relation between N1-N2-EGT-FF In determination of engine helth i noted that for two engines installed on same aircraft as you know N1 is the target of ECU control so for same aircraft engines N1 for two engines should be the same but what for N2-EGT-FF relation in determination of which engine health EGTM is better

@balazsegressy3788

9 ай бұрын

Take a look at 737 Classic AMM 71-00-00/501 engine diagnostic test run and Chapter 71-00- troubleshooting trees

Great video, great perspective. On bolt torque--I just use the old fashioned US Midwestern technique--tighten it 'till the head rips off, then back it off a half turn. ;-)

Again, a super interesting material. BUT - what about all-engine flameouts that happend when airliners flying through/into the volcanic ash clouds. I have watched quite a few documentaries about them and pilots were able to restart the engines in-flight. One of the documentaries was about a 747 with all four engines flame-out and successful recovery.

@AgentJayZ

9 ай бұрын

Specifically excluded from this discussion.

Bolts loosening - are they coming undone? Or the flanges giving a bit as the whole lot takes set? Index paint mark on nut and thread might give a clue. Is it the paint compressing?

@AgentJayZ

9 ай бұрын

The areas of contact between the washers and the compressor cases are unpainted. The two mating surfaces of the cases are unpainted.

@jimarcher3711

9 ай бұрын

@@AgentJayZ - may be worth measuring the bolts when fitted and see if they relax any after test runs - assuming your low torque value actually stretches the bolts any significant amount?

@AgentJayZ

9 ай бұрын

Did you watch the part where I measured the elongation after a 300% over torque? It was zero.

@jimarcher3711

9 ай бұрын

@@AgentJayZ - ah, must have missed the zero elongation bit, did note the 300% overtorque, but elongation bit didn't register ...ahem. Have you measured the loose ones in situ to see if expansion has caused any stretching? Obvious question I guess, but is it a known thing, or just recently?

The close up guys also nearly always look at the camera screen instead of the lens. Then they edit the video.....don't they notice that it looks bad?

Agent J! I have sinned .I've abandoned you unknowingly losing you from my subs. How? Dunno. Good to have you back!

I keep noticing that fan blade assembly and it keeps making me think. It would be easy to turn one of those into a wind generator but an airworthy one would be way too expensive. I suspect one only suitable for ground installation would also be way too expensive. However one past it's design life that has been used on an aircraft then the ground might not be. Even if you only did not have all of the blades it might work if it was possible to get it ballenced at a wind load of say 20kt. Or are they way too expensive even if completely scrap?

@AgentJayZ

9 ай бұрын

A compressor blade works like the bat. A turbine blade works like a glove, and air is the ball. If you want to catch air with a bat, it's not the most efficient way, but it could be done. The pressures and speeds are also different, If you really want to generate power from wind, you need something that looks like a wind turbine.

I was looking for an Email for you to send a link to a developer on the SR71 engine build. You may be interested in. Although you may have already seen this. It's called( The Pratt & Whitney J58 - The Engine of the SR71 Blackbird ) All the best from Surrey BC Canada

@AgentJayZ

9 ай бұрын

Contact info on channel page.

why are the blades on the compressor/turbine fan behind you connected to one another?

@wanderschlosser1857

5 ай бұрын

Mid Span Dampers or Shrouds. Required for long narrow blades to avoid twisting and subsequent material fatigue cracks and ruptures. More comfortable moon on older designs. Newer designs use wider airfoil chords and sometimes also more rigid materials.

👍at 0:42

TF 41 (Spey dirivative) auto relight system.

Damn, here I was thinking maybe you made a turbine powered push bike 😂

But what if you were towing a 777 through volcanic ash and then you had to start the 777 to tow the original tow plane in midair um how many railroad spikes does it take?

@AgentJayZ

9 ай бұрын

According to the Boeing Website for retail sales, in order to have towed triple 7 switch places in flight with the towing triple 7, you need to have the "push me pull you" feature installed. It's a simple software addition, done over Wi Fi. 128 million US... plus apllicable fees and taxes... each. That's each engine.. So a smidgen over a billion oughtta do it. I like that... A smidgen of a billion could finance my life hundreds of times over. Maybe only once including the ocean view suite in Monaco...

@lucashinch

9 ай бұрын

@@AgentJayZ yes ! Seriously though, I enjoyed listening to your answer following the impossible what if scenario involving a windmill restart of gas turbine. Some people just don't know how dumb their dumb question really is? Sometimes the question is so dumb, it can make a full revolution on its own. Profound

@AgentJayZ

9 ай бұрын

I always declare that they are for safety, and that I only want to help... but they always take my railroad spikes away when I go through airport security.

You may have to descend to a lower altitude for some APU's to start engines. A320 is under 20,000'. Additionally if you loose both engines you lose pressurization / Oxygen as well and must get down to 10,000 ASAP

@AgentJayZ

9 ай бұрын

That was not the question.

Jay, what are your thoughts on the AOG story, the UK company supplying fake Boeing engine parts. What do you think the flallout will be?

@AgentJayZ

9 ай бұрын

I have not followed the story.

Why not just wire lock the split case bolts?. Maybe i missed that part.

Some additional info: The whole video was started with emergency situation when engines are lost only emergency power is available from Ram Air Turbine or from batteries. Yes all this emergency scenarios are designed into the airplane systems BUT it never ever happened. For example during operational the histroy of the Airbus A320 the RAT never had to be extended anytime during a commercial flight. Even during the Hudson Landing the RAT was not activated because AC power was available from the main AC busses because the APU was started. So this what if scenaraios are totally out of reality. Nice to analyze it as an engineer but never happen in real life.

@AgentJayZ

9 ай бұрын

Yo... did you watch the video? Did you listen to what I was saying? Come on... you are better than this.

@balazsegressy3788

9 ай бұрын

@@AgentJayZ you misunderstand me. Maybe I was not clear. Applogozie. It was not critism. I really admire your channel and what you are.doing to share experience and to educate. I just added additional info, because my experience that many aviation fans are always thinking in catashrophic failures.😃

I think you beet me my bike cost 20 bucks and has run 3 years now its cool pilots always ride bikes 👍

I hate closeups too! Especially since I do most of my KZread watching on a 75" TV. Too much face!

i wonder if the questioner was thinking of the report of an sr-71 double flameout

Apparently not even high amounts of rain going through the engine would be cause for a flameout.

@AgentJayZ

9 ай бұрын

Rain is nothing. I've got vids posted about water ingestion. So does R-R, GE, and P&W. A dozen firehoses will not shut down a big turbofan.

In 2004 a Bombardier CRJ 200 was flown up to 41,000. Flamed out both engines & it was actually allowing The airspeed to drop to low that seized both engines from thermal expansion in flight. Pinnacle Airlines flight 3701 (Pinnacle Airlines changed their name to ENDEAVOR AIR after this flight) Here is a great description of trying to restart engines in flight, & the mistakes that have to be made to find yourself with this problem. kzread.info/dash/bejne/dneBz6Wem661j8Y.htmlsi=jgdv_bsYmPggVVmV Thanks for the video. I like your complicated answer of thread locker vs safety wire.

Nice video I totally agree with the statement about too much mug in screen as for the in flight restart there was an incident with a 737 300 flying from South America to the USA that had a duel in-flight shut down due to water ingestion at top of descent they got both engines to relight, but both suffered damage 1 to the point that they had to shut it down the other ran but not well it would not make full power, so they could not maintain level flight forcing them to land off airport which they did well enough to be able to repair the aircraft and fly it out of where they landed it the investigation found that it was possible at low power settings you can ingest enough water to put the flame out, so CFM has spent a lot of time and money making sure that THAT WILL NEVER HAPPEN AGAIN proof 30 years later the Qantas a380 at Singapore fire trucks couldn't put enough water down the intake of the engine that they had lost control over to shut it down it took foam lots of foam to get it to shut down

I prefer videos that are focused on the subject at hand rather than the person talking. Example: If the subject is a car, show the car while talking about it. Not 75% showing the narrator and only 25% showing the car.

@AgentJayZ

9 ай бұрын

Yes.

Speaking as an unqualified idiot, I'm stuck on how a bolt can loosen if everything is correctly spec'd, in good condition, and not lubricated. It's all boils down to static friction in the threads to oppose counter-clockwise torque (from vibration?). Or, maybe friction really is correct, but there's something unusual with vibration, or the direction/shape of the vibration.

@AgentJayZ

9 ай бұрын

Lock wire is like insurance. In 20 years, I've seen it become necessary twice.

If they did steal the bike, they would kill themselves before they made it around the corner! :)

@AgentJayZ

9 ай бұрын

A few years ago, when I lived at the top of a large hill, and the road intersected at the bottom with a busy highway... I had my mountain bike stolen. I'm pretty sure the thief was not expecting my brakes to be Euro style, with the front on the right. I never heard about it, but I always hoped the bike flipped that degenerate into traffic...

Lot's of scenarios. Put yourself in Sully's seat. Birds not an factor. What really would be the smartest way to restart in a situation you discussed. I know you don't have a pile of engines or a wind tunnel to find the best and safest way to do it. You covered the oh-shit situation pretty good but with a lot of options. If you were flying and had to do a restart attempt in the safest way and you had lots of altitude for a glide path. What would Sully do?

Name a good reliable car? THere are none.

@Sonny_McMacsson

9 ай бұрын

Latvian Potato wagon

You're right, we found a double flame out. en.wikipedia.org/wiki/TACA_Flight_110 It dead stick landed in a large field near New Orleans's NASA's Michoud Assembly Facility This facility it the location of the Saturn V 1st stag rocket assembly back in the 1960's and the Space Shuttle External tank assembly. It's scary to think rain and hail could flame out a modern turbofan engine. I remember that day. I've lived almost my whole life here in New Orleans and that day's rain was the heaviest I can remember.... even hurricanes. I'm not trying to correct the notion that this isn't likely. I think it's an interesting event and read.

@AgentJayZ

9 ай бұрын

Rain had nothing to do with the shutdown. The engines had their compressors damaged by hail above whatever maximum size they could handle. If the engines could flame out due to just rain, and if they did, they would not have needed to be replaced "on site". So... outside the scope of the discussion in this video. Interesting story, though.