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747-8F thrust reverser cycle after maintenance. GEnx cascade system... sleeve slides back, cascades open, blocker doors close the fan duct and the air gets redirected forward. Clean deploy.

Fahad Naim

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50,300 Aufrufe • vor 8 Tagen •via X (Twitter)

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GE90 thrust reverser ops test from the side and rear. You can see the blocker doors swinging into place. That big fan sleeve slides aft, cascades open up, and those blocker doors fold in to shut off the normal bypass path. Fan air gets forced forward through the cascades instead of going straight out the back. Core still pushes aft like normal.

GE90 thrust reverser ops test from the side and rear. You can see the blocker doors swinging into place. That big fan sleeve slides aft, cascades open up, and those blocker doors fold in to shut off the normal bypass path. Fan air gets forced forward through the cascades instead of going straight out the back. Core still pushes aft like normal.

Fahad Naim

32,034 Aufrufe • vor 19 Tagen

Let me show you the thrust reverse ops check after performing maintenance on a GE90. The outer sleeve translates rearward, exposing the cascade vanes. At the same time the blocker doors inside the bypass duct deploy to block the normal rearward airflow. All that fan air gets redirected forward through the cascades... that’s reverse thrust helping the aircraft stop. If you’ve only seen it from the cabin or side, take a look at the back view in the video to get the full picture.

Let me show you the thrust reverse ops check after performing maintenance on a GE90. The outer sleeve translates rearward, exposing the cascade vanes. At the same time the blocker doors inside the bypass duct deploy to block the normal rearward airflow. All that fan air gets redirected forward through the cascades... that’s reverse thrust helping the aircraft stop. If you’ve only seen it from the cabin or side, take a look at the back view in the video to get the full picture.

Fahad Naim

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As the CFM LEAP engine shuts down, you can hear the distinctive “whoosh” sound followed by a gush of air. That is the Reverse Bleed System (RBS) at work. During normal operation, a significant amount of fuel remains unpurged in the system after engine shutdown. This residual fuel, located near or within the hot section, vaporizes due to high temperatures and deposits carbon (coke) on the fuel nozzles. Over time, nozzle coking leads to several operational and maintenance issues, including loss of thrust, reduced engine efficiency due to incomplete combustion, accelerated deterioration of hot-section components (combustor and High-Pressure Turbine), engine start failures, potential engine stalls, and increased unscheduled engine removals. The Reverse Bleed System (RBS) prevents fuel nozzle coking by automatically introducing cool air from the core compartment into the engine core flowpath after shutdown. This effectively lowers the fuel nozzle temperature below the coking threshold. RBS can operate for a maximum of 1 hour, and its effectiveness depends on ambient conditions (especially ambient temperature) and the total duration it runs. The last flight of the day contributes the most to fuel nozzle coke accumulation because of the extended dwell time at the gate. By actively managing post-shutdown thermal conditions, RBS significantly reduces coking-related problems, improves engine reliability, and lowers long-term maintenance costs. Now, also coming soon to the CFM56

As the CFM LEAP engine shuts down, you can hear the distinctive “whoosh” sound followed by a gush of air. That is the Reverse Bleed System (RBS) at work. During normal operation, a significant amount of fuel remains unpurged in the system after engine shutdown. This residual fuel, located near or within the hot section, vaporizes due to high temperatures and deposits carbon (coke) on the fuel nozzles. Over time, nozzle coking leads to several operational and maintenance issues, including loss of thrust, reduced engine efficiency due to incomplete combustion, accelerated deterioration of hot-section components (combustor and High-Pressure Turbine), engine start failures, potential engine stalls, and increased unscheduled engine removals. The Reverse Bleed System (RBS) prevents fuel nozzle coking by automatically introducing cool air from the core compartment into the engine core flowpath after shutdown. This effectively lowers the fuel nozzle temperature below the coking threshold. RBS can operate for a maximum of 1 hour, and its effectiveness depends on ambient conditions (especially ambient temperature) and the total duration it runs. The last flight of the day contributes the most to fuel nozzle coke accumulation because of the extended dwell time at the gate. By actively managing post-shutdown thermal conditions, RBS significantly reduces coking-related problems, improves engine reliability, and lowers long-term maintenance costs. Now, also coming soon to the CFM56

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A pickle jar can function as a tiny jet engine. The setup is simple: a glass jar with a small hole in the lid holds a volatile fuel like methanol, which evaporates to create a fuel and air mixture inside. A flame brought to the hole ignites it, and the cycle begins. Here is what happens in each pulse. Combustion sends a sharp pressure spike through the jar, forcing hot gas out the lid hole as thrust. The escaping gas creates a brief partial vacuum inside, which pulls fresh air back in through the same hole. Residual heat ignites the new mixture automatically, and the cycle repeats dozens to hundreds of times per second. The jar and hole act as a resonant cavity, which is why it pulses instead of burning steadily. A single opening cannot handle exhaust and intake at the same time, so the system locks into a natural rhythm. It produces almost no real thrust, but it is a clear window into how actual pulsejet engines work, and the physics on display are the same ones used in real aerospace propulsion. Follow for more!

A pickle jar can function as a tiny jet engine. The setup is simple: a glass jar with a small hole in the lid holds a volatile fuel like methanol, which evaporates to create a fuel and air mixture inside. A flame brought to the hole ignites it, and the cycle begins. Here is what happens in each pulse. Combustion sends a sharp pressure spike through the jar, forcing hot gas out the lid hole as thrust. The escaping gas creates a brief partial vacuum inside, which pulls fresh air back in through the same hole. Residual heat ignites the new mixture automatically, and the cycle repeats dozens to hundreds of times per second. The jar and hole act as a resonant cavity, which is why it pulses instead of burning steadily. A single opening cannot handle exhaust and intake at the same time, so the system locks into a natural rhythm. It produces almost no real thrust, but it is a clear window into how actual pulsejet engines work, and the physics on display are the same ones used in real aerospace propulsion. Follow for more!

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Knock knock! ✊ IT'S THE #SCARYDOORS COMMUNITY EVENT! 🚪 ♦️ There are 20 rewards hidden behind doors, including the Manga Kenji Hypercharge Skin for FREE! ♦️ Only 10 doors can be opened in total, one per day, except on the last day, when you can open 3 doors at the same time! HOW TO OPEN A DOOR??? 🔸 Complete 80 Million Quests every day and earn a key that opens a door 🔸 To pick a door, the community must vote for it in the in-game News and the door with the highest votes will be opened the next day! 🔸 Doors and rewards reveal will be shown with pre-recorded videos in our social media channels each day at 8:00 am UTC SPECIAL GIVEAWAY!!! 😱 10 players will win 1 MILLION GEMS! 👉 Participate by sharing on social media a screenshot of the door you're voting for and use the hashtags #ScaryDoors and #BrawlStars! 🍀 The more days you share your vote, the higher the chances of getting picked! Winners will be picked after the event ends on November 5th! PS(T): since today's maintenance happened after the Daily Wins refresh, everyone gets 1 Starr Drop, 1 Angelic Starr Drop, 1 Demonic Starr Drop and 1 Sushi ALL FREE! 👍

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This was such a close call that all simulations on it resulted in a crash [and would have likely been one of the worst in history had it been so] August 9 1978: Olympic Airways Flight 411, a B-747 with 418 aboard, had a near miss over Athens (Greece). Due to crew actions on takeoff, engine thrust was reduced drastically. The jet lost significant altitude and speed: it flew as low as 153 ft and at a speed of 158 kts before the crew recovered. Boeing inquiry stated the jet lost power after crew mistakenly turned off the engine´s water injection system, reducing thrust, which led to a loss of altitude and speed that put the plane near an irrecoverable stall. To get an idea of how close this came to a major disaster (a 747 loaded with fuel going down in a major city), all of Boeing´s simulations of the scenarios presented in the flight resulted in a crash. Video is an excerpt from an analysis by Mentour Pilot, well worth a check – you can see the full video on the link here

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Princeton Professor shows how easy it is to hack electronic voting machines. The researchers craft a virus that exploits software flaws in the machine's operating system. Votes are silently redirected from one candidate to another, symbolizing how an attacker could "steal" an election without detection. The machine's interface shows no signs of tampering, and the final tally reflects the altered results. The hack leaves no traceable evidence on the machine itself, as the malware erases its tracks after execution. This makes post-election audits challenging without independent verification methods. The entire process takes mere minutes, emphasizing that such attacks are not the domain of nation-state actors alone but could be executed by motivated individuals or groups with moderate resources. The part that anyone could buy costs $4 dollars and this was just ONE simple demonstration from all the way back in the 2006 to 2008 era. Now it's even easier and done remotely with built-in back doors.

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13,910 Aufrufe • vor 1 Jahr

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Scott Bateman MBE

20,489 Aufrufe • vor 6 Monaten

United Airlines Flight 811 (Boeing 747-122, registration N4713U) on February 24, 1989. It was a scheduled international flight from Los Angeles to Sydney, Australia, with stops in Honolulu, Hawaii, and Auckland, New Zealand. After an uneventful stop in Honolulu, the aircraft (with 337 passengers and 18 crew) took off around 1:52–1:53 a.m. local time, bound for Auckland. About 16–17 minutes after takeoff, while climbing through roughly 22,000–23,000 feet over the Pacific (around 60–100 miles south of Honolulu), the forward lower-lobe cargo door on the right side suddenly opened and separated. This caused an explosive decompression. The door swung outward with great force, tearing away a large section of the adjacent fuselage skin (roughly 10–20+ feet in key dimensions) and part of the cabin structure/floor above it. Nine passengers seated in the affected business-class rows (primarily seats in rows involving positions near the damage, such as around rows 8–12 on the right side) were ejected from the aircraft along with their seats and were lost at sea; their bodies were never recovered. Debris also damaged the two right-side engines (Nos. 3 and 4), which lost power or caught fire and had to be shut down, plus some flap and wing leading-edge damage. Several other people (including cabin crew) were injured. Captain David Cronin and the flight crew declared an emergency, turned back toward Honolulu, dumped fuel, and managed a successful emergency landing at Honolulu International Airport roughly 20–40 minutes after the event (landing around 2:30–2:33 a.m.). The remaining 346 people on board evacuated safely via slides. The aircraft sustained substantial damage but was later repaired and returned to service (re-registered as N4724U). Cause The National Transportation Safety Board (NTSB) determined the probable cause was the sudden in-flight opening of the forward cargo door, leading to the explosive decompression. This was attributed primarily to a faulty switch or wiring in the door control system that allowed electrical actuation of the latches toward the unlatched position after the door had been closed (and before or during the flight). A design deficiency in the cargo door’s locking mechanisms made them susceptible to deformation, allowing the door to unlatch even after proper latching and locking. A prior 1987 cargo-door incident on a Pan Am 747 and delayed corrective actions by Boeing and the FAA were also cited as contributing factors. An initial NTSB report leaned toward possible ground-crew latching issues (as the door was lost at sea and recovery took time), but recovery of the door from deep water (~14,000 feet) and further evidence (including a later related incident) led to the revised 1992 finding focused on the electrical/wiring fault and design weaknesses. The event is often remembered for the dramatic structural failure and successful return of the heavily damaged aircraft under difficult conditions (including storms in the area and the need to land overweight with limited systems). It prompted design and maintenance changes related to 747 cargo doors.

United Airlines Flight 811 (Boeing 747-122, registration N4713U) on February 24, 1989. It was a scheduled international flight from Los Angeles to Sydney, Australia, with stops in Honolulu, Hawaii, and Auckland, New Zealand. After an uneventful stop in Honolulu, the aircraft (with 337 passengers and 18 crew) took off around 1:52–1:53 a.m. local time, bound for Auckland. About 16–17 minutes after takeoff, while climbing through roughly 22,000–23,000 feet over the Pacific (around 60–100 miles south of Honolulu), the forward lower-lobe cargo door on the right side suddenly opened and separated. This caused an explosive decompression. The door swung outward with great force, tearing away a large section of the adjacent fuselage skin (roughly 10–20+ feet in key dimensions) and part of the cabin structure/floor above it. Nine passengers seated in the affected business-class rows (primarily seats in rows involving positions near the damage, such as around rows 8–12 on the right side) were ejected from the aircraft along with their seats and were lost at sea; their bodies were never recovered. Debris also damaged the two right-side engines (Nos. 3 and 4), which lost power or caught fire and had to be shut down, plus some flap and wing leading-edge damage. Several other people (including cabin crew) were injured. Captain David Cronin and the flight crew declared an emergency, turned back toward Honolulu, dumped fuel, and managed a successful emergency landing at Honolulu International Airport roughly 20–40 minutes after the event (landing around 2:30–2:33 a.m.). The remaining 346 people on board evacuated safely via slides. The aircraft sustained substantial damage but was later repaired and returned to service (re-registered as N4724U). Cause The National Transportation Safety Board (NTSB) determined the probable cause was the sudden in-flight opening of the forward cargo door, leading to the explosive decompression. This was attributed primarily to a faulty switch or wiring in the door control system that allowed electrical actuation of the latches toward the unlatched position after the door had been closed (and before or during the flight). A design deficiency in the cargo door’s locking mechanisms made them susceptible to deformation, allowing the door to unlatch even after proper latching and locking. A prior 1987 cargo-door incident on a Pan Am 747 and delayed corrective actions by Boeing and the FAA were also cited as contributing factors. An initial NTSB report leaned toward possible ground-crew latching issues (as the door was lost at sea and recovery took time), but recovery of the door from deep water (~14,000 feet) and further evidence (including a later related incident) led to the revised 1992 finding focused on the electrical/wiring fault and design weaknesses. The event is often remembered for the dramatic structural failure and successful return of the heavily damaged aircraft under difficult conditions (including storms in the area and the need to land overweight with limited systems). It prompted design and maintenance changes related to 747 cargo doors.

Shannon 🇺🇸I stand with America

174,174 Aufrufe • vor 2 Tagen