正在加载视频...

视频加载失败

加载此视频时出现问题。这可能是由于临时网络问题，或视频可能不可用。

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 CFM56show more

Arjun Singh

7,701 subscribers

53,644 次观看 • 4 个月前 •via X (Twitter)

教育科学技术

Anya Rossi• Live Now

Private livecam show

10 条评论

Evie ❤️ 的头像

Evie ❤️4 个月前

me staring at engines like they’re art instead of giant machines🥺

Sven-Hajo Sieber 的头像

Sven-Hajo Sieber4 个月前

@tweetpratikm Always wonder why it quite often works on one engine, but not the other during a turn around. Always chalked it up to different mod status. Does it make a difference in the motoring times at the next startup? We usually have 30 minutes between on blocks and off blocks.

Arjun Singh 的头像

Arjun Singh4 个月前

The effectiveness of the Reverse Bleed System (RBS) depends on several factors, including (but not limited to) ambient conditions and the duration of RBS operation (power-on time). The last flight of the day is the largest contributor to overall fuel nozzle coke accumulation, primarily due to the extended ground time at the gates. Estimates show that a minimum of 30 minutes of RBS operation during the last flight of the day is required to achieve maximum benefit from the system. It is permitted to have one engine with RBS and one without. The startup cool times should not have an impact as this is just to cool the fuel nozzles and not the entire core section.

shaun 的头像

shaun4 个月前

That is really clever

Douger Case 的头像

Douger Case4 个月前

The TF-39 just pissed it out on the ground.

AeroKnottyUncle 的头像

AeroKnottyUncle4 个月前

@tweetpratikm Is it for 1As only or us poor 1B operators get it too? 🥹

Arjun Singh 的头像

Arjun Singh4 个月前

@tweetpratikm I'm not flying the 1B.....yet.

ZK5120A1 的头像

ZK5120A14 个月前

Cool, that's how engineering actually solve problems And this process will be applied to CFM56? That's the perfect example of life cycle. After-sales services like spare parts and improvements are still available after the end of production

JetMind ✈️ 的头像

JetMind ✈️4 个月前

RBS runs after shutdown. Electric blower reverses HPC air through the secondary fuel manifold for up to ~30 min on APU/EXT PWR. And the goal isn't to dump residual fuel - it's to cool the manifold and stop heat-soaked fuel from coking inside the nozzles. That's why CFM wants >30 min runtime before prolonged shutdown.

DickHead 的头像

DickHead4 个月前

Blended jet fuel doesn’t clog nozzles…

相关视频

The F-16’s afterburner boosts thrust by injecting additional fuel into the exhaust stream after the gases have already passed through the turbine. This creates a second stage of combustion that dramatically increases engine power. In normal operation, the engine compresses incoming air, burns it in the main combustion chamber, and uses the resulting energy to drive the turbine. The hot, high-speed exhaust then flows into the afterburner section, which contains flame holders—metal structures designed to stabilize the flame in the fast-moving airflow. When the pilot engages the afterburner, fuel is sprayed into this exhaust stream and ignites almost instantly. Because the exhaust still contains unused oxygen, the added fuel burns intensely, causing the gases to expand and exit the nozzle at much higher velocity. To maintain smooth airflow and prevent excessive pressure buildup, a variable-area nozzle opens wider. The outcome is a massive thrust increase—often 50% or more—accompanied by the bright, fiery plume that appears when the afterburner is active. 🔥✈️ 📸 by ig/fighteraircraft

The F-16’s afterburner boosts thrust by injecting additional fuel into the exhaust stream after the gases have already passed through the turbine. This creates a second stage of combustion that dramatically increases engine power. In normal operation, the engine compresses incoming air, burns it in the main combustion chamber, and uses the resulting energy to drive the turbine. The hot, high-speed exhaust then flows into the afterburner section, which contains flame holders—metal structures designed to stabilize the flame in the fast-moving airflow. When the pilot engages the afterburner, fuel is sprayed into this exhaust stream and ignites almost instantly. Because the exhaust still contains unused oxygen, the added fuel burns intensely, causing the gases to expand and exit the nozzle at much higher velocity. To maintain smooth airflow and prevent excessive pressure buildup, a variable-area nozzle opens wider. The outcome is a massive thrust increase—often 50% or more—accompanied by the bright, fiery plume that appears when the afterburner is active. 🔥✈️ 📸 by ig/fighteraircraft

aircraftmaintenancengineer

227,987 次观看 • 9 个月前

A preventable tragedy On This Day in 1967: Stockport air disaster (England). A British Midland C-4 [G-ALHG] crashes in Stockport, 72 of 84 aboard die. On a go-around, crew lost control after 2 engines failed. Investigation traced the issues to a known - but never addressed - design issue in the fuel system. More details here by ASN (video is from British Pathé) PROBABLE CAUSE: "The immediate cause of the accident was loss of power of both engines on the starboard side, resulting in control problems which prevented the pilot from maintaining height on the available power with one propeller windmilling. The loss of power of the first engine was due to fuel starvation due to inadvertent fuel transfer in flight. The loss of power of the second engine was due either to fuel starvation resulting from inadvertent fuel transfer in flight or to misidentification by the crew of which engine had failed followed by failure to restore power in time to the engine misidentified as having failed. Contributory causes of the accident were: (a) The design of the fuel valves and location in the cockpit of their actuating levers, so that a failure by the pilot correctly to position the lever by an amount so small as to be easy to do and difficult to recognize would result in inadvertent fuel transfer on a scale sufficient to involve the risk after a long flight of a tank expected to contain sufficient fuel being in fact empty. (b) Failure of those responsible for the design of the fuel system or the fuel valves to warn users that failure by a small amount to place the actuating levers in the proper position would result in inadvertent fuel transfer on a scale involving this risk after a long flight. (c) Failure of British Midland's air crew or engineers to recognize the possibility of inadvertent fuel transfer in the air from the evidence available in previous incidents in flight and contained in the fuel logs. (d) Failure of other operators of Argonauts who had learned by experience of the possibility of inadvertent fuel transfer in flight to inform the Air Registration Board, the Directorate of Flight Safety of the Board of Trade or its predecessors, or the United Kingdom Flight Safety Committee of the facts which they had learned so that these might be communicated to other operators of Argonauts and other aircraft equipped with similar systems and fuel cocks."

A preventable tragedy On This Day in 1967: Stockport air disaster (England). A British Midland C-4 [G-ALHG] crashes in Stockport, 72 of 84 aboard die. On a go-around, crew lost control after 2 engines failed. Investigation traced the issues to a known - but never addressed - design issue in the fuel system. More details here by ASN (video is from British Pathé) PROBABLE CAUSE: "The immediate cause of the accident was loss of power of both engines on the starboard side, resulting in control problems which prevented the pilot from maintaining height on the available power with one propeller windmilling. The loss of power of the first engine was due to fuel starvation due to inadvertent fuel transfer in flight. The loss of power of the second engine was due either to fuel starvation resulting from inadvertent fuel transfer in flight or to misidentification by the crew of which engine had failed followed by failure to restore power in time to the engine misidentified as having failed. Contributory causes of the accident were: (a) The design of the fuel valves and location in the cockpit of their actuating levers, so that a failure by the pilot correctly to position the lever by an amount so small as to be easy to do and difficult to recognize would result in inadvertent fuel transfer on a scale sufficient to involve the risk after a long flight of a tank expected to contain sufficient fuel being in fact empty. (b) Failure of those responsible for the design of the fuel system or the fuel valves to warn users that failure by a small amount to place the actuating levers in the proper position would result in inadvertent fuel transfer on a scale involving this risk after a long flight. (c) Failure of British Midland's air crew or engineers to recognize the possibility of inadvertent fuel transfer in the air from the evidence available in previous incidents in flight and contained in the fuel logs. (d) Failure of other operators of Argonauts who had learned by experience of the possibility of inadvertent fuel transfer in flight to inform the Air Registration Board, the Directorate of Flight Safety of the Board of Trade or its predecessors, or the United Kingdom Flight Safety Committee of the facts which they had learned so that these might be communicated to other operators of Argonauts and other aircraft equipped with similar systems and fuel cocks."

Francisco Cunha

24,189 次观看 • 3 个月前

SU-57M The Russians are enhancing the stealth characteristics and performance of the Su-57 with the new engine. The AL-51F1 offers 20–25% better fuel efficiency than the previous engine, incorporates composite materials, and features a flat nozzle to reduce the RCS and IR signature. Maximum thrust reaches approximately 180 kN, and the engine is about 20% lighter, enabling sustained supercruise at Mach 1.6–2.0 without afterburner. The Russians have been devoting significant attention to the Su-75, and it appears they are upgrading the Su-57 primarily for export markets.

SU-57M The Russians are enhancing the stealth characteristics and performance of the Su-57 with the new engine. The AL-51F1 offers 20–25% better fuel efficiency than the previous engine, incorporates composite materials, and features a flat nozzle to reduce the RCS and IR signature. Maximum thrust reaches approximately 180 kN, and the engine is about 20% lighter, enabling sustained supercruise at Mach 1.6–2.0 without afterburner. The Russians have been devoting significant attention to the Su-75, and it appears they are upgrading the Su-57 primarily for export markets.

Patricia Marins

40,322 次观看 • 7 个月前

This is not a model engine pretending to be a jet engine. It is actually a complete gas turbine shrunk onto a test bench. Inside this small machine are a compressor, combustion chamber, turbine wheel, fuel system and digital engine controller, the same basic physics used in aircraft engines. At full power, this turbine reaches nearly 98,000 RPM over 1,600 revolutions every second while producing 280 N of thrust, equivalent to roughly 28 kg of pushing force. At nearly 98,000 RPM, even a tiny imbalance can destroy the turbine. The combustion chamber must survive exhaust temperatures approaching 700°C, while the fuel system continuously manages a core flame powerful enough to create 280 N of thrust without losing combustion stability. A high-end RC turbine can cost $7,000-20,000+, despite fitting on a workbench. It is nowhere near the complexity of a modern military turbofan with thousands of components, afterburners and advanced cooling systems. But that is what makes it fascinating, engineers have compressed the core mechanisms of a jet engine compression, combustion and expansion, into a machine small enough to hold. 📹 RC hobby

This is not a model engine pretending to be a jet engine. It is actually a complete gas turbine shrunk onto a test bench. Inside this small machine are a compressor, combustion chamber, turbine wheel, fuel system and digital engine controller, the same basic physics used in aircraft engines. At full power, this turbine reaches nearly 98,000 RPM over 1,600 revolutions every second while producing 280 N of thrust, equivalent to roughly 28 kg of pushing force. At nearly 98,000 RPM, even a tiny imbalance can destroy the turbine. The combustion chamber must survive exhaust temperatures approaching 700°C, while the fuel system continuously manages a core flame powerful enough to create 280 N of thrust without losing combustion stability. A high-end RC turbine can cost $7,000-20,000+, despite fitting on a workbench. It is nowhere near the complexity of a modern military turbofan with thousands of components, afterburners and advanced cooling systems. But that is what makes it fascinating, engineers have compressed the core mechanisms of a jet engine compression, combustion and expansion, into a machine small enough to hold. 📹 RC hobby

Ammanichanda

11,751 次观看 • 2 个月前

Elon Musk on Raptor 3 Engine: "Raptor 3 is designed to require no basic heat shield, saving a lot of mass on the bottom and actually improving reliability, so that if there is, for example, a small fuel leak from the Raptor engine, it will simply leak into the existing flaming plasma and not really matter, whereas a fuel leak when the engines are contained in a box is a very scary thing indeed. It will be a massive increase in payload capability, in engine efficiency and in reliability. So this is really a revolutionary engine. Raptor 3 is really, I'd say, kind of alien technology, rocket engine. So in order to make the engine like that, we had to simplify so many parts of the design, incorporate secondary fluid circuits and electronics in the structure of the engine itself, so everything is contained and protected. It is a marvel of engineering."

Elon Musk on Raptor 3 Engine: "Raptor 3 is designed to require no basic heat shield, saving a lot of mass on the bottom and actually improving reliability, so that if there is, for example, a small fuel leak from the Raptor engine, it will simply leak into the existing flaming plasma and not really matter, whereas a fuel leak when the engines are contained in a box is a very scary thing indeed. It will be a massive increase in payload capability, in engine efficiency and in reliability. So this is really a revolutionary engine. Raptor 3 is really, I'd say, kind of alien technology, rocket engine. So in order to make the engine like that, we had to simplify so many parts of the design, incorporate secondary fluid circuits and electronics in the structure of the engine itself, so everything is contained and protected. It is a marvel of engineering."

DogeDesigner

94,810 次观看 • 9 个月前

India fires up next-gen engine generating more power with less fuel The Rotating Detonation Engine (RDE) built by IIT-Madras incubated D-Propulse was successfully tested at India's Defence Research and Development Organisation facility, producing 5 kN thrust even with limited air supply 🔸 Instead of burning fuel in a steady flame, the engine sustains supersonic detonation waves spinning around a ring-shaped chamber 🔸 This pressure-gain combustion delivers higher efficiency with more thrust from less fuel 🔸 A special aerospike nozzle maintains performance at any altitude, unlike conventional nozzles 🔸 The system reached Technology Readiness Level 5, meaning it's been validated in realistic conditions beyond just the lab This breakthrough strengthens India's indigenous propulsion capabilities, with potential applications in hypersonic aircraft, missiles, UAVs, and reusable launch systems reducing dependence on foreign technology

India fires up next-gen engine generating more power with less fuel The Rotating Detonation Engine (RDE) built by IIT-Madras incubated D-Propulse was successfully tested at India's Defence Research and Development Organisation facility, producing 5 kN thrust even with limited air supply 🔸 Instead of burning fuel in a steady flame, the engine sustains supersonic detonation waves spinning around a ring-shaped chamber 🔸 This pressure-gain combustion delivers higher efficiency with more thrust from less fuel 🔸 A special aerospike nozzle maintains performance at any altitude, unlike conventional nozzles 🔸 The system reached Technology Readiness Level 5, meaning it's been validated in realistic conditions beyond just the lab This breakthrough strengthens India's indigenous propulsion capabilities, with potential applications in hypersonic aircraft, missiles, UAVs, and reusable launch systems reducing dependence on foreign technology

Sputnik

16,177 次观看 • 1 个月前

This is the most powerful commercial jet engine currently flying on an operational airliner. The GE90-115B was built by GE Aerospace specifically for the Boeing 777-300ER. It weighs around 8.3 tonnes, has a 3.25 metre wide fan and produces up to 512 kN (115,000 lbf) of thrust from a single engine. To understand the sheer scale of that output, it produces roughly 2.7 times the thrust of the F135 jet engine powering the F-35, the most powerful fighter engine currently in service. The enormous fan at the front uses just 22 carbon fibre composite blades with titanium leading edges. At maximum thrust, it pulls in roughly 1.4 tonnes of air every second, with nearly 90% bypassing the core rather than passing through the combustor. At around 150 knots during takeoff, its 512 kn of thrust corresponds to roughly 39.5 MW of propulsive power, or in automotive terms around 53,000 hp from one engine. And it burns roughly 4-5 kg of jet fuel every second at maximum power conditions. Two of these engines are enough to power a fully loaded 777-300ER weighing more than 350 tonnes. Even if one engine fails after the critical point during takeoff, the aircraft is certified to continue the takeoff and climb on the remaining one GE90 engine. Each engine costs around $35-40 million. More than 2,500, GE90s engines have been built, and the GE90 family has accumulated nearly 130 million flight hours. And this is precisely why companies like GE Aerospace remain so difficult to displace in jet engines. There is never one breakthrough. GE spent roughly $2+ billion developing the GE90, chasing small gains across hundreds of systems, efficiency, materials, reliability and component life.

This is the most powerful commercial jet engine currently flying on an operational airliner. The GE90-115B was built by GE Aerospace specifically for the Boeing 777-300ER. It weighs around 8.3 tonnes, has a 3.25 metre wide fan and produces up to 512 kN (115,000 lbf) of thrust from a single engine. To understand the sheer scale of that output, it produces roughly 2.7 times the thrust of the F135 jet engine powering the F-35, the most powerful fighter engine currently in service. The enormous fan at the front uses just 22 carbon fibre composite blades with titanium leading edges. At maximum thrust, it pulls in roughly 1.4 tonnes of air every second, with nearly 90% bypassing the core rather than passing through the combustor. At around 150 knots during takeoff, its 512 kn of thrust corresponds to roughly 39.5 MW of propulsive power, or in automotive terms around 53,000 hp from one engine. And it burns roughly 4-5 kg of jet fuel every second at maximum power conditions. Two of these engines are enough to power a fully loaded 777-300ER weighing more than 350 tonnes. Even if one engine fails after the critical point during takeoff, the aircraft is certified to continue the takeoff and climb on the remaining one GE90 engine. Each engine costs around $35-40 million. More than 2,500, GE90s engines have been built, and the GE90 family has accumulated nearly 130 million flight hours. And this is precisely why companies like GE Aerospace remain so difficult to displace in jet engines. There is never one breakthrough. GE spent roughly $2+ billion developing the GE90, chasing small gains across hundreds of systems, efficiency, materials, reliability and component life.

Ammanichanda

53,005 次观看 • 21 天前

Following the Delta A330-323(N813NW) engine failure after departure from São Paulo (GRU), many are asking: what actually happens if an airliner loses an engine just after takeoff? As passenger in the cabin watching this scenario unfold, the panic is understandable. Seeing flames from an engine is alarming. But this is exactly the kind of scenario pilots are trained for repeatedly in simulators. Modern multi-engine aircraft are designed to fly safely on one engine. In fact, losing one engine is a certification requirement during testing. Here’s what happens: At liftoff, pilots target V2 speed—the minimum safe speed that guarantees the aircraft can continue climbing even with one engine inoperative. If an engine fails: • The MASTER FIRE warning light will illuminate in the cockpit and the fire warning bell will sound, alerting the pilots on the affected engine (they will close the fuel, hydraulic shutoff, and engine bleed air valves, and also discharge the related fire bottle to extinguish the engine fire). Of course, they will be careful NOT TO shut down the wrong engine (this has happened before). • Maximum thrust is applied on the remaining engine. • Rudder input keeps the aircraft straight (countering asymmetric thrust) • The aircraft climbs straight ahead for best performance (turns reduce climb rate unless required) Once above a safe altitude (typically ~1,500 ft / Minimum Flap Retraction Altitude(MFRA): • The aircraft accelerates • Flaps are retracted (“cleaning up”) • Crew assesses the situation and plans a return or diversion Even at very low altitude, the aircraft remains controllable by design. It may not climb aggressively, but it will climb. Bottom line: What looks catastrophic from the cabin is a scenario pilots are highly trained to handle—and aircraft are engineered to withstand. Hope this helps any nervous flyer. Flying is safe, and the chances of this happening have reduced due to lessons learned from previous incidents. And if you ever find yourself in this situation, trust that the pilots will act according to their training—because that’s their job.

Following the Delta A330-323(N813NW) engine failure after departure from São Paulo (GRU), many are asking: what actually happens if an airliner loses an engine just after takeoff? As passenger in the cabin watching this scenario unfold, the panic is understandable. Seeing flames from an engine is alarming. But this is exactly the kind of scenario pilots are trained for repeatedly in simulators. Modern multi-engine aircraft are designed to fly safely on one engine. In fact, losing one engine is a certification requirement during testing. Here’s what happens: At liftoff, pilots target V2 speed—the minimum safe speed that guarantees the aircraft can continue climbing even with one engine inoperative. If an engine fails: • The MASTER FIRE warning light will illuminate in the cockpit and the fire warning bell will sound, alerting the pilots on the affected engine (they will close the fuel, hydraulic shutoff, and engine bleed air valves, and also discharge the related fire bottle to extinguish the engine fire). Of course, they will be careful NOT TO shut down the wrong engine (this has happened before). • Maximum thrust is applied on the remaining engine. • Rudder input keeps the aircraft straight (countering asymmetric thrust) • The aircraft climbs straight ahead for best performance (turns reduce climb rate unless required) Once above a safe altitude (typically ~1,500 ft / Minimum Flap Retraction Altitude(MFRA): • The aircraft accelerates • Flaps are retracted (“cleaning up”) • Crew assesses the situation and plans a return or diversion Even at very low altitude, the aircraft remains controllable by design. It may not climb aggressively, but it will climb. Bottom line: What looks catastrophic from the cabin is a scenario pilots are highly trained to handle—and aircraft are engineered to withstand. Hope this helps any nervous flyer. Flying is safe, and the chances of this happening have reduced due to lessons learned from previous incidents. And if you ever find yourself in this situation, trust that the pilots will act according to their training—because that’s their job.

Turbine Traveller

42,927 次观看 • 5 个月前

🚨 THIS MAN WARNS: STOP WARMING UP YOUR CAR - YOU’RE ACTUALLY CAUSING ENGINE DAMAGE A mechanic says idling your car for 5–10 minutes like it’s 1995 is doing the opposite of what you think. Modern engines don’t need it. "Most cold-start engine wear happens because excess fuel washes oil off the cylinder walls." When your engine is cold, the computer runs a rich fuel mixture - extra gasoline to stabilize combustion. That fuel acts like a solvent, washing oil off the cylinder walls. Less oil = piston rings scraping closer to metal. That’s where most cold-start engine wear happens. Idling keeps the engine cold longer. Driving gently warms the oil, transmission, and engine faster, ends the rich mixture sooner, and restores proper lubrication. The fix is simple: Start the car. Wait 15–30 seconds. Drive easy until temps rise. Long idling only makes sense for frost, fog, or extreme cold. How many people are quietly damaging their engine every single morning without realizing it?

🚨 THIS MAN WARNS: STOP WARMING UP YOUR CAR - YOU’RE ACTUALLY CAUSING ENGINE DAMAGE A mechanic says idling your car for 5–10 minutes like it’s 1995 is doing the opposite of what you think. Modern engines don’t need it. "Most cold-start engine wear happens because excess fuel washes oil off the cylinder walls." When your engine is cold, the computer runs a rich fuel mixture - extra gasoline to stabilize combustion. That fuel acts like a solvent, washing oil off the cylinder walls. Less oil = piston rings scraping closer to metal. That’s where most cold-start engine wear happens. Idling keeps the engine cold longer. Driving gently warms the oil, transmission, and engine faster, ends the rich mixture sooner, and restores proper lubrication. The fix is simple: Start the car. Wait 15–30 seconds. Drive easy until temps rise. Long idling only makes sense for frost, fog, or extreme cold. How many people are quietly damaging their engine every single morning without realizing it?

HustleBitch

52,405 次观看 • 8 个月前

India is pushing ahead with the next generation of its indigenous fighter engine programme—Kaveri 2.0. Developed from the experience gained through the original Kaveri engine, the new programme aims to overcome the challenges that previously prevented India from using Kaveri to power the Tejas fighter. The bigger goal is strategic: develop a powerful indigenous turbofan that can eventually support India’s future combat aircraft, including the AMCA. A successful Kaveri 2.0 could give India greater control over critical engine technology, reduce dependence on foreign suppliers and strengthen its ability to design and build advanced fighter aircraft. But developing a modern fighter engine is one of the most difficult challenges in aerospace engineering. From high-temperature turbine technology and materials to combustion, efficiency and reliability, Kaveri 2.0 will have to clear several major technological hurdles before it can become an operational fighter engine. #kaveri #KaveriEngine #amca #tejas #FighterJet

India is pushing ahead with the next generation of its indigenous fighter engine programme—Kaveri 2.0. Developed from the experience gained through the original Kaveri engine, the new programme aims to overcome the challenges that previously prevented India from using Kaveri to power the Tejas fighter. The bigger goal is strategic: develop a powerful indigenous turbofan that can eventually support India’s future combat aircraft, including the AMCA. A successful Kaveri 2.0 could give India greater control over critical engine technology, reduce dependence on foreign suppliers and strengthen its ability to design and build advanced fighter aircraft. But developing a modern fighter engine is one of the most difficult challenges in aerospace engineering. From high-temperature turbine technology and materials to combustion, efficiency and reliability, Kaveri 2.0 will have to clear several major technological hurdles before it can become an operational fighter engine. #kaveri #KaveriEngine #amca #tejas #FighterJet

Srijan Pal Singh

37,624 次观看 • 1 个月前

Hyundai Rotem has released a video introducing the LRAAM missile. It is currently being jointly developed with LIG Nex1. The integrated ducted ramjet propulsion is shown briefly. ●The difference from the initially revealed LRAAM is the addition of strakes. ●Since South Korea's numerous air-launched strike missile programs are considered first and the existence of the MBDA Meteor, the development period is generous and is scheduled to end in 2032. ●The consortium is competing with Hanwha Aerospace. ●The SRAAM short-range air-to-air missile is being developed by LIG Nex1. ●The solid fuel gas generator generates fuel-rich gas through primary combustion. Air entering through the air intake is mixed with the fuel-rich gas and then combusted a second time in the combustor to generate thrust. ●Ducted ramjet or ducted rocket propulsion systems simplify the fuel supply system and are lighter than liquid-fuel ramjet propulsion systems. Liquid-fueled ramjets offer better fuel efficiency and fuel supply control. However, they require additional fuel handling and are more expensive and heavier. ●As part of the recent success of its ground-launched hypersonic cruise vehicle, Hyundai Rotem also released CG of an air-launched hypersonic anti-ship cruise missile. The disclosed information mentions the use of hypersonic cruise missiles on land, sea, and air, and Hyundai Rotem is considered to be leading the way in cutting-edge engine and materials technology. ADD and Hanwha Aerospace are also participating in this sensitive program.

Hyundai Rotem has released a video introducing the LRAAM missile. It is currently being jointly developed with LIG Nex1. The integrated ducted ramjet propulsion is shown briefly. ●The difference from the initially revealed LRAAM is the addition of strakes. ●Since South Korea's numerous air-launched strike missile programs are considered first and the existence of the MBDA Meteor, the development period is generous and is scheduled to end in 2032. ●The consortium is competing with Hanwha Aerospace. ●The SRAAM short-range air-to-air missile is being developed by LIG Nex1. ●The solid fuel gas generator generates fuel-rich gas through primary combustion. Air entering through the air intake is mixed with the fuel-rich gas and then combusted a second time in the combustor to generate thrust. ●Ducted ramjet or ducted rocket propulsion systems simplify the fuel supply system and are lighter than liquid-fuel ramjet propulsion systems. Liquid-fueled ramjets offer better fuel efficiency and fuel supply control. However, they require additional fuel handling and are more expensive and heavier. ●As part of the recent success of its ground-launched hypersonic cruise vehicle, Hyundai Rotem also released CG of an air-launched hypersonic anti-ship cruise missile. The disclosed information mentions the use of hypersonic cruise missiles on land, sea, and air, and Hyundai Rotem is considered to be leading the way in cutting-edge engine and materials technology. ADD and Hanwha Aerospace are also participating in this sensitive program.

Mason ヨンハク

71,114 次观看 • 8 个月前

The SR-71 Blackbird converts supersonic air to subsonic speeds using a movable, conical "spike" in the engine inlet that generates a series of shock waves, slowing air from over Mach 3 to roughly Mach 0.4 before it reaches the compressor. This process, crucial for the J58 engine, transforms high-speed, low-pressure air into high-pressure air at a manageable speed, generating a majority of the total thrust. Mechanism for Slowing Air •Inlet Spike Position: The sharp, cone-shaped spike moves up to 26 inches backward as the aircraft accelerates, optimizing shock wave alignment. •Oblique Shock Waves: At supersonic speeds, the spike produces a series of angled oblique shock waves that slow and compress the air. •Normal Shock Wave: A terminal shock wave forms at the inlet mouth, effectively slowing the air to subsonic velocity. •Variable Geometry: The inlet computer automatically manages the spike position and bypass doors to prevent "inlet unstart"—an immediate loss of thrust caused by shock wave misalignment. Benefits and Components •Pressure Conversion: The inlet acts like a "garden hose in reverse," where the reduction in speed is converted into massive pressure increase. •Subsonic Compression: The engine itself is a turbojet, which can only function on subsonic air. •Bypass Air: Excess air is bled off and reintroduced at the exhaust, adding more efficiency and thrust. •YouTube : How the Lockheed SR-71 Blackbird works by Amimagraffs

The SR-71 Blackbird converts supersonic air to subsonic speeds using a movable, conical "spike" in the engine inlet that generates a series of shock waves, slowing air from over Mach 3 to roughly Mach 0.4 before it reaches the compressor. This process, crucial for the J58 engine, transforms high-speed, low-pressure air into high-pressure air at a manageable speed, generating a majority of the total thrust. Mechanism for Slowing Air •Inlet Spike Position: The sharp, cone-shaped spike moves up to 26 inches backward as the aircraft accelerates, optimizing shock wave alignment. •Oblique Shock Waves: At supersonic speeds, the spike produces a series of angled oblique shock waves that slow and compress the air. •Normal Shock Wave: A terminal shock wave forms at the inlet mouth, effectively slowing the air to subsonic velocity. •Variable Geometry: The inlet computer automatically manages the spike position and bypass doors to prevent "inlet unstart"—an immediate loss of thrust caused by shock wave misalignment. Benefits and Components •Pressure Conversion: The inlet acts like a "garden hose in reverse," where the reduction in speed is converted into massive pressure increase. •Subsonic Compression: The engine itself is a turbojet, which can only function on subsonic air. •Bypass Air: Excess air is bled off and reintroduced at the exhaust, adding more efficiency and thrust. •YouTube : How the Lockheed SR-71 Blackbird works by Amimagraffs

Habubrats SR-71

71,946 次观看 • 4 个月前

A Pratt & Whitney F100 turbofan is one of the most successful fighter jet engines ever built. First run was in 1972, it still powers the F-15 and F-16 more than 50 years later. Over 7,200 engines have been built, collectively logging 32+ million flight hours. At full afterburner, it produces up to 129 kN or 29,000 lb of thrust while burning roughly 800-900 litres of jet fuel every minute. The afterburner, it's a second combustion stage that ignites fuel in the exhaust stream to generate maximum combat thrust. This test cell isn't checking if the engine starts. It's measuring vibration, temperatures, pressures, fuel flow, and thrust while a machine producing 29,000 pounds of force is bolted to the ground. What here looks like a routine engine test is actually one of the most demanding demonstrations of precision engineering in aerospace, Each brand new F100 engine is worth roughly $5-8 million, reflecting five decades of continuous refinement in fighter propulsion. 🎥kaydenh0dge

Ammanichanda

127,116 次观看 • 2 个月前

As a Member State of the International Civil Aviation Organization (ICAO), India is obligated to comply with the provisions of ICAO Annex 13, which governs aircraft accident and incident investigations. Under Annex 13, the investigating authority—in this case, India's Aircraft Accident Investigation Bureau (AAIB)—must: 1. Submit a Preliminary Report within 30 days of the occurrence. 2. Make the Final Report publicly available as soon as possible and, where feasible, within 12 months of the accident. 3. If the Final Report cannot be completed within 12 months, publish an Interim Statement on each anniversary of the occurrence, outlining the progress of the investigation and any safety issues identified. Importantly, ICAO emphasizes that preliminary reports are not substitutes for final reports. Preliminary reports provide only factual information available at an early stage and do not contain a comprehensive analysis of the systemic, operational, technical, or human factors that may have contributed to an accident. The AAIB complied with the first requirement by releasing its preliminary report on 12 July 2025, exactly one month after the accident. As the first anniversary of the crash approaches on 12 June 2026, attention is now focused on whether the AAIB will publish the Final Report or issue an Interim Statement in accordance with the requirements of Annex 13. On 12 June 2025, Air India Flight AI171, operated by a Boeing 787-8 Dreamliner registered VT-ANB, departed Ahmedabad, India, bound for London Gatwick. The aircraft was carrying 230 passengers, 10 cabin crew members, and 2 pilots. Shortly after takeoff, the aircraft suffered a catastrophic loss of thrust and crashed outside the airport boundary. Of the 242 people onboard, only one passenger survived, making it one of the deadliest aviation accidents involving a Boeing 787 and one of India's worst air disasters. According to the AAIB's preliminary findings, the aircraft reached a maximum recorded airspeed of approximately 180 knots indicated airspeed (IAS) at 08:08:42 UTC during its initial climb. Immediately thereafter, the Engine 1 and Engine 2 fuel cutoff switches transitioned from RUN to CUTOFF one second apart. As fuel flow to both engines ceased, engine parameters began decreasing from their takeoff values. Cockpit Voice Recorder (CVR) data captured a brief exchange between the pilots. One pilot was heard asking the other why he had cut off the fuel. The other pilot replied that he had not done so. Airport CCTV footage showed the deployment of the Ram Air Turbine (RAT) shortly after liftoff, indicating a significant loss of electrical and hydraulic power consistent with the dual-engine power loss. Investigators also reported no significant bird activity in the vicinity of the flight path. The aircraft began losing altitude before crossing the airport perimeter wall. Flight recorder data subsequently showed attempts to recover engine power. At approximately 08:08:52 UTC, Engine 1's fuel cutoff switch moved back from CUTOFF to RUN. Two seconds later, the Auxiliary Power Unit (APU) inlet door began opening, consistent with the aircraft's automatic emergency restart logic. At 08:08:56 UTC, Engine 2's fuel cutoff switch also returned to RUN. The Full Authority Digital Engine Control (FADEC) systems on both engines initiated automatic relight sequences. Engine 1 showed signs of recovery as exhaust gas temperatures increased and core speed stabilized. Engine 2 also relit but was unable to recover sufficient core speed before impact despite repeated fuel reintroductions. At approximately 08:09:05 UTC, one of the pilots transmitted a distress call: "MAYDAY MAYDAY MAYDAY." Air Traffic Control acknowledged the transmission and requested confirmation of the callsign. No further response was received. Controllers then observed the aircraft crash beyond the airport boundary and immediately initiated emergency response procedures. The preliminary report established a sequence of events but stopped short of determining why both engine fuel cutoff switches transitioned from RUN to CUTOFF during the critical initial climb phase. It also did not assign blame, determine probable cause, or provide a complete analysis of the human, technical, operational, and systemic factors involved. We now await either the AAIB's Final Report or an Interim Statement.

As a Member State of the International Civil Aviation Organization (ICAO), India is obligated to comply with the provisions of ICAO Annex 13, which governs aircraft accident and incident investigations. Under Annex 13, the investigating authority—in this case, India's Aircraft Accident Investigation Bureau (AAIB)—must: 1. Submit a Preliminary Report within 30 days of the occurrence. 2. Make the Final Report publicly available as soon as possible and, where feasible, within 12 months of the accident. 3. If the Final Report cannot be completed within 12 months, publish an Interim Statement on each anniversary of the occurrence, outlining the progress of the investigation and any safety issues identified. Importantly, ICAO emphasizes that preliminary reports are not substitutes for final reports. Preliminary reports provide only factual information available at an early stage and do not contain a comprehensive analysis of the systemic, operational, technical, or human factors that may have contributed to an accident. The AAIB complied with the first requirement by releasing its preliminary report on 12 July 2025, exactly one month after the accident. As the first anniversary of the crash approaches on 12 June 2026, attention is now focused on whether the AAIB will publish the Final Report or issue an Interim Statement in accordance with the requirements of Annex 13. On 12 June 2025, Air India Flight AI171, operated by a Boeing 787-8 Dreamliner registered VT-ANB, departed Ahmedabad, India, bound for London Gatwick. The aircraft was carrying 230 passengers, 10 cabin crew members, and 2 pilots. Shortly after takeoff, the aircraft suffered a catastrophic loss of thrust and crashed outside the airport boundary. Of the 242 people onboard, only one passenger survived, making it one of the deadliest aviation accidents involving a Boeing 787 and one of India's worst air disasters. According to the AAIB's preliminary findings, the aircraft reached a maximum recorded airspeed of approximately 180 knots indicated airspeed (IAS) at 08:08:42 UTC during its initial climb. Immediately thereafter, the Engine 1 and Engine 2 fuel cutoff switches transitioned from RUN to CUTOFF one second apart. As fuel flow to both engines ceased, engine parameters began decreasing from their takeoff values. Cockpit Voice Recorder (CVR) data captured a brief exchange between the pilots. One pilot was heard asking the other why he had cut off the fuel. The other pilot replied that he had not done so. Airport CCTV footage showed the deployment of the Ram Air Turbine (RAT) shortly after liftoff, indicating a significant loss of electrical and hydraulic power consistent with the dual-engine power loss. Investigators also reported no significant bird activity in the vicinity of the flight path. The aircraft began losing altitude before crossing the airport perimeter wall. Flight recorder data subsequently showed attempts to recover engine power. At approximately 08:08:52 UTC, Engine 1's fuel cutoff switch moved back from CUTOFF to RUN. Two seconds later, the Auxiliary Power Unit (APU) inlet door began opening, consistent with the aircraft's automatic emergency restart logic. At 08:08:56 UTC, Engine 2's fuel cutoff switch also returned to RUN. The Full Authority Digital Engine Control (FADEC) systems on both engines initiated automatic relight sequences. Engine 1 showed signs of recovery as exhaust gas temperatures increased and core speed stabilized. Engine 2 also relit but was unable to recover sufficient core speed before impact despite repeated fuel reintroductions. At approximately 08:09:05 UTC, one of the pilots transmitted a distress call: "MAYDAY MAYDAY MAYDAY." Air Traffic Control acknowledged the transmission and requested confirmation of the callsign. No further response was received. Controllers then observed the aircraft crash beyond the airport boundary and immediately initiated emergency response procedures. The preliminary report established a sequence of events but stopped short of determining why both engine fuel cutoff switches transitioned from RUN to CUTOFF during the critical initial climb phase. It also did not assign blame, determine probable cause, or provide a complete analysis of the human, technical, operational, and systemic factors involved. We now await either the AAIB's Final Report or an Interim Statement.

Turbine Traveller

64,463 次观看 • 3 个月前

A car owner used to service his own car to save money on service costs. After some time, his car’s engine started overheating again and again. Even after driving the car a short distance, the engine would become extremely hot and problems started developing in the engine, even though he was also putting coolant in his car. When the engine finally got damaged, he took his car to a mechanic. When the mechanic checked the car, he found that the owner had filled the engine coolant into the wrong tank instead of the coolant tank. He had filled it into the tank where the water for cleaning the car’s front windshield is kept. Then, when he turned on the wipers, all the coolant was sprayed onto the car’s front windshield through the pressure of the water motor. This was the reason his car kept overheating and the engine got damaged, because the coolant had been sitting in the windshield-washer tank instead of the coolant tank. When the mechanic checked the engine, he found that it had been completely damaged due to repeatedly overheating. Now, the car owner will have to spend a huge amount of money to get the engine repaired. The car owner wanted to save a little money by servicing his car himself, but because of that, he ended up damaging the entire engine of his car. That is why you should never do something without knowledge. You should not try to become an expert at everything you have never done before, because it can lead to a huge loss.

A car owner used to service his own car to save money on service costs. After some time, his car’s engine started overheating again and again. Even after driving the car a short distance, the engine would become extremely hot and problems started developing in the engine, even though he was also putting coolant in his car. When the engine finally got damaged, he took his car to a mechanic. When the mechanic checked the car, he found that the owner had filled the engine coolant into the wrong tank instead of the coolant tank. He had filled it into the tank where the water for cleaning the car’s front windshield is kept. Then, when he turned on the wipers, all the coolant was sprayed onto the car’s front windshield through the pressure of the water motor. This was the reason his car kept overheating and the engine got damaged, because the coolant had been sitting in the windshield-washer tank instead of the coolant tank. When the mechanic checked the engine, he found that it had been completely damaged due to repeatedly overheating. Now, the car owner will have to spend a huge amount of money to get the engine repaired. The car owner wanted to save a little money by servicing his car himself, but because of that, he ended up damaging the entire engine of his car. That is why you should never do something without knowledge. You should not try to become an expert at everything you have never done before, because it can lead to a huge loss.

Saffron Chargers

23,884 次观看 • 18 天前

In June 1937 at Neuhardenberg, pilot Erich Warsitz (posibly the first jet pilot) ignited the von Braun Liquid Fuel Rocket Engine on his Heinkel He 112 after climbing to altitude and shutting down the Jumo piston engine. Smoke and fire quickly filled the cockpit due to exhaust flowing back into the fuselage. Despite the wheels-up landing and having the fuselage on fire, it proved to official circles that an aircraft could be flown satisfactorily with a back-thrust system through the rear without causing an aircraft to flip or become uncontrollable. It convinced the German Air Ministry (RLM) that rocket-powered flight was feasible, leading directly to the development of the purpose-built Heinkel He 176.

In June 1937 at Neuhardenberg, pilot Erich Warsitz (posibly the first jet pilot) ignited the von Braun Liquid Fuel Rocket Engine on his Heinkel He 112 after climbing to altitude and shutting down the Jumo piston engine. Smoke and fire quickly filled the cockpit due to exhaust flowing back into the fuselage. Despite the wheels-up landing and having the fuselage on fire, it proved to official circles that an aircraft could be flown satisfactorily with a back-thrust system through the rear without causing an aircraft to flip or become uncontrollable. It convinced the German Air Ministry (RLM) that rocket-powered flight was feasible, leading directly to the development of the purpose-built Heinkel He 176.

Aviation Archive - Tim Farmer

85,884 次观看 • 5 个月前