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No runway, no problem. Shield AI and GE Aerospace just cleared a critical path to vertical flight, completing engine light-off testing of the Axisymmetric Vectoring Exhaust Nozzle (AVEN) for X-BAT. Engineers from both companies integrated the AVEN into GE Aerospace's F110-GE-129E engine, then completed functional checkouts and engine light-off... show more

Shield AI

19,924 subscribers

100,150 次观看 • 2 个月前 •via X (Twitter)

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13 条评论

Hanse_Of_Straumli_Realm 的头像

Hanse_Of_Straumli_Realm2 个月前

@GE_Aerospace Looks a lot smaller than something that would require an F110.

let ruslan = 的头像

let ruslan =2 个月前

@GE_Aerospace Yo! Wtf, why does this look arousing?! :DD

asd 的头像

asd2 个月前

@GE_Aerospace looks like a sex toy for a giant male

Natan Fridman 的头像

Natan Fridman2 个月前

@GE_Aerospace F-16 MATV ( VISTA ) engine ?

ezedv9 (🐝,🐝) 1744 的头像

ezedv9 (🐝,🐝) 17442 个月前

@NatSecLedger @GE_Aerospace WHOA!!! A thrust vectoring nozzle! It’s like the F-16 MATV reincarnated!🤯👍👊🫡🇺🇸

Southern by Grace 的头像

Southern by Grace2 个月前

@GE_Aerospace That almost looks human . . .

Clara Lafever Jane 的头像

Clara Lafever Jane2 个月前

@GE_Aerospace "The world" lmao 🤣 You don't speak for the world lol Nice propaganda 👍 You're working for your capital lords Don't whine us

MakerParty 🇺🇸 的头像

MakerParty 🇺🇸2 个月前

@GE_Aerospace Please wait while the Nozzle is calibrating.

Evo 的头像

Evo2 个月前

@GE_Aerospace turbo-ram-scram, cool

thohid 的头像

thohid2 个月前

@GE_Aerospace Amazing 😍

Jonathan Brunelle 的头像

Jonathan Brunelle2 个月前

@GE_Aerospace Looks awesome :)

Tomorrow Brief 的头像

Tomorrow Brief2 个月前

@GE_Aerospace Autonomy is moving from software to real-world systems. The biggest breakthroughs in AI may happen where algorithms meet engineering.

Skills Gap Trainer 的头像

Skills Gap Trainer2 个月前

Hi @shieldaitech 😎 @GE_Aerospace At SGT, we are promoting a new direction to leading streaming companies and Tier 1 technology providers: a new age of animation, anime, manga-inspired storytelling, and AI-assisted cinema built on genuine technical depth, engineering realism, and engineering philosophy. There is already a remarkable creative lineage to build upon: • Japan’s Ghost in the Shell, Akira, Patlabor, and Planetes • South Korea’s Wonderful Days, Lookism, and its rapidly advancing webtoon and animation ecosystem • America’s Batman: Mask of the Phantasm, The Iron Giant, Spider-Man: Into the Spider-Verse, and Star Wars: The Clone Wars The type of works demonstrate different parts of what is possible: sophisticated worldbuilding, emotional depth, visual innovation, technological imagination, and powerful cinematic arcs. The next step may be to bring all of those strengths together with much deeper engineering architecture (several dozen first principles layers) — stories in which the aircraft, autonomous systems, cities, spacecraft, energy systems, factories, and defence technologies are not merely attractive objects in the background, but believable systems shaped by physics, materials, manufacturing, operational doctrine, human purpose, and civilizational philosophy. If creators produce animation or AI cinema without engineering depth, while engineers develop advanced systems without philosophy, narrative, or cinematic imagination, neither side is yet speaking the complete language of the future. The future may belong to teams that can unite: • Advanced media production • Exceptional cinematic arcs • Anime-level visual imagination • Serious engineering architecture • Technical and operational realism • Engineering philosophy From our perspective, GE Aerospace and Shield AI are already speaking important parts of that future language. Perhaps the next great age of animation will emerge when the world’s finest storytellers and the world’s finest engineers begin designing it together. Danger Zone Eternal [Anime Version] - Top Gun Retold in Synthwave

相关视频

What was old is new again! See our Axisymmetric Vectoring Exhaust Nozzle (AVEN) technology, first demonstrated on the F110 engine in the 1990s, as it comes back to life for Shield AI AI’s X-BAT and helps advance autonomous flight. #FutureOfFlight #Defense

What was old is new again! See our Axisymmetric Vectoring Exhaust Nozzle (AVEN) technology, first demonstrated on the F110 engine in the 1990s, as it comes back to life for Shield AI AI’s X-BAT and helps advance autonomous flight. #FutureOfFlight #Defense

GE Aerospace

31,748 次观看 • 14 天前

🌕 Tested on Earth. Bound for the Moon. The BE-7 engine for our Blue Moon MK1 lunar lander just completed acceptance testing. Two 290-second tests exposed the engine to its full range of thrust and mixture ratios to verify engine performance. The engine is now off to Florida for integration with MK1.

🌕 Tested on Earth. Bound for the Moon. The BE-7 engine for our Blue Moon MK1 lunar lander just completed acceptance testing. Two 290-second tests exposed the engine to its full range of thrust and mixture ratios to verify engine performance. The engine is now off to Florida for integration with MK1.

Blue Origin

179,234 次观看 • 9 个月前

Archimedes second stage engine full duration burn - complete ✅ (and what a thing of beauty). The AVac (Archimedes Vacuum) engine produces 1.2x lbf of its Stage 1 variant and stands ~2.5m taller thanks to its extended nozzle optimized for the vacuum conditions of space. Recent AVac testing included a stub skirt for the nozzle. Since full length vacuum nozzles at ground level risk flow separation and instability, stub skirts are used to anchor our engineers' analysis for how the engine will perform with the full nozzle in vacuum conditions - all critical preparation for Neutron's first flight.

Archimedes second stage engine full duration burn - complete ✅ (and what a thing of beauty). The AVac (Archimedes Vacuum) engine produces 1.2x lbf of its Stage 1 variant and stands ~2.5m taller thanks to its extended nozzle optimized for the vacuum conditions of space. Recent AVac testing included a stub skirt for the nozzle. Since full length vacuum nozzles at ground level risk flow separation and instability, stub skirts are used to anchor our engineers' analysis for how the engine will perform with the full nozzle in vacuum conditions - all critical preparation for Neutron's first flight.

Rocket Lab

532,901 次观看 • 2 个月前

23XI Racing, powered by Hivemind. Shield AI is 23XI's official technology partner! On July 5, Corey Heim will race the No. 67 Toyota at Chicagoland Speedway with Hivemind Benchmark running race data to sharpen driver development and race strategy for 23XI Racing. Autonomy for the world. The greatest victory requires no war.

23XI Racing, powered by Hivemind. Shield AI is 23XI's official technology partner! On July 5, Corey Heim will race the No. 67 Toyota at Chicagoland Speedway with Hivemind Benchmark running race data to sharpen driver development and race strategy for 23XI Racing. Autonomy for the world. The greatest victory requires no war.

Shield AI

60,397 次观看 • 3 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 • 1 个月前

From concept to the Japanese skies in under 60 days. Together with Mitsubishi Heavy Industries, we integrated our Hivemind autonomy on their Affordable Rapid‑Prototyping Mitsubishi‑Drone initiative (ARMD) within a compressed timeline, demonstrating how autonomy software can be rapidly integrated, tested, and flown in support of next-generation air operations. “Our collaboration with MHI demonstrates Hivemind’s ability to transform how autonomous capabilities are designed, integrated, and deployed at scale, enabling operational platforms to support Japan’s evolving defense needs with unprecedented speed.” - Nate Michael, Shield AI’s Chief Technology Officer Read the full press release and watch the video here: Autonomy for the world. The greatest victory requires no war.

From concept to the Japanese skies in under 60 days. Together with Mitsubishi Heavy Industries, we integrated our Hivemind autonomy on their Affordable Rapid‑Prototyping Mitsubishi‑Drone initiative (ARMD) within a compressed timeline, demonstrating how autonomy software can be rapidly integrated, tested, and flown in support of next-generation air operations. “Our collaboration with MHI demonstrates Hivemind’s ability to transform how autonomous capabilities are designed, integrated, and deployed at scale, enabling operational platforms to support Japan’s evolving defense needs with unprecedented speed.” - Nate Michael, Shield AI’s Chief Technology Officer Read the full press release and watch the video here: Autonomy for the world. The greatest victory requires no war.

Shield AI

35,724 次观看 • 6 个月前

Hivemind completed its first autonomous multi-platform teaming flight with V-BAT and multiple Destinus Hornet systems. V-BAT served as a comms relay between the ground station and the Hornets, while Hivemind coordinated formation and managed in-flight mission updates in real time, no direct control of each platform required. The test shows how platforms with different communication architectures can operate as a single autonomous unit in contested environments. More coming soon! Autonomy for the world. The greatest victory requires no war.

Hivemind completed its first autonomous multi-platform teaming flight with V-BAT and multiple Destinus Hornet systems. V-BAT served as a comms relay between the ground station and the Hornets, while Hivemind coordinated formation and managed in-flight mission updates in real time, no direct control of each platform required. The test shows how platforms with different communication architectures can operate as a single autonomous unit in contested environments. More coming soon! Autonomy for the world. The greatest victory requires no war.

Shield AI

19,401 次观看 • 4 个月前

I have serious question for everyone person complaining about Unreal Engine 6 having AI integrated in the engine. What are solo developer suppose to do when their have a issue with a system they're trying to build there's no tutorials and nobody replying to them on discord ?

I have serious question for everyone person complaining about Unreal Engine 6 having AI integrated in the engine. What are solo developer suppose to do when their have a issue with a system they're trying to build there's no tutorials and nobody replying to them on discord ?

Fragoso Ent ▶️ Wishlist GRIM HOPE

19,346 次观看 • 3 个月前

🧵 [Day 1] The 5-Step ANIME ENGINE Framework: How I Built a Full AI Anime Short for the Morphic x Framer Contest I just joined the Morphic x contest — and made a full anime short "Dreamsplice" using AI. Here’s the 5-Step ANIME ENGINE Framework I used to go from idea → full short film in 2 DAYS (A main thread to update later. Bookmark this)

🧵 [Day 1] The 5-Step ANIME ENGINE Framework: How I Built a Full AI Anime Short for the Morphic x Framer Contest I just joined the Morphic x contest — and made a full anime short "Dreamsplice" using AI. Here’s the 5-Step ANIME ENGINE Framework I used to go from idea → full short film in 2 DAYS (A main thread to update later. Bookmark this)

Tú Michael 🇻🇳

15,253 次观看 • 10 个月前

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

Arjun Singh

53,644 次观看 • 4 个月前

10 years. +10,000 engines delivered. +100 million flight hours. A decade ago, the #CFMLEAP engine entered commercial service. 10 years later, reaching these milestones is a testament to the journey we’re building together with our 150+ airline customers and airframers. Maturing a new engine program at this scale comes with continuous effort. Every hour logged and every engine delivered represents the daily hard work of our teams Safran and GE Aerospace, working hand-in-hand with operators worldwide to support their fleets and improve reliability every day. Thank you to our customers and partners for their trust and collaboration as we keep working to support the fleet. ✈️

10 years. +10,000 engines delivered. +100 million flight hours. A decade ago, the #CFMLEAP engine entered commercial service. 10 years later, reaching these milestones is a testament to the journey we’re building together with our 150+ airline customers and airframers. Maturing a new engine program at this scale comes with continuous effort. Every hour logged and every engine delivered represents the daily hard work of our teams Safran and GE Aerospace, working hand-in-hand with operators worldwide to support their fleets and improve reliability every day. Thank you to our customers and partners for their trust and collaboration as we keep working to support the fleet. ✈️

CFM International

15,323 次观看 • 2 个月前

21 year old U.S. Navy Sailor John Bridges is sucked into jet engine intake of an A-6E Intruder preparing to take off from USS Theodore Roosevelt in the Persian Gulf on February 20, 1991 during Operation Desert Storm. Bridges miraculously survived as his helmet, coat, and goggles were sucked into the engine moments before himself. Bridges was able to wedge his arm and feet against the walls of the intake just inches from the fan blades of the engine. The pilot immediately shut the engine down which took a full three minutes to wind down completely. Bridges is pulled out of the intake with a broken collarbone, ruptured eardrums, and some scrapes. He did not return to the flight deck for some time.

21 year old U.S. Navy Sailor John Bridges is sucked into jet engine intake of an A-6E Intruder preparing to take off from USS Theodore Roosevelt in the Persian Gulf on February 20, 1991 during Operation Desert Storm. Bridges miraculously survived as his helmet, coat, and goggles were sucked into the engine moments before himself. Bridges was able to wedge his arm and feet against the walls of the intake just inches from the fan blades of the engine. The pilot immediately shut the engine down which took a full three minutes to wind down completely. Bridges is pulled out of the intake with a broken collarbone, ruptured eardrums, and some scrapes. He did not return to the flight deck for some time.

U.S Military Clips

609,617 次观看 • 1 个月前

Canada's first orbital-class rocket engine is now being manufactured! Our patent pending Hadfield-150 engine is the largest and most powerful rocket engine ever built in Canada, and the first known Canadian orbital-class engine to make it to this stage. The Hadfield-150 builds on everything we learned after years of painstakingly designing, manufacturing, and testing the Hadfield-10 series, our first regeneratively cooled and additively manufactured liquid rocket engine. Every engine test, both successful and unsuccessful on our Darkhorse test stand at Area 66, retired risk that's now carried straight into Hadfield-150 and sovereign orbital launch for Canada. A few details about the Hadfield-150 engine series: ✅ Designed to power Tundra and Tundra+, our light and medium-lift launch vehicles, and built to scale to Tempest, our larger reusable medium lift vehicle ✅ Manufactured entirely in-house, from design to print to test, for true sovereign launch capability ✅ Produced at Rocket Factory 1, on our expanding fleet of metal additive manufacturing systems at the AMA Lab, including the largest known metal 3D printer in Canada ✅ Designed for reusability and medium-lift scale from the outset, and built to significantly cut the time, infrastructure, manufacturing and cost iterative engine testing usually requires, with room to scale to even larger engines by leveraging the same design ✅ Capable of engine-out functionality, so losing one on an early flight doesn't have to mean losing the mission ✅ Optimized for Canada's Launch the North initiative, to deliver sovereign operational capability in a time and cost efficient manner Initial testing starts later this year at our new Blackhawk orbital engine test cell at Area 66, our private test range in Ontario. Stacked, integrated vehicle testing comes later at the Atlantic Spaceport Complex, our spaceport in Newfoundland and Labrador. Stay tuned for some exciting and fiery milestones ahead! 🚀🇨🇦 National Defence Defence Research and Development Canada Canadian Space Agency Transport Canada NGen Canada

Canada's first orbital-class rocket engine is now being manufactured! Our patent pending Hadfield-150 engine is the largest and most powerful rocket engine ever built in Canada, and the first known Canadian orbital-class engine to make it to this stage. The Hadfield-150 builds on everything we learned after years of painstakingly designing, manufacturing, and testing the Hadfield-10 series, our first regeneratively cooled and additively manufactured liquid rocket engine. Every engine test, both successful and unsuccessful on our Darkhorse test stand at Area 66, retired risk that's now carried straight into Hadfield-150 and sovereign orbital launch for Canada. A few details about the Hadfield-150 engine series: ✅ Designed to power Tundra and Tundra+, our light and medium-lift launch vehicles, and built to scale to Tempest, our larger reusable medium lift vehicle ✅ Manufactured entirely in-house, from design to print to test, for true sovereign launch capability ✅ Produced at Rocket Factory 1, on our expanding fleet of metal additive manufacturing systems at the AMA Lab, including the largest known metal 3D printer in Canada ✅ Designed for reusability and medium-lift scale from the outset, and built to significantly cut the time, infrastructure, manufacturing and cost iterative engine testing usually requires, with room to scale to even larger engines by leveraging the same design ✅ Capable of engine-out functionality, so losing one on an early flight doesn't have to mean losing the mission ✅ Optimized for Canada's Launch the North initiative, to deliver sovereign operational capability in a time and cost efficient manner Initial testing starts later this year at our new Blackhawk orbital engine test cell at Area 66, our private test range in Ontario. Stacked, integrated vehicle testing comes later at the Atlantic Spaceport Complex, our spaceport in Newfoundland and Labrador. Stay tuned for some exciting and fiery milestones ahead! 🚀🇨🇦 National Defence Defence Research and Development Canada Canadian Space Agency Transport Canada NGen Canada

NordSpace 🇨🇦

27,800 次观看 • 2 个月前

South Korea has successfully completed the first fully successful flight test of the KALCM Cheonryong (Korean Air-Launched Cruise Missile), which is expected to become the primary long-range strike weapon of the future KF-21 Boramae multirole fighter. On June 25, the missile was launched for the first time from an FA-50 light combat aircraft. After separation, it successfully ignited its main engine, stabilized its flight, and completed the entire test profile as planned. The successful flight comes after two unsuccessful attempts in January and March, when the missiles crashed into the sea due to failures in the ignition of the main propulsion engine following launch.

OSINTWarfare

17,915 次观看 • 3 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 • 10 个月前

🌎Making Game Development Simple with the World Engine The World Engine is revolutionizing how game engines work in many ways. If you create a game, it's a lot of single work that you're doing, and then you're pushing it to other people, and then they work with it. But with the World Engine, you build together in real time, like in a shared sandbox. It’s faster, easy to use, runs on JavaScript/TypeScript, and includes AI tools that help both developers and non-coders create games easily. 🖥 Watch the video for the full breakdown!

🌎Making Game Development Simple with the World Engine The World Engine is revolutionizing how game engines work in many ways. If you create a game, it's a lot of single work that you're doing, and then you're pushing it to other people, and then they work with it. But with the World Engine, you build together in real time, like in a shared sandbox. It’s faster, easy to use, runs on JavaScript/TypeScript, and includes AI tools that help both developers and non-coders create games easily. 🖥 Watch the video for the full breakdown!

NeuralAI

24,349 次观看 • 1 年前

India spent 39 years and over 2000 crore on the Kaveri engine and still cannot hit the thrust a fighter needs. problem was never funding, GTRE had no access to how Rolls Royce or GE engineers think about single crystal blade metallurgy or combustion instability during flight. That kind of knowledge sits inside people who have iterated on live programs for decades, You cannot download someone else iteration history. You have to be inside the program to absorb what it teaches Every country that builds jet engines went through the same ugly loop, Test, fail, retest, discover something that fits nowhere in a textbook. India had no high altitude test facility for the Kaveri. Had to ship the engine to Russia for every trial run. You cannot absorb the parameters that separate a working hot section from a molten one by reading papers. That knowledge gets created inside the program itself. Miss the program, miss the knowledge. No workaround exists. GE will transfer 80% of F414 manufacturing tech to HAL, The remaining 20% is where the real gap lives. Core metallurgy, turbine cooling geometries, thermal margin tables that took forty years of flight data to build. Safran meanwhile is offering India full hot section know how for the AMCA engine. Two competing offers from two different countries, both telling India the same story. You can buy the right to assemble, You cannot buy the intuition that shaped the design. I love yur thought by the way, I watch few weeks Ago reel where he talked about how hard to make just blade :)

India spent 39 years and over 2000 crore on the Kaveri engine and still cannot hit the thrust a fighter needs. problem was never funding, GTRE had no access to how Rolls Royce or GE engineers think about single crystal blade metallurgy or combustion instability during flight. That kind of knowledge sits inside people who have iterated on live programs for decades, You cannot download someone else iteration history. You have to be inside the program to absorb what it teaches Every country that builds jet engines went through the same ugly loop, Test, fail, retest, discover something that fits nowhere in a textbook. India had no high altitude test facility for the Kaveri. Had to ship the engine to Russia for every trial run. You cannot absorb the parameters that separate a working hot section from a molten one by reading papers. That knowledge gets created inside the program itself. Miss the program, miss the knowledge. No workaround exists. GE will transfer 80% of F414 manufacturing tech to HAL, The remaining 20% is where the real gap lives. Core metallurgy, turbine cooling geometries, thermal margin tables that took forty years of flight data to build. Safran meanwhile is offering India full hot section know how for the AMCA engine. Two competing offers from two different countries, both telling India the same story. You can buy the right to assemble, You cannot buy the intuition that shaped the design. I love yur thought by the way, I watch few weeks Ago reel where he talked about how hard to make just blade :)

Normal Guy

543,660 次观看 • 3 个月前