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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....

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Ammanichanda

9,173 subscribers

11,751 Aufrufe • vor 2 Monaten •via X (Twitter)

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11 Kommentare

Profilbild von Ales Hakl
Ales Haklvor 2 Monaten

Until about 2020 you could just buy these as an individual and the prices were not even that wild. But today these are usually only sold B2B and since the war in Ukraine typically export restricted.

Profilbild von Ammanichanda
Ammanichandavor 2 Monaten

Yes, the prices have risen by almost 4x in the last 2-3 years. They are being used in fast offensive drones. The next generation miniature jet engines will be much more efficient and powerful. The rapid rise of drone warfare has created immense demand for these.

Profilbild von Arnold Rodriguez
Arnold Rodriguezvor 2 Monaten

the engineering flex of making a functional turbine at desk scale is genuinely wild. like all the thermal management problems just got way harder

Profilbild von Ammanichanda
Ammanichandavor 2 Monaten

The true challenge is precision and tolerance levels in parts, each and every part has to be up to the highest standards and at scaled down size its complexity is higher.

Profilbild von Аноним Нетспаму
Аноним Нетспамуvor 2 Monaten

Ага, и крайне высокое потребление топлива по отношению к тяге. Более-менее экономичные турбины начинаются от 260-280 мм диаметром и как минимум с многоступенчатый компрессором. Не верите русскому инженеру - спросите Ива Росси, он на похожих моторах летает.

Profilbild von Priyansh Patel
Priyansh Patelvor 2 Monaten

How do we make this at home?

Profilbild von Ammanichanda
Ammanichandavor 2 Monaten

You cannot make this at home. This needs quite a bit of engineering.

Profilbild von Captain Toddler
Captain Toddlervor 2 Monaten

@priyansh1221

Profilbild von Priyansh Patel
Priyansh Patelvor 2 Monaten

@Arkasiraee Haha, I was just kidding, but there are some crazy people out there!

Profilbild von T. Emerson
T. Emersonvor 2 Monaten

Late ‘70s, high school auditorium, an engineer presented one of these, fascinating talk, engaging, then he donned the largest ear protection I’d ever seen, had us all cover our ears and lit it up,woah!

Profilbild von Juanito Santos
Juanito Santosvor 2 Monaten

Y después del motor de turbina ¿Que tecnología de propulsión lo sustituirá? ¿O no hay nada?

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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

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Most people have heard of nitrous oxide, but very few understand why injecting this gas can allow a piston engine to go from 450 horsepower to more than 2,000 horsepower. Nitrous oxide N₂O is not fuel. It is an oxygen carrier. Inside the combustion chamber, extreme heat breaks it down, releasing additional oxygen that allows the engine to burn far more fuel than it normally could. But the hard part is not adding nitrous. The real engineering challenge is controlling the explosion, precisely balancing nitrous flow, fuel delivery, ignition timing and cylinder temperatures. Too little fuel creates a melted engine. Too much destroys the power advantage.

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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!
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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!

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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
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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

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A modern wind turbine looks deceptively simple from the outside. The largest onshore turbines now use blades stretching beyond 80 metres, sweeping more than 20,000 m² of air. Yet the entire structure rotates at only around 10-20 RPM. Actually, inside the nacelle is a precision gearbox that transforms this slow, high-torque rotation into the 1,000-1,800 RPM required by the generator. This gearbox is one of the most demanding mechanical systems in renewable energy. It continuously transmits megawatts of power, while surviving changing wind loads, vibration and billions of fatigue cycles over a 20-25 year lifespan. Inside are planetary gear stages, precision-ground alloy steel gears, advanced bearings, lubrication systems and cooling circuits. Some of the largest geared turbines contain close to 1000+ liters of specialised synthetic oil to manage lubrication and heat during continuous operation. A single large onshore turbine can cost around $4-5 million, with complete projects costing significantly more after foundations, roads, electrical systems and installation. The goal is for the machine to recover its capital cost within roughly 5-10 years, then continue producing electricity for decades. This is why reliability is the biggest challenge. Gearboxes, bearings, generators and electrical systems remain critical failure points, pushing engineers toward better materials, sensors and predictive maintenance. The scale of this industry is enormous. China has become the world’s largest wind turbine manufacturing and exporting hub, with several Chinese companies among the largest turbine suppliers globally. Building a wind turbine is not just about capturing wind in an efficient manner, It is about creating a machine that can convert wind energy into electricity for millions of hours with minimal human intervention and sustain millions of load cycles.
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A modern wind turbine looks deceptively simple from the outside. The largest onshore turbines now use blades stretching beyond 80 metres, sweeping more than 20,000 m² of air. Yet the entire structure rotates at only around 10-20 RPM. Actually, inside the nacelle is a precision gearbox that transforms this slow, high-torque rotation into the 1,000-1,800 RPM required by the generator. This gearbox is one of the most demanding mechanical systems in renewable energy. It continuously transmits megawatts of power, while surviving changing wind loads, vibration and billions of fatigue cycles over a 20-25 year lifespan. Inside are planetary gear stages, precision-ground alloy steel gears, advanced bearings, lubrication systems and cooling circuits. Some of the largest geared turbines contain close to 1000+ liters of specialised synthetic oil to manage lubrication and heat during continuous operation. A single large onshore turbine can cost around $4-5 million, with complete projects costing significantly more after foundations, roads, electrical systems and installation. The goal is for the machine to recover its capital cost within roughly 5-10 years, then continue producing electricity for decades. This is why reliability is the biggest challenge. Gearboxes, bearings, generators and electrical systems remain critical failure points, pushing engineers toward better materials, sensors and predictive maintenance. The scale of this industry is enormous. China has become the world’s largest wind turbine manufacturing and exporting hub, with several Chinese companies among the largest turbine suppliers globally. Building a wind turbine is not just about capturing wind in an efficient manner, It is about creating a machine that can convert wind energy into electricity for millions of hours with minimal human intervention and sustain millions of load cycles.

Ammanichanda

64,661 Aufrufe • vor 1 Monat

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.
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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 Aufrufe • vor 1 Monat

🚨 JAY LENO JUST PULLED UP IN A CAR THAT RUNS ON PERFUME OR TEQUILA — AND IT SOUNDS LIKE A GIANT VACUUM Jay Leno just rolled up in one of the strangest cars ever built: the 1963 Chrysler Turbine Car, with bodies hand-built by Ghia in Italy. Instead of a normal piston engine, it uses a jet-style turbine. And when it starts up, it doesn’t rumble like a V8. It sounds like a giant vacuum cleaner spooling up. Then Leno shows the part that catches everyone off guard first. He puts a bottle of water on the engine while it’s running… and it barely ripples. Almost no vibration at all while the turbine spins. Then he explains why this car is so bizarre. The engine is designed to run on almost anything that burns: • Diesel • Kerosene • Jet fuel • Heating oil • Cooking oil Leno says when Chrysler took the car to Mexico, they ran it on tequila. When they brought it to France, they filled the tank with Chanel No.5 perfume. Only 9 of these Chrysler Turbine Cars are believed to still exist today. If your car could run on almost anything that burns... what would you try putting in the tank first?
2:18

🚨 JAY LENO JUST PULLED UP IN A CAR THAT RUNS ON PERFUME OR TEQUILA — AND IT SOUNDS LIKE A GIANT VACUUM Jay Leno just rolled up in one of the strangest cars ever built: the 1963 Chrysler Turbine Car, with bodies hand-built by Ghia in Italy. Instead of a normal piston engine, it uses a jet-style turbine. And when it starts up, it doesn’t rumble like a V8. It sounds like a giant vacuum cleaner spooling up. Then Leno shows the part that catches everyone off guard first. He puts a bottle of water on the engine while it’s running… and it barely ripples. Almost no vibration at all while the turbine spins. Then he explains why this car is so bizarre. The engine is designed to run on almost anything that burns: • Diesel • Kerosene • Jet fuel • Heating oil • Cooking oil Leno says when Chrysler took the car to Mexico, they ran it on tequila. When they brought it to France, they filled the tank with Chanel No.5 perfume. Only 9 of these Chrysler Turbine Cars are believed to still exist today. If your car could run on almost anything that burns... what would you try putting in the tank first?

HustleBitch

868,355 Aufrufe • vor 6 Monaten

When a gas chamber filled with a fuel-air mixture is ignited, the flame does not instantly appear everywhere. Instead, it starts at the ignition point and spreads outward as a moving "flame front." For combustion to happen, fuel molecules must react with oxygen molecules. When a spark or flame provides enough energy, the first few molecules ignite and release heat. This heat then warms the nearby unburned gas, causing those molecules to reach their ignition temperature as well. The process repeats rapidly, creating a chain reaction that pushes the flame through the chamber. Think of it like a row of dominoes. The spark knocks over the first domino, which triggers the next one, and so on. In a gas chamber, heat and highly reactive particles called free radicals play the role of the falling dominoes. As the flame spreads, the hot combustion gases expand dramatically. This expansion creates pressure waves that move ahead of the flame. The speed of flame propagation depends on factors such as the fuel type, the fuel-to-air ratio, temperature, pressure, and turbulence inside the chamber. Turbulence mixes the gases more effectively, allowing the flame to spread much faster. In engines, this controlled flame spread is essential because it releases energy smoothly. However, if the flame spreads too rapidly or transitions into a shock wave, it can become a detonation or explosion,producing a sudden and destructive pressure spike. In short, a flame spreads because each burning region heats and ignites the next region, creating a self-sustaining wave of combustion that moves through the fuel-air mixture.
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When a gas chamber filled with a fuel-air mixture is ignited, the flame does not instantly appear everywhere. Instead, it starts at the ignition point and spreads outward as a moving "flame front." For combustion to happen, fuel molecules must react with oxygen molecules. When a spark or flame provides enough energy, the first few molecules ignite and release heat. This heat then warms the nearby unburned gas, causing those molecules to reach their ignition temperature as well. The process repeats rapidly, creating a chain reaction that pushes the flame through the chamber. Think of it like a row of dominoes. The spark knocks over the first domino, which triggers the next one, and so on. In a gas chamber, heat and highly reactive particles called free radicals play the role of the falling dominoes. As the flame spreads, the hot combustion gases expand dramatically. This expansion creates pressure waves that move ahead of the flame. The speed of flame propagation depends on factors such as the fuel type, the fuel-to-air ratio, temperature, pressure, and turbulence inside the chamber. Turbulence mixes the gases more effectively, allowing the flame to spread much faster. In engines, this controlled flame spread is essential because it releases energy smoothly. However, if the flame spreads too rapidly or transitions into a shock wave, it can become a detonation or explosion,producing a sudden and destructive pressure spike. In short, a flame spreads because each burning region heats and ignites the next region, creating a self-sustaining wave of combustion that moves through the fuel-air mixture.

Mechanical Knowledge

11,937 Aufrufe • vor 1 Monat

I've kept a pretty low (online) profile of what I'm building, but word's getting out. My company Astro Mechanica has invented a new kind of jet engine. Unlike any existing engine, it's efficient at every speed. Because it's efficient at every speed, we can use it in a new way: as the first stage of an orbital launch vehicle. The resulting platform will get payloads to orbit dramatically cheaper than all-rocket systems - among many possible applications. The key insight is to use electric motors to drive a compressor. That way we can make it spin at any speed, allowing it to "adapt" to it's airspeed and combustion cycle. One of the coolest parts: the video below is of a demonstrator my team and I built last year. We already have a new engine with 10x the thrust that will be complete next month.
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I've kept a pretty low (online) profile of what I'm building, but word's getting out. My company Astro Mechanica has invented a new kind of jet engine. Unlike any existing engine, it's efficient at every speed. Because it's efficient at every speed, we can use it in a new way: as the first stage of an orbital launch vehicle. The resulting platform will get payloads to orbit dramatically cheaper than all-rocket systems - among many possible applications. The key insight is to use electric motors to drive a compressor. That way we can make it spin at any speed, allowing it to "adapt" to it's airspeed and combustion cycle. One of the coolest parts: the video below is of a demonstrator my team and I built last year. We already have a new engine with 10x the thrust that will be complete next month.

Ian Brooke

8,098,523 Aufrufe • vor 2 Jahren

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."
1:44

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 Aufrufe • vor 9 Monaten