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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...

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Ammanichanda

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53,005 次观看 • 1 个月前 •via X (Twitter)

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Earnest Henderson 的头像
Earnest Henderson1 个月前

Now if GE could just build a refrigerator that lasts more than 5 years.

Vexl 的头像
Vexl1 个月前

a massive piece of engineering

Ammanichanda 的头像
Ammanichanda1 个月前

The GE90-115B engine is so massive that with its nacelle is literally about the diameter of a Boeing 737 fuselage. Basically, an engine almost wide enough to swallow the cross section of another airliner.

Crosbybb0276 的头像
Crosbybb02761 个月前

the fact they had to certify it to keep climbing on a single engine after v1 is still the wildest part of all this

Chris Wilson 的头像
Chris Wilson1 个月前

Don't look Greta ...

🏴󠁧󠁢󠁥󠁮󠁧󠁿IAP🏴󠁧󠁢󠁥󠁮󠁧󠁿🇸🇪 的头像
🏴󠁧󠁢󠁥󠁮󠁧󠁿IAP🏴󠁧󠁢󠁥󠁮󠁧󠁿🇸🇪1 个月前

That engine is awesome. Why do i still prefer 4 engines over 2?

Ali Bin Firasat 的头像
Ali Bin Firasat1 个月前

Wawo

Just hanging around for a while longer. 的头像
Just hanging around for a while longer.1 个月前

GE Aerospace makes the best turbofan engines.

estim 的头像
estim1 个月前

A beautiful piece of engineering!

NotSoWokeKiwiBloke 的头像
NotSoWokeKiwiBloke1 个月前

GE9X has actually run to 134,000 lb’s thr vs 127,900 on GE90 in 2002. 747-400 had 57,500 lb’s thr from each of 4x RR RB211, GE CF6 or PW 4000 so same thr as 2x GE90 but 777-300ER & 200LR are 50T lighter - as is 777X-9. So can derate GE9X to 105,000 lb’s thr on 777X.

Ammanichanda 的头像
Ammanichanda1 个月前

That is true, the GE9X has demonstrated even higher test thrust, but the GE90-115B remains the benchmark for certified operational thrust in current airline service. The 777’s twin engine architecture then turns that enormous per engine thrust into a major efficiency advantage over older four engine widebody aircraft.

Joe Chang 的头像
Joe Chang1 个月前

Great info, I have always been curious about fuel burn between takeoff max and cruising, and thrust while cruising. But why switching back and forth between US standard and metric?

Ammanichanda 的头像
Ammanichanda1 个月前

Fair point on the units. I’ll try to keep them more consistent in future posts. The GE90-115B can burn roughly 4–-5 kg/s at takeoff power, while cruise fuel flow can fall to roughly 1-1.7 kg/s per engine

Tim Dollard 的头像
Tim Dollard1 个月前

And I guarantee I made parts of it.

Dani Ros 🇪🇦🏳️‍🌈💍 的头像
Dani Ros 🇪🇦🏳️‍🌈💍1 个月前

Woooow🤯

Johnny Umamanikanta Dunna 的头像
Johnny Umamanikanta Dunna1 个月前

These are the beast

Niki 的头像
Niki1 个月前

Lovely’s

相关视频

This is what 115,000 Pounds of thrust looks like An Air Canada Boeing 777-300 powers down the runway at Ottawa in torrential rain, accelerating toward departure for Toronto. Behind it, the massive GE90-115B engines unleash enormous thrust, blasting a dramatic wall of water backward as the aircraft gathers speed. The Boeing 777-300ER is powered by the GE90-115B, one of the most powerful commercial jet engines ever placed into service, with a certified maximum thrust rating of 115,000 pounds force perengine The spray. The sound. The sheer size of the 777. Now THAT is a powerful takeoff. Would you rather experience this takeoff from inside the cabin or standing near the runway? 👀
0:54

This is what 115,000 Pounds of thrust looks like An Air Canada Boeing 777-300 powers down the runway at Ottawa in torrential rain, accelerating toward departure for Toronto. Behind it, the massive GE90-115B engines unleash enormous thrust, blasting a dramatic wall of water backward as the aircraft gathers speed. The Boeing 777-300ER is powered by the GE90-115B, one of the most powerful commercial jet engines ever placed into service, with a certified maximum thrust rating of 115,000 pounds force perengine The spray. The sound. The sheer size of the 777. Now THAT is a powerful takeoff. Would you rather experience this takeoff from inside the cabin or standing near the runway? 👀

durvesh

320,279 次观看 • 1 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
0:56

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 • 3 个月前

The General Electric GE90 is one of thr most powerful jet engines ever built. Powering aircrafts like the Boeing 777. During start up, compressed air spins the massive fan and internal compressor stage, gradually bringing the engine to life before the fuel is introduced and ignition occurs.
0:53

The General Electric GE90 is one of thr most powerful jet engines ever built. Powering aircrafts like the Boeing 777. During start up, compressed air spins the massive fan and internal compressor stage, gradually bringing the engine to life before the fuel is introduced and ignition occurs.

Aero vance

82,331 次观看 • 4 个月前

The Boeing 777 was the first Boeing commercial airliner to feature a full digital fly-by-wire (FBW) flight control system. Powering this 777-300ER are the GE90 engines—the world's most powerful commercial jet engines. Each engine has a fan diameter so large that it is wider than the fuselage of a Boeing 737. After engine start, the hydraulic systems come to life, and the flight crew performs the flight control surfaces check. You can see the rudder, elevators, slats, and flaps moving before being configured for takeoff. Once both engines are running and supplying electrical and pneumatic power, the APU is shut down, causing the APU air intake door to close. B777-300ER (5Y-KZX) KQ100 Nairobi to London 8½ hrs.
1:04

The Boeing 777 was the first Boeing commercial airliner to feature a full digital fly-by-wire (FBW) flight control system. Powering this 777-300ER are the GE90 engines—the world's most powerful commercial jet engines. Each engine has a fan diameter so large that it is wider than the fuselage of a Boeing 737. After engine start, the hydraulic systems come to life, and the flight crew performs the flight control surfaces check. You can see the rudder, elevators, slats, and flaps moving before being configured for takeoff. Once both engines are running and supplying electrical and pneumatic power, the APU is shut down, causing the APU air intake door to close. B777-300ER (5Y-KZX) KQ100 Nairobi to London 8½ hrs.

Turbine Traveller

47,938 次观看 • 2 个月前

Inside Pratt & Whitney PT6A-67B engine, two turbine systems spin in opposite directions at tens of thousands of rpm, yet they aren't mechanically connected at all. The gas generator spool reaches roughly 37,500 rpm. Its hot gas drives an independent power turbine at nearly 30,000 rpm, producing up to 1,200 shp. Then there is the gearbox. A compact two stage reduction system has to take that 30,000 rpm input and drop it all the way down to just 1,700 rpm at the propeller, while transmitting roughly 5,000 Nm of torque reliably, flight after flight under all kinds of loads and conditions. All of this happens inside an engines that weighs only about 235 kgs, with interstage turbine temperatures reaching roughly 800°C during takeoff. That combination of extreme speeds, temperatures and mechanical simplicity helped make the PT6 one of the most successful turboprop engines ever built. More than 64,000+ engines have been built and they have accumulated more than 500 million flight hours so far. Whether it is a jet engine or almost any other machine, the really successful designs tend to have one thing in common, the materials, mechanics and overall design work together so well that something incredibly complex ends up looking almost simple. Source, Military Vault
0:20

Inside Pratt & Whitney PT6A-67B engine, two turbine systems spin in opposite directions at tens of thousands of rpm, yet they aren't mechanically connected at all. The gas generator spool reaches roughly 37,500 rpm. Its hot gas drives an independent power turbine at nearly 30,000 rpm, producing up to 1,200 shp. Then there is the gearbox. A compact two stage reduction system has to take that 30,000 rpm input and drop it all the way down to just 1,700 rpm at the propeller, while transmitting roughly 5,000 Nm of torque reliably, flight after flight under all kinds of loads and conditions. All of this happens inside an engines that weighs only about 235 kgs, with interstage turbine temperatures reaching roughly 800°C during takeoff. That combination of extreme speeds, temperatures and mechanical simplicity helped make the PT6 one of the most successful turboprop engines ever built. More than 64,000+ engines have been built and they have accumulated more than 500 million flight hours so far. Whether it is a jet engine or almost any other machine, the really successful designs tend to have one thing in common, the materials, mechanics and overall design work together so well that something incredibly complex ends up looking almost simple. Source, Military Vault

Ammanichanda

25,903 次观看 • 1 个月前

Kaveri Derivative Engine Exceeds Expectations In Tests In Russia India’s Kaveri Derivative Engine has completed high-altitude and flight trials in Russia, achieving 48.5 kN of dry thrust against a target of around 46 kN. Developed by DRDO’s Gas Turbine Research Establishment, the non-afterburning engine is intended for the Ghatak stealth UCAV. The programme traces back to 1986, when Kaveri was developed to power the Tejas. The original engine struggled with high-temperature materials, turbine blades, compressor development, weight and thrust, falling short of its 81 kN target and forcing Tejas to adopt foreign engines. DRDO continued the programme, developing a dry derivative and building expertise through more than 3,200 hours of testing, indigenous engine controls and specialised materials. The latest trials mark another step towards certification and future indigenous aircraft engines. dhruv yadav
2:08

Kaveri Derivative Engine Exceeds Expectations In Tests In Russia India’s Kaveri Derivative Engine has completed high-altitude and flight trials in Russia, achieving 48.5 kN of dry thrust against a target of around 46 kN. Developed by DRDO’s Gas Turbine Research Establishment, the non-afterburning engine is intended for the Ghatak stealth UCAV. The programme traces back to 1986, when Kaveri was developed to power the Tejas. The original engine struggled with high-temperature materials, turbine blades, compressor development, weight and thrust, falling short of its 81 kN target and forcing Tejas to adopt foreign engines. DRDO continued the programme, developing a dry derivative and building expertise through more than 3,200 hours of testing, indigenous engine controls and specialised materials. The latest trials mark another step towards certification and future indigenous aircraft engines. dhruv yadav

The Times Of India

20,571 次观看 • 12 天前

🚨People watching this think it looks fake… It isn’t. That is a real F-22 Raptor performing an unrestricted climb. This maneuver is something only a handful of aircraft on Earth can do. When the pilot rotates and goes straight up like that, the aircraft is converting pure engine thrust into vertical climb. The reason it can do it comes down to the engines. The F-22 is powered by two Pratt & Whitney F119-PW-100 turbofan engines. Each engine produces about 35,000 pounds of thrust with afterburner. Combined thrust: About 70,000 pounds. Now compare that to the aircraft’s weight. Typical combat weight: ≈ 64,000 pounds That means the Raptor has a thrust-to-weight ratio greater than 1:1. In simple terms… The engines produce more thrust than the aircraft weighs. That allows the jet to accelerate vertically. And it gets even crazier. The engines use two-dimensional thrust-vectoring nozzles, allowing the exhaust to tilt up and down to maintain control even when airflow over the wings is minimal. Top speed ≈ Mach 2.25 (about 1,700 mph) Supercruise ≈ Mach 1.5 without afterburners Service ceiling ≈ 65,000 feet Only about 183 operational F-22s were ever built. Which means when you see a Raptor do this climb… You’re watching one of the most advanced air-dominance fighters ever created. #SilentMajoritySpeaks #AStoneGroove
0:42

🚨People watching this think it looks fake… It isn’t. That is a real F-22 Raptor performing an unrestricted climb. This maneuver is something only a handful of aircraft on Earth can do. When the pilot rotates and goes straight up like that, the aircraft is converting pure engine thrust into vertical climb. The reason it can do it comes down to the engines. The F-22 is powered by two Pratt & Whitney F119-PW-100 turbofan engines. Each engine produces about 35,000 pounds of thrust with afterburner. Combined thrust: About 70,000 pounds. Now compare that to the aircraft’s weight. Typical combat weight: ≈ 64,000 pounds That means the Raptor has a thrust-to-weight ratio greater than 1:1. In simple terms… The engines produce more thrust than the aircraft weighs. That allows the jet to accelerate vertically. And it gets even crazier. The engines use two-dimensional thrust-vectoring nozzles, allowing the exhaust to tilt up and down to maintain control even when airflow over the wings is minimal. Top speed ≈ Mach 2.25 (about 1,700 mph) Supercruise ≈ Mach 1.5 without afterburners Service ceiling ≈ 65,000 feet Only about 183 operational F-22s were ever built. Which means when you see a Raptor do this climb… You’re watching one of the most advanced air-dominance fighters ever created. #SilentMajoritySpeaks #AStoneGroove

A Gene Robinson

1,277,729 次观看 • 7 个月前

MIG31 Engines The MiG-31 was a monster in its era. The two Soloviev D-30F6 reached around 3,000 km/h (Mach 2.83). No other aircraft came close in terms of power. It was far superior to everything that existed at the time, such as the F-14 Tomcat and F-15 Eagle, and compared to the Tornado it had roughly double the thrust. Only with the arrival of the F-22 did the West finally field something slightly superior to the MiG. Even when compared to modern fighters today, this beast still demonstrates its power, with roughly double the thrust of the Rafale and nearly 40% more than the F/A-18.
0:25

MIG31 Engines The MiG-31 was a monster in its era. The two Soloviev D-30F6 reached around 3,000 km/h (Mach 2.83). No other aircraft came close in terms of power. It was far superior to everything that existed at the time, such as the F-14 Tomcat and F-15 Eagle, and compared to the Tornado it had roughly double the thrust. Only with the arrival of the F-22 did the West finally field something slightly superior to the MiG. Even when compared to modern fighters today, this beast still demonstrates its power, with roughly double the thrust of the Rafale and nearly 40% more than the F/A-18.

Patricia Marins

170,639 次观看 • 8 个月前

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.
1:02

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 • 6 个月前

This is one of the most punishing certification tests any airliner must survive Rejected Takeoff (RTO) For certification, Boeing accelerates the jet to just below V1 at around 775,000 lb (351 tons), then cuts thrust and applies maximum braking. The airplane has seconds to go from full power to a complete stop.
0:54

This is one of the most punishing certification tests any airliner must survive Rejected Takeoff (RTO) For certification, Boeing accelerates the jet to just below V1 at around 775,000 lb (351 tons), then cuts thrust and applies maximum braking. The airplane has seconds to go from full power to a complete stop.

Aviation

502,410 次观看 • 9 个月前

🧐🇺🇸🇸🇪 No American Engine, No Gripen. Sweden's Gripen is widely regarded as one of Europe's most capable fighter jets. But here's a fact many people don't know: Every Gripen ever built has flown with American engine technology. From the RM12, derived from the U.S. General Electric F404, to the latest Gripen E powered by the General Electric F414G, the jet's thrust has always come from the United States. Sweden built the aircraft. America powers it. It's a reminder that designing a fighter jet is difficult. Building a world class jet engine is even harder. Even one of Europe's most advanced fighters depends on U.S. aerospace engineering to leave the runway. The Gripen wears Swedish colors. Its heartbeat is American.
0:55

🧐🇺🇸🇸🇪 No American Engine, No Gripen. Sweden's Gripen is widely regarded as one of Europe's most capable fighter jets. But here's a fact many people don't know: Every Gripen ever built has flown with American engine technology. From the RM12, derived from the U.S. General Electric F404, to the latest Gripen E powered by the General Electric F414G, the jet's thrust has always come from the United States. Sweden built the aircraft. America powers it. It's a reminder that designing a fighter jet is difficult. Building a world class jet engine is even harder. Even one of Europe's most advanced fighters depends on U.S. aerospace engineering to leave the runway. The Gripen wears Swedish colors. Its heartbeat is American.

Defence Index

452,342 次观看 • 3 个月前

What’s hotter than a Texas summer? Our Miranda engine.🔥 We fired our Miranda engine at full power for 226 seconds— that’s almost 4 minutes! This endurance test verifies that the engine can perform beyond the nominal flight duration, meaning this engine is one step closer to being ready for flight. Seven of these Miranda engines will generate the thrust needed to lift our Eclipse rocket off the launch pad and propel it into orbit.
1:14

What’s hotter than a Texas summer? Our Miranda engine.🔥 We fired our Miranda engine at full power for 226 seconds— that’s almost 4 minutes! This endurance test verifies that the engine can perform beyond the nominal flight duration, meaning this engine is one step closer to being ready for flight. Seven of these Miranda engines will generate the thrust needed to lift our Eclipse rocket off the launch pad and propel it into orbit.

Firefly Aerospace

111,446 次观看 • 2 个月前

This Thomas Cook A330 was accelerating for takeoff when flames suddenly erupted from one of its engines,forcing the crew to reject the takeoff. The key point is that once a serious engine problem is identified, the crew has to make a rapid decision based on speed, runway remaining and aircraft performance. Watching the video, the aircraft is already committed to the takeoff roll when the failure occurs. The rejected takeoff then becomes a carefully coordinated sequence - thrust reduced, braking applied and the aircraft kept under control while bringing it to a stop✈️
0:42

This Thomas Cook A330 was accelerating for takeoff when flames suddenly erupted from one of its engines,forcing the crew to reject the takeoff. The key point is that once a serious engine problem is identified, the crew has to make a rapid decision based on speed, runway remaining and aircraft performance. Watching the video, the aircraft is already committed to the takeoff roll when the failure occurs. The rejected takeoff then becomes a carefully coordinated sequence - thrust reduced, braking applied and the aircraft kept under control while bringing it to a stop✈️

Aviation Reporter

79,109 次观看 • 1 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
2:59

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 • 2 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
0:45

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 • 5 个月前

One of the most extreme piston engines ever built is the Pratt & Whitney R4360 Wasp Major. A 28 cylinder, four row radial engine producing 3,000 Hp in early variants and over 4,000+ Hp in later iterations from 71 liters of displacement. R-4360 Wasp burnt 25.5-26.5 liters per minute per engine at takeoff It was developed during World War II for long range heavy bombers, but by the time it reached full operational maturity, the war had already ended. Instead of CAD or computational simulation, it was designed entirely using slide rules, hand drafted blueprints, and physical prototyping, where every thermal and structural constraint was solved experimentally. This Engine costed $35,000 - $50,000 per engine back in 1944-45 USD. This engine marks the final peak of piston propulsion, built at the edge of manufacturable complexity before the jet age made it obsolete. Video Source :- MaxwellDebun
1:43

One of the most extreme piston engines ever built is the Pratt & Whitney R4360 Wasp Major. A 28 cylinder, four row radial engine producing 3,000 Hp in early variants and over 4,000+ Hp in later iterations from 71 liters of displacement. R-4360 Wasp burnt 25.5-26.5 liters per minute per engine at takeoff It was developed during World War II for long range heavy bombers, but by the time it reached full operational maturity, the war had already ended. Instead of CAD or computational simulation, it was designed entirely using slide rules, hand drafted blueprints, and physical prototyping, where every thermal and structural constraint was solved experimentally. This Engine costed $35,000 - $50,000 per engine back in 1944-45 USD. This engine marks the final peak of piston propulsion, built at the edge of manufacturable complexity before the jet age made it obsolete. Video Source :- MaxwellDebun

Ammanichanda

68,058 次观看 • 4 个月前

The Boeing 777X is one of the most impressive widebody aircraft ever built. ✈️ The 777-9 stretches about 76.7 metres long and has a massive 71.8-metre wingspan in flight. Its folding wingtips reduce the span to 64.8 metres on the ground, allowing this huge aircraft to fit into existing airport infrastructure. Power comes from two enormous GE9X engines, each producing roughly 134,000 pounds of thrust.With a range of around 7,285 nautical miles, the 777-9 is designed for long-haul missions while carrying more than 400 passengers, depending on the cabin configuration. It is essentially the 777 taken to another level: bigger, more efficient, technologically advanced, and still unmistakably a Boeing 777. 🔥✈️
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The Boeing 777X is one of the most impressive widebody aircraft ever built. ✈️ The 777-9 stretches about 76.7 metres long and has a massive 71.8-metre wingspan in flight. Its folding wingtips reduce the span to 64.8 metres on the ground, allowing this huge aircraft to fit into existing airport infrastructure. Power comes from two enormous GE9X engines, each producing roughly 134,000 pounds of thrust.With a range of around 7,285 nautical miles, the 777-9 is designed for long-haul missions while carrying more than 400 passengers, depending on the cabin configuration. It is essentially the 777 taken to another level: bigger, more efficient, technologically advanced, and still unmistakably a Boeing 777. 🔥✈️

Aviation Reporter

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