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Why don't jet engine blades melt at 1,700°C? Engineers use clever active cooling, channeling compressed air through tiny internal passages so blades survive the extreme heat of turbofan cores. Without it, modern flight would be impossible. The hottest part of the jet is kept alive by cold air.

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Mechanical Knowledge

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21,136 görüntüleme • 4 ay önce •via X (Twitter)

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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. 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
1:02

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

11,715 görüntüleme • 1 ay önce

Have a look at one of the greatest examples of industrial engineering art ever created. This is the rotor assembly of the Ansaldo Energia GT36, one of the most advanced heavy-duty gas turbines ever developed. What looks like a collection of polished metal blades is actually the result of 3.7 million hours of engineering, combining decades of research in aerodynamics, combustion, metallurgy, cooling systems and precision manufacturing. A gas turbine works by compressing enormous volumes of air, mixing it with fuel, burning it at extreme temperatures, and extracting energy from the expanding gases through multiple turbine stages. That is why no two blade rows look the same. Across this rotor assembly, the colours, shapes and surface finishes constantly change because each section is solving a different problem. Some blades are designed to move and control massive airflow volumes, while others must survive the most extreme environment inside the machine. The most advanced turbine blades contain microscopic internal cooling channels. The cooling does not come from room-temperature air. Compressed air extracted from the compressor section already heated to 650 degrees Celsius, is redirected through passages inside the blade. It then exits through thousands of tiny holes, creating a thin protective cooling film in real time 24/7 over the surface of the blades while the surrounding combustion gases exceed 1,500°C all while rotating at 3000 RPM. A blade is not surviving because the metal alone can withstand the heat. It survives because engineers created a controlled thermal environment around it. The blades rely on advanced nickel-based superalloys containing elements such as rhenium, tungsten, cobalt and chromium, protected by metallic bond coats and ceramic thermal barrier coatings such as yttria-stabilised zirconia. These coatings are one of the most closely guarded proprietary technologies in turbine manufacturing. Every blade requires precision casting, advanced machining, laser drilling and microscopic inspection. A manufacturing defect measured in fractions of a millimetre can affect a rotor weighing around 150 tonnes and spinning at 3,000 RPM. The complete GT36 turbine system weighs around 520 tonnes and, in its most efficient combined-cycle configuration, can produce approximately 800 MW of electricity at around 64% efficiency enough to supply roughly 500,000+ homes. A complete power plant built around a machine like this can cost around $500-600 million, but the true value is not the steel and turbine machinery. It is the industrial capability and know how required to build a machine designed to operate for 30+ years and more than 100,000 equivalent operating hours, while repeatedly surviving one of the harshest environments humans have ever engineered. This is what the peak of industrial engineering looks like before it starts moving, this is what powers the world. Engineering is Art Video by AnsaldoEnergia
0:36

Have a look at one of the greatest examples of industrial engineering art ever created. This is the rotor assembly of the Ansaldo Energia GT36, one of the most advanced heavy-duty gas turbines ever developed. What looks like a collection of polished metal blades is actually the result of 3.7 million hours of engineering, combining decades of research in aerodynamics, combustion, metallurgy, cooling systems and precision manufacturing. A gas turbine works by compressing enormous volumes of air, mixing it with fuel, burning it at extreme temperatures, and extracting energy from the expanding gases through multiple turbine stages. That is why no two blade rows look the same. Across this rotor assembly, the colours, shapes and surface finishes constantly change because each section is solving a different problem. Some blades are designed to move and control massive airflow volumes, while others must survive the most extreme environment inside the machine. The most advanced turbine blades contain microscopic internal cooling channels. The cooling does not come from room-temperature air. Compressed air extracted from the compressor section already heated to 650 degrees Celsius, is redirected through passages inside the blade. It then exits through thousands of tiny holes, creating a thin protective cooling film in real time 24/7 over the surface of the blades while the surrounding combustion gases exceed 1,500°C all while rotating at 3000 RPM. A blade is not surviving because the metal alone can withstand the heat. It survives because engineers created a controlled thermal environment around it. The blades rely on advanced nickel-based superalloys containing elements such as rhenium, tungsten, cobalt and chromium, protected by metallic bond coats and ceramic thermal barrier coatings such as yttria-stabilised zirconia. These coatings are one of the most closely guarded proprietary technologies in turbine manufacturing. Every blade requires precision casting, advanced machining, laser drilling and microscopic inspection. A manufacturing defect measured in fractions of a millimetre can affect a rotor weighing around 150 tonnes and spinning at 3,000 RPM. The complete GT36 turbine system weighs around 520 tonnes and, in its most efficient combined-cycle configuration, can produce approximately 800 MW of electricity at around 64% efficiency enough to supply roughly 500,000+ homes. A complete power plant built around a machine like this can cost around $500-600 million, but the true value is not the steel and turbine machinery. It is the industrial capability and know how required to build a machine designed to operate for 30+ years and more than 100,000 equivalent operating hours, while repeatedly surviving one of the harshest environments humans have ever engineered. This is what the peak of industrial engineering looks like before it starts moving, this is what powers the world. Engineering is Art Video by AnsaldoEnergia

Ammanichanda

101,294 görüntüleme • 24 gün önce

When astronauts return to Earth, their spacecraft hits the atmosphere at 17,500 mph, facing temperatures up to 3,000°F. So why doesn't it melt? Modern spacecraft rely on advanced heat shields covered in silica-based materials, a technology pioneered by the Space Shuttle. These thermal tiles are made of over 90% trapped air, and because air is a terrible heat conductor, the outside can face a firestorm while the inside stays safely cool. The result feels impossible: a tile can be pulled glowing hot straight out of a furnace and immediately picked up with bare hands. Source: EntirelyEngineering8
0:53

When astronauts return to Earth, their spacecraft hits the atmosphere at 17,500 mph, facing temperatures up to 3,000°F. So why doesn't it melt? Modern spacecraft rely on advanced heat shields covered in silica-based materials, a technology pioneered by the Space Shuttle. These thermal tiles are made of over 90% trapped air, and because air is a terrible heat conductor, the outside can face a firestorm while the inside stays safely cool. The result feels impossible: a tile can be pulled glowing hot straight out of a furnace and immediately picked up with bare hands. Source: EntirelyEngineering8

Mario Nawfal

27,695 görüntüleme • 2 ay önce

.Cerebras CEO Andrew Feldman explains the benefits of water cooling over air cooling for datacenters: "In Buffalo at a Bills game, there are always three idiots with their shirts off. It's 10 below, and they've got their shirt off. They've been drinking hard, but they're not dead. Why aren't they dead? If you're in the water, and the water's 45 degrees, and you're there for eight minutes, you're dead. Why? It's because water is really good at sucking heat off of heat sources." "The thermal density of water is really high. It rips heat off you. The air doesn't do that. So they can stand there with their shirt off and not be dead." "It's the exact same thing when you're cooling a chip. Water has an ability to pull heat off a heat source that is vastly better than air." "It is more efficient by an order of magnitude to use liquid, water in particular is great and low cost, to pull heat off the back of chips." "Gamers have been doing it forever because they want to run those GPUs hot."
2:44

.Cerebras CEO Andrew Feldman explains the benefits of water cooling over air cooling for datacenters: "In Buffalo at a Bills game, there are always three idiots with their shirts off. It's 10 below, and they've got their shirt off. They've been drinking hard, but they're not dead. Why aren't they dead? If you're in the water, and the water's 45 degrees, and you're there for eight minutes, you're dead. Why? It's because water is really good at sucking heat off of heat sources." "The thermal density of water is really high. It rips heat off you. The air doesn't do that. So they can stand there with their shirt off and not be dead." "It's the exact same thing when you're cooling a chip. Water has an ability to pull heat off a heat source that is vastly better than air." "It is more efficient by an order of magnitude to use liquid, water in particular is great and low cost, to pull heat off the back of chips." "Gamers have been doing it forever because they want to run those GPUs hot."

TBPN

26,099 görüntüleme • 7 ay önce

One of the worst days ever for the Russian Air Force: Today, at least 4 aircraft- an Su-34 strike jet, an Su-35 fighter and two Mi-8 helicopters, were shot down by anti-air missiles over Bryansk Oblast within Russia. So far it is unclear what kind of missiles were used.
0:32

One of the worst days ever for the Russian Air Force: Today, at least 4 aircraft- an Su-34 strike jet, an Su-35 fighter and two Mi-8 helicopters, were shot down by anti-air missiles over Bryansk Oblast within Russia. So far it is unclear what kind of missiles were used.

Polymarket Intel

1,851,373 görüntüleme • 3 yıl önce

OTD in 1995: A RAF Nimrod [XW666] ditches in Moray Firth (Scotland), all 6 aboard survive. The aircraft was on a routine post-servicing test flight when an engine fire forced the crew to ditch. Inquiry concluded “that a sequence of technical difficulties led to the uncontained fire”. The aircraft´s pilot, Sqn Ldr Art Stacey, received the Air Force Cross for his handling of the emergency. As a note, the jet´s nose section was recovered from the water and is currently on display at the South Yorkshire Air Museum
0:52

OTD in 1995: A RAF Nimrod [XW666] ditches in Moray Firth (Scotland), all 6 aboard survive. The aircraft was on a routine post-servicing test flight when an engine fire forced the crew to ditch. Inquiry concluded “that a sequence of technical difficulties led to the uncontained fire”. The aircraft´s pilot, Sqn Ldr Art Stacey, received the Air Force Cross for his handling of the emergency. As a note, the jet´s nose section was recovered from the water and is currently on display at the South Yorkshire Air Museum

Francisco Cunha

67,662 görüntüleme • 3 ay önce

WATCH: RETIRED 747 TRIES TO FLY ONE LAST TIME IN EXTREME WINDS A grounded Southern Air Boeing 747 at Mojave’s aircraft boneyard nearly took flight again during 70+ mph winds with gusts near 100. Stripped of engines and with flaps down, the legendary jumbo jet lifted off the ground. A good question would be: why are other planes not moving similarly? 🎥: Massee Media
2:37

WATCH: RETIRED 747 TRIES TO FLY ONE LAST TIME IN EXTREME WINDS A grounded Southern Air Boeing 747 at Mojave’s aircraft boneyard nearly took flight again during 70+ mph winds with gusts near 100. Stripped of engines and with flaps down, the legendary jumbo jet lifted off the ground. A good question would be: why are other planes not moving similarly? 🎥: Massee Media

Turbine Traveller

447,627 görüntüleme • 1 yıl önce

Absolutely wild footage, this is a real world engine failure in a MD500 (Think Magnum P.I. helicopter) over Kauai, Hawaii out on a tour flight. You’ll probably have to watch this a few times but the video starts out with the helicopter under power and then the engine sound goes silent. The beeping you hear is the engine-out audio beep to inform the pilot that engine power has been lost. This maneuver that pilot is doing is called a Autorotation and the way to think about helicopter flight, the engine is turning this big fan (rotor blades) on top of the body and sucking in air from the top and projecting it downward to overcome the force of gravity. When engine power is lost, you experience a reverse in airflow because now gravity takes over and the air flow is coming from the bottom of the main rotor disk. The only thing the pilot can really do is to make sure the rotors keep spinning by changing the pitch of the rotor blades through the use of the “collective” which is a lever next to the pilot’s left leg and it only moves up and down. The pilot has to manipulate the collective during an auto rotation to make sure the blades keep spinning. If the pilot pulls up too much on the collective, the rotor blades will bite too much of air causing a resistance and slow the rotors down. If the pilot doesn’t pull enough collective.. the blades will speed up and potentially cause a catastrophic failure. The other control the pilot has is called the cyclic. This cyclic sits between the pilots legs and and manipulates individual pitch of the rotor blades to tilt the rotor disk aka “big fan” and make the helicopter go forward, backwards, left, right. So essentially in this type of emergency, you have to manipulate the controls in a delicate balance because no matter what, gravity is taking you to the ground because the engine is no longer producing power. The pilot did an outstanding job here given the geography and limited amount of flat terrain to put the helicopter on the ground. Thankfully it sounds like no souls were lost and only one injury according to a news report (see the link below)👇 Of course there is a lot more to helicopter aerodynamics but I’m trying my best to put this in simpler to digest terms. Big thanks to Combat Learjet for sharing and definitely worth a follow!
0:36

Absolutely wild footage, this is a real world engine failure in a MD500 (Think Magnum P.I. helicopter) over Kauai, Hawaii out on a tour flight. You’ll probably have to watch this a few times but the video starts out with the helicopter under power and then the engine sound goes silent. The beeping you hear is the engine-out audio beep to inform the pilot that engine power has been lost. This maneuver that pilot is doing is called a Autorotation and the way to think about helicopter flight, the engine is turning this big fan (rotor blades) on top of the body and sucking in air from the top and projecting it downward to overcome the force of gravity. When engine power is lost, you experience a reverse in airflow because now gravity takes over and the air flow is coming from the bottom of the main rotor disk. The only thing the pilot can really do is to make sure the rotors keep spinning by changing the pitch of the rotor blades through the use of the “collective” which is a lever next to the pilot’s left leg and it only moves up and down. The pilot has to manipulate the collective during an auto rotation to make sure the blades keep spinning. If the pilot pulls up too much on the collective, the rotor blades will bite too much of air causing a resistance and slow the rotors down. If the pilot doesn’t pull enough collective.. the blades will speed up and potentially cause a catastrophic failure. The other control the pilot has is called the cyclic. This cyclic sits between the pilots legs and and manipulates individual pitch of the rotor blades to tilt the rotor disk aka “big fan” and make the helicopter go forward, backwards, left, right. So essentially in this type of emergency, you have to manipulate the controls in a delicate balance because no matter what, gravity is taking you to the ground because the engine is no longer producing power. The pilot did an outstanding job here given the geography and limited amount of flat terrain to put the helicopter on the ground. Thankfully it sounds like no souls were lost and only one injury according to a news report (see the link below)👇 Of course there is a lot more to helicopter aerodynamics but I’m trying my best to put this in simpler to digest terms. Big thanks to Combat Learjet for sharing and definitely worth a follow!

Thenewarea51

5,856,768 görüntüleme • 2 yıl önce

🚨 THE AMERICAN JET WOULD NOT FALL 🚨 Locked. Tracked. Targeted. An Iranian missile screaming through the sky… heat-seeking… hunting… closing distance. And then something happened. The American pilot did not panic. Did not freeze. Did not break discipline. He moved. A hard roll. A violent vector shift. Throttle discipline under pressure. Flares timed with precision. Years of training. Muscle memory under G-force. Instinct forged in American air superiority doctrine. The missile lost its solution. The sky flashed. The American jet climbed. Because American pilots are not amateurs. They are the product of the most advanced flight training pipeline on earth. They are trained to survive. Trained to dominate. Trained to come home. Somewhere over that horizon, a hostile launch failed. And somewhere in that cockpit, a calm voice kept breathing… calculating… executing. That aircraft did not get hit. That pilot did not fold. American airpower held. This is why air superiority matters. This is why training matters. This is why strength matters. The sky is not neutral territory. And today… it belonged to the United States. #SilentMajoritySpeaks #AStoneGroove
0:29

🚨 THE AMERICAN JET WOULD NOT FALL 🚨 Locked. Tracked. Targeted. An Iranian missile screaming through the sky… heat-seeking… hunting… closing distance. And then something happened. The American pilot did not panic. Did not freeze. Did not break discipline. He moved. A hard roll. A violent vector shift. Throttle discipline under pressure. Flares timed with precision. Years of training. Muscle memory under G-force. Instinct forged in American air superiority doctrine. The missile lost its solution. The sky flashed. The American jet climbed. Because American pilots are not amateurs. They are the product of the most advanced flight training pipeline on earth. They are trained to survive. Trained to dominate. Trained to come home. Somewhere over that horizon, a hostile launch failed. And somewhere in that cockpit, a calm voice kept breathing… calculating… executing. That aircraft did not get hit. That pilot did not fold. American airpower held. This is why air superiority matters. This is why training matters. This is why strength matters. The sky is not neutral territory. And today… it belonged to the United States. #SilentMajoritySpeaks #AStoneGroove

A Gene Robinson

6,328,190 görüntüleme • 5 ay önce

I'd like to take a second to discuss what it means for a storm to be a Category 5. It's a beautiful, mesmerizing, terrifying and awe-inspiring pageant of power and elegance. It's the atmosphere at its most dynamic, raw and extreme. The hurricane has to have an absolutely perfect, undisturbed balance. It's an extremely rare feat. A Category 5 is like a spinning top whirring on a table; even the slightest jiggle can knock it off-kilter – like bumping the table. There must be virtually no shear, or changing winds with height. The upper-level winds around the system must be relatively calm. It's incredible to think that the planet's most furious storms are born out of an abundance of calm. The waters must be exceptionally warm – upwards of 86 degrees – to be replete with "oceanic heat content," or heat energy for the hurricane to draw upon. The warm waters heat and moisten the air above. That air rushes into the building hurricane. As air nears the center of the storm, it expands due to the hurricane's low pressure. That expansion releases heat energy to the environment, encouraging air to rise and powering the storm. In theory, that air parcel (pocket) should cool, but it doesn't. Why? It's still being heated by the oceans below. The ocean is constantly re-heating the lower atmosphere – and energizing the storm – at the exact same rate the air is releasing heat energy into the storm. Most of the moisture in the air condenses and produces rain, releasing even more "latent heat" to the environment. Near the hurricane's center, there's a lot of heat energy. So much so that the air rises, as if in a chimney. That rising air literally lifts air up and away from the surface. There's literally less air, and therefore less air weight, or *pressure*, at the center of the storm. Most Category 5 hurricanes are "missing" about 8-10 percent of the air from the middle. It's that deficit of air that behaves like a vacuum of sorts. Air from outside the storm rushes in to fill the void, like water spiraling into a sink drain. The greater the deficit, the faster the winds. The wind increases exponentially closer to the center of the storm; Category 5 hurricanes have winds over 157 mph. So why doesn't the eye, with the "missing" air, just "fill in?" Because the hurricane is rotating so furiously! The air is flung outwards by the "centrifugal force" at the exact same rate it's being pulled inwards by the "pressure gradient force." The air can never fully reach the eye – and instead it swirls around and around, like water perpetually sloshing around the edges of a toilet. We call that "cyclostrophic balance." Thus, the eye doesn't fill in. The storm charges on. And – until the system is torn apart by disruptive upper-level winds or moves over cooler waters/land – it continues.
0:26

I'd like to take a second to discuss what it means for a storm to be a Category 5. It's a beautiful, mesmerizing, terrifying and awe-inspiring pageant of power and elegance. It's the atmosphere at its most dynamic, raw and extreme. The hurricane has to have an absolutely perfect, undisturbed balance. It's an extremely rare feat. A Category 5 is like a spinning top whirring on a table; even the slightest jiggle can knock it off-kilter – like bumping the table. There must be virtually no shear, or changing winds with height. The upper-level winds around the system must be relatively calm. It's incredible to think that the planet's most furious storms are born out of an abundance of calm. The waters must be exceptionally warm – upwards of 86 degrees – to be replete with "oceanic heat content," or heat energy for the hurricane to draw upon. The warm waters heat and moisten the air above. That air rushes into the building hurricane. As air nears the center of the storm, it expands due to the hurricane's low pressure. That expansion releases heat energy to the environment, encouraging air to rise and powering the storm. In theory, that air parcel (pocket) should cool, but it doesn't. Why? It's still being heated by the oceans below. The ocean is constantly re-heating the lower atmosphere – and energizing the storm – at the exact same rate the air is releasing heat energy into the storm. Most of the moisture in the air condenses and produces rain, releasing even more "latent heat" to the environment. Near the hurricane's center, there's a lot of heat energy. So much so that the air rises, as if in a chimney. That rising air literally lifts air up and away from the surface. There's literally less air, and therefore less air weight, or *pressure*, at the center of the storm. Most Category 5 hurricanes are "missing" about 8-10 percent of the air from the middle. It's that deficit of air that behaves like a vacuum of sorts. Air from outside the storm rushes in to fill the void, like water spiraling into a sink drain. The greater the deficit, the faster the winds. The wind increases exponentially closer to the center of the storm; Category 5 hurricanes have winds over 157 mph. So why doesn't the eye, with the "missing" air, just "fill in?" Because the hurricane is rotating so furiously! The air is flung outwards by the "centrifugal force" at the exact same rate it's being pulled inwards by the "pressure gradient force." The air can never fully reach the eye – and instead it swirls around and around, like water perpetually sloshing around the edges of a toilet. We call that "cyclostrophic balance." Thus, the eye doesn't fill in. The storm charges on. And – until the system is torn apart by disruptive upper-level winds or moves over cooler waters/land – it continues.

Matthew Cappucci

24,772 görüntüleme • 1 yıl önce

Had never seen this one before. Not only is the concept of a DC-9 in this military role exotic, this one raises the bar by using the UDF - UnDucted Fan - engine, which was a sort of hybrid between a turbofan and a turbopro. It promised up to to 30% reduction in fuel burn without decreasing in-flight cruise speeds. Seen here is an MD-81 demonstrator with the General Electric GE36 UDF at the 1988 Farnborough Air Show, shortly before the project was cancelled due to the lack of orders. 📹Phil Whalley
1:46

Had never seen this one before. Not only is the concept of a DC-9 in this military role exotic, this one raises the bar by using the UDF - UnDucted Fan - engine, which was a sort of hybrid between a turbofan and a turbopro. It promised up to to 30% reduction in fuel burn without decreasing in-flight cruise speeds. Seen here is an MD-81 demonstrator with the General Electric GE36 UDF at the 1988 Farnborough Air Show, shortly before the project was cancelled due to the lack of orders. 📹Phil Whalley

Francisco Cunha

118,151 görüntüleme • 4 ay önce

At −40, the air is ridiculously cold and extremely dry. When you throw boiling water into it, the water doesn’t have time to politely cool down. Instead, it instantly breaks apart into tiny droplets and vapour. Those microscopic droplets lose heat almost immediately. Some of them freeze so fast they turn into tiny ice crystals (the “snow”), while the rest flash straight into water vapour (the “steam”). The colder the air the better the reaction. Do not attempt to do this unless it is STUPID COLD! The boiling water will just fall down on you. Ouch!
1:14

At −40, the air is ridiculously cold and extremely dry. When you throw boiling water into it, the water doesn’t have time to politely cool down. Instead, it instantly breaks apart into tiny droplets and vapour. Those microscopic droplets lose heat almost immediately. Some of them freeze so fast they turn into tiny ice crystals (the “snow”), while the rest flash straight into water vapour (the “steam”). The colder the air the better the reaction. Do not attempt to do this unless it is STUPID COLD! The boiling water will just fall down on you. Ouch!

Bunsen, Beaker, Bernoulli & Brix

20,086 görüntüleme • 6 ay önce

Taxi test on the Jet engine ⚡️: The engine runs so cool❄️ (EGT 680-800*C) except on prolonged afterburner🔥 use which takes EGT to about 1000*C⚠️ We switched to testing Diesel as fuel & honestly I think I prefer Diesel to kerosene 🤔. Maybe I'll test actual Jet-A1 too Afterburner🔥 mode wanted to send the test bed flying, so we had to abort that and run the taxi test on normal mode at 40-50% throttle. Thrust levels are really excellent, I just wonder how fast this will be at full power plus full afterburner 🔥. We literally built an air breathing rocket engine 🤣. Honestly, I am happy again, the breakdown of this project for weeks took my joy away, I was always sad and down, but hell bent on solving the problems. Next is to build the remote control system so we can unleash the full power of the Jet engine in a long runway from a safe distance. #Zedora #madeinEbonyi #madeinNigeria 🇳🇬
2:20

Taxi test on the Jet engine ⚡️: The engine runs so cool❄️ (EGT 680-800*C) except on prolonged afterburner🔥 use which takes EGT to about 1000*C⚠️ We switched to testing Diesel as fuel & honestly I think I prefer Diesel to kerosene 🤔. Maybe I'll test actual Jet-A1 too Afterburner🔥 mode wanted to send the test bed flying, so we had to abort that and run the taxi test on normal mode at 40-50% throttle. Thrust levels are really excellent, I just wonder how fast this will be at full power plus full afterburner 🔥. We literally built an air breathing rocket engine 🤣. Honestly, I am happy again, the breakdown of this project for weeks took my joy away, I was always sad and down, but hell bent on solving the problems. Next is to build the remote control system so we can unleash the full power of the Jet engine in a long runway from a safe distance. #Zedora #madeinEbonyi #madeinNigeria 🇳🇬

Ziko Abara

29,144 görüntüleme • 1 yıl önce

🧐🇺🇸 Why Are Nations Still Buying the F-16 in the Age of Stealth Fighters? Because legends don't become obsolete. More than 50 years after its first flight, the F-16 Fighting Falcon remains one of the most sought after combat aircraft on Earth. Over 4,600 have been built, and more than 25 nations continue to operate the jet. The latest variant, the F-16 Block 70/72 Viper, comes equipped with an advanced AESA radar, modern electronic warfare systems, upgraded avionics, and a service life of up to 12,000 flight hours. So why do countries keep choosing it? 🔹Battle proven in real wars 🔹 Lower operating costs than many modern fighters 🔹 Capable of air to air and air to ground missions 🔹 Compatible with a vast arsenal of advanced Western weapons 🔹 Backed by decades of upgrades and combat experience While fifth generation fighters grab headlines, the F-16 continues to deliver results where it matters most, mission effectiveness, reliability, and affordability. Military experts expect upgraded F-16s to remain in service into the 2050s, meaning this Cold War warrior could still be flying nearly 80 years after its first flight. Thousands built. Dozens of nations. Five decades of combat history. The world isn't done with the F-16 yet.
0:23

🧐🇺🇸 Why Are Nations Still Buying the F-16 in the Age of Stealth Fighters? Because legends don't become obsolete. More than 50 years after its first flight, the F-16 Fighting Falcon remains one of the most sought after combat aircraft on Earth. Over 4,600 have been built, and more than 25 nations continue to operate the jet. The latest variant, the F-16 Block 70/72 Viper, comes equipped with an advanced AESA radar, modern electronic warfare systems, upgraded avionics, and a service life of up to 12,000 flight hours. So why do countries keep choosing it? 🔹Battle proven in real wars 🔹 Lower operating costs than many modern fighters 🔹 Capable of air to air and air to ground missions 🔹 Compatible with a vast arsenal of advanced Western weapons 🔹 Backed by decades of upgrades and combat experience While fifth generation fighters grab headlines, the F-16 continues to deliver results where it matters most, mission effectiveness, reliability, and affordability. Military experts expect upgraded F-16s to remain in service into the 2050s, meaning this Cold War warrior could still be flying nearly 80 years after its first flight. Thousands built. Dozens of nations. Five decades of combat history. The world isn't done with the F-16 yet.

Defence Index

257,060 görüntüleme • 1 ay önce

Tucker Carlson horrified as geoengineering expert Dane Wigington identifies what’s really being sprayed in the skies. Hint: it’s not just condensation. Dane Wigington named seven troubling substances: 1.) Aluminum 2.) Barium 3.) Strontium 4.) Manganese 5.) Surfactants 6.) Polymer fibers 7.) Graphene Tucker asked who the heck is doing this, and Wigington replied: “All roads lead to those who print the money,” naming DoD and DARPA as “coordinating entities.” Responding to the condensation trail narrative, which Wigington called “one of the greatest lies ever perpetrated on populations all over the world,” he pointed out an inconvenient fact that refutes that claim: “All military tankers and all commercial aircraft are equipped with what’s known as a high-bypass turbofan jet engine. That’s a jet-powered fan. Ninety percent of the air that moves through that engine is not combusted. So by design, that engine is NEARLY INCAPABLE of producing any condensation material except under rare and extreme circumstances.”
2:09

Tucker Carlson horrified as geoengineering expert Dane Wigington identifies what’s really being sprayed in the skies. Hint: it’s not just condensation. Dane Wigington named seven troubling substances: 1.) Aluminum 2.) Barium 3.) Strontium 4.) Manganese 5.) Surfactants 6.) Polymer fibers 7.) Graphene Tucker asked who the heck is doing this, and Wigington replied: “All roads lead to those who print the money,” naming DoD and DARPA as “coordinating entities.” Responding to the condensation trail narrative, which Wigington called “one of the greatest lies ever perpetrated on populations all over the world,” he pointed out an inconvenient fact that refutes that claim: “All military tankers and all commercial aircraft are equipped with what’s known as a high-bypass turbofan jet engine. That’s a jet-powered fan. Ninety percent of the air that moves through that engine is not combusted. So by design, that engine is NEARLY INCAPABLE of producing any condensation material except under rare and extreme circumstances.”

The Vigilant Fox 🦊

826,316 görüntüleme • 9 ay önce

Ever notice the difference at the back of the engines? 787s with Trent 1000s have those jagged chevrons. A350s with Trent XWB, classic A330s with Trent 700, and A330neos with Trent 7000 are all smooth. Boeing put the chevrons on the 787 to cut jet noise by mixing the hot and cold air streams more gently. It worked well and helped the Dreamliner sound quieter. Airbus looked at the same idea for their aircraft and decided against it. The newer Trent engines already had higher bypass ratios and better internal liners, so they met the noise limits without the extra drag of the serrated edges. Two different approaches, both valid.
0:36

Ever notice the difference at the back of the engines? 787s with Trent 1000s have those jagged chevrons. A350s with Trent XWB, classic A330s with Trent 700, and A330neos with Trent 7000 are all smooth. Boeing put the chevrons on the 787 to cut jet noise by mixing the hot and cold air streams more gently. It worked well and helped the Dreamliner sound quieter. Airbus looked at the same idea for their aircraft and decided against it. The newer Trent engines already had higher bypass ratios and better internal liners, so they met the noise limits without the extra drag of the serrated edges. Two different approaches, both valid.

Fahad Naim

108,386 görüntüleme • 12 gün önce

Part 6 The Pentagon Narrative; AA Flight 77 struck the Pentagon as the impact and jet fuel caused it to vaporize… Where is the wreckage? How did DPS get on site within seconds? Why does the damage not reflect the size of a 757 airliner? Why did the light poles the plane hit face away from the Pentagon? If jet fuel vaporized the plane why isn’t the ground charred? Where are the titanium engines? Why out of 86 videos showing the crash does the FBI release 1 that only has 5 frames? How did a untrained pilot maneuver an airliner at ground level? None of these questions were answered using facts based on science, in fact the FBI and 911 commission report didn’t answer many of them at all So this shows logically that it wasn’t a high jacked 757, so what hit the Pentagon? Since all video evidence was confiscated and the Pentagon air defense was down and considering the fact it could have only been a smaller unmanned aircraft or Drone, but then it would need to be Military authorized, but by who… 911 is the new Pearl Harbor full Documentary
23:21

Part 6 The Pentagon Narrative; AA Flight 77 struck the Pentagon as the impact and jet fuel caused it to vaporize… Where is the wreckage? How did DPS get on site within seconds? Why does the damage not reflect the size of a 757 airliner? Why did the light poles the plane hit face away from the Pentagon? If jet fuel vaporized the plane why isn’t the ground charred? Where are the titanium engines? Why out of 86 videos showing the crash does the FBI release 1 that only has 5 frames? How did a untrained pilot maneuver an airliner at ground level? None of these questions were answered using facts based on science, in fact the FBI and 911 commission report didn’t answer many of them at all So this shows logically that it wasn’t a high jacked 757, so what hit the Pentagon? Since all video evidence was confiscated and the Pentagon air defense was down and considering the fact it could have only been a smaller unmanned aircraft or Drone, but then it would need to be Military authorized, but by who… 911 is the new Pearl Harbor full Documentary

The Punisher

305,406 görüntüleme • 2 yıl önce

On Jan 13, 1982, Air Florida Flight 90, a Boeing 737-200 (N62AF), crashed into Washington D.C.’s 14th Street Bridge moments after takeoff from National Airport. The jet struck 7 vehicles and plunged into the icy Potomac River — killing 78 people, including 4 motorists. The NTSB found pilot error as the cause: the crew failed to properly deice, left engine anti-ice systems off, used reverse thrust in a snowstorm, and tried to melt ice using the jet exhaust of another aircraft. Only 5 people survived — including flight attendant Kelly Duncan. Passenger Arland D. Williams Jr. heroically helped others escape before drowning. President Reagan later honored the rescuers’ bravery in his State of the Union address. A reminder of why deicing is crucial.
0:47

On Jan 13, 1982, Air Florida Flight 90, a Boeing 737-200 (N62AF), crashed into Washington D.C.’s 14th Street Bridge moments after takeoff from National Airport. The jet struck 7 vehicles and plunged into the icy Potomac River — killing 78 people, including 4 motorists. The NTSB found pilot error as the cause: the crew failed to properly deice, left engine anti-ice systems off, used reverse thrust in a snowstorm, and tried to melt ice using the jet exhaust of another aircraft. Only 5 people survived — including flight attendant Kelly Duncan. Passenger Arland D. Williams Jr. heroically helped others escape before drowning. President Reagan later honored the rescuers’ bravery in his State of the Union address. A reminder of why deicing is crucial.

Turbine Traveller

74,821 görüntüleme • 10 ay önce

They say the current heat is caused by 'heat domes' generated by the flow of the jet stream - a jet stream that can be technologically manipulated. 'Weather' is electricity, electromagnetism and frequency and all can be technologically tampered with. Laugh all you like. Those manipulating your 'weather' are laughing at YOU. Ask 'who benefits' and you'll see why it's happening. No - it's not 'human-caused global warming', but they want you to believe that it is because of what they can do in response. Witness how the media are at one selling the 'climate change' hoax. 'Patent provides compelling evidence that ionosphere heaters are the root cause of global warming.'
1:11

They say the current heat is caused by 'heat domes' generated by the flow of the jet stream - a jet stream that can be technologically manipulated. 'Weather' is electricity, electromagnetism and frequency and all can be technologically tampered with. Laugh all you like. Those manipulating your 'weather' are laughing at YOU. Ask 'who benefits' and you'll see why it's happening. No - it's not 'human-caused global warming', but they want you to believe that it is because of what they can do in response. Witness how the media are at one selling the 'climate change' hoax. 'Patent provides compelling evidence that ionosphere heaters are the root cause of global warming.'

David Icke

126,625 görüntüleme • 1 ay önce