short overview
The following is a brief C level overview of the program to improve fuel efficiency and reduce CO2 and NOx emissions.
expanded overview of efficiency program and outcomes measured to date. This provides a still gentle introduction to the program and outcmes. No maths, no quiz.
This is a self explanatory presentation of our global history with CO2 levels.
Brayton cycle...
how a jet engine works... Washington University Engineering. "Go Starbucks....!"
Brayton cycle...
how a jet engine works... Bristol U Engineering. 'Go barnacles..!"
MTU Aero Engines, GMBH, the Geared Turbo Fan.... when old is made new again!
The Big un'... G.E. 90.... A beautiful engine, and able to be improved by our technology. This video covers controls of the engine performance, which is fantastic, but in the case of our technology, the engine does not know that it has been improved, it only knows that it is being asked to run at much lower speeds, which lowers temperature, and fuel flows. Boosting the thrust is achieved by the advanced aerodynamics that we apply, and then, we honour the thrust demand, at lower temp, RPM, fuel flow, and directly that results in lower CO2 and NOx. Further NOx reduction comes from the lower peak temperatures in the combustion chamber.
Is the engine core running at peak efficiency with our modification? Nope, it is operating on the lower side of optimum, but the fan efficiency has increased by far more than the slight core offset.
"To Serve & Protect"
"Power!!!!!"
The first 4:30 of this video gives an excellent overview of thrust setting for this magnificent engine. Worth the time with coffee.
The discussion also indicates how thrust flat rating occurs. In our case, with a modification, we have to run the engine at new ambient temperatures to ensure that we do not overboots this wonderful engine. How much derate? For those that know the engine, we will be setting a MINIMUM ASSUMED TEMPERATURE for thrust setting of... 49C. Approximately. At that limit N1, the engine will meet the thrust it normally is max rated at, 115,000 lbf, but the RPM will be much lower, the EGT will be lower, and the engine fuel flow will be massively lower. Runway performance, as the plane is still obtaining full thrust, will perform as it would with full thrust ,the V-speeds remain for the standard full thrust case, always. The RPM will be lower than the normal CLB setting, and can remain at that setting, but will be providing around 20% more thrust than CLB normally does. If that seems amazing, we agree!
Pratt & Whitney, makers of dependable engines. They may not be quite as impressive as an R-4360 28 cylinder 4 row cob engine... but they are pretty neat.
CFMI CFM56-5B, the engine of the A320 series. Most widely used jet engine, ever. Just under 34,000 built, replaced by the CFM LEAP engine. The LEAP is 15% more efficient than the CFM56, but we can change the CFM56 efficiency by an expected 30%, which will make it more efficient than it's replacement. The good news, when we get our hands on a LEAP, we can improve that engine as well by about... 30%. As good as the LEAP and the GEnx are, they are still using classic aerodynamics, we are applicable to every turbo fan engine that has been made from 2.3 by-pass ratio and above.
CFM56-7B Fanblades,, up close and personal
A fun presentation of the removal of the fan case of the engine. This includes the front bearing and the fan frame that takes all thrust loads from the N1 components. We modify the fan, we do it in 2 hours with 2 engineers.
A fun presentation of the removal of the fan case of the engine. This includes the front bearing and the fan frame that takes all thrust loads from the N1 components. We modify the fan, we do it in 2 hours with 2 engineers.
Doug McLean, former Boeing aerodynamics expert.... making his point on the misconceptions that remain in aerodynamics.
Was co-worker with Dr Rose, good people.
Krzysztof Fidkowski, showing the erroneous theories that are used; making his point on the misconceptions that remain in aerodynamics.
This is worth listening to and understanding what he is saying
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