How Jet Engines Work - Cirrus Vision Jet Engine | Williams International FJ33-5A Fanjet Engine
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- Опубликовано: 26 апр 2024
- Let's look inside how a jet engine works using the Cirrus Vision Jet engine model!
During my training for my Cirrus Jet SF50 type rating I found this excellent 3D printed model of a Williams International FJ33-5A jet engine.
** CHAPTERS **
0:00 - Intro, Specs
0:23 - N1 (low pressure) and N2 (high pressure) systems
0:48 - Bypass System
1:40 - Ignition System (Starting the the N2 System)
4:02 - N1 System Activation by Exhaust Gasses
5:12 - Centrifugal Compressor
5:42 - Bleed Air System
6:06 - Reaching Idle RPM (Low 50's % in Williams Engines)
6:52 - Tower Shaft & Permanent Magnet Alternator & FADEC Power
7:30 - 8% N2
Tour the Cirrus Vision Jet Training Center: • Inside Look at the Cir...
** Read my articles on the Cirrus Vision Jet **
Cirrus Vision Jet G2: tinyurl.com/VisionJetG2
Cirrus Vision Jet G2+: tinyurl.com/VisionJetG2Plus
Cirrus Safe Return: tinyurl.com/CirrusSafeReturn
** More Info on the FJ33-5A Engine **
Williams Fanjet PDF: tinyurl.com/WilliamsFanjets
Williams FJ33 Wiki: en.wikipedia.org/wiki/William...
Williams Products: www.williams-int.com/products
FAA Certification: www.flyingmag.com/faa-certifi...
Awesome reddit user's FJ33-5A 3D printed model: / williams_fj335a_jet_en...
** More Aviation Writing: personalwings.com ** 
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Nicely done! Funny, I had an entire semester on jet engine design in college and at the end we ended up with no clue what parts actually made up the engine but could tell you all the math behind it. A video like this should have been shown on day one of the class! So I assume N1 and N2 are geared together?
Thanks. With the Williams engine N1 (low pressure) and N2 (high pressure) are not tied/connected together. The shafts are co-linear with one inside the other, and rotate in the same direction. This is the one drawback of this model, it has them connected. The N1, in this engine, spins at approximately 40 % of the speed of the N2. In the case of the Pratt & Whitney (PWC) turboprop engines, the N1 and N2 are counter-rotating.
This is a fascinating video and solidified my knowledge of turbine engine operation. The shafts are CO-AXIAL.
I also took a turbomachinery class because I was so fascinated with gas turbines. I was warned to not do so because it wasn't an easy class, but there was no way to pass it up.
But I don't understand how the air passes through those turbines when the slots of the turbines are small and moving
I used to work at Williams in the 80s in Walled Lake Michigan as an A&P mechanic rebuilding auxiliary power units and cruise missle engines.
That must have been a cool job! I know a number of folks at Williams, and it is a great company. I love flying jets with the Williams' engines - from the Cirrus Vision jet to the PCk-24. My apologies for turning the engine the wrong direction, I was standing behind it and trying to finish the video.
Nicely done.....the English man who invented this was pure genius.
Informative! I was a jet engine mechanic in the Air Force and had the pleasure maintaining the GE-F110 and several other turbofans. I had some questions regarding centrifugal compressors and your presentation helped me to understand. Thanks, stay blessed 🫡
Thx for your service and appreciating this video! Blessings to you, too!
Commander Ricch. I want to thank you for your fundamental explanations of the operation of the WILLIAMS FJ 33 5A. turbine CAMBIO ! . (over) LUIZ.
Thanks for your comments. We hope to improve with other videos. One minor error was rotating it in the opposite direction :) We have others planned. Rich & Tigre.
Nice vid. You won't believe how many pilots don't know the difference between a turbine and a compressor.
This is incredible. I had no idea how any jet engine worked and this was a fantastic introduction. Very thankful you take the time to make these videos! I’ll be watching more
We are glad you enjoyed the video. We have a variety of aviation videos and will be creating more. If you have a specific topic let us know, and perhaps we can oblige. We fly a number of different piston, turboprop, and jets -- and we enjoy sharing our passion. Rich and Tigre
Finishing up my instrument rating in an SR20 today but I love watching the Vision's go in and out of the airport. I'd love to get the chance to fly one. Great video!
Nick - congratulations on your instrument rating. We have some more Vision videos in the works on flying various approaches which you might also find interesting. If you subscribe to the channel we will let you know! Rich and Tigre
@@PersonalWings Thank you! Your channel is right up my alley! Jets, Amphibians, and some Acro. Love it!
@@TBLightning12 Thanks Nick! We are fortunate to fly a large variety of aircraft (over 100 models) and I also write for Twin & Turbine magazine. You may also like my review of the Icon A5 when I did my transition training: personalwings.com/airplane-cross-country/icon-a5-review/
Amazing!
Thanks!
I saw your video on Facebook and I knew that in one and then two pressures meant that they were on different shafts but I had to come see this video to double-check and that is yet another mind-blower it's like a turbo inside of a Turbo
Glad it makes more sense! Yes, the self-driven aspect once ignition and sufficient N2 speeds are achieved is very impressive.
Well thats one little beast for sure. Nicely explained, thanks!
Cirrus has a great design with the Vision Jet and Williams International produces an elegant line of engines that are very efficient. We will upload additional videos, subscribe and stay tuned.
thank you for (eventually) spinning the engine in the correct direction!
It was late at night, hours after everyone else had gone home and I was trying to finish the video- after several takes by myself. I was glad to get it done, go to my hotel and have dinner , then study for the next day :) It was a busy Vision Jet training program.
Cool video, be interesting to know the air temperature coming from the end stage compressor.
Really enjoyed the video thank you! I work on Honeywell TFE 731s and it took me a few months to figure out how a turbo fan engine works but they are fun to build
Thanks! Glad you enjoyed it. They are quite complex pieces of machinery, but I can imagine with enough time they're like anything else one learns.
Thank you very much for sharing your knowledge . Grat presentation .❤
This is awesome. I loved your art of teaching.
Thanks so much!
A great explanation, thanks. Previously I put all this down to magic. Stators - I never knew how clever they are
Very well explained.
Congratulations!!
Thanks! Appreciate it!
Excellent commentary
Excellent explanation! Thanks for sharing your wisdom with us! God bless!
Glad it was helpful!
I love videos like this one, for a complete beginner such as myself, they are extremely educational.
Thanks for the comment! We try to educate, and entertain a bit :) On our YT, TikTok, and Instagram channels. we made a few minor errors in haste, but they aren't too important.
Very well done!!!!! Explained everything so clearly!!!!!!!
Thank you! It helps me to distill it so I can pass my check rides and type ratings! Glad you enjoyed. Any other aircraft systems you'd like to know about?
@@PersonalWings you could also maybe do the vision jets fly by wire system?
@@Mattblackaviation787 The only fly by wire system in the Vision Jet is from the Thrust Levers to the engine FADEC. When you move the Thrust Lever you are sending a signal to the FADEC for power. The auto throttle system is also integrated in the electromechanical movement of the levers themselves. All of the flight controls are mechanical, through a system of pushrods, pulleys, and cables. The auto pilot and trim (AFCS) use servos that move the controls.
We will look into a video on the controls, which would be cool to make. Rich and Tigre
@@PersonalWings That would be great!! Did not know that the vision jet used mechanical parts for the flight controls. Thanks!!!!!
@@PersonalWings rotating wrong derection😂😂😂
Great demo!
Great explanation!
Williams International was just a mile away from were I lived in Commerce Michigan.
Super secure facility, since they also make jet engines for U.S. military aircraft and missiles.
Yeah, sensitive stuff for sure. Thx for watching!
Their new headquarters is in downtown Pontiac and it's really nice
Great video, engineers decide what’s N-1 and N-2 according to the engine model though. But you taught me several things about this wonderful engine, thanks.
Glad to help!
Getting into my final training at Cirrus and I have several thousands of hours in turbines. BUT I could never do an adequate job of explaining how it works. I do now. THANKS!!!
Thanks! It at least can give you a general idea on how the turbines operate. Enjoy your Cirrus training - we've been flying them since 2004.
Thank's for this very interesting tour!
Jenya, you are welcome. We have a number of others to post, so if you have subscribed you will be one of the first to know! Tigre and I enjoy creating them and hope it helps the aviation community.
@@richpickett yes , i'm subscribed. I made a fractional ownership company in Europe and i fly a piper m600 turboprop with garmin g3000 , pt6a-42a , I've done 205 flights 400 hours total time on it.
Awesome channel! Glad I found it.
Thanks Spaceman! We have fun producing them, and hope they are useful. We have a number of videos on our channel and a more to upload.
Thanks I learned a lot!
thanks! glad you enjoyed it
Well done!
Thanks. I did it quickly one evening, and there are a few minor errors, but it does seem to help explain the jet engine operation.
very cool explanation.
Thanks, we are glad you enjoyed it. I made a few minor errors in the haste to get it completed, but it is cool!
THANK YOU SO MUCH FOR THIS VIDEO
Glad it was helpful!
@@PersonalWings Honestly this video was very helpful to me, I am now at the stage of gathering information and trying to understand all the mechanics associated with the engine
I'm a big fan of airplanes and all kinds of engines and I try to make a primitive scrap engine with the simplest things possible and necessary for the success of this type of engine
I subscribed to your channel and it's really cool, thanks again sir
Omar from Morocco
Thank you
Amazing awesome impressive
Very nice sir
Awesome video 📹 thanks for sharing
Welcome!
@@PersonalWingsthank you so much
Thanks Great Video
Faiz we are glad you enjoyed it, and hope you will find our other videos enjoyable --- and tell our friends :) Rich and Tigre
I have noticed that smaller jet engines such as this one(but not as small as micro turbines or an APU) use a hybrid axial-centrifugal compressor. That seems to provide the best efficiency at that size as opposed to just a pure centrifugal or axial flow compressor.
The HP is small, so we can use a big centrifugal compressor. Small * Big = fits. Centrifugal is limited to 1:4 compression. I think that big jets have 1:64 over both spools. So HP needs 1:8
That’s a man who know his shit
Thanks Minh. We don't profess to be aeronautical experts, but we have fun and try to help educate others.
nice
I like it.... 🙂
Thsnkz ,,sir,,
Most welcome
Thanks
You are most welcome! We enjoy sharing our aviation experiences here and on TikTok and Instagram as well
someone said if you cant explain some thing that you do you should study it more you did very well
Thank you, Seamus. I definitely enjoy learning all I can about aviation! Be well.
I like simple!
Even I could understand that. 😆
Yes! Glad to help it make sense!
I was under the impression that n1 & n2 counter rotate to cancel out gyroscopic forces. Thank you.
Hi CG the Williams actually have both shifts rotating in the same direction . The PWC PT6, for example, does have two counter-rotating shafts. We will post videos on that as well. Subscribe and we will keep you updated! Rich and Tigre
@@richpickett Thanks.
Guys, what's with that lpt component right before mixer ?
Not sure what you mean by "mixer".
@@PersonalWings Mixer? I don’t think I wrote that in my question.
Interesting. As soon as you mention stators and rotors I start thinking of Induction Motors. Leaving aside the question of battery weight for a moment, I wonder if an auxiliary IM can be included in the N2 system to augment thrust.
It never hurts to look at possibilities! Even if one fails, it can open the door to others - that is how innovation works. A lot of work is being done on electric aircraft propulsion, many will probably fail, but some will succeed!
@@PersonalWings Thank you sir. Absolutely! Fail your way to success is a time-honoured methodology, and shared between like-minded people trying to nut out the same problem it can lead to amazing breakthroughs. Thank you for affirming.
I would need to run the math, and also understand the effects of stress and metallurgy, but turbofans rotate at about 14k rpm max, while IMs max out at 50k rpm.
The propulsive force is driven predominantly by the expansion of gases in the chamber granted... nevertheless... in regulating what is essentially a continuous explosion, the stator/rotor setup could be augmented via an IM, given the increased rpm. How exactly it would achieve that, and do that within the structural limits of a turbofan is beyond my knowledge currently.
@@yggdrasil9039 You are welcome. The turbofans actually rotate much faster - in this case the N1 at approx. 22K RPM and the N2 - > 50K RPM. The Williams engine utilizes a single forged titanium fan blade and disk assembly 'blisk' that enables the high speed --- very cool.
Fire is started
Agradecido por su explicación , ahora una observación : en algunos modelos o maquetas indican que el eje de alta presión gira en sentido contrario al de baja presión y me imagino que es para cancelar el efecto giroscopio y así facilitar el gobierno del avión pero no logro encontrar ninguna confirmación sobre está suposicion
La contrarrotación sirve para anular cualquier efecto de torsión. El motor real en realidad gira en la dirección opuesta. Simplemente estaba haciendo girar el motor para mostrar el movimiento. Gracias por ver nuestro canal.
❤
Hi how the air flows from the blue coloured cf compressor to the ignation?
dark blue centrifugal compressor? it flows up and back weaving it’s way into the annular combustion chamber where the fuel slinger sprays fuel and it’s ignited.
@@PersonalWings Thank you do you guide on how to build an engine for drones.
Do these engines have replaceable journal bearings or do they use roller or ball bearings?
Are the co-axial shafts independently supported or does the outer one simply ride on the inner shaft with, I suppose a high pressute oil film?
Werner I know the bearings are replaceable, but don't know the specific type. It is an amazing design with high reliability.
I would really love to build this myself, could I please get a copy of the STL file?
could i know Jet Engine's turbine made by superalloys？
Hello
I had a question
In the fj44 engine, the three-stage medium pressure compressor is welded together
If there is damage, will the whole piece be thrown away?
In engines with a single forged disk, sometimes called a blisk, if there is sufficient damage the entire component must be replaced. Depending upon the extent of the damage, it can be repaired by blending the damage. In other engines with multiple blades, they can be individually replaced. For example on a PT6-42A turboprop there are50+ segments and each one is $2,000 , so it can be cost effective to only replace the damaged component.
Have you seen the Williams International RUclips page?
I have, they have some limited content on their corporate channel. I fly a number of jets with Williams' engines and am amazed at their technology, and performance. The company is also great to work with.
Very good video. Do you or anyone on this thread have any advice please on how to purchase a 3D printed Williams FJ-5A engine. Thank you in advance for any suggestions anyone may have.
No one can contact the OP and get the STL file
what made the fans rotated?
Accessory gear box starts it and then decouples once appropriate speed is reached and then is self generating as long as fuel is being combusted.
I am still at a lost to understand how and where a jet engine creates its forward push. Obviously the power is created in the combustion chamber of the jet engine, but at what location in the jet engine is this power transmitted as a forward push?
Think of how a typical cooling fan works. When you hold your hand in front of it, you feel the wind blow, right? Well that's basically thrust. Since every force has an equal and opposite reaction, thrust creates movement opposite of where that felt wind is pushing which moves the object - in this case a jet. The cooling fan doesn't move since it's fixed with a sturdy base and the thrust generated isn't that great. But a jet engine does generate a lot of thrust, enough to move the weight of the airplane and accelerate to achieve lift.
Thrust in a jet/turbine engine occurs in two parts.The N1 fan (front fan) spins fast enough to produce a good amount of thrust just from it spinning. Then you also have the exhaust pressure from the controlled explosions of the Jet A fuel that also contributes some thrust, or push, to make the jet move forward. Hope that helps!
@@PersonalWings came here to ask the same question 😂 So just to clarify the air that is being pushed by the large fan in front through the bypass as well as the exhaust coming out the rear provide power in combination?
@@jasons086 Jason that is correct. The bypass air can provide between 30 and 70% of the total thrust in a modern bypass turbofan. This one one reason they are more efficient than a turbojet and quieter.
@@PersonalWings Thanks for the quick response! Really great video and explanation!
Wow, wo have 3d design file sharing ?
We don’t, it was made by someone else
You can always spot german style engineering when things are beautifully simple. But that is amazing how fast the high spools rpm is. 330 times per second? Jesus.
What I'm confused about is, if the right engine turns off then the left engine turns on, what should I do, do I have to turn on the APU?, or am I forced to make an emergency landing during flight?
Are you multi engine rated? Pilots are trained to fly multi engines on one engine. Performance is degraded in pistons, but most jets are high powered enough where you’ll want to land soon, but can address it with a little more patience.
Why uses a mixture of axial and centrifugal compressor? Called "diagonal" compressor
Gustavo, I'm not an engineer however I assume it is to optimize the air flow direction for the specific purpose. Axial compressors can have multiple stages, while centrifugal compressors cannot - since the airflow of an axial compressor is linear and can proceed to the next stage. I did find a very cool briefing from NASA that might help - www.grc.nasa.gov/WWW/k-12/airplane/compress.html
Whats the reason for having 2 types of compressors, why cant you use only axial or centrifugal while still keeping a section on its on shaft? Nice video though!
Each compressor is optimized for its function. Combining both allows the engineers to use different ones for each stage/stage. Here is a good reference link: en.wikipedia.org/wiki/Gas_turbine_engine_compressors
Centrifugal compressors are the oldest types of compressors and were the only ones used at first.
Cara kerja nya sama dengan mesin konvensional
Masuk, kompresi, usaha(kerja) buang 👍
I like the Vision Jet but my one concern about it is the jet engine being over the cabin and fuselage. If you have an uncontained engine failure and passengers, they are likely to take shrapnel to the head and chest. Not to mention the V tail most likely receiving damage and making the jet uncontrollable.
J.R. I've never read an incident of an uncontained engine failure with the FJ engines, it might have happened but I can't locate any. The Vision Jet engine is actually set well behind the cabin at the aft of a long intake. The forward face of the engine (the N1 Fan) is approximately 14 inches aft of the pressure bulkhead. With any uncontained engine failure, you risk airframe damage. The aft mounted engines on a number of jets, could cause damage to those rear flying surfaces (horizontal/vertical). In the case of tail mounted engines (tri-engine Falcons, Boeing 727, L1011,DC-10) since they are embedded in the empennage/tail they also faced the same risk. The Vision jet does have a thermal shield that is capable of fire resistance for 15 minutes, plenty of time for the two fire extinguishers to put out any engine fires. Rich
@@PersonalWings, I’m not aware of any uncontained engine failures either. The way the engine looked though it appeared that at least the fan blades may be somewhat in line with the rear portion of the cabin and thus my concern. I also understand what you said about every jet being at risk for the tail section taking shrapnel in an uncontained or even in some cases, contained engine failure. What concerns me with this Vision Jet though is the V tail. Take for example the Beechcraft Bonanza V tail version of the plane. The V tail does offer some advantages over more traditional tails, but it does have some disadvantages too, mainly that if a V tail receives damage it can make the plane or jet much more difficult to control. The parachute is only recommended at no more than 130 knots I believe although some reports in the SR 22 or 22T have said the chute has been pulled as high as 180 knots but the jet flies a lot faster and would in turn be far more difficult to control as well if the V tail took damage at higher speeds. Granted, it has not happened yet. At least to my knowledge. And I’m not suggesting the jet is unsafe. Quite honestly, I think that it actually is one of the safest jets made today. But with my initial comment, and maybe it’s simply due to me not being properly educated about the jet, those were my initial observations and concerns. But again, I really do like the jet and if I had the money, I would consider buying one so this is not a knock on Cirrus by any means whatsoever.
@@j.r.777 J.R. The front part of the engine is at least 14 inches from the rear bulkhead. I have a photo but I don't think I can post it here. I may also upload a video that shows the aircraft in maintenance with everything open, which is very cool. We also have a video that shows the chute deployment in the simulator. It is dramatic! My upcoming article in our June 2022 issue of Twin and Turbine magazine goes into detail about the chute. We love questions, so always feel free to ask or discuss! Rich and Tigre.
@@PersonalWings, thank you for the response once again! I was unaware of the fan blades being that far back. That actually makes me feel much better. I look forward to your June 2022 article and will check it out! I wish every plane or jet came with a chute!
On a side note, why can’t commercial airliners? We have older NASA rockets, Space X rockets that do and at greater velocities than commercial airliners. I’m
Assuming they don’t because of velocity and weight and a majority of pilots training to simply divert and land with almost all maydays but it still has always had me wonder why not? I can testing and certification costs through the roof also play into that as well.
Can any piston aircraft be fitted with a chute though? I know Diamond Aircraft made claims they are safer than a Cirrus and I heard mixed reports of them eventually being fitted with chutes but know that as of right now they don’t. I know Sling aircraft can also come with chutes too but other than them and Cirrus, those are the only ones that I know.
Is that the actual size or scaled down?
jaja! totally scaled down.
Does anyone know where to find the print files, to 3D print this model?
I pasted the reddit post where the original was created. He said he'd share them with anyone who asked.
I learnt that the FJ-33 has a trip lever at the LPT that when triggered, will cut off fuel to the engine. What if this happen during flight?
It does have the capability, it is designed to sense unusual vibration of the shaft. It will cut off fuel and the engine will cease operation. In the case of multi-engine jets, you still have the other engine. In the case of the Cirrus Vision Jet - you have the parachute (CAPS).
Great video. One slight clarification for you. The trip lever is intended to shut the engine down in the case of failure (separation) of the LP shaft. If the fuel is not shut off in time, the LP turbines will driven to speeds exceeding their structural capability. This is because the LP shaft is no longer driving the LP compressors.
Interesting, is this a common protection mechanism for twin spool engines?
Affirmative for engines in this class.
Can we metal cast the 3d printed files and make the engine run ? Is IT feasible ?
No, for multiple reasons. firstly the model is not accurate (the N1 and N2 shafts are connected in the model, and not in real life, for example). secondly the metal would not be able to withstand the temperature and forced needed to run. thirdly the tolerances of 3d printed castings are far too low for a jet engine to work.
Guys, what's that grey component after lpt and before mixer (looks like stator)
@@ingunnbollestad that's a gear for the starter and the generator, I think
@@KingJellyfishII thanks bro.
@@crewneckdeath6801 np np
Does anyone notice he is turning it in the wrong direction?
Reverse flow combustors are a thing lol
I’m sure he knows if he looks at it. awkward little cutaway
At first, but then he turns it in the right direction.
Yes, great catch! There is only one way it spins in the real world: catching the wind.
He only did it in the beginning
I saw one for sale with 150hrs for $275,000.00. What do they cost new?
No one knows but close to $1 million if I had to guess.
You never explained what that last set of blades does, the one at the far right (your far left)
Those are turbine stators I believe.
Is it possible to make a small jet engine at home? Please reply
sure it is. will it work is another issue.
❤❤❤❤❤❤❤
Thanks !
Very nice sir hi ji
Thanks Kailash.
If it has a bird strike, those engine are going to be screwed because of the Turbo like intake at the high pressure system
All jet engines must be tested for bird ingestion (when the bird hits the fan!) and to be certified to maintain a certain amount of power. They litterly shoot bird carcases with an air gun into the intakes of the engines for testing. Unless you have a number of birds simultaneously hitting the engine, example: Miracle on the Hudson - Airbus, the engine can handle it. If you do hit a flock - all bets are off! That would also be the issue with other aircraft, as well as penetration of the windshield, radome, etc. I've seen very serious damage to planes from bird strikes.
how can it run 50000rmp and 20000rmp on the same axle
The englne actually has two shafts - one inside the other one, in this way the N1 and N2 are independent and can operate at different speeds.
@@PersonalWings it makes better sense,, but are they coupled with gears between them so they rotate in different directions
@@gertkristensen6451 They aren't connect by gears, using the design of fixed stators and the airflow they will rotate with different speeds. There are several turbofan references that might help as well, including on Wikipedia.
Do you know what scale the model is?
Nick, the model is approximately 50cm and the real engine is 97.6cm. The person who made it, and did a great job, posted on Reddit in 2020: www.reddit.com/r/flying/comments/e8rhus/williams_fj335a_i_modeled3d_printed_for_my_dad/
the Bearings for the shafts ...
50,000 rpm hope they
last ..
Apparently they do. The overhaul on our engines is 5,000 hours. Some parts are replaced at midlife, but they vary depending upon the engine model.
and there are ball bearings everywhere, right ?
Surprisingly few but very high tech to handle the high speeds and temperatures.
Is this the actual size of it? I ask because prior to the GFC Williams were involved in a $100m failed engine development of an engine called the EJ22 that Air & Space magazine called the little engine that couldn't. Although the EJ22 was triple spool this engine reminds me of it.
If the EJ22 succeeded it might have been the end of piston engines, such were its lofty goals. IIRC the design brief was to deliver fuel economy, cheap acquision and low cost maintenance from a jet engine aimed at the sub 15,000' flight regime GA market.
It failed because it was diabolically complicated, wouldn't start, was appallingly susceptible to hot and high airports (being unable to produce half its rated 770lbs of thrust) and the GFC.
.
No this is a much scaled version, can't recall how much. Though. Our reality is only created from failed dreams!
it still does not make sense to me, how can fuel mist make the fan blow air?
Light it on fire, then the resulting combustion produces a lot of hot air. In addition the reparation of the fan (N1) produces pressure behind it that add thrust and also provides bypass air.
Had me stumped until I worked it out. Then he started turning it correctly.
Nice model, but it seems like the high pressure turbine and also the low pressure turbines are installed backward.
How do you reach that conclusion (beyond Rich turning it backwards 😜)? Look at this FJ44-4A model and you'll see the fan, stators, and turbine blades all slant from a Top Left to Bottom Right orientation: forums.x-plane.org/index.php?/forums/topic/247012-williams-fj44-4a-full-authority-digital-engine-control-fadec-controlled-turbofan-engines/
@@PersonalWings The orientation is ok, but the foil are reversed.
에어필터구조가흡사
달팽이관 소용돌이배분방식과닮아있구나
Orange turbine blades are reverse printed, they sould be moved by fluid, not moving fluid ..
Aren’t those turbines on backwards?
It is a model, and it actually spins the other direction. I'm just rotating it to show the movement.
Just a different configuration of a PT-6
We may do one with the PT6 turboprop. I fly those in the PC-12, TBM, Meridian (M500/M600). It would be fun!
Nice model for to make understand.but some turbines are fixed.
Which ones? What applications?
@@PersonalWings meaning they are fixed on the casing.they don't move.they do not propelle
@@ZainuDeen-os6ck By its definition a turbine has to rotate. Are you talking about stator vanes? Those are fixed to help control and direct airflow.
Is that really how it works? I thought all the compressors were on the high speed axis, not tied to the fan.
Dan it is how a bypass jet engine works. The N1 fan (in this engines) rotates at approx. 22K RPM and the N2 (hot section) at 53K RPM. They aren't 'tied' together but rather rotate separately and each one is a compressor. The N1 compresses the air (and other functions) that helps to accelerate N2.
@@PersonalWings but I'm pretty sure the compressors are on the high speed shaft in other turbofan designs, that's why it seemed odd. I'm aware there are two shafts
Nice 3d printed model of G.T.E. turbofan you've got there sir. But I think the N2 HIGH PRESSURE TURBINE and the N1 LOW PRESSURE TURBINE were facing in a wrong direction they're Upper chamber are on the front instead of the lower camber of the airfoil/blades
We realize that the model may have errors, however the person who did it --- from simple drawings no less, without access to technical specs - did an amazing job. Just think what he could have done if he had the data!
Turning the turbines the wrong way the whole time. My OCD gave me anxiety lol
Correction: turned correctly at 5mins hahaha
We know :) We made the video late at night after a long day training. Our primary goal was to show the basic operation, we missed a few other items as well.
@@PersonalWings I forget to write, great video btw. :). Thanks for the content. :)
@@KienDLuu Thanks! We also have a number of videos on our TikTok and Instagram channels, along with some interesting ASMR! Rich and Tigre
wear is be oiléd Pumpé ¿¿¿¿
อะไรคือแหล่งพลังงานเครื่องยนต์ในอนาคตเซลล์เก็บพลังงานความร้อนระบบคลื่นไมโครเวฟ
turning the wrong way?
yes, the blades bite and scoop the air
Apparently the EJ22 didn't have individual blades but was made as one piece to have fewer parts. Unfortunately it was never released as a product. Despite being gov funded with 37.5million dollars. Pretty big fail by all involved.
I don't know if you can characterize it as a big fail, since they learned a lot from the process and moved forward to produce some amazing, and successful, products.
@@PersonalWings they haven't produced jack. FJ44 and 33 already existed, they failed to produce anything from getting 37.5million for free. Even after 20 effing years. All they can muster is obtuseness and overpricing. They were tasked to help pathetic GA progress with a small turbofan jet engine and they delivered nothing. It's a massive failure on their part. A crime against humanity no less. People are out there flying crappy bonanzas, paying 300k for WW2 aircraft because GA is garbage. Williams was paid big money, tax payer money and they did nothing.
And the whole time you turn the engine backwards it’s hard to you probably know what you’re talking about but a lot of people are gonna look at it and wonder why you turn in the engine backwards ! Gary k
Yes, I rotated it opposite of how the N1 rotates (counter clockwise). Only pilots will know it's backwards.
Tenho um projeto de câmara de combustão para motores a jato muito mais eficiente de que essas aí, só não tenho dinheiro para produzir.
Talvez entre em contato com uma universidade local e converse com seu departamento de engenharia mecânica. Eles podem ter algumas ideias! (Perhaps contact a local university and talk with their mechanical engineering department. They may have some ideas!)
Gas oil