Thank you so much, Brian! I’m participating in the 2023 NASA Dream With Us, and your videos gave me plenty of ideas on what design to choose. I really love what you do, and I always learn a lot! You’re a lifesaver, for real!
Absolutely great video! I'm an aerospace engineer and was the original mechanical design leader of the GEnx-1B fan blade at GE Aviation in Cincinnati. The video and appreciation of it in the comments are really amazing and I'm glad to see so many people interested in it. Working with the great team at GE on this project is my proudest and most rewarding career highlight so far. There is so much engineering and amazing testing on all these components that they could each be their own video. Watching the CFAN team in Texas do the hand layup of the hundreds of carbon prepreg plies for each blade in this video brought back great memories. Just a couple suggestions if you want to incorporate them: First, the actual spelling is GEnx (not GEnX or GENx). Also, the LP system (fan, booster and LP turbine) are all on the same shaft and spin CW (as viewed from the front). Some of the animated cross sections in the video appear to show the booster and LPT spinning CCW. The HP system (HPC and HPT) are on the same shaft and spin CCW. It's a counter-rotating concept, unique to the GENx for GE turbofans and was intended to increase performance and reduce parts count. It's the only GE commercial turbofan to have the LP system spin CW. Some mention of the fan blade out requirements might be warranted. Fan blade out loads play a large role in sizing all the primary engine structures. The unique carbon fiber fan case of this engine is sized strictly to contain this event and keep the blades from leaving the engine Moving from 22 blade to 18 blades as mentioned was a concern on how big the blade out loads were. The fan blade out test required for certification is the most severe test there is and of course pretty much destroys the engine. Thanks for the great video and sharing the amazing engineering that we can do when we we put our minds, energy and passions to it.
I've been watching your videos since I was a senior in high school, now I'm a senior in aerospace engineering and you made a video on a jet engine I've worked on during one of my internships. Feels really cool and I even learned some things I didn't know. Commercial aviation is definitely underrated, they can sometimes be a lot cooler than military aircraft because of how extreme the competition is.
This is true. Extreme in a different way. Military aircraft usually just go for maximum performance but commercial aircraft shoot for maximum efficiency and maximum subsonic performance.
I go to a school that specializes in aerospace engineering and everyone usually goes for the Astro track and not aero, and many of the aero kids want to work on military aircraft. I love this because it leaves less competition for me to enter the commercial engineering field >:)
During my intership days, I learn to use computer and had to push cart in a manufacturing factory 😞 In know a youtube channel called "Tanner tech", he seem to be someone who can work on jet engines during his internship.
As a current 787 pilot, this video is fascinating and so well presented. Really impressive how complex systems and tech are explained so clearly, and without any dumbing down. Well done!
Yes indeed, have not seen anywhere else a real overview of the developments. Have always assumed it was just more carbon fiber and improved engine efficiency, but it’s so much more. Very interesting and the level of detail is very much appreciated.
I'm just a lowly 737 guy. While I agree that, for the most part, it's a good video, the glaring error at around the 13:15 mark isn't.... good. He states that the fan, compressor, and turbine blades are all on a single shaft rotating at the same speed. I'm sure you know what N1 and N2 are, so I'll just leave it at that.
I don't care if this is an old meme, I love it whenever I hear technical explanations use it! I'm an architect and I love describing some of our construction practices at the firm I work at with that word if I can lol
I know a now-retired engineer that used to work for GE Aircraft Engines. He said that you’ve never seen a room of grown men, many with advanced degrees, turn into 9 year old boys faster than when they were doing bird strike tests with an engine on the test stand.
You make this plane look like it is the most amazing thing to have been created by humanity. Seriously, your videos sometimes make me almost want to become an aerospace engineer, but then I realized that I'm terrible at maths and physics
I work on these building these planes and see the 787 every day. It takes many people with a wide skillset to build them and only a small portion are involved with design of them (especially now that it's been 10+ years since the first one was delivered). Being intellectually curious and determined is more important than math or physics ability.
A couple of small corrections: At 3:25 - an air starter doesn’t feed air “directly through the turbine section”. It feeds air to a separate small air turbine that is geared to the main shaft to spin it. It is just like the cartridge starter, except the starter turbine is fed compressed air instead of combustion gases. 17:13 - the term is pressure ratio, not compression ratio. Compression ratio is a piston term and is a volumetric ratio. Pressure ratio is a jet engine term and is just what the name says. You use the correct terminology later in the video. People may think that they can compare these numbers with piston engine compression ratio but they can’t be compared directly. They describe different things.
@@jameswang7362 well... 11like no, wrong awnser you do if it was a long landing you or the engines are not decellerating, press that TO/GA Button. also known as a a deliberate act touch and go's
Being a Veteran USAF firefighter, you are extremely informative. Love this channel. We encountered hot brakes many times a month. I have seen the tires explode sending the rim more than 1,000 ft.
I’m just amazed by the amount of information that you had to scour through the internet and the number of scientific papers that you red to create this video. Well explained thermodynamics, great covered of polymers and materials, and design engineering. As an engineer, this totally deserved an award.
I completely lost it and nearly spit out my drink at how casually and professionally you managed to say "yeeting a dead bird into the engine." Well done sir.
I remember I was so hyped to fly on this when I went to Europe for the first time. Those big windows, and I had snagged the emergency row with the extra space. This whole series has been excellent. I will make sure to watch the rest on nebula as well.
I just flew in a 787 for the first time today, and I kept remembering different features of the plane that were described in this video. I was amazed at how quiet and comfortable it was due to the significantly reduced noise profile and higher cabin pressure allowed by the rigidity of the carbon fuselage. This video provides a stunning look at the 787 and the GEnx engine that is truly inspirational. I really appreciate your videos and the respect you have for the engineering and technology!
3 года назад+40
Aerospace engineer here. Great overall work with the video! Just have one thing to ad, at 13:10 it is stated that there are only one shaft in the GENX. The usual configuration for turbofans are two or three shafts stacked. In the case of three shafts (which looks like is the case here from the low pressure turbine config due to the slightly larger gap before the last low pressure turbine) connecting the HPC-HPT, LPC-LPT1 and FAN-LPT2.
It's a 2 shaft engine. The low pressure compressor is on the same shaft as the fan (not clearly shown in the diagram). The only civil wide body jet engines that are three shaft are Rolls-Royce Trents (incidentally the RR Trent 1000 is an engine option on the Boeing 787)
3 года назад+1
@@EdwardPallett @Edward Pallett thanks for clearing that up
I flew in one of the Dreamliners from Vancouver Canada to New Zealand, The difference in noise, comfort and general exhaustion was very noticeable. I was dreading such a long flight, remembering flying to Thailand in an older jet more than 10 years prior. It was a breeze in comparison.
I agree. I flew from San Francisco to Singapore a few times on United's 787. The 17 plus hours on this aircraft was the best ever flight experience in my over 50 years of flying.
On October 24, 2021, my sister flew on a Dreamliner from Amsterdam to San Francisco. She didn't know what aircraft she was on because she doesn't care. I asked her if her flight was more quiet. She said no. She noticed no difference between the Dreamliner and other aircraft except when descending the pressure on her ears was less.
Dreamliner fails from the SC plant which now is all the production are known for problems with inspections of faulty seams door cutouts grounding and battery issues cockpit glass shattering and breaking much more then normal. These new efficient engines cause flight instabilities on modified planes like the max or the 777x which even scared the FAA who will not review them in flight after a flight test pitched toward the ground like the MAX. A hundred Dreamliners are grounded suffering from quality issues. Inferior titanium that passed initial QA. Oh forgot this weeks issue that affects all past and current dreamliners. The carbon fiber wings and fuselage are made with contaminated carbon fiber. Boeing has a sht show like the world hasn't seen in some time. These ultra efficient engines are huge as the high bypass design has those huge Turbines in the front. This cause modified planes to have to move the engines forward and upward with the edge neat the leading edge of the wing. This was why they use MCAS in 737max and something similar in the modified 777 the 777X. Most Airbus planes are much more recently developed with higher wings that provide proper clearance and are stable in flight. The Dreamliner if it was done properly is also a much more modern design but every one made has major issues. The people who work on the Dreamliner assembly line in SC have said in interviews, "I would not allow my family to fly on that plane". Regarding the insane engine...They are over-stresses as the huge turbine creates huge centrifugal force and bladed if not perfectly mounted, break. Boeing is replacing the shrouds that the FAA cited as being to weak to full contain a turbine failure.
I flew on the 787-9 from Melbourne to Vancouver a couple of years ago. I had the privilege of sitting in business class for such a long trip and I got to say, on take off, the amount of wing flex is incredible to see. It's so drastic. The plane is whisper quiet and you feel extremely comfortable inside with the cabin pressure being being higher than other airliners.
Me friend told me the first time he flew a sailplane with composite wings it was frightening him half to death. He said to him it looked like 10', at the tips. They definitely are not designed to act like metal wings. If metal wings DID act like that, they'd be separated from the fuselage in pretty short order. I hate it when that happens. Hell, even when metal wings hardly move, at some humongous number of cycles they start to crack, and weaken, hence metal airplane useful 'life' specs. It's called metal fatigue and I expect it happens due to, at best case, large crystal interfaces, usually probably just material weak points or manufacturing 'defects'. I expect that is one thing the single crystal blade does for you, that and it is strong. Multiply crystalized grain boundaries weaken things, and those are at microscopic levels.
@@AveRay_ true, anyone can be an engineer. Let me lessen the scope by asking how many people can be an engineer, that works in Aerospace specifically, and then at GE to be even more specific. Right.
@@GabeGettinRich eh, if I my career was that specific I would make a point to watch RUclips videos regarding what I help to make possible. He could be lying, sure, but I like to assume he isn't, and it isn't that much a coincidence
A lot of the improvements in blade design were made possible by modern supercomputers able to do advanced computational fluid dynamics and topological optimization (actually, this may also be a cool video topic)
When I worked in Metallurgy research towards this end as far back as the 70's it had to be done trial and error experiments. No supercomputers were around. Plain ol physical Metallurgy research my friend. And it got done.
Thanks for the great content! In my time as a contractor at GE in Cincinnati, I helped do CFD for those 3D-printed fuel nozzles and for combustion chambers of the subsequent products that built on the technology of GEnx: the LEAP and GE9X. They were insanely intricate and pushed the state of the art for jet engines. Predicting combustion behavior is also totally a black art. I was humbled by the absolute geniuses they had working on developing the statistical models that I fed into my analyses. @17:43 One nitpick about thermodynamic concepts, here: Maximizing pressure ratio doesn't "maximize" the amount of energy you can extract from the fuel... Adding heat through fuel burn increases enthalpy (H) *isobarically* with entropy (S); think about the 2nd leg of the Brayton cycle as drawn on an H-S diagram. Fuel has some specific energy and you could achieve the same dH for a given fuel mass, because we're still talking about the same specific heat, Q, being imparted to the working fluid. Compressing the air more just starts that process at a higher initial H, but that also increases its T, meaning you'll be actually able to add *less* heat before hitting your turbine material thermal limits. This still improves efficiency because the more the cycle increases H by compression than by combustion, the less fuel is necessary to make up the difference in total energy needed by the complete engine cycle. Thermo is fun!
Can you give me help on how you do CFD with what apps and techniques to develop the data into meaningful solutions. Long shot but please, chemical engineering student here
Several channels tried to get me to sign up to Nebula. This series just might have single handedly made me want to do so. Impressively well made content. Thank you so much!
There's also a few errors in the script. For example at 8:39 he twice says "aborted landing" when he means "aborted takeoff". Seems like this one was a bit rushed. But it's fascinating nonetheless.
What an amazing job done by real engineering! I just finished my Aircraft Powerplant Repairer course in the Army and the fact that you truly covered all of the important info precisely and concisely. Outstanding researching, script writing, and video making in general. Major props!
Before the B787 the B747-8 started using the same GEnx Engines and trust me as a Transit Engineer I have not seen an engine so robust, which requires little maintenance on line.. The difference between the 2 engines on 787 and 747-8 is that one on 787 is bleedless and the other on 747-8 taps bleed off the engine.. Great Machine 👍🏽
10:33 as far as i know kiloNewton should be kN instead of Kn kn and Kn are used for Knots sometimes so going with anything but kN is going to look more like something else
am I the only one who felt the narration is kinda all over the place in this video? Don't get me wrong, I like it a lot, and I get it's extremely complicated topic. But I was often confused. Might be a problem on my side tho
Correct it should be KN for kilonewtons but in areopsace engineering Kn actually represents knudsen number. Knots is usually represented as Kts to avoid confusion
The rule I learned in physics is that when it comes from a name it is capitalized. Newton (N), Hertz (Hz), Pascal (Pa), Becquerel (Bq), Ångström (Å), Ampere (A), etc.
Unbelievable. The engineering behind the fuel injectors blew me away. Also love the idea of getting rid of the bleed air system. A lot of creative thinking went into this. Game changer
@@joecmonteiro The 747-8 also has them, and you accidentally said 797 instead of 787 lol. Also, the GE90's fan diameter is only about 1.5 feet wider, whereas the GE9X's fan diameter is 134 inches as opposed to the GEnx's 111 inch-diameter, which is still only about 2 feet wider.
Yeah as Brian said in the video, they're about the same diameter as the fuselage of a 737. That's astounding. I guess it's hard to get a sense of scale just looking at video footage. All jets look about the same size in pictures.
Such turbofans have been around for decades; the bypass ratio has increased, and they've become more efficient, but still turbofans. My day job involves getting large commercial turbofans through the FAA certification regimen.
I flew in the 787 Dreamliner this month, and I shall tell you all... the experience is unmatched. You simply feel the difference the moment you enter the huge aircraft. The electronics, infotainment systems, futuristic washrooms, monochromatic windows, beautiful cabin lightings, and the perfectly smooth flight was just so insane that an enthusiast cant stand without wowing at all of it. The landing didn't even feel the same. The touchdown and braking system was so quiet and smooth, you would never want to get into another aircraft. After this insane experience, I just wish I somehow get to experience the same again.
Agree and just wanted to ad that i couldn´t believe making the dream come through when i discovered that the Dreamliner was on of my planned routes and matched pricing of more conventional aircraft. It is smooth and top notch engineering that combined gives a sence of new dimension when flying. Siting in a row located next to one of the gigant engines was just fantastic, a sensation of silent drag force unmatched.
I see a new one of these behemoths in the Air Canada hangar where I work every other month or so, it's hard to put into words how impressive and awe inspiring these planes are, even after working so close to commercial aircraft for so long I still regularly find myself being amazed by these machines.
Seems to be some confusion about the Nebula version of this. It’s linked in the description. It combines last weeks video and this weeks into a single video. It has about 8 minutes of additional content, mostly in the form of that TS diagram explanation.
I just finished watching the Nebula version. One statistic you didn't offer was the combined improvement in fuel efficiency of the 787 design using GenX engines. Perhaps I could go through and add up all the separate increases in efficiency you give throughout the video, but I'd rather you do the math. But I was also wondering: are there any synergistic improvements that come from the combination of innovations? I used to be a pretty good math student until I made the mistake of taking an honors trigonometry class at the Bronx High School of Science. My math grade fell from a 98 in geometry to a 70 in trig. Still passing, but it led me to waste my life with a career as a lawyer instead of a physicist.
As a Nebula subscriber, should I be watching my fave creators there instead of RUclips? Is y'all's income distribution of subscriber fees based on Nebula view time? If so, I guess I can watch you over there. But I'll miss all the ads. How will I know which industrial robot arm or metal 3D printing technology to purchase without my RUclips ads telling me?
Awesome video! Minor point, the chevrons on the fan increase the exit area of the interface between ambient air and fan discharge. Increasing the area decreases the shear which decreases noise. Think of a siren, it makes high pitch noise by shearing the air. We experimented with chevrons on an unnamed fighter engine with no real benefit in noise reduction seen (no comparison implied, different application). Fan discharge air reduces the shear between ambient air and the core by accelerating the air at the interface of the fan/ core discharge. Reducing shear reduces noise. BTW, loved the video so much I subscribed to Nebula.I learned a lot. Love this systems stuff. Also loved seeing "my engine" in the test cell in some clips.
Stop tempting me to go into Aerospace Engineering damnit, I've spent all my time focusing on going into Computer Science for University next year! Seriously though, the work that's gone into this series is incredibly impressive, out of all the youtube channels I watch, you're the one who's finally convinced me to grab the Curiosity Stream + Nebula bundle. I can't wait for the next video
Random fun-fact: Watching Book-Reviews on YT is Fun and can give you Recommendations AND/OR Warnings. Dominic Noble and Krimson Rogue are probably the best; oh, and Kappa Kaiju, but that one wouldnt call himself Book-Reviewer, i bet. All 3 epic RUclipsrs though; same for Jeracraft, when it comes to Minecraft-Buildings.
are airlines safe to fly in now days? I just flew to Turkey with my family i am from Los angeles California, and every time i sit in a airplane i think about all the bad stuff i have done in my life and how i could change things to be a better person and first things i think about first is my kids.... when airplanes have turbulence is it normal ? and also having severe turbulence could crash the airplane ? i have done a lot of research and read that its okay but not sure why im always scared of my love whenever i approach an airplane or ride in one
@@ranyshawket9253 No plane has been brought down just by turbulence for decades. Regulations are in place to ensure that the aircraft is robust. As pilots, we also endeavour to avoid nasty weather systems as much as we can, because firstly flying into a nasty is unsafe for passengers and crew, secondly it requires us to be extremely attentive to flight parameters. Turbulence will always be present. Sometimes we cannot see it and anticipate. Regardless I have full faith in the engineering of modern airliners as they are subject to extremely stringent requirements.
I find it quite interesting how with ever increasing bypass ratios, today's turbofans are increasingly becoming more similar to the propfan concept. I wonder if the two will begin to overlap in the future.
A Turboprop is a propeller attached to turbine engine though a driveshaft and gearbox. A propfan is a fan ( basically a propeller) mounted directly to the low pressure turbine of turbine engine.
Look up "Chrysler Turbo Encabulator". It kind of speaks to what you are saying there, among other things. Finish swallowing whatever you are drinking before you start the video, though. I've shown it to a few non technical types, just to see how long it takes them to catch on. Most engineers or techs/mechanics are laughing from the first 'explanatory' sentence. The one with the maintenance feature at the end is the best, and those search terms should get you there, because that is the exact title. With YT, you never really know, though. If you do, enjoy. :-) IIRC it may have been done by some engineers at one of the major companies, don't remember which, been too long, or maybe even one of the companies themselves, maybe even Chrysler. Nerd humor, but GOOD nerd humor. Crap, now I've got to go watch it again. The funniest part, for me, is they used to make a great transmission called a Torqueflite way back in the 70s. You'd ask people what the difference was and they'd just kind of give you the 'who knows' sign. They were good trannys, although my dad managed to split a planetary carrier on one of them. Leave it to him. Idiot proof and engineer resistant.
Random fun-fact: Watching Book-Reviews on YT is Fun and can give you Recommendations AND/OR Warnings. Dominic Noble and Krimson Rogue are probably the best; oh, and Kappa Kaiju, but that one wouldnt call himself Book-Reviewer, i bet.
in the begining he mentioned the air tahiti nui flight which was the longest flight ever which it wasnt, it was the longest domestic flight, the longest flights are 18 hours
This was a fantastic video that I'm incredibly glad to have stumbled across. Just the right amount of science and engineering speak to not dumb it down too much while also allowing lay-folk to admire the amazing engineering,
I love how the youtube algorithm is about 10 minute videos, while most of this guys videos are 20+ minutes yet he still gets millions of views just because all the stuff that he covers is super interesting and he organizes it so well.
One of the best video's on RUclips with detailed technical specifications, formulas etc. Airplanes and their engineering advancements fascinate me and i was aware of all these advancements with the 787. But to see a detailed compilation of each of those advancements in one video was awesome. Thanks to Real Engineering !!!
It’s amazing what people can achieve when they work together to meet and exceed requirements we set out for them. These videos have been excellent, thank you for doing them!
humans tragedies usually makes our survival instincts kick to adapt and innovate. This pandemic has forced us to innovate and develop technology so fast. The last time this probably happen where humans are forced to adapt and innovate was ww1/ww2. The greatest technological development that came out of that was the computer invention...then the internet
Sometimes I literally get shivers down the spine when I see how powerful knowledge and human minds can be. These people deserve to be known by the world and get recorded into history.
just wait a few centuries and you'll eventually get people who think it is impossible that humans had enough brain power to make these planes, and that these are _proof_ that they were designed by aliens.
Well understood presentation of the essence of way the GE engines on the 787 have evolved to produce solid provable increase of fuel efficiency and engineering improvements. Adaptive engineering(3D metal printing) producing the fuel injectors to reduce nitrogen in the atmosphere was fantastic. Thank you for a useful subject that the public should be aware of. Good job GE.
i love getting deep into the technical engineering of these machines. Sad so many ppl have no clue (or care at that) of what a major achievement of engineering accomplished
Hey man I just wanna say thank u I started watching when I was about 14 I'm now 17 and going into college doing engineering thanks to u inspiring me to become an enginner
I'm way outta my league here. Just how many math symbols are there? And has anybody ever created flash cards for them? Even an index. I'd want to give kids those tools.
I think the key to this channel is the vocabulary of “insane.” I don’t ever feel like it’s clickbait cuz everything here is always insane & I do indeed like insane
You’re talking about aborted landing when talking about dissipating energy and V1 but it’s actually aborted takeoff. I’m sure you know it and it’s just a slip ;) awesome videos!
Not drastically different from most APUs. No bleed air from the compressor, and it takes a different oil from the engines to aid in high altitude starting. Some subtle differences, but not really earth-shattering.
I understand bird strikes are typically found at lower altitudes. Usually during takeoff or landing or on a circling pattern due to whatever circumstances dictate at the airport. Obstructing the intake with bars or some sort of cone drastically reduces much needed air flow for thrust. However has any jet engine design company ever tried a device that could be only applied in these high risk altitudes and then they would be able to retract or move into a position that would not negate airflow? Now I am certainly no engineer I was only curious if this application had ever been considered or even tested. I know the SR-71 had a nose cone but that was obviously not meant for bird strike prevention. If anyone knows anything about this particular issue I would greatly appreciate a response. Thank you and great channel.
@@suzukirider9030 Max performance demonstration. These new plans are ridiculously powerful, and can climb out at rates you would almost never see in commercial use. There would be a lot of spilled drinks and pukey customers in the back. 🤣
Also captured me, thought it’s RC model at first or some computer simulation , after saw the RR logo who reminds me the powerful engine company , thank you very much for sharing
25:00 is it the same principle behind tapered train tunnel exits? Iirc, they add tapered concrete walls to the exits of train tunnel so that the air pressure wave, that is created by a high speed train moving through the tunnel, is dissipated more gradually.
13:30 Turbofans blade tips do in fact break the sound barrier. The whole point of having a cowling/duct around the fan is to eliminate the supersonic/subsonic fluid interaction that would happen in blade tips were open to the atmosphere. That is also why the tolerances are so tight between blade tips and the duct. If you look at the GEnX with a fan diameter of 111.1 inches, and fan rotation speed of 2560RPM, you'll see the tip speed is about mach 1.1
Great video, excellent detail. Minor correction: it's an aborted takeoff test, an aborted landing would be a go-around. It's executed at max takeoff weight, with brakes 50% worn, and thrust reversers aren't used, only spoilers and brakes.
I was blessed with the opportunity to be a quality inspector starting on the ground floor of the 787-assembly process. 10 + years of frustration and progress in bringing the marvelous aircraft to fruition. This airplane was one hell of a vision. I was glad to be part of it.
This video is absolutely amazing. The amount of effort that you put into this is clear. The detailed explanation of the equations, the very good animations, and the background on previous engines is superb. Really enjoyed this.
I used to work for the company that manufactures a majority of the composite ductwork for the 787’s APU and ECS, as well as the inner and outer guide vanes for the GENx. To say the engineering behind this aircraft is “insane” is an understatement.
13:16 Fan blade shaft and the compressor shaft IS NOT THE SAME SHAFT! The compressor shaft is a hollow shaft that SURROUND the fan blade(or LP) shaft while supported by load bearings! And just to be clear, 787 ECS still uses good old Air cycle machine as air condition cooling.
You claim that the engineering involved in designing this engine is "insane", but I can assure you, it is actually quite rational and well thought out.
This is soo cool. Whenever I see stuff like this I just marvel at how smart people are. Like, somebodies brain thought of a swirling air fuel mixer injector thing and it works!!
It's nothing new, basically the same principal as a carburettor on a petrol fuelled internal combustion engine. You're right though Alex, some very clever engineers and scientists at work.
@@brettkemp4219 for sure, I see all the awesome stuff that people take for granted and think how some very smart man or woman had to think of it first!
@@brettkemp4219 I must respectfully disagree on your comparison to a fuel carb. I have seen and worked on this nozzle first hand from a machining /development standpoint. It has 3d nickel based printed parts in this nozzle which I was, and still am in awe of when I looked at it. There is a fan type stationary blade system built into the nozzle which swirls the air when the fuel is introduced making for an extremely atomized fuel delivery system. This swirl was never introduced to the petrol engine until late into the combustion chamber on a IC engine and then not until the last couple decades. (I believe) :)
@@tomcoon9038 You're correct, Tom. I was only comparing the two in the most basic concept of air/fuel mixing. The swirl (therefore better atomisation) actually started in a well designed inlet manifold and upon entering the offset inlet valve throat thus swirling and giving a denser more complete charge in the cylinder/combustion chamber. You would be surprised at the gains made on the dyno after working the manifold/port configuration. No need to do as much any more as atomisation occurs differently in modern EFI engines.
I completely agree. The swirler however was first introduced for better heat distribution in annular combustion chambers as that would decrease the thermal stress on the (HP) turbine. So I guess the first team who thought of that design feature had the original idea to just decrease the damage on the turbine blades. Such complicated systems don't suddenly appear in one engineer's mind overnight
Great video.Amazing thing that all of those improvements implemented with this engine came with little or no compromise. Literally everything was improved; ,quiter, more efficient and even environmentally friendlier. Limiting factor with bypass ratios and engine sizes are also ground clearance, and may require more precision in high wind landing,due to fact that engines are getting closer to the ground.
Quiet engines would make you think they flamed out. Old cats from DC4 love the old prop noise. They miss it. I flew on a A 320 recently Apr 2023 and it was quieter than B737. You could sleep.
5:35 I am a Civil engineer literally working at a Solar Power Panel Farm construction at the moment. Thus, your input as "1.45 MW is equal to 10 football field covered by solar panels" are wrong. A generic footabll field requires to be around 7000 m2, where 1 MW worth of panels can be built around 1000-1500 m2 (depending on the location on earth susceptible to change due to sunny days, sun light angle of attack, panel potential, panel table size and distribution.) Thus, usually 1 football field of properly built solar panels farm will generate around 4.5-7 MW... Regards from Skeeby Solar Power Plant construction
Love the video! 3500 comments so maybe it's been mentioned, but traditional jet engines aren't started by injecting bleed air into the turbine section. The bleed air is used to spin a small turbine, which is geared to the compressor shaft and spins the whole engine. It's just like the 787, except the power source is bleed air instead of electricity.
Can you do a video about the insane engineering behind converting a passenger aircraft into a freighter aircraft? Preferably the A330-300P2F I currently work on as it’s pretty amazing what the guys at EFW in Germany have done, cheers from Belfast!
Anyone else noticed the decrease in the air sound when explaining how the chevrons create smaller vortices? Your videos just keep getting better and better. Great Episode !
Supreme video with clear explanations of technically advanced subjects. I had no idea that this engine incorporated the intermetallic compound titanium aluminide, which I was working with in 1990 as a brand new material technology.
Commercial aircraft using air to start the engines don't blow it through the turbine. They require far to much air quantity to rotate them to the required speed. On the ones I have worked on they are fed with 40 psi through 4in tubes to a turbine motor attached to the HP gearbox. this then backdrives the gearbox to turn the HP section of the engine to approx 50% N2 or N3 {depending on type} assisted by adding fuel and igniting it at 25%. I'm sure this was a slip of the tongue but quite important to understand. It is actually quite simmilar in principle to a cartridge start. IIRC the VC10 and B707 had a HP air start facility if a start cart wasn't available.
Watch the 60 minute Nebula version here: nebula.app/videos/real-engineering-the-insane-engineering-of-the-787
ye
i think the 737 can't fit inside of a GEnX. It can fit inside a GE9X tho
Thank you so much, Brian! I’m participating in the 2023 NASA Dream With Us, and your videos gave me plenty of ideas on what design to choose. I really love what you do, and I always learn a lot! You’re a lifesaver, for real!
Amazing! You should cover the Bombardier C-Series (Renamed the A220), it's also one of the greatest passenger planes ever made!
22:23 *NOT turbine discs...
Absolutely great video! I'm an aerospace engineer and was the original mechanical design leader of the GEnx-1B fan blade at GE Aviation in Cincinnati. The video and appreciation of it in the comments are really amazing and I'm glad to see so many people interested in it. Working with the great team at GE on this project is my proudest and most rewarding career highlight so far. There is so much engineering and amazing testing on all these components that they could each be their own video. Watching the CFAN team in Texas do the hand layup of the hundreds of carbon prepreg plies for each blade in this video brought back great memories. Just a couple suggestions if you want to incorporate them: First, the actual spelling is GEnx (not GEnX or GENx). Also, the LP system (fan, booster and LP turbine) are all on the same shaft and spin CW (as viewed from the front). Some of the animated cross sections in the video appear to show the booster and LPT spinning CCW. The HP system (HPC and HPT) are on the same shaft and spin CCW. It's a counter-rotating concept, unique to the GENx for GE turbofans and was intended to increase performance and reduce parts count. It's the only GE commercial turbofan to have the LP system spin CW. Some mention of the fan blade out requirements might be warranted. Fan blade out loads play a large role in sizing all the primary engine structures. The unique carbon fiber fan case of this engine is sized strictly to contain this event and keep the blades from leaving the engine Moving from 22 blade to 18 blades as mentioned was a concern on how big the blade out loads were. The fan blade out test required for certification is the most severe test there is and of course pretty much destroys the engine. Thanks for the great video and sharing the amazing engineering that we can do when we we put our minds, energy and passions to it.
Ohiya !!!
you write, "There is so much ...amazing testing...." Ok, unless you're the chicken.
I'm at the other end of the engineering spectrum. Sometimes, I've whittled bits of wood - to use as dowels for woodworking joints.
Excuse me sir it’s GEnx :)
Moving that fuel curve to the lean side must increase temperatures lke crazy. I noticed that was not addressed..
I love how he’s explaining this revolutionary technology and just throws in a casual yeet
I don't have any friends because they are ashamed of the videos I upload. Are they really that bad, dear lo
*Yeeeeet*
@@AxxLAfriku yes they are
YEETTTTTT
@@daniell1869 *Translate to English*
I've been watching your videos since I was a senior in high school, now I'm a senior in aerospace engineering and you made a video on a jet engine I've worked on during one of my internships. Feels really cool and I even learned some things I didn't know. Commercial aviation is definitely underrated, they can sometimes be a lot cooler than military aircraft because of how extreme the competition is.
This is true. Extreme in a different way. Military aircraft usually just go for maximum performance but commercial aircraft shoot for maximum efficiency and maximum subsonic performance.
I go to a school that specializes in aerospace engineering and everyone usually goes for the Astro track and not aero, and many of the aero kids want to work on military aircraft. I love this because it leaves less competition for me to enter the commercial engineering field >:)
During my intership days, I learn to use computer and had to push cart in a manufacturing factory 😞
In know a youtube channel called "Tanner tech", he seem to be someone who can work on jet engines during his internship.
@Rae Lil Black hey there
@@vroomcarske dude it's a bot.
As a current 787 pilot, this video is fascinating and so well presented. Really impressive how complex systems and tech are explained so clearly, and without any dumbing down. Well done!
Yes indeed, have not seen anywhere else a real overview of the developments. Have always assumed it was just more carbon fiber and improved engine efficiency, but it’s so much more. Very interesting and the level of detail is very much appreciated.
As a chicken farmer, im truely happy 😁
Nice one! seen two mistakes in the first 10 minutes, so I hope to god you aren't a 787 pilot...lots of love, an engineer :)
@@ashrich1494 Oddly aggressive over a few mistakes in an overall good video
I'm just a lowly 737 guy. While I agree that, for the most part, it's a good video, the glaring error at around the 13:15 mark isn't.... good. He states that the fan, compressor, and turbine blades are all on a single shaft rotating at the same speed. I'm sure you know what N1 and N2 are, so I'll just leave it at that.
4:15 Really hammering in the point that the 787's APU is started by a battery but is very different 😂
😂
I was looking for this
Found it.
It literally took me off guard when I heard him say it
Probably an oversight in editing.
15:09 "..involves 'yeeting' a dead bird into the engine.."
There it is. Excellent.
I don't care if this is an old meme, I love it whenever I hear technical explanations use it! I'm an architect and I love describing some of our construction practices at the firm I work at with that word if I can lol
Rolls royce trent 1000 is better than this (genx)
it is always funny as hell if the narrator was being super serious and then 'yeet'
I know a now-retired engineer that used to work for GE Aircraft Engines. He said that you’ve never seen a room of grown men, many with advanced degrees, turn into 9 year old boys faster than when they were doing bird strike tests with an engine on the test stand.
@@zlinedavid most important thing
remember to defrost the chicken
You make this plane look like it is the most amazing thing to have been created by humanity. Seriously, your videos sometimes make me almost want to become an aerospace engineer, but then I realized that I'm terrible at maths and physics
I work on these building these planes and see the 787 every day. It takes many people with a wide skillset to build them and only a small portion are involved with design of them (especially now that it's been 10+ years since the first one was delivered). Being intellectually curious and determined is more important than math or physics ability.
@@CoopMauKona Wise words for any prospecting student
he even made this plane look attractive as if it doesn't have mcas failures resulted to crashes in the past.
@@2061526 wrong plane, but yes the 787s made in South Carolina have issues
I'm studying to become an aerospace engineer. It's just about as hard as it sounds, but hey, it IS rocket science!
I spent 10 years of my life working on the 787 power systems, from primary to secondary power, and lived your presentation.
Very well researched.
Wowww
@@workspilot. np
So how do the systems on the 787 compare to its predecessors as far as service and maintenance were concerned?
A couple of small corrections:
At 3:25 - an air starter doesn’t feed air “directly through the turbine section”. It feeds air to a separate small air turbine that is geared to the main shaft to spin it. It is just like the cartridge starter, except the starter turbine is fed compressed air instead of combustion gases.
17:13 - the term is pressure ratio, not compression ratio. Compression ratio is a piston term and is a volumetric ratio. Pressure ratio is a jet engine term and is just what the name says. You use the correct terminology later in the video. People may think that they can compare these numbers with piston engine compression ratio but they can’t be compared directly. They describe different things.
The Air Turbine Starter(ATS) is generally coupled with HPC or N2 shaft
Also 8:42 it's a rejected takeoff not aborted landing. You don't abort landings once you hit the ground.
@@jameswang7362 you can always go around, (including for a significant portion following your touchdown)
@@samneale7249 Thanks for the correction. More accurately, you wouldn't use your brakes to abort a landing since you'd want to gain speed.
@@jameswang7362 well... 11like no, wrong awnser you do if it was a long landing you or the engines are not decellerating, press that TO/GA Button. also known as a a deliberate act touch and go's
Listening to a professor giving a lecture on engineering while saying “yeeting a dead bird into the engine” made my day!
I had to rewind that bit... yep I heard that correctly... meeting a dead bird....LOL!
"yeet" is just such a fitting word
I hope they thawed the frozen dead bird before yeeting it.
@@flingage it's a funny word
It caught me off guard compleatly lol
Being a Veteran USAF firefighter, you are extremely informative. Love this channel. We encountered hot brakes many times a month. I have seen the tires explode sending the rim more than 1,000 ft.
I’m just amazed by the amount of information that you had to scour through the internet and the number of scientific papers that you red to create this video. Well explained thermodynamics, great covered of polymers and materials, and design engineering. As an engineer, this totally deserved an award.
An engineer that can't spell "read"?
I completely lost it and nearly spit out my drink at how casually and professionally you managed to say "yeeting a dead bird into the engine."
Well done sir.
Lol, AI was at fault on thatone
I remember I was so hyped to fly on this when I went to Europe for the first time. Those big windows, and I had snagged the emergency row with the extra space. This whole series has been excellent. I will make sure to watch the rest on nebula as well.
Those chevrons, making it look cool and actually having a purpose. What a win win in design
What a win win in wings
@@barakathiongo4835 beautiful wings!
I just flew in a 787 for the first time today, and I kept remembering different features of the plane that were described in this video. I was amazed at how quiet and comfortable it was due to the significantly reduced noise profile and higher cabin pressure allowed by the rigidity of the carbon fuselage.
This video provides a stunning look at the 787 and the GEnx engine that is truly inspirational. I really appreciate your videos and the respect you have for the engineering and technology!
Aerospace engineer here. Great overall work with the video! Just have one thing to ad, at 13:10 it is stated that there are only one shaft in the GENX. The usual configuration for turbofans are two or three shafts stacked. In the case of three shafts (which looks like is the case here from the low pressure turbine config due to the slightly larger gap before the last low pressure turbine) connecting the HPC-HPT, LPC-LPT1 and FAN-LPT2.
It's a 2 shaft engine. The low pressure compressor is on the same shaft as the fan (not clearly shown in the diagram). The only civil wide body jet engines that are three shaft are Rolls-Royce Trents (incidentally the RR Trent 1000 is an engine option on the Boeing 787)
@@EdwardPallett @Edward Pallett thanks for clearing that up
I flew in one of the Dreamliners from Vancouver Canada to New Zealand, The difference in noise, comfort and general exhaustion was very noticeable. I was dreading such a long flight, remembering flying to Thailand in an older jet more than 10 years prior. It was a breeze in comparison.
Another factor in increased comfort is likely because of the higher cabin pressure, closer to 6000 ft than the 8000 ft normal with older planes.
agree!!!
I agree. I flew from San Francisco to Singapore a few times on United's 787. The 17 plus hours on this aircraft was the best ever flight experience in my over 50 years of flying.
On October 24, 2021, my sister flew on a Dreamliner from Amsterdam to San Francisco. She didn't know what aircraft she was on because she doesn't care. I asked her if her flight was more quiet. She said no. She noticed no difference between the Dreamliner and other aircraft except when descending the pressure on her ears was less.
Dreamliner fails from the SC plant which now is all the production are known for problems with inspections of faulty seams door cutouts grounding and battery issues cockpit glass shattering and breaking much more then normal. These new efficient engines cause flight instabilities on modified planes like the max or the 777x which even scared the FAA who will not review them in flight after a flight test pitched toward the ground like the MAX. A hundred Dreamliners are grounded suffering from quality issues. Inferior titanium that passed initial QA. Oh forgot this weeks issue that affects all past and current dreamliners. The carbon fiber wings and fuselage are made with contaminated carbon fiber. Boeing has a sht show like the world hasn't seen in some time. These ultra efficient engines are huge as the high bypass design has those huge Turbines in the front. This cause modified planes to have to move the engines forward and upward with the edge neat the leading edge of the wing. This was why they use MCAS in 737max and something similar in the modified 777 the 777X. Most Airbus planes are much more recently developed with higher wings that provide proper clearance and are stable in flight. The Dreamliner if it was done properly is also a much more modern design but every one made has major issues. The people who work on the Dreamliner assembly line in SC have said in interviews, "I would not allow my family to fly on that plane". Regarding the insane engine...They are over-stresses as the huge turbine creates huge centrifugal force and bladed if not perfectly mounted, break. Boeing is replacing the shrouds that the FAA cited as being to weak to full contain a turbine failure.
I flew on the 787-9 from Melbourne to Vancouver a couple of years ago. I had the privilege of sitting in business class for such a long trip and I got to say, on take off, the amount of wing flex is incredible to see. It's so drastic. The plane is whisper quiet and you feel extremely comfortable inside with the cabin pressure being being higher than other airliners.
It's most dramatic on landing when the spoilers deploy and all the lift load is immediately removed from the wings.
Which airline were you with?
Me friend told me the first time he flew a sailplane with composite wings it was frightening him half to death. He said to him it looked like 10', at the tips. They definitely are not designed to act like metal wings. If metal wings DID act like that, they'd be separated from the fuselage in pretty short order. I hate it when that happens.
Hell, even when metal wings hardly move, at some humongous number of cycles they start to crack, and weaken, hence metal airplane useful 'life' specs. It's called metal fatigue and I expect it happens due to, at best case, large crystal interfaces, usually probably just material weak points or manufacturing 'defects'.
I expect that is one thing the single crystal blade does for you, that and it is strong. Multiply crystalized grain boundaries weaken things, and those are at microscopic levels.
As an aerospace engineer who’s worked at GE, you do a great job explaining this tech👏👏
If you don’t mind, How much did you make? Were you satisfied?
@@josephpullium5026 he's lying lol.
@@GabeGettinRich it's not exactly a tall tale, anyone can be an engineer
@@AveRay_ true, anyone can be an engineer. Let me lessen the scope by asking how many people can be an engineer, that works in Aerospace specifically, and then at GE to be even more specific.
Right.
@@GabeGettinRich eh, if I my career was that specific I would make a point to watch RUclips videos regarding what I help to make possible. He could be lying, sure, but I like to assume he isn't, and it isn't that much a coincidence
A lot of the improvements in blade design were made possible by modern supercomputers able to do advanced computational fluid dynamics and topological optimization (actually, this may also be a cool video topic)
Indeed :)
I recall rollsroyce make hollow titanium blades to make them lighter. Wonder how they compare to the GE blade
176th, true.
When I worked in Metallurgy research towards this end as far back as the 70's it had to be done trial and error experiments. No supercomputers were around. Plain ol physical Metallurgy research my friend. And it got done.
You lost me at "A"
Thanks for the great content! In my time as a contractor at GE in Cincinnati, I helped do CFD for those 3D-printed fuel nozzles and for combustion chambers of the subsequent products that built on the technology of GEnx: the LEAP and GE9X. They were insanely intricate and pushed the state of the art for jet engines. Predicting combustion behavior is also totally a black art. I was humbled by the absolute geniuses they had working on developing the statistical models that I fed into my analyses.
@17:43 One nitpick about thermodynamic concepts, here: Maximizing pressure ratio doesn't "maximize" the amount of energy you can extract from the fuel... Adding heat through fuel burn increases enthalpy (H) *isobarically* with entropy (S); think about the 2nd leg of the Brayton cycle as drawn on an H-S diagram. Fuel has some specific energy and you could achieve the same dH for a given fuel mass, because we're still talking about the same specific heat, Q, being imparted to the working fluid. Compressing the air more just starts that process at a higher initial H, but that also increases its T, meaning you'll be actually able to add *less* heat before hitting your turbine material thermal limits. This still improves efficiency because the more the cycle increases H by compression than by combustion, the less fuel is necessary to make up the difference in total energy needed by the complete engine cycle. Thermo is fun!
Can you give me help on how you do CFD with what apps and techniques to develop the data into meaningful solutions. Long shot but please, chemical engineering student here
Oooo,,, which software? I hear good things about paraview!
Of course his name is Goddard ;)
@@Certago noble sure name.
just checking if I grasp the concept, regulating presure and working with less igniting temperature was more energy efficient right?
Symbol for “kilo” is a lower case “k”. Symbol for newtons is an upper case “N”. Thrust measured in kN, not Kn.
Thank you, very useful info
Smarty pants.
shift key typo, inverts cases.
These autocorrect oversights often change the meaning of the unit of measure. I expected more from an engineering channel. Kelvin nano???
@@dfburgers3568 noted.
Several channels tried to get me to sign up to Nebula. This series just might have single handedly made me want to do so. Impressively well made content. Thank you so much!
There is a small repeated section of voice-over at about 4:05. Good vid so far!
Deja Vu all over again! Usually this means that a patch was made in the Matrix.
For a moment a doubted reality
Gotta love RUclips QA.
There's also a few errors in the script. For example at 8:39 he twice says "aborted landing" when he means "aborted takeoff". Seems like this one was a bit rushed. But it's fascinating nonetheless.
What an amazing job done by real engineering! I just finished my Aircraft Powerplant Repairer course in the Army and the fact that you truly covered all of the important info precisely and concisely. Outstanding researching, script writing, and video making in general. Major props!
"So what do you do for a living?"
"I fire dead birds into plane engines"
"ok"
2 days ago, haha
Understandable, have a nice day
yeeting dead birds*
and they slowly turn away and walks away and then runs off
actually, you browse yt vids, thats what u do.
Before the B787 the B747-8 started using the same GEnx Engines and trust me as a Transit Engineer I have not seen an engine so robust, which requires little maintenance on line.. The difference between the 2 engines on 787 and 747-8 is that one on 787 is bleedless and the other on 747-8 taps bleed off the engine.. Great Machine 👍🏽
15:08 yeeting is now a term in engineering.
Always has been
a _technical_ term!
@@666Tomato666 Just like jerk is.
Goes right alongside “FUBAR”, “done broke”, and all the other classics.
Siege engineers have been yeeting stones and corpses for centuries.
Aborted Take Off. Aborted landing is called Go Around. V1 is the decision speed to abort take off.
Just misspoke there and it wasn’t caught in the edit.
@@RealEngineering
@@RealEngineering it's okay, RUclips viewers won't notice anyway. They're all dumb.
@@sirseriously don't call us out like that god damn
@@sirseriously You too?
10:33 as far as i know kiloNewton should be kN instead of Kn
kn and Kn are used for Knots sometimes so going with anything but kN is going to look more like something else
I was looking for this comment. He also said double u instead of omega for the angular velocity.
am I the only one who felt the narration is kinda all over the place in this video? Don't get me wrong, I like it a lot, and I get it's extremely complicated topic. But I was often confused. Might be a problem on my side tho
Correct it should be KN for kilonewtons but in areopsace engineering Kn actually represents knudsen number. Knots is usually represented as Kts to avoid confusion
Aren't Knots usually abbreviated KT, KTA (knots airspeed) or KTIA (knots indicated airspeed) in reference to aircraft?
The rule I learned in physics is that when it comes from a name it is capitalized. Newton (N), Hertz (Hz), Pascal (Pa), Becquerel (Bq), Ångström (Å), Ampere (A), etc.
Unbelievable. The engineering behind the fuel injectors blew me away. Also love the idea of getting rid of the bleed air system. A lot of creative thinking went into this. Game changer
I've seen this engine upfront at a GEIQ center, they are absolute monsters
I think one has to see it in person to get a frame of reference. When I board a 777 I always am in awe of the diameter of that engine.
@@LK-bz9sk The 777 doesn't have an option for the GEnx, but yeah, even those little CFM Leaps on the MAX are much bigger than you'd expect lol
@@everettrailfan the GE90 engines fitted to the 777 make the 797 GEnx engines look small in comparison
@@joecmonteiro The 747-8 also has them, and you accidentally said 797 instead of 787 lol. Also, the GE90's fan diameter is only about 1.5 feet wider, whereas the GE9X's fan diameter is 134 inches as opposed to the GEnx's 111 inch-diameter, which is still only about 2 feet wider.
Yeah as Brian said in the video, they're about the same diameter as the fuselage of a 737. That's astounding. I guess it's hard to get a sense of scale just looking at video footage. All jets look about the same size in pictures.
Really neat engine, basically a ducted turbo prop. Makes perfect sense in the evolution of engines and our times of needed efficiency.
Turbofan seems like the perfect name now huh.
Such turbofans have been around for decades; the bypass ratio has increased, and they've become more efficient, but still turbofans.
My day job involves getting large commercial turbofans through the FAA certification regimen.
@@UncleKennysPlace Very cool. They are kind of like highway gears on a car. It gives the engine more load to work with.
A ducted turboprop with many more blades... aka, a high bypass turbofan?
Turbofan engines have been around for ages… 🤔
I flew in the 787 Dreamliner this month, and I shall tell you all... the experience is unmatched. You simply feel the difference the moment you enter the huge aircraft. The electronics, infotainment systems, futuristic washrooms, monochromatic windows, beautiful cabin lightings, and the perfectly smooth flight was just so insane that an enthusiast cant stand without wowing at all of it. The landing didn't even feel the same. The touchdown and braking system was so quiet and smooth, you would never want to get into another aircraft.
After this insane experience, I just wish I somehow get to experience the same again.
Agree and just wanted to ad that i couldn´t believe making the dream come through when i discovered that the Dreamliner was on of my planned routes and matched pricing of more conventional aircraft. It is smooth and top notch engineering that combined gives a sence of new dimension when flying. Siting in a row located next to one of the gigant engines was just fantastic, a sensation of silent drag force unmatched.
I see a new one of these behemoths in the Air Canada hangar where I work every other month or so, it's hard to put into words how impressive and awe inspiring these planes are, even after working so close to commercial aircraft for so long I still regularly find myself being amazed by these machines.
Chef's kiss for the engineering that went into this, and three cheers for real engineering too.
Seems to be some confusion about the Nebula version of this. It’s linked in the description. It combines last weeks video and this weeks into a single video. It has about 8 minutes of additional content, mostly in the form of that TS diagram explanation.
More confusing than it needs to be
Ah yeah was looking for something that never existed
I just finished watching the Nebula version. One statistic you didn't offer was the combined improvement in fuel efficiency of the 787 design using GenX engines. Perhaps I could go through and add up all the separate increases in efficiency you give throughout the video, but I'd rather you do the math. But I was also wondering: are there any synergistic improvements that come from the combination of innovations? I used to be a pretty good math student until I made the mistake of taking an honors trigonometry class at the Bronx High School of Science. My math grade fell from a 98 in geometry to a 70 in trig. Still passing, but it led me to waste my life with a career as a lawyer instead of a physicist.
As a Nebula subscriber, should I be watching my fave creators there instead of RUclips? Is y'all's income distribution of subscriber fees based on Nebula view time? If so, I guess I can watch you over there. But I'll miss all the ads. How will I know which industrial robot arm or metal 3D printing technology to purchase without my RUclips ads telling me?
22:20 you called the compressor stages turbine discs.......... It's okay everyone does it every now and then.
Awesome video! Minor point, the chevrons on the fan increase the exit area of the interface between ambient air and fan discharge. Increasing the area decreases the shear which decreases noise. Think of a siren, it makes high pitch noise by shearing the air. We experimented with chevrons on an unnamed fighter engine with no real benefit in noise reduction seen (no comparison implied, different application). Fan discharge air reduces the shear between ambient air and the core by accelerating the air at the interface of the fan/ core discharge. Reducing shear reduces noise. BTW, loved the video so much I subscribed to Nebula.I learned a lot. Love this systems stuff. Also loved seeing "my engine" in the test cell in some clips.
There's a slight mistake at 8:47; V1 is the maximum speed a plane can abort a take-off at, not a landing.
Stop tempting me to go into Aerospace Engineering damnit, I've spent all my time focusing on going into Computer Science for University next year!
Seriously though, the work that's gone into this series is incredibly impressive, out of all the youtube channels I watch, you're the one who's finally convinced me to grab the Curiosity Stream + Nebula bundle. I can't wait for the next video
Someone has to design the software that designs the planes
Come to aerospace we have cookies
@@janmelantu7490 And the software that the planes run. The thing that most commonly grounds a modern plane is software related, not physical.
Aerospace is hiring programmers more and more. You'll be just fine.
Don't worry, in case you make the mistake of trying aerospace, the first few subjects will knock some sense into you.
I felt like I was losing my mine at 4:18, great video!
He just really likes that sentence
Random fun-fact:
Watching Book-Reviews on YT is Fun and can give you Recommendations AND/OR Warnings.
Dominic Noble and Krimson Rogue are probably the best; oh, and Kappa Kaiju,
but that one wouldnt call himself Book-Reviewer, i bet.
All 3 epic RUclipsrs though; same for Jeracraft, when it comes to Minecraft-Buildings.
What is it actually?
So proud to be flying this amazing machine as my job! Wonderful video. My already high appreciation for this aircraft just got way even higher.
are airlines safe to fly in now days? I just flew to Turkey with my family i am from Los angeles California, and every time i sit in a airplane i think about all the bad stuff i have done in my life and how i could change things to be a better person and first things i think about first is my kids.... when airplanes have turbulence is it normal ? and also having severe turbulence could crash the airplane ? i have done a lot of research and read that its okay but not sure why im always scared of my love whenever i approach an airplane or ride in one
@@ranyshawket9253 No plane has been brought down just by turbulence for decades. Regulations are in place to ensure that the aircraft is robust. As pilots, we also endeavour to avoid nasty weather systems as much as we can, because firstly flying into a nasty is unsafe for passengers and crew, secondly it requires us to be extremely attentive to flight parameters.
Turbulence will always be present. Sometimes we cannot see it and anticipate. Regardless I have full faith in the engineering of modern airliners as they are subject to extremely stringent requirements.
@@DS87 wow thank you so much for kind comment did really make my day! Thank you and god bless you always 🙏
Just add my laptop to it, those fans hit 5000 rpm in 2 seconds. All i have to do is open call of duty and connect those jet engines..
I find it quite interesting how with ever increasing bypass ratios, today's turbofans are increasingly becoming more similar to the propfan concept. I wonder if the two will begin to overlap in the future.
Safran developped an unducted turbofan engine. It's set to release in 2030, I believe
So basically a turboprop with fewer steps
How so? Just due to the bypass ratios? Or other similarities?
A Turboprop is a propeller attached to turbine engine though a driveshaft and gearbox. A propfan is a fan ( basically a propeller) mounted directly to the low pressure turbine of turbine engine.
There likely is a "sweet spot" for turbofan + prop overlap.
With every new video, the quality of the computer graphics get exponentially better!!! Great work!
I think some of those cgi planes might be from Boeing.
@@celewign Probably the models, but the presentation of them is done incredibly well and well put!
I absolutely love your videos. It truly gives you perspective on how insanely hard it is to developers these planes. Keep it up dude!
This is the best video I've ever seen on jet engines. You did a truly incredible job, way better than the GE videos from the factory.
Look up "Chrysler Turbo Encabulator". It kind of speaks to what you are saying there, among other things. Finish swallowing whatever you are drinking before you start the video, though. I've shown it to a few non technical types, just to see how long it takes them to catch on. Most engineers or techs/mechanics are laughing from the first 'explanatory' sentence.
The one with the maintenance feature at the end is the best, and those search terms should get you there, because that is the exact title. With YT, you never really know, though. If you do, enjoy. :-) IIRC it may have been done by some engineers at one of the major companies, don't remember which, been too long, or maybe even one of the companies themselves, maybe even Chrysler. Nerd humor, but GOOD nerd humor. Crap, now I've got to go watch it again. The funniest part, for me, is they used to make a great transmission called a Torqueflite way back in the 70s. You'd ask people what the difference was and they'd just kind of give you the 'who knows' sign.
They were good trannys, although my dad managed to split a planetary carrier on one of them. Leave it to him. Idiot proof and engineer resistant.
The quieter engines are also good for the ground crews as well, they have to deal with the maintenance and checks, makes their jobs easier
@qopoy dnon bot
Some engines would literally rattle tooth fillings loose at full power in a test cell
8:20 - that’s a rejected takeoff test, not an aborted landing test, but aside from the pedantry, great episode 🙂
Random fun-fact:
Watching Book-Reviews on YT is Fun and can give you Recommendations AND/OR Warnings.
Dominic Noble and Krimson Rogue are probably the best; oh, and Kappa Kaiju,
but that one wouldnt call himself Book-Reviewer, i bet.
in the begining he mentioned the air tahiti nui flight which was the longest flight ever which it wasnt, it was the longest domestic flight, the longest flights are 18 hours
wondered how far down this list i'd have to venture,, well done!
I was hoping to find this. Surely an "aborted landing" implies taking off suddenly 😂
Yep don’t need no brakes for an aborted landing!
This was a fantastic video that I'm incredibly glad to have stumbled across. Just the right amount of science and engineering speak to not dumb it down too much while also allowing lay-folk to admire the amazing engineering,
ruclips.net/video/HpdYNTcu4UM/видео.html
I flew to Frankfurt , Germany and back to O'Hare in 787s. Far and away the best flying experiences I've ever had. It's an engineering marvel.
There is a small editing mistake at about 4:10. two sentences are repeated.
I love how the youtube algorithm is about 10 minute videos, while most of this guys videos are 20+ minutes yet he still gets millions of views just because all the stuff that he covers is super interesting and he organizes it so well.
One of the best RUclips channels. One of the greatest content creators. Thank you dude for your work.
One of the best video's on RUclips with detailed technical specifications, formulas etc. Airplanes and their engineering advancements fascinate me and i was aware of all these advancements with the 787. But to see a detailed compilation of each of those advancements in one video was awesome. Thanks to Real Engineering !!!
It’s amazing what people can achieve when they work together to meet and exceed requirements we set out for them. These videos have been excellent, thank you for doing them!
4 days ago, 41 like, almost 42 lol. Anyways. It's so true. Just the amount of stuff that was done....
agreed,. i wish capitalism would hurry up and die so we can get rid of the unnecessary competition and start cooperating as humans should
humans tragedies usually makes our survival instincts kick to adapt and innovate. This pandemic has forced us to innovate and develop technology so fast. The last time this probably happen where humans are forced to adapt and innovate was ww1/ww2. The greatest technological development that came out of that was the computer invention...then the internet
Sometimes I literally get shivers down the spine when I see how powerful knowledge and human minds can be. These people deserve to be known by the world and get recorded into history.
just wait a few centuries and you'll eventually get people who think it is impossible that humans had enough brain power to make these planes, and that these are _proof_ that they were designed by aliens.
Humans have evolved tech amazingly during the past 130 years. Too bad they haven't developed their sense of right and wrong during that time.
@@brahmburgers what are you talking about, it is called scientific method.
@@quelorepario I think that is what he is alluding to. A lot of scientific gains have been used for both the betterment and the demise of Humanity.
@@brahmburgers Yea, ok bud. Go sip your Kool-Aid and stop pretending to be smart because you watch a channel with engineering in the name.
One of the best videos on RUclips! Amazing content, info, video production and topic! A pleasure to watch!
Well understood presentation of the essence of way the GE engines on the 787 have evolved to produce solid provable increase of fuel efficiency and engineering improvements. Adaptive engineering(3D metal printing) producing the fuel injectors to reduce nitrogen in the atmosphere was fantastic. Thank you for a useful subject that the public should be aware of. Good job GE.
i love getting deep into the technical engineering of these machines. Sad so many ppl have no clue (or care at that) of what a major achievement of engineering accomplished
There are many many major achievements in human history which can be appreciated, but who has the time or desire to pursue each and every one?
Hey man I just wanna say thank u I started watching when I was about 14 I'm now 17 and going into college doing engineering thanks to u inspiring me to become an enginner
I think you need to stay in school to fix your grammar.
@@NnH_Kairyu nah mate I got a broken phone I'm not retarded 🤣
Symbol for angular velocity is Greek letter omega. Lower case omega looks like a Latin w, but it's not "double-u", it's omega.
yeah, I puked in mouth a little bit at that point
For the layman, that is a w
I'm way outta my league here. Just how many math symbols are there? And has anybody ever created flash cards for them? Even an index. I'd want to give kids those tools.
Ω - ω
@@douglascunningham6319 as far as I know, the Greek and Latin alphabets but many are reused
I think the key to this channel is the vocabulary of “insane.” I don’t ever feel like it’s clickbait cuz everything here is always insane & I do indeed like insane
You’re talking about aborted landing when talking about dissipating energy and V1 but it’s actually aborted takeoff. I’m sure you know it and it’s just a slip ;) awesome videos!
So good he said it twice.
I suppose technically it is an aborted landing, you're just aborting it so early the plane hasn't taken off yet!
@@Berkeloid0 By that logic though aren't we all continuously aborting landings just by existing?
@@Tinil0 Yes. And that explains why my brakes burn so bad.
haha! It took me a second or two to work out what was going on. I have a feeling the guy reading the script has no idea what he's talking about.
I'm not yet sure, but I think after the battery, the 787's APU architecture might be very different from the usual.
Yea I’m not sure tho. He shoulda repeated that part again.
That’s what he said
Not drastically different from most APUs. No bleed air from the compressor, and it takes a different oil from the engines to aid in high altitude starting. Some subtle differences, but not really earth-shattering.
The 787 Dreamliner has been my favourite aircraft for a long time now, as I have also personally experienced it.
I understand bird strikes are typically found at lower altitudes. Usually during takeoff or landing or on a circling pattern due to whatever circumstances dictate at the airport. Obstructing the intake with bars or some sort of cone drastically reduces much needed air flow for thrust. However has any jet engine design company ever tried a device that could be only applied in these high risk altitudes and then they would be able to retract or move into a position that would not negate airflow? Now I am certainly no engineer I was only curious if this application had ever been considered or even tested. I know the SR-71 had a nose cone but that was obviously not meant for bird strike prevention. If anyone knows anything about this particular issue I would greatly appreciate a response. Thank you and great channel.
9:37 That take-off shot was just majestic.
Must be some kinda max-climb test. 30+ degrees of nose-up isn't standard operating procedure for commercial airliners...
@@suzukirider9030 I agree.
@@suzukirider9030 Max performance demonstration. These new plans are ridiculously powerful, and can climb out at rates you would almost never see in commercial use. There would be a lot of spilled drinks and pukey customers in the back. 🤣
Also captured me, thought it’s RC model at first or some computer simulation , after saw the RR logo who reminds me the powerful engine company , thank you very much for sharing
25:00 is it the same principle behind tapered train tunnel exits? Iirc, they add tapered concrete walls to the exits of train tunnel so that the air pressure wave, that is created by a high speed train moving through the tunnel, is dissipated more gradually.
You were wrong about the landing test, its an RTO, REJECTED TAKE OFF test at max gross weight and worn brake components. just fyi.
I think he just mis-spoke
He probably just misspoke considering he said takeoff in the very next sentence
Also called the maximum brake energy test
13:30 Turbofans blade tips do in fact break the sound barrier. The whole point of having a cowling/duct around the fan is to eliminate the supersonic/subsonic fluid interaction that would happen in blade tips were open to the atmosphere. That is also why the tolerances are so tight between blade tips and the duct.
If you look at the GEnX with a fan diameter of 111.1 inches, and fan rotation speed of 2560RPM, you'll see the tip speed is about mach 1.1
Yes, it gives them the buzzing sound…
It's time for me to kick back and relax ....and watch my favorite youtube channel.
Would love to see something like this about the A350 😍
Great video, excellent detail.
Minor correction: it's an aborted takeoff test, an aborted landing would be a go-around. It's executed at max takeoff weight, with brakes 50% worn, and thrust reversers aren't used, only spoilers and brakes.
I was blessed with the opportunity to be a quality inspector starting on the ground floor of the 787-assembly process. 10 + years of frustration and progress in bringing the marvelous aircraft to fruition. This airplane was one hell of a vision. I was glad to be part of it.
This video is absolutely amazing. The amount of effort that you put into this is clear. The detailed explanation of the equations, the very good animations, and the background on previous engines is superb. Really enjoyed this.
definitely, but I wonder who provides all those Boieng video snippets
I used to work for the company that manufactures a majority of the composite ductwork for the 787’s APU and ECS, as well as the inner and outer guide vanes for the GENx. To say the engineering behind this aircraft is “insane” is an understatement.
13:16 Fan blade shaft and the compressor shaft IS NOT THE SAME SHAFT! The compressor shaft is a hollow shaft that SURROUND the fan blade(or LP) shaft while supported by load bearings! And just to be clear, 787 ECS still uses good old Air cycle machine as air condition cooling.
You claim that the engineering involved in designing this engine is "insane", but I can assure you, it is actually quite rational and well thought out.
This is soo cool. Whenever I see stuff like this I just marvel at how smart people are. Like, somebodies brain thought of a swirling air fuel mixer injector thing and it works!!
It's nothing new, basically the same principal as a carburettor on a petrol fuelled internal combustion engine. You're right though Alex, some very clever engineers and scientists at work.
@@brettkemp4219 for sure, I see all the awesome stuff that people take for granted and think how some very smart man or woman had to think of it first!
@@brettkemp4219 I must respectfully disagree on your comparison to a fuel carb. I have seen and worked on this nozzle first hand from a machining /development standpoint. It has 3d nickel based printed parts in this nozzle which I was, and still am in awe of when I looked at it. There is a fan type stationary blade system built into the nozzle which swirls the air when the fuel is introduced making for an extremely atomized fuel delivery system. This swirl was never introduced to the petrol engine until late into the combustion chamber on a IC engine and then not until the last couple decades. (I believe) :)
@@tomcoon9038 You're correct, Tom. I was only comparing the two in the most basic concept of air/fuel mixing. The swirl (therefore better atomisation) actually started in a well designed inlet manifold and upon entering the offset inlet valve throat thus swirling and giving a denser more complete charge in the cylinder/combustion chamber. You would be surprised at the gains made on the dyno after working the manifold/port configuration. No need to do as much any more as atomisation occurs differently in modern EFI engines.
I completely agree. The swirler however was first introduced for better heat distribution in annular combustion chambers as that would decrease the thermal stress on the (HP) turbine.
So I guess the first team who thought of that design feature had the original idea to just decrease the damage on the turbine blades. Such complicated systems don't suddenly appear in one engineer's mind overnight
Great video.Amazing thing that all of those improvements implemented with this engine came with little or no compromise. Literally everything was improved; ,quiter, more efficient and even environmentally friendlier. Limiting factor with bypass ratios and engine sizes are also ground clearance, and may require more precision in high wind landing,due to fact that engines are getting closer to the ground.
Quiet engines would make you think they flamed out. Old cats from DC4 love the old prop noise. They miss it. I flew on a A 320 recently Apr 2023 and it was quieter than B737. You could sleep.
Keep it up Brian I love the new videos every couple weeks
5:35 I am a Civil engineer literally working at a Solar Power Panel Farm construction at the moment. Thus, your input as "1.45 MW is equal to 10 football field covered by solar panels" are wrong. A generic footabll field requires to be around 7000 m2, where 1 MW worth of panels can be built around 1000-1500 m2 (depending on the location on earth susceptible to change due to sunny days, sun light angle of attack, panel potential, panel table size and distribution.) Thus, usually 1 football field of properly built solar panels farm will generate around 4.5-7 MW... Regards from Skeeby Solar Power Plant construction
4:01
I think he repeated himself here, in case he wants to make an edit to fix that
I have been waiting for a more detailed video on the engine and plane, thanks so much!
Love the video! 3500 comments so maybe it's been mentioned, but traditional jet engines aren't started by injecting bleed air into the turbine section. The bleed air is used to spin a small turbine, which is geared to the compressor shaft and spins the whole engine. It's just like the 787, except the power source is bleed air instead of electricity.
Currently in aviation mechanics school, stuff like this is so helpful for visualizing the concepts we are taught, thank you real.
This youtuber deserves more subscribers!
The amount of information in this video is incredible. Can't imagine the amount of time spent researching everything
you should try to watch the Nebula video if you get an opportunity to do so. There's a bunch of little stuff that's fascinating and not included here.
Can you do a video about the insane engineering behind converting a passenger aircraft into a freighter aircraft? Preferably the A330-300P2F I currently work on as it’s pretty amazing what the guys at EFW in Germany have done, cheers from Belfast!
Hahaha loving those bots just reposting other comments
Bro rlly just explained 1 year of flight school into an 30 minute video.. impressive content..
15% is huge. Really impressive. Great video, thank you.
Anyone else noticed the decrease in the air sound when explaining how the chevrons create smaller vortices? Your videos just keep getting better and better. Great Episode !
Supreme video with clear explanations of technically advanced subjects. I had no idea that this engine incorporated the intermetallic compound titanium aluminide, which I was working with in 1990 as a brand new material technology.
Commercial aircraft using air to start the engines don't blow it through the turbine. They require far to much air quantity to rotate them to the required speed. On the ones I have worked on they are fed with 40 psi through 4in tubes to a turbine motor attached to the HP gearbox. this then backdrives the gearbox to turn the HP section of the engine to approx 50% N2 or N3 {depending on type} assisted by adding fuel and igniting it at 25%.
I'm sure this was a slip of the tongue but quite important to understand. It is actually quite simmilar in principle to a cartridge start. IIRC the VC10 and B707 had a HP air start facility if a start cart wasn't available.
I agree. He also kept referring to the CF6 engines ignoring the GE90.
21:47 I was half expecting: And none of their designs would've been possible without *CURIOSITY STREAM!*
This is a fantasic video. Well done. Incredibly well explained.
"yeeting a dead bird into the engine" is exactly what i expect from learning engineering test method 10/10
lol