Oh boy, I love this video like this scene in 0:31, 3:59 and 9:04 that I love ! I can't miss it for the future of developed aviation industry on update video later if it is can.
The Ultrafans gearbox actually allowed the complete engine to lose weight. The low pressure compressor (LPC) and low pressure turbine (LPT) were allowed to run at more preferable speeds thanks to the bearbox. The number of stages in both the compressor and turbine could be reduced. So the critical hot section of the engine, LPT, is smaller and the complexity is moved into the colder gearbox! Greate work by RR.
I think Rolls-Royce is preparing to unveil a new engine to replace the Trent series. A new engine that can be fitted to the 787, A350 and A380 models, and possibly down the road the 777-9. CFM International's RISE demonstrator will become the basis for a new turboprop that could eventually be used on Embraer's new turboprop plane, one that is currently on hold but could restart as an active program soon.
It could be argued that the Ultrafan is that engine. Although, when developed, it is expected to be able to power all aircraft in the current Airbus ranges and even beyond, not just replace the Trent.
Why is it not possible to accept that the 757 is dead. Its airframe is simply to heavy to ever compete again. To be competitive, it would require new wings and fuselage to deal with the weight, along with much more to meet current certification and airline requirements. Probaby well past the point where it becomes cheaper and more efficient to start again! As for replacing the engines on the B52 to take them to their centenary - not a chance, that has already gone to RR. There is more of a possibility that the B52 upgrade will be scrapped along with the current B52s. The longer the delays to the re-engine and upgrade project, the more that possibility changes to a probability as the rapid development of drone technology along with altered warfare methods could even render them obsolete.
I don’t know why Boeing doesn’t forget the777 X and start a new design before some other problems arise. It’s been plagued from start to finish! I know I will never fly in it I value my life and there’s only one of me!
The 747 and A380, don’t have the advanced fuselages, of the B777X and A350, twin engine Jumbo’s. The 747, uses aluminium, in its fuselage, whereas the 777X uses aluminium lithium and the A350, uses a carbon fibre fuselage. The A380, doesn’t have the advanced fuselage of the 787, 777X, A380, A220 (carbon fibre and aluminium lithium,) the A380, is more advanced than the 747 fuselage, but not in the range of carbon fibre, aluminium lithium. The real gains are in an all wing, tailless aircraft, using hydrogen for its fuel, carbon fibre is much, much easier to form, on flatter structures. Like the B21 Raider stealth bombers and the new Air Force tanker aircraft, to be introduced in 2027, including liquid hydrogen, means the fuel, is lighter per unit, of thrust produced, especially when using high temperature fuel cells. In this situation, the airframe is lighter, the fuel is lighter, although hydrogen is bulkier, an all wing design, allows a large triangular tank in the middle of the aircraft. With the passengers on the sides, centre forward, with a cabin crew section in the rear of the aircraft, in front of the luggage, cargo section, with 3 electric high temperature fuel cell exhaust fans, at the rear above the back of the wings. These are much quieter than combustion engines, the new engines, will mean even more bulk twin engine ultra long range aircraft, but a more radical redesign, would be much more competitive. If the Chinese get there first, even with a more primitive design, they’ll dominate the market, just like they have, by being first movers, in electric vehicles and dominating, the ship building market. They’re already starting, 919, 929, 939, the last being a twin engine jumbo, at 350 passengers, 919 in production, 929 imminent, 939 committed, for production.
![Felix "Unfair" | [Stray Kids : SKZ-PLAYER]](http://i.ytimg.com/vi/Oswujxm2Ag0/mqdefault.jpg)
Oh boy, I love this video like this scene in 0:31, 3:59 and 9:04 that I love ! I can't miss it for the future of developed aviation industry on update video later if it is can.
The Ultrafans gearbox actually allowed the complete engine to lose weight. The low pressure compressor (LPC) and low pressure turbine (LPT) were allowed to run at more preferable speeds thanks to the bearbox. The number of stages in both the compressor and turbine could be reduced. So the critical hot section of the engine, LPT, is smaller and the complexity is moved into the colder gearbox! Greate work by RR.
I think Rolls-Royce is preparing to unveil a new engine to replace the Trent series. A new engine that can be fitted to the 787, A350 and A380 models, and possibly down the road the 777-9. CFM International's RISE demonstrator will become the basis for a new turboprop that could eventually be used on Embraer's new turboprop plane, one that is currently on hold but could restart as an active program soon.
It could be argued that the Ultrafan is that engine. Although, when developed, it is expected to be able to power all aircraft in the current Airbus ranges and even beyond, not just replace the Trent.
Is it just me, or do these videos sound like marketing campaigns for the various companies? 😂
Exactly what I was thinking 🤔
Why is it not possible to accept that the 757 is dead. Its airframe is simply to heavy to ever compete again.
To be competitive, it would require new wings and fuselage to deal with the weight, along with much more to meet current certification and airline requirements. Probaby well past the point where it becomes cheaper and more efficient to start again!
As for replacing the engines on the B52 to take them to their centenary - not a chance, that has already gone to RR. There is more of a possibility that the B52 upgrade will be scrapped along with the current B52s. The longer the delays to the re-engine and upgrade project, the more that possibility changes to a probability as the rapid development of drone technology along with altered warfare methods could even render them obsolete.
Agree!
Two for four but when you loose and engine you loose 50% of your thrust instead of 25%.
The very reason why the thrust to weight ratio of a twin has to be higher than for an equivalent quad.
Watching the 777X take off with this monster was awe inspiring.
I don’t know why Boeing doesn’t forget the777 X and start a new design before some other problems arise. It’s been plagued from start to finish! I know I will never fly in it I value my life and there’s only one of me!
GE claims !!!! surprise
The 747 and A380, don’t have the advanced fuselages, of the B777X and A350, twin engine Jumbo’s. The 747, uses aluminium, in its fuselage, whereas the 777X uses aluminium lithium and the A350, uses a carbon fibre fuselage. The A380, doesn’t have the advanced fuselage of the 787, 777X, A380, A220 (carbon fibre and aluminium lithium,) the A380, is more advanced than the 747 fuselage, but not in the range of carbon fibre, aluminium lithium.
The real gains are in an all wing, tailless aircraft, using hydrogen for its fuel, carbon fibre is much, much easier to form, on flatter structures. Like the B21 Raider stealth bombers and the new Air Force tanker aircraft, to be introduced in 2027, including liquid hydrogen, means the fuel, is lighter per unit, of thrust produced, especially when using high temperature fuel cells. In this situation, the airframe is lighter, the fuel is lighter, although hydrogen is bulkier, an all wing design, allows a large triangular tank in the middle of the aircraft. With the passengers on the sides, centre forward, with a cabin crew section in the rear of the aircraft, in front of the luggage, cargo section, with 3 electric high temperature fuel cell exhaust fans, at the rear above the back of the wings.
These are much quieter than combustion engines, the new engines, will mean even more bulk twin engine ultra long range aircraft, but a more radical redesign, would be much more competitive. If the Chinese get there first, even with a more primitive design, they’ll dominate the market, just like they have, by being first movers, in electric vehicles and dominating, the ship building market. They’re already starting, 919, 929, 939, the last being a twin engine jumbo, at 350 passengers, 919 in production, 929 imminent, 939 committed, for production.