Rolls-Royce UltraFan Insane Engineering - the Future of Aviation
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- Опубліковано 5 жов 2023
- Welcome to our channel! In this video, we take you on a captivating journey into the world of aerospace engineering with a spotlight on the Rolls-Royce UltraFan. 🚀
The Rolls-Royce UltraFan is an engineering marvel that's reshaping the future of aviation. Join us as we delve deep into the cutting-edge technology, innovation, and craftsmanship behind this game-changing jet engine. 🛫
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References:
(1) Rolls-Royce. (n.d.). UltraFan. www.rolls-royce.com/innovatio...
(2) Rolls-Royce. (2023, May 18). Rolls-Royce announces successful first tests of UltraFan technology. www.rolls-royce.com/media/pre...
(3) Popular Mechanics. (n.d.). World's Largest Aircraft Engine | Rolls-Royce UltraFan Underway. www.popularmechanics.com/scie...
(4) BBC. (2022, January 21). Rolls-Royce tests 'game-changing' greener UltraFan engine technology. www.bbc.co.uk/news/uk-england... - Наука та технологія
Wow that's large 😮
Let's hope this engine will see the return of the A380 🙂
Rolls-Royce is developing this engine technology for a new engine that will replace the long-selling _Trent_ high-bypass engine. Expect versions from 78,000 to 120,000 lb. (346 kN to 534 kN) thrust that will power the 787, A350 and 777X models.
Yes. Although tbh its the first time Rolls Royce is embracing much of this technology. GE has been using composite fan blades since 1995, and CFM and Pratt and Whitney have joined in with their LEAP and GTF engines respectively. If RR combines composite blades and geared fans with their 3 spool design, they will have one of the most efficient jet engines out there
130,000 lb thrust possible will be new passengers aircraft 500 pax segment...
1. 747-8 twin jet
2. 777-10/11 X
3. Airbus A360? or
4. Brand new design 40% more larger Antonov 225 quad jet insane super cargo aircraft?
4 plus one on the way. Plus two bonus.
Will just two Ultrafans be sufficient to power a 747 airliner....and revitalise market prospects for this aircraft?
will be sufficient yes, will it bring back the 747 no the 777 family already fills the role of replacing the 747
@@ArmyofSeaturtlesThey can use it for cargo 747s
so many armchair critics hereabouts, afflicted by the Not Invented Here Syndrome, one suspects.
Why are you quoting imperial units?! This is science and engineering, use SI units!
In the aviation community, engine thrust is almost always quoted in pounds. Much like airspeed, which is almost always measured in knots (nautical miles per hour). Oddly enough, aviation fuel can be measured in pounds or kilograms.
Wait Why we just put the ultra fan on the old 747 Replace the four old engines and put two ultra fans on it
Nothing new here. Just a different version of existing technology.
Why the heck can't people use the metric system??? The very outdated and very stupid imperial system is used only in the USA and Liberia.
150 inches = 381 cm
Really? I believe you'll find that at 25.4 mm to the inch, 150 inches is actually 381 cm.
@@DavidHuggins-ve1jm You're right. Thank you. I do now that 1 inch = 2,54 cm, but I don't know why the calculation failed. 😩
The Future is in PropFan!
The PropFan Engine is the most efficient technology of all engines.
The Kuznetsov NK-93 is the most efficient design so far. The western world has more efficient power sections than the Russians do but the ducted contra-rotating bypass section is the best. The front and rear blades are variable pitch. The front has 8 blades that provide 40% of the bypass thrust while the rear has 10 blades that provide 60% of the thrust. It has a bypass ratio of 17:1. Combining this ducted section with a modern western power section would beat any design out there. The only drawback is a slightly lower cruise of Mach 0.75-0.8
@@andrewday3206
I agree!
Counter-rotating engines are excellent against Propfan!
The problem is noise and the level of demand from regulatory bodies.
The PropFan consumes more but manages to get less noise depending on the size of the blades.
@@x-gamessimulator1067
I’m thinking the contra-rotating design as a ducted fan would help with the noise and efficiency
As an airline passenger, a gearbox on a turbofan scare me a lot. Hoping to wait until this design is well proven in real-world production before flying on one of these.
The Kuznetsov NK-93 is the most efficient design so far. The western world has more efficient power sections than the Russians do but the ducted contra-rotating bypass section is the best fan connected to a power section. The front and rear blades are variable pitch. The front has 8 blades that provide 40% of the bypass thrust while the rear has 10 blades that provide 60% of the thrust. It has a bypass ratio of 17:1. Combining this ducted section with a modern western power section would beat any design out there. The only drawback is a slightly lower cruise of Mach 0.75-0.8. Combining this with a rotating detonation turbine would beat any proposed jet engine in the world for efficiency
Does the NK-93 meets Stage 5 noise regulations? How many have been sold by Kuznetsov?
@@Snaproll47518
The NK-93 flew as a prototype but when the Russian economy collapsed the project was cancelled. It will be quieter than the Progress D-27 on the An-70 cargo plane. It will be quieter than the GE Safran RISE that is being developed. It will beat any UDF Unducted Fan or Propfan for noise.
After spending billions on R&D the engine was never certified by the Russian authorities.
@@Snaproll47518
When politics and a central government control too much this is what you get. It is absurd isn’t it!
The USA did that with the X-33 / Venture Star which actually was functional. At the time the systems required aluminum for the fuel tanks and not composite as the later wasn’t mature enough. The federal government cancelled a reusable single stage to orbit spacecraft that would have worked.
This is nothing more than a GEARED FAN engine.
How come they never say that it is superior to the triple spool engine that they have 'crowed' about for years-!
It is more than just a geared fan. The P&W GTF is exactly that a gear between the turbine and the fan. This has gears between the turbine power section and the fan, but it also has gears between the compressor turbine and the power turbine. This allows the compressor section to spin at its most efficient and the power section to spin faster at its most efficient. The bypass then spins the slowest of them all.