Jet Engine T Shirt

(Eligible for FREE Shipping) Lightweight Ringspun Tee - 5.5 oz 100% Ringspun Cotton Tubular Tee* Super-soft ringspun cotton. Double-needle bottom hem and sleeves. Pre-shrunk to minimize shrinkage. EACH ORDER OF A JET BLAST SHIRT COMES WITH A FREE "JET FUEL ONLY" DECAL! Almost every commercial jet operating manual has one--a single page with the matter-of-fact title, "Jet Blast Data." On this page is a diagram of the aircraft's jet blast "damage profile," as measured from the tail and with engines at low RPM settings (usually 35 to 40 percent N1). This profile extends in line from the outboard wing-mounted engines to more than 200 feet behind some larger aircraft. Within this area, jet engines can generate hurricane-level exhaust forces approaching 100 knots. The potentially dire results? Before a crew can say "powerback," jet engine blast can up-root trees, flatten building structures, shatter windows, lift and propel heavy objects, weathercock braked airplanes, blow over lift trucks, shift unbraked baggage carts, and create other havoc on airport ramps, taxiways, and runways.

Although the diagrams don't say so, jet blast can also injure or kill crew and passengers who happen to cross its path. The fact that few serious jet blast incidents and accidents occur during millions of ground operations annually is a tribute to the training and professionalism of air carrier flight and ground crews, and to the continual care they exercise in ground operations. When we looked at ASRS data, we found that ground jet blast incidents (fifty-one reports) represented only a tiny fraction of the total incidents reported. Yet even this small number of jet blast reports contained some surprises: Almost half of the jet blast incidents reported to ASRS occurred on taxiways, in run-up areas, and adjacent to or on runways--all relatively uncongested airport areas. The other half occurred on ramps, where many more such incidents might be expected because of close aircraft parking and tight maneuvering conditions; Incidents of jet blast damage that occurred on ramps were invariably associated with sharp turns of the aircraft during an engines-on pushback, powerback, taxi-out, or taxi into a gate.

Use of a tug or tractor did not prevent such incidents if the aircraft was turned sharply during the pushback or taxi-in maneuver; Eighty-five percent of the damage inflicted by jet blast was to the wings, props, flaps, and rudders of other aircraft, especially to light aircraft weighing five-thousand pounds or less. Eleven percent of the damage incidents involved building structures, objects, or vehicles.
Car Rear View Mirror FlagsInjuries to people accounted for four percent of the jet blast damage total.
Buy Laptops In Bulk From ChinaAt nearly 13 feet in diameter, the GE9X is the largest jet engine ever built.
Best Allergy Pillow Covers ReviewIt is wider than the fuselage of a Boeing 737. Or, as the publicists at General Electric put it, if Kobe sat on Shaq’s shoulders, the two of them could easily walk through it.

It is a really big engine. The 20,000-pound turbojet that GE is testing at its proving ground in Ohio draws air faster, at greater volume, and with superior efficiency than the former top dog, the GE90-115B. A pair of them could suck all of the air out of a space the size of Yankee Stadium in 13 minutes flat. GE designed the behemoth specifically for the Boeing 777X widebody airliner expected to take flight in 2020. The engine uses 3-D printed components, composite materials, and redesigned fan blades and air routing to deliver a staggering 10 percent increase in fuel efficiency without sacrificing power or reliability. That’s a Herculean feat in a field where engineers would step over their own mothers for a one percent bump. This engine actually produces less power than the GE90-115B (105,000 pounds of thrust compared to 115,000 pounds). But it’s not only far more efficient, it’s the quietest engine GE’s ever made (measured per pound of thrust). The GE9X fits easily within the FAA’s “Stage 5” noise rules, which kick in next year.

“The GE90 helped enable Boeing’s 777-300ER to have a dominant international route market position for the past 15 years,” says Richard Aboulafia, an aviation analyst with the Teal Group. The GE9X will allow “the 777-X series to maintain that market dominance for another few decades. It will likely be the largest, most powerful, and most advanced large turbofan built for some time.” A commercial turbofan engine is essentially a jet engine surrounded by an enormous fan. The jet generates some thrust, but it’s there primarily to keep the fan spinning. The fan draws in air, speeds it up, and fires it out the back, providing most of the engine’s power. Bigger is better here mostly for the sake of efficiency and noise. A larger fan draws more air with less energy, as long as you’re mindful of the aerodynamics and keep weight to a minimum. Larger fans make for quieter engines, too, because they distribute airflow over a greater area. GE wants to send as much air as possible around the engine’s core rather than through it.

Engineers call that bypass flow. Bigger fans make it possible. The GE9X boasts a bypass ratio of 10:1, compared to the old engine’s 7.5:1. (This also explains why fighter jets are so loud: They’re basically engine cores with wings, and their engines use small bypass ratios so they fit within smaller airframes. This also is good for power but terrible for fuel efficiency.) If accomplishing this was as easy as making the blades longer and the air inlet bigger, engineers would have done it ages ago. But larger fans require lighter blades so the increased performance isn’t offset by decreased fuel efficiency. And everything else must be robust enough to handle higher internal temperatures and pressures without adding any more weight than necessary. Keeping all of these things in balance required some advances in materials and designs. When the GE9X takes off, it will cast a bigger shadow on the tarmac than anything that’s come before. GE engineers designed carbon fiber blades to minimize weight, and some aerodynamic tweaks to increase their ability to withstand high-speed airwaves during flight.

“We modeled huge blades to pull massive amounts of air into the engine while operating at low noise levels,” says project leader Chuck Jackson.1 “Traditional titanium blades at this size would have added too much weight.” The fan has 16 blades, down from 22 in the previous model, further decreasing weight and increasing efficiency. The case surrounding them uses composite materials as well, cutting 350 pounds. The intricate nozzles that precisely regulate the flow and delivery of fuel into the combustion chamber rival the human ear in complexity, and GE relied upon 3-D printing—a process it calls “additive manufacturing”—to manufacture them with the precision tolerances required to maximize performance and efficiency. The GE9X’s record pressure ratio of 27:1 (compared to 19:1 for the GE90-115B) raises the temperature of the air about 100 degrees Fahrenheit. That boosts efficiency but is tough on components. For greater heat resistance (and lower weight), GE’s engineers used ceramic matrix composite materials for parts of the combustor and turbine, where things get hottest.