Turbine engine compressor stages
#12
Disinterested Third Party
Joined APC: Jun 2012
Posts: 6,007
Funning thing, that the "engine" is attached to the aircraft with "motor mounts," isn't it? There was a time when we were rated for Engine and Airframe, and were called "A&E's." Today the FAA refers to it as Airframe and Powerplant, and we're sometimes called "A&P's."
I'm one of those powerplant mechanics, and most of us tend to refer to it as an engine, motor, pratt, garrett, lycoming, continental, #%@* of ^!#%*, and a few other terms.
I just performed a compressor wash on an engine a few days ago. We motored it while pumping fluid in through a hose.
Engineers get caught up in the differences between motors and engines. Most of us who actually get our hands dirty would prefer that engineers stay as far away as possible, lest they get hurt. It's better for everyone.
From a pilot perspective, I use the terms interchangeably when referring to the powerplant, and refer to blower motors and and the link by the name most likely to identify them to the person to whom I'm speaking. That's seldom "engine."
I'm one of those powerplant mechanics, and most of us tend to refer to it as an engine, motor, pratt, garrett, lycoming, continental, #%@* of ^!#%*, and a few other terms.
I just performed a compressor wash on an engine a few days ago. We motored it while pumping fluid in through a hose.
Engineers get caught up in the differences between motors and engines. Most of us who actually get our hands dirty would prefer that engineers stay as far away as possible, lest they get hurt. It's better for everyone.
From a pilot perspective, I use the terms interchangeably when referring to the powerplant, and refer to blower motors and and the link by the name most likely to identify them to the person to whom I'm speaking. That's seldom "engine."
#14
Gets Weekends Off
Joined APC: Apr 2011
Posts: 1,473
Ramp rinsed, ouch...strictly low blower
Speaking of which, interesting anomaly the other day. Approaching 80kts, the A/T's disconnected departing a wet RW on a 5000' elevation field. Passing 100kts or so realized the EICAS reference N1 and N1 bugs (GE) were also gone. Our subsequent ball park manual settings later determined to be somewhat on the low side. Resetting the thrust management computer breaker proved an effective trouble shooting exercise during cruise.
Lesson relearned, never a bad idea to take a mental snapshot of reference thrust before pushing the levers up for takeoff.
Speaking of which, interesting anomaly the other day. Approaching 80kts, the A/T's disconnected departing a wet RW on a 5000' elevation field. Passing 100kts or so realized the EICAS reference N1 and N1 bugs (GE) were also gone. Our subsequent ball park manual settings later determined to be somewhat on the low side. Resetting the thrust management computer breaker proved an effective trouble shooting exercise during cruise.
Lesson relearned, never a bad idea to take a mental snapshot of reference thrust before pushing the levers up for takeoff.
#15
#17
#19
Gets Weekends Off
Joined APC: Apr 2011
Posts: 1,473
Clearly not exclusive to compressor tech but a design battle now underway between GE’s Leap and Pratt’s W1000G…the first with composite materials & 3D printing, the latter with reduction gearing to slow the fan. Both teams claim specific FF reductions around 15%. Billions in future orders at stake, a bona fide engineering page turner.
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Mr Immlemann
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06-30-2011 07:23 PM