Which is why those of us, not being especially nomenclature adept, call for a powerplant mechanic when a motor busts.

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."

Enough of this craziness! Engine, motor, what difference does it make. I think I'll feel better if I go ride my enginecycle....

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.

An enginecycle!

https://m.youtube.com/watch?v=ei9_1sqVJqM

The blade design as well as the count is also different as you go downstream in the flow. Just trying to get this back on track.

Exactly, there is no definitive answer so no point in getting bent out of shape.

I feel qualified to answer this question.

Quite right of course, please ex-squeeze.

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.

The little devil NoBrakes, too much!