Small Twin Engine Jet

A small twin engine jet

And then there are the little jets. Turbprop aircraft performance data, photo and technical data. Are jet planes really able to fly with only one engine? One engine is perfect for flying a twin-engined aircraft.

Finding small jet aircraft with two engines at the back of the fuselage, tips for scouts, comparison maps and photos

This plane has two thrusters in the tail of the plane... what is that? Assuming the plane has two power plants installed on the side of the tail body, it's probably a Boeing 717, MD-80 version, Bombardier CRJ jet or Embraer ERJ jet.

Comparing the rear structure and engine shapes of the Bombardier CRJ (top) and Embraer ERJ (bottom) jetliners. ERJ planes have a three-cornered cross-section at the front end of the fin. CRJ features a stowage intake channel at the lower end of the fin.

No longer in operation, but still in use are the twin-engine Fokker 70 and Fokker 100.

Is it possible to drive a single engine?

Do you see the big GE engine in the photo above? Engine's Turn Or Passengers Swim was the colloquial synonym for backwards, although today ETOPS really means *extended uptime*. General Electric began certifying its modernized GE-90 engine line in November 2001, the world's most efficient engine with a thrustworthy output of 80,000 to 90,000 lbs. at the time.

The GE maintained the fundamental engine cores design, but made enough modifications to allow the installation of a more efficient blower that would generate 115,000 pounds of thrusts. In order to achieve this, GE rented a 747-100 test stand and mounted one of the GE90-115bs on it. These included the reinforcement of the wings and pillars to hold this solid engine.

When the bonnet was fitted it only removed 30 cm from the catwalk! It' s a unique engine that could maintain the 747's ease of flight...the first 747 to fly anywhere with a unique engine. From what I understand, this is the first ever four-engine jet to fly with a jet engine.

Well, how easy is that? One part of the assessment included the assessment of engine power at low altitudes, very low airspeeds and a power of over 100% of the red line power. In order to achieve this, the 747 had to test at 6000 MSL height at 60006000? at a velocity of Mach 0.25 - less than 200mphs! - to idle-running.

Remember, a single GE90-115b generates almost three times as much P&W JT9D of the 747's continual power (about 46,000 lb of starting push, 40,000 lb of continuous)...far more performance than the test protocol's requirement for velocity mode. Indeed, during a threefold red line test, this engine continually generated 127,000 Lbs of push for one hr... a global engine production record.

In order to perform this one-engine deceleration test, engines had to use all the towing devices available on the 747 to decelerate it to 0.25Mach on one powerplant: dampers, brake dampers, undercarriage, in conjunction with control surface and air control surfaces adjustments to compensate for gyration with asymmetrical powerplant shear. Technicians reported that the trembling was so strong that they couldn't even see their instruments screens... for a whole hours during this part of the time.

On your request a 747 with four engines flown with a simple one!

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