Kerbal Space Program (KSP) is a space flight simulation video game developed and published by Squad for Microsoft Windows, macOS, Linux, PlayStation 4, and Xbox One. In the game, players direct a nascent space program, staffed and crewed by green humanoid aliens known as "Kerbals". The game features a realistic orbital physics engine, allowing for various real-life orbital maneuvers such as Hohmann transfer orbits and bi-elliptic transfer orbits.
The first public version was released digitally on Squad's Kerbal Space Program storefront on 24 June 2011, and joined Steam's early access program on 20 March 2013.[1] The game was released out of beta on 27 April 2015. Kerbal Space Program has support for user-created mods that add new features, and popular ones, such as those for resource mining and context-based missions, have received support and inclusion in the game by Squad.[2] People and agencies in the space industry have taken an interest in the game, including NASA[3][4] and the European Space Agency.[5]
In May 2017, Squad announced that the game was purchased by video game company Take-Two Interactive, who will help support Squad in keeping the console versions up-to-date alongside the personal computer versions. An Enhanced Edition was released on the Xbox One and PlayStation 4 in January 2018 by Private Division, a publishing subsidiary of Take-Two Interactive.[6] Two expansions for the game have been released as downloadable content: Making History in March 2018 and Breaking Ground in May 2019. A sequel, Kerbal Space Program 2, has been announced for a 2022 release.
The General Electric CF6, US military designation F103, is a family of high-bypass turbofan engines produced by GE Aviation. Based on the TF39, the first high-power high-bypass jet engine, the CF6 powers a wide variety of civilian airliners. The basic engine core also powers the LM2500, LM5000, and LM6000 marine and power generation turboshafts. It is gradually being replaced by the newer GEnx family
After developing the TF39 for the C-5 Galaxy in the late 1960s, GE offered a more powerful variant for civilian use, the CF6, and quickly found interest in two designs being offered for a recent Eastern Airlines contract, the Lockheed L-1011 and the McDonnell Douglas DC-10. Lockheed eventually selected the Rolls-Royce RB211, but Douglas stuck with the CF6 and the DC-10 entered service in 1971. It was also selected for versions of the Boeing 747. Since then, the CF6 has powered versions of the Airbus A300, A310 and A330, Boeing 767, and McDonnell Douglas MD-11.
The high bypass of the CF6 represented a historic breakthrough in fuel efficiency.[3]
By 2018, GE has delivered more than 8,300 CF6s: 480 -6s, 2,200 -50s, 4,400 -80C2s, more than 730 -80E; plus 3,000 LM6000 industrial and marine derivatives. The in-service fleet include 3,400 engines, more than all the GE90s and GEnx, generating over than 600 shop visits per year. GE will be delivering engines well into the 2020s and they will fly for 20 to 25 years, until 2045-50: more than 75 years since the first CF6.[1]
As express delivery spurs an air cargo resurgence, Boeing plans to increase the CF6-80C2-powered 767 delivery rate from 2.5 to 3 per month in 2020, a type introduced in 1982. As CF6-80E1s are still delivered for the A330 and A330 MRTT, CF6 production will grow from 50 to 60-80 per year by 2020. GE also studies reengining the Progress D-18-powered Antonov An-124 freighters with CargoLogicAir, a Volga-Dnepr subsidiary. This would likely provide a range increase, and Volga-Dnepr Group operates 12 aircraft, implying a 50-60 engines with spares program.
4.5 years ago
Reply
I leave for 20 minutes and everyone's either meming or worried about my mental health. Nah I just wanted to see how many would actually be able to get in this post
Pinned 38 minutes ago
13.4k DerpTheSoyacfartala Reply
what if this is a sign of distress and we all took it as a joke
@WiiMini are you ok?
seriously
when i am in a state of distress i will use different types of humor to express it
Pinned an hour ago
46.9k KennethKennethTheKenneth Reply
Big brain
Pinned an hour ago
9,729 WiiMini Reply
Pinned 1 hours ago
6,408 CenturyAerospace Reply
I had to go to your profile to get here
seconds ago
The Pratt & Whitney PW2000, also known by the military designation F117 and initially referred to as the JT10D, is a series of high-bypass turbofan aero engines with a thrust range from 37,000 to 43,000 lbf (160 to 190 kN). Built by Pratt & Whitney, they were designed for the Boeing 757. As a 757 powerplant, these engines compete with the Rolls-Royce RB211.[2]
PW2000/F117
Type
Turbofan
National origin
United States
Manufacturer
Pratt & Whitney
First run
December 1981[1]
Major applications
Boeing 757
Boeing C-17 Globemaster III
Ilyushin Il-96M
Design and development
Pratt & Whitney began working on the JT10D in October 1971 intended for the McDonnell Douglas YC-15 into the Advanced Medium STOL Transport project and the Boeing 767 then code named 7X7, which first ran in August 1974.[1] In December 1980, Pratt & Whitney changed to a new naming system for its engines and the JT10D became the PW2037.
The PW2000 is a dual-spool, axial air flow, annular combustion, high bypass turbofan with a dual-channel Full authority digital engine control (FADEC) system. It was certified in 1984 as the first civilian FADEC-controlled aviation engine.[3]
MTU Aero Engines holds a 21.2% stake in the engine, having developed the low-pressure turbine and turbine exit casing as well as producing critical parts of the low-pressure turbine, the turbine exhaust casing, high-pressure compressor and high-pressure turbine components.
The first PW2000 series engine, the PW2037, powered the Boeing 757-200 and entered service with Delta Air Lines as the launch customer for the civil aviation version of the engine.
An F117 from a C-17 Globemaster III during a post-flight inspection
Other than the 757, the PW2000 series engines also power the C-17 Globemaster III military transport; the United States Department of Defense designation for the engine is F117,[4][5] with the specific variant used on the C-17 being the F117-PW-100.[6] The powerplant first flew on the C-17 in 1991.
The PW2000 also powered the abortive Ilyushin Il-96M; the engine first flew on the Il-96M in 1993.
On October 16, 2008 the NTSB recommended that the FAA issue urgent new inspection procedures on the PW2037 model of the engine, following an uncontained turbine failure event in August 2008. The NTSB recommended that the FAA order PW2037 engines inspected beyond a threshold of flight hours or flight cycles less than that of the event engine, and be reinspected at regular intervals.[7]
The latest build standard, named PW2
We're no strangers to love
You know the rules and so do I
A full commitment's what I'm thinking of
You wouldn't get this from any other guy
I just wanna tell you how I'm feeling
Gotta make you understand
Never gonna give you up
Never gonna let you down
Never gonna run around and desert you
Never gonna make you cry
Never gonna say goodbye
Never gonna tell a lie and hurt you
We've known each other for so long
Your heart's been aching but you're too shy to say it
Inside we both know what's been going on
We know the game and we're gonna play it
And if you ask me how I'm feeling
Don't tell me you're too blind to see
Never gonna give you up
Never gonna let you down
Never gonna run around and desert you
Never gonna make you cry
Never gonna say goodbye
Never gonna tell a lie and hurt you
Never gonna give you up
Never gonna let you down
Never gonna run around and desert you
Never gonna make you cry
Never gonna say goodbye
Never gonna tell a lie and hurt you
Never gonna give, never gonna give
(Give you up)
(Ooh) Never gonna give, never gonna give
(Give you up)
We've known each other for so long
Your heart's been aching but you're too shy to say it
Inside we both know what's been going on
We know the game and we're gonna play it
I just wanna tell you how I'm feeling
Gotta make you understand
Never gonna give you up
Never gonna let you down
Never gonna run around and desert you
Never gonna make you cry
Never gonna say goodbye
Never gonna tell a lie and hurt you
Never gonna give you up
Never gonna let you down
Never gonna run around and desert you
Never gonna make you cry
Never gonna say goodbye
Never gonna tell a lie and hurt you
Never gonna give you up
Never gonna let you down
Never gonna run around and desert you
Never gonna make you cry
The Detroit Diesel Series 71 is a two-stroke diesel engine series, available in both inline and V configurations. The first number in the model series designation refers to the number of cylinders, and the second - 71 - the nominal displacement per cylinder in cubic inches, a rounding off of 70.93 cu in (1.2 L).
Inline models included one, two, three, four and six cylinders, and the V-types six, eight, 12, 16 and 24 cylinders.
The two largest V units used multiple cylinder heads per bank to keep the head size and weight to manageable proportions, the V-16 using four heads from the four-cylinder inline model and the V-24 using four heads from the inline six-cylinder model. This feature also assisted in keeping down the overall cost of these large engines by maintaining parts commonality with the smaller models.
The inline six-cylinder 71 series engine was introduced as the initial flagship product of the Detroit Diesel Engine Division of General Motors in 1938. The V-type first appeared in 1957.
Sales of The 71 Series ceased in the summer of 1995, with the four stroke Detroit Diesel engine introduced as a replacement.
Design Edit
Bore and stroke are the same across all units, at 4 1⁄4 in × 5 in (108 mm × 127 mm). Inline models were famously "symmetrical", meaning that blower, exhaust, water manifold, starter, and other components could be mounted on either side of the basic block to fit a particular application. A number of models could also run with the crankshaft turning either clockwise or counter-clockwise, called "Right Hand" or "Left Hand" rotation engines (as viewed from the front of the engine). The less-common Left Hand engines were typically used in buses, because the rotation matched rear-engined transverse installations. Boats equipped with two engines would typically use one Left Hand and one Right Hand, so that the torque from the propellers would cancel each other out, without the need for a complex reversing gear on one side.
As a two-stroke diesel engine that does not use crankcase aspiration cannot naturally draw in combustion air, the blower is inherently necessary to charge the cylinders with air for combustion. The blower also assists in scavenging spent combustion gasses at the end of the power stroke. All Series 71 engines use uniflow scavenging, in which a gear-driven Roots blower mounted to the exterior of the engine provides intake air through cored passages in the engine block and ports in the cylinder walls at slightly greater t
The General Electric CF6, US military designation F103, is a family of high-bypass turbofan engines produced by GE Aviation. Based on the TF39, the first high-power high-bypass jet engine, the CF6 powers a wide variety of civilian airliners. The basic engine core also powers the LM2500, LM5000, and LM6000 marine and power generation turboshafts. It is gradually being replaced by the newer GEnx family
After developing the TF39 for the C-5 Galaxy in the late 1960s, GE offered a more powerful variant for civilian use, the CF6, and quickly found interest in two designs being offered for a recent Eastern Airlines contract, the Lockheed L-1011 and the McDonnell Douglas DC-10. Lockheed eventually selected the Rolls-Royce RB211, but Douglas stuck with the CF6 and the DC-10 entered service in 1971. It was also selected for versions of the Boeing 747. Since then, the CF6 has powered versions of the Airbus A300, A310 and A330, Boeing 767, and McDonnell Douglas MD-11.
The high bypass of the CF6 represented a historic breakthrough in fuel efficiency.[3]
By 2018, GE has delivered more than 8,300 CF6s: 480 -6s, 2,200 -50s, 4,400 -80C2s, more than 730 -80E; plus 3,000 LM6000 industrial and marine derivatives. The in-service fleet include 3,400 engines, more than all the GE90s and GEnx, generating over than 600 shop visits per year. GE will be delivering engines well into the 2020s and they will fly for 20 to 25 years, until 2045-50: more than 75 years since the first CF6.[1]
As express delivery spurs an air cargo resurgence, Boeing plans to increase the CF6-80C2-powered 767 delivery rate from 2.5 to 3 per month in 2020, a type introduced in 1982. As CF6-80E1s are still delivered for the A330 and A330 MRTT, CF6 production will grow from 50 to 60-80 per year by 2020. GE also studies reengining the Progress D-18-powered Antonov An-124 freighters with CargoLogicAir, a Volga-Dnepr subsidiary. This would likely provide a range increase, and Volga-Dnepr Group operates 12 aircraft, implying a 50-60 engines with spares program.
The Detroit Diesel Series 71 is a two-stroke diesel engine series, available in both inline and V configurations. The first number in the model series designation refers to the number of cylinders, and the second - 71 - the nominal displacement per cylinder in cubic inches, a rounding off of 70.93 cu in (1.2 L).
Inline models included one, two, three, four and six cylinders, and the V-types six, eight, 12, 16 and 24 cylinders.
The two largest V units used multiple cylinder heads per bank to keep the head size and weight to manageable proportions, the V-16 using four heads from the four-cylinder inline model and the V-24 using four heads from the inline six-cylinder model. This feature also assisted in keeping down the overall cost of these large engines by maintaining parts commonality with the smaller models.
The inline six-cylinder 71 series engine was introduced as the initial flagship product of the Detroit Diesel Engine Division of General Motors in 1938. The V-type first appeared in 1957.
Sales of The 71 Series ceased in the summer of 1995, with the four stroke Detroit Diesel engine introduced as a replacement.
Design Edit
Bore and stroke are the same across all units, at 4 1⁄4 in × 5 in (108 mm × 127 mm). Inline models were famously "symmetrical", meaning that blower, exhaust, water manifold, starter, and other components could be mounted on either side of the basic block to fit a particular application. A number of models could also run with the crankshaft turning either clockwise or counter-clockwise, called "Right Hand" or "Left Hand" rotation engines (as viewed from the front of the engine). The less-common Left Hand engines were typically used in buses, because the rotation matched rear-engined transverse installations. Boats equipped with two engines would typically use one Left Hand and one Right Hand, so that the torque from the propellers would cancel each other out, without the need for a complex reversing gear on one side.
As a two-stroke diesel engine that does not use crankcase aspiration cannot naturally draw in combustion air, the blower is inherently necessary to charge the cylinders with air for combustion. The blower also assists in scavenging spent combustion gasses at the end of the power stroke. All Series 71 engines use uniflow scavenging, in which a gear-driven Roots blower mounted to the exterior of the engine provides intake air through cored passages in the engine block and ports in the cylinder walls at slightly gre
The Detroit Diesel Series 71 is a two-stroke diesel engine series, available in both inline and V configurations. The first number in the model series designation refers to the number of cylinders, and the second - 71 - the nominal displacement per cylinder in cubic inches, a rounding off of 70.93 cu in (1.2 L).
Inline models included one, two, three, four and six cylinders, and the V-types six, eight, 12, 16 and 24 cylinders.
The two largest V units used multiple cylinder heads per bank to keep the head size and weight to manageable proportions, the V-16 using four heads from the four-cylinder inline model and the V-24 using four heads from the inline six-cylinder model. This feature also assisted in keeping down the overall cost of these large engines by maintaining parts commonality with the smaller models.
The inline six-cylinder 71 series engine was introduced as the initial flagship product of the Detroit Diesel Engine Division of General Motors in 1938. The V-type first appeared in 1957.
Sales of The 71 Series ceased in the summer of 1995, with the four stroke Detroit Diesel engine introduced as a replacement.
Design Edit
Bore and stroke are the same across all units, at 4 1⁄4 in × 5 in (108 mm × 127 mm). Inline models were famously "symmetrical", meaning that blower, exhaust, water manifold, starter, and other components could be mounted on either side of the basic block to fit a particular application. A number of models could also run with the crankshaft turning either clockwise or counter-clockwise, called "Right Hand" or "Left Hand" rotation engines (as viewed from the front of the engine). The less-common Left Hand engines were typically used in buses, because the rotation matched rear-engined transverse installations. Boats equipped with two engines would typically use one Left Hand and one Right Hand, so that the torque from the propellers would cancel each other out, without the need for a complex reversing gear on one side.
As a two-stroke diesel engine that does not use crankcase aspiration cannot naturally draw in combustion air, the blower is inherently necessary to charge the cylinders with air for combustion. The blower also assists in scavenging spent combustion gasses at the end of the power stroke. All Series 71 engines use uniflow scavenging, in which a gear-driven Roots blower mounted to the exterior of the engine provides intake air through cored passages in the engine block and ports in the cylinder walls at slightly greater than atmospheric pressure. The engine exhausts through pushrod-operated poppet valves in the cylinder head(s), with either two or four valves per cylinder. Unit fuel injection is employed, one injector per cylinder, with no high fuel pressure outside of the injector body. The injectors are cycled from the same camshaft responsible for opening the exhaust valves.
We're no strangers to love
You know the rules and so do I
A full commitment's what I'm thinking of
You wouldn't get this from any other guy
I just wanna tell you how I'm feeling
Gotta make you understand
Never gonna give you up
Never gonna let you down
Never gonna run around and desert you
Never gonna make you cry
Never gonna say goodbye
Never gonna tell a lie and hurt you
We've known each other for so long
Your heart's been aching but you're too shy to say it
Inside we both know what's been going on
We know the game and we're gonna play it
And if you ask me how I'm feeling
Don't tell me you're too blind to see
Never gonna give you up
Never gonna let you down
Never gonna run around and desert you
Never gonna make you cry
Never gonna say goodbye
Never gonna tell a lie and hurt you
Never gonna give you up
Never gonna let you down
Never gonna run around and desert you
Never gonna make you cry
Never gonna say goodbye
Never gonna tell a lie and hurt you
Never gonna give, never gonna give
(Give you up)
(Ooh) Never gonna give, never gonna give
(Give you up)
We've known each other for so long
Your heart's been aching but you're too shy to say it
Inside we both know what's been going on
We know the game and we're gonna play it
I just wanna tell you how I'm feeling
Gotta make you understand
Never gonna give you up
Never gonna let you down
Never gonna run around and desert you
Never gonna make you cry
Never gonna say goodbye
Never gonna tell a lie and hurt you
Never gonna give you up
Never gonna let you down
Never gonna run around and desert you
Never gonna make you cry
Never gonna say goodbye
Never gonna tell a lie and hurt you
Never gonna give you up
Never gonna let you down
Never gonna run around and desert you
Never gonna make you cry
The Pratt & Whitney PW2000, also known by the military designation F117 and initially referred to as the JT10D, is a series of high-bypass turbofan aero engines with a thrust range from 37,000 to 43,000 lbf (160 to 190 kN). Built by Pratt & Whitney, they were designed for the Boeing 757. As a 757 powerplant, these engines compete with the Rolls-Royce RB211.[2]
PW2000/F117
Type
Turbofan
National origin
United States
Manufacturer
Pratt & Whitney
First run
December 1981[1]
Major applications
Boeing 757
Boeing C-17 Globemaster III
Ilyushin Il-96M
Design and development
Pratt & Whitney began working on the JT10D in October 1971 intended for the McDonnell Douglas YC-15 into the Advanced Medium STOL Transport project and the Boeing 767 then code named 7X7, which first ran in August 1974.[1] In December 1980, Pratt & Whitney changed to a new naming system for its engines and the JT10D became the PW2037.
The PW2000 is a dual-spool, axial air flow, annular combustion, high bypass turbofan with a dual-channel Full authority digital engine control (FADEC) system. It was certified in 1984 as the first civilian FADEC-controlled aviation engine.[3]
MTU Aero Engines holds a 21.2% stake in the engine, having developed the low-pressure turbine and turbine exit casing as well as producing critical parts of the low-pressure turbine, the turbine exhaust casing, high-pressure compressor and high-pressure turbine components.
The first PW2000 series engine, the PW2037, powered the Boeing 757-200 and entered service with Delta Air Lines as the launch customer for the civil aviation version of the engine.
An F117 from a C-17 Globemaster III during a post-flight inspection
Other than the 757, the PW2000 series engines also power the C-17 Globemaster III military transport; the United States Department of Defense designation for the engine is F117,[4][5] with the specific variant used on the C-17 being the F117-PW-100.[6] The powerplant first flew on the C-17 in 1991.
The PW2000 also powered the abortive Ilyushin Il-96M; the engine first flew on the Il-96M in 1993.
On October 16, 2008 the NTSB recommended that the FAA issue urgent new inspection procedures on the PW2037 model of the engine, following an uncontained turbine failure event in August 2008. The NTSB recommended that the FAA order PW2037 engines inspected beyond a threshold of flight hours or flight cycles less than that of the event engine, and be reinspected at regular intervals.[7]
The latest build standard, named PW2043, launched in 1994. It provides over 43,000 lbf (190 kN) of thrust. Previous generations of engines can be converted to the PW2043 version.
@Learpot you would have to be able to disable it on certain parts or else your airliner cabin will look like someone left the window open in the middle of a snowstorm
The jet engines need new sound, the ones in sr2 sound much better, so maybe import the sr2 sound files for the jet engine in simpleplanes In a future update
Would it be possible to add some things in simplerockets 2 into SimplePlanes, it would be nice to have the procedural jet engines in SimplePlanes, have digital screens and lights that actually light up surfaces
Looks good, but the lettering for the livery overlaps the window and I reccomend that you do an additional panel layer for the interior so that you can change the color of the interior without affecting the exterior, other from those good job
Last time people used “reverse air brake propulsion” to achieve higher speeds than the prop engines themselves would allow, problem was whenever they would crash into the water the game would crash, disrupting the tournament
@RailfanEthan should I remove it?
@Strucker no
Is it the wing glitch method????
T
@WiiMini I see so much of that,
click here for the best video game ever
So much forum spam... enjoy my wall of text,
Kerbal Space Program (KSP) is a space flight simulation video game developed and published by Squad for Microsoft Windows, macOS, Linux, PlayStation 4, and Xbox One. In the game, players direct a nascent space program, staffed and crewed by green humanoid aliens known as "Kerbals". The game features a realistic orbital physics engine, allowing for various real-life orbital maneuvers such as Hohmann transfer orbits and bi-elliptic transfer orbits.
The first public version was released digitally on Squad's Kerbal Space Program storefront on 24 June 2011, and joined Steam's early access program on 20 March 2013.[1] The game was released out of beta on 27 April 2015. Kerbal Space Program has support for user-created mods that add new features, and popular ones, such as those for resource mining and context-based missions, have received support and inclusion in the game by Squad.[2] People and agencies in the space industry have taken an interest in the game, including NASA[3][4] and the European Space Agency.[5]
In May 2017, Squad announced that the game was purchased by video game company Take-Two Interactive, who will help support Squad in keeping the console versions up-to-date alongside the personal computer versions. An Enhanced Edition was released on the Xbox One and PlayStation 4 in January 2018 by Private Division, a publishing subsidiary of Take-Two Interactive.[6] Two expansions for the game have been released as downloadable content: Making History in March 2018 and Breaking Ground in May 2019. A sequel, Kerbal Space Program 2, has been announced for a 2022 release.
The General Electric CF6, US military designation F103, is a family of high-bypass turbofan engines produced by GE Aviation. Based on the TF39, the first high-power high-bypass jet engine, the CF6 powers a wide variety of civilian airliners. The basic engine core also powers the LM2500, LM5000, and LM6000 marine and power generation turboshafts. It is gradually being replaced by the newer GEnx family
After developing the TF39 for the C-5 Galaxy in the late 1960s, GE offered a more powerful variant for civilian use, the CF6, and quickly found interest in two designs being offered for a recent Eastern Airlines contract, the Lockheed L-1011 and the McDonnell Douglas DC-10. Lockheed eventually selected the Rolls-Royce RB211, but Douglas stuck with the CF6 and the DC-10 entered service in 1971. It was also selected for versions of the Boeing 747. Since then, the CF6 has powered versions of the Airbus A300, A310 and A330, Boeing 767, and McDonnell Douglas MD-11.
The high bypass of the CF6 represented a historic breakthrough in fuel efficiency.[3]
By 2018, GE has delivered more than 8,300 CF6s: 480 -6s, 2,200 -50s, 4,400 -80C2s, more than 730 -80E; plus 3,000 LM6000 industrial and marine derivatives. The in-service fleet include 3,400 engines, more than all the GE90s and GEnx, generating over than 600 shop visits per year. GE will be delivering engines well into the 2020s and they will fly for 20 to 25 years, until 2045-50: more than 75 years since the first CF6.[1]
As express delivery spurs an air cargo resurgence, Boeing plans to increase the CF6-80C2-powered 767 delivery rate from 2.5 to 3 per month in 2020, a type introduced in 1982. As CF6-80E1s are still delivered for the A330 and A330 MRTT, CF6 production will grow from 50 to 60-80 per year by 2020. GE also studies reengining the Progress D-18-powered Antonov An-124 freighters with CargoLogicAir, a Volga-Dnepr subsidiary. This would likely provide a range increase, and Volga-Dnepr Group operates 12 aircraft, implying a 50-60 engines with spares program.
Reply
I leave for 20 minutes and everyone's either meming or worried about my mental health. Nah I just wanted to see how many would actually be able to get in this post
Pinned 38 minutes ago
13.4k DerpTheSoyacfartala Reply
what if this is a sign of distress and we all took it as a joke
@WiiMini are you ok?
seriously
when i am in a state of distress i will use different types of humor to express it
Pinned an hour ago
46.9k KennethKennethTheKenneth Reply
Big brain
Pinned an hour ago
9,729 WiiMini Reply
Pinned 1 hours ago
6,408 CenturyAerospace Reply
I had to go to your profile to get here
seconds ago
I had to go to your profile to get here
The Pratt & Whitney PW2000, also known by the military designation F117 and initially referred to as the JT10D, is a series of high-bypass turbofan aero engines with a thrust range from 37,000 to 43,000 lbf (160 to 190 kN). Built by Pratt & Whitney, they were designed for the Boeing 757. As a 757 powerplant, these engines compete with the Rolls-Royce RB211.[2]
PW2000/F117
Type
Turbofan
National origin
United States
Manufacturer
Pratt & Whitney
First run
December 1981[1]
Major applications
Boeing 757
Boeing C-17 Globemaster III
Ilyushin Il-96M
Design and development
Pratt & Whitney began working on the JT10D in October 1971 intended for the McDonnell Douglas YC-15 into the Advanced Medium STOL Transport project and the Boeing 767 then code named 7X7, which first ran in August 1974.[1] In December 1980, Pratt & Whitney changed to a new naming system for its engines and the JT10D became the PW2037.
The PW2000 is a dual-spool, axial air flow, annular combustion, high bypass turbofan with a dual-channel Full authority digital engine control (FADEC) system. It was certified in 1984 as the first civilian FADEC-controlled aviation engine.[3]
MTU Aero Engines holds a 21.2% stake in the engine, having developed the low-pressure turbine and turbine exit casing as well as producing critical parts of the low-pressure turbine, the turbine exhaust casing, high-pressure compressor and high-pressure turbine components.
The first PW2000 series engine, the PW2037, powered the Boeing 757-200 and entered service with Delta Air Lines as the launch customer for the civil aviation version of the engine.
An F117 from a C-17 Globemaster III during a post-flight inspection
Other than the 757, the PW2000 series engines also power the C-17 Globemaster III military transport; the United States Department of Defense designation for the engine is F117,[4][5] with the specific variant used on the C-17 being the F117-PW-100.[6] The powerplant first flew on the C-17 in 1991.
The PW2000 also powered the abortive Ilyushin Il-96M; the engine first flew on the Il-96M in 1993.
On October 16, 2008 the NTSB recommended that the FAA issue urgent new inspection procedures on the PW2037 model of the engine, following an uncontained turbine failure event in August 2008. The NTSB recommended that the FAA order PW2037 engines inspected beyond a threshold of flight hours or flight cycles less than that of the event engine, and be reinspected at regular intervals.[7]
The latest build standard, named PW2
We're no strangers to love
You know the rules and so do I
A full commitment's what I'm thinking of
You wouldn't get this from any other guy
I just wanna tell you how I'm feeling
Gotta make you understand
Never gonna give you up
Never gonna let you down
Never gonna run around and desert you
Never gonna make you cry
Never gonna say goodbye
Never gonna tell a lie and hurt you
We've known each other for so long
Your heart's been aching but you're too shy to say it
Inside we both know what's been going on
We know the game and we're gonna play it
And if you ask me how I'm feeling
Don't tell me you're too blind to see
Never gonna give you up
Never gonna let you down
Never gonna run around and desert you
Never gonna make you cry
Never gonna say goodbye
Never gonna tell a lie and hurt you
Never gonna give you up
Never gonna let you down
Never gonna run around and desert you
Never gonna make you cry
Never gonna say goodbye
Never gonna tell a lie and hurt you
Never gonna give, never gonna give
(Give you up)
(Ooh) Never gonna give, never gonna give
(Give you up)
We've known each other for so long
Your heart's been aching but you're too shy to say it
Inside we both know what's been going on
We know the game and we're gonna play it
I just wanna tell you how I'm feeling
Gotta make you understand
Never gonna give you up
Never gonna let you down
Never gonna run around and desert you
Never gonna make you cry
Never gonna say goodbye
Never gonna tell a lie and hurt you
Never gonna give you up
Never gonna let you down
Never gonna run around and desert you
Never gonna make you cry
Never gonna say goodbye
Never gonna tell a lie and hurt you
Never gonna give you up
Never gonna let you down
Never gonna run around and desert you
Never gonna make you cry
The Detroit Diesel Series 71 is a two-stroke diesel engine series, available in both inline and V configurations. The first number in the model series designation refers to the number of cylinders, and the second - 71 - the nominal displacement per cylinder in cubic inches, a rounding off of 70.93 cu in (1.2 L).
Inline models included one, two, three, four and six cylinders, and the V-types six, eight, 12, 16 and 24 cylinders.
The two largest V units used multiple cylinder heads per bank to keep the head size and weight to manageable proportions, the V-16 using four heads from the four-cylinder inline model and the V-24 using four heads from the inline six-cylinder model. This feature also assisted in keeping down the overall cost of these large engines by maintaining parts commonality with the smaller models.
The inline six-cylinder 71 series engine was introduced as the initial flagship product of the Detroit Diesel Engine Division of General Motors in 1938. The V-type first appeared in 1957.
Sales of The 71 Series ceased in the summer of 1995, with the four stroke Detroit Diesel engine introduced as a replacement.
Design Edit
Bore and stroke are the same across all units, at 4 1⁄4 in × 5 in (108 mm × 127 mm). Inline models were famously "symmetrical", meaning that blower, exhaust, water manifold, starter, and other components could be mounted on either side of the basic block to fit a particular application. A number of models could also run with the crankshaft turning either clockwise or counter-clockwise, called "Right Hand" or "Left Hand" rotation engines (as viewed from the front of the engine). The less-common Left Hand engines were typically used in buses, because the rotation matched rear-engined transverse installations. Boats equipped with two engines would typically use one Left Hand and one Right Hand, so that the torque from the propellers would cancel each other out, without the need for a complex reversing gear on one side.
As a two-stroke diesel engine that does not use crankcase aspiration cannot naturally draw in combustion air, the blower is inherently necessary to charge the cylinders with air for combustion. The blower also assists in scavenging spent combustion gasses at the end of the power stroke. All Series 71 engines use uniflow scavenging, in which a gear-driven Roots blower mounted to the exterior of the engine provides intake air through cored passages in the engine block and ports in the cylinder walls at slightly greater t
The General Electric CF6, US military designation F103, is a family of high-bypass turbofan engines produced by GE Aviation. Based on the TF39, the first high-power high-bypass jet engine, the CF6 powers a wide variety of civilian airliners. The basic engine core also powers the LM2500, LM5000, and LM6000 marine and power generation turboshafts. It is gradually being replaced by the newer GEnx family
After developing the TF39 for the C-5 Galaxy in the late 1960s, GE offered a more powerful variant for civilian use, the CF6, and quickly found interest in two designs being offered for a recent Eastern Airlines contract, the Lockheed L-1011 and the McDonnell Douglas DC-10. Lockheed eventually selected the Rolls-Royce RB211, but Douglas stuck with the CF6 and the DC-10 entered service in 1971. It was also selected for versions of the Boeing 747. Since then, the CF6 has powered versions of the Airbus A300, A310 and A330, Boeing 767, and McDonnell Douglas MD-11.
The high bypass of the CF6 represented a historic breakthrough in fuel efficiency.[3]
By 2018, GE has delivered more than 8,300 CF6s: 480 -6s, 2,200 -50s, 4,400 -80C2s, more than 730 -80E; plus 3,000 LM6000 industrial and marine derivatives. The in-service fleet include 3,400 engines, more than all the GE90s and GEnx, generating over than 600 shop visits per year. GE will be delivering engines well into the 2020s and they will fly for 20 to 25 years, until 2045-50: more than 75 years since the first CF6.[1]
As express delivery spurs an air cargo resurgence, Boeing plans to increase the CF6-80C2-powered 767 delivery rate from 2.5 to 3 per month in 2020, a type introduced in 1982. As CF6-80E1s are still delivered for the A330 and A330 MRTT, CF6 production will grow from 50 to 60-80 per year by 2020. GE also studies reengining the Progress D-18-powered Antonov An-124 freighters with CargoLogicAir, a Volga-Dnepr subsidiary. This would likely provide a range increase, and Volga-Dnepr Group operates 12 aircraft, implying a 50-60 engines with spares program.
@AndrewHarrison @AndrewHarrison @AndrewHarrison This enough notifications?
@banbantheman no @AndrewHarrison @AndrewHarrison @AndrewHarrison
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@AndrewHarrison @AndrewHarrison @AndrewHarrison
@AndrewHarrison @AndrewHarrison @AndrewHarrison
@AndrewHarrison @AndrewHarrison @AndrewHarrison
@AndrewHarrison @AndrewHarrison @AndrewHarrison
@AndrewHarrison @AndrewHarrison @AndrewHarrison
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The Detroit Diesel Series 71 is a two-stroke diesel engine series, available in both inline and V configurations. The first number in the model series designation refers to the number of cylinders, and the second - 71 - the nominal displacement per cylinder in cubic inches, a rounding off of 70.93 cu in (1.2 L).
Inline models included one, two, three, four and six cylinders, and the V-types six, eight, 12, 16 and 24 cylinders.
The two largest V units used multiple cylinder heads per bank to keep the head size and weight to manageable proportions, the V-16 using four heads from the four-cylinder inline model and the V-24 using four heads from the inline six-cylinder model. This feature also assisted in keeping down the overall cost of these large engines by maintaining parts commonality with the smaller models.
The inline six-cylinder 71 series engine was introduced as the initial flagship product of the Detroit Diesel Engine Division of General Motors in 1938. The V-type first appeared in 1957.
Sales of The 71 Series ceased in the summer of 1995, with the four stroke Detroit Diesel engine introduced as a replacement.
Design Edit
Bore and stroke are the same across all units, at 4 1⁄4 in × 5 in (108 mm × 127 mm). Inline models were famously "symmetrical", meaning that blower, exhaust, water manifold, starter, and other components could be mounted on either side of the basic block to fit a particular application. A number of models could also run with the crankshaft turning either clockwise or counter-clockwise, called "Right Hand" or "Left Hand" rotation engines (as viewed from the front of the engine). The less-common Left Hand engines were typically used in buses, because the rotation matched rear-engined transverse installations. Boats equipped with two engines would typically use one Left Hand and one Right Hand, so that the torque from the propellers would cancel each other out, without the need for a complex reversing gear on one side.
As a two-stroke diesel engine that does not use crankcase aspiration cannot naturally draw in combustion air, the blower is inherently necessary to charge the cylinders with air for combustion. The blower also assists in scavenging spent combustion gasses at the end of the power stroke. All Series 71 engines use uniflow scavenging, in which a gear-driven Roots blower mounted to the exterior of the engine provides intake air through cored passages in the engine block and ports in the cylinder walls at slightly gre
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@DerpTheSoyacfartala yes it has
The Detroit Diesel Series 71 is a two-stroke diesel engine series, available in both inline and V configurations. The first number in the model series designation refers to the number of cylinders, and the second - 71 - the nominal displacement per cylinder in cubic inches, a rounding off of 70.93 cu in (1.2 L).
Inline models included one, two, three, four and six cylinders, and the V-types six, eight, 12, 16 and 24 cylinders.
The two largest V units used multiple cylinder heads per bank to keep the head size and weight to manageable proportions, the V-16 using four heads from the four-cylinder inline model and the V-24 using four heads from the inline six-cylinder model. This feature also assisted in keeping down the overall cost of these large engines by maintaining parts commonality with the smaller models.
The inline six-cylinder 71 series engine was introduced as the initial flagship product of the Detroit Diesel Engine Division of General Motors in 1938. The V-type first appeared in 1957.
Sales of The 71 Series ceased in the summer of 1995, with the four stroke Detroit Diesel engine introduced as a replacement.
Design Edit
Bore and stroke are the same across all units, at 4 1⁄4 in × 5 in (108 mm × 127 mm). Inline models were famously "symmetrical", meaning that blower, exhaust, water manifold, starter, and other components could be mounted on either side of the basic block to fit a particular application. A number of models could also run with the crankshaft turning either clockwise or counter-clockwise, called "Right Hand" or "Left Hand" rotation engines (as viewed from the front of the engine). The less-common Left Hand engines were typically used in buses, because the rotation matched rear-engined transverse installations. Boats equipped with two engines would typically use one Left Hand and one Right Hand, so that the torque from the propellers would cancel each other out, without the need for a complex reversing gear on one side.
As a two-stroke diesel engine that does not use crankcase aspiration cannot naturally draw in combustion air, the blower is inherently necessary to charge the cylinders with air for combustion. The blower also assists in scavenging spent combustion gasses at the end of the power stroke. All Series 71 engines use uniflow scavenging, in which a gear-driven Roots blower mounted to the exterior of the engine provides intake air through cored passages in the engine block and ports in the cylinder walls at slightly greater than atmospheric pressure. The engine exhausts through pushrod-operated poppet valves in the cylinder head(s), with either two or four valves per cylinder. Unit fuel injection is employed, one injector per cylinder, with no high fuel pressure outside of the injector body. The injectors are cycled from the same camshaft responsible for opening the exhaust valves.
We're no strangers to love
You know the rules and so do I
A full commitment's what I'm thinking of
You wouldn't get this from any other guy
I just wanna tell you how I'm feeling
Gotta make you understand
Never gonna give you up
Never gonna let you down
Never gonna run around and desert you
Never gonna make you cry
Never gonna say goodbye
Never gonna tell a lie and hurt you
We've known each other for so long
Your heart's been aching but you're too shy to say it
Inside we both know what's been going on
We know the game and we're gonna play it
And if you ask me how I'm feeling
Don't tell me you're too blind to see
Never gonna give you up
Never gonna let you down
Never gonna run around and desert you
Never gonna make you cry
Never gonna say goodbye
Never gonna tell a lie and hurt you
Never gonna give you up
Never gonna let you down
Never gonna run around and desert you
Never gonna make you cry
Never gonna say goodbye
Never gonna tell a lie and hurt you
Never gonna give, never gonna give
(Give you up)
(Ooh) Never gonna give, never gonna give
(Give you up)
We've known each other for so long
Your heart's been aching but you're too shy to say it
Inside we both know what's been going on
We know the game and we're gonna play it
I just wanna tell you how I'm feeling
Gotta make you understand
Never gonna give you up
Never gonna let you down
Never gonna run around and desert you
Never gonna make you cry
Never gonna say goodbye
Never gonna tell a lie and hurt you
Never gonna give you up
Never gonna let you down
Never gonna run around and desert you
Never gonna make you cry
Never gonna say goodbye
Never gonna tell a lie and hurt you
Never gonna give you up
Never gonna let you down
Never gonna run around and desert you
Never gonna make you cry
The Pratt & Whitney PW2000, also known by the military designation F117 and initially referred to as the JT10D, is a series of high-bypass turbofan aero engines with a thrust range from 37,000 to 43,000 lbf (160 to 190 kN). Built by Pratt & Whitney, they were designed for the Boeing 757. As a 757 powerplant, these engines compete with the Rolls-Royce RB211.[2]
PW2000/F117
Type
Turbofan
National origin
United States
Manufacturer
Pratt & Whitney
First run
December 1981[1]
Major applications
Boeing 757
Boeing C-17 Globemaster III
Ilyushin Il-96M
Design and development
Pratt & Whitney began working on the JT10D in October 1971 intended for the McDonnell Douglas YC-15 into the Advanced Medium STOL Transport project and the Boeing 767 then code named 7X7, which first ran in August 1974.[1] In December 1980, Pratt & Whitney changed to a new naming system for its engines and the JT10D became the PW2037.
The PW2000 is a dual-spool, axial air flow, annular combustion, high bypass turbofan with a dual-channel Full authority digital engine control (FADEC) system. It was certified in 1984 as the first civilian FADEC-controlled aviation engine.[3]
MTU Aero Engines holds a 21.2% stake in the engine, having developed the low-pressure turbine and turbine exit casing as well as producing critical parts of the low-pressure turbine, the turbine exhaust casing, high-pressure compressor and high-pressure turbine components.
The first PW2000 series engine, the PW2037, powered the Boeing 757-200 and entered service with Delta Air Lines as the launch customer for the civil aviation version of the engine.
An F117 from a C-17 Globemaster III during a post-flight inspection
Other than the 757, the PW2000 series engines also power the C-17 Globemaster III military transport; the United States Department of Defense designation for the engine is F117,[4][5] with the specific variant used on the C-17 being the F117-PW-100.[6] The powerplant first flew on the C-17 in 1991.
The PW2000 also powered the abortive Ilyushin Il-96M; the engine first flew on the Il-96M in 1993.
On October 16, 2008 the NTSB recommended that the FAA issue urgent new inspection procedures on the PW2037 model of the engine, following an uncontained turbine failure event in August 2008. The NTSB recommended that the FAA order PW2037 engines inspected beyond a threshold of flight hours or flight cycles less than that of the event engine, and be reinspected at regular intervals.[7]
The latest build standard, named PW2043, launched in 1994. It provides over 43,000 lbf (190 kN) of thrust. Previous generations of engines can be converted to the PW2043 version.
@NexusGaming yeah I know, it is a bit broken
@Learpot you would have to be able to disable it on certain parts or else your airliner cabin will look like someone left the window open in the middle of a snowstorm
@EDEN971 I asked the same question earlier
@KLM_747 I was wondering how you switch the blueprint pics, because it doesn’t give me the option to switch blueprints
@AndrewGarrison Could you please add digital screens to SimplePlanes like the ones in sr2?
How did you get 2 custom screenshots, I can only get one
The jet engines need new sound, the ones in sr2 sound much better, so maybe import the sr2 sound files for the jet engine in simpleplanes In a future update
Sp isn’t low-poly like stormworks, so If you are going for graphical realism then go for simpleplanes
Would it be possible to add some things in simplerockets 2 into SimplePlanes, it would be nice to have the procedural jet engines in SimplePlanes, have digital screens and lights that actually light up surfaces
Is it gonna have a full interior?
It is fine though if you just want the shape of it
Sp’s bad physics and limited Powertrain customization would make designing a real car difficult
Looks good, but the lettering for the livery overlaps the window and I reccomend that you do an additional panel layer for the interior so that you can change the color of the interior without affecting the exterior, other from those good job
@K2K set a negative input for airbrakes
Build a plane
They actually had to redo the other tournament and ban airbrakes from tournaments
You can’t
Just wondering but why is it made of glass instead of fuselage blocks, is it to get rid of the explosions?
Last time people used “reverse air brake propulsion” to achieve higher speeds than the prop engines themselves would allow, problem was whenever they would crash into the water the game would crash, disrupting the tournament
Someone named themselves Andrewgarrisom and make a fake update post once
@SilverStar thanks