The increased wings’ span is one of the reasons why the A350-900 can fly from Novel York to Singapore-the latest flight in the world-with only two engines. Another key factor is that over the past 30 years, aircraft engines have become much more proficient, although the basic turbine technology remains the same.
The improvements include the progress in the production of lighter engine blades made of carbon fiber composite, which are twice as huge and much lighter than titanium blades; Improved cooling systems; and sophisticated control programs that monitor key data during flight, such as air pressure, temperature, speed and many others. The optimal location of the engines on the wing has also been improved.
“If you look at 747, with four engines-you can provide the same amount of two engines that burn 20 to 30 percent less fuel than those engines that have been produced 20 to 30 years ago,” says Cary Grant, assistant professor at EMBRY-RIDDLE AERONautical University in Prescott in Arizon.
The difference is how the engines apply air flow. Turbo -tether engines used in older aircraft force all the upcoming air through the core of the engine and the combustion chamber, generating a string, throwing internal combustion gases at high speed. This process used more energy and was much louder than newer engines.
Current aircraft with long hauls apply so -called high -level engines that apply a system that allows the flow of huge air volume around the engine core. Therefore, the pushing is generated primarily by a huge fan at the front of the engine – the part that you can see, looking directly at it – as opposed to the exhalation of the shooting in the back. This design significantly improved the engine efficiency with the escalate in bypassing the bypass air.
Novel engines produce extraordinary power. The general electric engine with a high level, Genx, which powers Dreamliner, is almost as wide as the Boeing 737 hull. According to the GE website, the engine has a 10: 1 bypass ratio, which means that 10 times more air falls outside the engine than through the engine core for combustion.
The computer -assisted design made the blades more proficient and stronger, which allows them to rotate from 30,000 to 40,000 rpm. “You must have structures that can withstand this type of rotary and torsion stress,” says Grant. Ceramic materials used in the engine core allow for higher internal operating temperatures than the super -alloy metals, which are currently used in most engines.
The apply of delicate composite materials, namely carbon fiber, in the wings and hull of the aircraft significantly reduced the overall mass of the aircraft. The less the aircraft weighs, the less energy is required to power it.
General designs of these aircraft are also more aerodynamic. The wings of both the A350 and Dreamliner variants are thinner than in previous generations, and the hull constructions, especially the nose similar to the Dreamliner Dolphin, generally cause less resistance.
In the cockpit, novel technologies simplify pilot control and problem solving via advanced feedback systems that assist reduce pilot load and escalate performance. Today’s aircraft with long hauls allow for semi-automatic LOT-in reality technology already exists in the case of fully autonomous flights, even in the case of huge commercial aircraft.
Even passenger impressions have improved, although the pace of this technology may not be suitable for a plane. The biggest difference between today’s commercial aircraft and previous generations is the ability to control cabin pressure, humidity and air circulation. “[When] Boeing produced 787, they were able to maintain a moisturized atmosphere, “says the grant.” Only this is a huge improvement for people- you know, after nine- or 10 hours of flight you felt as if you had corn petals in your nose. “
According to Grant, another crucial improvement in flights with long hauls? Today’s Wi-Fi airline is really good.