The power of a 747

   / The power of a 747 #11  
You should see the BBC "Top Gear" show where they abused the little Toyota Tacoma diesel (or whatever model it was). Pretty **** funny!

One Tough Toyota!

BTW, you need to have Real Player.
 
   / The power of a 747 #12  
</font><font color="blue" class="small">( since we TBNers are all about power, I just have to post this link. -jinman )</font>

Those 747 engines are amazingly powerful. Even the early ones from the 1970's. Los Angeles Water & Power has several emergency overload generating plants powered by old jet engines.

I found one by accident while visiting a construction company in an industrial neighborhood. It was a sweltering day, and I went past a tin barn that was making a terrible racket. When I found the company I asked (shouted) what was in that barn out front.

They told me LAWP considers them ideal for emergency overload backup, only run a couple hours a few times per summer. They are really cheap after that model is declared obsolete. They start, warmup, and reach full output in a few minutes, faster than any other kind of generating plant, so are ideal for this. In that climate they can just sit there with little maintenance and be ready for next season. An excellent example of brute force intelligently applied, and high-tech recycling.

I Googled for more details on these but can't find anything.
 
   / The power of a 747 #13  
These are known as aero derived turbines. Google advanced on the words AERO DERIVED TURBINE ELECTRIC. You will get about 39000 hits.

The difference is well described by this cut and paste:

>Aero-derivative unit

The aero-derivative type of gas turbine is more adaptable to variable loads than the heavyweight unit and is therefore widely used for gas and oil pumping, as well as for electrical power generation. The turbine may contain more than one concentric shaft to obtain optimum performance from different stages of gas expansion and air compression.

>Heavyweight unit

The heavyweight gas turbines are used mainly for electrical generation. They are often built as a single shaft machine where the compressor, turbine and power turbine are on a single shaft. On start-up the complete rotor has to be accelerated to a self-sustaining speed, usually by a diesel engine or electric motor. For power generation they can maintain good speed control in the event of loss of electrical load.

I worked for a utility that had some aero derived units. When I ran the generation desk, responsible for meeting load, I loved those units. When called on they could be on line at full load in less than 10 minutes. We had 4 of these units with each unit having 2 aero derived (747) engines. Each unit was good for 50 megawatts, 70 megawatts if it was cold out, denser air is good.

The heavy units took 20 minutes to get on line. All of them could run on gas or light fuel oil.

On our aero units the engine was not direct coupled to the generator. The generator had an power turbine on each end that was spun by the exhaust of the aero engine. The line up had the generator in the middle and a jet engine on each end. In an emergency the unit could run with just one engine but there was a power penalty from spinning the unpowered turbine.

Our heavy units were single shaft. All compressor turbines, exhaust turbines and the generator are on the same shaft and revolve at the same speed, 3600 rpm. The heavies only had one burner chamber and it was perpendicular to the shaft.
 
   / The power of a 747 #14  
Are you talking about the Mitsubishi Lancer Evolution III ? and the Subaru WRX STi ? I will take the WRX hand down. But not over the R 32.
I guess it is a Volkswagen thing.I love them and always will. R 32 is made in Germany but, like alot of models could also be assembled in brazil and mexico. But, not made in those countries.
Did you know VW is strongly considering making a full size diesel pickup. ( actual full size, not Toyota Tundra full size ) It is supposed to be a v-10 twin turbo with a crew cab option. and priced to compare to the big 3 diesels.
I will be in line for that joker for sure if it ever comes out.
 
   / The power of a 747 #15  
747 engines are SMALL compared to the ones on the 777. IIRC, the 777 ones are above 115,000 lbs thrust, about twice the 747 ones.

Best comparison I've heard is that if you could mount two 777 engines on a 737 (can't as they would drag the ground), the 737 could do a take off roll, rotate, and CLIMB VERTICALLY to cruise altitude, then level off. Of course, any passengers would have an "E" ticket ride doing that!

Have fun,
ron
 
   / The power of a 747 #16  
Yep, I remember watching that on a Sunday night, and practically wetting myself. Seriously, gotta be one of the funniest things about, especially the episode with the Hilux /forums/images/graemlins/grin.gif /forums/images/graemlins/grin.gif
 
   / The power of a 747 #17  
That tacoma took a beating. Pretty good stuff.
 
   / The power of a 747 #18  
Wow, that was hilarious...I'm glad they didn't try to drive the cars in FRONT of the engines! /forums/images/graemlins/shocked.gif

When turbine aircraft do a "performance takeoff" the pilot flying holds the brakes, applies full thrust and doesn't release the brakes until the the engines are spooled up and full thrust is indicated on the N1 gauges. As one can imagine, this makes for a pretty good, slam you in your seat acceleration rate. The passengers generally don't enjoy it, though. /forums/images/graemlins/tongue.gif
 
   / The power of a 747 #19  
Ron,

Yep, the 777 Longer Range versions are 115,000 lbs. thrust.

Cool Boeing specs here

Maybe they could fit on the 737 if they flattened the cowling a little more. /forums/images/graemlins/smirk.gif
 
   / The power of a 747 #20  
Now I know why I drive Toyota's!

Bulletproof!

/forums/images/graemlins/cool.gif
 

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