Shadowing Practice: How The World's Most Powerful Fighter Jet Engine Is Made - Learn English Speaking with Video

This is the F -35 Lightning II, the world's most technologically advanced fighter jet.

Capable of flying at speeds as fast as 1 ,200 miles per hour, avoiding enemy radar with its stealth design,

and even landing vertically, it's arguably the most sophisticated aircraft the world has ever seen.

Which got me thinking.

What does it actually take to power the world's most advanced fighter jet?

And the answer is the world's most advanced fighter jet engine, Pratt & Whitney's F -135.

And so when Pratt & Whitney invited me out to tour their F -135 engine facility in Middletown, Connecticut, I, of course, jumped at the opportunity.

Which brings me to today, because I'm taking you inside this incredible facility to learn what

goes into the manufacturing of the most advanced fighter jet engine ever built.

So here it is, the F -135 jet engine.

Over 40 ,000 pounds of thrust built into this piece of machinery, making it the most powerful operational fighter jet engine in existence.

Now we're gonna learn all about this jet engine here today, but before we get there, I wanna share some interesting history about the facility that I'm standing in.

Back in the 1950s, this was a top secret nuclear propulsion testing center for the US government.

It wasn't until 1969 when the government completed their project

that Pratt & Whitney acquired the campus and began doing what they do best, making aircraft engines.

And I say aircraft because there's been a lot.

For the avgeeks out there, this facility has produced engines for the F -15, F -16, C -17, F -22, and of course, the F -35.

And it's not just the military.

On the civilian side, engines for commercial airliners like the Boeing 707, 747, 777, as well as the Airbus A310,

320, and 330 have all been manufactured right here.

But today we're focusing on the F -35, or more specifically, the F -135 engine you see right here.

To tell us more about how it works and how it's made, I say we go meet up with the chief engineer, who I'm betting is a lot more knowledgeable about fighter jet engines than I am.

Hey Sam, how you doing?

I'm doing well.

I mean, Brent, this place is amazing.

Just the scale of it, how many employees you have, what you guys are working on.

It's a lot going on.

Yeah, thanks.

It's 2 million square feet.

We've got about 1 ,200 acres here on the property in Middletown.

2 ,400 employees, about 1 ,400 are production associates, another 1 ,000 engineers.

In addition to assembly floor space, we also have manufacturing space and test cells.

Test cells we can test all our military product on.

Well if it's okay with you, I'd love to do a little walk and talk because what I'm really interested in is this right here, the F -135 assembly line.

How does that process really get started?

Yeah, so we source parts in for the 135 from over a dozen countries worldwide.

Poland, Italy, France, just to name a few.

The products all come here together in Middletown where they get kitted

and assembled in our final assembly line which you see in front of you.

Alright so this is where it all starts.

This is our high pressure compressor assembly, HPC for short.

It's really the core of the motor.

This is where all the energy begins and goes into the combustor.

Now everything else from here gets built out.

So this is after this we stack it and we move it down the assembly line.

This process though is especially important.

We have to stack these rotors to within half a width of human hair.

And if you miss that everything's off?

Everything is off and you got to go back and restart.

How is that even possible?

Well a lot of ingenuity, some good machines and some good people putting them together.

So the next stop is core assembly.

This is where you can really see the engine start to come together.

What's important to know about the 135 is it's assembled into modules.

This makes it easier for us to maintain them and upgrade them when need be.

So I heard this engine actually evolved from the F -119 engine

which powers my all -time favorite aircraft the F -22 Raptor.

What lessons did you guys learn from the F -119

that you were then able to take into designing and manufacturing the 135?

That's a great question.

We actually learned a lot from the 119

and that's why the 135 is built on that architecture because

when you think about the maturation of an engine system it's a very complex machine

and you can learn out a lot of different things over the course of time.

So the 135 really stands on the 119 shoulders, but it also delivers best -in -class single -engine safety to the JSF.

Yeah, going from two engines to one, more thrust, more power, it's crazy what this thing can do.

Now at this point in the manufacturing line, the steps vary depending on the specific type of engine being produced.

The F -35 comes in three different variants.

The A model used for air -to -air combat, the C model used for carrier operations,

and the B model, which features a pivoting engine nozzle that allows the jet to perform short takeoffs and vertical landings.

This is the Stovall engine.

It supports the F -35B model.

Stovall short for short takeoff vertical landing.

That capability gives our Marines and allies the ability to take off from small airfields

or on smaller aircraft carriers than the conventional variant can.

It does 50 % of its thrust out of the lift fan in Stovall mode

and the other 50 % out of the swivel nozzle.

So from a visual standpoint, what are the main differences when looking at this thing between the Stovall variant and the conventional variant?

A lot of it is common with the CETAL variant.

The main differences are some weight saving changes like this OMC duct on the outside, which is organic matrix composites.

It's lighter than the metal variant on the CETAL.

Also, we have our bypass air offtake.

These are for the roll posts that help stability of the aircraft in flight.

The biggest difference, however, is our three bearing swivel module.

So this module can articulate down to 45 degrees in short takeoff mode and 90 degrees in vertical landing.

This is the final step in the vertical assembly process.

After this, the engine moves horizontal and goes on to final assembly.

Quality control and FOD protection is really important throughout the assembly process, but here it's really critical to make sure we've done everything right and made sure nothing has gotten in the gas path.

Yeah, so you mentioned FOD.

That's super interesting for an object debris.

I mean if an engineer is working on this, they drop a pen or anything off their jacket, that could like disrupt the entire engine.

So like what protections do you guys have in place?

Pratt & Winnie has an extensive FOD awareness program.

So we do training, there's policies and procedures in place, and everybody on the floor maintains a FOD -free workplace.

This is another part of our assembly process.

It's a smart kit.

Effectively, all these parts get kitted and pre -ready for the mechanic.

When he finishes his work, he calls for the next kit to come down.

Everything's set up in an ergonomic fashion, clearly marked so we can pull them and put them on the engine in the right configuration.

100

Another interesting part of our assembly floor tools is a smart torque system.

101

These tools

102

help the mechanic precisely torque down all nuts

103

and bolts on the engine to whatever the AFS sheet or build sheet calls out.

104

It's actually one of our best advancements

105

and it's really helped the quality control of the engine for externals and other other parts.

106

Yeah can I check that out?

107

It's pretty sweet.

108

So you know I see all the engineers here everyone working I mean it's It's pretty impressive.

109

What does it take to work here at Pratt & Whitney?

110

What are you guys looking for?

111

Pratt & Whitney is just one business unit in RTX.

112

RTX employs over 180 ,000 people globally, so there's really something for everybody.

113

But across the board, what we're looking for are smart, motivated, and people who are interested in aerospace.

114

So one thing I wanted to ask you about is stealth.

115

For those of you unfamiliar, I'm talking about the F -35's ability to avoid detection on enemy radar.

116

And I'm assuming that stealth is something that had to be considered when designing this engine, right?

117

So what considerations were actually taken?

118

There's not much I can tell you, but what I can tell you is the F -35 is a fifth generation platform.

119

One of the main differences between a fourth generation platform like an F -16 or an F -15 is its stealth capability.

120

The engine is part of that.

121

So as you can tell, we had the same requirements the aircraft did relative to those capabilities.

122

And so it was back in, what, 2006 when the first F -135 engine was delivered from Pratt & Whitney.

123

So since then, what improvements to the design and modernization of this assembly line have been made?

124

Yeah, there's been a lot done both to the floor and to the engine.

125

And when you think about over time, the way we progress a design on the military side, we go from an initial configuration to a final production configuration.

126

A lot of those upgrades go in on a modular basis.

127

As we talk about the future of the 135, that modular configuration is going to allow us to further upgrade the system.

128

So this is the final assembly line for the F -135.

129

This is where all the modules come together and all the final externals are mounted to the engine.

130

I see all this setup and tooling.

131

What is all this?

132

Yes, this is pretty impressive.

133

This engine is actually upside down right now and these rails allow it to spin 360 degrees.

134

So as the mechanic is installing all the final components and tightening all the bolts, he can do so in an ergonomic fashion.

135

So once the engine is actually installed in the F -35, is there something that allows it to communicate with the engine or how does that kind of all come together?

136

Yeah, it's a great question.

137

So up here is the FEDA.

138

This is Full Authority Digital Engine Control.

139

So this allows the engine to control itself as well as talk to the aircraft and the aircraft to talk to it.

140

On top of all this, there are thousands of people at Pratt who come together every day to make this engine possible.

141

Mechanics, engineers, supply chain professionals they're all the reason that we're standing here today in front of this monster machine.

142

Once the assembly of the engine has been signed off and completed, it then heads over to building 410, also known as the engine test cell area.

143

Each engine is tested for hours at a time to make

144

sure everything functions properly before sending it out the door to be installed on a real -life F -35.

145

If you've ever seen those crazy videos of engines being strapped down and throttled to full afterburner, this room is where it happens.

146

Well, welcome to our production test facility.

147

This is where we test the F -135 engine.

148

After the test equipment gets installed, we bring the engine into the test cell using the monorail system overhead, and the operators lock the engine into the thrust bed.

149

So what's going on here with this big metal cone?

150

You know, I didn't see that before.

151

What's that about?

152

Yeah, that's a thought screen, and it's used to prevent any foreign objects from getting ingested into the engine.

153

So what are you guys testing for in here?

154

What are those things you're looking for?

155

So we measure airflow, thrust, vibration, some of the temperatures, fuel flow.

156

All of that to compare and certify the engine against the performance specs.

157

Now what I really want to check out is what's going back there on the business end.

158

It's like this dark abyss.

159

Can we go check that out?

160

Yeah, that's where all the afterburner gets directed to.

161

So this is the nozzle of the F -135 engine.

162

I mean, it's huge, but look how far back this goes.

163

I mean, how many feet did you say?

164

Yeah, the exhaust goes back down more than 50 feet.

165

50 feet of just exhaust for that afterburner trail, which is crazy.

166

So when you guys are testing, what, are you pushing the throttle up?

167

40 ,000 pounds of thrust?

168

What's that like?

169

Yeah, it's very loud.

170

You can feel it in the control room as well.

171

Yeah, which is just right back there, and I think that's where we're headed next, right?

172

That's correct.

173

Let's check it out.

174

Welcome to the engine test control room.

175

This is where they're monitoring, observing the actual engine test that happens before it gets shipped out to be installed on a real F -35.

176

And if you come follow me, check this out.

177

This is actually the throttle where they're controlling that thrust and that afterburner that comes out of the engine.

178

And apparently, I'm going to have a chance to throw this up myself.

179

So let's see what happens.

180

In this part of the test, what we're going to be doing is we're going to be demonstrating a VIBE survey and thrust transient.

181

All right?

182

Joe, whenever you're ready, you can go ahead and run it.

183

A VIBE survey is a slow axle from idle power to an immediate power.

184

We're gonna stabilize up there for a couple of seconds

185

and then bring the engine back down to ground idle That's a slow axle

186

and slow diesel and then we're gonna be doing the thrust transients rapid axle 150 % Rapid diesel to ground idle.

187

Sounds good.

188

Let's hit it You can really hear that You can feel it too.

189

Nozzles opening up Yeah you can feel it, the rumble.

190

It's rumbling.

191

Alright Joel, let's bring it back down.

192

During this part of the test we're monitoring the vibes of the engine like I mentioned earlier.

193

Alright, so we're at ground idle again.

194

The next part, like I mentioned, we're going to do a thrust transient.

195

That's a rapid axle from 10 % all the way to 150%.

196

So just like a pilot's going full afterburner.

197

You guys are testing that.

198

Full AB for takeoff.

199

All right, let's do it.

200

Ready, Joe?

201

Yep.

202

Hit it.

203

You need to strap into this one.

204

So 40 ,000 pounds of thrust right now.

205

Yep.

206

We're turning over.

207

He's coming out the back of the F -135.

208

That's crazy.

209

Look at that.

210

Such a thick afterburner on this engine.

211

It's like a wide nozzle.

212

It's awesome.

213

We're very lucky to see this on every test.

214

Alright, let's do a rapid D -cell.

215

And just cut it back down.

216

Wow.

217

Just like that, we're back to ground up.

218

Responds quickly too, that's awesome.

219

Would you like to try it?

220

I would, okay.

221

Alright.

222

Okay, so walk me through this again.

223

Yep.

224

The engine is at idle right now.

225

All you gotta do is just clear that, slow, just go slow and push it all the way up.

226

All the way to the stop.

227

Okay, I feel like I'm in Top Gun.

228

Alright, here we go.

229

So we're like Mach 1 .6 right now.

230

Just cruising along.

231

That's sick.

232

Alright, so if I pull it back down.

233

Yep, just pull it back down slowly until they hit the stop.

234

There we go, idle stop.

235

Clear it out.

236

That's impressive.

237

We're back at ground idle right now.

238

Ground idle.

239

So I'm officially a F -135 pilot now.

240

That was a slow axle, slow diesel.

241

Do you want to do it again with a snap?

242

Yeah, explain that to me again.

243

Just clear the stop.

244

And straight forward?

245

Straight forward, just like that.

246

During this part of the test, we're measuring the thrust response of the engine against the spec.

247

Gotcha.

248

So everything's performing good right now from Yale's observation?

249

Everything is in the green, yep.

250

Sweet.

251

Did it same thing to end it?

252

Just straight back?

253

We'll just pull it all the way back.

254

Alright.

255

Yep.

256

I mean, that's super cool.

257

Very impressive.

258

Incredible engine and just awesome.

259

Welcome to the pack line.

260

This is the final step in the F -135 assembly process.

261

After we test it, we bring it here to pack it up

262

and then we ship it to go on a real life F -35 jet.

263

Well it's honestly pretty cool being in this room, like seeing the engine packed up on a trailer before it goes to F -35, it's like all so neat and orderly.

264

But what I really wanted to ask you about is the future of the F -135.

265

I know there's been a lot of talk in the news about Department of Defense increasing, you know, their asks and demands, modernization.

266

So what is next for this engine?

267

So what's next is the engine core upgrade.

268

We call it ECU and really that's an upgrade of the core of the motor

269

and it's going to enable more electrical power and cooling.

270

And so as the jet brings on more capabilities, more weapon systems for the warfighter, this upgrade will enable that.

271

So as the F -35's role continues to evolve, pilots want more.

272

So what does the engine core upgrade program do for them?

273

So right now the most important thing for the warfighter is to get what we call block four weapons onto the jet.

274

So there's a technology roadmap and insertion program for the F -35.

275

It's got the most advanced weapon systems coming onto the jet in future years.

276

To enable those weapon systems, we need a core upgrade.

277

We need to provide more electrical power and cooling.

278

And what's most important is that we do

279

that as fast as we can to get those weapon systems enabled to the pilot, and that's what this core upgrade gives them.

280

And it's more than just the United States, right?

281

I mean, I know a lot of international partners fly the F -35, so will this upgrade go out to them too?

282

So this is what we call a tri -variant common solution.

283

It means the same F -135 engine and this engine core upgrade is going to go into the F -35A model,

284

the F -35B, which is the Stovall short takeoff and vertical landing, and the F -35C, which is the carrier version.

285

It will also go to all the international partners and customers that are part of this program.

286

Well, everything you and your team are doing here is very impressive, so organized, streamlined, and I guess everything you need when building one of the most advanced fighter jet engines out there.

287

So thanks so much for having me out.

288

Thank you for coming, Sam.

289

It's been a pleasure to host you.

290

And to everyone watching, I hope you learned something new.

291

That's it from here at Pratt & Whitney's F -135 Engine Facility, and I'll catch you next time.

Wat is de Shadowing-techniek?

Shadowing is een wetenschappelijk onderbouwde taalleermethode die oorspronkelijk is ontwikkeld voor professionele tolkentraining en gepopulariseerd door polyglot Dr. Alexander Arguelles. De methode is eenvoudig maar krachtig: je luistert naar native Engelse audio en herhaalt het onmiddellijk hardop — als een schaduw die de spreker volgt met slechts 1–2 seconden vertraging. In tegenstelling tot passief luisteren of grammaticadrills, dwingt shadowing je hersenen en mondspieren om echte spraakpatronen tegelijkertijd te verwerken en te reproduceren. Onderzoek toont aan dat het de uitspraaknauwkeurigheid, intonatie, ritme, verbonden spraak, luisterbegrip en spreekvaardigheid aanzienlijk verbetert — waardoor het een van de meest effectieve methoden is voor IELTS Speaking-voorbereiding en echte Engelse communicatie.

Shadowing Practice: How The World's Most Powerful Fighter Jet Engine Is Made - Learn English Speaking with Video

About This Lesson

Key Vocabulary & Phrases

Practice Tips

Wat is de Shadowing-techniek?