Loading video...

Video Failed to Load

There was a problem loading this video. This could be due to a temporary network issue or the video might be unavailable.

During an engine run, massive amounts of air are pulled into the engine, creating strong suction at the inlet. The rapidly spinning fan accelerates the airflow, increasing its speed and changing the pressure around the engine. This pressure difference causes surrounding air, dust, and moisture to bend and flow... show more

aircraftmaintenancengineer

63,153 subscribers

957,393 views • 5 months ago •via X (Twitter)

Travel News & Politics Science & Technology

Anya Rossi• Live Now

Private livecam show

0 Comments

No comments available

Comments from the original post will appear here

Related Videos

The SR-71 Blackbird converts supersonic air to subsonic speeds using a movable, conical "spike" in the engine inlet that generates a series of shock waves, slowing air from over Mach 3 to roughly Mach 0.4 before it reaches the compressor. This process, crucial for the J58 engine, transforms high-speed, low-pressure air into high-pressure air at a manageable speed, generating a majority of the total thrust. Mechanism for Slowing Air •Inlet Spike Position: The sharp, cone-shaped spike moves up to 26 inches backward as the aircraft accelerates, optimizing shock wave alignment. •Oblique Shock Waves: At supersonic speeds, the spike produces a series of angled oblique shock waves that slow and compress the air. •Normal Shock Wave: A terminal shock wave forms at the inlet mouth, effectively slowing the air to subsonic velocity. •Variable Geometry: The inlet computer automatically manages the spike position and bypass doors to prevent "inlet unstart"—an immediate loss of thrust caused by shock wave misalignment. Benefits and Components •Pressure Conversion: The inlet acts like a "garden hose in reverse," where the reduction in speed is converted into massive pressure increase. •Subsonic Compression: The engine itself is a turbojet, which can only function on subsonic air. •Bypass Air: Excess air is bled off and reintroduced at the exhaust, adding more efficiency and thrust. •YouTube : How the Lockheed SR-71 Blackbird works by Amimagraffs

The SR-71 Blackbird converts supersonic air to subsonic speeds using a movable, conical "spike" in the engine inlet that generates a series of shock waves, slowing air from over Mach 3 to roughly Mach 0.4 before it reaches the compressor. This process, crucial for the J58 engine, transforms high-speed, low-pressure air into high-pressure air at a manageable speed, generating a majority of the total thrust. Mechanism for Slowing Air •Inlet Spike Position: The sharp, cone-shaped spike moves up to 26 inches backward as the aircraft accelerates, optimizing shock wave alignment. •Oblique Shock Waves: At supersonic speeds, the spike produces a series of angled oblique shock waves that slow and compress the air. •Normal Shock Wave: A terminal shock wave forms at the inlet mouth, effectively slowing the air to subsonic velocity. •Variable Geometry: The inlet computer automatically manages the spike position and bypass doors to prevent "inlet unstart"—an immediate loss of thrust caused by shock wave misalignment. Benefits and Components •Pressure Conversion: The inlet acts like a "garden hose in reverse," where the reduction in speed is converted into massive pressure increase. •Subsonic Compression: The engine itself is a turbojet, which can only function on subsonic air. •Bypass Air: Excess air is bled off and reintroduced at the exhaust, adding more efficiency and thrust. •YouTube : How the Lockheed SR-71 Blackbird works by Amimagraffs

Habubrats SR-71

71,890 views • 1 month ago

There is a long checklist of items to go through before you get to hit the starter, so this clip is just the fun part. The engines are labeled engine #1 (left) and engine #2 (right). The first engine is started off the 24volt battery of the aircraft and the starter is released one the compressor reaches 55%. Once the first engine is up and running with the generator turned on, it makes the second engine spool up much quicker, as is has very little load to work against with the blades already turning at 85% rotor speed by this point. On odd calendar days we start engine number 1 first, and number 2 on even days. This is done to lessen the chance of us wearing out one engine more than the other. B212’s are intensive on maintenance, so each machine is dispatched with an engineer to oversee the maintenance. They will walk around the machine and check for (no) leaks for the first start of the day. 📸 by ig/bushpiloting Not an ad

There is a long checklist of items to go through before you get to hit the starter, so this clip is just the fun part. The engines are labeled engine #1 (left) and engine #2 (right). The first engine is started off the 24volt battery of the aircraft and the starter is released one the compressor reaches 55%. Once the first engine is up and running with the generator turned on, it makes the second engine spool up much quicker, as is has very little load to work against with the blades already turning at 85% rotor speed by this point. On odd calendar days we start engine number 1 first, and number 2 on even days. This is done to lessen the chance of us wearing out one engine more than the other. B212’s are intensive on maintenance, so each machine is dispatched with an engineer to oversee the maintenance. They will walk around the machine and check for (no) leaks for the first start of the day. 📸 by ig/bushpiloting Not an ad

aircraftmaintenancengineer

25,907 views • 1 year ago

There’s a real nip in the air here this morning. The type of air that makes your eyes water when you walk into the wind. Here’s the penultimate 11am steam engine of the season going past the house and I managed to get dressed and go outdoors to film this one

There’s a real nip in the air here this morning. The type of air that makes your eyes water when you walk into the wind. Here’s the penultimate 11am steam engine of the season going past the house and I managed to get dressed and go outdoors to film this one

Sarah Parry

429,108 views • 7 months ago

As the CFM LEAP engine shuts down, you can hear the distinctive “whoosh” sound followed by a gush of air. That is the Reverse Bleed System (RBS) at work. During normal operation, a significant amount of fuel remains unpurged in the system after engine shutdown. This residual fuel, located near or within the hot section, vaporizes due to high temperatures and deposits carbon (coke) on the fuel nozzles. Over time, nozzle coking leads to several operational and maintenance issues, including loss of thrust, reduced engine efficiency due to incomplete combustion, accelerated deterioration of hot-section components (combustor and High-Pressure Turbine), engine start failures, potential engine stalls, and increased unscheduled engine removals. The Reverse Bleed System (RBS) prevents fuel nozzle coking by automatically introducing cool air from the core compartment into the engine core flowpath after shutdown. This effectively lowers the fuel nozzle temperature below the coking threshold. RBS can operate for a maximum of 1 hour, and its effectiveness depends on ambient conditions (especially ambient temperature) and the total duration it runs. The last flight of the day contributes the most to fuel nozzle coke accumulation because of the extended dwell time at the gate. By actively managing post-shutdown thermal conditions, RBS significantly reduces coking-related problems, improves engine reliability, and lowers long-term maintenance costs. Now, also coming soon to the CFM56

As the CFM LEAP engine shuts down, you can hear the distinctive “whoosh” sound followed by a gush of air. That is the Reverse Bleed System (RBS) at work. During normal operation, a significant amount of fuel remains unpurged in the system after engine shutdown. This residual fuel, located near or within the hot section, vaporizes due to high temperatures and deposits carbon (coke) on the fuel nozzles. Over time, nozzle coking leads to several operational and maintenance issues, including loss of thrust, reduced engine efficiency due to incomplete combustion, accelerated deterioration of hot-section components (combustor and High-Pressure Turbine), engine start failures, potential engine stalls, and increased unscheduled engine removals. The Reverse Bleed System (RBS) prevents fuel nozzle coking by automatically introducing cool air from the core compartment into the engine core flowpath after shutdown. This effectively lowers the fuel nozzle temperature below the coking threshold. RBS can operate for a maximum of 1 hour, and its effectiveness depends on ambient conditions (especially ambient temperature) and the total duration it runs. The last flight of the day contributes the most to fuel nozzle coke accumulation because of the extended dwell time at the gate. By actively managing post-shutdown thermal conditions, RBS significantly reduces coking-related problems, improves engine reliability, and lowers long-term maintenance costs. Now, also coming soon to the CFM56

Arjun Singh

52,876 views • 1 month ago

Following the Delta A330-323(N813NW) engine failure after departure from São Paulo (GRU), many are asking: what actually happens if an airliner loses an engine just after takeoff? As passenger in the cabin watching this scenario unfold, the panic is understandable. Seeing flames from an engine is alarming. But this is exactly the kind of scenario pilots are trained for repeatedly in simulators. Modern multi-engine aircraft are designed to fly safely on one engine. In fact, losing one engine is a certification requirement during testing. Here’s what happens: At liftoff, pilots target V2 speed—the minimum safe speed that guarantees the aircraft can continue climbing even with one engine inoperative. If an engine fails: • The MASTER FIRE warning light will illuminate in the cockpit and the fire warning bell will sound, alerting the pilots on the affected engine (they will close the fuel, hydraulic shutoff, and engine bleed air valves, and also discharge the related fire bottle to extinguish the engine fire). Of course, they will be careful NOT TO shut down the wrong engine (this has happened before). • Maximum thrust is applied on the remaining engine. • Rudder input keeps the aircraft straight (countering asymmetric thrust) • The aircraft climbs straight ahead for best performance (turns reduce climb rate unless required) Once above a safe altitude (typically ~1,500 ft / Minimum Flap Retraction Altitude(MFRA): • The aircraft accelerates • Flaps are retracted (“cleaning up”) • Crew assesses the situation and plans a return or diversion Even at very low altitude, the aircraft remains controllable by design. It may not climb aggressively, but it will climb. Bottom line: What looks catastrophic from the cabin is a scenario pilots are highly trained to handle—and aircraft are engineered to withstand. Hope this helps any nervous flyer. Flying is safe, and the chances of this happening have reduced due to lessons learned from previous incidents. And if you ever find yourself in this situation, trust that the pilots will act according to their training—because that’s their job.

Following the Delta A330-323(N813NW) engine failure after departure from São Paulo (GRU), many are asking: what actually happens if an airliner loses an engine just after takeoff? As passenger in the cabin watching this scenario unfold, the panic is understandable. Seeing flames from an engine is alarming. But this is exactly the kind of scenario pilots are trained for repeatedly in simulators. Modern multi-engine aircraft are designed to fly safely on one engine. In fact, losing one engine is a certification requirement during testing. Here’s what happens: At liftoff, pilots target V2 speed—the minimum safe speed that guarantees the aircraft can continue climbing even with one engine inoperative. If an engine fails: • The MASTER FIRE warning light will illuminate in the cockpit and the fire warning bell will sound, alerting the pilots on the affected engine (they will close the fuel, hydraulic shutoff, and engine bleed air valves, and also discharge the related fire bottle to extinguish the engine fire). Of course, they will be careful NOT TO shut down the wrong engine (this has happened before). • Maximum thrust is applied on the remaining engine. • Rudder input keeps the aircraft straight (countering asymmetric thrust) • The aircraft climbs straight ahead for best performance (turns reduce climb rate unless required) Once above a safe altitude (typically ~1,500 ft / Minimum Flap Retraction Altitude(MFRA): • The aircraft accelerates • Flaps are retracted (“cleaning up”) • Crew assesses the situation and plans a return or diversion Even at very low altitude, the aircraft remains controllable by design. It may not climb aggressively, but it will climb. Bottom line: What looks catastrophic from the cabin is a scenario pilots are highly trained to handle—and aircraft are engineered to withstand. Hope this helps any nervous flyer. Flying is safe, and the chances of this happening have reduced due to lessons learned from previous incidents. And if you ever find yourself in this situation, trust that the pilots will act according to their training—because that’s their job.

Turbine Traveller

42,927 views • 2 months ago

The hollow cone nose on the Hermeus Hypersonic Demonstrator may detach the Mach 5+ shockwave, creating a cooler air pocket. Pair that with Plasma actuator tech steering ionized airflow and you’re shaping plasma around the aircraft. Next milestone: engine transition. 🍿 ready

The hollow cone nose on the Hermeus Hypersonic Demonstrator may detach the Mach 5+ shockwave, creating a cooler air pocket. Pair that with Plasma actuator tech steering ionized airflow and you’re shaping plasma around the aircraft. Next milestone: engine transition. 🍿 ready

Bluntly Put Philosopher (BPP)

85,088 views • 3 months ago

During the development of Starfield there was pressure internally at Bethesda for them to migrate to Unreal Engine 5. In the end Bethesda stuck with the Creation Engine, primarily because of the modding community.

During the development of Starfield there was pressure internally at Bethesda for them to migrate to Unreal Engine 5. In the end Bethesda stuck with the Creation Engine, primarily because of the modding community.

Reece “Kiwi Talkz” Reilly

15,012 views • 1 month ago

China's Y-20B with the WS-20 high-bypass engine Now officially confirmed to be in service with the Chinese air force. In terms of engine variety and sophistication, China's aerospace engine industry for the most part have entered top tier status, previously occupied by the US

China's Y-20B with the WS-20 high-bypass engine Now officially confirmed to be in service with the Chinese air force. In terms of engine variety and sophistication, China's aerospace engine industry for the most part have entered top tier status, previously occupied by the US

Zhao DaShuai 东北进修🇨🇳

73,405 views • 3 years ago

The F-16’s afterburner boosts thrust by injecting additional fuel into the exhaust stream after the gases have already passed through the turbine. This creates a second stage of combustion that dramatically increases engine power. In normal operation, the engine compresses incoming air, burns it in the main combustion chamber, and uses the resulting energy to drive the turbine. The hot, high-speed exhaust then flows into the afterburner section, which contains flame holders—metal structures designed to stabilize the flame in the fast-moving airflow. When the pilot engages the afterburner, fuel is sprayed into this exhaust stream and ignites almost instantly. Because the exhaust still contains unused oxygen, the added fuel burns intensely, causing the gases to expand and exit the nozzle at much higher velocity. To maintain smooth airflow and prevent excessive pressure buildup, a variable-area nozzle opens wider. The outcome is a massive thrust increase—often 50% or more—accompanied by the bright, fiery plume that appears when the afterburner is active. 🔥✈️ 📸 by ig/fighteraircraft

The F-16’s afterburner boosts thrust by injecting additional fuel into the exhaust stream after the gases have already passed through the turbine. This creates a second stage of combustion that dramatically increases engine power. In normal operation, the engine compresses incoming air, burns it in the main combustion chamber, and uses the resulting energy to drive the turbine. The hot, high-speed exhaust then flows into the afterburner section, which contains flame holders—metal structures designed to stabilize the flame in the fast-moving airflow. When the pilot engages the afterburner, fuel is sprayed into this exhaust stream and ignites almost instantly. Because the exhaust still contains unused oxygen, the added fuel burns intensely, causing the gases to expand and exit the nozzle at much higher velocity. To maintain smooth airflow and prevent excessive pressure buildup, a variable-area nozzle opens wider. The outcome is a massive thrust increase—often 50% or more—accompanied by the bright, fiery plume that appears when the afterburner is active. 🔥✈️ 📸 by ig/fighteraircraft

aircraftmaintenancengineer

227,498 views • 5 months ago

ID Confirmation. 🚨 Here's a clear footage of the Scenma M88 engine used by the Dassault Rafale. The other engine fell at some distance as eyewitnesses call, that aircraft exploded in mid air. CC Charlie_16

ID Confirmation. 🚨 Here's a clear footage of the Scenma M88 engine used by the Dassault Rafale. The other engine fell at some distance as eyewitnesses call, that aircraft exploded in mid air. CC Charlie_16

Mohsin Ali

181,348 views • 1 year ago

🚨⚡️China just rewrote the rules of air dominance. The J-35A stunned the world, roaring through the sky with glowing Mach rings—powered by the new WS-21 engine. The world’s most powerful jet engine is now Chinese.

🚨⚡️China just rewrote the rules of air dominance. The J-35A stunned the world, roaring through the sky with glowing Mach rings—powered by the new WS-21 engine. The world’s most powerful jet engine is now Chinese.

RussiaNews 🇷🇺

3,683,738 views • 1 year ago

When you are just walking around but suddenly hear the engine sound ✈️ 📸 by ig/laxjettech

When you are just walking around but suddenly hear the engine sound ✈️ 📸 by ig/laxjettech

aircraftmaintenancengineer

389,407 views • 5 months ago

New videos indicate that the engine that fell to the ground was most likely an M88 (an engine from the Indian Rafale fighter jet), judging by the characteristic arrangement of the nozzles, and not an M53 (an engine from the Indian Mirage 2000). The videos were recorded in the Bathinda area of India.

New videos indicate that the engine that fell to the ground was most likely an M88 (an engine from the Indian Rafale fighter jet), judging by the characteristic arrangement of the nozzles, and not an M53 (an engine from the Indian Mirage 2000). The videos were recorded in the Bathinda area of India.

Sprinter Observer

21,116 views • 1 year ago

In 1939 the Fokker XXIII made its first flight. It had a tractor engine at the front and a pusher engine at the rear. The German invasion of the Netherlands in 1940 halted its development.

In 1939 the Fokker XXIII made its first flight. It had a tractor engine at the front and a pusher engine at the rear. The German invasion of the Netherlands in 1940 halted its development.

Klaas Meijer

13,759 views • 1 year ago

Elon Musk: Raptor 3 is alien technology. “Raptor 3 is a massive increase in payload capability, in engine efficiency, and in reliability. This is really a revolutionary engine. Raptor 3 is really kind of an alien technology rocket engine. Even industry experts, when we showed a picture of the Raptor 3, said, that engine is not complete. Then we said, here's the engine, not complete, firing at a level of efficiency that has never been achieved before. That is one clean engine. In order to make the engine like that, we had to simplify so many parts of the design, incorporate secondary fluid circuits and electronics in the structure of the engine itself so everything is contained and protected. It is a marvel of engineering, frankly.” From: SpaceX Update, May 27, 2025

Elon Musk: Raptor 3 is alien technology. “Raptor 3 is a massive increase in payload capability, in engine efficiency, and in reliability. This is really a revolutionary engine. Raptor 3 is really kind of an alien technology rocket engine. Even industry experts, when we showed a picture of the Raptor 3, said, that engine is not complete. Then we said, here's the engine, not complete, firing at a level of efficiency that has never been achieved before. That is one clean engine. In order to make the engine like that, we had to simplify so many parts of the design, incorporate secondary fluid circuits and electronics in the structure of the engine itself so everything is contained and protected. It is a marvel of engineering, frankly.” From: SpaceX Update, May 27, 2025

ELON CLIPS

30,899 views • 5 months ago

Absolutely wild footage, this is a real world engine failure in a MD500 (Think Magnum P.I. helicopter) over Kauai, Hawaii out on a tour flight. You’ll probably have to watch this a few times but the video starts out with the helicopter under power and then the engine sound goes silent. The beeping you hear is the engine-out audio beep to inform the pilot that engine power has been lost. This maneuver that pilot is doing is called a Autorotation and the way to think about helicopter flight, the engine is turning this big fan (rotor blades) on top of the body and sucking in air from the top and projecting it downward to overcome the force of gravity. When engine power is lost, you experience a reverse in airflow because now gravity takes over and the air flow is coming from the bottom of the main rotor disk. The only thing the pilot can really do is to make sure the rotors keep spinning by changing the pitch of the rotor blades through the use of the “collective” which is a lever next to the pilot’s left leg and it only moves up and down. The pilot has to manipulate the collective during an auto rotation to make sure the blades keep spinning. If the pilot pulls up too much on the collective, the rotor blades will bite too much of air causing a resistance and slow the rotors down. If the pilot doesn’t pull enough collective.. the blades will speed up and potentially cause a catastrophic failure. The other control the pilot has is called the cyclic. This cyclic sits between the pilots legs and and manipulates individual pitch of the rotor blades to tilt the rotor disk aka “big fan” and make the helicopter go forward, backwards, left, right. So essentially in this type of emergency, you have to manipulate the controls in a delicate balance because no matter what, gravity is taking you to the ground because the engine is no longer producing power. The pilot did an outstanding job here given the geography and limited amount of flat terrain to put the helicopter on the ground. Thankfully it sounds like no souls were lost and only one injury according to a news report (see the link below)👇 Of course there is a lot more to helicopter aerodynamics but I’m trying my best to put this in simpler to digest terms. Big thanks to Combat Learjet for sharing and definitely worth a follow!

Absolutely wild footage, this is a real world engine failure in a MD500 (Think Magnum P.I. helicopter) over Kauai, Hawaii out on a tour flight. You’ll probably have to watch this a few times but the video starts out with the helicopter under power and then the engine sound goes silent. The beeping you hear is the engine-out audio beep to inform the pilot that engine power has been lost. This maneuver that pilot is doing is called a Autorotation and the way to think about helicopter flight, the engine is turning this big fan (rotor blades) on top of the body and sucking in air from the top and projecting it downward to overcome the force of gravity. When engine power is lost, you experience a reverse in airflow because now gravity takes over and the air flow is coming from the bottom of the main rotor disk. The only thing the pilot can really do is to make sure the rotors keep spinning by changing the pitch of the rotor blades through the use of the “collective” which is a lever next to the pilot’s left leg and it only moves up and down. The pilot has to manipulate the collective during an auto rotation to make sure the blades keep spinning. If the pilot pulls up too much on the collective, the rotor blades will bite too much of air causing a resistance and slow the rotors down. If the pilot doesn’t pull enough collective.. the blades will speed up and potentially cause a catastrophic failure. The other control the pilot has is called the cyclic. This cyclic sits between the pilots legs and and manipulates individual pitch of the rotor blades to tilt the rotor disk aka “big fan” and make the helicopter go forward, backwards, left, right. So essentially in this type of emergency, you have to manipulate the controls in a delicate balance because no matter what, gravity is taking you to the ground because the engine is no longer producing power. The pilot did an outstanding job here given the geography and limited amount of flat terrain to put the helicopter on the ground. Thankfully it sounds like no souls were lost and only one injury according to a news report (see the link below)👇 Of course there is a lot more to helicopter aerodynamics but I’m trying my best to put this in simpler to digest terms. Big thanks to Combat Learjet for sharing and definitely worth a follow!

Thenewarea51

5,846,672 views • 2 years ago