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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

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957,393 次观看 • 6 个月前 •via X (Twitter)

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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

71,946 次观看 • 2 个月前

WATCH: American Airlines MD-80 departs from Columbus Airport back in 2016. Those JT8D engines don't roar — they buzz. And yes, the #2 engine is running. The visible "blades" are actually stationary inlet guide vanes that help direct airflow into the engine. 📹: LoveJT8D

WATCH: American Airlines MD-80 departs from Columbus Airport back in 2016. Those JT8D engines don't roar — they buzz. And yes, the #2 engine is running. The visible "blades" are actually stationary inlet guide vanes that help direct airflow into the engine. 📹: LoveJT8D

Turbine Traveller

264,567 次观看 • 22 天前

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 次观看 • 1 年前

Ever wonder how planes "change gears" in mid-air? It's all about the Variable Pitch Propeller! Instead of the engine just spinning faster, the blades themselves rotate to bite more or less air.

Ever wonder how planes "change gears" in mid-air? It's all about the Variable Pitch Propeller! Instead of the engine just spinning faster, the blades themselves rotate to bite more or less air.

Mechanical Knowledge

17,075 次观看 • 22 天前

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

429,167 次观看 • 8 个月前

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

53,169 次观看 • 1 个月前

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 次观看 • 3 个月前

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 次观看 • 3 个月前

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 次观看 • 2 个月前

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 次观看 • 3 年前

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

227,987 次观看 • 6 个月前

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

181,655 次观看 • 1 年前

Successful fan blade-off (FBO) test of the RR Trent 900 engine. The test is conducted to meet the requirements for turbine engine blade containment. The regulations require an engine to demonstrate that it can safely contain a released fan blade without causing an uncontrolled fire, shedding hazardous debris, or compromising its engine mounting attachments.

Successful fan blade-off (FBO) test of the RR Trent 900 engine. The test is conducted to meet the requirements for turbine engine blade containment. The regulations require an engine to demonstrate that it can safely contain a released fan blade without causing an uncontrolled fire, shedding hazardous debris, or compromising its engine mounting attachments.

Turbine Traveller

79,068 次观看 • 7 天前

🚨⚡️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 🇷🇺

3,683,775 次观看 • 1 年前

This is the engine that generates power.

This is the engine that generates power.

engineer's world

87,585 次观看 • 1 个月前