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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. 📹: xtreme_aviation

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Aviation

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190,518 просмотров • 19 дней назад •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
1:04

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

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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
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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

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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.
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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.

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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
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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

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Why is their two levels of sound I hear you ask? It’s called METOTS. Modified Engine TakeOff Thrust Setting. Prevents the engine from exceeding 78% N1 until IAS > 35 knots. Prevents flutter on fan blades and improves airflow into engine. Alex 🇭🇲
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Why is their two levels of sound I hear you ask? It’s called METOTS. Modified Engine TakeOff Thrust Setting. Prevents the engine from exceeding 78% N1 until IAS > 35 knots. Prevents flutter on fan blades and improves airflow into engine. Alex 🇭🇲

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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.
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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.

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The Spinning Wheel Of The Engine Grabs The Nested Tires, Allowing The Man to Use the Wooden Lever To Apply Friction And Engage The Crank 📹murshad30405
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The Spinning Wheel Of The Engine Grabs The Nested Tires, Allowing The Man to Use the Wooden Lever To Apply Friction And Engage The Crank 📹murshad30405

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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.
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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.

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When the engine has its own zip code... 💀 Did he build a truck for the engine, or an engine for the truck? 😭🚚💨 #CumminsSwap #KeiTruck #MiniTruck #DieselLife #CarMods
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Tom Mueller (Tom Mueller) says his "proudest development" as the 1st Employee at SpaceX was creating the Merlin engine: "Currently flying on Falcon 9, it is the most reliable rocket engine ever developed, and also the highest thrust to weight of any rocket engine ever developed."
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Tom Mueller (Tom Mueller) says his "proudest development" as the 1st Employee at SpaceX was creating the Merlin engine: "Currently flying on Falcon 9, it is the most reliable rocket engine ever developed, and also the highest thrust to weight of any rocket engine ever developed."

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Ever wonder what happens when an airplane stalls? This video is a perfect example! Stalls aren't about the engine, they're about the airflow. These yarn strings show smooth, attached airflow over the wing. As angle of attack increases, the airflow separates, lift decreases, and a stall occurs. 📹: pilotmakers
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Ever wonder what happens when an airplane stalls? This video is a perfect example! Stalls aren't about the engine, they're about the airflow. These yarn strings show smooth, attached airflow over the wing. As angle of attack increases, the airflow separates, lift decreases, and a stall occurs. 📹: pilotmakers

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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
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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

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KC-135 “blowing its guts out” during takeoff roll in Atlanta, resulting in an engine failure. The shower of sparks are likely metal fragments from the CFM56 engine or debris it ingested. March 29, 2025 🎥 Matt Cochran
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KC-135 “blowing its guts out” during takeoff roll in Atlanta, resulting in an engine failure. The shower of sparks are likely metal fragments from the CFM56 engine or debris it ingested. March 29, 2025 🎥 Matt Cochran

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Boeing 787 engine startup, powered by the Rolls-Royce Trent 1000. An excellent video showing a tailwind start, where the fan is initially windmilling in reverse. As the airflow through the core gradually builds, the fan begins rotating in clockwise direction (viewed from the front). 📹: ramperryan
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Boeing 787 engine startup, powered by the Rolls-Royce Trent 1000. An excellent video showing a tailwind start, where the fan is initially windmilling in reverse. As the airflow through the core gradually builds, the fan begins rotating in clockwise direction (viewed from the front). 📹: ramperryan

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#ParisAirShow2025 | Safran is launching an evolution of its M88 engine, dubbed the M88 T-REX. This engine will capitalize on the proven reliability and performance of the M88 while pushing its limits with increased thrust of 9 tonnes with afterburner.
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#ParisAirShow2025 | Safran is launching an evolution of its M88 engine, dubbed the M88 T-REX. This engine will capitalize on the proven reliability and performance of the M88 while pushing its limits with increased thrust of 9 tonnes with afterburner.

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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
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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

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High Power Run! Can you guess the engine type? 💪 📹: Stigaviation
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High Power Run! Can you guess the engine type? 💪 📹: Stigaviation

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🇨🇳 UN-INTERCEPTABLE MISSILES: China showed off a rocket engine that defies the laws of physics A missile with the new engine can instantly changes its trajectory by nearly 180 degrees. The Chinese engine can reach a maximum speed of up to 20 thousand kilometers per hour.
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🇨🇳 UN-INTERCEPTABLE MISSILES: China showed off a rocket engine that defies the laws of physics A missile with the new engine can instantly changes its trajectory by nearly 180 degrees. The Chinese engine can reach a maximum speed of up to 20 thousand kilometers per hour.

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The 1911 Fiat S76 with its massive 28 liter four cylinder engine and its incredible sound.
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The 1911 Fiat S76 with its massive 28 liter four cylinder engine and its incredible sound.

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