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No runway, no problem. Shield AI and GE Aerospace just cleared a critical path to vertical flight, completing engine light-off testing of the Axisymmetric Vectoring Exhaust Nozzle (AVEN) for X-BAT. Engineers from both companies integrated the AVEN into GE Aerospace's F110-GE-129E engine, then completed functional checkouts and engine light-off... show more

Shield AI

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97,541 views • 19 days ago •via X (Twitter)

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🌕 Tested on Earth. Bound for the Moon. The BE-7 engine for our Blue Moon MK1 lunar lander just completed acceptance testing. Two 290-second tests exposed the engine to its full range of thrust and mixture ratios to verify engine performance. The engine is now off to Florida for integration with MK1.

🌕 Tested on Earth. Bound for the Moon. The BE-7 engine for our Blue Moon MK1 lunar lander just completed acceptance testing. Two 290-second tests exposed the engine to its full range of thrust and mixture ratios to verify engine performance. The engine is now off to Florida for integration with MK1.

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I have serious question for everyone person complaining about Unreal Engine 6 having AI integrated in the engine. What are solo developer suppose to do when their have a issue with a system they're trying to build there's no tutorials and nobody replying to them on discord ?

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Tú Michael 🇻🇳

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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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CFM International

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Canada's first orbital-class rocket engine is now being manufactured! Our patent pending Hadfield-150 engine is the largest and most powerful rocket engine ever built in Canada, and the first known Canadian orbital-class engine to make it to this stage. The Hadfield-150 builds on everything we learned after years of painstakingly designing, manufacturing, and testing the Hadfield-10 series, our first regeneratively cooled and additively manufactured liquid rocket engine. Every engine test, both successful and unsuccessful on our Darkhorse test stand at Area 66, retired risk that's now carried straight into Hadfield-150 and sovereign orbital launch for Canada. A few details about the Hadfield-150 engine series: ✅ Designed to power Tundra and Tundra+, our light and medium-lift launch vehicles, and built to scale to Tempest, our larger reusable medium lift vehicle ✅ Manufactured entirely in-house, from design to print to test, for true sovereign launch capability ✅ Produced at Rocket Factory 1, on our expanding fleet of metal additive manufacturing systems at the AMA Lab, including the largest known metal 3D printer in Canada ✅ Designed for reusability and medium-lift scale from the outset, and built to significantly cut the time, infrastructure, manufacturing and cost iterative engine testing usually requires, with room to scale to even larger engines by leveraging the same design ✅ Capable of engine-out functionality, so losing one on an early flight doesn't have to mean losing the mission ✅ Optimized for Canada's Launch the North initiative, to deliver sovereign operational capability in a time and cost efficient manner Initial testing starts later this year at our new Blackhawk orbital engine test cell at Area 66, our private test range in Ontario. Stacked, integrated vehicle testing comes later at the Atlantic Spaceport Complex, our spaceport in Newfoundland and Labrador. Stay tuned for some exciting and fiery milestones ahead! 🚀🇨🇦 National Defence Defence Research and Development Canada Canadian Space Agency Transport Canada NGen Canada

NordSpace 🇨🇦

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94,810 views • 8 months ago

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NeuralAI

24,349 views • 1 year ago

India spent 39 years and over 2000 crore on the Kaveri engine and still cannot hit the thrust a fighter needs. problem was never funding, GTRE had no access to how Rolls Royce or GE engineers think about single crystal blade metallurgy or combustion instability during flight. That kind of knowledge sits inside people who have iterated on live programs for decades, You cannot download someone else iteration history. You have to be inside the program to absorb what it teaches Every country that builds jet engines went through the same ugly loop, Test, fail, retest, discover something that fits nowhere in a textbook. India had no high altitude test facility for the Kaveri. Had to ship the engine to Russia for every trial run. You cannot absorb the parameters that separate a working hot section from a molten one by reading papers. That knowledge gets created inside the program itself. Miss the program, miss the knowledge. No workaround exists. GE will transfer 80% of F414 manufacturing tech to HAL, The remaining 20% is where the real gap lives. Core metallurgy, turbine cooling geometries, thermal margin tables that took forty years of flight data to build. Safran meanwhile is offering India full hot section know how for the AMCA engine. Two competing offers from two different countries, both telling India the same story. You can buy the right to assemble, You cannot buy the intuition that shaped the design. I love yur thought by the way, I watch few weeks Ago reel where he talked about how hard to make just blade :)

India spent 39 years and over 2000 crore on the Kaveri engine and still cannot hit the thrust a fighter needs. problem was never funding, GTRE had no access to how Rolls Royce or GE engineers think about single crystal blade metallurgy or combustion instability during flight. That kind of knowledge sits inside people who have iterated on live programs for decades, You cannot download someone else iteration history. You have to be inside the program to absorb what it teaches Every country that builds jet engines went through the same ugly loop, Test, fail, retest, discover something that fits nowhere in a textbook. India had no high altitude test facility for the Kaveri. Had to ship the engine to Russia for every trial run. You cannot absorb the parameters that separate a working hot section from a molten one by reading papers. That knowledge gets created inside the program itself. Miss the program, miss the knowledge. No workaround exists. GE will transfer 80% of F414 manufacturing tech to HAL, The remaining 20% is where the real gap lives. Core metallurgy, turbine cooling geometries, thermal margin tables that took forty years of flight data to build. Safran meanwhile is offering India full hot section know how for the AMCA engine. Two competing offers from two different countries, both telling India the same story. You can buy the right to assemble, You cannot buy the intuition that shaped the design. I love yur thought by the way, I watch few weeks Ago reel where he talked about how hard to make just blade :)

Normal Guy

542,452 views • 1 month ago

I got back from the hospital and asked the boys to get ready to fire up the jet engine🔥 I am super fired up as well, you can see the performance resulting from the last design upgrades, we finally have BLUE Afterburner flames, showing tremendous increase in power and thrust, the grasses along the exhaust path in the uncompleted building turned brown after this test, my welder was so happy he started taking selfies close to the engine. I can't imagine what this beast will do on a runway and for ndi 'aesthetics🤣, I don't believe u expect me to test a freaking jet engine at Transcorp Hilton do u?😂 No worries, Soon we will move to our advanced facility already in the works ✅ We are back 🚀 #Zedora

I got back from the hospital and asked the boys to get ready to fire up the jet engine🔥 I am super fired up as well, you can see the performance resulting from the last design upgrades, we finally have BLUE Afterburner flames, showing tremendous increase in power and thrust, the grasses along the exhaust path in the uncompleted building turned brown after this test, my welder was so happy he started taking selfies close to the engine. I can't imagine what this beast will do on a runway and for ndi 'aesthetics🤣, I don't believe u expect me to test a freaking jet engine at Transcorp Hilton do u?😂 No worries, Soon we will move to our advanced facility already in the works ✅ We are back 🚀 #Zedora

Ziko Abara

77,055 views • 1 year ago

🇺🇸 BREAKING: DELTA FLIGHT BURSTS INTO FLAMES AT ORLANDO AIRPORT A Delta Airbus A330 headed for Atlanta turned into a runway fire drill this morning when flames shot out of its engine, forcing a full-blown emergency evacuation. Flight DL1213 had 200 passengers, 10 flight attendants, and 2 pilots — all of whom took an unexpected trip down the inflatable slides after the engine said “nope” just before takeoff. Everyone’s safe, no injuries, and Delta tossed in snacks while folks waited for a new plane. Still no word on what made the engine spit flames, but one thing’s clear: those evacuation slides got more action than anyone expected at 11 a.m. Sources: FOX 35 News, Daily mail Media Source: Intel Point Alert

🇺🇸 BREAKING: DELTA FLIGHT BURSTS INTO FLAMES AT ORLANDO AIRPORT A Delta Airbus A330 headed for Atlanta turned into a runway fire drill this morning when flames shot out of its engine, forcing a full-blown emergency evacuation. Flight DL1213 had 200 passengers, 10 flight attendants, and 2 pilots — all of whom took an unexpected trip down the inflatable slides after the engine said “nope” just before takeoff. Everyone’s safe, no injuries, and Delta tossed in snacks while folks waited for a new plane. Still no word on what made the engine spit flames, but one thing’s clear: those evacuation slides got more action than anyone expected at 11 a.m. Sources: FOX 35 News, Daily mail Media Source: Intel Point Alert

Mario Nawfal

343,243 views • 1 year ago

🚨#BREAKING: A Boeing 737 Southwest Airlines had to Make a Emergency Landing after parts of the Engine Cowling Detaches 📌#Denver | #Colorado Currently, emergency crews and authorities are on the scene after a Boeing 737-800 Southwest Airlines Flight WN3695/SWA3695 departing from Denver International Airport bound for Houston, Texas, experienced an incident during takeoff. The pilots on board declared an emergency landing to air traffic control after reporting that a piece of engine cowling had detached and was dangling off. Video recorded by a passenger shows the detached engine cowling flapping during the flight. The aircraft safely returned to Denver International Airport, and no injuries have been reported. The FAA will be investigating the situation.

🚨#BREAKING: A Boeing 737 Southwest Airlines had to Make a Emergency Landing after parts of the Engine Cowling Detaches 📌#Denver | #Colorado Currently, emergency crews and authorities are on the scene after a Boeing 737-800 Southwest Airlines Flight WN3695/SWA3695 departing from Denver International Airport bound for Houston, Texas, experienced an incident during takeoff. The pilots on board declared an emergency landing to air traffic control after reporting that a piece of engine cowling had detached and was dangling off. Video recorded by a passenger shows the detached engine cowling flapping during the flight. The aircraft safely returned to Denver International Airport, and no injuries have been reported. The FAA will be investigating the situation.

R A W S A L E R T S

13,019,523 views • 2 years 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

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 • 4 months ago

SCIENTISTS TURN LIGHT INTO A MEMORY SYSTEM Scientists built a tiny photonic chip and sent identical photons through it, expecting messy quantum behavior. Instead, the light started acting like a memory system, forming patterns that match a classic AI model used for associative memory. In simple terms, the interference between photons did the math needed to store and recall patterns. No brain, no computer, just light physics doing the computing. Source: NewsForce

SCIENTISTS TURN LIGHT INTO A MEMORY SYSTEM Scientists built a tiny photonic chip and sent identical photons through it, expecting messy quantum behavior. Instead, the light started acting like a memory system, forming patterns that match a classic AI model used for associative memory. In simple terms, the interference between photons did the math needed to store and recall patterns. No brain, no computer, just light physics doing the computing. Source: NewsForce

NewsForce

29,578 views • 5 months ago