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Here is one mounted to a Cessna 172 (picture source): Historically, mufflers were considered as a disadvantage because they reduce engine performance by increasing back pressure. …

If you include the APU as an engine, the answer would need to be different, but I understand your question concerns just the engines used for propulsion. … Rutan Voyager, which used a bigger front and a smaller rear engine. …

If you switch the engine of an existing aircraft to a more powerful one, you will need to modify the airframe and systems if the aircraft had not been designed for the more powerful engine initially. … Let's first see what happens if a more powerful and heavier engine is fitted: The higher engine mass will affect the location of the center of gravity and reduce the possible payload. …

Today, lubricants have improved but still set a clear limit to the maximum speed at which a piston engine can be run. … I could not find reliable data on the engine speed of Reno Air Race winners, which should come close to the maximum sensible engine speed at that size class. …

This type of engine is good for short energy bursts in small model airplanes). A rubber engine is an engine deck (tables of engine data) which can be scaled according to your needs. … In most cases, you adjust thrust to your needs and the scaled engine deck will produce mass, size and fuel consumption for the most likely actual engine with the given thrust. …

By running a piston engine a few times on a dynamometer stand you can get reasonable numbers which are valid over the full operating range. … If you want to characterize them by their thrust, you would need to look at an engine-propeller combination at one particular speed, which is not very helpful. …

Here I have to disagree with @fooot, because accessories are mounted close to the engine, and intake lips are quite a bit ahead of the engine face in order to equalize the flow. … The flow speed at the engine face is around Mach 0.4 to 0.5, so the intake has to accelerate or decelerate the flow quite a bit, without separation or much cross flow. …

Battle damage on a Ju-87 (picture source) But to put a jet engine into an airplane with a fixed landing gear will not make it faster than the much sleeker piston-powered designs to its days. …

This he/she does by revving up the engine while the propeller is at a low pitch setting. …

To answer this question, it is best to start with the compression work which has to be performed on the air flowing through the engine. … The electrical output comes directly from the low pressure turbine which would drive the fan in an airliner engine, and is up to 32 MW for the RB-211 (after generation losses). …

They are indeed strakes which serve to reduce flow separation on the lower rear engine fairing by creating a vortex which will mix the outer, faster flow with the slowed down boundary layer on the lower …

The air is compressed in the compressor section of the engine and heats up. … If the amount of water entering the engine overwhelms the absorbing capacity of the hot air, the engine runs the risk of flaming out. Regular precipitation does not pose this threat, however. …

Normally you have more power relative to engine mass in the bigger engine. … Note also that with two engines an engine failure is statistically twice as likely. …

Thrust goes down with density as well, so thrust-specific fuel consumption is roughly constant (actually, the engine becomes more efficient with altitude due to the lower air temperature, see Carnot cycle … friction drag is also proportional to air density (and the square of flight speed), the aircraft has to fly much slower at that lower altitude, which cuts range since the fuel consumption of the single engine …

The J-58 took compressed air from the compressor at stage 4 and piped it directly into the flow aft of the turbine. This cooled the exhaust stream that entered the afterburner, so the starting tempera …