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The engine run bay at Exeter International Airport.
Unlike automobile engines, aircraft engines are often operated at high power settings for extended periods of time. In general, the engine runs at maximum power for a few minutes during taking off, then power is slightly reduced for climb, and then spends the majority of its time at a cruise setting—typically 65 percent to 75 percent of full power. In contrast, an automobile engine might spend 20 percent of its time at 65 percent power while accelerating, followed by 80 percent of its time at 20 percent power while cruising.
The power of an internal combustion reciprocating or turbine aircraft engine is rated in units of power delivered to the propeller (typically horsepower) which is torque multiplied by crankshaft revolutions per minute (RPM). The propeller converts the engine power to thrust horsepower or thp in which the thrust is a function of the blade pitch of the propeller relative to the velocity of the aircraft. Jet engines are rated in terms of thrust, usually the maximum amount achieved during takeoff.
The design of aircraft engines tends to favor reliability over performance. Long engine operation times and high power settings, combined with the requirement for high-reliability means that engines must be constructed to support this type of operation with ease. Aircraft engines tend to use the simplest parts possible and include two sets of anything needed for reliability. Independence of function lessens the likelihood of a single malfunction causing an entire engine to fail. For example, reciprocating engines have two independent magneto ignition systems, and the engine's mechanical engine-driven fuel pump is always backed-up by an electric pump.
Aircraft spend the vast majority of their time travelling at high speed. This allows an aircraft engine to be air cooled, as opposed to requiring a radiator. With the absence of a radiator, aircraft engines can boast lower weight and less complexity. The amount of air flow an engine receives is usually carefully designed according to expected speed and altitude of the aircraft in order to maintain the engine at the optimal temperature.
Aircraft operate at higher altitudes where the air is less dense than at ground level. As engines need oxygen to burn fuel, a forced induction system such as turbocharger or supercharger is especially appropriate for aircraft use. This does bring along the usual drawbacks of additional cost, weight and complexity.
Engine 173's 1995 KME (EX-Pipeline 52, EX-Deluge 14) in house at Engine 73 awaiting its next assignment.
Engine 273's 1995 KME (EX-Engine 71, EX-Engine 906, EX-Engine 57, EX-Engine 1) in house at Engine 73 awaiting its next assignment.
Engine no. 41905 with a train for Miller's Dale at Buxton (Midland Station) on 15th. June 1952.
Joanes Publications, Broomhouse, George Nympton, South
Molton, Devon. Copyright photograph by C.H.A. Townley.
Various Disney fire engines. The large one at the rear is 'Mickey's Fire Department' and 165mm long, the small on on the left is by Tomy. More images of the 101 Dalmatians vehicle (front right) here: www.flickr.com/photos/adrianz-toyz/52112001024