#aircraft engine testing

[amrutmnm]

Aircraft Engine Test Cells Market to Reach $4.1 Billion by 2028: Here’s Why

The Aircraft Engine Test Cells Market is anticipated to grow from USD 3.3 billion in 2023 to USD 4.1 billion by 2028, at a compound annual growth rate (CAGR) of 4.2%. This growth is propelled by the increasing demand for commercial aircraft, heightened MRO services, and the continuous modernization of aircraft engine testing facilities. This article provides an in-depth look into the market, exploring how test cells work, what drives Aircraft Engine Test Cells Industry growth, key players, recent developments, and future opportunities.

What are Aircraft Engine Test Cells?

Aircraft engine test cells are specialized facilities designed to test and evaluate aircraft engines under simulated flight conditions. These cells allow for the rigorous testing of engine performance, including assessments of thrust, fuel consumption, temperature, and vibration levels. Testing ensures engines meet safety, efficiency, and reliability standards before they are installed in aircraft.

In addition to testing new engines, test cells are also used for maintenance and repair operations (MRO) to ensure engines remain in peak condition throughout their lifecycle. Equipped with advanced instrumentation, these facilities are capable of gathering and analyzing a vast array of data, enabling engineers to make informed decisions on engine performance and safety.

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How Do Aircraft Engine Test Cells Work?

Aircraft engine test cells operate by securely housing the engine and subjecting it to a range of simulated conditions. These facilities consist of multiple components, including:

Engine Mounting and Control System: Securely holds the engine and provides precise control over the testing parameters.

Data Acquisition System: Collects real-time data on key performance metrics such as thrust, fuel consumption, and vibration.

Environmental Simulation System: Mimics various flight conditions, such as altitude, temperature, and humidity.

Safety and Monitoring Systems: Ensures all tests are conducted within safe limits and maintains the integrity of the facility.

Exhaust and Cooling Systems: Manages the heat and exhaust produced during testing, ensuring a safe environment for operators.

By simulating different operational conditions, test cells provide valuable insights into engine performance, allowing for adjustments to enhance efficiency and safety.

Market Growth Drivers

The growth of the Aircraft Engine Test Cells Market is driven by several key factors:

1. Increasing Demand for Commercial Aircraft

The global aviation industry has experienced a surge in air traffic, prompting airlines to expand their fleets and invest in fuel-efficient models such as the Airbus A350 and Boeing 787 Dreamliner. These newer models feature advanced engines like the Rolls-Royce Trent XWB and General Electric GEnx, requiring extensive testing to meet performance standards. The demand for testing facilities is growing in tandem with fleet expansion efforts, as airlines seek to maintain safety and efficiency in their operations.

2. Upgrades and Maintenance Needs for Existing Test Cells

As the aviation industry continues to innovate, there is a pressing need to update existing test cells to accommodate new engine technologies. This includes upgrades to data acquisition systems, environmental simulation capabilities, and safety protocols. Test cell maintenance also involves regular calibration and the replacement of worn-out components, ensuring the reliability of test results and prolonging the facility's operational life.

3. Rising Investments in Military Aviation

Global geopolitical tensions have led to increased investments in defense capabilities, with many countries modernizing their military fleets. Next-generation aircraft, such as the F-35 Lightning II and various unmanned aerial vehicles (UAVs), require sophisticated engine testing facilities to ensure they meet operational requirements. Military aircraft demand is thus a significant driver for the Aircraft Engine Test Cells Market.

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Market Opportunities

The Aircraft Engine Test Cells Market presents several opportunities for growth, including:

1. Advancements in Engine Technology

Collaborative projects, such as NASA’s HyTEC initiative with GE Aviation and Pratt & Whitney, are focused on developing smaller, more efficient engine cores. These advancements necessitate updated testing facilities capable of handling the unique demands of next-generation engines, providing opportunities for manufacturers of test cell equipment to innovate and expand.

2. Growing Demand in Emerging Markets

The Asia-Pacific region is expected to experience the highest growth rate over the forecast period, driven by increased air travel and government investments in aviation infrastructure. As the region's aviation sector expands, there is a corresponding need for engine testing facilities, creating a lucrative market for test cell manufacturers and service providers.

3. Hybrid and Electric Aviation

The shift towards hybrid and electric aircraft, aimed at reducing carbon emissions, presents opportunities for test cell manufacturers to develop new technologies and adapt existing facilities. As the aviation industry explores more sustainable propulsion methods, the need for specialized testing capabilities will continue to grow.

Key Market Players

Several Prominent Players dominate the Aircraft Engine Test Cells Market, including:

Safran (France): A leading manufacturer of aerospace equipment, Safran offers a range of engine testing solutions and has established a joint venture with Hindustan Aeronautics Limited (HAL) to develop helicopter engines.

MDS Aero Support Corporation (US): Specializes in engine test systems and has supplied test cells for both commercial and military applications globally.

Calspan Corporation (US): Provides testing services and equipment, focusing on advanced technology and customized solutions.

Atec, Inc. (US): Offers a comprehensive range of engine test cell solutions, including data acquisition systems and environmental controls.

CEL (Canada): Known for its expertise in test cell design, CEL provides innovative solutions for commercial and military clients.

These companies are continuously investing in research and development, expanding their product portfolios, and pursuing strategic partnerships to maintain a competitive edge in the market.

Recent Developments

The Aircraft Engine Test Cells Market has seen several significant developments in recent years, including:

November 2023: Hindustan Aeronautics Limited (HAL) and Safran Helicopter Engines Pvt Ltd form a joint venture to develop and support helicopter engines.

October 2023: HAL and Safran sign an MoU to collaborate on the manufacturing of LEAP engine components.

July 2023: General Electric unveils a new test bed for NASA’s Electrified Powertrain Flight Demonstration project, advancing hybrid electric flight.

June 2023: Pratt & Whitney launches an AI-based engine analysis tool, Percept, enhancing maintenance capabilities.

March 2022: Rolls-Royce announces a USD 400 million investment to modernize its engine test facilities in Indiana, furthering its commitment to innovation.

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Frequently Asked Questions (FAQs)

Q1: What is the Aircraft Engine Test Cells Market size? The market size is expected to grow from USD 3.3 billion in 2023 to USD 4.1 billion by 2028, with a CAGR of 4.2%.

Q2: Who are the major players in this market? Key players include Safran, MDS Aero Support Corporation, Calspan Corporation, Atec, Inc., and CEL.

Q3: What drives growth in the Aircraft Engine Test Cells Market? Growth is driven by increased demand for commercial aircraft, investments in military aviation, and the need for upgraded testing facilities.

Q4: What regions are experiencing the most growth? The Asia-Pacific region is projected to have the highest growth rate due to rising air travel and government investments in aviation infrastructure.

Q5: What advancements are being made in aircraft engine testing? Notable advancements include the integration of automation, ice detection technology, and the development of facilities for hybrid and electric aircraft engines.

Key Takeaways

Market Growth: The Aircraft Engine Test Cells Market is on a steady growth trajectory, projected to reach USD 4.1 billion by 2028.

Key Drivers: Demand for commercial aircraft, military modernization, and test cell upgrades drive market growth.

Regional Growth: Asia-Pacific offers the highest growth potential, fueled by a booming aviation industry.

Opportunities: Advancements in engine technology, hybrid aviation, and emerging markets provide significant opportunities.

Market Players: Leading companies include Safran, MDS Aero Support Corporation, Calspan Corporation, Atec, Inc., and CEL, all of which are investing heavily in innovation and expansion.

The Aircraft Engine Test Cells Market is poised for significant growth, driven by demand across both commercial and military aviation sectors. As the industry navigates technological advancements and shifts towards sustainable aviation, the need for specialized testing facilities will continue to rise. This dynamic market offers numerous opportunities for stakeholders, particularly in emerging regions like Asia-Pacific, where investments in aviation infrastructure are accelerating.

[dronescapesvideos]

The History Of The Secretive U.S. Military Test Site | Edwards Air Force Base

[engines-as-art]

Took the 540 out for runs this morning. Since it was a prop strike inspection and we didn’t have to replace any piston rings or cylinder components, I didn’t have to do a full break in run, which is 90 minutes at varying power intervals. This run up was more focused on getting her up to temperature and making sure she made full power with no leaks, so I got away with less than an hour on the stand. Post run checks were positive with no abnormal metal contamination or other indications of issues. Another successful build, and she’s off to her owner in the next couple days.

[cinematicbookworm]

Man the average right leaning person really is just the most gullable people like shit some times I forget how stupid some people can be and then they open their mouths and start talking about aliens and demons on planes after watching some video online of some lady going crazy on a plane talking bout a passenger being not real like the woman was probably haveing a mental break and y’all are really out here talking bout demonic fucking possession of the person who is being screamed at by someone clearly having a break from reality shits crazy

[historyofguns]

The Douglas X-3 Stiletto was an experimental aircraft that aimed to test sustained Mach 2 flight, employing titanium structures and a short wingspan design. Part of the "X" series of early jet-powered aircraft, it followed predecessors like the rocket-powered X-1 that broke the sound barrier with USAF Captain Chuck Yeager. Despite high ambitions, the X-3 had limitations due to the use of underpowered Westinghouse J34 engines instead of the planned J46, impacting its speed. After initial tests by Douglas, the USAF, including Chuck Yeager, and NACA took over testing for stability and control, during which the phenomenon of roll inertia coupling was unexpectedly encountered. Although considered underpowered, the X-3 contributed valuable data, influencing the design of future aircraft, such as the SR-71 and F-104 Starfighter, with advancements in materials like titanium. Ultimately, the X-3 transitioned to the National Museum of the United States Air Force, illustrating its contribution to aviation history.

[edfinc]

Advanced Jet Engine Test Cell Design

Explore comprehensive jet engine test cell solutions, including design, manufacturing, and integration services for aerospace testing. These test cells are tailored for various engine types, including jet and turbine engines, ensuring precise data acquisition and control. Whether you need custom-designed test stands or complete test cell systems, this service offers robust and reliable solutions to meet industry standards.

[mustbealoosewire]

@anarchomikeism

Phantom Friday ...

USAF Kansas ANG 127Th Tactical Fighter Squadron Jayhawks F-4 Phantom in the engine test cell, running at full afterburner.

[nasa]

All-Star Moments in Space Communications and Navigation

How do we get information from missions exploring the cosmos back to humans on Earth? Our space communications and navigation networks – the Near Space Network and the Deep Space Network – bring back science and exploration data daily.

Here are a few of our favorite moments from 2024.

1. Hip-Hop to Deep Space

The stars above and on Earth aligned as lyrics from the song “The Rain (Supa Dupa Fly)” by hip-hop artist Missy Elliott were beamed to Venus via NASA’s Deep Space Network. Using a 34-meter (112-foot) wide Deep Space Station 13 (DSS-13) radio dish antenna, located at the network’s Goldstone Deep Space Communications Complex in California, the song was sent at 10:05 a.m. PDT on Friday, July 12 and traveled about 158 million miles from Earth to Venus — the artist’s favorite planet. Coincidentally, the DSS-13 that sent the transmission is also nicknamed Venus!

NASA's PACE mission transmitting data to Earth through NASA's Near Space Network.

2. Lemme Upgrade You

Our Near Space Network, which supports communications for space-based missions within 1.2 million miles of Earth, is constantly enhancing its capabilities to support science and exploration missions. Last year, the network implemented DTN (Delay/Disruption Tolerant Networking), which provides robust protection of data traveling from extreme distances. NASA’s PACE (Plankton, Aerosol, Cloud, ocean Ecosystem) mission is the first operational science mission to leverage the network’s DTN capabilities. Since PACE’s launch, over 17 million bundles of data have been transmitted by the satellite and received by the network’s ground station.

A collage of the pet photos sent over laser links from Earth to LCRD and finally to ILLUMA-T (Integrated LCRD Low Earth Orbit User Modem and Amplifier Terminal) on the International Space Station. Animals submitted include cats, dogs, birds, chickens, cows, snakes, and pigs.

3. Who Doesn’t Love Pets?

Last year, we transmitted hundreds of pet photos and videos to the International Space Station, showcasing how laser communications can send more data at once than traditional methods. Imagery of cherished pets gathered from NASA astronauts and agency employees flowed from the mission ops center to the optical ground stations and then to the in-space Laser Communications Relay Demonstration (LCRD), which relayed the signal to a payload on the space station. This activity demonstrated how laser communications and high-rate DTN can benefit human spaceflight missions.

4K video footage was routed from the PC-12 aircraft to an optical ground station in Cleveland. From there, it was sent over an Earth-based network to NASA’s White Sands Test Facility in Las Cruces, New Mexico. The signals were then sent to NASA’s Laser Communications Relay Demonstration spacecraft and relayed to the ILLUMA-T payload on the International Space Station.

4. Now Streaming

A team of engineers transmitted 4K video footage from an aircraft to the International Space Station and back using laser communication signals. Historically, we have relied on radio waves to send information to and from space. Laser communications use infrared light to transmit 10 to 100 times more data than radio frequency systems. The flight tests were part of an agency initiative to stream high-bandwidth video and other data from deep space, enabling future human missions beyond low-Earth orbit.

The Near Space Network provides missions within 1.2 million miles of Earth with communications and navigation services.

5. New Year, New Relationships

At the very end of 2024, the Near Space Network announced multiple contract awards to enhance the network’s services portfolio. The network, which uses a blend of government and commercial assets to get data to and from spacecraft, will be able to support more missions observing our Earth and exploring the cosmos. These commercial assets, alongside the existing network, will also play a critical role in our Artemis campaign, which calls for long-term exploration of the Moon.

On Monday, Oct. 14, 2024, at 12:06 p.m. EDT, a SpaceX Falcon Heavy rocket carrying NASA’s Europa Clipper spacecraft lifts off from Launch Complex 39A at NASA’s Kennedy Space Center in Florida.

6. 3, 2, 1, Blast Off!

Together, the Near Space Network and the Deep Space Network supported the launch of Europa Clipper. The Near Space Network provided communications and navigation services to SpaceX’s Falcon Heavy rocket, which launched this Jupiter-bound mission into space! After vehicle separation, the Deep Space Network acquired Europa Clipper’s signal and began full mission support. This is another example of how these networks work together seamlessly to ensure critical mission success.

Engineer Adam Gannon works on the development of Cognitive Engine-1 in the Cognitive Communications Lab at NASA’s Glenn Research Center.

7. Make Way for Next-Gen Tech

Our Technology Education Satellite program organizes collaborative missions that pair university students with researchers to evaluate how new technologies work on small satellites, also known as CubeSats. In 2024, cognitive communications technology, designed to enable autonomous space communications systems, was successfully tested in space on the Technology Educational Satellite 11 mission. Autonomous systems use technology reactive to their environment to implement updates during a spaceflight mission without needing human interaction post-launch.

A first: All six radio frequency antennas at the Madrid Deep Space Communication Complex, part of NASA’s Deep Space Network (DSN), carried out a test to receive data from the agency’s Voyager 1 spacecraft at the same time.

8. Six Are Better Than One

On April 20, 2024, all six radio frequency antennas at the Madrid Deep Space Communication Complex, part of our Deep Space Network, carried out a test to receive data from the agency’s Voyager 1 spacecraft at the same time. Combining the antennas’ receiving power, or arraying, lets the network collect the very faint signals from faraway spacecraft.

Here’s to another year connecting Earth and space.  

Make sure to follow us on Tumblr for your regular dose of space!

[c1qfxugcgy0]

adventures in aerospace

So I recently started working at Large Aircraft Manufacturer. (LAM) The plant I work at employs 30,000 people. The company as a whole employs 170,000. Usually you only hear about LAM when something goes wrong. But no matter how bumbling it seems from the outside, it's way worse on the inside.

Three months after my first day, I have been "graduated" from "training." In reality, I'm still completely worthless on the floor: the training center has given me a paltry subset of the production certificates I need to actually to do my assigned job. A commonly cited statistic at LAM is that a hundred men a day are retiring, each one representing decades of experience, walking out the door, forever. The training center is in the unenviable position of managing a generational replacement, and have resorted to shoveling heaps of zoomers through as fast as possible. (As one of the few people with a visible hairline and who is not wearing a Roblox graphic tee; I am frequently mistaken for an instructor, and asked where the bathroom is, what time the next class starts, etc)

In theory, the training center knows what shop I'm assigned to, and can simply assign me all the required classes. In practice, they do the absolute minimum amount of training in a desperate attempt to relive the crowding in their handful of computer labs and tell graduates to pick up their certs later.

Of course, the irresistible force of the schedule meets the immovable object of the FAA. If you don't have the required production certificate to perform a particular job, you don't touch the airplane. Full stop, end of story.

And so the curtain opens on the stage. It reveals a single senior mechanic, supervising a mechanic who finally received all the certs and is being qualified on this particular job, surrounded by another three trainees. Trainees are less than nothing, absolute scum. At best we can fetch and carry. Mostly we are expected to stay out of the way. And the senior mechanic is only senior in title. He is one of six assembler-installers who is certified to actually work on the plane, out of twenty people on the crew, and spends every day with a permanent audience. He is 23 years old.

("Mechanic"? If you think the jargon at your job is bad, try joining a company that's a century old. Assembler-installers are universally referred to as "mechanics", despite doing work that's nothing like what a car mechanic does, and who are generally paid far worse than FAA certified A&P mechanics. Mechanics are the 11 bravos of LAM, grunts, the single largest category of worker. The tip of the spear. Hooah!)

Large Aircraft Manufacturer is in a dilly of a pickle. All of its existing airframe designs are hilariously antiquated. It tried designing a brand new plane from a clean sheet, and lost billions of dollars to a decade-long integration hell. After that, to save money, it tried just tacking bigger engines on an older design without changing anything else, and the stupid things plowed into the ground in an excruciatingly public manner.

LAM is now trying a middle road. It is upgrading one of its designs that is merely middle aged, rather than ancient, and with proven, de-risked components built in-house, rather than scattering them to subcontractors across the world. And it's still blowing past deadlines and burning billions of dollars LAM really doesn't have to spare.

This is the program I've been assigned to.

Advanced Midbody - Carbon Wing has taken the bold step of just tacking on carbon fiber wings to a conventional aluminum fuselage. Shockingly, AMCW is now stuck in lightning strike testing, due to that troublesome join between conductive aluminum and conductive...ish carbon fiber. But LAM, confident as ever, or perhaps driven by complaints of its customers, has announced that full rate production will begin just next year. Thus the tide of newhires. According to the schedule, we're supposed to jerk from one wingset a month to one wingset a week. That's not going to happen, but, oh well, orders from above move down at the speed of thought, while reality only slowly trickles upwards.

"120 inch pounds? Really?"

I startle upright. I have observed one hundred pi bracket installs, and I will observe a hundred more before I can touch aircraft structure. This is the first disagreement I've witnessed. A more advanced trainee is questioning the torque spec on a fastener. It is not an entirely foolish question-- most sleeve bolts we use are in the 40 in-pounds range. Doubling it that is unusual. I cough the dust off my unused vocal cords and venture an opinion.

"Well hey I could look it up? I guess"

The lead mechanic glances at me, surprised that I'm still awake, then looks away. Excuse enough for me!

I unfold myself from the stool I've been sitting on for the last four hours then hobble over to the nearest Shared Production Workstation.

We do not get Ikea-style step by step instructions on how to put together the airplane. Like any company that's been around for long enough, LAM is a tangled wad of scar tissue, ancient responses to forgotten trauma. If you state a dimension twice, in two different places, then it is possible for an update to only change one of those dimensions, thereby making the engineering drawing ambiguous. Something real bad must have happened in the past as a result of that, so now an ironclad rule is that critical information is only stated once, in one place, a single source of truth.

As a result, the installation plan can be a little... vague. Step 040 might be something like "DRILL HOLE TO SIZE AND TORQUE FASTENERS TO SPEC". What hole size? What torque spec?

Well, they tell you. Eventually.

(Image from public Google search)

You are given an engineering drawing, and are expected to figure out how things go together yourself. (Or, more realistically, are told how it's done by coworkers) Step by step instructions aren't done because then dozens of illustrations would have to be updated with every change instead of just one, and drawings are updated surprisingly frequently.

Fasteners are denoted by a big plus sign, with a three letter fastener code on the left and the diameter on the right, like so: "XNJ + 8"

To get the actual part number, we go to the fastener callout table:

(Note the use of a trade name in the table above. There is nothing a mechanic loves more than a good trademark. Permanent straight shank fasteners are always called HI-LOKs™. It's not a cable tie, it's a Panduit™. It's not a wedgelock, it's a Cleco™. Hey man, pass me that offset drill. What, you mean a Zephyr™? Where'd the LAMlube™ go? This also means you have to learn the names of everything twice, one name on the installation plan, and one name it's referred to in conversation.)

We find XNJ on that table, and fill in the diameter: BACB30FM8A. Now we look up the spec table for that fastener:

The eagle eyed among you might note that there is no "diameter: 8" on that table. As a LAM mechanic, you are expected to simply know that "diameter" is measured in 32nds of an inch, which simplifies down to 1/4.

(LAM preserves many old-school skills like fraction reduction and memorizing decimal equivalents like this, like flies caught in amber. Not least is the universal use of Imperial units. Many American manufacturers have been browbeaten into adding parenthetical conversions. Not LAM! Any risk at all of a mechanic seeing a second number and using it by accident is too great, and anyway, it violates SSOT. Lengths are in inches and feet, weights are in pounds, volume is in gallons and if you don't like it then you can go eat shit!)

After 10 minutes of following references, I arrive at that table, print it off, highlight the correct row, and hand it off to my senior mechanic.

"Great, thanks."

Gratified that I have enhanced shareholder value, I sit back down, and immediately fall asleep. Another day living the dream.

(next post in this series)

[thatswhywelovegermany]

The Schlörwagen

The Schlörwagen was a radical aerodynamic prototype from 1939 developed by Karl Schlör von Westhofen-Dirmstein at the Aerodynamic Research Institute in Göttingen.

The prototype was shown on the International Automobile Exhibition in Berlin in 1939. The car attracted much attention, but car critics derided it as ugly. Although Mercedes-Benz was interested in series production, the design remained in prototype stage due to the outbreak of World War II.

The aerodynamic body fitting seven seats was mounted on the chassis of a rear-engined Mercedes-Benz 170H. Test drives on the Autobahn revealed a superior top speed and fuel economy due to its excellent Cx value of 0.15 to 0.18, a figure unseen in modern cars. However, the car was difficult to drive under crosswind conditions.

During the war, a captured Soviet aircraft engine and propeller was attached to the rear of the vehicle, and test drives were made on the Autobahn near Göttingen.

At the end of the war, the prototype was confiscated by the British occupation authorities, but remained in Göttingen on the premises of the Aerodynamic Research Institute.

Efforts by Karl Schlör von Westhofen-Dirmstein to get the car back from the British occupation authorities failed.

After August 1948, the car – meanwhile damaged by vandalism – was no longer seen in Göttingen. Its whereabouts have been unknown ever since.

[identifying-spacecraft-in-posts]

Bell GAM-63 RASCAL Missile

Bell X-1 Prototype Rocketplane

[callsign-mayhem]

take my breath away (b.b)

Part two of the sequel series for Heartbreak Feels So Good!

Pairing: Bradley 'Rooster' Bradshaw x Female!Reader Word count: 1.7k CW: Heavy makeout sesh, use of Y/N

FIND THE ORIGINAL SERIES HERE!

Bradley struggles to keep his feelings in check during a morning training session. A stolen moment in the hangar leads to an intense confession—and an unexpected interruption from another member of The Dagger Squad.

The early morning light cut through the hangar, an energetic hum building as the base slowly came to life. The air was warm, and the scent of metal, jet fuel, and saltwater hung in the breeze. Pilots chattered animatedly while their jets were prepped and fuelled for the new training course being undertaken that day.

Bradley stood by his jet—his pride and joy—watching you move across the tarmac, adjusting your helmet with sharp focus. Of course, you were suited up in your flight gear, looking every bit the professional.

A force to be reckoned with. 

You could’ve been wearing a bin bag and he’d have found it endearing, but this was his favourite look on you. It was hard not to stare, but he caught himself before anyone noticed—your relationship still wasn’t out to the rest of The Dagger Squad. 

You moved almost effortlessly—graceful but with an edge that demanded attention. 

Bradley wasn’t sure why it was hitting him harder this morning, but seeing you there—standing tall, the sun catching the contours of your face through the visor of your helmet—he realised just how hard he’d fallen for you. It wasn’t just your skill in the cockpit or the way you carried yourself. It was more than that. It was how you made it seem as if nothing could shake you, even though he knew it was sometimes an act. 

What with your traumatic breakup and newfound love with Bradley, you’d been doing so well lately. He’d been patient, expecting things to be complicated. While there’d been a few bumps—as every new relationship had—it had been much smoother than he’d expected. Loving you was easy, and being loved by you was even easier. It was like standing in the sun and feeling the warmth from every angle. Your adoration made Bradley feel like he could take on the world. 

Hondo appeared before him, his usual lazy grin on his face.

‘Earth to Rooster.’ He teased. ‘You good, man?’ 

Bradley smiled easily. Since the Uranium mission, he’d gotten very close with Hondo. 

‘I’m good. Who’s flying first?’

In response, Hondo moved to the side so Bradley could see you climbing into the cockpit of your jet. 

God, that flight suit.

The world around you became a blur as the jet roared to life. Bradley swallowed hard, trying to focus on his own pre-flight checks which were happening around him. Of course, it wasn’t the first time he’d seen you fly, but today something was different. The admiration he had for you was more prominent than before. So much so it hurt his chest. 

You were incredible, gorgeous, and talented, and he couldn’t stop thinking about you.

And the suit. Well, it clung to you in all the right places.

Your jet roared to life, engines screaming. It was almost too much. Even as the training began, he couldn’t get you out of his head. He was in the air not long after you. The flight was intense—tight manoeuvres, precision testing, pushing the boundaries—another day at the office. But all through it, Bradley couldn’t help but steal glances at your aircraft. He was entranced by the sound of your voice over the comms. You were a natural, graceful and fierce all at once, and it made something inside of him tighten. 

Once the training session eventually wrapped up, the jets landed in quick succession. Engines winded down, and Bradley took a moment to breathe, watching as you climbed out of your plane. It was hot as Hades, and he was severely dehydrated. As he climbed out of his own cockpit, he thought about taking himself off to get a drink, but then you met his eyes amidst the small crowd, and everything seemed to slow down. 

Bradley didn’t wait for the crowd to clear. He moved fast, cutting across the runway and heading straight for you. His heart pounded in his chest as he approached you like it was the first time he’d ever been this close. Before he could even process his actions, he had a hand on your arm, gently pulling you towards one of the empty hangars, away from prying eyes. 

‘Y/N.’ He breathed, voice low but full of urgency. ‘I need to talk to you.’

You blinked up at him, caught off guard but not unwilling. There was something between the two of you waiting to be broken open. 

Bradley stepped into the shadows of the hangar, and you followed. 

The only thing he could focus on was closing the distance.

Bradley didn’t give you much chance to speak before pulling you towards him, his lips crashing onto yours. This kiss was sudden, fiery, a release of everything he’d been holding back. It was messy and urgent at first, but it deepened as he held you tighter. Gently, he threaded one hand through your hair while the other rested on your back, pulling you into him.

For a moment, you were both lost in its intensity. Bradley’s thoughts were a swirling blur, centring on how much he wanted you, how much he could feel this thing building between you two, and how good it felt to act on it now that Elijah was gone. 

He pulled away just enough for the two of you to catch your breath, his forehead resting against yours. His voice was rough as he struggled to say the words: ‘You’re incredible, Y/N. Do you know that?’

You smiled. ‘I think I do now.’ You breathed, voice soft but full of warmth.

Bradley’s gaze lingered on you for a moment, and then, with a little smirk, he kissed you again—slower this time, more controlled. Although it still carried that same intensity. His hand came to rest on your hip, pulling you close enough that the space between you no longer existed.

Nothing existed outside of this moment. 

The sounds of your heartbeats and the urgent kissing were drowned out by the hum of engines on the runway. That sound, this place, and you. It was an equation that could only equal home to Bradley. 

When you eventually pulled away again, Bradley’s swollen lips curved into a smile. ‘You’re everything I didn’t know I needed.’

You looked up at him. ‘Me too.’

‘I don’t wanna go back out there.’ He admitted.

You giggled almost deliriously and jumped up, wrapping your legs around his waist. You’d never gone this far before. Bradley couldn’t believe how great it felt to have you in his arms, legs tightening around him. He wanted to feel you tightening around him in other ways, but this wasn’t the time or place. 

You kissed him again, tongue dipping into his mouth. He wanted to taste you everywhere. The thought of it alone had him groaning into your mouth. 

He was so wrapped up in you that when you suddenly jumped down and stepped away from him, his eyes remained closed for a beat or two. It happened so fast.

When he did open his eyes, he wished he hadn’t.

‘Well, well, well.’ Fanboy smirked. ‘What do we have here?’ 

You and Bradley immediately stiffened. The playing teasing in his voice was unmistakable, but so was the surprise. Clearly, he hadn’t been expecting this. 

‘Didn’t think anyone would catch you two in the act, huh?’ He laughed, brow raised.

Bradley rubbed the back of his neck, face flushing. ‘Fanboy,’ he croaked, voice still hoarse from the burning intensity of that makeout session. ‘We don’t want this getting out yet.’

Bradley shot you a look to make sure you were okay. He was shocked to see an amused grin on your pretty face. 

Fanboy couldn’t help himself. His grin widened as he took a step back. ‘I knew there was something between you two,’ he said dramatically. ‘The way you look at each other—it’s like a romance movie, but it sucks ‘cause I never get any popcorn.’ 

You laughed, the sound echoing through the hangar and Bradley’s whole body. He wanted to kiss you again. He wanted to do a lot more than kiss you. 

‘You’re not gonna say anything, are you?’ You asked.

Fanboy placed his hand over his heart. ‘Say anything? How could I not? This is big news!’ He teased, voice rising an octave or two in excitement. ‘You two are so cute together. Y/N, I was waiting for you to figure out that Rooster has been head over heels in love with you for months.’ 

Bradley shot Fanboy a warning look. ‘Mickey.’

Fanboy held his hands up. ‘I’m just kidding. But not really.’ You raised a brow, and Fanboy started back peddling. ‘Kidding about telling everyone. Not about the other thing.’

He winked, and Bradley didn’t have the heart to be upset with him when you laughed again. Fanboy tilted his head, studying the two of you as if trying to gauge the seriousness of the relationship. 

‘You two are good for each other,’ he said, his tone softer now but still teasing. ‘You know that, right? Like, I was waiting for the ‘big confession’ or whatever, but honestly? This whole vibe? It’s perfect. I just wanna see you two kiss again.’

Bradley snorted with laughter, quickly trying to cover it up with a cough. You bit your lip to hold back a laugh as well, but it was impossible. 

‘Alright, you’ve had your fun.’ Bradley said, shaking his head with a grin. ‘But if you breathe a word of this to anyone, I swear—’

‘I won’t, I promise. I’m not that cruel.’ Fanboy was holding his hands up in mock surrender. ‘But seriously, if you guys need help making this official, I have the perfect playlist…’ 

You and Bradley shared a quick, amused glance, and the world felt lighter for a moment. This was how it was going to be. 

‘Thanks, Fanboy,’ you said. ‘But I think we’ve got it covered.’ 

‘One more thing.’ He grinned. ‘Next time you’re gonna make out, put a tie on the door or something.’

And with that, he winked at you, heading back onto the runway. You took a deep breath, glancing at Bradley, who was trying to suppress a smile. ‘Well,’ you said, leaning closer to him. ‘I wasn’t expecting that.’

Bradley shrugged with a grin, his eyes sparkling. ‘Maybe we should keep the making out to a minimum at work? Or at least find a more private place?’

‘I think you're probably right. How does my place, after work sound?'

Thanks for reading the next part of the sequel series for heartbreak feels so good! It was just something small to start the year off, but I hope you enjoyed it nonetheless.

Taglist:

@crowdedimagines @sadgirlgiselle @sleepy-writersblock @lovelyygirl8 @my-therapist-hates-me @primroseluna @eloquentdreamer @sgt-barnesveins @daybleedsintonightfa11 @constructivejudger @honey-and-bi

[dronescapesvideos]

X-15 rocket aircraft. "The Right Stuff". From Pearl Harbor to test pilot, to the Apollo program. A rare interview with Scott Crossfield

VIDEO ➤➤https://youtu.be/x5ALRclpguQ

[spacefrontier]

Space Shuttle Enterprise separates from the Shuttle Carrier Aircraft during its first free-flight of the Approach and Landing Tests. August 12, 1977.

Approach and Landing Test 12 was the first free flight of the Enterprise, crewed by Commander Fred Haise and Pilot C. Gordon Fullerton. The flight lasted just over 5 minutes, with the Shuttle landing at the Rogers Dry Lake just outside of Edwards Air Force Base and NASA's Ames-Dryden Flight Research Center (now named the Armstrong Flight Research Center).

Another view of Enterprise as it separates from the SCA.

Out of sixteen tests during the ALT program, the final five were free-flights. Three of these free-flights included the tailcone, with the last two removing the tailcone and including mock ups of the RS-25 Space Shuttle Main Engine.

Fred Haise and C. Gordan Fullerton pose in front of the prototype Space Shuttle Enterprise outside of Rockwell International's Orbiter Assembly Facility in Palmdale, California. September 1976.

NASA 1, 2, 3, 4

[historyofguns]

The article "Beautifully Flawed Douglas X-3 Stiletto" on The Armory Life, written by Friedrich Seiltgen, explores the history and design of the Douglas X-3 Stiletto, an experimental aircraft from the early jet age. Designed by the Douglas Aircraft Company in 1949, the X-3 intended to test sustained Mach 2 flight and the feasibility of titanium structures. Despite its sleek, cutting-edge design with a unique short wingspan and semi-buried cockpit, the project faced significant challenges. Initially equipped with underpowered Westinghouse J34 engines instead of the planned J46 engines, the X-3 struggled to exceed Mach speeds in level flight. Test pilot Joseph A Walker's experiences with roll inertia coupling underscored the aerodynamic complexities the plane encountered. Although the X-3's flight program was limited and failed to meet its ambitious performance goals, its contributions to aerospace engineering were significant, influencing the design and construction of future aircraft, such as the SR-71 and the F-104 Starfighter. Today, the sole completed X-3 resides at the National Museum of the United States Air Force, marking its legacy in aviation history despite its operational challenges.

[wheelsgoroundincircles]

Hemispherical Combustion Chambers Weren't Just a Gimmick: The Chrysler Hemi engine is renowned for its hemispherical combustion chambers, which provide an efficient shape with an excellent surface-to-volume ratio and minimal heat loss.

Three Generations: There have been three generations of Hemi engines: the FirePower series (1951-1958), the legendary 426 Hemi (1964-1971), and the modern Hemis (2003-2024).

FirePower Series: The first-generation Hemi, known as the FirePower series, had displacements ranging from 241 to 392 cubic inches and was produced from 1951 to 1958.

426 Hemi Nickname: The 426 Hemi, produced from 1964 to 1971, earned the nickname "elephant engine" due to its large size and heavy weight.

426 Hemi Power: The 426 Hemi was rated at 425 horsepower and 490 lb-ft of torque, although actual dynamometer testing showed it could produce even more.

Racing Heritage: The 426 Hemi was initially developed for NASCAR racing and made its debut in the Plymouth Belvedere in 1964.

Street Hemi: Chrysler introduced the "Street Hemi" in 1966, making the powerful 426 Hemi available to the general public in various Dodge and Plymouth models.

426 Hemi in Drag Racing: The 426 Hemi dominated NHRA and AHRA drag racing, with its large casting allowing it to be overbored and stroked to displacements unattainable by other engines of the era.

426 Hemi in Iconic Cars: The 426 Hemi was used in some of the most iconic muscle cars, including the 1970 Plymouth Hemi 'Cuda, the Dodge Charger Daytona, and the Plymouth Superbird.

High Compression: The 426 Hemi had a high compression ratio of 10.25:1 in the street version and 12.5:1 in the racing version, requiring high-octane fuel to avoid pre-ignition.

Dual Four-Barrel Carburetors: The 426 Hemi featured dual inline four-barrel Carter AFB carburetors, contributing to its high power output.

Advanced Rocker Arm Geometry: The Hemi engine's complex valve train and large, wide cylinder heads required advanced rocker arm geometry, making it more expensive and challenging to build.

Military Origins: Chrysler's experience with hemispherical combustion chambers began with their development of the XIV-2220 engine for the P-47 Thunderbolt fighter aircraft during World War II.

M47 Patton Tank: Chrysler also used hemispherical combustion chamber technology in the air-cooled AV-1790-5B V12 Hemi engine for the M47 Patton tank.

Modern Hemi Engines: The third-generation Hemi engines, produced from 2003 to 2024, featured advanced technologies and displacements between 5.7 and 6.4 liters, continuing the legacy of high performance.