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Airbus Helicopters Research on Fluid-Structure Coupling in Hover and Low-Speed Flight Airbus Helicopters has conducted advanced simulations to study fluid-structure interactions between the main rotor and airframe under hover and low-speed conditions. These interactions are critical to understanding and improving rotorcraft performance and design. The simulation results were validated...

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Wevolver

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10,907 просмотров • 1 год назад •via X (Twitter)

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Комментарии: 3

Фото профиля Diego Artista
Diego Artista1 год назад

Esto es el tipo de simulación que marca la diferencia. Si este avance se combina con el ecosistema innovador de EAU, podríamos ver un salto increíble en talento y resultados.

Фото профиля Page to Pixel Publishing
Page to Pixel Publishing2 лет назад

The Art of Flight is a homage to 80s/90s arcade action shmups with a fresh twist on the genre. Pilot multiple ships at the same time to take on oncoming waves of enemies in this fast paced space shooter. Wishlist on Steam today!

Фото профиля Laurent Sierra
Laurent Sierra1 год назад

Interesting

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Reason Four: The three "tour helicopters" flying around the Las Vegas strip on Oct. 1st, 2017 somehow had their transponders turned off twenty minutes before the shooting began. In the video, clear flashes can be seen coming from the airspace where those helicopters would have been flying. Xander breaks down how these were unlikely to be camera flashes, as camera flashes from that far away would be useless and a better vantage point for photographs would have been the roof. Another great point is made that flashes from a suppressed rifle are indeed brighter than from an unsuppressed rifle in low light conditions as suppressors trap and compress gasses longer, allowing them to mix more efficiently with oxygen inside the suppressor body. Once the gases finally exit the suppressor, they produce a larger or brighter flash compared to an unsuppressed barrel where the gases dissipate more quickly. Subsequent FAA FOIA requests for flight data on these helicopters will be discussed next.

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“Cleared to fly under bridges.” 😎 That’s how the day started at the International Helicopter Training School of the German Army in Bückeburg! 🚁 🚁 A helicopter flies low (sometimes very low…) and can land almost anywhere; it’s the only real example of a near-vertical landing on Earth, unlike airplanes, which need to glide in on a runway. That kind of landing we can expect… on the Moon! 🌕 🚀 The Apollo missions already showed how challenging it is to pilot a powered descent onto an unprepared surface: no runway, no control tower, just a rough landing zone with very few visual cues to judge speed or distance. The lunar surface is flat, monochrome, full of optical illusions and long shadows; it's a pilot’s nightmare! 😅. 🇩🇪 That’s why, here in Germany, we’re (Alex, Matthias, Sam, and I) training on Airbus EC135 helicopters with the Bundeswehr to master the techniques that will one day help Artemis crews touch down safely on our satellite by 2035. 🤞 Instructors from Germany, Denmark 🇩🇰, Sweden 🇸🇪,, and the Netherlands 🇳🇱 are absolutely top-notch, and the organization and hospitality are too! Danke schön! #ESA #Astronaut #Artemis #Moon #PilotLife #helicopter #Bundeswehr #Aventure

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44,862 просмотров • 9 месяцев назад

Let’s talk about Zipline’s test sites and who we’re hiring for 🧵 They are where elite talent meets 24/7 large scale high volume testing. They’re the engine that helped scale Zipline to the largest autonomous delivery service on earth, 5,000+ autonomous trips around the world and we’re just getting started. Zipline's testing in 2025: 315,000+ test flights 🚀 35,000+ flight hours (480+ straight days of nonstop flying) 🙂‍ 3,000+ flights per day 📈 Our test sites are built to push our system to the max so that we de-risk tomorrow. Each one tackles a different brutal edgecase to make sure the system’s reliability is bulletproof. Our 'engineering test site' in the video I posted is reconfigured every few weeks: new obstacles are added, new flight apps reviewed, new edge cases are tested in any weather condition. Every new software build deploys here first, into live airspace. Our other sites are placed around the U.S. and are focused on testing in severe conditions that ground most if not all other forms of transport. They operate in scorching heat of up to 125 degrees, high-altitudes, intense rainstorms, 60+ mph winds, hail, sleet, and extreme cold-weather, down to -20F. Heavy ice and snow accumulation on propulsion and sensors is the norm. We aggressively chase these conditions in test so we dominate when it really matters. We are now developing 5+ new test sites, each one dialed in to push even more extreme weather and edge conditions. What I am especially proud of is that our safety has kept improving even as flight volume, complexity and environmental hostility increases. We’ve been able to test and develop at a scale that’s unprecedented in aviation history because our teams own a 100% fully vertical tech stack, built hand in hand with our flight and application software teams. We have to have the most robust airspace and fleet management tools on earth because Zipline will soon operate the largest fleet of aircraft on earth. Now to the fun part, we're hiring! DM me or send me an email to marcusZipline.com if you want to join Zipline Test Operations! We're hiring Flight Test Operators, Test Site Operators, Flight Test Electricians, Flight Test Construction Staff, Flight Test Project and Program Managers, Flight Test Engineers, Flight Test Safety Managers, Flight Test Security and, most importantly, Flight and Fleet Application Software Engineers. Please, cut to the chase. We have zero requirements on degrees, formal education or tenure. What counts is what you can do, merit, and what you’ve shown you’re capable of. Highlight that. Let's go!
1:38

Let’s talk about Zipline’s test sites and who we’re hiring for 🧵 They are where elite talent meets 24/7 large scale high volume testing. They’re the engine that helped scale Zipline to the largest autonomous delivery service on earth, 5,000+ autonomous trips around the world and we’re just getting started. Zipline's testing in 2025: 315,000+ test flights 🚀 35,000+ flight hours (480+ straight days of nonstop flying) 🙂‍ 3,000+ flights per day 📈 Our test sites are built to push our system to the max so that we de-risk tomorrow. Each one tackles a different brutal edgecase to make sure the system’s reliability is bulletproof. Our 'engineering test site' in the video I posted is reconfigured every few weeks: new obstacles are added, new flight apps reviewed, new edge cases are tested in any weather condition. Every new software build deploys here first, into live airspace. Our other sites are placed around the U.S. and are focused on testing in severe conditions that ground most if not all other forms of transport. They operate in scorching heat of up to 125 degrees, high-altitudes, intense rainstorms, 60+ mph winds, hail, sleet, and extreme cold-weather, down to -20F. Heavy ice and snow accumulation on propulsion and sensors is the norm. We aggressively chase these conditions in test so we dominate when it really matters. We are now developing 5+ new test sites, each one dialed in to push even more extreme weather and edge conditions. What I am especially proud of is that our safety has kept improving even as flight volume, complexity and environmental hostility increases. We’ve been able to test and develop at a scale that’s unprecedented in aviation history because our teams own a 100% fully vertical tech stack, built hand in hand with our flight and application software teams. We have to have the most robust airspace and fleet management tools on earth because Zipline will soon operate the largest fleet of aircraft on earth. Now to the fun part, we're hiring! DM me or send me an email to marcusZipline.com if you want to join Zipline Test Operations! We're hiring Flight Test Operators, Test Site Operators, Flight Test Electricians, Flight Test Construction Staff, Flight Test Project and Program Managers, Flight Test Engineers, Flight Test Safety Managers, Flight Test Security and, most importantly, Flight and Fleet Application Software Engineers. Please, cut to the chase. We have zero requirements on degrees, formal education or tenure. What counts is what you can do, merit, and what you’ve shown you’re capable of. Highlight that. Let's go!

Marcus Mueller

311,452 просмотров • 4 месяцев назад

WHY IS THE PRATT & WHITNEY GTF ENGINE CRISIS STILL HAPPENING? The root of the problem traces back to contaminated powdered metal used in manufacturing critical engine components between 2015 and 2021. Microscopic impurities were accidentally introduced into the metal powder used to forge high-pressure turbine discs and other rotating parts. Those tiny contaminants created weak spots within the metal structure itself. Under the extreme heat, pressure, and rotational forces inside a jet engine, those weak spots can develop into micro-cracks far earlier than expected. And in aviation, even a tiny crack in a turbine component is a major safety concern. If a crack grows and a piece breaks loose, metal fragments can severely damage the engine’s internal components within seconds. That discovery triggered one of the largest inspection and recall campaigns in modern aerospace history. Hundreds of engines powering Airbus A320neo-family aircraft and A220s had to be removed, stripped apart, and inspected using specialized imaging techniques. The crisis then snowballed into a global supply chain problem: • Engines removed faster than replacements could be built • Spare engines depleted worldwide • Repair shops overwhelmed • Airlines forced to ground aircraft for months waiting on inspections and rebuilt engines Pratt & Whitney halted production of affected parts while fixing the manufacturing process and has been covering repairs and replacements under warranty at enormous cost. But economically and operationally, the GTF crisis has become one of the most disruptive engine issues the aviation industry has seen in decades. At the start of last year, 2025, Wizz Air was forced to ground around 40 Airbus A320neo family aircraft in its fleet due to the GTF issue. The video attached shows the state of aircraft parked, then during take-off.
2:26

WHY IS THE PRATT & WHITNEY GTF ENGINE CRISIS STILL HAPPENING? The root of the problem traces back to contaminated powdered metal used in manufacturing critical engine components between 2015 and 2021. Microscopic impurities were accidentally introduced into the metal powder used to forge high-pressure turbine discs and other rotating parts. Those tiny contaminants created weak spots within the metal structure itself. Under the extreme heat, pressure, and rotational forces inside a jet engine, those weak spots can develop into micro-cracks far earlier than expected. And in aviation, even a tiny crack in a turbine component is a major safety concern. If a crack grows and a piece breaks loose, metal fragments can severely damage the engine’s internal components within seconds. That discovery triggered one of the largest inspection and recall campaigns in modern aerospace history. Hundreds of engines powering Airbus A320neo-family aircraft and A220s had to be removed, stripped apart, and inspected using specialized imaging techniques. The crisis then snowballed into a global supply chain problem: • Engines removed faster than replacements could be built • Spare engines depleted worldwide • Repair shops overwhelmed • Airlines forced to ground aircraft for months waiting on inspections and rebuilt engines Pratt & Whitney halted production of affected parts while fixing the manufacturing process and has been covering repairs and replacements under warranty at enormous cost. But economically and operationally, the GTF crisis has become one of the most disruptive engine issues the aviation industry has seen in decades. At the start of last year, 2025, Wizz Air was forced to ground around 40 Airbus A320neo family aircraft in its fleet due to the GTF issue. The video attached shows the state of aircraft parked, then during take-off.

Turbine Traveller

82,023 просмотров • 1 месяц назад

The X-15 experimental aircraft achieved its first hypersonic flight on June 23, 1961, soaring at speeds over five times the speed of sound. Later, the X-43A reached about 7,000 mph using innovative engines that harnessed atmospheric oxygen. For nearly eight decades, NASA Armstrong has been at the forefront of high-speed research, achieving these and many other milestones. Today, our engineers are developing technologies to make space access safer and more affordable, and to bring routine commercial hypersonic travel closer to reality. Additionally, this technology will play a key role in the safe and efficient management of cryogenic fuels essential for Moon and Mars missions. 🚀 What excites you most about hypersonic travel? Share your thoughts below! Learn more about NASA Armstrong’s hypersonics research:
4:47

The X-15 experimental aircraft achieved its first hypersonic flight on June 23, 1961, soaring at speeds over five times the speed of sound. Later, the X-43A reached about 7,000 mph using innovative engines that harnessed atmospheric oxygen. For nearly eight decades, NASA Armstrong has been at the forefront of high-speed research, achieving these and many other milestones. Today, our engineers are developing technologies to make space access safer and more affordable, and to bring routine commercial hypersonic travel closer to reality. Additionally, this technology will play a key role in the safe and efficient management of cryogenic fuels essential for Moon and Mars missions. 🚀 What excites you most about hypersonic travel? Share your thoughts below! Learn more about NASA Armstrong’s hypersonics research:

NASA Armstrong

14,434 просмотров • 10 месяцев назад

Agents have reached hardware. We are launching Flow v3, the Agentic Platform for Physical Engineering. We've spent over a year building it in secret, alongside the best hardware companies and AI research labs. An agent can now do real engineering work: change a requirement, push the update into your CAD and simulation tools, and flag every test that needs to rerun. Iterations/learning cycles that took months are being reduced to days. Agents are the biggest shift in how we engineer hardware since CAD. The core innovation for the CAD era was the parametric model. The core innovation for the Agentic Era is Flow's Systems Graph. The systems graph is a living model of every requirement, design model, test, analysis and every connection between them. It gives every agent the full context of the system, so every change stays consistent across the whole design. Engineers and agents work side by side on the same system. Engineers get to focus on architecture - the decisions that matter -while thousands of agents churn through rewriting reports, rerunning analysis and simulation, and triggering tests. Reusable rockets, self-driving cars, small modular reactors, robots that make decisions, the most complex machines ever built, are defined by millions of interconnected requirements, far beyond what any human team can keep aligned on its own. Rivian, Joby, Astranis, Skydio, Radiant, and the most ambitious hardware programs already build on Flow. More on the launch in the comments. Flow Engineering
1:04

Agents have reached hardware. We are launching Flow v3, the Agentic Platform for Physical Engineering. We've spent over a year building it in secret, alongside the best hardware companies and AI research labs. An agent can now do real engineering work: change a requirement, push the update into your CAD and simulation tools, and flag every test that needs to rerun. Iterations/learning cycles that took months are being reduced to days. Agents are the biggest shift in how we engineer hardware since CAD. The core innovation for the CAD era was the parametric model. The core innovation for the Agentic Era is Flow's Systems Graph. The systems graph is a living model of every requirement, design model, test, analysis and every connection between them. It gives every agent the full context of the system, so every change stays consistent across the whole design. Engineers and agents work side by side on the same system. Engineers get to focus on architecture - the decisions that matter -while thousands of agents churn through rewriting reports, rerunning analysis and simulation, and triggering tests. Reusable rockets, self-driving cars, small modular reactors, robots that make decisions, the most complex machines ever built, are defined by millions of interconnected requirements, far beyond what any human team can keep aligned on its own. Rivian, Joby, Astranis, Skydio, Radiant, and the most ambitious hardware programs already build on Flow. More on the launch in the comments. Flow Engineering

Pari Singh

38,826 просмотров • 1 месяц назад