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Airbus vs Boeing – Two giants, two design philosophies! 😲 Here’s the difference: • Airbus: 🖥️ Fly-by-wire & automation – Pilots rely on advanced systems to make flying easier & safer • Boeing: ✋ Pilot-first design – More manual control, giving pilots maximum authority & feel of the aircraft... show more

aircraftmaintenancengineer

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13,728 次观看 • 7 个月前 •via X (Twitter)

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A video circulating online appears to show a Russian Su-35 making a difficult landing, with one main landing gear touching the runway before the aircraft is fully level and the wingtip briefly scraping the surface. The pilot quickly regained control and completed the landing safely. Modern fly-by-wire flight control systems continuously assist pilots by making rapid control adjustments to help maintain aircraft stability during critical phases of flight. Was this recovery a result of pilot skill, advanced technology, or both? #su35 #russia #RussiaUkraine #JetCrash #putin

A video circulating online appears to show a Russian Su-35 making a difficult landing, with one main landing gear touching the runway before the aircraft is fully level and the wingtip briefly scraping the surface. The pilot quickly regained control and completed the landing safely. Modern fly-by-wire flight control systems continuously assist pilots by making rapid control adjustments to help maintain aircraft stability during critical phases of flight. Was this recovery a result of pilot skill, advanced technology, or both? #su35 #russia #RussiaUkraine #JetCrash #putin

Srijan Pal Singh

17,286 次观看 • 1 个月前

THE PLANE THAT FITS IN YOUR GARAGE The ICON A5 is a two-seat, amphibious aircraft that folds its wings and promises to make us all pilots of the future. You can tow it on a trailer like a jet ski, then take off from land or water with just 250 meters of runway. It’s built to fly with a cockpit that feels more Tesla than Boeing. Source: ali969812 on TikTok

THE PLANE THAT FITS IN YOUR GARAGE The ICON A5 is a two-seat, amphibious aircraft that folds its wings and promises to make us all pilots of the future. You can tow it on a trailer like a jet ski, then take off from land or water with just 250 meters of runway. It’s built to fly with a cockpit that feels more Tesla than Boeing. Source: ali969812 on TikTok

Mario Nawfal

81,653 次观看 • 1 年前

AIRBUS A320 FIRST FLIGHT ANNIVERSARY On this day, 22 February 1987, the first Airbus A320 — MSN 001 (F-WWAI) — took to the skies from Toulouse-Blagnac Airport for its 3.5-hour maiden flight. Unveiled just days earlier on 14 February 1987 in Toulouse, the A320-100 prototype was powered by CFM56-5 engines and became the first commercial airliner with fully digital fly-by-wire controls and sidesticks — a revolutionary advance in cockpit design. It received its type certificate on 28 February 1988, and by April 1988 Air France and British Airways had begun regular operations. Fast forward 39 years, and the A320 family has officially surpassed the Boeing 737 as the most-produced commercial jet in history.

AIRBUS A320 FIRST FLIGHT ANNIVERSARY On this day, 22 February 1987, the first Airbus A320 — MSN 001 (F-WWAI) — took to the skies from Toulouse-Blagnac Airport for its 3.5-hour maiden flight. Unveiled just days earlier on 14 February 1987 in Toulouse, the A320-100 prototype was powered by CFM56-5 engines and became the first commercial airliner with fully digital fly-by-wire controls and sidesticks — a revolutionary advance in cockpit design. It received its type certificate on 28 February 1988, and by April 1988 Air France and British Airways had begun regular operations. Fast forward 39 years, and the A320 family has officially surpassed the Boeing 737 as the most-produced commercial jet in history.

Turbine Traveller

18,289 次观看 • 6 个月前

Midnight’s controls are innovative and simple, using two side sticks to control altitude, speed, and direction during flight. Think of it like manual vs automatic in cars. Because Midnight is fly-by-wire, software translates the pilot's movements with the sticks to automatically transition between flight modes, smoothly speed up or slow down, and hold the aircraft's position, airspeed, and direction. This allows pilots to focus more on the flight, not the mechanics of commanding several different control surfaces all at once.

Midnight’s controls are innovative and simple, using two side sticks to control altitude, speed, and direction during flight. Think of it like manual vs automatic in cars. Because Midnight is fly-by-wire, software translates the pilot's movements with the sticks to automatically transition between flight modes, smoothly speed up or slow down, and hold the aircraft's position, airspeed, and direction. This allows pilots to focus more on the flight, not the mechanics of commanding several different control surfaces all at once.

Archer

488,756 次观看 • 7 个月前

Today, at the invitation of aircraft manufacturing giants, Airbus, I led a high-level delegation to its headquarters in Toulouse, France. At the occasion, on behalf of the Federal Republic of Nigeria, I signed a Working Together Agreement with the company. Highlights of the agreement are as follows: •Fleet Expansion: Leveraging the successful integration of the Airbus A220 (as seen with Ibom Air), to establish Nigeria as a leader in regional and continental flight operations. •Infrastructure & Technical Support: Airbus will provide comprehensive consulting for Maintenance, Repair, and Overhaul (MRO) facilities, flight operations, and aviation market insights. •Human Capital Development: Creating high-value jobs for the next generation of Nigerian talents through specialized training programs for pilots, engineers, and cabin crew. •Market Leadership: Aligning with Airbus’ Global Market Forecast, which predicts a demand for 1,490 new aircraft in Africa over the next two decades. Nigeria aims to capture a dominant share of this growth by utilizing its geographic advantage as a global bridge. The visit concluded with a commitment to further technical exchanges, including upcoming inspections of Airbus’ Defence & Space and Helicopter divisions. The delegation included members of the Airline Operators of Nigeria (AON) and key industry stakeholders (all of whom attended at their own expense).

Today, at the invitation of aircraft manufacturing giants, Airbus, I led a high-level delegation to its headquarters in Toulouse, France. At the occasion, on behalf of the Federal Republic of Nigeria, I signed a Working Together Agreement with the company. Highlights of the agreement are as follows: •Fleet Expansion: Leveraging the successful integration of the Airbus A220 (as seen with Ibom Air), to establish Nigeria as a leader in regional and continental flight operations. •Infrastructure & Technical Support: Airbus will provide comprehensive consulting for Maintenance, Repair, and Overhaul (MRO) facilities, flight operations, and aviation market insights. •Human Capital Development: Creating high-value jobs for the next generation of Nigerian talents through specialized training programs for pilots, engineers, and cabin crew. •Market Leadership: Aligning with Airbus’ Global Market Forecast, which predicts a demand for 1,490 new aircraft in Africa over the next two decades. Nigeria aims to capture a dominant share of this growth by utilizing its geographic advantage as a global bridge. The visit concluded with a commitment to further technical exchanges, including upcoming inspections of Airbus’ Defence & Space and Helicopter divisions. The delegation included members of the Airline Operators of Nigeria (AON) and key industry stakeholders (all of whom attended at their own expense).

Festus Keyamo, SAN, CON, FCIArb (UK)

45,294 次观看 • 3 个月前

This is what the avionics bay of a fly-by-wire Boeing 787 Dreamliner looks like, hidden underneath the floor where passengers sit. Its computing architecture includes 16 general processing modules and 21 remote data concentrators spread throughout the aircraft. When the pilot or co-pilot makes a control input, there is no conventional mechanical linkage to the primary flight surfaces. The input is sensed electronically, processed through redundant flight control computers and networks, then sent to the actuators that move the required surfaces all within milliseconds. The B787 also replaced traditional bleed air systems for engine starting, cabin pressurisation and wing anti-icing with electrically powered systems. So each engine drives two 250 kVA starter generators, backed by another two 225 kVA generators on the APU. That's nearly 1.5 MW of electrical generating capacity onboard. And the redundancy runs deep enough that the aircraft is designed to maintain safe flight and landing even after losing five of its six generator channels. That is what fly by wire really means, the pilot moves the controls, but an entire airborne computing and power system sits between that movement and the wing. Source, Igede Widhiyasa

This is what the avionics bay of a fly-by-wire Boeing 787 Dreamliner looks like, hidden underneath the floor where passengers sit. Its computing architecture includes 16 general processing modules and 21 remote data concentrators spread throughout the aircraft. When the pilot or co-pilot makes a control input, there is no conventional mechanical linkage to the primary flight surfaces. The input is sensed electronically, processed through redundant flight control computers and networks, then sent to the actuators that move the required surfaces all within milliseconds. The B787 also replaced traditional bleed air systems for engine starting, cabin pressurisation and wing anti-icing with electrically powered systems. So each engine drives two 250 kVA starter generators, backed by another two 225 kVA generators on the APU. That's nearly 1.5 MW of electrical generating capacity onboard. And the redundancy runs deep enough that the aircraft is designed to maintain safe flight and landing even after losing five of its six generator channels. That is what fly by wire really means, the pilot moves the controls, but an entire airborne computing and power system sits between that movement and the wing. Source, Igede Widhiyasa

Ammanichanda

188,205 次观看 • 2 天前

Instagram censors Airbus. I was editing this video of a low visibility Auto-Land in an Airbus A330, although when I selected Captions to highlight the auto-generated calls and the pilot responses, the App automatically censored the “Retard” calls. This is a classic case of AI misunderstanding technical language. On Airbus aircraft, the “retard” call is a completely standard, safety-critical prompt that has been used since the A320’s introduction in 1987. It’s an automated audio call triggered at a specific altitude—20 feet above the runway during a manual landing, or 10 feet during an autoland—to remind pilots to pull the thrust levers back to idle for a smooth touchdown. Anyway, when landing in fog, we engage both autopilots and monitor the aircraft flying an autoland. The minimum forward visibility allowed to land is 75 meters because that’s the minimum we need to be able to taxi onto stand. At airports that we’re not familiar with, we can ask for “Follow-Me” vehicles with flashing lights to guide us to our parking stand. 📸 by ig/captainchris Not an ad

Instagram censors Airbus. I was editing this video of a low visibility Auto-Land in an Airbus A330, although when I selected Captions to highlight the auto-generated calls and the pilot responses, the App automatically censored the “Retard” calls. This is a classic case of AI misunderstanding technical language. On Airbus aircraft, the “retard” call is a completely standard, safety-critical prompt that has been used since the A320’s introduction in 1987. It’s an automated audio call triggered at a specific altitude—20 feet above the runway during a manual landing, or 10 feet during an autoland—to remind pilots to pull the thrust levers back to idle for a smooth touchdown. Anyway, when landing in fog, we engage both autopilots and monitor the aircraft flying an autoland. The minimum forward visibility allowed to land is 75 meters because that’s the minimum we need to be able to taxi onto stand. At airports that we’re not familiar with, we can ask for “Follow-Me” vehicles with flashing lights to guide us to our parking stand. 📸 by ig/captainchris Not an ad

aircraftmaintenancengineer

51,051 次观看 • 1 年前

Spotted two A340-300s parked side by side today in Nairobi. Not exactly a rocket on takeoff—the A340-300 has one of the lowest thrust-to-weight ratios among active airliners, powered by a unique variant (CFM56-5C4) of the same CFM56 engines found on A320s. A significant advantage of the A340 was that Airbus's common flight deck design allowed airlines primarily operating short-haul routes to integrate this aircraft type into their long-haul capacity with minimal additional pilot training. Was the program successful? Probably not. Airbus produced a total of 380 from 1991 to 2012.

Spotted two A340-300s parked side by side today in Nairobi. Not exactly a rocket on takeoff—the A340-300 has one of the lowest thrust-to-weight ratios among active airliners, powered by a unique variant (CFM56-5C4) of the same CFM56 engines found on A320s. A significant advantage of the A340 was that Airbus's common flight deck design allowed airlines primarily operating short-haul routes to integrate this aircraft type into their long-haul capacity with minimal additional pilot training. Was the program successful? Probably not. Airbus produced a total of 380 from 1991 to 2012.

Turbine Traveller

69,279 次观看 • 3 个月前

Today’s reel dives into the Boeing 737 horizontal stabilizer trim system. It’s a big one, hope you enjoy it! You guys liked the A321 version I posted, so here’s the 737 take: This system is cable-driven with electric motors, and you can manually trim using the trim wheels in case of failure. There’s a drum under the cockpit and another one on the actuator itself. Don't forget to close the handle on the control wheel if you're trimming electrically, it will hurt 🤣. Quite different from the Airbus family: while they also use cables, it's only for position feedback, movement is fully hydraulic via three systems. No hydraulics? No trim. But a complete failure of the hydraulic on the Airbus family is highly improbable. 📸 by ig/only_fancowl . Go follow him for more aviation content ✈️

Today’s reel dives into the Boeing 737 horizontal stabilizer trim system. It’s a big one, hope you enjoy it! You guys liked the A321 version I posted, so here’s the 737 take: This system is cable-driven with electric motors, and you can manually trim using the trim wheels in case of failure. There’s a drum under the cockpit and another one on the actuator itself. Don't forget to close the handle on the control wheel if you're trimming electrically, it will hurt 🤣. Quite different from the Airbus family: while they also use cables, it's only for position feedback, movement is fully hydraulic via three systems. No hydraulics? No trim. But a complete failure of the hydraulic on the Airbus family is highly improbable. 📸 by ig/only_fancowl . Go follow him for more aviation content ✈️

aircraftmaintenancengineer

50,988 次观看 • 1 年前

Ever notice the difference at the back of the engines? 787s with Trent 1000s have those jagged chevrons. A350s with Trent XWB, classic A330s with Trent 700, and A330neos with Trent 7000 are all smooth. Boeing put the chevrons on the 787 to cut jet noise by mixing the hot and cold air streams more gently. It worked well and helped the Dreamliner sound quieter. Airbus looked at the same idea for their aircraft and decided against it. The newer Trent engines already had higher bypass ratios and better internal liners, so they met the noise limits without the extra drag of the serrated edges. Two different approaches, both valid.

Ever notice the difference at the back of the engines? 787s with Trent 1000s have those jagged chevrons. A350s with Trent XWB, classic A330s with Trent 700, and A330neos with Trent 7000 are all smooth. Boeing put the chevrons on the 787 to cut jet noise by mixing the hot and cold air streams more gently. It worked well and helped the Dreamliner sound quieter. Airbus looked at the same idea for their aircraft and decided against it. The newer Trent engines already had higher bypass ratios and better internal liners, so they met the noise limits without the extra drag of the serrated edges. Two different approaches, both valid.

Fahad Naim

108,386 次观看 • 20 天前

1968 footage of one of the first commercial airliners, a BOAC VC10, auto landing at Heathrow. Post-WWII UK efforts, driven by fog, led to full autolanding systems by the 1950s (once again the UK leads). The Vickers VC10 advanced it via duplex monitored autoland(analog), enabling BOAC's zero-vis ops by 1968 before withdrawal in 1974. The system, combined with the VC10’s sophisticated powered flying controls, was a major factor in its reputation as an advanced, but complex, aircraft of the 1960s. Today, autoland (Cat III) is standard on most modern commercial jets like Boeing 737, 777, 787, and Airbus A320, A350 families—enabling low-visibility/zero-visibility landings with high reliability via redundant, fail-operational systems. Autoland is the only way some major airports such as Charles de Gaulle Airport remain operational every day of the year.

1968 footage of one of the first commercial airliners, a BOAC VC10, auto landing at Heathrow. Post-WWII UK efforts, driven by fog, led to full autolanding systems by the 1950s (once again the UK leads). The Vickers VC10 advanced it via duplex monitored autoland(analog), enabling BOAC's zero-vis ops by 1968 before withdrawal in 1974. The system, combined with the VC10’s sophisticated powered flying controls, was a major factor in its reputation as an advanced, but complex, aircraft of the 1960s. Today, autoland (Cat III) is standard on most modern commercial jets like Boeing 737, 777, 787, and Airbus A320, A350 families—enabling low-visibility/zero-visibility landings with high reliability via redundant, fail-operational systems. Autoland is the only way some major airports such as Charles de Gaulle Airport remain operational every day of the year.

Aviation Archive - Tim Farmer

83,276 次观看 • 6 个月前

Why can’t both pilots eat the same meal? Here’s the rule airlines never joke about… 👇🔥 On every commercial flight, the Captain and First Officer must eat different meals. Why? Because if one meal happens to cause food poisoning, an allergic reaction, or any kind of issue, the other pilot must remain 100% healthy to safely fly the aircraft. 🛫 It’s one of those aviation rules you rarely hear about, but it’s part of what keeps your flight safe behind the scenes. Different meals. Different ingredients. Zero chances taken at 35,000 ft. It’s not dramatic. It’s not a myth. It’s aviation safety at its finest. ✈️✔️ 📸 by ig/jet.nerd

Why can’t both pilots eat the same meal? Here’s the rule airlines never joke about… 👇🔥 On every commercial flight, the Captain and First Officer must eat different meals. Why? Because if one meal happens to cause food poisoning, an allergic reaction, or any kind of issue, the other pilot must remain 100% healthy to safely fly the aircraft. 🛫 It’s one of those aviation rules you rarely hear about, but it’s part of what keeps your flight safe behind the scenes. Different meals. Different ingredients. Zero chances taken at 35,000 ft. It’s not dramatic. It’s not a myth. It’s aviation safety at its finest. ✈️✔️ 📸 by ig/jet.nerd

aircraftmaintenancengineer

334,464 次观看 • 8 个月前

A United Airlines flight bound for Australia was forced to stop its takeoff roll in San Francisco after the pilots received a warning indicating a possible open cargo door. The Boeing 777, preparing to depart on the long flight to Sydney, was accelerating down the runway when the crew declared a MAYDAY and rejected the takeoff at about 41 knots rather than risk continuing with a potential safety issue. The aircraft safely exited the runway and returned to the gate so maintenance crews could inspect the warning. While the alert later turned out to be precautionary, the decision highlights how seriously flight crews treat even the smallest indication of a problem, especially before a transpacific flight lasting more than 14 hours. After technicians checked the aircraft, the flight departed roughly two hours later and continued on to Sydney without further issues. The pilots are being praised for their quick judgment and willingness to stop the takeoff immediately, showing how experience and caution play a critical role in keeping passengers safe long before an aircraft ever leaves the ground. 📸 flightsimulatorfantasy

A United Airlines flight bound for Australia was forced to stop its takeoff roll in San Francisco after the pilots received a warning indicating a possible open cargo door. The Boeing 777, preparing to depart on the long flight to Sydney, was accelerating down the runway when the crew declared a MAYDAY and rejected the takeoff at about 41 knots rather than risk continuing with a potential safety issue. The aircraft safely exited the runway and returned to the gate so maintenance crews could inspect the warning. While the alert later turned out to be precautionary, the decision highlights how seriously flight crews treat even the smallest indication of a problem, especially before a transpacific flight lasting more than 14 hours. After technicians checked the aircraft, the flight departed roughly two hours later and continued on to Sydney without further issues. The pilots are being praised for their quick judgment and willingness to stop the takeoff immediately, showing how experience and caution play a critical role in keeping passengers safe long before an aircraft ever leaves the ground. 📸 flightsimulatorfantasy

aircraftmaintenancengineer

182,761 次观看 • 6 个月前

The Brake-To-Vacate (BTV) function on the Airbus A350 is nothing short of revolutionary for aviation enthusiasts and professional pilots alike. This advanced autobraking system transforms the landing experience by allowing pilots to choose a specific runway exit prior to landing, managing the braking process to achieve an optimal deceleration profile. This not only enhances safety but also significantly reduces Runway Occupancy Time (ROT), leading to more efficient air traffic flow. What makes the BTV system particularly impressive is its integration with other aircraft systems such as Auto Thrust Idle, Spoilers, and Reversers. This ensures that the deceleration is controlled smoothly and efficiently, adapting in real-time to any changes in conditions such as tailwinds or reduced braking action. Pilots can override the system via the red instinctive push buttons on the ThrustLevers or via the manual selection of toe braking. The accuracy and innovation of the BTV feature is mirrored in the @inibuildsofficial A350 Airliner Microsoft Flight Simulator (MSFS) add-on. This add-on captures the intricate details and functions of the real-life BTV system, providing an unparalleled simulation experience. It accurately models the pre-landing setup process, allowing virtual pilots to input their chosen runway exit via the Multi-Function Display (MFD) and experience the precise and efficient braking that the system offers. For flight simulation enthusiasts, the IniBuilt A350 add-on brings the cutting-edge technology of the A350 into the virtual world, allowing users to appreciate the intricacies and benefits of the BTV system. It’s a testament to how advanced these simulations have become, reflecting the high standards of accuracy and detail that modern flight sim add-ons strive for. In essence, the BTV function on the A350, both in real life and in the IniBuilds add-on, showcases a leap forward in aviation technology, enhancing the landing experience through precision and efficiency, and providing a realistic and engaging experience for users of the flight simulator. 📸 by ig/captainchris

aircraftmaintenancengineer

82,572 次观看 • 1 年前

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 次观看 • 5 个月前

May we present? This is the Valkyrie. Airbus is working at full throttle to offer the German Air Force an operational Uncrewed Collaborative Combat Aircraft (UCCA) system by 2029. In Manching, near Munich, the company is currently preparing the first two Valkyries it acquired from its US partner Kratos Defense & Security Solutions, Inc. with a sovereign European mission system, the Multiplatform Autonomous Reconfigurable and Secure (MARS) system, for their maiden flight. MARS also contains an AI-supported software brain called MindShare which not only replaces the missing pilot, but is also capable of coordinating entire mission groups by being distributed across many manned and uncrewed platforms. They are scheduled to fly later this year. Read more:

May we present? This is the Valkyrie. Airbus is working at full throttle to offer the German Air Force an operational Uncrewed Collaborative Combat Aircraft (UCCA) system by 2029. In Manching, near Munich, the company is currently preparing the first two Valkyries it acquired from its US partner Kratos Defense & Security Solutions, Inc. with a sovereign European mission system, the Multiplatform Autonomous Reconfigurable and Secure (MARS) system, for their maiden flight. MARS also contains an AI-supported software brain called MindShare which not only replaces the missing pilot, but is also capable of coordinating entire mission groups by being distributed across many manned and uncrewed platforms. They are scheduled to fly later this year. Read more:

Airbus Defence

186,677 次观看 • 5 个月前