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An airplane radial engine is a powerful internal combustion engine where cylinders are arranged in a circle around a central crankshaft, resembling the spokes of a wheel. Renowned for their exceptional power-to-weight ratio and reliable air cooling, they were the dominant powerhouses of early aviation and World War II....

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Mechanical Knowledge

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26,030 просмотров • 1 месяц назад •via X (Twitter)

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In 1909, the Gnome Omega became the first mass-produced rotary engine, marking a major step forward in early aviation. At a time when aircraft struggled with heavy, overheating powerplants, the Gnome Omega introduced a radical solution: the cylinders and engine block rotated around a fixed crankshaft, improving cooling and reducing weight. This unusual design allowed air to flow directly over the spinning cylinders, eliminating the need for bulky radiators. The high power-to-weight ratio made it ideal for pioneering aircraft, including those used by Louis Blériot during his historic 1909 crossing of the English Channel. Although rotary engines were eventually replaced by more efficient designs, the Gnome Omega remains a symbol of the experimental ingenuity that defined the birth of powered flight.
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In 1909, the Gnome Omega became the first mass-produced rotary engine, marking a major step forward in early aviation. At a time when aircraft struggled with heavy, overheating powerplants, the Gnome Omega introduced a radical solution: the cylinders and engine block rotated around a fixed crankshaft, improving cooling and reducing weight. This unusual design allowed air to flow directly over the spinning cylinders, eliminating the need for bulky radiators. The high power-to-weight ratio made it ideal for pioneering aircraft, including those used by Louis Blériot during his historic 1909 crossing of the English Channel. Although rotary engines were eventually replaced by more efficient designs, the Gnome Omega remains a symbol of the experimental ingenuity that defined the birth of powered flight.

Mechanical Knowledge

104,086 просмотров • 3 месяцев назад

On May 10, 2022, a Cessna 172S experienced a total loss of engine power during an instructional flight near Traverse City, Michigan. While on a visual approach to the runway, the engine lost power and could not be restarted. The flight instructor declared an emergency and executed a forced landing to a park area about 1 mile north of the runway, where the airplane struck the ground and a perimeter fence. The aircraft sustained substantial damage. No injuries were reported. Postaccident examination revealed a loose “B” nut on the fuel line between the fuel injector and fuel manifold, allowing fuel to leak and air to enter the system. The engine had been installed recently and had flown about 2.7 hours since installation. The NTSB determined the probable cause was the failure of maintenance personnel to properly torque the fuel line “B” nut, which resulted in a total loss of engine power. 📸 runthisshitt
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On May 10, 2022, a Cessna 172S experienced a total loss of engine power during an instructional flight near Traverse City, Michigan. While on a visual approach to the runway, the engine lost power and could not be restarted. The flight instructor declared an emergency and executed a forced landing to a park area about 1 mile north of the runway, where the airplane struck the ground and a perimeter fence. The aircraft sustained substantial damage. No injuries were reported. Postaccident examination revealed a loose “B” nut on the fuel line between the fuel injector and fuel manifold, allowing fuel to leak and air to enter the system. The engine had been installed recently and had flown about 2.7 hours since installation. The NTSB determined the probable cause was the failure of maintenance personnel to properly torque the fuel line “B” nut, which resulted in a total loss of engine power. 📸 runthisshitt

aircraftmaintenancengineer

27,969 просмотров • 6 месяцев назад

The VR6 engine was born out of a packaging problem. VW's engineers needed a six-cylinder that could fit transversely in a front-wheel drive Golf engine bay. Something a conventional V6 with cylinder banks spread 90 degrees could never do. The solution was a narrow-angle 15-degree configuration with a single cylinder head shared across all six cylinders, making it barely wider than a four cylinder. The MK3 Golf VR6 was the first car to receive it in the Golf family 2.8L, 174 HP, 235 Nm, 0-100 km/h in around 7 seconds, and a sound unlike anything else in a hatchback body. Not the fastest car of its era. The most characterful one in its class without question. That engine went on to power the Corrado, the Passat, and eventually the Phaeton and even some Porsche models. This example here is the GTI VR6 and the VR6 produces 201 hp, looks like a lot of fun.
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The VR6 engine was born out of a packaging problem. VW's engineers needed a six-cylinder that could fit transversely in a front-wheel drive Golf engine bay. Something a conventional V6 with cylinder banks spread 90 degrees could never do. The solution was a narrow-angle 15-degree configuration with a single cylinder head shared across all six cylinders, making it barely wider than a four cylinder. The MK3 Golf VR6 was the first car to receive it in the Golf family 2.8L, 174 HP, 235 Nm, 0-100 km/h in around 7 seconds, and a sound unlike anything else in a hatchback body. Not the fastest car of its era. The most characterful one in its class without question. That engine went on to power the Corrado, the Passat, and eventually the Phaeton and even some Porsche models. This example here is the GTI VR6 and the VR6 produces 201 hp, looks like a lot of fun.

Autowelt

57,845 просмотров • 1 месяц назад

What Looks Like A Complex Set Of Spinning Parts Is The Core Of How Trucks Convert Engine Power Into Motion. A drivetrain system transfers torque from the engine through the transmission, driveshaft, and differential to the wheels. Each component plays a specific role. The transmission adjusts torque and speed, the driveshaft carries rotational force, and the differential distributes power between wheels while allowing them to rotate at different speeds during turns. Seeing the system in motion reveals how precisely synchronized these components must be to handle heavy loads and maintain efficiency under stress. In Heavy Vehicles, Power Is Only Useful When It Is Controlled.
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What Looks Like A Complex Set Of Spinning Parts Is The Core Of How Trucks Convert Engine Power Into Motion. A drivetrain system transfers torque from the engine through the transmission, driveshaft, and differential to the wheels. Each component plays a specific role. The transmission adjusts torque and speed, the driveshaft carries rotational force, and the differential distributes power between wheels while allowing them to rotate at different speeds during turns. Seeing the system in motion reveals how precisely synchronized these components must be to handle heavy loads and maintain efficiency under stress. In Heavy Vehicles, Power Is Only Useful When It Is Controlled.

Mechanical Knowledge

66,718 просмотров • 3 месяцев назад

Crazy footage shows the moment Pilot Eladio Marquez crashed his Cessna 335 into a warehouse that was hosting an event for autistic children. Marquez and his passenger lost their lives in the crash as their plane burst into a fiery blaze, forcing children and their mentors to flee the warehouse. The incident occurred in 2018, with the aircraft bound for an airpark in the north Florida town of Hilliard. However, just seconds after takeoff, they reported a fire in the left engine. Despite their attempt to return safely to the grass strip, they were unable to do so. The pilot is reported as telling air traffic control: 'We're losing power in our left engine, we turning right back.'
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Crazy footage shows the moment Pilot Eladio Marquez crashed his Cessna 335 into a warehouse that was hosting an event for autistic children. Marquez and his passenger lost their lives in the crash as their plane burst into a fiery blaze, forcing children and their mentors to flee the warehouse. The incident occurred in 2018, with the aircraft bound for an airpark in the north Florida town of Hilliard. However, just seconds after takeoff, they reported a fire in the left engine. Despite their attempt to return safely to the grass strip, they were unable to do so. The pilot is reported as telling air traffic control: 'We're losing power in our left engine, we turning right back.'

Morbid Knowledge

565,577 просмотров • 1 год назад

ENGINE FAILURE FORCES UNITED B777 BACK TO DULLES AFTER TAKEOFF United Airlines Flight 803, a Boeing 777-200(N78004) bound for Tokyo, safely returned to Washington Dulles International Airport (IAD) on Saturday after suffering a loss of power in one engine shortly after departure. The engine issue on takeoff reportedly sparked a small brush fire along the runway, with airport fire crews responding immediately and remaining on scene as a precaution. The aircraft was seen dumping fuel before making an emergency landing back at IAD. There were 275 passengers and 15 crew members on board. No injuries were reported. United confirmed the incident, stating the flight returned shortly after takeoff to address the engine power loss and landed safely. To assist affected passengers, United temporarily closed a United Club lounge at Dulles while working to rebook customers to their destinations. The FAA also confirmed the event, noting that Flight 803 returned to Dulles around 1:20 p.m. local time after experiencing an engine failure during departure. The FAA has opened an investigation.
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ENGINE FAILURE FORCES UNITED B777 BACK TO DULLES AFTER TAKEOFF United Airlines Flight 803, a Boeing 777-200(N78004) bound for Tokyo, safely returned to Washington Dulles International Airport (IAD) on Saturday after suffering a loss of power in one engine shortly after departure. The engine issue on takeoff reportedly sparked a small brush fire along the runway, with airport fire crews responding immediately and remaining on scene as a precaution. The aircraft was seen dumping fuel before making an emergency landing back at IAD. There were 275 passengers and 15 crew members on board. No injuries were reported. United confirmed the incident, stating the flight returned shortly after takeoff to address the engine power loss and landed safely. To assist affected passengers, United temporarily closed a United Club lounge at Dulles while working to rebook customers to their destinations. The FAA also confirmed the event, noting that Flight 803 returned to Dulles around 1:20 p.m. local time after experiencing an engine failure during departure. The FAA has opened an investigation.

Turbine Traveller

98,034 просмотров • 7 месяцев назад

“all that moisture being sucked up by this area of low pressure. listen, there’s a kpop group named ENHYPEN and their fans are called ENGENES because they’re the fuel, they’re the engine and the fuel that keeps the band going. well, this is the fuel that’s going to continue to keep these showers going as we head into this weekend” HE ACTUALLY DID IT OMG😭
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“all that moisture being sucked up by this area of low pressure. listen, there’s a kpop group named ENHYPEN and their fans are called ENGENES because they’re the fuel, they’re the engine and the fuel that keeps the band going. well, this is the fuel that’s going to continue to keep these showers going as we head into this weekend” HE ACTUALLY DID IT OMG😭

paz ʚĭɞ

43,286 просмотров • 1 год назад

A family is cruising their small motorized boat along the edge of a busy dock. The engine is still running when a sudden miscalculation, or maybe a quick throttle mistake, sends the boat lurching forward. It slams and wedges under the bow of a much larger yacht. Instead of shutting the motor off immediately, the kids rush to the front, trying to push the massive boat away while the engine hums behind them. Honestly, when machinery is involved, panic can make a bad situation worse in seconds. Turning off the engine, securing the boat, and reassessing would likely do more than all the pushing in the world. Sometimes, control starts with one simple action stop. In a moment like that, shouldn’t the first instinct be to cut the motor before anything else?
0:18

A family is cruising their small motorized boat along the edge of a busy dock. The engine is still running when a sudden miscalculation, or maybe a quick throttle mistake, sends the boat lurching forward. It slams and wedges under the bow of a much larger yacht. Instead of shutting the motor off immediately, the kids rush to the front, trying to push the massive boat away while the engine hums behind them. Honestly, when machinery is involved, panic can make a bad situation worse in seconds. Turning off the engine, securing the boat, and reassessing would likely do more than all the pushing in the world. Sometimes, control starts with one simple action stop. In a moment like that, shouldn’t the first instinct be to cut the motor before anything else?

Dr.L

2,963,901 просмотров • 5 месяцев назад

An Oldie but a Goldie. Approach ➜ Power V One of the biggest keys to a consistent swing is what happens from approach to Power V. As the knob turns toward the pitcher and into the path of the pitch, the barrel naturally falls behind your hands. We don’t need to flick it back to have it fall behind..DUH From there, don’t throw the barrel at the ball. Release it in the most direct line along the path of the pitch. Some pitches require a slightly steeper path. Others require a flatter one. But the goal stays the same: ✔️ Keep the barrel below your hands through extension. Approach = The barrel works to the side of the shoulder as the body turns toward the pitcher. Power V = The release of the lag and extension of the barrel through the baseball. Master that section of the swing, and you’ll give yourself a much better chance to create consistent contact, adjust to different pitch planes, and produce real power. Train with an expert, not an influencer.
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An Oldie but a Goldie. Approach ➜ Power V One of the biggest keys to a consistent swing is what happens from approach to Power V. As the knob turns toward the pitcher and into the path of the pitch, the barrel naturally falls behind your hands. We don’t need to flick it back to have it fall behind..DUH From there, don’t throw the barrel at the ball. Release it in the most direct line along the path of the pitch. Some pitches require a slightly steeper path. Others require a flatter one. But the goal stays the same: ✔️ Keep the barrel below your hands through extension. Approach = The barrel works to the side of the shoulder as the body turns toward the pitcher. Power V = The release of the lag and extension of the barrel through the baseball. Master that section of the swing, and you’ll give yourself a much better chance to create consistent contact, adjust to different pitch planes, and produce real power. Train with an expert, not an influencer.

Stance Doctor

10,981 просмотров • 21 дней назад

😓 Air India 🇮🇳 Flight AI171 with fully loaded Boeing 787-7 Dreamliner fatal accident: I‘m an airline pilot with >15‘000h of experience and a physics institute: My brief PRELIMINARY analysis of the visible facts from the video of the takeoff: * The flaps are only slightly extended, presumably to position 1 instead of 5. * The landing gear is still extended, which should have been retracted at this altitude and causes additional drag. * The aircraft is at a high angle of attack, which confirms the insufficient flap setting. * From the video and witness accounts, only low engine noise is audible. * Neither smoke nor fire is visible. * An engine failure is less likely. The most probable cause is presumably a human factor, an incorrectly chosen, insufficient flap setting for takeoff, and consequently an inadequately selected thrust. In this context, the correlated speeds were too low because they were calculated for a larger flap setting or a lighter aircraft. As a result, the aircraft took off with insufficient speed and intentionally but falsely derated thrust, was therefore on the unstable side, and rapidly lost more speed and altitude due to the additional failure to retract the landing gear in a timely manner, leading to a subsequent stall at low altitude and crash. For the experts: the aircraft got onto the wrong side of the speed vs drag curve and maneuvered itself into a corner from where there is no escape. Another possible cause could also have been an incorrect input of a wrong takeoff weight into the Flight Management System, resulting in too low thrust and too low speeds. The pilots got startled after takeoff, couldn’t wrap their head around what went wrong and incorrectly prioritized making an emergency call instead of flying the aircraft first, manually increasing thrust immediately to maximum, and retracting the landing gear. In summary of this very early and preliminary assessment (your confidence level should be as low as mine): The most probable cause is human error 😓 - as most of the time these days. Not because the pilots got worse (although that effect can be observed as well with prioritization of diversity over competence) - but because technology got so much better.
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😓 Air India 🇮🇳 Flight AI171 with fully loaded Boeing 787-7 Dreamliner fatal accident: I‘m an airline pilot with >15‘000h of experience and a physics institute: My brief PRELIMINARY analysis of the visible facts from the video of the takeoff: * The flaps are only slightly extended, presumably to position 1 instead of 5. * The landing gear is still extended, which should have been retracted at this altitude and causes additional drag. * The aircraft is at a high angle of attack, which confirms the insufficient flap setting. * From the video and witness accounts, only low engine noise is audible. * Neither smoke nor fire is visible. * An engine failure is less likely. The most probable cause is presumably a human factor, an incorrectly chosen, insufficient flap setting for takeoff, and consequently an inadequately selected thrust. In this context, the correlated speeds were too low because they were calculated for a larger flap setting or a lighter aircraft. As a result, the aircraft took off with insufficient speed and intentionally but falsely derated thrust, was therefore on the unstable side, and rapidly lost more speed and altitude due to the additional failure to retract the landing gear in a timely manner, leading to a subsequent stall at low altitude and crash. For the experts: the aircraft got onto the wrong side of the speed vs drag curve and maneuvered itself into a corner from where there is no escape. Another possible cause could also have been an incorrect input of a wrong takeoff weight into the Flight Management System, resulting in too low thrust and too low speeds. The pilots got startled after takeoff, couldn’t wrap their head around what went wrong and incorrectly prioritized making an emergency call instead of flying the aircraft first, manually increasing thrust immediately to maximum, and retracting the landing gear. In summary of this very early and preliminary assessment (your confidence level should be as low as mine): The most probable cause is human error 😓 - as most of the time these days. Not because the pilots got worse (although that effect can be observed as well with prioritization of diversity over competence) - but because technology got so much better.

Iven‘s Dad

2,786,661 просмотров • 1 год назад

On this day, at approximately 08:09:05 UTC, Air India Flight AI171, a Boeing 787-8 (VT-ANB) bound for London Gatwick, crashed shortly after takeoff from Ahmedabad on June 12, 2025. The aircraft struck a student hostel just 32 seconds after liftoff. The disaster claimed the lives of 241 of the 242 people onboard, as well as 19 people on the ground, marking the first fatal crash and hull loss of a Boeing 787 in history. According to the preliminary report, the Engine 1 and Engine 2 fuel cutoff switches transitioned from RUN to CUTOFF one second apart. The cockpit voice recorder captured one pilot asking the other why he had cut off the fuel, to which the other pilot replied that he had not done so.
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On this day, at approximately 08:09:05 UTC, Air India Flight AI171, a Boeing 787-8 (VT-ANB) bound for London Gatwick, crashed shortly after takeoff from Ahmedabad on June 12, 2025. The aircraft struck a student hostel just 32 seconds after liftoff. The disaster claimed the lives of 241 of the 242 people onboard, as well as 19 people on the ground, marking the first fatal crash and hull loss of a Boeing 787 in history. According to the preliminary report, the Engine 1 and Engine 2 fuel cutoff switches transitioned from RUN to CUTOFF one second apart. The cockpit voice recorder captured one pilot asking the other why he had cut off the fuel, to which the other pilot replied that he had not done so.

Turbine Traveller

1,115,152 просмотров • 1 месяц назад

A Change of Plan…🌍 A little insight into the realities of airline flying: sometimes the route you see on your flight tracker isn’t the one we originally planned. That’s because flight planning is a mix of science, safety, and flexibility. 🌐 One reason for changes is ATC flow management. Think of it like traffic lights in the sky, with thousands of aircraft moving through shared corridors, air traffic control sometimes adjusts our routes to keep the system flowing smoothly and safely. But today’s change wasn’t about traffic. It was about performance planning. Departing Delhi, our A350 was heavy with fuel and passengers, and the original routing led straight into an area of very high terrain. With a twin-engine aircraft, we always consider the “what if”: if one engine were to fail, how would the aircraft perform? Safety means ensuring we can still fly clear of terrain even under those conditions. That’s where ETOPS (Extended-range Twin-engine Operations) and drift down procedures come in. ETOPS rules let two-engine aircraft fly long oceanic and remote routes, but only with strict planning to guarantee diversion options. Drift down is the scenario where, after losing one engine, we calculate how the aircraft can descend to a level where it can safely continue flight and clear terrain. These are baked into every flight plan, and sometimes, the numbers don’t add up and they mean taking the longer way around. So today, instead of climbing northwest out of India, we turned south. The routing took us over Oman and the UAE, up the length of the Gulf, across Iraq, and back into our original track over western Turkey. That’s also where we passed one of my favourite places: the airfield named Batman 🦇. 👨‍✈️ It’s a great reminder that flying isn’t just point-to-point. Every route is carefully designed with safety, performance, and the flow of global air traffic in mind. It also means that we had a great opportunity to get some air-to-air pics of other aircraft. Will share these during the week 🙌🏻 #AvGeek #PilotLife #AirbusA350 #FlightDeckLife #ETOPS #FlightOps #AirlinePilot #AviationSafety #ProfessionalPilot #FromTheFlightDeck #FlyingTheWorld #SingleEngineDriftDown #AviationDaily #AvgeekCommunity #SkyHighViews
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A Change of Plan…🌍 A little insight into the realities of airline flying: sometimes the route you see on your flight tracker isn’t the one we originally planned. That’s because flight planning is a mix of science, safety, and flexibility. 🌐 One reason for changes is ATC flow management. Think of it like traffic lights in the sky, with thousands of aircraft moving through shared corridors, air traffic control sometimes adjusts our routes to keep the system flowing smoothly and safely. But today’s change wasn’t about traffic. It was about performance planning. Departing Delhi, our A350 was heavy with fuel and passengers, and the original routing led straight into an area of very high terrain. With a twin-engine aircraft, we always consider the “what if”: if one engine were to fail, how would the aircraft perform? Safety means ensuring we can still fly clear of terrain even under those conditions. That’s where ETOPS (Extended-range Twin-engine Operations) and drift down procedures come in. ETOPS rules let two-engine aircraft fly long oceanic and remote routes, but only with strict planning to guarantee diversion options. Drift down is the scenario where, after losing one engine, we calculate how the aircraft can descend to a level where it can safely continue flight and clear terrain. These are baked into every flight plan, and sometimes, the numbers don’t add up and they mean taking the longer way around. So today, instead of climbing northwest out of India, we turned south. The routing took us over Oman and the UAE, up the length of the Gulf, across Iraq, and back into our original track over western Turkey. That’s also where we passed one of my favourite places: the airfield named Batman 🦇. 👨‍✈️ It’s a great reminder that flying isn’t just point-to-point. Every route is carefully designed with safety, performance, and the flow of global air traffic in mind. It also means that we had a great opportunity to get some air-to-air pics of other aircraft. Will share these during the week 🙌🏻 #AvGeek #PilotLife #AirbusA350 #FlightDeckLife #ETOPS #FlightOps #AirlinePilot #AviationSafety #ProfessionalPilot #FromTheFlightDeck #FlyingTheWorld #SingleEngineDriftDown #AviationDaily #AvgeekCommunity #SkyHighViews

Scott Bateman MBE

33,180 просмотров • 10 месяцев назад

What is the RAT? The RAT is a small wind turbine stowed within the aircraft fuselage and deployed automatically when certain failure conditions are met. Once extended into the airstream, it uses the forward motion of the aircraft to spin and generate power—mechanical, hydraulic, or electrical. Primary Functions of the RAT on the 787-8 1. Hydraulic Backup Power On deployment, the RAT drives a variable displacement inline hydraulic pump. It pressurizes the center hydraulic system, enabling continued operation of critical flight control surfaces such as the ailerons, elevators, and rudder. This is vital in maintaining aircraft controllability if normal hydraulic sources are lost. 2. Supplementary Electrical Power While the RAT is primarily a hydraulic power source on the 787-8, it can also, in some configurations, drive an emergency generator. This generator provides sufficient AC and DC power to support essential avionics, flight displays, and communications systems. Deployment Scenarios: When Does the RAT Automatically Deploy? The RAT on the Boeing 787-8 deploys automatically—without crew input—under the following emergency conditions: 1. Dual Engine Failure If both engines fail, resulting in the loss of engine-driven electrical and hydraulic generation, the RAT deploys to maintain critical flight control power. 2. Complete Electrical Loss to Flight Instruments If there’s a total loss of electrical power to both the captain’s and first officer’s primary flight instruments, the RAT ensures these systems remain powered. 3. Low Pressure in All Three Hydraulic Systems If all three systems—Left, Center, and Right—lose hydraulic pressure, the RAT provides emergency hydraulic power through the center system. 4. EMP Failure + Engine Loss During Takeoff or Landing If all four Electric Motor Pumps (EMPs) fail and an engine fails during takeoff or landing, the RAT deploys to sustain flight control power during these critical phases. Automatic and Autonomous Operation One of the RAT’s key advantages is its fully autonomous activation. Pilots do not need to manually deploy it; the system is designed to react immediately to predefined failure logic, reducing workload and ensuring flight-critical systems remain powered. In Summary The Ram Air Turbine (RAT) on the Boeing 787-8 is not just a backup—it's a lifesaving last resort. It deploys automatically to supply hydraulic and limited electrical power when all other power sources fail. Designed with layered redundancy in mind, it is one of the unsung heroes of modern aircraft systems, ensuring that even in worst-case scenarios, pilots retain control to guide the aircraft—and its passengers—safely to the ground.
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What is the RAT? The RAT is a small wind turbine stowed within the aircraft fuselage and deployed automatically when certain failure conditions are met. Once extended into the airstream, it uses the forward motion of the aircraft to spin and generate power—mechanical, hydraulic, or electrical. Primary Functions of the RAT on the 787-8 1. Hydraulic Backup Power On deployment, the RAT drives a variable displacement inline hydraulic pump. It pressurizes the center hydraulic system, enabling continued operation of critical flight control surfaces such as the ailerons, elevators, and rudder. This is vital in maintaining aircraft controllability if normal hydraulic sources are lost. 2. Supplementary Electrical Power While the RAT is primarily a hydraulic power source on the 787-8, it can also, in some configurations, drive an emergency generator. This generator provides sufficient AC and DC power to support essential avionics, flight displays, and communications systems. Deployment Scenarios: When Does the RAT Automatically Deploy? The RAT on the Boeing 787-8 deploys automatically—without crew input—under the following emergency conditions: 1. Dual Engine Failure If both engines fail, resulting in the loss of engine-driven electrical and hydraulic generation, the RAT deploys to maintain critical flight control power. 2. Complete Electrical Loss to Flight Instruments If there’s a total loss of electrical power to both the captain’s and first officer’s primary flight instruments, the RAT ensures these systems remain powered. 3. Low Pressure in All Three Hydraulic Systems If all three systems—Left, Center, and Right—lose hydraulic pressure, the RAT provides emergency hydraulic power through the center system. 4. EMP Failure + Engine Loss During Takeoff or Landing If all four Electric Motor Pumps (EMPs) fail and an engine fails during takeoff or landing, the RAT deploys to sustain flight control power during these critical phases. Automatic and Autonomous Operation One of the RAT’s key advantages is its fully autonomous activation. Pilots do not need to manually deploy it; the system is designed to react immediately to predefined failure logic, reducing workload and ensuring flight-critical systems remain powered. In Summary The Ram Air Turbine (RAT) on the Boeing 787-8 is not just a backup—it's a lifesaving last resort. It deploys automatically to supply hydraulic and limited electrical power when all other power sources fail. Designed with layered redundancy in mind, it is one of the unsung heroes of modern aircraft systems, ensuring that even in worst-case scenarios, pilots retain control to guide the aircraft—and its passengers—safely to the ground.

Turbine Traveller

293,307 просмотров • 1 год назад

Video shows the moment a Swiss International Air Lines A330 was forced to abort its takeoff at Boston Logan Airport following an engine failure on Tuesday. Swiss International Airlines confirmed a problem with the right engine during takeoff. It issued a statement apologizing for the incident and says an investigation into the exact nature of the engine problem is underway. The FAA said in a statement, "The crew of SWISS Flight 55 stopped their takeoff at Boston Logan International Airport due to engine issues around 6:25 p.m. local time on Tuesday, Sept. 16. The FAA briefly paused some arrivals to the airport before the plane taxied off the runway. The FAA will investigate." Video: Boston 25 News/loganinflight
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Video shows the moment a Swiss International Air Lines A330 was forced to abort its takeoff at Boston Logan Airport following an engine failure on Tuesday. Swiss International Airlines confirmed a problem with the right engine during takeoff. It issued a statement apologizing for the incident and says an investigation into the exact nature of the engine problem is underway. The FAA said in a statement, "The crew of SWISS Flight 55 stopped their takeoff at Boston Logan International Airport due to engine issues around 6:25 p.m. local time on Tuesday, Sept. 16. The FAA briefly paused some arrivals to the airport before the plane taxied off the runway. The FAA will investigate." Video: Boston 25 News/loganinflight

Breaking Aviation News & Videos

144,173 просмотров • 10 месяцев назад

This video shows a static fire test of the Archimedes rocket engine, developed by Rocket Lab. Archimedes uses liquid methane (LCH.) as fuel and liquid oxygen (LOX) as the oxidizer, a combination known as methalox. During combustion, these cryogenic propellants produce extremely high temperatures (over 3,000°C), hotter than lava. To survive this, the engine circulates cold fuel through its walls before burning it, a technique called regenerative cooling. Multiple Archimedes engines will power Rocket Lab's upcoming Neutron rocket, which is being built to launch satellites and cargo to orbit with lower cost and higher reliability. Rocket Lab is best known for its Electron rocket and is now expanding into larger, reusable launch vehicles with Neutron.
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This video shows a static fire test of the Archimedes rocket engine, developed by Rocket Lab. Archimedes uses liquid methane (LCH.) as fuel and liquid oxygen (LOX) as the oxidizer, a combination known as methalox. During combustion, these cryogenic propellants produce extremely high temperatures (over 3,000°C), hotter than lava. To survive this, the engine circulates cold fuel through its walls before burning it, a technique called regenerative cooling. Multiple Archimedes engines will power Rocket Lab's upcoming Neutron rocket, which is being built to launch satellites and cargo to orbit with lower cost and higher reliability. Rocket Lab is best known for its Electron rocket and is now expanding into larger, reusable launch vehicles with Neutron.

Mechanical Knowledge

19,463 просмотров • 2 месяцев назад

A lot of people say the F1 V10 engine has the best sound in the world-but wait until you hear the scream of this 5-Rotor Wankel. Unlike conventional piston engines, a 5-rotor configuration produces an incredibly high and consistent sound frequency at high RPMs, eerily similar to legendary race cars from the early 2000s era. And it's not just about the sound. The power generated by a setup this extreme is absolutely insane when unleashed on the dyno. This is a true engineering masterpiece-where precision meets pure, unfiltered power. Put on your earphones, crank the volume all the way up, and enjoy this mechanical symphony.
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A lot of people say the F1 V10 engine has the best sound in the world-but wait until you hear the scream of this 5-Rotor Wankel. Unlike conventional piston engines, a 5-rotor configuration produces an incredibly high and consistent sound frequency at high RPMs, eerily similar to legendary race cars from the early 2000s era. And it's not just about the sound. The power generated by a setup this extreme is absolutely insane when unleashed on the dyno. This is a true engineering masterpiece-where precision meets pure, unfiltered power. Put on your earphones, crank the volume all the way up, and enjoy this mechanical symphony.

Mechanical Knowledge

299,738 просмотров • 3 месяцев назад

🚨🚨2-ALARM FIRE Tucson Fire was dispatched to a call of fire nature unknown at 3:37 this afternoon in the 3100 block of East 22nd Street. Engine 3 arrived six minutes later and reported smoke coming from the back door on and eaves of an abandoned AM/PM. A full alarm was called, and crews started to search for the source of the fire. As seen in this video, there was a significant fire event. The roof collapsed, and operations shifted to a defensive mode. At this time, crews are unable to enter the building to extinguish remaining hot spots, and excavators will be used to tear it down. Firefighters were on the roof when it collapsed, but they were uninjured, as was the individual seen in the video. This video highlights the dangers our crews face every time they battle a fire, and we are thankful that everyone is safe. The fire was caused by homeless activity.
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🚨🚨2-ALARM FIRE Tucson Fire was dispatched to a call of fire nature unknown at 3:37 this afternoon in the 3100 block of East 22nd Street. Engine 3 arrived six minutes later and reported smoke coming from the back door on and eaves of an abandoned AM/PM. A full alarm was called, and crews started to search for the source of the fire. As seen in this video, there was a significant fire event. The roof collapsed, and operations shifted to a defensive mode. At this time, crews are unable to enter the building to extinguish remaining hot spots, and excavators will be used to tear it down. Firefighters were on the roof when it collapsed, but they were uninjured, as was the individual seen in the video. This video highlights the dangers our crews face every time they battle a fire, and we are thankful that everyone is safe. The fire was caused by homeless activity.

Tucson Fire Department

30,991 просмотров • 1 год назад

Our first test flight is just the beginning! Behind the scenes, we are focused on up-scaling and improving our technology. We are excited to announce that we have successfully tested the central subsystem of our Helix 2.0 oxygen-rich staged-combustion engine: the powerpack. We have performed two successful hot-fire tests in which we have shown steady-state operation and cavitation limits. The powerpack incorporates the turbopump and pre-burner(s). It is the most complex as well as the most mechanically and thermally stressed subsystem of a staged-combustion engine. This milestone validated key technological challenges, such as the simultaneous ignition of multiple pre-burners and turbopump cavitation performance. The results are in-line with the predictions from our design models. The closed-cycle architecture of Helix allows us to push the performance envelope further: Helix 2.0 is designed to deliver double the thrust (200kN), while mass, production technology and costs remain comparable to Helix 1.0. The result for our customers: more payload for a lower budget! Excited about this news? Check out our career portal for employment opportunities and help us to elevate our Helix staged-combustion engine technology to the next level! ➡️
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Our first test flight is just the beginning! Behind the scenes, we are focused on up-scaling and improving our technology. We are excited to announce that we have successfully tested the central subsystem of our Helix 2.0 oxygen-rich staged-combustion engine: the powerpack. We have performed two successful hot-fire tests in which we have shown steady-state operation and cavitation limits. The powerpack incorporates the turbopump and pre-burner(s). It is the most complex as well as the most mechanically and thermally stressed subsystem of a staged-combustion engine. This milestone validated key technological challenges, such as the simultaneous ignition of multiple pre-burners and turbopump cavitation performance. The results are in-line with the predictions from our design models. The closed-cycle architecture of Helix allows us to push the performance envelope further: Helix 2.0 is designed to deliver double the thrust (200kN), while mass, production technology and costs remain comparable to Helix 1.0. The result for our customers: more payload for a lower budget! Excited about this news? Check out our career portal for employment opportunities and help us to elevate our Helix staged-combustion engine technology to the next level! ➡️

Rocket Factory Augsburg

33,233 просмотров • 2 месяцев назад

The fire on engine #1 was catastrophic.. an uncontained failure that sent debris flying uncontrollably... but the real killer was the immediate compressor stall on #2, visible right here in the footage as that telltale puff of flame. This almost certainly resulted from Foreign Object Debris (FOD) ingestion, where fragments from #1's explosion were sucked into #2's intake, disrupting airflow and surging the compressor blades. Watch the sudden yaw to the left post-stall: that's the asymmetric thrust kicking in, with only engine #3 (tail-mounted) left producing power. For a fully loaded MD-11 like UPS Flight 2976, heavy with cargo and fuel for its route, climbing out on a single engine was impossible.. performance data shows these birds need at least two for safe ascent under max takeoff weight.Pilots did everything by the book; ATC audio suggests they declared emergency instantly. No procedural tweak could've changed this outcome. RIP to the three lost on board, thoughts with the injured ground personnel.
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The fire on engine #1 was catastrophic.. an uncontained failure that sent debris flying uncontrollably... but the real killer was the immediate compressor stall on #2, visible right here in the footage as that telltale puff of flame. This almost certainly resulted from Foreign Object Debris (FOD) ingestion, where fragments from #1's explosion were sucked into #2's intake, disrupting airflow and surging the compressor blades. Watch the sudden yaw to the left post-stall: that's the asymmetric thrust kicking in, with only engine #3 (tail-mounted) left producing power. For a fully loaded MD-11 like UPS Flight 2976, heavy with cargo and fuel for its route, climbing out on a single engine was impossible.. performance data shows these birds need at least two for safe ascent under max takeoff weight.Pilots did everything by the book; ATC audio suggests they declared emergency instantly. No procedural tweak could've changed this outcome. RIP to the three lost on board, thoughts with the injured ground personnel.

Fahad Naim

985,088 просмотров • 8 месяцев назад