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« Descending through the clouds, trusting nothing but our instruments. Slowly decelerating, selecting flaps on schedule to create the perfect combination of drag and lift from the massive wings far behind my cockpit. Gear down: the enormous garage doors of the main landing gear open up, and I can... literally feel the added drag as the engines spool up to maintain sufficient forward speed. Speedbrakes armed, flaps to 30 — our final landing configuration. Landing checklist complete. All that’s left to do is find the runway and set her down nice and easy. Through the murky quagmire of rain, wind, and cloud, part of the approach lights become visible — the first sign of landfall in hours, for this aerial freighter in search of a port. Wipers on. We need all the visibility we can get now. “Approaching Minimums,” announces the automated system — meaning we are just 100 ft (30 metres) above our decision altitude. If we don’t see the runway at ‘Minimums’, we’ll have to abort the approach. With the approach lights in sight and close to the ground, my First Officer disengages the autopilot and continues manually, just as briefed. “Minimums.” The runway is clearly visible through the rain. I call “Continue.” Seconds to go: small but deliberate inputs on the controls and thrust levers with our eyes focussed on both the runway and flight instruments. The radar altimeter counts down the last few feet. Touchdown. Speedbrakes up. Reversers normal. We fly by numbers, but land with feel. That part never changes. » ©️ Christiaan van Heijstshow more

Virginie Sigonney 🇫🇷

63,842 subscribers

28,519 次观看 • 10 个月前 •via X (Twitter)

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This United Airlines flight was moments from touching down when the pilots suddenly powered up and went around. Visibility seems to be good, but with rain falling over the runway, the wet surface and changing conditions may have played a role in the Go-around. Instead of forcing the landing, the crew abandoned the approach, climbed away from the runway and set up for another attempt ✈️ 🎥Look2thesky82

This United Airlines flight was moments from touching down when the pilots suddenly powered up and went around. Visibility seems to be good, but with rain falling over the runway, the wet surface and changing conditions may have played a role in the Go-around. Instead of forcing the landing, the crew abandoned the approach, climbed away from the runway and set up for another attempt ✈️ 🎥Look2thesky82

Aviation Reporter

122,099 次观看 • 20 天前

Why the 737 landing gear lever has an “OFF” position ✈️ It’s a question I get asked quite often and understandably so! “OFF” isn’t a logical position for the landing gear! The landing gear is retracted into the belly of the aircraft using hydraulic pressure. Once the gear is fully up, mechanical uplocks hold the gear safely in position. However, with the lever in the UP position, hydraulic pressure is still being applied to the system. This is unnecessary now that the gear is being held up with mechanical latches and places extra demand in the hydraulic pumps. So, once the gear has been retracted, the pilots will move the gear lever from UP to OFF as part of the after takeoff checklist. This simply removes hydraulic pressure from the retract lines. When the pilots configure the aircraft for landing, we move the landing gear lever from OFF to DOWN. This action releases the mechanical up locks and the gear is lowered using a combination of hydraulic pressure, gravity and air loads. Once the gear is fully down and locked, a green light - one for each set of wheels, will illuminate. Should the primary gear down sensors fail, we have a second set of green, gear down indicators on the overhead panel. As long as the gear is indicating down and locked on either the primary or standby indicator, the gear is down and locked and safe to land on 👍 In the very unlikely event that the gear won’t lower normally using the landing gear lever, we have a standby gear lowering system which allows the crew to manually release the gear uplocks and allow gravity to lower the gear - see my reel showing that system in operation . With airlinepilotperformance

Why the 737 landing gear lever has an “OFF” position ✈️ It’s a question I get asked quite often and understandably so! “OFF” isn’t a logical position for the landing gear! The landing gear is retracted into the belly of the aircraft using hydraulic pressure. Once the gear is fully up, mechanical uplocks hold the gear safely in position. However, with the lever in the UP position, hydraulic pressure is still being applied to the system. This is unnecessary now that the gear is being held up with mechanical latches and places extra demand in the hydraulic pumps. So, once the gear has been retracted, the pilots will move the gear lever from UP to OFF as part of the after takeoff checklist. This simply removes hydraulic pressure from the retract lines. When the pilots configure the aircraft for landing, we move the landing gear lever from OFF to DOWN. This action releases the mechanical up locks and the gear is lowered using a combination of hydraulic pressure, gravity and air loads. Once the gear is fully down and locked, a green light - one for each set of wheels, will illuminate. Should the primary gear down sensors fail, we have a second set of green, gear down indicators on the overhead panel. As long as the gear is indicating down and locked on either the primary or standby indicator, the gear is down and locked and safe to land on 👍 In the very unlikely event that the gear won’t lower normally using the landing gear lever, we have a standby gear lowering system which allows the crew to manually release the gear uplocks and allow gravity to lower the gear - see my reel showing that system in operation . With airlinepilotperformance

aircraftmaintenancengineer

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The safety and wellbeing of our passengers and crew remain our highest priority. We understand the concern following the runway excursion involving our Lagos–Benin flight, which occurred after landing in Benin, and appreciate the support, patience, and understanding shown by our passengers, partners, stakeholders, and the travelling public. We remain committed to the highest standards of safety and will continue to work closely with the relevant authorities as investigations continue. At this time, the Benin Airport runway has been temporarily closed, and we will continue to provide updates through our official channels as more information becomes available.

The safety and wellbeing of our passengers and crew remain our highest priority. We understand the concern following the runway excursion involving our Lagos–Benin flight, which occurred after landing in Benin, and appreciate the support, patience, and understanding shown by our passengers, partners, stakeholders, and the travelling public. We remain committed to the highest standards of safety and will continue to work closely with the relevant authorities as investigations continue. At this time, the Benin Airport runway has been temporarily closed, and we will continue to provide updates through our official channels as more information becomes available.

Enugu Air

32,690 次观看 • 2 个月前

The crash occurred under conditions of dense fog in the Pune–Baramati area, with visibility severely reduced. The Baramati airstrip is a small facility without an Instrument Landing System (ILS), requiring the pilot to perform a manual visual landing. The aircraft did not make a direct approach to the runway; instead, it executed a wide turn, indicating that the first landing attempt was aborted. Aligning with the runway proved challenging in the poor visibility. On the second landing attempt, the pilot transmitted a MAYDAY call. The airstrip is a table-top runway, according to DGCA sources. During the final approach, the aircraft lost stability at around 100 feet and crashed just short of the runway, near its edge. On impact, a massive explosion occurred, followed by multiple smaller blasts, and an intense fire engulfed the aircraft. The impact of the crash & severity of the fire proved fatal for all the passengers & crew.

The crash occurred under conditions of dense fog in the Pune–Baramati area, with visibility severely reduced. The Baramati airstrip is a small facility without an Instrument Landing System (ILS), requiring the pilot to perform a manual visual landing. The aircraft did not make a direct approach to the runway; instead, it executed a wide turn, indicating that the first landing attempt was aborted. Aligning with the runway proved challenging in the poor visibility. On the second landing attempt, the pilot transmitted a MAYDAY call. The airstrip is a table-top runway, according to DGCA sources. During the final approach, the aircraft lost stability at around 100 feet and crashed just short of the runway, near its edge. On impact, a massive explosion occurred, followed by multiple smaller blasts, and an intense fire engulfed the aircraft. The impact of the crash & severity of the fire proved fatal for all the passengers & crew.

Rishi Bagree

100,772 次观看 • 8 个月前

Remember the C-130 crash in Colombia a month ago and killed 24 and left 43 injured? News reports indicated the pilots were arrested after the preliminary report came out. Given the outcome, the preliminary report pointed to pilot actions, along with runway conditions and weather, underlining there were no mechanical issues with the aircraft. Key findings from the investigation include: No mechanical failures contributed to the accident. The aircraft departed Viru Viru bound for El Alto. Weather conditions at the destination deteriorated en route, with storms and hail reported, but the crew received no weather updates. On arrival at El Alto, the crew was cleared to land on runway 10. Due to convective activity on that runway, they opted to approach runway 28 instead. Runway 28 is located at 13,300 ft elevation, measures 4,000 m in length, and has a negative gradient of 1.55%. METAR data indicated winds between 050°/10 kt and 360°/08 kt. According to the Investigators, the approach was conducted above the glide slope and at excessive speed. The aircraft touched down on the nose gear only, approximately 1,200 m beyond the threshold. Without compression of the main landing gear struts, the brakes and thrust reversers remained unavailable. Once the main gear touched down, the aircraft entered a section of runway contaminated by hail and slush, resulting in hydroplaning in the final third of the runway, an overrun, and the accident. Info - Aviation today

Remember the C-130 crash in Colombia a month ago and killed 24 and left 43 injured? News reports indicated the pilots were arrested after the preliminary report came out. Given the outcome, the preliminary report pointed to pilot actions, along with runway conditions and weather, underlining there were no mechanical issues with the aircraft. Key findings from the investigation include: No mechanical failures contributed to the accident. The aircraft departed Viru Viru bound for El Alto. Weather conditions at the destination deteriorated en route, with storms and hail reported, but the crew received no weather updates. On arrival at El Alto, the crew was cleared to land on runway 10. Due to convective activity on that runway, they opted to approach runway 28 instead. Runway 28 is located at 13,300 ft elevation, measures 4,000 m in length, and has a negative gradient of 1.55%. METAR data indicated winds between 050°/10 kt and 360°/08 kt. According to the Investigators, the approach was conducted above the glide slope and at excessive speed. The aircraft touched down on the nose gear only, approximately 1,200 m beyond the threshold. Without compression of the main landing gear struts, the brakes and thrust reversers remained unavailable. Once the main gear touched down, the aircraft entered a section of runway contaminated by hail and slush, resulting in hydroplaning in the final third of the runway, an overrun, and the accident. Info - Aviation today

Francisco Cunha - ✈️ Aviation et al

693,808 次观看 • 5 个月前

Welcome to all of our new followers! We encourage everyone to check out our website in our bio to review the results of all of our ground penetrating radar studies, our recent soil studies, as well as sign up for our newsletter to be the first to know what’s next. As the snow in the Mountains of Ararat begin to melt…we begin to prepare for the incredible plans we have for 2026, and we are excited to share with the world, both believers and non-believers, the undeniable proof of God through our work on Noah’s Ark.

Welcome to all of our new followers! We encourage everyone to check out our website in our bio to review the results of all of our ground penetrating radar studies, our recent soil studies, as well as sign up for our newsletter to be the first to know what’s next. As the snow in the Mountains of Ararat begin to melt…we begin to prepare for the incredible plans we have for 2026, and we are excited to share with the world, both believers and non-believers, the undeniable proof of God through our work on Noah’s Ark.

Noahs Ark Scans

244,962 次观看 • 5 个月前

WHY DOES THE BOEING 767'S MAIN LANDING GEAR TILT FORWARD? If you watch the Amazon Prime Air Boeing 767 coming in to land, you may notice something about its main landing gear: the bogies are tilted forward. This is part of the 767's landing gear design. The forward tilt means the front wheels of the main gear contact the runway first, followed by the rear wheels as the bogie levels out. This helps cushion the touchdown, distribute loads progressively, and reduce stress on the bogie structure. During development, the 767's touchdown behavior showed a tendency for forward pitching. The forward-tilted bogie helps counter this motion as the gear settles and the rear wheels come down. But the design is mostly used to fit in the gear bay to make the best use of the space. When retracted, the 767's landing gear geometry allows the bogie and wheels to fit efficiently inside the undercarriage bay, making the best possible use of limited space around the aircraft's keel beam and surrounding systems. The 767 is distinctive among Boeing aircraft in this respect, but forward-tilting main gear designs are not unique. The Airbus A350 and A380 also use forward-leaning bogies, while the A340-600 combines different orientations on its various landing gear assemblies. In a nutshell, that nose-down tilt you see on approach is exactly how the Boeing 767 was designed to land: front wheels first, bogie rotating level, then the rear wheels settling onto the runway. A video from PDX Aviation shows [N1997A], the same aircraft involved in yesterday's accident, landing at Portland Airport.

WHY DOES THE BOEING 767'S MAIN LANDING GEAR TILT FORWARD? If you watch the Amazon Prime Air Boeing 767 coming in to land, you may notice something about its main landing gear: the bogies are tilted forward. This is part of the 767's landing gear design. The forward tilt means the front wheels of the main gear contact the runway first, followed by the rear wheels as the bogie levels out. This helps cushion the touchdown, distribute loads progressively, and reduce stress on the bogie structure. During development, the 767's touchdown behavior showed a tendency for forward pitching. The forward-tilted bogie helps counter this motion as the gear settles and the rear wheels come down. But the design is mostly used to fit in the gear bay to make the best use of the space. When retracted, the 767's landing gear geometry allows the bogie and wheels to fit efficiently inside the undercarriage bay, making the best possible use of limited space around the aircraft's keel beam and surrounding systems. The 767 is distinctive among Boeing aircraft in this respect, but forward-tilting main gear designs are not unique. The Airbus A350 and A380 also use forward-leaning bogies, while the A340-600 combines different orientations on its various landing gear assemblies. In a nutshell, that nose-down tilt you see on approach is exactly how the Boeing 767 was designed to land: front wheels first, bogie rotating level, then the rear wheels settling onto the runway. A video from PDX Aviation shows [N1997A], the same aircraft involved in yesterday's accident, landing at Portland Airport.

Turbine Traveller

89,575 次观看 • 1 个月前

An E145 Jet made a bad landing yesterday which lead to the destruction of the plane, everyone got off safely, but a passenger posted video showing the landing and evacuation. Must take some resolve to just keep recording as the plane is scraping along the runway on fire. Looks like the plane touched down short of the runway, a situation that was likely incompatible with keeping the landing gear attached.

An E145 Jet made a bad landing yesterday which lead to the destruction of the plane, everyone got off safely, but a passenger posted video showing the landing and evacuation. Must take some resolve to just keep recording as the plane is scraping along the runway on fire. Looks like the plane touched down short of the runway, a situation that was likely incompatible with keeping the landing gear attached.

Scott Manley

138,692 次观看 • 10 个月前

Host: The officer appeared to have fired 3 shots. The first one through the front windshield, the second and third through the side window. What is the justification for the second and third, given that the officer was out of harm's way? Noem: We don't get to change it because we can see it with our eyes, and we can build on the evidence that we have on the ground. What they're trying to do to continue to defraud people in their city and in their state, continue to take advantage of individuals and to allow criminals— Host: I don't know what you're talking about.

Host: The officer appeared to have fired 3 shots. The first one through the front windshield, the second and third through the side window. What is the justification for the second and third, given that the officer was out of harm's way? Noem: We don't get to change it because we can see it with our eyes, and we can build on the evidence that we have on the ground. What they're trying to do to continue to defraud people in their city and in their state, continue to take advantage of individuals and to allow criminals— Host: I don't know what you're talking about.

FactPost

730,869 次观看 • 9 个月前

🚨 UPDATE: HOLY SH*T, LISTEN TO THIS DATA FROM THE NTSB. 30 seconds before the end of the cockpit voice recording: “the nose landing gear and the right main landing gear touched down, and ground speed was 158 knots.” 15 seconds before the end of the recording: “Brakes were released, at a ground speed of 120 knots, throttles increased in values consistent with go-around thrust.” Amazon Prime Air Flight 7598 , a Boeing 767 cargo plane operated by 21 Air , crashed at Miami International Airport on Sunday after overrunning the runway. Five people on the ground were killed. Fox News

🚨 UPDATE: HOLY SH*T, LISTEN TO THIS DATA FROM THE NTSB. 30 seconds before the end of the cockpit voice recording: “the nose landing gear and the right main landing gear touched down, and ground speed was 158 knots.” 15 seconds before the end of the recording: “Brakes were released, at a ground speed of 120 knots, throttles increased in values consistent with go-around thrust.” Amazon Prime Air Flight 7598 , a Boeing 767 cargo plane operated by 21 Air , crashed at Miami International Airport on Sunday after overrunning the runway. Five people on the ground were killed. Fox News

zach bitango

766,747 次观看 • 1 个月前

Crash Sequence: •Dense fog over the Pune–Baramati area, visibility extremely low. •Baramati airstrip is small and does not have ILS (Instrument Landing System) facilities. •The pilot had to attempt a manual and visual landing. •The aircraft did not approach the runway directly but made a large turn. •This indicated that the first landing attempt was aborted. •Aligning with the runway in the fog proved difficult. •A second landing attempt was made. •During this, the pilot issued a MAYDAY call. •According to DGCA sources, it is a table-top runway. •During landing, the aircraft crashed near the edge of the runway. •Balance was lost at approximately 100 feet altitude. •The plane hit the ground before reaching the runway. •On impact, a major explosion occurred, followed by several smaller blasts. •A severe fire broke out on the aircraft. •Due to the fire, immediate rescue was not possible. •Investigation into the crash is ongoing; the final cause will be confirmed in the DGCA report.

Crash Sequence: •Dense fog over the Pune–Baramati area, visibility extremely low. •Baramati airstrip is small and does not have ILS (Instrument Landing System) facilities. •The pilot had to attempt a manual and visual landing. •The aircraft did not approach the runway directly but made a large turn. •This indicated that the first landing attempt was aborted. •Aligning with the runway in the fog proved difficult. •A second landing attempt was made. •During this, the pilot issued a MAYDAY call. •According to DGCA sources, it is a table-top runway. •During landing, the aircraft crashed near the edge of the runway. •Balance was lost at approximately 100 feet altitude. •The plane hit the ground before reaching the runway. •On impact, a major explosion occurred, followed by several smaller blasts. •A severe fire broke out on the aircraft. •Due to the fire, immediate rescue was not possible. •Investigation into the crash is ongoing; the final cause will be confirmed in the DGCA report.

Rahul Shivshankar

370,092 次观看 • 8 个月前

The National Transportation Safety Board said on Tuesday that evidence recovered from the Amazon Prime Air 767 flight data recorder suggested the pilots considered aborting the landing ‌after the aircraft touched down. The NTSB said ⁠30 seconds before the end of the flight data recording, the nose landing gear and right main landing gear touched down on the runway at a speed of 158 knots (181 mph), while 19 seconds before the end of the recording, the left main landing gear touched down at a speed of 134 knots. A few seconds later, the brakes were released and the throttles were increased to values consistent with go-around thrust, indicating a late attempt to abort the landing and get back in the air. But 11 seconds before the end of the recording, throttles were reduced to idle ‌power ⁠and brakes were reapplied. The final ground speed was 65 knots at the end of the recording. The NTSB said there was no indication in the recorded data that speed brakes or thrust reversers were deployed to help slow the plane. NTSB Chair Jennifer Homendy told reporters that investigators would interview both of the pilots on Wednesday and then release details from the cockpit voice recorder. Homendy is leading a team of 32 investigators at Miami International Airport. She said ⁠the NTSB was able to release one of two runways closed since the accident to allow for departures from an easterly direction late on Tuesday. The Amazon cargo plane was on its third flight of the day, coming ⁠from San Juan, Puerto Rico. It had flown from Cincinnati to Miami and from Miami to San Juan earlier on Sunday before the crash at 1:53 p.m. EDT (1753 GMT). The captain, 55, ⁠received his type rating for the 767 in May and has 7,145 hours of flight time, while the first officer, 37, received his type rating on the 767 in April 2025 and has 2,655 flying hours, the NTSB said.

The National Transportation Safety Board said on Tuesday that evidence recovered from the Amazon Prime Air 767 flight data recorder suggested the pilots considered aborting the landing ‌after the aircraft touched down. The NTSB said ⁠30 seconds before the end of the flight data recording, the nose landing gear and right main landing gear touched down on the runway at a speed of 158 knots (181 mph), while 19 seconds before the end of the recording, the left main landing gear touched down at a speed of 134 knots. A few seconds later, the brakes were released and the throttles were increased to values consistent with go-around thrust, indicating a late attempt to abort the landing and get back in the air. But 11 seconds before the end of the recording, throttles were reduced to idle ‌power ⁠and brakes were reapplied. The final ground speed was 65 knots at the end of the recording. The NTSB said there was no indication in the recorded data that speed brakes or thrust reversers were deployed to help slow the plane. NTSB Chair Jennifer Homendy told reporters that investigators would interview both of the pilots on Wednesday and then release details from the cockpit voice recorder. Homendy is leading a team of 32 investigators at Miami International Airport. She said ⁠the NTSB was able to release one of two runways closed since the accident to allow for departures from an easterly direction late on Tuesday. The Amazon cargo plane was on its third flight of the day, coming ⁠from San Juan, Puerto Rico. It had flown from Cincinnati to Miami and from Miami to San Juan earlier on Sunday before the crash at 1:53 p.m. EDT (1753 GMT). The captain, 55, ⁠received his type rating for the 767 in May and has 7,145 hours of flight time, while the first officer, 37, received his type rating on the 767 in April 2025 and has 2,655 flying hours, the NTSB said.

Breaking Aviation News & Videos

424,103 次观看 • 1 个月前

Water runway testing is part of aircraft certification, and the Airbus A350 goes through it here. The aircraft is driven through a test section containing at least 22 mm of standing water, with speeds increasing from about 111 km/h to 259 km/h. At these speeds, the landing gear produces a large amount of water spray. Engineers study how the spray moves around the aircraft and check that it does not adversely affect the engines or APU. The tests cover both takeoff and landing conditions, including reverse thrust during landing. The purpose is to verify that the A350 can safely operate when significant water is standing on the runway.

Water runway testing is part of aircraft certification, and the Airbus A350 goes through it here. The aircraft is driven through a test section containing at least 22 mm of standing water, with speeds increasing from about 111 km/h to 259 km/h. At these speeds, the landing gear produces a large amount of water spray. Engineers study how the spray moves around the aircraft and check that it does not adversely affect the engines or APU. The tests cover both takeoff and landing conditions, including reverse thrust during landing. The purpose is to verify that the A350 can safely operate when significant water is standing on the runway.

Tengiz

44,007 次观看 • 1 个月前

Watch the crash landing of a Brazilian Air Force Lockheed C-130M Hercules at Teniente Rodolfo Marsh Airport on King George Island in Antarctica on December 27, 2014. After touching down on the snow-covered runway, the aircraft encountered uneven terrain and snow banks during rollout. The right main landing gear suffered a structural failure and collapsed. The right propellers struck the snowbank and ground, breaking free the propeller assembly of engine #4. This asymmetrical drag caused the aircraft to ground loop and slide violently through deep snow off the side of the runway before coming to a complete stop. all personnel on board evacuated safely.

Watch the crash landing of a Brazilian Air Force Lockheed C-130M Hercules at Teniente Rodolfo Marsh Airport on King George Island in Antarctica on December 27, 2014. After touching down on the snow-covered runway, the aircraft encountered uneven terrain and snow banks during rollout. The right main landing gear suffered a structural failure and collapsed. The right propellers struck the snowbank and ground, breaking free the propeller assembly of engine #4. This asymmetrical drag caused the aircraft to ground loop and slide violently through deep snow off the side of the runway before coming to a complete stop. all personnel on board evacuated safely.

MP

129,087 次观看 • 1 个月前

#F1Testing | Lewis Hamilton on the plan for the rest of the shakedown: “For us it’s still to continue and try to get as much mileage and knowledge on this engine, and on the car, on the aero side. We went through a programme this morning and found some learnings, Charles is doing a different set this afternoon, which is great… My role is to listen as much as possible, at the end of the day we both come together and we both talk about our problems, the positives and the negatives, and we’ll come up with a plan of what we want to tackle tomorrow as our last day.” “But we got good data so far so it’s just understanding that and making sure that you’re making really clear and concise decisions in terms of what to test moving forwards before we get to Bahrain.”

#F1Testing | Lewis Hamilton on the plan for the rest of the shakedown: “For us it’s still to continue and try to get as much mileage and knowledge on this engine, and on the car, on the aero side. We went through a programme this morning and found some learnings, Charles is doing a different set this afternoon, which is great… My role is to listen as much as possible, at the end of the day we both come together and we both talk about our problems, the positives and the negatives, and we’ll come up with a plan of what we want to tackle tomorrow as our last day.” “But we got good data so far so it’s just understanding that and making sure that you’re making really clear and concise decisions in terms of what to test moving forwards before we get to Bahrain.”

deni

42,540 次观看 • 8 个月前

We’ve entered the next phase of our flight test program, showcasing piloted Midnight flight, as well as CTOL capabilities. The piloted flight featured a conventional take-off and landing (CTOL) demonstrating the robustness of Midnight’s landing gear which is capable of performing both vertical and conventional take-off and landing operations. Through our design and certification process, our team, government regulators and our customers, both civil and defense, have identified the importance of being able to conduct both vertical and conventional take-off and landing as part of normal operation of the aircraft as having CTOL capabilities in addition to VTOL provides operational flexibility and enhanced safety. Watch the full flight as Midnight cruises at speeds of up to 125 mph and reaches a maximum altitude of over 1,500 feet above ground level with Archer Chief Test Pilot, Jeff Greenwood, at the controls.

We’ve entered the next phase of our flight test program, showcasing piloted Midnight flight, as well as CTOL capabilities. The piloted flight featured a conventional take-off and landing (CTOL) demonstrating the robustness of Midnight’s landing gear which is capable of performing both vertical and conventional take-off and landing operations. Through our design and certification process, our team, government regulators and our customers, both civil and defense, have identified the importance of being able to conduct both vertical and conventional take-off and landing as part of normal operation of the aircraft as having CTOL capabilities in addition to VTOL provides operational flexibility and enhanced safety. Watch the full flight as Midnight cruises at speeds of up to 125 mph and reaches a maximum altitude of over 1,500 feet above ground level with Archer Chief Test Pilot, Jeff Greenwood, at the controls.

Archer

441,582 次观看 • 1 年前

Made a stupid mistake today and forgot to put in the second stage of flaps for landing. I remember wondering why I couldn't get the plane slow enough for my normal approach speed, you can even see me doing a forward slip. Ended up using 2/3 of the runway rather than the 1/3 I normally need. But as soon as things were not matching expectations I should maybe have gone around and figured things out.

Made a stupid mistake today and forgot to put in the second stage of flaps for landing. I remember wondering why I couldn't get the plane slow enough for my normal approach speed, you can even see me doing a forward slip. Ended up using 2/3 of the runway rather than the 1/3 I normally need. But as soon as things were not matching expectations I should maybe have gone around and figured things out.

Scott Manley

279,588 次观看 • 1 年前