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Midair refueling looks smooth in documentaries. In reality, it's controlled chaos happening meters apart at high speed. Two aircraft must match speed, altitude, and position with extreme precision while a boom or hose transfers thousands of kilograms of fuel. If alignment is off, the refueling boom can strike the... show more

Mechanical Knowledge

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12,521 views • 3 months ago •via X (Twitter)

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#WATCH | Delhi: As Aircraft Accident Investigation Bureau (AAIB) releases its preliminary report on the Air India plane crash, Commercial Pilot & BJP Leader Rajiv Pratap Rudy says, "It's a preliminary report. In the first stage report, the government is coming out with the facts of what happened inside the aircraft. The facts are there that the aircraft ran up to a speed that is required for takeoff, which is called the rotation speed. It lifted from the ground. It went up to the speed of 180 knots, which is a good acceleration speed. And possibly after that, technically, 2 or 3 things have happened. One is the deployment of RAT, which has happened, and the second is that the APU, auxiliary power unit, has started operations. This automatically happens in an aircraft when there is a twin-engine failure. So this, as indicated in the report, has happened, and both the initial stages of APU have started, and the RAT has deployed, so it indicates the engine failure has taken... When you start losing the aircraft, the pilot monitoring the situation immediately puts the fuel switch control off and on. After the crash, both switches were found on..."

#WATCH | Delhi: As Aircraft Accident Investigation Bureau (AAIB) releases its preliminary report on the Air India plane crash, Commercial Pilot & BJP Leader Rajiv Pratap Rudy says, "It's a preliminary report. In the first stage report, the government is coming out with the facts of what happened inside the aircraft. The facts are there that the aircraft ran up to a speed that is required for takeoff, which is called the rotation speed. It lifted from the ground. It went up to the speed of 180 knots, which is a good acceleration speed. And possibly after that, technically, 2 or 3 things have happened. One is the deployment of RAT, which has happened, and the second is that the APU, auxiliary power unit, has started operations. This automatically happens in an aircraft when there is a twin-engine failure. So this, as indicated in the report, has happened, and both the initial stages of APU have started, and the RAT has deployed, so it indicates the engine failure has taken... When you start losing the aircraft, the pilot monitoring the situation immediately puts the fuel switch control off and on. After the crash, both switches were found on..."

ANI

11,523 views • 1 year ago

🇺🇸 Mid Air Fuel Transfer Explained Ever wondered how military jets refuel while still in the sky? Mid air refueling is a precise and highly coordinated process that lets fighter jets stay in the air longer without landing. A tanker aircraft releases a fuel hose or boom, and the receiving jet connects to it with careful guidance from both pilots. Once linked, fuel flows smoothly from the tanker to the jet, allowing the mission to continue without interruption. This method increases range, boosts operational flexibility, and keeps air power active where it is needed most. A simple connection in the sky turns into a major advantage on the battlefield.

🇺🇸 Mid Air Fuel Transfer Explained Ever wondered how military jets refuel while still in the sky? Mid air refueling is a precise and highly coordinated process that lets fighter jets stay in the air longer without landing. A tanker aircraft releases a fuel hose or boom, and the receiving jet connects to it with careful guidance from both pilots. Once linked, fuel flows smoothly from the tanker to the jet, allowing the mission to continue without interruption. This method increases range, boosts operational flexibility, and keeps air power active where it is needed most. A simple connection in the sky turns into a major advantage on the battlefield.

Defense Intelligence

910,352 views • 7 months ago

A little excitement for today with this video of a KC-135 landing with the boom in trail. The hoist cable is broken and whipping around something fierce, so they didn't stow the boom for landing to avoid damage to the tail of the aircraft. The boom closes the sighting window to cut off hydrualics to the boom flight controls. He didn't have any control at that point anyways. Last thing to mention: The Dash One has a statement in it about landing with the boom in trail warning not to slam on the brakes because the boom will start traveling to one side and can cause additional damage.

A little excitement for today with this video of a KC-135 landing with the boom in trail. The hoist cable is broken and whipping around something fierce, so they didn't stow the boom for landing to avoid damage to the tail of the aircraft. The boom closes the sighting window to cut off hydrualics to the boom flight controls. He didn't have any control at that point anyways. Last thing to mention: The Dash One has a statement in it about landing with the boom in trail warning not to slam on the brakes because the boom will start traveling to one side and can cause additional damage.

Campbell

81,404 views • 10 months ago

Extreme turbulence reported!? Turbulence reports can vary wildly and are often very subjective to pilot experience. I have been in severe turbulence a few times over the years, however never extreme turbulence. The definition of Extreme Turbulence: Aircraft is violently tossed about, practically impossible to control, and structural damage or failure is likely. I love this app and use it daily. ATC Check out

Extreme turbulence reported!? Turbulence reports can vary wildly and are often very subjective to pilot experience. I have been in severe turbulence a few times over the years, however never extreme turbulence. The definition of Extreme Turbulence: Aircraft is violently tossed about, practically impossible to control, and structural damage or failure is likely. I love this app and use it daily. ATC Check out

Combat Learjet

11,977 views • 4 months ago

$Installing a Main Landing Gear (MLG) wheel on an Airbus A320 is a task where precision is non-negotiable. The wheel and brake assembly together weigh several hundred kilograms, requiring controlled handling and exact alignment on the axle. Every step follows strict Aircraft Maintenance Manual (AMM) procedures, including applying the correct torque to the axle nut within tightly defined limits. Even minor deviations in torque or alignment can lead to uneven wear, vibration, or critical safety risks during landing. Special attention is given to securing mechanisms that prevent the nut from loosening under extreme loads, as well as ensuring proper seating of bearings and components. Tolerances are often within fractions of a millimeter, and each step is verified through inspection protocols. In aviation maintenance, there’s no margin for error - every detail must be executed with absolute accuracy to ensure the aircraft performs safely under the immense forces of takeoff and landing. With muc_maintenance$

Installing a Main Landing Gear (MLG) wheel on an Airbus A320 is a task where precision is non-negotiable. The wheel and brake assembly together weigh several hundred kilograms, requiring controlled handling and exact alignment on the axle. Every step follows strict Aircraft Maintenance Manual (AMM) procedures, including applying the correct torque to the axle nut within tightly defined limits. Even minor deviations in torque or alignment can lead to uneven wear, vibration, or critical safety risks during landing. Special attention is given to securing mechanisms that prevent the nut from loosening under extreme loads, as well as ensuring proper seating of bearings and components. Tolerances are often within fractions of a millimeter, and each step is verified through inspection protocols. In aviation maintenance, there’s no margin for error - every detail must be executed with absolute accuracy to ensure the aircraft performs safely under the immense forces of takeoff and landing. With muc_maintenance

aircraftmaintenancengineer

14,162 views • 2 months ago

🚨WHOA!!! Gravity Just Got Outmatched… Watch a C-17 Drop Out of the Sky Using Reverse Thrust Most people think giant cargo aircraft descend slowly in wide lazy circles. Not the American 🇺🇸 C-17. What you’re seeing in this footage is one of the most aggressive controlled descents ever engineered into a military aircraft. The C-17 Globemaster can actually deploy thrust reversers while still in the air… something almost no other jet transport can safely do. When those massive engines flip into reverse thrust, the physics of the aircraft changes instantly. Instead of the engines pushing the aircraft forward… they begin fighting the forward motion of the airplane. The result is dramatic. The aircraft can transition from flying nearly parallel to the horizon… to a steep nose-down descent that looks almost perpendicular compared to the Earth below. Pilots can drop altitude incredibly fast… going from high cruising altitude to landing approach in just a couple minutes. Why does this matter? Because the C-17 was built for battlefield logistics. It was designed to fly into dangerous airspace, descend rapidly to avoid threats, land on short or rough runways, unload equipment or troops, and get back into the air before anyone has time to react. That rapid descent capability allows the aircraft to minimize time exposed to enemy radar or missile threats. The moment the thrust reversers are disengaged, the aircraft stabilizes instantly and transitions back into normal controlled flight for landing. It’s a perfect example of American aerospace engineering. Four massive turbofan engines… flight computers… and aerodynamics working together to make a 585,000-pound aircraft move like a precision instrument in the sky. For people who have never seen reverse thrust used mid-air before… this footage is a rare look at how military airlift aircraft operate when seconds matter. It’s one of the coolest demonstrations of aviation physics you’ll ever see. #SilentMajoritySpeaks #AStoneGroove

🚨WHOA!!! Gravity Just Got Outmatched… Watch a C-17 Drop Out of the Sky Using Reverse Thrust Most people think giant cargo aircraft descend slowly in wide lazy circles. Not the American 🇺🇸 C-17. What you’re seeing in this footage is one of the most aggressive controlled descents ever engineered into a military aircraft. The C-17 Globemaster can actually deploy thrust reversers while still in the air… something almost no other jet transport can safely do. When those massive engines flip into reverse thrust, the physics of the aircraft changes instantly. Instead of the engines pushing the aircraft forward… they begin fighting the forward motion of the airplane. The result is dramatic. The aircraft can transition from flying nearly parallel to the horizon… to a steep nose-down descent that looks almost perpendicular compared to the Earth below. Pilots can drop altitude incredibly fast… going from high cruising altitude to landing approach in just a couple minutes. Why does this matter? Because the C-17 was built for battlefield logistics. It was designed to fly into dangerous airspace, descend rapidly to avoid threats, land on short or rough runways, unload equipment or troops, and get back into the air before anyone has time to react. That rapid descent capability allows the aircraft to minimize time exposed to enemy radar or missile threats. The moment the thrust reversers are disengaged, the aircraft stabilizes instantly and transitions back into normal controlled flight for landing. It’s a perfect example of American aerospace engineering. Four massive turbofan engines… flight computers… and aerodynamics working together to make a 585,000-pound aircraft move like a precision instrument in the sky. For people who have never seen reverse thrust used mid-air before… this footage is a rare look at how military airlift aircraft operate when seconds matter. It’s one of the coolest demonstrations of aviation physics you’ll ever see. #SilentMajoritySpeaks #AStoneGroove

A Gene Robinson

1,045,464 views • 4 months ago

"TIME IS RUNNING OUT FOR IRAN" There is a significant U.S. naval deployment to the Middle East right now, often described in reports and by President Trump as a "massive armada. The centerpiece is the USS Abraham Lincoln (CVN-72), aircraft carrier, leading its Carrier Strike Group. The USS Abraham Lincoln is carrying F-35 stealth fighter jets, and additional F-15E Strike Eagles have arrived in the region to enhance combat readiness. The deployment of the carrier strike group brings around 5,700 service personnel to the area, complementing the approximately 30,000 U.S. forces already present at installations such as Al Udeid Air Base in Qatar. Open-source monitoring has also detected numerous C-17 cargo planes and refueling aircraft heading east, indicating a significant logistical buildup. I think it's only a matter of time before all hell breaks loose. However, it's difficult to give an exact time as there are several factors at play. One aspect to consider is the weather. Numerous laser-guided bombs or JDAMs rely on clear visibility for precise targeting. Dense clouds, fog, or sandstorms can render certain weapon systems ineffective or unsafe. Many of Iran's strategic targets are found in high-altitude mountainous regions. In such areas, low cloud cover, snowfall, high winds, or turbulence can make low-level flying or approaches risky or impossible. When all parameters are in place, Trump will give the go-ahead.

"TIME IS RUNNING OUT FOR IRAN" There is a significant U.S. naval deployment to the Middle East right now, often described in reports and by President Trump as a "massive armada. The centerpiece is the USS Abraham Lincoln (CVN-72), aircraft carrier, leading its Carrier Strike Group. The USS Abraham Lincoln is carrying F-35 stealth fighter jets, and additional F-15E Strike Eagles have arrived in the region to enhance combat readiness. The deployment of the carrier strike group brings around 5,700 service personnel to the area, complementing the approximately 30,000 U.S. forces already present at installations such as Al Udeid Air Base in Qatar. Open-source monitoring has also detected numerous C-17 cargo planes and refueling aircraft heading east, indicating a significant logistical buildup. I think it's only a matter of time before all hell breaks loose. However, it's difficult to give an exact time as there are several factors at play. One aspect to consider is the weather. Numerous laser-guided bombs or JDAMs rely on clear visibility for precise targeting. Dense clouds, fog, or sandstorms can render certain weapon systems ineffective or unsafe. Many of Iran's strategic targets are found in high-altitude mountainous regions. In such areas, low cloud cover, snowfall, high winds, or turbulence can make low-level flying or approaches risky or impossible. When all parameters are in place, Trump will give the go-ahead.

WORLD AT WAR

12,888 views • 5 months ago

BREAKING: A U.S. KC-135 refueling aircraft has gone down in Western Iraq, according to U.S. Central Command. Recovery efforts are currently underway. "U.S. Central Command is aware of the loss of a U.S. KC-135 refueling aircraft. The incident occurred in friendly airspace during Operation Epic Fury, and rescue efforts are ongoing." "Two aircraft were involved in the incident. One of the aircraft went down in western Iraq, and the second landed safely." "This was not due to hostile fire or friendly fire." "More information will be made available as the situation develops. We ask for continued patience to gather additional details and provide clarity for the families of service members." The footage below showing a fighter jet refueling from a KC-135 was released earlier this week.

BREAKING: A U.S. KC-135 refueling aircraft has gone down in Western Iraq, according to U.S. Central Command. Recovery efforts are currently underway. "U.S. Central Command is aware of the loss of a U.S. KC-135 refueling aircraft. The incident occurred in friendly airspace during Operation Epic Fury, and rescue efforts are ongoing." "Two aircraft were involved in the incident. One of the aircraft went down in western Iraq, and the second landed safely." "This was not due to hostile fire or friendly fire." "More information will be made available as the situation develops. We ask for continued patience to gather additional details and provide clarity for the families of service members." The footage below showing a fighter jet refueling from a KC-135 was released earlier this week.

Collin Rugg

484,166 views • 4 months ago

Seconds from catastrophe. This arriving aircraft touched down while the departing aircraft was still on the runway finishing its takeoff roll. A few seconds either way, and this could have become one of aviation’s darkest accidents. ✈️ Put yourself in the cockpit: If you’re the arriving pilot and you suddenly spot another aircraft still on the runway… 🛫 Do you immediately go around, or do you commit to the landing?

Seconds from catastrophe. This arriving aircraft touched down while the departing aircraft was still on the runway finishing its takeoff roll. A few seconds either way, and this could have become one of aviation’s darkest accidents. ✈️ Put yourself in the cockpit: If you’re the arriving pilot and you suddenly spot another aircraft still on the runway… 🛫 Do you immediately go around, or do you commit to the landing?

aircraftmaintenancengineer

103,709 views • 4 days ago

Pence on the possibility of unfreezing Iranian assets: "Whether it's a defensible position or not, it is the wrong position. I mean, to throw a lifeline to the Iranian regime when they are weaker and more isolated than they have ever been in history, I think would be a historic error."

Pence on the possibility of unfreezing Iranian assets: "Whether it's a defensible position or not, it is the wrong position. I mean, to throw a lifeline to the Iranian regime when they are weaker and more isolated than they have ever been in history, I think would be a historic error."

Kaitlan Collins

158,144 views • 1 month ago

🇨🇳 🇺🇸 China is preparing a “shocking” surprise for the United States in the near future in the Asia-Pacific region. The expensive U.S. aircraft carriers and other ships must face reality and accept that they will sooner or later sink to the bottom of the Pacific Ocean or the South China Sea when confronted by a squadron of Chinese attack drones.

🇨🇳 🇺🇸 China is preparing a “shocking” surprise for the United States in the near future in the Asia-Pacific region. The expensive U.S. aircraft carriers and other ships must face reality and accept that they will sooner or later sink to the bottom of the Pacific Ocean or the South China Sea when confronted by a squadron of Chinese attack drones.

Global Scope

294,594 views • 4 months ago

This might be the most precise mechanic in the game, League runs on 30Hz servers and must time it in one server tick (or 1/30th of a second, 0.03s window) or it doesn't work. Combo is: - 3 stack opponent - Path forward - Flip movement and path backwards - Cancel your backwards pathing with R on the exact server tick the enemy skillshot is fired 0.2x Speed vs Normal Speed version below, you can barely see it in normal speed.

This might be the most precise mechanic in the game, League runs on 30Hz servers and must time it in one server tick (or 1/30th of a second, 0.03s window) or it doesn't work. Combo is: - 3 stack opponent - Path forward - Flip movement and path backwards - Cancel your backwards pathing with R on the exact server tick the enemy skillshot is fired 0.2x Speed vs Normal Speed version below, you can barely see it in normal speed.

No Arm Whatley

44,886 views • 11 months ago

We're entering the new year with supersonic speed! ⚡But don't be mislead by its elegance: the #Eurofighter packs a punch! When an unidentified aircraft enters national airspace, every second counts. Within minutes, the Eurofighter can reach peak altitude to intercept the aircraft and escort it out of the airspace. This makes the Eurofighter a cornerstone in defending NATO's eastern flank in the Baltics or over Romania alongside allies - keeping us safe!

We're entering the new year with supersonic speed! ⚡But don't be mislead by its elegance: the #Eurofighter packs a punch! When an unidentified aircraft enters national airspace, every second counts. Within minutes, the Eurofighter can reach peak altitude to intercept the aircraft and escort it out of the airspace. This makes the Eurofighter a cornerstone in defending NATO's eastern flank in the Baltics or over Romania alongside allies - keeping us safe!

Airbus Defence

38,381 views • 6 months ago

During the night of November 25, a strike was carried out on the Taganrog-Yuzhny airfield and the Beriev aircraft plant in Russia. Telegram channels report that, according to preliminary information, the Russian experimental A-60 aircraft — a unique flying laboratory that serves as a carrier of laser weapons — may have been hit or destroyed. The Beriev plant in Taganrog is critically important for the Russian Federation; it is the only plant capable of modernizing strategic aviation. It is also the only plant in Russia capable of servicing A-50 airborne early warning aircraft. Thanks to the Ukrainian Armed Forces, Russia now has only 3 out of 6 A-50 aircraft left — and these are simultaneously "the ears, eyes, and the entire sensory system of their aviation".

During the night of November 25, a strike was carried out on the Taganrog-Yuzhny airfield and the Beriev aircraft plant in Russia. Telegram channels report that, according to preliminary information, the Russian experimental A-60 aircraft — a unique flying laboratory that serves as a carrier of laser weapons — may have been hit or destroyed. The Beriev plant in Taganrog is critically important for the Russian Federation; it is the only plant capable of modernizing strategic aviation. It is also the only plant in Russia capable of servicing A-50 airborne early warning aircraft. Thanks to the Ukrainian Armed Forces, Russia now has only 3 out of 6 A-50 aircraft left — and these are simultaneously "the ears, eyes, and the entire sensory system of their aviation".

WarTranslated

44,797 views • 7 months ago

🇺🇸 🇮🇷 Dozens more refueling aircraft are moving into position ahead of possible strikes on Iran's nuclear sites. Constitutional attorney Robert Barnes says the pre-positioning tells you where Trump's head is at. He's caught between two tracks, and the deal track is fading fast: "He knows he can't go there. He knows he shouldn't go there, but he's tempted to go there because he thinks if he does, or at least threatens to do so, then Iran suddenly will come and capitulate." Right now it's escalation or exit, and the off-ramp is shrinking by the day. Robert Barnes

🇺🇸 🇮🇷 Dozens more refueling aircraft are moving into position ahead of possible strikes on Iran's nuclear sites. Constitutional attorney Robert Barnes says the pre-positioning tells you where Trump's head is at. He's caught between two tracks, and the deal track is fading fast: "He knows he can't go there. He knows he shouldn't go there, but he's tempted to go there because he thinks if he does, or at least threatens to do so, then Iran suddenly will come and capitulate." Right now it's escalation or exit, and the off-ramp is shrinking by the day. Robert Barnes

Mario Nawfal

93,430 views • 2 days ago

In Rust, error handling is opt-out, not opt-in. Alice Ryhl (Rust for Android at Google, Rust language advisor & Tokio maintainer) explains: “The other thing I think is quite good is error handling. So on one hand, Rust doesn't really use exceptions, so it actually returns the error as a value. So you return a value that's, using an enum, either the result or the error. And the way this is done is that there's an operator `?` - so you write: my_function and then a question mark at the end - which means if this function fails, return the error. So it's really easy to handle errors but it's not serial characters like it is with exceptions, so it's explicit. On the other hand, if you forget to put the question mark, that's a compilation error. So you have to check it, and of course you can also have it manually, but the point is it's this idea of there are these things where you write some code and there's some implicit error condition you didn't think of and now you just took down your server or something.”

In Rust, error handling is opt-out, not opt-in. Alice Ryhl (Rust for Android at Google, Rust language advisor & Tokio maintainer) explains: “The other thing I think is quite good is error handling. So on one hand, Rust doesn't really use exceptions, so it actually returns the error as a value. So you return a value that's, using an enum, either the result or the error. And the way this is done is that there's an operator `?` - so you write: my_function and then a question mark at the end - which means if this function fails, return the error. So it's really easy to handle errors but it's not serial characters like it is with exceptions, so it's explicit. On the other hand, if you forget to put the question mark, that's a compilation error. So you have to check it, and of course you can also have it manually, but the point is it's this idea of there are these things where you write some code and there's some implicit error condition you didn't think of and now you just took down your server or something.”

The Pragmatic Engineer

52,059 views • 1 month ago

This is restored footage of a F6F Hellcat belly-landing on a carrier in 1944, with no landing gear, sliding down the deck. Watch what the crew does. They do not run away from the crashing plane. They run toward it. This is the story of the men on the deck.. A Controlled Crash Landing an aircraft on a carrier has been called one of the most difficult and dangerous things in all of aviation. Some pilots described it as a controlled crash. Think about what it involves. A fighter comes screaming toward a tiny strip of deck on a ship that is itself moving through the ocean, pitching on the swell. The pilot has only a few feet of margin. He has to slam his aircraft down onto a precise spot, at exactly the right speed and angle, again and again, every time he comes home. To stop the plane in the short space of the deck, each aircraft had a hook mounted under its tail. As it touched down, that tailhook had to catch one of several steel cables stretched across the deck, called arresting wires. The cable would snatch the speeding fighter and drag it to a halt in about two seconds. But what happened when it went wrong? When Things Went Wrong That is where the danger truly began. If a pilot came in with damaged landing gear, or no gear at all like the Hellcat in this footage, or if his tailhook missed every wire, the aircraft became a several-ton object sliding down a steel deck out of control. And the front of that deck was not empty. It was often packed with other aircraft, fueled and armed, and crowded with men working. A plane that slid all the way forward could plow straight into parked aircraft and deck crews, and turn the whole deck into an inferno. So the carriers had a last line of defense. A crash barrier, a wall of heavy steel cable raised across the middle of the deck, designed to catch a runaway aircraft and stop it before it reached the crowd at the bow. Time and again, that barrier was all that stood between one bad landing and a catastrophe. The Landing Signal Officer Guiding every one of those landings was one man in an incredibly exposed position. He was the Landing Signal Officer, and he stood on a small platform at the aft port side of the flight deck, close to where the aircraft came in. Holding a bright paddle in each hand, he signaled to each incoming pilot, telling him he was too high, too low, too fast, lined up wrong, or clear to land. The pilot trusted those paddles with his life. A good Landing Signal Officer could talk a shaken pilot and a shot-up aircraft safely down onto the deck. It was a job that demanded total calm and split-second judgment, over and over, with lives riding on every signal. One young officer who served as a Landing Signal Officer early in the war, David McCampbell, would go on to become the US Navy's top-scoring ace. The Men Who Ran Toward the Fire Then there were the men who ran toward the fire. The flight deck of a wartime carrier was a storm of spinning propellers, roaring engines, live bombs, high-octane fuel, and steel cables under enormous tension that could snap and cut a man in half. To manage the chaos, the crews wore jerseys in different colors, each color marking a job, so that in the deafening noise everyone could tell at a glance who did what. Men in one color directed the aircraft, another handled the arresting gear, another fueled the planes, another the bombs. And among them were the men in heavy asbestos suits, nicknamed the Hot Papas. Their job, when an aircraft crashed and burst into flames, was to run directly into the fire and pull the pilot out. That is what you are watching in this footage. As the Hellcat grinds to a stop, the men who rush toward it are not spectators. They are doing their job, closing on a possible fire and a trapped pilot without hesitating. The Forgotten Crew Landing accidents like this happened constantly. Belly landings, missed wires, barrier crashes, and deck fires were so common that they were simply accepted as part of the price of operating aircraft at sea. For every dramatic dogfight in the sky, there were thousands of these tense, dangerous moments on the deck, handled by young men in colored shirts who are almost never remembered. The pilots got the glory, and they earned it. But they could not have flown at all without the deck crews who launched them, guided them home, caught them when they came in wrong, and ran into the flames when it all went bad. The next time you see footage like this, do not just watch the plane. Watch the men around it. They worked one of the most dangerous jobs of the entire war, and most of the world never knew their names. This was the story of the carrier deck crews. I post a story like this every single day. Most people never see them. Follow so you don't miss the next one.

This is restored footage of a F6F Hellcat belly-landing on a carrier in 1944, with no landing gear, sliding down the deck. Watch what the crew does. They do not run away from the crashing plane. They run toward it. This is the story of the men on the deck.. A Controlled Crash Landing an aircraft on a carrier has been called one of the most difficult and dangerous things in all of aviation. Some pilots described it as a controlled crash. Think about what it involves. A fighter comes screaming toward a tiny strip of deck on a ship that is itself moving through the ocean, pitching on the swell. The pilot has only a few feet of margin. He has to slam his aircraft down onto a precise spot, at exactly the right speed and angle, again and again, every time he comes home. To stop the plane in the short space of the deck, each aircraft had a hook mounted under its tail. As it touched down, that tailhook had to catch one of several steel cables stretched across the deck, called arresting wires. The cable would snatch the speeding fighter and drag it to a halt in about two seconds. But what happened when it went wrong? When Things Went Wrong That is where the danger truly began. If a pilot came in with damaged landing gear, or no gear at all like the Hellcat in this footage, or if his tailhook missed every wire, the aircraft became a several-ton object sliding down a steel deck out of control. And the front of that deck was not empty. It was often packed with other aircraft, fueled and armed, and crowded with men working. A plane that slid all the way forward could plow straight into parked aircraft and deck crews, and turn the whole deck into an inferno. So the carriers had a last line of defense. A crash barrier, a wall of heavy steel cable raised across the middle of the deck, designed to catch a runaway aircraft and stop it before it reached the crowd at the bow. Time and again, that barrier was all that stood between one bad landing and a catastrophe. The Landing Signal Officer Guiding every one of those landings was one man in an incredibly exposed position. He was the Landing Signal Officer, and he stood on a small platform at the aft port side of the flight deck, close to where the aircraft came in. Holding a bright paddle in each hand, he signaled to each incoming pilot, telling him he was too high, too low, too fast, lined up wrong, or clear to land. The pilot trusted those paddles with his life. A good Landing Signal Officer could talk a shaken pilot and a shot-up aircraft safely down onto the deck. It was a job that demanded total calm and split-second judgment, over and over, with lives riding on every signal. One young officer who served as a Landing Signal Officer early in the war, David McCampbell, would go on to become the US Navy's top-scoring ace. The Men Who Ran Toward the Fire Then there were the men who ran toward the fire. The flight deck of a wartime carrier was a storm of spinning propellers, roaring engines, live bombs, high-octane fuel, and steel cables under enormous tension that could snap and cut a man in half. To manage the chaos, the crews wore jerseys in different colors, each color marking a job, so that in the deafening noise everyone could tell at a glance who did what. Men in one color directed the aircraft, another handled the arresting gear, another fueled the planes, another the bombs. And among them were the men in heavy asbestos suits, nicknamed the Hot Papas. Their job, when an aircraft crashed and burst into flames, was to run directly into the fire and pull the pilot out. That is what you are watching in this footage. As the Hellcat grinds to a stop, the men who rush toward it are not spectators. They are doing their job, closing on a possible fire and a trapped pilot without hesitating. The Forgotten Crew Landing accidents like this happened constantly. Belly landings, missed wires, barrier crashes, and deck fires were so common that they were simply accepted as part of the price of operating aircraft at sea. For every dramatic dogfight in the sky, there were thousands of these tense, dangerous moments on the deck, handled by young men in colored shirts who are almost never remembered. The pilots got the glory, and they earned it. But they could not have flown at all without the deck crews who launched them, guided them home, caught them when they came in wrong, and ran into the flames when it all went bad. The next time you see footage like this, do not just watch the plane. Watch the men around it. They worked one of the most dangerous jobs of the entire war, and most of the world never knew their names. This was the story of the carrier deck crews. I post a story like this every single day. Most people never see them. Follow so you don't miss the next one.

Untold War Stories

145,823 views • 10 days ago

.JoeBen Bevirt to Joe Lonsdale on the hype surrounding Joby Aviation's hybrid aircraft for defense applications: "Hydrogen is a game changer across the aviation ecosystem... It's three times the specific energy of jet fuel. And with fuel cells, we can convert that into propulsion twice as efficiently." Joe Lonsdale: We've been hearing rumors leaking out of the Pentagon. People are very excited. You guys announced the fact that it's hybrid aircraft. What can you tell us? JoeBen Bevirt: We flew a hydrogen electric version of our VTOL aircraft more than 500 miles. And we think that hydrogen is a game changer across the aviation ecosystem. It's three times the specific energy of jet fuel. And with fuel cells, we can convert that into propulsion twice as efficiently. Joe Lonsdale: So it's 6X. Wow. JoeBen Bevirt: If you want to build an aircraft that flies long distances, or flies for a long period of time.... Joe Lonsdale: Seems like a much better deal. Why aren't others doing this already? JoeBen Bevirt: We've cracked the secret sauce of it.

.JoeBen Bevirt to Joe Lonsdale on the hype surrounding Joby Aviation's hybrid aircraft for defense applications: "Hydrogen is a game changer across the aviation ecosystem... It's three times the specific energy of jet fuel. And with fuel cells, we can convert that into propulsion twice as efficiently." Joe Lonsdale: We've been hearing rumors leaking out of the Pentagon. People are very excited. You guys announced the fact that it's hybrid aircraft. What can you tell us? JoeBen Bevirt: We flew a hydrogen electric version of our VTOL aircraft more than 500 miles. And we think that hydrogen is a game changer across the aviation ecosystem. It's three times the specific energy of jet fuel. And with fuel cells, we can convert that into propulsion twice as efficiently. Joe Lonsdale: So it's 6X. Wow. JoeBen Bevirt: If you want to build an aircraft that flies long distances, or flies for a long period of time.... Joe Lonsdale: Seems like a much better deal. Why aren't others doing this already? JoeBen Bevirt: We've cracked the secret sauce of it.

American Optimist

12,902 views • 3 months ago

The aircraft is still parked at Vienna Airport, raising serious questions. Is the Gulfstream G500 actually owned by the Government of Punjab, or is it on lease? If it belongs to the Government, why is it still registered in the name of an American trust/company instead of the Government of Punjab? Moreover, why is the aircraft currently in Vienna, and what purpose is being served there? The public has a right to know: 1. Who owns the aircraft? 2. Under what agreement was it acquired? 3. What are the operational and maintenance costs being paid from public funds? Transparency is essential when public money is involved.

The aircraft is still parked at Vienna Airport, raising serious questions. Is the Gulfstream G500 actually owned by the Government of Punjab, or is it on lease? If it belongs to the Government, why is it still registered in the name of an American trust/company instead of the Government of Punjab? Moreover, why is the aircraft currently in Vienna, and what purpose is being served there? The public has a right to know: 1. Who owns the aircraft? 2. Under what agreement was it acquired? 3. What are the operational and maintenance costs being paid from public funds? Transparency is essential when public money is involved.

M Azhar Siddique

154,248 views • 4 months ago

The Engine Start Levers or Fuel Cut off switches (different name, same switches) control the fuel and ignition for the engines. The 787 shares the same switches and very similar logic to the Boeing 737 Max. The switches have been designed in such a way that they require a very deliberate movement in order for them to move from one position to another. They’re also placed in such a position (below the thrust levers) so that it’s very unlikely that they’ll be knocked. But even if they were, the spring force and detent would prevent them from moving unintentionally. When we move the start levers from the “Run” or “Idle” position, to “Cutoff”, an electrical signal is sent to move the fuel valves from open to close. The engine ignitors are also then de-powered. This stops the supply and ignition of fuel and the engine spools down. Pilots are trained from day one to only touch those switches in flight when called for by a non normal checklist, such as an engine fire or failure. When a fuel switch has to be moved to cutoff in flight, we adhere to a very strict procedure… Pilot monitoring will place their hand on the switch of the damaged engine and both visually and audibly confirm with Pilot flying that the correct fuel switch has been selected. Only after both pilots have confirmed that the correct switch has been selected, will pilot monitoring move that switch to the cutoff position. As an additional layer of safety, some aircraft types only allow the switch to be moved to cutoff in flight if the thrust levers are in the closed or idle position. Do you think that this design feature should be implemented in all aircraft? 📸 by ig/airlinepilotperformance

The Engine Start Levers or Fuel Cut off switches (different name, same switches) control the fuel and ignition for the engines. The 787 shares the same switches and very similar logic to the Boeing 737 Max. The switches have been designed in such a way that they require a very deliberate movement in order for them to move from one position to another. They’re also placed in such a position (below the thrust levers) so that it’s very unlikely that they’ll be knocked. But even if they were, the spring force and detent would prevent them from moving unintentionally. When we move the start levers from the “Run” or “Idle” position, to “Cutoff”, an electrical signal is sent to move the fuel valves from open to close. The engine ignitors are also then de-powered. This stops the supply and ignition of fuel and the engine spools down. Pilots are trained from day one to only touch those switches in flight when called for by a non normal checklist, such as an engine fire or failure. When a fuel switch has to be moved to cutoff in flight, we adhere to a very strict procedure… Pilot monitoring will place their hand on the switch of the damaged engine and both visually and audibly confirm with Pilot flying that the correct fuel switch has been selected. Only after both pilots have confirmed that the correct switch has been selected, will pilot monitoring move that switch to the cutoff position. As an additional layer of safety, some aircraft types only allow the switch to be moved to cutoff in flight if the thrust levers are in the closed or idle position. Do you think that this design feature should be implemented in all aircraft? 📸 by ig/airlinepilotperformance

aircraftmaintenancengineer

149,946 views • 1 year ago