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🔥 PS5 PRO CHANGES THE GAME! RECORD STABILITY IN EXTREME TESTING. (CFI-7121) The test ran for almost 36 HOURS of continuous, full-load activity (AAA + streaming) in a controlled environment 19.0C–20.4 C. We deliberately exceeded 20 hours of typical heavy use to showcase the extreme endurance and stability of...

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modyfikatorcasper

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19,534 views • 9 months ago •via X (Twitter)

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modyfikatorcasper9 months ago

PROOF! THE PS5 PRO IS INAUDIBLE! VIDEO VALIDATION & PRECISE DATA. (CFI-7121) The 41.8°C stability (Post 1) directly prevents noise spikes. We benchmarked it against the quietest competitor using the same calibrated GM1356 meter. 🔊 VERIFIED ACOUSTIC RESULTS: Benchmark (XSX LM Mod.): Exhaust noise 40.7 dB – 40.8 dB. PS5 Pro (Max Exhaust Noise): 41.8 dB. PS5 Pro (From Player Position - 1m): Only 33.9 dB under full load! ⚠️ IMPORTANT NOTE (FANS): While different console versions may use different fan models ("fan lottery"), achieving a result of approx. 33.9 dB is an incredible feat, proving that: Conclusion: The PS5 Pro is the best thermal and acoustically engineered console Sony has ever built. It sets a new, quiet benchmark for gaming! #SilentGaming #PS5Pro #NoiseTest #PlayStation5 #RealResults

Larnack Dusiècle's profile picture
Larnack Dusiècle9 months ago

En modifiant délibérément le système de refroidissement de la series x, vous avez pour moi, invalidé votre test a mes yeux. Ce versus n'a aucune raison d'être a mon sens le pire? Modifier une series x qui en l'état ne souffre pas de problème de refroidissement ni de bruit.

modyfikatorcasper's profile picture
modyfikatorcasper9 months ago

Thank you for bringing up this crucial point! This is a very important question that goes to the heart of our testing methodology. The use of Liquid Metal (LM) in the Xbox Series X was absolutely necessary to make the test scientifically valid and fair. The PS5 Pro (and the standard PS5) factory-uses Liquid Metal (LM TIM) as the thermal interface material between the chip and the heatsink. The Xbox Series X uses traditional thermal paste. Since LM is significantly more efficient than any paste, testing them without modification would immediately give the newer PS5 Pro an unfair advantage. Testing the System, Not the Material: By modifying the XSX with LM, we eliminated the material difference. This ensured the only variable we were measuring was the pure efficiency of the cooling systems (the design of the radiator, vapor chamber/heat pipes, and fan). This is key for sound engineering analysis. Fair Benchmark: The PS5 Pro is a newer, improved console version. To compare Sony's engineering against the market's best benchmark (the XSX), we had to give the XSX the benefit of equally efficient thermal material. The test results still show the PS5 Pro's significant advantage in thermal stability (41.8°C vs. 49.6°C), which conclusively highlights the revolutionary cooling design. Thank you for giving us the chance to clarify this crucial aspect of our testing!

Dziadyslaw Lolek's profile picture
Dziadyslaw Lolek9 months ago

@OliWojowniczka czyli "w razie czego" konsola wytrzyma wyścig 24h nawet bez trybu czuwania :D

modyfikatorcasper's profile picture
modyfikatorcasper9 months ago

@OliWojowniczka 😆to nie był łatwy test ale teraz już wiem wszystko 👍

Mem's profile picture
Mem9 months ago

This test is pointless when using exhaust. Mostly proves the Xbox removes almost 10C more at the same fan noise level= Xbox more efficient. If you really want to prove something put them both on thermal paste and post those stability results… since it’s cooling is game changing

boost2040's profile picture
boost20409 months ago

Modifying the XSX is a no go for this test. Should have left it the way it was because it seems like it made it worse. Especially being that it was designed with liquid metal cooling to begin with.

Jamie's profile picture
Jamie9 months ago

This isn’t an apples-to-apples “cooling design” comparison. You’re reporting exhaust air temperature, not the thing that matters (SoC/junction temp). Exhaust temp is downstream and depends heavily on airflow rate, vent geometry, and where/how you measured. A cooler exhaust can simply mean more mixing/entrained room air or different airflow paths — it doesn’t prove the chip is cooler. PS5 and Series X exhaust differently. Series X is a concentrated top “chimney” plume; PS5 exhaust is more distributed and mixes differently. A probe at “top exhaust” is inherently not comparable between these designs. “AAA + streaming” isn’t a controlled workload. Without same title/scene, same duration, and especially same power draw at the wall, the numbers don’t mean what you’re implying. Lower power = lower heat = lower exhaust temp, even with worse cooling. The LM note also undermines the “only variable” claim. Once you mod a console (reseat, pad compression, sealing changes, mounting pressure, application quality), you’ve introduced new variables. If you want to prove it: log SoC temps, fan RPM, ambient, and wall power under a repeatable load, same orientation, repeated runs. Exhaust-only numbers aren’t “record stability,” they’re just a vent reading.

Josh's profile picture
Josh9 months ago

“Stability” That means nothing… the clock speed on series X isn’t variable, and no shit it would have superior cooling, it’s a higher powered console… and it is a lot bigger…

AK's profile picture
AK9 months ago

How does it compare to the OG PS5 PRO? Any issues with the OG model?

Dimitri Verstraeten's profile picture
Dimitri Verstraeten9 months ago

It's the best!

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Ran 21 km (13.1 miles) — and the motor was still cold. That’s the detail that matters. 🤖 Honor was the clear dark horse in this year’s robot half marathon. They swept 1st, 2nd, and 3rd, and also posted a strong top-6 finish overall. What stands out to me is that this was not just about bigger motors, or a gait tuned for long-distance running. They seem to have solved something more important — cooling. In a post-race interview, Honor engineers said the robot used liquid-cooling tech adapted from Honor smartphones, with cooling lines running deep into the motor system to carry heat away. Some reports added more detail: the setup used two high-speed micro pumps, with flow rates reaching up to 6 liters per minute, giving the system enough cooling capacity to handle sustained lower-joint motor load. That matters because once a robot starts overheating, output drops, stability goes with it, and the whole run can fall apart fast. And that’s exactly why this detail is interesting. Of course, that does not mean Honor has already surpassed teams like TienKung or Unitree across humanoid robotics as a whole. What it does suggest is that for the marathon task, they built a very strong system solution. And honestly, that alone is already a useful case for the industry. The bigger trend is moving fast. Last year, TienKung won in around 2 hours 40 minutes. This year, the winning time dropped to 50 minutes 26 seconds. Last year, most robots were still fully remote-controlled or only semi-autonomous. This year, around 40% were running with a much higher level of autonomy. So to me, the real signal is not just that robots got faster. It’s that the field is now moving past raw speed, and into the harder problems: autonomy, stability, and system reliability under load. If the pace of progress stays anywhere close to this, then next year’s race should be even more worth watching.

RoboHub🤖

60,151 views • 5 months ago

Before LNG is loaded into a tank, the tank must be properly prepared through a series of controlled stages. This preparation is critical to ensure safety and to prevent damage due to extreme temperatures. An LNG tank is fitted with different lines, each serving a specific purpose: filling lines, spray lines, discharge lines, and pumps. The first stage is drying. The tank may contain humid air, which can lead to ice formation at low temperatures. To prevent this, dry air is introduced from the bottom of the tank through the filling lines to displace the moist air. Next is inerting. After drying, inert gas is introduced into the tank to purge out the dry air. This step is important to eliminate oxygen and reduce the risk of forming flammable gas mixtures. The third stage is gassing-up (vaporizing). Since inert gas contains carbon dioxide, which can freeze at low temperatures, it must be removed. Warm LNG vapor is introduced through the spray lines to displace the inert gas and prepare the tank for cooling. Then comes cooling down, which is a critical stage. The tank must be gradually cooled to avoid thermal stress that could damage the structure. Cold LNG is sprayed into the tank through spray nozzles, bringing the temperature down to about -110°C to -130°C. Finally, the loading (filling) stage begins. At this point, the tank is ready to safely receive LNG, and the cargo is loaded through the filling lines. In simple terms, the process moves from removing moisture, to removing oxygen, to introducing gas, then cooling the tank, and finally loading the LNG.
3:10

Before LNG is loaded into a tank, the tank must be properly prepared through a series of controlled stages. This preparation is critical to ensure safety and to prevent damage due to extreme temperatures. An LNG tank is fitted with different lines, each serving a specific purpose: filling lines, spray lines, discharge lines, and pumps. The first stage is drying. The tank may contain humid air, which can lead to ice formation at low temperatures. To prevent this, dry air is introduced from the bottom of the tank through the filling lines to displace the moist air. Next is inerting. After drying, inert gas is introduced into the tank to purge out the dry air. This step is important to eliminate oxygen and reduce the risk of forming flammable gas mixtures. The third stage is gassing-up (vaporizing). Since inert gas contains carbon dioxide, which can freeze at low temperatures, it must be removed. Warm LNG vapor is introduced through the spray lines to displace the inert gas and prepare the tank for cooling. Then comes cooling down, which is a critical stage. The tank must be gradually cooled to avoid thermal stress that could damage the structure. Cold LNG is sprayed into the tank through spray nozzles, bringing the temperature down to about -110°C to -130°C. Finally, the loading (filling) stage begins. At this point, the tank is ready to safely receive LNG, and the cargo is loaded through the filling lines. In simple terms, the process moves from removing moisture, to removing oxygen, to introducing gas, then cooling the tank, and finally loading the LNG.

PortHarcourt Sailor

178,354 views • 6 months ago

This is not a model engine pretending to be a jet engine. It is actually a complete gas turbine shrunk onto a test bench. Inside this small machine are a compressor, combustion chamber, turbine wheel, fuel system and digital engine controller, the same basic physics used in aircraft engines. At full power, this turbine reaches nearly 98,000 RPM over 1,600 revolutions every second while producing 280 N of thrust, equivalent to roughly 28 kg of pushing force. At nearly 98,000 RPM, even a tiny imbalance can destroy the turbine. The combustion chamber must survive exhaust temperatures approaching 700°C, while the fuel system continuously manages a core flame powerful enough to create 280 N of thrust without losing combustion stability. A high-end RC turbine can cost $7,000-20,000+, despite fitting on a workbench. It is nowhere near the complexity of a modern military turbofan with thousands of components, afterburners and advanced cooling systems. But that is what makes it fascinating, engineers have compressed the core mechanisms of a jet engine compression, combustion and expansion, into a machine small enough to hold. 📹 RC hobby
1:02

This is not a model engine pretending to be a jet engine. It is actually a complete gas turbine shrunk onto a test bench. Inside this small machine are a compressor, combustion chamber, turbine wheel, fuel system and digital engine controller, the same basic physics used in aircraft engines. At full power, this turbine reaches nearly 98,000 RPM over 1,600 revolutions every second while producing 280 N of thrust, equivalent to roughly 28 kg of pushing force. At nearly 98,000 RPM, even a tiny imbalance can destroy the turbine. The combustion chamber must survive exhaust temperatures approaching 700°C, while the fuel system continuously manages a core flame powerful enough to create 280 N of thrust without losing combustion stability. A high-end RC turbine can cost $7,000-20,000+, despite fitting on a workbench. It is nowhere near the complexity of a modern military turbofan with thousands of components, afterburners and advanced cooling systems. But that is what makes it fascinating, engineers have compressed the core mechanisms of a jet engine compression, combustion and expansion, into a machine small enough to hold. 📹 RC hobby

Ammanichanda

11,751 views • 2 months ago

This was the most game-tech oriented, but also the longest, and one of the funniest discussions on this show. anton mikhailov has incredible knowledge and skills, and he's willing to lay it all out in an open and honest discussion! We talk about tech for motion tracking, VR, how the grand project Dreams was being developed, but also comparison of style of working in AAA game industry vs Google, or how Anton, low level C/C++ programmer, had journeyed into a month-long adventure building MONSUMO TV with his AI help :) Never expected to stay past midnight breaking in laughter! anton mikhailov this was awesome! Thank you so much for this talk! PS. Life can't be too pretty. My sound is botched, my beloved OS has switched my mic to 44.1 kHz while recording software was prepared for 48 kHz. I amped the pitch in post, but you can see the audio artifacts when I speak, making it a bit difficult to understand what I'm saying. Sorry about that!
3:25:48

This was the most game-tech oriented, but also the longest, and one of the funniest discussions on this show. anton mikhailov has incredible knowledge and skills, and he's willing to lay it all out in an open and honest discussion! We talk about tech for motion tracking, VR, how the grand project Dreams was being developed, but also comparison of style of working in AAA game industry vs Google, or how Anton, low level C/C++ programmer, had journeyed into a month-long adventure building MONSUMO TV with his AI help :) Never expected to stay past midnight breaking in laughter! anton mikhailov this was awesome! Thank you so much for this talk! PS. Life can't be too pretty. My sound is botched, my beloved OS has switched my mic to 44.1 kHz while recording software was prepared for 48 kHz. I amped the pitch in post, but you can see the audio artifacts when I speak, making it a bit difficult to understand what I'm saying. Sorry about that!

Łukasz | Wookash Podcast

23,060 views • 1 year ago

According to fick's law, the more moisture that's in your flower, the more water it will diffuse faster. This means that almost 80% of the water in your plants is gone in the first phase (constant rate)of drying, which, condition depending, can be the first 18 hours to ..🙄3 days according to *Challa 2020-KINETICS AND THE EFFECTS OF DRYING METHODS ON QUALITY OF (C*****s s****a L.) BUDS* Water adhesion principals state that with the surface moisture evaporated, water is less susceptible to the evaporative forces applied on it (falling rate). During this falling rate, your 60/60 is far less effective at pulling water than it was during the constant rate (which still wasn't ideal). Once we enter the second phase of drying, or the falling rate; dehydrated surface exposure, along with low water activation energy in that dehydrated flower means dramatically increased secondary metabolite oxidization. In effect, from this moment forward, that PSM count is going DOWN The longer we keep it on the rack, and not into cure, the faster this will happen In the study *(Basel). 2022- Postharvest Operations of C*****is and Their Effect on C****binòid Content: A Review, it was shown that significant secondary metabolite loss occurred at temperatures higher than 40°c . Below this number, the rate of degradation was relatively constant. As referenced in the above studies. The difference in secondary loss between drying at 71° vs. 77 or even 89° tends to be only 1–2 % with a net positive moisture loss, whereas time driven degradation over days to weeks can account for 30 % total loss or more. Meaning that temperature does affects secondary volatility, but the timing of drying matters WAYYYYY more So how am I drying these? Day 1 - 72°f 55% Day 2 - 72°f 55% Day 3 - 74°f 52% Day 4 - 75°f 50% Day 5 - 75°f 50% See the article on and citations. Share, repost, follow. Still not convinced? Google "sharkmouse drying" on Google and see what reddit has to say!
0:37

According to fick's law, the more moisture that's in your flower, the more water it will diffuse faster. This means that almost 80% of the water in your plants is gone in the first phase (constant rate)of drying, which, condition depending, can be the first 18 hours to ..🙄3 days according to *Challa 2020-KINETICS AND THE EFFECTS OF DRYING METHODS ON QUALITY OF (C*****s s****a L.) BUDS* Water adhesion principals state that with the surface moisture evaporated, water is less susceptible to the evaporative forces applied on it (falling rate). During this falling rate, your 60/60 is far less effective at pulling water than it was during the constant rate (which still wasn't ideal). Once we enter the second phase of drying, or the falling rate; dehydrated surface exposure, along with low water activation energy in that dehydrated flower means dramatically increased secondary metabolite oxidization. In effect, from this moment forward, that PSM count is going DOWN The longer we keep it on the rack, and not into cure, the faster this will happen In the study *(Basel). 2022- Postharvest Operations of C*****is and Their Effect on C****binòid Content: A Review, it was shown that significant secondary metabolite loss occurred at temperatures higher than 40°c . Below this number, the rate of degradation was relatively constant. As referenced in the above studies. The difference in secondary loss between drying at 71° vs. 77 or even 89° tends to be only 1–2 % with a net positive moisture loss, whereas time driven degradation over days to weeks can account for 30 % total loss or more. Meaning that temperature does affects secondary volatility, but the timing of drying matters WAYYYYY more So how am I drying these? Day 1 - 72°f 55% Day 2 - 72°f 55% Day 3 - 74°f 52% Day 4 - 75°f 50% Day 5 - 75°f 50% See the article on and citations. Share, repost, follow. Still not convinced? Google "sharkmouse drying" on Google and see what reddit has to say!

thatonesharkguy

19,273 views • 1 year ago

Have a look at one of the greatest examples of industrial engineering art ever created. This is the rotor assembly of the Ansaldo Energia GT36, one of the most advanced heavy-duty gas turbines ever developed. What looks like a collection of polished metal blades is actually the result of 3.7 million hours of engineering, combining decades of research in aerodynamics, combustion, metallurgy, cooling systems and precision manufacturing. A gas turbine works by compressing enormous volumes of air, mixing it with fuel, burning it at extreme temperatures, and extracting energy from the expanding gases through multiple turbine stages. That is why no two blade rows look the same. Across this rotor assembly, the colours, shapes and surface finishes constantly change because each section is solving a different problem. Some blades are designed to move and control massive airflow volumes, while others must survive the most extreme environment inside the machine. The most advanced turbine blades contain microscopic internal cooling channels. The cooling does not come from room-temperature air. Compressed air extracted from the compressor section already heated to 650 degrees Celsius, is redirected through passages inside the blade. It then exits through thousands of tiny holes, creating a thin protective cooling film in real time 24/7 over the surface of the blades while the surrounding combustion gases exceed 1,500°C all while rotating at 3000 RPM. A blade is not surviving because the metal alone can withstand the heat. It survives because engineers created a controlled thermal environment around it. The blades rely on advanced nickel-based superalloys containing elements such as rhenium, tungsten, cobalt and chromium, protected by metallic bond coats and ceramic thermal barrier coatings such as yttria-stabilised zirconia. These coatings are one of the most closely guarded proprietary technologies in turbine manufacturing. Every blade requires precision casting, advanced machining, laser drilling and microscopic inspection. A manufacturing defect measured in fractions of a millimetre can affect a rotor weighing around 150 tonnes and spinning at 3,000 RPM. The complete GT36 turbine system weighs around 520 tonnes and, in its most efficient combined-cycle configuration, can produce approximately 800 MW of electricity at around 64% efficiency enough to supply roughly 500,000+ homes. A complete power plant built around a machine like this can cost around $500-600 million, but the true value is not the steel and turbine machinery. It is the industrial capability and know how required to build a machine designed to operate for 30+ years and more than 100,000 equivalent operating hours, while repeatedly surviving one of the harshest environments humans have ever engineered. This is what the peak of industrial engineering looks like before it starts moving, this is what powers the world. Engineering is Art Video by AnsaldoEnergia
0:36

Have a look at one of the greatest examples of industrial engineering art ever created. This is the rotor assembly of the Ansaldo Energia GT36, one of the most advanced heavy-duty gas turbines ever developed. What looks like a collection of polished metal blades is actually the result of 3.7 million hours of engineering, combining decades of research in aerodynamics, combustion, metallurgy, cooling systems and precision manufacturing. A gas turbine works by compressing enormous volumes of air, mixing it with fuel, burning it at extreme temperatures, and extracting energy from the expanding gases through multiple turbine stages. That is why no two blade rows look the same. Across this rotor assembly, the colours, shapes and surface finishes constantly change because each section is solving a different problem. Some blades are designed to move and control massive airflow volumes, while others must survive the most extreme environment inside the machine. The most advanced turbine blades contain microscopic internal cooling channels. The cooling does not come from room-temperature air. Compressed air extracted from the compressor section already heated to 650 degrees Celsius, is redirected through passages inside the blade. It then exits through thousands of tiny holes, creating a thin protective cooling film in real time 24/7 over the surface of the blades while the surrounding combustion gases exceed 1,500°C all while rotating at 3000 RPM. A blade is not surviving because the metal alone can withstand the heat. It survives because engineers created a controlled thermal environment around it. The blades rely on advanced nickel-based superalloys containing elements such as rhenium, tungsten, cobalt and chromium, protected by metallic bond coats and ceramic thermal barrier coatings such as yttria-stabilised zirconia. These coatings are one of the most closely guarded proprietary technologies in turbine manufacturing. Every blade requires precision casting, advanced machining, laser drilling and microscopic inspection. A manufacturing defect measured in fractions of a millimetre can affect a rotor weighing around 150 tonnes and spinning at 3,000 RPM. The complete GT36 turbine system weighs around 520 tonnes and, in its most efficient combined-cycle configuration, can produce approximately 800 MW of electricity at around 64% efficiency enough to supply roughly 500,000+ homes. A complete power plant built around a machine like this can cost around $500-600 million, but the true value is not the steel and turbine machinery. It is the industrial capability and know how required to build a machine designed to operate for 30+ years and more than 100,000 equivalent operating hours, while repeatedly surviving one of the harshest environments humans have ever engineered. This is what the peak of industrial engineering looks like before it starts moving, this is what powers the world. Engineering is Art Video by AnsaldoEnergia

Ammanichanda

101,294 views • 1 month ago

Last week, we pushed our Hadfield MK IV engine and Darkhorse engine test cell to their limits ahead of our upcoming thrust vector control (TVC) and orbital engine test campaigns. It was thrilling to see this controlled test go sideways — literally! Orbital launch vehicles operate within narrow design margins and constrained safety factors, where excess mass in any subsystem directly impacts payload capacity or mission viability. Destructive and limit testing enable us to validate optimal mass-performance trade-offs across propulsion, pressure systems, and primary structures. Key outcomes from this test include: ✅ Structural margins validated – Darkhorse demonstrated stable operation under full thrust loads at gimbal angles exceeding design specifications ✅ Thermal performance characterized – Extended burn duration at off-nominal mixture ratios provided empirical data on regenerative cooling degradation modes and injector thermal limits ✅ Fault tolerance demonstrated – Engine maintained functionality despite progressive damage, validating robustness for anomalous flight conditions ✅ TVC readiness confirmed – Test results validate system integration for upcoming actuated TVC test series l Design optimization insights – Failure mode analysis generated actionable improvements for cooling architecture, injector design, thrust structures, and engine reusability At NordSpace, we push limits. Canada needs to get to orbit with sovereign light-lift launch by 2028 and medium-lift launch by the early 2030s. The only way this is possible is through extreme levels of testing, manufacturing, and investment. Our mission to build a Canadian end-to-end space missions capability will change the shape of our nation both on Earth and in space. If you would like to join our mission, please apply for a role at NordSpace via the Careers page on our website, and join us at the Canadian Space Launch Conference on May 5th, in Ottawa. National Defence Defence Research and Development Canada NSERC / CRSNG Canadian Space Agency Transport Canada
0:53

Last week, we pushed our Hadfield MK IV engine and Darkhorse engine test cell to their limits ahead of our upcoming thrust vector control (TVC) and orbital engine test campaigns. It was thrilling to see this controlled test go sideways — literally! Orbital launch vehicles operate within narrow design margins and constrained safety factors, where excess mass in any subsystem directly impacts payload capacity or mission viability. Destructive and limit testing enable us to validate optimal mass-performance trade-offs across propulsion, pressure systems, and primary structures. Key outcomes from this test include: ✅ Structural margins validated – Darkhorse demonstrated stable operation under full thrust loads at gimbal angles exceeding design specifications ✅ Thermal performance characterized – Extended burn duration at off-nominal mixture ratios provided empirical data on regenerative cooling degradation modes and injector thermal limits ✅ Fault tolerance demonstrated – Engine maintained functionality despite progressive damage, validating robustness for anomalous flight conditions ✅ TVC readiness confirmed – Test results validate system integration for upcoming actuated TVC test series l Design optimization insights – Failure mode analysis generated actionable improvements for cooling architecture, injector design, thrust structures, and engine reusability At NordSpace, we push limits. Canada needs to get to orbit with sovereign light-lift launch by 2028 and medium-lift launch by the early 2030s. The only way this is possible is through extreme levels of testing, manufacturing, and investment. Our mission to build a Canadian end-to-end space missions capability will change the shape of our nation both on Earth and in space. If you would like to join our mission, please apply for a role at NordSpace via the Careers page on our website, and join us at the Canadian Space Launch Conference on May 5th, in Ottawa. National Defence Defence Research and Development Canada NSERC / CRSNG Canadian Space Agency Transport Canada

NordSpace 🇨🇦

11,704 views • 7 months ago

Macchi C.205 pilots of the Aeronautica Nazionale Repubblicana with their fighters still in Luftwaffe markings in early 1944 full clip: The Aeronautica Nazionale Repubblicana was the air force of the Italian Social Republic, the World War II German puppet state in Italy after the 1943 armistice divided the nation. It received numbers of Italian aircraft, later augmented with their own local production, and further aircraft from Germany. This force was opposed to the Aviazione Cobelligerante Italiana, the Italian pro-Allied air force, though they never actually met in combat. The Macchi C.205 Veltro was an Italian World War II fighter aircraft built by the Aeronautica Macchi. Along with the Reggiane Re.2005 and Fiat G.55, this plane was one of the three "Serie 5" Italian fighters built around the powerful Daimler-Benz DB 605 engine. The C.205 was a development of the earlier C.202 Folgore. With a top speed of around 640 km/h and equipped with a pair of 20mm cannon as well as 12.7mm Breda machine guns, the C.205 was highly respected by Allied and Axis pilots alike. Widely regarded as one of the best Italian fighters of World War II, it proved to be extremely effective, destroying a significant number of Allied bombers. The Macchi C. 205 also proved capable of meeting advanced Allied fighters on relatively equal terms. While able to match the best Allied opponents in speed and maneuverability, the type's impact was limited as it was introduced late in the conflict. Due to the limitations of the Italian war economy, only a small production run was delivered before the end of the war. Like the Spitfire, the Veltro was challenging in its construction and slow to build. Italy's highest-scoring ace, Adriano Visconti, achieved 11 of his 26 credited victories in the few weeks he was able to fly the Veltro, with Sergente Maggiore pilota Luigi Gorrini shooting down 14 enemy aircraft plus six damaged with the C.205. A total of 29 C.205s reached northern airfields to be used by the Aeronautica Nazionale Repubblicana. Macchi produced the remaining 72 aircraft of the third series for the ANR before production was shut down by Allied bombing in May 1944. Statistics on aircraft production post-Armistice are unclear and incomplete. In general, C.205s fought well in ANR service: they were attached to units that had homogeneous equipment, or at least of comparable quality, and were guided by German radar stations. Though few in number, they achieved success in inflicting losses on Allied bombers and fighters. A few Veltros were delivered to 3° Gruppo, based in Vicenza, while further Veltros were scattered throughout other small units. The 1° Gruppo C.T. of the ANR based at the Campoformido airfield was equipped with C.205 and its first operation on 3 January 1944 was a success. led by Italian ace Capitano Adriano Visconti, a formation of Boeing B-17 Flying Fortresses and their escort of Lockheed P-38 Lightnings bombing factories in Villar Perosa was intercepted, and four of the escorts were shot down. The aircraft were still in Luftwaffe markings as seen in this footage. On 28 January, the C.205s, now with Italian markings, succeeded in shooting down a B-24 Liberator, their first four-engined American bomber. This air victory was credited to Sergente Marconcini, Visconti's wingman. By 25 February, 1° Gruppo C.T. had reported 26 victories for nine losses. An extremely bitter aerial combat took place on 11 March, where the Italians claimed 12 victories while losing three of their own pilots. These included 1st Lt Boscutti, who was reportedly killed by gunfire from a US P-38 Lightning after he had bailed out from his stricken fighter and was hanging from his parachute. On 18 March, 30 C.205s from 1° Gruppo C.T. and 60 Bf 109s from JG.77 tangled with about 450 Allied bombers and their escorts, shooting down at least four enemy aircraft. Corp. Zaccaria was killed in action, again apparently shot at by a P-38 after bailing out. Allied bombing in April 1944 destroyed most of the Macchi and Fiat facilities, bringing fighter production to an end. With production interrupted, the Italians were forced to re-equip their three groups almost fully with Bf 109s, largely because the Germans were quick to offer some of their best models, including Bf 109G-6s and Bf 109K-4s. The Allies were less generous with the Aviazione Cobelligerante Italiana, and Veltros, including some upgraded C.202s, were slowly replaced with worn-out P-39s and Spitfires, but not before Summer 1944. #macchi #c205 #veltro #anr #ww2 #wwi #sgm
0:26

Macchi C.205 pilots of the Aeronautica Nazionale Repubblicana with their fighters still in Luftwaffe markings in early 1944 full clip: The Aeronautica Nazionale Repubblicana was the air force of the Italian Social Republic, the World War II German puppet state in Italy after the 1943 armistice divided the nation. It received numbers of Italian aircraft, later augmented with their own local production, and further aircraft from Germany. This force was opposed to the Aviazione Cobelligerante Italiana, the Italian pro-Allied air force, though they never actually met in combat. The Macchi C.205 Veltro was an Italian World War II fighter aircraft built by the Aeronautica Macchi. Along with the Reggiane Re.2005 and Fiat G.55, this plane was one of the three "Serie 5" Italian fighters built around the powerful Daimler-Benz DB 605 engine. The C.205 was a development of the earlier C.202 Folgore. With a top speed of around 640 km/h and equipped with a pair of 20mm cannon as well as 12.7mm Breda machine guns, the C.205 was highly respected by Allied and Axis pilots alike. Widely regarded as one of the best Italian fighters of World War II, it proved to be extremely effective, destroying a significant number of Allied bombers. The Macchi C. 205 also proved capable of meeting advanced Allied fighters on relatively equal terms. While able to match the best Allied opponents in speed and maneuverability, the type's impact was limited as it was introduced late in the conflict. Due to the limitations of the Italian war economy, only a small production run was delivered before the end of the war. Like the Spitfire, the Veltro was challenging in its construction and slow to build. Italy's highest-scoring ace, Adriano Visconti, achieved 11 of his 26 credited victories in the few weeks he was able to fly the Veltro, with Sergente Maggiore pilota Luigi Gorrini shooting down 14 enemy aircraft plus six damaged with the C.205. A total of 29 C.205s reached northern airfields to be used by the Aeronautica Nazionale Repubblicana. Macchi produced the remaining 72 aircraft of the third series for the ANR before production was shut down by Allied bombing in May 1944. Statistics on aircraft production post-Armistice are unclear and incomplete. In general, C.205s fought well in ANR service: they were attached to units that had homogeneous equipment, or at least of comparable quality, and were guided by German radar stations. Though few in number, they achieved success in inflicting losses on Allied bombers and fighters. A few Veltros were delivered to 3° Gruppo, based in Vicenza, while further Veltros were scattered throughout other small units. The 1° Gruppo C.T. of the ANR based at the Campoformido airfield was equipped with C.205 and its first operation on 3 January 1944 was a success. led by Italian ace Capitano Adriano Visconti, a formation of Boeing B-17 Flying Fortresses and their escort of Lockheed P-38 Lightnings bombing factories in Villar Perosa was intercepted, and four of the escorts were shot down. The aircraft were still in Luftwaffe markings as seen in this footage. On 28 January, the C.205s, now with Italian markings, succeeded in shooting down a B-24 Liberator, their first four-engined American bomber. This air victory was credited to Sergente Marconcini, Visconti's wingman. By 25 February, 1° Gruppo C.T. had reported 26 victories for nine losses. An extremely bitter aerial combat took place on 11 March, where the Italians claimed 12 victories while losing three of their own pilots. These included 1st Lt Boscutti, who was reportedly killed by gunfire from a US P-38 Lightning after he had bailed out from his stricken fighter and was hanging from his parachute. On 18 March, 30 C.205s from 1° Gruppo C.T. and 60 Bf 109s from JG.77 tangled with about 450 Allied bombers and their escorts, shooting down at least four enemy aircraft. Corp. Zaccaria was killed in action, again apparently shot at by a P-38 after bailing out. Allied bombing in April 1944 destroyed most of the Macchi and Fiat facilities, bringing fighter production to an end. With production interrupted, the Italians were forced to re-equip their three groups almost fully with Bf 109s, largely because the Germans were quick to offer some of their best models, including Bf 109G-6s and Bf 109K-4s. The Allies were less generous with the Aviazione Cobelligerante Italiana, and Veltros, including some upgraded C.202s, were slowly replaced with worn-out P-39s and Spitfires, but not before Summer 1944. #macchi #c205 #veltro #anr #ww2 #wwi #sgm

hw97karbine

28,364 views • 1 year ago