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Starship’s Engineering by Subtraction: Belly Flop, Header Tanks, and Tower Catch Starship redefines rocket recovery through engineering by subtraction. Instead of carrying heavy landing legs and massive propellant reserves for a vertical descent, it enters the atmosphere sideways in a controlled belly flop. Its broadside maximizes aerodynamic drag, bleeding... off hypersonic velocity without main engine burns. Header tanks — small, pressurized spheres within the main tanks — isolate clean propellant for the final flip and landing burn, solving slosh issues during horizontal flight. The tower’s mechanical arms then catch the vehicle directly, eliminating legs and transport entirely. Every pound removed increases payload capacity toward 200 tons and enables sub-hour turnaround. This interconnected system of eliminations turns the physics of the rocket equation into an advantage for multiplanetary flight.show more

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Starship’s bellyflop landing is engineering on another level. Instead of landing like a normal rocket, Starship intentionally descends sideways, using its body and four flaps to control drag, attitude, and direction through the atmosphere That maneuver slows the vehicle without wasting as much propellant. Then, at the last second, it relights its Raptor engines and snaps upright for landing. It may look like chaos but it is actually a precise fusion of aerodynamics, flight software, and propulsion, one of the boldest landing maneuvers ever built in aerospace.

Starship’s bellyflop landing is engineering on another level. Instead of landing like a normal rocket, Starship intentionally descends sideways, using its body and four flaps to control drag, attitude, and direction through the atmosphere That maneuver slows the vehicle without wasting as much propellant. Then, at the last second, it relights its Raptor engines and snaps upright for landing. It may look like chaos but it is actually a precise fusion of aerodynamics, flight software, and propulsion, one of the boldest landing maneuvers ever built in aerospace.

SMX 🇺🇸

43,534 просмотров • 3 месяцев назад

SpaceX is not attempting to catch the Super Heavy Booster for Starship Flight 9 due to a strategic decision to prioritize other mission objectives and reduce risks. The booster, Booster 14-2, previously flew on Flight 7 and is set to perform a landing burn in the Gulf of America, instead of returning to the launch tower for a catch. This choice likely stems from the need to focus on resolving ongoing issues with the Starship upper stage, which has failed in the last two flights (Flights 7 and 8) due to engine-related anomalies. By opting for a simpler booster landing profile, SpaceX can concentrate on testing and refining the Block 2 Starship design, particularly its heat shield and reentry capabilities, without the added complexity of a tower catch.

Ellie in Space 🚀💫

107,588 просмотров • 1 год назад

Chinese space startup, Nayuta Space released renders of wanting to belly flop the booster and land it horizontally. Let me break down why I don't think that's the best idea: 1. The booster is already designed to be structurally adequate vertically on ascent, so having the descent phase have landing loads horizontally adds a lot of extra mass and considerations. 2. The animation shows the booster flying more horizontally which is not something dihedral actuating flaps would be good at. They're good for maintaining orientation belly-ish first when they are perpendicular to wind flow, not parallel. In fact, I'll bet grid fins and using the fuselage as a lifting surface might have better cross range capabilities. 3. Although vertical landings look difficult, they're actually quite controllable, with physics similar to balancing a broomstick. Landing horizontally along a huge moment arm and several engines actually leaves little room for error. 4. Obviously landing horizontally requires additional engines that have no other use in flight, this is extra dry mass that takes away from the performance of the vehicle. Plus your main engines pull propellant through the bottom of your tanks, so if there'd have to be additional tanks or at least extra considerations to have tanks that can be used in the horizontal regime. 5. The booster doesn't experience that great of peak temperature during reentry because it's peak velocity during reentry is much lower, which is why you see rockets like Starship and Electron able to survive pencil diving back through the atmosphere without a reentry burn. Thanks for coming to my TED talk. Best of luck Nayuta space, prove me wrong!

Chinese space startup, Nayuta Space released renders of wanting to belly flop the booster and land it horizontally. Let me break down why I don't think that's the best idea: 1. The booster is already designed to be structurally adequate vertically on ascent, so having the descent phase have landing loads horizontally adds a lot of extra mass and considerations. 2. The animation shows the booster flying more horizontally which is not something dihedral actuating flaps would be good at. They're good for maintaining orientation belly-ish first when they are perpendicular to wind flow, not parallel. In fact, I'll bet grid fins and using the fuselage as a lifting surface might have better cross range capabilities. 3. Although vertical landings look difficult, they're actually quite controllable, with physics similar to balancing a broomstick. Landing horizontally along a huge moment arm and several engines actually leaves little room for error. 4. Obviously landing horizontally requires additional engines that have no other use in flight, this is extra dry mass that takes away from the performance of the vehicle. Plus your main engines pull propellant through the bottom of your tanks, so if there'd have to be additional tanks or at least extra considerations to have tanks that can be used in the horizontal regime. 5. The booster doesn't experience that great of peak temperature during reentry because it's peak velocity during reentry is much lower, which is why you see rockets like Starship and Electron able to survive pencil diving back through the atmosphere without a reentry burn. Thanks for coming to my TED talk. Best of luck Nayuta space, prove me wrong!

Everyday Astronaut

329,413 просмотров • 11 месяцев назад

BREAKING: For 10 years the world believed there was one way to reuse a rocket: land it upright on its engines, the way SpaceX does. Today China refused to copy it, and pulled off something SpaceX never managed on a first flight. It caught the rocket instead. The Long March 10B lifted off from Hainan, China this morning, and about 6 minutes later its first stage came back down toward a 25,000-ton ship at sea. It did not land. Hooks on the falling booster snagged a net of tensioned steel wires strung across the deck, the wires riding robotic rails that slid into place to meet it. No landing legs. No touchdown. A rocket plucked out of its own descent by a moving net, on the maiden flight of a brand-new vehicle. No one handed China this. SpaceX guards its rocket tech as “trade secrets”, not “patents”, precisely so it cannot be read and copied. China watched a decade of public flights and then built an entirely different machine to reach the same prize, catching instead of landing, which sheds the heavy legs and spares the fuel a soft touchdown burns to hover. And this was never about cheaper satellites, though it delivers those too, feeding the thousands of birds in China's Starlink rival. Its deeper purpose is the Moon. That booster shares its core with the rocket meant to land Chinese astronauts on the lunar surface by 2030. In the same season, America's own Moon rocket, Starship, has flown 12 times and still has not shown the single maneuver its lunar plan depends on. One flight does not dethrone SpaceX. It has landed hundreds. What ended today is not SpaceX's lead. It is Uncle Sam’s belief that it owns the only road to the Moon. The piece works out which way of coming home actually wins.

Shanaka Anslem Perera ⚡

2,628,585 просмотров • 27 дней назад

Elon Musk: Our goal is to fly Starship like an aircraft. “In order to achieve full reusability, everything's got to be perfect. The engines, the structure, the avionics, the choice of propellant. You've got to go to extreme measures for mass optimization, which is why we have the tower catch the rocket. Instead of putting on landing legs, which are heavy, the rocket can simply be caught by the tower. And we haven't achieved full reusability yet, but we do expect to achieve that hopefully later this year with Starship. If you're going to go a step beyond that, which is to make it rapidly reusable such that the rocket lands, it gets caught by the tower, gets put back on the launch stand and can be flown again without any refurbishment or laborious inspection. Like an aircraft. Yeah, this is incredibly difficult. This is the first time that there's ever been a rocket where that is possible. That's what makes Starship so profound.” Source: AI Satellite presentation, SpaceX, June 8, 2026

Elon Musk: Our goal is to fly Starship like an aircraft. “In order to achieve full reusability, everything's got to be perfect. The engines, the structure, the avionics, the choice of propellant. You've got to go to extreme measures for mass optimization, which is why we have the tower catch the rocket. Instead of putting on landing legs, which are heavy, the rocket can simply be caught by the tower. And we haven't achieved full reusability yet, but we do expect to achieve that hopefully later this year with Starship. If you're going to go a step beyond that, which is to make it rapidly reusable such that the rocket lands, it gets caught by the tower, gets put back on the launch stand and can be flown again without any refurbishment or laborious inspection. Like an aircraft. Yeah, this is incredibly difficult. This is the first time that there's ever been a rocket where that is possible. That's what makes Starship so profound.” Source: AI Satellite presentation, SpaceX, June 8, 2026

ELON CLIPS

19,272 просмотров • 1 месяц назад

LIST OF ALL STARSHIP FLIGHTS IN ORDER • Back on April 20, 2023, Starship Flight 1 blasted off with an explosive debut – it lifted off strong but lost control and broke apart minutes later. • November 18, 2023’s Flight 2 pulled off the first hot-staging separation successfully, sending the ship higher even though neither stage survived to the end. • On March 14, 2024, Flight 3 reached space for the first time, completed major test objectives, and proved real progress despite a rough reentry. • June 6, 2024 brought Flight 4 and the first controlled soft splashdowns for both booster and ship – reusability was starting to feel within reach. • October 13, 2024’s Flight 5 was unforgettable: they caught the returning Super Heavy booster with the tower arms on the very first try. • November 19, 2024 saw Flight 6 carry the first payload to space and nail a beautiful daylight ship splashdown in the ocean. • January 16, 2025 marked Flight 7 and the Block 2 era – another booster catch but the ship was lost to a propellant issue. • March 6, 2025 on Flight 8 delivered yet another successful tower catch despite some engine trouble on the booster. • May 27, 2025’s Flight 9 pushed the limits of booster reuse but ran into landing problems, while the ship faced its own reentry challenges. • August 26, 2025 Flight 10 shone bright with successful satellite deployment, an in-space engine relight, and a spot-on ship splashdown. • October 13, 2025’s Flight 11 wrapped up the Block 2 program on a high with excellent reentry performance and precise targeting. • May 22, 2026 brought Flight 12 with the new V3 Starship launching from Pad 2 – it deployed payloads and had the ship mostly ace its profile, though the booster had a tough ocean impact. Clip: Nic Cruz Patane

🌋🌋 Deep₿lueCrypto 🌋🌋

35,814 просмотров • 2 месяцев назад

WHY THE CHOPSTICKS SYSTEM WILL LEAD US INTO A MULTI PLANETARY SPECIES SpaceX’s "chopsticks" has officially redefined how rockets return to Earth, solving a key issue with the Super Heavy booster landings. By catching the rocket mid-air, this system eliminates the need for landing legs, drastically reducing the booster’s mass and fuel consumption while increasing payload capacity. This advancement allows for quicker reuse of rockets, cutting down both maintenance time and costs. The solution is more than just an engineering feat—it marks a critical shift in space travel’s future. By perfecting rocket reusability, SpaceX is breaking down barriers to space exploration, making missions more affordable and sustainable. It brings humanity closer to frequent space travel, allowing businesses, researchers, and even individuals to explore new frontiers, with a long-term vision of life beyond Earth. Video Source: Sawyer Merritt

WHY THE CHOPSTICKS SYSTEM WILL LEAD US INTO A MULTI PLANETARY SPECIES SpaceX’s "chopsticks" has officially redefined how rockets return to Earth, solving a key issue with the Super Heavy booster landings. By catching the rocket mid-air, this system eliminates the need for landing legs, drastically reducing the booster’s mass and fuel consumption while increasing payload capacity. This advancement allows for quicker reuse of rockets, cutting down both maintenance time and costs. The solution is more than just an engineering feat—it marks a critical shift in space travel’s future. By perfecting rocket reusability, SpaceX is breaking down barriers to space exploration, making missions more affordable and sustainable. It brings humanity closer to frequent space travel, allowing businesses, researchers, and even individuals to explore new frontiers, with a long-term vision of life beyond Earth. Video Source: Sawyer Merritt

Mario Nawfal

220,820 просмотров • 1 год назад

Here is one of our experimental 3D printed Hadfield liquid rocket engines going through some thrust vector control (TVC) profiles! As we scale to our first light-lift orbital launch vehicle, Tundra, and then our medium-lift reusable launch vehicle, Titan, precise control of the rocket at every phase of flight is critical to mission success. Guiding a rocket to orbit, and eventually back to Earth, demands close coordination across every sub-team. Some of the key challenges we’re tackling: ➡️ Reliable & repeatable TVC actuation: ensuring the engine gimbal responds consistently across every test and flight ➡️ High-frequency control loops: real-time systems that keep the vehicle stable from liftoff to orbital insertion ➡️ Propellant sloshing: accounting for the movement of fluids in tanks and its effect on vehicle dynamics ➡️ Wind shear compensation: countering atmospheric disturbances during ascent ➡️ Structural bending & flex modes: managing how the vehicle’s primary structure responds to aerodynamic and thrust loads ➡️ Precision payload delivery: hitting the exact target orbit, every time Our team at NordSpace has been advancing our propulsion systems on many fronts, as we work to unveil our orbital-scale, pump-fed Hadfield and Garneau rocket engines in the near future — the engines that will carry Canada to orbit for the first time, and unlock sovereign access to space. Check out some of our rocket hardware, meet our engineers, join over 400 attendees and over 40 speakers at the Canadian Space Launch Conference, taking place this May 5th in Ottawa. National Defence Defence Research and Development Canada Canadian Space Agency NSERC / CRSNG

Here is one of our experimental 3D printed Hadfield liquid rocket engines going through some thrust vector control (TVC) profiles! As we scale to our first light-lift orbital launch vehicle, Tundra, and then our medium-lift reusable launch vehicle, Titan, precise control of the rocket at every phase of flight is critical to mission success. Guiding a rocket to orbit, and eventually back to Earth, demands close coordination across every sub-team. Some of the key challenges we’re tackling: ➡️ Reliable & repeatable TVC actuation: ensuring the engine gimbal responds consistently across every test and flight ➡️ High-frequency control loops: real-time systems that keep the vehicle stable from liftoff to orbital insertion ➡️ Propellant sloshing: accounting for the movement of fluids in tanks and its effect on vehicle dynamics ➡️ Wind shear compensation: countering atmospheric disturbances during ascent ➡️ Structural bending & flex modes: managing how the vehicle’s primary structure responds to aerodynamic and thrust loads ➡️ Precision payload delivery: hitting the exact target orbit, every time Our team at NordSpace has been advancing our propulsion systems on many fronts, as we work to unveil our orbital-scale, pump-fed Hadfield and Garneau rocket engines in the near future — the engines that will carry Canada to orbit for the first time, and unlock sovereign access to space. Check out some of our rocket hardware, meet our engineers, join over 400 attendees and over 40 speakers at the Canadian Space Launch Conference, taking place this May 5th in Ottawa. National Defence Defence Research and Development Canada Canadian Space Agency NSERC / CRSNG

NordSpace 🇨🇦

48,941 просмотров • 5 месяцев назад

🚨🇺🇸 SpaceX just rolled out a complete overhaul with Starship V3, the version Elon believes will actually work. Almost every major system on the vehicle has been redesigned from the ground up. Key changes debuting with V3: -Engines: Full design overhaul of the Raptor engines powering both Super Heavy and the Starship spacecraft -Fins: Alterations to the "gridfins" that guide the booster during landing -Hot-staging: Reworked hardware at the booster-ship separation point for better mid-flight protection -Fuel line: Redesigned "fuel transfer tube" enabling all 33 engines to ignite simultaneously and faster -Thermal protection: Large shrouds covering Raptor engines removed and replaced with targeted shielding -Propulsion system: Completely reimagined Starship spacecraft propulsion with larger propellant tanks -Satellite dispenser: New actuators and inverters increasing deployment speed for each satellite -Docking mechanism: New cone-shaped "docking drogues" for in-orbit Starship-to-Starship docking and propellant transfer That last piece is the most important. On-orbit refueling is the holy grail that makes deep space travel possible. Once Starships can dock and refuel each other in space, the moon becomes a weekend trip and Mars becomes a real destination. V3 is the architectural beginning of an interplanetary transit system. Source: NSF - NASASpaceflight.com SpaceX

🚨🇺🇸 SpaceX just rolled out a complete overhaul with Starship V3, the version Elon believes will actually work. Almost every major system on the vehicle has been redesigned from the ground up. Key changes debuting with V3: -Engines: Full design overhaul of the Raptor engines powering both Super Heavy and the Starship spacecraft -Fins: Alterations to the "gridfins" that guide the booster during landing -Hot-staging: Reworked hardware at the booster-ship separation point for better mid-flight protection -Fuel line: Redesigned "fuel transfer tube" enabling all 33 engines to ignite simultaneously and faster -Thermal protection: Large shrouds covering Raptor engines removed and replaced with targeted shielding -Propulsion system: Completely reimagined Starship spacecraft propulsion with larger propellant tanks -Satellite dispenser: New actuators and inverters increasing deployment speed for each satellite -Docking mechanism: New cone-shaped "docking drogues" for in-orbit Starship-to-Starship docking and propellant transfer That last piece is the most important. On-orbit refueling is the holy grail that makes deep space travel possible. Once Starships can dock and refuel each other in space, the moon becomes a weekend trip and Mars becomes a real destination. V3 is the architectural beginning of an interplanetary transit system. Source: NSF - NASASpaceflight.com SpaceX

Mario Nawfal

152,934 просмотров • 2 месяцев назад

Watching Starship Flight 13 yesterday made me incredibly proud to be an American. 🇺🇸 Love him or hate him, there has only been one Steve Jobs. There has only been one Henry Ford. There has only been one Thomas Edison. And there is only one Elon Musk. America has always been the place where people with impossible ideas come to build them. That’s what has made this country so special and the leader of entrepreneurship for generations. Yesterday was another reminder of that for me. SpaceX launched Starship Flight 13, successfully deployed 20 next-generation Starlink V3 satellites, restarted a Raptor engine in space, and brought Starship back through one of its BEST reentries yet before making its softest, most controlled splashdown ever in the Indian Ocean. The ship remained intact after landing, giving SpaceX another huge amount of real-world data to improve reusability. However, the Super Heavy booster didn’t complete its planned landing bc not enough engines relit for the final burn, but that’s exactly why these are called TEST flights… every flight teaches the team something new. Starship’s landing was so controlled that it makes me confident we’re getting closer to seeing the first catch of the ship by the launch tower. Whether that’s the very next flight or one after that, the progress is what’s is impossible to ignore. This is why I love America. It’s still the country where people are willing to bet everything on ideas that most of the world says can’t be done. The rest of the world watches these launches because they know history is being written in real time right now. We don’t have to agree on everything to appreciate what we’re witnessing. Starship is humanity building the transportation system that could one day make life multiplanetary. Right now is the best time to be alive, especially an American.

Watching Starship Flight 13 yesterday made me incredibly proud to be an American. 🇺🇸 Love him or hate him, there has only been one Steve Jobs. There has only been one Henry Ford. There has only been one Thomas Edison. And there is only one Elon Musk. America has always been the place where people with impossible ideas come to build them. That’s what has made this country so special and the leader of entrepreneurship for generations. Yesterday was another reminder of that for me. SpaceX launched Starship Flight 13, successfully deployed 20 next-generation Starlink V3 satellites, restarted a Raptor engine in space, and brought Starship back through one of its BEST reentries yet before making its softest, most controlled splashdown ever in the Indian Ocean. The ship remained intact after landing, giving SpaceX another huge amount of real-world data to improve reusability. However, the Super Heavy booster didn’t complete its planned landing bc not enough engines relit for the final burn, but that’s exactly why these are called TEST flights… every flight teaches the team something new. Starship’s landing was so controlled that it makes me confident we’re getting closer to seeing the first catch of the ship by the launch tower. Whether that’s the very next flight or one after that, the progress is what’s is impossible to ignore. This is why I love America. It’s still the country where people are willing to bet everything on ideas that most of the world says can’t be done. The rest of the world watches these launches because they know history is being written in real time right now. We don’t have to agree on everything to appreciate what we’re witnessing. Starship is humanity building the transportation system that could one day make life multiplanetary. Right now is the best time to be alive, especially an American.

Teslaconomics

88,115 просмотров • 12 дней назад

Spoiler warning on why regulations are written in blood - the checklist debacle that caused one of Canada´s worst aircrashes was OTD, 56 years ago July 6 1970: Air Canada 621, a DC-8, crashes in Toronto (Canada), and all 109 aboard die. After a hard landing, the #4 engine and part of the wing fell. The crew was attempting a go-around when the jet exploded. The investigation pointed out issues with SOP related to the deployment of ground spoilers. More details on this accident below, which is a textbook example on “why” not to invent regarding SOP, in this case regarding lift spoilers, a device which is activated on landing to reduce lift and slow the aircraft. The crew of Air Canada 621 (Captain Hamilton and First Officer Rowland) had an informal arrangement to handle spoilers differently depending on who was flying, deviating from standard procedure. The landing flare reduces descent just before touchdown, and if spoilers are armed, they deploy automatically upon landing. Instead of arming them during the pre-landing checklist as required, the captain favored deploying them only after touchdown, while the co-pilot preferred doing so during the landing flare. Both procedures were unauthorized. During this flight, the captain was landing and asked for spoilers during the flare, which was unusual. The first officer mistakenly deployed them, instead of arming them, causing a sudden loss of lift. The aircraft hit the runway hard, damaging an engine and the wing, but managed to take off again for a go-around. However, fuel leaks ignited, leading to multiple explosions that destroyed the right wing. The aircraft went into an irrecoverable dive and impacted a field, killing all aboard instantly. As expected, the enquiry focused on crew actions. Eight recommendations were made, including redesigning the spoiler activation lever so it cannot be used during flight, strengthening the DC-8’s wings and fuel tanks, and updating Air Canada’s training and operating manuals to clearly define proper spoiler arming and deployment procedures. Video is an extract from the Disaster Breakdown excellent video on the occurrence, titled “Did This Small Mistake Kill Everyone?” (don´t forget to go see it and drop them a like and subscribe)

Spoiler warning on why regulations are written in blood - the checklist debacle that caused one of Canada´s worst aircrashes was OTD, 56 years ago July 6 1970: Air Canada 621, a DC-8, crashes in Toronto (Canada), and all 109 aboard die. After a hard landing, the #4 engine and part of the wing fell. The crew was attempting a go-around when the jet exploded. The investigation pointed out issues with SOP related to the deployment of ground spoilers. More details on this accident below, which is a textbook example on “why” not to invent regarding SOP, in this case regarding lift spoilers, a device which is activated on landing to reduce lift and slow the aircraft. The crew of Air Canada 621 (Captain Hamilton and First Officer Rowland) had an informal arrangement to handle spoilers differently depending on who was flying, deviating from standard procedure. The landing flare reduces descent just before touchdown, and if spoilers are armed, they deploy automatically upon landing. Instead of arming them during the pre-landing checklist as required, the captain favored deploying them only after touchdown, while the co-pilot preferred doing so during the landing flare. Both procedures were unauthorized. During this flight, the captain was landing and asked for spoilers during the flare, which was unusual. The first officer mistakenly deployed them, instead of arming them, causing a sudden loss of lift. The aircraft hit the runway hard, damaging an engine and the wing, but managed to take off again for a go-around. However, fuel leaks ignited, leading to multiple explosions that destroyed the right wing. The aircraft went into an irrecoverable dive and impacted a field, killing all aboard instantly. As expected, the enquiry focused on crew actions. Eight recommendations were made, including redesigning the spoiler activation lever so it cannot be used during flight, strengthening the DC-8’s wings and fuel tanks, and updating Air Canada’s training and operating manuals to clearly define proper spoiler arming and deployment procedures. Video is an extract from the Disaster Breakdown excellent video on the occurrence, titled “Did This Small Mistake Kill Everyone?” (don´t forget to go see it and drop them a like and subscribe)

Francisco Cunha

29,127 просмотров • 1 месяц назад

🚨🇷🇺 “Russia will run out of tanks in 3 days” — the West’s lie exposed Western analysts who recently claimed Russia had “three days of tanks left” are now admitting something very different. By the end of 2025, Russia has MORE ARMORED VEHICLES than it had at the start of 2022. What makes this more revealing is that these conclusions directly contradict years of claims about “running out of tanks” and an allegedly forced shift to small infantry infiltration tactics. Several key factors stand out. 🔸 Losses are being offset faster than expected Vehicle losses are compensated not only through new production, but through a well-organized recovery and repair system. Russian repair and evacuation units operate almost as a separate service branch. Damaged vehicles are often pulled off the battlefield before an area is fully taken and returned to service within weeks — sometimes within DAYS. 🔸 Territorial control changes the math When you hold the battlefield, you recover your own damaged equipment and capture enemy hardware. The opponent, by contrast, abandons and writes off theirs. This is basic WAR MATHEMATICS that was widely ignored for years. 🔸 Repair and modernization beat stockpile myths The focus on repair and upgrades has proven more effective than endless claims about depleted Soviet-era reserves. Instead of “running out,” armored fleets are being recycled, modernized, and sustained. The picture that emerges is uncomfortable for many narratives. Russia’s armored force isn’t collapsing — it’s being SUSTAINED AND REBUILT. If the tank shortage was wrong, what else was misjudged?

🚨🇷🇺 “Russia will run out of tanks in 3 days” — the West’s lie exposed Western analysts who recently claimed Russia had “three days of tanks left” are now admitting something very different. By the end of 2025, Russia has MORE ARMORED VEHICLES than it had at the start of 2022. What makes this more revealing is that these conclusions directly contradict years of claims about “running out of tanks” and an allegedly forced shift to small infantry infiltration tactics. Several key factors stand out. 🔸 Losses are being offset faster than expected Vehicle losses are compensated not only through new production, but through a well-organized recovery and repair system. Russian repair and evacuation units operate almost as a separate service branch. Damaged vehicles are often pulled off the battlefield before an area is fully taken and returned to service within weeks — sometimes within DAYS. 🔸 Territorial control changes the math When you hold the battlefield, you recover your own damaged equipment and capture enemy hardware. The opponent, by contrast, abandons and writes off theirs. This is basic WAR MATHEMATICS that was widely ignored for years. 🔸 Repair and modernization beat stockpile myths The focus on repair and upgrades has proven more effective than endless claims about depleted Soviet-era reserves. Instead of “running out,” armored fleets are being recycled, modernized, and sustained. The picture that emerges is uncomfortable for many narratives. Russia’s armored force isn’t collapsing — it’s being SUSTAINED AND REBUILT. If the tank shortage was wrong, what else was misjudged?

NewRulesGeopolitics

35,063 просмотров • 6 месяцев назад

NordSpace is proud to announce another major orbital launch program milestone. Alongside our ongoing orbital hardware development, we have successfully completed the high-fidelity trajectory and flight dynamics model for our Tundra orbital rocket after 2 years of intense design effort, thousands of simulations, and hundreds of physical tests. This high-fidelity model is far more than a simulation milestone or simply selecting the vehicle's capabilities. It is the cornerstone of the entire vehicle design loop, the foundation required for regulatory commercial flight approval, and the only way to confidently predict and guarantee the performance required to achieve orbit. It integrates detailed aerodynamics, structural loads, propulsion constraints, flight mechanics, guidance, navigation, and control, and much more into a single unified framework that will guide every major design decision moving forward. Crossing this milestone gives us the ability to continue to rapidly advance the engineering efforts behind our orbital launch architecture from engines and tanks, to GNC and GSE. Uniquely, we're focused on a lot more than just a light-lift vehicle. Our entire architecture is based upon selecting key technologies and design pathways that result in the most efficient progression from Tundra (500 kg to LEO, 350 kg to SSO) to Titan, our reusable medium lift vehicle (5,000 kg to LEO, 3,500 kg to SSO). Our architecture even allows for the option to extend Tundra without major modifications to a Tundra+ variant, allowing for 1,100 kg to LEO and 850 kg to SSO. It is crucial to balance the thousands of variables and parameters that go into selecting a scalable and flexible architecture which benefits from the flight heritage of decades of rocket development before us, while also ensuring the capability is globally competitive and domestically relevant to Canada. Our Atlantic Spaceport Complex (ASX) in Newfoundland and Labrador will be experiencing significant growth, investment and construction over the coming year as it prepares to host Tundra's launches. Owning and operating our own infrastructure and manufacturing facilities, end-to-end, enables the maximum level of flexibility and efficiency we need to meet Canada's timelines to develop sovereign space launch. Let's launch the north! Transport Canada National Defence Defence Research and Development Canada Canadian Space Agency

NordSpace is proud to announce another major orbital launch program milestone. Alongside our ongoing orbital hardware development, we have successfully completed the high-fidelity trajectory and flight dynamics model for our Tundra orbital rocket after 2 years of intense design effort, thousands of simulations, and hundreds of physical tests. This high-fidelity model is far more than a simulation milestone or simply selecting the vehicle's capabilities. It is the cornerstone of the entire vehicle design loop, the foundation required for regulatory commercial flight approval, and the only way to confidently predict and guarantee the performance required to achieve orbit. It integrates detailed aerodynamics, structural loads, propulsion constraints, flight mechanics, guidance, navigation, and control, and much more into a single unified framework that will guide every major design decision moving forward. Crossing this milestone gives us the ability to continue to rapidly advance the engineering efforts behind our orbital launch architecture from engines and tanks, to GNC and GSE. Uniquely, we're focused on a lot more than just a light-lift vehicle. Our entire architecture is based upon selecting key technologies and design pathways that result in the most efficient progression from Tundra (500 kg to LEO, 350 kg to SSO) to Titan, our reusable medium lift vehicle (5,000 kg to LEO, 3,500 kg to SSO). Our architecture even allows for the option to extend Tundra without major modifications to a Tundra+ variant, allowing for 1,100 kg to LEO and 850 kg to SSO. It is crucial to balance the thousands of variables and parameters that go into selecting a scalable and flexible architecture which benefits from the flight heritage of decades of rocket development before us, while also ensuring the capability is globally competitive and domestically relevant to Canada. Our Atlantic Spaceport Complex (ASX) in Newfoundland and Labrador will be experiencing significant growth, investment and construction over the coming year as it prepares to host Tundra's launches. Owning and operating our own infrastructure and manufacturing facilities, end-to-end, enables the maximum level of flexibility and efficiency we need to meet Canada's timelines to develop sovereign space launch. Let's launch the north! Transport Canada National Defence Defence Research and Development Canada Canadian Space Agency

NordSpace 🇨🇦

27,397 просмотров • 8 месяцев назад

Imagine if someone told you have to catch the biggest flying object in the world as it's falls back to Earth faster than a speeding bullet, all so it can get reused and can be launched again back into space. I bet most people would throw in the towel right there, shaking their heads like, "No way, that's impossible." But not Elon. I’m talking about SpaceX's Starship, THE vehicle that will be used to make life multiplanetary. Back in October 2024, during their fifth test flight, Elon's team pulled off something straight out of a sci-fi movie. The Super Heavy booster, the bottom part of the rocket, towering over 200 feet tall, blasted off from their Starbase in Texas, sent the upper stage soaring, and then came roaring back. Instead of letting it splash down in the ocean or crash, they caught it mid-air with these giant mechanical arms on the launch tower, nicknamed "Mechazilla,” bringing it to a gentle stop. It was the first time ever, and it worked flawlessly on the very first try. What people don’t realize is each catch saves $ millions in costs, makes space travel cheaper, and gets us one step closer to putting people on Mars or the Moon for good. Reusable rockets is like re-charging your Tesla, instead of buying a new one after every trip. It's game changer for humanity's future. What inspires me about Elon is that drive… it’s unlike anything I’ve ever seen. I would say I’m very driven, but this man is at a different level. Most people see “impossible” and step back, but Elon sees “impossible” and goes head in first. And history always changes bc of the ones that do the impossible. And I believe history will recognize Elon as the greatest entrepreneur in history.

Imagine if someone told you have to catch the biggest flying object in the world as it's falls back to Earth faster than a speeding bullet, all so it can get reused and can be launched again back into space. I bet most people would throw in the towel right there, shaking their heads like, "No way, that's impossible." But not Elon. I’m talking about SpaceX's Starship, THE vehicle that will be used to make life multiplanetary. Back in October 2024, during their fifth test flight, Elon's team pulled off something straight out of a sci-fi movie. The Super Heavy booster, the bottom part of the rocket, towering over 200 feet tall, blasted off from their Starbase in Texas, sent the upper stage soaring, and then came roaring back. Instead of letting it splash down in the ocean or crash, they caught it mid-air with these giant mechanical arms on the launch tower, nicknamed "Mechazilla,” bringing it to a gentle stop. It was the first time ever, and it worked flawlessly on the very first try. What people don’t realize is each catch saves $ millions in costs, makes space travel cheaper, and gets us one step closer to putting people on Mars or the Moon for good. Reusable rockets is like re-charging your Tesla, instead of buying a new one after every trip. It's game changer for humanity's future. What inspires me about Elon is that drive… it’s unlike anything I’ve ever seen. I would say I’m very driven, but this man is at a different level. Most people see “impossible” and step back, but Elon sees “impossible” and goes head in first. And history always changes bc of the ones that do the impossible. And I believe history will recognize Elon as the greatest entrepreneur in history.

Teslaconomics

13,803 просмотров • 5 месяцев назад

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

145,990 просмотров • 27 дней назад

💥 This is an online briefing circulating about the incident (The incident site was only about four miles from Zhongnanhai) : Incident No.: 2026-06-26-STFS-01 Incident Type: Suspected crash after loss of contact during general aviation local training Date of Incident: June 26, 2026 Time of Incident: 17:30–17:40 Location: Beijing Shifosi General Aviation Airport and the airspace near the East Fifth Ring Road to its west Operating Unit: Dongshi Shuangyue (Beijing) General Aviation Co., Ltd. Aircraft Information: Registration No. B-12PP Flight Personnel: Liu Junhua, a club member conducting a local solo flight I. Flight Overview This was a solo training flight by a club member within the local airspace, with the planned training subject being local takeoffs and landings. At 17:30, the aircraft took off normally from Shifosi Airport. At 17:40, as the crew prepared to return for landing and join the westbound traffic pattern for Runway 18, abnormal control behavior occurred. The aircraft did not properly enter the local traffic pattern. Instead, it continued maintaining a heading of 270 degrees due west and flew beyond the local controlled airspace. Local ADS-B monitoring continued until the aircraft reached the area near Beijing’s East Fifth Ring Road, after which its signal disappeared. The ground control tower then coordinated with regional approach control and Air Force control authorities, making repeated radio calls, but received no response. The aircraft lost contact. II. Key Timeline At 17:30, B-12PP took off from Shifosi Airport for a local solo training flight. At 17:40, it prepared to join the west-side traffic pattern for Runway 18 for approach and landing. The aircraft’s heading became abnormal, continuing on a 270-degree heading and flying westward out of the local airspace. The flight track reached the area near the East Fifth Ring Road, where the ADS-B signal was lost. Approach control and Air Force control were contacted, but the aircraft never responded by radio and was considered missing. III. Preliminary Risk and Problem Analysis Insufficient solo-flight control: The member was flying alone, without instructor monitoring, meaning there was no condition for intervention or emergency handling once a special situation occurred. Severe deviation from the flight pattern: During the approach phase, the aircraft failed to fly according to the standard traffic pattern. Its heading continued to deviate, causing it to cross the boundary and enter sensitive airspace over the city. Complete failure of communication and surveillance: ADS-B and radio communication failed, creating extremely high risk. Serious airspace safety hazard: A low-altitude general aviation aircraft crossed the boundary into the airspace above a built-up urban area, posing major safety risks on the ground. IV. Possible Causes Pending confirmation by official investigation Human factors: Pilot error, spatial disorientation, physical incapacitation, etc. Mechanical failure: Failure of the flight control system, engine, or electrical system, causing the heading to become uncorrectable and communication/surveillance to be interrupted. Equipment failure: Failure of ADS-B or the radio transponder, resulting in loss of signal and inability to establish contact. Some people online also found a photo of a Liu Junhua who is deputy general manager of the Discretionary Mandate and Solutions Department at CITIC Bank’s Asset Management Business Center, and claimed that she was the aircraft’s pilot. The building that was struck, China Zun — also known as CITIC Tower — is precisely where CITIC Group is headquartered. However, others have come forward saying that the pilot was not the Liu Junhua from CITIC. There are also two LinkedIn photos of Liu Junhua from CITIC in the comment section.

💥 This is an online briefing circulating about the incident (The incident site was only about four miles from Zhongnanhai) : Incident No.: 2026-06-26-STFS-01 Incident Type: Suspected crash after loss of contact during general aviation local training Date of Incident: June 26, 2026 Time of Incident: 17:30–17:40 Location: Beijing Shifosi General Aviation Airport and the airspace near the East Fifth Ring Road to its west Operating Unit: Dongshi Shuangyue (Beijing) General Aviation Co., Ltd. Aircraft Information: Registration No. B-12PP Flight Personnel: Liu Junhua, a club member conducting a local solo flight I. Flight Overview This was a solo training flight by a club member within the local airspace, with the planned training subject being local takeoffs and landings. At 17:30, the aircraft took off normally from Shifosi Airport. At 17:40, as the crew prepared to return for landing and join the westbound traffic pattern for Runway 18, abnormal control behavior occurred. The aircraft did not properly enter the local traffic pattern. Instead, it continued maintaining a heading of 270 degrees due west and flew beyond the local controlled airspace. Local ADS-B monitoring continued until the aircraft reached the area near Beijing’s East Fifth Ring Road, after which its signal disappeared. The ground control tower then coordinated with regional approach control and Air Force control authorities, making repeated radio calls, but received no response. The aircraft lost contact. II. Key Timeline At 17:30, B-12PP took off from Shifosi Airport for a local solo training flight. At 17:40, it prepared to join the west-side traffic pattern for Runway 18 for approach and landing. The aircraft’s heading became abnormal, continuing on a 270-degree heading and flying westward out of the local airspace. The flight track reached the area near the East Fifth Ring Road, where the ADS-B signal was lost. Approach control and Air Force control were contacted, but the aircraft never responded by radio and was considered missing. III. Preliminary Risk and Problem Analysis Insufficient solo-flight control: The member was flying alone, without instructor monitoring, meaning there was no condition for intervention or emergency handling once a special situation occurred. Severe deviation from the flight pattern: During the approach phase, the aircraft failed to fly according to the standard traffic pattern. Its heading continued to deviate, causing it to cross the boundary and enter sensitive airspace over the city. Complete failure of communication and surveillance: ADS-B and radio communication failed, creating extremely high risk. Serious airspace safety hazard: A low-altitude general aviation aircraft crossed the boundary into the airspace above a built-up urban area, posing major safety risks on the ground. IV. Possible Causes Pending confirmation by official investigation Human factors: Pilot error, spatial disorientation, physical incapacitation, etc. Mechanical failure: Failure of the flight control system, engine, or electrical system, causing the heading to become uncorrectable and communication/surveillance to be interrupted. Equipment failure: Failure of ADS-B or the radio transponder, resulting in loss of signal and inability to establish contact. Some people online also found a photo of a Liu Junhua who is deputy general manager of the Discretionary Mandate and Solutions Department at CITIC Bank’s Asset Management Business Center, and claimed that she was the aircraft’s pilot. The building that was struck, China Zun — also known as CITIC Tower — is precisely where CITIC Group is headquartered. However, others have come forward saying that the pilot was not the Liu Junhua from CITIC. There are also two LinkedIn photos of Liu Junhua from CITIC in the comment section.

Inconvenient Truths — Jennifer Zeng Reports

433,155 просмотров • 1 месяц назад

🚨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

1,045,627 просмотров • 5 месяцев назад

‘How a paperclip saved a $750 million aircraft.’ April 30, 1966. The moment had come. Test pilots Al White and Joe Cotton were poised to push the XB-70 #20207 Valkyrie through its final trial: a grueling 30-minute sprint at Mach 3, the last step toward earning the elusive “unlimited” status. All systems were go—until they weren’t. Shortly after takeoff, Cotton retracted the gear. A sickening jolt followed—the nose gear jammed hard into its door. Suddenly, what had begun as a routine test flight spiraled into a high-stakes emergency. Attempts to lower the gear via the primary hydraulic system failed. Switching to the backup electrical system, Cotton heard a sharp pop. Dead. The system was gone. A belly landing wasn’t just risky—it was impossible. The Valkyrie's long, elegant nose and wide intake geometry left no clearance for such a maneuver. North American engineers hadn’t even simulated one. White tried a desperate move—bringing the XB-70 down for a touch-and-go, hoping the impact would jar the gear free. Nothing. He tried again. Still jammed. Options were running out. Bailing out and sacrificing the $750 million prototype loomed as the only choice. But there was fuel to burn, and hope to chase. As engineers on the ground scrambled through diagrams and wiring charts, White and Cotton circled above Edwards Air Force Base, each minute ratcheting up the pressure. Cotton crawled to the rear of the cockpit, opening service panels and probing systems like a surgeon mid-flight. After more than an hour of diagnosis—and nearly two hours in the air—the culprit was found: a tripped circuit breaker. But fixing it was another problem. The Valkyrie had no onboard toolkit. Yet Cotton had brought his briefcase. Inside—an unlikely hero—a paperclip. He straightened it, gripped it with a leather glove, and carefully reached in. ZAP! The breaker came to life. White hit the switch—and the nose gear extended. It worked. Cotton dropped back into his seat, exhausted but victorious. The drama wasn't over. When the Valkyrie finally came down at 173 knots, the earlier malfunction showed its final consequence: hydraulic pressure had stayed locked on three of the four main wheel brakes. As the tires touched down, they couldn’t spin. The result was catastrophic—intense friction ignited the rubber, and the XB-70's massive landing gear tires erupted in flames. The main gear bogies were severely damaged. Still, the plane remained upright. The Valkyrie lived to fly again—though it would take two weeks to repair the scorched gear. It was a steep price, but far better than losing a one-of-a-kind marvel of engineering. It took me a several hours to restore and upscale the archive video enjoy! No sound.

‘How a paperclip saved a $750 million aircraft.’ April 30, 1966. The moment had come. Test pilots Al White and Joe Cotton were poised to push the XB-70 #20207 Valkyrie through its final trial: a grueling 30-minute sprint at Mach 3, the last step toward earning the elusive “unlimited” status. All systems were go—until they weren’t. Shortly after takeoff, Cotton retracted the gear. A sickening jolt followed—the nose gear jammed hard into its door. Suddenly, what had begun as a routine test flight spiraled into a high-stakes emergency. Attempts to lower the gear via the primary hydraulic system failed. Switching to the backup electrical system, Cotton heard a sharp pop. Dead. The system was gone. A belly landing wasn’t just risky—it was impossible. The Valkyrie's long, elegant nose and wide intake geometry left no clearance for such a maneuver. North American engineers hadn’t even simulated one. White tried a desperate move—bringing the XB-70 down for a touch-and-go, hoping the impact would jar the gear free. Nothing. He tried again. Still jammed. Options were running out. Bailing out and sacrificing the $750 million prototype loomed as the only choice. But there was fuel to burn, and hope to chase. As engineers on the ground scrambled through diagrams and wiring charts, White and Cotton circled above Edwards Air Force Base, each minute ratcheting up the pressure. Cotton crawled to the rear of the cockpit, opening service panels and probing systems like a surgeon mid-flight. After more than an hour of diagnosis—and nearly two hours in the air—the culprit was found: a tripped circuit breaker. But fixing it was another problem. The Valkyrie had no onboard toolkit. Yet Cotton had brought his briefcase. Inside—an unlikely hero—a paperclip. He straightened it, gripped it with a leather glove, and carefully reached in. ZAP! The breaker came to life. White hit the switch—and the nose gear extended. It worked. Cotton dropped back into his seat, exhausted but victorious. The drama wasn't over. When the Valkyrie finally came down at 173 knots, the earlier malfunction showed its final consequence: hydraulic pressure had stayed locked on three of the four main wheel brakes. As the tires touched down, they couldn’t spin. The result was catastrophic—intense friction ignited the rubber, and the XB-70's massive landing gear tires erupted in flames. The main gear bogies were severely damaged. Still, the plane remained upright. The Valkyrie lived to fly again—though it would take two weeks to repair the scorched gear. It was a steep price, but far better than losing a one-of-a-kind marvel of engineering. It took me a several hours to restore and upscale the archive video enjoy! No sound.

Puddle Jumper 🦨

248,771 просмотров • 1 год назад

After years of development, testing and refinement, we are printing one of our last Hadfield-10 rocket engines, a bittersweet moment 🫡 More of our team is transitioning toward getting our much larger orbital-class Hadfield-100 engine ready for the test stand, and getting Canada to orbit for the first time with our Tundra rocket. The pressure-fed Hadfield-10 series has been the backbone of NordSpace's propulsion program since our earliest days. It's the engine that proved we could design, manufacture, test and fly liquid rocket engines from scratch, entirely in-house, at the pace necessary to reach orbit. It powered our first successful hot-fire tests, survived our most demanding qualification campaigns, and gave our team the hard-won knowledge that no textbook or simulation could provide. It also powers our Taiga sub-orbital vehicle, which is taking flight in a few weeks. Every experimental lesson learned in its development from combustion stability, regenerative cooling, additive manufacturing, and test operations lives on in what comes next. That knowledge now flows directly into our turbopump fed Hadfield-100 engine, the most powerful rocket engine in Canadian history. Designed to power our orbital Tundra rocket to deliver 500+ kg to LEO and scaling further to 1,100 kg LEO in the Tundra+ configuration. Architected from day one to grow to the thrust levels required for our reusable Titan medium-lift vehicle targeting 5,000+ kg to LEO while striking the right balance between performance, scalability, heritage, and speed of development to meet the Government of Canada's targets. The Hadfield-10's design will also form the foundation of our SHARP Sabre hypersonic rocket's M2S-HyRock engine. The full shift to the Hadfield-100 is a major milestone for us, and it's not just about more powerful engines. The infrastructure we're developing from moving to a much larger facility, acquiring much larger metal 3D printers, developing new test cells, and pursuing rigorous standards all feed in to this next phase of growth for our program. To everyone on the NordSpace team who designed, printed, tested, and refined these engines across so many late nights, early mornings and weekends, thank you. This chapter made everything that follows possible, and the next one starts now. Ad astra per aspera 🚀🇨🇦 National Defence Canadian Space Agency Defence Research and Development Canada Canadian Armed Forces Transport Canada

After years of development, testing and refinement, we are printing one of our last Hadfield-10 rocket engines, a bittersweet moment 🫡 More of our team is transitioning toward getting our much larger orbital-class Hadfield-100 engine ready for the test stand, and getting Canada to orbit for the first time with our Tundra rocket. The pressure-fed Hadfield-10 series has been the backbone of NordSpace's propulsion program since our earliest days. It's the engine that proved we could design, manufacture, test and fly liquid rocket engines from scratch, entirely in-house, at the pace necessary to reach orbit. It powered our first successful hot-fire tests, survived our most demanding qualification campaigns, and gave our team the hard-won knowledge that no textbook or simulation could provide. It also powers our Taiga sub-orbital vehicle, which is taking flight in a few weeks. Every experimental lesson learned in its development from combustion stability, regenerative cooling, additive manufacturing, and test operations lives on in what comes next. That knowledge now flows directly into our turbopump fed Hadfield-100 engine, the most powerful rocket engine in Canadian history. Designed to power our orbital Tundra rocket to deliver 500+ kg to LEO and scaling further to 1,100 kg LEO in the Tundra+ configuration. Architected from day one to grow to the thrust levels required for our reusable Titan medium-lift vehicle targeting 5,000+ kg to LEO while striking the right balance between performance, scalability, heritage, and speed of development to meet the Government of Canada's targets. The Hadfield-10's design will also form the foundation of our SHARP Sabre hypersonic rocket's M2S-HyRock engine. The full shift to the Hadfield-100 is a major milestone for us, and it's not just about more powerful engines. The infrastructure we're developing from moving to a much larger facility, acquiring much larger metal 3D printers, developing new test cells, and pursuing rigorous standards all feed in to this next phase of growth for our program. To everyone on the NordSpace team who designed, printed, tested, and refined these engines across so many late nights, early mornings and weekends, thank you. This chapter made everything that follows possible, and the next one starts now. Ad astra per aspera 🚀🇨🇦 National Defence Canadian Space Agency Defence Research and Development Canada Canadian Armed Forces Transport Canada

NordSpace 🇨🇦

42,533 просмотров • 4 месяцев назад