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SU25 - Soviet Aviation Engineering and Adaptations The Soviets understood that it would be extremely difficult to win the technological race against the West, so they sought to offset this disadvantage through practical adaptations. Soviet engineering emphasized simplicity, robustness, and the ability to operate in hostile environments as harsh...

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Patricia Marins

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29,369 Aufrufe • vor 7 Monaten •via X (Twitter)

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 So, once the gear has been retracted, the pilots will move the gear lever from UP to OFF as part of the after takeoff checklist.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

aircraftmaintenancengineer

19,786 Aufrufe • vor 2 Monaten

This week's blast from the past is the final flight of the last double bogey Air India #A320 - VT-ESL in June 2019. These aircraft were originally delivered to Indian Airlines (IC) with twice as many wheels on the landing gear. This is where the "double bogey" reference comes from. Back in the day airports where IC operated did not have optimum infrastructure i.e., runways and taxiways for aircraft with a standard landing gear. Which is why to better distribute loading and ease the strain on the landing gear, Airbus custom made these for IC. A quick glance at the landing gear of a standard A320 -VT-EXA and VT-ESL below will help explain the above better. #AvGeek
0:27

This week's blast from the past is the final flight of the last double bogey Air India #A320 - VT-ESL in June 2019. These aircraft were originally delivered to Indian Airlines (IC) with twice as many wheels on the landing gear. This is where the "double bogey" reference comes from. Back in the day airports where IC operated did not have optimum infrastructure i.e., runways and taxiways for aircraft with a standard landing gear. Which is why to better distribute loading and ease the strain on the landing gear, Airbus custom made these for IC. A quick glance at the landing gear of a standard A320 -VT-EXA and VT-ESL below will help explain the above better. #AvGeek

VT-VLO

21,698 Aufrufe • vor 2 Jahren

On this day in 1968, Soviet tanks invaded Prague - the Soviets could not forgive the people of #Czechoslovakia for wanting to build "socialism with a human face" rather than the Kremlin's Gulag Speaking of the #Soviet invasion of #Prague in 1968, we should be mentioned how it happened: A Soviet transport plane requested an emergency landing at Prague airport, #Czechs allowed the landing - and Soviet paratroopers poured out of the plane and captured the airport. The paratroopers wore blue caps for the first time, so that the Czechs would mistake them for "UN blue helmets". The characteristic feature of any Soviet invasion is meanness and deceit. Stalinists and Putin's Soviets deny these images and try to remove them from everywhere. Let's make them known.
3:04

On this day in 1968, Soviet tanks invaded Prague - the Soviets could not forgive the people of #Czechoslovakia for wanting to build "socialism with a human face" rather than the Kremlin's Gulag Speaking of the #Soviet invasion of #Prague in 1968, we should be mentioned how it happened: A Soviet transport plane requested an emergency landing at Prague airport, #Czechs allowed the landing - and Soviet paratroopers poured out of the plane and captured the airport. The paratroopers wore blue caps for the first time, so that the Czechs would mistake them for "UN blue helmets". The characteristic feature of any Soviet invasion is meanness and deceit. Stalinists and Putin's Soviets deny these images and try to remove them from everywhere. Let's make them known.

NEXTA

159,051 Aufrufe • vor 2 Jahren

I had never seen the Soviet Krechet spacesuit, developed for the Soviet Moon expedition, this close up and in such detail. Holy shit, the dieselpunk level is unreal. I mean, if the Americans flew and landed their spacecraft with a full-fledged computer on board, the Soviets were supposed to fly basically on mechanics and automation. In other words, straight-up Newtonian: everything as lever-and-vacuum-tube as possible — and the spacesuit is from exactly the same universe. And yes, in theory, they could have landed the spacecraft, but there was a high chance it would have been a “landing” with no return. Since the Soviet rocket was weaker, only one person was supposed to land on the Moon, not two as in the U.S. program. That’s why, in the tests, you can see them practicing ways for a cosmonaut to get back on his feet if he fell. Because there would be no one there to help you. It really does break your brain when you imagine a person in this “canvas-pump-and-dial” suit — alone, on the Moon. But it has to be admitted: yes, there is a certain charm to this kind of extreme engineering minimalism turned up to full dieselpunk.
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I had never seen the Soviet Krechet spacesuit, developed for the Soviet Moon expedition, this close up and in such detail. Holy shit, the dieselpunk level is unreal. I mean, if the Americans flew and landed their spacecraft with a full-fledged computer on board, the Soviets were supposed to fly basically on mechanics and automation. In other words, straight-up Newtonian: everything as lever-and-vacuum-tube as possible — and the spacesuit is from exactly the same universe. And yes, in theory, they could have landed the spacecraft, but there was a high chance it would have been a “landing” with no return. Since the Soviet rocket was weaker, only one person was supposed to land on the Moon, not two as in the U.S. program. That’s why, in the tests, you can see them practicing ways for a cosmonaut to get back on his feet if he fell. Because there would be no one there to help you. It really does break your brain when you imagine a person in this “canvas-pump-and-dial” suit — alone, on the Moon. But it has to be admitted: yes, there is a certain charm to this kind of extreme engineering minimalism turned up to full dieselpunk.

Yigal Levin

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The YC-123E was an experimental variant of the Fairchild C-123 that first flew in 1955, equipped with Pantobase skis, floats, and a sealed fuselage for landings on land, water, snow, or ice - with BLC for STOL (see below). Despite successful test flights, the US military did not adopt the YC-123E for mass production. BLC: This system forced pressurized air over the upper wing surfaces of the airplane, making the wing work as if it were flying at much greater airspeed. This greatly improved landing and take-off performance, gross weight capability, and lowered the C-123's stall speed.
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The YC-123E was an experimental variant of the Fairchild C-123 that first flew in 1955, equipped with Pantobase skis, floats, and a sealed fuselage for landings on land, water, snow, or ice - with BLC for STOL (see below). Despite successful test flights, the US military did not adopt the YC-123E for mass production. BLC: This system forced pressurized air over the upper wing surfaces of the airplane, making the wing work as if it were flying at much greater airspeed. This greatly improved landing and take-off performance, gross weight capability, and lowered the C-123's stall speed.

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#WATCH | Assam is going to witness a historic moment today as Prime Minister Narendra Modi will land at the Emergency Landing Facility (ELF) on Moran Bypass in Dibrugarh, where he will witness the aerial display of fighters, transports and helicopters. The ELF is the first of its kind in Northeast India. It has been specially designed and constructed in coordination with the Indian Air Force to support landing and take-off of military and civil aircraft during emergencies. It will serve as a critical asset for emergency response, enabling quick deployment of rescue and relief operations during natural disasters or strategic requirements in the Northeast. Envisioned as dual-use infrastructure, the ELF is capable of handling fighter aircraft up to 40 tonnes and transport aircraft up to 74 tonnes maximum take-off weight.
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#WATCH | Assam is going to witness a historic moment today as Prime Minister Narendra Modi will land at the Emergency Landing Facility (ELF) on Moran Bypass in Dibrugarh, where he will witness the aerial display of fighters, transports and helicopters. The ELF is the first of its kind in Northeast India. It has been specially designed and constructed in coordination with the Indian Air Force to support landing and take-off of military and civil aircraft during emergencies. It will serve as a critical asset for emergency response, enabling quick deployment of rescue and relief operations during natural disasters or strategic requirements in the Northeast. Envisioned as dual-use infrastructure, the ELF is capable of handling fighter aircraft up to 40 tonnes and transport aircraft up to 74 tonnes maximum take-off weight.

ANI

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A significant airframe maintenance achievement by Team AIESL, CCU. Our engineers and technicians have successfully completed a Landing Gear Replacement followed by a Retraction Check on a Boeing 737-800 aircraft, demonstrating AIESL’s capability in executing critical maintenance activities with precision and technical excellence. The successful completion of this complex task reflects the expertise, dedication, and collaborative effort of our maintenance professionals, ensuring the aircraft’s readiness for continued safe and reliable operations. At AIESL, every challenge is an opportunity to showcase the strength of Indian aviation engineering. ✈️ Delivering confidence through capability. #AIESL #MRO #AircraftMaintenance #B737 #LandingGearReplacement #RetractionCheck #Airworthiness #AviationEngineering #MaintenanceExcellence
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A significant airframe maintenance achievement by Team AIESL, CCU. Our engineers and technicians have successfully completed a Landing Gear Replacement followed by a Retraction Check on a Boeing 737-800 aircraft, demonstrating AIESL’s capability in executing critical maintenance activities with precision and technical excellence. The successful completion of this complex task reflects the expertise, dedication, and collaborative effort of our maintenance professionals, ensuring the aircraft’s readiness for continued safe and reliable operations. At AIESL, every challenge is an opportunity to showcase the strength of Indian aviation engineering. ✈️ Delivering confidence through capability. #AIESL #MRO #AircraftMaintenance #B737 #LandingGearReplacement #RetractionCheck #Airworthiness #AviationEngineering #MaintenanceExcellence

AI Engineering Services Ltd

11,857 Aufrufe • vor 3 Monaten

#WATCH | Air India Plane Crash | Noida, UP: Former Pilot Ehsan Khalid says, "... The Flight Data Recorder, Cockpit Voice Recorder and the ACARS data will tell exactly what may have happened. The visuals show that the aircraft went down while flying. Which means there was no mid-air explosion... The visuals show that the aircraft faced a loss of power... The loss of power can be due to engine malfunction, but it is very unlikely that both engines would lose power simultaneously... It is a very big engine, and it is rare that both engines lose power due to a bird hit in a one-minute duration... The pilot gave a mayday call. This means that the failure was seen in the cockpit... They went airborne while combating that failure... I don't understand why the landing gear was still down... The landing gear is raised as soon as the flight takes off... Since the landing gear was down, it is possible that a loss of engine was detected beforehand... There are many variables, and any speculation would be unjust... The biggest question is why the landing gear was not up. The flight was at a height of 600 feet... Whether it was one problem or multiple problems, no one can say anything yet..."
5:34

#WATCH | Air India Plane Crash | Noida, UP: Former Pilot Ehsan Khalid says, "... The Flight Data Recorder, Cockpit Voice Recorder and the ACARS data will tell exactly what may have happened. The visuals show that the aircraft went down while flying. Which means there was no mid-air explosion... The visuals show that the aircraft faced a loss of power... The loss of power can be due to engine malfunction, but it is very unlikely that both engines would lose power simultaneously... It is a very big engine, and it is rare that both engines lose power due to a bird hit in a one-minute duration... The pilot gave a mayday call. This means that the failure was seen in the cockpit... They went airborne while combating that failure... I don't understand why the landing gear was still down... The landing gear is raised as soon as the flight takes off... Since the landing gear was down, it is possible that a loss of engine was detected beforehand... There are many variables, and any speculation would be unjust... The biggest question is why the landing gear was not up. The flight was at a height of 600 feet... Whether it was one problem or multiple problems, no one can say anything yet..."

ANI

529,232 Aufrufe • vor 1 Jahr

🇹🇷#Türkiye is the only brother country that has declared its intention to help #Somalia, and despite risks, it trained Somali forces and equipped 🇸🇴🔥#Somalia's national defense forces with T129 ATAK attack Helicopter, to strengthen efforts to eradicate terrorist groups that have been present in Somalia for a long time, This aircraft provided by the #Türkiye government to the Somali military is called the T129 ATAK Helicopter, which was used to liberate Somalia The T129 ATAK is a state-of-the-art combat aircraft, specifically designed for combat missions and direct operations, especially in support of ground forces. It is a modernized version of the Agusta A129 Mangusta made in Turkey This aircraft was designed and manufactured in Turkey by the Turkish Aerospace Industries (TAI) Advantages of the T129 ATAK: Strong Attack Power - It is equipped with heavy weapons, including missiles and large guns, allowing it to effectively target enemy positions. High Maneuverability - Well suited for fighting in mountains and rough terrain. High Technology - It consists of integrated intelligence and attack systems, such as night vision radar and enemy defense countermeasures. Day & Night Combat - It operates 24/7 using infrared vision systems. Strong Defense - It is built with reinforced armor and equipped with defense systems to protect against anti-aircraft threats. Combat Effectiveness: The T129 ATAK is a highly lethal aircraft, especially suitable for targeting enemy strongholds, armored vehicles, and military infrastructure. Countering tanks and military convoys using advanced anti-tank missiles. Providing close air support for ground forces, assisting in both offensive and defensive operations. Conclusion: The T129 ATAK is a modern and reliable combat aircraft equipped with modern technology. It poses a significant threat to enemy forces, especially when targeting their weapons, military vehicles, and key locations THANKS 4 TÜRKIYE hails as 'only brother' in Somali development
1:23

🇹🇷#Türkiye is the only brother country that has declared its intention to help #Somalia, and despite risks, it trained Somali forces and equipped 🇸🇴🔥#Somalia's national defense forces with T129 ATAK attack Helicopter, to strengthen efforts to eradicate terrorist groups that have been present in Somalia for a long time, This aircraft provided by the #Türkiye government to the Somali military is called the T129 ATAK Helicopter, which was used to liberate Somalia The T129 ATAK is a state-of-the-art combat aircraft, specifically designed for combat missions and direct operations, especially in support of ground forces. It is a modernized version of the Agusta A129 Mangusta made in Turkey This aircraft was designed and manufactured in Turkey by the Turkish Aerospace Industries (TAI) Advantages of the T129 ATAK: Strong Attack Power - It is equipped with heavy weapons, including missiles and large guns, allowing it to effectively target enemy positions. High Maneuverability - Well suited for fighting in mountains and rough terrain. High Technology - It consists of integrated intelligence and attack systems, such as night vision radar and enemy defense countermeasures. Day & Night Combat - It operates 24/7 using infrared vision systems. Strong Defense - It is built with reinforced armor and equipped with defense systems to protect against anti-aircraft threats. Combat Effectiveness: The T129 ATAK is a highly lethal aircraft, especially suitable for targeting enemy strongholds, armored vehicles, and military infrastructure. Countering tanks and military convoys using advanced anti-tank missiles. Providing close air support for ground forces, assisting in both offensive and defensive operations. Conclusion: The T129 ATAK is a modern and reliable combat aircraft equipped with modern technology. It poses a significant threat to enemy forces, especially when targeting their weapons, military vehicles, and key locations THANKS 4 TÜRKIYE hails as 'only brother' in Somali development

Bashir Hashi Yussuf

10,653 Aufrufe • vor 6 Monaten

Today, in Slavutych, in the north of our country, I met with the heads of communities of the northern regions – Kyiv and Chernihiv regions. It is very important to support our people here and strengthen our defenses, and that is exactly what we are doing. This concerns protective infrastructure – fortifications and other defensive measures – as well as strengthening the border, which will be reinforced further. It also concerns our Defense and Security Forces stationed in this direction – toward Chernihiv and Kyiv from the territory of neighboring Belarus, which Russia is eager to draw deeper into this war, and from Russia’s Bryansk region. We have the capability to strengthen our defenses. We also have the capability to act preventively with regard to Russian territory from which threats may emerge, and with regard to the de facto leadership of Belarus, which must stay on its toes – that is, clearly understand that there will be consequences if aggressive actions against Ukraine, against our people, are taken.
4:06

Today, in Slavutych, in the north of our country, I met with the heads of communities of the northern regions – Kyiv and Chernihiv regions. It is very important to support our people here and strengthen our defenses, and that is exactly what we are doing. This concerns protective infrastructure – fortifications and other defensive measures – as well as strengthening the border, which will be reinforced further. It also concerns our Defense and Security Forces stationed in this direction – toward Chernihiv and Kyiv from the territory of neighboring Belarus, which Russia is eager to draw deeper into this war, and from Russia’s Bryansk region. We have the capability to strengthen our defenses. We also have the capability to act preventively with regard to Russian territory from which threats may emerge, and with regard to the de facto leadership of Belarus, which must stay on its toes – that is, clearly understand that there will be consequences if aggressive actions against Ukraine, against our people, are taken.

Volodymyr Zelenskyy / Володимир Зеленський

114,757 Aufrufe • vor 3 Monaten

Most fighters fly using their wings. The Su-30SM can fly using its engines. The Sukhoi Su-30SM is one of the few operational multirole fighters equipped with thrust-vectoring technology, giving it extraordinary maneuverability beyond that of conventional fourth-generation aircraft. Powered by two Saturn AL-31FP afterburning turbofan engines, its 2D thrust-vectoring nozzles can deflect up to +15 degrees, redirecting thrust independently of the aircraft's control surfaces. Combined with digital fly-by-wire controls and aerodynamic canards, the Su-30SM can maintain control at extremely high angles of attack where many aircraft would stall, enabling spectacular maneuvers such as the Pugachev's Cobra, Kulbit, Herbst Maneuver, and dramatic high-alpha turns. Unlike airshow-only demonstrations, thrust vectoring on the Su-30SM was designed with combat capability in mind. The system enhances low-speed agility, improves recovery from unusual attitudes, and allows the aircraft to rapidly point its nose during close-range engagements while carrying combat loads. Whether admired as a masterpiece of engineering or debated for its practical value in modern air combat, the Su-30SM remains one of the most visually impressive fighters in the world.
0:29

Most fighters fly using their wings. The Su-30SM can fly using its engines. The Sukhoi Su-30SM is one of the few operational multirole fighters equipped with thrust-vectoring technology, giving it extraordinary maneuverability beyond that of conventional fourth-generation aircraft. Powered by two Saturn AL-31FP afterburning turbofan engines, its 2D thrust-vectoring nozzles can deflect up to +15 degrees, redirecting thrust independently of the aircraft's control surfaces. Combined with digital fly-by-wire controls and aerodynamic canards, the Su-30SM can maintain control at extremely high angles of attack where many aircraft would stall, enabling spectacular maneuvers such as the Pugachev's Cobra, Kulbit, Herbst Maneuver, and dramatic high-alpha turns. Unlike airshow-only demonstrations, thrust vectoring on the Su-30SM was designed with combat capability in mind. The system enhances low-speed agility, improves recovery from unusual attitudes, and allows the aircraft to rapidly point its nose during close-range engagements while carrying combat loads. Whether admired as a masterpiece of engineering or debated for its practical value in modern air combat, the Su-30SM remains one of the most visually impressive fighters in the world.

Mechanical Knowledge

28,213 Aufrufe • vor 11 Tagen

AIR INDIA 787 ‘thoughts’ I’m surprised nobody, even the experts) have mentioned this… The 787 Dreamliner (all variants) has an ‘Air Ground Sensing’ system that opens the Main Gear doors immediately upon leaving the runway and prior to the (Flight Deck) Lever being moved manually to the ‘up’ position. I’ve witnessed this literally hundreds of times when filming The 787 and it’s clear on the footage attached: upon rotate, about one second from wheels off ground, the main Gear Doors open. Then, around three to four seconds (pilot discretion) Positive Rate is called/agreed and the Gear Lever is moved to the UP position. On a side note, the 787 is quite prone to brake malfunction, mostly down to the electric brake system that can fail from time to time on a single (or more) wheel. If the wheels are not retracted within a given amount of time due to a wheel continuing to spin, the gear doors will close back-up until the wheel(s) stop spinning and the gear is recycled at which time the doors will re-open and the gear will retract fully. This is the takeoff/gear-up procedure with all 787s. This is quite clearly not the case when observing the CCTV footage of the doomed Air India jet. I think it’s quite evident there was some kind of (electrical?) malfunction with the system(s). The question of the Flap (takeoff) Setting is still a mystery as, with poor quality footage, it’s difficult to completely confirm whether the flaps were extended or not. In my personal opinion they were not extended. There was a CNN reporter right next to one of the wings on the ground. Although it was heavily charred, it would’ve been clear to see if they were extended or not 🤷🏼‍♂️ Also, as for possible (engine) ingestion/failure, whether by birds or other FOD, there is no evidence of engine Compressor Stall, which is very clear to see in many videos online when it does happen with bird strikes, especially at rotate power/speed. The engine(s) will ‘pop’ flames out of the back. What is evident, is that the Jet uses all of the available runway, which is clear by the amount of dust being kicked-up on rotate. The Jet never seems to reach the optimal takeoff angle, right from the rotate point it appears to struggle, which would suggest either engine power issues or, as mentioned, the lack of lift from the Flaps/Slats. Witness accounts say there was a distinct lack of engine noise coming from the jet, which backs-up some theories of engine failure. You would expect, even with a lack of Flap setting the pilot would be able to increase to max (TOGA) power to give them some chance of climbing or at least gaining enough altitude to get themselves back to the airfield or to a safer (crash) landing zone. That ‘power up’ would be evident with black exhaust from the engines, but that didn’t happen - at all. You’ll see/hear from the (second part) footage I’ve filmed, that the engine sound is very evident at this height and that this climb-out is too Standard Operating Procedures. Personally I find it hard to believe the NFP would make such a rookie mistake as to raise the flaps (push and move the staggered lever) as opposed to the gear lever which is a simple up-down motion. The two levers are also in completely different positions: Gear lever on the facing panel and flap lever (with many settings) next to the throttles. Plus this is such a basic procedure that even the most rookie pilot wouldn’t make this mistake 🤷🏼‍♂️ Again, this is just my opinion and observations based on visual and actual experiences. The CVR and FDR will deliver the final evidence.
1:21

AIR INDIA 787 ‘thoughts’ I’m surprised nobody, even the experts) have mentioned this… The 787 Dreamliner (all variants) has an ‘Air Ground Sensing’ system that opens the Main Gear doors immediately upon leaving the runway and prior to the (Flight Deck) Lever being moved manually to the ‘up’ position. I’ve witnessed this literally hundreds of times when filming The 787 and it’s clear on the footage attached: upon rotate, about one second from wheels off ground, the main Gear Doors open. Then, around three to four seconds (pilot discretion) Positive Rate is called/agreed and the Gear Lever is moved to the UP position. On a side note, the 787 is quite prone to brake malfunction, mostly down to the electric brake system that can fail from time to time on a single (or more) wheel. If the wheels are not retracted within a given amount of time due to a wheel continuing to spin, the gear doors will close back-up until the wheel(s) stop spinning and the gear is recycled at which time the doors will re-open and the gear will retract fully. This is the takeoff/gear-up procedure with all 787s. This is quite clearly not the case when observing the CCTV footage of the doomed Air India jet. I think it’s quite evident there was some kind of (electrical?) malfunction with the system(s). The question of the Flap (takeoff) Setting is still a mystery as, with poor quality footage, it’s difficult to completely confirm whether the flaps were extended or not. In my personal opinion they were not extended. There was a CNN reporter right next to one of the wings on the ground. Although it was heavily charred, it would’ve been clear to see if they were extended or not 🤷🏼‍♂️ Also, as for possible (engine) ingestion/failure, whether by birds or other FOD, there is no evidence of engine Compressor Stall, which is very clear to see in many videos online when it does happen with bird strikes, especially at rotate power/speed. The engine(s) will ‘pop’ flames out of the back. What is evident, is that the Jet uses all of the available runway, which is clear by the amount of dust being kicked-up on rotate. The Jet never seems to reach the optimal takeoff angle, right from the rotate point it appears to struggle, which would suggest either engine power issues or, as mentioned, the lack of lift from the Flaps/Slats. Witness accounts say there was a distinct lack of engine noise coming from the jet, which backs-up some theories of engine failure. You would expect, even with a lack of Flap setting the pilot would be able to increase to max (TOGA) power to give them some chance of climbing or at least gaining enough altitude to get themselves back to the airfield or to a safer (crash) landing zone. That ‘power up’ would be evident with black exhaust from the engines, but that didn’t happen - at all. You’ll see/hear from the (second part) footage I’ve filmed, that the engine sound is very evident at this height and that this climb-out is too Standard Operating Procedures. Personally I find it hard to believe the NFP would make such a rookie mistake as to raise the flaps (push and move the staggered lever) as opposed to the gear lever which is a simple up-down motion. The two levers are also in completely different positions: Gear lever on the facing panel and flap lever (with many settings) next to the throttles. Plus this is such a basic procedure that even the most rookie pilot wouldn’t make this mistake 🤷🏼‍♂️ Again, this is just my opinion and observations based on visual and actual experiences. The CVR and FDR will deliver the final evidence.

BIG JET TV

1,728,673 Aufrufe • vor 1 Jahr

Before the F-14 Tomcat ever trapped aboard a carrier, its landing gear endured repeated drop tests at Grumman’s Calverton facility on Long Island to prove it could handle the hardest impacts in naval aviation. Engineers slammed the struts and structure onto test rigs designed to absorb 5.5 to 6.5 G touchdowns, completing hundreds of drops with sink rates as high as 26 feet per second at landing weights approaching 52,000 pounds. In June 1972 prototype number 10 moved to actual carrier suitability trials aboard the USS Forrestal. The aircraft made its first catapult launch from the ship on June 16, then on June 28 Lieutenant Commander Emory Brown completed the first arrested landing with Commander George White in the back seat. The airframe and gear held firm under the real stresses of the angled deck. 🫡
0:39

Before the F-14 Tomcat ever trapped aboard a carrier, its landing gear endured repeated drop tests at Grumman’s Calverton facility on Long Island to prove it could handle the hardest impacts in naval aviation. Engineers slammed the struts and structure onto test rigs designed to absorb 5.5 to 6.5 G touchdowns, completing hundreds of drops with sink rates as high as 26 feet per second at landing weights approaching 52,000 pounds. In June 1972 prototype number 10 moved to actual carrier suitability trials aboard the USS Forrestal. The aircraft made its first catapult launch from the ship on June 16, then on June 28 Lieutenant Commander Emory Brown completed the first arrested landing with Commander George White in the back seat. The airframe and gear held firm under the real stresses of the angled deck. 🫡

Aviation Archive - Tim Farmer

96,600 Aufrufe • vor 25 Tagen

#WATCH | Port Blair, Andaman and Nicobar Islands: On Port Blair Airport all set for night operations, Commander Nikhkesh, Commander Air of the Base INS Utkrosh says, "Today I am going to brief you about the Airfield lighting system which has been established in INS Utkrosh after a gap of some time...Instrument landing system has been provided by AIE, this gives us the capability to carry our landing by night, as well as bad weather, approaches...We urge all the citizens of Andaman and Nicobar Islands to make use of this facility once it is commenced at the full-fledged level..."
1:56

#WATCH | Port Blair, Andaman and Nicobar Islands: On Port Blair Airport all set for night operations, Commander Nikhkesh, Commander Air of the Base INS Utkrosh says, "Today I am going to brief you about the Airfield lighting system which has been established in INS Utkrosh after a gap of some time...Instrument landing system has been provided by AIE, this gives us the capability to carry our landing by night, as well as bad weather, approaches...We urge all the citizens of Andaman and Nicobar Islands to make use of this facility once it is commenced at the full-fledged level..."

ANI

17,756 Aufrufe • vor 2 Jahren

Iran's former FM Manoochehr Mottaki: They have used the rhetoric of a ground operation, whereas we possess the actual ground capability, which they lack. This ground capability means we can go and seize one of the American bases. This can be easily accomplished in Iraq, Kuwait, and Bahrain. In Iraq, these supporters are present for the American bases there and they will enter the fray, as well as for Kuwait. A massive group of Iraqi people will join in. Some of their operations against Kuwait were related to this. Kuwait is now openly stating that such actions are being taken. Therefore, I believe that seizing one of the bases, capturing 200 prisoners, and occupying that base would completely disarm America and prevent it from continuing the war.
1:24

Iran's former FM Manoochehr Mottaki: They have used the rhetoric of a ground operation, whereas we possess the actual ground capability, which they lack. This ground capability means we can go and seize one of the American bases. This can be easily accomplished in Iraq, Kuwait, and Bahrain. In Iraq, these supporters are present for the American bases there and they will enter the fray, as well as for Kuwait. A massive group of Iraqi people will join in. Some of their operations against Kuwait were related to this. Kuwait is now openly stating that such actions are being taken. Therefore, I believe that seizing one of the bases, capturing 200 prisoners, and occupying that base would completely disarm America and prevent it from continuing the war.

Clash Report

37,577 Aufrufe • vor 1 Monat

Installing a Main Landing Gear (MLG) wheel on an Airbus A320 is a task where precision is non-negotiable. The wheel and brake assembly together weigh several hundred kilograms, requiring controlled handling and exact alignment on the axle. Every step follows strict Aircraft Maintenance Manual (AMM) procedures, including applying the correct torque to the axle nut within tightly defined limits. Even minor deviations in torque or alignment can lead to uneven wear, vibration, or critical safety risks during landing. Special attention is given to securing mechanisms that prevent the nut from loosening under extreme loads, as well as ensuring proper seating of bearings and components. Tolerances are often within fractions of a millimeter, and each step is verified through inspection protocols. In aviation maintenance, there’s no margin for error - every detail must be executed with absolute accuracy to ensure the aircraft performs safely under the immense forces of takeoff and landing. With muc_maintenance
1:33

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

aircraftmaintenancengineer

14,162 Aufrufe • vor 4 Monaten

WHY DOES THE BOEING 767'S MAIN LANDING GEAR TILT FORWARD? If you watch the Amazon Prime Air Boeing 767 coming in to land, you may notice something about its main landing gear: the bogies are tilted forward. This is part of the 767's landing gear design. The forward tilt means the front wheels of the main gear contact the runway first, followed by the rear wheels as the bogie levels out. This helps cushion the touchdown, distribute loads progressively, and reduce stress on the bogie structure. During development, the 767's touchdown behavior showed a tendency for forward pitching. The forward-tilted bogie helps counter this motion as the gear settles and the rear wheels come down. But the design is mostly used to fit in the gear bay to make the best use of the space. When retracted, the 767's landing gear geometry allows the bogie and wheels to fit efficiently inside the undercarriage bay, making the best possible use of limited space around the aircraft's keel beam and surrounding systems. The 767 is distinctive among Boeing aircraft in this respect, but forward-tilting main gear designs are not unique. The Airbus A350 and A380 also use forward-leaning bogies, while the A340-600 combines different orientations on its various landing gear assemblies. In a nutshell, that nose-down tilt you see on approach is exactly how the Boeing 767 was designed to land: front wheels first, bogie rotating level, then the rear wheels settling onto the runway. A video from PDX Aviation shows [N1997A], the same aircraft involved in yesterday's accident, landing at Portland Airport.
0:34

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

Turbine Traveller

89,082 Aufrufe • vor 6 Tagen

🚨⚡️ BREAKING.. Something serious is happening in America: The first footage from Andrews Air Force Base after the sudden return of Air Force One. The scene in no way suggests it was a "minor issue" as is being claimed! - The official narrative: "Power system malfunction". But the speed of the turnaround and return, along with the intensity of the security measures upon landing, point to a state of maximum alert. Trump was immediately transferred to a backup aircraft (C-32) to depart for Davos, as if they were racing against time. Reporters on the ground at the heart of the event describe the atmosphere as "charged with tension"; no one believes that the presidential aircraft, equipped with billions of dollars’ worth of technology, would suddenly fail in this way.
0:45

🚨⚡️ BREAKING.. Something serious is happening in America: The first footage from Andrews Air Force Base after the sudden return of Air Force One. The scene in no way suggests it was a "minor issue" as is being claimed! - The official narrative: "Power system malfunction". But the speed of the turnaround and return, along with the intensity of the security measures upon landing, point to a state of maximum alert. Trump was immediately transferred to a backup aircraft (C-32) to depart for Davos, as if they were racing against time. Reporters on the ground at the heart of the event describe the atmosphere as "charged with tension"; no one believes that the presidential aircraft, equipped with billions of dollars’ worth of technology, would suddenly fail in this way.

RussiaNews 🇷🇺

5,997,225 Aufrufe • vor 7 Monaten