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The Boeing 757 is often praised for its impressive performance—powerful engines, a relatively lightweight structure, excellent climb rates, and highly efficient aerodynamics. But from an airline economics perspective, the story is more complicated. The 757 is essentially a narrow-body revenue generator with wide-body operating expenses: wide-body wings, engines, landing... gear, tail, gate requirements, and ground equipment. Boeing tried for years to market a next-generation 757, but airlines showed little interest—because no amount of incremental improvement could fundamentally fix the economics. As a result, airlines found themselves operating an aircraft that was operationally brilliant but economically challenging on many routes. Without a clean-sheet redesign, it was difficult to significantly improve its cost efficiency compared to newer, more optimized narrow-body aircraft. In the end, the 757 became something of a paradox: a high-performance, pilot-favorite aircraft that airlines respected operationally—but often struggled to justify financially outside of specific use cases. 📹: u/Twitter_2006show more

Turbine Traveller

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91,056 görüntüleme • 4 ay önce •via X (Twitter)

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American Airlines captain captures his final landing before retirement on the legendary Boeing 757 — what a way to go out. Arguably one of the best 757 landings you’ll see. The 757 is an absolute beast of an aircraft — unmatched performance, incredible climb, and that unmistakable presence(flying pencil). Unless Boeing ever decides to re-engine it (unlikely), we may never see anything quite like it again. Stay till the end for the traditional water salute. Video from March 2019. Pilots, do you remember your final retirement flight? 📹: jackjessup-Pilot (YouTube)

American Airlines captain captures his final landing before retirement on the legendary Boeing 757 — what a way to go out. Arguably one of the best 757 landings you’ll see. The 757 is an absolute beast of an aircraft — unmatched performance, incredible climb, and that unmistakable presence(flying pencil). Unless Boeing ever decides to re-engine it (unlikely), we may never see anything quite like it again. Stay till the end for the traditional water salute. Video from March 2019. Pilots, do you remember your final retirement flight? 📹: jackjessup-Pilot (YouTube)

Turbine Traveller

224,310 görüntüleme • 4 ay önce

Kenya Airways welcomes back its Boeing 777-300ER, aircraft registration 5Y-KZX, after a decade. After being delivered to Kenya Airways in 2014, the aircraft was under a lease agreement with Turkish Airlines and was operating as TC-LKC. Reports suggest, Kenya Airways now aims a capacity boost for its London Heathrow route and is in need of wide body aircraft like Boeing 777-300ER. #aircraft #aviation #route

Kenya Airways welcomes back its Boeing 777-300ER, aircraft registration 5Y-KZX, after a decade. After being delivered to Kenya Airways in 2014, the aircraft was under a lease agreement with Turkish Airlines and was operating as TC-LKC. Reports suggest, Kenya Airways now aims a capacity boost for its London Heathrow route and is in need of wide body aircraft like Boeing 777-300ER. #aircraft #aviation #route

FL360aero

41,187 görüntüleme • 1 ay önce

Philippine Airlines is all set to place its first order, a multibillion-dollar widebody aircraft deal, for Boeing Dreamliner aircraft since 2007 and Airbus extra wide body (XWB) planes, as an announcement is expected later this month. Operating as PAL Holdings, Inc., the flag carrier of the Philippines is expected to order approximately ten Boeing 787 Dreamliners and ten Airbus A350s, in a major expansion since 2007. #aircraft #aviation

Philippine Airlines is all set to place its first order, a multibillion-dollar widebody aircraft deal, for Boeing Dreamliner aircraft since 2007 and Airbus extra wide body (XWB) planes, as an announcement is expected later this month. Operating as PAL Holdings, Inc., the flag carrier of the Philippines is expected to order approximately ten Boeing 787 Dreamliners and ten Airbus A350s, in a major expansion since 2007. #aircraft #aviation

FL360aero

19,473 görüntüleme • 1 ay önce

This is an Erickson Aero Tanker MD-87 flying with the landing gear down while fighting a wildfire. It may look unusual, but there is a reason for it. The extended landing gear creates significant drag, meaning the pilots need to maintain a higher power setting. That is important because the MD-87's engines can have a relatively long spool-up time when operating at low thrust fighting wildfires. If more power is suddenly needed, waiting for the engines to accelerate can cost valuable seconds. By keeping the engines at a higher power setting while using the landing gear to create additional drag, the aircraft remains closer to its maximum available thrust. This can significantly reduce the time needed to reach full power. A well-known technique when rapid power changes matter. Also, the way the second chase aircraft is following so closely is incredible to watch. 📹: Even_Kiwi_1166

This is an Erickson Aero Tanker MD-87 flying with the landing gear down while fighting a wildfire. It may look unusual, but there is a reason for it. The extended landing gear creates significant drag, meaning the pilots need to maintain a higher power setting. That is important because the MD-87's engines can have a relatively long spool-up time when operating at low thrust fighting wildfires. If more power is suddenly needed, waiting for the engines to accelerate can cost valuable seconds. By keeping the engines at a higher power setting while using the landing gear to create additional drag, the aircraft remains closer to its maximum available thrust. This can significantly reduce the time needed to reach full power. A well-known technique when rapid power changes matter. Also, the way the second chase aircraft is following so closely is incredible to watch. 📹: Even_Kiwi_1166

Turbine Traveller

339,312 görüntüleme • 20 gün önce

The MD-11 has always had a critical design flaw. It was manageable until someone screwed up. To improve fuel efficiency and range, its horizontal stabilizer was made smaller than those of earlier DC-10 variants. While the design delivered performance benefits, it also reduced the aircraft's natural pitch stability, particularly at slower speeds during approach and landing. To help compensate, the MD-11 relied heavily on computerized stability augmentation systems. Many crews also preferred flying slightly faster approaches, which improved pitch stability but could make the aircraft more challenging to manage during touchdown due to its weight and sensitivity in roll and yaw. These characteristics became evident in several high-profile accidents. In 1997, a FedEx MD-11 arriving at Newark was reportedly operating under the belief that runway length was limited, prompting the crew to aim for an immediate touchdown. The aircraft landed hard, bounced, and became unstable. Instead of executing a go-around, attempts to salvage the landing resulted in another severe impact, collapsing the landing gear and destroying the aircraft in a post-crash fire. All five crew members survived. The accident highlighted a key lesson: when an MD-11 bounced significantly after touchdown, a go-around was often the safest option. That lesson resurfaced in tragic fashion in 2009 at Narita, Japan. During strong and gusty crosswinds, a FedEx MD-11 touched down hard and bounced. Believing the aircraft could still be recovered onto the runway, the crew attempted to continue the landing. The resulting control inputs led to an even harder impact, loss of control, and a crash that destroyed the aircraft and claimed the lives of both pilots. 📹: buybygb

Turbine Traveller

206,274 görüntüleme • 2 ay önce

Raising a collapsed nose of a Boeing 787 Dreamliner. On 8 March 2018, Boeing 787-8 BBJ N507BJ suffered a nose gear collapse at Moses Lake, Washington, while undergoing maintenance and VIP conversion work. This was a result of the NLG downlock pin being accidentally installed in the apex pin inner bore, which is adjacent to the correct hole for the downlock pin in the NLG lock link assembly. When the gear-up command was issued, the nose gear retracted and the aircraft dropped onto its nose. The aircraft sustained significant damage to the forward fuselage and engines. As a result, Boeing issued a service bulletin to mandate installing an insert into the NLG lock link apex pin inner bore. The insert prevents the NLG downlock pin from being inserted in the apex pin bore instead of the adjacent NLG downlock pin hole. NLG: Nose Landing Gear 📹: WhatYouHaventSeen(YouTube)

Raising a collapsed nose of a Boeing 787 Dreamliner. On 8 March 2018, Boeing 787-8 BBJ N507BJ suffered a nose gear collapse at Moses Lake, Washington, while undergoing maintenance and VIP conversion work. This was a result of the NLG downlock pin being accidentally installed in the apex pin inner bore, which is adjacent to the correct hole for the downlock pin in the NLG lock link assembly. When the gear-up command was issued, the nose gear retracted and the aircraft dropped onto its nose. The aircraft sustained significant damage to the forward fuselage and engines. As a result, Boeing issued a service bulletin to mandate installing an insert into the NLG lock link apex pin inner bore. The insert prevents the NLG downlock pin from being inserted in the apex pin bore instead of the adjacent NLG downlock pin hole. NLG: Nose Landing Gear 📹: WhatYouHaventSeen(YouTube)

Turbine Traveller

295,316 görüntüleme • 2 ay önce

The Convair 880, a remarkable yet underappreciated jet airliner in aviation history, completed its final flight in 1991, nearly two decades after its commercial retirement in 1973. Manufactured by Convair, a division of General Dynamics based in the United States, this sleek aircraft was designed to compete with industry giants like the Boeing 707 and Douglas DC-8. Introduced in 1959, the Convair 880 was celebrated for its impressive cruising speed of approximately 615 mph (990 km/h), making it one of the fastest commercial jetliners of its era, capable of rivaling or even surpassing the Boeing 707 in speed. Powered by four General Electric CJ805-3 turbojet engines, it was engineered for efficiency and performance, with a range of about 3,000 miles (4,800 km) and a capacity to carry up to 110 passengers in a typical configuration. Despite its technological achievements, the Convair 880 faced significant challenges. High operating costs, driven by its fuel-hungry engines, and fierce competition from more economical and versatile rivals limited its market success. Production ceased in 1962 after a brief six-year run, with only 65 units built—a stark contrast to the hundreds of Boeing 707s and DC-8s produced. The aircraft primarily served major U.S. carriers like TWA, Delta, and United, but its high costs led to its gradual phase-out by the early 1970s. The final flight in 1991, departing from the Mojave Air and Space Port in California, marked the end of the Convair 880’s operational life, as it was retired to storage or scrapped. Today, the Convair 880 is a rare relic of aviation’s jet age, with only a handful of airframes preserved. Notable examples include one displayed at the Delta Flight Museum in Atlanta and another in private hands, occasionally used for film productions or as a static display. Its sleek, narrow-body design and historical significance as a symbol of the early jet era make the Convair 880 a cherished piece of aviation heritage, though its limited production and short service life render it a largely forgotten gem in the shadow of its more successful competitors.

The Convair 880, a remarkable yet underappreciated jet airliner in aviation history, completed its final flight in 1991, nearly two decades after its commercial retirement in 1973. Manufactured by Convair, a division of General Dynamics based in the United States, this sleek aircraft was designed to compete with industry giants like the Boeing 707 and Douglas DC-8. Introduced in 1959, the Convair 880 was celebrated for its impressive cruising speed of approximately 615 mph (990 km/h), making it one of the fastest commercial jetliners of its era, capable of rivaling or even surpassing the Boeing 707 in speed. Powered by four General Electric CJ805-3 turbojet engines, it was engineered for efficiency and performance, with a range of about 3,000 miles (4,800 km) and a capacity to carry up to 110 passengers in a typical configuration. Despite its technological achievements, the Convair 880 faced significant challenges. High operating costs, driven by its fuel-hungry engines, and fierce competition from more economical and versatile rivals limited its market success. Production ceased in 1962 after a brief six-year run, with only 65 units built—a stark contrast to the hundreds of Boeing 707s and DC-8s produced. The aircraft primarily served major U.S. carriers like TWA, Delta, and United, but its high costs led to its gradual phase-out by the early 1970s. The final flight in 1991, departing from the Mojave Air and Space Port in California, marked the end of the Convair 880’s operational life, as it was retired to storage or scrapped. Today, the Convair 880 is a rare relic of aviation’s jet age, with only a handful of airframes preserved. Notable examples include one displayed at the Delta Flight Museum in Atlanta and another in private hands, occasionally used for film productions or as a static display. Its sleek, narrow-body design and historical significance as a symbol of the early jet era make the Convair 880 a cherished piece of aviation heritage, though its limited production and short service life render it a largely forgotten gem in the shadow of its more successful competitors.

aircraftmaintenancengineer

14,567 görüntüleme • 1 yıl önce

JUST IN: American Airlines flight forced to return to Las Vegas after an engine apparently caught on fire midair. American Airlines Flight 1665 was in the air for about 10 minutes after taking off from Harry Reid International Airport in Las Vegas for Charlotte, North Carolina. 153 passengers were on board, according to CBS News. The plane quickly turned around after smoke started coming from one of the engines. "The aircraft taxied to the gate under its own power and customers deplaned normally," American Airlines said in a statement. "We appreciate the professionalism of our crew and thank our team who are working to get our customers to their destinations as quickly as possible." American Airlines says their inspection found that there was "no evidence" that the engine caught on fire, according to CBS. The plane is reportedly an Airbus A321.

JUST IN: American Airlines flight forced to return to Las Vegas after an engine apparently caught on fire midair. American Airlines Flight 1665 was in the air for about 10 minutes after taking off from Harry Reid International Airport in Las Vegas for Charlotte, North Carolina. 153 passengers were on board, according to CBS News. The plane quickly turned around after smoke started coming from one of the engines. "The aircraft taxied to the gate under its own power and customers deplaned normally," American Airlines said in a statement. "We appreciate the professionalism of our crew and thank our team who are working to get our customers to their destinations as quickly as possible." American Airlines says their inspection found that there was "no evidence" that the engine caught on fire, according to CBS. The plane is reportedly an Airbus A321.

Collin Rugg

425,375 görüntüleme • 1 yıl önce

The Lockheed C-5M Super Galaxy is the U.S. military's largest aircraft, and the Emirates Airbus A380-800 is the world's biggest passenger plane. But the truly massive one that actually flew? The Antonov An-225 Mriya—the largest and heaviest aircraft ever built.Built to carry the Soviet Buran space shuttle and Energiya rocket components, it was an enlarged version of the An-124 Ruslan, with a longer fuselage and six engines for hauling oversized, ultra-heavy payloads no other plane could handle. It was expensive to operate but legendary for its capabilities. Sadly, the sole An-225 was destroyed in February 2022 during the Battle of Antonov Airport amid the Russian invasion of Ukraine. (Plans to rebuild or complete a second airframe have been discussed, but as of now, it's gone.)Now you know the story of this aviation giant!

The Lockheed C-5M Super Galaxy is the U.S. military's largest aircraft, and the Emirates Airbus A380-800 is the world's biggest passenger plane. But the truly massive one that actually flew? The Antonov An-225 Mriya—the largest and heaviest aircraft ever built.Built to carry the Soviet Buran space shuttle and Energiya rocket components, it was an enlarged version of the An-124 Ruslan, with a longer fuselage and six engines for hauling oversized, ultra-heavy payloads no other plane could handle. It was expensive to operate but legendary for its capabilities. Sadly, the sole An-225 was destroyed in February 2022 during the Battle of Antonov Airport amid the Russian invasion of Ukraine. (Plans to rebuild or complete a second airframe have been discussed, but as of now, it's gone.)Now you know the story of this aviation giant!

Croxxed Out

13,968 görüntüleme • 5 ay önce

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 görüntüleme • 4 ay önce

Rare visuals of a "Tail cone evacuation slide" in action when a Delta Airlines Boeing 717, which departed Atlanta for Columbia, South Carolina, returned back after smoke filled the cabin mid-flight, prompting a safe evacuation. The tail slide on the Boeing 717 got deployed after the rear cone was Jettisoned from the fuselage. Some of the aircraft like MD-83 & B717 have a tail cone emergency exit in the tail cone at the aft end of the passenger cabin. How does tail cone emergency slide work? -If the emergency exits are armed & the handle located in the door of the aft passenger entrance is actuated, the tail cone detaches & the slide deploys automatically. -On actuation, the tail cone releases & falls. It then turns 90° & moves to the left side of the aircraft to keep the tail cone from interfering with the deployment of the slide. -Jettison & slide deploy uses a set of clasps & cables which are attached to a bar on the door & to the clamping bolts on the tail cone. -The tailcone exit may be actuated from two more locations, 👉 A handle on the inside of the tail cone (non-pressurized area). 👉 Another handle on the outside of the aircraft. -The Boeing 717 twin-engine airliner produced by Boeing Commercial Airplanes was developed for the 100-seat market and originally marketed by McDonnell Douglas in the early 1990s as the MD-95 until the company merged with Boeing in August 1997. Technical Input: Tanmay Palei 📹 Libs of TikTok Libs of TikTok #aircraft

Rare visuals of a "Tail cone evacuation slide" in action when a Delta Airlines Boeing 717, which departed Atlanta for Columbia, South Carolina, returned back after smoke filled the cabin mid-flight, prompting a safe evacuation. The tail slide on the Boeing 717 got deployed after the rear cone was Jettisoned from the fuselage. Some of the aircraft like MD-83 & B717 have a tail cone emergency exit in the tail cone at the aft end of the passenger cabin. How does tail cone emergency slide work? -If the emergency exits are armed & the handle located in the door of the aft passenger entrance is actuated, the tail cone detaches & the slide deploys automatically. -On actuation, the tail cone releases & falls. It then turns 90° & moves to the left side of the aircraft to keep the tail cone from interfering with the deployment of the slide. -Jettison & slide deploy uses a set of clasps & cables which are attached to a bar on the door & to the clamping bolts on the tail cone. -The tailcone exit may be actuated from two more locations, 👉 A handle on the inside of the tail cone (non-pressurized area). 👉 Another handle on the outside of the aircraft. -The Boeing 717 twin-engine airliner produced by Boeing Commercial Airplanes was developed for the 100-seat market and originally marketed by McDonnell Douglas in the early 1990s as the MD-95 until the company merged with Boeing in August 1997. Technical Input: Tanmay Palei 📹 Libs of TikTok Libs of TikTok #aircraft

FL360aero

127,837 görüntüleme • 1 yıl önce

Some more insight to the callsign SAM47, it refers to the 47th POTUS. Anywhere the POTUS flys, there is at least one backup jet that carries the callsign SAM (Special Air Mission) and then the whatever number the President is shadowing them. For Biden, it was SAM46, for Trump it was SAM45, and for Obama it was SAM44, etc. The POTUS will travel onboard the C-32A (Boeing 757) as well as the VC-25 (Boeing 747). I wanted to share some video of the C-32A picking up Obama in Chicago before the inauguration for a NatGeo special on AF1. It gives you some unique insight into this USAF squadron that is tasked with flying not only the POTUS, but various heads of state and politicians. You’ll see in the video the communications station on the C-32A which is rare to see. This aircraft is capable of a variety of communication abilities from phone calls to connecting the POTUS to the National Command Authority and launching nuclear weapons. There are other aircraft that are involved during POTUS travel and they do a pretty good job of hiding. 😎

Some more insight to the callsign SAM47, it refers to the 47th POTUS. Anywhere the POTUS flys, there is at least one backup jet that carries the callsign SAM (Special Air Mission) and then the whatever number the President is shadowing them. For Biden, it was SAM46, for Trump it was SAM45, and for Obama it was SAM44, etc. The POTUS will travel onboard the C-32A (Boeing 757) as well as the VC-25 (Boeing 747). I wanted to share some video of the C-32A picking up Obama in Chicago before the inauguration for a NatGeo special on AF1. It gives you some unique insight into this USAF squadron that is tasked with flying not only the POTUS, but various heads of state and politicians. You’ll see in the video the communications station on the C-32A which is rare to see. This aircraft is capable of a variety of communication abilities from phone calls to connecting the POTUS to the National Command Authority and launching nuclear weapons. There are other aircraft that are involved during POTUS travel and they do a pretty good job of hiding. 😎

Thenewarea51

57,954 görüntüleme • 1 yıl önce

Part 6 The Pentagon Narrative; AA Flight 77 struck the Pentagon as the impact and jet fuel caused it to vaporize… Where is the wreckage? How did DPS get on site within seconds? Why does the damage not reflect the size of a 757 airliner? Why did the light poles the plane hit face away from the Pentagon? If jet fuel vaporized the plane why isn’t the ground charred? Where are the titanium engines? Why out of 86 videos showing the crash does the FBI release 1 that only has 5 frames? How did a untrained pilot maneuver an airliner at ground level? None of these questions were answered using facts based on science, in fact the FBI and 911 commission report didn’t answer many of them at all So this shows logically that it wasn’t a high jacked 757, so what hit the Pentagon? Since all video evidence was confiscated and the Pentagon air defense was down and considering the fact it could have only been a smaller unmanned aircraft or Drone, but then it would need to be Military authorized, but by who… 911 is the new Pearl Harbor full Documentary

Part 6 The Pentagon Narrative; AA Flight 77 struck the Pentagon as the impact and jet fuel caused it to vaporize… Where is the wreckage? How did DPS get on site within seconds? Why does the damage not reflect the size of a 757 airliner? Why did the light poles the plane hit face away from the Pentagon? If jet fuel vaporized the plane why isn’t the ground charred? Where are the titanium engines? Why out of 86 videos showing the crash does the FBI release 1 that only has 5 frames? How did a untrained pilot maneuver an airliner at ground level? None of these questions were answered using facts based on science, in fact the FBI and 911 commission report didn’t answer many of them at all So this shows logically that it wasn’t a high jacked 757, so what hit the Pentagon? Since all video evidence was confiscated and the Pentagon air defense was down and considering the fact it could have only been a smaller unmanned aircraft or Drone, but then it would need to be Military authorized, but by who… 911 is the new Pearl Harbor full Documentary

The Punisher

305,406 görüntüleme • 2 yıl önce

#WATCH | Crash landing in Baramati | Baramati, Maharashtra: An eyewitness at the spot says, "I saw it with my eyes. This is really painful. When the aircraft descended, it seemed it would crash, and it did crash. It then exploded. There was a massive explosion. After that, we rushed here and saw that the aircraft was on fire. There were 4-5 explosions in the aircraft again. More people came here, and they tried to pull the people out (of the aircraft). But since this was a huge fire, people could not help. Ajit Pawar was onboard and this is really painful for us. I can't describe it in words..."

#WATCH | Crash landing in Baramati | Baramati, Maharashtra: An eyewitness at the spot says, "I saw it with my eyes. This is really painful. When the aircraft descended, it seemed it would crash, and it did crash. It then exploded. There was a massive explosion. After that, we rushed here and saw that the aircraft was on fire. There were 4-5 explosions in the aircraft again. More people came here, and they tried to pull the people out (of the aircraft). But since this was a huge fire, people could not help. Ajit Pawar was onboard and this is really painful for us. I can't describe it in words..."

ANI

333,985 görüntüleme • 6 ay önce

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

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

Rishi Bagree

100,764 görüntüleme • 6 ay önce

The Messerschmitt Bf 109 rolled off production lines in numbers that still stun historians—over 33,000 built between 1935 and 1945, making it one of the most produced fighter aircraft ever. It started as a lightweight, agile interceptor with a narrow landing gear and a powerful engine that gave it speed and climb rate unmatched in its early days. The design evolved through constant upgrades—new engines, better armament, improved aerodynamics—allowing it to remain competitive from the Spanish Civil War through the end of World War II. Pilots flew it in every theater, from the Battle of Britain to the Eastern Front, racking up kills and losses in staggering numbers. Even after the war ended, variants continued flying in foreign air forces for years, proving the airframe’s enduring adaptability. No modern fighter has matched that production scale or longevity in active service. The Bf 109 wasn’t just a plane. It was a symbol of relentless engineering evolution in the crucible of war. What does it say about a single aircraft design that it stayed relevant for a decade of constant combat? Follow for more daily mind-blowing American wins.

The Messerschmitt Bf 109 rolled off production lines in numbers that still stun historians—over 33,000 built between 1935 and 1945, making it one of the most produced fighter aircraft ever. It started as a lightweight, agile interceptor with a narrow landing gear and a powerful engine that gave it speed and climb rate unmatched in its early days. The design evolved through constant upgrades—new engines, better armament, improved aerodynamics—allowing it to remain competitive from the Spanish Civil War through the end of World War II. Pilots flew it in every theater, from the Battle of Britain to the Eastern Front, racking up kills and losses in staggering numbers. Even after the war ended, variants continued flying in foreign air forces for years, proving the airframe’s enduring adaptability. No modern fighter has matched that production scale or longevity in active service. The Bf 109 wasn’t just a plane. It was a symbol of relentless engineering evolution in the crucible of war. What does it say about a single aircraft design that it stayed relevant for a decade of constant combat? Follow for more daily mind-blowing American wins.

R͓̽Y͓̽a͓̽n͓̽C͓̽e͓̽y͓̽

75,803 görüntüleme • 4 ay önce

On September 21, 2005, passengers on a commercial flight watched their own potential deaths unfold live on television from their seats. JetBlue Flight 292 circled over Los Angeles for nearly three hours to burn off fuel after its nose landing gear deployed but became jammed in a twisted 90-degree position, sideways to the direction of travel. Because JetBlue was among the first airlines to install seatback satellite TV, the 140 passengers watched live CNN coverage of their own aircraft, listening as aviation experts debated whether the gear would collapse and trigger a fire. Pilot Scott Burke executed a textbook landing, keeping the nose off the ground as long as possible before gently lowering it.

On September 21, 2005, passengers on a commercial flight watched their own potential deaths unfold live on television from their seats. JetBlue Flight 292 circled over Los Angeles for nearly three hours to burn off fuel after its nose landing gear deployed but became jammed in a twisted 90-degree position, sideways to the direction of travel. Because JetBlue was among the first airlines to install seatback satellite TV, the 140 passengers watched live CNN coverage of their own aircraft, listening as aviation experts debated whether the gear would collapse and trigger a fire. Pilot Scott Burke executed a textbook landing, keeping the nose off the ground as long as possible before gently lowering it.

Lemma Wild

2,215,653 görüntüleme • 6 ay önce

28 years ago today - A forgotten near miss in the US June 28 1998: United Airlines Flight 863, a B-747, has an incident in California (US). All 307 aboard unhurt. After take-off, jet had problems on #3 engine. and nearly collided with San Bruno Mt. before dumping fuel and landing safely. Incident led to revision of pilot training. The aircraft lost so much altitude in the accident that it went below ATC radar for about 15 seconds. Some sources state the aircraft missed the ground for as little as 100 ft and people on the ground called emergency services to report an airplane was about to crash. Video is from Allec Joshua Ibay Youtube Channel´s reenactement of the incident - entitled "Close Call | United Airlines Flight 863 "

28 years ago today - A forgotten near miss in the US June 28 1998: United Airlines Flight 863, a B-747, has an incident in California (US). All 307 aboard unhurt. After take-off, jet had problems on #3 engine. and nearly collided with San Bruno Mt. before dumping fuel and landing safely. Incident led to revision of pilot training. The aircraft lost so much altitude in the accident that it went below ATC radar for about 15 seconds. Some sources state the aircraft missed the ground for as little as 100 ft and people on the ground called emergency services to report an airplane was about to crash. Video is from Allec Joshua Ibay Youtube Channel´s reenactement of the incident - entitled "Close Call | United Airlines Flight 863 "

Francisco Cunha

33,607 görüntüleme • 1 ay önce