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"The Space Shuttle was, literally, a hypersonic unpowered glider during final approach. From reentry to touchdown, a single chance. Runways like Edwards AFB were chosen for their enormous length and lateral margin, essential for a vehicle with a high approach speed, a very poor glide ratio and zero possibility...

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Francisco Cunha

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413,171 Aufrufe • vor 6 Monaten •via X (Twitter)

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When you're a 100-ton unpowered glider with the aerodynamic profile of a brick, "landing" is really just a high-stakes conversion of kinetic energy into heat and friction. At 320 mph, Atlantis executes its "pre-flare" maneuver; a critical pitch adjustment to bleed off velocity and increase lift. From the deployment of the drag chute to the final nose-gear touchdown, every second is a masterclass in managing the transition from orbital mechanics to subsonic aerodynamics. At the fundamental level, the Shuttle program was a 25-year experiment in defying the laws of drag and gravity to bring humanity home from the vacuum of space. Credit: NASA/Space.com
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When you're a 100-ton unpowered glider with the aerodynamic profile of a brick, "landing" is really just a high-stakes conversion of kinetic energy into heat and friction. At 320 mph, Atlantis executes its "pre-flare" maneuver; a critical pitch adjustment to bleed off velocity and increase lift. From the deployment of the drag chute to the final nose-gear touchdown, every second is a masterclass in managing the transition from orbital mechanics to subsonic aerodynamics. At the fundamental level, the Shuttle program was a 25-year experiment in defying the laws of drag and gravity to bring humanity home from the vacuum of space. Credit: NASA/Space.com

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Runway 09 into London City ✈️ Definitely one of the most unique approaches in commercial aviation. Instead of the standard 3 degree glide path, London City requires a 5.5 degree steep approach straight into the middle of the city, bringing you incredibly low over the buildings during final approach!!✈️ On the Embraer we use a dedicated steep approach mode specifically designed for London City operations. Once activated, the aircraft deploys the spoilers in flight to help maintain the steeper descent profile. It’s a mode we only use for LCY operations, which makes every approach into this airport feel special in its own way. Combined with the short runway, surrounding buildings and often tricky weather conditions, London City landings are captain-only operations. During this approach I’m acting as Pilot Monitoring while the captain flies the aircraft and performs the landing. A small insight into what a London City approach looks and sounds like from the cockpit! Enjoy🙌🏽 With jasonphilipp
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Runway 09 into London City ✈️ Definitely one of the most unique approaches in commercial aviation. Instead of the standard 3 degree glide path, London City requires a 5.5 degree steep approach straight into the middle of the city, bringing you incredibly low over the buildings during final approach!!✈️ On the Embraer we use a dedicated steep approach mode specifically designed for London City operations. Once activated, the aircraft deploys the spoilers in flight to help maintain the steeper descent profile. It’s a mode we only use for LCY operations, which makes every approach into this airport feel special in its own way. Combined with the short runway, surrounding buildings and often tricky weather conditions, London City landings are captain-only operations. During this approach I’m acting as Pilot Monitoring while the captain flies the aircraft and performs the landing. A small insight into what a London City approach looks and sounds like from the cockpit! Enjoy🙌🏽 With jasonphilipp

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Unlike a commercial airplane, the Shuttle did not have its engines on during reentry. Once it left orbit, it became a colossal glider. The pilots had only one chance to land: if they misjudged the aim or the speed, they couldn't "give it gas" and go around for another try. That's why the engineers affectionately called it "the flying brick" (the flying brick). When it reentered the atmosphere, it traveled at about 28,000 km/h (about 25 times the speed of sound). To slow down without disintegrating, it had to hit the air belly-first, using friction as a brake. In the last kilometers before the runway: • It descended at an angle 7 times steeper than that of a commercial airplane. • While a commercial airplane descends gently, the Shuttle came down "in a dive" to maintain enough kinetic energy and avoid stalling. • It touched down at about 350 km/h, a speed so high that it required a rear parachute to stop before the end of the runway. Under that white-and-black "skin" were thousands of ceramic tiles that protected the astronauts from temperatures exceeding 1,500°C. Without them, the aluminum of the structure would have melted like butter in a matter of seconds.
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Unlike a commercial airplane, the Shuttle did not have its engines on during reentry. Once it left orbit, it became a colossal glider. The pilots had only one chance to land: if they misjudged the aim or the speed, they couldn't "give it gas" and go around for another try. That's why the engineers affectionately called it "the flying brick" (the flying brick). When it reentered the atmosphere, it traveled at about 28,000 km/h (about 25 times the speed of sound). To slow down without disintegrating, it had to hit the air belly-first, using friction as a brake. In the last kilometers before the runway: • It descended at an angle 7 times steeper than that of a commercial airplane. • While a commercial airplane descends gently, the Shuttle came down "in a dive" to maintain enough kinetic energy and avoid stalling. • It touched down at about 350 km/h, a speed so high that it required a rear parachute to stop before the end of the runway. Under that white-and-black "skin" were thousands of ceramic tiles that protected the astronauts from temperatures exceeding 1,500°C. Without them, the aluminum of the structure would have melted like butter in a matter of seconds.

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Watch Kalitta Air Boeing 777 Freighter coming frighteningly close to a tail strike during a go-around✈️ What stands out to me is how much pitch and energy the crew had to manage in just a few seconds. The aircraft touched down, bounced, and they immediately had to control pitch, thrust, airspeed and configuration. With a 777-300ER’s length, there’s very little room for error when the pitch attitude changes close to the runway. The key decision was the go-around. Once the landing became unstable, getting airborne and establishing a safe climb was far better than trying to force the aircraft back onto the runway. 🎥Plane_spotter350
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Watch Kalitta Air Boeing 777 Freighter coming frighteningly close to a tail strike during a go-around✈️ What stands out to me is how much pitch and energy the crew had to manage in just a few seconds. The aircraft touched down, bounced, and they immediately had to control pitch, thrust, airspeed and configuration. With a 777-300ER’s length, there’s very little room for error when the pitch attitude changes close to the runway. The key decision was the go-around. Once the landing became unstable, getting airborne and establishing a safe climb was far better than trying to force the aircraft back onto the runway. 🎥Plane_spotter350

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#WATCH | Charter plane crash landing in Baramati (Maharashtra) | Delhi: Vijay Kumar Singh, director and key owner of VSR Ventures Private Limited (operating as VSR Aviation), which operated the ill-fated plane, says, "...It was the pilot's decision. He made an approach from runway 29, and then he carried out a missed approach, after which he again tried to make an attempt from runway 11. I also have no contact with the pilots; they are not there. It is a very unfortunate decision. We are very sad about it. We are trying to first be with the families who have lost their next of kin. It is a very unfortunate incident. Primarily, it appears that the pilot could not see the runway...He was a very experienced pilot, more than 16,000 hours of experience. The co-pilot also had 1500 hours of experience. The Captain was very experienced. He was with Sahara, JetLite, Jet Airways and he was very experienced on this type of aeroplane also...The aircraft was very well-maintained. There was absolutely no problem in the aircraf, there was no technical failure in the aircraft as far as we know...My deepest condolences. Captain Sumit Kapoor was a very good friend of mine. He was a brother to me. His son is also a pilot with us. Captain Shambhavi Pathak was a daughter to me. Both of them were extremely good human beings and extremely good pilots..." On the 2023 plane crash incident, he says, "What happened in 2023 occurred at Mumbai airport. It was raining then too and the visibility was low. The pilot skidded off the runway after touchdown. So, that was the incident..."
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#WATCH | Charter plane crash landing in Baramati (Maharashtra) | Delhi: Vijay Kumar Singh, director and key owner of VSR Ventures Private Limited (operating as VSR Aviation), which operated the ill-fated plane, says, "...It was the pilot's decision. He made an approach from runway 29, and then he carried out a missed approach, after which he again tried to make an attempt from runway 11. I also have no contact with the pilots; they are not there. It is a very unfortunate decision. We are very sad about it. We are trying to first be with the families who have lost their next of kin. It is a very unfortunate incident. Primarily, it appears that the pilot could not see the runway...He was a very experienced pilot, more than 16,000 hours of experience. The co-pilot also had 1500 hours of experience. The Captain was very experienced. He was with Sahara, JetLite, Jet Airways and he was very experienced on this type of aeroplane also...The aircraft was very well-maintained. There was absolutely no problem in the aircraf, there was no technical failure in the aircraft as far as we know...My deepest condolences. Captain Sumit Kapoor was a very good friend of mine. He was a brother to me. His son is also a pilot with us. Captain Shambhavi Pathak was a daughter to me. Both of them were extremely good human beings and extremely good pilots..." On the 2023 plane crash incident, he says, "What happened in 2023 occurred at Mumbai airport. It was raining then too and the visibility was low. The pilot skidded off the runway after touchdown. So, that was the incident..."

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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
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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

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"Charles, the Prince who fell to earth" OTD in 1994: a RAF BAe 146 on a VIP flight has a runway excursion in Islay (Scotland), no injuries. The approach exceeded jet performance, tailwind was also a factor. Charles (Then Prince of Wales) was at the controls. The report noted the Pilot in Command (which was not HRH) was negligent, and the Navigator failed to warn him during the maneuver. More info here, from ASN ⬇️ "(...) With a 12 kt tailwind, the approach was fast and unstable. The aircraft landed long on its nose gear, delaying spoiler deployment. It ran off the end after the brakes were applied before full anti-skid protection, bursting both inboard main tyres (...) An inquiry found the captain negligent for failing to intervene and the navigator negligent for not highlighting the tailwind and unstable approach."

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Raila Odinga. Of all the senior officials of ODM, no one stayed longer with Raila than I. From the time I was a student in 1992 to the time he departed, I was very close to him. In terms of party leadership and party management, allowing me to chair his party for 11 years is not a mean feat. During that time, there was a lot we shared #JKLive

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“We were No. 1 rush defense last year for a reason – he was a huge part of that… We gotta be able to stop the run at a high clip and rush the passer as well at a high clip.” Coach Coen on Travon Walker’s offseason approach and more.

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Sunclass Airbus A321-200 substantially damages its main gear during a landing incident at Skiathos Airport. Flight DK1614 from Stockholm was arriving at the Greek airport when it encountered windshear on final approach. The incident on 15th September was caught on video and posted to social media a few days ago. According to reports the aircraft has been grounded since and is waiting for the landing gear to be replaced. 📹skiathoslandings 🔗

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Serbia's President Aleksandar Vučić to Fox News: I was following very closely Trump's visit to China. He went to China seven days before I went there. I'm a small guy; he's a big guy. I was following his dedicated approach. He didn't go there because of his vanity. He brought with him all the leading people of the U.S. for making better businesses, for earning more money for their companies, and for feeding more people in the U.S. He was taking very rational steps.

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The COVID-19 period was very uncertain. Yet, I had the confidence that I had a leader and a team who were supporting me every day and every minute. There were unimaginable challenges, but despite them, there was a certain confidence that we would not be in it for too long or too deeply. At the same time, we kept our ears to the ground. We needed to listen to people. I think once we adopted that as our approach, to offer solutions, provide support and stand by the people, a sense of confidence emerged in me. — Smt Nirmala Sitharaman during a conversation with Shri Mark Laitflang Stone in Shillong, Meghalaya.
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Energy and intentions are real. This is why we get gut feelings and hunches from certain people and situations Energy resonates or it does not. Train your mind for positivity through affirmations, meditation, writing and being that goodness that you seek Here is a very old video of Grandmaster Xuan Kong extracting a bull’s qi, causing the bull to immediately drop. When this technique was performed, it was done for a specific purpose and was not demonstrated for the sake of showing off. The energy that is drawn out and then refined, can then be used for purposes that benefit the health of whomever is being treated. This was a rarely performed technique, so nowadays most will not ever see this skill being performed again. Even though one cannot expect to see rare demonstrations like this during anymore during medical seminars, there are still very unique and humane skills that are performed, during our current medical seminars. Even the diagnosis process itself is a highly sought after experience, due to the rare electrical qi emission technique that is utilized.

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