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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_1166show more

Turbine Traveller

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339,482 views • 2 months ago •via X (Twitter)

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#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..."

#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 views • 1 year ago

When the engines go silent, the aircraft becomes a glider. This pilot had to shut down the engines and glide toward the runway for an emergency landing near Van Nuys, California. No engine power. No second chance. Just altitude, airspeed and precise flying. Could you stay calm enough to land an aircraft with no engine power?

When the engines go silent, the aircraft becomes a glider. This pilot had to shut down the engines and glide toward the runway for an emergency landing near Van Nuys, California. No engine power. No second chance. Just altitude, airspeed and precise flying. Could you stay calm enough to land an aircraft with no engine power?

durvesh

36,997 views • 1 month ago

One of the notable features of the Lockheed Martin KC-130J Super Hercules is its ability to use reverse thrust, thanks to its turboprop engines. Caught this “QB” Marine Aerial Refueler here in Nairobi performing a power-back maneuver. The pilots are taking it nice and easy. One important “don’t” during a power-back is never use the brakes to stop the aircraft — doing so can risk tipping the aircraft onto its tail. Instead, the pilots smoothly transition back to forward thrust and carefully bring the aircraft to a stop, then taxi normally.

One of the notable features of the Lockheed Martin KC-130J Super Hercules is its ability to use reverse thrust, thanks to its turboprop engines. Caught this “QB” Marine Aerial Refueler here in Nairobi performing a power-back maneuver. The pilots are taking it nice and easy. One important “don’t” during a power-back is never use the brakes to stop the aircraft — doing so can risk tipping the aircraft onto its tail. Instead, the pilots smoothly transition back to forward thrust and carefully bring the aircraft to a stop, then taxi normally.

Turbine Traveller

13,495 views • 28 days ago

Water runway testing is part of aircraft certification, and the Airbus A350 goes through it here. The aircraft is driven through a test section containing at least 22 mm of standing water, with speeds increasing from about 111 km/h to 259 km/h. At these speeds, the landing gear produces a large amount of water spray. Engineers study how the spray moves around the aircraft and check that it does not adversely affect the engines or APU. The tests cover both takeoff and landing conditions, including reverse thrust during landing. The purpose is to verify that the A350 can safely operate when significant water is standing on the runway.

Water runway testing is part of aircraft certification, and the Airbus A350 goes through it here. The aircraft is driven through a test section containing at least 22 mm of standing water, with speeds increasing from about 111 km/h to 259 km/h. At these speeds, the landing gear produces a large amount of water spray. Engineers study how the spray moves around the aircraft and check that it does not adversely affect the engines or APU. The tests cover both takeoff and landing conditions, including reverse thrust during landing. The purpose is to verify that the A350 can safely operate when significant water is standing on the runway.

Tengiz

43,998 views • 12 days ago

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

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 views • 2 months ago

The sweet-sounding dual spool of the Airbus A380. On a standard 45-meter-wide runway, the engines of the giant A380 can be well outside the paved surface, which could be grass, sand, or loose gravel. At low speeds, this could be ingested by the outer engines. In order to prevent this Foreign Object Damage (FOD), a procedure consists of setting the outer engines' thrust to TOGA/FLEX only when the aircraft speed is at 40 knots, thus causing that dual spool sound.

The sweet-sounding dual spool of the Airbus A380. On a standard 45-meter-wide runway, the engines of the giant A380 can be well outside the paved surface, which could be grass, sand, or loose gravel. At low speeds, this could be ingested by the outer engines. In order to prevent this Foreign Object Damage (FOD), a procedure consists of setting the outer engines' thrust to TOGA/FLEX only when the aircraft speed is at 40 knots, thus causing that dual spool sound.

Arjun Singh

56,316 views • 1 year ago

Both engines of a Russian Mi-8 helicopter reportedly flamed out because of fuel starvation yet the aircraft still managed to make an emergency landing just kilometres from the runway. The key was a technique called autorotation, which allows a helicopter to maintain rotor rotation even after engine power is lost. During autorotation, airflow through the descending rotor keeps the blades spinning. Just before touchdown, the pilot can use the rotor's stored rotational energy to generate lift and reduce the aircraft's descent rate. But it is an extremely demanding emergency procedure, and the available landing area can make the difference between a controlled landing and a disaster. The bigger question is why both engines lost fuel supply in the first place. Russia's fuel infrastructure and logistics have faced repeated pressure from Ukrainian drone attacks, but there is not enough evidence to link this specific incident directly to those disruptions. #russia #HelicopterCrash #MI8Helicopter #ukraine #RussiaUkraine

Both engines of a Russian Mi-8 helicopter reportedly flamed out because of fuel starvation yet the aircraft still managed to make an emergency landing just kilometres from the runway. The key was a technique called autorotation, which allows a helicopter to maintain rotor rotation even after engine power is lost. During autorotation, airflow through the descending rotor keeps the blades spinning. Just before touchdown, the pilot can use the rotor's stored rotational energy to generate lift and reduce the aircraft's descent rate. But it is an extremely demanding emergency procedure, and the available landing area can make the difference between a controlled landing and a disaster. The bigger question is why both engines lost fuel supply in the first place. Russia's fuel infrastructure and logistics have faced repeated pressure from Ukrainian drone attacks, but there is not enough evidence to link this specific incident directly to those disruptions. #russia #HelicopterCrash #MI8Helicopter #ukraine #RussiaUkraine

Srijan Pal Singh

14,401 views • 14 days ago

-No pre-flight check? -Forced takeoff -Power failure (both engines failed, highly unlikely) -Flaps not extended -Landing gear still deployed -Nose pitched up Numerous questions and observations, very difficult to pinpoint the cause, but this is undoubtedly a deeply tragic event

-No pre-flight check? -Forced takeoff -Power failure (both engines failed, highly unlikely) -Flaps not extended -Landing gear still deployed -Nose pitched up Numerous questions and observations, very difficult to pinpoint the cause, but this is undoubtedly a deeply tragic event

Mohsin Ali

110,061 views • 1 year ago

🚨WHOA!!! Gravity Just Got Outmatched… Watch a C-17 Drop Out of the Sky Using Reverse Thrust Most people think giant cargo aircraft descend slowly in wide lazy circles. Not the American 🇺🇸 C-17. What you’re seeing in this footage is one of the most aggressive controlled descents ever engineered into a military aircraft. The C-17 Globemaster can actually deploy thrust reversers while still in the air… something almost no other jet transport can safely do. When those massive engines flip into reverse thrust, the physics of the aircraft changes instantly. Instead of the engines pushing the aircraft forward… they begin fighting the forward motion of the airplane. The result is dramatic. The aircraft can transition from flying nearly parallel to the horizon… to a steep nose-down descent that looks almost perpendicular compared to the Earth below. Pilots can drop altitude incredibly fast… going from high cruising altitude to landing approach in just a couple minutes. Why does this matter? Because the C-17 was built for battlefield logistics. It was designed to fly into dangerous airspace, descend rapidly to avoid threats, land on short or rough runways, unload equipment or troops, and get back into the air before anyone has time to react. That rapid descent capability allows the aircraft to minimize time exposed to enemy radar or missile threats. The moment the thrust reversers are disengaged, the aircraft stabilizes instantly and transitions back into normal controlled flight for landing. It’s a perfect example of American aerospace engineering. Four massive turbofan engines… flight computers… and aerodynamics working together to make a 585,000-pound aircraft move like a precision instrument in the sky. For people who have never seen reverse thrust used mid-air before… this footage is a rare look at how military airlift aircraft operate when seconds matter. It’s one of the coolest demonstrations of aviation physics you’ll ever see. #SilentMajoritySpeaks #AStoneGroove

🚨WHOA!!! Gravity Just Got Outmatched… Watch a C-17 Drop Out of the Sky Using Reverse Thrust Most people think giant cargo aircraft descend slowly in wide lazy circles. Not the American 🇺🇸 C-17. What you’re seeing in this footage is one of the most aggressive controlled descents ever engineered into a military aircraft. The C-17 Globemaster can actually deploy thrust reversers while still in the air… something almost no other jet transport can safely do. When those massive engines flip into reverse thrust, the physics of the aircraft changes instantly. Instead of the engines pushing the aircraft forward… they begin fighting the forward motion of the airplane. The result is dramatic. The aircraft can transition from flying nearly parallel to the horizon… to a steep nose-down descent that looks almost perpendicular compared to the Earth below. Pilots can drop altitude incredibly fast… going from high cruising altitude to landing approach in just a couple minutes. Why does this matter? Because the C-17 was built for battlefield logistics. It was designed to fly into dangerous airspace, descend rapidly to avoid threats, land on short or rough runways, unload equipment or troops, and get back into the air before anyone has time to react. That rapid descent capability allows the aircraft to minimize time exposed to enemy radar or missile threats. The moment the thrust reversers are disengaged, the aircraft stabilizes instantly and transitions back into normal controlled flight for landing. It’s a perfect example of American aerospace engineering. Four massive turbofan engines… flight computers… and aerodynamics working together to make a 585,000-pound aircraft move like a precision instrument in the sky. For people who have never seen reverse thrust used mid-air before… this footage is a rare look at how military airlift aircraft operate when seconds matter. It’s one of the coolest demonstrations of aviation physics you’ll ever see. #SilentMajoritySpeaks #AStoneGroove

A Gene Robinson

1,045,719 views • 6 months ago

🚨#BREAKING: Watch as a NASA research jet made a belly landing when it bursted into flames at after its landing gear apparently failed to deploy 📌#Houston | #Texas Watch wild footage captured after a NASA WB-57 research aircraft was forced to make a belly landing at Ellington Airport in Houston, Texas, after its landing gear reportedly failed to deploy when it landed flames and sparks can be seen coming from the jet. Emergency responders quickly rushed to the scene as the pilot safely exited the cockpit. NASA later confirmed that a mechanical issue led to a gear-up landing involving one of its WB-57 aircraft. All crew members are safe, and no injuries were reported. Officials say a full investigation into the cause of the incident is underway, with updates to be released as more information becomes available.

🚨#BREAKING: Watch as a NASA research jet made a belly landing when it bursted into flames at after its landing gear apparently failed to deploy 📌#Houston | #Texas Watch wild footage captured after a NASA WB-57 research aircraft was forced to make a belly landing at Ellington Airport in Houston, Texas, after its landing gear reportedly failed to deploy when it landed flames and sparks can be seen coming from the jet. Emergency responders quickly rushed to the scene as the pilot safely exited the cockpit. NASA later confirmed that a mechanical issue led to a gear-up landing involving one of its WB-57 aircraft. All crew members are safe, and no injuries were reported. Officials say a full investigation into the cause of the incident is underway, with updates to be released as more information becomes available.

R A W S A L E R T S

528,888 views • 8 months ago

This Thomas Cook A330 was accelerating for takeoff when flames suddenly erupted from one of its engines,forcing the crew to reject the takeoff. The key point is that once a serious engine problem is identified, the crew has to make a rapid decision based on speed, runway remaining and aircraft performance. Watching the video, the aircraft is already committed to the takeoff roll when the failure occurs. The rejected takeoff then becomes a carefully coordinated sequence - thrust reduced, braking applied and the aircraft kept under control while bringing it to a stop✈️

This Thomas Cook A330 was accelerating for takeoff when flames suddenly erupted from one of its engines,forcing the crew to reject the takeoff. The key point is that once a serious engine problem is identified, the crew has to make a rapid decision based on speed, runway remaining and aircraft performance. Watching the video, the aircraft is already committed to the takeoff roll when the failure occurs. The rejected takeoff then becomes a carefully coordinated sequence - thrust reduced, braking applied and the aircraft kept under control while bringing it to a stop✈️

Aviation Reporter

78,833 views • 15 days ago

In case you were wondering, this is how it works. A towbarless aircraft tug is used to push an aircraft back from the gate. Instead of using a towbar, it drives up to the nose wheels, clamps them in place and lifts the nose landing gear slightly off the ground. The main landing gear stays on the ground at all times. Once secured, the tug controls the steering and carefully pushes the aircraft into position for taxi. Only a small part of the aircraft's weight rests on the nose gear which is why even large aircraft like the Boeing 777 can be moved safely and smoothly. After pushback, the tug lowers the nose wheels and disconnects, and the pilots continue taxiing.

In case you were wondering, this is how it works. A towbarless aircraft tug is used to push an aircraft back from the gate. Instead of using a towbar, it drives up to the nose wheels, clamps them in place and lifts the nose landing gear slightly off the ground. The main landing gear stays on the ground at all times. Once secured, the tug controls the steering and carefully pushes the aircraft into position for taxi. Only a small part of the aircraft's weight rests on the nose gear which is why even large aircraft like the Boeing 777 can be moved safely and smoothly. After pushback, the tug lowers the nose wheels and disconnects, and the pilots continue taxiing.

Mechanical Knowledge

467,411 views • 6 months ago

🚨People watching this think it looks fake… It isn’t. That is a real F-22 Raptor performing an unrestricted climb. This maneuver is something only a handful of aircraft on Earth can do. When the pilot rotates and goes straight up like that, the aircraft is converting pure engine thrust into vertical climb. The reason it can do it comes down to the engines. The F-22 is powered by two Pratt & Whitney F119-PW-100 turbofan engines. Each engine produces about 35,000 pounds of thrust with afterburner. Combined thrust: About 70,000 pounds. Now compare that to the aircraft’s weight. Typical combat weight: ≈ 64,000 pounds That means the Raptor has a thrust-to-weight ratio greater than 1:1. In simple terms… The engines produce more thrust than the aircraft weighs. That allows the jet to accelerate vertically. And it gets even crazier. The engines use two-dimensional thrust-vectoring nozzles, allowing the exhaust to tilt up and down to maintain control even when airflow over the wings is minimal. Top speed ≈ Mach 2.25 (about 1,700 mph) Supercruise ≈ Mach 1.5 without afterburners Service ceiling ≈ 65,000 feet Only about 183 operational F-22s were ever built. Which means when you see a Raptor do this climb… You’re watching one of the most advanced air-dominance fighters ever created. #SilentMajoritySpeaks #AStoneGroove

🚨People watching this think it looks fake… It isn’t. That is a real F-22 Raptor performing an unrestricted climb. This maneuver is something only a handful of aircraft on Earth can do. When the pilot rotates and goes straight up like that, the aircraft is converting pure engine thrust into vertical climb. The reason it can do it comes down to the engines. The F-22 is powered by two Pratt & Whitney F119-PW-100 turbofan engines. Each engine produces about 35,000 pounds of thrust with afterburner. Combined thrust: About 70,000 pounds. Now compare that to the aircraft’s weight. Typical combat weight: ≈ 64,000 pounds That means the Raptor has a thrust-to-weight ratio greater than 1:1. In simple terms… The engines produce more thrust than the aircraft weighs. That allows the jet to accelerate vertically. And it gets even crazier. The engines use two-dimensional thrust-vectoring nozzles, allowing the exhaust to tilt up and down to maintain control even when airflow over the wings is minimal. Top speed ≈ Mach 2.25 (about 1,700 mph) Supercruise ≈ Mach 1.5 without afterburners Service ceiling ≈ 65,000 feet Only about 183 operational F-22s were ever built. Which means when you see a Raptor do this climb… You’re watching one of the most advanced air-dominance fighters ever created. #SilentMajoritySpeaks #AStoneGroove

A Gene Robinson

1,277,222 views • 6 months ago

This guy stands right there on the edge of the runway in his white cap, phone raised to capture every second, as the colossal gray U.S. Air Force cargo plane fires up its four massive engines with a thunderous growl right beside a tiny white propeller plane that suddenly looks like a toy next to it. The ground seems to tremble while the giant slowly taxis into position, then unleashes its full power—accelerating hard down the long stretch of pavement, tires biting in and kicking up swirling clouds of dust and smoke. In one heart-stopping instant the enormous aircraft lifts its nose, landing gear still down, and climbs powerfully into the overcast sky with pure, majestic grace. What an incredible display of raw power and human ingenuity that reminds us how thrilling it is to watch something so massive soar with such effortless beauty. Have you ever stood this close to a giant plane taking off and felt that rush of pure awe?

This guy stands right there on the edge of the runway in his white cap, phone raised to capture every second, as the colossal gray U.S. Air Force cargo plane fires up its four massive engines with a thunderous growl right beside a tiny white propeller plane that suddenly looks like a toy next to it. The ground seems to tremble while the giant slowly taxis into position, then unleashes its full power—accelerating hard down the long stretch of pavement, tires biting in and kicking up swirling clouds of dust and smoke. In one heart-stopping instant the enormous aircraft lifts its nose, landing gear still down, and climbs powerfully into the overcast sky with pure, majestic grace. What an incredible display of raw power and human ingenuity that reminds us how thrilling it is to watch something so massive soar with such effortless beauty. Have you ever stood this close to a giant plane taking off and felt that rush of pure awe?

R͓̽Y͓̽a͓̽n͓̽C͓̽e͓̽y͓̽

109,592 views • 5 months ago

Twitch Streamer Asmongold argues the current power dynamic narrative in the Sykkuno allegations. "And also this entire idea of a power dynamic, this is just another way that people are removing accountability from themselves." To which I agree, when people look at allegations, the quick, easy generic argument to make is that there is a power dynamic, while also further diminishing any other argumentation. People in the past few years have made this argument frequently, that it has diminished the true meaning of what is actually a power dynamic.

Twitch Streamer Asmongold argues the current power dynamic narrative in the Sykkuno allegations. "And also this entire idea of a power dynamic, this is just another way that people are removing accountability from themselves." To which I agree, when people look at allegations, the quick, easy generic argument to make is that there is a power dynamic, while also further diminishing any other argumentation. People in the past few years have made this argument frequently, that it has diminished the true meaning of what is actually a power dynamic.

Leigha Sapienti

51,834 views • 5 months ago

The Shellacker is a gadget for the Power Tank. Charge it up and it will launch a round that can unleash a devastating explosion. While a fully charged shot is incredibly powerful, finding the time to charge up can be a challenge.

The Shellacker is a gadget for the Power Tank. Charge it up and it will launch a round that can unleash a devastating explosion. While a fully charged shot is incredibly powerful, finding the time to charge up can be a challenge.

Splatoon North America

19,069 views • 2 months ago

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_2006

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_2006

Turbine Traveller

91,056 views • 6 months ago

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.

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

1,728,737 views • 1 year ago

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 🔗

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 🔗

Breaking Aviation News & Videos

682,347 views • 2 years ago