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This looks like a regular IT server room. But it is actually the main avionics compartment of an Airbus A350, a rare view into what sits at the very front of the aircraft, directly beneath the cockpit floor. Inside are 22 purpose built computing modules made by Thales, each... costing more than $100,000+ They host multiple aircraft systems, processing everything from flight controls and landing gear to hydraulics, fuel, electrical systems and flight warnings. All of them are connected through a dual redundants AFDX network, with 14 switches and 29 remote data concentrators distributed throughout the aircraft. Keeping this computing architecture running requires an estimated 50-60+ kW of electrical power. The electricity keeping all of this computing hardware alive is generated in real time from the aircraft's two engines. Each engine mechanically drives two generators through its accessory gearbox, giving the A350 four generators capable of producing up to 100 kVA each. That electricity then flows through the aircraft's power network, where transformers and rectifiers convert it into the different AC and 28 V DC supplies the avionics need. And if those generators fail, the aircraft has layers of backup power, including the APU and, in an extreme emergency, a ram air turbine that deploys automatically if all systems fail. The A350 has two independent avionics cooling circuits, heat extraction fans and backup airflow paths to keep the computers within their operating limits. So the next time you hear the word autopilot, remember what it really takes to make an Airbus A350 fly itself, An entire architecture of computers, networks, redundant power and cooling, hidden beneath the floor where no passenger ever sees it. Source, maintenancemodeshow more

Ammanichanda

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65,796 次观看 • 3 天前 •via X (Twitter)

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The Airbus A350 is, without question, the most beautiful airliner gracing the skies today. A masterpiece of modern engineering and design, it combines elegance with efficiency. From every angle, the A350 is perfectly proportioned. Its long, graceful fuselage flows seamlessly into a set of gently curved wings that flex in flight like a bird in motion—an iconic silhouette that instantly sets it apart. The wingtips, with their signature upturned ‘sharklets,’ don’t just look stunning—they whisper of aerodynamic excellence and fuel-saving innovation. Its nose profile is distinctive yet refined, with a gentle curvature and a cockpit visor that gives the aircraft a futuristic, almost predatory presence. And unlike many other widebodies, the A350’s fuselage length is in perfect harmony with its wing span and tail height—there’s a visual symmetry that makes it appear poised, balanced, and utterly graceful, whether taxiing on the tarmac or soaring above the clouds. But it’s not just a pretty face. The A350 is a triumph of technology—built from over 50% carbon-fibre-reinforced composite, powered by next-generation Rolls-Royce Trent XWB engines, and brimming with advanced systems that make it one of the most efficient and capable long-haul aircraft ever built. In an age where function often overrides form, the A350 is a rare exception—a true flying work of art that proves beauty and brains can coexist. 📸 by ig/captainchris Not an ad

aircraftmaintenancengineer

30,458 次观看 • 1 年前

The making of the Airbus A380 - building the world's largest passenger aircraft The Airbus A380 was designed to move more passengers farther and quieter than any aircraft before it. Its development brought together engineering teams from across Europe to create a true aviation giant. Major sections of the A380 are manufactured in different countries. The wings are built in the United Kingdom, the fuselage sections in Germany and France, the cockpit and nose in France, and the horizontal tail plane in Spain. These massive components are transported by Beluga aircraft, ships, and special road convoys to the final assembly line in Toulouse, France ملم The A380 uses advanced aluminum alloys and composite materials to handle extreme structural loads while keeping weight under control. Its wings are the largest ever fitted to a passenger aircraft, designed to flex several meters upward in flight without damage. Inside, the aircraft features a full-length double-deck cabin, advanced fly-by-wire systems, and one of the most complex electrical and hydraulic architectures ever installed on a civil airliner After assembly, each A380 undergoes extensive ground tests, system checks, and flight testing to certify performance, safety, and reliability before entering airline service

The making of the Airbus A380 - building the world's largest passenger aircraft The Airbus A380 was designed to move more passengers farther and quieter than any aircraft before it. Its development brought together engineering teams from across Europe to create a true aviation giant. Major sections of the A380 are manufactured in different countries. The wings are built in the United Kingdom, the fuselage sections in Germany and France, the cockpit and nose in France, and the horizontal tail plane in Spain. These massive components are transported by Beluga aircraft, ships, and special road convoys to the final assembly line in Toulouse, France ملم The A380 uses advanced aluminum alloys and composite materials to handle extreme structural loads while keeping weight under control. Its wings are the largest ever fitted to a passenger aircraft, designed to flex several meters upward in flight without damage. Inside, the aircraft features a full-length double-deck cabin, advanced fly-by-wire systems, and one of the most complex electrical and hydraulic architectures ever installed on a civil airliner After assembly, each A380 undergoes extensive ground tests, system checks, and flight testing to certify performance, safety, and reliability before entering airline service

Mechanical Knowledge

123,910 次观看 • 4 个月前

Enhanced video of the moment AI171 crashed appears on social media and gives a clearer indication that the aircraft's Ram Air Turbine was deployed shortly after take off from Ahmedabad. The new video is sharper and with better audio than the one widely circulated on the day of the accident. The RAT can clearly be heard at the beginning of the 18 second clip. Aviation experts say the deployment of the ram air turbine (RAT) on the Air India Dreamliner that crashed on June 12 is compelling evidence of a catastrophic dual engine failure. The ram air turbine (RAT) is a last-resort device designed to deploy automatically on aircraft like the Boeing 787 Dreamliner when both engines fail or there is a total loss of electrical or hydraulic power. “It’s not designed for an airplane at 400 or 500 feet to lose all power,” he says. “But it gives you the minimum needed to fly and communicate.”

Enhanced video of the moment AI171 crashed appears on social media and gives a clearer indication that the aircraft's Ram Air Turbine was deployed shortly after take off from Ahmedabad. The new video is sharper and with better audio than the one widely circulated on the day of the accident. The RAT can clearly be heard at the beginning of the 18 second clip. Aviation experts say the deployment of the ram air turbine (RAT) on the Air India Dreamliner that crashed on June 12 is compelling evidence of a catastrophic dual engine failure. The ram air turbine (RAT) is a last-resort device designed to deploy automatically on aircraft like the Boeing 787 Dreamliner when both engines fail or there is a total loss of electrical or hydraulic power. “It’s not designed for an airplane at 400 or 500 feet to lose all power,” he says. “But it gives you the minimum needed to fly and communicate.”

Breaking Aviation News & Videos

3,812,960 次观看 • 1 年前

What if aircraft were built like open-source software? Project Caribou is an ambitious open-source effort to build a 200 kg-class heavy-lift hexacopter that anyone can study, improve, and contribute to. The long-term goal is to accelerate the development of larger open-source aircraft and eVTOL platforms. The project targets a ~200 kg maximum takeoff weight with an ~100 kg payload, uses an 18S power architecture, and is built around an ArduPilot-based flight stack. The repository includes CAD models, PCB designs, documentation, and engineering workflows that are evolving in the open. If you are interested in drones, aerospace, robotics, or embedded systems, this is one of the most exciting open-source engineering projects to follow.

What if aircraft were built like open-source software? Project Caribou is an ambitious open-source effort to build a 200 kg-class heavy-lift hexacopter that anyone can study, improve, and contribute to. The long-term goal is to accelerate the development of larger open-source aircraft and eVTOL platforms. The project targets a ~200 kg maximum takeoff weight with an ~100 kg payload, uses an 18S power architecture, and is built around an ArduPilot-based flight stack. The repository includes CAD models, PCB designs, documentation, and engineering workflows that are evolving in the open. If you are interested in drones, aerospace, robotics, or embedded systems, this is one of the most exciting open-source engineering projects to follow.

Praveen Kumar Verma

37,152 次观看 • 19 天前

A Change of Plan…🌍 A little insight into the realities of airline flying: sometimes the route you see on your flight tracker isn’t the one we originally planned. That’s because flight planning is a mix of science, safety, and flexibility. 🌐 One reason for changes is ATC flow management. Think of it like traffic lights in the sky, with thousands of aircraft moving through shared corridors, air traffic control sometimes adjusts our routes to keep the system flowing smoothly and safely. But today’s change wasn’t about traffic. It was about performance planning. Departing Delhi, our A350 was heavy with fuel and passengers, and the original routing led straight into an area of very high terrain. With a twin-engine aircraft, we always consider the “what if”: if one engine were to fail, how would the aircraft perform? Safety means ensuring we can still fly clear of terrain even under those conditions. That’s where ETOPS (Extended-range Twin-engine Operations) and drift down procedures come in. ETOPS rules let two-engine aircraft fly long oceanic and remote routes, but only with strict planning to guarantee diversion options. Drift down is the scenario where, after losing one engine, we calculate how the aircraft can descend to a level where it can safely continue flight and clear terrain. These are baked into every flight plan, and sometimes, the numbers don’t add up and they mean taking the longer way around. So today, instead of climbing northwest out of India, we turned south. The routing took us over Oman and the UAE, up the length of the Gulf, across Iraq, and back into our original track over western Turkey. That’s also where we passed one of my favourite places: the airfield named Batman 🦇. 👨‍✈️ It’s a great reminder that flying isn’t just point-to-point. Every route is carefully designed with safety, performance, and the flow of global air traffic in mind. It also means that we had a great opportunity to get some air-to-air pics of other aircraft. Will share these during the week 🙌🏻 #AvGeek #PilotLife #AirbusA350 #FlightDeckLife #ETOPS #FlightOps #AirlinePilot #AviationSafety #ProfessionalPilot #FromTheFlightDeck #FlyingTheWorld #SingleEngineDriftDown #AviationDaily #AvgeekCommunity #SkyHighViews

A Change of Plan…🌍 A little insight into the realities of airline flying: sometimes the route you see on your flight tracker isn’t the one we originally planned. That’s because flight planning is a mix of science, safety, and flexibility. 🌐 One reason for changes is ATC flow management. Think of it like traffic lights in the sky, with thousands of aircraft moving through shared corridors, air traffic control sometimes adjusts our routes to keep the system flowing smoothly and safely. But today’s change wasn’t about traffic. It was about performance planning. Departing Delhi, our A350 was heavy with fuel and passengers, and the original routing led straight into an area of very high terrain. With a twin-engine aircraft, we always consider the “what if”: if one engine were to fail, how would the aircraft perform? Safety means ensuring we can still fly clear of terrain even under those conditions. That’s where ETOPS (Extended-range Twin-engine Operations) and drift down procedures come in. ETOPS rules let two-engine aircraft fly long oceanic and remote routes, but only with strict planning to guarantee diversion options. Drift down is the scenario where, after losing one engine, we calculate how the aircraft can descend to a level where it can safely continue flight and clear terrain. These are baked into every flight plan, and sometimes, the numbers don’t add up and they mean taking the longer way around. So today, instead of climbing northwest out of India, we turned south. The routing took us over Oman and the UAE, up the length of the Gulf, across Iraq, and back into our original track over western Turkey. That’s also where we passed one of my favourite places: the airfield named Batman 🦇. 👨‍✈️ It’s a great reminder that flying isn’t just point-to-point. Every route is carefully designed with safety, performance, and the flow of global air traffic in mind. It also means that we had a great opportunity to get some air-to-air pics of other aircraft. Will share these during the week 🙌🏻 #AvGeek #PilotLife #AirbusA350 #FlightDeckLife #ETOPS #FlightOps #AirlinePilot #AviationSafety #ProfessionalPilot #FromTheFlightDeck #FlyingTheWorld #SingleEngineDriftDown #AviationDaily #AvgeekCommunity #SkyHighViews

Scott Bateman MBE

33,219 次观看 • 11 个月前

🇺🇸🇮🇷 After reports that a U.S A-10 Warthog crashed near the Strait of Hormuz, it raises the question: how easy is it to shoot down? The A-10 looks like an easy target. It’s slow, flies low, and lacks the sleek defenses of modern jets. But the A-10 wasn’t designed to avoid being shot at, it was designed to survive it. Everything about the aircraft reflects that mindset. The pilot sits inside a titanium armored shell, critical systems are duplicated, and the engines are spaced to reduce the chance of a single strike taking the plane down. Even the fuel system is built to limit catastrophic damage. Combat history shows the result. During the Gulf War, A-10s routinely returned to base with severe damage, shredded wings, failed hydraulics, and systems barely holding together, yet still managed to complete their missions. Modern air defenses can certainly hit an A-10. The challenge is finishing the job. Flying low among terrain and battlefield clutter, the aircraft complicates clean targeting, and its resilience means that a hit is often not enough. That durability is what keeps it relevant. While newer aircraft rely on speed or stealth to stay safe, the A-10 relies on something more old-fashioned: the ability to endure. It isn’t invulnerable, but it was built with a simple assumption that many aircraft avoid, that war will reach it. And when it does, the A-10 is expected to fly home anyway.

🇺🇸🇮🇷 After reports that a U.S A-10 Warthog crashed near the Strait of Hormuz, it raises the question: how easy is it to shoot down? The A-10 looks like an easy target. It’s slow, flies low, and lacks the sleek defenses of modern jets. But the A-10 wasn’t designed to avoid being shot at, it was designed to survive it. Everything about the aircraft reflects that mindset. The pilot sits inside a titanium armored shell, critical systems are duplicated, and the engines are spaced to reduce the chance of a single strike taking the plane down. Even the fuel system is built to limit catastrophic damage. Combat history shows the result. During the Gulf War, A-10s routinely returned to base with severe damage, shredded wings, failed hydraulics, and systems barely holding together, yet still managed to complete their missions. Modern air defenses can certainly hit an A-10. The challenge is finishing the job. Flying low among terrain and battlefield clutter, the aircraft complicates clean targeting, and its resilience means that a hit is often not enough. That durability is what keeps it relevant. While newer aircraft rely on speed or stealth to stay safe, the A-10 relies on something more old-fashioned: the ability to endure. It isn’t invulnerable, but it was built with a simple assumption that many aircraft avoid, that war will reach it. And when it does, the A-10 is expected to fly home anyway.

Mario Nawfal

594,547 次观看 • 4 个月前

Data released by the US National Transportation Safety Board (NTSB) in response to a freedom of information request, shows that the fuel switches to both engines were shut off simultaneously before China Eastern Airlines flight MU5735 dropped out of the sky and crashed in March 2022. It was China’s deadliest air disaster in decades, but the Civil Aviation Administration of China (CAAC) has not addressed the crucial question of what had prompted the deadly nosedive. The data was taken from the plane’s flight data recorder that record all relevant operational information — which was recovered from the wreckage and sent to the NTSB’s laboratory in Washington DC for analysis (with the agency’s involvement stemming from Boeing being a US aircraft manufacturer). “It was found that while cruising at 29,000 ft, the fuel switches on both engines moved from the run position to the cutoff position. Engine speeds decreased after the fuel switch movement,” the NTSB report said. China has not published an update into its investigation since 2024, when the CAAC released a statement on the two-year anniversary of the crash reiterating earlier findings that it found no problems with the aircraft, crew or weather conditions.

Data released by the US National Transportation Safety Board (NTSB) in response to a freedom of information request, shows that the fuel switches to both engines were shut off simultaneously before China Eastern Airlines flight MU5735 dropped out of the sky and crashed in March 2022. It was China’s deadliest air disaster in decades, but the Civil Aviation Administration of China (CAAC) has not addressed the crucial question of what had prompted the deadly nosedive. The data was taken from the plane’s flight data recorder that record all relevant operational information — which was recovered from the wreckage and sent to the NTSB’s laboratory in Washington DC for analysis (with the agency’s involvement stemming from Boeing being a US aircraft manufacturer). “It was found that while cruising at 29,000 ft, the fuel switches on both engines moved from the run position to the cutoff position. Engine speeds decreased after the fuel switch movement,” the NTSB report said. China has not published an update into its investigation since 2024, when the CAAC released a statement on the two-year anniversary of the crash reiterating earlier findings that it found no problems with the aircraft, crew or weather conditions.

Breaking Aviation News & Videos

172,653 次观看 • 3 个月前

This is an 80,000-tonne hydraulic forging press from China’s Northern Heavy Industries, one of the largest metal-forming machines ever built. But it is not simply a machine that bends metal like traditional presses do. At this scale, forging is about changing the internal structure of the material itself, compressing the metal, refining its molecular grain flow and eliminating hidden defects that could cause failure decades later. Machines like this are used to create some of the most critical components on Earth, aircraft landing gear, titanium aerospace structures, nuclear reactor components, massive gas turbine rotors and ship propulsion shafts. The metals being forged are among the most advanced engineering materials available, ultra-high-strength steels, titanium alloys and nickel-based superalloys designed to survive extreme temperatures, pressure and millions of fatigue cycles. An 80,000-tonne press is an industrial ecosystem by itself. The press, hydraulic systems, furnaces, manipulators and supporting infrastructure can require hundreds of millions of dollars in investment, with hydraulic systems requiring tens of megawatts of power to control forces equivalent to thousands of tonnes. The biggest industrial machines often do not make the final products. They make the materials that make those products possible.

This is an 80,000-tonne hydraulic forging press from China’s Northern Heavy Industries, one of the largest metal-forming machines ever built. But it is not simply a machine that bends metal like traditional presses do. At this scale, forging is about changing the internal structure of the material itself, compressing the metal, refining its molecular grain flow and eliminating hidden defects that could cause failure decades later. Machines like this are used to create some of the most critical components on Earth, aircraft landing gear, titanium aerospace structures, nuclear reactor components, massive gas turbine rotors and ship propulsion shafts. The metals being forged are among the most advanced engineering materials available, ultra-high-strength steels, titanium alloys and nickel-based superalloys designed to survive extreme temperatures, pressure and millions of fatigue cycles. An 80,000-tonne press is an industrial ecosystem by itself. The press, hydraulic systems, furnaces, manipulators and supporting infrastructure can require hundreds of millions of dollars in investment, with hydraulic systems requiring tens of megawatts of power to control forces equivalent to thousands of tonnes. The biggest industrial machines often do not make the final products. They make the materials that make those products possible.

Ammanichanda

230,760 次观看 • 19 天前

Another night, another long arc east… London Heathrow Airport to Hong Kong 🇭🇰, the Airbus A350 settling into cruise while the world slides quietly beneath us. Lately there’s been plenty of noise about GPS jamming and spoofing, so here’s the calm, practical version from the flight deck. Jamming is simply interference, other electronic noise overwhelming the GPS signal so a receiver can’t hear it properly. Spoofing is more mischievous, that’s nefarious actors broadcasting a false signal that tries to convince the receiver it’s somewhere it isn’t. Both can be inconvenient. Neither is new. And neither is a show-stopper for modern aviation. Airliners were navigating oceans long before satellites were part of the picture, using inertial reference systems, radio navigation aids, dead reckoning, time, distance, and a healthy respect for cross-checks. Today’s aircraft layer all of that together. If one element like the GPS becomes unreliable, the system doesn’t panic, it recognises it swiftly, dumps it, and reverts to one of the other systems. Crews verify, cross-reference, and carry on. That’s the quiet strength of modern aviation and aircraft, redundancy and judgement. No single sensor gets a veto. No single failure defines the outcome. The airplane doesn’t need GPS to fly safely; it uses it when it’s trustworthy and ignores it when it isn’t. From the cabin, the night looks serene. From the flight deck, it’s deliberate, systems monitored, assumptions questioned, margins protected. Just as it’s always been. If you’d like to learn more about GPS jamming and spoofing, and the tragic event that released this military system for civilian aviation, you can preorder my book JUMBO on Amazon or at any good bookstore. Hong Kong by morning. Same principles. New technology. Calm continuity. #A350 #PilotLife #AviationSafety #AvGeek #FlightDeckView #LongHaul #Navigation #GPS #ModernAviation #AirlineLife #AboveTheClouds #SystemsThinking #GlobalAviation #JUMBO #JUMBObook

Another night, another long arc east… London Heathrow Airport to Hong Kong 🇭🇰, the Airbus A350 settling into cruise while the world slides quietly beneath us. Lately there’s been plenty of noise about GPS jamming and spoofing, so here’s the calm, practical version from the flight deck. Jamming is simply interference, other electronic noise overwhelming the GPS signal so a receiver can’t hear it properly. Spoofing is more mischievous, that’s nefarious actors broadcasting a false signal that tries to convince the receiver it’s somewhere it isn’t. Both can be inconvenient. Neither is new. And neither is a show-stopper for modern aviation. Airliners were navigating oceans long before satellites were part of the picture, using inertial reference systems, radio navigation aids, dead reckoning, time, distance, and a healthy respect for cross-checks. Today’s aircraft layer all of that together. If one element like the GPS becomes unreliable, the system doesn’t panic, it recognises it swiftly, dumps it, and reverts to one of the other systems. Crews verify, cross-reference, and carry on. That’s the quiet strength of modern aviation and aircraft, redundancy and judgement. No single sensor gets a veto. No single failure defines the outcome. The airplane doesn’t need GPS to fly safely; it uses it when it’s trustworthy and ignores it when it isn’t. From the cabin, the night looks serene. From the flight deck, it’s deliberate, systems monitored, assumptions questioned, margins protected. Just as it’s always been. If you’d like to learn more about GPS jamming and spoofing, and the tragic event that released this military system for civilian aviation, you can preorder my book JUMBO on Amazon or at any good bookstore. Hong Kong by morning. Same principles. New technology. Calm continuity. #A350 #PilotLife #AviationSafety #AvGeek #FlightDeckView #LongHaul #Navigation #GPS #ModernAviation #AirlineLife #AboveTheClouds #SystemsThinking #GlobalAviation #JUMBO #JUMBObook

Scott Bateman MBE

110,340 次观看 • 6 个月前

$Jet Fuel is a fascinating story. We don’t measure it in litres, we measure it in weight, because fuel expands/contracts with temperature while weight stays constant. Jet fuel’s specific gravity is ~0.8, so 1 litre ≈ 0.8 kg (lighter than water). It’s also worth noting that jet fuel is essentially a highly refined kerosene, far less volatile than gasoline, which makes it safer to handle in large quantities. On a long-haul, fuel can be close to half the aircraft’s total weight at departure. On the A350-1000, that can be ~129 tonnes. At most major international airports, this much fuel doesn’t turn up in a tanker. It’s stored in a depot and delivered through a network of underground hydrant pipes to each stand. The “tanker” you see is really a pump truck connecting the hydrant to the aircraft and metering the exact uplift. When I moved from the A340-600 to the A350-1000, one of the things that struck me most was just how much simpler and smarter the fuel system became and how much less fuel we required for the same journeys. On the A340-600, we needed a rear trim tank in the tail to keep the aircraft in balance during cruise. It worked beautifully, but it added complexity. The A350 doesn’t need that, instead, it uses tiny fractions of flap in cruise, together with the latest wing aerodynamics, to keep perfectly in trim. London → New York comparison (typical figures): - A340-600: ~80–90 tonnes of trip fuel - A350-1000: ~50–60 tonnes of trip fuel That’s roughly 30–40% less fuel, saving ~25–30 tonnes on a single flight, which also means about 80–95 tonnes less CO₂ (rule of thumb: 1 tonne of jet fuel ≈ 3.16 tonnes CO₂) 📸 by ig/captainchris$

Jet Fuel is a fascinating story. We don’t measure it in litres, we measure it in weight, because fuel expands/contracts with temperature while weight stays constant. Jet fuel’s specific gravity is ~0.8, so 1 litre ≈ 0.8 kg (lighter than water). It’s also worth noting that jet fuel is essentially a highly refined kerosene, far less volatile than gasoline, which makes it safer to handle in large quantities. On a long-haul, fuel can be close to half the aircraft’s total weight at departure. On the A350-1000, that can be ~129 tonnes. At most major international airports, this much fuel doesn’t turn up in a tanker. It’s stored in a depot and delivered through a network of underground hydrant pipes to each stand. The “tanker” you see is really a pump truck connecting the hydrant to the aircraft and metering the exact uplift. When I moved from the A340-600 to the A350-1000, one of the things that struck me most was just how much simpler and smarter the fuel system became and how much less fuel we required for the same journeys. On the A340-600, we needed a rear trim tank in the tail to keep the aircraft in balance during cruise. It worked beautifully, but it added complexity. The A350 doesn’t need that, instead, it uses tiny fractions of flap in cruise, together with the latest wing aerodynamics, to keep perfectly in trim. London → New York comparison (typical figures): - A340-600: ~80–90 tonnes of trip fuel - A350-1000: ~50–60 tonnes of trip fuel That’s roughly 30–40% less fuel, saving ~25–30 tonnes on a single flight, which also means about 80–95 tonnes less CO₂ (rule of thumb: 1 tonne of jet fuel ≈ 3.16 tonnes CO₂) 📸 by ig/captainchris

aircraftmaintenancengineer

509,361 次观看 • 1 年前

THIS GUY GOT SICK OF UK TRAIN STATIONS HIDING THE PLATFORM NUMBER UNTIL THE LAST SECOND, SO HE VIBE CODED AN APP THAT PREDICTS IT BEFORE THEY REVEAL IT if youve ever stood in a crowded station like london euston, you know the pain the platform stays hidden until 15 minutes before boarding, then it flashes up and hundreds of people sprint for the same gate so he built something that fixes this: > a clean departures and arrivals app pulling live data straight from the network rail apis > live train tracking so you can watch where your train actually is on the route and whether its running on time > the main feature is a predictive engine that guesses your platform before the station reveals it, and its right about 75% of the time heres how it predicts: every time a train finishes its journey, it logs which platform it actually pulled into and compares that to the platform network rail originally advertised it saves every one of those comparisons, and over time it builds up enough history to predict the platform with a real confidence score he built the whole thing with claude, mostly opus with some fable

THIS GUY GOT SICK OF UK TRAIN STATIONS HIDING THE PLATFORM NUMBER UNTIL THE LAST SECOND, SO HE VIBE CODED AN APP THAT PREDICTS IT BEFORE THEY REVEAL IT if youve ever stood in a crowded station like london euston, you know the pain the platform stays hidden until 15 minutes before boarding, then it flashes up and hundreds of people sprint for the same gate so he built something that fixes this: > a clean departures and arrivals app pulling live data straight from the network rail apis > live train tracking so you can watch where your train actually is on the route and whether its running on time > the main feature is a predictive engine that guesses your platform before the station reveals it, and its right about 75% of the time heres how it predicts: every time a train finishes its journey, it logs which platform it actually pulled into and compares that to the platform network rail originally advertised it saves every one of those comparisons, and over time it builds up enough history to predict the platform with a real confidence score he built the whole thing with claude, mostly opus with some fable

Om Patel

176,154 次观看 • 1 个月前

Just weeks ago I considered this to be a map of Superchargers. The foundation that made EV’s a going concern for the first time. But it’s not. These dots represent fully permitted and built power stations in an era where every AI player is trying to figure out how to get power for compute. This is the largest electrical power moat I’ve ever seen that can fully supply current and future charging needs while collecting and storing cheaper power during off-peak to supply an AI revolution. Elon doesn’t care who knows anymore. 2nd place is… crumbs. AWS was built from excess server space needed during peak demand. Now it’s bigger and more valuable than the core Amazon retail business. Tesla is about to drop a hardware smackdown right in the face of software engineers. AI prototypes are easy. Scaling is hard. If only Tesla had a factory pouring out millions of chips each year that are underutilized 95% of the time. Each with their own battery storage. Imagine that. Tesla could call them ‘cars’. And that power moat? It’s all fully upgradable. It’s primed to be tripled. Only a handful of Tesla charging stations currently have solar and/or Megapacks. For 14 years Tesla has permitted and built the gas stations of the future around the world. Everyone said it would fail. All of them were wrong. And now Tesla is in a process of creating a possible 10x value stamp on those stations that should have never been built. It makes you wonder, When a vehicle now leaves the Tesla factory; how do we even begin to calculate the economic production that it will generate during its lifetime? It’s a Robotaxi, energy storage, and a fully sealed/cooled compute processor. They may as well start shitting gold out of a tailpipe.

Just weeks ago I considered this to be a map of Superchargers. The foundation that made EV’s a going concern for the first time. But it’s not. These dots represent fully permitted and built power stations in an era where every AI player is trying to figure out how to get power for compute. This is the largest electrical power moat I’ve ever seen that can fully supply current and future charging needs while collecting and storing cheaper power during off-peak to supply an AI revolution. Elon doesn’t care who knows anymore. 2nd place is… crumbs. AWS was built from excess server space needed during peak demand. Now it’s bigger and more valuable than the core Amazon retail business. Tesla is about to drop a hardware smackdown right in the face of software engineers. AI prototypes are easy. Scaling is hard. If only Tesla had a factory pouring out millions of chips each year that are underutilized 95% of the time. Each with their own battery storage. Imagine that. Tesla could call them ‘cars’. And that power moat? It’s all fully upgradable. It’s primed to be tripled. Only a handful of Tesla charging stations currently have solar and/or Megapacks. For 14 years Tesla has permitted and built the gas stations of the future around the world. Everyone said it would fail. All of them were wrong. And now Tesla is in a process of creating a possible 10x value stamp on those stations that should have never been built. It makes you wonder, When a vehicle now leaves the Tesla factory; how do we even begin to calculate the economic production that it will generate during its lifetime? It’s a Robotaxi, energy storage, and a fully sealed/cooled compute processor. They may as well start shitting gold out of a tailpipe.

No Safe Words

56,727 次观看 • 1 个月前

There is a room in Málaga that was built to be the closest thing on earth to standing inside heaven. It is called the camarín of the Virgin of Victory, and it is hidden at the top of a tower inside the Santuario de la Victoria. To reach it, you climb and the ascent is the entire point... The building you are climbing through was completed in 1700, and it was designed as a single argument made in stone. At the bottom lies a crypt: a black chamber crowded with white plaster skeletons, a meditation on death and the brevity of life. From there a staircase rises, and as you climb it the light grows stronger and the imagery changes from bones to saints. The architects of the time understood this ascent as the soul's own journey, the dark crypt as the stage of penitence, the staircase as the stage of spiritual progress, and the room at the very top as the final stage: the union of the soul with the divine. That room at the top is the camarín, and its dome is one of the most extraordinary interiors in Spain... Every surface is covered in white and gold plasterwork. There is no empty space anywhere. The Baroque called this horror vacui, the horror of the void: the conviction that a space meant to represent heaven should not contain a single bare patch of stone. Out of that plasterwork emerge angels, flowers, birds, and mirrors. The mirrors are not decoration alone. They catch the light pouring in through the windows of the drum and throw it around the chamber, so that the gold seems to move and the whole room appears to shimmer and breathe. This wonder was built by people who believed that if you wanted to show a human being what heaven might feel like, you did not describe it to them. You built a room, and you let them climb into it... -- -- -- If you enjoyed this, I write a weekly newsletter read by over 50,000 people who love rediscovering the beauty of the past. You can join us here: If you'd like to support my work, a paid subscription is what makes it possible.

There is a room in Málaga that was built to be the closest thing on earth to standing inside heaven. It is called the camarín of the Virgin of Victory, and it is hidden at the top of a tower inside the Santuario de la Victoria. To reach it, you climb and the ascent is the entire point... The building you are climbing through was completed in 1700, and it was designed as a single argument made in stone. At the bottom lies a crypt: a black chamber crowded with white plaster skeletons, a meditation on death and the brevity of life. From there a staircase rises, and as you climb it the light grows stronger and the imagery changes from bones to saints. The architects of the time understood this ascent as the soul's own journey, the dark crypt as the stage of penitence, the staircase as the stage of spiritual progress, and the room at the very top as the final stage: the union of the soul with the divine. That room at the top is the camarín, and its dome is one of the most extraordinary interiors in Spain... Every surface is covered in white and gold plasterwork. There is no empty space anywhere. The Baroque called this horror vacui, the horror of the void: the conviction that a space meant to represent heaven should not contain a single bare patch of stone. Out of that plasterwork emerge angels, flowers, birds, and mirrors. The mirrors are not decoration alone. They catch the light pouring in through the windows of the drum and throw it around the chamber, so that the gold seems to move and the whole room appears to shimmer and breathe. This wonder was built by people who believed that if you wanted to show a human being what heaven might feel like, you did not describe it to them. You built a room, and you let them climb into it... -- -- -- If you enjoyed this, I write a weekly newsletter read by over 50,000 people who love rediscovering the beauty of the past. You can join us here: If you'd like to support my work, a paid subscription is what makes it possible.

James Lucas

69,389 次观看 • 2 个月前

Following the Airbus A320 emergency airworthiness action, everyone will be talking about the ELAC (Elevator Aileron Computer) manufactured by Thales, which caused a sudden pitch-down without pilot input on JetBlue 1230 back in October. So here’s everything you need to know about ELAC. The ELAC System in the Airbus A320: The Brains Behind Pitch and Roll Control At the heart of the sophisticated fly-by-wire flight control system of the Airbus A320 lies the ELAC (Elevator Aileron Computer). This crucial component acts as one of the primary computational units that translate pilot commands into precise movements of the aircraft’s fundamental control surfaces: the elevators and the ailerons. ELAC plays a pivotal role in ensuring the aircraft’s stability and enabling smooth, safe, and efficient flight. What is ELAC? ELAC stands for Elevator Aileron Computer. On the A320, there are two main ELAC computers—ELAC 1 and ELAC 2—which operate together as essential elements of the aircraft’s fly-by-wire architecture. This system relies on electrical signals, rather than traditional mechanical cables, to transmit control inputs from the cockpit to the flight control surfaces. Key Functions of the ELAC System: Elevator Control: The elevators are control surfaces located on the horizontal tailplane of the aircraft. They govern movement around the lateral axis (pitch), determining whether the aircraft ascends or descends. ELAC receives signals from the pilot’s sidestick and translates them into precise commands to move the elevators, achieving the desired pitch attitude. Aileron Control: Ailerons are control surfaces situated on the trailing edge of the wings. They manage movement around the longitudinal axis (roll), controlling the aircraft’s banking to the left or right. The ELAC processes pilot inputs and moves the ailerons to achieve the intended bank angle. Implementing Flight Control Laws: One of ELAC’s most critical responsibilities is enforcing the pre-programmed flight control laws embedded within the Airbus computers. These laws ensure the aircraft responds to pilot commands in a calculated and safe manner, providing protection against maneuvers that could exceed operational limits (such as overspeed or critical angles of attack). Fault Monitoring and Redundancy: The ELAC system includes a high degree of redundancy to ensure safety. If one ELAC computer malfunctions, the other can seamlessly take over. ELAC also continuously monitors the performance of control surfaces and associated systems, issuing warnings to the crew if any anomalies are detected. ELAC 1 and ELAC 2: Distribution and Responsibility ELAC 1: Primarily controls the ailerons and certain elevator functions, especially those relying on the blue hydraulic system. ELAC 2: Primarily controls the elevators and the Trimmable Horizontal Stabilizer (THS), utilizing the green and yellow hydraulic systems. Info via Ashraf Yehia, Aircraft Structure Repair Engineer/LinkedIn.

Following the Airbus A320 emergency airworthiness action, everyone will be talking about the ELAC (Elevator Aileron Computer) manufactured by Thales, which caused a sudden pitch-down without pilot input on JetBlue 1230 back in October. So here’s everything you need to know about ELAC. The ELAC System in the Airbus A320: The Brains Behind Pitch and Roll Control At the heart of the sophisticated fly-by-wire flight control system of the Airbus A320 lies the ELAC (Elevator Aileron Computer). This crucial component acts as one of the primary computational units that translate pilot commands into precise movements of the aircraft’s fundamental control surfaces: the elevators and the ailerons. ELAC plays a pivotal role in ensuring the aircraft’s stability and enabling smooth, safe, and efficient flight. What is ELAC? ELAC stands for Elevator Aileron Computer. On the A320, there are two main ELAC computers—ELAC 1 and ELAC 2—which operate together as essential elements of the aircraft’s fly-by-wire architecture. This system relies on electrical signals, rather than traditional mechanical cables, to transmit control inputs from the cockpit to the flight control surfaces. Key Functions of the ELAC System: Elevator Control: The elevators are control surfaces located on the horizontal tailplane of the aircraft. They govern movement around the lateral axis (pitch), determining whether the aircraft ascends or descends. ELAC receives signals from the pilot’s sidestick and translates them into precise commands to move the elevators, achieving the desired pitch attitude. Aileron Control: Ailerons are control surfaces situated on the trailing edge of the wings. They manage movement around the longitudinal axis (roll), controlling the aircraft’s banking to the left or right. The ELAC processes pilot inputs and moves the ailerons to achieve the intended bank angle. Implementing Flight Control Laws: One of ELAC’s most critical responsibilities is enforcing the pre-programmed flight control laws embedded within the Airbus computers. These laws ensure the aircraft responds to pilot commands in a calculated and safe manner, providing protection against maneuvers that could exceed operational limits (such as overspeed or critical angles of attack). Fault Monitoring and Redundancy: The ELAC system includes a high degree of redundancy to ensure safety. If one ELAC computer malfunctions, the other can seamlessly take over. ELAC also continuously monitors the performance of control surfaces and associated systems, issuing warnings to the crew if any anomalies are detected. ELAC 1 and ELAC 2: Distribution and Responsibility ELAC 1: Primarily controls the ailerons and certain elevator functions, especially those relying on the blue hydraulic system. ELAC 2: Primarily controls the elevators and the Trimmable Horizontal Stabilizer (THS), utilizing the green and yellow hydraulic systems. Info via Ashraf Yehia, Aircraft Structure Repair Engineer/LinkedIn.

Turbine Traveller

486,808 次观看 • 8 个月前

An airplane radial engine is a powerful internal combustion engine where cylinders are arranged in a circle around a central crankshaft, resembling the spokes of a wheel. Renowned for their exceptional power-to-weight ratio and reliable air cooling, they were the dominant powerhouses of early aviation and World War II. An aeroplane radial engine operates by converting fuel into mechanical rotation through a unique circular piston arrangement. The cylinders are positioned in a circle around a central crankcase, resembling the spokes of a wheel. Inside the hub, only one "master" connecting rod attaches directly to the crankshaft, while all other rods anchor to the base of that master rod. As fuel ignites inside the cylinders, the pistons fire in a specific "skip-one" sequence-such as 1, 3, 5, 7, 9, 2, 4, 6, 8-to distribute power evenly around the hub. This sequential pushing motion turns the master rod assembly, which rotates the crankshaft and spins the aircraft propeller. Finally, because the cylinders face forward into the oncoming wind, the engine cools itself naturally using direct airflow instead of heavy liquid radiators.

An airplane radial engine is a powerful internal combustion engine where cylinders are arranged in a circle around a central crankshaft, resembling the spokes of a wheel. Renowned for their exceptional power-to-weight ratio and reliable air cooling, they were the dominant powerhouses of early aviation and World War II. An aeroplane radial engine operates by converting fuel into mechanical rotation through a unique circular piston arrangement. The cylinders are positioned in a circle around a central crankcase, resembling the spokes of a wheel. Inside the hub, only one "master" connecting rod attaches directly to the crankshaft, while all other rods anchor to the base of that master rod. As fuel ignites inside the cylinders, the pistons fire in a specific "skip-one" sequence-such as 1, 3, 5, 7, 9, 2, 4, 6, 8-to distribute power evenly around the hub. This sequential pushing motion turns the master rod assembly, which rotates the crankshaft and spins the aircraft propeller. Finally, because the cylinders face forward into the oncoming wind, the engine cools itself naturally using direct airflow instead of heavy liquid radiators.

Mechanical Knowledge

26,030 次观看 • 2 个月前

🚨 THE BIGGEST BOTTLENECK IN AI ISN'T COMPUTING POWER ANYMORE IT'S MOVING DATA. Instead of laying new cables, Chinese researchers have upgraded existing fiber infrastructure by doing two things at once: Using three wavelength bands (C + L + S) instead of the usual two. Using four cores inside each fiber instead of one. Each core acts like an independent highway, and each band acts like an extra lane on that highway. Together, they’ve reportedly increased transmission capacity per core by nearly 50% and overall data throughput by up to 5×. This matters enormously for AI. Modern AI clusters move terabits of data per second between thousands of GPUs. The biggest bottleneck is often not the chips themselves, but moving data fast enough between them. If you can push 5× more data through the same physical cables, you can train bigger models faster and reduce network congestion. Why this is significant: • It shows multi-core + extended spectrum technology moving from labs into real-world commercial use • The system has already run over 35 km of existing telecom network • It could be especially useful for submarine cables and large-scale data center interconnects • China is also eyeing it for its “Eastern Data, Western Computing” project The deeper implication: We’re reaching the physical limits of how much data we can push through single-core fibers using traditional methods. By combining spatial multiplexing (multiple cores) with spectral multiplexing (more wavelength bands), engineers are finding new ways to keep scaling bandwidth without having to dig up the planet to lay new cables. This kind of breakthrough is quiet but foundational it’s the kind of infrastructure upgrade that will determine how fast AI and cloud computing can actually grow in the coming years. The future of data movement might not require more cables. It might just require smarter ones. How important do you think multi-core and multi-band fiber will be for keeping up with AI’s exploding data demands? Follow for more frontier networking, photonics, and infrastructure technology.

🚨 THE BIGGEST BOTTLENECK IN AI ISN'T COMPUTING POWER ANYMORE IT'S MOVING DATA. Instead of laying new cables, Chinese researchers have upgraded existing fiber infrastructure by doing two things at once: Using three wavelength bands (C + L + S) instead of the usual two. Using four cores inside each fiber instead of one. Each core acts like an independent highway, and each band acts like an extra lane on that highway. Together, they’ve reportedly increased transmission capacity per core by nearly 50% and overall data throughput by up to 5×. This matters enormously for AI. Modern AI clusters move terabits of data per second between thousands of GPUs. The biggest bottleneck is often not the chips themselves, but moving data fast enough between them. If you can push 5× more data through the same physical cables, you can train bigger models faster and reduce network congestion. Why this is significant: • It shows multi-core + extended spectrum technology moving from labs into real-world commercial use • The system has already run over 35 km of existing telecom network • It could be especially useful for submarine cables and large-scale data center interconnects • China is also eyeing it for its “Eastern Data, Western Computing” project The deeper implication: We’re reaching the physical limits of how much data we can push through single-core fibers using traditional methods. By combining spatial multiplexing (multiple cores) with spectral multiplexing (more wavelength bands), engineers are finding new ways to keep scaling bandwidth without having to dig up the planet to lay new cables. This kind of breakthrough is quiet but foundational it’s the kind of infrastructure upgrade that will determine how fast AI and cloud computing can actually grow in the coming years. The future of data movement might not require more cables. It might just require smarter ones. How important do you think multi-core and multi-band fiber will be for keeping up with AI’s exploding data demands? Follow for more frontier networking, photonics, and infrastructure technology.

TheNewPhysics

20,485 次观看 • 2 个月前

🚨 SCIENTISTS JUST BUILT A CHIP THAT CAN SEE, THINK, AND REMEMBER ALL AT THE SAME TIME. And it works more like a biological brain than a traditional computer. Researchers at RMIT University have created a neuromorphic vision chip that mimics the human eye and brain. Unlike conventional systems that capture images and send data to external processors, this chip performs sensing, processing, and memory storage directly where the light hits. The active layer is thousands of times thinner than a human hair. It uses doped indium oxide to detect light, process the information on-chip, and retain what it sees over time without constant electrical refreshing. Why this matters: • It dramatically cuts energy use and latency by eliminating data transfer to separate processors • Enables much faster real-time decision making for autonomous systems • Works more like biological vision than traditional machine vision • Could power the next generation of efficient edge AI in vehicles, robots, and remote sensors The deeper implication: For decades, we’ve built vision systems by bolting cameras, processors, and memory together like separate organs. This chip collapses those functions into one biological-style unit. It’s a step toward machines that don’t just “see” but actually perceive and remember in a more efficient, brain-like way. If scaled successfully, it could become a foundational component for autonomous systems that need to operate intelligently with minimal power and minimal delay. We’re moving from cameras that take pictures to chips that truly see. How do you think neuromorphic vision chips like this will change what’s possible for self-driving cars and autonomous robots? Follow for more frontier neuromorphic computing, AI hardware, and brain-inspired technology.

🚨 SCIENTISTS JUST BUILT A CHIP THAT CAN SEE, THINK, AND REMEMBER ALL AT THE SAME TIME. And it works more like a biological brain than a traditional computer. Researchers at RMIT University have created a neuromorphic vision chip that mimics the human eye and brain. Unlike conventional systems that capture images and send data to external processors, this chip performs sensing, processing, and memory storage directly where the light hits. The active layer is thousands of times thinner than a human hair. It uses doped indium oxide to detect light, process the information on-chip, and retain what it sees over time without constant electrical refreshing. Why this matters: • It dramatically cuts energy use and latency by eliminating data transfer to separate processors • Enables much faster real-time decision making for autonomous systems • Works more like biological vision than traditional machine vision • Could power the next generation of efficient edge AI in vehicles, robots, and remote sensors The deeper implication: For decades, we’ve built vision systems by bolting cameras, processors, and memory together like separate organs. This chip collapses those functions into one biological-style unit. It’s a step toward machines that don’t just “see” but actually perceive and remember in a more efficient, brain-like way. If scaled successfully, it could become a foundational component for autonomous systems that need to operate intelligently with minimal power and minimal delay. We’re moving from cameras that take pictures to chips that truly see. How do you think neuromorphic vision chips like this will change what’s possible for self-driving cars and autonomous robots? Follow for more frontier neuromorphic computing, AI hardware, and brain-inspired technology.

TheNewPhysics

23,196 次观看 • 2 个月前

A Southwest Airlines flight from Burbank, California, safely landed in Las Vegas after performing an emergency maneuver to avoid colliding with another aircraft on Friday. Minutes after Southwest flight 1496 took off from Burbank, it rapidly descended 475 feet to avoid hitting another plane — dropping from 14,100 feet to 13,625 feet, according to flight tracking data and passenger accounts. The other aircraft was identified as a Hawk Hunter with the N-number "N335AX," which was at approximately 14,653 feet when the Southwest flight had to make its emergency descent. Southwest airlines said in a statement, "The Crew of Southwest Flight 1496 responded to two onboard traffic alerts Friday afternoon while climbing out of Burbank, Cal., requiring them to climb and descend to comply with the alerts. The flight continued to Las Vegas, where it landed uneventfully. Southwest is engaged with the Federal Aviation Administration to further understand the circumstances. No injuries were immediately reported by Customers, but two Flight Attendants are being treated for injuries. We appreciate the professionalism of our Flight Crew and Flight Attendants in responding to this event. Nothing is more important to Southwest than the Safety of our Customers and Employees."

A Southwest Airlines flight from Burbank, California, safely landed in Las Vegas after performing an emergency maneuver to avoid colliding with another aircraft on Friday. Minutes after Southwest flight 1496 took off from Burbank, it rapidly descended 475 feet to avoid hitting another plane — dropping from 14,100 feet to 13,625 feet, according to flight tracking data and passenger accounts. The other aircraft was identified as a Hawk Hunter with the N-number "N335AX," which was at approximately 14,653 feet when the Southwest flight had to make its emergency descent. Southwest airlines said in a statement, "The Crew of Southwest Flight 1496 responded to two onboard traffic alerts Friday afternoon while climbing out of Burbank, Cal., requiring them to climb and descend to comply with the alerts. The flight continued to Las Vegas, where it landed uneventfully. Southwest is engaged with the Federal Aviation Administration to further understand the circumstances. No injuries were immediately reported by Customers, but two Flight Attendants are being treated for injuries. We appreciate the professionalism of our Flight Crew and Flight Attendants in responding to this event. Nothing is more important to Southwest than the Safety of our Customers and Employees."

Breaking Aviation News & Videos

212,372 次观看 • 1 年前

This man lives in a village, and near his house he has a dairy farm where he keeps milk-producing animals. He installed two very large exhaust fans in the farm for proper air ventilation and to remove the heat. Because of this, the electricity bill for both his house and the dairy farm was very high every year, running into lakhs of rupees. A large portion of his income was being spent on electricity bills. One day, the man noticed that a very strong stream of air was coming out of the exhaust fans. Since both exhaust fans run all day, he realized he could use this airflow to generate electricity. He then installed two large wind turbines in front of the exhaust fans. The wind turbines spin at high speed all day using the strong air coming from the exhaust fans and generate about 30 units of electricity every day, around 900 units per month, and nearly 11,000 units per year. He uses this electricity to power his house, saving around ₹80,000 every year. Now he has to pay a much lower electricity bill. With his smart thinking, this man turned the waste air coming out of the two large exhaust fans into useful electricity by using two wind turbines, giving himself a significant financial benefit.

This man lives in a village, and near his house he has a dairy farm where he keeps milk-producing animals. He installed two very large exhaust fans in the farm for proper air ventilation and to remove the heat. Because of this, the electricity bill for both his house and the dairy farm was very high every year, running into lakhs of rupees. A large portion of his income was being spent on electricity bills. One day, the man noticed that a very strong stream of air was coming out of the exhaust fans. Since both exhaust fans run all day, he realized he could use this airflow to generate electricity. He then installed two large wind turbines in front of the exhaust fans. The wind turbines spin at high speed all day using the strong air coming from the exhaust fans and generate about 30 units of electricity every day, around 900 units per month, and nearly 11,000 units per year. He uses this electricity to power his house, saving around ₹80,000 every year. Now he has to pay a much lower electricity bill. With his smart thinking, this man turned the waste air coming out of the two large exhaust fans into useful electricity by using two wind turbines, giving himself a significant financial benefit.

Saffron Chargers

557,533 次观看 • 16 天前

😓 Air India 🇮🇳 Flight AI171 with fully loaded Boeing 787-7 Dreamliner fatal accident: I‘m an airline pilot with >15‘000h of experience and a physics institute: My brief PRELIMINARY analysis of the visible facts from the video of the takeoff: * The flaps are only slightly extended, presumably to position 1 instead of 5. * The landing gear is still extended, which should have been retracted at this altitude and causes additional drag. * The aircraft is at a high angle of attack, which confirms the insufficient flap setting. * From the video and witness accounts, only low engine noise is audible. * Neither smoke nor fire is visible. * An engine failure is less likely. The most probable cause is presumably a human factor, an incorrectly chosen, insufficient flap setting for takeoff, and consequently an inadequately selected thrust. In this context, the correlated speeds were too low because they were calculated for a larger flap setting or a lighter aircraft. As a result, the aircraft took off with insufficient speed and intentionally but falsely derated thrust, was therefore on the unstable side, and rapidly lost more speed and altitude due to the additional failure to retract the landing gear in a timely manner, leading to a subsequent stall at low altitude and crash. For the experts: the aircraft got onto the wrong side of the speed vs drag curve and maneuvered itself into a corner from where there is no escape. Another possible cause could also have been an incorrect input of a wrong takeoff weight into the Flight Management System, resulting in too low thrust and too low speeds. The pilots got startled after takeoff, couldn’t wrap their head around what went wrong and incorrectly prioritized making an emergency call instead of flying the aircraft first, manually increasing thrust immediately to maximum, and retracting the landing gear. In summary of this very early and preliminary assessment (your confidence level should be as low as mine): The most probable cause is human error 😓 - as most of the time these days. Not because the pilots got worse (although that effect can be observed as well with prioritization of diversity over competence) - but because technology got so much better.

😓 Air India 🇮🇳 Flight AI171 with fully loaded Boeing 787-7 Dreamliner fatal accident: I‘m an airline pilot with >15‘000h of experience and a physics institute: My brief PRELIMINARY analysis of the visible facts from the video of the takeoff: * The flaps are only slightly extended, presumably to position 1 instead of 5. * The landing gear is still extended, which should have been retracted at this altitude and causes additional drag. * The aircraft is at a high angle of attack, which confirms the insufficient flap setting. * From the video and witness accounts, only low engine noise is audible. * Neither smoke nor fire is visible. * An engine failure is less likely. The most probable cause is presumably a human factor, an incorrectly chosen, insufficient flap setting for takeoff, and consequently an inadequately selected thrust. In this context, the correlated speeds were too low because they were calculated for a larger flap setting or a lighter aircraft. As a result, the aircraft took off with insufficient speed and intentionally but falsely derated thrust, was therefore on the unstable side, and rapidly lost more speed and altitude due to the additional failure to retract the landing gear in a timely manner, leading to a subsequent stall at low altitude and crash. For the experts: the aircraft got onto the wrong side of the speed vs drag curve and maneuvered itself into a corner from where there is no escape. Another possible cause could also have been an incorrect input of a wrong takeoff weight into the Flight Management System, resulting in too low thrust and too low speeds. The pilots got startled after takeoff, couldn’t wrap their head around what went wrong and incorrectly prioritized making an emergency call instead of flying the aircraft first, manually increasing thrust immediately to maximum, and retracting the landing gear. In summary of this very early and preliminary assessment (your confidence level should be as low as mine): The most probable cause is human error 😓 - as most of the time these days. Not because the pilots got worse (although that effect can be observed as well with prioritization of diversity over competence) - but because technology got so much better.

Iven‘s Dad

2,786,753 次观看 • 1 年前