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When a helicopter hovers near the ground, its rotor blades push down massive amounts of air. This powerful downwash creates a violent wind vortex on the deck. If the ground crew leaves even one piece of plastic or canvas unsecured, it transforms the landing zone into a trap ....

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Turbex Aero

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57,350 просмотров • 2 дней назад •via X (Twitter)

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Absolutely wild footage, this is a real world engine failure in a MD500 (Think Magnum P.I. helicopter) over Kauai, Hawaii out on a tour flight. You’ll probably have to watch this a few times but the video starts out with the helicopter under power and then the engine sound goes silent. The beeping you hear is the engine-out audio beep to inform the pilot that engine power has been lost. This maneuver that pilot is doing is called a Autorotation and the way to think about helicopter flight, the engine is turning this big fan (rotor blades) on top of the body and sucking in air from the top and projecting it downward to overcome the force of gravity. When engine power is lost, you experience a reverse in airflow because now gravity takes over and the air flow is coming from the bottom of the main rotor disk. The only thing the pilot can really do is to make sure the rotors keep spinning by changing the pitch of the rotor blades through the use of the “collective” which is a lever next to the pilot’s left leg and it only moves up and down. The pilot has to manipulate the collective during an auto rotation to make sure the blades keep spinning. If the pilot pulls up too much on the collective, the rotor blades will bite too much of air causing a resistance and slow the rotors down. If the pilot doesn’t pull enough collective.. the blades will speed up and potentially cause a catastrophic failure. The other control the pilot has is called the cyclic. This cyclic sits between the pilots legs and and manipulates individual pitch of the rotor blades to tilt the rotor disk aka “big fan” and make the helicopter go forward, backwards, left, right. So essentially in this type of emergency, you have to manipulate the controls in a delicate balance because no matter what, gravity is taking you to the ground because the engine is no longer producing power. The pilot did an outstanding job here given the geography and limited amount of flat terrain to put the helicopter on the ground. Thankfully it sounds like no souls were lost and only one injury according to a news report (see the link below)👇 Of course there is a lot more to helicopter aerodynamics but I’m trying my best to put this in simpler to digest terms. Big thanks to Combat Learjet for sharing and definitely worth a follow!
0:36

Absolutely wild footage, this is a real world engine failure in a MD500 (Think Magnum P.I. helicopter) over Kauai, Hawaii out on a tour flight. You’ll probably have to watch this a few times but the video starts out with the helicopter under power and then the engine sound goes silent. The beeping you hear is the engine-out audio beep to inform the pilot that engine power has been lost. This maneuver that pilot is doing is called a Autorotation and the way to think about helicopter flight, the engine is turning this big fan (rotor blades) on top of the body and sucking in air from the top and projecting it downward to overcome the force of gravity. When engine power is lost, you experience a reverse in airflow because now gravity takes over and the air flow is coming from the bottom of the main rotor disk. The only thing the pilot can really do is to make sure the rotors keep spinning by changing the pitch of the rotor blades through the use of the “collective” which is a lever next to the pilot’s left leg and it only moves up and down. The pilot has to manipulate the collective during an auto rotation to make sure the blades keep spinning. If the pilot pulls up too much on the collective, the rotor blades will bite too much of air causing a resistance and slow the rotors down. If the pilot doesn’t pull enough collective.. the blades will speed up and potentially cause a catastrophic failure. The other control the pilot has is called the cyclic. This cyclic sits between the pilots legs and and manipulates individual pitch of the rotor blades to tilt the rotor disk aka “big fan” and make the helicopter go forward, backwards, left, right. So essentially in this type of emergency, you have to manipulate the controls in a delicate balance because no matter what, gravity is taking you to the ground because the engine is no longer producing power. The pilot did an outstanding job here given the geography and limited amount of flat terrain to put the helicopter on the ground. Thankfully it sounds like no souls were lost and only one injury according to a news report (see the link below)👇 Of course there is a lot more to helicopter aerodynamics but I’m trying my best to put this in simpler to digest terms. Big thanks to Combat Learjet for sharing and definitely worth a follow!

Thenewarea51

5,857,490 просмотров • 2 лет назад

The Chinook was seconds from completing the job then its rotors hit the sculpture. On May 29, 2001, a South Korean Army CH-47D Chinook was attempting to place a large sculpture atop Seoul’s Olympic Bridge when its rotor blades struck the structure. The helicopter broke apart and crashed into the Han River. All three crew members were killed. No one on the ground was injured. Raw KBS News footage captured the tragic accident as it unfolded a stark reminder of just how unforgiving heavy-lift helicopter operations can be.
0:39

The Chinook was seconds from completing the job then its rotors hit the sculpture. On May 29, 2001, a South Korean Army CH-47D Chinook was attempting to place a large sculpture atop Seoul’s Olympic Bridge when its rotor blades struck the structure. The helicopter broke apart and crashed into the Han River. All three crew members were killed. No one on the ground was injured. Raw KBS News footage captured the tragic accident as it unfolded a stark reminder of just how unforgiving heavy-lift helicopter operations can be.

Airforce Geek

168,885 просмотров • 4 дней назад

Have a look at one of the greatest examples of industrial engineering art ever created. This is the rotor assembly of the Ansaldo Energia GT36, one of the most advanced heavy-duty gas turbines ever developed. What looks like a collection of polished metal blades is actually the result of 3.7 million hours of engineering, combining decades of research in aerodynamics, combustion, metallurgy, cooling systems and precision manufacturing. A gas turbine works by compressing enormous volumes of air, mixing it with fuel, burning it at extreme temperatures, and extracting energy from the expanding gases through multiple turbine stages. That is why no two blade rows look the same. Across this rotor assembly, the colours, shapes and surface finishes constantly change because each section is solving a different problem. Some blades are designed to move and control massive airflow volumes, while others must survive the most extreme environment inside the machine. The most advanced turbine blades contain microscopic internal cooling channels. The cooling does not come from room-temperature air. Compressed air extracted from the compressor section already heated to 650 degrees Celsius, is redirected through passages inside the blade. It then exits through thousands of tiny holes, creating a thin protective cooling film in real time 24/7 over the surface of the blades while the surrounding combustion gases exceed 1,500°C all while rotating at 3000 RPM. A blade is not surviving because the metal alone can withstand the heat. It survives because engineers created a controlled thermal environment around it. The blades rely on advanced nickel-based superalloys containing elements such as rhenium, tungsten, cobalt and chromium, protected by metallic bond coats and ceramic thermal barrier coatings such as yttria-stabilised zirconia. These coatings are one of the most closely guarded proprietary technologies in turbine manufacturing. Every blade requires precision casting, advanced machining, laser drilling and microscopic inspection. A manufacturing defect measured in fractions of a millimetre can affect a rotor weighing around 150 tonnes and spinning at 3,000 RPM. The complete GT36 turbine system weighs around 520 tonnes and, in its most efficient combined-cycle configuration, can produce approximately 800 MW of electricity at around 64% efficiency enough to supply roughly 500,000+ homes. A complete power plant built around a machine like this can cost around $500-600 million, but the true value is not the steel and turbine machinery. It is the industrial capability and know how required to build a machine designed to operate for 30+ years and more than 100,000 equivalent operating hours, while repeatedly surviving one of the harshest environments humans have ever engineered. This is what the peak of industrial engineering looks like before it starts moving, this is what powers the world. Engineering is Art Video by AnsaldoEnergia
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Have a look at one of the greatest examples of industrial engineering art ever created. This is the rotor assembly of the Ansaldo Energia GT36, one of the most advanced heavy-duty gas turbines ever developed. What looks like a collection of polished metal blades is actually the result of 3.7 million hours of engineering, combining decades of research in aerodynamics, combustion, metallurgy, cooling systems and precision manufacturing. A gas turbine works by compressing enormous volumes of air, mixing it with fuel, burning it at extreme temperatures, and extracting energy from the expanding gases through multiple turbine stages. That is why no two blade rows look the same. Across this rotor assembly, the colours, shapes and surface finishes constantly change because each section is solving a different problem. Some blades are designed to move and control massive airflow volumes, while others must survive the most extreme environment inside the machine. The most advanced turbine blades contain microscopic internal cooling channels. The cooling does not come from room-temperature air. Compressed air extracted from the compressor section already heated to 650 degrees Celsius, is redirected through passages inside the blade. It then exits through thousands of tiny holes, creating a thin protective cooling film in real time 24/7 over the surface of the blades while the surrounding combustion gases exceed 1,500°C all while rotating at 3000 RPM. A blade is not surviving because the metal alone can withstand the heat. It survives because engineers created a controlled thermal environment around it. The blades rely on advanced nickel-based superalloys containing elements such as rhenium, tungsten, cobalt and chromium, protected by metallic bond coats and ceramic thermal barrier coatings such as yttria-stabilised zirconia. These coatings are one of the most closely guarded proprietary technologies in turbine manufacturing. Every blade requires precision casting, advanced machining, laser drilling and microscopic inspection. A manufacturing defect measured in fractions of a millimetre can affect a rotor weighing around 150 tonnes and spinning at 3,000 RPM. The complete GT36 turbine system weighs around 520 tonnes and, in its most efficient combined-cycle configuration, can produce approximately 800 MW of electricity at around 64% efficiency enough to supply roughly 500,000+ homes. A complete power plant built around a machine like this can cost around $500-600 million, but the true value is not the steel and turbine machinery. It is the industrial capability and know how required to build a machine designed to operate for 30+ years and more than 100,000 equivalent operating hours, while repeatedly surviving one of the harshest environments humans have ever engineered. This is what the peak of industrial engineering looks like before it starts moving, this is what powers the world. Engineering is Art Video by AnsaldoEnergia

Ammanichanda

101,294 просмотров • 1 месяц назад

🚨THE KING OF HEAVY LIFT JUST ENTERED THE SKY Watch this machine carefully. In slow mo… That is a U.S. Marine Corps CH-53E Super Stallion tearing through the sky like a steel thunderstorm. Three General Electric T64 engines screaming. Seven massive rotor blades carving the air. Nearly 80,000 pounds of flying American engineering. This isn’t a helicopter… It’s a flying freight train. The CH-53E can lift 36,000 pounds of cargo and haul Marines, artillery, vehicles, or battlefield supplies wherever they are needed. Bridges. Mountains. Cities. Ocean assault zones. It doesn’t matter. When the Super Stallion arrives, it brings the logistics power that wins wars. Watch the rotor wash kick up dust as it drops low over the town. That’s the sound of raw mechanical authority. This aircraft has been the backbone of Marine heavy lift for decades… Delivering troops into combat zones… moving artillery… hauling vehicles… and resupplying forces where no truck or ship can reach. People talk about fighters like the F-22 and F-35… But wars are won because machines like this move the weight of war itself. The CH-53E isn’t flashy. It’s relentless. And when the Marines need something moved… This monster answers the call. #SilentMajoritySpeaks #AStoneGroove
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🚨THE KING OF HEAVY LIFT JUST ENTERED THE SKY Watch this machine carefully. In slow mo… That is a U.S. Marine Corps CH-53E Super Stallion tearing through the sky like a steel thunderstorm. Three General Electric T64 engines screaming. Seven massive rotor blades carving the air. Nearly 80,000 pounds of flying American engineering. This isn’t a helicopter… It’s a flying freight train. The CH-53E can lift 36,000 pounds of cargo and haul Marines, artillery, vehicles, or battlefield supplies wherever they are needed. Bridges. Mountains. Cities. Ocean assault zones. It doesn’t matter. When the Super Stallion arrives, it brings the logistics power that wins wars. Watch the rotor wash kick up dust as it drops low over the town. That’s the sound of raw mechanical authority. This aircraft has been the backbone of Marine heavy lift for decades… Delivering troops into combat zones… moving artillery… hauling vehicles… and resupplying forces where no truck or ship can reach. People talk about fighters like the F-22 and F-35… But wars are won because machines like this move the weight of war itself. The CH-53E isn’t flashy. It’s relentless. And when the Marines need something moved… This monster answers the call. #SilentMajoritySpeaks #AStoneGroove

A Gene Robinson

90,947 просмотров • 5 месяцев назад

‼️🇺🇸Meet the Aircraft That Transforms From Helicopter to Airplane The Bell Boeing V 22 Osprey is one of the most unusual aircraft ever built. It lifts off vertically like a large helicopter, rising straight from the ground without a runway. Then its powerful rotors rotate forward, transforming the aircraft into a fast flying plane. This unique design allows it to combine the vertical takeoff ability of a helicopter with the speed and range of an airplane. That is what makes the V 22 Osprey so valuable for long distance missions where normal helicopters would struggle. One aircraft. Two flight styles. Helicopter when it takes off. Airplane when it flies.
1:17

‼️🇺🇸Meet the Aircraft That Transforms From Helicopter to Airplane The Bell Boeing V 22 Osprey is one of the most unusual aircraft ever built. It lifts off vertically like a large helicopter, rising straight from the ground without a runway. Then its powerful rotors rotate forward, transforming the aircraft into a fast flying plane. This unique design allows it to combine the vertical takeoff ability of a helicopter with the speed and range of an airplane. That is what makes the V 22 Osprey so valuable for long distance missions where normal helicopters would struggle. One aircraft. Two flight styles. Helicopter when it takes off. Airplane when it flies.

Defense Intelligence

31,758 просмотров • 5 месяцев назад

How to Resurface Brake Rotors Like a Pro. Pure ASMR . ​Got a brake pedal that feels like a foot massage every time you slow down? It’s probably time to address those warped rotors. Instead of throwing them straight into the scrap bin, you can often give them a second life by turning them on a brake lathe. ​Here is the exact step-by-step process to get that perfectly smooth, true finish: ​Step 1: Mount the Rotor ​Place the brake rotor securely onto the lathe spindle. ​Slide on the correct-sized adapters to ensure the rotor centers perfectly on the shaft. ​Thread on the arbor nut and tighten it down to lock everything firmly in place. ​Step 2: Install the Silencer Band ​Don't skip this part unless you want your eardrums ringing. Wrap the rubber anti-chatter silencer band tightly around the outer edge of the rotor. ​Secure the spring hook. This dampens high-frequency vibrations and prevents high-pitched squealing while cutting. ​Step 3: Fire Up the Machine ​Flip the power switch to the ON position to get the rotor spinning. ​Take a quick second to make sure everything looks centered and isn't wobbling on the spindle. ​Step 4: Position Your Cutting Bits ​Use the handwheels to bring the twin cutting arms into position. ​Align the diamond-tipped cutting bits so they are just clearing both the inner and outer surfaces of the rotor. ​Step 5: Dial in the Depth of Cut ​Carefully adjust the micrometers on both sides to set your depth. ​For a standard scratch pass or light resurfacing, dial it in precisely to take off just enough material to clear the high spots and rust ridges. ​Step 6: Engage the Automatic Feed ​Turn up your speed control unit and engage the automatic feed mechanism. ​Sit back and let the machine work its magic as the cutting bits slowly move outward, cutting away imperfections and restoring a completely flat surface. ​Step 7: The Final Touch ​Once the automatic pass is complete, lightly run a piece of medium-grit sandpaper or a sanding block across the spinning rotor surfaces. ​This knocks down any microscopic ridges left by the bits and creates a clean, non-directional finish for optimal brake pad bedding. ​Step 8: Tear Down ​Shut the power off. ​Use your wrench to loosen the arbor nut, unhook the silencer band, and slide your perfectly resurfaced rotor off the machine.
1:49

How to Resurface Brake Rotors Like a Pro. Pure ASMR . ​Got a brake pedal that feels like a foot massage every time you slow down? It’s probably time to address those warped rotors. Instead of throwing them straight into the scrap bin, you can often give them a second life by turning them on a brake lathe. ​Here is the exact step-by-step process to get that perfectly smooth, true finish: ​Step 1: Mount the Rotor ​Place the brake rotor securely onto the lathe spindle. ​Slide on the correct-sized adapters to ensure the rotor centers perfectly on the shaft. ​Thread on the arbor nut and tighten it down to lock everything firmly in place. ​Step 2: Install the Silencer Band ​Don't skip this part unless you want your eardrums ringing. Wrap the rubber anti-chatter silencer band tightly around the outer edge of the rotor. ​Secure the spring hook. This dampens high-frequency vibrations and prevents high-pitched squealing while cutting. ​Step 3: Fire Up the Machine ​Flip the power switch to the ON position to get the rotor spinning. ​Take a quick second to make sure everything looks centered and isn't wobbling on the spindle. ​Step 4: Position Your Cutting Bits ​Use the handwheels to bring the twin cutting arms into position. ​Align the diamond-tipped cutting bits so they are just clearing both the inner and outer surfaces of the rotor. ​Step 5: Dial in the Depth of Cut ​Carefully adjust the micrometers on both sides to set your depth. ​For a standard scratch pass or light resurfacing, dial it in precisely to take off just enough material to clear the high spots and rust ridges. ​Step 6: Engage the Automatic Feed ​Turn up your speed control unit and engage the automatic feed mechanism. ​Sit back and let the machine work its magic as the cutting bits slowly move outward, cutting away imperfections and restoring a completely flat surface. ​Step 7: The Final Touch ​Once the automatic pass is complete, lightly run a piece of medium-grit sandpaper or a sanding block across the spinning rotor surfaces. ​This knocks down any microscopic ridges left by the bits and creates a clean, non-directional finish for optimal brake pad bedding. ​Step 8: Tear Down ​Shut the power off. ​Use your wrench to loosen the arbor nut, unhook the silencer band, and slide your perfectly resurfaced rotor off the machine.

Chuckling Charlie

91,374 просмотров • 2 месяцев назад

The 1937 Herrick HV-2A Vertaplane is considered one of the first convertiplanes and one of the earliest examples of VTOL technology. It was a biplane that allowed the upper wing to be unlocked—either on the ground or mid-air—to spin as an autogyro rotor, enabling short take-offs and landings. Powered by a 125 hp Kinner B-5 radial engine, it successfully demonstrated ground and in-flight transitions between 1937 and 1939, before retiring. It is now preserved at the Smithsonian National Air and Space Museum.👀
0:39

The 1937 Herrick HV-2A Vertaplane is considered one of the first convertiplanes and one of the earliest examples of VTOL technology. It was a biplane that allowed the upper wing to be unlocked—either on the ground or mid-air—to spin as an autogyro rotor, enabling short take-offs and landings. Powered by a 125 hp Kinner B-5 radial engine, it successfully demonstrated ground and in-flight transitions between 1937 and 1939, before retiring. It is now preserved at the Smithsonian National Air and Space Museum.👀

Aviation Archive - Tim Farmer

33,431 просмотров • 6 месяцев назад

🚨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
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🚨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

1,045,647 просмотров • 5 месяцев назад

A Bell 407 collided with a open hangar door while trying to depart a airport hangar alleyway in Utah. I’ve seen several similar accidents happen over the years and this accident was easily preventable. For all the helicopter pilots out there, please do not takeoff from a small hangar alley like this and at a bare minimum close the hangar door. This 407 produces hurricane force winds with its rotor wash and could have easily forced FOD out of the hangar and into the aircraft. This aircraft was on a dolly with a tug and it would have probably taken the pilot an extra 5 minutes to find a more open and suitable location to depart from. You can also produce your own mechanical turbulence from the rotor wash hitting buildings and going back into your rotors make your hover less stable. Thankfully the only occupant onboard was the pilot and they were able to walk away with non-life threatening injures according to news reports. I also highly encourage unhooking any tow equipment for the dolly and moving it out of the way before taking off. So many times it just comes down to simple laziness and complacency. PS. Those are some gorgeous looking hangars! 🎥 KSL
0:11

A Bell 407 collided with a open hangar door while trying to depart a airport hangar alleyway in Utah. I’ve seen several similar accidents happen over the years and this accident was easily preventable. For all the helicopter pilots out there, please do not takeoff from a small hangar alley like this and at a bare minimum close the hangar door. This 407 produces hurricane force winds with its rotor wash and could have easily forced FOD out of the hangar and into the aircraft. This aircraft was on a dolly with a tug and it would have probably taken the pilot an extra 5 minutes to find a more open and suitable location to depart from. You can also produce your own mechanical turbulence from the rotor wash hitting buildings and going back into your rotors make your hover less stable. Thankfully the only occupant onboard was the pilot and they were able to walk away with non-life threatening injures according to news reports. I also highly encourage unhooking any tow equipment for the dolly and moving it out of the way before taking off. So many times it just comes down to simple laziness and complacency. PS. Those are some gorgeous looking hangars! 🎥 KSL

Thenewarea51

57,518 просмотров • 1 год назад

🚁 Before an AH-1F Cobra can fly... the pilot has to bring an entire weapons system to life. Pilot's-eye view of an AH-1F Cobra coming to life as dozens of gauges, switches, and warning lights are checked before the rotor blades ever start turning. Built for close air support, the Cobra's narrow profile and deadly precision made it one of the most iconic attack helicopters ever flown. Would you rather fly the AH-1 Cobra or the AH-64 Apache? 📹: turnandburn_aeromedia
1:26

🚁 Before an AH-1F Cobra can fly... the pilot has to bring an entire weapons system to life. Pilot's-eye view of an AH-1F Cobra coming to life as dozens of gauges, switches, and warning lights are checked before the rotor blades ever start turning. Built for close air support, the Cobra's narrow profile and deadly precision made it one of the most iconic attack helicopters ever flown. Would you rather fly the AH-1 Cobra or the AH-64 Apache? 📹: turnandburn_aeromedia

Airforce Geek

35,786 просмотров • 23 дней назад

NEW: Helicopter with four people on board crashes into trees in footage shared by Diesel Brothers star David Sparks. Sparks said the footage was of his friend, Derek, and three others. “This is my friend Derek, and I'm beyond grateful that he and the 3 other souls on board survived what was a truly terrifying accident.” “What you're seeing here appears consistent with LTE (Loss of Tail Rotor Effectiveness), when the tail rotor can't produce enough authority (thrust) to counter the torque of the main rotor, and the aircraft can enter a rapid, uncontrollable yaw/spin…” “What I will say is this: Derek flew the absolute best response possible in a worst-case scenario, with almost no time to react. And while it sounds crazy to say, the trees likely helped by slowing the descent and absorbing energy and that may be a major reason everyone survived.” Video: heavydsparks / ig.
0:24

NEW: Helicopter with four people on board crashes into trees in footage shared by Diesel Brothers star David Sparks. Sparks said the footage was of his friend, Derek, and three others. “This is my friend Derek, and I'm beyond grateful that he and the 3 other souls on board survived what was a truly terrifying accident.” “What you're seeing here appears consistent with LTE (Loss of Tail Rotor Effectiveness), when the tail rotor can't produce enough authority (thrust) to counter the torque of the main rotor, and the aircraft can enter a rapid, uncontrollable yaw/spin…” “What I will say is this: Derek flew the absolute best response possible in a worst-case scenario, with almost no time to react. And while it sounds crazy to say, the trees likely helped by slowing the descent and absorbing energy and that may be a major reason everyone survived.” Video: heavydsparks / ig.

Collin Rugg

3,225,137 просмотров • 7 месяцев назад

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.
0:29

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 просмотров • 5 месяцев назад

#zhanglinghe at press conference of documentary "Exploring the Future: The Answer is Earth" in Beijing🌱 Q: have you heard of Betz's Law? zlh🚀: it refers to the limit of how much wind energy can be converted into electricity. there is something called the Betz limit, which means that when a wind turbine converts wind energy into electrical energy, there is a maximum efficiency. about 59% or more precisely around 59.3%. this is a physical limit. to actually reach this limit, the conditions must be very ideal. for example, factors like the static pressure before and after the rotor, and the number of blades, all need to be in an optimal state. in real life, wind turbines don't reach that ideal. an efficiency of about 70%–80% (of the theoretical limit) is already considered very good. and in our country, the wind farms I've visited are basically among the best in the world, their conversion efficiency is extremely high.
1:01

#zhanglinghe at press conference of documentary "Exploring the Future: The Answer is Earth" in Beijing🌱 Q: have you heard of Betz's Law? zlh🚀: it refers to the limit of how much wind energy can be converted into electricity. there is something called the Betz limit, which means that when a wind turbine converts wind energy into electrical energy, there is a maximum efficiency. about 59% or more precisely around 59.3%. this is a physical limit. to actually reach this limit, the conditions must be very ideal. for example, factors like the static pressure before and after the rotor, and the number of blades, all need to be in an optimal state. in real life, wind turbines don't reach that ideal. an efficiency of about 70%–80% (of the theoretical limit) is already considered very good. and in our country, the wind farms I've visited are basically among the best in the world, their conversion efficiency is extremely high.

张凌赫的小核桃𖹭

308,490 просмотров • 4 месяцев назад

Smaller than a fingerprint, bigger than your imagination. What you’re looking at is the world’s smallest motor rotor. It’s so microscopic that a single slip of the hand means it’s gone forever; vanishing into the ridges of your skin. While micro-drones can already fly and dive, they’ve always been held back by a "leash." But with 4 tiny magnets and 4 miniature wire coils, this rotor is the key to a truly wireless, free-roaming future for micro-robotics. Precision engineering at its most extreme.
0:37

Smaller than a fingerprint, bigger than your imagination. What you’re looking at is the world’s smallest motor rotor. It’s so microscopic that a single slip of the hand means it’s gone forever; vanishing into the ridges of your skin. While micro-drones can already fly and dive, they’ve always been held back by a "leash." But with 4 tiny magnets and 4 miniature wire coils, this rotor is the key to a truly wireless, free-roaming future for micro-robotics. Precision engineering at its most extreme.

Mathematica

41,739 просмотров • 5 месяцев назад

This technology has me curious. It's called Wind Sail Propulsion. It's still in the 1.0 stages IMO. It's kind of interesting though and could potential save on fuel costs to get things across the ocean. It harnesses wind energy to assist or, in some cases, serve as the primary means of propelling ships. Another technology is the Flettner rotor, which uses the Magnus effect—created by spinning vertical cylinders in a wind stream—to generate forward thrust. Unlike sails, the rotor is powered by its own motor, allowing it to generate propulsion even when wind direction is unfavorable. Do you see potential for this kind of technology? What kinds of potential problems could arise? 🤨
1:01

This technology has me curious. It's called Wind Sail Propulsion. It's still in the 1.0 stages IMO. It's kind of interesting though and could potential save on fuel costs to get things across the ocean. It harnesses wind energy to assist or, in some cases, serve as the primary means of propelling ships. Another technology is the Flettner rotor, which uses the Magnus effect—created by spinning vertical cylinders in a wind stream—to generate forward thrust. Unlike sails, the rotor is powered by its own motor, allowing it to generate propulsion even when wind direction is unfavorable. Do you see potential for this kind of technology? What kinds of potential problems could arise? 🤨

AllieJade

1,741,888 просмотров • 9 месяцев назад

A snapped carrier cable is a rare but extremely dangerous event. It can cause the aircraft to either bolter (fail to catch a cable and become airborne again) or, worse, risk rolling overboard into the sea. For the deck crew, the primary hazard is the possibility of a deadly whipping cable snapping back violently.
0:58

A snapped carrier cable is a rare but extremely dangerous event. It can cause the aircraft to either bolter (fail to catch a cable and become airborne again) or, worse, risk rolling overboard into the sea. For the deck crew, the primary hazard is the possibility of a deadly whipping cable snapping back violently.

aircraftmaintenancengineer

525,244 просмотров • 11 месяцев назад

Did they fake this or is this actually a fight scene in a helicopter mid-flight with the doors open? You can even seen wind pushing down on the trees as the helicopter passes over. I can think of ways if might have been faked but they all seem kind of preposterous to me.
1:17

Did they fake this or is this actually a fight scene in a helicopter mid-flight with the doors open? You can even seen wind pushing down on the trees as the helicopter passes over. I can think of ways if might have been faked but they all seem kind of preposterous to me.

Will Gish

47,403 просмотров • 1 год назад