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Why does Airbus A380 only use its two inner engines for reverse thrust during landing? This is to reduce weight and avoid foreign object debris. The outer engines hang over grass or dirt—activating reversers there could blow debris forward and back into the engines. Moreover, engines 1 and 4(outboard)... show more

Turbine Traveller

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473,780 views • 1 year ago •via X (Twitter)

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Scott Jones1 year ago

The original plan was for no thrust reversers at all on the A380, as it didn't need them. However, both the FAA, and the JAA stipulated thrust reversers for wet runway operations, or the A380 wouldn't be certified. Thus the compromise of the inner engines only.

Premium1 year ago

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COYB1 year ago

What a simple answer to an interesting question. Can you tell me why the cabin lights are dimmed and window blinds are open for take off and landing

Muhammad Kamran Momi1 year ago

🛬 Why only the inner engines? On the Airbus A380, only engines #2 and #3 deploy reverse thrust during landing. 👉 This prevents foreign object debris (FOD) from being kicked up by the outer engines, which hang over grass or dirt. 👉 It also reduces weight and mechanical complexity — vital for such a large aircraft. ✈️ The A380 relies on brakes, spoilers, and inner engine thrust reversers to decelerate safely — especially since its touchdown speed is just ~135 knots. 🎥 This A380 landing perfectly shows this unique feature.

🔥🐯⽕⻁🐯🔥🏴‍☠️△ 🇪🇺🇺🇦1 year ago

To cool down the breaks.

Sovereign Jet Brokerage1 year ago

Smart engineering—reducing FOD risk and unnecessary weight while maintaining safe and effective deceleration. The A380 design team truly thought of everything.

John Mason1 year ago

How much fuel is carried in the wings ?

Speedy singh 75 ✈️1 year ago

Makes sense

Nick1 year ago

read somewhere it was a reasoned choice during planning and design. also, the outer engines are so far away from the center they would pose a significant risk of asymmetric thrust in case of a failure, and wouldn't really offset that risk with the additional braking performance

Ernest Somolekae1 year ago

Simple and correct reason, the A380 did not need any reversers but the company was compelled to install on the two engines to comply with FAA/ other jurisdiction requirements.

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Why do the engines appear to slow down and move backwards? Emirates Airbus A380 landing at Paris CDG. 📹: Razgriz Flight & Spotting

Why do the engines appear to slow down and move backwards? Emirates Airbus A380 landing at Paris CDG. 📹: Razgriz Flight & Spotting

Turbine Traveller

191,164 views • 1 year ago

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

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

Arjun Singh

56,316 views • 10 months ago

Love seeing New Glenn's seven BE-4 engines come alive! Congratulations to Team Blue on today's hotfire. We extended the hotfire duration this time to simulate the landing burn sequence by shutting down the non-gimballed engines after ramping down to 50 percent thrust, then shutting down the outboard gimballed engines while ramping the center engine to 80 percent thrust. This helps us understand fluid interactions between active and inactive engine feedlines during landing. Next, we will mate NASA's ESCAPADE payload to the launch vehicle and enter final preparations for launch.

Love seeing New Glenn's seven BE-4 engines come alive! Congratulations to Team Blue on today's hotfire. We extended the hotfire duration this time to simulate the landing burn sequence by shutting down the non-gimballed engines after ramping down to 50 percent thrust, then shutting down the outboard gimballed engines while ramping the center engine to 80 percent thrust. This helps us understand fluid interactions between active and inactive engine feedlines during landing. Next, we will mate NASA's ESCAPADE payload to the launch vehicle and enter final preparations for launch.

Dave Limp

222,501 views • 9 months ago

The hot-staging into boost-back during Flight 12 was pretty chaotic so I decided to try to simplify what occurred by looking at the visuals and the telemetry. This is my take and the engines that failed to light or shutoff could be wrong. I am open to corrections. Booster 19 had failed to light some of its engines at the start of its boost-back before experiencing an energetic event in the inner engines that knocked out surrounding engines. E5 or E6 may be the culprit as E7 eventually relit during the landing burn.

The hot-staging into boost-back during Flight 12 was pretty chaotic so I decided to try to simplify what occurred by looking at the visuals and the telemetry. This is my take and the engines that failed to light or shutoff could be wrong. I am open to corrections. Booster 19 had failed to light some of its engines at the start of its boost-back before experiencing an energetic event in the inner engines that knocked out surrounding engines. E5 or E6 may be the culprit as E7 eventually relit during the landing burn.

Chandler G

84,682 views • 2 months ago

❊ Added press K for Engine On/Off So now you can glide back down based on the kinetic energy stored in the plane at higher altitudes Planes in general can glide a lot, even heavy jets like an Airbus A380, as long as they're at high altitude, so they use that altitude energy and convert that into distance, an A380 can glide like 250km to the nearest airport I do this a lot in Flight Simulator 2024, I take off, kill the engines and see if I can get back to the airport in time before crashing

❊ Added press K for Engine On/Off So now you can glide back down based on the kinetic energy stored in the plane at higher altitudes Planes in general can glide a lot, even heavy jets like an Airbus A380, as long as they're at high altitude, so they use that altitude energy and convert that into distance, an A380 can glide like 250km to the nearest airport I do this a lot in Flight Simulator 2024, I take off, kill the engines and see if I can get back to the airport in time before crashing

@levelsio

89,717 views • 6 months ago

Booster 20 appears to have failed to light some of its engines during the landing burn 😔 It will be interesting to hear whether or not the unhealthy engines were detected after boost back and if it would have been cleared to return to the launch site. I don't think we have seen how a situation like this would be handled.

Booster 20 appears to have failed to light some of its engines during the landing burn 😔 It will be interesting to hear whether or not the unhealthy engines were detected after boost back and if it would have been cleared to return to the launch site. I don't think we have seen how a situation like this would be handled.

Zack Golden

98,267 views • 3 days ago

Watch the trusty MD-80 show off its old-school 'power-back'-using reverse thrust to back itself away from the gate! while most modern jets rely on tugs, the MD-80 (and its DC-9/727 cousins) had aft-mounted engines and reversible clamshell buckets that technically allowed it. But why don't we see this anymore? Reverse thrust blasts debris (FOD) all over the ramp, bangs up terminals, guzzles fuel, and is loud enough to wake jet-lagged travelers; plus pilots can't see behind them. 📹: bazukavia

Watch the trusty MD-80 show off its old-school 'power-back'-using reverse thrust to back itself away from the gate! while most modern jets rely on tugs, the MD-80 (and its DC-9/727 cousins) had aft-mounted engines and reversible clamshell buckets that technically allowed it. But why don't we see this anymore? Reverse thrust blasts debris (FOD) all over the ramp, bangs up terminals, guzzles fuel, and is loud enough to wake jet-lagged travelers; plus pilots can't see behind them. 📹: bazukavia

Aviation

159,342 views • 5 months ago

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

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

A Gene Robinson

1,045,464 views • 4 months ago

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

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

A Gene Robinson

1,276,675 views • 4 months ago

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

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

Breaking Aviation News & Videos

681,435 views • 1 year ago

And on today´s "Aviation in the movies" feature, the Space Shuttle Hijacking from the movie "007 Moonraker." (As a note, while what we see here is pure fiction, and in real life the shuttle could not fly like this, the Soviet Buran did have in testing, two engines similar to the Su-27 for reentry maneuver, so, in theory, it could do this. On its only space flight, the "flight engines" were not used)

And on today´s "Aviation in the movies" feature, the Space Shuttle Hijacking from the movie "007 Moonraker." (As a note, while what we see here is pure fiction, and in real life the shuttle could not fly like this, the Soviet Buran did have in testing, two engines similar to the Su-27 for reentry maneuver, so, in theory, it could do this. On its only space flight, the "flight engines" were not used)

Francisco Cunha

10,637 views • 3 months ago

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

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

Croxxed Out

13,968 views • 5 months ago

The Tri-Engined jet with four engines. The HS Trident was, obviously, a tri-jet, using three Rolls-Royce Spey engines. However, the final version of it, the 1969 Trident 3 - seen here in this video - was stretched for extra seating and range. And so what did HS do? They installed a fourth engine, a "booster" in the tail, a RR RB.162 originally intended as a lift engine for VTOL applications (the ill-fated Mirage IV was one of the few jets that used such an engine) With three or four engines, for various reasons - including the ever-present political mongerings in UK aviation, only axed with Airbus - the Trident was not a success, and only 117 were built. (Also, wouldn´t it be simple to change to different, more powerful engines? Unfortunately, it wasn´t possible on the Trident... so no wonder other customers opted for the more flexible 727 and DC-9)

The Tri-Engined jet with four engines. The HS Trident was, obviously, a tri-jet, using three Rolls-Royce Spey engines. However, the final version of it, the 1969 Trident 3 - seen here in this video - was stretched for extra seating and range. And so what did HS do? They installed a fourth engine, a "booster" in the tail, a RR RB.162 originally intended as a lift engine for VTOL applications (the ill-fated Mirage IV was one of the few jets that used such an engine) With three or four engines, for various reasons - including the ever-present political mongerings in UK aviation, only axed with Airbus - the Trident was not a success, and only 117 were built. (Also, wouldn´t it be simple to change to different, more powerful engines? Unfortunately, it wasn´t possible on the Trident... so no wonder other customers opted for the more flexible 727 and DC-9)

Air Safety #OTD by Francisco Cunha

17,700 views • 4 months ago

Chinese space startup, Nayuta Space released renders of wanting to belly flop the booster and land it horizontally. Let me break down why I don't think that's the best idea: 1. The booster is already designed to be structurally adequate vertically on ascent, so having the descent phase have landing loads horizontally adds a lot of extra mass and considerations. 2. The animation shows the booster flying more horizontally which is not something dihedral actuating flaps would be good at. They're good for maintaining orientation belly-ish first when they are perpendicular to wind flow, not parallel. In fact, I'll bet grid fins and using the fuselage as a lifting surface might have better cross range capabilities. 3. Although vertical landings look difficult, they're actually quite controllable, with physics similar to balancing a broomstick. Landing horizontally along a huge moment arm and several engines actually leaves little room for error. 4. Obviously landing horizontally requires additional engines that have no other use in flight, this is extra dry mass that takes away from the performance of the vehicle. Plus your main engines pull propellant through the bottom of your tanks, so if there'd have to be additional tanks or at least extra considerations to have tanks that can be used in the horizontal regime. 5. The booster doesn't experience that great of peak temperature during reentry because it's peak velocity during reentry is much lower, which is why you see rockets like Starship and Electron able to survive pencil diving back through the atmosphere without a reentry burn. Thanks for coming to my TED talk. Best of luck Nayuta space, prove me wrong!

Chinese space startup, Nayuta Space released renders of wanting to belly flop the booster and land it horizontally. Let me break down why I don't think that's the best idea: 1. The booster is already designed to be structurally adequate vertically on ascent, so having the descent phase have landing loads horizontally adds a lot of extra mass and considerations. 2. The animation shows the booster flying more horizontally which is not something dihedral actuating flaps would be good at. They're good for maintaining orientation belly-ish first when they are perpendicular to wind flow, not parallel. In fact, I'll bet grid fins and using the fuselage as a lifting surface might have better cross range capabilities. 3. Although vertical landings look difficult, they're actually quite controllable, with physics similar to balancing a broomstick. Landing horizontally along a huge moment arm and several engines actually leaves little room for error. 4. Obviously landing horizontally requires additional engines that have no other use in flight, this is extra dry mass that takes away from the performance of the vehicle. Plus your main engines pull propellant through the bottom of your tanks, so if there'd have to be additional tanks or at least extra considerations to have tanks that can be used in the horizontal regime. 5. The booster doesn't experience that great of peak temperature during reentry because it's peak velocity during reentry is much lower, which is why you see rockets like Starship and Electron able to survive pencil diving back through the atmosphere without a reentry burn. Thanks for coming to my TED talk. Best of luck Nayuta space, prove me wrong!

Everyday Astronaut

329,251 views • 11 months ago

The Sukhoi Su-30SM is one of the few operational multirole fighters equipped with thrust-vectoring technology, giving it exceptional maneuverability far beyond conventional fourth-generation fighters. Powered by two Saturn AL-31FP afterburning turbofan engines, the Su-30SM features 2D thrust-vectoring nozzles that can deflect up to ±15 degrees. Unlike standard jet engines, these movable nozzles redirect engine thrust during flight, allowing the aircraft to maintain control even at extremely high angles of attack where traditional control surfaces become less effective. Working together with its digital fly-by-wire flight control system and aerodynamic canards, thrust vectoring enables the Su-30SM to perform dramatic post-stall maneuvers such as the Pugachev's Cobra, Kulbit, Herbst Maneuver, and high-alpha turns. These maneuvers can provide a tactical advantage during close-range dogfights by rapidly changing the aircraft's nose position without relying solely on aerodynamic lift. Unlike dedicated airshow demonstrations, the Su-30SM's thrust-vectoring system was designed for real combat applications, improving agility, controllability at low speeds, and recovery from extreme flight attitudes while carrying combat payloads.

The Sukhoi Su-30SM is one of the few operational multirole fighters equipped with thrust-vectoring technology, giving it exceptional maneuverability far beyond conventional fourth-generation fighters. Powered by two Saturn AL-31FP afterburning turbofan engines, the Su-30SM features 2D thrust-vectoring nozzles that can deflect up to ±15 degrees. Unlike standard jet engines, these movable nozzles redirect engine thrust during flight, allowing the aircraft to maintain control even at extremely high angles of attack where traditional control surfaces become less effective. Working together with its digital fly-by-wire flight control system and aerodynamic canards, thrust vectoring enables the Su-30SM to perform dramatic post-stall maneuvers such as the Pugachev's Cobra, Kulbit, Herbst Maneuver, and high-alpha turns. These maneuvers can provide a tactical advantage during close-range dogfights by rapidly changing the aircraft's nose position without relying solely on aerodynamic lift. Unlike dedicated airshow demonstrations, the Su-30SM's thrust-vectoring system was designed for real combat applications, improving agility, controllability at low speeds, and recovery from extreme flight attitudes while carrying combat payloads.

Mechanical Knowledge

112,684 views • 9 days ago

WHY IS THE PRATT & WHITNEY GTF ENGINE CRISIS STILL HAPPENING? The root of the problem traces back to contaminated powdered metal used in manufacturing critical engine components between 2015 and 2021. Microscopic impurities were accidentally introduced into the metal powder used to forge high-pressure turbine discs and other rotating parts. Those tiny contaminants created weak spots within the metal structure itself. Under the extreme heat, pressure, and rotational forces inside a jet engine, those weak spots can develop into micro-cracks far earlier than expected. And in aviation, even a tiny crack in a turbine component is a major safety concern. If a crack grows and a piece breaks loose, metal fragments can severely damage the engine’s internal components within seconds. That discovery triggered one of the largest inspection and recall campaigns in modern aerospace history. Hundreds of engines powering Airbus A320neo-family aircraft and A220s had to be removed, stripped apart, and inspected using specialized imaging techniques. The crisis then snowballed into a global supply chain problem: • Engines removed faster than replacements could be built • Spare engines depleted worldwide • Repair shops overwhelmed • Airlines forced to ground aircraft for months waiting on inspections and rebuilt engines Pratt & Whitney halted production of affected parts while fixing the manufacturing process and has been covering repairs and replacements under warranty at enormous cost. But economically and operationally, the GTF crisis has become one of the most disruptive engine issues the aviation industry has seen in decades. At the start of last year, 2025, Wizz Air was forced to ground around 40 Airbus A320neo family aircraft in its fleet due to the GTF issue. The video attached shows the state of aircraft parked, then during take-off.

WHY IS THE PRATT & WHITNEY GTF ENGINE CRISIS STILL HAPPENING? The root of the problem traces back to contaminated powdered metal used in manufacturing critical engine components between 2015 and 2021. Microscopic impurities were accidentally introduced into the metal powder used to forge high-pressure turbine discs and other rotating parts. Those tiny contaminants created weak spots within the metal structure itself. Under the extreme heat, pressure, and rotational forces inside a jet engine, those weak spots can develop into micro-cracks far earlier than expected. And in aviation, even a tiny crack in a turbine component is a major safety concern. If a crack grows and a piece breaks loose, metal fragments can severely damage the engine’s internal components within seconds. That discovery triggered one of the largest inspection and recall campaigns in modern aerospace history. Hundreds of engines powering Airbus A320neo-family aircraft and A220s had to be removed, stripped apart, and inspected using specialized imaging techniques. The crisis then snowballed into a global supply chain problem: • Engines removed faster than replacements could be built • Spare engines depleted worldwide • Repair shops overwhelmed • Airlines forced to ground aircraft for months waiting on inspections and rebuilt engines Pratt & Whitney halted production of affected parts while fixing the manufacturing process and has been covering repairs and replacements under warranty at enormous cost. But economically and operationally, the GTF crisis has become one of the most disruptive engine issues the aviation industry has seen in decades. At the start of last year, 2025, Wizz Air was forced to ground around 40 Airbus A320neo family aircraft in its fleet due to the GTF issue. The video attached shows the state of aircraft parked, then during take-off.

Turbine Traveller

82,023 views • 2 months ago

VIDEO | Ahmedabad Plane Crash: When asked about the possibility of a cyber attack, Trinamool Congress (TMC) MP Shatrughan Sinha (Shatrughan Sinha), "It is a matter of inquiry. Only experts can confirm it. But according to our understanding, what we have heard, read, and seen, it is very surprising and points towards a conspiracy, possibly even a cyber attack. I am hesitant to say what exactly has happened. But from what I know, the simultaneous failure of two engines is something I’m hearing for the first time. Such a strong aircraft, so technically advanced, part of a world-class aviation industry, the Dreamliner, experiencing this kind of issue is unprecedented in my knowledge. For the first time, I have heard of an incident like this occurring during take-off. I’ve heard of such failures during landing, but not at this stage of flight. What has happened is truly unfortunate. For both engines to fail simultaneously during take-off, this is the first such instance I’ve come across. So yes, there is a possibility that such incidents may not be natural and warrant deeper investigation." #AhmedabadPlaneCrash #AirIndiaPlaneCrash #AirIndiaFlightCrash (Full video available on PTI Videos -

VIDEO | Ahmedabad Plane Crash: When asked about the possibility of a cyber attack, Trinamool Congress (TMC) MP Shatrughan Sinha (Shatrughan Sinha), "It is a matter of inquiry. Only experts can confirm it. But according to our understanding, what we have heard, read, and seen, it is very surprising and points towards a conspiracy, possibly even a cyber attack. I am hesitant to say what exactly has happened. But from what I know, the simultaneous failure of two engines is something I’m hearing for the first time. Such a strong aircraft, so technically advanced, part of a world-class aviation industry, the Dreamliner, experiencing this kind of issue is unprecedented in my knowledge. For the first time, I have heard of an incident like this occurring during take-off. I’ve heard of such failures during landing, but not at this stage of flight. What has happened is truly unfortunate. For both engines to fail simultaneously during take-off, this is the first such instance I’ve come across. So yes, there is a possibility that such incidents may not be natural and warrant deeper investigation." #AhmedabadPlaneCrash #AirIndiaPlaneCrash #AirIndiaFlightCrash (Full video available on PTI Videos -

Press Trust of India

18,505 views • 1 year ago

Two British nationals, founders of The Wellness Foundry, shared a calm goodbye video from Ahmedabad airport before boarding AI171, minutes later, the plane crashed. Their final words now echo with heartbreak—a reminder of how fragile life truly is. The Air India flight bound for London with 242 people on board crashed near Ahmedabad airport on Thursday during take-off. The plane first hit the mess building of BJ Medical College and then collided with Atulyam Hostel. The hostel housed senior resident doctors. Of the 242 onboard, nationalities included 169 Indians, 53 British, 7 Portuguese, and 1 Canadian. Over two dozen ambulances and multiple fire engines rushed to the site.

Two British nationals, founders of The Wellness Foundry, shared a calm goodbye video from Ahmedabad airport before boarding AI171, minutes later, the plane crashed. Their final words now echo with heartbreak—a reminder of how fragile life truly is. The Air India flight bound for London with 242 people on board crashed near Ahmedabad airport on Thursday during take-off. The plane first hit the mess building of BJ Medical College and then collided with Atulyam Hostel. The hostel housed senior resident doctors. Of the 242 onboard, nationalities included 169 Indians, 53 British, 7 Portuguese, and 1 Canadian. Over two dozen ambulances and multiple fire engines rushed to the site.

The Tatva

43,889 views • 1 year ago

Instagram censors Airbus. I was editing this video of a low visibility Auto-Land in an Airbus A330, although when I selected Captions to highlight the auto-generated calls and the pilot responses, the App automatically censored the “Retard” calls. This is a classic case of AI misunderstanding technical language. On Airbus aircraft, the “retard” call is a completely standard, safety-critical prompt that has been used since the A320’s introduction in 1987. It’s an automated audio call triggered at a specific altitude—20 feet above the runway during a manual landing, or 10 feet during an autoland—to remind pilots to pull the thrust levers back to idle for a smooth touchdown. Anyway, when landing in fog, we engage both autopilots and monitor the aircraft flying an autoland. The minimum forward visibility allowed to land is 75 meters because that’s the minimum we need to be able to taxi onto stand. At airports that we’re not familiar with, we can ask for “Follow-Me” vehicles with flashing lights to guide us to our parking stand. 📸 by ig/captainchris Not an ad

Instagram censors Airbus. I was editing this video of a low visibility Auto-Land in an Airbus A330, although when I selected Captions to highlight the auto-generated calls and the pilot responses, the App automatically censored the “Retard” calls. This is a classic case of AI misunderstanding technical language. On Airbus aircraft, the “retard” call is a completely standard, safety-critical prompt that has been used since the A320’s introduction in 1987. It’s an automated audio call triggered at a specific altitude—20 feet above the runway during a manual landing, or 10 feet during an autoland—to remind pilots to pull the thrust levers back to idle for a smooth touchdown. Anyway, when landing in fog, we engage both autopilots and monitor the aircraft flying an autoland. The minimum forward visibility allowed to land is 75 meters because that’s the minimum we need to be able to taxi onto stand. At airports that we’re not familiar with, we can ask for “Follow-Me” vehicles with flashing lights to guide us to our parking stand. 📸 by ig/captainchris Not an ad

aircraftmaintenancengineer

51,009 views • 1 year ago

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

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

Turbine Traveller

295,316 views • 1 month ago