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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 次观看 • 1 年前 •via X (Twitter)

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Scott Jones 的头像

Scott Jones1 年前

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.

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Premium1 年前

Watch a lot of video on X? Upgrade for the smoothest experience.

COYB 的头像

COYB1 年前

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 Momi 的头像

Muhammad Kamran Momi1 年前

🛬 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🐯🔥🏴‍☠️△ 🇪🇺🇺🇦 的头像

🔥🐯⽕⻁🐯🔥🏴‍☠️△ 🇪🇺🇺🇦1 年前

To cool down the breaks.

Sovereign Jet Brokerage 的头像

Sovereign Jet Brokerage1 年前

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

John Mason 的头像

John Mason1 年前

How much fuel is carried in the wings ?

Speedy singh 75 ✈️ 的头像

Speedy singh 75 ✈️1 年前

Makes sense

Nick 的头像

Nick1 年前

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 Somolekae 的头像

Ernest Somolekae1 年前

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.

相关视频

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 次观看 • 1 年前

You don’t realize how massive the A380 is until you see it this close. ✈️ An Emirates A380-800 charges down the runway, rotates, and climbs straight past the camera like a building taking flight. Four engines. Two passenger decks. Nearly 80 metres of wingspan and a maximum takeoff weight of over 1.2 million pounds. Watch the landing gear disappear into the fuselage as this enormous machine leaves the runway and climbs into the clouds. The A380 is on another scale.

You don’t realize how massive the A380 is until you see it this close. ✈️ An Emirates A380-800 charges down the runway, rotates, and climbs straight past the camera like a building taking flight. Four engines. Two passenger decks. Nearly 80 metres of wingspan and a maximum takeoff weight of over 1.2 million pounds. Watch the landing gear disappear into the fuselage as this enormous machine leaves the runway and climbs into the clouds. The A380 is on another scale.

Airforce Geek

42,249 次观看 • 10 天前

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

222,609 次观看 • 10 个月前

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

85,059 次观看 • 4 个月前

❊ 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 次观看 • 8 个月前

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

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

Tengiz

43,945 次观看 • 7 天前

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

99,276 次观看 • 1 个月前

Airbus A330 landing at a super-soaked Manchester Airport. This Air Transat Airbus A330 hits a waterlogged runway and unleashes an incredible wall of spray. Watch closely as the Rolls-Royce Trent 772 thrust reverser deploys, redirecting engine airflow forward to help slow the 240-tonne aircraft. With standing water covering the runway, the combination of reverse thrust, spoilers and wheel braking makes for one seriously dramatic rollout. Engineering doing its job in brutal conditions.

Airbus A330 landing at a super-soaked Manchester Airport. This Air Transat Airbus A330 hits a waterlogged runway and unleashes an incredible wall of spray. Watch closely as the Rolls-Royce Trent 772 thrust reverser deploys, redirecting engine airflow forward to help slow the 240-tonne aircraft. With standing water covering the runway, the combination of reverse thrust, spoilers and wheel braking makes for one seriously dramatic rollout. Engineering doing its job in brutal conditions.

Airforce Geek

66,715 次观看 • 12 天前

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

159,397 次观看 • 6 个月前

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

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

Turbine Traveller

13,495 次观看 • 23 天前

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

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

A Gene Robinson

1,045,719 次观看 • 6 个月前

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

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

A Gene Robinson

1,277,222 次观看 • 6 个月前

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

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

Breaking Aviation News & Videos

682,347 次观看 • 1 年前

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

10,651 次观看 • 5 个月前

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 次观看 • 7 个月前

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 次观看 • 6 个月前

Watch the thrust levers on a 787 just… move by themselves. That’s the Thrust Management Function doing an autothrottle servo test on the ground. Two independent servo motors under the quadrant are driving the levers so we can confirm the loop is healthy before the airplane goes anywhere. Boeing still moves the actual levers. When A/T is working in flight you see them creep forward or back as the system holds speed or sets thrust. Airbus does it the other way. Levers sit in a detent and the computers talk straight to the engines. Both philosophies work. One gives you a moving picture of what thrust is doing. The other keeps the hardware still.

Watch the thrust levers on a 787 just… move by themselves. That’s the Thrust Management Function doing an autothrottle servo test on the ground. Two independent servo motors under the quadrant are driving the levers so we can confirm the loop is healthy before the airplane goes anywhere. Boeing still moves the actual levers. When A/T is working in flight you see them creep forward or back as the system holds speed or sets thrust. Airbus does it the other way. Levers sit in a detent and the computers talk straight to the engines. Both philosophies work. One gives you a moving picture of what thrust is doing. The other keeps the hardware still.

Fahad Naim

75,883 次观看 • 24 天前

Video of the Amazon plane that just crashed at Miami International Airport. 5 dead. It landed halfway down the runway (with only about 7000 feet to stop) with a 30 knot tailwind. Note the spoilers and thrust reversers did not deploy which is not normal. He should have gone around. I'm quite certain 30 knots exceeds the airframes landing limitations. Even if there was an equipment failure, the flight crew is 100% negligent not executing a missed approach.

Video of the Amazon plane that just crashed at Miami International Airport. 5 dead. It landed halfway down the runway (with only about 7000 feet to stop) with a 30 knot tailwind. Note the spoilers and thrust reversers did not deploy which is not normal. He should have gone around. I'm quite certain 30 knots exceeds the airframes landing limitations. Even if there was an equipment failure, the flight crew is 100% negligent not executing a missed approach.

The Good Trouble Show with Matt Ford

121,528 次观看 • 14 天前

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

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

Srijan Pal Singh

14,401 次观看 • 9 天前