V-22 Osprey Technical Breakdown, History, and Safety Stats

Name: The Insane Engineering of the V-22 Osprey
Uploaded: 2026-04-25T15:00:32+00:00
Duration: 23 min 8 s
Channel: Real Engineering
Description: Summary and key takeaways on The Insane Engineering of the V-22 Osprey: Summary & Key Takeaways, covering The V-22 Osprey in Action The V-22 Osprey combines

Real Engineering

Apr 25, 2026

•

23 min video

•

2 min read

YouTube video ID: FYMdllTCrc0

Source: YouTube video by Real Engineering — Watch original video

PDF

The V-22 Osprey combines airplane speed with helicopter vertical lift, allowing it to hover, take off, and land vertically before rotating its nacelles for high‑speed forward flight. A fly‑by‑wire system blends collective pitch control in hover with engine thrust control in cruise, while the Thrust Control Lever manages the transition. The aircraft reaches 500 km/h, nearly twice the speed of a Blackhawk, and its downwash can exceed 150 km/h, comparable to hurricane‑force winds.

Historical Development

Tilt‑rotor research began in the early 1950s with the XV‑3, the first prototype to shift between flight modes. Intense vibrations in the XV‑3 injured test pilot Dick Stansbury, prompting redesigns. The XV‑15 moved engines to the wingtips and added a cross‑shaft synchronization system, improving stability. Operation Eagle Claw in 1980 highlighted the need for a transport that could both lift vertically and cruise quickly, steering the program toward the modern V‑22.

Mechanical Systems and Engineering

The conversion actuator drives nacelle tilt using a double telescoping screw that provides jam redundancy; gravity compresses the actuator in hover, while aerodynamic drag shifts the load during transition. Proprotors incorporate a 47‑degree blade twist to balance lift at high speeds, and carbon‑epoxy composites reduce structural weight by 2,700 kg of the 6,000 kg airframe. A multi‑disk convoluted diaphragm flexible coupling transfers power without lubrication, and engine inlets route airflow to separate grit and sand before entering the turbines. Exhaust cooling mixes outside air with hot plume, lowering fuselage temperature and thermal signature.

Safety and Statistical Analysis

Since 1991 the V‑22 has experienced 25 incidents, resulting in 58 deaths. Its incident rate per airframe (0.0625) is lower than the H‑60 (0.075) and H‑47 (0.11). Higher death rates in larger helicopters stem from greater passenger capacity rather than inherent danger. Complex aircraft typically show higher incident rates early in their service life, but rates decline as systems mature and operational experience grows.

Takeaways

The V-22 merges vertical lift and high‑speed cruise, reaching 500 km/h and producing downwash over 150 km/h.
Early tilt‑rotor prototypes like the XV‑3 and XV‑15 laid the groundwork for the V‑22’s modern drivetrain and synchronization system.
A double telescoping screw actuator provides jam‑redundant nacelle tilt, while carbon‑epoxy composites shave 2,700 kg from the airframe.
Since 1991 the V‑22 has logged 25 incidents and 58 deaths, yielding an incident rate per airframe lower than comparable H‑60 and H‑47 helicopters.
Incident rates for complex aircraft tend to drop as designs mature, reflecting the V‑22’s improving safety record over time.

Frequently Asked Questions

How does the V-22 transition between hover and forward flight?

The Thrust Control Lever blends collective pitch for hover with engine thrust for forward flight while the computer merges control logics as the nacelles rotate. The fly‑by‑wire system coordinates this shift, allowing a smooth transition from vertical lift to high‑speed cruise.

Why does the V-22 have a lower incident rate per airframe than the H‑60 and H‑47?

The V‑22’s incident rate per airframe (0.0625) is lower because its design distributes risk across fewer, larger airframes and benefits from newer technology. Larger helicopters carry more passengers, raising absolute death counts, while early‑life complexity in the V‑22 has decreased as systems matured.

Who is Real Engineering on YouTube?

Real Engineering is a YouTube channel that publishes videos on a range of topics. Browse more summaries from this channel below.

Does this page include the full transcript of the video?

Yes, the full transcript for this video is available on this page. Click 'Show transcript' in the sidebar to read it.

Helpful resources related to this video

If you want to practice or explore the concepts discussed in the video, these commonly used tools may help.

Book On Tiltrotor Aircraft Engineering History Recommended

Provides deeper technical context on the development of tiltrotor technology like the XV-3 and V-22, helping the reader understand the complex engineering challenges discussed.

Amazon →

Model Kit Of V-22 Osprey Aircraft

Allows the user to physically examine the nacelle rotation and proprotor configuration, reinforcing the mechanical concepts explained in the video.

Amazon →

Book On Aerospace Composite Materials Engineering

Explains the science behind the carbon-epoxy composites used in the V-22 to reduce structural weight, which is a key engineering highlight of the aircraft.

Amazon →

Book On Military Helicopter Flight Dynamics

Provides foundational knowledge on rotorcraft physics, disk loading, and flight control systems, which helps contextualize the V-22's unique hybrid flight mode transitions.

Amazon →

Links may be affiliate links. We only include resources that are genuinely relevant to the topic.

Summarize another video

Full Transcript YouTube

It is close to midnight when 
the emergency is called in.
Dark and rainy night on an aircraft carrier.  
An MV-22 sits on the deck of the carrier 
folded up. Alarm bells and sirens erupt.
An F-15 has just crashed in the Libyan desert, 
and its pilot is running for his life. Every  
passing second gets him further from being a 
survivor to being a geopolitical bargaining chip.
The Arab Spring arrived in Libya in 
February 2011. What started as small  
sprouts of localized protests soon 
erupted into a violent civil war.  
The population was finally rising against the 
42 year rule of Gaddafi, but the dictator's  
counter-offensive was brutal. With radio 
warnings echoing across the Libyan desert
“We are coming tonight... we will find you in 
your closets. We will show no mercy and no pity.”
Gaddafi unleashed the country's advanced fighter 
jets on its own people. And NATO drew a red line  
there. Moving to impose a no fly zone over the 
country with the combined airforce of NATO.  
Amidst the chaos, this American pilot crash landed 
behind enemy lines after a mechanical failure.
His life now depends on this. The V-22 Osprey.
For thirty years, this machine has been 
plagued by accidents and criticized as a  
technological Frankenstein. Too 
complex to fly. A controversial  
hybrid of a plane and helicopter, but 
tonight only it could be the hero.
Slowly unfurling its massive composite blades,  
the wings rotate ninety degrees and lock into 
place. Twin halos appear overhead, as its blades  
thrash the air into submission. The V-22 now 
has to make its most difficult transformation.
This aircraft has to operate in two 
modes. Vertical and horizontal flight.  
Two completely different flight modes, using 
the very same controls. This is the Thrust  
Control Lever. It controls both the collective 
pitch in vertical flight, allowing the V-22 to  
control altitude in hover, but in forward 
flight it controls speed by controlling the  
engines thrust, and altitude is controlled by 
the elevator, which is controlled by the stick.
A fly by wire system was the only option to 
allow the control logic to flip like this,  
and things get even more 
complicated in the transition.
With the turn of this wheel the pilot 
effortlessly controls the nacelles.  
Tipping them forward, trading vertical 
rotor wash for forward thrust. As this  
transition happens the V-22 is neither 
helicopter or plane, and the computer  
has to gradually blend both control logics 
together until the transition is complete.
But once complete the V-22 is capable of flying at 
nearly twice the speed of a Blackhawk Helicopter.
The V-22 is now flying low to the water 
to avoid ground radar detection on the  
coast. It is sprinting at 500 kilometers 
per hour, reaching the shoreline in less  
than 30 minutes. The pilots expect the cover 
of darkness, but they are met with a well-lit,  
populated sprawl where they could be exposed 
to thousands of eyes. Forced to improvise,  
they thread the needle, aiming for the 
single darkest patch in a sea of city lights.
Meanwhile, the situation on the ground is becoming 
desperate. Enemy vehicles have nearly cornered the  
pilot, and he is forced to call in a danger close 
bombing run from US Harrier jump jets. Dropping  
500 pound laser guided bombs, obliterating the 
cars and forcing the pursuers to retreat in chaos.
The explosions buy the crucial seconds 
needed for the extraction.It would have  
taken a standard rescue team hours to fly the 300 
kilometers but the V22 arrived in just 41 minutes.
As they approached the landing zone, the 
pilot rolled that dial back, redirecting the  
V-22 thrust at the ground. Taking the V-22 from 
500 km/h to a standstill over. Opening its rear  
ramp amid a chaotic man-made sandstorm, 
the pilot sprints in from the shadows.
A simple thumbs up, and in less than 90 seconds,  
the transformer raises its wheel off the 
dirt, vanishing back into the clouds. For  
all its controversy, the V-22 is 
a miraculous piece of engineering.
The V-22, just like any other aircraft, is a 
tool. It's not the most efficient helicopter,  
it's not the best plane. But this rescue 
mission was exactly what it was designed for. 
  
This is the Insane engineering of the V22 osprey.
The development of the V-22 Osprey began 
in the early 1950s with the XV-3. A  
clunky aircraft with a piston powered engine 
installed in the fuselage behind the pilot,  
with a two speed transmission allowing the 
rotors to operate at two speeds for hover  
and cruise. The rotors were mechanically 
linked to the engine through the wings,  
with the entire rotor assembly 
rotating through gaps in the fairings.
This was the very first tiltrotor aircraft to 
transition from vertical to horizontal flight. And  
to honour its achievements we have designed this 
t-shirt. Screen printed on a 100% cotton shirt,  
designed to last, it’s available to pre-order 
for the next two weeks with this link.
The XV-3 worked fine in helicopter mode,
but these linkages and pylons lacked the 
stiffness needed to stabilize the intense  
vibrations and forces of transition to 
an entirely different mode of flight.
These whirling vibrations through the skinny 
pylon got so intense that they knocked out test  
pilot Dick Stansbury. Severely injuring the man 
and damaging the first prototype beyond repair.
But Bell didn’t give up on the vision.
The XV-15 was the next step to turn a prototype 
into a complete tiltrotor. Unlike the XV-3,  
the XV-15 moved the propulsion out of 
the fuselage and onto the wingtips.  
On the XV-3 the drive shafts and gearboxes had 
to transmit all of the engine power out to the  
wingtips for the entire flight. That meant 
heavy, robust drive shafts designed for long  
flights at high stress. But the XV-15 placed its 
engines on the wingtips. With the power from the  
engine being a lot closer to the rotor, the pylons 
were bolstered with a full nacelle that provided  
a lot of extra stiffness. But this created a 
new problem, how to synchronize the engines?
The XV-15 developed an engine synchronization 
system that would carry on through to the V-22.
A cross-shaft through the wings 
to keep the two rotors in sync.
The only time they needed to carry a 
large torque would be if one engine  
failed. Where an automatic clutch 
disconnects the failed engine,  
letting the other engine drive both rotors 
through the cross-shaft for a single engine  
landing..The smaller load meant that the 
shafts and connections could be lighter.
Up to the late 70s, these aircraft were mostly  
proof-of-concepts. But everything 
changed with one failed mission.
Operation Eagle Claw was a U.S. rescue attempt in 
April 1980 to free 52 American hostages in Tehran.  
The plan relied on eight Navy RH-53D helicopters 
flying inland to a remote desert refueling site,  
Desert One and meeting two C-130s, before 
continuing on toward the city. Dust storms and  
mechanical failures cut the helicopter force 
from 8 to 5, below the minimum to continue,  
forcing commanders to abort the mission.
 
Operation Eagle Claw highlighted a blunt  
limitation. Conventional helicopters could land 
anywhere, but they couldn’t reach deep targets  
quickly without high-risk refueling stops. So 
in 1981 The Pentagon responded by approving a  
program to design a transport aircraft capable of 
both vertical take off and airplane-like cruise,  
setting the stage for the XV-15’s 7 year 
long evolution into the V-22 Osprey.
The core concept of the Osprey depends 
in one mechanism, the conversion actuator  
responsible for the tilt that gives 
the Osprey its tilt rotor status.
Even though the V-22 can fly with the 
nacelles at any incremental angle,  
in practice, to avoid complex aerodynamics, 
pilots use one of three modes. Helicopter  
mode with the nacelles around 90 degrees, 
airplane mode with the nacelles locked at  
0 degrees, and short take-off and landing 
mode typically set around 60 degrees.
The actual tilting mechanism has to handle a lot  
of forces that vary drastically 
depending on the flight regime
When the nacelle is in helicopter mode, the 
engine and rotor sit in front the pivot,  
so gravity wants to roll the nacelle 
forward compressing the actuator. As the  
nacelle tilts down and the osprey picks 
up speed, drag pushes it back towards  
the vertical position, that compression 
force decreases until around 80 degrees.
As it rotates further, the load fli ps into 
tension, but once you get past about the  
45 degrees point the balance shifts again and 
the nacelle starts pushing the actuator down,  
putting it back into compression as it 
drives all the way to the 0 degree downstop.
Now the actuator's job is to 
keep the nacelle locked in place.
With these changing loads, a gear drive 
would shove huge torque through small  
teeth that would wear and crack. A screw 
drive spreads that load through a larger  
contact area. But there is one problem 
with using a large singular screw.
The proprotors reach well below 
the fuselage of the aircraft in  
horizontal flight. This means that the 
V22 cannot land like a traditional plane.
If one of these screws jammed 
while in horizontal flight,  
the V-22 would have no way to land safely. 
So instead of having one large screw,  
the V22 uses a double telescoping screw that 
saves space and provides jam redundancy.
The size of these proprotors are 
a great physical representation  
of the compromises that the V22 had to make.
They need to be both helicopter 
rotor, and airplane propeller,  
and this blend of functions is what gives them 
their unique shape. Sitting (11.6) between  
the 4 meters diameter of a military 
transport propeller like the C-130,  
and the gigantic rotors of the 
sea-stallion helicopter (21 m).
The dual use also demanded a 
unique twist in the blade profile.
Helicopter blades are twisted to adapt to 
faster flowing air at the tip of the blade,  
which would result in a disproportionate 
amount of drag here, compared to the slower  
moving root. So the blade twists, usually around 
8 to 14 degrees, to lower the angle of attack of  
the blade at the tip and balance lift. The V-22, 
however, has a massive twist angle of 47 degrees.
An aggressive degree of twist driven 
by the proprotors need to adapt to  
high speed horizontal flight.
 
These are small helicopter blades,  
but absolutely massive propellers. In high speed 
forward flight the velocity of oncoming air adds  
to the high speed rotation of the blades. 
With airflow at the tips flirting with at  
the boundary of supersonic speeds. The high degree 
of twist ensures the proprotor can produce lift  
efficiently across its full length despite the 
huge variation of airflow speeds it encounters.
These tip airflow velocities limit how big 
a propeller can get, and that’s a problem  
because that massive propeller is still a small 
rotor, and that really hurts the V-22’s hover  
efficiency.
[REF]
Hover efficiency is measured by disk loading, 
the ratio of an aircraft's weight to the rotor's  
circular area. A rotor works by pushing 
air downward to generate upward lift.
A helicopter, like the Blackhawk, has 
a disk loading of around 50 kilogram  
per square metre of its rotor area. 
The V-22 is closer to 150 kilograms  
per square metre. And that means it 
needs to push air down faster to fly .
The V-22’s downwash can reach velocities of 
up to 150 kilometres per hour. That’s not  
just inefficient. That’s stronger than 
hurricane force winds. Which can make  
ground crew operations a little difficult.
Powering the engines are two Rolls Royce  
turboshaft engines mounted right on the wing 
tips of the aircraft. To prevent the whirling  
flutter induced oscillations that knocked 
out the test pilot of the XV-3 prototype,  
the engineers of the V-22 needed light and strong 
materials to stiffen up the structure, and V-22 
benefitted massively from a decade of 
composite material development for aircraft,  
like the F-14’s first of its kind boron coated 
tungsten fibre epoxy composite taileron. 
Composites are everywhere in the V-22. 
2700 kilograms of the aircrafts total  
6000 kilogram structural weight is 
taken up by carbon - epoxy composites. 
The wing structure got a stiffer carbon composite 
[IM-6] than the fuselage or tail [AS4]. Helping  
it deal with the huge variation of loads 
it was expected to hold, and prevent them  
vibrating the entire aircraft out of the air.
This is fairly standard composite manufacturing  
now, but back then it was worthy of NASA 
reports on state of the art manufacturing.  
I wasn’t lying when I said composites 
are everywhere in this, but on this long  
list of achievements, the proprotors, and 
their multiple parts, stand out the most.
Take the yoke. A part with a fairly 
simple geometry. An attachment point  
to the central drive shaft and 3 more 
for the gigantic folding blades. But  
it’s constantly being battered by 
cyclical forces. Picking the wrong  
material could have it humming like a 
tuning fork before it cracks and fails.
Titanium was tested in the XV-15, but 
it fatigued and cracked too quickly,  
forcing the engineers to rely on 
heavier studier stainless steel.
By the time the V-22 came around 
they had figured out how to make it  
out of a much lighter S-2 fiberglass 
composite. A glass fiber made from  
magnesia-alumina-silicate. [REF]. Although not as 
strong as the carbon fibre blades it was securing,  
this material played a very important role with a 
unique property. It’s lower mechanical impedance.
It’s great at absorbing,flexing and transferring 
force without vibrating really well, which is  
why it's used in Golf clubs and was recently 
used in the US olympic team’s pole vaults.
They added layer after layer of this composite 
to build up this part to be strong enough to hold  
the enormous weight of the blades as they swung 
around and tried to rip free of their restraints,  
while also dampening a constant onslaught of 
vibrations that would crack another material.
A problem they encountered further up 
the blade with a carbon composite part.  
The blade was made from stiffer, 
stronger, carbon fibre composites,  
but it also needs to fold over 
itself during the stowing process.
During development of these hinges 
the grips kept delaminating and  
failing. Eventually required the addition of a
“Preloaded clamp ring to each end of  
the centrifugal force fitting 
to react the transverse load”
Composite’s aren’t tough materials either,  
high speed debris strikes can easily 
shatter them. So they need to be armored.
The leading edge is protected with 
a hot-formed titanium strip over  
the first three quarters of the 
blade. Titanium gives a tough,  
erosion-resistant surface without adding too much 
weight. Further out the impacts get much harsher,  
so further out they bond an electroformed nickel 
cap. Nickel is harder and more durable against  
high-speed impacts, but it’s also heavier, 
so they keep it limited to where it's needed.
In the worst conditions, these strips of metal 
act like the titanium skid plates of F1 cars,
the blades impact the hard silica sand at immense 
speeds, creating a 2 halos of hot metallic debris.
The rotational speed of these 
two proprotors need to match,  
particularly in hover, where unequal 
lift will quickly cause a crash.
The problem was, the only way to reliably ensure 
that two engines operate at the same speed is  
to link them mechanically. And the path between 
them was a veritable mechanical obstacle course.
Viewed head-on, you’ll see the wings tilt 
upward slightly, by just 3.5 degrees. This  
subtle dihedral angle gives the nacelles enough 
clearance to rotate into the parallel position.
But the wings are also swept forward 
for no other reason than to give the  
proprotors enough clearance that 
they don’t shred the fuselage.
On top of navigating these angles, this drivetrain 
had to deal with the nacelles rotating , the wing  
flexing, and the entire wing rotating parallel 
to the fuselage on a giant ring. While rotating  
6300 times a minute, and in the event of an 
emergency, be capable of transferring half  
the engine's torque to the other engine so it 
could land less aggressively in an engine out  
situation. With a final prayer that they could 
somehow not make this a nightmare to maintain.
Remarkably the V-22 engineers developed an 
innovative lubrication free coupling system.
Replacing the lubricated 
geared system of the XV-15. 
A flexible coupling that was stiff in torsion 
and could handle spinning at 6500 rpm,  
and do it even if the shafts moved 
3.5 degrees out of alignment.
This is called a multi-disk convoluted diaphragm  
flexible coupling. You can buy 
off the shelf versions yourself,  
but the V-22 was an extreme early application 
of this technology that drove development.
Each shaft has a stack of thin 0.2 mm stainless  
steel diaphragms with spacers attached 
to it. [REF] Multiple thin disks offer  
more flexibility than a single thicker 
disk. Like the leaf springs in a car.
The convoluted part simply means the disks aren’t 
flat, they have this wave pressed into them. 
Being lubricant free, and a simple disk 
made replacing them easy. Which made  
the V-22 maintenance crews life slightly less of a  
nightmare.
[REF]
But honestly this part is remarkable i-n 
it’s simplicity. In 25 hours this 0.2 mm  
thick disk goes through 10 million revolutions,  
and deals with being shoved, shook, and 
bent of alignment over and over again.
And thankfully when a disk starts to 
fail, its squeaking is easy to hear.  
And even if one failed the V-22 was good to keep 
flying for another 5 hours at maximum torque.
To make things even more difficult, 
there are fuel tanks located here  
in the sponsons. And that fuel has to get 
to engines, located all the way out here,  
on the other side of a giant rotating coupling.
Documents on how this worked are sparse, but 
from the clues I could piece together I think  
this actually worked remarkably similar 
to how this rotating house that appeared  
in a Tom Scott video worked. Essentially, you 
carve sealed groves into the stationary ring,  
and then cap that with a rotating cover. Our 
team actually animated this for Tom years ago.
And you may have heard recently that Tom 
Scott has returned from his Hiatus and  
is now releasing new episodes of his new 
series Tom Scott: England early on Nebula  
every week. Which you can sign up for with 
this QR code or the link in the description.
Thankfully this coupling didn’t need to deal with 
high pressure hydraulic fluid, as the auxiliary  
power unit, mid wing gear box and hydraulic 
pump were all mounted inside the rotating wing.
The V-22 is truly a mechanical wonder,  
the drivetrain packed into this rotating 
wing is bewilderingly complicated.
Pause in edit. Fade to black. 
Fade in slow motion sound  
effects of proprietors before imagery appears.
The V-22’s self imposed tornado can 
cause havoc for the engine’s compressor,  
but the engineers went to great 
lengths to minimize the pain and  
suffering of the maintenance crew once 
again, with some clever aerodynamics.
As air enters the engine inlet, it’s forced to 
make a sharp turn. Clean air can follow the bend.  
Heavier grit and sand can’t turn as easily, 
so it separates out and gets routed away. 
 
The engine output is geared down to 
between 412 rpm for vertical take off,  
and 333 rpm in cruise. One proprotor gear box gets 
an extra gear to spin it the opposite direction,  
this cancels out the adverse rolling moment that 
the huge gyroscopes mounted on each wing create.
After the turbines, the airflow is pushed through 
a mixer that deliberately drags in cooler outside  
air and blends it with the hot exhaust before it 
exits. So instead of a tight, bright-hot plume,  
the exhaust gets spread out and cooled down. 
And it’s aimed outward, away from the fuselage,  
so the hot flow isn’t blasting nearby structures 
or getting pulled back into other inlets.
With all this complicated mechanics, the Osprey 
has garnered a reputation for being unsafe.
But what does the data say? Since 1991, there 
have been 25 incidents involving the V-22,  
nine were caused by pilot error, 
ten by mechanical failures,  
two were a mix of both, and two are 
still under investigation. [REF]
This has led to the unfortunate death of 58 
service members and has injured another 52.
But how does this compare to two other 
helicopters, the Sikorsky H60 and the Chinook H47?
Since its debut in 1979, the H-60 and 
its variants have had 390 incidents,  
resulting in 970 deaths. Sixty of those 
deaths happened in the last decade,  
which is two more than the V-22 
has caused over the past 30 years.
The H-47 has historically had the Army's highest 
death rate per incident. Between 1966 and 2005,  
238 lives were lost in 10 non-combat 
crashes. But in recent years the H47  
Chinook has had a huge improvement in safety with 
47 incidents and no deaths between 2016 and 2020.
Simply comparing the number of deaths does not 
take into account how many aircraft have been  
built and how much they fly. In accidents per 
airframe the V22 fairs quite well with only  
.0625 incidents per aircraft, compared 
to .075 and .11 for the H60 and the H47.
But if you look by how much flight time, 
the V22 has more deaths per 100K hours
This data shows a couple of trends. 
Larger aircraft, like the V-22 or H-47,  
tend to have higher death rates per 
incident because they carry more people,  
increasing the risk per crash compared to 
smaller aircraft like the H-60. Also, more  
complex aircraft usually see a spike in incidents 
early on as problems are identified and fixed,  
but these issues tend to decrease over time as 
the aircraft matures and systems are improved.
These comparisons are not intended to put 
the V-22 above other military aircraft  
or dismiss its safety record. 
No aircraft is without flaws,  
and every accident is a stark reminder of 
the risks faced by service members. However,  
the data clearly shows that the V-22’s 
safety record is not an outlier.
This channel is all about breaking down 
how things work. And we have developed a  
new animation technique with Lumafield, 
whose industrial CT scanners allow us to  
create these volumetric models of anything 
we can fit inside, allowing us to explore  
every hidden nook and cranny of some of 
the most intricate devices ever conceived.
We already have two episodes ready for 
you to enjoy and they are available  
exclusively on Nebula. The Nokia 
3310 and the first generation iPod.
With the help of Nebula we hired a new animator 
with a background in electronic engineering to  
take the technique we developed and help 
us make one of these videos every month.
Next month we will be breaking down 
how charger bricks work and compare  
a 1 dollar gas station charger 
to a top of the line charger.
A monthly subscription is usually 
6 dollars, but with my link,  
or the QR code on screen right now you can 
get an entire year's membership for just $30.  
We are currently running this show as a 
pilot, so if you want to see more of it,  
you gotta sign up now. Or if you are sick of 
signing up to new subscription services like I am,  
we created a lifetime membership, if you 
would just rather pay it and forget it.
All Nebula subscribers also get 15% discount codes  
in their accounts subscription page that 
you can use to purchase our XV-3 t-shirt.
In a time when creative work is 
getting harder and harder to find,  
Nebula helped me hire a young 
talented animator and create a  
new series. That’s what Nebula is about. 
Supporting creative work made by humans.