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how uncomfortable would 10 people stuffed in the back of a Skyraider be
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Jun 25, 2018 20:59
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slidebite posted:gently caress seeing, I'd love to hear one https://www.govdeals.com/index.cfm?fa=Main.Item&itemid=10937&acctid=685 Here. This is a v16 2 stroke. http://www.dieselduck.info/historical/01%20diesel%20engine/detroit%20diesel/index.html#.WzFKUFVKiCh A history of those motors. FuturePastNow posted:how uncomfortable would 10 people stuffed in the back of a Skyraider be more shoulder and legroom than a CRJ.... Nerobro fucked around with this message at 21:11 on Jun 25, 2018 |
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Jun 25, 2018 21:01
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Nerobro posted:https://www.govdeals.com/index.cfm?fa=Main.Item&itemid=10937&acctid=685 Here. This is a v16 2 stroke. A 152 has more leg and shoulder room than a CRJ, better air conditioning system too
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Jun 25, 2018 21:41
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slidebite posted:gently caress seeing, I'd love to hear one A lot of older EMD trains use big two stroke diesel engines.
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Jun 26, 2018 00:19
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Nerobro posted:There were variants that could seat as many as 10.. http://www.airbum.com/pireps/PirepAD-5.3.html No kidding, some of those late war radial powered planes were the size of winnebagos inside. Holy hell, that’s almost Cessna Caravan level capacity—what’s the ditch drill like for that? D: Anyway yesterday I saw a Super Hornet, P-51, Skyraider, BBJ and B-25 all take off in quick succession. It was a good day (even if the BBJ taxiing up almost totally obscured the Skyraider’s much better engine noise  )
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Jun 26, 2018 00:43
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MrYenko posted:I for one really want to see a 1600hp V12 two stroke diesel. pfffft 1,600 try 106,000 
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Jun 26, 2018 00:53
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wolrah posted:A lot of older EMD trains use big two stroke diesel engines. A GP15-1 in its original configuration is almost exactly what MrYenko is looking for (V-12, 645 cubic inches per cylinder, 1500 horsepower) but I'm not sure how many railroads are still using them.
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Jun 26, 2018 01:55
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FuturePastNow posted:how uncomfortable would 10 people stuffed in the back of a Skyraider be I think just one was uncomfortable enough.
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Jun 26, 2018 04:11
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StandardVC10 posted:A GP15-1 in its original configuration is almost exactly what MrYenko is looking for (V-12, 645 cubic inches per cylinder, 1500 horsepower) but I'm not sure how many railroads are still using them. Drive into Chicago on I-90, a mile or two outside of the loop you'll see one parked beside the highway about 95% of the time edit: 
kathmandu fucked around with this message at 04:48 on Jun 26, 2018 |
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Jun 26, 2018 04:45
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wolrah posted:A lot of older EMD trains use big two stroke diesel engines. I genuinely did not know those were 2 strokes. Thanks
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Jun 26, 2018 05:19
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slidebite posted:I genuinely did not know those were 2 strokes. Thanks The 567, 645, and 710 series diesels, which covers pretty much all EMD production from World War II to the 1990s, are all two-stroke.
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Jun 26, 2018 05:36
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HookedOnChthonics posted:Holy hell, that’s almost Cessna Caravan level capacity—what’s the ditch drill like for that? D: And it's still got 4 times the horsepower... kathmandu posted:Drive into Chicago on I-90, a mile or two outside of the loop you'll see one parked beside the highway about 95% of the time Go an hour out of chicago, and you've got IRM.org Diesels for days. And.. to bring this back to airplanes. They have an example of the Union Pacific Gas Turbine Locomotives. https://en.wikipedia.org/wiki/Union_Pacific_GTELs The image on the Wiki page.. is taken at IRM. If a locomotive sounds like it's full of basketballs, it's probally got a GM-EMD motor in it. .... I don't think any of the GM motors would be flight "useful" Maybe you could get something to fly, but it wouldn't fly well. Hah.
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Jun 26, 2018 05:59
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If you wanted a loco engine with aeronautical (insanity) heritage, you could try a Napier Deltic - 5384 cu. inches of 18-cylinder, 36-piston, three-crank, two-stroke madness good for 2500hp (if you were willing to rebuilt it after 15 minutes) or 1900hp at 1700rpm for a 1000-hour service life. It was developed as a marine engine for use in RN torpedo, fast attack and minesweeping boats but was descended from the Napier Culverin, which was an aero-diesel project using a two-stroke, opposed-piston layout and was really just a licensed copy of the Junkers Jumo 205 (Napier obtained the license pre-1939...). The Deltic was essentially three Culverins joined at the cranks, although the cylinder stroke and bore were increased as well. Most famously it was used in the British Railways Class 55 express locomotives - each loco had two Deltics derated to 1650hp at 1500rpm (so that's now 36 cylinders and 72 pistons) making 3300hp in 1955. Their official top speed was 100mph but in the early 1980s when the class was being withdrawn the BR service depots fiddled with the motor field transition gear, packed the motors with resin (so they could never be serviced but wouldn't overheat or flash over at high speeds), tweaked open the governors and the drivers were willing to run them hard. Class 55s were clocked at over 128mph on sections of the East Coast Main Line. And they were LOUD like you wouldn't believe. On calm summer nights in flat country like the Cambridgeshire Fens or the Vale of York you could hear a Class 55 at full chat for 20 minutes - 10 minutes as it approached, 10 minutes as it went away. That's a sound radius of over 20 miles. It's a sound almost impossible to get across on video because, like a straight-pipe turbojet or a fighter on afterburner, it's one of those sounds that vibrates through your feet: https://www.youtube.com/watch?v=KW8DwsrsbFQ&t=148s (the loco here is only running on one engine, too). You couldn't get a Deltic into their air - although it was famously powerful and low in weight it still weighed 8730lbs for 1900hp. A Napier Sabre weighed 2360lbs for 2850hp and an R-R Griffon is 1980lbs for 2035hp. Your only hope would be to recreate the E185 'Compound Deltic' prototype, where Napier took their Naiad turboprop (itself capable of 1500hp) and coupled it into the output shaft of a Deltic while also feeding the diesel section compressed air. That monster made 5300hp while weighing 9800lbs. Still a fatty (it weighs a third more than the Kuznetsov NK-12 which produces three times the power) but it's about the same ratio as the Jumo 205 which did actually fly
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Jun 26, 2018 12:06
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locomotion (n.) 1640s, "motion by insanity," from Spanish loco "insane" + Latin motionem (nominative motio) "motion, a moving" (see motion (n.)). From 1788 as "movement from place to place through insanity."
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Jun 26, 2018 12:38
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shame on an IGA posted:pfffft 1,600 try 106,000 I never thought I'd pop a boner over machinery, but here we are.  Wanna see the lathe that bitch was turned on. 
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Jun 26, 2018 12:55
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Carth Dookie posted:I never thought I'd pop a boner over machinery, but here we are. Something like this - http://www.dieselduck.info/historical/01%20diesel%20engine/Doxford/works.htm but much cleaner and more efficient.
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Jun 26, 2018 13:24
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This defies thread categorization. https://en.m.wikipedia.org/wiki/Aérotrain
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Jun 27, 2018 14:33
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Finger Prince posted:This defies thread categorization. https://youtu.be/qUXEFj0t7Ek Enjoy (also watch all the other videos on that channel, they all belong in here)
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Jun 27, 2018 15:38
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lol Spirit https://www.facebook.com/chianti.washington/videos/10156756377844274/ at least they were on the ground already
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Jun 27, 2018 19:40
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buttcrackmenace posted:lol Spirit That's a serious loving melt-down.
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Jun 27, 2018 20:07
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Carth Dookie posted:I never thought I'd pop a boner over machinery, but here we are. I just can't get over how the proportions of internal combustion engines just don't change no matter how much you scale up
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Jun 27, 2018 20:58
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ToyotaThong posted:Here you go! Yesssssss 
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Jun 27, 2018 22:10
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Man, I just saw the Mayday about that Sukohi 100 that plowed into a mountain. While there is a whole sequence of events contributing, it's really depressing when your advanced sensors are going WOOP WOOP PULL UP for a really long time before the captain just gets annoyed and switches the advanced sensors off
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Jun 28, 2018 02:48
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Nature will always build a better idiot.
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Jun 28, 2018 03:13
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Nebakenezzer posted:Man, I just saw the Mayday about that Sukohi 100 that plowed into a mountain. While there is a whole sequence of events contributing, it's really depressing when your advanced sensors are going WOOP WOOP PULL UP for a really long time before the captain just gets annoyed and switches the advanced sensors off Those youtube videos of the idiots in cessnas who are just chatting away nonstop, and as they roll out on final the gear horn is going off nonstop and they're just yammering away about what a wonderful day it is and no wind an calm approach and HRNK HRNK HRNK HRNK HRNK and I guess Bose headsets will actively cancel that out because how can you legitimately NOT HEAR THAT? all the way to the ground when the stall horn starts going off and one of the guys says "greased it. nice" and twup twup twup that's a prop strike then belly landing. There are several of these videos now. Yeah, it's a nice day. Ok, so maybe "sterile cockpit" is a bit excessive, but please run through a landing checklist or SOMETHING. It's like having an in-car video of someone checking facebook while doing makeup then plowing into the back of a bus. From about the fifth second, everyone watching can tell this is going to end poorly, so why can't the people involved realize they're literally starring in a youtube-gone-wrong video that's five minutes long?
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Jun 28, 2018 04:19
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Task fixation is a hell of a thing. The one that sticks out in my mind was when I did my flight test for my glider license. Everything was going well right up until my final approach, where I made the comment that we were getting too low; did I retract the spoilers, which I had fully deployed at the time? Nope. Kept those fuckers popped the whole time and ended up landing so short I came within a gnat's oval office whisker of failing the flight. I still don't know to this day why I did that, but it was a pretty humbling lesson to learn that early in my flying career.
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Jun 28, 2018 04:31
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Finger Prince posted:This defies thread categorization. 430.2 km/h pfft, I was on a train last week at 431 km/h
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Jun 28, 2018 06:23
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Guys! Guys! How did no one tell me? Have you heard the good news?   They somehow made it even better looking.
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Jun 28, 2018 14:42
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Jealous Cow posted:Guys! Guys! How did no one tell me? Have you heard the good news? The best shots are of the -800F, when you can see the new wing in full effect: 
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Jun 28, 2018 14:55
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Boeing got FAA approval for the new flexy wing on the 777x, so that will be going in to production soon.
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Jun 28, 2018 15:01
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Finger Prince posted:Boeing got FAA approval for the new flexy wing on the 777x, so that will be going in to production soon. Flexy FOLDING wing(tips), no less.
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Jun 28, 2018 15:03
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MrYenko posted:Flexy FOLDING wing(tips), no less. For those carrier deployments.
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Jun 28, 2018 15:21
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beep-beep car is go posted:For those carrier deployments. Or just for alleys and taxiways.
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Jun 28, 2018 16:56
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Being as this thread has been going for a long time, I think it's time to post this again (If it hasn't been). This is an expanded excerpt from Brian Schul's book Sled Driver : Flying the World's Fastest Jet. There were a lot of things we couldn't do in an SR-71, but we were the fastest guys on the block and loved reminding our fellow aviators of this fact. People often asked us if, because of this fact, it was fun to fly the jet. Fun would not be the first word I would use to describe flying this plane. Intense, maybe. Even cerebral. But there was one day in our Sled experience when we would have to say that it was pure fun to be the fastest guys out there, at least for a moment. It occurred when Walt and I were flying our final training sortie. We needed 100 hours in the jet to complete our training and attain Mission Ready status. Somewhere over Colorado we had passed the century mark. We had made the turn in Arizona and the jet was performing flawlessly. My gauges were wired in the front seat and we were starting to feel pretty good about ourselves, not only because we would soon be flying real missions but because we had gained a great deal of confidence in the plane in the past ten months. Ripping across the barren deserts 80,000 feet below us, I could already see the coast of California from the Arizona border. I was, finally, after many humbling months of simulators and study, ahead of the jet. I was beginning to feel a bit sorry for Walter in the back seat. There he was, with no really good view of the incredible sights before us, tasked with monitoring four different radios. This was good practice for him for when we began flying real missions, when a priority transmission from headquarters could be vital. It had been difficult, too, for me to relinquish control of the radios, as during my entire flying career I had controlled my own transmissions. But it was part of the division of duties in this plane and I had adjusted to it. I still insisted on talking on the radio while we were on the ground, however. Walt was so good at many things, but he couldn't match my expertise at sounding smooth on the radios, a skill that had been honed sharply with years in fighter squadrons where the slightest radio miscue was grounds for beheading. He understood that and allowed me that luxury. Just to get a sense of what Walt had to contend with, I pulled the radio toggle switches and monitored the frequencies along with him. The predominant radio chatter was from Los Angeles Center, far below us, controlling daily traffic in their sector. While they had us on their scope (albeit briefly), we were in uncontrolled airspace and normally would not talk to them unless we needed to descend into their airspace. We listened as the shaky voice of a lone Cessna pilot asked Center for a readout of his ground speed. Center replied: "November Charlie 175, I'm showing you at ninety knots on the ground." Now the thing to understand about Center controllers, was that whether they were talking to a rookie pilot in a Cessna, or to Air Force One, they always spoke in the exact same, calm, deep, professional, tone that made one feel important. I referred to it as the " Houston Center voice." I have always felt that after years of seeing documentaries on this country's space program and listening to the calm and distinct voice of the Houston controllers, that all other controllers since then wanted to sound like that, and that they basically did. And it didn't matter what sector of the country we would be flying in, it always seemed like the same guy was talking. Over the years that tone of voice had become somewhat of a comforting sound to pilots everywhere. Conversely, over the years, pilots always wanted to ensure that, when transmitting, they sounded like Chuck Yeager, or at least like John Wayne. Better to die than sound bad on the radios. Just moments after the Cessna's inquiry, a Twin Beech piped up on frequency, in a rather superior tone, asking for his ground speed. "I have you at one hundred and twenty-five knots of ground speed." Boy, I thought, the Beechcraft really must think he is dazzling his Cessna brethren. Then out of the blue, a navy F-18 pilot out of NAS Lemoore came up on frequency. You knew right away it was a Navy jock because he sounded very cool on the radios. "Center, Dusty 52 ground speed check". Before Center could reply, I'm thinking to myself, hey, Dusty 52 has a ground speed indicator in that million-dollar cockpit, so why is he asking Center for a readout? Then I got it, ol' Dusty here is making sure that every bug smasher from Mount Whitney to the Mojave knows what true speed is. He's the fastest dude in the valley today, and he just wants everyone to know how much fun he is having in his new Hornet. And the reply, always with that same, calm, voice, with more distinct alliteration than emotion: "Dusty 52, Center, we have you at 620 on the ground." And I thought to myself, is this a ripe situation, or what? As my hand instinctively reached for the mic button, I had to remind myself that Walt was in control of the radios. Still, I thought, it must be done - in mere seconds we'll be out of the sector and the opportunity will be lost. That Hornet must die, and die now. I thought about all of our Sim training and how important it was that we developed well as a crew and knew that to jump in on the radios now would destroy the integrity of all that we had worked toward becoming. I was torn. Somewhere, 13 miles above Arizona, there was a pilot screaming inside his space helmet. Then, I heard it. The click of the mic button from the back seat. That was the very moment that I knew Walter and I had become a crew. Very professionally, and with no emotion, Walter spoke: "Los Angeles Center, Aspen 20, can you give us a ground speed check?" There was no hesitation, and the replay came as if was an everyday request. "Aspen 20, I show you at one thousand eight hundred and forty-two knots, across the ground." I think it was the forty-two knots that I liked the best, so accurate and proud was Center to deliver that information without hesitation, and you just knew he was smiling. But the precise point at which I knew that Walt and I were going to be really good friends for a long time was when he keyed the mic once again to say, in his most fighter-pilot-like voice: "Ah, Center, much thanks, we're showing closer to nineteen hundred on the money." For a moment Walter was a god. And we finally heard a little crack in the armor of the Houston Center voice, when L.A.came back with, "Roger that Aspen, Your equipment is probably more accurate than ours. You boys have a good one." It all had lasted for just moments, but in that short, memorable sprint across the southwest, the Navy had been flamed, all mortal airplanes on freq were forced to bow before the King of Speed, and more importantly, Walter and I had crossed the threshold of being a crew. A fine day's work. We never heard another transmission on that frequency all the way to the coast. For just one day, it truly was fun being the fastest guys out there.
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Jun 28, 2018 17:15
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I still giggle like a goof reading Aspen 20
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Jun 28, 2018 17:22
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MrYenko posted:The best shots are of the -800F, when you can see the new wing in full effect: 
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Jun 28, 2018 17:28
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Syrian Lannister posted:I still giggle like a goof reading Aspen 20 What I wouldn't give for Brian Schul's story telling abilities.
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Jun 28, 2018 18:04
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MrYenko posted:The best shots are of the -800F, when you can see the new wing in full effect: Yea that’s hot
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Jun 28, 2018 18:15
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MrYenko posted:The best shots are of the -800F, when you can see the new wing in full effect: Noice. We (I say ‘we’ - I live next door to the airport, not working there) had a couple of the Cargolux 748s in this month bringing in Taylor Swifts stage gear I think. Amazing how quiet they are too.
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Jun 28, 2018 22:46
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| # ? May 27, 2024 08:05 |
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There’s a meme on the aviation subreddit that every time someone posts anything about the SR-71, someone has to post a ridiculous meme-ified version of Aspen 20 because if it doesn’t happen, someone will come in and post it like they’re the only person in the world who’s read it and they have a mandate from God to share it. At one point there was even a bot to handle the task.
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Jun 29, 2018 16:47
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