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Harry Potter on Ice posted:Whoa that is cool, thanks Yeah, to add to hobbesmaster's post, the all-flying stabilator tailplane (where the whole stabilizer rotates to serve as an elevator) was one of the key inventions that made controlled supersonic flight possible because it's much less susceptible to those problems. No (or hardly any) aircraft prior to the X-1 had stabilators. In the Korean war, F-86 pilots could reliably get away from MiG-15s by going into a high-speed dive, because their stabilator remained effective at high airspeeds where the MiG-15's traditional elevator would lock up, so the F-86 pilot could pull out while the MiG had to choose between hitting the airbrakes to regain control or lawn-darting.
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Oct 15, 2019 22:59
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HookedOnChthonics posted:A 20-hour flight would be no problem at all in Brabazon or B314 level accommodations—I mean zeppelin service was multiday and nonstop. It’s the cattle-car aspect that makes it an endurance feat, not the flying part. Yeah, like, aside from the dry air and low pressure, there's nothing that's all that inherently challenging about spending 20 hours or even much longer in some kind of enclosed. Passenger railways still offer multi-day journeys that are quite relaxing, and if you're a real masochist you can take a Greyhound from Miami to Seattle. In a first-class lie-flat seat 20 hours is nothing. 20 hours in something like United economy, though -- well we'll never actually know because that sort of thing is banned by the Geneva conventions.
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Oct 15, 2019 23:11
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Sagebrush posted:Yeah, to add to hobbesmaster's post, the all-flying stabilator tailplane (where the whole stabilizer rotates to serve as an elevator) was one of the key inventions that made controlled supersonic flight possible because it's much less susceptible to those problems. No (or hardly any) aircraft prior to the X-1 had stabilators. To be briefly pedantic, the stabilator tail was only introduced on the F-86E; the earlier A models that had first been deployed to Korea had conventional tails. Note also that the F-86A initially had little tiny doors on the gunports, designed to snap open when the guns were fired. You can imagine how well this probably worked in practice-they were either fixed open or replaced on later As, I forget which.
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Oct 16, 2019 02:06
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madeintaipei posted:The P-38 was infamous for "compressibility" problems in a dive, leading (unwittingly) to early reasearch into the sound barrier. Here is more, if you are interested. That was a good read.
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Oct 16, 2019 02:30
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hobbesmaster posted:Some of them have showers if you're rich. But there is not a separate lounge area or anything. Well, excepting eithad's apartment like thing and suites class. Is the bar not a separate area?
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Oct 16, 2019 03:29
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madeintaipei posted:The P-38 was infamous for "compressibility" problems in a dive, leading (unwittingly) to early reasearch into the sound barrier. Here is more, if you are interested. What a great read.
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Oct 16, 2019 04:14
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Minto Took posted:One of the big benefits I've heard of British Airways Flight 2 is customs gets taken care of during a part-way fuel stop...or there was a fuel stop since apparently a seven hour block time is possible on a loaded A318 now? Fuel stop only happens westbound, eastbound they ride the jet stream as much as possible.
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Oct 16, 2019 04:29
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I like Southwest's new interior. I rarely fly commercial, but I managed to get the new interior on the way out and the older interior on the way home. Probably an extra 2" of knee space, which was glorious for my 6'1" frame. Nicer seats, too. I have no idea how new it is, but everything was loving clean.
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Oct 16, 2019 05:05
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simplefish posted:Is the bar not a separate area? The economy 'bar' is usually a shelf on the aisle side of the galley with a few bottles of non-alcoholic drink. Which is still far better than waiting 4 hours for the cabin crew to get off their arse and bring some water around
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Oct 16, 2019 11:57
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I was on a Lufthansa A350 in business class last year (YVR-MUN) and they had a small "bar" set up at the front with snacks and a small selection of wine and beer. Basically just a shelf or two about 10' from the head. I don't recall if spirits were accessible.
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Oct 16, 2019 14:19
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The Qantas London - Perth flight is also a multi-leg flight, it originates in Melbourne with a stopover at Perth, so it is a bit longer for most passengers from the east coast. Real close formation flying: 
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Oct 16, 2019 14:31
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Not as close as this tennismen choreography
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Oct 16, 2019 15:05
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drunkill posted:Real close formation flying: Isn't this more pictures of a single F-22 than there are F-22s?
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Oct 16, 2019 16:57
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Cocoa Crispies posted:Isn't this more pictures of a single F-22 than there are F-22s? In one elegant picture, all the money in the world.
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Oct 16, 2019 17:04
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Cocoa Crispies posted:Isn't this more pictures of a single F-22 than there are F-22s? Off by a factor of 10
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Oct 16, 2019 17:08
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Cocoa Crispies posted:Isn't this more pictures of a single F-22 than there are F-22s? Per Wikipedia, there were 187 production F-22s built. I'm guessing that even after allowing for the various crashes and hurricanes, there still ought to be upwards of 100 flying, at least when they're not down for polishing the stealth or however the maintenance procedures work.
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Oct 16, 2019 17:12
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Timmy Age 6 posted:Per Wikipedia, there were 187 production F-22s built. I'm guessing that even after allowing for the various crashes and hurricanes, there still ought to be upwards of 100 flying, at least when they're not down for polishing the stealth or however the maintenance procedures work. Stealth Immersion bath
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Oct 16, 2019 17:14
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Timmy Age 6 posted:Per Wikipedia, there were 187 production F-22s built. I'm guessing that even after allowing for the various crashes and hurricanes, there still ought to be upwards of 100 flying, at least when they're not down for polishing the stealth or however the maintenance procedures work. None of them were lost to that hurricane.
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Oct 16, 2019 17:32
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Timmy Age 6 posted:Per Wikipedia, there were 187 production F-22s built. I'm guessing that even after allowing for the various crashes and hurricanes, there still ought to be upwards of 100 flying, at least when they're not down for polishing the stealth or however the maintenance procedures work. It's actually human sacrifice. A thin coating of warm blood from a taxpayer's still beating heart makes it impervious to the enemy gaze.
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Oct 16, 2019 17:32
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Ola posted:It's actually human sacrifice. A thin coating of warm blood from a taxpayer's still beating heart makes it impervious to the enemy gaze. peter thiel shudders involuntarily with envy
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Oct 16, 2019 17:41
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auto-gyro 3 wheeled car, must i say more ? https://www.youtube.com/watch?v=Q4ZU7yUJx2c
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Oct 16, 2019 19:44
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Captain Postal posted:The economy 'bar' is usually a shelf on the aisle side of the galley with a few bottles of non-alcoholic drink. Yeah, I wasn't thinking of economy
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Oct 16, 2019 21:24
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Micr0chiP posted:auto-gyro 3 wheeled car, must i say more ? Oh cool they made a safer reliant robin. https://www.youtube.com/watch?v=QQh56geU0X8
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Oct 16, 2019 21:35
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Godholio posted:None of them were lost to that hurricane. Technically, yeah, but it damaged irreplaceable parts and that will hasten the retirement of a few airframes sooner or later.
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Oct 17, 2019 00:19
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Bob A Feet posted:What a great read. As an offshoot of that article, the English Electric Lightning could intercept U2's at FL65. And climb FL36 in under 3 minutes.  https://en.wikipedia.org/wiki/English_Electric_Lightning posted:The Lightning possessed a remarkable climb rate. It was famous for its ability to rapidly rotate from takeoff to climb almost vertically from the runway, though this did not yield the best time-to-altitude. The Lightning's trademark tail-stand manoeuvre exchanged airspeed for altitude; it could slow to near-stall speeds before commencing level flight. The Lightning's optimum climb profile required the use of afterburners during takeoff. Immediately after takeoff, the nose would be lowered for rapid acceleration to 430 knots (800 km/h) IAS before initiating a climb, stabilising at 450 knots (830 km/h). This would yield a constant climb rate of approximately 20,000 ft/min (100 m/s).[54][nb 4] Around 13,000 ft (4,000 m) the Lightning would reach Mach 0.87 (1,009 km/h) and maintain this speed until reaching the tropopause, 36,000 ft (11,000 m) on a standard day.[nb 5] If climbing further, pilots would accelerate to supersonic speed at the tropopause before resuming the climb.[33][54] A Lightning flying at optimum climb profile would reach 36,000 ft (11,000 m) in under three minutes.[54] Not bad for a 1950's jet!
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Oct 17, 2019 05:56
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ewe2 posted:
And to think how quickly they got there. 20 years before, a fast fighter would perhaps do 20 000 ft/min horizontally and 60 000 ft was a place only considered by astronomers. Speaking of jets, why is non-afterburning thrust called "military power" anyway?
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Oct 17, 2019 09:12
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dry thrust
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Oct 17, 2019 10:43
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Ola posted:And to think how quickly they got there. 20 years before, a fast fighter would perhaps do 20 000 ft/min horizontally and 60 000 ft was a place only considered by astronomers. On piston warplanes, “military power” stood in contrast to “war emergency power”, which was an extraordinary throttle setting to be used for minutes at a time. Jet aircraft didn’t have “war emergency power”, but they soon had their own extra‐thrust option in the form of reheat. The term “military power” therefore remained useful, though the state it was in opposition to had changed.
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Oct 17, 2019 11:41
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Oh this is great. Good quality Hawker Sea Fury footage. https://www.youtube.com/watch?v=EPsujZ6994g
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Oct 17, 2019 11:52
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Ola posted:Speaking of jets, why is non-afterburning thrust called "military power" anyway? "Military Power" on any engine - piston or jet - was the setting at which the engine was at the edge of its envelope and running it balls-out like that would beat the poo poo out of it in short order. Sort of like an "11" setting.
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Oct 17, 2019 13:48
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Platystemon posted:On piston warplanes, “military power” stood in contrast to “war emergency power”, which was an extraordinary throttle setting to be used for minutes at a time. In civil aviation it’s “max continuous power” instead of military power. There’s usually a relatively short time limit on TO/GA power on larger aircraft.
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Oct 17, 2019 14:53
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Platystemon posted:On piston warplanes, “military power” stood in contrast to “war emergency power”, which was an extraordinary throttle setting to be used for minutes at a time. But why "military"? The whole plane is military and continues to be so even in war emergencies.
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Oct 17, 2019 16:53
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"Why not just make 'military' be the top settling, and make that be a little more powerful?" ".... These go to WEP" https://m.imgur.com/gallery/cb9QdUH I guess imgur doesn't give direct image url's anymore...what's the go-to quick and easy hosting site these days? E2: 
vessbot fucked around with this message at 00:23 on Oct 18, 2019 |
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Oct 17, 2019 17:48
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The engines used at the time the nomenclature was developed weren't turbine engines designed for exclusively military applications. I think the idea was that military power was a power setting beyond the engine's civilian rated power output
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Oct 17, 2019 17:55
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EvenWorseOpinions posted:The engines used at the time the nomenclature was developed weren't turbine engines designed for exclusively military applications. I think the idea was that military power was a power setting beyond the engine's civilian rated power output I can’t find a reference online, but this is basically it. Most larger radials are supercharged, and power is set by manifold pressure, and not just by shoving the throttle forward to the stops. Maximum rated power was not always the same as maximum rated military power. It became even more relevant with post-war turbocharged radials.
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Oct 17, 2019 18:10
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EvenWorseOpinions posted:The engines used at the time the nomenclature was developed weren't turbine engines designed for exclusively military applications. I think the idea was that military power was a power setting beyond the engine's civilian rated power output Yeah that makes sense. It may even have been printed on a plate on the engine. It doesn't make that much sense for the military to appropriate the word though, but they are pretty weird about words. Now you might find it abbreviated and capitalized to MIL in writing for no other obvious reason than that's probably what it says on the throttle quadrant. And wanting to sound cool by using the pro lingo. Pax. Acft. MIL. I am cool. 
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Oct 17, 2019 18:28
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Sometimes you have to emotionally let go of words/phrases having a real meaning behind what they describe, and accept that is just a marker. In our deicing program we have a "pre-takeoff check" vs. a "pre-takeoff contamination check." Sounds like essentially the same thing, no? No. Totally different, and importantly so.
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Oct 17, 2019 18:41
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vessbot posted:Sometimes you have to emotionally let go of words/phrases having a real meaning behind what they describe, and accept that is just a marker. In our deicing program we have a "pre-takeoff check" vs. a "pre-takeoff contamination check." Sounds like essentially the same thing, no? No. Totally different, and importantly so. I like language and acfts.  Also no, that doesn't sound like the same thing.
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Oct 17, 2019 18:44
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Ola posted:I like language and acfts. Well it's different if you already know what it means because you've been trained in that program. But they're both pre-takeoff, and both for contamination. So WTF! I maintain that whoever come up with these names is bad at language. Put yourself in the shoes of someone encountering these for the first time and deciphering the meaning.
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Oct 17, 2019 18:51
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It wasn't an ultra-long haul flight, but coming back from Hanoi to DFW I went all the way in JAL Premium Economy, and goddamn was it a nice upgrade over standard Economy. And half the cabins on those 787-8s were Business Class.SeaborneClink posted:peter thiel shudders involuntarily with envy https://www.youtube.com/watch?v=hBA0AH-LSbo
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Oct 17, 2019 19:06
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