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Viewing 15 posts - 1,951 through 1,965 (of 3,326 total)
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  • in reply to: WHAT Made You ANGRY Today? #1798196
    Beermat
    Participant

    Chinese ‘students’ who don’t feel they should queue. Back home everyone knows daddy owns the village, and they are used to us peasants making way. Cambridge is full of them!

    in reply to: More from AAIB on Shoreham #884740
    Beermat
    Participant

    But it needs to be said. The ‘expired parts’ were seat cartridges, and not a causal factor in the accident. Just saying – because the press will twist it in that direction.

    in reply to: B29 Nose, art gallery display #891312
    Beermat
    Participant

    “… he thematizes the Western civilization by unraveling its myths through the creation of new enigmas.” Nice work – pretentious, meaningless AND misspelled.

    “No, it might LOOK like I’m chopping the front off a B29, but actually I am thematizing the Western civilisation, and if you knew anything about art you’d know that”

    in reply to: Air Atlantique Dakotas #891335
    Beermat
    Participant

    [ATTACH=CONFIG]242476[/ATTACH]

    My first ‘historic’ trip… and unforgettable in every detail 🙂

    Beermat
    Participant

    Good stuff.. but before parting with any cash please be aware that many/most of these are available for free online, via a simple Google search using these exact titles. Many (all?) are at archive.org. All are public domain. Makes one think.. knock up some decent repro covers, and you could almost literally print money.

    in reply to: Do Bombs Ever 'Overtake' the Aircraft that Dropped Them? #895408
    Beermat
    Participant

    From 3/4 above and ahead anything dropped would appear to emerge from under the nose of the aircraft and then move ahead of it, but the brain would normally, with instinctive understanding of perspective, correctly interpret this as objects dropping essentially downwards.

    However, the effect of ‘foreshortening’ by a long lens would probably mean that their rapid decent would be less visible in terms of reduction in relative size than the apparent (not real) relative movement in the horizontal plane – creating something of an illusion of forward motion relative to the aircraft.

    Is this what is called ‘parallax error’, or is that something else?

    in reply to: More Buried Aircraft Stories #897057
    Beermat
    Participant

    Nice analysis. Malcolm.. one pedantic point though.. finding something that proves one correct is only inevitable if the surface of the planet is infinite. As inevitable as finding a bunker full of monkeys typing Hamlet..

    in reply to: More Buried Aircraft Stories #898167
    Beermat
    Participant

    Don’t you guys ever grow up?

    I was only quoting from the classics. Mr. Saunders is NOT the messiah.. etc.

    Come on, lighten up 🙂

    in reply to: The last bit of the puzzle? #898461
    Beermat
    Participant

    🙂 Maybe a line like “Never attempt to measure a moving propeller”..

    I’ll hold off on the beermat-o-meter until I have cracked the thorny problem of why a 54350 is smaller than a 54400, but a 55260 is bigger than a 55400. It’s something to do with the 5/6 thing.. and yes, this will drive me to drink.

    M

    in reply to: More Buried Aircraft Stories #898613
    Beermat
    Participant

    Come on, folks. Everyone knows that if you can’t export a fighter you dig a big hole and bury it. What else would you do?

    And yes, Andy. You’re a very naughty boy.

    in reply to: Pampa's stuff about Lockheed XP-58 Chain Lightning #898665
    Beermat
    Participant

    Yes, a lot of time and money was devoted to working around the basic design error of a massively flow-disturbing, compressibility-drag-inducing and hopeless double-convex wing-fuselage junction. This is why the P-38 didn’t gain much speed throughout it’s development, and Kelly Johnson called compressibility a ‘brick wall’. The XP-58 may have carried the extra weight, but it was still faster. No ‘brick wall’ there..

    in reply to: Pampa's stuff about Lockheed XP-58 Chain Lightning #899300
    Beermat
    Participant

    Still, this one-off does show something interesting. Lockheed quietly made the change that they should have made to the P-38 to get around all of the vibration/compressibility issues (and not an under-wing barn door in sight) 🙂

    in reply to: Unknown propellor #900873
    Beermat
    Participant

    Came late to this. Nice one Mark12. Just to add, in any normal flight condition the force on the props will be in a forwards direction, as an equal and opposite reaction to thrust. It’s only if the prop is already acting as a brake – a negative angle of attack (not pitch) – that they would be pushed backwards. A stopped/windmilling prop, or one that can’t attain sufficient pitch to match forward speed. Much more likely the former!

    in reply to: The last bit of the puzzle? #902262
    Beermat
    Participant

    Cracked it!

    In case anyone’s interested – I should have saved this for the book, but I am very chuffed. That mystery third number, the ‘design number’, in DH blades.. I know what it means!

    Without going into the arcane background (I have been working from AERADE and NACA reports, translating blade solidities in chords, plotting curves and looking for patterns), the simple answer is that there were only 5 basic designs of DH controllable-pitch blade going into the war, and they were scaled up and down according to their shank size.

    The designs were defined by the position along the blade length of the broadest chord. The ‘base model’ for any given shank size (thousand series) had the fattest part at 50%. This would be in a case where the design number matches the shank size.

    If the design number was different from the shank size, it takes the position of the widest point from the corresponding shank size ‘base model’. If the design number was higher than the shank size, it was at a point further outboard than 50%, if design number was less then it would be inboard.

    This is of course then modified by the last digit, the ‘cropping number’, which trims a defined number of inches off of total diameter.

    Thus:

    [ATTACH=CONFIG]242171[/ATTACH]

    I have prepared a little table – this might help with identification of ‘found’ blades where the drawing number has gone.

    [ATTACH=CONFIG]242172[/ATTACH]

    In the example above, the Spit has a number 55409. So shank is size 5, design number is 4. It does in fact have a widest point at what WOULD be 50% for a 4,000 shank base design… from the table, that’s at 46.7% along the un-cropped 5,000 series blade (from the centre of the boss). The reason why it still appears outboard of 50% is because the blade has been cropped 4.5 inches.

    The Roc (55262) has a widest point at what would be 50% for a 2,000 series base design blade.. 40.6% along this one (again, from centre) and has had only 1 inch cropped from each blade.

    And to help get round the problem of ‘cropping’ obscuring the blade type, here’s a handy guide to maximum widths, which give you the shank size as a starter for 10:

    1,000 series 7.35″
    2,000 series 7.86″
    3,000 series 8.41″
    4,000 series 9.0″
    5,000 series 9.6″

    This is still a work in progress, and I would greatly appreciate any ‘real world’ data that anyone might have out there to confirm or confound this theory!

    This does not apply to Hydromatic types, and I don’t think some of the shank sizes or blade design numbers appeared in real life?

    David, you have a PM.

    Matt

    in reply to: Data plate: What would 5mil build you today? #902369
    Beermat
    Participant

    Wh…. no, too obvious. Maybe a Hornet? Or a big ‘ole airliner – Shorts Empire, anyone?

Viewing 15 posts - 1,951 through 1,965 (of 3,326 total)