Hearted Youtube comments on Found And Explained (@FoundAndExplained) channel.

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  228. I witnessed hyper-sonic overflight less than one year ago. It was pre-dawn with very clear atmospheric calm. Guessing roughly 120,000 feet altitude so horizon to horizon visibility could be as little as 800 miles lasting from 60 to 90 seconds. Anti-collision white strobe 40 per minute with continuous forward lamp on. Flying west to east from Denver then slow arc toward north east near Chicago. I stepped off my semi tractor to pee and habitually began accounting for planets and constellations. Noticed Arcturus to my west overhead and super fast oncoming flight captured my attention. Diesel truck engine idled so I noticed no propulsion noise. I have viewed satellites and air traffic at night for 8 years with my naked eye and Celestron Cometron 12 X 70 binocs. I am very knowledgeable of relative speeds and heights for all overflights. Horizon to horizon jet traffic is miserably slow. This thing moved like the ISS which I have witnessed dozens of times. These binoculars reveal satellites orbiting in every direction except west. I am now desensitized to surprising or shocking overflight phenomena. The anti-collision lighting convinces me that this is common continuously reusable hyper-sonic air and space aircraft. It did not follow conventional efficiency of great circle flight. It seems that intentional elongation of flight pattern reveals the delicate limitations with respect to manueverability at great speeds. Almost as if point and shoot targeting is necessary to a certain degree.
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  321. The primary reason that monorail proposals have failed in America is because railroad construction planners and road construction planners come into the bidding process and underbid monorail, and then later down the line run into massive construction costs which put the projects way over cost. You don't see this issue happening in other countries where transportation is heavily regulated at the federal level. Many cities are short-sighted when it comes to considering monorail for construction. Los Angeles famously rejected a monorail project from Alweg (who built the Seattle and Disney systems), who offered to build it for free in exchange for revenue, and would then turn it over to the city when the revenue paid off the construction costs. LA decided to build more freeways, and we see how that worked out. Seattle looked at expanding the monorail there a decade ago, it was rejected in favor of a light rail project which ended up over-budget, tied up the city for years, is not making a profit, and has added to congestion. Las Vegas has a nice monorail, but the company has had to fight with the city for years to get permission to expand, as well as facing never-ending objection from taxi cab companies. Currently LV Monorail is the only proposed public transportation extension to the new Allegiant Stadium. When you look at the rest of the world, however, you will notice what sets all of them apart from Sydney. That would be integration into the public transportation network. Only in Sydney did the city not do this. They expected that the downtown monorail would be a tourist attraction that would fetch additional tourist revenue. But when buses are 3x cheaper and go to all the same places as the monorail, it was a no-brainer for tourists. Despite calls for it to be re-developed into a connector for downtown employees, no proposal was ever put forward. Everywhere else, monorail systems tie into public transportation that links to buses, metro trains, light rail, trams, subways, seaports and airports. Almost all of them use the same integrated fare and ticketing systems as the rest of the public transport systems. Further compounding Sydney's issue was the fact that the company which designed it, Von Roll, historically had only worked on amusement park rides and essentially used the same vehicle, which was ill-suited for public transportation. The company eventually went bankrupt and it became impossible to obtain spare parts for when the vehicles prematurely broke down. Public transportation systems in Japan were developed by Mitsubishi and Hitachi. In Korea they were developed by Samsung, in Japan by BYD and CRCC - all licensing Hitachi technology, which itself was developed from Alweg. When you look at the long history of monorail, Sydney is the only city that has ever dismantled its monorail network. Everywhere else it has been built, it has worked, it has been profitable, and it boasts impressive safety records and uptime. To me, that doesn't speak to failure.
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  368. In 2006, an agreement was signed on the creation of a new engine, which was named PD-14 (a promising engine with a thrust of 14 tons). ПД-14 in russian language. PD-14 is a fifth generation turbofan engine developed for MS-21-300 aircraft, PD-14A for MS-21-200, PD-14M for MS-21-400. PD-8 engine will be installed on the Be-200, AN-148 and Sukhoi Superjet 100 aircraft, etc. Therefore, the designers and engineers were faced with the task of creating a unified gas generator, which is the main element of the engine. 16 new technologies were developed for PD-14 by russian designers, engineers and scientists, namely - single-crystal blades for a high-pressure turbine with an advanced cooling system that allows the turbine to operate at temperatures up to 2000 ° K.; hollow wide fan blade made of titanium alloy, thanks to which it was possible to increase the efficiency of the fan stage by 5% in comparison with the fourth-generation turbofan engine PS-90 produced in the USSR in the late 1980s; low-emission combustion chamber made of intermetallic alloy; sound-absorbing structures made of composite materials; ceramic coatings on hot parts; hollow blades of a low-pressure turbine, etc. 20 new materials were created for PD-14 with indisputable advantages: a decrease in specific fuel consumption by 10–15%, a reduction in the life cycle cost by 15–20%; operation of the engine will cost 14-17% cheaper than existing analogues. All of them have been certified according to international standards. New Russian titanium and nickel alloys are used to create the engine. The engine nacelle design consists of 65% of domestic polymer composites, which achieves the required level of sound insulation and reduces engine weight.  The technologies used in the production of PD-14 are state secrets and are protected. Therefore, information on PD-14 is largely classified. Example: China would gladly copy production technologies, by analogy with the Su-27. They copied the plane, but they failed to replicate its AL-31F engine. The PD-14 project, in addition to creating the engine itself, includes the most important element - the provision of after-sales service. A large amount of work is planned in this area: the creation of a support center with round-the-clock work 365 days a year, the opening of a network of field offices, engine service stations, ensuring the replacement of modules in operation. It is expected that this all together should increase the foreign prospects of the new Russian engine. The state's ability to produce cooled cast blades for a modern turbine aircraft engine is an indicator of the highest level of development in mechanical engineering. There are fewer states capable of producing fifth generation aircraft turbojet engines than countries with nuclear weapons or those that launch satellites into space. Only four countries - Great Britain, Russia, USA and France - possess full-cycle technologies for creating such engines.
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  795. There's much more to it than this video makes out. A lack of Government will is part of it, but only because they felt alternative solutions could be used. Examples include electrification of the West Coast Main Line in the 60s, development of the InterCity 125 in the 70s (which greatly reduced intercity journey times), the Advanced Passenger Train project of the 70s and 80s which employed tilting technology to increase the speed a train can travel around bends, as well as major weight saving techniques (The project was cancelled in the mid 1980s, but much of its technology lives on in modern British trains) and more. As for why High Speed 2 has finally been chosen over other methods such as Maglev, Hyperloop etc, there's many different reasons for that. Firstly, since High Speed 2 uses the same track gauge as our existing railway lines, trains that run along High Speed 2 can continue onto the existing railway lines to serve more destinations, such as Liverpool, Sheffield, Newcastle, Glasgow and Edinburgh. Furthermore, since it's being built in stages, destinations that are planned to be added to the HS2 network later on can still be served by HS2 trains before the later stages are completed. Finally, there's a bit of debate whether or not Maglev trains would actually be faster, since High Speed 2 is being built with passive provision for 400km/h operation, which is only 30km/h slower than the Shanghai Maglev system, currently the only operational high speed maglev in the world. As for Hyperloop, there are major concerns about whether or not it will be able to carry anywhere near the number of people needed. As you say in your video, the UK's intercity railways are operating at near capacity. Yet Hyperloop has a lower capacity than many of those existing railways. Most Hyperloop companies quote a capacity of around 800-1200 passengers per hour in each direction, whilst HS2 is designed to carry around 18,000 passengers per hour per direction
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  1012. The trouble, trying to comment in short format, is that the whole MIddle of Market situation is both difficult to solve and difficult to explain. Part of the A322 question sits on the questionable assumption that the market could be perfectly satisfied with a modern take on the Boeing 757. There is, admittedly, a temptation to believe it, even though the most painful problem is the single aisle. You mentioned several of looming issues with regard to stretching the A320 design past it's current A321 limit: the need for new wings to keep the weight down, a new tailplane, and very likely a taller gear to lift a bigger fan farther from the ground. The only thing we have got is a long METAL fuselage, and we don't really want that either. Lack of an efficient 43,000 pound engine comes down as the insurmountable obstacle. That's what it takes to fly the 757-300. The market is watching for a clean-sheet carbon-fiber gizmo and Boeing is apt to render an optimal architecture that works in both single and twin-aisle segments, in order sell airplanes for 20 or 30 years. You have to wonder. Safran already has a 35,000 pound LEAP engine so whatever Boeing is doing with the -5x, it is probably a good guess that they are gunning for the short end of the middle first, something you could fly with that sort of thrust and extend upward and possibly downward in the future as MoM engines come online. Right now, there really is an impossible hole in the middle of the thrust range. Home Runs from Boeing and Rolls-Royce are the nightmare Airbus dreads, a complete do-over coming sooner rather than later. Why even think about a short life airplane that does not say anything about fuel efficiency or sell long-enough to recoup investment? The 757 concept is a has been.
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  1210. In terms of design and tech, I've liked the look of the Alweg cement beams. I've seen designs for a hanging monorail that had the bogie inside of the beam. This allowed for a switching mechanism similar to the duo-rail system; albeit one swing arm instead of two. I've seen videos of hanging monorails in both Germany in China. I noticed some swaying with the German one, not so much with the Chinese one. The hanging monorails seem to always have metal support beams instead of cement ones which seems to reduce the track signature further. With the bogie inside the track, the track could be built right next to trees and such without worry. I've also seen a video of an elevated public transit system in Japan using tires instead of rails (like the one I rode in Paris). From what I can tell, switching is done by the car, not the track (I can easily be wrong on that detail). BTW, the video was done to the song "Love on a Real Train" by Tangerine Dream. Straddle type monorails are definitely restricted to above ground travel, though they do that very well and have a rather small footprint. Suspended monorails can run at ground level (and there's no track for a car to go over), but it still requires the support beams (and the expense to put them in). Elevated duo-rails have the advantage of popularity and, like suspended monorails, can go above, below, or on ground. A tire-and-concrete rail system would have the advantage of easy track maintenance and the disadvantage of replacing tires more frequently.
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  1545. I'll say this, I truly enjoy your content, but you couldn't be anything more than wrong. Modern air travel is a horrible, uncomfortable s***show. Let me explain why. 1) Cheapness: While traveling is becoming more and more accessible to your average Joe, it comes at a HUGE price. And that price is a good, quality product. What I mean is that cheapness is horrible. The materials used to build these aircraft are of less quality, the interiors are almost 90% cheap white plastic, and the ever growing number of seats in smaller cabins are nothing more than deplorable. 2) Entertainment: Boo hoo. There were no fancy, retina-burning screens behind EVERY seat back then. So what? Why this need to have a screen in front of our face 24/7? When I fly, I NEVER use IFE. I entertain myself by listening to podcasts or music and reading. And I am only 21 years old. People back then found ways to pass the time. But with the introduction of personal IFE, we have become such short thinking creatures that we've almost completely lost our ability to even hold conversations longer than 7 seconds. Because of modern tech, we've become insanely bored. 3) Food: Todays modern meals are almost always nothing short of TV dinners in terms of quality. Very few airlines truly offer real food. 4) Comfort: There is absolutely nothing comfortable about modern air travel. aircraft seats have gotten so thin, small and cheap that literally lawn chairs are more comfortable. Even business and first class seats cushions are almost near hard solid on most airlines. And lavatories are so small now that my midget friend had trouble fitting inside one. I could write a whole book on this, but I'm short on time. Airlines have become so incredibly cheap and lazy that REAL passenger comfort isn't a top 100 priority (assuming it is at all) anymore. I truly detest modern aviation and aircraft. Aircraft built/designed between 1930 and 1990 are truly the best. I still have yet to meet a frequent flier like myself who disagrees with me. That includes airline staff.
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  1957. The amazing thing is that Airbus learned so little from this lesson. When I first learned about the wake turbulence from an A380, I began to wonder where the economy was from the perspective of the airport. Sure, they had more passengers per airliner, but they couldn't land as many of these aircraft on the runway in a given period of time. Given the expense of the modifications required to enable that airliner to land there, was it worth the 10 to 15% bump in passenger traffic? And in fact, while the 747 can land at over 250 airports world-wide, the A380 was only able to land at 60. This severely limited where the aircraft would be able to perform. Also, the 747 was originally designed as a freighter. However, the A380 was never designed for freight service. Yes, they got past the issue of range. That short range of the Lockheed is a killer because it severely limits mobility across the oceans. But range alone isn't the problem. The real problem is that precious real-estate called a runway. That's the limiting factor. If you have to wait for the air to clear for several minutes between landings of those super-jumbo aircraft, your economies of scale become a joke. Time is literally money here. I think Boeing played a fantastic bluff card by continuing development of the 747-8, and this must have made the executives at Airbus lose their minds. They may have been aware of these issues, but they couldn't help themselves. Somewhere in all this history there is enough material for a a fascinating book...
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  2103. actualy the dispute was fpr noice leveling and aditional noice leveling require bypass flight agency safety which is imposible so the simplest answer to society was made,, no one dreamed about hybrid airprops or gas turbine eco eficient engine, as it turns the reason is noice reduction as possibility to cruch or create more engine failure and it was strongly rejected but wing span and fuel emission was there in unstabile price and possible crisys US just forget about fuel economy and usual moto the bigger the better, but also airbus was not so tough in numbers, Now when you have space x, vtool vaits to be rizen spacehip age with veritcal take off a minor noice is more like inner subject safety as allow larger noice and almost demand like mid size double plate and iso foam i betweenas space high airplane geting closer to sabre engine and above 3 mach tech flying possibly and actualy would fly about 2 mach in flight rest is special flights to orbit and waitlessnes sense and coming down sometimes in flight also but such flight needs to declared for safety purpose probably anyway is alternation to old fornt props and faster speeds so vtool in prep size rotational is excelent fuel saver and another dont boder version off 4x4 energy eficient vtool and thsi time is usualy slight away from cabin and doesnt make noice obvious and close fly 800 kmh which is quite fast and energy eficient and kind like friendly to east vtool option and fuel saver but not so easy to develop as it has curved blades but double twin create a pop air that is unusual hot so now is more like high tech aproved or demand in future, the problems in older days as they didnt kno the future in quad 4x4 energy airplanes on scfi dynamics you resumbly fast spaceship tech and spaceship transporters then is rotational serov on jet engine also as capable to understand this in older days tech much more debate and time from start to finish and some background theme in society to be covered and when settiings the directors just stayed cold or warm to newer things this was standard process and no internet and fast data conection and wifi fly on pc form factory or selffly airplanes is bit NASA role domene and times off unstabile rockets too
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  2247. Yeahhhh... I'll respectfully disagree. A pipe dream, especially for '50s technology. Making aircraft and battleships (I'll assume you mean any combat oriented ships) OBSOLETE? No. Destroyers, cruisers and the like provide maritime security, embargo capability, and a number of support roles ranging from SONAR/RADAR detection to long range fire support, to supply replenishment. Aircraft would definitely stay relevant, as they're the cheaper transportation option, provide Close Air Support, Search and Rescue/Recovery ops, and can actually evade whatever is shooting at them. Carrying 1,200 marines sounds great until you lose 1,200 marines because missile countermeasures don't always work and it has the aerodynamics of a dragster- it's great when straight, but burns when turned. The idea that they'd just leave the rocket once it reaches its destination presents its own issues too. For one, rockets are insanely expensive assets, so a one use asset that is vulnerable the entire descent carrying over a thousand Marines is a great way to waste hundreds of millions in gear, training, resources and of course- the lives of marines. Secondly, that leaves the issue of the means of exfil in clandestine ops. Use a helicopter? Helicopter can come pick you up. Use the rocket? Pray to God the PJs reach you before the enemies do because a brightly burning rocket re-entering the atmosphere is gonna act like flames for the moths. Admittedly, strategically and in a pinch, this idea is great. Anywhere in the world in 45 mins you can deliver a literal can of whoop ass. In a long drawn out war though? Get your AA good enough, surround the continental U.S. by sea so you can shoot down any rockets- then use aircraft to annihilate any troops that make landfall. At any rate, using this alongside what we have MIGHT be a valid option for today's technology. Stealth technology, advances in safety, rocket engines have made strides, and a number of other advances may be what we need to make this a valid option for sudden ops. Over a Stealth helo, HALO jumps, submarine insertion or something like those for a planned op? Mmm, I'd be hard pressed to think of reasons why. Anyways, fantastic video regardless of how asinine I think the rocket itself is 👍
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  2278. Boeing didn't have anything to do with the B-36. This was also NOT cheaper or less complex in fact the engine design, layout and operations were quite complicated and prone to failure. While initial (purchase) cost was found to be cheaper actual operations costs were higher than expected and actually using them was likely going to be more expensive than thought. (This held true for the B-36 as well) The YB-35 actually had a pretty 'normal' radar cross section due to the props and the raised engine housings. Speaking of engines they were the same ones provided to Convair for the XB-36 design and as the ones who proposed the contrarotating prop system 'testing' the combination was actually on Northrup not the government. (They fell back to essentially using the same set up as Convair) The bomb bays would be a tight fit for the Little Boy bomb and could not carry the Fat Man types at all which is one reason it wasn't pursued. It also could not carry the "Tall Boy" or "Rainmaker" deep penetration bombs which was another downside to the military. Modification WAS required, (but to be fair the B-52 had to be modified to carry the post-WWII nuclear bombs) so arguably a 'big-belly' mode might work but the initial design could not carry the bomb load as efficiently as a 'tubular' fuselage design. And no the Air Force didn't 'refuse' to allow modifications to the bomb bay, Northrup felt the required modifications would (and did) impact the aerodynamics which would slow the plane even more. This is where the smaller bomb bays bit Northrup in the butt in that BECAUSE they were so small and diverse they could not 'borrow' from each other and therefore modifications would mostly require expanding them out into the air stream. You see the downside. That APU claim seems dubious as, again that's a contractor thing not something the government provides. The YB-49 was a great idea but the bomb bay was still to small for the planned atomic bombs. Again actually fitting them would mean pushing them out into the airstream which Jack Northrup was adamantly against. (He also hated the 'podded' jets they hung on the wings and the 'air-separator' fins they added for stability to replace the 'props') Oddly the oil problem had a simple explanation, it wasn't on the ground crews checklists because they HAD no checklists for the YB-49. It was on the crew checklists but not the ground crews which were working from XB-35 paperwork which DID require checking and filling the oil reserves for a PISTON powered aircraft, not a jet powered one. Quite plausible when you consider all the engines serviced by ONE crew seized up but the other four serviced by a different crew did not. Uhm "unusual" ground test? Full speed, high weight taxi tests are standard for large aircraft and finding things like the nose wheel resonance is exactly why they are run. So no, not "odd" at all. And no the YRB-49 had extra engines on the wings, (in the pods Jack hated) but the extra fuel tanks were in the bomb bays, not the wings. The order was canceled because the design was not meeting the required, (and yes they'd changed several times but that was actually 'standard' for the Air Force of the day and not something that Northrup initially found "unusual") goals. The podded engines actually helped with the persistent stability problems (pitch issues) but they didn't go away and the design still couldn't carry the new bombs and because of the new fuel tanks it's total bomb load was less than a 'medium' bomber of the day. Later Jack and some in Northrup 'blamed' the government and claimed that because they wouldn't 'merge' as the government wanted the contract was canceled but really the YB was simply not meeting goals and not proving to be as effective as hoped. She was fast and sleek but the flying wing design has issues that required some advancement of technology to overcome such as the stability issue (and oddly let me point out your "YB49" CGI that has 'fin' on the end of the PISTON engine nacelles was actually suggested over the eventual "air-separator" design as it it was found the props and engine housing greatly contributed to the overall stability, but Jack felt that it was too much of a compromise to the design) and limited load carrying capability. The flying wing was very sleek and very advanced but it needed to make some compromises that Jack Northrup specifically was unwilling to make. It was actually suggested that the 'central' wing area be increased to allow accommodation of the needed modifications and as we see today in the B2 for example such a 'blended' wing/body actually works but Northrup felt that any significant deviation from the "pure-as-possible" flying wing design was unwanted. Symington (as noted below) had budget issues and frankly if the Smithsonian couldn't, (and they couldn't) pay to preserve the example then there wasn't much choice but TO scrap it. (Keep in mind that Northrup had an option to 'preserve' an example but had neither the space nor budget to do so either) The 'turbodyne' thing is overblown as well, Northrup SOLD the designs and patents to GE as they were not 'rivals' since Northrup didn't actually HAVE an 'engine' division. Again Northrup could have 'saved' parts but didn't by their own admission. Kind of understandable given how bitter Jack Northrup was over the whole thing, but he, (not the Air Force which had no 'say' over un-delivered parts nor any claim on the patents) junked everything. In fact this all hurt the overall development of 'stealth' technology because with all the research data and that gone a lot of work had to be accomplished. Changing times and requirements indeed had a hand in the demise of the flying wing but in the end the refusal to compromise a 'vision' of the future was more responsible than anything else. Convair had a point actually, the B-36 was more 'conventional' but it also was more practical and capable than the YB-35/49. (And again Boeing had nothing to do with the B-36 they were working on the B-29 as a priority project and had nothing to spare for the intercontinental bomber project until well after the war) And oddly the entire reason that the Air Force had to 'choose' was because the Truman administration was essentially strangling the military with budget cuts! Now mind you the official policy was to rely on long-range bombers carrying atomic bombs for the majority of the US 'defense" requirements in order to 'save' money by reducing military spending. (Literally Truman would pay all domestic and unavoidable foreign debts first and then take whatever was left over and give it to the military with the lions share going to the Air Force) Which to be clear was not even enough to actually MAINTAIN the then current "strategic" bomber force that the US policy depended on! The Air Force was unable to pay to retain personnel or maintain aircraft and they were getting the MOST money at the time! It took the Korean war to stop this downward trend. In perspective at this point (1946 to 1948) all most all post war military research and development programs ended up having to be shut down due to lack of funds. Keep in mind that in 1946 the US actually had the most advanced missile program, more advanced jet aircraft research and several promising aircraft development programs going on and 90% of these would be canceled due to lack of funding. And this was the service getting most of the military budget at the time!
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  2383. Hydrogen planes? I more like steam hydrogen zeppilines! "ĐŽĐ°ĐŽĐžĐŒ ĐŸŃ‚ĐČДт запаЎу" таĐș сĐșĐ°Đ·Đ°Ń‚ŃŒ. Đ’Đ”ĐŽŃŒ ĐČĐŸĐŽĐŸŃ€ĐŸĐŽ ĐžĐŒĐ”Đ”Ń‚ ĐŸŃ‡Đ”ĐœŃŒ ĐČŃ‹ŃĐŸĐșую Ń‚Đ”ĐŒĐżĐ”Ń€Đ°Ń‚ŃƒŃ€Ńƒ ŃĐłĐŸŃ€Đ°ĐœĐžŃ, Đ·ĐœĐ°Ń‡ĐžŃ‚ Đ”ĐłĐŸ Đ»ŃƒŃ‡ŃˆĐ” ĐžŃĐżĐŸĐ»ŃŒĐ·ĐŸĐČать ĐŽĐ»Ń ĐœĐ°ĐłŃ€Đ”ĐČа а ĐœĐ” ĐŽĐ»Ń ĐżŃ€ĐŸĐżŃƒĐ»ŃŒŃĐžĐž. А ĐșĐŸĐœĐșŃ€Đ”Ń‚ĐœĐŸ ĐŽĐ»Ń ĐœĐ°ĐłŃ€Đ”ĐČа ĐČĐŸĐŽŃ‹ ĐČ ĐșĐŸŃ‚Đ»Đ” ĐŽĐ»Ń ĐżĐŸĐ»ŃƒŃ‡Đ”ĐœĐžŃ пара. Статья ĐŸĐ± ĐžŃĐżĐŸĐ»ŃŒĐ·ĐŸĐČĐ°ĐœĐžĐž ĐżĐ°Ń€ĐŸĐČых ĐŒĐ°ŃˆĐžĐœ ĐČ Đ°ĐČоацоо : http://www.douglas-self.com/MUSEUM/TRANSPORT/steamplane/steamplane.htm А таĐșжД ŃƒĐ»ŃƒŃ‡ŃˆĐ”ĐœĐœĐ°Ń ĐĄŃ‚ŃĐœĐ»Đž ĐœŃĐ”Ń€ĐŸĐŒ ŃŃ…Đ”ĐŒĐ° ŃĐ»Đ”ĐșŃ‚Ń€ĐŸĐ»ĐžĐ·Ń‘Ń€Đ° : http://www.electrik.org/forum/index.php?act=attach&type=post&id=22189 Đ‘Đ°Đ»Đ»ĐŸĐœ ĐŽĐžŃ€ĐžĐ¶Đ°Đ±Đ»Ń ĐœĐ” Đ±ŃƒĐŽĐ”Ń‚ Đ·Đ°ĐżĐŸĐ»ĐœĐ”Đœ ĐČĐŸĐŽĐŸŃ€ĐŸĐŽĐŸĐŒ (Ń…ĐŸŃ‚Ń Ń‚ĐŸĐ¶Đ” ĐŒĐŸĐ¶ĐœĐŸ ĐżĐŸĐżŃ€ĐŸĐ±ĐŸĐČать), а ĐłĐ”Đ»ĐžĐ”ĐŒ ĐșаĐș ĐżŃ€Đ”ĐŽĐżĐŸĐ»ĐŸĐłĐ°Đ»ŃŃ Đ“ĐžĐœĐŽĐ”Ń€Đ±ŃƒŃ€Đł, Ń‚ĐŸĐ»ŃŒĐșĐŸ Ń‚ĐŸĐłĐŽĐ° ĐČ Đ“Đ”Ń€ĐŒĐ°ĐœĐžĐž ĐłĐ”Đ»ĐžŃ ĐœĐ° ĐŽĐžŃ€ĐžĐ¶Đ°Đ±Đ»ŃŒ ĐœĐ” хĐČĐ°Ń‚ĐžĐ»ĐŸ Đž ĐœĐ°ĐżĐŸĐ»ĐœĐžĐ»Đž Ń‡Đ”ĐŒ Đ±Ń‹Đ»ĐŸ.
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  2437. To accommodate passengers you got to get pressurization & climate control for the WHOLE thing. Right there you might as well build an entirely new plane. No APUs. Any airport gate servicing would require it to be hooked up to "Life support". Now there is the subject of the P&W TF33s - all eight of them. What are engine start procedures? Air cart or black powder? I bet airport management would "LOVE" the transport & use of powder charges on the tarmac.... Operation costs for passenger service? This is one thirsty bird. How would that senior executive strategy meeting go at American or Delta when presented with a proposal to use converted B-52s? The poor associate making such a proposal presentation would be making a severely career limiting move. Probably career changing. I have never worked for any airline, but I am an employee of a fortune 100 company, with 20 plus years at the headquarters. I have been in board meetings with senior management, I have contributed to strategic purchasing presentations. I've learned a couple of things: First off - The numbers have got to work. If they don't (and I can't imagine how they could with a B-52) then don't even present it. Second - Remember any good proposal contains an executive summary. Something that can be read & understood within a 2 minute time frame. (Some will say 2 minutes is too generous). Corporate top brass does not take kindly to having their time wasted. If you're giving a report - think Dragnet - "just the facts Ma'am". Any employee even presenting a B-52 conversion proposal could never be viewed in a favorable light by senior executive management. BUT - If you are some know-it-all, whippersnapper, fresh out of college, and crave a new challenge - present this..... "How does it feel to be reassigned as a ticketing agent for a regional commuter in Roswell, NM?" The short of it: we won't be seeing these.
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  3022. IMO the problem was she forced to carry the SA-2 missiles. She would be a good launcher for smaller SA-8. Which also happens to be in this video. The problem with missile rotation is easily fixed IMO, even with SA-2. Do not rotate each missile individually ad shown in this video. Instead as a pair. Although it need to raise the rocket to a complete vertical before rotating to the other side. What i saw about as a SA-2 launching platform is how the hell it can carry the tracking radar. I think SA-2 had a set of two or more BIG radars one for search and one for track and fire control if I'm not mistaken. Definitely not as radome as shown in the video. SA-8 is a smaller missile, also has more compact radar equipment. To shot down a high altitude target, simply to fly the helicopter to higher altitude... Where the atmospheric pressure is less denser, the rocket could fly even higher. When launched form the ground. SA-8 could reach 12km altitude and 15km range according to Wikipedia. The Engines...why it need 4 jets to drive a set of propeller? I think more modern engines could do better. The biggest problem of this design was how inefficient it was. Like how to fly two planes which have less than 2 hrs endurance with 1hr endurance helicopter, which gulp 10 times more fuel than what it carry... Not exactly what it is but roughly you get my idea. Maybe, just maybe, if USSR had more subtle design, like only carrying 1 jet. 4 sets or lower props. Or Single SA-8 system. This heli could see the light of the day. As they had success making big ass helicopters like Mi-6 or Mi-26. Or else, make the helicopter only able to fire the missile while flying. Even standard design helicopter can carry something as big as ICBM. Tho i never see anyone dare to put radar to guide the carried missile if it was that big. Probably it was the main hurdle? Else, just carry SA-8 truck around :)) I think the driver would be glad to know they can fly. Jet? Just tow underneath. And drop when ready. :)
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  3341. I love how the AD for this video makes it seem so easy to make big bucks. then you click on it and scroll down to the disclaimer and it says...LOL. " Results are NOT typical. Our results are our results so basically don't expect to make anything close to what we're preaching. In fact it says...you may , after buying the training program, make NOTHING AT ALL. It totally depends on your work ethic and your motivation and I can only assume...LUCK. It's crazy. I'm tired of these young to middle aged dudes throwing these ads up and showing themselves on yachts in the Caribbean or fishing for pike up in Ontario without a care in the world and all they claim to do is put in an hour or two to make sure everything is kosher. They show screen shots of thousands of dollars of deposits into their accounts and they are living the freakin good life. I'll give them one fist bump for at least ....at the very bottom of the program having a disclaimer basically telling you that you're going to buy their training video.....BUT....you are PROBABLY NOT GOING TO MAKE ANYTHING...and if you do it more than likely will not be anything anywhere close to what they achieved....if you manage to turn a profit of any kind. So , props for basically admitting your selling basically bunk and bullshit. I suppose they have to this day in age. Otherwise people will try and sue. But they can just say..."No judge..we have a disclaimer telling people they're basically buying Don Lapre's money making Package. Those of you from the 90's will know what I'm talking about.
    2
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  3368. I live in central Florida (originally on the west coast, but later in Orlando). As such, I've ridden the original Walt Disney World Mark IV monorails and the Mark VI monorails that replaced it. I've also ridden the Disneyland monorail (Mark V I think?), the Las Vegas monorail (WDW's old Mark IV's), and the Seattle monorail (built by Alweg around the time Disneyland built theirs). These latter rides were some 20+ years ago, so they could have easily changed since then. BTW, Walt Disney purchased the right to use Alweg's design from them (Alweg was sad they weren't building the actual trains for Disney; their first American venture would be Seattle for their Worlds Fair). Busch Gardens in Tampa had a hanging monorail that I've also ridden. It used two propane engines to generate the electricity for the electric motors. It was a very slow, boxy, and simple design. I don't recall much swaying (one of the problems with hanging monorails), but then it didn't go very fast. I think it went away in the 70's. I've also been on several other mass transit systems: the New York Subway, the Long Island Railroad, the Washington D.C. subway, the London Underground, the Paris Metro, the Chicago EL, and the Atlanta Metro (ALL of them at least 20-30 years ago). The Paris system was unique in that some of the lines used a tire on concrete system instead of rail. Oh, and the Vancouver Skytrain (only 15+ years ago on that). My experience has been that monorail cars tend to be smaller than rail cars, though all the monorail trains I've been on were designed for amusement parks; not public transportation. The ride is always very smooth and appears quick (except for Busch Gardens) even though the WDW monorails are governed at 40 mph (they can go 60 mph). I've always enjoyed riding them.
    2
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  3455. I'm really surprised you don't have more subs with this quality content! you definitely got my attention really fast, I have always loved the concept of flying aircraft carriers, as long as they weren't just the copy pasted Nimitz class with large turbofans on the side, you know, the generic flying aircraft carrier everyone knows about that looks almost exactly the same as the one from the Marvel movies. (not that I don't like the movies, but I have seen a few flying aircraft carrier concepts, and most of them are literally just the Marvel carrier thing). The CL-1201-1-2 could have possibly been some sort of SPECOPS variant, or a nuclear Missile Carrier(instead of holding aircraft, it holds ICBM's and IRBM's and stuff.) I would like to see more of these types of videos, finding some of the most crazy and insane ideas Militaries across the world had back in the cold war. i really like flying Aircraft carrier designs that were actual planes, like this one. for example the B-36 Parasite fighter project, the 747 ACC briefly talked about in the video and other stuff like this. aircraft like these are just amazing to look at and think about how they would work, with the aircraft continuously being rearmed, refueled, and how supplies would get to the vehicle, if its too big to land anywhere. its just so cool! some crazy engineer from the 70's definitely made the general design for this, just like most other Lockheed designs from that era. anyways amazing video, good job, keep up the good work!
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  4682. You are forget some key facts about Boeing, the make & airline industry. Boeing is $b of dollars in debt due to the Max crashes It costs at least $30 bn to develop a new plane It cost about $4 bn to deveolp the 777X to replace the 747. Larger planes (eg 747) cannot never be able to compete with smaller planes (eg 777). The 737 has not had an X version. The 757 is a narrow body twin with tall landing from the 80's like the A320 .. and has never had an NG, Max or X version. 747 & 767 production is winding down, and can be easily converted to 757 production. Covids has devastated the the market routes for wide bodies jets especially the 747 & A380. Airlines have been downsizing, retiring old less efficient jets especially the 747, A380 and earlier variants of the 777 to cut costs, and ensure maximum profitability with the major reduction in demand for flights. They are moving two small narrow bodies. Now ... with all these facts, the right path for Boeing is not what you are proposing. There will not be a $30 bn investment by Boeing into any jet in the next 10 years. Boeing needs spend $7 bn maximum each, developing the 737 X and the 757 Max or X. And that's it. So long as Boeing is making good profit with existing models, and they fulfil the needs of airlines, it is unwise to be developing more radical planes especially in the widebody market that may not return to normal for 10 years. So no need to spend $30 bn on any plane, unless there is a significant competitive advantage over the competition. There is no significant advantage with your proposals. Airliens are cutting costs, trimming the fat, and making sure they are as efficient as possible. Adding a new plane to the market is simply not smart at all.
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  5718. @Found and Explained ,Hi Found and Explained. Nice Video! But I have to explain a little more info for you if you don't mind that. At the time, the F-4 would be considered as a close contemporary of the Arrow, but not as technologically advanced, but able to preform the same exact mission. The XF-108 Raiper never left the plywood mockup status and simply would have just been an Arrow on a fat diet. It's weight would have made it over 102,000 lbs heavier if they ever built one. Simply put there was nothing as advanced as an Arrow Mk.2 in 1959. Money wasn't the driving issue for the Arrow's cancellation, it's all recorded history courtesy of the archival record's now, it's no longer up for any debate anymore, there is a very great book written on it by Palmiro Campanga that shows it all. The spec speeds that are posted online (Wikipedia) for the Arrow are from the Mk.1 Variants with the test engines (J-75) Not fully opened up. The First F-106's required two hands on the stick to fly the aircraft, I will wait a thousand or more years until you can figure out what appendages were used for the throttle. The Arrow was Fly-by-wire with haptic (force) feedback; not seen on American Aircraft until the F-16 & F-18. it was designed with Inherent instability in the Y-axis giving it an instantaneous turn-rating using solid state computers (we would call them Calculators today.); again also not seen until the F-16 & the F-18, A 4,000 psi hydraulic system and an engine with twice the power of the J-79 of the time period. With all respect it was most certainly the Iroquois engines that were the most advanced out of anything; built from the ground up using  titanium , hot-streak ,fuel introduced into the combustion chamber in a vapor form so the Arrow would not leave a smoke trail, 10 stage compressors instead of the traditional 17 stages, (J-79) etc.. think of the Iroquois as a 427 Corvette engine with a two barrel Chevette carb producing 40 to 50% more HP. Orenda had designed the engine this way to increase the power more easily. There was approximately another 40 to 50% more thrust left in the Iroquois for the Series 3 variant for the Arrow Mk.3. The Arrow Mk.2 with the Series 2 Iroquois would have been capable of Mach 2.4, ( it's original air inlet configuration was designed to hold it at that speed.) With the follow on Series 3 Iroquois for the Arrow Mk.3 which had Variable geometry air inlets that would have taken it to Mach 3.6. But if this is too much for you to understand I will cut it short; Think of the F-106 as an American M-16 sniper rifle and the Arrow as a Canadian C-7 sniper rifle. They look similar to each other, but the C-7 is the desired weapon for the SAS, where as the M-16 doesn't have a rifled barrel and can only fire 3 shots at a time. In terms of power: American M-16 Caliber (F-106) Cyclic rate of fire: 650 - 750 rpm Magazine capacity: 20 rounds Range of effective fire: 460 m Canadian C-7 (CF-105 Mk.2) Cyclic rate of fire 700 - 900 rpm Magazine capacity 30 rounds Range of effective fire 600 m And yet they look the same. Hopefully the light bulb has finally come on for you. Case in point The F-106 and the F-4 were Shelby Cobras, the Arrow was a Ferrari.. There is very a thought-out Series on YouTube that explains the Arrow to those who don't understand it that well. As well as documentary that shows the Arrow in it's correct light. None the less keep up the good work. Cheers, Noah Series: https://youtube.com/playlist?list=PL3EReMs3ND7UC-VT6gOjFauI_PgDDPWdo Documentary: https://youtu.be/hMKAoryHVP8
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  5930. This video is entirely mistaken. Boeing could build the 787-3 tomorrow if there was a market for it. Boeing sold several 787-3 models to ANA, but the airline converted the entire set to 787-8 orders as the more efficient airplane. The assumption that a short 787 could fill the sweet spot is bad math and wishful thinking. It is still too big and too heavy. Short airplanes are never efficient because the heavy parts of the machine come along without weight reduction. Wings, gear, engines and empennage don't get lighter simply because the fuselage is shorter. That is why Boeing dropped the 737-600. The A-220 weighs so much less and carries a similar load. The empty weight is always higher on a per passenger basis when short aircraft are made out of longer ones. Efficient airplanes always have a low per passenger empty weight and tend to be a longer, but not longest, model. The NMA fits well below the size of any 787 because the niche is for long, thin, less travelled routes. Were it not for the single aisle and outdated engines, a modernized 757 would suit. Compare the 757 against the 767-200 and you realize why the long skinny airplane is far more efficient than the short fat one. That is why the 797-5x as currently re-envisioned by Boeing targets improvements upon the 757, possibly a 2-2-2 twin-aisle, made of carbon fiber. The main problem is engines. Nobody (not GE, not RR, not PW) makes a modern, highly-efficient turbofan in the thrust range for the niche. The GEnx is too big and too heavy, and forms an insurmountable hurdle. That's the elephant in the room. The LEAP isn't big enough. If it was that easy, to adapt an eight-across 2-4-2 airplane (where another 2-3-2 airplane is still too big) Airbus would bring back an A-300neo tomorrow. Same problem, though. No modern, efficient engines in the thrust class.
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  5989. The foundation of this video piece is wrong, and the code name is mixed up. First, there never was a real sonic cruiser program. I'll explain that in a second. Next, there was a Glacier configuration proposal as a part of airplane #1 of the 20xx program, but it was not what became known as the sonic cruiser. Rather, the sonic cruiser was the Yellowstone configuration proposal. Glacier was a different plane. What really happened is that we had a long range program under Mulally to replace the entire lineup of Boeing planes. That program was called the 20xx program, and it was very secret, even within Boeing. I'm guessing that only a couple hundred of us actually knew what was going on. Even execs with the rank of VP in other parts of the company were kept in the dark about it. The first plane was to replace the mid-market wide-body occupied by the 767. The many configuration studies were whittled down to three, when a model of one of the three was shown to an airline CEO, who in turn blabbed to Aviation Week, which ran a story on it. So a decision was made to take one of the two wilder configurations and do a full blown publicity campaign around it to provide cover to 20xx. It worked incredibly well. I even heard a Boeing IT VP swear up and down that the program was real. It wasn't. When we had a meeting with a bunch of the key customers involved in fleet planning, the at the Bell Street Terminal conference center in Seattle, the vote was nearly unanimous that they wanted all of that technology poured into a conventionally shaped plane. There are a lot of solid economic reasons for that, not the least of which are fuel burn, gate configurations, and maintenance hangar configurations. The baseline plane became the 787. There were to be at least four more in the series, but the GE idiots so screwed up program execution, that instead of the 787 being on time and reasonably close to on budget, 15 years later they still can't run an airplane program right. So Walt retired, Alan left for Ford, and that was the end of 20xx. Airplane #2 would have replaced the 737. We were soft on what would be third in the firing order, but there was a lot of interest in a baby wide-body (2-3-2 seating in coach) with a flight deck close enough to that of the 737 replacement that the larger discount carriers could have economically added it to their fleets. The larger plane or planes (there was debate about that too) would have gone last. They would have require much more evolved tape laying equipment.
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