Avilator

Confusing the name between the B-52 and C-130, perhaps?

Just saw these on AvWeb: Goodyear blimp exploded, 1 fatality: http://www.avweb.com/avwebflash/news/GoodyearBlimpCatchesFirePilotKilled_204808-1.html B-17 "Liberty Bell" crashes and burns all reported to have survived: http://www.avweb.com/avwebflash/news/B17DownAllEscape_204805-1.html

Ahh, but not the greenest!:thumbup: Happy birthday!:)

I was expecting comedy, but that was a pretty good assessment of the situation that still holds today.

The engines are running in the picture. The airplane is turning around on the taxiway. My guess is that as the airspeed increases the flight control computer allows a smaller deflection angle. EDIT: Are they used as airbrakes?

That statement is correct. Every other Boeing has a RAT. I've also read that the 747-800 has one. If all of the flight engines failed (and there was still some fuel), the APU could be started to provide electrical and hydraulic power.

Personally, what I find more amazing is the fact that the plane flew out a couple of days later and was still in use years afterwards! From some quick reading of my aircraft design book here is my understanding. The delta wing is constructed as a very highly tapered unswept wing. This requires a very thick wing root to fit all of the structure, but it ends up lighter(so does the fuselage) because it is stiffer. A tapered wing will be thinner at the root, but it will require less total area than a delta wing sized for the same aircraft and conditions, particularly landing speed. This is because of the tail configuration usually used with a delta(tailless), which does not allow for large flaps because they would be very far aft of the center of gravity, and cause an unacceptable amount of pitch down moment. For this reason, the delta will also require a much higher angle of attack(and a higher pitch angle at touchdown) to generate the same amount of lift. This causes aircraft with a delta configuration to generally lose more energy in a turn than other aircraft. Where the wing is placed has pretty much everything to do with the pitch stability of the aircraft. If the center of pressure (where the lift acts) is forward of the CG, the aircraft will be unstable, and not return to a previous flight condition when upset. If you put a horizontal tail forward of the CG (a canard, like the J-20), you can control it with a computer and deal with the instability in that manner. The big advantage of this is that both surfaces provide a force upwards in level flight, and so trim drag is reduced over a rear-tailed aircraft, where the tail pushes downwards. That's the short version. Ask away if you have questions, and anyone feel free to correct me if need be. :thumbup:

You won't be making fun of it when it has an LGB or A/A missile trained on you! :D

It will glide. Whether or not a suitable airport is within gliding distance is another matter altogether. Also, the chances of all of the engines failing at once are extremely small. You are more likely to die by drowning in your own bathtub. Just a note: a 747 has 4 engines, so the word "both" is a bit out of place if you want to refer to all of the engines.

I'm pretty sure that picture could be used to define the word "menacing."

Can't get much better than Bob Hoover himself.:thumbup: Here you go.

At least it will be going to a museum and not the scrap heap.

Dude, that is Bad-A**!! :thumbup:

ten..... whole........... HOURS?!?!? WHY?!?!?:doh: :D:D I've always liked Dilbert.

You lucky ba*tard, you. :D

Someone should invite him to drop by these forums.

I read that they actually tried exactly what they did in a simulator, and even with multiple different crews and multiple attempts, they could not replicate the results.

Here's an MP3 of the ATC comms from the incident: http://www.avweb.com/other/controller-pilot-rescue_washington.mp3 From Avweb article here: http://www.avweb.com/avwebflash/news/cirrus_pilot_incapacitated_hypoxia_audio_controller_farmington_greatlakes_204727-1.html

@RIPTIDE: But they can't be too big, or they would extend into the path of the car.:D

I most certainly would sleep tight if I knew friendly Warthogs were patrolling!

How about the Associated Press?

:megalol: That one never gets old!

It makes sense that it would be done with brakes because to maintain speed, you have to have the throttles open more, putting the engines in an RPM range where they are quicker to respond to your inputs.

Cool, thanks:thumbup:

Quick question about this switch: http://search.digikey.com/scripts/DkSearch/dksus.dll?lang=en&site=US&KeyWords=100SP1T8B13M1QEH&x=24&y=15 The center position is listed as "none." Does that mean it still "clicks" two times from one position to another even though nothing happens on the middle "click"? Or does it just go from one end to the other?