The official aviation quiz topic!
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re
Little Gorbatsjov ( at the time in the 1960`s ) playing with his better then the west marklin toy train?
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realplaneshaveprops
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Another try!
1. Rostislav Evgenievich Alexeev
2. Cold War
3. Rostislav Alekseev had been designing and building various hydrofoil boats for 14 years and had almost finished his famous first riverine hydrofoil passenger ship “Raketa
4. CHDB (Central Hydrofoil Design Bureau)
5. Caspian Sea Monster
6. Khrushchev?
1. Rostislav Evgenievich Alexeev
2. Cold War
3. Rostislav Alekseev had been designing and building various hydrofoil boats for 14 years and had almost finished his famous first riverine hydrofoil passenger ship “Raketa
4. CHDB (Central Hydrofoil Design Bureau)
5. Caspian Sea Monster
6. Khrushchev?
And we have a winner!!!realplaneshaveprops wrote:Another try!
1. Rostislav Evgenievich Alexeev
2. Cold War
3. Rostislav Alekseev had been designing and building various hydrofoil boats for 14 years and had almost finished his famous first riverine hydrofoil passenger ship “Raketa
4. CHDB (Central Hydrofoil Design Bureau)
5. Caspian Sea Monster
6. Khrushchev?
Back to you realplaneshaveprops!
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realplaneshaveprops
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realplaneshaveprops
- Posts: 698
- Joined: 21 Apr 2005, 00:00
V-bird, here you have some information about Khrushchev:
http://en.wikipedia.org/wiki/Nikita_Khrushchev
In short, he was the secretary of the communist party of the Soviet Union, the leader of the Soviet Union from 1953 till 1964.
Koen
http://en.wikipedia.org/wiki/Nikita_Khrushchev
In short, he was the secretary of the communist party of the Soviet Union, the leader of the Soviet Union from 1953 till 1964.
Koen
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realplaneshaveprops
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Advisor
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I would like to make an attempt
SPO or dutch roll is caused by high speed oscillation.
It is caused when the speed of the aircraft has reached its peak period in the front of the wing, but the back of the wing is not recieving enough air to be effective. Therefore the wings tend to want to oscilate or run up and down.
There are many ways to counteract dutch roll
The basic and most common way is to create an airfoil that could handle the same.
Another way is to have a computer constantly correct the airfoil.
For people who do not speak aviation
To counter act a dutch roll you just need a redirection in the way the air flies over the wing, or to make small winglets to recycle the air to the wing again.
SPO or dutch roll is caused by high speed oscillation.
It is caused when the speed of the aircraft has reached its peak period in the front of the wing, but the back of the wing is not recieving enough air to be effective. Therefore the wings tend to want to oscilate or run up and down.
There are many ways to counteract dutch roll
The basic and most common way is to create an airfoil that could handle the same.
Another way is to have a computer constantly correct the airfoil.
For people who do not speak aviation
To counter act a dutch roll you just need a redirection in the way the air flies over the wing, or to make small winglets to recycle the air to the wing again.
Aum Sweet Aum.
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realplaneshaveprops
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Comet
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In Dutch roll the aircraft yaws (side to side swing) and then begins to roll before the yaw is stopped. This happens in aircraft with a strong lateral stability and a relatively weak directional stability. The momentum plus slip angle cause the aircraft to continue rolling once the nose has started to return to the original slip angle. This is more common in swept wing aircraft. The speed of the advancing wing and the lift caused by the swept wing cause the aircraft to roll before the yaw is fully damped out.
Yaw damper should be switched on in flight. If the problem occurs, the rudder pedals should be in the neutral position. Aileron should be deployed opposite to the roll. Accelerate to a higher speed or descend into denser air.
Yaw damper should be switched on in flight. If the problem occurs, the rudder pedals should be in the neutral position. Aileron should be deployed opposite to the roll. Accelerate to a higher speed or descend into denser air.
Sabena and Sobelair - gone but never forgotten.
Louise
Louise
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realplaneshaveprops
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Correct Comet!
Many swept wing aircraft suffer a dynamic instability problem known as Dutch Roll.
Dutch roll happens when the aircraft has relatively strong static lateral stability (usually due to the swept wings) and somewhat weak directional stability (relatively.) In a Dutch roll the aircraft begins to yaw due to a gust or other input. The yaw is slow damping out so the aircraft begins to roll before the yaw is stopped (due to the increased speed of the advancing wing and the increased lift due to the swept wing effect.)
By the time the yaw stops and begins to swing back toward zero slip the aircraft has developed a considerable roll rate and due to momentum plus the slip angle the aircraft continues to roll even once the nose has begun returning to the original slip angle.
Eventually the yaw overshoots the zero slip angle causing the wings to begin rolling back in the opposite direction.
The whole procedure repeats, sometimes with large motions, sometimes witch just a small churning motion. Like all dynamic stability problems, Dutch roll is much worse at high altitudes where the air is less dense.
Dutch roll is almost certain to happen in a jet aircraft is the Yaw dampener is turned off at high altitude. Therefore, the first thing to check if an aircraft begins to exhibit Dutch roll is that the Yaw Dampener is on. The pilot should then try to minimize the yawing oscillations by blocking the rudder pedals (i.e. hold the rudder pedals in the neutral position.) Next apply aileron (spoiler) control opposite to the roll. The best technique to use is short jabs of ailerons applied opposite to the roll. Try to give one quick jab on each cycle (i.e. turn the wheel toward the rising wing, then return it to neutral.)
Finally accelerate to a higher speed, where directional stability will be better, or descend into more dense air, for the same reason.
The Dutch Roll tendency described above is exacerbated when an aircraft has too much lateral stability. Generally pilots prefer to fly aircraft which exhibit neutral static lateral stability, or very slightly positive.
As a result aircraft with both swept and high wings often are too stable. This can be "fixed" by incorporating anhedral (negative dihedral.) The BAE-146 is an example of an aircraft with anhedral.
Many swept wing aircraft suffer a dynamic instability problem known as Dutch Roll.
Dutch roll happens when the aircraft has relatively strong static lateral stability (usually due to the swept wings) and somewhat weak directional stability (relatively.) In a Dutch roll the aircraft begins to yaw due to a gust or other input. The yaw is slow damping out so the aircraft begins to roll before the yaw is stopped (due to the increased speed of the advancing wing and the increased lift due to the swept wing effect.)
By the time the yaw stops and begins to swing back toward zero slip the aircraft has developed a considerable roll rate and due to momentum plus the slip angle the aircraft continues to roll even once the nose has begun returning to the original slip angle.
Eventually the yaw overshoots the zero slip angle causing the wings to begin rolling back in the opposite direction.
The whole procedure repeats, sometimes with large motions, sometimes witch just a small churning motion. Like all dynamic stability problems, Dutch roll is much worse at high altitudes where the air is less dense.
Dutch roll is almost certain to happen in a jet aircraft is the Yaw dampener is turned off at high altitude. Therefore, the first thing to check if an aircraft begins to exhibit Dutch roll is that the Yaw Dampener is on. The pilot should then try to minimize the yawing oscillations by blocking the rudder pedals (i.e. hold the rudder pedals in the neutral position.) Next apply aileron (spoiler) control opposite to the roll. The best technique to use is short jabs of ailerons applied opposite to the roll. Try to give one quick jab on each cycle (i.e. turn the wheel toward the rising wing, then return it to neutral.)
Finally accelerate to a higher speed, where directional stability will be better, or descend into more dense air, for the same reason.
The Dutch Roll tendency described above is exacerbated when an aircraft has too much lateral stability. Generally pilots prefer to fly aircraft which exhibit neutral static lateral stability, or very slightly positive.
As a result aircraft with both swept and high wings often are too stable. This can be "fixed" by incorporating anhedral (negative dihedral.) The BAE-146 is an example of an aircraft with anhedral.
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Comet
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OK, my turn again 
In the 1950s, Britain developed the world's first turbojet passenger aircraft - the Comet - but it was plagued by problems caused by metal fatigue. BOAC aircraft suffered three fatal crashes. Tell me:
1. The date of the crashes
2. The location of the crashes
3. The registrations and call signs of the aircraft involved in the crashes.
In the 1950s, Britain developed the world's first turbojet passenger aircraft - the Comet - but it was plagued by problems caused by metal fatigue. BOAC aircraft suffered three fatal crashes. Tell me:
1. The date of the crashes
2. The location of the crashes
3. The registrations and call signs of the aircraft involved in the crashes.
Sabena and Sobelair - gone but never forgotten.
Louise
Louise
1°) Febr. 5th, 1953
August 4th,1954
October 1st,1954
2°) G-ALYV at Jalalogori, india flight 783
G-ALYY at Stromboli, Italy flight 201
G-ALYP at Elba , Italy flight 781
August 4th,1954
October 1st,1954
2°) G-ALYV at Jalalogori, india flight 783
G-ALYY at Stromboli, Italy flight 201
G-ALYP at Elba , Italy flight 781
When once you have tasted flight, you will forever walk the earth with your eyes turned skyward, for there you have been, and there you will always long to return."
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B744skipper
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1. The date of the crashes
- 02 MAY 1953
- 10 JAN 1954
- 10 APR 1954
2. The location of the crashes
- near Calcutta
- 16 km (10 mls) South off Elba
- near Stromboli, Italy
3. The registrations and call signs of the aircraft involved in the crashes
- G-ALYV (flight 783)
- G-ALYP (flight 781)
- G-ALYY (flight 201)
- 02 MAY 1953
- 10 JAN 1954
- 10 APR 1954
2. The location of the crashes
- near Calcutta
- 16 km (10 mls) South off Elba
- near Stromboli, Italy
3. The registrations and call signs of the aircraft involved in the crashes
- G-ALYV (flight 783)
- G-ALYP (flight 781)
- G-ALYY (flight 201)
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B744skipper
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Oke, here is my question.
Why was/is Lufthansa's (western-Germany's post-war Lufthansa) headquarter based in Cologne, and not in what would have made more sense near it's homebase Frankfurt?
And which two, to the West-German government related, men where at the forefront of establishing the "new" Lufthansa?
Why was/is Lufthansa's (western-Germany's post-war Lufthansa) headquarter based in Cologne, and not in what would have made more sense near it's homebase Frankfurt?
And which two, to the West-German government related, men where at the forefront of establishing the "new" Lufthansa?
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realplaneshaveprops
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B744skipper
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Partially correct, you've got the two West-German government man correct. They where at the forefront of establishing the new Lufthansa.realplaneshaveprops wrote:Cologne was one of the major hubs of LH1 and LH2 was incorporated there. But that city did not have a functional civilian airport until 1957. By that time FRA was already established as the primary gateway of West-Germany.
Hans-Christoph Seebohm, Minister of transportation
Hans M. Bongers
But not the reason why the LH headquarter is based at Cologne, bet let me give a hint:
It has to do something with politics, since the both men mentioned above also did establish an office...........