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About Toryu

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  1. Cold War Movies

    The situation was pretty tight at times, but due to lack of proper communication and a common strategy, the arabs quickly faltered under israeli firepower. Instead of attacking at once at both fronts, the attacks in the north and south were significantly time-shifted and thus Israel quickly got the upper hand. The scenario is plausible, but the situation wasn't dire enough to endanger one of the (supposedly) 13 warheads in a flight that would not use them. That's my 0.02€. There have been no known flights with armed weapons though - and even if they happened, they'd probably still be highly classified. Had an IDF A-4 with a nuke been shot down, the arabs (and soviets) would have used this for propaganda against Israel and the US.
  2. Cold War Movies

    No. Unless they actually did, which then would be classified, so Nesher couldn't talk about it anyway. Thirteen Days was already mentioned. What a great movie - not just plot-wise, but also for their use of original footage and eagerness to recreate the photo-Crusaders (which were actual philippine F-8P airframes).
  3. Sorry for being late to the party. I wouldn't give it a second thought: Driving in the US is generally pretty cool, relaxed and less annoying than back here (Europe, Germany in particular). Way less people with a thing to prove (or two) and nobody drives with a knife between their teeth. Yes, you'll meet the occasional d1ckhead, but show me a place without those... NYC is problably the wrong place for starters, but if you go back for another visit (to a more rural area), you're better off renting. Where's the "more info" part, btw?
  4. If you had to buy a new automobile.

    Volvo is chinese-owned nowadays. The "built like a tank"-quality days are long gone. I'd second the Miata, but with the rag-roof. No kids either here, though.
  5. Share your thoughts about "USN Sky Penis."

    Never understood the fuss. Wasn't the Navy all about waving one's prick about? The same had been done by some RAF Jag pilot in the late 80s. No SJWs and smartphones with internet access back then, though.
  6. The subsonic conversion should be robust and good to go.
  7. Depends on the formula(e) it uses. Most probably no. Keep in mind that the whole ICE-T stuff is just fudging a pressure-measurement into a somewhat useable airspeed guesstimate. It's severely limited, but so far it's the best shot we have. Also, several steps in the ICE-T conversion-process are actually useful (CAS and EAS) for load-calculations as that's basicly what the aircraft "feels" in terms of pressure-distribution. So it's not totally worthless... CAS to EAS involves a ram recovery factor to account for compressibility and EAS to TAS takes air temperature into account. You can squeeze that into a relatively simple formula. When you're going supersonic, though, there's not only the stagation/ ram rise at the entry of your pitot tube, there's also a shock-wave in front of it with a pressure-differential (density-, temperature-differential) accross the shock. In subsonic flow you're measuring total pressure versus static pressure and then figure out a Mach number by taking a fancy formula and entering those two values and the ratio of specific heats (which is 1.4 for anything slower than hypersonic). That Mach number can easily be converted to TAS by knowing OAT. In supersonic flow, that measurement is spoiled by the normal shock-wave in front of the pitot tube, which causes a total-pressure loss and hence inconveniently falsifies your measurement even more. Also, it's hard to solve analytically and you'll need tables to find an answer. Check the Raleigh pitot tube formula and you'll see what I mean. You could figure out the Mach behind the shock (normal shocks always compress to subsonic => use the subsonic formula). Then you can figure out the Mach before the shock via a table/ formula. In any case, the way of determining TAS would then be similar to "subsonic": You'll solve for Mach and then you'd try to go via OAT (which is harder to do than subsonic, as "OAT" is measured behind the shock, which of course gives us a false reading - thanks to another shock table and the Mach-number before the shock which we just figured out, we can figure out the temperature ahead of the shock, though) and work out your TAS.
  8. Sure. I'll do it in SI units, though. 1) We know that lift equals weight. Weight is mass times earth's gravitational acceleration. L = W = m*g 2) We know that L = 0.5*rho*v^2 * CL * S ==>> CL = L / (0.5*rho*v^2*S) m = your mass in [kg] g = earth's average gravitational acceleration, which is 9.81m/s^2 rho = air's density, which under ISA-conditions is approximately 1.225kg/m^3 v = airspeed in [m/s] CL = what we're looking for, dimensionless S = your reference wing-area in [m^2]
  9. Yes. Just figure out your CLmax for each airspeed (it varies with Mach, but assume it to be constant for a first approximation) and apply it to your Excel table.
  10. Short answer: Yes. If your weight goes up, your required lift goes up. That means (all else being equal) you'll have to go faster to achieve the same amount of lift/weight relationship. Determining "g" is nothing but dividing your lift available by your current weight. If "lift = weight", we'll get 1g and so on. "G available" is your lift available (F_L = q*cl*S) divided by your current weight (F_W = m*g). That only works that easily "right side up" (for any other case, you'll have to figure out the components of your lift and weight verctors according to your cartesian system first), but it's a good starter for understanding what "g" actually is. It's nothing but an acceleration based on unequal forces (lift and weight, thrust and drag) acting on your airplane. "9g" means that the wings are providing enough lift to carry 9 times your current weight, or that your airplane accelerates at nine times the earth's free-fall acceleration (hence the term "g") into the lift-direction. All is relative _______ q = 0.5*air-density*v^2 cl = max available lift-coefficient at current Mach S = effective wing-area
  11. A very nice scenario, dtmd! I never cared for the "desert pink"-sheme, but it doesn't look too bad on the Skyhawk at all. FWIW: The book is highly recommeded - it also features a rather interesting cockpit-picture of a TA-4K going straight down and supersonic...
  12. AvWeb Short Final

    Couldn't think of a shittyer, yet more beautiful place to fly than Alaska. As I said before: The CG fellas get way too little credit for their job. Juneau is a very cool airport - basicly between a rock and a hard place (mountains in 3 directions, a hill in the fourth direction). The only IAP-procedures (LDA or RNAV) are offset a couple of degrees and the circling-approaches have you maneuvering in a tight valley - especially if you're in a jet. The ODP is also *interesting* (not so much for a helicopter, though).
  13. Prayers for the families and victims

    No, it's a reference to the bill that is supposed to legalize owenership of silencers (beyond the current boundaries), so that people can buy more useless stuff for their guns so they can be tacticool. In other words: A noontime parkinglot handjob to the gun-lobby.
  14. Saw the film. It was pretty entertaining.

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