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MCSL
08-24-2011, 10:25 PM
The L-1011 was the most advanced commercial aircraft in the world. The TriStar generated profits for many airlines, but Lockheed did not make money from this project.

The Lockheed 1011 offered fuel efficiencies in the midst of the U.S. Fuel Crisis:
"The TriStar will be of tremendous assistance in the current energy crisis since it is replacing older and less economical four-engine airplanes. The TriStar, at average cruise speeds, actually consumes less fuel than several of the older jets***8230;Their 250 seat passenger carrying capability will also be of great assistance in the face of curtailed schedules due to the fuel shortage." Delta Senior Vice President-Marketing Joseph A. Cooper, 1973

First U.S. commercial jetliner able to land with a zero (no visibility) ceiling and with a 700 foot RVR (runway visual range)--meant fewer diversions from inclement weather.
The "New Advanced Automated Navigation System" featured a TV screen that operated like a moving map, which navigated the airplane between cities. It connected to the Auto Pilot and Automatic Landing System, giving truly automatic flight.

http://deltamuseum.org/M_Education_DeltaHistory_Aircraft_Lockheed_L-1011.htm

http://l1011.homestead.com/

http://www.youtube.com/watch?v=sXEL0zmjtsA

http://flytristar.tripod.com/photo_airline02/photobox13/n254.jpg

MCSL
08-24-2011, 10:26 PM
TriStar Details

http://flytristar.tripod.com/article/art07.html

http://www.tristar500.net/specifications/cutaway.jpg

Dave 330i
08-25-2011, 05:44 AM
:dunno:

carve
08-25-2011, 08:54 AM
Yes- I'm aware that airplane existed. I even flew in one once when I was a kid. Did you have a point?

beewang
08-25-2011, 09:03 AM
:dunno:

+1

WTF is wrong w/ you??!!:p

AndrewZ
08-25-2011, 09:23 AM
Without posting links or talking robot, could you please explain what the purpose of this thread was? Is the plane retiring or something? :dunno:

Zeke77
08-25-2011, 09:28 AM
Since you bring it up, I'm actually quite happy these rigs are no longer flying commercially:

Notable accidents and incidents (Wikipedia:)

*The 1972 crash of Eastern Air Lines Flight 401 in the Everglades as a result of the flight crew's failure to monitor the flight instruments during a malfunction of the landing gear position indicator system was the subject of two TV movies, Crash and The Ghost of Flight 401. It was also broadcast on a Mayday episode.[55][56]

*In August 1980, a fire destroyed the L-1011 used for Saudia
Flight 163 on the ground after the pilots made an emergency landing at Riyadh's International Airport due to fire in the rear of the aircraft. Delays in initiating the evacuation of the aircraft resulted in the deaths of all 287 passengers and 14 crew.[57][58]

*On December 23, 1980, Saudi Arabian Airlines Flight 162, a tire on an L-1011 exploded, penetrating the passenger cabin. The L-1011 lost cabin pressure and two passengers fell out of the aircraft.[59]

*On September 22, 1981, an Eastern Airlines L-1011, registration N309EA,[60] flying from Newark, New Jersey to San Juan, Puerto Rico, suffered an uncontained failure of its number two (tail) engine at 14,500 feet (4,400 m).[61] The fragments from that engine inflicted damage on all four of its hydraulic systems, which were close together in the tail structure. However, fluid was lost in only three of the four systems, because the fragments impacted but did not puncture the lines for that fourth system. The fluid which remained pressurized in that fourth system enabled the captain to land the aircraft safely at John F. Kennedy International Airport, with some limited use of the outboard spoilers, the inboard ailerons and the horizontal stabilizer, plus differential engine power of the remaining two engines. There were no injuries. That additional fourth hydraulic control system saved the L-1011 and all on board (three such systems are used on the DC-10).[62][63]

*On May 5, 1983, Eastern Air Lines Flight 855, a L-1011 registration N334EA, while flying from Miami to Nassau, shut down the #2 engine due to low oil pressure and began a return to Miami. Both of the remaining engines later failed. Without power, flight 855 descended from 13,000 to 4,000 feet (1,200 m) before the #2 engine was restarted and the aircraft landed in Miami without injuries. Incorrect engine maintenance had led to the loss of oil on all three engines.[64]

*In August 1985, Delta Air Lines Flight 191 crashed while approaching Dallas-Fort Worth International Airport in micro burst conditions. The crash killed eight of 11 crew members and 128 of the 152 passengers on board as well as one person on the ground.[65][66]
On 18 October 1985, a Jordanian Airlines Lockheed L-1011 TriStar experienced an inflight fire at 24,000 feet while on approach to Singapore. The fire burnt though the rear pressure bulkhead, causing explosive depressurisation of the cabin. The air rushing out of the cabin extinguished the fire, saving the aircraft.[67]

*On July 30, 1992, the captain of TWA Flight 843 aborted the takeoff shortly after liftoff from JFK, in response to a false stall warning. The aircraft landed too hard, breaking a wing spar and starting a fire. All 292 passengers and crew evacuated safely, with only 10 minor injuries. The L1011 was destroyed by fire.[69]
[edit] Aircraft on display

jw
08-25-2011, 09:36 AM
Didn't the L-1011 crash flying between Sydney and LA on a mysterious tropical island that had strange magnetic properties with polar bears and strange monsters roaming about?

4 8 15 16 23 42

1985mb
08-25-2011, 11:32 AM
For a while, the 3-engine layout was quite popular in airliner design (the L-1011, DC-10, etc.) but I guess with the Airbus A-300 twin engines became the norm (except for the jumbos obviously)

MB330
08-25-2011, 11:39 AM
For a while, the 3-engine layout was quite popular in airliner design (the L-1011, DC-10, etc.) but I guess with the Airbus A-300 twin engines became the norm (except for the jumbos obviously)

I think, it's Boeing who start using twin engine, way before Airbus was born.
Right after 3 engines 727 we have 737.

1985mb
08-25-2011, 01:03 PM
I think, it's Boeing who start using twin engine, way before Airbus was born.
Right after 3 engines 727 we have 737.

Twin engine planes did indeed exist long before airbus (and before the 737....before the jet age even). But those were narrow-body and relatively short distance airliners. I dont think the 737 replaced too many DC10s in passenger fleets.

developing a *wide-body* twin engine airliner was a game changer, was the point I was trying to make. following the A300 there were a host of twin engine airbus models and the Boeing 767, 777,787, etc which equaled or surpassed the L-1011 or DC-10's range and passenger capacity

cwsqbm
08-25-2011, 01:58 PM
Without posting links or talking robot, could you please explain what the purpose of this thread was? Is the plane retiring or something? :dunno:

You look for purpose in an MCSL thread? That'd be like a TXSTYLE thread without a smilie.

MatWiz
08-25-2011, 02:07 PM
+1

WTF is wrong w/ you??!!:p

:rofl::rofl::rofl:

carve
08-25-2011, 02:59 PM
The L-1011 was the most advanced commercial aircraft in the world. The TriStar generated profits for many airlines, but Lockheed did not make money from this project.

The Lockheed 1011 offered fuel efficiencies in the midst of the U.S. Fuel Crisis:
"The TriStar will be of tremendous assistance in the current energy crisis since it is replacing older and less economical four-engine airplanes. The TriStar, at average cruise speeds, actually consumes less fuel than several of the older jets***8230;..Their 250 seat passenger carrying capability will also be of great assistance in the face of curtailed schedules due to the fuel shortage." Delta Senior Vice President-Marketing Joseph A. Cooper, 1973

First U.S. commercial jetliner able to land with a zero (no visibility) ceiling and with a 700 foot RVR (runway visual range)--meant fewer diversions from inclement weather.
The "New Advanced Automated Navigation System" featured a TV screen that operated like a moving map, which navigated the airplane between cities. It connected to the Auto Pilot and Automatic Landing System, giving truly automatic flight.

http://deltamuseum.org/M_Education_DeltaHistory_Aircraft_Lockheed_L-1011.htm

http://l1011.homestead.com/

http://www.youtube.com/watch?v=sXEL0zmjtsA

http://flytristar.tripod.com/photo_airline02/photobox13/n254.jpg

Pangolin

http://www.suprmchaos.com/pangolin_082102.jpg
A pangolin, also scaly anteater or Trenggiling, is a mammal of the order Pholidota. There is only one extant family (Manidae) and one genus (Manis) of pangolins, comprising eight species. There are also a number of extinct taxa. Pangolins have large keratin scales covering their skin and are the only mammals with this adaptation.[2] They are found in tropical regions of Africa and Asia. The name "pangolin" derives from the Malay word pengguling ("something that rolls up").

Pangolins are nocturnal animals, and use their well-developed sense of smell to find insects. The long-tailed pangolin is also active by day. Pangolins spend most of the daytime sleeping, curled up into a ball.[3]

http://www.itsnature.org/wp-content/uploads/2010/04/pangolin.jpg

Pangolins were classified with various other orders, for example Xenarthra, which includes the ordinary anteaters, sloths, and the similar-looking armadillos. But newer genetic evidence[4] indicates that their closest living relatives are the Carnivora, with which they form the clade Ferae.[5] Some paleontologists have classified the pangolins in the order Cimolesta, together with several extinct groups.





http://www.factzoo.com/sites/all/img/mammals/baby-pangolin.jpg

Ishniknork
08-25-2011, 07:12 PM
And just what does that have to do with the number 42?

MMME30W
08-25-2011, 07:15 PM
Pictures of airplanes are ok in OT in my book. :D

1Dreamer
08-25-2011, 07:29 PM
:D

Mopeds are a type of low-powered motorcycle designed to provide economical and relatively safe transport with minimal licensing requirements.

Mopeds were once all equipped with bicycle-like pedals (the source of the term, motor + pedal), but moped has been increasingly applied by governments to vehicles without pedals, based on their restricted engine displacement, speed, and/or power output. Mopeds occasionally resemble powered bicycles, but most are now step-through designs (of both kinds, having either large or small wheels) and step-over designs similar to a regular motorcycle. Although mopeds usually have two wheels, in some jurisdictions low-powered three or four wheeled vehicles are also classified as mopeds.

http://www.vaporsmagazine.com/wp-content/uploads/2008/09/dsc00897.jpg

chivas
08-25-2011, 07:47 PM
:D

The aardvark is vaguely pig-like in appearance. Its body is stout with an arched back and is sparsely covered with coarse hairs. The limbs are of moderate length. The front feet have lost the pollex (or 'thumb'), resulting in four toes, while the rear feet have all five toes. Each toe bears a large, robust nail which is somewhat flattened and shovel-like, and appears to be intermediate between a claw and a hoof. The ears are disproportionately long, and the tail is very thick at the base and gradually tapers. The greatly elongated head is set on a short, thick neck, and the end of the snout bears a disc, which houses the nostrils. The mouth is small and tubular, typical of species that feed on termites. The aardvark has a long, thin, snakelike, protruding tongue and elaborate structures supporting a keen sense of smell.

An aardvark's weight is typically between 40 and 65 kg. An aardvark's length is usually between 1 and 1.3 m, and can reach lengths of 2.2 m when its tail (which can be up to 70 centimeters) is taken into account. It is the largest member of the proposed clade Afroinsectiphilia. The aardvark is pale yellowish gray in color and often stained reddish-brown by soil. The aardvark's coat is thin and the animal's primary protection is its tough skin. The aardvark has been known to sleep in a recently excavated ant nest, which also serves as protection from its predators.

One of the most distinctive characteristics of the Tubulidentata is their teeth. Instead of having a pulp cavity, each tooth has a cluster of thin, upright, parallel tubes of vasodentin (a modified form of dentine), with individual pulp canals, held together by cementum. The teeth have no enamel coating and are worn away and regrow continuously. The aardvark is born with conventional incisors and canines at the front of the jaw, which fall out and are not replaced.

http://www.enchantedlearning.com/agifs/Aardvark_bw.GIF

1Dreamer
08-25-2011, 08:27 PM
:D

The aardvark is vaguely pig-like in appearance. Its body is stout with an arched back and is sparsely covered with coarse hairs. , , , , , ,

:rofl: This thread is getting pretty funny. :)

MCSL
08-25-2011, 10:20 PM
Dawn breaks over the desert in Palmdale, California. The morning silence is broken by a Lockheed L-1011 TriStar, on a runway that would normally be deserted. The great tri-jet gains speed and rises smoothly into the air, makes a perfect turn and disappears in the direction of the rising sun.

Less than five hours later the same aircraft begins its descent to Washington, on the opposite side of the American continent. The perfect approach to the runway if followed by an equally perfect landing, and the aircraft rolls to a halt at Dulles International Airport.

Nothing extraordinary, you may think. Just another smooth L-1011 flight. But with one difference: from the time the aircraft took up position on the runway at Palmdale, the pilot did not once touch the controls! The TriStar's advanced automatic systems did all the work! The members of the Lockheed test flight team were practically passengers while the aircraft piloted itself, from take-off until landing, 2500 miles away.

This was the first fully automatic coast-to-coast flight to be made in America. The date: 25th May 1972, less than a month after the first TriStar entered service with commercial airlines.

http://panamair.org/aircraft/LockheedL1011.htm

http://rareaviation.com/store/cart.php?target=product&product_id=14972&category_id=3587

http://rareaviation.com/store/cart.php?target=product&product_id=14973&category_id=3587

http://www.tristar500.net/features/L-1011_Features.pdf

http://www.youtube.com/watch?v=5m-VjlNrHtM

http://panamair.org/aircraft/LockheedL1011/l1011.jpg

CaliJeff
08-26-2011, 01:49 AM
I miss seeing the rotating beacon as an L1011 flew at night.

gjwilson
08-26-2011, 12:01 PM
:D

Mopeds are a type of low-powered motorcycle designed to provide economical and relatively safe transport with minimal licensing requirements.

Mopeds were once all equipped with bicycle-like pedals (the source of the term, motor + pedal), but moped has been increasingly applied by governments to vehicles without pedals, based on their restricted engine displacement, speed, and/or power output. Mopeds occasionally resemble powered bicycles, but most are now step-through designs (of both kinds, having either large or small wheels) and step-over designs similar to a regular motorcycle. Although mopeds usually have two wheels, in some jurisdictions low-powered three or four wheeled vehicles are also classified as mopeds.

http://www.vaporsmagazine.com/wp-content/uploads/2008/09/dsc00897.jpg


http://www.virginmedia.com/money/features/its-worth-how-much.php?ssid=2

http://www.virginmedia.com/images/Quadrophenia_moped-431x300.jpg

A Lambretta scooter from the cult film Quadrophenia was spotted rusting and abandoned in a garden in Portsmouth. It's now been restored and is set to sell for £25,000 at auction.

Griffoun
08-26-2011, 12:36 PM
Dawn breaks over the desert in Palmdale, California. The morning silence is broken by a Lockheed L-1011 TriStar, on a runway that would normally be deserted. The great tri-jet gains speed and rises smoothly into the air, makes a perfect turn and disappears in the direction of the rising sun.

Less than five hours later the same aircraft begins its descent to Washington, on the opposite side of the American continent. The perfect approach to the runway if followed by an equally perfect landing, and the aircraft rolls to a halt at Dulles International Airport.


:D

The aardvark is vaguely pig-like in appearance. Its body is stout with an arched back and is sparsely covered with coarse hairs. The limbs are of moderate length. The front feet have lost the pollex (or 'thumb'), resulting in four toes, while the rear feet have all five toes. Each toe bears a large, robust nail which is somewhat flattened and shovel-like, and .....

Dawn breaks over the desert in Sahara. The morning silence is broken by a baby aardvark screaming for mommy which is just a few hundred feets away. The great aardvark mother gains speed and rises smoothly into the air, makes a perfect turn and disappears in the direction of the rising sun.

Less than five seconds later the same aardvark mother begins its descent to comfort the baby aardvark. The perfect approach is followed by an equally perfect landing, and the mother rolls to a halt next to the baby....

This was the first flying aardvark ever witnessed by human. The date: 26th Sep 2010, less than a month after the crying baby aardvark was born.


http://fc03.deviantart.net/fs70/i/2010/269/4/2/the_flying_aardvark_by_jockeer90-d2ziinz.jpg

carve
08-26-2011, 01:40 PM
...the Aardvark family, weary from the flight, clamber over to the nearest ant hill to replinish their energy. Suddenly, two balls of razor-sharp mamalion kreatin scales comes rolling down the hill at great speed. Mamma Aardvark pushes the baby away at the last second and receives severe laceration on her leg. The balls spring open to reveal what appears to be two much smaller Aardvarks, but these are heavily armored. This ant hill has already been claimed by the mighty Pangolin. The pangolin has recently discovered it belongs to the majestic and aggressive order Carnivora rather than the timid and pathetic Tubulidentata. It brandishes it's blades and claws as a warning to the much larger interloper. It feels that membership to this new order must be earned, and it has something to prove. The Aardvark backs up in fear, but realizes that being the last living species of Tubulidentata, and the only one that can fly, she has the weight of all her ancestors and descendents on her shoulders and must stand her ground. The epic battle is about to begin....

http://upload.wikimedia.org/wikipedia/commons/thumb/b/be/Aardvarks.jpg/220px-Aardvarks.jpg http://www.reuters.com/resources/r/?m=02&d=20080110&t=2&i=2722015&w=460&fh=&fw=&ll=&pl=&r=2008-01-10T041104Z_01_NOOTR_RTRIDSP_0_ENVIRONMENT-CHINA-PANGOLINS-DC

cwsqbm
08-26-2011, 01:50 PM
http://www.itsnature.org/wp-content/uploads/2010/04/pangolin.jpg

Its a pokemon!!!

MCSL
08-26-2011, 08:46 PM
"The time and cost overruns of the L-1011 TriStar compared to the DC-10 happened for a very good reason: it was a superior aircraft in nearly every way.

The race to produce the three-engine jumbos is well documented (along with McDonnell-Douglas's many short cuts) in Destination Disaster by the London Sunday Times Insight team.

Among the details I remember: the L-1011's rear engine was faired into the fuselage/tailplane assembly in a far more sophisticated (and expensive) design than the DC-10's banjo construction, giving a larger vertical stablizer as well as a much more elegant profile; avionics and control systems had greater redundancy; and then there was the matter of that cargo door.

I've made many pleasant flights on TriStars, with TWA and British Airways. It was one of those planes that inspire confidence. It felt solid and right. A tight ship.”

“Having been an engineer working on the L1011 for about 30 years I can say it was the best built and engineered aircraft ever made. So far ahead of its time, they did need a lot of tender loving care, but what a machine."

http://www.super70s.com/Super70s/Tech/Aviation/Aircraft/L-1011.asp

http://flytristar.tripod.com/gallery/airline1.html

http://www.tristar500.net/specifications.htm

http://www.tristar500.net/features/TriStar500.pdf

http://www.youtube.com/watch?v=KNwEypz31Nc

http://www.tristar500.net/memorabilia/L-1011_Atlantis2.jpg

MCSL
08-26-2011, 10:35 PM
Rolls Royce RB211-524B High-Bypass-Ratio Turbofan Engine

Lockheed's engineers knew they needed a shorter engine to fit inside the tail. Rolls-Royce had one under development that fit this parameter. Initially Lockheed was excited to team with Rolls-Royce on the TriStar project. Rolls-Royce was working on a "three-spool" engine designed that promised much greater engine efficiency than was offered by other jet engines.

In the three-spool design three turbines spin separate shafts to power three sections of the compressor area running at different speeds. In addition to allowing each stage of the compressor to run at the ideal speed, the three spool design is also more compact and rigid, although more complex to build and maintain. And having one more shaft than usual, the fan rotation speed is reduced resulting in less noise.

The RB211 engines have a by-pass ratio of 5:1, driving some 70 percent of the thrust around the outside of the core. In fact the TriStar still complies with Stage III regulations without any engine modification required.

The three-shaft architecture, first introduced on the RB211-22B, allows an engine to have fewer stages giving a shorter, stiffer structure. This technology allows the rotors to run to their optimum speeds thereby reducing the need for compressor variable guide vanes.

The innovative wide-chord fan blades, allow a reduction in the number of fan blades, increasing efficiency, reducing noise and giving unrivalled protection against foreign object damage.

http://www.rolls-royce.com/civil/products/largeaircraft/rb211_524/

http://www.flightsim.com/main/feature/l1011-1.htm

http://www.flightsim.com/feature/l1011-1/EngSchematic.jpg

carve
08-26-2011, 10:52 PM
While the first 3-spool engine is impressive, your drawings only show two spools and have almost nothing to do with ant eaters or mopeds.

MCSL
08-28-2011, 09:28 PM
"Stargazer" is an L-1011 commercial transport aircraft modified to serve as the launch platform for Orbital’s air-launched Pegasus rocket as well as a platform for airborne research projects. The L-1011 has been used to successfully launch 32 Pegasus rockets as well as the captive carry flights of the X-34 reusable launch vehicle demonstrator. The aircraft has also been used to conduct various airborne research projects including the NASA Adaptive Performance Optimization (APO) project.

Orbital’s L-1011 airborne launch and research platform enhancements include:
• Fully equipped as an airborne platform providing power, data, video monitoring and telemetry transmission,
• Efficient design for rapid test equipment installation and removal,
• The unique external payload hook system can support an externally mounted pallet for aerial research equipment or for external release,
• Launch Panel Operator (LPO) station to monitor and control payload

http://www.orbital.com/SpaceLaunch/L1011/

http://www.orbital.com/NewsInfo/Publications/L1011.pdf

http://www.youtube.com/watch?v=NdbWXzUSNFI

http://www.orbital.com/images/low/Dart-Launch.jpg

MCSL
08-28-2011, 09:29 PM
After a flawless countdown and flight, NASA's AIM spacecraft is ready to begin a two-year mission to study Earth's highest clouds. The 430-pound satellite's ride into orbit was provided by a Pegasus XL rocket. Built by Orbital Sciences, the Pegasus is a unique vehicle that begins its flight secured to the underbelly of a modified L-1011 passenger jet known as the "Stargazer." Once the L-1011 reaches an altitude of 39,000 feet, the Pegasus was released for its 10-minute powered flight into space.

NASA's AIM spacecraft began its mission April 25, 2007 after a flawless ride to Earth orbit. Launch took place at 1:26 PDT. Launch operations at Vandenberg Air Force Base in California ran smoothly, with no technical or weather issues causing concern.

The Aeronomy of Ice in the Mesosphere (AIM) mission is the first detailed exploration of Earth's unique and elusive clouds that are literally on the "edge of space." Other space-based and ground-based measurements have probed some aspects of this unusual phenomenon in Earth's mesosphere (the region just above the stratosphere), but very little is known about how these clouds form over the poles, why they are being seen at lower latitudes than ever before, or why they have been growing brighter and more frequent. Some scientists have suggested that these polar mesospheric clouds may be the direct result of human-induced climate change.

Over the course of its mission, AIM will help answer these questions by documenting for the first time the entire complex life cycle of these clouds. With this information, scientists will be able to resolve many of the mysteries about how these clouds form and be better able to predict how they will change in the future.

http://www.nasa.gov/mission_pages/aim/launch/index.html

http://www.orbital.com/NewsInfo/Publications/Pegasus_fact.pdf

http://www.marshallaerospace.com/assets/docs/Design%20and%20Engineering%20Case%20Studies.pdf

http://www.youtube.com/watch?v=0nUNNEFNduE

http://www.orbital.com/images/low/Pegasus_ORB4.jpg

1Dreamer
08-29-2011, 03:53 AM
After the end of WWI, with Europe's map completely redrawn, the short period until the Great Depression of the '30s was not conducive to the developemnt of the moped. While motorcycle manufacturing boomed, largely fuelled by the rapid re-armament needs on all sides, it seemed that the low-cubic, low-speed moped would become extinct forever.

Except nobody factored in WWII. After the war ended in Europe, the demand for simple and economical (read: cheap and affordable), means of transportation skyrocketed. Nobody could afford a car, or even a motorcycle. Most factories were in ruins anyway. In Southern European countries, like Italy and France, people got around on bicycles. This was fertile breeding ground for the rebirth of the moped and also gave us the other Italian cultural icon, the scooter. Bicycle makers (most of which were also motorcycle manufacturers) all started offering small auxiliary engines for their bicycles. Motobecane, Peugeot, Ducati, Moto Guzzi all got into the act.

The first giant leap forward was the appearance of the Velosolex, a giant among the dwarfs. If you ever rode a Velo, either with its engine running or as a bicycle, you'll appreciate how well that entire machine was constructed. Originally equipped with a 33cc engine (later to grow to 42 then 49) it had a friction roller over the front wheel. You could engage-disengage the power with a lever. You had to help sometimes going uphill, but that was part of the experience. The Solex became a genuine cult idol, and rightly so. Amazingly, after more than 50 years, it'still going strong.

The scene changed dramatically, when Steyr-Puch of Austria, the company founded by Johann Puch, a master bicycle maker in the late 1800's, introduced the first MS-50 in 1952. It represented a dramatic departure from the bicycle-based design principles; with its steel pressed frame, fan-boosted engine cooling, 2-speed handlebar-shifted gearbox and an elaborate electrical system it had more in common with 'real' motorcycles; the first moped that was designed to be driven by its engine most of the time.

The MS-50 design's success attracted many followers and became the kingpin of its era. It remained in production virtually unchanged until 1982. They reached North-America in the late '50s through the Sears catalogue, as the Allstate Mo-Ped.

As Europe gradually recovered economically, again it looked that the moped, originally intended as a stopgap measure would disappear, this time for good. Instead, it kept on flourishing and its popularity went on to become a craze.There were moped races, clubs, meets and trips.

http://www.torontomopeds.com/mopedsarecoming1.gif

carve
08-29-2011, 09:23 AM
The General Dynamics F-111 "Aardvark" was a medium-range interdictor and tactical strike aircraft that also filled the roles of strategic bomber, reconnaissance, and electronic warfare in its various versions. Developed in the 1960s by General Dynamics, it first entered service in 1967 with the United States Air Force. The Royal Australian Air Force (RAAF) also ordered the type and began operating F-111Cs in 1973.

The F-111 pioneered several technologies for production aircraft, including variable-sweep wings, afterburning turbofan engines, and automated terrain-following radar for low-level, high-speed flight. Its design influenced later variable-sweep wing aircraft, and some of its advanced features have since become commonplace. During its initial development the F-111 suffered a variety of problems, and several of its intended roles, such as naval interception, with the F-111B, failed to materialize.

USAF F-111 variants were retired in the 1990s with the F-111Fs retired in 1996 and EF-111s retired in 1998. In USAF service, the F-111 has been effectively replaced by the F-15E Strike Eagle for medium-range precision strike missions, while the supersonic bomber role has been assumed by the B-1B Lancer. The RAAF was the last operator of the F-111, with its aircraft serving until December 2010.

http://upload.wikimedia.org/wikipedia/commons/thumb/a/a3/F-111F_dropping_high-drag_bombs.jpg/800px-F-111F_dropping_high-drag_bombs.jpg

MB330
08-29-2011, 09:28 AM
http://www.jpzaixian.com/modules/ticket/images/plane/TU144_1.jpg

The Tupolev Tu-144 (NATO name: "Charger'") was a Soviet supersonic transport aircraft (SST) and remains one of only two SSTs to enter commercial service, the other being the Anglo-French Concorde. The design, publicly unveiled in January 1962, was constructed under the direction of the Soviet Tupolev design bureau, headed by Alexei Tupolev.[1] and was Tupolev's only supersonic commercial airliner, as the company's other supersonic aircraft, were designed and built to military specifications.
The prototype first flew on 31 December 1968 near Moscow,[1] two months before the first flight of the Concorde. The Tu-144 first broke the sound barrier on 5 June 1969, and on 15 July 1969 and became the first commercial transport to exceed Mach 2.
The Tu-144 was outwardly similar to the Concorde, under development at the same time by Aérospatiale/British Aircraft Corporation, and allegations were frequently made that Soviet espionage services had stolen Concorde technology, leading to the Tu-144 gaining the nickname, "Konkordski" or "Concordski".
The Tu-144 suffered a crash in 1973 at the Paris Air Show, delaying its development. The aircraft was introduced into passenger service on 1 November 1977, almost two years after the Concorde. In May 1978, another Tu-144 crashed while being delivered, and the passenger fleet was permanently grounded after only 55 scheduled flights. The aircraft remained in use as a cargo plane until 1983, by which point a total of 102 commercial flights had been completed. The Tu-144 was later used by the Soviet space program to train pilots of the Buran spacecraft, and by NASA for supersonic research.

Inline Sixer
08-29-2011, 03:19 PM
Epic! I laughed so hard, regrettably, coffee started pouring out my nose. :rofl:

javelina1
08-30-2011, 06:25 PM
on the topic of turbine powered rigs... probably better suited for a centrifugal compressor deployment.

ronrich
08-30-2011, 06:42 PM
http://upload.wikimedia.org/wikipedia/commons/thumb/a/a3/F-111F_dropping_high-drag_bombs.jpg/800px-F-111F_dropping_high-drag_bombs.jpg

Damn fine Aircraft. I miss it.

Ishniknork
08-30-2011, 07:39 PM
Damn fine Aircraft. I miss it.
That's nice to hear. My deceased uncle, an engineer, worked on the F-111 at GD in Fort Worth. It made me think of him, so thank you.

I never thought it looked like an aardvark though...:dunno:

MCSL
09-03-2011, 11:42 PM
LOCKHEED-CALIFRORNIA COMPANY

BURBANK, Calif. -- The L-1011 TriStar is the first in a series of Lockheed wide-bodied commercial airliners designed to meet the traffic demands of the 1970s and beyond.

One of the new generation advanced technology jetliners, the three-engine L-1011 will be one of the most flexible commercial transport aircraft in airline inventories when it first enters service in April 1972.

The basic version of the TriStar, now in production, will carry loads of 250 to 400 passengers and cargo over distances of more than 3,500 statue miles (5,600 km). Its maximum capacity is 45,750 pounds.

Its three Rolls-Royce RB.211 turbofan engines offer two outstanding features: economic fuel consumption and low nose and smoke emissions well below Federal Aviation Administration requirements.

The TriStar will operate on short, medium and long haul routes, as well as over many transoceanic routes. Size of this aircraft has been based upon the knowledge that an airliner capable of this versatility will fulfill most of the free world traffic requirements in the 1970s and beyond.

The Rolls-Royce RB.211 engine for the basic L-1011 is a high bypass-ratio turbofan design, rated at 42,000 pounds (18,180 kg) of maximum takeoff thrust. Inherent in the design is the capability to produce higher thrust without major modifications.

The TriStar's propulsion arrangement, with two engines mounted on pylons under the wings and a third at the rear of the fuselage, assures optimum balance, minimum structural weight and minimum aerodynamic drag.

The three-engine configuration was selected because it will offer greater growth potential in range and payload and give the airline operators better route versatility.

Compared with a two-engine transport, a three-engine aircraft can be dispatched under more adverse weather conditions and is subject to less constraint on over-water operations.

More efficient engines, advanced aerodynamic features and large passenger and cargo capacity will make the TriStar's direct operating costs per seat mile equal to or lower than those of earlier jetliners.

Sophisticated avionics systems provide the L-1011 with true all-weather operational capability necessary for safe, reliable airline service.

Introduction of the TriStar into scheduled service will require no major airport changes. The L-1011's takeoff and landing characteristics, low noise levels, "light footprint" landing gear, airport compatibility and a high degree of self-sufficiency where ground facilities are minimal will assure a smooth integration into the existing system of airports.

The basic TriStar is 178 feet, 8 inches long and has a wing span of 155 feet, 4 inches. Ground maneuvering capability will permit execution of sharp turns on runways, taxiways and in terminal paring areas.

Pavement stress with the TriStar will be no greater than those imposed by earlier jetliners. The L-1011 is equipped with a two-strut, four-wheel-bogie main landing gear.

Recognition of the public's concern with increasing noise in the vicinity of airports has influenced development of the TriStar. The TriStar will be quieter than any commercial jet aircraft now flying or scheduled to enter airline service.

Lockheed's L-1011 will be from 60 to 70 per cent less annoying around airports than current DC-8/707 type jets and from 20 to 30 per cent less annoying than three-engine 727 aircraft.

In addition, L-1011 noise at airports will be substantially below the Federal Aviation Administration levels specified for new transport aircraft, which in many cases represent a 50 per cent reduction in noise heard by the human ear.

The TriStar's RB.211 turbofan engine achieves much of its thrust by passing about five times more air at low temperature and low velocity through the engine fan than through the engine core. High-temperature, high-velocity jet exhaust has been a primary noise source in previous engines.

Rolls-Royce has also eliminated fan inlet guide vanes and has optimized the spacing and number of outlet guide vanes to reduce the siren effect of the fan, particularly on approach, landing and taxiing.

The unique three-shaft construction of the Rolls-Royce engine permits more efficient design with no need for supercharging booster stages, all resulting in lower noise.

The efficient nose-absorbent lining for the engine ducts of the RB.211, developed jointly by Lockheed and Rolls-Royce, provides additional quieting, resulting in further lessening of airport noise.

Strategic location of passenger doors, eliminating over-wing exits, in combination with a wide, spacious cabin provides L-1011 operators with great latitude in the choice of interior seating arrangements.

Improved passenger appeal is afforded by the spacious cabin, which features roomier seats, a high, flat ceiling, sidewall storage cabinets for carry-on articles, wide-screen entertainment, and a tasteful decor. Two wide aisles, running the full length of the cabin, complement seating arrangements. The 19 foot 7 inch wide (5.97 m) interior is well suited for high-density seating without overcrowding, a feature of special interest to tour operators. Wide cross aisles between each pair of double-width entry doors make boarding and deplaning easier for passengers. Controls for passenger utilities such as reading lights, air outlets, stewardess call buttons, and entertainment are located conveniently in the seat arm rests.

Basic interior arrangements include seven lavatories, two forward and five aft, but additional lavatories are available as options. These are large, well-lighted facilities featuring modular replenishment of service items and infant care facilities.

The below-deck galley, a Lockheed innovation, is a bonus feature made possible by the L-1011's large fuselage. It is completely equipped for the preparation and service of hot or cold foods and beverages, plus sufficient stowage space for two-meal service.

Foods and beverages are stowed in insulated serving carts that load directly through the galley's separate door, precluding interference with passenger and cargo loading, and aircraft servicing. Ovens, cold storage units, refrigerators, wast receptacles, and working areas are arranged efficiently within the twenty-foot long, six-foot high galley.

Food is prepared in high-speed ovens, returned to the carts, and lifted to the main cabin in two elevators. complete meals then are served to passengers from the carts.

An above-deck galley configuration is available for those airline operators with high cargo demands.

http://www.youtube.com/watch?v=1i_f8ah6cu8

http://widebodyaircraft.nl/l1011ba.jpg

MCSL
09-03-2011, 11:44 PM
Baggage and cargo are accommodated below deck in three compartments -- forward, center and aft. The forward and center compartments are designed to accept preloaded containers. Four large full-width or eight half-width containers can be loaded in each of these compartments.

The containers conform to airline requirements for interchange-ability and can be rapidly loaded or unloaded by one man using an integral, power-driven handling system. The aft compartment is reserved for bulk material and animals. All compartments are pressurized, insulated and heated.

Other features of the L-1011 include provision for all-weather operations, a flying stabilizer and placement of the center engine in the aft fuselage.

Advanced fail-operational avionic equipment, together with direct lift control, make the L-1011 an all-weather aircraft. Glide slope and rate of descent deviations are minimized, thereby decreasing touchdown dispersion patterns.

Designed initially for Category II all-weather operation, avionic equipment now under development will qualify the aircraft for Category III all-weather landings. Designed for use with the basic automatic landing system, the new equipment an be installed at a later date.

Pitch control of the L-1011 is effected by movement of the entire horizontal stabilizer rather than by elevators alone. At low speeds, pitch control is increased the the use of elevators geared to the stabilizer, thus varying the control surface camber and increasing aerodynamic efficiency. The flying stabilizer precludes accidents associated with takeoff mistrim, runaway trim problems and jet upset because the pilot has continuous pitch control throughout the entire speed range of the aircraft.

Placing the center engine in the aft fuselage has both functional and ergonomic advantages. Gradual tapering of the fuselage to the engine diameter rather than to a relatively pointed tail cone increases the seating area in the aft cabin. Additionally, engine exhaust helps to reduce drag by effectively smoothing afterbody airflow.

The relatively low position of the center engine, as contrasted to one mounted above the fuselage, simplifies routine servicing and engine changes with a consequent reduction of maintenance cost. Through design interaction, the fuselage engine location also beneficially affects the height of the vertical tail, the position of the wing engines, the location oft he center fuselage passenger doors, and wing and tail structural weight.

The TriStar structure is designed for unlimited fatigue life, meaning that with normal maintenance and repair the life of the structure will be limited only by economic obsolescence.

Corrosion prevention is achieved by selected use of corrosion-resistant materials and surface protective coatings, use of sealants in the installation of all structural fasteners.

The fuselage is a semimonocoque shell consistent of aluminum alloy with skin and stringers supported by frames at 20-inch (50.8 cm) intervals. It will be pressure designed for a cabin altitude of 8,000 feet (2,438.4 m) at an altitude of 42,000 feet (12,801.6 m).

The wing structure is a two-spar box beam of upper and lower surface skins reinforced with stringer and rib installations.

The vertical fin is a two-spar box-beam design with a skin cover of aluminum sheet metal and stringers for reinforcement. The horizontal stabilizer is a box-beam spar assembly with a removable leading edge and tip.

Fuel capacity of the TriStar is 156,000 pounds (70,760 kg). Each wing contains two integral fuel tanks. The two inboard tanks feed the wing-mounted engines, and the outboard thanks collectively feed the after center engine through a flow equalizer.

There are four independent hydraulic systems in the L-1011 to provide safety and redundancy to flight controls. All four systems share equally the primary flight control loads. In addition, two of the systems carry secondary flight control loads and utility functions such as the leading edge devices, landing gear, brakes and nose wheel steering .

In normal operation, the landing gear is lowered hydraulically, but the pilot can unlatch the gear from the cockpit for free-fall lowering. The main wheel brakes have an anti-skid system for good braking control.

To achieve a low direct maintenance cost, the adoption of modular design concepts, "on-condition" predictive maintenance and progressive overhaul are provided for during design and development. The goal of the L-1011 maintainability program is to provide a design that is capable of being maintained during the period when the aircraft cannot be normally employed for revenue service.

The L-1011 has been designed for 99 per cent dispatch reliability and 99.8 per cent operational reliability.

The first L-1011 aircraft flew on November 16th, 1970. Following a testing and certification program involving five flying aircraft an two ground-test vehicles, TriStars will enter commercial service in April 1972.

While the L-1011 is the first of a planned family of airliners, the basic transport itself has considerable growth potential. This inherent design growth can be used to increase passenger capacity capability or to match future range requirements.

http://l1011project.blogspot.com/

http://www.youtube.com/watch?v=CAWuINbvE48

http://1.bp.blogspot.com/_dJhlMMXPFv0/TI4xStu6WRI/AAAAAAAAD9g/Z5jg74JVNEE/s1600/TriStar+Family.jpg

1Dreamer
09-04-2011, 12:21 AM
By the late '60s mopeds branched off into multi-speed and cheaper single speed versions. Other than the 2-speed manually shifted Puch MS-50 and its cousins, 4 and 5-speed versions appeared as well . Soon the auto-shift 2-speed models arrived, followed by the continuous variable transmissions (variators), the same system that is commonly used today on virtually all modern scooters.

By the late '70s, the field was crowded with hundreds of styles, models and brands; the only common trait was the under-50cc engine size. Worldwide sales were in the millions. Even in North-America, that only caught the tail end of the boom, mopeds sold in spectacular numbers. In 1975, in the US alone, some 125 different models were available; Canada had about 25. They were sold through car dealerships, bicycle shops, county fairs, hardware stores, garden supply places (together with lawnmowers).

The boom continued unabated until the early 1980s. But then, the worldwide recession hit and hit hard. Many motorcycle and bicycle makers worldwide were wiped out. This, combined with the introduction of mandatory licensing and insurance signalled the end of the moped craze as we know it.

For the third time it seemed the moped was finished. And for the third time, it bounced back.
In 1997, close to 12 million were produced world wide. And while the distinction between 'true-blue' mopeds (with pedals) and their siblings without ('no-peds') and even scooters gets blurred (watch the emergence of the 'cyclo-scooter'), the staying power of small engine-powered 2-wheelers is now undisputed.

:rofl:

http://www.fairfaxunderground.com/forum/file.php?40,file=30372,filename=2480621334_011a82e 8bb.jpg

Andrew*Debbie
09-04-2011, 01:59 AM
I've had many memorable rides in L-1011's. My first trip to London was on an L-1011 operated by British Airtours. We flew LAX-SFO-BGR-MAN-LGW. Cheap ticket, long miserable ride.

http://www.bimmerfest.com/forums/attachment.php?attachmentid=291463&stc=1&d=1315127331

Our trips on Delta operated Tri-Stars were much better. Always looked forward to those. That was back when Delta was still a full service airline with decent food.

Andrew*Debbie
09-04-2011, 02:05 AM
http://www.virginmedia.com/money/features/its-worth-how-much.php?ssid=2

http://www.virginmedia.com/images/Quadrophenia_moped-431x300.jpg



http://www.bimmerfest.com/forums/attachment.php?attachmentid=291461&stc=1&d=1315127012

http://www.bimmerfest.com/forums/attachment.php?attachmentid=291462&stc=1&d=1315127012

MB330
09-04-2011, 08:41 PM
Russian Top Secret Aircraft

http://www.youtube.com/watch?v=WlEt0bCeTy8

MCSL
09-16-2011, 08:23 PM
I've had many memorable rides in L-1011's. My first trip to London was on an L-1011 operated by British Airtours.

The former BA L-1011s are now part of the RAF fleet.

http://www.defenseindustrydaily.com/TRIOS-to-Maintain-RAF-Tristar-Fleet-05137/

http://media.defenseindustrydaily.com/images/AIR_L-1011_RAF_Refuels_USN_F-18Cs_to_Afghanistan_lg.jpg

MCSL
09-16-2011, 08:26 PM
Pan Am TV Series

http://beta.abc.go.com/shows/pan-am

http://images3.jetphotos.net/img/1/4/8/6/59245_1071888684.jpg