Ron Ron Ron
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Posts posted by Ron Ron Ron
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An article explaining some of the ground condition difficulties encountered by TBM's "Sushila" and "Caroline", while tunnelling under the Ruislip area.
(remember the incidents with sludge bubbling up through boreholes, last year?)
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1 hour ago, KeithMacdonald said:
I didn't know either, so I looked it up.
https://en.wikipedia.org/wiki/Concorde#Flight_characteristics
In normal operation, Concorde reached its maximum altitude at the end of its Atlantic crossing (see my post above about the “cruise climb”), before starting its descent and deceleration to subsonic flight.Eastbound, it rarely ever reached FL600 and would normally start its descent from somewhere between FL570 and FL590 at the end of the cruise phase, before descending to subsonic flight at FL290 as it approached landfall.
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1 hour ago, Ducking Giraffe said:
.......Obviously if its like £20 there's no point i might as well buy the 21 pin chip in the first place!
I think you've answered your own question.
Just buy (or use) a decoder with the correct type of connector for the model.
Next18 decoders exist and are designed to fit a specific, clearly defined space to be provided within smaller locos.
This is to facilitate fitting in N, TT and very small H0/00 models.
The power rating on these decoders tends to be at the lower end of the scale and therefore they will not be suitable for H0/00 or larger scale models with more power hungry motors (e.g. many Heljan models).
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9 hours ago, rob D2 said:
Dunno how high Concorde went ……
Concorde crossed the Atlantic in what is known as a “cruise climb”.A gradual increase in cruising level through the duration of the cruise phase of the flight.
After departure from London or Paris and being threaded through the regular traffic, it climbed out to an initial subsonic cruising level (FL280), following special designated routes, to reach the start of the dedicated Concorde oceanic tracks.
Because of the supersonic “bang”, it wasn’t allowed to fly at supersonic speeds, until over the sea.
On reaching the “acceleration point” beyond the coastline, they hit the reheat and began climbing rapidly and accelerating past Mach 1 towards supersonic cruising speed.
IIRC, they levelled off and began the gradual cruise climb somewhere between FL470 and FL500, reaching between FL580 and FL600, by the end of the supersonic part of the flight, on the other side of the ocean.
Unlike the normal Oceanic tracks, which change on a twice daily basis, to take into account the jet stream and other significant weather, the Concorde tracks were fixed.
They were obviously operating much higher and separated from all the other ocean air traffic.
There were 3 parallel tracks, SM, SN and SO.
Normally Westbound, Eastbound and an alternative overflow track, respectively; although the routes were bi-directional if needed.
BA and AF Concorde departures were timed so they would follow one another, but if the minimum separation at the track entry point was being eroded once they became airborne, the following aircraft would be re-cleared to the overflow track.
Coming off the oceanic Concorde tracks, they would request descent from the top of the cruise climb (whatever they had reached by the end of the cruise) and then carried out quite a speedy decent passing through a transonic phase, before achieving stable subsonic flight and eventually levelling off at (IIRC) FL290, as they arrived over land.
The inbound routing fed them into the regular airway system.
Some of you might remember stories about Concorde supersonic booms being heard in the West Country (Devon and Somerset) and the Channel Islands.
The supersonic shock wave would travel ahead of the aircraft and if the atmospheric conditions were right (or wrong, depending how you look at it), Concorde’s boom would continue forward towards landfall in the Bristol Channel (for London), or the Channel Islands and northern Brittany (for Paris ), even after the aircraft had decelerated through subsonic transition long before crossing the coast.
The Paris outbound route crossed the French coast near Le Havre, where they would begin supersonic acceleration and a rapid climb.
The route took them to the north of the Cherbourg peninsula in UK airspace, before turning SW down the middle of the English Channel, until passing abeam Lands End, where they would turn westwards towards the entry point of their cleared oceanic Concorde track.
Paris inbounds normally hit landfall as they passed directly over Jersey eastbound, crossing over the French coast just east of there.
However, there was an alternative, extended route that followed the track of the outbound route, eastbound up the Channel towards Dieppe.
This allowed the AF Concorde to stay supersonic for a bit longer, but it was only used occasionally.
London outbounds passed over the Bristol area before crossing the coast near Weston-super-Mare, prior to reaching the acceleration point out over the Bristol Channel, heading towards the Oceanic track entry.
Inbounds followed a similar route after leaving the eastbound track and descending to the subsonic flight level before crossing the coast and merging into the regular route structure.
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7 minutes ago, rob D2 said:
......I’ve just purchased this mug in recognition of my time on the plastic jet …it’s an engine mug ..Boeing do some good merch
I bought a 737 MAX mug, on my visit to the Everett visitor centre a few years ago.
The handle fell off in the dishwasher !
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6 hours ago, Jeff Smith said:
I recently flew from Atlanta to Dublin on a Delta A350 and was surprised that we cruised at 50,000ft!
4 hours ago, 55020 said:I hope not, as the service ceiling (the highest density altitude where a small rate of climb is still possible) of an A359 is 43,100 feet.
What was the date and flight number, as FR24 replay will let you check what Flight Level you ended up at?Aircraft don't cruise at Altitudes, but at Flight Levels, based on the standard altimeter pressure setting.
Flight levels remain constant, but vary in altitude (both geographically and with time), depending on the local atmospheric pressure setting at any one particular position.
Assuming the A350 could find conditions to get up that high, the nearest cruising levels available are FL490 and FL510, which approximate to (+ or -) 49,000 and 51,000 ft.
There is no cruising level analogous with 50,000ft.
Normally, you would expect to see long haul flight A350's cruising between FL350 and FL430.
Above that, the only civil aircraft will (normally) be high performance business jets.
If you're interested, Mickey Mouse FR24 has a filtering option that allows you to filter out aircraft above (and/or below) a selectable altitude.
Set it to show only aircraft above 43,500ft and see if you can spot any civil airliners.
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Engineers ave been dismantling and removing TBM "Lydia", that was used to bore the Old Oak Common to Atlas Road logistics tunnel.
"Lydia" is a smaller TBM than those being used to bore the railway tunnels.
Note the size of the workers, next to this "smaller" TBM.....
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Kibri and Walthers also do similar, but in 1:83 H0 scale.
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1 hour ago, Hroth said:
At least it would put an end to HGV leapfrog contests! 🤪
They can still lower the pantograph and overtake.The overhead is providing motive power and recharging the truck’s batteries.
IIRC, if the driver indicates to leave the lane under the wires (e.g. overtaking or turning off the road), the panto lowers automatically.
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BA377 is a full size model Spitfire IX
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46 minutes ago, 55020 said:
Just to correct your typo, it was converted to a freighter 10/2023 at Chengdu Shuangliu.Steve
Thanks Steve.
Finger trouble !
Now edited.
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B-32FZ A321-200F
First Delivered to Air Macau in Feb 2003
Retired Sept 2021
Converted to a freighter in 2023.
Entered service with Sichuan Airlines Dec 2023
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ScrewFix is your friend....
https://www.screwfix.com/p/stockshop-bx100-electric-fence-energiser-battery-powered/4858f
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I've seen reports of the Radio Icon disappearing after updates.
Apparently it can be easily restored to the screen.
Try a reboot of the central screen.
I must be covered in the handbook.
Correct me if I'm wrong, but I think it's just a matter of pressing down both scroll wheels (on the steering wheel) together, for a several seconds.
The central screen should go blank and then re-boot.
If that doesn't bring back the Icon, then there are various Tesla forums that will be able to help.
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57 minutes ago, KeithMacdonald said:
I just looked on Flight Radar, and it's not even showing as an operational airfield any more. Which I'm guessing means no active air control on-site, and maybe the light aircraft flights (Grobs etc) are uncontrolled?
From what I can find, during the published, limited operational hours, Air Traffic Services will be provided when operationally required.
Cosford airfield can operate an "Air Traffic Control Service" (Note that the much busier Halfpenny Green, just to the south, operates with a "Flight Information Service").
There'a a standard "Aerodrome Traffic Zone" (ATZ) and no other protected airspace.
There are published radio frequencies for Tower, Approach and Ground (both VHF and Military UHF for all three).
When no Air Traffic Service is available, pilots are required to make blind calls on the Approach frequency, when inbound or operating in the vicinity of the ATZ..
Resident flying club activity may continue outside of the times when an Air Traffic service is provided.
Regarding the short runway.
The Landing distance available is...
r/w 06 1092 m / 3602 ft
r/w 24 1118 m / 3668 ft
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Colne Valley Viaduct.
Crossing the Grand Union Canal.
(Note: the temporary pier will be removed at some point)
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There are lots of companies globally, heavily involved in developing Sodium ion and other solid state battery chemistries.
It's one of the biggest sectors for technological investment, in the present day.
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It’s rehashing old ground, but nobody said ESU decoders were inferior.
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On 12/04/2024 at 22:14, Davexoc said:
………This is the HS2 - EWR access point bridge that will allow the maintenance trains in and out of the depot...
Sorry Dave, it isn’t a bridge to carry rail tracks.It’s the new road bridge to take the diverted Perry Hill road over both the HS2 mainline and the access lines into and out of the depot, to/from the north.
I posted this same reply in the HS2 thread.
There’s a video on there showing that bridge from above.
Here’s a map of the (to be) completed layout, showing that new bridge (Perry Hill Overbridge).
You can zoom in for better detail…….
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6 hours ago, Damo666 said:
………JMRI detects it as a ZIMO but offers 5 possible models:
MX634 Version 40+
MX634C Version 40+
MX634D Version 40+
MX634F Version 40+
MX634R Version 40+
Would you (or anyone else) know which one is the most suitable candidate?
Or does it matter?
The suffix letters denote the type of connector interface for the particular model of decoder (MX634 in this case).
No suffix - wires no plugC - 21-pin (special type with logic level outputs)
D - 21-pin
F - 6-pin on wires
R - 8-pin on wires
All versions of the same MX634.
As Kaput points out, Bachmann say MX634C as the Class 90 has a 21-pin connector..
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Calvert HS2 and E-W Rail, inc. the HS2 Infrastructure depot.
A map of the affected area, showing the path of the diverted road....
(You should be able to zoom in, for a detailed look)
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On 12/04/2024 at 23:03, Davexoc said:
And I think this is the current state of the rail bridge to access HS2 from the depot going northbound...
It's not a rail bridge to carry the track.
That's the new road bridge which will carry the diverted north-south road (I don't know the name or B route number) over HS2.
The bridge is wide as along with the HS2 mainline, it will also accommodate the tracks leading into and out of the depot to/from the north.
You can see that bridge in this recent video.
It's briefly visible in the opening seconds, but skip to 6min 44secs and then to 7min 57secs, for a closer look.
The road has already been diverted along a temporary route, linking in to the new bridge carrying the road under E-W Rail.
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On 12/04/2024 at 11:05, jamie92208 said:
That'coming along well. Unlike some of the green tunnels this one actually serves two other purposes. It serves as a rather long and oblique underbridge under a main road and also seems to serve as the aerodynamic vent entrance to the tunnels.
Jamie
The main reason for the cut and cover section at the southern end of the twin bore Long Itichington tunnel, is that the tunnel has to be at a shallow depth along this stretch, as the track has to emerge at the right level to cross the nearby River Itchen.
You can see construction work on a bridge pier, next to the river, at 2mins 55secs into the video (Starting the video below goes straight there).
The bored tunnel would be too close to the surface to be viable, so it was either switching from bored tunnel to an open cutting, or to cut and cover for this section.
The former was not practical or desirable in that location.
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Long Itchington Wood tunnel, south portal.
This end of the twin bore tunnel, becomes a cut and cover (green) tunnel for the last X hundred metres.
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HS2
in UK Prototype Discussions (not questions!)
Posted
"HS2 moves 1,100 tonne viaduct in weekend operation"
https://mediacentre.hs2.org.uk/news/in-pictures-and-video-hs2-moves-1-100-tonne-viaduct-in-weekend-operation
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