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Mustang Air to Air: The Sequel
  
 
stevezzzz
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p.4290 #1 · p.4290 #1 · Mustang Air to Air: The Sequel


Tim Adams wrote:
Some great footage from Rod Lewis and the Rare Bear camp. As you see him come up on Voodoo you can see Jr. keeps that thing in the weeds.

And the stuff coming out the back of Voodoo is a little spraybar water, and a lot of oil.


Man, that really gives you a sense of how easy it is to lose your line when closing in for a pass. I lost track of Voodoo at some point; did Rare Bear get around him finally?



Nov 12, 2015 at 11:42 PM
Tim Adams
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p.4290 #2 · p.4290 #2 · Mustang Air to Air: The Sequel


Yes, and Jr. called a mayday shortly after.


Nov 13, 2015 at 12:20 AM
JWilsonphoto
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p.4290 #3 · p.4290 #3 · Mustang Air to Air: The Sequel


Hi Glenn,

Certainly! Let me tweak the whole sequence and put my name on the bottom and I'll send them off to you. BTW, I'll be calling you about an assignment that I was given yesterday, it involves a new Legacy 650, Legacy 500, two new Phenom 300's and a new Bell 429......before the conversation ended a second client jumped on and asked if we could include his 300, new EC135, newly restored Ford Tri-Motor and pristine Tucano in the mix. This is a major gig, inside and out, dusk/dawn on wet ramps, air to air, individually and in different formations. This will be still and video, and I'm thinking a week to 10 days. Working on logistical challenges as we speak. Have any interest........?






Edited on Nov 13, 2015 at 01:41 AM · View previous versions



Nov 13, 2015 at 01:27 AM
Glenn Watson
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p.4290 #4 · p.4290 #4 · Mustang Air to Air: The Sequel


Hanging out for a week-10 days eating double-doubles? yes!


Nov 13, 2015 at 01:39 AM
JWilsonphoto
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p.4290 #5 · p.4290 #5 · Mustang Air to Air: The Sequel










Nov 13, 2015 at 01:53 AM
Glenn Watson
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p.4290 #6 · p.4290 #6 · Mustang Air to Air: The Sequel


....



Glenn



Nov 13, 2015 at 01:55 AM
JWilsonphoto
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p.4290 #7 · p.4290 #7 · Mustang Air to Air: The Sequel


Don't believe I have ever gotten this right before..............







Nov 13, 2015 at 02:01 AM
JWilsonphoto
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p.4290 #8 · p.4290 #8 · Mustang Air to Air: The Sequel


Jerky? Who knew?!







Nov 13, 2015 at 02:08 AM
kwbarnes
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p.4290 #9 · p.4290 #9 · Mustang Air to Air: The Sequel


stevez wrote:
Rules of thumb for propeller design...

1. Long, narrow blades are more efficient than short, stubby ones, for the same reason that sailplane wings are more efficient than an Ag Cat's: higher aspect ratio means lower induced drag.

2. The longer the prop blades, the lower the rpm at which the tips go supersonic. The longer the prop blades, the more difficult the structural design problem. The longer the prop blades, the more likely are ground strikes.

3. To dissipate more power, the compromises inherent in balancing items 1 and 2 require that you add more blades.

Successive Spitfire variants received ever more
...Show more

The other alternative to more blades is wider blades. You see this a lot in piston aircraft where they have been repowered. The new motor has more power, or torque, but the propeller diameter can't change. The choice is more blades, or wider blades. Wider blades is easier, faster, and cheaper to do than re-engineering a new propeller hub system, especially for moveable blades like adjustable pitch propellers, or rotors.

To the original poster. The term for the length of an airfoil is chord. I believe it is pronounced as cord. The length of an airfoil is the width of the wing, so, you would use wing chord to describe the width of a wing/propeller/rotor, at any point along it's length.





Nov 13, 2015 at 02:10 AM
JWilsonphoto
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p.4290 #10 · p.4290 #10 · Mustang Air to Air: The Sequel


As the twig is bent, so grows the tree.................







Nov 13, 2015 at 03:13 AM
 

Search in Used Dept. 



JWilsonphoto
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p.4290 #11 · p.4290 #11 · Mustang Air to Air: The Sequel


......................







Nov 13, 2015 at 03:14 AM
JWilsonphoto
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p.4290 #12 · p.4290 #12 · Mustang Air to Air: The Sequel


................







Nov 13, 2015 at 03:15 AM
JWilsonphoto
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p.4290 #13 · p.4290 #13 · Mustang Air to Air: The Sequel


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Nov 13, 2015 at 03:16 AM
JWilsonphoto
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p.4290 #14 · p.4290 #14 · Mustang Air to Air: The Sequel


..................







Nov 13, 2015 at 03:16 AM
JWilsonphoto
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p.4290 #15 · p.4290 #15 · Mustang Air to Air: The Sequel


................







Nov 13, 2015 at 03:18 AM
JWilsonphoto
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p.4290 #16 · p.4290 #16 · Mustang Air to Air: The Sequel


................







Nov 13, 2015 at 04:00 AM
JWilsonphoto
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p.4290 #17 · p.4290 #17 · Mustang Air to Air: The Sequel


.............







Nov 13, 2015 at 04:01 AM
chas
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p.4290 #18 · p.4290 #18 · Mustang Air to Air: The Sequel


kwbarnes wrote


Rules of thumb for propeller design...

" To the original poster. The term for the length of an airfoil is chord. I believe it is pronounced as cord. The length of an airfoil is the width of the wing, so, you would use wing chord to describe the width of a wing/propeller/rotor, at any point along it's length."



This last statement raises another question in my mind. Most wings are tapered, and as such, the chord as you define it constantly changes from wing root to wing tip. So is the chord of a tapered wing defined as a formula as opposed to a discrete unit measurement?



Nov 13, 2015 at 12:56 PM
stevezzzz
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p.4290 #19 · p.4290 #19 · Mustang Air to Air: The Sequel


Tim Adams wrote:
Yes, and Jr. called a mayday shortly after.


Right: you did say, "and a lot of oil."



Nov 13, 2015 at 01:15 PM
stevezzzz
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p.4290 #20 · p.4290 #20 · Mustang Air to Air: The Sequel


kwbarnes wrote:
The other alternative to more blades is wider blades. You see this a lot in piston aircraft where they have been repowered. The new motor has more power, or torque, but the propeller diameter can't change. The choice is more blades, or wider blades. Wider blades is easier, faster, and cheaper to do than re-engineering a new propeller hub system, especially for moveable blades like adjustable pitch propellers, or rotors.



Absolutely correct that wider blades are easier, faster and cheaper. The reason anybody bothers with more blades is efficiency: everything else being equal, more skinny blades are more efficient than fewer, fatter blades...and that means lower fuel costs per mile.



Nov 13, 2015 at 01:22 PM
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