• Content Count

  • Joined

  • Last visited

Community Reputation

61 Excellent

1 Follower

About wizzlebippi

  • Rank
    Spacecraft Engineer

Recent Profile Visitors

The recent visitors block is disabled and is not being shown to other users.

  1. wizzlebippi

    KSP Loading... Our New Dev Diary!

    Finally, some official console news. By updating to unity 2017, that should mean at least v1.4x.
  2. wizzlebippi

    Lion Air 610 Crash - 737 Auto Trim

    https://www.avweb.com/avwebflash/news/Pilots-Not-Told-About-737-MAX-Auto-Trim-System-Updated-231846-1.html An update from a site that understands aviation. Apparently pilots were not made aware of the system that brought down Lion Air 610 in their type rating/differences courses.
  3. wizzlebippi

    My theory on lift.

    I had to take a grad level aero class to get answers to some of the questions posed here. The equation is: Lift = density * Forward Velocity * Circulation. Hold density constant (constant altitude), and the result is circulation is inversely proportional to forward velocity, assuming the aircraft is airborne. If the leading edge of the wing (usually a separate piece for repairability) isn't sealed to the rest of the wing, stall speeds are significantly increased due to air being pulled through the gaps. Because the wing isn't infinite, air flow below the wing moves increasingly outboard as you approach the wing tip. It attempts to come around the wing tip and forces air above the wing to move increasingly inboard as you approach the wing tip. This produces a theoretical (and mind meltingly complex) structure called a vortex sheet. Since it's inherently unstable, it balls up into vortices on any discontinuity, like control surface gaps, and static wicks. If the aircraft happens to be in an extremely humid environment, these vortices are visible, and makes Facebook as "the pilot left the Chem trail sprayers on." Many aircraft have vortex generators near the ailerons. They can be strips attached to the leading edge, or even finger like protrusions from the bottom of the wing. This is because near stall, high pressure air from under the wing is either coming around the wing tip or trailing edge and reducing roll authority. The vortex generators keep air moving chord wise and maintain roll authority deeper into the stall. If you see vortex generators ahead of the aileron on top of the wing, that's a fix for something else.
  4. wizzlebippi

    Lion Air 610 Crash - 737 Auto Trim

    The problem is that insufficient speed stability resulted in a number of Leerjet crashes because the aircraft's pitching moment resulted in an increasing nose down pitch with increasing speed. The regs are written in blood. Never forget that.
  5. wizzlebippi

    Lion Air 610 Crash - 737 Auto Trim

    The only reason it's manual flight only is AP-ON operation likely has full envelope protection. This means the autopilot will never allow the aircraft to slow to the speed that the pusher activates. I find it a bit disturbing that the pusher uses up to 10 seconds of trim movement. A 3 second mistrim is all that is required in testing. 10 seconds would have to be catastrophically high control forces, even with hydraulically boosted controls (which I think the 737 has). I also find it disturbing that a failed/malfunctioning AoA vane has an impact on all other level A sensors. Someone really failed at the fault tree analysis for AoA. Though my favorite is still the Legacy 450 with a GPS dependant yaw damper. For YNM's concern, Boeing has to have done extreme heat/humidity (105F at 100% relative humidity and 135F with 12+ hour exposure prior to testing) testing as well as extreme cold (-40F/C for 12+ hours is pretty popular). The McKinley Climactic Chamber at Eglin AFB is a popular destination for this testing. You are right, these conditions make a lot of systems not work. It generally involves one visit to see what breaks so it can be fixed, and another to actually certify. A damaged wire bundle could be the root cause, but I would like to think they would do a continuity test on the wiring.
  6. wizzlebippi

    Lion Air 610 Crash - 737 Auto Trim

    This could be the most interesting detail I've seen yet. The left and right pilot displays use different sensors to ensure that in case of a latent failure, someone should be looking at correct data. This also factors into autopilot operation in that guidance commands are computed twice by independent systems using data from independent sensors (displayed as flight directors on the left and right displays). If the flight directors don't agree within a given tolerance, the autopilot won't work.
  7. wizzlebippi

    Lion Air 610 Crash - 737 Auto Trim

    The 737 max is equipped with a stick pusher designed to keep the aircraft from encountering full aerodynamic stall. Based on the articles I've read, the aircraft had problematic airspeed indications, implying that Boeing can fire their pusher at a minimum airspeed. As a transport category aircraft, the 737 max should have at least 3 air data sources, allowing a malfunctioning system to be voted offline. There should be a red override/disconnect button on both pilot's controls that if held would stop the pusher from firing. The aircraft may have been very nose down once the pusher was overridden, and the crew may have not recovered properly (throttles idle, speedbrakes extended, pull to 1.5-2g).
  8. wizzlebippi

    KSP Weekly: The Moon Race

    So do I. But @SQUAD seems to think that no news in the past 2.5 months is keeping us informed, so they've earned it.
  9. wizzlebippi

    KSP Weekly: The Moon Race

    Since we're supposed to be reading between the lines for console news, does an update every 3 months mean we can expect an update in 2 weeks?
  10. wizzlebippi

    vacuum engine development and testing.

    https://en.m.wikipedia.org/wiki/Rocket_Engine_Test_Facility Vacuum test facilities exist, just maybe not for something the size of a raptor. They could test their scale model, and validate the flight worthy engine with a computer model.
  11. While both water and air are fluids, water is significantly denser. Even if the aircraft is facing the tsunami, fast moving water could easily exceed the dynamic pressure the aircraft is designed for. Best bet is getting away from windows and off the ground floor.
  12. wizzlebippi

    KSP Weekly: Thrusting into the future

    @SQUAD Since you haven't mentioned console development since the second patch was released, I can only assume there is none occurring. As much as I like the game, seeing all these improvements for PC and knowing my Xbox will be stuck on v1. 2x forever makes me not want to play anymore.
  13. wizzlebippi

    2mm hole in ISS

    A common repair on aircraft, assuming the mis-drilled hole poses no structural danger, would be to plug the hole with a rivet and sealant. If there is a structural issue, some sort of doubler would be applied. Mis-drilled holes happen, and the worst thing a manufacturer can do is punish the worker who made the mistake. That leads to things like this at best.
  14. wizzlebippi

    KSP Weekly: The Solar Visit

    @SQUAD Is any of this, including the expansion, coming to consoles?
  15. wizzlebippi

    KSP Weekly: Ultima Thule

    Since my aging laptop decided it no longer needed a screen, I've been playing on Xbox. Seeing all the improvements pc is getting is nice, but consoles don't have making history, or even a clear future. It's really hard to justify a new machine for one game, even if I have nearly a thousand hours in it, when something I already have will play ksp. Are consoles going to get making history and these updates? Not looking for a date or schedule, only a yes/no answer.