keptin

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About keptin

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  1. JORG Duck - Cargo Jet - $34,332,000 Craft file: https://kerbalx.com/keptin/JORG-DUCK Cruising Altitude: 20,000m Cruising Speed: 1160m/s Range: 5450km Cargo Capacity: 1/2 bay + ramp Perhaps one of the more practical aircraft by JORG is the Duck, a multi-role light utility and cargo craft. Designed to rapidly redeploy cargo and small vehicles throughout the reaches of Kerbin. Its supersonic flight allows it to traverse extreme reaches of territory, and with its heavy landing gear, can land just about anywhere, even with a full fuel and cargo load. While not particularly fast at low altitudes, its control systems afford masterful stability and authority over the aircraft. At a mere $34M, it's affordable for private airlines, small logistics operations, and scientific use. Contact your JORG representative to learn more.
  2. Valara Centurion - Small Regional Jet - $32,334,000 Craft file: https://kerbalx.com/keptin/Valera-Centurion Cruising Altitude: 9,500m Cruising Speed: 290m/s Range: 2625km PAX Capacity: 40 Introducing the Centurion small regional jet, a new flagship aircraft from Valara. A refinement of earlier designs, the Centurion has been honed to compete in the luxury private jet and small regional jet markets. It stands out with its three-turbofan configuration sporting outstanding climb performance, and its automatic high-authority low takeoff maneuvering system affords pilots fighter-jet like control at low speeds. The Centurion's H-Empanage design gives pilots total authority over the aircraft in all conditions, and makes landing a breeze, even with a full compliment of passengers and crew. Incredible range and speed for this market segment, and all for $32M per aircraft. Affordable enough to form the backbone of a regional fleet. Learn about our bulk fleet pricing by contacting a Valara sales representative.
  3. Test Pilot Review: @Klapaucius K.R.A.S.S.H. Industries Gogol K.R.A.S.S.H Industries Gogol - Supersonic Medium Regional Jet Figures as Tested: Price: 83,678,000 Fuel: 4900 kallons Cruising speed: 1200m/s Cruising altitude: 18,500m Fuel burn rate: 2.32 kal/s Range: 2080km Review Notes: Ease of maintenance. Maintenance seems like it would be complicated due to its alien-like airframe, and perhaps needed frequently due to unusual and unpredictable stresses on the aircraft. Its four cockpits bring pilot training costs into question. Technicians would need to be trained extensively for this aircraft, as it is so unlike any other. Passenger comfort. Passengers are fitted in one of the four tunnel spaces, perhaps best described as a “water slide” like fuselage shape. It may be difficult for them to enter or exit with no door, and having to traverse up or down the twisted pax sections. Aesthetics It is nothing of this world. Its insectoid features are formed of nightmarish complexity resembling the art of H.R. Geiger. The fact that it performs well is a testament to its designer. I like it. Handling The Gogol is sluggish on the runway and at speeds up to 150m/s. It requires a lengthy runway to take off from unless the fuel tanks are carefully trimmed. Once at speed it handles well, more so than expected for its size. Landing is surprisingly easy once it's no longer fuel laden, and its numerous landing gear make it difficult to damage upon landing, even in uneven terrain. Emergencies During an emergency evacuation, passengers and crew would certainly perish attempting to escape its labyrinth-like inner structure. Test Report: It was a cold Spring morning when I was being trucked up north to the K.R.A.S.S.H. Industries tarmac at the edge of the old military test range. I was told they were conducting the tests out there since it afforded some security for the tech they were developing, but in retrospect, I believe it was because they still couldn’t find out why some of their test pilots were going mad. I met Gunny Larson eight years ago at a fundraiser before he joined up at KRASSH as one of their lead pilots; we hadn’t spoken since his wife died, but I know he wasn’t the type to end up in an asylum. None of them were. They were military men, most of them, who had seen enough combat that they had hardened minds, but there was something about this new aircraft that changed them; broke them. I was assured by the KRASSH representative that the exotic fuels they were using on the early prototypes were responsible for what happened to them, and that was all in the past now. It reminded me of agent orange from the war--the brass never gave us a straight answer on that either. I couldn’t afford to argue with the rep since I needed the money. Not many outfits were looking for old test pilots those days with all the rookies out there. Especially not that far north of the Adirondacks. So that’s how I found myself on the tarmac of Adeline Field, with a fresh coat of morning frost glistening upon it. It was at the end of the freeway where I first saw the aircraft I was going to be testing. Its otherworldly shape and twisted impossible form looked in no way like any aircraft I had seen before. They called it the Gogol, I guessed after the Russian realist, but it was beyond words--there was something incarnate about. Its chitinous structure looked to be inspired by insects, the way the sonic intakes morphed up and around its body in a way that reminded me of dragonfly tails, ending in four sharp points at the rear. It was supported by six landing gear in an odd and clunky configuration in a way that was clear at least the landing gear was distinctly Terran in origin--as if the rest of it was made by a different designer who had no intention of the craft ever touching the ground. Strangely, the bulk of the weight was carried in the heavy gear on the front, with steering in the rear. The KRASSH representative must have noticed my hesitation, because he reassured me in that moment that everything had checked out and this was a completely new aircraft than the one used previously. I nodded and continued towards it. As I approached it, I realized that the center portion of the craft, the interior fuselage space where the passengers would sit, had no door or any means of entering that I could discern. I began to ask, but the rep simply assured me that I wouldn’t be testing that portion of the craft as he ushered me into the leftmost cockpit pod. I kept wondering how the passengers would fit--would some lean forward and some back along the twists and turns of the four passenger spaces, or would they be staggered in height? I wasn’t sure, but the thought was lost after I stepped inside. The cockpit had the distinct odor of turpentine, the same solution they used to clean medical bays during the war. The scent recalled fresh memories that had been buried for decades, and I had thought forgotten. The cockpit seemed standard enough, as if this part of the ship had been constructed to interface with the rest in a way a human could grasp. This theme of dual tonality continued through the startup process; familiar buttons aside labels of systems I’ve never heard of--I continued to be told that we wouldn’t be testing those and I needn’t mind them. I nodded and started along the rest of the checklist, completing it just as the sun rose above the mountains, evaporating the frost on the runway--the soft wisps of steam drifting off the pavement. The startup sequence passed in a blur. I don’t recall most of it, except for when I hit the ignition switch on the four turbo ramjets and heard them howl to life with a shrieking vibration through the frame of the ship until they eventually got up to speed with a steady whine. I had spooled up jet turbines a thousand times, but something about those engines sent a shiver down my spine quickly followed by goosebumps. Maybe it was a frequency thing with the vibration, I couldn’t explain it. By then I was strapped into the seat and the rep had sealed the cockpit door behind me. They had explained in the briefing that the mountains would obscure their radio tower, so I might lose contact once I reach altitude. The aircraft was capable of a service ceiling well over 60,000ft, far beyond that of those when Adeline Field was built. For this test I was told--no warned--that I shouldn’t go above 60,000ft. As I throttled up the engines roared to life. The plane crept forward down the tarmac, more sluggish than a subsonic aircraft, but that was expected from its turbo ramjet engines that had smaller air-breathing cores. Once in the air the craft was responsive for its size, perhaps unexpectedly so given its strange shape. I took her up to 55,500ft and settled her off there for further testing. At this altitude there wasn’t much yaw or pitch authority, but there wasn’t much air up there either. The craft performed exceptionally well for its size. Anything made of aluminum and titanium couldn’t possibly feel this nimble--so perhaps it wasn’t. There were rumors in the community that KRASSH had brought in the foremost materials science expert for the project and it was made of something...else entirely. I thought it was nonsense at the time, but my test experience had me rethinking that. Each of the planned tests checked out, and the craft eventually assumed a comfortable cruising speed of 1200m/s. Its fuel range was shorter than reported, but that could have been me being unfamiliar with the craft. I reached the turnaround point earlier than expected and entered the time in my log and that’s the last I remember. I awoke in a hospital bed at Aubrey Hill back in town with no memory of the rest of the flight. I was later told that I brought the aircraft in for a perfect landing and passed out in my chair halfway through our debriefing. They said it could have been fumes from the chemical agents used in the manufacturing of the new cockpit electronics--that being the first time they were used in flight. I didn’t buy it, but before I could complain they offered me twice my agreed upon rate, plus a settlement if I signed an NDA about my post-flight medical complications, and I knew I couldn’t afford to fight them on that, so I did, figuring I’d at least get paid for my troubles. Since then I’ve been having strange dreams about being back in the Gogol and pulling back on the flight stick, climbing steeply to see what she’s capable of, only to be transported to a place that looks nothing like Earth. Then I wake up. Each time I’ve had the dream I awake with a migraine that lasts for hours. I haven’t heard from KRASSH since, but I’m certain they continue to test their aircraft with new test pilots, perhaps using them to uncover features of the ship that even they aren’t aware of. The Verdict: The KRASSH Gogol is a strong performer in the supersonic medium regional jet category. Airlines expect to pay considerably higher costs to operate supersonic aircraft, and the Gogol is no exception, but it performs very well in that role. Operational costs may be higher than other supersonic aircraft due to its unconventional design, but they may be offset by additional ticket sales--that same unconventional design may serve to attract customers. We recommend Trans-Kerbin Airways purchase four KRASSH Gogols for further testing and cost-evaluation before a larger order is made, but it is a strong contender.
  4. JORG MantaBeast - Super Jumbo Jet - $391,150,000 Craft file: https://kerbalx.com/keptin/JORG-MANTABEAST Cruising Altitude: 8,500m Cruising Speed: 200m/s Range: 2500km PAX Capacity: 504 On the eve of the fifth bloodmoon of Rog, JORG Aviation was born from the ashes of five dying mega conglomerates with one purpose: Dominate the Super Jumbo aviation market. It was no simple task carrying 500 passengers using Mk2 cabins--many engineers were sacrificed, but in time the MANTABEAST was constructed. Its otherworldly structure required exotic metals mined from the core of a dying star, those too required sacrifices to obtain; some unintentionally, others willfully on the alter of Thrust. It was only by the thrust god's will that the MANTABEAST would fly. At its heart beat a microsingularity, serving the sole purpose of holding it together. Only the gravitational pull of a black hole could contain its mass, else it would tear itself and its passengers into oblivion. After exactly six-hundred and sixty-six weeks of development, the one and only MANTABEAST was assembled. On its maiden test flight, upon takeoff, a Valara TriStar arriving from the north was caught in its wake--the extreme wingtip vortexes of the MANTABEAST snapped it in twain, raining burning debris upon the runway. This was its first victim. There would be more. No owner could contain its bloodlust, and so eventually it was put into storage, awaiting its next master. JORG Aviation invites Trans-Kerbin Airways to evaluate the JORG MANTABEAST.
  5. I love that this challenge is still going and that others keep picking up the torch! Valara Longboy - Small Regional Jet - $33,766,000 Craft file: https://kerbalx.com/keptin/Valera-Longboy Cruising Altitude: 9,500m Cruising Speed: 285m/s Range: 1625km PAX Capacity: 40 Introducing the Longboy small regional jet, the flagship aircraft from Valara's new Longboy family. Our heritage of aerospace design, with a pedigree of engineers, culminates in superior performance and efficiency in a competitive aviation market segment. The Longboy small regional jet stands out with its three-turbofan configuration for outstanding climb performance, and its automatic high-authority low takeoff maneuvering system affords pilots fighter-jet like control at low speeds. Its H-Empanage design gives pilots total authority over the aircraft in all conditions, and makes landing a breeze, even with a full compliment of passengers and crew. Need even more range? The Longboy-ER Extended Range variant is capable of 2500km range, reaching airports across the hemisphere. That's the versatility and performance you expect from Longboy. And all of this for less than $34M per aircraft. Learn more by contacting a Valara sales representative. Valara Longboy-EX (Variant) - Medium Regional Jet - $40,530,000 A Medium Regional Jet Variant, the Longboy-EX Expanded Capacity Craft file: https://kerbalx.com/keptin/Valera-Longboy Cruising Altitude: 9,500m Cruising Speed: 245m/s Range: 1525km PAX Capacity: 72 Introducing the Longboy-EX, an expanded capacity variant of our Longboy family aircraft. Designed on the same common platform with extended passenger capacity, the Longboy-EX gives airlines greater options for their Longboy fleet with no additional training or maintenance costs, with 96% commonality of parts to the Longboy family. That's a lot of versatility and value for only $40M per aircraft, allowing airlines to double their fleet size compared to competitor aircraft that cost twice as much. Learn more by contacting a Valara sales representative.
  6. As an adult with a paycheck, I'm happy to purchase DLC content like this if it means continued development of the game. Thanks devs! Keep it coming!
  7. Hi /r/KerbalSpaceProgram, glad to see players still get use out of this guide! I've considered updating it for sometime. I have may some time coming up--post some suggestions for updates or additional content.
  8. Big shout out to Dagger and contributors to the mod. This is frickin' incredible! It's my wildest dreams come true. I'm chiming in to report I'm experiencing the same issue that firepaly is: time warp in map view is affecting the flight path in odd ways, such as killing the inertia and resetting it to 200m/s. When I try to revert I'm locked out and can't click anything. Have to alt+f4 quit the game and restart. KSP 1.6.1 and LMP 0.20.0.185. Incredible job on this mod, exciting times for KSP.
  9. Since the submission period is over, I encourage others to post their craft files so we can optimize our designs against one another for down the road. I'm also curious how mine performs against other designs that it might not get to face. Here's mine, the Rolf 75 Spicypepper: https://kerbalx.com/keptin/Rolf-75-Spicypepper
  10. Tested. Definitely improves the AI's throttle use. I guess it'll be up to OP which one to use, since everyone designed their aircraft based on the stock file.
  11. Hi all! SpannerMonkey has offered to take over maintenance & management of KAX and I'm taking him up on it. We've agreed to keep the KAX name, but he has my permission to continue development as he and his team sees fit. KAX will be in good hands, and development will certainly be more active than I've been over the past year. I hope you've enjoyed the mod and will continue to enjoy it under new management. All the best, -Kep
  12. Hey guys, probably not, honestly. I a lot of my work is basically game developing, so modding feels a bit like work. I want to pass the torch to someone who will run with it.