NathanKell

I am *so* not a web dev, and I don't have very much constructive from the modder-end to add; I do want to say that I am very seriously excited about this project, and to say thanks to Majiir for offering up the server and bandwidth! I might finally get to advance past dropbox, hurrah!

This looks seriously epic!

Guess I wasn't clear. :] This isn't a, this is *the* stretchy successor, i.e. Stretchy v9+, with a broader name since it's diversifying, and spearheaded by swamp_ig who's doing amazing stuff (and way more/better than I was!)

Not grainy here, too. Uh, what I would love would be if you could (when you have a chance!) tackle the remaining pods--the Mk1, the two lander cans, and the two habs. They look just as offputtingly cartoony as the engines IMO.

You can use as many INPUT_RESOURCE and OUTPUT_RESOURCE nodes as you like in a ModuleGenerator. Just note that ModuleGenerator is broken under warp.

This is in part why I didn't redo the JRC Mk III to use AJE for its engine, and, I think, why I was getting some weirdness with the HARC. Looking forward to it.

Starwaster: correct. I should just edit the OP to point to your download until I can merge together a full update. Grr argh sick blah.

Oy, have I ever been less than grateful here or elsewhere? I totally respect frizzank's choices, not least because I play with ahistorical rockets myself. I mean, I also need ullage motors, but worst comes to worst I can make myself. no biggie.

Nuke, I *so* feel your pain. I got started on Civ 2 and European Air War (and before those, Flight Sim Toolkit, with no textures at all!).

Still getting the error.

Use INPUT_RESOURCE and OUTPUT_RESOURCE nodes (can have more than one of each) in a ModuleGenerator. Although note that the stock ModuleGenerator is pretty broken (especially under warp), so...

Lapot, so basically yes. Also, clear your PM box. I've been trying to respond to you for a week.

Well, you know what they nicknamed the MiG-105, right?

Did you do one for Boscombe Down too? Last I checked you were planning to but hadn't yet...This was one I cooked up myself.

You keep saying this. It keeps not being true. It is worth looking into the KM_Gimbal / MechJeb issue though, since we really do need gimbal roll control. RedAV8R, excellent work! Thanks for picking this up.

Yes. You may have slightly higher payload fractions than real life, though, since Earth is more like 11x Kerbin.

Few engines actually run at stoich. The only cite I've found for a LCH4/LOx engine is a mass ratio of 3.4 (The RD-182/183/185, here: http://www.b14643.de/Spacerockets_1/Diverse/Russian_Rocket_engines/engines.htm ). Which is about .32 / .68, right, for volume? Regarding ModuleEnginesFX: per prior statements I had hoped to do that this weekend, but I'm sick enough that coding is a Really Bad Idea. I'll get to it as soon as I can, though if anyone else wants to tackle it meanwhile they're welcome to. No way people should be denied HotRockets/SmokeScreen/Horizons.

Nice! What is the mod replacing your MET, by the way? Do want!

Through a variety of RL events I haven't opened MSVC# in over a month, so nothing yet. The Space Center bug goes away once you enter and leave a building (TS/VAB/SPH; the other "buildings" are just GUIs). Given that it does go away, it's probably fixable. I have no idea what's causing the other issue (it seems to occur some in regular KSP anyway) so no progress there at all. Also, why on earth do you think you wouldn't be credited?

Well, finally got to post the update I was working on two weeks ago. All the shots are from back then (a 1 hour KSP session I squeezed in before flying out); the writeup I got down various evenings since. It's Sayer, not Twiss, who's faster than the sun ITTL; but just as in the last time I wrote these, Twiss will get the bigger bragging rights in the end. No craft posted yet because I have to dig up all the small odds and ends it uses and add them to the RftS pack. Sayer's experience with inertia coupling is rather like Yeager's in the X-1A. Also, a note: I plan to retcon Chapter 1 shortly; I goofed on my dates a bit there. It should take place mid-late war, though the Wren (with modifications) will continue to be used after the war.

III: Faster than the Sun Postwar British Jet Research Program: Operation MERCURY Administered by: Royal Aircraft Establishment Partners: Aeroplane and Armaments Experimental Establishment, Royal Air Force, Fleet Air Arm, Gloster Aircraft Company, Miles Aircraft Limited, Rolls Royce Crew: Sqn Ldr Phillip Edward Gerald “Gerry†Sayer OBE DSO DFC Aircraft: JRC Mk III W4041 Launch Site: RAF Boscombe Down (A&AEE) Objective: Pass Mach 2; research high speed flight in the Mach 2+ regime. Outcome: Success. Notes The British had invented the jet engine shortly before the Second World War, and during the war had led the world in high-speed aircraft. The Supermarine Swift, the “workhorse of the war,†defined jet hunters in the late-war and postwar period. A considerable leap over the near-prototype first generation of jet hunters and attack aircraft used mid-war, it pioneered in-service use of three innovations that were crucial to the success of second generation jet hunters, and to flight in the transonic regime: a stovepipe design where the single engine formed the body of the aircraft, with its intake as the nose and exhaust as the tail; a “flying†tail, and swept wings. In the transonic region, compression forces push conventional control surfaces to remain level; a flying tail, however, keeps forces in balance and makes control much easier. The swept wing greatly lowers drag in the transonic and supersonic regime, considerably improving performance. With these advances, the Swift could routinely break the sound barrier in dives, though it could not reach supersonic speed in level flight. That task was for the JRC Mk II. The first Jet Research Craft, the JRC Mk I, built before the Second World War, demonstrated the advantages (and pitfalls) of jet-powered aircraft to the Air Ministry. The JRC Mk I was built by the innovative F. G. Miles of Miles Aircraft to a reasonably conventional design; it was, however, the first aircraft to use the stovepipe design made famous by the Swift and other early hunters. The JRC Mk II, also built by Miles and this time with a flying tail, was used for high speed research in the transonic and supersonic regime; assisted by rockets, and later again under its own power with an uprated engine, it was the first aircraft to fly faster than the speed of sound. A derivative, the JRC Mk IIS, tested swept wings. Given the history of procurement contracts, it is not as surprising as it might be that Supermarine rather than Miles was chosen to build the RAF’s service fighter. The Swift, not Miles’s innovative research aircraft, receives credit in popular imagination as the progenitor of the modern jet hunter. Then again, the Air Ministry had its reasons: Miles was not a large company, and did not have experience with combat aircraft; further, the company was already busy manufacturing trainers for the RAF and Fleet Air Arm, and further the Air Ministry did not wish to interrupt or distract Miles from important research. What is perhaps more surprising is that, immediately after the war, the Air Ministry turned to Gloster rather than Miles when it came time for the next aircraft in the series: the JRC Mk III. Its reasoning remains unclear, but what is clear is that an exception aircraft was the result. Just as the JRC Mk I was the prototype for the early jets, and the Mk II pioneered features made famous by the Swift and other second-generation hunters, the Mk III’s layout would itself be repeated many times in third-generation hunters and attack planes. It too featured highly swept wings and a (swept) all-moving flying tail, but its wings were low-aspect, its intakes were moved to the fuselage sides and ramps added to aid in inlet compression at supersonic speed, and it featured an early, untheorized implementation of the area rule to reduce transonic and supersonic drag. In testing various fuselage/intake combinations in the new transonic wind tunnel at RAE at Farnborough, a design featuring side inlets that tapered in while the wings extended out was found to have far less drag than other designs; later research on this result would lead to the theorization of the area rule. In 1946, with sounding rockets routinely breaking Mach 5, airplanes seemed a distant second when it came to speed. Indeed, no aircraft had yet passed Mach 1.3 in sustained flight. The JRC Mk III would change that in Operation MERCURY. The JRC Mk III had been conceived in the last days of the war to investigate the flight regime that the Swift and other second-generation hunters only experienced in steep dives, and to test new advances that might lead to far higher supersonic performance. Mercury, named after the Roman god of speed, was conceived along with the Mk III itself; at first merely a name for the entire program it came to also signify an attempt to not just break the aircraft speed record but shatter it to pieces: to fly past Mach 2 in level flight. The Mk III’s innovations were necessary for this purpose, as was the exceptionally powerful Rolls Royce Avon turbojet, the first British axial flow (rather than centrifugal flow) jet engine. With reheat, the Avon used in the JRC Mk III developed 73kN static thrust. With a dry weight of 5,480kg, this meant the Mk III had an astounding thrust-to-weight ratio of 1.36 with empty tanks, and a near one-to-one ratio even fully loaded. The man chosen to pilot the JRC Mk III was intimately familiar with jets. Gerry Sayer had served before the war as Gloster’s chief test pilot, and he was the fourth Briton to fly a jet aircraft, the prototype of the Gloster Gladiator twin-jet hunter. With the coming of the war his RAF commission was reactivated; by 1941 a hunter ace, he was soon seconded to RAE at Farnborough, first to help other RAF pilots transition to jets and then to help establish the Empire Test Pilots’ School. He ended the war a Squadron Leader with 16 victories. After the war he returned to Gloster and after putting the Mk III through its paces he was selected to pilot it for Mercury. After a number of flights to test out the Mk III’s handling and transonic / low-supersonic performance, in late May Sayer prepared for the record-breaking flight. On 31 May 1946 Gerry Sayer became the first man to fly “faster than the sun.†W4041 in the hangar at RAF Boscome Down, prior to rollout. W4041 is clear for takeoff. Flaps set to Takeoff, the Avon spools up to maximum static thrust. Reheat on. Ignition! Rotation! Vrot 128kts. Retracting gear. Gear up, flaps coming closed. Clean ship, turning north and beginning climb to cruising altitude. Climbing to 50,000ft. Leveling off at 50,000ft. Beginning speed run. The southern coast of England (and Normandy beyond it) is clearly visible. Approaching Mach 1. Passing Mach 1, throttle to the stops. Passing Mach 2. 1477KTAS. Note considerable up-trim to counteract mach tuck, and roughly 3 degrees angle of attack to maintain altitude Beginning high speed turn. Sayer is about to experience one of the chief dangers of high-speed flight. Inertia coupling sets in as Sayer rolls to begin his turn. Violent pitching and yawing nearly renders him unconscious and flips the Mk III almost entirely around. The Mk III enters a dangerous flat spin. Sayer struggles to recover, dumping fuel from all but the forward tank. At little more than 6000ft AGL Sayer finally recovers, returning the Mk III to stable flight. Accelerating back up through Mach 1, Sayer turns to a homeward heading and begins his climb back to 50,000ft. Climbing. Back to Mach 2. Passing 1450 knots. Sayer claims to have reached 1500KTAS (Mach 2.6) but the radar at Boscombe Down cannot confirm. Sayer begins his descent towards home. Field in sight! Lowering gear. Clear for landing. Downwind leg. Gear down and locked, flaps coming down. Flaps to landing. Turning for final approach. Lining up. Lined up, a little fast. Hot ship. Nearly down. Flaring. Touchdown! Raising flaps, brakes engaged. W4041 rolls to a stop.

Same here. If you have a decent thrust upper stage, you can get away with a turn shape of 40 or so, and even lowering turn end to 100. But if your upper stage is <1.0 TWR at the start and remains so for a while, you'll need to baby it lots, and probably circularize after apogee too (MJ is not so good for this).

Afraid I don't use KW fairings, so...dunno. brooklyn666: yep, just set it = Root in the cfg. It's my "half-real" attempt at more realistic antenna behavior. Math correct in both cases. For "KSP" I assume you mean KSC? That depends. If you want to replicate real life, you want a truly staggering range: enough such that maybe your 600Gm dish can talk to KSC from Pluto. That requires KSC having something like a 100Tm range. This is where those clamps become useful: even with a 100Tm range, the max range between KSC and a 500km omni is only 50,000km.

Awesome, thanks!

ModuleGenerator with alwayson = true (see the RTG for an example) should work. You can add as many resources to it as you like. Or if you want it toggleable, leave alwayson off...