Friday, December 16, 2011
Thursday, December 15, 2011
GOP Debate
Listening to the debate.....Santoriom is correct on the martyr issues of the Iranians. Ron Paul is scary in his foreign policies. They might work with a sane regime. With Iran.....not a chance.
Newt is one of the smartest people on the stage.
Michelle Bachman gave some good answers as did Rick Perry.
Mitt was stable, gave the expected answers.
Huntsman.....still don't know about him, although his answers to winning the war militarily and losing it economically is valid.
Bachman gets testy on the abortion issue.........
The republicans need to stay away from the abortion issues....that will scare the independents to Obungler in 2012. We need to stay on fiscal issues and hammer Obungler on his record.
Newt is one of the smartest people on the stage.
Michelle Bachman gave some good answers as did Rick Perry.
Mitt was stable, gave the expected answers.
Huntsman.....still don't know about him, although his answers to winning the war militarily and losing it economically is valid.
Bachman gets testy on the abortion issue.........
The republicans need to stay away from the abortion issues....that will scare the independents to Obungler in 2012. We need to stay on fiscal issues and hammer Obungler on his record.
Rationalizing Rhetorician
Got this from GOC
Any student of history, or even a casual fan of Western novellas and science-fiction adventures, knows the inherent dangers in unmitigated megalomania, unrepressed narcissism, and unwarranted arrogance. Throughout literature, oral tradition, movies, religions, myths, and records, the endgame is always the same: downfall, collapse, ruin, and widespread suffering by countless innocents . . . regardless of the region or culture in which the tale originates.
Even worse, many times the dictator or tyrant or false prophet begins with the noblest of intent, the purest of purpose, the highest of ethics, and genuinely believes until the handwriting miraculously appears on the wall that he is right and all who oppose him simply fail to see the beauty and simplicity of his master plan.
Today we have an arrogant, narcissistic, idealistic rhetorician whose entire knowledge of practicality could be neatly inscribed on the bill of a sparrow in all-cap bold print. His complete ability set lies in campaigning, which is to say that he makes promises that he has been told the people want to hear, promises which change from venue to venue and issue to issue.
His primary goal has always centered on an intense need to overcome what was an unfortunate birth by an unready mother in an unhappy relationship with an unpleasant stranger who abandoned both her and their son; an unhappy childhood in a strange land with unfamiliar customs, traditions, and religion; an unfulfilling adolescence in another strange multicultural society with no ethnic groups for which to feel kinship; an unrecorded education based on theory and philosophy with no adjustments or questions by real-world applications and practice; and an unholy affiliation with an unAmerican preacher and domestic terrorists who condemn the very nation he foolishly believes he is fit to govern.
His primary problem, after the fact that he has no experience for management or governance, is that he believes his nebulous and ill-defined approach to solving the nation’s problems will work although it has consistently failed every other place it has been tried simply because at long last the proper person for implementing it has arrived on scene -- him.
He calls himself an organizer, a unifier, a healer, one who has the gift and the vision necessary to lead the nation out of gridlock and the inequity of its wealth allocation toward a utopia where government provides for everyone’s needs all the time by eating the rich and redistributing their assets.
He is in fact a rationalizing rhetorician who, like all rising despots, uses clever phrases and false syllogisms and overgeneralized condemnation of his opponents to mask balderdash and propaganda and pass them off as truth and wisdom.
Support for his illogical and ambiguous manifesto resides primarily in three groups: those who are dedicated to him for no other reason than ethnic loyalty, those who think it’s “cool” to champion a half-black man to assuage their white guilt, and those who are either ignorant of or can’t remember or are too dull to comprehend the abundant lessons of history and literature.
Half of America bought into a halfrican wet dream of “hope” and “change” in which the hope of creating a legacy and a place of permanence for his name in the history books has now been achieved, and the change is all that most people have left to live on since their future has been mortgaged beyond their ability to pay off.
Narcissism defies reality much as ignorance resists the lessons of history, and arrogance resists dispute much as inexperience resists truth. This rookie quarterback posturing as a pro has consistently called the wrong plays, mishandled the ball, thrown interceptions, and backed the team up to its own goal line until the final two-minute warning has sounded, the score is tied, it’s 3rd and 35, and the defense has been sent to the showers.
The man-who-would-be-leader-of-the-free-world has fallen into the trap of believing what the swooning, salivating media say about him. Instead of reading the daily intelligence report, he re-reads his own press releases. He offers no solutions to problems and directs his minions to reject all proposals from the opposition which could very well cut spending, create employment, and balance the budget.
His belief in the delusion his speeches have created refuses to accept anything which threatens his policy of trickle-up poverty as the path to recovery, and the light shining from his gleaming castle in the sky has blinded him to the impending disaster his tax-and-spend guiding principle is developing.
Barack Hussein Obama’s amorphous plan for America has created a looming, ominous dark cloud over the nation. He has trampled on tradition, cast out customs, alienated allies, divided demographics, scoffed at scorn, sneered at security, nixed negotiation, and confounded compromise in the blind, unfounded belief that anyone whose ideas do not correspond with his own is automatically wrong and not worthy of his time.
A second Obama term would see the Supreme Court transformed into a left-wing political tool for the complete dismantling of individual responsibility, free enterprise, and border security. Capital flight to nations with more favorable business climates would result in decreasing federal revenues in the long run, and in 25 years the name USA will no longer exist, having been replaced by Argentina del Norte. But, at least half the population won't have to learn a new language to fit its new name
Any student of history, or even a casual fan of Western novellas and science-fiction adventures, knows the inherent dangers in unmitigated megalomania, unrepressed narcissism, and unwarranted arrogance. Throughout literature, oral tradition, movies, religions, myths, and records, the endgame is always the same: downfall, collapse, ruin, and widespread suffering by countless innocents . . . regardless of the region or culture in which the tale originates.
Even worse, many times the dictator or tyrant or false prophet begins with the noblest of intent, the purest of purpose, the highest of ethics, and genuinely believes until the handwriting miraculously appears on the wall that he is right and all who oppose him simply fail to see the beauty and simplicity of his master plan.
Today we have an arrogant, narcissistic, idealistic rhetorician whose entire knowledge of practicality could be neatly inscribed on the bill of a sparrow in all-cap bold print. His complete ability set lies in campaigning, which is to say that he makes promises that he has been told the people want to hear, promises which change from venue to venue and issue to issue.
His primary goal has always centered on an intense need to overcome what was an unfortunate birth by an unready mother in an unhappy relationship with an unpleasant stranger who abandoned both her and their son; an unhappy childhood in a strange land with unfamiliar customs, traditions, and religion; an unfulfilling adolescence in another strange multicultural society with no ethnic groups for which to feel kinship; an unrecorded education based on theory and philosophy with no adjustments or questions by real-world applications and practice; and an unholy affiliation with an unAmerican preacher and domestic terrorists who condemn the very nation he foolishly believes he is fit to govern.
His primary problem, after the fact that he has no experience for management or governance, is that he believes his nebulous and ill-defined approach to solving the nation’s problems will work although it has consistently failed every other place it has been tried simply because at long last the proper person for implementing it has arrived on scene -- him.
He calls himself an organizer, a unifier, a healer, one who has the gift and the vision necessary to lead the nation out of gridlock and the inequity of its wealth allocation toward a utopia where government provides for everyone’s needs all the time by eating the rich and redistributing their assets.
He is in fact a rationalizing rhetorician who, like all rising despots, uses clever phrases and false syllogisms and overgeneralized condemnation of his opponents to mask balderdash and propaganda and pass them off as truth and wisdom.
Support for his illogical and ambiguous manifesto resides primarily in three groups: those who are dedicated to him for no other reason than ethnic loyalty, those who think it’s “cool” to champion a half-black man to assuage their white guilt, and those who are either ignorant of or can’t remember or are too dull to comprehend the abundant lessons of history and literature.
Half of America bought into a halfrican wet dream of “hope” and “change” in which the hope of creating a legacy and a place of permanence for his name in the history books has now been achieved, and the change is all that most people have left to live on since their future has been mortgaged beyond their ability to pay off.
Narcissism defies reality much as ignorance resists the lessons of history, and arrogance resists dispute much as inexperience resists truth. This rookie quarterback posturing as a pro has consistently called the wrong plays, mishandled the ball, thrown interceptions, and backed the team up to its own goal line until the final two-minute warning has sounded, the score is tied, it’s 3rd and 35, and the defense has been sent to the showers.
The man-who-would-be-leader-of-the-free-world has fallen into the trap of believing what the swooning, salivating media say about him. Instead of reading the daily intelligence report, he re-reads his own press releases. He offers no solutions to problems and directs his minions to reject all proposals from the opposition which could very well cut spending, create employment, and balance the budget.
His belief in the delusion his speeches have created refuses to accept anything which threatens his policy of trickle-up poverty as the path to recovery, and the light shining from his gleaming castle in the sky has blinded him to the impending disaster his tax-and-spend guiding principle is developing.
Barack Hussein Obama’s amorphous plan for America has created a looming, ominous dark cloud over the nation. He has trampled on tradition, cast out customs, alienated allies, divided demographics, scoffed at scorn, sneered at security, nixed negotiation, and confounded compromise in the blind, unfounded belief that anyone whose ideas do not correspond with his own is automatically wrong and not worthy of his time.
A second Obama term would see the Supreme Court transformed into a left-wing political tool for the complete dismantling of individual responsibility, free enterprise, and border security. Capital flight to nations with more favorable business climates would result in decreasing federal revenues in the long run, and in 25 years the name USA will no longer exist, having been replaced by Argentina del Norte. But, at least half the population won't have to learn a new language to fit its new name
Wednesday, December 14, 2011
China's fake deserted Disneyland
Along the road to one of China’s most famous tourist landmarks – the Great Wall of China – sits what could potentially have been another such tourist destination, but now stands as an example of modern-day China and the problems facing it.
New Stratoplane will take people into space.
The Stratolaunch will soon take tourists into space
You can watch a computer simulation of a Stratolaunch mission here
Powered by six 747 engines, the new craft should also be far more fuel efficient than traditional shuttle launches, since it will bypass the standard supply of expensive rocket fuel needed to propel a shuttle up from the ground.
The craft will also be enormous, with a wingspan of 385 feet, (making it larger than a football field) while weighing 1.2 million pounds.
And the Stratolaunch will not be restrained by the factors that normally dictate when a shuttle can launch into space from the ground.
Allen and Rutan are competing with other private companies in a race to deliver people and goods to the International Space Station, now that NASA has cancelled its space shuttle program.
The pair are teaming up with another Internet mogul, Elon Musk, founder of PayPal and Tesla, who is providing funds for the spaceship and booster components.
Allen is no stranger to space exploration, having already won the Ansari X Prize in 2004, for his sponsorship of a craft that went into space but not into orbit. If all goes to plan, the Stratolaunch program will be involved in satellite transport--while also promoting space tourism.
I am glad to see the American Entrepreneurship still existing in America. With Obungler pulling NASA out of the space program and we have to pay the Russians to get our people to the space station. The fees that the Russians are charging have gone from 51 million per seat to 62 million per seat. Nothing like having no competition and we are giving money to our potential adversaries. I hope this works, I'd rather have Americans fly Americans to the station rather than paying Russians. It is part of our national pride.
I got this article from Yahoo News
Tuesday, December 13, 2011
A Real women.....
A real woman is a man's best friend.
She will never stand him up and never let him down.
She will reassure him when he feels insecure and comfort him after a bad day.
She will inspire him to do things he never thought he could do; to live without fear and forget regret.
She will enable him to express his deepest emotions, and give in to his most intimate desires.
She will make sure he always feels as though he's the most handsome man in the room and will enable him to be the most confident, sexy, seductive and invincible...
No wait...
Sorry.
I'm thinking of Budweiser. It's Budweiser that does all that stuff Never mind.
Friday, December 9, 2011
Off the wall comment....and a correlation...?
Former NJ Governor and head of the defunct MF global Mr. Corzine spoke before congress and was asked about the missing 1.2 Billion dollars of investor money that just "vanished" Link is here
1.2 billion dollars vanished and they don't have a clue where the money went? Ya know that Obungler has a massive war chest to finance his reelection campaign. I wonder if there is a correlation.
Makes you wonder........
1.2 billion dollars vanished and they don't have a clue where the money went? Ya know that Obungler has a massive war chest to finance his reelection campaign. I wonder if there is a correlation.
Makes you wonder........
DC-8
I got the information from airliners.net and wiki. The internet is a good thing,
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The popular DC-8 was Douglas' first jet powered airliner, and the USA's second successful jet powered transport behind the Boeing 707.
Despite its strong hold on the world airliner market in the early 1950s, and the appearance of the jet powered De Havilland Comet in 1949, Douglas moved cautiously into the field of jet powered transports, a decision which was to cost it dearly in lost potential sales over the following decades.
Douglas announced it was developing the jet powered DC-8 airliner in June 1955, a year after the first flight of the Boeing Model 367-80, the 707 predecessor. The first DC-8 flew on May 30 1958, five months before the 707 entered service with Pan Am. A concerted flight test program involving nine aircraft led to certification being awarded on August 31 1959. Entry into commercial service with launch customers United and Delta was on September 18 that year.
Unfortunately for Douglas, the earlier availability of the 707 meant that initial sales of the DC-8 were relatively slow. However, the emergence of Douglas' design had already forced Boeing to widen the fuselage width of the 707, and unlike the Boeing the DC-8 was offered in domestic and intercontinental versions from the start.
Versions of the initial short fuselage DC-8 were: the Series 10, the initial domestic version with 60.1kN (13,500lb) P&W JT3C-6 turbojets - 28 were built for Delta and United; the similar Series 20 but with more powerful 74.7kN (16,800lb) JT4A-9 turbojets; the intercontinental Series 30 and Series 40, powered by JT4A-11s or Rolls-Royce Conways respectively; and the Series 50, perhaps the definitive short fuselage model and a direct competitor to the 707-320B/C, with 80.1kN (18,000lb) JT3D-3 turbofans. Convertible 50CF and pure freight 50AF Jet Trader versions were also offered, while others were subsequently converted to freighters.
The short fuselage DC-8s were replaced in production by the substantially larger stretched DC-8 Super Sixty series.
Delta Air Lines was one of the 2 launch customers for that airplane.
The Douglas DC-8 is a four-engined narrow-body passenger commercial jet airliner, manufactured from 1958 to 1972 by the Douglas Aircraft Company. Launched later than the competing Boeing 707, the DC-8 nevertheless established Douglas in a strong position in the airliner market, and remained in production until 1972 when it began to be superseded by much larger designs, including the DC-10 and Boeing 747. The DC-8 design allowed it to hold slightly more cargo than the 707. Dozens of re-engined examples remain in freighter service to this day, while commercial 707 service had largely ended by 2000.
In the post-World War II era, Douglas held a commanding position in the commercial aircraft market. Although Boeing had pointed the way to the modern all-metal airliner in 1933 with the 247, it was Douglas that, more than any other company, had made commercial air travel a reality. Douglas produced a succession of piston-engined aircraft (DC-2, DC-3, DC-4, DC-5, DC-6, and DC-7) through the 1930s, 1940s and 1950s.
When de Havilland introduced the first jet-powered airliner, the Comet, in 1949, Douglas took the view that there was no reason to rush into anything new. Their U.S. competitors at Lockheed and Convair felt the same way: that there would be a gradual switch from piston engines to turbines, and that the switch would be to the more fuel-efficient turboprop engines rather than pure jets. All three companies were working on a new generation of piston-engined designs, with an eye to turboprop conversion in the future.
De Havilland's pioneering Comet entered airline service in 1952. Initially it was a success, but a series of fatal crashes in 1953 and 1954 resulted in the type being grounded until the cause could be discovered. The cause of the Comet crashes had nothing to do with jet engines; it was a rapid metal fatigue failure brought on by cycling the high stresses in corners of the near-square windows from pressurizing the cabin to high altitudes and back. A new understanding of metal fatigue that the Comet investigation produced would play a vital part in the good safety record of later types like the DC-8.
In 1952, Douglas remained the most successful of the commercial aircraft manufacturers. They had almost 300 orders on hand for the piston-engined DC-6 and its successor, the DC-7, which had yet to fly and was still two years away from commercial service. The Comet disasters, and the consequent airline lack of interest in jets, seemed to demonstrate the wisdom of their staying with propeller-driven aircraft.
Competition
In contrast, Boeing took the bold step of starting to plan a pure-jet airliner in as early as 1949. Boeing's military arm had gained extensive experience with large, long-range jets through the B-47 Stratojet (first flight 1947) and the B-52 Stratofortress (1952). With thousands of their big jet bombers on order or in service, Boeing had developed a close relationship with the US Air Force's Strategic Air Command (SAC). Boeing also supplied the SAC's refueling aircraft, the piston-engined KC-97 Stratotankers, but these proved to be too slow and low flying to easily work with the new jet bombers. The B-52, in particular, had to descend from its cruising altitude and then slow almost to stall speed to work with the KC-97, even when the latter was augmented with jet engines to boost its speed.Believing that a requirement for a jet-powered tanker was a certainty, Boeing started work on a new all-jet aircraft that would fill this role and also be adaptable into an airliner. In the airliner role it would have similar seating capacity to the Comet, but its swept wing planform would give it considerably higher cruising speeds, and better range. First presented in 1950 as the Model 473-60C, Boeing failed to generate any interest at the airlines. Nevertheless, Boeing remained convinced that the project was worthwhile, and decided to press ahead with a prototype, the "Dash-80". After spending $16 million of their own money on construction, the Dash-80 rolled out on 15 May 1954, and first flew the next month. Boeing's plans became obvious in the industry, despite the "code name" intended to hide its purpose.
Design phase
Douglas secretly began jet transport project definition studies in mid-1952. By mid-1953 these had developed into a form very similar to the final DC-8; an 80-seat, low-wing aircraft with four Pratt & Whitney JT3C turbojet engines, 30° wing sweep, and an internal cabin diameter of exactly 11 ft (3.35 m) to allow five abreast seating. Maximum weight was to be 95 tons (86 tonnes), and range was estimated to be about 3,000-4,000 mi (4,800-6,400 km).Douglas remained lukewarm about the jet airliner project, but believed that the Air Force tanker contract would go to two companies for two different aircraft, as several USAF transport contracts in the past had done. In May 1954, the USAF circulated its requirement for 800 jet tankers to Boeing, Douglas, Convair, Fairchild, Lockheed, and Martin. Boeing was already just two months away from having their prototype in the air. Just four months after issuing the tanker requirement, the USAF ordered the first 29 KC-135s from Boeing. Besides Boeing's ability to provide a jet tanker promptly, the flying-boom air-to-air refueling system was also a Boeing product from the KC-97: developing the KC-135 had been a safe bet.
Donald Douglas was shocked by the rapidity of the decision which, he said, had been made before the competing companies even had time to complete their bids. He protested to Washington, but without success. Having started on the DC-8 project, Douglas decided that it was better to press on than give up. Consultations with the airlines resulted in a number of changes: the fuselage was widened by 15 in (38 cm) to allow six-abreast seating. This led to larger wings and tail surfaces and a longer fuselage.
The DC-8 was officially announced in July 1955. Four versions were offered to begin with, all based on the same 150 ft 6 in (45.9 m) long airframe with a 141 ft 1 in (43 m) wingspan, but varying in engines and fuel capacity, and with maximum weights of about 120-130 tons (109-118 tonnes). Douglas steadfastly refused to offer different fuselage sizes. The maiden flight was planned for December 1957, with entry into revenue service in 1959. Well aware that they were lagging behind Boeing, Douglas began a major push to market the product.
First orders
At the time, Douglas' previous thinking about the airliner market seemed to be coming true; the transition to turbine powered looked likely to be one to turboprops rather than turbojets. The pioneering 40–60-seat Vickers Viscount was already in service and proving enormously popular with both passengers and airlines: it was much faster, quieter and more comfortable than piston-engined types. Another British aircraft, the 90-seat Bristol Britannia, was establishing a fine reputation, and Douglas's main rival in the large, piston-engined passenger aircraft market, Lockheed, had committed to the short/medium range 80–100-seat turboprop Electra, with a launch order from American Airlines for 35 and other major orders flowing in. Meanwhile the Comet remained grounded, the French 90-passenger twin jet Sud Aviation Caravelle prototype had just flown for the first time, and the 707 was not expected to be available until late 1958. The major airlines were reluctant to commit themselves to the huge financial and technical challenge of jet aircraft. On the other hand, no-one could afford not to buy jets if their competitors did.And there the matter rested until October 1955, when Pan American placed simultaneous orders with Boeing for 20 707s and Douglas for 25 DC-8s. To buy one expensive and untried jet-powered aircraft type was brave: to buy both was at the time, unheard of. In the closing months of 1955, other airlines rushed to follow suit: Air France, American, Braniff, Continental and Sabena ordered 707s; United, National, KLM, Eastern, JAL and SAS chose the DC-8. In 1956 Air India, BOAC, Lufthansa, Qantas and TWA added over 50 to the 707 order book, while Douglas sold 22 DC-8s to Delta, Swissair, TAI, Trans-Canada and UAT. By the start of 1958, Douglas had sold 133 DC-8s as against Boeing's 150 707s.
Production and testing
The DC-8 entered revenue service first with Delta Air Lines on 18 September 1959 with United also entering service later on the same day.[2] By March 1960, Douglas had reached their planned production rate of eight DC-8s a month. Despite the large number of DC-8 early models available, all used the same basic airframe, differing only in engines, weights and details. In contrast, Boeing's rival 707 range offered several fuselage lengths and two differing wingspans: the original 144 ft (44 m) 707-120, a 135 ft (41 m) version that sacrificed space to gain longer range, and the stretched 707-320, which at 153 ft (46.5 m) overall had 10 ft (3 m) more cabin space than the DC-8. Douglas' refusal to offer different fuselage sizes made it less adaptable and forced Delta and United to look elsewhere for short/medium range types. Delta ordered Convair 880s but United went for the newly developed lightweight 707-020 but prevailed on Boeing to rename the new variant the "720" in case people thought they were dissatisfied with the DC-8. Significantly, Pan Am never reordered the DC-8 and Douglas gradually lost market share to Boeing. After an excellent start, 1962 DC-8 sales dropped to just 26, followed by 21 in 1963 and 14 in '64, and most of these were for the Jet Trader rather than the more prestigious passenger versions. In 1967, Douglas merged with McDonnell Aircraft Corporation to become McDonnell Douglas (MDC).
On 21 August 1961 a Douglas DC-8 broke the sound barrier at Mach 1.012 (660 mph/1,062 km/h) while in a controlled dive through 41,000 ft (12,497 m) and maintained that speed, for 16 seconds. The flight was to collect data on a new leading-edge design for the wing, and while doing so, this DC-8 became the first civilian jet to make a supersonic flight.[3] The aircraft was a DC-8-43 later delivered to Canadian Pacific Air Lines as CF-CPG. The aircraft, crewed by Captain William Magruder, First Officer Paul Patten, Flight Engineer Joseph Tomich and Flight Test Engineer Richard Edwards, took off from Edwards Air Force Base in California, and was accompanied to altitude by an F-104 flown by Chuck Yeager.[4]
Further developments
In April 1965, Douglas announced belated fuselage stretches for the DC-8 with three new models known as the Super Sixties. The DC-8 program had been in danger of closing with fewer than 300 aircraft sold, but the Super Sixties brought fresh life to it. By the time production ceased in 1972, 262 of the stretched DC-8s had been made. With the ability to seat 269 passengers, the DC-8 Series 61 and 63 had the largest passenger-carrying capacity available. That remained so until the Boeing 747 arrived in 1970.
All the earlier jetliners were noisy by modern standards. Increasing traffic densities and changing public attitudes led to complaints about aircraft noise and moves to introduce restrictions. As early as 1966 the New York Port Authority expressed concern about the noise to be expected from the then still unbuilt DC-8-61, and operators had to agree to operate it from New York at lower weights to reduce noise. By the early 1970s, legislation for aircraft noise standards was being introduced in many countries, and the 60 Series DC-8s were particularly at risk of being banned from major airports.
In the early 1970s several airlines approached McDonnell Douglas for noise reduction modifications to the DC-8 but nothing was done. Third parties had developed aftermarket hushkits but there was no real move to keep the DC-8 in service. Finally, in 1975, General Electric began discussions with major airlines with a view to fitting the new and vastly quieter Franco-American CFM56 engine to both DC-8s and 707s. MDC remained reluctant but eventually came on board in the late 1970s and helped develop the 70 Series DC-8s.
The Super Seventies were a great success: roughly 70% quieter than the 60-Series and, at the time of their introduction, the world's quietest four-engined airliner. As well as being quieter and more powerful, the CFM56 was roughly 20% more fuel efficient than the JT3D, which reduced operating costs and extended the range.
By 2002, of the 1032 707s and 720s manufactured for commercial use, just 80 remained in service — though many of those 707s were converted for USAF use, either in service or for spare parts. Of the 556 DC-8s made, around 200 were still in commercial service in 2002, including about 25 50-Series, 82 of the stretched 60-Series, and 96 out of the 110 re-engined 70-Series. Most of the surviving DC-8s are now used as freighters. As of May 2009, 97 DC-8s were in service following UPS's decision to retire their remaining fleet of 44.[5]
Variants
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DC-8 Series 10
For U.S. domestic use and powered by 13,500 lb (60.5 kN) Pratt & Whitney JT3C-6 turbojets with water injection. The initial DC-8-11 model had the original, high-drag wingtips and all examples were subsequently converted to DC-8-12 standard. The DC-8-12 had the new wingtips and leading-edge slots inboard of each pylon. These unique devices were actuated by doors on the upper and lower surfaces that opened for low speed flight and closed for cruise. The maximum weight increased from 265,000 lb (120,200 kg) to 273,000 lb (123,830 kg). 28 DC-8-10s were manufactured. This model was originally named "DC-8A" until the series 30 was introduced.[6] 29 built, 22 for United and 6 for Delta, plus the prototype. The JT3C powered DC-8 was underpowered and by the mid sixties United had converted 15 of its 20 surviving aircraft to DC-8-20 standard and the other 5 to -50s. Delta converted its 6 to DC-8-50s. DC-8 Series 20 Higher-powered 15,800 lb (70.8 kN) Pratt & Whitney JT4A-3 turbojets (without water injection) allowed a weight increase to 276,000 lb (125,190 kg). 34 DC-8-20s were manufactured plus 15 converted DC-8-10s. This model was originally named "DC-8B" but was renamed when the series 30 was introduced.[6]
DC-8 Series 30
For intercontinental routes, the three Series 30 variants combined JT4A engines with a one-third increase in fuel capacity and strengthened fuselage and landing gear. The DC-8-31 was certified in March 1960 with 16,800 lb (75.2 kN) JT4A-9 engines for 300,000 lb (136,080 kg) maximum take off weight. The DC-8-32 was similar but allowed 310,000 lb (140,600 kg) weight. The DC-8-33 of November 1960 substituted 17,500 lb (78.4 kN) JT4A-11 turbojets, a modification to the flap linkage to allow a 1.5° setting for more efficient cruise, stronger landing gear, and 315,000 lb (142,880 kg) maximum weight. Many -31 and -32 DC-8s were upgraded to this standard. A total of 57 DC-8-30s were produced.DC-8 Series 40
The -40 was essentially the -30 but with 17,500 lb (78.4 kN) Rolls-Royce Conway 509 turbofans for better efficiency, less noise and less smoke. The Conway was an improvement over the turbojets that preceded it, but the Series 40 sold poorly both because of the traditional reluctance of U.S. airlines to buy a foreign product and because the still more advanced Pratt & Whitney JT3D turbofan was due in early 1961. The DC-8-41 and DC-8-42 had weights of 300,000 lb (136,080 kg) and 310,000 lb (140,600 kg) respectively, The 315,000 lb (142,880 kg) DC-8-43 had the 1.5° flap setting of the -33 and introduced a new 4% leading edge wing extension to allow a small fuel capacity increase and a significant drag reduction - the new wing design improved range by 8%, lifting capacity by 3.3 tons (3 tonnes), and cruising speed by better than 10 kn (19 km/h). It would be included in all future DC-8s. The variant was first delivered in 1960 and a total of 32 were built. It was the first turbofan-powered airliner.DC-8 Series 50
The definitive short-fuselage DC-8 with the same engine that powered the vast majority of 707s, the JT3D. Many earlier DC-8s were converted to this standard. All bar the -55 were certified in 1961. The DC-8-51, DC-8-52 and DC-8-53 all had 17,000 lb(76.1 kN) JT3D-1 or 18,000 lb (80.6 kN) JT3D-3B engines, varying mainly in their weights: 276,000 lb (125,900 kg), 300,000 lb (136,080 kg) and 315,000 lb (142,880 kg) respectively. The DC-8-55 arrived in June 1964, retaining the JT3D-3B engines but with strengthened structure from the freighter versions and 325,000 lb (147,420 kg) maximum weight. 88 DC-8-50s were manufactured plus 14 converted from Series 10/30.
- DC-8 Jet Trader Douglas approved development of specialized freighter versions of the DC-8 in May 1961, based on the Series 50. An original plan to fit a fixed bulkhead separating the forward ⅔ of the cabin for freight, leaving the rear cabin for 54 passenger seats was soon replaced by a more practical one to use a movable bulkhead and allow anywhere between 25 and 114 seats with the remainder set aside for cargo. A large cargo door was fitted into the forward fuselage, the cabin floor was reinforced and the rear pressure bulkhead was moved by nearly 7 ft (2 m) to make more space. Airlines were offered the option of a windowless cabin, though only one, United, took this up, with an order for 15 in 1964. The DC-8F-54 had a maximum takeoff weight of 315,000 lb (142,880 kg) and the DC-8F-55 325,000 lb (147,420 kg). Both used 18,000 lb (80.6 kN) JT3D-3B powerplants. 54 aircraft built.
- EC-24A A single ex-United Airlines DC-8F-54 was used by the United States Navy as an electronic warfare training platform. It was retired in October 1998 and is now in storage with the 309th Aerospace Maintenance and Regeneration Group.[7]
DC-8 Super 60 Series
- The DC-8 Series 61 was designed for high capacity and medium range. It had the same wings, engines and pylons as the -53, and sacrificed range to gain capacity. Having decided to stretch the DC-8, Douglas inserted a 240in (6 m) plug in the forward fuselage and a 200in (5 m) plug aft, taking overall length to 187 ft 4in (57.10m) and giving the aircraft a very long, lean look that was unique. The added length required strengthening of the structure, but the basic DC-8 design already had sufficient ground clearance to permit the one-third increase in cabin size without requiring longer landing gear. The variant first flew on March 14, 1966 and was certified in September 1966 at a maximum weight of 325,000 lb (147,420 kg). Deliveries began in January 1967 and it entered service with United Airlines in February 1967. It typically carried 210 passengers, or 269 in high-density configuration. A cargo door equipped DC-8-61CF was also available. 78 -61 and 10 -61CF built.
- The long-range DC-8 Series 62 followed in April 1967. It had a much more modest stretch, two 40in (1.02m) plugs fore and aft of the wing taking overall length to 157 ft 5in (47.98m), and a number of modifications to provide greater range. 3 feet (0.91 m) wingtip extensions reduced drag and added fuel capacity, and Douglas redesigned the engine pods, extending the pylons and substituting new shorter and neater nacelles, all in the cause of drag reduction. The 18,000 lb JT3D-3B was retained but the engine pylons were redesigned to eliminate their protrusion above the wing and make them sweep forward more sharply, so that the engines were actually positioned some 40 inch further forward. The engine pods were also modified featuring a reduction in pod diameter and the elimination of the -50 and -61 bypass duct. The changes all contributed to improve the aircraft's aerodynamic efficiency. The DC-8 Series 62 is slightly heavier than the -53 or -61 at 335,000 lb (151,956 kg), and able to seat up to 189 passengers, the -62 had a range with full payload of about 5,200 nmi (9,600 km), or about the same as the -53 but with 40 extra passengers. Many late production -62s had 350,000 lb (158,760 kg) maximum take off weight and were known as the -62H.[8] Also available as the cargo door equipped convertible -62CF or all cargo -62AF. 51 DC-8-62s built plus 10 -62CF and 6 -62AF.
- The DC-8 Series 63 was the final new build variant and entered service in June 1968. It combined the long fuselage of the -61, the aerodynamic refinements and increased fuel capacity of the -62 and 19,000 lb (85.1 kN) JT3D-7 engines. This yielded a maximum take off weight of 350,000 lb (158,760 kg) and a range with full payload of 4,110 nmi (7,600 km). Like the -62 available as a cargo door equipped -63CF or all cargo -63AF. The freighters had a further increase in mtow to 355,000 lb (161,030 kg). Eastern Airlines bought 6 -63PFs with the strengthened floor of the freighters but no cargo door. 41 DC-8-63s were built, plus 53 -63CF, 7 -63AF and the 6 -63PFs.
Super seventies
- The DC-8-72 and the DC-8-73 were straightforward conversions of the -62 and -63, replacing the JT3D engines with 22,000 lb(98.5 kN) CFM56-2 high-bypass turbofans in new housings built by Grumman, along with new engine pylons and fairing of the air intakes below the nose. The DC-8-71 achieved the same end but required considerably more modification because the -61 did not already have the improved wings and relocated engines of the -62 and -63. Maximum takeoff weights remained the same, but there was a slight reduction in payload because of the heavier engines. All three models were certified in 1982 and a total of 110 60-Series DC-8s were converted by the time the program ended in 1988.
Operators
Main article: List of Douglas DC-8 operators
A total of 30 DC-8 aircraft (all variants) were in commercial service as of January 2011 with the following operators:[9]- Air Transport International (16)
- Astar Air Cargo (8)
- Transair Cargo (3)
- BETA Cargo (1)
- Expo Aviation (1)
- Stars Away Aviation (1)
Accidents and incidents
As of May 2011, the DC-8 had been involved in 140 incidents,[12] including 83 hull-loss accidents,[13] with 2,256 fatalities.[14] The DC-8 has been in 46 hijackings involving 2 fatalities.[15]Specifications
| DC-8-32 | DC-8-63CF | |
|---|---|---|
| Crew | Three | |
| Passengers | 176 (economy) 124 (mixed) | 259 (economy) 180 (mixed) |
| Overall length | 150 ft 6 in (45.87 m) | 187 ft 4 in (57.10 m) |
| Wingspan | 142 ft 5 in (43.41 m) | 148 ft 5 in (45.24 m) |
| Overall height | 43 ft 4 in (13.21 m) | 43 ft 0 in (13.11 m) |
| Fuselage width | 12 ft 3 in (3.73 m) | |
| Wing Area | 2,771 ft² (257.4 m²) | 2,927 ft² (271.9 m²) |
| Operating empty weight | 134,000 lb (60,800 kg) | 146,300 lb (66,360 kg) |
| Maximum Takeoff Weight | 310,000 lb (140,600 kg) | 355,000 lb (161,000 kg) |
| Powerplants (4x) | Pratt & Whitney JT4A-9 turbojets, 16,800 lbf (74.7 kN) each | Pratt & Whitney JT3D-7 turbofans, 19,000 lbf, (84.5 kN) each |
| Maximum Cruise Speed | 588 mph (946 km/h) | 596 mph (959 km/h) |
| Range with Max. Payload | 4,605 mi (7,410 km) | 2,140 mi (3,445 km) |
| Wing Loading | 111.9 lb/ft² (546.2 kg/m²) | 121.3 lb/ft² (592.2 kg/m²) |
| Thrust/Weight Ratio | 0.217 | 0.21 (derived) |
Wednesday, December 7, 2011
Christmas Video's
I will link in a few Christmas video's
Finally who can forget The legend Bing Crosby with David Bowie...An Excellent Song
Finally who can forget The legend Bing Crosby with David Bowie...An Excellent Song
Guts or balls........
We've all heard about people having Guts or Balls, but do you really know the difference between them?
GUTS - Is arriving home late after a night out with the boys, being met by your wife with a broom, and having the Guts to ask:
'Are you still cleaning, or are you flying somewhere?'
BALLS - Is coming home late after a night out with the guys, smelling of perfume and beer, with lipstick on your collar, and having the balls to slap your wife on the butt and say:
'You're next, Chubby.'
Medically, speaking there is 'No' difference in the outcome.
GUTS - Is arriving home late after a night out with the boys, being met by your wife with a broom, and having the Guts to ask:
'Are you still cleaning, or are you flying somewhere?'
BALLS - Is coming home late after a night out with the guys, smelling of perfume and beer, with lipstick on your collar, and having the balls to slap your wife on the butt and say:
'You're next, Chubby.'
Medically, speaking there is 'No' difference in the outcome.
Who am I
Read the entire story before you jump to any conclusions.
I was born in one country, raised in another.
My father was born in another country.
I was not his only child.
He fathered several children with numerous women.
I became very close to my mother, as my father showed no interest in me.
My mother died at an early age from cancer.
Although my father deserted me and my mother raised me, I later wrote a book idolizing my father not my mother.
Later in life, questions arose over my real name.
My birth records were sketchy.
No one was able to produce a legitimate, reliable birth certificate.
I grew up practicing one faith but converted to Christianity, as it was widely accepted in my new country, but I practiced non-traditional beliefs and didn't follow Christianity, except in the public eye under scrutiny.
I worked and lived among lower-class people as a young adult, disguising myself as someone who really cared about them.
That was before I decided it was time to get serious about my life and embarked on a new career.
I wrote a book about my struggles growing up.
It was clear to those who read my memoirs, that I had difficulties accepting that my father abandoned me as a child.
I became active in local politics in my 30's then, with help behind the scenes, I literally burst onto the scene as a candidate for national office in my 40's.
They said I had a golden tongue and could talk anyone into anything.
I had a virtually non-existent resume, little work history, and no experience in leading a single organization.
Yet I was a powerful speaker and citizens were drawn to me, as though I were a magnet and they were small roofing tacks.
I drew incredibly large crowds during my public appearances.
This bolstered my ego.
At first, my political campaign focused on my country's foreign policy...
I was very critical of my country in the last war, and seized every opportunity to bash my country.
But what launched my rise to national prominence were my views on the country's economy.
I pretended to have a really good plan on how we could do better, and every poor person would be fed and housed for free.
I knew which group was responsible for getting us into this mess.
It was the free market, banks and corporations.
I decided to start making citizens hate them and, if they became envious of others who did well, the plan was clinched tight.
I called mine "A People's Campaign."
That sounded good to all people.
I was the surprise candidate because I emerged from outside the traditional path of politics and was able to gain widespread popular support.
I knew that, if I merely offered the people 'hope', together we could change our country and the world..
So, I started to make my speeches sound like they were on behalf of the downtrodden, poor, ignorant to include "persecuted minorities".
My true views were not widely known and I kept them unknown, until after I became my nation's leader.
I had to carefully guard reality, as anybody could have easily found out what I really believed, if they had simply read my writings and examined those people I associated with. I'm glad they didn't.
Then I became the most powerful man in the world.
And then the world learned the truth.
Who am I?
ADOLPH HITLER
If you were thinking of SOMEONE ELSE, you should be scared, very scared!
Monday, December 5, 2011
History Lesson
A History LessonHumans originally existed as members of small bands of nomadic hunters/gatherers. They lived on deer in the mountains during the summer and would go to the coast and live on fish and lobster in the winter.
The two most important events in all of history were the invention of beer and the invention of the wheel. The wheel was invented to get man to the beer. These were the foundation of modern civilization and together were the catalyst for the splitting of humanity into two distinct subgroups:
1. Liberals; and
2. Conservatives.
Once beer was discovered, it required grain and that was the beginning of agriculture. Neither the glass bottle nor aluminum can were invented yet, so while our early humans were sitting around waiting for them to be invented, they just stayed close to the brewery. That's how villages were formed.
Some men spent their days tracking and killing animals to B-B-Q at night while they were drinking beer. This was the beginning of what is known as the Conservative movement.
Other men who were weaker and less skilled at hunting learned to live off the conservatives by showing up for the nightly B-B-Q's and doing the sewing, fetching, and hair dressing. This was the beginning of the Liberal movement.
Some of these liberal men eventually evolved into women. The rest became known as girliemen.
Some noteworthy liberal achievements include the domestication of cats, the invention of group therapy, group hugs, and the concept of Democratic voting to decide how to divide the meat and beer that conservatives provided.
Over the years conservatives came to be symbolized by the largest, most powerful land animal on earth, the elephant. Liberals are symbolized by the jackass.
Modern liberals like imported beer (with lime added), but most prefer white wine or imported bottled water. They eat raw fish but like their beef well done. Sushi, tofu, and French food are standard liberal fare.
Another interesting evolutionary side note: most of their women have higher testosterone levels than their men. Most social workers, personal injury attorneys, journalists, dreamers in Hollywood and group therapists are liberals. Liberals invented the designated hitter rule because it wasn't fair to make the pitcher also bat.
Conservatives drink domestic beer. They eat red meat and still provide for their women. Conservatives are big-game hunters, rodeo cowboys, lumberjacks, construction workers, firemen, medical doctors, police officers, corporate executives, athletes, Marines, and generally anyone who works productively. Conservatives who own companies hire other conservatives who want to work for a living.
Liberals produce little or nothing. They like to govern the producers and decide what to do with the production. Liberals believe Europeans are more enlightened than Americans. That is why most of the liberals remained in Europe when conservatives were coming to America. They crept in after the Wild West was tamed and created a business of trying to get more for nothing.
Here ends today's lesson in world history: It should be noted that a Liberal may have a momentary urge to angrily respond to the above. A Conservative will simply laugh and be so convinced of the absolute truth of this history that it will be forwarded immediately to other true believers and to more liberals just to piss them off.
The two most important events in all of history were the invention of beer and the invention of the wheel. The wheel was invented to get man to the beer. These were the foundation of modern civilization and together were the catalyst for the splitting of humanity into two distinct subgroups:
1. Liberals; and
2. Conservatives.
Once beer was discovered, it required grain and that was the beginning of agriculture. Neither the glass bottle nor aluminum can were invented yet, so while our early humans were sitting around waiting for them to be invented, they just stayed close to the brewery. That's how villages were formed.
Some men spent their days tracking and killing animals to B-B-Q at night while they were drinking beer. This was the beginning of what is known as the Conservative movement.
Other men who were weaker and less skilled at hunting learned to live off the conservatives by showing up for the nightly B-B-Q's and doing the sewing, fetching, and hair dressing. This was the beginning of the Liberal movement.
Some of these liberal men eventually evolved into women. The rest became known as girliemen.
Some noteworthy liberal achievements include the domestication of cats, the invention of group therapy, group hugs, and the concept of Democratic voting to decide how to divide the meat and beer that conservatives provided.
Over the years conservatives came to be symbolized by the largest, most powerful land animal on earth, the elephant. Liberals are symbolized by the jackass.
Modern liberals like imported beer (with lime added), but most prefer white wine or imported bottled water. They eat raw fish but like their beef well done. Sushi, tofu, and French food are standard liberal fare.
Another interesting evolutionary side note: most of their women have higher testosterone levels than their men. Most social workers, personal injury attorneys, journalists, dreamers in Hollywood and group therapists are liberals. Liberals invented the designated hitter rule because it wasn't fair to make the pitcher also bat.
Conservatives drink domestic beer. They eat red meat and still provide for their women. Conservatives are big-game hunters, rodeo cowboys, lumberjacks, construction workers, firemen, medical doctors, police officers, corporate executives, athletes, Marines, and generally anyone who works productively. Conservatives who own companies hire other conservatives who want to work for a living.
Liberals produce little or nothing. They like to govern the producers and decide what to do with the production. Liberals believe Europeans are more enlightened than Americans. That is why most of the liberals remained in Europe when conservatives were coming to America. They crept in after the Wild West was tamed and created a business of trying to get more for nothing.
Here ends today's lesson in world history: It should be noted that a Liberal may have a momentary urge to angrily respond to the above. A Conservative will simply laugh and be so convinced of the absolute truth of this history that it will be forwarded immediately to other true believers and to more liberals just to piss them off.
Democrats and Christmas
I LOVE CHRISTMAS LIGHTS!!!
They remind me of DEMOCRATS.
They all hang together,
Half of them don't work,
AND
The ones that do...aren't that bright.
Friday, December 2, 2011
Bumperstickers.....
Bumper-Stickers Seen On Military Bases:
"When in Doubt, Empty the Magazine"
"Sniper - You can run, but you'll just die tired!"
"Machine Gunners - Accuracy By Volume"
"Except For Ending Slavery, Fascism, Nazism and Communism, WAR has Never Solved Anything."
" U.S. Marines - Certified Counselors to the 72 Virgins Dating Club"
" U.S. Air Force - Travel Agents To Allah"
"Stop Global Whining"
"Naval Corollary: Dead Men Don't Testify"
"The Marine Corps - When It Absolutely, Positively Has To Be Destroyed Overnight"
"Death Smiles At Everyone - Marines Smile Back"
"What Do I Feel When I Kill A Terrorist? A Little Recoil"
"Marines - Providing Enemies of America an Opportunity To Die For their Country Since 1775"
"Life, Liberty and the Pursuit of Anyone Who Threatens It"
"Happiness Is A Belt-Fed Weapon"
"It's God's Job to Forgive Bin Laden - It was Our Job To Arrange The Meeting"
"Artillery Brings Dignity to What Would Otherwise Be Just A Vulgar Brawl"
"One Shot, Twelve Kills - U.S. Naval Gun Fire Support "
"My Kid Fought In Iraq So Your Kid Can Party In College"
"A Dead Enemy Is A Peaceful Enemy - Blessed Be The Peacemakers"
"If You Can Read This, Thank A Teacher. If You Can Read It In English, Thank A Veteran"
...and finally
"Some people spend an entire lifetime wondering if they made a difference in the world. But the military doesn't have that problem."
Universal Truths
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