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My suggestion (for what it is worth) is to attach small strain gauge-like "feathers" to the wing surface. This would mimic a bird wing where I suppose the bird has some input as to when the feathers move out of their streamlined position, indicating stall or reversed airflow. Lots of input...

First of all, calculate how large blade area is needed for the given power. Then find out if one such fan stage will fit in the given diameter duct. If it doesn't fit, add stages to suit. Counterrotating will add a lot of complexity. If the fan(s) are driven by a motor or engine inside the duct...

Thanks Wil, I will read your post carefully and thoroughly. Thanks again. Dan

Even if this thing really aligned the fuel molecules, wouldn't they be scrambled again in the carburator or injector...

I'm working with company procedures for heat treating al-alloys. To begin with, we were mainly concerned with MD-80s and used that SRM for information. Now we want to be able to heat treat parts for Boeings and Airbuses. To our surprise we find different hardness and conductivity values in the...

This discussion has gone off in so many directions the forum seems insufficient. Why can't we all meet in say, Rio for a conference? Sign me up.

Whatever you say, Vortexman. Old lift explanations state that pressure drops when airspeed increases. If you think about this for a while you will find it makes no sense, even if it is seemingly in accordance with Bernoullis conservation of energy equation. When you realise that differences in...

Vortexman, I believe "Faulting the Bernoulli Equation" refers to not accepting it is being used "backwards" i.e. airspeed causes a drop in pressure but saying: Pressure differential causes airspeed. Much of the new theories of lift center on this.

No one who can speak German can be all bad... From the Simpsons show.

There could possibly be specific cases where FSW is advatageous compared to other joining methods. However, there must be significant gains to offset cost of engineering, testing and certification.

I can't see how FSW can be used to attach 1/4" thick wing skins to a spar flange at least as thick in itself. Maybe I'm thick too, but...

Silly question perhaps, but what would the benefit be? The skins are typically not joined to one another but Hi-Lok´ed to the spar flanges individually.

Most helicopter blades do have twist. Propeller pitch decreases towards the tip. Just to get the basics right.

Which is pretty much what I was getting at.

I have problems with this page: http://www.onemetre.net/Design/Downwash/Circul/Circul.htm Why is circulation = 0 ahead of the airfoil when we can see the streamlines deflecting upwards? Why is Vk equal but opposite on top and bottom? Seems very idealised, close to the point of being incorrect...

If you are trying to run this Velocette 200cc flat twin 4-stroke flathead engine as a 2-stroke I can imagine you will have lots of problems besides knocking. Please keep us informed on your progress.

A 200cc flat twin Velocette 2-stroke? What model is that?

If your shear force is less than the nutplate attatchment rivets can handle you would be ok. Nutplates are thin, so check bearing on rivet. Use DD-rivets perhaps? The friction would be an extra margin of safety.

My experience with nose wheel shimmy is that it can be set off by dynamic imbalance of the wheel. The wheel may easily be statically balanced but dynamic balancing is more difficult to achieve. The average nose wheel won't fit an automotive wheel balancer.

Buddah: Good joke.. I don't know.. How about: My Toyota is Spastic?