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The concept wasn't the issue, it was the execution. How many cars in last 50 years have had cable applied brakes versus hydraulic ones? The switch from cable to hydraulic brakes on mountain bicycles was a night to day difference in modulation and power. They just needed the correct fluid (and to fix the leaks).Actually I believe this was sought of an "off the shelf" set up made by Extractor Controls. It was a horrible system to use in a fighter where near instantaneous throttle inputs are a necessity and the fact that colder temperatures effected the system makes this even more preposterous. I believe the Sunderland and the Sterling used this set up.
Hydraulic brakes are one thing, hydraulic throttle controls are another. Controlling propulsion modulation is one of the, if not the most important piece of keeping an aircraft in the air aside from having the wings stay attached. It's quite obvious this concept was doomed as it quickly faded into the postwar sunset.The concept wasn't the issue, it was the execution. How many cars in last 50 years have had cable applied brakes versus hydraulic ones? The switch from cable to hydraulic brakes on mountain bicycles was a night to day difference in modulation and power. They just needed the correct fluid (and to fix the leaks).
There are days that I think my dog could design a better aircraft than the YFM-1. That lasts until I see how bad my dog is with CAD.The YFM-1 was a lumbering monstrosity let alone a waste of money and effort.
There are days that I think my dog could design a better aircraft than the YFM-1. That lasts until I see how bad my dog is with CAD.
Cars never had cable actuated braking systems, only emergency (parking) brakes.
Prior to 1921, they were lever and rod actuated with wooden block pads, rubber pads, cable wrapped drums or eventually expanding shoes within a drum configuration.
In 1921, Malcolm Lougheed developed the hydraulic braking system that is pretty much still in use today.
If the name Malcolm Lougheed sounds familiar, you're right - Malcolm, and his brother Allen, founded Lockheed Corporation.
At the time, it was normal for a twin engine aircraft to have one generator and one vacuum pump. Nobody thought about redundant systems until later. The AT-6 had one vacuum pump to power all the gyros with no electric turn & bank as later became standard. When I told my father that it wasn't safe to fly IFR when a single vacuum pump failure would cause loss of all gyros, he said "We wore chutes."The whole one-generator thing was a big goof.
My '79 320i had a hydraulic clutch and the slave was notorious for sucking air into the slave.I had a TR-3 with a hydraulic clutch.
That is a master and slave cylinder and hydraulic line replaced the linkages (rods/bell cranks and levers) that most cars used.
Learned to shift without using the clutch at times.
Lying on your back on several inches of snow in Feb while you bleed out the clutch slave cylinder added your vocabulary (not to used in mixed company).
You should tell Chevrolet and Ford they never made cable actuate braking systems.Cars never had cable actuated braking systems, only emergency (parking) brakes.
Prior to 1921, they were lever and rod actuated with wooden block pads, rubber pads, cable wrapped drums or eventually expanding shoes within a drum configuration.
In 1921, Malcolm Lougheed developed the hydraulic braking system that is pretty much still in use today.
If the name Malcolm Lougheed sounds familiar, you're right - Malcolm, and his brother Allen, founded Lockheed Corporation.
At the time, it was normal for a twin engine aircraft to have one generator and one vacuum pump. Nobody thought about redundant systems until later. The AT-6 had one vacuum pump to power all the gyros with no electric turn & bank as later became standard. When I told my father that it wasn't safe to fly IFR when a single vacuum pump failure would cause loss of all gyros, he said "We wore chutes."
belt and braces kind of guy.I guess it's a generatorational thing. If I've got two engines running electric props and electric avionics of a sort, I want some back-up, dammit.
My '79 320i had a hydraulic clutch and the slave was notorious for sucking air into the slave.
Monumental PITA to replace, too
(Manual transmission is now of the best anti-theft devices in North America; hardly anyone can drive one anymore)
Actually I believe this was sought of an "off the shelf" set up made by Extractor Controls.
Nobody thought about redundant systems until later.
Can we make this any more complicated?Yup, Exactor controls. This is what the manual for the Whirlwind I (AP1709A) had to say about its controls:
"The throttle and mixture controls are of the Exactor type and are mounted in a quadrant on the port side of the cockpit. There are two throttle levers and a single mixture lever. The mixture lever is moved forward to the WEAK position; it will automatically return to the NORMAL position when the throttle levers are moved back beyond the cruising position. A spring-pressed plunger is incorporated on the throttle quadrant, to limit boost to 6 & 3/4 lb per Sq in for normal operation. The throttle lever may be thrust past the plunger for take-off."