Miten tällä

on! Mukava huomata että täällä on viisaitakin ihmisiä!

Eihän kuulento olisi mitenkään muuten mahdollista ellei olisi täyskuu ja riittävä tähtäyspinta valaistuna että siihen voisi osua.

Nasa ei tiedä kuulennoista mitään!!!!

ölkäöläläö kirjoitti:

Eihän kuulento olisi mitenkään muuten mahdollista ellei olisi täyskuu ja riittävä tähtäyspinta valaistuna että siihen voisi osua.

Nasa ei tiedä kuulennoista mitään!!!!

Moottorikin röpöttää, taitaa olla sytytys vituillaan tai venttiilit, nokka-akseli pitäs vaihtaa, muuten kyllä 427 sideoiler hoitaa tommosen tikun huitsin avaruuteen kyllä, luulen että niitä on kyllä ainakin 2 peräkkäin, mikähän loota c6?

Joo, ajattelinkin, kun toi moska näytti ihan lumivyöryltä. Melkoisen varmasti juuri jäätä.

Saatavuus ja lopulta myös ominaisuudet aiheuttivat että sen tilalle kehitettiin keinotekoinen.

LH2 TANK INSULATION: MATERIALS
Meanwhile, the search for an effective insulation material continued. At one point, balsa wood was a leading candidate. Balsa had all the primary characteristics for good insulation: lightness, ease of shaping, and insulative capacity. But there was a question of adequate supply of the right kind of balsa. Each S-IV liquid hydrogen tank was 5.5 meters in diameter and 10 meters long. S-IVB tanks were 6.7 meters in diameter and 12.2 meters long. Obviously, a considerable amount of balsa would be required during production, and no one was completely sure that current stocks of balsa would suffice. A special task force analyzed the available data and reluctantly reported that the combined harvests of the balsa forests all over South America fell short. Even as the data were being analyzed, balsa was losing its allure. Lab testing revealed internal wood flaws and other deficiencies that made it less and less desirable as insulation. Still, the balsalike qualities of lightness, insulative characteristics, and ease of shaping were goals of the Douglas engineers in their quest for the perfect material, available in quantity. As Ted Smith put it, "We set out to manufacture synthetic balsa."36

After conducting tests of a number of potential materials, Douglas technicians finally devised their own insulation. To form workable masses of insulation material, they contrived a three-dimensional matrix of fiberglass threads, woven onto a boxlike form reminiscent of a child's weaving frame-top to bottom as well as back and forth. After it was strung, the matrix frame was placed in a mold, and polyurethane foam was poured in and cured. The result was a reinforced foam block, 30 centimeters square and 20 centimeters deep, which could be sawed into a pile of flat plaques, then machined to the required convex and concave contours appropriate for the interior of the S-IV liquid hydrogen tank. The recessed waffle pattern construction of the tank's interior required special attention in shaping each tile to fit. Using a machine tool with custom fixtures and cutters, operators recessed edges and cut steps on [176] each tile. The tiles then slipped into the appropriate indentation in the waffle pattern and still covered the notched step cut of each adjoining tile for a smooth surface. The waffle pattern included some variations in design, requiring each of the 4300 tiles to be numbered and individually shaped to its unique position inside the tank.37 In cutting the tiles, Douglas discovered a true case of serendipity-the saw cuts left small ends of the fiberglass threads sticking out around the edges, which served admirably to engage the adhesive as each tile was installed.38

An insulation facility provided an environmentally controlled work area during the installation process. Technicians with protective gloves and shoe covers entered the tank through an opening in the forward section, then began laying tile in the aft area near the common bulkhead, working their way back to the entry point. The numbered tiles, attached to a conveyor belt, were coated with adhesive by an automatic applicator set up in an adjoining room, then traveled via the conveyor into the tank to be affixed "by the numbers."

During this procedure, the installation facility's environmental control equipment maintained the tank's interior temperature at 13°C to 18°C (55°F to 65°F) to extend the adhesive's effective life. Once a section had been completely tiled, workers applied a special fiberglass cloth liner, then retired while a vacuum bag pressed the tile further into the waffle recesses and the tank temperature rose to 43°C (110°F) to set the adhesive. Machinery then rolled the tank around its axis to a new position, and another installation cycle began. Final steps in the operation included application of a fiberglass cloth (impregnated with resin) as a sealant over the insulation tiles, another curing period, and a concluding cure cycle at 71°C (160°F) for 24 hours. Using mounts that remained exposed above the insulation, fitters completed installation of valves, helium bottles, and other hardware before a last cleaning cycle in the degreasing tower. After the sensitive fuel-level probes were inserted, technicians sealed off the fuel tank at the top with a big, circular piece of tank skin aptly called the "dollar hatch."39

Throughout the Saturn program, an observer could count on the recurrence of a familiar refrain-use as much existing technology as possible-as design studies for a new stage or phase of the program began. When internal insulation was first developed for the S-IV, it was designed for a flight duration of no more than 10 minutes. With the acceptance of the LOR mode for the manned Apollo mission, the S-IVB, as the third stage, had a planned flight time of up to 4.5 hours, with enough LH2 propellant for the second burn for translunar injection. This fact presented an obvious question: could an insulation technique for a 10-minute mission serve as well for a mission lasting 4.5 hours? Would designers and engineers have to repeat the process of selection and fabrication of a new insulation material? Fortunately, engineers and technicians found that the LH2 insulation as originally developed for the [177] S-IV could be easily adapted to the S-IVB. The LH2 tanks of the S-IVB were designed large enough to compensate for the anticipated boil-off losses in flight, and only minor changes were required in fabricating internal insulation for the newer third stage.

Tuleeko vedyn ja hapen palamisesta se helvetillinen tulimyrsky raketin perseestä??

Miksi sitten sama polttoaine ei antanut kuusta nousevaan pönttöön mitään näkyvää liekkiä? (Ennenkuin oli jo melkein näkymättömissä, niin sitten vasta alkoi hehkuttaa ja ilmeisesti paloi koko pönttö lopulta, kun niin kirkkaasti kiilui taivaalla, vaikka muuten musta olikin.)

vai vetyä ja happea kirjoitti:

Tuleeko vedyn ja hapen palamisesta se helvetillinen tulimyrsky raketin perseestä??

Miksi sitten sama polttoaine ei antanut kuusta nousevaan pönttöön mitään näkyvää liekkiä? (Ennenkuin oli jo melkein näkymättömissä, niin sitten vasta alkoi hehkuttaa ja ilmeisesti paloi koko pönttö lopulta, kun niin kirkkaasti kiilui taivaalla, vaikka muuten musta olikin.)

Miksi teille salkkareille on niin vaikeaa etsiä ja omaksua mitään oikeaa tietoa? Nytkin heitit täysin turhan hörhöilysi tietämättä asiasta yhtään mitään. Saturn V -kantoraketin ykkövaiheessa käytettiin polttoaineena kerosiinia ja nestemäistä happea, muissa vaiheissa nestemäistä vetyä ja nestemäistä happea. Se ykkösvaiheen kerosiini synnytti isot näkyvät lieskat ja savun. Tieto löytyy helposti tuolta, ja linkki on ollut tällä palstalla usein ennenkin:

http://en.wikipedia.org/wiki/Saturn_v