We didn’t know what a C-2400 LP was before we saw [David’s] video below, but it turned out to be pretty interesting. The device is an aircraft compass and after replacing it, he decided to take it apart for us. Turns out, that like a nautical compass, these devices need adjustment for all the metal around them. But while a ship’s compass has huge steel balls for that purpose, the tiny and lightweight aviation compass has to be a bit more parsimonious.
The little device that stands in for a binnacle’s compensators — often called Kelvin’s balls — is almost like a mechanical watch. Tiny gears and ratchets, all in brass. Apparently, the device is pretty reliable since the date on this one is 1966.
Ornithopters look silly. They look like something that shouldn’t work. An airplane with no propeller and wings that go flappy-flappy? No way that thing is going to fly. There are, however, a multitude of hobbyists, researchers, and birds who would heartily disagree with that sentiment, because ornithopters do fly. And they are almost mesmerizing to watch when they do it, which is just one reason we love [Hobi Cerdas]’s build of the Pterothopter, a rubber band-powered ornithopter modeled after a pterodactyl.
All joking aside, the science and research behind ornithopters and, relatedly, how living organisms fly is fascinating in itself — which is why [Lewin Day] wrote that article about how bees manage to become airborne. We can lose hours reading about this stuff and watching videos of prototypes. While most models we can currently build are not as efficient as their propeller-powered counterparts, the potential of evolutionarily-perfected flying mechanisms is endlessly intriguing. That alone is enough to fuel builds like this for years to come.
As you can see in the video below, [Hobi Cerdas] went through his own research and development process as he got his Pterothopter to soar. The model proved too nose-heavy in its maiden flight, but that’s nothing a little raising of the tail section and a quick field decapitation couldn’t resolve. After a more successful second flight, he swapped in a thinner rubber band and modified the wing’s leading edge for more thrust. This allowed the tiny balsa dinosaur to really take off, flying long enough to have some very close encounters with buildings and trees.
Lost aircraft are harder to find when they are physically small to begin with. Not only are they harder to see, but the smaller units lack features like GPS tracking; it’s not normally possible to add it to a tiny aircraft that can’t handle much more than its own weight in the first place. As a result, little lost quads tend to be trickier to recover in general.
Fluorescent tape adds negligible weight, and will glow brightly at night under a UV light.
The good news is that [Eric Brasseur] has shared some concise tips on how to more easily locate and recover lost aircraft, especially lightweight ones. Recovering aircraft is something every aircraft hobbyist has had to deal with in one way or another, but [Eric] really has gathered an impressive list of tricks and techniques, and some of them go into some really useful additional detail. It occurs to us that a lot of these tips could apply equally well to outdoor robots, or rovers.
Even simple techniques can be refined. For example, using bright colors on an aircraft is an obvious way to increase visibility, but some colors are better choices than others. Bright orange, white, and red are good choices because they are easily detected by the human eye while still being uncommon in nature. Violet, blue, and even cyan on the other hand may seem to be good choices when viewed indoors on a workbench, but if the quad is stuck in dark bushes, those colors will no longer stand out. Another good tip is to consider also adding a few patches of fluorescent tape to the aircraft. If all else fails, return at night with a UV lamp; those patches will glow brightly, and be easily seen from tens of meters.
Once upon a time, bailing out of a plane involved popping open the roof or door, and hopping out with your parachute, hoping that you’d maintained enough altitude to slow down before you hit the ground. As flying speeds increased and aircraft designs changed, such escape became largely impossible.
Ejector seats were the solution to this problem, with the first models entering service in the late 1940s. Around this time, the United Kingdom began development of a new fleet of bombers, intended to deliver its nuclear deterrent threat over the coming decades. The Vickers Valiant, the Handley Page Victor, and the Avro Vulcan were all selected to make up the force, entering service in 1955 through 1957 respectively. Each bomber featured ejector seats for the pilot and co-pilot, who sat at the front of the aircraft. The remaining three crew members who sat further back in the fuselage were provided with an escape hatch in the rear section of the aircraft with which to bail out in the event of an emergency.
There is a certain charm to older electronics gear. Heavy metal chassis and obviously hand-wired harness can be a work of art even if they would be economically impractical for most modern gear. Watching [msylvain59’s] tear down of a Collins 51R VOR receiver is a good example of that. The construction looks so solid.
If you aren’t familiar with VOR, it stands for VHF omnidirectional range and allows airplanes to tune into a fixed ground-based beacon and determine its heading in relation to the beacon. In some cases, it can also calculate distance.
The jet engine has a long and storied history. Its development occurred spontaneously amongst several unrelated groups in the early 20th Century. Frank Whittle submitted a UK patent on a design in 1930, while Hans von Ohain begun exploring the field in Germany in 1935. Leading on from Ohain’s work, the first flight of a jet-powered aircraft was in August 27, 1939. By the end of World War II, a smattering of military jet aircraft had entered service, and the propeller was on the way out as far as high performance aviation is concerned.
China’s development of ballpoint pen tips was a national news story in 2017. Source: Xinhua
In the age of the Internet and open source, technology moves swiftly around the world. In the consumer space, companies are eager to sell their product to as many customers as possible, shipping their latest wares worldwide lest their competitors do so first. In the case of products more reliant on infrastructure, we see a slower roll out. Hydrogen-powered cars are only available in select regions, while services like media streaming can take time to solve legal issues around rights to exhibit material in different countries. In these cases, we often see a lag of 5-10 years at most, assuming the technology survives to maturity.
In most cases, if there’s a market for a technology, there’ll be someone standing in line to sell it. However, some can prove more tricky than others. The ballpoint pen is one example of a technology that most of us would consider quaint to the point of mediocrity. However, despite producing over 80% of the world’s ballpoint pens, China was unable to produce the entire pen domestically. Chinese manufactured ballpoint tips performed poorly, with scratchy writing as the result. This attracted the notice of government officials, which resulted in a push to improve the indigenous ballpoint technology. In 2017, they succeeded, producing high-quality ballpoint pens for the first time.
The secrets to creating just the right steel, and manipulating it into a smooth rolling ball just right for writing, were complex and manifold. The Japanese, German, and Swiss companies that supplied China with ballpoint tips made a healthy profit from the trade. Sharing the inside knowledge on how it’s done would only seek to destroy their own business. Thus, China had to go it alone, taking 5 years to solve the problem.
There was little drive for pen manufacturers to improve their product; the Chinese consumer was more focused on price than quality. Once the government made it a point of national pride, things shifted. For jet engines, however, it’s somewhat of a different story.
Most of us will have a hazy idea of how radar works to detect aircraft by listening for reflected radio waves. And we’ll probably also know that while radar can detect aircraft, it’s not the most efficient or useful tool in the hands of an air traffic controller. Aircraft carry transponders so that those on the ground can have a clearer picture of the skies, as each one reports its identity, altitude, and position. [Yeo Kheng Meng] was lucky enough to secure a non-functioning aircraft transponder and do a teardown, and his write-up makes for interesting reading as he explains their operation before diving into the hardware.
The 1978 and 1979 date codes on the various integrated circuits and transistors identify it as having been made in 1979, so not having a CPU is not entirely unsurprising given its age. Instead this is a straightforward device that responds to pulse lengths of different timings with sequential bursts of data.
[Yeo Kheng] is mystified by the RF strip and associated components, which look to us like a typical crystal oscillator and frequency multiplier strip from that era, along with some screened boxes that probably contain cavity filters and given that there is also a high voltage power supply present, a tube RF power amplifier. GHz-capable semiconductors were quite exotic in the 1970s, while high-frequency tubes had by then a long history.
It’s evident that the tech behind aircraft transponders has moved on since this unit was built, but one thing’s certain. Hackers in 1978 would have had to go to a lot of work to listen to them and interpret the results, while here in the 21st century it’s something we do routinely.
