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Author Topic: Bloodhound Photo Update  (Read 88714 times)
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Mark Elvin
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« Reply #120 on: July 19, 2017, 07:42:25 AM »

Tickets to see Bloodhound run for the first time can be purchased here - https://bloodhoundssc.yourticketbooking.com/events/bloodhound
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F104A
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« Reply #121 on: July 20, 2017, 10:35:26 AM »

You're charging folks to watch your test runs? We usually feed the spectators for free and don't charge anyone to watch..........different point of view!
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Mark Elvin
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« Reply #122 on: July 20, 2017, 10:39:17 AM »

You're charging folks to watch your test runs? We usually feed the spectators for free and don't charge anyone to watch..........different point of view!

Yes, but I'll warrant you car hasn't cost £40m to date shocked
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kiwi belly tank
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« Reply #123 on: July 20, 2017, 11:01:44 AM »

Sounds like the sponsors need some lunch money. grin
  Sid.
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wobblywalrus
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« Reply #124 on: August 09, 2017, 12:21:51 AM »

The Bloodhound will do some trial runs at an airport on the south coast.  www.bbc.com/news/science-environment-40632905
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wobblywalrus
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« Reply #125 on: October 01, 2017, 07:01:14 PM »

The jet engine was fired up in south England.  A cable restrained the vehicle.www.bbc.com/news/science-environment-41446557
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« Reply #126 on: October 10, 2017, 11:42:13 AM »

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ggl205
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« Reply #127 on: October 10, 2017, 02:29:05 PM »

The jet engine was fired up in south England.  A cable restrained the vehicle.www.bbc.com/news/science-environment-41446557

Kind of reminds me of Dick Keller's Blue Flame test at the Great Lakes Drag Strip. A post where Dick tethered the Blue Flame is still there. Not many remember why or what it was used for. Maybe Dick can give a little color to this?

John
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MAYOMAN
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« Reply #128 on: October 12, 2017, 08:19:02 AM »

Glad to explain, John. We static tested The Blue Flame on the Great Lakes Dragaway drag strip in Union Grove, WI. A steel post was driven 12 feet into the ground at the far end of the track in the pit area. It is still there. Dr. Carl Uzgiris (IIT) fabricated the thrust (strain) gage and recorded the readings over two test sessions in August 1970. Because Goodyear imposed a 700 mi/h maximum “speed limit”, we had to detune the rocket from 22,000 lbf to 15,000 lbf. Some rocket system modifications were required after the first tests, then we were off on our Bonneville adventure.


* drag strip post.jpg (179.69 KB, 1800x1200 - viewed 31 times.)

* night test.jpg (93.33 KB, 1800x1200 - viewed 28 times.)

* rocket test.jpg (139.98 KB, 1800x1200 - viewed 34 times.)
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ggl205
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« Reply #129 on: October 12, 2017, 08:36:08 AM »

OK, Dick, so you de tuned the engine to keep the car under 700 mph. Why didn't you guys eventually return for a 700+ mph run? Sounds like the car had way more left in it. Was it a stability issue?

John
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MAYOMAN
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« Reply #130 on: October 12, 2017, 08:49:06 AM »

Stability was never a problem with The Blue Flame. In fact, there was no tire wear at all due to directional stability. Straight as an arrow every time it ran. 24 runs. We had lost ownership of the car to the natural gas sponsor since we had defaulted on our original schedule to run in 1969. We had detuned the rocket from 22,000 lbf to 15,000 lbf for 1970. It would have been a simple modification to return to the design thrust. However, the sponsor was concerned that since we already had the records (630.388 mi/h kilometer and 622.407 mi/h mile) the supersonic attempt benefits would not exceed the risk. End of that story. A business decision. The kilometer record stood for 27 years – not too shabby. Still the fastest ever on the Bonneville Salt Flats.  cheers
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ggl205
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« Reply #131 on: October 12, 2017, 09:05:55 AM »

What maximum speed did you reckon the Blue Flame could have achieved?

John
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MAYOMAN
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« Reply #132 on: October 12, 2017, 09:20:23 AM »

The wheels and tires had been dynamically tested at 850 mi/h at Goodyear. So that would have been the practical maximum speed. We would have been targeting 800 mi/h for the kilometer and mile record speeds. The chassis had been designed structurally and wind-tunnel model tested (Ohio State University) well above that. I really wish we had tools like CFD back then. This was really still the sliderule era. Another change for the supersonic records would likely have been a refinement of the rear wheel attachment structure. We had begun to do that before the project was terminated. The exposed tubular struts were a compromise for time available. They solved a pitching issue, but a better drag solution was proposed for later.
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ggl205
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« Reply #133 on: October 12, 2017, 09:55:08 AM »

Too bad the Blue Flame project wasn't picked up by someone or some company to move it further along the development path. So much had already been learned that would require large sums of money to recreate. Not sure what Bloodhound will actually accomplish but if it fails to achieve, funding of this type for an absolute LSR record may not happen anytime soon.

John
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« Reply #134 on: October 12, 2017, 03:34:08 PM »

Funding for the absolute land speed record is still not beyond possibility. Like any effort requiring advanced technology, it requires a plan and a budget to attract sponsors. The Blue Flame had the American Gas Association pulling together more than 50 natural gas industry companies contributing to the land speed record effort. It also helps to be frugal in allocating the expenses. An example might be the "elaborate" pit area we maintained for almost 6 weeks at Bonneville. While we did use the old WW2 bomber hangar for a week while repairing the rocket, the roomy salt flats worked fine for us.


* TBF pit w Gary.jpg (143.05 KB, 902x595 - viewed 37 times.)

* TBF pit east.jpg (113.53 KB, 719x575 - viewed 43 times.)

* TBF pit west.jpg (103.1 KB, 738x590 - viewed 49 times.)
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