How This Train Changed The World Mustard 2018-11-23 | Watch More Mustard Videos & Support The Channel: nebula.tv/mustardThe first 200 viewers to sign up at brilliant.org/mustard will get 20% off their annual premium subscriptionSupport Mustard on Patreon: patreon.com/MustardChannelMustard Merchandise: teespring.com/stores/mustard-storeInstagram: instagram.com/mustardchannelTikTok: tiktok.com/@mustardchannelFacebook: facebook.com/Mustard-109952378202335Twitter: twitter.com/MustardVideosWebsite: mustardchannel.comIn 1964, Japan unveiled the Shinkansen - a new high speed railway connecting the country’s two largest cities (in the 1960's), Tokyo and Osaka. Travelling at speeds in excess of 120 mph (200 km/h), the new specially designed Shinkansen trains had the highest service speeds in the world.But the Shinkansen project’s success had been anything but assured. Over five years of construction, the cost of building the Shinkansen had ballooned, nearly doubling over the original estimate to nearly ¥400 Billion. Vocal critics within Japan dismissed the Shinkansen project as destined for failure. Only a year before the new line opened, the director-general of the Japanese National Railways Construction Department described it as the “height of madness”. In particular, he criticized the decision to use a wider gauge track (standard gauge), which would make the Shinkansen incompatible with the rest of Japan’s narrow gauge network. Outside of Japan, observers looked on with a mixture of curiosity and skepticism. The 1960’s was the age of the jet airliner and automobile. Many countries in the west were focusing on infrastructure projects to accommodate the enormous growth of both these forms of transportation. The United States in particular, was pouring billions of dollars into building new interstate highways and country’s rail network was actually shrinking. Railways were seen as simply too slow and inconvenient to compete with automobiles and aircraft. Many predicted that passenger trains would be extinct or near-extinct by the end of the 20th century.But the opening of the Shinkansen changed the way the world viewed railways. The Shinkansen demonstrated that trains were capable of being the fastest mode of travel for intercity trips (faster than automobile and air travel). The Shinkansen was the fastest way to travel the 320 miles (515 km) distance from Tokyo to Osaka when total door-door travel times were taken into account. Within just the first 3 years, the Shinkansen carried more than 100 million passengers.The Japanese helped inspire other countries to develop their own high speed networks, like France’s TGV which entered service in the early 1980's. The enormous success of the original Shinkansen line spurred the construction of new Shinkansen lines westward. Over the course of the next half century, the network would be expanded to reach nearly every corner of Japan. #Trains #BulletTrain #Shinkansen Select footage courtesy the AP ArchiveAP Archive website: http://www.aparchive.comTwitter: twitter.com/AP_Archive Facebook: facebook.com/APArchivesYouTube: youtube.com/c/aparchive and youtube.com/c/britishmovietoneSpecial thanks to Nick Arehart for helping clean up our audio:twitter.com/airhrt_Special thanks to: Anthony, Arnór Eiðsson, Bruce, Christian Altenhofen, Coby Tang, Cole Gerdemann, Colin Millions, Danny Wolf, Dinu, Felix Wassmer, Gibbo, Jake Hart, Joseph Zadeh, Joshua Marshman, Mads Christoffer Wian, Mark Mills, Razvan Caliman, Robert Tait, TheCraftedMultiverse, TOOLCO CORP and Xan Daven for supporting us on Patreon and helping Mustard grow: patreon.com/MustardChannelThanks for watching! Please Like, Comment and Subscribe
Lockheeds Insane Attack Carrier: The CL-1201 Mustard 2024-08-22 | Get Nebula for just $2.50 a month here: go.nebula.tv/mustardWatch ‘The Man Who Put a Spotlight in Space’ right now at: nebula.tv/mustardPatreon: patreon.com/MustardChannelMustard Merchandise: mustardchannel.comTwitter: twitter.com/MustardVideosFacebook: facebook.com/Mustard-109952378202335Special thanks to Scott Lowther for providing valuable insight for this video. Be sure to check out his amazing resource on the history and documentation of unbuilt and obscure aerospace projects!aerospaceprojectsreview.comActor featured: Peter Baker (uk.linkedin.com/in/bakermediapeter)In 1969 Lockheed produced one of the most unusual design studies in existence. The study sought to determine the potential uses and capabilities that the largest aircraft technically feasible using 1960’s era technology could offer the United States. The result was the Lockheed CL-1201, a nuclear-powered aircraft with an enormous 1,120 foot wingspan and a weight about fifteen times heavier than the next largest aircraft in existence. Although Lockheed’s concept is now widely known by aviation enthusiasts, Lockheed’s original study is nowhere to be found, having either been lost or destroyed. Currently, the best source of information about the CL-1201 is a paper published for the 1982 AIAA 2nd International Very Large Vehicles Conference which references several aspects of the original report. The report outlines two variants of the CL-1201 studied. The first was an airborne aircraft carrier armed with 24 aircraft and long-range cruise missiles, and the second, a military transport capable of carrying up to 400 combat-equipped troops, 472 specialized crew, and over a thousand tons of mechanized equipment and supplies. Multiple CL-1201 aircraft would function in close coordination during combat use. The project was more than just an exercise in conceptual engineering; it was a direct response to Cold War tensions of the time. The CL-1201 would offer the United States an unprecedented ability to respond to any crisis in a matter of hours, no matter the circumstances. Given the enormous engineering complexity and costs that would be involved, the CL-1201 never made it off the drawing board. But much of the design, and circumstances that prompted the study, are still a mystery.Thanks for watching
What Happened To The Nautilus? Mustard 2024-04-12 | Get Nebula for just $2.50 a month here: go.nebula.tv/mustardWatch More Mustard Videos & Support The Channel: nebula.tv/mustardThanks to Wesley Dobbs for providing logos on the Russian space mirror! artstation.com/kingvangarhPatreon: patreon.com/MustardChannelMustard Merchandise: mustardchannel.comTwitter: twitter.com/MustardVideosFacebook: facebook.com/Mustard-109952378202335For centuries, the North Pole remained elusive. Early attempts to reach it were primarily motivated by the search for a navigable route through the Arctic to Asia, known as the Northwest Passage. Later, explorers focused specifically on reaching the Pole itself. But for centuries, reaching it seemed impossible. The polar environment was extremely unforgiving. Located in the middle of the Arctic Ocean, the North Pole is covered by a vast expanse of sea ice which constantly changes due to wind, ocean currents and seasonal melts. Explorers tried to reach the pole using ships, dogsleds, and even traveling by foot. The first verified, and officially recognized expedition to reach the North Pole didn’t occur until 1926 (although several explorers claimed to have reached it earlier). It was first reached using the airship Norge, which flew overhead, but did not land on the surface. In the late 1920’s, accomplished explorer Sir Hubert Wilkins became convinced that a submarine would provide the ultimate means of reaching the North Pole. A submarine could travel for extended periods beneath the ice, avoiding the extreme hazards above which had caused earlier expeditions to fail. Carrying the latest scientific equipment, the submarine’s crew could conduct valuable meteorological, oceanographic, biological, magnetic, and spectrographic experiments.Wilkin’s submarine would be called the Nautilus. It was a retired WW1-era submarine that had been extensively modified by renowned Naval Architect Simon Lake. The Nautilus featured a heavily reinforced bow, a shock absorber and sledge runners to protect it from collision with sea ice. A diving compartment and airlock was also added to allow divers to explore the depths while the submarine remained submerged. Most importantly, the Nautilus was fitted with three ice drills, allowing the submarine to recharge batteries, refresh air and even allow the crew to exit while the submarine still remained below the ice. The Nautilus and her crew of 20 men began their expedition to the North Pole in June of 1931. None of them realized how grueling their journey would be, and almost immediately things began to go wrong.
We Could Fly Faster In Planes Like This Mustard 2024-01-08 | In nature, anything that flies, possesses bilateral symmetry. But nothing in nature flies supersonic.
Could This Change Air Travel Forever? Mustard 2024-01-05 | Get Nebula for just $2.50 a month here: go.nebula.tv/mustardWatch 'The Largest Aircraft Never Built - The Lockheed CL-1201' here: nebula.tv/videos/mustard-the-largest-aircraft-never-built-the-lockheed-cl1201Patreon: patreon.com/MustardChannelMustard Merchandise: mustardchannel.comFacebook: facebook.com/Mustard-109952378202335Twitter: twitter.com/MustardVideosWebsite: mustardchannel.comBilateral symmetry is an unspoken assumption in aircraft design. Anything in nature that flies, from the smallest insect to the largest bird, possesses symmetry. But birds don't fly supersonic. In the 1950’s Robert Thomas Jones, a brilliant NASA engineer, began developing a radical new wing arrangement called an oblique wing (also referred to as a skewed wing). The wing design was characterized by a wing that could pivot into a unique angled configuration in relation to the aircraft’s fuselage. The design offered several advantages over more conventional swept wings. An oblique wing’s ability to pivot into a straight wing made it ideal for low speed flight (improving efficiency and take-off/landing performance), but at transonic and supersonic speeds, the angled orientation minimized both wave and induced drag, leading to improved overall aerodynamic efficiency. With lower drag at higher speeds, oblique wing aircraft would require less thrust to maintain a given speed, resulting in reduced fuel consumption and operating costs. Compared to other variable geometry wings, oblique wings would also be lighter, less complex and have fewer drawbacks like a shifting center of lift.Jones proved his theories through wind tunnel tests and with small scale remote control models. Promising results prompted NASA to undertake more intensive research during the 1970s. The first major step was the propeller-driven Oblique Wing Remotely Piloted Research Aircraft (OWRPRA) which first took flight in 1976. At the same time, aviation leaders Boeing and Lockheed were invited to study oblique wings to assess their benefits to commercial air travel. In 1979 the NASA Ames-Dryden-1 (AD-1), a subsonic, human piloted oblique wing aircraft began rigorous flight testing.NASA’s research efforts validated many of Jones’s theories, and the oblique wing demonstrated promise in real world flight. There were plans to follow the subsonic AD-1 program with a supersonic testing program using a modified U.S Navy F-8 fighter, but the program was cancelled early on in development. Budget constraints and shifting priorities have largely stalled intensive oblique wing research programs since the early 1990s. There are still widespread reservations about the flying qualities of highly asymmetrical aircraft. Flight control at extreme wing pivots is unfavorable and requires automated systems to augment flight control. Using modern flight control technologies and advanced materials, many of these drawbacks could be overcome. Oblique wings are still considered a viable concept for large transports and many are convinced that they will eventually be adopted. The advantages are simply too great to ignore. Key Research: “Thinking Obliquely: Robert T. Jones, the Oblique Wing, NASA’s AD-1 Demonstrator” by Bruce I. Larrimer (2019): nasa.gov/wp-content/uploads/2015/04/ThinkingObliquely-ebook.pdf
Soviet Flying Aircraft Carriers Were Ingenious Mustard 2023-09-10 | Join Nebula for as little as $2.50 a month, or for a limited time get a lifetime membership at: go.nebula.tv/mustard Watch More Mustard Videos & Support The Channel: nebula.tv/mustardThanks to Paper Skies for researching this video and for narration! @PaperSkiesAviation Patreon: patreon.com/MustardChannelMustard Merchandise: teespring.com/stores/mustard-storeInstagram: instagram.com/mustardchannelFacebook: facebook.com/Mustard-109952378202335Twitter: twitter.com/MustardVideosWebsite: mustardchannel.comBy the 1930’s it was well understood that military aircraft would play a crucial role in future conflicts. But there was an issue that had challenged aircraft designers since the dawn of flight. Large, heavy aircraft, like bombers, could carry plenty of fuel, allowing them to fly great distances, but smaller planes like fighters needed to be light and agile could carry only a small amount, limiting their range. This mismatch in flight range meant that on long range missions, bombers couldnt rely on the protection of escorting fighters. In 1932 a pioneering Soviet engineer named Vladamir Vakhmistrov proposed a novel solution to this problem. Vakhmistrov realized that larger aircraft could be used to carry smaller ones to their targets where they could then be deployed to defend the bombers whenever needed. This would solve the short range problem of smaller, lighter aircraft. Normally, such an arraignment would significantly reduce the bomber’s own range, given the extra weight and drag caused by carrying aircraft. But Vakhmistrov's brilliant solution was to have the fighters also operate their engines during flight, contributing to the bomber’s total thrust. In fact, the fighters would help increase the bombers performance by providing more power than without the fighters attached. While connected to the carrier, the fighters would draw fuel from additional fuel reserves fitted inside the bomber’s wings. Vakhmistrov also proposed using the flying aircraft carriers for more than just protection. The fighters could be carried to far away targets to conduct more accurate dive bombing. They could also stay airborne to guard borders and engage incoming aircraft when needed.Vakhmistrov would call his creation, Zveno (where in Russian the word ‘Zveno’ means ‘Chain Link’ or a ‘flight’ as pertains to a combat unit). The basis of Vakmistrov’s flying aircraft carriers would be the Tupolev TB-1 and later TB-3, the largest bombers of their time. Over a dozen configurations would be tested using various fighter aircraft. But development would be protracted, and it wouldn't be until the summer of 1941 that Zveno carriers would help make a meaningful contribution to the defense of the Soviet Union. Key Research: “Vakhmistrov's Circus: Zveno Combined Aircraft - the Projects, Developments, Testing and Combat” by Mikhail Maslov (2017)Thanks for watching!
Why French Trains Are The Fastest Mustard 2023-07-02 | Get $20 off an annual Nebula subscription by signing up at: go.nebula.tv/mustardWatch Eagle vs. Foxbat: Samurra Air Battle: nebula.tv/videos/mustard-eagle-vs-foxbat-samurra-air-battleWatch More Mustard Videos & Support The Channel: nebula.tv/mustardPatreon: patreon.com/MustardChannelMustard Merchandise: teespring.com/stores/mustard-storeInstagram: instagram.com/mustardchannelTikTok: tiktok.com/@mustardchannelFacebook: facebook.com/Mustard-109952378202335Twitter: twitter.com/MustardVideosWebsite: mustardchannel.comIn the 1950s many believed that railways were an antiquated 19th century technology, soon to be replaced by faster and more convenient forms of transportation. Short and medium-haul jet travel offered unparalleled speed, while the automobile promised unmatched flexibility and convenience. In France, the fastest express trains (Le Mistral) only averaged speeds of just 120km/h.Although French engineers had set remarkable railway speed records during the decade, including reaching 331 km/h in 1955, few considered railways to have much of a future. To compete against newer forms of transport, trains would need faster service speeds. This would require engineering new locomotives, as well as rebuilding rail lines with greater precision, gentler curves, smaller grades and in-cab signaling. The effort and resources required seemed too great to be worthwhile.Opening in 1964, the Shinkansen was the world’s first true high-speed railway. Connecting Japan’s two largest cities (in the 1960s), Tokyo and Osaka, and travelling at speeds in excess of 120 mph (200 km/h), the new specially-designed Shinkansen trains had the highest service speeds in the world. While the Shinkansen was viewed with admiration around the world, French railway engineers were still world leaders in areas of acceleration, braking, and electric pickup at high speeds. In fact, many of the technologies used on the Shinkansen were pioneered by French railway engineers. Inspired by the Japanese experience, the SNCF began experimental work on a high-speed rail network for France. Called the TGV ( Train à Grande Vitesse, or "high-speed train" in French), they focused on a more cost-effective approach that would leverage existing infrastructure as well as newly developed technologies like gas turbine propulsion. But the road to high-speed rail in France would be fraught with skepticism, opposition and competing visions for the future of transport. References:Jacob Meunier, On the Fast Track. French Railway Modernization and the Origins of the TGV, 1944–1983 (London: Greenwood 2002)
Why The F-15 Terrified The Soviets Mustard 2023-04-13 | Get $20 off an annual Nebula subscription by signing up at: go.nebula.tv/mustardWatch Eagle vs. Foxbat: Samurra Air Battle: nebula.tv/videos/mustard-eagle-vs-foxbat-samurra-air-battleWatch More Mustard Videos & Support The Channel: nebula.tv/mustardPatreon: patreon.com/MustardChannelMustard Merchandise: teespring.com/stores/mustard-storeInstagram: instagram.com/mustardchannelTikTok: tiktok.com/@mustardchannelFacebook: facebook.com/Mustard-109952378202335Twitter: twitter.com/MustardVideosWebsite: mustardchannel.comMore than 50 years after making its first flight, the F-15 Eagle remains one of the most capable fighter aircraft ever developed. The F-15 was born from the difficult lessons learned during the Vietnam War. In the late 1950s, Air Force planners were confident that the advent of powerful new radars and long-range air-to-air missiles had rendered close-range aerial combat a thing of the past. So fighter jets like venerable the Mcdonnell Douglas F-4 Phantom were not engineered to be light or agile like their predecessors. Instead, they were designed to be heavily-loaded with missiles and carry powerful radars. Their pilots were no longer trained to dogfight, as they would engage the enemy at great distances, well beyond visual range. But in the Vietnam War, military planners learned the hard way that the age of dogfighting was far from over. American pilots were being downed at alarming rates. The Friend or Foe (IFF) systems designed to identify enemy targets proved unreliable, forcing Air Force pilots to get in close to visually identify targets. At close-range, up against more agile Soviet-built MiGs, the F-4s were at a disadvantage. They were less agile than the MiGs, lacked a gun for close-range combat, and their pilots weren’t properly trained. To make matters worse, 1967, the Soviet Union looked set to unveil what appeared to be a new super-fighter built for extreme maneuverability. The devastating experience from Vietnam and concerns being outclassed in the skies pushed the United States to develop a new air-superiority fighter that could face off with any current or future Soviet-built fighter. The result would be a twin-engine, high-performance, all-weather air superiority fighter known for its incredible acceleration and agility. Engineered from the ground up for tactical dominance in any air space, the F-15 holds the distinction of over a hundred aerial victories without a single defeat. Thanks for watching!
This Ship Could Fly: What Happened To The Plainview? Mustard 2023-01-25 | Watch 'Tip of the Spear: The B-2 Spirit' here: nebula.tv/videos/mustard-tip-of-the-spear-the-b-2-spiritWatch More Mustard Videos & Support The Channel: nebula.tv/mustardPatreon: patreon.com/MustardChannelMustard Merchandise: teespring.com/stores/mustard-storeInstagram: instagram.com/mustardchannelTikTok: tiktok.com/@mustardchannelFacebook: facebook.com/Mustard-109952378202335Twitter: twitter.com/MustardVideosWebsite: mustardchannel.comIn the late 1950’s a new threat emerged from the Soviet Union for which the Americans were seemingly caught off guard. The latest generation of Soviet nuclear-powered submarines could reach incredible speeds. The Alfa-Class submarine under development at the time would eventually be capable of travelling at 41 knots (76 kph/47 mph) while fully submerged. At such speeds, these submarines could follow American fleets while easily evading ASW ships. Large, fast, ocean-going hydrofoils seemed like the answer. The principle behind a hydrofoil was simple enough; by using water as a medium of flight, much like an airplane uses air, a hydrofoil could ‘fly’ rather than plow through water. Using a set of underwater wing-like structures called foils, these ships could lift out of the water as they accelerated, significantly reducing drag and allowing for much higher speeds and efficiency. The first practical hydrofoil was demonstrated in 1906 by Italian inventor Enrico Forlanini. In the decades that followed, hydrofoils were progressively refined and in the 1950’s the first passenger hydrofoils were beginning to emerge on rivers and lakes. Almost all of these early hydrofoils used a configuration commonly referred to as ‘surface-piercing’ where the foils operate along the surface of the water. The configuration is dynamically stable and self-correcting as a result of the foil’s shape (typically curved) and the position of the center of gravity in relation to the foil. A major drawback is that operation along the water’s surface makes surface-piercing hydrofoils easily disturbed by waves and rough conditions. Surface-piercing hydrofoils are generally considered unsuitable for open ocean travel.In the 1950’s the U.S. Navy took significant interest in a second hydrofoil configuration commonly referred to as ‘fully submerged’. Unlike surface-piercing hydrofoils, fully submerged hydrofoils have foils that operate entirely underwater beneath waves. This makes them far more suitable in rough conditions and open water. A major drawback is that they are not dynamically stable and require continual adjustments to the foil angle of attack to vary the lift generated. For decades an automated method of controlling the foils remained elusive.With new emerging technologies in the 1950's and 1960's, like sophisticated sensors, autopilots and computers, the fully submerged hydrofoil configuration became far more practical. The U.S. Navy saw them as a potentially ground-breaking solution, ideally suited for ASW. Research and development efforts would culminate in a series of prototype ships, the most impressive being the 320-ton USS Plainview. Thanks for watching!
Was This The Most Dangerous Airliner Ever? Mustard 2022-11-17 | Watch 'Tip of the Spear: The B-2 Spirit' here: nebula.tv/videos/mustard-tip-of-the-spear-the-b-2-spiritWatch More Mustard Videos & Support The Channel: nebula.tv/mustardSupport Mustard on Patreon: patreon.com/MustardChannelMustard Merchandise: teespring.com/stores/mustard-storeInstagram: instagram.com/mustardchannelTikTok: tiktok.com/@mustardchannelFacebook: facebook.com/Mustard-109952378202335Twitter: twitter.com/MustardVideosWebsite: mustardchannel.comIn the late 1940’s and early 1950’s the Soviet Union was in critical need of newer, more modern civil airliners. Existing aircraft like the Lisunov Li-2 (a license-build derivative of the Douglas DC-3) and Ilyushin Il-12 were small, slow, and outdated when compared to their western counterparts. Travelling across the vast expanses of the Soviet Union was measured in days due multiple refueling stops, and often unpredictable weather. By 1953 plans were underway to solve the Soviet Union's airliner shortfall, but one pioneering aircraft designer named Andrei Tupolev was committed to propelling Soviet civil aviation well into the future. By 1953, the British de Havilland Comet was beginning to prove itself in passenger service. It flew nearly twice as fast as the latest generation of piston powered airliners, and much higher. With its speed and ability to fly above most weather, the Comet was proving to be much more convenient and comfortable. Tupolev was convinced that jet power was exactly what the Soviet Union needed, but Soviet leadership was skeptical. Jet engines were relatively new and unproven. There were lingering questions about long-term reliability, fuel consumption, and whether the resources needed to retrain Soviet pilots could be justified. More modern piston airliners seemed to be a more sensible path forward.Realizing that Soviet leadership would be unwilling to commit significant time and resources required to develop a jet airliner like the de Havilland Comet, Tupolev proposed an alternative approach. Having just finished designing the jet-powered Tu-16 heavy bomber, Tupolev proposed converting the aircraft into an airliner. Doing so would save significant engineering time, allowing for the airliner to be introduced within just 3 years. It would also be far less expensive, as factories were already configured to manufacture Tu-16 components that could be reused on the airliner, like engines, wings, landing gear and avionics. The approach would allow the new jetliner to enter service in 1956 - years ahead of the Americans. It was an irresistible proposition, but like the British, the Soviets would pay a heavy price for being the first to introduce jet travel. Thanks for watching!
What Happened To Flying Wings? Mustard 2022-08-27 | Watch 'Tip of the Spear: The B-2 Spirit' here: nebula.tv/videos/mustard-tip-of-the-spear-the-b-2-spiritWatch More Mustard Videos & Support The Channel: nebula.tv/mustardSupport Mustard on Patreon: patreon.com/MustardChannelMustard Store: teespring.com/stores/mustard-storeWebsite: mustardchannel.comTwitter: twitter.com/MustardVideosThanks to Azzecco for producing the incredible XB-35 and YB-49 modes used in this video, visit: artstation.com/acez3dAt the start of the 1940’s, flying wing aircraft seemed destined to be the next evolution in aircraft design. By eliminating structural components typically found on conventional aircraft, such as engine nacelles, fuselage and tail, parasitic drag would be reduced down to its absolute minimum. The result would be a high-lift, low-drag aircraft with unequaled speed, range and efficiency. Despite earlier efforts around the world to develop all-wing aircraft designs, arguably no single person was more committed to the concept than pioneering American aircraft designer Jack Northrop. Beginning in the 1920’s Northrop studied the concept, drawing up countless designs for flying wing aircraft. By 1940, he had successfully produced two prototypes, the Model 1 (“X216H”) in 1929 and the Northrop N-1M in 1940. But Northrop’s ambitions went far beyond just experimental planes.Responding to an urgent need for the United States to develop the first ever intercontinental bomber, in 1941 Northrop presented the United States Army Air Forces (USAAF) with a concept for an enormous flying wing bomber that would offer unparalleled speed, range and efficiency. Not only would the aircraft far outperform conventional bombers, the all-wing design would make it structurally more simple and economical to build. Impressed with Northrop’s concept, the USAAF agreed to fund the aircraft’s development, ordering an experimental model designated as the XB-35 and pre-production models designated as YB-35s. The USAAF would eventually order over 200 production aircraft which were to be designated as B-35s. Later, a jet powered version, designated as the YB-49 would also be produced.But engineering such unconventional aircraft would be a daunting engineering challenge for Northrop and his small team of engineers. Eliminating conventional control surfaces would maximize lift and minimize drag, but it would also create new unforeseen technical issues, many of which would only be discovered during flight testing - with tragic consequences. Despite best efforts by Northrop to solve technical issues with flying wing aircraft, solutions would prove elusive using technology available in the 1940s. Thanks for watching!
What Happened To Giant Hovercraft? Mustard 2022-06-12 | Watch ‘Tracked Hovercraft: Britain's Train to Nowhere’ here: nebula.tv/videos/mustard-tracked-hovercraft-britains-train-to-nowhereWatch More Mustard Videos & Support The Channel: nebula.tv/mustardSupport Mustard on Patreon: patreon.com/MustardChannelMustard Merchandise: teespring.com/stores/mustard-storeInstagram: instagram.com/mustardchannelTikTok: tiktok.com/@mustardchannelFacebook: facebook.com/Mustard-109952378202335Twitter: twitter.com/MustardVideosWebsite: mustardchannel.comWhen the first hovercraft debuted in the summer 1959, it stunned the world as it appeared to almost magically float over any surface. It was a new kind of machine that could travel almost anywhere, on land, water, or just about any other surface. The first prototype hovercraft, designed by British engineer Christopher Cockerell, was a mere demonstrator for the technology, but in just a few short years hovercraft would go from being a curiosity to promising to herald in a new transport revolution. Britain, the United States, and France poured millions into hovercraft development, both for civilian and military purposes.The British would quickly emerge as leaders in hovercraft development and adoption. Small scale hovercraft transport services began popping up throughout the country only two years after the hovercraft first made its debut.The pinnacle of British hovercraft design was the enormous SR.N4. The largest version was capable of transporting sixty cars and as many passengers as a Boeing 747 jumbo jet at speeds of up to 130 km/hr. By the end of the 1970s, these iconic hovercraft carried nearly a third of all passenger traffic on the English Channel, playing an important role in connecting Britain to Continental Europe.But 50 years after they were introduced, giant hovercraft have all but disappeared. The transport revolution that was once promised, never arrived.Thanks for watching!
The World’s Fastest Bomber: The XB-70 Valkyrie Mustard 2022-03-31 | Watch ‘The Soviet Union's Forgotten Supersonic Bomber: The Myasishchev M-50’ here: nebula.tv/videos/mustard-the-soviet-unions-forgotten-supersonic-bomber-the-myasishchev-m50Watch More Mustard Videos & Support The Channel: nebula.tv/mustardSupport Mustard on Patreon: patreon.com/MustardChannelMustard Store: teespring.com/stores/mustard-storeWebsite: mustardchannel.comTwitter: twitter.com/MustardVideosThanks to Azzecco for producing the incredible XB-70 modes used in this video, visit: artstation.com/acez3dBy the mid-1950’s, the United States had developed a state-of-the-art, all jet-powered bomber force. The newly introduced Boeing B-52 Stratofortesss could reach the Soviet Union from just about anywhere in the world. The soon-to-be-introduced supersonic Convair B-58 Hustler could dash to supersonic speeds. Both aircraft were engineering marvels. But even so, they were expected to perform poorly over Soviet airspace. The B-52 flew too slowly to stand a chance against the latest generation of Soviet interceptors, while the supersonic B-58 lacked the required range and payload to be truly effective. The U.S. Air Force needed a next generation bomber that would combine the capabilities of both these aircraft. A plane that could fly at supersonic speeds, travel long distances and carry large payloads.To meet their new bomber requirements, the Air Force contracted leading aerospace companies to explore radical new technologies, like nuclear powered jet engines for extending aircraft range and high energy ‘zip-fuels’ to increase aircraft performance. Boeing and North American Aviation would play a vital role in research. But given the limitations of technology, the most practical solution put forward was the ‘dash concept’ which detailed an enormous aircraft that would travel subsonically most of the way to its target, before jettisoning outer portions of its wings and fuel tanks to make a supersonic dash. These concepts were studied in an era of extraordinary advances in aviation technology and engineering, and by 1957 it became apparent that it might be possible to build a large, long range bomber that could fly supersonically over its entire mission. In 1957, the Air Force outlined their specifications for an aircraft that would cruise at Mach 3, up to an altitude of 75,000 feet. It was expected to offer a similar payload and range to the B-52. Boeing and North American Aviation both submitted design concepts, but North American’s proposal was selected for development. A key principle in North American’s design was compression lift, which would significantly improve the aircraft’s lift to drag ratio when flying at high supersonic speeds. The new bomber would be designed as the B-70 (XB-70 in experimental prototype form) and named the Valkyrie.Given the XB-70’s incredible speed and altitude capabilities, it was expected to be practically immune from interception. But developing such an ambitious bomber would be fraught with technical challenges. More critically, huge advances in missile technology would soon threaten to render the entire concept of a supersonic intercontinental bomber obsolete. Thanks for watching!
Why The World Was Afraid Of This Ship: The N.S. Savannah Mustard 2022-01-21 | Watch More Mustard Videos & Support The Channel: nebula.tv/mustardGo to http://audible.com/mustard or text 'mustard' to 500-500 to get one free audiobook and a 30 day free trial of AudibleSupport Mustard on Patreon: patreon.com/MustardChannelMustard Merchandise: teespring.com/stores/mustard-storeInstagram: instagram.com/mustardchannelTikTok: tiktok.com/@mustardchannelFacebook: facebook.com/Mustard-109952378202335Twitter: twitter.com/MustardVideosWebsite: mustardchannel.comWith sleek, futuristic lines and shining red and white paint, N.S. Savannah was designed to stand out. But what really set it apart was it’s powerplant - at the heart of the ship was a 74 megawatt pressurized water reactor, making Savannah the world’s first nuclear powered merchant ship. Launched in the summer of 1959, Savannah was built to prove that nuclear energy could safely power civilian merchant ships of the future, promising to make cargo and cruise ships more economical, reliable and faster. It would also allow ships to travel for years before needing to refuel, offering increased flexibility and operating time. As the first of its kind, Savannah carried both passengers and cargo to demonstrate the safety and reliability of nuclear propulsion for all kinds of civilian uses. When it came to engineering, Savannah was an undeniable success, as it outperformed even its designer's expectations when it came to speed and reliability. Savannah also helped inspire other countries to build their own nuclear powered cargo ships. But the once celebrated ship would last only five years before being pulled from service. The dream of a cleaner, more efficient nuclear powered future would suddenly end, just as it seemed to be getting started. Thanks to Azzecco for producing our NS Savannah 3D Model, visit: artstation.com/acez3dSelect imagery/video supplied by Getty Images: gettyimages.com Thanks for watching!
This Jet Terrified the West: The MiG-25 Foxbat Mustard 2021-11-19 | Watch ‘Building The World’s Best Interceptor: The MiG-31 Foxhound’ here: nebula.tv/videos/mustard-building-the-worlds-best-interceptor-the-mig31-foxhoundWatch ‘The MiG-25 Business Jet’ here: nebula.tv/videos/mustard-the-mig25-business-jetSupport Mustard on Patreon: patreon.com/MustardChannelMustard Merchandise: teespring.com/stores/mustard-storeInstagram: instagram.com/mustardchannelTikTok: tiktok.com/@mustardchannelFacebook: facebook.com/Mustard-109952378202335Twitter: twitter.com/MustardVideosWebsite: mustardchannel.comThanks to Azzecco for producing the incredible MiG-25 and MiG-31 models used in this video, visit: artstation.com/acez3dIn the late 1950s, Soviet intelligence learned that the Americans were developing a new state-of the art supersonic bomber that could render the entire Soviet Air Force and air defense system virtually obsolete. The nuclear-armed North American XB-70 Valkyrie would fly more than three times the speed of sound and at an altitude of 75,000 feet. Only a handful of the XB-70’s would be needed to overwhelm any target. The Soviets would have just a few short years to respond to the threat by designing a new interceptor that could match the incredible performance of America’s XB-70 aircraft. But to guard the enormous air space of the Soviet Union, the interceptor would have to be quickly engineered and mass produced by the hundreds. The result would be the Mikoyan-Gurevich MiG-25, an interceptor engineered to do one thing; climb, catch and bring down the American bomber. But the aircraft would end up as one of the most misunderstood jets of the Cold War. Select imagery/video supplied by Getty Images: gettyimages.comThanks for watching!
What Happened To The Antarctic Snow Cruiser? Mustard 2021-09-15 | Watch ‘Building The World’s Best Interceptor: The MiG-31 Foxhound’ here: nebula.tv/videos/mustard-building-the-worlds-best-interceptor-the-mig31-foxhoundWatch More Mustard Videos & Support The Channel: nebula.tv/mustardSupport Mustard on Patreon: patreon.com/MustardChannelMustard Merchandise: teespring.com/stores/mustard-storeInstagram: instagram.com/mustardchannelTikTok: tiktok.com/@mustardchannelFacebook: facebook.com/Mustard-109952378202335Twitter: twitter.com/MustardVideosWebsite: mustardchannel.comThanks to Azzecco for producing incredible Snow Cruiser models used in this video, visit: artstation.com/acez3dSeventeen meters long, six meters wide, and weighing more than 34,000 kg, the Antarctic Snow Cruiser was unlike any exploration vehicle the world had ever seen. Designed to tackle the most difficult and inhospitable place on earth, five explorers would live, work and sleep aboard the machine in isolation while they ventured into uncharted regions of Antarctica. Equipped with enough food, fuel and supplies to last an entire year, the Snow Cruiser would carry the latest surveying instruments and tools. The enormous land cruiser would even carry a survey aircraft moored to its roof.By 1939 a global race was underway to claim portions of Antarctica. With the prospect of huge oil, coal and mineral reserves under the ice, Norway, Britain, France, Germany, Australia and New Zealand had all claimed large portions of the continent for themselves. Alarmed at the prospect of territorial claims, U.S. president Franklin Roosevelt established the U.S. Antarctic Service Expedition. It would be the first U.S. government sponsored expedition in decades, and would set sail for Antarctica in the fall of 1939. The Antarctic Snow Cruiser would have a special role to play. Its main objective would be to reach the South Pole (only two prior expeditions had ever set foot on the South Pole prior to 1939). During its months-long trek, the Snow Cruiser and it’s aircraft would make surveys along its course, and in just a few months the Americans were expecting to explore more of Antarctica than all previous expeditions combined. The ambitious effort would help the Americans establish their own territorial claim on the continent.But in the race to leave for Antarctica by the fall of 1939, the Snow Cruiser would have to be constructed in just 11 weeks, an incredibly short amount of time for such an ambitious, first of its kind machine. Soon, it would become abundantly clear that the Cruiser had been over-designed and under-tested, with extreme optimism seemingly guiding it’s design. Select imagery/video supplied by Getty Images: gettyimages.comThanks for watching!
The Strangest Aircraft Ever Built: The Soviet Unions VVA-14 Mustard 2021-07-16 | Watch ‘Robert Bartini's Ground Effect Aircraft Carrier’ here: nebula.tv/videos/mustard-robert-bartinis-ground-effect-aircraft-carrierWatch More Mustard Videos & Support The Channel: nebula.tv/mustardSupport Mustard on Patreon: patreon.com/MustardChannelMustard Merchandise: teespring.com/stores/mustard-storeInstagram: instagram.com/mustardchannelTikTok: tiktok.com/@mustardchannelFacebook: facebook.com/Mustard-109952378202335Twitter: twitter.com/MustardVideosWebsite: mustardchannel.comThanks to Hangar B Productions for producing the incredible VVA-14 models used in this video, visit: hangar-b.com As an aircraft designer, physicist, astronomer, philosopher, painter and musician, Robert Bartini is often described as a genius ahead of his time. Throughout his life, he designed over 60 aircraft and made significant contributions to Soviet aviation. Although most of Bartini’s aircraft designs never left the drawing board, many of his aeronautical innovations were incorporated into production aircraft.In 1965, Bartini was given a rare opportunity to realize the full potential of one of his concepts. With the emergence of American Polaris missile submarines, the Soviet Union needed a new kind of aircraft to respond. Bartini proposed building the ultimate submarine hunter. Designated as the VVA-14, it would be a truly unique and innovative aircraft. With a catamaran-like fuselage it would be optimized to fly within the ground effect (like other ekranoplan of the era), giving it endurance needed to fly long-range missions. It would also have wings so that it could fly like a conventional airplane if needed. Bartini would equip the VVA-14 with both a conventional landing gear for runways and a unique inflatable pontoon system to give it amphibious capabilities. Ten lift jets would allow for vertical take-off and landings (VTOL) from any kind of surface, giving the aircraft the ability to operate from the even most harsh and remote regions of the Soviet Union. Development would stretch nearly a decade, but like Bartini himself, the VVA-14’s design would end up being a little too ahead of it's time.Select footage courtesy the AP ArchiveAP Archive website: http://www.aparchive.com YouTube: youtube.com/c/aparchive and youtube.com/c/britishmovietoneSelect imagery/video supplied by Getty Images: gettyimages.com Thanks for watching!
The Words Fastest Train: The SCMaglev Mustard 2021-05-27 | Watch the ‘Mustard Behind the Scenes Q&A’ here: nebula.tv/videos/mustard-mustard-behind-the-scenes-qaWatch More Mustard Videos & Support The Channel: nebula.tv/mustardSupport Mustard on Patreon: patreon.com/MustardChannelMustard Merchandise: teespring.com/stores/mustard-storeInstagram: instagram.com/mustardchannelTikTok: tiktok.com/@mustardchannelFacebook: facebook.com/Mustard-109952378202335Twitter: twitter.com/MustardVideosWebsite: mustardchannel.com In just a few short years, Japan’s Superconducting Maglev (SCMaglev) will become the world’s fastest train in operation. Traveling at near aircraft-like speeds of 503km per hour, the SCMaglev will eventually link Japan’s population centers of Tokyo and Osaka in just 67 Minutes. The SCMaglev will operate on the Chuo Shinkansen, a new 438km intercity route connecting Tokyo to Osaka. The line will run right through a mountain range, requiring the vast majority of the route to run in tunnels. However, the Chuo Shinkansen will be more direct than the current Shinkansen high-speed rail route. The first section is expected to open in 2027 with the remaining connection to Osaka completed a decade later in 2037The SCMaglev will be the world’s first superconducting maglev to enter service. To levitate trains off their guideway, electromagnets are cooled to extreme temperatures in order to take advantage of a phenomenon called superconductivity. The electromagnets on board the train interact with two sets of coils embedded inside a guideway, one to propel the train and the other levitation and guidance. The low electrical resistance in superconducting magnets allows SCMaglevs to consume 30% less energy than other high-speed maglev trains, like Germany’s Transrapid. The technology behind SCMaglev is nearly 60 years in the making. But the Chuo Shinkansen is also one of the most expensive transport projects in history and an enormous bet on high-speed maglev, a technology that has yet to prove itself. Given the enormous costs and move away from proven high-speed rail technologies, some question whether building the world's fastest train really makes sense. Further Reading:End Game for Japan’s Construction State - The Linear (Maglev) Shinkansen and Abenomics: apjjf.org/2017/12/Aoki.htmlThe Chuo Shinkansen Project: High Speed Rail in Japan: apjjf.org/2019/22/Andersen.htmlThanks for watching!
Inflatable Airplanes Were A Bad Idea Mustard 2021-03-26 | Watch More Mustard Videos & Support The Channel: nebula.tv/mustardSupport Mustard on Patreon: patreon.com/MustardChannelMustard Merchandise: teespring.com/stores/mustard-storeInstagram: instagram.com/mustardchannelTikTok: tiktok.com/@mustardchannelFacebook: facebook.com/Mustard-109952378202335Twitter: twitter.com/MustardVideosWebsite: mustardchannel.comMaybe it wasn't as bad of an idea as you might think. In 1956, Goodyear combined their expertise in building inflatable airships and rubber tires, to develop an inflatable airplane. A plane small and light enough to pack up inside the family station wagon, that could be fully inflated and ready for flight in just five minutes. Earlier attempts at building inflatable aircraft had failed because inflated rubber was a poor material choice for aircraft, resulting in planes that were too slow, wobbly and structurally unstable to be of practical use. But Goodyear’s newly developed material called Airmat promised increased rigidity when inflated, while still being lightweight and flexible to be packed up inside a small container With Airmat, Goodyear was convinced that they could develop an inflatable airplane that could help save lives. With research and writing assistance by Tomas Campos Thanks for watching!
The Worlds Largest Plane Wasnt What You Think Mustard 2021-02-25 | Watch the ‘The Origins of Stealth: The F-117 Nighthawk’ here: nebula.tv/videos/mustard-the-origins-of-stealthWatch More Mustard Videos & Support The Channel: nebula.tv/mustardSupport Mustard on Patreon: patreon.com/MustardChannelMustard Merchandise: teespring.com/stores/mustard-storeInstagram: instagram.com/mustardchannelTikTok: tiktok.com/@mustardchannelFacebook: facebook.com/Mustard-109952378202335Twitter: twitter.com/MustardVideosWebsite: mustardchannel.comStarting in the late 1970’s, engineers began studying options to develop a much more capable strategic heavy lift transport. The aircraft’s primary mission would be to carry Energia-Buran components, but engineers also planned on using the new airplane to serve as a launch platform for a small air-launched reusable spacecraft called the MAKS (Multipurpose aerospace system). The Antonov An-124 Ruslan Cargo Transport, under development in the 1970’s and early 1980’s, was a logical starting point. The strategic lift cargo plane was already set to be the largest and most capable transport to ever enter service, and it was expected to be ready in time for Energia-Buran. But even the An-124 wasn't quite large or powerful enough.Rather than design an entirely new aircraft from scratch, engineers lengthened the An-124’s fuselage and added a new center section to increase the aircraft’s overall wing span. To give the plane more power, they added two additional engines, giving the plane a total of 309,600 pounds of thrust. Engineers also redesigned the vertical stabilizer to accommodate larger components, and designed a new landing gear to distribute the plane’s immense weight across 32 wheels. The new supersized jet would be designated as the AN-225 Mriya.The enormous plane made its first flight on December 21, 1998, one month after the first launch of an unmanned Buran spacecraft. But the successes of the Energia-Buran and the An-225 were soon overshadowed by the fact that the Soviet Union was going bankrupt. It meant the Buran would never launch again, and the An-225 no longer had a mission. Today the An-225 is used to transport cargo that would otherwise be impossible to fly. But the plane’s outsized cargo lifting capabilities also come with an outsized cost. At upwards of $30,000 an hour to operate, the An-225 only flies when no other aircraft can do the job. But as a one of a kind aircraft in a class of its own, the An-225 still draws crowds wherever it lands.Thanks for watching!
A Plane Without Wings: The Coléoptère Mustard 2020-12-21 | Watch the ‘The Origins of Stealth: The F-117 Nighthawk’ here: nebula.tv/videos/mustard-the-origins-of-stealthWatch More Mustard Videos & Support The Channel: nebula.tv/mustardSupport Mustard on Patreon: patreon.com/MustardChannelMustard Merchandise: teespring.com/stores/mustard-storeInstagram: instagram.com/mustardchannelTikTok: tiktok.com/@mustardchannelFacebook: facebook.com/Mustard-109952378202335Twitter: twitter.com/MustardVideosWebsite: mustardchannel.comThroughout the 1950s, aircraft designers around the world began developing a unique aircraft configuration, called a tail-sitter. Unlike conventional airplanes, tail sitting planes rested on their tails and used engine power alone to lift off the ground before transitioning to vertical flight, and returning to land vertically once again on their tail. The configuration, although technically challenging to develop, would allow aircraft to operate without runways, fundamentally changing how and where air forces could use their aircraft. In the early 1950s French aerospace firm SNECMA (Société nationale d'études et de construction de moteurs d'aviation) began developing wingless test rigs to prove the viability of the tail sitting concept. At the time, American firms were also developing tail sitting prototypes of their own, But SNECMA would take it a step further by developing a tail sitting aircraft with a highly unconventional annular (cylindrical) wing. The cylindrical wing promised greater efficiency over a conventional wing by eliminating wing-tip vortices. It would also be more compact, further reducing the space needed for vertical take-off and landings. French designers also theorised that a cylindrical wing could eventually be engineered to function as a ramjet engine, propelling the aircraft to supersonic speeds.The C.450 Coleoptere was constructed in 1958, with tethered flight testing beginning in early 1959. By May, the unconventional plane had achieved its first successful unassisted hover, even reaching altitudes of 800 meters. Despite early successes during flight tests, flaws soon emerged in the aircraft’s design. The Coleoptere proved extremely difficult to pilot. An innovative pilot seat could swivel 90 degrees, but pilots still struggled to judge the aircraft’s distance from the ground while landing. Without a conventional wing to provide resistance, the Coleoptere also had a tendency to slowly spin on its axis. On July 25, 1959, the Coleoptere performed it’s 9th test flight. This time, the pilot was to transition the aircraft from vertical to horizontal flight, a challenging procedure that would mark a huge milestone for the program. The Coleoptere lifted off successfully, but during its transition, it suddenly became too inclined and slow-moving to maintain altitude. The aircraft started tumbling back to earth as the pilot struggled to regain control, barely managing to eject at the very last minute. The Coleoptere was destroyed.A second prototype of the Coleoptere would never be built. By the 1960’s it was clear that the tail sitting configuration was a dead-end. It was simply too much of a compromise when it came to payload and range, and far too difficult to pilot. It was clear that vectoring thrust, allowing the aircraft to remain horizontal, was a more practical and safer solution. Video and imagery supplied by Getty Images: gettyimages.ca/photos/videoThanks for watching!
Trying To Fly To America Before It Was Possible Mustard 2020-10-30 | Watch the ‘The Ugliest Plane Ever Built’ here: nebula.tv/videos/mustard-the-ugliest-plane-ever-builtWatch More Mustard Videos & Support The Channel: nebula.tv/mustardSupport Mustard on Patreon: patreon.com/MustardChannelMustard Merchandise: teespring.com/stores/mustard-storeInstagram: instagram.com/mustardchannelTikTok: tiktok.com/@mustardchannelFacebook: facebook.com/Mustard-109952378202335Twitter: twitter.com/MustardVideosWebsite: mustardchannel.comResearch and writing in collaboration with Tomás Campos.In June of 1919, two daring British aviators made the world's first successful non-stop flight across the Atlantic Ocean from North America to Europe using a modified Vickers Vimey airplane. In just 16 hours, they achieved what up until that point, required days to accomplish by ocean liner. John Alcock and Arthur Brown’s transatlantic flight was celebrated around the world as a monumental achievement, but regular passenger carrying flights were still decades from becoming reality. In 1919 flight was still in its infancy, and knowledge about aerodynamics and the mechanics of flight were still rudimentary. But a pioneering Italian aircraft builder named Giovanni Battista Caproni was convinced that he could design an airliner to fly passengers from Europe to America. But unlike Alcock and Brown’s heavily modified Vickers Vimey airplane, which carried mostly extra fuel, Caproni’s airliner would have room for 100 passengers and 8 crew members. Numbers that would’ve seemed absurdly ambitious for the era.Caproni’s giant flying machine was constructed and ready for flight testing in early 1921. Designated as the Ca.60 Transaereo, it was likely the largest aircraft built up until that point. With it’s eight powerful engines and 9 wings arranged in a triple triplane configuration, the odd looking flying boat airliner captured the world's imagination. To many, it would have seemed like a new era of mass air travel was just around the corner. But despite a brief successful test flight sometime in late February or early March, the Transaereo would ultimately prove to be a little too ambitious for it’s time. The Transaereo made two successful flights and only one successful landing. It would take another 20 years before regular passenger flights would begin in 1939 using Boeing 314 flying boat airliners.Thanks for watching!
This Insane Helicopter Was The Largest Ever Built: The Mil V-12 Story Mustard 2020-09-10 | Watch the ‘The MiG-25 Business Jet’ here: Watch: nebula.tv/videos/mustard-the-mig25-business-jetWatch More Mustard Videos & Support The Channel: nebula.tv/mustardSupport Mustard on Patreon: patreon.com/MustardChannelMustard Merchandise: teespring.com/stores/mustard-storeInstagram: instagram.com/mustardchannelTikTok: tiktok.com/@mustardchannelFacebook: facebook.com/Mustard-109952378202335Twitter: twitter.com/MustardVideosWebsite: mustardchannel.comResearch and writing in collaboration with Tomás Campos.The Soviets built some of the largest and most technically advanced helicopters in the world. By 1957, the Mil Mi-6 had already emerged as the largest helicopter ever built, far out-sizing helicopters built in the west. But for the Soviet Union, the need to build a helicopter far larger than even the Mi-6, soon became a matter of national security.By 1960, American U-2 spy planes conducting high altitude reconnaissance flights over the Soviet Union were beginning to uncover the location of the country’s Intercontinental Ballistic Missile (ICBM) sites. These first generation R-7 Semyorka ICBMs were being deployed throughout the Soviet Union as fast as possible, but their enormous size and weight meant they could only be delivered to launch sites using trains. The need to build rail lines to launch sites made the ICBM sites easy to spot in U.S. reconnaissance photos. Keeping the missile sites hidden was a matter of national security. The Soviets devised a bold plan to airlift ICBMs into the vast and remote Soviet wilderness, thereby eliminating the need for rail lines or even roads. This would make it virtually impossible for spy planes to track down missile sites hidden in over twelve million square kilometres of forests. But to make the plan work, the Soviets would need to build a helicopter with at least twice the lifting power of the Mi-6.Design studies for the new enormous helicopter began in 1959, with the Soviet Council of Ministers formally approving development in 1962. But development of such an ambitious helicopter would progress slowly, as various configurations (single rotor, tandem and transverse) were studied. Construction of testing-rigs, transmission systems and mock-ups began in 1963, and construction of the first prototype started in 1965. The new prototype would be designated as the Mil V-12 (with plans to designate the production version as Mil Mi-12). The first test flight in 1967 ended in failure as the V-12 crashed back to earth sustaining minor damage due to oscillations caused by control problems. A second test flight a year later proved the helicopter's airworthiness. The V-12 would go on to break numerous world records for lifting capacity, but it’s fate had already been sealed by a rapidly changing strategic situation. The introduction of spy satellites, and the development of new lighter and mobile ICBMs made hiding nuclear missiles strategically irrelevant. In 1970, the Soviet Air Force refused to accept the V-12 into state acceptance trials, due to a lack of need. Although a second V-12 prototype would be constructed in 1972, there were simply too few scenarios that would require such a large and complex helicopter. In 1974 development of the V-12 was cancelled and the Mil Design Bureau shifted efforts to designing the Mil Mi-26, the largest helicopter to enter service.Select footage courtesy the AP Archive:AP Archive website: http://www.aparchive.com YouTube: youtube.com/c/aparchive and youtube.com/c/britishmovietoneSpecial thanks to Nick Arehart for helping clean up our audio:twitter.com/airhrt_Thanks for watching!
Why You Couldn’t Afford To Fly Concorde Mustard 2020-07-18 | Watch the ‘Extra Mustard: Building Concorde’ here: nebula.tv/videos/mustard-extra-concorde-building-concordeWatch More Mustard Videos & Support The Channel: nebula.tv/mustardSupport Mustard on Patreon: patreon.com/MustardChannelMustard Merchandise: teespring.com/stores/mustard-storeInstagram: instagram.com/mustardchannelTikTok: tiktok.com/@mustardchannelFacebook: facebook.com/Mustard-109952378202335Twitter: twitter.com/MustardVideosWebsite: mustardchannel.comConcorde was the world’s most iconic airliner and one of the most technically ambitious projects in aviation history. Billions were spent on its development over a span of more than a decade. When the Concorde program was launched, it was to be the next giant leap forward in air travel. Many believed that mass supersonic commercial air travel would be commonplace by the end of the 1970s. By the early 1960s, both the British and French had come up with early designs for supersonic airliners. As both efforts moved toward the prototype phase, it increasingly made sense for the two countries to work together to shoulder development costs and the immense technical hurdles. Britain and France formally partnered to launch the Concorde program by signing a treaty in 1962.Thousands of the brightest French and British engineers were dedicated to making supersonic air travel a reality. By 1963, mockups of Concorde were already capturing the world’s imagination and dazzling the press. Airlines soon placed orders for more than 70 Concordes. Orders were expected to grow to at least 200 by 1975. The Soviet Union responded with the development of their own supersonic airliner and the United States launched the Supersonic Transport program. However, by the early 1970s, the prospect of mass supersonic travel began to fade. Concorde would enter commercial service in the mid-to-late 1970s, just as the price of oil began to skyrocket. Concorde burned nearly four times more fuel than even a first generation jetliner. Like all supersonic aircraft, Concorde generated sonic booms. Public tolerance for sonic booms had been underestimated, and as countries started banning supersonic flights over their airspace, limited route options made Concorde less appealing to airlines. By the end of 1973, nearly every airline cancelled their options. All the while, Concorde’s development costs had ballooned to more than ten times original estimates. British Airways and Air France were ultimately the only airlines to put Concordes into service, taking delivery of just a handful of aircraft each. The two airlines would eventually turn a profit by branding Concorde as an ultra-exclusive way to travel. Ticket prices were set as high as $12,000 for a London to New York round trip for the elite few who could afford the price of flying supersonic. While the prospect of mass supersonic travel never arrived, Concorde earned a legacy as an engineering marvel and symbol of pride for the British and French until it's retirement in 2003.Select footage courtesy the AP Archive:AP Archive website: http://www.aparchive.com YouTube: youtube.com/c/aparchive and youtube.com/c/britishmovietoneSpecial thanks to Nick Arehart for helping clean up our audio:twitter.com/airhrt_Link to the Mustard Store:teespring.com/stores/mustard-storeThanks for watching!
Underwater Aircraft Carriers: Japan’s Secret Weapon Mustard 2020-05-28 | Watch More Mustard Videos & Support The Channel: nebula.tv/mustardSupport Mustard on Patreon: patreon.com/MustardChannelMustard Merchandise: teespring.com/stores/mustard-storeInstagram: instagram.com/mustardchannelTikTok: tiktok.com/@mustardchannelFacebook: facebook.com/Mustard-109952378202335Twitter: twitter.com/MustardVideosWebsite: mustardchannel.comIn August of 1945, as the world celebrates Imperial Japan’s surrender and the effective end of the second world war, the American’s make a puzzling discovery out in the Pacific. The US Navy has intercepted a Japanese submarine that’s unlike anything they’ve seen before. It’s by far the largest submarine ever constructed, at nearly twice the length of a typical German U-boat. But it’s what the submarine carries that truly baffles the Americans.The Japanese I-400-Class submarine’s most unusual feature was that it carried three torpedo/dive bombers inside an internal hanger. In order to fit, these full size attack float planes had wings and tailplanes that could be folded. The submarines also featured a catapult launch system and a crane mechanism to recover the aircraft. The I-400 submarine was effectively the world’s first underwater aircraft carrier. It was also a formidable submarine in the conventional sense, heavily armed with torpedo tubes, an enormous deck gun and anti-aircraft cannons.Conceived as a secret Japanese weapon at the start of the Pacific war, a fleet of I-400 submarines would be tasked with launching surprise attacks on New York, Washington, San Francisco, San Diego and Los Angeles. The attacks were intended to shake the will of the American people to keep fighting in the war. But as the war turned against Imperial Japan, shortages in war materials and shifting military priorities resulted in only 3 I-400 completing construction before Japan’s surrender. Fortunately, the I-400 was never allowed to demonstrate it’s true capacity.Select footage courtesy the AP Archive:AP Archive website: http://www.aparchive.com YouTube: youtube.com/c/aparchive and youtube.com/c/britishmovietoneSpecial thanks to Nick Arehart for helping clean up our audio:twitter.com/airhrt_Thanks for watching!
What Went Wrong With Germanys Insane Hover Transport? Mustard 2020-04-25 | Watch ‘Underwater Aircraft Carriers: Imperial Japan’s Secret Weapon' here: nebula.tv/videos/mustard-underwater-aircraft-carriers-imperial-japans-secret-weaponWatch More Mustard Videos & Support The Channel: nebula.tv/mustardInstagram: instagram.com/mustardchannelTikTok: tiktok.com/@mustardchannelFacebook: facebook.com/Mustard-109952378202335Twitter: twitter.com/MustardVideosWebsite: mustardchannel.comVertical take-off and landing (VTOL) refers to aircraft that can take-off, hover, and land vertically. To this day, the Dornier Do-31 remains the largest VTOL jet to take to the skies and the world’s only VTOL jet lift transport. Throughout the 1960’s, several countries launched ambitious programs to develop VTOL jets. The promise of freeing jets from needing runways to operate offered huge military advantages. In the opening hours of a conflict, runways were going to be the first targets, potentially rendering entire air forces inoperable. But VTOL jets could operate without runways, using small forward operating bases to stage operations. Although Britain led the way with the development of the Harrier Jump Jet, Germany set out to build something even more ambitious, the world’s first vertical jet lift transport. The Do 31 would combine the speed and range of a jet with the versatility of a helicopter. A plane that could deliver supplies and personnel to remote forward operating bases and support forces out in the field. The Do 31 utilized two vectored-thrust turbofans and eight lift jets in wing-tip pods. Together the 10 jets could generate an incredible 66,000 pounds of thrust to facilitate vertical or short take-off and landing operations. In forward flight, the lift jets would be shut off and the Do 31 would fly like a conventional plane. The aircraft could reach speeds of over 700km an hour and carry 36 fully equipped troops or nearly six tons of cargo. Anunprecedented combination of speed, range and lifting capacity.As development of the Do-31 progressed, some even saw the potential for vertical jet lift technology to revolutionize civil aviation. VTOL airliners would operate from helipads, maybe even directly from building rooftops. But developing the world’s first VTOL jet transport would be fraught with enormous technical challenges, and as the Cold War evolved, VTOL capable jets became less of a strategic priority. Despite numerous test flights and proof of concept, the project was ultimately cancelled in 1970. Select footage courtesy the AP Archive:AP Archive website: http://www.aparchive.com YouTube: youtube.com/c/aparchive and youtube.com/c/britishmovietoneLike the aviation industry posters found in this video? Visit The Aviation Ancestry Database, containing over 80,000 high-quality examples: http://www.aviationancestry.co.ukSpecial thanks to Nick Arehart for helping clean up our audio:twitter.com/airhrt_Thanks for watching!
What Really Happened To Giant Flying Boats? Mustard 2020-02-14 | Watch ‘Underwater Aircraft Carriers: Imperial Japan’s Secret Weapon' here: nebula.tv/videos/mustard-underwater-aircraft-carriers-imperial-japans-secret-weaponWatch more exclusive Mustard videos, completely ad-free here: nebula.tv/mustardSupport Mustard on Patreon: patreon.com/MustardChannelMustard Merchandise: teespring.com/stores/mustard-storeInstagram: instagram.com/mustardchannelTikTok: tiktok.com/@mustardchannelFacebook: facebook.com/Mustard-109952378202335Twitter: twitter.com/MustardVideosWebsite: mustardchannel.comThe rapid development of aircraft in the 1920’s and 1930’s far outpaced the development of aviation infrastructure to support them. Runways, even by the late 1930’s, were rare and often little more than an open grass field, useful only for the smallest and lightest of airplanes. It would be at least another decade until many cities developed suitable airports. But commercial aviation wasn’t going to wait around.By the 1930’s large, luxurious flying boats were already carrying passengers to far-flung exotic destinations. Requiring only a reasonably calm stretch of water and minimal infrastructure, flying boats kick started an early era of air travel. Destinations that once took weeks to reach by boat could now be reached in just a matter of days. For the lucky few who could afford it, flying boats were simply the most luxurious way to travel. As they were generally larger and more capable than land-based aircraft, many were convinced that the future of long-range air travel belonged to large flying boats.In 1943, Saunders-Roe, an iconic British aircraft builder, began planning for the future by drafting a design for a truly next-generation flying boat. Larger, heavier, and faster than any flying boat airliner in history. Although 1943 was the middle of the Second World War, Saunders-Roe planned to emerge at the forefront of post-war commercial aviation. But by the time the Princess took its first flight, the world had been completely transformed by the rapid development of runways and advances in land-based aircraft. It would soon become apparent that Saunders-Roe’s flying boat airliner had been designed for a future that never existed.Select footage courtesy the AP Archive:AP Archive website: http://www.aparchive.com YouTube: youtube.com/c/aparchive and youtube.com/c/britishmovietoneLike the aviation industry posters found in this video? Visit The Aviation Ancestry Database, containing over 80,000 high-quality examples: http://www.aviationancestry.co.ukSpecial thanks to Nick Arehart for helping clean up our audio:twitter.com/airhrt_Thanks for watching!
What Happened To Giant Ekranoplans? Mustard 2019-12-21 | Watch More Mustard Videos & Support The Channel: nebula.tv/mustardSupport Mustard on Patreon: patreon.com/MustardChannelMustard Merchandise: teespring.com/stores/mustard-storeInstagram: instagram.com/mustardchannelTikTok: tiktok.com/@mustardchannelFacebook: facebook.com/Mustard-109952378202335Twitter: twitter.com/MustardVideosWebsite: mustardchannel.comIn the 1960s, the leader of the Soviet Union, Nikita Khrushchev bragged that his nation had ships that could jump right over bridges. His cryptic words confused Western leaders, but he was alluding to a secret project deep within the Soviet Union.The Soviets were developing a new class of vehicle that could move as fast as an aircraft, but lift far more payload than a conventional airplane. These machines would fly metres from the surface using an aerodynamic principle called the ground effect. They were called Ekranoplan (roughly translating to mean for “screen plane” or “low flying plane”). Beginning with experiments in the early 1960s, and headed by a pioneering hydrofoil engineer Rostislav Alexeyev, the Soviets quickly developed a series of small-scale prototypes to refine the concept. In 1966 they completed the KM (Korabl Maket) Russian for “ship-prototype”. An enormous machine, larger and heavier than any aircraft in the world. The first large scale Ekranoplan could lift an astonishing 544,000 kg (1,199,315 lb) and reach speeds of over 600 km/h (373 mph).The KM proved that the ground effect concept could be scaled up, but it also revealed series unresolved engineering issues as well as limits to Ekranoplan operational capabilities. Despite these setbacks, Alexeyev and his engineers continued their development efforts. However, by the time the KM was completed and ready for testing, the political climate in the Soviet Union had changed entirely. Khrushchev, an enthusiastic supporter of Ekranoplans, was replaced with Leonid Brezhnev. Brezhnev, adverse to risk and uninterested in bold projects to showcase Soviet superiority, was far less interested in Ekranoplan development. Alexeyev and his engineers abandoned the KM’s development and moved on to develop more practical applications, including a smaller troop transport (A-90 Orlyonok) and later, a larger anti-surface warfare ship (MD-160 Lun-class). After the collapse of the Soviet Union in 1991, the few Ekranoplans that entered service were quickly retired from Russian Navy fleets. Special thanks to Nick Arehart for helping clean up our audio:twitter.com/airhrt_Special thanks to: hiba Cheegoni, Joel Salvador, Gibbo, Jake Hart, Coby Tang, Cole Gerdemann, Christian Altenhofen, Therandomuser, Ryfael, Justin Will, Jefferson Hu, Jean-christophe, Andrew J. Thom, Erik Hoel, Mark Moran, Forerunner3D.com, Colin Millions, TOOLCO CORP, Razvan Caliman, Joseph Zadeh, Danny Wolf, Matt Waters, Trent Bosley, Christopher Boyd, Guzman Martin, Travis Sinfield, Jerome Froelich, Xan Daven, Donoteat, Kim Alexander Haustedt, Riley Gawronski, Matthew Walster, David F. Watson, Mason Hullermann, Adam Cookson for supporting us on Patreon and helping Mustard grow: patreon.com/MustardChannelThanks for watching!
This Could’ve Changed Air Travel Forever Mustard 2019-10-23 | Watch More Mustard Videos & Support The Channel: nebula.tv/mustardSupport Mustard on Patreon: patreon.com/MustardChannelMustard Merchandise: teespring.com/stores/mustard-storeInstagram: instagram.com/mustardchannelTikTok: tiktok.com/@mustardchannelFacebook: facebook.com/Mustard-109952378202335Twitter: twitter.com/MustardVideosWebsite: mustardchannel.comIn the late 1950’s, intercity air travel was on the rise. But while a trip from New York to Boston by airplane might only take about an hour, you’d still need to get to and from the airport. And in many congested cities, that was already taking longer than the flight itself. As a solution, helicopter airlines had begun to crop up in major cities, letting passengers skip over traffic to connect airports with their city centers. But helicopters were ultimately too inefficient to become a viable form of mass transport. The Rotodyne was going to change all that. Taking off from downtown rooftops and heliports, but flying faster, further, and more economically than any helicopter, the Rotodyne would be the quickest way to move from one city centre to the next. The Rotodyne might have looked like part helicopter, part plane, but it was actually neither. Where a helicopter uses engine power to spin a rotor blade to force air down and create lift, on a Rotodyne the large rotor wasn’t directly driven by a motor. Instead it used a freely-spinning rotor called an autogyro. As air passed naturally through the rotor blades during flight, it caused the rotor spin around like a pinwheel to create lift. The Rotodyne still had wings and a pair of turboprops much like an airplane. But in forward flight, the unpowered spinning rotor lifted more than half the aircraft’s weight. To take off and land vertically and hover, tip jets at the end of each rotor blade would be used to spin up the Rotodyne’s rotor. Once in forward flight, the tip jets were shut off and the rotor would once again spin freely. When the first Rotodyne prototype took to the skies, it could carry 40 passengers over 700km and reach speeds of over 300km/h, all while being able to land and take off on a space not much larger than the aircraft itself. And after 350 successful test flights, the Rotodyne proved to be safe and capable. But despite plans for an even larger more powerful version, a combination of noise concerns and lack of government support for research and development ultimately led to cancellation of the project.Select footage courtesy the AP Archive:AP Archive website: http://www.aparchive.com YouTube: youtube.com/c/aparchive and youtube.com/c/britishmovietoneLike the aviation industry posters found in this video? Visit The Aviation Ancestry Database, containing over 80,000 high-quality examples: http://www.aviationancestry.co.ukSpecial thanks to Nick Arehart for helping clean up our audio:twitter.com/airhrt_Special thanks to: Chiba Cheegoni, Gibbo, Jake Hart, Coby Tang, Cole Gerdemann, Christian Altenhofen, Therandomuser, Justin Will, Jefferson Hu, Jean-christophe, Andrew J. Thom, Erik Hoel, Mark Moran, Colin Millions, Joel Salvador, TOOLCO CORP, Razvan Caliman, Joseph Zadeh, Danny Wolf, Matt Waters, Trent Bosley, Christopher Boyd, Guzman Martin, Travis Sinfield, Liam Klatsky, Jerome Froelich, Xan Daven, Donoteat and Kim Alexander Haustedt for supporting us on Patreon and helping Mustard grow: patreon.com/MustardChannelThanks for watching!
Why Airbus Nearly Didn’t Happen: The A300 Story Mustard 2019-08-12 | Watch More Mustard Videos & Support The Channel: nebula.tv/mustardSupport Mustard on Patreon: patreon.com/MustardChannelMustard Merchandise: teespring.com/stores/mustard-storeInstagram: instagram.com/mustardchannelTikTok: tiktok.com/@mustardchannelFacebook: facebook.com/Mustard-109952378202335Twitter: twitter.com/MustardVideosWebsite: mustardchannel.comIn 1974, Boeing vice president Jim Austin described the Airbus A300 as “a typical government airplane” of which “they’ll build a dozen or so and then go out of business.” He wasn't alone in his criticism. And he was almost right.Airbus began a decade earlier as an ambitious effort to stop the Americans from completely taking over the global aviation industry. Boeing and McDonnell Douglas together were building over 80% of the world’s jetliners. And soon, they would be joined by Lockheed. All three manufacturers were introducing new state-of-the-art wide-body airliners that would revolutionize air travel in the 1970s by offering increased comfort and efficiency. Europe’s aircraft build stood little chance at competing. Unless they worked together.By the mid-1960s plans were underway to build a truly European airliner. One that would involve the continent's leading manufacturers. It wasn't the first attempt at European cooperation (the French and British had already joined efforts to build Concorde), but nothing on this scale had ever attempted. The Europeans would build a new kind of airliner, a purpose-build, short to medium range ‘people mover’, which was increasingly being described as an ‘air bus’. The new plane would be highly optimized for efficiency by using the latest technologies and state of the art materials. It would feature just two turbofan engines, when the soon to be introduced American wide-bodies would have three or four. It meant Europe’s jet would offer increased fuel economy and lower maintenance. It would be called the A300.France, Britain, West Germany, the Netherlands and Spain would each manufacturer portions of the plane for final assembly in Toulouse France. The logistics alone were a spectacular feat. But getting the new Airbus built would actually prove to be the easy part. Convincing the world to take a chance on a completely unproven manufacturer offering an unconventional twin-engine wide-body was another matter altogether. And to make matters worse, the new Airbus A300 debuted in the early 1970s, just in time for a global recession and oil crisis which put a near halt to airplane purchases by airlines. But the A300 eventually caught on, thanks to perseverance and crafty deal-making by Airbus. By the end of the 1970’s the global economy had recovered, but fuel prices had not. The highly efficient twin-engine wide-body found its place in the market. But for Airbus, the A300 was just the beginning. With multinational partnerships in place and a sophisticated supply chain, the groundwork was set for the company’s truly meteoric rise.#Airbus #A300 #AirlinersSelect footage courtesy the AP ArchiveAP Archive website: http://www.aparchive.com YouTube: youtube.com/c/aparchive and youtube.com/c/britishmovietoneLike the the aviation industry posters found in this video? Visit The Aviation Ancestry Database, containing over 80,000 high-quality examples: http://www.aviationancestry.co.ukSpecial thanks to Nick Arehart for helping clean up our audio:twitter.com/airhrt_Thanks for watching!
This Train Made Passengers Sick: The APT Tilting Train Story Mustard 2019-06-07 | Watch More Mustard Videos & Support The Channel: nebula.tv/mustardGet the first 2 months of Skillshare for free!: https://skl.sh/mustard7 Support Mustard on Patreon: patreon.com/MustardChannelMustard Merchandise: teespring.com/stores/mustard-storeInstagram: instagram.com/mustardchannelTikTok: tiktok.com/@mustardchannelFacebook: facebook.com/Mustard-109952378202335Twitter: twitter.com/MustardVideosWebsite: mustardchannel.comIn the 1960’s, Britain's railways were in decline. The country’s railways were slow and antiquated and facing fierce competition against growing automobile ownership and booming air travel. But elsewhere in the world, railways were beginning to make a comeback, and the key seemed to be much higher speeds. Japan’s new high speed Shinkansen Bullet Trains proved enormously successful with passengers, carrying over 100 million passengers in just the first three years of service. The French had also begun working on a revolutionary new high train, the TGV (Train à Grande Vitesse, "high-speed train"). If British Rail was going to compete with automobiles and airliners, the solution seemed clear: much faster trains.But elsewhere in the world high speed trains were developed along with new special dedicate high speed tracks. These new lines were constructed with long, straight sections of rail and gentle curves. For their Bullet Trains, the Japanese built an entirely new dedicated high-speed rail line (Tokaido Shinkansen). For their TGV, the French would need to build hundreds of kilometers of dedicated high speed track (LGV for Ligne à Grande Vitesse).But the British would take a different approach. Instead of spending billions on new high-speed rail infrastructure, they would engineer a new kind of high speed train that could run on Britain’s existing rail network. The challenge was that many of Britain’s railways were built a hundred years earlier, and they were full of sharp twists and turns. The solution, was to engineer a train that would lean into bends like a motorcycle, maintaining passenger comfort even while running a high speeds around sharp curves. With active tilting technology, the Advanced Passenger Train (APT), would be able to bend nearly twice as fast as any British train. During testing in 1979, the APT hit 261 km/h, setting a new British speed record.But the APT’s development was plagued by setbacks and delays. The train never lived up to its potential. From day one, the APT was plagued by technical problems; everything from frozen breaks to failed tilting mechanisms. Nearly a third of passengers to become motion sick from the tilting mechanism. After a disastrous debut, British Rail faced an uphill battle to overcome technical challenges and win back public confidence in their innovative train. It was a battle they would never win.#APT #BritishRail #TrainsSelect footage courtesy the AP ArchiveAP Archive website: http://www.aparchive.com YouTube: youtube.com/c/aparchive and youtube.com/c/britishmovietoneSpecial thanks to Nick Arehart for helping clean up our audio:twitter.com/airhrt_Special thanks to: Wyatt Doran, Luke, Chiba Cheegoni, Gibbo, Jake Hart, Coby Tang, Cole Gerdemann, Christian Altenhofen, Felix Wassmer, Therandomuser, Ryfael, Lucas Schleicher, Justin Will, Jefferson Hu, Jean-christophe, Andrew J. Thom, Colin Millions, TOOLCO CORP, Anthony, Razvan Caliman, Joseph Zadeh, Mark Mills, Robert Tait, Danny Wolf, Matt Watersm, Trent Bosley, Christopher Boyd, Joel Salvador, Guzman Martin, Alexander Pace for supporting us on Patreon and helping Mustard grow: patreon.com/MustardChannelThanks for watching!
How The US Accidentally Dropped Nukes On Itself And Its Allies Mustard 2019-04-16 | Watch More Mustard Videos & Support The Channel: nebula.tv/mustardDownload Dashlane for free to manage all your passwords: dashlane.com/mustard - Get 10% off upgrading to Premium by using the code, “Mustard” at checkout Support Mustard on Patreon: patreon.com/MustardChannelMustard Merchandise: teespring.com/stores/mustard-storeInstagram: instagram.com/mustardchannelTikTok: tiktok.com/@mustardchannelFacebook: facebook.com/Mustard-109952378202335Twitter: twitter.com/MustardVideosWebsite: mustardchannel.comSelect footage courtesy the AP Archive AP Archive website: http://www.aparchive.com YouTube: youtube.com/c/aparchive and https://www.youtube.com/c/britishmovi... Thanks to Nick Arehart for helping clean up our audio: twitter.com/airhrt_ Special thanks to: Wyatt Doran, Andrew J. Thom, Gibbo, Jake Hart, Coby Tang, Cole Gerdemann, Christian Altenhofen, Xan Daven, Felix Wassmer, Therandomuser, Ryfael, Lucas Schleicher, Justin Will, Jefferson Hu, Jean-christophe, Colin Millions, TOOLCO CORP, Anthony, Razvan Caliman, Joseph Zadeh, Mark Mills, Robert Tait, Danny Wolf, Matt Waters, Trent Bosley, Liam Klatsky and Christopher Boyd for supporting us on Patreon and helping Mustard grow.Thanks for Watching! Please Like, Comment and Subscribe! In August of 1957, the Soviet Union launched the world’s first successful Intercontinental Ballistic Missile (ICBM). It was capable of delivering a heavy nuclear warhead to a target six thousand miles away, in under half an hour. The West was left scrambling for a solution. From what U.S. Intelligence could gather, the Soviets were quickly pulling ahead in developing missile technology. Projections showed that by the 1960s, the Soviets would likely have enough missiles to launch a preemptive nuclear attack. America needed a way fill this perceived ‘missile gap’.Operation Chrome Dome would be the solution. Between 1960 and 1968, B-52 Stratofortress strategic bomber aircraft armed with thermonuclear weapons were kept airborne around the clock, day in and day out. Chrome Dome would send a powerful message to the Soviet Union that America was ready to respond, and help keep the scales of nuclear power balanced. Flying to points along the Soviet border, Chrome Dome missions would be as long as 24-hours each, pushing flight crews and B-52 aircraft to their limit. It was an extraordinary feat of logistics, requiring the support of aerial refueling aircraft, and a large number of ground base support personnel. The program would also come at a cost. There were 5 major accidents involving B-52 aircraft flying Operation Chrome Dome missions. The first came early into the program, when in 1961, two nuclear bombs fell back to earth near Goldsboro, North Carolina. Information declassified in 2013 suggests that one of the bombs came very close to detonating. The next incident occurred just a few months later near Yuba City, California when another two nukes were lost in a crash. There would be yet another incident 1964 in Savage Mountain, Maryland. In all of these incidents, 6 nuclear bombs crashed back to earth and were eventually recovered without much in the way of consequences. Neither their conventional nor nuclear explosives detonated. But another two incidents would put the program into an entirely different light. In 1966, four nukes came crashing back to earth over Palomares, Spain. This time, two of them detonated their conventional explosives, leaving five square kilometers of Spanish countryside contaminated with radioactive plutonium. It was the worst nuclear accident of its time. Although Chrome Dome was scaled down as a result, there would be yet another accident in Thule, Greenland in 1968. Four nuclear bombs detonated their conventional explosives, spreading contamination over a large area. This final incident put an immediate end to all Operation Chrome Dome Missions. During the course of the eight-year long ambitious cold-war operation, America accidentally dropped 14 nuclear bombs. But Operation Chrome Dome also helped maintain the delicate balance of power between America and the Soviet Union, and the program might have prevented nuclear war. #OperationChromeDome #ColdWar #B52
The Air Force’s Crazy 747 Aircraft Carrier Concept Mustard 2019-02-12 | Watch More Mustard Videos & Support The Channel: nebula.tv/mustardGet the first 2 months of Skillshare for free: https://skl.sh/mustard5Enjoy over 23,000 classes covering just about anything!Support Mustard on Patreon: patreon.com/MustardChannelMustard Merchandise: teespring.com/stores/mustard-storeInstagram: instagram.com/mustardchannelTikTok: tiktok.com/@mustardchannelFacebook: facebook.com/Mustard-109952378202335Twitter: twitter.com/MustardVideosWebsite: mustardchannel.comIt sounds like the stuff of science fiction: A Boeing 747 with an internal hanger loaded with 10 specially designed fighter jets. An on board crew to launch, recover, refuel and rearm the jets while in mid-flight. Sleeping quarters and a crew lounge to ensure that a squadron of 14 fighter pilots and 18 mission specialists stay rested. All of it hurtling forward at Mach 0.85, 35 thousand feet above sea-level. That’s asking a lot from a Boeing 747 Jumbo Jet. But a once classified feasible study prepared for the U.S. Air Force details how it could be done.An Airborne Aircraft Carrying Boeing 747 might have been an overly-ambitious, overly-complex and ham-handed idea from 1970s, but it wasn’t entirely out of left field. The U.S. Military had been experiment with the aerial aircraft carrier concepts for nearly half a century. In the early 1930s, two U.S. Navy airships, the USS Akron and the USS Macon carried up to 5 planes stored inside an internal hangar bay. These airborne aircraft carriers enhanced the Navy’s seaborne scouting ability, and the airships’ onboard planes could be deployed for further scouting or defensive purposes. But both USS Akron and Macon were destroyed in weather related accidents not even 3 years after their introductions, helping to put an end to any future airship-based aircraft carriers. But the experiments continued in the 1940s, this time spurred on by a need to protect long-range intercontinental bombers. A seemingly sensible solution to extending escort fighter range was to have long-range bombers carry escort fighters onboard which could be deployed and recovered when needed. But the promising concept proved far more difficult in reality, with aircraft recovery being a particularly dangerous endeavor. Multiple docking methods were attempted, but only one version using a trapeze mechanism and a full-sized fighter ever saw limited service. By the mid-1950s, aerial refueling had proven itself to be a far more practical and safe solution to extending aircraft range.Yet, the Air Force reexamined the concept again in the early 1970s. This time, spurred on by perceived strategic vulnerabilities to conventional seaborne carriers and the new opportunities brought on the enormous Boeing 747 and Lockheed C-5. The feasibility study titled #747 #Boeing #FlyingAircraftCarrier Declassified ‘Investigation of a Micro-Fighter/Airborne Aircraft Carrier Concept’ can be found here: https://apps.dtic.mil/dtic/tr/fulltext/u2/529372.pdfSelect footage courtesy the AP ArchiveAP Archive website: http://www.aparchive.com YouTube: youtube.com/c/aparchive and youtube.com/c/britishmovietoneSpecial thanks to Nick Arehart for helping clean up our audio:twitter.com/airhrt_Special thanks to: Wyatt Doran, Gibbo, Jake Hart, Coby Tang, Cole Gerdemann, Christian Altenhofen, Xan Daven, Felix Wassmer, Jefferson Hu, Jean-christophe, Colin Millions, TOOLCO CORP, Anthony, Razvan Caliman, Joseph Zadeh, Mark Mills, Robert Tait, Danny Wolf, Matt Waters, Trent Bosley, and Christopher Boyd for supporting us on Patreon and helping Mustard grow: patreon.com/MustardChannelThanks for watching!
Whats Faster Than A Jet... And Twice As Loud? Mustard 2018-12-28 | Watch More Mustard Videos & Support The Channel: nebula.tv/mustardGet the first 2 months of Skillshare for free: https://skl.sh/mustard4Enjoy over 23,000 classes covering just about anything!Support Mustard on Patreon: patreon.com/MustardChannelMustard Merchandise: teespring.com/stores/mustard-storeInstagram: instagram.com/mustardchannelTikTok: tiktok.com/@mustardchannelFacebook: facebook.com/Mustard-109952378202335Twitter: twitter.com/MustardVideosWebsite: mustardchannel.com Until the mid 1950’s, small short-range airliners like the twin engined IL-14 were really the only type the Soviet Union produced. And that meant flying across the country’s vast territory required multiple stops for refueling. The exhausting flight could take could take over 24 hours and require multiple stops for refueling. The need for a new Soviet airliner was clearly pressing, especially since the country’s new leader Nikita Khrushchev had a much more open stance with the West and plans for visits around the world. In 1955 the Tupolev Design Bureau was given a directive to convert the Tu-95 intercontinental strategic bomber into an airliner. It would be the quickest way to build the Soviet Union a new long-range airliner. Two parallel projects were launched. The first aimed to minimally modify the Tu-95 and convert it into a VIP transport for Soviet Heads of State (Tu-116). A second, more ambitious project aimed to turn the Tu-95 into a proper airliner (Tu-114). The Tu-114 was significantly modified, but still retained the Tu-95’s powerful turboprop engines and swept wings, which were mounted lower to accommodate a wider fuselage. Other design changes include larger flaps, a taller nose gear and new stabilizers. The Tu-116 airliner is most notable for its incredible maximum speed of 880 km/h (550 mph), which is comparable to modern-day jet-powered airliners. It also boasted a very impressive (for it’s day) range of 10,900 km (6,800 mi). Early versions were configured in a three-class layout, which was rather unconventional for a Soviet Airliner. Features included, large tables, private sleeping cabins and a dining lounge served by a full-size kitchen in the lower deck . Entering service in 1961, only 32 Tu-116 were produced and they served with Aeroflot for 16 years, until they were finally retired from civilian service in 1977. #Tu114 #Airliner #Turboprop Select footage courtesy the AP ArchiveAP Archive website: http://www.aparchive.comTwitter: twitter.com/AP_Archive Facebook: facebook.com/APArchivesYouTube: youtube.com/c/aparchive and youtube.com/c/britishmovietoneSpecial thanks to Classic Airliners & Vintage Pop Culture for providing incredible and rare Tu-114 footage and materials - see them in their full length at: youtube.com/user/mcdonnell220Special thanks to Nick Arehart for helping clean up our audio:twitter.com/airhrt_Special thanks to niltondc for helping model the Tu-114 used in this video: youtube.com/user/niltondcSpecial thanks to: Anthony, Christian Altenhofen, Coby Tang, Cole Gerdemann, Colin Millions, Danny Wolf, Felix Wassmer, Gibbo, Jake Hart, Joseph Zadeh, Mark Mills, Matt Waters, Razvan Caliman, Robert Tait, TheCraftedMultiverse, TOOLCO CORP, Trent Bosley, and Xan Daven for supporting us on Patreon and helping Mustard grow: patreon.com/MustardChannel Thanks for watching!
Why This Plane Had A Dangerous Reputation: The DC-10 Mustard 2018-09-28 | Watch More Mustard Videos & Support The Channel: nebula.tv/mustardSupport Mustard on Patreon: patreon.com/MustardChannelMustard Merchandise: teespring.com/stores/mustard-storeInstagram: instagram.com/mustardchannelTikTok: tiktok.com/@mustardchannelFacebook: facebook.com/Mustard-109952378202335Twitter: twitter.com/MustardVideosWebsite: mustardchannel.comThe DC-10’s story begins in the early 1970’s, at a pivotal time when air travel was undergoing a revolution. A new generation of wide-body airliners like the Boeing 747 introduced for 1970’s increased passenger capacity at a time when air travel was becoming more affordable. In 1971, McDonnell Douglas introduced their first airliner wide-body airliner, the DC-10. But few months later, rival aircraft builder Lockheed introduced their new wide body airliner, the L-1011. The DC-10 and L-1011 were similar aircraft aimed at similar segments of the market. The DC-10 incorporated many existing narrow body technologies from earlier DC-8 and DC-9’s. Focusing on simplicity and reliability, McDonnell Douglas took a technologically cautious approach in an era of rapid technological change, and this helped accelerate the DC-10’s development. This design approach, in part, helped McDonnell Douglas beat rival Lockheed to the market and the DC-10 was soon outselling the L1011. But after just a few years in service, the DC-10 would go from being pride of airlines, to a plane some people thought twice about flying. A series of accidents during the 1970’s, some of which were attributed to the plane’s design, shrouded the DC-10 in controversy. McDonnell Douglas found itself facing extraordinary accusations that it had rushed the plane’s development, leading to inadequate, even negligent design decisions. Damage to the DC-10’s reputation would peak in 1975, after the Federal Aviation Administration temporarily suspended the DC-10’s Type certificate.It would take years for the DC-10’s reputation to recover, and by the 1980s, McDonnell Douglas was facing even bigger challenges. The market had really only been big enough for one tri-jet and that ensured that neither would become a true commercial success. Despite its troubled start, the DC-10 would fly for over 40 years serving with some of the world’s largest airlines. In spite of tragic early accidents statically the DC-10’s safety record would go on to be comparable to other wide bodies of the era. #DC10 #McdonnellDouglas #Trijet #AirplaneSelect new footage provided courtesy the AP Archive:AP Archive website: http://www.aparchive.comTwitter: twitter.com/AP_Archive Facebook: facebook.com/APArchivesYouTube: youtube.com/c/aparchive and youtube.com/c/britishmovietoneSpecial Thanks to 'Classic Airliners & Vintage Pop Culture' Youtube channel for letting us sample amazingly retro DC-10 commercials. Check out their huge collection of footage at: youtube.com/user/mcdonnell220Like the the aviation industry posters found in this video? Visit The Aviation Ancestry Database, containing over 80,000 high-quality examples: http://www.aviationancestry.co.ukSpecial thanks to Geoffrey Thomas for providing us with a rare MD-11 promotional film. Please check out his awesome airline safety and product rating website at: airlineratings.comSpecial thanks to Nick Arehart for helping clean up our audio:twitter.com/airhrt_Special thanks to Aviation Ancestry for maintaining an incredible and free archive of vintage aircraft advertisements: http://www.aviationancestry.co.ukSpecial thanks to our Patreon Supporters!: Anthony, Arnór Eiðsson, Bruce, Christian Altenhofen, Coby Tang, Cole Gerdemann, Colin Millions, Felix Wassmer, Joseph Zadeh, Joshua Marshman, Mark Mills, Razvan Caliman, Xan Daven, TheCraftedMultiverse, Gibbo patreon.com/MustardChannelLink to the Mustard Store:www.mustardchannel.com/storeThanks for watching! Please Like, Comment and Subscribe
Why Was This Plane Invulnerable: The SR-71 Blackbird Story Mustard 2018-08-09 | Watch More Mustard Videos & Support The Channel: nebula.tv/mustardSupport Mustard on Patreon: patreon.com/MustardChannelMustard Merchandise: teespring.com/stores/mustard-storeInstagram: instagram.com/mustardchannelTikTok: tiktok.com/@mustardchannelFacebook: facebook.com/Mustard-109952378202335Twitter: twitter.com/MustardVideosWebsite: mustardchannel.comThe Cold War locked the United States and Soviet Union into a tense struggle for global influence and control. The first purpose-built American spy plane to fly over the Soviet Union was the Lockheed U-2. Neither fast nor stealthy, the U-2’s tactical advantage was that it could supposedly fly above soviet radar and air defenses. Yet even before the U-2 began surveillance missions, there were already plans for the next generation of spy plane. The need for a U-2 successor became more pressing as Soviet radars had tracked the U-2 since the very first reconnaissance flight. In 1960, a Soviet surface to air missile downed a U-2 deep within soviet airspace, heightening tensions between the two Cold War rivals. If America was to continue vital reconnaissance missions over the Soviet Union, it would need an aircraft with a combination of incredible speed, altitude and stealth. In 1959, the CIA chose Lockheed over rival Convair to build the next generation of spy plane. Lockheed’s highly classified spy plane would be known as the A-12. Originally designed for the CIA for reconnaissance, the A-12 was also developed as an interceptor prototype, along with a variant that could launch an unmanned reconnaissance drone. The SR-71 Blackbird, a later variant developed for the Air Force would go on to serve for decades while the other variants were quickly retired. Nearly 60 years after their first flight, the SR-71 and its A-12 successors remain the fastest air breathing jets to ever fly. Lockheed’s engineers had to innovate many aspects of the aircraft from unique engine characteristics, stealth features, to the extensive use of titanium for the first time in an aircraft. For years, the SR-71 Blackbirds were practically invulnerable, being able to outfly and out climb any threat, but by 1980s, Mig-31s and a new of generation of surface to air missiles began to erode the aircraft’s impunity. The SR-71 Blackbirds were finally retired from service in 1998. These reconnaissance aircraft were enormously expensive to operate and politics and infighting for defense budgets eventually had the SR-71s days numbered. Advances in spy satellites, aerial drones and the SR-71’s inability to deliver surveillance data in real time, diminished some of the plane’s utility. #SR71 #Blackbird #SpyPlanesSpecial thanks to Nick Arehart for helping clean up our audio:twitter.com/airhrt_Special thanks to: Coby Tang, Christian Altenhofen, Razvan Caliman, Xan Daven, Joseph Zadeh, Felix Wassmer, and Colin Millions for supporting us on Patreon and helping Mustard grow: patreon.com/MustardChannelThanks for watching! Please Like, Comment and Subscribe
This Giant Airliner Even Had A Movie Theater: The Bristol Brabazon Mustard 2018-06-23 | Watch More Mustard Videos & Support The Channel: nebula.tv/mustardSupport Mustard on Patreon: patreon.com/MustardChannelMustard Muchandise: teespring.com/stores/mustard-storeInstagram: instagram.com/mustardchannelTikTok: tiktok.com/@mustardchannelFacebook: facebook.com/Mustard-109952378202335Twitter: twitter.com/MustardVideosWebsite: mustardchannel.comWith a wingspan greater than a Boeing 747, The Bristol Brabazon was the largest aircraft ever built by Britain. More a flying oceanliner than plane, it featured sleeping cabins, a dining room, a cocktail bar and lounge, and even a 23 seat movie theater.The Brabazon was also fitted with cutting edge innovations. A fully pressurized, air conditioned cabin. Electric engine controls, and high-pressure hydraulics to operate its massive control surfaces. It’s enormous wing housed more than 16 thousand gallons of fuel, and eight of the most powerful piston engines available. While the first Brabazon used piston engines, later Brabazon were to use turboprop engines that were being developed by Bristol.The Bristol Brabazon would have true transatlantic capability. Able to fly non-stop from London to New York against prevailing eastern winds. In the 1940’s, this would have been quite the feat. Transatlantic flights were almost always done in stages to allow for refueling.Despite introducing new innovations, many of which influenced the future of aviation, the Brabazon’s driving philosophy was outdated. The Brabazon’s mission was to compete with ocean liners for ultra-wealthy passengers. But this lumbering, super-sized airliner would have been introduced with airlines for 1950’s, right around when the first jet airliners, like the De Havilland Comet, were taking to the skies. Aircraft like the Dash 80, which would become the 707, were also just around the corner, and would bring a transatlantic crossing down to as little as 7 hours.After a massive design and development effort, Britain found itself stuck with a plane nobody actually wanted, designed for an era that no longer existed.The program was cancelled and the Brabazon, and half finished turboprop successor were sold for their weight in scrap. #BristolBrabazon #BritishAviation #WhiteElephant #AirplanesFor an authoritative resource on the Bristol Brabazon visit:http://www.historynet.com/bristol-brabazon.htmSpecial thanks to niltondc for helping to model the Bristol Brabazon: youtube.com/user/niltondcLike the the aviation industry posters found in this video? Visit The Aviation Ancestry Database, containing over 80,000 high-quality examples: http://www.aviationancestry.co.ukSpecial thanks to Nick Arehart for helping clean up our audio:twitter.com/airhrt_Special thanks to: Coby Tang, Christian Altenhofen and Razvan Caliman for supporting us on Patreon and helping Mustard grow: patreon.com/MustardChannelThanks for watching! Please Like, Comment and Subscribe:
The World’s Fastest Subsonic Airliner: The Convair 990A Coronado Mustard 2018-05-20 | Watch More Mustard Videos & Support The Channel: nebula.tv/mustardSupport Mustard on Patreon: patreon.com/MustardChannelMustard Merchandise: teespring.com/stores/mustard-storeInstagram: instagram.com/mustardchannelTikTok: tiktok.com/@mustardchannelFacebook: facebook.com/Mustard-109952378202335Twitter: twitter.com/MustardVideosWebsite: mustardchannel.comBefore Concorde defined what it meant to fly fast, there was another airliner that tried to push the speed of air travel. With outside the box engineering, the Convair 990A cruised faster than any airliner before it. The Convair 990A is still the fastest non-supersonic commercial transport to have ever been produced.While the Boeing 707 and Douglas DC-8 are recognized as the first American jetliners, Convair had also introduced a jetliner, the 880 around the same time. While Convair’s jet looked similar to its rivals, the company tried to capture a different segment of the market, betting that there was a market niche for a medium ranged, smaller, faster and more luxurious jet. Yet, airlines showed very little interest in the Convair 880. But in 1958, Convair had another opportunity to try to establish itself in the jet airliner market. The company would work American Airlines to modify the 880 into an even faster jet, one that could cross the country at least 45 minutes quicker than its Boeing and Douglas rivals. But this proved to be a huge technical challenge, as airliners like the Boeing 707 were already flying near the limit of subsonic speeds. Between subsonic and supersonic is a speed regime called transonic. In this middle ground, drag on an aircraft dramatically increases. So Convair and its partner General Electric would innovate to produce the world’s first turbofan powered airliner and the first airliner with anti-shock bodies integrated into the trailing edges of its wings. After numerous development setbacks, Convair engineer’s had built the world’s fastest subsonic airliner. However, by the time it took the skies, Boeing and Douglas were firmly established as leaders in the new jet age. Convair’s airliners, with their little bit of extra speed and luxury, at the cost of practicality, range and efficiency wasn’t what the market wanted. Reportedly, the company lost nearly half a billion dollars building their 880 and 990 jetliners, and they’d never build another one again. #Convair #990 Coronado #Airplanes #NotQuiteSupersonicSpecial thanks to Major Kong for allowing us to draw inspiration (and a couple genius one liners) from his fascinating article: ‘Great Might Have Beens - Convair 880’ dailykos.com/stories/2015/1/12/1357004/-Great-Might-Have-Beens-Convair-880For an authoritative resource on the Convair 990 development, see: Kutney, John T. (2007) “The Inside Story of the Convair 990: The Fastest Subsonic Airliner in the World”, 43rd AIAA/ASME/SAE/ASEE Joint Propulsion Conference & ExhibitFor a comprehensive history of the 880 and 990 development see:Proctor, John (1996) “Convair 880 & 990 (Great Airliners Series, Vol. 1)”, World Transport PressSpecial thanks to: Coby Tang, Christian Altenhofen and Razvan Caliman for supporting us on Patreon and helping Mustard grow: patreon.com/MustardChannelThanks for watching! Please Like, Comment and Subscribe:
The Jet Train Shouldve Changed the World Mustard 2018-04-08 | Watch More Mustard Videos & Support The Channel: nebula.tv/mustardSupport Mustard on Patreon: patreon.com/MustardChannelMustard Merchandise: teespring.com/stores/mustard-storeInstagram: instagram.com/mustardchannelTikTok: tiktok.com/@mustardchannelFacebook: facebook.com/Mustard-109952378202335Twitter: twitter.com/MustardVideosWebsite: mustardchannel.comIn 1974, a French train sets a speed record, exceeding 250 miles per hour. But this train is unlike any other before it. Instead of rolling on train wheels, it hovers on a cushion of air. In the 1970’s hovertrains were seriously being considered the solution to slow, antiquated railways, which increasingly had to compete with new superhighways and even intercity air travel. Without the rolling resistance of train wheels, hovertrains promised greater efficiency and much higher speeds. By feeding high pressure air through lifting pads, hovertrains float on a cushion of air much like a hovercraft. One of the most widely known hovertrain prototypes was called the Aerotrain. Lead engineer Jean Bertin and his team in France, designed several versions, including one that could carry 80 passengers. The i80HV was powered by a turbofan sourced from an airliner, producing over twelve thousand pounds of thrust. At the front, a 400 horse power gas-turbine supplied high-pressure air to hover the twenty loaded train a quarter of an inch off its guideway. The British and Americans also experimented with hovertrain technology, incorporating the linear induction motor for improved efficiency. British research led to the development of the RTV-31 Tracked Hovercraft, and the American’s developed several prototypes, culminating in the development of the Urban Tracked Air Cushion Vehicle (UTACV). But like their counterpart the Maglev, Hovertrains failed to revolutionize rail. Hovertrains, Maglevs, or any other innovative alternative to rail has to compete with nearly a million miles of rail line already in existence. With stations and infrastructure built-out in nearly every city in the world. The limitations of conventional railways were overcome not a single innovative leap forward, but by incremental improvements. Existing rail networks were modernized with sections of track that could handle higher speeds. New signaling technologies were developed along with more advanced wheelsets. #Hovertrain #Aerotrain #TrackedHovercraft #YesterdaysFutureThe first 200 viewers to sign up at brilliant.org/mustard will get 20% off their annual premium subscriptionThanks for watching! Please Like, Comment and Subscribe!
Why You Never Got to Fly The American Concorde: The 2707 SST Story Mustard 2018-03-06 | Watch More Mustard Videos & Support The Channel: nebula.tv/mustardSupport Mustard on Patreon: patreon.com/MustardChannelMustard Merchandise: teespring.com/stores/mustard-storeInstagram: instagram.com/mustardchannelTikTok: tiktok.com/@mustardchannelFacebook: facebook.com/Mustard-109952378202335Twitter: twitter.com/MustardVideosWebsite: mustardchannel.comSpecial thanks to Periscope Film (youtube.com/PeriscopeFilm) for letting us use exclusive and rare footage for this video! Checkout their YouTube channel for a huge collection of exciting historical footage.It was to fly even faster than the Concorde, at speeds approaching Mach 3. And even carry more passengers. It would have flown the distance from Los Angeles to New York in under two hours. America’s effort to build a supersonic airliner was an ambitious project spanning a decade and costing a billion in government funding. But even an army of aerospace engineers and the latest in aviation technology was not enough to get America’s Supersonic Transport (SST) off the ground. In 1962, the British and French announced a partnership to build the world’s first supersonic airliner, the Concorde. A few months later, the Soviets also jumped into the race with SST plans of their own supersonic airliner, the Tupolev 144. As America had watched these programs transform from concepts into serious enterprises, officials began to worry about maintaining America’s lead in civil aviation. So in 1962, President Kennedy announced that the U.S. government would help fund the development of an American supersonic transport. Manufacturers were invited to participate in a design competition. Design entries from Lockheed (L-2000) and North American Aviation (NAC-60) were reviewed. After years of evaluation, Boeing’s 2707 was selected as the winning design.But it turns out that building an SST significantly faster and larger than the Concorde would be enormously challenging, requiring completely new aviation designs and technologies. As the 1960s wore on, the Boeing 2707 program was plagued by technical setbacks, and the program’s ambitious goals were not being met. An anti-SST movement had grown around opposition to sonic booms and other environmental concerns. When funding for the Boeing 2707 project was canceled in 1971, foreign competition and concerns about national prestige were not enough to offset political, economic and environmental pressures. The public’s view of government programs and optimism over technology had waned. Over the course of the 1960’s, the world had changed. #SST #Boeing2707 #AirplanesGo to http://audible.com/mustard or text 'mustard' to 500-500 to get one free audiobook and a 30 day free trial of AudibleThanks for watching! Please Like, Comment and Subscribe!
A Commercial Failure: The Dassault Mercure Story Mustard 2018-02-04 | Watch More Mustard Videos & Support The Channel: nebula.tv/mustardSupport Mustard on Patreon: patreon.com/MustardChannelMustard Merchandise: teespring.com/stores/mustard-storeInstagram: instagram.com/mustardchannelTikTok: tiktok.com/@mustardchannelFacebook: facebook.com/Mustard-109952378202335Twitter: twitter.com/MustardVideosWebsite: mustardchannel.comIn the late 1960s, French aircraft manufacturer Dassault Aviation made a huge bet. The company designed its first commercial airliner, the Mercure 100, to do one thing fantastically well; fly short routes more efficiently than any other airliner. With ambitions to take on rival giants like Boeing and Douglas, Dassault invested huge sums into developing an airliner with unprecedented short-range performance. Anticipating demand for hundreds of aircraft, the company even built several factories across France. But Dassault's new aircraft would go down as one of the worst commercial failures in aviation history, as virtually no airline ended up wanting it. Despite aggressive marketing, the aircraft refused to sell. Among other factors, it simply didn’t have enough range compared to its rivals the Boeing 737 and Douglas DC-9. While the Mercure was highly efficient, airlines wanted an aircraft that also had the versatility to fly both short and medium range routes. The airliner had so carefully been optimized for short haul routes, that its airframe couldn't easily be adapted into a longer range variant. Developing a longer-range version of the Mercure would have been far too expensive to ever be profitable for the company. Dassault had basically engineered itself into a corner. Only 10 production aircraft were ever sold, to a single French airline (Air Inter), at the behest of the French government. #Dassault #Mercure #Airliners #AirplanesThe first 650 people to click this link get two months of Skillshare for just $0.99 at http://skl.sh/mustard3Like the the aviation industry posters found in this video? Visit The Aviation Ancestry Database, containing over 80,000 high-quality examples: http://www.aviationancestry.co.ukThanks for watching! Please Like, Comment and Subscribe!
Did The Soviets Build A Better Space Shuttle? The Buran Story Mustard 2018-01-06 | Watch More Mustard Videos & Support The Channel: nebula.tv/mustardSupport Mustard on Patreon: patreon.com/MustardChannelMustard Merchandise: teespring.com/stores/mustard-storeInstagram: instagram.com/mustardchannelTikTok: tiktok.com/@mustardchannelFacebook: facebook.com/Mustard-109952378202335Twitter: twitter.com/MustardVideosWebsite: mustardchannel.comOn November 15, 1988, the world learned that the Soviet Union also had their own space shuttle. It had been secretly under development for well over a decade and it had cost the Soviets billions to build it. Several of the spacecraft were in various stages of construction. But the Soviet shuttle, named the Buran, would only ever launch once. Its development had largely been driven by the need to respond to the perceived military potential of the NASA Space Shuttle.When the Buran was first launched, the world speculated that it would be used to build Soviet space stations or even assemble spacecraft for a manned mars mission. But as the Soviet Union began to collapse, funding for the Buran program was limited and eventually eliminated.There’s no denying that the Buran looks very similar to the Space Shuttle. But in many ways, the Buran was quite different from the NASA Space Shuttle. The Buran orbiter didn’t have integrated main engines. Almost all of its lifting power was provided by a separate super-heavy rocket called Energia, which consisted of a core stage and 4 liquid-fueled boosters. Unlike the Space shuttle, which was a single system, the Buran orbiter, and its lifting rockets were actually two separate systems. While the Shuttle, with its integrated engines, was more reusable, in practice, it required intensive maintenance between launches, which offset a lot of this advantage. But once in space, the Space Shuttle’s integrated engines no longer served a purpose. So, for most of the Shuttle’s mission, it was forced to haul around thousands of pounds of dead weight. Without integrated engines, the Buran could carry slightly more payload than the American Space Shuttle. But the Energia rocket could launch by itself, without the Buran attached. That meant it could carry external payloads into space, and could launch an astounding 100 tons. From the outset, the Buran was also capable of fully automated flight, meaning it could be launched, put into orbit and returned back to earth without any crew on board. In the final days of the Soviet Union, when it was clear that the American shuttle had no meaningful military potential, the Soviet military no longer wanted anything to do with the Buran. The Soviet space community was left with a spacecraft that was expensive, complex, and largely without a real purpose. #Buran #SpaceRace #Spaceships #SovietSpaceProgramFurther Research:We highly recommend the book ‘Energiya-Buran: The Soviet Space Shuttle’ by Bart Hendrickx and Bert Vis. The book was an extremely useful resource in researching this video. You will not find a more detailed or comprehensive look on the Buran program, covering everything from the program’s conception to its legacy:http://www.springer.com/gp/book/9780387698489Thanks for watching! Please Like, Comment and Subscribe!
An Announcement From The Desk Of Mr. Mustard Mustard 2017-12-15 | Support Mustard on Patreon: patreon.com/MustardChannelMustard Muchandise: teespring.com/stores/mustard-storeInstagram: instagram.com/mustardchannelTikTok: tiktok.com/@mustardchannelFacebook: facebook.com/Mustard-109952378202335Twitter: twitter.com/MustardVideosWebsite: mustardchannel.comMr. Mustard here wishing you all the best. Thank you for watching and I hope that you'll stick with us through 2018. We’ll be back in a couple weeks with new video!
Why You Wouldnt Want to Fly The First Jet Airliner: De Havilland Comet Story Mustard 2017-12-02 | Watch More Mustard Videos & Support The Channel: nebula.tv/mustardSupport Mustard on Patreon: patreon.com/MustardChannelMustard Merchandise: teespring.com/stores/mustard-storeInstagram: instagram.com/mustardchannelTikTok: tiktok.com/@mustardchannelFacebook: facebook.com/Mustard-109952378202335Twitter: twitter.com/MustardVideosWebsite: mustardchannel.comAir travel before the Jet Age wasn’t always glamorous. The relentless noise and vibration from a piston powered propeller aircraft often made long flights even more exhausting. Most aircraft also couldn’t fly high enough to avoid bad weather, so air sickness was more common. After World War Two, as part of an effort to develop its civil aviation industry, Britain stunned the world by unveiling the world's jet airliner. The de Havilland Comet was sleek, quiet, and flew higher and faster than any airliner of the day. As piston propeller technology was reaching its limits, the conventional thinking was that jet engines were too unreliable and produced too little power relative to their fuel consumption. But the de Havilland Comet proved that jet travel was the future. When the Comet entered service in 1952, it immediately began breaking travel time records and became a point of national pride for Britain. The de Havilland Comet was perhaps little too ahead of it’s time. With such a clean sheet design, there will still lessons to learn. When early Comets suffered from catastrophic depressurization incidents, the entire fleet was grounded and their Certificate of Airworthiness was revoked. Flaws in the design of the aircraft’s fuselage were resolved in later Comet versions. However, the rest of the world was now catching up, and manufacturers including Boeing and Douglas began to offer their own jet airliners. While later version Comets served airlines reliably, they were outsold by competing aircraft. There's no question However, that the comet paved the way. The British had taken a massive risk and brought the world into the jet age. #DeHavilland #CometAirliner #AirplaneThe first 300 people to click this link get a 2 month free trial to Skillshare: http://skl.sh/mustard2Want to help Mustard grow? Support us on Patreon: patreon.com/MustardChannelThanks for watching! Please Like, Comment and Subscribe!
How A Cargo Ship Helped Win WW2: The Liberty Ship Story Mustard 2017-11-14 | Watch More Mustard Videos & Support The Channel: nebula.tv/mustardSupport Mustard on Patreon: patreon.com/MustardChannelMustard Merchandise: teespring.com/stores/mustard-storeInstagram: instagram.com/mustardchannelTikTok: tiktok.com/@mustardchannelFacebook: facebook.com/Mustard-109952378202335Twitter: twitter.com/MustardVideosWebsite: mustardchannel.comDuring World War Two, hundreds of cargo ships raced across the Atlantic in an effort to keep Britain supplied. But these ships were being sunk by German U-boats, warships and aircraft. In 1940 alone, over a thousand allied ships were lost on their way to Britain.The United States, while not yet at war, was playing a vital role in supplying Britain. But with ships being sunk daily, Britain and America desperately needed a way to keep all that material moving across the Atlantic. In response, 18 shipyards across the coastal United States mobilized to build thousands of large cargo ships known as Liberty Ships. They would be built even faster than the enemy could sink them. At one point the shipyards were building one large Liberty Ship every eight hours. Two revolutionary changes in shipbuilding will make this enormous feat possible. The first is welding and the second is the use of a modular assembly process. By mid 1941, the sheer number Liberties out at sea, along with increasing armed escorts overwhelmed German forces. Advances in anti-submarine technologies also started stamping out the U-boat threat. Today, there are only three Liberty Ships remaining of the 2,710 built that remind us of their enormous contribution to winning World War Two. #LibertyShip #WW2 #CargoShip Music (reproduced under license):Intro: "Agent Of Chaos":audiojungle.net/item/agent-of-chaos-/4911901Main: "Titanic Battle"audiojungle.net/item/titanic-battle/18133608Thanks for watching! Please like, comment and subscribe!
This Plane Could Even Land Itself: Why Did The L-1011 Fail? Mustard 2017-10-24 | Watch More Mustard Videos & Support The Channel: nebula.tv/mustardSupport Mustard on Patreon: patreon.com/MustardChannelMustard Merchandise: teespring.com/stores/mustard-storeInstagram: instagram.com/mustardchannelTikTok: tiktok.com/@mustardchannelFacebook: facebook.com/Mustard-109952378202335Twitter: twitter.com/MustardVideosWebsite: mustardchannel.comWhen launched, the Lockheed L-1011 TriStar was the most technologically-advanced widebody commercial airliner ever. This aircraft made leaps forward in efficiency, comfort, and safety. 50 years ago, the L-1011 even had the capability to land itself at certain airports in zero visibility weather, when other planes like the Boeing 747 would have to divert. Yet the L-1011 is the same aircraft that nearly bankrupt the company that built it. Lockheed incurred billions of dollars in losses on the L-1011 program and only ever sold half the TriStars it would need just to break even financially. The L-1011 program got off to a rocky start. Rolls-Royce was to manufacture a new kind of highly efficient, three stage turbofan engine to power the Tristar. But Rolls-Royce had difficulty developing its new engine. During the development of its RB-211 turbofan, Rolls-Royce filed for bankruptcy. This created delays and uncertainties around the L-1011 Tristar Program. An even bigger challenge for the Lockheed L-1011 TriStar was that it had to split the market with its rival, the Mcdonnell Douglas DC-10. This aircraft was in many ways similar to the L-1011. But Mcdonnell Douglas was a proven manufacturer with a track record in civil aviation. Lockheed on the other hand, was the new player. Newly formed Airbus would also soon introduce the more efficient twin-engined widebody A300 that would take sales away from both the Lockheed L-1011 TriStar and Mcdonnell Douglas DC-10. #L1011 #Lockheed #Trijet #AirplanesThe first 150 to click this link get a 2 month free trial to Skillshare:http://skl.sh/mustardThanks for watching! Please Like, Comment and Subscribe!
We Could Loose Electricity for Years Mustard 2017-09-30 | Watch More Mustard Videos & Support The Channel: nebula.tv/mustardSupport Mustard on Patreon: patreon.com/MustardChannelMustard Merchandise: teespring.com/stores/mustard-storeInstagram: instagram.com/mustardchannelTikTok: tiktok.com/@mustardchannelFacebook: facebook.com/Mustard-109952378202335Twitter: twitter.com/MustardVideosWebsite: mustardchannel.comImagine if electrical power suddenly went out for hundreds of millions of people. A blackout not just for hours, but for months, throwing our world into chaos and impacting everything from communications to food and water distribution. While a global blackout sounds like the start of an apocalyptic movie, there’s a possibility it could happen. A massive solar storm hitting the earth is a ‘Low-Probability, High-Consequence’ event. It has the potential to knock out electrical power for a prolonged period and wreak havoc on nearly every aspect of modern life. Yet, it’s not something we’re really prepared for. The last massive solar storm to hit the earth was in 1859, and is often referred to as the Carrington Event ( after astronomer Richard Carrington first observed the solar flare). It lit up the night sky with brilliant colors and caused telegraph wires to spark. There was very little reliance on electricity in the mid 19th Century, but had the solar storm hit just a few decades later, it's disruptive impact would have been far greater. A solar storm is a catch-all term that can include Solar flares and Coronal Mass Ejections (CMEs), among other phenomena. A CME can cause real chaos for our electrified society. It is an eruption of the sun’s magnetized plasma that is then carried to the earth by solar wind, where it can overwhelm the earth’s magnetic field. Geomagnetically induced currents can damage hundreds of high-voltage electrical transformers all at one time, crippling the electrical grid. The impact of that could be catastrophic. #SolarFlares #SolarStorm #SunFor an authoritative source on solar storms and solar activity, visit:nasa.gov/mission_pages/sunearth/spaceweather/index.htmlFor more information on the Carrington Event can, visit: science.nasa.gov/science-news/science-at-nasa/2008/06may_carringtonflarePlease like, comment and subscribe!
Why You Wouldnt Want to Fly On The Soviet Concorde - The TU-144 Story Mustard 2017-09-15 | Watch More Mustard Videos & Support The Channel: nebula.tv/mustardSupport Mustard on Patreon: patreon.com/MustardChannelMustard Merchandise: teespring.com/stores/mustard-storeInstagram: instagram.com/mustardchannelTikTok: tiktok.com/@mustardchannelFacebook: facebook.com/Mustard-109952378202335Twitter: twitter.com/MustardVideosWebsite: mustardchannel.comWhile the Concorde is often hailed as a triumph of modern engineering, the first supersonic transport to ever fly was actually Soviet-built. The Tupolev TU-144 flew even faster than the Concorde and it carried more passengers. What happened to this aircraft and why have so few heard about it?Getting the TU-144 built before the Concorde (and therefore proving Soviet superiority to the world) was allegedly a high priority for the Soviets. The plane was developed under a tight schedule and relied on a few less advanced aviation technologies. The TU-144 suffered three known crashes, the most famous being at the 1973 Paris Air Show (there are conflicting theories on the cause of the 1973 crash). In regular passenger service, the TU-144 proved unreliable. Only one flight a week was permitted on a single route between Moscow and Almaty, Kazakhstan. It is rumoured that Soviet leaders were nervous about the 144's airworthiness and ordered it's chief designer Alexei Tupolev to personally inspect every 144. Supersonic travel proved expensive and could only be offered as a 'premium' product in commercial airline travel. In west, the Concorde could be marketed as a luxury product to serve the wealthy and airfares could be sold at prices well beyond typical airfares. In the communist Soviet Union, where egalitarian principles demanded that displays of wealth or class be subdued, the TU-144 airfare had to be set similar to the typical Soviet airfare. This meant that the 144 had to be operated at a loss for Aeroflot, and Aeroflot couldn't wait to stop flying it.The TU-144 was removed from regular passenger service less than a year after it began (although cargo service was offered for a couple more years). In the 1990's, a modified version of Tu-144 was utilized by Tupolev, NASA, and other aerospace conglomerates as a research testbed for a second-generation supersonic jetliner. #Tu144 #Tupolev #Supersonic #Airplanes
The Largest Thing To Ever Fly Mustard 2017-09-08 | Watch More Mustard Videos & Support The Channel: nebula.tv/mustardPatreon: patreon.com/MustardChannelMustard Store: mustardchannel.comTwitter: twitter.com/MustardVideosFacebook: facebook.com/Mustard-109952378202335With amenities like piano lounges, dining rooms and private staterooms, airships were a luxurious and relaxed way to travel the world. 80 years ago, airships like the Hindenburg were more like flying cruise ships than conventional aircraft. They would fly so smoothly, you could balance a pencil on its end without it falling over and could fly anywhere over land and water. Before the Hindenburg disaster, plans were being drawn up for ever bigger, more luxurious airships. Many people consider the golden age of the airship travel to have ended with the Hindenburg disaster. Public confidence was shattered, and the romance and the extravagance of airships were forgotten. But did the Hindenburg disaster really bring an end to the giant airship? #Airships #Hindenburg #DirigibleFor a fantastic resource on airships and other dirigibles visit: http://www.airships.netPlease like, comment, and subscribe!
