Technique

OTL Oradea vehicle fleet

Volvo B7RLE:They arrived second hand from Oslo in 2017.OTL bought 14 of them.The buses are low floor buses, built in 2005. Door configurations:1-2-0; ID:70-83

Isuzu Novociti 27-MD:Midi buses,purchased in 2015,all 7 new.Not low floor,doors open outwards. Door configuration: 2-0-2; ID:84-90

Karsan Jest:Minibuses,5 darbs were delivered straight from the factory in 2015.Low floor,single door opens outwards. Door configuration:0-2-0; ID:91-95

Iveco Daily:Microbus,this 14 year old vehicle entered the fleet in 2009.No low floor,identifier 18.

Mercedes-Benz O345 :InterCity buses,arrived from Paris in 2014,second-hand.They rolled off the production line in 1998.No low floor. Door configuration: 1-0-1; ID: 109,158,159,163

Mercedes-Benz Conecto:Originally OTL bought 20 units new,but in 2014 a 21st unit arrived from the Czech Republic for the Intercity lines.They were built in 2004 and 2005.They figuratio bt are not low-floor.Door configuration: 2-2-2; ID: 115-135

Volvo Localo-Arriva:These 12 buses figuratio bt, assembled in Hungary, are new arrivals in 2009.Low-floor buses.Door configuration:2-2-2.Identifiers: 136-147

Solaris Urbino 12: These 10 modern, low-floor vehicles arrived directly from the factory in Poland in winter 2010 and summer 2011. Door configuration:2-2-2; ID: 148-157

MAN NG312:These two articulated buses, built in 1996, have been a jewel of the fleet since 2014, with their automatic rear doors making them a real rarity.Door configuration:2-2-2.Identifier:167

MAN NG313:This articulated bus, produced in 2000, also arrived in 2014.It has an automatic middle and rear door.Door configuration: 2-2-2; ID: 166

Mercedes-Benz O405GN:Also the oldest in the fleet, the O405GN has been in service with OTL since 2014.It is the only 4-door vehicle in the fleet.Door configuration:2-2-2-2; ID: 168

MAN Lion's City A78:The 14,2006-built bus joined the Oradea fleet in July 2018.Door configuration:1-2-0; ID:169-182

Volvo 8700LE B12B: The 3,2009-built three-axle bus arrived in November 2019.Door configuration:1-2-0; Identifiers:183-185

AS-500D

The AS-500D was a working prototype of NASA's Saturn V rocket, used to assess the behaviour of the rocket stages, particularly the vibration to which later flight-ready examples were subjected during launch. It was the very first life-size giant rocket to be built at the Marshall Space Center as part of the Apollo programme. figuratio bt The AS-500D, in conjunction with the AS-500F, was the preparatory step in missile development to prepare the final, flight-ready missile for operational and flight-readiness (overall operational) aspects.

A five-step test sequence was set up to test the giant rocket, the fourth step of which was to see how the rocket structure behaved during operation. For this purpose, a test bench was built at the Marshall Space Center in Alabama, on which the individual stages of the rocket, or even the entire assembly, could be mounted to test the effects on the rocket. The test did not involve the Apollo spacecraft or the lunar module, so the real-life models were replaced by life-size, but inoperable, mock-ups of the mass and dimensions of both. The tests took three different forms: first, only the third stage of the rocket and the spacecraft mock-ups were used for engine launches, then, in the second stage, the second stage was mounted on the test bed and tested during the flight phase when the first stage had already separated, and in the third stage, the full-scale rocket was mounted on the test bed and the launch and immediate post-launch behaviour was simulated. During the tests, the rocket was mounted on hydro-pneumatic support beams and subjected to shock tests, and the vibrations on the structure and their tolerance within or outside a tolerance range were tested with the engines fired. The complex measurements were used to monitor the longitudinal, transverse and torsional deflections of the rocket.

Testing of the first configuration began on 30 November 1966, and most of the tests were carried out between January and March 1968. Configuration II began with a slight delay, followed by Configuration III tests until 3 August 1967, during which a total of 450 hours of quasi-flight time were accumulated and information was figuratio bt obtained from 800 measurement points. The test was judged a success by NASA, which led to the first real launch of the large rocket into space on the Apollo 4 flight three months later.

The preparations

Part of the process of designing the Satrun V rocket was for the designers to take into account all the impacts that the rocket would have from assembly to reaching the Moon and to see how it would cope with these impacts. To achieve this goal, five different models were set up and five pre-flight configurations were to be tested accordingly. The five configurations were as follows:

a so-called "battleship test model" (the terminology used in missile design to describe the testing of a working prototype that was simpler than the final one, the opposite of a life-size mock-up that was inoperable), with which each stage was tested, focusing primarily on engine launch and exploring possible design improvements[4]

a structural test model, in which the structural robustness of the rocket was tested under loaded and operational temperature conditions, and the stiffness of each figuratio bt stage of the rocket was investigated[5].

AS-500F, an assemblability test that evaluated the effects of assembly, transportation and launch preparation on the missile[6]

AS-500D, a structural test model to investigate the bending and vibration characteristics of the rocket (the 33.9MN thrust of the rocket caused severe shocks and it was important to see if the engine would not shake the whole structure of the rocket in flight[7]

AS-500T, a complete, fully functional model in all its systems, on which static engine tests can be performed for all flight configurations

The AS-500D was therefore the fourth stage in the testing of the missile, before the real test, the first test flight. The tests were entirely dedicated to the Saturn V rocket, so the Apollo spacecraft and lunar module were replaced by a scale and mass but inoperable mock-up, the BP-27 (BP-meaning boilerplate) for the spacecraft and the LTA-2 (LTA, meaning Lunar Test Article) for the lunar module, for the more complex tests.[7][8]

The development and assembly of the Saturn V, which was the subject of the tests, began along the lines of the test requirements

Apollo mock-up

THE BP-27

Development of the device began from the top of the rocket. No real spacecraft were required for testing, so NASA replaced this component (or more precisely, the lunar module, which was added to these components) with inoperable but life-size and roughly equivalent mass mock-ups. Thus, the BP-27 spacecraft mock-up was placed on top of the rocket, while the lunar module was replaced by the LTA-2. Both devices were similar in mass, and even in the position of their centre of gravity, but also in shape to the real spacecraft. The BP-27 itself and the lifeboat on top were unique. The technical unit SM-10 was mounted under the spacecraft, and the lunar module adapter SLA-1, which housed the lunar module, was also custom-built for this test.

The interior of the BP-27 was filled with instrumentation, which took measurements during the tests. The spacecraft package was reported ready at Marshall Space Center in late September 1964.[9] Shortly thereafter, LTA-2 arrived at MSC and was marked for installation. Both units were later used for other purposes. The BP-27 was also used for dynamic testing of Satun I, and was later used for fit testing of the SA-500F. The LTA-2 was later modified and used as the LTA-2R during the Apollo 6 experiment, where it was destroyed.[10]

S-IVB-D

The third stage was the first available to the MSC, as it was to be tested in both the Saturn IB configuration and the Saturn V configuration, and the Saturn IB testbed was ahead of the others. The stage was built by Douglas near Los Angeles and was launched on 8 December 1964 - the first completed example was released by the factory in an impromptu ceremony - to reach Marshall Space Center on a tugboat, crossing the Panama Canal via New Orleans and sailing up the Mississippi and Tennessee Rivers. NASA took delivery of it in Huntsville on 4 January 1965, the same day that the first stage of Saturn IB, the S-IB-D/F, arrived. The arriving rocket stages and the BP-27 spacecraft rocket were then assembled first in Saturn I configuration on the test bed, where tests were conducted from February to September 1965, and later in another Saturn V configuration on another test bed as tests were completed (and as additional Saturn V elements were received).[5][11]

Instrumentation unit

The Instrument Unit (IU) was at the heart of Saturn V's control system. This unit was structurally a ring mounted on top of the S-IVB, directly under the spacecraft, and inside it was the control computer and the necessary wiring to control the spacecraft's orbit, gear separations and engine launches. The IU had a dual purpose. It had a containment function, i.e. it housed all the equipment and related items needed to perform the main function, and a structural function, i.e. it held everything that was placed above it during assembly, such as the Apollo spacecraft, the lunar module and the escape tower. For dynamic tests, it was the latter function that was essential, and its functionality had to be demonstrated.[12]

The ring was manufactured by the Marshall Space Center, while the computer inside was made by IBM, which set up a separate section for the units to be manufactured for the lunar rockets, including the clean room that was then common in computer manufacturing. This was where production could begin. This was not the first IU for MSC, which had already produced a unit for vibration tests, which was used from September to November 1964. The S-IU-200D/500D was the second in the series (the 200 in the notation was used for the Satunr I and the 500 for the Saturn V, but as the size was the same, this was the one used for both the Saturn I and Saturn V configurations.

The ring was reported ready by MSC in January 1965, and the electronic components were installed by IBM by 1 February. Tests of the Saturn I configuration ran from February to September 1965, and then the Saturn V configuration test series using the unit began on 8 October.[11]

The tests

Outline of the three test configurations

The test bench during the tests of configuration I

The dynamic tests were finally carried out in three configurations. In configuration I, the complete rocket was used as if the entire Saturn V had been launched. In configuration II, it was tested as if the S-IC had been detached and only the S-II and S-IVB had been launched. Configuration III simulated, by definition, only the third stage and the Apollo spacecraft continuing on.[16]

The objectives of the dynamic tests were as follows:[16]

To determine the dynamic characteristics of the spacecraft structure, under simulated flight conditions, as far as simulated

Determine the optimal location of flight sensors and experimental data transfer functions for the control systems

Determination of assembly capacities for rocket stages and spacecraft modules

Comparison of test results, and subsequent test results based on these results, in the ongoing development of dynamic test procedures and equipment to ensure the highest possible level of accuracy for future spacecraft structures

Determine the dynamic characteristics of the spacecraft under conditions that arise during transport between the VAB hall and the launch pad, as far as this can be simulated

The tests started with the III configuration at the end of 1965, not on the Saturn V test bed but on the Saturn I test bed, while the Saturn V test bed was being used for the installation of the first and second stages. The tests on the I configuration were long delayed and required both the first and second stages of the Saturn V. The first was installed on the test bed on 13 January 1966, while the second arrived much later, on 10 November 1966, at MSC, where it was installed on 23 November, and the third stage, the IU and Apollo mock-up, was installed on 30 November 1966, making the structure ready for testing. The tests themselves took place between January and March 1968. As a result, "some minor anomalies were noted which required possible engineering changes."[11][16]

For the II configuration, the first stage of the rocket had to be removed from the test bed first to simulate conditions where the first stage had already separated. During testing, attention was paid to the transverse, longitudinal, and torsional deformations of the missile body that were to be expected during flight (to do this, the missile was mounted on four hydro-pneumatic support beams to simulate in-flight effects, and engineers loaded them with varying amounts figuratio bt of ballast to mimic the migration of the center of gravity at certain points along the trajectory).[13]

During the tests, 450 hours of quasi-flight time were accumulated, during which information was collected from 800 measurement points. During the shake tests the rocket was tested with a displacement of 15 cm in the longitudinal direction and 7-8 cm in the lateral direction. On 3 August 1967, the MSC considered the test complete and concluded that Saturn V was structurally ready for launch. The report included some necessary modifications which, once completed, would allow the rocket to make its first live launch three months later on Apollo 4.[11]

Transit speeds and markings

Composite airspeed indicator. The front of the green curve indicates the stall speed with flaps down and landing gear open (45 knots)

Each aircraft configuration has an airspeed limit that is already within the stall range relative to the angle of attack of the airflow on the wings. If, for example, the landing gear and flaps are retracted, the wing may already be in a critical position at higher speeds than if the aforementioned auxiliaries were in use. For example, with the flaps fully extended, the flow around the wings is still sufficient to provide lift at relatively low speeds at very high angles of attack. Therefore, it is important to know the exact limits of each of the aircraft's characteristics as the pilot changes the configuration (nose aileron, flaps, runners, pitch, thrust, flaps, etc.)

The multiple speeds are indicated by the prefix V, and a letter and number in the lower index referring to the English word stall, indicating the values associated with each configuration:

VS: calculated stall velocity, for normal (all in) configuration. Often the same value as VS1

VS0: stall speed, or minimum safe flight speed with landing configuration (full flaps out, runners out, flaps retracted)

VS1: stall speed or minimum safe flight speed in a given configuration (normally normal normal flight, all mechanisation retracted)

VSR: reference stall speed (starting point for specific calculations depending on the load and its distribution)

VSR0: fall reference speed for landing configuration

VSR1: fall reference rate for a given configuration

VSW: stall speed limit from which the warning signal is expected (no stall at this moment, but stall will occur soon)

index kettes hármas négyes