The pilots were reacting while piloting simulations of planes with spools...

Lets see, the plane's tires were gaining circumference due to the centripedal force as they spun faster....

The contact patches were smaller, and they left the ground altogether despite the winshield's downforce...

But, the added side wind forces on the larger circumference tires forced the plane to crab...

But only on the bottom...

so it rolled over and crashed.

Yeah,...all this makes perfect sense...

The plane only crabs until touchdown. Once it's on the ground it has to point down the runway or it's in the weeds.

The tires are more round in cross section than car tires mainly to deal with the increase pressures 300psi in a tire isn't unusual. Centripedal forces don't do a whole lot to increase the circumference. The planes weight will deflect the tire more and flatten the contact patch.

The suggestion for reaction times were better than some wag out of the rectal database. (Wild assed guess pulled out of your ass) Driving you are constantly adjusting for irregularities in the pavement, winds, hills whatever. You don't even notice it because your reactions are faster than you think.

What's scary is when we test engine failures on takeoff the FAA mandates 2 seconds between engine cut and pilot reaction. 2 seconds can put you very close to being in the grass if you aren't careful. Learjet actually did this not too long ago, they wrapped a wing around a camera van taping the test.

Here's an easy way to put it, surprised i didn't think of it before:

If cars naturally produce downforce as they speed up (as some of you are suggesting), then why are spoilers and airdams needed?

http://wings.avkids.com/Curriculums/Sports/racing_summary.html
Look under "Teacher Text:", second paragraph.
http://www.heronsgate.milton-keynes.sch.uk/TFR2/aerodynamics/page1.html
check that out

Cars naturally become unstable at speed due to lift. The lift decreases the effective weight of the vehicle on the tires and in turn decreases the contact patch (I feel like i've said this before).

All i'm presenting are elementary concepts. If you have a solid concept all the math in the world can't undo it.

Justin

Elementary concepts that have nothing to do with an LSD.

To add even more downforce.

Yes cars do generate lift, but not enough to decrease the weight by 2000+ lbs. which is about what you claimed with your 2" footprint to 1/2" footprint claim.

Give it up.

That's the thing, spoilers and airdams DO NOT add downforce. They break lift by disrupting the airflow over and under the car. The only thing that actually adds downforce is an airfoil (inverted wing) as found on indy cars.

Justin

DAMMIT, this is my LSD thread, quit gumming it up with this contact patch crap!

Woulda started a new thread, but that's just so much work

Besides, you always seem to get more reponse from a hijack

No hard feelings, i hope.

Justin

Properly designed you can get downforce just from the shape of the body. Wings will add to it, but most vehicles get some downforce of the front end and a little lift at the rear. Chrysler's ME412 prototype has a wing that it retracts at higher speeds because it's not really needed for downforce and it just adds drag that reduces top speed.

Kids with add have more focus than this posting.
This is a real trip the read these wandering bits of abstract neuron flashes.

After two days of driving on pavement I decided to take the new truck on some dirt. First thing I wanted to test was the LSD.

I just couldn’t feel the LSD. What’s the best way to see its effect? I have a 2004 model, is there a way for me to verify the 29-43 ft-lb rating? Is there a way to increase the ft-lb rating of my LSD?

Thanks

Rebuild it. Or don't worry about it if you are not offroading it or driving a lot in low traction conditions.

I'll be offroading it.
Is the rebuilt an easy task? Am I going to need new parts or just adjust the old ones?

To test it, jack up one side of the rear axle and remove the wheel. One way or another hook a torque wrench to the hub. It's easiest to use a hub plate for a slidehammer with a bolt through it. Apply force to the torque wrench and note what the reading is when the axle starts to move.

Justin

A true "rebuild" would involve several hundred dollars worth of parts, namely about two dozen clutch discs and plates at about $30 a pop. Modifying it is considerably cheaper assuming your existing clutch bits aren't worn out. All the information about doing so can be found in the backyard mechanic and possibly 4x4 sections. I've modified mine already but have yet to install it. I used a slightly different approach than has been used by others so far.

Thanks for the info. I was off-road the other day and going down a fairly steep/curvy trail (03-X). I stopped because I could see some Jeeps were coming up the trail some distance away.

I wanted to get a picture before moving out of the way for the Jeeps. I got out and realized the left rear tire was about a foot off the ground. Seemed like a good time to check out the LSD. I had my brother watch as I put it in reverse and started to back up. One front tire and the wheel in the air spun, the other rear did not. I had to pull forward and get a running start in reverse to back up.

I am fairly new at this and assume that the LSD works going forward and reverse!

Anyway, I was disappointed, as I had expected some grab from the rear tire still on the ground.

Make sense now, thanks again for the info.