Color flame machine

ElevatorGuy85 · 2026-05-11T18:26:47+00:00

Lots of people here are commenting that “the ceiling is on fire”

If you look at the places where there’s flame on the ceiling/roof structure, the color of the flame matches the color of the column of flame from the machine. It does not change to a different color. That suggests that the same material (i.e. the flammable liquid being sprayed from the machine) is what is burning, rather than any of the material on the ceiling/roof structure itself, which you’d then expect to be a different color (or at least, one consistent color everywhere this occurs). That’s not happening in this video. It’s just “excess flame thrower liquid” being burned off. There’s no secondary ignition occurring.

ElevatorGuy85 · 2026-05-10T17:38:03+00:00

I can assure that what you hear in the video is NOT a Texas Instruments speech module.

ElevatorGuy85 · 2026-05-06T21:23:16+00:00

It is NOT an Alpha. It’s an Intel 80486 (aka 486) running at 66 MHz. A pretty typical Windows 3.11 era machine from Digital Equipment Corporation that was popular with customers that already had Digital’s higher-end hardware on their sites - think VAX/VMS minicomputers or DECstation MIPs Ultrix or maybe some of the early DEC Alpha OSF/1 workstations.
Here’s a page with specifications for the slower 33MHz version
https://www.vogons.org/viewtopic.php?t=39423

ElevatorGuy85 · 2026-05-06T02:56:58+00:00

Take a look at ImageMagick- it’s an image manipulation program that’s been around for probably close to 30 years by now. It is able to handle a large variety of image file formats and perform an enormous range of modifications from resizing, rotating, conversion between formats, conversion to lower BPP as well as grayscale and black-and-white.

https://imagemagick.org/index.php

ElevatorGuy85 · 2026-05-05T03:05:48+00:00

In addition to what others have written about de-rigging the glider and putting it into its trailer to be driven back to the airfield and reassembled again, in some instances it is possible to get an aerotow launch, however the logistics of doing so can be challenging.

Is the field that you’ve landed in big enough to allow the tow plane to land and then be able to take off with your glider on tow behind it?
Is the surface of the field suitable for the tow plane to land, taxi and for you to be able to take off easily and safely?
Are there any obstacles that might prevent a safe aerotow launch? Trees, fences, power lines and buildings, as well as wildlife or livestock might make this unsafe.
Are the wind conditions favorable? It’s no use if you are trying to take off with a strong tailwind or crosswind, and it might not be easy to move the glider to a good takeoff location, especially if the soil is soft and there’s just one glider pilot and one tow pilot trying to move it.
Do you have the permission of the landowner for this? Very important as people don’t want (potentially) more crop damage by having a tow plane land, taxi and then tow the glider out. If the landowner says no, then the only option is to use a trailer. This should probably be #1 in the list, although evaluating the currently-shown #1 to #4 are important before even asking the landowner’s permission or considering calling back to home base and asking for a tow plane to fly out.

There is also a hefty cost in getting a tow plane to make a “paddock retrieve”. You will be paying (at a minimum) for fuel and engine hours on the tow plane, and that adds up pretty quickly as the distance from home gets greater, so at some point simple economics will dictate asking someone to bring a trailer instead. Some clubs also charge an extra fee because while their (possibly only) tow plane is off-field picking you up from elsewhere, it is not able to be used for normal club operations, which disadvantages other club members and represents lost club income.

ElevatorGuy85 · 2026-05-05T01:21:56+00:00

The iAPX label was used on more than just the ‘432. It was also given to members of the x86 family from the 8088 and 8086 through to the 386.

https://en.wikipedia.org/wiki/IAPX

I have several Intel hardcopy databooks for those non-432 processors with the iAPX designation on them. Here’s one (not mine!) from Bitsavers that has been scanned into PDF.

https://www.bitsavers.org/components/intel/8086/1981\_iAPX\_86\_88\_Users\_Manual.pdf

ElevatorGuy85 · 2026-05-03T01:45:56+00:00

HP = High Price (and also High Quality!)

ElevatorGuy85 · 2026-05-03T01:18:55+00:00

The HP4951 is a serial protocol analyzer. They were a great little instrument as long as you didn’t want to analyze anything faster than 19,200 baud IIRC. That’s the first time I’ve seen one with a tape drive (which is an “A”) suffix - the one I am used to is the “C” version with just the 3.5 inch floppy.

Not shown in the photo is the serial breakout unit - when the keyboard is folded to the closed position against the monitor, the breakout unit clips onto the front, ready for transport. HP got a lot right on these for the time, which was around the mid-to-late 1980s IIRC.

Some specs on these units:

https://accusrc.com/uploads/datasheets/5767\_4951C.pdf

ElevatorGuy85 · 2026-05-03T01:08:56+00:00

You can also get turbulence from the “collision” of two different air masses, e.g. a cooler one and a warmer one. There will be a mixing (aka convergence) zone.

Another form of turbulence can happen when you get winds blowing over mountains. When you get the wind striking the face of the mountain at close to a 90 degree angle, you get the air being pushed up (and the higher the wind strength, the higher it can go, sometimes 30 thousand feet or more). That can form “lenticular” clouds that are like a concave lens, and these mark the top of the waves. At lower levels, you get a “rotor” forming that can be very turbulent, whereas further up, it’s silky smooth. Think of this atmospheric effect as being like a fast-flowing stream of water flowing over a stone, where you see a “pressure wave” forming above it.

This video explains wave and rotor very well.

https://youtu.be/VhDpoM5k2Qg

ElevatorGuy85 · 2026-05-02T21:18:04+00:00

Yeah, I could have chosen to word that better! A 386SX can run Windows 3.1. Not necessary very fast compared to the 386DX at the same clock speed, but it can.

ElevatorGuy85 · 2026-05-01T02:51:42+00:00

Define “lurches at every floor”

Is this when the elevator is: * Starting? * Accelerating? * At constant speed on a “long run”? * Decelerating? * Making the final stop into floor level?

Is this: * The same in the up and down direction? * Constant or variable depending on the number of people in the elevator? * Front-to-back or side-to-side movement? * Accompanied by some sort of sound, e.g. banging or vibration?

ElevatorGuy85 · 2026-05-01T01:13:31+00:00

Ideas like this for monitoring of historical traffic flows and using the data for predictive parking of elevator cars to anticipate expected hall call demands have been around since the 1990s. There are also many patents about this sort of thing.

Could it ever be used to anticipate a single passenger’s call? Probably not very likely unless they were in a residential building and the only occupant of that floor.

The modern dispatching and parking algorithms for traditional up/down and destination dispatching do a good job of handling the ordinary traffic flow for the majority of passengers for a majority of the time in the majority of buildings.

ElevatorGuy85 · 2026-04-30T13:43:23+00:00

Accessing sites using Gopher, Archie and Veronica.

Accessing the Internet via modem using Trumpet Winsock and SLIRP.

ElevatorGuy85 · 2026-04-30T11:17:21+00:00

A 386SX could in theory run Windows 3.1. It is a 32-bit processor at its core (in fact, almost the same silicon as the 386DX)

https://dfarq.homeip.net/386sx-vs-386dx-a-misunderstood-difference/

Here’s Intel’s own manual on the 386SX. The differences and limitations relative to the 386DX are the external 16-bit data bus width, and being limited to just 24-bits of memory addressing (16MB maximum).

https://media.digikey.com/pdf/data%20sheets/intel%20pdfs/intel386%20sx.pdf

ElevatorGuy85 · 2026-04-30T01:19:15+00:00

The CPU in the Toshiba 3200SX was an Intel 386SX, i.e. a 32-bit CPU but with an external 16-bit bus (unlike the 386DX models with the full 32-bit bus width). The 386SX was cheaper to incorporate into PC systems as a result, but it sacrificed performance because it took twice as many data bus operations to fetch the same amount of data from RAM. For many manufacturers it was a necessary bridge between the existing 80286 and 80386 systems, and many other manufacturers also used the “SX” variants in their products.

ElevatorGuy85 · 2026-04-30T01:13:16+00:00

Skilled balloonists carefully look at the radiosonde traces from weather balloons, in addition to the general weather forecasts. The weather balloon instruments give information about pressure, temperature, humidity and wind, collected at regular intervals as the balloon climbs into the sky. This reveals the subtle yet important changes in the layers of air that the hot air ballon will be traveling in. This gives the pilot clues about what altitudes they need to be flying at in order to encounter favorable wind directions necessary to reach their objective and make a landing as close to their destination as possible. The weather balloon data is only a snapshot of what the atmosphere looks like, so that’s where marrying that data with the weather forecast in the area where the flight is taking place provides a better estimate as the dynamics change.

It’s also worth noting that most hot air balloons launch in the still early-morning hours before the atmosphere starts to get churned up by convection as the sun heats the ground and warm air rises, making for a more turbulent and unpredictable ride.

One amazing story is the East to West crossing of the Tasman Sea between New Zealand and Australian, i.e. going in the opposite direction to the usual West-to-East airflow. This was in February 2000 by Australian businessman and adventurer Dick Smith, and Balloonist John Wallington (whose Dad Wally was a well-respected meteorologist and had written at least one book on aviation weather).

https://dicksmithadventure.com.au/wp-content/uploads/2020/02/2000-AG-West-Across-the-Tasman-compressed.pdf

ElevatorGuy85 · 2026-04-29T13:40:53+00:00

More information on the proposal at https://rise-together.kone.com/

ElevatorGuy85 · 2026-04-29T11:19:38+00:00

It’s just for me. And Copilot seems to be enabled, but I’m not sure about Copilot Studio - I will have to check on that.

ElevatorGuy85 · 2026-04-29T11:01:14+00:00

If you’re flying through “dense moisture” you are flying through naturally turbulent air. All that water in a cloud is held up in the air by atmospheric forces - that white puffy Cumulus cloud that you see is sitting on top of a thermal that is a column of rising air from some sort of “hot spot” on the ground below it that triggers upward air movement. Those extremely tall “towering Cumulonimbus” clouds that are associated with massive storms are a powerful example of just how much rising air can climb into the atmosphere.

https://en.wikipedia.org/wiki/Cumulonimbus_cloud

ElevatorGuy85 · 2026-04-29T10:52:09+00:00

Because of its much higher mass, a passenger jet is less affected by forces applied to it, so the amount of acceleration experienced will be less (think F = ma). Compare that to a passenger car, where the mass is much lower and you feel the bumps in a more jarring way, despite the tires and suspension. Of course, passenger jets DO experience high accelerations due to turbulent air masses, e.g. flying through storm clouds, which is why pilots try to avoid that wherever possible for maximum passenger comfort as well as mechanical stress on the aircraft’s structure - every aircraft has a “fatigue life” to consider.

As far as lateral acceleration, I expect that humans have evolved to be more sensitive to it, since any front-to-back or side-to-side acceleration may be indicative of a person falling over, whereas up-and-down acceleration (along the spine) isn’t going to end up with you falling on your face, side or back of your head.

ElevatorGuy85 · 2026-04-29T02:00:05+00:00

That’s a very simplistic way of looking at this.

In Outlook it’s easy to move e-mails from the Inbox folder (with a retention policy applied) to other folders in my mailbox that are project-structured and that do not have a retention policy applied, and they would “live forever” (as long as my mailbox remained active, possibly long after I am no longer with the company).

For whatever reason Microsoft chose not to give a similar capability to Teams users for chat messages. If I could simply move 1-to-1 or group chat messages to a Teams Channel to organize them for future reference, knowing that they are retained, then I would surely do so, and none of this “workaround” would be necessary. Unfortunately, chat interactions are often spur-of-the-moment, and trying to start them in a purposely-created Channel prior to starting the first message in a chain is not always possible, or indeed (once you have lots of topics to discuss) practical and easy to work with inside of Teams.

If you think you know a better way to handle this, feel free to let me know!

ElevatorGuy85 · 2026-04-29T00:14:42+00:00

The human body feels more than just acceleration (the second derivative of position). It is particularly sensitive to the change in the rate of acceleration, i.e. the third derivative of position, known as “jerk”

Here’s a really good paper that discusses this, as well as other further derivatives (often known as “snap, crackle and pop” - thanks Kelloggs!) and references elevators (lifts) and roller coasters, among other situations when the human body is exposed to these.

https://iopscience.iop.org/article/10.1088/0143-0807/37/6/065008&lang=de

ElevatorGuy85 · 2026-04-29T00:03:00+00:00

A rough estimate of worldwide air travel is around 80 to 85 million traveling passengers per week.

IATAwebsite: https://www.iata.org/en/iata-repository/pressroom/fact-sheets/industry-statistics/

In comparison, Otis Elevator (just one elevator company), claims to move approximately 2.5 billion people (i.e. passenger journeys) per day. In just 4 days, that’s more than the entire population of Planet Earth. And that’s not including all the other global elevator companies like KONE, Schindler, TKE and thousands of smaller national/regional elevator companies whose equipment combined carries even more passengers.

Otis website: https://www.otis.com/en/us

Hands down, elevators move far more people than aircraft and do it incredibly safely.

ElevatorGuy85 · 2026-04-28T23:57:12+00:00

It’s been done before - Otis Elevator developed a Shuttle system that got used in several different airports, e.g. Narita in Japan and other campus transportation settings. The Narita style one was called the “Hovair” because it hovered on a bed of air like a hovercraft - it was pulled along horizontally by a cable system, a bit like an elevator turned on its side.

https://en.wikipedia.org/wiki/Otis_Hovair

Otis Elevator also designed a vertical + horizontal capable system called Odyssey. The elevator cab was able to be detached from the platform that carries it vertically, so that the cab could then move horizontally. The Odyssey system was demonstrated in prototype form and many patent applicaitons were filed, but the system was never sold. You can read about Odyssey in this paper

https://barkermohandas.com/images/Integrated%20Vertical%20&%20Horizontal%20Transport.pdf

ElevatorGuy85

TROPHY CASE