I wanted to make a video nuking multiplayer (not to troll) to show what trollers are capable of lol. But I would warn everyone to act like it's a real troller nuking the server.
Ehhhh it kinda makes it a little pointless. If there should be an advance mode, there should be new features like piping, logic and gearboxes and stuff, like Stormworks: Build and Rescue. Although, more sliders and the RGB colors kind of makes sense though,
The bypass ratio (BPR) of a turbofan engine is the ratio between the mass flow rate of the bypass stream to the mass flow rate entering the core.[1] A 10:1 bypass ratio, for example, means that 10 kg of air passes through the bypass duct for every 1 kg of air passing through the core.
Turbofan engines are usually described in terms of BPR, which together with engine pressure ratio, turbine inlet temperature and fan pressure ratio are important design parameters. In addition BPR is quoted for turboprop and unducted fan installations because their high propulsive efficiency gives them the overall efficiency characteristics of very high bypass turbofans. This allows them to be shown together with turbofans on plots which show trends of reducing specific fuel consumption (SFC) with increasing BPR. BPR is also quoted for lift fan installations where the fan airflow is remote from the engine and doesn't physically touch the engine core.
Bypass provides a lower fuel consumption for the same thrust, measured as thrust specific fuel consumption (grams/second fuel per unit of thrust in kN using SI units). Lower fuel consumption that comes with high bypass ratios applies to turboprops, using a propeller rather than a ducted fan.[2][3][4][5] High bypass designs are the dominant type for commercial passenger aircraft and both civilian and military jet transports.
Business jets use medium BPR engines.[6]
Combat aircraft use engines with low bypass ratios to compromise between fuel economy and the requirements of combat: high power-to-weight ratios, supersonic performance, and the ability to use afterburners.
If all the gas power from a gas turbine is converted to kinetic energy in a propelling nozzle, the aircraft is best suited to high supersonic speeds. If it is all transferred to a separate big mass of air with low kinetic energy, the aircraft is best suited to zero speed (hovering). For speeds in between, the gas power is shared between a separate airstream and the gas turbine's own nozzle flow in a proportion which gives the aircraft performance required. The first jet aircraft were subsonic and the poor suitability of the propelling nozzle for these speeds due to high fuel consumption was understood, and bypass proposed, as early as 1936 (U.K. Patent 471,368). The underlying principle behind bypass is trading exhaust velocity for extra mass flow which still gives the required thrust but uses less fuel. Frank Whittle called it "gearing down the flow".[7] Power
The SD90MAC was introduced in 1995, along with the SD80MAC locomotives. The SD90MAC was designed to utilize the new 16-cylinder H-engine, while the SD80MAC was designed to use the 20-cylinder version of the existing 710G engine. However, technical problems with the 6,000 horsepower (4,500 kW) engine resulted in the first locomotives being shipped with 4,300 hp (3,210 kW) 16-cylinder 710G engines, making them similar to the SD70MAC's. These locomotives were given the informal model designation SD9043MAC by railroads that purchased them with the option to re-engine them with 6,000 hp (4,470 kW) engines when they became available.[2] This upgrade program, however, was never taken advantage of by SD90MAC buyers due to reliability issues with the newer engine. Over 400 SD90MAC locomotives fitted with the 4,300 hp (3,210 kW) 710 engine were built.
The SD90MAC was introduced in 1995, along with the SD80MAC locomotives. The SD90MAC was designed to utilize the new 16-cylinder H-engine, while the SD80MAC was designed to use the 20-cylinder version of the existing 710G engine. However, technical problems with the 6,000 horsepower (4,500 kW) engine resulted in the first locomotives being shipped with 4,300 hp (3,210 kW) 16-cylinder 710G engines, making them similar to the SD70MAC's. These locomotives were given the informal model designation SD9043MAC by railroads that purchased them with the option to re-engine them with 6,000 hp (4,470 kW) engines when they became available.[2] This upgrade program, however, was never taken advantage of by SD90MAC buyers due to reliability issues with the newer engine. Over 400 SD90MAC locomotives fitted with the 4,300 hp (3,210 kW) 710 engine were built.
Amazing! You truly make the best mobile-friendly stuff here
+1The designer lighting matches what it would really look like if that interior light was on.
+1lol
+1Nice!
+1Tag me on whatever this is. Just don't make it a rickroll
+1@MobileFriendly Huh, strange
+1@Cabbage17 No problem!
+1Impressive!
+1Congratulations! According to your builds, you deserve it!
+1Congratulations!
+1Nice!
+1Wow
+1don't even think about it, you should change your mind now
+1@GCPrototypes No problem! I just had to wait since I made another one.
+1@GCPrototypes Oh nice!
+1If you continue to make more of these, then there will be a chance that there will be more submarines in the sky than planes in the water.
+1Wow
+1@DJ2keroni No problem!
+1Nice!
+1Thanks for this great build. I used it in my video
+1Wow
+1Add a nuke for extra gender revealness
+1.-.
+1@Inuyasha8215 No problem!
+1Nice!
+1@NikoFox Same, that's good
+1Nice! How was your lunch?
+1Nice!
+1Nice!
+1Nice!
+1Lol andrewgarrison upvoted
+1Nice!
+1Nice!
+1- Idk
- Youtube, Vehicles in general
- Everything besides graphics
+1I wanted to make a video nuking multiplayer (not to troll) to show what trollers are capable of lol. But I would warn everyone to act like it's a real troller nuking the server.
+1Ehhhh it kinda makes it a little pointless. If there should be an advance mode, there should be new features like piping, logic and gearboxes and stuff, like Stormworks: Build and Rescue. Although, more sliders and the RGB colors kind of makes sense though,
+1So that google will not come in and turn them into cream cheese pies.
+1I wonder if they can use this on train tracks
+1@UnguidedCylinder Yeah, Among Us is one of the easiest games to understand. Especially with memes.
+1Nice!
+1Nice! You know one of the kill animations despite not playing the game!
+1Nice birb!
+1The bypass ratio (BPR) of a turbofan engine is the ratio between the mass flow rate of the bypass stream to the mass flow rate entering the core.[1] A 10:1 bypass ratio, for example, means that 10 kg of air passes through the bypass duct for every 1 kg of air passing through the core.
Turbofan engines are usually described in terms of BPR, which together with engine pressure ratio, turbine inlet temperature and fan pressure ratio are important design parameters. In addition BPR is quoted for turboprop and unducted fan installations because their high propulsive efficiency gives them the overall efficiency characteristics of very high bypass turbofans. This allows them to be shown together with turbofans on plots which show trends of reducing specific fuel consumption (SFC) with increasing BPR. BPR is also quoted for lift fan installations where the fan airflow is remote from the engine and doesn't physically touch the engine core.
Bypass provides a lower fuel consumption for the same thrust, measured as thrust specific fuel consumption (grams/second fuel per unit of thrust in kN using SI units). Lower fuel consumption that comes with high bypass ratios applies to turboprops, using a propeller rather than a ducted fan.[2][3][4][5] High bypass designs are the dominant type for commercial passenger aircraft and both civilian and military jet transports.
Business jets use medium BPR engines.[6]
Combat aircraft use engines with low bypass ratios to compromise between fuel economy and the requirements of combat: high power-to-weight ratios, supersonic performance, and the ability to use afterburners.
+1If all the gas power from a gas turbine is converted to kinetic energy in a propelling nozzle, the aircraft is best suited to high supersonic speeds. If it is all transferred to a separate big mass of air with low kinetic energy, the aircraft is best suited to zero speed (hovering). For speeds in between, the gas power is shared between a separate airstream and the gas turbine's own nozzle flow in a proportion which gives the aircraft performance required. The first jet aircraft were subsonic and the poor suitability of the propelling nozzle for these speeds due to high fuel consumption was understood, and bypass proposed, as early as 1936 (U.K. Patent 471,368). The underlying principle behind bypass is trading exhaust velocity for extra mass flow which still gives the required thrust but uses less fuel. Frank Whittle called it "gearing down the flow".[7] Power
birb
+1@AsteroidAsteroidTheBook https://imgur.com/OPLGlyW
+1That kinda sounds strange not gonna lie...
+1PLNE
+1The SD90MAC was introduced in 1995, along with the SD80MAC locomotives. The SD90MAC was designed to utilize the new 16-cylinder H-engine, while the SD80MAC was designed to use the 20-cylinder version of the existing 710G engine. However, technical problems with the 6,000 horsepower (4,500 kW) engine resulted in the first locomotives being shipped with 4,300 hp (3,210 kW) 16-cylinder 710G engines, making them similar to the SD70MAC's. These locomotives were given the informal model designation SD9043MAC by railroads that purchased them with the option to re-engine them with 6,000 hp (4,470 kW) engines when they became available.[2] This upgrade program, however, was never taken advantage of by SD90MAC buyers due to reliability issues with the newer engine. Over 400 SD90MAC locomotives fitted with the 4,300 hp (3,210 kW) 710 engine were built.
+1Nice!
+1The SD90MAC was introduced in 1995, along with the SD80MAC locomotives. The SD90MAC was designed to utilize the new 16-cylinder H-engine, while the SD80MAC was designed to use the 20-cylinder version of the existing 710G engine. However, technical problems with the 6,000 horsepower (4,500 kW) engine resulted in the first locomotives being shipped with 4,300 hp (3,210 kW) 16-cylinder 710G engines, making them similar to the SD70MAC's. These locomotives were given the informal model designation SD9043MAC by railroads that purchased them with the option to re-engine them with 6,000 hp (4,470 kW) engines when they became available.[2] This upgrade program, however, was never taken advantage of by SD90MAC buyers due to reliability issues with the newer engine. Over 400 SD90MAC locomotives fitted with the 4,300 hp (3,210 kW) 710 engine were built.
+1