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What is the full form of RLM in RBI terms?

Updated: 9/26/2023
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Q: What is the full form of RLM in RBI terms?
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RLM moved from Irvine, California to Sarasota, Florida in April 2008. See new contact info below. ROBERTS LIARDON MINISTRIES, PO Box 2989, Sarasota, FL 34230-2989 Phone: 941- 373-3883 Fax: 941-373-3884. Street address: 5216 Paylor Lane, Sarasota, FL 34240.


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When were fighter jets invented?

AnswerWorld War 2The German Messerschmidt Me-262 was the first jet-powered fighter aircraft to go into operation. The British and the US were building jets but they were not ready to go into combat.The Messerschmitt (note correct spelling) was the first to see combat, however it wasn't "operational" as such: the first ones were flown by service pilots in an evaluation unit (Erprobungskommando).The British Gloster Meteor entered service in Spring 1944, followed by the Me 262 that Summer and the American P-80 later on. Meteors were used for intercepting V-1 "Doodlebugs" over the UK rather than being used in Europe, mainly due to a reluctance to having a downed one fall into German hands (the Meteor was, all round, a more mature design and had greater reliability).The first jet fighter built was the He 178, first flight August 26 1939 - a few days before WWII started, and the German air ministry (RLM) ordered development of jets to be put "on the back burner" as there was no requirement for them envisaged.


What is the cost for a tune up for 2000 Ford Focus zx3?

About $150 - $175 at a service center.For the Ford Focus with the DOHC Z-Tech 2.0 liter engine you can buy a set of plugs for $10-$15 and wires for $35 and do the work yourself if you have the tools. Spark plugs for the 2000 through 2004 Focus Z-Tech need to be gaped at .050.For the Ford Focus with the SOHC 2.0 liter engine, the gap needs to be set at .054. I am assuming RLM's engine is the SOHC. I do not know all the years that engine was offered.The spark plugs for, jn our case a 2001, are factory set at .054. If you put a feeler gauge in the plugs to "gap" them, you will ruin the platinum coating and they will not fire properly, if at all. The above is bad advice, I found this out the hard way. Put the plugs in straight from the box. -- RLMI decided to do some research and called customer service at both Autolite and Bosch to pose the question about gapping to them. According to both companies, the theory of not needing to check the gap on new plugs (and reset if necessary) is incorrect.Although their gaps are set at the factory for the most common vehicle(s), some other vehicles can use the same plug but require a different gap, requiring all the plugs to need their gaps changed. Furthermore, plugs are rarely shipped with any protection for the ground strap (the little wire piece that sets the gap between it and the electrode). All it takes is a little drop while shipping and the gap will be knocked off. Running plugs with different gaps can cause the engine not to run smoothly, overheat, and get poor gas mileage.It so happens that I have a set of spark plugs waiting for a Ford Focus to need them (we have a 5 in our business fleet). I checked their gaps and found they range from about .040 to .055 or so. Before using them I would need to reset their gap.It is true, however, that because the electrodes of modern spark plug electrodes are made of much harder metals like platinum or iridium, they are also much more brittle. Care must be taken while setting the gap to ensure the electrode is not chipped or snapped off, as in RLM's case, the engine will misfire badly or not run at all. But plugs will need to at least have their gaps checked to ensure they are accurately set.Cheers -- TLR VII


What were jet engines used for in ww1 and World War 2?

The jet engine was not used in World War 1 because it was not developed until World War 2 by the German Luftwaffe Nazis. They used the fast Jets as fighter jets. There were not many used because their jet plane had problems and they had no methods of dealing with the G Forces. The pilots were not well versed in using jets yet and they struggled using the ones that were built. The US, UK and the USSR did grabbed up the jet technology when the war ended.The jet engine was invented by Frank Whittle (first one ran in April 1937, patent granted in 1932), at roughly the same time von Ohain in Germany came up with the same idea but his early versions couldn't run under their own power (and therefore don't qualify as jet engines) - the first German jet engine ran in September 1937. The Heinkel 178 was the first jet fighter to fly but the RLM (German Air Ministry) decided that jet aircraft weren't needed and cancelled the programme.The Germans and the British had jet fighters in service (Me 262 and Meteor).The claim that "The US, UK and the USSR did grabbed up the jet technology when the war ended" is slightly misleading in that all of those natioSavens already had their own jet engines and were developing them more, but ex-German technology was looked at.


Did the Nazi's fly over New York in 1943?

There is ample skepticism that any such flights took place at all, and with the exception of the US prisoner interrogation of Unterofficer Wolfgang Baumgart in August 1944 who claimed to have participated in the February 1944 flight, the only sources of information are undocumented or anecdotal.---Not in 1945. The original claim from interrogation of a German POW was for a Ju-390 flight to New York in early February 1944.Since then, someone in US calling himself Jim Newsom (who declines to identify himself or establish his credentials) has been responsible for generating many claims about a woman by the name Anna Kreisling. The Kreisling claim has become a lightning rod for many nutcase claims both for and against such a flight. This Kreisling person, whether she really exists, or not, has since attracted a worldwide online following.The person claiming to be Kreisling claims to be an elderly former Nazi era female test pilot. She claims to have co-piloted the aircraft from Norway to Wisconsin and then to have flown back to a military airfield in France near Paris, via the New York area.This differs with the Baumgart interrogation which implies an outbound flight from Mont de Marsan near Bordeaux in Feb 1944.Kreisling, or perhaps Newsom writing as the Kreisling persona, originally made a claim at the Aviastar website in 2007 insisting that Kreisling flew a Ju-390 over Michigan and New York in August 1943.Critics claim this claim was implausible. In October 1943 however the Japanese embassy in Berlin sent an encrypted signal to tokyo giving Ju-390 performance details furnished by the Germans. In that signal which was intercepted by the Allies the maximum fuel range of the Ju-390 (without extra fuel tanks) was given as 29 hours worth at 186 knots plus a two hour reserve. The average fuel consumption of a BMW 801D engine at 1700 rpm and altitudes of 6,000-12,000 feet was 50 US gals per hour. The main impediment for the Ju-390 was excessive fule consumption over 21,000 feet. Typically Ju-290 aircraft operating maratime patrols over the atlantic operated at 6,000 feet. Given such statistics a long range flight would not be impossible.German wartime records identify the Ju-390 prototype first flew on 20 October 1943, which if correct make the Kreisling claim impossible. It is fair to say the New York flight was hotly debated before Newsom introduced a claim about Kreisling. Now it attracts nothing but ridicule to an issue of genuine historical interest. It is not unlikely that the whole Newsom/Kreisling claim has been invented to discredit genuine debate over the Ju-390.Quite independent of this debate, in 1998 a man from Burlington VT, Ruben P. Whittemore (then 44) made some enquiries online if anyone knew much about the wreckage of a six engined German aircraft in the sea 2.5 miles SW of Owl's Head, Maine, USA. Another person "PLouise" responded that she had dived the wreck and recovered artifacts including an RMZ constructors plate with the word "Junkers" on it, suggesting possibly a Junkers Ju-390 attempted the flight and failed. Whittemore, who appears not have had any agenda said in 1998 that he had relatives who witnessed the bodies of three German aviators recovered from the sea on 28 September 1944 following the crash of this aircraft on or about 18 September 1944.---John Newsom published his interview with former German test pilot and wartime Luftwaffe transport pilot Anna Kreisling, known as the White Wolf of the Luftwaffe. It is claimed that she flew supply missions into the beleaguered German garrison at Stalingrad.Unfortunately Newsom has not provided any contact details with himself or Kreisling therefore it is extremely hard to verify the claim to the standards demanded by most historians. This is such a vital part of WW2 history that it is almost criminal if her information goes to the grave when she dies. We can only hope she will leave us something for posterity which can be verified independently.According to Newsom, Anna Kreisling claims she was the co-Pilot of a six engined Junkers JU-390 reconnaissance bomber that took off from Norway on 27 August 1943 and flew first to Lake Michigan and then passed close by New York heading out to the Atlantic for a military airfield near Paris (Le Bourget?)This aircraft certainly had the endurance for such a flight. It could operate up to 12,000 ft with fuel consumptions between 250 liters/hr (230kts)- 275 litres/hr (270kts). Fuels capacity is thought to have been 52,800 lb, though this was increased in April 1944 when it's weights were re-certified.Newson claims the Ju-390 overflew Canada and then photographed defence plants in Michigan which were vital to the United States. At noon on August 28 the Junkers passed right over New York above the Empire State Building at an altitude of 14,000 feet. Many important pictures of New York were taken.The difficulty Historians would have with this claim is that officially the Ju-390's maiden flight was 20 October 1943 flown by Capt Hans Joachim Pancherz. There are claims however that an even earlier flight was made by Hans Werner Lerche of another prototype on an unspecified date in August 1943 at Bernberg. The claim of this earlier flight arises from Russian historical sources.Still this suggests a flight to USA before the aircraft could not have been properly tested if we are to accept the maiden flight occured in October 1944.Some evidence however suggests the Ju-390 aircraft flew as early as November 1942 from a photo taken of the JU-390 with registration markings RC+DA. This aircraft had a white band around it's fuselage ahead of the tail. This marking was known as the Afrika band, only used by Axis aircraft during the north Africa campaign. In the case of the Ju-390 if it was in use in north Africa it would likely have been attached to LTS.290 operating to Tunisia.The photo of "RC+DA" was taken from a ship attacked during Operation Torch landings and the original is from an album owned by a veteran living near Sydney Australia. Ju-390 test pilot Hans Werner Lerche refers to the same photo from the collection of the Deutsches Museum, Munich in his autobiography.If the JU-390 aircraft attacking the Operation Torch convoy in 1942 was "RC+DA" then this implies that RC+DA was in fact the V1 prototype and not the V2 as often claimed. On 29 July 1944 Junkers was paid by RLM for completing seven Ju-290 aircraft. There is no detailed Quartermaster record of these seven aircraft being taken on Luftwaffe strength, however 80 percent of Luftwaffe records were destroyed or lost at the end of the War (most likely confiscated by US forces at Linz and their existence denied ever since) and no records remain of RLM which may not have had aircraft listed by the Quartermaster General at all.It would be useful if Newsom, or Ana Kreisling who should know might shed further light on this point?In 1955 correspondence began between William Green, then editor of the RAF Review and an unnamed person writing from New York who claimed personal knowledge of wartime Ju-390 flights to New York. It is interesting to speculate whether this was correspondence with Kriesling herself?In November 1955 an article by Dr Kenneth P Werrell appeared in the RAF Review on the subject. Werrell however referred to a Luftwaffe photographer Unteroffizer Wolf Baumgart who was attached to the long range reconnaissance unit FAGr.5 at Mont de Marsan.As a prisoner of war, Baumgart was interrogated in August 1944 by the US Ninth Air Force, cited in A.P.W.I.U. Report 44/1945. Baumgart's interrogation was one of two POW interrogation reports cited in British Intelligence reports dated from August 1945 entitled "General Report on Aircraft Engines and Aircraft Equipment."Green later published details of the in his two books Warplanes of the Second World War (1968) and Warplanes of the Third Reich (1970). Green asserted the Allies learned of the mission in June 1944, whilst Werrell claimed they originated with interrogations of two German POWs in August 1944.Baumgart's claim appears to differ from Ana Kreislings'. According to Kenneth Werrell Baumgart talked of a New York flight about early February 1944. Ju-390 pilot Hans Pancherz himself claimed to have performed an astonishing Ju-390 flight to Cape Town, South Africa in January 1944Baumgart asserts In February 1944 another Junkers Ju-390 checked out the air defenses of New York by flying within 12 miles of the city. Photographs were taken of the New York skyline, but these have never come to light.The third Ju-390 prototype was a bomber intended to deploy tiny Me 328 parasite fighters against New York, but tests revealed the wings were not strong enough to support the laden weight of a New York mission and these miniature aircraft. The Mission was intended to deploy nuclear weapons.When the Ju-390 proved inadequate for this bombing mission focus shifted to developing the Heinkel He-274 at Tolouse in France to become the trans Atlantic nuclear bomber. The prototype He-274 was captured intact in 1944 and later used by the French Air Force. This aircraft was mentioned by a captured Luftwaffe general as the intended New York bomber.