'Fl XELSE 1!f--.fm 1% ,fin - .3 is #rs . as 5% Elrag, reef -n I i 3 Raibl* 'Fi .lima :nun mn: I Q. nahuh 'llV111 _.gpg; A A 1 1 B1 U.. Qng, _annum .. 5 ?-rn A - l: i _,"iv-conpoaxmon or 1'ExAs 5 ai i March 19, 1992 TQ: Mr. Dan Slayden RE: "The -er Fiesta Texas Show Park Rollf 5 VIA FAX: 512-697--5474 Fiesi A Show FROM: Mike Blafxk San Ante. 1 - -- We leaf-Aw! Han/ay, March 16th, that you did not run "The Rattler" oi; to excessive soeeds in the range of 1:24 - 1:28. This, were informed, "was after the track was oiled and after experiencing slow prior speeds in the range of 1:50. We think this was a wise idecisionas excessive uncontrolled sreed forces exerte onentiallyg, even though this shut. down meant taking one of your main attractions out of operation that day. Dana Morgan, John Pierce, Alton Pardue, our field supervisors, and Wir#-' myself discussed this situation and the other problems you experienced by immediate conference call and following is our cornl;>ined recoxnmendationsz 1. Speed Ranges and Climatic Effect 1;anQe_ _Qi ns i rw - It is obvious to the Designer and Train Manufacturer that the attraction is climatic (weather) sensitive. As such, the ride will require a set of check brakes, which are auto- matically adjustable to compensate to varying and changing The original design, optimum speed range for this ride was calculated at 1:35 1:40. Practical experience in running the trains thus far extends this range to 1:45. gmmedian FTMN moms? FIC). Sox 888505, Atlanta, Georgia FAX ?40413 ESS-O1 75 97 ta Texas Show Park speed be ideal. This is based upon a design chain speed of S9 feet per second, however, chain vw. should be varied as conditions warrant. The Check Brake I have ordered our field forces to immediately take the two brakes originally destined to be relocated from the Station to the "fly~by" and install them at the flattest, slow area coming out of the helix prior to going over the cliff and down to the tunnel. These brakes will have their own independent, adjustable air system and ultimately an automatic speed sensing control. lnstallatitwz of check brakes at this location will allow train speeds and forces to be controlled prior to entering the tunnel and the Station area. Current options and/or combinations for controlling speed of Trains (prior to check brake installation): Heavier/lighter lubrication oil as conditions warrant. Varying chain speed from 9 feet per second to 4 feet per second. Option of substituting a 2nd, reserve, train. - In operating with all or a combination of these options, train performance changes will be limited; however, it can be effected. You also need to watch the wind speed and its direction, in the face of train over the first drop and nga the second incline or in face of train up third incline to the helix. These are critical directions. Also, the installation of the anti-roll back angles at the tunnel exit hill. will pmevent what happened on March 7, 1992, when the train failed to make the crest); Recommendation: In addition to the check brake as addressed above, we recommend that this coaster have a permanent speed sensing monitor system and wind speed/direction instruments placed at critical _locations on the ride. RCCT will prepare a design/proposal to accomplish this for park consideration. FTHN i iefexas bhow Park Page 3 fl?T" other Actions and Conditions: RCCT will have a supervisor on site and workmen on call every weekend as long as RCCT forces remain at the site and in San Antonio. b. Dana Morgan does not think that the "break-in" kerosene/ oil mix is causing the train to slow down by the lubrication over-heating and seizing-up bearings. c. The performance characteristics of this ride and its two trains are still being determined and your operation/ maintenance people should continue operate, experi- ment, keep goodpnotes and to immediately report any problems <1r inconsistencies to ins for discussion, resolution and action. d. when warming up the train prior to operation, run chain at 9 feet per second, then drop back to 5 - 6 feet per second. gowever, be sure Q;_wjnd speed and direction., Even at. 3 - 4 feet per second chain speed (in normal wind conditions), the train should have adequate speed to carry the second incline. e. Continue to run and alternate both trains. Keep umtch on the hitch conditions, particularly 'n Train No. One. f. New hitch balls are being ordered and prepared by Morgan Manufacturing for Train No. One and should be available' in about two weeks' time. The original "flat top" balls as modified are acceptable to use until the new ones arrive. g. Also, a new spindle will be welded on the existing axle when it is returned to Morgan to replace the one that was bent in Train No. 1. A new (spare part axle) will be air freighted to the Park this week. h. we also think you are wise for delaying the two-trahi . operation at least until: l. Operation personnel gain experience; 2. Modifications are made on the brakes; 3. Train No. One is certified as fully operatkmal and hitch problems are resolved. 4. Finally, when ready would be the Park's call. Reminder The next testing by Dr. Brown is scheduled to occur March 30 and 31, 1992. FTMN 000759