Gliding and Ultralight Sport Aviation
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Lighter-Than-Air Vehicles for Civilian and Military Applications
Lighter-than-Air Vehicles for Civilian and Military Applications From the world leaders in the manufacture of aerostats, airships, air cell structures, gas balloons & tethered balloons Aerostats Parachute Training Balloons Airships Nose Docking and PARACHUTE TRAINING BALLOONS Mooring Mast System The airborne Parachute Training Balloon system (PTB) is used to give preliminary training in static line parachute jumping. For this purpose, an Instructor and a number of trainees are carried to the operational height in a balloon car, the winch is stopped, and when certain conditions are satisfied, the trainees are dispatched and make their parachute descent from the balloon car. GA-22 Airship Fully Autonomous AIRSHIPS An airship or dirigible is a type of aerostat or “lighter-than-air aircraft” that can be steered and propelled through the air using rudders and propellers or other thrust mechanisms. Unlike aerodynamic aircraft such as fixed-wing aircraft and helicopters, which produce lift by moving a wing through the air, aerostatic aircraft, and unlike hot air balloons, stay aloft by filling a large cavity with a AEROSTATS lifting gas. The main types of airship are non rigid (blimps), semi-rigid and rigid. Non rigid Aerostats are a cost effective and efficient way to raise a payload to a required altitude. airships use a pressure level in excess of the surrounding air pressure to retain Also known as a blimp or kite aerostat, aerostats have been in use since the early 19th century their shape during flight. Unlike the rigid design, the non-rigid airship’s gas for a variety of observation purposes. -
Taurus Manual ENG 250Special.Indd
Flight manual and Maintenance manual applies to Taurus 503 equipped with Rotax 503 engine REV. 0 (21 June, 2006) This is the original manual of Pipistrel d.o.o. Ajdovščina Should third-party translations to other languages contain any discreptancies, Pipistrel d.o.o. Ajdovščina denies all responsibility. WARNING! This booklet MUST be present inside the cockpit at all times! Should you be selling the aircraft make sure this manual is handed over to the new owner. 2 TAURUS motorglider www.pipistrel.si REV. 0 Taurus model: Factory serial number: Date of manufacture: Aircraft empty weight (kg): Available crew weight (no front ballast): Available crew weight (9 kg front ballast): Available luggage weight: List of equipment included in aircraft empty weight: Date and place of issue: Ajdovščina, www.pipistrel.si TAURUS motorglider 3 REV. 0 Pipistrel d.o.o. Ajdovščina, Goriška cesta 50a, SI-5270 Ajdovščina, Slovenija tel: +386 (0)5 3663 873, fax: +386 (0)5 3661 263, e-mail: [email protected] www.pipistrel.si Flight manual and Maintenance manual for Taurus motorglider Model: Taurus 503 (Rotax 503) Slovenian Data Sheet number: TC 02/001 - AT/ULN 04 Factory serial number: Registration number: Date of Issue: June, 2006 Pages signed under “Approval” in section Index of revisions and List of valid pages (pages 4 and 5 of this manual) are approved by: Authority: Signature: Stamp: Original date of Approval: This aircraft is to be operated in compliance with information and limitations contained herein. The original English Language edition of this manual has been approved as operating instruction according to “Pravilnik o ultralahkih letalnih napravah” of Republic of Slovenia. -
Poster Presentation
AN OVERVIEW OF AERIAL APPROACHES TO EXPLORING SCIENTIFIC REGIONS AT TITAN M.Pauken1, J. L. Hall1, L. Matthies1, M. Malaska1, J. A. Cutts1, P. Tokumaru2, B. Goldman3 and M. De Jong4 1Jet Propulsion Laboratory, California Institute of Technology, Pasadena, CA; 2AeroVironment Inc., Monrovia, CA 3Global Aerospace, Monrovia CA, 4Thin Red Line Aerospace, Chilliwack, BC Scientific Motivations Aerial Platforms for Scientific Exploration • Titan has a rich and abundant supply of organic molecules and a hydrology cycle based on cryogenic hydrocarbons. Titan • Aerial platforms are ideal for performing initial environments include organic, dunes, plains, and hydrocarbon lakes and seas. reconnaissance of such locations by remote sensing • Titan may have had near-surface liquid water from impact melt pools and possible cryovolcanic outflows that may have mixed with and following it up with in situ analysis. surface organics to create biologically interesting molecules such as amino acids. • The concept of exploring at Titan with aerial vehicles • These environments present unique and important locations for investigating prebiotic chemistry, and potentially, the first steps dates back to the 1970s [2]. towards life. • NASA initiated studies of Titan balloon missions in • When the Huygens Probe descended through Titan’s atmosphere it determined the atmosphere was clear enough to permit imaging the early 1980s [3]. of the surface from 40-km altitude and had a rich variety of geological features. Winds were light and diurnal changes were minimal • JPL -
Soft Kites—George Webster
Page 6 The Kiteflier, Issue 102 Soft Kites—George Webster Section 1 years for lifting loads such as timber in isolated The first article I wrote about kites dealt with sites. Jalbert developed it as a response to the Deltas, which were identified as —one of the kites bending of the spars of large kites which affected which have come to us from 1948/63, that their performance. The Kytoon is a snub-nosed amazingly fertile period for kites in America.“ The gas-inflated balloon with two horizontal and two others are sled kites (my second article) and now vertical planes at the rear. The horizontals pro- soft kites (or inflatable kites). I left soft kites un- vide additional lift which helps to reduce a teth- til last largely because I know least about them ered balloon‘s tendency to be blown down in and don‘t fly them all that often. I‘ve never anything above a medium wind. The vertical made one and know far less about the practical fins give directional stability (see Pelham, p87). problems of making and flying large soft kites– It is worth nothing that in 1909 the airship even though I spend several weekends a year —Baby“ which was designed and constructed at near to some of the leading designers, fliers and Farnborough has horizontal fins and a single ver- their kites. tical fin. Overall it was a broadly similar shape although the fins were proportionately smaller. —Soft Kites“ as a kite type are different to deal It used hydrogen to inflate bag and fins–unlike with, compared to say Deltas, as we are consid- the Kytoon‘s single skinned fin. -
Arci Copy C Available to NASA Offices and Research Centers Only
NASA RESF_CH ON FLEXIBLE wINGS By Francis M. Rogallo NASA Langley Research Center Langley station_ Hampton, Va. Presented at the international Congress of Subsonic Aeronautics Gp 0 p_|CE $ cFSTI p_lCE(,S_ $ _arci copy _c_ N_,cro_che _MF) ,ff 653 JuW 65 New york_ New york April .5-6_ 1967 Available to NASA Offices and Research Centers Only, U. NASA RESEARCH ON FLEXIBLE WINGS By Francis M. Rogallo NASA Langley Research Center SUMMARY Flexible wings are wings made of very loose or slack cloth whose configu- ration in flight is maintained by the combination of the aerodynamic forces and the reactions from the load suspension system. Such wings can be completely flexible_ or they may be stiffened in several ways to meet the requirements of particular applications. Wing planforms and the geometry of the load suspension system are also subject to wide variations. The overall spectrum of flexible wings investigated at the Langley Research Center is presented and the state of the art with regard to maximum lift-drag ratios obtained is defined for a wide range of wing configurations. Maximum lift-drag ratios above 3.0 were obtained on completely flexible wings; and for cylindrical-type flexible wings, values of lift-drag ratios up to 17.0 were obtained when the wing had small, tapered rigid leading edges. The flexible wings of most immediate interest are those with no structural stiffening because they have weight, volume, packing, and deployment character- istics potentially as good as those of conventional parachutes, but provide a stable and controllable glide with performance adequate for aerial delivery of cargo and personnel, for landing space capsules, boosters, or hypersonic air- craft, and as emergency wings for aircraft or aircraft escape systems. -
AMA FPG-9 Glider OBJECTIVES – Students Will Learn About the Basics of How Flight Works by Creating a Simple Foam Glider
AEX MARC_Layout 1 1/10/13 3:03 PM Page 18 activity two AMA FPG-9 Glider OBJECTIVES – Students will learn about the basics of how flight works by creating a simple foam glider. – Students will be introduced to concepts about air pressure, drag and how aircraft use control surfaces to climb, turn, and maintain stable flight. Activity Credit: Credit and permission to reprint – The Academy of Model Aeronautics (AMA) and Mr. Jack Reynolds, a volunteer at the National Model Aviation Museum, has graciously given the Civil Air Patrol permission to reprint the FPG-9 model plan and instructions here. More activities and suggestions for classroom use of model aircraft can be found by contacting the Academy of Model Aeronautics Education Committee at their website, buildandfly.com. MATERIALS • FPG-9 pattern • 9” foam plate • Scissors • Clear tape • Ink pen • Penny 18 AEX MARC_Layout 1 1/10/13 3:03 PM Page 19 BACKGROUND Control surfaces on an airplane help determine the movement of the airplane. The FPG-9 glider demonstrates how the elevons and the rudder work. Elevons are aircraft control surfaces that combine the functions of the elevator (used for pitch control) and the aileron (used for roll control). Thus, elevons at the wing trailing edge are used for pitch and roll control. They are frequently used on tailless aircraft such as flying wings. The rudder is the small moving section at the rear of the vertical stabilizer that is attached to the fixed sections by hinges. Because the rudder moves, it varies the amount of force generated by the tail surface and is used to generate and control the yawing (left and right) motion of the aircraft. -
Federal Aviation Administration, DOT § 61.45
Federal Aviation Administration, DOT Pt. 61 Vmcl Minimum Control Speed—Landing. 61.35 Knowledge test: Prerequisites and Vmu The speed at which the last main passing grades. landing gear leaves the ground. 61.37 Knowledge tests: Cheating or other VR Rotate Speed. unauthorized conduct. VS Stall Speed or minimum speed in the 61.39 Prerequisites for practical tests. stall. 61.41 Flight training received from flight WAT Weight, Altitude, Temperature. instructors not certificated by the FAA. 61.43 Practical tests: General procedures. END QPS REQUIREMENTS 61.45 Practical tests: Required aircraft and equipment. [Doc. No. FAA–2002–12461, 73 FR 26490, May 9, 61.47 Status of an examiner who is author- 2008] ized by the Administrator to conduct practical tests. PART 61—CERTIFICATION: PILOTS, 61.49 Retesting after failure. FLIGHT INSTRUCTORS, AND 61.51 Pilot logbooks. 61.52 Use of aeronautical experience ob- GROUND INSTRUCTORS tained in ultralight vehicles. 61.53 Prohibition on operations during med- SPECIAL FEDERAL AVIATION REGULATION NO. ical deficiency. 73 61.55 Second-in-command qualifications. SPECIAL FEDERAL AVIATION REGULATION NO. 61.56 Flight review. 100–2 61.57 Recent flight experience: Pilot in com- SPECIAL FEDERAL AVIATION REGULATION NO. mand. 118–2 61.58 Pilot-in-command proficiency check: Operation of an aircraft that requires Subpart A—General more than one pilot flight crewmember or is turbojet-powered. Sec. 61.59 Falsification, reproduction, or alter- 61.1 Applicability and definitions. ation of applications, certificates, 61.2 Exercise of Privilege. logbooks, reports, or records. 61.3 Requirement for certificates, ratings, 61.60 Change of address. -
Glider Handbook, Chapter 2: Components and Systems
Chapter 2 Components and Systems Introduction Although gliders come in an array of shapes and sizes, the basic design features of most gliders are fundamentally the same. All gliders conform to the aerodynamic principles that make flight possible. When air flows over the wings of a glider, the wings produce a force called lift that allows the aircraft to stay aloft. Glider wings are designed to produce maximum lift with minimum drag. 2-1 Glider Design With each generation of new materials and development and improvements in aerodynamics, the performance of gliders The earlier gliders were made mainly of wood with metal has increased. One measure of performance is glide ratio. A fastenings, stays, and control cables. Subsequent designs glide ratio of 30:1 means that in smooth air a glider can travel led to a fuselage made of fabric-covered steel tubing forward 30 feet while only losing 1 foot of altitude. Glide glued to wood and fabric wings for lightness and strength. ratio is discussed further in Chapter 5, Glider Performance. New materials, such as carbon fiber, fiberglass, glass reinforced plastic (GRP), and Kevlar® are now being used Due to the critical role that aerodynamic efficiency plays in to developed stronger and lighter gliders. Modern gliders the performance of a glider, gliders often have aerodynamic are usually designed by computer-aided software to increase features seldom found in other aircraft. The wings of a modern performance. The first glider to use fiberglass extensively racing glider have a specially designed low-drag laminar flow was the Akaflieg Stuttgart FS-24 Phönix, which first flew airfoil. -
Efficient Light Aircraft Design – Options from Gliding
Efficient Light Aircraft Design – Options from Gliding Howard Torode Member of General Aviation Group and Chairman BGA Technical Committee Presentation Aims • Recognise the convergence of interest between ultra-lights and sailplanes • Draw on experiences of sailplane designers in pursuit of higher aerodynamic performance. • Review several feature of current sailplanes that might be of wider use. • Review the future for the recreational aeroplane. Lift occurs in localised areas A glider needs efficiency and manoeuvrability Drag contributions for a glider Drag at low speed dominated by Induced drag (due to lift) Drag at high ASW-27 speeds Glider (total) drag polar dominated by profile drag & skin friction So what are the configuration parameters? - Low profile drag: Wing section design is key - Low skin friction: maximise laminar areas - Low induced drag – higher efficiencies demand greater spans, span efficiency and Aspect Ratio - Low parasitic drag – reduce excrescences such as: undercarriage, discontinuities of line and no leaks/gaps. - Low trim drag – small tails with efficient surface coupled with low stability for frequent speed changing. - Wide load carrying capacity in terms of pilot weight and water ballast Progress in aerodynamic efficiency 1933 - 2010 1957: Phoenix (16m) 1971: Nimbus 2 (20.3m) 2003: Eta (30.8m) 2010: Concordia (28m) 1937: Wiehe (18m) Wooden gliders Metal gliders Composite gliders In praise of Aspect Ratio • Basic drag equation in in non-dimensional, coefficient terms: • For an aircraft of a given scale, aspect ratio is the single overall configuration parameter that has direct leverage on performance. Induced drag - the primary contribution to drag at low speed, is inversely proportional to aspect ratio • An efficient wing is a key driver in optimising favourable design trades in other aspects of performance such as wing loading and cruise performance. -
Fitzpatrick Biography
The James L. G. Fitz Patrick Papers Archives & Special Collections College of Staten Island Library, CUNY 2800 Victory Blvd., 1L-216 Staten Island, NY 10314 © 2005, 2018 The College of Staten Island, CUNY Finding Aid by James A. Kaser Overview of the Collection Collection No. : CM-4 Title: The James L. G. Fitz Patrick Papers Creator: James L. G. Fitz Patrick (1906-1998) Dates: c. 1926-1998 Extent: Approximately 1.5 Linear Feet Abstract: Prof. James L. G. Fitzpatrick was a faculty member and administrator at the Staten Island Community College from 1959 to 1976. He taught and served as Head of the Department of Mechanical Technology. He was appointed the first Academic Dean of the college in 1959, serving as Dean of the Faculty and acting under the college president to administer the academic program. He also coordinated a large part of the planning for the college’s campus in Sunnyside, completed in 1967. Fitz Patrick became Dean for Operations and Development in 1971 and held that position until his retirement in 1976. Fitz Patrick was widely recognized as an expert on natural flight and aeronautics. This fragmentary collection mostly documents some of Fitz Patrick’s research activities. Administrative Information Preferred Citation The James L. G. Fitz Patrick Papers, Archives & Special Collections, Department of the Library, College of Staten Island, CUNY, Staten Island, New York Acquisition The papers were donated by Fitz Patrick’s stepson, Harold J. Smith. Processing Information Collection processed by the staff of Archives & Special Collections. 1 Restrictions Access Access to this record group is unrestricted. -
Assessing the Evolution of the Airborne Generation of Thermal Lift in Aerostats 1783 to 1883
Journal of Aviation/Aerospace Education & Research Volume 13 Number 1 JAAER Fall 2003 Article 1 Fall 2003 Assessing the Evolution of the Airborne Generation of Thermal Lift in Aerostats 1783 to 1883 Thomas Forenz Follow this and additional works at: https://commons.erau.edu/jaaer Scholarly Commons Citation Forenz, T. (2003). Assessing the Evolution of the Airborne Generation of Thermal Lift in Aerostats 1783 to 1883. Journal of Aviation/Aerospace Education & Research, 13(1). https://doi.org/10.15394/ jaaer.2003.1559 This Article is brought to you for free and open access by the Journals at Scholarly Commons. It has been accepted for inclusion in Journal of Aviation/Aerospace Education & Research by an authorized administrator of Scholarly Commons. For more information, please contact [email protected]. Forenz: Assessing the Evolution of the Airborne Generation of Thermal Lif Thermal Lift ASSESSING THE EVOLUTION OF THE AIRBORNE GENERATION OF THERMAL LIFT IN AEROSTATS 1783 TO 1883 Thomas Forenz ABSTRACT Lift has been generated thermally in aerostats for 219 years making this the most enduring form of lift generation in lighter-than-air aviation. In the United States over 3000 thermally lifted aerostats, commonly referred to as hot air balloons, were built and flown by an estimated 12,000 licensed balloon pilots in the last decade. The evolution of controlling fire in hot air balloons during the first century of ballooning is the subject of this article. The purpose of this assessment is to separate the development of thermally lifted aerostats from the general history of aerostatics which includes all gas balloons such as hydrogen and helium lifted balloons as well as thermally lifted balloons. -
How to Inflate a Hot Air Balloon
How to Inflate a Hot Air Balloon By Douglas Crook On June 4th, 1783, the Montgolfier brothers made history when they flew a massive balloon capable of carrying multiple people over the French Countryside. Today, this tradition continues to leave those both in the balloon and on the ground in amazement. Although riding or flying a hot air balloon is extremely intriguing, there are many precautions that must be followed in order to ensure a safe and satisfying trip into the atmosphere. The process for preparing a hot air balloon for flight tends to be extensive, so it is of the upmost importance to carefully follow all instructions during preflight procedures. This instruction set will feature specific steps for crew members and pilots to safely and effectively inflate a hot air balloon for takeoff. DANGER: Improper set up procedures relating to the balloon, basket, burner, or crew may lead to serious injury or even death. All Federal Aviation Administration rules and regulations must be followed in order to ensure a safe flight. WARNING: The pilot utilized during flight must have an up to date license issued by the Federal Aviation Administration and have a certain number of previous flying hours in a Hot Air Balloon. Failure to do so could result in fines and time in jail. CAUTION: This instruction set has been created to provide the user with a basic understanding of the procedures involved in the hot air balloon inflation process. The pilot and crew members should have extensive training and experience with the balloon that they are working with.