22. Maneuvering at High Angle and Rate
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U.S. National Aerobatic Championships
November 2012 2012 U.S. National Aerobatic Championships OFFICIAL MAGAZINE of the INTERNATIONAL AEROBATIC CLUB OFFICIAL MAGAZINE of the INTERNATIONAL AEROBATIC CLUB OFFICIAL MAGAZINE of the INTERNATIONAL AEROBATIC CLUB Vol. 41 No. 11 November 2012 A PUBLICATION OF THE INTERNATIONAL AEROBATIC CLUB CONTENTSOFFICIAL MAGAZINE of the INTERNATIONAL AEROBATIC CLUB At the 2012 U.S. National Aerobatic Championships, 95 competitors descended upon the North Texas Regional Airport in hopes of pursuing the title of national champion and for some, the distinguished honor of qualifying for the U.S. Unlimited Aerobatic Team. –Aaron McCartan FEATURES 4 2012 U.S. National Aerobatic Championships by Aaron McCartan 26 The Best of the Best by Norm DeWitt COLUMNS 03 / President’s Page DEPARTMENTS 02 / Letter From the Editor 28 / Tech Tips THE COVER 29 / News/Contest Calendar This photo was taken at the 30 / Tech Tips 2012 U.S. National Aerobatic Championships competition as 31 / FlyMart & Classifieds a pilot readies to dance in the sky. Photo by Laurie Zaleski. OFFICIAL MAGAZINE of the INTERNATIONAL AEROBATIC CLUB REGGIE PAULK COMMENTARY / EDITOR’S LOG OFFICIAL MAGAZINE of the INTERNATIONAL AEROBATIC CLUB PUBLISHER: Doug Sowder IAC MANAGER: Trish Deimer-Steineke EDITOR: Reggie Paulk OFFICIAL MAGAZINE of the INTERNATIONAL AEROBATIC CLUB VICE PRESIDENT OF PUBLICATIONS: J. Mac McClellan Leading by example SENIOR ART DIRECTOR: Olivia P. Trabbold A source for inspiration CONTRIBUTING AUTHORS: Jim Batterman Aaron McCartan Sam Burgess Reggie Paulk Norm DeWittOFFICIAL MAGAZINE of the INTERNATIONAL AEROBATIC CLUB WHILE AT NATIONALS THIS YEAR, the last thing on his mind would IAC CORRESPONDENCE I was privileged to visit with pilots at be helping a competitor in a lower International Aerobatic Club, P.O. -
Ff 89/6 Copy
$3 vol libre • free flight 6/89 Dec - Jan POTPOURRI SAC was informed by Sport Canada on the 10th of July that we are not eligible for funding for 1989-90 and until further notice. Thus we are now totally on our own. The average yearly grant from 1979 to 1988 in 1989 dollars was $14,000, or $16 per person. Perhaps it’s a good thing as planning in an atmosphere of doubt is not conducive to good health and efficient use of funds. The cutback was not unexpected and steps were taken early on to ease the effects of this loss of revenue. Imaginative planning in our small store and a good response from our members through the use of the “Soaring Stuff” inserts resulted in in- creased sales. We will also receive higher than projected invest- ment income essentially due to careful cash management and short-term interest rates, which have remained higher for longer than generally expected. In addition, a small gain in projected receipts from an unexpected increase in membership – now at 1423 – which is the first time since 1982 that we have passed 1400. Total expenditures should come in well below budget projection, primarily as a result of scaling back meetings and travel expenditures. On balance it seems fair to say that a combination of some tight fistedness on the expenditure side and a bit of luck on the revenue side will leave SAC in a financially stronger position than was expected at the beginning of the season, despite the cutting off of govern- ment funding. -
Ii' C Aeronautical Engineering Aeron ^Al Engineering Aeronautical Er Lautical Engineering Aeronautic Aeronautical Engineering Ae
ft • f^^m Jt Aeronautical NASA SP-7037(145) \\ I/%%i/\ Engineering February 1982 eg ^VV ^^•Pv % A Continuin9 Bibliography with Indexes National Aeronautics and Space Administration i' c Aeronautica• ^ l Engineerin•• ^^ • ^"— *g ^^ Aero* n (NASA-SP-7037 (1U5) ) AERONAUTICAL N82-21138 •^I ENGINEERING. A CONTINUING BIBLIOGRAPHY WITH _ ^NDEXFS (National Aeronautics and Space \ p^^^il Administration) 100 p HC $5.00 CSCL 01A ^al Engineering Aeronautical Er lautical Engineering Aeronautic Aeronautical Engineering Aeror sring Aeronautical Engineering ngineering Aeronautical Engine :al Engineering Aeronautical Er lautical Engineering Aeronauts Aeronautical Engineering Aeror 3ring Aeronautical Engineering NASASP-7037(145) AERONAUTICAL ENGINEERING A CONTINUING BIBLIOGRAPHY WITH INDEXES (Supplement 145) A selection of annotated references to unclassified reports and journal articles that were introduced into the NASA scientific and technical information sys- tem and announced in January 1982 in • Scientific and Technical Aerospace-Reports (STAR) • International Aerospace Abstracts (IAA). Scientific and Technical Information Branch 1982 National Aeronautics and Space Administration Washington, DC This supplement is available as NTISUB/141/093 from .the National Technical Information Service (NTIS), Springfield, Virginia 22161 at the price of $5.00 domestic; $10.00 foreign. INTRODUCTION Under the terms of an interagency agreement with the Federal Aviation Administration this publication has been prepared by the National Aeronautics and Space Administration for the joint use of both agencies and the scientific and technical community concerned with the field of aeronautical engineering. The first issue of this bibliography was published in September 1970 and the first supplement in January 1971. This supplement to Aeronautical Engineering -- A Continuing Bibliography (NASA SP- 7037) lists 326 reports, journal articles, and other documents originally announced in January 1982 in Scientific and Technical Aerospace Reports (STAR) or in International Aerospace Abstracts (IAA). -
Soaring Magazine Index for 1990 to 1999/1990To1999 Organized by Subject
Soaring Magazine Index for 1990 to 1999/1990to1999 organized by subject The contents have all been re-entered by hand, so thereare going to be typos and confusion between author and subject, etc... Please send along any corrections and suggestions for improvement. 1-26 Bob Dittert, 1-26s + Rain = Championship,December,1999, page 24 1-26 Association Bob Hurni, 1991 1-26 Championships (Caesar Creek),January,1992, pages 18-24 George Powell, The Stealth Glider,January,1992, pages 28-30 MikeGrogan, Hallelujah! I Am Flying Again,January,1992, pages 35-39 Harry Senn, Why 1-26’sDon’tFly Sports Class,February,1992, pages 39-41 Luan & John Walker, 1992 1-26 Championships (Midlothian, TX),January,1993, pages 40-44 Joe Walter, What a Contest (the 1-26 Championships),October,1993, page 3 Jim Hard, (1993) 1-26 Championships at Albert Lea, Minnesota,November,1993, pages 19-25 TomHolloran, GPS: The First Year-Almost,November,1993, pages 26, 28-30 1000 Kilometer Flights Robert Penn, Sixteen Contestants Fly 1000 KilometersinPossible World RecordContest Task,No- vember,1990, page 15 YanWhytlaw, The 1000 KM Club,March, 1992, pages 20-23 KenKochanski, The Joy of Soaring (1000KM from Blairstown by Bob Templin and Ken Kochanski)!, September,1992, page 6 Sterling V.Starr, 1000KM in the Sky! (Over the Sierraand White Mountains),March, 1993, pages 42-45 Advertising Mark Kennedy, Soaring in Action: Please Note! (No) July Classified Ads,June, 1997, page 14 Convenience and Savings (with Soaring Classifieds),October,1997, page 4 Aerobatics Wade Nelson, An Aerobatic Ride at Estrella,January,1990, page 3 Trish Durbin, Cat Among the Pigeons,February,1990, page 20 Bob Kupps, The ThirdWorld Glider Aerobatic Championships (Hockenheim),March, 1990, page 15 Trish Durbin, Author’sResponse (to "Cat Among the Pigeons" Complaints),July,1990, page 2 Thomas J. -
Section 6 Part 2 - Glider Aircraft Version 2020
FAI Sporting Code Fédération Aéronautique Internationale Section 6 Regulations for the Conduct of International Aerobatic Events Part 2 Glider Aircraft Maison du Sport International Av. de Rhodanie 54 Version 2020 CH-1007 Lausanne (Switzerland) Tél. +41 (0)21 345 1070 Effective 1st January 2020 Fax +41 (0)21 345 1077 E-Mail: [email protected] Web: www.fai.org Sporting Code, Section 6 Part 2 - Glider Aircraft Version 2020 FEDERATION AERONAUTIQUE INTERNATIONALE MSI - Avenue de Rhodanie 54 – CH-1007 Lausanne – Switzerland Copyright 2020 All rights reserved. Copyright in this document is owned by the Fédération Aéronautique Internationale (FAI). Any person acting on behalf of the FAI or one of its Members is hereby authorised to copy, print, and distribute this document, subject to the following conditions: 1. The document may be used for information only and may not be exploited for commercial purposes. 2. Any copy of this document or portion thereof must include this copyright notice. 3. Regulations applicable to air law, air traffic and control in the respective countries are reserved in any event. They must be observed and, where applicable, take precedence over any sport regulations Note that any product, process or technology described in the document may be the subject of other Intellectual Property rights reserved by the Fédération Aéronautique Internationale or other entities and is not licensed hereunder. ii Sporting Code, Section 6 Part 2 - Glider Aircraft Version 2020 RIGHTS TO FAI INTERNATIONAL SPORTING EVENTS All international sporting events organised wholly or partly under the rules of the Fédération Aéronautique Internationale (FAI) Sporting Code1 are termed FAI International Sporting Events2. -
The Flightline
The Flightline The Flightline Volume 30,Issue 8 Newsletter of the Propstoppers RC Club AMA 1042 August 2000 scale models fly within sight for fifteen minutes and land Editorial - Park Flyers on their wheels. And I did see Class C gas ships auger to the heavens then float for seemingly hours within sight of Park flyers, they are everywhere, what are the launch point. Lost Hills is owned by the National Free Flight they and why are they so popular? Society and is six hundred acres of absolutely flat Most of us started in this hobby many years featureless land devoid of any vegetation. The nearest features are the Coastal Range of mountains twenty miles ago when the entry-level model was probably a rubber West ………………..But I digress.) powered free flight model from a kit. Enough of them flew just long enough to catch our imagination and In the Olde Days we never had it that good so we draw us into more complicated models. sought ways to fly our dreams in smaller fields. That Perhaps we were drawn to powered models but in the early days that meant either control line or meant the aforementioned control line models or Radio Control. While I flew control line team race and stunt in free flight. England the cry from my cohorts flying in the adjacent field Free flight has enormous charm as it melds our building and trimming skills with the broad was “is that radio controlled?” “No it is just naturally unstable”. capricious sweep of Mother Nature. There is nothing Of course the natural path was the desire for quite like a scale powered free flight model ROG, steady climb and gentle curving glide back to a perfect complete control over our models, so many have followed the path of RC developments, from the first heavy single landing. -
Semiempirical Simulation of Contemporary Fighter Planes
| Mathematics | UDC 629.735.33.015.075 Zhelonkin M. V. Semiempirical simulation of contemporary fighter planes engaging in dogfight in order to estimate the possibility of using supermanoeuvrability modes The paper presents investigation results concerning employing supermanoeuvrability modes in dogfight. We selected one of the standard manoeuvres and demonstrated the efficiency of using it. Keywords: features, supermanoeuvrability, dogfight, semi-empirical simulation, tactical employment, Split S manoeuvre. Introduction of attack, which lead to intense deceleration of Fighter aviation is mostly used for dogfighting the aircraft and to a decrease in energy height, and one of the main tasks of preparation for en- therefore a Split S manoeuvre will compensate gaging enemy air targets is the training of flight such a decrease to some extent. personnel in operating fighter aircraft weapons in Thus, in order to evaluate the efficiency of order to achieve the best performance to destroy supermanoeuvrability modes, we have selected enemy aircraft during dogfighting in various a Split S manoeuvre. Fig. 1 shows the aircraft weather and operational conditions when acting flight path when making the manoeuvre. solo or as part of an aircraft group. Modern 4++ The most important parameter that defines and 5th generation fighters are able to fly in a su- tolerable conditions for making a Split S man- permanoeuvrability mode, i.e. at angles of attack oeuvre is minimum altitude loss during the ma- beyond stall while maintaining balanced control. noeuvre, which depends on the entry speed and That is why flight personnel need to be properly altitude, as well as on the current g-load and air- trained in order to use all the aircraft capabilities. -
CAA Doc 743 Civil Air Displays a Guide for Pilots
Safety Regulation Group Civil Air Displays a guide for pilots contents introduction Introduction Air displays are now one of the most popular The law spectator events in the United Kingdom. On average there are over 250 civil flying displays Guidance for display each year attracting in excess of two million pilots spectators. It is of the utmost importance in the interests of public and personal safety, that those Managing the risk who participate in such displays operate to the highest standards. These notes are intended to Planning your provide advice to display pilots to help them display avoid the pitfalls which have been experienced in the past. Practising for your display The air show Display day Post display © Andrew Critchell 1 the law The rules governing the conduct of civil air displays in the United Kingdom are given in the current Air Navigation Order, The Rules of the Air Regulations and comprehensively explained in CAP 403 – “Flying Displays and Special Events: A Guide to Safety and Administrative Arrangements”. guidance for display pilots Display flying, especially aerobatics, is a specialised form of flying that frequently involves flying the aircraft close to the edges of the permitted flight envelope. Regrettably, most years, a small number of pilots are killed whilst displaying. Many of these pilots were highly experienced and extremely competent in their particular aircraft and display. What can be done to minimise the risk? managing the risk personnel fitness There are a large number of factors which affect the outcome of a particular flight. Many of them are encountered well before the pilot gets anywhere near the aircraft. -
NASA Technical Memorandum 102629
NASA Technical Memorandum 102629 QUALITATIVE EVALUATION OF A CONFORMAL VELOCITY VECTOR DISPLAY FOR USE AT HIGH ANGLES-OF-ATTACK IN FIGHTER AIRCRAFT DENISE R. JONES JAMES R. BURLEY II JUNE 1990 (NA_A-F_-10752_) .._tJALITATIVL i_VALLIATIjN I-!F A L.'_;_:,JPi,!,_.L V_Lr)CI'IV VLzfi[i!K ,..;[SPLAY l--,.}E US.'_- AT _IGH A_C, LzS-OF-ATTACK IN FIuHI-_H, AIRCRAFT (NASA) i1 D L;SCL Oi.r, National Aeronautics and Space Administration Langley Research Center Hampton, Virginia 23665-5225 SUMMARY A piloted simulation study has been conducted in the Langley Differential Maneuvering Simulator (DMS) to evaluate the utility of a display device designed to illustrate graphically and conformally the approximate location of a fighter aircraft's velocity vector. The display device consisted of two vertical rows of light- emitting diodes (LED's) located toward the center of the cockpit instrument panel, with one row of lights visible to the left of the control stick and the other row visible to the right of the control stick. The light strings provided a logical extension of the head-up display (HUD) velocity vector symbol at flight-path angles which exceeded the HUD field-of-view. Four test subjects flew a modified F/A-18 model with this display in an air-to-air engagement task against an equally capable opponent. Their responses to a questionnaire indicated that the conformal velocity vector information could not be used during the scenarios investigated due to the inability to visually track a target and view the lights simultaneously. INTRODUCTION During the course of fighter aircraft display format research, many pilots have expressed a desire to have the direction in which the aircraft is traveling (aircraft's velocity vector) presented in the cockpit. -
Dogfight History
Dogfight A dogfight or dog fight is a common term used to describe close-range aerial combat between military aircraft. The term originated during World War I, and probably derives from the preferred fighter tactic of positioning one's aircraft behind the enemy aircraft. From this position, a pilot could fire his guns on the enemy without having to lead the target, and the enemy aircraft could not effectively fire back. The term came into existence because two women fighting is called a catfight, and all early fighter pilots were men, hence dogfight. This subsequently obtained its revised folk etymology about two dogs chasing each other's tails.[citation needed] Modern terminology for aerial combat between aircraft is air-to-air combat and air combat maneuvering, or ACM. F-22 Raptors over Utah in their first official deployment, Oct. 2005, simulating a dogfight. History World War I Dogfighting emerged in World War I. Aircraft were initially used as mobile observation vehicles and early pilots gave little thought to aerial combat—enemy pilots at first simply exchanged waves. Intrepid pilots decided to interfere with enemy reconnaissance by improvised means, including throwing bricks, grenades and sometimes rope, which they hoped would entangle the enemy plane's propeller. This progressed to pilots firing hand-held guns at enemy planes. Once machine guns were mounted to the plane, either in a turret or higher on the wings of early biplanes, the era of air combat began. The Germans acquired an early air superiority due to the invention of synchronization gear in 1915. During the first part of the war there was no established tactical doctrine for air-to-air combat. -
Design, Analyses, and ,. Simulation Results
NASA Technical Paper 3446 _:i,2 _ .,/, ! High-Alpha Research Vehicle (HARV) Longitudinal Controller: Design, Analyses, and ,. Simulation Results Aaron J. Ostroff Langley Research Center • Hampton, Virginia Keith D. Hoffler ViGYAN, Inc. • Hampton, Virginia Melissa S. Proffitt Lockheed Engineering & Sciences Company • Hampton, Virginia :' National Aeronautics and Space Administration Langley Research Center • Hampton, Virginia 23681-0001 • : J July 1994 /: The use of trademarks or names of manufacturers in this i! report is for accurate reporting and does not constitute an official endorsement, either expressed or implied, of such products or manufacturers by the National Aeronautics and Space Administration. Acknowledgment The authors wish to acknowledge the following individuals who made important contributions to the research described in this paper: Philip W. Brown, Michael R. Phillips, and Robert A. Rivers, all from NASA Langley Research Center, who served as test pilots and provided ratings and insightful comments for the piloted simulation tasks. Michael D. Messina, Lockheed Engineering & Sciences Company, Hampton, VA, who maintained the nonlinear batch simulation and organized test cases for transportingreal-time code. Susan W. Carzoo, Unisys Corporation, who maintained the real- time software for the piloted simulation. Dr. Barton J. Bacon, NASA Langley Research Center, who constructed and tested the real-lt algorithms used for robustness analysis. John V. Foster, NASA Langley Research Center, who performed some engineering-test -
Unusual Attitudes and the Aerodynamics of Maneuvering Flight Author’S Note to Flightlab Students
Unusual Attitudes and the Aerodynamics of Maneuvering Flight Author’s Note to Flightlab Students The collection of documents assembled here, under the general title “Unusual Attitudes and the Aerodynamics of Maneuvering Flight,” covers a lot of ground. That’s because unusual-attitude training is the perfect occasion for aerodynamics training, and in turn depends on aerodynamics training for success. I don’t expect a pilot new to the subject to absorb everything here in one gulp. That’s not necessary; in fact, it would be beyond the call of duty for most—aspiring test pilots aside. But do give the contents a quick initial pass, if only to get the measure of what’s available and how it’s organized. Your flights will be more productive if you know where to go in the texts for additional background. Before we fly together, I suggest that you read the section called “Axes and Derivatives.” This will introduce you to the concept of the velocity vector and to the basic aircraft response modes. If you pick up a head of steam, go on to read “Two-Dimensional Aerodynamics.” This is mostly about how pressure patterns form over the surface of a wing during the generation of lift, and begins to suggest how changes in those patterns, visible to us through our wing tufts, affect control. If you catch any typos, or statements that you think are either unclear or simply preposterous, please let me know. Thanks. Bill Crawford ii Bill Crawford: WWW.FLIGHTLAB.NET Unusual Attitudes and the Aerodynamics of Maneuvering Flight © Flight Emergency & Advanced Maneuvers Training, Inc.