DOCSLIB.ORG

HOW ACCURATE IS NETTO? Stephen Du Pont Soaring Satiety of America SUMMARY the Historical Origin and General History of the Maccr

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
HOW ACCURATE IS NETTO? Stephen Du Pont Soaring Satiety of America SUMMARY the Historical Origin and General History of the Maccr HOW ACCURATE IS NETTO? Stephen du Pont Soaring Satiety of America SUMMARY The historical origin and general history of the MacCready vertical current total energy variometer (now termed "netto"), including its optimum airspeed selector ring are reviewed, and some later developments of it are discussed. Polars of three sailplanes of different spans are charted for straight and circling flight, then plotted to reveal their parabolic anomaly and the effect of circling flight sink rate. These effects are further analyzed for their influence on the transient compensation of netto variometers as well as the speed ring. Some other disturbances due to the quality of sailplane preparation and flight dynamics are listed. Conclusions are drawn about the problems to pilots from imperfect netto variometer compensation and its effect on the maximization of ground speed from the speed ring. A modification for improvements to the speed ring and computer is suggested. DISCUSSION Ideally a variometer would be "compensated" to eliminate needle deflec- tion resulting from speed changes so as to show only the vertical motion due to vertical air currents surrounding the glider. But the sailplane is an isolated energy system in which changing speed requires an exchange of its 247 I llllllllllIII I potential energy for kinetic energy, causing changes of altitude. Its drag forces also increase generally with airspeed squared, producing a parabolic variation of sink rate with airspeed (ref. 1). The pure total energy variometers are compensated through the change of dynamic pressure with airspeed which is converted by either a venturi (ref. 2), Braunschweig tube, etc., or an elastic bellows (ref. 3) to cancel the unwanted "stick thermal" coming from the zoom and dive maneuvers necessary to change speed in a glider. But they do not produce a fixed variometer needle with airspeed variations because of the drag force variation. Thus they leave some- thing to be desired. In 1949, Paul MacCready Jr. had disclosed his invention of the "speed ring" in a paper (ref. 4) read at the IAS-SSA meeting at Elmira while its author was busy winning the National Soaring Championship there. In 1954 MacCready first disclosed at the IAS-SSA meeting in New York his new "vertical current" variometer (ref. 1) today known as "netto" which more effectively than anything else known even today improved the "compensation" of sailplane variometers. At the same time it greatly simplified the use of the speed ring. The theory of the device was to leak a small calibrated flow of air proportional to V2 outwards through the variometer, causing it to add the sink rate for still air to the variometer indication. The result was to indicate the vertical air current rather than the climb or sink rate of the sailplane. MacCready pointed out that with this arrangement the speed ring now indicated directly the speed to fly, dispensing with "iteration", that is the need to chase the needle while bringing the sailplane speed to a number never quite stabilized on the ring by the variometer needle. Today it seems incomprehensible that the soaring world took twenty years to appreciate 248 the device which twenty five years later remains the best. It is perhaps natural that a meteorologist would be preoccupied with the measurements of vertical currents, but only one who was also a sailplane expert would have combined the need with the tool and come up with such an ultimate solution. There are several ways of plumbing the laminar leak (refs. 1, 3, and 5) used for the vertical current compensator to various total energy systems so as to produce the specified flow proportional to V2. MacCready had placed the leak between the pitot and the variometer capacity line since he had used a venturi type total energy compensator (ref. 2) which is connected outboard of the variometer static vent. This produces a pressure differential across the leak of twice the dynamic pressure, which we call Zq, where q = l/2 pV2, p being density. Thus, Ps + q - (q + Ps) = 2q, where Ps is the static pressure of the altitude of the sailplane. Because q contains V2 the pressure across the leak is proportional to V2 and the flow through a laminar leak is pro- portional to the pressure across it. In "SoaringW for 1975 (ref. 5) Don Ott's arrangement of the leak with a total energy venturi was described. He ran the netto leak from the capacity line to static pressure, and showed that cockpit pressure was close enough, so he left the leak simply open to the cockpit. Here the pressure across the leak is: P - (-4 + PSI = q S still giving the specified V2 pressure variation of MacCready. Where a bellows or diaphragm total energy compensator (ref. 3) is used which is driven by the difference of pitot pressure and the capacity (Burton, PZL, Schuemann etc.), the leak parallels the bellows and the pressure 249 differential is: ps+q-Ps=q 2 and again we have MacCready's V pressure variation. With the arrangement shown by MacCready, the capillary must be twice as long as with the other systems mentioned here. Reference to the 1975 Soaring article (ref. 5) will yield the formula for calculating the capillary. In 1954 the Ka-6 sailplane was three years in the future. But many modern sailplanes today incorporate camber changing flaps, broad drag bucket airfoils, and very rigid and smooth wing skins, and realize broad areas of laminar flow in the boundary layer. Still the shape of the polar is much as MacCready had described it: "approximately" and "fairly exactly" and "within a few inches per second" of parabolic, which means of course that the sink rate is nearly proportional to airspeed squared. It is nearly proportional, but not quite, as figures 4 to 6 herein show. Those are generally sharper curved at the low end than the parabola, that is the sink rate in that area is greater. The PIK does not show any droop at the fast end while l-26 and the AS-W 17 do show it. SCOPE AND LIMITS OF STUDY We investigate here specifically a) those netto errors, transient and steady, that come from the parabolic anomalies of some typical real world polars, b) those netto errors that are due to the variations from these straight flight polars that occur in banked circling flight, and c) errors from the netto speed ring. We do not go into some other errors due to 1) Flight off design altitude of variometers. 250 2) Transient variations in L/D from maneuvers causing accelerations that change the wing loading and from L/D changes caused by uncoordinated skidding or slipping. 3) Changes in L/D from wing loading variations due to weight of crew, equipment, ballast, center-of-gravity effect, etc. 4) L/D variations from flap position, aileron rig, aileron flap couplers, etc. 5) L/D variations coming from air leaks, ventilators, loose fairings and gear doors, etc. 6) Pitot static position and airspeed calibration errors. 7) Total energy probe and vent position errors from wing pressure field and wake, probe yaw and angle of attack errors, and uncoordinated skidding and slipping probe errors. 8) Plumbing hose length and capacity resistance in fittings, and hose pinch, restrictors, filters, electric damping, etc. as they affect variometer indication. 9) Dirty wings and skins, skin stress wrinkles, assymetrical ballast, etc. Such errors may or may not be transient, will be difficult to predict, detect, and measure, may be cumulative, and may have comparative values that are significant compared to the errors analyzed. In the light of the foregoing a knowledgeable pilot has a right to wonder about the reliability of his netto for finding better air as well as for the maximization of ground speed from the speed ring or computer. He may ask 251 1) How important is the effect of the parabolic anomaly of polars versus the true parabolic characteristics of the V2 driven leak? 2) If the variometer that is read in circling flight, and the speed ring set to it, is compensated according to a polar derived in straight flight (since this indicates too low a climb and sets the ring too low (slow), will this significantly affect'the maximization of ground speed? 3) If the speed ring that is derived for circling climb (no progress being made along course while climbing) is set during straightaway climb along course, this sets the ring too low (slow) (refs. 6 and 7). Does this affect the maximization of ground speed? 4) What are the effects of a mismatched leak to accomodate parabolic anomaly (it would be too short, too much flow) or one for the wrong sailplane or incorrect polar? (Capillary somewhat too short or too long.) 5) Is netto well enough compensated both for climb circling orstraightawa; so that it can be relied upon during small speed changes? To obtain answers to these questions we have considered polars of the 12- meter l-26 sailplane, the 15-meter PIK-20 and the 20-meter AS-W 17 (ref. 7). The polars have then been reworked by recalculating the slow ends for 40 and 50 degrees of banked turning (30 degrees has an insignificant effect) by the method of the Appendix (taken from ref. 8). (See figs. 1 to 3.) The results, including the noncircling polar, have been replotted with the sink rate against airspeed squared. When any parabola is so plotted, it is a straight line passing through the origin. This makes it easy to inspect the parabolic anomalies of the curves. True parabolic characteristics of netto leaks can be compared to polars. If the polar were parabolic and the leak matched it they would plot the same, as one straight line.
Load more

Recommended publications
  • 5.2 Drag Reduction Through Higher Wing Loading David L. Kohlman
    5.2 Drag Reduction Through Higher Wing Loading David L. Kohlman University of Kansas |ntroduction The wing typically accounts for almost half of the wetted area of today's production light airplanes and approximately one-third of the total zero-lift or parasite drag. Thus the wing should be a primary focal point of any attempts to reduce drag of light aircraft with the most obvious configuration change being a reduction in wing area. Other possibilities involve changes in thickness, planform, and airfoil section. This paper will briefly discuss the effects of reducing wing area of typical light airplanes, constraints involved, and related configuration changes which may be necessary. Constraints and Benefits The wing area of current light airplanes is determined primarily by stall speed and/or climb performance requirements. Table I summarizes the resulting wing loading for a representative spectrum of single-engine airplanes. The maximum lift coefficient with full flaps, a constraint on wing size, is also listed. Note that wing loading (at maximum gross weight) ranges between about 10 and 20 psf, with most 4-place models averaging between 13 and 17. Maximum lift coefficient with full flaps ranges from 1.49 to 2.15. Clearly if CLmax can be increased, a corresponding decrease in wing area can be permitted with no change in stall speed. If total drag is not increased at climb speed, the change in wing area will not adversely affect climb performance either and cruise drag will be reduced. Though not related to drag, it is worthy of comment that the range of wing loading in Table I tends to produce a rather uncomfortable ride in turbulent air, as every light-plane pilot is well aware.
    [Show full text]
  • Subsonic Aircraft Wing Conceptual Design Synthesis and Analysis
    View metadata, citation and similar papers at core.ac.uk brought to you by CORE provided by GSSRR.ORG: International Journals: Publishing Research Papers in all Fields International Journal of Sciences: Basic and Applied Research (IJSBAR) ISSN 2307-4531 (Print & Online) http://gssrr.org/index.php?journal=JournalOfBasicAndApplied --------------------------------------------------------------------------------------------------------------------------- Subsonic Aircraft Wing Conceptual Design Synthesis and Analysis Abderrahmane BADIS Electrical and Electronic Communication Engineer from UMBB (Ex.INELEC) Independent Electronics, Aeronautics, Propulsion, Well Logging and Software Design Research Engineer Takerboust, Aghbalou, Bouira 10007, Algeria [email protected] Abstract This paper exposes a simplified preliminary conceptual integrated method to design an aircraft wing in subsonic speeds up to Mach 0.85. The proposed approach is integrated, as it allows an early estimation of main aircraft aerodynamic features, namely the maximum lift-to-drag ratio and the total parasitic drag. First, the influence of the Lift and Load scatterings on the overall performance characteristics of the wing are discussed. It is established that the optimization is achieved by designing a wing geometry that yields elliptical lift and load distributions. Second, the reference trapezoidal wing is considered the base line geometry used to outline the wing shape layout. As such, the main geometrical parameters and governing relations for a trapezoidal wing are
    [Show full text]
  • F—18 Navy Air Combat Fighter
    74 /2 >Af ^y - Senate H e a r tn ^ f^ n 12]$ Before the Committee on Appro priations (,() \ ER WIIA Storage ime nts F EB 1 2 « T H e -,M<rUN‘U«sni KAN S A S S F—18 Na vy Air Com bat Fighter Fiscal Year 1976 th CONGRESS, FIRS T SES SION H .R . 986 1 SPECIAL HEARING F - 1 8 NA VY AIR CO MBA T FIG H TER HEARING BEFORE A SUBC OMMITTEE OF THE COMMITTEE ON APPROPRIATIONS UNITED STATES SENATE NIN ETY-FOURTH CONGRESS FIR ST SE SS IO N ON H .R . 9 8 6 1 AN ACT MAKIN G APP ROPR IA TIO NS FO R THE DEP ARTM EN T OF D EFEN SE FO R T H E FI SC AL YEA R EN DI NG JU N E 30, 1976, AND TH E PE RIO D BE GIN NIN G JU LY 1, 1976, AN D EN DI NG SEPT EM BER 30, 1976, AND FO R OTH ER PU RP OSE S P ri nte d fo r th e use of th e Com mittee on App ro pr ia tio ns SPECIAL HEARING U.S. GOVERNM ENT PRINT ING OFF ICE 60-913 O WASHINGTON : 1976 SUBCOMMITTEE OF THE COMMITTEE ON APPROPRIATIONS JOHN L. MCCLELLAN, Ark ans as, Chairman JOH N C. ST ENN IS, Mississippi MILTON R. YOUNG, No rth D ako ta JOH N O. P ASTORE, Rhode Island ROMAN L. HRUSKA, N ebraska WARREN G. MAGNUSON, Washin gton CLIFFORD I’. CASE, New Je rse y MIK E MANSFIEL D, Montana HIRAM L.
    [Show full text]
  • The Influence of Wing Loading on Turbofan Powered Stol Transports with and Without Externally Blown Flaps
    https://ntrs.nasa.gov/search.jsp?R=19740005605 2020-03-23T12:06:52+00:00Z NASA CONTRACTOR NASA CR-2320 REPORT CXI CO CNI THE INFLUENCE OF WING LOADING ON TURBOFAN POWERED STOL TRANSPORTS WITH AND WITHOUT EXTERNALLY BLOWN FLAPS by R. L. Morris, C. JR. Hanke, L. H. Pasley, and W. J. Rohling Prepared by THE BOEING COMPANY WICHITA DIVISION Wichita, Kans. 67210 for Langley Research Center NATIONAL AERONAUTICS AND SPACE ADMINISTRATION • WASHINGTON, D. C. • NOVEMBER 1973 1. Report No. 2. Government Accession No. 3. Recipient's Catalog No. NASA CR-2320 4. Title and Subtitle 5. Reoort Date November. 1973 The Influence of Wing Loading on Turbofan Powered STOL Transports 6. Performing Organization Code With and Without Externally Blown Flaps 7. Author(s) 8. Performing Organization Report No. R. L. Morris, C. R. Hanke, L. H. Pasley, and W. J. Rohling D3-8514-7 10. Work Unit No. 9. Performing Organization Name and Address The Boeing Company 741-86-03-03 Wichita Division 11. Contract or Grant No. Wichita, KS NAS1-11370 13. Type of Report and Period Covered 12. Sponsoring Agency Name and Address Contractor Report National Aeronautics and Space Administration Washington, D.C. 20546 14. Sponsoring Agency Code 15. Supplementary Notes This is a final report. 16. Abstract The effects of wing loading on the design of short takeoff and landing (STOL) transports using (1) mechanical flap systems, and (2) externally blown flap systems are determined. Aircraft incorporating each high-lift method are sized for Federal Aviation Regulation (F.A.R.) field lengths of 2,000 feet, 2,500 feet, and 3,500 feet, and for payloads of 40, 150, and 300 passengers, for a total of 18 point-design aircraft.
    [Show full text]
  • A High-Fidelity Approach to Conceptual Design John Thomas Watson Iowa State University
    Iowa State University Capstones, Theses and Graduate Theses and Dissertations Dissertations 2016 A high-fidelity approach to conceptual design John Thomas Watson Iowa State University Follow this and additional works at: https://lib.dr.iastate.edu/etd Part of the Aerospace Engineering Commons, and the Art and Design Commons Recommended Citation Watson, John Thomas, "A high-fidelity approach to conceptual design" (2016). Graduate Theses and Dissertations. 15183. https://lib.dr.iastate.edu/etd/15183 This Thesis is brought to you for free and open access by the Iowa State University Capstones, Theses and Dissertations at Iowa State University Digital Repository. It has been accepted for inclusion in Graduate Theses and Dissertations by an authorized administrator of Iowa State University Digital Repository. For more information, please contact [email protected]. A high-fidelity approach to conceptual design by John T. Watson A thesis submitted to the graduate faculty in partial fulfillment of the requirements for the degree of MASTER OF SCIENCE Major: Aerospace Engineering Program of Study Committee: Richard Wlezien, Major Professor Thomas Gielda Leifur Leifsson Iowa State University Ames, Iowa 2016 Copyright © John T. Watson, 2016. All rights reserved. ii TABLE OF CONTENTS Page LIST OF FIGURES ................................................................................................... iii LIST OF TABLES ..................................................................................................... v NOMENCLATURE .................................................................................................
    [Show full text]
  • Zap Flaps and Ailerons by TEMPLE N
    AER-56-5 Zap Flaps and Ailerons By TEMPLE N. JOYCE,1 DUNDALK, BALTIMORE, MD. The early history of the Zap development is covered, in­ been looked upon with more or less contempt. This was par­ cluding work done on the Flettner rotor plane in 1928. ticularly true during the boom days when everybody was using Because of phenomenal lift obtained by changes in flow a new engine and when landing speeds were thought of only in around a cylinder, investigations were begun on improving terms of getting into recognized airports. Three things have existing airfoils. This led to preliminary work on flapped occurred since then, however, that have again brought to the airfoils in the tunnel of New York University, and later its front the importance of low landing speed: First, a very distinct application to an Aristocrat cabin monoplane presented to realization that the public was afraid of aviation because of high the B/J Aircraft Corporation early in 1932. A chronological stalling speeds and the frequent crack-ups with serious conse­ record of the reactions of the personnel of the B/J organi­ quences. Second, the fact that increased high speeds could not zation to the Zap development is set forth, particularly be obtained without increasing still further high landing speeds the questions regarding lift and drag coefficients, effect unless some new aerodynamic development was brought into upon stability and balance, and the operating forces neces­ existence. Third, as speed ranges and wing loadings went up, sary to get the flaps down. The effectiveness of lateral takeoff run was increased and angle of climb decreased alarm­ control, particularly with regard to hinge moments and ingly.
    [Show full text]
  • 1. Check out Your Bird
    1. Check out your bird ➢ Where are the feet placed on the body? Measure L Range of values: 47% Hawaiian Petrel (Procellariidae) to Common Murre 74% (Alcidae) 1. Check out your bird ➢ Where are the feet placed on the body? Measure L Range of values: 42% Chicken (Phasianidae) to Western Greebe 100% (Podicipedidae) 1. Check out your bird ➢ What are the feet like ? Write a brief description and make a drawing ➢ What is the tarsus like ? Write a brief description of the cross-section shape (Note: use calipers to measure tarsus cross-section) Tarsus Ratio = Parallel to leg movement Perpendicular to leg movement Round (Wood 1993) Elliptical Tarsus Tarsus 1. Check out your bird Tarsus Ratio = Parallel to leg movement Perpendicular to leg movement Range of values: Values < 1.00 1.00 Black-winged Petrel 0.80 RFBO (Procellariidae) (Sulidae) to to BRBO Common Murre (Sulidae) 1.50 (Alcidae) 0.80 Tarso-metatarsus Section Ratio (Wood 1993) Major and minor axes (a and b) of one tarsus per bird measured with vernier calipers at mid- point between ankle and knee. Cross-section ratio (a / b) reflects the extent to which tarsus is laterally compressed. Leg Position vs Tarsus Ratio 80 COMU 70 BRBO 60 Leg Position SOTEBOPE 50 RFBOBWPE GWGU (% Body Length)(% Body HAPE 40 0.6 0.8 1.0 1.2 1.4 1.6 1.8 2.0 Tarsus Ratio 2. Make Bird Measurements ➢ Weight (to the closest gram): ➢ Lay out bird on its back and stretch the wings out. 2. Make Wing Measurements Wing Span = Wing Chord = Wing Aspect Ratio = Wing Loading = 2.
    [Show full text]
  • Wing Loading Is Basically the Relationship Between the Size of the Wing and the Rest of the Aircraft: the Total Mass of an Airplane Divided by the Area of the Wing
    Wing loading is basically the relationship between the size of the wing and the rest of the aircraft: the total mass of an airplane divided by the area of the wing. If an airplane has a larger wing area relative to its mass it will have a low wing loading. An aircraft with a high wing loading has a smaller wing area relative to its mass. The smaller wing bears more of the mass of the plane, so the load the wing must bear is higher. High wing loading: Faster aircraft typically have higher wing loadings than slower aircraft (think of the wings of a jet, as opposed to the wings on a passenger plane). As the airplane flies faster, it can increase the amount of lift generated by each unit of wing area. Increased wing loading also increases the distance required for takeoff and landing. Higher wing loading will also decrease the maneuverability of the airplane. DISCUSSION POINT Wing loading is not a concept exclusive to aircraft. The same basic principles apply to winged living organisms. It might be interesting to try calculating and comparing the wing load of an insect or bird. Low wing loading: Wing loading impacts the stalling speed of an aircraft (when there’s an insufficient amount of air traveling under the airplane’s wings to keep it up). Larger wings move more air, so an aircraft with a large wing area relative to its mass (low wing loading) will have a lower stalling speed. It will also be able to maneuver more easily, and take off and land at a lower speed.
    [Show full text]
  • America's Secret Migs
    THE UNITED STATES AIR FORCE SECRET COLD WAR TRAINING PROGRAM RED EAGLES America’s Secret MiGs STEVE DAVIES FOREWORD BY GENERAL J. JUMPER © Osprey Publishing • www.ospreypublishing.com RED EAGLES America’s Secret MiGs OSPREY PUBLISHING © Osprey Publishing • www.ospreypublishing.com CONTENTS DEDICATION 6 ACKNOWLEDGMENTS 7 FOREWORD 10 INTRODUCTION 12 PART 1 ACQUIRING “THE ASSETS” 15 Chapter 1: HAVE MiGs, 1968–69 16 Chapter 2: A Genesis for the Red Eagles, 1972–77 21 PART 2 LAYING THE GROUND WORK 49 Chapter 3: CONSTANT PEG and Tonopah, 1977–79 50 Chapter 4: The Red Eagles’ First Days and the Early MiGs 78 Chapter 5: The “Flogger” Arrives, 1980 126 Chapter 6: Gold Wings, 1981 138 PART 3 EXPANDED EXPOSURES AND RED FLAG, 1982–85 155 Chapter 7: The Fatalists, 1982 156 Chapter 8: Postai’s Crash 176 Chapter 9: Exposing the TAF, 1983 193 Chapter 10: “The Air Force is Coming,” 1984 221 Chapter 11: From Black to Gray, 1985 256 PART 4 THE FINAL YEARS, 1986–88 275 Chapter 12: Increasing Blue Air Exposures, 1986 276 Chapter 13: “Red Country,” 1987 293 Chapter 14: Arrival Shows, 1988 318 POSTSCRIPT 327 ENDNOTES 330 APPENDICES 334 GLOSSARY 342 INDEX 346 © Osprey Publishing • www.ospreypublishing.com DEDICATION In memory of LtCdr Hugh “Bandit” Brown and Capt Mark “Toast” Postai — 6 — © Osprey Publishing • www.ospreypublishing.com ACKNOWLEDGMENTS This is a story about the Red Eagles: a group of men, and a handful of women, who provided America’s fighter pilots with a level of training that was the stuff of dreams. It was codenamed CONSTANT PEG.
    [Show full text]
  • Long Distance/Duration Trajectory Optimization for Small Uavs
    Guidance, Navigation and Control Conference, August 16-19 2007, Hilton Head, South Carolina Long Distance/Duration Trajectory Optimization for Small UAVs Jack W. Langelaan∗ The Pennsylvania State University, University Park, PA 16802, USA This paper presents a system for autonomous soaring flight by small and micro unin- habited aerial vehicles. It combines a prediction of wind field with a trajectory planner, a decision-making block, a low-level flight controller and sensors such as Global Positioning System and air data sensors to enable exploitation of atmospheric energy using thermals, wave, and orographic lift or dynamic soaring. The major focus of this research is on exploiting orographic (i.e. slope or ridge) lift to enable long duration, long distance flights by a small autonomous uninhabited aerial vehicle (UAV). This paper presents a methodology to generate optimal trajectories that utilize the vertical component of wind to enable flights that would otherwise be impossible given the performance constraints of the UAV. A point mass model is used to model the aircraft and a polynomial function which includes both horizontal and vertical variations in wind speed is used to model the wind field. Both vehicle kinematic and minimum altitude constraints are included. Results for a test case (crossing the Altoona Gap in Pennsylvania’s Bald Eagle Ridge) are presented for both minimum time and maximum final energy trajectories. I. Introduction major limitation in developing practical small uninhabited aerial vehicles (uav) is the energy required Afor long-range, long endurance operations. Large aircraft such as the Global Hawk can remain on-station for 24 hours and can fly non-stop from the continental United States to Australia.
    [Show full text]
  • Design of a Business Jet
    Design of a Business Jet a project presented to The Faculty of the Department of Aerospace Engineering San José State University in partial fulfillment of the requirements for the degree Master of Science in Aerospace Engineering by Nicholas Dea August 2018 approved by Dr. Nikos Mourtos Faculty Advisor Chapter 1 Introductory Literature Review 1.1 Motivation Currently, there are several factors that contribute to the negative connotations that come with air travel. Some issues that are most often negatively associated with flying are personal space and safety. These issues are at the forefront of today’s topics as airlines are doing their best to maximize profits, while leaving passengers in the rear-view mirror. One example of a reduction in one’s personal space would be in the journal article presented by Govindaraju and Crossley [1]. In their observations and analysis, they determined that the most profitable travel for airlines were not on large passenger transports with maximized seating, but rather with smaller regional jets whom are able to fly shorter distances, yet make a higher number of trips between the destinations. Others may argue that a reduction in personal space may be a hinderance on emergency evacuations as the volume of passengers that must exit the plane in confined spaces will take considerably more time than fewer passengers in wider more open aisles and seats. Safety refers to a multitude of factors, for instance, security checkpoints as well as turbulence or airplane mechanical or technical issues. Safety is an issue as the public and those setting the regulations have a distance between the two as to what the objective of the security measures are meant for, as discussed in the article by David Caskey [2].
    [Show full text]
  • Page 1 PITCH-TO-FLY AS a SOARING TACTIC by Michael L
    PTTCH-TOFLY ASASOARING TACTIC by Michael L. Steinberger, Central Jersey Soaring Club, New Jersev, U.S.A ltL..nred.rt rh, \\I I )5 VCongrc-. U\ aldc. Tc,ns, llSA (laql) ABSTRACT pitch attitude by incrcasing rlle snrk rate. The calcula- nr- p-pFr rnlroJu.., ,r rt. I l, t. -flr tl,., r ! forelli lior. lr,-.ItpJ h.rc rnJ..rt. drJr ror., civen pit,tr cic,,r L,o* . oul.',v -oJr,, A .,t, ,i. .upforr, a ni. , ;. 'rirud-. llr i, rLdur t.uI in Jrripepd r".rlnro.r idcntr, Jt lo simple measxrcnrents, dcnionstraies that whitc pitcli lhe redu, lL r, ,,, -f.1d rn fl\ llru. dlrl ,rr5h I n., to fly.is a direct function of !,ariomeicr readin; and d.rr.rrLrr.r.' .t..rl rJr...IJw:rBto.,Jind.prl.tr lo wrnq lo..din6. rr r. e--ertr. ll\ IJFf, de,,t ut.,,ript.,r,r ' \ i- e. , r,r .rll) indutender r ,,r ., rtpt.,r! i D Ttrr J D Ll tl-cr morc.,.,n,tur;r.rmLitJlion,d,.mor-tr.rt.. ,rnplr. ror ru..rlrbr,Uori.rlrJrur e."l.Ul.,tronornitLtr. lh ,r c\ en urdpr, . nd ilro.F ot r,rp,a l\ \ Jryirrr trrr prr. t,- ro ll) i. ., Iv,i, rrng I,rd,ng,,nb..,n,t,pd r;"n) l,-ll\ .r:, .,,rr,. r, ld.ti. \reld,.r,,..."Llntr} .i...t. rrrcrrlt wrdr th-rt wmf ,,-rdrna whi.h,,r, wrthin l;r ot id-Jl rJr,.r llrx.Jti/.,.1;,.'p,, d. I l,{ /pro p^irtl ior ll,e pr', h .L .le , J b.
    [Show full text]