2000-01-2100 Analysis of Aerobatic Flight Safety Using Autonomous Modeling and Simulation
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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. -
Circular Administration
Advisory US.Depanment 01 Tronsporlolion Federal Aviation Circular Administration Subject: A HAZARD IN AEROBATICS: Date: 2/28/84 At No: 91-61 EFFECTS OF G-FORCES ON PILOTS Initiated by: AFO- 800 ; Change: AAM-500; AAC-100 1. PURPOSE. Because aerobatic flying subjects pilots to gravitational effects (G's) that can impair their ability to safely operate the aircraft, pilots who engage in aerobatics, or those who would take up such activity, should understand G's and some of their physiological effects. This circular provides background information on G's, their effect on the human body, and their role in safe flying. Suggestions are offered for avoiding problems caused by accelerations encountered in aerobatic maneuvers. 2. BACKGROUND. Aerobatic flying demands the best of both aircraft and pilot. The aircraft must be highly maneuverable, yet tolerant of G-loads. The pilot must possess skill and physiological stamina. He or she must be daring, yet mindful of the aircraft's limitations as well as his or her own. Federal Aviation Administration (FAA) Advisory Circular No. 91-48, "Acrobatics-Precision Flying with a Purpose," dated June 29, 1977, discusses some of the airworthiness and operational aspects of aerobatics, but does not consider biomedical factors. The most important of these biomedical factors is the pilot's response to accelerations (or G-loading). The major physiological effects of G-loaaing vary from reduced vision to loss of consciousness. The pilot who understands these effects will be better able to cope with them so that he or she can continue the sport of aerobatic flying. J. -
Stearman Aerobatics
( SFA'OUIFI" OCIOBEF1990 3 AEROBATICS U.S.NAVY Fep ntedlbm: U.S.NAVY PRIMARY FLIGHT TFAINING MANUAL 1 Juy, I945 NAVALAIF TRAINING COMMAND CHIEFOF NAVALAIB PRIMAFYIFAINING o sFA 'OUrFrr'. @TOAEB1990 5 AEROBATICS Import it Regsrdl6 oI sherhd o! not . part.llar manelver lsdecrib€d in th€ lollowlngp!s.i you aE to prc. Youare now !e.dy lor rhar shse in yrlr tEinlnsas a Nav.l dc. only thosemaneuveB d€m6nst6i.d .nd p@scdbedby Aviarlor rowad {hlch you have been lookins loMad wlrh you LndrucrorIn rh2 oda preserr€dby ih€ syllabus keenanricLp,rion, p€rhars nor unmix€dwih 5omeI€€tinqs ot AII .ercb.ric d|l be comDl.r..l !r lad 2,0lr0 f€€r missrvlns.Uk€ manybclore you, 9ou are piobably wondelhg sherhff or nor you can \ak€ i1" ai dre same6me |rboilng Tl ! L nor h.nated .ldtud€ trt .cr!.I .ldtude uider rhedelusionrhanh?maitolasood pilor b hcsktllh aeob.hca $e aE,e'. ol .ou6e. is rhai you qtn be .bl. to "rake ",bu|h? querion$ltbe lnethsornoryouon "h-ue I Yourel€ry b€ll lr sh@ld b. lan.ned snugly.bur mr b Ll" T@ rony c.d?a helore ylo hde (fie ro Ei.t in C r.se, rsh& d ro inrerl€e s h yor les @€m€nis. Ah. simplybea u.e rheyrs'e tanied aky" birthdr entolnenr ol ch4* rh€ shouldq h.66 aerob.rt and r d6n€ ro bercm€ aerbaric expds Tiey 2 Be €@ nor akn in l@kjns lor dhq airEft in your nesleded rh€ prc.kion ert iirrodlc€d i. -
National Transportation Safety Board Aviation Accident Final Report
National Transportation Safety Board Aviation Accident Final Report Location: RANCHO MURIETA, CA Accident Number: LAX88FA015 Date & Time: 10/15/1987, 1528 PDT Registration: N121FJ Aircraft: DASSAULT-BREGUET DA 10 Aircraft Damage: Destroyed Defining Event: Injuries: 3 Fatal Flight Conducted Under: Part 91: General Aviation - Positioning Analysis THE ACFT FLEW TO THE ARPT FOR A SALES DEMO FLT. THE CREW BOARDED THE ACFT AND TAXIED OUT FOR DEP. WITNESSES, INCLUDING TWO PLTS WITH AEROBATIC EXP, WATCHED THE ACFT DEP, MAKE A LEFT TRAFFIC PATTERN AND DO A LOW FLY-BY DOWN THE RWY. AT THE DEP END OF THE RWY, THE ACFT PITCHED UP INTO A STEEP CLIMB. AT 600 FT AGL, THE ACFT ENTERED A LEFT AILERON ROLL, WHICH THE WITNESSES SAID WAS 'SMOOTH, COORDINATED AND WITH THE NOSE ON THE POINT.' AT THE INVERTED POINT OF THE ROLL, THE ROLL CHANGED FROM AN AILERON TO A BARREL ROLL. ONE PILOT WITNESS SAID THAT IT APPEARED THE 'CREW LOST IT AT THE TOP' AND THAT THE CREW 'HELD THE BACK PRESSURE TOO LONG AT THE TOP.' AT THE 270 DEG POINT OF THE ROLL, THE ACFT WAS SEEN TO 'FALL OUT' OR 'DISH OUT' OF THE ROLL; IT RECOVERED TO WINGS LEVEL FLT AT ABOUT 100 FT AGL IN A VERY NOSE HIGH ATTITUDE SETTLING INTO THE GROUND WITH A HIGH VERTICAL DESCENT RATE. NO PREIMPACT ENG OR CONTROL SYSTEM MALFUNCTIONS WERE FOUND. Probable Cause and Findings The National Transportation Safety Board determines the probable cause(s) of this accident to be: IN FLIGHT LOSS OF CONTROL BY THE PILOT FLYING WHILE PERFORMING AN INTENTIONAL LOW LEVEL AEROBATIC MANEUVER. -
Sportsman Sequence but Sequence
SPORT MARCH 2011 OFFICIALFICIAL MAGAZINEMA NENE ofof thet INTERNATIONALN TION AEROBATIC CLUB • First Japanese How to Fly the Contest SPORTSMAN •Cheap Acro SEQUENCE Drive one. 2011 Ford Mustang All Legend, No Compromise The Privilege of Partnership The legendary 5.0L V8 returns to the Mustang GT, delivering 412 HP EAA members are eligible for special pricing on Ford Motor Company and 26 MPG. The 3.7L V6 boasts 305 HP and 31 MPG – new standards vehicles through Ford’s Partner Recognition Program. To learn more in the class! on this exclusive opportunity for EAA members to save on a new Ford vehicle, please visit www.eaa.org/ford. State-of-the-art technology includes: Twin-Independent Variable Cam Timing (Ti-VCT), SYNC in-car connectivity, and AdvanceTrac electronic stability control. VEHICLE PURCHASE PLAN OFFICIAL MAGAZINE of the INTERNATIONAL AEROBATIC CLUB Vol. 40 No.3 March 2011 A PUBLICATION OF THE INTERNATIONAL AEROBATIC CLUB CONTENTS “Somebody said, “Well, they met a black bear when they were making the corner markers. Maybe it’s true. ” Yuichi Tagaki FEATURES 06 Flying the 2011 Sportsman Known John Morrisey 18 Full Circle Dave Watson 22 Cheap Acro Will Tyron 28 Japan’s First Contest Cutting acro out of the jungle Yuichi Takagi COLUMNS 03 / President’s Page Doug Bartlett DEPARTMENTS 02 / Letter From the Editor 04 / Sun ‘n Fun Speakers 26 / 2010 Regional Results THE COVER 30 / Contest Calendar and Advertisers Index Photo by Laurie Zaleski. 31 / FlyMart and Classifieds PHOTOGRAPHY COURTESY YUICHI TAGAKI REGGIE PAULK COMMENTARY / EDITOR’S LOG OFFICIAL MAGAZINE of the INTERNATIONAL AEROBATIC CLUB PUBLISHER: Doug Bartlett IAC MANAGER: Trish Deimer EDITOR: Reggie Paulk SENIOR ART DIRECTOR: Phil Norton DIRECTOR OF PUBLICATIONS: Mary Jones COPY EDITOR: Colleen Walsh CONTRIBUTING AUTHORS: Doug Bartlett John Morrissey Reggie Paulk Yuichi Tagaki Will Tyron Dave Watson IAC CORRESPONDENCE International Aerobatic Club, P.O. -
DCS: Su-27 Flanker Flight Manual
[SU-27] DCS DCS: Su-27 Flanker Eagle Dynamics i Flight Manual DCS [SU-27] DCS: Su-27 for DCS World The Su-27, NATO codename Flanker, is one of the pillars of modern-day Russian combat aviation. Built to counter the American F-15 Eagle, the Flanker is a twin-engine, supersonic, highly manoeuvrable air superiority fighter. The Flanker is equally capable of engaging targets well beyond visual range as it is in a dogfight given its amazing slow speed and high angle attack manoeuvrability. Using its radar and stealthy infrared search and track system, the Flanker can employ a wide array of radar and infrared guided missiles. The Flanker also includes a helmet-mounted sight that allows you to simply look at a target to lock it up! In addition to its powerful air-to-air capabilities, the Flanker can also be armed with bombs and unguided rockets to fulfil a secondary ground attack role. Su-27 for DCS World focuses on ease of use without complicated cockpit interaction, significantly reducing the learning curve. As such, Su-27 for DCS World features keyboard and joystick cockpit commands with a focus on the most mission critical of cockpit systems. General discussion forum: http://forums.eagle.ru ii [SU-27] DCS Table of Contents INTRODUCTION ........................................................................................................... VI SU-27 HISTORY ............................................................................................................. 2 ADVANCED FRONTLINE FIGHTER PROGRAMME ......................................................................... -
Chris Larson Soaring Over Michigan the “Remote” Instructor Bronze Badge Process Nutmeg Open House Ad
May, 2017 THE OFFICIAL PUBLICATION OF THE WOMEN SOARING PILOTS ASSOC. www.womensoaring.org IN THIS ISSUE PAGE 2 Badges June is WSPA dues’ renewal month President’s note Please pay on time From the Editor PAGE 4 Welcome new members Meet Chris Larson Virginia Gallenberger PAGE 5 My first solo WSPA committees PAGE 6 Famous women pilots: Melitta Schiller PAGE 7 100 years old woman celebrates her 100th birthday.. PAGE 8 Winter Soaring..Arizona Winter Soaing...Namibia This and That PAGE 9 NSM letter Shattered Dream A POH cannot be read too many times PAGE 10 Chris Larson soaring over Michigan The “remote” instructor Bronze Badge Process Nutmeg Open House ad PAGE 11 2017 WSPA Seminar page 2 May 2017 THE WOMEN SOARING PILOTS Badges ASSOCIATION (WSPA) WAS (reported through May 2017 A Badge FOUNDED IN 1986 AND IS Coleen Cameron, CO AFFILIATED WITH THE SOARING C Badge Maryam Ali, VA SOCIETY OF AMERICA Coleen Cameron, CO BOARD B Badge Mary Rust ,President Coleen Cameron, CO From the Editor 26630 Garret Ryan Ct. Recently, I got an e-mail from one of our members inquir- Hermet, CA 92544-6733 President’s Note ing why we need separate Charlotte Taylor, Vice President women contests or listing women Your newly elected WSPA Board Mem- 4206 JuniataSt. records separately. This also falls bers are off to a great start working on a St. Louis, MO 63116 into the category ‘why are there variety of projects! Though we have been so few women in aviation and in working on line together for 4 months, Joan Burn, Secretary soaring especially?’ WSPA and many of us have not met each other face 212 Marian Ct. -
Selig-2014-Jofac-Fli
JOURNAL OF AIRCRAFT Vol. 51, No. 6, November–December 2014 Real-Time Flight Simulation of Highly Maneuverable Unmanned Aerial Vehicles Michael S. Selig∗ University of Illinois at Urbana–Champaign, Urbana, Illinois 61801 DOI: 10.2514/1.C032370 This paper focuses on full six degree-of-freedom aerodynamic modeling of small unmanned aerial vehicles at high angles of attack and high sideslip in maneuvers performed using large control surfaces at large deflections for aircraft with high thrust-to-weight ratios. Configurations, such as this, include many of the currently available propeller- driven radio-controlled model airplanes that have control surfaces as large as 50% chord, deflections as high as 50 deg, and thrust-to-weight ratios near 2∶1. Airplanes with these capabilities are extremely maneuverable and aerobatic, and modeling their aerodynamic behavior requires new thinking because using traditional stability- derivative methods is not practical with highly nonlinear aerodynamic behavior and coupling in the presence of high prop-wash effects. The method described outlines a component-based approach capable of modeling these extremely maneuverable small unmanned aerial vehicles in a full six degree-of-freedom real-time environment over the full 180 deg range in angle of attack and sideslip. Piloted flight-simulation results for four radio-controlled/unmanned- aerial-vehicle configurations having wingspans in the range from 826 mm (32.5 in.) to 2540 mm (100 in.) are presented to highlight the results of the high-angle aerodynamic modeling approach. Maneuvers simulated include tailslides, knife-edge flight, high-angle upright and inverted flight, rolling maneuvers at high angle, and an inverted spin of a biplane. -
22. Maneuvering at High Angle and Rate
12/3/18 Maneuvering at High Angles and Angular Rates Robert Stengel, Aircraft Flight Dynamics MAE 331, 2018 Learning Objectives • High angle of attack and angular rates • Asymmetric flight • Nonlinear aerodynamics • Inertial coupling • Spins and tumbling Flight Dynamics 681-785 Airplane Stability and Control Chapter 8 Copyright 2018 by Robert Stengel. All rights reserved. For educational use only. http://www.princeton.edu/~stengel/MAE331.html 1 http://www.princeton.edu/~stengel/FlightDynamics.html Tactical Airplane Maneuverability • Maneuverability parameters – Stability – Roll rate and acceleration – Normal load factor – Thrust/weight ratio – Pitch rate – Transient response – Control forces • Dogfights – Preferable to launch missiles at long range – Dogfight is a backup tactic – Preferable to have an unfair advantage • Air-combat sequence – Detection – Closing – Attack – Maneuvers, e.g., • Scissors • High yo-yo – Disengagement 2 1 12/3/18 Coupling of Longitudinal and Lateral-Directional Motions 3 Longitudinal Motions can Couple to Lateral-Directional Motions • Linearized equations have limited application to high-angle/high-rate maneuvers – Steady, non-zero sideslip angle (Sec. 7.1, FD) – Steady turn (Sec. 7.1, FD) – Steady roll rate " F FLon % F = $ Lon Lat−Dir ' $ FLat−Dir F ' # Lon Lat−Dir & Lon Lat−Dir FLat−Dir , FLon ≠ 0 4 2 12/3/18 Stability Boundaries Arising From Asymmetric Flight Northrop F-5E NASA CR-2788 5 Stability Boundaries with Nominal Sideslip, βo, and Roll Rate, po NASA CR-2788 6 3 12/3/18 Pitch-Yaw Coupling Due To Steady -
Seeds of Armageddon -1.Pdf
1 | The Seeds of Armageddon Copyright 2012 Kerry Plowright. All rights reserved. No part of this publication may be reproduced, stored in a retrieval system, or transmitted in any form or by any means, electronic, mechanical, photocopying, recording or otherwise, without the prior permission of the author. 11 North Point Avenue, Kingscliff NSW 2487, Australia The right of Kerry Plowright to be identified as the author of this work has been asserted in accordance with sections 77 and 78 of the Copyright, Designs and Patents Act 1988. All the characters in the book are fictitious, and any resemblance to actual persons, living or dead, is purely coincidental. © Kerry Plowright 2012 2 | The Seeds of Armageddon © Kerry Plowright 2012 3 | The Seeds of Armageddon FORWARD For those interested in aviation, featured in this book is RAAF F‐111 A8‐272 ‐ aka the Bone Yard Wrangler and A8‐277 nick named Double Trouble. They b oth served with the 380th Bomb Wing SAC Plattsburg AFB before being sent to an Arizona boneyard. In 1994 they were rescued by the RAAF and soldiered on until 2010 mostly out of Amberely in Queensland. Once again they were retired and supposedly cut up for scrap or [put on static display (So everyone thought). What actually happened is a different story. Several airfra mes did become gate post decorations and many were scrapped, but not all of them. Wrangler, Double Trouble and a handful of other airframes went somewhere else – along with a bunch of others fr om the Arizonas desert. F‐111G, A8‐272 the ‘Boneyard Wrangler’, as far the public are aware, is on display at the RAAF Museum at Point Cook near Melbourne. -
Modeling Propeller Aerodynamics and Slipstream Effects on Small Uavs
AIAA Atmospheric Flight Mechanics 2010 Conference 2010-7938 2-5 Aug 2010, Toronto, Ontario, Canada Modeling Propeller Aerodynamics and Slipstream Effects on Small UAVs in Realtime Michael S. Selig∗ University of Illinois at Urbana-Champaign, Urbana, IL 61801, USA This paper focuses on strong propeller effects in a full six degree-of-freedom (6- DOF) aerodynamic modeling of small UAVs at high angles of attack and high sideslip in maneuvers performed using large control surfaces at large deflections for aircraft with high thrust-to-weight ratios. For such configurations, the flight dynamics can be dominated by relatively large propeller forces and strong propeller slipstream effects on the downstream surfaces, e.g., wing, fuselage and tail. Specifically, the propeller slipstream effects include propeller wash flow speed effects, propeller wash lag in speed and direction, flow shadow effects and several more that are key to capturing flight dynamics behaviors that are observed to be common to high thrust-to-weight ratio aircraft. The overall method relies on a component-based approach, which is discussed in a companion paper, and forms the foundation of the aerodynamics model used in the RC flight simulator FS One. Piloted flight simulation results for a small RC/UAV configuration having a wingspan of 1765 mm (69.5 in) are presented here to highlight results of the high-angle propeller/aircraft aerodynamics modeling approach. Maneuvers simulated include knife-edge power-on spins, upright power-on spins, inverted power-on pirouettes, hovering maneuvers, and rapid pitch maneuvers all assisted by strong propeller-force and propeller-wash effects. For each case, the flight trajectory is presented together with time histories of aircraft state data during the maneuvers, which are discussed. -
Ministry of Defence Acronyms and Abbreviations
Acronym Long Title 1ACC No. 1 Air Control Centre 1SL First Sea Lord 200D Second OOD 200W Second 00W 2C Second Customer 2C (CL) Second Customer (Core Leadership) 2C (PM) Second Customer (Pivotal Management) 2CMG Customer 2 Management Group 2IC Second in Command 2Lt Second Lieutenant 2nd PUS Second Permanent Under Secretary of State 2SL Second Sea Lord 2SL/CNH Second Sea Lord Commander in Chief Naval Home Command 3GL Third Generation Language 3IC Third in Command 3PL Third Party Logistics 3PN Third Party Nationals 4C Co‐operation Co‐ordination Communication Control 4GL Fourth Generation Language A&A Alteration & Addition A&A Approval and Authorisation A&AEW Avionics And Air Electronic Warfare A&E Assurance and Evaluations A&ER Ammunition and Explosives Regulations A&F Assessment and Feedback A&RP Activity & Resource Planning A&SD Arms and Service Director A/AS Advanced/Advanced Supplementary A/D conv Analogue/ Digital Conversion A/G Air‐to‐Ground A/G/A Air Ground Air A/R As Required A/S Anti‐Submarine A/S or AS Anti Submarine A/WST Avionic/Weapons, Systems Trainer A3*G Acquisition 3‐Star Group A3I Accelerated Architecture Acquisition Initiative A3P Advanced Avionics Architectures and Packaging AA Acceptance Authority AA Active Adjunct AA Administering Authority AA Administrative Assistant AA Air Adviser AA Air Attache AA Air‐to‐Air AA Alternative Assumption AA Anti‐Aircraft AA Application Administrator AA Area Administrator AA Australian Army AAA Anti‐Aircraft Artillery AAA Automatic Anti‐Aircraft AAAD Airborne Anti‐Armour Defence Acronym