DOCSLIB.ORG

A Monthly Publication of Collins Model Aviators September 1999 Reminders

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
A Monthly Publication of Collins Model Aviators September 1999 Reminders A Monthly Publication of Collins Model Aviators September 1999 Reminders: • Next CMA meeting is Thursday September 2nd at the Martinson Sod Farm • CMA Family Fun Fly is on September 18th starting at noon In This Issue: President’s Column...................n 2 CMA Meeting Minutes.............s 6 Foam Wing Adventure .............7 CMA Flyers Fun Fly ................9 Part of the FlightLine at the August Word search............................h 12 CMA Flyers Fun Fly Heads Up, CMA Activities .....12 CMA Web Page Addresses: Collins Model Aviators http://bbs.cacd.rockwell.com/data/clubs/cma/ Academy of Model Aeronautics http://members.xoom.com/cma3257/ Charter Club #3257 plowed up. This could present another logistics problem in our flying proximity to the house and work shop. Something to think about for the next meeting. It won't be long and a big green windsock will be set up somewhere on the flying site. Thanks goes to Doug Emerson for taking the initiative in getting the sock hardware and nylon material put together. President's Column By Frank Gutierrez Sept. 2nd 5:45pm CMA MEETING at Martinson Sod Farm. This is the last flying site meeting for this year. You will be notified one-day prior of any change due to weather. The voice bulletin board will be updated with meeting information as well. (295-8888) Glen Aubrey came out to the field with his Press 3 then 4 for updates. powered Parasail Friday 20 August, to assist in The August Fun Fly turned out to be very good and the search of Chris Heald's lost LT-40. all had a great time participating and flying. I am Unfortunately the corn was too thick to spot the looking forward to the September Fun Fly and plane from the air. Glen enjoyed his flight would like to encourage all members to attend. Be anyway, as the air was nearly dead calm. sure to bring your families to the next event. The activities begin with a picnic and flying to follow. I was talking to Larry Martinson the other day and asked how things were going in regards to the CMA flying activity. Larry said everything was fine with one minor exception. The early morning flyers need to keep the planes away from the buildings and must not fly over or close to the horses. After looking over the field last Friday, the far north end looks like the best solution to early morning flying. As the time gets closer to the September fun fly, most if not all the sod we are flying off of now may be gone and we may have to relocate if the dirt is FlightLine September 1999 Page 2 Doug Emerson finely got to flight test his Midwest Ten to twelve feet later I gave the elevator a Citabria. I took the first flight and the plane tender nudge and the LT-40 gently lifted off its performed flawlessly. mains and began a slow scale like climb. The plane tracked strait out with no input from the ailerons. If I corrected for roll it was automatic and I don’t remember it. Trim: After the climb to a safe altitude where I could check trim, I set the plane at full throttle level flight. When I took my hands off the sticks it pitched up slightly. It took couple clicks down trim to level it out. It also had a slight turn to the right. I tried first to correct the roll with a rudder adjustment, then a combination of aileron and rudder. I ended up with one click left aileron and the rudder back in the neutral position. At this Well done Doug, on another fine airplane. point I hadn’t used the flaps or reflex-spoilers. I LT-40 FLIGHT TEST was concerned how the plane would behave with This has to be a record for stretching out an article required aileron trim adjustments in flight as the about one airplane. This particular plane initial mechanical setup was measured to get demonstrated unique handling characteristics and it uniform positioning. was hard to resist talking about it. So here I go…… Flight Performance: Ground Handling: The O.S. LA 46 is turning a Master Airscrew Initial taxi test as a tail dragger went better than I 11X6 prop. The motor idles superbly and has the had hoped. The plane tracked straight and turning right amount of power for this plane. The plastic was very smooth. It was almost like driving an R/C back plate was leaking until I coated the gasket car around. High-speed taxi test proved that it with hi temp silicon rubber. Now the engine bay doesn’t take long for the tail to come up and the is absolutely dry after every flight. On throttle up directional control response remained smooth. it chatters like it is about to vibrate apart. I Takeoff: learned later that this is common with this engine. The first takeoff was smoother than any I remember Many modelers on the news group say the with the exception of my old PT-17 Sterman. Again cylinder lining eventually peels on this engine as the plane tracked straight and barely required a well as the .40FX depending if it was a bad nudge of right rudder at the start. About 15 feet production run or not. The lining is nickel plated from the starting position the tail came up and the instead of chrome and may not be thick enough plane was riding on its mains. on some of the engines sold. I will keep an eye on this in the future. That will require taking the head off and inspecting the cylinder wall after a while. This plane is not a speed demon but certainly has enough power for its needs. Basic flight maneuvers were first tested to check how well the plane is aerodynamically balanced. Loops and rolls were very smooth in both high and low rate settings and the plane tracked straight through the maneuvers. Slow flybys also FlightLine September 1999 Page 3 proved to be rock solid. Stall tests were typical and with no surprises. The cruise speed didn’t seem its behavior was very predictable. to sacrifice much either. Next was the inverted flight test. Rolling the plane on its back was very Flaps: It was time for the flaps. The aircraft was throttled smooth. back at a safe altitude and the first 10° of flaps slowly extended then 25°. The plane slightly pitched down as expected and at full 40° flaps the plane slowed down to a crawl. The aileron response was not as crisp but functional. This is where the rudder in combination with ailerons is very useful in directional control. After a slow flyby, I throttled up and put the plane into a steep climb with flaps extended. The amounts of down pitch required was very little and pitch control quite sensitive. Yahoo! The trailing edge spoilers worked as advertised. A low inverted flyby at half throttle was very comfortable. I set the pitch and controlled altitude with throttle. This gave me extra pitch control if needed and the setup was very solid. Next came spins. To prove to myself that the spoiler function was really contributing to better flight performance, I attempted several spin Using rudder and elevator to keep the plane straight entries without the spoilers extended. Every spin and fly on the edge of stall, the LT-40 stayed inside with the neutral setting resulted in a spiral dive. the fence while climbing to a high altitude. I cut the Now I add spoilers…. WOW this plane can really engine to check out its glide performance with the spin. I was so exited that I had to do it three flaps extended and it floated down as if it was on a times so I knew it wasn’t a fluke. Next was the parachute. The landing was soft and gentle right in flat spin test. The CG is too far forward for this front of me. Taking off and landing with flaps was a one, oh well almost got everything I hoped for. delight as the plane demonstrated good STOL The flat spin configuration caused the plane to go capability. into a funny looking spiral dive. Not quite a spin but not quite a spiral either. On later flights I Reflex-Spoilers: tried more maneuvers to include the Snap roll, Time for flight two. With everything trimmed, I Cuban eight and the Lomcevak maneuver. concentrated on how changing the camber of the wing in the opposite direction would effect the flight performance of the LT-40. Since this is a flat- bottomed wing design, inverted flight and spins can be a bit more difficult. The first test was moving the trailing edge spoilers up in level flight and observing changes in flight attitude and performance. Because the trailing edges are up, aileron response goes down and is not as effective as when in the neutral or flap position. Level flight proved to be normal FlightLine September 1999 Page 4 have the elevator on high rates and flaps lowered for landing. We practiced a few approaches and quickly learned the best landing configuration for this plane. Lined up for final and setting pitch attitude The Lomcevak is a gyroscopic maneuver using the and power to fly on the back side of the power torque of the engine and forcing an unstable flight curve gave us absolute authority where and when condition causing the airplane to tumble. The first we wanted the plane to land.
Load more

Recommended publications
  • 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
    [Show full text]
  • 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.
    [Show full text]
  • 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
    [Show full text]
  • Fantasy Topgun Adven
    Fantasy TopGun Adventure Emile Niu Jan. 2002 As a boy, I first read about the F-14 Tomcat fighters from Reader's Digest. At times it seem so remote, I could only dream of being a fighter pilot. During mid-1990s, I participated in certain California flying clubs and learned about the news of civilian flying military jets. The news described a program organized by a company MiG, Etc., which put civilian in training and behind the stick of active Migs and Sukhoi fighters. The venture started in 1992 when an investment banker was striking a deal in Moscow found his way to the cockpit of a MiG fighter as a courtesy ride offered by local authority. He then commercialized the activity and marketed the program in the States. I found the fax number of this Florida Company from a Smithsonian magazine and decided to send inquiry to check out the details. It turned out the company was acquired by another party and was renamed "Incredible Adventures". I received fax leaflets on the details of the flights and six months later; I signed up for the program. It was October 1996, the afternoon weather a bit chili when I finally arrived in Sheremetyero, Moscow. It was a long flight from Hong Kong through transit in London. From the airport, the agent transferred me to Hotel Metropol (same hotel as the movie Dr. Zhivago) where I met James Weber, another TopGun wannabes. The next morning, James and I were transported to Zhukovsky Air Base, the formerly classified military area established during the Soviet era on the outskirts of Moscow as the research and development center of the aviation industry.
    [Show full text]
  • NEWSLETTER Volume 63 Issue 07 War-Birds Over Fredericksburg, VA
    DCRC Club Meeting Montgomery County DCRC Council building 100 Maryland Ave DCRC Club Meeting Rockville, MD PROGRAM: July 21, 2017 Andy Kane 7:30 PM Raffle: County Council Building Doug Hinken Rockville, MD NEWSLETTER Volume 63 Issue 07 War-Birds over Fredericksburg, VA. A special heritage flight with A-10 Thunderbolt (Warthog) and P-47 Thunderbolt (The Jug) Kwang Ko on the left with his Sky master A-10 and Andy Kane on the right with his CARF Model P-47 District of Columbia Radio Control Club Montgomery County Maryland AMA Chartered Club 329 Established 1951 DISTRICT OF COLUMBIA RADIO CONTROL CLUB Volume 63 Issue 07 Page 2 PRESIDENT: Jim McDaniel FMS 182 FROM BOX TO RUNWAY time anyhow. BY FRANK MARTIN V.P. Walt Gallaugher The stalling characteristic of this model is County Liaison: Jim McDaniel unique though, it will drop the right, starboard, BOARD OF DIRECTORS wing. The first time this happened to me it Andy Finizio The FMS Sky Trainer V2 is an inter- was a “WTF” type of moment, but as men- Jim Fisher mediate RC model that EVERYONE should tioned earlier this model is forgiving; it has Walt Gallaugher have! I have had four and the one on the pho- “stupid power” and more often than not you David Garrison tographs is my fourth and I am just as thrilled can recuperate, just make sure that there is Andy Kane with it as the very first one I had. It is forgiv- enough air between the bottom of the air plane Ed Leibolt ing and it is built strong enough to withstand and the ground.
    [Show full text]
  • Proceedings Atti 35Th INTERNATIONAL CONGRESS OF
    Proceedings Atti 35th INTERNATIONAL CONGRESS OF THE WORLD ASSOCIATION FOR THE HISTORY OF VETERINARY MEDICINE IV CONGRESSO ITALIANO DI STORIA DELLA MEDICINA VETERINARIA Nella stessa collana sono stati pubblicati i seguenti volumi: l - 1979 Infezioni respiratorie del bovino 2 - 1980 L’oggi e il domani della sulfamidoterapia veterinaria 3 - 1980 Ormoni della riproduzione e Medicina Veterinaria 4 - 1980 Gli antibiotici nella pratica veterinaria 5 - 1981 La leucosi bovina enzootica 6 - 1981 La «Scuola per la Ricerca Scientifica» di Brescia 7 - 1982 Gli indicatori di Sanità Veterinaria nel Servizio Sanitario Nazionale 8 - 1982 Le elmintiasi nell’allevamento intensivo del bovino 9 - 1983 Zoonosi ed animali da compagnia 10 - 1983 Le infezioni da Escherichia coli degli animali 11 - 1983 Immunogenetica animale e immunopatologia veterinaria 12 - 1984 5° Congresso Nazionale Associazione Scientifica di Produzione Animale 13 - 1984 Il controllo delle affezioni respiratorie del cavallo 14 - 1984 1° Simposio Internazionale di Medicina veterinaria sul cavallo da competizione 15 - 1985 La malattia di Aujeszky. Attualità e prospettive di profilassi nell’allevamento suino 16 - 1986 Immunologia comparata della malattia neoplastica 17 - 1986 6° Congresso Nazionale Associazione Scientifica di Produzione Animale 18 - 1987 Embryo transfer oggi: problemi biologici e tecnici aperti e prospettive 19 - 1987 Coniglicoltura: tecniche di gestione, ecopatologia e marketing 20 - 1988 Trentennale della Fondazione Iniziative Zooprofilattiche e Zootecniche di Brescia, 1956-
    [Show full text]
  • Modern Combat Aircraft (1945 – 2010)
    I MODERN COMBAT AIRCRAFT (1945 – 2010) Modern Combat Aircraft (1945-2010) is a brief overview of the most famous military aircraft developed by the end of World War II until now. Fixed-wing airplanes and helicopters are presented by the role fulfilled, by the nation of origin (manufacturer), and year of first flight. For each aircraft is available a photo, a brief introduction, and information about its development, design and operational life. The work is made using English Wikipedia, but also other Web sites. FIGHTER-MULTIROLE UNITED STATES UNITED STATES No. Aircraft 1° fly Pg. No. Aircraft 1° fly Pg. Lockheed General Dynamics 001 1944 3 011 1964 27 P-80 Shooting Star F-111 Aardvark Republic Grumman 002 1946 5 012 1970 29 F-84 Thunderjet F-14 Tomcat North American Northrop 003 1947 7 013 1972 33 F-86 Sabre F-5E/F Tiger II North American McDonnell Douglas 004 1953 9 014 1972 35 F-100 Super Sabre F-15 Eagle Convair General Dynamics 005 1953 11 015 1974 39 F-102 Delta Dagger F-16 Fighting Falcon Lockheed McDonnell Douglas 006 1954 13 016 1978 43 F-104 Starfighter F/A-18 Hornet Republic Boeing 007 1955 17 017 1995 45 F-105 Thunderchief F/A-18E/F Super Hornet Vought Lockheed Martin 008 1955 19 018 1997 47 F-8 Crusader F-22 Raptor Convair Lockheed Martin 009 1956 21 019 2006 51 F-106 Delta Dart F-35 Lightning II McDonnell Douglas 010 1958 23 F-4 Phantom II SOVIET UNION SOVIET UNION No.
    [Show full text]
  • Freefalcon5.0/Redviper Companionl
    for J.L.W. What you have is STILL a W.I.P. FF5.0 is by no means a “Finished Product”. Again, we would stress this point. Having taken into account the feedback from the Community, this release simply builds upon the previous release. The Team continues to rely upon the FreeFalcon Community, to ensure the development of FreeFalcon toward its full potential. Development of the FreeFalcon Graphics Engine continues, as does progress in all areas of the Simulation. Obviously, this release is NOT the “end” of development; just a further step in an unending process of tweaking and improvement. Once again, the Team very much looks forward to your input as we continue to to develop Falcon™ The FreeFalcon Team thanks you – the Community – for all of the valuable feedback which has allowed development to continue. We very much look forward to your continuing comments and observations. s. ii READ THIS This is an “Automated” Document. Most Pages are ACTIVE…! By clicking on the title icons, you will be taken directly to the selected page. You can return to the Contents of this document by clicking on various “Snakes” “Pictures” and “Icons” located at the bottom of many pages. For ease of Navigation, you should also use the BOOKMARKS Tab (to the left) About this Companion …………………………….. Yet another F.A.Q. …………………………….. Snail’s Slow Guide To Multiplayer M ULTIPLAYER Khronik’s Chronic MP For Dummies FreeFalcon Multi Miscellany RifleFighter’s TeamSpeak 3D Pits ………………………………………... It’s The ‘Pits….. BREVITY Codes …… Wild Red Yonder Weather FF5.0 Enhancements Carrier Ops Keystrokes Config Editor Cover shows screenshot from FreeFalcon/RedVIPER Israeli Theatre of Operations II Projects The Phantom The Tornado The LEGACY The Learning Centre AVIONICS Star Navigation Landing the F-16 Dual Terrain SKINNING Skins - 512 Vs 1024 ……… DewDog ’s War College …………………………..….
    [Show full text]
  • Computational Challenges in High Angle of Attack Flow Prediction
    Computational challenges in high angle of attack flow prediction a b b C Russell M. Cummings , James R. Forsythe , Scott A. Morton , Kyle D. Squires a Aerospace Engineering Department, California Polytechnic State University, San Luis Obispo, CA 93407, USA b Department of Aeronautics, United States Air Force Academy, USAF Academy, CO 80840, USA C Department of Mechanical and Aerospace Engineering, Arizona State University, Tempe, AZ 85287, USA Abstract Aircraft aerodynamics have been predicted using computational fluid dynamics for a number of years. While viscous flow computations for cruise conditions have become commonplace, the non-linear effects that take place at high angles of attack are much more difficult to predict. A variety of difficulties arise when performing these computations, including challenges in properly modeling turbulence and transition for vortical and massively separated flows, the need to use appropriate numerical algorithms if flow asymmetry is possible, and the difficulties in creating grids that allow for accurate simulation of the flowfield. These issues are addressed and recommendations are made for further improvements in high angle of attack flow prediction. Current predictive capabilities for high angle of attack flows are reviewed, and solutions based on hybrid turbulence models are presented. Contents I. Introduction 370 2. Computational challenges 372 2.1. Governing equation complexity 372 2.2. Turbulence modeling . 374 2.3. Transition modeling . 376 2.4. Flowfield asymmetry and algorithm symmetry. 377 2.5. Grid generation and density ..... 379 2.6. Numerical dissipation . 380 3. Computational results and future directions 381 4. Conclusions. 382 References. 383 1. Introduction * medium angle of attack 15pap30 (separated, symmetric rolled-up vortices, steady flow, non-linear Aircraft fly at a variety of incidence angles, depending lift variation); on their purpose and flight requirements.
    [Show full text]
  • Learning Pugachev's Cobra Maneuver for Tail-Sitter Uavs Using
    IEEE ROBOTICS AND AUTOMATION LETTERS. PREPRINT VERSION. ACCEPTED FEBRUARY, 2020 1 Learning Pugachev’s Cobra Maneuver for Tail-sitter UAVs Using Acceleration Model Wei Xu1, Fu Zhang1 Abstract—The Pugachev’s cobra maneuver is a dramatic and demanding maneuver requiring the aircraft to fly at extremely high Angle of Attacks (AOA) where stalling occurs. This paper considers this maneuver on tail-sitter UAVs. We present a simple yet very effective feedback-iterative learning position control structure to regulate the altitude error and lateral displacement during the maneuver. Both the feedback controller and the Fig. 1. The Pugachev’s Cobra Maneuver 2. iterative learning controller are based on the aircraft accel- eration model, which is directly measurable by the onboard Although there are a few prior work on the control of fixed- accelerometer. Moreover, the acceleration model leads to an wing UAVs in post-stall maneuvers, such as [7]–[9], none of extremely simple dynamic model that does not require any model identification in designing the position controller, greatly them directly cope with the Pugachev manuever. Another way simplifying the implementation of the iterative learning control. is to view this maneuver as a backward transition (from level Real-world outdoor flight experiments on the “Hong Hu” UAV, flight to vertical flight) immediately followed by a forward an aerobatic yet efficient quadrotor tail-sitter UAV of small-size, transition (from vertical flight to level flight). For the control are provided to show the effectiveness of the proposed controller. of the transition flight, a large number of researches could be found. In [10], three transition controllers were investigated I.
    [Show full text]
  • 2000-01-2100 Analysis of Aerobatic Flight Safety Using Autonomous Modeling and Simulation
    SAE TECHNICAL PAPER SERIES 2000-01-2100 Analysis of Aerobatic Flight Safety Using Autonomous Modeling and Simulation Ivan Y. Burdun Georgia Institute of Technology Oleg M. Parfentyev Siberian Aeronautical Research Institute Reprinted From: Proceedings of the 2000 Advances in Aviation Safety Conference (P-355) Advances in Aviation Safety Conference and Exposition Daytona Beach, Florida April 11-13, 2000 400 Commonwealth Drive, Warrendale, PA 15096-0001 U.S.A. Tel: (724) 776-4841 Fax: (724) 776-5760 The appearance of this ISSN code at the bottom of this page indicates SAE’s consent that copies of the paper may be made for personal or internal use of specific clients. This consent is given on the condition, however, that the copier pay a $7.00 per article copy fee through the Copyright Clearance Center, Inc. Operations Center, 222 Rosewood Drive, Danvers, MA 01923 for copying beyond that permitted by Sec- tions 107 or 108 of the U.S. Copyright Law. This consent does not extend to other kinds of copying such as copying for general distribution, for advertising or promotional purposes, for creating new collective works, or for resale. SAE routinely stocks printed papers for a period of three years following date of publication. Direct your orders to SAE Customer Sales and Satisfaction Department. Quantity reprint rates can be obtained from the Customer Sales and Satisfaction Department. To request permission to reprint a technical paper or permission to use copyrighted SAE publications in other works, contact the SAE Publications Group. All SAE papers, standards, and selected books are abstracted and indexed in the Global Mobility Database No part of this publication may be reproduced in any form, in an electronic retrieval system or otherwise, without the prior written permission of the publisher.
    [Show full text]
  • Predicting the Aerobatic Capabilities of Marginally Aerobatic Airplanes Bernardo Malfitano – Understandingairplanes.Com EAA Airventure Oshkosh 2018
    Predicting the Aerobatic Capabilities of Airplanes – EAA Oshkosh 2018 © Bernardo Malfitano Predicting the Aerobatic Capabilities of Marginally Aerobatic Airplanes Bernardo Malfitano – UnderstandingAirplanes.com EAA AirVenture Oshkosh 2018 Understanding Airplanes . com 1 Predicting the Aerobatic Capabilities of Airplanes – EAA Oshkosh 2018 © Bernardo Malfitano Bernardo Malfitano Academic • B.S. Mechanical Engr., Stanford University • M.S. Mechanical Engr., Columbia University Elective courses, lab work, and research topics included airplane design, aerodynamics, control systems, and propulsion Hobbies. • Articles and photos on various aviation magazines, websites, & books, since 2003 • Pilot, RV‐6 owner. 1st solo: 2009 1st aerobatic solo: 2012 1st flight to Oshkosh: 2014 Professional. • Boeing Commercial Aviation Services (Fleet support, structural analysis of repairs, maintenance planning); Long Beach: 2007‐2008 • BCA Structural Damage Technology (Fatigue & Fracture Mechanics allowables testing and analysis methods development); Everett: 2009‐2018 • BCA Airplane Configuration & Integration (Product Development); Harbour Pointe: 2018‐Present Understanding Airplanes . com 2 Predicting the Aerobatic Capabilities of Airplanes – EAA Oshkosh 2018 © Bernardo Malfitano Notes • All images are © their respective owners. • All opinions expressed here are my own. I do not represent my employer, the FAA, or the EAA. • A video of me delivering this talk can be found at https://www.youtube.com/channel/UCh7C3C5hKAVZR0SCPhECrMQ • A paper that describes these physics principles in more detail is at https://www.understandingairplanes.com/Aerobatics-Analysis.pdf Understanding Airplanes . com 3 Predicting the Aerobatic Capabilities of Airplanes – EAA Oshkosh 2018 © Bernardo Malfitano Disclaimers • I am not an FAA‐certified instructor, or a test pilot! • This is purposefully kept at a high‐school level: For students, non‐engineers, and EAA members ;] • This talk is about what is physically possible, not what is safe, legal, or advisable.
    [Show full text]