Maneuver Descriptions
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Evaluation of Fighter Evasive Maneuvers Against Proportional Navigation Missiles
TURKISH NAVAL ACADEMY NAVAL SCIENCE AND ENGINEERING INSTITUTE DEPARTMENT OF COMPUTER ENGINEERING MASTER OF SCIENCE PROGRAM IN COMPUTER ENGINEERING EVALUATION OF FIGHTER EVASIVE MANEUVERS AGAINST PROPORTIONAL NAVIGATION MISSILES Master Thesis REMZ Đ AKDA Ğ Advisor: Assist.Prof. D.Turgay Altılar Đstanbul, 2005 Copyright by Naval Science and Engineering Institute, 2005 CERTIFICATE OF COMMITTEE APPROVAL EVALUATION OF FIGHTER EVASIVE MANEUVERS AGAINST PROPORTIONAL NAVIGATION MISSILES Submitted in partial fulfillment of the requirements for degree of MASTER OF SCIENCE IN COMPUTER ENGINEERING from the TURKISH NAVAL ACADEMY Author: Remzi Akda ğ Defense Date : 13 / 07 / 2005 Approved by : 13 / 07 / 2005 Assist.Prof. Deniz Turgay Altılar (Advisor) Prof. Ercan Öztemel (Defense Committee Member) Assoc.Prof. Coşkun Sönmez (Defense Committee Member) ABSTRACT (TURKISH) SAVA Ş UÇAKLARININ ORANTISAL SEY ĐR YAPAN GÜDÜMLÜ MERM ĐLERDEN SAKINMA MANEVRALARININ DE ĞERLEND ĐRĐLMES Đ Anahtar Kelimeler : Orantısal seyir, sakınma manevraları, aerodinamik kuvvetler Bu tezde, orantısal seyir adı verilen güdüm sistemiyle ilerleyen güdümlü mermilere kar şı uçaklar tarafından icra edilen sakınma manevralarının etkinli ği ölçülmü ş, farklı güdümlü mermilerden kaçı ş için en uygun manevralar tanımlanmı ştır. Uçu ş aerodinamikleri, matematiksel modele bir temel oluşturmak amacıyla sunulmu ştur. Bir hava sava şında güdümlü mermilerden sakınmak için uçaklar tarafından icra edilen belli ba şlı manevraların matematiksel modelleri çıkarılıp uygulanılmı ş, görsel simülasyonu gerçekle ştirilmi ş ve bu manevraların de ğişik ba şlangıç de ğerlerine göre ba şarım çözümlemeleri yapılmıştır. Güdümlü mermi-uçak kar şıla şma senaryolarında güdümlü merminin terminal güdüm aşaması ele alınmı ştır. Gerçekçi çözümleme sonuçları elde edebilmek amacıyla uçu ş aerodinamiklerinin göz önüne alınmasıyla elde edilen yönlendirme kinematiklerini içeren geni şletilmi ş nokta kütleli uçak modeli kullanılmı ştır. -
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. -
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. -
Flying with an ACE
Center Spread: WACO MYSTERY SHIP WORLD $4.95A U.S./$6.95IRSHOW CAN. NEWSMarch/April 2008 Flying with an ACE • Who’s da (Air) Boss? • Wingwalking: Never! • The Starfighters Jet Team3 • 2008 Al Ain Aerobatic Show ... and Lots More! www.airshowmag.com World Airshow News 1 FLYING WITH AN ACE Greg Koontz & Sky Country Lodge By Jeff Parnau I’ve flown with Greg Koontz a number of times. He took me up in the Pitts Model 12 a few years ago – a beast of an airplane with a ra- dial engine that turns “the wrong way.” I give him a ride in my Cirrus. And I was in his Piper Cub for a landing on a moving pickup truck. In late 2007, I decided it was time to get a bit more serious about aerobatic flight. And about that time, Greg (an Aerobatic Competency Evaluator, or ACE) became the 14th person certified by the National Association of Flight Instructors as Master CFI-Aerobatic. We ar- ranged a date, and headed to Ashville, Alabama on November 13. A little over three years ago, Greg and spouse Cora began con- struction of Sky Country Lodge – a bed-and-breakfast flight school located on an isolated grass strip near Birmingham. The lodge is a beautiful open-concept design, with two private bedrooms with baths for Greg’s typical workload of two students at a time. The hangar houses Greg’s 1946 Piper Cub (used in his comedy act) and nearly-new Super Decathlon, in which he teaches. My early aero- batic experience was in the same make and model. -
FEDERATION AERONAUTIQUE INTERNATIONALE MSI - Avenue De Rhodanie 54 – CH-1007 Lausanne – Switzerland
FAI Sporting Code Section 4 – Aeromodelling Volume F3 Radio Control Aerobatics 2015 Edition Effective 1st January 2015 No change to the 2014 Revised Edition F3A - R/C AEROBATIC POWER MODEL AIRCRAFT F3M - LARGE R/C AEROBATIC POWER MODEL AIRCRAFT F3P - INDOOR R/C AEROBATIC POWER MODEL AIRCRAFT F3S - JET R/C AEROBATIC POWER MODEL AIRCRAFT (PROVISIONAL) ANNEX 5A - F3A DESCRIPTION OF MANOEUVRES ANNEX 5B - F3 R/C AEROBATIC POWER MODEL AIRCRAFT MANOEUVRE EXECUTION GUIDE ANNEX 5G - F3A UNKNOWN MANOEUVRE SCHEDULES Maison du Sport International ANNEX 5L - F3M DESCRIPTION OF MANOEUVRES Avenue de Rhodanie 54 CH-1007 Lausanne ANNEX 5M - F3P DESCRIPTION OF MANOEUVRES Switzerland ANNEX 5X - F3S DESCRIPTION OF MANOEUVRES Tel: +41(0)21/345.10.70 Fax: +41(0)21/345.10.77 ANNEX 5N - F3A WORLD CUP RULES Email: [email protected] Web: www.fai.org FEDERATION AERONAUTIQUE INTERNATIONALE MSI - Avenue de Rhodanie 54 – CH-1007 Lausanne – Switzerland Copyright 2015 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. -
WINGS of SILVER PIPER J-3 Cub OPERATIONS MANUAL &
WINGS OF SILVER PIPER J-3 Cub OPERATIONS MANUAL & POH (this Manual and POH is not intended for flight and is intended only for flight simulation use) Written by Mitchell Glicksman, © 2009 i Table of Contents Introduction..............................................................................................................................................................................................................1 The 747 Captain Who Forgot How to Fly................................................................................................................................................................8 A Short History of a Small Airplane......................................................................................................................................................................13 Quick Start Guide...................................................................................................................................................................................................18 System Requirements........................................................................................................................................................................................18 Installation.........................................................................................................................................................................................................20 Settings..............................................................................................................................................................................................................20 -
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. -
Oxygen Systems
OXYGEN SYSTEMS AEROX HIGH-DURATION AVIATION AEROX PRO-O2 EMERGENCY OXYGEN SYSTEMS HANDHELD OXYGEN SYSTEMS Add to your flying comfort by using oxygen Provides oxygen until the aircraft can reach a lower at altitudes as low as 5000 ft. Aerox Oxygen altitude. And because Pro-O2 is refillable, there is no CM Systems include lightweight aluminum cyl in- need to purchase replacement O2 cartridges. During ders, regulators, all hardware, flow meter, short flights at altitudes between 12,500ft. MSL and and nasal cannulas (masks available as 14,000ft. MSL where maneuvering over mountains or turbulent weather option). Oxysaver oxygen saving cannulas is necessary, the Pro-O2 emergency handheld oxygen system provides & Aerox Flow Control Regulators increase oxygen to extend these brief legs. Included with the refillable Pro-O2 is WP the duration of oxygen supply about 4 times, a regulator with gauge, mask and a refillable cylinder. and prevent nasal irritation and dryness. Pro-O2-2 (2 Cu. Ft./1 mask)........................P/N 13-02735 .........$328.00 Aerox 2D Aerox 4M Complete brochure available on request. Pro-O2-4 (2 Cu. Ft./2 masks) ......................P/N 13-02736 .........$360.00 system system AEROX EMT-3 PORTABLE 500 SERIES REGULATOR – AN AIRCRAFT SPRUCE EXCLUSIVE! OXYGEN SYSTEM ME A small portable system designed for the occasional user • Low profile who wants something smaller and less costly than a full • 1, 2, & 4 place portable system. The EMT-3 is also ideal for use as an • Standard Aircraft filler for easy filling emergency oxygen system. The system lasts 25 minutes at • Convenient top mounted ON/OFF valve 2.5 LPM @ 25,000 FT. -
Hints on Flying the Pilatus B4
Hints on Flying the Pilatus B4 This is an English summary of Jochen Reuter's paper, published on the SAGA-website www.sagach.ch I could not resist adding a few hints of my own, where I saw it appropriate. But overall, it is still Jochen's text. And I was too lazy to convert any units of measurement from metric to English. If you prefer to go by knots and pounds etc. you will have to juggle the units yourself. General Remarks Any pilot, who is new to the B4 will notice that it is a "noisy" glider. The "blonk-blonk" of the skin panels can upset a novice, but after a few flights you get used to it and before long you'll ignore it. Jochen's B4 came from the UK and a previous owner had apparently tried to turn it into a high-performance machine. All the skin joints and rivet heads had been covered and smoothed. But if you intend to do aerobatics, this is not a good idea at all. Apart from the additional weight and lots of useless work, the putty becomes brittle with time and when the structure is flexing, will crack and eventually peel off. Talking about C of G: Jochen is very tall and weighs around 100 kg. So he flies at the load limit and also the forward CG limit. Earlier, he used to fly with the small tail ballast weight (2.3 kg), mainly to facilitate spinning, but now he recommends even for heavy pilots not to. In his opinion, the B4 handles better with a forward CG. -
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. -
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. -
Radio Control Soaring
Competition Regulations 2011-2012 Rules Governing Model Aviation Competition in the United States Radio Control Soaring Amendment Listing Original Issue 1/1/2011 Publication of Competition Regulations Radio Control Soaring RADIO CONTROL SOARING 3.1.6: For Event 460: RES Class Note: For FAI events, see the FAI Sporting Sailplanes. Code. The FAI Sporting Code may be a. Control of the aircraft will be limited obtained from AMA Headquarters. (When to three functions: rudder, elevator, and spoilers. FAI events are flown at AMA sanctioned b. Except in the case of tailless aircraft contests, the common practice is to only use that have a portion of the trailing edge of the the basic model specifications and related wing serve as the elevator, the trailing edge of items, such as timing procedures, from the the wing must remain fixed at all times. In the FAI rules. Contest management and excepted case, where split elevators are used, procedures usually follow the basic rule they may be driven by separate servos but both structure found in the General sections and left and right halves must at all times move in Specific category sections of the AMA unison and deflect by the same amount and in Competition Regulations book.) the same direction. For events 441, 442, 443, 444, 451, 452, 453, c. Spoilers and/or air brakes must 454, 458, 460, 461. extend only above the top surface of the wing when deployed. The trailing edge of the 1. Objective: The objective of these rules is to spoiler/airbrake must be at least two inches provide competition standards for radio ahead of the trailing edge of the wing.