HDTenEightyP/NetNews huggingface dataset:
From: nsmca@acad3.alaska.edu
Newsgroups: sci.aeronautics,sci.research.careers,sci.space,soc.college.grad
Subject: Re: Orbital Mechanics--Careers?, Poker Flats.
Date: 28 Jan 93 03:23:08 GMT
Article-I.D.: acad3.1993Jan27.192308.1
Organization: University of Alaska Fairbanks

In article <1993Jan28.005309.674@chpc.utexas.edu>, byab314@chpc.utexas.edu (Srinivas Bettadpur) writes:
> In article <1k6pngINNrc5@srvr1.engin.umich.edu> Michael F. Kamprath <kamprath@space-grant.sprl.umich.edu> writes:
>>In article <1993Jan27.070433.3488@nntpd.lkg.dec.com> My name is Nasser
>>Abbasi, abbasi@star.enet.dec.com writes:
>>>In article <1jqitsINN48q@geraldo.cc.utexas.edu>, mjones@ccwf.cc.utexas.edu
>>
>>>(mark jones) writes...
>>>> 
>>>>  etc....   What are the opportunities 
>>>>in orbital mechanics and will they still be there in 5 or 6 years.  
>>>
>>>since defense and aerospace are not doing too well, one would think
>>>OM area might not be too hot. is there actually an MS in OM? or is
>>>OM studied under control engineering? or mechanical engineering?
>>
>>It is not "official," i guess, but I would say I was getting my
>>degree in orbital mechanics.
> 
>    Since not many places offer even a half-way decent program in
> orbital mechanics, I was expecting this thread to die a natural
> death. I was kind of surprised to see the number of responses.
> A quick summary on the queen of sciences (OM) :
>     * Almost all Aero departments will offer at least one undergraduate
> class in the basics of celestial mechanics (CM).
>     * I know of UT-Austin, MIT, Stanford, UC-Boulder, VPISU, U. Mich-Ann
> Arbor, U. Ill.-UC, Purdue, Auburn U. as offering any significant 
> graduate programs in CM in the US.
>     * UT-A is far and away the best (I am biased), with 8 faculty 
> members in this area, and at least 4 undergrad classes and more than 
> 15 graduate classes.  No other university comes even close in terms of 
> sheer numbers.  The largest number in any other place is 3 (I think).
>     * Typical places for employment might include JPL, NASA-(gsfc and
> jsc), Lockheed, Rockwell, Martin Marietta, Aerospace Corp., Hughes STX
> and a bunch of other Aerospace companies.
>                                                 Srinivas
> -- 
> Srinivas Bettadpur        Internet : byab314@hermes.chpc.utexas.edu
> P.O. Box 8520, Austin, Tx. 78713-8520, U.S.A.  Tel. (512) 471 4332
> BITNET : byab314@uthermes

Im not sure, but I think the University of Alaska Fairbanks might have a few
classes in celestial mechanics, after all they do have Poker Flats the only US
University Run Sub-Orbital (snd some Orbital) atmospheric launch site.. Uses
old Nike or Atlas Rockets(I think). Also is the farthest north laucnh site in
the world if I remember right, its a good site for polar orbit launches.
It normally studies pollution and the northern lights..
I have the  address for them someplace around here. 
Send me email and Ill pass the info I have on it all..
I believe poker flats is either run or owned by NASA or NAsa helps??


Michael Adams
Alias: Morgoth/Ghost Wheel 
nsmca@acad2.alaska.edu
From: jrb6@ns1.cc.lehigh.edu (JAMES RONALD BERARDI)
Newsgroups: sci.aeronautics
Subject: Re: Blue Angels Sked
Date: 23 Jan 93 19:00:29 GMT
Organization: Lehigh University



    One small correction to the schedule. . .I live in Latrobe, PA, and the
Blue Angel performance there for May 8-9 has been canceled because of the
(recent?) FAA rule that would require a segment of Route 30 (situated right
next to the airport) to be closed during the performance.  I read this in the
Latrobe Bullitin on January 17th or 18th.

Jim Berardi


-- 

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    |     |   /||||||||\/        \/||||||||\||||||||||||||||||/
Newsgroups: sci.aeronautics
From: swkmorri@nuscc.nus.sg (Perry Morrison (Dr))
Subject: Controlling Airship Lift
Organization: National University of Singapore
Date: Thu, 21 Jan 1993 07:44:46 GMT

Some time back I posted a query about dirigible/blimp control surfaces.
Now I have another query- could a helium filled airship control its
lift by having some internal heat delivering device such as an electric
radiator.

I'm aware hot air balloons generate lift by heating the enevelope with
LPG flame. Could sufficient expansion be delivered by an electric/non
combustion method?

cheers
Perry Morrison

Xref: sparky sci.aeronautics:2830 sci.research.careers:1804 sci.space:19890 soc.college.grad:2386
From: higgins@fnalf.fnal.gov (Bill Higgins-- Beam Jockey)
Newsgroups: sci.aeronautics,sci.research.careers,sci.space,soc.college.grad
Subject: Re: Orbital Mechanics--Careers?
Date: 27 Jan 93 20:49:03 -0600
Organization: Fermi National Accelerator Laboratory
NNTP-Posting-Host: fnalf.fnal.gov

In article <1993Jan28.005309.674@chpc.utexas.edu>, byab314@chpc.utexas.edu (Srinivas Bettadpur) writes:
>>>(mark jones) writes...
>>>> 
>>>>  etc....   What are the opportunities 
>>>>in orbital mechanics and will they still be there in 5 or 6 years.  
>     * Typical places for employment might include JPL, NASA-(gsfc and
> jsc), Lockheed, Rockwell, Martin Marietta, Aerospace Corp., Hughes STX
> and a bunch of other Aerospace companies.

This suggests an interesting algorithm for Mr. Jones:

1) Get the proceedings of a recent conference on orbital mechanics.

2) See who's writing the papers.  Also note the companies they work
for.

3) Talk to the people in (2).  Ask *them* your questions.

4) Apply to the companies for jobs.

To the list Srinivas gave I might add Science Applications
International, Teledyne Brown, and Eagle Engineering.  General
Dynamics and McDonnell-Douglas operate launchers and hence employ a
few astrodynamics people.  Military services also employ civilians.

Bill Higgins, Beam Jockey              | "Enough marshmallows
Fermi National Accelerator Laboratory  | will kill you 
Bitnet:           HIGGINS@FNAL.BITNET  | if properly placed."
Internet:       HIGGINS@FNAL.FNAL.GOV  | --John Alexander, leader of
SPAN/Hepnet:           43011::HIGGINS  | "disabling technologies"
 [*Aviation Week*, 7 Dec 1992, p. 50]  | research, Los Alamos
From: dont@execu.execu.com (Don Thompson)
Newsgroups: sci.aeronautics
Subject: Counter Rotating Prps
Date: 28 Jan 93 21:58:20 GMT
Organization: Austin Dev. Center, Comshare Inc.


	Would anyone out there care to describe in layman's terms 
the hows and whys of counter rotating props?

	Specific questions are...
	
	1. Formula for calculating optimum distance between props
	   based on ?

	2. Why the power increase?

	3. If two is good, is three better?

	4. How can/do these principals apply to ducted fan jet/turbo jets
	   etc.

	5. References to books on this subject.  

	6. Mechanics of reversing the rotation.

	Any other interesting facts would be appreciated.


Thanks aforementioned

-----------------------------------------------------------------------------
Constitution?, Constitution!?, We don't need no stink'n Constitution!...
Democratic House Leadership after a rules change that made 5 U.S. territories
defacto states by allowing their delegates to vote on the House floor.
_____________________________________________________________________________
From: craigb@sdd.hp.com (Craig Bosworth)
Newsgroups: sci.aeronautics
Subject: Re: V/STOL fighters
Date: 22 Jan 1993 10:37:52 -0800
Organization: Hewlett Packard, San Diego Division
NNTP-Posting-Host: hpsdl136.sdd.hp.com

In article <1jogamINNiua@uniwa.uwa.edu.au> doi@tartarus.uwa.edu.au (Daniel Kuan Li Oi) writes:
>	Wouldn't the four nozzles of a non-afterburning turbofan have a
>much smaller IR signature than two nozzles of a twin engined
>afterburning plane? 

This appears to make sense in theory, but is quite the opposite of what
we have observed in practice.  

In Desert Storm, several Harriers were lost to shoulder fired IR-seeking 
SAMs which caused structural failures when they exploded near the middle 
of the airplane (source:  USMC aviator friend who was working on the AV-8 
program at the time).  

In contrast, several F/A-18s were hit by the same types of missiles but 
suffered only minor damage to the exhaust nozzles.  Some of these 
airplanes flew again the next day (source:  AvWeek, CNN).

So survivability is definitely an issue that needs to be resolved before
anyone commits to V/STOL in a front line fighter/interceptor/interdiction
aircraft.
-- 
Craig Bosworth  (619) 592-8609
Hewlett-Packard, San Diego Division
craigb@sdd.hp.com
Newsgroups: sci.aeronautics
From: creon@nas.nasa.gov (M. Creon Levit)
Subject: NASA Ames (NAS) Technical Research Reports
Organization: Applied Research Office, NASA Ames Research Center
Date: 25 Jan 93 18:31:24
Reply-To: creon@nas.nasa.gov
Distribution: sci.aeronautics


If you are a U.S. aerospace worker or organization and you would like to
get early access to computer graphics research results (papers and
software) produced by the visualization research group at the NAS facility
at NASA Ames Research Center, send email to

globus@nas.nasa.gov

with your email, phone and U.S. snail mail address.

Our group is actively pursuing research in visualization systems, time
dependent multi-disciplinary data visualization, vector field
topology, virtual reality, distributed visualization, stream surfaces
and ray casting through curvilinear grids. We would like to improve
technology transfer to our U.S. 'customers' and colleagues.  If you
fit that (admittedly vague) description, you can get technical reports
well before publication and, under some circumstances, software we
have developed.

--


Creon Levit

Mail Stop T045-1                        E-mail: creon@nas.nasa.gov 
NASA Ames Research Center           	 Phone: (415)-604-4403
Moffett Field, California 94035-1000       Fax: (415)-604-3957
USA                                 




Newsgroups: sci.aeronautics.airliners
From: rdd@cactus.org (Robert Dorsett)
Subject: Re: Trijet engine mounts
X-Submission-Date: Mon, 25 Jan 93 20:23:21 CST
X-Submission-Message-Id: <9301260223.AA21358@cactus.org>
Date: 26 Jan 93 23:47:04 PST

Michael Weiss wrote:

> That has me wondering about the L-1011; the engine
> is mounted inside the fuselage, so it is difficult to tell if it is pitched
> from horizontal.  Does anyone know if it is?

It is pitched up relative to the longitudinal axis of the airplane [1]


> And, speaking of the 727, does anyone know if its center engine
> is pitched?

The 727 #2 engine axis is aligned with the longitudinal axis of the airplane,
so no, it is not pitched up.  [2]



Sources:

[1] Wild, Thomas, _Transport Category Aircraft Systems_, IAP, 1990, p. 26.
ISBN 0-89100-363-0.

[2] _Case Study in Aircraft Design: The Boeing 727_, AIAA Professional Study
Series, 1978, p. 28, p. 33.




---
Robert Dorsett
rdd@cactus.org
...cs.utexas.edu!cactus.org!rdd

Newsgroups: sci.aeronautics.airliners
From: swc@dresden.uk.Sun.COM (Steve Cumming - Sun UK)
Subject: Re: Domestic Aircraft
X-Submission-Date: 22 Jan 1993 11:00:48 GMT
Reply-To: swc@dresden.uk.Sun.COM
Organization: Sun Microsystems
X-Submission-Message-Id: <1jok50INN3b6@grapevine.EBay.Sun.COM>
Date: 22 Jan 93 14:34:45 PST

> Another (slightly sillier) option that British
> Airways used once between a flight from LHR (London-Heathrow) to SYD
>(Sydney, Australia) was to only allow 50 people on board, and ship their
>luggage on another flight. It went non-stop, though. :-)

This sounds more likely to be the record flight made by a Quantas 747-400
a few years ago. It was a delivery flight from London Heathrow non-stop to
Sydney. They used a non-standard fuel and the aircraft was towed to the
holding point of runway 27L before starting it's RB-211s.

---
Steve Cumming.
Sun Microsystems.
U.K. Answer Centre.
Phone: +44 276 691974


Newsgroups: sci.aeronautics.airliners
From: raveling@Unify.com (Paul Raveling)
Subject: Engine mounting
X-Submission-Date: Tue, 26 Jan 93 04:05:40 GMT
Organization: Unify Corporation (Sacramento)
X-Submission-Message-Id: <psfa7kx@Unify.Com>
Date: 26 Jan 93 23:47:08 PST

	Another inquiry that I missed the first time around was this one
	by Daryl Morse:

> I have been told (by someone who had a lengthy career maintaining
> large military transport aircraft) that the DC-9 family of airliners
> exhibit a nose-down attitude under power. This supposed behaviour is
> attributed to the angle at which the engines are (or appear to be)
> canted.

	Actually all airliners, DC-9's included, are designed with
	a positive (nose-up) deck angle in level cruise.  This keeps
	drag low by producing a relatively smooth spanwise pressure
	distribution, without a big flow disturbance at the fuselage.


	All jets that I'm aware of with tail-mounted engines have
	the engines canted upward to some degree.  In airliners,
	it's true of everything from the Sud Caravelle through 727's
	and MD-80's.  In smaller jets, it's obvious on everything
	from ancient Sabreliners and Jetstars to late-model Gulfstream 4's.

	Unfortunately my recollection of this finer point of airliner
	design is too rusty to warrant responding.  Could someone
	who's more current in this area offer comments?


------------------
Paul Raveling
Raveling@Unify.com


Newsgroups: sci.aeronautics.airliners
From: ak336@cleveland.Freenet.Edu (John Dill)
Subject: On a Less Serious Subject.....
X-Submission-Date: 23 Jan 1993 15:16:56 GMT
Reply-To: ak336@cleveland.Freenet.Edu (John Dill)
Organization: Case Western Reserve University, Cleveland, OH (USA)
X-Submission-Message-Id: <1jrnh9INNmol@usenet.INS.CWRU.Edu>
Date: 26 Jan 93 23:47:04 PST


 As controllers, we are required to issue traffic to converging aircraft
while using mimimum seperation: (enroute, it's 5 miles lateral, and 1,000'
vertical, except above 29,000, where it becomes 2,000' vertical).
 The other day is issued traffic to a hip pilot enroute to MSP from LGA as
follows:
  "Global (not!) Air 244, traffic 1 o'clock, ten miles, southbound, flight
level two eight zero, a Fokker".
  His response nearly broke me up! 
  "Cleveland, I've been waiting years to be able to say this...I got that
Fokker in sight".
John
-- 
   
  Don't blame me.....I voted for Bush!

Newsgroups: sci.aeronautics.airliners
From: ak336@cleveland.Freenet.Edu (John Dill)
Subject: Al Haynes
X-Submission-Date: 22 Jan 1993 06:05:25 GMT
Reply-To: ak336@cleveland.Freenet.Edu (John Dill)
Organization: Case Western Reserve University, Cleveland, OH (USA)
X-Submission-Message-Id: <1jo2rhINN3rp@usenet.INS.CWRU.Edu>
Date: 22 Jan 93 02:59:51 PST


 Anyone in the Clevland area may want to go see Capt. Al Haynes
(pilot of the UAL DC-10 that had a complete hydraulic failure and
landed (crashed?) at Sioux City) give his presentation.
  Place: The Stocker Center
         Lorain Comunity College
         Abbey Rd.
         Elyria, Ohio
  Time:  Feb 17, 19:30 (thats 7:30 p.m. for you private pilots) :)

 I've seen his presentation and it is not only an amazing story, but
an entertaining evening. He is quite a guy!
John
-- 
   
  Don't blame me.....I voted for Bush!

Newsgroups: sci.aeronautics.airliners,rec.travel.air
From: anderson@williams.edu ()
Subject: I saw it!!!  (New Ua 747-400)
X-Submission-Date: 26 Jan 1993 13:59:05 GMT
Followup-To: rec.travel.air
Reply-To: anderson@williams.edu ()
Organization: Williams College
X-Submission-Message-Id: <1k3g39INNt4b@savoy.cc.williams.edu>
Date: 26 Jan 93 23:47:10 PST



Well gang, I feel I have had a real honor.  Flew through O'hare yesterday and
while taxiing I saw it..   N747UA (almost positive)  New scheme and all...
In the bright sunshine, it's beautiful....  Upper grey, lower blue, new tail...
I was mesmerized... and my wife thought I'd lost my mind....

--
********************************************************************************
Jim Anderson						Williams College
Systems Manager						Center for Computing
janderson@williams.edu (Internet)			Jesup Hall
janderson@williams.bitnet				Williamstown, MA 01267
							413-597-2082
********************************************************************************

Newsgroups: sci.aeronautics.airliners
From: howp@sask.usask.ca
Subject: Re: Terror at 41,000'
X-Submission-Date: 25 JAN 93 23:18:19 GMT
Organization: University of Saskatchewan
X-Submission-Message-Id: <25JAN93.23181952@skyfox>
Date: 26 Jan 93 23:47:05 PST


ak336@cleveland.Freenet.Edu (John Dill) writes:

>I'm new to this forum, so I'll introduce myself first before I relate
>this story. I'm an air traffic controller at the Cleveland ARTCC in 
>Oberlin, Ohio. I've been a controller for 22 years and have quite a few
>avaition related stories I can tell. I'm also a commercial pilot, though
>have not been very active the last few years.
> My memory is a bit fuzzy with the dates and names (names will be changed
>anyway to protect the guilty) but I think most of what I'm abou to tell
>is the truth.
> A Boeing 727 was enroute to JFK at an altitude of 41,000' on this day
>about 1976. The pilot (we'll call him "Slim") and the co-pilot were 
>discussing the latest rumor about the so called "step", as in boating,
>but relating to the increase in speed and reduction in fuel consumption
>possible at high mach numbers and altitutes possible with the 727.

           [...the stuff about a 727 falling out of the air and landing
               successfully has been deleted...]

> A long legal battle took place between ALPA and the airline (Global Air?)
>and the F.A.A. In the end, I think the pilots were exonerated..and if you
>ask me....they saved the day!
>John


     I think that this is the famous case with Captain 'Hoot' Gibson.  60
Minutes on CBS had a recent epsiode (in the 1990's) about this incident.  From
what I remember about the show, the impression I was given was that none of
this incident was Gibson's fault and that the whole circuit breaker story was a
fabrication of both the FAA and Boeing (at least, that's what was implied). The
ostensible reason for such conspiracy was sited as being due to the importance
of the 727 (and Boeing) exports.  If there was something wrong with the 727
that Capt. Gibson flew, imagine the cost with having to ground all of the 727s
in the world! 

     The landing was made at a very high speed (it was quoted in knots, and
I've forgotten the numbers, but I think I remember calculating it to be about 
450 mph...!).  The brakes in the landing gear were so shredded that the metal
was spun into something akin to candy floss or steel wool. 

     I also remember them showing a list of other 727 flights that had the same
loss of control problem.  I think 'Hoot' is now flying a twin-prop seaplane
(a Grumman, it's a famous one, I can't remember the name...) and is
fed up with the civil airline industry.

     Also, I'm not a regular reader of this newsgroup, but I think that this
story has been dealt with here before several times over.  Nevertheless, I 
find it an interesting story.

>  Don't blame me.....I voted for Bush!

Gosh, I didn't even vote!  :)

Peter How, Grad Stud
ISAS
University of Saskatchewan,
Saskatoon, SK
CANADA

Newsgroups: sci.aeronautics.airliners
From: weiss@hougen.SEAS.UCLA.EDU (Michael Weiss)
Subject: Trijet engine mounts
X-Submission-Date: 24 Jan 93 22:25:18 GMT
Organization: SEASnet, University of California, Los Angeles
X-Submission-Message-Id: <9219@lee.SEAS.UCLA.EDU>
Date: 26 Jan 93 23:47:02 PST


In article <airliners.1993.88@ohare.Chicago.COM>  writes:
>Related to DC-9's and nose-up attitude, what about DC-10's?  I recall
>reading that DC-10 engines (well, maybe just the one in the tail) are
>pitched.

The tail engine on the DC-10 (and MD-11) is also pitched, quite likely for the
same reason(s) as the DC-9.  That has me wondering about the L-1011; the engine
is mounted inside the fuselage, so it is difficult to tell if it is pitched
from horizontal.  Does anyone know if it is?  And, if it isn't, why would the
L-1011 NOT have the pitched rear engine while the DC-9, DC-10, MD-11, and 727
all have it?  And, speaking of the 727, does anyone know if its center engine
is pitched?
-- 
\ | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | /
-  Michael  weiss@seas.ucla.edu   |  School of Engineering & Applied Science  -
-   Weiss   izzydp5@oac.ucla.edu  |   University of California, Los Angeles   -
/ | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | \ 

Newsgroups: sci.aeronautics.airliners
From: naylor@research.canon.oz.au (William Naylor)
Subject: airliners in low earth orbit
X-Submission-Date: Thu, 21 Jan 1993 23:58:41 GMT
Organization: Canon Information Systems Research Australia
X-Submission-Message-Id: <C18ALu.5z8@research.canon.oz.au>
Date: 22 Jan 93 02:59:49 PST


I have heard it suggested that long distance air travel could eventually
be done by airliners which fly in low earth orbit.  Flying in low earth
orbit could reduce travel time and reduce fuel consumption.

I know almost nothing about this and I was hoping some of you could
enlighten me.  Particularly, I would like to know:

  1)  What are the difficulties and advantages of flying in low earth orbit?

  2)  How much research has been done/is being done?

  3)  What is the status of the research?


Please e-mail replies to me; I'll post a summary.

Thanks.




-- 
Will Naylor               net:  naylor@research.canon.oz.au
                          mail: Canon Information Systems Research Australia  
phone: (61-2) 805-2921          P.O. Box 313 North Ryde, NSW 2113 
fax:   (61-2) 805-2929          Australia

Newsgroups: sci.aeronautics.airliners
From: ckd@eff.org (Christopher Davis)
Subject: Delivery flights
X-Submission-Date: Thu, 21 Jan 1993 22:26:17 GMT
Organization: Electronic Frontier Foundation Tech Central
X-Submission-Message-Id: <CKD.93Jan21172615@loiosh.eff.org>
Date: 22 Jan 93 02:59:48 PST

MW> == Michael Weiss <weiss@edison.SEAS.UCLA.EDU>

 MW> Clearly, aircraft with long ranges (such as the 767, 747, DC-10, etc.,
 MW> etc.) can be flown directly from the US to any nation, so delivery is
 MW> no more complicated than flying to the appropriate country.  What
 MW> about the shorter-range aircraft, like the 727 and 737?  How do they
 MW> get from the US to, say, the middle east?  Are their ranges just long
 MW> enough to make it from New York to London?

It's my understanding that, at least in some cases, auxiliary fuel bladders
are used to up the range for delivery flights (and in any case, the lack of
passenger, luggage, and/or cargo weight increases the amount of fuel that
can be carried).

Also, for trans-Atlantic delivery flights, routing through Gander or Goose
Bay is often used.
--
 * Christopher Davis * <ckd@eff.org> * <ckd@kei.com> * [CKD1] * MIME * RIPEM *

Newsgroups: sci.aeronautics.airliners
From: warn@newton.emba.uvm.edu (Patrick D Warn)
Subject: Re: Domestic Aircraft
X-Submission-Date: Fri, 22 Jan 1993 04:35:31 GMT
Organization: University of Vermont -- Division of EMBA Computer Facility
X-Submission-Message-Id: <warn.727677331@newton>
Date: 22 Jan 93 02:59:50 PST

In <airliners.1993.90@ohare.Chicago.COM> geoff@tyger.East.Sun.COM (Geoff Arnold @ Sun BOS - R.H. coast near the top) writes:

>In article 89@ohare.Chicago.COM, weiss@edison.SEAS.UCLA.EDU (Michael Weiss) writes:
>## What about the shorter-range aircraft, like the 727 and 737?  How
>##do they get from the US to, say, the middle east?  Are their ranges just long
>##enough to make it from New York to London?

>That's what Iceland is for! (Apologies to my many Icelandic friends....)

Actually, a large part of an airplanes fuel is spent getting off the
ground and up to crusing altitude. With an empty plane the crusing range
goes up considerablely. When I worked for Boeing I took a aircraft
familarization class and I think I remember the instructor saying that a
fully loaded 747 flying from Seattle to Japan burned almost half its fuel
taking off. 

--
                     Wondering what it all means,
                                 Pat

Newsgroups: sci.aeronautics.airliners