HDTenEightyP/NetNews huggingface dataset:
From: dick.zeitlin%acc1bbs@ssr.com (Dick Zeitlin) 
Newsgroups: sci.aeronautics
Subject: Seeking method of determi
Date: 27 Jul 92 16:33:00 GMT
Distribution: world
Organization: Advanced Computer Concepts BBS, New Rochelle, NY 914-654-1981
Reply-To: dick.zeitlin%acc1bbs@ssr.com (Dick Zeitlin) 

RD> .I'm looking for a way to approximate magnetic variation data on the fly.
  > .What I'd really like would be a method which produces a value given
  > .a latitude and longitude, on a world-wide basis.

RD> .Barring that, a source of raw isogonic data would be of immense help, say,
  > .organized by arc-second of longitude and latitude.  If this data contains
  > .epoch year and annual drift information, all the better.

How about a cubic that's good to within a degree at all the known points
in the "lower 48".  I've got another for Alaska.

var = -65.6811 + 0.99x +0.0128899x^2 - 0.0000905928x^3
               + 2.87622y - 0.0116268xy -0.00000603925x^2y
               - 0.0389806y^2 - 0.0000403488xy^2 + 0.000168556y^3
        where x is lat(N) and y is long(W) degrees.

Thanks to Ed Williams at LLL (LVK) for this...

        Best,
         D/

 * OLX 2.2 * Dick.Zeitlin%acc1bbs@ssr.com
                                                                                                                           
Newsgroups: sci.aeronautics
From: marina@tk.mainet.msk.su (Naumenko M.V.)
Subject: To anybody who is interesting in science
Reply-To: marina@tk.mainet.msk.su
Organization: Moscow Aviation Institute, PDTK
Date: Tue, 28 Jul 92 12:55:08 GMT

          TO  ANYBODY  WHO IS INTERESTING IN SCIENCE
        We apply to everybody who interested in  future  Russian
science; who   would  like  to assist  it  to integrate in World
science society.
        We need information about Funds and other  organizations
who interested in  attraction russian  science organizations  to
research within  the limits active and  plan science proects and
directions of  this  researches   but also about  conditions  of
precipitation  russian scientists   in this proects.  Besides we
would like to know about questions of finance.
        We pin   our hopes on  establishment of interaction  and
development of international cooperation.
        Best regards.                 Marina V.Naumenko
From: murty@ecf.toronto.edu (MURTY Hema Sandhyarani)
Newsgroups: sci.aeronautics
Subject: Re: Vanes on F/A-18
Keywords: A320, 747-400, FMS
Date: 27 Jul 92 16:08:04 GMT
Organization: University of Toronto, Engineering Computing Facility

In article <4592@balrog.ctron.com> nyberg@ctron.com (Jason William Nyberg) writes:
>
>to and I have to say, it was incredible.  Anyways, I noticed an addition
>to the upper surface of the wing fairing where the leading edge of the
>wing joins with it.  It's about a foot long,  squared off and unaerodynamic
>looking.  I have never seen it before and it isn't in any book I have,
>and I was wondering what it is and when it was put there.  It looks like
>it would interact with the vortex generated by the fairing at high AOA...
>but i'm guessing :)
>

	I think that this is probably the leading edge extension which
	i used to increase lift during manoeuvres.  However, it has
	 a side efect of creating vortices which burst near the
	fins and create flutter or buffet.


Dr. H. S. Murty
IAR
Newsgroups: sci.aeronautics
From: yee@trident.arc.nasa.gov (Peter E. Yee)
Subject: NASA Administrator Goldin to take part in EAA convention [Release 92-121] (Forwarded)
Organization: NASA Ames Research Center, Moffett Field, CA
Date: Wed, 22 Jul 1992 03:32:38 GMT

Drucella Andersen
Headquarters, Washington, D.C.                             July 21, 1992
(Phone:  202/453-8613)

Linda S. Ellis
Lewis Research Center, Cleveland
(Phone:  216/433-2900)

H. Keith Henry
Langley Research Center, Hampton, Va.
(Phone:  804/864-6120)

Donald G. James
Ames Research Center, Mountain View, Calif.
(Phone:  415/604-3935)


RELEASE:  92-121

NASA ADMINISTRATOR GOLDIN TO TAKE PART IN EAA CONVENTION

	NASA Administrator Daniel S. Goldin will take part in several
activities at this year's Experimental Aircraft Association (EAA)
Fly-In convention at Oshkosh, Wis. -- the nation's largest airshow.

	Goldin's appearance will mark the first time a NASA
Administrator has attended the annual event, which will run
from July 31 through Aug. 6 at Wittman Regional Airport.

	At 3 p.m. EDT on Aug. 1, Goldin will hold a news conference at the 
NASA Pavilion.  Goldin also will speak about NASA's aeronautics priorities at 
a special evening program honoring the 75th anniversary of NASA's Langley 
Research Center, Hampton, Va.

	"The NASA pavilion is a favorite of the nearly 1 million visitors who 
come to Oshkosh each year," Goldin said.  "With its emphasis on explaining 
not only the 'what" but the 'why' of our research, the 1992 exhibit shows the 
public just how important our efforts are to the nation, especially in 
aeronautics."

	This year's exhibit, entitled Exploring New Worlds of Flight,
highlights the new discoveries that NASA is making in its
aeronautics and space programs.  It shows how NASA research helps keep
the U.S. industry internationally competitive and create a better life
for the average U.S.  citizen.

	At the entrance to the NASA pavilion is a striking 50-foot-long mockup 
of the X-30 National Aero-Space Plane (NASP), built by Mississippi State 
University students, symbolizing the bold new designs that are turning 
today's ideas into tomorrow's technology.

	Inside, visitors will see how the building blocks of the NASP program 
are coming together to make the X-30's voyages of discovery possible.  The 
exhibit also focuses on NASA's work to lay the foundation for a next-
generation American supersonic transport, which will be vital to future U.S. 
competitiveness in the world aviation market.

	The displays on NASA's role in a new presidential initiative,
called the High Performance Computing and Communications Program, will
give a feeling for what life will be like with computers many times faster
than today's machines.  The National Assets exhibit showcases NASA's
unique research tools, including its "air force" of research planes from
the original Boeing-737 to the Mach 3-plus SR-71 Blackbirds.

-end-

NOTE TO EDITORS:  To reach a NASA Public Affairs representative during 
the airshow, call 414/235-5424 
Newsgroups: sci.aeronautics
From: paulg@griffin.demon.co.uk ("Paul J. Gravestock")
Subject: MYSTERY AIRCRAFT 
Distribution: world
Organization: Where's the beach ?
Date: Fri, 31 Jul 1992 07:20:31 +0000

In the July 22-28 Issue of Flight International there is an article analysing
black programe revenues at the Lockheed Advanced Development Companys (LADC)
'Skunk Works'. The article suggests that the Aurora hypersonic aircraft is
approx 1/5 of the way through development or extensively prototyped.

Funding has apparantly grown from $65m in 1987 to $400m in 1991 and could
reach $471m in 1993 according to the ananlyists Kemper Securities, who say
that funding levels such as thses cannnot be explained as revenue from
modification programs for the TR-1 and F-117A.

These figures are not sufficient to bring such a program as Aurora (also
known as Senior Citizen according to the article) to full scale development.
Kemper are quoted as saying a limited production run of approx 24 aircraft
would be worth something in the range of $10b - $24b to LADC, and that
between $4.4b and $8b has already been spent on development. Spending on this
project can be traced to FY 1987 when a budget of $2.27b was allocated. Using
the development of past programes as a baseline, the figures indicate a first
flight sometime in 1989.

The Aurora has flown from the West Coast to Tahiti in the Pacific, where
after inflight refueling it flies onto RAF Machrihanish in Scotland. It
finally returns to the US at night, where a F-111 based at Palm Dale
scrambles to run a few seconds infront of the Aurora as it comes in on finals
to confuse any possible sightings.

Any errors in the above information are probably my own typing errors or
missunderstanding of data presented to me.

Hope this is of interest.

B-)

Paul

------------------------------------------------------------------------------
Paul J. Gravestock                  | email: paulg@griffin.demon.co.uk
Hertfordshire                       |        pgravestock@cix.compulink.co.uk
England                             |
------------------------------------------------------------------------------
Newsgroups: sci.aeronautics
From: lxin@vax.clarku.edu
Subject: ???
Organization: Clark University
Date: 30 JUL 92 16:56:42 GMT

Hello, everybody!

My friend is doing research in fluid mechanics area.  Is this group the right
one for him to get info and participate in discussion?  It would be highly
appreciated if anybody could offer suggestions.
From: arnold@clipper.ingr.com (Roger Arnold)
Newsgroups: sci.aeronautics
Subject: joined wing aircraft
Date: 22 Jul 92 17:09:02 GMT
Organization: Intergraph Advanced Processor Division - Palo Alto, CA

Can anyone tell me what happened to the interest in joined wing
aircraft?  

I know that NASA was researching them a few years back, and I recall 
pictures of a test vehicle.  But I haven't seen anything recently, and
I wonder why.  The concept seemed like a good way to save cost and
weight in the wing structure, while retaining or improving load
capabilities.  I rather expected to see it showing up in experimental
aircraft, but if it has, I've missed it.

Was there a fundamental problem with the concept?  Inherently
unstable?  High parasitic drag?  Please reply by e-mail, and I'll
summarize to the net.

--
Roger Arnold
arnold@clipper.ingr.com
From: pstinson@pbs.org
Newsgroups: sci.aeronautics
Subject: Advanced Technology Fighter?
Date: 22 Jul 92 12:01:04 EDT
Organization: PBS:Public Broadcasting Service, Alexandria, VA

How far can we afford to push aeronautical technology today?
Do we really need programs like the F-22 to go into the development stage?
This advanced technology fighter was designed to counter the threat from the
successors to the MiG-29 of the Soviet Air Force.

There is no longer a SOVIET Air Force and it is not likely the RUSSIAN Air
Force will be going beyond the MiG-29 any time soon.

Why actually build the F-22 at close to $100 million per plane?
Just build some new F-14's or F-16's of F-15's as needed to replace aging
airframes.  No need to send a new design into production at this point.
Who is going to come up with an aircraft to challenge these current air
superiority fighters any way? 

The R&D program we really need is the X-30.
the ATF has no direct application to civilian aircraft.  There certainly is no
market for a stealth airliner! Air traffic controllers wouldn't go for this. 

The X-30 could lead to a civilian transatmospheric aerospaceliner which is a
step beyond the hypersonic transport sometimes discussed.  TAV's would actually
go into orbit and coast until reentry, perhaps making onlu a suborbital flight. 
From Washington we would not fly to Tokyo via Seattle, but head east across the
Atlantic into orbit and then have retro fire over Russia.

A squadron of military TAV's could cover the whole world from a base in Kansas.  
No need for forward deployment!

The so-called ATF is a dead end that will soon be rendered obsolete by advances  
made possible from the X-30 research program.  Now is not the time to go into
production on planes like the F-22.  Our current fighter designs will serve us
well enough for the next decade or two.
Newsgroups: sci.aeronautics
From: swilliam@magnus.acs.ohio-state.edu (Sarah Williams)
Subject: Tsien Hsue-shen, deported Chinese aero engineer
Followup-To: brettld@zorbas.ece.ucsb.edu
Summary: Need info for book
Organization: The Ohio State University
Date: Fri, 31 Jul 1992 19:09:09 GMT


Science writer Iris Chang is writing a biography of Tsien Hsue-shen, the late 
aeronautical engineer who was deported to China in 1955, where he played a 
great role in developing China's intercontinental ballistic missile program.

For her book, the author is seeking any information that former classmates, 
students, and colleagues may have about Tsien.  Tsien received his master's 
degree from the Massachusetts Institute of Technology in 1936, returned there 
as an associate professor in 1946, and went to the Caltech in 1949 as the 
Robert H. Goddard Professor of Jet Propulsion.  In 1950 Tsien was accused of 
being a member of the Communist Party and later deported.

DID YOU KNOW TSIEN?  DO YOU HAVE ANY INFORMATION THE AUTHOR COULD USE?

If so, please write the author by post or by e-mail at the following addresses:

     Iris Chang
     50 S. Patterson Ave., Apt. 207
     Santa Barbara, CA  93111

     brettld@zorbas.ece.ucsb.edu
From: rdd@ukc.ac.uk (R.D.DaCunha)
Newsgroups: sci.aeronautics
Subject: Re: Aurora
Date: 29 Jul 92 10:50:34 GMT
Reply-To: rdd@ukc.ac.uk (Rudnei Dias da Cunha)
Organization: Computing Lab, University of Kent at Canterbury, UK.

In article <29JUL199211142373@vxcrna.cern.ch> cohler@vxcrna.cern.ch (Mike Cohler) writes:
>A colleague showed me a cutting from one of our national newspapers
>yesterday in the UK, saying that the "top secret" Aurora aircraft
>had been heard/seen in the area of Machriahanish (Spelling ?) in Scotland.
This has been reported in the May issue of AirForces Monthly. It said that
unusual activity was being seen in this remote airfield, which was (is?) a 
base for US Navy SEALs and a secondary airfield for NATO aircraft. 

>It appears that the runway of this rather remote Scottish airfield
>is long enough to handle the Aurora, and that the tell-tale "smoke-ring
>trail" had been seen behind the aircraft.  
>[...]
What is this "smoke-ring trail"? Anything to do with the engine?
--
                                    Rudnei Dias da Cunha
                                        rdd@ukc.ac.uk
                       Computing Lab, University of Kent at Canterbury
                          Canterbury, Kent  CT2 7NF, United Kingdom
From: scotth@felix.filenet.com (Scott Hopson)
Newsgroups: sci.aeronautics
Subject: Re: Vanes on F/A-18
Keywords: A320, 747-400, FMS
Date: 29 Jul 92 20:35:46 GMT
Reply-To: scotth@fritz.filenet.com (Scott Hopson)
Organization: FileNet Corp., Costa Mesa, CA

In article <4592@balrog.ctron.com> nyberg@ctron.com (Jason William Nyberg) writes:
[misc deleted]
>I noticed an addition to the upper surface of the wing fairing where 
>the leading edge of the wing joins with it.  It's about a foot long, 
>squared off and unaerodynamic looking.  I have never seen it before 
>and it isn't in any book I have, and I was wondering what it is and 
>when it was put there.  It looks like it would interact with the vortex 
>generated by the fairing at high AOA...
>but i'm guessing :)

Based on your description it sounds like you saw the transponder antenna.
The F-18 has a vane ontop of the wing which is about a foot long which is
part of its transponder setup.



-- 
Scott Hopson   (scotth@filenet.com)
Newsgroups: sci.aeronautics
From: torgd@chinook.lerc.nasa.gov (Russell DeAnna)
Subject: Pusher Propellers
Organization: NASA Lewis Research Center [Cleveland, Ohio]
Date: Mon, 27 Jul 1992 16:08:06 GMT

On the way back from the Wright-Patterson Air Force Museum, 
my companions and I got into a discussion on "pushers" versus
conventional propellers for turboprop engines.  I wondered why
pushers and not used exclusively on multi-engined turboprop airplanes.  
My reasoning being that the low-pressure turbine shaft would
not have to pass through the high-pressure turbine shaft and out the front
of the engine.  Instead, a short shaft would be used out the 
back.  This would obviously improve efficiency. 
We came to the conclusion that pusher propellers may
interfear with the ground on smaller planes or on configurations
which would put the engine near the runway during ground operations.
But what about on large bombers where there is sufficient clearance
between the propellers and ground?  

Obviously, the pusher allows smooth airflow over the wing, while
receiving disturbed airflow, and the conventional configuration
allows smooth airflow to the propeller while disturbing the airflow
over the wing.
 
Are there other issues we're neglecting?
-- 
  Russell G. De Anna            "Keep a good head and always carry 
  U.S. Army (AVSCOM)             a lightbulb."  -B. Dylan
  Propulsion Directorate 
  NASA Lewis Research Center       (torgd@perch.lerc.nasa.gov)
From: rdc@pelican.cit.cornell.edu (Bob Cowles)
Subject: 747 Payload?
Summary: What is the payload max (size, weight) for a 747?
Date: Sun, 26 Jul 1992 07:40:24 GMT
Organization: Cornell Info. Tech.


I am developing a presentation and wanted to compare network bandwidth
with the bandwidth of a 747 loaded with (pick your favorite media).
The problem is that I have no idea of the volume and weight payload
capacity of that plane.  I guess I also need nominal cruising speed
too.  So, would anyone with that information let me know?  I am sure
that there are a number of different models, but clearly, this is 
an "order of magnitude"-type calculation ... so thanks in advance for
any info.

Bob Cowles
From: jem3@pyuxf.uucp (25312-mc killop)
Subject: MYSTERY AIRCRAFT
Organization: Bellcore, Livingston, NJ
Date: Wed, 29 Jul 92 17:17:51 GMT

I mentioned the existence of the new, "secret" USAF aircraft to an
acquaintance in the UK and here is his response.


Talking about the "mach 4-5" aircraft, there was a report in last Sundays
Sunday Telegraph about the aircraft.  Apparently, it is supposedly doing
round the world trips.  It takes off from an "air base" in the Nevada
desert, flies to a south sea island, refuels, then takes off and ends up at
RAF Machinarish on the Isle of Skye.  This is the UK's most remote military
airfield. It refuels again and flies back across the pond.

Apparently there is meant to be a unit of US Navy seals protecting the
aircraft.
From: dps@otter.hpl.hp.com (Duncan Smith)
Newsgroups: sci.aeronautics
Subject: Re: MYSTERY AIRCRAFT
Date: 31 Jul 92 13:23:53 GMT
Organization: Hewlett-Packard Laboratories, Bristol, UK.

In sci.aeronautics, jem3@pyuxf.uucp (25312-mc killop) writes:

> RAF Machinarish on the Isle of Skye.  This is the UK's most remote military
> airfield.

Close. Machrihanish is at the bottom of the Kintyre peninsula, more or
less the Mull of Kintyre (Remember the Macartney song? He has a farm
there). It is isolated from the rest of the UK distance-wise.

> Apparently there is meant to be a unit of US Navy seals protecting the
> aircraft.

The mind boggles.

Duncan
Newsgroups: sci.aeronautics
From: lorcan@cix.compulink.co.uk (Lorcan Mongey)
Subject: Pusher Propellers
Cc: lorcan@cix.compulink.co.uk
Reply-To: lorcan@cix.compulink.co.uk
Date: Wed, 29 Jul 1992 21:46:35 +0000

In article <1992Jul27.160806.25296@eagle.lerc.nasa.gov>
torgd@chinook.lerc.nasa.gov (Russell DeAnna) writes:
 
>I wondered why pushers and not used exclusively on multi-engined
>turboprop airplanes.
[...]
>Obviously, the pusher allows smooth airflow over the wing, while
>receiving disturbed airflow, and the conventional configuration allows
>smooth airflow to the propeller while disturbing the airflow over the
>wing.
 
One problem with pusher props mounted behind a wing is that the wing
sheds a wake from the trailing edge and as the prop rotates each blade
in turn hits this wake. This cyclic force can cause vibration and
fatigue. Also, tractor props give a slipstream effect over the wing
which often gives a useful lift increase.
 
Lorcan
From: egb008@comp.lancs.ac.uk (Mr R D Felton)
Newsgroups: sci.aeronautics
Subject: Re: A-320 autocontrol
Date: 21 Jul 92 10:57:03 GMT
Organization: Department of Computing at Lancaster University, UK.

In article <memo.533891@cix.compulink.co.uk> lorcan@cix.compulink.co.uk writes:
>In article <19920717.170150.271@almaden.ibm.com> ameline@vnet.ibm.com
>(Ian Ameline) writes:
> 
>Your opinions are welcome, and I hope I wasn't coming across as
>anti-pilot. I found reading Al Haynes' lecture on the Sioux City DC-10
>incident (especially the part where he was trying to convince the MDC
>engineers over the radio that what they thought impossible had actually
>happened) a chastening experience, and I think it should be required
>reading for all Aeronautical Engineers.
> 
>Lorcan

Just side-tracking a little.  Where can I get hold of a report of the above
incident? Please e-mail me, or maybe a net-posting would benefit most.
Thanks,
Rich.  e-mail : egb008@uk.ac.lancs.cent1
From: strub@cogsci.ucsd.EDU (Hank Strub)
Newsgroups: sci.aeronautics
Subject: The origin of speed bugs?
Date: 21 Jul 92 20:04:18 GMT
Organization: University of California, San Diego

Can anyone help me trace down the true story of how speed bugs became
incorporated into AirSpeed Indicators.

I've heard that it was popular for pilots to use grease pencils to
mark
important speeds right on the glass, until a designer decided to
incorporate this capability into ASIs.  Yet I don't know if this story
is just an urban legend.


It would be great if respondents can point me to a source (or sources)
I can reference.

Thanks!
 --Hank Strub	strub@cogsci.ucsd.edu
		Grad Student in Cognitive Science & Psychology, UCSD
Newsgroups: sci.aeronautics
From: waelder@navaho.uucp (25612-waelder)
Subject: Re: Please send me all known info on Aurora!!!!
Organization: Bellcore, Livingston, NJ
Distribution: usa
Date: Fri, 31 Jul 92 12:58:35 GMT

In article <1992Jul30.214250.14596@math.ucla.edu>, rfedkiw@century.math.ucla.edu (Ronald Fedkiw) writes:
> In Article 4379 in sci.aeronautics
> kopackm@lonex.rl.af.mil (Michael A. Kopack) writes
> >From what has been said in this newsgroup lately, I have become rather
> >intreigued
> >with the Aurora. I first heard mention of a project called Aurora when I
> >attended Space Camp in 1989 from a visiting engineer, but he couldn't disclose
> >anything other than the projects name and the fact that it was something
> >"Really advanced." I didn't hear anything else about it for a while, and
> >had forgotten about it until Popular (Mechanics or Science) had an article
> >about the next generation of spyplanes and mentioned the Aurora project.
> >I speculated that these were the same projects.
> >
> >So, could somebody please send me any info that you have on the project.
> >...
> 
> I'm currently doing some computational fluid dynamics work with
> hypersonics. 
> So, I too have an interest in this 'state of the art vehicle'.
> Please send me carbon copies of this info.
> 
> Thanks,    
> 
> Ron Fedkiw
> 
> --
> Ron Fedkiw (rfedkiw@redwood.math.ucla.edu)
> 
I am aware of the classified nature of the Aurora, but any
information on its propulsion system would be of interest. I
am interested in the potental and application of PDE power
plants which the Aurora is suspected to employ.

Please include me on the distribution.

Stephen Waelder
From: stauffer@src.honeywell.com (Don Stauffer)
Newsgroups: sci.aeronautics
Subject: PC versus technology
Date: 21 Jul 92 13:45:36 GMT
Organization: Honeywell Systems & Research Center
To: sci.aeronautics
Posted-Date: Tue, 21 Jul 92 08: 45:36 CDT
Received-Date: Tue, 21 Jul 92 08: 45:38 CDT

A recent posting about PC in regards to high tech could give the impression
that all high tech engineers tend to glorify high tech.  This is a
generality.  Here at my research center, which contains many PhD flight
control people that have designed fly-by-wire systems, I find a pretty
level headed attitude.  There is quite a bit of criticism of the A320
fms, as well as of some others.  The attitude here is that a properly done
fbw is good, a badly done fbw is bad, the same as a good conventional control
system is good and a bad one is bad.  We make our living here by working on
very advanced stuff, but we also have to fly to meetings, so we are passengers
on many airplanes.
Newsgroups: sci.aeronautics