rmiller@ccvaxa.UUCP (07/20/83)
#R:alice:-193500:ccvaxa:5100010:000:252 ccvaxa!rmiller Jul 18 22:21:00 1983 highest wing loading at Hobbs for the world championships was likely Moffat of US in a special Nimbus 3 with about 10.5 pounds per square foot. international rules prevented the further ballasting that his ship would have taken. uiucdcs!ccvaxa!rmiller
rjn@hpfcmc.UUCP (rjn) (08/12/84)
If you are planning to use the D.C. electret headsets with an intercom, check that they work together before you buy. The electret mike requires a bias voltage which some intercoms (like mine) don't provide. Sorry, but I don't recall the brand of the intercom. Regards, Bob Niland hp-dcd!hpfcla!rjn
rjn@hpfcmp.UUCP (rjn) (12/17/84)
[] re: clearing prop before master-on....
One of the two electrical problems I've encountered involved an apparent
stuck starter motor relay. It stuck AFTER I first engaged it, so the only
indication of a problem was extra engine noise and an unusual ammeter reading,
leading to an aborted taxi. On returning to the tiedown I discovered that
the starter would now crank whenever the master was on, irrespective of the
ignition switch setting. After that experience, I moved "clear prop" to
BEFORE "master on" on my personal checklist.
The other electrical was a total system failure in flight during a VFR
descent to approach, with the flaps at 10 degrees, some distance from the
airport. As a result of that experience, I won't hang out any laundry that
would prevent a climb (like 40 deg. flaps), unless I can land from where I
am if a total electrical occurs.
Bob Niland hplabs!hpfcla!rjn Hewlett-Packard, Ft. Collins COron@hpfcmt.UUCP (ron) (01/09/85)
Re: Primary A/C Proposal I haven't seen the actual proposal but the basenote from jlg (I think) has been very interesting. I concur that aircraft have been pushed as Transportation rather than Fun a bit too heavily. Headwinds, weather, limited gross weights,what-do-you-do-about-transportation-on-the-other- end, and pilot proficiency (for safety, not legality) all tend to work against the Transportation mode. Still, I suspect that many people are drawn to flying initially for reasons other than transportation and it would be helpful to set their expectations early on with the type of aircraft they will initially be allowed to fly and the type of licensing they can achieve. Low cost.... hmmm. It seems to me that beyond the price of the engine and avionics that the airframe itself is not going to be inexpensive. Aluminum monocoque construction (such as C-150 et al) is relatively labor intensive and requires more than a few parts. Other techniques, such as carbon fiber spars plus fiberglass surfaces are a bit more efficient but have problems of their own ( ask any high-performance glider pilot who owns one). AND, worst of all, these fiberglass high-performance designs really aren't dramatically cheaper than the old C-150 style. I'm presently instructing in a Grob 109B motorglider (the one on the front page of AOPA Pilot a few months back). It has this "high performance" construction materials used in it (carbon spar with fiberglass surfaces) and still comes out to be in the $ 40 K + category. (No, I DON'T own it.) Maintenance.... The newer materials are less repairable (I think). A bout of 'hangar rash' on a metal skinned plane is far more repairable than a molded one piece wing. So, there are tradeoffs. My present position is that all those older airplanes like C-140s etc may become viable for me if the owner is allowed to do more than change the oil in the doggone thing. Overhauls and such are so expensive as to almost preclude an older airplane now. If I can do it myself (and incidentally achieve some enjoyment from a different aspect of flying at a savings) then the proposition becomes significantly more viable. I too have thought long and hard about these issues but still haven't fully come to the conclusion that aircraft ownership is worth the trouble and $$. "The opinions expressed herein are suspect. Anyone who would go flying without and engine deliberately has a precessing gyro." Ron Miller CFI(G) Hewlett-Packard Co. Ft. Collins, Co. (hplabs!hpfcla!ron-m)
ron@hpfcmt.UUCP (ron) (01/14/85)
Re: Landing on gusty days etc It's never easy no matter how long you've been flying (so I've been told). I've come around to the conclusion that it's not the technique that's the most important as it is the decision to be there in your airplane in the first place. I just returned from a cross-country in a C-152 of 225 nm to Rapid City South Dakota (from Colo.). Flight precautions were posted for the entire world (it seemed) for moderate to severe turbulence. Wind was reported at RAP for 20 kts right down the runway. I decided I would go ahead on my way with some well-chosen turnaround points if the turbulence were as forecast. It was as smooth as glass for 175 miles. So, I wound up on the final leg fighting the turbulence on into the airport. The wind had come up to 30 kts gusting to 40 (still right down the runway). No problem right ? Well, pretty much right. The landing was not the best but was acceptable considering.... (ground roll of about 40 feet). So far so good. Safe on the ground, not out of gas, right side up....... Oops. How do you turn this thing out of the wind to get off the runway ??? Things started to get serious then. The immortal question asked by aviators since the Wright brothers came to me..... WHAT AM I DOING HERE ????????? No, I didn't break anything or really even get too close but...... I learned: (1) If the wind is a problem maybe you simply shouldn't be there in the first place. In retrospect I should have considered that 30 kt winds ARE a problem even if they are right down the runway. One usually has to exit the runway to get gas. (2) All the rules for control deflection in high winds WORK. I didn't flip over. And if a 1450 pound C-152 didn't flip while taxiing in conditions where full downwind brake and rudder and full power would just keep the airplane on the runway turnoff then those rules are right. (3) That my personal limits for safety and comfort are way below 30 kts in a C-152. (4) I really should have considered NOT continuing on to the destination. I should have turned around and been blown back downwind to one of my alternates in the lower wind/no turbulence areas. (5) That I am still capable of mistakes in judgement. My point is: Your instructor and all the netters here are trying to get you to use your head BEFOREHAND in all kinds of different situations. The biggest lesson to learn ( and keep learning and learning and learning and..) is that the smartest pilot in the world is the one who knows (1) what he can't do and (2) DOESN'T TRY. Ron Miller CFIG and Student Pilot (airplane) "Sigh of relief" Hewlett-Packard Co Ft Collins, Colo. hplabs!hpfcla!ron-m
dgrif@hpfclv.UUCP (dgrif) (01/14/85)
Don't get so upset about what might be life saving procedures. Most CFI's
will teach you how to fly a normally functioning aircraft and many will
try and discuss emergency procedures but unless you talk to someone who
has survived an experience it is all speculation.
It makes sense to me to always persue the "what if" conditions so that
when faced with a truely threating condition a pilot can act quickly and
not sit around worrying that they are out of control.
Dan (there is no substitute for reality) Griffin
{ihnp4|hplabs}!hpfcla!griffinron@hpfcmt.UUCP (ron) (01/14/85)
Re: Scanner legal for use on airlines The FARs have some very specific guidance regarding devices to be restricted in use on aircraft operating under IFR. I don't have the particular section at hand but I think it was under the air taxi or heavy aircraft sections. The responsibility was laid on the PIC to not permit operation of < list > items. As I recall the only things that WERE allowed were pacemakers. Naturally enforcement of the FAR is up to the crewmembers. Ron Miller CFI(G) "IFR in gliders ?? Forget it. Turn up the Bach !" Hewlett-Packard Co Ft. Collins, Colo (hplabs!hpfcla!ron-m)
peterb@pbear.UUCP (01/16/85)
/* Written 12:15 am Jan 11, 1985 by hplabsc!dsmith in pbear:net.aviation */ >So why is the X-29 any worse than the F-16? The F-16 uses a force >stick to electronically signal desired control surface movements. >(Actually, it's a little fancier than that. I read that horizontal >stick force does not signal aileron deflection, but roll rate.) > >And if a hydraulically actuated B-52 lost its electronics to EMP, >how would it navigate home? > >I don't know how susceptible our planes are to EMP, but the Air >Force does test them for it. In order to increase roll rate, aileron/spoiler deflection MUST increase. therefore horizontal stick force does signal aileron deflection. If a B-52 lost its electonics, the crew would pull out their equivilant of the world Jeppesen manuals and fly by the compass an gyro compass. So they may be off by 30 - 40 miles by the time they get back, but at least they would be in the ball park. The airforce may test for EMP, but I don't think that they can mimic the incredible potentials that would exist from and actual EMP, so the testing can't make it perfect or guarentee it, but just give an accurate probability of survival/failure. Peter Barada ima!pbear!peterb
ron@hpfcmt.UUCP (ron) (01/17/85)
Re: Is general aviation safe ? This will sound really corny but........ IT'S ONLY AS SAFE AS YOU MAKE IT. Aviation is one of the few remaining activities where the individual is still responsible for his own destiny (and those of his trusting passengers). We have bills in Congress and elsewhere demanding airbags in automobiles to stop the carnage on the roads because drivers are not responsible enough to use, and require the use of, seatbelts. Aviation has not "progressed" to the point yet where the individual can have the expectation of closing his eyes and letting go of everything and filing a lawsuit afterwards if he wasn't entirely safe. As other netters have also said, the sky can be very unforgiving. So, if you are interested in the enjoyment of flying and seeing life from a slightly different perspective you must also accept responsibility for controlling the amount of risk you expose yourself to. You can choose to accept no risk at all and not fly or you can choose a very high risk by climbing into your old, unreliable clunker without instruments on a marginal VFR day to go flying in the mountains. You choose the risk, you control the chances and you pay the consequences. My personal choice in this (and other activities such as motorcycling) is to learn as much as I possibly can about the activity (subset where I am the participant) and use all the safety equipment and training available to me, set my limits and then enjoy knowing that I am prepared. Yes, there is risk but some of the most satisfying experiences in life require assuming some degree of risk. Ron Miller, CFI(G) "Engine ? What engine ? They only make noise !" (hplabs!hpfcla!ron-m)
ron@hpfcmt.UUCP (ron) (01/17/85)
Re: Air Force 2 Question: Was there a report number or anything referring to the findings on this incident which might be requested by an individual (like myself) who would like to write some letters to certain portions of the electronic media? Thanks, Ron Miller Hewlett-Packard Co. Ft. Collins Colo. (hplabs!hpfcla!ron-m)
dsmith@hplabsc.UUCP (David Smith) (01/22/85)
>/* Written 12:15 am Jan 11, 1985 by hplabsc!dsmith in pbear:net.aviation */ >>So why is the X-29 any worse than the F-16? The F-16 uses a force >>stick to electronically signal desired control surface movements. >>(Actually, it's a little fancier than that. I read that horizontal >>stick force does not signal aileron deflection, but roll rate.) >> >>And if a hydraulically actuated B-52 lost its electronics to EMP, >>how would it navigate home? >> >>I don't know how susceptible our planes are to EMP, but the Air >>Force does test them for it. > > In order to increase roll rate, aileron/spoiler deflection MUST >increase. therefore horizontal stick force does signal aileron deflection. There's inertia in there, too. Let the pilot hold full left stick force for a fast left roll. Then he lets go of the stick. The electronics will deflect the ailerons in the right-roll sense to get the roll stopped fast. > > If a B-52 lost its electonics, the crew would pull out their >equivilant of the world Jeppesen manuals and fly by the compass an gyro >compass. So they may be off by 30 - 40 miles by the time they get back, but >at least they would be in the ball park. Good luck with the compass in the arctic. > > The airforce may test for EMP, but I don't think that they can mimic >the incredible potentials that would exist from and actual EMP, so the >testing can't make it perfect or guarentee it, but just give an accurate >probability of survival/failure. > > Peter Barada > ima!pbear!peterb A couple of years ago, Aviation Week had a cover picture of a B-52 sitting on top of a huge wooden tower, surrounded by power lines for EMP testing. They were going for whole-plane testing in fields comparable to nukes exploding nearby. I have no other information (such as whether it passed, or just how representative the fields were). David Smith hplabs!dsmith
terry@hpfcla.UUCP (terry) (02/07/85)
re: Getting wives to fly My husband solved that problem by having me take a 'co-pilots' course. That is learning some basics to flying from the right side. Learning about the radios, emergency numbers, and some of the other aids really made me feel better about flying. So much so, much to my husbands sur- prise I started taking lessons. With luck, I'll have my license this Saturday and my husband will have the ultimate auto-pilot!! Terry Garlow CNO/ Fort Collins, Colo.
stevel@haddock.UUCP (03/02/85)
The horizantal stabalizer was not torn off by the descent perse,
but by the wheel outer wheel well covers coming off and hitting
the stabalizer. The wheel were lowered to reduce the dive speed.
Anybody know if the 747 book recomends lowering the wheels at
such a high speed. Anybody know what they say about pulling
out of dive bombing runs?
Steve Ludlum, decvax!yale-co!ima!stevel, {amd|ihnp4!cbosgd}!ima!stevel
Interactive Systems, 7th floor, 441 Stuart st, Boston, MA 02116; 617-247-1155barrett@hpcnoe.UUCP (barrett) (04/17/85)
Isn't wheelbarrowing caused by too much forward stick and not by excessive flaps? I can see where flaps would aggrivate this problem though, in any plane. In any case, isn't it appropriate to apply aft stick and full power whenever a "porpoise" occurs, flaps or no flaps? Dave Barrett hplabs!hp-dcd!barrett
barrett@hpcnoe.UUCP (barrett) (04/17/85)
/*
* Here is a program to play with density altitude:
*
* I have been working on this from time to time and just recently coded
* this in C from my HP 15-C calculator program. I havn't looked at it
* for awhile, so I don't remember if it works or not. The formula used
* are derived from the universal gas law pv=nRT, and change in pressure
* with altitude. I have the derivations on paper, and translation to
* ascii is painful enough that I have never done so. From what I can
* find out, the results should be within 1% accuracy (in an ideal universe)
* up to about 38000 ft where the standard lapse rate no longer applies.
*
* Dave Barett
* hplabs!hp-dcd!barrett April 1, 1985
*/
#include <stdio.h>
#include <math.h>
#define AbsZero (-273.16)
#define cent(Kelvin) ()
#define kelvin(Cent) ((Cent) - AbsZero) /* Centigrade to kelvin */
#define meters(feet) ((feet)*12*2.54/100) /* meters to feet conversion */
#define FtoC(F) (5/9*((F) - 32))
#define CtoF(C) ((C) * 9/5 + 32)
#define LapseRate (-0.0065) /* C/m */ /* Standard free air lapse rate */
#define T0 288.16 /* K */ /* Standard Temperature at sea level */
#define g (-9.80655) /* m / s^2 */ /* Earth's gravitational const */
#define R 8.31432 /* kg m^2 / s^2*mol*K */ /* Universal Gas Const */
#define M 0.028966 /* kg / mol */ /* Molar weight of air */
#define P0 1013.25 /* mb= kg / 100*m*s^2 *//* pressure at sea level */
#define y0 0 /* m */ /* true altitude at sea lavel */
#define StdTemp(y) (T0 + LapseRate*(y)) /* K */ /* Standard temperature */
#define StdAlt(T) (((T)-T0)/LapseRate) /* m */ /* Inverse of above */
#define Q (g*M/(LapseRate*R)) /* dimensionless */
#define k (P0/pow(StdTemp(y0), Q)) /* mb / K */ /* d P / dy */
#define mu (100*k*M/R) /* kg / m^3 */ /* d rho / dy */
main()
{
double alt, temp, press;
double DensityAltitude(), stddensity(), stdpressure(), PressureAltitude();
/*
printf("y0 = %.6f\n", y0);
printf("b = %.6f\n", LapseRate);
printf("a = %.6f\n", T0);
printf("g = %.6f\n", g);
printf("M = %.6f\n", M);
printf("R = %.6f\n", R);
printf("P0 = %.6f\n", P0);
printf("y0 = %.6f\n", y0);
printf("Q = %.6f\n", Q);
printf("k = %.6e\n", k);
printf("mu = %.6e\n", mu);
*/
printf(" Input alt(ft), Temp(C)?");
scanf("%lf %lf", &alt, &temp);
alt = meters(alt);
printf(" alt = %.6f m\n", alt);
printf(" temp = %.6f C\n", temp);
printf(" Std Temp = %.2f C\n", cent(StdTemp(alt)));
printf(" Density = %.4f kg / m^3\n", stddensity(alt));
printf(" Pressure = %.2f mb\n", stdpressure(alt, temp));
printf(" Density alt = %.2f ft\n", feet(DensityAltitude(alt, temp)));
}
double stddensity(altitude)
double altitude;
{
return(mu*pow(StdTemp(altitude), Q-1));
}
double stddensityalt(density)
double density;
{
return(StdAlt(pow(density/mu, 1/(Q-1))));
}
double stdpressure(altitude)
double altitude;
{
return(k*pow(StdTemp(altitude), Q));
}
double stdpressalt(pressure)
double pressure;
{
return(StdAlt(pow(pressure/k, 1/Q)));
}
double DensityAltitude(altitude, temperature)
double altitude, temperature;
{
return(
stddensityalt(
M/R * 100 * stdpressure(altitude) / kelvin(temperature)
)
);
}stevel@haddock.UUCP (05/08/85)
I expressed concern to my optomitrist about being able to pass
the eye exam for a second class physical. My bad eye is just
about 20/200. He told me not to wear my glasses for several hours
before the exam and that my sight would improve enough to pass
eaisly.
Steve Ludlum {ucbvax!decvax!cca | yale | ihnp4 | cbosgd}!ima!stevelron@hpfcmt.UUCP (ron) (05/08/85)
Re: Info on kit sailplanes I highly recommend the new magazine 'KITPLANES.' The coverage is not restricted to any particular category of aircraft and the technical discussion regarding construction techniques on various craft could make a big difference in your choice of kit. The format is most typically a review of one or two aircraft kits per month with construction overviews, a flight test and examples of completed kits with the comments of those who completed them regarding what they would do differently if given the chance. They also do reviews of such mundane things as NavComs on the market and other helpful electrical hints. My impression is that electrons create great anxiety in the homebuilt world. The magazine is put out by the same publishers as PRIVATE PILOT so you could probably find an ad with the subscription form. I think it is something like $ 26/yr for the introductory offer. It could more than pay for itself. BTW, the June issue just arrived with a review of the 'Sillouette' aircraft which has a set of wingtip extensions which makes it into a 28:1 motorglider. Ron Miller CFI-G Hewlett-Packard Ft. Collins Systems Div. Ft.Collins, Colo at ... ihnp4!hpfcla!ron-m
ron@hpfcmt.UUCP (ron) (05/15/85)
RE: Cheaper path to two tickets
I concur that if you want both power and glider ratings, do the power first.
Your time and experience COUNT in power planes whereas glider time mostly
doesn't.
Even a CFI-G had to do a lot of mandatory work to get a Private power rating.
However, don't get the belief that just because the FAA thinks that a power
pilot can fly a glider with only cursory instruction that it's true. The
most dangerous glider flying I've ever witnessed from low-time glider pilots
was because the pilot was a high-time power pilot who already knew how
to fly ---- the WRONG way. (downwind to touchdown just above stall without
using the spoilers and no room for error)
You'll also be pleased to have a power ticket if the time comes to
checkout in a motorglider if the regs change (like many of us think they
might)
Ron Miller CFI-G (and Private Power)
HP Ft. Collins Systems Div
Ft. Collins Colo
at {ihnp4} !hpfcla!ron-mmike@hpfcmt.UUCP (mike) (06/20/85)
Bravo. As a former avionics tech myself, it's good to see a clear and correct explanation of VOR. Add a transponder for distance measurement, and you have TACAN (of course, the frequency band is different). Thanks much. Mike Forman Hewlett-Packard Fort Collins Systems Division
ron@hpfcmt.UUCP (ron) (06/24/85)
Re: San Jose etc
1. Commercial aircraft will probably not glide into the airports
they use anytime this *century*. It doesn't make sense with their
high rate of descent power-off.
2. Most of my war-stories about airport noise are usually in the sequence
of: (1) Airport is built away from town. (2) Developer buys cheap land
under the approach and departure ends of the runway (3) Homeowners demand
that the airport closed because of the noise. (4) Municipality closes the
airport because of the noise. I've seen it done at the old Seattle NAS,
Fentress aux field for USN in Va., they tried it with my old soaring field
and others will fall before it's over.
Ron Miller, CFI-G
at: {ihnp4}!hpfcla!ronron@hpfcmt.UUCP (ron) (07/10/85)
Re: Good Ole' Ralph.......
He doesn't drive either. But boy, did he ever protect us from the Corvair !
Ron Miller
Turbo Central
{ihnp4}hpfcla!ronron@hpfcmt.UUCP (ron) (07/17/85)
Frank Tallman.....
or was it 30 Seconds Over Tokyo ?
I don't think that it was Tallman though but it's been a very long
time since I read the book.
Ron Miller
{ihnp4}hpfcla!ronron@hpfcla.UUCP (ron) (08/13/85)
More comms stories...
There was an article in June SOARING magazine (+/- 1 month) about a
glider pilot making a cross-country flight from Salida Colorado to
Cheyenne Wyo. using a CB radio. This fellow went high and stayed high
but needed to talk to the tower to ensure no conflicts in the airport
traffic area with the NG C-130s and the scheduled (at least once a week!)
airlines. So, he had one of the local CBers call the tower on the phone
and relayed the messages needed to make it happen.
BTW, this was about 1966. Cynics reported that the last friendly local
CB'er died in 1970. (REACT members excepted)
Ron Miller
("Morse code ain't THAT hard...")
at {ihnp4}hpfcla!ronjames@faust.UUCP (10/02/85)
Re: nav database I recentely received a notice that NTIS has available a listing of navaids (on tape or floppy)
ron@hpfcla.UUCP (12/05/85)
I would have mailed this but there was insufficient address
information.
Thank you for your discourse on ultr-lights. I appreciate hearing
about them from someone who seems to have the idea of risk management
in perspective. Thanks !
Ron Miller
Pilot in civil lawsuit to judge:
"How can this be a trial by my peers ? The lawyers dismissed all the pilots,
engineers, electrical workers, mechanics, construction workers, power company
employees, people who drive cars, people who drive motorcycles and anyone who
has ever consented to RIDE in an airplane !"
(Not TOO far from the truth.....)
Service Engineering (Hardware Support)
Hewlett-Packard Co.
Ft. Collins Systems Div. Home of the HP 9000 Series 200,300 & 500
Ft. Collins Colorado
303-226-3800
at: {ihnp4}hpfcla!ronron@hpfcla.UUCP (12/05/85)
>Whether or not to fly ultralights seems to be based more on "religion" than >on fact. I'll fly one when it can accend at more than 1000 fpm. -- >J Bradford Parker >seismo!harvard!gcc-bill!brad Given the requisite of 1000 fpm performance you would find flying in Colorado unacceptable too. Not even the 182 I'm currently flying will do that here (unless you find a thermal and circle in it for assistance :-) Ron Miller No one has ever gone broke UNDERestimating the intelligence of the American public ! Service Engineering (Hardware Support) Hewlett-Packard Co. Ft. Collins Systems Div. Home of the HP 9000 Series 200,300 & 500 Ft. Collins Colorado 303-226-3800 at: {ihnp4}hpfcla!ron
barrett@hpcnof.UUCP (12/30/85)
/*
* alt.c - Written by Dave Barrett Dec 29, 1985
*
* Program to play with density altitude computations
*
* NOTE: Formulas for density altitude here won't work above 35000 ft or
* so because the standard lapse rate is not linear.
*
* cc -o alt alt.c -lm
*/
#include <stdio.h>
#include <math.h>
#define AbsZero (-273.16) /* or is it -273.15? definition of C is funny */
#define cent(Kelvin) ((Kelvin) + AbsZero) /* kelvin to Centigrade */
#define kelvin(Cent) ((Cent) - AbsZero) /* Centigrade to kelvin */
#define meters(feet) ((feet) * 12.0*2.54/100.0) /* meters to feet conversion */
#define feet(meters) ((meters) * 100.0/(2.54*12.0))
#define FtoC(F) (5.0/9.0 * ((F) - 32.0)) /* Farinheit to Centigrode */
#define CtoF(C) ((C) * 9.0/5.0 + 32.0)
#define LapseRate (-0.0065) /* C/m */ /* Standard free air lapse rate */
#define T0 (288.16) /* K */ /* Standard Temperature at sea level */
#define g (-9.80655) /* m / s^2 */ /* Earth's gravitational const */
#define R 8.31432 /* kg m^2 / s^2*mol*K */ /* Universal Gas Const */
#define M 0.028966 /* kg / mol */ /* Molar weight of air */
#define P0 1013.25 /* mb=kg / 100*m*s^2 *//* pressure at sea level */
#define y0 0 /* m */ /* true altitude at sea lavel */
#define StdTemp(y) (T0 + LapseRate*(y)) /* K */ /* Standard temperature */
#define StdAlt(T) (((T)-T0)/LapseRate) /* m */ /* Inverse of above */
#define Q (g*M/(LapseRate*R)) /* dimensionless */
#define k (P0/pow(StdTemp(y0), Q)) /* mb / K */ /* d P / dy */
#define mu (100*k*M/R) /* kg / m^3 */ /* d rho / dy */
main()
{
double alt, temp, press;
double DensityAltitude(), stddensity(), stdpressure(), PressureAltitude();
/*
printf("y0 = %.6f\n", y0);
printf("b = %.6f\n", LapseRate);
printf("a = %.6f\n", T0);
printf("g = %.6f\n", g);
printf("M = %.6f\n", M);
printf("R = %.6f\n", R);
printf("P0 = %.6f\n", P0);
printf("y0 = %.6f\n", y0);
printf("Q = %.6f\n", Q);
printf("k = %.6e\n", k);
printf("mu = %.6e\n", mu);
*/
printf(" Input alt(ft), Temp(C)?");
scanf("%lf %lf", &alt, &temp);
alt = meters(alt);
printf(" alt = %.6f m\n", alt);
printf(" temp = %.6f C\n", temp);
printf(" Std Temp = %.2f C\n", cent(StdTemp(alt)));
printf(" Density = %.4f kg / m^3\n", stddensity(alt));
printf(" Pressure = %.2f mb\n", stdpressure(alt, temp));
printf(" Density alt = %.2f ft\n", feet(DensityAltitude(alt, temp)));
}
double stddensity(altitude)
double altitude;
{
return(mu*pow(StdTemp(altitude), Q-1));
}
double stddensityalt(density)
double density;
{
return(StdAlt(pow(density/mu, 1/(Q-1))));
}
double stdpressure(altitude)
double altitude;
{
return(k*pow(StdTemp(altitude), Q));
}
double stdpressalt(pressure)
double pressure;
{
return(StdAlt(pow(pressure/k, 1/Q)));
}
double DensityAltitude(altitude, temperature)
double altitude, temperature;
{
return(
stddensityalt(
M/R * 100 * stdpressure(altitude) / kelvin(temperature)
)
);
}tcculpep@uok.UUCP (02/06/86)
roger@hpfcla.UUCP (02/27/86)
/***** hpfcmt:net.aviation / alice!ark / 10:06 pm Feb 20, 1986*/ My parents tried to take a commercial flight from Newark NJ to Albuquerque NM yesterday. First they sat at the gate for an hour and a half while mechanics repaired a broken de-icer. Then the captain discovered the airplane was over gross, so about 10 people got bumped. Then they took off. About half-past Ohio, they did a 180 and a quick descent. Pilot gets on intercom and announces the windshield has cracked; they're going back to Newark. Arrive at Newark, sit for a while until they trundle up another 727. Everyone moves over to the new airplane in the rain. Sit for another hour while they fuel this one up and transfer all the baggage. Finally, they're all fueled, got the baggage all loaded and just about ready to go, when a baggage handler drove his truck into the side of the airplane. At this point they got disgusted and went home. /* ---------- */
roger@hpfcla.UUCP (02/27/86)
You don't mention the airline, but it sounds like classic PeoplExpress! What are our commercial airlines coming to? The way things are going, I have more faith in my own ability to fly safely from point x to point y in my 1974 '172 than I have in the people who fly for a living. (Unless it's overseas...then I think I'd prefer to swim! :-))