old man emu

1 hour ago, RFguy said:

There's acceleration  as a vector, and that is allows you to make a turn of course. no acceleration = straight line flight.

I don't think you are getting my drift about which meaning of "acceleration" you are using.

I fully agree that when the word is used in Physics, an alteration in the direction of a velocity vector results in a change in "velocity" because velocity in Physics involves rate of movement and direction of movement. Change either over a period of time and you have acceleration. 

On the other hand, the non-Physics use of the word simply means to increase or decrease speed which is rate of movement without direction defined.

In real life, I would expect that incoming data relating to another aircraft IN MOST SITUATIONS would show a constant velocity(speed) of that aircraft. Therefore, to require the software to calculate accleration from the data would be an unnecessary task in light of the overall goal of the software. Completely different requirment for the software if it was being used to identify and predict the intercet point of an incoming missile.

2 hours ago, APenNameAndThatA said:

since aircraft turn it probably is a good idea to take acceleration into account.

I'm concerned about a little bit of semantics here.

Are you using "acceleration" in the sense it means in physics - rate of change of velocity - and saying that a change in the direction or magnitude of the velocity vector is acceleration?

OR

Are you using "acceleration" in layman's tems of simply an increase in "speed"?

I have been thinking of that word in layman's terms as aircraft don't usually accelerate ( speed up or slow down) rapidly enough to greatly affect the received velocity data. That's why I say that determining acceleration would add extra steps in the computations that might not provide any better results than if it was left out.

Vice President of the Museum just sold a working dog for $14K. You could come over and have a woof with him.

1 minute ago, RFguy said:

There's alot that can be nutted out

Love your work!

10 minutes ago, RFguy said:

it is continually generating the most likely next state (state can be X, Y Z location, oir X, Y Z velocity, or X, Y Z acceleration or all of those) . 

Can't see the need for acceleration in a real world situation involving aircraft in teh circuit, unless Plane B pulls back on the throttle, after having also identified a possible conflict.

Like I say, I'd rather see time to intercept based on location and veolity estimates.

6 minutes ago, RFguy said:

If looking not too far  the future, perhaps 10 updates,

That's got to be affected by the velocities of your aircraft and the conflicting one, eg 10 might be good for 80 - 100 kts, but more might be needed for 110 - 120 kts. Is that correct? And I use 120 kts as the max speed in the circuit, where your previous posts indicated you thought was the most liely place for conflicts.

Trouble with "plastic fantastics" is that they don't like UV rays, or is it Infra-red - the heat ones?  So they are painted white for greatest reflection to give the fibreglass a chance to provide a long service life. Even a rag bag's coating can't defeat Old Sol. Perhaps the answer is polished aluminium. Solves the problem of obscurity when you are flying a mirror.

6 hours ago, RFguy said:

OME - no -- It is NOT being use in this case to provide a better estimation of things that have happened in the past - we know those .

I understand that you are looking for a PREDICTIVE result. However, you mentioned "weighting" results from earlier iterations and I understand that those prior results are  like the shaft of an arrow which make it clearer where the tip of the arrow is. My question was simply to find out how many of those prior results (weighted or not) would you restrict access to for the current calculation ?  If you obtained fresh data from your "receiver" every second, would you dump previous data after 30; 60, or 120 seconds? I was just interested in how much memory you were allocating to stored data.

I like "Conflict   3 o'clock high distance 400 meters Traffic  kilo hotel alpha"

On 10/11/2022 at 12:22 PM, Teckair said:

How does a tug aircraft collide with the glider?

Just because one was a tug and the other a glider, doesn't mean they were hooked up. It could have been tow aircraft approaching to land and one came down on top of the other. How many collisions of this type, involving every type of aircraft, have there been over the years? I do recall a heated discussion in another thread based on similar preliminary cirmustances.

RFGuy,

Your initial post is quite interesting, but hard to read simply because of typos. Could I politely ask you to proofread and correct?

Now to get down to business. 

Here's an explanation of a Kalman Filter in simple, introductory terms:

1.  If A and B are two planes in flight, and you are flying plane A, how is the position of plane B in (x,y,z,) co-ordinates determined by the device in plane A?

2. Does the device in plane A always refer to its position as (0,0,0) on three dimensional axes?

3. Is [new location = old location + velocity and direction] a loop in the software?

4. How many old location values would you retain to plug the leaks in the algorithm?

5. Since in most situations, aircraft are travelling at constant velocity, is it necessary to have the filter look at acceleration? Perhaps "time to intercept" might be a better value to determine.

Would this be relevant to your project?

33 minutes ago, facthunter said:

hope she's a beauty, Mate.

Will be if you come.

It will be up to contestants to make sure that THEIR insurance indemnifies the organisers. The organisers will have to arrange ublic liability, unles Council bears it.

IMPORTANT UPDATE

Due to other organisations "claiming the dates" in April, the event will now be held in May - but not on Mothers' Day weekend, 14th May. The date to be confirmed in a few days and I will advise when I have it locked in.

The 1903 Flyer was pretty simply a powered version of the glider design they had developed earleir. In operation it was closer to a hang glider  with the pilot prone using weight shift for lateral control, and the only other control was a lever for the elevator. Obviously this aircraft was a "proof of concept" and indicated the areas needed for change. By 1909, they had made improvements to make the aeroplane more of a typical transport vehicle, i.e. pilot and passenger sat up.

Note the two levers in the pilot's hands. The one on the left moves to and fro only, and works the elevator. That on the right can move either to and fro or sideways, that is to say, in reality it has a kind of universal motion. The two and fro movement works the rudder, and the sideways motion warps the main decks. 

So pitch and yaw are controlled then as we do now, but the rudder movement is in the wrong direction compared to turning a boat or wheeled vehicle. The need for a person used to steering other vehicles to re-learn the way to turn the aeroplane must have been one of the most difficult things about learning to fly a Wright aerplane. The confusion carries over a little to modern aircraft. Consider steering a billy cart with your feet. To go to the right, you push forward with your left leg. However, in an aeroplane, to go to the right you push forward with your right leg. (in very, very, very basic terms)

On 18/10/2022 at 10:17 AM, Admin said:

Did you know you can add Accommodation to an airfield in our Airfields list here on Recreational Flying.

I found the entry for Toora, but couldn't enter any details. How do you do that?

Just an update on the proposed date of the event.

A big source of helpers for the event is the local horse endurance riders club, They have an event on the 15th and that will occupy them and the reast of the vvillage. So we are moving our event to SATURDAY 27 April.

I don't allow the use of a rattle gun when work is done on my wheels. If you think about the apparent intelligence levels of tyre fitters, you will soon come to the conclusion that they could have no understanding of the relevance of torque specifications to the safe operation of fasteners.

Looks like theModified Seine Stitches maintained integrity.

The flaw in the otherwise flawlwss plan to improve safety is that there is a lack of qualified persons to carry out engine overhauls. And we all know that an aircraft component cannot be returned to service until the Fat Lady signs. The number of engine shops in Australia has dropped in the past ten or so years. What might have been a $30K overhaul of a 4-cylinder Lycoming ten years ago has now climbed to the region of $40K or better. That must surely apply to Rotax engines, and what about converted car engines?

A step towards saving little-used engines would be to train owners on how to preserve an engine when it is not in use. 

https://www.avweb.com/features_old/storing-your-airplane-for-the-winter/

6 hours ago, facthunter said:

The DH Comet was in the vanguard of pressurised jet transport

It's usually the blokes in the vanguard who step in the poop.

Student pilot undergoing instruction. What could possibly go wrong?

Let him who is without a kangaroo landing cast the first stone.

What happened to caveat emptor? 

1 hour ago, Ian said:

And yet in Victoria you now require something like 200 hours or 5 weeks of 9-5 driving to get your provisional license.

That also applies in NSW. The problem that I see is that student drivers tend to do one hour 200 times. There is no published material that guides a student driver through the learning process. It is said that one can qualify for a pilot's licence in 40 hours. Could you get the required competency doing a TIF forty times?  No way, Jose! Your instructor has a published syllabus to follow, at least to early post-solo. After that the lessons can be shuffled to account for external conditions, but you will still complete each item in the syllabus.

I am going to title my book for student drivers Don't waste time learning to drive. One of the greates time wasters I see is a student driver driving between major cities on quality highways. That might get the hours logged, but very little if anything is learned. Also, how many times do parents let student drivers drive away from the Motor Registry with the ink still wet on their Learner's Permit? Bloody dangerous.

6 hours ago, Bruce Tuncks said:

I would make sure that kids could calculate, for example, how centrifugal force combined with road camber could make your rav4 "unexpectedly"  roll.

Strewth, you pulled up a really complex one there. I wish that my traffic accident reconstruction notes were not packed away at the moment, or I would go through the whole complex calculation for determining the speed to roll over on a curve, and that would not be something that the majority of people would have the maths ability to do. Not blowing my own trumpet. I didn't know how to do it until I was taught it during my course.

6 hours ago, Bruce Tuncks said:

I think he is trying to say that everybody should be allowed to drive

Not so. What I was saying was that within a population of drivers there is a spread of acceptance of risk. Some few per cent have a low acceptance - very timid, very unsure. At the other end of the distribution there are those who accept a high risk - the reckless ones. What we need to do is to bring those outriders back towards the centre so that the spread is narrower.

2 hours ago, onetrack said:

taxpayers money is there to be thrown around with gay abandon.

Does that mean that the dollars went "poof"?

Once again, the figures don't lie, but liars can figure.  How relevant to private or recreational flying are the figures gleaned from the operation of the types of aircraft depicted in graph? As onetrack says, more pollutants are sprayed out by the "Harry the Who-me"s than all the Pontius Pilots committing private recreational flying throughout the world. 

But once again - the media portrays aircraft owners as wealthy idlers always worthy of a flak barrage. How much pollution are grey nomads pumping out from their monster trucks dragging oversized metal tents up and down the country. I'm not rich enough to own one of those combinations, so I'll just have to try to make do with a cheap little 2-seater aerial tourer and carry a nylon tent and feather sleeping bag if I want to see this wide, brown land.