Date Posted: 2008-05-09 02:13:00.
Subject: GALiRe Testarea
Name: jetwhiz
Message: bold
strike
italics
under
http://www.globalaircraft.org/
GAC.org
jetwhiz at ufl.edu
JetWhiz's Email


121212 202020
red yeller
small
medium
large
heading

left

center

right

Monday, May 19, 2008 -- 6:18:54 PM PDT

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test me
test

x; color: #fff;'>    $x = 3;
    $y = 2;

x;margin-bottom:0px;'>
• bull [*]
• bull
• bull

x;margin-bottom:0px;list-style-type: upper-alpha;'>
• first
• second
• third

x;margin-bottom:0px;list-style-type: decimal;'>
• first
• second
• third

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~JetWhiz

Monday, May 19, 2008 -- 6:18:54 PM PDT

Date Posted: 2005-08-05 02:47:32.
Subject: Hughes OH-4 Cayuse
Name:
Message: In 1960, the US Department of Defense issued Technical Specification 153 for a Light Observation Helicopter (LOH) capable of fulfilling various roles: personnel transport, escort and attack missions, casualty evacuation and observation.

Twelve companies took part in the competition and Hughes submitted the Model 369, nicknamed the 'flying egg' on account of its shape. The Hiller and Bell aircraft were selected as finalists, but the US Army later included the Hughes helicopter as well — which was offered at an exceptionally low price — under the designation OH-6, and five prototypes were ordered in spring 1961. The Bell was subsequently eliminated from the contest and the Hughes 369 was redesignated OH-6A 'Cayuse'. The first of the five prototypes flew on 27 February 1963 and was delivered to Fort Rucker air base the following November, to begin trials for the Army.

The Hughes aircraft was very interesting from a structural point of view. For example, the fully-articulated rotor had four blades of constant chord, consisting of an extruded light alloy spar, to which a single sheet of light alloy was bonded to form the profile of the blade. The fuselage had a light alloy, semi-monocoque structure and its remarkable robustness afforded the occupants good protection even in heavy landings. However if the compactness of the fuselage made the Hughes OH-6 light and sturdy, with low drag, it reduced the helicopter's versatility, as its small internal volume was clearly restrictive, despite being perfectly in accordance with Technical Specification 153.

The aircraft had an Allison 250 turbine engine, which was very light and compact, with a maximum power derated from 400 to 282shp, which afforded obvious advantages in terms of service life and safety. The sophisticated avionics included a track indicator, VHF and UHF transceivers and ADF. A wide choice of weapons fits was available.

Following trials, the choice of the OH-6A for large-scale production was announced in May 1965 with an initial order for 714, which was later increased to 1300 with an option on another 114. Production reached a maximum of 70 helicopters in the first month. In all 1434 were built, the last of which were delivered in August 1970.

The Cayuse established no fewer than 23 world records in March-April 1966: 2800km closed circuit; 3561km in a straight line; 227.7km/h over a 2000km closed circuit and 8601m altitude in horizontal flight. It won other records in the various classes for helicopters of a variety of weights, including a speed record of over 277km/h.

Apart from the five prototypes built for the US Army, Hughes built four others for its own research purposes, one of which was converted into a civil version designated Model 500, which flew at the beginning of 1967. The subsequent Model 500C variant had a 405shp Allison 250-C20 turbine. One OH-6A was later modified under a research programme for ARPA (the advanced research office of the US Department of Defense) to reduce noise levels and has been nicknamed 'The Quiet One'. It introduced a five-blade main rotor, four-blade anti-torque rotor, exhaust silencer and various noise blanketing devices on the air intakes. The new rotor has 67 per cent of the r.p.m. of the original one, allowing 270kg more payload to be carried at a maximum speed of 278km/h. A second experimental prototype, the OH-6C, with an Allison 250-C20 turbine, reached a speed of 322km/h during a test flight from Edwards Air Force Base.

The H-500MC was a military export version of the Hughes 500C, with major improvements including a more powerful main rotor of larger diameter transmission capable of withstanding higher torque values, an all-metal tail rotor and a maximum fuel capacity of 242 liters. The side windows are also different and high skid landing gear can be fitted. The armament is similar to that of the OH-6A.

Hughes OH-6A helicopters have been exported to the Brazilian Air Force (9) and Navy (6), and the Japanese Ground Self-Defense Force (29). The 500M version has been supplied to the Colombian Air Force (4), Italian customs (over 60), the Spanish Navy (6 in the ASW version), Denmark, Argentina, Bolivia, Mexico and the Philippines.

A later version, the 500D (500MD military) is distinguished externally from earlier models by a T-tail and five-blade rotor. The powerplant is also different — an Allison 250-C20B delivering an absolute maximum of 411shp and 355shp maximum continuous power. The increase in power and adoption of the new tail unit have led to a general improvement in structural robustness, particularly of the landing gear, the lower part of the cabin and tail boom, plus, of course, the transmission.

Current production includes the 500E, which introduces a lengthened and redesigned cabin among other improvements, and the 530F which introduces an uprated Allison 250-C30 engine for high altitude operations. Military variants of these new versions were introduced in 1984.

One of the most important orders for Hughes helicopters was for 29 of the Model 369HM built under license by Kawasaki and delivered to the Japanese Army in January 1972. The Japanese OH-6J is virtually identical to the American OH-6A, except for its performance and weight, which are conditioned by the 318shp Mitsubishi-Allison 250-C18A powerplant.

In Italy, Breda-Nardi have held the license to build and market Hughes Model 300 and 500 helicopters since 1969. Apart from various commercial orders, Breda-Nardi has supplied the NH-500M to the Italian customs. Its characteristics are the same as those of the American aircraft.
there are some pictures at http://avia.russian.ee/vertigo/mcdonnel-500-r.html

Date Posted: 2005-02-07 09:36:47.
Subject: MIG Flights
Name:
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Date Posted: 2009-05-18 13:41:28.
Subject: The worst plane ever to fly
Name: jetwhiz
Message:
True, the V-22 has overcome many difficulties in its time, many of which plagued V/STOL aircraft for well over half a century. A significant portion of the V-22's life was spent attempting to overcome these issues, and many of them have been worked out ... at the cost of many lives.

The design is far from new and revolutionary, however. The American x-18 and x-19 (Curtiss x-200), in particular, did an excellent job spearheading the future V-22 design and principles. I think the x-19 could have easily been the first V-22, if Curtiss had been willing to put more interest and funding into the project (the military was certainly interested even back then). Many countries had also been toying with the idea, at various levels of success; the Russian Yak-38, for instance, was even successful enough to enter 'combat'.

The first decade of the V-22's life were relatively pathetic. Many more modifications, training exercises and desperate attempts at keeping the project alive have allowed the V-22 to limp its way into the history books, but I personally find it to be far from an impressive aircraft. I guess it isn't entirely the Osprey's fault that it had such a rough start, and the military seems to be gung-ho about it. The bottom line is that they really need this design, and so it's pretty much guaranteed to succeed.

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~JetWhiz

Tuesday, May 19, 2009 -- 11:58:04 AM PDT

Date Posted: 2012-04-04 23:24:33.
Subject: Meiya Air Headquartered in Sanya & Seaplane
Name: samward
Message: On March 26th, Meiya Air headquartered in Sanya & seaplane delivery and order signing ceremony mainly organized by Sanya Municipal People’s Government and CAAC Central and Southern Regional Administration, assisted by Meiya Air Co., Ltd. was held in Sanya. Vice Mayor of Sanya Zhou Gaoming participated the ceremony entrusted by Mayor of Sanya Wang Yong. Vice Director of CAAC Central and Southern Regional Administration Qin xisheng, Stationmaster of CAAC Sanya Air Traffic Management Station Lan Jianqiong, Director of CAAC Sanya Safety Oversight Administration An Yingze, Division Chief of GA Department of CAAC Central and Southern Regional Administration Feng Hongsheng, Director of Sanya Development and Reform Commission Zhang Li, Director of Financial Bureau of Sanya xu Huanzhong, Director of Urban Planning Bureau of Sanya Su Jinming, Director of Sanya Resource Bureau of Land and Environment Cheng Chunman, Director of Transportation Bureau of Sanya Huang xinghai, Director of Sanya Marine Fishery Agency Zhang Huazhong, Director of Sanya Maritime Safety Administration Zhang xipeng, Director of Sanya Land Reserve Center Ji Duanrong, Chairman of Sanya Urban Investment and Development Co., Ltd. Li Wei, International Sales Vice President of Cessna Aircraft Company Bill Harris, and Commercial Officer of American Consulate General Guangzhou Jay Biggs have participated the ceremony.

General Manager of Meiya Air Deng Jun introduced: Meiya Air is a complete GA operation industry chain integrated with the GA policy and tourism resources in Hainan and Sanya. It will drive the subsidiary project constructions. Meiya Air headquarter is composed with four parts as Sanya International Seaplane Center, Meiya Air Industrial Park, Meiya Air Seaplane Operation and Passenger Center and Meiya Air Headquarter Office Building and Living Area. Meiya Air business takes seaplane and amphibian aircraft as main type, combines with major projects such as air tour, air exhibition, flight carnival, aircraft sales, FBO and flight training etc.

In this two Cessna208 aircrafts delivery ceremony, Vice Mayor Zhou Gaoming on behalf of Sanya Government said: the development of Meiya Air program can greatly improve the tourism environment of Sanya and bring social capital. Meanwhile, it can also enhance the high-standard tourism image of Sanya, and increase employment and tax revenue. It will play a dual role to stimulate both the tourism and GA industry in Sanya and Hainan. It will also transfer the land economy of Sanya to marine economy which has innovative significance.

On that day, Meiya Air continued signing the order of 10 aircrafts with the world’s largest GA aircraft manufacturer Cessna. Until 2015, Meiya Air plans to have a fleet of 20 aircrafts in Sanya.

The vice director of CAAC Central and Southern Regional Administration Qin xisheng concluded: as the first seaplane commercial operation project in China, Meiya Air headquartered in Sanya signifies that Sanya made an important step in the development of GA.

Date Posted: 2008-09-08 03:43:32.
Subject: jet engine prices
Name: haghdel
Message:
ali.haghdel at gmail.com

Date Posted: 2007-05-30 21:32:54.
Subject: loadsheet
Name: joker0
Message: %MAC = ((H-arm-cg - H-arm-leading-age-of-MAC) / Length of MAC) * 100
I found this formula in airbus's weight and balance book.
ႈIs there anyone can explain about this mac formula?
Or, is there another formula?
How can I calculate %mac by weight and index?
What other constant values are needed in that formula?

This is another one from eloadsheet.net(computerized loadsheet calculator).
This is a js function.
function CalcMac(fIndex, lnWeight){
return MyRound((((fIndex-50) * 300000 / lnWeight + 1323.6 - 1258) / 327.8) * 100 );
}
If you don't know programming, plz juz point me out about values except fIndex and lnWeight.

I can calculate mac in manual system with trim chart.
But, I don't know how can I calculate without trim chart.
How can I get mac by calculating formula without trim chart?

Thanks in advance..

Date Posted: 2005-08-29 07:25:42.
Subject: F-16 with Full effect thrust vectoring nozzle
Name:
Message: I was just wondering if anyone had heard about an expiremental F-16 with a thrust vectoring nozzle that is more advanced that the F-119 in the f-22. The nozzle I am referring to doesn't just move up and down, and side to side. but the nozzle segments themselves actually move the exhaust air. Where as the F-22, the thrust vectoring is limited to up and down. With the F-15 ACTIVE, it has axis-symmectrical thrust vectoring as well as the Su-37. But on those two aircraft, The tailpipe duct itself moves. On the F-16 I am referring to The nozzle segments the parts that open and close are used to direct the exhaust air in just about any direction. I would like to hear if any of you know where I can find info on this aircraft or engine.

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x;margin-bottom:0px;' align='center'>Tony Rogue aka Trigun5

Tony Rogue aka Trigun5

Date Posted: 2012-12-27 03:45:55.
Subject: MiG-21 - still unpleasant surprise at Cope India e
Name: michael82
Message: Draft copy of the exercise Cope India report says:
While the superb performances of IAF Sukhoi-30s were somewhat anticipated, the performance of MiG-21Bison came as a major “unpleasant surprise” to the USAF officials. It also validates the claim of the Russian officials that they are capable of successfully converting “second generation” late-model MiG-21bis fighters to “fourth generation combat platforms”. Inherently the significant positive attributes enjoyed by MiG-21s were their dog fighting ability in WVR (Within Visual Range) combat. Even the earlier models had a low corner velocity of 556 kilometers per hour and at Mach 0.5 had an instantaneous turn rate of 11.1 degrees per second. The MiG-21Bison with more powerful R-25 engines not only considerably bettered this performance but it may also be credited with “jackrabbit” acceleration, a very critical attribute in WVR combat.

Something in-line to:
http://www.amazon.com/Fighter-Performance-Practice-Unexploited-maneuverability/dp/8660210174/ref=sr_1_1?s=books&ie=UTF8&qid=1356439329&sr=1-1

Among many fourth generations attributes added to the IAF MiG-21Bison design, the incorporation of HMS (Helmet Mounted Sight) and high-off-boresight R-73RDM2 NBVR/WVR (Near Beyond Visual Range/Within Visual Range) AAMs (Air-to-Air Missiles) have turned it into a “Great Equalizer” in the WVR combat scenario. Conceptually a small number of MiG-21Bisons maintaining “radar silence” can be guided towards their aerial target by a couple of Sukhoi-30s by secure data links in accordance with MFFC (Mixed Fighter Force Concept). Upon entering into an WVR combat envelope the MiG-21Bisons armed with HMS and deadly NBVR/WVR missiles had the capability of destroying even fifth-generation fighters alike F/A-22 Raptor as assessed by high-profile Fighter Analyst Ben Lambeth of RAND Corporation. According to Lambeth “in visual combat everybody dies at the same rate.” F/A-22 also has to slow down if forced into a WVR combat scenario and loses the advantage of its super-cruise attributes. The situation further complicates if the IAF Sukhoi-30s have acquired the capability of providing target illumination for RVV-AE (AA-12 Adder) BVR missiles being launched from IAF MiG-21Bisons at extended ranges.

Date Posted: 2009-05-05 17:59:15.
Subject: The worst plane ever to fly
Name: jetwhiz
Message:
Although not the best, it was still a relatively important aircraft ... even NASA adopted a -144 for SST testing in the '90s. My vote would go to the x-27, but then again that never even got a chance to fly. How about the V-22 then?

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~JetWhiz

Tuesday, May 05, 2009 -- 6:03:15 PM PDT