I am interested in participating with you in flight
gear development but i confused which librarys should
i download
i have windows operating system and msvc 6
I'm trying much the same. You have to download plib, simgear,and flightgear
sources. Since you want to develop stuff, you
On Tuesday, June 18, 2002, at 02:38 am, David Megginson wrote:
The node argument is as follows:
1. If the value of an existing property node has been modified, it is
the node itself.
2. If a property has been added or removed, it is the property's
parent.
Hmm, how is the listener
That's what I meant. Thanks for the example. BTW what would be the
application of property tree swapping, as opposed to say the method that the
view manager uses? It sounds like we could have to put a lot more data into
the tree only for the sake of swapability, and that there could be
Wow, what a beautiful model. Shiny blue steel, perfectly animated.
Many thanks!
m. :-)
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James Turner writes:
2. If a property has been added or removed, it is the property's
parent.
Hmm, how is the listener meant to work this out? Seems like you'd
be better with a bigger interface (change / add_child / rmv_child)
and default { } impls so people can ignore changes
Jim Wilson writes:
That's what I meant. Thanks for the example. BTW what would be
the application of property tree swapping, as opposed to say the
method that the view manager uses?
Curt and I have discussed this before (either online or offline). We
could certainly have per-vehicle
Christian Stock writes:
On a side note, I tried to compile the latest plib cvs on linux, but that
fails right at the beginning. There was no configure file, so I ran
autoconf, but the resulting configure file doesn't work. I guess, I should
join the plib list.
I believe there is an
David Megginson wrote:
information available at a single glance. The alternative is to use
the multi-process model rather than a multi-thread model, and to swap
entire property trees in and out like memory pages; we'll certainly
avoid a lot of bugs that way (because the wrong properties
from:David Megginson [EMAIL PROTECTED]
date:Tue, 18 Jun 2002 14:53:00
to: [EMAIL PROTECTED]
subject: Re: [Flightgear-devel] static variables
Curt and I have discussed this before (either online or offline). We
could certainly have per-vehicle subtrees, i.e.
...
and
* [EMAIL PROTECTED] (Jon S Berndt) [2002.06.18 09:31]:
On Tue, 18 Jun 2002 09:07:04 -0500 (CDT)
Curtis L. Olson [EMAIL PROTECTED] wrote:
Melchior FRANZ writes:
Wow, what a beautiful model. Shiny blue steel, perfectly
animated.
Many thanks!
I'd be interested to know what is being talked
* Jon S Berndt -- Tuesday 18 June 2002 16:30:
I'd be interested to know what is being talked about.
Screen shot?
http://www.unet.univie.ac.at/~a8603365/fgfs3.jpeg (27 kB)
m.
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* Cameron Moore -- Tuesday 18 June 2002 17:14:
Me too, but I think they are probably talking about the YASim A-4.
Sorry. Yes, of course we meant the new model for that plane, which is
in cvs now.
m.
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Curtis L. Olson wrote:
I have a lot of problems flying it well from the mouse. It doesn't
seem to respond well to elevator input ... you get an initial bump
and then pitch oscillations ... I don't know if that's realistic or
not. I'm sure Andy can provide a suitable explanation for why it
Andy Ross writes:
I'm not sure I understand. A given stick position corresponds very
closely to a given angle of attack. If you change the stick
position, the aircraft will seek to the new AoA. If you change
the stick position very rapidly, it will seek rapidly, overshoot,
and
Andy Ross writes:
I'm not sure I understand. A given stick position corresponds very
closely to a given angle of attack.
Nope, only for a given airspeed. The balance between tailplane and main
wing, for a given elevator position, is speed dependent. Thus phugoids.
If you change the
David Megginson wrote:
For anyone who'd like further reading on phugoid oscillations, see
Alex Perry wrote:
Nope, only for a given airspeed. The balance between tailplane and
main wing, for a given elevator position, is speed dependent. Thus
phugoids.
I think I should clarify. First off,
I am about to check in a significant improvement to yesterday's
property-change listeners, once I've finished recompiling and testing
them (probably before 2130Z). The interface now looks like this:
class SGPropertyChangeListener
{
public:
virtual ~SGPropertyChangeListener ();
Andy Ross writes:
David Megginson wrote:
That might be overstating the case. Smooth inputs are necessary on
a C172 as well, especially if you're trying to stay within small
tolerances (i.e. +-5kt airspeed or +-50ft altitude).
True enough; graceful control input is always
On Tue, 18 Jun 2002 17:04:04 -0400
David Megginson [EMAIL PROTECTED] wrote:
Note that some fighter aircraft, like (I think) the F-4, are
inherently unstable, and if they're modelled correctly we won't be
able to fly them at all by direct controls: we'll need to work though
a fairly
David Megginson wrote:
Note that some fighter aircraft, like (I think) the F-4, are
inherently unstable, and if they're modelled correctly we won't be
able to fly them at all by direct controls: we'll need to work though
a fairly sophisticated FCS.
The F-4 is stable. It's actually much
On Tue, 18 Jun 2002 17:04:04 -0400, David Megginson
[EMAIL PROTECTED] wrote:
snip
Note that some fighter aircraft, like (I think) the F-4, are
inherently unstable, and if they're modelled correctly we won't be
able to fly them at all by direct controls: we'll need to work though
a fairly
Jon S Berndt wrote:
... Typically, the closer the CG is to
the aerodynamic center, the quicker and easier you can
yank the plane around (and possibly break your neck). It
wouldn't surprise me that the A-4 is so maneuverable. It
would be nice to get input from a real A-4 driver or find
On Tue, 18 Jun 2002 14:37:16 -0700
Andy Ross [EMAIL PROTECTED] wrote:
The advantages to having an unstable aircraft are that you can hold it
at a much higher peak AoA.
IIRC, the F-16 is neutrally stable throughout much of its
flight envelope. The main advantage for having a neutrally
stable
Jon S. Berndt wrote:
IIRC, the F-16 is neutrally stable throughout much of its flight
envelope. The main advantage for having a neutrally stable or unstable
fighter aircraft is agility, quickness in manueverability.
It's a chicken an the egg problem. Any aircraft can have quickness in
C. Hotchkiss writes:
Nimble. Hmm. Wasn't the F16 so responsive that it became the first
fighter to put its pilot to sleep if he yanked to hard on the
controls.
People can pass out at as little as 6Gs, can't they? It takes 4Gs to
start a loop in an aerobatic plane, so it shouldn't be that
On Tue, 18 Jun 2002 16:37:27 -0500, Jon S Berndt
[EMAIL PROTECTED] wrote:
On Tue, 18 Jun 2002 17:04:04 -0400
David Megginson [EMAIL PROTECTED] wrote:
Note that some fighter aircraft, like (I think) the F-4, are
inherently unstable, and if they're modelled correctly we won't be
able to fly
Charlie Hotchkiss wrote:
Nimble. Hmm. Wasn't the F16 so responsive that it became the first
fighter to put its pilot to sleep if he yanked to hard on the
controls.
Certainly not the first. GLOC has been an known issue from the very
early days of aviation. There was an experimental fighter
On Tue, 18 Jun 2002 18:53:41 -0400, David Megginson
[EMAIL PROTECTED] wrote:
C. Hotchkiss writes:
Nimble. Hmm. Wasn't the F16 so responsive that it became the first
fighter to put its pilot to sleep if he yanked to hard on the
controls.
People can pass out at as little as 6Gs, can't
On Tue, 2002-06-18 at 15:53, Andy Ross wrote:
Jon S. Berndt wrote:
IIRC, the F-16 is neutrally stable throughout much of its flight
envelope. The main advantage for having a neutrally stable or unstable
fighter aircraft is agility, quickness in manueverability.
It's a chicken an the egg
Rick Ansell wrote:
From memory G-Induced Loss of Consciousness (GLOC) is the 'new'
problem - this is caused by the rapid onset of G. Blackout is
progressive and therefore gives a warning. GLOC is sudden and occurs 4
to 6 seconds after the manoeuvre. Its insidious as short periods of
rapidly
On Tue, 18 Jun 2002 16:36:54 -0700, Andy Ross [EMAIL PROTECTED]
wrote:
Rick Ansell wrote:
From memory G-Induced Loss of Consciousness (GLOC) is the 'new'
problem - this is caused by the rapid onset of G. Blackout is
progressive and therefore gives a warning. GLOC is sudden and occurs 4
to 6
Robert Detmers wrote:
Actually the F-4 is unstable, but only marginally. It just means that
the plane would eventually diverge if the pilot did nothing to stop
it.
Not in pitch, certainly? An aircraft that is unstable in pitch, if
you pulled the stick a little bit and got the nose going up
It's a chicken an the egg problem. Any aircraft can have quickness in
maneuverability with large enough control surfaces. But you can't
make the control surfaces too large and still intercept nuclear
bombers at Mach 2.
True .. though not so much Chicken and Egg as balanced design
Rick Ansell wrote:
This is my reading to, but the two are usual treated/described as
separate and 'GLOC' was certainly heralded as a new hazard in the
80's. (Back when I religiously read Flight International from cover to
cover each week!)
I hadn't realized this was a new(ish) term. I've
For extra credit, record a pilot grunting or huffing sound and
play it at high G's.
guffaw
smime.p7s
Description: application/pkcs7-signature
Andy Ross writes:
Actually, it wouldn't be too terribly hard. Write some filter code
that reads /accelerations/z-g or whatnot and sets /pilot/gloc-norm
between 0 (no effect) and 1 (out) based on the 5 second rule and a few
recovery heuristics.
It's been a while, but I think that Battle
- Original Message -
From: Andy Ross [EMAIL PROTECTED]
To: [EMAIL PROTECTED]
Sent: Tuesday, June 18, 2002 7:05 PM
Subject: Re: [Flightgear-devel] blue angel
Robert Deters wrote:
Actually the F-4 is unstable, but only marginally. It just means that
the plane would eventually
Can anyone ID the left two instruments in the top row and the left most in the
bottom row?
http://www.avsim.com/pages/0801/a4c/shot02.jpg
Does anyone has a decent cockpit photo of or diagram for an a-4c ~ a-4f? Been
looking online with little success.
Thanks,
Jim
Robert Deters wrote:
Actually the F-4 is unstable, but only marginally. It just means that
the plane would eventually diverge if the pilot did nothing to stop
it.
Rob:
I think most people, when thinking of stability think:
If I made an exact paper airplane of the aircraft in question and
The left one says something temp.. maybe an egt?
-Original Message-
From: [EMAIL PROTECTED]
[mailto:[EMAIL PROTECTED]]On Behalf Of Jim Wilson
Sent: Tuesday, June 18, 2002 9:28 PM
To: [EMAIL PROTECTED]
Subject: [Flightgear-devel] a4 panel
Can anyone ID the left two instruments in the
* [EMAIL PROTECTED] (Jim Wilson) [2002.06.18 21:30]:
Can anyone ID the left two instruments in the top row and the left most in the
bottom row?
http://www.avsim.com/pages/0801/a4c/shot02.jpg
I looked in a T-37 manual I have here, and found an instrument that is
probably exactly like the
I'm still unsure of the other two instruments you asked about. I'll
keep digging.
FWIW:
EGT gauge and airspeed
Lower left is gear indicator ( 3 green) Can't make out the rest of the
symbols on the gauge; could be flap position
Regards
JW
___
For the panel designers out there, I stumbled onto a good site with
closeup photos of some individual instruments from WWII era warbirds
here:
http://www.bjaircraft.com/
Enjoy.
--
Cameron Moore
/ Why do people without a watch look at their \
\ wrist when you ask them what time it is? /
Jim Wilson wrote:
Can anyone ID the left two instruments in the top row and the left
most in the bottom row?
The top left is exhaust temperature (in fahrenheit, I think). To its
right is airspeed in knots. The weird one at the bottom left is
probably a gear indicator; it might plausibly be a
On Wednesday 19 June 2002 1:23 am, Andy Ross wrote:
snip
I have backgrounds for some of these that I did a while back, but
never integrated. Take a look at
http://www.plausible.org/andy/gauges/all.png for the stuff that I have
ready. These were all generated by a little perl (and
Robert Deters wrote:
Andy Ross wrote:
Robert Deters wrote:
Actually the F-4 is unstable, but only marginally.
Not in pitch, certainly?
Yes in pitch. Besides, I think you are confusing static stability
and dynamic stability.
Er, normally one interprets an unqualified use of stable as
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