On 10 May 2013, at 20:59, Stuart Buchanan stuar...@gmail.com wrote:
On Fri, May 3, 2013 at 7:07 PM, Alan Teeder wrote:
I think that you a right in assuming that the developers are not interested
in the FDMs.
I posted this a week ago
Stuart
-Original Message-
From: Vivian Meazza [mailto:vivian.mea...@lineone.net]
Sent: 10 May 2013 22:50
To: 'FlightGear developers discussions'
Subject: Re: [Flightgear-devel] Tree issues
Stuart
Sent: 10 May 2013 20:10
To: FlightGear developers discussions
Subject: Re:
On 10 May 2013, at 20:21, Stuart Buchanan stuar...@gmail.com wrote:
Should be fixed now. Let me know if not - I don't see the warning on
my NVIDIA GT260M GPU.
Thanks Stuart.
The Apple OpenGL renderer is a rather interesting beast - it's a clean-room
front-end to the drivers, one of aspect
On Fri, 3 May 2013, Alan Teeder wrote:
It exposes a serious problem in JSBSim which affects all Datcom users.
Isn't it rather a missing feature than a fault in JSBSim?
The JSBSim documentation and axis names are fairly clear on that the
moments are specified around the yaw, pitch and roll
The problem is that it is not documented that JSBSim only accepts body axis
derivatives/aero coefficients for the rotary axes. The linear axis has the
choice of body or wind/stability axes. I had assumed (wrongly) that as it
was not specified, the rotary axes used the same axis frame as the
I agree that - at least - we should mention it in the documentation. We could
hypothetically also accept data in any of the supported frames. Unfortunately,
a lot of the data present in technical reports (NACA/NASA/AIAA) that I have
seen is ambiguous as to frame for the rotational
I see, to recall being a part of the original decision to do body axis only
rotational coeffs. It made all kinds of sense to me then and still does today.
That said, however, I have since learned that stability axis coeffs aren't
that unusual. So, my bottom line is that with the mechanisms
Thanks for taking this on board.
The effect is only important at high incidences. With a very conventional
aircraft that stalls at 12 or so degrees incidence, and therefore operates at
rather less than that, the difference is academic, – given the accuracy of
measuring/estimating the lateral
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