old man emu

And here's the story of the Lister Company Not to be confused with the antiseptic solution, Listerine. Listerine is an American brand of antiseptic mouthwash that is promoted with the slogan "Kills germs that cause bad breath", Named after Joseph Lister, who pioneered antiseptic surgery at the Glasgow Royal Infirmary in Scotland, Listerine was developed in 1879 by Joseph Lawrence, a chemist in St. Louis, Missouri. Inspired by Louis Pasteur's ideas on microbial infection, the English doctor Joseph Lister demonstrated in 1865 that use of carbolic acid on surgical dressings would significantly reduce rates of post-surgical infection. Lister's work in turn inspired St. Louis-based doctor Joseph Lawrence to develop an alcohol-based formula for a surgical antiseptic which included eucalyptol, menthol, methyl salicylate, and thymol (its exact composition was a trade secret). Lawrence named his antiseptic "Listerine" in honor of Lister.

Maybe we should declare war on the USA, and when we lose they will give us aircraft carriers and submarines and a car industry.

No I wasn't. That's why I asked.

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.

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.

Love your work!

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.

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.

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"

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?

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)

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/

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?

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.