LW aircraft speed specifications

[bongodriver]

Originally Posted by Crumpp

Exactly.....whoosh!!!

Of course, the German instruments will always show up as slower compared to russian calibrated instruments.

Originally Posted by Crumpp

If the russian's calibrate their instruments based on the common expression for compressibility used at the time, they will always measure results which are slower than the German's.

Make up your mind.....

Baloney....

A considerable amount of maintenance is replacement of instruments. I have had to replace turn co-ordinators, manifold pressure gauges, oil pressure gauges, and re-calibrate rpm gauges.

On every airplane I have ever gotten IFR rated, it required maintenance to the pitot-static system.

All outside of the normal checks and required calibrations.

Baloney

Acccuracy? You mean flight testing data without understanding atmospheric conditions???

Not very accurate IMHO!!

is this relevant? where has a lack understanding of atmospheric conditions come into this thread?

http://forum.1cpublishing.eu/showthr...t=32523&page=4

Ah the thread I was hoping you'd bring up, the one where you questioned this particular statement of mine...

Rubbish, real pilots only have to calculate how much rest they earn at the end of the duty period and pray they don't end up on a split-shift, I pitty the poor guy that has to go into the Flight Manual and work this stuff out instead of having it ready in tabular abridged form on the checklists based on T/O weight and temparature or in fact have the entire performance schedule handed to him by operations who worked it out for him, occasionally with GA operations there are times when you will dust off the Flight Manual if a customer has an unusual destination.

I will point you to the attached checklist I used on the learjet, you probably don't know this but a checklist forms part of an operators 'Ops manual' and is a thoroughly audited document and 'must' be approved by the authorities, on the attachment you will notice the very 'abridged and tabular data' I mentioned....

[Crumpp]

I will point you to the attached checklist I used on the learjet, you probably don't know this but a checklist forms part of an operators 'Ops manual' and is a thoroughly audited document and 'must' be approved by the authorities, on the attachment you will notice the very 'abridged and tabular data' I mentioned....

It is funny that you suddenly now know what V1, V2 and balanced field length are....but know you don't just look at a genereic checklist or chart.


Yes, you are required to calculate them. No, you don't have to do it on a calculator and piece of paper....

There is a piece of gear that has been around for a while called an FMC but if you don't have one, then you still have to know the required take off profile.

We went through this already with both the FAR and JAR regulations!!

You know the ones you claimed you don't have to follow as a pilot in Europe??

Make up your mind.....

There is no confusion except on your part.

They will always measure results which are slower than the German's.

Meaning the russian will always reach their measured TAS before the German TAS figures.

In otherwords, they will think the German data is always slower than actual TAS.

[Crumpp]

KJAC 242358Z 21009KT 10SM SKC 30/M04 A3010

Tell me your balanced field length based on your chart!!

Use a TO Weight of 9752kg's

[bongodriver]

It is funny that you suddenly now know what V1, V2 and balanced field length are....but know you don't just look at a genereic checklist or chart.

Nothing generic about that checklist, it's the 'actual' one I used in the Learjet, with the actual data on it 'exactly' as I described it.

We went through this already with both the FAR and JAR regulations!!

You know the ones you claimed you don't have to follow as a pilot in Europe??

We don't have to follow FAR regulations in europe, JAR ones we do, you were the one that mentioned FAR 121.

There is no confusion except on your part.

They will always measure results which are slower than the German's.

Meaning the russian will always reach their measured TAS before the German TAS figures.

In otherwords, they will think the German data is always slower than actual TAS.

Yes I am very confused at how you contradict yourself so massively with those statements I quoted, and am further stunned by your insistence that German instruments magically transform themselves into Russian ones when they cross the border.

Finally, no I don't need to do any of your silly little quizzes to prove anything, the only time I do that crap is for examinations, I'm not fighting an internet warrior face off here, I'm calling you out, pure and simple just show me a copy of your credit card sized FAA license or something tangeable.

Heres some more from me, this is 'ME' the same Craig Brierley from the scans of my license doing a job before I wen't on to fly Learjets, only viewable in the UK unless you do some fancy internet trickery I don't quite understand, now are you going to phone the BBC and the HM Coastguard up and tell them they are lying too, perhaps show them some little graphs to prove it? ask them some obscure little.

http://www.bbc.co.uk/britainfromabov...offcoast.shtml

[Kurfürst]

HINT: Check the upper right corner of the forum labeled: "Private Messages" Very, very useful.

[Osprey]

No I prefer the public humiliation of Crumpp. Besides, the inboxes are way too small.