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Originally Posted by Crumpp
Exactly.....whoosh!!!
Of course, the German instruments will always show up as slower compared to russian calibrated instruments.
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Quote:
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.
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Make up your mind.....
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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.
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Baloney
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Acccuracy? You mean flight testing data without understanding atmospheric conditions???
Not very accurate IMHO!!
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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...
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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.
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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....
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