Ummm,
I performed dozens of the old FAR 91.171 (pitot/static annual
checks) and 91.172 (mode 'C' checks) in the early 90's on Pipers,
Cessna, Grumman, Lanceair, Beech, you name it. Also performed all the
calibration and repair necessary, (the lines, indicators, ports, pitot
tubes, etc.) I worked a part time job at a GA avionics shop at Palo
Alto.
IIRC, the only indicator that had both pitot and static inputs
was the VSI/Rate of climb indicator and the internal bellows in the
gauge performed the differential action. Airspeed has pitot inputs
only. Baro Alt. has static port input only. Wish I could draw you a
diagram on here, it would explain everything.


On Wed, 25 Feb 2004 22:23:23 -0800, "Tarver Engineering"
wrote:


"running with losers" wrote in
message om...

"Tarver Engineering" wrote:


"Gord Beaman" wrote in message
. ..
"Jim Knoyle" wrote:

Hang on here a second now Jim, you still need two samples. As Dan
says you need 'static pressure' to read the altitude from and you
need 'pitot pressure' (ram air pressure) as well as the static
pressure to derive the airspeed reading from. Sounds like you're
saying that you can read 'both' from just the 'ram air pressure'
alone. Or did I misunderstand you?

Jim has finally figued out what a pitot tube is, but somehow he still wants
to be correct in his archive troll. It is a great paradox.


I know...ain't life a bitch John