Hercules Engines

"Jim Knoyle" wrote in message ...
"Tarver Engineering" wrote in message
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"Jim Knoyle" wrote in message
...

"Tarver Engineering" wrote in message
...

"Jim Knoyle" wrote in message
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Hey, Splaps. Next time you are ever near a DADC or it's diagram,
check out what they have at the other end of the tubing connected
to the fitting labeled *TOTAL*. Only ONE pitot tube!

Yep, the term Total means they added two sensors.

Nope, the pitot tube detects static pressure + impact pressure.
Read the book(s).

I have been writing that to you for years, Knoyle. That is why you seem
such an idiot when you insist a pitot port is a pitot tube.

Total means there is more than one sensor, nothing more.

You really don't understand how that one little opening on the end
of that pointy thing up front can detect static pressure (altitude)
as well as impact pressure (airspeed), do you. That's sad!


you mean the mud wasp home surely ?

"Jim Knoyle" wrote in message ...
"Tarver Engineering" wrote in message
...

"Jim Knoyle" wrote in message
...

"Tarver Engineering" wrote in message
...

"Jim Knoyle" wrote in message
...

Hey, Splaps. Next time you are ever near a DADC or it's diagram,
check out what they have at the other end of the tubing connected
to the fitting labeled *TOTAL*. Only ONE pitot tube!

Yep, the term Total means they added two sensors.

Nope, the pitot tube detects static pressure + impact pressure.
Read the book(s).

I have been writing that to you for years, Knoyle. That is why you seem
such an idiot when you insist a pitot port is a pitot tube.

Total means there is more than one sensor, nothing more.

You really don't understand how that one little opening on the end
of that pointy thing up front can detect static pressure (altitude)
as well as impact pressure (airspeed), do you. That's sad!


you mean the mud wasp home surely ?

"Mary Shafer" wrote...

Did you also say that you can't correct them without OAT, outside air
temperature? That's the third element of a pitot-static air data
system.

What is required -- static air temperature (SAT) or total air temperature (TAT)
for the OAT correction?

If TAT, how is it measured, and how many thermocouples are required, in what
configuration?

From: "John R Weiss"
Date: 1/19/2004 2:05 PM Central Standard Time
Message-id: _LWOb.85390$sv6.201965@attbi_s52

"Mary Shafer" wrote...

Did you also say that you can't correct them without OAT, outside air
temperature? That's the third element of a pitot-static air data
system.

What is required -- static air temperature (SAT) or total air temperature
(TAT)
for the OAT correction?

If TAT, how is it measured, and how many thermocouples are required, in what
configuration?


It's OAT. Air speed measured with just pitot and static pressure is referred to
as indicated airspeed, IAS. If you temperature compensate it becomes true air
speed, TAS.

Basic mechanical analog TAS indicators use one of two methods of temperature
compensation: one uses a capillary tube from a bulb mounted on the exterior of
the of the aircraft , the other uses a knob where you can manually dial in OAT.
The C-130s I worked on had the capillary type.

Thermocouples are not used for electrically detected OAT. What is used is a
temperature bulb usually mounted flush to the skin of the aircraft. If you look
at a C-130 you will see a 2"(?) disk on the skin on either side ofthe nose
wheel well. Those are temperature bulbs. They vary in resistance due to
temperature change.

For the life of me I can't remember if the resistance increases or decreases
with temperature drop.

Dan, U.S. Air Force, retired

"Tarver Engineering" wrote in message
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"Jim Knoyle" wrote in message
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"Tarver Engineering" wrote in message
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"Gord Beaman" wrote in message
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"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

It is amazing that Knoyle would spend so much time and money on an archive
troll about pitot tubes, when he never knew what one was.

Tell us about those mud wasps again, Splaps.

I need not go any further village idiot, Knoyle.

Your archive troll is purely a demonstration of your own stupidity,
finally
revealed for all to see.

Then tell us about the squadron of jets lost off Florida
because they didn't have P1T0 tubes!

"Well no actually, there is no pitot tube on a 727, only a screened over
pitot static port.
But thanks for being an idiot once again.
No pitot tube silly bunny.
It would be profoundly stupid to put a home for mud wasps on an airplane
flying as much as a 727."
John Tarver

"Mary Shafer" wrote in message
...
On 18 Jan 2004 08:08:50 GMT, (B2431) wrote:

From: "Gord Beaman" )
Date: 1/18/2004 12:48 AM Central Standard Time
Message-id:

(B2431) wrote:



OK, I see where you are coming from. The pitot pressure DOES vary by
altitude.
To compensate for that when measuring airspeed you use static pressure
to
give
you altitude. Some aircraft detect static pressure from holes on the
side of
the pitot tube and others have the static ports located elswhere.

But you need BOTH Dan, you cannot measure airspeed AND altitude
unless you have BOTH pitot pressure AND static pressure...

That's what I said.

Did you also say that you can't correct them without OAT, outside air
temperature? That's the third element of a pitot-static air data
system.


Yes, but would you believe that this whole squabble began by trying
to correct Tarver's misconception that the "Total" fitting of the two
fittings on an air data computer (labeled Static and Total) referred to
two or more pitot gizmos (Tarver hates to call them tubes) instead
of altitude pressure plus impact pressure?

JK

"Jim Knoyle" wrote in message
...

Accept it, Jimmy, you are exposed as a dumbass; for all the world to see.

(B2431) wrote:



It's OAT. Air speed measured with just pitot and static pressure is referred to
as indicated airspeed, IAS. If you temperature compensate it becomes true air
speed, TAS.


Well, it's been many years but ISTR that there's another step
here. Isn't there such a thing as RAS?, maybe Rectified Air
Speed?...IAS corrected for temp? (or maybe CAS?). I thought TAS
was IAS corrected for altitude?

Man!...it was something like 27 years since I last stepped down
that six foot ladder under the tail of an Argus...and about 50
years since the F/E course where I learned this stuff (so cut me
some slack guys!).
--

-Gord.

"Tarver Engineering" wrote in message
...

"Jim Knoyle" wrote in message
...

Tell us about those mud wasps again, Splaps.

I need not go any further village idiot, Knoyle.

Your archive troll is purely a demonstration of your own stupidity,
finally
revealed for all to see.

Then tell us about the squadron of jets lost off Florida
because they didn't have P1T0 tubes!

"Well no actually, there is no pitot tube on a 727, only a screened over
pitot static port.
But thanks for being an idiot once again.
No pitot tube silly bunny.
It would be profoundly stupid to put a home for mud wasps on an airplane
flying as much as a 727."
John Tarver

Accept it, Jimmy, you are exposed as a dumbass; for all the world to see.

Then tell us about the DC generators on 777s.

"That is false, even the 777 has a DC generator for each engine and the APU.
It would be unsafe to operate a transport any other way."
John Tarver

"Tarver Engineering" wrote in message ...
"Phil Miller" wrote in message
news

Hey Splappy,

Do you remember this series of pronouncements;

From: "Tarver Engineering"
Newsgroups: rec.aviation.military
Subject: Do Hercules military aircraft use the same fuel as civilian
aircraft?
Date: Fri, 8 Nov 2002 19:19:37 -0800
snip
wrote in message
Not really. On the T56 engine TIT = (T)urbine (I)nlet (T)empreture.

Yes really, on every jet engine TIT is Total Inlet Temperature.

Yep.

Have you considered yet, Miller, that your zero knowledge of aircraft makes
for a pretty rediculess archive troll?

Wrong numnuts.

CFM56's don't have TIT (turbine inlet temperature), they use EGT
(exhaust gas temperature).
RR Speys don't have TIT - they use ITT (interstage turbine
temperature).

Proves you don't know **** about aircraft engines or engine indicating
systems.

Tom Mosher
Senior Logistics Analyst for a MAJOR defense contractor.