Fine example of Tarver Engineering release for service

"Gord Beaman" wrote in message
...
Rich Ahrens wrote:

Matthew S. Whiting wrote:

JL Grasso wrote:

On Thu, 26 Feb 2004 19:25:26 -0800, "Tarver Engineering"

wrote:


The whole point of using a static port is to be able to take the guts
out of
a pitot tube and produce only pitot pressure, thus increasing the
reliability of the system.



Bwaaaaahwahwahwahwahwahwahwahwah3wahw!

Jerry


Yes, those static ports are pretty unreliable! :-)

All those moving parts...

Can you just imagine how long the tech course must be?...
--
-Gord.
No doubt the "Delicate Complicated Electronics" involved would require a
"Senior EE" to supervise/oversee their design for the best interest of all.
Ralph Nesbitt
Professional FD/CFR/ARFF Type

"Tarver Engineering" wrote in message
...

"Gord Beaman" wrote in message
...

Can you just imagine how long the tech course must be?...

A pitot tube is a fairly delicate instrument. There were artilce 15s for
those attepting to clean a pitot tube on our F-106 flightline. The pilots
did not apreciate having their displayed airspeed wrong.

What cleaning were they doing on pitot tubes on the flight line, "Using
Emory Cloth & Brasso to Polish the exterior of the tube"?
Ralph Nesbitt
Professional FD/CFR/ARFF Type

"Tarver Engineering" wrote in message
news

"Matthew S. Whiting" wrote in message
...

No, you have trouble writing things that make sense. What is unreliable
about a pitot tube? The heater is likely the least reliable part.
Which airplane(s) have pitot ports? I don't think I've seen one. What
makes them more reliable?

I have no interest in educating you, Whiting.

A typical Tarver response when querried for "Hard Data".
Ralph Nesbitt
Professional FD/CFR/ARFF Type

"Tarver Engineering" wrote in message
...

"Matthew S. Whiting" wrote in message
...
Tarver Engineering wrote:
"Matthew S. Whiting" wrote in message
...


Yes, I'm just a nice guy. :-)


You do have that going for you so far.

Your ignorance of pitot static systems is typical, however.

Yes, it seems to match yours, so I guess two of us makes it qualify as
typical. :-)

I thought you were disagreeing with me based on ignorance.

A prime example of the results of trying to do something you are not
qualified to do, "Like Thinking", IMHO.
Ralph Nesbitt
Professional FD/CFR/ARFF Type

On Sun, 29 Feb 2004 05:50:27 GMT, "Ralph Nesbitt"
wrote:


"Tarver Engineering" wrote in message
...

"Gord Beaman" wrote in message
...

Can you just imagine how long the tech course must be?...

A pitot tube is a fairly delicate instrument. There were artilce 15s for
those attepting to clean a pitot tube on our F-106 flightline. The pilots
did not apreciate having their displayed airspeed wrong.

What cleaning were they doing on pitot tubes on the flight line, "Using
Emory Cloth & Brasso to Polish the exterior of the tube"?

Internal cleaning with NSN 7215-66-3244-34 Pipe Cleaner, Removal, Mud
Bee. His section was out of jet wash, so the had to make do with rotor
wash from the helo flightline.


Phil
--
Great Tarverisms #1

The Air Speed Indicator (ASI) shows

You made that up, didn't you?

The IAS indicator says IAS, not ASI.

Why do you come here pretending to know something
when you don't even know the words?

John

"Phil Miller" wrote in message
...
On Sun, 29 Feb 2004 05:50:27 GMT, "Ralph Nesbitt"
wrote:


"Tarver Engineering" wrote in message
...

"Gord Beaman" wrote in message
...

Can you just imagine how long the tech course must be?...

A pitot tube is a fairly delicate instrument. There were artilce 15s
for
those attepting to clean a pitot tube on our F-106 flightline. The
pilots
did not apreciate having their displayed airspeed wrong.

What cleaning were they doing on pitot tubes on the flight line, "Using
Emory Cloth & Brasso to Polish the exterior of the tube"?

Internal cleaning with NSN 7215-66-3244-34 Pipe Cleaner, Removal, Mud
Bee. His section was out of jet wash, so the had to make do with rotor
wash from the helo flightline.


Phil
--
Is "Prop Wash" an acceptable substitute for "Jet Wash" in this situation, or
is it necessary to use "Jet Wash" on Jet A/C 'Pitot Tubes", "Prop Wash" on
"Pitot Tubes" on A/C using "Propellers", & "Rotor Wash" on Pitot Tubes on
Helo's? TIA
Ralph Nesbitt
Professional FD/CFR/ARFF Type

"JL Grasso" wrote in message
...
On Sun, 29 Feb 2004 05:50:27 GMT, "Ralph Nesbitt"
wrote:


"Tarver Engineering" wrote in message
...

"Gord Beaman" wrote in message
...

Can you just imagine how long the tech course must be?...

A pitot tube is a fairly delicate instrument. There were artilce 15s
for
those attepting to clean a pitot tube on our F-106 flightline. The
pilots
did not apreciate having their displayed airspeed wrong.

What cleaning were they doing on pitot tubes on the flight line, "Using
Emory Cloth & Brasso to Polish the exterior of the tube"?
Ralph Nesbitt
Professional FD/CFR/ARFF Type

They were likely just burnishing out Tarv's teeth marks...

Jerry

Would Tarver try to "Blow" any contaminates out of the "Pitot Tube".
Ralph Nesbitt
Professional FD/CFR/ARFF Type

"Tom Sixkiller" wrote in message ...
"running with scissors" wrote in
message om...
"Tarver Engineering" wrote in message
...
"Gord Beaman" wrote in message
...

Can you just imagine how long the tech course must be?...

A pitot tube is a fairly delicate instrument.

like your sobriety ?

And in the next message he shows what a brick brain you are.
mmm yeeees.

"fudog50" wrote in message
...
snip

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.

Ok, what they taught me was that the VSI ran on static pressure and
*metered* static pressure.

I'm not aware that pitot pressure (which is directly related to
airspeed) would be of use for a VSI.
Can you explain how that would be used in a VSI? I can't see any
connection.

The only time pitot pressure = static pressure is if the aircraft is
stationary and there is no wind.

The difference between static port pressure and static pressure that was
restricted as to the rate it
could alter (inside the VSI) by way of a port that is very small in
comparision to the main static port gives
the rate that pressure (and therefore altitude) is changing, giving you
a rate of climb or descent.

Airspeed has pitot inputs only.

ISTR that an ASI that can give you a TAS instead of an IAS had static
pressure and temp sensors
in addition to the pitot inputs, *or* it was in some way
coupled to the altimeter, so that it could show a corrected TAS based on
density
altitude, but I've never actually had one in my hand. IIRC, a PA28-180R
I used to fly out
of Broken Hill many years ago had a TAS meter fitted, but I wasn't aware
of exactly how it worked at the time.

Baro Alt. has static port input only.

Yup. An altimeter is basically an aneroid barometer.

Wish I could draw you a
diagram on here, it would explain everything.

It always helps.

The CO

"The CO" wrote in message =
...
=20
"fudog50" wrote in message
...
snip
=20
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.
=20
Ok, what they taught me was that the VSI ran on static pressure and
*metered* static pressure.
=20
I'm not aware that pitot pressure (which is directly related to
airspeed) would be of use for a VSI.
Can you explain how that would be used in a VSI? I can't see any
connection.
=20
The only time pitot pressure =3D static pressure is if the aircraft is
stationary and there is no wind.
=20
The difference between static port pressure and static pressure that =
was
restricted as to the rate it
could alter (inside the VSI) by way of a port that is very small in
comparision to the main static port gives
the rate that pressure (and therefore altitude) is changing, giving =
you
a rate of climb or descent.
=20
Airspeed has pitot inputs only.
=20
ISTR that an ASI that can give you a TAS instead of an IAS had static
pressure and temp sensors
in addition to the pitot inputs, *or* it was in some way
coupled to the altimeter, so that it could show a corrected TAS based =
on
density
altitude, but I've never actually had one in my hand. IIRC, a =
PA28-180R
I used to fly out
of Broken Hill many years ago had a TAS meter fitted, but I wasn't =
aware
of exactly how it worked at the time.
=20
Baro Alt. has static port input only.
=20
Yup. An altimeter is basically an aneroid barometer.
=20
Wish I could draw you a
diagram on here, it would explain everything.
=20
It always helps.
=20
The CO
=20
=20
You're just trying to be nice, aren't you, CO?
We all know the fudog's memory failed him this time.

One thing -- The pitot pressure isn't "directly related to airspeed",
(and we know you meant IAS, not TAS).
The differential pressure is really related to the airspeed *squared*.
---JRC---