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Originally posted by ImAPepper
Back to the topic, no one answered me about my Warren Stutt questions... can anyone give me a couple of sentences explaining Warren Stutt?
Did you look into his website? He is an Aussie, like you!
www.warrenstutt.com...
Originally posted by A W Smith
Originally posted by R_Mackey
By the way, has anyone yet informed Ryan Mackey at JREF that Boeings do not "typically cruise" above their Critical Mach? Not a very credible statement from someone claiming to be a NASA scientist.
Why don't you tell him genius? I mean you got all that credibility goin for ya? right champ?
en.wikipedia.org...
First from Mackey....
"Boeing aircraft typically cruise above their critical Mach number..... Up at altitude, they cruise around 0.8 Mach or so all day long. This is done using supercritical wing design," - Ryan Mackey
And now reality...
"Several methods exist to reduce wave drag, including the use of swept wings, slender or thin bodies, and supercritical airfoils. These airfoils have critical Mach numbers very close to one (hence the term supercritical) thereby delaying and reducing the large increase in drag due to wave drag. " - aerospaceweb
"With the supercritical wing, a substantial rise in the drag-divergence Mach number is realized and the critical Mach number is delayed even up to 0.99. This delay represents a major increase in commercial airplane performance." - Centennial Of Flight Commission.
Originally posted by A W Smith
Why don't you tell him genius? I mean you got all that credibility goin for ya? right champ?
en.wikipedia.org...
Early transonic military aircraft such as the Hawker Hunter and F-86 Sabre were designed to fly satisfactorily faster than their Critical Mach number. They did not possess sufficient engine thrust to reach Mach 1.0 in level flight but could be dived to Mach 1.0 and beyond, and remain controllable. Modern passenger-carrying jet aircraft such as Airbus and Boeing aircraft have Maximum Operating Mach numbers slower than Mach 1.0 but they are routinely operated faster than their Critical Mach numbers.
Originally posted by trebor451
Ouch. That's gonna hurt. Didn't the other PfT "experts", Kolstad and Rusty and whomever else those boys have on staff say that Boeing airliners didn't fly above Mcrit?
Mmo .... it's related to the critical Mach number
....Mmo is structured around Mcrit.....
Originally posted by A W Smith
Modern passenger-carrying jet aircraft such as Airbus and Boeing aircraft have Maximum Operating Mach numbers slower than Mach 1.0 but they are routinely operated faster than their Critical Mach numbers.
References
Clancy, L.J. (1975) Aerodynamics, Pitman Publishing Limited, London ISBN 0 273 01120 0
Originally posted by trebor
Ouch. That's gonna hurt.
I guess we have to question Kolstad and Rusty and the others now about their aeronautical acumen. Maybe they aren't really pilots after all.
Supercritical and area-rule technology: One of the more recent developments in transonic technology and destined to be an important influence on future wing design is the NASA supercritical wing developed by Dr. Richard T. Whitcomb of the NASA Langley Research Center. A substantial rise in the drag-divergence Mach number is realized. Figure 95(a) shows a classical airfoil operating near the Mach 1 region (supercritical- beyond the critical Mach number) with its associated shocks and separated boundary layer. Figure 95(b) shows the supercritical airfoil operating at the same Mach number. The airfoil has a flattened upper surface which delays the formation and strength of the shocks to a point closer to the trailing edge. Additionally, the shock- induced separation is greatly decreased. The critical Mach number is delayed even up to 0.99. This delay represents a major increase in commercial airplane performance.
Originally posted by A W Smith
Why did you break the link to your sources? afraid the reader might see the quotes in full context?
history.nasa.gov...
Supercritical and area-rule technology: One of the more recent developments in transonic technology and destined to be an important influence on future wing design is the NASA supercritical wing developed by Dr. Richard T. Whitcomb of the NASA Langley Research Center. A substantial rise in the drag-divergence Mach number is realized. Figure 95(a) shows a classical airfoil operating near the Mach 1 region (supercritical- beyond the critical Mach number) with its associated shocks and separated boundary layer. Figure 95(b) shows the supercritical airfoil operating at the same Mach number. The airfoil has a flattened upper surface which delays the formation and strength of the shocks to a point closer to the trailing edge. Additionally, the shock- induced separation is greatly decreased. The critical Mach number is delayed even up to 0.99. This delay represents a major increase in commercial airplane performance.
Originally posted by R_MackeyThe reason the FAA gives a max requirement of +/- 75 feet error is mainly due to the fact you aren't always at the exact point on the field where field elevation is measured and recorded on the chart. It's also due to wear and tear. Over time, the aneroid wafers in altimeters wear, and therefore will not set to exact field elevation. This error does not wear/increase in one flight. It takes years for an aneriod wafer to wear. Therefore the same error at take-off is the same error applied throughout the flight. Once exceeding 75 feet, they then need to be either replaced or re-calibrated. Altimeters are required to be inspected and serviced every 24 months.
Originally posted by turbofan
Let's see, I supplied links to anFAA calibration page showing the +/- 20 feet
3. Note the variation between the known field elevation and the altimeter indication. If this variation is in the order of plus or minus 75 feet, the accuracy of the altimeter is questionable and the problem should be referred to an appropriately rated repair station for evaluation and possible correction.
Originally posted by R_Mackey
@tomk
You may want to look up the term dihedral. The static port is below the wing chord. Period. If you still feel otherwise, please diagram a front view of the 757 showing the static port location "virtually" in line with the wings.
Since some are still a bit confused, the Baro Altimeter regulated by the ADC is very precise. This is why it is used for precision approaches.
Originally posted by Reheat
reply to post by turbofan
I've swatted 3 big green flies already, here's the 4th one. Oh, BTW, it's not 50', I said 75' Max allowable and so did your chief!
Here's your introduction to the Aeronautical Information Manual.....
www.faa.gov...
3. Note the variation between the known field elevation and the altimeter indication. If this variation is in the order of plus or minus 75 feet, the accuracy of the altimeter is questionable and the problem should be referred to an appropriately rated repair station for evaluation and possible correction.
Originally posted by tomk52
You may want to look up the term "irrelevant". The dihedral is "irrelevant" to the relative position between the wings & the static ports.
Originally posted by R_Mackey
I see Tom still hasn't read the Airdata And Calibration links provided for him numerous times.
Originally posted by R_Mackey
Tom, you are partially correct with respect to a Cessna 172. Most of the errors you express are carefully examined and minimized in plumbing chosen, length, location of ports. etc/
It's simple arithmetic to remove such errors once the variables are known.
Originally posted by R_Mackey
Over time, the aneroid wafers in altimeters wear, and therefore will not set to exact field elevation. This error does not wear/increase in one flight. It takes years for an aneriod wafer to wear. Therefore the same error at take-off is the same error applied throughout the flight. Once exceeding 75 feet, they then need to be either replaced or re-calibrated. Altimeters are required to be inspected and serviced every 24 months.
Originally posted by R_Mackey
Tom, how can a VSI be calibrated for instantaneous readings and free of errors, yet a PA be full of errors, when both sense pressure from the same static port?
Originally posted by R_Mackey
Please, everyone click on the above website for proper comparison. The above website is a site used as gospel by those who make excuse for the govt story.
Now compare it to this.
pilotsfor911truth.org...
Which all of the above can be verified here...
faa.gov...
"Warren Stutt's" decoded data also conflicts with these people...
ntsb.gov...
You decide.
Originally posted by tomk52
Nonetheless, I have read it carefully. And it simply reinforced the points that I made.
No,... Anaeroid[sic] wafers do not "wear".