SV8Predator
Member
Pondrew said:And Googling the answer is cheating
But he's the Googlemeister, don't ya know?
CHANGE OF RUNFLATS TO NON RUNFLATS
- Thread starter jaydon9269
- Start date
But he's the Googlemeister, don't ya know?
Pondrew said:Peter, your ability to Google facts seems to know no bounds. I would be interested to know your reasoning behind these "facts", as the website you quote is presuming, surely, that Boyle's Law is a fundamental factor in their calculations.Pbondar said:
Just saying, ideally use the combined gas law as temperature is massively important in tyre management
And that’s the thing under pressurised tyres will have an impact on efficiency, wear and heat generated, but this is by degrees a tyre that is 5 psi under inflated won’t make much of a difference but a tyre that is 15 psi under inflated could fail catastrophically if the tyre temperature is allowed to get high enough. It is primarily after all, rolling resistance and slippage where energy is lost through the tyre
SV8Predator
Member
Nictrix said:You two related?Pondrew said:Maybe googling the torque capacity of an E89 N20 auto gearbox would have been wiser?SV8Predator said:
OT: I remember when Les Patterson debuted on Sydney TV (showing my age). He had been on Melbourne TV before but the first time on Sydney TV was on one of the week evening "In Town Tonight-type" shows that were on at 9:00pm. He was half-pissed, smoking, food all down his front and dribbling and spitting as he spoke. Fantastic!
How was literally the talk of the town after that exhibition. I've got to say that he's my hero also.
A
Anonymous
Guest
flybobbie said:
I’m surprised as an aviator that you throw that one in..1013 hecto pascals
flybobbie said:
When the conditions are ambient silly
oke: Pbondar said:I’m surprised as an aviator that you throw that one in..1013 hecto pascals
hectoPascals, brilliant, where did you drag that one up from
and you’ve have unwittingly done one of my pet hates in my industry, standard convention is the bar, psi or if you want to be proper it’s the MPa (or if you are a real gimp kg/cm2) however calculating anything with pressure in the equation it is always absolute. So my pet hate is peeps writing barg or psig to indicate that it’s gauge pressure, duh all measured pressure is gauge
oke: so it’s just bar or psi or Pa, if it’s atmospheric the SI convention is to state the units as bar (abs) thus: - it is 1013 hecto Pascals (abs) sars said:flybobbie said:
When the conditions are ambient silly
Pbondar said:I’m surprised as an aviator that you throw that one in..1013 hecto pascals
hectoPascals, brilliant, where did you drag that one up from
and you’ve have unwittingly done one of my pet hates in my industry, standard convention is the bar, psi or if you want to be proper it’s the MPa (or if you are a real gimp kg/cm2) however calculating anything with pressure in the equation it is always absolute. So my pet hate is peeps writing barg or psig to indicate that it’s gauge pressure, duh all measured pressure is gauge
Sars, if I put that int Google translate is there any chance I’ll understand it any better :rofl:
You changed the colour order for your G29 yet? :wink:
A
Anonymous
Guest
SARS…for the International Civil Aviation Organisation (ICAO). The reference point for all pressure settings is hecto pascals …shortened to hPA previously it was milli bars..or inches (of mercury) in USA
You can have a standard reference 1013 which is what you set your altimeter to when flying flight levels..eg FL230 or
If you want to be able to land when your altimeter shows zero then you set QNH which is pressure adjusted to your point on the earth at this exact point in time or you can have QNH which is pressure altitude set so that sea level (average) would read zero on your altimeter (if you landed on the sea)
When we move back to tire pressures we should in aviation correct back to ISA..ie a pressure of 1013 hecto pascals and a temperature of 15c
Any variation in pressure or temp should then be subject to a correction factor based on the physical characteristics of the object in question
See this as a working example…. https://publicapps.caa.co.uk/docs/33/SafetyNotice2014004.pdf
You can have a standard reference 1013 which is what you set your altimeter to when flying flight levels..eg FL230 or
If you want to be able to land when your altimeter shows zero then you set QNH which is pressure adjusted to your point on the earth at this exact point in time or you can have QNH which is pressure altitude set so that sea level (average) would read zero on your altimeter (if you landed on the sea)
When we move back to tire pressures we should in aviation correct back to ISA..ie a pressure of 1013 hecto pascals and a temperature of 15c
Any variation in pressure or temp should then be subject to a correction factor based on the physical characteristics of the object in question
See this as a working example…. https://publicapps.caa.co.uk/docs/33/SafetyNotice2014004.pdf
A
Anonymous
Guest
sars said:So all that copying and pasting to tell me it’s used in the in aviation industry
No copying and pasting required …30+ years in aviation…15 as head of continuing airworthiness amongst many aviation posts held..
Pbondar said:sars said:So all that copying and pasting to tell me it’s used in the in aviation industry
No copying and pasting required …30+ years in aviation…15 as head of continuing airworthiness amongst many aviation posts held..
So in your industry, that is aviation, all pressures are atmospheric, excepting the ones you have in your tyres :lol:
