[s-cars] MAF location

[mlp]

Yes Hap, my college roommate (a world class sailor by the way, could, would
'a gone to the Olympics in some odd ball 2 man sail boat class for Brazil)
would hold something, I don't know that it would have to be Bernoulli per
se, is wrong.  Per his sailing lore, a breeze for which he would have to
reef in sail in Rio to avoid tipping over, merely required hiking out at
altitude.  Based on my personal experiences, just as a "for example" but not
directly to do with Bernoulli, why is it ice cubes in my Vodka Tonic at, say
an 80° day in Florida melt faster in San Diego, than in Denver?  
 
I thought you pilot types referred to this as making an "air density
adjustment?"  Not that I would like to think of you 767 as a .50 caliber
bullet, but doesn't
<http://www.riflebarrels.com/articles/50calibre/wind_drift_density.htm>
http://www.riflebarrels.com/articles/50calibre/wind_drift_density.htm  "....


Most dedicated fifty shooters are students of ballistics, and with the
proliferation of extremely accurate ballistics software and most everyone
owning a personal computer, we all know that the wind drift from a 10 mph
crosswind at sea level is noticeably greater than at the 7000’ plus
elevation of the range in New Mexico. And we also know that a bullet fired
at a given velocity at sea level will drop a lot more at 1000 yards than it
will at 7000’. 

If using the 750-grain Hornady A-Max, loaded in the 50 BMG case, as an
example, my Tioga Engineering ballistics program tells me that the drop is
-258” at 1000 yards (with a 100 yard zero) and a 10 mph crosswind will push
the Hornady bullet 36.5” at sea level pressure and 59º F. This is using a
muzzle velocity of 2700 fps, and C-1 ballistic coefficient of 1.05.
Crunching the numbers again, the computer said a 10 mph wind will only move
it 26.3” (10 inches less) in the thinner air at Raton and a temperature of
75º F. and that drop is –240”(18” less). So, what’s my problem you say? 

If I might, at times, refer to shooting as a vice, I’ll have to admit to a
second bad habit as well; airplanes and piloting them. (My wife would agree
with both statements, I’m sure.) Part of any pilot’s training relates to the
effects of air density on airplane performance. Air density is measured and
referred to as Density Altitude. That is, there is a base line standard
density, as defined by the ICAO (the International Civil Aviation
Organization). That organization states that at sea-level, with an
atmospheric pressure of 29.92” and a temperature of 59º F., we have defined
the ‘standard density’. .... " etc., etc. etc.

Mike puzzled about his Vodka tonics Ice cube problems in lower SE Denver

 

-----Original Message-----
From: CaptMagu at aol.com [mailto:CaptMagu at aol.com] 
Sent: Tuesday, October 26, 2004 1:21 PM
To: mlped at qwest.net; Djdawson2 at aol.com; s-car-list at audifans.com
Subject: Re: [s-cars] MAF location


Mikey

Is this the same college room mate that proved Bernouli's Law wrong? I can't
comment on sailboats but as far as a Boeing 767, I fly my final approach
airspeed the same in Mexico City or Denver as I do in Kona or Honolulu. I
make no adjustment to my indicated airspeed(IAS), what I read on my
speedometer, for any altitude I happen to fly. There is however a difference
in true airspeed(TAS). The higher my altitude the higher my TAS. In other
words, I'm actually going faster across the ground to get the same IAS when
I'm shooting an approach at an airport with a higher altitude, everything
else being the same ie. winds. At Kona, to register a 140 knot IAS approach
speed, I'm actually registering a 140 knot TAS. At Denver, I might be up to
150 knots of TAS for the same 140 knot IAS.

What's all this mean? Your room mate and I suspect you as well are full of,
well, tacos;-) A 40 knot Lake Dillon breeze has the same affect that a 40
knot Rio de Janeiro blow would have. 

Hap, talkin dahkine Wahoo in Evahboost, Maguire