ravi,

2000 yards in a NAUTICAL mile.

Take that

And, when was the last time you saw an aircraft temperature instrument calibrated in degrees celcius?

MTV

I would guess on a YAK, Anitov, or an aircraft manufactured anywhere but the USA.

I noticed awhile ago ATIS and AWOS are now giving temps and dewpoints in Celsius.

As long as you don't make the same mistake the Air Canada crew did and confuse pounds w/ Kilograms on fuel load and have to make an emergency landing since 1000 lbs of fuel does not get you 1/2 as far as 1000 kg of fuel.

I was given this task a few, make that many, years ago.

Determine the volume of water which falls on a given area.

English: 1 sq. mile, 1 1/4 inches of rain = X Gallons

Metric 1 Hectare, 3 cm of rain = X Liters

Tell me which is easier.

I ended up converting the American ( even the English use metric) dimensions to metric then converting the answer back to American.

TD

mtv wrote:ravi,
And, when was the last time you saw an aircraft temperature instrument calibrated in degrees celcius?

MTV

US Army AH-64. I think all of the military aircraft were, but fuel and all weights were in lbs. Measurements, CG, rotor diameter etc. were in feet and inches. Military distances were all kilometers of course. Weapons bore in mm and rockets were both inches and mm. I guess they didn't know what standard to use

a64,

Bottom line: Run what you brung.

The Wright Brothers built and flew the first successful powered aircraft, so I reckon if we want to use Nautical miles, we can... .

While the metric system is now specified for all METARS (derived from a French term, by the way) the universal language of aviation is still ENGLISH .

Oh, and by the way, that Canadian crew didn't exactly make the mistake. The fuelers did. In fact, the crew questioned it prior to takeoff, it was recalculated, and they were told to go. My understanding was that the early 767's didn't have any direct fuel measurement devices (gas gauges). Something was changed after that incident.

You can google "Gimli Glider" for a full recounting of the incident. It is a VERY interesting example of great airmanship, and making the best outcome from being handed a shit sandwitch and being told to take a bite..

MTV

mtv wrote:2000 yards in a NAUTICAL mile.

Take that

60 nautical miles = 60 minutes of longitude = 1 degree longitude

Fly due east or west for 60 nautical miles and you've flown 1/360th around the earth! (if you started in say...Bogota, Colombia.)

I like metric, though. All my mountain bikes, dirt bikes, Japanese cars, and Japanese camera lenses use it.

zane wrote: ..........60 nautical miles = 60 minutes of longitude = 1 degree longitude ................

At what latitude? Since the longitute lines are not parallel, this rule must only be good at one latitude-- like at the equator?

Eric

zero.one.victor wrote: At what latitude? Since the longitute lines are not parallel, this rule must only be good at one latitude-- like at the equator?

Dude, I said Bogota!! But, perhaps Palu, Indonesia would be a more accurate nautical mile.

It is really easy, you scale it vertical(by longitude) and measure it in horizontal(or whatever is your angle)...within a degree or so is quite accurate. And if you don't like that, I can come up with a fancy formula for you for great circl routing.

Engine Temp Questions.

Today I flew 5.2 hours of pipeline patrol in cold weather. It stayed between 3 to 5 degrees F on the OAT .

I have a carbureted O-360 and have the winter back plate cover on the oil cooler plus tape across the front of it. My cowl flap is fully closed and I still couldn’t get the oil over 145 degrees.

I’ve always had trouble leaning to get even numbers very close on the EGT and CHT, I guess because of it being carbureted. What are good numbers to try for? I thought my cylinder temps were to low, but when leaned more, I was detecting roughness.
.
My 4 EGT no’s were: 1410, 1344, 1407, 1335.
My 4 CHT no’s were: 215, 232, 279, 1273.

Are these good enough in cold weather?

Thanks, John

ameneded number for #4 CHT is 273, not 1273. JG

I would be a little suspect of that last Cyl head temp I also wouldn't change my leaning technique due to cold wx

Lycoming mentions that in cold weather, fuel distribution will suffer in carbureted engines due to the fuels' reluctance to atomize, thus a greater variance in CHT's...I think they say you can get near 100* difference compared to operating in warmer temperatures. One possible solution if you're not flying in a lot of dust is to use carb heat in flight to help the fuel atomize, then lean to proper EGT.

I don't have any personal experience in cold weather flying, but that's what I read.