PBYPilot -> RE: How many WITP players are aspiring/current aviators? (10/20/2004 2:49:20 AM)
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Well, since we're wainting for "The Thing That Must Not Be Mentioned".... quote:
ORIGINAL: rlc27 Okay, here's a couple questions for those who know (I don't). The "ashless dispersant oil" straight grade stuff that seems standard in most reciprocating engine planes--is that stuff synthetic, partially synthetic, or regular dino? Also, why is it a straight grade when aircraft are flown in all sorts of temps/weather and at varyin RPM's/manifold pressure/temps, etc...I mean, wouldn't a synthetic 10w30 or something be better? Ashless Dispersant oil is good old ferns and dinosaurs. There are multi-grade synthetic aviation oils available for aircraft engines but it's the owner/operators choice which to use and the synthetic is much more (like twice as much) expensive. And in my Cub, it made the engine run too cool ! - Oil temperature guage barely lifted off the lower peg - so back to good old Aeroshell 100W quote:
Another question: why is it that, in straight, level, unaccelerated flight, that lift equals weight and thrust equals drag? If the plane is moving forward, isn't thrust overcoming drag and therefore the stronger force? Kwik E Mart has the physics right. If thrust exceeded drag, the aircraft would accelerate (and drag increase) until thrust and drag balanced. quote:
Finally, why do many new airplanes still use a dang carbureutor when fuel injection would make the engines more reliable and less susceptible to icing, and why don't more planes use computer controls etc. to do away with having to readjust mixture at altitude? Expense. As a general rule carbureutor engines are less costly to purchase and maintain. Obviously, fuel injected engines have advantages that justify their additional cost and complexity. Ease of starting when they are hot is not one of them. Michael P.S. Dunkamoto, I always found flying taildraggers a "humility building exercize" The Howard sounds neat - seen 'em, never flown one.
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