Today's Message Index:
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1. 10:11 AM - Re: JPI vs EI (Gary Vogt)
2. 10:30 AM - trim drag (Gary Vogt)
Message 1
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At around 350 degrees, both units read about the same.=0A=0AI'm not sure wh
at your objective is. -=0A=0AIf you have an EI and you climb out at 400 d
egrees then as far as you're concerned, it's 400 degrees.=0A=0AIf you have
a JPI and you climb out at 450 degrees then as far as you're concerned, -
it's 450 degrees.=0A=0AReally, what difference does it make? -If you just
want to see lower temps, get an EI. -If you like the features of a JPI,
get a JPI.=0A=0AIf the EI had the features of a JPI and wiring like the JPI
, D-sub connectors, thin wires, etc, I wouldn't have a preference. -=0A
=0AThe JPI uses grounded probes. -In the absence of an ice bath, the EI u
ses the unit as a common reference. -Do some homework on the internet and
determine for yourself which ones are consistently more accurate.=0A=0AI w
ish Aviation Consumer would do a study on them both.=0A=0A=0A______________
__________________=0A From: Airport Bum <aa5_driver@yahoo.com>=0ATo: teamgr
umman-list@matronics.com =0ASent: Monday, November 21, 2011 7:53 AM=0ASubje
ct: TeamGrumman-List: JPI vs EI=0A =0A--> TeamGrumman-List message posted b
y: Airport Bum <aa5_driver@yahoo.com>=0A=0AGary. =0A=0AI know you are known
to have noted temp differences between the brands.- Can you clear someth
ing up for me.- =0A=0AIf your cht is a theoretical 350 which would give t
he number closest to 350?- =0A=0AYou say that jpi reads higher.- Does t
hat mean that the ei would show a number lower than 350, or that the jpi wo
uld read higher than 350?=0A=0AThanks for clearing this up for me.=0A=0AKev
- - - - - - - - - - - - -Matt Dralle, List Admin.
====
Message 2
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To compute this, we first must calculate the lift carried by the tail. For most
transport aircraft without active controls this is about 5% of the airplane lift,
but in the wrong (downward) direction. We could then compute the vortex drag
of the combined wing/tail system and then add in viscous and compressibility
increments. The difficulty with this is that unless we know the airplane center
of gravity (CG) location, we cannot compute the tail load and in the early
stages of the analysis, we do not know the airplane CG location. Sometimes we
make rough estimates of the CG. When this is not possible, we can rely on more
detailed computations done on other aircraft which show trim drag of about
1% to 2% of airplane drag. Airplane designs can easily be created with very high
trim drag values, though. We will discuss this in connection with tail design
in subsequent chapters.
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