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Just plain incredible!
The air is thinner up there... SURE YOU CAN FLY AT 462 KNOTS AT 35,000
feet!
The freakin' cruising speed for a 757/767 is 500+ knots at 35,000 FEET!
OH MY GOD. YOU ARE NOT A PILOT! YOU CANNOT BE A PILOT!
WEEDWACKER, if you fly 462 knots at sea level and 462 knots at 35,000 feet, WILL THE PLANE EXPERIENCE THE SAME DYNAMIC PRESSURE.
IT CAN"T BECAUSE THE AIR IS LESS DENSE!
Originally posted by weedwhacker
reply to post by turbofan
The air is thinner up there... SURE YOU CAN FLY AT 462 KNOTS AT 35,000
feet!
The freakin' cruising speed for a 757/767 is 500+ knots at 35,000 FEET!
Well, I assume the first sentence in the above quote is sarcasm, eh? Because based on your second sentence you HAVE NO IDEA what you're talking about. Seriously. Stop. You're embarrassing yourself.
Originally posted by scott3xSo, while we haven't accounted for temperature, which is a factor below the stratosphere (I'm guessing it varies the air pressure), it would appear that the cruising speed for a Boeing 757 at sea level is, indeed, a bit over 500 knots.
Originally posted by turbofan
Originally posted by scott3x
So, while we haven't accounted for temperature, which is a factor below the stratosphere (I'm guessing it varies the air pressure), it would appear that the cruising speed for a Boeing 757 at sea level is, indeed, a bit over 500 knots.
You had it right up until this paragraph.
The cruising speed of a 757/767 is not 500 knots at sea level.
The aircraft has been limited by the manufacturer at 360 knots VMo.
Originally posted by turbofan
Look at this another way...it might help to understand:
IF...IF... a 767 could fly at 510 knots at sea level (without breaking apart,
or going out of control), it has enough power available to travel over
Mach 1 (the speed of sound) at 35,000 feet.
Here is how you figure out how fast a 767 can go at 700 ft (basically sea level)
We see that the "speed limit" is much lower at sea level than at 30k. 403 mph at sea level, and 581 mph at 30000 ft. But now the rubber to the road question is, how much beyond the "speed limit" can a Boeing 757 or 767 airplane be taken? To exceed Vmo/Mmo is not catastrophic. Boeing notes higher speeds can be authorized. To quote the Boeing Flight Ops review: "At speed in excess of Vmo/Mmo ... normal airplane handling characteristics are not assured." What they are saying is that an airplane can be taken somewhat beyond Vmo/Mmo by a skilled pilot. We would expect a safety factor of at least 10%, probably more like 20% or 30%, before structural damage may result.
How much beyond the "speed limit" can a Boeing 757 or 767 airplane be taken? Pilots For 9/11 Truth asked that question over a year ago, and still do not have an answer. It is fairly well established that Vmo is about 400 mph at sea level, but no solid numbers for Vne have been documented. While this question is still in the hopper, the assumption by Pilots For 9/11 Truth has been that all of the alleged manuvers of the airplanes on 9/11 were within the scope of a skilled pilot and the Boeing aircraft.
The "flight 175 Impossible speed" Thrust-Drag Argument has been mentioned on the internet.
The argument is basically this: thrust must increase 134-fold to maintain the same 542 mph it had at 35,000' altitude down at 1,000' altitude. I believe this is defintely wrong. First, the quantity given for air density in this "thrust/drag argument " is incorrect: The air density quoted is for 35000 meters, or 114829 ft, not 35000 ft. At 114829 ft, not only would you not be able to breathe, but you would also explode, so it looks like someone got meters and feet mixed up in thier calculations.
The 757 or 767 has enough engine thrust to go about as fast at sea level as at 30000 ft. Here is why I believe that: Thrust increases by about the needed amount to compensate for the difference in air density between the higher and lower elevation.
At lower altitudes and denser air structural damage may occur due to vibration or flutter, while at higher altitudes and thiner air, structural damage due to shock waves may occur. Thats what the "speed Limits" are all about. The key question is, by how much can a 767 (or 757) exceed Vmo without incuring structural damage , and at this point, we just do not know.
Originally posted by turbofan
IF...IF... the engines were able to move the aircraft through more dense
air at 510 knots, it will be able to move the plane at an equivalent speed
[EAS] of over Mach 1 at higher altitudes in less dense air (less aero drag).
Originally posted by turbofan
At this equivalent speed, the aircraft is experiencing the same forces from
air pressure as it would traveling at 510 knots at sea level.
Does this make sense now?
Originally posted by turbofan
If you agree that the aircraft can move at 510 knots at sea level in control
and 'safe structural' flight, then you must agree that the same plane can
break the sound barrier at 35,000 feet.
Ask yourself if this is possible.
I doubt it makes much of a difference, but according to this page, the VMo for the 757 and the 767 are actually slightly different; the 767 is the one with the 360 knots VMo; the 757 has it at 350 knots. 767 that has the VMo at 360 knots.
Originally posted by turbofan
Look at this another way...it might help to understand:
IF...IF... a 767 could fly at 510 knots at sea level (without breaking apart,
or going out of control), it has enough power available to travel over
Mach 1 (the speed of sound) at 35,000 feet.
I'm not sure how fast a 757 could travel at 35,000 feet, knots wise. However, I think it would probably be good to introduce the following link:
www.seattle911visibilityproject.org...
Quoting from it:
Here is how you figure out how fast a 767 can go at 700 ft (basically sea level)
We see that the "speed limit" is much lower at sea level than at 30k. 403 mph at sea level, and 581 mph at 30000 ft. But now the rubber to the road question is, how much beyond the "speed limit" can a Boeing 757 or 767 airplane be taken? To exceed Vmo/Mmo is not catastrophic. Boeing notes higher speeds can be authorized. To quote the Boeing Flight Ops review: "At speed in excess of Vmo/Mmo ... normal airplane handling characteristics are not assured." What they are saying is that an airplane can be taken somewhat beyond Vmo/Mmo by a skilled pilot. We would expect a safety factor of at least 10%, probably more like 20% or 30%, before structural damage may result.
How much beyond the "speed limit" can a Boeing 757 or 767 airplane be taken? Pilots For 9/11 Truth asked that question over a year ago, and still do not have an answer. It is fairly well established that Vmo is about 400 mph at sea level, but no solid numbers for Vne have been documented. While this question is still in the hopper, the assumption by Pilots For 9/11 Truth has been that all of the alleged manuvers of the airplanes on 9/11 were within the scope of a skilled pilot and the Boeing aircraft.
The "flight 175 Impossible speed" Thrust-Drag Argument has been mentioned on the internet.
The argument is basically this: thrust must increase 134-fold to maintain the same 542 mph it had at 35,000' altitude down at 1,000' altitude. I believe this is defintely wrong. First, the quantity given for air density in this "thrust/drag argument " is incorrect: The air density quoted is for 35000 meters, or 114829 ft, not 35000 ft. At 114829 ft, not only would you not be able to breathe, but you would also explode, so it looks like someone got meters and feet mixed up in thier calculations.
The 757 or 767 has enough engine thrust to go about as fast at sea level as at 30000 ft. Here is why I believe that: Thrust increases by about the needed amount to compensate for the difference in air density between the higher and lower elevation.
At lower altitudes and denser air structural damage may occur due to vibration or flutter, while at higher altitudes and thiner air, structural damage due to shock waves may occur. Thats what the "speed Limits" are all about. The key question is, by how much can a 767 (or 757) exceed Vmo without incuring structural damage , and at this point, we just do not know.
Originally posted by turbofan
IF...IF... the engines were able to move the aircraft through more dense
air at 510 knots, it will be able to move the plane at an equivalent speed
[EAS] of over Mach 1 at higher altitudes in less dense air (less aero drag).
But then there's the issue of increased thrust at lower altitudes; I'm guessing it has to do with the increased air density.
Originally posted by turbofan
At this equivalent speed, the aircraft is experiencing the same forces from
air pressure as it would traveling at 510 knots at sea level.
Does this make sense now?
It does, but after taking a look at the formula for equivalent air speed, I admit I'll have to take your word that 510 knots at sea level = Mach 1 + at 35,000 feet. What I'd like to know is, does weedwacker agree?
Originally posted by turbofan
If you agree that the aircraft can move at 510 knots at sea level in control
and 'safe structural' flight, then you must agree that the same plane can
break the sound barrier at 35,000 feet.
Ask yourself if this is possible.
Honestly, I don't know. Hopefully you'll respond to that link from seattle911; I note that he also says 30,000 feet instead of 35,000 feet; the author is using PFT as his back up though; since you haven't been banned from PFT, you can ask them directly if he's characterizing what they said right.
Originally posted by weedwhacker
Of course, since what I say about how to operate the airplanes isn't always available ON the internet for you to check, and since no one wants lessons from me
Originally posted by weedwhacker
reply to post by scott3x
scott, applause for this post.
Originally posted by weedwhacker
Fortunately, I took a break after reading a post or two above, where I thought you needed some gentle corrective nudging, but it looks like you're learning quite well on your own.
Really, for non-pilots (and laymen) you aren't going to find as much info from the Internet as people like me who've actually flown the airplanes will be able to tell you.
Originally posted by weedwhacker
Of course, since what I say about how to operate the airplanes isn't always available ON the internet for you to check, and since no one wants lessons from me ( ) then I'll stick to checking and clarifying what you're already learning.
Originally posted by weedwhacker
reply to post by Lillydale
If I were you....?????
I would find a pilot I knew, and have him/her read what I write.
Originally posted by weedwhacker
I doubt it makes much of a difference, but according to this page, the VMo for the 757 and the 767 are actually slightly different; the 767 is the one with the 360 knots VMo; the 757 has it at 350 knots. 767 that has the VMo at 360 knots.
Note #1: You are following the style of "turbo" here...in all of my Flight Manuals and training materials, it is either "Vmo" or "VMO". Picky, but....
Note #2: I was teasing about being picky, because you have a sharp eye, and caught something that "turbo" obviously never noticed.
Originally posted by weedwhacker
Originally posted by turbofan
Look at this another way...it might help to understand:
IF...IF... a 767 could fly at 510 knots at sea level (without breaking apart,
or going out of control), it has enough power available to travel over
Mach 1 (the speed of sound) at 35,000 feet.
Ermmmm...once again, in the Pentagon thread about AA 77, "turbo" goes off the rails here....but, this is his mantra, and it's wrong. He is forgetting about the effects of using gravity AND thrust to accelerate beyond a speed that would be achievable in level flight with thrust only.
Originally posted by weedwhacker
Originally posted by scott3x
I'm not sure how fast a 757 could travel at 35,000 feet, knots wise. However, I think it would probably be good to introduce the following link:
www.seattle911visibilityproject.org...
Since MMO (or, if you prefer, "Mmo") is M.88,
Originally posted by weedwhacker
then simply solve for M.88 at FL350, standard temperature.
Originally posted by weedwhacker
You will then find the TAS that is equivalent. Hang on, I'll do it..... OK, I'm back:
When you reach M.88 at FL350, in standard temp for that altiude (-54.3C) your TAS is 507Kt, and the CAS is 303Kt. (CAS is what the airpeed indicator should read, +/- a few knots. It's important, here, to also point out that the 'barber pole' that I mentioned many posts back, while it is normally at the 350Kt or 360Kt position (depending on airplane) will move, as altitude increases into the Mach regime, to reflect MMO, instead of VMO...because MMO is more limiting, from a CAS standpoint, at thigher altitudes. Oops, surprise lesson….sorry.
Originally posted by weedwhacker
Originally posted by scott3x
Originally posted by turbofan
IF...IF... the engines were able to move the aircraft through more dense air at 510 knots, it will be able to move the plane at an equivalent speed [EAS] of over Mach 1 at higher altitudes in less dense air (less aero drag).
But then there's the issue of increased thrust at lower altitudes; I'm guessing it has to do with the increased air density.
Good guess, critical reasoning...BUT there is still that pesky issue of drag.
~Caution: Lesson approaching!~ We are interested, here, in two types of drag: Parasitic (sometimes called 'form') drag, and Induced drag.
Parasitic is obvious, and is a direct result of forcing a body (airplane) through a fluid (air). It is an inverse curve relationship to speed.
Induced drag is related to the creation of lift. THEREFORE it varies by speed AND angle of attack.
~lesson ending~
Originally posted by turbofan
reply to post by weedwhacker
Well, go ahead and prove it then. Everyone is on the same page with
me...except for you it seems!
So, go ahead and prove that you understand what I have been asking for
5+ pages.
Show me that you understand that a plane moving 462 knots at sea level
must travel over mach 1 at 35,000 feet to experience the same dynamic
pressure due to the difference in air density.
Waiting...
Originally posted by weedwhacker
Originally posted by scott3x
Originally posted by turbofan
At this equivalent speed, the aircraft is experiencing the same forces from
air pressure as it would traveling at 510 knots at sea level.
Does this make sense now?
It does, but after taking a look at the formula for equivalent air speed, I admit I'll have to take your word that 510 knots at sea level = Mach 1 + at 35,000 feet. What I'd like to know is, does weedwacker agree?
scott, you found that page from Wiki with the EAS formula...it's easier to use the one I linked before, from www.aerospaceweb.org...
Originally posted by weedwhacker
Again, as I mentioned about, "turbo" just can't let go of one idea, and he's wrong.
As you can no doubt calculate by now, and realize, Mach 1 at sea level is well above 510Kt. (Yes, I'm using that one now, because it's worst case scenario...from the three that hit buildings).
Originally posted by weedwhacker
Originally posted by turbofan
If you agree that the aircraft can move at 510 knots at sea level in control
and 'safe structural' flight, then you must agree that the same plane can
break the sound barrier at 35,000 feet.
Ask yourself if this is possible.
Sigh. Again, "turbo" is making an illogical assumption, and comparison. He is, still, completely misunderstanding the concepts of Indicated versus True airpeeds, and the Mach number relationships of air temperature and speed.
Originally posted by weedwhacker
Originally posted by scott3x
Honestly, I don't know. Hopefully you'll respond to that link from seattle911; I note that he also says 30,000 feet instead of 35,000 feet; the author is using PFT as his back up though; since you haven't been banned from PFT, you can ask them directly if he's characterizing what they said right.
Hopefully he will. We are all hoping he will.
I was teasing about being picky, because you have a sharp eye, and caught something that "turbo" obviously never noticed.
Ermmmm...once again, in the Pentagon thread about AA 77, "turbo" goes off the rails here....but, this is his mantra, and it's wrong. He is forgetting about the effects of using gravity AND thrust to accelerate beyond a speed that would be achievable in level flight with thrust only.
Lost you here, laugh :-). Mach .88 I get. But what does FL350 mean? And how do you figure out what the standard temperature is at any given altitude? Also, I'm not sure what I'm trying to solve or how I should go about solving it ;-).
But what does FL350 mean?
Too bad neither aircraft was pitched down much at all! Contradict yourself much Weed?
After reading through this last bit of debate, I see that you are finally on
deck with dynamic pressure.
Now you've turned your opinion to the argument that a 757/767 moving at 462/510 knots at sea level wont break apart
right away.
Why should we believe you when Egypt Air broke apart at mach 0.99 and 22,000 feet?
If you studied AA77 FDR you will note there is more than a few seconds of flight at excessive speeds.
If you studied the UA175 information, you will also note there were more
than a few seconds of extreme speeds.
#2. We have video of wind tunnel flutter tests showing oscillations and stressing of components on the airframe.
#3. We have an example of a 767 via Egypt Air which breaks apart at lower dynamic pressure in thinner air.
#4. We have a pilots encyclopedia warning of mach tuch, dutch roll, and other "out of control" situations
#5. We have EXPERIENCED fighter pilots, check-air men, and 757/767 pilots who cannot hit towers in the simulators after several tries...and can only do so once the speed has been reduced to near LANDING SPEEDS
engines somehow, miraculously, not making lovely furrows on the pentalawn?
Or the folding wings which didn't cause damage away from the urrr... 'hole' like the wtc1 and 2s