Stupid things non petrolheads say....
Discussion
bigkeeko said:
yellowjack said:
bigkeeko said:
Blown2CV said:
i've been off the clock in a guess what
Did James Bond drive one?The front half of a Renault 11?
...is it an AEC Regent III? I'm sure that, with the top deck removed it would weigh less, and thus be far more likely to get 'off the clock'
leafspring said:
going off the clock is much more impressive, my 1975 SIII Land Rover can do it 
but that speedo only goes to 75mph 
Rostfritt said:
This is how things work on aircraft, all needles are pointing up if everything is fine.
When digital gauges first came out, aircraft fitters stripped out the old analogue gauges and replaced them with digital readouts - no gauges, just a simple panel with a numerical value for whatever the gauge showed. Almost immediately pilots started complaining because they had to actually read all the values. The fitters were confused until the pilots explained that the old analogue gauges used to line up, so a quick cursory glance was all that was necessary to make sure everything was within parameters. An unexpected reading would mean that particular gauge was out of alignment with the rest of them (particularly useful when comparing facets like engine oil pressures or exhaust temperatures). As a result, the digital gauges stayed but were converted to look like the analogue gauges they replaced (i.e. with a gauge and needle). The numerical value is still shown adjacent to the gauge so the pilots can get an accurate figure if they need to, but for the most part a system check only needs a comparative glance across the gauges to make sure they're still in the green.Sorry, completely O/T but I haven't posted an anecdote in a while. Recycled from someone who flies A400Ms.
sebhaque said:
Rostfritt said:
This is how things work on aircraft, all needles are pointing up if everything is fine.
When digital gauges first came out, aircraft fitters stripped out the old analogue gauges and replaced them with digital readouts - no gauges, just a simple panel with a numerical value for whatever the gauge showed. Almost immediately pilots started complaining because they had to actually read all the values. The fitters were confused until the pilots explained that the old analogue gauges used to line up, so a quick cursory glance was all that was necessary to make sure everything was within parameters. An unexpected reading would mean that particular gauge was out of alignment with the rest of them (particularly useful when comparing facets like engine oil pressures or exhaust temperatures). As a result, the digital gauges stayed but were converted to look like the analogue gauges they replaced (i.e. with a gauge and needle). The numerical value is still shown adjacent to the gauge so the pilots can get an accurate figure if they need to, but for the most part a system check only needs a comparative glance across the gauges to make sure they're still in the green.Sorry, completely O/T but I haven't posted an anecdote in a while. Recycled from someone who flies A400Ms.
They were amazed when I could tell them the revs I was pulling at each apex, & exit. The previous driver only had a feeling of what revs he was using where. They really didn't believe a driver could read a rev counter at the apex of a corner.
I couldn't of course, but with a quick glance I could spot where the needle was from vertical, & read the thing from memory, down the next straight. It allowed me to get the gear ratios right for the important corners with just one run, rather than 2 or 3 goes.
The mechanics loved me. Changing ratios in a 60s Hewland box during practice is a hand burning activity, that they did not want to do more often than they had to.
How things change. Today the computer tells them what gears they need, then they test them in the simulator. Much cleaner, but the old way was more fun, at least for the driver.
Having analogue aircraft gauges in which the needles all point in a particular direction e.g. upwards
is really only a possibity with some of the engine instruments.
Needles on the flight instruments including the ASI, VSI, Alt, T&S, DI. would always be in different
positions depending on the flight phase, heading, and altitude.
is really only a possibity with some of the engine instruments.
Needles on the flight instruments including the ASI, VSI, Alt, T&S, DI. would always be in different
positions depending on the flight phase, heading, and altitude.
leafspring said:
JakeT said:
Baryonyx said:
MartG said:
Girl I used to work with swapped her 1.3i petrol Corsa for a 1.5 NA diesel because she thought it would be faster as it had a bigger engine
A lad I worked with had a mk5 Fiesta 1.8 diesel. Slow and tractor-like. He reckoned it would be a match for the mk5 Fiesta Zetec S I had because mine was "only a 1.6". 
t hot'... Even though it had 75bhp and was slower than a bottom of the range.a bit slow off the mark but pulled OK once going and didn't suffer with 4 adults and luggage in it.
Never got less than 50 mpg and diesel was only 46p per-litre back then,
Pan Pan said:
Having analogue aircraft gauges in which the needles all point in a particular direction e.g. upwards
is really only a possibity with some of the engine instruments.
Needles on the flight instruments including the ASI, VSI, Alt, T&S, DI. would always be in different
positions depending on the flight phase, heading, and altitude.
No sis really only a possibity with some of the engine instruments.
Needles on the flight instruments including the ASI, VSI, Alt, T&S, DI. would always be in different
positions depending on the flight phase, heading, and altitude.
t?Pan Pan said:
Having analogue aircraft gauges in which the needles all point in a particular direction e.g. upwards
is really only a possibity with some of the engine instruments.
Needles on the flight instruments including the ASI, VSI, Alt, T&S, DI. would always be in different
positions depending on the flight phase, heading, and altitude.
i think the point is that with needle gauges you can glance at it to see whether it's roughly 'normal', not that it's necessarily perfectly vertical.is really only a possibity with some of the engine instruments.
Needles on the flight instruments including the ASI, VSI, Alt, T&S, DI. would always be in different
positions depending on the flight phase, heading, and altitude.
Blown2CV said:
i think the point is that with needle gauges you can glance at it to see whether it's roughly 'normal', not that it's necessarily perfectly vertical.
I think thats what he was getting at. From experience with MS Flight sim (guessing that the cockpits mimic real life) a lot of the GA aircraft have the engine 'health' gauges (EGT, CHT, Fuel Pressure, Fuel Flow, Oil Temp, Oil Pressure) oriented so the needles point in the same direction (vertical for example) when they are in the normal range so you can see at a glance if the engine is healthy or not.Spare tyre said:
sure this has been said on here many time before
Me - Blimey, the car took 75 litres of petrol, must of been very low on fuel
Her - err, er i thought it was a 2.0 litre car
Me - oh
You seem surprised at how low on fuel your own car was, does it not have one of them new fangled petrol gauges?Me - Blimey, the car took 75 litres of petrol, must of been very low on fuel
Her - err, er i thought it was a 2.0 litre car
Me - oh
irocfan said:
A but cringe worthy as it appears that the Guardian found the least suitable person to go on a driving expereince and he makes it worse by doing the biggest no no following a track day - thinking you can drive home FAST and treat the road like a track.Oh an 2.15sec , room for quite a lot of improvement before you "show Guildford a thing or two on the way home."
yellowjack said:
bigkeeko said:
yellowjack said:
bigkeeko said:
Blown2CV said:
i've been off the clock in a guess what
Did James Bond drive one?The front half of a Renault 11?
...is it an AEC Regent III? I'm sure that, with the top deck removed it would weigh less, and thus be far more likely to get 'off the clock'
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