Fl 260: Fill & Download for Free

Depending on the altitude the depressurization occurred, you might only have a few seconds of useful consciousness. I believe most U.S. airline pilots are required to have at least one pilot wearing an oxygen mask at all times above certain altitudes, just in case of sudden depressurization.Want to hear what a pilot with hypoxia sounds like?Notice how much clearer and quicker the radio chatter becomes as they bring the aircraft down to a lower altitude, descending down to FL 260 (26,000 feet) and then to 11,000 feet.There are other factors, of course; some depressurization events (such as the ones that happened with the cargo doors on the early MD-80s) can damage other equipment in the area, including hydraulic lines and control cables.

Flat Rating of Turbine EnginesFlat rating could be for thrust (in a straight jet), or Horsepower (for a turboprop). The following mostly describes turboprop engines but the same principles apply to straight jets, including turbofans.A turbine engine’s power output is specified for international standard atmospheric (ISA) conditions, which are 15°C (59°F) air temperature at sea level. At any higher temperature or elevation, the engine will produce less power because the air is less dense.To understand what's going on with the performance improvements (say, from the more powerful Pratt & Whitney PT6 engines), you need to know that there are two fundamental measures of power. The most basic measure of power -- and the one listed in the airplane specifications -- is the maximum shaft horsepower (shp) of the engine. The other element in the power equation is how much power the engine can potentially produce at sea level on a standard 15° C day, which are the international standard atmosphere (ISA) conditions.In order to provide the needed power for takeoff and climb on hot days, or from higher elevation airports, an engine is flat rated. That means that the engine is capable of making much more power on an ISA day than the pilot is allowed to use. However, on a hot day, or at a higher elevation, the extra power potential of the turbine engine is available to produce the same power that it could on that mythical ISA day.The ultimate power potential of a turbine engine is usually called its “thermodynamic” rating. The limits of a turbine engine are set by the ability of its components to withstand temperature, rpm and pressure, thus “thermo” and “dynamic” stresses set the limits. The higher the temperature and pressure a turbine can withstand, the more power it will create.As air density decreases with higher air temperatures or elevations, the less power a turbine can produce before reaching its thermodynamic limits. So to have enough power available on a hot or high day for takeoff, or to have enough power left at high altitude to cruise, the engine is flat rated for takeoff to a value below its maximum thermodynamic potential.More on the thermodynamic limitThis principle is so important that it bears repeating.The power potential of the gas producing section of the engine is totally dependent on the density of the air it is operating in. When air is dense, on a cool day at sea level, for example, the turbine section loafs along.The compressor has plenty of air to work with so it feeds the burner section its maximum charge of air using only low rpm and relatively low compression ratios. But when the air is less dense, at high altitude, or when air temperature is above ISA, the compressor struggles to ram the same air charge into the burner. The air is hotter exiting the compressor and burns hotter.The compressor must spin faster to do its work. And at some point the density of the air available to the compressor just isn't enough for it to deliver the full charge of air into the burner before reaching the rpm limits, or the temperature limits, or both.When the engine reaches its limits of temperature or rpm it is at its thermodynamic limit: Thermo, obviously, being temperature, while dynamic refers to the rotating speed of the components. That's why you'll see that a PT6 will have a limit of, say, 850 shp in the TBM, but have the thermodynamic rating of about twice that. The difference between the low and high power ratings is called flat rating, or de-rating.▲ The SOCATA TBM 850. Featuring a 1,825 HP Pratt & Whitney PT6A-66D turboprop engine flat rated to 850 shp, the TBM 850 turns in impressive numbers. At takeoff weight, the 850 can climb to FL 260 in 15 minutes and to its service ceiling of FL 310 in 20 minutes.I like the term flat rating best because it accurately describes what is happening. The airplane and engine gearbox can only take so much shp, so the engine is capped at that value. Its power is held flat.But the magic of flat rating is that you can use the extra thermodynamic power to increase climb and cruise speed. As the airplane climbs into less dense air there is plenty of margin in the compressor section to keep packing a full charge of air into the burner before rpm and temperature limits are reached. Just as a turbocharged piston engine continues to make full power as it climbs, the flat-rated PT6 delivers full-rated power at altitude by having the margin to increase rpm and ITT. The result is higher climb rates and true airspeed.It wasn't always this way with the PT6. An early version of the engine in the King Air 90, for example, couldn't make full-rated power on the runway if the air temperature was hot, or the airport elevation high. Gradually Pratt improved the design and materials of the engine to make it ever more powerful, even though certified shp remained the same. And over the past several years versions of the PT6 are almost twice as powerful even though the external size and shape is about the same.This available increase in thermodynamic power is what makes the engine produce that power to a much higher altitude or air temperature. The results are many, many knots of increased cruise speed, much higher climb rate, and often a fuel flow increase that essentially matches the speed increase so range remains about the same.-from Flying magazine

The ad buys that you are referencing is an attempt to hold AZ, IA, and FL which are all vulnerable.Look if you subtract PA (20) and Michigan (16), from Trump’s Electoral Total (without those pesky faithless Electors), you get exactly 270 Electoral College votes which is a victory. I do not think Trump is conceding either PA or WI but I think MI is outside of his list of winnable states (as of 8/10/2020).The problem with conceding MI is that there is no room for error. Despite losing the popular vote and winning 306 Electoral votes and a total of 30 states plus ME-2 in 2016, Trump can win in 2020 unless a combination of 37 Electoral votes swings to the Democratic candidate.Put another way if Trump loses FL (29) , IA (6), and AZ (11): Joe Biden could spot Trump his 3 closest states in 2016 (PA, WI, and MI) and still end up winning the White House*.*278–260 or 279–259 depending how ME-2 turns out