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What else can I help you with?
What is the altitiude of Philadelphia?
It is 39 feet above sea level.
Does the temperature increase or decrease with altitiude in the troposphere?
The temperature decreases with altitude.
How many horsepower does a stock 7.3 liter diesel ford have?
a stock 7.3L IDI (indirect injected)=non powerstroke has a stock horsepower rating of 180-190 hp dpending on the version i.e high altitiude. This HP rating is at the flywheel, not at the wheels
Legal altitiude of crop duster planes over house?
When actually applying the pesticide to the target area, there are basically no restrictions (as with most rules, there are exceptions, i.e. the house is in what is considered a congested area). At all other times, 500 feet is the minimum altitude (again there are exceptions)
Why geostationary satellite not falling to ground?
Because they're moving 'sideways' at more than 6,000 miles per hour, out where the acceleration of gravity is only about 3% of what it is on Earth's surface. The satellite is falling allright, but the Earth's curved surface is falling away exactly as fast as the satellite itself is falling toward it, so the satellite's altitiude above the surface never changes.
Why wouldn't a Concorde travel higher?
The Concorde traveled at a higher cruising altitude well above conventional airplanes, at 60,000 feet. Going higher than that makes it difficult for most airplane engines to continuously run as there's less air to work with.
What place on the earth's surface has the lowest air pressure?
lol
Why upper fixed point and lower fixed point are not 100 degree celsius and 0 degree celsius respectively of pure water in kathmandu?
The boiling point and freezing point of water are affected by factors such as altitude, atmospheric pressure, and impurities in the water. In Kathmandu, being at a higher altitude, the boiling point of water is lower than 100 degrees Celsius and the freezing point is higher than 0 degrees Celsius due to reduced atmospheric pressure. Therefore, the upper fixed point and lower fixed point of pure water in Kathmandu will not be at 100 degrees and 0 degrees Celsius respectively.
What is the difference between a hill and a mountain?
The difference between a hill and a mountain is that a hill is generally a smaller landform than a mountain. Both are elevated above surrounding areas but hills more often have gently slopping sides, while mountains can have steep sides, even sheer sides. Hills can be the remains of mountains that have been eroded over the ages.
How does altituded affect air pressure?
Air has weight, and weight means pressure. The higher up you go, the less air left above to press down --and so, less pressureAir Pressure decreases with the rise of altitude and increases when lowered. Example: You would not be able to breathe as well high in the air as you would standing on the ground.At higher altitude, air pressure decreases. Eventually the air runs out entirely at about 200 miles altitude, at which point you are in outer space with zero air pressure.Air pressure drops at higher altitudes. This makes water boil at a lower temperature, causing difficulties in cooking and makes it harder for people to get their breath.This is also why commercial airplanes are pressurized inside.Air pressure declines with altitude (becoming effectively zero at about 200 miles in altitiude). That is because air pressure is the result of the weight of the air, and the higher you go, the less air you have above you to press downward and cause air pressure.As altitude increase air pressure decrease.Air pressure is a result of the total weight of the all the air (or column of air) from above as well as the sideways pressure from the weight pressing down on the air around the current position. As the altitude increases, their is less air pressing down from above (and from above the surrounding area) so the air pressure decreases as the altitude increases.
How do greenhouse gases deplete the ozone layer?
There are two fairly weak direct effects on the ozone layer of combustion, but more combustion byproducts:Reduces available oxygen, from which to make ozone. This effect would take a long time to reach the ozone layer.Soot particles that might make it to the ozone layer (by some stretch) and these will directly consume some ozone (making CO2).Associated with most power production (including coal) are large cooling towers. These dump waste heat to the atmosphere, as water vapor. Both heat and water vapor also decrease ozone concentrations... but these also are released below the cloud layer, so effects will yet still be minimal.A vehicle that runs on petroleum produces these effects. A vehicle that runs on renewable fuels produces these effects, but the plants are in place to absorb the CO2 again. But all non-electric vehicles release water vapor into the atmosphere... even fuel cells. And during charging of wet-cell batteries, even they release hydrogen (which largely oxidizes to water vapor).Let's break this into two questions:How does air pollution affect trophospheric ozone, or ozone in the air we breathe?Air pollution is inclusive of ozone. Ozone is made by NOx (a byproduct of combustion), VOCs (unburned fuel and compounds from natural sources too), and violet to ultraviolet light from the Sun. So air pollution and sunlight makes more / different air pollution.How does air pollution affect the ozone layer?There is no clear direct link between air pollution and depletion of the ozone layer. However, combustion processes decrease oxygen and increase water vapor. Both of these serve to decrease ozone concentrations in the upper atmosphere. It just takes months for some of these "pollutants" (or decreased oxygen levels) to propagate to the upper atmosphere. Probably more damaging is the loss of plants...Bus exhaust consumes oxygen, which eventually will not be available to make ozone. Bus exhaust releases water vapor, which can in part reach the tropopause a increase the rate at which ozone decays.However, bus exhaust will have a smaller net effect on the "ozone layer" than each passenger driving his or her own car.Ozone is formed from oxygen. Cars decrease oxygen, so reduce the amount of oxygen that is available to eventually migrate up to the tropopause.Ozone is catalyzed to decay by the presence of water vapor. Cars produce water as a waste product, so increase the humidity that is available to eventually migrate up to the tropopause.Cars produce NOx and VOCs, which produce ozone at low altitiude, where it does nothing to protect us, yet further reduces the amount of oxygen available AND migrate up to help make ozone at altitude too. (so a little plus and minus.)Note that aircraft do all this much closer to the tropopause.All of this is also true (except for the NOx part) of the little 80 watt light bulbs that are called people. And cows. And decay on forest floors, waste heaps, and sewage treatment plants.Which is not to say "ozone holes" do not form naturally. Which is not to say that if ozone is destroyed in the tropopause, it will not form at any altitude that 215nm UV reaches. Only that all processes are interconnected.Pollutants can cause Ozone Layer depletion, and large gaps to form in the ozone above a certain specific area.We have identified some compounds in the "ozone hole", and they were primarily (at one time) refrigerants.bBurning fossil fuels produces CO2 it is the CO2 that is destroying to ozone layer.The fuel makes air pollution witch makes the ozone layer thinWater vapor in air pollution blocks one path of ozone formation (involving N2O*), and accelerates the natural decay of ozone (via formation of H2O2).To the extent that air pollution increases temperatures, increasing temperature increases the rate of ozone decay (ozone absorbs IR, so surface temps couple to the "ozone layer" too).If air pollution includes compounds that are not fully oxidized, and they make it as high as the "Ozone layer", ozone will be consumed in oxidizing them.If air pollution is produced by lowering oxygen concentration, then less ozone is made by the Sun, since ozone is made from oxygen.exhausts give of cfc's ( chlora flora carbons ) which harms the ozone. other dangers gases are given off to such as carbon monoxideAir pollution has thinned the protective ozone layer above the Earthbecause it damage our O-ZONE LAYERPollution is bad. Burning of some fossil fuels can be bad. They have virtually zero influence on the ozone layer. The cycles of our sun carry a heavier effect on the layer. Perhaps the supervisor could explain how CO2 causes issues with the ozone layer prior to deleting the comments they disagree with.Yes pollution affects the ozone layer
Did the Nazi's fly over New York in 1943?
There is ample skepticism that any such flights took place at all, and with the exception of the US prisoner interrogation of Unterofficer Wolfgang Baumgart in August 1944 who claimed to have participated in the February 1944 flight, the only sources of information are undocumented or anecdotal.---Not in 1945. The original claim from interrogation of a German POW was for a Ju-390 flight to New York in early February 1944.Since then, someone in US calling himself Jim Newsom (who declines to identify himself or establish his credentials) has been responsible for generating many claims about a woman by the name Anna Kreisling. The Kreisling claim has become a lightning rod for many nutcase claims both for and against such a flight. This Kreisling person, whether she really exists, or not, has since attracted a worldwide online following.The person claiming to be Kreisling claims to be an elderly former Nazi era female test pilot. She claims to have co-piloted the aircraft from Norway to Wisconsin and then to have flown back to a military airfield in France near Paris, via the New York area.This differs with the Baumgart interrogation which implies an outbound flight from Mont de Marsan near Bordeaux in Feb 1944.Kreisling, or perhaps Newsom writing as the Kreisling persona, originally made a claim at the Aviastar website in 2007 insisting that Kreisling flew a Ju-390 over Michigan and New York in August 1943.Critics claim this claim was implausible. In October 1943 however the Japanese embassy in Berlin sent an encrypted signal to tokyo giving Ju-390 performance details furnished by the Germans. In that signal which was intercepted by the Allies the maximum fuel range of the Ju-390 (without extra fuel tanks) was given as 29 hours worth at 186 knots plus a two hour reserve. The average fuel consumption of a BMW 801D engine at 1700 rpm and altitudes of 6,000-12,000 feet was 50 US gals per hour. The main impediment for the Ju-390 was excessive fule consumption over 21,000 feet. Typically Ju-290 aircraft operating maratime patrols over the atlantic operated at 6,000 feet. Given such statistics a long range flight would not be impossible.German wartime records identify the Ju-390 prototype first flew on 20 October 1943, which if correct make the Kreisling claim impossible. It is fair to say the New York flight was hotly debated before Newsom introduced a claim about Kreisling. Now it attracts nothing but ridicule to an issue of genuine historical interest. It is not unlikely that the whole Newsom/Kreisling claim has been invented to discredit genuine debate over the Ju-390.Quite independent of this debate, in 1998 a man from Burlington VT, Ruben P. Whittemore (then 44) made some enquiries online if anyone knew much about the wreckage of a six engined German aircraft in the sea 2.5 miles SW of Owl's Head, Maine, USA. Another person "PLouise" responded that she had dived the wreck and recovered artifacts including an RMZ constructors plate with the word "Junkers" on it, suggesting possibly a Junkers Ju-390 attempted the flight and failed. Whittemore, who appears not have had any agenda said in 1998 that he had relatives who witnessed the bodies of three German aviators recovered from the sea on 28 September 1944 following the crash of this aircraft on or about 18 September 1944.---John Newsom published his interview with former German test pilot and wartime Luftwaffe transport pilot Anna Kreisling, known as the White Wolf of the Luftwaffe. It is claimed that she flew supply missions into the beleaguered German garrison at Stalingrad.Unfortunately Newsom has not provided any contact details with himself or Kreisling therefore it is extremely hard to verify the claim to the standards demanded by most historians. This is such a vital part of WW2 history that it is almost criminal if her information goes to the grave when she dies. We can only hope she will leave us something for posterity which can be verified independently.According to Newsom, Anna Kreisling claims she was the co-Pilot of a six engined Junkers JU-390 reconnaissance bomber that took off from Norway on 27 August 1943 and flew first to Lake Michigan and then passed close by New York heading out to the Atlantic for a military airfield near Paris (Le Bourget?)This aircraft certainly had the endurance for such a flight. It could operate up to 12,000 ft with fuel consumptions between 250 liters/hr (230kts)- 275 litres/hr (270kts). Fuels capacity is thought to have been 52,800 lb, though this was increased in April 1944 when it's weights were re-certified.Newson claims the Ju-390 overflew Canada and then photographed defence plants in Michigan which were vital to the United States. At noon on August 28 the Junkers passed right over New York above the Empire State Building at an altitude of 14,000 feet. Many important pictures of New York were taken.The difficulty Historians would have with this claim is that officially the Ju-390's maiden flight was 20 October 1943 flown by Capt Hans Joachim Pancherz. There are claims however that an even earlier flight was made by Hans Werner Lerche of another prototype on an unspecified date in August 1943 at Bernberg. The claim of this earlier flight arises from Russian historical sources.Still this suggests a flight to USA before the aircraft could not have been properly tested if we are to accept the maiden flight occured in October 1944.Some evidence however suggests the Ju-390 aircraft flew as early as November 1942 from a photo taken of the JU-390 with registration markings RC+DA. This aircraft had a white band around it's fuselage ahead of the tail. This marking was known as the Afrika band, only used by Axis aircraft during the north Africa campaign. In the case of the Ju-390 if it was in use in north Africa it would likely have been attached to LTS.290 operating to Tunisia.The photo of "RC+DA" was taken from a ship attacked during Operation Torch landings and the original is from an album owned by a veteran living near Sydney Australia. Ju-390 test pilot Hans Werner Lerche refers to the same photo from the collection of the Deutsches Museum, Munich in his autobiography.If the JU-390 aircraft attacking the Operation Torch convoy in 1942 was "RC+DA" then this implies that RC+DA was in fact the V1 prototype and not the V2 as often claimed. On 29 July 1944 Junkers was paid by RLM for completing seven Ju-290 aircraft. There is no detailed Quartermaster record of these seven aircraft being taken on Luftwaffe strength, however 80 percent of Luftwaffe records were destroyed or lost at the end of the War (most likely confiscated by US forces at Linz and their existence denied ever since) and no records remain of RLM which may not have had aircraft listed by the Quartermaster General at all.It would be useful if Newsom, or Ana Kreisling who should know might shed further light on this point?In 1955 correspondence began between William Green, then editor of the RAF Review and an unnamed person writing from New York who claimed personal knowledge of wartime Ju-390 flights to New York. It is interesting to speculate whether this was correspondence with Kriesling herself?In November 1955 an article by Dr Kenneth P Werrell appeared in the RAF Review on the subject. Werrell however referred to a Luftwaffe photographer Unteroffizer Wolf Baumgart who was attached to the long range reconnaissance unit FAGr.5 at Mont de Marsan.As a prisoner of war, Baumgart was interrogated in August 1944 by the US Ninth Air Force, cited in A.P.W.I.U. Report 44/1945. Baumgart's interrogation was one of two POW interrogation reports cited in British Intelligence reports dated from August 1945 entitled "General Report on Aircraft Engines and Aircraft Equipment."Green later published details of the in his two books Warplanes of the Second World War (1968) and Warplanes of the Third Reich (1970). Green asserted the Allies learned of the mission in June 1944, whilst Werrell claimed they originated with interrogations of two German POWs in August 1944.Baumgart's claim appears to differ from Ana Kreislings'. According to Kenneth Werrell Baumgart talked of a New York flight about early February 1944. Ju-390 pilot Hans Pancherz himself claimed to have performed an astonishing Ju-390 flight to Cape Town, South Africa in January 1944Baumgart asserts In February 1944 another Junkers Ju-390 checked out the air defenses of New York by flying within 12 miles of the city. Photographs were taken of the New York skyline, but these have never come to light.The third Ju-390 prototype was a bomber intended to deploy tiny Me 328 parasite fighters against New York, but tests revealed the wings were not strong enough to support the laden weight of a New York mission and these miniature aircraft. The Mission was intended to deploy nuclear weapons.When the Ju-390 proved inadequate for this bombing mission focus shifted to developing the Heinkel He-274 at Tolouse in France to become the trans Atlantic nuclear bomber. The prototype He-274 was captured intact in 1944 and later used by the French Air Force. This aircraft was mentioned by a captured Luftwaffe general as the intended New York bomber.
