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There are a good few errors and reasons for them missed out there. Everyone understands what the diameter of a circle is. When it comes to the diameter of a pipe end there are many different ways to measure it for many different reasons. You have major problems when a client specifies a criteria and system of measurement without knowing why or the ramifications then doubles down on "the client is always right" when the people making their product try to give them advice. I spent far more of my life than I like to admit discussing ways to measure the diameter of a pipe end.Thanks Wuzak for the aid in explanation.
I didn't reply to some post because, to explain, I had to start from scratch.
So, let's begin...
ERRORS
Errors are normally classified in three categories: systematic errors, random errors, and blunders.
Systematic Errors
Systematic errors are due to identified causes and can, in principle, be eliminated. Errors of this type result in measured values that are consistently too high or consistently too low. Systematic errors may be of four kinds:
1. Instrumental. For example, a poorly calibrated instrument such as a thermometer that reads 102° C when immersed in boiling water and 2° C when immersed in ice water at atmospheric pressure. Such a thermometer would result in measured values that are consistently too high.
2. Observational. For example, parallax in reading a meter scale.
3. Environmental. For example, an electrical power ìbrown outî that causes measured currents to be consistently too low.
4. Theoretical. Due to simplification of the model system or approximations in the equations describing it. For example, if your theory says that the temperature of the surrounding will not affect the readings taken when it actually does, then this factor will introduce a source of error.
Random Errors
Random errors are positive and negative fluctuations that cause about one-half of the measurements to be too high and one-half to be too low. Sources of random errors cannot always be identified. Possible sources of random errors are as follows:
1. Observational. For example, errors in judgment of an observer when reading the scale of a measuring device to the smallest division.
2. Environmental. For example, unpredictable fluctuations in line voltage, temperature, or mechanical vibrations of equipment.
Random errors, unlike systematic errors, can often be quantified by statistical analysis, therefore, the effects of random errors on the quantity or physical law under investigation can often be determined.
Example to distinguish between systematic and random errors is suppose that you use a stop watch to measure the time required for ten oscillations of a pendulum. One source of error will be your reaction time in starting and stopping the watch. During one measurement you may start early and stop late; on the next you may reverse these errors. These are random errors if both situations are equally likely. Repeated measurements produce a series of times that are all slightly different. They vary in random vary about an average value.
If a systematic error is also included for example, your stop watch is not starting from zero, then your measurements will vary, not about the average value, but about a displaced value.
Blunders
A final source of error, called a blunder, is an outright mistake. A person may record a wrong value, misread a scale, forget a digit when reading a scale or recording a measurement, or make a similar blunder. These blunder should stick out like sore thumbs if we make multiple measurements or if one person checks the work of another. Blunders should not be included in the analysis of data.
the rest is here
New Mexico State University - Department of Physics
It wasn't. Grissom, Chafee, and White didn't make it off the pad.I'm not aware of any evidence that the unit of measure used during the respective construction process of the two was ever suspected as the cause of the failures.
Since people are not perfect and neither are their machines it goes without saying that all measurements have UNCERTAINTY and in a correctly made measurement that uncertainty is in the terminal digit.
Next the edge (or whatever you are measuring) will always end up between two marked (on the instrument doing the measuring) marked lines. When you read the measurement from the instrument you start from the largest marked point and work your way down one marked line at a time until you come to the two lines that the actual object edge lies between. Here is where you ESTIMATE the value. There are no marked lines here so you have to estimate. So all correctly made measurement contain all digits known with certainty and ONE uncertain digit. These digits 1-9 are SIGNIFICANT DIGITS. ZERO however has TWO functions. ONE of those functions is its use as a PLACEHOLDER. Placeholder zeros are NEVER Significant as they were never read from an instrument. In 93,000,000 miles only the 9 and the 3 are significant the six zeros are place holders and the 3 digit was estimated and is a uncertain digit.
IF a terminal zero is to be significant you have to specifically indicate it so in 3450 cm the zero is a placeholder and the 5 is uncertain and there are 3 significant figures but in 3450. cm the zero is significant and is the uncertain digit so there are 4 significant figures
That's because you have that 0.5mm tolerance to play with. Your part is acceptable as long as the actual length falls between 3449.5 and 3450.5. So you might not actually write down the estimated .3 but you are cognizant of it none the less. And if that part is 3450.9 it has exceed tolerance and will need to be shaved down a bit.I determine whether it is closer to the upper of lower measurement. That is, if it is between 3450 and 3451 I don't estimate it to be 3450.3. If it is closer to 3450 it is OK and approved
You would not believe the hours I have spent in rooms full of engineers discussing go-no go gauges (which is what I presume those calipers were). Also drifts, tapes calipers, lasers and all things used to measure pipe ends. I frequently noted that about a quarter of the people there didn't know what they were measuring and or why. It actually is complicated. What you were doing is quality control, adjusting x and y axis before you had to put stuff in the reject bin is quality assurance.I used to run a CNC lathe many, many years ago( one of the many jobs I tried out but didn't particularly care for).
I used to just measure the parts the way they told me with the calipers they gave me. If the parts were within tolerance they went into the good bucket if not into the reject bin they'd go and id adjust the X or Y axis as needed and try again until good.
Seemed like a fairly simple job at the time.
Never realized making parts could get so complicated.
Yes, I was just running parts and making minor adjustments to the program as needed to keep them within tolerance.You would not believe the hours I have spent in rooms full of engineers discussing go-no go gauges (which is what I presume those calipers were). Also drifts, tapes calipers, lasers and all things used to measure pipe ends. I frequently noted that about a quarter of the people there didn't know what they were measuring and or why. It actually is complicated. What you were doing is quality control, adjusting x and y axis before you had to put stuff in the reject bin is quality assurance.
That is a difference the Japanese (and others) made in production engineering, narrowing down the variance in machined tolerances.I was told many years ago that the reason some cars ran forever and never had a significant mechanical problem while others were lemons from day one was due to the way in which part tolerances came together randomly in the assembly process. By chance a car would come along where all over tolerances were matched with all under tolerances. Or the reverse where everything was at the limit of too big or too small.
When we rebuilt an engine we'd buy 40 pistons, for example, and weigh and mic each and every one until we had a set of eight that were identical. The rest were returned. The same with valves, push rods, piston rods, rockers. etc. The running engine had just about zero vibration
I was told many years ago that the reason some cars ran forever and never had a significant mechanical problem while others were lemons from day one was due to the way in which part tolerances came together randomly in the assembly process. By chance a car would come along where all over tolerances were matched with all under tolerances. Or the reverse where everything was at the limit of too big or too small.
When we rebuilt an engine we'd buy 40 pistons, for example, and weigh and mic each and every one until we had a set of eight that were identical. The rest were returned. The same with valves, push rods, piston rods, rockers. etc. The running engine had just about zero vibration
It is caused by the genetically engineered crank weevil that takes three years to munch through a crank.In 1988 I bought in the same day from the same car dealer two absolutely identical Fiat Uno
View attachment 554704
one for me and one for my Wife, as they were very handy to use in the crowded and narrow streets of my City.
View attachment 554702
After three years my Wife told me "..bring my car to the garage, the crank for lifting the driver's glass is broken…"
Exactly three days after the crank of my Uno car broke also.
Has anybody heard of " programmated obsolescence"?
I think there's alot of truth that with some bad luck you can get a hold of a car that just by chance ended up with a whole lotta parts that are at the edge of tolerance( and maybe a few that are over) and therefore a real lemon.I was told many years ago that the reason some cars ran forever and never had a significant mechanical problem while others were lemons from day one was due to the way in which part tolerances came together randomly in the assembly process. By chance a car would come along where all over tolerances were matched with all under tolerances. Or the reverse where everything was at the limit of too big or too small.
When we rebuilt an engine we'd buy 40 pistons, for example, and weigh and mic each and every one until we had a set of eight that were identical. The rest were returned. The same with valves, push rods, piston rods, rockers. etc. The running engine had just about zero vibration
It is caused by the genetically engineered crank weevil that takes three years to munch through a crank.
Well its been close to 60 years so I can 'fess up'. In Chicago one of the biggest auto parts retailers was Warshawsky or J C Whitney. One of my best friends was a Parts Manager. Everything I bought was through him. Generally all parts were graded as Good - Better - Best. So I'd call him and order Good and he'd put Best in the box. So while I took home 30 of their Best pistons I was only charged for the 8 I kept the rest went back on Monday and were never charged.The approach of sending back more parts than you buy would make you a unwanted customer/client with any parts suppliers
The Spanish Air Force flew both T-6's and SNJ's. They kept mph in the T-6's and knots in the SNJ's. I wonder if they kept a single type in a particular squadron but I don't know. The training school used T-6G's so they would have been consistent in mph.It shouldn't be, from a pilot's perspective. All you're looking for is the number on approach. I fly a Tiger Moth in mph, a Nanchang in km/h and any GA aircraft in knots, never had any problem as e.g. approach speed is 60 in the Tiger - 150 in the 'chang.