Quit Being A Goddamn Idiot, Bill ------!!
09-09-2004, 09:37 AM
#81
Guest
Posts: n/a
Re: Quit Being A Goddamn Idiot, Bill ------!!
On 08 Sep 2004 20:24:42 GMT, Wblane wrote:
>Aside from the cold why do carbureted airplane engines freeze up at high
>altitude? I thought at high altitude there was very little moisture?
When induction air is pulled through the venturi it increases density
at the top of the restriction. This causes an increase in heat, but
this heat is given up when liquid fuel is added to the air stream. at
the bottom end of the venturi, where the throttle butterfly lives, the
cooled airstream decreases in density, and cools to a temperature
lower than it was at the beginning of the journey. Any water vapour
that was in the air condenses onto the throttle butterfly, and if the
temperature is low enough, it will turn to ice.
This process can occur at any altitude, in any season. All that is
needed is a set of temperature, humidity, and throttle conditions that
are conducive to icing, and you've got it. Typically though, it occurs
on a set throttle which is only partly open - exactly what occurs in
aircraft. In extreme conditions though, icing will occur during
changing loads and throttle openings, such as in an automobile.
The freezing typically begins on the engine side of the throttle
butterfly. Ice gradually accumulates there and eventually closes or at
least restricts the gap between the butterfly blade and the barrel of
the carburetor. The result is loss of power and a stuck throttle, not
nice in an aircraft. Corrective action is to pull the carburetor heat
lever, which brings hot air either into the induction airstream or
else directly to the venturi. This causes a further reduction in power
until the ice has gone, then power increases to a point where
carburetor heat can be reduced, which further increases the power up
to full power without heat.
You don't need to be at high altitude for this to happen, but it is
certainly just as common an occurrence at high altitude as it is at
sea level in, say, equatorial New Guinea.
--
GW
>Aside from the cold why do carbureted airplane engines freeze up at high
>altitude? I thought at high altitude there was very little moisture?
When induction air is pulled through the venturi it increases density
at the top of the restriction. This causes an increase in heat, but
this heat is given up when liquid fuel is added to the air stream. at
the bottom end of the venturi, where the throttle butterfly lives, the
cooled airstream decreases in density, and cools to a temperature
lower than it was at the beginning of the journey. Any water vapour
that was in the air condenses onto the throttle butterfly, and if the
temperature is low enough, it will turn to ice.
This process can occur at any altitude, in any season. All that is
needed is a set of temperature, humidity, and throttle conditions that
are conducive to icing, and you've got it. Typically though, it occurs
on a set throttle which is only partly open - exactly what occurs in
aircraft. In extreme conditions though, icing will occur during
changing loads and throttle openings, such as in an automobile.
The freezing typically begins on the engine side of the throttle
butterfly. Ice gradually accumulates there and eventually closes or at
least restricts the gap between the butterfly blade and the barrel of
the carburetor. The result is loss of power and a stuck throttle, not
nice in an aircraft. Corrective action is to pull the carburetor heat
lever, which brings hot air either into the induction airstream or
else directly to the venturi. This causes a further reduction in power
until the ice has gone, then power increases to a point where
carburetor heat can be reduced, which further increases the power up
to full power without heat.
You don't need to be at high altitude for this to happen, but it is
certainly just as common an occurrence at high altitude as it is at
sea level in, say, equatorial New Guinea.
--
GW
09-09-2004, 09:37 AM
#82
Guest
Posts: n/a
Re: Quit Being A Goddamn Idiot, Bill ------!!
On 08 Sep 2004 20:24:42 GMT, Wblane wrote:
>Aside from the cold why do carbureted airplane engines freeze up at high
>altitude? I thought at high altitude there was very little moisture?
When induction air is pulled through the venturi it increases density
at the top of the restriction. This causes an increase in heat, but
this heat is given up when liquid fuel is added to the air stream. at
the bottom end of the venturi, where the throttle butterfly lives, the
cooled airstream decreases in density, and cools to a temperature
lower than it was at the beginning of the journey. Any water vapour
that was in the air condenses onto the throttle butterfly, and if the
temperature is low enough, it will turn to ice.
This process can occur at any altitude, in any season. All that is
needed is a set of temperature, humidity, and throttle conditions that
are conducive to icing, and you've got it. Typically though, it occurs
on a set throttle which is only partly open - exactly what occurs in
aircraft. In extreme conditions though, icing will occur during
changing loads and throttle openings, such as in an automobile.
The freezing typically begins on the engine side of the throttle
butterfly. Ice gradually accumulates there and eventually closes or at
least restricts the gap between the butterfly blade and the barrel of
the carburetor. The result is loss of power and a stuck throttle, not
nice in an aircraft. Corrective action is to pull the carburetor heat
lever, which brings hot air either into the induction airstream or
else directly to the venturi. This causes a further reduction in power
until the ice has gone, then power increases to a point where
carburetor heat can be reduced, which further increases the power up
to full power without heat.
You don't need to be at high altitude for this to happen, but it is
certainly just as common an occurrence at high altitude as it is at
sea level in, say, equatorial New Guinea.
--
GW
>Aside from the cold why do carbureted airplane engines freeze up at high
>altitude? I thought at high altitude there was very little moisture?
When induction air is pulled through the venturi it increases density
at the top of the restriction. This causes an increase in heat, but
this heat is given up when liquid fuel is added to the air stream. at
the bottom end of the venturi, where the throttle butterfly lives, the
cooled airstream decreases in density, and cools to a temperature
lower than it was at the beginning of the journey. Any water vapour
that was in the air condenses onto the throttle butterfly, and if the
temperature is low enough, it will turn to ice.
This process can occur at any altitude, in any season. All that is
needed is a set of temperature, humidity, and throttle conditions that
are conducive to icing, and you've got it. Typically though, it occurs
on a set throttle which is only partly open - exactly what occurs in
aircraft. In extreme conditions though, icing will occur during
changing loads and throttle openings, such as in an automobile.
The freezing typically begins on the engine side of the throttle
butterfly. Ice gradually accumulates there and eventually closes or at
least restricts the gap between the butterfly blade and the barrel of
the carburetor. The result is loss of power and a stuck throttle, not
nice in an aircraft. Corrective action is to pull the carburetor heat
lever, which brings hot air either into the induction airstream or
else directly to the venturi. This causes a further reduction in power
until the ice has gone, then power increases to a point where
carburetor heat can be reduced, which further increases the power up
to full power without heat.
You don't need to be at high altitude for this to happen, but it is
certainly just as common an occurrence at high altitude as it is at
sea level in, say, equatorial New Guinea.
--
GW
09-09-2004, 12:49 PM
#83
Guest
Posts: n/a
Re: Quit Being A Goddamn Idiot, Bill ------!!
Plus the normal fifteen inches of vacuum on the engine side of the
throttle plates, further expanding, therefore: cooling the gases.
God Bless America, ßill O|||||||O
mailto:-------------------- http://www.----------.com/
GW De Lacey wrote:
>
> On 08 Sep 2004 20:24:42 GMT, Wblane wrote:
>
> >Aside from the cold why do carbureted airplane engines freeze up at high
> >altitude? I thought at high altitude there was very little moisture?
>
> When induction air is pulled through the venturi it increases density
> at the top of the restriction. This causes an increase in heat, but
> this heat is given up when liquid fuel is added to the air stream. at
> the bottom end of the venturi, where the throttle butterfly lives, the
> cooled airstream decreases in density, and cools to a temperature
> lower than it was at the beginning of the journey. Any water vapour
> that was in the air condenses onto the throttle butterfly, and if the
> temperature is low enough, it will turn to ice.
>
> This process can occur at any altitude, in any season. All that is
> needed is a set of temperature, humidity, and throttle conditions that
> are conducive to icing, and you've got it. Typically though, it occurs
> on a set throttle which is only partly open - exactly what occurs in
> aircraft. In extreme conditions though, icing will occur during
> changing loads and throttle openings, such as in an automobile.
>
> The freezing typically begins on the engine side of the throttle
> butterfly. Ice gradually accumulates there and eventually closes or at
> least restricts the gap between the butterfly blade and the barrel of
> the carburetor. The result is loss of power and a stuck throttle, not
> nice in an aircraft. Corrective action is to pull the carburetor heat
> lever, which brings hot air either into the induction airstream or
> else directly to the venturi. This causes a further reduction in power
> until the ice has gone, then power increases to a point where
> carburetor heat can be reduced, which further increases the power up
> to full power without heat.
>
> You don't need to be at high altitude for this to happen, but it is
> certainly just as common an occurrence at high altitude as it is at
> sea level in, say, equatorial New Guinea.
>
> --
> GW
throttle plates, further expanding, therefore: cooling the gases.
God Bless America, ßill O|||||||O
mailto:-------------------- http://www.----------.com/
GW De Lacey wrote:
>
> On 08 Sep 2004 20:24:42 GMT, Wblane wrote:
>
> >Aside from the cold why do carbureted airplane engines freeze up at high
> >altitude? I thought at high altitude there was very little moisture?
>
> When induction air is pulled through the venturi it increases density
> at the top of the restriction. This causes an increase in heat, but
> this heat is given up when liquid fuel is added to the air stream. at
> the bottom end of the venturi, where the throttle butterfly lives, the
> cooled airstream decreases in density, and cools to a temperature
> lower than it was at the beginning of the journey. Any water vapour
> that was in the air condenses onto the throttle butterfly, and if the
> temperature is low enough, it will turn to ice.
>
> This process can occur at any altitude, in any season. All that is
> needed is a set of temperature, humidity, and throttle conditions that
> are conducive to icing, and you've got it. Typically though, it occurs
> on a set throttle which is only partly open - exactly what occurs in
> aircraft. In extreme conditions though, icing will occur during
> changing loads and throttle openings, such as in an automobile.
>
> The freezing typically begins on the engine side of the throttle
> butterfly. Ice gradually accumulates there and eventually closes or at
> least restricts the gap between the butterfly blade and the barrel of
> the carburetor. The result is loss of power and a stuck throttle, not
> nice in an aircraft. Corrective action is to pull the carburetor heat
> lever, which brings hot air either into the induction airstream or
> else directly to the venturi. This causes a further reduction in power
> until the ice has gone, then power increases to a point where
> carburetor heat can be reduced, which further increases the power up
> to full power without heat.
>
> You don't need to be at high altitude for this to happen, but it is
> certainly just as common an occurrence at high altitude as it is at
> sea level in, say, equatorial New Guinea.
>
> --
> GW
09-09-2004, 12:49 PM
#84
Guest
Posts: n/a
Re: Quit Being A Goddamn Idiot, Bill ------!!
Plus the normal fifteen inches of vacuum on the engine side of the
throttle plates, further expanding, therefore: cooling the gases.
God Bless America, ßill O|||||||O
mailto:-------------------- http://www.----------.com/
GW De Lacey wrote:
>
> On 08 Sep 2004 20:24:42 GMT, Wblane wrote:
>
> >Aside from the cold why do carbureted airplane engines freeze up at high
> >altitude? I thought at high altitude there was very little moisture?
>
> When induction air is pulled through the venturi it increases density
> at the top of the restriction. This causes an increase in heat, but
> this heat is given up when liquid fuel is added to the air stream. at
> the bottom end of the venturi, where the throttle butterfly lives, the
> cooled airstream decreases in density, and cools to a temperature
> lower than it was at the beginning of the journey. Any water vapour
> that was in the air condenses onto the throttle butterfly, and if the
> temperature is low enough, it will turn to ice.
>
> This process can occur at any altitude, in any season. All that is
> needed is a set of temperature, humidity, and throttle conditions that
> are conducive to icing, and you've got it. Typically though, it occurs
> on a set throttle which is only partly open - exactly what occurs in
> aircraft. In extreme conditions though, icing will occur during
> changing loads and throttle openings, such as in an automobile.
>
> The freezing typically begins on the engine side of the throttle
> butterfly. Ice gradually accumulates there and eventually closes or at
> least restricts the gap between the butterfly blade and the barrel of
> the carburetor. The result is loss of power and a stuck throttle, not
> nice in an aircraft. Corrective action is to pull the carburetor heat
> lever, which brings hot air either into the induction airstream or
> else directly to the venturi. This causes a further reduction in power
> until the ice has gone, then power increases to a point where
> carburetor heat can be reduced, which further increases the power up
> to full power without heat.
>
> You don't need to be at high altitude for this to happen, but it is
> certainly just as common an occurrence at high altitude as it is at
> sea level in, say, equatorial New Guinea.
>
> --
> GW
throttle plates, further expanding, therefore: cooling the gases.
God Bless America, ßill O|||||||O
mailto:-------------------- http://www.----------.com/
GW De Lacey wrote:
>
> On 08 Sep 2004 20:24:42 GMT, Wblane wrote:
>
> >Aside from the cold why do carbureted airplane engines freeze up at high
> >altitude? I thought at high altitude there was very little moisture?
>
> When induction air is pulled through the venturi it increases density
> at the top of the restriction. This causes an increase in heat, but
> this heat is given up when liquid fuel is added to the air stream. at
> the bottom end of the venturi, where the throttle butterfly lives, the
> cooled airstream decreases in density, and cools to a temperature
> lower than it was at the beginning of the journey. Any water vapour
> that was in the air condenses onto the throttle butterfly, and if the
> temperature is low enough, it will turn to ice.
>
> This process can occur at any altitude, in any season. All that is
> needed is a set of temperature, humidity, and throttle conditions that
> are conducive to icing, and you've got it. Typically though, it occurs
> on a set throttle which is only partly open - exactly what occurs in
> aircraft. In extreme conditions though, icing will occur during
> changing loads and throttle openings, such as in an automobile.
>
> The freezing typically begins on the engine side of the throttle
> butterfly. Ice gradually accumulates there and eventually closes or at
> least restricts the gap between the butterfly blade and the barrel of
> the carburetor. The result is loss of power and a stuck throttle, not
> nice in an aircraft. Corrective action is to pull the carburetor heat
> lever, which brings hot air either into the induction airstream or
> else directly to the venturi. This causes a further reduction in power
> until the ice has gone, then power increases to a point where
> carburetor heat can be reduced, which further increases the power up
> to full power without heat.
>
> You don't need to be at high altitude for this to happen, but it is
> certainly just as common an occurrence at high altitude as it is at
> sea level in, say, equatorial New Guinea.
>
> --
> GW
09-09-2004, 12:49 PM
#85
Guest
Posts: n/a
Re: Quit Being A Goddamn Idiot, Bill ------!!
Plus the normal fifteen inches of vacuum on the engine side of the
throttle plates, further expanding, therefore: cooling the gases.
God Bless America, ßill O|||||||O
mailto:-------------------- http://www.----------.com/
GW De Lacey wrote:
>
> On 08 Sep 2004 20:24:42 GMT, Wblane wrote:
>
> >Aside from the cold why do carbureted airplane engines freeze up at high
> >altitude? I thought at high altitude there was very little moisture?
>
> When induction air is pulled through the venturi it increases density
> at the top of the restriction. This causes an increase in heat, but
> this heat is given up when liquid fuel is added to the air stream. at
> the bottom end of the venturi, where the throttle butterfly lives, the
> cooled airstream decreases in density, and cools to a temperature
> lower than it was at the beginning of the journey. Any water vapour
> that was in the air condenses onto the throttle butterfly, and if the
> temperature is low enough, it will turn to ice.
>
> This process can occur at any altitude, in any season. All that is
> needed is a set of temperature, humidity, and throttle conditions that
> are conducive to icing, and you've got it. Typically though, it occurs
> on a set throttle which is only partly open - exactly what occurs in
> aircraft. In extreme conditions though, icing will occur during
> changing loads and throttle openings, such as in an automobile.
>
> The freezing typically begins on the engine side of the throttle
> butterfly. Ice gradually accumulates there and eventually closes or at
> least restricts the gap between the butterfly blade and the barrel of
> the carburetor. The result is loss of power and a stuck throttle, not
> nice in an aircraft. Corrective action is to pull the carburetor heat
> lever, which brings hot air either into the induction airstream or
> else directly to the venturi. This causes a further reduction in power
> until the ice has gone, then power increases to a point where
> carburetor heat can be reduced, which further increases the power up
> to full power without heat.
>
> You don't need to be at high altitude for this to happen, but it is
> certainly just as common an occurrence at high altitude as it is at
> sea level in, say, equatorial New Guinea.
>
> --
> GW
throttle plates, further expanding, therefore: cooling the gases.
God Bless America, ßill O|||||||O
mailto:-------------------- http://www.----------.com/
GW De Lacey wrote:
>
> On 08 Sep 2004 20:24:42 GMT, Wblane wrote:
>
> >Aside from the cold why do carbureted airplane engines freeze up at high
> >altitude? I thought at high altitude there was very little moisture?
>
> When induction air is pulled through the venturi it increases density
> at the top of the restriction. This causes an increase in heat, but
> this heat is given up when liquid fuel is added to the air stream. at
> the bottom end of the venturi, where the throttle butterfly lives, the
> cooled airstream decreases in density, and cools to a temperature
> lower than it was at the beginning of the journey. Any water vapour
> that was in the air condenses onto the throttle butterfly, and if the
> temperature is low enough, it will turn to ice.
>
> This process can occur at any altitude, in any season. All that is
> needed is a set of temperature, humidity, and throttle conditions that
> are conducive to icing, and you've got it. Typically though, it occurs
> on a set throttle which is only partly open - exactly what occurs in
> aircraft. In extreme conditions though, icing will occur during
> changing loads and throttle openings, such as in an automobile.
>
> The freezing typically begins on the engine side of the throttle
> butterfly. Ice gradually accumulates there and eventually closes or at
> least restricts the gap between the butterfly blade and the barrel of
> the carburetor. The result is loss of power and a stuck throttle, not
> nice in an aircraft. Corrective action is to pull the carburetor heat
> lever, which brings hot air either into the induction airstream or
> else directly to the venturi. This causes a further reduction in power
> until the ice has gone, then power increases to a point where
> carburetor heat can be reduced, which further increases the power up
> to full power without heat.
>
> You don't need to be at high altitude for this to happen, but it is
> certainly just as common an occurrence at high altitude as it is at
> sea level in, say, equatorial New Guinea.
>
> --
> GW
09-09-2004, 01:07 PM
#86
Guest
Posts: n/a
Re: Quit Being A Goddamn Idiot, Bill ------!!
I've only ever flown turboprop/turbofan aircraft, but icing even in
low humidity/low altitude conditions can be a problem for those too
(air vortices off fan blades, etc. expand and contract a lot). Even
flying around North Florida in the cold part of the winter, we'd have
to crunch the numbers for humidity, density, etc. Can't comment on
carbed engines, but it must be worse.
Matt
"Will Honea" <whonea@yahoo.com> wrote in message news:<JxX2tWiP5BNp-pn2-9CECtRw3U1xz@anon.none.net>...
> They don't - unless you get into clouds or high relative humidity.
> Icing at altitude is usually restricted to areas of visible moisture
> and below 18,000 feet - with the exception of those foolish enough to
> fly into higher storms. The carb icing problem occurs at a most
> inconvenient place: in the landing pattern at low altitude. That's
> why carb heat is on the before landing checklist. Of course, that
> also depends on what you call 'high altitude' - to me, if I don't
> require oxygen I'm not very high.
low humidity/low altitude conditions can be a problem for those too
(air vortices off fan blades, etc. expand and contract a lot). Even
flying around North Florida in the cold part of the winter, we'd have
to crunch the numbers for humidity, density, etc. Can't comment on
carbed engines, but it must be worse.
Matt
"Will Honea" <whonea@yahoo.com> wrote in message news:<JxX2tWiP5BNp-pn2-9CECtRw3U1xz@anon.none.net>...
> They don't - unless you get into clouds or high relative humidity.
> Icing at altitude is usually restricted to areas of visible moisture
> and below 18,000 feet - with the exception of those foolish enough to
> fly into higher storms. The carb icing problem occurs at a most
> inconvenient place: in the landing pattern at low altitude. That's
> why carb heat is on the before landing checklist. Of course, that
> also depends on what you call 'high altitude' - to me, if I don't
> require oxygen I'm not very high.
09-09-2004, 01:07 PM
#87
Guest
Posts: n/a
Re: Quit Being A Goddamn Idiot, Bill ------!!
I've only ever flown turboprop/turbofan aircraft, but icing even in
low humidity/low altitude conditions can be a problem for those too
(air vortices off fan blades, etc. expand and contract a lot). Even
flying around North Florida in the cold part of the winter, we'd have
to crunch the numbers for humidity, density, etc. Can't comment on
carbed engines, but it must be worse.
Matt
"Will Honea" <whonea@yahoo.com> wrote in message news:<JxX2tWiP5BNp-pn2-9CECtRw3U1xz@anon.none.net>...
> They don't - unless you get into clouds or high relative humidity.
> Icing at altitude is usually restricted to areas of visible moisture
> and below 18,000 feet - with the exception of those foolish enough to
> fly into higher storms. The carb icing problem occurs at a most
> inconvenient place: in the landing pattern at low altitude. That's
> why carb heat is on the before landing checklist. Of course, that
> also depends on what you call 'high altitude' - to me, if I don't
> require oxygen I'm not very high.
low humidity/low altitude conditions can be a problem for those too
(air vortices off fan blades, etc. expand and contract a lot). Even
flying around North Florida in the cold part of the winter, we'd have
to crunch the numbers for humidity, density, etc. Can't comment on
carbed engines, but it must be worse.
Matt
"Will Honea" <whonea@yahoo.com> wrote in message news:<JxX2tWiP5BNp-pn2-9CECtRw3U1xz@anon.none.net>...
> They don't - unless you get into clouds or high relative humidity.
> Icing at altitude is usually restricted to areas of visible moisture
> and below 18,000 feet - with the exception of those foolish enough to
> fly into higher storms. The carb icing problem occurs at a most
> inconvenient place: in the landing pattern at low altitude. That's
> why carb heat is on the before landing checklist. Of course, that
> also depends on what you call 'high altitude' - to me, if I don't
> require oxygen I'm not very high.
09-09-2004, 01:07 PM
#88
Guest
Posts: n/a
Re: Quit Being A Goddamn Idiot, Bill ------!!
I've only ever flown turboprop/turbofan aircraft, but icing even in
low humidity/low altitude conditions can be a problem for those too
(air vortices off fan blades, etc. expand and contract a lot). Even
flying around North Florida in the cold part of the winter, we'd have
to crunch the numbers for humidity, density, etc. Can't comment on
carbed engines, but it must be worse.
Matt
"Will Honea" <whonea@yahoo.com> wrote in message news:<JxX2tWiP5BNp-pn2-9CECtRw3U1xz@anon.none.net>...
> They don't - unless you get into clouds or high relative humidity.
> Icing at altitude is usually restricted to areas of visible moisture
> and below 18,000 feet - with the exception of those foolish enough to
> fly into higher storms. The carb icing problem occurs at a most
> inconvenient place: in the landing pattern at low altitude. That's
> why carb heat is on the before landing checklist. Of course, that
> also depends on what you call 'high altitude' - to me, if I don't
> require oxygen I'm not very high.
low humidity/low altitude conditions can be a problem for those too
(air vortices off fan blades, etc. expand and contract a lot). Even
flying around North Florida in the cold part of the winter, we'd have
to crunch the numbers for humidity, density, etc. Can't comment on
carbed engines, but it must be worse.
Matt
"Will Honea" <whonea@yahoo.com> wrote in message news:<JxX2tWiP5BNp-pn2-9CECtRw3U1xz@anon.none.net>...
> They don't - unless you get into clouds or high relative humidity.
> Icing at altitude is usually restricted to areas of visible moisture
> and below 18,000 feet - with the exception of those foolish enough to
> fly into higher storms. The carb icing problem occurs at a most
> inconvenient place: in the landing pattern at low altitude. That's
> why carb heat is on the before landing checklist. Of course, that
> also depends on what you call 'high altitude' - to me, if I don't
> require oxygen I'm not very high.
09-09-2004, 03:53 PM
#89
Guest
Posts: n/a
Re: Quit Being A Goddamn Idiot, Bill ------!!
Asking Bill to stop being an idiot is a bit like asking your dog to stop
licking his butt. The dog will look up and acknowledge the command, but
pretty soon his butt will itch again, and he will go back to cleaning it.
The best you can do is hope he doesn't lick your face next ...
And, Bill - like the dog - might be annoying but he means well is right more
often than not, except when he drifts completely off target. Your dog drifts
off target too, but then you scream at him to stop licking his nuts.
licking his butt. The dog will look up and acknowledge the command, but
pretty soon his butt will itch again, and he will go back to cleaning it.
The best you can do is hope he doesn't lick your face next ...
And, Bill - like the dog - might be annoying but he means well is right more
often than not, except when he drifts completely off target. Your dog drifts
off target too, but then you scream at him to stop licking his nuts.
09-09-2004, 03:53 PM
#90
Guest
Posts: n/a
Re: Quit Being A Goddamn Idiot, Bill ------!!
Asking Bill to stop being an idiot is a bit like asking your dog to stop
licking his butt. The dog will look up and acknowledge the command, but
pretty soon his butt will itch again, and he will go back to cleaning it.
The best you can do is hope he doesn't lick your face next ...
And, Bill - like the dog - might be annoying but he means well is right more
often than not, except when he drifts completely off target. Your dog drifts
off target too, but then you scream at him to stop licking his nuts.
licking his butt. The dog will look up and acknowledge the command, but
pretty soon his butt will itch again, and he will go back to cleaning it.
The best you can do is hope he doesn't lick your face next ...
And, Bill - like the dog - might be annoying but he means well is right more
often than not, except when he drifts completely off target. Your dog drifts
off target too, but then you scream at him to stop licking his nuts.