He made the statement at ATS Forum under his other name "767Doctor". Just ask him, I'm sure he wont deny it.
I went over to check replies to your post above. None yet, but i see apathoid is attempting to throw more crap at the wall to see if it sticks in terms of differential pressure Pt vs Ps.
As usual, they are holding onto any possible "error" they can, to hold onto their impact theory, while not even knowing the indications should such "errors" exist. This is what happens when you have a typical part changer (which apathoid is) as compared to someone who not only needs to know the system, but also needs to understand how the system works, apply, and correlate the information. This is known as RUAC in the Instructor world. Crapathiod is stuck on the "R", which means Rote memory.
For instance, +/- 75 feet to them means, +75 feet only.
"Can cause damage", means it was
damaged and this damage caused the altimeter to show too high... to them.
The language of "May cause damage" is used for everything over Vmo. See a typical Vg
diagram. Note the red shaded section where structural failure MAY occur anytime above Max operating limits. They want their cake and be able to eat it too. They claim the Pitot-Static system is in error above Vmo. Since their "lag" argument blew up in their face, they are now trying to claim "error" is due to damage from a high differential pressure, which they interpret as showing too high for altitude, but disregard all other factors of flying above Vmo, Cp vs CG, Trim characteristics, possible flutter, the list goes on (see also typical Vg diagram above).
Now for a basic lesson of the system as its clear apathoid doesnt even realize his latest technobabble actually works against him once again. Once you have a better understanding of the system, you will understand apathoid, true to his moniker "crapatiod", is just trying to throw crap at the J.REF cesspool wall, as his minions lap it up.
Pt vs Ps differential pressure is based on differential at the airspeed indicator. Pt (Pitot) is RAM air entering the instrument, and yes, the airspeed indicator is the ONLY instrument which utilizes the Pt (Pitot) air (unlike what Tino would have you believe..lol). To understand this, see a typical airspeed indicator diagram. (the principle of the airspeed indicator is the same in every aircraft, whether they have an ADC or not).
Note the Pitot connection (Pt) and the static connection (Ps). As the aircraft moves forward, the RAM air enters the Pitot tube and increases pressure in that diaphragm above. Sort of like blowing up a balloon (if you will). As that diaphragm expands due to increased Pt, the linkages, springs etc... interpret that to airspeed on the indicator dial which the pilot reads. Pressure increases, the pilot see's the airspeed increase. Pilot says, "Oh hey, we're moving forward!"
But is he really moving forward? What if the pitot tube becomes clogged? Another lesson for another day..
(Side story - I departed on one flight and realized I had a clogged static port when i was Chief pilot and flying the King Air. The alternate static port was clogged as well. Departed KBED after a night of freezing rain. We were deiced, but the ports remained clogged. Not fun climbing out while your instruments are going haywire or stuck in place. But its easy to remedy if you can recognize the problem and know the system thoroughly. A full load of kids and Executives made it home and didnt even know the problem existed... Again.. another story for another day.)
Now, if you increase the pressure too much at Pt (RAM Air), thereby having a large differential in pressure, you could blow out that diaphragm. When this happens the springs will cause the diaphragm to "deflate", the airspeed will then read zero, and the RAM air will "leak" into the rest of the static lines, increasing the pressure in the static system, and could cause damage to other instruments. This is what crapathoids' documents mean when they say more than 10" can cause damage. (keyword = "can" cause damage, not "does" cause damage).
Question - If increased pressure is sensed in the static lines (ie: altimeter), due to Ram Pitot (Pt) air leaking from the Airspeed indicator, what will happen to the Altimeter?
Thats right, the altimeter will read artificially LOWER than actual (not higher as crapathoid would have you believe).
The limits set for BENCH testing have a margin of error as engineers know that techs who are sloppy in their work can and will damage the instruments. Crapathiod admits himself he has done this. For instance, we know, based on the data, the Pitot-Static system was operating normally, as if the difference in pressure was too great and damaged the diaphragm, we wouldnt even have an airspeed reading. It would be reading zero. If Pt air leaked into the static lines due to such damage, the altitude you are reading is LOWER than true altitude.
Also note Bench test limits for descent is 5,000 fpm. I had to call Capt Kolstad
to make sure, but the IVSI on the 757 reads up to 6000 fpm, and when a rapid descent is needed whether by ATC or other, they regularly peg the IVSI. No damage done to instruments. I have performed descents to 10,000 fpm. Instruments were fine.
This is the difference of those who change parts for a living (crapathoid), and those who actually have to know the system because their ass depends on it. This is why pilots train on partial panel work for their instrument rating (what happens if the pitot tube is clogged? Static port clogged? Both? etc..). And then further learn the systems more thoroughly when they become an Instrument Instructor (as I am trained and trained others).
Dont get me wrong, there are many Avionics Techs out there who are excellent. We have quite a few who are in our organization. Crapthoid isnt worth his weight in salt and i'm surprised he still has a job at Delta after damaging an ADC/instruments due to his incompetence.
So, to sum up.
In order for those who blindly support the govt story to hold onto their theory, they must prove the PA was 120 feet in error, they must prove .70M-.72M is above Mcrit for the 757 and as such, the compressibility issues cause an artificially high PA reading, they must prove the "+/- error" is in their favor, they must prove the Pitot-Static system was "damaged" to their favor, and finally, they must prove the data came from N644AA.
So far they have done nothing but throw crap at the wall hoping it will stick. Most of it has bounced back into their face.
I also see Farmer is back on J.REF with a sock. Didnt he once say J.REF can "kiss my ass" and left with his tail between his legs?
Man, as i said before, that guy waffles more than an Eggo... too funny.