The International Cessna 170 Association

hilltop170 wrote:

gahorn wrote: Let me ask another question...simply for the purpose of illustrating how insidious these types of errors can be: How can you distinguish between an automotive schrader-valve (valve-core) and an aircraft valve? (If you are a professional A&P, and you know the answer .... allow our other Members to post before revealing the answer.)

There will be a follow up on this question later.

OK George, we have held our breath long enough, nobody knows.

Higher quality and pressure design. (Not so important in our tires probably, but for larger aircraft and oleo-struts and actuators it's not uncommon to see 1,000 psi + pressures and some actuators are back-up emergency systems where a loss of pressure could be catastrophic. It's a good trivia-question for light planes.)

The emer/back-up elevator down-strut on a Cheyenne which backs up the SAS on that plane can cost you your life if it fails and it's charged with 2K psi of Nitrogen is one example.

More than one can ever remember. Here's additional trivia on valve cores.