I was just searching for a video like this where all the speed types will be described and this video is just uploaded one minutes ago.Another reason to love TH-cam. And what can be more joyful than learning it from captain joe who describes any topic Very simply and effectively. Great channel for new learners like me.❤
An extreme example, the SR-71 at Mach 3.0 and FL 800 has an equivalent airspeed of 330 knots. Another way to look at EAS rather than being an error correction is that it is speed at sea level generating the same dynamic pressure (Thus aerodynamic forces.). Thus the SR-71 cruise condition is aerodynamically "equivalent" to flying 330 knots at standard sea level.
Interesting what ground speed sr 71 will show in this conditions. Speed of sound lowers with altitude. so 3 mach + FL800 is not the same as mach 3 on sea lvl.
@@Valentin_MeL Speed of sound in a gas is dependent on the mean speed of the gas particles not the pressure. So temperature and particle mass. Temperature slowly climbs with altitude above the tropopause. -52⁰c at FL800 and M3.0 is 1738kt true airspeed. (Officially acknowledged top speed is above M3.3 and they don't state the conditions, but ~1900kt ish)
Oh and this is why pilots have survived an sr71 breakup at near cruise conditions. (And why the opening of Top Gun 2 was plausible.) The wind force would have been similar to 300kts at sea level.
I would love to hear your story of becoming a pilot, the difficulties you faced during your training and how you actually managed to get through all of them
Dear fellow pilots and aviation enthusiasts. To make it easy to remember. Follow this mnemonic: ICE Tea Is a Perfect Cold Drink. (capital letters are important) Write it like this, if you are a visual learner. Instrument error IAS Position error CAS Compressibility error EAS Density error TAS Wind GS (Wind and GS are not in the mnemonic, but anyone can remember that.)
@@samuellagin9732 You gave a mnemonic with literally zero explanation. No, it didn’t help at all. Let me try to explain with a similar example my college professor gave us. You can easily use the mnemonic F Aunty’s Vag With A Purple Hardon; Frequency, Amplitude, Velocity, Wavelength, Phase, Acoustic Envelope, and Harmonic Envelope. Now you know how to use the mnemonic “F Aunty’s Vag With A Purple Hardon”, right? Or do you have an easy way to remember a bunch of things you don’t know anything about? You gave a mnemonic not an explanation.
I am private pilot and heard several explanation of aircraft speeds. But this is by far one of the best explanations I have heard. It would have been nice to add other V-speeds like V1, V2, Vr, Vs, Vs0, Va, etc. to the video for it to be called a "bible." :)
The simplest way to visualize the complicated explanation of the difference between dynamic and static pressure (that the A/S passively "computes") is: hold a piece of paper in front of your face and blow on it. The piece of paper deflects like an upside-down ASI. The wind on the.paper is the dynamic pressure, the area behind the paper shielded from the wind is the static pressure
Nice video. These practical topics are very useful. Though I have been flying since 1977, these aren’t things you think about in detail every day and it is good to have a refresher now and then.
I remember going over these speeds, during ground school. Like then, my head is exploding trying to put them into perspective. I'm glider rated, so some will not matter. However, performance, speed to fly, etc., are important. I'll review this again. I'm a bit tired and a fresh mind will help. Captain, great video, in any case.
Question about the underlying physics (or fluid dynamics): how does change the IAS with 1) the decrease of pressure, 2) the decrease of temperature, and 3) when the altitude increases, pressure drops AND temperature drops. How do we know (correct, calculate, gut feel) the TAS? Let's assume there is no wind, so TAS=GS, is it possible to make the flight plan calculations how far the acft can fly with certain mass of FOB if e.g. the primary destination apt is no longer available for landing?
QUESTION: I fly at 200KIAS (amsl so about 200KTAS) NIL WIND = GS 200 If I turn into a 50kts HEADWIND will I read 200KIAS/KTAS and 150 GS or example 230 KIAS (and therefore an increment in TAS) and 180 GS Will the wind add up to my dynamic pressure reading? In theory no, should be the first option…in practice? Thanks in advance and safe flights will it add
Question: No mention was made to the angle of attack of the air speed relative to the heading of the aircraft into the wind. What is the air speed difference between an aicraft flying directly into the wind vs an aircraft flying with a cross wind?
one speed you left out. that is very important when flying. and that is maneuvering speed. it’s very critical not to enter turbulence above your maneuvering speed as it could cause structure failure. the v tail bonanza has a history of losing it v tail but any aircraft can have structural failure.
but that would include many other speeds as well, like minimum control spped, design dive speed, stall speed etc. this is basically a video about instrumentation rather than performance
Very intersting. Captain Joe.I have a question. I think it would take longer time to reach destination at higher altitude if they fly at same mach speed. I know that fuel consumption is lower at higher altitude. But it takes more time. Do pilots have any program to optimise this? .Maybe you could make a video of that. It would be very interesting.
It is normally calculated by the dispatch department. Yes they use computer programs to optimize this, but they also have books of detailed speed and fuel burn data to calculate it by hand. In an emergency with no radio contact to dispatch, the pilots will only bother to calculate the required fuel and time to the next good landing at some typical altitude, but no attempt is made to optimize the flight time in such an emergency (It would only be 3%→5% anyway). They can use the FMS computer for more accurate fuel burn and ETA estimate or hand calculate an estimate with less detailed data if there is a problem with the FMS.
I know I'm not Captain Joe, but I'll take a stab at your question. Fundamentally, it is true that if you were to pick a specific mach number, you would be flying slower as you go higher, but only to a point. Eventually, you'll actually start speeding up again. If you look up a chart depicting a generalized speed schedule, it should help to emphasize the point. While climbing through the lower altitudes (below say FL250 very roughly), a jet will typically be holding a constant IAS. As you've just learned in the video, that means the jet will actually be continually increasing TAS as it climbs. At some point, it will transition to holding a mach number instead. That's when it will start to slow down as it continues to climb, which is because the speed of sound decreases as temperature decreases. However, once the airplane passes the tropopause, the temperature will again begin to increase, as will the speed of sound and, thus, the TAS of the plane. Ultimately, fuel efficiency is the name of the game - at least for the typical commercial operator. These days, the airplane's computers will typically calculate those speeds, based on a cost index (CI), which is determined by the operator, along with aircraft weight and other factors. Though, there are apps which can sometimes do a better job at the calculation and are used by some operators.
What you meant to say is that as the level flight IAS decreases the AoA needs to increase to maintain the same lift. If we set the limit of airspeed to M 0.8 and the minimum IAS to say 200 kts. Then at the density when IAS=200 is the same as M 0.8 the plane is in coffins corner. In fact because of this it’s difficult to reach coffins corner because of the AoA delta required to gain altitude. There are other reasons not to approach this density and speed. The turbines engines require a certain head pressure to operate. If the air pressure decreases they produce less thrust. There is an optimum AoA somewhere near 8 degrees which minimizes drag due to velocity + drag due to the AoA. If one increases the AoA to say 14° total drag will increase whereas the head pressure decreases due to lower AIS. This is OK for example if you are flying below the Mach limit because the craft GS:IAS ratio is increasing, however as one approached the Mach limit drag markedly increases around those parts were air has difficulty getting around. Moreover the engines approaching that altitude are producing less thrust. In order to compensate you need to spin the engines even faster and this causes them to age more quickly. Thus the corner is not so much a corner as a minimum density of operation with a range of airspeeds because actually reaching coffin corner will probably not keep you in the seat of the plane very long (I.e. your engine repair costs or your employer). Aside from that one cannot predict air turbulence and we can thing of turbulence as as variations of horizontal and vertical air speeds. If you are traveling at say M.95 and you suddenly have a shift of wind by 50 kts, you might be over M 1.0 and you might struggle to figure out how your going to land with parts of the tail section missing. The 747, because of its high glide aspect has broken the sound barrier on occasion and survived, with damage to the edges of the control surfaces. If you look at the structure the bulbous nose of the 747 recedes as the wings flare out but the cross section of the aircraft drops continually until the tail section. The small secondary stand outs violate sears-hack body form and become the points of structural failure The ideal Sears-Hack body shape is fusiform, the more a shape deviates from this, the sooner they will have problems approaching the speed of sounds. One of the big problems faced now-a-days are the rather large crossectional areas resulting from high bypass turbo fans. As airspeed approaches Mach Speed a density manifold developed in front of the engine and can cause parts of the engine to cavitation. These new generation engines are very expensive. A third reason why you will probably never reach that limit is ozone. Ozone tends to build over 42,000 feet in the tropics, less so in the arctic winter. Ozone tends to make the passengers feel uncomfortable. A final reason is that the airlines care about speed, not Mach. They want the flight to arrive at its destination as quickly as possible. For planes that have just taken off they are going to be flying at relatively high IAS but not at optimum altitude. The window for crawling way up into the corner is at the end of flights approaching continents (and airspaces in which they kind of get suspicious of things flying at 45 to 50,000 feet into the airspace) once entering airspace the jet will be assigned an altitude depending on its general direction of travel. But mid flight the plane is either going to ride a jet stream or try to avoid one.
727 pilots used to say there were only 3 speeds - 140 (approach - yeah, you could get more accurate, but close enough), 250 (legal limit below 10k feet), and the barber pole (when kerosene was $.07 gallon -.9 mach - not bad for an early 60's airliner).
What are the yellow bars exactly which are the buffer between the overspeed and stall speed and how are they determined in relation to the stall and overspeed values?j
Correction The Pitot tube measure the total pressure, the dynamic plus the static pressure. The subtraction of static from total pressure is made into the airspeed indicator.
Captain Joe ask for Chris when you pass through the office/warehouse when you come through Seattle. I would really appreciate a meeting. So I can thank you for your efforts on TH-cam.
Doesn't the flight direction, east or west, also affect GS due to the Earth's rotation? Or is that not a significant enough factor at the altitudes and speeds typically seen in commercial aviation?
Noo. You are not flying in space, away from the pull of earth's gravity. Even satellites are pulled with the earth, so imagine how much more stuff flying in the earth's atmosphere are carried with it while rotating.
@@gordonbarnes8229 As already mentioned, GS is most commonly calculated in general aviation via GNSS (GPS is an example of GNSS). Larger aircraft will also utilize IRS/INS. A lot of people tend to forget that LORAN also used to be a thing and that would give you GS as well. Other methods include utilizing VORs or DMEs (whether manually or through avionics which have that capability). If all else fails, ask ATC - that used to be a common thing to hear on the radio back in the day.
Hey Joe, this video should be mandatory at flight schools. I have a collection of training videos and this will be added at a prominent place. Merry Christmas 🎄!!!
There's an engineering definition of equivalent airspeed. It's the speed that would produce the same dynamic pressure, using true airspeed and the actual density, at sea level standard atmospheric density.
So, if a plane is supersonic, it means that plane is going faster than sound in the surrounding air? i.e. it is not the GS of the aircraft; it is the speed with respect to the surrounding air.
@@RoyJZ-739 correct. It’s the speed of sound in the air mass through which the aircraft is moving. It’s referred to as the local speed of sound (LSS). The speed of sound is a function of temperature. As temperature goes up, so does the speed of sound.
Captain Joe today i herd a pilot gave out a calll ike this pan pan then i herd him saying i am out of energy i am runing on one generator and am having instrument problems then from the 124.100 he was ask how many people on board he said 160 and i nee a lower altitude how high or you he said 390 can you explain this for me please thank you
@@luissimmons654 A PAN-PAN is a non-life threatening distress call. It simply draws attention to that aircraft. To say “out of energy” is an odd call to make, but perhaps that person wasn’t a native English speaker. From the context, I’m assuming they meant insufficient electrical power. Aircraft will typically have at least one electrical generator per engine. If some generators fail, they may not have sufficient power to run all the electrics and may need to start shedding electrical load. Asking for the number of souls on board is standard procedure, but is typically only needed when a MAYDAY is declared. That could vary by region though. It’s hard to say why they needed lower, but it could be that they had an engine failure. A typical airliner at cruise will “drift down” if they lose an engine, as the remaining engine won’t be able to maintain speed at high altitude. That’s normal. The “390” was likely Flight Level 390 (FL390), which is 39000 ft pressure altitude.
@@luissimmons654 the speeds change and are calculated for each takeoff, based on a number of variables. V1 is the takeoff decision speed and would come before (or at the same time as) Vr. It is the speed above which the takeoff cannot be aborted, as there will be insufficient runway remaining to stop. V2 is the minimum airspeed the aircraft can be controlled in the event of a failure of the critical engine.
@@MeaHeaR because that’s what they’re called. Sometimes also referred to as static ports. They are placed on the aircraft such that air will flow perpendicular to the orifice, allowing for the measurement of the static atmospheric pressure at that location.
@@MeaHeaR a probe is simply something which is gathering some form of data from the environment - it is not signifying a particular physical shape of the sensing device. Devices which detect static atmospheric pressure come in all sorts of shapes and sizes. Sometimes they are even incorporated into a pitot tube. In most unpressurized GA planes, the alternate static source is just a tube that opens to the cockpit environment behind the instrument panel. So, in that case, you could probably call it a static 'tube' - again though, it's still probing the environment. In any case, it serves no purpose to be pedantic over what its called. The reality is that every aircraft manufacturer is going to give it whatever name they feel is appropriate, and that is going to be what it is called on that particular airframe.
Funny how a real airline pilot calls TAS the most important while a dogfighting DCS player may find IAS and it derivatives way more important! 😂 P.S.: But I have to add a question: Is TAS really important today (in comparrison to pilots 40 years ago, when you already have ground speed by GPS, anytime, anywhere?
From a private pilot's perspective, IAS is the airspeed that matters most: it's what's used for all V-speeds and is why it's the speed shown to pilots on the speed tape in the cockpit. TAS/GS is used to know how early/late I'm going to be getting to where I'm going, and to know if I've packed enough fuel.
@@MikeHalsall Yeah, that's what I meant - IAS (and corrected related values) is what governances your flight characteristcs and (forecast) TAS is either pre-flight planing or you rely on GPS values...!?
@@TheDerwisch77 indeed, for flight planning purposes it's winds aloft which should help plan for fuel if a bummer of a headwind is expected. Ground speed once at cruise to get a good idea of ETE.
When filing a flight plan, for example, TAS (or mach) is provided for the speed section of the form. If IFR, you cannot deviate by more than 10kt or 5% (whichever is greater) of the filed TAS without talking to ATC about it (I think that's true in most places, but is certainly true for TC- or FAA-controlled continental airspace). So, you would need to know that number first in order to determine if you're within the allowed margin. That's just one example. There are others. Simply put though, it is still an important number. Also, a DCS player should be far more concerned about AoA than IAS. Due to position error, IAS can be grossly inaccurate at high alpha. Perhaps you've heard the term that a wing will stall at any airspeed, but only one angle of attack. So, that's the important number in an ACM context.
@@MikeHalsall I was flying a 350 KTAS airplane that routinely went above FL300 with a PPL. The posted speeds for that plane were not all based on IAS. Private Pilot doesn't necessarily mean low and slow. It just means non-revenue.
you say the ground speed is the TAS corrected for wind, but how would the aircraft know the wind speeds accurately enough? I always thought ground speed was determined by the GPS location.
I was just searching for a video like this where all the speed types will be described and this video is just uploaded one minutes ago.Another reason to love TH-cam. And what can be more joyful than learning it from captain joe who describes any topic Very simply and effectively. Great channel for new learners like me.❤
An extreme example, the SR-71 at Mach 3.0 and FL 800 has an equivalent airspeed of 330 knots. Another way to look at EAS rather than being an error correction is that it is speed at sea level generating the same dynamic pressure (Thus aerodynamic forces.). Thus the SR-71 cruise condition is aerodynamically "equivalent" to flying 330 knots at standard sea level.
Interesting what ground speed sr 71 will show in this conditions. Speed of sound lowers with altitude. so 3 mach + FL800 is not the same as mach 3 on sea lvl.
@@Valentin_MeL Speed of sound in a gas is dependent on the mean speed of the gas particles not the pressure. So temperature and particle mass. Temperature slowly climbs with altitude above the tropopause.
-52⁰c at FL800 and M3.0 is 1738kt true airspeed. (Officially acknowledged top speed is above M3.3 and they don't state the conditions, but ~1900kt ish)
Oh and this is why pilots have survived an sr71 breakup at near cruise conditions. (And why the opening of Top Gun 2 was plausible.)
The wind force would have been similar to 300kts at sea level.
@@mytech6779 Hmm, joe said that speed of sound is decreasing with altitude. Hmm,
@@Valentin_MeL …in the troposphere where the temperature decreases with altitude. Details matter, don't be sloppy [in uptake nor actions].
Your explanations are comprehensive.
Keep it up!
I would love to hear your story of becoming a pilot, the difficulties you faced during your training and how you actually managed to get through all of them
This was a very nice summary of the different types of speed we deal with in flying. Thank you for making it, Joe!
- Martin
Dear fellow pilots and aviation enthusiasts. To make it easy to remember. Follow this mnemonic: ICE Tea Is a Perfect Cold Drink. (capital letters are important) Write it like this, if you are a visual learner.
Instrument error
IAS
Position error
CAS
Compressibility error
EAS
Density error
TAS
Wind
GS (Wind and GS are not in the mnemonic, but anyone can remember that.)
I'm more of a pussy cat dolls fan
No idea what you are trying to say????
@alanevery215 Expand my comment and look at first letters of the speeds and errors. I C E T I P C D Hope it helped.
@@samuellagin9732 You gave a mnemonic with literally zero explanation. No, it didn’t help at all. Let me try to explain with a similar example my college professor gave us.
You can easily use the mnemonic F Aunty’s Vag With A Purple Hardon; Frequency, Amplitude, Velocity, Wavelength, Phase, Acoustic Envelope, and Harmonic Envelope. Now you know how to use the mnemonic “F Aunty’s Vag With A Purple Hardon”, right? Or do you have an easy way to remember a bunch of things you don’t know anything about? You gave a mnemonic not an explanation.
Lol that was a good one 😂@@TheOriginalCFA1979
Supremely brilliant video, Captain !!! Engaging, elucidating, crystal-clear.
Thanks for your masterful narration !
I like videos (like this one!) that I can share with my high school students to show real applications of the concepts covered in our class.
I am private pilot and heard several explanation of aircraft speeds. But this is by far one of the best explanations I have heard. It would have been nice to add other V-speeds like V1, V2, Vr, Vs, Vs0, Va, etc. to the video for it to be called a "bible." :)
The simplest way to visualize the complicated explanation of the difference between dynamic and static pressure (that the A/S passively "computes") is:
hold a piece of paper in front of your face and blow on it. The piece of paper deflects like an upside-down ASI. The wind on the.paper is the dynamic pressure, the area behind the paper shielded from the wind is the static pressure
Nice video. These practical topics are very useful. Though I have been flying since 1977, these aren’t things you think about in detail every day and it is good to have a refresher now and then.
Happy Holidays and Happy New Year Capt. Joe! Looking forward to seeing you in the New Year!
I knew all of these, but had I not, I would now.
That was well explained.
Thank you Capt. Joe for this elaborate explanation. It made things much clearer and relatable. 👍
I remember going over these speeds, during ground school. Like then, my head is exploding trying to put them into perspective. I'm glider rated, so some will not matter. However, performance, speed to fly, etc., are important. I'll review this again. I'm a bit tired and a fresh mind will help. Captain, great video, in any case.
Well done, Captain Joe! 👍👍
This really is a great review since I learned all about what you discussed in my pilot ground course ❤
Question about the underlying physics (or fluid dynamics): how does change the IAS with
1) the decrease of pressure,
2) the decrease of temperature,
and
3) when the altitude increases, pressure drops AND temperature drops. How do we know (correct, calculate, gut feel) the TAS? Let's assume there is no wind, so TAS=GS, is it possible to make the flight plan calculations how far the acft can fly with certain mass of FOB if e.g. the primary destination apt is no longer available for landing?
Joe has an excellent effective communication skill!
QUESTION:
I fly at 200KIAS (amsl so about 200KTAS) NIL WIND = GS 200
If I turn into a 50kts HEADWIND
will I read 200KIAS/KTAS and 150 GS
or example 230 KIAS (and therefore an increment in TAS) and 180 GS
Will the wind add up to my dynamic pressure reading?
In theory no, should be the first option…in practice?
Thanks in advance and safe flights
will it add
Captain have been quiet for a while. Welcome back Captain 🙏✅💪💪
I have uploaded a video every Thursday for the last three months.
@@flywithcaptainjoeThe uploads were so quiet he couldn’t hear them. 😂
Very interesting lesson!
Very well explained, thanks!
Thank you Captain
This is such a more interesting video for enthusiasts like myself, in comparison to the exam Q's and A's.
Both are fine, but this is better for me.
Question: No mention was made to the angle of attack of the air speed relative to the heading of the aircraft into the wind. What is the air speed difference between an aicraft flying directly into the wind vs an aircraft flying with a cross wind?
one speed you left out. that is very important when flying. and that is
maneuvering speed.
it’s very critical not to enter turbulence above your maneuvering speed as it could cause structure failure. the v tail bonanza has a history of losing it v tail but any aircraft can have structural failure.
but that would include many other speeds as well, like minimum control spped, design dive speed, stall speed etc.
this is basically a video about instrumentation rather than performance
Is it really a sound barrier depiction or a vapor cone simply? At the shoot with the naval carrier.
😊😊😊😊😊😊Great 😃😃👍👍 video 😊😊 from Malaysia 🇲🇾🇲🇾🇲🇾🇲🇾🇲🇾
That's a great video for simulation.
Very intersting.
Captain Joe.I have a question. I think it would take longer time to reach destination at higher altitude if they fly at same mach speed.
I know that fuel consumption is lower at higher altitude. But it takes more time. Do pilots have any program to optimise this? .Maybe you could make a video of that. It would be very interesting.
It is normally calculated by the dispatch department. Yes they use computer programs to optimize this, but they also have books of detailed speed and fuel burn data to calculate it by hand.
In an emergency with no radio contact to dispatch, the pilots will only bother to calculate the required fuel and time to the next good landing at some typical altitude, but no attempt is made to optimize the flight time in such an emergency (It would only be 3%→5% anyway). They can use the FMS computer for more accurate fuel burn and ETA estimate or hand calculate an estimate with less detailed data if there is a problem with the FMS.
I know I'm not Captain Joe, but I'll take a stab at your question. Fundamentally, it is true that if you were to pick a specific mach number, you would be flying slower as you go higher, but only to a point. Eventually, you'll actually start speeding up again. If you look up a chart depicting a generalized speed schedule, it should help to emphasize the point. While climbing through the lower altitudes (below say FL250 very roughly), a jet will typically be holding a constant IAS. As you've just learned in the video, that means the jet will actually be continually increasing TAS as it climbs. At some point, it will transition to holding a mach number instead. That's when it will start to slow down as it continues to climb, which is because the speed of sound decreases as temperature decreases. However, once the airplane passes the tropopause, the temperature will again begin to increase, as will the speed of sound and, thus, the TAS of the plane.
Ultimately, fuel efficiency is the name of the game - at least for the typical commercial operator. These days, the airplane's computers will typically calculate those speeds, based on a cost index (CI), which is determined by the operator, along with aircraft weight and other factors. Though, there are apps which can sometimes do a better job at the calculation and are used by some operators.
Thank you Captain Joe!
Greetings,
Anthony
Thank you, it was very interesting
Don't multiply your GS x5 but devide it by 2 and multiply by 10 . (GS/2 x 10). Much simpler.
Evening Cpt Joe.
Just want to wish you and family are merry Xmas and all the best for 2025
Great video, not only for the novice.
What you meant to say is that as the level flight IAS decreases the AoA needs to increase to maintain the same lift. If we set the limit of airspeed to M 0.8 and the minimum IAS to say 200 kts. Then at the density when IAS=200 is the same as M 0.8 the plane is in coffins corner. In fact because of this it’s difficult to reach coffins corner because of the AoA delta required to gain altitude.
There are other reasons not to approach this density and speed. The turbines engines require a certain head pressure to operate. If the air pressure decreases they produce less thrust. There is an optimum AoA somewhere near 8 degrees which minimizes drag due to velocity + drag due to the AoA. If one increases the AoA to say 14° total drag will increase whereas the head pressure decreases due to lower AIS. This is OK for example if you are flying below the Mach limit because the craft GS:IAS ratio is increasing, however as one approached the Mach limit drag markedly increases around those parts were air has difficulty getting around. Moreover the engines approaching that altitude are producing less thrust. In order to compensate you need to spin the engines even faster and this causes them to age more quickly. Thus the corner is not so much a corner as a minimum density of operation with a range of airspeeds because actually reaching coffin corner will probably not keep you in the seat of the plane very long (I.e. your engine repair costs or your employer).
Aside from that one cannot predict air turbulence and we can thing of turbulence as as variations of horizontal and vertical air speeds. If you are traveling at say M.95 and you suddenly have a shift of wind by 50 kts, you might be over M 1.0 and you might struggle to figure out how your going to land with parts of the tail section missing.
The 747, because of its high glide aspect has broken the sound barrier on occasion and survived, with damage to the edges of the control surfaces. If you look at the structure the bulbous nose of the 747 recedes as the wings flare out but the cross section of the aircraft drops continually until the tail section. The small secondary stand outs violate sears-hack body form and become the points of structural failure
The ideal Sears-Hack body shape is fusiform, the more a shape deviates from this, the sooner they will have problems approaching the speed of sounds. One of the big problems faced now-a-days are the rather large crossectional areas resulting from high bypass turbo fans. As airspeed approaches Mach Speed a density manifold developed in front of the engine and can cause parts of the engine to cavitation. These new generation engines are very expensive.
A third reason why you will probably never reach that limit is ozone. Ozone tends to build over 42,000 feet in the tropics, less so in the arctic winter. Ozone tends to make the passengers feel uncomfortable.
A final reason is that the airlines care about speed, not Mach. They want the flight to arrive at its destination as quickly as possible. For planes that have just taken off they are going to be flying at relatively high IAS but not at optimum altitude. The window for crawling way up into the corner is at the end of flights approaching continents (and airspaces in which they kind of get suspicious of things flying at 45 to 50,000 feet into the airspace) once entering airspace the jet will be assigned an altitude depending on its general direction of travel. But mid flight the plane is either going to ride a jet stream or try to avoid one.
Well explained👍
Excellent... ty
727 pilots used to say there were only 3 speeds - 140 (approach - yeah, you could get more accurate, but close enough), 250 (legal limit below 10k feet), and the barber pole (when kerosene was $.07 gallon -.9 mach - not bad for an early 60's airliner).
Water is compressible (it has a finite bulk compression modulus), but otherwise a most excellent video.
What are the yellow bars exactly which are the buffer between the overspeed and stall speed and how are they determined in relation to the stall and overspeed values?j
Correction
The Pitot tube measure the total pressure, the dynamic plus the static pressure. The subtraction of static from total pressure is made into the airspeed indicator.
Wow. The gravity point is center for flyings. A jet wings on high golden meltings. One time only please.
thats a good one Joeeey.....you seized the super interesting debriefs?
Captain Joe ask for Chris when you pass through the office/warehouse when you come through Seattle.
I would really appreciate a meeting. So I can thank you for your efforts on TH-cam.
this plane in particular was flying from san jose costa rica to panama and at this call time he was over port limon
I'm not questioning love the wach your videos. Ist my learning .
Ótima noite para todos
Thanks for the video
Thanks Cap.
Doesn't the flight direction, east or west, also affect GS due to the Earth's rotation? Or is that not a significant enough factor at the altitudes and speeds typically seen in commercial aviation?
Noo. You are not flying in space, away from the pull of earth's gravity. Even satellites are pulled with the earth, so imagine how much more stuff flying in the earth's atmosphere are carried with it while rotating.
The jet stream makes a difference when flying east or west. Like it's usually faster flying America to Europe, than the other way.
Only in the sense that the rotation affects the direction of the prevailing winds (at least for any practical purposes)
Professor Joseph!
❤❤❤❤Ви чудовий капітан
Excellent video
Excelente ❤❤
How do pilots know their speed over the ground such as crossing an ocean with no visual references on the ground itself?
GS (Ground Speed) speed over ground, is measured either by Inertial Navigation or GPS navigation.
@@gordonbarnes8229 As already mentioned, GS is most commonly calculated in general aviation via GNSS (GPS is an example of GNSS). Larger aircraft will also utilize IRS/INS. A lot of people tend to forget that LORAN also used to be a thing and that would give you GS as well. Other methods include utilizing VORs or DMEs (whether manually or through avionics which have that capability). If all else fails, ask ATC - that used to be a common thing to hear on the radio back in the day.
Why is nose of plane always at pitch up during regular cruise ?
To counter shape of earth.
Hey Joe, this video should be mandatory at flight schools. I have a collection of training videos and this will be added at a prominent place. Merry Christmas 🎄!!!
At time 12:17 there is an error in the written English text- "Rate of decent" is wrong. It's "rate of DESCENT"
Nevertheless, it is a decent rate.
Good job 👍
Why does Captain Joe wear FO bars?
There's an engineering definition of equivalent airspeed. It's the speed that would produce the same dynamic pressure, using true airspeed and the actual density, at sea level standard atmospheric density.
So, if a plane is supersonic, it means that plane is going faster than sound in the surrounding air?
i.e. it is not the GS of the aircraft; it is the speed with respect to the surrounding air.
@@RoyJZ-739 correct. It’s the speed of sound in the air mass through which the aircraft is moving. It’s referred to as the local speed of sound (LSS).
The speed of sound is a function of temperature. As temperature goes up, so does the speed of sound.
Captain Joe today i herd a pilot gave out a calll ike this pan pan then i herd him saying i am out of energy i am runing on one generator and am having instrument problems then from the 124.100 he was ask how many people on board he said 160 and i nee a lower altitude how high or you he said 390 can you explain this for me please thank you
@@luissimmons654 A PAN-PAN is a non-life threatening distress call. It simply draws attention to that aircraft.
To say “out of energy” is an odd call to make, but perhaps that person wasn’t a native English speaker. From the context, I’m assuming they meant insufficient electrical power. Aircraft will typically have at least one electrical generator per engine. If some generators fail, they may not have sufficient power to run all the electrics and may need to start shedding electrical load.
Asking for the number of souls on board is standard procedure, but is typically only needed when a MAYDAY is declared. That could vary by region though.
It’s hard to say why they needed lower, but it could be that they had an engine failure. A typical airliner at cruise will “drift down” if they lose an engine, as the remaining engine won’t be able to maintain speed at high altitude. That’s normal. The “390” was likely Flight Level 390 (FL390), which is 39000 ft pressure altitude.
@@ProfsrXav8r thank you so much
at what speed you call out rotate then v1 or v2
@@luissimmons654 the speeds change and are calculated for each takeoff, based on a number of variables.
V1 is the takeoff decision speed and would come before (or at the same time as) Vr. It is the speed above which the takeoff cannot be aborted, as there will be insufficient runway remaining to stop.
V2 is the minimum airspeed the aircraft can be controlled in the event of a failure of the critical engine.
There's a minimum bus speed too, it's in a movie.
But why knots (= nautical mile per hour)? History? Laziness? Why not use kmh?
Nautical miles is much easier to work with when dealing with long distance navigation (as it is directly related to latitude)
I watch these videos like ima gonna captain a Boeing in the evening
So Why did Joe refer to them as "Static PROBES" on his 350 Ground Walk around check ¿¿¿
@@MeaHeaR because that’s what they’re called. Sometimes also referred to as static ports. They are placed on the aircraft such that air will flow perpendicular to the orifice, allowing for the measurement of the static atmospheric pressure at that location.
@ProfsrXAV8r thank you 😊 sir 🧑🏿👍🏿
@ProfsrXav8r Technically they are Ports though, Nót Probés
@@MeaHeaR a probe is simply something which is gathering some form of data from the environment - it is not signifying a particular physical shape of the sensing device. Devices which detect static atmospheric pressure come in all sorts of shapes and sizes. Sometimes they are even incorporated into a pitot tube. In most unpressurized GA planes, the alternate static source is just a tube that opens to the cockpit environment behind the instrument panel. So, in that case, you could probably call it a static 'tube' - again though, it's still probing the environment. In any case, it serves no purpose to be pedantic over what its called. The reality is that every aircraft manufacturer is going to give it whatever name they feel is appropriate, and that is going to be what it is called on that particular airframe.
@ProfsrXav8r thank you for your concise informativé 🧑🏿👍🏿
Und jetzt das Ganze auch auf Deutsch!
To become a pilot you need to understand English 😘
All checked capt😂
Perché "Captain" se hai solo tre strisce sulle mostrine?
He used to be a captain with another airline.
Chicken Tikka Masala for everyone
Funny how a real airline pilot calls TAS the most important while a dogfighting DCS player may find IAS and it derivatives way more important! 😂 P.S.: But I have to add a question: Is TAS really important today (in comparrison to pilots 40 years ago, when you already have ground speed by GPS, anytime, anywhere?
From a private pilot's perspective, IAS is the airspeed that matters most: it's what's used for all V-speeds and is why it's the speed shown to pilots on the speed tape in the cockpit. TAS/GS is used to know how early/late I'm going to be getting to where I'm going, and to know if I've packed enough fuel.
@@MikeHalsall Yeah, that's what I meant - IAS (and corrected related values) is what governances your flight characteristcs and (forecast) TAS is either pre-flight planing or you rely on GPS values...!?
@@TheDerwisch77 indeed, for flight planning purposes it's winds aloft which should help plan for fuel if a bummer of a headwind is expected. Ground speed once at cruise to get a good idea of ETE.
When filing a flight plan, for example, TAS (or mach) is provided for the speed section of the form. If IFR, you cannot deviate by more than 10kt or 5% (whichever is greater) of the filed TAS without talking to ATC about it (I think that's true in most places, but is certainly true for TC- or FAA-controlled continental airspace). So, you would need to know that number first in order to determine if you're within the allowed margin. That's just one example. There are others. Simply put though, it is still an important number. Also, a DCS player should be far more concerned about AoA than IAS. Due to position error, IAS can be grossly inaccurate at high alpha. Perhaps you've heard the term that a wing will stall at any airspeed, but only one angle of attack. So, that's the important number in an ACM context.
@@MikeHalsall I was flying a 350 KTAS airplane that routinely went above FL300 with a PPL. The posted speeds for that plane were not all based on IAS. Private Pilot doesn't necessarily mean low and slow. It just means non-revenue.
lol "PREpendicular to the oncoming airflow"
Shout out to the real ones; pitot tubes and static ports.
Chicken Tikka Masala!
Likes are raining over the video 😅
Can u give me some keys?! 0:45
❤❤❤❤❤❤❤❤❤❤❤❤❤❤❤❤
From 4:10 to 4:55 I doesnt understand nothing
If you are a captain why do you only have three bars on your epaulet?
Because it is Shorter than
First Officer Joseph "Joey" Diebolder
Because he was an A320 captain when he started the channel, then he changed to a different company as 747 first officer.
Useful in grocery stores and videos
👍✈️💓🫶🏻🤍❤️
Airodrome? Stop it.
KIL -- O -- METRE!!, NOT Kilawemetre!!!!!!
It is pronounced NOT-IKL-MY-L
@@mytech6779 Remember Your VOWELS__A,E,I,O,U & Sometimes Y. KILO is one word itself meaning 1000.
you say the ground speed is the TAS corrected for wind, but how would the aircraft know the wind speeds accurately enough?
I always thought ground speed was determined by the GPS location.
Fancy flight computers with IRS does the calculations
Thank you for the video
Thank you captain