As some RV pilots have found, there is one airspeed structural limitation that is based on TAS rather than CAS and that is the flutter speed. I believe all certified airplanes have their Vne set low enough that they can never achieve a TAS that gets them into the flutter region as long as they stay below Vne. However, some airplanes, some Van’s RV models in particular, can get into conditions where even at an indicated airspeed less than Vne, they can be at a true airspeed that makes them flutter susceptible. A fine point to be sure, but something it doesn’t hurt for pilots to be cognizant of.
Another great video. Does anyone actually use the AUX pages on the 430/530? I know I do not. That's another benefit of Foreflight (or similar) in my opinion.
@@KuostA I'm a Garmin Pilot Person, Not big fan of Foreflight. It's a great program, just way to many layers, and I feel people get to involved in their flight bags sometimes and forget how to go back to the basics of their 430/530, 1000's. Ive had my iPad overheat before in flights and then you have to rely on using other methods. Even flying from Fayetteville to Shreveport this morning IFR, I still load everything in the 430 just as a backup. Then also use AUX pages to verify our winds, ect. I guess it's just my way of not getting complacent.
So, on a hot, humid day my landings seem to float a bit more, and the rollout is greater. Is this because my indicated airspeed is showing slower than actual, true, airspeed? In regard to true airspeed, what does your quote, "wind effects compared to ground speed," mean? Thanks.
@@Marteeen261 Correct. My question is this: if my indicated airspeed is showing a misleadingly slow speed, relative to the true airspeed, would that explain the float?
It doesn't matter if IAS is misleadingly slow compared to TAS when it comes to floating. If you are floating too much you are too fast/ not enough drag. Forest for the trees here Use your IAS to slow the aircraft down to the speed you want it at. We typically reference the ASI rather than the TAS in the landing phase For ex: I put my Cessna 172 at 60-65 KIAS and float/ roll out is very minimal
@@Marteeen261 Maybe me, but same IAS on short final, stabilized approach, similar winds on different days, but much warmer on floaty days. Cub IAS over threshold at 55-60 mph. I should specify, the landings work, but especially trying short field it could be better/shorter.
@@IlPinnacolo Thanks. Another thing that got me thinking was my CFI attempting a short field after a few of my floaty ones. He had the same issue. Having said that, I'm hesitant to let the IAS go much lower over the threshold just because the air temperature's hot.
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As some RV pilots have found, there is one airspeed structural limitation that is based on TAS rather than CAS and that is the flutter speed. I believe all certified airplanes have their Vne set low enough that they can never achieve a TAS that gets them into the flutter region as long as they stay below Vne. However, some airplanes, some Van’s RV models in particular, can get into conditions where even at an indicated airspeed less than Vne, they can be at a true airspeed that makes them flutter susceptible. A fine point to be sure, but something it doesn’t hurt for pilots to be cognizant of.
Wait which limitation?
Another banger
Great presentation. Thanks
Another great video.
Does anyone actually use the AUX pages on the 430/530? I know I do not. That's another benefit of Foreflight (or similar) in my opinion.
I do when flying XC trips in our C6/260. There are lots of great features in the GNS 430 that alot of people never use.
@@firepilot109 why use that over forelight? jw
@@KuostA I'm a Garmin Pilot Person, Not big fan of Foreflight. It's a great program, just way to many layers, and I feel people get to involved in their flight bags sometimes and forget how to go back to the basics of their 430/530, 1000's. Ive had my iPad overheat before in flights and then you have to rely on using other methods. Even flying from Fayetteville to Shreveport this morning IFR, I still load everything in the 430 just as a backup. Then also use AUX pages to verify our winds, ect. I guess it's just my way of not getting complacent.
@@firepilot109 very valid! what do u fly?
@@KuostA 6/260 and a 441 Conquest 2
what is the app using in this video???thx
So, on a hot, humid day my landings seem to float a bit more, and the rollout is greater. Is this because my indicated airspeed is showing slower than actual, true, airspeed? In regard to true airspeed, what does your quote, "wind effects compared to ground speed," mean? Thanks.
if you're floating too much you are generally a little too fast/ too much energy
@@Marteeen261 Correct. My question is this: if my indicated airspeed is showing a misleadingly slow speed, relative to the true airspeed, would that explain the float?
It doesn't matter if IAS is misleadingly slow compared to TAS when it comes to floating. If you are floating too much you are too fast/ not enough drag. Forest for the trees here
Use your IAS to slow the aircraft down to the speed you want it at. We typically reference the ASI rather than the TAS in the landing phase
For ex: I put my Cessna 172 at 60-65 KIAS and float/ roll out is very minimal
@@Marteeen261 Maybe me, but same IAS on short final, stabilized approach, similar winds on different days, but much warmer on floaty days. Cub IAS over threshold at 55-60 mph. I should specify, the landings work, but especially trying short field it could be better/shorter.
@@IlPinnacolo Thanks. Another thing that got me thinking was my CFI attempting a short field after a few of my floaty ones. He had the same issue. Having said that, I'm hesitant to let the IAS go much lower over the threshold just because the air temperature's hot.
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I like how “Pitot” is pronounced differently now because of the stupid ass TH-cam rules
wym?