There’s an additional static line that you didn’t mention. It travels inboard from the junction manifold behind the altimeter to the radio stack. It supplies static pressure to the altitude encoder. The encoder translates the static pressure into a binary code (grey or otherwise) that represents pressure altitude and sends this information to the transponder. The transponder adds a set of altitude pulses after the squawk code pulses. The transponder is transmitting the aircraft’s pressure altitude (what you would see with 29.92 in the Kollsman window). Each ATC radar facility makes the correction based on local altimeter setting so the controller can see actual MSL altitude.
Amazing video! I've read so much info on the pitot static system and never been able to visualise it. Great to actually see and understand what people were trying to explain! 👌
I love this series as I fly a PA28-180 so this is actually allowing me to learn a hell of a lot about the systems and how things work more in depth being able to see the real "inside" of things.
The "hit it with a hammer and see what bits fall out" approach is my favourite way to learn about any kind of machine. Amazing to see it applied to an aircraft!
This video brings back an expensive memory. When I had the altimeter/pitot-static system check done on my '83 Beech Sierra a few years ago, it failed. On further inspection, the shop found that, at some time in the past, the flexible portion of the pitot line had been replaced with aquarium tubing (not documented in the logbook, of course) and was breaking up.
Bugs in the Pitot .. Way back when We were doing a pilot assisted anual on a friends 1953 C-170B. The Pitot is a 1/4" aluminum tube and he uses a Plastic straw with a red flag for a pitot cover. Anyways the AI couldn't make it at the appointed time and we had the plane all opened up. So we decided to close up the hanger and come and he said he would be there in the morning. The Annual was done and plane all back together by noon. So my buddy and I took it around the patch and low and behold the air speed was going backwards then by the time we got to base it had crept up to about 60 mph or so. Long story an inch worm had come down from the hanger ceiling and laid eggs about 16" back into the line hooked to the ptiot. Luckily it was in the rubber hose and notin the hard line. Disconnected the line blew out the inch worm and her brude and all was well. Good reason to never leave pitots uncovered. War stories guess when ya get this old all ya got left is O'l war stories.
SmarterEveryDay had a video today that also talks about the pitot static system that's interesting as well. Not trying to drive traffic away from FLY8MA, but it's a nice compliment to this. Look for "Pulling 7 G's in an F-16 & GOING SUPERSONIC with U.S. Air Force Thunderbirds! -Smarter Every Day 235" and when you're done there, remember to come back here!
great video. seeing a visual representations of the systems was super easy to comprehend compared to reading about it, dropping a fat like on the video
My '83 Beech Sierra has retractable landing gear. Instead of oleo struts, the Musketeer-Sierra family uses rubber "donuts" to cushion the landings. Retractable gear aircraft with oleo struts typically use a "squat" switch to tell the system whether the airplane is airborne. "Squat" switches don't work well on rubber "donuts", so the Sierra uses pitot-system air instead with the assumption that at 72 knots, the airplane is in flight. When doing the gear retraction-extension test for the annual inspections, a rubber tube is supposed to be placed over the pitot tube, then rolled up until the airspeed indicator shows 72 knots. What really happens is that somebody blows into the pitot tube to get the necessary "airspeed" while someone else operates the gear handle.
Very interesting, thank you. If the hole on the bottom of the pitot vain is not the drain hole, where does water go when it enters the pitot/ram air inlet?
2:44 New meaning to Airplane Porn, sorry I just had to say it. I'm young at heart. But in all seriousness, great video, its always good to see how things work. Books can only tell you so much. Cheers Dion #dionm01.
can you explain "Use of an alternate static source inside the cabin of an unpressurized airplane may result in the altimeter indicating an altitude higher than that actually being flown because of the venturi effect of air flowing around the cabin, resulting in a slightly lower pressure inside the cabin."
Notice how the needle on the zero after sucking on the static port, it is now damaged and not zeroed. In an airworthy the aircraft I would send that ASI out for repair. If you ever use a pitot/static test set always bring pitot up to speed before static
Static decrease affecting the ASI... this is exactly why we need to check that airspeed is indicating while on the roll... if NOT indicating, abort the take off... otherwise, your airspeed will jump alive and give you all sorts of confusion on climb out (assume static is working); static should always work (even if the pitot cover has been left on) as there are other static ports on the fuselage (assume static pipes not blocked) right? Bottom line - no airspeed indication on takeoff roll... abort.
Pitot Tubes need a manual cover that can be operated from pilot seat and you should be able too see it from the pilot seat and maybe have more than one
I’m dumb. I don’t get it. I’m lost on the ASI. I thought the ASI was pressure only. I don’t understand how sucking on the static side raised the speed. Thanks.
Hey mate. The ASI has a static line (measures static px) and a pitot line (measures total px) both connected. As your velocity increases, the increase in dynamic pressure through the pitot tube causes the sealed capsule inside to expand, increasing the speed on the dial. The static source exists to cancel out the static pressure component of the total pressure from the pitot tube. Because this aircraft wasn’t moving, when there was a negative pressure (sucking) on the static port, the capsule inside now expands to match the static pressure outside the capsule.
@@auspilot6119 thanks but it still doesn’t make sense. If I blew into a balloon like the diaphragm of the ASI… it will inflate and create pressure. If I put a pitot static line on it.. the balloon would be hard or impossible to inflate with a leak/pitot static hose.
@@mopar92 the static line is connected to the air around the sealed capsule in the ASI case. At sea level and with the aircraft not moving, the pressure inside the capsule (balloon) is the same as the air in the rest of the case, hence the ASI shows 0. When she sucked on the static line that created a pressure differential where the capsule now had a higher pressure than the air outside in the sealed case, so the capsule could expand and the ASI registered an increase.
![Gunna - HIM ALL ALONG [Official Visualizer]](http://i.ytimg.com/vi/HiCxoDeo0hc/mqdefault.jpg)
Good job 👍. I don’t believe I’ve ever seen an entire system traced that way. At least not in 8 minutes . Thanks 😊.
same
@Steve Bodine you mean you never ripped a plane open and studied it. ...lol
@@rollingstopp I didn’t mean I never tore one ☝️ apart, I just couldn’t get it back together.
There’s an additional static line that you didn’t mention. It travels inboard from the junction manifold behind the altimeter to the radio stack. It supplies static pressure to the altitude encoder.
The encoder translates the static pressure into a binary code (grey or otherwise) that represents pressure altitude and sends this information to the transponder.
The transponder adds a set of altitude pulses after the squawk code pulses. The transponder is transmitting the aircraft’s pressure altitude (what you would see with 29.92 in the Kollsman window).
Each ATC radar facility makes the correction based on local altimeter setting so the controller can see actual MSL altitude.
Amazing video! I've read so much info on the pitot static system and never been able to visualise it. Great to actually see and understand what people were trying to explain! 👌
I love this series as I fly a PA28-180 so this is actually allowing me to learn a hell of a lot about the systems and how things work more in depth being able to see the real "inside" of things.
I used to fly a PA28-180. Great plane. Good memories.
You two sound like you had a blast doing this series. Keep up the great work!!
The "hit it with a hammer and see what bits fall out" approach is my favourite way to learn about any kind of machine. Amazing to see it applied to an aircraft!
This video brings back an expensive memory. When I had the altimeter/pitot-static system check done on my '83 Beech Sierra a few years ago, it failed. On further inspection, the shop found that, at some time in the past, the flexible portion of the pitot line had been replaced with aquarium tubing (not documented in the logbook, of course) and was breaking up.
Bugs in the Pitot .. Way back when We were doing a pilot assisted anual on a friends 1953
C-170B. The Pitot is a 1/4" aluminum tube and he uses a Plastic straw with a red flag for a pitot cover. Anyways the AI couldn't make it at the appointed time and we had the plane all opened up. So we decided to close up the hanger and come and he said he would be there in the morning. The Annual was done and plane all back together by noon. So my buddy and I took it around the patch and low and behold the air speed was going backwards then by the time we got to base it had crept up to about 60 mph or so. Long story an inch worm had come down from the hanger ceiling and laid eggs about 16" back into the line hooked to the ptiot. Luckily it was in the rubber hose and notin the hard line. Disconnected the line blew out the inch worm and her brude and all was well. Good reason to never leave pitots uncovered.
War stories guess when ya get this old all ya got left is O'l war stories.
SmarterEveryDay had a video today that also talks about the pitot static system that's interesting as well. Not trying to drive traffic away from FLY8MA, but it's a nice compliment to this. Look for "Pulling 7 G's in an F-16 & GOING SUPERSONIC with U.S. Air Force Thunderbirds! -Smarter Every Day 235" and when you're done there, remember to come back here!
Awesome... best explanation and demonstration of this Ive ever seen.
AWESOME video, never seen anyone take the time to describe details like he does. Thank you !!!
Awesome 8 min in deep ... Nice job
Great detailed video, thank you. I shared it with my fellow IFR students.
great video. seeing a visual representations of the systems was super easy to comprehend compared to reading about it, dropping a fat like on the video
Thanks for the explanation. That makes sense now.
Great video lesson. Thank you both!
Wonderful video. This format is so informative! Thanks very much!
My '83 Beech Sierra has retractable landing gear. Instead of oleo struts, the Musketeer-Sierra family uses rubber "donuts" to cushion the landings. Retractable gear aircraft with oleo struts typically use a "squat" switch to tell the system whether the airplane is airborne. "Squat" switches don't work well on rubber "donuts", so the Sierra uses pitot-system air instead with the assumption that at 72 knots, the airplane is in flight. When doing the gear retraction-extension test for the annual inspections, a rubber tube is supposed to be placed over the pitot tube, then rolled up until the airspeed indicator shows 72 knots. What really happens is that somebody blows into the pitot tube to get the necessary "airspeed" while someone else operates the gear handle.
Awesome series! Love the channel!
Very interesting, thank you. If the hole on the bottom of the pitot vain is not the drain hole, where does water go when it enters the pitot/ram air inlet?
Hey Jon is there a video for the vacuum system as well? Awesome video!!
Thanks!
Can you show how the pitot/static drain works on the cockpit? The small push button on the lower left side of the plane on the inside?
This is an excellent video, thanks!!
Gr3at info!
*so thankful for your videos, always!* awesome explanation(:
2:44 New meaning to Airplane Porn, sorry I just had to say it. I'm young at heart. But in all seriousness, great video, its always good to see how things work. Books can only tell you so much. Cheers Dion #dionm01.
😂😂😂
You are going to love this video from SNL ruclips.net/video/Ab47umgoLrk/видео.html
🤪🤪🤪
Not only the statement, but the exclamations afterwards. I don’t think anyone listened to this before posting it.
Jon, is there a backup static port on the Piper or is that what the purpose of the two holes would be?
Well done!
thanks!
can you explain "Use of an alternate static source inside the cabin of an unpressurized airplane may result in the altimeter indicating an altitude higher than that actually being flown because of the venturi effect of air flowing around the cabin, resulting in a slightly lower pressure inside the cabin."
Notice how the needle on the zero after sucking on the static port, it is now damaged and not zeroed. In an airworthy the aircraft I would send that ASI out for repair.
If you ever use a pitot/static test set always bring pitot up to speed before static
The best 👍 thanks
good video
Thanks
Static decrease affecting the ASI... this is exactly why we need to check that airspeed is indicating while on the roll... if NOT indicating, abort the take off... otherwise, your airspeed will jump alive and give you all sorts of confusion on climb out (assume static is working); static should always work (even if the pitot cover has been left on) as there are other static ports on the fuselage (assume static pipes not blocked) right? Bottom line - no airspeed indication on takeoff roll... abort.
Where and what is alternate static source? And why does it sense low static pressure?
I really like the plane being torn apart. It shows how everything works
Bad link for the full series
Pitot Tubes need a manual cover that can be operated from pilot seat and you should be able too see it from the pilot seat and maybe have more than one
I am thinking about so many different jokes right now, but I will maintain my professionalism:)
I’m dumb. I don’t get it. I’m lost on the ASI. I thought the ASI was pressure only. I don’t understand how sucking on the static side raised the speed. Thanks.
Hey mate. The ASI has a static line (measures static px) and a pitot line (measures total px) both connected. As your velocity increases, the increase in dynamic pressure through the pitot tube causes the sealed capsule inside to expand, increasing the speed on the dial. The static source exists to cancel out the static pressure component of the total pressure from the pitot tube. Because this aircraft wasn’t moving, when there was a negative pressure (sucking) on the static port, the capsule inside now expands to match the static pressure outside the capsule.
@@auspilot6119 thanks but it still doesn’t make sense. If I blew into a balloon like the diaphragm of the ASI… it will inflate and create pressure. If I put a pitot static line on it.. the balloon would be hard or impossible to inflate with a leak/pitot static hose.
@@mopar92 the static line is connected to the air around the sealed capsule in the ASI case. At sea level and with the aircraft not moving, the pressure inside the capsule (balloon) is the same as the air in the rest of the case, hence the ASI shows 0. When she sucked on the static line that created a pressure differential where the capsule now had a higher pressure than the air outside in the sealed case, so the capsule could expand and the ASI registered an increase.
Hi, may i Ask you to send me some wing aluminium panel for decorative prupose ? ;)
Love your videos series
👍🏻
What happened to that aircraft???
Does Steph do at-home demonstrations?
I may have ruined my instruments because my pitot tube was blocked by a dirt dobber nest.
The rubber lines are not reinforced steel Braided lines they are just rubber
Seeing all of this just shows me everything that can go wrong!
By Pitot you mean dynamic?!
No, the difference between the pitot pressure and the static pressure is called dynamic pressure.
@@fly8ma.comflighttraining199 SO what do you mean by pitot pressure then? Never heard this in school
Sorry, i got a bad link.
I wonder how much more the plane can be destroyed.
Your tire needs air.
So 2000ft/min is sucking too hard. Gotcha.
icing errors
first!
I just hate this audio style.