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.
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 RUclips. 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.❤
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.
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.
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.
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.
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.
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).
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
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.
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 RUclips.
@@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.
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.
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 🎄!!!
@@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 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.
@@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.
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.
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 RUclips. 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.❤
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
Your explanations are comprehensive.
Keep it up!
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.
Thank you Capt. Joe for this elaborate explanation. It made things much clearer and relatable. 👍
Happy Holidays and Happy New Year Capt. Joe! Looking forward to seeing you in the New Year!
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.
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. 😂
This really is a great review since I learned all about what you discussed in my pilot ground course ❤
Very interesting lesson!
Well done, Captain Joe! 👍👍
Very well explained, thanks!
I knew all of these, but had I not, I would now.
That was well explained.
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.
Is it really a sound barrier depiction or a vapor cone simply? At the shoot with the naval carrier.
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.
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)
At time 12:17 there is an error in the written English text- "Rate of decent" is wrong. It's "rate of DESCENT"
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.
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).
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
Evening Cpt Joe.
Just want to wish you and family are merry Xmas and all the best for 2025
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.
Wow. The gravity point is center for flyings. A jet wings on high golden meltings. One time only please.
Thank you Captain Joe!
Greetings,
Anthony
Great video, not only for the novice.
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 RUclips.
Don't multiply your GS x5 but devide it by 2 and multiply by 10 . (GS/2 x 10). Much simpler.
Thank you, it was very interesting
Water is compressible (it has a finite bulk compression modulus), but otherwise a most excellent video.
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.
Ótima noite para todos
this plane in particular was flying from san jose costa rica to panama and at this call time he was over port limon
Thanks for the video
thats a good one Joeeey.....you seized the super interesting debriefs?
Well explained👍
Excellent video
Thanks Cap.
Professor Joseph!
Excelente ❤❤
Why is nose of plane always at pitch up during regular cruise ?
To counter shape of earth.
I'm not questioning love the wach your videos. Ist my learning .
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
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 🎄!!!
❤❤❤❤Ви чудовий капітан
There's a minimum bus speed too, it's in a movie.
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 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.
Und jetzt das Ganze auch auf Deutsch!
To become a pilot you need to understand English 😘
Good job 👍
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 🧑🏿👍🏿
Chicken Tikka Masala for everyone
Can u give me some keys?! 0:45
Likes are raining over the video 😅
Chicken Tikka Masala!
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.
lol "PREpendicular to the oncoming airflow"
👍✈️💓🫶🏻🤍❤️
❤❤❤❤❤❤❤❤❤❤❤❤❤❤❤❤
Bible is not an adequate expression😢
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.
Thank you for the video