I really want you to know that this video deserves a award! I’m more of tactical/visual learner.. and you still exceeded what I need. Your explanation and graphics are amazing! Thank you! 😎
simple, clear, visual aids, easy to comprehend everything you say. I knew all this but I still had a bit of trouble explaining to others, but after watching this, now I feel confident in teaching this in the future. Great video
I think another common checkride question is what happens if just the pitot drain is blocked. Absolutely love your videos. They’ve helped me out so much!
This explanation is Excellent ❤I love it 🎉passed my Helicopter PPL-H got KDR on pitot systems. I'll do well in my CPL this time. Thank you for sharing your knowledge with us 🙏
*this has always been a hard point for me, trying to remember all thee errors. But I do notice the more I understand the inside of the instruments, it helps me remember the errors! Great video as always!*. thank you
@@abbieamavi that’s great. Commercial was a tricky one for me. Just remember to retract your gear after each takeoff and your checkride will go better than mine!
So if I recognize and admit that I have a static port failure/ altimeter failure, how do I get a correct altitude? If I contact ATC will they be able to provide that for me? And how can I trust that they are telling me my correct altitude? Reference the arrow Peru Boeing 757 crash where their static Port was covered with tape. ATC was also giving them incorrect altitude reporting. This is a serious question that should be addressed. Does anyone have any idea. ?? Thanks in advance for your Insight
I really love your videos and it helped me allot understanding some topics , but if I am not mistaken the drain hole on the pitot tube not used for the static pressure it basically to get rid of moisture or any contamination mixed with air , and as the aircraft speed increase and the air goes into the tube It’s pressure decrease based on Bernoulli principle, then the difference between static pressure that comes from the static port and ram pressures from the pitot tube will be deflected on the airspeed indicator as the aircraft speed , please correct me if I am wrong .
This failure of the pitot tube pressure ports is what happened to Air France 447 over the Atlantic after flying though a thunderstorm. Icing blocked up the pitot tube and caused overspeed warnings which altered the autopilot environment, confused the pilots, and caused their A330 to drop like a rock into the ocean.
I'd like to clarify one point. You say that when the static port becomes blocked the altimiter and VSI become frozen. Which implies they maintain their current reading. This is not entirely correct. As the static port becomes blocked the VSI will return to zero. So if you're climbing (or descending) at the time, the reading on the VSI will move towards zero. This is because the VSI is measuring the rate of change of air presure. I don't think anything you said contradicted this, it's just that you didn't include a scenario where the static port became blocked during a climb or dive.
I first want to say I absolutely love your videos! One question about the Pitot Pressure. Toward the beginning of the video, wouldn’t the Pitot Pressure decrease from SL to 3,000ft (with altitude) because you have less air molecules actually entering the pitot tube as you go up in altitude? Or does it not change as long as you maintain the same Airspeed?
Most aircraft have an alternate static level and system involved that when pulled, uses the cabin air pressure. Smashing the glass is kind of an outdated way of fixing that problem. If your aircraft doesn’t have one then by all means go for it, but maintenance won’t be too happy if you smashed it having the alternate static system installed
Nice video, but your description of the Pitot tube is not accurate. The ram pressure includes static + the added value. The drain hole is a drain and calibrated leak. were it clogged (the drain only), the ASI would show a slightly higher airspeed.
Agreed on all points! Having just the drain hole clogged wasn't a scenario illustrated here, probably because the tube tends to ice up from the leading edge backward. But why is it inaccurate to say the pitot pressure is the combination of static and ram?
@@flightinsight9111 > I disagree with that assessment. When hooking up an Air Data Test Set to a modern pitot/static probe. The Static and pitot are left open to the test set. The drain holes are block by rubber o'rings. This blocking the drain ports has absolutely no affect on the accuracy of your indications vs settings on the Air Data Test set.
A question I have always had is, why not leave that cabin static port open 100% of the time? Not to mention, why even have the static port outside (of unpressurized cabins of course) in the first place?
This is a great question. The shorter answer is that a lot of thought goes into placing the static port where it is on your aircraft, and the instruments, especially the ASI, are calibrated with the assumption that the outside static air is used. The pressure inside the cabin can vary greatly based on if the vents, window, doors are open, or heater is on or off. The pressure on the outside static port is thought to be free of this “noise.” Some POHs will list different calibrated air speeds for use of the alternate source. BTW, thanks so much for your support and thoughtful comments!
question on the ifr written goes "if both the ram air input and the drain hole of the pitot system are blocked, what reaction should you observe on the airspeed indicator when power is applied and a climb is initiated out of severe icing conditions?" the answer is that it acts as an altimiter. but, if you are going up into warmer air, wouldnt the pressure br higher and therefore show a decreasing airspeed as you move up? the wording on these tests is ridiculous.
If you are climbing, the outside air pressure will be decreasing with altitude. This is especially true if the temperature is warmer at higher altitudes (like in an inversion). Warmer air is less dense as air molecules are more active and spread out with temp increases. The lower pressure will read as increased airspeed when the pitot is completely blocked (works like an altimeter, if you climb, the airspeed indication increases).
Great video, but I think you got the value of the pitot pressure line incorrectly. You should subtract the ram pressure from the pressure leak at the drain hole and not add them.
Thanks for the help! I agree it's a bit awkward drawing out the pressure values for the two openings, but I wanted to show the addition to the system of the ram pressure. Hope it was still helpful.
@@flightinsight9111 you might ignore the drain hole completely here. It will “leak” ram pressure, but the drain hole is much smaller that the pitot inlet line such that it can be mostly negligible and/or baked into the IAS to CAS correction. Or just carry on since this is really an inconsequential point. I just happen to be an engineer learning to fly and do really appreciate your videos!
The static pressure going to Altimeter would still work. but the blockage in the Pitot would pretty much keep the pitot pressure locked in at a specific pressure. as such as the aircraft rises, the static pressure would continue to decrease and the locked pressure in the pitot would show the airspeed increasing (since airspeed is difference between static and pitot total pressure). But the airspeed would not be accurate, it would just be random depending on the erroneous pitot pressure and given static pressure.
The drain hole is for static pressure? I read that it is to drain out the water which might enter during the flight in rain and all.. And it makes sense because the diaphragm is expanded accirding to the static pressure, but isn’t the static port connected to the ASI? So, that drain hole balances the pressure pressure doesnt makes sense, because Why would the static port be connected to ASI, If the drain hole balances it? 🤷♂️🤷♂️🤷♂️
It's true the drain hole is used to get water out which may have come through the ram inlet. If there is a partial blockage, like only the ram inlet is blocked but the drain hole (usually at the back like on the 172) is open, the pitot tube becomes like a second static port, both of which feed the ASI. So with the ASI comparing static pressure to static pressure, it's likely to read close to zero
Good question. With all three blocked, the pressure differential will be unchanged no matter what. The altimeter will be frozen in place, the VSI will read zero, and the ASI will be frozen at its last reading. No speed or altitude changes will change these indications until the blockages are removed
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I really want you to know that this video deserves a award! I’m more of tactical/visual learner.. and you still exceeded what I need. Your explanation and graphics are amazing! Thank you! 😎
I think that thoughtful comment was award enough! Thanks, Jae!
simple, clear, visual aids, easy to comprehend everything you say. I knew all this but I still had a bit of trouble explaining to others, but after watching this, now I feel confident in teaching this in the future. Great video
Thanks! Sometimes it’s just a new way of looking at it that helps
Everyone starting their private licence should see this, makes it very clear and good to remember.
Thanks for your vote of confidence!
I think another common checkride question is what happens if just the pitot drain is blocked.
Absolutely love your videos. They’ve helped me out so much!
For people facing difficulties, if you begin by taking more time learning the inner structures, things will be much easier and will make more sense
Excellent video. That really helps a person to understand the systems and the processes. Thanks so much for your time and effort making that.
Two openings in the Pitot Tube explain so much. Thank you!
The amount of help I got from this channel my God thank you! 🙏🏾
This explanation is Excellent ❤I love it 🎉passed my Helicopter PPL-H got KDR on pitot systems. I'll do well in my CPL this time. Thank you for sharing your knowledge with us 🙏
Great video!Always used to memorize the instrument errors,but this video answered all the “why” questions!!! Thank you
*this has always been a hard point for me, trying to remember all thee errors. But I do notice the more I understand the inside of the instruments, it helps me remember the errors! Great video as always!*. thank you
So glad you were able to understand these. How's the training progressing?
@@flightinsight9111 great thanks for asking! Almost done with commercial now(:
@@abbieamavi that’s great. Commercial was a tricky one for me. Just remember to retract your gear after each takeoff and your checkride will go better than mine!
Best explanation ever for this important knowledge. Great job.
So thorough and clear.
So if I recognize and admit that I have a static port failure/ altimeter failure, how do I get a correct altitude? If I contact ATC will they be able to provide that for me? And how can I trust that they are telling me my correct altitude? Reference the arrow Peru Boeing 757 crash where their static Port was covered with tape. ATC was also giving them incorrect altitude reporting. This is a serious question that should be addressed. Does anyone have any idea. ?? Thanks in advance for your Insight
I really love your videos and it helped me allot understanding some topics , but if I am not mistaken the drain hole on the pitot tube not used for the static pressure it basically to get rid of moisture or any contamination mixed with air , and as the aircraft speed increase and the air goes into the tube It’s pressure decrease based on Bernoulli principle, then the difference between static pressure that comes from the static port and ram pressures from the pitot tube will be deflected on the airspeed indicator as the aircraft speed , please correct me if I am wrong .
This failure of the pitot tube pressure ports is what happened to Air France 447 over the Atlantic after flying though a thunderstorm. Icing blocked up the pitot tube and caused overspeed warnings which altered the autopilot environment, confused the pilots, and caused their A330 to drop like a rock into the ocean.
I'd like to clarify one point. You say that when the static port becomes blocked the altimiter and VSI become frozen. Which implies they maintain their current reading. This is not entirely correct. As the static port becomes blocked the VSI will return to zero. So if you're climbing (or descending) at the time, the reading on the VSI will move towards zero. This is because the VSI is measuring the rate of change of air presure.
I don't think anything you said contradicted this, it's just that you didn't include a scenario where the static port became blocked during a climb or dive.
Fantastic explination. Thank you.
This is awesome, helped a lot. Thanks!
Excellent job!
I first want to say I absolutely love your videos! One question about the Pitot Pressure. Toward the beginning of the video, wouldn’t the Pitot Pressure decrease from SL to 3,000ft (with altitude) because you have less air molecules actually entering the pitot tube as you go up in altitude? Or does it not change as long as you maintain the same Airspeed?
great video, you can also break the glass on the VSI
Most aircraft have an alternate static level and system involved that when pulled, uses the cabin air pressure.
Smashing the glass is kind of an outdated way of fixing that problem. If your aircraft doesn’t have one then by all means go for it, but maintenance won’t be too happy if you smashed it having the alternate static system installed
Lever*
@@SnipeD312 my airplane does not have an alternate static knob.
So the only thing that could cause slow indicated airspeed would be a partially blocked pitot tube? correct?
Great explanation!
I’ve been crying cuz the book wasn’t helping cuz I’m a visual learner. Thank you
Nice video, but your description of the Pitot tube is not accurate. The ram pressure includes static + the added value. The drain hole is a drain and calibrated leak. were it clogged (the drain only), the ASI would show a slightly higher airspeed.
Agreed on all points! Having just the drain hole clogged wasn't a scenario illustrated here, probably because the tube tends to ice up from the leading edge backward. But why is it inaccurate to say the pitot pressure is the combination of static and ram?
@@flightinsight9111 > I disagree with that assessment. When hooking up an Air Data Test Set to a modern pitot/static probe. The Static and pitot are left open to the test set. The drain holes are block by rubber o'rings. This blocking the drain ports has absolutely no affect on the accuracy of your indications vs settings on the Air Data Test set.
Fantastic explanation. Thank you!
Thank you! I hope you enjoy the trial course as well!
I would suggest this video for student pilot knowledge
Thanks for the vote of confidence!
Great explanation, thank you!!!
Glad it was helpful!
4:03 "...as we climb the air gets less thin..." Shouldn't it be "the air gets thinner/less dense?" Fantastic video otherwise though! Thank-you.
Yes! Thanks for catching that slip of the tongue. Will change that for future versions. Glad you enjoyed.
شكرا جزيلا صديقي
Good Video. Thanks
A question I have always had is, why not leave that cabin static port open 100% of the time? Not to mention, why even have the static port outside (of unpressurized cabins of course) in the first place?
This is a great question. The shorter answer is that a lot of thought goes into placing the static port where it is on your aircraft, and the instruments, especially the ASI, are calibrated with the assumption that the outside static air is used. The pressure inside the cabin can vary greatly based on if the vents, window, doors are open, or heater is on or off. The pressure on the outside static port is thought to be free of this “noise.” Some POHs will list different calibrated air speeds for use of the alternate source. BTW, thanks so much for your support and thoughtful comments!
good job
great vid thank you
Thank you
question on the ifr written goes "if both the ram air input and the drain hole of the pitot system are blocked, what reaction should you observe on the airspeed indicator when power is applied and a climb is initiated out of severe icing conditions?" the answer is that it acts as an altimiter.
but, if you are going up into warmer air, wouldnt the pressure br higher and therefore show a decreasing airspeed as you move up? the wording on these tests is ridiculous.
If you are climbing, the outside air pressure will be decreasing with altitude. This is especially true if the temperature is warmer at higher altitudes (like in an inversion). Warmer air is less dense as air molecules are more active and spread out with temp increases. The lower pressure will read as increased airspeed when the pitot is completely blocked (works like an altimeter, if you climb, the airspeed indication increases).
Static blockage. Would the VSI drop to zero ?
Yes, would be as if aircraft were at same altitude
Great video, but I think you got the value of the pitot pressure line incorrectly. You should subtract the ram pressure from the pressure leak at the drain hole and not add them.
Thanks for the help! I agree it's a bit awkward drawing out the pressure values for the two openings, but I wanted to show the addition to the system of the ram pressure. Hope it was still helpful.
@@flightinsight9111 you might ignore the drain hole completely here. It will “leak” ram pressure, but the drain hole is much smaller that the pitot inlet line such that it can be mostly negligible and/or baked into the IAS to CAS correction.
Or just carry on since this is really an inconsequential point. I just happen to be an engineer learning to fly and do really appreciate your videos!
Both the ram air and drain hole of the PITOT tube are blocked. How does this affect your instruments?
The static pressure going to Altimeter would still work. but the blockage in the Pitot would pretty much keep the pitot pressure locked in at a specific pressure. as such as the aircraft rises, the static pressure would continue to decrease and the locked pressure in the pitot would show the airspeed increasing (since airspeed is difference between static and pitot total pressure). But the airspeed would not be accurate, it would just be random depending on the erroneous pitot pressure and given static pressure.
The drain hole is for static pressure? I read that it is to drain out the water which might enter during the flight in rain and all.. And it makes sense because the diaphragm is expanded accirding to the static pressure, but isn’t the static port connected to the ASI? So, that drain hole balances the pressure pressure doesnt makes sense, because Why would the static port be connected to ASI, If the drain hole balances it? 🤷♂️🤷♂️🤷♂️
It's true the drain hole is used to get water out which may have come through the ram inlet. If there is a partial blockage, like only the ram inlet is blocked but the drain hole (usually at the back like on the 172) is open, the pitot tube becomes like a second static port, both of which feed the ASI. So with the ASI comparing static pressure to static pressure, it's likely to read close to zero
So what if all three get blocked?
Good question. With all three blocked, the pressure differential will be unchanged no matter what. The altimeter will be frozen in place, the VSI will read zero, and the ASI will be frozen at its last reading. No speed or altitude changes will change these indications until the blockages are removed
Pressure inside the cockpit will be slightly Higher than outside static. This is due to the venturi effect (air flowing around the fuselage)
It’s absolutely lower inside the cockpit
Damn that was perfect
Aeroperú flight 603: tape covering the static ports. No survivors.
I luv u
This was lazy. Explain why the vsi goes to zero… cause it has a calibrated leak.
Fantastic explanation!