This is by far the best, most easily explained, and simple to understand video on understanding these different airspeeds I've seen. I still wasn't able to grasp this even after a month with my instructor that you just brought home for me in a few minutes. You have an awesome teaching style, even though that video was 9 minutes, it literally flew by and felt like it was 2 minutes... Thank you, thank you, thank you!!!
I hadnt heard before that calibrated was figured off of charts. If IAS can be in slight error because of varying mechanical issues how can a set chart accurately revise it more correctly?
Sir thank you for your instructional gold mine of understanding the basics of complication. I'm a former wounded grunt that is pursue my dream of helicopters. I was always overwhelmed it seems with being overwhelmed by the amount of information one is to learn. Until that is I came across your channel. You present instruction in a manner I can easily.understand and retain which gives me the confidence to get after it. I hope you continue to instruct and open more doors some didn't think they could pass through. Thank youu for your service. It was medevac blackhawk crews that plucked me out of fight and saved my life. Anywho, thank you and 'stay in the fight)
Wow, I didn't realize there would be THAT much of a difference between IAS and TAS! I'm fairly new to the helicopter community and everyday I learn yet something new! Mark
You forgot Equivalent Airspeed between CAS and TAS. Compressibility may not be applicable to helicopters, but it is still very important in explaining of how to calculate TAS.
Hi Jacob. Great vedio as always. I was wondering if you can highlight about GS and it's use in different manoeuvers. Like, how much GS affects the take off and approach or Autorotation. Should we always do those manoeuvers following KIAS or at times GS can be handy too. Wish you good luck for upcoming vedios. Thanks again.
You can’t do that in normal operations, because you would have to place your pitot and static probes/ports in an undisturbed position, wich would require a very long probe on the nose of the airplane/helicopter. You could get rid of the position failure by doing so, but even then you could still have the instrument and installation failure. No question is stupid, especially not in aviation!! A “stupid” question will one day save your life 👍🏻
2+2=4 minus 1 thats 3 Quick maths :-). Thanks Jacob I was wondering where that e6b was good for. As lessons are postponed here in Holland due to Covid measures.
Jason, Thanks for these great concise videos !! I'm not a pilot, but I love helicopters and enjoy spotting the various kinds. I'm also an RC heli pilot. Since this video is on airspeed I thought my question might be related. I've seen many videos about how to operate helicopter controls, but I've never seen one on how pilots maintain a steady forward speed while cruising. With my Rc helis I have to give it short forward cyclic inputs and then return to the neutral position or it will soon over speed. Is this the case in real full-sized rotor craft flight? Thank You!
From what I've learned from sims, is to maintain forward airspeed it's a consistent slight forward hold on the cyclic, and with the right collective position, you will maintain altitude and airspeed. (In a perfect scenario with no wind or air pockets, of course) *Edit: you're usually holding a less than a -5° pitch.
M H. CG won’t have an effect on true airspeed specifically. But CG does affect things like cyclic displacement limits which could affect controllability if too far forward or aft.
First off, please get I’m not one of those angry guys just poking holes in your video :). But 1) Indicated airspeed … that’s something as pilots we all understand, 2) you did a great job of explaining how you get from Calibrated airspeed, to true airspeed … I agree with everyone else here ….BUT 3) What I PERSONALLY didn’t understand from the video is ( again, I could just be a knucklehead and should get it…seriously, that’s an option here :) ….Calibrated Airspeed … Sure my Commander gives me a chart that says at 28 HG, and XX temp, at XX Altitude …. TAS is x or y or z …. however …..Those charts are pretty much useless when some commander owners have wing gap seals, some have the gear biscuits, some have lesser empty weights, etc etc etc …… My question that I still have is …. What is “Calibrated Airspeed?” exactly, and can you give a few specific examples of how you get that, and how accurate/trust worthy the “manufacturer” charts/etc is …. and is there a way to get it otherwise? Honestly, maybe my question doesn’t make sense because I’m missing a core concept here ……but that is LITERALLY why I am asking it :) !! Your video did help a lot and was a great “To the Point” …not a long-drug-out-video to pump up your “time watching” …which I GREATLY APPRECIATE ….Any chance you can help explain “calibrated” more/with examples? I can translate Helicopter to airplane…so feel free to do it with what you know the best ….. Thanks man!! I appreciate it! And already learned something that matters, from this short…to the point..video … which as I said, I really appreciate! Phil
This is by far the best, most easily explained, and simple to understand video on understanding these different airspeeds I've seen.
I still wasn't able to grasp this even after a month with my instructor that you just brought home for me in a few minutes.
You have an awesome teaching style, even though that video was 9 minutes, it literally flew by and felt like it was 2 minutes...
Thank you, thank you, thank you!!!
Finally someone who makes sense! Ive watch so many people who explain base by the textbook definition which doesn't help at all...
Thank you 🙏🏼
Shalom Jacob
Boom
Great video lesson sir. I can see an entire lesson on the E6B in our future.
I hadnt heard before that calibrated was figured off of charts. If IAS can be in slight error because of varying mechanical issues how can a set chart accurately revise it more correctly?
Sir thank you for your instructional gold mine of understanding the basics of complication. I'm a former wounded grunt that is pursue my dream of helicopters. I was always overwhelmed it seems with being overwhelmed by the amount of information one is to learn. Until that is I came across your channel. You present instruction in a manner I can easily.understand and retain which gives me the confidence to get after it.
I hope you continue to instruct and open more doors some didn't think they could pass through.
Thank youu for your service. It was medevac blackhawk crews that plucked me out of fight and saved my life. Anywho, thank you and 'stay in the fight)
always clear explanations of complicated things *thankyou*
Manmy Thanks, really good info. just ordered an E6B
I never found a video explaining concepts this well. Great video!
Well done Jacob. As mentioned by other viewers E6B seems as a natural choice for a next video. Thanks for your time and effort.
Wow, I didn't realize there would be THAT much of a difference between IAS and TAS! I'm fairly new to the helicopter community and everyday I learn yet something new! Mark
In jets, the difference between IAS and TAS is often ~100 percent. 230 indicated turns out to be 460 TAS for example.
@@xyzaero makes sense! The higher you are, the thinner the air and the faster you go...
That use of the E6B was great. Just pick it up, use it for what you need and off to the side it goes. That was boss.
Nice explanation. Thanks.
Well said. Great for any kind of pilot! thank you.
Learnt lots. Good job!
Great video!
You forgot Equivalent Airspeed between CAS and TAS. Compressibility may not be applicable to helicopters, but it is still very important in explaining of how to calculate TAS.
Really helpful!!
Thank you for the video. A lot of people really appreciates what you are doing. How does ground speed fits into this?
Hi Jacob. Great vedio as always. I was wondering if you can highlight about GS and it's use in different manoeuvers. Like, how much GS affects the take off and approach or Autorotation. Should we always do those manoeuvers following KIAS or at times GS can be handy too. Wish you good luck for upcoming vedios. Thanks again.
This is going to sound really stupid, but... why not just correct the instrument, rather than having a chart for calibrated airspeed?
You can’t do that in normal operations, because you would have to place your pitot and static probes/ports in an undisturbed position, wich would require a very long probe on the nose of the airplane/helicopter. You could get rid of the position failure by doing so, but even then you could still have the instrument and installation failure.
No question is stupid, especially not in aviation!! A “stupid” question will one day save your life 👍🏻
2+2=4 minus 1 thats 3 Quick maths :-). Thanks Jacob I was wondering where that e6b was good for. As lessons are postponed here in Holland due to Covid measures.
Thank you so much!!
Now do Ground Speed. Great job: simple and to the point
Jason, Thanks for these great concise videos !! I'm not a pilot, but I love helicopters and enjoy spotting the various kinds. I'm also an RC heli pilot. Since this video is on airspeed I thought my question might be related. I've seen many videos about how to operate helicopter controls, but I've never seen one on how pilots maintain a steady forward speed while cruising. With my Rc helis I have to give it short forward cyclic inputs and then return to the neutral position or it will soon over speed. Is this the case in real full-sized rotor craft flight? Thank You!
From what I've learned from sims, is to maintain forward airspeed it's a consistent slight forward hold on the cyclic, and with the right collective position, you will maintain altitude and airspeed. (In a perfect scenario with no wind or air pockets, of course)
*Edit: you're usually holding a less than a -5° pitch.
@@MyKillerson Thank You !!!!
Have you done a video purely on how to use an E6B? I’d watch that so many times.
Use an electronic E6B. Makes more sense and has more options.
I love your explanation! Do you have a good way of explaining how CG affects true airspeed? Thanks!
M H. CG won’t have an effect on true airspeed specifically. But CG does affect things like cyclic displacement limits which could affect controllability if too far forward or aft.
Good vídeo 👍🏾🚁
nicely explained
I am not tired to say, thanks
Well explained
Good one thanks
thanks for the video and your effort so far! so basically CAS= IAS with altitude and TAS= CAS with temperature?
Leo Wu. Not quite. CAS=IAS adjusted for instrument errors. TAS=CAS adjusted for air density (altitude and temperature).
Helicopter Lessons In 10 Minutes or Less thanks! got it sir
First off, please get I’m not one of those angry guys just poking holes in your video :). But 1) Indicated airspeed … that’s something as pilots we all understand, 2) you did a great job of explaining how you get from Calibrated airspeed, to true airspeed … I agree with everyone else here ….BUT 3) What I PERSONALLY didn’t understand from the video is ( again, I could just be a knucklehead and should get it…seriously, that’s an option here :) ….Calibrated Airspeed … Sure my Commander gives me a chart that says at 28 HG, and XX temp, at XX Altitude …. TAS is x or y or z …. however …..Those charts are pretty much useless when some commander owners have wing gap seals, some have the gear biscuits, some have lesser empty weights, etc etc etc …… My question that I still have is …. What is “Calibrated Airspeed?” exactly, and can you give a few specific examples of how you get that, and how accurate/trust worthy the “manufacturer” charts/etc is …. and is there a way to get it otherwise?
Honestly, maybe my question doesn’t make sense because I’m missing a core concept here ……but that is LITERALLY why I am asking it :) !! Your video did help a lot and was a great “To the Point” …not a long-drug-out-video to pump up your “time watching” …which I GREATLY APPRECIATE ….Any chance you can help explain “calibrated” more/with examples? I can translate Helicopter to airplane…so feel free to do it with what you know the best ….. Thanks man!! I appreciate it! And already learned something that matters, from this short…to the point..video … which as I said, I really appreciate! Phil
Lol so confused how 12 people can give this video a thumbs down.
You can’t please everyone.
Your work. Thank you.