What a great video, thanks a lot for the time you have put to this. Its so nice to see videos like this when you want to brush up for theory knowledge! THANKS A LOT!!!!
I learn a lot from these videos than my 4 years program of Aeronautical Engineering in China. thanks very much from saving us from the stress of going to class but learning nothing
So easy? Well, I don't always learn basic principles of air density, pressure, and temperature effecting my aircraft's performance, but when I do it's EMBRAER RIDDLER to the rescue. Seriously, super excellent video guys and girls. Keep up the good work!
So the equation you flashed up appears to be for an input in temperature of Fahrenheit, not in Celsius. And then you go on to reference standard atmosphere in Celsius. Which was confusing.
awesome video. Just one question, I did not really understand: A number of climb speed decrease while Pressure altitude increase... Is it means: 1) When Pressure altitude increase I need to slow down climb speed or the speed will slow down by itself? 2)Pressure altitude increase because of we flight up or it can depend on how high the airport above of sea level, or both of it possible correct.
Pressure altitude increase means; there will be less air molecules, so your propeller aircraft's performance will drop. 1) You don't slow down, you want to climb faster but you can't. Imagine it like swimming in a pool and swimming in a sea. You will float easier in sea because it's salty which means it's density is higher. The concept is exactly the same. 2) Both mean the same thing and correct.
5:34 So hold on. If today's setting is 30.10, then WHY, exactly would I have to set my altimter (6:10) to 29.92 to get 4835ft?! (not a pilot here, not even PPL). Help! Anyone?
There are 2 ways to calculate the pressure altitude. You can either use the table in the density altitude chart, or you can set the altimeter to 29.92" Hg and it will show the pressure altitude. So if you did one, you don't have to do the other one.
Nope. When more air is flowing over the wing (i.e. as with a head wind) you get a faster indicated airspeed. That is why you always try to takeoff into the wind---it reduces the amount of ground roll prior to rotation speed.
Bradyn Norris I imagine, it’s because, at a lower air density, the aircraft has to fly at a greater true airspeed to produce the required amount of lift necessary for a given descent rate. This increase in true airspeed at touchdown means an increased ground speed. Due to the higher ground speed, it takes greater stopping distance before the aircraft can come to a complete stop. Hence, the aircraft needs a longer run away to land at high elevation airports.
@@shreedhar333 Exactly. This is because we have to spend most of the aircraft's energy before touching to the ground so we float in the air and that takes distance.
Question, When adding the pressure altitude factor to your altitude would you use your altitude that is above MSL or AGL? Like if I’m flying over Denver at 6000 MSL but only 1000 AGL which number would I use
Basically, a heavier airplane will require more lift than a lighter airplane to overcome the added weight. In order to increase the lift in cruise flight the heavier airplane must be flown at a higher angle of attack. Any increase in lift results in an increase in drag. The resulting drag increase causes a slower cruise speed.
Other factors to consider: condition of runway, slope of runway, actual power developed by engine, fairings on or removed, dirty airplane, condition of tires.
