I'm a CFI in Kansas City, and I'm thinking about starting a video series addressing common misconceptions or under-served aeronautical knowledge areas. This one is about the types of altitude...
@@teffair Oh, don't get me started... We could be doing WAY better than we are. The EPA has been on the industry for years about getting the lead out of fuel... It's tough to get solid anti-knocking properties without it. The 100 "VLL" (very low lead) program hasn't really caught on. BUT, we could be doing lots more with electric engines like in parts of Europe. Not to mention aerodynamic improvements like next generation winglets, better wing design to reduce induced drag, etc. Remember, modern aviation is still very new. Just getting started really!
Very helpful. One thing though, when you set the altimeter to the current setting at an airport, is it able to read the elevation of the airport because of the pressure difference between the current setting and the standard pressure of 29.92?
Please continue making these videos. This helped me tremendously. All other videos seem to over complicate the different types of altitudes and make it hard to apply it to real world scenarios.
Maybe I’m just confused, but you said if we’re flying at 3000ft MSL, and our pressure altitude is 2800ft, the airplane would fly better. How? I thought since the airplane would think it was flying lower, it would fly worse since air is thicker as you go down?
Hi, Christian. An increase in air density allows for improved aircraft performance because the aerodynamic forces are increased (for example, more thrust).
Dear sir video has detailed explanation but if the temp is 12 degree and pressure altitude is 2800 feet then density altitude should be apex 2800- 1500( 1000 ft every 2 cm so 15-12=3 cm difference so 1500 feet to be deduct that’s why DA= 1300. Am I correct or misssing somewhere., Thanks
