The Airspeed Bible: Everything Pilots Need to Know! With CAPTAIN JOE

[@samuellagin9732]

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.)

[@CKM1109]

I'm more of a pussy cat dolls fan

[@tafsirhossain8014]

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 KZbin. 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.❤

[@ahmedmahomed]

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.

[@mendel5106]

Your explanations are comprehensive. Keep it up!

[@antoniog9814]

Thank you Capt. Joe for this elaborate explanation. It made things much clearer and relatable. 👍

[@mytech6779]

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.

[@Ztbmrc1]

Very interesting lesson!

[@hashaliphilemonasher6136]

Captain have been quiet for a while. Welcome back Captain 🙏✅💪💪

[@flywithcaptainjoe]

I have uploaded a video every Thursday for the last three months.

[@emekauzo5358]

Well done, Captain Joe! 👍👍

[@ZINDJGABECORDERO]

This really is a great review since I learned all about what you discussed in my pilot ground course ❤

[@johnerdam961]

Very well explained, thanks!

[@janedeering8716]

Excellent... ty

[@Darisiabgal7573]

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.

[@lucilenepomacena6025]

Ótima noite para todos

[@TheDerwisch77]

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?

[@MikeHalsall]

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.

[@TheDerwisch77]

@@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...!?

[@MikeHalsall]

@@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.

[@ProfsrXAV8r]

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.

[@ProfsrXAV8r]

@@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.

[@hamentaschen]

Wow. The gravity point is center for flyings. A jet wings on high golden meltings. One time only please.

[@Ray_of_Light62]

Thank you Captain Joe! Greetings, Anthony

[@alexkazzeo6208]

Great video, not only for the novice.

[@narekvoskanyan2248]

Thank you, it was very interesting

[@robertnowaczyk5847]

Is it really a sound barrier depiction or a vapor cone simply? At the shoot with the naval carrier.

[@ethanboyd7843]

There's a minimum bus speed too, it's in a movie.

[@PRCOM]

Evening Cpt Joe. Just want to wish you and family are merry Xmas and all the best for 2025

[@carmensieb7876]

Excelente ❤❤

[@Onir500]

Professor Joseph!

[@major__kong]

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.

[@galantonp]

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?

[@ahmedmahomed]

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.

[@michaelturner4457]

The jet stream makes a difference when flying east or west. Like it's usually faster flying America to Europe, than the other way.

[@ProfsrXAV8r]

Only in the sense that the rotation affects the direction of the prevailing winds (at least for any practical purposes)

[@vikingamannen]

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.

[@mytech6779]

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.

[@ProfsrXAV8r]

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.

[@tryfonpanagopoulos5999]

Good job 👍

[@БогданПетрук-т3б]

❤❤❤❤Ви чудовий капітан

[@VEJ2]

Don't multiply your GS x5 but devide it by 2 and multiply by 10 . (GS/2 x 10). Much simpler.

[@gordonbarnes8229]

How do pilots know their speed over the ground such as crossing an ocean with no visual references on the ground itself?

[@mateuszpajac]

Can u give me some keys?! 0:45

[@Decent_GameplayBG]

Likes are raining over the video 😅

[@zooloo2345]

Und jetzt das Ganze auch auf Deutsch!

[@flywithcaptainjoe]

To become a pilot you need to understand English 😘

[@flyingiacomo]

Chicken Tikka Masala for everyone

[@Kari-z1o]

❤❤❤❤❤❤❤❤❤❤❤❤❤❤❤❤

[@jameswebb2856]

If you are a captain why do you only have three bars on your epaulet?

[@M1ch4ln0w1t5ch]

Because it is Shorter than First Officer Joseph "Joey" Diebolder

[@mytech6779]

Because he was an A320 captain when he started the channel, then he changed to a different company as 747 first officer.

[@jorgepl3556]

Bible is not an adequate expression😢

[@KensHobbies409]

KIL -- O -- METRE!!, NOT Kilawemetre!!!!!!

[@mytech6779]

It is pronounced NOT-IKL-MY-L

[@KensHobbies409]

@@mytech6779 Remember Your VOWELS__A,E,I,O,U & Sometimes Y. KILO is one word itself meaning 1000.