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.
Other factors to consider: condition of runway, slope of runway, actual power developed by engine, fairings on or removed, dirty airplane, condition of tires.
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.
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!!!!
Robert Martinez Thanks so much! We’re glad we could help!
Maybe the best video I've ever seen about Performance. Thanks !!
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
Can’t even begin to explain how much this video helped me. Performance has always been a little bit of a struggle! Not anymore!
James Giacobbe Glad we could help!
meteorology has been my struggle!
wow, the explanations were so good! really good to review this stuff once in a while!
I used these videos to study for the ASTB and they were super helpful. Thank you!
never was taught performance or how to use these charts during private…. i finally understand it in my instrument training! thank you!
This video is better then my full private pilot presencial course!!
TRUE for me also ! ;) But I use it for my EASA ATPL !
Led Santos I Agree!
Grande mestre Led Santos
100%
Why is it always like this though
GREAT video! Graphics are terrific and convey concepts clearly.
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!
Another simple and useful explanation, thanks for the video!
great videos, thank you!
I appreciate this video so much. Thanks for making it make sense. Written test coming up and I needed all of it to be broken down. Thanks again!
Just Brillant !! Simple and straight to the point. Huge help understanding basic concept. Thanks a lot
Excellent, easy to understand, and very well described all phases of airplane performance. Thanks
Great presentation ....sounded like he new his stuff.
fantastic video . excellent way to explain this subject. 10/10
Phenomenal video! Thank you for sharing this!
This is a great informational video. Thanks for sharing!
Great video and great timing! Just started working on short and soft field landing. Keep these videos coming please!
Thanks, Jimmy! Good luck on those landings! Remember.....keep your eyes up in the flare! :-) And be sure to watch our videos on Shorts and Softs.
Fantastic work
Believe me or not, this explained our Performance course in ATPL better to me than the class itself.
Which license did you got?
wow excellent video very technical thanks a lot
This is the number one vidoe on the matter! Thanks.
i learned more from this video, then I've learned from Aviation school.
It’s crazy that I didn’t have to pay for this video.
Thank you. Plain English and easy to understand.
Great, very informative video! Thanks!
من افضل القيدويات التي شاهدتها
Super información I love it. Thanks great 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.
This is so good! A lay man can understand. Amen.
Great vid, bettet than my ppl course!
best explanation
Best for beginners!
Great Video, thank you!
I love your videos, well explained
Wow, what did I just watch?!?!? So so helpful!!! Times a Billion!!!! :D :D :D
Please have more videos loke this!
Great stuff! Thanks!
Excellent Tutorial ERAU!
Thank you so much!
Great video make more!!!
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.
Wow , well explained
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.
عبدالله رضوان
JESUS IS LORD ✝️❤️🙏
great video.
Great video
Wow lol. Great video 👏🏼
But , I think you explained reverse for Head and tail wind performance..When we have head wind the take of distance should be more right?
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.
Why use a mixture of metric and imperial measurements? Better to use Hectopascals for barometric pressure. 1013 Hp at MSL (ISA)
Altiturd!! 😂
Best video I've watched
nice video
At 14:04 video says 20 deg above std temp is 27 deg, shouldn't it be 35 deg since std temp is 15 deg ?
Very useful.
couldn't be better!!
thanks , top bloke
Other factors to consider: condition of runway, slope of runway, actual power developed by engine, fairings on or removed, dirty airplane, condition of tires.
1000 feet per inch of mercury. 29.92 + -30.1 x 1000= -180.....5000+ -180= 4820 feet. Right?
Why does a decrease in air density need a longer runway to land? Is that due to the drag needed to come to a complete stop?
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.
11:36 so this guy explain weight and balance in a simple form of calculating?
🙏🙏
at 11:12 where did the 20% come from?
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
Why heavier weight will get slower cruise speed than lighter weight? How?
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.
Thank you so much, your video was so good.
Best aircraft performance
Option:
Cold dry day at low altitude
Hot day at low altitude
Damp day at low altitude
This video is better
If I use the equation: density altitude = PA + [ 120 x (OAT - ISA) ] ... I come up with 4715 and not 4600. I wonder why ?
Could one use these videos in place of purhasing King's program?
«… The higher humidity the lower density….”……..
It’s not correct
The opposite is true…
3:20
Who else hears "altiteuuuuuuers"? The amount of u's varies with pressure.