Great start on the topic. I think it would have been helpful to plug some values in for rho and V and show what comes out at different elevations to illustrate explicitly how 0.5*rho is overcome by squaring the value of V resulting in improved efficiency at higher elevations. That said, I still really like your approach and animations!
Throw in something like "and above a certain altitude, there's not enough air to keep the engines working properly" and you'd have answered the second half of the question, which is "so why not just fly at 100k ft?"
I need help can some clarify my doubt. So in the lift formula density is, density of the air enveloping the wings and flowing as a/c speeds up, but if density is directly proportional to lift. How does L (lift) increase when density decreases or velocity or area of the wings decrease?! Also what is important the factor CL or the resultant force L (lift) Cause if you try to find/improve CL(coefficient of lift) you have to decrease density, velocity and area of wings.
This is what I thought, however I think now that the difference between TAS and IAS is not the main reason for aircraft to fly so high. It is rather the turbine compressor higher efficiency at higher altitude. Consider that above the crossover altitude the TAS is decreasing with the increasing altitude (till the tropopause) since aircrafts climb at constant mach number for not overtaking the MMO... Watch: ua-cam.com/video/M4xbnwgq5v8/v-deo.html
Indicated Air Speed (, Calibrated Air Speed) and Equivalent Air Speed are said to be basically the same thing. Differences so small that they are negliable, so official learning sources and examiners use them interchangeably. But to be accurate IAS corrected for instrument and positioning errors creats CAS, CAS corrected for compressibility errors creats EAS. Remember; ICE-T Is a Pretty Cool Drink, -> IAS, CAS, EAS, TAS - corrections: Instrument, Positioning, Compressability, Density. (Additionally, TAS corrected for wind creats correct speed to the surface, Ground Speed, GS.)
Great start on the topic. I think it would have been helpful to plug some values in for rho and V and show what comes out at different elevations to illustrate explicitly how 0.5*rho is overcome by squaring the value of V resulting in improved efficiency at higher elevations. That said, I still really like your approach and animations!
Fantastic videos!! Many thanks from the UK
Glad you like them!
Makes sense 💯
1:16 Can you explain how the wing surface area changes throughout the course of flight ?
Good question. Some flaps change the surface area.
@@flightclubonline fowler flap can do
Oops, i just partly understood, but lost in the 2nd half
Throw in something like "and above a certain altitude, there's not enough air to keep the engines working properly" and you'd have answered the second half of the question, which is "so why not just fly at 100k ft?"
I love the simplicity and clarity of your animations - they are brilliant! :D Greetings :D
Hey, thanks!
I need help can some clarify my doubt.
So in the lift formula density is, density of the air enveloping the wings and flowing as a/c speeds up, but if density is directly proportional to lift. How does L (lift) increase when density decreases or velocity or area of the wings decrease?!
Also what is important the factor CL or the resultant force L (lift)
Cause if you try to find/improve CL(coefficient of lift) you have to decrease density, velocity and area of wings.
Good
Thanks
This is what I thought, however I think now that the difference between TAS and IAS is not the main reason for aircraft to fly so high. It is rather the turbine compressor higher efficiency at higher altitude. Consider that above the crossover altitude the TAS is decreasing with the increasing altitude (till the tropopause) since aircrafts climb at constant mach number for not overtaking the MMO... Watch: ua-cam.com/video/M4xbnwgq5v8/v-deo.html
useful!!!!
Glad you think so!
Why is the density formulae as 1/2 ?
What about jet streams?
Why is Indicated Airspeed stated with (EAS)?
Since 1/2 * p * V^2 = IAS, I believe they used EAS by mistake.
Indicated Air Speed (, Calibrated Air Speed) and Equivalent Air Speed are said to be basically the same thing. Differences so small that they are negliable, so official learning sources and examiners use them interchangeably. But to be accurate IAS corrected for instrument and positioning errors creats CAS, CAS corrected for compressibility errors creats EAS.
Remember; ICE-T Is a Pretty Cool Drink, -> IAS, CAS, EAS, TAS - corrections: Instrument, Positioning, Compressability, Density. (Additionally, TAS corrected for wind creats correct speed to the surface, Ground Speed, GS.)