I'm an air traffic controller. I love your explanation P - Pilot C- Controller ………… P: Bombay approach, Air India 124 heavy.. C: Air India 124 heavy, Bombay approach heavy.. P: Confirm approach heavy.. C: Affirm, I'm 121 kg P: Roger (chuckling) ………… Funny chat shared by one of my instructors with a pilot during his active duty at VABB.
@@PlanesAndGames732 That's a super heavy or "super" Following aircraft Minimum radar separation Preceding aircraft Super Aircraft Following and distance: Super 4 NM Heavy 6 NM Large 7 NM Small 8 NM Proceeding aircraft: Heavy or a Boeing 757[8] Following: Heavy 4 NM Large 5 NM Small 6 NM
Joe I'm not a pilot, I never fly, I'm 71 and a female and really enjoy your videos. I'm amazed at how much you need to know, remember and be able to grab out of your memory at any moment. I'm totally impressed and have learned what a fabulous piece of equipment a jet airplane is.
Very cool. I just thought that "heavy" meant a large, fully loaded aircraft. We live close to an airport, so there are 7-6-7's and 7-5-7's (cargo) flying over quite often. Where we live is quite quiet. So much so, that you can hear the wake turbulence wooshing around above you after the plane has passed. Really cool sound!
The amount of information pilots, and especially traffic controllers, deal with at any given moment of time is hard to believe. Props to the super multi-taskers!!!
Excellent vid. Have studied physics and engineering but never ran into this. Wish I took pilot training, but told you have to put up about $80.000 to become commercial or airline pilot. Back in 1985, coughed and went to oilfield. Life missed
You can always do it as a hobby (that is get a private pilot's license and an instrument rating). In the US, a PPL would cost you around $15,000 and an instrument rating another $15,000, including the 50 hrs of required cross country. (but you don't necessarily have to get it, if you don't plan on flying in inclement weather). I'm an Engineer too. Just graduated 3 years back in Electrical Engineering and Computer Science from UC Berkeley. I started PPL training back in 2016, and at that time was going to do it, mostly to satisfy my passion for aviation. But when I got my PPL about a year back, the "pilot shortage" began to really make headlines. So I'm now finishing up my instrument training and might give a professional pilot career a shot. And at 39 years, I'm not all that young, either!! As a kid, I always wanted to be an airline pilot, but as you said, it's insanely expensive, and back then the airline industry was very volatile and unstable. And, after spending all that money, you had to work for a quarter of your life at slave wages, in terrible working conditions, before you started making some decent money. So it did not make sense at all. If I was faced with that choice today, would I do it differently?? Absolutely NOT! Yes, there is a pilot shortage right now, but the airline business is always extremely unpredictable! Stuff like 9/11 or a global economic crash could turn things around on a dime! So I would always recommend to anyone, to get into a stable field like engineering or a health related field (Doctor, nurse, pharmacist etc.), work a couple years to gain experience and THEN pursue a professional airline career. That way, you have an "out", and also you can do it on your own pace, with the money you make at your primary job to fund the training! (as I did). The beauty of it (at least for me), is if I don't like it, or things in the airline business go south, I can always go back to what I'm doing now, considering my qualifications and experience!
My high school had a course in aviation back in the late 1970's and we learned the basics of flying a plane including several flights operating Cessna's. At the time, we were told that the most cost effective way to get training in aviation was to join the military. Put in several years as a military pilot and then retire to join an airline. This was especially true if you wanted to fly helicopters.
Whoever told you that it cost 80k was lying or ignorant. It doesn't cost no where near that amount. 20k should do you just fine and you might wanna get an extra 10k for extra flight hours.
@@747-pilot So what about flying for commercial cargo carriers instead of passenger airlines? I would expect hiring criteria, experience, would be different? Would that provide another more viable to pursue your passion? I'd like to know your thoughts. I've always loved planes and the thought of being able to fly. Never pursued it. At this stage of the game (62) I don't think it's feasible. $ being the biggest factor. It would be a shame if you didn't pursue the dream after all the time, training, and experience you've acquired. ✌🇺🇸
@@georgeb8701 From what I know, there is virtually no difference in terms of hiring criteria etc. between the airlines and cargo operators. One of the reasons is, for the most part, they operate the same kind of aircraft as the airlines, except that they are the freighter versions. And most of them are considered "major carriers" anyways (like Fedex, UPS, Cargolux etc.). Besides, a good chunk of them are just Freight divisions of the airlines (like Cathay Pacific Cargo). While I'm one to always say "age is just a number", I think at 62, it would be unrealistic to make it to the major airlines, but if you REALLY wanted it bad, you could at least fly as a First Officer, for the REGIONAL AIRLINES, as they have a very severe shortage. That said, as you correctly pointed out, it would require a lot of $$$ as you would have to do it very quickly (going the accelerated training route), and then start building your time at breakneck pace, as a flight instructor, to build the required 1500 hours needed to fly as a First Officer. Theoretically, you could do all your training and instructing in about 1.5 years, and then then fly for another 1.5 years for the airlines. And considering the severe shortage of both flight instructors and pilots at the regionals, a super dedicated person could definitely pull this off. However, there is no denying that the above scenario would be very challenging, and you would have very little buffer to make mistakes or fail. So, IMHO, a more realistic option at 62, would be to pursue it a hobby, and even possibly a career in FLIGHT INSTRUCTING. There is no age limit to how long you can instruct, and I know a couple really great instructors in the early-to-mid EIGHTIES doing it a nearby school!!
I Lived near Mascot airport in Sydney, planes came over so low you could see passenger's faces.A noise that we would hear is this back and forth swishing sound after the plane landed, it was like stereo channels left right playing in the sky, this was the swirling vortices from the Jets. An eerie sound.
Wingtip vertices also reduce fuel efficiency, which is precisely why many aircraft have winglets on the tips of their wings to decrease these vertices.
I'm no pilot and have no desire to be one but somehow these pilot videos were in my recommended and I am now on my 3rd vid.... overall am not disappointed, everything said was rather interesting.
Back in the 1970s, I remember seeing an article in Scientific American re wake turbulence. What was really cool about it was the FAA testing facility in NJ that had tall towers separated far enough apart for a commercial airliner to fly through. The towers had smoke cannons aiming at each other in various colors. The wake turbulence was dramatic. Excellent explanation, Captain Joe. Cheers, Bob.
Good work, Captain! Especially regarding the Concorde! I started my aviation career working the ramp at JFK and would time my breaks to watch Air France and Speedbird take off and land, two airplanes in the morning, and two in the evening. It never got old!
A glider flier a little higher that the tug plane so that it does not get destabilized due to the wake turbulence of the tug plane. Also this is why the tail horizontal stabilizer (the one with the elevators) is sometimes placed higher than the main wing or have a dihedral or anhedral to get out of the way of the wake turbulence caused by the main wing.
As far as i experienced there's a lot more trouble from the engine of the tug plane, and that's the main reason to stay above that ;) And about the horizontal stabilizer mounted higher than the main wing there are several reasons, that one probably also but i mostly heard about resistance for high grass and ease of disassemble :)
Most modern gliders have their horisontal stabilizer mounted high for several reasons, main reasons being: 1 - Fewer parts and simpler connection / control hook-up when rigging/de-rigging 2 - Simpler structure = lighter parts 3 - Out of the way relative to tall grass / ground obstacles in the event of an outlanding and general ground handling. 4 - Stabilizer is kept outside the turbulence coming off the fuselage & wings. The tug do create wake turbulence but the glider need to be below the tug in order to feel it. The ideal position of the glider relative to the tug is in the direct line between propeller axis and tug stabilizer. In this position the tug pilot will feel very little, if any, vertical pull from the glider trailing behind.
The glider flying above the towplane to avoid wake turbulence is not strictly true. There are two positions, high tow, which is just above the prop wash of the tow plane, and low tow which is just below the prop wash. High tow is normally used for launching and low tow used for cross country tows. Personally I remain in high tow for the early climb and then switch down to low tow for the climb. With modern gliders the low tow position tends to be more stable and lessens the likelehood of losing sight of the tug, very bad news as the immediate action if you do lose sight of the tug is to release.
@@charlesbecker3470 Tailplane anhedral is used to increase pitch down elevator authority at high angles of attack, high alpha in todays parlance. It ensures that at least part of the elevator is not in the dirty air of the wing, so the answer to your question would be yes. One of the best examples is the F4 Phantom. A T tail has the same effect and is fitted to a large number of modern gliders for that reason and it lessens the opportunity for damage when landing out in unprepared fields.
As a non-pilot I just enjoy these explanations. The math, angles, vectors etc, I used ,yonks ago, when in training for submarine fire control, to get the torpedo to the target. STD is not a disease rather speed x time = distance. Thanks again. Narragansett Bay
I train at a flight school in Renton, WA, USA. This happens to be where Boeing's 737 factory is and so they are parked all over the airport and often takeoff from infront of us. I was in a Cessna 162 skycatcher (classified as light sport aircraft), taking off after a 737. The tower said I was cleared to takeoff as soon as the 737 departed. My Instructor quickly got on the mic and said uhhhhh we're gonna wait a bit.
This is your pilot Captain Butts speaking we have run out of fule. At this time we are asking ALL passengers to please strain and pass as much gas as possible to enable the engines to start up again so we can land safely. The flight attendants will be moving down the isles passing out cans of beens to help you in this endeavor. Thank you for your cooperation.
I saw a dog run onto the runway at LAX 24L. Yep, a B767 was taking off. The dog went in the air 20 feet, spun 2 times. He died. The wing vortices are really powerful. Deadly.
How come there’s ever so often turbulence right when you get an in-flight meal or drink served?! The whole flight can be calm when you don’t try to eat or drink anything, but as soon as the flight attendant comes with drinks or food, it’s like that funny old Jeep test video. Is it just Murphy’s laws? Or is it a conspiracy by the turbulence gods?
I've been getting into listening to ATC recordings recently, and was intrigued by the Antonov AN-225 and the Super on its callsign. Not to mention the bustle of the airport services running around picking up the chunks it tore out of various places on takeoff and landing.
Extremely well explained, even to a sailor like me! A similar set up with respect to fluid dynamics. Eg, a ship with props rotating at full speed and then requiring an emergency stop does not put props in to full reverse as the turbulence caused by the props renders the water to be TOO fluid as to have no measurable effect. The best course of action is to put props to medium speed initially and depending on the situation gradually reduce the speed until reverse will have some effect. This was related to me by a Master Mariner and I THINK I've got it right... however, I am happy to be corrected.
I will never forget that time when I was on a flight landing in LAX. As we were approaching the airport, all of a sudden the plane tipped over to the right at a 90 degree angle. I was staring at the roofs of these houses straight down. We all screamed and thought we were going down. We recovered shortly after and then the pilot came onto the PA announcing it was weight turbulence. That was how I learnt the term. It was horrifying and I hope never in my life again.
I've been gone from ATC for 20 years (after a 30 year career), so some things might have changed a bit. However, the threshold of "heavy separation" was triggered by the max gross weight capability of 300,000 lbs. For us in the center it only meant a mandatory five miles (which we used most of the time, anyway, especially after digitized radar came in). It was in the approach control/tower environment where it had more application. Interestingly, although the "heavy" label wasn't used in communications and they didn't meet the weight requirement, after the B757 was introduced, it was found that it generated roughly the same wake turbulence as its big brother, the 767. We were to apply the heavy separation to it as well. The A380 came out long after I retired, so I never worked one, I was surprised, after years of heavy 747s to hear of an even higher weight classification (super) and the attendant increased separation standards. Back in the '80s when the Air Force reengined many of their KC135s, it came to my attention that they were capable of 300K pounds (even if they weren't loaded to it), but the AF never filed them as H/KC135s. I lobbied loudly that they should, and eventually they started doing it. Was that little ol' me, out in the sticks at ZAU (Chicago ARTCC)? Who knows, but I'm proud I made some noise about it.
No chance of me becoming a pilot anytime soon, but I’m a curious bunny. I always thought it meant they were fully loaded etc. This makes far more logical sense. Thank you
Another great video. One thing though at 07:30, you can't always go around if you inadvertently fly into vortices from a 'heavy' as you may well not have enough control authority and no choice of where the aircraft will go. I remember being a student solo pilot in a C152 awaiting departure. A C130 Hercules 'heavy' took off and seconds later the tower cleared me for take off. Although I was fully awhere of the issues of this video, being a fresh new pilot and not wanting to upset anyone I slowly and cautiously taxied into the runway and lined up. I took my time but it had only been a minute or so... I opened the throttle to full and (just about) felt those little ponies pull me as hard as they could. I easily got airborne far befor the C130 ahead and climbed out. However I'd noticed the C130's climb angle was far greater than mine and when I was at a couple of hundred feet still above the runway on the upwind leg I intersected (found) his wake! Now I'm a very confident pilot who very much enjoys seat of the pants flying and throwing aeroplanes around the sky, but I will fully admit to not liking that experience at all! It was the lack of control and just being totally and dangerously blown around at extreme attitudes against my will despite all my corrective control inputs... After several seconds I had very clumsily traversed through this huge wake and my C152 started to fly normally again. I had learnt my lesson and then know, if you have reason to stop or wait, just talk to the tower and ask for separation!
You must have been at a military airport. Herc's and Spectre's don't land at civilian airports. And they fly different vectors than civvies! You should have "learnt" that in the beginning of your instruction and certainly learned it well by the time you solo. (Over-confidence kills, and NO pilot worth his salt "throws airplanes around the sky!")
Seriously I really learn a lot from Captain Joe's explanations . as often as I've flown commercial or private I have often wondered about a lot of things that I know are going on but do not understand. he answers those questions for me. even though I am a layman-nonpilot I do have and interest and do care. Thank you Captain Joe for taking the time to do these video's even for us "poor souls" that sit on board trusting our pilots and copilots.
Wake turbulence was one factor of American Airlines flight 587, an Airbus A300 crashing after takeoff in New York. He followed a 747 and encountered wake turbulence and then used aggressive rudder inputs that ripped the stabilizer fin off the plane.
Maybe passenger ultrasonic travel might be with Space X and or the BORING company in vacuum tubes underground. That might have a smaller cost compared to the $10k tickets of a concord. PS: I love the Concord and SR-71
You wont hear medium, but when flying light, you'll usually start your interaction with the planes model and n-number. "Las Vegas tower, Cesna 424KW with you 6000"
I'm not a pilot, never will be, but planes fascinate me. I live on the flight path of planes coming and going from the north to Atlanta, GA. Your explanations add so much to my understanding anything about flying. Thank you for sharing your knowledge with us.
Can testify that helicopter turbulence is a concern. I was taking flight lessons at a military airfield and found myself (and instructor) behind a CH-47 Chinook on approach. That shortly lead to the example of how to execute a missed approach as soon as we hit the wakes. :)
Have watched so many Aviation videos but did wonder about the "heavy" added onto some calls. Thank you so very much for this explanation! Made perfect sense and answered other questions I had as well! Most informative for this interested layman!
Once when I was a student pilot on the downwind leg of the pattern doing touch-n-gos the tower extended my leg a bit to allow an MD-80 to land ahead of me. I put the Cessna in a gentle ascent gaining about 100 feet. When my instructor asked why I climbed I said, "To stay out of that guy's wake turbulence." I got kudos for knowing that. Moments later I was cleared to turn on base. The MD cleared the runway just as I turned on final and we were in for another TNG.
He flew for Air Berlin for a long time He's only been flying cargo aircraft for a short period of time He could of easily flew on the same aircraft as C_J
Marty: Whoa, this is heavy. Doc: There's that word again: "heavy." Why are things so heavy in the future? Is there a problem with the Earth's gravitational pull?
Thanks to quarantine not only have I started learning Spanish but now I'm also hooked on watching these videos about planes and pilot lingos from Pilot with a beautiful accent. Lol #NeverStopLearning
I remember a tale told of a British Airways 747 at the end of the runway at heathrow asking permission to take off. The tower came back "Speed bird hold position, traffic on the runway. Tortoise" "Speed Bird, holding" Then after a few minutes the tower came back "Speed Bird cleared for take off, caution wake turbulence departing Tortoise" "Speed Bird, roger"
As a student pilot at 14 years old, we were coming into land at our local airport. Also operating out of that airport is a Air National Guard unit. They run C-130's. As We were on final in our 152, we near inverted and had to pull out. My instructor was quick to take controls, and take over all operations. We were not alerted prior to landing about C-130 operations. Evidently the C-130 had landed some 5 minutes or so before hand. So, they can last a good bit. I lived this, lol
I am learning to fly gliders. One of the maneuvers you have to practice on tow is called "boxing the wake" where in order to demonstrate you have full control of the aircraft you fly in a square around the tow plane's wake turbulence.
Hey Captain Joe you talk about wake turbulence how did bombers etc during the war fly so close to eachother without effecting eachother my grandfather was a captain on the lancaster bomber for the Royal airforce unfortunately he has passed so can't ask what he had to watch for when they fly in formation or is wake only during takeoff and landing, cheers
Actually, when flying in formation the WWII bomber pilot had to avoid the airflow caused by the propellers of the aircraft ahead because it will cause difficulty in maintaining position in the formation.
Keep in mind that the greatest instance of wake turbulence is in conditions of high drag/high angle of attack (approach to landing). Refueling is usually done at altitude (FL200 up to FL330, although those are not strict limits) which is generally at or somewhat below cruise conditions (no flaps and speed probably from .7 Mach to .78 Mach--I'm guessing on the speeds). While there is still some wake vortices due to the pressure differential between the bottom of the wing and the top, it is markedly lower than in approach configuration. As suggested in other comments, also the receiver approaches the tanker on centerline and from below. Fighters are different, in every respect. Wake turbulence (by definition) has nothing to do with the type of powerplant.
Dear Captain Joe, what an amazing educator you are. Over time, you've inspired me to pursue my pilot license... Cheers. Keep making these amazing videos. Yours, love from L.A.
Was a great WW2 story about flying over "the hump" between India and China. Streams of C-47s and C-46s with barely enough fuel to make the round trip - returning with minimal fuel to overcast and the only navaid is a single NDB off airfield. So the arriving aircraft skim the top of the overcast and let their wake carve a slice into it - and gradually (but quickly enough) they've carved a channel right through the overcast and everyone can land.
Ghetto Watermelon what the fuck dude whats uo with the hate? You are still living in the past or something? We arent muslims and we dont even have hate against muslims, we have friends. I guess you dont have friends or family to help or love you.... Go get some life lol
Thanks Captain Joe for a very informative video. My wife and I have a neighbor down the road with what we thought was very odd roof damage, and now taking from what you said about house roofs alongside airports having to be special to avoid issues from wake turbulence, and seeing the very similar examples, may explain it as we live very near Luke Air Force Base. What an eye opener!
The gap (tip clearance) is really small. And it is important to keep it small in all sitiuations because every 0.25mm more tip clearance the fuel consumption will go up by about 1% to maintain the same amount of thrust (CFM56-5A engine, used on the A320).To do that the temperature of the fan blades and the housing are monitored und regulated with a cooling system. With that the heat expansion of the both is kept nearly the same and so is the tip clearance. On newly manufacrured or fresh overhauled jet engines the fan blades are manufactured slightly bigger than the housing and the housing gets a special layer on the inside so that the fan blades grind their own perfectly small gap. With this small tip clearance in the beginning you don´t need a too big and expensive cooling system, a small one will do the job then. I hope that I was able to answer your question. I took these information from the lectures on aircraft engines that I had heard this semester.
Well, I do have some knowledge about how the wings create lift and vortices but not so much about the wing bending. The only thing I can say about it is that it heavily depends on the specific aircraft (size, type of wings, etc.)
When I was a civilian flight student, my classmates and I would go "plane spotting" at the large international airport nearby (well, OK, not that large, it was Tulsa, bet you can guess the school.) We could literally sit right off the northernmost end of the runway and watch the big boys go right overhead. A few seconds afterward, you could hear a sizzling sound from the very tight wingtip vortices coming off the aircraft. It was a great early lesson in how powerful wake turbulence can be (that and a *really* old FAA video entitled "Caution! Wake Turbulence!")
Back when I flew Lear jets and I was following a "Heavy" jet, I would fly one dot above the glide slope to avoid the turbulence. Later when I flew MD-11's (heavy jet), behind another heavy jet then I didn't bother flying above their glide path.
I love how joe says "you as a pilot", sitting here watching your videos while I should do my studies for my architecture exam.
G0lia7h Ayeeee I’m in 4th year architecture! I have an obsession with planes too haha Good luck on your exams!
😂🤣we as pilots,.... shouldn't we know then why our colleagues keep on saying that they are obees over the radio? 😂
But hey, you learned something about roofing
I am so much in the same situation as you, also delaying architecture studies...
Make sure you design houses with appropriate tiles if they are near airports. :)
I deal with wake turbulence every morning when the alarm clock sounds.
Sleep inertia :)
Whaha thank you you made me laugh lol!!
The most accurate interpretation of waking up that has ever been made
when I am late to work... I USE A LOCKHEED MARTIN SR-71 BLACKBIRD
Listen here you little shit.
I'm an air traffic controller. I love your explanation
P - Pilot C- Controller
…………
P: Bombay approach, Air India 124 heavy..
C: Air India 124 heavy, Bombay approach heavy..
P: Confirm approach heavy..
C: Affirm, I'm 121 kg
P: Roger (chuckling)
…………
Funny chat shared by one of my instructors with a pilot during his active duty at VABB.
Joshi ATCO Roger...
And about the Super Hiper F***ing Heavy An-225?
Aviões e Jogos 001 Heavy
FILCO joshi
@@PlanesAndGames732 That's a super heavy or "super"
Following aircraft Minimum radar separation
Preceding aircraft
Super Aircraft Following and distance:
Super 4 NM
Heavy 6 NM
Large 7 NM
Small 8 NM
Proceeding aircraft: Heavy or a Boeing 757[8]
Following:
Heavy 4 NM
Large 5 NM
Small 6 NM
Where do u work
"Ohh no the new A380 can carry too much we need a new category for it."
40yr old Antanov - "I'm sorry, what was that?"
Or the C5 Galaxy
There was only one Mriya ever built.
@@shiningarmor2838 Oh yeah... BUT IT STILL IS THE BIGGEST, LARGEST AND MOST AWESOME, even when it is NOT american....
@@alfredomarquez9777 nor the airbus is
Well you learn something new everyday. I have always thougth it was bc they carried passengers 😁
Joe I'm not a pilot, I never fly, I'm 71 and a female and really enjoy your videos. I'm amazed at how much you need to know, remember and be able to grab out of your memory at any moment. I'm totally impressed and have learned what a fabulous piece of equipment a jet airplane is.
I would love to be on a plane, would you pay my ticket from Kenya to USA
Great video, Captain!
I like your closing line: "a good pilot is always learning". I think that applies to all professions.
Thank you for that blinding brilliance.
@@thebeaz1 You're welcome, just let me know when you need more
and?
A good hangman is always learning!
Amazing Joe, thank you so much for the information. It’s an honor for me to appear in your video 😊
I´m very thankful for your great input my dear colleague! Hope to see you soon!
Bro-mance is in the air. Pilots be aware!
Hey guys!!, what is going on with those 2 stripes on your shoulders?? As I know 3 is 2nd pilot and 4 is captain?
Thanks for the lesson Capt Joe. I am 45 years old and have always wanted to be a commercial pilot. Is it too late for me to pursue this dream?
poze 96 it depend of the company, I’m First officier and I have 2, but very soon I’m turning senior first officier and I’ll have 3 stripes
Very cool. I just thought that "heavy" meant a large, fully loaded aircraft.
We live close to an airport, so there are 7-6-7's and 7-5-7's (cargo) flying over quite often. Where we live is quite quiet. So much so, that you can hear the wake turbulence wooshing around above you after the plane has passed. Really cool sound!
Me: (says heavy)
Atc: sir you're flying a little Cessna
Me: yeah but I'm with my MIL
LOL!!!
Oof Size: Large
What’s mil
@@Jerry-qt2gk Mother in law.
DustyGamma oh ok got it lol
Always wondered about the "heavy ", thank you for taking the time.
all 3 seconds........
Concord must say:"FAST BOSS" or "DADDY HERE"
Dragan Crnogorac Concorde is "Heavy Concorde"
Or droop snoot
What had SR-71 to say in this case?
Yeah speed bird doesn't seem to do it justice. Maybe "Move over or I'm going in dry..."
1_2_Die SR-71 use to take off from military airforce base only.
Speedbird will always and forever be the best callsign.
jmurphy1973 GTX is "Big Dee"
RedNose
And we miss it!! :(
“Anytime you learn something your mind expands” Thank you for the very informative video!
...I think that's meningitis.
We all miss the Concord, Captain. Even people born after it was decommissioned probably miss it!
One of the most beautiful designs ever
Yes, yes we do.
And probably people who havent even been born yet!
very true i am one of them but at least ive been in one
if we can't get the concorde back let's put afterburners on a 747 and see how it goes.
The amount of information pilots, and especially traffic controllers, deal with at any given moment of time is hard to believe. Props to the super multi-taskers!!!
Excellent vid. Have studied physics and engineering but never ran into this. Wish I took pilot training, but told you have to put up about $80.000 to become commercial or airline pilot. Back in 1985, coughed and went to oilfield. Life missed
You can always do it as a hobby (that is get a private pilot's license and an instrument rating). In the US, a PPL would cost you around $15,000 and an instrument rating another $15,000, including the 50 hrs of required cross country. (but you don't necessarily have to get it, if you don't plan on flying in inclement weather).
I'm an Engineer too. Just graduated 3 years back in Electrical Engineering and Computer Science from UC Berkeley. I started PPL training back in 2016, and at that time was going to do it, mostly to satisfy my passion for aviation. But when I got my PPL about a year back, the "pilot shortage" began to really make headlines.
So I'm now finishing up my instrument training and might give a professional pilot career a shot. And at 39 years, I'm not all that young, either!! As a kid, I always wanted to be an airline pilot, but as you said, it's insanely expensive, and back then the airline industry was very volatile and unstable. And, after spending all that money, you had to work for a quarter of your life at slave wages, in terrible working conditions, before you started making some decent money. So it did not make sense at all.
If I was faced with that choice today, would I do it differently?? Absolutely NOT! Yes, there is a pilot shortage right now, but the airline business is always extremely unpredictable! Stuff like 9/11 or a global economic crash could turn things around on a dime!
So I would always recommend to anyone, to get into a stable field like engineering or a health related field (Doctor, nurse, pharmacist etc.), work a couple years to gain experience and THEN pursue a professional airline career. That way, you have an "out", and also you can do it on your own pace, with the money you make at your primary job to fund the training! (as I did).
The beauty of it (at least for me), is if I don't like it, or things in the airline business go south, I can always go back to what I'm doing now, considering my qualifications and experience!
My high school had a course in aviation back in the late 1970's and we learned the basics of flying a plane including several flights operating Cessna's. At the time, we were told that the most cost effective way to get training in aviation was to join the military. Put in several years as a military pilot and then retire to join an airline. This was especially true if you wanted to fly helicopters.
Whoever told you that it cost 80k was lying or ignorant. It doesn't cost no where near that amount. 20k should do you just fine and you might wanna get an extra 10k for extra flight hours.
@@747-pilot So what about flying for commercial cargo carriers instead of passenger airlines? I would expect hiring criteria, experience, would be different? Would that provide another more viable to pursue your passion? I'd like to know your thoughts. I've always loved planes and the thought of being able to fly. Never pursued it. At this stage of the game (62) I don't think it's feasible. $ being the biggest factor. It would be a shame if you didn't pursue the dream after all the time, training, and experience you've acquired. ✌🇺🇸
@@georgeb8701 From what I know, there is virtually no difference in terms of hiring criteria etc. between the airlines and cargo operators. One of the reasons is, for the most part, they operate the same kind of aircraft as the airlines, except that they are the freighter versions.
And most of them are considered "major carriers" anyways (like Fedex, UPS, Cargolux etc.). Besides, a good chunk of them are just Freight divisions of the airlines (like Cathay Pacific Cargo).
While I'm one to always say "age is just a number", I think at 62, it would be unrealistic to make it to the major airlines, but if you REALLY wanted it bad, you could at least fly as a First Officer, for the REGIONAL AIRLINES, as they have a very severe shortage.
That said, as you correctly pointed out, it would require a lot of $$$ as you would have to do it very quickly (going the accelerated training route), and then start building your time at breakneck pace, as a flight instructor, to build the required 1500 hours needed to fly as a First Officer.
Theoretically, you could do all your training and instructing in about 1.5 years, and then then fly for another 1.5 years for the airlines. And considering the severe shortage of both flight instructors and pilots at the regionals, a super dedicated person could definitely pull this off.
However, there is no denying that the above scenario would be very challenging, and you would have very little buffer to make mistakes or fail.
So, IMHO, a more realistic option at 62, would be to pursue it a hobby, and even possibly a career in FLIGHT INSTRUCTING. There is no age limit to how long you can instruct, and I know a couple really great instructors in the early-to-mid EIGHTIES doing it a nearby school!!
What a lovely description, "aircraft lined up to land like pearls on a necklace". Love it 😂❤️✈️
HE AIN'T HEAVY ! .................................. HE'S MY PILOT.
🤣😂💯
Here's a nice live rendition: ua-cam.com/video/Jl5vi9ir49g/v-deo.html
Hollies were so good vocally.
😂😂
🤘🏼😂😂😂
I Lived near Mascot airport in Sydney, planes came over so low you could see passenger's faces.A noise that we would hear is this back and forth swishing sound after the plane landed, it was like stereo channels left right playing in the sky, this was the swirling vortices from the Jets. An eerie sound.
Wingtip vertices also reduce fuel efficiency, which is precisely why many aircraft have winglets on the tips of their wings to decrease these vertices.
vortices
I'm no pilot and have no desire to be one but somehow these pilot videos were in my recommended and I am now on my 3rd vid.... overall am not disappointed, everything said was rather interesting.
We're very happy for you.
07:12 "especially with passengers on board" 😂 I can see the panic😂
It's always exciting when the notification from Captain Joe Pops up the screen after a new upload! 😃
Indeed.
Back in the 1970s, I remember seeing an article in Scientific American re wake turbulence. What was really cool about it was the FAA testing facility in NJ that had tall towers separated far enough apart for a commercial airliner to fly through. The towers had smoke cannons aiming at each other in various colors. The wake turbulence was dramatic. Excellent explanation, Captain Joe. Cheers, Bob.
Good work, Captain! Especially regarding the Concorde! I started my aviation career working the ramp at JFK and would time my breaks to watch Air France and Speedbird take off and land, two airplanes in the morning, and two in the evening. It never got old!
Wake turbulence also rips tiles off homes roofs around airports.
Maybe they should not have built their home near a major airport. Most of the big airports predate the neighboring homes
No it doesn't, never.
@@frankpriolo7735 Why?
A glider flier a little higher that the tug plane so that it does not get destabilized due to the wake turbulence of the tug plane. Also this is why the tail horizontal stabilizer (the one with the elevators) is sometimes placed higher than the main wing or have a dihedral or anhedral to get out of the way of the wake turbulence caused by the main wing.
As far as i experienced there's a lot more trouble from the engine of the tug plane, and that's the main reason to stay above that ;)
And about the horizontal stabilizer mounted higher than the main wing there are several reasons, that one probably also but i mostly heard about resistance for high grass and ease of disassemble :)
Most modern gliders have their horisontal stabilizer mounted high for several reasons, main reasons being:
1 - Fewer parts and simpler connection / control hook-up when rigging/de-rigging
2 - Simpler structure = lighter parts
3 - Out of the way relative to tall grass / ground obstacles in the event of an outlanding and general ground handling.
4 - Stabilizer is kept outside the turbulence coming off the fuselage & wings.
The tug do create wake turbulence but the glider need to be below the tug in order to feel it. The ideal position of the glider relative to the tug is in the direct line between propeller axis and tug stabilizer. In this position the tug pilot will feel very little, if any, vertical pull from the glider trailing behind.
The glider flying above the towplane to avoid wake turbulence is not strictly true. There are two positions, high tow, which is just above the prop wash of the tow plane, and low tow which is just below the prop wash. High tow is normally used for launching and low tow used for cross country tows. Personally I remain in high tow for the early climb and then switch down to low tow for the climb. With modern gliders the low tow position tends to be more stable and lessens the likelehood of losing sight of the tug, very bad news as the immediate action if you do lose sight of the tug is to release.
Is this why the Martin flying boats of WWII had such a severe dihedral in the horizontal stabilizer?
@@charlesbecker3470 Tailplane anhedral is used to increase pitch down elevator authority at high angles of attack, high alpha in todays parlance. It ensures that at least part of the elevator is not in the dirty air of the wing, so the answer to your question would be yes. One of the best examples is the F4 Phantom. A T tail has the same effect and is fitted to a large number of modern gliders for that reason and it lessens the opportunity for damage when landing out in unprepared fields.
Nice, this is one topic I been wondering about, please do more ATC terminologies
Seems to be fond of ATC
As a non-pilot I just enjoy these explanations. The math, angles, vectors etc, I used ,yonks ago, when in training for submarine fire control, to get the torpedo to the target. STD is not a disease rather speed x time = distance. Thanks again. Narragansett Bay
I train at a flight school in Renton, WA, USA. This happens to be where Boeing's 737 factory is and so they are parked all over the airport and often takeoff from infront of us. I was in a Cessna 162 skycatcher (classified as light sport aircraft), taking off after a 737. The tower said I was cleared to takeoff as soon as the 737 departed. My Instructor quickly got on the mic and said uhhhhh we're gonna wait a bit.
"Write this down" .. me thinking why am I watching all his Vids as a Computer Scientist... lel
I work with dogs for a living, I don't know why I'm here either; but hey I'm entertained at least lol
Ethan Taylor me too. I’m an application developer...yet I’m entertained
Feel u
Because everyone can learn something; no one knows it ALL!
Ethan Taylor am a stay at home mom in my 40s and am watching these videos...
There's that word again. "Heavy." Why are things so heavy in the future? Is there a problem with the amount of wake turbulence.
We say no to pay to win GREAT SCOTT!
Gravity is getting stronger.
Back to the future !
Great Scott
I really like this channel! Nice work Joe! Very informative, and plainly explained to those of us new to the content. Really appreciate this.
This is your pilot Captain Butts speaking we have run out of fule. At this time we are asking ALL passengers to please strain and pass as much gas as possible to enable the engines to start up again so we can land safely. The flight attendants will be moving down the isles passing out cans of beens to help you in this endeavor. Thank you for your cooperation.
I saw a dog run onto the runway at LAX 24L. Yep, a B767 was taking off. The dog went in the air 20 feet, spun 2 times. He died. The wing vortices are really powerful. Deadly.
WTC:
L: Light
M: Medium
H: Heavy
Super Heavy: A380
Super Hiper Mega F***ing Heavy {or if you prefer Black Hole}: An-225
That would be a Super Massive Black Hole
How come there’s ever so often turbulence right when you get an in-flight meal or drink served?! The whole flight can be calm when you don’t try to eat or drink anything, but as soon as the flight attendant comes with drinks or food, it’s like that funny old Jeep test video. Is it just Murphy’s laws? Or is it a conspiracy by the turbulence gods?
I've been getting into listening to ATC recordings recently, and was intrigued by the Antonov AN-225 and the Super on its callsign. Not to mention the bustle of the airport services running around picking up the chunks it tore out of various places on takeoff and landing.
Extremely well explained, even to a sailor like me! A similar set up with respect to fluid dynamics. Eg, a ship with props rotating at full speed and then requiring an emergency stop does not put props in to full reverse as the turbulence caused by the props renders the water to be TOO fluid as to have no measurable effect. The best course of action is to put props to medium speed initially and depending on the situation gradually reduce the speed until reverse will have some effect. This was related to me by a Master Mariner and I THINK I've got it right... however, I am happy to be corrected.
I will never forget that time when I was on a flight landing in LAX. As we were approaching the airport, all of a sudden the plane tipped over to the right at a 90 degree angle. I was staring at the roofs of these houses straight down. We all screamed and thought we were going down. We recovered shortly after and then the pilot came onto the PA announcing it was weight turbulence. That was how I learnt the term. It was horrifying and I hope never in my life again.
4:51 "and as Ikea regulates" hahaha sorry joe but I just can’t Unhear that😂
I caught that, too. I had to put the subtitles on to make sure that's not what he said!
This video was SUPER! :)
LOLametro the content was pretty HEAVY if I do say so myself 😉
I've been gone from ATC for 20 years (after a 30 year career), so some things might have changed a bit. However, the threshold of "heavy separation" was triggered by the max gross weight capability of 300,000 lbs. For us in the center it only meant a mandatory five miles (which we used most of the time, anyway, especially after digitized radar came in). It was in the approach control/tower environment where it had more application.
Interestingly, although the "heavy" label wasn't used in communications and they didn't meet the weight requirement, after the B757 was introduced, it was found that it generated roughly the same wake turbulence as its big brother, the 767. We were to apply the heavy separation to it as well.
The A380 came out long after I retired, so I never worked one, I was surprised, after years of heavy 747s to hear of an even higher weight classification (super) and the attendant increased separation standards.
Back in the '80s when the Air Force reengined many of their KC135s, it came to my attention that they were capable of 300K pounds (even if they weren't loaded to it), but the AF never filed them as H/KC135s. I lobbied loudly that they should, and eventually they started doing it. Was that little ol' me, out in the sticks at ZAU (Chicago ARTCC)? Who knows, but I'm proud I made some noise about it.
No chance of me becoming a pilot anytime soon, but I’m a curious bunny.
I always thought it meant they were fully loaded etc. This makes far more logical sense. Thank you
Id actully listen to you all day. Iv a bad fear of flying but listening to you makes me realise that pilots are very clever and puts me at ease.
Hello Capt Joe just a note to say I really enjoy and appreciate your channel keep up the great work..😊
Dude! Your videos are so good and informative! Keep up the awesome work Captain Joe! :)
Another great video. One thing though at 07:30, you can't always go around if you inadvertently fly into vortices from a 'heavy' as you may well not have enough control authority and no choice of where the aircraft will go. I remember being a student solo pilot in a C152 awaiting departure. A C130 Hercules 'heavy' took off and seconds later the tower cleared me for take off. Although I was fully awhere of the issues of this video, being a fresh new pilot and not wanting to upset anyone I slowly and cautiously taxied into the runway and lined up. I took my time but it had only been a minute or so... I opened the throttle to full and (just about) felt those little ponies pull me as hard as they could. I easily got airborne far befor the C130 ahead and climbed out. However I'd noticed the C130's climb angle was far greater than mine and when I was at a couple of hundred feet still above the runway on the upwind leg I intersected (found) his wake! Now I'm a very confident pilot who very much enjoys seat of the pants flying and throwing aeroplanes around the sky, but I will fully admit to not liking that experience at all! It was the lack of control and just being totally and dangerously blown around at extreme attitudes against my will despite all my corrective control inputs... After several seconds I had very clumsily traversed through this huge wake and my C152 started to fly normally again. I had learnt my lesson and then know, if you have reason to stop or wait, just talk to the tower and ask for separation!
You must have been at a military airport. Herc's and Spectre's don't land at civilian airports. And they fly different vectors than civvies! You should have "learnt" that in the beginning of your instruction and certainly learned it well by the time you solo. (Over-confidence kills, and NO pilot worth his salt "throws airplanes around the sky!")
Julian Neale Wow! talk about first hand experience! It sounds like your lucky to be able to tell the story. That's HEAVY duty dude! 😄✌🇺🇸
Turns out you CAN’T always go around. The song lied to me!
Seriously I really learn a lot from Captain Joe's explanations . as often as I've flown commercial or private I have often wondered about a lot of things that I know are going on but do not understand. he answers those questions for me. even though I am a layman-nonpilot I do have and interest and do care. Thank you Captain Joe for taking the time to do these video's even for us "poor souls" that sit on board trusting our pilots and copilots.
Thank you from a non-pilot who just enjoys listening to ATC transmissions as of recently. Definitely fulfilled my curiosity!
Pilot: "Speedbird Concorde 2 heavy"
Plane: "I'm.. I'm not fat!"
:)))
ICAO: Your delta wing and high angle of attack produce too much turbulence so you are catagorisied as heavy.
People: You're sleek
We need to put an end to airframe shaming!
Muscle is more dense than fat, and Concorde has a good bit of lean muscle under her slim, streamlined silhouette.
I thought wake turbulence was caused by the thrust of the engines..
I learned something new again
Capt.Shami
That’s jet blast
Yes! I did too. Are you just learning this as a First Officer??
Thank you I think I'll know what do. I just need a plane now
Wake turbulence was one factor of American Airlines flight 587, an Airbus A300 crashing after takeoff in New York. He followed a 747 and encountered wake turbulence and then used aggressive rudder inputs that ripped the stabilizer fin off the plane.
Your vids are awesome, they explain different aspects about flying that I’ve always wondered about in a manner that a non-pilot understand. Thank you!
“God I miss this plane”
Me: SAMEEEEEEEEE. Concorde has to make a comeback. The world is in dire need of it.
Crowd funding?? 🤔 Hey?......
It has to come back!
A concorde wiith much more efficient engines would be really nice ;-)
Maybe passenger ultrasonic travel might be with Space X and or the BORING company in vacuum tubes underground. That might have a smaller cost compared to the $10k tickets of a concord. PS: I love the Concord and SR-71
I always appended the word "heavy" to my ex-wife's name whenever I referred to her. I just told her it was a pilot thing.
Lol
🤣🤣🤣🤣
😆
Guess that's why she's an "ex" 😆
Ive never heard light or medium call out yet.. Initially I thought heavy means the plane is filled with a full tank of fuel 😂
You wont hear medium, but when flying light, you'll usually start your interaction with the planes model and n-number. "Las Vegas tower, Cesna 424KW with you 6000"
Me too...but I thought heavy also meant full of passengers as well
I'm not a pilot, never will be, but planes fascinate me. I live on the flight path of planes coming and going from the north to Atlanta, GA. Your explanations add so much to my understanding anything about flying. Thank you for sharing your knowledge with us.
Can testify that helicopter turbulence is a concern. I was taking flight lessons at a military airfield and found myself (and instructor) behind a CH-47 Chinook on approach. That shortly lead to the example of how to execute a missed approach as soon as we hit the wakes. :)
i'm not in flight school i'm only 13 years old but becoming a pilote is my dream
( i love your channel ; ) )
Follow your dreams @Louis
"If you give up your dreams you die" - Kennedy Steve
‘Getting flipped over by a wake isn’t cool at all’ 😂😂
Thanks Joe
In FSX i like flying Heavies the most
Have watched so many Aviation videos but did wonder about the "heavy" added onto some calls. Thank you so very much for this explanation! Made perfect sense and answered other questions I had as well! Most informative for this interested layman!
Once when I was a student pilot on the downwind leg of the pattern doing touch-n-gos the tower extended my leg a bit to allow an MD-80 to land ahead of me. I put the Cessna in a gentle ascent gaining about 100 feet. When my instructor asked why I climbed I said, "To stay out of that guy's wake turbulence." I got kudos for knowing that. Moments later I was cleared to turn on base. The MD cleared the runway just as I turned on final and we were in for another TNG.
I flown with you :D I saw you in the cockpit :D (NICE LANDING)
CreepY SK He flies a cargo plane
The Mason dude nice shuttjng of creepY's moufh Lol.
The Mason dude But he used to fl, for Air Berlin
He flew for Air Berlin for a long time
He's only been flying cargo aircraft for a short period of time
He could of easily flew on the same aircraft as C_J
I flewn Air Berlin in past. Or? I was a cargo ? I do not know :D
"God I miss this plane."
We know, Joe... We know ;)
Marty: Whoa, this is heavy.
Doc: There's that word again: "heavy." Why are things so heavy in the future? Is there a problem with the Earth's gravitational pull?
Thanks to quarantine not only have I started learning Spanish but now I'm also hooked on watching these videos about planes and pilot lingos from Pilot with a beautiful accent. Lol #NeverStopLearning
I remember a tale told of a British Airways 747 at the end of the runway at heathrow asking permission to take off. The tower came back "Speed bird hold position, traffic on the runway. Tortoise" "Speed Bird, holding" Then after a few minutes the tower came back "Speed Bird cleared for take off, caution wake turbulence departing Tortoise" "Speed Bird, roger"
I think the “Super” was invented before the A380, for the Antonov AN-225 Mriya
I heard an atc from CYYZ (Toronto) say “OK you want to follow that HEAVY BURRITO to runway 33R and hold short of 33R”
Please tell me they were following an AeroMexico.
Train Man yeah that was a game. Lol airforceproud95 posted it, flight simulator x
Nikota Meyer actually it was in real life too
I've been watching your coolest youtube lessons.. i believe I can fly.. (stars in my eyes)
Yes he makes flying look fun! 👨✈️👩✈️🛫🛬
As a student pilot at 14 years old, we were coming into land at our local airport. Also operating out of that airport is a Air National Guard unit. They run C-130's. As We were on final in our 152, we near inverted and had to pull out. My instructor was quick to take controls, and take over all operations. We were not alerted prior to landing about C-130 operations. Evidently the C-130 had landed some 5 minutes or so before hand. So, they can last a good bit. I lived this, lol
I am learning to fly gliders. One of the maneuvers you have to practice on tow is called "boxing the wake" where in order to demonstrate you have full control of the aircraft you fly in a square around the tow plane's wake turbulence.
That's why the winglets are made to reduce the turbulance.
You r my facorite youtuber. You did it again, nice video
BTW fix your website plz
Techniques For Everything Lol
Hey Captain Joe you talk about wake turbulence how did bombers etc during the war fly so close to eachother without effecting eachother my grandfather was a captain on the lancaster bomber for the Royal airforce unfortunately he has passed so can't ask what he had to watch for when they fly in formation or is wake only during takeoff and landing, cheers
Actually, when flying in formation the WWII bomber pilot had to avoid the airflow caused by the propellers of the aircraft ahead because it will cause difficulty in maintaining position in the formation.
It makes so much sense the way you explain things. I never thought I needed to know this, but so glad I do now.
Thank you... Just, Thank you. And I must say I love the farewell at the end "God I miss this plane". Thank you.
What about refueling aircraft? What is the technique or procedure for avoiding wake turbulence in this unique situation?
That makes sense, thanks! What if you're a large aircraft being re-fueled? and How do you approach? How do you leave?
Come in from the side and below leave the same way.
Keep in mind that the greatest instance of wake turbulence is in conditions of high drag/high angle of attack (approach to landing). Refueling is usually done at altitude (FL200 up to FL330, although those are not strict limits) which is generally at or somewhat below cruise conditions (no flaps and speed probably from .7 Mach to .78 Mach--I'm guessing on the speeds). While there is still some wake vortices due to the pressure differential between the bottom of the wing and the top, it is markedly lower than in approach configuration.
As suggested in other comments, also the receiver approaches the tanker on centerline and from below. Fighters are different, in every respect.
Wake turbulence (by definition) has nothing to do with the type of powerplant.
the pilot has to make sure to hold in his farts until after the refueling is done
watch the whole video
Updated modern terminology..lol
Super>> Bombzilla
Heavy>> Tailbender
Medium>> Irish car bomb
Light>> Soyboy
JK
Delta 141 Soyboy requesting clearance for taxi
Ultralight?
Please do one one turbulence. how does the pilot know it’s coming up. Can the pilot see it?
Dear Captain Joe, what an amazing educator you are. Over time, you've inspired me to pursue my pilot license... Cheers. Keep making these amazing videos. Yours, love from L.A.
That makes sense of the different times between aircraft landing/taking off that I watch as I'm stuck on the M25 near Heathrow.
Capt.Joe I miss the Concorde too
R.I.P. Concorde
F 😞
#concordeflyagain
@@tanai5831 It won't. BA and AF made sure of that.
@@Milkmans_Son i know :(
I feel smarter having watched this video!
Didn't the 757 create a weird wake turbulence?
@8:28 "God I miss this plane"
We all do captain... We all do...
Was a great WW2 story about flying over "the hump" between India and China. Streams of C-47s and C-46s with barely enough fuel to make the round trip - returning with minimal fuel to overcast and the only navaid is a single NDB off airfield. So the arriving aircraft skim the top of the overcast and let their wake carve a slice into it - and gradually (but quickly enough) they've carved a channel right through the overcast and everyone can land.
Do winglets on modern airliners have any effect on the amount of turbulence?
they're supposed to reduce them
I wanna become a pilot too and you inspire me every day
Jay Kapur mai bhi
Aditya what plane do you wanna fly?
Jay Kapur 777 is my dream flight
stfu muslims
Ghetto Watermelon what the fuck dude whats uo with the hate? You are still living in the past or something? We arent muslims and we dont even have hate against muslims, we have friends. I guess you dont have friends or family to help or love you.... Go get some life lol
Wrong, “Heavy” means, we ate too much of that wonderful airline food and we are bloated as heck; flying on gases. 🤪🤪
NothingMaster 😹😹
NothingMaster please do not fat when the pilot reverses thrusters, we don't want an explosion lol....
So that's the truth about chemtrails
Turn that plane into a hot air balloon. o///
Hahaha
Thanks Captain Joe for a very informative video. My wife and I have a neighbor down the road with what we thought was very odd roof damage, and now taking from what you said about house roofs alongside airports having to be special to avoid issues from wake turbulence, and seeing the very similar examples, may explain it as we live very near Luke Air Force Base. What an eye opener!
Not a pilot but really appreciate the input. Thanks.
Hey Joe, how little is the gap between the turbine fan and the housing? It looks tiny. Also how far can wings actually bend in turbulence?
The gap (tip clearance) is really small. And it is important to keep it small in all sitiuations because every 0.25mm more tip clearance the fuel consumption will go up by about 1% to maintain the same amount of thrust (CFM56-5A engine, used on the A320).To do that the temperature of the fan blades and the housing are monitored und regulated with a cooling system. With that the heat expansion of the both is kept nearly the same and so is the tip clearance.
On newly manufacrured or fresh overhauled jet engines the fan blades are manufactured slightly bigger than the housing and the housing gets a special layer on the inside so that the fan blades grind their own perfectly small gap. With this small tip clearance in the beginning you don´t need a too big and expensive cooling system, a small one will do the job then.
I hope that I was able to answer your question. I took these information from the lectures on aircraft engines that I had heard this semester.
Elektro Frosch wow thanks! That’s some awesome engineering at work!
Why no reply on second question?
fuzzybear452 maybe he’s leaving it for Joe to answer.
Well, I do have some knowledge about how the wings create lift and vortices but not so much about the wing bending. The only thing I can say about it is that it heavily depends on the specific aircraft (size, type of wings, etc.)
*DURING THE INTRO*
Doesn't understand anything but "HEAVY"
It's funny, I've heard "heavy" on HF frequencies after a callsign. I thought it meant 'full of fuel' 🤦
No, like you, it means 'full of crap.'
I believe that that would be 'full'.
@@thebeaz1 I'll take 'comments that that insecure people make' for $500, Alex.
When I was a civilian flight student, my classmates and I would go "plane spotting" at the large international airport nearby (well, OK, not that large, it was Tulsa, bet you can guess the school.) We could literally sit right off the northernmost end of the runway and watch the big boys go right overhead. A few seconds afterward, you could hear a sizzling sound from the very tight wingtip vortices coming off the aircraft. It was a great early lesson in how powerful wake turbulence can be (that and a *really* old FAA video entitled "Caution! Wake Turbulence!")
Back when I flew Lear jets and I was following a "Heavy" jet, I would fly one dot above the glide slope to avoid the turbulence. Later when I flew MD-11's (heavy jet), behind another heavy jet then I didn't bother flying above their glide path.