Could you get sucked out of a hole in the side of your airplane? Neil deGrasse Tyson and comedian Chuck Nice break down all the scientific details to notice on your next flight, from wing shapes to wh
Brakes are applied 3 seconds after touchdown, having given the wheels time to start rotating to match the speed of the aircraft.
Ground spoilers are there to destroy the lift from the wings to allow the wheels to brake. (Wind resistance ie: air braking is a secondary effect). Anti skid braking is very relevant here.
Balanced turns were used long before computers.
Jet engines are more powerful in thick air (lower and when we need it for takeoff and missed approach) and more efficient in cold air (higher) which also means we can usually fly above weather. Thinner air also means we can fly more efficiently with less drag. Which is why we fly high.
Indicated airspeed (X number of air molecules passing over the wing) as opposed to true airspeed (the speed at which those molecules pass over the wing) are different and very relevant.
Most interesting fact:
A heavy airplane will glide farther than a lighter one ….
MGH converts to 1/2MV(sqd)
The way he worded it makes it seem like they drop the air pressure. The pressure drops on its own. They counter pressurize the plane and opt to only pressurize to a certain altitude.
Sharing a few "well, actually...." since I know you'd want to know- Cabin Alt - 8000 most. Some can do 6000 (787, A350). Fuel in Long Haulers, more carried in center tank than the wings down below next to your bags. Spoilers upon landing - puts more weight on wheels for brakes - spoiling the lift. Reversers - runway performance is always calculated without reverse. Since the 1960s, jetliners have hydraulic yaw dampers, for turn coordination and even a small plane pilot inputs a little rudder in a turn and, keeps your drink in your glass during a turn. 100% regarding flight control systems being smoother today. The 787 and 777 flight controls systems even reduce turbulence through small perfectly timed inputs. Fuel dumping - short haul single aisles don't have it and can usually land right after takeoff. Only long haulers (dual aisle) have fuel jettison plumbing for weight reduction for landing.
As a lifelong professional pilot, I was fact-checking your explanation and was initially quite impressed—you were doing well. However, I then encountered a point that didn’t hold up. A coordinated turn, in which the pilot feels pressed straight down into the seat and objects like a wine glass remain stable without sliding, does not require any computer assistance. I suggest reviewing the slip indicator (also known as the inclinometer or “ball”), a simple instrument that has been standard in aircraft since the earliest days of aviation. It consists of a slightly curved tube containing a ball, and pilots have been taught since the 1920s to keep that ball centered during turns. In turbulence, the effects are typically driven more by changes in wind speed and direction than by variations in the aircraft’s own airspeed. Overall, though, your explanation was solid.
What's one thing about flying you've always wondered but never asked?"
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Ground spoilers are there to destroy the lift from the wings to allow the wheels to brake. (Wind resistance ie: air braking is a secondary effect). Anti skid braking is very relevant here.
Balanced turns were used long before computers.
Jet engines are more powerful in thick air (lower and when we need it for takeoff and missed approach) and more efficient in cold air (higher) which also means we can usually fly above weather. Thinner air also means we can fly more efficiently with less drag. Which is why we fly high.
Indicated airspeed (X number of air molecules passing over the wing) as opposed to true airspeed (the speed at which those molecules pass over the wing) are different and very relevant.
Most interesting fact:
A heavy airplane will glide farther than a lighter one ….
MGH converts to 1/2MV(sqd)