Pilot Institute

NOVEMBER 16, 2024

If you’re aiming to get comfortable with managing both airspeed and altitude in flight, you’ll need to understand the difference between indicated airspeed (IAS) and true airspeed (TAS). Key Takeaways Airspeed and altitude are directly linked to each other throughout different phases of your flight. miles per hour.

True Airspeed 52

True Airspeed Indicated Airspeed Altimeter Lift 52

Fear of Landing

APRIL 19, 2024

As the helicopter continued towards the airport, the airspeed began to decrease. The indicated airspeed had fallen below 65 knots and was still decreasing. As the airspeed decayed, the right yaw increased. The helicopter was at treetop height with an indicated airspeed of zero knots when the right yaw ceased.

Torque 98

Torque Indicated Airspeed Tail Knot 98

Pilot Institute

MAY 9, 2024

It’s just S-turns with climbs and descents, right? The higher speed creates extra lift, causing the airplane to bank further into the turn. The aileron on the right wing deflects down, increasing the camber and creating more lift. The left wing’s aileron deflects up, decreasing lift.

Rudder 52

Rudder Lift Aileron Drag 52

Photographic Logbook

JULY 11, 2024

Caught in series of up and down drafts, the autopilot pitched the Warrior aggressively to maintain altitude and the indicated airspeed trended too high in each updraft. This meant that there would be no getting into Sodus unless the ceiling lifted. We reached the minimum descent altitude and the airport was nowhere to be seen.

Ceiling 52

Ceiling Approach Weather Runway 52

Air Facts

SEPTEMBER 9, 2024

To get the extra lift required for the turns, I had to dive to get extra airspeed so that the plane could turn at that same AOA. Optimum” glide was not the issue here, and a visual AOA indicator would have had no value. And some made it as high as 100 feet but were still consistent with the spirit of FASF.

General Aviation 98

General Aviation Pilot Approach Airplanes 98

Chess In the Air

JUNE 24, 2022

There were some patches of moderate lift and sink as would be expected on a normal summer soaring day. Under normal circumstances Shmulik would have had sufficient altitude to delay the landing by several minutes: his glider’s minimum descent rate in still air was just 100 fpm.

Pilot 52

Pilot AGL Wind Shear Runway 52