Timeline for How are IAS/CAS and TAS used in flight?
Current License: CC BY-SA 4.0
13 events
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| Dec 20, 2023 at 9:00 | history | bumped | CommunityBot | This question has answers that may be good or bad; the system has marked it active so that they can be reviewed. | |
| Nov 20, 2023 at 8:29 | comment | added | Andreas Lauschke | See my own post, which combines an answer to your questions and comments on the answer from Alexander | |
| Nov 20, 2023 at 8:24 | answer | added | Andreas Lauschke | timeline score: 1 | |
| Nov 19, 2023 at 8:16 | answer | added | Alexander Kovalevich | timeline score: 0 | |
| Feb 1, 2022 at 13:30 | comment | added | quiet flyer | @757toga -- yes, that is a good article. My glider wave flying experience is not all that extensive but I had one dual flight in particular where we had decided ahead of time not to exceed 18,000' MSL, hence had canula not masks for O2, and no plan to use the "wave window" that would have allowed us to exceed 18K. There was a lot of emphasis in the pre-flight briefing about the fact that we would not be able to use high IAS to help limit our climb rate in strong lift, due to the TAS / IAS/ flutter issue, so extra caution would be needed. | |
| Jan 31, 2022 at 23:04 | comment | added | user22445 | @quietflyer: interesting article here: australianflying.com.au/news/vne-and-flutter-explained | |
| Jan 31, 2022 at 22:26 | comment | added | quiet flyer | @757toga -- see this link-- doesn't actually link to the Grob 103 flight manual, but describes it, and I recall seeing the same myself -- tailspinstales.blogspot.com/2009/11/vne-ias-tas-and-bvds.html . The actual manual is no doubt easily findable on-line as well- | |
| Jan 31, 2022 at 20:43 | comment | added | user22445 | The flutter issue exists, but I have never seen a limitation in an AFM regarding a TAS limitation. Perhaps I've just missed it. Or do the other limitations (IAS- Vne, max service ceiling, etc.) functionally render the TAS-flutter matter a non-issue? | |
| Jan 31, 2022 at 16:54 | comment | added | quiet flyer | Another good answer-- explains why pilots are generally most interested in IAS/CAS, not TAS -- but does not address the flutter case -- aviation.stackexchange.com/a/58130/34686 -- I know that when sailplanes are flown at high altitudes (e.g. mountain waves), flutter generally is what sets the redline, and the need to reduce the redline (as expressed in terms of IAS) to deal w/ the changing relationship between TAS and IAS at altitude, is a very significant issue. | |
| Jan 31, 2022 at 16:40 | comment | added | Sergey | Thank you. Will have a look | |
| Jan 31, 2022 at 16:13 | comment | added | quiet flyer | Relevant-- last paragraph of this answer -- aviation.stackexchange.com/a/86195/34686 -- the point being that if the aircraft's top allowable speed is limited by concerns about flutter (which is not always the case), then that speed will tend to correspond to constant value of TAS, not IAS. In that case the pilot may need to consult a table to convert to IAS, or his instruments may show a redline on the IAS airspeed display that actually moves, to show the changing relationship between IAS and TAS. This needs to be worked up into a real answer-- if the question is not a duplicate. | |
| Jan 31, 2022 at 15:53 | history | edited | Pondlife | CC BY-SA 4.0 |
deleted 2 characters in body; edited tags; edited title
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| Jan 31, 2022 at 14:50 | history | asked | Sergey | CC BY-SA 4.0 |