What happens if an Aircraft flies too FAST!!?

hi everybody that ever come to mental and you're not the video podcast as always I hope you're doing absolutely fantastic today own the video gasps we're going to be talking about aircraft speed restrictions what happens if an aircraft exceeds its maximum speed and can a pilot get a speeding ticket stay tuned this video is brought to you in cooperation with skill share now skill share is an online learning community with more than 25,000 high quality courses for you to enjoy if your new year's resolution was to increase an existing skill or even learn something new well then I highly recommend that you use this link below five on the first of you who does that will get two months of skill share premium membership absolutely for free [Music] right so today you guys we're gonna be talking about maximum speeds on aircraft okay this is a fascinating subject so make sure that you stay tuned there are different maximum speeds on an aircraft okay there are both the speeds that are imposed to us by our traffic control and by the airspace that you're flying in but also there are actual structural limits so when an aircraft is flying you know get higher speeds the the quicker that you fly the the more drag is going to be inserted onto the to the airframe and basically for the speed increase the drag will increase with the square of the increase in speed so this means that for a relatively small increase in speed and the higher speed envelope you're going to get much more drag so this means that the aircraft has a maximum structural speed it has a maximum operating speed and also a maximum operating Mach number and we'll talk about those in a second but when we are taking off and when we're landing we are extending high-lift devices on the wings so flaps we're also expanding landing gear and for every time that you extend something you're basically putting more of the aircraft into the face of the ongoing wind so the drag will increase so this means that the more flaps you have out the a lower speed restriction you have in the case of the Boeing 737 that I'm flying when you have flaps one and five selected it's a relatively small amount of flaps well then you can fly as fast at 250 knots indicated it's always indicated airspeed okay but as you're starting to increase the the amount of flux you have so flaps 10 you can always we can only fly about 210 knots and then for the landing flaps flaps 30 it's a maximum 175 knots and for flaps 40 it's only hundred or 62 notes if you are on final you have flaps forty selected and for some reason you get a gust of wind or something something happens that makes you increase the speed above the maximum speed well then the flaw slot electronic units the FS EU will automatically retract the flaps to the next lower flap step so it flaps 40 it's gonna go to flaps 30 and what that means for us is that we no longer stumble eyes and we need to go around okay you also have speed restrictions when it comes to landing gear extension and retraction and quite funnily enough you can extend the gear at a higher speed than you can retract it and that has to do with the loads that are being imposed on the actual retraction mechanism but what it means for us operational wise is that when we do are off the takeoff checklist in this eMeter 7ng the landing gear level has three different positions it has down it has up and it has off okay when the landing gear is up it means that the hydraulic fluid is being continuously applied to keep the gear up okay but in fact as a landing it has been retracted there is up blocks that locks the gear into position so there's no need for that hydraulic fluid to be continuously pressurizing so in that after takeoff checks the pilot monitoring will move the landing gear lever from up to off to take away the hydraulic pressure the problem is though that if you're not careful when you do this you might go past the off position and into the down position if you do that the landing gear is going to extend now this is fine all right it's not great but it can happen when you are doing you also take of checklists the aircraft tends to be accelerating we are accelerating up to 250 knots which is I'll get to in a second the maximum speed below 10,000 feet but since that happens the the pilot monitoring tend to get scared right not scared but you'll get a startle and the backbone reaction is to it and immediately put the gear up again but you cannot do that right and that's because the as I said the extension speed might be higher than the retraction speed so if you inadvertently extend the gear you have to chill wait check what speed is potentially take some thrust off to decelerate the airspeed back and then once a below the maximum retraction speed you can select the gear up again okay so once again before you take any action in the flight tag you have to chill and you have to think and you have to know what you're doing so that's maximum speeds that's based on what kind of configuration you have and when it comes to flaps the barber's pole that's in the little red dots on the primary flight display they will change to reflect what the maximum speed is not in the case of landing gear but with flaps so when we have flap 40 selected you mean we have red dots all the way down 262 knots to make sure that we can see if we're over speeding the flaps and if we do if we for whatever reason over speed the flaps well then when we've landed we need to tell engineering and they need to do a an inspection of the gear make it sorry the flap mechanism and so on there is loads of extra margins built into this so in most cases there's never any problems but it still needs to be checked to make sure that its operating properly right so that's flaps and gear speeds then you come to the actual structural speed okay the when an aircraft is designed it's designed to be able to take a certain air load if you exceed that air load you might start to get a structural problems for the aircraft if you just give you an example if you think about you know going out with an umbrella when there's a rain shower as long as it's only raining and it's not too windy the umbrella will work perfectly but if it start to be windy at some point the umbrella is going to fall up and you're going to start getting wet and what's happened there is that the umbrella has exceeded its v/d the design velocity okay aircraft have needs to design speeds as well and the aircraft manufacturers have have you know I've done a lot of research a lot of computer modeling in order to find what the design speed is so when they found the design speed the aircraft cannot fly quicker than this speed then they put a healthy margin and they put what's called the VM Oh the maximum operating speed of the aircraft so the VMO is the highest speed that we can operate the aircraft during normal circumstances this means that if you're flying up to and including that speed there's no risk at all for any damage to the aircraft but if you start exceeding that speed you might start infringing on the VD okay and this is something that is done during flight testing this is why the and the test pilots are being paid so much money which I sincerely hope they are so during flight testing the test pilots will dress up in flight suits they will have their helmets on and even parachutes when I do this particular specific test and they will exceed the VMO all right because they have to show to the authorities that the aircraft can be positively handled at the speed greater than V mo and within an inch of V D as in the design speed the only way to do this is to put the aircraft into a dive so V D is also often referred to as a dive speed they will get the aircraft up to high altitude get aircraft into a dive they will go past the VMO that will go into what's called a clacker and they will do that up to a predetermined limit to make sure that the aircraft is both controllable it might be shaking heavily at that point but it should be controllable and it also needs to be intact it can't be losing parts okay so they do this they only do this once and obviously the aircraft needs to then be checked properly after that but at least they have done shown that the aircraft is certified to fly with beyond VMO and up to an almost including me v okay and I think it is called V D F that's the shown the actual demonstrated speed that was done during flight testing so if you go beyond that if you go beyond the V D then you might start losing parts of the aircraft they might start actually falling off the cause of the increase in air load and also you might get something called wing flutter that's self induced oscillations that start happening on the wings where an oscillation starch and because of the oscillation itself it starts increasing in frequency until it actually breaks the way this can happen on other things than wings as well the I think it was the Tacoma Narrows Strait bridge that failed because of fluttering because of that self induced oscillation that happened at certain wind speeds there was also two famous accidents to a to two different Lockheed Electra back in 1959 1960 that happen due to green fluttering it's fascinating you should check it out anyway so that can all happen if you exceed your VMO so we never ever ever do that now there's also something called mm o which is the critical Mach number okay it's a maximum operating Mach number and this is similar but it's due to different effects so you might have noticed if you've been flying flight simulator for example that when you start climbing to higher altitude the barbers poles on your primary flight displays they start coming down okay so in the case of the 737 at lower altitudes but before 25,000 feet or so and we can fly all the way up to 340 knots which is our V mo but as we get above 25 26 thousand feet the that maximum speeds start creeping down and that's because the speed of sound is decreasing and we can never fly closer to the speed of sound than our critical Mach number or our maximum operating Mach number in case of the 737 that's maket point 81 okay so we can't fly quicker than that and what happens if you do that then well the problem with that is that when we're flying when we are taking lift out of the wings which were always or when we're flying then the air that's moving off the wings are being accelerated over the wings to create that lift partially that wind that is moving over the wings that is going to be in the transonic area seem very very close to the speed of sound so if you're flying Mach point 81 well then the wind that going up the wings might be very close to Mach 1 if you go past that well then you'll start to have supersonic airflow happening on part are doing and when supersonic airflow happens you will start to have compression of air molecules so the air molecules instead of kind of reacting to each other flowing nicely past the wing they will start banging into each other and it will cause something called a shockwave that shockwave will cause an immense amount of drag and that happens on different parts of the aircraft which are not designed to do because we're not you don't fly in a supersonic airliner and then you start to get Maki buffeting shaking on the aircraft you might start actually max stalling part of the the aircraft wing as well and also you might get a very nasty thing called Mac talk Mac talk is happening because when the shockwave starts forming well then the center of pressure as him where the lift is being exerted on the wing start moving back now the center of gravity is still in the same point so if the central pressure suddenly start moving back well then that will have a longer moment arm and it will push more which means that it will push the nose down so you're in a high-speed event the nose suddenly started dropping and you might not have enough elevator Authority to counteract that Putra now the aircraft is pitching down it's increasing in speed you're getting higher and higher on the speed and you will close and you will pause the MMO and the VMO you know so this is why we never fly past the Mac number the Mac's operating Mach number I hope that makes sense good now I've done another I've done a different episode that I've talked about this in the why what happens if an aircraft climbs too high in the coffin corner so if you're interested in that check that out but what about speed restriction post by air traffic control um there's quite a few first of all you have to realize that we fly in different types of air spaces so control airspace that's airspace that air traffic control has radar coverage they could see everyone that's in there and this tends to be close to a very busy airport or you know as you get into the controlled zone of an airport before we start our approach and those are airspace alpha Bravo and Charlie and a certain extent Delta in those air spaces for IFR instrument flights which we transport category aircraft tend to always fly doesn't need to have any specific speed restrictions so in the other non control air spaces below 10,000 feet it's a mandatory airspeed restriction of 250 knots but we when we fly commercially we always tend to reduce back to 250 knots or below anyway because it gives us a little bit more time it gives us more control over the energy of the aircraft and also the lower speed we have the more chance we have to actually see and judge other traffic so even though there's no speed restriction theoretically imposed by a traffic control in controlled airspace for IFR flights we tend to keep it below 250 knots anyway and we only increase that if air traffic controls actually tells us to increase because they need to fit us into a landing traffic pattern for example now air traffic control can impose speed restrictions themselves they can tell us Mantor e60 maintain speed to 2-0 knots to avoid holding for example and when air traffic control gives us a speed we have to comply with it right that's mandatory and they can monitor our speed through radar there are also different part of arrival routes so when we fly into an airport we are following something called a star a standard arrival route and this star will be constructed by different points that's based on either ground based navigation aids like little beacons that's standing on the ground or our nav point which is area navigation points which are GPS coordinates normally now along that route along the star route there might be Swedish speed restriction so at a certain point you need to go back to 215 ops and then as you get closer to entwine and that's for air traffic control to be able to you know know what air you know what we will do as we're getting closer so that they can judge how now how much a separation there is between two given flights okay those are also mandatory unless air traffic controls lift the restriction telling us that there is no speed restriction we have to comply with those and if we don't air traffic control will ask us what we're doing meant two three six zero confirm you're maintaining 250 knots and we will say no sorry will reduce it and in that case air traffic control is likely to write a report saying that on this date on this time mint or three six zero and exceeded the speed restriction now that will not impose a fine but it will go to the my company enter three six zero and they will send a note saying that listen you have to talk to your pilot's make sure that they're following the proper speed restrictions if it causes an incident if we for example have a rich solution advisory and near crash with another aircraft because we have not followed the speed which will then me as a pilot since I have a license and the air traffic sorry the authorities deviation authorities can contact me and in worst case scenario actually removed my my you know my license so these are rules on the air that have to be followed and this is part of your IFR our instrument flight training to to comply with these things so what about speed restrictions on the ground done yes they do exist as well these speed restrictions tend to be companies specific but they're very similar from company to company so in my company for example the maximum speed that were allowed to taxi in a straight line away from the apron is thirty knots if you are backtracking a runway so if you're actually entering a wrong way to backtrack into takeoff position we can accelerate to as high as fifty knots and that's because the runway is much wider than taxiway it's also guaranteed to be free of other traffic and we might have to get in to take a position fairly quickly to allow someone who's on final to land yeah when we are turning corners well then the maximum speed on the 737 is ten knots and the reason for that is because we're using the nose wheel to turn the nosewheel is the smallest and more sensitive part of the landing gear so if you are doing a large turn at high speed it's gonna put a lot of strain on the nose gear and we don't want that so we decelerate back to turn not turn more than 45 degrees turn it and then you can accelerate if you need to again on the aprons well then you have a speed restriction generally of 50 knots and that's because on the apron you might come across other traffic it might be baggage cart driving around there might be other aircraft pushing back so we have to be a bit careful with the speed now the speed restriction on the apron that can be enforced by air traffic control and what tends to happen is that the police the airport police up from time to another they are standing out on the apron with a laser gun measuring the speed so when they do that if you are speeding if you're caught speeding they will actually issue a fine and they will you should define to the airline so the airline will get stay define and in most cases they would just contact the captain saying that listen we've got this fine you have exceeded the speed please explain yourself now if you're in serial offender and this happens many many times I have actually heard rumors of that fine being passed on to the captain in question for him or her to pay themselves so it's just goes to say once again that you have to maintain make sure that you you know keep the speed restrictions they're there for reason now the other speed restrictions the ones that are company specific that can also be enforced by the company using something called a OFDM system an operational flight data monitoring system which is something that I'll talk about in a coming episode okay now that's all I had about speed restrictions guys if you have questions about this as always get into the mentor Ovation app chat and just tag at mentor and ask me directly there we can talk about anything that you want I want to send a special thank you to the sponsors of this episode which is Skillshare now Skillshare is a fantastic high-quality online learning community that has more than 25,000 courses and pretty much anything that you can imagine and if you want to improve owners existing skill or maybe you want to learn something now in the new year well then go in there use this link here below the five on the first of you who uses this link will get two months of premium membership absolutely for free you can check out all of the courses that are there and of course that I think that you guys would really enjoy is a course where you can follow an actual flight instructor that is showing using home simulator how to prepare for your ppl you know how to read shorts how to read checklists how to take off the aircraft do some maneuvering in a manoeuvring area and also going into land it's a really really good course I highly recommend it to check it out or any of their courses like how to build a website or how to improve on your YouTube channel use the link here below 500 first of you 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Channel: Mentour Pilot

Views: 784,370

Keywords: Mentour Pilot, Mentour, Aviation, Aviation Facts, Overspeed, Mach buffet, Mmo, Vmo, Max Speed, Boeing 737, Boeing 737NG, Boeing 737MAX, Flying, Flight, Fear of flying, How does aircraft work, Pilot, Pilot life, How to become a pilot, Flight school, Landing, Takeoff, Captain, Aviation Youtuber, Pewdiepie, Concorde, Boeing 747, Airbus 380, Airbus 350, Boeing 787, Boeing, Taxi speed, Apron, Speeding ticket, clacker, tacoma bridge, first officer, Pilot job

Id: Xbxc_u5gBWE

Length: 22min 12sec (1332 seconds)

Published: Fri Jan 04 2019