Neil Armstrong class handout on airspeed summary, for Aircraft Flight Testing class at University of Cincinnati, held winter quarter 1977
Neil Armstrong class handout on airspeed summary, for Aircraft Flight Testing class at University of Cincinnati, held winter quarter 1977
Author
Date
2013-11-21
Item Type
Archival Material
Text
Text
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Academic Department
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Keywords
Subject
Armstrong, Neil, 1930-2012
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Abstract
Description
For Neil Armstrong class handout on maneuver margins, for Aircraft Flight Testing class, see: <a href="http://hdl.handle.net/2374.UC/730957">http://hdl.handle.net/2374.UC/730957</a>
For Neil Armstrong class handout on dihedral, for Aircraft Flight Testing class, see: <a href="http://hdl.handle.net/2374.UC/731007">http://hdl.handle.net/2374.UC/731007</a>
For Neil Armstrong class handout on compressible airspeed theory, for Aircraft Flight Testing class, see: <a href="http://hdl.handle.net/2374.UC/730986">http://hdl.handle.net/2374.UC/730986</a>
Class handout provided by Bob Levo, UC '77 AsE. Mr. Levo provided the following note with the document: <blockquote>The first topic we covered in class was the atmosphere and "airspeed theory". "Airspeed Measurement Summary…" is a handout summarizing that portion of the class. It lists the different types of airspeed used both by pilots and by engineers. "Indicated Airspeed" is what the pilot reads on his airspeed indicator on the instrument panel. If corrections for instrument error, system error (essentially the error in the "plumbing" of the pneumatic lines on the airplane) and instrument/system time lag are added, one has "calibrated airspeed" - what a perfect instrument in a perfect system would read. If corrections for temperature effects, Mach Number effects, altitude and various atmospheric effects are then added one has "true airspeed" - how fast the airplane is really moving through the air mass. "Equivalent airspeed" is true airspeed recalibrated to what the speed would be at sea level in defined ("standard day") conditions. Equivalent airspeed is quite useful because airplane performance will always be the same at the same equivalent airspeed and percent engine power regardless of altitude.</blockquote>
Alternative title from caption.
For Neil Armstrong class handout on dihedral, for Aircraft Flight Testing class, see: <a href="http://hdl.handle.net/2374.UC/731007">http://hdl.handle.net/2374.UC/731007</a>
For Neil Armstrong class handout on compressible airspeed theory, for Aircraft Flight Testing class, see: <a href="http://hdl.handle.net/2374.UC/730986">http://hdl.handle.net/2374.UC/730986</a>
Class handout provided by Bob Levo, UC '77 AsE. Mr. Levo provided the following note with the document: <blockquote>The first topic we covered in class was the atmosphere and "airspeed theory". "Airspeed Measurement Summary…" is a handout summarizing that portion of the class. It lists the different types of airspeed used both by pilots and by engineers. "Indicated Airspeed" is what the pilot reads on his airspeed indicator on the instrument panel. If corrections for instrument error, system error (essentially the error in the "plumbing" of the pneumatic lines on the airplane) and instrument/system time lag are added, one has "calibrated airspeed" - what a perfect instrument in a perfect system would read. If corrections for temperature effects, Mach Number effects, altitude and various atmospheric effects are then added one has "true airspeed" - how fast the airplane is really moving through the air mass. "Equivalent airspeed" is true airspeed recalibrated to what the speed would be at sea level in defined ("standard day") conditions. Equivalent airspeed is quite useful because airplane performance will always be the same at the same equivalent airspeed and percent engine power regardless of altitude.</blockquote>
Alternative title from caption.