What is an oleo strut in landing gear?|What is shock-absorbing landing gear?|Which is better to use the landing skid?

What is an oleo strut in landing gear?

An oleo swagger is a pneumatic air–oil water-powered safeguard utilized on the setting down stuff of most enormous airplanes and numerous more modest ones. This plan pads the effects of landing and damps out vertical motions.

What is shock-absorbing landing gear?

Stun Absorbing and Non-Shock Absorbing Landing Gear 

This is done two: 1) the stunning energy is adjusted and moved all through the airframe at an alternate rate and time than the single solid beat of effect, and 2) the stun is consumed by changing over the energy into heat energy.

Which is better to use the landing skid?

Which one is better relies upon the mission the helicopter is performing. The slide landing gear is basic and lighter weight, so it is the most ideal decision for little helicopters as weight is consistently a thought. Additionally, slide landing gear needs almost no support, however, the downside is that ground taking care of is more troublesome.

Why is landing gear retracted?

Planes that have retractable stuff by and large withdraw their stuff for improved execution. Not having haggles hanging down smoothes out the plane, improves eco-friendliness, empowers them to fly quicker and higher, and makes for a calmer, more agreeable ride inside the lodge.

Landing Gear and Types – Shock Strut Operation and Servicing

Retractable landing gear comprises of a few parts that empower it to work. Regularly, these are the force connections, trunnion, and section plans, drag swagger linkages, electrical and water-driven stuff withdrawal gadgets, just as locking, detecting, and showing parts. Moreover, nose gear has directing components appended to the stuff. 

As recently referenced, a force arm or force connects gathering keeps the lower swagger chamber from turning twisted with the longitudinal pivot of the airplane. In some swagger gatherings, it is the sole method for holding the cylinder in the upper swagger chamber. The connection closes are joined to the fixed upper chamber and the moving lower chamber with a pivot pin in the middle to permit the swagger to broaden and pack. 

Arrangement of the wheels of an airplane is additionally a thought. Ordinarily, this is set by the producer and just requires incidental consideration, for example, after a hard landing. The airplane's fundamental wheels should be investigated and changed, if important, to keep up the appropriate tow-in or tow-out and the right camber. Tow-in and tow-out allude to the way a principle wheel would take according to the airframe longitudinal pivot or centerline if the wheel was allowed to move forward. Three prospects exist. The wheel would roll either: 1) corresponding to the longitudinal pivot (adjusted); 2) meet on the longitudinal hub (tow-in), or 3) veer away from the longitudinal hub

The maker's support directions give the strategy for checking and changing tow-in or tow-out. An overall strategy for checking arrangement on a light airplane follows. To guarantee that the arrival gear settles appropriately for a tow/close behind out test, particularly on a spring steel swagger airplane, two aluminum plates isolated with oil are put under each wheel. Delicately rock the airplane on the plates to make the stuff discover the very still position liked for arrangement checks. 

A straight edge is held across the front of the fundamental wheel tires just beneath hub tallness. A woodworker's square positioned against the straight edge makes an opposite that is corresponding to the longitudinal pivot of the airplane. Slide the square against the wheel get together to check whether the forward and rearward areas of the tire contact the square. A hole in front demonstrates the wheel is towed-in. A hole in the back demonstrates the wheel is towed out.

Landing Gear and Types – Shock Strut Operation and Servicing

represents the internal development of a stun swagger. Bolts show the development of the liquid during pressure and expansion of the swagger. The pressure stroke of the stun swagger starts as the airplane wheels contact the ground. As the focal point of mass of the airplane moves descending, the swagger packs, and the lower chamber or cylinder is constrained upward into the upper chamber. The metering pin is in this way climbed through the opening. The shape of the pin controls the pace of the liquid stream from the base chamber to the top chamber at all focuses during the pressure stroke. As such, the best measure of warmth is dispersed through the dividers of the swagger. Toward the finish of the descending stroke, the packed air in the upper chamber is additionally compacted which restricts the pressure stroke of the swagger with negligible effect. During taxi activities, the air in the tires and the swagger join to streamline knocks.

Deficient liquid, or air in the swagger, cause the pressure stroke to not be appropriately restricted. The swagger could reach as far down as possible, bringing about effect powers to be moved straightforwardly to the airframe through the metallic construction of the swagger. In an appropriately overhauled swagger, the augmentation stroke of the stun swagger activity happens toward the finish of the pressure stroke. The energy put away in the compacted air in the upper chamber makes the airplane begin moving upward comparable to the ground and lower swagger chamber as the swagger attempts to bounce back to its ordinary position. The liquid is constrained down into the lower chamber through limitations and reprimanding holes. The scorning of liquid stream during the expansion stroke hoses the swagger bounce back and lessens wavering brought about by the spring activity of the packed air. A sleeve, spacer, or guard ring fused into as far as possible the expansion stroke.

How does Auto Pilot function in an Aircraft? | Modes of Operation | Auto Flight System

Hello and welcome we will be looking at what is autopilot and how it controls and aircraft what is an autopilot the autopilot is a system that is used to control any graph with little or no input from the pilot When the autopilot is increased it is responsible for keeping their graphs table on all three axes it may also be responsible for dieting day aircraft open point autopilot reduces a pilot workload which is extremely helpful in long-distance flight and also in flying aircraft safety especially in the weather so if there is any disturbance in rule autopilot is responsible to bring back to original attitude them over a particular flight plan with the assistance of the control surfaces after the autopilot is turned on the pilot are responsible for monitoring the operation of the autopilot

What is autopilot and how it works?

in Ottapalam is coupled with the climate control directly Autopilot is mainly responsible in India ka table if there are any disturbances autopilot services required to bring back to its attitude in big day craft the autopilot will be coupled with flight control computer the navigation beautiful and even with auto the autopilot is responsible table on all the three Axes in case of any disturbances during flight it will detect a disturbance based on changes in attitude what the height of the aircraft the autopilot will take corrective action and bring back to its original like profile but sending information to different type control computer the autopilot is responsible for guiding the particular route this pre planned route of life plan would have been inserted by the balance in the autopilot computer autopilot information from the navigation computer to determine the position and to adjust the direction for altitude at which the aircraft is required to fly this is done by sending information to different like control computers to move different flight control surfaces so the balance only to monitor the functioning of the autopilot the autopilot also be coupled with autotrust function function is used to it just that Indians phone increasing or decreasing the aircraft speed this is extremely helpful for performing an auto land with help of an instrument landing system for Ireland the autopilot will control the aircraft to get your local icer and that lies looking and the hotel will adjust the speed to maintain the correct improve speed 

Modes of operation of the autopilot?

Autopilot can be operated in two modes manual mode and automatic mode in manual mode pilot to continuously provide inputs that the heading on the speed at which a craft needs to fly this input will be sent to the Ottapalam and order the computer which will control the accordingly the balance will receive this instruction from the etc during flight these inputs will be used for short duration only for most of the flight time the automatic mode is used in automatic mode the flight plan with boss insert into the autopilot computer I used as reference the flight plan will have information such that the headache and the speed at which sea a graph fly this information are taken by the autopilot and the onto the system and used to kindly grant know the balance just have to monitor the operation of the autopilot and take action if any false so

What's another word for autopilot?

how to monitor the autopilot operation after the autopilot is increased it will inform the balance on how the aircraft is being blown through the flight mode annunciator on the FM mein the atom is located on the top of the primary flight display or TFT and is something that the pilot should monitor throughout the entire duration of the flight along with the information on the PFD and the navigation.

Well, pilots needed in the future?

recently made a flight with the aircraft took off on its own this ongoing project which is known as a tt open which transfer autonomous taxi takeoff and landing which means the developing airplanes which can take of land and also even taxi on the ground on their own without any pilot inputs that obviously brings up the question that what is the palace to incorporate them and in the future will find it even be required in the corporate and today in army advance that question for all of you

About the future because to talk about what is happening right now in today's date what level of automation do we have on most commercial airplanes about the big commercial onesand not the small ones upon once they do not have a defined as they have very basic order pirates the modern commercial big one that you guys are usually fly on when you are going on a flight those airplanes are all very automatic even right now they all have something on autopilot which is nothing more than a computer which operates the aircraft in accordance to the Pilots inputs are the Pilots inputs are not physically inputs to the controls that will tell the autopilot to do something I want my aircraft to let se climb to operating altitude so I have a pilot will tell the autopilot by the rotating at idle for punching in a few numbers that you need to plan the altitude of the autopilot will automatically create of which of and client that altitude and only that altitude their level of and maintain that particular site that is a very basic function of an order pilot order by descend and also maintain a portal heading a particular they can also maintain rules the Loft Acropolis can do right now as well however as of date no airplane has an autopilot used in take it off Taking off an aeroplane always Number The Pilot is flying aircraft manually he have the controls in his hands and he is doing the rotation and everything and aircraft is totally in the pilots  hand And however there are Aircraft which can land automatically most of the big commercial airplanes all can land automatically airplanes are multiple autopilot could have to worry 13 autopilot and the odd couple together and they work together and make the aircraft follow the Except for the required to run on the Runway The Pilot is just sitting there and monitoring everything the finest of is less offline the airplane and it's more of monitoring systems these systems can make a graph land absolutely safely on the Runway and exactly on the Runway Centre line without any input from the Pilots to usually on a flight your after takeoff they will rotate the act of manually Airborne and after particular site which is different for each aircraft in engage the autopilot unless someone was the time and then you can do that as well but mostly after takeoff which is engaged to autopilot and let the operator to stop when you just sit there and monitor the system can show you can guess that the role of a pilot is in the future and even now more of a manager in the cockpit.

rather than actual flying back in the days when airplane for just introduced the pilot was there to fly the airplane they would have to controls in the hands and you just actually fly the aircraft has automation has improved pilot survey now reduced or shifted to a managerial role in the cockpit another job is to manage everything manager situations and manage the cockpit and let the automation and your device to the job of life now this is very nice there is nothing wrong with that I know it sounds negative that it never the same path but honestly it is is very good I'll tell you the reason why you're doing a flight from India to the US it's a very long flight 14 16 hour flight you can't expect the pilot to set and flying Aircraft for 16 hours and so you can imagine that would be very very tiring also in case something goes wrong in the cockpit then you have to manage a lot of things there are a lot of systems that can go on a lot situations can develop and to manage two situations if you have a autopilot which is helping you out and explain the aircraft which we see your mind free to concentrate and resolve the problem and concentrate on fly in the aircraft safety is increased automation is reducing pilot fatic and its improving safety standards and that  brings me to the Future what is can happen in the future as per the programme by Airbus ATTOL program they have initially as of now on the  the Airbus a350 tested automatic take off in the coming time  they will be also testing automatic taxi as well as automatic learning picture of be there have to the automatic takeoff thing they put up image sensors in front of the aircraft basically gift craft its own eyes and aircraft can recognise the centre line and then automatically maintain it so line up a graph with Ranway Centre line and earth crust and engage the autopilot  the autopilot will strengthen the centre line at maintaining the language centre line When you reach the rotation speed if the speed at which is bigger na take off and we begin our rotation of the ground reaching that Speed The autopilot Automatic leading the aircraft nose up and get the aircraft airborne eventually sometime down the line and bustle also be testing automatic taxi with the Pilots will just have to tell the aircraft the taxi on this fact that accident on that if I'm not that page and automatically to it all of this does it mean Pilots will not be required absolutely not all of these automation which are being introduced they are being done for two reasons like I said to reduce pilot fatig and measuring the main reason is to improve  flight safety more the automation you have more safe for operations become because we are humans are always prone to errors there are chances of human error happening computer properly program and with proper inputs will produce an excellent results as a result 20 Automations are helping of the Pilots to improve the operation of the aircraft.

Also Read:

1. What is reverse thrust in aircraft?
2.  How Jet Engines Work?

What is reverse thrust in aircraft?| How does reverse thrust work?| What are the two types of thrust reverser?

Hello and welcome to text a revolution in this Blog we will be looking at which type of thrust reverser is fitted to the? what is meant by the trust was a system the types of thrust reversers? how did the services are deployed and the conditions that need to be satisfied for trust was a deployment?

What is reverse thrust in aircraft?

what is meant by a disaster was a system that is one of the systems that is installed on the engines normally on a graph the force that is acting in the forward direction is called as discussed force The thrust washer is used to create a backward force on the aircraft this is mainly used during landing on in case of a reject take off with the thrust reverser I used along with the brakes and spoilers in order to stop the aircraft on the runway if we consider but open engine thrust force is produced by pushing the air that is entering the engine backwards the trustable system creates a backward force by pushing the air that is entering the engine forward depending on the time of The thrust reverser system the bypass or both the bypass and the core may be pushed forward as soon as the aircraft lands on the Runway the cluster buses are deployed in order to increase the drag force that is active on the aircraft the trust versus I used along with the brakes and the ground spoilers in order to reduce the speed of the aircraft until it reaches a safe speed for taxing depending on the type of engine that different types of the services that I installed on the Jack and low bypass

Which type of thrust reverser is fitted to the turbofan Engines?

turbofan Engines clamshell on target type of thrust reverser is used these services are also called as bucket type reverses they will reflect the air coming from the core and the bypass junction forward to create the backward force in high bypass turbofan engine block a dose for translating sleeve type cluster buses are installed in these services only the bypass is put forward and the air from the code section continues to be pushed back word in Turbo props reverse Thrust is created the adjusting the pitch of the propeller to change the air flow direction now let's see what are the requirements for the trust was a system for the trust was a system to operate trust liver input from the cockpit hydraulic system and signal from the landing your computer are required in the cockpit to deploy the customers the bus Lever has to be brought to a while and then put for the back in summer craft a separate Lever may be provided to set reverse thrust the reverse Thrust is selected as soon as the main landing you touch the ground during landing in case of a reject 1 of the reverse is immediately selected and the takeoff is aborted similar to forward just application that reverse thrust also be adjusted reverse thrust may be increased from rivers Hydel power to maximum reverse power by moving the levers for the back maximum rivers trust will be used initially to reduce the speed of the aircraft but they can be certain speed limitations that are mentioned and till which maximum reverse can be used this is to avoid for in 1 damage on the engines trust was a deployment is a help of hydraulic power the hydraulic system that is installed on the aircraft provides the required hydraulic pressure 

How does reverse thrust work?

for The thrust reverser actuator if the aircraft has more than one hydraulic system then each reversal would be provided with separate hydraulic power this is because in case of failure of one of the hydraulic systems only one traversal will be affected the trustable the deployment of the depends on the landing a computer this is because the landing your computer has to send a signal that the main landing gears 5 touch the ground this is because the thrust reverser should be used only when the aircraft is on the ground so if reverse Thrust is selected when the aircraft is implied the landing a computer will sense that the landing gear has not touch the ground and will not allow the customers to deploy what would happen if the customer was a locking mechanism fails in KG thrust reversers get unlock when the aircraft is on flight on ground and the crew did not selected then the engine control unit will immediately reduced interest on that engine to idle trust can The thrust reverser be used to reverse anagram this is also called as power back but normally the customer so cannot be used for reversing an aircraft this is because many precautions need to be taken and it will burn a lot of you since the engines and decide to produce forward and reverse Thrust is produced mainly to slow down the aircraft 

Also, Read:

1. How does a turboprop engine work?|  What planes use turboprop engines?|  What is the difference between a turboprop and a turbofan engine?
2.  Understanding Laminar and Turbulent Flow

How does a turboprop engine work?| What planes use turboprop engines?| What is the difference between a turboprop and a turbofan engine?

Hello and welcome in this Blog we will be looking at the basics of the turboprop engine first let's take a look at the different types of gas turbine engines which can be installed on a graph we can have low budget turbofan from and to turboprop engines in this Blog

How does a turboprop engine work?

we will look at the entrance as shown on this aircraft we will see how the process created the basic construction of the prevention and why they are used on smaller short-range aircraft first let's see the principle of Trust generation on the top of an engine and a top off India if we apply Newton's second law that does force is equal to the mass of air entering the acceleration now if we consider auto financial a small mass or quantity of air enters engine which is accelerated too much higher value inside the engine causing an increase in the thrust force If we consider turboprop aircraft we have a propeller which creates the thirst a large quantity of air for the mass of air is accelerated by a small and you which causes an increase in the thrust force so when Adobe open the trust can be increased by increasing the acceleration of a but in a turboprop, there is a limitation on the mass of air being accelerated so it produces.

Why are turboprops still used? and What planes use turboprop engines?

the turboprop engine can be divided into two major sections then gen core which is similar to a gas turbine engine and the propeller which is connected to turbine driven shaft let's look at this sections in more detail the engine Core this consists of a compressor which is used to compress BA all to increase the pressure of the Year report and for competition then we have the combustor which consists of humours of igniters and combustion Chambers here fuels grade which mixes with the high pressure and get point inside the combustion chamber in the combustion chamber the pressure and the temperature of the gases increases the high pressure gases and then allowed to expand in the turbine section which causes the turbine to rotate this will cause the compressor to rotate these components are similar to gas turbine engine honour turboprop engine there is an additional term called as described above the gases expand further causing a decrease in the pressure and the rotation of the top and this turbine extracts on most of all the pressure energy from the incoming gases so very little trust is generated at the exhaust the stuff and rotates at a very high speed so it cannot be connected directly to the propeller at this will cause the place to stall so the turbine is connected to reduction gearbox this reduces the speed of the sharp so the propeller operates more efficiently now we will look at the propeller section the propeller consists of a series of air Ram feather power flight and reverse

What are the advantages of a turboprop?

force is created on this engine as the drive top and rotates text access to the energy from the high pressure gases so very little card is created at the exhaust the time and route is the propeller which creates most of the task force on the second round approximately 80% of the total cost is created by the propellers and 20% of the total Thrust is created by the exhaust gases simple comparison between having trouble propane and having trouble how to book Pro since most of it is created by propellers ditto properties are more efficient when operated at lower altitude where the density of air is more when compared to higher altitudes created by auto prop is lesser than did the fun and so the anchor 9 speed are slower across with the help of engine can take off and landowners Mona runway but the biggest advantage of Adobe Pro is that the fuel consumption is much less when operated on short routes this means less operating cost for the company so the turboprop aircraft can be found on smaller shot with actor as the most efficient for this kind of operations 

Also, Read:

•  Understanding Laminar and Turbulent Flow
• Understanding Stabilized Approach of an Aircraft!

Understanding Laminar and Turbulent Flow

Hello and Welcome This Blog from The Efficient Engineer is sponsored by Brilliant. One of the very first things you learn in fluid mechanics is the difference between laminar and turbulent flow. And for good reason.

What is turbulent flow?

these two flow regimes behave in very different ways and, as we’ll see in this blog, this has huge implications for fluid flow in the world around us Here we have an example of the laminar flow regime. It's characterized by smooth, even flow. The fluid is moving horizontally in layers, and there is a minimal amount of mixing between layers. As we increase the flow velocity we begin to see some bursts of random motion. This is the start of the transition between the laminar and turbulent regimes. If we continue increasing the velocity went up with the fully turbulent flow. Turbulent flow is characterized by chaotic movement and contains swirling regions called eddies. The chaotic motion and eddies result in significant mixing of the fluid. If we record the velocity at a single point in steady laminar flow, we'll get data that looks like this. There are no random velocity fluctuations, and so in general laminar flow is fairly easy to analyze. 

 Why is laminar and turbulent flow important?

For turbulent flow, we’ll get data that looks like this. This flow is much more complicated. We can think of the velocity as being made up of a time-averaged component, and a fluctuating component. The larger the fluctuating component, the more turbulent the flow. Because of its chaotic nature, the analysis of turbulent flow is very complex. Since the laminar and turbulent flow is so different and needs to be analyzed in different ways, we need to be able to predict which flow regime is likely to be produced by a particular set of flow condition We can do this using a parameter which was defined by Osborne Reynolds in 1883. Reynolds performed extensive testing to identify the parameters which affect the flow regime and came up with this non-dimensional parameter, which we call Reynolds number. It's used to predict if the flow will be laminar or turbulent. Rho is the fluid density, U is the velocity, L is a characteristic length dimension, and Mu is the fluid dynamic viscosity. The equation is sometimes written as a function of the kinematic viscosity instead, which is just the dynamic viscosity divided by the fluid density. The characteristic length L will depend on the type of flow we are analyzing. For flow past a cylinder, it will be the cylinder diameter.

At what Reynolds number is turbulent flow?

For flow past an airfoil, it will be the chord length. And for flow through a pipe, it will be the pipe diameter. Reynolds number is useful because it tells us the relative importance of the inertial forces and the viscous forces. Inertial forces are related to the momentum of the fluid, and so are essentially the forces that cause the fluid to move. Viscous forces are the frictional shear forces that develop between layers of the fluid due to its viscosity. If viscous forces dominate flow is more likely to be laminar because the frictional forces within the fluid will dampen out any initial turbulent disturbances and random motion. This is why the Reynolds number can be used to predict if the flow will be laminar or turbulent. If inertial forces dominate, flow is more likely to be turbulent. But if viscous forces dominate, it’s more likely to be laminar. And so smaller values of Reynolds number indicate that flow will be laminar. The Reynolds number at which the transition to the turbulent regime occurs will vary depending on the type of flow we are dealing with. These are the ranges usually quoted for flow through a pipe, for example. Under very controlled conditions in a lab, the onset of turbulence can be delayed until much larger Reynolds numbers. Most flows in the world around us are turbulent. The flow of smoke out of a chimney is usually turbulent. And so is the flow of air behind a car travelling at high speed. The flow of blood through vessels on the other hand is mostly laminar because the characteristic length and velocity are small. This is fortunate because if it were turbulent heart would have to work much harder to pump blood around the body. To understand why this is, let's look at how the flow regime affects flow through a circular pipe. The flow velocity right at the pipe wall is always zero. This is called the no-slip condition. For fully developed laminar flow, the velocity then increases to reach the maximum velocity at the center of the pipe. The velocity profile is parabolic. For turbulent flow, the profile is quite different. We still have the no-slip condition, but the average velocity profile is much flatter away from the wall.

Why is turbulent blood flow bad?

This is because turbulence introduces a lot of mixing between the different layers of flow, and this momentum transfer tends to homogenize the flow velocity across the pipe diameter. Note that I have shown the time-averaged velocity here. The instantaneous velocity profile will look something like this. In pipe flow, one thing we are particularly interested in is pressure drop. Across any length of pipe, there will be a drop in pressure due to the frictional shear forces acting within the fluid. The pressure drop in turbulent flow is much larger than in laminar flow, which explains why the heart would have to work harder if blood flow was mostly turbulent! We can calculate Delta-P along the pipe using the Darcy-Weisbach equation. It depends on the average flow velocity, the fluid density, and a friction factor f. For laminar flow, the friction factor can be calculated easily. It is just a function of the Reynolds number. If we combine these two equations we can see that the pressure drop is proportional to the flow velocity. But for turbulent flow calculating f is more complicated. It is defined by the Colebrook equation.

What is laminar flow used for?

appears on both sides of the equation, so it needs to be solved iteratively. Unlike laminar flow, for which the pressure drop is proportional to the flow velocity, it turns out that for turbulent flow it is proportional to the flow velocity squared. And it also depends on the roughness of the pipe surface. Epsilon is the height of the pipe surface roughness, and the term Epsilon/D is called the relative roughness. Surface roughness is important for turbulent flow because it introduces disturbances into the flow, which can be amplified and result in additional turbulence. For laminar flow, it doesn't have a significant effect because these disturbances are dampened out more easily by the viscous forces. Since the Colebrook equation is so difficult to use, engineers usually use its graphical representation, the Moody diagram, to lookup friction factors for different flow conditions. Where flow is laminar the friction factories only a function of Reynolds number, so we get a straight line on the Moody diagram. For turbulent flow, you select the curve corresponding to the relative roughness of your pipe, and you can look up the friction factor for the Reynolds number of interest. So we know that if the Reynolds number is large, inertial forces dominate, and the flow is turbulent. 

But even for turbulent flow viscous forces can be significant in the boundary layers that develop at solid walls. Because of the no-slip condition, shear stresses are large close to a wall. This means that in a turbulent boundary layer there remains a very thin area close to the wall where viscous forces dominate and flow is essentially laminar. We call this the laminar, or viscous, sublayer. Its thickness decreases as the Reynolds number increases. Above the laminar sublayer, there is the buffer layer, where both viscous and turbulent effects are significant. And above the buffer layer, turbulent effects are dominant. If the roughness of a surface is contained entirely within the thickness of the laminar sublayer, the surface is said to be hydraulically smooth, because the roughness has no effect on the turbulent flow above the sublayer. This is important in pipe flow because, as can be seen from the Moody diagram, flow in a smooth pipe has a lower friction factor and smaller pressure drop than flow in the rough pipe.

Understanding Approach of an AStabilizedircraft!

Hello and Welcome what is meant by the Stabilized approach of an aircraft before we look at what is meant by a stabilized approach let's look and why an established approach is required for the advantages of waste plastic Road if the approval is developed it in a safe landing on aircraft which is landing at the correct speed and attitude text approach the completion of the landing rule within the available Run will and all the available and in the stands with the established approach by the can avoid a loss of control of the aircraft during approach which is more critical if there is any Terrain surrounding the Runway and finally a smooth flat maneuver can be initiated by the Pilot approach is stabilized.

what is meant by a stabilized approach?

during different ways which come just before the flood and the landing room if the Agra satisfies a set of conditions that your project is called as a specialized approach a few of these conditions are approved speed heat of the 10th landing configuration and aircraft attitude and engine trusting let's look at this condition in more detail

the approach speed during the approach face the aircraft must be of you not faster than desired touch on speed depending on the aircraft manufacturer of this may be defined as we approach or f speed will be at least 1.3 times more than the stall speed of the aircraft for a given landing configuration the rate of different this is regarding the approach angle and the rate at which the aircraft is descending usually the approach angle would be three degrees and the rate of this and would be between 600 to 700 feet per minute the maximum rate of the send for established approach will never exceed 1054 minut in all cases landing configuration the act should be fully configured for landing which is with respect to the flaps and the landing gear in normal flying conditions for a stabilized approach the flaps to be extended family and the landing gear should also be extended it should also be ensured that they are not in their respective positions the aircraft attitude the egg craft must be stable on all the three Axes and only minor corrections may be allowed if required due to external factors during the approach base the potential energy of a graph get converted into kinetic energy so proper Energy Management is essential for the smooth and safe landing the eggrat attitude plays a major role in the total energy management for Ireland is used for your product should have captured and aligned with the localizer and glideslope signal of the Runway in which the aircraft has to land the wireless assist the aircraft in being supplied on the final Descent path

aircraft is descending the engine can be reduced but the engine should be stable and it was provided by the engine will be a little above I will be idle Indian forced applies to produce these conditions should be satisfied depending on whether the aircraft is grown under instrument conditions IMC or visual met conditions VMC there is an altitude limitation by which the aircraft should be stabilized and I am see the aircraft should be stabilized by thousand feet and under VMC the aircraft should be supplied by 500 feet IMC and VMC are defined based on visibility distance from my cloud and ceiling During these conditions are not satisfied it is always best to perform a go around and make a new attempt for landing aircraft they may be many reasons why the approach becomes hand on supplied approach let's take a look at a few of the reasons some of the reasons for an unfertilized approach for visibility adverse weather conditions through fatigue failure of my receiver on both the aircraft any ATC restrictions tureen t enough to go near the airport

Understanding Oxygen Systems in an Aircraft Oxygen Masks FIXED & PORTABLE Oxygen System HYPOXIA

Hello and Welcome to check this aviation in this blog we will be looking at what are the oxygen systems in an aircraft why these systems are required how the oxygen system functions and what is meant by hypoxia let's see wine oxygen system is required in aircraft after an aircraft 100 it plans to very high altitude for The Cruise base as it provides better fuel efficiency at this high altitude the outside and pressure will very love this means that there is less oxygen available in the outside a this is not sufficient for humans and will result in something called as hypoxia

normally the aircraft cabin is pressurized which ensures sufficient oxygen is available inside the aircraft for breathing The Cabin pressure would be the same as the depression you will feel outside the aircraft at approximately 8,000 feet this is done that the cabin altitude in case of failure of the pressurization system or because of a pressure leak from the cabin and craft staff to loses pressure which means the oxygen available inside they start to reduce now and oxygen system is essential in order to prevent loss of consciousness of the passengers and the group because of insufficient oxygen.

Before any commercial aircraft takes off a safety briefing is always made as part of the briefing instructions are given on how to use the oxygen masks normally this mark on be required because there is sufficient oxygen inside the cabin but during emergencies please oxygen mask and oxygen system become a life save now let's see what are the different oxygen systems available in an aircraft the most simple of all the different oxygen systems total oxygen cylinders that are available on phone no you ask are always with you in case of a medical emergency on body during flight only a few oxygen cylinders will be carried and will be sufficient only for a few people on board the aircraft so let's see what will happen in case of an emergency which impacts on the passengers on board such as freedom of the pressurization system in case of failure of the pressurization system on loss of cabin pressure oxygen mask will drop from the overhead storage boxes this is an independent system which uses a chemical oxygen generator to generate the required oxygen each bottle can supply oxygen 3 mark for 10 and 100 mark for men at least 10 minutes this clock season is chemical generated a burning smell become when is mass of photon mark will deploy automatically when the cabin altitude goes above a certain altitude that for example 13000 feet with sufficient oxygen is no longer available in the air they may also be manually deployed by a switch available in the cockpit during certain emergency manual deployment of the marks can also be done with the help of a special tool that will be available with the group members in the complete a separate oxygen system is available here and independent oxygen bottle is installed with will provide oxygen through individual fast to the coffee will have different settings which the Croma select depending on the requirement. 

What Is Meant By Contrails?  The Reason For Contrails And What Are The Major Sources That Formed At The Engine Inlet

The Mask may be said to supply oxygen only when the group in his or it may be sent to supply positive oxygen flow at all times since this system is required during a few emergency the cockpit group should check the oxygen bottles pressure the four operating the flight in some severe cases of fire or smoke in the cockpit and the group has difficulty in breathing then a portable oxygen cylinder is also available this will include a mask that will supply oxygen and also cover the entire face so that visibility is not affected what would happen if the oxygen system is not installed to understand this we need to see what is meant by hypoxia hypoxia is a condition which occurs because of lack of oxygen in the human body hypoxia will result in loss of consciousness depending on anograph attitude there is something called as time of useful consciousness if your system is not respond after this time a person would become unconscious which would have severe consequences so in case of lack of oxygen inside anagram in flight within the time period of person should have put on and oxygen mask and help others with their marks required so that inform I will you want you oxygen system in Aircraft .

Understanding Aircraft's Communication System | ACARS | Voice & Data | Antennas on an Aircraft!

How the communication system sends and receives voice and other data? on a CA first let's take a look at what is meant by a communication system in an aircraft on an aircraft the communication system is responsible for the transmission and reception of information this information may be in the form of voice in the form of data from the aircraft the system should be able to manage communication outside a graph which is from a graph to the ground station aur with another Iqra in flight it should also manage communication with the diagram which is why are the Android phone for communicating with other group members to make announcements in the cabin now let's look at the parts that are required for audio communication in a diagram communication system is centrally managed by an audio control unit this unit is responsible for receiving information from different antenna microphones and sensors it is then responsible for processing this information and transmitting them to specific locations such as headsets or speakers in the cockpit or in the cabin in the cockpit the group can manage the audio control unit with help of an audio control panel that will have different switches and knobs to transmit or receive information.

The audio control unit information from different sources such as the intercom that is used for internal communication it will also receive audio information from the communication for navigation radio from the ground stations it may also be linked to some critical systems in their grant in order to Trigger onboard alerts in case of failures after processing the received data the What data is sent to speaker or had them for the group members this unit will also send all the audio data the cockpit voice recorder continuously records all this information the audio control unit allows the flight to select and control the received audio from this panel that group mein select me or adjust channel for communicating with the ground station as required they can also select group intercom for communicating with other crew members what select the system to address the passengers the audio control panel also has switches that can be used to turn the system on or off auto adjust the volume in the headset for the speakers and for transmission of audio over the selected channel now let's look at how data communication takes place from the anchor in most modern and car is installed distance for a graph communication addressing and reporting system this is responsible for receiving and transmitting data from the aircraft

the acres prevents the digital data link for the aircraft this is used to send specific information to different stations on the ground the data that is sent is taken from different graph sensors or systems and is transmitted via HF or VHF depending on their graphs position the recording sense or refuse data from the ATC for particular airspace it could also send information to the airline operations control for efficient management of the airline fleet and personal for the smooth operation of all the aircraft the acres sales data such as the aircraft position the aircraft system status for any failures that occurred weather later information and diversion information if required

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in the corporate that group can manage and monitor the data that is sent on the 1 hours with the help of the control and display unit or CDU the CDU is the only unit which provides an interface to the group for sending information or receiving data so the seed you provide access to information transmission information automatically or manually if required and also has a provision for sending text messages to the ground control for the communication system to send Odyssey voice data signals shuttle Antennas are installed on the aircraft  will have VHF communication 1 which is normally used for voice communication and we nature communication to which is kept on standby and used for monitoring purposes only the aircraft may have his communication three which is used along with header for data transmission for a cause the aircraft will also have a transponder for 80c and voice recorder for CVR installed at the tail so section pause that light communication that come may be installed on some aircraft

Comparison of Subsonic & Supersonic Aircraft| Shock Waves| Designing Commercial Supersonic Aircraft!

Hello and Welcome we will complain subsonic and Supersonic aircraft look at what is meant by shock waves and understand how is Supersonic aircraft are designed first let's look at what is meant by a substance and Supersonic aircraft and aircraft may be defined as subsonic and Supersonic that comparing its speed with the speed of sound if the aircraft flies slower than the speed of sound then it is called subsonic If the aircraft flies faster than the speed of sound then it is called Supersonic aircraft to understand this better we need to do something called as the Mac number

so what is meant by Mach number a Mach number is defined as the ratio of speed of aircraft to the speed of sound for subsonic and craft the Mach number is less than one sensor fly slower than the speed of sound for Supersonic aircraft the Mach number is greater than one can fly faster than the speed of sound usually commercial aircraft can operate at point 62.8 Mach and Supersonic aircraft which are being planned to operate commercially will operate between 1.2 to 2 Mac now let's look at some of the features on or something and craft in a some are usually used for treating the required depending on the size and weight of aircraft in subsonic Aircraft a smooth camber that is used for the wing structure this is to provide sufficient camber so that another is generated when flying at low speed now let's look at some of the features of a Supersonic aircraft a Supersonic aircraft may have it open auto budget and only because the propellers are not efficient at Supersonic speed the Indian designs need to be modified to get up on the high speed of air entering the engine this is done by increasing the length of the diffuser section of the engine another design change needs to be done at the novel section of the engine here the converted divergent nozzle has to be designed so that this aircraft can be accelerated Supersonic speed

on Supersonic aircraft is not efficient screen too much Dragon so what then it would need to be used on an sufficient to produce is directly proportional to the velocity at vijaynagram is flying at Supersonic aircraft fly at a very high speed this app was also symmetric and placed at a small angle of incidence in order to improve the 5th generation and increase the efficiency of the wings just like App for the fuselage on a Supersonic aircraft is also designed to be slimmer than subsonic and aircraft this is because when an aircraft fly at Supersonic speed shock waves are formed at the leading edge of the show will have a significant impact on the design of a Supersonic aircraft since it has severe effects on the air flowing across it let's see what are shock waves and the impact it has on an acre pocket friendly conversation that initially forms on the top of the wing when an aircraft enters the transonic range from Mac point 8 to 1.2 accelerated to Supersonic speed the shock wave is formed at the leading edge of the aircraft because of the shock wave that is found there is a severe increase in the temperature of the Year dance tip of the shock wave source from the materials are needed at the leading edge to withstand the high temperatures there is also a severe increase in the back because of the shock wave formation so the engines need to produce more thrust to overcome this track and hence more fuel is consumed there is also a decrease in the total pressure of the year because of the shockwave this will reduce the engine efficiency the shock waves will also result in a sonic boom on the ground which would be very love and can even cause damage

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Supersonic aircraft design a commercial Supersonic aircraft was built using composite materials that can withstand high temperature and CPU temperature variations the wings and diffuse largely would be 10 or to reduce the effects of Dragon due to the shop information the engines review section and the notification have to be redesigned to reduce the losses and improve the fuel efficiency at Supersonic speeds the egg craft must also be easy to maneuver at low speed at high speeds this can be achieved by the flower Technology with you onboard computer and sensors the ACA should also be capable of flying efficiently at subsonic speed when operating near an important and load attitudes to prevent Sonic booms commercial Supersonic aircraft are required because table reduce the browser time from a to b by 50% so that home I will you don't shock waves and Supersonic aircraft

Is a Turbofan Engine or Turboprop Engine Safer? | Pilot Explains

Hello and Welcome the turbo fan and the turboprop are thetwo main engines that power commercial aircraft and they have a lot in commonbut I'm going to explain the differences coming up hey 74 Crew what's going onif you don't know about aviation so whether you're a pilot or an aviation enthusiast considersubscribing if you haven't watched the earlier blog that I did explain you howthe core of a jet engine works  this blog won't make too much sensebreaking down the comparison between a turboprop and a turbofan is simple nowthat you understand how the core of a jet engine is working to recap what Iexplained in that earlier blog in this stage of the core engine yet air isgetting sucked and compressed in this stage the compressed air is beingintroduced to fuel and a spark to create an explosion which goes at the back ofthe jet engine the back of the jet engine turns these fans in the backwhich also in turn turns the fans on the front of the engine which compressedmore air and continue the cycle and again this engine by itself would becalled a turbo jet engine which is not how your commercial aircraft work firstI'm going to explain how a turboprop works and later it will make sense whythis is a jet stream 32 this is the first model of turbine aircraft that Iflew I was super excited 

because I was finally flying a multi-engine turbineaircraft I remember the first time I walked up to it I thought wow this is sobig that's what she said and now I could probably fit 10 of those in a 747 theengines of a turboprop worked based on the exact same core principles of what Iexplained earlier on how a jet engine works here is the inlet of where the airis going into the engine on a jet stream and this is the exhaust section wherethe air is actually leaving the engine so the first two stages of this enginework exactly like a turbojet engine which I explained earlier thedifference is when the air is actually going out the back of the engineit doesn't use air to propel itself forward what it does is it turns theseadditional fans in the back these fans are on a separate shaft thatdrive the propeller on the front of the plane that you're seeing so instead ofair propelling you forward that air is driving these fans which is driving thepropeller which is pulling the aircraft forward if you remember the Sully videothat I did a few months ago where I talked about eating a bird just as wewere coming in to land that bird was able to make it through that propellerand into that tiny little Inlet to this day I have no idea how that bird wasable to miss the propeller and get into that small little hole while it wasflying talk about a rotten day now a turbofan is generally what you're seeingon most commercial aircraft if you've flown on a Boeing or if you've flown onan Airbus you've flown on a turbofan aircraft this is a diagram of theturbofan that you see on most commercial aircraft side-by-side this section ofthe diagram is actually this section of the engine that you see and this sectionof the diagram is actually this section of the engine this large fan that yousee on the front of the engine is working exactly like a propeller on aturboprop and this section of the engine is working exactly like a turbojet soit's getting the best of both worlds as the air is leaving the back of a turbineengine it is driving the fans that compress more air it is also drivingthis fan on the front just like a turboprop and it is propelling the planeforward so as that explosion goes out the back is pushing the plane forwardand driving two different sets of fan blades to suck in more air and use thatfront fan as a propeller 

that air from the propeller on the front is goingoutside the core of the engine and it's making a much more fuel-efficient engineespecially at lower altitudes this type of engine is called a turbofan engine ora high-bypass turbofan engine the term high-bypassis definitely a turn you're going to want to know if you're a pilotespecially if you're going from a piston to a turbine engine because that issomething that they may ask you in the interview this is a picture of the 747 -eight general electric engines it's something that I love these engines Ithink they look so cool they're also very very fuel-efficient the other nicething is that because they are so large it allows me to take a picture of it andshow you the different parts and how they work in real life in this photohere you're seeing looking back from the back of the engine forward that fan thatyou see at the very far end of the picture is actually the fan that you seewhen you're looking at the front of the aircraft the air that's going from thatfan is actually going on the outside of the core of the engine which is righthere and that air that's going outside the core of that engine is actuallyworking exactly like a propeller which I talked about earlier and the air that'sgoing out of the core from right here is using the thrust that's being createdfrom the explosion to push the aircraft forward so you're having two differentways that the aircraft is actually being propelled forward 

I'm learning so much this is exactly what I need I remember from back in my days when I was flying turboprop aircraft that people were nervous people often associated propellers with lack of reliability in the comments section below I want you to let me know now that you understand how similar a turboprop is to a turbofan are you gonna feel more comfortable flying on a turboprop aircraft I look forward to hearing from you until then keep the blue side up 

DELTA NEWS - AIRLINE SAVED | Aviation News Weekly

Hello and Welcome It’s been a quiet start to the week with no real distinctive developments coming to light in the Aviation Industry so with that being all said I thought now it would be the perfect time for another instalment into. We begin proceedings with Qatar Airways and the carrier receiving a lifeline from their government in the form of a bailout. The Qatari government gave the airline a US2 billion to help it face the crisis head-on. Coming just a month after the Dubai government gave Emirates their own bailout which was also worth US 2 billion. An amount that the two governments deemed useful for the survival of the airlines moving forward. For Qatar Airways their financial situation has not been the most incredible of late and they join Etihad in the same region who as we know have also been struggling and going through a major restructuring plan. 

Qatar Airways if you also recall was one of the only carriers during the global pandemic that continued to operate and continued to fly people home during the trying times. Their efforts were highly appreciated by many as other airlines pulled the plug on certain services. Meanwhile over at Jetblue work has steadily progressed with their London routes that are tentatively going to be starting up next year and the aircraft that’ll be helping power these routes. Their first A321LR was revealed to the public towards the end of September with a streamers tail design that the airline best describes. The tail features as you can see a ribbon in a number of different blues, my personal favourite colour. JetBlue has said that these colours help represent the ocean and in addition jet stream which are fundamental players for these transatlantic services. At the moment the airline is eyeing up the launch of JFK and Boston Logan directly through to London by late 2021 at the best, it was originally aimed at being earlier but things have obviously changed with the global pandemic coming into play so while they aim for late 2021 there’s always the chance this could end up in 2022 instead. While this is the first A321LR for the airline they also have the A321XLR on order, a variant that was revealed last year at the Paris Airshow and garnered a lot of attention and excitement within the Aviation Industry. Will you be hoping to get onboard one of the Jetblue Airbus A321LRs on a transatlantic service when they start flying? Let me know down below! Delta has had quite the expansive fleet for some time now with countless aircraft types and hundreds within their fleet. 

However, one thing is for sure and that be the need for the airline to streamline. Since the outbreak of the global pandemicDelta have been actively looking at getting specific types that are ageing and no longer fuel efficient out of their operations in favour of welcoming more efficient jets in the future and also allow the fuel-efficient jets to thrive. Delta has therefore at the end of September as well decided that it would be retiring its Boeing 717-200 aircraft and also the remainder of its 767-300ers by December of 2025. So In 5 years, these aircraft will be gone. On top of these Delta has already said that it would be retiring the MD-88s and MD-90s so really it has felt like the retirement just hasn’t stopped. These changes though to the Delta fleets are necessarily moving forward to save money wherever possible and to ensure that they are efficient as well with their operations and can preserve cash wherever it is possible. The last thing they want to be doing is wasting away precious cash on now sadly aircraft that are no longer fuel efficient if they can help it. The global pandemic has given them that excuse if you will. KLM is another airline now which is currently going through a major restructuring and they have submitted their plan in recent weeks to the northlands ministry of finance. KLM would like in the region of around 3.4euros in loans and so on to help fulfil their operations, pay their staff and ultimately survive within the Aviation Industry. The KLM Chief Executive said The plan we submitted to the ministry of finance today is a condition for obtaining a financial package, making this an important milestone in our recovery. Adding The aim is to ensure that KLM survives this crisis and emerges stronger than before. At this moment even with help from the government, KLM will see 4500 positions disappear in a restructure that’ll see the group reassess fundamental areas of the business like that of finances and strategy. 

They’ll also aim to implement cost-cutting initiatives that will help them move forward as an airline and also more widely as a group. When focusing on their aircraft KLM will also actively work to implement a more efficient fleet moving forward, this has already been boosted by the immediate retirement of the queen of the skies. They’ll also plan on phasing out leased aircraft moving forward. Boeing has announced an adjusted outlook for the overall demand within the aviation industry due to the global pandemic. Boeing projected themselves that over the next decade 18,350 aeroplanes will be delivered and 13,570 of those will be narrowbodies. However, in the second half of the forecast which stretches for the next 20 years, there will be some 43,110 deliveries and that includes32,270 narrowbody. It’s quite clear to see the major jump here. Boeing has said that the industry will still remain the same in a sense of the very long term and trends will return, however, it'll take time and it’ll be important to be patient but for carriers to stick true to their business models. History has shown that previous global crisis obviously not to this extent resulted in a sudden surge shortly after which the BoeingManaging director expects. Focusing now on the Australian aviation scene and Rex, a regional airline within the country that is known for operating the Saab 340Bs. 

Soon though they will be adding 6 Boeing 737aircraft with the first being delivered on the 1st of November, so in a little under a month. Rex wants to use these initial 6 to understand if there is a demand for the type within the airline and if was to all go according to plan they’d look to increase their domestic fleet with more Boeing 737s with the goal to eventually reach a total of 10 Boeing 737s. The thing is Rex has not been an airline that been said not present within the Australian Aviation sector, in fact, they’ve been around for quite a long period time but forever the main players have been the likes of Qantas, Jetstar, Virgin Australia and now the defunct Tigerair, with Tigerair gone and Virgin Australiasignificantly reducing their operations, internationally and domestically Rex see this is a prime opportunity despite the global pandemic ongoing to test the waters. In my opinion, it’s an exciting move from the regional carrier and will most definitely heat up the Australian sector which has long suffered from excruciatingly high prices but also very little options when it comes to travelling. 

Indigo stock analysis

Hello and Welcome Until a few years ago whenever we spoke about airlines, for us those who belonged to the middle-income group taking a flight used to be a dream. But in the last few years, the airline industry has grown so big that flights have become a part of our lives. If we have to go a little far we prefer airlines. Today we are going to talk about Indigo. IndiGo, in the Indian airline industry, is a profitable company. 

And which cleared a lot of myths related to the Indian airline industry, and became a profitable company. To the extent that whenever Warren Buffet has spoken about the airline industry, he has said that it is very dangerous to invest in this industry. But IndiGo is such a company that is not only profitable but also in the Indian airline industry it has more than 45% of market share. Why does this happen in the airline industry that even though the company gets launched but does not succeed? If I take a look at the history of the Indian airline industry, There are so many companies that came and even expanded but due to debt and other reasons had to close down their operations. In this video, I will tell you about IndiGo's business model, and I will tell you about how a small company enters an industry where most businesses do not succeed, with one aircraft in 2006 and by 2019 they have 217 aircraft. Apart from this, I will teach you how to do a fundamental analysis of a company in the airline industry. In addition, I will compare IndiGo with its competitors. At the end of the Blog, I will tell you what is happening in this company and what it has to offer its investors. Whether you should invest, sell? or hold? After the 1990s, a new concept came into being in the US airline industry which disrupted the entire airline industry. And that concept was LCC. Low-Cost Carrier companies.

Those airline companies were not present in India till then. India then had three or four airlines operating. This gap was identified by Rakesh Gangwal and Rahul Bhatia. They thought why not bring LCC to India? and bring the airline industry to the common people. So that the growth of the airline industry is bigger and the margins are better too. To talk about its founders, first of all, Rahul Bhatia who understood the regulatory norms of the Indian airline industry, and Rakesh Gangwal who understood the airline industry very well because he used to work for US airlines. This is why he designed such an airline in India which ran at low cost and also gave good margins. In 2004, when this company wasn't even operational, that time this company placed an order for 100 planes with airbus, at a time when it didn't have even one flight in operation. Airbus benefitted from this because they were also planning to enter the Indian airspace. Now you must have understood that IndiGo's co-founders had good knowledge and experience. But how did they make their business model different from other businesses? So the first difference they made was that all their planes which operated in India were the same. If they were using A320, then all the planes were A320. At that time, its competitors were using different models of airplanes. This benefitted IndiGo. Because it didn't have to train their pilots differently. If a pilot could fly one plane, they could fly other planes too. Apart from this, they also saved maintenance costs. If all the aircraft are the same, then their maintenance cost will be the same, there is less training required. In every aspect, IndiGo benefitted from this. This helped IndiGo to become a very big company. 

The second point of difference was that whenever IndiGo gave a new order to Airbus it used to be bulk orders. When Airbus takes bulk orders, it would give discounts to IndiGo. And IndiGo would use this aircraft for only a short time so that the maintenance cost is less, and people would sense the feeling of a new aircraft when they traveled. As you can see from the screen how, when, and the numbers of IndiGo's orders As I told you, IndiGo orders in bulk. That is exactly what we get to see on the screen. For example, in June 2005, IndiGo ordered 100 Airbus aircraft when they had only just started their operations. Later, 180 in June 2011, and 250 in August 2015 Now I will do fundamental analysis. where I will tell you If ever you want to inspect a company see how it is performing in the airline's industry, Then how do you evaluate it? What factors and parameters should you consider? Whenever we do an analysis of an airline company the first and the most important point is Every company Every airline company includes in its annual report what their passenger load factor is. 

Now you must be thinking why I didn't explain it to you. In simple terms, if there is an aircraft that has 100 seats, and it flies from A to B if only 30 out of 100 seats are occupied, the occupancy then becomes 30%. 70% of the seats are empty The less it is, the more dangerous it is for the airlines. Because it will have the same expense to fly the plane. If the seats remain unoccupied the company will incur losses. To talk of IndiGo's load factor it is around 86%. As you can see from my screen, I have compared IndiGo's load factor with that of its competitor Spicejet. IndiGo's load factor in comparison to that of 2018 has gone down slightly, to 86%. To compare this with the load factor of SpiceJet, it is now 92%. Which is way better than Indigos. But to compare it with that of the previous year, the load factor of SpiceJet has come down a little in the last year. The second important parameter on the basis of which we can analyze a company in the airline industry is RASK. This tells us if an airline flies one kilometer, how much profit it makes on one seat. If I make a comparison on the basis of RASK on IndiGo with last year then this year IndiGo's RASK has come down a little. Last year IndiGo's RASK was 3.64 this year it is 3.57. So the revenue that IndiGo makes on every seat per kilometer has gone down. But if I compare this with its competitor SpiceJet then the RASK of SpiceJet is bigger this year as compared to last year Now you know what IndiGo's revenue per seat per kilometer is. But until we know how much expense there is against this revenue we will not be able to analyze the company very well. There is a parameter that calculates expense per seat per kilometer which is called CASK. In the case of IndiGo, CASK was 3.15 last year, per seat, per kilometer. 

This year it increased to 3.59 per kilometer. Now I have told you that cost per seat for IndiGo has increased. What factors affect these costs for a company in the airline industry? It is important to know that too. Whenever we talk about the Indian airline industry there are two main factors that impact the costs: First, crude oil. Because to run an airline business the main expense is in crude oil whenever the price of crude increases then the cost increases. Second: currency depreciation. Because all our oil is imported, so when Indian currency depreciates, the cost to import oil also increases. This leads to increased prices. There is an interesting point for you here. IndiGo's CASK is higher than its RASK. So IndiGo must be running on loss. But no, IndiGo has showcased profits this year. Because IndiGo has other means of income. If I talk about those revenues which IndiGo gets for example from extra luggage, ticket cancellation charges, ticket modification charges, and cargo business, in fact, IndiGo grew by 17.6% than last year. Now investors understood some of this. But before making an investment, it is important to know everything about an industry. Now you must be thinking which company has how much market share in the whole Indian airline industry, Come on, let's discuss that. 

As you can see on the screen, in the Indian airline industry, the highest market share is with IndiGo which is 47.1%. After IndiGo comes SpiceJet with 13.7%. India has a market share of 12.9% Friends, This list has some companies that are no longer operational. There is an interesting point that I would like to point out. If I talk about Low-Cost Airlines in the entire industry 76% of India's total market share is with Low-Cost Airlines. As IndiGo started now more and more companies have come up which operate on the same model. Until now I explained how to fundamentally analyze IndiGo. You can take more inputs, and research deeper. But it won't be fair if I don't give you the current news. Because in recent days, a piece of news related to IndiGo came in which an allegation was made on IndiGo in relation to corporate governance. This allegation was made by none other than one of its co-founders on the other. So, if you are an investor in Indigo or are thinking about investing, study this news carefully and use the information I gave you and then decide on your own whether you should buy this share sell it or hold it. Friends, we do not give any recommendation in any Blog to buy or sell any shares. All our videos are strictly for educational purposes. We try to explain in basic terms how to analyze a company before investing.