Airspeed indicators say A LOT!

Hello lovelies! What a shitty night last night was. Having DiD means that you sometimes speak and act as different people. It’s hard to catch and for those not aware of a split, it can destroy relationships . So what’s this airspeed indicator all about? It proves A LOT more than you think. Let’s tackle it.

Would you like to listen to this blog rather than read it? Here you are!

This is the airspeed indicator

This instrument is the instrument that the pilot of an aircraft uses to understand his or her airspeed. Without boring you with the technical aspects of this instrument, we can tell a few things just by looking at it. The green area indicates the aircraft’s  safe operating speed. The red dash is the “never exceed” speed. So, for this aircraft, it’s maximum operating speed is 160 knots.

Let’s take a look at what Wikipedia has to say about the “Airspeed Indicator”:

The airspeed indicator or airspeed gauge is an instrument used in an aircraft to display the craft’s airspeed, typically in knots, to the pilot. In its simplest form, an ASI measures the difference in pressure between the air around the craft and the increased pressure caused by propulsion. The needle tracks pressure differential but the dial is marked off as airspeed.  SRC1 See bottom

So, the short version of this, is that this indicator measures pressure differential cause by propulsion.

In the world of Astroscience, 0 miles per hour really isn’t 0 miles per hour, its 1040 miles per hour (It gets confusing, fast!). This in of itself presents major problems in the world of aviation. We’ll get to that. The argument being that because we are moving at such an insane amount of speed and the atmosphere moves with the surface of Earth in perfect unison, we feel NOTHING. We know, ridiculous.

No Cessna (Or any general aviation) aircraft can propel itself to 1040 miles per hour, as indicated on this Airspeed Indicator. What does this mean?

This means, as soon as the aircraft leaves the surface to the East, of which is propelling the Cessna  at 1040 mph, it will begin to decelerate. This means, that a fixed point on the surface of Earth below or in front of a Cessna would immediately begin to move away from the Cessna itself.

The Cessna is no longer attached to the surface that was propelling it at 1040 miles per hour and it cannot generate this kind of thrust, on it’s own. The Cessna needs the SURFACE to maintain that speed of 1040 miles per hour!

Our Cessna, who’s maximum airspeed capability is only 160 knots, taking off at 60 miles per hour, would immediately begin to feel the force of a very powerful, 900 + mile per hour tailwind. It is no longer being propelled by the surface of Earth and is now an independent actor in the “Atmosphere” and subjected to the force of drag and insufficient thrust.


So. We now know that the airspeed indicator measure’s pressure differential caused by propulsion (Thrust). Let’s look at our Airspeed indicator again, just for a refresh:
So, there is another dead giveaway here.

Let’s imagine, for a moment, now flying directly West or 270 opposing the forward motion of the “Atmosphere” moving at 1040 (Equatorial) miles per hour to the East. This instrument doesn’t even measure the pressure past 200 knots!


The point being that flying directly West into the headwind created by a column of air moving at 1040 miles per hour  would have to be indicated on this indicator but it isn’t – No where near it! The pressure of the headwind slamming itself against the aircraft itself would stop an aircraft, either in flight, or on the ground. Let’s look at “Headwind” again:


A wind blowing from directly in front, opposing forward motion.

There is, yet, another problem. Let’s say we want to taxi into position for take off facing direct West (270) in a Cessna 172. For the aircraft to even move it would have to produce enough thrust to overcome the pressure of 1040 miles per hour plus it’s own forward airspeed.  1040 plus 60 equals 1,100 miles per hour.


  Logically speaking, an aircraft would have to be able to fly at 60 miles an hour Westbound while somehow overpowering a 1040mph headwind and that’s to just get the the aircraft into the air (rotation speed). On the exception of the military, aircraft aren’t built and designed to deal with the airspeeds and pressures involved with a spinning “Planet’.

  This very obvious fact is reflected on every airspeed indicator in every aircraft on the flat Earth. Logic.

See? It’s not that hard.
  M and K