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can you make it any more messier
Excellent tutorial!
I loved this explanation!! Thanksss
Great explanation!
Bro my brain was shutting down on this damn Cessna online course. I can’t understand anything on those crappy bloated PowerPoint presentations. You have no idea how much these videos help us out.
Stick to the Bernoulli theorem and forget the Newtons bit, then this is an adequate explanation of ift
Thank you very much
This video is JUST what ı was looking for. Thanks a lot for this simple explanation!
On 3.31 his actually correct. Letpft turns. And remenber that you draw the imagine line for the outbound
Im prepping for the privat pilots written exam and this is so helpful, Thanks
2Two Let 2 Right Turns, 2two right 2 Let Tunrs 🙌
Minor correction, @06:15, that should be in hundreds of feet rather than thousands of feet. You indirectly clarify that later in the video but it's good to point it out in case someone doesn't catch it. Thanks for the informative style of teaching!
Great!
03:00 - 03:12 This explanation of the lower pressure from the faster movement of the air above the wing has been given again and again and again. But it's wrong. THERE IS ABSOLUTELY NO NEED FOR AN AIR PARTICLE TO TRAVEL FASTER ALONG THE UPPER SURFACE THAN ANOTHER TRAVELLING ALONG THE LOWER SURFACE! Indeed, an upside particle leaves a downside particle far behind. Two neighbouring particles splitting at the leading edge don't have to meet again at the trailing edge, and they don't. Period. The air on the upside simply does travel faster, and there actually IS lower pressure on the upside, but the reasons are more complex. If the camber was the only reason for lift, why does a flat airfoil fly? Why do Chinese kites fly? Why do you feel resistance that tries to move your hand aside when you stretch out your hand from a car window at higher speeds? Okay, enough of that ... If you benefit from this video, congrats to you. Why not? But I don't.
Ok I got a question. Where does a glider get its thrust?
Giant catapult
Thank❤❤
10:58 how is the “rounding” to the nearest hundred works? , in that plate it rounded less than what the HAT was, sometimes it round up or down, why is that
Is VOR compass rose always 20 nm diameter? It would make a great quick reference for gauging distances, like during diversions.
Every single one of these completely ignores the obvious question of what you do when coming in on the extreme border between direct and teardrop. Are you supposed to: A.) Turn to the inbound course then turn to the outbound leg, B.) Turn directly perpendicular / 90 degrees to the inbound/outbound legs, then turn outbound after an appropriate amount of time has passed, C.) Turn to the outbound course immediately and hope the turn inbound doesn't put you into unprotected airspace. No one ever depicts how the awkward direct entry is performed. They conveniently choose an entry that's nice and comfortable. That doesn't help for a checkride at all.
Great video even after all this years When you say this elevation is what you read at your altimeter it means the elevation it’s MSL so you add 100 feet for handmade and you add 200 feet for natural made but when the elevation it’s in AGL what I know that you should add 400 feet but I look this up in FAA and every official source possible to my knowledge, and I couldn’t find anything it says that you add 400 feet for AGL elevation but is spread of word Does anyone have a source for that AGL 400 feet addition?
Great video. Thanks!
I doubt anyone will respond, but HILPT and holding are different and have different requirements and mixing them with holding is WRONG to do - they are NOT a holding pattern unless ATC makes it one, then holding rules apply, not HILPT rules. There are distance-based (DME) holds that DO NOT require the pilot to go the full length of DME outbound on a holding entry (i.e., you can comply with the exact wording of AIM and parallel or teardrop for 1 min and then turn inbound to follow the pattern as depicted), and the FAA chief counsel in 2011 stated as such that unless the pilot is specifically given the distance by ATC, they can turn inbound early. I find it a travesty that nobody states the AIM method is a RECOMMENDATION, not law, and that the ENTRY and PATTERN are two different parts.
I discovered that Parasite drag is produced by VERTICAL surfaces and Induced drag is created by HORIZONTAL surfaces, for example when the Flaps are at 0 degrees they produce Max Induced drag and Min Parasite drag, at 90 degrees Min Induced and Max Parasite drag and at 45 degrees in the middle of both. Please let me know if you think it is a valid observation. Thanks
Thank you for your contribution towards the community!
I personally prefer not to use this approach to adf intercepts in a practical situation just because it pushes forward a bit of a rote learning attitude to the exercise. By all means it’s fine for written exams the “ bug to tail + or - 30 etc”. In a practical context I think It’s better to be able to have a mental picture of where you are in relation to the aid by using the DG as a ‘birds eye’ view and imagining the track you want to intercept inbound or outbound and then deciding on the direction to turn because it builds situational awareness and it also makes it much easier to visualise inbound to outbound intercepts and vice versa. That’s just my opinion though. Feel free to disagree with me.
I want to build a P51 Mustang Replica for display, I have some sponsors here who help me with free materials and services. I want to use the drawings of mr. Marcel Jurca to do the parts and assembly, but the drawings are in PDF, and I want an assumed, responsible, serious volunteer (free of charge!!!) CAD engineer to help me redraw the drawings from the PDF and put them into DXF files, so it can be easily cut on CNC from plywood, aluminium, steel etc... I have some progress on the frames and formers (pictures attached). The Mustang will be displayed for a new aviation museum project I am currently developing. The CAD engineer will be mentioned on the sponsor's list on the project website.
Excellent video!
Does remain within 10nm refer to the FAF, the runway or the airport?
Thanks, Will. I'm interested in semimonocoque construction. Can you think of a particular book or design example I could follow?
WRONG!!!!!!!!!!!! bernoulli has NOTHING to do with lift! only with a single streamline, not variable streamlines! stop spreading innacurate information.
I came across thos WONDERFUL video and it made my day! THANK YOU!!! One question: do airplanes have both, glass and analogic instruments or just the glass ones? If this is the case, what happens if there is a shortcut or something of the kind?
I like and thank you
excellent
Great information, thanks.
Is it Jepessen ?
Heads Always Fall Like the French Revolution; Tails Always Rise Like a Scared Skunk. This enables you to Push Head Pull Tail.
Thank you for the Aviation videos. I’m an aspiring pilot and will be starting flight school
I have watched so many videos about holding, all of them stopped at determine the holding types, but your video is the only one tells us how to do it, with all the tricks. I finally clicked. THANK YOU SO MUCH 🎉🎉🎉🎉🎉🎉🎉🎉🎉🎉🎉
I think high pressure is produced in the back of the propeller and low pressure produced at the face of the propeller...which pulls the craft forward. The video may have it backwards
This video provides a good introduction into the general theories of lift with a solid explanation of the relevance of conservation of momentum and the physics which create boundary layers and their role in circulation and the magnus effect. One thing I do want to clarify is his examination of fluid velocity and pressure. Namely, he states that fluid velocity and pressure are causally linked, and that an increase in one directly results in drop in the other, this is not necessarily the case for freestream flow like we see in flight. Bernoulli's Equation is modeled for the scenario for control volumes and control masses which assumes a constant value for each parameter respectively. Because of this it is not safe to assume that an increase in fluid velocity over one section of the airfoil causes a decrease in pressure as there are a number of factors beyond fluid velocity which affect pressure over freestream flight.
I fear that this video may have fallen for some common misconceptions in the aerodynamic community. For one, the figures depicting the low and high pressure arrows imply a suction on the top of the airfoil. This is not the case, it is simply less pressure on top pushing downwards while the higher pressure have much higher magnitudes and push upwards from the bottom. There is another part in the video where you explain the center of pressure. I believe you define it incorrectly, but correctly explain that topic. I think what you meant to say was coefficient of pressure, C_p at 5:30. Center of pressure varies and is a location. Coefficient of pressure is the average pressure variation.
I am trying to determine the surface area and camber of a wing to lift a specific weight
Recently the Mystery of Airfoil has been solved ! Check Tekemon. The reason it took so long to get to the reality of lift was the basic error in assuming there’s some kind of flow of air over the airfoil, which gave rise to various erroneous non-existent and irrelevant concepts e.g. Bernoulli, Flow-Separation,etc. Everything is covered in the book, in detail. The matter was a very simple one, but the wind tunnel gave the scientists true tunnel vision for the past century. Check tekemon.
Great video. Excellent cadence. Nice auto see the LOC and ILS specific information delineated when collocated on the plate.
Can I ask you a question please how the pilot know he is exactly on the fix or vor thank you very much.
Exactly what I looked for. Thanks!
Good info but booooring
Thank you! You explained everything so perfectly and easy to understand!
Clearest explanation I've ever seen! Thank you!
Why is it always shown with a blunt, rounded leading edge? Wouldn’t a sharp one reduce the frontal drag?