Va has nothing to do with your cruise angle of attack. It's related to the Lift force at critical AoA at a certain airspeed. At any given airspeed the force on the wings will be the same at the same angle of attack. If the plane is heavier, the load factor will be less at the same airspeed. This means that other components such as the engine or battery, which are a fixed weight, experience more acceleration when the aircraft weighs less at the same AoA.
@TheOldBeefКүн бұрын
1. When an aircraft is heavier, a given amount of force generated by the wings results in a lower G-load and thus less force on components of fixed weight - like the battery or engine. Therefore, if these items are the items of concern, an aircraft’s maneuvering speed will increase with an increase in weight. 2. If the aircraft’s wings ripping off are the limiting factor - the weak point - then the maneuvering speed would not increase with an increase in weight as the force on the wings is the same at a given airspeed and AoA; it would actually go down as weight increased (the stress on the wing/fuselage connection would depend on total weight and total aerodynamic force - like pulling something apart. However, moments also come in to play here - if the extra weight is added in the wings fuel tanks, for example, the stress on the wing/fuselage connection may decrease with an increase in weight). So put differently, if we increase weight by adding it to the wing, maneuvering speed should go up, but if we increase weight by adding it to the fuselage, maneuvering speed should go down.
@mts9828 күн бұрын
what about going around?
@stevecipolla35089 күн бұрын
Really enjoying your videos! Are you no longer posting new content? Looks like most videos are over 2 years old.
@aviator381513 күн бұрын
This dude scares me
@luciomorris843824 күн бұрын
Amazing presentation, very nicely explained topic. It was very difficult for me to understand it beforehand and I'm glad I came across this video. Congratulations!
@LACSACR26 күн бұрын
Hypoxia comes from Greek "Low level" + "oxya", so, low level of oxygen is correct
@Gainsforlife26 күн бұрын
Nice explanation but what about the lesser known "flat earth speed variable" where the pressure changes with altitude are factored into mach calculations using the flat earth formula. The formula accounts for the expansion of space and the moons effect on gravity as well as the pressure exerted on the atmosphere. This allows for a far more accurate reading of TAS and IAS in real time
@benw245928 күн бұрын
So from my understanding, changes in air pressure are caused by changes in density. Changes in density are caused primarily by changes in temperature. So the pressure (I think) already takes into account temperature. So why doesn't pressure altitude account for temperature? If temperature is a factor of density, and therefore pressure, shouldn't pressure altitude already take temperature into account? I understand that pressure does not equal density, and using the ideal gas law, if temperature increases but pressure stays the same, density must decrease. But if temperature affects both density and pressure, how can an increase in temperature NOT affect pressure?
@Chickencheesyfingers28 күн бұрын
That’s funny, the airport in the video is KDLS and I’m training for a ppl out of there. Or it just looks spectacularly similar and I sound dumb.
@wildzachАй бұрын
3-152
@timdavison1061Ай бұрын
Great breakdown.. perfect timing tried holds last weekend..
@bartoszskowronskiАй бұрын
Why in singe engine airplanes (in multi engine too) don't use stopwatch for achieve V1 start at release breaks, to ensure expected airplane performance? In single engine V1 & time: would be set as Vr - 5kts or less if runway is short, then V1 would be point for safely reject takeoff. (example, someone become sick during takeoff) there were accidents because engine did not had proper performance. and pilot realized that too late for reject takeoff. And also in muli engine was accident because pilots set wrong takeoff power and runway ended before Vr. preflight calculations was ok. I assume calculation will be complex, but with smartphone and tablets, simple app with profile for your airplane would do everything. Just put current conditions like temperature, pressure, dewpoint, runway length&slope, weight&balance, runway surface, and program would calculate V1 Vr, time, distance for takeoff, accelerate stop, etc.
@msilver4888Ай бұрын
nice job, only person I found who knows what they are talking about and how to explain it
@freepilot7732Ай бұрын
27:33 I still time my approaches.
@freepilot7732Ай бұрын
26:42 call me old school but I've always gravitate to government plates over Jep. chart.
@imflyboy_Ай бұрын
Always great information, so much learned. Thank you!
@Silversmok3Ай бұрын
Note- the pilots and flight attendants don’t get paid until the parking brake is released.
@TangodownNZАй бұрын
I don’t know about a man wearing a girls ring
@TangodownNZАй бұрын
I don’t know why the other channels make this so complicated. This is a very good, easy to understand. Thank you
@SJSUa114-CFIАй бұрын
what application do you use for all this simulation?
@brandonlopez4011Ай бұрын
1:00:04 Good way to say where do you need to switch to VLOC. Also, I would say to make sure it's within 18NM for the LOC service volume. In the event the LOC has expanded SSV double check the distance and make sure it comes from the actual Localizer antenna "I-OTH". In this case, the distance is measured from the actual OTH but eyeballing the distance to the LOC antenna is withing 18NM
@brandonlopez4011Ай бұрын
Suitable Rnav system Substitute DME and ADF 58:36
@georgewashington9058Ай бұрын
Bold method needs a new face
@hmabboudАй бұрын
Interesting!
@fikipilotАй бұрын
Awesome!
@RiiZ89Ай бұрын
A few years late, but anyone watching this in 2024 and wondering about the final "H" symbol question. It is not what is said in chat. It indicates that fix, in this case CHSLY, had a published Hold, shown somewhere on the chart. You can see it clearly at 1:05:34
@Nicole-kj9vnАй бұрын
Does anyone know what app he used for the holds?
@flypixel2 ай бұрын
Terrific video!
@alexeygrachev89212 ай бұрын
Absolutely fantastic job done! Thank you!
@AirmanBrown2 ай бұрын
Practically speaking who is initiating a climb without ATC clearance? This is why I hate some of these questions, they arent honestly practical.
@bartoszskowronskiАй бұрын
they are if your transporter code is 7600
@Only_God_Is_Allah_SWT2 ай бұрын
*Wondering why not just starting the rotor blades to spin fast enough to catch the surroundimg air and make the engine run by itself afterwards without assisted compressed air introduction?* *Similar to how grinder or vacuum cleaner starts by using electric starter.*
@BarcelonaEnterprises2 ай бұрын
Great video for IFR checkride
@keithhendrickson85222 ай бұрын
Just requested a contact approach on Vatsim. The guy had absolutely no idea what I was talking about and just ended up clearing me for the visual.
@monocogenit12 ай бұрын
the 1 min /15-20 min brief
@erl2nd2 ай бұрын
Thank you so much for your presentation, as a new pilot I am struggling with landings and trying to comprehend what the problem is has been difficult. After watching your video I have gained a new perspective which involves not being relaxed and holding the yolk incredibly tight reduces my ability to correctly enter ground effect and transition from round out to flare I believe you nailed it with the reflection upon how a very tense pilot does not have the relaxed demeanor to finesse the controls as opposed to a rigid grip which inflicts the slightest thump from turbulence straight into the controls I'm landing at a airport notorious for turbulence due to trees on one end and a bluff on the other end and therefore it is critical I learned to finesse and isolate the yolk from movements translated from turbulence straight into my rigid grip onto the yolk. I hope I'm right I'm desperate but thank you so much for such a well thought out presentation You're awesome!
@Feh601692 ай бұрын
Best videos out there, these helped me get my IFR certificate. Thanks!
@GrantSchulte2 ай бұрын
The wings should be able to handle more Gs when the airplane is lighter because one G at 1900lbs is less force than one G at 2300lbs, correct? So am I correct to say that this theory is simplified to assume that the value of one G is the same amount of force whether you are at 1900lbs or 2300lbs?
@TheOldBeefКүн бұрын
Yes, if the limiting factor is the wing/fuselage connection. However, load factor takes other things into account like the engine mounts, battery mounts, etc. A lighter aircraft will have a higher load factor at the same AoA/airspeed, which results in a greater force on fixed weight components like the passenger. You are correct though that the total force on the wings isn't directly tied to load factor.
@fiddlyphuk64142 ай бұрын
"The receiving checklist is completed sir" ...Sir? LMFAO
@Springkid272 ай бұрын
Greetings Boldmethods, Great article and video! I just have a couple of questions, I know that there are several IFR departure procedures including ODP, SID, Climb via, radar departure..etc 1. The ifr clearance/CRAFT mentioned including the craft at a non controlled airport, is the CRAFT part of the odp, Sid, or other ifr departure procedures? Or is it simply just a clearance or a “permission” from act to get into the skys from ATC. 2. Let’s just say I’m at a major busy controlled airport KLAX for example, and I’m using the SID or ODP for my departure, will I need to copy down the a whole bunch of stuff from ATC for the CRAFT as well for my clearance or “permission” to get into the skies from ATC? I assume flying the airlines have a much more easier way like just inputing down all the information in the flight computer system right? And only for general aviation like if I’m flying Cessna 172 part 91 where I have to write down all the bunch of stuff for the CRAFT info? Thank you! Meaning do I need to get an IFR clearance from either a controlled airport and a non-control airport as well? 3. I have heard from different sources including flight insight about the number of flight IFR departure procedures, I’m not sure if this is correct but I will just name the ones that I know below, Please correct me if there any mistakes or any overlaps, thank you. IFR departure procedures 1. SID (3 kinds of SIDs including 1. Pilot-nav SIDs 2. Radar Vector SIDs 3. Hybrid SIDs) 2. OPD 3. CLIMB VIA…SID or ODP 4. Visual Climb over airport, (Not sure if it is the same as number three Climb via…) 5. Vectors Dep 6. Diverse Dep 7. Radar Dep Sorry about the long post but thank you so much for your help!
@marcpoirier26462 ай бұрын
Ah! CTAF in the US = ATF (Aerodrome Traffic Frequency) maybe MF (Mandatory Frequency) in Canada
@SameRt103 ай бұрын
I am not really satisfied with the MEA explanation. I understand that you created your GPS-based DCT route and calculated an MEA 4nm circle around the airport? The weather must be forecasting basic VFR FROM the latest fix you reach at the airport (you should at least be MEA right?) TO descend to the airport. there could be clouds north of the airport but if I arrive from the south it should be okay. Of course in real life I choose safe and wise options, we are just talking about rules here. Overall perfect job informing us.
@alessandromontoya61953 ай бұрын
I fly the CRJ-700 (by Aerosoft) in Microsoft Flight Simulator and I can say this is a great aircraft! Love it! Nice video. It helped me in better understanding pre-flight procedures and more 🙂
@ronnymarquez19863 ай бұрын
thank you, very helpful
@brandonsg13673 ай бұрын
I don’t understand why the airflow over the wing would suddenly take a turn to travel perpendicular to the wing. Also, I don’t get how the air traveling in a different direction makes the air travel slower. I also can’t find a simple answer to what spanwise flow is. Every video just says the same thing without actually explaining how it’s happening
@marklindsey19953 ай бұрын
How do you get the HUD overlay over your GoPro footage?
@josephhamilton11843 ай бұрын
One of the best videos I’ve seen yet about leaning and engine operations. Good job !
@Saltlick113 ай бұрын
Great video
@twoshy213 ай бұрын
SUPER HELPFUL!!!!!
@christopherbrown17303 ай бұрын
Loved the explanation as a budding IFR student. Also, what is the song after the video?
Пікірлер
Va has nothing to do with your cruise angle of attack. It's related to the Lift force at critical AoA at a certain airspeed. At any given airspeed the force on the wings will be the same at the same angle of attack. If the plane is heavier, the load factor will be less at the same airspeed. This means that other components such as the engine or battery, which are a fixed weight, experience more acceleration when the aircraft weighs less at the same AoA.
1. When an aircraft is heavier, a given amount of force generated by the wings results in a lower G-load and thus less force on components of fixed weight - like the battery or engine. Therefore, if these items are the items of concern, an aircraft’s maneuvering speed will increase with an increase in weight. 2. If the aircraft’s wings ripping off are the limiting factor - the weak point - then the maneuvering speed would not increase with an increase in weight as the force on the wings is the same at a given airspeed and AoA; it would actually go down as weight increased (the stress on the wing/fuselage connection would depend on total weight and total aerodynamic force - like pulling something apart. However, moments also come in to play here - if the extra weight is added in the wings fuel tanks, for example, the stress on the wing/fuselage connection may decrease with an increase in weight). So put differently, if we increase weight by adding it to the wing, maneuvering speed should go up, but if we increase weight by adding it to the fuselage, maneuvering speed should go down.
what about going around?
Really enjoying your videos! Are you no longer posting new content? Looks like most videos are over 2 years old.
This dude scares me
Amazing presentation, very nicely explained topic. It was very difficult for me to understand it beforehand and I'm glad I came across this video. Congratulations!
Hypoxia comes from Greek "Low level" + "oxya", so, low level of oxygen is correct
Nice explanation but what about the lesser known "flat earth speed variable" where the pressure changes with altitude are factored into mach calculations using the flat earth formula. The formula accounts for the expansion of space and the moons effect on gravity as well as the pressure exerted on the atmosphere. This allows for a far more accurate reading of TAS and IAS in real time
So from my understanding, changes in air pressure are caused by changes in density. Changes in density are caused primarily by changes in temperature. So the pressure (I think) already takes into account temperature. So why doesn't pressure altitude account for temperature? If temperature is a factor of density, and therefore pressure, shouldn't pressure altitude already take temperature into account? I understand that pressure does not equal density, and using the ideal gas law, if temperature increases but pressure stays the same, density must decrease. But if temperature affects both density and pressure, how can an increase in temperature NOT affect pressure?
That’s funny, the airport in the video is KDLS and I’m training for a ppl out of there. Or it just looks spectacularly similar and I sound dumb.
3-152
Great breakdown.. perfect timing tried holds last weekend..
Why in singe engine airplanes (in multi engine too) don't use stopwatch for achieve V1 start at release breaks, to ensure expected airplane performance? In single engine V1 & time: would be set as Vr - 5kts or less if runway is short, then V1 would be point for safely reject takeoff. (example, someone become sick during takeoff) there were accidents because engine did not had proper performance. and pilot realized that too late for reject takeoff. And also in muli engine was accident because pilots set wrong takeoff power and runway ended before Vr. preflight calculations was ok. I assume calculation will be complex, but with smartphone and tablets, simple app with profile for your airplane would do everything. Just put current conditions like temperature, pressure, dewpoint, runway length&slope, weight&balance, runway surface, and program would calculate V1 Vr, time, distance for takeoff, accelerate stop, etc.
nice job, only person I found who knows what they are talking about and how to explain it
27:33 I still time my approaches.
26:42 call me old school but I've always gravitate to government plates over Jep. chart.
Always great information, so much learned. Thank you!
Note- the pilots and flight attendants don’t get paid until the parking brake is released.
I don’t know about a man wearing a girls ring
I don’t know why the other channels make this so complicated. This is a very good, easy to understand. Thank you
what application do you use for all this simulation?
1:00:04 Good way to say where do you need to switch to VLOC. Also, I would say to make sure it's within 18NM for the LOC service volume. In the event the LOC has expanded SSV double check the distance and make sure it comes from the actual Localizer antenna "I-OTH". In this case, the distance is measured from the actual OTH but eyeballing the distance to the LOC antenna is withing 18NM
Suitable Rnav system Substitute DME and ADF 58:36
Bold method needs a new face
Interesting!
Awesome!
A few years late, but anyone watching this in 2024 and wondering about the final "H" symbol question. It is not what is said in chat. It indicates that fix, in this case CHSLY, had a published Hold, shown somewhere on the chart. You can see it clearly at 1:05:34
Does anyone know what app he used for the holds?
Terrific video!
Absolutely fantastic job done! Thank you!
Practically speaking who is initiating a climb without ATC clearance? This is why I hate some of these questions, they arent honestly practical.
they are if your transporter code is 7600
*Wondering why not just starting the rotor blades to spin fast enough to catch the surroundimg air and make the engine run by itself afterwards without assisted compressed air introduction?* *Similar to how grinder or vacuum cleaner starts by using electric starter.*
Great video for IFR checkride
Just requested a contact approach on Vatsim. The guy had absolutely no idea what I was talking about and just ended up clearing me for the visual.
the 1 min /15-20 min brief
Thank you so much for your presentation, as a new pilot I am struggling with landings and trying to comprehend what the problem is has been difficult. After watching your video I have gained a new perspective which involves not being relaxed and holding the yolk incredibly tight reduces my ability to correctly enter ground effect and transition from round out to flare I believe you nailed it with the reflection upon how a very tense pilot does not have the relaxed demeanor to finesse the controls as opposed to a rigid grip which inflicts the slightest thump from turbulence straight into the controls I'm landing at a airport notorious for turbulence due to trees on one end and a bluff on the other end and therefore it is critical I learned to finesse and isolate the yolk from movements translated from turbulence straight into my rigid grip onto the yolk. I hope I'm right I'm desperate but thank you so much for such a well thought out presentation You're awesome!
Best videos out there, these helped me get my IFR certificate. Thanks!
The wings should be able to handle more Gs when the airplane is lighter because one G at 1900lbs is less force than one G at 2300lbs, correct? So am I correct to say that this theory is simplified to assume that the value of one G is the same amount of force whether you are at 1900lbs or 2300lbs?
Yes, if the limiting factor is the wing/fuselage connection. However, load factor takes other things into account like the engine mounts, battery mounts, etc. A lighter aircraft will have a higher load factor at the same AoA/airspeed, which results in a greater force on fixed weight components like the passenger. You are correct though that the total force on the wings isn't directly tied to load factor.
"The receiving checklist is completed sir" ...Sir? LMFAO
Greetings Boldmethods, Great article and video! I just have a couple of questions, I know that there are several IFR departure procedures including ODP, SID, Climb via, radar departure..etc 1. The ifr clearance/CRAFT mentioned including the craft at a non controlled airport, is the CRAFT part of the odp, Sid, or other ifr departure procedures? Or is it simply just a clearance or a “permission” from act to get into the skys from ATC. 2. Let’s just say I’m at a major busy controlled airport KLAX for example, and I’m using the SID or ODP for my departure, will I need to copy down the a whole bunch of stuff from ATC for the CRAFT as well for my clearance or “permission” to get into the skies from ATC? I assume flying the airlines have a much more easier way like just inputing down all the information in the flight computer system right? And only for general aviation like if I’m flying Cessna 172 part 91 where I have to write down all the bunch of stuff for the CRAFT info? Thank you! Meaning do I need to get an IFR clearance from either a controlled airport and a non-control airport as well? 3. I have heard from different sources including flight insight about the number of flight IFR departure procedures, I’m not sure if this is correct but I will just name the ones that I know below, Please correct me if there any mistakes or any overlaps, thank you. IFR departure procedures 1. SID (3 kinds of SIDs including 1. Pilot-nav SIDs 2. Radar Vector SIDs 3. Hybrid SIDs) 2. OPD 3. CLIMB VIA…SID or ODP 4. Visual Climb over airport, (Not sure if it is the same as number three Climb via…) 5. Vectors Dep 6. Diverse Dep 7. Radar Dep Sorry about the long post but thank you so much for your help!
Ah! CTAF in the US = ATF (Aerodrome Traffic Frequency) maybe MF (Mandatory Frequency) in Canada
I am not really satisfied with the MEA explanation. I understand that you created your GPS-based DCT route and calculated an MEA 4nm circle around the airport? The weather must be forecasting basic VFR FROM the latest fix you reach at the airport (you should at least be MEA right?) TO descend to the airport. there could be clouds north of the airport but if I arrive from the south it should be okay. Of course in real life I choose safe and wise options, we are just talking about rules here. Overall perfect job informing us.
I fly the CRJ-700 (by Aerosoft) in Microsoft Flight Simulator and I can say this is a great aircraft! Love it! Nice video. It helped me in better understanding pre-flight procedures and more 🙂
thank you, very helpful
I don’t understand why the airflow over the wing would suddenly take a turn to travel perpendicular to the wing. Also, I don’t get how the air traveling in a different direction makes the air travel slower. I also can’t find a simple answer to what spanwise flow is. Every video just says the same thing without actually explaining how it’s happening
How do you get the HUD overlay over your GoPro footage?
One of the best videos I’ve seen yet about leaning and engine operations. Good job !
Great video
SUPER HELPFUL!!!!!
Loved the explanation as a budding IFR student. Also, what is the song after the video?
RIP ExpressJet 😭😭😭