My instructor was saying something about usable, fuel, and non-usable fuel at takeoff. so if you had 50 gallons to calculate you calculate 48 instead usable fuel
Exactly what I was looking for. Easy to follow, each component was adequately explained but to the point, the data was laid out beautifully. This is professional teacher level. You rock man!
PLEASE SOMEONE HOW DO YOU FIND THE BASIC MOMENT OF A PLANE I’m going actually insane?!? I can’t find the arm of empty weight for a Cessna 150 1976’s Commuter II.
You look in your operating handbook. Every plane is required to have one. You could also search online for the same POH but it would probably be slightly different b/c the arm changes depending on what work has been done on the plane. For ex. My 1967 C150 G has arm at 32.56 for empty weight. But that could be slightly diff from someone else’s same year and model plane b/c they have diff avionics or other things installed in their plane.
Been a quick minute since I've flown the twinstar and am revising it's systems for an upcoming interview. Like you I have always found the manual for this aircraft the be seriously lacking. Great job on the video, very well explained.
Can we say that critical angle of attack is lower with forward cg because stall speed is higher? On the other hand cl max is higher because we need to produce more lift?
@@piquecuriosity no critical angle of attack is constant, it does not change. with forward cg you’re going to be at a higher AoA at any given airspeed so you’re closer to that critical angle
@@maxcfi7718Thanks for replying. I think we are on the same page. We are taught that for example when you put flaps down stall speed is reduced, cl max is higher and critical angle of attack is reduced but i guess Cr AoA can not be lowered in any way. What they mean is you will reach the C AoA earlier. So, in our F Cg scenario because we need more lift we should increase AoA and we will reach C AoA earlier. I think what you mentioned by "you are closer that critical angle " is the same with i have meant.
@@maxcfi7718 Great 👍. Thanks for sharing knowledge. I would like to see content about flight planning and performance also if it is possible. You are a great teacher 🖐️
Yes! This is simple and clear. A lot of other videos talking about vortices causes induced drag and I think that argument is wrong. Induced drag is caused by angle of attack and vortices causes down wash airflow, which reduced the lift. In order to create the same amount of lift, angle of attack needs to be increased, which in turn creates more induced drag.
maxcfi, thank you so much for this awesome, visual video my man! I'm writing curriculum for an aviation maintenance high school course, and this video was so clear and understandable! You rock dude!
Hey man great explanation, I’m trying to incorporate this into my lesson plans but can’t find it anywhere in the afm or phak, did you reference any books or acs for this? If so lmk please just in case the Dpe asks lol. Thanks again
YOU'VE MADE EXCELLENT TUTORIALS.....I RECOMMEND THESE TO ALL AIRLINE PILOTS AS REFRESH EXERCISES BECAUSE WITH TIME MANY THINGS FADE FROM MEMORY...CONTINUE THIS AND IF POSSIBLE VIDEOS ON HUMAN FACTORS AND MET WOULD BE USEFUL....
N1 is the gas pressure after the compressors when entering the burn chamber and often used when starting the engine Itt is not used with a fan type engine and egt normally is normally is engine exhaust temperature Back to the drawing board with your attempt at educating others Sorry fella but facts are facts
Wow thank you so much !!!!! This was the best explanation I’ve found… so many videos that are 30-40 minutes that I don’t understand and this completely broke it down to simple English, thank you !!!
This may be too late but the answers to your question is No. you cannot used to keep the aircraft coordinated. This will keep the aircraft from skipping and skidding; and potentially get yourself into stall spin situations depending on the maneuver you are doing. Rudder usage is very important during stall maneuvers.
@@DJeb86 I think coordinate turn is that: when you take a left turn, you move the control stick to the left, left aileron go up, right aileron go down, left wing move downword, right wing move upward due to more camber is formed, more lift and more drag is produced on right wing, this causing a right yaw, so we need to move the rudder to the left, to force the nose of aircraft to move to the left to counteract with this adverse yaw. and because of the lift is decresed, also elevator should be deflected further to increas AOA to maitain enough lift for level flight. all control pannels are coordinated in a turn to maintain a level flight, without sideslipe, I think that's why it called coordinated turn.
You have never seen an actual vacuum gauge attached to an engine have you ?,,,, the engine will have the highest vacuum at closed throttle and the lowest vacuum at wide open throttle ....What you are describing would only happen outside the throttle valve ...
@@maxcfi7718 The manifold pressure is a vacuum the entire time the engine is running unless you have a supercharger ...the "pressure gauge will have numbers on both sides of zero .... all pressures are relative to atmospheric pressure ,,,, we do not take them to space to calibrate them .....
@@theiaminu5375 yes, but this is measuring the actual pressure in the manifold. hence why it’s lower when the throttle is closed and equal to atmospheric pressure when throttle is wide open (for a naturally aspirated engine.) my understanding is a vacuum gauge would measure the difference between atmospheric pressure and the manifold pressure, so it reads higher with the throttle closed. we do not normally measure vacuum on the engine in aviation
@@maxcfi7718 It's backward from what you would encounter in the REAL world ... low is to the left (counterclockwise)and high is to the right (clockwise) in every gauge you will find ....Even on a mass spectrometer ...
Sir , with all your Respect . Aviation is a very serious Matter. Meaning that an individual that is learning the trade Needs to concentrate in what he or she is Learning. As a Matter of advice , Eliminate the Dinner Music and get Down To business.
I think it’s because all the ground speed you lose with a headwind still appears on your asi. Like 120kt ias with a 30kt headwind your ground speed is 90 kts but the extra 30kt headwind is still giving you the 120kt reading on your asi. So the wind is constantly affecting the Ram pressure which is why we calculate groundspeed. Don’t trust me on that though I’m kind of dumb lol.
In the equation Weight x Arm = Moment, why did you divide both sides with weight because from mentioned equation Arm = Moment/Weight already? It is not needed to divide it with weight.
I still don't understand why. 😄 If 3x2=6, then 2=6/3 If weight x arm = moment, then arm = moment/weight. You get the same equation without dividing both sides with weight. So my question is why the one would do that? P.S. Thanks for the videos, they are very helpful for understanding my PPL literature.
@@klugaric when you divide by weight on both sides it is in the denominator on both sides. so you end up with (weight*arm)/weight on the left side of the equation. weight cancels and you’re left with just arm on the left side of the equation. on the right side, you get moment/weight and nothing cancels. so you end up arm = moment/weight. this is the process you’re doing when you go between those equations, whether you know it or not. you are smart enough to just see how the equation can be changed without actually writing out the algebra but that is what you’re doing implicitly when you change the equation in that way.
