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Aviators of all skill and licensing levels benefit from regular flight training. It is the only way to ensure that you are flying as safely as possible.
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.
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!
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.
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
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?
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
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.
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?
