How The Airplane Works vs. How To Work The Airplane 

Absolutely. Except... I am not mechanically inclined, so I would not have confidence in a plane I built. I do want to understand it as much as I can, though. - Martin

Good on you! - Martin

I wish I could do maintenance on my Bonanza - I am not all that mechanically inclined. What I strive for is a good understanding of my aircraft systems, not so much the ability to repair something myself when it's broken. But I guess the former is needed to do the latter. - Martin

Thanks, Kev. You can already find a few more videos with Doug here (multi engine, tail dragger, Vg diagram, electrical system, etc.), and we'll make more in the future. - Martin

Good on you, Dan 👍

I don't know the Diamond, but I am quite familiar with the Cirrus piston airplanes. Their systems are quite a bit more complex than, say, a single-engine Cessna, Piper or Beechcraft. But even Cirrus in their official flight training programs (which are quite good, actually) teach about those systems - how they work, and how failures can be diagnosed based on that knowledge. Regards, Martin

Glad you enjoyed it! - Martin

That would be nice, but I don't think it'll happen. - Martin

Thanks for the kind feedback, Frans - and nice to hear from you! Greetings from Iowa! - Martin

That's certainly an extreme example - one which very few people can achieve, but which all pilots should WANT to be able to achieve. As long as we stay curious and keep learning, we are on a good trajectory, - Martin

"Insatiable knowledge" is what we all should say in addition to "license to learn". - Martin

@@martinpauly exactly 💯

Thanks - glad you found this meaningful. - Martin

You are welcome! - Martin

Happy to do it - glad you like it! - Martin

Glad you enjoyed it! - Martin

I agree! - Martin

Absolutely! - Martin

Thanks! - Martin

It's sad but correct, yes. - Martin

Same idea, yes, and very valuable information. - Martin

Bonanza-specific maintenance/tech topics? ABS has a bunch of them on their channel. - Martin

@@martinpauly oh yes that’s right.

It might be too late for the jet drivers, but those of us hauling our friends and families in a Baron or Bo can, and should, do better. Doug Rozendaal

Sounds like those instructors were completely of the "work the airplane" kind, maybe because they themselves did not had a good understanding of the aircraft systems? (I am just speculating, of course, but it would explain the attitude.). Good on her for digging deeper, which in the end made her life much easier from what you wrote. - Martin

@@martinpauly The instructors had a good grasp of the airplane and taught well but didn’t expect enough IMO from us. At the GA level at least I think an expanded level of systems knowledge will always be for those who want to go above and beyond the minimum standards and not the masses. It would take a grassroots effort, like the creation of the ACS, to get more systems knowledge into the initial certificates. Flight instructors need to be dragged into the maintenance shops and the manuals but that seems like a long shot to me.

That's absolutely correct, yes! - Martin

Glad it was helpful! - Martin

Let me fill you in on a little secret... RU-vid allows scheduling the release of a video head of time, so I don't have to set an alarm! 😎 - Martin

LOL! I wasn't even thinking about that! Of course! LOL I was up late watching the progress of my dad's flight. Turns out he was on a Dreamliner, but not heading to Tahiti... Southern Africa, as I previously mentioned. So where will you be heading next Martin?@@martinpauly

@@Cousin. Next up is the BeechTalk fly-in in Knoxville, TN - first weekend in October

Sounds like fun! I don't think I'll be at any events outside CA or OR until next year. Hopefully then!@@martinpauly

I can understand why someone doesn't want to work on their airplane (I count myself in that camp). But that's not the same as not wanting to understand how it works. Meaning you can have it both: leave the work to the mechanics if you like, but we should all seek to have an understanding of our aircraft. - Martin

Good on you! - Martin

High M.P. with low fuel flow (low power) is fine. High M.P. with low rpm at take-off fuel flow (high power) can be harmful and cause detonation. You are making our point about understanding how it works, not just how to work it.

Mick, look at your first sentence again, and you will see that it's not an apples-to-apples comparison: "higher MAP" on the one hand, and "higher MAP to RPM" on the other hand. Those are different things. Let's look at them both: High manifold pressure (MP): Each engine will have limits for MP, which you can find in the POH and the engine documentation. The limits might be time-bound (e.g. "MP > 30 inches for no more than 5 minutes"), and they might be tied to RPM. In general, you don't want to have. combination of very high power (to which MP is a contributor, but not the only one) and very low RPM - that would be like driving a car uphill in high gear. MP vs. RPM relationship: MP is measured in inches of mercury. RPM is measured in 1/min. They are different units, they measure completely different things, and the mere numbers are typically magnitudes apart (e.g. 22" of MP, 2500 RPM). To proclaim one number divided by 100 should never exceed the other number or your engine will be destroyed is just ludicrous. So Mike Busch is stating the obvious. Putting the two together, we can conclude: - It is OK to run an engine "oversquare" (e.g. 25" MP at 2300 RPM) - Running at high power and low RPM should be avoided Again, consult your POH for details on YOUR aircraft, because the generic guidance above needs to be augmented with actual numbers and limits for your engine and your airframe. Regards, Martin

@@martinpauly Thank you Martin for your input on this I actually still only run Squared just cant convince myself to put undo pressure on my engine and I dont have to to get there that fast. I truly love the flight! And my bonanza!!!!!!

Aluminum melts somewhere around 1200 ºF - or maybe Doug meant Celsius, not Fahrenheit? Either way, as you said: a CHT of 1500 would be a really bad. Are we getting better at questioning digitally presented information? Maybe (we are learning!!!), but I plenty of people get worked up about precise numbers when something approximate is all that's needed. Regards, Martin

@@martinpauly That makes sense, that maybe Doug was referring specifically to aluminium.

The CHT measures temperature of an aluminum cylinder head. At 1500, it's a liquid

@@B25Flyer Yups, that all makes sense. When I first watched the interview I was just caught off guard that a random comment about engine CHT from the internet would automatically refer to aluminum cylinder heads. Rewatching it, I now understand it was implied in the context. Thank you for answering. Great video.

Someone reporting a CHT of 1500F is probably mistaking it for the EGT reading. Lack of a “sanity check” implies a misunderstanding of how the engine itself, or the engine monitoring system, operates.

Gary, we can all see the symptoms you describe - sometimes more, sometimes less, depending on where you look. And there are of course exceptions, too - some very talented and smart young people, eager to learn and explore the world. Like you, I wish we'd see more of that spirit these days. - Martin