Why NASA Uses A 1970's Boeing 727 For Zero G Experiments. 

N794AJ... The last operator was AmeriJet International in Miami, Florida-a freight operator which I happened to work for during the conversion of this 727 to Zero G... the Fedex Stage 3 Hush kits were installed by AmeriJet and so were the winglets... I was there working as a technician for the first Zero G flights... Interesting point is that during weekdays the same aircraft flew as a freighter and on Friday nights we took out the cargo restraining system and retrofitted it for Zero G flights by adding all the padding-seats,oxygen bottles and everything else needed for the operation ( that huge cargo door made this possible and quite easy ) . The hydraulic reservoirs were modified to be bypassed by operating some valves so that no air was at the top of the tank ( known as head pressure ) because the hydraulic fluid would go to the top of the tank during zero gravity and the pumps would cavitate and self destroy... it was quite an interesting experience and am glad that it was part of my aviation career... thanks for the great videos Scott -I always look fwd to your upcoming ones !

This was the generation of technology coming out when I was studying aerospace engineering. Many of my fellow students were on a track to becoming commercial pilots, the 727 was the hot rod that they wanted to fly back then. High thrust to weight ratio, can land and take off just about anywhere. Only a job flying business jets, especially the Lear 20 series, was more desirable.

Hey Scott. Another good video. I want to reiterate NASA had absolutely nothing to do with our company or our FAA certification process. The only connection was that I was employed there through 1999 and Byron Flew as a Payload Specialist on two spacelab missions. Truth be told, if anything it was someone antagonistic. With that said, Bob Williams was the director of operations for the KC-135 for 25 years and he and I worked closely together at NASA MSFC/JSC. When he retired we consulted for the two sequels of The Matrix, and ZeroG did a week’s worth of research flights for Warner Brothers (our first commercial flights) to in September 2000 to make sure that their concepts of visual effect were accurate. We took master Woo-Ping Yuen and the entire martial arts stunt team (Chad Stahelski was keanu reeves stunt double then) and did a lot of weightless fight scenes in simulated rain storms. We dumped 45 L of water during every parabola and lined the entire plane with a giant “condom” to catch it during pullout and recycled the water for the next parabola. We validated costumes, ZeroG blood hits, 15 ft flames and other amazing things we had never done or would be able to do at NASA. The point is that our business started in 1993 and we raised the capital to get it off the ground and flying well before NASA became a client. They didn’t help us with certification and the FAA typically responded - we don’t care what NASA did, you’re flying part 121. The FAA was ultimately supportive, but it took many many meetings and compromises. Finally on the 727 choice…. The air stairs were a big deal, but if you read our patent the biggest sell was that magic economy of aircraft maintenance ops balancing aircraft take off landing cycles, operation hours, and time in how these things impact A, B, C, and D checks. UPS had a fleet of 200+727s in operation in the 90s as the 727 rolled from high cycle passenger routes (8x Day) to low cycle (2x day) and so there were a lot of them flying and it really fit our business model as is described in the patent. Our plane gets a lot more inspection relative to a standard cargo ops plane hours since we don’t fly as often. Parabolas also don’t stress the plane the way say a hard landing or thunderstorm might (we flight validated a 50,000 node FEM with strain gauges during our early days). There’s no reason we can’t use it for quite a while longer. It’s got a lot of life left. Hope that helps. I know the weightless part, NASA’s history, and NASA as a currentclient blurs the line, but there wasn’t much overlap or conversation outside of the internal expertise of Bob, Byron, and me. Our extended team was really first class and it’s still unbelievable to me that we pulled it off. Thanks again for diving into this geek fest. Absolutely LOVE all the comments.

There was one other more recent case of someone parachuting from the airstair door of a 727. In 2012, a 727-200 was deliberately crashed in the Mexican desert for a TV production as a test of crash survivability. The aircraft was fitted with a remote control system so a pilot in a nearby chase aircraft could control the final decent but the 727 required a crew onboard for takeoff and flight to the are of the crash because it was flying thru controlled airspace above populated areas. The flight crew bailed out once they were in the test are and the remote pilot had taken over. For the experiment, the air stairs themselves were removed so they had a safe jump space thru the opening. Interestingly, none of the air crew were certified skydivers so they had three professional skydive instructors on board to take them out in tandem jump rigs. All six personnel successfully exited and landed under canopies. en.wikipedia.org/wiki/2012_Boeing_727_crash_experiment

It's plain to see you're making these out of pure, genuine enthusiasm. You love to see it.

Love the rambling. One of the main draws to your channel for me is that you allow your curiosity to get the better of you, and fall straight down that rabbit hole. You share very interesting details that clearly come from a curious mind, which sets you well apart from most of the content on youtube, where curiosity eventually gets crushed by the job of producing regular content. Thanks for the fascinating detailed content!!

Funny story told to me when I was doing my PPL back in 2000... a 727 had just left the gate (forget the airport) and was taxiing across the apron, when the flight crew received a request to stop and take on another crew who were “deadheading” to another aircraft in another city. The captain stopped the plane and the rear air stairs were lowered so the spare crew could board. As the fully uniformed captain, first officer and flight engineer dashed up the stairs and past the passengers towards the front of the aircraft, one of them was heard to exclaim “My god, I didn’t know the stewardesses even knew how to start the engines!” 😄

Many years ago, probably late 70's I was on a 727 flight to LAX where the gate wouldn't connect to the plane. So all of us passengers exited using the tail stairs in a heavy rain. Interesting experience.

My wife and I took a ride in this plane out of Houston's Hobby Airport, along with a few actual NASA astronauts in training and a bunch of other folks. I was expecting the experience to be more dramatic, but I actually felt extremely calm and unbothered by the weightlessness. Wife and I were 100% ready to sign up for spaceflight immediately following - we both thoroughly enjoyed it and it was NOTHING like the weird stomach feeling you get in turbulence. TOTALLY would do again.

I work at DHL Express and I can tell, even with hush kits, I can tell when a 727 is taxi-ing along the ramp compared to the 757, 767, 777, and 747 freighters. They just so so damn loud and high pitched. Which makes sense though as those engines were the days of just brute force from raw exhaust for more power in what we call a low bypass config today. Now we have the reduction gears to allow for high bypass designs where you are powered forth less on the raw exhaust.

Perhaps due to my age and my long love of aviation. There are three commercial Airliners that I'll never forget. First the Lockheed Super constellation, then the Boeing 727 and the 757. Not only great engineering but very aesthetically pleasing to the eye. Great video Thank you.

Here's another interesting fact to fuel your new found love for the 727, Scott: the aircraft is capable of JATO (strap solid fuel rockets on the back for assisting takeoff). The 727 is gorgeous.

Another bit of 727 trivia: in 1979 a TWA 727 went into a steep dive and reportedly maxed out at Mach 1.012. That airframe is pretty amazing.

The noise was a real surprise to our research team when I did my Zero-G flight. We had to work in tandem to move some things around inside a glove box during the hyper-G maneuver to get ready for the next parabola and between the air noise, engine noise and covid masks, no one could communicate effectively. Headsets are a must for this December's research campaign.

My old boss, Ivan Jazslics, was the lead designer on the 727 and there was one thing about the design he was particularly proud of and never ceased to mention. As a safety feature he said he made sure the 727 could pull out of a terminal dive and criticized more modern passenger aircraft because an attempt to pull out of a terminal dive would result in pulling the wings off. I'm not a pilot and it's been about 15 years since I've heard is aeronautical yarns. But could it also be that Zero G uses the 727 because the airframe is robust enough to withstand the successive loading and unloading of the wings with much less fear of metal fatigue?

It's very interesting to see, that in the US they also use these very old aircraft. The Airbus A300 used in Europe was the first of the line and after the two prototypes were pulled out of service it was the oldest airbus (!) in active service. When I was doing scientific experiments on a zeroG campaign, I was told, that there were two main reasons they used the A300. First, they wanted the computers to stay out of the loop as much as possible and since Airbus very quickly adopted Fly-by-Wire with the A320, the A300 was their only choice. Second, in most other types of Aircraft, as Scott mentioned, zeroG is is explicitly prohibited while it is not for the A300 (hence, it's allowed :D ). The same logic is true for some military aircraft. In the swiss research team, I was working as a student, there was also a swiss fighter pilot, who was part-time doing research at the university. He realized, that his old Tiger II F-5 jet did not have any explicit restrictions on zeroG either and he was able to use the magazine box of the gun as storage space for biological zeroG experiments. Very cool stuff and the best student job I ever had!

I lived right under the approach to DFW in the early 2k’s and would spend lots of time plane watching at a little park right at the end of one of the runways and you could always tell when a 727 was going to come over because of its unique engine sound.

The 727's primary advantage is it's 410 KIAS limit speed. Outright legend compared to what's flying now, limited in the 310-360 KIAS range.

The 707 and 727 will always be my favorite airliners, and I hope many companies find second life uses for these beautiful aircraft. The drop-down stairs in the 727 are genius.

That coffee table is cool, but I learnt from experience: don't buy glass coffee tables. They'll *always* be dirty. Unless you enjoying cleaning windows every day, it's just not worth it.

The 727 is the first aircraft I ever did an engine run on, very fun and way harder than modern aircraft. Fuel addition is controlled manually, so you have to watch for oil pressure and N2 speed. compare that to a Global 6000 or 7500, and its just a switch. One of those 1" tall pull ones you see on small aircraft, that's all it takes to start it.

These are my favorite airliner. In NZ, the Airforce had a few, and in the last year before retirement, at the airshows, they gave them hell. I watched the practice over what was then Wigram airfield, And they were doing climbing turns and banking way past 90 degrees. Awesome stuff. Love that plane.

The 727 was my favorite commercial plane to be on. My favorite flight was an unscheduled one taking computer geeks back from a computer conference in Santa Cruz to SFO. Lots of geeks but no cargo and not a lot of luggage. We got off the ground really fast. It was mostly taken out of service because you couldn't replace the center engine with a higher-bypass one because it was basically inside the plane body.

My dad was part of a program in the Air Force where they tested different civilian airplanes for doing stuff like commando drops, one of which was the 727. He started laughing at the part where you said the airflow would stop full deployment of the ramp in flight. He said it's totally possible to fully deploy the stairs in flight without modding the hydraulics; you just need to detach the Cooper vane from the retaining pins.

Such a cool episode. Just Scott sharing his own excitement about cool stuff. Thanks Scott!

Thank You Scott Manley, the video was very interesting and well made. I enjoyed watching it. 👍👍

These aviation videos are awesome! I love it! I was just looking through my grandpas pilot log today from the 70s-90s. And the old school map/nav tool

When I was a kid (70’s) a friend of ours was a 727 pilot. I see to recall him saying that if equipped with the right engines a 727 would have no trouble breaking the sound barrier because it was shown in testing it was pretty stable going through that choppy stage that keeps aircraft from crossing that barrier. I have nothing to back that up.

There was also a a300 flying zero g for the company noves pace. This one was retired in 2014. Now they have a a310 flying zero g. Both are twin aisle aircraft, there is a lot more room in them. Fun fact: the a310 they are using was formerly the "konrad Adenauer", the aircraft used by the German chancellor.

Nice to see you still bubbly after your zero G experience Scott. Stay safe and I'll catch you on the next one. Thanks for sharing.

This was an awesome video, Scott. Thanks for sharing what you learned with us.

I remember reading a book back in the '70s about Boeing and the 747, including the history of the aircraft leading up to it. As Scott describes, the 707 set the baseline, but the 727 was able to use much smaller airports and shorter flights. It was referred to as the "Jeep" of airliners, and could almost hit Mach 1 in flight tests. I think it also pioneered "the wing that comes apart", the assortment of slats, flaps, ailerons and whatnot that allowed for a wide range of flight characteristics from low and slow to fast. Also: _Thanks, Scott!_

I didn't enjoy the other video on zero G so much. Loved this one. Details and story is what I'm here for.

Fascinating! A good use of otherwise retired planes (other than being converted into quirky homes!) I would have liked to hear more about your experience of the zero-g trip and if you suffered anything afterwards... Thanks to your previous video on the plane, you let your viewers 'experience it' for free... without suffering anything (!) At least it seemed like I was on the plane in zero-g for a few minutes in my dream last night! I was surprised I found myself there just from watching it online and was a bit anxious not knowing when the plane would suddenly get gravity again. Strange things dreams... You never know how you got somewhere or where you'll end up next! It was as if I could just go to another place by watching it on RU-vid then find myself there, but then when would I find myself transported somewhere else? The zero g plane seemed to take me half way around the world. Obviously travelling is much cheaper and less of an ordeal in dreams - like when I find myself in South Africa without having been queasy (and suffering with the pressure in the ears) on a long-haul flight, then it's so easy to get home - just wake up! I don't think I ever want to go on a plane again in real life. Free adventures in dreams are much better!

I absolutely loved this and the previous video. I had to live vicariously through you through this adventure. Thanks for the great content. Fly safe!

The pursuit of DB Cooper is one of my favourite films that I haven't seen in decades! Your enthusiasm and knowledge always bring a smile to my face.

I did the zeroG flight on this plane a few years ago. It was great to get a behind the scenes look at the operation. I love the zero G indicator, and the fact that it's all flown by hand.

I love learning and I feed off the excitement and intrigue. Great work Scott. 😉

I could tell by that endless grin that you were really having fun with this video. 😁👍

I have never been so entertained and paying attention to your videos like this. You clearly enjoyed this ride!

My dad, brother, and I used to put together the supplemental electrical for tent city for a skydiving convention in our home town. A few years they brought in a 727 for the divers to jump out of and it was always fun watching the post jump videos from those runs. Never got to go up myself but it was always fun watching it fly over the drop zone and see all these little specs get sucked out the back.

Watching yeseterday's video I realized how important the duck is. The only way I think it could be improved is if it was in a vacuum chamber and the logistics of fitting that into a cockpit AND having it be visible to the pilots would be... difficult

I grew up in Austin, Texas when the airport was in town and, pretty much, the only jets that flew in there were 727s. Braniff, Texas International, and Continental were the only airlines. We walked out on the tarmac and climbed up roller stairs into the side door. Never got to go up those tail stairs.

16:39 Data is beautiful

Scott: great follow up to the last video. greatly appreciate the extra information and stories. Keep it up. :o)

I learned a ton about the B727 today. Really enjoyed today's video!

Great video! I got to fly on this lovely lady back in February 2020 as a special guest. I’ve been coming out to spot her since 2017 at LGB which is one of my local airports, which was also around the time I got to meet the flight crew, which you happened to meet them all as well. Great guys and gave me the once in a life time opportunity not only to do Zero Gravity, but to fly on a 727 at that, of which the only remaining ones flying are either Cargo or VIP private jets, so theoretically this is the only 727 still flying that still carries passengers. As for the thing with hush kits, don’t let them fool you! It is still a very very loud bird. The FAA required all non Stage III noise compliant jetliners such as the 727 to be Stage III hushed and modified by January 1st, 2000 in order to continue to fly, unless operated by the military or is a testbed with an experimental SFA. What you mentioned is non Stage III business jets specifically jets that way under 75,000 pounds were left off the hook for 16 years after these regs for non Stage III Jetliners went into effect, and it wasn’t until January 1st, 2016 that all non Stage III business jets had to be Stage III hushed and modified, but still have the same exceptions if they are military or testbeds. Some other countries do not have noise regulations for non Stage III civilian jet aircraft, although a lot of them you’ll see in those countries that do have hush kits on them were more then likely bought from the U.S after January 1st, 2000. Love this plane and I have tons of videos of it doing operations out of LGB, along with my flight. One of the noise monitors at LGB has picked up as high as 108 decibels from this during a departure, where as on average all the other departing Jets are usually around 90-95 decibels, if we’re not counting the latest Stage IV noise Jets like the 737 MAX or Airbus NEO family and A220 which are in the 80 dB range.

I just love this episode! Thanks so much, Scott!!!

I work at the FBO you departed from, but it was my day off. Sorry I missed you. I gotta say The B 727 is one of my favorites, and we still see them fairly frequently between cargo flights and Zero G. The jt8 engines have a unique sound when they taxi (loud) and the APU positioned in the wing root is about as loud as it gets for the ground people. If you ask someone who has worked around 727 for a while, the answer is "WHAT?" (doesn't matter what the question is) I do however have a different take on how the hush kits work on the older jets, it is most apparent on the G2-G3 biz jets. They work by absorbing noise on takeoff and then releasing it on landing....just makes sense. Science.

This adventure went to your head Scott, glad you had a smashing good time !.

Thats exactly what i wanted to know after your last video, thanks for this!

Thanks Scott, for another episode, right up my interest alley.

As a retired enroute radar controller I always picked on the 727s in my sector for going fast or slow when spacing was needed. The pilot without hesitation responded "No problem". I rode in a 727 cockpit a few times as an observer and as Mr. Graybill stated the pilots loved this Boeing. Whether its true or not the crew stated it could max out in level flight at Mach .99.

Enjoyed both video's, thanks for sharing the experience!

I remember seeing a FedEx 727 being displayed at the Florida Air Museum in Lakeland, FL. It was so cool to see. Especially with the three engines. Also, I can totally relate to you wanting to learn a lot about aircraft. I'm always looking at books and stuff about them.

The Picture at 5:32 seems to have been taken during the filming for Apollo 13 (The 1995 movie) with Tom Hanks in the center, Gary Sinise and Kevin Bacon to the left and Bill Paxton in the front left (all in grey)

Boeing was ran by engineer people and now by lousy accounting or lobbyist supplication specialists. 727 engineered well, relatively lower cost of operation!

Fantastic video once again Scott !

I have read, and watched a lot of video around the "Cooper Story" over the years. This is the first time I've heard mention of the "Cooper Vane"! I vaguely remember something about a 'device', but it was never defined/described. It's very interesting when you think about it, it makes it impossible to "unlock" the air-stares in flight, no matter what. Very interesting!!! Thanks!! --gary

Awesome video Scott…truly. Answered all the questions I was asking 👽

Kudos for mentioning the Cooper vane, the D.B. Cooper story is fascinating!

This was great! I got 24 hrs of flight instruction before the pandemic and hope to finish it, but this video was so good. I too was curious why an old 727 was being used. Such great reasoning and research!

Scott, you’re going through what I went through when I started playing with mobile flight Sims on my phone; we’re going back six years now. And I started out with Rotos flight Sims which are limited and have dummy panels, but then I graduated to X Plane, which gradually got better, and now has almost fully simulated actuators - all on your phone, and this launched me down a rabbit hole of looking up flows & start up checklist information about the planes and the engines - and on a certain level, though it was fascinating, I was starting to get blow back I could actually relate to-from friends, saying, ‘ you’re in your 50s you’re not going to become a professional pilot’, and here I am in Japan, where I should be learning Japanese, and I’m spending hours and hours on flight Sims, filling notebooks with information on how to identify everything on the flight deck. I also feel spoiled, because one of my favorite space content creators (Sorry, Amy’s really cute!) is now moving into aviation, which I used to feel was kind of a bulwark against my space interests; well, now you’ve got the bug - and so I’m happy for you, and I see that guilty pleasure And fear in your eyes, which says “oh my God!; here I go again! Can I ever get back?” BTW: Check out the 737 NG on X Plane mobile. You won’y leave the room for 5 hours.

Great video Scott! Thanks for all your insights.

Really happy for you that you got to have this experience!!!

I recommend "Mentour Pilot" as a youtube channel for any flight enthusiasts. He covers a lot of topics, but most of what he covers is accidents, what caused them, and what to learn from them. Good, extremely informative channel.

This is exactly the nerdy video I wanted to watch before heading off to work, thanks Scott!

I have fond memories of the 727. When I was a kid in Melbourne Florida when flying on Eastern Airlines, almost every flight was on an Eastern 727. Once we were lucky enough to fly on an Eastern L1011 "Whisperliner". It was a LOT quieter than the 727.

Great channel. Love the Vomit Comet subject matter. BTW, the Saturn V model with gantry behind Scott is awesome. I want one. Cheers.

I remember being on a 727 as it backed away from the gate _under its own power,_ using its reverse thrusters, because the ground crew was on strike so there were no tractors running. I think it was Dallas, 1990-ish.

Just know, if it makes you excited, it will be a hit with us. You enthusiasm and huge brain are why I am always here.

14:40 makes me think of United 232. Which also was quite a feat of aviation. Even more so because they had not planned or trained for it or any warnign it was necessary.

727 best commercial jet ever, I fell in love with its acceleration when I was a young technician regularly travelling on either Fokker Frightship or 727

I love that the Zero-G 727 came from Braniff. My dad worked for them at their St Louis hub in the early to mid-70's.

The exhaust mixer table is very cool, but I want a coffee table made out of a Falcon 9 grid fin... And a living room large enough to put it in.

Very cool. Thanks for sharing! Glad you had a good time👍👍

Thanks for the update on one of my favorite jets :)

Cool. I'm glad 'you' did this, caz other YT'ers have and didn't come back with as much cool info

Welcome to the pilots life Scott. You will forever be a massive nerd along with the rest of us. Cheers!

Really good! Now there's another item out there, which I will never use, but about which I know a ton of fascinating information.

I just noticed how the 3 amber “Low Oil/Filter Bypass” lights under the gear handle come on whenever they’re at zero g. Interesting considering he talks about how oil starvation at zero g can ruin engines really fast 😂

I did a few skydives from 727s at World FreeFall Convention in the 1990s (I wore a black suit with thin tie, used regular skydiving rig and not a NB-8. And it was a nice sunny day). I noticed this 727 was flown by Amerijet and wondered if it was same aircraft I jumped from, looking at photos the Amerijets were N190AJ, N5607, and N495AJ (argg, just one number off). For skydivers they removed the airstair and lined the entire rear exit hallway with plywood so not snag any skydiving rig. I also took opportunity to ride in the cockpit, basically bought another jump ticket and got permission to ride a jump seat. It was interesting to see how the crew flew, something I've never done before or again. Capt does most of the major controls, first officer does some trim and call out numbers, flight engineer does various minor adjustments on throttle in addition to working his station. On another occasion I also spoke with a airline pilot and he said the 727 was a hot rod. You mentioned CIA... actually they had a role of having operatives parachute out the airstairs back in the 1960s. I'm sure DOD must have done similar with special ops guys. Exception of govt secret stuff, I think first time some legally jumped from a 727 was making the early 1980s movie "Pursuit of DB Cooper." Then in 1992 when it was first flown for skydivers at the WFFC in Quincy, IL. I talked with one of the organizer, Kirran, who said how they managed to get FAA permission was a early series of test flights Boeing did by dropping cargo out the air-stairs during flight. This particular flight test report was key item for the OK from FAA.

Wonderful follow up! Details, details.... ubiquitous gravity vs engineering convenience.

I'm a student in aerospace engineering, and in my propulsion class we touched on the topic of jet noise. My understanding that the amplitude of noise generated by a shear flow scales with the magnitude of the velocity gradient to the 7th power (or something around there). That means that the more you can spread out the change in velocity of the flow, the quieter it will be. Turbofans accomplish this by having a layer of medium speed flow around the engine core’s jet, which splits the velocity gradient into two smaller jumps instead of one big one. Also, increasing the bypass ratio of the fan, more energy can be put into accelerating the bypass layer and less into speeding up the core jet, resulting in a lower velocity change overall. A hush kit like the one you showed, and the chevrons you see on the trailing edge of the cowl on modern turbofans reduce noise by mechanically mixing flows to smooth out the radial velocity profile (and decrease the gradient by doing so). I believe that the mechanics behind the mixing involve the generation of vortices (larger ones than those naturally caused by the shear flow) which help to spread out the change in velocity.

I was expecting the plane to have a set of smaller tanks that they could have a bladder to keep the fuel pressurised, so that it could be pumped without gravity.

As a young man I flew in the 727 many times around central Australia. To avoid the thermals during summer the airlines used to fly up around 40 to 45 thousand feet. It was incredibly quiet and smooth. With the engine in the rear there was very little noise and that includes the white noise that is present on the newer airplanes

Fascinating video! Great job!

Oh my, whats with the loose cables in the upper part of the cockpit control board?.. Free to grab.. while doing such maneuvers? Great video, Scott!

You read my mind... or my comment on the last video. Thanks for explaining the name of the D.B Cooper door and the Cooper vane on the 727 ... They called it the whisper jet at the time !

I love the "STOP SCREAMING... I'M SCARED TOO" checklist holder on the yoke. That's hilarious.

727 has always been my favorite short hop airplane. Flew on them hundreds of times in the late 60's and early 70's. There was a rumor back then that PSA (Pacific Southwest Airlines) had exceeded Mach 1 with one in a dive. Dunno, could happen I think.

That is such an awesome plane! I noticed it parked at the local airport and its really cool to know how it works, great vid

Love the exposed wiring and Jesus sticker in the cabin. Really gives that 70s country road bus atmosphere.

As always great technical explanations for the systems and flight control management by the pilots. All very fascinating and great teamwork at the very least. As a side note, Bob hoover was doing similar types of maneuvers back in the 50's and 60's as filmed adds for the Shrike aircraft alone in the cockpit whilst drinking a glass of water.....and the engines turned off....just makes you think. RIP Bob.

I wrote this before, but what you call ‘rambling’ is a wonderful delivery that shows your excitement while still delivering all of the tech goods. Don’t worry about it, it’s some of the best content on YuhTuub! Thanks for the entertainment and insights!

Two other zero G videos I love are the music vid by OK-Go, and one by a bush/duster instructor/pilot. The OK-Go is obvious, because its a well done vid. The duster pilot is awesome, because he talks about using zero g maneuvers to avoid stalls. Basically, he points out that it is impossible to stall a wing at zero g, because there's no load on it. So, if in the midst of a tight, low altitude turn, and you start to go into stall, you still nose down to unload the wing. Also interesting rudder use to avoid stalls as well.

I wish I was as enthusiastic about my life as Scott Manley is about 727 Exhaust-Mixers.

Love how the pilots stick reads "Stop screaming I'm scared too".

The coffee table is really cool and I personally would not mind for a second if you covered airliner technology and the like. Sure Airliners are well figured out and there are countless documentaries on how they work as well as fellow youtubers BUT no one has the recent flight experience and way of explaining thing quite like Scott Manley. I personally, would relish in hearing your perspective on their technologies. After all, airliners are arguably spaceships compared to the atmospheric conditions we experience at sea level in the biosphere.

This was a great video. I love aviation. Super interesting. And yeah, I would love that table too. So nice. A peace of art🙂✈️