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This was an amazing visual walk through, Fuel metering has been a pesky subject for me to remember. Thankyou!

If the spark plug in my lawn mower looked like that last one, I'd throw it out and get a new one. Can't imagine trying to sandblast for extra life on a relatively cheap but critical component.

Very Good, excellent explanation. I honestly have not heard or seen it explained better anywhere else Thank you.

thanks.

Great video. Taking my powerplant test tomorrow and i needed the visual to help me understand better

So much better than trying to make sense of the 8083

Thankyou for adequately explaining the radius formula way better than the guy in the back of the soaring magazine.

Why on a mag switch is the right mag on the left and vice versa?

Perfect practices to take ApG students exam and you continuing about this conditions ❤❤❤❤🎉🎉❤❤

this the best video i have watched so far

Very helpful 🎉❤

Extremely well explained. Thank you. I honestly have not heard or seen it explained better anywhere else

Ty for amazing video! Gonna share this with my class as us future A&Ps study magnetos (saw ur video about that and landed here).

Very good video! I'm a student mechanic and I believe that "Normally, when RPM is decreased, MAP increases due to less demand for air by the cylinders" is not quite right. If we are talking about a plane with a constant variable pitch propeller, a decrease in RPM (by increasing the propeller blade-angle by manually adjusting prop lever) will put a higher load on the engine, thus slowing down the RPM of the engine. This causes there to be less vacuum developed by the intake strokes. So, the engine is producing less vacuum... and this also means the air pressure in the manifold will increase. If we are talking about a fixed pitch propeller, a decrease in rpm ( by closing the throttle) will typically cause the manifold pressure to decrease because more of the vacuum created by the intake strokes is kept/stored in the intake manifold because the throttle butterfly is more closed. If we are in a fixed pitch propeller plane and rpm is decreased by climbing the airplane, the manifold pressure will go up (throttle butterfly stays the same but rpm decreases and thus less vacuum is developed). I hope I'm not missing something... but I think this is right. Very good video.

Gracias.

Ur making it complicated

Once again exceptionally good video.

thanks for the video. very well explained, helped me a lot !

Great video, thank you for taking the time to easily explain and share this

Damn and here I was trying to read the 8083-32 book when all I had to do is find your channel.. Subscribed brother. Thank you and bless your soul

Awesome video , super detailed and well explained. Thanks

Had to start flying an aircraft with a pressure carb for work. I hate not knowing how my airplane works. This was super helpful! Just looking at those diagrams online and trying to decipher was giving me a headache. Thank you so much!

Excellent explanation. Came across this video while troubleshooting the Wico-X magneto in my 1936 John Deere Model A. It not only educated me on the tractor application but more importantly, for the mag installed in my ‘77 C172. Thank you very much.

Dude is grinding up the spelling typos in the 8083. 😂 glad to see that everyone hate that damn book just as much as I do.

Excelente 👍

Ummm ...Might wanna explain how the actuating oil gets from the engine (fixed), to the hub (spinning)? Thanx & keep up the good work ... ! ^v^

Im just here to refresh my memories of yesteryear. Yep... Making turbine blades. All the same concept... just in reverse.

Great video, super clear explanation!

So, the alternator requires a little electricity in order to "make" enough electricity to send back to the battery? I'm a little confused about the field pathway that you talked about. It seems like electricity from the main bus (which came from the battery) is being sent to the alternator, which then generates enough additional energy to replenish the battery. I was always under the impression that if your battery was totally dead, you could hand-prop the airplane and get it to start, which would then spin the alternator to recharge the battery. Where does that field current come from if the battery is totally drained? I know that the airplane would start because the magnetos are independent of the electrical system, but would this imply that the alternator just wouldn't be able to charge the battery even if the engine was turning?

All aeronautics is an educated guess.... taken to three decimal places. This video explains where we should start .....when guessing on propellers.

Thank you thank you thank you. I just bought a case trencher with a v4 with a magneto and I’ve never touched one before and now I see everything I was doing wrong

Thanks, very complete.

Finally a suggested video by YT was a good one. My checkride is in a week. my cfi said I need to know this well. I have been stressing over it because I was still not clear on it after watching several of these videos on YT. I am crystal clear on this stuff after watching this. Thank you.

Very good briefing

Cessna 172??

Thank you!

great videos

The best explanation.... I really wanted someone to guide without technical jargon.... And you did it... I truly appreciate this video. Thank u Captain...

This was great help thanks!

This is one of the best videos I've seen on propellers. The pitch of propellers for model airplanes is usually measured 75% of the way from the hub to the tip. The blades are usually wider there and it's also where most of the thrust is generated. To calculate the angle of attack, divide the pitch by the diameter and then divide by 2.36 (this is ~75% of Pi). So, for a 69x58 prop, it would be 58/69/2.36=0.3562. This is the tangent of the angle. To find the angle in degrees, use the arc-tangent function which gives 19.6 degrees. Since this is greater than a typical stalling angle of 15 degrees, it's likely that the blades will be stalled at zero airspeed. But once the plane begins to accelerate, the relative wind will lower the angle of attack of the blades, and they will become more efficient. The pitch speed of a 69x58 prop at 2400 rpm is 2400x58/1056=131.8 mph. At 2400 rpm, the rotational speed at the 75% point of the blade is 2400*69*Pi*75%/1056=369.5 mph. If the plane is flying at an airspeed of 105 mph, the tangent of the angle of the relative wind is 105/369.5=0.2842 which results in an angle of 15.86 degrees. Subtracting the relative wind angle from the blade's fixed angle of attack gives a relative angle of attack of 19.6-15.86=3.74 degrees. Subtracting the airspeed from the pitch speed gives a slippage of 131.8-105=26.8 mph or 26.8/131.8*100=20.3 percent.

very good

very good

Thanks. This is much better than handbooks from the 1970s that they gave us in class. Lol “it’s a mechanic thing”. That’s adorable. A&P’s ✌️

Hi !! You did a very very good job with this video..Explanations are clear, and it's very helpfull to better understand electrical system !! Thank you for that !!

Thank you! a light in my mind.

I made my first Rubber band model aircraft in year 1964 and learned a theory of propeller. Model airplane making learns more aerodynamics than hours in 747 cockpit.

Thank you sir!

if the coil have more Turns ,, does that Give it more volts?

Im not even half way through this video and I want to say thanks...already..If schools would show these up dated videos instead of the BS they have us watch from the 1980's to understand this concept, paying for school would be worth it..20 minute video cleared up a 3 month confusion and teachers making up BS to sound intelligent...Im pissed about the time wasted and glad I found this video....I feel better now...lets continue....lol

Thanks so much it's clear to understand ☺️