You do such a great job explaining these different principles! I'm not a pilot but I read and watch anything and everything about aviation. I know there are certain procedures and limits that need to be followed but the reason why isn't always clear, at least to me. It makes such a difference if you know why something should be done, and not just doing it because you were told to. Being able to visualize what happens, the dangers or benefits of procedures has a major impact on how seriously you take what you are being taught. I'm paraphrasing this A TON but telling someone to fly slower, at a higher AOA and 1G, (like this video) vs faster and shallower AOA doesn't create any urgency or drive home the importance as to why. When you understand the protection you get from the first example and the danger that could result from the second example, the seriousness becomes very clear! Not many people are able to educate others as effectively as you are! I'm in the USA, initially your accent made it a little hard to follow, but after a couple of videos, I adjusted and don't even notice it anymore! The time and hard work you put into your videos is apparent and much appreciated! Thank you!!
Hi sir, do you mind explaining the difference between maneuvering speed in GA/light aircraft and an airliner like the 737? It seems like Va is a limiting speed in GA aircraft but is a minimum speed for different flap configurations in the 737
Hey captain, first time on thus channel and a new subscriber. quick question just to confirm. Does that mean that below Va you will stall first before reaching limit load factor while above Va you will reach limit load factor before reaching critical angle of attack?
very appreciate captain, these basics is that what we need as pilot, one question, according to this limit G force and critical AOA issue, it that why when we encountering turbulence on 737-800 we need to reduce speed to 280 kts according to the Munual, Is that the reson we compomise the limit g force and critical AOA, or some other reasons? thank you very much.
Many thanks for watching and for the support!! Reducing the speed in turbulence will increase the margins, the 280kt or 0.76 is the best penetration turbulence speed of the 737 this will give you good margins from both low speed and high speed.
![Vmcg (Minimum Control Ground) - [Why You Should Reject The Takeoff If An Engine Fails At Low Speed?]](http://i.ytimg.com/vi/DL-kmbEk2rQ/mqdefault.jpg)
![Vmcg (Minimum Control Ground) - [Why You Should Reject The Takeoff If An Engine Fails At Low Speed?]](/img/tr.png)
![Coffin Corner Explained - [How YOU can spot the coffin corner by looking at the Airspeed Indicator]](http://i.ytimg.com/vi/KPJxz39Ieao/mqdefault.jpg)
![Vref and Vfly Approach Speeds Explained - [What's Your Minimum Approach Speed?]](http://i.ytimg.com/vi/E_ILhncnU8A/mqdefault.jpg)
![Climb Gradient Explained - [All you need to know about your minimum rate of climb].](/img/1.gif)
Thank you Cap
Thanks always great content.
This video is very helpful in aviation world.
Thanks for watching
Perfect explanation 😃
Thanks for watching!
Amazing Video My Guy, THANKS
You are very welcome!
Thanks! Your explanation was very clear and helped me a lot
That's great! You are very welcome
Good job! thanks
You are very welcome!! Thanks for watching
You do such a great job explaining these different principles! I'm not a pilot but I read and watch anything and everything about aviation. I know there are certain procedures and limits that need to be followed but the reason why isn't always clear, at least to me. It makes such a difference if you know why something should be done, and not just doing it because you were told to. Being able to visualize what happens, the dangers or benefits of procedures has a major impact on how seriously you take what you are being taught. I'm paraphrasing this A TON but telling someone to fly slower, at a higher AOA and 1G, (like this video) vs faster and shallower AOA doesn't create any urgency or drive home the importance as to why. When you understand the protection you get from the first example and the danger that could result from the second example, the seriousness becomes very clear!
Not many people are able to educate others as effectively as you are! I'm in the USA, initially your accent made it a little hard to follow, but after a couple of videos, I adjusted and don't even notice it anymore!
The time and hard work you put into your videos is apparent and much appreciated! Thank you!!
With your thoughtful comments your adding value to the Community! Many thanks!
omg this video is really helpful. thank you captain
You are welcome!!! I'm glad it helped!! I wish you a great day!
Very well explained. Thank you.
You are welcome! Thanks for watching! Don't hesitate to ask me any questions when watching the rest of the videos.
What is simplest way to define maneuvering speed? And limit load factor?
The simplest way I can explain it is how I explained in the video
Great explanation, thank you !!!
I'm glad you liked the video!! Thanks for watching and the comment!
So helpful thank you so much.
You are welcome!! Thanks for watching and the comment!! Don't hesitate to ask me any questions when watching the rest of the PILOTCLIMB videos. 👍
Very good
Thanks for watching
Well explained , I am a PPL
Most people they don’t understand the principles and
get there license like a 🦜
I finally understood 😂
Thank you, kind man.
I'm glad the video helped you!! Many thanks for watching and the comment!!
Disse ise again a greate Video withe very goode Informatione.
Hi sir, do you mind explaining the difference between maneuvering speed in GA/light aircraft and an airliner like the 737? It seems like Va is a limiting speed in GA aircraft but is a minimum speed for different flap configurations in the 737
I take your suggestion into consideration for a future content
Could you also do a video on Vb and how is it different from Va
Thanks for watching!! I'll take your suggestion under consideration !!! Have a great day
Hey captain, first time on thus channel and a new subscriber. quick question just to confirm. Does that mean that below Va you will stall first before reaching limit load factor while above Va you will reach limit load factor before reaching critical angle of attack?
Correct! Welcome on board!
Good Day Capt Gabriele,this Va manoevering speed is called also corner speed, is it right?
Are you referring to the coffin corner?
@@PILOTCLIMB actually no Capt Gabriele, i see video on youtube about V-g diagram and stated Vma (manouvering speed) is also call corner speed...
very appreciate captain, these basics is that what we need as pilot, one question, according to this limit G force and critical AOA issue, it that why when we encountering turbulence on 737-800 we need to reduce speed to 280 kts according to the Munual, Is that the reson we compomise the limit g force and critical AOA, or some other reasons? thank you very much.
Many thanks for watching and for the support!! Reducing the speed in turbulence will increase the margins, the 280kt or 0.76 is the best penetration turbulence speed of the 737 this will give you good margins from both low speed and high speed.
@@PILOTCLIMB thanks i got it
Don't hesitate to comment with your questions and thoughts!
Thank you so much for explaining, this speed was something I did not understand properly before watching this video
I'm happy the video helped you!! Thanks for watching!