Very cool to hear the horn at 5:27, even though you see the airspeed indicator showing mid-green arc, when at 4:40 you see it at the start of the green arc. Excellent demonstration!
Love the channel. Great simulator work, and excellent narratives. It’s clear that you’re thoughtful about how you want to present the content. As a student pilot coming up on my checkride, your channel has been a fantastic resource. I’ve shared it with some mates at my flight school in the Bay Area. Keep the content coming!
Watching this it occured to me that both the steam and digital ASI could be updated to have a dynamic green arc the bottom of which is always stall speed regardless of whatever that speed might be for the configuration of the plane.
You can bank to 90 degrees and add power and rudder but you are not turning, you might be flying but you have just transferred your 1 g from the wings to the fuselage, if you want to turn the g force will be transferred back to the wing and to maintain altitude at 90 degrees angle of bank the G force needed to maintain flight will be infinite and not able to be maintained causing a spike in load factor and stall speed as shown in the graph.
Bank Angle only correlates to G-load in a coordinated turn. That is, not climbing, not descending, and the tail is tracking the nose through a lateral turn radius. What raises stall speed is G-loading. And this goes up the harder you turn. See a fighter jet demo a "minimum radius turn".
In actual mountain flying the canyon turn is an emergency maneuver. We pull max Gs for minimum turn diameter. More Gs than level turn. Typically pull until the stall horn comes on and hold it.
Excellent content, as always. On my (recent) checkride, I was asked to do an accelerated power-off stall by entering a 20 degree left bank after I established my stabilized descent. We talked about this during the brief before the flight and covered pretty much the same material you covered here. If you'd been two weeks earlier on this, I would've sounded like an expert! :) I hadn't practiced this with my CFI prior to the checkride, so this was new territory for me. The part that was nerve-wracking was thinking I'd enter a stall-spin since I was banked. Obviously, that didn't happen as I had enough rudder input and went slightly nose down as soon as my wings departed flight. Definately something I'll be practicing to stay sharp!
Greetings! I have a quick question, I was looking over one of the aviation questions that asks, “ If the airspeed is increased from 110 knots to 150 knots during a level 45° banked turn, the load factor will...” At first I chose the load factor will increase as well as the stall speed. But the correct answer appears to be the load remain the same but the radius turn will increase. But at the above quiz question, I thought when you make a turn your load factor and stall speed will automatically increase? Or is it because the throttle is increased that’s why there’s no change in load factor and stall speed? Or that’s just say I don’t increase the throttle, and I make a turn, then in this case both the load factor and stall will increase? Thank you!
Just a bit late to the question but the way I understand it is that load factor is a relationship between lift produced and aircraft weight. The key to that question is that you’re in a level turn, not climbing. Therefore the amount of lift produced will remain the same regardless of how fast you’re going. So that ratio of lift to weight remains the same and you would need a tighter bank to keep the same rate of turn but since you’re still at 45° the only thing that happens is you need more space to complete the turn
Do you know why in a medium turn, the airplane stays there and doesn’t go back to level wings? My friend was asked for a CFI checkride. I know he mentioned neutral D.S. but wanted a more scientific definition
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Informative presentation. Terrifying ending.
That last demo from the sim was bone chilling. Really good stuff, Thanks!
Very cool to hear the horn at 5:27, even though you see the airspeed indicator showing mid-green arc, when at 4:40 you see it at the start of the green arc. Excellent demonstration!
Your videos offer the best explanations for the harder concepts of any channel or paid-for school I've seen so far.
Love the channel. Great simulator work, and excellent narratives. It’s clear that you’re thoughtful about how you want to present the content. As a student pilot coming up on my checkride, your channel has been a fantastic resource. I’ve shared it with some mates at my flight school in the Bay Area. Keep the content coming!
Watching this it occured to me that both the steam and digital ASI could be updated to have a dynamic green arc the bottom of which is always stall speed regardless of whatever that speed might be for the configuration of the plane.
Many aircraft have an even better instrument, an AOA indicator.
@@emperorofthegreatunknown4394 This is true.
you can compensate bank angle stall by yaw input and thrust.
You can bank to 90 degrees and add power and rudder but you are not turning, you might be flying but you have just transferred your 1 g from the wings to the fuselage, if you want to turn the g force will be transferred back to the wing and to maintain altitude at 90 degrees angle of bank the G force needed to maintain flight will be infinite and not able to be maintained causing a spike in load factor and stall speed as shown in the graph.
Bank Angle only correlates to G-load in a coordinated turn. That is, not climbing, not descending, and the tail is tracking the nose through a lateral turn radius.
What raises stall speed is G-loading.
And this goes up the harder you turn. See a fighter jet demo a "minimum radius turn".
Excellent explanation!
Super helpful! I appreciate the content. Keep them coming!
In actual mountain flying the canyon turn is an emergency maneuver. We pull max Gs for minimum turn diameter. More Gs than level turn. Typically pull until the stall horn comes on and hold it.
Excellent content, as always.
On my (recent) checkride, I was asked to do an accelerated power-off stall by entering a 20 degree left bank after I established my stabilized descent. We talked about this during the brief before the flight and covered pretty much the same material you covered here. If you'd been two weeks earlier on this, I would've sounded like an expert! :)
I hadn't practiced this with my CFI prior to the checkride, so this was new territory for me. The part that was nerve-wracking was thinking I'd enter a stall-spin since I was banked. Obviously, that didn't happen as I had enough rudder input and went slightly nose down as soon as my wings departed flight.
Definately something I'll be practicing to stay sharp!
This is INCREDIBLE education great job man
Great illustration!
Great presentation. Thanks
Looking at the footage of yesterday's Yeti airline crash in Nepal, it seems like the plane crashed similar to the last scenario shown here.
Excellent content and wonderful graphics!
Very helpful. 👍🏻
Thank you so much sir ☺️
Isn't the load factor in terms of bank angle given as :
n = 1/cos(theeta)
Where n is load factor and theeta is the bamk angle.
Great videos, though I think it's worth trying to unteach the reliance on stall speed, and focus on stall stick position instead.
You just wanted to spin the aircraft. Great explanation as always!
Couldn’t help it! Been too long since doing it for real. Thanks for watching!
Greetings! I have a quick question, I was looking over one of the aviation questions that asks, “ If the airspeed is increased from 110 knots to 150 knots during a level 45° banked turn, the load factor will...”
At first I chose the load factor will increase as well as the stall speed. But the correct answer appears to be the load remain the same but the radius turn will increase.
But at the above quiz question, I thought when you make a turn your load factor and stall speed will automatically increase? Or is it because the throttle is increased that’s why there’s no change in load factor and stall speed?
Or that’s just say I don’t increase the throttle, and I make a turn, then in this case both the load factor and stall will increase?
Thank you!
Just a bit late to the question but the way I understand it is that load factor is a relationship between lift produced and aircraft weight. The key to that question is that you’re in a level turn, not climbing. Therefore the amount of lift produced will remain the same regardless of how fast you’re going. So that ratio of lift to weight remains the same and you would need a tighter bank to keep the same rate of turn but since you’re still at 45° the only thing that happens is you need more space to complete the turn
That’s a sim?
Wow we are a lot closer to the matrix than I thought. I sincerely thought this entire video was real life go pro or something !!
Your video inspired me to take a nap!
Don't exceed standard rate turn in pattern
Accelerated stalls lead to spins. Need to demonstrate spin recovery for student.
Nice video
What simulator is he using in this video?
Do you know why in a medium turn, the airplane stays there and doesn’t go back to level wings? My friend was asked for a CFI checkride. I know he mentioned neutral D.S. but wanted a more scientific definition