@@PilotEd sir, there are a few mistakes in your explanation but awesome video i really love your explanations. the propellers are the shape of a wing and has an angle of attack the hub of the propeller a smaller angle of attack but the tip of the propeller has a large angle of attack. plus the descending blade has a larger angle of attack and that the propeller blade itself has a large moment arm from the CG which causes the plane to yaw in the opposite direction in conjuction to the rotation of the propeller
So many videos attempting to explain critical engine skip the part that expands on why the down moving prop generates more thrust than the up going one. This video is fantastic at explaining this missing and, excuse the pun, critical piece. Thank you!
«Happy Engine, Happy Foot» is the phrase I’ve learnt! :D Great video, mate! I hope to see more ATPL / POF theory videos soon. You would help me a lot during my Aviation engineering studies! ;)
I don't think I'd agree to use that expression in training. Some might take "happy foot" to mean the foot that's free and able to move around whilst the unhappy foot is the one that is (sometimes uncomfortably) pressed hard against the rudder pedal.
I never understand the P-factor until watching so many videos. Your explanation is really simple to understand. Thanks very much and keep up the good work!
Thanks to your video i could write the explanation for critical engine for my airline entrance exam. You the best man!! Please keep em coming. If possible make a video about dutch roll!!! Would really appreciate it man. You killed it in all of the videos!!
Airfoils have drag, props induce torque against that drag. Does the rotation play into this at all, considering the prop shaft as the lever for the torques due to drag (on a clockwise left prop for instance, the down stroke would be pulling up on the wing inboard of the prop shaft and upstroke pulling down on the wing outboard of the shaft)? Just basically apply Newton's third law to the torques induced by the drag.
Fantastic video as always, love them!!! In the case of a counter-rotating engine, since both arms are the same, will there be a critical engine (Is it the one facing the wind?)
Hello Amazing explanation. I just have a question about the critical engine in the jet engine at the TO moment. If on your example, the wind is coming from the right are we not be pushed to the left? And if so, in that case the critical engine would be the engine on the opposite side of the wind. as if this one fails (eng n 1, the left one) the engine N2 (on the right) will push us even more towards to the left (left yaw moment), I am wrong? Thank you very much!
@@PilotEd I have the same doubt. Can you put some more light on this statement "if the wind is from the left, the aircraft will point to the left." because as far as I remember, my instructor in flying school taught me that aircraft drifts in opp direction of winds. for instance, if the wind is coming from right then aircraft will drift towards left; so we have to fly into the winds to maintain runway centerline. And this is in contradiction to the above statement.
@@sonaliborana9106 That is all correct but your not thinking about it in the right way. wind from the left means the aircraft wants to point left (drift right maybe a little yes) the massive rudder acts as a weather vain. so if you have a left engine failure the right engine will be adding to the problem of turning left.
Nice vid sir! Can you explain more about crit engine in a twin? Like the torque, accelerated slipstream and spiraling slipstream? Also I have one question. To counter the left turning tendency in a twin airplane it must have a counter rotating prop right? Why some planes doesn't have counter rotating prop if it will lessen the left turning tendency? Thank you in advance!
counter rotating props do help a little yes, (but many do not use them, mainly commercial reasons, ease of maintenance etc..) but honestly twin piston prop engines no matter weather they are counter rotating or not get very hard to control in the event of an any engine failure. Identify apply the correct rudder, "dead engine dead foot" and take it from there. A good trick if possible in the situation is to reduce operating engine RPM to. Thanks for watching
@@PilotEd thanks so much for ur reply😀just would like to know, the reason for that is that because the wind would provide the airflow and will increase the lift ?
so the fanblades is the reason why there isn't p-factor? they are shaped like a prop blades though, no? because they are evenly distributed around the entire circumference of the drive shaft and therefore isn't a p-factor?!?
![Chino Pacas - Modo Capone (with Drake & JOP) [Video Visualizador Oficial]](http://i.ytimg.com/vi/Zoc75M8Swhc/mqdefault.jpg)
This was The best explanation for blade effect what I have ever seen, nice channel!
thanks so much mate, more on the way just been very busy lately to be able to upload any
Good explanation, I'll give you a shout out and link to this video.
cheers :)
@@PilotEd sir, there are a few mistakes in your explanation but awesome video i really love your explanations. the propellers are the shape of a wing and has an angle of attack the hub of the propeller a smaller angle of attack but the tip of the propeller has a large angle of attack. plus the descending blade has a larger angle of attack and that the propeller blade itself has a large moment arm from the CG which causes the plane to yaw in the opposite direction in conjuction to the rotation of the propeller
So many videos attempting to explain critical engine skip the part that expands on why the down moving prop generates more thrust than the up going one. This video is fantastic at explaining this missing and, excuse the pun, critical piece. Thank you!
Thank you friend, i came from iago ibanez and you are very special.
One additional hint to avoid confusion: "clockwise or CCW" is observed from "behind" the plane, so from tail view.
That cross section drawing is actually excellent representation and explanation, and i say that as a multi engine flight instructor
Affirm
Fantastic explanation!!!
«Happy Engine, Happy Foot» is the phrase I’ve learnt! :D
Great video, mate! I hope to see more ATPL / POF theory videos soon. You would help me a lot during my Aviation engineering studies! ;)
more on the way soon :) stay tuned
axaxa nice one, i guess it;'s the more bright version of what i learned, "dead engine dead foot" which is more grim-dark
I don't think I'd agree to use that expression in training. Some might take "happy foot" to mean the foot that's free and able to move around whilst the unhappy foot is the one that is (sometimes uncomfortably) pressed hard against the rudder pedal.
I never understand the P-factor until watching so many videos. Your explanation is really simple to understand. Thanks very much and keep up the good work!
cheers :)
Thank you very much for this explanation!
Excellent explanation . Thank you
Thanks alot.. Prefect and simply explained 👍🏽👍🏽👍🏽
Thanks to your video i could write the explanation for critical engine for my airline entrance exam. You the best man!! Please keep em coming. If possible make a video about dutch roll!!! Would really appreciate it man. You killed it in all of the videos!!
Dutch roll.. no probs man ill add it to my list. :) a little busy with work but will have more up soon
You're great at teaching🙏
Well explained Sir!
Very good explanation Capt.! Thank you!
Great video to help me with POF
Fantastic
very good brief
nice video and explanation
Great explanation, thank you!
Really appreciate these vids! Very simple and easy to follow. Thank you!
Thank you mate!
Great explanation!! Thank you! 😁
thank you so much!
Those 2 dislikes are surely from Airbus fans haha...anyways GREAT video!!
haha must be
Amazing, thank you very much!
Airfoils have drag, props induce torque against that drag. Does the rotation play into this at all, considering the prop shaft as the lever for the torques due to drag (on a clockwise left prop for instance, the down stroke would be pulling up on the wing inboard of the prop shaft and upstroke pulling down on the wing outboard of the shaft)? Just basically apply Newton's third law to the torques induced by the drag.
U really good at what you are doing
Great explanation Mate!
Flight 2311 had left engine issues & propeller angles that crashed it. Question. Wouldn’t opposite rudder or shutting left engine off saved them?
awesome explanation.
thanks for watching :)
You are a legend bro 👏 👏
That was a very well presented explanation, thank you for your work
welcome thanks
lol apart from a350! well said, sir! as always a hell of an explanation! @sincerely an Airbus fan
This confirms my suspicions based on my observations :)
haha awsome
Brilliant
Great video!
thanks! more on the way
P factor applies to single engine propeller aircraft also?
Down going BLADE and up Going BLADE not Propeller...but we understood...thanks
İts very well explained:) im a cantidate for being a pilot on dlr section and this video is very useful to learn this kind of stuff
thanks for watching more on the way very
soon
Fantastic video as always, love them!!! In the case of a counter-rotating engine, since both arms are the same, will there be a critical engine (Is it the one facing the wind?)
In that case as both are the same its really down to the xwind, which you consider the critical engine. :)
Thank you for the reply. Keep up the good work!!
Hello Amazing explanation. I just have a question about the critical engine in the jet engine at the TO moment. If on your example, the wind is coming from the right are we not be pushed to the left? And if so, in that case the critical engine would be the engine on the opposite side of the wind. as if this one fails (eng n 1, the left one) the engine N2 (on the right) will push us even more towards to the left (left yaw moment), I am wrong? Thank you very much!
if the wind is from the left, the aircraft will point to the left. so you have it the other way round. :)
@@PilotEd I have the same doubt. Can you put some more light on this statement "if the wind is from the left, the aircraft will point to the left." because as far as I remember, my instructor in flying school taught me that aircraft drifts in opp direction of winds. for instance, if the wind is coming from right then aircraft will drift towards left; so we have to fly into the winds to maintain runway centerline. And this is in contradiction to the above statement.
@@sonaliborana9106 That is all correct but your not thinking about it in the right way. wind from the left means the aircraft wants to point left (drift right maybe a little yes) the massive rudder acts as a weather vain. so if you have a left engine failure the right engine will be adding to the problem of turning left.
@@PilotEd weathervaning or weathercocking effect.... got it!
thanks a lot for clearing the doubt...
Nice vid sir! Can you explain more about crit engine in a twin? Like the torque, accelerated slipstream and spiraling slipstream? Also I have one question. To counter the left turning tendency in a twin airplane it must have a counter rotating prop right? Why some planes doesn't have counter rotating prop if it will lessen the left turning tendency? Thank you in advance!
counter rotating props do help a little yes, (but many do not use them, mainly commercial reasons, ease of maintenance etc..) but honestly twin piston prop engines no matter weather they are counter rotating or not get very hard to control in the event of an any engine failure. Identify apply the correct rudder, "dead engine dead foot" and take it from there. A good trick if possible in the situation is to reduce operating engine RPM to.
Thanks for watching
PilotEd thank you sir for replying! Your videos are really helpful.
thanks again for watching more on the way!
So can we define critical engine in jet as “the failed engine”?
as for critical engine for the jet is the one that is facing the wind, is the reason because , more wind , more lift for that side of the engine ?
as the video says, if the wind component ads to the yaw caused by the engine failure, then thats the critical engine :)
@@PilotEd thanks so much for ur reply😀just would like to know, the reason for that is that because the wind would provide the airflow and will increase the lift ?
@@tiffany51793 no the x wind causes yaw so does and engine failure, so if they both cause yaw moment in the same direction... voila critical engine
Clearly an Airbus. haha!
perfectly explained!!!
thanks for watching , more on the way
PilotEd 👌
so the fanblades is the reason why there isn't p-factor? they are shaped like a prop blades though, no? because they are evenly distributed around the entire circumference of the drive shaft and therefore isn't a p-factor?!?
sorry I dont understand? there is a P factor because of the angle of attack of the aircraft
What is it the Down going, and not the upgoing?
the prop on its way down, as opposed to the one on its way up. :P
PilotEd ty i figured out!! As you mention in the video. Because Of the blade twist 😄👍🏻
Why not make the engines turn in opposite directions so that neither engine is critical? It seems unsafe to do it any other way.
Why not watch the whole video ;)
@@jacksos101 I watched the whole video. It's still unsafe.
747 likes : )