@@RobertBeck-pp2ru that is exactly correct! a non turbocharged aircraft engine will produce less and less power with altitude and the gauge is calibrated to show this

Best of luck 🤞

@@marklee1462 I would imagine you’re correct but I don’t have a definite answer unfortunately!

@@keithklein4313 good luck!

You look in your operating handbook. Every plane is required to have one. You could also search online for the same POH but it would probably be slightly different b/c the arm changes depending on what work has been done on the plane. For ex. My 1967 C150 G has arm at 32.56 for empty weight. But that could be slightly diff from someone else’s same year and model plane b/c they have diff avionics or other things installed in their plane.

@@piquecuriosity no critical angle of attack is constant, it does not change. with forward cg you’re going to be at a higher AoA at any given airspeed so you’re closer to that critical angle

​@@maxcfi7718Thanks for replying. I think we are on the same page. We are taught that for example when you put flaps down stall speed is reduced, cl max is higher and critical angle of attack is reduced but i guess Cr AoA can not be lowered in any way. What they mean is you will reach the C AoA earlier. So, in our F Cg scenario because we need more lift we should increase AoA and we will reach C AoA earlier. I think what you mentioned by "you are closer that critical angle " is the same with i have meant.

@@piquecuriosity yes exactly that’s right. critical AoA is fixed, you’ll just start out closer to it and so reach it sooner as your airspeed decreases

@@maxcfi7718 Great 👍. Thanks for sharing knowledge. I would like to see content about flight planning and performance also if it is possible. You are a great teacher 🖐️

@@brianclancy5124 glad it was helpful!!

This may be too late but the answers to your question is No. you cannot used to keep the aircraft coordinated. This will keep the aircraft from skipping and skidding; and potentially get yourself into stall spin situations depending on the maneuver you are doing. Rudder usage is very important during stall maneuvers.

@@nimbapilot6925 great thanks, so what does a coordinated turn mean ?

@@DJeb86 I think coordinate turn is that: when you take a left turn, you move the control stick to the left, left aileron go up, right aileron go down, left wing move downword, right wing move upward due to more camber is formed, more lift and more drag is produced on right wing, this causing a right yaw, so we need to move the rudder to the left, to force the nose of aircraft to move to the left to counteract with this adverse yaw. and because of the lift is decresed, also elevator should be deflected further to increas AOA to maitain enough lift for level flight. all control pannels are coordinated in a turn to maintain a level flight, without sideslipe, I think that's why it called coordinated turn.

this is not a vacuum gauge as i’ve explained before. it is a manifold pressure gauge.

@@maxcfi7718 The manifold pressure is a vacuum the entire time the engine is running unless you have a supercharger ...the "pressure gauge will have numbers on both sides of zero .... all pressures are relative to atmospheric pressure ,,,, we do not take them to space to calibrate them .....

@@theiaminu5375 yes, but this is measuring the actual pressure in the manifold. hence why it’s lower when the throttle is closed and equal to atmospheric pressure when throttle is wide open (for a naturally aspirated engine.) my understanding is a vacuum gauge would measure the difference between atmospheric pressure and the manifold pressure, so it reads higher with the throttle closed. we do not normally measure vacuum on the engine in aviation

@@maxcfi7718 It's backward from what you would encounter in the REAL world ... low is to the left (counterclockwise)and high is to the right (clockwise) in every gauge you will find ....Even on a mass spectrometer ...

@@theiaminu5375 yes? and it is also on the manifold pressure gauge. not understanding what you’re getting at 😂