Great video and wonderful explanations .... by chance do you know where I can obtain performance graphs for the pa-28-181 such as yours? Most of the ones I can find are copies of a copy and are not legible... including the one in my trainer POH...
@WalkerWeathers14 күн бұрын
Usually I can find a descent copy when I Google the POH. For the PA28-181 I would recommend going to Greenville Aviation's website and looking at the POH for 3016M
@RePeteAndMe25 күн бұрын
6:40 "no way to put a faring on that" Attach the fairing to the door 😉
@WalkerWeathers28 күн бұрын
Corrections and Additions: 1. The chart supplement for a given airport will contain information on runway distances available during LAHSO operations if the airport has LAHSO operations. A good example is the chart supplement for KBTV.
@ColinJordanVanDerMerwe-tr1kvАй бұрын
Hi can you please build 1 wite no modes and just the decorative DLC packs
@A_youtube_channel_Ай бұрын
anyone know how to fix "/bin/bash: line 1: cd: C:\Users\mzdra\AppData\Local\Temp\meshCase: No such file or directory" when meshing? I go to that location but there is a meshCase file so I don't know what the error is.
@void4831Ай бұрын
My family used to own a Cherokee Six, it was a really nice plane
@kcnmsepognlnАй бұрын
I watched something about the Beechcraft Starship and ended-up here. Even for someone with only a layman's understanding of the subject, I found this very accessible as well as informative. Strong work, thanks!
@operator80142 ай бұрын
Solidworks cfd module has a tool in it to perform analysis across a range of model values. If you build your model so it can update based on table values, you can give the cfd the value that you want to sweep through, it will give you data for all values within the rqnge you specify. It takes FOREVER, but at the end, you can just change the blend radius value and see the updated CFD results without needing to rerun your analysis for each value you want to see. It's also good for finding transition values that you otherwise might miss, as it will focus analysis more on value ranges that show large step changes.
@Native_love2 ай бұрын
Wonderful video! Reminds me of the wind tunnel testing before computers - oh how we've grown! Great job buddy! Excellent methodology!
@999knives2 ай бұрын
Great video but Bernoulli Principle 4:57 doesn't explain lift as lift is also produced by flat wings and symmetrical wings
@AlphaKilo.Warrior2 ай бұрын
I came across this video and watched it in the background on my job. I think you are doing a good job. I have my PPL and I like the refresher. I also like that you have a student interacting with you, its a great addition. I Sub'd and put the bell on to follow you. For my KZbin channel I do a quick disclaimer with an overlay as well, check out my latest video for an idea. Keep em coming!
@nitehawk862 ай бұрын
Gotta admit, the big minute long disclaimer at the beginning of presumably every single video is gonna turn people away.
@londonmoren96112 ай бұрын
i came to this video because i cant believe there is a 50 minute long video going over runway incursions, i didnt watch any of it
@kcnmsepognlnАй бұрын
This isn't entertainment, so it's entirely appropriate. If you're the target audience for a vid like, you'll be fine with it.
@erich9302 ай бұрын
Thank you for this explanation! The propeller governor is one of my favorite complex airplane systems because it works on such a simple concept. Governors like these have been around since the industrial revolution to govern steam engines in factories, so there's some interesting history there too. Interesting to hear why single engine constant speed props don't feather, makes sense if you think about it!
@agordon200243 ай бұрын
Your title should read "Building an Airplane Part 3".
@skytrainii89333 ай бұрын
I did this work for the Model 60 Lear Jet. Take a look at the blending on this aircraft vs. the Longhorn wing (model 55 and model 35). There was considerable interference drag on the Longhorn. Not only did we blend the wing into the winglet sail; we controlled the stream-wise pressure distribution by varying the section cord length. The result is what we called the Ogive trailing edge. This matched the wing's center of pressure with the winglet's center of pressure. We gained a whole point of drag reduction doing that.
@johnelliott45213 ай бұрын
See your point on curture, decreasing cotol efficiency, but icreasing height of winglet should correct for that. Grat job, hate to think of the effort you put in.
@MichaelPhillips-s3z3 ай бұрын
Foreflight is now approved as a legal means of navigation.. Just came out in the new for this year ACS
@mule66893 ай бұрын
you talk too much.....constant talking....really?
@whatsthepointanymore4 ай бұрын
Higher airspeeds may require more structure be added to wing root. More speed = more lift = more stress. The Velocity XL is my dream plane.
@adrw2164 ай бұрын
YOU ARE GOD, THKS REALLY
@bell_khalo4 ай бұрын
Hi Walker, thank you for the video. How do I go about checking Courant numbers in Free Cad?
@Any-qo3xh4 ай бұрын
Thank you 100x for making this short and simple🙏🙌
@austingreathouse4 ай бұрын
Great lesson on aeromedical factors! Super thorough and useful - would be good to know for commercial pilot and CFI applicants as well!
@jsavage44184 ай бұрын
We should collab on an airplane, I have a great idea and I can build it.
@alainremi2674 ай бұрын
Thanks a lot for all infos :) A newer concept that I discovered recently on the WWW is the Synergy Prime, a weird looking aircraft which combines in its "wings" both vertical & horizontal surfaces in a continuous surface !!! What do you think of that concept ??? kzbin.info/www/bejne/on7OnaCejayWgLM
@dukeluisf154 ай бұрын
Sorry for the unlike, but i think there are very aerodynamic stuff missing in your analisys, maybe you can get some help from someone very experiencied in cfd
@jincha51835 ай бұрын
Circular Wingtips ???
@WalkerWeathers5 ай бұрын
Corrections of Errors: 1. A second class medical is acceptable for SOME international for-hire flying for a commercial pilot. Not all countries will accept it, but for a commercial pilot hired to fly a private aircraft, a second class medical may be sufficient depending on the nation. A first class is required for airlines and especially flying internationally for an airline.
@hillarysemails16155 ай бұрын
6:30 Couldn't they "round" the top edge of the doors to create a pseudo-fairing to 'smooth' the airflow where that from the door and wingroot intersect? They could fill the 'void' volume created at the top with soundproofing rubber or foam strip that would further enhance the airflow, sound, and air pressure differentials experienced inside of the cabin.
@arianadegen79305 ай бұрын
I’m doing my ppl right now and have already gone over all of this, but this is a great way to recap, keep them coming!! Hopefully you can go over the turning tendencies on the next one!
@alansart51475 ай бұрын
Thankyou!
@gendaminoru31955 ай бұрын
What airplane was that raked wingtip on?
@WalkerWeathers5 ай бұрын
Probably the Diamond DA40 they used to keep in that hangar if I remember correctly
@quantumjim455 ай бұрын
Formerly active Mooney pilot - some time in 20B, C, E, F and J. Re comment about width I found the Mooneys pretty identical to the Cherokees I got my ratings in, BUT for me the lower seating position is what made the Mooney feel tighter to me. I loved them all, but the longer F and the J most. However, I also really liked the fast and super reliable gear bar best.
@timothywackerle23746 ай бұрын
I have a 1968 M20F Executive. I love this airplane. It is rock stable as an IFR platform. It does what you tell it to do, very responsive to control inputs. Definitely feels like a sports car. 150kts on 10gph. It's a good tall person's airplane. I'm 6'4" and I have to move the seat up to reach the rudder pedals. It is not a wide airplane, however. Very few AD's comparatively speaking. I have the electric gear which I prefer to the manual, however, this increases maintenance somewhat.
@andrewong63706 ай бұрын
Weird aircraft 😄
@aristoclesathenaioi49396 ай бұрын
Can this design been scaled down so it could be used as a reconnaissance drone? If so then I expect it could be sold to the Ukrainian Armed Forces
@ColinJordanVanDerMerwe-tr1kv6 ай бұрын
Hi kan you updated the ship
@terriskitchen44586 ай бұрын
I built a Velocity xlrg5 Tio540 ae2a KZbin search n113ec instructed in blending
@sysfx6 ай бұрын
Wondering about a parabolic winglet curve, i.e. from 12" radius to 6" radius. It makes the ratio (local radius/local airfoil span) less variable.
@WalkerWeathers6 ай бұрын
That is a really good idea
@sysfx6 ай бұрын
@@WalkerWeathers negative dihedral angle reduces the curve's length. Something else to play.
@sadiedickman55786 ай бұрын
very helpful
@darkside3ng6 ай бұрын
Why openfoam was not able to simulate the entire airplane? What kind of limitations it offered?
@alanbradbury28296 ай бұрын
Hi, very interesting and helpful. What do you think or a wingtip root mounted propeller, mainly in the pusher configuration? Do you think this can reduce vortices? I understand that this is not able to provide a rudder effect but I am considering drone designs where the effect of a rudder comes from vectoring fans, these may even be on the wing tip. I am hoping that pusher configuration has the same effect as a puller configuration at reducing vortices but with laminar flow wing. In thinking about your design, I wonder if suction within the wing via a very slender fan and holes to suck boundary layer off could also eliminate interference drag at the winglet root.
@WalkerWeathers6 ай бұрын
When you asked this I immediately thought of Think Flight and RC Test Flight. They do videos like this and I found one that somewhat answers this exact question. kzbin.info/www/bejne/jJqcd6R_dqxjiMksi=ojulLXlNsmQ6u1S5 Based on that, I think you get benefits of tip mounted props even in the pusher configuration. They are small benefits, but drag reductions nonetheless. Having some kind of active suction to reduce pressure increases at the joint is an interesting idea. Unfortunately it is too much for most CFD tools as you have to choose between an internal or external analysis. Such a test would involve both. I’m sure there is a way to do it, but I think practical testing on drones would be the best way. Another thing to consider is would the fans draw more power and therefore consume more fuel than a more efficient winglet intersection? These are fascinating questions to think on. I wish I could give a better answer than more questions.
@Alumni60426 ай бұрын
Do you think that you're findings would apply to a blended winglet? I've noticed on the blended winglet that the upper winglet has a sharper (lower number) angle than the lower winglet. I ask, because I want to build composite wings for an RV-6, and incorporate a blended winglet. I would appreciate any input that you might have.
@reedreamer95186 ай бұрын
Note to self: I've been putting off my experimental build for years - I better get going!
@Mitch-Yeh7 ай бұрын
Thank you for sharing this viedo, this give me an idea how it is like to fly one mooney, helps a lot as a buying refrence.
@denemesurumu70017 ай бұрын
Can you show how to calculate minumum take off and landing speed. Thx.
@WalkerWeathers7 ай бұрын
What aircraft are you flying where you calculate minimum takeoff and landing speed? I have never come across it in the POH for any aircraft I have flown. Most simply have a rotation speed
@denemesurumu70017 ай бұрын
@@WalkerWeathersI am not pilot. Just curiosity. Thx.
@WalkerWeathers7 ай бұрын
@@denemesurumu7001 minimum takeoff and landing speeds apply to jet and airline transport aircraft. I have not had the opportunity to fly any of those yet so I’m not qualified or experienced enough to answer this question properly, but I did find an article on it that goes over doing the calculations for a B737. Even so, this is for calculating V1, VR (rotation speed), and V2. V2 is probably the closest to what I would call a minimum takeoff speed. The plane will fly at a lower speed, but not well. V2 is about the slowest a pilot would want to be on takeoff. Landing typically would be no slower than VREF which would have its own chart. It all depends on the specific aircraft and conditions that day. For the small planes I fly, we are simply given VR, VX (max climb angle speed), and VY (max climb rate speed) for the maximum weight of the aircraft and we use those every time. I hope that helps. Article: wiki.ivao.aero/en/home/training/documentation/Use_of_takeoff_charts_B737
@denemesurumu70017 ай бұрын
@@WalkerWeathers thx. Greteful.
@DigitalvideotoolsOrg7 ай бұрын
Why not attach the fairing to the door? 06:25
@brianhoy7 ай бұрын
Have you tried wearing earplugs under the passive David Clark H10 headset and comparing noise levels to the DC One X also wearing earplugs?
@WalkerWeathers7 ай бұрын
I have been wearing earplugs under my headset for years, so I have done both. I read in an aviation medicine textbook that it decreases fatigue from flying which sounded crazy, but it actually does work. Some of the fatigue from flying long days is from noise, so less noise helps some. To answer your question you should know that I have after market ear seals on my H10 and that has helped slightly with their passive noise canceling. Now for the comparison with earplugs worn under the two: H10 with stock ear seals and One X with noise canceling turned off are about the same noise level (uncomfortably loud for me) H10 with aftermarket ear seals has better passive noise canceling than the One X with active turned off (still unpleasantly loud) One X with noise canceling turned on is much better, but still not quite as good as I had hoped (loud, but bearable) For a long time after buying the One X I regretted not buying the Bose A20, but then I got a job flying multi-engine pistons and realized where the One X truly shines: it does a fantastic job of canceling the sound from two props out of sync. It makes the multi sound like a single and I really have to listen closely to get the two props synced. Pilots flying with me who have the A20 seem to be bothered by out of sync props far more than I do, and if I had to guess, I would say it is because of the noise canceling on the One X (I certainly notice if I forget to turn it on). I have purposely never worn an A20 with the noise canceling turned on because I'm afraid I would want one, so I can't say for sure, but just from seeing how pilots with them respond to out of syn props, I think I made the right choice going with the One X.
@brianhoy7 ай бұрын
@@WalkerWeathers I’m about 1 month away from taking my PPL Checkride, so flying solo XC with no one to talk to other than ATC had me thinking about comparing the H10 and the One X with earplugs and I would agree with your assessment of the noise levels. When I started my flight training in a Cherokee I used the schools passive headsets but with the engine noise, needing to concentrate to hear and learn aviation lingo was more difficult. I then bought the One X after my instructor recommended I get an ANC headset to help with hearing the radios. I wanted to save some money so I opted for them over the Bose A20. After wearing the One X with ANC I thought it was still very loud maybe 20-30% less engine rumbling noise vs ANC off. Then I got the idea to wear foam earplugs underneath my headset after needing to use them during fireworks on New Years. I first tried Yellow 3M foam earplugs that my dad gets for free at work. Made a huge difference in noise reduction maybe 40-50% reduction, but they were uncomfortable after a while. So I bought Moldex Sparkplugs and found them to be even quieter than the 3M ones and more comfortable. It looks like you use the same brand as well. I’ll ask a friend to borrow his Bose A20 to compare with the One X side by side next time I fly. Also would you recommend the aftermarket ear seals? Are they the Oregon ones? Is it just the seal or is it a different ear cup foam as well?
@AwestrikeFearofGods7 ай бұрын
I like that you even mentioned "diminishing returns", which are returns, nonetheless. Modern designs like the Boeing 787 wing, seem to indicate that the largest practical radius is optimal. A square has more perimeter than its inscribed circle. Besides reducing interference drag, increasing the winglet radius also reduces frontal area. Less frontal area means less drag. Structurally, it results in less mass, less cost in (composite) material, and the removal of a difficult-to-layup joint.
@MrShooby217 ай бұрын
Oh man. Starting a really cold engine like this is horrible for the engine and can put many 10's of hours of wear on it with just one cold start. Serially cold started engines have a slim chance to make it to TBO. An engine heater will quickly pay for itself if you need to cold start.