Balanced, not balance

Hello! Thank you for your really nice explanations. Do we need to do position report(wpt time FL , estimating next wpt time , 3rd wpt) and selcal chk again at W150 even it’s the same CZAK FIR? Thank you

Love it, all these lovely airline pilot topics.

Great video and demo!! But what if we are CPDLC established and ADS connected, is the HF voice position report still mandatory?

Well explained …. But for yourself only, sorry😊

Thank you for your clip , I have a question. Why do you only call 89 instead of 8942 (8903) ?

Hey! You’re one of the most valuable resources, can you please continue making videos?

Thank you man!

✈️ Great Video sir. U deserve much more subscribers. ❤ .Absolute quality content. 🎉

How would you know your latitude and longitude if GPS doesnt work?

Great video, thanks for sharing! Out of curiosity, what is that position number on the initial calls? I mean "DELTA 158 POSITION 89" and then "DELTA 158 POSITION 10".. Thanks =)

thanks a lot for such great video Sir.....👍👍

Hello. Stumbled across this video while I'm studying high altitude aero for my ATP. This video helped me to understand coffin corner a little better because it actually made me think. However, there is an inadequacy in your explanation. The PFD/Attitude indicator does not show direct AOA of the wings. It is only telling the pilot the angle between longitudinal axis and the horizon (nose of the airplane vs horizon to put it simply). This is something that I have drilled into my student's heads over and over, the PFD/attitude is not an AOA indicator. Angle of attack is angle between chord line and relative wind. Pitch angle from the PFD/attitude indicator does not tell you that. Most planes do not have AOA indicators, although the attitude indicator can give you a general idea of where your AOA is at. But you are correct when you say a stall has nothing to do with speed, it does not. Only critical AOA. What I did get from this video is that at the low speed buffet, your AOA is high enough (although perhaps not at the conventional critical AOA) to now induce a supersonic flow over the wings due to the airplane's TAS through the air. This will cause a shockwave and move the center of pressure back, but not as much as with the high speed buffet. This shockwave will induce a low speed mach buffet. It is not necessarily a stalled condition as you defined it due to the angle of attack not being at critical AOA, but it is almost like a stall as there is separation of airflow from the wings surface and the boundary layer is disrupted. Which will result in buffeting and reduced control effectiveness as would happen in a stall at a lower altitude and at 17-18° AOA. So to conclude, with a low speed mach buffet, you perhaps have not exceeded the defined critical AOA, but your AOA is excessive enough to induce shockwaves from airflow acceleration and basically "stall" your airplane. However, as we don't really have AOA indicators in many airplanes, we use speeds as known guidelines to avoid "stalls" at higher altitudes (the low speed buffet), although an airplane can stall at any given airspeed. The air data computer in the airplane will calculate a corresponding IAS and put that on the screen as the speed the pilot should avoid to prevent the low speed (or high speed as well) buffeting. I think we could also compare low speed buffet and what is happening to the AOA to icing on wings: ice will start to disrupt the boundary layer and smooth airflow, and eventually separate the airflow at an AOA MUCH LOWER than that of the critical angle if the pilot tries to increase the AOA. This is stated in the Pilot's Handbook of Aeronautical Knowledge Chapter 5, implying that you can stall or have a severe reduction in lift even at an AOA much less than critical AOA if there is a reason for it to happen. This is basically also what is happening with a low speed mach buffet, except the reason for the early airflow separation is the shockwave rather than icing. Now is the low speed mach buffet a stall? Depends on how you define it and how you're looking at the whole critical AOA situation, but you definitely have severe reduction of lift. There's also fluid dynamics magic happening in all this I'm sure, but I'm not an aerodynamic engineer and I'm not even going to begin trying to solve this at that level. I just fly the things safely and have fun. This has been my two yen on the topic.

Great video! Recently retired Delta captain. I stayed domestic for my whole career, flew enough trans-oceanic back in my USAF days. The C-141 didn't have selcall and some nights the HFs were miserable. At times over the North Atlantic I couldn't reach Shanwick but heard pilots making reports over the Pacific or Indian Ocean (skipping off the ionosphere). We had a chart for selecting the best frequency. The higher the sun or more distant the station the higher the best frequency (11176 vs. 2282). As you likely know the Delta domestic routes include Canada, Mexico and the Carribean so I used HF now and then. It was sure nice to have selcall and SATCOMM as a backup. Happy landings!

A good explanation. Thank you

I love your videos, they do great as a refreshment for concepts we learned and lost through the years. Thank you I can’t find part 2 though Anyway, great explanation thank you

Ok explanation

Woah this is way more complicated than VHF radios... Why do the waypoint names look like coordinates?

Thank you for the great video, helps me a lot as someone new doing a Boeing type rating. Just a quick question: it states in the FCTM for the 737 that when using a combination of derate and ATM that we must always select the derate first and then the assumed temperature, is there any specific reason for this?

I’m more confused than I ever was 😂

Very fleshing idea about low speed buffet, instructors in my airline always talk about an airplane will always stall at a constant IAS, so as altitude increases the stalling speed will be the same IAS, but TAS will increase because higher altitude. Hence the low speed buffet. But I am inclined to your explanation because that makes more sense to me.

Thanks for this 🙌🏻 CASA lists the concept of derating as part of our syllabus knowledge required for an ATPL (A), but the aircraft used for the performance exam is the 727, with no graphs or procedures provided for derating take-offs 🥴🤣🤦🏻‍♂️🤷🏼‍♀️. As such, the main theory provider for the ATPL syllabus here in Aus does not cover the concept of derating at all 😂

Thank you sir for your beautiful explanation.

As you climb, the air becomes less dense, and your wings need more airflow to generate the same amount of lift. The true stall speed increases as you climb, regardless of the AoA.

Great video! If the balanced field V1 gives a shorter runway required than the actual runway, I asume the airlines can increase the paying load of the airplane, so the weight will be higher and the curves will move up in the graphic. The question is, the new balanced field V1 will be similar, faster or slower? Thanks!

Short but In depth explanation... Impressive 🙌

Awesome

Good one

Beautiful... made it very easy to grasp...

Don’t really fully understand why aoa wouldn’t decrease with an increase in altitude considering the air density is significantly reduced, I get airspeed is increased but certainly not as significantly as the air density is reduced at a cruising altitude. Maybe I just don’t understand the math of it. But in conclusion both low and high speed Mach buffet are essentially caused by air over the wing going super sonic causing shockwaves? I’d assume then low speed buffet causing the cop to move rear wards just like a high speed buffet? Also causing a Mach tuck? Im a pilot in training for my atp already took the atp written

With a speed of 120 miles an hour 🤣 & head stuck out of the car , for sure one will understand what parasitic drag is😂

Fun fact, hf radio gets around the earths curvature

V1 Action Speed

Beautiful, Have a safe trip.

Hey. I hope you are doing great. As a suggestion, can you make some videos on ETOPS covering especially the fuel requirements, critical fuel scenarios and the concept of ‘Re-dispatch’ in the air among other things. Thanks.

Navigation

@3:28 An ideal relationship is one without trust issues. 'Trust Available' more than 'Trust Required' xD Just Kidding... Got the idea. Really good content, the glitches are a bit of a distraction, yes, but I managed.

The video is glitchy. It was not doing that when I was working on it. Is the distraction too much for you? if so tell me and I will delete the video and do it over.

Nice job. Thank you.

Really amazing video. Please do keep making them whenever time allows. Shared with my friends and subscribed, would love to do what I can to help the channel.. PS : You also motivated me to work on my drawing skills xD

Amazing content brother!! Its funny how experienced pilots still believe low speed stall is just a regular stall. The truth is, shock waves start to appear due to acceleration of air over the wing surface when AoA is increased. Keep up the good work!

Request: make a detailed video on Critical engine

2:04 correction I drew the pink rudder arrow in the wrong direction. The arrow direction should be opposite from the rudder deflection

Why scree height reduce to 15ft on wet runway? i hope you will make a complete playlist for ATPL performance I’m struggling a lot

Please make a series on ATPL performance lots of respect from Bangladesh

I am not sure about your low speed buffet explanation. In the lift equation there is air density; which is pretty low at high altitudes. Decrease in speed will lead to reduction in lift. However you are already be at the critical value of air density that barely enough for required lift and I think thats why aircraft will stall.??

Very cool please explain the HF radio frequencies and how to enter them in the radio. Thankyou

thank you for your explanation! but why it called coffin btw?

As always brilliant ....

Departed our of BOSTON