Principles of Flight Engine Inoperative (PAST)

[@adam62592]

You did a great job explaining PAST. I really appreciate you making this video!

[@aaronyu5353]

This was incredibly helpful. I thought the slower speed plus the drawing made it a lot easier to understand the topic. Thank you!

[@gavinwinter9814]

Great video! I have my multi engine add on checkride tomorrow, thanks for great visuals!

[@worstofthebeast]

Same here

[@philliphill3390]

Very good simple explanation of very complex principles. Thanks. I was waiting for an equally simple explanation of what the pilot must do to counter these principles in flight...

[@PistonsProps]

Thanks for this great tutorial. I hope you're flying 777s out there now.

[@rahulsindhi27]

Your forgot about the lift being genrated by each wing in the accelerated slipstream portion thats why its pitch and "ROLL"

[@davidlourensz4822]

Interesting and informative video, thanks. Just in relation to the spiraling slipstream, the high going to low, you would expect the high and the low to meet somewhere in some midpoint of the pressure differential rather than the low pressure start to run away to the right and hit the tail surface. Any thoughts on that? Cheers. I am also interested to see an accurate diagram of the up moving blade and the decreased angle of attack it has - do you know of a good diagram that explains that clearly?

[@cristoballozano2143]

so, without a high angle of attack the only one would be the torque? Thanks

[@jonathanramsey7910]

Cristóbal Lozano any time you are operating on one engine you will have a higher angle of attack just from attempting to maintain level flight with only 20% power.

[@lazboy388]

Whoa, slow down there buddy; I don't think with you talking .000005mph I could fully grasp what you were saying! I wanna get there, but I wanna get there ALIVE!

[@existentialmartini]

...and back to Zero again. Look at the corkscrews that you diagrammed starting at the 8:00 mark. Then consider carefully your (inaccurate) explanation of uneven pressure distribution that follows . If your hypothesis were correct (and it isn't), the high-low pressure gradient would completely reverse within a split second after the slipstream passed through the propeller disc, which would, in turn, result in the propeller slipstream being displaced back to the left. There are numerous other inaccuracies in the presentation as well, but you can't be blamed for them--it's what you, and, apparently, many other pilots, were taught. There are several other videos on YT that spread the same misinformation leading one to wonder where this nonsense originated. But really, from the pilot's perspective, the entire topic of critical engine is moot. Critical engine is a matter that applies to certification, not to operation. All we pilots need to know about critical engine is the FAA definition found in Part 1, and that in an actual engine-out situation, the "critical engine" will be the one that is still running.

[@GZA036]

Are you an aeronautical engineer....?