You always explains things so good and you talk slow allows people to understand. So many other instructors speak so fast that you have to go back and listen over and over and over. Absolutely fantastic, thank you. I teach part 141 ground school and it's great to review listening to you.

Finally somebody talking in my thinking speeeeed.

Thank you so much sir! You explain very well and slowly so we can understand everything.

Thanks you so much now I understand the concept well. You explain things short simplified way. You the best

I will apologize for my comments as I was an engineer before becoming a pilot. But “manifold pressure” seems a grating distortion of language and logic. That gage is measuring pressure relative to absolute zero, a condition irrelevant to engine or airframe. The gage is used as a proxy for Engine power output so the higher the power the higher the gage should read. Sadly it is referenced to none sense so it behaves opposite of what is intuitive. Closed throttle gives the highest gage reading and wide open gives the lowest that the system can do. I see no advantage to this arrangement. Intake physics (flow into the engine and thus power output) are dictated by the amount of vacuum vs atm pressure on naturally aspirated engines. It would seem more useful to a pilot for the gage to approximate power he is getting. Use a full throttle take off (gage goes down indicating power coming on) at standard atm for instance, the “manifold pressure” will read a low number meaning full power right? But Take the same takeoff to extreme hot and high conditions, reading will be even lower but power will be much reduced. 😢 not a great signal if not properly integrated with several other factors by the pilot. A system that references atm would fluctuate with conditions and Flight Levels but would be honest about the direction of engine power. What am I missing? How did we get to the current system?