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@seattleraf 3 күн бұрын
Thanks!
@NagibMostafa-e6z 5 күн бұрын
❤
@Jorritkrist 11 күн бұрын
Thank you for this! But to my understanding the yawing doesn't make one wing receive more airmass but it increases the airspeed on the outer wing and thus makes the lift increase as it is a part of the lift formula. Is this correct or did I get it wrong?
@drewterry6087 12 күн бұрын
Need some help here, where in the FAR AIM does it say they revert. I’ve always heard this but can’t find it.
@Anandhu0003 15 күн бұрын
How to Get an A Admission for Indian Students?
@安Jack 17 күн бұрын
good！！
@oblivious108 26 күн бұрын
You make it look so easy. I'm practically an idiot trying to get through ground school and I have difficulty trying to understand it all.
@christianh8636 27 күн бұрын
Good explanation, but I think more scenario based training regarding the clearance limit could be implemented in this to make it easier to understand. For example, when are you cleared to an airport vs cleared to a fix? Clearance limit in the CRAFT clearance is the airport but when ATC tells you direct to an IAF, then your clearance limit is the IAF instead of the airport. Am i correct in this?
@badgerfishinski6857 Ай бұрын
Why does Aeroguard teach ancient technology? The year is 2024. We have electronic calculators, and ForeFlight. Does learning an E6-B give a modern day student who is learning flight planning for the first time, a better understanding of flight planning? or is it a waste of time given our modern day technology? Do you guys think the E6-B should be thrown into the garbage can? Is it still worth learning given today's technology? If so...then why? Martha King's reasoning is to have a non electronic backup if the electronic calculator fails. What are your thoughts ? Any other reasons why a student pilot should take the time to learn how to use the manual E6-B whizz wheel? Anybody? Any airline pilots or want to comment? Anybody want to comment? Curious to hear your perspective.
@marnmaanu121 Ай бұрын
I'm delighted to have discovered this channel. As a new student in ground school for my Private Pilot License (PPL), I found the explanations here to be exceptionally clear and comprehensible, which stands in stark contrast to my experience with my current ground class instructor. Thank you for making complex topics so accessible.
@flyaeroguard Ай бұрын
Hello, thanks for your comment and watching our video! We're so glad you find our channel helpful and hope it continues to be a valuable resource for you throughout your flight training. Please don't hesitate to reach out if you ever run into any questions!
@abdullah999iy Ай бұрын
So simple so easy thank you
@flyaeroguard Ай бұрын
Hello, thanks for your comment! We're so glad this video was helpful and easy to understand. We hope our videos continue to be a valuable study tool for you!
@dylanhammonds5270 Ай бұрын
let’s say clearance limit is the airport we fly to airport if we have an efc time we need to wait till that time then we can go to IAF and hold till ETA
@CptShaquilleOatmeal Ай бұрын
Amazing video thank you
@pilotshashi 2 ай бұрын
Explained well in short time
@eduardofiore4460 2 ай бұрын
Wear a microphone will help you with a better quality audio
@mosr2462 2 ай бұрын
Excellent
@dwighttaylor5107 2 ай бұрын
Thanks great video
@brothersolem7742 2 ай бұрын
Wow thank you so much I ended up in IFR while flying my 18 passenger Cirus . I found my way out of the clouds thanks to this video!
@flyaeroguard 2 ай бұрын
Hello, thanks for your comment! We're so glad you were able to find your way out of the clouds safely and found this video so helpful. Thank you!
@henryyoussef6019 2 ай бұрын
You are talking about towered and non-towered airports 😢, controlled or uncontrolled that's for airspaces, also in uncontrolled airspace like class G airspace you don't need to communicate, controlled means need communication, and uncontrolled means you don't need communications 😊
@flyaeroguard 2 ай бұрын
Hello, thanks for your comment! While you are correct that controlled and uncontrolled are terms typically reserved for airspace, in this case we are using these terms to refer to how to communicate in various scenarios regardless of the airspace you are located. For example, you could have an uncontrolled airport in controlled airspace, or maybe you are using flight following while flying in uncontrolled airspace. The focal point of this video is to elaborate on how to effectively communicate on the radio and understand how the conversations result in safer operations. Thank you!
@tonyrosewell1488 2 ай бұрын
You can't tell you had to edit the word 'Heavy' instead of fat, honest! lol Again a really good explanation of W&B
@tonyrosewell1488 2 ай бұрын
Very well explained, even for a current ppl to refresh up on. Thanks.
@flyaeroguard 2 ай бұрын
Hello, thanks for your comment! We are glad you found this video helpful and hope you continue to use our videos as good study tools. Thank you!
@VictoriaAlfredSmythe 3 ай бұрын
Thank you from Manhattan ©2024
@muhammadjafari 3 ай бұрын
Very helpful, yall! This is perfect instructional content. Real life example with no fluff, and perfect pacing. Thanks!
@juanjosedelgado714 3 ай бұрын
It has been really useful and enlightening. Thanks a lot!!!
@flyaeroguard 3 ай бұрын
Hello, thank you for your comment. We are so glad you found this video useful and hope you continue to use our videos as helpful study tools!
@Ava44322 3 ай бұрын
Future student pilot - great demonstration
@flyaeroguard 3 ай бұрын
Hello, thank you for your comment! We're so glad you found this video helpful and hope you can continue to use our videos as great study tools!
@do3dola365 3 ай бұрын
Was really helpful thank you
@flyaeroguard 3 ай бұрын
Hello, thanks for your comment! We are so glad you found this video helpful.
@LED_74Fly 3 ай бұрын
True Course?
@Sanjay_Patel 4 ай бұрын
at 10:45 timestamp you said you've just flown to KNYL and back to IAF so there won't be any time left. My question is in Loss Comm situation are you supposed to fly over the airport and then back to IAF? or can you not just go straight to IAF and execute the procedure?
@flyaeroguard 3 ай бұрын
Hello, thanks for your comment! While it may seem out of place to fly over the destination airport only to turn back to an IAF to begin the approach, that is how the regulation (91.185(c)(3)(ii)) is written and interpreted by the FAA.
@dwighttaylor5107 4 ай бұрын
Awesome 🎉🎉🎉🎉🎉🎉🎉
@flyaeroguard 4 ай бұрын
Hi, thank you for your comment! We're so glad you find our videos helpful and hope that you continue to use them as a great study tool!
@shahzadnaqvi9076 4 ай бұрын
True Heading
@xXdallonXx 4 ай бұрын
Definitely don't make this the first e6b video you watch. This is a little advanced and he's skipping the explanation of detailed steps. Come back to it after a few other lessons first.
@NeeloCraig 3 ай бұрын
True,he is very good but not going into fundamentals
@laosasean8482 4 ай бұрын
I don't see 15 but 14 there but i guess its estimation.
@flyaeroguard 4 ай бұрын
Hello, thank you for your comment! Since it shows 14 degrees 30 minutes (14.5) we rounded up to the nearest number as 15. We apologize for not explaining that part. Please reach out if you ever have any additional questions and thanks for watching!
@nateice1 5 ай бұрын
Confused by magnetic wind direction. Is the wind in the question magnetic or true does it matter?
@flyaeroguard 4 ай бұрын
Hello, thanks for your comment! Winds are always provided relative to true north from aviation weather report. That is why we started with our true course, corrected using winds relative to true north, and finally corrected the corresponding true heading to a magnetic heading using the magnetic variation. It is important to know if the wind direction is relative to true north or magnetic north to accurately find our WCA (wind correction angel). Since it is most common to find the winds given relative to true north, we typically find our WCA using true course and true winds. We hope this helps!
@solomonhassankuta1654 5 ай бұрын
Beautiful explanation now I appreciate a thing or two
@flyaeroguard 5 ай бұрын
Hello, we are so glad you liked this video! Our goal is to provide helpful content that is informative and supports your success. If you ever run into any questions, feel free to reach out. Thank you!
@brendawg8002 5 ай бұрын
Aviatoresses? 😅
@flyaeroguard 5 ай бұрын
Hello, while we understand "aviatresses" might seem like an unfamiliar word, we've reviewed the meaning and application behind it and we believe it's accurate. Let us know if you have any additional questions or concerns. Thank you!
@brendawg8002 5 ай бұрын
@@flyaeroguard Having looked into it since I actually quite like it, old fashioned term. Cheers for feedback.
@firepilot109 5 ай бұрын
Awesome job!!
@flyaeroguard 5 ай бұрын
Hello, thank you for your comment! We are glad you found this video informative. We hope you continue to find our content helpful and please feel free to reach out if you ever have any questions. Thank you!
@EVGUY13245 5 ай бұрын
Holy shit you suck at explaining things. You talked about everything else EXCEPT how you got the numbers you did. THATS WHAT EVERYONES HERE FOR
@Pilotvasquez 5 ай бұрын
Thank you 🙏
@JillWakaba 5 ай бұрын
Thanks a lot for this video
@ritzneo 5 ай бұрын
From the P-factor. How do you know where the relative wind is coming from. I dont understand how can the descending blade's relative wind changes when its not levelled
@TheFlyingZulu 5 ай бұрын
In the slow flight maneuver, you are pitched up but you are not gaining altitude. Thus the relative wind is coming at you from the front and at a horizontal direction because that is the path the aircraft is going (level flight). Because you're pitched up, the blades of the props will have different angle of attacks on the descending and ascending sides of rotation. Relative wind just means the path the aircraft is going. So if the aircraft is not gaining or losing altitude, the relative wind hitting the aircraft at a horizontal level.
@flyaeroguard 5 ай бұрын
Hello, thank you for your comment! A rotating propeller blade experiences a relative wind comprised of two vectors. The primary vector is the rotation of the blade creating its own relative wind, and the other is a result of the forward movement of the aircraft. Together, these two vectors create a resulting relative wind that the propeller experiences. The P-Factor (asymmetrical thrust) is only applicable when the relative wind of the aircraft isn’t perpendicular to the plane of rotation of the propeller. Therefore, the optimal conditions to experience P-Factor are high angle of attack at a high RPM. For example, this may be experienced during a slow flight or when climbing. We hope this helps, and please feel free to reach out with any additional questions! Thank you!
@Dennco2000 6 ай бұрын
Piper fuel time distance
@kevinlee2912 6 ай бұрын
woo.....Eric, 16 years ago, you were my ground instructor in Pan AM^^^^^^^! fantastic, men!
@flyaeroguard 6 ай бұрын
Hi Kevin, thank you for reaching out and saying hello! We appreciate your continued support and hope that your career is going well!
@sygsmokeftw7005 6 ай бұрын
I m a military student pilot and my instructor ( who se a captain) just chewed me up for not knowing this and now i m grounded for 2 weeks with no flights , why havent i find your videos earlier <3
@flyaeroguard 6 ай бұрын
Hello, thank you for your feedback on our content! We hope you continue to find our videos informative and that they are helpful study tools for you as you continue flight training. Best of luck on your future accomplishments and please reach out if you ever have any additional comments or questions! Thank you!
@okokc11 6 ай бұрын
👍👍👍👍👍👍👍👍👍👍👍
@okokc11 6 ай бұрын
👍👍👍👍👍👍👍👍
@yusufbozkurt6878 6 ай бұрын
I know plane gets into the stall in any air speed once it reaches the critical angle of attack. And as you mentioned when plane excess its critical aoa it will start significantly losing amount of lift. But how we can know the what air speed that you reach critical aoa with, can not produce any lift (0). An example, reaching critical Aoa with 300 should give you still still lift but reaching critical Aoa with 150 might not give you any lift. How i can know this (0) lift critical Aoa air speed ? Thank you !
@flyaeroguard 6 ай бұрын
Hi Yusuf, thank you for reaching out with your question! An aircraft manufacturer will test the aircraft in specific conditions to determine stall speed at various configurations. These will be listed in the aircraft’s Pilot Operating Handbook. However, stall speed can be affected by abnormal weight, center of gravity, and load factor. These factors can cause the stall speed to increase in what would be known as an accelerated stall. There are equations that can determine the stall speed in a given condition, however, it is not necessary to calculate these for day to day operations. Thank you!
@StevieWonder737 6 ай бұрын
Sound is awful ... echo city. Really damages an otherwise informative presentation
@flyaeroguard 6 ай бұрын
Hello, thank you for your comment! We appreciate your feedback so we can improve our videos and make sure they are as helpful and informative as possible. Over time we've utilized better equipment that improved our sound and allowed us to produce higher quality videos and improve the viewer experience. Please reach out if you have any additional questions or concerns, and thank you for watching our videos!
@AVTBJJ 6 ай бұрын
Subscribed. Fantastic job teaching!!!
@flyaeroguard 6 ай бұрын
Hello, thank you for subscribing! We are glad you find our videos helpful and hope they continue to be a valuable resource for you!
@dactel2 7 ай бұрын
Excellent explanation of what the reg says about the NORDO procedure. One thing I might point out is that, when the destination airport is the clearance limit, is it really a good idea to proceed all the way to the airport and fly back to the IAF? Presumably, there might be an aircraft already there shooting an approach to that airport and your aircraft could be violating the airspace “reserved” for him. One might have to then consider exercising his/her PIC authority in the interest of safety by holding at the IAF until it would be safe to proceed with the IAP (as close to the ETA as possible)…. Just my two cents..
@Cherfield-D-Blessedman 7 ай бұрын
Thank you for sharing, I really need it.
@flyaeroguard 7 ай бұрын
Hello, thank you for your comment! We are glad you found this content informative and hope you continue to use our videos and helpful study tools!