Відео

Thanks for commenting. The CPDLC procedures are slightly different per country. SFO “KZAK” requires a quick HF call. Acronym: CARD CPDLC connection Aircraft Registration N number Airport Origin and Destination Most of the time lately normal scheduled flights don’t even have to do CARD

Lol… the videos are mostly for pilots. Thanks for watching

Thank you for watching. Are you a pilot?

Thank you for the compliment. Im sorry i have been away for so long. Im stuck in a lazy season. Any topics you are interested in? Thanks for watching? Have you subscribed? Are you a pilot mechanic or dispatcher?

Thanks for watching

Thank you for watching and commenting

You can use your inertials or DMEDME equipment. Thanks you for watching.

Thank you for watching and commenting. "89" are the first two digits of the HF frequency (8903) when communicating in HF "speak" you read off the first two digits instead of the whole HF frequency. I think I will make a quick part 2 on HF communications. DELTA 158 POSITION "07" I rewatched my video. I think you meant 07,,, that is the minutes of the hour (the UTC time that you crossed the way point ADNAP) All of these strange phraseology's are in Position Reporting chapter in the ICAO documents. Also are you a Subscriber or just a visitor?

@@flightlevelview2115 Thank you so much for getting back to me. Ohh yeah.. I meant the "89" and "10" on initial calls. I got it, they were the frequencies, thanks for the explanation =) That was the first video I watched from your profile, I've just started following you here on UA-cam. =)

@@FerreiraWINGS Thank you for Sub ing. I ask all my viewers this. Are you a pilot, dispatcher, mechanic, ATC controller, enthusiast?

@@flightlevelview2115 I’m pilot as well. :)

thank you for watching

Thank you for watching and writing such a long comment. You can find the AOA by taking the difference between the FPV (flt path vector) and the "piper" (the cross hairs/ the nose of the attitude indicator) Even in you don't have a dedicated AOA indicator. Example: In level flt. A jet typically flies at a positive AOA 2.5 degrees... How would I know that? If I am at FL350 my FPV would be level at the horizon while the nose of the airplane (longitudinal axis) would be aimed upwards at 2.5 typically. The reason why I am so adamant that the low spd mach buffet should be classified different from a traditional STALL is because there a lot of pilots who actually think the Low Spd MACH Buffet is the same as a traditional STALL. They are not the same. If you're the type of pilot who understand the difference between the two concepts and prefers to call it a "SHOCK STALL" instead of "Low Spd Mach Buffet" because Shock Stall is easier to say. Then that is fine. If you really want to simple it down... Lets redefine a STALL like this. Hyperbole: "When the wings don't fly anymore" obviously a joke. I hope I answered your questions please write back give me suggestions on what next videos I could do. Thank you again.

@@flightlevelview2115 Thank you for the clarification. I have learned something new and useful for my ATP. I did confirm that the difference between FPV and the pitch attitude will equal AOA, that is very good to know. I come from a general aviation background where even the more advanced GA glass cockpit aircraft won't have a FPV, and they may have separately installed AOA indicators. This info on FPVs will be very useful for me soon. 👍 And I do agree with you that a low speed mach buffet is not a traditional stall, as discussed in my previous post which I wrote a whole essay to wrap it around in my mind. "Shock stall" is definitely less of a mouthful than "low speed mach buffet" so I can see why people refer to it as such, but it is definitely not a traditional stall exceeding the critical AOA. However, the symptoms of buffeting will make it SEEM LIKE a traditional stall, although the reasons for the airflow separation are different. Chapter 16 of the FAA Airplane Flying Handbook states "Mach buffet is a function of the speed of the airflow over the wing-not necessarily the forward speed of the airplane-and the shock wave strength, rather than a stall, [is what] creates the airflow separation." Hope that helps. Thanks again.

@@guillermocuevas1688 simple rule… if the airplane is buffeting or if the tail (not the airplane) is buffeting something bad is gonna happen. Also, If you are in 1 G level flight the AOA is the pitch attitude. Meaning the relative wind is the equal and opposite direction to your flight path then your pitch attitude is your AOA. FPV helps only when your climbing descending or pulling G s

@@flightlevelview2115 Agreed with your simple rule on buffeting. And yes, technically speaking in 1 G level flight the relative wind is exactly opposite of flight path and thus the pitch attitude/artificial horizon could be used as an AOA indicator. I don't disagree with you, but I will explain why I wouldn't teach that in general aviation to any of my students. It would get confusing for them very quickly and in most GA planes there is neither an FPV or a direct AOA indicator. But even starting a stall from 1G level flight the pitch attitude indicator will not directly tell you AOA unless, as you said before, you have an FPV on it. Especially when I practice stalls with students in general aviation, even when we do start from 1G level flight, our flight path will change depending on the type of stall we do (power-on, power-off, accelerated), and that will immediately change the relative wind, and thus the AOA will not reflect anymore on just the pitch attitude, unless we can see our flight path. So we (at least I definitely don't) don't teach in general aviation that the pitch attitude indicator will show you your angle of attack at all. Lest some poor pilot think that pitch attitude does equal AOA and then someday ends up pulling the nose of the airplane up to 10° pitch while pulling a 45° bank and then they're wondering why the airplane is stalled and spinning towards the ground even though the pitch hasn't reached anywhere near 20° as it does starting from a 1 G level stall.

Thank for watching and commenting Captain. Its been a while since i updated my videos but im gonna start again soon. Thank you for watching

Glad you liked it

Thanks for watching and commenting. I haven’t made a video in a long while. Are you a pilot, dispatcher or mechanic? Or just an enthusiast? Could you write your topic suggestion in the comment. Ill see if i can make some new videos

Thanks you for commenting

When you fly over the ocean (not on permanent airways) Your waypoints are coordinates.

In PACOTS (Pacific) and NAT (Atlantic) tracks the waypoints are coordinates

First of all thank you for watching and commenting…

I think i understand what youre asking. If you wish to use both DERATE and ATM. You need to first select the derate (TO 1 TO2) because if you don’t The FMS would by default be set to D-TO (“FULL RATE”) If you do not select TO 1 or TO 2 first before you insert the ATM temperature, you will just be using solely the ASSUME TEMP METHOD. (D-TO) In a way, pilots are ALWAYS using a mixture of (De/Rating and Assumed Temperature Method.) Example. D-TO 53C FULL RATE with ATM. (This is what pilots consider using only ATM with no derate) D-TO1 53C Derate 10% with ATM D-TO2 53C DERATE 20% with ATM I hope this helps

Oh really? Oh well thank you for the comment. Are you a pilot by any chance?

THank you for commenting. Thank you for watching. Which airline if i may ask.

Thanks for watching and commenting. If you want to know something else listen to off some ideas. Ill see if i can make the next video.

Thank you for watching. Are you a pilot by any chance or just a UA-cam surfer?

@@flightlevelview2115 Could you explain why that’s incorrect? Not a pilot, but I would have thought true stall speed increased with altitude because of the air density. Would love to hear your explanation as an expert, and thanks for your content!

@@graysonmalitsky5019 thank you for commenting. Too many pilots focus on “speed” when discussing stalls. Yet all pilots know stalls are dependent on AOA. Rhetorical Question: Why do pilots focus on speed when they should be focusing on AOA? The stalling AOA doesn’t change with density altitude. At 1G level flight at 5000ft the stalling AOA should result in a corresponding pitch attitude. If the airplane is at 1 G flight at a higher altitude the stalling pitch attitude should be the same as the lower altitude. If the airplane reaches “low spd mach buffet” or (low speed shock stall) --some people find it easier to understand the term shock stall, its not quite accurate though-- at a different pitch attitude from where it should have normally STALLED i can conclude that the low speed shock stall is NOT airflow separation due to an exceedance of the stalling AOA. I hope that made sense. You said you were not a pilot. Are you a dispatcher or mechanic by any chance?

@@flightlevelview2115 i see . Your pointing out that Coffin corner low speed loss of lift is not the traditional stall caused by boundary layer separation. rather its airflow experiencing disruption due to Mach effect. the AOA is low enough for air to pass freely and create a low pressure on top of a wing but Mach effects are ruining our streamline. either ways the actions are the same. lower nose , increasing speed .

@@zaildarbains decrease altitude. If you pitch the nose of a jet down like a Cessna at those altitudes your might approach your MMO spd. Smoothly descend and your coffin corner with spread out

@@flightlevelview2115 He is absolutely correct. You are talking nonsense. Stall speed in IAS remains constant, but the TAS associated with that given IAS absolutely will increase with altitude. Sure, low speed mach buffet occurs at a lower AOA than a traditional stall due to compressibility effects, but saying that stall speed in TAS does not increase with altitude is just wholly incorrect.

Thanks for commenting man. I thinking what you’re talking about is optimum V1. you’re in a way “unbalancing” the field length so you can use all of the useable runway to its full potential to increase payload.

@@flightlevelview2115 I get it. Thanks!

Thank you for that. Are you a pilot by any chance?

Thanks man

Thank you

Glad you like the video. Can you give a quick intro of yourself? Are you a pilot? Type?

Thank you for commenting. Not sure what you were asking. Do you not understand why the speeds encroach towards each other? Could you ask again in a different way?

A stall “exceeding the Stalling AoA” does not depend on altitude (air density). Please write back i would love to chat, and perhaps you could give me another idea for a video

@@flightlevelview2115 i think bccrow thinks that Level flight AoA should be lower than 3 degrees as seen in your PFD. Above FL310 the aircraft is going fast , but the AOA is still high because IAS is low at HIGH ALT due to pressure and density . IAS determines AoA , not Ground speed. in the mid altitudes flying fast can result in 0 degree level flight because the you can attain IAS greater than 320 knots.

Thanks for commenting

Thank you for commenting. What do you mean?

OH thank you for the great idea... i will do that. Could you list what exact point you want to understand? I will focus on those points.

@@flightlevelview2115 Wow looking forward to that. This might be more concerned to the dispatchers, but will you be able to focus a little bit on the concept of ‘Re-dispatch’ that I have heard is used for saving fuel. Thanks a lot.

@@kinshuk-311 you're a dispatcher? Thats a quick video redispatching is a quick concept

@@flightlevelview2115 Nope... Just a curious pilot :) You can maybe do a video with some interesting insights into ETOPS, I think that will appeal to a wider audience, and you can talk about redispatch as well. Or you can make a quick video just about redispatch. Whichever way you find suitable.

@@kinshuk-311 did you give a quick intro of yourself? If not please do. Nothing too detailed. Student CPL CFI ATP pilot. Type rating

Thanks for commenting. What do you mean?

Thank you for commenting.

Thank you for commenting

Thanks for watching. Could you give a quick intro of yourself, nothing too detailed. Just are you a pilot or dispatcher or up coming pilot etc. My drawings aren’t that great, I’m trying to up my youtube game. Thank you for watching Also are your friends pilots or dispatchers or up comers.

@@flightlevelview2115 I’m a pilot about to start an airline career, just got a TR on A320. Also my friends are pilots at various stages of their training and careers.

@@kinshuk-311 thats good to hear. You're on a great jet. 👍 Thank you for watching and commenting. You can ask anything aviation anytime.

Thank you for watching. Jojo. Could you give a quick intro to yourself? Are you a pilot? Dispatcher? or enthusiast?

Mr. Hello Siri, you are now the most responsive commenter on my channel. Thank you for coming back and watching my videos. As for critical engine: You need to understand 1 Accelerated slip stream 2 P Factor 3 Torque Followed by Multi engine "engine out" flight 4 Zero Yaw 5 Zero Side Slip follwed by multi engine "eng out" aerodynamics and performance 6 Thrust/Power required vs Thrust/Power available. This is the majority of a multi engine ground school. Are you a newbie or do you just want a refresher?

ua-cam.com/video/RcPPK2UlWjY/v-deo.html

Another pilot made a quick video on Crit Engine, if you needed an explanation in a timely manner.

My point was, its going to take a while to make that video you requested

If you're dissatisfied with the other videos on UA-cam, text me, and I'll get started on the video. But please go and actually watch the other videos first.

Thank you for watching my videos. The “screen height” is 35 ft dry for Class A airplanes. A320 B737 B777 A380 The screen height is 15 ft wet for Class A airplanes It is written in the regulations. I forget exactly where it is written. Ill try and look it up for you. But as for the reason why it is 15 ft and not 17 ft or 14 ft or 9.5 ft. i am not sure why.

What ATPL videos do you want to see? make me a list.

Also. Could you give me a quick introduction of yourself? Are you a student pilot, commercial pilot, or airline pilot? Are you a dispatcher? Are you an enthusiast?

i would appreciate if you make performance atpl theory videos and thank you so much

Commercial Pilot with IR now studying for ATPL theory

Whats kinda of series do you want? You have to respond to my comments in order get your request in.

Thank you for responding. I really appreciate it. Not too detailed but are you an airman by any chance? I just wana know for my channels sake who’s watching my content. What videos you prefer go pro or educational

@@flightlevelview2115 I am a Pilot, CPL holder. However the matter is, there is only one correct answer about the low speed stall at high altitudes. If what I know is incorrect I would appreciate to be corrected, if you have a source that proves your claim.

@@orhananildemir4022 my sources come from my aerodynamic knowledge. I think I explained in the video why the low spd mach buffet isn't due to a stall. A stall is defined as the CL not increasing with a further increase in AOA. (The CL is decreasing) A stall doesn't depend on altitude or spd. At 1 G level flight at high altitude, the stalling AOA is no different, and assuming the stalling AOA is around 15~17 degrees That means the airplane would have to be at about 15 to 17 degrees pitch up in order to "STALL". The airplanes do not arrive at the low spd mach buffet at 15 ~ 17 degrees. That's why I am ruling out stall from the reasons why the nose drops once you hit the low spd mach buffet. The low spd mach buffet involves shockwaves. If you would like to explain why you think the low spd mach buffet is due to stalling. Please feel free to comment. Let's have a discussion. Once again, thank you for taking the time to comment.

just check what is the stall and what is caused by. Stall is exceeding critical angle of attack which is as "flight level view" said constant with altitude and it should be around 16-17 degrees. Low speed mach buffet is exactly what he showed in this content. EVen if you think that way, why is this called low speed mach buffet? if there would be any stall they would probably call it stall buffet or just the stall:-) BTW. you can decrease critical angle of attack by lowering the flaps for example. Efective AoA increases and because of that AoA crit decreases

@@MikeSierra8282 thank you for commenting... are you a sub or a just a visitor?

Thank you for commenting. Are you a pilot by any chance? What exactly do you mean by “enter them in the radio”?

Coffin Corner is just a name, I "think" it got the name because because you're flying in such a tight speed margin.

You get it wrong , you end up in a coffin 😉

​​@@flightlevelview2115I don't think that's correct. I think its more sinister than that. I believe the 'corner' part of it refers to the tight margins, but the 'coffin' part refers to the potential human consequences of losing control of the aircraft due to the small margin for error.

@@mosty85 thank you for commenting and watching. Are you a subscriber?

@@mosty85 thank you for the comment

Thank you for watching