Greg, I love this approach to learning more about the content in previous chapters. I hope to discover more of these one-on-one conversational type videos. Jason, thanks for taking one on the chin for us. You both did great. I definitely picked up a couple of things I missed.
After wasting about 6 weeks watching old corny videos, I decided to give this program a go. My only regret is not having stumbled across the Pilot Institute sooner! I am understanding the information so much more and no longer "just memorizing" or having to "grin through it" as I was with the others. Outside of comparing this program to others which is only so fair to this program. I want to say that I feel SO much more confident in the information because I understand more of the detail. I have also read the FAA PHAK and POH prior to starting this program. I am so excited now to continue my training! I am looking forward to promoting your program to future students and groups in the future!
Great video, as are all of them. So for this level, yes, an engine sucks in air. But for your level, know an engine creates a low pressure in the cylinder and the higher pressure pushes it into the low. Thank you for all of these. I don't have any pilot friends to discuss these things with and the discussion on the site is students at your same level so this is useful to get to utilize both experienced pilots and student pilots.
Thank you Greg. I'm one of your new students. The course has been great so far and this Q&A is a great review. Thank you Jason! So Far I am really happy I chose Pilot Institute!
Regarding the starter not having a breaker, in the event of a short circuit or high impedance short or fault that causes that circuit to draw more current than intended a breaker is placed in that branch of the circuit to open clearing the fault protecting the system by isolating the problem. If a starter is operating normally, then no breaker is needed and any issues would be discovered only while the key is in the start position. The starter circuit is already normally open until you twist the key into the start position. You could put a breaker in that is rated right under the current vale the starter is rated to draw but with a time curve that would allow you to run the starter long enough to start the engine but protect the starter from being cranked to long and burning up the windings. Or JUST DON'T CRANK IT. It is doesn't start normally, find the cause before trying again.
I have to disagree with one part: The discussion on the angle of attack for the propeller. Actually, the reason that there is more pitch angle toward the inner portion of the prop and less toward the outer portion of the prop has to do with maintaining the same angle of attack throughout the entire length of the propeller. This does not apply when running on the ground. Rather, it applies while moving through the air. The entire propeller is moving at the same RPM but since the inner portion of the propeller is a smaller diameter than the outer portion, the outer portion actually moves through a greater distance. It has a greater circumference. Since the forward motion of the aircraft is fixed at a given speed, we really need to compare the circumference of the outer portion of the propeller to the distance traveled by the aircraft over the course of one revolution. This will give us our angle of attack for that portion of the propeller. Now, if we do the same thing for the inner portion of the propeller, we will find that because the circumference that it travels is shorter for one revolution, we will need a steeper pitch angle to maintain the same angle of attack for that same forward motion. Therefore, adding this twist to the propeller actually maintains the same angle of attack throughout the entire length of the propeller. This is also why a consonant speed prop is more efficient... because you can change the pitch to achieve a more efficient angle of attack which results in more thrust or better economy.
As a mechanic I hate the way constant speed propellors are taught. The blue lever adjusts RPM, not the blade angle. The governor adjusts the blade angle to keep the selected RPM. The blade angle will change throughout the flight phases without ever touching the blue lever.
The blue ever adjusts how much oil goes in and out of the hub, which moves the piston that mechanically changes the blade angle, which then changes the RPM. The fact the RPM remains the same throughout the flight is due to the flyweights that expand and contract. The flyweights also adjust how much oil goes in and out of the hub.
@PilotInstituteAirplanes That's exactly my point though. The blue lever controls the rpm, the governor controls the blade angle. The blade angle will change the with movement of the throttle as well, with the governor trying to maintain the rpm setting set with the blue lever.
@PilotInstituteAirplanes I would also add your description of the relationship to the governor and blue lever is inaccurate. The lever controls the tension on the speeder spring, which opposes the flyweight. It's that balance moves the pilot valve allowing more or less oil into the hub, changing the blade angle. But again the lever is setting the RPM of the motor through the changing of the tension of the speeder spring. It's not setting the blade angle.
Absolutely love this format!! Rote memorization is easy, but this helps me actually understand and apply the knowledge. Please keep making these!
Greg, I love this approach to learning more about the content in previous chapters. I hope to discover more of these one-on-one conversational type videos. Jason, thanks for taking one on the chin for us. You both did great. I definitely picked up a couple of things I missed.
After wasting about 6 weeks watching old corny videos, I decided to give this program a go. My only regret is not having stumbled across the Pilot Institute sooner! I am understanding the information so much more and no longer "just memorizing" or having to "grin through it" as I was with the others. Outside of comparing this program to others which is only so fair to this program. I want to say that I feel SO much more confident in the information because I understand more of the detail. I have also read the FAA PHAK and POH prior to starting this program. I am so excited now to continue my training! I am looking forward to promoting your program to future students and groups in the future!
I've been going through the Systems section now. This review is pretty helpful! 🤩
Great video, as are all of them. So for this level, yes, an engine sucks in air. But for your level, know an engine creates a low pressure in the cylinder and the higher pressure pushes it into the low. Thank you for all of these. I don't have any pilot friends to discuss these things with and the discussion on the site is students at your same level so this is useful to get to utilize both experienced pilots and student pilots.
We discuss low pressure in the engine in the course, with a discussion about suction and manifold pressure.
Thank you Greg. I'm one of your new students. The course has been great so far and this Q&A is a great review. Thank you Jason! So Far I am really happy I chose Pilot Institute!
Regarding the starter not having a breaker, in the event of a short circuit or high impedance short or fault that causes that circuit to draw more current than intended a breaker is placed in that branch of the circuit to open clearing the fault protecting the system by isolating the problem. If a starter is operating normally, then no breaker is needed and any issues would be discovered only while the key is in the start position. The starter circuit is already normally open until you twist the key into the start position. You could put a breaker in that is rated right under the current vale the starter is rated to draw but with a time curve that would allow you to run the starter long enough to start the engine but protect the starter from being cranked to long and burning up the windings. Or JUST DON'T CRANK IT. It is doesn't start normally, find the cause before trying again.
Am I the only one who wants to see a Flying Grey Guy episode? 2 aviator vets grilling each other with beginner PPL questions. Make it happen Greg.
That’s called our office lol
Very informative discussion!
looks forward to more of this type
This was awesome👍
I have to disagree with one part: The discussion on the angle of attack for the propeller. Actually, the reason that there is more pitch angle toward the inner portion of the prop and less toward the outer portion of the prop has to do with maintaining the same angle of attack throughout the entire length of the propeller. This does not apply when running on the ground. Rather, it applies while moving through the air. The entire propeller is moving at the same RPM but since the inner portion of the propeller is a smaller diameter than the outer portion, the outer portion actually moves through a greater distance. It has a greater circumference. Since the forward motion of the aircraft is fixed at a given speed, we really need to compare the circumference of the outer portion of the propeller to the distance traveled by the aircraft over the course of one revolution. This will give us our angle of attack for that portion of the propeller. Now, if we do the same thing for the inner portion of the propeller, we will find that because the circumference that it travels is shorter for one revolution, we will need a steeper pitch angle to maintain the same angle of attack for that same forward motion. Therefore, adding this twist to the propeller actually maintains the same angle of attack throughout the entire length of the propeller. This is also why a consonant speed prop is more efficient... because you can change the pitch to achieve a more efficient angle of attack which results in more thrust or better economy.
Awsome
As a mechanic I hate the way constant speed propellors are taught. The blue lever adjusts RPM, not the blade angle. The governor adjusts the blade angle to keep the selected RPM. The blade angle will change throughout the flight phases without ever touching the blue lever.
The blue ever adjusts how much oil goes in and out of the hub, which moves the piston that mechanically changes the blade angle, which then changes the RPM. The fact the RPM remains the same throughout the flight is due to the flyweights that expand and contract. The flyweights also adjust how much oil goes in and out of the hub.
@PilotInstituteAirplanes That's exactly my point though. The blue lever controls the rpm, the governor controls the blade angle. The blade angle will change the with movement of the throttle as well, with the governor trying to maintain the rpm setting set with the blue lever.
@PilotInstituteAirplanes I would also add your description of the relationship to the governor and blue lever is inaccurate. The lever controls the tension on the speeder spring, which opposes the flyweight. It's that balance moves the pilot valve allowing more or less oil into the hub, changing the blade angle. But again the lever is setting the RPM of the motor through the changing of the tension of the speeder spring. It's not setting the blade angle.
😅😅😅😅😅😅 thanks for great content. 😅
lets do this