Yes starting system heard of that 🤣compatible because it allows less pressure to be put out on the rest of the system making easier and lighter air flow allows better flying as well not so heavy on the hand 🤣🤣
Do all aero engines have oil coolers? Or are there some that rely on the cooling fins to conduct heat out of the oil? Most of the air-cooled motorcycles I've had relied entirely on this passive cooling, essentially keeping the oil at CHT (aka really freaking hot compared to a water-cooled engine, which is why those bikes required 50wt).
Main result in over working gears lead to strain and lead this to failure in the engine system causing fire due to lower levels of oil not being enough to be distributed 🤣 I think
At 8:14 where it says to remedy high engine temperature, you can either increase airspeed and/or reduce power. Now here's what I don't understand: To increase airspeed, don't you have to increase power in order to do this???
NEVER, EVER reset a circuit breaker unless the system it's protecting is necessary to sustain flight or the system has been checked out by maintenance. Circuit breakers prevent electrical fires. Re-setting a circuit breaker can cause an electrical fire.
That 4 cylinder engine on small Airplanes is junk comparing to a V8 engine from Ford or Chrysler or General motors. Plus the. 4-cylinder engines a Magneto ignition system has been around since the 1930s to the 1950s you find it first on farm tractors from that era, but that's super old technology and no use it in the 4-cylinder engine airplanes it's outdated. H.E.I. = High energy ignition, that's 100% better system. H.E.I. is very reliable system. it'll run for over 10 years or over a hundred thousand miles before you have any problem with it, when that system is starting to wear out it gets slow in starting. It would be a great system on a small aircraft engine. But the V8 motor was also be better on the small aircraft overall because a lot less problems.
The main problem with car engines is weight. A car engine of the same weight as an O-360 is typically in the 2L range, requiring a reduction gearbox to get down to an RPM compatible with a prop. Such a gearbox adds weight, cost, parasitic loss, and a point of failure. An engine that can produce the necessary power at the necessary RPM (V8) is much much much heavier than the aero engine. Putting a 5.3L LS in the front of a C172 would do bad things to the maximum load and the CG. The Fords and Chryslers are worse, with the Fords being physically enormous, and the Hemi being enormous AND much heavier than the other two. It's actually amazing that they make 5.9L airplane engines less than 300lbs dry. It's the one thing they're genuinely good at. I do agree completely that these aero engines are hopelessly outdated for a variety of reasons, but there really aren't all that many great direct drop-in options for replacement. Ideally someone would design a better horizontally-opposed aircraft engine with crossflow heads, ports that aren't stupid, and using modern casting and assembly techniques (like ditching the stupid silk string posing as a gasket). I also agree that an independent dual HEI ignition would be an awesome addition. Here's something you missed - the fuel systems. The fuel injection used on even the brand-new engines is effectively like K-Jetronic from the 70s, which was outdated when it came out. There is absolutely no excuse for making the pilot part of the feedback loop on a fuel injection system in this century. Even mid-80s EFI technology is lighter, simpler, more reliable, and a thousand times cheaper than the Rube-Goldberg contraptionry they have vaguely sloshing fuel around under the cowling in brand new airplanes. They even had carburetors in the 70s that were happy as a clam over a 10,000ft range. People ride Lectron carbs from sea level into the 5-digits without having to adjust anything, and that's on a picky-princess 2-stroke with lightning throttle response.
Pretty much straight out of the PHAK with animations. I love it, thanks!
These are the most well explained videos on aviation I’ve seen on TH-cam, kindest regards.
Literally reading the Pilots Handbook of Aeronautical Knowledge word-for-word.
@@dc53044
With animation to help clarify.
Very complete, direct to the point. Thanks
This is Another Good Tutorial - It Explains How the Aircraft Systems - Flight Instruments and Guages Work.
Wow, this video has everything i need about the system. Great video
Great videos, thanks
Splashes oil to allow coolant of over working gears this allows better lubrication
Rules of safety should highly be recommended
Yes yes better flight control shall be obtained and the air pressure should be monitored while landing this allows the flight landed safely
Excellent vidoes!!!!
Yes yes this is smooth landing is shall be placed because it allows better control
THIS IS GREAT!
Yes starting system heard of that 🤣compatible because it allows less pressure to be put out on the rest of the system making easier and lighter air flow allows better flying as well not so heavy on the hand 🤣🤣
One important item is not included -- the OIL COOLER. Great video though.
Do all aero engines have oil coolers? Or are there some that rely on the cooling fins to conduct heat out of the oil? Most of the air-cooled motorcycles I've had relied entirely on this passive cooling, essentially keeping the oil at CHT (aka really freaking hot compared to a water-cooled engine, which is why those bikes required 50wt).
Excellent material.👍👍👍
Circuit breakers allows power to be distributed and less pressure on the system 🤣🤣👍👍
Thk you for this!
nice explanation
Yes yes gravity transition to help use the power equally through the whole system 🤣🤣
Main result in over working gears lead to strain and lead this to failure in the engine system causing fire due to lower levels of oil not being enough to be distributed 🤣 I think
Aux system yes without this we are doomed
At 8:14 where it says to remedy high engine temperature, you can either increase airspeed and/or reduce power. Now here's what I don't understand: To increase airspeed, don't you have to increase power in order to do this???
You could reduce your pitch angle and airspeed would increase as a result.
Pitch down
no offense mates...but being a noob I already thought of pitch down..I think I should really consider flying for a career
NEVER, EVER reset a circuit breaker unless the system it's protecting is necessary to sustain flight or the system has been checked out by maintenance. Circuit breakers prevent electrical fires. Re-setting a circuit breaker can cause an electrical fire.
Always reset and hold it in place with tape so that it doesn't pop out again
This can cause break in the rubber seal if gases are applying pressure or even melt the rubber 🤣🤣this needs to be monitored highly 🤣🤣with safety
Episode 1
Yes yes check the downfall in system failure to allow safety practice to be obtained 🤣🤣
🤫🤫🤫
That 4 cylinder engine on small Airplanes is junk comparing to a V8 engine from Ford or Chrysler or General motors. Plus the. 4-cylinder engines a Magneto ignition system has been around since the 1930s to the 1950s you find it first on farm tractors from that era, but that's super old technology and no use it in the 4-cylinder engine airplanes it's outdated. H.E.I. = High energy ignition, that's 100% better system. H.E.I. is very reliable system. it'll run for over 10 years or over a hundred thousand miles before you have any problem with it, when that system is starting to wear out it gets slow in starting. It would be a great system on a small aircraft engine. But the V8 motor was also be better on the small aircraft overall because a lot less problems.
Ger Desoto I hope you’re kidding 😂
The main problem with car engines is weight. A car engine of the same weight as an O-360 is typically in the 2L range, requiring a reduction gearbox to get down to an RPM compatible with a prop. Such a gearbox adds weight, cost, parasitic loss, and a point of failure. An engine that can produce the necessary power at the necessary RPM (V8) is much much much heavier than the aero engine. Putting a 5.3L LS in the front of a C172 would do bad things to the maximum load and the CG. The Fords and Chryslers are worse, with the Fords being physically enormous, and the Hemi being enormous AND much heavier than the other two. It's actually amazing that they make 5.9L airplane engines less than 300lbs dry. It's the one thing they're genuinely good at.
I do agree completely that these aero engines are hopelessly outdated for a variety of reasons, but there really aren't all that many great direct drop-in options for replacement. Ideally someone would design a better horizontally-opposed aircraft engine with crossflow heads, ports that aren't stupid, and using modern casting and assembly techniques (like ditching the stupid silk string posing as a gasket). I also agree that an independent dual HEI ignition would be an awesome addition.
Here's something you missed - the fuel systems. The fuel injection used on even the brand-new engines is effectively like K-Jetronic from the 70s, which was outdated when it came out. There is absolutely no excuse for making the pilot part of the feedback loop on a fuel injection system in this century. Even mid-80s EFI technology is lighter, simpler, more reliable, and a thousand times cheaper than the Rube-Goldberg contraptionry they have vaguely sloshing fuel around under the cowling in brand new airplanes. They even had carburetors in the 70s that were happy as a clam over a 10,000ft range. People ride Lectron carbs from sea level into the 5-digits without having to adjust anything, and that's on a picky-princess 2-stroke with lightning throttle response.