Not sure how I just now found this channel, but sure glad that I did. I have watched several hundred flight videos on many channels. This is far and away the best I have watched. Bravo and thank you!
Didn’t see this when it initial published. Now starting my morning with Rich and a cup of coffee! Another excellent video along with flight lesson! Todays avionics make flying so much less stressful by reducing the work load of tuning frequencies and turning dials..and oh yeh, adds a whole lot more safety to the flying as well!
Excellent video Rich. And I’ve done sim training at three centers (most recently this week) and circle to land training is identical at all three and done only for the purpose of checking a box. It’s KMEM (Memphis) ILS 27 circle 18R, then, at 900 feet, 45 degree turn to the right, fly past FedEx, line up for 18R. In no way does that prepare you for low visibility, multiple turns at an unfamiliar airport.
That was a fantastic tutorial looking at the flight measurements of the automated system in the panel. Also having ATC communication: on final, makes focus priority; * Looking out for traffic * Aviating * Monitoring PFD (especially in baseleg turn) difficult for me personally. Great filming thankyou. 🌏🇦🇺 "Thanks for not sitting us with the whiteboard and marker pen."
This was really good Rich…great lesson for all of us. Scary when you look at minimums on many plates for circling and while higher than an LPV or ILS, they aren’t often high enough to keep us out of trouble should something go wrong. I try to avoid them if at all possible. Thanks again for a great video.
Excellent lesson for any pilot in any airplane. Low, slow, and overshooting the turn to final, I’ve seen many students and seasoned pilots in this situation add a little bottom rudder because the skid makes the situation look better out the windshield. Add a little opposite aileron to keep the bank angle from steepening up and the next thing you know you are the pilot of a lawn dart!
A sudden snap roll...nose pointed at ground...power on...at 650 AGL?? Even if skilled your first reaction will start to break spin thus accelerating even faster into the ground....THE STALL HAPPENS FASTER THAN A BLINK OF THE EYE! AVOIDANCE, AVOIDANCE, and again AVOID
What a great video. If biz jet pilots would watch this and study the Gillespie crash and the Truckee crash, it would undoubtedly save lives. Dan Gryder advocates for something similar to the green doughnut. He refers to it as Defined Minimum Maneuvering Speed (DMMS). Requires a min speed of Vapp + 10 until on final. We've got to stop avoidable stall/spin accidents near the ground. Great work, Rich! Thanks for addressing this to a wide audience.
Thank you - and yea I have heard about DMMS. I need to look at it closer and understand the details, but generally agree we need to put more focus on low airspeed awareness. Thanks for the comment.
Excellent instruction. Viewers should also note the AOA indicator in the turns. I've done circling approaches in the 744 and DC8, including the HGK checker board approach. Good training is essential. The problem being that most sim instructors are 'form fillers' not teachers.
Thanks for the message. The AOA is great reference too and what drives all the low airspeed awareness including the green donut. Appreciate the feedback.
This Low Airspeed Demo video, along with Dan Gryder's Defined Minimum Maneuvering Speed video, should be in the TH-cam Aviation Safety Video "Hall of Fame". Thanks for keeping us aware and alive Rich.
Rich, as always great video. The explanation was excellent. I am sure that green donut is easy to lose your attention when it’s at night, rain, high terrain, etc. You looking at everything else and get below ref and takes too long to get the power to come back up. Like you say your pulling up to tighten the turn. Sounds like that is a tough maneuver. Thanks for the video
As always Rich, very informative and well explained. One has to wonder how many ignore the green donut or don't even realize the wealth of information it provides for the circling approach. It would definitely be a key element for those times when you can't see out the windshield. Thanks Rich.
I am not a pilot but I have watched a few guys like Juan Brown and Dan Gryder talking about GA pilots killings themselves by flying slow on a regular approach and worse on a circling approach. Your demonstration should be taught to every new pilot. Safe travels
Hi Rich. Another awesome video as usual. This time with an interesting subject added to your "usual content" videos. And a subject one can never feel it's excessively speaked - the sensitive part of flight - the approach to land. I follow some other guys on TH-cam Wich also know a lot about aviation (no need to mention them as you probably know them as well), that never cease to emphasize the true subject - safety, safety. Thanks for charing your knowledge with us too. Happy landings from Portugal
This video was really meant to show the relationship between stall speed and bank angle, and g-load. The green donut is a dynamic presentation of the stall speed. As pilots we all know that, but sometimes seeing It in a different format can help awareness.
If a picture is worth a thousand words, this video should drive home how close you can get to stalling during a circling approach... Fantastic Video Rich!
Good video Rich. Maybe also add in there, its ok to go around and have another go. Or ask yourself do we really need to go in here? Land at a close by airport and call an uber. Circling approaches in the Airline world are not even contemplated operationally ( just on risk management) and just done in the Sim checks or recurrents.
Division of attention is also a major contributor in these crashes, since one must keep the runway environment in sight during a circle to land approach.
Great video Rich! You really summed it up with you said "I haven't witnessed given turns near final in quite awhile..." or something similar to that near the end of you video presentation. This could be true for those that got into trouble with airspeed in those cases, who knows. I'm not typed in any jets, but I can see where this could get a pilot in trouble just due to the dynamics of steep and/or hard turns during low and slow airspeeds. Maybe this could better direct ATC not to position jet types in those situations? Provided the jets are actually landing at a controlled airport - IDK. I'm sure during type rating training, this is addressed and what not to do. Again, this could fall under pilot error or current situations the pilot gets him/her self into. Sorry for the long comment!! Anyway, good video! David
Great demo Rich. That was explained very well backed up with dumping the autopilot and cranking into a 30deg. bank…the green donut did exactly what you said it would do…and rather quickly. That was the whole point of the demo. Curious how you teach new pilots upgrading to a light/midsize jet procedure vs. techniques in this same topic when dealing with strong crosswinds/winds and it’s affects on Vref & threshold speeds ?
The E175 also has that green dot, interesting to see it change in turns as well as it being into the 200s in the flight levels. You can use it for all sorts of things, flap extension, flap retraction + 10, best angle, best rate + 50, drift down speed etc
Great video - I’m certainly guilty of not trusting the autopilot to capture approaches, learning patience is hard! Love the M2 - one can dream I guess.
Great video, Rich! I was looking at the panel but didn't see the normal "round dial" AOA indicator. Is this particular M2 like the Mustang in that it doesn't have one? Or maybe I couldn't see it due to the camera angle.
@@FlyingwithRich100%. love the "ghost needles " we get those on the GI 275 by activating "cdi/vdi preview". It's a great for SA and a last chance reminder to toggle to vloc for those systems that do not automate as much.
Rich! Have been watching your channel for a while but only just now got a chance to review this one, just fantastic content. Such a great reminder of what it really means to be “low and slow” when it comes to making turns. Just curious, I noticed on your landing that you chose “landing flaps” upon reaching the FAF, whereas the demonstration was made with approach flaps. When business jet pilots are making circling approaches, are they potentially making those turns with landing flaps? Just wondering if the extra drag / lower speeds could come into play. Thanks again!
Depends on the airplane - in the 525 FlightSafety leaves it up to the pilot on which flap setting (APR or LDG) to use for circling approaches. I think in the Mustang we normally use APR Flaps. Larger jets, I'm not sure but I would guess something less an landing flaps. Thanks for watching.
All turns from base to final should be approached with caution. With caution of backpressure in mind, please be mindful of the additional lethal factors of crosswinds, shifts, wake turbulence, & shears!
Rich, is the green circle basically showing best L/D speed? So would you fly the green circle for best glide if you lost both engines? On the normal Citation "round dial" AOA the best L/D is shown as 0.6, and this is also the recommended approach speed (1.3 times Vso). It also happens to be the AOA for Vx and max endurance speed.
Question, if you arm the APP mode that far out is it not at risk capturing any sidle lobes or wrong glide slopes? Or does it not actually arm until some point on the NAV arrival? I would be surprised if it respects that. Anyway a very cool video again Rich.
@@FlyingwithRich Thanks for your reply. I'm surprised how 'smart' that is. I would have thought that since the approach mode for ILS uses ground aids it arms the moment you press it. On an RNAV approach of course its understandable, but ILS not so much.
I had to watch it twice, that 'thing' that was going on in the background kept getting my attention. ATC was not happy. 8) That older Lear on a Med flight that went down on a circling approach was scary. I can't believe they were even doing that. From what I've seen, final is fast on a Lear anyway, then add the 3 turn's, and low viz. No glass in that one either. That is a lot of things against them from the start. Sad one. Thanks Rich!!! --gary
As always, another great video!. BTW, you didn't comment on it but, I heard ATC getting upset with a C172 that was flying over your head on your approach. Is that common in busy areas of California where ATC has low patience for pilots that may have missed a call, etc. I hear it occasionally here in Alabama/Georgia area but, i think it is with pilots that are not paying attention . It makes their work harder and less safe for all of us.
Rich, doesn't the same thing happen in any turn that steepens and elevator up force is required to hold altitude? On any airplane? Isn't that scenario called an accelerated stall? Just curious.
Good vid. Been flying M2 for a few months now. My green AOA donut is always 8 knots or so lower than posted Vref. Then its within a 2-3 knots of it right before touchdown. All my number inputs are accurate. In a couple CJ4s I have been in, the green donut is always within a knot or so to posted Vref. Been told I should get my AOA calibrated but not sure. It’s new to me. Other M2 pilots I have talked too, have indicated there green donut acts similar to mine. Also, in regards to this video, I went up and duplicated everything in my airplane yesterday and it was similar to your results I am thinking the calibration would be a waste of time and money. Do you have any thoughts for me? Thanks
I have flown a lot of different M2s and generally the green donut is pretty close to posted Vref or Vapp depending on flap position. Normally if its off by that much, there is something configured differently than I calculated speeds for. I use the green donut a lot, and I personally like knowing it's accurate - so I would want to get it looked at. We maintain/manage/fly a bunch of different M2s, and can only think of one time we had to adjust the AOA which was very recent (last 30 days). If you want details, send me an e-mail and I'll connect you with our mx guys to let you know what they did to fix the recent one.
Let’s face it, a circling approach requires stick and rudder skills and less computer interface. Most pilots these days are lacking in these basic skills because they rely too heavily on the AP to get them to short final.
I think +20 is better honestly. I just used +10 as that was the reference in the Textron/FlightSafety training manual - in my opinion, a lot depends on the situation of the circle, but if I didn’t feel comfortable using +20, I wouldn’t attempt the approach.
![ละลาย (LALALYE) - DAOU PITTAYA ต้าห์อู๋ พิทยา [OFFICIAL MV]](http://i.ytimg.com/vi/wo6r9TgausI/mqdefault.jpg)
Not sure how I just now found this channel, but sure glad that I did. I have watched several hundred flight videos on many channels. This is far and away the best I have watched. Bravo and thank you!
Hey Rich. Thank you for joining the youtube presenters who are focused on safety. Your expertise is valuable.
Thank you.
Another great video Rich. It was a good bonus hearing the guy on the radio screwing everything up and the ATC verifying it. I know you heard it too. 😅
Didn’t see this when it initial published. Now starting my morning with Rich and a cup of coffee! Another excellent video along with flight lesson! Todays avionics make flying so much less stressful by reducing the work load of tuning frequencies and turning dials..and oh yeh, adds a whole lot more safety to the flying as well!
Excellent video Rich. And I’ve done sim training at three centers (most recently this week) and circle to land training is identical at all three and done only for the purpose of checking a box. It’s KMEM (Memphis) ILS 27 circle 18R, then, at 900 feet, 45 degree turn to the right, fly past FedEx, line up for 18R. In no way does that prepare you for low visibility, multiple turns at an unfamiliar airport.
That was a fantastic tutorial looking at the flight measurements of the automated system in the panel.
Also having ATC communication: on final, makes focus priority;
* Looking out for traffic
* Aviating
* Monitoring PFD (especially in baseleg turn) difficult for me personally.
Great filming thankyou.
🌏🇦🇺 "Thanks for not sitting us with the whiteboard and marker pen."
This was really good Rich…great lesson for all of us. Scary when you look at minimums on many plates for circling and while higher than an LPV or ILS, they aren’t often high enough to keep us out of trouble should something go wrong. I try to avoid them if at all possible. Thanks again for a great video.
Excellent lesson for any pilot in any airplane. Low, slow, and overshooting the turn to final, I’ve seen many students and seasoned pilots in this situation add a little bottom rudder because the skid makes the situation look better out the windshield. Add a little opposite aileron to keep the bank angle from steepening up and the next thing you know you are the pilot of a lawn dart!
A sudden snap roll...nose pointed at ground...power on...at 650 AGL?? Even if skilled your first reaction will start to break spin thus accelerating even faster into the ground....THE STALL HAPPENS FASTER THAN A BLINK OF THE EYE! AVOIDANCE, AVOIDANCE, and again AVOID
What a great video. If biz jet pilots would watch this and study the Gillespie crash and the Truckee crash, it would undoubtedly save lives. Dan Gryder advocates for something similar to the green doughnut. He refers to it as Defined Minimum Maneuvering Speed (DMMS). Requires a min speed of Vapp + 10 until on final. We've got to stop avoidable stall/spin accidents near the ground. Great work, Rich! Thanks for addressing this to a wide audience.
Thank you - and yea I have heard about DMMS. I need to look at it closer and understand the details, but generally agree we need to put more focus on low airspeed awareness. Thanks for the comment.
Excellent instruction. Viewers should also note the AOA indicator in the turns. I've done circling approaches in the 744 and DC8, including the HGK checker board approach. Good training is essential. The problem being that most sim instructors are 'form fillers' not teachers.
Thanks for the message. The AOA is great reference too and what drives all the low airspeed awareness including the green donut. Appreciate the feedback.
This Low Airspeed Demo video, along with Dan Gryder's Defined Minimum Maneuvering Speed video, should be in the TH-cam Aviation Safety Video "Hall of Fame". Thanks for keeping us aware and alive Rich.
Thank you!
Excellent lesson, Rich. Clearly demonstrates changes in stall speed associated with load, speed and configuration in turns. Thank you.
Nick
Thank you!
Rich, as always great video. The explanation was excellent. I am sure that green donut is easy to lose your attention when it’s at night, rain, high terrain, etc. You looking at everything else and get below ref and takes too long to get the power to come back up. Like you say your pulling up to tighten the turn. Sounds like that is a tough maneuver. Thanks for the video
Great safety vid Rich...well worth viewing for everyone flying..Cheers
As always Rich, very informative and well explained. One has to wonder how many ignore the green donut or don't even realize the wealth of information it provides for the circling approach. It would definitely be a key element for those times when you can't see out the windshield. Thanks Rich.
Thanks!
I’m not a pilot, but I can’t get enough of these flight demos… thanks for posting
Thanks for watching!
I am not a pilot but I have watched a few guys like Juan Brown and Dan Gryder talking about GA pilots killings themselves by flying slow on a regular approach and worse on a circling approach. Your demonstration should be taught to every new pilot. Safe travels
Thanks!
Hi Rich. Another awesome video as usual. This time with an interesting subject added to your "usual content" videos. And a subject one can never feel it's excessively speaked - the sensitive part of flight - the approach to land. I follow some other guys on TH-cam Wich also know a lot about aviation (no need to mention them as you probably know them as well), that never cease to emphasize the true subject - safety, safety. Thanks for charing your knowledge with us too. Happy landings from Portugal
Thank you!
Excellent subject matter - makes one wonder about basic airmanship training
Yep. remember that exact matter was taught in private pilot stuff with great emphasis. Guess some lessons are lost after some time without refresher.
This video was really meant to show the relationship between stall speed and bank angle, and g-load. The green donut is a dynamic presentation of the stall speed. As pilots we all know that, but sometimes seeing It in a different format can help awareness.
If a picture is worth a thousand words, this video should drive home how close you can get to stalling during a circling approach... Fantastic Video Rich!
Thank you!
Another great learning video...thx Rich
Thank you!
awesome , thank you sir , Bravo SIC here and i learn alot from you , keep up the good flying and videos
Thank you we will keep them up!
Nice Flying Eyes glasses Rich....they are money with a headset...
Agree - I like them a lot! Thanks for watching!
Good video Rich. Maybe also add in there, its ok to go around and have another go. Or ask yourself do we really need to go in here? Land at a close by airport and call an uber. Circling approaches in the Airline world are not even contemplated operationally ( just on risk management) and just done in the Sim checks or recurrents.
Great points!
Awesome demonstration, I fly the KA200 w/NXI and the -52’s but the M2 looks friendly.
@@nowayoutstp4 Thank you - M2 is a very friendly airplane for sure.
What a great instructor 👍🏻
Thanks!
Cool demo. I use the green doughnut all the time. It doesn’t lie and is a good check to make sure your V-speeds are set properly and accurate.
Agree - another great use of the green donut- thanks for watching!
Great lesson and visual. Thanks
Thank you!
Division of attention is also a major contributor in these crashes, since one must keep the runway environment in sight during a circle to land approach.
Great video Rich! You really summed it up with you said "I haven't witnessed given turns near final in quite awhile..." or something similar to that near the end of you video presentation. This could be true for those that got into trouble with airspeed in those cases, who knows. I'm not typed in any jets, but I can see where this could get a pilot in trouble just due to the dynamics of steep and/or hard turns during low and slow airspeeds. Maybe this could better direct ATC not to position jet types in those situations? Provided the jets are actually landing at a controlled airport - IDK. I'm sure during type rating training, this is addressed and what not to do. Again, this could fall under pilot error or current situations the pilot gets him/her self into. Sorry for the long comment!! Anyway, good video!
David
Do not tow sign:
Aka: GoPro heat shield!!!
Great video and explanation.
Correct!
well explained
Great demo Rich. That was explained very well backed up with dumping the autopilot and cranking into a 30deg. bank…the green donut did exactly what you said it would do…and rather quickly. That was the whole point of the demo. Curious how you teach new pilots upgrading to a light/midsize jet procedure vs. techniques in this same topic when dealing with strong crosswinds/winds and it’s affects on Vref & threshold speeds ?
Conventional thinking really, observe crosswind limitations, gusty winds brief/fly higher ref speed and take into account for landing performance.
The E175 also has that green dot, interesting to see it change in turns as well as it being into the 200s in the flight levels. You can use it for all sorts of things, flap extension, flap retraction + 10, best angle, best rate + 50, drift down speed etc
It is an amazing reference. It ends up. Ring so many things. Thanks for watching!
Great video - I’m certainly guilty of not trusting the autopilot to capture approaches, learning patience is hard! Love the M2 - one can dream I guess.
Takes some time to get confidence in avionics and auto pilots.
Excellent video as usual Rich
Thanks!
Great video, Rich! I was looking at the panel but didn't see the normal "round dial" AOA indicator. Is this particular M2 like the Mustang in that it doesn't have one? Or maybe I couldn't see it due to the camera angle.
What a system that is. Thanks for the video!
Impressive system if we can remember to use it wisely!
@@FlyingwithRich100%. love the "ghost needles " we get those on the GI 275 by activating "cdi/vdi preview". It's a great for SA and a last chance reminder to toggle to vloc for those systems that do not automate as much.
Thanks rich, I was great video!
Thank you!
Nice video and explanation. Haven't most of the airlinessseverly restricted circling approaches(esp at night) or rqaised the minimums to VFR 1000/3?
Excellent presentation.
Thank you!
Rich! Have been watching your channel for a while but only just now got a chance to review this one, just fantastic content. Such a great reminder of what it really means to be “low and slow” when it comes to making turns. Just curious, I noticed on your landing that you chose “landing flaps” upon reaching the FAF, whereas the demonstration was made with approach flaps. When business jet pilots are making circling approaches, are they potentially making those turns with landing flaps? Just wondering if the extra drag / lower speeds could come into play. Thanks again!
Depends on the airplane - in the 525 FlightSafety leaves it up to the pilot on which flap setting (APR or LDG) to use for circling approaches. I think in the Mustang we normally use APR Flaps. Larger jets, I'm not sure but I would guess something less an landing flaps. Thanks for watching.
Great video! Thanks for the educational content, really appreciate what you are doing.
Thank you!
All turns from base to final should be approached with caution. With caution of backpressure in mind, please be mindful of the additional lethal factors of crosswinds, shifts, wake turbulence, & shears!
Fantastic as always👍 agree 100% I flew for alot of years and never did a circling approach unless it was more or less VFR 🧐 call me chicken........
I call it smart!
Thanks for the lesson. Im on my way to flying business jets!
That’s great - enjoy!
Fascinating video and I'm not a pilot, really interesting dynamics.
Rich, is the green circle basically showing best L/D speed? So would you fly the green circle for best glide if you lost both engines? On the normal Citation "round dial" AOA the best L/D is shown as 0.6, and this is also the recommended approach speed (1.3 times Vso). It also happens to be the AOA for Vx and max endurance speed.
AWESOME 👏🏼
Great Demo! Thx
Thank you!
rich,
I've seen vlogs you've done on the Cirrus and ttx......which plane do you prefer?Also,have you flown the Diamond Da-50?Any comments?thanks
Both!
Nice. What's the slowest it can safely land? 90kts?
Question, if you arm the APP mode that far out is it not at risk capturing any sidle lobes or wrong glide slopes? Or does it not actually arm until some point on the NAV arrival? I would be surprised if it respects that.
Anyway a very cool video again Rich.
Nope - only one approach loaded so would only be navigating for the activated approach and associated fixes.
@@FlyingwithRich Thanks for your reply. I'm surprised how 'smart' that is. I would have thought that since the approach mode for ILS uses ground aids it arms the moment you press it. On an RNAV approach of course its understandable, but ILS not so much.
You’re the man rich!
stall speed increases with angle of bank. private pilot stuff
I had to watch it twice, that 'thing' that was going on in the background kept getting my attention. ATC was not happy. 8) That older Lear on a Med flight that went down on a circling approach was scary. I can't believe they were even doing that. From what I've seen, final is fast on a Lear anyway, then add the 3 turn's, and low viz. No glass in that one either. That is a lot of things against them from the start. Sad one. Thanks Rich!!! --gary
As always, another great video!. BTW, you didn't comment on it but, I heard ATC getting upset with a C172 that was flying over your head on your approach. Is that common in busy areas of California where ATC has low patience for pilots that may have missed a call, etc. I hear it occasionally here in Alabama/Georgia area but, i think it is with pilots that are not paying attention . It makes their work harder and less safe for all of us.
Yeah - our controllers in Long Beach are really good and if they get upset, I believe well justified. Thanks for watching.
great vid thx
Rich, doesn't the same thing happen in any turn that steepens and elevator up force is required to hold altitude? On any airplane? Isn't that scenario called an accelerated stall? Just curious.
Yes - this is a real life situation that comes into play at low altitude.
Good vid. Been flying M2 for a few months now. My green AOA donut is always 8 knots or so lower than posted Vref. Then its within a 2-3 knots of it right before touchdown. All my number inputs are accurate. In a couple CJ4s I have been in, the green donut is always within a knot or so to posted Vref.
Been told I should get my AOA calibrated but not sure. It’s new to me.
Other M2 pilots I have talked too, have indicated there green donut acts similar to mine. Also, in regards to this video, I went up and duplicated everything in my airplane yesterday and it was similar to your results
I am thinking the calibration would be a waste of time and money. Do you have any thoughts for me? Thanks
I have flown a lot of different M2s and generally the green donut is pretty close to posted Vref or Vapp depending on flap position. Normally if its off by that much, there is something configured differently than I calculated speeds for. I use the green donut a lot, and I personally like knowing it's accurate - so I would want to get it looked at. We maintain/manage/fly a bunch of different M2s, and can only think of one time we had to adjust the AOA which was very recent (last 30 days). If you want details, send me an e-mail and I'll connect you with our mx guys to let you know what they did to fix the recent one.
@@FlyingwithRich Email sent via your website contact information. Thank you
ICE. Great video.
Thank you!
Nice video again rich but have you heard about the Cessna Denali?
I think that is what happened to the Lear 35A at Teterboro a few years ago.....
I think so but also combined it with it with some other major errors. Thanks for watching!
love it great job
Thank you!
This brings to mind the tragic accident at KTRK. Pilot was circling, tightened up the turn and augered in. Sad!
Correct. Very sad!
Let’s face it, a circling approach requires stick and rudder skills and less computer interface. Most pilots these days are lacking in these basic skills because they rely too heavily on the AP to get them to short final.
Is it practical to fly +20 on a circle to land? Is that simply too fast to stabilize to approach speed after turning final?
I think +20 is better honestly. I just used +10 as that was the reference in the Textron/FlightSafety training manual - in my opinion, a lot depends on the situation of the circle, but if I didn’t feel comfortable using +20, I wouldn’t attempt the approach.
Rich...love your videos but..when are we gonna see Amir's Kodiak????
We’re trying to do it next week!
@@FlyingwithRich Awesome...cant wait!!
Makes it look easy...........
As important as training, avoidance is equally important especially in a jet, avoid avoid avoid
“No it’s not good, but…” lmao
Me too.
ATC was pis***
Yes he was!
ทำไมห้ามเรื่องนี้นะแต่ท่านขอยุติเรื่องนี้ไว้ชั่วคราวก่อนคนอื่นเขาจะได้ลงทำงานก็ค้นบ้านคุณนั่นแหละเขาจะให้มีเงินมีรายได้กัน