Question 3; I agree that, if talking about the absolute lift vector, answers B, C and D are impossible.... However... 1) How do you know that it is asking about the absolute lift and not about the effective lift which after all IS what we commonly call just lift (since the other component of the absolute lift is what we call induced drag and hence we include it int he drag vector)? 2) Why would the tilt in the total lift vector increase by more than the increase in AoA? I don't know about any simple correlation between the increase in one and the increase in the other, other than they will either both increase or both decrease. But not by how much each in relation to the other.
For the third question , for some reason the answer is C in Bristol groundschool, i just had a principles of flight progress test and i remember that question
For the second question, the answer has recently changed. Now the answer C is the correct answer on ATPL q . So which one is the real answer ? I’m getting lost on this one for my exams 😅
C has been correct in the USA for several years, after studies of micro burst accidents. (The weather patterns in North America create more micro-bursts than other areas of the world.) Maximum power setting, and immediate maximize lift angle while waiting for the engines to build thrust, there is substantial kinetic energy that can be used between vRef and true stall speed.
I was just going to ask if answer D is officially the correct answer or jut Joe's interpretation, because regardless of what the "officially" correct answer is, I am quite sure that the "real" correct answer is C. In a microburst escape maneuver you apply full TOGA thrust so you don't have to care about using thrust to control speed anymore, the only question now is how you manage the energy between climbing and accelerating. And here you go for an initial PITCH target (depending on the airplane, sometimes 15 degrees, sometimes 20 degrees) and from there if you can't sustain a positive rate of climb you must increase the pitch even more with the stall warning (or the Pitch Limit Indicator, which is basically the same) as the only limit (although some procedures may call for an absolute maximum pitch, like 30 degrees, which is not to be exceeded even if you didn't get a stall warning yet). As you can see, all the focus is put in pitch management (not less than the initial target but as high as needed to get a positive rate of climb as long as you don't exceed the stall warning AoA) and speed is what it will be. The priority is pitch management, not speed management.
ok but on BGS "why During the go-around following a microburst encounter on approach..." the correct answer is "it may be necessary to increase the pitch beyond the point at which a stall warning would activate." can you clarify pls?
Hi Joe, just one question. What do you think about clapping and acclaming after a difficult landing? Does the pilot hear it? Yesterday i had to travel from FRA to BIO and the landing and approach to BIO was quite "funny" due to wind. After landing many passengers started to clap.
question 813358 : is it really for need to know , or looking at the horizont and "feel" what the aeroplane do ? without flight-shool i mean wing-geometrie and peak trust tell the pilot what "curve" is possible - stupid or not ?
813358 is the only question relevant to a pilot, because it can cause a sudden spin. All of the other questions are trivia with no use for operating aircraft. Excess bureaucracy is diluting important knowledge with trivia, both in Europe and USA.
These questions are helpful for gate aerospace too
Question 3; I agree that, if talking about the absolute lift vector, answers B, C and D are impossible.... However...
1) How do you know that it is asking about the absolute lift and not about the effective lift which after all IS what we commonly call just lift (since the other component of the absolute lift is what we call induced drag and hence we include it int he drag vector)?
2) Why would the tilt in the total lift vector increase by more than the increase in AoA? I don't know about any simple correlation between the increase in one and the increase in the other, other than they will either both increase or both decrease. But not by how much each in relation to the other.
For the third question , for some reason the answer is C in Bristol groundschool, i just had a principles of flight progress test and i remember that question
For the second question, the answer has recently changed. Now the answer C is the correct answer on ATPL q . So which one is the real answer ? I’m getting lost on this one for my exams 😅
I guess they're both correct, just follow the bank to pass, but keep in mind the explanation in the video for yourself
C has been correct in the USA for several years, after studies of micro burst accidents. (The weather patterns in North America create more micro-bursts than other areas of the world.)
Maximum power setting, and immediate maximize lift angle while waiting for the engines to build thrust, there is substantial kinetic energy that can be used between vRef and true stall speed.
I was just going to ask if answer D is officially the correct answer or jut Joe's interpretation, because regardless of what the "officially" correct answer is, I am quite sure that the "real" correct answer is C. In a microburst escape maneuver you apply full TOGA thrust so you don't have to care about using thrust to control speed anymore, the only question now is how you manage the energy between climbing and accelerating. And here you go for an initial PITCH target (depending on the airplane, sometimes 15 degrees, sometimes 20 degrees) and from there if you can't sustain a positive rate of climb you must increase the pitch even more with the stall warning (or the Pitch Limit Indicator, which is basically the same) as the only limit (although some procedures may call for an absolute maximum pitch, like 30 degrees, which is not to be exceeded even if you didn't get a stall warning yet). As you can see, all the focus is put in pitch management (not less than the initial target but as high as needed to get a positive rate of climb as long as you don't exceed the stall warning AoA) and speed is what it will be. The priority is pitch management, not speed management.
Just remember speed is the king when landing
@@CaptainWessam Nobody is landing, it is an aborted approach.
Captain Joe, can you show how to shut down & start up B737-800 engines!
Thank you kindly!
Awesome and useful video
I'm sitting POF , good timing
ok but on BGS "why During the go-around following a microburst encounter on approach..."
the correct answer is "it may be necessary to increase the pitch beyond the point at which a stall warning would activate." can you clarify pls?
Hi Joe, just one question. What do you think about clapping and acclaming after a difficult landing? Does the pilot hear it?
Yesterday i had to travel from FRA to BIO and the landing and approach to BIO was quite "funny" due to wind. After landing many passengers started to clap.
Hello joeyyy.......how often do to rotate to HKJK/NBO
Can you tie down larger aircrafts ???? If so, how???
Can you make Video scries on Aircraft accidents
Captain Ur a legion, tell me , Did you learn to pole dance 💃 , .
I think that should be Ur next video .
Sure there will be yeah buddy moments
I love FSX
my question for you is where does the plane get the power from that feed all instruments and the plane it self
From its inherited title of nobility.
❤❤❤❤❤❤❤❤
ya no me amas 😢
❤❤❤❤❤❤❤❤❤❤❤❤❤❤
question 813358 : is it really for need to know , or looking at the horizont and "feel" what the aeroplane do ?
without flight-shool i mean wing-geometrie and peak trust tell the pilot what "curve" is possible - stupid or not ?
813358 is the only question relevant to a pilot, because it can cause a sudden spin. All of the other questions are trivia with no use for operating aircraft.
Excess bureaucracy is diluting important knowledge with trivia, both in Europe and USA.
Glory to the comments section
Second comment!!
Third comment?! LOL
❤❤❤❤❤❤❤❤