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100 Comments
TakeDeadAim
TakeDeadAim 3 hours ago
When I first transitioned to jets, I learned that anticipating climbs and descent's are one of the most important skills a young pilot can learn. When you KNOW a climb is coming...dial up more smash ahead of hitting the "hill". Conversely, even if it means a bit more nose low...leveling out ahead of a restriction in order to meet speeds is MUCH preferable to simply throwing out the boards or dropping slats and slogging along with all that nonsense into the terminal. I prefer to stay with a clean aircraft as deep into the arrival as possible on most days unless we're hitting it at high flow and low speeds.
David Sandell
David Sandell 14 hours ago
I normally flew my approaches at 100kts in a 172 just to keep from holding up faster traffic. And the controllers love ya for it.
D Hodgson
D Hodgson Day ago
Reducing Va with reduced weight, or mass, will stop you from exceeding the certified g limit. However, don’t worry about breaking the aeroplane. If Va is 110 knots for a certified 4G and 2,400lbs MAUW aeroplane then it’s been designed to stall when the wing is producing 9,600lbs of lift; and so not break. So you have have a 9,600lb wing. If you get airborne at 1,600lbs, fly at 110kts and pull to CL max you’ll still only get 9,600lbs of lift before you stall, and so the wing won’t break, just you’ll be pulling more Gs! The only thing is you’re going to have to explain why you exceeded the certified G limit, but the wings will not fold above you. In fact, if you got airborne on your wet-winged GA aeroplane solo, with no baggage and even the chocks and steering arm left on the ground you’d be very unlikely to break anything due to change in bending moments. Hence aeroplanes from Airbus A350s and Boeing 787s to fighter jets leaving the wings wet and using fuselage fuel first to reduce the stress on the wings. There are older fighters out there that have hundreds of g-limits to cope with different weights and fits. I can think of one that had over 400 positive g-limits varying from +2.5G NO to 8.6G NE . It varied with fit, weight, speed, subsonic or supersonic, as well as flap and wing position. Even most GA aeroplanes have a couple of limits depending on weight, 3.8G increasing to 4.4G when you reduce to the utility category weight. Remember there’s also a 1.5 G safety factor. Notwithstanding all I’ve written. KEEP TO THE LIMITS, they’ll keep you safe and last time I checked Cessnas and Diamonds don’t list Martin Baker on the options list. However, nice video which needs to be regarded for exams and still keeps you extra safe by not over ‘G-ing’ your aeroplane. Sorry, I was looking for something else, saw this and couldn’t resist. I’ll get back in my box . Keep up the good work.
Exner's Range
Exner's Range 2 days ago
what a very pretty plane
Charles Stanback
Charles Stanback 2 days ago
These are amazing. Keep them coming
Tibi
Tibi 6 days ago
How about the cone of ambiguity, when holding at a VOR? When do we start our turn towards outbound? Do we wait until we have signal from the station again? Because it can take up to 1 min, at alt of around 10.000 ft
eduaaq
eduaaq 7 days ago
Absolutely useful! Thank You!! Great Channel, keep it up.
Jet2Guy
Jet2Guy 7 days ago
thanks this helped me so much- easy explanation :)
s S
s S 9 days ago
Hard to imagine these things can be made accurate.
Andres Ramirez
Andres Ramirez 10 days ago
Excellent explanation. It will be nice if you upload videos about PBN concept and how VNAV is executed by the systems.
Zee Doya
Zee Doya 11 days ago
Brilliant video, many thanks !
Terrance Brown
Terrance Brown 12 days ago
This was extremely helpful, thank you!
mohsin ishfaq
mohsin ishfaq 13 days ago
well done
mohsin ishfaq
mohsin ishfaq 13 days ago
awesome channel
rmbb1981
rmbb1981 13 days ago
I don’t understand the difference between GS and TAS.
rmbb1981
rmbb1981 13 days ago
Does it have something to do with that if you climb at a constant rate you will move through the air perhaps at the same speed as you were at level flight but you’re now not moving as fast in relation to the ground?
Ross Channel88
Ross Channel88 13 days ago
hi, where can i find the preflight checklist?
O B
O B 16 days ago
Does the intro music to these videos make anyone else want to drive an ice pick into their head?
Marvin Henderson
Marvin Henderson 17 days ago
Amazing better than any course I ever studied on these topics
stefano bertoldo
stefano bertoldo 18 days ago
best explanation on RNAV approaches I have ever heard!!!! Great job mate
Veni Vidi Amavi
Veni Vidi Amavi 18 days ago
*these videos are amazing, and some of my favorites for studying. Was so confused about completing a Procedure Turn on my lesson 2 days ago, but this video is making me feel ready for tonight to try it all again! thank you* :)
Celso Júnior
Celso Júnior 19 days ago
Aleks, could you provide the CFI tools used in this live? Thank you!
randalljones58
randalljones58 19 days ago
Where's the camshaft.
Jason Dhonau
Jason Dhonau 20 days ago
1:23 bro what is u lookin at
William Stryker
William Stryker 21 day ago
I really like how you make the distinction between 4/2-stroke "bang" and jet "burn". Important to realize that this thing is like a RAGING fire that is fed through a venturi, not a series of delayed impulse.
Alex Bone
Alex Bone 21 day ago
On Eugene 1 odp the hold 180 degrees inbound north right turn not 180 degree radial right turn its at 41:00 Min I think
Engr Ajwad khan
Engr Ajwad khan 22 days ago
hi sir i need yur help actually i have build a rc plane but its tale is too heavy but i dont have enough margin to add more weight because this could be a cause of under power motor
Jake Long
Jake Long 23 days ago
How does this guy not blink at all...
MrAlwaysBlue
MrAlwaysBlue 26 days ago
This is great for pilots that want to go into more detail than the basics required for a pilot's licence.
Robert Thompson
Robert Thompson 28 days ago
What is used to annontate ie. arrows. What app do you guys use.
Mike Butler
Mike Butler Month ago
Outstanding! Thank you!
Veni Vidi Amavi
Veni Vidi Amavi Month ago
*fantastic explanation, will be coming back here to review, and also I'll bookmark and recommend to my friends as well. Thank you!* :)
Robbie Martyn
Robbie Martyn Month ago
I enjoyed this and learned much. Thank you! ~ Rm
Made Astika
Made Astika Month ago
"...we'll be back in early 2020" We are in mid 2020 now... Hope you guys doing okay.
Hannah Neill
Hannah Neill Month ago
One thing I'd add to this to better explain it: define "break" more clearly! Sometimes, people refer to the stall as the "break," so this can be confusing to students. I would say, "you'll stall before structural damage to the plane can occur."
Brent Jordan
Brent Jordan Month ago
How did you get your flight instrument data into your dash cam footage?
Zachary Norman
Zachary Norman Month ago
Hey guys, these videos are great and I watch them all the time! However, one thing would GREATLY improve them....TIMESTAMPS of specific topics. I am really looking to review some LP specific stuff and it's a little difficult to find exactly where I need to be.
Matthew Chapman
Matthew Chapman Month ago
I’ve been trying to find the formula for ages. Idk why it’s been so hard to find, but thank you!!
Don Catalano
Don Catalano Month ago
This is so pro. Please keep it up. I fly a HondaJet and I am finding your videos a go to source. Thank you. Don
Zachary Hein
Zachary Hein Month ago
Good ol kapa it’s crazy hearing the atc on the web and know you talk to them irl
Joseph Herrod
Joseph Herrod Month ago
This is so helpful and your explanation is brilliant. You took a lot of time to do this and I thank you.
Mike Cooper
Mike Cooper Month ago
So you say "You cannot hand crank a jet engine" check out my vid. LIGHT WEIGHT! ruvid.net/video/video-RrdCKbP3dfw.html
Rahul Dey
Rahul Dey Month ago
I have been searching for this answer for the past 30 years or so. (Im 18 btw)
Kimo
Kimo Month ago
You said everything a Pilot should know in under 2 minutes. Props for you sir
Jim Miller
Jim Miller Month ago
I use the pilot controlled lighting to reduce the "black hole" problem.
Colby Papenfuss
Colby Papenfuss Month ago
Exceptional video!! Great example to all of us pilots
daffidavit
daffidavit Month ago
If you take that "yaw string" and place many of them along the leading edge of both wings, the strings should stay straight back and parallel to the cord of both wings in straight and level flight. But in a coordinated turn, should those same "yaw" strings still be parallel to the wing cord if the ball is also centered? Or should they be angled away from the turn even though the ball is centered?
Top10VideosOnTheWeb
I might add that you note the pattern altitude
There by Air
There by Air Month ago
When will the next Boldmethod video be? - That is a GREAT question!
Daniel Youssef
Daniel Youssef Month ago
Why are you guys wearing o2 in a cirrus vfr
MrAlwaysBlue
MrAlwaysBlue Month ago
This is brilliant for those wanting to go into aerodynamics in more detail.
Don Catalano
Don Catalano Month ago
Terrific tutorials. Perhaps the best I've seen. Thank you.
chewy
chewy Month ago
32:30 This is how I will answer then next “how was the flight” question
Santiago Said
Santiago Said Month ago
Great explanation! thanks ;)
Sean Hollingsworth
I hope you guys are doing alright.
Carlos Iñigo
Carlos Iñigo Month ago
Thank you for the demonstration!!!
Karlo Bartolay
Karlo Bartolay Month ago
Hi i live in the Philippines. Thank you for the video. Will share this on my facebook.
Ram Naidu
Ram Naidu Month ago
Awesome explanation of a difficult topic, well at least it has been for me. I love the enthusiasm and the and the sheer knowledge you present with...keep up the good work....please do one video on Radial Interception. Thank you
Deep Dave
Deep Dave Month ago
finally mystery solved..
Kaden Silvers
Kaden Silvers Month ago
"And.....That is a big arrow" HAHA The content in these videos are the best on the subject.
Veni Vidi Amavi
Veni Vidi Amavi Month ago
so helpful thank you!!!
James Lindsay
James Lindsay Month ago
Good explanation of RNAV as not just GPS. But didn't explain that GNSS is not only GPS (US satellites), but also includes GLONASS and Magellan systems.
mulder2400
mulder2400 Month ago
The Airbus 380 is claimed to carry about 82,000 thousand gallons of "Jet A" or JP5 fuel, (manufacturer specs.) This Jet A is weighing in at 6.8 lbs. per gallon, that's 557,600 pounds of fuel divided over 10 fuel tanks. The 10 fuel tanks must carry 55,760 lbs. a piece (tail tank smaller)! If each wing has at least 4 tanks full, that's about 223,040 lbs. of fuel alone, inside each wing (ya sure) with no Center Tanks at all. When you try to calculate how many Airline Flights are occurring each day, from any International Airport, you'll realize there is no local "Fuel Tank Farm" that's being constantly resupplied by a fleet of Fuel Tanker Trucks trying to get into the "Fuel Farms" here is an example of the size of these Fuel Farms www.flystl.com/newsroom/stl-n..., you can do the math, lol. skymarkrefuelers.com/products/ their biggest Airline Tanker is only 10,000 gallons! So it would take 8 of this type of Tanker to fill the A380 just once! LOL ... Commercial Airlines and Military Jets are started by the (APU) Auxiliary Power Unit (Aircraft Engine Starting-Wiki) en.wikipedia.org/wiki/Aircraf... and run on compressed Air, it's Viktor Schauberger Turbine Technology www.antigravitytechnology.net/... but this is a Trade Secret and they'll never admit it. People would feel cheated, and demand refunds and we'd start asking questions about the 9/11 Event fireballs etc.
Kaden Silvers
Kaden Silvers Month ago
"That is a big arrow" ... "That is a big arrow" HAHAHA! so funny. Thank you for your amazing content brother.
Dave Pawson
Dave Pawson Month ago
It's amazing how just a shirt gets you free real estate in people's heads.
shalic graw
shalic graw Month ago
Love the channel
The Mile High Guy
Great video! I would have used the actual altimeter setting for Denver instead of using a made up one as 29.92 is standard for sea level and Denver is much higher than sea level.
Zach Graves
Zach Graves Month ago
Great video! What’s the ending music?
DiogoMaxGamer
DiogoMaxGamer Month ago
Amazing video, thank you! At 30:42 you talk about wind at altitude. How am I supposed to figure out the wind without modern avionics?
StevieWonder737
StevieWonder737 Month ago
Nobody is interviewing ... just furloughing. Don't worry about it.
Angelo Gabriel
Angelo Gabriel Month ago
Best explanation I've seen.
Guts
Guts Month ago
very clear and informative, thanks
Zachary Hein
Zachary Hein 2 months ago
apa is my airport lol
Greg Faris
Greg Faris 2 months ago
There is a much more methodical (and accurate) method of mental calculation for time/distance and wind correction problems which is taught in Europe. Where I first did my Private Pilot certificate, no students were using mechanical or electronic flight computers - we were expected to do it all in our heads, which means no heads-down time plugging numbers into a device. I will do an article about this technique, however I first want to be sure I am not covering ground already well covered. I find it difficult to believe such a simple technique, so pervasive in Europe, would be completely unknown to American pilots - yet I have yet to see it mentioned in any US text, or in any of the US flight schools where l have done my advanced ratings. Of course the mathematical fundamentals are identical to what is presented here, but there is a methodology which makes it easier and less error-prone to apply.
Zachary Norman
Zachary Norman 2 months ago
Why no new videos recently? Are you all done with this channel?
Christian Hauck
Christian Hauck 2 months ago
By chance where you with Atlantic Coast Airlines back in 01? You look familiar.
Zachary Norman
Zachary Norman 2 months ago
I have my IFR checkride next month (after a long delay due to COVID). These videos are really helping refresh my mind. Thank you!
Groom Lake
Groom Lake 2 months ago
Who knew jet engines are 4 strokes🤣🤣
Jacob Prz
Jacob Prz 2 months ago
Let’s say there’s no moco and your picking up icing at mea. Could you hypothetically descend below mea, as long as there’s 1000ft of obstacle clearance. I live in phoenix, and flying from let’s say kcgz to kprc. The route will be kcgz direct PXR then v257 all the way to DRK then KPRC. Now with ForeFlight set to 8nm course you can clearly see that it would provide at least 1000ft obstacle clearance. However it’s 1000ft below the required mea of 9000ft. Hence mountainous 2000ft or clearance but if your picking up icing at let’s say a assigned alt of 11000 is not working because of icing and even 9000ft there’s no luck. Could you hypothetically in a loss comm last ditch effort descend below mea I’d you feel it would take aircraft out of icing while at least maintaining 1000 ft obstacle clearance
PavePusher
PavePusher 2 months ago
The engine bleed air system uses air from the compressor 10th stage, not bypass air or 14th stage. At least on TF-34 type engines.... Only error I caught on first viewing.
Mahmoud Mike
Mahmoud Mike 2 months ago
Thanks for your nice videos,would you please talk about maintaining MDA (for example 670' ) skills and also as we know there is 3sec pilot reaction time for final segment,infact most of pilots passes down of DA during 3D or approaches on CDFA,actually with 600ft/min its will be around 30ft when you decide to missing your approach.What's the best senario?
Joe Patroni
Joe Patroni 2 months ago
snowmobile with wings
Windex from 90s says GEAUX TIGERS! LSU!
Pilots, when do you start to let the wheels down? In the past I've heard once you turn on final...then I heard at around 1500 feet. Do it matter when to let wheels down? Also how would u know when to deploy flaps 5 10 15 30 45? I always wanted to be an airline pilot since 6, but I just want to do flight simulator and I just want to work in senior management one day in an airline company! But my all time favorite job is to become a commercial pilot
Wai Ji GAM
Wai Ji GAM 2 months ago
It is a great video. Thank you so much. You have summarized with talent and efficiency in a nutshell what I have been sweating on for months studying my ATPL exams. Keep doing guys!
Boxz
Boxz 2 months ago
The APU is usually turned off before taxi in most checklists
Mark M
Mark M 2 months ago
Home come pilots are allowed to be obese? That shit ain't right for this job.
jtkent28
jtkent28 2 months ago
Really enjoyed the actual flying tied in with the presentation. Looking forward to more in the future!
FLY with Motivational Attire
I’m always impressed by your precise detail when covering a specific subject. Thank you, you are very much appreciated!
Cyruscz
Cyruscz 2 months ago
now I know how a jet engine starts
James Scheidt
James Scheidt 2 months ago
Excellent explanation. I pretty much understood what takes place after start but I always wondered how it got to that stage. Thanks
Gary Stump
Gary Stump 2 months ago
Nice job on the way a jet turbine works but, I have a small problem, starting at the front of the engine. First the fan/single stage with air going down the low bypass duct/cold stream duct (can have other names). The fan is also connected to the N1/low pressure compressor connected by a long turbine shaft and connected to the low speed turbine (3 turbine wheels/disks). The forward part of the engine or core has an inlet just like the front of the inlet of the engine. The core inlet normally called the cold section houses N1/low speed compressor which is connected to low pressure turbine, alone with the N2 compressor that is connected to the high speed turbine (2 wheels/disks). The Hot combustion section is next with combustion can or cans, spark ignitors, fuel nozzles then out the exhaust vanes and turbine wheels. many types of jets, turbojets, turbofans turboprops and all have other names for the same parts / RR GE PW As an old pilot with 30 plus engines and 20 plus A/C.
Indrajith Suji
Indrajith Suji 2 months ago
Super video.👌👌✌️✌️
daffidavit
daffidavit 2 months ago
I got my PP license in 1970. Later I taught at a flight school in the mid-seventies at KDPA outside of Chicago. The chief pilot at our flight school was an ex WWII P-51 fighter pilot. He insisted that we make full flap landings all the time. He also wanted us to teach our students to make full stop landings with taxi backs. On my instrument flight test another FAA examiner, also a WWII vet insisted I make all landings with full flaps and with full stalls in the C-172s. He insisted I keep the flaps down until I turned off the runway. I questioned him about that because of the usual "it puts more weight on the brakes" when retracted argument. He disagreed and it made sense. In truth, if you do a full stall landing or even one that is close, by the time you get to put on the brakes, the plane is slowed down to below the stall speed. At that point, the full weight of the plane is on the ground because the wing is stalled and is not producing lift. So the argument that it puts more weight on the wheels when you retract the flaps is false. Also, full flap landings do, as indicated in the video above, force the pilot to touch down at a much slower speed thus saving the rubber on the wheels. Also, the slower speed gives more directional control and less of a chance to do damage if the plane runs off the runway. Some will say the plane will not fight the wind gusts as well. Not so. In fact, the slower speed and shorter distance it takes to land means there is less time and distance for the wind to act on the airplane. The WWII pilots learned by multiple sorties and the later regulations were written with some of their blood. I respect the way the old stick and rudder WWII pilots flew and tried to learn from them as well. IMHO
André B. Saba
André B. Saba 2 months ago
Brazillian Aircraft !
Donald Shaffer
Donald Shaffer 2 months ago
Try again some of its correct and some of it’s wrong
Robert L. Woods Jr.
Robert L. Woods Jr. 2 months ago
That Captain is a well fed fat pig.
Daniel L
Daniel L 2 months ago
never knew they were called "turbans"
Top10VideosOnTheWeb
Top10VideosOnTheWeb 2 months ago
Great videos! One suggestion - maybe about every tenth time you mention an acronym, you might use its expanded name, just to help us embed them in our minds. You guys do a great job - and we benefit from you being based in a mountainous environment so you are more attuned to the challenges of tricky approaches vs those of us in other parts of the country.
Gregg Maryniak
Gregg Maryniak 2 months ago
Excellent explanations and videos! I'm a 50 year pilot and new CFI working on CFII now so I plan to have my instrument students view this very clear explanation of the various flavors of GPS approaches. THANK YOU for sharing these with the community.
scott sanger
scott sanger 2 months ago
4TH STAGE BLEED AIR from the APU.
daffidavit
daffidavit 2 months ago
When in the history of aviation did there become a discrete difference between the use of "minimums" and "minima"? They both seem to be the plural of the word "minimum". One is the plural of the other in non-aviation nomenclature. But in the instrument flying world, we still hold on to the use of "minimums" when we refer to approach charts. Yet we refer to "minima" when we discuss the plural of various "minimums" when referring to multiple approach procedures. I think I understand the differences, but when and how did such a confusing distinction become the norm? The WordBook app defines "minimum" as a noun which means "the smallest possible quantity". Its syn is "lower limit".
Jeff Goodsill
Jeff Goodsill 2 months ago
These are great. Much better than Sporty's instrument class.