Welcome to FlightInsight! My name is Dan. I'm a flight instructor and an aviation professor. I'm creating training videos to bring the University training environment to you!
Flight training should be exciting and easy to approach. These videos are meant to clearly explain concepts for whatever it is you're working on, to get you eager to show off your new skills the next time you're in the cockpit.
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Sam Harris is doing ifr videos?
USE JEPP! Nobody uses NOAA charts!
the unusable airway is still shown to show that you can use the radial to identify where you are
Thanks a lot for this excellent video!
I go with what the Opposing Bases guys say to do. Where you're going, where you are, type and altitude. That's the order they have to type it in.
u make me smart ✋🏻😃🤚🏻
Simple mnemonic: on BC approaches, the needle is the airplane, bring it back to the center. Needle right, correct left.
I trained out of Provo for a while, so I'm very familiar with this one already lol. Feels like cheating
When I am flying in a busy Class B, and the controller is extremely busy, my initial call up will generally be just my call sign and "VFR request." When they get time to respond, I will then give them my position, type, altitude and destination.
Was thinking the same thing.
I do the same around ORD. The controllers are rapid firing instructions to the airliners so I keep I simple and quick. Out in an area with less traffic I give more info on the initial call.
Excellent presentation for any aircraft. SOP plan every approach. So well done. Very clear. Thanks
Dziękujemy.
“this is only applicable for military so we’re not gonna talk about it”. Us military student pilots 🙃
is this microsoft sim?
Great video. For fun I put this flight plan into ForeFlight and ran a briefing. Especially for VOR’s I want to make sure they are working and/or usable. For the planned flight the EMI VOR has a host of unusable sectors, however the planned flight will work (barely). The same cannot be said for the CFB VOR which is currently in an unmonitored state (NOT MNT) meaning it MIGHT work, but you cannot plan on it working. It’s unfortunate that VOR’s routinely cannot be used for navigation.
balloons are stupid
What would a Cessna pilot do if he doesn't have the G1000 ? How to bear with all the altitude and speed restrictions while flying the airplane ?
Great video and it's all basically the same on my setup with dual G5's and GFC500. The dig on Signature was the icing on the cake lol
What's new is old and what is old is new, yawn.
Can you fwd slip with 30° of flaps?
Very well explained.
Starting to think the creator of the channel is a UVU alumni or trained out of KPVU.
Pretty sure your statement at 5:28 is incorrect. There's no legal reason why pilots operating under part 91 can't attempt an approach with the reported visibility less than the minimum. You're barred from descending below MDA/DA or landing if the *flight* visibility is less than the minimum.
i did it on an airplane game
Setting visual ques is brilliant. My first instructor was an 80 year old guy and this is how we taught me. My 2nd instructor had his own way of teaching pattern work and landings and i got really thrown off and confused. Of course, he quit for another job and i was assigned a 3rd instructor, with a different method which pretty much said not to expect any procedure for pattern work as the conditions will always be different at every pattern. But my first instructor's teaching stayed in my head and when i started flying myself, i always flew that way. This instructional video was great and sort of emphasized the important of visual cues while flying. At the end of the day this is VRF and use the V as much as you can for flying a perfect pattern. Of course when you fly IFR, you have to forget all of this and bob your head inside and fly with the instruments. It is almost like learning to fly all over again :) Thank you for posting this.
It sure is different today with the capabilites of GPS. Dual VORs, glideslope, marker beacons and ADF was luxury to me. NDB approaches were another kind of challenge considering the effect of a crosswind. Who remembers "double the angle off the bow"? Area navigation in our heads!
Great presentation. Thanks
Wish you covered at what FPM the descent should be made
This is the airport that I instruct out of. You forgot to brief the notams. Answer the question 1 is no, because there’s an FDC NOTAM changing the climb gradient to 445 Ft/nm. 2) correct 3) incorrect because again per that notam we are to delete “and hold” from all of the departure route descriptions. If you lose communication, it’s not a short range thing anymore you just continue or start an approach. No hold. 4) this question is not applicable because there is no hold per the aforementioned NOTAM.
I’m just joking with you, as always great video. ;)
I would have gotten them all but, for the first question, I said yes, because we could make the climb gradient *for that runway* (the upper left answer). I don't understand why the upper right answer was correct because it only mentioned one climb gradient when the procedure specified multiple gradients, depending on the runway.
Semantics. The top left says “climb rate” and top right says “climb gradient” which is technically more correct. The ODP is asking if you can achieve a gradient, so I think examiner would expect you to answer the question with respect to the gradient
@@RedSailor1701 Oh, drat and fiddlesticks! You are absolutely correct. I misread it. Thanks!
I got the first one wrong because I was calculating for a 600 FPM climb, thinking the plane probably isn't going to get POH performance :)
Got all but the last question correct. I've actually never heard of the triple correction. I'll never forget it though. Thanks a lot! More of these please!
Captain Joe did a 2/3 part video on VOR holds some years ago iirc
Thank god. Odp are hard to get
80/260 for the win, Baby! No worrying about exact headings, no timing, no muss, no fuss... Simply turn 80° followed by an immediate opposite direction turn for 260° and *BOOM* on course and tracking... 4:25 Hahaha... Should have waited another 45 seconds to type all that...
This is apparently advanced training and not a BS session in the hangar. As such, please pay attention to AIM 4-2 and use proper number phraseology.
oooo...scary...a stall....what will I do? Next, the FAA may even require spins during the checkrides.
Entries into the hold was the only one missed, entries give me a hard time.
Unless you are on a checkride or taking a knowledge test/quiz, there is no "right" answer on how to enter a hold. In the "real world" you could have used any of the three to enter that hold and nobody would have batted an eyelash. Although a Direct entry would have been pretty difficult from that position, either a Teardrop or Parallel entry would have worked just fine in this situation. There is, of course, one entry that is the book answer "better" than the others, but none of them are legally wrong. Since you are not technically "in the hold" until you cross the holding point on the inbound course, what is important is that you set yourself up for that proper inbound course to the holding point and make the turn to the correct direction after crossing the holding point.
As always... love your vids, but your first question has 2 right answers. The "700 is greater than the 380'nm" is also true. At 95ks, you need to climb aprox 580'min. (depending on actual ground speed) Leaving that feet/min tag off doesn't change the answer. either way.... it's good to keep things sharp.
Climb RATE is fpm. 700 is fpm, gradient is in feet per nautical miles. The units of measure aren’t the same making that answer incorrect
@@iNcog_AoE It's semantics, and interchangable when converted. Without a label, we go with the info in the question. (Ft/Min) the climb is more that the gradient.
Towards the end of the video you talk about requiring to vors to identify zbat, can a wass capable gps be used to id this intersection ?
do you remember the parasitic drag curve that you study for the private written and flight test? at low speed you are using just a fraction of your available parasitic drag. if you ever see the rate of decent you achieve with a nose low attitude to reach a speed of around 90 kts you will see immediately that you are going to land and stop far shorter even with the extra speed you built up on final. this may not be as effective with a faster low wing aircraft but in a single engine cessna or other high wing trainer you are far better off to use the higher speed because it will bleed off very quickly if you hold those aileron/rudder inputs in the roundout and flare. try it a few times and you will never slip with that high pitch/low speed attitude again. you don't want to risk stall/spin with those rudders deflected at low speed close to the ground anyway.
you absolutely hold the centerline with aileron and the ONLY function of the rudder is to keep the longitudinal axis of the fuselage aligned with the runway. you have it totally backwards and have no business claiming to teach proper xwind landings. you would ground loop if you tried to land a taildragger in a decent xwind without a doubt. you should never teach a student to crab on final either, they should use this as an opportunity to get comfortable with using the correct amount of aileron to stay on centerline with the changing wind all the way to touchdown along with the amount of rudder needed to keep the aircraft alighned with the runway as you are adjusting the ailerons. you also don't address the importance of knowing which way the aircraft is going to drift once it touches down because i don't really think you know the answer to that important question. it is going to drift to the left side in a left xwind and almost every pilot forgets about aileron input right after touchdown and steers the aileron like they would steer their car which is the exact opposite as the needed input of steering aileron the same direction as it is drifting. also the ailerons are far more powerful than the rudder for controlling drift after touchdown. this is why almost every groundloop happens especially in taildraggers. when the airplane drifts left after touchdown the pilot steers right without even realizing it and full right rudder and right brake won't overcome the force of the incorrect aileron input and it goes out of control off the left side of the runway. also the airplane in the beginning of the video has the nose slightly pointed away from the left xwind which requires even more left aileron to hold the centerline. every degree your nose is pointed into the wind results in less aileron required to hold centerline.
Very interesting ! Easy for an novice to follow.
usually turn heading first then activate vector to final then click apr mode in a matter of seconds while being vectored
Great video as always! You do a great job of keeping things simple and giving clear explanations.
My CFI is working on his CFII and is having me practice VOR nav along with GPS. I really like the idea of radio waypoints as a "just in case" and it sorta feels like flying in the "olden days." Also, I'm doubtful with today's prices i'll be able to afford a plane kitted-out with that magenta line; VORs allows for extended use of thousands of old (but still viable) planes. If only the Gov't would stop retiring these stations!!
Nice to put a face with the voice. Thank you for all that you do.
What simulator website or app do you use? I am having a hard time with not getting fixated so id like to work on my scan. Any tips or apps that can help me practice?
Microsoft Flight Sim 2020. And with a decent computer it looks like. Wish mine ran that smooth when I run the cloud rendering up that high!
Very well done but for complete noob navigation boobs like me, I got lost real fast. Sigh.
With the GPS spoofing and other threats by our enemy, it is shortsighted to decommission legacy navigation aids. In a pinch you can even use AM broadcast stations on the ADF if you’re not near an NDB.