An Aviation Channel dedicated to difficult questions mainly on the various pilot knowledge tests, but also on many other subjects that pilots find confusing
Trying to do this under the hood flying by instruments only and holding my headings, altitude to ACS standards. I can manage to tune the two VOR's but trying to graph two lines on my Foreflight or paper maps to find my position is super difficult for me. I end up loosing my heading or altitude as I am under instrument. I can only take my eyes off the instruments for like 2 seconds at a time and that's not enough time for me to even try to start the graph line. Easy on the written exam but super hard doing it when flying under the hood. Is there any tricks to this. I have my Private Pilot check-ride coming up.
E6-B. Why do we still teach ancient technology? The year is 2024. We have electronic calculators, and ForeFlight. Does learning a manual E6-B give a modern day student who is learning flight planning for the first time, a better understanding of flight planning? or is it a waste of time given our modern day technology? Do you guys think the E6-B should be thrown into the garbage can? Is it still worth learning given today's technology? If so...then why? Martha King's reasoning is to have a non electronic backup if the electronic calculator fails. What are your thoughts ? Any other reasons why a student pilot should take the time to learn how to use the manual E6-B whizz wheel? Anybody? Any airline pilots or want to comment? Anybody want to comment? Curious to hear your perspective. Are there any studies that cite it's better to learn initially using a manual E6-B? Some younger students say they just use their iPhone if their iPad fails. But that doesn't address the question if learning by a manual E6-B helps a student pilot better understand flight planning? Are we older guys just stubborn in our old ways, or is there a legitimate and rational reason to still learn the old E6-B? I am open minded and l'd like to hear your perspective on the topic.
Not to mention, GPS can be jammed, (so it doesn't work for you) or even worse, it can be spoofed (meaning your instrument will appear to be working correctly, but it will tell you bad information)
I am in ground school and yesterday class was about how the airspeed indicator works. the school was showing us photos only and it wasn't helping me. this videos is amazing I've already sent it to few of my schoolmate and they loved it. I might just take the video and give to my school so they can start using it in the future. Thank you for the video.
Thank you, from the depths of my consciousness, I was desperately looking for a SIMPLE STRAIGHT FORWARD explanation and after 6 minutes , I got it ! I GOT IT !!! I'm really crying 😭
Glad we could help you. Keep in mind that our full courses make every aviation topic just as easy and guarantee you a pass on both you written and check ride: passfaaexams.com/
my god, the number is for the opposite direction is really fucking annoying and confusing. omg. i cannot understand why they made this rule in the first place. it is so unintuitive. runway 36 locates at south, what a joke!!!!
See the little segmented circle where the tetrahedron is? and those little tick marks that stick out of the segmented circle? Those simulate the runways and the traffic pattern for it. When you draw it out on that picture on the left similar to how he draws it out on the right, you would get a traffic pattern where turns into runway 18 where you would turn to the right for the traffic pattern and a left turn into runway 36 for the traffic pattern. Hopefully this makes sense !
Thanks a lot bro, I am an FAA pilot and people barely mention NDBs. Tomorrow I have my IR written in Ecuador where NDBs are alive and well, and you helped a lot. Thanks
How did you get the numbers on the wind cone example. I'm definitely missing that information and my instructor didn't explain how those numbers came to be.
I found the NDB approach, very rewarding, and easy to do once you understand it. You can still do it with a glass cockpit if your navigator is set up to receive the NDB radio frequencies, and has the ability to be integrated with your display. This will be a bearing pointer within the HSI. This is a lot easier than the old school where you had a fixed compass card and you had to basically know your bearing by adding the heading and the magnetic indicated bearing. I don’t follow push the head, pull the tail. My theory is the NDB points to the station. You can tell which way to turn based on where the head of the arrow is. If you are flying away from the station, the arrow will be pointing behind you. The needle will point left or right of the tail of the aircraft. So if say, it is indicating 120 you would turn right 30° which would make the pointer at 090. When the needle returns to 120 and you turn back to the left your 30 degrees, You will be on that bearing from the station with the pointer directly behind you at 180. Easy Peezy. Basically you should think of the NDB pointer as degrees left or right of the nose or degrees left or right of the tail. If you are flying 360 and want to go outbound from the station at 90° when the pointer is at 270 you would make your right turn. at 090 your pointer will be left or right the number of degrees away from that outbound bearing. Then, to correct, you just note the number of degrees left to right and fly double that amount in the direction that the arrow is pointing. When it returns to the original degrees off, return your aircraft in the opposite direction and you will then fly 090 with the tailstraight up at North and the bearing pointer directly at 180 or south.
anyone understand Why does temp makes a difference but press not? With temp surely it's the same principle as press where the colder static air also becomes denser so won't affect it?
One of the best practice VOR courses, if not _the_ best. Why can't everything be explained so simply? Or is there a catch? Well, I'll find out the next flying lesson.
Your idea falls apart when you consider an airplane, of *infinite* mass, flying a *_ballistic path_* , and then "pulls up". The wings pop off. The G meter, in the aircraft, is not a universal measure of the stress in the wing spar, empennage, and engine mount(s). Just as an AoA meter is a better indicator of impending stall, a strain gauge on the spar (etc.) is a better indicator of impending over stress.
