King Schools, the world's leading producer of aviation training videos was established in 1974 when John and Martha began flying throughout the country to teach ground school courses.
Today, King Schools has over 65 employees operating from an 18,000 sq. ft. complex housing a dedicated video production facility. In the last 10 years, they have delivered more than two and a half million videos with over 4 million hours of video instruction, teaching up to one-half of the instrument students and over one-third of all pilots in the U.S. obtaining training.
We are keenly aware of the importance of the work we do. During the time someone is learning to fly, flying is the most important thing in his or her life. We are privileged to play such a significant role in the lives of such committed individuals. We take pride in producing quality work for these special people.
My current CFI is an example of a time builder who’s actually really good…they aren’t all bad. We’ve had discussions about his aspirations to fly for the local charter company, etc. and it’s led to some good conversation. He’s a young dude but he’s definitely way into flying and he’s easy to level with…which is one of my most important factors when it comes to CFIs
Now do this when you are under the hood flying the airplane by instruments. Doing checkride prep. PS, the written is a cake walk compared to what you have to do in the checkride. You will have to do this in your checkride while flying under the hood - Flying by instrument and you must also stay in tolerance.
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.
The year is 2024. We have electronic calculators, and ForeFlight. Does learning an 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's reasoning was 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.
I can recall as young boy growing up seeing John and Martha's advertisements for King Schools on television and also in magazines. Even from a young age I knew I would be a pilot someday. I never thought that I would have been a product of King Schools but low and behold here I sit as living proof to what John and Martha did for me and countless others that dreamed of earning their wings. There is something special about the Kings. They both have the most calming, reassuring, and compassionate voices you will ever listen to. There is no doubt that they are doing what the good Lord sent them here to do. They are a shining example of what it means to be an aviator. They are also a fine example of what it means to get married and stay married as you can truly sense the love they have for one another. My only hope is that I could one day introduce myself to them and tell them thank you for all that they did to help me on my path to becoming a professional pilot. May God continue to protect and Bless the Kings in all that they do. They are national treasure's without a doubt!
What happens (Please cite any FARs) when my SID or ODP ends at an altitude lower than the MEA/MOCA of the airway I intend to join. Example, the North Town 5 at KVGT (NOTWN5.LAS) ends at 7000' and I want to continue on V394 southbound (MEA 9000'). {I know the procedure says at or above, but let us assume that the best climb I could get only got me to 7000'.} Bigger picture, how to get on an airway after takeoff with a really high MEA if the ODP and SID do not allow enough time to climb. An answer might be found in FAH 8083-16B at the bottom of page 2-35 (2-27 for VFR), but I would like something more official and clear. When does "Takeoff from an airport" end? 25 miles? 46 miles? Initial cruising altitude? Surprisingly, there is very little to no information about how to actually get onto an airway at the correct/legal altitude from takeoff. Might make a good video?
