I'm incredibly happy I learned to fly in Colorado, I almost never saw an indicated that matched true. Practiced lots of turns and wingovers in canyons.
The content of that video is from the FAA, and, in a sense they are correct. Your senses generally deliver an accurate representation of the outside world to your brain. However, your brain can distort or misinterpret that information in a variety of ways. There are numerous visual illusions, such as the black hole illusion, the illusion of being too low or too high on approach depending on whether the terrain leading the the runway slopes up or down, and many more. There are also cognitive biases that can cause you to misinterpret the sensory input. There is a presentation on Aeronautical Decision Making (ADM) on this site that covers these problems in some detail. So, on the one hand the statement is correct, but on the other hand it is not. Life is like that -- it's complicated. Fly Safe!
I’m wondering why he doesn’t also mention the loss of 3% of your engine horsepower for every 1000’ ft of altitude gain. Not being aware of this is a 10th deadly sin I guess.
Interesting question. I suspect Kurt did not discuss the power loss specifically because it is accounted for by the performance/density altitude charts for the aircraft. A similar question would be the lack of mention of leaning the mixture appropriately, which can also significantly impact performance. Thanks for the feedback.
Hi@@PilotMetrics Thx, I didn't realize that. I wondered about it after listening to the video again. I'm new at getting into density altitude flying. I've watched the video twice, separated by a long distance, and understood it all a lot better this second time. Just from.a general standpoint, it's good to keep in mind that at 8,000 ft. you've lost 24% of your engine power. It's an easy thing to forget I'm thinking. The gradient factor is an extremely fascinating aerodynamic metric. I didn't see that mentioned in a highly regarded textbook manual on flying.
this is some amazing information even for 2020 thanks for sharing your seminar with us i'm a student pilot at the moment and this video really helps man.
David, I too can confirm that the volume is very weak. I have normal hearing, my computer, Windows sound volume is way way up already, so are the volume settings of my speakers, the youtube volume settings, I don't know what's left except your ears. Either you have bionic ears, we need hearing aids, or there is something wrong with your volume settings somewhere! And when after watching your video and watch the others, BANG goes the volume! I have to set the Windows volume settings to at least 35 before I can appreciate what you're saying, which is too high, that I normally only set it to 10-15.
This is a question that has arisen before, and I still don't know why for some viewers the volume is low, and for others (apparently most) it is adequate. I searched for a way to edit youtube video to increase the volume, but it appears that option is no longer available. You might try viewing the video on another computer to see if the problem persists. Otherwise, I have no idea how to fix it. Sorry. (BTW, I'm an x-Army helicopter pilot with really lousy hearing.)
I have revised my mental log book. Previous hours in my Cherokee 140 about 250. Hours now, about 2 based on your video. I have owned this Cherokee 140 since 1989 and finished my PVT that same year. I finially read completely the Pilot Manual after scanning it. I had looked at it, but not read it completely as I am very dyslixic. I admit to having two Engineering degrees. I made the highest grade on my private exam. I understand recently that men highest in the country that took it, not just the other 8 people in the room at the time. One thing, ThE Propeller was re pitched for Cruise (twised flatter) before I bought it. That means non of the BOOK numbers apply. I live in the dallas area TX, but and almost never have anyone in the airplane with me. I have been studying weather at a site by a guy called "jeff haby meteorologist" (Damn, I spelled it right).
I tried the video today, and the audio sounded OK. Perhaps you need to adjust the volume on your computer. If that does not work, then I don't have a clue what might be wrong. Hope that works.
ok thank you on the fast reply. everything checked out on this end. I had to put the audio slider all the way up, and still it was very very hard hearing what your saying. and when your video was over it auto went to the next one and the sound almost blew me through the wall it was so loud. in saying that there is no problem on this end because all other videos play at or below a normal settings. I also opened your video on my iMAX 27, again. same thing very low audio. all other videos play normal. But thank you anyway for trying. A very good video despite the low audio.
Hi! So.....Just to clarify the math on the turn diameter: Take the True Airspeed...square it....and divide by 11.26. Which, in the example: @ Sea Level TAS = 150. Squared comes to 22,500. Divided comes to 1998.22. Awesome. But at the 8000 level TAS is 180. So...I squared that (32,400) and divided that by 11.26......I got 2877.44. Yet in the presentation, it's listed as 32,400. Did I miss something?
You are right. The correct value is 2,877, but the presentation says 3,240. Apparently Kurt made a mistake in the calculation. Thanks for pointing that out. Since I can't change Mr. Anderson's narration, I'll probably just leave it as it is for now. But, I'll try to change the slide to reflect the correct value and put in a little warning about why the narration and slide don't match. At least the error is on the side of increased safety. Over-estimating the required turn diameter is a lot less dangerous than under-estimating the turn diameter.
I have tested several airspeed indicators to find that they were 10-15 knotts in error, especialy near the best L/D vicinity. This is rarely tested even at annual inspections. So much for knowing your numbers when you can't trust your ASI.
High density altitude is a power issue. Turn radius is a canyon flying problem not a density altitude problem. Bank angle is also not a density altitude issue, it;s a load factor issue which is more related to stall speeds... The mountain wind issue has to do with mountain wave and terrain effect on winds. The main three issues regarding density altitude has to do with takeoff (and your W&B), climb (if in mountains) and landing. The rest is not particular to density altitude hazards. The number one problem is takeoff which requires a COMPLETE knowledge of the aircraft's power profile and knowing your MTOW in a given density day for that aircraft.
It *should* be clear (it is for me) Could be that you have a low quality setting set (change higher it by clicking the gear symbol lower right side of the video, though higher resolutions require a faster/better internet connection) The RU-vid "Auto" quality setting can sometimes detect your speed as low and so set the quality low at peak times, in the evenings for example, if your internet connection or (especially) if your WiFi signal is poor or congested. If you are trying to watch on a slow connection with several kids in the house all on youtube at the same time over wifi that can certainly cause problems :) If forcing a higher quality doesn't help then you might have a graphics driver problem or Adobe Flash Player problem , or possibly have Flash set to low somehow (assuming you're using Microsoft Windows - I don't, sorry).
David, I am not able to find the ROC COMP you mention (checked Sportys and the local pilot shop). Any suggestions? App? BTW, thanks for the helpful video.
The video presentation and information was great but why is the volume so low. I raised my PC's volume up to 100% and it still felt like it was 30%. Other than that, thank you. Learned allot.
The best presentation I have seen on this topic. Could you share the chart data you showed on the 170B? I can't seem to find it anywhere. My "handbook" looks like a marketing piece with very limited information of that type. It does tell you how to clean the windscreen however... Thanks for putting this online.
***** The data on the 170B were copied from Mr. Anderson's original slides. I don't know where he got it -- presumably the NTSB has lots of those sorts of handbooks, or they can call Cessna and they would provide the information. I'm afraid I don't have anything more than is shown on the slides.
Great great great video! Its good to know that i did study about density altitude while i was working on my pilot licenses....people out there flying even more complex aircraft and they never took the time to read about this stuff
