Several years ago I was looking for a channel which fed me just a little bit of Private Pilot info every day just to help keep current on everything. Maybe it existed but I never found it. Hence, my channel. I try to share a Short everyday with some piece of Private Pilot info, generally just taken from the Test Prep guides. I really like scenario based trainings and questions; and want to incorporate more of that type. Also, I love flying around in the Piper Cherokee and want to start sharing more of those flights also. I travel for work, and love to do plane spotting type stuff as well.
About me: I achieved everything up through CFII, but pursued a career in Aircraft Dispatching which I don't regret. I wish I kept my CFI current though! Now I'm working for a flight planning vendor and love it. I enjoy doing RU-vid as I have time.
@Holtynfuntime maybe my explanation was confusing. The definition is the last one, A describes when navigation lights need to be used, but isn't the actual definition of nighttime.
When you pitch the blade higher at cruise altitude you reduce engine rpm while the propellor is still turning the same speed. Where a fixed pitch propellor will slow down if you reduce rpm.
@@BennyMac96 Huh. So propeller speed is not dictated by engine speed? How does THAT work? Hydrostatic clutch or something? Guess I should goog this concept 🤔
In video games, it feels better to me to roll right then pitch up to turn than just yaw right to turn. Like I have an innate preference to do it that way, even though I can do both. Like kids preferring addition to subtraction, I suppose 😅
@@J1Aviation I never liked landing on 10. Fortunately, prevailing winds were out of the west so 28 was pretty typical takeoff and landing. 10 ran downhill so I always had to remember not to come in too high.
Is the middle answer somewhat true as well because a temperature inversion is a characteristic of a stable atmosphere and poor visibility and haze comes a long with a stable atmosphere?
