Another great video! Thank you both for taking the time to share your knowledge. I enjoy the banter, and the relaxed atmosphere. Just took my private pilot written on Friday, and start flying next week. Greetings from Oklahoma City!!
Beautiful area! Even flying over it in msfs 2020 looks beautiful, if not real! I learned all about "Rotors" when I was learning to fly paragliders in the early 1990's. And how to visualize the effects of wind over hills and mountains like water going over the rocks in a river, like you discussed. Also learned little clues like "Buzzards are notorious for flying in the Lee side rotor of hills so if we saw them we knew to steer clear of that side of the hills.. Rotors can have really bad effects on paragliders and I've been there and done that when it comes to flying into heavy sink or Lee side rotor turbulence. It can kill you, almost did get me but I Survived my experience but it was bad. Stay safe and I really enjoy your videos! Beautiful airplane Hanna has!!! I should have learned to fly them instead of paragliders!
Wow, ya Hanne and I were talking about paragliders and the effect of rotors on the chute. We flew right by an area frequented by paragliders I didn't know about the buzzards on the lee side. Interesting...Glad you survived your flying on the back side.
Capt Scott - I have a question. What is the proper way to do a downwind departure? When asked to do a downwind departure at a towered airport (VFR), do you maintain heading at pattern altitude until out of the airspace then perhaps ask for frequency change? Is it any different at a non-towered field? Thank you!!
Dear Captain Scott, so glad to see a new video as I have always wanted to tell you that you look and sound like James T. Kirk...in a good way. love your clear instructional video's. You never try to show off and you keep it real. Thankyou.
OMG! I used to fly out of Boing Field hauling freight for Aeroflight. I had started as a CFI and flew for Air San Juan as a first paid flying job. I ended up in a twin to Portland for a while. Your video brings me back to freight hauling, and knowing the Northwest via air like the back of my hand. Thank you Scott! I knew you from Galvin's. C
Probably one of the more boring parts of flying and yet absolutely critical to safety and getting where you want to go. I always prefer to be on the side of caution rather than seeing how far I can push the limits. Next to get-home-itis, overloading is probably the number two killer in General aviation.
I understand air densely is a big factor in higher altitudes . Not only temperature but moisture in the air which can change while flying through different areas like one side of a mountain verses the other side etc.Have you had any experience with that you can share ? 👍
Water vapor is less dense than dry air but it is a small percent and so is not noticeable to the pilots. The big problem with water vapor is the effect on weather, clouds and air currents or wind shear. The only effect of changes in density during a flight is that the indicated altitude will be slightly different from the true altitude, the real noticed effect is with the takeoff and landing distances and initial climb over an obstacle. but you can have the basic density at the destination before the flight to do calculations, you can also do an extra calculation with a different temperature as a backup plan if the situation is near the limit. Then you get the true air conditions updated in flight and make a slight adjustment to the original landing expectation if needed. Large commercial transport which use the calculations to 1 degree also have dispatch personell who stay in radio contact and do more calculations as they get updated information on weather and changes in runway or traffic at the destination.
@@mytech6779 thanks for your reply very interesting I’m going to have give that a lot of thought before I fly west to the Rockies I think we’re spoiled on the east coast lots of oxygen near sea level we’re at 560 feet 👍
@@onthemoney7237 For VFR its not so complex really, just get the preflight weather do the basic calcs, remember to do climb calcs at the destination just in case of a go around. And don't forget your true airspeed approximation for higher altitude. 2% per 1000ft (density alt) is close enough. My local airport is 530ft and generally cool but if I want to go east more than 30 miles I must climb to at least 9000ft, before descending back to 1500ft (often hot) after another 30 miles. If I swing around the southern route so I can stay below 6000 there is often a 30kt wind due to the gap in the mountains. It takes an old C172 about 50NM to get to 10500 from 500.
@@mytech6779 ok thanks again interesting wow 50 miles that’s something to differently factor in . Would doing circles instead help ? I know more fuel no gain in distance 👍
The math and physics part of me screams when I look over some POH performance charts. It isn't every chart and the specific issues vary by model and year but a fair fraction of the information is, from a flight planning perspective, either just irrelevant padding or presented in a terrible circuitous way. Both of which complicate the calculations and encourage pilots to just give up and eyeball it. eg what does calibrated airspeed and climb rate have to do with the practical needs of departure performance? The answer is nothing, what you really need is climb slope vs weight and density altitude, which can be derived from CAS and climb rate for sure but why make everybody go through all the extra steps every time? Similarly, I have seen many perf. charts that use pressure alt and a fixed temp then give a temp adjustment factor in the notes, all that mess can be discarded by just giving the performance for density altitude, temperature only needs a place in the chart if there is a possible engine cooling issue otherwise both it and press alt are irrelevent.
This next bit has quietly changed just a couple years ago but is still widely taught.(Partly due to compliance with legacy POHs) I think that maybe the FAA did some disservice for many years with its arbitrary airplane categories(Normal, utility...) and continuing the misinformation of the notion of a max gross weight. Physically an airplane has a max gross loading,(the point where materials hit an allowable stress) but whether that loading comes from static weight or dynamic acceleration does not matter to the material. 4000lb*2G=8000lb load and 2000lb*4G=8000lb load, the structure is stressed the same either way. (True that practically you shouldn't aim for 1.0G as there is always some small turbulence and a need to turn. The point is that this parameter is a continuous curve and doesn't actually have a hard physical limit. Which is quite unlike the hard aft CG limit and stall recovery.) And in B4: I am not talking about sharp shock loads where the strain doesn't have time to propagate evenly through the structure. They have also done disservice with the Va maneuvering speed issue by allowing the conflation of max design load parameters with actual acceleration limits. (When based solely on vertical wing load as in most small aircraft.) There is no structural/physical rational behind the application of the weight based stall-CAS adjustment formula to Va, Va is intended to limit the max wing load which is determined solely by the combination of CAS and AOA, mass is not a factor the wing always stalls at a fixed angle and the lift [load] at any fixed angle is a direct function of dynamic pressure[CAS]. The base design load is that an airframe must withstand a given *minimum* acceleration(3.8G, 4.4G) at some chosen [max] operating weight. If a plane is designed for 2000lb*3.8G=7600lb load why would you think that at 1000lb gross the same frame could only support 3800lb of lift? As evidenced by any plane that is dual rated normal and utility. They will have the same Va for the lighter Utility max gross weight as they do for the heavier Normal max gross weight. ie C172M 2000lb at 4.4g for Utility= 8800lb wing load and 2300lb at 3.8g for Normal = 8800lb wing load. Now if you apply the common Va adjustment to maintain 3.8g at 2001lb your would have a max wing load of 7600lb, what magic would make the wing suddenly jump 1200lb stronger with a reduction of one lb mass? Rant rant rant. I have actual chores to do. Why am I spending this time on YT?
Ya I fly the 777 out of the Middle East and Asia so I understand hot weather. We just don't get temps like that in Seattle very often. Because of that accidents increase significantly when summer arrives increasing density altitude.
@@TBb____ Do you mean be an airline pilot and have a side business that makes millions or be a part time pilot as a side business providing pilot services. Sorry, Im a bit confused.
You learn this in ground school. This is all part of the flight plan….this also includes the weather which they didn’t talk about in detail. In ground school you do all the calculations regarding weight & balance manually. 😊 Flying requires many many hours of training to be comfortable
