Very good. I did ground school 23 years ago. I am taking it again soon as I haven't flown pic in 10 years due to injury, surgeries, and the all important money. I hope to have my medical back in the spring and will then start the road back to being a proficient pilot. I do expect the road back to be faster than initial as surely thing will come back to me faster than the initial learning curve. This time I am considering getting my tailwheel endorsement as well. I enjoyed doing instructional flights and then going out and practicing what I learned. One big difference between then and now is the internet. We have access to so much more information now as compared to back then. Be safe.
Hey Ron! Congratulations getting back in the air! You're going to love it! Some of our classes would be a great review for you on: www.groundschoolusa.com. Happy landings!
Note: World Aeronautical Charts (WAC) have been discontinued in 2015. The FAA now offers a "VFR wall planning" chart that can be used to view long distances on a single chart.
I am a professor managing PhD students working with advanced drones and this is very useful as we are preparing our planes to react properly with regulations.
It's crazy how even though I'm in Australia everything in your video though you reference it to USA, can be used in my situation here in Australia, thanks to ICAO for standardizing everything aeronautical worldwide
Man that smacking sound your doing with your month is killing me 🤣I know this is petty of me but you got a dry mouth !! Amazing video though and thank you for explaining it so detailed
Man, things sure have changed since us Orvile and Wilbur flyers took to the skies! Okay, I'm not that old. I got my flight instruction from Wilbur - great flight instructor, by the way!
If I'm not mistaken 2 way communication can also be done by telephone. If your plane is NORDO you can call ahead to get clearance to enter a controlled airspace.
Yes, Cell is an emergency use only. If you are IFR and in IMC you can use the phone to resolve the emergency. If conditions are visual, you are expected to go elsewhere
Question: If you are flying just above (and/or planning to land a STOL on top of) a 20,000 foot mountain top, are you still in Class A airspace, or because you are within a short distance of the ground, you are not technically in Class A airspace? Note: There are dozens if not hundreds of 18,000+ foot mountains in the Andes. Also, some gliders soar above 18,000 feet... even without engines!
Class A is anything above 18,000 ft MSL (Mean Sea Level) not AGL (Altitude Above Ground Level), so yes if you are on top of a mountain at 20,000 ft you are in Class A airspace.
@@chucklesx : Actually, Class A does not include anything within 1500 feet of the ground. Of course this only applies in Alaska, since there are no mountains within 1500 feet of 18,000 feet in the continental USA. Also, Class A doesn't apply at any altitude apparently west of longitude 160 on the Alaska Peninsula. I have no idea why. I'm reading this information from the 2019 FAR/AIM book I just received today.
@@maxbootstrap7397... thanks for the info mate, I stand corrected. I wonder is that due to aircraft having to stay a certain distance from elevated terrain and if there was an airport somewhere in the area (theoretically of course) it would have it's own airspace down to ground level. You have peaked my interest now, I'll have to do some research :-)
@@chucklesx : I think it is reasonable to let small and VFR aircraft operate near the surface of the earth without restriction. That is my guess as to why such rules exist. As I said, the point in mute in the contiguous 48 states because 14,500 feet is the highest elevation, and so 18,000 feet is already 3,500 feet above the surface. But in Alaska... not so. OTOH, I have no idea why the restriction ends west of 160 degrees west longitude. I'm glad it does, but have no idea why! :-)
I'm glad people appreciate this teaching. But this clip is part of a larger complete lesson on airspace which is our most well-received lesson. So though this sample clip pretty well stands on it's own, you would need to purchase the whole class on www.groundschoolusa.com to get the "dashed magenta line" and all the other classes of airspace. Not meant to be tricky, it's just that comment was inside of the larger teaching on the subject.
Haha right!? I didn't even notice it was a sample, until it got toward the end of the video, and I was like "shoot, we're still in Class D airspace! How's he going to finish it up in the little time left in the video!?" Spoiler alert... he won't.
ultra lights fly under VFR (Visual flight rules), this includes all airspace except class A. However each classification has various visibility and communication criteria, You need to check these. Generally for ultra lights (I fly microlights) you would stick to uncontrolled airspace.
Yes, we absolutely have the full version available at www.groundschoolusa.com. These are sample videos. Many people have benefited from our full version airspace lesson for minimal cost to you. Enjoy!
Hello. Would you please explain it to me this. When below 3,000 ft or 1,000 ft above terrain, whichever is higher. What exactly mean WHICHEVER IS HIGHER? Is it cloud or terrain elevation? Thanks
Hi Lyudmila. I'm not sure what those numbers are in reference to (3,000 ft and 1,000 ft). But it might be whatever you're looking at is 3,000 ft MSL (above sea level) and 1,000 ft AGL (above ground level). If the ground elevation is 2,000 ft MSL and you're flying 1,000 ft AGL then you would be flying at 3,000 ft MSL. And MSL is what your altimeter reads in the cockpit. If the elevation of ground is 2,500 ft MSL and you're flying at 3,000 ft MSL. Then you're only 500 ft AGL. In that case your higher altitude would be the 1,000 ft AGL (between the two choices). But with more specific details, I could help you better.
The 3 s.m. Visibility requirement always perplexed me here. Why not make it 4 s.m.? That way, in an airspace D, with a typical 4 mile radius, every pilot would know, if they are on the edge of the airspace, and cannot see the field, the requirement is not met. But with 3 s.m. A pilot will be one mile INTO the 4 mile radius airspace, before they realize that they cannot confirm a 3 s.m. Visibility requirement. Yes, there are other ways to check visibility distance, but when entering airspace, knowing the radius of it, and where the field is, and wether it is visible, are all things that every pilot knows, and does, as they approach an airport.
Shouldn't the 2500 feet above the airport elevation be charted in MSL, not AGL? It's marked as AGL on your explanation towards the end of the video. Thanks -
Generally to keep aircraft safe and avoid collisions. Also to establish spacing, sequence, and orderly flow into and out of busy high traffic airports and areas. Different airspaces accomplish different goals.
What if someone who is restricted to E and G airspace only accidentally enters class D airspace? Would they have to make contact still in order to get out of there? (Sport pilot license)
Yes, if you know you have entered that is best as there can be a lot more concentration of air traffic inside and it is safest for all and an apology in this type of airspace sooner than later can go a long way w/ ATC.
I spent more energy trying not to let the smacking drive me insane than I did taking in the information. Really wish I could’ve put this video on mute and use captions instead 😩
to answer my own question www.faa.gov/air_traffic/flight_info/aeronav/digital_products/vfr/ bitmap versions of the print style chart. they are geotiff. xnview can convert them. global mapper if you want to deal with that with mapping precision and join them together. but these are print era style, with a lot of mess. Are there any digital era interpretations? they can be much clearer
@@groundschoolusa8467 sure but that's also the same old paper print style sectional charts with a mess of info baked in (although it seems to have both the print and individual layers)
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This guy reminds me of my instructor back in the days when I was at flight school; very clear on his teaching! He always flew in the right seat even when alone. I remember the first flight we did when he asked me as we walked up to the aircraft, "so what should we do now?" I looked at him and answered, "get into the aircraft and fly!" I was so excited that I forgot we were supposed to "preflight."
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