Відео

At or beyond makes a difference !

absolutely useless.!!!

I need a 20-minute video on LPV and LNAV/VNAV. TLDW.

Save any High charts. There is not much distortion. The lat/lon grid is useful for position finding in celestial navigation.

Timed approach for a holding fix, I missed that one. Studying for my instrument checkride so really appreciate the video and information.

Great stuff, but 1:17 is just too long. My brain is done at 40:00. This would be better in three parts.

Great job to the pilots

Tillamook traffic, Cherokee 1LT short final going around, someone who just checked on frequency blinded me by cranking the lights too high.

Excellent Material Thank You 👍⚜️👍

If the VOR is up and functional .. then why not just use the VOR as the Primary?

In 2024 both Telluride Z and Y approaches are listed as GPS. No more “RNP”. Yet Z is still LP only. I assume FAA did away with this nomenclature?

How can you file to a VOR or IAF? Seems you’d need to designate an actual airport as your final destination. It can be rough trying to land on top of a VOR! Please elaborate further.

Va has nothing to do with your cruise angle of attack. It's related to the Lift force at critical AoA at a certain airspeed. At any given airspeed the force on the wings will be the same at the same angle of attack. If the plane is heavier, the load factor will be less at the same airspeed. This means that other components such as the engine or battery, which are a fixed weight, experience more acceleration when the aircraft weighs less at the same AoA.

what about going around?

Really enjoying your videos! Are you no longer posting new content? Looks like most videos are over 2 years old.

This dude scares me

Amazing presentation, very nicely explained topic. It was very difficult for me to understand it beforehand and I'm glad I came across this video. Congratulations!

Hypoxia comes from Greek "Low level" + "oxya", so, low level of oxygen is correct

Nice explanation but what about the lesser known "flat earth speed variable" where the pressure changes with altitude are factored into mach calculations using the flat earth formula. The formula accounts for the expansion of space and the moons effect on gravity as well as the pressure exerted on the atmosphere. This allows for a far more accurate reading of TAS and IAS in real time

So from my understanding, changes in air pressure are caused by changes in density. Changes in density are caused primarily by changes in temperature. So the pressure (I think) already takes into account temperature. So why doesn't pressure altitude account for temperature? If temperature is a factor of density, and therefore pressure, shouldn't pressure altitude already take temperature into account? I understand that pressure does not equal density, and using the ideal gas law, if temperature increases but pressure stays the same, density must decrease. But if temperature affects both density and pressure, how can an increase in temperature NOT affect pressure?

That’s funny, the airport in the video is KDLS and I’m training for a ppl out of there. Or it just looks spectacularly similar and I sound dumb.

3-152

Great breakdown.. perfect timing tried holds last weekend..

Why in singe engine airplanes (in multi engine too) don't use stopwatch for achieve V1 start at release breaks, to ensure expected airplane performance? In single engine V1 & time: would be set as Vr - 5kts or less if runway is short, then V1 would be point for safely reject takeoff. (example, someone become sick during takeoff) there were accidents because engine did not had proper performance. and pilot realized that too late for reject takeoff. And also in muli engine was accident because pilots set wrong takeoff power and runway ended before Vr. preflight calculations was ok. I assume calculation will be complex, but with smartphone and tablets, simple app with profile for your airplane would do everything. Just put current conditions like temperature, pressure, dewpoint, runway length&slope, weight&balance, runway surface, and program would calculate V1 Vr, time, distance for takeoff, accelerate stop, etc.

nice job, only person I found who knows what they are talking about and how to explain it

27:33 I still time my approaches.

26:42 call me old school but I've always gravitate to government plates over Jep. chart.

Always great information, so much learned. Thank you!

Note- the pilots and flight attendants don’t get paid until the parking brake is released.

I don’t know about a man wearing a girls ring

I don’t know why the other channels make this so complicated. This is a very good, easy to understand. Thank you

what application do you use for all this simulation?

1:00:04 Good way to say where do you need to switch to VLOC. Also, I would say to make sure it's within 18NM for the LOC service volume. In the event the LOC has expanded SSV double check the distance and make sure it comes from the actual Localizer antenna "I-OTH". In this case, the distance is measured from the actual OTH but eyeballing the distance to the LOC antenna is withing 18NM

Suitable Rnav system Substitute DME and ADF 58:36

Bold method needs a new face

Interesting!

Awesome!

A few years late, but anyone watching this in 2024 and wondering about the final "H" symbol question. It is not what is said in chat. It indicates that fix, in this case CHSLY, had a published Hold, shown somewhere on the chart. You can see it clearly at 1:05:34

Does anyone know what app he used for the holds?

Terrific video!

Absolutely fantastic job done! Thank you!

Practically speaking who is initiating a climb without ATC clearance? This is why I hate some of these questions, they arent honestly practical.

*Wondering why not just starting the rotor blades to spin fast enough to catch the surroundimg air and make the engine run by itself afterwards without assisted compressed air introduction?* *Similar to how grinder or vacuum cleaner starts by using electric starter.*

Great video for IFR checkride

Just requested a contact approach on Vatsim. The guy had absolutely no idea what I was talking about and just ended up clearing me for the visual.

the 1 min /15-20 min brief

Thank you so much for your presentation, as a new pilot I am struggling with landings and trying to comprehend what the problem is has been difficult. After watching your video I have gained a new perspective which involves not being relaxed and holding the yolk incredibly tight reduces my ability to correctly enter ground effect and transition from round out to flare I believe you nailed it with the reflection upon how a very tense pilot does not have the relaxed demeanor to finesse the controls as opposed to a rigid grip which inflicts the slightest thump from turbulence straight into the controls I'm landing at a airport notorious for turbulence due to trees on one end and a bluff on the other end and therefore it is critical I learned to finesse and isolate the yolk from movements translated from turbulence straight into my rigid grip onto the yolk. I hope I'm right I'm desperate but thank you so much for such a well thought out presentation You're awesome!

Best videos out there, these helped me get my IFR certificate. Thanks!

The wings should be able to handle more Gs when the airplane is lighter because one G at 1900lbs is less force than one G at 2300lbs, correct? So am I correct to say that this theory is simplified to assume that the value of one G is the same amount of force whether you are at 1900lbs or 2300lbs?

"The receiving checklist is completed sir" ...Sir? LMFAO