Відео

You are very welcome! I’m glad it was helpful!!

I’m so glad this was helpful! Thanks for leaving the comment!!

Ouch! Excellent attitude! Thanks for the comment!

Thank you for the compliment! I’m glad you are finding the videos helpful!!

You are very welcome! I’m glad you aren’t angry any more.

Dang. Sorry to hear that. It has happened to many of us. Thanks for sharing!!

You are very welcome! Thank you for the comment!!

Thanks for the comment and the question. For the purposes of flight planning, the answer is “Yes. The answer is 0.2”. My question back to you would be, “how accurate is your instructor expecting you to be?” The reason I ask is because if you look at the FAA documentation, they list the standard lapse rate at 2C per 1000 feet. However, if you look at the ISA documentation they list the lapse rate at 6.5C per 1000 meters. That actually works out to be about 1.98C per 1000ft. So, if your instructor is looking for a more accurate number, then you either need to convert the PA to meters and use 6.5C or use 1.98C with feet. The first results in 0.33912. The second results in 0.348. I hope this is helpful without being too confusing. Thanks again for the comment and question.

@@ScottKoonCFI no not too confusing lol. But the assignment did list the 2c per 1000ffeet stipulation however he was not looking for accuracy but more of just to use a Density Altitude Chart but at the time i was not 100% sure how to read one, but formulas are plug and play so i used that instead. but thanks to your video i am getting better at it.

@ryanhernandez9995 Glad it was helpful!! Best of luck!!

Thank you for the compliment and the question. It is a very interesting question. I’ll start by saying that I don’t know the answer, and a quick internet search didn’t provide any definitive guidance. Having said that, the airspace above FL6000 is class E. So, I suppose if you had an aircraft capable of that type of performance, you could request/create an IFR flight plan to get you through the Class A airspace and then cancel IFR once you are above Class A. Then again, at those altitudes, the separation rules are increased because you are sharing the sky with supersonic and military aircraft. Section 4-5-X of FAA Order JO 7110.65AA - the order that prescribes air traffic control procedures and phraseology for use by personnel providing air traffic control services - notes that when IFR, at or below FL410 2000ft of separation is required. This follows the hemispheric rule we are all familiar with. Above FL410 4000ft is required and both directions (easterly or westerly) use odd cardinal flight levels. Separation is provided by starting at a different base altitude. And above FL600 5000ft is required. So, I suspect at those altitudes even “VFR” would be different. The table 4-5-1 is an interesting read, but doesn’t specifically address VFR. So, thanks again and I’ll throw the question out to the group. Does anyone know the answer? Anyone with experience flying above FL6000 that can help?

Thanks. I’ve found it to be tremendously helpful. And, I often refer back to it-both as a pilot and as a CFI. I love Hoover’s channel, too. Lot’s of really good information!

Thanks for the comment. Can you describe more about where you are confused? Thanks.

Thanks for commenting, but I’m not quite sure what you mean?

Thanks for sharing. Definitely a bit more than $100.00 per hour.

Excellent points! I’ve been considering putting together about hangar flying, I’ll definitely add that to the list. Thanks for the comment!

You are very welcome! Thanks for the subscription!

Excellent! I’m glad it was helpful!

wow that's a great idea thanks

Excellent! Preparing that way will definitely serve you well! It definitely forces you to understand the materials better! Thanks for sharing!

Agreed!

Agreed. The article didn’t say how they came up with the numbers-whether they were from a specific area, a national average, or what. I used them as an example, because they are generally trustworthy, and it was one of the few references I could find that seemed to use consistent numbers for their estimates. Thanks for the comment!

They are all bogus numbers to attract customers.

Agreed - Here in SoCal the cheapest is more around $160/wet and $85/CFI - I just finised PPL and I ended up 100hrs and $30k

Wow. Thanks for sharing. That is definitely a bit more than $100.00 per hour...

Also another option! Thanks for commenting!

@@ScottKoonCFI Thank you for your videos! I’m almost to my glider check ride and I passed my written with a high score. Your videos have been a huge help!

@@excellenceinanimation960 Excellent! Glad my videos have been helpful! Best of luck on the rest of your training!!

Thank you for the comment!

Good question. There are parts you can create 24 hours in advance-mapping the basic route, measuring distances, figuring out true course, etc. However, for the performance calculations, I would recommend doing that part of the Nav Log as close to departure as you can. The weather can change a lot in 24 hours. Depending on how much things changed, 24 hour old winds and temps aloft could be quite different. I hope this helps.

Yes! The smile means it’s easy!! Thanks for the comment!!

You are very welcome! Thanks for the comment!

Best of luck! You’ve got this! Let us know how well you did!

You are very welcome! Thank you so much for the compliment!

Thank you!

Glad the video was helpful! Thank you for the comment!!

You are very welcome! Thank you for the comment!

CONGRATULATIONS! That is fantastic. I’m glad I could help. You ROCK!!!

Thanks for the question. The Nav log is used for flights from one airport to another. It is used to plot and track your course, determine how much time the trip will take, and calculate how much fuel you will need. During training, you should be creating a Navigation Log (paper or electronic) for every cross country flight during your private pilot training. You’ll also be using them for Instrument and Commercial training. Certificated pilots often use EFBs or their GPS to make the calculations, but they should still be concerned about determining how long the flight will take and if they have enough fuel or will need to make a stop. Performance calculations such as take-off/landing distance, weight and balance should be done for every flight. Time/distance/fuel to climb should also be used if you are worried about obstacle clearance. I’m not sure what you mean by “used for private pilot license like an hours log book”. So, I hope the information I provided helps answer your questions. If it didn’t please let me know. Thanks!

Thank you so much for the comment! I’m glad it was helpful!

You are very welcome! Thanks for the comment!

Glad it was helpful. Best of luck on your check ride! Thanks for the comment.

You are very welcome. I’m glad it was helpful. Thank you for the comment!

Very good summary! Thank you for sharing!

I hope not, too. There is definitely an issue getting them scheduled. And, with the weather in Minnesota this winter and spring we’ve also had a fair number of scheduled check rides get canceled. I have been speaking to our local FSDO. They are aware and have been supportive, but this appears to be a nation-wide issue. I wish you the best of luck and a speedy check ride!

I hope so too, it’s been a long 3 years of on and off flying to get to this point.

Thanks for the comment. It sounds like you’ve had a bad check ride experience. If that’s true, I’m sorry to hear that. Do you and your CFI have a plan on how to move forward?

I had an examiner that would fail student on purpose just to for him to earn extra money. Until FSDO finally caught up with him and took his privilege. I was wondering if he fail me for that reason because he fail me for something that wasn’t on the PTS

@Advent2k2 Wow. Very sorry to hear that. I’m glad the FSDO stepped in and stopped it, but that still leaves you (and the others) in a bad place. Did you retake and pass your check ride?

You are very welcome! Thank you!

Thank you so much for the comment! I’m glad this was helpful, and that it provided some relief. I hope some of my other videos are helpful, too! Best of luck as you work toward your Certificate!!

Thanks for the comment!

Thanks again!!

Thank you!

I’m so glad you enjoy the videos! Hopefully more folks will find them, too! Thanks for the comment!

You are very welcome! Thank you!

Thank you! Glad it was helpful!

Thanks! Glad you liked this!

Thanks for the question. If you’ve asked a lot of people and didn’t get a good answer, I’m not sure I’ll be able to do better, but I’ll try. True Altitude is the height above Mean Sea Level. Non-ISA temperatures or non-standard pressures don’t affect True Altitude. This altitude is used for determining relative elevation for things like obstacle clearance. For example, my home airport is 1,317 ft above MSL (True Altitude) today and will be for the foreseeable future regardless of the air pressure or temperature. I know there are some calculations concerning temperature and True Altitude, but I’ll get to those in a minute. Density Altitude is Pressure Altitude corrected for non-standard temperature (and humidity). This is a calculated value based upon comparison to ISA. This value is used for performance calculations, not obstacle avoidance. Unlike True Altitude, this value will change as the weather changes. Where this gets confusing is when you also consider Indicated Altitude. Indicated Altitude is what is shown on your altimeter. Altimeters are calibrated using standard atmospheric conditions, but are also influenced by pressure and temperature. We can correct for non-standard pressure using the altimeter setting, but there is no real way to recalibrate the internals for non-standard temperature. The equation for True Altitude-Indicated Altitude + (ISA Deviation × 4/1000 × Indicated Altitude)-is not to *calculate* True Altitude, but rather to *correct* Indicated Altitude so that it more closely approximates True Altitude. I hope this helps.

@@ScottKoonCFI Thanks Scott,you are an expert.Only you solved my problem.You are the best aviation youtuber.

I’m so glad that was helpful! Thanks for the comment and the question!

I’ll take a look at it! Thanks!

Thanks for the comment! Glad it was helpful!