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is this microsoft sim?

Great video. For fun I put this flight plan into ForeFlight and ran a briefing. Especially for VOR’s I want to make sure they are working and/or usable. For the planned flight the EMI VOR has a host of unusable sectors, however the planned flight will work (barely). The same cannot be said for the CFB VOR which is currently in an unmonitored state (NOT MNT) meaning it MIGHT work, but you cannot plan on it working. It’s unfortunate that VOR’s routinely cannot be used for navigation.

balloons are stupid

What would a Cessna pilot do if he doesn't have the G1000 ? How to bear with all the altitude and speed restrictions while flying the airplane ?

Great video and it's all basically the same on my setup with dual G5's and GFC500. The dig on Signature was the icing on the cake lol

What's new is old and what is old is new, yawn.

Can you fwd slip with 30° of flaps?

Very well explained.

Starting to think the creator of the channel is a UVU alumni or trained out of KPVU.

Pretty sure your statement at 5:28 is incorrect. There's no legal reason why pilots operating under part 91 can't attempt an approach with the reported visibility less than the minimum. You're barred from descending below MDA/DA or landing if the *flight* visibility is less than the minimum.

i did it on an airplane game

Setting visual ques is brilliant. My first instructor was an 80 year old guy and this is how we taught me. My 2nd instructor had his own way of teaching pattern work and landings and i got really thrown off and confused. Of course, he quit for another job and i was assigned a 3rd instructor, with a different method which pretty much said not to expect any procedure for pattern work as the conditions will always be different at every pattern. But my first instructor's teaching stayed in my head and when i started flying myself, i always flew that way. This instructional video was great and sort of emphasized the important of visual cues while flying. At the end of the day this is VRF and use the V as much as you can for flying a perfect pattern. Of course when you fly IFR, you have to forget all of this and bob your head inside and fly with the instruments. It is almost like learning to fly all over again :) Thank you for posting this.

It sure is different today with the capabilites of GPS. Dual VORs, glideslope, marker beacons and ADF was luxury to me. NDB approaches were another kind of challenge considering the effect of a crosswind. Who remembers "double the angle off the bow"? Area navigation in our heads!

Great presentation. Thanks

Wish you covered at what FPM the descent should be made

This is the airport that I instruct out of. You forgot to brief the notams. Answer the question 1 is no, because there’s an FDC NOTAM changing the climb gradient to 445 Ft/nm. 2) correct 3) incorrect because again per that notam we are to delete “and hold” from all of the departure route descriptions. If you lose communication, it’s not a short range thing anymore you just continue or start an approach. No hold. 4) this question is not applicable because there is no hold per the aforementioned NOTAM.

I would have gotten them all but, for the first question, I said yes, because we could make the climb gradient *for that runway* (the upper left answer). I don't understand why the upper right answer was correct because it only mentioned one climb gradient when the procedure specified multiple gradients, depending on the runway.

I got the first one wrong because I was calculating for a 600 FPM climb, thinking the plane probably isn't going to get POH performance :)

Got all but the last question correct. I've actually never heard of the triple correction. I'll never forget it though. Thanks a lot! More of these please!

Thank god. Odp are hard to get

80/260 for the win, Baby! No worrying about exact headings, no timing, no muss, no fuss... Simply turn 80° followed by an immediate opposite direction turn for 260° and *BOOM* on course and tracking... 4:25 Hahaha... Should have waited another 45 seconds to type all that...

This is apparently advanced training and not a BS session in the hangar. As such, please pay attention to AIM 4-2 and use proper number phraseology.

oooo...scary...a stall....what will I do? Next, the FAA may even require spins during the checkrides.

Entries into the hold was the only one missed, entries give me a hard time.

As always... love your vids, but your first question has 2 right answers. The "700 is greater than the 380'nm" is also true. At 95ks, you need to climb aprox 580'min. (depending on actual ground speed) Leaving that feet/min tag off doesn't change the answer. either way.... it's good to keep things sharp.

Towards the end of the video you talk about requiring to vors to identify zbat, can a wass capable gps be used to id this intersection ?

do you remember the parasitic drag curve that you study for the private written and flight test? at low speed you are using just a fraction of your available parasitic drag. if you ever see the rate of decent you achieve with a nose low attitude to reach a speed of around 90 kts you will see immediately that you are going to land and stop far shorter even with the extra speed you built up on final. this may not be as effective with a faster low wing aircraft but in a single engine cessna or other high wing trainer you are far better off to use the higher speed because it will bleed off very quickly if you hold those aileron/rudder inputs in the roundout and flare. try it a few times and you will never slip with that high pitch/low speed attitude again. you don't want to risk stall/spin with those rudders deflected at low speed close to the ground anyway.

you absolutely hold the centerline with aileron and the ONLY function of the rudder is to keep the longitudinal axis of the fuselage aligned with the runway. you have it totally backwards and have no business claiming to teach proper xwind landings. you would ground loop if you tried to land a taildragger in a decent xwind without a doubt. you should never teach a student to crab on final either, they should use this as an opportunity to get comfortable with using the correct amount of aileron to stay on centerline with the changing wind all the way to touchdown along with the amount of rudder needed to keep the aircraft alighned with the runway as you are adjusting the ailerons. you also don't address the importance of knowing which way the aircraft is going to drift once it touches down because i don't really think you know the answer to that important question. it is going to drift to the left side in a left xwind and almost every pilot forgets about aileron input right after touchdown and steers the aileron like they would steer their car which is the exact opposite as the needed input of steering aileron the same direction as it is drifting. also the ailerons are far more powerful than the rudder for controlling drift after touchdown. this is why almost every groundloop happens especially in taildraggers. when the airplane drifts left after touchdown the pilot steers right without even realizing it and full right rudder and right brake won't overcome the force of the incorrect aileron input and it goes out of control off the left side of the runway. also the airplane in the beginning of the video has the nose slightly pointed away from the left xwind which requires even more left aileron to hold the centerline. every degree your nose is pointed into the wind results in less aileron required to hold centerline.

Very interesting ! Easy for an novice to follow.

usually turn heading first then activate vector to final then click apr mode in a matter of seconds while being vectored

Great video as always! You do a great job of keeping things simple and giving clear explanations.

My CFI is working on his CFII and is having me practice VOR nav along with GPS. I really like the idea of radio waypoints as a "just in case" and it sorta feels like flying in the "olden days." Also, I'm doubtful with today's prices i'll be able to afford a plane kitted-out with that magenta line; VORs allows for extended use of thousands of old (but still viable) planes. If only the Gov't would stop retiring these stations!!

Nice to put a face with the voice. Thank you for all that you do.

What simulator website or app do you use? I am having a hard time with not getting fixated so id like to work on my scan. Any tips or apps that can help me practice?

Very well done but for complete noob navigation boobs like me, I got lost real fast. Sigh.

With the GPS spoofing and other threats by our enemy, it is shortsighted to decommission legacy navigation aids. In a pinch you can even use AM broadcast stations on the ADF if you’re not near an NDB.

I wish you kept the video until landing. I felt like I watched the whole course but then it was cut short because you didn’t show the landing.

I'm confused on how pressure altitude and density altitude aren't directly related. How could a given volume of air at a certain altitude retain the same pressure over a range of temperatures? Isn't the performance of the aircraft dependent only upon the pressure, and thus the factors of altitude and temperature affect the performance of the aircraft only insofar as they affect the air pressure? So wouldn't a deviation from standard temperature already be accounted for in the pressure itself, given that the pressure is as it is in part _because_ of the temperature?

Thank you for these!

At 6:22, the HSI doesn't match the plane. To intercept radial 270, the plane turns left (counter-clockwise), therefore the heading actually _decreases,_ i.e. 135 down to 0 (same as 360), then 360 down to 315. However, the HSI incorrectly shows the heading _increasing_ (135 up to 315). Note the moment when the plane is heading east (parallel to radial 90), the HSI says the heading is 180. I use flight simulators casually, so I hope this is clear enough.

After a 23 year hiatus since obtaining my instrument rating I got the itch to get back into aviation, not that it ever really went away. Even if just MS Flight Sim for now. I just barely missed the Garmin revolution. At that time Parks College had an early Bendix King KLN 89B in one of our Mooney's, and I did fly an early GPS approach in actual IMC with it down to Sikeston, MO with my friend/instructor. The minimums were on par with a VOR approach. We had to declare missed and divert to Cape in favor of the ILS. Best attempted $100 hamburger ever!! But, for the most part the flight planning then was sticking to airways and radio navaids. So it was a shock to fire up the cheap version of flight sim, only to discover the 152 was the lone aircraft with classic Bendix avionics and steam guages, that I knew how to fly. Albeit it was extremely satisfying to pop out at 200ft AGL on the glideslope with the rabbits in sight, even if virtually!! Now a few months later, and an intuitively steep learning curve the G1000 and 3000 are truly amazing, the situational awareness and safety they provide is astounding. Building a gaming PC for flight sim, best decision ever. Now its time to teach my eight year old how to fly, virtually...for now.

Maybe I'm just a big ole nerd but, I happen to LOVE flying VOR to VOR. Like, ..... A LOT - LOL

35:07 Subtraction (i.e. 100% - 50% = 50%) gives a very rough approximation, but instead trigonometry is required for accuracy. Cos(30°) = .866 = 86.6%. Therefore the headwind component is 5.2 knots, not 3 knots. An alternate method is to use the complimentary angle, when switching between crosswind and headwind components. Using the table, 30° crosswind corresponds to 60° headwind. In this case, our best option is ">60°=mostly [headwind]". This yields a headwind component of nearly 6 knots, which is closer to the correct answer of 5.2 knots.

Point-to-point as the Navy calls it, fix-to-fix as the Air Force does. If you have dme with the VORs, you can get from the airport to BELTS. No GPS required.

VOR at my main city airport is under threat of being stopped as its old tech and gps is the norm.

I love VOR navigation. Super fun.

Binghamton VOR (CFB) is 11(ONE) 2.2, vs. audio statement of 12(TWO)2.2; @ 3:40 within the video.

When I learned to fly and got my IFR rating, Victor airways were our only options, unless you were rich and had an RNAV. :) ALL of our IFR flying was on airways. If we were lucky, we would have TWO VOR receivers, so we could triangulate without switching back and forth. We are so spoiled nowadays...

My plane only has VORs, no GPS. I might be upgrading to a /I soon, so I can program a waypoint by a radial/DME from a vortac. Re no GPS, just put “No GPS” in the remarks of the flight plan