1 00:00:10,953 --> 00:00:12,120 PHILIP GREENSPUN: All right. 2 00:00:12,120 --> 00:00:15,330 So I remembered something that a physicist told me 3 00:00:15,330 --> 00:00:19,500 about gyroscopic precession, which I want to share with you. 4 00:00:19,500 --> 00:00:22,530 He said, basically, angular momentum is always 5 00:00:22,530 --> 00:00:24,430 thought of as a vector. 6 00:00:24,430 --> 00:00:28,350 So if you have, for example, a helicopter rotor system, 7 00:00:28,350 --> 00:00:32,590 you curl your fingers in the direction of the rotation. 8 00:00:32,590 --> 00:00:36,600 And then, your thumb pointing up is 9 00:00:36,600 --> 00:00:39,840 the vector that represents the angular momentum. 10 00:00:39,840 --> 00:00:44,430 So if, for example, you push up at the back of the rotor disk, 11 00:00:44,430 --> 00:00:47,260 that's like a turn in this direction. 12 00:00:47,260 --> 00:00:50,760 So now you have a vector going this way, 13 00:00:50,760 --> 00:00:55,910 and the new angular momentum is some kind of sum of those two, 14 00:00:55,910 --> 00:00:58,860 so the sideways vector and the up vector, maybe a little bit 15 00:00:58,860 --> 00:01:00,150 like this. 16 00:01:00,150 --> 00:01:03,600 And the new rotation of the disk ends up looking this way. 17 00:01:03,600 --> 00:01:05,820 So that's the gyroscopic precession. 18 00:01:05,820 --> 00:01:09,300 The new arc looks like it's been pushed up 19 00:01:09,300 --> 00:01:13,450 from a point 90 degrees more advanced than the disk. 20 00:01:13,450 --> 00:01:15,100 So if you can remember that-- 21 00:01:15,100 --> 00:01:17,610 so I guess, for the airplane propeller, 22 00:01:17,610 --> 00:01:20,970 let's say we could do-- it's rotating this way, clockwise. 23 00:01:25,110 --> 00:01:28,560 Rotating this way, so the vector is going out. 24 00:01:28,560 --> 00:01:38,710 If we push on the side, that's like rotating this direction, 25 00:01:38,710 --> 00:01:40,650 so it's up. 26 00:01:40,650 --> 00:01:44,970 So the sum is a little bit up like this 27 00:01:44,970 --> 00:01:48,820 as if it's been pushed from the bottom. 28 00:01:48,820 --> 00:01:51,612 Be glad you're not a physics major, I guess, 29 00:01:51,612 --> 00:01:54,790 if you don't like that. 30 00:01:54,790 --> 00:01:58,329 MIT used to require two years of physics. 31 00:01:58,329 --> 00:01:59,810 Uh-oh. 32 00:01:59,810 --> 00:02:02,458 The clicker is not working. 33 00:02:02,458 --> 00:02:04,790 Oh, maybe it is. 34 00:02:04,790 --> 00:02:06,210 "O ye of little faith." 35 00:02:06,210 --> 00:02:08,229 All right, flight planning-- 36 00:02:08,229 --> 00:02:09,930 so let's stick with the same challenge 37 00:02:09,930 --> 00:02:11,580 that we looked at before, which is 38 00:02:11,580 --> 00:02:14,820 getting to Bennington, Vermont. 39 00:02:14,820 --> 00:02:18,510 So you have a sectional chart and you can draw a line. 40 00:02:18,510 --> 00:02:21,368 I did this with SkyVector. 41 00:02:21,368 --> 00:02:23,160 I want to prove to you that it can be done. 42 00:02:25,710 --> 00:02:27,150 So we basically say, look, we want 43 00:02:27,150 --> 00:02:30,780 to go from Bedford, which is here. 44 00:02:30,780 --> 00:02:32,610 We put our ruler on the chart. 45 00:02:32,610 --> 00:02:37,720 It almost goes to Bennington over here. 46 00:02:37,720 --> 00:02:40,030 Do you see that Moore state on the chart? 47 00:02:40,030 --> 00:02:42,940 And you can see the ruler is good for about 48 00:02:42,940 --> 00:02:46,720 88 nautical miles, so it doesn't quite stretch to the 90, 49 00:02:46,720 --> 00:02:48,420 but it can be done. 50 00:02:48,420 --> 00:02:50,493 And you can also see this protractor here. 51 00:02:53,151 --> 00:02:56,930 We can get some idea if we kind of 52 00:02:56,930 --> 00:02:59,240 slide it up and down the line until we 53 00:02:59,240 --> 00:03:02,480 get a line of longitude. 54 00:03:02,480 --> 00:03:08,390 We can eventually see, OK, it's a true course of 28 something, 55 00:03:08,390 --> 00:03:10,590 it looks like. 56 00:03:10,590 --> 00:03:11,090 All right. 57 00:03:11,090 --> 00:03:13,790 We'll figure that out using electronic tools, 58 00:03:13,790 --> 00:03:16,080 but I just wanted to show you that it can be done. 59 00:03:16,080 --> 00:03:23,235 So the key is, here, you are making sure that the-- 60 00:03:23,235 --> 00:03:25,460 you know, you'll draw this out with a pencil 61 00:03:25,460 --> 00:03:27,180 and continue the line. 62 00:03:27,180 --> 00:03:29,240 And then, for the protractor part, 63 00:03:29,240 --> 00:03:33,950 you make sure you put it on one of these lines 64 00:03:33,950 --> 00:03:36,870 of constant latitude or longitude, 65 00:03:36,870 --> 00:03:39,710 which gives you an accurate reference 66 00:03:39,710 --> 00:03:44,720 to true east-west or true north-south. 67 00:03:44,720 --> 00:03:49,190 So the tools-- as you just saw, the classical tools for this 68 00:03:49,190 --> 00:03:51,800 are the New York sectional chart, which I brought, 69 00:03:51,800 --> 00:03:56,420 that plotter, essentially the ruler and protractor combined, 70 00:03:56,420 --> 00:04:01,390 the E6B calculator which we played around with a little bit 71 00:04:01,390 --> 00:04:02,050 yesterday. 72 00:04:04,780 --> 00:04:07,180 What's the plan for our plan though? 73 00:04:07,180 --> 00:04:12,850 We want to make sure that we're going to find an altitude that 74 00:04:12,850 --> 00:04:17,230 doesn't interfere with terrain or with which terrain 75 00:04:17,230 --> 00:04:18,245 won't interfere. 76 00:04:18,245 --> 00:04:21,070 We want to make sure that we're not 77 00:04:21,070 --> 00:04:23,980 going through restricted airspace that's active. 78 00:04:23,980 --> 00:04:28,840 Or if we are going through a Class Charlie airspace or Class 79 00:04:28,840 --> 00:04:31,510 Bravo airspace that we're aware of that in advance 80 00:04:31,510 --> 00:04:34,210 so we can make sure to be in contact with air traffic 81 00:04:34,210 --> 00:04:35,520 control. 82 00:04:35,520 --> 00:04:39,310 A lot of cross-country flights, basically all of mine, 83 00:04:39,310 --> 00:04:40,840 I call up air traffic control anyway 84 00:04:40,840 --> 00:04:42,550 and request VFR advisories. 85 00:04:42,550 --> 00:04:43,690 It's an optional service. 86 00:04:43,690 --> 00:04:48,960 But that way, you're pretty unlikely to blunder 87 00:04:48,960 --> 00:04:50,630 into airspace that you shouldn't be in. 88 00:04:53,530 --> 00:04:54,590 We're going to check-- 89 00:04:54,590 --> 00:04:57,750 and actually, that reminds me of something, a comment. 90 00:04:57,750 --> 00:05:00,210 You know, this ground school stuff, 91 00:05:00,210 --> 00:05:02,850 I think it turns some people off of flying, per se. 92 00:05:02,850 --> 00:05:04,892 The people who are really interested in the stick 93 00:05:04,892 --> 00:05:06,810 and rudder stuff, they say, you know, god, 94 00:05:06,810 --> 00:05:08,520 I don't want to learn about all that airspace. 95 00:05:08,520 --> 00:05:11,020 I don't want to deal with all those air traffic controllers. 96 00:05:11,020 --> 00:05:12,420 I just want to fly. 97 00:05:12,420 --> 00:05:16,650 That kind of flying is hard to do at Hanscom Field, which 98 00:05:16,650 --> 00:05:20,490 is the ninth busiest airport in the northeast after airports 99 00:05:20,490 --> 00:05:24,020 such as Logan and LaGuardia and JFK, 100 00:05:24,020 --> 00:05:26,450 but it's very easy to do in a lot of parts of the country. 101 00:05:26,450 --> 00:05:30,680 You know, if you're out west, most airports-- 102 00:05:30,680 --> 00:05:32,670 you have thousands of airports in the US 103 00:05:32,670 --> 00:05:34,200 that don't have control towers, that 104 00:05:34,200 --> 00:05:37,890 don't have any traffic, that are surrounded by Class G airspace. 105 00:05:37,890 --> 00:05:39,270 You do whatever you want. 106 00:05:39,270 --> 00:05:40,530 So that kind of flying exists. 107 00:05:40,530 --> 00:05:43,110 To get to private, the FA wants to make sure 108 00:05:43,110 --> 00:05:48,000 that you've at least learned this stuff so, if you become 109 00:05:48,000 --> 00:05:52,110 that kind of a backwoods pilot, that you don't blunder 110 00:05:52,110 --> 00:05:55,830 into JFK Class Bravo airspace. 111 00:05:55,830 --> 00:05:58,570 But that kind of fun flying does exist. 112 00:05:58,570 --> 00:06:00,230 The other thing I wanted to say is, 113 00:06:00,230 --> 00:06:02,640 in all kinds of flying education, 114 00:06:02,640 --> 00:06:04,410 there's an emphasis on the hazardous. 115 00:06:06,990 --> 00:06:09,863 You saw some of that, I think, yesterday with Mark. 116 00:06:09,863 --> 00:06:11,280 He talked-- you've got to do this. 117 00:06:11,280 --> 00:06:12,760 You've got to scan for this because you don't want 118 00:06:12,760 --> 00:06:14,370 to have a midair collision. 119 00:06:14,370 --> 00:06:17,190 Midair collisions or 1% of accidents 120 00:06:17,190 --> 00:06:18,960 last year according to the Nall Report. 121 00:06:18,960 --> 00:06:21,150 If you're interested in these statistics, 122 00:06:21,150 --> 00:06:25,200 the AOPA Safety Foundation ASF, or Air Safety Institute, 123 00:06:25,200 --> 00:06:29,888 I guess, they have this thing called a Nall Report, N-A-L-L. 124 00:06:29,888 --> 00:06:32,430 Every year, they analyze all the kinds of accidents that have 125 00:06:32,430 --> 00:06:33,180 occurred. 126 00:06:33,180 --> 00:06:36,510 But midair collisions are exceptionally rare, 127 00:06:36,510 --> 00:06:42,000 like I said, 1% of accidents, maybe 3% of fatal accidents. 128 00:06:42,000 --> 00:06:45,482 So flying tends to be pretty forgiving. 129 00:06:45,482 --> 00:06:47,190 Usually, most people who have an accident 130 00:06:47,190 --> 00:06:48,570 have made three or four mistakes. 131 00:06:48,570 --> 00:06:52,470 It's not like one little mistake is going to generally get you 132 00:06:52,470 --> 00:06:53,110 into trouble. 133 00:06:53,110 --> 00:06:55,680 So I don't want people to think that it's 134 00:06:55,680 --> 00:06:59,280 all bureaucracy and regulations all the time 135 00:06:59,280 --> 00:07:03,000 when you're up in the air, or that, at any moment, 136 00:07:03,000 --> 00:07:05,290 the airplane could suddenly stall and spin, 137 00:07:05,290 --> 00:07:06,880 that kind of stuff. 138 00:07:06,880 --> 00:07:08,585 It's just extremely rare. 139 00:07:08,585 --> 00:07:09,960 If you're flying a Cirrus, you're 140 00:07:09,960 --> 00:07:13,950 nowhere near the stall in any phase of flight 141 00:07:13,950 --> 00:07:18,120 as long as you're doing things more or less by the book. 142 00:07:18,120 --> 00:07:19,800 OK. 143 00:07:19,800 --> 00:07:24,810 So anyway, this is our plan, and we'll follow this kind of step 144 00:07:24,810 --> 00:07:27,400 by step. 145 00:07:27,400 --> 00:07:28,020 OK. 146 00:07:28,020 --> 00:07:30,060 So if we look at the sectional chart, 147 00:07:30,060 --> 00:07:33,330 we can see that there's these-- 148 00:07:37,290 --> 00:07:38,910 see that 41? 149 00:07:38,910 --> 00:07:40,973 That tells you that, if you're at 4,100 feet, 150 00:07:40,973 --> 00:07:43,140 you have a little bit of clearance from the terrain, 151 00:07:43,140 --> 00:07:44,682 not enough for flying on instruments, 152 00:07:44,682 --> 00:07:47,970 but enough for flying visually. 153 00:07:47,970 --> 00:07:51,630 We can also see the only real airspace 154 00:07:51,630 --> 00:07:54,990 that's on our route is the Class Bravo airspace itself, 155 00:07:54,990 --> 00:07:59,430 and that goes from 4,000 feet up to 7,000 feet over top 156 00:07:59,430 --> 00:08:00,360 of Hanscom Field. 157 00:08:00,360 --> 00:08:03,600 So as long as we're in contact with Hanscom tower 158 00:08:03,600 --> 00:08:06,910 and we're not climbing in some kind of fighter jet, 159 00:08:06,910 --> 00:08:11,700 we're going to be clear of Bravo airspace. 160 00:08:11,700 --> 00:08:16,380 And also, if we have a plane with a GPS VOR 161 00:08:16,380 --> 00:08:18,300 receiver combined and part of it fails, 162 00:08:18,300 --> 00:08:21,300 you can see there's all these VORs around here, including 163 00:08:21,300 --> 00:08:23,970 one very close to the airport that we're going to. 164 00:08:23,970 --> 00:08:28,770 So we're not going to get lost, even if we can't find Venus 165 00:08:28,770 --> 00:08:32,520 like Captain Sully, can't talk to air traffic control, 166 00:08:32,520 --> 00:08:37,440 and can't use our GPS, and can't look out the window. 167 00:08:37,440 --> 00:08:40,710 Actually, a lot of times, we send soloing students to Keene, 168 00:08:40,710 --> 00:08:44,720 New Hampshire because it's right next to Mount Monadnock. 169 00:08:44,720 --> 00:08:46,332 And we figure, well, they probably 170 00:08:46,332 --> 00:08:48,790 can't get lost if there's only one big mountain sticking up 171 00:08:48,790 --> 00:08:52,140 by itself right next to the airport. 172 00:08:52,140 --> 00:08:52,950 All right. 173 00:08:52,950 --> 00:08:54,600 It's always good to have a plan. 174 00:08:54,600 --> 00:08:57,660 What if you cross the mountains and the airport 175 00:08:57,660 --> 00:09:02,220 is hard to find, if the airport is covered in some fog, 176 00:09:02,220 --> 00:09:07,500 if somebody has driven a huge lawnmower 177 00:09:07,500 --> 00:09:10,740 onto the middle of the runway and gotten stuck, 178 00:09:10,740 --> 00:09:11,560 what do we do? 179 00:09:11,560 --> 00:09:14,020 So it's always good to have a backup plan. 180 00:09:14,020 --> 00:09:14,940 Here's Albany. 181 00:09:14,940 --> 00:09:18,820 Remember I told you that story about the Cirrus hero. 182 00:09:18,820 --> 00:09:25,010 So he wanted to go here, to Rensselaer, RPI, 183 00:09:25,010 --> 00:09:28,550 and here's the huge Albany airport with a wonderful FBO. 184 00:09:28,550 --> 00:09:33,140 It's very inexpensive, cheaper than Hanscom actually for fuel. 185 00:09:33,140 --> 00:09:35,870 And here's the airport that he was thinking about. 186 00:09:35,870 --> 00:09:38,580 See it says that it's a 2,700-foot runway, 187 00:09:38,580 --> 00:09:40,910 but due to the displaced thresholds, 188 00:09:40,910 --> 00:09:42,193 it's actually shorter. 189 00:09:42,193 --> 00:09:43,610 That doesn't have a control tower. 190 00:09:43,610 --> 00:09:47,360 That C means it's a common traffic advisory frequency. 191 00:09:47,360 --> 00:09:49,730 Albany, of course, is a Class Charlie airport, 192 00:09:49,730 --> 00:09:52,490 so it has all kinds of great services. 193 00:09:52,490 --> 00:09:56,790 Anyway, so for our alternate, if things aren't going well, 194 00:09:56,790 --> 00:09:59,600 I want to be drinking free coffee at the FBO 195 00:09:59,600 --> 00:10:03,440 and borrowing the crew car and going to a nearby restaurant, 196 00:10:03,440 --> 00:10:07,880 not standing out there in the wind, 197 00:10:07,880 --> 00:10:12,200 wondering why nobody's at the Rensselaer County Airport. 198 00:10:12,200 --> 00:10:14,580 OK, so we found an alternate airport, 199 00:10:14,580 --> 00:10:19,880 not required unless you're IFR, but always good to think about. 200 00:10:19,880 --> 00:10:23,720 Another reasonable alternate for Bennington 201 00:10:23,720 --> 00:10:26,240 would be just to make a U-turn and go back to Hanscom 202 00:10:26,240 --> 00:10:27,870 because it's not really all that far. 203 00:10:27,870 --> 00:10:28,370 All right. 204 00:10:28,370 --> 00:10:31,640 We can look at the chart supplement for Bedford 205 00:10:31,640 --> 00:10:33,470 if that's not our home airport. 206 00:10:33,470 --> 00:10:36,170 Remember, this gives all the information about radio 207 00:10:36,170 --> 00:10:37,940 frequencies and runways. 208 00:10:37,940 --> 00:10:40,490 Similarly for Bennington, Vermont, 209 00:10:40,490 --> 00:10:44,930 we can see it's a 3,700-foot runway. 210 00:10:44,930 --> 00:10:46,610 Not too much else that's interesting 211 00:10:46,610 --> 00:10:48,560 here except, if it's going to be nighttime, 212 00:10:48,560 --> 00:10:50,600 it says the lights won't be on. 213 00:10:50,600 --> 00:10:53,330 We should activate the medium intensity runway 214 00:10:53,330 --> 00:10:56,070 lights on the CTAF frequency. 215 00:10:56,070 --> 00:10:58,700 So if we click the microphone five times, 216 00:10:58,700 --> 00:11:01,000 all the airport lights will come on. 217 00:11:01,000 --> 00:11:02,820 That'll be nice. 218 00:11:02,820 --> 00:11:05,500 Otherwise, not too exciting. 219 00:11:08,320 --> 00:11:11,230 Looks like this runway is slightly sloped. 220 00:11:11,230 --> 00:11:12,940 That's one thing about Vermont. 221 00:11:12,940 --> 00:11:15,490 See it says 0.9% slope up, so that's 222 00:11:15,490 --> 00:11:19,975 going to have a slight effect on our performance. 223 00:11:22,590 --> 00:11:23,450 OK. 224 00:11:23,450 --> 00:11:29,150 So in the old days, we would just call this 1-800 number 225 00:11:29,150 --> 00:11:31,490 and get our weather briefing. 226 00:11:31,490 --> 00:11:33,650 Or if we were en route, we might call-- 227 00:11:33,650 --> 00:11:38,290 you can see Bridgeport radio is available here on the VOR. 228 00:11:38,290 --> 00:11:43,190 The VOR for Providence indicates that, if you 229 00:11:43,190 --> 00:11:46,910 want to talk to Bridgeport radio, you call them on 122.6, 230 00:11:46,910 --> 00:11:50,960 so we can also talk to Bridgeport radio. 231 00:11:50,960 --> 00:11:52,940 Although, if we're going to do a flight plan, 232 00:11:52,940 --> 00:11:56,045 we want to get most of our stuff done beforehand. 233 00:11:56,045 --> 00:11:57,170 We can look at our AIRMETs. 234 00:11:57,170 --> 00:11:58,690 This is an older slide. 235 00:11:58,690 --> 00:12:01,160 This is not current data, but at least, at some time, 236 00:12:01,160 --> 00:12:04,970 there was an AIRMET for IFR and Mountain Obscuration. 237 00:12:04,970 --> 00:12:07,850 So in that case, we might consider deferring our flight. 238 00:12:11,300 --> 00:12:16,880 There was also AIRMET Tango for turbulence. 239 00:12:16,880 --> 00:12:17,810 So look at this. 240 00:12:17,810 --> 00:12:20,710 Is it time to freak out? 241 00:12:20,710 --> 00:12:22,400 Well, it says moderate turbulence. 242 00:12:22,400 --> 00:12:24,410 They used to always say occasional moderate. 243 00:12:24,410 --> 00:12:27,520 Now they don't put the occasional in there. 244 00:12:27,520 --> 00:12:32,920 But really, that means there may be turbulence below 8,000 feet. 245 00:12:32,920 --> 00:12:35,110 Usually, once you get about through half 246 00:12:35,110 --> 00:12:37,880 of the turbulence forecast altitude, 247 00:12:37,880 --> 00:12:39,520 it smooths out considerably. 248 00:12:39,520 --> 00:12:42,160 So if it says, as I mentioned yesterday, 249 00:12:42,160 --> 00:12:44,640 the turbulence forecast goes up into the flight levels, 250 00:12:44,640 --> 00:12:46,100 it's a pretty ugly day. 251 00:12:46,100 --> 00:12:47,620 If it goes up to 8,000 feet, that's 252 00:12:47,620 --> 00:12:51,250 kind of a standard slightly windy New England day. 253 00:12:51,250 --> 00:12:53,140 All right. 254 00:12:53,140 --> 00:12:55,540 And you know, you might get a few bumps climbing up 255 00:12:55,540 --> 00:12:57,820 to 4,000 or 5,000. 256 00:12:57,820 --> 00:12:59,970 METARs-- you get this list of METARs. 257 00:12:59,970 --> 00:13:04,390 So as I said yesterday, once you get used to reading these, 258 00:13:04,390 --> 00:13:05,530 this is actually-- 259 00:13:05,530 --> 00:13:06,610 I prefer this format. 260 00:13:06,610 --> 00:13:08,110 It's very compact. 261 00:13:08,110 --> 00:13:10,480 You can just zip down. 262 00:13:10,480 --> 00:13:13,690 We can just assume these are along our route of flight 263 00:13:13,690 --> 00:13:15,430 if we get them in our briefing format. 264 00:13:15,430 --> 00:13:19,120 So we can see, oh, it's gusting 19 knots. 265 00:13:19,120 --> 00:13:20,560 It's a gusty day. 266 00:13:20,560 --> 00:13:24,520 When we get to Bennington, it's 300 at 5 knots, 267 00:13:24,520 --> 00:13:27,030 10 miles broken 7,000. 268 00:13:27,030 --> 00:13:28,462 That's pretty reasonable. 269 00:13:31,700 --> 00:13:34,490 Terminal forecasts-- you heard about that yesterday. 270 00:13:34,490 --> 00:13:40,100 But again, we get them from the briefer or the briefing format 271 00:13:40,100 --> 00:13:42,050 along our route of flight. 272 00:13:42,050 --> 00:13:46,547 Remember our goal is to maintain VFR weather minimums. 273 00:13:46,547 --> 00:13:48,380 Again, you can see how much more challenging 274 00:13:48,380 --> 00:13:49,520 this is than in a jet. 275 00:13:49,520 --> 00:13:52,260 If you were in a jet, you would say, 276 00:13:52,260 --> 00:13:55,280 well, I don't need to maintain VFR because I'll file IFR, 277 00:13:55,280 --> 00:13:57,410 and I don't need to remain clear of icing 278 00:13:57,410 --> 00:14:03,500 because I can turn on the icing unless it's incredibly severe. 279 00:14:03,500 --> 00:14:05,600 But you guys will have this challenge, 280 00:14:05,600 --> 00:14:09,440 at least until you decide that you want to get your instrument 281 00:14:09,440 --> 00:14:12,350 rating or you want to bring along a co-pilot who's 282 00:14:12,350 --> 00:14:13,820 instrument rated. 283 00:14:13,820 --> 00:14:16,840 Winds aloft is very important for this flight 284 00:14:16,840 --> 00:14:19,310 or for this flight planning task. 285 00:14:19,310 --> 00:14:23,580 We can see Boston. 286 00:14:23,580 --> 00:14:25,020 Albany winds might be the best. 287 00:14:25,020 --> 00:14:27,330 So the winds are coming from 330, more or less 288 00:14:27,330 --> 00:14:31,410 in our face at 28 knots. 289 00:14:31,410 --> 00:14:33,910 And the temperature outside is minus 10. 290 00:14:33,910 --> 00:14:37,290 So if it is cloudy, that means there's a risk of icing. 291 00:14:37,290 --> 00:14:40,320 So in a Piper Warrior or Cirrus, I 292 00:14:40,320 --> 00:14:43,500 wouldn't do this trip on this day 293 00:14:43,500 --> 00:14:45,420 unless I thought that I could remain clear 294 00:14:45,420 --> 00:14:47,880 of the clouds due to that-- 295 00:14:47,880 --> 00:14:51,090 you know, if you saw that, at 6,000 feet, it was above zero, 296 00:14:51,090 --> 00:14:52,850 that would be great. 297 00:14:52,850 --> 00:14:57,120 OK, relevant NOTAMs-- the VASI. 298 00:14:57,120 --> 00:14:58,630 See that on the bottom? 299 00:14:58,630 --> 00:15:02,980 The VASI at DDH is out of service. 300 00:15:02,980 --> 00:15:04,930 So that means we're not going to have 301 00:15:04,930 --> 00:15:10,350 our visual reference for the glide slope to the runway. 302 00:15:10,350 --> 00:15:12,750 If it's your home airport, that's not a big deal. 303 00:15:12,750 --> 00:15:15,420 If it's daytime at an unfamiliar airport, 304 00:15:15,420 --> 00:15:16,890 that's not a huge deal. 305 00:15:16,890 --> 00:15:19,680 Nighttime at an unfamiliar airport, 306 00:15:19,680 --> 00:15:21,630 that's kind of a problem. 307 00:15:21,630 --> 00:15:23,130 So you might consider, at nighttime, 308 00:15:23,130 --> 00:15:25,580 it's better to treat that like instrument flight. 309 00:15:25,580 --> 00:15:27,110 You might not want to go. 310 00:15:27,110 --> 00:15:32,310 Actually, in my airline days, we got to this airport at night. 311 00:15:32,310 --> 00:15:34,400 We were really delayed for a variety of reasons. 312 00:15:34,400 --> 00:15:38,160 But anyway, we get to this airport in Michigan at night, 313 00:15:38,160 --> 00:15:41,460 and I'm flying left traffic from the right seat, 314 00:15:41,460 --> 00:15:43,870 so I can't really see the airport that well, 315 00:15:43,870 --> 00:15:46,680 in this Canadair Regional Jet which I've just barely learned 316 00:15:46,680 --> 00:15:49,500 to fly, exclusively in the sim. 317 00:15:49,500 --> 00:15:51,230 The first flight in the real aircraft 318 00:15:51,230 --> 00:15:54,510 was with passengers in the back. 319 00:15:54,510 --> 00:15:56,678 And the runway's under construction, so 320 00:15:56,678 --> 00:15:59,220 the instrument landing system which gives you the glide slope 321 00:15:59,220 --> 00:16:02,190 reference, that's out of service because it would lead you 322 00:16:02,190 --> 00:16:04,290 to a part of the runway that's closed. 323 00:16:04,290 --> 00:16:06,710 And the VASI and PAPI that are normally there 324 00:16:06,710 --> 00:16:11,280 at this big airport in Saginaw or wherever it was, 325 00:16:11,280 --> 00:16:12,420 that's also out of service. 326 00:16:12,420 --> 00:16:14,820 So it's just a pure visual approach 327 00:16:14,820 --> 00:16:16,620 based on the configuration of the runway 328 00:16:16,620 --> 00:16:18,520 lights and the geometry and how it looks, 329 00:16:18,520 --> 00:16:22,380 just like you are flying a Cessna or a Piper in this jet. 330 00:16:22,380 --> 00:16:25,110 So we got on the ground, and like I said, 331 00:16:25,110 --> 00:16:26,850 I'm piloting from the right seat. 332 00:16:26,850 --> 00:16:29,550 I should, perhaps, have just turned it over to the captain 333 00:16:29,550 --> 00:16:32,280 and said this is a little beyond my skill level. 334 00:16:32,280 --> 00:16:34,910 But I wanted the practice, so I did it. 335 00:16:34,910 --> 00:16:36,750 And we turned off the runway, and nobody 336 00:16:36,750 --> 00:16:39,120 was more surprised than I when we were 337 00:16:39,120 --> 00:16:41,160 on the ramp, safe and sound. 338 00:16:41,160 --> 00:16:44,310 We got out of the airplane and this passenger was irate. 339 00:16:44,310 --> 00:16:45,990 He thought somehow it was my fault. 340 00:16:45,990 --> 00:16:49,050 He saw me having dinner with a friend at the terminal. 341 00:16:49,050 --> 00:16:51,260 He thought I was the reason for the delay, 342 00:16:51,260 --> 00:16:54,840 that the flight was held up for my dinner, and he was enraged. 343 00:16:54,840 --> 00:16:56,550 And I thought to myself, this guy 344 00:16:56,550 --> 00:17:00,030 has no idea how lucky he is to be alive with somebody like me 345 00:17:00,030 --> 00:17:03,370 at the controls with no visual references of any kind, 346 00:17:03,370 --> 00:17:06,089 the first time at that airport, going-- 347 00:17:06,089 --> 00:17:10,323 145 knots was the slowest speed that we were going at any time. 348 00:17:10,323 --> 00:17:10,990 AUDIENCE: Sorry. 349 00:17:10,990 --> 00:17:14,111 So a question on-- just the one VASI is out, right? 350 00:17:14,111 --> 00:17:16,508 So is there a circumstance, like if the winds were calm, 351 00:17:16,508 --> 00:17:19,050 you could say, OK, won't land on 31, I'll land the other way? 352 00:17:19,050 --> 00:17:20,520 PHILIP GREENSPUN: On the other runway? 353 00:17:20,520 --> 00:17:22,630 You don't want to land with a tailwind in general, 354 00:17:22,630 --> 00:17:23,819 and there may not be-- 355 00:17:23,819 --> 00:17:26,670 we could go back, but there may not 356 00:17:26,670 --> 00:17:28,050 be a VASI on the other side. 357 00:17:28,050 --> 00:17:28,790 AUDIENCE: Oh, OK. 358 00:17:28,790 --> 00:17:30,248 PHILIP GREENSPUN: Usually, airports 359 00:17:30,248 --> 00:17:33,450 have sort of one runway that they really love. 360 00:17:33,450 --> 00:17:35,550 Actually, that's interesting. 361 00:17:35,550 --> 00:17:37,320 First of all, they don't even have a VASI. 362 00:17:37,320 --> 00:17:39,300 They have a PAPI on both sides. 363 00:17:39,300 --> 00:17:41,940 So yeah, actually, that's a good example of decision making. 364 00:17:41,940 --> 00:17:44,610 If the wind's not too bad-- 365 00:17:44,610 --> 00:17:48,120 and actually, at nighttime, the wind usually quiets down. 366 00:17:48,120 --> 00:17:51,507 So yeah, perfect example of good decision making. 367 00:17:51,507 --> 00:17:52,590 Just use the other runway. 368 00:17:52,590 --> 00:17:54,630 Why not? 369 00:17:54,630 --> 00:17:55,382 All right. 370 00:17:55,382 --> 00:17:56,340 So we used the plotter. 371 00:17:56,340 --> 00:17:57,215 You saw some of that. 372 00:17:57,215 --> 00:18:01,440 We draw our line. 373 00:18:01,440 --> 00:18:04,020 You can see there we're referencing the plotter 374 00:18:04,020 --> 00:18:06,255 to true north and we get-- 375 00:18:06,255 --> 00:18:08,130 well, this is not for the Bennington example, 376 00:18:08,130 --> 00:18:08,780 unfortunately. 377 00:18:08,780 --> 00:18:13,650 We get a true course of 038 to some other airport. 378 00:18:13,650 --> 00:18:15,900 Here's what I did want to show you. 379 00:18:15,900 --> 00:18:21,080 You find some prominent landmarks along the route. 380 00:18:21,080 --> 00:18:24,480 We talked about that yesterday in the piloted section, 381 00:18:24,480 --> 00:18:28,960 so things you can identify from the air. 382 00:18:28,960 --> 00:18:32,430 You get your blank navigation log form. 383 00:18:32,430 --> 00:18:34,200 You pick an altitude. 384 00:18:34,200 --> 00:18:40,050 So this is one reason why midair collisions 385 00:18:40,050 --> 00:18:41,080 are exceedingly rare. 386 00:18:41,080 --> 00:18:44,880 If people are above 3,000 feet above the ground, 387 00:18:44,880 --> 00:18:47,610 higher than 3,000 feet above the ground, 388 00:18:47,610 --> 00:18:51,655 then you get up to your conventional cruising altitude. 389 00:18:51,655 --> 00:18:53,030 So if you're on instruments, it's 390 00:18:53,030 --> 00:18:55,170 going to be whole thousands. 391 00:18:55,170 --> 00:18:58,500 So you'll fly on instruments at 6,000, 8,000, 392 00:18:58,500 --> 00:19:03,270 for example, if you're on a westbound course. 393 00:19:03,270 --> 00:19:09,780 And you'll fly 5,000, 7,000, 9,000 if you're eastbound. 394 00:19:09,780 --> 00:19:11,870 And then just add 500 if you're VFR. 395 00:19:11,870 --> 00:19:17,130 So airplanes at low altitudes that are cruising 396 00:19:17,130 --> 00:19:21,160 are almost always separated by 500 feet. 397 00:19:21,160 --> 00:19:24,340 And therefore, the conflicts tend 398 00:19:24,340 --> 00:19:28,630 to occur very near airports, and the conflicts also 399 00:19:28,630 --> 00:19:29,410 tend to occur-- 400 00:19:29,410 --> 00:19:31,570 there's one exception to that rule. 401 00:19:31,570 --> 00:19:33,430 On days when there is a low cloud 402 00:19:33,430 --> 00:19:36,940 layer like at 3,000 feet, for example, 403 00:19:36,940 --> 00:19:38,830 or 2,500 feet and everybody who is 404 00:19:38,830 --> 00:19:41,200 VFR is trying to go under the clouds, 405 00:19:41,200 --> 00:19:43,970 that's when you might see other airplanes 406 00:19:43,970 --> 00:19:45,070 and have to be vigilant. 407 00:19:45,070 --> 00:19:46,862 But again, you can call air traffic control 408 00:19:46,862 --> 00:19:48,280 and ask for advisories. 409 00:19:48,280 --> 00:19:53,890 Or now, by January 1 of 2020, everybody 410 00:19:53,890 --> 00:19:57,230 will have a ADS-B so they have a box in there that's 411 00:19:57,230 --> 00:19:58,810 squawking at you. 412 00:19:58,810 --> 00:20:03,370 Let me tell you that, when you land at Burning Man, 413 00:20:03,370 --> 00:20:05,200 your fancy traffic warning system will 414 00:20:05,200 --> 00:20:07,720 get very upset indeed. 415 00:20:07,720 --> 00:20:09,040 We had warnings. 416 00:20:09,040 --> 00:20:11,167 Burning Man has this-- it's not like Oshkosh. 417 00:20:11,167 --> 00:20:12,250 It's super well-organized. 418 00:20:12,250 --> 00:20:14,860 They have people converging, by design, 419 00:20:14,860 --> 00:20:17,470 from three different directions to a single point, 420 00:20:17,470 --> 00:20:20,110 flying a pattern that's 500 feet above the runway instead 421 00:20:20,110 --> 00:20:22,315 of the conventional 1,000 or 1,500 422 00:20:22,315 --> 00:20:24,820 for turbine-powered aircraft. 423 00:20:24,820 --> 00:20:28,900 And then you're landing on a place that's not normally 424 00:20:28,900 --> 00:20:29,860 considered a runway. 425 00:20:29,860 --> 00:20:32,800 So in the Pilatus, we had the terrain warning system 426 00:20:32,800 --> 00:20:35,890 going nuts because it didn't know 427 00:20:35,890 --> 00:20:37,450 that there was a runway there. 428 00:20:37,450 --> 00:20:40,750 And we also had the traffic system going nuts 429 00:20:40,750 --> 00:20:44,080 because we didn't have ADS-B but we 430 00:20:44,080 --> 00:20:46,720 had enough transponder-equipped aircraft around us 431 00:20:46,720 --> 00:20:48,790 that it could see them all. 432 00:20:48,790 --> 00:20:50,430 So that was pretty upsetting. 433 00:20:55,270 --> 00:20:59,510 Not as upset as the cool Burning Man people were to see me, 434 00:20:59,510 --> 00:21:02,383 but my friend had a good time. 435 00:21:02,383 --> 00:21:06,540 AUDIENCE: [INAUDIBLE] what does that mean 436 00:21:06,540 --> 00:21:09,040 if you have [INAUDIBLE],, like if there could be a situation 437 00:21:09,040 --> 00:21:10,095 but there is none? 438 00:21:10,095 --> 00:21:12,095 PHILIP GREENSPUN: Yeah, this slide should really 439 00:21:12,095 --> 00:21:14,560 contain that exception, that it's only up to 3,000 440 00:21:14,560 --> 00:21:16,050 above the-- 441 00:21:16,050 --> 00:21:21,430 it's 3,001 feet above the ground and above. 442 00:21:21,430 --> 00:21:24,490 So the question was, what if you have low clouds? 443 00:21:24,490 --> 00:21:25,690 How can you do this? 444 00:21:25,690 --> 00:21:28,450 The answer is, if you're 3,000 feet and below, 445 00:21:28,450 --> 00:21:31,150 these conventional cruising altitudes don't apply. 446 00:21:34,010 --> 00:21:34,510 OK. 447 00:21:38,320 --> 00:21:42,210 Oh, yeah, so this is just an elaboration of that. 448 00:21:42,210 --> 00:21:45,710 So we're going to be on a magnetic course that's 449 00:21:45,710 --> 00:21:48,800 generally westbound, so we'll pick 4,500 feet. 450 00:21:48,800 --> 00:21:51,860 Do we need oxygen for our flight? 451 00:21:51,860 --> 00:21:53,360 The answer is no. 452 00:21:53,360 --> 00:21:54,770 That's a good thing. 453 00:21:54,770 --> 00:21:59,150 If you are going to be flying above 10,000 feet 454 00:21:59,150 --> 00:22:02,270 though, if you were doing a charter flight, 455 00:22:02,270 --> 00:22:04,550 you would need oxygen. 456 00:22:04,550 --> 00:22:07,310 So you might ask yourself, well, if it's 457 00:22:07,310 --> 00:22:10,850 good for the charter crowd, why isn't it good for me? 458 00:22:10,850 --> 00:22:13,850 I do think that it-- 459 00:22:17,370 --> 00:22:20,280 especially as you get older, people 460 00:22:20,280 --> 00:22:26,970 tend to get a lot more sharp if they keep the cabin altitude 461 00:22:26,970 --> 00:22:29,485 5,000 and below or use supplemental oxygen 462 00:22:29,485 --> 00:22:30,360 in a little airplane. 463 00:22:33,270 --> 00:22:35,580 All right, there's your chart, 91.211. 464 00:22:35,580 --> 00:22:37,800 You might be asked about that. 465 00:22:37,800 --> 00:22:38,980 All right, let's go back. 466 00:22:38,980 --> 00:22:40,770 So we've got-- 467 00:22:40,770 --> 00:22:46,892 I guess, in this flight planning example, we've done 6,500 feet. 468 00:22:46,892 --> 00:22:48,600 So you can see we filled in the altitude. 469 00:22:48,600 --> 00:22:52,110 We're going to climb, go to 6,500 feet. 470 00:22:52,110 --> 00:22:56,610 Our true course is 287, and you can see these fixes. 471 00:22:56,610 --> 00:22:59,880 They'll be in Fitchburg, crossing the river, 472 00:22:59,880 --> 00:23:03,120 finding some reservoir, finally landing at Bennington. 473 00:23:03,120 --> 00:23:05,910 So we'll just see what the folks-- these slides 474 00:23:05,910 --> 00:23:08,760 were built before Tina and I took over the course. 475 00:23:13,640 --> 00:23:14,240 All right. 476 00:23:14,240 --> 00:23:18,840 As I said, pick those winds aloft. 477 00:23:18,840 --> 00:23:19,955 It says reporting points. 478 00:23:19,955 --> 00:23:21,330 Actually, that should be changed. 479 00:23:21,330 --> 00:23:22,010 That's inaccurate. 480 00:23:22,010 --> 00:23:23,718 They're not winds aloft reporting points. 481 00:23:23,718 --> 00:23:26,550 These are always forecast. 482 00:23:26,550 --> 00:23:31,310 There's no balloons up there with sensors to tell you 483 00:23:31,310 --> 00:23:32,990 exactly what the winds are. 484 00:23:32,990 --> 00:23:34,580 OK. 485 00:23:34,580 --> 00:23:37,670 Maybe somebody can remind me after the class to change that. 486 00:23:37,670 --> 00:23:43,700 OK, so we fill in the forecast wind, and then we use our-- 487 00:23:43,700 --> 00:23:45,562 actually, no. 488 00:23:45,562 --> 00:23:47,270 We're going to need to find the airspeed, 489 00:23:47,270 --> 00:23:51,440 so we look up the performance tables for our Piper Warrior 490 00:23:51,440 --> 00:23:54,617 or we pay up for that Gyronimo app that you saw-- 491 00:23:54,617 --> 00:23:56,450 I don't know if they have a Warrior version, 492 00:23:56,450 --> 00:23:57,980 but maybe they do-- 493 00:23:57,980 --> 00:23:59,630 and we pull the numbers out of there. 494 00:24:04,448 --> 00:24:06,240 I'll just let you digest this for a moment. 495 00:24:09,330 --> 00:24:09,830 All right. 496 00:24:13,110 --> 00:24:14,625 The important takeaways from here 497 00:24:14,625 --> 00:24:17,250 are we're going to burn about 2 and 1/2 gallons in the climb, 2 498 00:24:17,250 --> 00:24:19,860 gallons in the cruise, and you can 499 00:24:19,860 --> 00:24:22,980 see how many minutes it's going to take to climb and descend. 500 00:24:22,980 --> 00:24:28,110 So that'll just go into our calculation of the total time. 501 00:24:28,110 --> 00:24:30,270 All right, so we've got that in there. 502 00:24:34,566 --> 00:24:36,140 See we've got our true air speeds 503 00:24:36,140 --> 00:24:38,205 for climbing and descending. 504 00:24:41,770 --> 00:24:43,180 What about cruising? 505 00:24:43,180 --> 00:24:47,530 So we use the performance charts to figure out 506 00:24:47,530 --> 00:24:50,500 that we're going to be going along here at about 112 knots 507 00:24:50,500 --> 00:24:52,780 before the wind hits us. 508 00:24:56,260 --> 00:25:00,190 We add that to our plan. 509 00:25:00,190 --> 00:25:01,720 We've got all these distances. 510 00:25:01,720 --> 00:25:05,230 We've measured that with our protractor and ruler 511 00:25:05,230 --> 00:25:06,610 with our plotter. 512 00:25:06,610 --> 00:25:08,310 So we've got the distances for each leg. 513 00:25:08,310 --> 00:25:09,685 We filled in the true air speeds. 514 00:25:12,640 --> 00:25:13,370 OK. 515 00:25:13,370 --> 00:25:15,068 Now we do the wind correction. 516 00:25:19,750 --> 00:25:24,460 So remember, if we're reading, everything is in true. 517 00:25:24,460 --> 00:25:27,280 If we're hearing it on the ATIS, ASOS, 518 00:25:27,280 --> 00:25:29,230 or from the control tower, you can just say, 519 00:25:29,230 --> 00:25:30,022 wind check, please. 520 00:25:30,022 --> 00:25:32,147 You don't have to say your tail number or anything, 521 00:25:32,147 --> 00:25:34,030 and the tower is going to broadcast back 522 00:25:34,030 --> 00:25:37,900 to you, winds 310 at 12. 523 00:25:40,690 --> 00:25:41,710 OK. 524 00:25:41,710 --> 00:25:42,730 So here's an example. 525 00:25:42,730 --> 00:25:47,488 I can do it in real time also on the doc camera, 526 00:25:47,488 --> 00:25:48,530 but let me show you this. 527 00:25:48,530 --> 00:25:51,610 So if the wind's from 210 at 20 knots 528 00:25:51,610 --> 00:25:55,960 and you're trying to go south at a true air speed at 147-- 529 00:25:55,960 --> 00:25:58,120 that's a good Cirrus speed-- 530 00:25:58,120 --> 00:26:05,130 you line up 210 to the true index. 531 00:26:05,130 --> 00:26:07,680 And then we're going to draw a little 20 knot vector here. 532 00:26:07,680 --> 00:26:09,347 It really doesn't matter where we start. 533 00:26:09,347 --> 00:26:12,830 We're going to draw a 20 knot vector here. 534 00:26:12,830 --> 00:26:17,090 So there's a little point for 20 knots up. 535 00:26:17,090 --> 00:26:19,250 That represents our wind. 536 00:26:19,250 --> 00:26:20,960 Some people actually draw it as a vector. 537 00:26:20,960 --> 00:26:24,010 Imagine a little vector here. 538 00:26:24,010 --> 00:26:26,590 Or actually, it'd be going this way. 539 00:26:26,590 --> 00:26:31,360 Then we rotate so that we show our true course. 540 00:26:31,360 --> 00:26:33,620 So we're trying to go south, and the wind 541 00:26:33,620 --> 00:26:38,420 is from this direction, and we've lined it up. 542 00:26:38,420 --> 00:26:42,490 See how there is 140, 150? 543 00:26:42,490 --> 00:26:45,320 So that's roughly at 147. 544 00:26:45,320 --> 00:26:48,520 So it tells us, with this little subtraction here, 545 00:26:48,520 --> 00:26:50,920 we're going to be going just slightly slower than 130 546 00:26:50,920 --> 00:26:54,130 knots or 129 as it says on the slide, 547 00:26:54,130 --> 00:26:58,630 and we're going to need to steer about 4 degrees 548 00:26:58,630 --> 00:27:00,535 off the true course. 549 00:27:00,535 --> 00:27:03,240 Does that all makes sense? 550 00:27:03,240 --> 00:27:05,337 It's a little graphical calculator, basically, 551 00:27:05,337 --> 00:27:07,420 and the idea is you're starting with a vector that 552 00:27:07,420 --> 00:27:09,168 represents the wind. 553 00:27:09,168 --> 00:27:10,960 You can play around with this at the break. 554 00:27:10,960 --> 00:27:14,380 And I'll also try using it on the doc camera 555 00:27:14,380 --> 00:27:16,450 and you'll see just how much a person can 556 00:27:16,450 --> 00:27:22,040 forget in 17 years or 18 years. 557 00:27:22,040 --> 00:27:22,540 OK. 558 00:27:25,150 --> 00:27:26,840 Now we've filled this in. 559 00:27:26,840 --> 00:27:30,910 We've said, OK, there's our true air speed. 560 00:27:30,910 --> 00:27:33,840 Here's our wind correction angle. 561 00:27:33,840 --> 00:27:36,600 Where is our ground speed? 562 00:27:36,600 --> 00:27:37,830 Oh, there's our ground speed. 563 00:27:37,830 --> 00:27:38,580 OK. 564 00:27:38,580 --> 00:27:40,890 So from the ground speed and the leg distance, 565 00:27:40,890 --> 00:27:43,860 of course, we'll be able to determine the time. 566 00:27:43,860 --> 00:27:45,720 Now this is the exciting part. 567 00:27:45,720 --> 00:27:48,900 Since we're only going 90 knots, we 568 00:27:48,900 --> 00:27:52,830 can figure out, for any given leg length, 569 00:27:52,830 --> 00:27:55,150 how long it's going to take. 570 00:27:55,150 --> 00:27:55,800 So we do that. 571 00:27:59,380 --> 00:28:01,610 Eventually we'll fill it in. 572 00:28:01,610 --> 00:28:02,110 Oh, yeah. 573 00:28:02,110 --> 00:28:07,040 We've got to get the magnetic variation. 574 00:28:07,040 --> 00:28:11,020 So our true heading is supposed to be 293 or 283, I guess, 575 00:28:11,020 --> 00:28:14,440 in the cruise, and we add in the west variation. 576 00:28:14,440 --> 00:28:18,200 Remember east is least, west is best. 577 00:28:18,200 --> 00:28:20,800 So we've added in that magnetic variation 578 00:28:20,800 --> 00:28:24,010 and that's the magnetic heading. 579 00:28:24,010 --> 00:28:26,100 If we happen to have-- 580 00:28:26,100 --> 00:28:27,970 oh, yeah. 581 00:28:27,970 --> 00:28:29,960 There's a point to this slide. 582 00:28:29,960 --> 00:28:32,230 So what if we take all that metal fishing gear 583 00:28:32,230 --> 00:28:34,750 and throw it into the float plane? 584 00:28:34,750 --> 00:28:37,570 That might actually affect the compass, especially 585 00:28:37,570 --> 00:28:39,190 if you're up in Alaska. 586 00:28:39,190 --> 00:28:43,900 Until about 2001 or 2002, it was required 587 00:28:43,900 --> 00:28:46,270 to carry a gun in your airplane at all times when 588 00:28:46,270 --> 00:28:49,000 you were flying in Alaska unless you were in the traffic pattern 589 00:28:49,000 --> 00:28:52,220 at an airport doing flight training or something. 590 00:28:52,220 --> 00:29:01,120 So if you had your huge rifle up in the front of your aircraft, 591 00:29:01,120 --> 00:29:05,320 then your compass actually could be thrown off by the gun 592 00:29:05,320 --> 00:29:07,390 that you were required to carry. 593 00:29:07,390 --> 00:29:09,730 Who knows why you had to carry a gun? 594 00:29:09,730 --> 00:29:11,790 Why do you have to carry a gun in your Cessna? 595 00:29:11,790 --> 00:29:12,550 AUDIENCE: Bears. 596 00:29:12,550 --> 00:29:14,652 PHILIP GREENSPUN: Bears, that's right. 597 00:29:14,652 --> 00:29:17,110 Anyway, they changed the law, so now you can be a pacifist. 598 00:29:20,050 --> 00:29:21,640 You had to have ammo too actually. 599 00:29:21,640 --> 00:29:23,110 I think they could bust you if you 600 00:29:23,110 --> 00:29:24,360 didn't have ammo for your gun. 601 00:29:27,370 --> 00:29:27,870 All right. 602 00:29:32,270 --> 00:29:34,797 Actually, I was going to Alaska and the regulation was just 603 00:29:34,797 --> 00:29:36,380 being sunset, so I thought, well maybe 604 00:29:36,380 --> 00:29:38,030 I should bring a gun with me. 605 00:29:38,030 --> 00:29:41,102 So I asked a friend who's a gun enthusiast, what 606 00:29:41,102 --> 00:29:42,060 would be the right gun? 607 00:29:42,060 --> 00:29:45,350 And he said, oh, you need this Benelli shotgun, 608 00:29:45,350 --> 00:29:46,970 automatically reloads the shells, 609 00:29:46,970 --> 00:29:49,820 and you can fire off a whole bunch of shotgun shells 610 00:29:49,820 --> 00:29:51,050 at once. 611 00:29:51,050 --> 00:29:54,020 It's like, you know, where can I get one? 612 00:29:54,020 --> 00:29:56,048 And he said, oh, I've got five, so you can just 613 00:29:56,048 --> 00:29:56,840 borrow one of mine. 614 00:30:01,140 --> 00:30:01,640 OK. 615 00:30:04,280 --> 00:30:07,670 So yeah, here's another East Coast Aero Club plane. 616 00:30:07,670 --> 00:30:09,770 You've got to calculate your time. 617 00:30:09,770 --> 00:30:12,624 It might be pretty fast. 618 00:30:12,624 --> 00:30:13,785 That's from Oshkosh. 619 00:30:13,785 --> 00:30:14,660 They brought the B-1. 620 00:30:14,660 --> 00:30:18,060 Actually, this B-1 wasn't-- 621 00:30:18,060 --> 00:30:20,960 they ran away from that huge thunderstorm that I showed you. 622 00:30:20,960 --> 00:30:23,900 So I went through the thunderstorm in a $99 tent, 623 00:30:23,900 --> 00:30:24,830 and the B-1 left. 624 00:30:24,830 --> 00:30:27,110 And the B-1 taking off was louder 625 00:30:27,110 --> 00:30:29,760 than anything that happened during the thunderstorm. 626 00:30:29,760 --> 00:30:31,510 It was crazy loud. 627 00:30:31,510 --> 00:30:33,260 All right, so we've got it all filled out. 628 00:30:36,080 --> 00:30:41,660 It looks like it's going to take us a total of one hour. 629 00:30:41,660 --> 00:30:42,560 Does that make sense? 630 00:30:42,560 --> 00:30:43,060 Yeah. 631 00:30:43,060 --> 00:30:46,510 I guess about 90 knots about 90 miles, 632 00:30:46,510 --> 00:30:48,690 so yeah, that makes sense. 633 00:30:48,690 --> 00:30:49,190 OK. 634 00:30:53,040 --> 00:30:54,480 We calculate the fuel burn. 635 00:30:54,480 --> 00:30:59,100 So it's going to take us a minimum of 11 gallons or so 636 00:30:59,100 --> 00:31:01,770 to get there, and we want to have a half-hour reserve. 637 00:31:01,770 --> 00:31:05,280 I can tell you that's pretty scary to see the gauges down 638 00:31:05,280 --> 00:31:06,520 that low. 639 00:31:06,520 --> 00:31:09,690 So I think a plan for a one-hour reserve 640 00:31:09,690 --> 00:31:12,420 is about as low as you would ever want to plan. 641 00:31:12,420 --> 00:31:15,960 And then beyond that, we should add some fuel 642 00:31:15,960 --> 00:31:18,200 to get to our alternate if necessary. 643 00:31:18,200 --> 00:31:19,800 In the instrument flying world, you 644 00:31:19,800 --> 00:31:23,693 plan to fly to your destination, fly to your alternate. 645 00:31:23,693 --> 00:31:25,110 Actually, fly to your destination, 646 00:31:25,110 --> 00:31:27,420 fly in instrument approach, kind of fly the mist, 647 00:31:27,420 --> 00:31:30,180 fly to the alternate, and then fly around 648 00:31:30,180 --> 00:31:35,510 for another 45 minutes to an hour after that. 649 00:31:35,510 --> 00:31:36,360 All right. 650 00:31:36,360 --> 00:31:38,170 What about the VFR fuel requirements? 651 00:31:38,170 --> 00:31:43,470 So again, the FAA minimums are pretty scanty, 652 00:31:43,470 --> 00:31:46,710 30 minutes for the day time, 45 at night. 653 00:31:46,710 --> 00:31:48,720 For helicopters, they're even less, 20 minutes 654 00:31:48,720 --> 00:31:52,830 and 30 minutes, 20 minutes day and 30 minutes at night. 655 00:31:52,830 --> 00:31:55,350 OK, weight and balance-- 656 00:31:55,350 --> 00:31:57,810 that's off the tail of a Piper Cub at Oshkosh. 657 00:31:57,810 --> 00:32:00,270 Unfortunately, we don't have that on the Warriors, which 658 00:32:00,270 --> 00:32:02,680 nobody loves quite as much. 659 00:32:02,680 --> 00:32:04,747 So the glorious plan here-- 660 00:32:04,747 --> 00:32:06,330 some of these older airplanes actually 661 00:32:06,330 --> 00:32:07,980 have better payloads when they're fully 662 00:32:07,980 --> 00:32:10,560 fueled than the latest and greatest because they're not 663 00:32:10,560 --> 00:32:14,820 crammed with as much helpful avionics. 664 00:32:14,820 --> 00:32:16,590 Anyway, so the original Warrior, this plan 665 00:32:16,590 --> 00:32:20,880 is to take two heavy people in the front, 666 00:32:20,880 --> 00:32:25,740 400 pounds total, two more virtuous people in the back, 667 00:32:25,740 --> 00:32:28,770 and 50 pounds of bags. 668 00:32:28,770 --> 00:32:33,180 And you see the max gross weight is 2,325 on this Piper. 669 00:32:33,180 --> 00:32:34,830 So can we do it? 670 00:32:34,830 --> 00:32:37,950 You're going to have a long, not to say tedious, 671 00:32:37,950 --> 00:32:39,690 lecture on weight and balance later, 672 00:32:39,690 --> 00:32:40,870 so we won't belabor this. 673 00:32:40,870 --> 00:32:45,503 But if you look at that loading, the perspective loading, 674 00:32:45,503 --> 00:32:46,920 I think we should expect that it's 675 00:32:46,920 --> 00:32:50,790 going to be within the center of gravity limits 676 00:32:50,790 --> 00:32:54,780 because the heavier people are in front. 677 00:32:54,780 --> 00:32:58,080 And the real issue is whether we're overweight or not. 678 00:33:00,710 --> 00:33:05,840 So we are actually overweight. 679 00:33:05,840 --> 00:33:13,530 See that 2,334, and 2,325 is the maximum, 680 00:33:13,530 --> 00:33:16,290 so we're about 10 pounds overweight. 681 00:33:16,290 --> 00:33:17,610 How about, are we out of CG? 682 00:33:17,610 --> 00:33:19,790 We're at about 92 inches. 683 00:33:19,790 --> 00:33:25,440 And you can see here that the CG envelope goes to about 93. 684 00:33:25,440 --> 00:33:28,600 I guess it goes exactly to 93. 685 00:33:28,600 --> 00:33:32,037 So the CG is fine, but the weight is too high. 686 00:33:32,037 --> 00:33:32,870 What's the question? 687 00:33:32,870 --> 00:33:35,770 AUDIENCE: Where would you find all of the information 688 00:33:35,770 --> 00:33:36,937 about the load requirements? 689 00:33:36,937 --> 00:33:39,187 PHILIP GREENSPUN: Oh, yeah, so that's a good question. 690 00:33:39,187 --> 00:33:41,850 Where do you find all the information about the weight 691 00:33:41,850 --> 00:33:44,375 and balance that you're going to use for this calculation. 692 00:33:44,375 --> 00:33:45,750 So remember we talked about AROW. 693 00:33:45,750 --> 00:33:47,708 You have to have the airworthiness certificate, 694 00:33:47,708 --> 00:33:49,140 the registration. 695 00:33:49,140 --> 00:33:53,010 The owner's manual, I think, is the best way to think of the O, 696 00:33:53,010 --> 00:33:54,890 and W is the weight and balance. 697 00:33:54,890 --> 00:33:56,340 So it has to be in the aircraft. 698 00:33:56,340 --> 00:33:59,550 It's usually just in the same binder as the pilot's operating 699 00:33:59,550 --> 00:34:01,697 handbook or the AFM. 700 00:34:01,697 --> 00:34:02,280 So it's there. 701 00:34:02,280 --> 00:34:03,600 It's specific to the airplane. 702 00:34:03,600 --> 00:34:06,290 And the airplane will get re-weighed periodically, 703 00:34:06,290 --> 00:34:08,670 and if any kind of equipment is changed out, 704 00:34:08,670 --> 00:34:09,780 they throw it in there. 705 00:34:09,780 --> 00:34:11,550 But also, these apps-- 706 00:34:11,550 --> 00:34:19,440 I mean, the arm of the rear seats in a Piper Warrior, that 707 00:34:19,440 --> 00:34:21,420 doesn't change from aircraft to aircraft, 708 00:34:21,420 --> 00:34:22,800 so you just punch that in. 709 00:34:22,800 --> 00:34:26,670 You just punch in, I think, the total moment 710 00:34:26,670 --> 00:34:28,889 and the total weight of the empty airplane 711 00:34:28,889 --> 00:34:30,719 into an app like Gyronimo, and then it'll 712 00:34:30,719 --> 00:34:32,489 calculate the rest of it for you. 713 00:34:32,489 --> 00:34:36,449 But it already has the arms for each position in the aircraft. 714 00:34:36,449 --> 00:34:38,430 Remember that's just a distance from-- 715 00:34:38,430 --> 00:34:41,370 they'll pick some arbitrary point on the aircraft 716 00:34:41,370 --> 00:34:43,350 like just in front of the propeller, 717 00:34:43,350 --> 00:34:45,570 and you're looking at the number of inches 718 00:34:45,570 --> 00:34:48,670 back from the propeller, for example. 719 00:34:48,670 --> 00:34:51,320 That make sense? 720 00:34:51,320 --> 00:34:53,320 OK, so we're overweight. 721 00:34:53,320 --> 00:34:55,122 Will it fly 10 pounds overweight? 722 00:34:55,122 --> 00:34:56,080 What do you guys think? 723 00:34:56,080 --> 00:34:57,527 AUDIENCE: It will. 724 00:34:57,527 --> 00:34:58,610 PHILIP GREENSPUN: It will. 725 00:34:58,610 --> 00:35:01,270 And it will actually fly up to about 30% 726 00:35:01,270 --> 00:35:05,050 overweight generally, because I think people get waivers 727 00:35:05,050 --> 00:35:07,930 to take off with an extra fuel tank 728 00:35:07,930 --> 00:35:10,780 when they're trying to cross the Atlantic or the Pacific 729 00:35:10,780 --> 00:35:12,130 Ocean or something. 730 00:35:12,130 --> 00:35:18,940 However, it's an especially bad idea 731 00:35:18,940 --> 00:35:24,640 to go overweight if it's turbulent 732 00:35:24,640 --> 00:35:29,470 because the aircraft is designed for handling turbulence up 733 00:35:29,470 --> 00:35:30,490 to its gross weight. 734 00:35:30,490 --> 00:35:33,220 So that's one thing that happens when people fly over gross, 735 00:35:33,220 --> 00:35:35,860 is that it tends to strain things 736 00:35:35,860 --> 00:35:38,860 that shouldn't be strained. 737 00:35:38,860 --> 00:35:41,943 So it's a bad practice as a regular matter. 738 00:35:41,943 --> 00:35:44,110 And of course, you're also reducing your performance 739 00:35:44,110 --> 00:35:45,070 margins. 740 00:35:45,070 --> 00:35:47,990 But you know, on a winter day in New England, 741 00:35:47,990 --> 00:35:50,230 you have ample power, so it's not 742 00:35:50,230 --> 00:35:53,110 like the airplane won't fly. 743 00:35:53,110 --> 00:35:57,370 But it's not legal to fly, and I try never 744 00:35:57,370 --> 00:35:58,883 to exceed the gross weight. 745 00:35:58,883 --> 00:35:59,800 What was the question? 746 00:35:59,800 --> 00:36:03,847 AUDIENCE: I thought maneuvering speed goes up with weight. 747 00:36:03,847 --> 00:36:05,680 PHILIP GREENSPUN: It does go up with weight. 748 00:36:05,680 --> 00:36:06,638 That's a good question. 749 00:36:06,638 --> 00:36:09,010 If maneuvering speed goes up with weight, 750 00:36:09,010 --> 00:36:12,580 why do you start bending things? 751 00:36:12,580 --> 00:36:15,880 I think that it's not just G-loads that'll 752 00:36:15,880 --> 00:36:17,110 bend the aircraft. 753 00:36:17,110 --> 00:36:22,070 It's also the overall weight of the stuff in there. 754 00:36:22,070 --> 00:36:22,720 I don't know. 755 00:36:22,720 --> 00:36:26,230 That's a good question for a real Course 16 756 00:36:26,230 --> 00:36:28,600 or Course 2 engineer. 757 00:36:28,600 --> 00:36:30,620 What do you guys think? 758 00:36:30,620 --> 00:36:31,870 That's what I've heard though. 759 00:36:31,870 --> 00:36:33,877 If you load it up, it will-- 760 00:36:33,877 --> 00:36:35,960 AUDIENCE: There's a max [INAUDIBLE] weight, right, 761 00:36:35,960 --> 00:36:39,150 which has nothing to do with air holds? 762 00:36:39,150 --> 00:36:40,400 PHILIP GREENSPUN: That's true. 763 00:36:40,400 --> 00:36:42,590 But I have heard that, if you're in smooth air, 764 00:36:42,590 --> 00:36:44,882 you'll probably get away with it for quite a long time. 765 00:36:48,170 --> 00:36:50,150 But also, you want that performance margin. 766 00:36:50,150 --> 00:36:54,860 If you get into a downdraft off the lee side of a mountain, 767 00:36:54,860 --> 00:36:57,290 you want some kind of reasonable climb rate. 768 00:36:57,290 --> 00:37:01,865 And if it's one pound over gross, you're going to be good. 769 00:37:01,865 --> 00:37:03,970 But the higher you go over gross weight, 770 00:37:03,970 --> 00:37:07,110 the less performance margin you have. 771 00:37:07,110 --> 00:37:10,250 That's why training is so great in a four-seater helicopter 772 00:37:10,250 --> 00:37:14,420 or airplane because you have a lot of power to get yourself 773 00:37:14,420 --> 00:37:18,930 quickly out of an uncomfortable situation, 774 00:37:18,930 --> 00:37:24,080 whatever it is, because of those two empty seats in the back. 775 00:37:24,080 --> 00:37:24,820 All right. 776 00:37:24,820 --> 00:37:27,320 Takeoff performance-- we figured out that we only 777 00:37:27,320 --> 00:37:30,080 need 1,000 feet of ground roll. 778 00:37:30,080 --> 00:37:33,170 And there are really no obstacles at Hanscom Field, 779 00:37:33,170 --> 00:37:35,900 so the 2,000 foot number isn't even relevant. 780 00:37:35,900 --> 00:37:39,690 We have 7,000 feet of runway so we're good there. 781 00:37:39,690 --> 00:37:43,610 Landing, we're going to clear a 50-foot obstacle, which 782 00:37:43,610 --> 00:37:46,070 we can expect to find probably in Vermont. 783 00:37:46,070 --> 00:37:48,290 They have plenty of trees and hills, 784 00:37:48,290 --> 00:37:53,900 so let's make sure we have at least 1,500 feet of runway 785 00:37:53,900 --> 00:37:57,440 plus some margin, which we do. 786 00:37:57,440 --> 00:37:59,960 So the book says we can land in 40% of the runway. 787 00:37:59,960 --> 00:38:02,900 And remember I told you that, for airline operations, 788 00:38:02,900 --> 00:38:05,360 you try to make sure you can land in at least 60% 789 00:38:05,360 --> 00:38:08,390 of the runway, so we're good there. 790 00:38:08,390 --> 00:38:11,300 Here's the sample flight plan form. 791 00:38:11,300 --> 00:38:16,430 At the bottom, I say a fun exercise 792 00:38:16,430 --> 00:38:22,080 is to look at the ICAO, the international flight plan form. 793 00:38:22,080 --> 00:38:24,050 I should have probably put in another slide. 794 00:38:24,050 --> 00:38:26,810 It's so complicated that there's nobody on the planet, I think, 795 00:38:26,810 --> 00:38:31,390 that can really fill it out, but computers will do it for you. 796 00:38:31,390 --> 00:38:36,350 Anyway, here, this has been in use probably since the '50s. 797 00:38:36,350 --> 00:38:40,520 You're just telling the FAA what kind of aircraft you have. 798 00:38:40,520 --> 00:38:43,100 A few things-- when they ask you what type it is, 799 00:38:43,100 --> 00:38:48,950 that would be something like SR20 for a Cirrus or PA-28 800 00:38:48,950 --> 00:38:52,520 for a Piper Warrior. 801 00:38:52,520 --> 00:38:56,060 True air speed is going to be as computed, 802 00:38:56,060 --> 00:39:03,440 not indicated but corrected for your pressure and density 803 00:39:03,440 --> 00:39:06,510 altitude. 804 00:39:06,510 --> 00:39:08,640 Also, on the aircraft type, there's 805 00:39:08,640 --> 00:39:10,900 a slash for special equipment. 806 00:39:10,900 --> 00:39:17,520 So if you have a GPS on board, which is no longer special, 807 00:39:17,520 --> 00:39:20,430 you're supposed to put slash Golf, so SR 20 slash Golf, 808 00:39:20,430 --> 00:39:23,670 so the controllers, if they are actually talking to you, 809 00:39:23,670 --> 00:39:27,090 they know that they can tell you to go direct to some fix that's 810 00:39:27,090 --> 00:39:29,750 only in the GPS. 811 00:39:29,750 --> 00:39:31,708 Anybody find the ICAO form? 812 00:39:31,708 --> 00:39:32,750 Who wants to fill it out? 813 00:39:35,890 --> 00:39:38,290 All right, good. 814 00:39:38,290 --> 00:39:41,440 Actually, let's do it the real way. 815 00:39:41,440 --> 00:39:45,272 Let's go over here to the doc camera for a moment. 816 00:39:45,272 --> 00:39:48,280 So you've got your handy dandy pencil, 817 00:39:48,280 --> 00:39:51,980 and let's say the wind is from the north. 818 00:39:51,980 --> 00:39:54,940 So we just pick any old spot here. 819 00:39:54,940 --> 00:39:56,560 And let's say it's a 30 knot wind. 820 00:40:01,590 --> 00:40:04,160 So the wind's blowing from the north at 30 knots. 821 00:40:08,540 --> 00:40:11,050 That make sense? 822 00:40:11,050 --> 00:40:12,400 OK. 823 00:40:12,400 --> 00:40:19,377 And we want to go south with a wind true north. 824 00:40:19,377 --> 00:40:21,710 So now we say, well, what's the air speed of our Cirrus? 825 00:40:21,710 --> 00:40:23,950 It's about 150 knots. 826 00:40:23,950 --> 00:40:27,770 And then we can read at the bottom of our vector, 827 00:40:27,770 --> 00:40:33,100 and now that wind vector has blown us to 180 knots. 828 00:40:37,590 --> 00:40:38,840 Is everybody happy with that? 829 00:40:41,350 --> 00:40:42,510 All right. 830 00:40:42,510 --> 00:40:46,120 so We put the dot on the-- and it's explained up here 831 00:40:46,120 --> 00:40:48,840 at the top. 832 00:40:48,840 --> 00:40:50,200 Zoom in slightly. 833 00:40:50,200 --> 00:40:52,150 OK, let's try some other situations. 834 00:40:52,150 --> 00:40:55,710 What if we want to go west? 835 00:40:55,710 --> 00:41:06,320 That wind from the north, again, we put it here on the 180. 836 00:41:06,320 --> 00:41:07,710 Oh, sorry, put it on the 150. 837 00:41:07,710 --> 00:41:09,390 So we're cruising at 150. 838 00:41:09,390 --> 00:41:12,750 So remember I said-- this is actually reflected here-- 839 00:41:12,750 --> 00:41:17,130 that a beam wind is a slight reduction in ground speed 840 00:41:17,130 --> 00:41:20,200 because you're also trying to fly into the wind. 841 00:41:20,200 --> 00:41:22,590 So you can see here, our ground speed 842 00:41:22,590 --> 00:41:27,420 has been reduced from 150 to about 148 or 147, 843 00:41:27,420 --> 00:41:30,570 and we need a wind correction. 844 00:41:30,570 --> 00:41:32,790 You can see here this is the 10 degree line, 845 00:41:32,790 --> 00:41:38,262 so we're going to need a wind correction of about 12 degrees. 846 00:41:38,262 --> 00:41:41,610 So I'll have to steer right about 12 degrees. 847 00:41:41,610 --> 00:41:44,370 And let's say the wind was from the south. 848 00:41:53,328 --> 00:41:55,720 Oh, no, the wind was from the north. 849 00:41:55,720 --> 00:42:01,130 So if we're trying to go north, then it becomes really simple. 850 00:42:01,130 --> 00:42:04,310 We put it on 150, and now we're only going 120 knots. 851 00:42:07,060 --> 00:42:09,520 All right, I think I survived that. 852 00:42:09,520 --> 00:42:15,200 That was one of my big fears about this class. 853 00:42:15,200 --> 00:42:17,726 So I learned to do that in-- 854 00:42:17,726 --> 00:42:20,440 oh. 855 00:42:20,440 --> 00:42:25,080 I learned to do that in 2001. 856 00:42:25,080 --> 00:42:32,530 In the fall of, I guess, probably early 2002. 857 00:42:32,530 --> 00:42:35,050 Scary, huh, how much people forget? 858 00:42:35,050 --> 00:42:37,270 All right. 859 00:42:37,270 --> 00:42:40,520 I just want to show you one of these sites. 860 00:42:40,520 --> 00:42:43,590 OK, so here we are in SkyVector. 861 00:42:43,590 --> 00:42:47,010 We can store some flight plans because I am logged in. 862 00:42:47,010 --> 00:42:50,100 So I'll open an existing plan, and I'll 863 00:42:50,100 --> 00:43:00,240 say I want to go from Bedford to Bennington today 864 00:43:00,240 --> 00:43:03,720 at 20 Zulu, which is 3 o'clock local time. 865 00:43:03,720 --> 00:43:09,210 So as soon as the class is over, we teleport to Hanscom Field. 866 00:43:09,210 --> 00:43:12,060 The instructor has already preflighted the warrior, 867 00:43:12,060 --> 00:43:14,250 so we jump in and we go. 868 00:43:14,250 --> 00:43:15,030 All right. 869 00:43:15,030 --> 00:43:16,053 So here we have-- 870 00:43:16,053 --> 00:43:17,220 I think you saw this before. 871 00:43:19,770 --> 00:43:22,470 Here are the points that I picked out 872 00:43:22,470 --> 00:43:28,310 as being maybe easy to recognize from the air along our trip. 873 00:43:28,310 --> 00:43:34,500 And we say, OK, well what's the weather going to be like? 874 00:43:34,500 --> 00:43:39,230 So we just click here, and we get an official briefing 875 00:43:39,230 --> 00:43:41,990 from a flight service station. 876 00:43:41,990 --> 00:43:42,490 Voila. 877 00:43:45,940 --> 00:43:49,260 Oh, special at Bedford. 878 00:43:49,260 --> 00:43:54,210 Winds 180 at 17, gusting 26, 4 statute miles of visibility, 879 00:43:54,210 --> 00:43:58,530 light rain, mist, overcast 800, temperature's 13, 880 00:43:58,530 --> 00:44:01,230 dew point's 12, so that's not much of a temperature dew point 881 00:44:01,230 --> 00:44:02,968 split, and sure enough, the clouds 882 00:44:02,968 --> 00:44:04,260 are pretty close to the ground. 883 00:44:04,260 --> 00:44:04,960 Right? 884 00:44:04,960 --> 00:44:09,090 With a 1-degree split, you'd expect the clouds to be close. 885 00:44:09,090 --> 00:44:10,980 Peak wind was 180 at 27. 886 00:44:15,550 --> 00:44:17,090 Look at this terminal forecast. 887 00:44:17,090 --> 00:44:19,600 The longer the terminal forecast, 888 00:44:19,600 --> 00:44:21,480 usually the more upsetting the weather is. 889 00:44:21,480 --> 00:44:22,960 It's going to be down to 1 statute 890 00:44:22,960 --> 00:44:28,700 mile, heavy rain plus RA, overcast 800, 891 00:44:28,700 --> 00:44:30,550 and it's going to be gusting 38. 892 00:44:30,550 --> 00:44:35,020 That's at 1800 Zulu. 893 00:44:35,020 --> 00:44:37,360 I think we're departing at 20 Zulu, we said, 894 00:44:37,360 --> 00:44:40,120 so that's the forecast for our departure time. 895 00:44:40,120 --> 00:44:43,170 That's not looking so good. 896 00:44:43,170 --> 00:44:51,930 The good news is there is no really upsetting NOTAMs. 897 00:44:55,605 --> 00:44:57,480 I think this is this new-- you can look it up 898 00:44:57,480 --> 00:45:01,940 in the AIM 5/5/5 for the runway condition code, 100% wet, 899 00:45:01,940 --> 00:45:04,680 but I think that means the braking action is still 900 00:45:04,680 --> 00:45:07,297 just fine, as you'd expect for a groove runway. 901 00:45:07,297 --> 00:45:08,880 All right, so everything's good there. 902 00:45:08,880 --> 00:45:12,620 How about Bennington? 903 00:45:12,620 --> 00:45:15,768 AUDIENCE: [INAUDIBLE] 904 00:45:15,768 --> 00:45:17,060 PHILIP GREENSPUN: There's what? 905 00:45:17,060 --> 00:45:19,360 AUDIENCE: There's what look like [INAUDIBLE] 906 00:45:19,360 --> 00:45:20,235 PHILIP GREENSPUN: Oh. 907 00:45:20,235 --> 00:45:21,370 AUDIENCE: [INAUDIBLE] 908 00:45:21,370 --> 00:45:22,745 PHILIP GREENSPUN: OK, the student 909 00:45:22,745 --> 00:45:25,810 asked about the colored pins, by which I think 910 00:45:25,810 --> 00:45:29,660 he means the pins of color. 911 00:45:29,660 --> 00:45:35,110 So the red is IFR weather conditions, and the blue, 912 00:45:35,110 --> 00:45:37,958 I think is, marginal VFR. 913 00:45:37,958 --> 00:45:39,625 And you can set that up in these layers. 914 00:45:43,410 --> 00:45:48,080 So yeah, see text weather, it's converting those text weathers 915 00:45:48,080 --> 00:45:52,020 to graphics. 916 00:45:52,020 --> 00:45:52,520 OK. 917 00:45:55,310 --> 00:45:56,060 Good question. 918 00:45:56,060 --> 00:45:56,300 Yeah. 919 00:45:56,300 --> 00:45:57,800 So anyway, it's kind of an ugly day. 920 00:45:57,800 --> 00:45:59,480 Maybe we want to fly some other time. 921 00:45:59,480 --> 00:46:05,370 However, we could file the flight plan if we wanted to. 922 00:46:05,370 --> 00:46:08,082 And it also will give us this helpful little nav 923 00:46:08,082 --> 00:46:09,790 log here that we can use in the aircraft. 924 00:46:09,790 --> 00:46:14,100 So all that hard work that we were doing with the E6B 925 00:46:14,100 --> 00:46:18,050 can be done for us free and very easily and very conveniently 926 00:46:18,050 --> 00:46:21,420 with just a couple clicks on SkyVector. 927 00:46:21,420 --> 00:46:27,510 I see that Tina's here, so she's a huge ForeFlight plan. 928 00:46:27,510 --> 00:46:28,010 Where? 929 00:46:28,010 --> 00:46:28,290 Oh, yeah. 930 00:46:28,290 --> 00:46:28,920 There she is. 931 00:46:28,920 --> 00:46:30,587 So Tina will tell you, maybe it would've 932 00:46:30,587 --> 00:46:34,040 been even easier on ForeFlight. 933 00:46:34,040 --> 00:46:38,160 But SkyVector does many fewer things than ForeFlight, 934 00:46:38,160 --> 00:46:41,610 and therefore, the interface is simpler. 935 00:46:41,610 --> 00:46:44,220 And of course, the ForeFlight folks will be here at 3:00 936 00:46:44,220 --> 00:46:46,530 and I'm sure they'll tell you why ForeFlight's 937 00:46:46,530 --> 00:46:47,460 better than SkyVector. 938 00:46:50,170 --> 00:46:50,670 All right. 939 00:46:50,670 --> 00:46:52,295 Let's go back to the presentation here. 940 00:46:58,200 --> 00:46:59,700 These are just some of my favorites. 941 00:46:59,700 --> 00:47:02,280 Like I said, there's a whole ton of these apps. 942 00:47:02,280 --> 00:47:02,780 Question? 943 00:47:02,780 --> 00:47:05,220 AUDIENCE: How do you file a flight plan? 944 00:47:05,220 --> 00:47:08,040 Are you just printing it out, or do you send it to someone? 945 00:47:08,040 --> 00:47:09,165 PHILIP GREENSPUN: Oh, yeah. 946 00:47:09,165 --> 00:47:11,550 The question is, what does it mean to file a flight plan? 947 00:47:11,550 --> 00:47:16,470 So the FAA has these computer systems, these old mainframes, 948 00:47:16,470 --> 00:47:17,130 I think. 949 00:47:17,130 --> 00:47:20,040 For a while, they had Philips mainframe computers. 950 00:47:20,040 --> 00:47:21,510 You may not have heard of Philips 951 00:47:21,510 --> 00:47:24,598 as a popular vendor of computer systems. 952 00:47:24,598 --> 00:47:26,640 That's because they exited the business, I think, 953 00:47:26,640 --> 00:47:28,950 in the late '60s or early '70s. 954 00:47:28,950 --> 00:47:30,330 But the FAA had all this software 955 00:47:30,330 --> 00:47:33,910 that was running in Philips machine code. 956 00:47:33,910 --> 00:47:36,630 So they were emulating the Philips mainframes 957 00:47:36,630 --> 00:47:42,218 on more modern systems right up into the 2000s at least. 958 00:47:42,218 --> 00:47:44,010 I'm not sure if it's still that old Philips 959 00:47:44,010 --> 00:47:47,700 code that takes your flight plan, but something similar. 960 00:47:47,700 --> 00:47:51,210 So your flight plan gets sent from whatever application 961 00:47:51,210 --> 00:47:54,030 you're using, I think, to maybe Lighthouse, 962 00:47:54,030 --> 00:47:57,660 the Lockheed Martin spinoff contractor that 963 00:47:57,660 --> 00:48:02,700 took over flight service in 2005, I believe it was. 964 00:48:02,700 --> 00:48:05,160 And from there, it goes into some FAA computer system 965 00:48:05,160 --> 00:48:08,603 and it's accessible to the controllers. 966 00:48:08,603 --> 00:48:10,020 If it's an instrument flight plan, 967 00:48:10,020 --> 00:48:13,800 they'll develop a route for you. 968 00:48:13,800 --> 00:48:15,900 If it's just a VFR flight plan, point to point, 969 00:48:15,900 --> 00:48:18,790 and you're going to activate it and deactivate it manually, 970 00:48:18,790 --> 00:48:20,670 it may stay with the flight service station 971 00:48:20,670 --> 00:48:22,680 because the controllers have no reason 972 00:48:22,680 --> 00:48:24,990 to know about that or care. 973 00:48:24,990 --> 00:48:27,047 Does that answer your question? 974 00:48:27,047 --> 00:48:29,130 Yeah, so there's a whole bunch of different places 975 00:48:29,130 --> 00:48:30,150 that can enter the flight plan. 976 00:48:30,150 --> 00:48:32,070 Where it gets more complicated and where 977 00:48:32,070 --> 00:48:35,130 I think an application like ForeFlight 978 00:48:35,130 --> 00:48:38,070 might come in very handy is international flying. 979 00:48:38,070 --> 00:48:40,020 So if you go to Mexico or something, 980 00:48:40,020 --> 00:48:43,170 you end up physically walking over to the control tower 981 00:48:43,170 --> 00:48:45,730 and there's people who help you there. 982 00:48:45,730 --> 00:48:49,470 They fill out the forms on paper and it's kind of fun. 983 00:48:49,470 --> 00:48:52,170 You've got to budget an extra half hour 984 00:48:52,170 --> 00:48:54,633 before every departure to fill out all the paperwork, 985 00:48:54,633 --> 00:48:55,800 but they're all nice people. 986 00:48:55,800 --> 00:48:58,578 AUDIENCE: So if you had to call in your flight plane, which 987 00:48:58,578 --> 00:49:00,870 happens more than you would expect because you could be 988 00:49:00,870 --> 00:49:04,794 out in the wilderness with no internet, 989 00:49:04,794 --> 00:49:06,336 what information do you provide then? 990 00:49:06,336 --> 00:49:07,294 PHILIP GREENSPUN: Yeah. 991 00:49:07,294 --> 00:49:09,780 The question is, what if you have to call in on the radio 992 00:49:09,780 --> 00:49:11,580 your flight plan to the flight service station? 993 00:49:11,580 --> 00:49:12,413 What do you provide? 994 00:49:12,413 --> 00:49:14,570 Basically, they'll prompt you if need be, 995 00:49:14,570 --> 00:49:16,620 but some people, on their kneeboard or whatever, 996 00:49:16,620 --> 00:49:19,680 will have the elements of a flight plan. 997 00:49:19,680 --> 00:49:26,650 And you just read out the same as the flight plan form, 998 00:49:26,650 --> 00:49:31,410 where you want to go, what your registration number 999 00:49:31,410 --> 00:49:35,760 is, 707 Whiskey Tango, your type, SR20 slash Golf, how 1000 00:49:35,760 --> 00:49:37,755 many souls onboard, how much fuel you have, 1001 00:49:37,755 --> 00:49:38,630 all that other stuff. 1002 00:49:38,630 --> 00:49:40,260 And they enter it in the system just as 1003 00:49:40,260 --> 00:49:41,552 if you've done it on the phone. 1004 00:49:41,552 --> 00:49:44,490 You can also do it by calling that 1-800-WX-BRIEF number. 1005 00:49:44,490 --> 00:49:46,540 You can do everything by phone. 1006 00:49:46,540 --> 00:49:47,400 Question? 1007 00:49:47,400 --> 00:49:49,280 No. 1008 00:49:49,280 --> 00:49:51,850 All right, let's see what else we've got in here. 1009 00:49:51,850 --> 00:49:55,090 Suggested reading-- so FAR 61 and 91 1010 00:49:55,090 --> 00:49:59,170 is the stuff that you're going to be tested on, 1011 00:49:59,170 --> 00:50:04,980 but it might not be the best plan for prudence. 1012 00:50:04,980 --> 00:50:08,370 So for example, in Canada, you need special training 1013 00:50:08,370 --> 00:50:09,780 and an endorsement at least. 1014 00:50:09,780 --> 00:50:11,580 I think it might be a rating. 1015 00:50:11,580 --> 00:50:13,230 You need special training and, I think, 1016 00:50:13,230 --> 00:50:16,020 a rating to fly at night VFR. 1017 00:50:16,020 --> 00:50:17,970 In some countries, VFR flight at night 1018 00:50:17,970 --> 00:50:20,220 is just simply unauthorized. 1019 00:50:20,220 --> 00:50:22,890 As Tina mentioned, you have to file IFR, I think, 1020 00:50:22,890 --> 00:50:25,185 if you want to go flying around at night in Mexico. 1021 00:50:30,630 --> 00:50:34,170 For FAR 135, they say, look, you can't fly single pilot 1022 00:50:34,170 --> 00:50:36,090 IFR with no autopilot. 1023 00:50:36,090 --> 00:50:39,298 You have to have some way of taking your hands off and not 1024 00:50:39,298 --> 00:50:41,340 having the airplane go upside down in the clouds. 1025 00:50:45,930 --> 00:50:48,860 Yeah, so just look at those operating limitations. 1026 00:50:48,860 --> 00:50:52,080 And when you're doing your flight plan, just ask yourself, 1027 00:50:52,080 --> 00:50:57,960 should I be doing something that is more aggressive than what 1028 00:50:57,960 --> 00:51:01,620 the charter and the airline crews are permitted to do? 1029 00:51:01,620 --> 00:51:03,608 All right, so we can take questions. 1030 00:51:03,608 --> 00:51:05,400 And meanwhile, I'll show you-- while you're 1031 00:51:05,400 --> 00:51:11,020 thinking of your questions, here is the planning. 1032 00:51:11,020 --> 00:51:12,770 Well, it doesn't really show the planning, 1033 00:51:12,770 --> 00:51:13,978 I guess some of the planning. 1034 00:51:13,978 --> 00:51:17,780 We had to load up this Pilatus with 60 sea turtles. 1035 00:51:17,780 --> 00:51:21,632 I think that was late November or early December. 1036 00:51:21,632 --> 00:51:24,090 So you can see, there they are in the back of the airplane. 1037 00:51:24,090 --> 00:51:27,290 They're in these Chiquita banana boxes. 1038 00:51:27,290 --> 00:51:30,740 Here is a Garmin 650 in the front of the airplane showing 1039 00:51:30,740 --> 00:51:33,470 that we're just entering Virginia, I believe, 1040 00:51:33,470 --> 00:51:35,840 and we still have two hours to go before we 1041 00:51:35,840 --> 00:51:38,750 get to Panama City, Florida. 1042 00:51:38,750 --> 00:51:40,910 We're getting 281 knots over the ground, which 1043 00:51:40,910 --> 00:51:42,200 is a little bit of a tailwind. 1044 00:51:42,200 --> 00:51:44,660 That's unusual going to Florida. 1045 00:51:44,660 --> 00:51:48,050 When we get there, we get treated like rock stars. 1046 00:51:48,050 --> 00:51:50,540 There's a TV station there. 1047 00:51:50,540 --> 00:51:54,350 The turtles are here being transferred, 1048 00:51:54,350 --> 00:51:57,393 and there's our cockpit at night. 1049 00:51:57,393 --> 00:51:58,310 We flew back at night. 1050 00:51:58,310 --> 00:52:02,180 It was kind of a long day, maybe 7:00 AM to 9:00 1051 00:52:02,180 --> 00:52:03,680 PM or something. 1052 00:52:03,680 --> 00:52:06,610 And there's one of our sea turtle friends.