WEBVTT 00:00:16.465 --> 00:00:18.340 PHILIP GREENSPUN: So remember, as VFR pilots, 00:00:18.340 --> 00:00:20.890 you're actually going to be doing stuff that 00:00:20.890 --> 00:00:26.500 is in some ways more challenging than what airline pilots do, 00:00:26.500 --> 00:00:29.200 because you're always trying to keep clearances 00:00:29.200 --> 00:00:32.750 from clouds that the IFR pilots don't care about. 00:00:32.750 --> 00:00:34.990 And if you're flying a low performance airplane, 00:00:34.990 --> 00:00:40.150 you're also dealing with flying through the weather 00:00:40.150 --> 00:00:42.290 instead of just going on top of it. 00:00:42.290 --> 00:00:46.690 So while you're the VFR only pilot, 00:00:46.690 --> 00:00:51.590 these non-local flights, really pay attention to weather. 00:00:51.590 --> 00:00:55.502 Airspace, go and study this a little bit before the exam. 00:00:55.502 --> 00:00:56.710 Here are the different kinds. 00:00:56.710 --> 00:00:58.070 Remember Class A is up high. 00:00:58.070 --> 00:00:59.770 You need an instrument clearance. 00:00:59.770 --> 00:01:02.260 Class B is around the biggest airports. 00:01:02.260 --> 00:01:05.019 Class Charlie's around Manchester, New Hampshire. 00:01:05.019 --> 00:01:07.330 And D is for Hanscom. 00:01:07.330 --> 00:01:09.910 And E is everywhere else. 00:01:09.910 --> 00:01:11.740 OK. 00:01:11.740 --> 00:01:14.920 The goal for the basic VFR weather minimums 00:01:14.920 --> 00:01:19.360 is to make sure that an IFR plane coming out of the cloud 00:01:19.360 --> 00:01:22.240 has time to see and avoid you, because the air traffic 00:01:22.240 --> 00:01:26.200 controller's job is to separate IFR airplanes from each other. 00:01:26.200 --> 00:01:28.990 It's not to separate IFR and VFR traffic. 00:01:28.990 --> 00:01:30.850 They will tell you about them. 00:01:30.850 --> 00:01:33.310 But you're responsible as a VFR pilot 00:01:33.310 --> 00:01:35.840 for staying reasonably clear of clouds. 00:01:35.840 --> 00:01:39.130 So just review these cloud clearances. 00:01:42.040 --> 00:01:46.450 Class E, you can see that this is a pretty good one 00:01:46.450 --> 00:01:47.860 to remember for the test-- 00:01:47.860 --> 00:01:53.620 500 below, 1,000 above, 2,000 horizontally. 00:01:53.620 --> 00:01:55.540 If you're really low in Class G airspace, 00:01:55.540 --> 00:01:57.843 you can do some crazy stuff. 00:01:57.843 --> 00:01:59.760 Again, I don't think that this is really there 00:01:59.760 --> 00:02:03.970 to let you go from Boston to Chicago scud 00:02:03.970 --> 00:02:07.750 running with one mile of visibility 00:02:07.750 --> 00:02:09.729 and just clear of the clouds. 00:02:09.729 --> 00:02:12.790 I think it's more to enable people to say, take off and do 00:02:12.790 --> 00:02:15.910 pattern work at their home airport 00:02:15.910 --> 00:02:18.240 in some kind of little tiny, very slow airplane. 00:02:18.240 --> 00:02:19.990 TINA SRIVASTAVA: Pattern work is just what 00:02:19.990 --> 00:02:21.407 we were drawing on the chalkboard, 00:02:21.407 --> 00:02:23.530 flying the traffic pattern at an airport. 00:02:23.530 --> 00:02:24.760 PHILIP GREENSPUN: OK. 00:02:24.760 --> 00:02:28.038 So again, yeah, just review the presentation or the FAA book 00:02:28.038 --> 00:02:29.455 so you know your weather minimums. 00:02:32.090 --> 00:02:34.433 Yeah, incredibly at night for Class G, 00:02:34.433 --> 00:02:36.100 getting back to that pattern work thing, 00:02:36.100 --> 00:02:38.620 if you want to go out and practice takeoffs and landings 00:02:38.620 --> 00:02:41.440 at night, if you stay within half a mile of the runway, 00:02:41.440 --> 00:02:45.520 you can go right down to one mile of visibility and right up 00:02:45.520 --> 00:02:48.040 to the clouds. 00:02:48.040 --> 00:02:49.500 OK. 00:02:49.500 --> 00:02:51.630 Here's that chart again. 00:02:51.630 --> 00:02:52.130 Learn it. 00:02:52.130 --> 00:02:53.000 Know it. 00:02:53.000 --> 00:02:55.630 A special VFR-- actually if you're at Hanscom 00:02:55.630 --> 00:03:00.400 and the weather is below the basic minimums and you say you 00:03:00.400 --> 00:03:03.130 want to do some pattern work anyway either in a helicopter 00:03:03.130 --> 00:03:05.860 or in an airplane, you can request-- 00:03:05.860 --> 00:03:08.110 they can't offer it, but you can request-- 00:03:08.110 --> 00:03:09.430 a special VFR clearance. 00:03:09.430 --> 00:03:12.850 And they'll say, OK, there's not too much IFR traffic right now. 00:03:12.850 --> 00:03:18.010 So you take off and land and do your stuff. 00:03:18.010 --> 00:03:21.670 If it's at night, you'll have to be an IFR pilot basically. 00:03:21.670 --> 00:03:26.200 Cirrus publishes this good Personal Minimum Matrix. 00:03:26.200 --> 00:03:30.250 I wouldn't say that you have to adopt their specific numbers. 00:03:30.250 --> 00:03:32.440 But I think their way of thinking isn't bad. 00:03:32.440 --> 00:03:38.920 So notice they're saying if you are, 00:03:38.920 --> 00:03:42.790 let's see, an average pilot, so you've 00:03:42.790 --> 00:03:46.870 got 10 IFR hours within the last 90 days, 00:03:46.870 --> 00:03:50.050 you've done one not on autopilot with approach 00:03:50.050 --> 00:03:52.600 within the last 90 days, well, go over here 00:03:52.600 --> 00:03:54.400 and go down to a 500-foot ceiling 00:03:54.400 --> 00:03:56.548 and two miles of visibility. 00:03:56.548 --> 00:03:58.840 Don't go down to the published approach minimums, which 00:03:58.840 --> 00:04:01.660 are designed for a two pilot professional crew 00:04:01.660 --> 00:04:03.670 unless you know you're very current, 00:04:03.670 --> 00:04:07.060 you've done a whole bunch of flying in the last 90 days. 00:04:07.060 --> 00:04:08.980 Anyway, so they just try to fit-- 00:04:08.980 --> 00:04:12.280 they try to say, how challenging is this flight, how experienced 00:04:12.280 --> 00:04:15.580 are you in general, how experienced are you recently, 00:04:15.580 --> 00:04:17.360 and come up with some numbers. 00:04:17.360 --> 00:04:19.329 So again, you can pull this out of the slide. 00:04:19.329 --> 00:04:20.170 TINA SRIVASTAVA: And just to clarify 00:04:20.170 --> 00:04:22.587 what we're talking about when we're talking about personal 00:04:22.587 --> 00:04:24.880 minimums, so there are minimums that you 00:04:24.880 --> 00:04:28.270 have to know for the FAA exam like we were just talking 00:04:28.270 --> 00:04:32.830 about in terms of the minimum visibility that must be there 00:04:32.830 --> 00:04:35.710 in order for you to fly in certain classes of airspace. 00:04:35.710 --> 00:04:39.100 But then there are also minimums that you set on yourself 00:04:39.100 --> 00:04:43.000 to be a safe pilot and to be knowledgeable about what 00:04:43.000 --> 00:04:44.780 your restrictions and what your experience 00:04:44.780 --> 00:04:46.940 and what your currency is. 00:04:46.940 --> 00:04:49.990 So for example, we talked about crosswind. 00:04:49.990 --> 00:04:53.020 So there isn't an FAA reg necessarily. 00:04:53.020 --> 00:04:55.840 As long as it's within your aircraft's operating 00:04:55.840 --> 00:05:00.550 conditions, there's no specific reason why a 15 or 20 knot 00:05:00.550 --> 00:05:02.680 crosswind is a problem. 00:05:02.680 --> 00:05:04.840 But maybe you're not very comfortable with it. 00:05:04.840 --> 00:05:07.398 You haven't done a lot of slips recently. 00:05:07.398 --> 00:05:09.190 You're still getting used to your aircraft. 00:05:09.190 --> 00:05:13.690 So you might say a smaller crosswind or gusting 00:05:13.690 --> 00:05:15.760 winds would be appropriate for you to land it. 00:05:15.760 --> 00:05:18.260 So that's setting a personal minimum on yourself. 00:05:18.260 --> 00:05:22.110 And this is an example of personal minimums 00:05:22.110 --> 00:05:24.230 based on your experience and your currency. 00:05:24.230 --> 00:05:26.730 PHILIP GREENSPUN: Yeah, and the FAA will never suggest this. 00:05:26.730 --> 00:05:30.540 But the appropriate escape from a challenging situation 00:05:30.540 --> 00:05:33.870 that you think might be on the edge of safety 00:05:33.870 --> 00:05:39.810 is to rent the five seat SR22 instead of the four seat SR20 00:05:39.810 --> 00:05:42.340 and go with an instructor. 00:05:42.340 --> 00:05:43.970 So it's as easy as that. 00:05:43.970 --> 00:05:45.360 OK, remember, this was confusing. 00:05:45.360 --> 00:05:48.570 They used category in class to mean two totally 00:05:48.570 --> 00:05:49.770 different things-- 00:05:49.770 --> 00:05:51.900 forgetting your pilot's certificate. 00:05:51.900 --> 00:05:54.810 The category is there on the left, 00:05:54.810 --> 00:05:58.230 something like an airplane versus a rotorcraft. 00:05:58.230 --> 00:06:00.990 And the class would be multi-engine land 00:06:00.990 --> 00:06:06.292 versus a helicopter category class. 00:06:06.292 --> 00:06:08.750 But then for aircraft, they do something totally different. 00:06:08.750 --> 00:06:12.840 And they say category would be normal category or acrobatic. 00:06:12.840 --> 00:06:15.050 And class would be airplane. 00:06:15.050 --> 00:06:17.690 So they may ask you about this just because they 00:06:17.690 --> 00:06:19.280 like to torture you. 00:06:19.280 --> 00:06:21.610 The four forces of flight, remember these. 00:06:21.610 --> 00:06:22.610 Tina talked about them. 00:06:22.610 --> 00:06:25.400 If you're just bombing along, straight and level, 00:06:25.400 --> 00:06:26.900 not accelerating, then they're going 00:06:26.900 --> 00:06:30.430 to all be in balance, because F equals ma. 00:06:30.430 --> 00:06:34.380 a equals whatever-- can't remember the math. 00:06:34.380 --> 00:06:35.220 Anyway, F equals ma. 00:06:35.220 --> 00:06:37.790 I know that much. 00:06:37.790 --> 00:06:39.140 Remember these three axes. 00:06:39.140 --> 00:06:41.180 They'll ask you about this on the test 00:06:41.180 --> 00:06:43.710 usually in combination with some other stuff. 00:06:43.710 --> 00:06:47.750 So rotation about the vertical axis is going to be yaw. 00:06:47.750 --> 00:06:50.300 Rotation about the-- this is complicated. 00:06:50.300 --> 00:06:51.230 Let's see. 00:06:51.230 --> 00:06:54.620 Rotation about the lateral axis is going to be pitch. 00:06:54.620 --> 00:06:58.940 Rotation around the longitudinal axis I believe will be roll. 00:06:58.940 --> 00:07:01.690 So that's a little bit confusing since-- 00:07:04.840 --> 00:07:10.500 yeah, here we have it-- pitch, roll, yaw. 00:07:10.500 --> 00:07:13.650 So think about it. 00:07:13.650 --> 00:07:15.270 Roll is really the lateral motion. 00:07:15.270 --> 00:07:17.840 But it's around the longitudinal axis. 00:07:17.840 --> 00:07:21.000 So don't get confused there. 00:07:21.000 --> 00:07:26.045 Remember why Johnny Cessna can't hover is also a limit for-- 00:07:26.045 --> 00:07:27.420 this limits everything basically. 00:07:27.420 --> 00:07:30.780 The stalling angle of attack is why you need a helicopter 00:07:30.780 --> 00:07:32.400 if you want to hover. 00:07:32.400 --> 00:07:36.690 And it is why you need to maintain a reasonable airspeed 00:07:36.690 --> 00:07:37.890 when you're landing. 00:07:37.890 --> 00:07:40.590 And it's also-- it limits your runway. 00:07:40.590 --> 00:07:44.703 If you had an airplane that didn't stall till it reached 00:07:44.703 --> 00:07:46.620 some crazy angle of attack, you could probably 00:07:46.620 --> 00:07:48.812 take off and land in 50 feet. 00:07:48.812 --> 00:07:49.770 TINA SRIVASTAVA: Right. 00:07:49.770 --> 00:07:54.060 And remember that we talked about even a paper airplane 00:07:54.060 --> 00:07:55.320 can generate lift. 00:07:55.320 --> 00:07:58.800 So it's not about the shape of the cross section 00:07:58.800 --> 00:08:02.640 of the wing that is making you be able to generate lift. 00:08:02.640 --> 00:08:04.590 It's the angle of attack and your ability 00:08:04.590 --> 00:08:07.140 to deflect air molecules down. 00:08:07.140 --> 00:08:08.730 That's what generates lift. 00:08:08.730 --> 00:08:12.330 That shape of the airfoil is just what Philip was saying. 00:08:12.330 --> 00:08:15.823 That allows you to have the stall speed be lower. 00:08:15.823 --> 00:08:18.240 PHILIP GREENSPUN: All right, so remember your left turning 00:08:18.240 --> 00:08:20.040 tendencies. 00:08:20.040 --> 00:08:23.160 Mostly you just remember that you need right rudder. 00:08:26.050 --> 00:08:27.690 TINA SRIVASTAVA: And a couple questions 00:08:27.690 --> 00:08:29.670 had come up on gyroscopic procession. 00:08:29.670 --> 00:08:32.820 So I added two videos about gyroscopes 00:08:32.820 --> 00:08:35.309 to help you understand gyroscopic procession 00:08:35.309 --> 00:08:38.610 and why that force is applied 90 degrees later. 00:08:38.610 --> 00:08:40.740 And so those are really fun videos you can look at. 00:08:40.740 --> 00:08:44.327 There's in this slide deck called Q&A and Review. 00:08:44.327 --> 00:08:46.660 PHILIP GREENSPUN: OK, so let's go back to the altitudes. 00:08:46.660 --> 00:08:49.710 So true altitude is your actual height above sea level. 00:08:49.710 --> 00:08:52.890 This is what's important if you want to get over a mountain, 00:08:52.890 --> 00:08:55.560 because the altitude on the chart for the mountain 00:08:55.560 --> 00:08:58.140 is also the actual height above sea level. 00:08:58.140 --> 00:09:00.750 Indicated is what your altimeter shows. 00:09:00.750 --> 00:09:05.100 If you're below 18,000 feet and it's not some insane 00:09:05.100 --> 00:09:08.130 temperature and you've got a current altimeter setting 00:09:08.130 --> 00:09:11.430 from air traffic control as you fly along with VFR advisories, 00:09:11.430 --> 00:09:13.650 they'll keep updating you with altitudes. 00:09:13.650 --> 00:09:17.820 If you're not talking to ATC, you may tune in to the airports 00:09:17.820 --> 00:09:21.270 that you're flying over to get the altimeter there. 00:09:21.270 --> 00:09:23.340 If you have your correctly set altimeter, 00:09:23.340 --> 00:09:27.090 it should be pretty close to your true altitude. 00:09:27.090 --> 00:09:31.020 But and the GPS will give it to you as well. 00:09:31.020 --> 00:09:33.120 All right, absolute height above the ground, 00:09:33.120 --> 00:09:36.570 I don't think that's ever really relevant. 00:09:36.570 --> 00:09:38.280 Pressure altitude is what you see if you 00:09:38.280 --> 00:09:43.530 tune your altimeter to 29.92. 00:09:43.530 --> 00:09:47.730 Density is critical for determining performance of both 00:09:47.730 --> 00:09:49.260 the aircraft and the engine. 00:09:49.260 --> 00:09:54.900 So that's a measure of how many actual molecules of air 00:09:54.900 --> 00:09:59.340 are there going to be in a 1-liter cylinder, for example. 00:09:59.340 --> 00:10:01.410 Know your taxiway and runway markings. 00:10:01.410 --> 00:10:04.920 This has practical value and also test value. 00:10:04.920 --> 00:10:07.470 One easy thing to remember is, if you're 00:10:07.470 --> 00:10:10.380 driving along a taxiway in your aircraft, 00:10:10.380 --> 00:10:14.340 you will see yellow paint on a black paved surface. 00:10:14.340 --> 00:10:17.850 So that sign tells you what taxiway that you're actually 00:10:17.850 --> 00:10:20.520 on, just like the real world experience 00:10:20.520 --> 00:10:22.590 of yellow paint on black. 00:10:22.590 --> 00:10:25.377 Everything else is reasonably self-explanatory. 00:10:25.377 --> 00:10:27.960 They probably-- even though if you're not an instrument pilot, 00:10:27.960 --> 00:10:31.020 they want you to know about this ILS hold short line. 00:10:31.020 --> 00:10:34.350 So if it's bad weather conditions 00:10:34.350 --> 00:10:36.330 and they're using the ILS, they don't 00:10:36.330 --> 00:10:39.840 want you going beyond there, because your metal airplane 00:10:39.840 --> 00:10:43.770 might interfere with the radio beams that are being sent up 00:10:43.770 --> 00:10:46.380 to landing IFR airplanes. 00:10:46.380 --> 00:10:50.580 Remember L/D MAX for best glide speed. 00:10:50.580 --> 00:10:54.210 So all these climb speeds, glide speeds, et cetera, 00:10:54.210 --> 00:11:02.310 are driven off of the points at which the various drags reach 00:11:02.310 --> 00:11:06.810 a minimum, or a minimum per mile traveled. 00:11:06.810 --> 00:11:08.640 Thunderstorms, the one thing you-- 00:11:08.640 --> 00:11:11.100 I hope you do remember is that everything's 00:11:11.100 --> 00:11:12.450 bad about convective clouds. 00:11:12.450 --> 00:11:17.700 Unstable air leads to cumulus clouds. 00:11:17.700 --> 00:11:20.250 They can become cumulonimbus clouds. 00:11:20.250 --> 00:11:23.280 And now you have a really bad hazard 00:11:23.280 --> 00:11:26.910 to aviation with terrible icing, terrible turbulence, maybe 00:11:26.910 --> 00:11:29.550 hail. 00:11:29.550 --> 00:11:31.620 So the squall line, I think they sometimes 00:11:31.620 --> 00:11:33.440 ask about this on the test. 00:11:33.440 --> 00:11:35.290 The frontal band of thunderstorms 00:11:35.290 --> 00:11:39.160 are just-- it's hard to get around them. 00:11:39.160 --> 00:11:42.300 And you may have to go 500 miles out of your way 00:11:42.300 --> 00:11:43.680 to get around a cold front. 00:11:43.680 --> 00:11:45.960 Or hang out on the ground for a few hours 00:11:45.960 --> 00:11:48.810 and wait for it to pass. 00:11:48.810 --> 00:11:51.630 TINA SRIVASTAVA: Also, just big changes in weather 00:11:51.630 --> 00:11:52.960 usually are not a good thing. 00:11:52.960 --> 00:11:55.590 So whether it's a big change in the barometric pressure, 00:11:55.590 --> 00:11:58.800 or as we saw from yesterday to today, 00:11:58.800 --> 00:12:02.070 a 40, 50 degree increase in the temperature 00:12:02.070 --> 00:12:04.980 is going to be accompanied by massive gusting winds. 00:12:04.980 --> 00:12:07.290 Today is not a good day to go flying. 00:12:07.290 --> 00:12:08.730 PHILIP GREENSPUN: Yeah, although actually it might not just 00:12:08.730 --> 00:12:09.230 be the day. 00:12:09.230 --> 00:12:13.770 It might be how are we ferrying a helicopter from Los Angeles 00:12:13.770 --> 00:12:14.760 back to Boston. 00:12:14.760 --> 00:12:16.710 And there was a thunderstorm coming in. 00:12:16.710 --> 00:12:19.010 So we just landed in an airport. 00:12:19.010 --> 00:12:21.270 It was probably gusting about 30 knots 00:12:21.270 --> 00:12:23.870 at the time, which isn't that bad for a Robinson, a four 00:12:23.870 --> 00:12:25.010 seat Robinson. 00:12:25.010 --> 00:12:27.400 Put the helicopter in a hangar. 00:12:27.400 --> 00:12:28.740 There's a huge storm. 00:12:28.740 --> 00:12:32.280 And two hours later, we took off in beautiful weather 00:12:32.280 --> 00:12:35.230 and continued our flight. 00:12:35.230 --> 00:12:37.855 There is an airport usually every 10 or 15 minutes 00:12:37.855 --> 00:12:38.480 of flight time. 00:12:38.480 --> 00:12:39.563 So take advantage of that. 00:12:39.563 --> 00:12:42.930 If things are getting beyond your comfort zone, 00:12:42.930 --> 00:12:46.005 don't just blindly continue to your destination. 00:12:46.005 --> 00:12:47.630 So remember, the alee side of mountains 00:12:47.630 --> 00:12:50.205 is where you can get a lot of turbulence and downdrafts. 00:12:50.205 --> 00:12:52.830 A little airplane doesn't have a whole lot of climb performance 00:12:52.830 --> 00:12:55.600 usually, especially up at higher altitudes. 00:12:55.600 --> 00:12:58.830 So be cautious about crossing big mountain ranges 00:12:58.830 --> 00:13:05.340 unless the winds aloft forecast is for very light winds indeed. 00:13:05.340 --> 00:13:07.520 Icing, also super bad-- 00:13:07.520 --> 00:13:09.140 again, as VFR pilots, you shouldn't 00:13:09.140 --> 00:13:12.170 have to worry about this once you get into instrument flying, 00:13:12.170 --> 00:13:14.115 as I hope a lot of you will. 00:13:14.115 --> 00:13:15.740 This is really what limits your ability 00:13:15.740 --> 00:13:18.920 to travel around in a Piper Cessna or Cirrus 00:13:18.920 --> 00:13:22.745 during the winter and shoulder seasons. 00:13:25.840 --> 00:13:27.280 Remember how to read the METAR. 00:13:27.280 --> 00:13:31.600 So this is back to Peachtree Dekalb Airport in Atlanta. 00:13:31.600 --> 00:13:36.820 So there sits the 16th at 1653, so about almost 5:00 PM 00:13:36.820 --> 00:13:38.390 in London Zulu Time. 00:13:38.390 --> 00:13:41.890 Winds are variable at 4, 10 statute miles of visibility, 00:13:41.890 --> 00:13:43.180 overcast 6,000 feet. 00:13:43.180 --> 00:13:48.310 That's 6,000 feet above the airport, not above sea level. 00:13:48.310 --> 00:13:49.360 Temp's 14. 00:13:49.360 --> 00:13:51.220 Dew point's minus 7. 00:13:51.220 --> 00:13:53.310 Altimeter's 3015. 00:13:53.310 --> 00:13:56.830 Oh and in the remarks, it says the rain ended 46 minutes 00:13:56.830 --> 00:13:58.590 after the hour. 00:13:58.590 --> 00:14:00.990 There you have it. 00:14:00.990 --> 00:14:03.120 All right, human factors summary-- 00:14:03.120 --> 00:14:05.920 so you are the weakest link. 00:14:05.920 --> 00:14:11.310 And if you develop some personal minimums, 00:14:11.310 --> 00:14:14.730 you'll be way ahead of the game. 00:14:14.730 --> 00:14:17.460 They should also factor in your recent experience, not just 00:14:17.460 --> 00:14:19.920 your overall level of flying. 00:14:19.920 --> 00:14:23.140 And always remember that it's a big aviation community. 00:14:23.140 --> 00:14:25.390 There's a lot of people that are happy to go flying-- 00:14:25.390 --> 00:14:28.800 can send mail to the members of the MIT Flying Club 00:14:28.800 --> 00:14:30.180 and just take a copilot. 00:14:30.180 --> 00:14:35.070 That's how the airlines have cut risk almost to zero. 00:14:35.070 --> 00:14:41.430 Magnetic variation, this is a topic 00:14:41.430 --> 00:14:44.460 that tends to snag people on the knowledge test. 00:14:44.460 --> 00:14:48.630 So just remember, you can re-derive it from the VOR 00:14:48.630 --> 00:14:50.770 if you ever get stuck. 00:14:50.770 --> 00:14:54.610 And east is least, west is best. 00:14:54.610 --> 00:14:58.240 Deviation-- then don't get deviation and variation 00:14:58.240 --> 00:14:58.750 confused. 00:14:58.750 --> 00:15:02.080 So deviation, remember, is that tiny little correction 00:15:02.080 --> 00:15:04.870 that's printed right underneath the compass. 00:15:04.870 --> 00:15:09.700 Flight planning tip, you saw this slide earlier. 00:15:09.700 --> 00:15:13.930 Even if FAR 61 and FAR 91 allow it, it doesn't mean it's wise. 00:15:13.930 --> 00:15:17.790 So if you look at FAR 121 and FAR 135 00:15:17.790 --> 00:15:20.260 for charger and scheduled airline service, 00:15:20.260 --> 00:15:22.360 they show you that there are some extra safety 00:15:22.360 --> 00:15:25.460 margins that can be built in. 00:15:25.460 --> 00:15:29.695 Night flying advice you just heard. 00:15:29.695 --> 00:15:31.320 Remember, as the owner/operator, you're 00:15:31.320 --> 00:15:36.990 responsible for keeping the airplane airworthy 00:15:36.990 --> 00:15:39.450 if you do choose to go out and buy an aircraft. 00:15:39.450 --> 00:15:42.160 So these responsibilities are for most of you going 00:15:42.160 --> 00:15:44.190 to be on the flight school. 00:15:44.190 --> 00:15:48.630 However, you're still the final authority as the pilot. 00:15:48.630 --> 00:15:52.730 And you can deviate from the rules in an emergency. 00:15:52.730 --> 00:15:55.260 And you only have to report the deviation if requested. 00:15:55.260 --> 00:15:57.780 I think the feds like to ask this on the knowledge 00:15:57.780 --> 00:16:00.395 test, because the natural answer is, of course, 00:16:00.395 --> 00:16:01.770 you have to report the deviation. 00:16:01.770 --> 00:16:04.050 And I declared it an emergency, and I broke the rules. 00:16:04.050 --> 00:16:05.670 But you don't actually have to report 00:16:05.670 --> 00:16:07.200 that unless they ask you to. 00:16:07.200 --> 00:16:09.540 TINA SRIVASTAVA: But even aside from an emergency, 00:16:09.540 --> 00:16:11.220 you're the pilot in command. 00:16:11.220 --> 00:16:14.610 Even if someone very assertively tells you to land and hold 00:16:14.610 --> 00:16:17.940 short or to fly straight to the numbers, which means don't fly 00:16:17.940 --> 00:16:21.600 the proper traffic pattern but land very quickly, 00:16:21.600 --> 00:16:24.000 or tells you no delay on the go because they 00:16:24.000 --> 00:16:26.140 want you to get out quickly, they have other jets, 00:16:26.140 --> 00:16:27.650 you can just say, unable. 00:16:27.650 --> 00:16:29.460 And they have to deal with it and make 00:16:29.460 --> 00:16:31.500 sure you're flying safely. 00:16:31.500 --> 00:16:33.810 And if you, especially as a student pilot, 00:16:33.810 --> 00:16:36.030 need extra time or extra consideration, 00:16:36.030 --> 00:16:39.450 just add student pilot to the end of all your radio calls. 00:16:39.450 --> 00:16:42.000 And they'll give you plenty of room to make mistakes. 00:16:42.000 --> 00:16:44.790 But they might also make you sit there and fly a bunch of 360s 00:16:44.790 --> 00:16:49.430 while they land everybody else and then give you time to land. 00:16:49.430 --> 00:16:52.540 PHILIP GREENSPUN: Yeah, so safety is not high tech. 00:16:52.540 --> 00:16:54.063 It should be probably. 00:16:54.063 --> 00:16:55.480 We should actually-- all the stuff 00:16:55.480 --> 00:17:00.450 that Michael showed you that's embedded in that DJI drone 00:17:00.450 --> 00:17:03.630 should probably be in these multimillion dollar aircraft. 00:17:03.630 --> 00:17:05.550 But it's not. 00:17:05.550 --> 00:17:10.650 So in the meantime, since an airliner 00:17:10.650 --> 00:17:15.780 isn't actually that much smarter than a little Cessna, 00:17:15.780 --> 00:17:17.230 why is it safer? 00:17:17.230 --> 00:17:21.877 And if you take that perspective and just adapt 00:17:21.877 --> 00:17:23.460 all the things the airlines have done, 00:17:23.460 --> 00:17:28.270 you can make flying that little Cessna dramatically safer. 00:17:28.270 --> 00:17:30.360 So that means recurrent training. 00:17:30.360 --> 00:17:33.510 Maybe go up with an instructor every three months instead 00:17:33.510 --> 00:17:37.600 of the every two years that the FAA requires. 00:17:37.600 --> 00:17:40.320 The instrument flying skills are really 00:17:40.320 --> 00:17:43.110 important for VFR safety. 00:17:43.110 --> 00:17:45.120 They make you a much better pilot at night, 00:17:45.120 --> 00:17:48.310 as we've just discussed, and even 00:17:48.310 --> 00:17:49.560 bombing around during the day. 00:17:49.560 --> 00:17:51.480 You'll be able to fly with about 5% 00:17:51.480 --> 00:17:54.990 of your mental energy instead of 50% 00:17:54.990 --> 00:18:00.190 if you are an instrument-rated pilot on a nice VFR day. 00:18:00.190 --> 00:18:02.880 The two pilot crew and checklist is really the cornerstone 00:18:02.880 --> 00:18:04.920 of the airline safety system. 00:18:04.920 --> 00:18:07.980 So and you can take advantage of that as a GA pilot 00:18:07.980 --> 00:18:10.350 even though the FAA really-- 00:18:10.350 --> 00:18:14.670 about 5% of the FAA, which is the one you've 00:18:14.670 --> 00:18:17.280 seen and interacted with, is all about encouraging people 00:18:17.280 --> 00:18:18.300 to be single pilots. 00:18:18.300 --> 00:18:22.800 And 95% of the FAA is about forbidding people 00:18:22.800 --> 00:18:24.450 to operate single pilot. 00:18:24.450 --> 00:18:26.640 Every part of the FAA that regulates 00:18:26.640 --> 00:18:30.680 the airlines and charters of sizable airplanes, they say no. 00:18:30.680 --> 00:18:32.430 Of course, you can't operate single pilot. 00:18:32.430 --> 00:18:35.370 That would be incredibly dangerous. 00:18:35.370 --> 00:18:37.830 All right, so just remember, study 00:18:37.830 --> 00:18:43.190 a little bit about the Part 61 and Part 91 for learning to-- 00:18:43.190 --> 00:18:47.700 now, what does it take to be and maintain your status as a pilot 00:18:47.700 --> 00:18:49.820 or be able to exercise your privilege as a pilot. 00:18:49.820 --> 00:18:52.725 That certificate never expires. 00:18:52.725 --> 00:18:55.890 Part 91 is about what you can do with an airplane operated 00:18:55.890 --> 00:18:57.240 privately. 00:18:57.240 --> 00:18:59.070 And then there's this little corner 00:18:59.070 --> 00:19:02.730 over there under Title 49, Part 830, 00:19:02.730 --> 00:19:06.270 having to do with accident reporting and investigation. 00:19:06.270 --> 00:19:09.030 If you want to get 100 on the FAA knowledge test, 00:19:09.030 --> 00:19:12.330 a lot of East Coast Aero Club customers seem to over-study. 00:19:12.330 --> 00:19:18.810 I see a lot of 95s, 97s, 98s, and 100s, actual 100s. 00:19:18.810 --> 00:19:20.450 Just reread the FAA textbooks. 00:19:20.450 --> 00:19:22.200 I mean, they can't ask you anything that's 00:19:22.200 --> 00:19:25.380 not in one of their own PDFs. 00:19:25.380 --> 00:19:28.290 That includes the FAR/AIM, though, the regulations 00:19:28.290 --> 00:19:30.900 and the Aeronautical Information Manual. 00:19:30.900 --> 00:19:34.170 There are test prep books and online equivalents 00:19:34.170 --> 00:19:35.220 that are worth it. 00:19:35.220 --> 00:19:39.570 To finish this course, actually, you can get this-- 00:19:39.570 --> 00:19:40.830 you'll be able to get-- 00:19:40.830 --> 00:19:42.580 actually, we don't even need to email you, 00:19:42.580 --> 00:19:46.750 because if you have the course homepage, you can see it here. 00:19:46.750 --> 00:19:50.380 You go to this King Schools thing. 00:19:50.380 --> 00:19:52.750 And you say you want to do 60 questions. 00:19:55.023 --> 00:19:56.940 TINA SRIVASTAVA: 60 is the number of questions 00:19:56.940 --> 00:19:57.990 on the actual exams. 00:19:57.990 --> 00:20:00.500 We're making our final exam be the same. 00:20:00.500 --> 00:20:02.250 PHILIP GREENSPUN: And then you Start Test. 00:20:02.250 --> 00:20:03.583 You need to send us the results. 00:20:07.430 --> 00:20:08.560 And we'll be happy. 00:20:08.560 --> 00:20:11.060 All right, next steps-- if you want to continue your journey 00:20:11.060 --> 00:20:16.687 beyond this class, maybe that's for the one or two people-- 00:20:16.687 --> 00:20:18.520 TINA SRIVASTAVA: And can I borrow that the-- 00:20:18.520 --> 00:20:19.630 PHILIP GREENSPUN: --for whom that applies that actually 00:20:19.630 --> 00:20:20.940 want to continue their journey. 00:20:20.940 --> 00:20:22.670 TINA SRIVASTAVA: Can I borrow the pointer for just a second? 00:20:22.670 --> 00:20:24.760 Just for the guys that were getting tripped up thinking it 00:20:24.760 --> 00:20:27.290 was a river, this is exactly what we were talking about. 00:20:27.290 --> 00:20:29.140 This is Boston Logan. 00:20:29.140 --> 00:20:32.410 These blue lines, circles that are around it, are not rivers. 00:20:32.410 --> 00:20:34.870 It's indicating that Class Bravo airspace. 00:20:34.870 --> 00:20:37.513 And I have it open over here if you want to take a look. 00:20:37.513 --> 00:20:39.680 PHILIP GREENSPUN: OK, so yeah, join the flying club. 00:20:39.680 --> 00:20:41.240 Go visit a flight school. 00:20:41.240 --> 00:20:44.680 Most of the busier US airports have some kind of flight school 00:20:44.680 --> 00:20:47.120 that you can do. 00:20:47.120 --> 00:20:49.320 And yeah, in the two hours that are remaining 00:20:49.320 --> 00:20:51.960 to me for this presentation, I would just 00:20:51.960 --> 00:20:52.877 like to say thank you. 00:20:52.877 --> 00:20:54.752 TINA SRIVASTAVA: Now, we're saying thank you. 00:20:54.752 --> 00:20:57.300 But just to clarify, there's a really cool guest speaker 00:20:57.300 --> 00:20:58.170 coming next. 00:20:58.170 --> 00:21:01.260 But for the purposes of our teaching, thank you very much. 00:21:01.260 --> 00:21:03.680 And we'll take any questions.